Table of Contents

1. Introduction
2. Goal
3. Process
4. University Transit Pass
5. Transit Survey Results
6. Recommendations for Transit Plan
7. Bicycle Transportation Issue
8. Covered and lit Bike Racks
9. Biker and Pedestrian Safety
10. Bike Routes
11. Conclusion
12. Appendix A (University Bus Pass Survey)
13. Appendix B (Bike and Pedestrian Questionnaire)
14. Appendix C (Selected Bus Pass Survey Results)

As our predecessors before us, our goal is to aid in the environmentally responsible planning of this institution. In an effort to secure an environmentally friendly future, some major issues need to be addressed. Some of these issues include Watershed Use, Land Use, and Transportation. It is crucial in our society to take the initiative on environmental issues. It is case in point to say that the impact on our environment has a direct affect on our society.

Examining the issue of Transportation, it is evident that a few changes need to occur. Western Washington University is a state institution. Being that, the University needs to reflect to the will of the state that funds it. The University needs to show that it is living up to the state regulation to reduce the amount of single-occupancy vehicles coming to this institution by encouraging alternative modes of transportation. RCW 28B.130.005 requires that employers in the state's largest counties to implement transportation demand management programs to reduce the number of single-occupancy vehicles (SOV's) on their sites. Also it calls for the mitigation of adverse social, environmental, and economic effects of auto dependency and traffic congestion.

Transportation is itself a large consortium of smaller issues. These issues stem from the usage of public transit, parking, the safety of pedestrians and cyclists, and the usage of vehicles by this institution. The positive effects of each of these sub-categories on the population can be summed up as: decrease in air pollution, land consumption, heightened public safety. Support for alternative modes of transportation is unanimous. Of a pool of surveyed students, 82% supported bus transit and biking as ways to improve traffic conditions and solve parking problems at the university and surrounding neighborhoods, with only 19% calling for increased parking.

To research and purpose alternative modes of transportation as well as any steps relevant to fulfilling the state mandate of reducing the number of single-occupancy vehicles and so to be reflective of an environmental and sustainable consciousness at Western that is necessary to an environmentally responsible community.

The first step in this process was to review the information regarding the transit passes from other Universities. Research provided many answers to questions such as: How did the University decide on this program? What has the program accomplished? What are the levels of usage for the program? How successful is this program? How could Western have its own program? The answer to the latter is of course the combined efforts of the Western community.

The second step, quite possibly the most crucial, was to gather information from the campus community. This was our main focus throughout the quarter. Informal and formal data was gathered over a period of several weeks. Information collected from formal means supports the general informal idea that a transit pass has a great deal of support. It also provides a look at what features should be included in such a program.

Finally, the information that we attained is to be shared with the campus community. This last step is important in the respect that it facilitates a sense of participation between all members. The importance of this is crucial if such a plan were ever implemented. In order to plan for a future that willaccommodate sustainability and the progress of the community, the views of the participants must be considered.

Reading the previous IMP-ISP report from Winter Quarter of 1999, the issue of a transit pass was discussed. Findings gathered by the transportation group showed how the idea of a transit pass had already been tested successfully at other Universities. These programs reduce demands for parking and output of vehicle emissions. Each program is ideally similar, with a broad range of different features that are individually unique. It was the goal of our group to examine the possibilities of a transit pass for the members of the Western community.

The current system of public transit is fast becoming inadequate. These inadequacies are service oriented, calling for a greater amount of frequency and an increase in hours of operation. Most importantly, as Western’s perceptions of sustainability and environmental conscious become more alert, these services they are economically and environmentally oriented. There is a proposal to allocate space and funds for two possible parking garages on the Western Campus. A parking garage will cost a significant amount of money, as well as impact space in and around campus. This will not help the Western to live up to state requirements to lower the number of single-occupancy vehicles arriving to campus, and will not alleviate environmental concerns. By providing more parking spaces on campus, there will inevitably be an increase in the use of Single Occupancy Vehicles, resulting in an increase in noxious emissions, gas consumption, and maintenance fees for the city of Bellingham and the University in maintaining streets and parking lots. This measure will be contradictive of University goals of minimizing SOV’s to the university’s support of positive environmental impact and sustainability.

