Community Spring 2019Eugene Strategies to Improve Accessibility and Sustainable Transportation in Downtown Eugene Emerson Hoagland and RJ Theofield • Yizhao Yang Land Use Planning & Policy PPPM 610 Spring 2019 Eugene Community Strategies to Improve Accessibility and Sustainable Transportation in Downtown Eugene Emerson Hoagland and RJ Theofield Report Authors • School of Planning, Public Policy and Management Yizhao Yang Associate Professor • School of Planning, Public Policy and Management Acknowledgments The authors wish to acknowledge and thank the City of Eugene for making this project possible. We would like the following City of Eugene staff for their assistance and contributions that were instrumental to the completion of this report: Shane Rhoades, Transportation Options Coordinator Chris Henry, Transportation Planning Engineer Rob Inerfeld, Transportation Planning Manager This report represents original student work and recommendations prepared by students in the University of Oregon’s Sustainable City Year Program for the City of Eugene. Text and images contained in this report may not be used without permission from the University of Oregon. Contents 4 About SCI 4 About SCYP 5 About Eugene, Oregon 6 Course Participants 7 Executive Summary 9 Introduction 10 Methodology 11 Case Studies 12 Berkeley 26 Vancouver 36 Victoria 47 Arlington 55 Boulder 71 Seattle 82 Bellingham 96 Application of Findings to Eugene 105 Conclusion 106 Notes 112 References 119 Appendices Spring 2019 Community Strategies for Improving Accessibility About SCI The Sustainable Cities Institute (SCI) 2. Our Urbanism Next Center, which is an applied think tank focusing on focuses on how autonomous vehicles, sustainability and cities through applied e-commerce, and the sharing economy research, teaching, and community will impact the form and function of partnerships. We work across cities. disciplines that match the complexity of cities to address sustainability In all cases, we share our expertise challenges, from regional planning to and experiences with scholars, building design and from enhancing policymakers, community leaders, and engagement of diverse communities project partners. We further extend to understanding the impacts on our impact via an annual Expert-in- municipal budgets from disruptive Residence Program, SCI-China visiting technologies and many issues in scholars program, study abroad course between. on redesigning cities for people on SCI focuses on sustainability-based bicycle, and through our co-leadership research and teaching opportunities of the Educational Partnerships for through two primary efforts: Innovation in Communities Network (EPIC-N), which is transferring SCYP 1. Our Sustainable City Year Program to universities and communities (SCYP), a massively scaled university- across the globe. Our work connects community partnership program that student passion, faculty experience, matches the resources of the University and community needs to produce with one Oregon community each innovative, tangible solutions for the year to help advance that community’s creation of a sustainable society. sustainability goals; and About SCYP The Sustainable City Year Program learning courses to provide students (SCYP) is a year-long partnership with real-world projects to investigate. between SCI and a partner in Oregon, Students bring energy, enthusiasm, in which students and faculty in courses and innovative approaches to difficult, from across the university collaborate persistent problems. SCYP’s primary with a public entity on sustainability value derives from collaborations and livability projects. SCYP faculty resulting in on-the-ground impact and students work in collaboration with and expanded conversations for a staff from the partner agency through community ready to transition to a a variety of studio projects and service- more sustainable and livable future. 4 About Eugene, Oregon About Eugene, Oregon The city of Eugene is a central hub of commercial, educational, and recreational activity in the southern Willamette Valley. Incorporated in 1862 as “Eugene City,” residents sought to turn Eugene into a center of learning. To that end, they raised the initial funding to start the University of Oregon, now the city’s flagship university and public research facility. With a population of just over the Arts and Outdoors,” reflects its 160,000 people, Eugene is Oregon’s commitment to the arts and culture second largest city and the county seat as well as nature preservation efforts. of Lane County. Located in the heart Eugene is also popular for many nearby of the county along the Willamette and recreational opportunities, including McKenzie Rivers, Eugene is recognized Willamette Pass Ski Area, Fern Ridge for its green landscape, recreational Reservoir, and hiking and rafting along opportunities, and sustainability efforts. the McKenzie River. The city’s slogan, “A Great City for 5 Spring 2019 Community Strategies for Improving Accessibility Course Participants JENNA CHILINGERIAN, Community and Regional Planning Graduate CASEY CURRY, History of Art and Architecture Graduate ALISON DEAK, Nonprofit Management Graduate TAYLOR FOWLER, Public Administration Graduate ALYSSA GAMBLE, Community and Regional Planning Graduate RODERICK HALL, Community and Regional Planning Graduate SID HARIHARAN, Community and Regional Planning Graduate EMERSON HOAGLAND, Community and Regional Planning Graduate ZACHARY LUCKIN, Community and Regional Planning Graduate JAY MATONTE, Community and Regional Planning Graduate ELIZABETH MEINKE, Community and Regional Planning Graduate JESSICA MATTHIESEN, Community and Regional Planning Graduate RJ THEOFIELD, Community and Regional Planning Graduate WILLIAM WEITI LIEN, Landscape Architecture Graduate 6 Executive Summary Executive Summary Located adjacent to the Willamette River and the University of Oregon, downtown Eugene serves as the city’s economic and cultural center. The downtown is home to several major employers, seasonal markets, shops, and restaurants that draw visitors in from surrounding areas throughout the week. The ways in which people travel cities from within the United States and to and within the downtown have internationally were selected based significant environmental, economic, on 1) their reputation for employing and social implications. Despite the innovative strategies to address presence of alternative transportation downtown accessibility and mobility options, single-occupancy vehicles issues; and 2) their comparability with (SOVs) remain a major mode of the city of Eugene. In total, seven cities transportation used to access the were studied. downtown. Over the years, this has For each case study, a content led to the development of large, costly analysis of relevant plans and policy parking facilities. These conditions are documents was performed to identify contrary to the City’s complementary transportation strategies based on goals of tripling the share of trips made three focus areas: 1) sustainable by walking, biking, and transit and transportation; 2) travel demand reducing greenhouse gas emissions. management; and 3) parking Based on current trends, the City of management. Based on the findings Eugene is concerned that its strategy from this analysis, students proposed to manage travel demand may not the following recommendations: handle continued growth and will result in parking shortages as more SOVs 1. SUSTAINABLE TRANSPORTATION enter the downtown. For this reason, RECOMMENDATIONS the city has decided to explore ways to modify its transportation demand Planning for Sustainable management program to promote Transportation the city’s sustainability values, while • Set measurable objectives, monitor, also stimulating commercial activity and track progress. downtown. • Incorporate a hierarchy of In the spring of 2019, the City of transportation and mobility priorities Eugene partnered with the University for downtown. of Oregon’s Sustainable City Year Program (SCYP) to research creative Expand Availability policy and programmatic solutions for • Establish frequent transit networks its downtown transportation challenge. and areas. Students enrolled in the University of • Expand level of service (LOS) Oregon’s Land Use Planning and Policy standards to include multimodal course collaborated with City staff transportation networks. to identify and conduct case study • Improve bike-share accessibility. research on selected cities. Case study 7 Spring 2019 Community Strategies for Improving Accessibility • Legalize skateboarding within the RECOMMENDATIONS downtown. Disincentivizing Parking usage Enhance the Experience • Implement performance-based • Fund new mobility research grants. parking. • Implement pavement-to-plazas and parklets. Maximizing the Efficiency of Parking • Improve listed accessibility standards • Implement an app-based parking of the bicycle and pedestrian management program like networks. goBerkeley. • Develop a neighborhood access • Adopt the Sustainable Urban Mobility tool in partnership with Lane Transit Plan (SUMP) principles to guide District and integrate it into planning parking management. initiatives. • Implement aspects of Bellingham’s • Integrate more flexibility into the Smart Growth Model. City’s strategy. • Implement curbless streets. Minimizing the Impact of Parking • Integrate a standardized wayfinding • Utilize public parking facilities system within Eugene. management and activation. • Incorporate pedestrian through-block • Minimize parking curb space usage. walkways within the downtown. 2. TRANSPORTATION DEMAND MANAGEMENT RECOMMENDATIONS • Use TDM calculators and other measures to analyze return on investment as well as public health impacts. • Coordinate TDM efforts with the City of Springfield. • Develop an employee trip reduction plan for organizations. • Enhance partnerships with local universities. • Develop a community-wide Eco Pass program in partnership with Lane Transit District. 3. PARKING MANAGEMENT 8 Introduction Introduction Cities across the world are faced with issues of sustainability and accessibility and have begun to set ambitious goals to transform how they operate. As a result, many now recognize the reality that continuing the status quo by accommodating most travel by private automobile, and advancing sustainability are incompatible goals. In this new paradigm, the solution of its downtown, the City of Eugene to a lack of parking in the downtown partnered with SCYP to learn from can no longer be to build another others and apply creative policy and parking garage because of the now programmatic solutions to address this acknowledged negative air quality, challenge. greenhouse gas emissions, and The purpose of this report is to equity implications of doing so. In assist the City of Eugene, Oregon by response, cities have developed new examining the approaches of exemplary and innovative strategies, enabled by domestic and international cities to advances in technology, to address address accessibility and mobility such transportation issues. Broadly, issues in its downtown and offer policy these bold strategies intend to help and program recommendations. cities meet their goals by increasing the Further, this policy report aims to share of trips made by walking, biking, offer the City innovative ideas for and public transportation. While simple how to make downtown Eugene more at first glance, achieving this goal accessible to people traveling by requires a new set of transformative non-automobile means, encouraging sustainable transportation, travel residents, employees, and visitors demand management, and parking to use public transit, and, ultimately, management policies and programs. enhance the City’s capacity to manage Today, the city of Eugene finds itself downtown mobility. To achieve this, pressed with a shortage of downtown an extensive content analysis of seven parking and the goal of tripling the cities’ sustainable transportation share of trips made by walking, biking strategies was conducted. From and transit, as well as greenhouse this research, key findings and gas emission reduction targets. In recommendations for policy alterations recognition of the implications of its and interventions were generated for transportation policy on the vitality the City of Eugene. 9 Spring 2019 Community Strategies for Improving Accessibility Methodology The case study cities were selected for this report based on their comparability with the city of Eugene and its strategies toward addressing accessibility and mobility issues in its downtown area. To conduct the case study, relevant categorized and coded into three sub- plans and policy documents were focus areas: 1) parking management; selected from both jurisdictions 2) sustainable transportation; and 3) that frame each downtown policy transportation demand management. management context. A list of relevant The remainder of each case study is plans and policy documents reviewed organized into sections that describe for each case study is located in the community context, provide a Appendix A. summary of policy tools, and highlight Next, we performed a content policy tools and approaches that analysis for references to accessibility are applicable to Eugene. We then and sustainable transportation policy developed policy tool highlights tools and approaches that target and concluded our analysis with downtown. We started the process recommendations to be considered by with an extensive list, which we further the City of Eugene. 10 Case Studies This section provides an overview of the findings from a review of plans, policies, and programs for each of the seven case studies cities: Berkeley, California; Vancouver, British Columbia, Victoria, British Columbia; Arlington, Virginia; Boulder, Colorado; Seattle, Washington; and Bellingham, Washington. The findings are organized into three categories: (1) sustainable transportation, (2) travel demand management, and (3) parking management. 11 Spring 2019 Community Strategies for Improving Accessibility Berkeley, California The city of Berkeley is in Alameda County in northern California, situated east of San Francisco. The city covers a land area of 10.5 square miles and is bordered to the north by the city of Albany and to the south by the cities of Oakland and Emeryville.1 Its total population is approximately areas. The expansion is in addition to 120,176, which includes an estimated major commercial and transportation student population of 34,800.2, 3 corridors served by the Bay Area Rapid Berkeley is the fourth largest-populated Transit (BART) system.4 city in Alameda County. This central area is a hub of mixed- The downtown area is centrally use commercial activity, with retail, located, adjacent to the University of restaurants, and offices readily California, Berkeley. Downtown Berkeley coexisting with residential units is bounded to the north by Hearst (Figure 2).5 However, downtown Avenue, Oxford-Fulton Streets to the Berkeley is also a major cultural and east, Dwight Way to the south, and institutional anchor for the surrounding Martin Luther King Jr. Way to the west city. Described as an “arts district,” (Figure 1). The Berkeley Downtown downtown is home to a variety of Area Plan expands the downtown area theatres, music venues, cinemas, and to include lower density residential museums that provide visitors and FIG. 1 Map of Berkeley, California Source: Downtown Area Plan. Berkeley, CA: Department of Planning & Development, 2012. 12 Berkeley, California FIG. 2 Map of Downtown Berkeley Source: Downtown Berkeley Association 13 Spring 2019 Community Strategies for Improving Accessibility residents with enriching experiences.6 transportation modes for a majority of City government, the University of those who live, work, or visit downtown Berkeley, California Department of Berkeley.8 For example, of those Health and Human Services, and other who commute to work downtown, educational and civic organizations also approximately 51 percent arrive by have a strong presence in and around foot or bicycle, 24 percent use public the downtown area. transportation, and 24 percent drive Downtown Berkeley is a regional (Figure 3).9 These transit patterns transportation hub and is one of stand in contrast to Berkeley city-wide the area’s major city centers. The commuters: 30 percent walk or bike, 25 downtown area provides the second percent use public transportation, and largest transit node in the East Bay; 44 percent drive.10 The large proportion more than 40,000 daily transit trips of downtown commuters that choose begin, end, and connect through alternative modes of transportation downtown Berkeley.7 In addition to over SOVs may indicate that policies BART, the downtown area is served and programs in place do have an by bus lines operated by local transit effect on travel behavior. provider, AC Transit, as well as several commuter-based shuttles operated POLICY TOOLS AND APPROACHES by UC Berkeley and others. Berkeley is This section provides an overview of the also a part of a regional e-bike sharing relevant plans and policy documents system called Ford GoBike that allows that were reviewed as part of Berkeley’s for short, one-way trips by bike; there downtown policy and management are 38 stations and 400 bikes docked context to gain an understanding of within the city of Berkeley. Berkeley’s approach to transportation. Alternative transportation modes The overview covers each relevant plan in addition to transit resources and and policy document and includes the downtown’s physical attributes purposes and goals, as well as a have led downtown Berkeley to serve summary of applicable accessibility as a regional employment center and and sustainable transportation- destination. In general, transit, walking, related policy tools and approaches and biking comprise the dominant FIG. 3 Means of Transportation to Work, Berkeley, CA, 2014–2017 Source: U.S. Census Bureau / American Factfinder. “B08301: Means of Transportation to Work.” 14 Berkeley, California as determined through the content Parking and Transportation Demand analysis. Management programs that encourage transportation alternatives and effective Berkeley General Plan parking. In addition, the Downtown Area The Transportation Element of the Plan sets a framework for new zoning Berkeley General Plan serves as standards to facilitate an urban mixed- Berkeley’s comprehensive transportation use city center. policy framework. The Transportation Element draws upon district plans, Berkeley Downtown Area Plan bicycle and pedestrian strategies, Policies as well as a Transportation Demand Access – 1.2 Single-Occupant Vehicles Management (TDM) studies in order to Access – 1.3 Alternative Modes & TDM establish “policies for the movement of Access – 2.1 Pedestrian Safety & people, goods, and vehicles through Amenities the city.”11 A major objective of the Access – 3.1 Effective Parking Transportation Element is to: Access – 3.2 New Parking Access – 4.1 Transit Priority “Reduce automobile use and VMT Access – 4.2 Attractive Transit in Berkeley, and the related impacts, Access – 4.4 Transit and Bikes by providing and advocating for Access – 4.8 Transit-Supportive Uses transportation alternatives and Access – 5.1 Bike Network Improvements subsidies that facilitate voluntary Access – 5.2 Bicycle Parking decisions to drive less.”12 Access – 5.3 Bike Sharing Access – 5.4 Business & Institutional Berkeley General Plan Policies Support T-3 Eco-Pass City Program T-10 Trip Reduction Berkeley Climate Action Plan T-11 City of Berkeley The Climate Action Plan is the result T-12 Education and Enforcement of an approved 2006 ballot measure, T-13 Major Public Institutions Measure G, that called for setting a goal T-14 Private Employers of 80 percent reduction in greenhouse T-34 Downtown Parking Management gas emissions by 2050.14 To meet the T-36 Satellite Parking Facilities goal, the mayor was advised to work with the community to develop an Berkeley Downtown Area Plan action plan that was later adopted The Berkeley Downtown Area Plan in 2009. “Chapter 3: Sustainable (Downtown Area Plan) provides a Transportation and Land Use” serves vision for the downtown area. The as a policy guide toward reducing Downtown Area Plan adds action- VMT and increasing fuel efficiency and oriented provisions to the strengths usage of low-carbon fuels. that resulted from nearly 20 years of prior downtown area planning.13 Berkeley Climate Action Plan Policies Major considerations of the Plan TLU – 1A Transit-Oriented Development include environmental sustainability, TLU – 3A Parking Strategies accommodation of residential and TLU – 4A TDM Revenue employment growth, and provision of a TLU – 5A Bicycle & Pedestrian pedestrian-friendly and transit-oriented Infrastructure district. Other highlights include various TLU – 5B Marketing & Promotion 15 Spring 2019 Community Strategies for Improving Accessibility TLU – 5C Transit Bicycle Access 1) Sustainable Transportation TLU – 5D Municipal Operations The purpose of sustainable TLU – 6A Transit Enhancement transportation is to increase TLU – 7A Car Sharing travel by sustainable, alternative TLU – 7B Ridesharing modes. Actionable items related to TLU – 9A Outreach and Education sustainable transportation and mobility TLU – 10B Alternative Transportation management may include expanding the availability of alternative modes Berkeley Streets and Open Space of transportation or enhancing user Improvement Plan experiences for alternative modes The Streets and Open Space of transportation. Highlights of Improvement Plan (SOSIP) implements Berkeley’s policies and programs are the policies of the General Plan, strategies for bicycle access, facilities, Downtown Area Plan, and Climate Action and infrastructure, and land use and Plan. In particular, the SOSIP provides development. designs and guidelines for public realm improvements to the downtown area. Bike Access, Facilities & Infrastructure The downtown public realm– parks, Throughout the reviewed plans, there plazas, and streets– accounts for 40 is a common theme of investing in and percent of the downtown area. As expanding bike access, facilities, and such, designs and guidelines help to infrastructure. The City’s approach streamline the implementation and comes from a perspective that the development process. Even more, the easier and more convenient it is to use SOSIP sets project priorities that are alternative transportation modes, the accompanied by financing strategies to greater the likelihood that more people ensure projects are funded. will utilize such modes. This equates to streets that offer designated bicycle Berkeley Streets and Open Space lanes, facilities, and proper lighting for Improvement Plan Policies “all hours” use.15 Bicycle Boulevards are 1.12 Transit Performance one example of Berkeley’s approach 1.13 Attractive Transit to giving priority to bicyclists through 1.18 Net-Zero Parking Strategy local traffic by providing bicycle 1.19 Transit & Parking routes on low-speed, low-volume 3.2 Bicycle Parking streets (Figure 4).16 The city’s Bicycle 3.3 Bike Sharing Boulevard Design Tools and Guidelines provide more context to the city’s POLICY HIGHLIGHTS design and implementation process for This section builds on the overview Bicycle Boulevards. of policy tools and approaches by In addition, policies are in place describing current and relevant policy to ensure adequate bicycle parking and program highlights for the three in areas convenient for commuters sub focus areas of the case study. The and visitors. For example, the new three-sub focus include: 1) sustainable Center Street Garage in downtown transportation, 2) parking management, Berkeley includes eight levels of public and 3) transportation demand parking with a first-floor dedicated to management. the Berkeley Bike Station that offers commuters and visitors safe and convenient bike parking near BART and 16 Berkeley, California FIG. 4 local transit (Figures 5, 6). The Bike is higher demand for bicycle parking Berkeley’s Bicycle Boulevard Network Station has secured, on-demand self- than what can be accommodated Source: Google Maps, Berkeley parking available for up to 54 bikes, 24 on sidewalks.17 This is typically in Bicycle Boulevard Network Map hours a day through BikeLink. The Bike commercial districts. Corrals can Station also offers no-cost bike valet for accommodate four to five