8. transportation data & analysis · campus master plan, 2015-2025 data & analysis page 8-6...

8.

TRANSPORTATION

DATA & ANALYSIS

UNIVERSITY OF FLORIDA TRANSPORTATION

CAMPUS MASTER PLAN, 2015-2025 DATA & ANALYSIS

PAGE 8-1

June 2015

I. Traffic Counts

A. Vehicular Counts

Traffic counts are available from several sources for roads on and around the University of Florida.

The City of Gainesville collects traffic counts on local roads including campus roads at approaches

to signalized intersections on the campus perimeter. These counts are gathered roughly every three

years. The University of Florida obtained traffic counts for its 1995 and 2005 campus master plans.

The majority of these traffic counts were collected again in 2009 and 2013. The 2013 counts were

provided by the City of Gainesville. In 2005, and again in 2009, the university also gathered daily

traffic counts at each of its satellite properties in Alachua County. Traffic counts on arterial roads

are gathered by the Florida Department of Transportation since the perimeter roads around campus

are state-maintained arterial roads. The following tables present trends in traffic counts for roads

on and around campus as collected by these various agencies.

Average Daily Traffic, Main Campus, 2000-2013

ROAD * FROM TO Year

2013 2009 2005 2004 2003 2002 2001 2000

Bledsoe

Drive

Hull Rd. Radio

Rd. 1,699 1,947

Buckman

Drive

(4041)

CLB Prkg.

Lot

W. Univ

Ave.

5,466 7,870 5,107 4,652 5,880

Center

Drive

(4048)

Archer Rd. Mowry

Rd.

7,346 8,562 14,975 9,208

Center

Drive

Mowry Rd. Museum

Rd. 7,110 6,207

Diamond

Road

(4047)

Newell Dr. SW 13

St.

3,516 3,249

Fletcher

Drive

Stadium Rd. Dauer

Prkg.

Lot 2,134 1,987

Fletcher

Drive

(4042)

Dauer Prkg.

Lot

W. Univ

Ave.

2,780 3,491 1,150 5,547

Fraternity

Drive

Museum Rd. W. Frat.

Dr. 2,080 4,286

Gale Lem.

Drive

(4059)

Shealy Rd. Archer

Rd.

5,902 5,185

Gale Lem.

Drive

(4058)

Archer Rd. Mowry

Rd.

12,330 16,261 18,456 9,586

Gale Lem.

Drive

Mowry Rd. Museum

Rd. 11,162 13,199

Gale Lem.

Drive

Museum Rd. Stadium

Rd. 12,455 14,411



PAGE 8-2

June 2015

ROAD * FROM TO Year

2013 2009 2005 2004 2003 2002 2001 2000

Gale Lem.

Drive

(4043)

Stadium Rd. W. Univ

Ave.

9,252 12,109 17,146 11,298

Hull Road

(4051)

SW 34 St. Museum

Road 10,662 8,352 11,105 13,714 11,477

Hull Road Museum Dr. SW 23

Dr. 6,237 7,590

Inner

Road

(4057)

Newell Dr. SW 13

St.

1,282 3,166 4,622 3,077

McCarty

Drive

Museum Rd. Newell

Dr. 1,239

Mowry

Road

SW 23 Dr. Gale

Lem. Dr. 5,618 6,748

Museum

Drive

Hull Rd. Radio

Rd. 6,022 8,309

Museum

Road

Radio Rd. Village

Dr. 11,536 13,917

Museum

Road

Frat.Dr. Gale

Lem. Dr. 10,552 11,793

Museum

Road

Gale Lem.Dr. Center

Dr. 14,797 17,282

Museum

Road

Center Dr. Newell

Dr. 17,570 15,417

Museum

Road

(4046)

Newell Dr. SW 13

St.

16,122 14,650 16,301 13,653

Newell

Drive

(4049)

Archer Rd. Diamond

Rd.

7,988 7,195 5,423

Newell

Drive

Diamond Rd. Museum

Rd. 4,113 4,551

Newell

Drive

Museum Rd. McCarty

Dr. 9,362 9,739

Newell

Drive

Stadium Rd. Union

Rd. 5,053 6,369

Radio

Road

(4050)

SW 34 St. Museum

Rd.

5,819 6,796 7,543 6,678 6,270

Shealy

Drive

Vet School SW 16

Ave. 3,028 3,294

Shealy

Drive

(4060)

SW 16 Ave. Gale

Lem. Dr.

772 4,345

Stadium

Rd.

Wood. Dr. Gale-

Lem. Dr. 5,185 6,245



PAGE 8-3

June 2015

ROAD * FROM TO Year

2013 2009 2005 2004 2003 2002 2001 2000

Stadium

Road

Gale Lem. Dr. Fletcher

Dr. 9,227 5,429

Stadium

Road

(4045)

Newell Dr. SW 13

St.

540

Surge

Area Dr.

Archer Rd. Natural

Area Dr. 2,106

SW 23

Drive

(4062)

Archer Rd. Hull/

Mowry

Rd. 10,527

Union

Road

Newell Dr. Criser

Prkg.

Lot 3,782

Union

Road

(4056)

Criser Prkg.

Lot

SW 13

St.

4,081 8,133 6,827

Village

Drive

Museum Rd. W. Frat.

Dr. 4,358 7,428

Village

Drive

(4044)

W. Frat.

Drive

SW 2

Ave.

4,972 5,651 6,319 6,189

Woodlawn

Dr.

Stadium Rd. SW 2

Ave. 3,953 4,737

Source: * City of Gainesville Count Station numbers are noted in parenthesis where applicable. 1993 counts were obtained for the

University of Florida Comprehensive Master Plan, 1995-2005. Traffic counts for 2004 and 2005 were obtained by The Corradino Group, Inc. Traffic counts for 2009 were obtained by Renaissance Planning Group, Inc. Traffic counts for 2013 from City of Gainesville

Public Works.

Average Daily Traffic, Alachua County Satellite Properties, 2004 & 2009

Average Daily Traffic

Satellite Properties 2004 2009

Austin Cary Forest 24 41

Beef Unit 40 55

Dairy Unit 69 204

Lake Wauburg North na 222

Millhopper Unit 458 340

Boston Farm/Santa Fe River

Ranch 24 13

TREEO Center 168 298

Wall Farm / H.T.U. 95 201

WRUF Radio Tower na 6

WUFT Tower na 6



PAGE 8-4

June 2015

Average Daily Traffic

Satellite Properties 2004 2009

East Campus Waldo Rd. 860 na

East Campus NE 23 Ave. 146 na

Library Remote Services 40 na Source: Renaissance Planning Group. “University of Florida Campus Master Plan,

2010-2020: Transportation Data and Analysis Technical Report UF1: Data Development.”

June 2010.

