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1974
1 s N.T S. Um --DENTON TRANSIT IMPROVEMENT PLAN s ' IA iu 1 i~ rya I ~ alen m. voorhees & associates, Inc.s tAANSPORTATION & URBAN PLANNING DALLA!-FT WORTH REGIONAL OFFICE 1201 HM NO NORTH, IUITE ip P.O. fox em ARLINOTON,TIXAS Mill u»Mae1.loe~ N,T,S,U,-DENTON TRANSIT IMPROVEMENT PLAN Prepared for NORT14 CENTRAL TEXAS CCOOUNC6LL8OF GOVERNMENTS P. 0. B 58 Arlington, Texas 76011 in cooperation With U. S, Department of Transportation 1'rE~at'cttyo~; of th r Pt q ,rt, It 7, hAen f in,r z ~trartt: fran t:i,(Urhan MaOr~ 'i'rcirteport~:~io,t Admirtir?tr"ztior, '.9 n^ nRr,d04. u>tdPr the Ut-1~ar a' rti"aon Tr'n,t~;l~or'tattort ~ ~.t of ~ E~, ALAN M, VOORHEES & ASSOCIATES, INC, 1201 Highway 360 Nor'.h, Suite 183 Arlington, Texas 76011 ACON F.DGEMENTS This study represents the joint r!fort-, of the Consultant and officials of North Texar. State t'niver:.ity and the City of Denton. i'xt onsi ve dal a was collected and irialyred to provide i fac tual hose for evaluating transit needf;. In most cases, this work was accomplished by University and City officials. In addition, these. officials assisted in evaluatinq alternatives and provided continuous guidance throughout the course of the study. While many University and City Officials contributed significantly to the study, special acknowledgement is given to fir. James Rogers, Directo! of Institutional 11r:alysis and Planning, North Texas State university; Mr. Jack Barton, Chief of Police for North Texas State University; Mr. Jim Jones 0 Di rector of community Development for the City of Dentin; and Mr. Forrest Baker, Director of Traffic for the City of Denton. CONTENTS I. SUMMA:?Y OF REPORT . . . . . . . 6 II. INTRODUCTION . • • • • • ' ' . ' ' ' ' ' . . . 6 )3ackground . • . . . . . . 6 Study Concerns . • • • • 9 Goals and Objectives • . 1 III. )'RESENT CONDITIONS, N.T.S•. . . . • ' ' ' Methodology and Data Sources • . ' ' • , 16 General. Characteristics . . • • • • ' ' ' . . 22 Travel Characteristics . . • • • • 31 Shuttle Bus Usage Characteristics . • • • 35 Privately Operated Transit Services . . • • • ' Attitudes Toward Transit improvements . • ' • ' ' 36 36 41 Parkinr, Conditions . . • • • 52 ' Traffic Conditions • 53 Bicycle Problems . . . . 59 IV. SURVEY OF UNIVERSITY TFLINSIT SYS'iFMS 61 General Trends • • • • ' 65 Characteristics of Bus Systems . . . . . . 69 Conclusions . . • • • 71 V. PRESENT CONDITIONS, DrNTON . . . • . . . ' . ' . 71 Opportunities for Transit 73 Socio-Economic Conditions . . • • • • 74 Activity Centers 82 Transportation . . . 85 Local Priorities . . . . • 87 V1. TRANSi'I' ALI) )2NA''IVFS 87 Campus Planning Concepts 94 Transit Service Requirements for N.T•S•1J. 98 N,'r.S.U. Bus Route Alternatives 106 ))ardware and Facility Alternatives . • • . . . 108 Community Service . . . . . 118 Org_inizational and Financing Alternatives 119 N,T.S.)1. Parking Policies . • • • • • ' 120 Staging and Implementation Guidelines . V l 1 , RISCOMMI:NGF?fi TRANS] 'I' MAPELOPMENT 1'It0(;It11M f nl roduct_ i(.m nmd smmm lry . . . ' 1.24 N(u';Cri1)t irr( of ko;ttec; rlncl ')(,,"Vices . . . . . . . 124 . 1.26 ("Ipi tal ]nil~rov< m~.rlts , , ' . . . . . 131 3 Partron1VC, k('V(~mue ~tm(1 O1)(,rrr( inq Cost"- _.134 4 t)r(Iani nation am,1 11'4anageme11 t . . . ('(Iat. A] locat iom:; for ,Joint ('r allsit i'rc(ll Hill 139 Iml)lernontatioll Scfleciule . . . 141 Potent i,1 H'(in(1in(1 Sourc(,~ . . • . . ' 143 145 ICnVirotuDQmtal (_'Orlsj(l(?i-dtioll:; , , , 147 (i111(1c,1irll'S for a MarkoLinq and hi ormat ioil 111,311 14$ Plats for Monitorinq Transit services . 151 ~n LIST OF FIGURES is 1. Residential llatlor rI of Off-r'atr~pu5 Studk'nt.s . 19 2. [2esiclrnt ia1 Pattt+rw,, of t)ornritory Studants , 20 1. I)ist.ribut.iort nf Cla!is Act ivity . . . . . . 23 4. Acces!; Mode by student RO.-Allence . . . . . . . 26 5. Student Arrival and Departure Patterns 6, Variation in Arrivals and Departures by Stulent 27 . . . . . . . . . Resi.dr;nce . 7. Variation in Arrivals and Departures by 28 nay of ',leek . . . . . . . . . . . . . . . H. Campus Trip Patterns . . . • . . . 34 9. N.'1'.S.0. Shuttle Bus Ilsayct . . . . . . . . . . 36 10. 'l'ime Vat iat ions in S11ut.t l(: lins Ridership . . . 39 L1. Most Noc decd `Frans;i t. trop: oV0111011 k . . . . • . . . s,;;, 1)emand . . . . . . . . . 45 12. 1'ark.incl Supply 4? 13. Rod-Decal and off-Campus Parkinq . . . . . . . 14, Hourly Variations in Parking Demand 51 by 1'arkirxl Catc,yory 15, hourly Variations in Demand for on-Street Parking 51 16, 1'r ~fc?.;rri Y,~sloc;ati ~n of 13icycle Racks in Core l,rca 57 1Ilicyclc Storage Facilities Incorporated into 57 Campus Building Project . . • . • . • "15 1B. Population Density Patterns . . . . . . Residents . . . . . . . 76 1q rcncentrat.ion of f'ldcrl/ 77 d10. Location of Substandard Housing . • . • • . saw. . J8 1.1 . C~ncentrat icon of Black Citiv.c ns 79 22. Areas Of LO%Nl Auto ownershil, . . . . . . . . . . SP. 2;. U, I',trF,.inq .:rr.cl Circul. tt.iun Plan . l C Concept or Transit. . . . . . . . . . . . 93 c e.rvi.c 99 25. Transpartat.ion Generators in N.T.S.U. Artist . . 102 20 . Rnund 7'rih '1'1-.1v(zl Times for Alternative lrrnilc:, • 110 27, tlajor Activity Cent r in Denton . . . . . 111 21I. Community Transit Rw,itte Alternatives . • • • 12'1 77, Routes for Fouts Field Shuttle Routes . . . • M. Ap-irtment Shuttle Routes . • . • • • • • 129 11. Community Service Routes . . . . . . . . . . . 32. Proposed Orc;anization for Joint N.T.S.U.-City lAb "'ransit Program . . . . . . . . . . . . . tsttttttttr~rrr~ris UST nF TAMIS 39 1. MOSL 14eeded 't'ransit improvements • . • . 42 7. Fall, 1.974 1'.Irking 1'crmits and .Sul,hly . . . . . i. Parking Supply 'Fronds . . . . . . . . . . . . . . 41 47 4. ULi 1 i ult.ion of campus; 1'n1-kinq Lots . 50 5. PoaY. Ilar4inq Demands by iriy of wook . . . . . 6. Partial Listing of University Transit Systemrs 60 7. Summary of University 't'ransit System 66 Characteristics . . • • • • . • • . ' ' ' ' • • 8. Trip Characteristics of Transit 73 Users in th- C01TIMunity ' . 9. Major Manufacturers in Denton . 80 95 10. Potential Demand for Transit . . . . . 97 11. Number of Ruses Needed for Potential Demands 132 12. Capital Improvement. Program . . . . . • 132 13. Peak (lour Htir, Ro,piLrement_; . . . . . . . . 136 14. list imrltccl hits liours of Daily Service . . . . . 15 . Summary of Ci{orat ini < Cost", 137 16 . C•)st. nllncations for a Joint Transit Prom-an, 142 1'I. Primary Objuctives of Recomended Monitorinq 156 Techniques . . . . . . . r . 1(3. RcspunsilAc Agency and Recommended Frecluoncy 157 for Recommender: Monitoring Techniques . . ~~~r®~ mm LIST OF APPROCF.S APPENDIX A: S 37VARIFS OF UNIVERSITY 'TRANSIT SY,',TFMS Cornell University. Al A3 Duke Univo2r:city . . . . . . . . . . ' • ' 4 A t'lorida St.oto tlnivornit.y . . . . . . . . . . . . A 4 university ()f ueorgia • . University of Illinois . . • • • • • ' ' ' ' ' ' A7 Indiana iiniver!lity . . . . • . . . . . . . . . . A4 A10 l niversity of Iowa . . . . . . . . . . . . . . Kant State University A12 A14 University of Kentucky . . • • • • • • ' ' ' ' ' E houisiana State University , , A15 University of Massachusetts . . . • • • • • • • • A Michigan State University . . . . . . . . . • • A116 university of Michigan . . . . • . . . • ' • • • AA19 19 Northern Illinois University . . • • • • • • ' , University of Oklahoma . . • • • • • • ' • ' A21 University of Pittsburgh A22 A23 San DJ,o(jo Stale University . • • • • • • • • . ' A?5 Syracuse University . • • • • • • ' . ' A27 Ciniversit.y of Tennessee A28 Univorsit.y of Texas at Austin . . . . . . . • • • A30 'Texas '"~~ch University A32 university of Virginia . . • • • • • • ' ' ' ' ' A32 tlnivorsity of Wisconsin . . . . • • • • • • ' . ' APPENDIX 11: SIIMh1AItY of COMMENTS FkOM IJ.T.S.u. L11UTTLE NUS St1RVFY AI'I'i.Nl iX C : SUIZVI:Y I'ORMS AND INSTl:UC'PIONS N.T.S.u. Student Survey . . . . . . . . . . . . . C3 shuttle Dui; Sur"aey . . . . . . . . . . C7 Denton Neighborhood Survey . . • . • • . • • ' ' C8 N.T.S.A.I. Shuttle Bus Survey-•Apartme.nt Service C9 APPENDIX D: SO(:10-1-CONOMIC DATE, FOR DENTON, TI,XAS I,ocaLion of City 1,iini.ts of Denton with Respecl to Denton County, 1970 . . . . . . . . DI Census Tracts in Denton, Texas, 1970 . . . . . . D1 Census Tract and RAA Fquivalence, City D2 of Denton . • . • . . . . . . Population by RAA, 1970-1990 . . . . . . . . . . D3 InCiustrlal and C(xllmt'rcial Employment D4 by RAA, 1970-1990 . . . . . . . . . Population Under 16 and Over 64 by D5 Census Tract, 1970 . . . . . . . . . . . . . Housing Units Overcrowded, 3970 . . . . . . . . . D5 Automobile ownership by Census Tract, 1970 . • . D6 Negro Population by Census 'Tract, 1970 Median Family Income, 197D . . . . . . . . . . . D7 APPENDIX E: 3PECIAI, ANALYSES Analysis of. Daily Taus :lapacities . . . . . • . . El Comparison of Costs for Close-In Parking vs. Outlying Parking with Transit . . . • . . E3 Comparison of 'T'ram vs. Bus for Parking E.4 Shuttle Service . . . . . . . . . . • • • . Analysis of Operating Costs, Patronage and Revenues . . . . . • • • • . . • F7 User Costs of Apartment Shuttle Service E12 Analysis of N.T.S.U. Charter Bus Requirements E13 Analysis of N.T.S.U. Parking Turnover F.18 1, SUMMARY OF REPORT This study was aimed at the development of a Five-Year Pransit Development Program for meeting transit needs in the North Texas State University-Denton area. Briefly summarized in this chapter are the principal findings and recommendations, resulting from the study. Study Concerns Major concerns addressed in the study include: *the need to develop transit as an alternative to close- in parking at N.T.S.U. *the need to provide an inexpensive alternative to the private automobile for N.T.S.U. students and others in the community with special mobility problems. Study Approach From the outset of the study, it was evident that a comprehensive transit improvement program which would satisfy needs of N.T.S.U. and the community would have to be built upon the bacic university related needs and the existing N.T.S.U. shuttle bus sysie;u. A.cordingly, the methodology followed in the study focused on the need to identify existing N.T.S.U. student residential patterns, modes of accessing the campus and attitudes toward improving transit. Then, after determining potential demand for university related transit services, 1 opportunities for extending services further out into the community wore evaluated by examing socio-or,-onumic, population, and activity patterns in tho Menton area. F,xistinq Conditions, N.T.S.U. Travei chjracteristics of N.T.: ::I ,dents and trans- porLation conditions in the campus were examincd in a series of sturlies. Some of the more important findiwis are highlighed below: •lir~idenr - About 43% commute to campus from the Dallas- Fort Worth metro area; 388 live off-campus in Denton, mostly in apartment complexes adjoining the campus. • Campus Aoceoo - Over one-half access the campus by auto; vehicle occupancy averages about 1.1. About 2,604 students walk to campus each day from off-campus housing. •Arrivrr! an,l I!epurlure Polt.orna - Studenl. arrivals on campus are concentrated in the first two hours of the day. Departures are less concentrated, but peak in mid-afternoon. • 1'urking Co,:(/i Glens - Sales of 'Zed-Decal (general) parking permit sales have been increasing it the same time red- decal parking has been reduced. Durintj peals demand periods, parking is spread out over 2,250 on-street parking spaces. As a result, students with Red-Decals must walk an average distance of about 2,000 feet to get to class during peak hours. • P'irkln;a Close-in parking is being eliminated each year as a result of campus construction projects. Projects now underway or expected to be under contract this year will eliminate about 480 close-in spaces, • Truffle The planned closure of Avenue C will .-alter cG:,pus traffic patterns and further reduce eu~o-pedestrian conflicts in the core area, Further A0provements in pedestrian safety will occur primarily as the result of on-street parking elimination rather than street modifications. • Nl.aye 1 r? !'rr~lie~r; - About 58 of the students regularly use bicycles as a principal mode of transportation, While 2 a chi usa Ic rduc t: o f f is and pai king I,roblems cn c,unluls, iynificanl hicyc10 - pedestrkiI, conflicts o(:CLIr hi the cl)re area. Relocation un,l improvement of hi c .rc lo storage fac i i 1 l i rs are sul,,l,- ed . i, - AI t hough lhr, Using the s1luttle Iit l:9us Conl;ifIel' the SCI'`/ir'l' (Irx(l, oVI' r I;T#. r)f students have not ur,ecl the ::ervict. encnlgh to form an opinion. Apprc,xiloiltcly 750 riders per clay are rrjw served. •,1 ~ , 1 1 ,,.1, . 'i Il ! i . ' ; I' 1 nj P),,j i I - 1?r-pi ovements most faVOrQrI are ITIOre I requenL alld expanclr-l -.el-vice on campus, and service to ap Irtment areas. About- SrIo students living in the arca nort}r,.est. of the campus :aid they would be. willing Lo hay for shuttle service. Hniversit T`ransit University transit is largely a pher)o;aenon created during the last decade. These systems have generally been highly success- ful due to several factors, including high individual travel dc'rnnnd s, concentration of travel, constraints to auto parking and flow, lack of direct costs to users and the relatively low cost of service. [lased upon the 23 university :,ystem3 surveyed, rumpus transit should tie designed to serve trips in excess of six blocks in length. Usage should be made of large transit type buses, part- Onto student employees and broad-based Stu Lent fens. Uon`on The more densely developed residential areas anct major activity centers ar" generally located in twu '_orridors - one extending from N.T.S.U. to the CHT) (Central Business District) and the other extending from the Clan to TWU. 'there aa)pears to he a low level of awareness of transit needs in uenton at the present time, based upon Lhe results of 3 neighborhood meetings. However, this can hange as a result of implementing transit services and public information efforts. Altertial_ives_forr [)eveloLin<j-Transit The recommended Transit. Development Program is the product of a series of choices between competing alternatives. Major alternatives explored include: • 1'r : ; ! ;1'7. r: 1, - 1 !'-1rl i i 'Transit will allow use of existing outlying parking. Construction of a "close-in" t-irking space would cost 5145/senoster, while the apCmrtluned cost to space provide shilttle service. to an existing outlying parking pa would be about $ 69/semest:er. low ope and • iTi,am sticsomakeethestram uns~uitablepfor shuttleeservicector outlying areas. • Serl1ice [eoe is oil Can,pu:i - Transit service levels were evaluated in terms of potentia) demand and cost of operation. A six bus level of service resulting in an average operating cost per student of about $5.40 per semester was selected. • q,,f„ f' ; cri)i.ce - The concentration of classroom activi- ties and the development of a pedestrian campus core limit the ability of transit to serve internal campus trips, and emphasize they need to serve trips to out- lying points. • , ~,,,~,ur v t i rI r - Direct routing should be followed between outlying service areas and the perimeter of cl sssroom (701'C ('11'(311. A campus 1.001) route, which would provi collection-distiibut ion :.;ervice aid internal trip service was rejected because of the one-way street operation and the long distance around Oic pedestrian :ore. • ; ; tn,r - Transit service should be developed by gradu~;.ly extendin( ' l routes from the campus - first to outlying parking, then 170 off-camp'_1s housin+l, and then to diotant points in thr community. Transit Develol~ment_Pr~?m A live-Year Transit Development Program is recommended which would include the purchase of eight (3) transit-type , three (3} and support, facilities at. a cost of $504,700. By Year 4 Fuses w011111 I)e u:;eti for barking shuttle, three (3) buses for apartme.0 :service, antl t..o (2) hose, for comrnnnit.•r oriented :ioI V1C.'t Ubc1"dtint) CC) t5 wVUld ill~~r'eaSC .lti yuYVic,;(, lti E'Y,j~ 111 1£'-d, reaching $1ol,116 I)y Yeah 4. Cai.ital and operating cost:. .,~uld be ,i the ` ortioned betwern N.'I'.S.ll, anti the ('ity on tht basis of i,l extent and types of service provided. A sugcle::l t- l division of costs, inclliding anticipated federal capital as:;i:,tance funds, would be: FO ciera 1 fI't Itlta?;Ce Pt:>:ton ~andin„-- t 040 00 ;X94,i,C0 >l crliL td I": 3 c t 1 980 73, f.27 Yi"n' 4 Gr c"r ttry r'c?3ba 7, Operating costs allocated to the City are anticipated to exceed passenger revenuOs by $17,2741per year by Year 4. ueficits would be covered by goneral revenues and, as available, federal assistance funding. Buses and facilitl,^s acquired using federal funds would ho owned by the City, althouc1h operation of the system would remain the responsibility of N.T.S.U. All services provided by tho syst:om taoulcl br open to the public, subject to payment of fares, purchase of passes or payment of student fees. The City would assume primary responsibility for the annual update of the 'Fran:;it Gevelopmrnt Program. lNc•deral tund!; r;houltl 170 ,ivailahie Co -(,)Vol! ,ujp t_~ 50`n of operating rovetlur'".i the avcfil.llllity of tll t:Sf` funds rOT'laill9 uncertain at ~ C t l l t l Pt' . 11, INTRODUCTION BACKGROUND This report summarizes the findings anti i- 'COTIOendations of a two phase study of transit needs in the N.T.'t.tl.-Denton area. The study is a result of the concern of the City of Denton, North Texas State University and the North Central Texas Council of Governments to solve existing transportation problems and to establish guidelines for mecting future needs. The first phase of this study was conducted by the Consultant in 1972. Financed solely by N.T.S.U. funds, the F.-imary objectives of this initial effort was to establish goals for a joint University-City transit improvement program and to develop a study design for a comprehensive study aimed at developing an implementable 't'ransit Development Plan. The comprehensive study was conducted as the second phase of the total study of N.T.S.U.-Denton 'ransit needs. Begun in March, 1974, the secor-l phase was conducted as part oL the regional transportation planning program of the North Central Texas Council of Governments (NCTCOG), assisted in part l;y a federal grant from the U.S. Urban Mass 'T'ransportation talministration. STUDY CONCERNS In order to avoid unnecessary expenditures of time and 6 OWL t r e:;ow ces, a t rr.+n: p~rtat ioll ~tu iy shr_nrld I)e dr~:7 i ?nr.d to answer spccifiic concerns, cn• iluestion:, which l:romptrd Cllr Study. L' Ie specific concerns to I) CI add ressc~ I in the :;l r•nnd study phase, were identified iri the first study phase, as a rr!;ult of a series of discussions with N.T.5.U, and City official:,. These concerns are briefly sunalarized holow. N.T.S.U. Master Plan The,. Masi.er Plan for the rievelopMent of the carr!plzs of North mexels Stai_e University Galls for the elimination of auto- mobile parking and movement within the camp,is core area. In order to accomplish this objective, the Master Plan proposes the development of a transit system which world provide: accessibility to the core- aiea from outlying parking areas, much of which is already in existence at Fouts Field but is little used except for special events. The basic issue facing North Texas State University, therefore, is haw best to implentent the provisions of the adopted Master Plan as it relatf!s to transportation in general, and the development of the transit system in particular. This critical issue raise:; several siynif.icant question,.: • What. type of transit syste:a i most s jitahle? • 11 Ow shoulId it be oper°ated? a lic:w should it be f inaaced? ' e slow, where and when should automobile par)cing and circulation within the core area be eliminated to aclAuve ' maximum utilization of tran;;it with minirn1111 inconvenir;nce to eturlents, faculty and staff? J In addition to c>fforing a potential solution to the critical campus parkirv; a+wl traf f is Prot')lem sl rc-!,sed in the Master Plan, Univor:;ity officials aln() rucogni_zed other important Universit Y nuc} community trarv,jA nation needs that might bu mot. by tho propo,',Od transit syr~-~rri: Transit can provid(,- an alter- native to walkimi t;etwcen widely separated campus activities, an alternative that is particularly .-.tractive during peak periods of inclement weather. w 144. larr-fi.T.,,.'1./'1'!J'1 .cm~n,<tor ,`?ln<!'.'.e - Transportation Enterprises, Inc. (TEI), operates a stulent commuter service for 1,650 N.T.S.U0 students who live in the Dallas-Fort Worth metro area. N campus transit system could be used for collecting and distributing these students to various locations on campus. 0 ervicte to Abuttinrt Rer¢elerztial AreaE - Approximately 6,000 N.T.S.U. students live off.-campus mostly in the apartment areas surrounding the University. It is likely that many of these students would utilize transit, if available, in place of walking or driving to and from the campus each day. In addition to providing a valuable service to these students, transit [night further relieve parking problems on campus. sN.T. S.l.-TO travu.l - A joint graduate course program has been developed which will increase travel between the two campuses by N.T.S.U. and TWU students. In addition to meeting transportation needs associated with this joint. academic program transit might also provide intcr-campus transportation for special rvents. City Concerns As a relatively small city containiml `.wo major univer- sities, university students comprise a large portion of the local population and university related transportation problems have major impacl:.s throughout the community. For this reason, City officials ware anxious; to participate in a transit study which might help solke some of these university related problems. ISpring, 1975. 8 city off icials! .ilr;r~ rccogni~.c+ that there are many in ,lrility Viro~hlems; a55(x"i.ItC6 wit',i ul -.her ree.idc'rcts; in i.hi2 ,r,munit y. 'PransiL miesht. I)(. ,t:;e'1 to solve soru+ ()f these problem ea, i„rt a tt.utfrrvgrail clevclo)~~~1 ,.r~lely fcir thi. l~+trl~os: might be V,rf,hibit i%'oly exnettr;ive~. A joiltt N.T.S.'1.-C'ity t.r.snr;.t system, hIli 16 in(] upon services initial ly ori.cntetl Lowar J Ludent needs, might prwwide n practicaI solution within the finnncial grasp of the cocnmr.utity. '1'ur.as Womatl's Universitv (TWUI a self-containr,f1, compact, univer-sit; , V3ecattse 'V'Wl3 is largely upportuuities for t.--ansit are more lim;.ted than ,it N.T.S.U. However, there are no doubt travel needs which might be served by transit; these should be considered in planning for transit impr ovements . Regional Concerns All transportation improvements to 'c,c i in need by federal funds must now Inc included as part of an annual, regional planning process. Also, both local and NCTO-Pr,' officials were concerned t.haL a transit plan for N.T.S.U.-Menton area be fully c-crmpatihle With long range transportation plans 6(_oieloped for the Dallas-Port Worth-Metro area. GOALS AND OBJECTIVES In response to these: concerns, specific goals and objectives were developed in Phase I of the shady for hl;rposes of conducting Phase li study nrld later in implementing an adopted plan: '.ict"I il.>ii,' fhc j.L,,' 11, 2.1"- rif ).7': Ir1t-PGt't at.LOri ~ i.. life t- a~ ~s►~~~~ it in the at(lents zt tic>rth taiI):iver8ity 0tIter3 f~'>ttt~l! 0 1,'l14 i'l 12.n•{ ctC't.'(IF> F).r.Llcl 1~~' Y!! l 7(~ ta•ar::;i t (.r. relti~l to rr~n!' icy mi:i~ru, _4~ 1. ~znlpr4r. t.rrlrt:';,P- (.1,t,..,:lti~)t r+ ".c1~ 1 ~i ~ti ,rcl to i,I,ChlCi~C r'1 L1!'. lil!(/9 1l P:lIS'a ~I; 1C. C; )Z t7 Zfe'12CZi'•3, pref('1'ilb1y 5-i2 Ill i.?:!.'.t('b• r, I' lF'f,;:T JQr ~,.,I.~•7Ity IT It 24t~tle sc>rr i t.c~(I from avail- D2clGl~I: I :71l C`24l I rI I ila.' i' ~r0)7lfc1, i; i' I)1 i'7 t !)B1 t U 17 (11~1C !'h2N 14 f(I C) r.~ r2l'.I (!1"'!"~i)2'f i L)..) Ind op Crat I.)4j c fJ.') the pr(,)1)osecf 1rcI)!lti.t !).+;ilteti 6Pio14!.! 740ZIJ1' Of CI rllnimv,l )7u(71~c r' r71!?Ej:i~;, r-7. t'~te 'll7ar]B d21d p1t;~:)iO(Il ft%(Iti<2"Cf' O~• ('.J'L(]t.i.Yi%~ Utrdct.9 l Is needed to anti oc0c.90 -lri.vee uld bE modifE_ 1C4iC'vo Maxltlum c?j'Jici,e'icy of tranttit operation. Loading areas should be provided for the oonvenience and comfort of vaiti)!~7 transit the transit system snoula' be dE.vel:,-el eo?i(;i stear.d r,)ith avaZ.tabto flna,r:i'iI recourc6f2 of N.l.b.( the c'i t,~ in terns o;' ,,or)ital and operating expenaes. the prvporecl tr nl,i t. rys t ere shcu 1.1 recognize existing and fi,ture const:ra{,ntr in terms of ~I4ot.:i'atratlon, fare coll.ectio)t, tril naintenan', r1' cquipmcnt and IciIitieI;. f' •0lr stilly ahoit lt a.'tcrmina the t;eITt r-c i:3 f,1r provi ?''):j 11c ,luat.:° (nll ~olivcnie>It t;crrk,t.r . , .5. (,1. (VII f' )dit+. the pl' l TAI I> t pt, 1'1 p. l! (7 iir( ✓ It c 1)l~ l C'(l t i. ,7.no . J COT ieftO lith tits u1,~t;a, 1 trYin, r,h~u+;d 5e looated for m17ximl4;, Z4t tizati - :Ind operating ficienCy n t1: r' I?7'ol)^r,t'li !.rilY?%;Lt. lit{i,1'f'm. f 0, r.'-( t. C' L(i1r 14 it)j fa o o IT {t( IT ?I, f. ;i 24:3~ovo a"I n,)n- ~~l Ic u.l)lt,;, fa 0ul t41 Y1 1 I; c2 f~,1' for u^craof the pro;)ose I ? rarei t 0'~o n• r l r7Qr21 t^~l (I afi lY J !!~1 in /I C!(JOrff 'i n~3 d pc.r~Yltn;t olloul,7 , 1;~ y , ; > o e l a of 1'. S. 3 tIt den t;3, fac'u 1, i t 1i t it s vin>' f tp )a ATl,I : tafJ'• 1 "All t Ilki . 27.,•i~11~?.t i(. ~ri~t:~'>l 1~Q 1'J irl.j i7>lil r~:'Ir2U Zd 0 f v. (r'I'I>I J •.J;'1~' !!dl t. I'iT 11d2t 1. "'7J ,•,,v:~! ,r,,y,, t,i 1rc f'lI?1:f7 r!!?l .;~~(~nt'aiC_,ri .,)i 1'l7('t2)liltil!'! ¢.'C-ir~'r~i:f'. 1r.'I:N~'C1: IllCli;q(7ilt(l,jE' Mi.~E?N~ t 11 e' ),f!'. 1,p~, ~12.I("i. ILI tJl!? '7„71't R!I l,f (',1 t.Rrl~ !1'!'trt(1<' 7. i1 ,r )i. it r'Y! if PF,~1 r~~P Lld ryn 0J"1~_!lG f l' i 7 1 t 1' t' t In C 7i t. ~,~r r7 t' rI L'f'rl at Jr. 'f ~ I l1: .E ,1,71'lt Ci7l t,0 t; 1'L,' r'J: t. C11 L. 17)". C' i,'Q~ j~!'(I7 (I I'r1t~ r'7il i, liil CL'lEY' nlolift~, partiattla+~J;~ p~~i~?:;tria,t, 1'~ re;lu~utiorl arI-tlor phfr>iria! tlrll,ro!;e>tiort ,Y. 11 01, PRESENT CONM T 10NS- N, T, S A Thi; chapter is intended to suiiunari-i.e t he ;;ource in- formation and analyses which wez-c done to provide a working base for asnsessinq transit and related needs at N.T.S.U. The primary objectives of this work were: • To determine future needs for parking :;hut t.le services, based upon a determination of existing parking demands. *To determine future needs for transit service for internal trips and off campus, based upon a determin- ation of student travel patterns and characteristics. *To determine student attitudes toward proposed transit improvements. .To determine operational improvements which might be needed for existing parking shuttle service based upon analyses of existing usage and operational characteristics. MFTNODOLOGY AND DATA SOURCES The N.`['.S.U. Planning Work Bookl contains basic planning data related to the overall development of the campus. r}the-~r data sources used in this sttiuly aro descrilbed below. Parking Conditions and Characteristics Because of substantial changes whi,:h have occurred iN.T;_S.L1. Cams Planning Workbook; Caudill Rowlett Scott; May, :972. l I),rrkincl conditions on campus, it was decided nl,t_ to utilize • I,,rkin(l data collected in 1972.1 Instead, current parking nur~ts ware made by 011~ Police Dep. jrlr r-nt and the I„~iitoll 'traffic f:irgineerirrq Ur,partment 6urin,j week of :'nptember 16-20, 1974. Counts were for each (lay, Monday the v1h Friday, from about 7:30 A.M. to late afternoon, genera 1, on frequen- --ies between one, anal two hours. Parkinq data for campus parking lots were identified by established 1 numbers, while on street parking was identified by coded blc,:% face';. N.T.S.U. Student Survey A special survey was conducted to determine travel characteristics of N.T.S.U. students and their attitudes toward proposed transit improvements. This survey w.as designed by the Consultant and conducted by the N.T.S.u. Office of institutional Analysis and Planning. A random sample of 400 N.T.S.U. students was selected from the University's Fall, 1974 registration r•^cords. Several of the registered students were deleted from the sample because they hail either dropped out of sr_hool or had no rrn-campus classes. Interviews were found to he difficult to make for a ntmiber of students rc~fuseci to complete the questionnaire. As a result of these problems, interviews were successfully completed for 297 of the 400 students initially selectedi. • The interviews, were conducted by tr,e students of a political science class as a class project ..nder the direction of fir. Ge;'ald Y(3rik. Each student in the class was assigned 'ample survey forms ar corit:iiriecl in Apper„ix C. 13 a list of sl.urlents to contact and arrange for interviews during the last two weeks of September, 1974. N.T.S.U. Shin?. I. Bus _,ui vrx A cluo! , ionnairo Survey, (10signo by 014, consultant.. was conduc~tcrl on September 16 and 17, 1974 by the N.T.S.U. Shuttle Bus drivers. Thc, primary purpose of this survey was to determine frequency of bus usage by riders in the N.T.S.U. Shuttle Bus and their yerieral attitudes toward existing service and proposed improvements. All persons entering the bus on those two clays were given the questionnaire to complete, although students were not gen- j orally requested to completo the questionnaire but one time. A drop box was provided for receiving completed questionnaires as students departed the bus. Of 566 completed questionnaires, only 440 "first-time" responses (representing 440 individual students) were summarized by the N.T.S.U. Office of Institutional Analysis and Planning. N.'..S.U. Shuttle Bus Counts A bus count survey was conducted to determine operational characteristics and usage of the existing parking shuttle service. 'Phis survey, designed by the Consultant and administered by the N.T.S.U. Office of Institutional Analysis and Planning, was conduited by the Shuttle Bus drivers on Wednesday, October 30, 1974. Drivers noted the time of day for each departure from Fouts Field and recorded the number of persons boarding or leaving at each stop. Student Residence Analysis For several years, the N.T.S.U. Office of Institutional Partial data was also collected on the following day, but not used for analysis. 14 Analysis and planning has made an analysis of stuclont residence patterns • based upon fall semester registration records. For residents living off-campus, zip codes were utilized for identifying r,?si(Icnr.e location, since Denton contains (wily one zip code For off-c,unpis housing, this :method of ana3y:,i Ejc0dkIC0d limited information for analyzing [potential demand: fur shuttle service to off-campus housing. Because of this deficiency, the N.T.S.U. Department of Institutional Analysis developed an addre~s•-matching computer program for aggregating off-campus ru,.idences into census enumeration districts. Off-campus student resident patterns used in this study were compiled by N.T.S.U. using this program. N.T.S.U. Charter Service Analysis An analysis was made of transportation riveds and oppor- tunities for transit service related to conferences and ether special. campus events. Transportation and other- (iata was assembled by the V.T.S.U. Community Services Departrent for the accelerator conference helu during the fall semostat, 1974. This information was utilized by the consultant for purposes of prototypical analysis. Lajj-sis of. Sic_cle Problems The Bicycle Sulpcommittee of the N.T.S.U. Parking Planning Committee conducted a t4ro-pant survey of bicycle needs on the campus (luring the fall , 1973 an(i sprint; 1974 .semesters: (1) A survey to determine usage of existinog bicycle storage ra(-ks locate(; on campus; and (2) a newspaper questionnaire survey aild rvlatf,d huhlic meetings designed to solicit information from hicyclc riders concerning useage characteristics and suggestions 1 ~i for improvements. The information compiled in Chia survey was evaluated by the consultant to provide a h•r:is far recommendations to reduce conflicts between hic:vrles and other mocles on campus. I Apartment Questionnaire Survey A questionnaire survey, designed and administered by the N.T.S.U. Police Department, was made to determine attitudes of students residinq in apartments lo--aged northwest of the campus toward a proposed apartment shuttle service. Questionnaire forms were delivered by students a, part of a class project to each of the approximately 1,200 apartments located in the area selected for the survey. Approximately 20% (265) of these questionnaires were completed. Completed questionnaires were summarized by the N.T.S.U. Department of Institutional Analysis. GENERAL CHARACTERISTICS General characteristics of the N.T.S.U. stsdent bod,, obtained from N.T.S.U. registration records arci the N.T.S.U. Student Surrey, provide an overall perspective of the types of students attending N.T.S.U. and their basic transportation patterns. Some of these characteristics are summarized below. Enrollment The number of students registering for on-campus classes for the F•"all, 1974 semester numbered 14,780. In addition to this amount, 1,095 students registered solely for classes taught •-ff-campus or by individual instruction such as thesis. 4 16 it ACt~'r a ll~n~t 'UT iUd of sUStalne(l .1 2' k. U l t Of tiroI 111WII1 11,11, 1r1 } of f during r.•ccnt years ++s (l) dowitwnr~l trend in university enroIInont, (21 the- (Ievelopment jUninr c()llE.<]es, in tht' 17a11as--F'oo't WcIrt_h ind, (3) other ct..i;ssificatlon awl :^eX About 20, of Lhe_> N.T.S.13. student bo(ly rrro graduates; uiuier(}r•aduates arcs nearly equally divided by cl.c,sification. 7}tc r-'ative number of female students altenOing N.T.S.U. has increased during recent years to the extent that. the present student body is almost equally divided between mile and female. Residence only 18.98 of the student body resides on the N.T.S.U. campui, while 37.68 live off-campus in Denton and 42.58 commute to campus from outside the city. Most students living off- campus in Denton reside in apartments located in close prox- imity to the campus, as shown in Figure 1. On-campus student residences are provided -even dormitories, located as shown in figure 2. Student ) myl yilent About 808 of the students at N.T.S.U. nave a regular job, and about one-third of these jobs might be considered full Limo (over 30 hours/week). One-third (348) of the commuter s{udent.s hold full time jobs. As might be expected, dormitory students are less likely to hold jobs, and these are most often 1! I~ I I LEGEND (I` I ~i ' 2 F + 25 5tudcrt9 MM , AAA l Y. 