bicycle racks, 300 bikes in addition to bike rentals, parking eight to 10 bicycles (Figures repairs, and sales during staffed hours 7, 8). Businesses or property owners from 7 am to 8 pm, Monday through can submit a Bike Corral Application Friday. Maintenance Agreement for a free Lastly, the City of Berkeley offers corral through the City’s Public Works opportunities for the conversion of Department. on-street parking to bicycle parking in select locations. This can be done Transit-Supportive Improvements through bike corrals, or “on-street high The Downtown Area Plan’s Policy AC-4.1 capacity bike parking” used when there seeks to make transit more desirable 17 Spring 2019 Community Strategies for Improving Accessibility FIG. 5 FIG. 6 Berkeley Bike Station in Berkeley Bike Station in Center Street Garage 1 Center Street Garage 2 Source: BART, Berkeley Bike Source: BART, Berkeley Bike Station Station 18 Berkeley, California FIG. 7 FIG. 8 Bicycle corral design Bicycle corral Source: City of Berkeley, Bicycle photograph Corrals Source: City of Berkeley, Bicycle Corrals 19 Spring 2019 Community Strategies for Improving Accessibility for potential users through transit- community and history of Downtown FIG. 9 supportive improvements. Worth Berkeley.”19 The $13 million renovation BART Plaza, Downtown Berkeley noting here is the policy to encourage was completed in October 2018 and Source: BART “AC Transit, BART, and other transit features a glass entrance, sound and providers to increase evening service to light system for performances and Downtown…work with these providers soundscapes, and public art.20 to improve nighttime conditions near The opening of BART Plaza was transit stops that affect safety, such accompanied by the Downtown as lighting and visual access.”18 These Berkeley Plaza Activation Plan, improvements make transit more developed by the Downtown Berkeley attractive to those who might otherwise Association (DBA), City of Berkeley, feel uncomfortable riding after dark and Civic Arts Commission. The and are also part of a strategy to work Plan details various components to in conjunction with entertainment and ensure that the Plaza is consistently cultural destinations downtown to draw activated. Activation components people onto transit. include a Berkeley LIVE! Temporary The 2018 BART Plaza opening stage and programming managed by is a recent example of a transit- DBA, welcome kiosk, sidewalk seating supportive improvement. Planning managed by nearby merchants, bistro and design efforts began in 2006 tables and chairs managed by DBA, and to “enhance multimodal transit two nonprofit food vendors (Figure access to expand ridership, increase 9). accessibility for pedestrians and bicyclists, reorganize the public space Land Use and Development to better accommodate transit users In addition to the sustainable transit and...to reflect the identity of the systems, it is imperative that the 20 Berkeley, California broader urban context be understood that seek to control parking demand to maximize the impact of bike and and ultimately result in more efficient transit policies. Berkeley’s Climate use of parking resources.22 Improved Action Plan stresses the importance management is critical to solving of developing housing, commercial, parking problems. In response to and employment clusters around parking issues, Berkeley’s plans and transit centers. Policy LU-23 requires policies outline parking strategies, “greater commercial and residential including metering, pricing, and density and reduced residential implementation of policies to parking requirements in areas discourage car travel and thereby with above-average transit service parking.23 such as downtown Berkeley.”21 Implementation actions include zoning Public Parking Facilities for higher densities, establishing To prioritize alternatives to driving, the parking maximums and building City controls public parking pricing and height minimums, and requiring policies. Policy T-34 of the General Plan new developments be built in a way requires management of “the supply that facilitates alternative modes of of Downtown and Southside public transportation. parking to discourage long-term all-day FIG. 10 parking and increase the availability and Downtown Berkeley Plaza Activation Plan 2) Parking Management visibility of short-term parking for local Map Parking management is typically a businesses.”24 Actions include: low- Source: Downtown Berkeley Plaza Action Plan set of policies, programs, and actions cost parking for carpool and vanpools, 21 Spring 2019 Community Strategies for Improving Accessibility employee parking limitations, and of high demand to motivate some working with other entities to manage motorists to park in garages or in parking demand and resources. The on-street locations” so as to stabilize objective is to create an environment parking demand in light of downtown where it is easier and cheaper to take improvements.27 While this does not alternative transportation modes. actively seek to limit car parking, it does The Center Street Garage is creates a mechanism to compensate an example of the city’s efforts for loss of parking. This in turn may to modernize parking facilities to encourage greater development with a accommodate car parking, civic focus on alternative transportation. spaces, and accessibility for alternative modes of transportation. In addition to goBerkeley its bike facilities and services, Center goBerkeley is an example of a program Street Garage provides 720 parking that adheres to the net-zero parking spaces, 20 electric-vehicle charging management strategy. goBerkeley stations, a public art area, and a coffee is the City’s parking management shop/retail space.25 An additional program for commercial districts, amenity coming to the garage is the including downtown. The program is ability to make an advanced parking data-driven and demand-responsive reservation through the LAZgo widget. with the purpose to “improve the Parking passes are to be available by safety and ease of travel in metered phone in order to enter the garage. parking” by adjusting rates and time limits in real time to meet local needs.28 Unbundling Parking Parking rates and time limits are raised Another parking management approach or lowered in real time to reach one to worth mentioning is the “unbundling” two open parking spaces per block in of parking prices from housing costs. order to ensure that there is consistent Ultimately, unbundling can change availability of parking (Figure 10). consumers’ cost calculation of parking Consistent and flexible parking reduces and housing, which may result in the time drivers spend circling for a greater use of alternative modes of spot, while also facilitating natural transportation. The Climate Action Plan turnover. City staff work with local Policy TLU-3A stipulates that “parking businesses to determine specific time spaces require separate payment and limits that will work with customers are not included in the rent or purchase and visitors of that area. In addition, price of a unit” with the intention being goBerkeley areas have clear and direct that those “who choose to live car- signage with parking instructions as to free should not be burdened with the not contribute to sidewalk clutter. cost of a parking space they do not need. And those that do require a car 3) Transportation Demand should be made aware of the full costs Management associated with owning it.”26 Transportation demand management (TDM) provides a system to control Net-Zero Parking Management demand for single-occupancy The SOSIP’s Policy 1.18 calls for automobile travel, shifting travel to a net-zero parking management alternative modes of transportation strategy where “the price of on-street (e.g. transit, ride-share, bicycle, or parking would be raised in locations pedestrian travel), while also informing 22 Berkeley, California FIG. 11 users of the social and environmental General Plan and Climate Action Plan goBerkeley pricing costs associated with automobile travel aims to “reduce automobile traffic and Source: goBerkeley through information sharing, education, congestion” in downtown by providing and marketing. Transportation free, unlimited rides on all AC Transit demand management thereby offers buses to employees and/or students a systematic means by which to of participating Berkeley employers incentivize changes to travel behavior and institutions.29 There are enrollment in order to reduce greenhouse gas options for employees, students, and emissions and decrease vehicle miles residential community groups. traveled. The program is available to residential communities with more than 100 units; EcoPass Program in some cases, participation can be Berkeley’s TDM approach for the extended to infill development projects downtown area primarily focuses on with 50-99 units if located on a transit reducing the number of commuters service corridor.30 Property owners that drive and park downtown. The or managers can “opt in” to provide ‘EcoPass’ program detailed in the residents with free or low-cost access 23 Spring 2019 Community Strategies for Improving Accessibility to transit.31 Each residential unit is • Ridematching service through 511; entitled to one free EcoPass, with the and option to purchase additional passes • City CarShare fleet vehicles. for other verifiable residents. At the construction phase, developers can Commuter Check Program integrate transit subsidies into the Several city policies call for single- development and operational plans. occupancy vehicle trip reduction by This can lead to a reduction in required working collaboratively with employers parking by the City, which can lower and institutions to adopt TDM programs construction costs for the developer. that offer incentives and benefits to Owners or developers of more than use alternative transportation modes.34 one multi-family residential property The Commuter Check Program offers can also combine properties into one a strong example of a collaborative EcoPass program. TDM program. At the regional level, San Francisco Bay Area employers with City of Berkeley TDM Program 50 or more employees are required to In the General Plan, Policy T-11 seeks provide employees with a “commuter to make the City of Berkeley a “model benefit program” that includes transit employer” to decrease trips and subsidies and benefits to encourage emissions from single-occupancy the use of public transportation.35 vehicles. Actions under this policy Berkeley-based businesses are subject include: eliminating “free or low-cost to greater regulations through the City’s parking provisions from employee Tax Relief Action to Cut Commuter individual and union contracts… Carbon program, bringing the program establish employee automobile use requirement of 50 or more employees reduction goals” and the use of “market down to 10 or more employees.36 pricing mechanisms to discourage Benefits are to include one or more of all-day parking in City garages.”32 In the following:37 addition to these actions, the City employs several efforts that span • Pre-tax transit/vanpool plan: bicycle, carpool, vanpool, and car- Employees can use up to $125/ sharing programs for employees. For month in pre-tax wages for transit or example, the City provides secure vanpool expenses (Federal Tax Law bicycle parking at city hall and shower 132(f)). facilities in conjunction with the nearby YMCA. Additionally, the City offers a • Employer Paid Transit/Vanpool/ bicycle fleet with 10 bicycles for use Bicycle Benefits: Employees can during the workday. City employees receive benefits that pay for transit, have the following rideshare options:33 vanpool, or bicycle expenses related to commutes. The bicycle benefit • Discounted carpool and vanpool can only be provided as an employer- parking; paid benefit; thus, employees must • Discounted parking at City facilities choose between a transit and bicycle for carpools and vanpools with 3+ benefit. riders; • Guaranteed Ride Home program • Employer Provided Transit: through Alameda County; Employees receive free shuttle service provided and funded by 24 Berkeley, California the employer between home and Bike-Share Reduced Fare Program workplace. A reduced fare program for Ford GoBike bike-share ensures that bike- Parking Cash-Out Program share is accessible to all income California state law requires eligible levels. Through Ford GoBike’s Bike- employers that provide subsidized Share for All program, one-time $5 employee parking to participate in the annual membership is available to “cash-out” program through which adults who are eligible for certain employees are offered a cash subsidy discount programs through utility and in lieu of parking.38 The purpose transit agencies. Memberships can be is to reduce VMT and greenhouse purchased online, or in-person at the gas emissions by incentivizing Downtown Berkeley Bike Station.39 UC employees to take alternative modes of Berkeley students can also participate transportation to work. Policy T-34 of in the month-to-month program for Berkeley’s Climate Action Plan directly $13/month; further discounts are references this program. Because the available to students in the Educational program is state mandated, the City’s Opportunity Program.40 role is to ensure the policy is enforced. However, the program also offers an opportunity to align incentives for car or vanpooling in what can be assumed are open parking spaces at worksites. 25 Spring 2019 Community Strategies for Improving Accessibility Vancouver, British Columbia Vancouver is a seaport city on the west coast of British Columbia, approximately 50 miles north of the US/Canada border. The city covers approximately 44 square miles on the western half of the Burrard Peninsula, bounded to the north by English Bay and the Burrard Inlet and to the south by the Fraser River. It is home to the University of British Vancouver’s transit authority, Columbia, a public research institute TransLink. TransLink oversees public and a top school in the region.41 transportation and all transit-related According to the 2016 census, the infrastructure in the area, providing population of Vancouver is 631,486, service via major road networks, bicycle with over 2 million residents in the and walking networks, bus, light rail, greater metro area.42 It is the largest train, and water taxi. TransLink is funded city in BC and the eighth largest through taxes and fees. it is overseen municipality in Canada. Further, by the Mayor’s Council, which is in Vancouver is growing: between 2011 charge of appointing its three-member and 2016, the population in the greater Board of Directors. The Mayor’s Council metro area rose 6.5 percent, and reviews and approves all TransLink it is expected to continue growing plans and does so in direct coordination by approximately 35,000 residents with all other Metro Vancouver planning each year. However, the population efforts. is also aging, which is expected to Vancouver’s downtown peninsula and have significant impacts on regional the adjacent Eastside neighborhood are transportation.43 prioritized as areas for development in The city is consistently ranked among the Metro BC regional transportation the top 10 most livable cities according strategy adopted by TransLink in 2013.46 to the EIU’s Global Liveability Ranking This regional investment in this area and is among the cities leading the is augmented by municipal projects way in terms of innovative approaches and programs and guided by several to environmentally progressive planning documents. transportation and city planning.44 In In regard to transportation planning, 2009, the city engaged with global the City’s current goals and strategies climate experts to draft the Greenest have developed out of the 1995 City Action Plan, which established CityPlan.47 CityPlan was the product goals and targets that would make of a year-long outreach campaign in Vancouver the greenest city in the which over 20,000 people participated world.45 Thus, although Vancouver is a in the planning process. The outcome much larger city than Eugene, it offers was a vision for the City that prioritized aspirational strategies that can guide neighborhood planning. In 2014, the long-term growth and sustainability in Downtown/Eastside neighborhood plan Eugene’s downtown area. was one of the first completed through Transportation in Vancouver is the process set out by CityPlan.48 The organized and operated by Metro Downtown/Eastside plan is consistent 26 Vancouver, British Columbia FIG. 12 with city-wide goals laid out in the In terms of parking concerns, Regional Transit Transportation 2040 plan adopted by Vancouver’s downtown area faces Network the Vancouver City Council in 2012, different challenges than Eugene. which include: 1) making the majority Trips by car into the downtown area of trips on foot, bike, and transit; 2) are decreasing, and thus, the need eliminating dependence on fossil fuels; for parking is also decreasing. The and 3) breathing the cleanest air of any City has adopted a holistic view of major city in the world. parking that accounts for all parking in Within the context of these larger the area, not just public parking, and goals, the Downtown/Eastside allows for leasing and permitting that neighborhood leads the city in assures all parking assets are put to walkability with 65 percent of residents full use. Through these initiatives, the walking, biking, or taking transit to City has reduced the need for parking work — 24 percent more than the overall in the area, which has allowed for the city average. The policies adopted in implementation of the “Pavement-to- the Downtown/Eastside plan focus Plaza” program, which encourages on strategic “spot improvements” the development of off-street parking to improve walking and biking spaces into small “parklets” that infrastructure and connect the area’s improve the pedestrian environment. ports, railway stations, and arterial This program aims to reduce parking routes. availability in stride with decreasing need. 27 Spring 2019 Community Strategies for Improving Accessibility Because Eugene’s downtown area this, the City promotes corridors and is not yet experiencing a similar nodes of development with the intent decline in parking demand, these more of reducing vehicle use, providing recent parking programs adopted in more and better alternative modes of Vancouver are perhaps less applicable transportation, and reducing energy at this point than those programs and use and environmental impact. This policies directed at managing travel strategy is made possible through a demand and developing/incentivizing joint effort between TransLink and sustainable transportation options. Metro Vancouver that creates shared In summary, Vancouver and Eugene goals and policies to guide sustainable present very different planning development. The strategy also outlines contexts in terms of size, population, metrics for performance monitoring and transportation assets. Vancouver that are based on changes in land use, residents have access to the SkyTrain greenhouse gas production, and the rapid transit system and a more amount of housing and employment extensive network of shipping ports opportunities and their proximity to and regional transportation options. transportation networks.49 However, the City’s commitment to Vancouver’s Transportation 2040 green neighborhood planning initiatives Plan is the main guiding document provides a useful model of success, for all transportation planning for and their wide array of strategies offer the city. This strategic plan has a several that can be directly applied to number of overarching goals aimed the Eugene context. at increasing the use of sustainable In this report, Vancouver’s strategies modes of transportation and reducing have been split into two sections: Policy greenhouse gas emissions. This Strategies and Program Strategies. is accomplished through seven These two categories work together directives: Land Use; Cycling; to accomplish the City’s goals, and Walking; Transit; Motor Vehicles; our recommendations take both Goods, Services and Emergency approaches into consideration. Response; and Encouragement, Education, and Enforcement. Specific POLICY STRATEGIES policies and action items are detailed The policy strategies that inform for each directive, which are then Vancouver’s transportation planning attached to implementation tools as as it relates to parking management, recommendations for the City.50 sustainable transportation, and Metro Vancouver’s regional cycling transportation demand management strategy, Cycling for Everyone, was are outlined in the following developed by TransLink to achieve documents: two major goals: more cycling and safer cycling. This is accomplished Metro Vancouver 2040 Regional through a number of strategies aimed Growth Strategy at improving the bicycle transportation The Regional Growth Strategy provides network, including hard infrastructure a framework for development through and amenities for cyclists and offering five goals for growth in the Metro a variety of cycling programs aimed Vancouver jurisdiction that work to at education and encouragement strategically influence land use in areas of ridership. The plan is also linked that are serviced by TransLink. To do to an implementation and funding 28 Vancouver, British Columbia strategy that identifies priority projects Sustainable Transportation and funding mechanisms through • Frequent Transit Networks and Areas. TransLink.51 Metro Vancouver has developed Frequent Transit Networks (FTN), Parking which are networks of transit • Parking Right Tax. The City of corridors that offer frequent and Vancouver works to manage parking consistent public transportation through the institution of a Parking servicing daily, with pick-ups Rights Tax. The policy imposes a 24 occurring every 15 minutes. FTNs percent tax on the price of all parking are a key part of the Metro 2040 rights purchased within the TransLink Regional Growth Strategy and are service area. The parking tax is cited to provide benefits to residents, applied to both public and private developers, and the municipality parking spaces, with exceptions as a whole. To supplement the given to residential lots for permit creation of FTNs, Metro Vancouver holders, metered parking, long-term institutes FTN Area and Urban Center storage of business vehicles (over zoning overlays to allow for higher 28 days), parking spots included density commercial, residential, in the sale of property, and other and mixed-use development along miscellaneous reasons. Metered the FTNs. Nodes and corridors of parking spots not covered by the higher density uses reduce need Parking Rights Tax have a separate for personal vehicles and improve five percent tax applied to them. access to public transportation. Revenue from the Parking Rights Tax is funneled to TransLink to be • Street Design Guides. The City of put towards public transportation Vancouver has developed street and improvements. The tax was put into sidewalk design guides for areas law in 2010 under the South Coast of the city depending on use. The British Columbia Transportation design guides regulate sidewalk Authority Act. widths, green space coverage, tree location and size, and lighting. These • Parking Demand Pricing. Parking is guides create consistent human- managed in Downtown Vancouver scale pedestrian areas throughout via demand pricing and a set of other the city and are housed within guidelines that regulate parking. Vancouver’s municipal code. On-street parking is typically limited to one to two hours per spot, with Travel Demand Management the amount of time decreasing as • Dedicated Motor Fuel Tax. The British demand increases. Parking fees vary Columbia provincial government by location in the city and the time charges multiple levels of fuel taxes of day. Smart meters are programed dependent on location. There is to charge higher rates during peak a dedicated motor fuel tax of 17 hours, and parking fees are adjusted cents per liter for all motor vehicle yearly based on the most current fuel purchased within the TransLink parking data collected via annual service area. Revenue collected studies. through the tax is funneled to TransLink to be put towards public transportation improvements. This 29 Spring 2019 Community Strategies for Improving Accessibility tax accounts for