Average Annual Daily Traffic, Campus Perimeter Roads, 2000-2013

ROAD * FROM TO YEAR

2013 2010 2005 2000

US 441

(6091/265097)

SW 25 Pl. SW 16 Ave. 19,600 23,000 26,500 26,000

US 441

(6090/265505)

SW 16 Ave. Archer Rd. 16,700 18,800 21,000 23,000

US 441

(6089/265053)

Archer Rd. W. Univ. Ave. 34,000 35,000 48,000 37,500

US 441 (6087/260176)

W. Univ. Ave. NW 6 Pl. 27,500 27,500 34,000 31,500

Archer Rd.

(260489)

SW 34 St. SW 16 Ave. 54,500 56,500 62,500 58,500

Archer Rd. (6157/260446)

SW 16 Ave. Gale Lemerand Dr.

35,500 37,500 42,000 42,500

Archer Rd.

(6046/260443)

Gale Lemerand Dr. SW 16 St. 31,000 30,000 34,000 34,500

Archer Rd. (6045/265078)

SW 16 St. US 441 24,000 24,500 27,500 26,000

SW 16 Ave.

(265107)

Archer Rd. VA Hospital 20,200 20,300 20,400 19,800

SW 16 Ave. (265108)

VA Hospital US 441 18,300 20,800 21,500 21,000

W. Univ. Ave.

(6026/265071)

W. 34 St. W. 22 St. 21,500 23,000 20,900 27,000

W. Univ. Ave. (6028/265012)

W. 22 St. W. 13 St. 27,000 28,500 35,00 33,500

W. Univ. Ave.

(6029/265011)

W. 13 St. W. 10 St. 25,000 27,000 31,500 26,500

SW 2 Ave. (6040/265075)

SW 34 St. SW 23 St. 12,600 14,600 18,200 16,500

SW 2 Ave.

(6041/265072)

SW 23 St. W. Univ. Ave. 10,200 11,100 15,000 14,000

SW 2 Ave. (269174)

US 441 SW 12 St. 5,200 na na na

SW 34 St.

(6135/261011)

Archer Rd. SW 20 Ave. 39,000 41,000 44,000 45,500

SW 34 St. (6076/263444)

SW 20 Ave. Hull Rd. 43,000 44,000 48,000 50,500

* Florida Department of Transportation Count Station numbers are noted in parenthesis.

Source: FDOT http://www2.dot.state.fl.us/FloridaTrafficOnline/viewer.html

The data confirms the continued trend toward declining traffic count figures both in and around the

main UF campus. This can be attributed to high student use of the transit system, an increase in

the number of student apartment complexes within walking distance to campus, and reflect general

state and national trends resulting from the decline in the economy. Traffic counts at satellite

facilities have generally increased from 2004 to 2009 primarily due to the expansion of activities

at those facilities. At the East Campus, daily traffic in 2009 was 1,006 trips which is well below

the projected 1,730 trips per day identified when the property was brought into the Campus Master

Plan in 2004 and when it was amended in 2008.



PAGE 8-5

June 2015

B. Intersection Turn Movement Counts

Intersection turn movement counts were gathered in 2009 on the main campus by Renaissance

Planning Group, Inc. for the purpose of intersection analysis and simulation studies. The full

technical report is located at http://www.facilities.ufl.edu/planning/cmp/mp2015/mpdocs.php

C. Bicycle, Pedestrian, & Scooter Counts

In the fall of 2009, Renaissance Planning Group, Inc. conducted trip counts for pedestrians,

bicycles, and motorcycles/mopeds/scooters at 18 locations within and just outside the main UF

campus. Counts were conducted at three times on September 15th: 7:00 am – 9:00am, 12:00 pm –

1:00 pm, and 4:00 pm – 6:00 pm. Pedestrian activity was highest in the afternoon, while bicycle

activity was highest in the morning. A total of 29,928 movements were recorded. Pedestrians

(64.83% of the total) represented the highest volume at all three study times. Bicyclists constituted

21.82 % of the total. Motorcycles/mopeds/scooters constituted 13.35% of the total.

Total Pedestrian, Bicycle, & Scooter Counts at Intersections, 2009

Intersection Pedestrian Bicycle Scooter

University & NW 15th St. 259 259 244

University & Buckman

Rd. 338 283 151

University & Fletcher

Rd. 199 154 175

University & Gale

Lemerand 233 162 172

SW 2nd Ave. & Village

Dr. 699 232 613

SW 13th St. & Union Rd. 273 244 118

Union Rd. & Newell Dr. 2,114 1,617 2,341

Stadium Rd. & Gale

Lemerand 1,247 918 1,850

SW 13th St. & SW 4th

Ave. 231 202 84

SW 13th St. s. of Inner

Rd. 279 243 265

SW 13th St. & Museum

Rd. 558 567 908

Museum Rd. & Newell

Dr. 848 851 915

Museum Rd. & Gale

Lemerand 1,268 642 1,249

Archer Rd. & Newell Dr. 50 32 44

Center Dr. & Mowry Rd. 1,270 941 1,507

Mowry Rd. & Gale

Lemerand 382 298 584

SW 23rd Dr. & Hull Rd. 218 67 154

Hull Rd. & SW 34th St. 183 54 139

Totals 19,403 6,529 3,996 Source: Renaissance Planning Group. “University of Florida Campus Master Plan,

2010-2020: Transportation Data and Analysis Technical Report UF1: Data Development.”

June 2010.

II. Crash Data

Traffic crash data was obtained from the University Police Department and analyzed for the years

2009-2013. The results are presented in the following tables and on maps included in this report.

The number of on-campus crashes has remained relatively steady with peak numbers in 2009 and

a significant, but not lasting, reduction in 2011. Not surprisingly, traffic crashes occur most



PAGE 8-6

June 2015

frequently on weekdays during the afternoon peak as people are leaving campus. In addition to the

employees leaving campus in this timeframe, the campus decal restrictions are lifted at 4:30 PM

which may attract other motorists to enter the campus during the same period. There is also an

alarming trend of vehicle crashes occurring between midnight and 1:00 AM. Crashes also seem to

spike in September and April, possibly due to the larger number of visitors on campus at these

times of the year associated with new student arrival and end-of-year graduation.

Total Crashes 2009-2013

Source: University Police Department

0

20

40

60

80

100

120

140

160

180

200

2009 2010 2011 2012 2013

192

143

73

136

152

Crashes



PAGE 8-7

June 2015

Total Crashes by Time of Day, 2009-2013


545

955

713

2434

3835

3450

3847

434848

4642

2620

1510

0 10 20 30 40 50 60

0000-00590100-01590200-02590300-03590400-04590500-05590600-06590700-07590800-08590900-09591000-10591100-11591200-12591300-13591400-14591500-15591600-16591700-17591800-18591900-19592000-20592100-21592200-22592300-2359

TotalCrashes



PAGE 8-8

June 2015

Crashes by Day of Week, 2009-2013


Crashes by Mode, 2009-2013


11

30

30

2737

40

17

Sunday

Monday

Tuesday

Wednesday

Thursday

Friday

Saturday

693

78

157

2410

40

62

25

26 245

29

62Car

Van

Light Truck

Medium Truck

Heavy Truck

Bus

Bicycle

Motorcycle

Moped

ATV

Hit & Run

Ped

Other



PAGE 8-9

June 2015

III. Roadway Facility Evaluation

A. Roadway Hierarchy

A roadway hierarchy is a means to distinguish different roadway types on campus that provide

different levels of access. This differentiation can be used to develop design guidelines and traffic

management approaches. In terms of open space connectivity, many of these roadways also

provide pedestrian and bicycle access to urban parks and conservation areas. This typology is

similar to that which is developed by other federal, state and local agencies to classify roadways

for design and funding considerations. Definitions for the campus roadway hierarchy are stated

below. A map of the recommended designations is also included below. The recommendations

even suggest a hierarchy designation for roads that are not built, but are included as recommended

new construction projects. These designations could guide the design of such facilities if and when

they are constructed.