In support of mass transit the University has instituted a Campus Express which has aided in reducing of parking demands on campus. The Express runs from the Civic Field Park and Ride to the University five days a week that school is in session, at no cost to riders. The Express has proved a popular transportation alternative for off-campus and on-campus students, faculty, and staff. Besides running between the University and Civic Field, the shuttle also stops at popular shopping centers on Lakeway. Ridership of the Campus Express on the campus express nearly doubled in the past year. In fact, in the past year ridership of the Express has more than doubled rising from 40,118 in the fall quarter of 1997, to 92,252 in the fall of 1998, a 130% increase in ridership. Though proving a success the increased ridership has made necessary the addition of extra buses costing the Transportation and Parking Department a large percentage of their budget. The projected cost of operating the Campus Express for the 1999-2000 school year is over $250,000, to be paid by the University. Instituting a university bus pass will lower the costs to the University by distributing some of the riders on to other buses, eliminating the need for the supplementary buses, lowering the cost of operation.

The most viable alternative is to establish a transit pass program. Through the synthesis of the above systems and that of the WTA, Western could decrease the need for parking, increase the use of public transit, and provide a viable alternative to the Single Occupancy Vehicle (SOV).

A. Transit Survey Results:

The findings from our survey (see survey, App. A) suggest a general desire for a student bus pass coupled with improvements to the current WTA system. The following are recommendations based upon survey results.

1. Buses should be less expensive to use. In order to foster the use of public transit and discourage the use of SOV’s, money saving incentives should be provided. Current rates based on the cost of a $15 monthly pass puts the going rate at $45 a quarter. If a student bus pass program was created; the cost per quarter could be significantly decreased. (see App. C)

Hypothetical Cost Analysis

WTA’s Current Cost Per Quarter

(11,600 Students)*($45/quarter) = ($522,000/quarter)*(3 quarters) = $1,566,000/academic year

Hypothetical Cost Through University

(11,600 Students) * ($20/quarter) = ($232,000/quarter) * (3 quarters) = $696,000/academic year

A savings of $870,000/year or $290,000/quarter.

1. The WTA should provide extended services. According to results, the most important service expansions include later buses (i.e. after the library closes), more frequent times, and buses to shopping and entertainment centers. (see App. C)
2. An overwhelming number of students expressed interest in the need for a service that would provide a guaranteed ride home. Although this would be difficult, and quite possibly expensive, other programs have succeeded in providing such a service. Western already has such a program through the campus green coats, but it is limited to on campus transit. (see App. C)
3. Four options were provided in the survey with a standard set of prices to choose from for each. The majority of responses indicate that option D was the most desirable. This option suggests that students would like to see a pass that would allow use of the bus with the inclusion of expanded services. Students also expressed a willingness to pay between $20-34 for such a program. (See App. C)

In general, the desire for a transit pass program is high. WWU Vice President for Community and Legislative affairs, David Toyer, is a strong advocate for such a program. Greg Lawrence, Parking and Transportation Services Manager has also expressed interest in a university transit pass program. With the cost of the campus express on the rise, a transit pass could reduce the need for this program and in turn reduce the cost. If such a program was implemented, the campus express could be integrated with regular bus service. The major obstacle to overcome in this situation is convincing the general student population that a mandatory fee would prove to be more successful. If the pass were able to generate a given amount of funds that the WTA could count on, there would be a greater response to the request for expansion of services.

B. The recommendations for a transit plan:

1. Determine a viable fee for option D
2. Implement a form of awareness to the campus community on the potential benefits of such a program weighed against the cost
3. Put the proposed program to vote
4. Create and execute a student bus pass program

Option D gives riders the option to ride any WTA during all hours of operation. This option includes plans to increase services offered by WTA, such as increased frequency of certain runs that will most benefit students, offer new routes going to popular destinations, increased hours of operation, and a guaranteed ride home program (not through WTA).

Payment options are as follows: A mandatory transportation fee for all students and employees of the university; An optional plan; Service offered on default, where a bus pass would be mailed to all eligible persons of the university who would be charged automatically unless personally return the pass by a designated date whence the fee would be removed and the service cancelled by the particular person.