approximately one the city center, is the most expensive FIG. 13 quarter of TransLink’s funding. zone with fares approximately Urban Centres and Frequent Transit double of those in Zone 1. This not Development Areas • BC Bus Pass Program. The provincial only works to increase ridership in government offers the BC Bus Pass the city center, but is also a more Program to all low-income seniors accurate representation of the cost of and persons with disabilities. For servicing less-urban areas. It also has a $45 annual charge, the program the potential to influence land use offers eligible residents with a BC and other development patterns. Bus Card that can be used for all TransLink fares. • Resident Survey. Metro Vancouver and TransLink survey residents • Transit Zones. To incentivize the use regularly on the strengths, of public transportation in Downtown weaknesses, and opportunities Vancouver, TransLink has instituted of public transportation and pricing levels dependent on the pedestrian and bicycle networks. zone in which an individual travels. The information gathered includes The Metro Vancouver area is broken frequency and amount of use, how into three zones, with Zone 1, which safe users feel, and their satisfaction encompasses downtown, being the with existing infrastructure and cheapest. Zone 3, the farthest from amenities. The information gathered 30 Vancouver, British Columbia from these surveys plays a key role Parking in informing transportation planning • Neighborhood Parking Benefit as well as guiding funding decisions. Districts. After analyzing their parking This has been a large contributor to needs, Vancouver discovered Vancouver’s success in promoting that spaces where parking permit the use of more sustainable modes programs were being used were of transportation and making highly undervalued. As a means of improvements in areas tailored bringing those prices up to a fair closest to residents’ needs. market rate while simultaneously promoting alternative modes of • Infrastructure Cost-Sharing. TransLink transit, the City has begun piloting funds a considerable portion of the Neighborhood Parking Benefit region’s sustainable transportation Districts. These give neighborhoods infrastructure and amenities through an opportunity to opt into an increase its Infrastructure Cost Sharing in parking permit costs with the Program and Major Roads Network understanding that a portion of that Program. The programs use TransLink revenue will be invested in local funding to share costs with local improvements such as sidewalks, governments to update and improve lighting, and nearby amenities. transit infrastructure. The 10-Year This program, outlined in the Vision allocated funds to various Transportation 2040 plan, both projects, with specifics of funding de-incentivizes car ownership and projects identified in various transit enhances pedestrian infrastructure plans based on location and mode while simultaneously educating of transportation. Special attention residents about, and engaging is paid to bicycle and pedestrian residents in, the City’s travel upgrades to promote sustainable investment process and priorities. options. The regional cycling strategy also identifies areas in need of • Pavement-to-Plaza and Parklet infrastructure improvements and Programs. Vancouver’s city-led details the allocation of funds from Pavement-to-Plazas program the cost-sharing program. provides high-impact public spaces at low cost. In the city, excess road PROGRAMMATIC STRATEGIES space (such as wide or angled While many of Vancouver’s policy intersections and side streets) is documents outline the content and identified, and the asphalt is painted intended outcomes of the City’s or coated, protected with decorative various programmatic strategies, the bollards, and populated with movable majority of information about the City’s tables and chairs. These temporary programs are culled from both the City transformations serve as pilot parks of Vancouver Website and the TransLink that allow the City to study how a website. In general, Vancouver’s public space in that location would programmatic strategies tend to offer be utilized. In locations where the both online tools and face-to-face plaza was used in positive ways, the outreach programs that augment digital City invested in further development. resources. Thus, through the Pavement-to- Plaza program, parking spaces are 31 Spring 2019 Community Strategies for Improving Accessibility being incrementally and strategically policy context for how automated transformed into public parks. vehicles and services might impact mobility pricing and regulation; land • Parklet Program. Vancouver’s use and parking policies; managing Transportation 2040 plan also transportation network capacity; calls for a permit-based parklet travel demand growth forecasts and program to transform on-street infrastructure needs; and implications parking into places for people to sit, for goods movement and mass relax, and enjoy the city. Whereas transit operations. The findings aim the Pavement-to-Plaza Program to support municipalities to respond is City-led, the Parklet Program knowledgeably to public and council encourages private sponsors to interests about automated vehicles select locations and prepare designs as they relate to local, regional, and to be transformed into small public provincial planning objectives. parks. Parklets often have additional benefits such as addressing sidewalk • New Mobility Research Grant pinch points by adding more space Program (NMRG). This program for people to walk. The cost to the provides research grants of up to city is minimal, since they are usually $50,000 to well-defined projects designed and paid for through in-kind undertaken by Canadian post- services and local businesses (Also secondary researchers and their see Parklet Construction Manual). partners. NMRG projects may Data about the use of these spaces range from one year to two years enhance the capacity for the City to in duration and can span a range of better understand public use and disciplines. All projects must relate to interaction with various types of new a new mobility theme and must have public spaces. regional or local relevance. Sustainable Transportation Active Pilot and Demonstration and • TransLink Tomorrow. TransLink Adopted Projects Tomorrow is Vancouver’s initiative TransLink Tomorrow has piloted several to continuously explore, test, and innovative programs and initiatives, implement innovative ways to some of which have been adopted by improve mobility in Metro Vancouver. the City. These include: Its goal is to ensure a more open and nimble approach to collaborating • Artificial Intelligence Bus with industry, entrepreneurs, and Prediction. A pilot project to test academia that 1) enables seamless the effectiveness of machine and efficient door-to-door mobility learning to improve bus arrival and for people and goods; 2) promotes departure predictions. As part of safe, healthy, clean, and compact this pilot project, 10 bus routes will communities; and 3) ensures be selected and tested with these affordable and equitable access new predictive models. The project for all. Highlights of the TransLink is expected to improve the accuracy Tomorrow program include: of these predictions by 70 to 95 percent, which means fewer missed • The Future of Driving Plan. The connections and a better customer Future of Driving plan sets forth the experience. 32 Vancouver, British Columbia • Electric Battery Buses. This 2.5-year • Dockless Bike-sharing at UBC. pilot project is part of a pan-Canadian Dockless bicycles are located and initiative led by the Canadian Urban unlocked using a smartphone app, Transit Research and Innovation rather than a station, offering flexible Consortium (CUTRIC). It puts electric bike-sharing options to more parts battery buses on one route where of the region at lower cost. One goal buses are able to get a full charge in of this pilot program is to learn how approximately four to seven minutes to avoid urban space management at each end. Through data collection issues that can occur when large on bus and charging station volumes of bicycles in high-demand performance, maintenance, and the locations impeded public rights-of- overall customer experience, the way. This pilot launched in August pilot will provide valuable information 2018 and ran through the spring about Vancouver’s Low Carbon Fleet of 2019 and will contribute to the Strategy, which envisions a future development of guidelines to with a zero-emission bus fleet. help municipalities better manage personal on-demand mobility • On-Demand Micro Transit. Currently, services like bike-sharing. Vancouver operates community shuttles that make circuitous routes • Double-Decker Bus. This program on infrequent schedules in lower was adopted along long-haul bus density neighborhoods. To provide routes to increase transit capacity better, more responsive, and more and provide a more comfortable ride customer-friendly transit service in for long-haul customers. Pilot buses these areas, they are piloting on- were initially provided free of charge demand shuttle service using these by bus manufacturer Alexander existing community shuttle bus Dennis. Over the course of four vehicles. During the pilot period, months, the buses were evaluated transit customers in one specific from a customer experience neighborhood, Bowen Island, are and operational standpoint with able to request a trip via phone or overwhelmingly positive feedback. by mobile app and be directed to Customers were especially pleased a nearby location for pick-up. The with the increased capacity and buses are routed dynamically in comfort of the bus. Operationally, response to trip requests with the the bus scored well in drivability, aim of getting closer to people’s ease of maintenance, and fuel preferred pick-up locations and economy. Based on the results of this reducing wait times. pilot, TransLink issued a request for proposals for 32 new double decker • Vanpool. To help provide affordable, buses that will be added to the fleet shared-use mobility to areas that are this year. difficult to access by public transit, Vancouver is partnering with Modo, • Universal Fare Gate Access Program. a car sharing company similar to The Universal Fare Gate Access Zipcar, to develop and test different Program provides fare gate access approaches to offering vanpool for customers with a disability services through the use of existing who are physically not able to tap car-share vehicles. fare media at SkyTrain stations 33 Spring 2019 Community Strategies for Improving Accessibility and SeaBus terminals. Eligible GPS technology is used to recover customers receive a radio-frequency bait bikes from SkyTrain stations and identification (RFID) enabled card to major transit exchanges. TransLink automatically open accessible fare covers all costs of this program, gates when they move within close which amount to $25,200 per year. range. • Customer Experience Transit • Mobility Hubs. Vancouver’s Strategy. A focus in TransLink’s mobility hubs are specific park- 10-year investment strategy is to and-ride locations that have been invest in programs that improve the supplemented with dedicated car- customer experience. This strategy sharing parking spaces and various includes a comprehensive customer bike parking options, including service training initiative to increase secure cage parking using the staff sensitivity and preparedness to TransLink Compass Card. make every trip easy and enjoyable for anyone who takes transit (Phase • Bike Theft Reduction Programs. Two of the 10-Year Vision 2018–2027 Vancouver made bike theft Investment Plan, p. 19). deterrence central to their sustainable transportation efforts • Vancouver Taxi Roundtable. Part of after TransLink’s market research Vancouver’s strategy for reducing revealed that one in five cyclists in private automobile dependency is Greater Vancouver had experienced to promote the use of taxis. Through bike theft in the past five years. the Vancouver Taxi Roundtable, Twenty three percent of those people the City works with representatives did not replace their bicycle for a of the taxi industry, the Passenger year, and an additional 32 percent Transportation Board, Tourism did not replace the bicycle for longer Vancouver, and the Justice Institute than a year. To combat bicycle theft to address taxi-related issues and and encourage cycling, Vancouver’s explore options to improve service. Transportation 2040 Plan dictates This roundtable has piloted several that TransLink begin participating in projects including a program that a regional bicycle theft task force to allows taxis to travel in bus lanes; the research, implement, and coordinate incorporation of taxis into TransLink’s programs and enforcement practices Compass Card system; and other that address bicycle theft, including measures such as low-carbon development of a bicycle bait vehicles, bike racks, ride sharing, and program. The bait bike program was flat-rate fares for certain trips. instituted in 2008 as an emerging strategy to combat bicycle theft. Travel Demand Management Through this program, as outlined • Employee Trip Reduction Program. in TransLink’s 2013 Regional Cycling The Greater Vancouver Regional Strategy Implementation Plan, District implements an Employee TransLink procures bicycles enabled Trip Reduction Program aimed with GPS tracking technology and at encouraging more multimodal trains transit police to recover stolen transportation use by government property and apprehend suspected employees. To do this, the City bicycle thieves. Further, bait bike established several tools for 34 Vancouver, British Columbia reducing trips made by commuting • Compass for Organizations. Compass employees, including a carpool for Organizations is a transit program ride matching program, vanpool that helps employers ensure that empty seat insurance, cycling safety their employees travel safely, reliably, workshops and worksite facility and affordably. Through the program, upgrades, guaranteed ride home employers can choose to have service, flextime, and a subsidized employees’ transit cards loaded with transportation program. The City also a specific amount of money (from created a hotline for workers to sign 10 to 100 percent of the employee’s up and receive transit assistance at total transit fare) for a predetermined any time. Employees with the best amount of time (from one month to transportation habits are recognized forever). monthly to increase the program’s visibility and participation. • School Active Travel Planning. The School Active Travel Planning • TravelSmart. TravelSmart is program encourages and promotes TransLink’s Transportation Demand walking and cycling to school by Management (TDM) program consulting with school communities that works to connect with and other stakeholders to identify customers on a personal level school transportation challenges through a combination of face-to- and opportunities. The focus is face outreach, tools, resources, to improve walking and cycling and strategic partnerships. The infrastructure around schools and TravelSmart team works in synergy increase education and awareness with TransLink’s planning and around active transportation. The infrastructure projects to ensure program is a partnership between that customers know about new and the City of Vancouver and Vancouver existing services and how they can School Board and is a direct outcome utilize them. Specifically, the program of the Transportation 2040 Plan. targets community and nonprofit entities, senior communities, newcomers, businesses, and school groups to ensure that residents and visitors to Metro Vancouver understand the sustainable transportation options available for their lifestyle. Under the umbrella of TravelSmart, TransLink provides the following resources for business owners: • TravelSmart for Business. This program allows businesses to consult one-on-one with a TravelSmart advisor to formulate an expert-level, strategic approach to employee commuting and transportation issues. 35 Spring 2019 Community Strategies for Improving Accessibility Victoria, British Columbia Victoria is the capital of British Columbia and the core of the broader metropolitan Capital Region. It is known internationally as the “City of Gardens” and is located on the southern tip of Vancouver Island. It is renowned around the world the Victoria Harbor, celebrates for its tourism, education, heritage, its heritage, Victoria’s role as the conservation, recreation, arts and Provincial Capital, and provides a culture, and high quality of life. The city model of livable and sustainable as a whole has approximately 92,000 urbanism.52 residents and is growing at a rate of 1.25 percent annually. Furthermore, Given Victoria’s mild climate, the city receives nearly three million moderate topography, scenic routes visitors each year, many coming from and compact density, Victoria has the mainland of Vancouver, Seattle, and implemented multiple strategies as Alaska (About Victoria, n.d.). it continues to shift its focus towards Victoria’s downtown area is a mixed- alternative modes of transportation use community that provides a blend of within the downtown area. institutional, commercial, industrial, and Victoria utilizes a “hierarchy of residential activities through a series transportation and mobility priorities” of neighborhoods. It is the heart of the as a conceptual framework for city and the commercial, retail, tourism, transportation planning where and entertainment hub of the region. pedestrians, cyclists, transit, It is also one of the most recognizable commercial vehicles, and single- downtowns in North America with occupancy vehicles are ranked in 1,500 locally-owned and operated descending order of priority (Figure businesses, Canada’s oldest Chinatown, 14, right)53. All of the master plans a vibrant inner-harbor causeway, and relevant to downtown reference and a pedestrian street mall located on incorporate these priority travel modes Government Street (About Victoria, for developing policies that reflect n.d.). prioritization of pedestrian networks Victoria’s vision for the downtown within the downtown core areas in core area is to: public and private development. By developing a hierarchy of priorities … offer an array of vibrant urban and establishing individual plans neighborhoods surrounding that comply with this hierarchy, the a thriving, pedestrian-friendly multitude of travel modes within downtown. All people will benefit the city thereby function effectively from a high-quality public and private together with road rights-of-way environment and a broad range of designed and managed to give priority employment, housing, shopping, to pedestrians, cyclists, public transit, recreational opportunities, all within and commercial vehicles over single- a well-connected and attractive occupancy vehicles.54 urban environment that embraces 36 Victoria, British Columbia FIG. 14 Hierarchy of Transportation This hierarchy of priorities has Victoria’s Downtown Core Area Plan effectively created high walk, transit, In September of 2011, the Victoria and bike scores within the downtown council approved of the Downtown area. Victoria’s downtown area Core Area Plan. This plan applies to currently has a walk score of 99, a a broader area that includes not only transit score of 76, and a bike score the downtown neighborhood but of 75. Furthermore, an increase in also the Harris Green neighborhood, pedestrians, transit, and bicycle the Rock Bay portion of the Burnside transportation modes is reflected in a neighborhood, and parts of the survey done by the Capital Regional North Park, Fairfield, and James Bay District in 2017 comparing travel to neighborhoods. This plan replaces and within downtown to a previous the Downtown Victoria Plan (1990), the survey in 2011 (see Appendix C). The Harris Green Neighborhood Plan (1995) surveys demonstrate an increase in and the Harris Green Charrette (1997) pedestrians and cyclists alongside an as the principal guide for planning overall decrease in passenger vehicles decisions made by the City of Victoria and drivers during the six-year period within the downtown core area and between the two surveys. will serve to implement the policy direction for portions of the urban Methodology core as described in the new Official Several plans were instrumental in Community Plan. It serves as a local writing and gathering information for area plan for the downtown and Harris this report. To determine policies and Green neighborhoods and provides programs most relevant to Eugene, we additional guidance for the portions of collected and completed a thorough Rock Bay, Fairfield and James Bay that content analysis of each of Victoria’s are located within the boundary of the plans relevant to transportation in downtown area in conjunction with the downtown area. The following their local area plans (Downtown Core document provides a summary of the Area Plan, 2011). evidence accumulated throughout that Within Victoria’s Downtown Core Area research. Plan, Section 5: Transportation and 37 Spring 2019 Community Strategies for Improving Accessibility Mobility, several relevant policies and Victoria’s Downtown Public Realm actions are implemented (see Appendix Strategy and Streetscape Plan A). These policies recognize the need Victoria released the Downtown Public for connectivity between downtown Realm Strategy and Streetscape Plan Victoria and other pedestrian in October of 2017 with the purpose of greenways and open spaces, improved offering a renewed design framework access and movement for people with for downtown public spaces. It includes varying mobility needs, increased short- and long-term strategies and pedestrian safety, and improved clarification of important requirements sidewalk conditions. The need to for public realm improvements and maintain a pleasant walking experience infrastructure, as well as a detailed in the downtown is addressed within catalogue of furnishings, materials, several policies and is likely the reason colors, and specifications for Victoria has been so successful at downtown streetscapes. The idea increasing the number of pedestrians, behind this plan is to provide design cyclists, and transit riders. This plan direction and construction standards also incorporates many unique for downtown sidewalks and public methods for increasing alternative realm improvements and to provide a modes of transportation, such as standardization for all streetscapes in through wayfinding, through-block downtown Victoria. walkways, and “All Ages and Abilities” The process behind this plan bike paths that are discussed in further included the synthesis of public and detail throughout this document.55 stakeholder engagement followed by inventory and assessment of Victoria’s Pedestrian Master Plan existing conditions and issues in the The City of Victoria’s Pedestrian Master downtown area. This synthesis guided Plan provides a reference for improving the refinement and detailed design pedestrian mobility across the city. The compiled within the plan. primary aim of this plan is to increase This plan defines the public realm the number of trips made by walking, as all of the exterior social spaces in to make those trips safer, and to make the downtown that are generally open recommendations that will improve and accessible to all people regardless pedestrian conditions through policies, of ownership, including all exterior standards, maintenance, best practices, spaces and surrounding built form and future pedestrian infrastructure elements that are visually and physically expenditures.56 accessible, and the streetscape The 2008 plan provides a basis for elements in those locations. The plan many policies implemented within asserts that the overall quality, design, Victoria’s downtown, and several and function of the public realm has a recommendations from the plan significant influence on the local quality warrant mentioning. For example, road of life within the urban environment and dieting and road space reallocation is essential to achieving an attractive have contributed to redressing poor neighborhood experience. This plan infrastructure provisions for non- defines streets as public spaces and automobile methods. offers best practices, design framework strategies, and several guidelines