Core Campus roads are within or immediately proximate to the University’s Pedestrian

Enhancement Zone. These roads are also within the University’s Historic Impact Area.

Their primary function is to provide access for bicyclists and pedestrians, with limited

daytime access for service, delivery and emergency vehicles or vehicles accessing disabled

and gated parking areas. Transit vehicles are allowed on core campus roads where

necessary to provide convenient access to this core academic area. Slow speeds and

priority for pedestrians and bicyclists are emphasized on all core campus roadways.

Local Connector roads provide access to campus facilities that are more internally focused

with less emphasis on providing public access or through movement. They are low-volume

roadways that are located in more isolated areas of campus and do not provide direct access

to any primary destinations. Due to their low-volume of vehicles, bicycle access can be



PAGE 8-10

June 2015

provided in bicycle lanes, wide-curb lanes or general shared-use pavements (with or

without lane striping). Sidewalks may be provided on one side of the street only. Campus

transit routes may run on local connector roads, but are discouraged when conflicting with

bicycle and pedestrian access. Transportation planning should strive to maintain these

roadways in low-volume use. Appropriate traffic calming techniques are compatible on

local connectors where necessary to maintain low volumes and low speeds.

Secondary Connector roads provide internal circulation, but also serve primary

destinations and or gateways. They carry moderate vehicle volumes and should

accommodate bicycles and pedestrians with bicycle lanes and sidewalks on both sides.

When vehicle volumes are higher or a major gateway is served, access management to

restrict turning vehicles and limited development on the road frontage are appropriate

techniques to maintain traffic flow without the turn lanes and medians that would be

expected on a Primary Connector. Campus and City transit routes may be present on these

roadways. Appropriate traffic calming techniques are compatible on secondary connectors

where feasible with designs that do not create hazards for transit or bicycle users.

Primary Connector roads provide access into and through the campus. They serve primary

destinations and gateways including critical intersections with state arterial roadways.

They carry the highest vehicular volumes on campus and high volume transit routes

including City and Campus routes. Transit service should be accommodated with bus

shelters and bus pull-out bays where appropriate. Bicycles should be accommodated on

bicycle lanes and, in some cases, additional shared-use paths that are located on parallel or

alternate alignments. Pedestrians should be provided with sidewalks on both sides of the

road, high-visibility crosswalks and other means of identifying conflict points with

vehicles. Appropriate traffic calming techniques are compatible on primary connectors

where feasible with designs that do not create hazards for transit or bicycle users. Traffic

calming and transportation system management techniques should strive to maintain low

speeds, smooth traffic flow and provide safe integration of multiple travel modes.

Landscaped medians with turn lanes should be included in a standard divided roadway

design unless access management and limited development allow smooth traffic flow on a

more narrow travel way.

Gateway Roads are state arterials that form the perimeter of the campus. They provide

primary regional access to the university while also accommodating regional through-

traffic on the state highway system. As these major throughways pass by the university,

their design and intent must create a pleasing and safe environment that enhances the

campus experience and accommodates safe movement of pedestrians and bicyclists. These

roadways should not form barriers between the university campus and the community of

apartments, neighborhoods, shops and restaurants that serve the campus population.



PAGE 8-11

June 2015

B. Roadway Level of Service

The North Central Florida Regional Planning Council (NCFRPC) maintains the official Level of

Service (LOS) Report for the City of Gainesville and Alachua County. University of Florida

roadways are also included in this analysis since several of the campus roads are considered part

of the regional road network and are functionally classified within that network. Roadway level of

service is described in the publication 2000 Highway Capacity Manual (HCM2000). LOS analysis

examines roadways at the corridor and segment level, as compared to the regional models that

examine roadways in a much broader context with other assumptions and forecasting. In Florida,

LOS is analyzed according to the Florida Department of Transportation (FDOT) methodology that

includes a two-step process as implemented in the Gainesville Urbanized Area. Tier One analysis

utilizes the FDOT Generalized tables that are contained in an FDOT document entitled 2002

Quality/Level of Service Handbook. Tier two analysis is required for all “distressed” arterials. A

“distressed” arterial is one where current highway traffic uses 65 percent or more of the maximum

service volume (MSV) for the adopted LOS for that roadway in FDOT’s Generalized tables. Tier

two analysis is a detailed evaluation using FDOT’s LOSPLAN software for arterials roads and

FREEPLAN software for limited-access arterial roads. These software tools also require use of

significant field-collected data. The LOSPLAN software also produces a LOS evaluation for

bicycle, pedestrian and transit modes in addition to roadways. The following table presents the

most recent analysis performed by the NCFRPC for campus roads. Roadways on the university

campus have an adopted target to maintain LOS “E” as consistent with the City of Gainesville

adopted level of service for local roads.



PAGE 8-12

June 2015

Campus Roadway Level of Service Analysis, 2013

ID # Roadway From To % of

Capacity LOS

G-31 Gale Lemerand Dr. SR24/Archer Rd. Museum Rd. 36% C

G-32 Radio Rd–Museum Rd. SR121/SW 34th St. US441/SW 13th St. 84% D

G-35 Hull Rd–Mowry Rd. SR121/SW 34th St. Center Drive 59% D

G-39 Gale Lemerand Drive Museum Rd. SR26/W. Univ. Ave. 82% D Source: North Central Florida Regional Planning Council, “2012 Multimodal Level of Service Report”, September 30, 2013.

The four roadway segments listed above have experienced significant increases in available

capacity and improvements in level of service since the last Campus Master Plan update. In the

data for the 2005-2015 update, the Radio Road – Museum Road segment and the Hull Road –

Mowry Road segment were operating above 100% capacity and had a failing level of service

designations. The Gale Lemerand Drive segments had roadway capacity figures that were 20

percentage points higher (57% and 79%, respectively) than the current data. This data reflects the

trend depicted in the on-campus traffic count data of lower automobile use and higher numbers of

transit riders and pedestrians.