't `I r 4 4 N T ~ ~ f J Ilx~eR11 • ~ ~ R I•• • 1-.bra ~I If(.II I, ~ 5.1 1 '11 ~~w f1 ly Ij'~ A i II Lr' t Y ri !I a' , I 111 ,~I ~ ~ t , i ~L I i''. N • • 'I I f, r• f _ X1,.11 w( ' . FIGURE I; RESIDENTIAL PATTERNS OF OFF-CAMPUS STUDENTS . I 18 i >>Int4rhr cri 1 ii lr nL I. 242 1 ?Ota ~l 1 3~ ~r .I fly 592 i t~l, r 111 _ 400 q $za FIGURE 2 RESIDENTIAL PATTERNS OF DORMITORY STUDENTS on campus. ]About one-half of all jobs held by students are located outside of Denton. 31,udent Employment char-acterfaticu" r r~i'~ f'('$771 i~~('I~ ~CL'~•"Lia (i C)71~111t~~7' I4 f~'~:LG n 71.4 11. 3r!, l ; l . i4.' 1r1r 1-15 1 a^C Pr P: 4 CIII rl Q,. i' . :a . r (~11 1N ppli 0. ri)v r~r?. J C 1 . h'o14'. i j ti4'lentcr Cl, ly fN. 1'. .?.U ~i t!1 rl ?4rI)8~~ r ]n c'las__Activil Fiquro ] :allows the (1istrihut.ion (if clan, activity ut campti . in term,; ui the nwrthc r of class( II-i I'I per trti]din(I, wilich m,ty Fir taken air an irniica+ ir,[i 10 the: distri- hulion of trip end:, on campus, .lpproxi.mat,-Iy HN percent. of class activity occurs it the clasf,room Cor:~ rur'u east O+ nvenuc N. Auto Negistration About one-half of the students at N.'I'.S.U. drive auto- mobiles to the campus. Interestingly, commuter students i L IL J1, ~ I • 25 -Classes C: 1-3 . Q L __A h " - r I - - - it ~ _I~ft:~~?i-,i'F~'-µilhi[~~~J} ~ ~~I1•I`l11~It~~ ~k{r--._.___ I FIGURE 3; DISTRIBUTION OF CLASS ACTIVITY 20 / St MW M 1 ire tha least nc,d to kLnVe parl:.inc7 permit. whiic iurmit~]y students ar,,! tiac most. inclincd to h.:avc- parking mi I's (01 j,}1'.•Z ri;~ i'~. rt';. {,~'a l,c i,ji_'ilc:,, 1'.a .r,• 1 L V T"' y.(?ii"Il similarly, it is interesting to n, c, that working students are less likely to have parking pe_rmitts (42.28) than students who do not work (52.2%). For, some mason, students working off r_arnpus are loss, likely to have parY.irna,l permits than those working on campus or outside Denton. percepat A ')i,var;in _f'ermits 1 t,i]J'k cyt ,.~.rrprut g~, k' rk Off !'ork n:,Esi,le Prmt.cr 42.2 The number of hours worked does not seem to be related to k:he parking p:a:mits, fya' s on campus The numl,r!r of ~ tu:lnnts can campus; varies by the day of Lhe weO,, anal by stud 'nt ros idence. About 80% of all stucents having classes on camp+is arcs on campus on any given weekday, which indicates an average daily student population on campus of about 11,801 (14,800 x 0.80). Students on c,,aml]ua on Thursday ;a;t,1 Friday are somewhat less than on other weekdays, and rr_lative- t c;tudvnt. ,urvey, Fcl,tenbcr, 1974. "ll ~ra~tw■~If~11f~1~js®~d~~ ly fevt ~'tlent trc+ on rtimcnia difrint, th^ wf~ekcrnd. Almost all of the rl„rmitory .O.odrnl s arf. on camp,>s during A 'liven week day, aryl ijhr1tIF half ata on ~"IIn1,11S c1uI info the week'?n'i. 7f I) (7 a f, 1C. f) . , n,~,, r 1J;77,t, rI. IJ .~T.,S. U. ,if141iC )1L rll:'11 CIf' ;i('~fl'. I'If'f':•, TRAVEL CHARACTERISTICS Access Mode For the entire N.T.S.tI, scudent body, the most important mo leb- of accts-, to campus are automobile (52%), walking (33%) com:n,ater bus (9%) and i)1CyC.Le (5%) . Walking is the predominant mode for dormitory 1tudents (92`t) and is used by a III number of eff -campus students (35a). Bicycling attracts about 8% of hot`, dormitory anci off-•campus access trips. Commuter bus is shown to servo a large portion of the trips (21%) from outside Denton. lAll data summarized in this se',tion is frcn the N T.S.IJ. Student Survey; September, 1974. 22 l,F'GI'_N11 Parked ','chicly ' L~l'lalk Urol } O(l of f ~r'icy(- le ?Gd0 3001) LL3 A F 2190". to U ~D'q ,iUri I< 3} tl~l.tt30 ~"Ive. 230t . , ' 4 . 'i ~ : : }fi ~.'hr'~i'hY•'•r'f~ Y,~~~rr. i • 71'RfNM~fN/MMNM;~t!IT!!;!!!,T!7. aY::'•:~:•:~:i,.:;:•a}:::.~:}~•i}:{;:?+:} :•:v"tip:'}f:•:;:V :.:1; • . ~ :•h:: }[ti:}~{ ~i? vrtr :v; V' d : Od .0 4 4 Pormi for}> I?~nton f'e is?C r:t ^or ~tC,a- DAILY STUDENT PCPULATION FIGURE 4; ACCESS MODE BY STUDENT RESIDENCE r_ X11 1 rum rus 'nrmt~t talFUtf6 r,r. t 'fly o.,) f2 Fi ; 0,? LI 171:ttt t tc Pt~s t 1. R 4'c tcr' .r. R,-f,rs t%~ ~q;rtcz)~ ~o~l~cj r•. ~1. f''7'~'rq (fr.t"^1 !nl'2 ('f7 Q~b1 R~~(7 Y'1ItiF'nf(: pr.ii, ~>1 tc~ r,ltt+ttlc brit r~ut~. ~Pr,rtnt%cr: l t'npm+trtcr 1~rcri?e,1 lip Tv, h'ntcr't~riaett, fu~~., J'vr students iivting in T~trrrtrtt: CrIoltfes. ball.as an', Auto pcnc I Students arriving by automobile are largely single occupant or. "driver only" (83%), although auto driver trips are less frequent for commuter students (80%) than for off-campus students (86%). A significant number of off-campus students arriving by car are dropped off (10%) by drivers with destinations other than N.T.S.U. Autor^ob~ to A~~eos Flodes hft FeBi tie>t~e ;?t.'onte 2LE-Cnnpus Commuter All ~ L'r 80.9 J 2J. 85.7 iver On%y carpool 'f' g ) 5 1 t 4 I~roppcl n;'t Automobile occupancy in terms of al)'person trips to the campus by automobile was found to be about 1.1 for both off-campus and commuter students. Howeverp almost all students of the automobiles parked at N.T.S.11. by off-campUs 2A '.'lncl Ili I1~'Ill~(n .iC t' 'tl !°iVt'l C)Ill Y1', '+d}11C}1 2C2 ;;il~t ill a V('ly ' 3„a lull ~1 u(~cut,al,(~y u1. l .03. rlr 7.i, f.n Y(1 pjl(7, iiii~, lifl~,~r~l!1 ~~i 'l~ •i. i' i7~ hllttle Bus Usage N. IT .S.tI. students were found to use Ih(! shuttle bus for 5.18 of all access trips, mostly as a se(,onr9ary mode after arrivin(q by auto (4,48). The shuttle bus is used by 8.58 of all persons arriving by auto. The percent of auto trips associated with the shuttle bus is slightly higher., 9.54, t't'rcrni! of Access 'ft,ips U_'iiq N_I' S.U. Aun fhuttlE le,rr,i t~ 1, i ,nCo'asut,a), " 9. to .,i ~f, 'r ! f G. ,''iF' ter, •~It~~~ . i? , C . Arrival and Departure 'l'imes Almost a third of all N.T.S.U. students arrive at the campus before R:On A.M., as shown in Figure 5. After 3:00, hourly arrivals progressively cle::rease throi.ighout thr, clay, Stidents fir) I lu!cjin leaping the campus by 10:00 A.M., reaching a peak from 1:00 to 2;00 P.M. The maximum accumulation of O:wlents on campus occurs hetween 10:00 ancc 11:00 A.M., when approximately 672 of the daily :student population is reached. - 10 LEGEND M Arrlvalr. O llepartures Students on 60 Campus 50 40 v U H d W 30 20 - - - - 10 B 9 10 11 12 1 2 3 4 AM PM [lour finding FIGURE 5, STUDENT ARRIVAL AND DEPARTURE PATTERNS 26 I Al I'iv,tl pattl~rll~; wr~r'r 1001 d to v.try :;111c:st mtI'll ly by luirnt rcl;idpncr!. A: lurwiI I)y I"iynr( 6 1(rriii itrlry students lri iv.' d1_ camiulr much c.IrI inr I : an of ho r kl~14 HI ')WI t(:) A 1t1:;scr ~iuyrce Ern(i tt, 1t~,1vl~ x•.111 1`; I'.IrI ier tIJ,II 11_'rlcr1, students OxuitutE?rs arr1Ve at cmnpus IaLt !i 111.1 1Cctve sl ltllatcr LIvi n other qt I Icnt s. fuo 1.r uc, r<t lnoto ry Jr c"Pus hn Yxaldrn / A / w 6n ~ t 1 , ~If1VA1~ r ~ Dn p~ o C ur t,7 7 11 1 3 S Hour rn d Sng FIGURE VARIATION IN ARRIVALS AND DEPARTURES BY STUDENT RESIDENCE figure 7 shows how student arrival and departure patterns vary throughout. the week. Students are indicated to arrive and leave earlier on Friday than other weekdays. 27 n~ 100 nday ~ ~u.rw ;dr.esd ay b0 hurada riday / 100 / 1111110 U co > 1 • ~ 1,l i I l 4 I I i 40 20 \y 0 7 1) it ] 5 AM PM hour Ending_ _ _ FIGURE 7: VARIATION IN ARRIVALS AND DEPARTURES BY DAY OF WEEK Tri ) Patterns on cam pus figure 8 depicts internal trip patterns of N.T.S.U. students for trips excec(iing four blocks in length, as determined from the N.T.S.11. Student Survey. The number of daily trips indicated was obtained by expanding the data sample (297) to account for an average week day student population (1.1,800). 28 i ~ ~I I r I ~.I.NIi j 1h 2000 DA[LY PER.70N FlIiiY TRIPS Survey zonee I' I FIGURE S: CAMPUS TRIP PATTERN', The iargust. concentrzt'.orn of trit rAs i c shuwr; to occur in the area of the Phy,i.cs-"t-zlh Bu iIjin(J; ')w IJ(,1vicr~, traveled corridors I ie b,2twi2cn t h, Hiyo-+ ors-6;3~. arch ,nd F( Its Yield, and between the Jlhysic •'Sith arc 1 an" +iiQ dnrwitoz i (,n the south Sidi, of t ho camprts. Prii; lass Ln €our bll~cl. c~ l~i,i.,f; t, Ire gin, r izl'~f rUr. .11. a lent vr,y 1 fa od t„ 'fir d I i 3', st 1 ~I I~lLI r 29 III Al~ E1s Off -Campus ~I•Ir11I W,IS r1Sl ed 11] the each llr,. mall}' rr~und i r i t,:; wrrrlnt,:l,1 un ,a St" ri i(") I'l ` '1Il l ll t4 }n~cifici lt1c.lLir>n:; c1fC alnpus, Irl rc•~,i1,•t~in1 thr, r(-,ilonses rrr r•ivr,l t_cl Lhc_;e 13ucsti~n:',, it- cvuuld apt,r~r1l t!.lt II11 rc was !lollw 1111:+11ndel':;t~a11d llllt Cr)'lr'F'rI111Ut t_CV' tt~~Filllt;l'li '.•,'t`<lt collStiLutC!S u r" r~f'Vr•! t ~lE•l l't;:l, }7 [!'.51.11 t'. i)tIi ! 111141 are u s e f 111 it tlv'D-hil\' ~ 1- I } of l for indicat ~n(i thr• relit ivr, freyuenc;~r tri.p'1 I n 1 he 5e locations. Menton Center and the UenLorl CBD wire found t.~ +lllract frequent student trips. r;0-Wczq 7'1, 8 I'•YO"'1 N.T.13 U. 1'Cr' l.14 >lt Rea,.ler. ^ n~ Dnrrritorz Cal U0 Cl Iter Stu'len 1.86 Z. 25 17nrrv ~ 3F r,, 0.24 j,,I~y.q;'r-liter ,S_-rI1(721k7 (`t'J4<'r J. ')"j r ;pig? ,117 fir. y_I ai. . • ~.OF 0. 38 rl 11: 77 7 Bicycle Usa e 13icyclinr~ has become a significant mode of transportation for N.T.S.U. student;; over the last few yr-Icirs. About 124 of all N.T.S.U. student!; (,,in be considered frequent users who ride several times each week; 4% can be considered regular users who ride hicycles every clay as a primary transportation mode. As p t„-,,~,;1a11;:}y diaritsse3, 5}, of the N.T.S.U. :;talents arrill on Campu.; by bicycle each day. Dorr~it:ory :;tucients arc most oriented to•,'ard bicycles, with 22P riding more than once per week. Frer~leexcy Ai'^ycle It r, rim ,R n R Z fa! r; ±r3 - - " K ~r, rrl~ ter S t i , -oIP c't'e2,r 1'a 4 n,.4 A r~j„ t~iC1,1 r.Ll R WE f;: ~ nT ~ rJ n f SHUTTLE BUS USAGE CHARACTERISTICS Pr F, uenc of Us-l-to T(})Ullt X11'! of tfu A'.I'.S.(r. !'.ttl~l('nt fl h(, <-1as :;ifie~a r(~(lular users ((1 the Shutt lr hus, (,11(1 ;shout h.( 1 f e) f t hose Stu(lents L'.l IV h(? Lollsi(I(,, 1 f`:,t.. llSrr!7 (more titan uli''~' :1 w( ck) As t)i nvi0l:!;ly (lis~u~;:;e(3, of (1.t-u(ontus(r!~~, r;tns:-tl( hus to occcrss the campus on any given day. l'Tprl(d YSCU tt 1v, Pur r.-. (Ah7S(1 Rea L1G>:'-. nc,,.tnru r cotrr,ritrr Stu Tnt Hid,- P;very Uly 0.0 2.5 1.6 l.7 Pide At Least. O> x: a Week (1.0 2.5 5. 7 3. 4 Ride Less Thr n C nc.! n Wrck 0.0 5.7 4. 9 4.4 "e(,er Ride 100.0 89.3 e7.8 891. According to the N.T.S.U. Bus Survey, ahouthalf of the users live off-campus in nenton. Relatively few dormitory stu(lents use the services: I Rc~idencc i'erccrtt=~ n'i lcrr Over two-thirds of the Shuttle Bus riders usirthe bus every day; or(ly 49, were Fo+lnd to he infrequent riders (less than r)nce. a wook) coruruter ri.rlers were, found to be most reqular with almost 100? riCing at least once ~•,eekly. t-le Ivr p ~:lti' ~~i43 trSCIUe 1;?7fL(S tl'l3CPJ3 t~~::~~1~.~:'<tt fl~Pus Is, rc if is"l„~ .~L. 11 i`~O rL' ..(~23, 417 ~`ta ~t?>;t6 ?;t L€aet 00~~. A 1~( Fk 10.0 72.6 31.A 27.6 1 F S. t p, 6 4. 3 31 In resl1<vu1in(J t.o the question, "Which gays of the week y u)rrla1 ] ;e thr shutt.lo hus?" 12,ilrlicrrted tha u 1 t do ( they d() not r ido thrr lut:; regularly enou(ih t<) :;Irr:•, ify days. Fn terlll:; Of stUd-111t 1 t':'idt'nr":'' thi rUf3lurll"r' 7t 1:. 1'oco lvcc,l from: Rides Per Day most (70%) Shuttle Bus riders indicator] they usually make onr two-way trip per clay on the days tfi(!y normally use the bus. A large pArcent (14`✓) of the Shuttle Bus riders, however, ride the bus for two (2) two-way trips each day. Responses from riders living in the dormitory indicate that they frequently use the Shuttle Bus for one-way trips. ' F't'a uer< .f' Of 10e C N 1~(j a Usluil Zy idind face ;he"!'er of 7r'f_ A.Zl i,+:o-Wa2 Trips I7orrii tore Ca )kg 0 : ]ter Student 6. 6 4.6 3 l0 4 73,8 Z6.4 Z'. ? Z4.2 Daly' Variations About 80% of the bus riders regularly ride the shuttle bus on Monday, Wednesday and Friday. Only Of the riders indicated they normally ride on Tuesday ar(I 'i; ursday. This variation in daily ridership is particularly pronounced for , cornuter students, only half of which regularly ride Tuesday and Thursday. 32 ~~ir t jinn p.lx f r.~f_ '~alt~lo F;,~,7 IT'!tp'~~ 21 1e!leF 1tC - " " CO PT4 Student Classification Junior ,;Lud(,rit:; art, more oriented to-dayd t.}re s)ruttie bu:7, hhile freshmen troll rlra,3uatc stt Aonts teno tsl use the service the least: I'cr3ent of Clans I?us Riders F'reahm¢n 1.3.9 or,irom() re 1 ? . 6 Jzoli rr 37.3 e n i n r ,,^.1 , t; ;rarluate ;'.3 p PaLtvrns Tr ip patterns wore! an,3lyzcrl From dat -I o ItainrrI from the `~llrittl(? F311 s r) n-Aoar'ri fiue:;tioiur,iir, Survey and fro,n t-hn Shuttle kidel-Olip Counts. Tn Lc!rms of f',';:f t.,r'j~ i,r:sponses obtained in the on-board que:ationnair(I sur,vOy of. all first trips first between Fouts field an,I Marquis Nall: , rf)if1 !Q 7. L) p 33 In terms of z? 1 f lli r:, by shut.t-le hus, trip ends are s~?mewttat less concentrated at Fouts Field J Marquis Hall, as (II-.1,hically dc-picted in Viqure 9-- and >umtnarilocl below: F f' 'r 74 X7211 61 it---T-- M ,,f o J ~I r j' t --i •r ~.:~ii~l•_. ~rrr •..1 tii r'~ ~fi I Il 'lr i ~ 1 r' 13 El LJL 195 41 III i I IF I > ~ 1 f 12 TIT , fl! y ` r A { / ~ ~ Dili ___-'l~f l ~ ;1 it ~(~.Il•.~.-\_7 j I r~ r ~ \i' k; t,\ Daily Number of Riders Getting On at F,ach Shuttle Sus Stop' 4. FIGURE 9. N.T.S,U, SHUTTLE BUS USAGE 34 ::hu+_t In Aus !',('IV ice Chatlc,t ot_i sLics g,a •,;c :rrvice and nporatinq charactc•rir,t ics of the 'XiSjillg 'it11111E, hii.`: 1-wrvicr', CIF; (lot (,Imirvrrl 1lr,iii (!I,, N.T.S.U. 11fP,111~i 1 1'i.(~r1 lrE'~C)'+'1: 'It c Shuttle 31ur. 0)I11)t:;, • TWO { J.) 1,1]! c?:; Wr'rr' F.)Yf)l'3.IIo,I f r(,m 7 : 00 A M. to approx- imatctly 11.:41`i F'. i.; from 12:05 F'.t1. to olxrlit 5:19 P.M., one (1) 1',I!; w l- i,rovi61'll. 'I'rlt.al 11(olf `I hours, 39 minutes. Seventy-once ( ] 1) round t r ips were amadi , rosultin(j hus in 94.4 vehicle mile., and 14 hours, service. •Average headway between Lases wa:: 12.0 elinutes, resulting in an average speed of 6.65 m.p.h. •Headways were very irregular, varying from 5 to 20 minutes. Headways tended to be shorter (2.0 minutes on the average) after noon. Lime Variations Shuttle hus usage varies by hour of clay and within each hour, as indicated by Figure 10. Hourly demand peaYs at 8:00- 9:80 A.M., and then declincs gradually throughout the day. Equally significant, ridership is highly peaked at class changes. PRIVATELY OPERATED TRANSIT SERVICES Transportation Enterprises, Inc. (T.E.1.) Express bus services to N.T.S.U. from Dallas, Mid-Cities 35 and Fort Worth are provided by Transportation r:nterprises, Inc. Approximately 1,(,`)0 iAadcnts are sl',rved at thq, pr(-sent- time titll i?,ill(j II SC hoOI i II!"c' . SOITI(,1:'1.eI- p)il!1,M( ~ . irI - t7r)I ii I,r i I(I(q>: - at a rate of $125.00 pur f emestcr for f u I I (f iv(! (Jays/we,-k) se I Vice. Fc)ur rolltt!; rlri~ vl~crltelf, tw(, in I1,11 tit!. -inc3 one e,lc '.n OtI Mid-t'it ices an,f fcn, t Ilorth. I3u.; are generally IOCllt1,(I in SIIOpp inq (.I?I1tCrS fUl' Ir,,,I- I- i(Ie t'QfIII' 'I ?l Ruses are currently b(' ill (I Ili) gra(IOd to f Ik(~ advantage of heavy tltlty suspension system and diesel iIngines. 100 NOTE: Time measured with respect to departure of bus fr<.m Fouts Field; r Minute Volumes bu,,:) in service be- t 4 Hrl I fore 1;1:0S PM, l after. 1, 1 r. I 61 U I 1 1 I 1`. Min+rte Volurces Averc,c~! over Hour 41 LT, 1 s I> 1 I I I I I# I I I 1 1 I I 1~ 1 '~~11#pl jl~~1i11.11#>jl#~# '!1 11~ 1 Il__ A '.rJ-1 A r N 9 IO 11 Noon 1 2 3 4 5 Hour of flay FIGURE ; TVIE VARiATIC-IS IN SHUTTLE ?,JS rIDFRSHIF, 36 Ilniversit_y`City Ain'tmont.: This apartmenl. complex, located allnut t hr 1.1--fourths cif a mils east of tIta N.T.S. I. campus, provict+.; IloduleI ;rlluttIo orvlce to anll from the crlnlJJI1S It F,iIV] j,as5<-n_leI' school this. Approximately 100-1 25 (jilt of VV) t,,-r ~mmns rf_sidiny in the cornplox have heen estimated to ride thu hll oath ~aay. The prillory reason for rit_linq the l,us is ,-ittrihiltf'~i t.u a'~oic3inq parkincj proillen)F, rather than lank of availahle .,uto. Presently, the bus utilizes a collection-distribution loop around the campus, with stops located at the Wooten Building, Men's Building, Lanquacle Building and Art Building. Full bus loads are reported for the first two classes and at 1:00 P.M. A similar service utilizing a van was provided for residents of the Irma Del !Rey Apartments located in east Denton at one time. ATTITUDES TOWARD TRANSIT IMPROVEMENTS Three (3) soparate attitudinal surveys. were conducted as part. of this study to determine the attitudes c.f these groups toward improving transit. The three surveys were: (1) the N.T.S.U. Student Survey, which elicited responses from 217 randomly selected students; (2) the N.'l'.s.u. Shuttle nl.ls Survey, which obtained responses from 440 shuttle hus riders; in,] (3) the Apartment Questionnaire Survey, which obtained 255 responses from residents of the apartment complexes located northwest of the campus. 37 f,ZCh of these three surveys ',were conductec% for different . t1, gh,tttle Bus Survey inclucirrl the relatively rert:;oI1S• 't'he N.'1'.: til f„w sturlrrtts who arc Tamil,vrment~tiandPaecimostllrir,s.c~lycto utilize r,r,:;t awat<of nrrrlc~cl im1+t ulei - the iii ~rr,•~ in<.1 r ~ my improvmrntti mach.'. Thy' i3.'i'.S.I'. St.uclent :Host be served nl ire sLudont N'dI; -thy which ultim,at,•]y i n+t st r,upport an crxpc,r,rl~r1, irnl~ro•+ecl irt►nc;it. ~,•7~,Lr~,+}. The 017jortivc of the final survey, OP ,':1„,rtrncnt Survey, W,ir: limilcel in scope: tr> clet_errninct likely stt4~1'<r't :;hich these a1,;,rtmrnt residents would give to a proposed apartment-campus s;t,uttle route. Thr N.T.S.U. Student Survey (student body) and the N.T.S.U. (riders) were designed to allow direct com- Shuttle Bus Survey ( obtained in both surveys. par,.sons of attitudinal responses s are presented Accor.dingl}, the results of these two survey , together. (,,tnlity of nq service About ut1 of thp. students do not have as, opi iocri on 11,e c1ua1 it.y of se•rvicc provided by the shuttle 1, As, whi genorr,lly 7-cif1ect s the portion of s;t udents wt'tlte(, a c ncvee t(17~) wlto bus (90%). Of the 53 students expressilxj an ePin1On~ rated the service as "ungatisfactoty" aiX! 44 (83~) who rated .t as "satisfactory" r - ' '-~clc" ' urveu) to "excel1P1)t". 1 r,2 Bur "'P, 'r "v +rr i ht,. r e n "rru ;rc ~ ~ z [V 38 As would be expected, Shuttle Bus riders have a higher to(lar-d for the quality of service provided, with one-fourth of the riders considerinj the service "excellent". Only 18 consider the service unacceptable, most of which are dormitory 1111ents. I1_c D,:t, L,CW11! - l rh; I7. 4 Satiafaot~r;{ 26.7 28.9 21.H X6.0 thleatisfact ry 1.0.0 0.9 0.61.1 General Improvements Needed In both the N.T.S.U. Student Survey and the N.T.S.U. Shuttle Bus Survey, students were asked to identify the "most important" and "least important" improvements which might be made to transit service. Figure 11 summarizes the relative Importance of various improvements to the general student body (N.'C.S.U. Student Survey, "All Students") while Table 1 summarized responses to these questions for each survey accord- ing to student residence. For all categories of students, "more coverage in campus" and "more frequent service" were given high priority. "Service to apartments" was also rated high, particularly by apartment residents (40% rated the service "most important") ranking it the second priority improvem,~nt. Bus shelters and benches were ranked the number two priority by bu; riders, compared to a number four priority given by the st r1F1rFt holy as a whole. 39 ilor;t Needed Transtt Improvement More Campus Coverage t Servo Apartments ?4,.,re Frt,yu4 `;('rvire ~Ll1l~l!!d I ~ Provide SIR'"crs 6 N,enChc'S ,)crve Dent"' I Night Service weekend Service 5 10 15 20 25 30 Percent (Source: Table 1, NTSU Student Survey, "All Students".) FIGURE 11: MOST NEEDED TRANSIT MPROVEMNTS Survey) (All responses, TABLE MOST NEEDED TRANSIT IMPROVEMENTS Student Rodv(l7: J Stidr,r,t Sutieu} Shutt'. Poe neere4751 57t.!"-ie Rue SurCCV) Ail Cj - Non- Gff- Rpi ~nnt „nt +u.irn t.a s..-•:rr~•~ rr r~~n 4 11 <C44,ntE j'r rrit 9r7 I'a? T.O•'p u.nt Most vreded f^ r 4-,2 48.8 F 16.6 26.3 04.E 7.P 14.6 .C 16.8 F,r 6%:c2ter4 Er 21.5 11.7 31.? t,, G 7 22.3 1.8 rc: 4C. 5.0 3 7. 2 2L 6 l,a- 4.: (".9 1.2 cc re :roc'e~tartrynt 24.G 2.6 -*co 0.0 r ic,•._. -.r t.6 4.2 i., _r ror!rr,nr.t LE.Gt !1Er?n~ ? 2 1 ?,2 J.9 ' - 6.3 7.7 8.3 5.5 v F 5.6 17.0 ::d<;%sltErc c~i czac%; ? 4.? 6.F L„q t. 4 7 ;,~ro Fro t::ar,! frrirc c,7 artrfa`.e lF lp I%.^ 1 b;.6 15.1 2'.R ?S 35 3:.9 31.4 A' tH4r rcnton Lrcatic"G $rrVi 3r Y 19 .2 JC to G 1 .2 Rr,5* ECn3 SE TVtCe 40 In addition to responding to the multiple choice questions, students participating in the N.T.S.H. Shuttle Bus Survey ware also asked to make specific suggestions for improving transit service. I?y far the roost frequont C()lIlrrl-•nt_ was for a stop nr,+u- the Wouton Buildinrt I Surv<-(')f A >a rtwont rtesicients. All of i_ho 2W) response:; rer riven front the Apartment Survey indicated thr.ly would use a shuttle ^zricr if provided, and 901. indicated that they would agree to pay $3.00 per semester for the service. Abut 788 indicated they would normally need the servic-.~ every week day, and 71% indicated they would likely use the aervice every day.3 On the average, each student would likely make three (3) one way trips on a shuttle bus each day. Students were asked to identify the into -ction at which they would prefer to board. The responses r.o ten listed locations indicate high concentrations at a few locations: Fere n; Irrtnroect;inn I'aa, p0rrse ~ir; 6 SGellc: ~7. Aet~?xue , & Loui00 .l Ar1c;ucn. F & ,Stella A17 race 1I F, ~ t,ella & 0 0 . r7 is'nr i summary of these written comments, rice App(,.n,Ii.x F. `Ro S pon :rJ r. to oacll question inoluricd in the yues tionna ire is 9iv:t n 3Ar c,ordinFT to tlr~, N.'I'.S.U. Student S+irvcy, ahout t;5 , of off- campus r~r,:drr;ts me on campus on a nivor, weekday. 41 Students were also asked to identify primary campus destinations. Generally, their responses reflOct the concen- tration of class activities on campus: r, ,n7 r PARKING CONDITIONS Parking permits issued by N.T.S.U. for Fall, 1974 are given in Table 2 for ca(,`.'- type of permit, along with the number of campus control'.ed spaces provided for each type of permit. About 808 of the decals were sold to students, while parking :,paces allocated for the special needs of the motorcyclist, the handicapped and the campus visitor are rel- atively few in number. Parking Trends Parking supply and allocation has changed appreciably over the last two years to meet changing needs resulting from campus building development. As shown in 'S'able 3, campus controlled parking has been reduced slightly, from 3,714 spaces to 3,534 spaces.l 11,984 spaces at Fr,)1sts Field not included. 1 42 TABLE 2: FALL, 19711 PARKING PERMITS AND SUPPLY PARKING SPACES PERMITS SOLD PERMIT FEE PROVIDED Rea Decal 3,800 $6.00/semester 816* Dormitory 1106E $(;.00/semester 1,194 Restricted 513 $18.001year 687 Reserved 701 $28.00/year 837 Motorcycle 166 $6.001semesto. r i0l Handicapped 16 $6.00/semester 22 visitor 22 6,262 3,679 *inc`.udcs 604 spaces on streets excludes 2,984 spaces at Fouts Field. Dormitory parking has been cut back 40%, while faculty and ~tafi parking has been increased 40%. On-street red decal. i parking has been cut back one-third, although this reductioi, has la: gely been coniq)ensaled for by the addition of 212 red- decal spaces in Lot 15. Also, 1,084 spaces have been made available at Fouts Field for rei'.-decal parking. As a related ,matter, the number of red-decal parking permits sole: has been in-.reased over this same two year period from ;,bout 2,000 to 3,800. 43 TABLE 3; PARKING SUPPLY TRENDS TYPE PARKING, 1.972 SPACES SPACES Dormitory 1,721 11194 Reserved 10085 837 Lestrir_,ted 0 681 Red Decal Lots 0 i:12* Red Decal on-street 908 604_ TOTALS 3,714 3,534 *1,984 spaces at Fouts Field not included. The trend toward elimination of close-in parking as I a result of campus construction projects is anticipated to continue. Construction projects likely to begin in 1975 will result in the loss of 483 spaces, of which 417 are on-street parking spaces: Pi`: had Cf6 hot l5 cI>ace;; Lo, 3., Prai-pf.c: Street b opacco Lot 7 2A Aven?4c C opacen Av: 1f The impact of these parking losses will likely be two- fold: (1) an increL..ed need f'nr off-street parking in the campus area, primarily for red-decal users, (2) increased walking distances for red-decal users; and (3) increased use of the transit placement. 44 Dail Parkinr~ Pdrrrl,; Daily p.irkin9 needs for off-campus and commuter Students can be estimates] using information obtained in the N.T.S.U. Student. Survey: Ir' 'i to Z2,330 4. F>trollrrt'nt If. Percent Auto Prtver C. Au too Parke,l 6, 360 wctrnpus 1reCt Pevoent of Irer'al~-F'F'~'l F. Anton 11arl rl :iz [o, Zones k' (CX1)) . , 5 , 4 7 0 67. r) 7 F. Percent on earipui, r1~r i 1 ~1 F?5. 5% C. 17Qi.ly ,a,itor, i~t Rod Y~ 4, 1.00 . Zonec~b'E;.rf') a. ];all, 1074 registvatio,t. h. me ludeo urn,agu l a t rd ,,.onos. Thus of the 6,360 autos driven to campus by off-campus and commuter students, only 5,470 are parked in red-decal or unregu- lated areas. Of this amount, approximately 69% (3,800) have red decals. The maximum daily demand for red-decal and unreya- lated parking is about 4,100. Parking Supp11 and oemand Only a portion of daily parking demands occur at any given time. Fi!lure 12 shows the peak demands and associated parking capacities for each category of parking at N.T.S.U., based upon the 1974 Parking Survey. 45 rte 2 500 I pewl { Maxlm,im Demand 2211 2253 t1/1J ~ n capacity t 206(1 n m m u H q 1500 b 1194 V 1037 1000 / 83 687 631 ~ 528 500 428 0 " 01-Street Dormitory Rpstrictrd Reserved Red-Decal Lots Lots I.nts Parking V.1611ag2 Lots Noles 1. Includes Fouls Fisrd. 2. Calacity not detetmined; Includes red-decal on-street 9arl•in9- 3. Maximum demand for each parking lot category is sum of maximum demands found for individual lots. FIGURE 12, PARKING SUPPLY VS DEMAND (source: 1974 Parking 'IurvcY) of the estimated 4,100 autos park^d in red-decal and unregulated zones, only 2,681 or 65% of these occur at any one time. curing peak demand periods, 84% of this parking is presently provided on-street. and-decal and unregulated parking represents 55% of the total N.T.S.U. peak perky, parking demands. Parking utilization varies by category and individual 46 tol . 141sEerved lots have an overall utili rItion factor of 63%. Ta1)1 4 summarizes capacity and demand for ljarking for each off-street parking lot. TABLE 41 UTILIZATION OF CAMPUS PARKING LOTS Maximum Demand Lot Number_ Capacity td»mEer ----W-Capacity DORMITC.,RY 19 235 136 57.9 17 291 256 88.0 16 176 176 100.0 21 294 282 95.9 10 124 114 91.9 14 74 73 98.6 Sum 1194 1037 86.9 Combined Lots .............97F......... 81.7 RESTRICTED 20 30 37 123.3 4 254 237 93.3 12 73 61 83.6 18 78 36 46.2 8 144 173 120.1 IC 108 87 80.6 Sum M M 91.8 Combined Lots .............528........ 76.9 RESFRVFD 3 6 38 67.9 11, 344 167 48.5 9 706 125 60.7 5 41 32 78.0 13 53 49 92.5 2 38 10 79.9 7 28 24 85.7 6 25 23 92.0 1 40 40 87.0 Sum 837 Sff 63.1 Combined Lots .............465........ 55.6 11"D DECAL 9.8 Fouts Field 1984 195 15 215 212 98.6 23 20 21 105.0 Sum 2 MN 19.3 Combined Lots .............404` .......18.2 47 ENEW L l~:al ion of pel Decal Pei king The ]ocation of red -decal and unrrrlult+trd parking in 10:n0-] 1 :00 A.m. period is depiched 1r/ Figure 13 and !;ummarize~i Icy nccesr distance to the cent (•r of the class- area below: (!lri fL d r - - (Pi ",q Thus, during peak periods, the average student must walk about 0.4 miles from his car to class. Parking-class access distances are lower during off , peak }periods where close-in parking is more available. Thus, average access distance varies from about 1000' during periods of low demand to alx)ut 1,000' during peak demand periods. The average walking distance based upon all day parking demands and probable parking turnover rates, is about 1,700 feet. liecause of the reduced walking distances possible with in-close parking, these spaces have high,.r turnover rates. gaily parking demand and turnover rates are given below for each major area Turr:over A:tt`. _ lrn<; 4„nix: fu- to r""l 1 r, l Rn-tre 't fi7 Z. 370 Z, 037 ? 1. Of .9G - ! F~;;i t c Fin. l d 1.y 3 1.' ~ 3L'or ir,rivation of turnover rates, see Appendix. E. xc~aal~, 7. ~ l1 I` a ~s::t r I. ~ b O 1 , i rJr r/1 . r`M1 j i ~ d lJ 7 01 ce (0 LI aaaWaar ~ .::•ar■-.~ ~r ,.r ~j~l_S 'L •11I I ~ U- P. 0 F LID r 1L t t~~1 I r w 0 H JL 14 J II 1 i J' y J , L] F ~i• a M Om I • ~I -C I i" 'Sl W U 1 0111 1 ._ra a -I, ..a.. •'1 E•,t t -•`r.u • a♦ ~--•.a 1_ ~ r Jy 1 2~1 1 q/ IF DAILY AND HOURLY VARIATIONS As shown in Table 5, peak parking dt•u-,nds are _°airly consistent. for each parking category, except f,a the lower demands experien:rd on Friday: which has a rapid reduction in demand occur in the afternoon hours. Figure 14 shows hourly variations in p:-rking demand by liarkinq category. Dormitory parking tends try:~aintain a high level of demand throughout the day, while rr::-~rvrd parking lem3nds have a pronounced pock. Red-decal srri unregulated parking 3emands reduce rrspidly after noon. Figure 15 show: ntirly variations in on-street parking demand for each of the toree• rings previously defined. As would be expected, the closer ;.he par}.ing to the center of campus, the , longer the period of hig►, demand. TABLE PEAK PARKING DEMANDS BY DAY OF WEEK TYPE PARKING LOT MONDAY TUESDAY WEDNESDAY THURSDAY FRIDAY Dormitory 9'1'6 962 976 950 780 Restricted 1159 528 460 494 441 Reserved 465 431 452 412 453 ed Decal 351 341 404 370 374 All. Parking Lott, 2251 2140 2261 2209 2015 50 L, y`v0 ; RIi nr} 1 I• 4 • HiI! i t I ~ ' r b lPd ~I F: i nq 1 i _.I 6 > pl Pay 1 FIGURE 14; HOURLY VARIATIONS IN PARKING DEMAND BY PARKING CATEGORY iro w • C •~f~its O • Restrirt~d I,n I'ormit.ory lif ampv: (larking II, v v n. I P 4 PA 7 f im• of I l y FIGURE 15, HOURLY VARIATIONS IN DEMAP'D rok ON-STREET PARKING TRAFFIC CONDITIONS Traffic counts were made by the City of fwn`_on at locations thro«gho'at the N.T.S.U. area to provido data needed ' to evaluate alternatives for reducing conflicts ),r,tween auto and other modes on campus. Recent Changes The traffic data collected indicate ttlt: traffic patterns in the N.T.S.U. area have generally remained unch-ancjed over the last two years.l Heavily travelled streets in the University 2 area are: North-Sout3t 7treets Welch Sreot 3,700 vehiclee/day Avenue ( 9,700 vehiclee/day Avenue 1) 6,?00 vehicler,/day Eart-West Streete 0ok 10,700 vehiolce/day Hickory 10, 500 vehioler/4zy F,'agle L2,ive IP,000 vehicles/day 411 other streets carry daily volumes of less than 3,000 vehicles per day, consistent with demands which should be c:xpactr-rl for local service and collector streets. Avenue C Closure A plank }oint.ly adopted by the City and N.T.S.U. will close Avenue C in the campus area, the primary north-south thoroughfare in the campus area at the present time, within the next few years. In it's place, Avenue F: will be improved ' 1May, 1972 traffic patterns are indicated by the N.T.S.U. Campus Planning 1workbook., pg. 1.2.2.10. 2Maximum load points are listed. 