Each option of participation has its benefits and drawbacks. A mandatory fee would allow the university more negotiation power to arrange the best, most economical agreement with WTA concerning a university bus pass and extra services. It would encourage people to ride the bus who would not otherwise do so. This would logically result in the highest amount of traffic and parking space reduction, on campus and in the surrounding neighborhoods. Total university participation will equate to an average overall lower cost per quarter of a bus pass, having guaranteed funds. The drawback are that everyone, including university employees, would be subject to this charge, whether or not they will use the bus pass.

An optional plan would allow eligible persons to choose whether or not to accept the service. Those who will not use the pass will not be required to purchase it. However this will equate to an overall higher average cost per quarter of the bus pass. The university will have less funds to negotiate an agreement with WTA. Fewer students will choose the service, especially those that are in a routine of driving to campus.

Default plan. This plan is such that has been adopted by the University of Washington. Proving to be a happy medium, bus passes are mailed to all eligible participants each quarter. Those who do not desire the service must go to the university in person to return the pass. Otherwise the fee will be billed to their university accounts automatically. This results in higher ridership than an optional service in that students who are indifferent to paying for a bus pass will do so on default. Everyone will be encouraged to take transit as an alternative mode of transportation. This higher ridership will result in more funds for the university to negotiate an acceptable agreement with WTA than with an optional plan. The only drawback to this plan is that it will result in less funding than if the fee was mandatory. Participants are allowed to turn down the plan if they so desire, at no cost to them.

Two major modes of transportation students use to get to Western's campus are bicycling and walking. Both of these modes of transit are environmentally friendly and healthy alternatives to driving. By supporting we can hopefully increase use of these alternative modes of transportation, impacting our local community and environment for the better. According to the Transportation Office at North Carolina State University, if one person to biked to campus for an academic year, instead of driving, they will save $350, reduce the amount of noxious emissions output by 600 lbs., and burn 27,000 or more calories. Promoting the use of these cheap, healthy and environmentally friend modes of transit is critical in order to achieve a level of minimal environmental impact and increased sustainability. It is equally important that these methods work in harmony with each other. The university will benefit by having a reduced demand for parking, eliminating the need for a parking garage, and saving on parking lot maintenance fees. Students will benefit by having a viable mode of transportation, eliminating costs of vehicle fuel, insurance, and maintenance fees, with an increase in available parking for those who continue to drive to campus. The community will benefit by having a decrease in the amount of traffic in Bellingham streets as well as a decrease in parking of student cars in residential areas surrounding the university. To reach these ends several issues need to be addressed.

To address such issues bicycle parking, bike lanes, and bike safety, our group drafted a survey to distribute to members of the campus community (see survey App. B). Students were surveyed in a variety of locations including Red Square, Vendors Row, select residence halls, and select classes to obtain a most unbiased response. The results of this survey provide vital information on the future planning of bicycle issues in the Western community. Of those people surveyed, more than 75% listed either cycling or walking as a primary mode of transportation. The following recommendations are based upon survey results.

A. Need for Covered, Lit Bicycle Racks

Our region has the highest average yearly rainfall in the United States. 75% of students surveyed agree, expressing a need for covered areas to park. Almost all bike racks on campus are uncovered. Even the few that are covered have little success in protecting a bike from the elements. Several residential locations on campus do not have adequate bike parking.

Several solutions can be implemented to solve these problems:

1. Provide ample bike parking for residence halls:

An emphasis needs to be placed on Birnam Wood and Fairhaven. Birnam Wood students live on-campus property but live such a distance from the main campus that many students bus or bike to main campus. However, Birnam Wood residence area has no bike racks to accommodate bikers. Indoor storage closets do exist but they only hold three bikes comfortably and four tightly. Cramped storage causes damaging to the bike’s paint. There is not parking available for visitors or to those who bring more than one bike to campus. Fairhaven has a serious lack of bike parking. Available bike parking may encourage use and in turn serve as an alternative form of transit. By determining the maximum number of students in a residence hall and providing enough parking for an equivalent number of bikes the growing trend of bike parking on hand rails, trees, and inside space-limited dorm rooms will be curbed. Ample parking needs to be available at all of the dormitories on campus. Western’s on-campus residence consists of about ninety percent freshmen. Offering adequate parking will encourage these students to keep their bikes on campus and let incoming students see how the university is supporting alternative modes of transportation.

2. Provide short-term and long-term lit and sheltered bicycle parking units:

A significant number of Western’s bike racks need to be refitted for safety of bikers, prevent vandalism and increase longevity of the bikes. 24% of students surveyed called for bike lockers to be installed to ensure the safety of their parked bikes.