C. Intersection Analysis

In July 2011, Renaissance Planning Group prepared a report on the future roadway systems needs,

which updated the information prepared as part of the 2005-2015 Campus Master Plan. The priority

improvements identified in the 2005 Campus Master Plan include projects to improve traffic

operations and reduce congestion at problem intersections, and projects to increase pedestrian

access and safety. The analysis for the 2020 Roadway System Needs Plan focused on identifying

the intersection improvements that would be necessary to accommodate expected future traffic

volumes (Source: Renaissance Planning Group). Five signalized intersections, as follows:

• Stadium Road at Gale Lemerand Drive

• Museum Road at Gale Lemerand Drive

• Museum Road at Center Drive

• Museum Road at Newell Drive

• Gale Lemerand Drive at Mowry Road Four non-signalized intersections were also included in the analysis. They are:

• Museum Road at Village Drive (SW 25th

Street)

• Radio Road at Museum Road

• Museum Road at Hull Road

• Mowry Road at SW 23rd

Drive



PAGE 8-13

June 2015

An analysis of existing conditions shows that all nine intersections operate at acceptable conditions

in the morning peak hour. In the evening peak hour, two intersections – Museum Road at Gale

Lemerand Drive and Museum Road at Radio Road – are operating at an unacceptable level of high

congestion.

The future traffic volumes were calculated by applying a growth rate to the existing traffic volumes.

On campus traffic volumes were estimated using the travel demand model for the Gainesville

Urbanized Area 2035 Long Range Transportation Plan, which accounts for the University’s future

student enrollment and employment projections. The model provides traffic volume estimates for

2007 and 2035. A select zone analysis of the university traffic analysis zones provided traffic

volumes for 2007 and 2035. Assuming a linear rate of growth, the projected increase in on-campus

traffic between 2007 and 2020 is 5.4 percent, which was applied to the existing traffic volumes on-

campus and roads leading into or out of campus to estimate the 2020 future on-campus traffic

volumes (Source: Renaissance Planning Group).

Without any roadway improvements, all the studied intersections slightly worsen. However, the

two intersections discussed above continue to operate an unacceptable level of congestion in the

evening peak hour. In addition, intersections at Museum Road at Hull Road and Hull Road and

Bledsoe Drive show unacceptably high levels of congestion.

Six of the 16 previously identified Priority Projects should be high priorities since they are needed

to meet current demand and continue to be needed for projected demand in 2020: TS-3, TS-5, TS-

6, TS-7, TS-15, and TS-16. The following table summarizes the results of the re-evaluation of

these Priority Projects.

Re-evaluation of 2005 Intersection and TSM Priorities



PAGE 8-14

June 2015

Recommended Project Costs



PAGE 8-15

June 2015

D. MTPO Coordination

The University of Florida worked closely with the Metropolitan Transportation Planning

Organization (MTPO) of the Gainesville Urbanized Area in preparation for the update of the 20-

year regional transportation plan. The MTPO is in the process of updating its Long-range

Transportation Plan, and UF will continue to coordinate with the MTPO during this process.

IV. Exterior Lighting (Roadways, Walkways and Parking Facilities)

The University of Florida Design and Construction Standards manual contains the exterior lighting

standards designed to increase the quality of lighting without necessarily increasing the quantity of

lighting called for by the standards. The manual also contains information on appropriate lighting

fixtures for various types of walkways, roadways and parking lots including a designation of

appropriate fixtures within the Historic Impact Area (as defined in the Standards and also in the

Urban Design Element of the Campus Master Plan).

The University’s Lighting Committee convenes to prioritize lighting improvements that are

typically funded by Capital Improvement Trust Funds (CITF). Other lighting upgrades are

accomplished with funds related to building construction, parking lot upgrades or other campus

infrastructure investment. Funding for lighting upgrades was released from the CITF in 1995 and

2005. Since 1995, lighting upgrades have been completed in the Historic District, Pedestrian

Enhancement Zone, Sorority Row and several parking lots. The following map illustrates the

recently completed projects and those prioritized by the Lighting Committee.



PAGE 8-16

June 2015

V. Transit Facilities and Services

A. The RTS System and University Collaboration

Since 1996, the University and RTS have collaborated to provide safe and effective bus

service for UF students and employees. Funds from the University include those from the

Student Transportation Access Fee and Campus Development Agreement (CDA). Total

monies generated have significantly increased over time.

UF Funding to RTS, 2005-2013

2000 2005 2010 2013

Employee Pass* 47,450 58,500 95,978 112,712

Transportation Access Fee 1,360,550 6,203,839 9,614,076 11,352,428

CDA** 583,333 583,333 700,000 960,000

Student Government 80,500 0 0 0

Total $ 2,071,833 $ 6,845,672 $ 10,410,054 $ 12,425,140 Source: Regional Transit System; March 25, 2014

* NOTE: The employee pass program began in 2000 and was expanded to include spouses in 2009 and retirees in

2011.

** NOTE: Campus Development Agreement (CDA) payments for the period FY99-FY05 total = $3.5m; FY06-FY10 =

$3.5m; and FY11-FY15 = $4.8m. Actual expenditures may vary across years.

Total UF Funding Compared to Total RTS Ridership, 1995-2013

One significant source of funding for transit and other on-campus transportation programs

(SNAP, Gator Lift and bicycle/pedestrian/transit facilities) has been the Student Transportation

Access Fee, which is charged based on a per-credit-hour rate. Each fall, a Transportation Access

Fee Committee composed is convened to recommend fee rates and services/projects to be funded

from that fee revenue. The committee is composed of representatives from Student Government

and the university administration with participation of the City of Gainesville and Alachua

County. The TAF has continued to rise since its inception in 2001/02 at $2.00 per credit hour.

2,047,500

5,203,221

6,302,953

7,185,018

8,103,120

8,146,496

8,152,989

8,648,373

8,939,334

9,084,368

9,015,643

9,415,672

9,987,346

10,698,188

10,873,061

$0 $2,000,000 $4,000,000 $6,000,000 $8,000,000 $10,000,000 $12,000,000 $14,000,000

FY1995

FY 2000

FY2001

FY2002

FY2003

FY2004

FY2005

FY2006

FY 2007

FY 2008

FY 2009

FY 2010

FY 2011

FY 2012

FY 2013

Total RTS Ridership Total UF Contribution



PAGE 8-17

June 2015

The fee is proposed to be set at $9.44 per credit hour for the 2015/16 year, an increase of $0.53

from the current year.

B. Ridership Trends

Annual Weekday Ridership. Overall weekday ridership on the RTS system has grown

dramatically since the universal access pre-paid program was put into place for university students

and employees. Recently, UF Health has also worked with RTS to make universal access available

to their employees as well. Due to these partnerships, RTS ridership ballooned from 2.9 million

annual passengers in 1998 to 10.8 million annual passengers in 2013, making it the fourth largest

transit system in the State of Florida in terms of ridership. University students and employees have

continued to be a growing portion of that ridership while enhanced services supported by the

university have improved transit service for larger sectors of the community. The most dramatic

increase in ridership occurred in the initial years of the universal access program. The rate of

increase has leveled in more recent years with a slight decrease in campus route weekday ridership

in 2003 and 2009. One possible explanation for the dip in ridership may be the corresponding dip

in on-campus enrollment and employment. Hours of service, represented here as the duration and

frequency of overall service, have continued to increase although some decreases on campus route

hours of service may also help to explain decreases experienced in campus route ridership.

