Sustainable Access to

CSUEB HaywardCars vs. Transit

Outline Current Access and Proposed Parking Alternatives The Beeline Bus: Fast, Frequent, Free Travel Time Enough Ridership? Comparative Costs and Financing Summary

Current Access to CSUEB Hayward

The campus has many large parking lots. At the start of fall and winter quarters parking

spaces are scarce. Parking permits cost $130 per quarter. AC Transit Bus Route 60 runs every 20 minutes

from Hayward BART, and takes 18 minutes to get to campus.

Students can ride a free campus shuttle, also slow.

Proposed Parking

Parking Spaces

Fall 2008 Proposed Fall 2017

Percent increase

4,456 5,560 24.8%

The CSUEB Hayward Draft Master Plan

(CSUEB Hayward Master Plan, 2008)

What’s behind these numbers? Planners propose reducing demand for parking

using various policies called Transportation Demand Management (TDM).

Even so, planners project a need for more parking before and after 2017.

Academic buildings would be built on some current parking lots, reducing needed spaces.

Planners propose a parking structure for 1,100 cars to meet parking needs projected for 2017.

Alternatives

Stanford University

Stanford began the Cash for Clean Air pro-gram in 1994, paying students NOT to park on campus – now $180/year per student.

Rather than spending millions on parking garages, Stanford chose to invest in bike and transit programs to maintain campus aesthetics and promote clean air.

UC Santa Cruz The University invests in transit

& bike paths. Parking spaces are limited.

1 space per 3 students. Cars on campus are not allowed

for Freshmen & Sophomores. Parking fees are extremely high.

$684/year

Other Campus Programs

Access policies also include: Ample, safe, protected bicycle parking Pedestrian-friendly walkways Car pooling and car sharing Quick, reliable public transportation Planned reduction of traffic and parking

Chico...Cal Poly...the whole U.C. system has increasing enrollment and award-winning transit.

Alternatives to a Parking Structure Alternative land use: Student Housing

A residence hall here would be closer to campus than the proposed housing on the west low terrace, where students would have to walk up past the parking structure to reach the campus. Then, the terrace could be used for low-cost surface parking or recreation.

Alternative access using fast, frequent, free buses: “The Beeline Bus”

The Beeline Bus – fast, frequent, free

Fast in traffic Mid-size, 30 foot, buses keep up with traffic

Less obtrusive than the usual 40 foot bus or articulated bus

Faster and more nimble in trafficMid-size bus seats 30 passengers

Diesel – electric dual mode motor or all electric Faster hill climbing with electrical torqueRegenerative braking downhill recovers energyCan run on sustainable biodiesel, e.g., waste

cooking or motor oil

Fast On-Off Boarding

Bus stops have raised platforms for no-step on-off boarding.

Docking parks buses very close to platform.

Prepaid fares are checked at random by inspectors (“proof of purchase”).

Driver does not collect fares, for faster on-off boarding.

Las Vegas MAX

The bus has wide doors on floor level, no steps.

Frequent The bus is frequent, every 10 minutes. Travel time BART to campus is 8 minutes. It runs all day; it starts before 8:00 am classes

and ends after 10:00 pm. The bus keeps on schedule, using signal

changing equipment to change red lights. The bus may use “right-lane preference” to use

right turn lanes to cut past cars at intersections.

Free All students would ride for free Parking charges would pay for the bus Parking charges would increase less than

for a parking structure Students using the free bus benefit the

most All students benefit from lower parking

charges and less traffic

The Beeline Route

Distance = 2.25 miles

Convenient Stops, BART to Campus

Hayward BART Station

B Street

Mission at FletcherC Street

Mission at Highland

Mission at Carlos Bee

Bayview Village

Campus

Stops on campus

PE Bldg

Library

Campus stops make sense Faster, more efficient route than Loop Road for

transit-walk trips Safer than driving around the Loop Road: Crosses

three walkways on campus; crosses too many walkways and cars to count on Loop Road

More visibility & advertising for the service Other campuses have transit stops on campus:

Stanford’s Marguerite, Berkeley’s Bear Transit Visibility and sustainability would help promote

the campus

Travel Time

Total travel time is important “In-vehicle” time is only part of total trip time Total time needs to include all stages:

parking and walking to bus stopaverage waiting time for a busthe in-vehicle time (bus or car)parking on campus (car)walking from bus or car to building entry

Time from BART to campus Driving: In-vehicle time to Lot C using Hayward Blvd.

and proposed new entry road, park, walk to center of library: about 16 minutes

AC Transit: In-vehicle time to downtown, park, walk to bus, wait, in-vehicle time to campus, walk to center of library: about 35 minutes

Beeline Bus: In-vehicle time to downtown, park, walk to bus, wait, in-vehicle time to campus, walk to center of library: about 20 minutes

Why not AC Transit? AC Transit Route 60 is slow:

Slow, under-powered articulated bus Round-about route using 2nd St. 18 minutes run time (8 minutes for the Beeline) Travel time 35 minutes (20 minutes for the Beeline) AC Transit is expensive: $148 per bus operating

hour ($68 for MV Transportation in Union City) Many campuses run their own bus systems for

control, efficiency, and cost savings

Why not the CSUEB Shuttle? A 20 minute run time; it should be 8 minutes A 20 minute headway; it should be 10 minutes No service Friday evening or weekends It is limited in whom it serves It supports no corridor development It has a circuitous route

Driving vs. BART BART is expensive, but the average cost per mile for a

car is even higher. However, the marginal cost of driving (the cost of

gasoline) is low. Gasoline is about 18% of the average cost. Cars are expensive to own, but cheap to drive.BART, round trip, Oakland - Hayward

$5.60Average driving cost, 30 miles, $.55/mile $16.27Marginal cost of gas, 25 mpg, $3/ gallon $3.58

The Beeline Bus supports a car free lifestyle, saving a large amount of money—no car costs, no parking fees

Enough Ridership?

The Goal for a Rapid Bus:Equal the Parking Structure

CSUEB estimates 18,755 students, faculty, and staff need access to the campus in 2017.

The master plan projects about 2,695 students will live on-campus, leaving 16,096 people needing access from off-campus.

With no structure, there would be about 4,460 surface spaces, 1,100 spaces short of need.

Transit would need to serve the equivalent of 1,100 parking spaces, or about 1,300 people, to meet the goal of the proposed structure.

Data bases for analyzing transitData sources:

Zip codes of student residential location Traffic model data of origin zones of 2005 Days of the week that classes meet Time of day when students attend class City of Hayward traffic counts by half hour Bus capacity

CSUH Student Access To Campus, Fall 2008 by Zip Code    Probable gateway route from home to campus

Residential LocationBy Zip code

BART Availability?

Local Mission, Harder

I-880 from south, Harder

SR 92 or SR 84 Harder

I-880 from north, A or

Winton

I-580 from north,

downtown

I-580 from east, Second

Total 2008 percent

2001 percent*

Berkeley Albany Kensington yes       272   272 2.1% 2.4%

Union City Fremont Newark yes   1,204 548     1,752 13.5% 9.1%

Hayward Castro Valley no 845 620   271   322 714 2,772 21.4% 20.0%

Oakland Alameda Emeryville Piedmont yes     883 1,005   1,888 14.6% 12.2%

Pleasanton Dublin Livermore no       839 839 6.5% 3.8%

San Leandro, San Lorenzo yes     458 458   915 7.1% 7.3%

West Contra Costa yes       531   531 4.1% 4.9%

The rest of Contra Costa no       1,935 1,935 15.0% 4.0%

San Francisco, Northwest Cal yes       446   446 3.4% 2.1%

San Mateo Co., Palo Alto no     425     425 3.3% 3.3%

Solano, San Joaquin no       434 434 3.4% 0.5%

Santa Clara, South yes     730         730 5.6% 5.3%

Total 845 1,824 1,278 696 1,340 3,034 3,922 12,939 100.0% 100.0%

Percent 6.5% 14.1% 9.9% 5.4% 10.4% 23.4% 30.3% 100.0%    

About one third of students come through, or could come through, downtown Hayward on their way to campus.Sample size in Fall 2001 was 13,078.