to help improve these integrated public spaces.57 38 Victoria, British Columbia Victoria’s Bicycle Master Plan target goal of 12 percent transit mode Although developed in 1995, Victoria’s share by 2030. Due to the large number Bicycle Master Plan has played an of visitors to downtown Victoria, much integral role in the development and of this increased ridership is planned expansion of bicycle use and networks to stem from the downtown. The vision in the downtown area. Victoria’s original of the BC Transit Future Plan is “to be cycling goal was “to increase cycling’s a leader of integrated transportation share of the total city trips to 12 percent solutions connecting people and by the year 2010.” The City has since communities to a more sustainable implemented a strategy to “create a future.”60 The RTP outlines actions that network of bikeways to safely serve will facilitate its ongoing development, major activity centers throughout the details required governance and city and make all city streets safe and funding mechanisms, and provides a enjoyable for cycling.”58 vision for improving the region’s transit Most of the population of Victoria network over the next 25 years. This is located within 6 km (3.8 miles) of will be accomplished in three ways: the downtown area, making it an ideal (1) by supporting local community city to implement cyclist and cycling goals and objectives such as the need strategies to improve alternative to grow economic vitality, preserve modes of transportation. The Bicycle green integrity, and develop livable Master Plan provides a blueprint for neighborhoods that demonstrate the creating a more bicycle-friendly city. integration of all sustainable modes It summarizes present conditions, of transportation, (2) strengthening problems, and opportunities. It the link between transportation establishes goals to be attained and and land use in order to achieve policies to be followed to reach those sustainable growth and develop and goals. The plan also presents priorities, promote community resiliency, and (3) a draft schedule, and estimated identifying a Transit Future Network that costs for implementing the plan. As a includes four layers of transit service result, Victoria has been successful in (rapid transit, frequent transit, local implementing a network of separated transit, and targeted services) to tailor bike paths that, when complete, will transit to regional and local community provide over 24 kilometers (14.5 miles) needs.61 of bicycle infrastructure and encourage Victoria recognizes the tremendous people of all skill levels to ride, skate, potential of transit to contribute to and rollerblade throughout the city.59 stronger, more sustainable communities and intends to promote and influence BCTransit Future Plan and the land use in the region that will facilitate Capital Regional District: Regional increased transit use and other Transportation Plan (RTP) sustainable modes of transportation. While neither of these plans makes Additionally, Victoria plans to make direct policies in reference to the significant investments in transit downtown core area, they do affect infrastructure and customer facilities the transit network utilized by visitors through transit priority and customer and employees going to and from transit facilities. Transit facilities refer downtown Victoria. The Capital to a variety of physical and operational Regional District has implemented a improvements designed to give transit vehicles and their passengers priority 39 Spring 2019 Community Strategies for Improving Accessibility over general vehicle traffic to produce • Manage public and private parking in savings in transit travel times, the balance with the overall vision for the number of service hours, and fleet size Downtown Core Area, and required to operate service. This will • Support the other transportation be implemented through regulatory and mobility priorities described measures such as successful “Yield in the Downtown Core Area Plan to Bus” regulations and signage; and the Capital Regional District’s operational measures such as retiming TravelChoices strategy. traffic signals to respect the large number of passengers on transit Gateways vehicles compared to passenger Much attention is paid to gateways vehicles; or physical measures such as as a means to “signal and celebrate” exclusive transit ways, queue jumper arrival to the downtown area through lanes, and signal priority. The city also their design. Victoria defines gateways intends to expand transit facilities to as “physical and spatial elements that improve customer access to the system mark a primary point of entry to defined and the ability to accommodate an areas within a city, that may include expanded travel fleet. As the population open space, buildings, decorative of Victoria continues to grow and age structures, signage, or other special and as traffic congestion increases, the design features.”62 These gateways are city believes these measures will be located along primary roadways on critical to attracting a greater number city-owned land. Each is individually of passengers to transit and meeting designed to include landscaping, the future transportation needs and sculptural elements, fountains, lighting, goals of the Victoria region. signage, or a combination of these elements while providing a visual ANALYSIS OF FINDINGS reference for pedestrians, cyclists, The Downtown Core Area Plan and motorists entering the downtown. introduces a framework for Boulevards also serve as primary Transportation Demand Management gateways into the downtown core area (TDM) in Victoria. The framework of and are generally characterized by TDM is accomplished through many of higher levels of traffic movement at the plans in the previous section of this higher speeds than other streets. Their document as well as in the following function as a gateway is emphasized policies and programs introduced through street trees, landscaping, and hereafter and is intended to: high-density commercial uses. Specific policies and actions related to gateways • Reduce vehicular demand on road in the Victoria Downtown Core Area Plan infrastructure; (2011) are contained in Appendix A of • Encourage commuter options this document. through sustainable transportation infrastructure; Road Dieting • Improve travel efficiency; As part of the Pedestrian Master Plan • Reduce greenhouse gas emissions; (2008), Victoria has implemented • Improve air quality; techniques of road dieting to • Maintain on-street, short-term help expand current roads and parking to support retail, restaurant, accommodate for wider sidewalks. and other local commercial uses; Road dieting typically involves 40 Victoria, British Columbia converting a four-lane road (two lanes public access and direct connectivity in each direction) to a three-lane road within the pedestrian network. These (one lane in either direction with a unique features include the narrow center left turn lane) and using the historic alleys in Victoria’s Chinatown remaining road space for bike lanes and Old Town to examples constructed and/or wider sidewalks. Road space in more recent years such as Fan reallocation involves reducing the Tan Alley. These intimately scaled vehicle capacity on roads that are pedestrian spaces offer an alternative under-utilized or that have alternatives to the larger scale character of within the road network. This typically conventional city streets and provide involves reducing the number of opportunities to accommodate niche through and/or dedicated turn lanes retail and other active commercial in order to reallocate road space to areas. The Downtown Core Area Plan other modes. This is acknowledged as a recognizes “the potential of through- much more cost-effective method than block walkways to provide a new widening a road right-of-way to add dimension to the pedestrian experience space for bicycles. that encourages a sense of discovery The Pedestrian Master Plan further through opportunities for pedestrians designates pedestrian priority areas to explore the uniquely designed, by including features such as narrow attractive, and vibrant spaces.”64 The vehicle travel lanes, wide sidewalks, key principles and general design curb extensions, frequent marked criteria of through-block walkways are crossings, raised crosswalks, and located in Appendix B in addition to pedestrian-scale street furniture, relevant through-block walkway policies among other features. A sidewalk and actions in Appendix A. priority index has been implemented, Some highlights of these policies providing a method for assigning a include considering opportunities to score to each potential location for redesign and replace key pedestrian a new or extended sidewalk. This connections with new through-block index combines two indices to form walkways by incorporating urban the final sidewalk priority index: (1) a design that identifies and enhances the pedestrian potential index measuring unique character of each walkway while the strength of environmental factors contributing to placemaking. Victoria that favor walking and likelihood the considers several partnerships with the area will generate pedestrian travel, private sector to make through-block and (2) a deficiency index determining walkways in strategic places possible. how critically pedestrian improvements Where coveted through-block walkways are needed, with factors such as how are not located on land owned by difficult or dangerous the street is for the City of Victoria, Policy 5.39 in the walking (see Appendix D).63 Downtown Core Area Plan requires a legal agreement to address the Through-block Walkways provision of year-round public access, Victoria has implemented policies a schedule of regular maintenance, and throughout its Downtown Core Area the ability to maintain direct access Plan (2008) to strategically incorporate to the passageway from commercial through-block walkways at mid-block use. Policy 6.12 of the Victoria Official locations with the goal of achieving Community Plan also asserts that smaller city blocks while providing the city secures and develops these 41 Spring 2019 Community Strategies for Improving Accessibility FIG. 15 Pedestrian Network passageways by dedication of a They also provide permits for “legal subdivision, rezoning, density bonuses, street art” and have created an art and other available mechanisms. program that pairs several artists each Public access is attained through legal year with laneways to create temporary mechanisms, such as the dedication of artwork. Meanwhile, they use street the through-block walkways as a right- design elements such as special pavers of-way or through use of an easement. and color to demarcate laneway entry The Official Community Plan gives points at mid-block street crossings further guidelines requiring that they and incorporate these through-block be located along long city blocks with walkways into their wayfinding signage. walkways open to the sky, located to Conceptual diagrams of through-block allow unimpeded sight lines, publicly walkways found within the Downtown accessible throughout normal business Core Area Policy can be found in hours at a minimum, and inclusive of Appendix B. wayfinding features. Victoria’s Downtown Public Realm Wayfinding Strategy and Streetscape Plan offers The City of Victoria Wayfinding insight into the way the city integrates Strategy was implemented in 2017 alleys into their pedestrian network and and further reinforces Victoria as an makes them unique and accessible. inclusive, walkable, and welcoming city. Within designated “weaving pedestrian Wayfinding refers to systems that help prioritization networks,” the city allows people find their way from one place to sidewalk cafes, provides financial another with the broad aim of efficiently incentives to businesses, and schedules assisting visitors and residents in art and culture programming such as navigating their way to key attractions, musical performances and festivals.65 destinations, public parking, and other 42 Victoria, British Columbia services and amenities. The Wayfinding Nations people for the incorporation Strategy provides guidelines for nine of Lekwungen place names on 11 large individual types of signs to make them wayfinding signs within the downtown clear, compatible, and recognizable to core area. users. The information provided within this document provides a level of detail Skateboarding that it makes it possible for any sign In February of 2016, the City of fabricator to reproduce the wayfinding Victoria passed the Streets and Traffic elements to fit seamlessly into the (Skateboarding) Amendment Bylaw wayfinding system.66 removing the current prohibition The document is 124 pages long against and the authority to impound and offers a thorough strategy for the use of skateboards and other integrating and incentivizing the similar modes of transportation identified travel mode priorities (i.e., roller skates, in-line skates, and within the city. Bike routes have been non-motorized scooters). This bylaw integrated into the wayfinding strategy established rules to govern their use by providing cyclist speed and distance on highways within the downtown to locations as well as maps showing and throughout the city. These users cyclist routes. Primary pathways for have the same rights and duties as pedestrians have been identified to cyclists and therefore are required encourage users to travel by foot to wear lights when skateboarding at through certain areas. Other wayfinding night or when dark outside and must signs located throughout the downtown signal other users of the roadway of are utilized to encourage and direct turns or decreases in speed. Users are travelers towards public transportation. not permitted to skateboard on city Wayfinding signs mounted at transit sidewalks or in crosswalks, must ride stops are strategically located to help single file, and ride as close to the right provide an efficient means to increase side of the street as possible or in bike systems coverage at a point where lanes, if available. Furthermore, failure individuals beginning or ending a to follow these rules is subject to fines journey are likely to encounter it. Bus in the range of $100 to $125. The city shelter maps and transit locations have wishes to encourage skateboarding been included in Victoria’s Wayfinding as a low carbon way to travel city Strategy to help integrate the streets and has created many city pedestrian, cyclist, and transit networks maps such as the “Skate City” map within the city. to increase these alternative modes Wayfinding is given much attention of transportation within Downtown. throughout Victoria’s plans. It is The Streets and Traffic (skateboarding) mentioned within several planning Amendment, Bylaw Number 16- documents, including the Downtown 013 provides the legal framework Core Area Plan, Downtown Public Realm for how Victoria has implemented Strategy Plan, and the Pedestrian Master skateboarding into their transportation Plan. Victoria has made wayfinding network.68 a unique priority and has been quite successful. Eighty-two percent of Victoria Regional Rapid Transit people were more likely to walk after Project (VRRTP) consulting a map.67 This strategy has In response to significant increases even secured the blessing of First in vehicle traffic coming into Victoria, 43 Spring 2019 Community Strategies for Improving Accessibility growing road congestion, and the design and consultation in partnership commitment made in the 2009 with international consultants and local Provincial Transit Plan to increase partners, the City adopted the AAA ridership and decrease greenhouse network as part of the implementation gas emissions, the Ministry of of the Bicycle Network Master Plan, Transportation and Infrastructure, which will provide over twenty-four the Capital Regional District, and BC kilometers (14.5 miles) of AAA bicycle Transit formed a partnership to develop infrastructure in the downtown area.70 the Victoria Regional Rapid Transit This new active transportation network Partnership (VRRTP). The VRRTP is a will allow people of all skill levels to proposed rapid transit corridor from ride, skate, and rollerblade throughout the West Shore to Victoria that would the city. It will also encourage more be routed downtown through Douglas people who live, work, play, and visit Street and provide a safe, convenient, Victoria to intentionally choose to reliable, attractive, and green ride bikes instead of other modes alternative in the capital region. Several of transportation that increase public surveys of businesses along the greenhouse gases. proposed Douglas Street corridor and The current cycling network includes their customers were completed in July a broad range of cycling facilities and 2010, and the project was found to have amenities which include: overall public support. Furthermore, the proposed VRRTP was considered as • 41 km of marked bike lanes a means of providing significant travel • 2.6 km of multi-use trails, such as the time advantages over the automobile Galloping Goose Trail because it was planned to allow bypass • 2 km of buffered bike lanes of general traffic while eliminating • 18 km of signed bike routes the need to find and pay for parking. • Three bike boxes supporting cyclist However, it was found to be expensive movements at intersections with little benefit. It would only slightly • Over 1000 parking spots for bikes improve existing bus and service lines (double what was available in 2009) while failing to increase ridership, • City parkades offering four electric improve travel time, reduce greenhouse bike re-charging stations and 100 gas emissions, and increase incentives bike parking spots covered with 24- for development. The VRRTP is still hour security71 listed as a program the BC Transit is undertaking on their website, but In 2015, the Victoria council approved recent publications do not mention the a plan to implement protected bike project. lanes on Pandora Avenue and Johnson Street within the downtown area.72 The All Ages and Abilities (AAA) Bicycle council decided to proceed with one Network of two design principles: (1) a two-way The City of Victoria has developed protected bike lane with traffic signal an integrated network of bike paths changes on Pandora Avenue, or (2) a across the downtown area and different pair of two-way protected bike lanes, amenities across the city. The City which experienced great success with initiated the All Ages and Abilities (AAA) about 1,200 trips per day.73 network planning process in 2014.69 With these expansions to the bicycle After nearly two years of analysis, network, the City is also partnering with 44 Victoria, British Columbia FIG. 16 the Bike to Work Society to provide and are closer to the main entrance Victoria Bike boulevard orientation rides to help people get than any motor vehicle parking stall. w/ Bus in picture familiar with the new bike lanes. These Victoria now has over 1,000 bicycle bike tours of Victoria begin in the heart parking spots as well as re-charging of the Inner Harbour and downtown stations for electric assisted bicycles.75 Victoria and are a great source for In almost all cases, government office visitors and residents to explore and buildings are equipped with bicycle become familiar with the bicycle parking facilities, primarily bicycle network in the downtown area.74 racks, storage areas, or a combination of the two. Additional facilities such Bicycle Parking Strategy as showers or changing rooms are As part of the Downtown Core Area provided at the Richard Blanshard Plan, the City of Victoria has created Building and the Royal BC Museum.76 a policy to ensure bicycle parking standards in the downtown area. This Vehicle Parking Strategy policy ensures that Class 1 and Class Since vehicle transportation is the 2 bicycle parking facilities are located lowest on the hierarchy of priorities for in appropriate locations that are in Victoria, the City is initiating policies highly visible areas to allow natural that prevent future parking structures surveillance and improve personal from being built and instead are safety, are on the same site as the creating different types of incentives to building they serve, are within 15 meters encourage either alternative modes of of the main entrance to the building, transportation or the use of sustainable 45 Spring 2019 Community Strategies for Improving Accessibility transportation. Recently, Victoria has which the city enhances the role raised their parking fees for meters of its parking officers by providing within the downtown area and has additional emergency first aid training created a tiered fee structure. Parking and customer service training. meter rates become higher closer Victoria further enhances the role of to the core areas of downtown than these officers by adding additional outside of the core area. responsibilities to the position, which The City is considering reducing its includes providing the community with parking rates for van, carpools and information and resources and giving electric vehicles in parkades in order to warning tickets. In addition to guiding incentivize car sharing transportation safe and high-turnover on-street options. Parkades are also enhancing parking, parking ambassadors will and providing additional bike storage provide directions and more “eyes and as an incentive to use bicycles in ears” on the street and report service the downtown area instead of single needs such as graffiti or overflowing occupancy vehicles.77 garbage bins. They are knowledgeable about Victoria’s businesses, landmarks, Parking Officers and Customer city programs, and services and help Service Program to connect residents and visitors with Victoria has been implementing a destinations and information.78 Parking Ambassador program in FIG. 17 Victoria Parking Strategy Map 46 Arlington, Virginia Arlington, Virginia Located in Northeast Virginia, Arlington County is the smallest self-governing county in the United States and has no incorporated cities. Comprised of 26 square miles of land, Arlington is bordered on the North by the Potomac River, across from Washington, D.C. Arlington’s proximity to the nation’s access to public sector institutions capital provides the impetus for siting makes Arlington an attractive place a range of federal offices and agencies to headquarter businesses and has in the county. The county is urban in resulted in a strong economy with low nature and has relatively flat elevation. unemployment (2 percent compared Arlington was an early adopter to the national unemployment rate of of transit-oriented development 3.9 percent), high future job growth strategies and has been concentrating (39 percent compared to the national development around transit stations rate of 34 percent), and strikingly high for over thirty years. As such, many incomes for individuals, households, projects are focused around transit and families.81 lines, referred to by the county government as “Planning Corridors.” Transportation Infrastructure Over half of all Arlington residents live Arlington has well-developed in these planning corridors, and they pedestrian infrastructure, with over 90 were a primary focus of our research. percent of residential streets equipped with sidewalks. Arlington also features Population and Economy extensive cyclist infrastructure, Arlington County has an estimated including: population of 225,200, growing at a rate of 1.45 percent annually.79 An • 52 miles of multi-use trails estimated 75,000 commuters enter • 29.6 miles of bicycle lanes the county each work day and travel • 3.8 miles of buffered lakes for an average of 28.6 minutes to • 2.9 miles of protected lanes arrive at work. Currently, Arlington • 1.7 miles of bike boulevards has a median household income • 63 miles of on-street routes82 of $112,138.80 Arlington County’s transportation planning focuses on The Arlington Transit (ART) developing connectivity between system operates with clean burning employment and activity centers and compressed natural gas (CNG) to residential areas. Arlington’s proximity reduce emissions and provides ADA to Washington, D.C. and a range of accessible services across its fifteen universities, public agencies, and routes. ART collects fares via SmarTrip military institutions gives the county cards — pre-loadable fare