51. from Oak Street to I-35 Fast. The City has alrt,ady developed preliminary plans for related geometric and traffic control improvements throughout the N.T.S.U. area to ar;commodate the m,:jor traffic changes which will result from 0,r Avenue C closure. Implementation of the Avenue C cl.osurr: hri , many impli- cations for transportation planning: .Traffic on Avenue E will increase consistent with its function as a major thoroughfare. Commensurate capacity increases will be :-equired. •Traffic increases should also be expected on Welch Street. Eventual improvements to this facility, designated as a major thoroughfare in the N.T.S.U. Master Plan and the Denton Thoroughfare Plan, will eventually need to be made. *Moderate traffic increases in traffic will likely occur on Highland and Maple Streets as a.result of the Avenue C closure. This will further aggravate auto-pedestrian conflicts and traffic flow problems associated with parking on these streets. The Avenue C closure will b^ a major stmt in achieving a pedestrian-orient.ed envirenmont and for reducing conflicts between automobiles and other modes on campus. Further improvements will occur larqely as a result of the elimination of parking within areas of high pedestrian activity, rather than from further modi- fications to N.T.S.11, area streets. BICYCLE PROBLEMS Bicycle usage at N.T.S.U. has increased to the point where it must be considered a major mode of transportation. ~ * ~l~l WOW As such, policies and physical irnprovements should be made to facilitate the operation of bicycles on campus and to minimize conflicts with other modes. Major changes in the environment and roovement of persons now being implemented in the campus area also provide: opportunities for fully integrating bicycle usage into the campus transportation system. IT.T.S.U. Bicycle Studies Substantial work on developing plans for improving bicycle flow and eliminating conflicts with other modes was completed in the Fall, 1973 and Spring, 1974 semosters by the 13icycle Study Subcommittee of the N.T.S.U. Parking Planning Committee:. Based upon student input received as a result of a newspaper poll and a series of meetings with interestee. students and a survey of bicycle storage on campus, the sub- committee prepared a report summarizing its findings and pre- snnting several general recommendations regarding the need to improve bicycle facilities, the enforcE•ment of bicycle regulations and thei need for further study efforts. Although the number of responses obtained in the news- paper c111O.St onnaire (39) and aLtenciance at the public mcetinys of the Hicyclo Subconunittee was small, a wer+itt. of gcod information was obtained which is helpful in understanding bicycle problems at N.T.S.tl.l most e;ignificantly, those responcliny to the survey were interested in trying to improve conditions fog' both bir.,. riders and pedestr.i.aius on the campus; few indi.c;.ted major opposition to limiting bicycle usage in the clressroom core area. Improvements suflcjested The most frequent mode suggestion was for improving bicycle storage oil campus and for (ieveloping t,~,cycle routes to and within the campus. Comy.,,ints rn.tdo. agntnst existing bicycle racks concerned security (better lc,cation; rack design ,uggestod) ind convenience (Letter 10CatiOTI Orl'' all-weather aprons sug(3este(1) . Bike routes, though frequently advoca'. d, do not appear to be justified at this time due to the rather smell number of riders and the dispersion of trip productions. Removal of auto parking in the central part of the campus will serve to significantly reduce auto-bicycle conflicts. Another suggestion made was for the registering of bicycles with the N.T.S.U. Police Department in order to reduce bicycle thefts and encourage compliance with bicycle regulations. The problem with this sr•*gestion would be its 'ii:lh cast to admini:;ter.. Two suggestions received by the Bicycle Studv Sub- committee, however, appear to have merit for implementation in the immediate future: (1) the provision of a P.E. Course which would provide for and encourage recreational bicycle riding and educate riders in safety fundamentals; and (2) a "U-Fix-It" shop on campus %ohi.ch would provide facilities, tools and possibly part-time assistance I,y bicycle mechanics. Perspective of the Bicycle Problem It is important to recognize that the bicycle riding contributes f:o the solution of a number of transportation problems; being experienced by the University. Bicycle riding should be encouraged as a means for reducing demand for r~ r~ additional harking, reclucinq traffic congest ioii and improving pedestrian movement, To encourage bicycle uirige, the University !;hnuld adopt policies to provide conveniently located and well dreigned storage facilities on campus, redunri the likelihood of theft of stored bicycles and reduce conflicCy between bicycle and auto movements in the campus area. On the other hand, bicycle usage result!, in serious problems associated with the pi o sent practir,e of harking and riding bicyclen in the classroom core area. M cycl•ln clutter the grounds in a haphazard fashion, often restri,:tiny and endangering pedestrian traffic; bicycles are ridden at relatively high speeds on sidewalks and green areas, again restricting and endangering flow. Eliminating Bicycle - Pedestrian Conflicts The obvious solution to eliminating bicycle problems in the core area is to place the pedestrian core nrea off-limits to bicycles. However, this must be done in such a way as to enlist the support of the general student body, minimize in- convenience to bicycle riders and be amenable to effective, enforcement. A key, intitial step would be the relocation of existinci bicycle storage ranks from the core area to perimeter locations. These perimeter facilities should be easily accessible from streets serving the campus, and would be located within convenient walking distance of most classes. Bicycle storage would be concentrated to afford better design, minimize clutter and to facilitate security and control (See Figures 16 and 17). ' I A "step-by-step" approach might be taken in developing policies and plans for reducing bicycle conflicts and improving 56 300 600 1200 -1 0001 LLUMD r - 4"i Vedcstclan-only core = - _ _ Irrar{ area Existing Blrycle Reds ' to be RemovAd ' O New Bicycle tactlttle3 C ~,;tfl ar~ C1i,iEC~';I,1'.-,';;,I`ll; , r • r W rl ++.n.. 1 11\\/J ~ ...f•1~ fell i 7r \'3 11 ~ nw ~j ~1 ~~~,1 ' _•-a~~ 'IT AJ Ifalla'a4lssiri~rrW W'.. wl w~a I T • FIGURE 16s PROPOSED RELOCATION OF BICYCLE RACKS IN CORE AREA A► A SC Anchored Bicycle packs 6" Farrier cv!~ bi . `V fr:!cetrlnn SS^.rin; Atra. ILoad In A• a /r ..1 i ~rflunuurrnnnnur / 1 L 4urc :~t •JG" Shrub Vic~.al Scrn-!n FIGURE 17: BICYCLE STORAGE FACILITIES INCORPORATED INTO CAMPUS BUILDING PROJECT 1 r- conditions for bicycle riders: 1. Adopt and publicize the plan to crrate a pedestrian- only core area and the relocation awl improvement bicycle storr+(;e facilities to serve the core area. 2. Develop appropriate regulations for enforcing the prohibition of bicycler in the core area. 3. Refino hicycle plan and schedule relocation of bloycle racks. 4. Give further consideration to providing P.F. Course in bicycle riding and a "l3-Fix-It" :sloop on campus. S. Give further consideration to the development of bicycle routes: (1) on campus, to improve access to bicycle racks located nhutting the classroom core area; and (2) in outlying areas approaching the campus. 58 IV, SURVEY OF UNIVERS11Y TRANSIT SYSTEMS university traniiit. :service is a transpurLation phenonomen which has rapidly devrlopect over the paM decide as a result of several factors, includinti: •The continued expansion of university campuses and tho associated increased distances hetween various campus activities. sTrond toward off-campus residence, and the related development of parking and traffic problems. For the moot part, university transit nyiitums have been developed in response to pressing campus problems often on a try-it-and-see basis. llecaiise of the short hiat.ury of these systems and the manner in which thoy have been evolved, published information documenting the successes and 1ailurc~s of theses efforts are scarce. Hrcause of this lack of published information, a special survey was made of university transit systems in the United States. 'Thirty-two university transit systems, listed in Table 6 , were identified during the course of study. This list was generated by "word of mouth" through discussions with General Motors, GMC 'T'ruck and Coach Division l, university officials, and previous AMV experience. The purpose of this survey was two-fold: (1) to identify 15ee "Campus Bus Systems", published by General Motors GMC Truck and Coach Division in 1972, which describes several campus bus systems in operation at that time. 59 TABLE 6, PARTIAL LISTING OF UNIVERSITY TRANSIT SYSTEMS University of Alberta North 'roxas "fate university University of California, veraide *Northern llllnv,i+ University *Cornall University *Univerrit.y of Oklahoma Penn state univ+,rsit.y *Duke University university of Florida *University of i,ittaburgh *Florida State University *San Diego Statc University" *University of Georyia " , *University of Illinois *University of Ternnesaee "Tndians University *University of Texas at Austin *University of Iowa Texas A&M University *,Pexas Tech University *Yent state University "University of virytnia *Univeraity c+f Kentucky *t.ouiyiana state University** Virginia Polytechnic Institute University of 'v7ast Virginia *University of Ftassachusetts *umN,.!rsLty of wi4consin *Michigan state University *University of Michigan * Denotes universities for which summaries were prepared of the campus transit syBtem. Has been discontinued 60 ba;:ic development. patterns and characteristics which would pro- vide broad guidance for developing a general approach for improving transit at N.'.'.S.U.j and (2) to identify specific characteristics of dies existing systems which !should incorporate into a detailed Transit Development Program for the N.T.S.U.- Denton area. GENERAL TRENDS c;r.o%pth of iiniversit Transit S stem:I During a period in which most urban transit systems in the U.S. have experienced a general decline in vervice and patronage, highly successful transit systems have developed on numerous campuses across the country. Many of these campus systems surveyed carry more passengers on a school weekday than do many transit systems in cities with populations up to 500,000. The University of Texas at Austin is a gt,od example of the almost over-night success of university systems. From a meager beginning in 1968, this system hits consistantly in- creased service and ridership each year. Ridership continues to increase about 20% each year and t5 now estimated at 30,000- 40,000 riders/day. Underlying Success Factors The creation and growth of university transit systems is now a well-established trend. The success these systems have had in achieving high ridership can he attributed to several 61 factors which favor transit development) OVyll tr„t{i!irlcc11 ±:ravP! (1(,nc nda - StudentF4 LypiCally make numorou!3 trips during a day, cha11rlinri classes, participnkinq in various campus nctivi}i0m, and working of I'-campus. This high trip gcr,c,~ration per student combined with the confined environment in which tIr..cw trips are. made provides an icleai iliLuntion for transit. •1INI2 tr'<< 7 i'!'ll I17I~~'t! Traffic frVO 7,011011 kind restrictive parking policies at, many IlniversiLies have Lended to in-~ke transit in increasingly attractive c,impus travel mrrcle, especially when tight schedules Ind long distances make walking infeasible. a 1,r1>,i oprr(r 1 {pi,1 oc etit - Most university transit systems utilize part-time student labor for drivers and even supervisors. In addition to affording lower unit operating costs, service can be conveniently scaled to match peak demand periods. The result is that high level of service can be provided at a relatively low cost. ' *No ainiylo i(Ilrr i-;vzv j/?!1 - Because fares are not generally charged, the marginal cost for a student making an additional trip by transit is zero. Mobility Needs Served university transit systems have been designed and deve;oiled to meat specific mobility problems: • c'-Irjpus Pxpansi ,pI - Many systems were developed to over- come mobility problems developed as a direct result. of campus expansion. As campuses increase in size, trips between campus activities - dormitorie3, class buildings, gymnasiums, student services - increase in length to the point where pedestrian travel must he suppli„tented by tranc:it. • 1'czrki~c;1 1' '0140W As the number of cars being driven to universities increase, the provision of close-in parking becomes more and more; difficult. often transit is used Lo improve access to the campus from outlying parking lots. 62 •Accoge J'ro+'r OJ'J'-r'.r,nt,un ffnu:,i,N + - Increaar,-d numbers of university students living off-campus it, nearby apart- ments and inadequate campus parking oftr,n combine to make transit an attractive access mod+, fr,r these students. The University of Texas campus transit .ysrtem for exarnpl ~ is dont(Ined primarily to ser i,- ' h i s kind of mobil i :y need. Except on a fuw very large campuses, uljroi to class movements are generally not woll suited to trarviit. In most cases, campus transit systems are designed to sarvo trips which are excessively long for pedestrian travel, utlally six blocks or more. The tailoring of transit services to specific mobility needs has been a major factor in the success of campus transit systems. Flexibility and experimentation with different services are often required. At the samrr time, transit services should be developed within a comprehensive framework of policies controlling parking and traffic movement nr -arsaus. Transit Technology University transit systems have utilized conventional school bus and transit type vehicles almost exclusively. Notable exceptions include the construction of a "people mover" system at the University of West Virginia in Morgantown. 'T'his federally funded demonstration project has been hesat with technical problems and cost over-run: since construction was begun in 1971, and its future operation remains highly uncertain at the present time. in light of the Morgantown experience, a number of technical and institutional hurdles will likely need to be over- come before similar systems can be implemented at other universities. 63 In any event, such a system offers no hope for mooting immediate mobility problems faced by most universities thro-ijinout the country. Anotthur (-xcchtion to the riencral usage of buses is the ' oporation of tractor-pulled trams on the University of Oklahoma campus at Norman. Four tram units are util heel on 30 minute hrradways, one for each of throe routes and one, for back-up. Service is provided to university housing, limited peripheral parking and the clnrsroom core area. One of itse most successful sir:es is for special. tours periodically held on r_-;inpus. The tram system is not considered a full-service transit system. Its principal disadvantages include lack of protection on cold or wet days, loss of service during icy periods and the inability to use on city streets. A similar system was once operated at Louisiana State University at Baton Rouge. The L.S.U. system was operated on a very ltmited scale, primarily for short class-class and dormitory- class trips. Discontinued because of main+.enance problems and limited usage, there is little or no interost in re-establishing this service. Interest has been maintained, however, in a3apting technological innovations to existing university bus systems. At Kent State in Kent, Ohio, the Departmant of Transportation has funded several research efforts aimed at determining the utility of demand responsive ("Di.il-a-Bus") services, traffic signal biasing to speed bus movement, computerized maintenance scheduling and other operational technigves. Based upon experience to date, campus transit systems 64 within the foreseeable future will continue to depend upon convontional bus vehicles= nnd, conventional techniques of upe.ration will be utilized for most campus need,,:. CHARACTERISTICS OF SUS SYSTEMS Due to the scarcity of detailed information concerning campus transit systems, twenty-three systems .4^.re contacted by telephone so that detailed summaries could ho prepared of their existing operation.I The results of this survey are summarized in Table 72 and discussed below. Ownership Campus transit vehicles can be owned by the university or leased on a bus-hour or bus-mile basis. While not pronounced, the general trend would appear to be for universities to own all or part of their systems. Reasons for this trend include: • Lo-ecr Opora t i•n 7 Corr try - University-owned transit systems frequently use part-time student drivers who are con- siderably less expensive than full-time !)us drivers receiving normal benefits. vid ?'!Intr'o' - If the system is owned by a university, it can be modified almost at will within equipment constraints. )Individual summaries are contained in Appendix A for each system surveyed. 2The University of Illinois was ommited from thia table since the university-sponsored campus transit services are aimed at employees and handicapped students. 65 lA G ~ r• Z'i. t.Gl Li Tl~ W l ly (i r 4 : 1L C C• ' a C •yp E 6 ~ i ~ Y .f ~f it 't, r• rr.; v, ~ c; ~ r ~ ~E a Ec 1 w i i; G G Yi s zr v ~~'f z` 0.; ;itY is i, x ~a• i4 r p f-' 4 ' P n 1 li .i •t ii i~ • ii ii iE ii H • t. i 1 t i 11 • i i • 4 w • • i i • G i~ i! ~ i s wf 8 Nrl i( re f ~k; S,G s~ i~ kL q~ 6R R E~ Au y♦ ;S xA 8~ - 1 ~ ~ i G Y ~ J, T ' r 9 r v v t{ Y r • w r ~ r ~ r r r. o r g I r • 7 n i . t1i 3 tF Q, } r: s, .14 k t.. r „ r . . j J. ~ i• ,i ± u n ~ , t i 1 nr{ ~ ` ' • 5 y S : 1. 7 p Y ' t ~ „ LLJ V 1 66 Marraqement anc )peration The trend with regard to management and r,poration seems to br_ toward greater student involvement., particularly in the newer systems. Reasons for this trend are r(Airt(•,t to lower labor costs, the need to provide student job opportunities a.,d benefits, resulting from students "identifying" with the bus system, of the twenty-two syntems summarizcd in 'cable 7, fourteen utilize part-time student drivers, At. Yont State, Massachusetts, Iowa and Virginia, students not only drive buses, but serve as coal supervisors, maintenance personnel and, to some extant, system managers. Administrativoly, university bus systems are often operated as part of department; having responsibilities in the areas of parking, traffic or maintenance. financing or the university-sponsored systems surveyed in detail, only three charged a single trip fare. Only three universities were found to use bus passes, another type of direct chirge to actual users. For the most part, university systems are financed by either mandatory student fees earmarked for transit, (joneral funds, parking revenues or a combination of these. Most campus transit systems have been developed to provide service available to all who will use it. Increased benefits are achieved by encouraging usage; for a given level of operation, system costs will remain about the same regardless of usage. It has been generally found that students willavoid riding campus bus systems if they must pay a fare, even if the 67 Care is very loAr. When Kent State dropped its f,o es, ridership inc,reas0d by a f r>. :similar result,; have been exFerienced ,~,c~tr,r of 7.. ,it, Fioric' 1 St,ato alai other' UlllvOrsities. VulliCle:; Based oil the kill ivorsitios rxamined ir, dettsil, the preferred vehicle for aqunpus tram;it r;yutcm~3 is a full-sire (45- 55 passen(jer) irrsn;;it,-t.yI)c 14un. Full size huseH are generally needed to accomni(,datn heavy peak lonC!5 oxperi,-r]ced at clascs chancres. Campus transit systems begun with smaller vehicles have yenorally convorte:3 to larq r huseu. Trarlsi t buses are used more often than school buses for several reas;onsr ?'rrrrhf:li t l - Like city transit systems, campus transit vehicles nre in continuous operation for Hustained hours every clay. Transit-type vehicle!; are dos3igned for thin; kind of Service. 0 PL,Jil Transit-typo vuhic!les nre designed with higher headroom and other foatUTC1S dCSirnble for adult College students. This, is particularly important since standr.es are frequently carried on campus transit vehicles. - Because of thE! Short trip. and heavy loads often carried by campus transit vehicles, quick loading and unloarlin(.; i!; required at steles to avoid excessive delays. The low passenger floor any' multiple doors provided by transit-type hoses reduce 'hose delays. 631(1HP7417ir IJt It t,4 - Transit-type venlclcfi have tt,•-' shorter turning radii and improved manr,uverability often necdccl for campus bus routes. 68 Maintenance For the most part, universities which own their own vehicles :r.aintain them in-house, often at a cord ral maintenance facility for all university-owned vehicles. Suiru,ti.mes local transit oper.tors perform major maintenance items such as engine overhauls. Special Services for the Handicapped With only two exceptions, the systems which were investigated make no special provisions for the handicapped. The University of Illinois has operated a special system for the handicapped for over 27 years. Each vehicle used in that system is equipped with hydraulic lifts and wheelchair tie- downs. Kent State operates a two-vehicle "demand-responsive" system for handicapped students. Vans are used which have ramps and wheelchair Lie-downs. COCLUSIONS Several conclusions can be drawn from the experience of campus transit systems examined in this survey which should be helpful for developing a Transit Improvement Program to serve N.T.S.U.. .;lc!':pic•~° Transit should be designed to solve an existing mobility problem and generally Serve trips over six blocks in length. At N.T.S.U., the greatest opportunities for service would Teem to be related to improving access to the campus from an outlying parking facility like Fouts Field and from nearby off-campus housing. 69 Important advanta<;n;; ,;r,uld accrue from continued operation by the univer.iIy 11sing part-time ,tudcnts to the maximum extoril t,r,r,sible. i-y,i i r r.-vwnts ay ,;;i sl•lc - Capacity am, operational r dictate the nerd for full ,ire transit r, 1, 41cIeS. the extent pr.ictical, fir,,urcial support for the ,ystem should he derived from i,rr,,z lly based student fees. In no case should sinulic t.ri.p fares be charged. 70 • 1~, PRESUIT CONDITIONS, DENTON The two previous chapters were aimed at W enti;ying conditions conducing to developing transit to serve students attending N.T.S.U. In this chapter, conditions throughout the Menton area are examined to determine opportunities for serving the transit needs of the entire community. The conditions examined are related to identifying where people live who are likely to use transit; where they need to go; and local financial arcl institutional constraints. OPPORTUNITIES FOR TRANSIT Role of Transit Transit in the 1970's must meet different needs than it did thirty years ago before the automobile altered urban land use and travel patterns. The automobile will no doubt continue to be the dominant mode of transportation for the foreseeable future. 't'hus transit must be designed to overcome specific deficiencies of the automobile - reducinq peak hour highway congestion in large urban areas, improving the mobility of persons without convenient access to an automobile, and reducing automobile energy consumption in a period of critical petroleum shortage. 71 Por urban arel;; the size of Denton, tint critical tran- sit need at thc~ l,re ,eni, time is to provide an 'r ,.rt ~naiuz Grrirtsp~nrtrttZ:nn ~ICc~rrir~ir+. to the private at:r:(,rnohile for a r~ t,zrf!t>l?I ,,,,t!/ n!cmfer of citizens who do not. have access to an automobile. f'or these persons, transit crin achieve a significant improvement in their way of life, coven though the impact of transit service may be very small in terms of total population. Transit User Characteristics Table 8 breaks down the urban population according to trip making characteristics and propensity toward transit service. The group most oriented toward transit are the elderly who usually have limited income and often are physically unable to drive automobiles. A large number of this group must depend , upon friends and relatives for transportation, and, as a result, probably forgo many trips which .hey would make if inexpensive transit were available. The handicapped, depending upon the nature of their infirmity, often require spelcial assistance for trip taking, and thus, are not readily served by transit. Workers without convenient access to automobiles represent a "good" transit market whArc employment is located in central areas served by transit, particularly where low wages limit income available for transportation. Retail workers, for example, usually have a high propensity for transit. The housewife in a one car family will generally pool ' her trips with another housewife who has an available automobile, or schedule her trip on days when the family car is available. 72 lllmffi~ TABLE 8 TRIP CHARACTERISTICS OF TRANSIT USERS IN THE COMMUNITY DAILY TRANSIT GROUP TRIP DESTINATIONS FRE(JJFIJ(Y PROPENSITY Elderly rnx1ical, recreation not us"illy High and shopping centers varies varies LOW kLarxlicappecl Fbrkers without auto employment centers yes median kiousewife, one car family shopping, other not usually Low Fbrkcrs with auW canPtoYment centers yes Very Low schools, lairks varies LOW Youth For this reason, this population group is not generally oriented toward transit service. Workers with access to automobiles generally do not ride transit unless automobile parking is limited. An extended period of ~kasoline shortage, however, could alter these home- work trip habits and provide a good market for transit services specially tailored for this purpose and oriented to specific employers (car pool, van pool, bus pool). • SOCIO-ECONOMIC CONDITIONS Potential transit users - at least in times of plentiful low cost gasoline - are those persons with limited income and lirnited access to automobiles who live in areas which can be r.fficiently served by the usual forms of transit. 73 Since those is no recent transit experience in Denton, census dam and other socioeconomic data collected by the city f'_anning Department must be used to delineate where these areas are in the community.i Population Growth Population in Denton has been increasing steadily as a result of favorable local and regional economic conditions. Since the 1970 census, population is estimate3 to have grown from 39,874 to 43,500. By 1980, Denton is expected to reach 55,000.2 Density Conventional forms of transit are most suited to , densely populated areas. A rule of thumb sometimes used is that a density of 4,000 persons per square mile is needed within one-quarter mile of a transit route. Pigure 18 shows the variation of population density in Denton at the present time in comparison to communities of similar size, Denton has relatively large areas of densities well suited to transit. The highest densitie are generally located along two axes-one extending from N.T.S.U. and the CBE), and the other extending from the CBD to TWU.3 IDenton, ~ A Twenty Year Comprehensive Plan, City of Denton: 1174. 2Pert,inont census: data for Denton is tabulated in Appendix D.. 3Reference can be made to population distribution map contained for a more detailed depiction. 74 l.h:GF.N17 ovor 7700 pc-n;<mro/s(i mi 5100-7700 pcrsuns/sq mi . V 6J l r . [ y l r~r _ t_- _ .sue FIGURE 181 POPUt.A7'ON DENSITY PATTERNS r'1 fV of D'nt,,n) 75 Maltifamily Housing High residential densities usually occur- as a result of multifamily housing. Transit, routes and him stops should ho desi(ined to take advantage of tA,e high popul.rt.ion concen- trations which occur in the multifamily housing areas. As in most cormaunities, the elderly in Denton tend to live in the older, centrally located neighborhoods, while the young are more often located in newer, outlying areas. There are about 2,800 persons over 65 in Denton, about half of which are located in the area shaded in Fiqure 19. Iron i. . r.. LEGEND 'Census Tracts wt th over \ 10% persons over 64. FIGURE 19: CONCENTRATION OF ELDERLY RESIDENTS (Source., 1910 Censt4s) 76 :ful,standard llatitsin 5ub:;tandard housing areas generally contain concentrations of low income persons oriented toward transit. !,s shown in Fi(fure 20, most of the substan~lard housing in Ur+r,t,on is located east and southeast of the CAD. Race There arc approximately 4,000 black r^sidents in Denton, comprising about 10 percent of the total population. According I 4i r 7 - V Vii I yl. ~ t 1. 1 I , v 4 _ r III I{ l ~ l _ LFd;EtiD /t Substandard Housing r FIGURE 20; LOCATION OF SUBSTANDARD HOUSING (^our~~~ : Ci',l 0), [rntrni) 77 I to the 1970 Census, sl% of black citizens are located in Census tract 212, locate(I as depicted in Fic;ure 2.1. Minority concen- trations arc: usually representative of areas oriented toward transit. Auto Owner hip Low auto ownership is a strong indication of transit propensity. Low auto ownership is located in the central and northeastern areas, as depicted by Figure 22. In 1970, 1162 dwelling units had no car, while an additional 5,767 units had only one car. I,F.GMD E ' m} Census Tract with 81% of Population Black t ~ ,I it kf S~~ l~r sal r1 Ii "X 1 r ^ f FIGURE 21. CONCENTRATION OF BLACK RESIDENTS (.Source : 1370 Census) 78 ~s L...~..+Uvnsus 'S'narl;; with Avoraye Aut(-) vwner::hi41 lc:;s than 1.2 Auto:, per III Ll'+tellll j lCllt 11 (1 f 32~ qo f IL FIGURE 22; AREAS OF LOW AUTO OWNERSHIP (,~ottrcre r 1.974 Ce,r; UC1 ACTIVITY CENTERS Activity centers are areas where people go to work shop, acquire medical care, indulge in recreation and other .3ocial activities. Areas of concentrated employment inclule N,T.S.U., TWUr governmental agencies, hos,,-)itais, schools, shopping centers and rinufacturing companies. At the present time, centrally located 79 retail and office (employment offers the best opportunity for transit. However, all employment concentrations should be considered as triinrait opportunities in the event of a severe . and prolonged gasoline shortage. Table 9 lists the manufacturing industries in Denton with 50 or more employees. These and other larfl(! employers should be encouraged to develop car pool incentive programs for their employees. Consideration of modifications and ex- pansion of conventional transit services would also be needed if these conditions develop. TABLE 9 MAJOR MANUFACCURERS IN DI:NTON MOORE BUSINESS FORMS (432)1 JAGOE-PUBLIC CONSTRUCTION (125) 610 West Hickory Fort Worth Drive VICTOR EQUIPMENT COMPANY (425) JOSTFN"S INC. (120) Airport Road Interstate 35 East RUSSELL-NEWMAN MFG. COMPANY (250) TRINITY INDUSTR11iS, INC. (118) Loop 288 615 ]last Sycamore Street ACME BRICK COMPANY (180) MORRISON MILLING COMPANY (110) 319 Prairie Fort Worth Drive EMCONITE (150) 01110 RUBBER COMPANY (90) interstate 35 West 2600 Stemmons Expressway BROWN & SHARPE MFG. CO. (150) DF.NTON PUB,ISHING COMPANY (90) Precision Drive 314 East Hickory M( aR1: BUSINESS FORM`; (150) TURBO Rf,F,tTGERATION COMPANY (50) X100 Interstate 35 East Denton Industrial Park , 1Numbers in parentheses refer to number of employees 80 sr,oppiny Shopping areas in Denton are concentrated in the CBD, immediately south of N.T.S.U. and at Denton (:e!nter Shopping Center. Are outlying shoppirci center has boon proposed south- east of the City. Each of the three existing r,tail centers offer good opportunities for transit. Medical Three hospitals are located in Denton: Flow Memorii' Hospital with 181 becls, is located just north of N.T.S.U.; Westgate Hospital with 130 beds and Denton Osteopathic Hof;; al w;.th 24 beds are located in Northwest Denton. These medics, centerv likely have employees oriented toward transit, as well as providing out-patient services to transit oriented residents. Medical clinics, the Post office and the Governmental Center also tend to attract trips which can be served by transit. Texas Woman's University (TWUS Enrollment has been growing at a rapid rate at TWU, increasing from 3,658 in 1.965 to 6,600 in 1773, Graduate enrollment has increased from 487 in 1965 to 2,019 in 1973. TWU is largely a self-contained campus of high and low rise buildings. Because of this, there has in the past been limited interest in establishing transit service at TWU. Nevertheless, there are opportunities for serving TWU students by providing transit connections to Denton Center 81 nq Coll tor, Ihr, (111) and N.T.S.tl, Joint .r(•,rhl mic programs bring developed hy and TWU and opportunities for joint participation in ::pocial :;ooial events would grurttly be enhanced by a tinnsit coniv,otion hot:waen the two universities. ' TRANSPORTATION The development of transit in Denton should be com- patible with existing transportation services and local and regional transportation plans. Existing public transportation services include a local taxi franchise, a Continental. Trailways bus depot and a recently organized program for the elderly. Located on a major north-south highway route (I-35)0 Denton is servzd by 15 intercity buses daily, from 6:30 A.M. 11:00 P.M. The Continental Trailways depot, located in the CBD at ?01 Elm Street, is a major foc~cl point for students going home for the weekend. Service Program for Aging Needs (SPAN) Tile Service Program for Kling Needs (SPAN) was begun in February, 1914, usi.iy local funds and f(;deral funds adminis- t-crr_d by tho c;overnc •'s Committee on Actinq. funds for thve first year of opwration amounted to $32,250 of which $4,000 each was contributed by the City of Denton and Denton County and $250 by private contributions. One of the most important services SPAN offers is free bus service. Initially, a demand-responsive ("Dial-Arhus") morle of operation was tried, but this was discontinued because of the scattered pattern of trips made. Two modes of operation 82 ,ire now providr:(1) A door-to-door service :u:heduled at least :s rlny in advance; :snrl (2) schecluled group trip! on certain days. 'Phis scrvirc, ha (frown as the eldrrly ht t_itn communil-Y h(vorm. aw,11,0 of lhc, .orvicn. In c;t•t_nIaNi-, 1974, r total of 369 persc)n-trip:, ware' !rt,T•vOd at a vohic-le tina o rate, of 4.7 x1tiraicle mi l0,1/passenger. ()nr, eight-pu5::enge~r van i r, lit 1 1 i zed at this t.imc,, ,end plans call for accluirincl in ,ul(litional vari specially equipped for physically handicapped person.. !)enton Transportation Plan The Comprehensive Plan of the ty of Denton includes a transportation plan to guide the development of all modes of transportation in Denton over ;.he next twenty years. The principal element- in the transportation plan is the continued development of the street system in Denton. An arterial grid network is proposed for area-wide, traffic im- provements. Special attention was given to enhancing pedestrian needs in the three major activity centers of Denton: • Norl0i ?'c~r7r ,Pate tlrrtverrt try ) - The pedestrian core concept included in the N.T.S.U. Master Flan was incorporated into the City's Comprehensive Plan, which will require a major shift in north-south throucilh traffic in western Denton. @ 71rx,ir Womun'? -Vnivers ty (TW'I) - The City Comprehensive Plan recognizes the desire of TWO to reduce north- south travel through the center of campus. Accordingly, Hell Avenue is to bo closed, resiilting in a loop street system around the core area of the campus. lDenton, n Twonty Ycar_.~omi)rchensiye Plan, 1974-0940 City of Denton, Texas; 1974. 83 i i i rya>itr,rl P,(rinegn V ntrfct (,'Pi) - A rn~ijor concern of the Comprehensive Plan is improving the environment and integrity of the CBf). Through traffic will be routed along the outer fringe of the core area,. making the core more pedestrian orientated. , The thoroughfare changes proposed in these three high activity centers should enhance the opportunities to serve them by transit. Special considerations for bus movement and loading should be made as these proposals are refined into detailed plans. 