Students residing on campus were not listed. Listings from out of state and Southern California have been excluded.

There is no data on transit access. The table indicates probable vehicle routes. The data from Colin Ormsby has many misspellings, wrong zip codes, and improbable residency locations. This table is simplified from C:\Users\Sherman\Documents\CSUEB Hayward Access\CSUH_transit_access_20081104.xlsx

Where Are Students Coming From?How many students use the “downtown corridor” from Hayward BART to campus?

Zip code data on student residential locationAbout 23.4 % come via I-580 from the North via Foothill

or live in the downtown Hayward areaAbout 10.4 % come via I-880 from the North, and could

use A St. or Winton Ave. County traffic model data on origin zones to

campusAbout 18.6 % come via I-880 from the NorthAbout 14.7 % come via I-580 from the North

Both sources show about 33 % using this corridor

Most classes meet on Monday, Tuesday, Wednesday, and Thursday

Percent meeting by day of weekMonday 708 23.3%

Tuesday 703 23.1%

Wednesday 682 22.4%

Thursday 678 22.3%

Friday 229 7.5%

Saturday 35 1.1%

Sunday 9 0.3%

Total classes with known days 3,044 100%

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Students in classes by time of day, Monday, Fall 2008

Num

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sMonday classes mostly 9:00 am to 7:30 pm

Tuesday classes mostly 10:00 am to 7:30 pm

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500

1000

1500

2000

2500

3000

3500

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4500Students in classes by time of day, Tuesday, Fall 2008

Traffic Counts in Hayward City counts were adjusted

using the County traffic model to show campus only.

They show a pattern similar to class meeting times.

Both traffic counts and class schedules show travel spread evenly across the day with no strong peak concentrations.

Even flow is ideal for transit.

 Time Bee up Bee down6am - 7am 313 82

7am - 8am 522 278

8am - 9am 489 464

9am - 10 am 355 443

10am -11am 330 399

11am - 12am 315 390

12am - 1pm 394 372

1-2 533 333

2-3 523 333

3-4 400 414

4-5 432 445

5-6 444 512

6-7 397 558

7-8 422 416

8-9 294 320

9-10 354 304

10-11 173 173

6am to 11pm 6,689 6,235

Rider capacity of a two-bus system

Each bus can carry 30 passengers, and goes one way 3 times per hour: 90 riders one way per hour.

Each bus operates 14.5 hours to serve morning and evening classes.

If buses on average are half full, they would carry 1,305 round trip riders per day.

In practice, some runs will have few riders and others have standing room only.

Even if only half full, rapid buses could meet the same need as the parking structure.

Would enough students ride? About 33% of students come through downtown Hayward They would walk, take a bus or BART, or use parking

along the route to reach the bus Only 36% of students using this downtown corridor would

need to ride the bus to make it feasible They would save about $200 per quarter with little

loss of time on average For some times of day and some campus destinations

they would save time. Some students could then live car free and afford to

attend CSUEB Hayward

Comparative Costsand

Financing

Estimated Cost of Parking Structure Per space construction cost: about $29,200 Amortization over 25 years at 5% interest: about $2,050 per year Operating costs: about $500 per year Total costs per space: about $2,550 per year Total cost for 1,100 spaces: $2,800,000 per

year

Estimating the Fee to Pay for A Parking Structure

Parking permits must pay for parking costs, including the parking structure.

Permits are sold fall, winter, and spring.

About 4.95 quarterly permits are sold per space per year.

Total quarterly permits sold 2007-08

(students, faculty, staff )Parking spaces

2007-08Permits sold per space per year

24,053 4,860 4.95

Two ways to estimate the parking fee

1) Unsubsidized parking fee: those who park in the structure pay the cost of the structure.

2) Subsidized parking fee: those who use surface parking are over-charged to help cover the cost of the parking structure.