Lighting conditions are necessary for the safety of the biker. There has been a sharp increase in the incidence of assault at Western. Lit bike racks will help to serve as a preventative measure against such future incidences, at night.

Lighting is also a preventative measure against bike vandalism. 49% of students named increased lighting as a measure of increasing safety around bike racks at night.

Students on campus prefer to use covered bike racks due to the high amount of rainfall received by our region, to increase the longevity of their bikes, and reduce the amount of maintenance caused by exposure to corrosive rainfall. Racks need to be adequately sheltered. Covers need to be broad enough and low enough to protect the bikes from angled rainfall.

A move towards bike storage lockers:

Not only will the bicycle remain fully protected from the elements; it will also remain hidden from sight. This will guard against vandalism. The implementation of such systems can range from revenue neutral to revenue generating. Options could include the personal assignment of a locker to the short-term use much like a parking meter, or the use of a deposit and return once the locker has been relinquished. The Washington State Ferries have implemented the use of bicycle lockers at several of their ferry terminals around Puget Sound. University of Washington has done the same in its campus. Usage has been highly successful.

3. The relocation of current bicycle racks:

There is an abundance of space under the eaves of multiple buildings on the Western Campus that can easily hold vast sets of bike racks, providing protection from the elements. Utilizing this space as an area to keep bicycles out of the way and under cover would be one of the most cost-effective plans. The university will not have to purchase additional covers to re-outfit bike racks. In addition to this, the University can install awnings on its buildings, overhangs from the exterior walls that will be able to provide adequate bike shelter. Suggested sites for the placement of bike racks under overhangs of buildings: Miller Hall (South and Northwest sides); Humanities Building (North and West sides); Bond Hall (West and South sides); Old Main (Southeast corner); Haggard Hall (West side); Chemistry Building (East side).

4. Further recommendations

B. Biker and Pedestrian Safety.

1. Enforcement of the BRC (Bicycle Responsibility Code):

The BRC is a good building block in the interest of pedestrian safety on campus. Western, along with most all other universities has a bicycling code of conduct, and 80% of students surveyed claimed that they were knowledgeable of Western’s BRC. However, Western has does not enforce biking regulations very effectively. Many bikes are still rode on campus walkways during the restricted fifteen minutes around each hour that no biking is allowed. Public Safety offers incentives to walk instead of bike, by handing out coupons for free pretzels to those students who they see walking their bikes, but there are fewer penalties such as fines given to students who break the rules of bicycle conduct.

2. Adequate lighting through out the campus bike parking lots and surrounding corridors would be beneficial to the safety of cyclists and pedestrians alike. This would allow for increased vision at night, making it easier to avoid obstacles. It would also foster a safe atmosphere in the campus community. Again, 49% of students chose increased lighting as a measure to increase safety on campus.
3. Service Vehicle access should be limited. The need to transport supplies, make repairs, and deliveries is unavoidable. However, one solution to a decreasing the mixing of cyclists, autos, and pedestrians is to implement a rule much like that of the bicycle dismount policy. Presently service vehicles Western and privately owned service vehicles (deliver trucks, etc) traverse main walkways during the 15 minutes before and each hour when the highest volume of foot traffic occurs. 40% of students surveyed said that a 15- minute rule would be adequate in reducing Pedestrian-Vehicular conflict. 13% suggested that only alternative service vehicles be allowed on campus (ex: mules, heavy-duty golf carts).

C. Create new routes of travel for cyclists.

By separating bicyclists from pedestrians, safety among the two modes of transportation can be greatly increased. Currently, there are no designated bike routes on campus. Traffic on the major roads in and around campus is on the rise. A major concern is with the WTA drivers coming through campus. A bicycle is no match for a bus, and with an increase of bicycle and bus traffic on campus there is an increased risk factor. Implementing a system of bike paths, or routes, around campus will decrease the risk involved to drivers, cyclists, and pedestrians.

1. A bike route has been proposed that will run along the length of the service road, along the eastern edge of the campus behind Old Main and Edens Hall, running through the parking lot, north of Edens to the intersection of Indian Street and Indian Terrace.

1. A bike route has been proposed that will extend from the south end of campus, by the service road that begins at the Transportation Building, running up to Carver Gym. A proposed ramping of the stairway on the west side of Carver that will allow bikes access to north campus and High Street.