Although funding and data are reported separately for campus and city routes, the operation of

these routes is such that campus routes are not exclusive for UF employees/students and city routes

serve UF employees/students with stops on the campus proper and universal access pre-paid by the

university. Therefore, both campus and city routes serve the mobility needs of the university.

Fifteen city routes will direct service on the main campus including Routes 1, 5, 8, 9, 10, 12, 16,

17, 20, 25A, 34, 35, 38, 43, and 46.

RTS Annual Ridership – All Routes, 1998-2013

FY City Routes %Change Campus Routes %Change Total %Change

1998 1,923,168 NA 985,049 NA 2,949,724 NA

1999 3,147,883 63.7% 1,184,643 20.3% 4,412,773 49.6%

2000 3,793,270 20.5% 1,281,250 8.2% 5,203,221 17.9%

2001 4,526,616 19.3% 1,620,287 26.5% 6,302,953 21.1%

2002 5,174,658 14.3% 1,880,114 16.0% 7,185,018 14.0%

2003 5,772,327 11.5% 2,253,041 19.8% 8,103,120 12.8%

2004 6,025,470 4.4% 2,036,494 -9.6% 8,146,496 0.5%

2005 6,129,326 1.7% 1,909,572 -6.2% 8,152,989 0.1%

2006 6,607,757 7.8% 1,947,471 2.0% 8,648,373 6.1%

2007 6,891,733 4.3% 1,904,022 -2.2% 8,939,334 3.4%

2008 7,125,835 3.4% 1,833,241 -3.7% 9,084,368 1.6%

2009 7,110,777 -0.2% 1,829,203 -0.2% 9,015,643 -0.8%

2010 7,559,068 6.3% 1,813,992 -0.8% 9,415,672 4.4%

2011 8,246,550 9.1% 1,717,484 -5.3% 9,987,346 6.1%

2012 9,052,904 9.8% 1,599,265 -6.9% 10,698,188 7.1%

2013 9,327,909 3.0% 1,494,765 -6.5% 10,873,061 1.6%

Source: RTS



PAGE 8-18

June 2015

RTS Annual Ridership Trend – All Routes, 2000 – 2013

RTS Annual UF Faculty and Student Ridership– All Routes, 2007 – 2013

Year UF Faculty UF Student

2007 130,128

6,686,638

2008 152,138

6,671,173

2009 136,788

6,855,898

2010 144,611

7,037,095

2011 129,356

7,320,721

2012 120,542

7,433,774

2013 141,893

7,416,066

RTS Annual Hours of Service – All Routes, 2000 – 2013

1,923,168

3,147,883

3,793,270

4,526,616

5,174,658

5,772,327

6,025,470

6,129,326

6,607,757

6,891,733

7,125,835

7,110,777

7,559,068

8,246,550

9,052,904

9,327,909

985,049

1,184,643

1,281,250

1,620,287

1,880,114

2,253,041

2,036,494

1,909,572

1,947,471

1,904,022

1,833,241

1,829,203

1,813,992

1,717,484

1,599,265

1,494,765

- 2,000,000 4,000,000 6,000,000 8,000,000 10,000,000 12,000,000

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

Annual Ridership

Ye

ars

City Routes

Campus Routes



PAGE 8-19

June 2015

Route Productivity. RTS has experienced “full buses” on heavily used student routes. RTS

classifies a “full bus” as one that is filled to passenger capacity and has to leave passengers at the

bus stop. Campus routes have consistently out-performed city routes until the 2013 year. At that

time, hourly ridership for campus routes equaled those of city routes.



PAGE 8-20

June 2015

RTS Passengers Per Hour – All Routes Excluding Later Gator, Lake Wauburg and

Shuttle Service, 2000 – 2013

Regional Park-and-Ride Facilities. Park-and-ride facilities can provide key options for

commuters wishing to carpool and/or use transit to reach their destinations, in addition to

addressing traffic congestion and parking issues. The Florida Department of Transportation

provides a basic level of assistance to communities wishing to locate park-and-ride facilities on

public property and will design, sign, mark, and construct new lots in areas where park-and-ride

facilities are needed to support carpooling and transit operations. Generally, park-and-ride facilities

can serve a number of purposes. First, they provide a location for commuters to park and join others

in a carpool or vanpool and travel to their workplace or other desired destination. Second, a park-

and-ride lot may serve as a transfer point for commuters to switch to transit (fixed route, express

bus, Bus Rapid Transit, rail, etc.). Third, a park-and-ride lot may provide a central location where

travelers can ride or walk the remaining distance to their destination due to parking limitations

and/or costs. The first two types of park-and-ride facilities are generally located closer to the

traveler’s residence, while the third is usually closer to the final destination, such as a major

workplace or activity center (Source: Renaissance Planning Group).

In 2010, Renaissance Planning Group prepared a technical report regarding transit for the 2010-

2020 Campus Master Plan update. In that report, a specific analysis of future park-and-ride lot

locations was conducted. Based on the analysis of the identified criteria, most of the potential

park-and-ride lot locations show promise as future transfer points for both UF employees and the

general population. UF students are generally served well by current fixed route transit service and

are less likely to use park and ride lots. The results of the travel time capture area and three-mile

catchment area analyses indicate that the Newberry Road/Ft. Clarke Road park and ride lot location

shows the greatest potential for usage. This location would have a high level of transit service, and

the travel time comparison along the Newberry Road Corridor does show a significant difference

in travel times for auto vs. transit. While the specific location in that area should be identified

through detailed site analysis and coordinated with future transit service, this location should be

considered the highest priority for implementation. The site also provides an opportunity for



PAGE 8-21

June 2015

developer mitigation to contribute toward development of the lot and supporting facilities, given

the number of nearby active development proposals under review and pending final approval. The

second priority recommended for implementation would be a park and ride lot along the Archer

Road Corridor in the area of Archer Road and Tower Road (SW 75th Street). This lot location

showed the most promise for use by UF employees based on their residence locations. Park-and-

ride lots and service continue to be a high priority for the MTPO in formulation of their Long-range

Transportation Plan. UF will continue to coordinate with the MTPO to identify and locate new and

enhanced park-and-ride locations and services.

C. Other Campus Transportation Services

SNAP. Student Nighttime Auxiliary Patrol (SNAP) is co-sponsored by Student Government,

Student Traffic Court and the University Police Department (UPD) to provide nightly escorts

anywhere on campus to persons on request. The service is staffed by students equipped and

supervised by the UPD. Members of the UF community may request a walking escort or a ride

with SNAP by calling the campus dispatch center or by using the SNAP smartphone application

(app). SNAP services are provided from 6:30 p.m. to 3:00 a.m. during the fall and spring semesters.

During summer semesters, SNAP is available from 8:30 p.m. to 3:00 a.m. Rides can be requested

by either the traditional dispatch or a downloadable SNAP app for smartphones. UPD officers are

available to provide escorts after SNAP’s regular hours.