Unsubsidized Parking Fee

The cost of a parking structure space divided by the number of permits sold per space per year equals the cost per quarter of a student parking fee.

The unsubsidized parking permit for the structure would cost about $515 per quarter.

Permits sold per space per year

Cost of structure space per year

Quarterly fee

4.95 $ 2,600 $515

Subsidized Parking Fee Students can be over-charged for surface parking

to pay for the parking structure. In 2017 the plan calls for 1,100 structure spaces

and 4,460 surface spaces, totaling 5,560.

The quarterly parking fee overcharge for the structure would be about $102.

Number of all spaces

Number of quarter permits / year

Cost of structure per

year

Fee increase to subsidize structure

5,560 27,522 $ 2,806,000 $102

One more way to look at the cost of a parking structure

Suppose we build surface parking on the same spot as the structure.

Then, the structure only adds parking on the upper levels.

We can subtract the surface costs from the structure costs and the surface spaces from the total structure spaces.

The result is the cost per space for the upper spaces.

The structure diagram shows that at least 223 spaces could be built on the same footprint.

A surface lot would cost about $790 per space per year for amortization and operations, far less than the $2,600 per space for the structure.

The unsubsidized surface parking permit would cost about $160 per quarter, far less than $515 permit cost per quarter for the structure.

Net cost of upper levels The parking structure gains about 877 spaces

above the surface. The cost of the structure minus the cost of

surface parking equals the net cost of the upper levels.

The unsubsidized permit cost for the upper level spaces would be about $606 per quarter.

Any parking fee based on the cost of the structure is uneconomic; it won’t work.

Cost of A Two-bus System Capital costs are about $4.3 million:

High-tech buses are expensive, about $550,000 each Signal changing equipment Raised platform stops with shelters Guided docking at platforms Garage for office, parts, and servicing

Ramp to PE Building and Loop Rd. intersection realignment Amortized at 5% over 25 years = $300,000 per year Operating costs would be about $70 per bus operating hour Operating costs for a full schedule all year = $741,000 Yearly capital and operating = $1,040,000

Paying for the Beeline Bus Parking fine revenue: About $150,000 per year Parking permit fee revenue from about 4,460 surface

spaces in 2017 pays for surface parking and the bus At 4.95 permits sold per space per year, 22,073

permits would be sold Only $40 per permit above the cost of surface

parking covers all of the cost of transit to campus

And… Class Pass - All students get a free pass.

Summary of Cost Estimates A 1,100 space parking structure would cost:

$102 parking fee/quarter, subsidized (added to base permit cost, currently $95 per quarter)

$515 parking fee/quarter, unsubsidized$606 parking fee/quarter, upper levels alone

New surface parking on structure footprint would cost $160/quarter

Frequent, rapid bus would cost $40/quarter

Summary

More Parking? Expensive for the student Has to be subsidized by surface parking Expensive for the environment Increases traffic and congestion Increases fossil fuel use and pollution Increases health and safety problems

from accidents and a sedentary life style Continues dependency on cars and

foreign sources of energy

The Beeline Bus Provides access equal to or better than a

parking structure; no need for a structure Improves use of scarce land capacity: student

housing instead of a parking structure Costs student less than a parking structure Serves all students, not just those with cars Supports living on campus without a car Helps enrollment growth based on

increasingly convenient, fast transit access

The Beeline BusMore sustainable, less environmental damage: Reduces greenhouse gases and other air

pollutants Reduces fossil fuel use, reduces oil dependency Reduces dependency on foreign oil suppliers,

helps economic productivity Reduces traffic accidents and deaths Supports walking and biking, so improves

personal health

The Beeline Bus Reduces congestion as it grows: buses can go

to South Hayward BART, Castro Valley BART, and I-880 exits at Winton and Harder.

Supports car-free development and affordable housing along the Mission corridor and on-campus, which then increases bus frequency

Improves access between campus and downtown businesses and BART

Supports revitalization of downtown Hayward and BART ridership

CSUEB Hayward, using a frequent, fast, free

bus – The Beeline Bus --can be a national leader insustainable transportation.