7'he Comprehensive Plan recognized the importance of transit, and includes a goal to "Adopt and implement a five-year capital improvement program to provide for the mass transportation needF of the community". In addition to community services, the Plan points out the need for public transportation between Denton and the Dallas-Fort worth metro area and inter-regional movements. Regional Transportation Plans Because of its sizr, and location, Denton has been ex- cluded from the intensive study areas regional ground transporta- tion studies conducted in the Dallas-Fort Worth metro area. However, the plans adopted as a result of these studies have implications for transportation in Denton. Denton will. he included in future intensive study areas. A regional tratisit system is planned to serve the metro area. included are 103 miles of separate riqhts-ofd-way specifically designated for transit usat.ie. Rxpress hurry operatinu in mixed traffic a m proposed throughout t.hc, system, one of which would operate on 1-35 betw,:en Dallas and Farmers Branch, 84 Based upon the findings of the regional transportation !,t.udy, it is likely that the developmtu nt: of crwi a Ler service h(~t.ween Denton and the metro area will be limiLel to some type Of c-onvenLional bus service. At wheat tame in Lhe future such :;r rvice might become faasible is difficult Lc, letermine at this time. In any event, this kind of service can be imple- m,rnted without large capital expenditures at such time as needed. LOCAL PRIORITIES A series of six neighborhood meetings were conducted by the City's Community Development Department (luring Fall, 1974, for the purpose of obtaining citizen participation in the local planning. These meetings provided two-way communication between city officials and local residents concerning city programs and current problems. At the conclusion of these meetings, question- naire forms were distributed so that each citizen coulu rank local priorities and submit comments on needed services.l Each citizen was asked to rank from "1" to "15" each of 15 service areas. Averages of these responses were then used I)y city officials in order to obtain an overall ranking of city concerns. Street repairs receiverl the highest ranking and was the subject most often discussed at the meeting... Transit, receiving an overall rank of 1.1 out of a field of 15, was a major concern of those attending. it, sample firm is included in Appendix A. ~ r~ "IN (I N F, h7 1 "1 F ir'r~:rt?, r; ~rlrr f'1nrlrtirrl rrrr! 'ir,l,rrr;r ?,r',j-r rl,? r'. ,I~cr~1• 'rlr 1 i f Pr,,1nl~Izny C, rrtipral LI tr'oi i,r'r?tCU t i~Orl ! r'r+rr l'Pr112 P r2'71 fQU2 ! ! i'!' r, r, 8. {~rr'F:irt;~ f,,r'n[,lcrrrs 7 l~ f7, ,i tPrl l7 ~i t4 )Elf :?rl I'1'tl i~R i.'r't. (_!'r!l,l z 7. R. ; clltaf'li.olvnrld! of 1lur1 1.2 l~. .i 1rlralk oofli!trlrrf?fort 1•~ r, clrkrrhl4:a11trnE?1t of hikC Ztrl, , ~ ,+(7>r rT tl'I~Ctf i,q r lrilr?c/nslr 11rrr~ r7P~1'tl02't !"if~l'l~ISCr4i Ntrl . ~i Tho results of tkiese meetings clearly indicates a lock of puFrlio rjm,u°oneoe of the need to establish transit as a new community service. Transit service is simply no longer a part of community life as it was in the latt, 50's when service was discontinued. The SPAN program shows, however, that public trans- portation can gain community support as its services are demon- strated. ltegardi%q the development of a community transit service, two conclusions might he made: isUn the basis of priorities placed off c>t_hrr coriurrunity iivecis and the limited availability of local funds, initial transit services sliould be limited in scale c.,xl supported to the extent possible i:ry other than local funds. aA public information program will be critically needed as initial transit improvements are made in order to gain support for further improvements and to refine initial services to best meet local needs. 66 TRANSIT ALTERNATIVES Like any planning endeavor, the development of a transit elan for the NTSC1-Denton area was teased upon a thorough examination of a broad range of alternatives for meeting existing and projected transportation needs. A review of these alternatives - which is the subject of this chapter - is important for two reasons: (1) to document the rational basis for the alternatives selected for incorporation into the recommended plan; and (2) to describe basic planning concepts which will remain valid and useful even when portions of the recommended plan must be changed to meet unforseen conditions. CAMPUS PLANNING CONCEPTS The Pedestrian Core Concept fundamental to the N.T.;.tt. Master Plan is the creation of a Pedestrian Core area free of automobile traffic. This concept would require the replacement of closo-in parkinq by outlying facilities, as indicated by Figure 23, The removAl of parking from the pedestrian core area, much of which has already been accomplished, will result in substantially increasing the distan-.e ccxcuting students will have to walk to class, The extent of this increase will, of course, depend upon the size and location of outlying parking facilities which may be constructed. If full advantage is taken of the existing narking capacity of A7 w.w Nis Ww-w~wwnrar•rrii~rl :.ur__ 1 !I 'I I I' ~.-fall .r _ f r+ ,.VIE I J 1` w'N ti. ( MIMI r z,, I 11 li._~ v aj: r ~ i+ I _ f a f`~3 t I'G y~ I I 1 LJ Lr. iA =..-fYl~I~. 0.1 ~ ~ L_JI,~1 • ll I OUO cr w ~w UP /\n`~ ~1~~I7rl sr r[1~i~r r: ~.L.r..i tr..~++~Z".. ~ memo LL. - L O A8 Fouts Field is fully utilized, the average walk distance would inrrcase from 2,000 feet to 4,500 feet. On the W.her hand, if facilities are constructed ir+unediately east of the extensive new pedestrian core area, access distances fc~; c^^m+t.crs would not be aignif icantly ir+c,reased. Parking vs. Transit ` From the standp()tr;t of ac:cessibility, p'irkin(i we>uld }deally be provided as close ag possible to t],^ center is seldom practical, however, because of the classroom area. This of the large expenditures required for close-in parking. Surface parking requires large amounts of valuable lan,while structured parY.inq requires large capital outlays for construction. An alternative to close-in parking is to utilize less ex- pensive, outlying parking facilities by providing a convenient transit shuttle service connecting the outlying facility to the classroom area. Th.'s type of shuttle service would allow affective utilization of the exist.inu Pouts Field parking and satisfy about t.hrec-fourths of the existincr commuter barking demand without ,a(Mitional parking f.acil.itien. Trade-offs can be made, for various parking-transit options ),y comparinn the cost of oongtrstctin4 new parking facilities against the. annual costs of provi.cling Ltangit shuttle service to Fouts Fielcl. i'hc annualized costs of new par}:lt+cJ fipservicettoyFouts per space, while the annual cost to provide transit Field would he about $60 i)er space. lAssuming that Fouts Field wrrc fury utilized. set, Apper,di'c F. 89 It :rh(rul(] he recognized t"at future expenditures for park- ing will irrc:lease as "free street parkinq is rorioved from the campus core area. Even if Fouts Field iy fully utilized, there . will remain a need for approximately 800 additirinal spaces, which represents an annual expenditure of $96,000. Tram vs. Bus The need for some type of transit. shuttle service between Fouts Field and the classroom area is recoarllxed in the N,T.S.U. ;Nester Plan, and it has generally been assumed that this shuttle might take the form of a tram type of service passing east-west through the center of the classroom area. Recent physical im- provements in the core area have been designed to allow implement- ing tram service along this route at some future time. Trams, usually consisting of several trailors drawn by a single tractor are frequently used in amusement parks and other activity centers where it is necessary to accommodate frequent loading/unloading, and where travel time is not an important factor. Trams usually share a travelled way with pedestrians, and the combined overall operating speed is often only 3-4 iniles per hour. Operating costs are high per vehicle-mile of operation be- cause of high labor cost involved in slow speed operation. Passo rnlor protection from the weather is poor, and traction in snow and ice is poor. Capital costs, howover, are relatively low. The low operating spceels achieved with trains which are only slif)htly greater- than a normal walk speed of ' miles per 1',our, is due to several factors: (1) the need to p- ct pedes- trians near the tram; (2) the need to protect pasien q carried in the cpen trailersr (3) the usually low 1•orsepower of the tractor unit; and (4) frequent stops associated with tram service. 90 The low oporating speed of transit usually limit trams tn direct routincls and limited distances. The less direct routing . }n(l waiting Limo associated with a tram operalAny betwr_en Fouts Field and the care area would result in l total access time by team exceeding that achieved by walking. A major disadvantage of the tram alternative is that its operation in the core area .,yould conflict with rulljor pedestrian movements - as would any other typi% of transit operation. In order' for the tram to lac r.ffective, its mover,ont: would have to t.akn priority over conflicting pedestrian movement. Thus, the tram alternative is to some extent inconsistant with the pedestrian core concept. Finally, a tram system operating between Fouts Field and the classroom area would be restricted to operation off-street. Since Avenuer E is planned to replace Avenue C as the major north- south thoroughfar, in the N.T.S.U. area, it might not be feasable for the tram system to penetrate the routs Field parking area. Because of these major disadvantages for serving effectively, outlying parking areas, it is concluded that a tram system would not be desirable as a basic transit alternative for the N.T.S.U. campus, although a limited role might be found for specific needs. ~artment 5huttl e` Over 1800 students walk from off-campus housing to the campus each day. Considering the general pattern of off-campus housing2 , most of these trips are probably clustered in apartment lE'or a cor^p3rison of a e_,t; times by tram, bus and calking, so:e Appendix R• <,ee t'i~q~3re 1, P~igr lEi, 91 complexes near the campus and involve distances of one-quarter to one-half mile. Transit service properly designed could provide an attrac- tiv economical alternative to walkinq. An ,apartment shuttle bus operating at 15-20 minute headways could serve about 375 students per day at a semester cost of $9.30 per student. This amounts to .about 11C per day per student for fast, convenient, all weather transportation to the center of the campus.I At the present time approximately half of the automobiles parked on campus (red-decal or unregulated street parking) are those of students living of:-campus in Denton. Ultimately, as housing patterns change and parking on campus becomes more difficult and/or expensive, many of these students would also choose to use an apartment shuttle service. Thus, apartment shuttle services offer promise for red-acing auto traffic and park- ing problems in addition to improving mobility for a large number , of students. Basic Service Concept A basic bus service concept, illustrated in Figure 24, is intended to nerve major transit needs within the overa'1 frame- work of the N.T,S.U. Master Plan: • ,1 7'. ern r r ; >r Coi,c would he restricted to pedestrian traffic only. sThe major focal point for bus service -would be the Er r OOVC i:1Is,,i, located on the cast side of the pedestrian core. • 1'~rrz n,~ ;.1; , t 1,, h;~r•an would oporate on frequent head- ways hel.ween Pouts Field and a point on the perimeter of the pedestrian core close to the center of the classroom core area. lI it,o nF pelidix V 92 } FI V) o W r o ,I Ij it ~`~j t { ~ i z to I ti Q La f l w z . I ,.~._JL LLJ 04 11 i W w i LL_ !n a all 04 a F F? w „ 93 •(~fi?^!°-(Il j7 !'~r. C):! area•j would likoly }jo I,rnvlded at convetrient vralkiwi distances east arjd northeast- of the clar;sroon ,:rrra, thu,; not requiring parking shtrtt Ir. ;;rrvico. •aprr' r,l 1, wrnrld r.ircu;atr through apart- meraL rc,mplcxes and connect, to a ncar},y ;,crint on the perimeter of the pedestrian core area or to a one-way loop route arounrt the pedestrian core arc+a. • Tc ~,i' :"r,',;;•r! ? c r apartment and t)~iz king shuttle buses would be muted to : ervr> i n t crln„ l r r{pc on campus (class-class trips aril dormitory-class trips). Thepe routes would generally conform to a one-way pedestrian loop route imposed by the one-way streets; framing the pedestrian core area. .Generally, parking-class and internal trips would be served on a continuous and frequent basis, with maximum headways of 5-7 minute, between buses. Apartment-class trips would be served ors a fixed schedule basis, on headways of. 15-20 minutes during peak periods. TRANSIT SERVICE. REQUIREMENTS FOR NiT,S,U, ' Transit Demand Potentiai For purposes of scaling transit improvements, it is help- ful to estimate the potential ridership which might be attracted under conditions of maximum transit service. Ridership potentials are shown in Ibble 10 for basic sorvicF categories. Estimates are based upon the porcen.: cl trips which could t;e attracted to n transit system which would provides a high quality of service (mimimum waiting times and access (listances} and the bus service concept previously described. r For a parking shuttle service, .-a reasonable assumption would be that 904, of all walk trips from Fouts Field would utilize transit. If Fouts Field were fully utilized, approximately 3,800 daily transit trips would be generated. 94 TABLE 10: POTFPITIAL DEMAND FOR TRAW,I T NUMBYR oil 'mIPS/,f 1'l,l?CEi1T TRANSIT TRIP TYPE STl1DFNTS DAY TRANSIT TRIPS 1. Fouls Field-C1,19S 2,!201 4,240 902 3,800 2. Apartment-Class 1,8302 31660 072 21450 3. Dormitory-Class 201903 6,570 198 1,260 4. Class-Cli.ss 14,800 - - 11000 8,510 11984 spaces fully utilized with no turnover; occupancy = 1.07• students living off campus in flenton who access the caripus by walking. 35tudents living in dermit ries who access the classrccm area by waU.Ing. 4'I'hrec, trips per clay assumed for each dormitory -;tudent other- wise two trips per day per student. 95 I I Al proximately 1,830 students walk to from nff- (.;Irnl)lIs lii,ucill rt, Most of bthr)ln liv;, in the ~al,,jII' nI cntnl)lr,xes w!iich Ar,' Iiistl'rc(1 .1rJlln(1 t.Ii F' c;imptI~'(~(?r,' ll'I~IIr Hari!? 19). if lii(Ih I111,1I1t'i 1)!1!; !~c2T'vic[l6 '.,r,To i)fl)Vld('~I II. ll,r•;{4 nrr'n I~er}l.aps t_wn--tIt ir(I~; r) f t11cr,1! t ri1)5 ITIi l_e} tc transit, or 2 ,450 t r i p!; 1)rr Tay. Fxcr!1) t for Lhe West Porrnitory, dormiI r)? ios. on (,Ar-pus are located within convenlenL walking distancr!r: of the class- room core area. A potential transit demand 1,260 dormitory- class trips per clay is estimated, which repro ants about 198 of all such trips. Approximately 85% of all classes take place in the classroom core area located on the east side of the campus.1 Maximum walking times between classes in this core area vary from about three (3) minutes in the east-west direction to about eight (8) minutes in the north-south di.recLion. Regard- less of the type, location or quality of transit service pro- vided, few of these trips could be effectively rprved by transit. For the bus service concept previ.ously described, perhaps a number of one-way trips from the Auditorium area to the Wooten Building would he served. The greatest potential for class-class service would appear to be for travel to and from the men's gym area. Bus Service Related to Demand The number of huses required to meet those potential demands can be estimated fcr each type of trip z As indicated See Figure 2, page 17. 2 See Appendix A. 96 TABLE 11: NUMBER OF BUSES NEEDED FOR POTENTIAL DEMANDS NUMBER Of f:E C(14'PF D BUSES FOR Nll14BER OF 1RlP 1YPE T NS1T (RIPS POTENHAL DIPM) EtUSFS --3800 6.3 3 Fouls f is 1 !-CI~1S 3 ?200 3.7 3 1260 2.0 0 1)oimlitory-C1atiti 1000 1.7 0 Class-Class 8200 13.7 6 by Table 111 13 buses would be required for "maximum" demand. Bus Service Related to Revenu~as The Level of service provided by transit- at N.T.S.U. must tie balanced a(jainst th(- availat)ility Of revenues to cover buy operating co.,ts. At Lh(: Ipresent. time, rod decal parking 1+crrii sales an.rntnt to aI)proximatoIy $46,000 per year -lr'f! special 1 shuttle bus pa:;srs amount to approximately $1,100 campus, ar.' combined terms of the total number of students enrolled on sales amount to about $1.60 per student pee semester. - 1For the Fall, 1974, 3,600 red de--al passes at $6.00 each and 200 shuttle bus passes at $3.0~ each were sold. 97 The annual cost to operate a shuttle hus is approximately S 8,000 i1sinc; this kinit cost, operating costs (:an be estimated in terms of annual costs to the University and r,n a per student I>a {s: ' Fl R>t t(t1 r .,1t .'1• ilj,," i 117 h~~~; t'! rr .r t'•j, 0(7 r') i r i 7 000 ° .J~! An eight (8) bus fleet which was selected as a basis for planning the short-range Transit Improvement Program, would thus require revei.ues corresponding to an average fee of about $ 5.40 per student per ~~mester. N,T,S*U, BUS ROUTE ALTERNATIVES Transit Generators Transit routes should be designed to maximize service to areas which have the greatest need for service. Major gen- erators of transit trips on and near campus are identified in Figure 25and discussed below: 1, lciarr:or, -!crc rrrrfr - This area should be the primary focus of the transit system since approximately 85% of all classes now occur in this area. 2, 'lptii)'re'it! ~lnter This is a major student assembly point on campus, particularly in the afternoon hours. Also, special conferences will be held in this building from time to time. 98 µJ ` J 4 r r i ' l: .L X77--- r l Il-- ~ C IA tP w J L_--~- _ L o i a r-T w u a ur4 i».Mµx ii to o s4 0 .,4 y a~(~~szw fro o- cn I 4j a g~ ~y Oa_ z L~ O 14 J acne tlf Y - .vt a8 , E1 ` z - - ~ W ! (l A 3 o - O A r ~~.f~ 4 der 1 ,1"~a ) 1, A` 7 G ti E to to _ C f3 ~4 E' r~ u 04 O rP U u r f.4 •40 r1 N r' w v 6 c, a s sz, _ a a q to a II 1 q F' r. 14 F1 ID tA j / i' 14 ` N N f l ro fn a U 1 Lam- ~ \ 0 99 3. Library - Another point of concentration of students, particularly in the afternoon and evening hours. 4. Phy iaal. F.,li,~!;f,inrt ciripler - Sincr almost half of all undergrarlua;e students are onre.11r-d in P.E. classes, and since most of these will he r.ah~ lined in the neo7 P.F. complex, this huilding will i,r• o major student concentration point. Transit shrrild attract many of the grips to the P.E. complex frr,rr, th(- classroom core area, an averacje distance of aboait 2,200 feet. 5. 6'oute Fiebi Located an average of 3,400 feet from the classroom core area, almost all students parking in this area would ride transit to and from classes. 6. Fast Parking Area - Students parking in this area would need to walk an average distance of about 800 feet to the classroom corms, area. Few would ride transit, if. provided. 7. Northwest Parking Area - Located about 3,300 feet west of the classroom core area, only a few students parking in this area could be expected to ride transit. However, bus routes connecting to the north end of the classroom core area should be designed to serve this lot. 8. West Ibrmitory - Approximately 200 students reside in this dormitory. Located 2,100 feet west of the classroom core area, this dormitory represents a major opportunity for transit service. 4. &..1aple Street Ibrmitories - Approximately 1,500 students in Clark Ball, Maple Street Hall and Crumley Hall. Due to the one-way operation of Maple Street, transit service would primarily serve trips to the classroom area. 10. Ifighlatirl Iormi tori:ee - Approximately 170 students reside in Kendall Ifall, while Crumley Hall is tempo- racily being used as a student center. Transit would provide one-way service from these huildings to the P.E. complex. 11. Northoest Apartment Area - Located 800-3,000 feet from the classroom core area, approximately 1,200 students reside in this area. Because of this con- centration of students and distance from the class- room area, this apartment area offers the most potential for transit service. 100 1 vi I,ocated 800",200 feet from the classroom core area, approximately 600 Kt.udents reside in this apartment area. - T,ocat_(-i (,r)0-2,600 feet from the classroom r_*oro ,area, appr r~x iinately 350 students rrsi,'e in this; tree. 14. Fr:" ; zrr,e>:t. r•,z - Located 1,000-2,800 feet from the classroom core area, approxima+r:ly 250 students live in this area. 15. tloutl:c~~~s~. Ajr~rr~i~rr;t Arica - Locate00-2,800Ofeet from the classroom core area, approxim Y students live in this area. The University city apartments, located in this area, I:rovide bus shuttle service to the campus. This area considered to be third priority for bus service. 16. West Apartment Arec - Located 1,000 to ,204 feet from the classroom core area, approximately 300 students live in this area. Headway Requirements Ileadways for parking shuttle service should not exceed 5-7 minutes; shuttle service to apartment areas should operate on schedules providing 15-20 minute headways. These operating standards can be used to determine the number of buses required and for evaluating alternative bus routes. Parking Shuttle Shuttle service hetween Fouts Field an-I the classroom core area could follo%a either of two routes shown in Figure 26, one connecting to the north side of the classroom area (Route A) and the other connecting to the Student Center (Route B). Advan- tages of Route A include its shorter travel times and its service to the West Dormitory. Advantages of Route B include its providing service closer to the center of the classroom area; convenient 101 v I ! .f i I Ili I b LLJ 7 O LL) 1 II Il • li 1r L ) I cif .r ~V Q V) rl ILL `J r ~ I I, 11 Of 11 f) 44 !L I I I 102 :service to the Student Center, a major point of student concentra- tion a):d service to the clormitorics on the soutb side of the Campus. Either route crould require a mimimum of two (2) buses maintain acceptable headways. Route C represents a v,irialion of Rou R. Travel time ,)long C would he 104 lass than ,alon(l 11. Howevor, Route C w0111d not serve as well all 1x)ints in thir classioor c(~rc- area, the Student Center or t.h<, dormitories. For a parking shuttle of four buses, both Routes A and C might: be util;end. For the early phases of the transit program, Route A would seem the most desirable, primarily because of. its service to the West Dormitory. For ultimate development, however, Houte B would appear to Le more desirable. Campus Loop Service Apartment shuttle bus could connect to a single point on campus or to a collector-distributor loop around the campus. Since 15 minutes would he required for a bus to travel around the loop route, connecting an apartment shuttle bus to the campus loop would increase route travel times from 15-20 minutes to 25-30 minutes. This would mean: .reduced capacity to serve apartment riders. • excessive headwa,ys for apartment servir.r (25-30 minutes) . .excessive headways for class-class trips (8-10 minutes). These disadvantages of the collector-distributor loop should be balanced against its advantages, which include: .Service to all of the campus for apartment riders. 103 Service between all points on campus for class-class trips. .Service to all students on campus. •A ~*ompIot c,rl inf orcrlrinoctrd tranr;it sy. f c-ru, It should ho rnotrd t turf only l imit f,cl r,rrvice would be provided by a collector-di.fr itutor loop for cla:, -class move- ments. This is duo to three factors related to the overall layout of the campus: .The one-way street system imposes a one-way circulation of buses in the loop. .Trips in the opposite direction to the bus flow are poorly served by the loop system. .The loop would be elongated in the east-west direction, resultinq in longer travel times in the north-south . direction - the principal direction for class-class trips. The primary trade-offs would appear to he improved service and increased capacity for apartment service which is achieved without the loop, as opposed by the improved class-class service provided by the loop. Viewed in this light, it would seem pre- ferable to maximize the apartment shuttle service, particularly in the early phases of the transit improvement pr.~gram. A campus loop r,ervice might be tested, however, at a later stage after fully developing other services. ,1Eartment Shuttle itoutes Apartment shuttle, route, were selected to serve the three apartmr:rt. areas previously identified as having tho greatest potential for transit: (1) the Northwest Apartment area, (2) the North Apartment area, and (3) the Southeast Apartment area. 104 In order to minimize travel tiraes for these perimeter the buses, Campus termini should be located on the Classroom core .v ca necirest- the apartments being served. 1'or the t!orthwest ;1111 North Apartment routes this; point would be the inter srctiun of Ptrr ihol ry 111(1 Avenue 11; roz t h ' J\p,,JrtmP1A route, the tcrminius would be the ;;tt'do- t Center. Route Combination Routes can be combined to extend coverage at the expense of service frequency. it may be that there is some demand for apartment shuttle service to a given area, but only enough to justify hourly headways. These demands might be satisfied by combining the neead bus shuttle service with another bus shuttle route or a "community service" route. Generally, three typical apartment shuttle routes might be served by one bus while maintaining hourly headways on each (this kind of route combination is also suitable for maintaining apartment shuttle service during off-peak periods). Similarly, a bus shuttle route might be combined with a community service route tr provide hourly headways on each. various route combinationE+ might be tested as transit service becomes better established and as demands for additional service become better defined, however, minimum service standards should not be sacrificed in efforts to maximize transit sy^`°m efficiency. 105 HARDWARE AND FACILITY ALTERNATIVES Rue, purchases and the construction of '.Upportirkg facilities are major (-apitaI items to bey exl10 I1ed in the ;()r,sidoration of transit allernatives. :iome of thca(- altern.1t.174;: and opportunities for obtaining federal funds for capital expendit.ures are discussed h(, lo%q . School Bus The school bus offers relatively high capacity at low cost. It does have shorter useful life than other transit vehicle:;, and is at the low end of the scale in passenger com- fort and in appearance. School buses can be equipped with transit-type doors and transit-type seating at added cost. School bus prices are in the $12-18,000 range. Transit Bus Transit buses are available: in nominal 33,95 and 53 passen- ger sizes. They offer relatively long life and service dependabil- ity. Prices are in the $98-58,000 range. Small Bus The "minibus" with seating capacity of 20-25 passengers is, in size, an aesthetically acceptable vehicle in a campus environment. It has limited ability to accommodate peak load requirements. (Since driver labor is the principal component of operating costs, operating an increased numhpi- of the small , vehicles is often not feasible). Costs of small buses vary greatly, but are generally in the $25-35,QC0 range. 106 Small Articulated Bus and Bus-Trains At least one small bus manufacturer offr:rs a stretched "minibus" with articulated (jointed) construc+.ir,r, and a seating capacity of 50-60. The same manufacturer offr-rn bus trailers Which might comprise a bus-train, seating 40-70. Such vehicle combination could in many respects resemble the lie}ht tram, but would have thrl aciva ntagc of being able to operate on streets at normal speeds. Ili-ices of the expanrled vehicles ":ould be in the $35-55,000 range each. Vehicle Lif` A factor in the cost of transit vehicles is anticipated vehicle life. Schcol buses are generally consi.der,,j to have an 8 year life, small buses a life in 10-12 year range, and transit buses a ife of 12-15 years. • sus stomas The development of sheltered benches and waiting areas at major loading points is essential to a transit system. They should he developed with an architectural style that is appropriate to their surroundings. Where possible, shelters should be con- structed as a component of campus building projects. Transit shelters with transparent walls should be in- stalled at stops not otherwise receiving special treatment. Such shelters of standard design are in the $1,500-2,500 range. Each bus stop should be marked by an attractive, easily recognizable sign. Displays showing bus routes and schedules should be included at each major loading point. I r,i "1 Maintenance Facilities Since the N.T.S.U. campus will be the w.&jur total point of the N.T.S.U.-nenton transit system, bus maintenance aril storage would desirably ho located in the campus area. l'his facility should be designed to augment the existing N.T.5.U. vehicla maintenance facility by providing overnight storage and routine cleaning and maintenance for all buses. Federal Participation in Capital Funding The high cost of transit vehicles makes it imperative that explored. in general, the the potential for Federal assistance be exi Capital Grant Program (Federal share 808) is designed generally to support community transit programs. Buses used for campus transportation have been financed through some of the grants awarded to date, usually as part of a community's overall program. A joint Denton-N.T.S.U. program is discussed in the next section. Federal Demonstration. I`r<,grams Such programs are designed to test new ideas. There are budget and time limits to the demonstration period, with Federal participation (75-908) covering both capital and operating costs. If the program is to be continued after the demonstration has ended, the opportunity to purchase equipment at salvage value usually exists. Ftisnding for demonstrations is very limited. Pursual of a Demonstration Grant is rot recommended. COMMUNITY SERVICE The primary rioal of transit service in a city the size I of Denton is usually to improve the mobility of those in the community who do not have convenient access to an automobile. 10 £s 'he aged, the youth, the working housewife in a one car family, and others. In examining alternatives for establishing transit t;ervice to meet these needs, attention must be fr,cused upon identifying travel patterns which can be served by transit within the financial constraints of the community. Activity Centers Activity centers in Denton are shown in Figure 27 and discussed below. 1. N.T.S.7. Campus - By far the largest generator of travel in the Dentr:n area, a community transit service should also serve the N.T.S.U. campus. 2. Denton CD P - contains the U. S. Post Office, Municipal Building, City Library, County Courthouse, shopping, professional offices, and recreational facilities. 3. TN'l Campus 4. Denton Center Shopping Cantrr - Denton's largest shopping center at the present time; provides retail employment and shopping. 5. Lvt.+-i>tcoma residential area 6. Loan-tort ,^~trltz:far~i.l?t housing - contains approximately 250 N.T.S.U. students. Route Alternatives In order to avoid prohibitive op.rating costs, routes for a fixed route/i xed schedule bus system must necessarily be limited. Therefore, transit routes in Denton should be designed to interconnect major activity centers which are centrally located. 109 i - ~(r~~ ` f, n.~1a it r s r]_ ( ~ II I r., ir /rr r . _ rL I'JJ T i~ l r. ] , ]1., ljia _Jt I Denton center r Shopping Center r r ~,I l J ~I p is R r, ~~r ~it•uJi~ .r i I Z 'v~ l a 1L..1 ~ S', I 1 i I~ flr r ~ ~ 5~s I Ij (I' Flow General Irlospitll L 1, e4.#,7 W4 Mu nicipul~Cc:ltcr I hl"1 . .V 1'F I~, i11. ~ (Cr"rL ~lff 1CQ [''e :a r i 9(ri 1 ' ~jll~~ .1 III _I MK C~,'p4~ .W-W / I l ' L~ r 'I` 1 t I ~ y II LC,'N lnr,JmC I~l• n tl r I I~ 1I~~ ~ II I sM:'i$v 1. yeSYi~a(i~.'„ Ir 1r 1 ll• ~:~,Ir I • ` t L~' '1 11 1 I'~ S I h Ir /;I ,ReS.'ir! l Area Central BusinessLOW Cost District - 1 Apartments , r ,1 . JI, nte~1~ j ~ .ll 1 11~ ~ rl ] r 1 n ri n u 1f lf•, iy I FIGURE 27: MAJOR AC.TIVI1'Y CENTERS IN DENTON For satisfactory service, headways should be i:r the 20-60 minute range. Thr, most obvious single route would interconnect N.T.S.U., the CBD, TVAJ and Denton Center Shopping Center shown in Fiqure 28. An initial route, which would provide headways of 20 minutes, miqht operate between N.T.S.U. and the C130. Later, an addit'onal bus could be provided in order to serve the full route and still maintain herssways. Limited service might even I)o provided over the full route with only one bus, if for example, the need for a N.T.S.U.-TW route develops more rapidly than is anticipated. 110 3, L IL ry~ I Y•vM h r / III 'i lI I II Ilrr•s• Min lon CC[ltPC J, r 11 1 .4~ a.ourtr ilt f~~Ir ~IT_ ll IN .11.'1.'1. .!"'7•Il e+j,'~.: iI ...,V. I .I .III Ell Will ,r 1 J u • ll ~1I ~'f Y'5 ' 11111'rI 1.~ ,r z jj q.q/ YI I hu Y•r. !I y IN I tr»onl Apartment 1 1 lr J ~I Shuttle 1 11~ Ir • _i1I rf I ~LY L -~J~ r 1. R•I-1 I 1`1`1 `l ' Fast Denton x II l) „ CSD J s If - r,•, i tr- CC I - ~l _ •II awe. ~l'~I. l , NISU JI•. .an.. r. ~ ' 4f J ~ ,ff1~1vrt~r ' f ~ ~ ' cl grcr. l[ l ~1 lI ;I r jl !'I~ Cc w 1 :01 All n bid ~ ,L . I eo~ ~C IL 1' I~ I ~ I Ii. _1 l 1Il I1' _ ] I~ I 11 t1 1l Il JL .J` l Yl J 4I Warr Jf ✓~~ri qlvm A, ILI, FIGURE 28: COMMUNITY TRANSIT ROUTE ALTERNATIVES 111 An additional route serving the low-incom,~ area east of the CDD might become desirable at a future time particularly with continued apartment construction in the ;ii,-a. This route might interconnect N.T.S,17.0 the C13D and the low income apartment, lociite(i on the east. If served exclusively 1s7 r)nn bus, 30 minute headways could be provided along the route. Or it bus -ould be j deviated from the N.T.S.U.-CBD-Denton Center route to provide 60 minute headways on both routes. Other opportunities might be explored, ouch as combining it "community service" route with a N.T.S.U.-apartment shuttle route. Thus, one bus might serve both the N,T.S.U.-M-Denton Center route and an apartment shuttle route while maintaining hourly headways for each. Cost Considerations It is now generally accepted, particularly in smaller communities, that revenues from transit can only support a portion of the total cost for providing such service. The annual operating cost per bus in community service should range from $16,000-19,000. Of this amount, perhaps $12,000 or so woule have to be covered by city revenues, depending upon the number of riders servr_d and fare structure selected. There is, of course, a great deal of uncertainty in attempting to estimate the number of riders which will be attracted to the community transit service, since there is no recent history of such service to drag lipon. And, it ahould be recognized that the number of riders using the service will depend as much on the promotion and local support for the service as from the actual service rendered, Also, a major portion of ridership might consist of N.T.S.U. and TWU students. 