Gator Lift. Gator Lift provides fast, dependable and comfortable on campus transportation to

University faculty, students and staff with permanent and temporary disabilities. Gator Lift hours

of operation are 7:00 am to 11:00 pm excluding holidays. Rides are by appointment only and may

be scheduled on-line using a form that is emailed to TAPS. Gator Lift intends primarily to meet

the needs of those with motor disabilities and vision impairments. Although permanently disabled

persons receive priority seating, temporarily disabled students and staff may be accommodated as

well.

Shands Shuttles. UF Health provides free shuttle service for employees, students and patients

between several parking garages, Shands Teaching Hospital, Shands Medical Plaza and Shands

Administration in the Archer Road corridor. This service operates between 7:00 a.m. and 9:30 p.m.

Monday through Friday excluding holidays.

VI. Parking Facilities and Programs

A. Parking Supply

Parking Inventory. An inventory conducted in October 2013 shows that there are 23,662 parking

spaces on the main campus within the campus master plan jurisdiction including the Florida

Surgery Center west of SW 34th Street. This is a net increase of 285 spaces from the 2004 inventory.

Some university-related parking is not included in the main campus inventory, and therefore, is not

accounted for in these reported parking totals. These locations include 310 parking spaces at

Tanglewood Village on SW 13th Street, 289 parking spaces at P.K. Yonge Laboratory School (K-

12), and 464 parking spaces at the East Campus. The parking at PKY and Tanglewood are not in

the UF decal program and are operated solely to serve the individual housing and public school

entities. The East Campus parking includes decal and visitor parking spaces that exclusively serve

http://www.police.ufl.edu/



PAGE 8-22

June 2015

that satellite property. The Campus Development Agreement for 2005-2015 authorized an

additional 2,000 parking spaces that could be constructed during that period. In the intervening

years, there was a net increase of 285 parking spaces.

Parking Inventory Trends, 2004-2013

Inventory Date Parking Supply

Number Change

Cumulative Change

since 2005

March 2004 23,377 na na

December 2005 23,427 50 50

May 2008 22,848 (579) (529)

October 2009 23,654 806 277

October 2013 23,662 8 285 NOTE: CMP Parking Supply data does not include PKY, Tanglewood, East Campus, Human Resources, or Shands South

Tower Garage, but does include the Florida Surgical Center. The 2004 inventory includes 77 motorcycle/scooter parking

spaces; however, the 2013 total does not include motorcycle/scooter parking but is estimated at 2,249 based on the

standard of a 3 ft. wide space per vehicle due to changes in designating these spaces.

Motorcycle and Scooter Parking. Between 2005 and 2014, the University significantly

changed the way it manages motorcycle and scooter parking. The 2005-2015 Campus Master

Plan includes policies to encourage the use of motorcycles and scooters as fuel-efficient

alternatives to automobiles. Rising gas prices and other economic factors helped foster the boom

in scooter usage, especially by students. The growth in scooters became so significant that

policies were implemented to prohibit their use within the campus Pedestrian Enhancement Zone

(PEZ; a.k.a. auto-restricted zone) and to increase the cost of motorcycle/scooter decals. In 2006-

07, these decals were also segregated into student and employee types although the cost remains

the same for each. Overall, motorcycle/scooter parking decal sales soared from 850 in the year

2000, to 1,996 in 2005, and 3,939 in 2013. These decals are overwhelmingly sold to students.

Designated motorcycle/scooter parking was increased across campus but eventually removed

from within the PEZ. These designated parking areas no longer indicated individual spaces as

they had previously, but were redesigned as flexible spaces with indications of access aisles. As

such, the exact number of motorcycles and scooters that can park in the space varies depending

on the size and density of the parked vehicles.

Due to these changes in motorcycle/scooter parking management, the treatment of this parking

within the university’s parking inventory has also changed. In the October 2000 parking inventory,

the total number of parking spaces (23,787) included 82 designated motorcycle/scooter parking

spaces. Similarly in March 2004, the inventory of 23,377 spaces included 77 motorcycle/scooter

parking spaces. The October 2013 parking inventory of 23,662 parking spaces does not include

the estimated parking capacity for 2,399 motorcycles and scooters.

Structured Parking (Garages). Roughly 42% of university parking is accommodated in thirteen

garages. These garages are distributed around campus in perimeter and also more internal

locations. These garages tend to be modest in size with three of these garages accommodating less

than 500 cars. Three of the garages accommodate more than 1,000 vehicles. While smaller garages

are more costly per parking space, they allow for smaller initial funding increments, less massive



PAGE 8-23

June 2015

structures on smaller building footprints, and better distribution of vehicle traffic impacts among

multiple sites. The following table displays the number of parking spaces in each parking garage.

Garage Parking Supply, 2013

Name of TOTAL

Garage SPACES

Garage 1, HSC East 448

Garage 2, HSC West 944

Garage 3, HSC West 1,034

Garage 4, Newell - Museum 664

Garage 5, Gale Lemerand 1,315

Garage 6, 1329 Building 597

Garage 7, O'Connell Center 607

Garage 8, Norman Hall 446

Garage 9, Archer Road 1,420

Garage 10, HSC East 801

Garage 11, Cultural complex 573

Garage 12 Reitz union 355

Garage 13, TAPS 939

TOTAL 10,143

Parking by Decal Type. Parking supply by decal type has not changed significantly when

measured as a percent of total, although parking supply continues to decrease. Parking for on-

campus housing has decreased from 3,948 total red decal spaces in 2004 to 3,514 total red spaces

in 2013 (includes 181 spaces designated for either red or green decals. Parking for faculty and staff

has increased during the last ten years. Carpool parking spaces increased from 217 spaces in 2004

to 404 spaces in 2013. Motorcycle parking is inventoried in terms of the number of parking areas

rather than individual spaces. It is estimated that 2,399 motorcycle and scooter parking spaces are

available within the areas designated for motorcycle and scooter parking.

Parking Supply by Decal Type, 2000-2013

STUDENT PARKING

All Red Red 1 Sorority

Red Commtr All

Dec Brown Total Percent of Total

October 2000 2,039 1,185 0 4,164 3,593

970 11,951 50.2%

March 2004 2,882 852 214 3,273 3,409

979 11,609 49.7%

October 2013 3,327 1050 2277 3,256 3,396

893 10,872 45.9%



PAGE 8-24

June 2015

STAFF

PARKING

Orange Gated Blue Medical Resident Carpool

Disabled Reserve Total

Percent of Total

October 2000 3,574 1,584 2,868 299 229 179 8,733 36.7%

March 2004 3,797 1,571 2,217 300 217 179 8,281 35.4%

October 2013 3,718 1794 2,378 334 402 302 8,928 37.7%

OTHER PARKING

Disabled General

Other Reserved Meter Visitor Valet Total

Percent of Total

October 2000 426 540 301

1,114

120

2,501 10.5%

March 2004 458 561 302

1,467

119

2,907 12.4%

October 2013 538 567 118

2,108

115

3,446 14.6%

STATE/SERVICE

State

General State Reserved Service Total Percent of Total

October 2000 137 100 283

520 2.2%

March 2004 153 138 212

503 2.2%

October 2013 184 211 26

421 1.8%

Visitor Parking. Patient and visitor parking are critical to many functions on the university

campus. Many events that attract visitors, such as sports and entertainment, occur on weekends

and evenings when parking restrictions are lifted. However, some visitor interaction occurs during

peak weekday times when on-campus parking is at a premium. A certain amount of visitor

accommodations must be made for those people interacting with administration or academic

departments. The Welcome Center parking garage provides 270 visitor spaces. The museums at

the Cultural Plaza also attract visitors during weekday. Special events occasionally attract large

numbers of visitors to the O’Connell Center area during weekdays that require special

accommodations. However, the hospital and medical clinics associated with the Health Science

Center require the highest level of visitor and patient parking on a daily basis. In total, visitor

parking accounted for 14.6% of the campus parking inventory in October 2013.