cards available a cohesive regional character and at Metrorail stations and online — or informs the public perception of cash. Fares are $2.00 per adult rider Arlington as a large city rather than and $1.00 for senior citizens, people as a county. The robust economy and with disabilities, and K-12 students.83 47 Spring 2019 Community Strategies for Improving Accessibility • Master Transportation Plan (MTP) Commuter Behaviors • Bicycle Element The majority of residents in Arlington • Parking & Curb Space Management commute by driving alone. However, Element 34 percent of residents use other • Demand and System Management modes such as public transit and Element biking to commute. Arlington County • Pedestrian Element Commuter Services supports regional • Transit Element TDM initiatives through Mobility Lab, • General Land Use Plan (GLUP) a research institution that publishes • Special Planning Areas a regional “State of the Commute” • Development Corridors report. The 2016 State of the Commute • Capital Improvements Plan (CIP) report states that the drive alone rate • Metro & Transportation in Arlington County is 44 percent for • 2016 State of the Commute Report Arlington residents and 55 percent for commuters who work in Arlington FINDINGS but live elsewhere. This rate is the The following sections detail the best in the region, with the exception planning projects, policy tools, and of Washington, D.C. Many Arlington programmatic strategies for increasing residents report carpooling, and the mode share of active and public 64 percent of Arlington carpoolers transportation to the downtown area. reported that they walk to their meeting Findings generally address connectivity point to avoid using a car altogether. of Arlington’s downtown areas to Overall, most of Arlington’s non-SOV both university districts and regional commuters report that cost and time connectivity with the Greater D.C. area. savings were their primary motivations for using their preferred transportation Focus: University to Downtown mode or modes.84 Connectivity The city of Eugene and Arlington Methodology County share robust student To identify and assess Arlington communities and have opportunities County’s strategies for supporting and to enliven downtown areas and enhancing multimodal transportation increase the multimodal share of trips options in and around the downtown by focusing on connectivity between area, we reviewed a range of plans and university facilities and downtown policy documents, as well as online areas. Enhancing the safety, comfort, resources from partner agencies and and accessibility of the bicycle and nonprofit organizations. Researchers pedestrian infrastructure along searched for relevant terms, noted corridors between downtown and the their frequency in the document, and university can also reduce accidents. identified the policies, projects, and regulations related to the determined Focus: Regional Connectivity with topic. We sourced a range of plans to Neighboring Jurisdictions identify the programs that are most While Eugene may not have relevant to the City of Eugene and 70,000 commuters entering daily, its goals. Our information sources like Arlington, the city acts as an included: employment center for Lane County residents living in Springfield, Veneta, 48 Arlington, Virginia Junction City, Coburg, and Creswell. The plan engages a range of projects, As such, our case study research seeks policies, and zoning strategies to to identify strategies for enhancing enhance transportation infrastructure, regional connectivity to downtown economic activity, and public use. The areas, looking to Arlington’s thriving foundational tool of this technique is regional transportation systems as the zoning classification. exemplars. The American Planning Association offers the following insights about Planning Corridors and Special mixed-use zoning: Mixed-Use Districts The American Planning Association “Zones which permit a combination defines planning corridors as: of uses usually segregated according to trilogy of residential, commercial “linear pathways that connect and industrial are also being places and allow for the movement established by many communities. of people, goods, or wildlife. They Caution should always be exercised often center around transportation when devising these zones so infrastructure such as streets, that the residential nature of the highways, and public transit, but neighborhood is not destroyed, if can also center around historic sites, commercial or industrial uses are to habitats, rivers, or other natural be combined with residential, or that features. They may be regional in the demands and characteristics of scale, as in a heavy rail corridor, or either commerce or industry will not extremely local, as in a retail corridor interfere with each other where these along a city thoroughfare.”85 two uses are mixed.”86 Arlington’s GLUP identifies major Special mixed-use districts around planning corridors to advance Arlington’s planning corridors connectivity within the region. encourage trips through the area by The GLUP includes George Mason enabling and encouraging a greater FIG. 18 Planning Corridors in University and Marymount University diversity of destinations along Arlington in the Rosslyn Ballston Metro Corridor. the route. Two districts that focus 49 Spring 2019 Community Strategies for Improving Accessibility specifically on supporting downtown • Project 3-31: Old Dominion Drive area development are the Clarendon - Lorcom Lane - Old Lee Highway Special Coordinated Mixed-Use connection will connect several District and the Virginia Square Special bicycle corridors and expand safe Coordinated Mixed-Use District.87 access to Marymount University. Arlington County mitigates the risk of land use types interfering with • Project 3-54: Rock Spring Road one another by stipulating specific Bicycle Boulevard: suggests development types and uses in its developing a bicycle boulevard mixed-use districts. For example, to further connect Marymount the Western Rosslyn Coordinated University to the existing network of Redevelopment District seeks to expand bike lanes. affordable housing, energy efficiency, and multimodal transportation. The Facilitating improved connectivity district facilitates the replacement of for cyclists by filling in gaps in aging public facilities with development infrastructure and enhancing areas that serves its objectives, including where cyclists share the road with market rate and affordable mixed-use automobiles supports an increase in the housing and indoor and outdoor public mode share of cycling. recreational facilities. University Partnerships Enhance Bicycle Infrastructure Georgetown and Marymount Between University and Downtown Universities both offer shuttle services The bicycle element of the MTP to and from downtown areas. Shuttle identifies two projects focused on programs help students — who may completing the bicycle network be new to the area — to develop between universities and other centers consumer relationships with downtown of activity. Two of the projects are: businesses, helping to enliven the FIG. 19 Special Mixed-Use Districts Follow Transit Lines 50 Arlington, Virginia FIG. 20 downtown area. These shuttle services Nonprofit Partnerships Arlington Bicycle make it easier for students to move to BikeArlington, a bike education and Comfort Map a new area without a vehicle, reducing encouragement program facilitated by new single occupancy vehicle users. Arlington County Commuter Services Universities also offer educational (ACCS), publishes and regularly programming around bicycle and updates a Bicycle Comfort Map. The pedestrian safety. map uses symbols to identify school Marymount’s program provides sites, including the county’s university service to and from campus facilities facilities. The clear wayfinding and and key transit stations on a fifteen- regular updating provided by this map minute basis. The university hosts supports safer, more comfortable an app to track shuttle progress, so cycling by communities throughout the students can more conveniently plan county. This map supports increased their trips. Furthermore, the university cycling by enabling would-be cyclists website positions the shuttle service to easily view information about safety as an alternative to single occupancy and connectivity, helping them to plan vehicle travel.88 51 Spring 2019 Community Strategies for Improving Accessibility their routes and make safe, enjoyable innovative technology-based services journeys. to help people use transit, ride-sharing, walking, biking, and telework. Pedestrian Infrastructure and Promotion The Demand and System While Arlington already boasts Management Element of Arlington’s impressive pedestrian infrastructure, MRP serves to address four purposes: the Arlington MTP’s pedestrian element seeks to have a comprehensive network • To improve the efficiency and of “appropriately lit, ADA accessible effectiveness of TDMP programs and sidewalks; emphasize projects within services in the Commonwealth of priority zones near schools, transit Virginia; stops, and commercial centers.”89 A complete, well-lit, and accessible • To serve as a management and policy sidewalk network facilitates greater document for the TDM program non-vehicular access to downtown operators; areas by enhancing pedestrian comfort and extending walkability to persons • To maximize the investment of public with mobility challenges, children, or funds and achieve the greatest concerns about safety. possible public benefit; and Arlington also seeks to grow the mode share of pedestrians through • To provide the basis for inclusion messaging and public information, with of an operator’s operating and Policy 9 of the MTP pedestrian element capital programs in planning and focusing on opportunities to develop programming documents such promotional strategies to encourage as the Six Year Improvement walking. The county coordinates with Program, Statewide Transportation university and college partners to Improvement Program, facilitate these promotional campaigns Transportation Improvement and has student-specific events at least Program, and Constrained Long- once a year.90 These events focus on Range Plan. the specific transportation needs of students. Within the TDM, Arlington discusses a range of TDM strategies to enhance Transportation Demand connectivity to downtown areas. These Management (TDM) Programs strategies range from incorporating Transportation Demand and TDM measures into the built System Management is a program environment to facilitating TDM efforts of information, encouragement, across multiple jurisdictions. and incentives provided by local TDM policies from the Arlington or regional organizations to help Master Transportation Plan relevant to people understand and use all their engaging with university areas include: transportation options to optimize all modes in the system . TDM also Policy 2: “Incorporate TDM measures attemps to counterbalance the with respect to all existing public incentives to drive that are prevalent buildings and facilities, irrespective of through subsidies for parking and redevelopment status.” roads. These are both traditional and 52 Arlington, Virginia FIG. 21 Capital Bikeshare A. Ensure that all county facilities and B. Enhance the SmartTrip card schools include TDM plans and (Washington Metropolitan Area measures. Transit Authority’s electronic–fare– media card) or create an EcoPass TDM policies relevant to enhancing to include options for employers, regional connectivity include: neighborhood associations, or certain age groups to buy Policy 5: Apply TDM programs to non- discounted bus passes. work travel, as well as commuting, for resident, visitor, and employee trips Capital Bikeshare Program through informational displays, website, Arlington County’s Capital Bikeshare promotional campaigns and mailings of program coordinates with both materials. universities and regional partners to optimize use options. They seek to C. Implement a system such integrate bike-share programs with as TravelSmart to provide bus, rail, and ride-share programming. individualized marketing to This is achieved by carefully locating target transportation demand. stations and racks, facilitating ease (TravelSmart, used in more than of integrating transit modes through 300 projects around the world, amenities like bike storage on buses, identifies individuals who want to and adoption of technologies like change the way they travel and uses dockless bike sharing and electric- personal, individualized contact assist bicycles. Arlington’s bike-share to motivate them to reconsider policies prioritize equity both through their travel options. TravelSmart infrastructure (locating stations to gives participants the customized maximize use for residents without information they ask for to help vehicles, adopting electric assist bikes) them get started, or to continue and programs (reducing pay barriers, walking, bicycling, riding transit, or supporting bicycle loan programs). carpooling.) Policy tools from the MTP bicycle element that enhance the Capital Policy 6: Coordinate TDM efforts with Bikeshare Program are as follows: other jurisdictions and agencies across the region, and actively promote the Policy 6: (m) Establish bicycle expansion of the TDM program. use as a mainstream travel mode. Raise visibility and participation of 53 Spring 2019 Community Strategies for Improving Accessibility bicycling in Arlington through events, convenient access to bike share is prominent facilities, education and available especially, in lower-income encouragement activities. residential areas. N. Work with transit operators, such C. Identify how GPS-based, dock- as WMATA, on the integration of less bike sharing systems can best bike sharing services into transit integrate with and complement promotions and fare media. Capital Bikeshare and other Emphasize Capital Bikeshare as part transportation services. Investigate of a multimodal, regional public best practices for regulation of transit system. dockless bike share and implement agreements with private providers Policy 15: Coordinate with regional of dockless bikes. partners and private providers to increase bike-sharing across Arlington D. Promote bike sharing as a preferred and the Washington, D.C. region. travel mode for first and last mile trips to and from transit services. A. Reduce barriers, such as payment methods and age requirements, E. Work with bike-share providers to that limit the use of Capital add electric-assist bikes, tricycles Bikeshare and other bicycle-sharing and other types of bicycles that systems. can better accommodate the travel needs of persons with mobility B. Locate bike share stations to disabilities. attract greater numbers of system users and improve non–motorized F. Support privately provided loaner access to County facilities and bicycle programs for users such as transit services and ensure that employees and hotel guests. 54 Boulder, Colorado Boulder, Colorado This section provides an overview of the City of Boulder and its plans, policies and programs. The findings are organized into three categories: (1) sustainable transportation, (2) travel demand management, and (3) parking management. COMMUNITY CONTEXT All these amenities make Boulder The city of Boulder is located below an incredibly attractive place to live the iconic Flatirons on the Front Range and work. However, its population is of the Rocky Mountains in Colorado, only projected to grow to 123,000 just outside of the Denver metropolitan by 2040 — less than 1 percent growth area. With a population of 108,507, annually. The demand to live in Boulder Boulder is the 12th most populous city is best reflected in the city’s high in the state of Colorado. The city enjoys median detached home sale price, 300-plus days of sunshine a year and which was $855,000 in 2017 according access to 60 urban parks within the the Boulder Realtor Association. city and over 150 miles of trails at the Furthermore, the median household nearby Chautauqua Park. Boulder is income in 2017 was equally high at home to the University of Colorado, $97,000 according to the City of which educates more than 30,000 Boulder’s Department of Planning, students each year. Boulder is also Housing, and Sustainability. Boulder well-known for its tech and natural food is overwhelming composed of people industries, federal research labs, and who identify as white with about 88 restaurants and shops lining the historic percent of residents identified as white Pearl Street Mall.91 in 2016. Asian residents comprised FIG. 22 View of Downtown Boulder Source: (City of Boulder, 2019) 55 Spring 2019 Community Strategies for Improving Accessibility the second highest demographic at 5 with robust transportation systems percent of the population. Residents such as Portland, Oregon; Seattle, of Boulder also attain high educational Washington; and Davis, California. The rates with approximately 72 percent city is now widely recognized as an of residents 25 or older holding a exemplar in promoting non-automobile bachelor’s degree or higher in 2016. travel.95 It is no mistake that Boulder has This is nearly twice the rate of the state been able to achieve these impressive of Colorado and 40 percent higher than outcomes. Boulder has a long history the nation.92 A summary of community of using land use and transportation characteristics for Boulder and Eugene, planning to ensure its goals are Oregon is provided below in Table 2. realized. The transportation system enjoyed by residents and visitors today Transportation System is a fundamental part of the fabric of Boulder features a balanced what Boulder is and how it functions. By transportation system that provides continually striving towards a complete residents and non-residents many transportation network for pedestrians, travel options. As a result, high bicyclists, and transit riders, Boulder levels of people use non-automobile offers many useful examples of how transportation modes. In 2011, 32 Eugene may improve its own system. percent of trips involved walking, In Boulder, biking is viewed as a bicycling, and transit, which is legitimate mode of travel rather than exceptionally high relative to the as a solely recreational activity. The national rate of 8.5 percent.93 When Boulder Valley, which includes the examined separately, these non- city of Boulder and Boulder County, automobile travel statistics are even sports more than 300 miles of bikeway more impressive: in 2012, approximately including 96 miles of bike lanes, 84 10 percent of residents biked, 9 percent miles of multi-use paths, and 50 miles walked, and 9 percent took the bus to of designated bike routes.96 The city work compared to less than 1 percent, also provides a bike-share service 3 percent, and 5 percent nationally, called the “Boulder B-Cycle” that FIG. 23 respectively.94 operates 47 stations and 300 bikes. Selected Community These travel mode splits place Within the downtown, B-Cycle has ten Characteristics, by City Source: (U.S. Census Bureau, Boulder in the upper echelon of cities stations available (Boulder B-Cycle, 2019) and (City of Boulder, 2019) Boulder, Colorado Eugene, Oregon Population 108,507 168,916 Population Percent Change (2010–2018) 9.9% 9.5% Population Density 3,948.3 persons per sq. mi. 3,572.1 persons per sq. mi. Land Area 24.66 sq. mi. 43.72 sq. mi. Median Household Income $97,000 $47,489 Bachelor’s degree or higher, percent of persons age 25 years+ 72% 31% 56 Boulder, Colorado FIG. 24 2019). B-Cycle offers the option to pay hour, 420 passengers board buses at Means of Transportation per trip or purchase daily, monthly, or Downtown Boulder Station.100 This local to Work, by City, 2017 Source: U.S. Census Bureau, annual passes ranging in price from and regional connectivity provided by 2013-2017 American Community 97 Survey 5-Year Estimates $8-$88. This tiered pricing makes RTD directly to the downtown makes the B-Cycle program accessible and it highly accessible for both residents appropriate for all types of users (i.e. and non-residents. Once within the residents and visitors). downtown, Boulder’s CTN continues Boulder also has a comprehensive to provide alternative transportation transit network providing express, options. The City has partnered with local, and regional connections. Via Mobility Services to operate Boulder’s transit system, Community the HOP bus route, which provides Transit Network (CTN), is owned and service between key centers within operated mainly by the Regional the city such as Downtown Boulder, Transportation District (RTD). RTD is the University of Colorado Boulder, a public agency that provides public and the 29th Street Mall. The HOP transportation in eight counties, route operates in a loop from 7:00 am including Boulder County.98 Overall, to 7:00 pm at 12-minute or 15-minute RTD’s services include bus, rail, frequencies during weekdays and shuttles, ADA paratransit services, 15-minute or 20-minute frequencies FlexRide, and more. However, services during weekends. Riding the HOP is are limited to local and regional bus relatively inexpensive, costing just and shuttle services within and to the $3.00 for a three-hour pass.101 city of Boulder.99 RTD’s Downtown Boulder Station functions as the city’s Downtown Boulder major transit hub, serving the same While originally part of the hunting number of bus routes as Denver’s Union ground of the Arapaho tribe, Boulder Station. The station is located within and its downtown were first settled the downtown area, just a few blocks in 1859 by the Boulder City Town away from the Pearl Street Mall and Company to serve as a supply center University of Colorado Boulder. At rush for miners going into the mountains 57 Spring 2019 Community Strategies for Improving Accessibility in search of gold and silver. From the plans identified and reviewed for this beginning when a prospector laid out report, two plans — Boulder Valley the straight line for the main street that Comprehensive Plan (BVCP) (2017) would become Pearl Street, present and City of Boulder Transportation downtown area has been the epicenter Master Plan (TMP) (2014) — carry of activity. In fact, by the 1880s, this particular significance by providing area developed into a bustling hub the foundation of the City’s efforts. of commerce featuring restaurants, To provide context for the findings groceries, saloons, liquor stores, outlined in the next section, an barbers, and tailors to name a few. overview of the plans and their This growth was spurred in part by transportation-relevant frameworks is the establishment of the University of provided below. Colorado nearby in 1876. Boulder, like many American cities at this time, also Boulder Valley Comprehensive Plan had a streetcar service that transformed (BVCP) the city and the downtown area around The BVCP (2017) represents the Pearl Street into a key regional center.102 seventh major update to the jointly Today, downtown Boulder is located adopted comprehensive plan for the on the western half of the city, directly City of Boulder and Boulder County. north of Boulder Creek, and anchored Since 1970, the two jurisdictions by the Pearl Street Mall. The Pearl have used this collaborative process Street Mall is a four-block pedestrian to provide guidance for land use mall that stretches from 11th Street decisions in the Boulder Valley. to 15th Street along Pearl Street, as Broadly, the plan aims to protect the shown below in Figure 1. Popular natural environment while “fostering destinations such as many locally- a livable, vibrant, and sustainable owned shops, breweries, bars, and community.”103 Furthermore, the plan boutiques operate along Pearl Street applies a sustainability and resilience and throughout the downtown. The framework to ensure policies consider FIG. 25 downtown serves as the stage for many the environment, economy, and Map of Downtown street performers and musicians. Also social equity together. In regard to Boulder found throughout the area are public art installations, fountains, sculptures, parks, and historic buildings. Nearly all of the buildings located adjacent to the Pearl Street Mall and nearby are historic structures. As a result, this area is designated as a Downtown Historic District. Buildings within this area must conform to the City of Boulder’s Downtown Urban Design Guidelines. MAJOR TRANSPORTATION-RELATED PLANS The City of Boulder’s transportation planning apparatus uses a wide array of planning documents that vary in scope and scale. Of the six main 58 Boulder, Colorado transportation, the plan’s vision states City of Boulder Transportation the community’s commitment to “an Master Plan (TMP) all-mode transportation system to Most recently updated in 2014, the City make getting around without a car of Boulder’s TMP is its blueprint for an easy and accessible to everyone”.104 accessible and connected community The plan dedicates an entire section, through 2035. The TMP contains goals, Section 6, to transportation. The policy guidance, and measurable plan’s transportation policies are objectives for operating and investing divided into five focus areas: (1) in the city’s transportation system. The Complete Transportation System; TMP is set within the wider context (2) Regional Travel; (3) Funding of the BVCP and intended to ensure & Investments; (4) Integration of the transportation system supports Land Use & Transportation with community-wide sustainability and Sustainability Initiatives; and (5) Other quality of life goals. In addition, Transportation Policies. The policies the TMP acknowledges the city’s aim to create a transportation system climate commitment of an 80 that “accommodate increased person percent reduction in greenhouse gas trips by providing travel choices emissions by 2050. Like the BVCP, the and by reducing single-occupant TMP’s policies have five focus areas: automobile trips and vehicle miles (1) Complete Streets; (2) Regional traveled (VMT).”105 The plan directly Travel; (3) Transportation Demand FIG. 26 City of Boulder acknowledges this section reflects Management (TDM); (4) Funding; Transportation Master the City’s and county’s Transportation and (5) Integrate with Sustainability Plan Measurable Objectives Master Plans. Initiatives. 