112 Nevertheless, a minimum step toward implementing transit service should he made consistant with the aspirations and financial ahilities of the community. Such a r,inimum step might • Tie a one bus service. For one bus "community" service, the, b.ri route might. be limited to connecting the N.T.S.U. camp,>s to *ho CBI); Post offi,u and Municipal Center. Later as rider,.hip increases and interest develops this route could be exte, clerl and an additional bun acquired serving `IW and the Denton Cents t'+,oppinq Center. C'rjordination with SPAN As now operated, SPAN provides or.igir, to destination movement on a pre-arranged schedule anywhere in Denton. There ifs every indication that this program will continue to expand to the point where origin-to-destination movement cannot be practically provided for all trips. As this situation develops, the Denton-N.T.S.U. Transit System can provide major support to the SPAN program in several way;: .By directly ser✓ing trips with origins and destinations within close proximity of City-N.T.S.U, routes (for those without infirmities). • fly provirlinq trunkline s,!rvice to activity centers. SPAP1 veYiicle; wovlr3 }>rovicte feeder hli~s ^r.rvice hetween residences and bus stops along the Denton-N.T.S.U. routes for these trips. *By additional buses being made available for special SPAN programs, such as the variable route progra! described below. Special Neighborhood Serviced Because of the concentration of campus activity in the 113 morning hours, toveral buses required for campus service would be available for afternoon services which provide a high level of specialized service to particular user rirouljr, vhose mobility noods cannot be ,;atisfactorily met by regular route service. , I'li,•se groups inc 1, rir• the elderly, the youn(I, r lie h•-Indicapped and others who do not have adequate access tr, employment, shopping canters, medical and educational. facilities. As in the case of regular route service, U ese special afternoon services are not intended to be restricted to any one group, but should he available to all Denton residents, However, reduced fares and/or special passes for some groups, such as the elderly, should be considered. One type of special afternoon service would provide direct access to shopping centers, medical facilities and other major activity centers within the community. Operating on a fixed route, buses would pick up passengers on loop runs within lcsidnated neighborhoods. This "front door" service would be operated on a rotating neighborhood basis, perhaps with each neighborhood being served once or twice weekly. Buses would typically provide 45-60 minute headways. other scheduled Special Services in addition to neighborhood oriented services, specially tailored programs could be provided on weekly or monthly schedules to serve participants in programs of public or quasi-public agencies - educational, recreational, rehabilitative, etc. These services usually require organizational and promotional activity, nni are primarily aimed at fulfilling needs that could not other- wise be satisfied. 114 Nonscheduled Special Services In certain instances, a public agency or organization might itself arranqe a special trip as part. of its own program, and require only that the public transit agency provide the vehicle and driver. This type of "charter" service might he used for: i • special conferences held at the Unive.•F;ity campus. •servi,;e between TWO and N.T.S.U. for cultural and recreational evening events. *special class field trips. i Subscription Services Subscription (or ",spool") services can be provided as an adjunct to regular transit services. An example of this type of service would be peak hour bus service, usually supported by fixed monthly subscriptions connecting a large residential area to a large employment center located some distance away. Since this type of service can approach door to door convenience, it often is an attractive transportation mode for employees who would otherwise drive to work. 7n some cases, the driver of the bus is a regular employee of the employment center being served.. A major disadvantage of this type: of service is that it requires a bus that is used only a couple of hours per clay during periods of peak bus usage. Because of Denton's size and employment characteristics, this typa of service does not appear to be needed at this time. 115 commuter Services commuter services like subscription services are offered on a broader basis. F'xpress services are offered from outlying residential areas to major employment centers {niit.h as the Dallas CPI). Residential collection/distribution might be accomplished by offering flexible neighborhood r~~ute service or park/ride service at major outlying activity centers. Some type of commuter service, such aE, park/ride service from Denton to Downtown Dallas, may become feasable at some future time, particularly in the ;,vent- of a prolonged gasoline shortage. Vanpool and Carpool Services ror the size and employment characteristics of Denton, vanpool and carpool services offer real potential for work trip consolidation. This type of service must be employer oriented ' and should to the extent possible be supported and promoted by individual employers. The city's role should be one of information dissemination and assistance. These kinds of transit services would in no way compete with or substitute for the services recommended In the Transit Development Plan. In view of announced objectives of the federal government to substantially reduce gasoline consumption in the United States over the next five to ten years, the City of Denton should give consideration to implementing some type of carpool/ vanpool program in the near future. Taxi Coordination Taxi service is a type of public transportation which provides a high level of service for certain types of trips not generally served by other transit services. 116 In its conventional mode of operation, taxi provides door-to-door service on an as-requested basis. Because of the high operating costs and limited patronage of this kind of service, user costs are relatively high. A "cooperative taxi" p.-ogram Can he developed, however, which can provide (loos-to-door transportation for thoFe residents who, because of location, physical handicap or economic circum- stances, cannot effectively use conventional taxi or transit services. While the details of such a program can t)e varied to meet local needs, cooperative taxi usually incorporates the following features: •:3haring of rides by passengers. •operation limiterl to specific hours of otherwise low taxi dem&nd. •usually limited, at least initially to selected user groups, e.q., the elderly and handicapped. *reductions from normal fares charged in the range of 10-258. •a matching payment by the community in the range of 15--308 of normal taxi fare, resulting in an overall reduction in the range of 25-50% to the user. @establishment of an easily understood schedule of re- duced fares. ,establishment of accounting and control procedures for payments by the community to the transit operator. The SPAN program currently provides transit services of the cooperative taxi type, limited to the elderly in the community. A cooperative taxi service operating on an expanded scale might be considered after other special transit services have been tested. In any event, a cooperative taxi program would have to 117 be carefully developed to avoid duplicating or competing with other public transportation services. ORGA14IZATIONAL AND FINANCING ALTERNATIVES The development of a joint operation would have a number of advantages over thv development of independvnt programs. For N.T.F.U., a joint program offers potential eli!rihility for federal participation in capital funding; for the City, a joint program would make available to its residents the entire network of services in the university area. And, of course, a joint program would allow efficiencies in administration and operation of transit services. The basic organizational alternatives relate to system . ownership and operation. In order to take advantage of federal , capital funds, row vehicles and facilities would require city ownership. Operation of the transit system, however, could be the responsibility of the university under contract to the city. A Transit commission with representation from both the City and N.T.S.U., would be required to fo.•mulate new policies and guide the development of the joint transit program and to coordinate this program with the SPAN program. Financing An equitable division of responsibility for financinq the improvement and operation of the joint program would seem to be for N.T.S.U. to assume responsibility for all coats re- lated to campus oriented services and a portion of the costs 118 associated with the N.T.S.U.-CDD-TWU route, to the extent this route would serve student travel needs. The'cit.y would thus be responsible for a portion of costs associated of the N.T.S.U.- CBD-TWU route. User Fees N.T.S.U.'s share of the capital and operating costs of the joint transit program can be financed from the sale of par- ing permits, special passes, fares, universal student fees and other sources. Experience of other campus transit systems strongly suggests against imposing direct charges against transit users. While it may be necessary to rely on revenues from parking permit and bus pass sales to finance the early phases of the Transit Improvement Program, some kind of universal student fee should ultimately be utilized. N,T,S,U, PARKING POLICIES The adoption of comprehensive parking policies sealing with the removal of on-street parking in the campus core area will be essential to the implementation of the N.T.S.U. Master Plan and the recoi=n nded Transit Improvement Plan, ffowever, on- street parking should not he eliminated without due consideration to related economic, convenience and other factors. Transit should be viewed primarily as a means for solving existing park- ing problems, rather t!,an an end in itself.. Policies should be developed to determine when and where on-street parking will be eliminated, and where and when red decal parking lots are to be constructed. The following Priorities for rerioving on-street parking are suggested where 114 climinaticn is needed to: 1. Provide +;f.tci- for t:<u~cpus redevelopf,wiji projects. 2. Eliminate, r1;tu,ferous pociv,;trian-ri,ir t-,,nflicts :n areas I:ir1h peel tri• n 'Ictivi 3. 1'ac111taic th,' :novE°;ncni c:c' lnn~lir,-I/~~nln<tdinq Qf N.T.F. hllsF.s. 4. luiprove the'' C)p-P ,It ion ci;Y ';af" l,y );;Ific fl,ws, 5. •1'o faciIit i(' lc,adi"'I ,1 11111Mif ir,l 1r,,, autcm(~hile9 at desiclnated point:;. G. E1imiI,it,• 1,1oc,kinc} of private •lv : similar nuisance-; to ahuttinq property nwnr~r:a. (Modifications to pnr•kiny along 11,ipln StrcPt, fr)r r~x,rrnplc, wilt be rrquirrd prior to implementing 'J,crkirv1 shuttle servico on t h i , r,trert.) The improvement of the parking-class shuttle service and tho construction of new red decal parking lots should be coordin- at- I with each other and with the eliminatfor. ,f on-street parkiny. ' While it is likely that large surface parkirnl lots will eventually oe constructed close-in to the classroom area, it. would seem desirable tr> delay these improvements until after, the Fc,ICS Field shtittlr s: t.em h,is been operate,l at a scale suf°iciert to dr_ter- ine the role for thi service in meeting future fizrking needs. STA()ING AND IMPLEMENTATION GUIDELINES Priorities for Iti,lelnentat ion The development of trai,sit service on the N.T.S.U. campus -ind in the surrounding corrununlty must oct,ur inn series of steps beginning with the existinq Fouts Field shuttle. These steps should be sequenced to improve existing services and add new ones consistant with certain priorities: 1. Continue to improve the Fouts Field narking-eliss shuttle. 2. Develop .apartment shuttle service connecting the N.T.S.U. campus with the surrounding apartments. 120 3. Add "community svl.vice" route(s) ?ess oriented to N.T.S.U., extending from the N.T.S.U. campus and connectinq to major activity centers. 4. Improve service provided dormitory-class and class-class; trips, as conditions indicate. In developing new services or extendinq existing services, it is important not to sacrifice the quality of service along enisting routes. Ste+ying The staging of improvements included in the Transit Tmprovement Program is logically divided into three periods. The first phase would include the time period required to acquire buses under federal assistance programs (1~-2 years). Several important acti,,ns can be taken during this interim period. *11.T.S.U. and the City of Denton can work together to establish the necessary organizational structure needed for a joint university-city transit program. •N.T.S.U. can acquire an additional school bus for an initial apartment shuttle route. This initial experience can he used to develop a "model" for additional apart- ment shuttle services to be added later. •N,T.S.U. should continue to improve service along the, Fouts Field Shuttle route, for Pouts NoM parkers and other riders. *N.T.S.U. should monitor the impacts of parking removal actions In the campus core area, and refine policies which will coordinate parking and transit development. •N.T,S.U. should evaluate various alternatives for financing campus transit services, including the use of a universal fee. Financial support from most or all of the students on campus will be necessary to the provision of an ade- quate and effective transit system. GThe City of Denton should establish the necessary financing to support community transit services, seek federal operating assistance funding, and generally promote public awaremess and support for the Transit Tmprovement Program. 121 The second and third phases of the Tranf)purtation Improvement Program itnticipate major transit nE.-rvice expansions assisted by federal capita'. grants. Phase 2 wnild afford the operation of a joint transit program at a scnlr- needed to test the potential demand for tranF.it. As a result of this experience, services should he refined and Phai-a! 3 improvements revised as indicated. Developing Parking Shuttle Service The demand for shuttle service to Fouts Field will increase as rapidly and to the extent that parking is removed from the core area of the campus. The following guidelines are suggested for scaling shuttle bus service to parking demand at Fouts Field: PARKING DEMAND NUMYER AND TYPE (spaces utilized) OF BUSES 200`z-450 2 nahovl buses 450-600 trnn,sit-type busea 600-1000 3 tr'an02:t-tape huse,~ 1000-1500 4 transit type buees 1503-2000r 5 traneit-type bucea Notes: a. z - ie t.ing b. Caprzofty Each bus in parkinq shuttle service should be able to serve 250-400 spaces, depending on the level of service desired. As parking becomes less convenient in the central area of the campus, higher capacities can be achieved. Additional riders boarding at other stops of the Fouts Field Shuttle must also be considered in estimating transit requirements. However, the percentage, of riders boarding at other than Fouts Field can be expecterl to decline as parking demand increases at Fouts Field. 122 I I I'1.111 size (50 passenger) transit bus should be utilized fur thr' Pouts field shuttle. This will allow a mF;ximiun loading of ahout. 75 ha,sengers, including standees. if harking demand at Pout!; Pirld should exceed the capacity of thri-A buses (1000 sl,acosr or 50?, capacity of Fouts Field), considc-ration might he given to acquiring 90 passenger minibus tr,-inr, for this service. In any event, shuttle bus services should he designedl to provide minimum w,citing and travel times. This can be acnieved by short, heaclways between buses (5-7 minutes ; ;ix.imum), direct- routing between major stops, and by limiting th(: number of stops. Dc:veloEin L Apartment Shuttle Service Apartment shuttle services should generally be designed to provide 15-20 minute headways. However, it may be possible in some areas to provide less frequen-y, and in the later part of the Transit. Impr,)vement Program, it may be desirable to test the feasibility of using one bus over more than one shuttle bus rnute for low demand ,treas. Generally, full size (50 passenger) transit buses should bc- utilized for apartment shuttle buses. School bus type vehicles 1-311,1 laid-siz.r` fran<sit buses (35 passenger) buses may be aderl,.ate f1~r F;nrie applications. Apartment shuttle service should avoid excessively long 1.~,Ilec;tion-distribution loops, Service should be offered on a r;rrhodulcd basis in some increment of an hour - 15,20,30,60 minute hea(iways. )ne or two of these buses might be speci,.lly eduippoi1 (air con(lit.ioning, etc.) for special charter uses. ~(.IlruII'Ini.ty_Service Tluses utilized along community oriented routes can range in capacity from 22-35 passenc;ers. Air conditioning will be needed. 123 ~I RECOMMM D TRANSIT UVROPMENT PROGRAM INTRODUCTION AND SUMMARY In thin chrij-tet , 1-he do tai lod Transit P?olCam for tlu; H.T. S.U.-0e:rton area is pre!)ented, The program r;r~i%:an~;e h,r~s 1,0~0.,11 l,W0jJ,,1l_0 3 by the Consiil.Lant following t h', proviled by the University and City officials. Mr)SL of the 1rr ocirarn is directly based upon tho evaluation oil university and corT,munity transit alternatives dc,scribed in the previous chapter. North Texas State University began parking shuttle ser- vice in the F'al.l, 1973, with tho acquisition of t.wo school buses. The Transit Development Program is based on a strategy of build-- ing from this first step an expanded community-wide tra..ait system: a The exlstiny Foul.a I'i~?lr! v;arki~zy Ftllfi i l~; crr_!',_e will continue to he improverl in concert with the -:ontinued removal of parking from the central pert of the campu3. 011w,1 t~l<11'~.Ifir'121; ~(7'!~Z' ~i' f'r'1'1~RLP-E1 will hr, alldwl, r;tlr7n(,ct1nr; tho N.T.S.11, campus to nearby apartment cam;,l~zr •'I'hc final ,top is t(: croon( ,~erv2,r~r, tl:rot<~~:o~' t~;~^r ran r,ir1.(y - servinrj such distant points as the CFntral f3usiness District: (CUI)), Texar. Woman's University (TWU) and 1)onton Cent.c.r Shopping Center. fhz Transportation Development Program is sta,;~..-1 over a five-yc,ar period: o lz, Year 1, an additional school bus would br; -ir:ra sired by tl.'.'.S.U. in order to irnplemont an initial ap:rrl_r'onl shun le service. 124 •In Year a major expansion of the proclrarn would take place "Fitt, tho addition of another ap,irtment. slcutt.le hu:, and unc, bus operating on a "crnronunity :service" route rOnno,•i in(l N.T.S.U. to the ('RD, s !r. Yrnr t_hrI'rcrirnm ~;~uclld fee frcrllir =xc::r3r,d b',• the: ' l oil c i c third aI) rlmrlrt shill 1 10~ hl;!; rc,Lllc athe ,i(tclition of a ~cc:ond bus to "community !;orvice" and the extension of the community service route to TWU and Denton Conter. • YftdCSi i ind 5 would Ili? per rods for t,?aLinq no,,; Sf': virus, rc,finin(I routes and operations, and for imploviny co )r- eiin,ition with the Service Program for Arlin(l Needs (SPAN), I'hn cripital improvement elements of the Program are in-- tcnded to provide fully modern and efficient equipment and faciliticP for hoth existing and new services. A ten (10) hus fleet is included in the progrplm, which would provide for eight bases in operation aoi two buses held for standby usage, The Program would be a joint undertaking of the City of r Ironton and North Texas Statc University, The City of Denton would be the responsible agency for implementing the Program; while the pus system would be operated by North Texas State Uni/er.;ity undor an agreement with the City. All services provided by the Program would be available to the general public. A Tranyi t Uevelc,ument Program must be flexible. All now ,:"l%riclef; rwlst he r,lonitorCci carefully. Some Of the lilt mledF may not develop, while other new needs may become ap; "rent, Thli!i tlio M.Fility to respond to changinrl needs is vital for tI-.e ()pi,t it:irin of the Ironton-14 .T.S.11. transit sysbc:ii. Alert anri ! cn5itive management, together with aggressive service pr(;n-,,!.ion, will be necessary for the successful implementation of a city--wide tr- ursit p rogram. 125 DESCRIPTION OF ROUTES AND SERVICES RoutrIJCSCri~?buns 11 system of five fixed routes is proporsod to be devel- ol d by this end of the fourth year of the Protlr,-;n: Feu! r t I o : For Years 1 12p nfi 3, service will be lnrovided by two buses operating at eight-minute headways on a route serving Fouts Fiel(l, the West ;)or.mitory, Col legu Inn and Marquis lial l (Figure 29 (a) . For years 4 and 5, service would be provided by three buses operating at five (5) minute headways on a route serving Fouts Field, dormitories on the south side of the campus and the Student Center. (Figure 29(b)}. •lVast Anartmcnt- Shut t it? : One bus heginninq in Year 1 would provide scheduled service on 20-minute headways from Marquis Ball to the apartment complexes located northwest of the N.T.S.U. campus (See Figure 30)• •Nor t.h Ap,irt.mrrrrt. 5hutt7c,: One bus beginning in Year 2 would provide scheduled service on 20-minute headways from Marquis Hall to the apar`.menc complexes located north of the N.T.S.U. Campus (See Figure 30). ~;;c,,rtl;,,r+rt ,1{~_nrtme,:t. rl:ut tle : One bus beginning in Year 4 would provide scheduled service at 2'.'-minute headways from the Student Center to the apartment c0lnhlexe,5 southt,ast of the campus (See Fi.gt,:e 30) . loutc ; One bus beginning in Year 2 w0111d provide scheduled service at 20-minute headway!; to the Student Center, the. CBD, the U.S. Post Office and to Flow Iiospital (See Figure 31). Tn Years 4 -snd 5, an additional bus would be, added ,r, 1_hat scheduled service on 20 minute headways could l,c! extended to TwU and Denton Center. Shopping Center. Frequency and flours of Services Parking shuttle servicea should be provided to achieve 126 i ' lr Illl M ~I i 11I t. IN l i, kr,i y t YF:Ah„ 1 S :nmrrrrrrrrnn~ ~ ~nrunnnurrrrrrr ~ i. I, Mulhorry r '11 i~t, uChr••,4t till r , l • Foui .yt' 4 ~.,I t t ~i r 111 YEARS 4 x 1'icld TIT", Il .A _ i~ a l~ I YP.Ah5 }toi~te~ Lt n~ltI (Miles 1 .67 2 . 14 FretjII I10y ( M i I utos) 6.10 5.40 FIGURE 29: FOUTS FIELD SHUTTLE ROUTES 127 v ru~k'rI] r m 2400 M 111 ii t'I 1 I,tIIre •,/I .u Oak V. I Y IfIckory I.. r f r~ Sl o] In w` w btu1t,crry ~Chostnut AMA 1'rairie C:~ , .C r ~ r. I ~tttHHt Itt ~I.a `►o.~ , ~,E:A~1 Ilia t Collin,,a~ SOUTIIFAST APAM14FAT SHUTTLE: a=_~r r u 0 _ J] IIf J West 5outht.ast* North* 2.17 1.95 1.71 Route Length (Miles) 2 15 ~ rI 1'rc~{uc'n,:y (Minutes) *Lowcr 1),Jority than West Route Fl6URE 30: APARTMENT SHUTTLE ROUTES 12B 1r II l Iw ` II I' .:r al fY' I 1 .Il l L. ;.11 umq. f~ ~•I.w II I" C I'IIl V. 3I .f` I l! 1, V r YEARS 1-3 4-5 Route Length 3.11 7.14 Frequency 20 20 FIGURE 31: COMMUNITY SERVICE ROUTES 129 IIniI11!n+! 11c!adways, For oche' services, heaciways should be ad- j+a:,tcO to hermit clock repetitive" frequency. Frequencies of 10 and 00 minutes allow bt;sc!s to he scheduled at the same ier4111•',1 1101.11.. Hours and frequencies of service can 1!r adjusted to meet !;pacific reeds, tdhile all fixed route sclrvicv would normally tornlinal(r at 5:00 P.M., the continued c-xpanuion of the joint academic program might: just=ify night time service - porlt;Ip-3 coil hourly *requencies - along thu Denton Center-TWU-N.T.S.U. route. S)CCial Services The system of fixed routes described above will provide the necessary framework which can be utilized to develop specially tailored services to meet community mobility needs which car.tlot be served by conventional fixed route/fixed schedule transit. As described in the previous chapter, some of these special services includa: Off-prop e2,11 ice r, - afternoon neighborhood services. - special services sponsored by community agencies. - evening an,l week-end N.T.S.U. classes. conferences, seminars and short courses. class field trips. special campus events (TWU-N.T.S.U.). special events sponsored by community agencies. No additional capital expenditures would be required for those special services. The two (2) spare buses which have been included in the recommended Transit Improvement Program will be ,lvailable for nonscheduled services during the morning peak 130 uaage hour r,. Two (2) buses required for peak morning usage would also br available for scheduled and nonr.cheduled services in the afternoon, and -ill of the hu5e:: would be available for speci.il services attar 5x:00 P.M. ' Operating costa have not been estimated for these special services, since it its difficult at this time to estimate the level of <lomand. Ilowever, experience to date with spacial University related services incli<:ate that revenues for these services should offset: .associated operating costs. For services not related to N.T.S.U.0 additional public; support would likely be required to cover operating costs. CAP IIAL 1MPkdVEMENTS capital improvements included in the recommended five- year flan are described below. Table 12 sunanarizes the `.ive- year cost of recommended capital items, while Table 13 summarizes the peak hour bus requirements for each service category through the five-year program. Vohicle Requirements .35 to 50 Passenger "School"-type Buo - one bus similar to the existing two school-type buses is recommended for purchase during Year 1. This purchase, funded solely from revenues, would allcw immediate implemen- tation of the Northwest Apartment Shuttle route. • 35 to 50 Paecenger `Tra>;tti t puree - in Years 2 and 4, five (5) high capacity (35-50 passenger) transit buses would he purchased. These buses will be utilized for Foists Field Shuttle and two apartment shuttle routes. These vehicles will also allow the two existing school- type buses to he "retired" from active service to serve standby needs. 131 A TABLE 12: CAPITAL IMPROVEMENT PROGRAM YEAR 1 YEAR 2 YEAR 7e,-76 77 •70 79-80 Storage Ynrd 5 S^rvice FAailit_y 6100• !`i'i nus^s-Schcol ^.yp,- X612,000 5 12,000 T.I=i• _ir.~lslt ny(n rn Ory f73 ]27,rrr (3) $180,000 n (22-35 p,v=F.enger) 7i40,COp (11 40 01)() (l) 44,000 '~15 Ftnp I1ro'.~hrF '~C1(n (10) 1,1'';0 (5) 500 his Staff, Fhoitrrr; "'',000 (3) C,7r,4 (7) 4,^1^ )'il I !lull, !.igne (75) ~•i~ (15) ~J~ 'I U. A1, 612,001 1-267,750 6224,950 Lccn1 Share Mt Yell rr31 5 s?,550 5 44,980 Fnrticipaticn) $121001 1':0 r11•J1, capltnl traro:•rente prcryranrrrl !or yrars 3 and tc•:eral fart:clr.ar.icr ancurod is yc-,t t rnrcha^,e TABLE 13: PEAK HOUR BUS REQUIREMENTS ROUTE YEAR 1 2 3 4 5 Fouts Field Shuttle 2 2 2 3 3 Northwest Apartment Shuttle 1 1 1 1 1 North Apartment Shuttle 0 1 1 1 1 Southeast Apartment Shuttle 0 0 0 1 1 N.T.S,U.-CBD-Denton Center1 0 1 1 2 2 Spares 0 1 1 2 2 TOTA1, 3 6 6 10 10 3N.'1'.S.U.-C:BD unt.ii Year 4 132 Thr.so vehicles should be transit.-type, diesel-powered and equipped with Environmental improvement Packages (I'Il' Yits) to minimize noise and air pr,llution. High c•al,acity buses are recommendr.e] for tl.onf, services be- caty of the high peak loads which arr~ expected. Other factol!~ inclcldc_: (1) the size advanf,vif, in charter :,ervices and (2) that larger vehiclr+r; h,-ive traditionally offered engines and transmissions with high mechanical reliability for sustained fleet opernt_!on than have smaller vehicles. • ` , 1.. 1't;~:~~,r,{+'r' ?'7' 1+t, t 1+'!,'r,`~ - wr , Ini~l!;1ZL (22-35 passenger) huses are recommended, onc• +.o be purchased ir, Yoar 2 and another in Year 4. Thesc- vehielrs should be transit type, diesel powered, air cundit.ioned and equipped for noise and pollution control. Wide entrances, low step,,;, and support. rails and stanchions should also be provided. These midsize vehicles would be used for the N.T.S.U.- CI3D-TWU-Denton Center route. The smaller capacity recommended for this service is consistent with the lower peak requirements expected for non-university type services; other benefits include improved appear- ances and improved fuel economy. . I'aci 1 hies Table 12 also includes non-vehicular improvements which are of major importance to the Transit nevelopment Program: ~,`i!.r))r+~t ~7ri,' ~':.fJ>21;!?>:R>!r'["'~;~!1j2f.1! - The acquisition of a storage and maintenance facility is recoiifinended for Year 2. This facility would supplement the existing vr,hicle maintenance facilities operated by N.T.S.U. by providing a secure area for overnight storage of all buses anri cleaning and maintenance equipment required for caily useage. This facility to be located in close proximity to existing V.T.SX. maintenance facilities would provide approximately ' 250,000 square feet of paved, fenced area for overnight storage for ten (10) busesi small, enclosed shed contain- iny routine cleaning and maintenance equipment; and a fuel ' storage tank and pump. 133 •hu.~ "t„l, ckclterf; - Five (5) bus stop shelters are pro- posed. For most locations, the free-standing type with "see-through" side panels are recommended. The shelter design should in all cases be appropriate to the location and surrounding buildings, however. •l+ue trp Nenchcc - Fifteen (15) bus stop benches are pro- posed to be installed. • Rua ,,toF igY:r - A total. of 40 bus stop signs are re- commended. Fach sign should indicate, which services stop at that sign. At koy locations on the apartment shuttle and N.T.S.U.-CBD-Denton Center routes, an eye-level, plastic enclosed map and schedule should also be posted. PATRONAGE, REVENUE AND OPERATING COSTS 22L, ratin Costs 1 Operating costs per bus for the N.T.S.U. shuttle buses were $1,341 for Fall, 1973, the first semester (partial) of operation; for Spring, 1974, the f'_rst full semester of operation, the cost per bus had increased to approximately $2,000. Given below are estimated unit costs for Spring, 1974 and unit costs assured for the base year of the Five Year flan: For additional discussion, see Appendix E. 134 COST/SFNP:STEhe COST/BUS-MIUb COST BUS-.'QUK 11+74 N' -e 1974 Base 1974 Ease Fuel ° Mainterusnce 61'> 1,360 1t.3¢ 25.04 90 52.00 Urlor (drivers) 1, 278 11496 23.5¢ V.5~ 1.88 2. 20 Ad,ninistrative - 1,020 - 17.5 1.40 TnTAU), 1,890 3,876 34.81 70.04 52.78 55.60 Notes: a. 85 days/selvester., 8 hours/day = 880 hours/semester b. Avenzge operating speed = 8 mph. These costs assume 8 hours of operation on 85 days per semester (or, 680 hours per bus per semester), which approximates the existing level of service provided,and an average operating speed of 8 mph. For the purpose of analyzing future transit system oper- ating costs, it is important to anticipate probable cost increases and to take into account indirect costs of operating a substan- tially expanded system. Per semester bus operating costs for the base year (Year 1) are estimated a` $3,876, which is almost twice recent direct expenditures. The higher unit costs are based upon the following considerations: tMaintenance and fuel costar - maintenance costs, now about 2.8C/vehicle mile, are normally much higher over the life of a bus; fuel costs have nearly doubled during the last 1~ years, and furthe!: costly increases are likely. A unit vehicle operating cost of 25~/vehicle mile is assumed for the base year, which compares to a range of 20-25C/vehicle mile operating costs currently being ex- perienced by municipal transit systems. *Indirect Costs - These include all costs in addition to 135 drivers -,alaries and fuol and maintenanr-v costs suc:, o! driver supervision, administration, payroll burdens, etc. These are estimated at 258 of total operating costs. The combined unit operating cost of $',,(,r)/bus hour is considered to be a realistic estimate of basr~ y(•;ir operating costs. This, figure can be compared to the following rr-levant unit costs and charges: eCharges for chartering the N.T.S.U. shuttle buses are set at $10.00 per bus hour plus fuel .,ns>ts. .Unit charges of $8.00 per bus hour for contract bus shuttle services provided by Transportation Enterprises, Inc, to N.T.S.U. in the Fall, 1973. .Unit operating costs which vary from 44-940 per bus mile for the 14 municipal transit systems in Texas, or approx- imately $5.30-$11.30 per bus hour. Unit operating costs for the N.T.S.U.-CBD-Denton Center route was increased $1.00/bus hour to account for a higher travel rate of 12 m. p. h. Estimated hours of service are given in Table 14 for each year; operating costs are given in Table 15, An annual infla- tion factor of 78 was used to account for unit cost increases in Years 2 through 5. TABLE 1N: ESTIMATED BUS HOURS OF DAILY SERVICE YEAR SERVICE 1 2 3 4 5 Fouts Field Shuttle 15 18 18 22 22 Apartment Shuttle 8.5 16 16 24 24 Community Service - 10 10 20 20 23.5 44 44 86 86 136 N r` N .-1 1~ t1' O1 M 00 Q) i; r• rn r ui v I N N En Q' O tl J: 7 N 1b (7) U) 00 M %D U1 I tD 6co -4 co 00 r-4 ~ 1p V' Q~ S IIII Ln r, M un o w } N N VT tT 0 r-i '✓r rtj t? SR {i u y r• tJ to v1 O j co 1Lt) -1 M M r1 M 1f1 N r•-I Q1 y~ 1~ rn r~ r~ ui a ~ '-I r-I M rl ~D kv N O v> V: '44 C) {1 z CV 0 4 M N N 01 M 0 i+7 N h M h O Q tJ'C1 W U CL yr N m S1. U o Cj N 111 O N N .4. } C.O N O M N .--1 Co N N N ? 11) v] } ^ h U E ~ CT IA lfl U 14 r! C7 v W U co U Fa- v1 •p~ ~~jl v, c 41 ~ ~ k 7 4~ G U U\ N tP 1J ~ r 41 c I (!I I r~l CCI~~ Q4 r U H ro E~ ro E~ r~ 43 z~4 z r x l,m 137 Patronage and Revenue Projections Assuming that operating costs for the Pouts Field and apartment shuttles services are not dependent upon user fares, patronage projections are not required for these routes. Due to the lack of recent transit operating experience, patronage estimates for the N.T.S.U.-CBD-Denton Center can be estimated only on the basis of judgment and general experience in cities of similar size and conditions. For Texas cities under 200,000, patronage varies from 0.8-3.1 riders per bus mile on a system-wide basis. For a small urban area with a limited transit system, ridership on the N.T.S.U.-CBD-Denton Center route is likely to be in the range of 0.8-1.5 passengers/ bus mile. A variable unit ridership was assumed, beginning at 0.8 passengers/bus mile in the initial year (Year 2) and increasing incrementally to 1.25 in Year 5. For this assumption, daily ridership along the route w,)uld increase from 75 to 250. For each year, it was assumed that one-third of the ridership would be fare exempt N.T.S.U. students. The remaining ridership would pay a uniform fare of 251~. Based upon these assumptions, annual revenues for the N.T.S.U.-CBD-Denton Center route is projected to be $12,750 in Year 5, which would require an annual operating subsidy of $17,197 (See Table 16, page 142). 