Parking and Enrollment Trends. The trend of parking supply compared to UF enrollment shows

an increase in the ratio of parking to enrollment from 2004 but overall trends remain stable. The

2005-2015 Campus Master Plan set the following minimum target ratio:

(as amended March 2008) Policy 2.5.1: New parking facilities shall be provided on the

main campus as warranted and feasible with a target of maintaining a ratio of 0.30 decal-

only parking spaces per main campus total population including headcount employees and



PAGE 8-25

June 2015

enrollment, but shall not exceed a maximum of 2,000 net new parking spaces between 2005

and 2015 on the property identified within the campus master plan jurisdiction. Any new

parking that may be provided on university-affiliated properties outside of the campus

master plan jurisdiction may be included in the campus parking decal system and

accounted for either through applicable local government development review processes

or amendment to the campus master plan as described in Policies 3.4 through 3.13 of the

Intergovernmental Coordination Element.

The following table demonstrates that the target minimum ratio has been met. It also projects

parking supply to the years 2014-2015 and 2024-2025 with an analysis of the number of decal-only

parking spaces required to continue meeting this target ratio.

Parking Supply by On-Campus Population 2005-2025

Year

On-Campus

Headcount

Enrollment

On-Campus

Headcount

Employment

Total On-

Campus

Population

Total

Parking

Supply

Decal

Only

Parking

Supply

Ratio of

Decal Only

Parking to

Headcount

Enrollment

Ratio of

Decal

Only

Parking

To Main

Campus

Population

2004-2005 45,126 22,211 67,337 23,377 19,890 0.44 0.30

2007-2008 48,313 23,077 71,390 22,848 19,300 0.40 0.27

2013-2014 44,624 24,060 68,684 23,662 22,252 0.50 0.32

Projected

2014-2015 44,650 24,214 68,864 23,540 22,136 0.50 0.32

Projected Need

2024-2025 46,993 25,736 72,729 na 21,818 0.46 0.30

NOTE: 2014-2015 parking supply projects losses at Health Center Annex, CLB, Yulee-Reid, Village Drive,

and Dauer lots totaling 266 spaces plus an addition of 144 new spaces at Hull Road West. 2024-2025

projection calculates the number of decal parking spaces required to reach 0.30 ratio of decal-only parking

spaces to main campus total population.

Parking Distribution. While the overall target parking ratio is being met, the geographic

distribution of parking availability requires further consideration. The campus master plan had set

policies discouraging parking in the campus core Pedestrian Enhancement Zone while encouraging

parking on the perimeter of campus. The following map confirms that the majority of losses in

parking has occurred and is projected to occur in the core areas, while parking construction has

occurred in more peripheral parts of campus. Analysis of walking distance maps, parking

utilization, and parking cost further support the observation that the northeast campus core area

may be underserved.



PAGE 8-26

June 2015

East Campus Parking. The East Campus currently provides 464 parking spaces including 163

located on adjacent property that is proposed to be amended into the Campus Master Plan at this

time. When the University became the managing agency for this state-owned land in 2004, there

were 140 designated parking spaces and numerous undesignated spaces (i.e. parking in gravel and

grass areas). The East Campus was brought into the university’s parking decal program in fall

2012.

Off-Campus Private Parking. As of July 2014, a number of proposed developments north and

east of campus are proposing parking garages, some of which may anticipate parking that could

be made available to the general public. With the exception of projects in the College Park

Special Area Plan area, developments in this area are not required to have a specific amount of

parking. As a result, the amount of parking spaces in the parking structure can meet code but not

be equal to the number of bedrooms that may be provided within the development, meaning there

may not be “extra” spaces available for outside rental for most of these developments. The

interrelation between off-campus private parking, commercial/residential redevelopment, and

campus parking management must be carefully coordinated.

B. University Parking Facility Utilization Report

The annual Parking Facility Utilization Report, prepared by the university’s Transportation and

Parking Services Division provides useful data for understanding on-campus parking trends. The

most recent report, published in May 2014, reports on parking vacancies by time of day and day of

week at thirty one major parking facilities. The results demonstrate that parking availability varies

among different parts of campus and parking facilities of different decal types. However, some

trends are apparent and may point to opportunities to optimize parking availability.



PAGE 8-27

June 2015

In general, the lots which are generally designated as faculty and staff only, have an average

utilization of approximately 75% for the morning hours (9:00 am to 11:30 am) and approximately

73% for the afternoon (12:30 pm to 3:00 pm). These include: Orange, Blue, Gated, Yellow,

Carpool, Orange/Blue, and Medical Resident areas. The student areas are 66% utilized during the

morning count and 69% for the afternoon. These areas include Green, Red 3, Red 1, Any-Decal,

Any-Decal except P/R, Red3/Green, Brown/Green, Brown 2 and Brown 3.

Employee parking in highly central locations and the health facilities are full all day. Carpool

parking areas run the gamut; generally, the closer to the core, the higher the utilization. However,

there is much fluctuation due to the nature of the carpool program.

C. Parking Policies, Decal Sales and Carpool Program

Decals and Programs. The majority of campus parking requires the purchase of a decal. Different

decals are available for students depending upon their number of credit hours earned or on-campus

residency; staff depending upon whether they are in the Health Science Center area or other parts

of campus; and various types of reserved and visitor spaces. The general approach has been to

provide parking in relatively close proximity for staff and for students who reside on-campus.

Parking for visitors/patients, disabled, gated employee and service vehicles are typically provided

with the most convenient parking. Commuting students and employees who park in the perimeter

areas of campus are provided with less expensive parking. Transit service is used to offset the

scarcity of proximate parking and to serve more remote parking locations. Decal sales have been

relatively stable during the 2010-2013 period.