106 Shown below in Table 3 Source: City of Boulder, 2014 are the TMP’s measurable objectives. Objective 1: Reduce vehicle miles of travel in the Boulder Valley by 20 percent by 2035 Objective 2: Reduce single occupant vehicle travel to 20 percent of all trips for non-residents and 60 percent of work trips for non-residents. Objective 3: Achieve a 16 percent reduction in green house gas emissions and continued reduction in mobile source emissions of other air pollutants Objective 4: No more than 20 percent of roadways congested at Level of Service (LOS) F Objective 5: Expand fiscally-viable transportation options for all Boulder residents and employees, including older adults and people with disabilities Objective 6: Increase transportation alternatives commensurate with the rate of employee growth “Toward Vision Zero” fatal and serious injury crashes: continuous improvement in safety for all modes of travel Objective 7: Increase the share of residents living in complete neighborhoods to 80 percent Reduce daily resident VMT to 7.3 miles per capita and non-resident one-way commute VMT to 11.4 miles per capita 59 Spring 2019 Community Strategies for Improving Accessibility FIG. 27 sustainable modes of transportation. Boulder Valley Overall, the City’s multifaceted Comprehensive Plan sustainable transportation strategy achieves a balance between reconciling existing conditions, acknowledging the importance of engagement, and planning for the future. Expanding the Availability of Sustainable Transportation Expanding the availability of sustainable transportation options is a critical component to Boulder’s sustainable transportation strategy. Without this fundamental capacity, the rest of its strategies would be undermined. Developing a well-connected, FINDINGS comprehensive transportation This subsection provides a summary network is the foundation of Boulder’s of tools and approaches Boulder uses sustainable transportation strategy. to address sustainable transportation, As opposed to private automobile travel demand management, and networks, a sustainable transportation parking. network must be designed to be multimodal — the synergistic Sustainable Transportation connections of walking, biking, and Boulder’s sustainable transportation transit build upon one another to strategies are focused on expanding offer a viable alternative to the private availability, enhancing the experience, automobile. The need for multimodality and incentivizing sustainable travel is acknowledged in the content and habits such as walking, biking, or using organization of the City of Boulder’s public transit. In addition to the social, plans and policies. Boulder provides environmental, and economic benefits broad, overarching policies guiding of achieving this strategy, the City’s the expansion of the entire sustainable greenhouse gas emission targets serve transportation system, as well as modal- as a further impetus. The first focus, specific policies. expanding availability, is generally addressed by policies and programs General Strategy intended to create a complete, Broadly, Boulder’s overarching connected transportation network for expansion strategies are its all modes (e.g. walking, biking, and commitment to completing missing transit). The second focus, enhancing links, improving the mobility grid, the experience, is addressed by policies incorporating enhanced design for and programs focused on making all projects, integrating land use and user-oriented enhancements to existing transportation, and funding additional transportation infrastructure. The third capacity for non-automotive modes. focus, incentivizing sustainable travel, In acknowledgment of the importance is addressed by programing intended to of improving its existing network, educate and encourage people to use it is Boulder’s policy to “work to 60 Boulder, Colorado FIG. 28 complete missing links throughout future development contributes to the transportation grid.”107 These expanding the availability of sustainable “missing links” often present physical transportation. Fundamentally, Boulder and perceptive barriers to sustainable recognizes the inherent connection transportation options serving as viable between land use and transportation. options. By completing these missing This connection is critical because links, Boulder leverages its existing without proper land use mix and network and expands the availability of densities nearby, transportation sustainable travel. Along the same lines, facilities will go underutilized. Overall, Boulder aims to improve walkability, the City incorporates this connection bikeability, and transit access in parts into both its land use and transportation of the city that need better connectivity planning documents. For example, and mobility. This policy is essential it is the City’s policy that land use to completing the mobility grid within and around the city’s regional throughout the city and is an important centers (e.g. Downtown Boulder) will strategy to expand the availability of support their function as mobility sustainable transportation to people hubs for travel and transit services. Its not previously served. strategy is not only focused on these While it is important to build significant centers, though — its scope upon existing infrastructure, it is extends to the entirety of the city. equally important to ensure new and The City of Boulder guides the design 61 Spring 2019 Community Strategies for Improving Accessibility quality of new projects to incorporate of its existing pedestrian facilities and transportation elements. Its “Enhanced plan for expansion is the Neighborhood Design for All Projects” policy outlines Access Tool. The Neighborhood Access guidance for accommodating Tool demonstrates people’s ability to transportation connections — ensuring walk to and from places necessary to projects “…provide a complete network meet daily needs. The tool is based of vehicular, bicycle, and pedestrian on the concept of the 15-minute connections both internal to the project neighborhood, which asserts people and connecting to adjacent properties, should be able to reach all their daily streets and paths.”108 needs within a 15-minute walkshed. Perhaps the most important The tool allows the city to evaluate component of its overall strategy is how accessible certain areas are for the funding priority Boulder places pedestrians to inform investment and on expanding sustainable modes of planning activities. transportation. Of the three levels of transportation investment priority listed BICYCLE: Boulder’s bicycle network in the BVCP, second priority is given “to expansion policies strive to create capacity additions for non-automotive a “complete grid-based system modes and efficiency improvements of primary and secondary bicycle for existing road facilities that increase corridors to provide bicycle access to person carrying capacity without all major destinations and all parts of adding general purpose lanes.”109 the community.” This prioritization is highly important The city plans to achieve this because it ensures the plans are complete grid largely through substantive and funding is appropriately coordination and collaboration dedicated to work toward achieving with other government agencies, goals and policies. developers, property owners, the University of Colorado, and Boulder Mode-Specific Strategies Valley School District. By working with Boulder outlines strategies for all these partners, they aim to ensure expansion of the three main all “projects connect with and/or help components of its multimodal to complete the corridor network.”111 transportation work — pedestrian, One point of emphasis is that bicycle bicycle, and transit. Below is an parking should be “oriented along the overview of these strategies. line of sight from external connections to areas near building entrances and PEDESTRAINS: Boulder’s pedestrian other on-site destinations.”112 network expansion policies set the To increase the availability and standard for pedestrian mobility and accessibility of bicycling, the city and accessibility throughout the city. the nonprofit Boulder B-Cycle launched Further emphasizing the importance a city-wide bike-sharing system in 2011. of its multimodal transportation Through Boulder B-Cycle, Boulder network, it is Boulder’s policy to residents, commuters, and visitors are develop a high-quality pedestrian provided an “environmentally friendly, environment as a foundation for the financially sustainable, and affordable desired multimodal transportation transportation option.” 113 The bike- system. One innovative tool Boulder share program is one of Boulder’s most uses to assess and analyze the state effective tools available to increase 62 Boulder, Colorado accessibility and expand sustainable Mode-Specific Strategies transportation options. Boulder outlines strategies for enhancement of the three main TRANSIT: Boulder’s transit network components of its multimodal expansion policies are comprised of transportation work — pedestrian, strategies to expand service/capacity bicycle, and transit. Below is an and implement new infrastructure. overview of these strategies. To expand capacity, the City looks to follow-up on the success of transit PEDESTRAIN: For enhancing the stations such as the RTD downtown pedestrian experience, Boulder Boulder station by designing mobility emphasizes the goal of developing a hubs to provide high-quality bus and high-quality pedestrian environment. multimodal connections. While the Not only is it important that the City has significant control over the pedestrian environment exist for all, but transit network within city limits, many it must be of high quality. According services are provided by RTD. As such, the TMP, Boulder uses urban design collaboration with RTD and its other and incorporates amenities throughout partners underpins the City’s strategies. its pedestrian network to make it a In particular, Boulder aims to develop safe, convenient, comfortable, and performance agreements with RTD that interesting environment. In addition, ensure service hours gained through Boulder upholds the standard “that a city-funded transit investments will be wheelchair user can move safely and reinvested in Boulder. It is the City’s conveniently through the transportation policy to “improve and expand the high- system.”115 This gold standard ensures frequency CTN.”114 all pedestrians infrastructure is designed using Americans with Enhancing the Experience of Disabilities Act accessibility standards. Sustainable Transportation Boulder also uses innovative programs Enhancing the experience of such as community walkabouts and sustainable transportation options takes walk audits to identify areas where Boulder’s multimodal network to the design elements can be incorporated next level. It is not adequate to simply to improve the walk-friendliness. These provide connections and alternative programs are critical tools the city uses travel options; the network must be a to engage the community in planning reliable, comfortable, and accessible processes and inventory areas where experience. Otherwise, people will conditions can be improved. not shift away from private automobile usage, and sustainable transportation BICYCLE: To enhance the bicycling options will be seldom used. As experience, Boulder uses a combination previously stated, Boulder is working of network evaluation tools, guidelines, towards implementing a multimodal and programs. Spurred by the reality network. Therefore, the enhancements that getting on a bike entails crossing it makes to improve the experience of busy streets and mixing with vehicular using the network must be tailored to traffic, Boulder has set out to develop a each mode of transportation. low-stress bicycle network. The low- stress analysis evaluates the “stress level” of the existing bicycle network. By assessing the stress level, the 63 Spring 2019 Community Strategies for Improving Accessibility City is able to identify barriers and the incorporation of real-time transit opportunities for enhancement. The information into major transit centers, goal of the low-stress bicycle network on the internet, and on mobile devices. is “to attract a broader population of This task will require collaboration with people (ages 8 to 80) as confident RTD and partners, but as a result will and comfortable cyclists.” 116 Similar reduce time spent waiting for the bus to this strategy is Boulder’s intention and make transit more affordable and to develop bicycle facility installation convenient. guidelines. The guidelines would standardize treatments and facilities Incentivizing Sustainable Travel across the city in a similar way its Habits Pedestrian Cross Treatment Installation Incentivizing sustainable travel Guidelines already do. Lastly, the Living habits such as walking, biking, or Lab Pilot Program allows the City to using public transit addresses the create temporary installations that offer human component of the sustainable the community the opportunity to test transportation equation. Providing a new bike treatments and determine comprehensive, comfortable network if they are appropriate. This highly will not automatically increase innovative program works directly usage — people need to be made aware with the community to identify areas of and encouraged to use it. To achieve needing improvement, test installations, this, Boulder uses two main strategies: and then either make them permanent encouragement and education. or remove the treatments. ENCOURAGEMENT: The City of TRANSIT: To enhance the transit Boulder believes the first step in experience, Boulder focuses on shifting travel behavior is to promote improved services, infrastructure, and active transportation and create programming. In particular, it works to awareness of travel options. Similar to meet or surpass service level standards the rest of its strategies, it promotes for the CTN — maintaining 10-minute walking, bicycling, and transit in its peak and 15-minute off-peak service. encouragement strategy. Walking To assist in meeting this goal, Boulder encouragement programs include plans to design and implement bus Boulder Walks, which celebrates priority improvements along CTN walking and local historic and cultural routes. Increasing the frequency and resources through community reliability of its CTN makes transit a walkabouts. Biking encouragement more feasible and attractive mode of programs include community-based transportation. Again, Boulder also social rides like Bike Month, Bike to works to enhance service to older Work, and Bike to School Days, all of adults and persons with disabilities which encourage people to bike and through the operation of its Via bus explore their city and help to familiarize service. At the transit stops themselves, people with their community’s bike Boulder promotes urban design and network. Transit encouragement development that supports all modes programs include expanding transit- of travel and prioritizes transit stop bicycle integration to allow for greater improvements based on projected first- and last-mile connections.117 ridership. Perhaps the most significant enhancement Boulder will complete is 64 Boulder, Colorado EDUCATION: The second step the demand for automobile travel through city takes is educational efforts to incentives and disincentives. TDM is create safer roads and pathways and not a one-size fits all strategy. TDM to increase the comfort of using all strategies work best when there is a modes. This strategy also focuses on combination of mix and density of walking, biking, and transit usage. land uses and urban design integrated Walking education programs include with a comprehensive transportation an etiquette campaign to raise system. Within Boulder, two areas awareness of multi-use path rights have been identified as meeting these and responsibilities. Biking education characteristics — Downtown Boulder programs are extensive. They include and Boulder Junction. When TDM the Lighten Up Boulder Bike Light strategies are successful, they can Campaign — which highlights the limit the increase in vehicle trips from danger of riding at night without a existing and new development and help bike light — and bicyclist rights and cities reach various climate, quality of responsibilities outreach with local life, and health goals. agencies and local bike shops. Transit education programs are comprised Controlling Demand for Automobile of providing informational tools like Travel: Incentives & Disincentives system maps and public information Controlling the demand for automobile campaigns to highlight the benefits of travel throughout the city, and within taking transit.118 the downtown in particular, are crucial to Boulder’s ability to meet its stated TRAVEL DEMAND MANAGEMENT TDM goals and objectives. To achieve Travel Demand Management, this, Boulder uses a combination sometimes referred to as Transportation of incentives to make it easy and Demand Management, promotes the disincentives to get the price right. efficient use of the transportation This combination is intended to system by affecting the time, route, or “level the field relative to the many mode selected for a trip.119 Boulder’s embedded subsidies for auto use.”120 travel demand management (TDM) One theme consistently found strategies focus on controlling the throughout Boulder’s TDM strategy for FIG. 29 65 Spring 2019 Community Strategies for Improving Accessibility controlling demand is its attempts to at their destination is a concern for influence the financial aspects of travel, many. After decades of auto-centric which is one of the most powerful development to appease car users, influences on travel behavior. Perhaps, downtown areas now have copious the most effective program Boulder amounts of space dedicated to parking uses to encourage alternative travel in multi-story garages and surface lots. is the Eco Pass. The Eco Pass was The demand for more space to store developed in collaboration between vehicles continues to persist in areas the City and RTD. The Eco Pass is an with popular destinations. However, annual, universal transit pass that as previously mentioned, people and is deeply discounted and only able cities now acknowledge the negative to be purchased by an employer for impacts and unaccounted costs this employees, neighborhood groups, or habit generates. Therefore, Boulder has the University of Colorado. The Eco developed creative parking strategies Pass removes several barriers to transit to disincentivize parking usage, usage such as out-of-pocket costs improve efficiency of existing parking, and paying cash fares. Conversely, and minimize the impact of parking. Boulder uses disincentives such as price signals to show people the hidden General Strategy costs of vehicle use. To minimize the The foundation of Boulder’s parking amount of required parking, improve management strategy is its SUMP efficiency, and support mode shift, the principles, which were developed to City of Boulder developed the “SUMP” serve as guidance for its activities to principles — Shared, Unbundled, “reflect the real cost of SOV travel.”122 Managed, and Paid Parking. These To elaborate and apply the SUMP principles guide the City’s parking principles, Boulder then developed management strategy, discussed at its Access Management and Parking length below, and play a critical role in Strategy (AMPS) in 2018. AMPS outlined its TDM strategy. Boulder also ensures a balanced approach to improved new development does not generate accessibility by increasing travel increased vehicle miles traveled and options. The strategy listed district single-occupant vehicle trips through management, pricing, technology, its requirement for TDM plans for parking, code, and travel options as applicable residential and commercial its six tools for change. This strategy, development. Developers must submit in conjunction with policies from the a performance-based plan showing the BVCP, serves as the main basis for various TDM elements included in their parking management in Boulder. proposal.121 Disincentivizing Parking Usage PARKING MANAGEMENT To disincentivize parking usage within In most U.S. cities, parking availability, the downtown area, Boulder has used accessibility, and cost have historically targeted policies and programs. One been among the most heavily of the most noteworthy programs used managed and regulated aspects of was its “Parking Cash Out” program, transportation. With anywhere from 60 which offers financial incentives to to 80 percent of all trips being made employees to use non-SOV commute by single-occupancy vehicles across modes. The program aimed to both the U.S., the ability to store the vehicle reduce parking demand and ensure 66 Boulder, Colorado benefits were distributed equally. site design, not parking. The city goes Through the program, commuters were further to say that parking should play provided the opportunity to either a subordinate role to site and building keep an employer-subsidized parking design, be integrated between or spot or accept the approximate cash within buildings, and be compact and equivalent of the parking and the dense. The placement of parking is use of an alternative transportation also encouraged to be behind and option. Another program Boulder to the sides of buildings instead of has used is Door to Downtown (d2d), on large street-facing lots. Boulder is which provided door-to-door access also looking to a future where parking to and from downtown Boulder using demand is lower. Its policy encourages Transportation Network Companies parking structures designed with (TNC) Uber and Lyft. This program flexibility to allow for different uses was piloted in 2016 with the goals of in the future. By influencing the reducing Downtown Boulder’s parking placement and design of parking, demand and encouraging customers Boulder minimizes the negative impact to explore new ways of accessing it has on the vitality of places. downtown Boulder.123 BOULDER’S STRATEGY’S Improving the Efficiency of Parking PERFORMANCE To improve the efficiency of parking, it This section provides an overview is Boulder’s policy to “accommodate and analysis of transportation trends parking demands in the most efficient in the city of Boulder to assess the way possible” by minimizing new overall effectiveness of its sustainable spaces and promoting parking transportation, TDM, and parking reductions.124 This component of management strategies. the strategy is largely undeveloped. Existing parking efficiency strategies Progress Towards Objectives are notably absent in the city of The City of Boulder collects and Boulder. However, the City is currently analyzes data relating to each of its TMP conducting extensive planning and objectives to track progress. A snapshot research to identify policies, programs, of this data is provided online on the and actions. Some of these next steps city’s website (https://bouldercolorado. include parking code changes to gov/boulder-measures). In addition, reflect the actual parking supply and a Transportation Report on Progress demand, multimodal goals for the TMP, (TRP) is published every two years. decreasing the number of parking The most recent TRP was published in reductions that are requested, and 2018 and served as the major source pursuing data-driven management to of information to evaluate Boulder’s improve system efficiency and share transportation strategies. As shown information effectively. in Figure 30, a report card for TMP objectives is included in each TRP. Minimizing the Impact of Parking The report card shows the TMP’s Minimizing the impact of parking is of measurable objectives, its progress, particular importance in key centers and whether the objective was met or like downtown Boulder. To achieve not. this, Boulder states that the primary Overall, Boulder met five of its nine focus of any site should be quality measurable objectives. It is important 67 Spring 2019 Community Strategies for Improving Accessibility Objectives Progress Performance Reduce vehicle miles of travel in the VMT was last estimated at 2.49 Boulder Valley by 20 percent by 2035 million in 2016 X Objective Not Met Reduce single occupant vehicle travel Resident SOV mode share was 36% to 20 percent of all trips for non- in 2015 Objective Met residents and 60 percent of work trips Non resident SOV mode share was for non-residents. 