138 ORGANIZATION AND MANAGEMENT system ownership All capital equipment acquired under a federally-assisted Capital Improvement Program must remain properly of the City of Denton. Existing N.T.S.U. shuttle buses can r(,main the property of N.T.S.U. and still be used in the joint transit program according to the terms of a contract between N.T.S.U. and the City of Denton. System Operation It is assumed that N.T.S.U. would operate the joint transit program, in accordance with the terms of a contract for this service to be entered into at a future date by the City of Denton and N.T.S.U. Policy Advisory Commission it is recommended that an advisory group representing the interests of N.T.S.U. and the community be formed to provide overall direction to the joint transit program. As suggested by r'i(Pure, 32, recommendations of this commission would be subject to review by the Denton City Council and by North Texas State University, City and University staffs would provide technical information as needed. Management It is assumed that the operation of the transit system will remain the responsibility of a Program Director. It is recommended that a Transit Supervisor reporting to the the Program *,):Yector be given the responsibility of administering the program on a day-to-day basis. 139 Denton city N. T.S.U. Council Transit Policy Commission Program Director Transit 7ffMaintenance Supervisor EsDrvers FIGURE 32; PROPOSED ORGANIZATION FOR JOINT N,T,S.U,-DENTON TRANSIT PROGRAM 140 Coordination of Community Services it is recommended that a member of the City Staff be made responsible for developing and coordinating community , services. City involvement will be the key to success in terms of both general public reception and genuine community service. This will require regularly searching for ways to expand and improve services and constant efforts to generate public en- thusiasm for these services. COST ALLOCATIONS FOR JOINT TRANSIT PROGRAM Table 16, summarizes capital and operating costs for the City of Denton and N.T.S.U. for each year in the recommended Transit Development Program. Five year capital costs amount to $11,040 for the City, $ 93,500 for N.T.S.U. By Year 5, annual operating costs would amount to $29,947 for the City, $ 78,245 for N.T.S,11. An annual operating subsidy of $17,197 to be bonne by the City is projected for Year 5. The allocation of capital and operating costs presented in Table 16 and summarized above are based upon assumptions outlined below. Capital Costs N.T.S.U. would be responsible for capital purchases of all buses in Fouts Field and Apartment Area services, and for signs, benches, and shelters on the campus, and for storage and maintenance facilities. City of Denton would be responsible for purchase of buses in N.T.S.U.-Downtown/TVPJ service. 141 TABLE 16: COST ALLOCATIONS FOR A JOINT TRANSIT PROGRAM YEAR I YFAR 7 WAR 3 ym 4 YEAR 5 N.'I'.S.U.-Operatirx3 costs supportocl by the University Cccuunity $ 24,612 $ 45,523 $ 48,716 $ 73,127 $ 78,245 N.T.S.U.-Incal share of capital costs 12,000 45,000 - 36,500 - City of Denton- operating costs supported by the public (fares) - 3,825 4,335 100710 12,750 City c-f Denton- ope:ating costs supportedl by general hinds and fedcxal operating assistance - 8,395 8,742 17,279 17,197 City of Denton- local share of capital costs - 80550 - 81490 - 142 Operating Costs N.T.S.U. would he responsible for all operating cost of ' Fouts Field and Apartment Area buses and one-third of operating costs of N.T.S.U.-Downtown/TWU services. The City of Denton would ' be responsible for two-thirds of operating costs of N.T.S.U.- Downtown/TWU services. Revenues Revenues from student bus fees and from the sale of passes to faculty and staff would be credited to the N.T.S.U. transit account. Revenues from the sale of passes to the general public and from the cash fares would he credited to the City of Denton transit account. If federal or state funds become available for operating , deficits they shall first be applied to the N,T,S.U.-Downtown/ TWU route. IMPLEMENTATION SCHEDULE Given below is the year by year schedule for implementing the recommended Transit Development Program: YEAR 1 (September 75 - August 76) .Develop organization for joint City-N.T.S.U. Transit Program. .Revise Existing Bus Service for Fouts Field Shuttle. sEstablish Northwest Apartment Service utilizing one bus. .Coordinate Transit Routes with City-N,T.S.U. Traffic Plans and N.T.S.U. Parking Removal Stratngy, .rstahlish policies related to support of operating costs, 141 •Fstablish policies related to funding of capital purchases. 4Purchase one 35-50 passenger (school bus type) for North- west Apartment .Service. .Conduct Annual update transit developiriont program. YEAR 2 (76-77) .Establish Southeast Apartment Route using one existing bus (school bus type) .Establish Route connecting N.T.S.U. campus with Downtown Denton using one bus. .Purchase two 35-50 passenger buses (Transit type) for re- placing two existing buses (school bu• type) fo,: Fouts Field Shuttle. .Purchase one 22-35 passenger bus (Transit type) for use on N.r.S.U.-Downtown route. .Purchase and install: -25 Bus Stop Signs - 3 Bus Shelters -10 Bus Benches .Establish Transit Information Program. .Conduct Annual update of Transit Development Program. YEAR 3 (77-78) .Continue to monitor and evaluate service, adjust and revise routes and frequencies as appropriate. *Conduct Annual update of Transit Development Program. YEAR 4 (78-79) .Purchase 35-50 passenger bus (Transit type) for Fouts Field Shuttle. eAdd North Apartment Routo utilizing one bus. 144 Purchase two additional 35-50 passenger buses (Transit type) for apartment service, one replacing existing school hus. •Fxpand route connecting N.T.S.U. and Downtown Denton by purchasing one additional 22-35 passen(lor bus (Transit type) for service to T4dU and uenton Crnnter Shopping Center. Purchase and install: -15 Bus Stop Signs - Z Pus Shelters - 5 Bus Benches .Conduct annual update of. Transit Development Program. YEAR 5 (79-BO) .Continue to monitor and evaluate service, adjust and revise routes and frequencies as appropriate. ' .Conduct Annual update of Transit Development Program. POTENTIAL FUNDING SOURCES Potential funding sources for implementing the Transit Development Program must be discussed under two categories capital improvements and operating deficits. C~~ital Improvements Under the Urban Klass Transportation Assistance Act of 1970, the Federal government, via the Urban Mass Transportation Program, will provide financial assistance to public agencies in providing capital facilities and equipment for use in public 145 transportation service in urban areas. Eligible facilities and equipment include land, buses, other rolling stock, and other real or personal property required for an efficient and coor- 6inated urban, mass transportation system. Equipment used exclusively for the provigfon of contract schriol bus service or other charter service is not eligible for Federal assistance. A Federal capital grant may be made up of 80 percent of the eligible project costs provided "regular Program planning requirements are met".1 The anticipated Federal share shown in the cost estimate of the Capital Improvement Program (Table 12) is based upon 80 percent funding of eligible equipment and property. Capital costs related to the development of certain transit facilities (including park-ride operations) are also eligible for Federal participation funding under the programs of the Federal Highway Administration. The Federal-Aid Highway Act of 1973 also makes other transit improvements, such as parking areas at "Park-and-Ride" facilities, potentially eligible for funding under certain highway programs when cooperatively developed by local, regional, and state agencies. There are also under way attempts to provide transit funds at the state level, probably in a form similar to existing federal programs. As an optimum, state funds might provide one-half of the local match for federal funds, which would set the city/ university share for capital expenditures at 10%. operating Deficits with legislation enacted in late 1974, federal funds will be available to support local operating subsidies in a 508 federal/508 local basis. For cities the size of De:iton, these 1See Urban Mass Transportation Administration, External Operatin Manual, Charter II, 5pction B. 146 - r funds will be administered by the Govenor according to policies yet to be announced. While some proposals for State assistanc:n for transit would have covered operating deficits, such assistance appears unlikely at this time. There are various programs of U.S. Departments of Health, Education, and Welfare (HEW) and Housing and Urban Development (HUD' which have on occasion provided funds to recipient agencies for transportation elements of their sponsored programs. It is suggest- ed that the City explore the possibility of supplemental funding of that typo, in cooperation with state and county agencies. The SPAN (Service Programs for Aging Needs) is a good example of such programs. ENVIRONMENTAL CONSIDERATIONS I City-Wide Impacts The direct environmental impacts of the proposed transit service improvements noise, air quality, traffic congestion aie scarcely measurablo. The reduction in automobile trips due to increased transit use is not significant, except at a limited number of specific locations such as the N.T.S.U. campus. The proposed Transit nevelopment Program is of somewhat more significance with respect to its impact on future trends related to environmental mattersi ell r+nfc for transit df;olopmer.t - an initial five-year program can be effective in establishing a climate in Denton of successful transit operation. The logical 1,17 outgrowth of such a situation is the continued growth of public transportation, to the point where it becomes a significant factor in the total transportation system. eFrtahliohnent of altrirwate approaches to growth - the successful operation of a transit system in the Town provides support for the development of non-highway solutions to future problems of growth and access. Impacts in the N.T.S.It, Area The Transit Development Program will significantly alter travel patterns in the immediate vicinity of thr! N.T.S.U. campus and in doing so, serve to reduce associated traffi:; congestion, noise and aft pollution. These positive environmental impacts will increase as the transit system continues to develop and as parking becomes more limited in the central area of the campus: •A small shift in access mode from auto to transit will occur as attractive shuttle service is extended into the apartment areas surrounding the campus. This shift will be highly sensitive to campus parking policies and conditions. *In the longer term, a program of advanced transit shuttle services and parking policies will foster changes in N.T.S.U. student residence patterns which could produce a larger mode shift from auto to transit. Students who are not dependent upon an auto for off-campus employment would tend to reside in apartment complexes close to the campus served by apartment shuttle service. •A balanced program of parking shuttle services and park- ing policies can also contribute to: (1) increased car pooling and (2) increased usage of commuter bv:t for students commuting to N.T.S.U. from outside Denton. • GUIDELINES FOR A MARKETING AND INFORMATION PLAN 01.; ectives of the btarketir~g and Information Plan An active marketing and public information program is 148 an essential part of the Transit Development Program, for both university oriented and nonuniversity-orientorl services. objectives and guidelines for developing such a program are described below. There are three primary objectives of the marketing and information plan, all of which are interrelated: • The plan must achieve and maintain a oonl.inuoue public a1,arencr,r o' public transportation services. If resi- dents and university students are to utilize transit services in increasing numbers, they roust be aware that an alternative to private automobile travel does exist. Further, they must be encouraged to view public transportaion services as an alternative transport mode for their use, not just for the use of othtrs. *The plan must disseminate information so that residents and students know how to use their public transportation systc;m. They must learn what the general system character- istius are; what services are particularly relevant to their travel patterns; what the fare is; how they trans- fer from one route to another; and, importantly, how to find additional information about the system. eThe plan must develop public support For the public transportation system. The transit system must contin- ually strive to be responsive to the needs of the community and university students, and make these efforts known. If public support is not developed and maintained, transit services can experience a short and difficult life. Recorrunended Marketing and Information Dissemination Techniques The following techniques are recommended: • System Togo anl Color scheme - Prior to Year 2, the system should develop an easily distinguished logo and color scheme. A logo and color scheme for vehicles is an important step in providing the image of modern, attractive eervioe. 149 aBus Stops, Benches and Shelters - included in the recommended capital improvement program are significant numbers of bus stop signs, benches, and shelters to be installed over the five-year period. Bus stop sians should, utilizing simple graphics, display a bold system logo or bus symbol which s distinguishable from at least one-half block. Each sign should also indicate the routes or services which stop at that point and ideally should be complemented 5with an and benches not plastic-enclosed system map. only p:ovide valuable service improvements to system users, but also enhance visibility and public awareness of the transit system. .Printed Schedules and Route Maps - Easily understandable ted maps and schedules should be devised and dis They should be readily available at news stands, drug stores, government buildings, stores, and banks. Additionally, schedules and route maps should be posted in every bus and at principal bus stops, apartment com- plexes in the university area (manager's office), SPAN, etc., and various offices and centers on the N.T.S.U. campus. .Contact with Community Groups - Continued contact with community groups by the city staff can be utilized for relating the transit system's interest in serving the public and of obtaining feed-back from the public on their reaction to the service. .News Media Iatations - Good relations and frequent contacts with the local and campus news media are paramount in the successful execution of marketing programs for transit. If they are kept well informed, the result will be that the transit system is repeat- edly in the public's eye as a truly customer-oriented public service. The purpose is not only to generate new customers for the service, but also to create a favorable image in the eyes of the general public pub- their elected officials for obtaining sympathetic reactions. Extensive use should be made of free public service announcements. • Promotional Programs - Rider-oriented promotions can be a valuable and low-cost method of increasing rider- ship and of keeping the transit system in the news. The expenses can possibly be shared with local business- men who might support the program with the expectation of a reasonable return on their investment, and who also be convinced to assist based on an interest in publ of promotional programs Examples 150 W ich might be appropriate for Denton includet - Family fares - All day fares on Saturdays - :;pedal reduced farce days. . PLAN FOR M0111TORING TRANSIT SERVICES Objectives C a Monitoring Plan There are two primary objectives of the transit monitoring plan for the transit program: (1) it should provide the date and information necessary to assess system performance, determine how well the s!-stem is satisfying established goals, and, (2) should provide the data necessary to conduct public transportation planning at various levels of detail and for various time frames. These levels may be defined as follows: o0verations planning - It is at this level of planning that the day-to-day modifications and improvements in public transportation service must be planned. Schedul- ing, except routing of service, and fare level charges fall within operations planning. For the most part, planning at this level tends to be reactive rather than prescriptive. • short-Fringe Ptanninv - The scope of short-range planning is generally limited to those projects or new services which can be implemen*ed within a five-year period. The planning of now route ,orvices or of new special transit services would be appropriate at this level. Also, the detailed planning of proorams or services which are part of a long-range plan wouid be conducted as part of short-range planning. sLong-Range Planning - Long-range public transportation planning must be conducted in concert with long-range land use and long-range mul.timodal transportation planning. At this level, the plans for major modifica- tions or improvements in regional public transportation service are studied and developed. 151 f;ecommended Monitoring Techniques Described below are the public transportation monitoring techniques which are recommen(3ed for the City of Denton and N.T.S.U. *Compilation of Transit Operating Iata - To evaluate the performance of public transportation systems and to plan for new systems, complete, accessible, and understandable operating records are essential. Specifically, the continuous compilation of operating data should include, at a minimum: System revenues by type (e.g., regular route service, charter, special services, etc.). System costs by category (e.g., maintenance, fuel, labor, etc.). Estimated system ridership by category showing daily, monthly, and annual fluctuations. - Revenues, ridership levels, and marginal operating costs by route and for special transit services. - Inventory and location of all bus stops, benches, and shelters. - Complete description Of all routes eandservices pro- time vided, including exact routing, special features service, equipment used, and any which may be significant. It is important that this information not only be routinely compiled, but also that it be maintained in a usable and easily understood format. This is especially necessary because the agencies responsible for short- and long-range transit planning are often not the agencies operating public transportation services. &N,T,S,U, Parking Counts - Parking conditions on the N.T.S.U. campus will have a major influence on the development of transit in the N.T. Accordingly, a joint parking study should be made by the City and N.T.S.U. during each Fall semester. The methodology and analyses utilized as part of this study should generally bo followed in order to be able 152 tc assess changes in parking patterns. However, data might be collected on a Monday only, which can be taken as representative of peak daily usage. Parking demand should be summarized according to type of permit, location, time of day. Analyses of the relationship between parking supply, parking demand and transit us- age will be of value for planning further transit system improvements. oN.T.s.U. Student Pesidence Analysis - An analysis of etudent residence patterns, similar to the one completed as part of this survey, should continue to be conducted by N.T.S.U. each Fall semester. This information will be helpful in evaluating transit needs and for tailoring transit services to meet these needs. Additonally, this information will be useful in long range trans- portation planning and in many other planning activities of N.T.S.U. and the City. •N.T.S.U. Student Surveys - A survey of student travel patterns and characteristics and attitudes, similar to the one conducted in this study, should be repeated by N.T.S.U. at least once every four to six years. A survey aimed primarily at identifying changes in student attitudes toward transit would be desirable after major improvements are implemented in Years 2 and 4. s On-Board Passenger Surveys1 - A system-wide, comprehensive, on-board passenger survey is recommended and should be performed every four to six years. Such a survey, which gathers both socio-economic information and origin- destination data, is needed for short- and long-range planning as well as foi system performance evaluations. In addition, specialized on-board surveys which are limited in scope may be appropriate on a more frequent basis or on a one-time basis for operations planning: - Attitudinal Surveys - For gauging the response or potential response of system users to fare changes, passenger amenities, or new services, on-board attitudinal surveys can be an effective device. These surveys are generally related to specific system modifications and therefore tend to be one-time surveys. lA reference manual is Urban Mass Transportation Travel Surveys, U.S. DOT, FHWA in cooperation with UMTA, August 1972, U.S. Government Printing office. 153 socio-t'xonom c surveys - since community transit ser- vice goals are related tc '.he socio-economic character- istics of system ridersh. an on-board survey obtaining only socio-economic data can be a useful tool in measur- ing system performance. By omittin,1 questions relating to exact origin and destination, conrriderable1savings can be achieved in the cost of survn7 coding. Route or Sub-Area Surveys - As a prr,tude to mo.iifying or introducing a new service or as a means of evaluating a specific service, an on-board survey with limited geographic coverage may be appropriate. Such surveys can be performed quickly and economically. These surveys might obtain a combination of origin-destination, socio-economic, and attitudinal data. Thee specialized surveys could be conducted either by the City or N.T.S.U., depending upon specific objectives to be achieved. A comprehensive on-board survey, however, which would be an important element in the data evaluation for long-range transportation planning would need to be conducted with the assistance of the North Central Texas Council of Governments. •Paseenger Load Counts by Route - At lease once year the passenger load counts should be obtained for every regular route in the system. This information can be easily collected by the bus drivers at each bus stop, as was done for the N.T.S.U. Shuttle Bus Counts conducted as part of this study. As a minimum, load counts should be made for one co-,plete day; however, it is preferable to obtain load counts over a one-week period to show fluctuations in passenger loads by day of the week. Load counts will be required to conduct economic evaluations of existing routes and to plan route modifications. *Telephone, Mail-Out, or Nome Interview Surveys - The primary deficiency of on-board aurveys is that they obtain information about current system users only. Area-wide home interviews are costly and should be con- ducted most appropriately as part of data acquisition for loi.g-range transportation planning. However, a well 1Survey coding usually accounts for over 50 percent of the costs of an on-board survey with origin-destination coding. 154 designed telephone survey to a specific geographic subarea, for example, can be used to economically identify transportation needs and latent demand, and information relevant to system evaluation. Generally, these surveys with limited scope should be performed by the city on an "as-needed" basis. • Interviews Wit;: Citizen an'l Auainecc OrganiZations - A series of interviews with pertinent citizen groups, social agencies, and business organizations can be especially useful in identifying appropriate special services for the transit-dependent and estimating the probable usage of such services. These meetings will provide information of use in the continuing short-range transit planning process; and, moreover, will provide information needed in evaluating system performance. After an initial round of inter- views, the City should continue to meet with these groups formally at least once a year. • Inventory of Lard 'l se and Land Activity rata - The need for inventories of existing and forecasted land use and activity for long-range transportation planning is well recognized. The Denton Planning Department, supported by the North Central Texas Council of Governments, should be responsible for maintaining inventories of: - Existing and forecasted population distributions. - Existing and forecasted employment distributions. - Existing and forecasted residential densities. - Zoning regulations. - Economic forecasts. - Existing and forecasted land use. For operations and short-range planning, the City should monitor new developments and land use changes which will occur within five years. New apartment complexes, in- dustrial parks, and shopping centers can create shifts in transit needs and demand which will require new public transportation services or modifications of existing services, zoning hearing transcripts, or often just local newspapers. • Inventory of hluttimodat Transportation Idta - For short- and long-range transit planning, it is obviously 155 necessary to obtain data relative to highway and other transportation modes. The responsibility to maintain transportation data for modes other than transit should reside with the Texas Highway Department and the North Central Texas Council of Governments. The City should continuously monitor the status of hirlhway and traffic improvements, and other ongoing projects modifying the existing highway and traffic system. This monitoring is necessary because such modifications can affect existing transit routes and schedules. • u rueilla>ine of Transit Technology - The City should focus its surveillance on special services, demand- responsive programs, and other new concepts in public transportation. Transit hardware should be monitored so that informed decisions can be made when determining new equipment needs. To summarize the transit monitoring plan, Tables 17 and 18 have been prepared. Table 17 indicates the responsible agency and recommended frequency for each monitoring technique in the plan. Table 18 summarizes the primary objectives of each recommended monitoring technique. TABLE 17: PRIMARY OBJECTIVES OF RECOMMENDED MONITORING TECHNIQUES SYSTEM PUBLIC TRANSPORTATION PLANNING MONII BIN. TECHNIQUE EVALUATION OP RATIONS Sh,Qai-AANfr LONG.-WGE Compilation of Transit Operating Data X X X N.T.S,C. Parkin; counts X X X N,T.~.U. Stuient Residence Aaalysia X X N.T.S.U. St,:dent ouestiorsire survey X X on-DoarJ Passenger Surveys Cctyrehensive Surveys X X Attituiinal Surveys X X Socio-Economic Surveys X Sub-Area Surveys X X Passenger Load Counts by Route X X Telephone, t'.ail-out, or Hove Inter- view S'JT90•; s Regional Surveys X X Sub-Area Surveys X X X Intarvirrts with citizen Groups, Social )7ontiea, and busine u Orgarirations X X Inventory of Lard Vae and Activity X X ` Invcntcry of Multi-Modal Transpor- I taticn rata X % Surveillance of Transit Technology X X 156 TABLE 18: RESPONSIBLE AGENCY AND RECOMMENDED FREQUENCY FOR RECOMMENDED MONITORING TECHNIQUES RECCHrENDEU , ,...UE 1N6 Tr H2i= alnutllu A"i F Dif NCY Co,pilation of Transit Operating Data N.T.S.V, Office of Physlu l Plant Continuously p:. T.S.U. Police Dept. L !ItI Dept. Annually }•,7 P.u. Parking Survey of rcr. wnity Development wl.* aseiatance of Office of Institution- al Analysts y.T.S.U. office of Institutional Annually H.T.S.U. Residence Survey Analysis N.T.S.U• Student Transportat!on N.T.S.U. Office of 7nstitu•.ion4l 7-5 Years Analysis survey 2-5 Years t4,T.5•U- office oC institaional bn-Hoard Passenger Surveys ICvm- Analysis s City Dept. of Crx.+unity prehensive Surveys, Attitudinal ~evele eat surveys, and SOcIO-rcononio Surveys) Pa` passenger Lead Counts by Pouts N.T.S.U. Office of physical plant Annually Dept, of co mu-7ity Develop- Annually Telephone, Hail-Out Or tote later- rent view ScrVYys (V ban Area and Sub - Area surveys) Annual) a with Citican Groups, City Dept. Of Community Develop- Annually Sntervlsw cent Social tgencies, a IfJsiness organitatione Continuously Inventory of Land Use any Activity no-telU.-Dept. of Coamunity veopment , Continuously N.T.s.U.-Dept. of community Snvantocy of Hultl•HOdal Tranapor- Development ution Mats W.T.S.U. Office Of Surveillance of Transit Technology city Dept. of coaerstnityirboyol plant' continuously Program Update Procedure It is recommended that the N.T.S,U, office of Physical plant should be the designated agency for operations planning, and the city Department of Community Development and the N.T.S.U. office of Institutional Analysis-' should he designated as respon- sible agencies for short- and long-range transit planning. The interface between operations planning and short-range planning is the annual update of the Transit Development Program. In order to have the Program updated each year in sufficient time 157 to be included in local fiscal year budgets, the following schedule is recommended: Data collection and analysis required for short-range planning should be scheduled during the fall of each year. *An initial draft of the Program update should be pre- pared jointly by the City Department of Community Development and the N.T.S.U. Office of Institutional Analysis prior to March 1 of each year, •The updated Program would be approved by the City Council and the University Administration by April 1 of each year. *The updated Program should be submitted to the North Central Texas Council of Governments for review an,' inclusion in the annutil update of the five year transportation program for the North Central Texas Region. 158 APPENDIX A. SUMMARIES OF UNIVERSITY TRANSIT SYSTEMS INSTITUTION: CORNF,LL UNIVERSITY, Ithaca, NY ENROLLMENT: 15, 000 GENERAL, DESCRI17ION Oh SE;ItVICES: ',,he systeir, 1:0gsists of one route which connects two peril heral parking; lots to the main campus. One lot, which serves administration and staff, has service beginning at 5:00 a, m. , while the other, or student Ict, has service beginning at 7:00 a, m. Service is operated until 7:00 p, n,., Mondays through 1'ridays, all year round. Frequency of services varies from 15 minutes at the begir, dng and end of each day, to 7-8 rninutis in the off-peak, to 5 minutes in the peaks, which are between 7:30 to 8:45 a, m. , 12 noon to 1:00 p, m. , and 4:15 to 5:30 p, m. VEIiIC'LFS: The university has purchased and operates all vehicles. There are currently 13 vehicles in use. All are ford School Buses with Carpenter bodies and cost approximately $14, 500 new. The newest buses are outfitted with a radio and P/A system. USER CHARGES AND FINANCIAL SUPPORT: There are no fares charged on the system. Support of the system comes from Curnell"s general fund. :"his support includes all capital and operating costs. (173-174 budget - $262,000.) RIDERS1111': It is estimated that between 16, 000 and 18, 000 persons use the system daily while school is in session. About 5-6,000 riders are carried when school is out of session. (Service is also altered accordingly. ) A-1 SYSTEM MANA(;I,MEN'f: Cornell completely owns and operates the system, 'T'here are 10 full time people employed which also includes drivers and maintenance personnel. Student drivers are also employed on a part-time basis, MISCELLANEOUS: Cost/mile (excluding driver labor) 11-12~ Cost/passenger (estimated) 10~ Route length (one-way) 2-1/2 miles Vehicle miles 172-73) 216,000 CONTACT: Mr. William Crissey (607/256-3782) . A-2 T 1 1NSTITU'TION DUKE UN1vERSITY, Durham, NC ENItOI.I.mI•;NT: 8,000 (1070) GFINERAI, DE'SCI(IPTION uF SLIj.'ICI:S: When school Is in session, shuttle service between the east and west campuses is provided from 6:30 a, m, to 12:20 a, m. , Monday through Friday, and from 8:00 a, m. to 12:20 a, m, on Saturday and Sunday. Weekday headways are 10 minutes, and weekend headways are 20 minutes. Intra-campus service is provided on the east campus by the shuttle routes. VEHICLES: Nine 39- and 45-passenger transit buses owned by the Duke Power Company are used to provide the service. USER CHARG E3 AND OTHER FINANCIAI. SUPPORT: There are no direct user, charges or fares for the system. Financial support is provided out of general university funds. RIDE W41113-, Average daily ridership varies between 13, 000 and 15, 000 passengers per day SYSTEM MANIWEMENT: The service is provided on a contract basis by the Duke Power Company, the operator of the Durham transit system. Full time bus drivers are used. CONTACT: Mr. Frank Bowers (919/684-8111). A-3 iNSTITL3TION: FLORIDA STF.TF. UNIVERSITY, Tallahclssee, Florida f;UN.OLI,'1f:2IT: 10,000 , GENERAL DESCRIPTION OF SERVICES: Begun in 19710 this system consists of one "`igure 8" route which provides service around the central part of the campus and connects the central part of the campus to outlying activity centers ani a remote park- ing lot. Four buses are utilized, two in each direction, so thLt 5-minute headways are achieved in each direction. The system operates from 7:30 A.M. to 5:30 P.M. VEHICLES: Four 31-passenger GM buses are provided by the local transit company. USER CHARGES AND OTHER FINANCIAL SUPPORT: System is financed from vehicle registration fees and traffic fines. No fares are collected. Initially,a 15~; fare was used, but transit failed to attract ridership until fares were dropped. RIDERSHIP: Average daily ridership is estimated at 4,000 passengers, host of this is attributable to non-parking trips; service to the outlying parking has failed to attract many riders. A-4 SYSTEM MANAGi'.MI:NT: Transit set-vice is provic3n.1 l,y the local transit company at the rate of $5.35 per ve}licle hour. All drivers are full-time employees. CONTACT: Mr. Terry Denham (904/644-1234) A••5 INSTITU'T'ION: UNIVERSITY OF GEORGIA, Athens, GA ENROI,I„ 1IEN'T: 20,000 GENERAI, DESCRIPTION 01" S1s11VIC;1,S: The University of Georgia operates a transit system on weekdays when school is in session. The system consists of eight routes. The two primary routes operate at 5-minute headways, and the remaining routes operate at headways varying between :0 minutes and 22 minutes. Service is provided from 7:OJ a, m, until 10:00 P.M. VEHICLES: The University owns a fleet consisting of the following vehicles: 0 Twelve 1966-1973 GM 33-passenger transit buses • Two Biuebird 35-passenger school buses • 't'hree Army Surplus Brill buses • Two Army Surplus Dodge buses USER CHARGES AND OTHER FINANCIAL SUPPORT: The system is financed entirely by a mandatory student fee of $3, 00 per quarter. No fares are collected on the vehicles. RIDERSHIP: Estimated average daily ridership is 30, 000 passengers. SYS'I'ENI MANAGEMENT: The system is managed by full time personnel employed by the University. For the most part, day shift (7:00 a. m, to 3:00 p.m,) drivers are full time employees, while evening and night shift drivers are students working part time. CONTACT: Mr. John T. Baker, Superintendent (404/542-3030). A-F INSTITUTION: UNIVERSITY OF ILLINOIS, Urbana, IL ENI?OLLAIENT: GENEItAL "ESCRIY'f ION OI: SEFiVICI:S: Three buy University of Illinois: sy;;lems serve the • For students and faculty, the local transit district provides regular bus services to and within the campus, • For handicapped students and faculty, the University provides a special system consisting of four routes minute headways. The service o is perated at 30- seven days a week, provided 14 hours a day, • For maintenance Personnel and operates a one route from 7;3 0 a.m. lop systemywiths10-Minute headways to 5:00 P- m- O small, radio dispatched buses n weekdays, Ir, addition, two Although students can ride this system, the passengers. not do so because the routing is not oriented or their needs, VEHICLES; For the special system for the handicapped. owns and operates a fleet consisting of the following ped, the University • Four Bluebird school buses • One 1956 GM 31-passenger transit bus • One MCI 513 intercity bus • One GAIC van All of these vehicles are equipped with hydraulic lifts at front entrances and have modified interiors to accommodate wheelchairs. For the employee system, the University owns a fleet consisting of the following; • Four Union City 15-passenger step vans • Two school buses • Two 12-passenger, radio equipped vans A-7 USI.R CHARGE'S ANb O'I'IiER FINANCIAL SUPPORT: 0 Transit District Service The regular fare of v$. 