1. A suggestion has been made to designate a bike route on the uphill climb of Indian Street. This would require the removal of on-street parking on the west side of the street. This should cause no conflict with residents, as most houses and apartment complexes already have parking space. The east side of the street will remain open to parking by residents. As of now a large percentage of parking along Indian Street is taken up by university residents.

Conclusion

Western Washington University holds needs to take proactive steps in becoming a role model for other universities and institutions in the way of improving environmental conditions on the university campus and surrounding areas. The university needs to take responsibility for the increased amount of traffic created by students, faculty, and staff coming to Western on a daily basis. The university needs to foster a sense of community with the neighboring residential areas and City of Bellingham. The university has an obligation to upholding state mandates to decrease the amount of single-occupancy vehicles arriving on campus. The university needs to uphold an image of a sustainable, environmentally conscious and responsible institution.

By instituting a university bus pass and showing support of alternative modes of transportation, by increasing the availability of bike parking and bike accessibility and bike safety, the university will do just that. Consequently, improvements will resound throughout the surrounding neighborhoods as parking by university students decreases. A sense of community will be fostered by getting people out of their cars and onto mass transit. Noise, air, chemical pollution, and maintenance fees will all be reduced, lessening the tax burden on the city and improving overall quality of life.

Appendix A: University Bus Pass Survey

1. What is your university status?

Freshman Sophomore Junior Senior Gra d.

Faculty Staff

2. How long have you been at WWU? _______yrs.
3. Where do you normally go when you leave WWU?

On-Campus Residence Home Place of Work Shopping Child Care Other

 

4. Do you have a car available that you could use to get to WWU? Yes No

Do you own that car? Yes No

 

5. Do you live on campus? Yes No

If yes, skip to 8

6. How do you get to campus

a. Bike b. Bus

c. Walk d. Drive Alone

e. Carpool f. Other(please specify) __________________________

7. Is there a bus stop near your home? Yes No
8. For times you don’t ride the bus, rate the importance of the following factors for why you don’t . (1= most important, 2=important, 3=not important)

___Takes too long to get places.

___No buses near my home

___Riding the bus does not offer enough flexibility.

___Bus does not go to my end destination.

___Do not feel safe waiting at bus stops.

___Need to attend to errands/ work during day.

___Other(please specify) ___________________________________________

9. What improvement should occur in the WTA bus system:

(Please rank: 1= highest, 2=average, 3=lowest)

___Buses at more frequent time intervals

___A faculty/staff inter-campus shuttle during day, running from Old Main to Commissary.

___Better lit bus stops with emergency phones

___Buses going later (i.e. after library closes)

___Less expensive to use.

___Clocks at the bus stops so I know if I have missed the bus.

___Fleet of University owned vehicles available for business closer to campus core

(i.e. Behind Old Main and Arntzen Hall).

___Guaranteed ride home at night

___ A circulator bus running to major shopping/entertainment locations

___Other(please specify) ___________________________________________

10. A University Bus Pass system would provide students with a pass that could be used on buses. Please circle how much you would be willing to pay per quarter for a pass that provided(current rates are $45/qtr w/monthly WTA passes):

A. Buses to and from campus, weekdays only.

$20-24 $25-29 $30- 34 $35-39 $40-44

B. Buses anywhere in Bellingham, weekdays only.

$20-24 $25-29 $30- 34 $35-39 $40-44

C. Buses anywhere in Whatcom County, anyday.

$20-24 $25-29 $30- 34 $35-39 $40-44

D. Buses anywhere, with expanded services compared to the present system.

$20-24 $25-29 $30- 34 $35-39 $40-44

11. Which of the above options would you most like to see implemented?

12. Should this be a mandatory fee tacked on with tuition? YES NO

- If you have any additional comments, please write below, on the side, etc.

Your input will help the University determine the need, if any, to improve biking and pedestrian conditions on the Western Washington University Campus. In question are the possibilities of installing more covered, lit bike racks, designated bike routes, and creating better walking conditions on Campus.

student bus passes better biking conditions larger/another parking lot

(quarterly charge) (racks/paths/regulations) Nothing, there is no problem

Please feel free to voice any other concerns below:

Please fold and place in Campus Mail