78% in 2017 Objective Met Achieve a 16 percent reduction in green house gas emissions and 448,994 million metric tons of continued reduction in mobile source transportation related GHG in 2016 X Objective Not Met emissions of other air pollutants No more than 20 percent of roadways 11 percent of signalized congested at Level of Service (LOS) F intersections at LOS E or F in 2017 Objective Met Expand fiscally-viable transportation options for all Boulder residents and 2017: 311,00 city support to VIA employees, including older adults and 2017: 11,298 est. residents eligible Objective Met people with disabilities for Neighborhood EcoPass Increase transportation alternatives Boulder Employees: 18% increase commensurate with the rate of Transit Service Hours: 10% Objective Met employee growth DecreaseBike System Miles: 30% Increase “Toward Vision Zero” fatal and serious injury crashes: continuous 66 serious injury and fatal crashes improvement in safety for all modes in 2016 X Objective Not Met of travel Increase the share of residents living in complete neighborhoods to 80 29 percent of residents lived in a percent walkable neighborhood in 2017 X Objective Not Met Reduce daily resident VMT to 7.3 miles 12.8 miles per day for Boulder per capita and non-resident one-way Residents in 2015 X Objective Not Met commute VMT to 11.4 miles per capita Estimated 15 miles for a nonresident one-way commute in 2017 FIG. 30 Transportation Master Plan (2014) Objectives Report Card, 2018125 68 Boulder, Colorado to understand that the planning horizon ride transit. Since its introduction for the TMP was 20 year, or until 2035, in 2015, it has successfully helped so failure to meet an objective in 2018 change travel behavior for around does not necessarily mean a strategy 80,000 people. As previously was ineffective. Several insights can be mentioned, the Eco Pass Program is gleaned from this assessment. First, a discounted annual, universal transit Boulder’s unmet objectives are those pass that is purchased by employers that show tangible end-product results for employees, neighborhood groups, in behavior change or transportation and the University of Colorado for impact change. For example, Boulder students and staff. Overall, the Eco did not meet its objective of reducing Pass program has been incredibly vehicle miles of traveled by 20 well-received by both purchasers and percent. VMTs have actually increased users. When the program began in slightly since 1990. Given this, it is not 2015, 75,599 people used it. By 2017, surprising that Boulder also has not the number of users had increased by yet met its greenhouse gas emission 6,706 users or 8 percent to 82,305, reductions. However, there are areas as shown in Figure 31. Significantly, where significant progress has been 18 percent of the growth experienced made. One such example is the city’s during that time period was driven by ability to reduce SOV mode share for business participation. Close behind residents to 36 percent in 2015 from was neighborhood group participation, 44 percent in 1990. However, the same which grew 13 percent. The largest trend is not as strong for non-resident user group of the Eco Pass program SOV mode share, where figures have is by far University of Colorado, decreased to 78 percent in 2017 from Boulder — including students, faculty, 81 percent in 1991. These varied and and staff — which combined accounted conflicting progress statistics show the for 52 percent of users (City of Boulder, myriad of complex relationships at play Colorado, 2018). Given all this success, that determine the success or failure of Boulder is exploring the feasibility of Boulder’s — or any city’s — transportation expanding eligibility for the program by system. making it community-wide. HIGHLIGHTS Neighborhood Access Tool While the big picture results are Boulder’s Neighborhood Access Tool mixed, several programs and policies (NAT) is an important analytical tool in Boulder show clear success. The that provides an objective assessment section below provides a detailed of the degree to which residents live overview of such strategies. in “15-minute walking neighborhoods.” The NAT helps Boulder assess Eco Pass whether it is meeting TMP Objective 8 The Eco Pass Program is one of (Increase the share of residents living Boulder’s most effective TDM in complete, walkable neighborhoods programs. In fact, a sensitivity analysis to 80 percent). The power of this tool conducted shows it is one of the most is its ability to synthesize the concepts cost-effective tools the City uses to of sustainable transportation, TDM, increase transit ridership. Eco Pass and compact/mixed development. The holders are five to nine times more inherent overlap between land use mix, likely than non-Eco Pass holders to densities, and transportation facilities 69 Spring 2019 Community Strategies for Improving Accessibility Program 2015 2016 2017 Percent Change (2015 to 2017) College Pass Program 32,945 34,235 34,735 5.2% CU Faculty and Staff 7,914 8,286 8,684 8.9% CAGID Downtown Program 6,613 6,702 6,864 3.7% UHGID University Hill 0 383 343 100.0% Boulder Junction Business 68 96 689 90.1% Boulder Junction NECO 303 423 417 27.3% Business Program BECO 16,137 17,191 19,275 16.3% Neighborhood Program 11,619 11,709 11,298 -2.8% Total 75,599 79,025 82,305 8.1% makes showcasing the concept of a lived in walkable neighborhoods.126 FIG. 31 15-minute neighborhood incredibly While this is significantly below its Eco Pass Estimates, 2015-2017 useful. In Boulder, the NAT works objective of 80 percent of residents, Source: (City of Boulder, using GIS to create “access scores” the ability of the tool to objectively Colorado, 2018) for areas that represent the ability to benchmark and continuously measure walk to various destinations. Access this attribute is noteworthy. This type of scores were created when the TMP was analysis can easily be tracked over time updated in 2014 and again in 2017. Over and incorporated into other planning that time period, slight improvement initiatives. was observed in areas where additional mixed-use development had occurred. In 2017, 29 percent of Boulder residents 70 Seattle, Washington Seattle, Washington Washington State, like Oregon, has a comprehensive statewide land use planning system, although some contend that the Growth Management Act (GMA) in Washington is less rigorous. Seattle has enacted its Comprehensive Plan, Seattle 2035, in accordance with the GMA. There are dozens of Implementation 5 Implement safety programs along Tools; this report focuses particularly corridors with high levels of crashes on Move Seattle. 6 Improve safety in school zones Move Seattle In 2015, Seattle voters approved a 10- 7 Improve pavement markings, replace year, $895 million levy to fund Seattle’s aging signs and add lighting to “Move Seattle” 10-year strategic enhance visibility and increase safety transportation vision. The overall plan for Move Seattle is to make the 8 Build the core citywide grid downtown area interconnected with of protected bike lanes and neighborhood districts throughout the neighborhood greenways city. It also calls for major infrastructure maintenance and repair, as well as 9 Provide education programs to help smaller design details that promote pedestrians, bicyclists and motorists safety, efficiency, and accessibility. travel safely and efficiently This initiative has set forth the following goals aimed at making Seattle 10 Repair damaged or closed public a fully accessible, safe, and sustainable stairways to connect neighborhoods transportation city: and improve accessibility 1 Repair, replace, and operate bridges 11 Identify and fix failing retaining walls to support safe travel and seismic and minimize landslides to protect resiliency public infrastructure and private property 2 Repair sidewalks and support healthy tree growth in areas of high The architects of Move Seattle have pedestrian demand to enhance safety segmented out these broader goals in and support walkable neighborhoods to more succinct short-term goals to be achieved over the next three years. 3 Repair damaged residential sidewalks These goals include: through innovative cost-sharing solutions to support walkable Roll out a coordinated Vision Zero neighborhoods program: • Implement 20 mph speed zones in 4 Evaluate and address safety concerns residential areas on a neighborhood- and crash locations quickly and by-neighborhood basis, starting with effectively areas with the highest crash rates 71 Spring 2019 Community Strategies for Improving Accessibility FIG. 32 Growth Management Diagram 72 Seattle, Washington • Reduce arterial speed limits to 30 • Install up to 25 pedestrian countdown mph or lower to improve safety signals each year • Create a traffic safety education kit • Help employers develop walking for community groups and schools to programs for employees in Seattle’s promote road safety and Vision Zero most walkable neighborhoods • Partner with Seattle Police Seattle Examples Department to conduct routine While Move Seattle is a massive and enforcement in areas with high crash wide-scale investment for the entirety rates of the city, there are dozens of smaller transportation projects that aim to Build out an all ages and abilities bike bolster transportation exclusively within network: the downtown area. • Build up to 50 miles of the highest One such project is the Pike/ priority protected bike lane segments Pine Complete Street. The Pike/Pine connecting to and through downtown Complete Street adds protected bike and new neighborhood greenways to lanes, transit amenities, improvements improve pedestrian and bicycle travel to the pedestrian realm, improves to and through our neighborhoods transit speed and reliability, and increases efficiency for all modes. Repair critical infrastructure to increase To increase mobility within the Pike/ safety Pine Complete Street Corridor the • Repair up to 25 blocks of damaged following actions are taken: sidewalk each year 1 Prioritize pedestrians within Seattle’s • Begin seismic retrofit of Seattle’s complete streets hierarchy remaining unreinforced bridges 2 Selectively convert one-way streets to two-way • Rehabilitate up to five stairways each 3 Lower the downtown speed limit year 4 Widen sidewalks where needed 5 Raise sidewalks where possible Prioritize pedestrians 6 Implement the bicycle master plan • Make the 27 percent of the city 7 Implement the Center City Connector without sidewalks more walkable by streetcar constructing up to 30 new blocks 8 Update pedestrian/traffic signals to of sidewalks connecting to transit favor and protect pedestrians stops and community centers and 9 Implement the bike-share program identifying new funding tools and partnerships to increase sidewalk From a design perspective, the construction City of Seattle plans to achieve these outcomes by approaching • Use high-reflectivity crosswalk transportation design as a multi-layer markings on all projects process. It has identified three tiers of street design to increase multi-mobility • Modify signal timing to favor modes: pedestrians in neighborhood business districts 73 Spring 2019 Community Strategies for Improving Accessibility The Light Layer: aesthetics and Access for People functionality for events and day-to-day A Bus or rail stops activities B Bike parking C Curb bulbs The Middle Layer: pavement-fixed D Passenger load zones furnishings E Short-term parking F Taxi zones The Deep Layer: fundamental allocation of the right-of-way space among Access for Commerce — Goods and pedestrians, transit, bicycles, trucks, services reach their customers and and cars markets A Commercial vehicle load zone Seattle is taking a joint approach to B Truck load zone transportation and land use planning as the two are so intertwined. In order Activation — Offers vibrant social spaces to make the most out of a limited A Food trucks resource, the City is creating new ways B Parklets and streateries to think about their resources. One C Public art important example is the rethinking of D Street festivals how the curb space is used, leading to their Flex Zones program. Greening — Enhances aesthetics and environmental health Flex Zones A Plantings To get the most use out of pavement, B Boulevards the City of Seattle has implemented C Street trees curb use priorities for its streets, D Planter boxes otherwise known as Flex Zones. E Rain gardens and bio-swales Flex Zones are the flexible space between the streets and sidewalks Storage — Provide storage for vehicles where people find their bus, park a or equipment car, hail a cab, drop off a passenger, A Bus layover or make a delivery. This space can B Long-term parking also be dynamically structured given C Reserved spaces surrounding land uses and intensity of D Construction use. Flex Zones can also be structured in accordance with desired function of The City of Seattle has identified the space throughout the day. The City varying priorities of these uses given of Seattle has identified six different the surrounding land uses (Figure functionalities of Flex Zones: 33). Using the above matrix in conjunction with the functionalities Mobility — Moves people and goods of the Flex Zones, city staff can A Sidewalks determine what the best uses are for B Bus or streetcar lanes the surrounding land uses of the area in C Bike lanes question. D General purpose travel lanes (includes freight) SEATTLE SUMMARY E Right- or left-turn only lanes Seattle has a multitude of plans and policies that implement the goals 74 Seattle, Washington FIG. 33 outlined in their comprehensive plan, Economic Opportunities Seattle Priority table Move Seattle being the most applicable • Affordable Housing by land use for this discussion. The next section • Climate Change and Energy discusses the adaptability of Move Resiliency Seattle policies to Eugene. • Compact Development and Efficient Transportation Options Application of Seattle Policies and • Neighborhood Livability Programs to Downtown Eugene • Natural Resource Preservation Seattle is a very different city than • Adaptable Implementation Eugene. As indicated in Table I, Seattle is more populous, with higher Viewing Seattle’s programs and density and median household income policies in consideration of Eugene’s as well as higher median house values. guiding plans, we have crafted unique This being said, there are still programs recommendations that strive to improve and policies that could help make Eugene’s Downtown: transportation/ Eugene a more livable community and parking management and land use/ reduce automotive dependence in the urban design. downtown area. The following section outlines ideas that could translate to TRANSPORTATION AND PARKING fit Eugene’s vision while retaining the MANAGEMENT character of Eugene that many of its residents cherish. To inform the future Reclaim the Curb of Eugene, the City and residents are Historically cities have been allocating in the process of creating Envision curb space for a purpose that can make Eugene, a comprehensive plan the most revenue for cities: parking. that aims to create a desirable and Without changes in city policy, one prosperous Eugene. Envision Eugene study found that on-street parking is supported by the following Seven occupancy will decline 12 percent for Pillars: each 1,000 additional trips taken by transportation network companies (TNC).127 In the long run this can have 75 Spring 2019 Community Strategies for Improving Accessibility a detrimental effect on local revenue removed, but rather two or three spots unless the city takes proactive steps to allow for easy pick-up and drop-off towards reclaiming their curb space. of TNC passengers. The ability to be Curb space is used for everything safely be dropped off on the block of from parking, deliveries, food trucks, one’s’ destination may also entice some parklets, and mobility sharing options. current drivers to take a TNC service Seattle has been piloting Flex Zones downtown. throughout its downtown area. During Flex Zones also improve safety and the morning and evening rush hours the traffic flow in one-lane areas, such as area is reserved for drop-off or pick-up Broadway Street. By allowing a vehicle for rideshare, during the majority of the to pull into a parking space, both day the area is reserved for commercial vehicles and bicycles can continue delivery, and overnight the space can their journeys instead of coming to a be used for parking or other uses. This standstill. policy shows that the City recognizes Flex Zones can be an effective the multitude of uses the same curb way to manage curb space in the face can have over the course of a changing transportation environment, single day. but promoting efficient modes of This policy can be applied to Eugene transportation, such as transit, can also in a similar manner. For example, the have a strong influence in a reduction parking surrounding the downtown for curb space. Kesey Square area can be adjusted in a similar manner to represent actual Emphasize Public Transportation daily uses of the area instead of always Seattle has grown rapidly and as being used for parking. Note that a result has been forced to find FIG. 34 a project like this does not require innovative ways to discourage the Community Climate Recovery Ordinance a complete block of parking to be Goals 76 Seattle, Washington FIG. 35 use of single occupancy vehicles and with vehicle and bicycle traffic. This Commuter Mode Share promote mass transit. is an idea that could translate well to Accordingly, Seattle has consistently Eugene, especially in its downtown increased its bus ridership over the core. past decade, being only one of a few Even though 26,000 jobs have been U.S. cities to do so. Eugene, along with added in the downtown Seattle core Lane Transit District (LTD), can promote since 2010, the number of cars on the bus ridership using effective proven road has remained constant. Much of methods from Seattle. Not only would the new commuters are choosing to a ridership increase lower the number use transit to reach their destination as of cars driven daily to and from the referenced by Figure 35. Downtown district thereby reducing Increasing bus ridership cannot parking demand and supply, it would occur independently, but rather must also help the City of Eugene meet its occur in conjunction with projects that Climate Recovery Ordinance (CRO). would decrease the supply and demand Two primary ways Seattle has of parking in Downtown.128 increased its bus ridership are by One of Move Seattle’s policies is to making it quick and convenient. The provide 72 percent of Seattle residents City has recently developed its first with 10-minute all-day transit service Bus Rapid Transit (BRT), which Eugene within a 10-minute walk of their homes. already has. The City also prioritizes Even though Seattle is more densely bus transit at many intersections, giving populated than Eugene, Eugene could the bus a bulb-out at the intersection strive for a similar goal. A predictable coupled with an advanced signal that and frequent transit line would entice allows the bus to process through the ridership thereby reducing the demand intersection without having to merge for parking (both on- and off-street) in 77 Spring 2019 Community Strategies for Improving Accessibility downtown Eugene. This would have the generators — like hospitals or light rail potential to free land area that can be stations — where on-street parking is used for more appropriate land uses restricted for those except residents than parking. and short-term visitors. Eugene and LTD are currently If Eugene adopted a program similar partnering on the MovingAhead project to this, it could help prevent commuters that seeks to add features to select from driving into the city and parking transportation corridors to better their cars on the street for the workday connect people with their destinations. when there could a better use for that Already having this program in the same street space. Restricting use of works is the first step, but the approach this right-of-way requires a compelling must seek to create corridors for all reason. In this case, it is to prioritize modes of transportation, not only bus. residential and short-term visitor Like Seattle, Eugene could look to parking over commuter parking in the commuter nodes within the city when public right-of-way.129 determining where to place new, or increase frequency of, transit services. Performance-Based Parking Pricing Program PARKING Seattle has a program that aims to Both Seattle and Eugene manage all maintain one to two open parking of the on-street parking within their spaces on each block face at all times respective city limits, and this control by using annual data to adjust future holds a great opportunity to activate rates. This program aims to deter former parking spaces for pedestrian parking in the right-of-way by charging use. a higher price for the same parking spot Currently, Eugene has installed some at different times during the day. smart meters that enable people to use A program like this could be used in technological devices, in addition to Eugene, especially in the downtown traditional methods, to pay for parking. area by charging higher prices in during The City is also progressing to a system higher demand times of day. The funds that will represent real time data of could in turn be used for infrastructure how many parking spaces are available improvements that would assist at any time. These technologies bring activation of the street by pedestrians. efficiency to Eugene parking but do One concern with any pricing not necessarily address the underlying scheme is equity. If the City of Eugene policy that is outdated for the current were to move forward with this plan, transportation and land use landscape. a discussion about creating a parking Seattle has a few interesting waiver or similar program that would programs relating to parking that could not disproportionately affect low- be adapted for Eugene. income parkers would be encouraged. Restricted Parking Zone Program ALTER THE APPROACH TO (RPZ) TRANSPORTATION PLANNING Seattle has enacted an RPZ program to As mentioned earlier, Seattle has balance the needs of the community categorized their transportation with those who want to use the planning into various levels that parking space. RPZs are residential designate the severity and longevity areas around commuter traffic of projects: the Light Layer, the 