25 is charged to all riders of transit district routes to and within the carnpus. • ~~ecia astern for landicapped Fares are not charged for this syste-M which is supported by general University funds and various special funds. Employee System This system is also supported by general funds and no fares are charged. RIDERSHIP: For the special system for the handicapped, average daily ridership is estimated to be between 1500 and 2000 passengers per day. , SYSTEM MANAGEMENT: • S ecial System for handicapped This system is managed and operated by the Division Rehabilitation-Education Services of the University. Supervisors and drivers are full time employees of the University. Major maintenance is per- formed on a contract basis. • Employee System This system is operated by the Division of Operation and Maintenance which employs full time drivers. CON'T'ACT: • Special System for handicapped Professor Timothy J. Nugent (217/333-4600). • Employee System Mr. James Trail (217/333-4122). A-8 IISTITUTT.': INDIANA UNIVERSITY, Bloomington, Indiana 1:tII?0LLMEN'," : 31 1000 GENERAL DESCRIPTION OF SERVICES: Begun in 1965, this system now provides service along six routes. One route provides ac- cess from the campus to an outlying commuter parking lot, and others connect the campus to the CBD and a 1(.cal shopping cen- ter. service is provided from 7:00 A.M. to Midnight seven days a week. VEHICLES: The University vehicle fleet consists of 16 45-55- passenger buses, two of which are air-conditioned. In addi- tion, two coaches are used solely for special charter services. USER C1IARGF,S AND OTHER FINANC?AL SUPPORT: The system is financed by passes ($25.00/semester) , 25C fares and general funds. RIDERSHIP: Average daily ridership is estimated at 1u,000 passengers. SYSTEM MANAGEMFNT: The system is owned and operated by the University and uses both part-time and full-time drivers. CONTACT: Jack Mervis (812/337-5984). A-9 INSTITUTION: UNIVERSITY OF IOWA, Iowa City, IA ENHOLLMENI': 20,000 GEN1:JU%1~ DESCIL[PTION OI 51;II1'I(j;S: The University of Iowa "CAMBUS" system consists of three basic routes operated from 6:00 a, m, to 6:00 p, in. and four routes operated from 6:00 p.m. to Midnight, Monday through Friday. The routes which operate at seven-minute headways connect the campus with peripheral parking and provide intra- campus transportation. A special express bus operates between a large dormitory complex and the main campus; and at night, special service is provided to a married student housing complex approximately four miles from the main campus. VEHICLES: The University has purchased the following buses for use in its CAMBUS system: 0 Ten 1956 GMC 45-passenger transit buses • Two 1966 Dodge 40-passenger school buses USER CHARGES AND O'T'HER FINANCIAL SUPPORT: Fares are not charged on the CAMIIUS system. Financial support is provided by a combination of parking income and student fees. RI1)FTISIII11: Average daily ridership was estimated to be approximately 13, 000 passengers in Spring 1973. SYSTEM MANAGEMENT: With the exception ofmaintenance urid some _ administrative coordination, the system is entirely operated by students working on a part time basis. All drivers and most of the supervisors are work-study students. Under the work-study program, a student's A-10 need for additional financial assistance is determined, and the student is employed up to the need limit with the Federal government supporting 80 percent of the payroll. Full time maintenance personnel are employed by the University who work in a bus maintenance and storage facility completed in January 1973. A-11 I ~ ~ INSTITU'I']ON: KENT STATE UNIVERSITY, Kent, Oil ENROLLMENT: 17, 900 GENERAL, I)ESCHIIII'ION OF SERVICES: Thu Kent Strnte transit system consists of eight fixed routes, of wisich five serve towny rind residential areas in the immediate proximity of the University and of which three arc "suburban" routes serving towns over twenty mile!; from Kent. Additionally, a demand-responsive service is operated for handicapped students. When school is in session, the fixed routes operate from 6:00 a, m, to 12:30 a, m, on weekdays and provide a reduced service on Sunday evening, Service for the handicapped is provided from 7:00 a, m. to 10:00 1,, m, on weekdays. Service frequencies on the five "close-in" routes vary from five minutes to one hour, depending on the route. Three round trips a day are made on each of the suburban routes. The demand- responsive service, which utilizes two specially equipped vans, averages 165 trips per day. VEHICLES: The University owns a fleet of vehicles consisting of the following: • Twenty-seven GM 45-passenger and 53-passenger transit buses • Three Gn1C suburban buses 0 Two Dodge vans equipped with ramps and tie downs for wheelchairs Fourteen of the vehicles are over 20 years of age, and the remainder a.e 1968 models or newer. USER CHARGES AND OTHER FINANCIAL SUPPORT: A mandatory student fee based on class hours supports 95 percent of system costs. This fee averages $7.30 per student per three-month period. The remaining costs are absorbed Ily the University general, fund. A-12 RIDERSHIP: Average daily ridership is estimated to be 24, 000 passengers. SN'STF.M MANAGEMENT: All drivers and road supervisors are students working on a part time basis. Dull tirne employees for the system include a mawki;er and three mechanics. All inaintanance is performed "in-house." CONTACT: Mr. Fiala, System Manager (216/672-2712), A-13 INSTITUTE: UNIVERSITY OF KENTUCKY, Lexington, Kentucky ENROLLMENT: 35,000 GENERAL DESCRIPTION OF SERVICES: This system consists of three routes with one route connecting the campus to a commu- ter parking lot located a mils: away. Service is provided from 7:30 A.M. to 10:30 P.t4. with headways as frequent as 10 minutes. VEHICLES: Six new air-conditioned 45-passenger buses are provided by LextLan, the local transit authority. USER CHARGES AND OTHER FINANCIAL SUPPORT: The system is I financed through general funds. No fares are charged. RIDERSHIP: Average daily ridership is about 21400 passengers. SYSTEM MANAGEMENT: Bus service is provided the University b1 the local transit company on a bus-hour bas's. Full-time i drivers are provided. CONTACT: Paul Bell (606/255-7756) A-I.4 INSTITUTION: LOUISIANA STATE UNIVERSITY, Baton Rouge, La. ENROLLMENT: 23,000 "ENF.RAL DESCRIPTION OF SERVICES: At the present time, campus transit service is limited to one bus line operated by the local transit company which extends into the campus core area with connections Lo off-ccimpus fraterniti,+S and sorority buil- dings. For a few yearn hack in the early 146018, a tram-type system was operated within the campus area. This service connected the campus core area with peripheral parking within six blocks of the core area Because of the rather small area of the campus, demand for this service was rather low, resulting in its discontinuation. CONTACT: Mrs. Salassi (504/388-7271) t A-15 INSTITUTION: UNIVERSITY OF MASSACHUSETTS, Amherst, MA ' ENROLLNIF,,NT : Approximately 17,000 GI,NEFMI. )E'SCIUI'TION Oh' .SJMVICI.S: The University of Massachusetts transit system was significantly expanded in 1973 as part of an UMTA demonstration project. The project ended with the fall semester of 1973; however, the system has not been reduced in any respect. In peak periods (7:30 a, m, to 9:30 a. m, and 3:00 p. m. to 5:30 p, m, three off• campus routes and two on-campus routes are operated with 10-minute and 5-minute headways, respectively. In off-peak periods, three additional off-campus routes are added with headways increasing to 20 minutes for off-campus routes and 10 minutes for on-camros routes. From 6:00 p, m, to 11:00 p.m. , headways are reduced to 30 minutes, In addition to serving nearby high density apartment arras, the system serves three , peripheral parking lots as well. Full service is provided on weekdays yvhen school is in session and a substantially reduced schedule for ' employees is provided on weekdays when school is out of session. No weekend service is provided. VERIC'LES: The University owns a fleet consisting of th•3 following: • Ten 1973 Twin Coach 31-passenger transit buses • Three 1969 GM 45-passenger transit buses e Two 1956 GM 45-passenger transit buses • One 1973 GM 33-passenger transit bus USER CHARGES AND OTHER FINANCIAL SUPPORT: Fares are not , charged for using the system. Financial support is derived from general University funds and student fees. Student fees are controlled by the Student Senate which has used a portion of these fees (amounting to $4 per student per year) to support the transit system, i i A-16 1tIDF;1tS1fIP; Average daily ridership is estimated to be 13, 000 passengers. (During the height of the fuel shortage, this figure rose to 17, 000 per day. ) SYSTEM I IANAGENIENT: With the exception of some administrative coordination, the system is entirely ruji and staffed by students working on a part time basis. CONTACT: Prof. W. Y. Goss, Department of Mechanical Engineering (4I3/545-0111). A-17 r r INSTITUTE: MICHIGAN STATE UNIVERSITY, East Lansing, Mich. ENROLLMENT: 41,000 GENERAL DESCRIPTION OF SERVICES: Begun in 1964, this system now operates four routes to serve campus housing and classes and an outlying commuter perking lot. Service is provided from 7:00 A.M. to 11:00 P.M. and there is service on weekends. VEHICLES: The fleet consists of 15 GMC 51-passenger diesel buses, two of which operate on the weekends. USER CHARGES AND OTHER FINANCIAL SUPPORT. The system is fi- nanced by $17/term passes, 35fi/ride tickets and charter ser- vices. i RIDERSHIP: Average peak ridership is estimated at 36,000 passengers per day. SYSTEM t-ANAGEMENT: Professional management and maintenance services are provided by the University through its Automotive Services Division; full-time drivers are provided. . C011TACT: Gene Garrison (517/353-5280). II A-18 INSTITUTE: UNIVERSITY OF MICHIGAN, Ann Arbor, Michigan FNROLLh1F;NT : 35 , 000 GENERAL DESCRIPTION OF SERVICES: One of the earliest campus transit systers, this bus system was begun in 1946. Service is provided along two rovtna from 7:00 A.M. to 6:00 P.M., with 10-minute headways during most hours and 15- to 30-minute headways (campus route only) during evenings, weekends and holidays. One route connects the old and r,ew campuses which are separated by about two miles; the second route serves a commutor parking lot. • VEHICLES: The university bu~o fleet consists of 36 buses, al- most all of which are 53-passenger capacity. FFSFR CHARGES A14D OTHER FINANCIAL SUPPORT: The system is financed from general funds. No fares are collected. RIDERSHIP: Average daily ridership is estimated at about 12,500 passengers. SYSTEM MANAGEMENT: The system is owned and operated by the University. All vehicle maintenance is handled by University garages and personnel; drivers are part-time students and full-time employees. CONTACT: John Ellsworth (313/764-3427). A-19 INSTITUTE: NORTHERN ILLINOIS UNIVERSITY, DeKalb, Illinois T;NROLLMFNT: 1()o 000 I G,FNFRAL DESrRIPTION OF SERVICES: Consisting of r,ix routes covering 35 miles, this system connects dormitories, fratir- naties and some off-campus housing to the central campus. Service is provided from 7:00 A.M. to midnight, with headways as frequent as five minutes. VE111CLF.S: The University fleet consists of 10 45-passenger GMC buses. USER CHARGES AND OTHER FINANCIAL SUPPORT: The system is fi- nanced entirely from mar'atory student fees of $10.00 per semester. , RIDERSHIP: Average daily ridership is approximately 20,000 passengers. SYSTEM MANAGEMENT: The system is owned and operated by the University. Employees include a general manager, a secretary and part-time student drivers. Cost of service is negotiated annually. CONTACT: Piax Lyon (815/758-6400) A-20 INSTITUTION: UNIVERSITY OF OKLAHOMA, Norman, Oklahoma NRI OLL~41,NT: 19,000 GENERAL DESCRIPTION OF SERVICES: Service is provided from University housing and peripheral parking to tho campus core. These routes are traversed each thirty minutes, consistent with class schedules. VEHICLES: Four units are utilized, one for each route plus one backup. Eech unit consists of a tractor and two trailers, each trailer having a seating capacity of 24-30 passengers. Cost per unit is &pproximately $6,000. Advantages include low cost, high capacity per unit and maneuverability; disadvan- taqes include exposure of passengers to rail and cold, inabil- ity to use on icy roads and off campus. USER CHARGES AND FINANCIAL SUPPORT: System is financed from Gpneral Funds. No fares are charged. RIDERSHIP: Estimated daily ridership is 300 passengers. SYSTEM MANAGEMENT: System is owned and operated by the Uni- versity; drivers are part-time students. CONTACT: Mr. Lee Savaqe (405/325-3161). A-21 INSTITUTION: UNIVERSITY OF PITTSI3URGII, Pittsburgh, PA ENROLLMENT: Approximately 20,'000 GP:NE101. DESCRIPTION 01~' SERM''KS: The University presently provides shuttle bus service on a single loop route from 7:30 a. m. to 10:30 p. m. on weekdays when school is in session. The loop facilitates intra-campus move- ments and serves a major peripheral parking area as well. A total of 55 round trips per day are made at headways varying from 10 minutes in peak periods to 15 minutes in off-peak periods. VEHICLES: Two 45-passenger transit buses owned by the J. Schmitt Company are w3ed to provide the service. USER CHARGE'S AND OTHER MNANCIAL SUPPORT: Fares are not charged on the University system. Financial support for the University system comes from general University funds. RIDERSHIP: Average weekday ridership is estimated to be 1100 passengers. SYSTEM MANAGEMENT: The transit service is provided on a contract basis by J. Schmitt Company. All drivers are full time employees of that company. CONTACT: Mr. Charles Douglas (409/593-3030). A-22 INSTITUTION: SAN DIEGO STATE UNIVERSITY, San Diego, California ENROLLMENT: 30,000 GENERAL DESCRIPTION OF SERVICES: Beginning in September 1971 and ending in may 1973, this system provided free bus service for students commuting from campus to housing located about 15 miles away, near the beach; later the service was expanded to include the CBD. Service was provided consistent with class schedules, each of two buses making four trips to the campus each morning and four trips from the campus each afternoon. The service was begun to demanstxate the power of advertising for solving community problems. While the service initially received good support from the local business community, demand for advertising diminished and the service had to be discon- tinued. VEHICLES. Two 1949 transit buses were renovated and graphic art utilized to give them the appearance of highly visible "bugs". Taped stereo massic and free snacks were provided on each trip. USER CHARGES AN[) FINANCIAL SUPPORT: System was financed en- tirely from sales of advertising (interior and exterior pos- ters). No user fares were charged. RIDERSHIP: Aver,.ye daily ridership was about 1,000 passengers. A-23 SYST114 MANAGF,MF.NT: System was managed and operated privately, primarily using part-time st.u6n nts. CONTACT: Prof. Jack. Haberstroh (714/286-5435) SPECIAL COMMFNTS: Dr. Haberstroh sold the business at the end of the first year of operation for a net profit of $60000. His reason for selling was because of the lack of personal time to manage the system. According to Dr. Haberstroh, the system was discontinued because there was insufficient effort. made to keep and expand the advertising sales. In addition to direct advertising sales, profit was also made from sales of "bug" T-shirts. Ads were run periodically in local papers to make the general public aware of the community service suppor- ted by "bug" acvertisers. It cost about $1,000 per month to operate each bus. Advertis- ing sales peaked shortly after the project was begun (4,000 per month), then began to decline slowly. No advertising calls were made after initiation. In Dr. Haberstroh's judg- ment, advertising sales could have supported the cost of operating the system indefinitely. It was found that two-thirds of the riders were female. Before the service was begun, it was estimated that 1300 persons hitch-hiked along these routes each day. Buses were almost , Always loaded to total capacity. A-24 INSTITUTION: SYRACUSE UNIVFRSIT1, Syracuse, NY ENROLLMENT: 16, 000 • GENERA 1, 1) PSCHIPTION OF SHRVICE.- Syracuse University operates a five route transit system. 'T'hree routes serve nearby student residential areas; one route serves a park-n-ride lot; and one route is an evening only route. On weekdays, service is provided from 7:00 a. m. to 1:00 m. on Saturday from 8:15 a. m. to 12:00 a. m. ; and on Sunday from 9:30 a. m. to 12:30 a. m. On weekdays, service frequencies generally vary from 8 to 12 minutes in peak periods and from 15 to 25 minutes in off-peak periods. Reduced schedules are operated on Saturday and Sunday and when school is not is session. VEHICLES: The University owns a sufficient number of vehicles to provide approximately 45 percent of the bus hours of service. This fleet includes: • Two Gh1 45-passenger transit buses • Two Carpenter school buses • One Madison 33-passenger bus In addition, the University utilizes five Flexible 45-passenger transit buses from the local transit authority. USI.111 CHARGES AND OTHER FINANCIAI. SUPPOR'T': Hares -ire not charged for using the system. Financial Support is provided entirely through University general funds. RIDERSHIP: Average daily ridership is 6000 passengers. SYSTEM MANAGEMENT: The transit system is managed by University personnel. Student drivers are used for University-owned vehicles while transit authority drivers are used for the authority-owned vehicles. A-25 i Maintenance for University- owned vehicles is performed at the University maintenance facility. CONTACT: Mr. Frank Koliski (315/423-4437). I A-26 IPISTrru,noN: UNIVERSITY OF TENNESSEE, Knoxville, Tennessee FPJROLL ENT: 33,000 GF.NFRA1, DFSCRIPTrON OF SERVICES: In addition to serving in- ternal. movements, two off-campus routes are provided to serve the agriculture farm and off-campus housing. Service is pro- vided from 7:25 A.M. to 5:30 P.M. on weekdays and from 7:25 A.M. to 12:30 P.M. on Saturdays. VEHICLES: Service is provided by seven 45- and 53-passenger GMC buses. USER CHARGES AND OTHER FINANCIAL SUPPORT: No fares are collec- ted. The system is financed through mandatory student fees. RIDERSHIP: Average daily ridership is estimated at 10,000 passengers. SYSTEM MANAGRMENT: Service is provided by the Knoxville Tran- sit Corporation on a bus-hour basis. CONTACT: Don Krupp (615/546-2365) A-27 INSTITUTION: UNIVERSITY OF TEXAS AT AUSTIN, Austin, Texas ' 1'i~Rr)f,L?df'sN'I' : 40j000 GENERAL, DESCRIPTION OF SERVICES: System provides service to off-campus housing located within three miles of the campus; a63itionally, two routes operate within the campus providing services for park-to-class and class-to-class movements. Ser- vice is provided from 7:00 A.M. to 11:00 P.M. weekdays. Head- ways very from 4 to 35 minutes, depending upon route and Limo of day. VEIiICLF.S: Forty buses of the standard school-bus type were , utilized in 1973-741 with an additional 102 available for backup. Buses are equipped with radios and heavy-duty suspen- sion and drive train. USER CRARGES AND FINANCIAL SUPPORT: The system is financed entirely through mandatory student fees of $8.00 per semester. In addition, approximately 250 faculty voluntarily purchase special permits, also priced a'•. $8.00 each. RIDFRSHIP: Average daily ridership in 1972-73 was about 30,000 passengers. A 158-20% ridership increase has been experienced each year since the system was begun in 1969. A-28 SYSTEM MANAGEMENT: The system is owned and operated by Transportation enterprises, Inc. of ALW::in, Texas. The Uni- versity pays for services on a vehicle-hour basis. CONTACT: Mr. Tnmes S.Wilson (512/471-1422) A-29 INSTITUTION: TEXAS TECH UNIVERSITY, Lubbock, Texas ENROLLMENT: 21,000 GEIICRAL DESCRIPTION OF SERVICES: This system was begun in 11)07 with the cl(.sinq of the campus to automobiles. The sys- trm operates three routes which link the academic area to parking lots, dorinitories. Two routes form a circle around the campus area, one in each direction. Ileadways are gener- ally seven and one-half minutes from 7:00 A.M. to 3:00 P.M., but this is increased during the low-activity period from 3:00 P.M. to 5:45 P.M. Because of the low bus utiliza,:ion which results between classes, three of the eight buses are diverted once each class period to apartment complexes loc).ted off-campus. This service, proviAed from 7:30 A.M. to 3:30 P.M. is regarded as highly successful. VEHICLES: flight 45-passenger buses owned by the local transit company are utilized in the sy.;tem. USER CHARGES AND OTHER T..'INANCIAL SUPPORT: The system is fi- nanced by mand,ritory student fees of $2.00 per semester. No r fares are colle-ted. RIDERSHIP: Ridership is estimated at 11,000 passengers per day. A-30 SYSTFM FtANAGEMF'N'r: The local transit compUny provides full- tune drivers and Muses at $8.10 per bus-hour basis. Freest Vrenevost (806/762-0111) A-31 INSTITUTION: UNIVr.,Ijs ry OF VIRGINIA, Charlotte Etiville, VA P"NlJOLLhii:N'1': 10,000 GENERAL l)1,:sCltil'Tl0N: The University of Virginia operates a transit system on campus which serves students and faculty. Although primarily oriented toward connecting peripheral parking with acadernic buildings and the University Hospital, the system provides general intra-eampus service and also co,+ers nearby student apartment areas. A total of four routes are operated but not all concurrently. Service is provided on weekdays when school is in session with no service on Saturdays or Sundays. (The University';3 reserved, sticker parking system does not apply on weekends. 1 A reduced schedule is operated during the summer session. VEHICLES: To operate the system, the University owns five GM 45- passenger Iransit buses and leases one 39-passenger bus and three GM 53- passenger transit buses. , USER CHARGE'S AND O'I HE'R FINANCIAL SUPPORT: For the most part, the University transit system is supported by parking fees. Persons who purchase a University parking permit (which cost up to $120 per year depending on location) are entitled to ride the bus by merely showing their parking pass. Others con purchase a monthly transit pass for $1.50. RIDLRSIRP: Approximately 5000 per day. SYSTEM AIANAGENIENT: The University's Department of Parking and Transit ~ administers the transit system. Three full time employees perform this function as well as vehicle maintenance. All other employees are students working on a part time basis. Major maintenance, such as an engine overhaul, is performed by nearby transit -ystems on contract. CON'T'ACT: Mr. Kevin Adams (804/924-3857). A-32 ' i } INSTITUTION: UNIVERSITY OF WISCONSIN, Madison, Wisconsin ENROLLMENT: 35,000 GENERAL DESCRIPTION OF SERVICES: Beginning in 1956, the system now includes three routes. One route :onnects the campus to a 500-car outlying parking lot. and another serves off-campus housing. Service is provided from 6:15 A.M. Lo Midnight. VEHICLES: Thirteen (13) 45-passenger buses. r* USER CHARGES AND OTHER FINANCIAL SUPPORT: A 15C fare is charged for all riders; in addition, parking fees are used to support the operation of the campus transit system. RIDERSHIP: Average daily ridership is about 9,500 passengers. SYSTEM MANAGEMENT: Coaches and full-time drivers are loaned from a local transit company on a bus-mile basis. CONTACT: Frank Mattone (608/266-4466). i A-33 APPENDIX B: SUMMARY OF COMMENTS FROM N.T.S.U. SHUTTLE BUS SURVEY CONd4.r11T'S FROM AESPONDRIF, ^ ON SHUT'TL'E BUS SUhVLi Number Suggesting I. ExparL%l rover ape A. [Iced at lcoat one more stop Rcmcvhere on the cast side of the campus. Specific locations mentioned were: Wocten Building, 'Education Building, 24 TFI stop, TWU side of campus, Women's Gym B. Should cover most of the campus and add new buses to speed up the system. More convenient stops for more buildings needed, especially 6 if raining or bad weather. C. Expand to apartment areas, if possible: "Most people in app area 1 (apt. area) are driving to campus, would probably ride bus other- wise, More buses would be needed to make the longer route (and morn, frequent, service), but it would be worth the increased cost to 'me. I'm very happy to see this form (the questionnaire)." 1 "Stop behind West Dorm. D. More service in afternoons: "Need to provide service till 5:30 for 3 staff or others working late." "More frequent service in the 2 afternoon until 4." 1 E. Night service needed. e. Go around campus. 0. Fxpanded route coverage needed: "It's almost not worth ridiug the 1 bus when you have to walk clear across ca:apus anyway." H. If route coverage is expanded, one bus should go to one yart of 1 campus and the other bus to the other part. 1. Would like to see route expanded but not at the expense of less l frequent service or higher cost. J. "Why don't you extend the service in the Denton area out of campus? 1 11. Quality of Service A. Service too slow, have to wait too long. Needs to be on time. "Quick trips to cFunpus are best. PcJog late to class is a drag:" 2 "£pends too much time at Pouts Field." "Faster runs on rainy days 1 (Maybe add a bus?)" "The bus was twenty minutes late Monday. 1 Thirty happy people got to wait in thn, RAIN." H, Service is great. "I've frankly been surprised (and pleased) at 2 how well it works:" C. F'requer.cy of service is good, Vit bus is sometimes crowded. "In 1 afternoons, need more buses always crowdei." 1 D. Need to keep two buses running constantly. Maybe add another. 1 %1hen two busrs are running, they should be more evenly spaced. E. Need gore buses ten minutes bcfure classes:. "Have to take really 1 early buses so have tire to pet to class." "With all of the con- 1 struction on ca;.pus, it often takes pore than ten m nutes to get 1 from one part of the campus to the other." Al III. Facilities A. Need shelters and benches: "Work until 5:30, need shelter." 6 "Would like shelters since I usually ride bus only in bad veather." 1 P. Manic on Bun (FM) 15 C. More comfortable seating (too close together). 1 D. Air-conditioning and stereo 1 E. Do more mr.intcnarce on the buses, 1 Drivrrn .1. Bus drivers are nice: 1 They do a good lob! 1 B. The drivers are inderpaid. 1 C. Need more responsible drivers. 1 "Some of the drivers secs more interested in talking to people end takirg their time and could care less it their passengers arrive on time. 1 V. Miscellaneous A. All improvements are needed. 5 B. Stop passing oat these forms. Didn't like filling Pne out each time they got on the but. 2 C. Have free bus service. 1 D. The shuttle bus is really great. It given a place to park every day and yet no long walk to my clasuen. 1 F. 11d love it if T could catch this somevhere besides Fouts Field— I live by VAJ. 1 F. Get the sity to offer a like service. 1 0. 7'm a transfer student and l sure vas glad to see thi3 bus--ve didn't have one. 1 H. Kr-,#7p up the great service. 1 1. I and my tired feet say "Thank you." 1 J. I donOt think its north my $3--1 have to valk so far! 1 I I B2. APPENDIX C; SURVEY FORMS AP!D INSTRUCTIONS Office of Institutional Analysis and Planning North Texas State University Fall 1974 r Dear Student: You have been selected from students enrolled at NTSU to ;,articipatc in a campus survey. Your answers will be held in strict confidence--the yy will be added to the answers given by others aTid will in no way be identified with you individually. There are three yellow pages containing questions, Check (v7 the appropriate response for each question. STOP WHEN YOU GET TO THE GREEN SHEET. The interviewer will record you- responses to the items on the green sheet. Results of this survey will be used for such things as develop- ing plans to improve traffic and parking provisions. Thanks for your cooperation. FOR USE BY INTERVIEWER ONLY Name of interviewer Date of io,,terview Time of interview AM/PM Place of interview 1. Be sure the interviewee reads the instructions at the top of this page. 2. Be sure the interviewee reads and checks the responses to questions on the yellow pages and stops when he/she gets to the green sheets. Give any assistance needed. 3. Read to the interviewee the items on the green sheet and record his/her responses. C1 6 ma Peru w wn i■■ I~ . _ , i l Y' { r 1 r,.a fi~ = 11 1~ i,.i 1 I .i r ~ r~ ~i,l ow LAN rk 11111111i NOW it rr r r VA *liftii r,.ll~ {j r .f I JI am sm ow l lL itMM 'i~il~wl■S: m olkam' ~ all ~ ~ ■fs. I+! Ill (I{ l I ~ 11111, rk to ra s r ruii.w no . r+ wr I SURVEY NES FOR N,T,S,Uo STUDENT SURVEY , "2 Fall 1974 NTSU STUDE'c"T SURVEY (5) Sex 1 [ I !',11 L. (r,) ):ow are y„„ c1'1!1 ifiodi 1C1 P'1 e5k;:1,111 2[1 So;diourorr 311 'Tunic r 4[I Senior SCJ (;r.adU'.te (7) For hcv many s(r,r,ater hours are you currently enrolled? IC) t hours nr leas 2[ ] 7 to 12 Logs 3[J 13 or more hnurs Khich days are you normally on campus? (CHECK AS HANY ;.S APPTA CABLE) (P,) IC1 NOndI (10) Yrdnesd,ty (11) 1[] Thursday (12) 1[I Friday (13) 1[] Saturday (14) IN Sunday (15) Which one of the following applies tc you? 1[I Enrolled in both day and night classes 2[] Enrolled in day classes only 3[] tnrolled in night classes only 4[] Lnrolied in Saturday classes only (16) What is your age? I[I 19 ov under 2[I 20-21 years 3[] 22-24 years 4[] 25-29 5[] 30 or ovor• (11) Current emplnyrr,ent status (if employed in more than one place, answer in terms of your principal employment). I[) ;Jot currently employed 2[1 Employed en campus 3C] Fr-loved off campus in Dcntern 4[J Emloyed q~rtsidc of Penton p (1 8 ) )inw many liourr, r cr week do you work? 1[ ] ?(one 7C] 1 to 15 hcurr, 3[] IE to 20 hours 4[1 21 to 30 hours 5(l 33 or more (19) V)uit type of parking, decal do you have? 1(1 done 2{1 Dormitory (orange decal) IN General (red decal) 4[1 Festricted lot (green decal) SC] Poserve(I lot- (blue decal) EC) Free registration (black. decal) 7[1 Motorcycle (white decd) BE] Handicapped (yellow decal) C3 (70) +rlntI,- rtitinrt vehicles you C"r, ',I )ave regularly at your disposal. 1(1 Alit le/tr'IC k: 7[] Mr,?I'rc',Clo 3EJ 11i(yr )P 4E] Othrr . (:1) Hn•.: of t:h '.1°,leill? t 1_ r h. t1r Iu~;7 [ ] '1,~r e t h91r.r : , 3.c_i hilt not r:'c'r y dry. 3[7 ~cnnsi,:r,l!y--once a week or [i Nev,r (77) How cic' you rat,+ rt,,gr,.;lity of the service provided by the NTSU shuttle bus? r ] v,, 3[] r-at lF f aC t L'I 4[] Ursa t i r f+ 1'. t, ry S(] No n"Ani; n (?a) 1'1edsV check lo ln',r the improvement fnr the NTSU Pus '.;;,ride service you ,,uld regard .11, r- ,t ir.purFint. lr] f~nre ti'p r~;e r,t ;ter V1C, I'r~r'✓ido Snr'✓lre at p,tlt 3[] Fruvi'de G,•rv;cc cn week.en~dt; [J Cx,'an'f r 'lt,' : r,'denrq= on cam"u, SE] Expard coverage to nearby apartment areas 6[1 Provide service to other activity centers it the Denton area 7[1 Provide bus stop shelters and benches Any comments? ( Please check below the sirrp•le improvement for the NTSU Bus Shuttle service you would regard as least important. lr] More frequent service 2E1 Provide service at night 3C1 Provide service on weekends 4E1 I'xpand route coverage on campus sr] rrpand coverage to nearby apartment areas 6[] Frrvidr service tc other activity centers in the Denton area 7[1 Provide tts step shelter and ier,ches Any COgNtr'nt5? (25) ):ow often do you tta r.eliy ride a bicycle on campuo7 lE] Every school day 2[] fore than once a weef, tut not every day 3r] rcca<ion3]1-,--once a week or less r•[ 7 ?;ever ,I, ;i. attending bTSC? In don 71j Irr' 2f] 0f f c-aiin Dontcn t[] r'1,t';id.. ,.f Iirritnr. +r1IF: In ttr questicn below, C!.ASSRUGt'. AFFA mear•, ,-ir,y location on the campus other than dormitcrier.. "TA!7~N(r,M P,FFA incl,:des the t office, TI1P, administration Dui/ding, etc, 6) flow do you uru111,~ get r tl.e ram,trs for if you live i.n a dorm how do you usually get to the cT,-inrr.^.rc.. area)? - 01[J Walk. 0711 Pv rar --dr°.vr m ono ar,d use t)r N1"U shuttle bus from Fouts rield f7[ ] fly r,r• -drive alone Fci`t do riot use the shuttla bus 0+.[1 Ry car--c.tr ncl and ,sc the NTT shuttle but from routs Field OS[] !IV rr--c•tr,scI gut ,!r r,at lire the shuttle 1,11E HEJ fly c-ar-_1,,,yr r-menr,r Pring mr end let ;re out (car is not larked in U- 0~[7 Fide iI:I r'rL;'star l;vs (1'E: - '?anspc, nation Enterprise, Inc,) 0&[J Pide Ricvc)e C9[] Nick Mot,:rr.yclc 20[1 Pi de shuttle' bus from the dorm or apartment CQ ~nTI, The fII" Irg yue.tiwi~ aIppIy to ONI'') PCCIF'IC DAY, the most teecnt day you were on campus other than a S. atu10o), !',unTii or toi. (29) (.9-31 day of _t_L_e_ wC0 was the m,nst recert day you were 1','h campus other than Satur aye or laday? 