Decal Sales by Type and Group, 2005-2013

TYPE AND GROUP 2005 2006 2007 2008 2009 2010 2011 2012 2013

Student

Brown 840 854 1,184 942 906 870 821 802 773

Student Commuter 7,191 7,079 6,171 4,988 4,498 4,759 5,076 4,811 4,798

Student Motorcycle 0 0 3,220 3,285 3,579 3,467 3,295 3,381 3,689

Park & Ride 3,514 3,531 5,710 3,915 2,928 3,030 3,011 3,008 2,886

Red 5,885 6,110 7,436 6,611 6,198 6,565 6,340 6,268 6,087

Employee

Blue 3,370 3,507 3,521 3,578 3,461 4,230 3,544 3,391 3,249

Carpool 251 242 337 723 793 771 757 771 749

Gated 2022 2133 2112 1960 1956 1926 1975 1884 1838

Staff Motorcycle 1996 2435 467 496 539 352 320 278 250

Official Business 2505 2530 2487 2435 3330 3235 3180 3043 2923

Orange 3934 3938 3927 3861 3713 3743 3852 3835 4135

Staff Commuter 2593 2691 2727 2729 2719 3074 3299 3480 3291

Note: In 2007 Parking & Transportation started breaking out motorcycle/scooter decal by staff or student, which accounts for some of the increase, but not all. It appears that the increased use of scooters may have led to a decline in Park & Ride by students as well.



PAGE 8-28

June 2015

Parking Cost. The cost of parking generally corresponds with its proximity to main campus

destinations. Gated employee parking is the most expensive decal type and provides nearly

guaranteed spaces to employees in specific parking lots near academic buildings. At annual rates

of $1,140 and $1,020 (Official Gated and Gated respectively), these areas cost roughly $3.00 per

day, or more than three times the typical employee parking. The 1,794 gated parking spaces

account for roughly 20% of all employee parking. Visitor parking at the Welcome

Center/Bookstore and Health Science Center are the next most expensive daily parking rates,

costing $5.00 and $3.00 respectively per day. Parking rates are reviewed annually by the

University’s Parking and Transportation Committee. Adjustments to the rates are made by official

rule-making processes. The price of a typical “Orange” or “Blue” employee decal amounts to

$13.25 per two-week pay period for an annual parking decal.

An analysis was conducted to examine the number of parking spaces by decal type and the cost of

those decal types to determine an average daily cost of parking. Parking spaces were assigned to

Transportation Analysis Zones (TAZs) by decal type for this analysis. A total of 19,800 were

assigned excluding meter, carpool, general disabled and state/service vehicle. This assignment

allowed examination of the spatial distribution of parking types on campus to compare the cost of

parking in central locations and peripheral locations. The daily cost was calculated based on the

annual decal price for the spaces in the TAZ divided by a typical 5-day work week less holidays,

2-week vacation and winter break week. This analysis found that the daily cost of parking ranges

from $0.62 per day to $3.93 per day. As expected, the most expensive average parking prices are

found in area north of Museum Road and east of Gale Lemerand Drive, and in the Health Science

Center area. These areas have larger quantities of paid visitor spaces and gated employee lots. The

least expensive parking was found at the commuter and student housing areas along SW 34th Street.

0

1,000

2,000

3,000

4,000

5,000

6,000

7,000

8,000

2005 2006 2007 2008 2009 2010 2011 2012 2013

Sale

sDecal Sales 2005 -2013

Brown

St. Commuter

St. Motorcycle

Park & Ride

Red

Blue

Carpool

Gated

Staff Motorcycle

Official Business

Orange

Staff Commuter



PAGE 8-29

June 2015

Parking Cost by Traffic Analysis Zone, 2014

Average Daily Price

TAZ General Location Description Number

of Spaces

2014 2004

447 Energy Park 26 $ 0.62 0.54

45 Triangle Lot 246 $ 0.62 0.54

79 Sorority Row and Bog Lot 184 $ 0.62 0.54

440 Maguire/UVS 591 $ 0.62 0.54

141 Frat Row /Woodlawn 642 $ 0.62 0.54

441 Lakeside/SW rec 432 $ 0.62 0.54

130 IFAS Facilities 52 $ 0.63 0.54

442 Park & Ride Sports Medicine 270 $ 0.63 0.54

454 Diamond Village 371 $ 0.69 0.54

449 Commuter/Garage V 3525 $ 0.69 0.54

126 Keys/East/Flavet 681 $ 0.69 0.55

146 Law School /Corry 932 $ 0.72 0.54

178 Cultural Plaza/Garage XI/EnT. 1474 $ 0.72 0.54

443 Meats Lab 473 $ 0.81 0.69

166 Physical Plant Bat House 594 $ 0.85 0.55

433 Vet Med 348 $ 0.95 0.69

149 IFAS/Micro/Fifield 431 $ 0.95 0.56

125 Garage VII/O'Connell Track 1605 $ 0.96 0.56

74 Norman Garage VIII 457 $ 0.97 0.56

451 Garage IX 1418 $ 1.12 0.57

86 University Press /105 Bldg. 17 $ 1.27 0.58

101 Transplant/Dental 21 $ 1.27 0.58

445 McCarty South 145 $ 1.27 0.58

446 Cancer Gen/Vet Med North 71 $ 1.27 0.55

453 UPD/Frazier Rogers 185 $ 1.27 0.58

122 Garage XIII / Heat /Aerospace 1290 $ 1.35 0.57

85 Garage IV/Yulee /Inner 737 $ 1.61 0.58

97 Dauer/Infirm/Murphree 271 $ 1.82 0.58

112 Garage XII / Williamson 357 $ 2.53 3.1

455 Garage I/X /Diamond 136 $ 3.18 2.2

83 Tigert Criser 51 $ 3.40 1.1

452 Garage VI 94 $ 3.46 1.37

450 Garage II/ III/ Medical Plaza 30 $ 3.93 2.21



PAGE 8-30

June 2015

Parking Enforcement.

Transportation and Parking Services is responsible for enforcing parking regulations in

coordination with the University Police Department and UF Health. In 2013, 57,121

citations were issued for violations of various parking rules. Additionally 1,898 impounds

were employed. The single most common offense was no UF decal. Parking offenses

related to parking in restricted areas or out of the decal-assigned and expired UF decal

violations were the next three most common. Next in frequency were violations of over

the lines followed by overtime parking. In 2013, there were 1,152 citations written for

parking on sidewalks and grass areas. There were also 131 citations for driving in a

restricted area, primarily the auto-restricted Pedestrian Enhancement Zone in the northeast

part of campus. Changes to the parking online payment and appeals system were also

implemented to streamline and enhance more timely and efficient processing.

D. Summary

The data and analysis shows that while there are enough parking spaces available to serve

current and future parking demands, some portions of campus may be underserved. A

balance must be struck between competing goals of parking management, customer

service, sustainability, financial feasibility, and community interaction when considering

future parking facilities. There are two outstanding parking management issues that need

to be addressed. The first is the diminishing quantity of high-priority parking spaces (e.g.

visitor, disabled, carpool) in core campus and shortages at other visitor/patient destinations.

The second is how to appropriately incentivize the employee carpool parking program,

including the incentive of proximity to destination as one of several incentive factors.

8. transportation data & analysis · campus master plan, 2015-2025 data & analysis page 8-6...

Documents