1 [ 1 t:or'.3y I tY 31 1 'n'ednesd IN, l i !hur (30-31) 'hat tiro, tc, the rc,lrrst hour on that day, did you inltially_-arrive at the at%' t. (1'r i` vr.i Iivo in a dor, m MXa-t Lane did you acrMe._itFe classrccm area)? C][ti R:00 A.11. or rar) ier 0?[J ?:0o P.M. 03[7 1000 A.M. C i[ 1 I I 1'i 0 P- t' . 05[ j n0 t:c n OG{7 1 0 F.M. 08[7 ,I:CG F'.~1. 09CJ 4760 i'.)".. lUCJ S:CC P.M. cr, later h. (?2-33) tti.r re,u'ast hou!• ~n that (lay, did yo-j finally leave the car, us ( y r ivc in a dorm wh.wt tine diT you finally leave e c assrocr area) 01[J N:rD A•,`. or oarlier 0?CJ 900 A.N. 03C) 10:UD A.!I. 04CJ i106 A.M. OS[J 12:00 lioon o s C ) 1:r0 P.M. 07C) 2:DC P.H 08[) 300 P.M 09[] 400 P,M• 10[1 !,00 P.!'. or, later (34) How many round tries did you ma1,e that day between your residence and the NTSU campus (ot c aT-ssrcom area if you live in a dorm)? 1[) One round trip 2[7 Twc, rourd trips 3[i 'Chter round trips 4LJ four or mc;re round trips 5[J Eore (35) 11cw tr,any ,oi:r,,! trir-r: d irt you mrbc that day between NTSU and Th'U? 1C7 One rrun trti' ?C3 Two rr,uml tr'i;s 3C) '1111-or r' vnd t1' i'hs 4[J Feur rv r~nr, rr~~:n9 trips 5[J None (36) ]Jet' ra.,ny r,rln,I triA_ di,l you make that day between NT, .U and downtown 1•, r? 2[) w.e ru7 -Iri 2[] Two sound rt•i;s 3(] Three rourd tri;,s 'I Four nr more mound trips 5[1 t;;ne ( 17) }rqw r u1'; t17Ui ti i• 'i you maF,• Ih.rt day be tween HI'•U AY A 1111' Iler.lr r. 1v +e1' 91.01 .lrr.. n 'JVl city r'r..tV,,*' 1[] ire f'L 7G'~ !f:1' tf[ :G f r.'.. L~] Fat:r r mn t'f` r^I11'.'1 Cf ^5 5[, Xcne ( 32) F:` w m,nnv r r.nd t ri ,f divote mn~e that day tetween KTStJ and other Ler,tr.r. locations not ris-f at,ovel t[) Ore rourd trip 2[J Twn rc,und trips 3[7 Three found trips 4[J Four <~r more mural trips 9[ J None C5 10 1NI'FRVIEh°R: THIS QOLSTI''N IS DESIGNFD TO SAMPLE Ii,F ON-CAMPUS TRAVEL PATTERNS ()F STUDI`NTS. TIIL AC"1'1MPANYIt,G CAMPUS MAP IS DIVIDE) INI'O ZONES, EACH WITH A ZONE NUMRLR. T'kl1'F IN VIE ZONE NUMBER FOR THE STUDENT'S CAMPUS-3TZATING POINT AND-MN Tlff - ME NUMBER FOR YACii DESTINATION (NOT THOSE ZONET1717`1TUI)ENT SIKPLT PASSFD r1fROtIGH). FIMII PERIOD: CON'S171R ONLY IRA11L RI.TWEFN 7:00 A.M, end 5:00 P.M, ON THE SPECIFIED W).. CAMPUS STARTING POINT: EXAXPLES WOULD DE THE ZONL OF IIIL DOPMITORY FOR A DORM STUDENT AR THE -PARTfiG AITrFOR A CO,N1UTiNG STUDENT, IF HE WALXED IT WOULD BE WHERE HE F.NT(.RED TIIL CAMPUS. IF THE S'IUDEN"I LLFT TIIE CAMPUS, WRI1E "9' IN THE ZONE SPACE, IF THE STUDENT RETURNED T?5~, 'RT1E' TITF Zb?r£-OF FNm IN THE NEXT SPACE AND CCNTINUE AS BEFORE. THE LAST ZONE CODE SHOULD BE "9" (LEVI CAMPUS) OR THE ZONE. NUMBER WHERE THE STUDENT WAS AT 60_Jr.1(i7_tFAD THE FOLLOWING PAP.AGRAP;f TO THE STUDENT. 'The next question is designed to sample the on-campus travel patterns of students. h'e will only be concerned with your travel between 7:00 A.M. and 5:00 P.M. on the day you were most recently on campus, other than Saturday, Sunday, or today. First, where was your initial on-cam us star tins point--for example, your dorm, the area w ere you pa cad if it is within a zone on the map, or where you entered the campus if you walked, rode a bicycle, or parked off campus? u (39) What was your first stop -for example a class building, the Post Office, etc. (40) i From there to (41) Froo there to (42) From there to (43) Frew there to (44) From there to (45) From there to (45) From there to (47) Froi there to (48) From there to (411) From there to (50) From there to (51) From there to (52) From there to (53) From there to (S4) From there to S55) From there to ("~E> C6 I Office of Institutional Analysis and Plannin` North Texas State University Pall 1971 NTSU SHUTTLE. BUS SURVEY !forth Trya,i tA,ite University, in cooperation with the City of Denton an4 the North Central I'rx3s bnnril of doverrusrnt-a, is conducting a sturly to determine needed transit improvecents. Ta hel; in thlr. study, pJfar<' "nmplete tlris quentionnaire and drop it In the box prov:,ded as you cy.! t th~! ~~n. ;1 you hdVP Ill,(idy CGV:,ltt,d 11119 rip 07u;r• text-1y, ^Iease dc 6n 1,1,A1Y, Thanks for yr,ul' hel,. (I) Where d,, yo-, livr_7 (13) On tt.r days you ride th! bus, how In ul;n dormitory many times per day do voi normally 2(] Clf cHn, s in Denton ride it (count to and fr.m as 3[1 O,,t ids of Denton se^tarate trips)7 1[J onne a d,iv (2) Rnu .ire yo, clnnnifieA? 2C1 twit. s day 1[1 Freshman 3C] three times a day 2[] ~ophnnnrr 4[1 four times a day 3C] J1mire 5[1 1've or more tines a day 4C] Senior U c=raduate (14) How do you rate the quality of the E[] Not IMVi atu(lent service provided by the NTSU shuttle bus? (3) Have you already completed 1() Excellent another cf these forms today? 2[1 Very good IN Yes 3[1 Satisfactory 211 !;n +C] Unsatisfactory (4) Where did you beard this bus? (15) Please checY, below the tin le improvement 1[1 Fouts rielT-lnarY.in I lot for the NTSU Bus Shuttli- service you 2[] Ave. D t Chestnit north would regard as most iml)ortant. of Men's gym) 1[1 more frequentservice 3[1 Innercampu, (across from 1[] Provide service at night Marquis Hall) 3C] Provide service on weekends u[] College Inn 4[] Expand route coverage on campus 5(] '.test Porm 5[] Exrand coverage to nearby apartment areas (5) '„here will yai leave this bus? EC] Provide service to other activity 1[] Fouts Fie1~1 parking lot centers in the rentun area 2[1 Ave, n f chQgtn+rt (north 7[1 Provide bus stop shelters and of f'en'q l'vni) tenches t[I InrriramPus (arro[s from Any comments? J'arquir Hal 1) 'Mug! Inn 5I1 Rest Dorn (6) li often du ~,cr.tllV !,re tn~: s?pit t'r l.a~ (iS) Please sleek below the llee ar?rove' 1[J l:;rrY he 1 ,f:,y ment for the NTSU B+i, S',.ut le service 2C.; Once eicl. week rr more, you would regard as least in,vertant. tut mot •.:ery day. 1[) More frequent servl•ce 3[1 Less !han onr.e arch wev4" 2[j Prcvide service at night 3[] Provide service on weekends t';lich (Jays of the week da YOU normally 4[1 Exrand route coverage on campus u3e the buy (c1(ck a; rany as app ica Ie)7 5[3 Expand coverage to nearby apartment (7)..I[I ^nlav areas (8) lr1 Tlrs~'..v E[1 Prcvide service to other activity (9). .1[1 'n°dncsLiv centers in the Denton area (10).1[] Thurs,lry 7[] Provide bus stop shelters and (11).1[1 Friday benches (12).:[1 hit regularly rncugh to Any eonrents? • specify a day i C7 NEIGHBORHOOD SURVEY DENTON, TEXAS The opinions of interested and involved citizens are of great impor- t,ince to all city officials. We need your guidance in determining what city services you are concerned about. The questions that follow will give us some idea of what you want rind wkott we should do. 1. Li.ited be'.ow ,ire lt) community uur,cl~rns. Pleiti;c indicate which ones you nc;ed additional ati(~ntdot, by r,cnkinp t,hom from 1 to 15, ' with L indic:,tinp the most 1711)01-t%lit, the next, most important, etc. street repairs establishment of bus system floodint*, and dr,ainare probl(:mci _ parkins.; problems weed and litter control ,;'.de%alk construction fire protection police protection _ recreational facilities animal control junk car and dilapidated house removal airport improvements establishment of' bike lanes _ bridge/overpass construction trash and parbat;e collection 2, Is the city now providing any service yotr feel it should not be providing? Please circle your answer. YES NO 3. If you :answered ye, what service or services should be stopped? 4. Is there a service the city should be providing that it does not provide at thia time? Plenge circle your answer, YES NO 5. If you answered yes, what „!:rvice or services should be provided? b. Are there airy comments yr HUt'j',Qi1tiWIs you would like to make concerning city 9ei'ViCCS? Thank you very much for your consideration and time. i' c:uGr return to thr Co,nmuriity Dovelopinent Department. CB NTSU 5NUt7LE BUS SURVEY l:)rtI rrn.t+ St:ite !'nlversity, in cooperation with the City of Denton and the North Central Texas Council of Govern- »,rl., Is r,,nductIng a study to determine watcher or nit the Iranstt (shuttle bust rout r. should be expanded. To I..•Ip In IIII, =tl,dy, please complete this qurstionnaire. It will be picked up t.,r•.,rrow bi, a volun[eer. W rid r,n 11d. I b,,s to the N,T,S l', campuq if service were provided to this t,re rr' 14'r I I No, If yc.+, pleise continue. mr, J" IIvr, r7! mtn1 times per day vwId you ~r A~hL r' _ r11n r1if Ill-, to the cam us.' III) ,?I,,rtru lit ur _ I I I 1 IL,~ r 3 or pore timer, I I"W ,Ie I1.' Ifted) I I I t I~lun (8) Ir,~ mint' tines would you ride the r ,n.,ro 1. •.v I frrml the campus to your apart- ' " 1 ! 3 (n ,iirn' ra.. lit l l :~nir I ( ) 1 IIre S ( 1 r.e.,d,ntn 7 ( ) 1 times G I f N„t NI:;t1 Student ! 4 1 3 or note times wuu1J yr„I piv 51,00 oar scm, to ride (9) -lint hour wo)vld most likely be your hu^ Ir, Soros ileacinntton on the NTSII first rid, t the campus on a nonaal c.rnln, day? -.o_. ( 1 7:7n A.M N • 1 ( ) 8 I,'i Aul 1 ! 1 8: "SO AM r$I Whr're w~,nld you prefer to board thiq i 1 9:00 AM bu,, to Wn to campu.' (check nearest 5 ( 1 After 9:00 AM intcr.rctlon•, 01 ( I A:c t e. Prairie (10i 'What hour 'would most likely be your n7 f 1 Apr F h Stella lavt (return) ride of the day? OJ ; ) Apr. I, r. Stela I r ) Before 4:00 PM OS 1 ' A.,, II & tulla 7 I 1 4:00 PN nt r 1 Ronnie irnr h Stella I t 1 4;)0 P,`t OF, ( I li,nnle Nrne F Pr.llrIv 5 ( 1 500 PN 01 1 I 1'ra1rlt 6 Avc 11 ! 1 5:)0 PN iIR 1 I Pia lr it h Ave I 09 t 1 1nulge t; Ave It (10 Plenge check below the cumber of N.T.S.C. 10 I yr.Imorv 6 Ave E students that share your room (wife, r~rrnmsat es, et o.I ,'.I Whore , n campus Is your prlmarY destine- I , I only myself t il•, (olretk nrjrLst one)? 7 ( 1 one other 1 I I ?lalhcrry h At,- A (near I,, rag Bldg.) 1 , 1 tvn othern ? ! 1 0i, %tuut h Avc A (near lip, ,ch S Drama) : 1 ) three others I ( j ;;Yct,mnre f. Ave d (inner campus-across 5 ( ) more than three others fnao hLirquis (tall) I 1 hIWI,land h Ave A (near Sec. Scl. 6 Cjremertgv E,l,,c. BIdK.I ( ) W. Frafric 1. Avg, C (~)cros4 from Music Ile.i !'~I 1L .'ft,'.I you nor^rnlly ~.'se the Shuttlevry school day - r 1 Ilnti, rich week )r more. b„t not every d r; L f th,~n Jnrc ~.'q~ll woe' 411a1 II Of ill wrck .,aid yc.r normally use I 1 Pl,irlty througl, Frlday I I N.V F, „nip 1 I ) t •11, ,lily C9 APPENDIX Dc SOCIO-ECONOMIC DATA FOR DENTON) TEXAS ,I202 1 ' /204 n~ Q 201 I'S Y OF I.DI:NTOr~ I r 11 l„_ I, ~ 1 1 J~:fm f'. L,,moGr ~Ia l~ tl ZI ~ tlh sv,h/. 1 \ \ f; 215 f 203 217 'l r,. 216 , IHIVANI - ~ -~r^ LOCATION OF CITY LIMIT'S OF DUNTO:" WITH RFBI'EC'l' TO DENTON COUNTY, 1970 ~II 204 .5 i 206 r , . ! 2~Q 2t~~ ? 2r2 ' 20$ 209' 214 4 N I 203 `j CENSUS IrlUACPS IN DFATONd TEXASo 1970 111 CFNSTIS TRACT AND RAA EQUIVALENCE CITY OF DRNT011 Census Census Tract RAA FAA Tract 203 (part) 496 513 203 (part) 497 (part) 513 514 204 (part) 204 (part) 514 517 205 (part) 526 518 206 (part) 205 (part) 517 527 519 213 (part.) 206 518 522 214 528 526 204 (part) 207 529 527 205 (part) ' 208 (part) 530 (part) 528 206 (part) 209 530 (part) 529 207 210 531 530 208 211 532. 209 212 (part) 534 531 210 213 (part) 519 532 211 533 533 213 (part) 214 (part) 522 --_----_--._-1 534 212 526 . 527 =w ICi f _ 528 'kr~yinnal Analysis A'c4s arc geographic arras =sed r rar h North Central 3cfas 329 C:ouncil of Govotvrrfe is for 531 rrgioni7 plannini. 534 53'1 533 .5.19 02 POPULATION BY RAA 1970 - 1990 RAA 1970 1980 1994 513 3,700 5,200 80700 514 700 904 10 F,00 517 500 700 1.0100 518 3,700 50100 80500 519 1,900 21600 4,300 522 4,300 6,000 91900 526 6,400 80900 11.,200 527 6,800 91500 110900 528 3,700 50100 6,400 529 2,800 4,000 50000 530 4,600 6,500 80100 531 6,200 81700 10,900 532 2,000 2,700 31500 533 11200 1,700 2,100 534 20600 3,600 4,500 Source: "Population and Employment Data", Systems Analysir, Study and Regional Plan for Solid Waste A slyisal in the North Central Texas P.eq'on, rix.T.C.o.G. and Henningson, Dur- ham & Richardson. U3 INDUSTRIAL AND COMMERCIAL E.MPLOY141:14T BY RAA, 1970 - 1990 In!3ustrial Employment Commer.cio l Employment RAA 1970 1980 1990 1970 1980 1990 513 - - - 500 600 1,000 514 - - - 100 100 200 517 _ - - 100 100 100 518 1,000 18900 2,800 500 600 1,000 519 700 1,200 1,900 300 300 500 522 - - - 600 700 11100 526 300 600 900 1,700 3,000 41200 527 - - - 11800 3,200 41500 ' 528 - - - 11000 11700 2,400 529 - - - 800 1$00 10900 I 530 11400 2,500 31700 11300 2,200 3,100 531 - - - 1,700 2,900 4,100 532 - _ - 500 900 1,300 533 - - - 300 600 800 534 - - - 700 11000 1,700 Source: "Population and Employrent Data", Systers Analysis Study and Regional Flan for Solid Waste Diapos3l in the P7orth Central TL, as Region, N.C.T.C.O.G. and Pienningson, Durham & Richardson. D4 POPULATION UNDER 16 6 OVER 64 BY CENSUS TRACT, 1970 Population Population Census Under 16 Over 64 - 7 raCt Number Number B 203 (part) 18 25.0 5 6.9 204 (part) 1,634 25.6 757 11.8 205 (part) 2,276 33.5 410 6.0 206 1,328 18.1 534 7.3 207 370 13.1 305 10.8 208 (pert) 492 29.0 75 4.4 209 373 12.8 39 1.3 210 730 11.7 183 2.9 211 376 19.0 227 11.5 212 (part) 955 38.9 167 6.8 213 (part) 407 33.1 61 5.0 214 (part) TOTAL 81959 22.5 2,763 6.9 HOUSING UNITS OVERCROWDED, 1970 Total Overc rowcicd Census Housing Tract Units Number % 203 (part) 25 1 4.0 204 (part) 20213 66 3.0 205 (part) 21019 70 3.5 206 11713 144 8.4 207 1,169 80 6.8 208 (part) 592 38 6.4 209 210 959 58 6.1 1,222 48 3.9 211 839 58 6.9 212 (part) 691 134 19.4 213 (part) 363 21 5.8 214 (part) I'OTAL 11,805 718 6.1 Suurce: Census Fact Pock, 1970; N.C.T.C.O.G. D5 AU'rOMOB II LE OWN F:RSH I P 13Y C'FNSUS TPAC"P, 1970 Auto Numhe2- of CarslF amily_ Ownersni{, Census S~- 2 3., Rate Tract 0 - 0 G 17 6 2.00 203 (part) 1.45 204 (part) 4 10 1,153 817 159 1.78 20 r. (part) 4)21 1 100 2 1.19 206 294 9 92. n 381 215 1!a0 722 205 49 2.07 1.53 208 (part) 17 299 246 47 1.48 209 19 c,73 320 90 1,24 210 134 689 392 19 1.1.1 211. 201 415 222 36 1,26 ?.12 (fart) 142 266 241 39 1.71 213 (part:) 17 1G4 189 38 214 (part) TOTAL 1,162 5,767 40130 837 1.39 NRG}t0 POPULATION + BY CENSUS TRACT, 1970 Census Number Percent of Tract J of Negroes ro pulation 203 (part) 1 3,39 204 (part) 35 0.55 205 (part) 14 0.21 206 644 8.80 207 76 '2,.69 208 (part) 18 1.06 209 400 13.77 429 6.89 210 336 17.01 211 80.88 212 (part) 1,984 213 (part) 16 1.30 214 (part) TOTAL 3,953 9.91 carte: ensus Fac`_ POLY„ 1970a t7.C.T.C.O,G. {~6 KIT"DTAtd FAMTL'i ItU' "IF, 1 70 Ccnsus I'ract 203 (pirU $ l,R73 204 (part) $ 1,510 205 (part) $ 163 2.06 $ 2 , 334 207 $ 1,440 208 (part) $ 10690 209 $ 1,752 210 $ 1,500 211 $ 1,670 212 (part,) $ 2,335 213 (part) N/A 214 (part S ource; c'enstis E'act 1300k, 1970; N.C.T C.0 G. F)7 APPENDIX E: SPECIAL ANALYSES ANALYSIS Of DAILY BUS WACITIES Daily bus capacities are uepondent ul,r,n the capacity of the transit vehicle and the peaking chararAeristics of campus accc!,s tries. Accordinq to ch<_ N.T.S.U. student surv:y, about one- thitci of all arrivals occur during the peak hour. The N.T.S.U. shuttle bus counts indicate very high peaking occurs at each class change - about two-thirds of hourly demands. This indicates that in terms of travel desire peak hour ridership = 1.5 vehicle capacity. For a parking shuttle with a round trip travel time of 15 minutes, this would mean that only 388 of the vehicles capacity would he used during the peak hour; only 50% of the peak hour capacity would he used for an apartment shuttle with a round trip time of 20 minutes. For a full size bus with 50 seats, a maximum load of 75 with standees can he utilized. A range of hourly capacities can hFdetermined for various assumptions: Tratlr t t 217 t' f "!"nu es ?0 Al inuter, - l apt lr'.ccran lrt1 4~n ?7,5 ' -.'r 11 :~L-1>~~1~?F~a or:c1 ori<f, i 1, r f ! cr,i of I rI*Z"I1+, l l3 113 r~, r! ja r t 1 F^r11 F11' arrie+a 1 r 75 r;1 P wlit lll In i'K(II1'f that regular bus riders would t .IrI I I I II f_(I k1S 10 SprCd(1 Cllt ! lil' dtInlnnd on each Ir,a1 ,I11Ei !~I'I tit III, ('i;. F'oI purposes of plonning, a hourly do: illn cIIII-It:ity Of 100 passer<Icrs/hus i:; 7lssumed. This woul(l menn that. tr~~~h k,ur: could accommodate ]00x3-300 arrivals pot tlay, of 30ox;).76D 1 t ot.,a 1 passen4jers. 1;2 COMPARISON OF COSTS FOR CLOSE- IN PARKING VS OIIiLYING PARKING WITH TRANSIT Costs of constructioq (-lose-in parking facilities can be compared to the cost: of providing shuttle -,rrrvice to out- lying parking facilities (like Fouts Field) already in existence. The cost to construct a close-in facility is the sum of the value of the land utilized plus construction costs. In the N.T.S.U. area, a value of $2.00 is assumed, which results in a land value of $2x300 sf=$600 for each space. Recent construction costs for N.T.S.U. parking lots are estimated at about $810.00 per spa^e. However, assuming construction on a larger scale, a cost of $750/space is used. Assuming an interonL rate of 82 and an effective structural life of 12 years, the annualized cost of the close-in parking facility is $600(.08)+$750(0.133)=$147.75. The cost to operate a parking shuttle hus is approximately $3,500/semester (see "Analysis of Transit Operating Costs"). For a parking turnover rate of 1.1, an auto occupancy of 1.1 and a daily bus capacity of 600, the number of spaces which can be served by a bus=600/2/1.1/1.1==246 or about 25u. If the shutt..e bus is required only during regular semesters, its annual operating cost is 2x$3,500=$7,000. For a capital cost of $60,000/bus, a bus life of 12 years and an interest rate of 88, the annualized cost of the bus is $7,000+ $60,000(.133)=$14,980. For 250 spaces, the annual cost per parking space is $14,980/250=$59.92, or about $60.00. 1:3 COMPARISON OF TRAM VS BITS FOR PARKING SHUTTLE SERVICE A tram h,,t l 1c s(rrvice has been prolu,scd which would serve trips to the campus core from outlying parking in the general area of Pouts Field, for this service to he practical, it, would need to compare favorably in terms of total access i ime to wail:inq and other transit modes. The figure below illustrates the operation and travel times associated with each mode. For purposes of general analysis, the origin of the trip from ''outs Field is a parked car located near its center, while the destination of the trip is a point at the center of the classroom core area. i i f ii II 2 a~SES 13,8 MINJTES ' I .{IYW~ C1 I' r MINUTES li j,~~ ti I - it tiZ ~ti~~~ ~~,f4~1~_~ i~*`i P BUSES! 12 .0 Ml'•7TES COMPARISON OF TRAVEL TIMES FROM FOUTS FIELD BY ALTERNATIVE MODES r4 Ac•ce5s by Walking A Ex rsun waJkin t i n,~i l c~id t.inq f ,c •c t_ralisit vehicle and could proceed in a rather r4irect ro,,irr to his destination. For a walking speed of 2."5 mph (4 tps) and assuming 30, additional travel due to the rectilinear street system, the total travel time by this mode is 1').8 minutes. Access by. Tram A person rust usually walk out of his ,ray to some extent and wait for any type of transit system. A 400 ft. access distance, requiring 1.65 travel time by foot, is assumed for both ends of a transit- trip by either tram or bus. The average wait- ing time, however, is equal to one-half of the headways between successive vehicles. For a tram route through the center of the pedestrian campus area, as hay been proposed, the route is relatively short- only 3,570. However, because of tram'sslow operating speed, about 4 mph, the round trip travel time is 20.0 minutes, result- ing in an average waiting time of 20/4/2=2.5 minutes for four tram units. Tho total access time by tram is the sum of walking times at each trip end, waiting timc,and tram transit time = 1.65+2.5+ 1.0.0+1.65=15.8 minutes. ' Access by Bus Buses would have to follow routes alonj the edge of the pedestrian campus, rather than through it like a tram system. F•, 5 decor-Jingly, two routof, would be needed to provide comparable. ' is es:; t c t he route r- of the ;•Iassroom core area. While the buses must follow less direct routes, their I travel time:; would be much less than that by train. The average w,iitinq timo would lx, longer, however, since thnre are only two Fuses on cach route: 14.0/2/2=3.5; 11.6/2/2=2.9. The total travel tiIII0 For the nur'th rouge is 1.65+2.9+7.0+1.65=13.2; for the south route, 1.05+2.9+5.9+1.05=12.0. Conclusions Neglecting other operational problems associated with tram, tram does not achieve an acceptable travel time when compared to bus (about 20% faster) or even walking (nearly equal). ( e VG ANALYSIS Of OPERATING COSTS, PATRONAGE AND RFVfrWrS Flours of 13us Service The N.T.5.1 . Parkinq Sluutt lc now provides about 14.: hours of bus service daily: o t) F1 1.19 :00-,F. :,!o P',,' 1 b u. 5 14.5 Ideally, bus service would he scaled to student arrivals and departures. Movemr_nts are very heavy and directional in the early morning hours; then there is a mid-day period from about 11:30 AM to 3:30 PM when movements are of moderate intensity and consist of both inbound and outbound directions; after 3:30 PM, movement becomes duito light. (See figures 7 and 10). Although mid-day volumes may not be so great as to require two buses, both buses are needed to provide an acceptable level of service (headways less than seven i.inutes). Accordingly, the Transit Development. Program assumes two bus service until 3:30 PM for Years 2-5. In order to minimize operating costs, the third bus added in Years 4 and 5 is assumed to operate only during the morning peak period: , Ycai~ 'rL14C f'cri oil Rur~,~;;_ Fl ar~iJa c Buc Nouro l i:RO :1"•!-L:.iO F'"4 6.3 Z0 771, t.7 1i:4 ,~cu lie adwr1j"P Bas N.nurs 3 :30 1d i 6..f I6 ' 18 16. i A{iii tmcnt :>hl~ttle service for Year l in assumed to operate from 7:30 AM to 4:00 PM, achievinq a schedul, headway of 20 minutes and 8.5 bus hours of service daily. With the addition of a second and third apartment shuttle bus, afternoon service can he extended economically by using one or both routes: year Time Period Buses Headoays Bus Hours 15.2 2-3 7 :30- 1 :30 PAI 3 0.0 14 1, :3 0- .3 0 PM 1 r 4-5 7:30-1:30 PM 3 15-20 18 1 :30-3 :30 TV 30.0 4 3 :30- .1 :50 I'M 2 45. 0 2 ?4 Two bus service is assumed for summer semesters for Years 2-5, using one bus for parking shuttle and one bus for apartment :ervico. Bus service would be provided from 7:30-3:30 PM (8 bus hours daily for each service). For university-oriented services, 85 gays of operation are assumed for each regular semester, and 50 days during the summer. Community-oriented services (service to `he CBD, TWU) are assumed to operate 7:30 AM to 5:30 PM, six days weekly. Allewing for six holidays, this results in 306 days of service/year. E8 NOVAE • ~1crat.ing Cost Ursit oi~erlit:nq cxr._t ir' assumed Icy tor. $5,60 for Year 1 and 7% higher each succeeding Year (see rage!; 134-136). For these unit ccsts and levels of service described above, annual operating costs can lie estimated for cacti year: vr;A fr 4 5 .1r,,;ual f~uir Nai<r: r' a 1l Spri>r l 1'ar):i n1 550 3, 060 3, 0CO 3, 740 , 740 400 400 400 ^ummer Pa),king Shuttle 400 400 Fa11. 8 Spring Apartment l 445 2,720 1,720 4,08C 4,080 huttl.e 400 400 400 400 Stemmer Apartment Shuttle 0 Community Service 0 3 z p80 j 000 61 120 ~_l20 - 1j3.9 ' 6,10 3,040 14, 11,740 'P~T~I L 'TY ATTNG COS11'IN1,0j 55.60 t`5.99 6.41 $C. 86 07.34 'i11 ti Sptli,ri;r i'rrlka..l ili t4 t. i '11.1 425, "l f' VL415 Z 4 Il ~ II 1 1.1 ~~r tS1i~, i . ) 1 1 1, n' 0l 744 , 936 rl rr; l!1•1' it77'r:i>i r .1~l dl ~ r' 1'rll. F Snrin;r ap,7rilnPn'; 1; t t l.^ 8, 012 16, 193 I /J 435 7989 94 12 ?,Irnl 1, ApartrIr nt 3htettIe 0 7,,3,46 564 2,744 2193.- 11: { n 3, `15 47,, 983 4i, 921 ti Gil, ^517,743 C1, 793 5101, 111 A108,132 "CITr1I,~~ 0 Pa tronri~~c~ Patronage ranyes from O.P,-1,5 passengoiii/bus mile for most o£ the smaller transit systems in Texas. Whilr,, the community service routes recommended in the Transit Development Program lie in corridors with good potential for transit, it must be recognized that it will take time to develop transit ridership habits. For the period of the TDF, ridership is expected to increase from 0.75 passengers/bus mile to 1.25 passengers/bus mile: yR,ll. FASS'EN6ib 1L4/NVS ?MILE Year 0.715 Year 3 0.85 Year 4 1.05 Year 5 For these values and on assumed average operating speed r of 10 mph, ridership will increase from 75 to 250 daily and 23,000 ' to 77,000 annually. Revenues Due to the fact that N.T.S.U. is a major focal point of the community service routes, it is estimated that one-third of the ridership will be N.T.S.U. students not required to purchase fares. Accordingly, it is assumed that N.T.S.U. revenues would be used to cover one-third of the cost: of operating this service. Assuming an average fare of $ .25, annual revenues and needed city subsidy can be estimated: ElU S4 ' K71 USER COFJTS OF APARTM1 NT SHUTTLE SERVICE ~l r'('r ~1 .ter t he N.T S.I) St t V I r'i1t 11'1 ' iijd the Shuttle 1i'I;: Ap,I1 t-W Flitvi,y, '11~rnil r1t t r1i1la r :f,tlt l 1711:'• riders irc 3 ib;rly tu ;11-t1i 111y 11 1.(~ 0 1111 t 7r hu5 ON tiny t,ly. Thus, for 1 c1r i l y i~us r-.ipac it y of 600 persun tr ips, the rturniher of regular riders 600/2/0.80•-375. Assuming an hourly cost of S5.60, a s~,r!lester cost of $3,500 per bus is assumed. On this basis, the average operating cost per regular user would b. $3,500/375=$9.33 per semester. The cost per day would amount to about 110, which would seem to be quite a bargain for a convenient all-weather alternative to walking Z mile or more to and from class. L12 ANALYSIS OF N T 5 U. CHARTER RIJS RE OLIIREM EN IS t❑ I1f1.11I fl,: f, ',,I I!~,I lril r`(,,•-.,r'~ -inIyi I I I y I I,.Irlcin(f 1 let ((~r ~~1c..,l~ .'.IlU.1r'fli f.1lr, 1_~,6f1 T:'I('I ;i}IllttI" !I'I!:f';i pul:ChaSeel I1 t. /[?i1r h;IVe a1:10 1o n lit .1l t_!]nRlVCly f.lI - s, Clal chrnrtc~r srrrvice to stuwlertr3 and oue9ts of the, r!r~ivnrsity. The proposed expansion of thc, NTStf bus fleet wiII provide additional c:p,portunities for NTSU charter bus sorvicn, particularly for the large transportation demands associated with major confer- ences held on campus. • A brief analysis has been made of the transportation rotjuiremonts of the roct!nt. Accolcrator Conference held at NTSU ` in order to assess the h(,nefi.ts which miciht be achieved by increasing the availahiIity of NTSU buses for special charter sorvire s. This analysis is surnunarized in Table: 1. The Accelerator Conference represents the maximum level of chanter service demand ~•hicJl should be expected. This con- fF.rence, which attracterl no:irly 200 persons from the United te:3 rind several forelfln coullt.rrc~;;, Ioquirof'. all almost cot.tiniinl availill ility of two buses from the day before the c,onferenco hecpan until the closing of the conf,arenca, a period of foitr etrtys. Surtran buses were ut.ilizerl f.or trips betwnr,n t_hc, I'll I"'('r,ity nnrl 11,111,;!:/Fort: Worth Airport., whi_lc: Transpurtaticn ' Fnterprrises, Tnc. ('"Fl), and N' SU Muses were utilized for local P,1 3 'I'ranspnrtatinn Data for trd Cott "0tic',I nr p1 icat1rn of Smal l Ar•r-,•1frators n1i1 at ,V!'STI, I''101'1 3i 1n~.1 1 11r,111os'ld7 rlf~?11-{~. {)1'ivo 1 1 1 , i v . a t I ? Vff h1C1~, 511 From D11J ley tiurl,rrrr{ 136 6 'i U'l' e11, 1 ~ 0 r)/11^1 - Denton (surtran) a. Arrivals from O/FPS: Surtran provided two (2) huses from 2:00 - 9:00 PM on Sunday, departures on thn hour from D/FW to Denton Motels am Crumley Hall. b. Departures from Denton: Surtran provided two (2) hoses from Noon to 9:00 Pit on Wednesday, departures on the hour from rl--tin motels and Crumley Hall to D/FIq Airport. C. ?otal Cost = $521.25 d. 'Intal Vehicle hours = 32 bus hours c. T.nit cost = 16.29/bus hour f. Cost per passenger = $3.83 one way (I. "'otal Vo_hicle Mileage = 1,120 miles (approximately) 3. All, Shuttle a. 'T'ransportation Enterprises furnished two (2) buses from 7:45 - °.:00 1V1 on T"onday, Tuesday and Wednesday to shuttle attendees from ryenton motels an(l Crumley Fill to the T.F.I. loading area on campus. b. ^otsl Cost - $124.80 C. Total Vehicle Boers - 7.5(1 bus hours d. Unit Cost = $16.64/hus hour r14 l . P'' Shot t.l r -{r1'I~: _i' 1{US~~S ) `ioo t'.. loo 1 ,lei _ i ,~r n~3a ~llllt f. I~ h1-n"I~it'~1 t,r,f ,'rl~' R .a'r't 1 kCi al ~~tt'1 I^,Otei Olliiy 117n (`a'~('l al) •!!1'l lir}l irlr!j' ri tS, '1ar(lrlis ,1l (9i1)n 'i P'1 (ri})})TUX. ) (1, li'otaI 'v~R jZ lc.l. t' IIC~II;'S E1~rs3 }1r,~1]r$ d, t'nit Cost = S1n.34/k,us hour r), P.vai.;abir~ 'I'raw~ portat~.on NnL Used. for ihin_('onferencc Denton limousine Service provides service from i)/Flr' Airport to Renton adequate, for conference, tip to 40 aLtendres at a fare of $8.00/passenger. TF't Buses wmre utilized in the morning hours ravel needs, wlien the two N'PSi7 buses 1,.,cre required for regular campus service. "'lie total transt)ortation cocas as:;ociaterl with t1le n.cceleratnr Conference iF estimateri at $946.45, or about $4.98 + rivf?n in Ta')1r 7., the Use for each r)(7,,-son in rrt:tencanre., As 1 O7' the TTSU bUlle'S fOr CV(•.ninri shuttle c-ave(l the IinivrirsiLy :Iowlt :130. :.f NTSit ))uses were availahle for rorninq shift tli' o--rrvir.e a nd r'ampus to PArport rins, an .nclditional savinris of al out $2l4 could have' been achievers. !'r+('Qrln l f: 1 (l11 Flloul l )o 1'La:tc, howc,vor, of the hiq}lF'r Cluali ty e~f :wrvirr l,rov_irlc.ci liy t. r` Slut-ran husr:s. 'r'oe r:omparahle levels cif ~:rrvic+', i L voulrl I'c incessnry as a minimum to provide air - r;nrlii i oncrl t.iis,s fnr "I''St'-h/F+4' }-rips ;which night occ,ir ir. hot weather. 115 IAT1T,1' r'rHrll)ar iron of Cost-, for 'TrangporI at ion f',r rv i r'r s Wi t h and Wi t pout NTSU charter Muses AM, SIeRVF('i?SI EXISTING TPIt1 lit"; ALL Sl:~+,VIC? S nY I"7'1',;%C^f'r?') AVAIT,All ILITY ;viii' [it'SI'S ~E'iQ-t)~nt.on 521.?.~~ 521.: is $330.86 Shut t:la 124 124. G"4 77) . 55 11t1 Shuttle 492.79; 300.00' 300, .00 Total Posts $1128.84 $946.05 $708.41 Cost/attendr:e $ 5.94 $ 4.98 $ 3.73 Notes 1. 110 NTSU Ruses uti lized. 2. istimated costs incurred during l,ccelerator Conference, (Refer Tahlr; 1) . 3. Surtran buses at $16.29/bus hour. 4. T.F.T. buses at 616.05/hus hour. 5 wrsu iw s e s at $10.00/bus hour plus gasoline; estimated $10.34/1)us hour total including gasoline. ft shnuld al -n he noteri thit unit charges for T.E.I. ~ ;cIvirr~s might. l'r? more favorable if these services were !,,tiIized frn- longer per.iorls of time. nn the other hancl, it should hr, understood that the actual costs to '.he itniversity for NTS11 charter bus service is much E16 1r=;, th~ln tho!;(, "charg1,,('~" tiz(unirersity. N(~r thy, first Vt'.l l hf (f7C+1:'l t")('.I1, f(~r ('~'%1f'e~]i, r•~ZIT"t, nT' S~'("! 11}rOme Was 2855 00 Costs: Lrihr)r Cost.s ~ (150 •(r t.st lin lt_e"] F11 1 h Pt,iintrr,:(nc(_ Co!,t_," 137. Total Oper,atin(1 Costs $ 7©b.tl) ' of tot.a1 costs fox fitnl a(.u ma in ten ancf, !-Ab.,i for charter was 9~ of total labor Costs. These costs do not reflect vehicle depreciation or administrative costs, although depreciation costs might properly he allocated entirely to regular bus service. In evaluntin(1 t.h(a lx>.nefits which (right ',c achieved from , ii expindod NTS1~ charter hlU! service, coiisHv,,rat nit should he c;iven to the ad(?iti.onal fl(!-:ihility an(t -;ontrol which this woulrl provido NTStt officials, and possi'c;ly the improve(! afforderl the university. "lost importantly, the frequency, size and type of conferences whic'.-will likely be held on (;arapus nc!nd to he carefully assessrA. 'iost l i1:el ; , ~ h(,sc, r.onf~r~nces t,~i l l nrt ire themselves ~11St.lfy 11141'(?a!ilncJ t: i(? ii5 )its fleet, caltlic.',ih hardctiare , llosiyn should take tho1 spe-ial neocls of charter services into consider itinn, ''he propos"_d transit irprovement program includel the prn%rision o° *_,,:(7( has^.s to he, hold in reserve for !-rQrgcnry an(I JF.'C11j chartor sf?r •lces. if we tSsure that t!'.i' Accelerator Conferenco was representative of maximum charter service deman(ls, the two reserve buses should hr' a(lnquate. E;1 7 0as~ ANALYSIS OF N,T,S,U, PARKING TURNOVER t,arkinq turnover rates can he estimate--1 for various ~1,ra ()n campus on the basis of known parking ~.-,ipacities and st:udc nt .arrival and departure paLlerns and by :,r::;uming arriving studenLs will utilize available parking spac(e% located closest to the campus center. fA)re specifically, total daily automobile arri~nl for red-decal and unregulated on-strr,r-t. parking = 4,100 Olased upon the results of the N.T.S.U. Student Survey). 1. Automobile arrivals and departures are assumed to follow arrival and departure patterns for Off-Campus and Non-Resident Students, N.T.S.U. Student Survey. 2. Assumr. practical capacities equal to peak demands, Monday, September 16, 1974; N.T.S.U. Parking Survey. 3. Departures are distributed to each zone in propor- tion to 10:00 A.M. parking demands. 4. Arrivals are distributed to utilize capacity avail- ' able closest to campus center. Peak parking demand occurs 9:00-10:00 A.M., at which time 2,847 vehicles have arrived on campus and none have left. 1'rom this time on, vehicles parked at 10:00 A.M. depart in accordance with known departure patterns. Alito arrivals after 10:00 A.M. are fewer in number than departures, so that there is an increasing excess number of spaces in outlying areas. By 1:00 P.M., all arrivals can be accommodated within Ring 2; by 2:00, all arrivals can be accommodated in Ring 1. Parking turnover rates are calculated by dividing total auto arrivals served by practical "capacity" (peak demand). Thus, for fling 1, the turnover rate is 1588/508 = 3.13. E18 I , fllll111 ull ti l l 1111111111111 I*. 11~ ~lnrnlernntl Ullp neli11IH/1111;~ C r ■ r r . ~ Illlflw111111 Yy ■ r y r . = rr w r t r w rl t y a w s y 3W :2W R ZE. j! n • I 1 ~ R ~ ~111~i1r 11 Hi{i~111111 w ~ r • r 111111111111 If 1111hjrilalll11111u11u111~ 11611111111111 ANALYSIS f'F F,,RMIlrG TURND'r'EAS liY R1',3a n~i,R 1'{4IClf 1 b'F.'+I~LE n.1'aJ I RI , 2 PiNi 3 ;,RR ;VA LS LF f17.9iLF'E5 [LGfd11J .5 1,,da Iv1.LS UEP-A9"f RES fF%;1AL$ LEFS A?Rf;d1 19 1~M 2847 r 1) 0 Y5G12 0 10492 0 1340 11 1114 263 -307 -61 61 -125 .126 -120 •76 12 P.'". 719 -3G -76 70 -143 •143 -137 e6 1 P:9 131 -194 -79 79 -162 •52 -153 0 1':9 ;4 -832 -156 744 -141 F -325 0 3 1 44 -394 -7d 44 -1 0 -155 0 a'e::rz.'.tls ;'r_at9 (910i1(91'10) 5 4104 1370 1422 1 ;r~'ir R+tc 1.54 2.S7 1.31 1.96 aFtptrotev refer tc a5'cac J t i on, an.: jra ttI at cve. h7.T..';.1. 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