78 Seattle, Washington Middle Layer, and the Deep Layer. • Reducing speed limits in pedestrian This characterization of transportation activity areas infrastructure change may not necessarily make the process Eugene can implement similar less onerous, but it does show a changes, albeit at a slower rate unless coexistence of priorities on behalf of a funding source can be attained. the cities. It also gives an indication Changing speed limits can have a that elements of the Light Layer can be significant impact on perceived and switched more rapidly than the Deep actual safety in a downtown area. Layer. This shift could be replicated in Unfortunately, only reducing a speed Eugene transportation planning, but it limit may not help; there must also be is more of a reframing of a similar issue constant enforcement of the speed than a particular policy or program. limit. The City of Eugene has recently Improve Downtown Street Safety implemented a Vision Zero program to (Vision Zero) increase the safety of its transportation The area surrounding intersections systems. Vision Zero is an approach has a great impact on the safety of to transportation safety that accepts the given intersection. A safe street “no loss of life or serious injury on our environment will encourage people to transportation system.”130 There are visit the downtown area and thereby many potential projects that can be increase overall activity downtown. used to increase safety including, but Seattle prioritizes pedestrians as part not limited to lighted crossings and of their Move Seattle program through lower speed limits. initiatives including: ENCOURAGE APPROPRIATE LAND • Making the 27 percent of the city USES without sidewalks more walkable by constructing up to 30 new blocks Nodal Centers of sidewalks connecting to transit Seattle has taken a comprehensive stops and community centers and approach to develop its land uses by identifying new funding tools and creating multiple districts that promote partnerships to increase sidewalk different, distinct activities. The districts construction are as follows: • Using high-reflectivity crosswalk Urban Centers: These are considered markings on all projects the densest Seattle neighborhoods. • Modifying signal timing to favor These Centers act as regional centers pedestrians in neighborhood and local neighborhoods that offer business districts a diverse mix of uses, housing, and employment opportunities.131 • Installing up to 25 pedestrian countdown signals each year Hub Urban Villages: Communities that offer a balance of housing and • Helping employers develop walking employment but are less dense programs for employees in Seattle’s than urban centers. These areas most walkable neighborhoods provide a mix of goods, services, and 79 Spring 2019 Community Strategies for Improving Accessibility FIG. 36 Pedestrian Fatality employment for their residents and trips and decrease the amount of surrounding neighborhoods.132 fossil fuels burned and the amount of greenhouse gases emitted. Increasing Residential Urban Villages: Areas of residential and employment densities residential development, at lower in key locations makes transit and other densities than urban centers or public services convenient for more hub urban villages. While they are people and therefore makes these also sources of goods and services services more efficient.135 for residents and surrounding communities, they do not offer many Complete Streets Initiative employment opportunities.133 The City of Seattle Department of Transportation (SDOT) has made a Manufacturing/Industrial Centers: strong initiative to design streets Home to the city’s thriving industrial for pedestrians, bicyclists, transit businesses. Like urban centers, they riders, and persons of all abilities are important regional resources for while promoting safe operation for all retaining and attracting jobs and for users, including freight. All projects maintaining a diversified economy.134 are examined through this lens. Downtown Eugene would be akin Seattle uses a data-driven approach to an Urban Center. The purpose of to administer its complete streets an Urban Center is to locate more program. Seattle defines Complete residents, jobs, stores, and services in Street as “[These] often provide close proximity can reduce the reliance improved crossings, good lighting on cars for shopping and other daily and sidewalks for pedestrians; bicycle 80 Seattle, Washington lanes, sharrows or wide outside lanes document that could be included as for bicyclists; adequate lane width part of the application process. Seattle for freight and transit operation; also maintains an online Complete convenient transit stops for transit Streets Review Story Map that enables riders; and street trees, landscaping viewers to see where and when projects and other features such as improved have been completed and what lighting that make streets good for improvements were made at that time. community life.”136 This is a GIS-based map that allows for To begin with, every project over easy updating. A similar program could $500,000 must complete a “Complete be utilized in Eugene and could be Streets Checklist.” SDOT uses this used as a promotional tool to share new tool to collect data and information complete streets. about the status of the street and surroundings, as well as the details of the project, with a goal of identifying specific improvements that can be incorporated into the project to balance the needs of all users. Eugene has a complete streets design guide, but it does not have a “Checklist” as Seattle does. This is a FIG. 37 81 Spring 2019 Community Strategies for Improving Accessibility Bellingham, Washington Bellingham is located in northwest Washington with a population of approximately 83,580 people. Bellingham offers a vibrant small city life with a variety of places to live, work, shop, and recreate. Bellingham is about 28 square miles and located within Whatcom County. The city provides about 40 percent of the county’s population and approximately two thirds of its jobs. Bellingham prides itself on its Downtown Bellingham Context excellent schools and picturesque Downtown Bellingham occupies 249 natural setting. Located on the Puget acres along the Puget Sound waterfront sound and west of the northern harbor. Since 1989, downtown Cascade mountain range, Bellingham Bellingham has been a targeted attracts a diverse community. Due location for strategic planning efforts. to its proximity to natural features, Downtown Bellingham has experienced the residents of Bellingham value building booms, retail exodus, and ecological sustainability and protection. an evolution from a solely business Bellingham historically underwent district to a multi-use neighborhood. a 1 to 2 percent annual growth rate Downtown Bellingham currently between the years of 1950 and provides jobs, housing, entertainment, 1995. From 1995 to 2015, Bellingham and services that accommodate a experienced an increase in population diverse and growing population. from 67,825 to 83,580 or about 23 In 2013, there were approximately percent. Residential development is the 7,565 jobs within the office, retail, dominant land use within Bellingham’s government, and industrial sectors city limits with 54 percent of residential throughout Bellingham’s downtown.137 It zones being single-family. The major is estimated that by 2036 there will be employers within Bellingham include an increase in downtown employment PeaceHealth St. Joseph, Western to approximately 8,410. There are Washington University, and the approximately 3.7 million square Bellingham School District. Figure 38 feet of developed space allocated is a 2015 Bellingham snapshot. for employment within an expected Bellingham has a larger millennial development increase of 40,000- population in comparison to Whatcom 60,000 square feet before the next County, which has a larger baby planning period.138 This will increase the boomer population. It is predicted amount of people coming to downtown that the city of Bellingham will be for employment and increase the need getting older over the next 20 years for applicable transportation planning. as millennials enter their 40’s and Bellingham advertises downtown above. The population of Bellingham as “everyone’s neighborhood.” The is continuing to diversify, although the City of Bellingham has monitored the majority of the population iswhite. implementation strategies that they 82 Bellingham, Washington FIG. 38 2015 Bellingham Demographic Snapshots Source: City of Bellingham Comprehensive Plan FIG. 39 Age Profiles Source: City of Bellingham Comprehensive Plan, Introduction, 2016 83 Spring 2019 Community Strategies for Improving Accessibility FIG. 40 We’re Becoming More Diverse Source: City of Bellingham Comprehensive Plan, Introduction, 2016 have deemed successful for downtown. • Bellingham’s farmers market Some of these accomplishments are: is permanently housed within downtown and provides the • People continue to be interested in community with local and sustainable living downtown where there is a agriculture.139 strong sense of community, active transportation infrastructure, and The Downtown Bellingham Plan commercial and retail opportunities. outlines ten vision statements that are rooted in community context and • The pedestrian infrastructure has engagement activities. Out of theses continued to increase and improve ten vision statements, three stand out to incorporate utilization of public as directly relating to transportation: space while increasing corridors and connections to and from downtown. 1 Downtown’s network of public parks, plazas, trails, and open space is • Bicycling networks have increased enhanced and interconnected and improved in terms of safety through an $11 million investment in 2 Downtown’s streets safely bike lanes and bike parking. accommodate many modes of travel: pedestrians, bicycles, automobiles, • Restoration of the waterfront and transit, and freight. Whatcom Creek corridor that runs through downtown has expanded 3 Downtown’s streetscape is active recreation opportunities within and comfortable day and night, with downtown. pedestrian-scale lighting, street trees, landscaping, seating, and other 84 Bellingham, Washington coordinated amenities that establish Almost twice the amount of people a distinct identity. commute to Bellingham for work as commute outside of city limits. This, Bellingham’s Transportation Context in addition to being the entertainment Bellingham recognizes transportation center, has inspired Bellingham to planning as intricately tied to land implement the complete networks use, the pattern of development, approach to planning where they have and the local economy. Bellingham integrated the transportation modal prides itself on planning a multimodal hierarchy (see Figure 41).140 transportation system that includes This hierarchy guides the citywide a variety of types of transportation planning efforts, focusing heavily on networks including pedestrian, bicycle, non-motorized options and public transit, automobiles, freight trucks, transit. This ultimately guides the marine ferry, railroads, and airplanes. City in creating policies that reduce Bellingham continues to plan for safe dependence on single occupancy and well-connected complete networks vehicles while increasing quality of life for the major everyday transportation through improvements in health and needs. These networks are designed well-being and reducing greenhouse for all people, with a variety of abilities gasses. to travel comfortably and efficiently The Bellingham Comprehensive through varying modes of travel. Plan outlines policies that create an Because Bellingham is Whatcom underlying structure for transportation County’s hub for employment, development throughout the city. shopping and entertainment, the The purposes of these policies are to City recognizes the need for efficient provide guidance in implementing transportation planning in order to a complete networks structure advocate transportation mode shift. approach within Bellingham and FIG. 41 Bellingham’s Transportation Model Hierarchy 85 Spring 2019 Community Strategies for Improving Accessibility Whatcom County. The City recognizes transportation, and travel demand transportation as an important feature management. These themes are that affects all aspects of city life. seen throughout citywide planning Therefore, the transportation policies documents, municipal code, and are integrated into citywide planning policies. The City acknowledges efforts beyond the transportation that to create a sustainable and chapter. This includes land use, diverse community, it is necessary housing, utilities, and design. to implement a variety of housing, Bellingham has six transportation employment, and transportation goals that impact and guide the City to options. Bellingham defines sustainable incorporate a sustainable and efficient development as “development that multimodal system. These goals are: meets the needs of the present without compromising the ability of future • GOAL T-1: Limit urban sprawl by generations to meet their own needs.”141 linking land use and transportation There are a wide variety of programs planning. and policies that meet the city’s need for sustainable development in parking • GOAL T-2: Provide safe, well- management, transportation, and travel connected, and sustainable mobility demand management. A few of these options for all users. are listed and described below. • GOAL T-3: Increase infrastructure • Complete Networks:142 Before for bicycles, pedestrians, and non- the Complete Streets movement, single- occupancy vehicle modes of Bellingham adopted policies and transportation. plans that directly addressed recommendations to accommodate • GOAL T-4: Reduce dependence on pedestrians, bicyclists, and transit single-occupancy vehicles. riders as well as vehicle riders along arterial streets. • GOAL T-5: Maintain and improve streets, trails, and other • TRAM: Transportation Report on infrastructure. Annual Mobility is an annual inventory and assessment of the progress of • GOAL T-6: Ensure that social the Complete Network approach. equity needs are addressed in all It allows the City to have accurate transportation projects. and up-to-date information about success and improvements from The following report outlines aspects which the City can learn and adjust. of Bellingham’s complete network The TRAM includes individual planning and recommended highlights chapters on performance measures to the City of Eugene to incorporate and progress of pedestrian, bicycle, into future transportation planning. transit, automobile, and freight truck networks. Three hundred seventeen SUMMARY OF TOOLS development proposals have been Bellingham utilizes various types evaluated for concurrency in citywide of plans, policies, and programs concurrency service areas (CSAs) to implement effective parking since 2006.143 management, sustainable 86 Bellingham, Washington • Parking Management Plan: This vehicle infrastructure. The code plan is used as a guide for the aligns with the community goals city to understand the current for a sustainable and efficient conditions and demand for parking transportation system while focusing within downtown. A regular parking on the transportation modal study is conducted and helps hierarchy. inform the City about constraints and opportunities for downtown • Pedestrian Master Plan: The City parking. A future parking forecast is of Bellingham Pedestrian Master conducted to understand the need Plan provides an overview of for future development of parking recommended actions, policies, lots. Currently Bellingham has an partner programs, and Bellingham over-allotment of parking garages pedestrian networks. and there is a halt on all near future development. This allows Bellingham • Bicycle Master Plan: The City to continue to increase multimodal of Bellingham Bicycle Master transportation services throughout Plan provides an overview of Bellingham. recommended actions, policies, partner programs, and improvements • Greenroads Rating System:144 This to the Bellingham bicycle networks. is a third-party system operated by the Greenroads Foundation. • Multimodal Transportation This program certifies sustainable Concurrency Program: Bellingham roadways and transportation has identified Levels of Service infrastructure through a measurable (LOS) standards for bicycle, trail, metric based on design and and pedestrian networks based construction practices. Bellingham on local needs. This supports uses these metrics as a standard for Washington GMA requirements their roadway and transportation for accommodating growth in development. Bellingham has transportation networks and limits earned awards from the Greenroads the use of SOVs. Foundation in excellence in transportation planning. The City of Bellingham brings a holistic approach to transportation • Whatcom Smart Trips: A program to planning, recognizing that help community members increase transportation is a major topic that daily trips through walking, bicycling, affects all aspects of city life and ride sharing, and public transit. The vitality. The above plans, programs goal of Smart Trips is to reduce and policies are examples of this single occupancy vehicles through holistic planning approach and are incentives and programs that allow interconnected to create efficient and for safe and accessible multimodal sustainable transportation networks. usership. HIGHLIGHTS • Bellingham Municipal Code: Outlines This section focuses on highlights design standards and regulations within planning documents as that determine development of ways in which Bellingham has been pedestrian, bicycle, transit, and successful to increase sustainable 87 Spring 2019 Community Strategies for Improving Accessibility transportation, reducing parking convenient, and attractive pedestrian demand and implement travel demand environment.” management. Primary goals of this plan include safety, equity, health, Sustainable Transportation economy, connectivity, multimodal Mode shift goals are a primary target transportation, and land use and site of the Bellingham transportation plans. design of the bicycle networks in the The reasoning behind mode shifts is to city of Bellingham.146 The pedestrian provide transportation choices that are plan outlines 30 policies to promote safe, limit the use of SOVs, and reduce these goals. Common themes seen vehicle emissions. Forty-eight percent across these goals and policies include of carbon dioxide emissions originate promoting a mode shift to walking from motor vehicles in Bellingham, trips through site design, infrastructure and the City has a goal to reduce improvements, and increased access these greenhouse gas emissions by 70 to new users. Large portions of percent between 2000 and 2020.145 Bellingham’s residents frequently walk Providing the community with non- as a mode of transportation according vehicular transportation options that to the Pedestrian Master Plan. Further are safe and connected reduces the growth in the city will require additional number of cars on the road, thus infrastructure to continue to uphold this allowing the community to achieve its standard of frequent pedestrian travel goal of limiting emissions. and limit the use of SOVs. The plan calls Bellingham’s Pedestrian Master Plan for the development of nearly 80 miles and Bicycle Master Plan provide further of sidewalks, 58 improved crossings, detail about the City’s efforts to meet and robust programs to encourage these goals of promoting multimodal walking for the next 20 years.147 transportation. These plans aim to To promote this accessibility in its increase use and access to pedestrian new infrastructure, the Bellingham and bicycle networks throughout Pedestrian Plan highlights best the city. Both plans identify specific practices and design standards that mileage of network development that should be incorporated through new they would like to see implemented infrastructure development. This in the city during the comprehensive includes standards for sidewalks and plan’s 20-year window. crossings with minimum widths for acceptable infrastructure. The design Bellingham Pedestrian Master Plan standards outlined in the plan also The guiding principles in the City of include the rationale for including Bellingham Pedestrian Master Plan these features and the requisite upkeep are represented in their listed vision for the features over time. This yields statement, promoting the community more easily implemented standards values and interest in furthering the for their new infrastructure and older pedestrian networks: infrastructure as it is updated. These “The residents of Bellingham envision renderings serve as the gold standard a community that invites people of what Bellingham should offer of all ages and abilities to walk residents in pedestrian infrastructure. for enjoyment, exercise, and daily A key piece of the accessibility transportation by providing a safe, discussion in Bellingham’s pedestrian plan is accommodating those with 88 Bellingham, Washington FIG. 42 disabilities. Figure 42 provides abilities have access to a safe, well- Design Considerations considerations and solutions for connected network linking all areas for Pedestrians with Disabilities accommodating individuals with of Bellingham.”148 The bicycle plan Source: Bellingham Pedestrian disabilities in the pedestrian network. outlines 26 policies to support the Master Plan, Chapter 4, Design Standards These considerations are incorporated goals and vision statement of the city throughout the design standard of Bellingham bicycle transportation. renderings in the pedestrian plan. This These policies include safety, image provides a visual representation connectivity, transportation mode shift, of some of the design considerations and public and environmental health. and solutions provided as national Infrastructure building, transportation best practices. Including these in the mode shift, accessibility, and plan more successfully communicates environmental impacts are key themes the benefit and need for accessible of these policies in the bicycle plan. designs while promoting inclusivity in The remaining chapters outline network the transportation networks. Ideally, improvements, design guidelines for these designs will promote new and new infrastructure, and recommended more frequent users with complete and partnerships to further these goals. accommodating pedestrian routes. A priority that is evident in the Bellingham Bicycle transportation plan Bellingham Bicycle Master Plan is the accessibility of their networks The Bellingham Bicycle Master Plan to all users, regardless of age, ability, vision is that “bicyclists of all ages and and cycling experience. This plan 89 Spring 2019 Community Strategies for Improving Accessibility references a study conducted by the measurable data for all modes of Portland Department of Transportation, transportation, including pedestrian, which showed that a large portion of bicycle, motorized vehicles, transit, the cyclists in a city are “interested but and multi-use trails.153 The LOS defines concerned” riders. This means that they optimal conditions at which these are interested in using this alternate modes of transportation perform. form of transportation but feel that The inclusion of non-vehicular LOS there are infrastructure barriers to using was new at the time of this program’s this mode. This population is the target implementation — Bellingham was one audience for bicycle improvements of the first cities to include trail, bicycle, outlined in the Bicycle Master Plan.149 and pedestrian levels of service in their The Bellingham Bicycle Master transportation planning processes. Plan calls for 134 miles of on-street Policy T-21 explains the LOS calculation facilities, with a recommended 50 miles and observed metrics:154 of bike boulevards and 45 miles of Calculate “Person Trips Available bike lanes.150 These ambitious project by Concurrency Service Area” as plans are prioritized based on safety, Bellingham’s Adopted LOS standard to connectivity, demand, and equity in serve planned growth in different parts Bellingham and also by the short-, of the city. Per BMC 13.70 Multimodal medium-, and long-term timelines Transportation Concurrency, that will be required to complete.151 Bellingham and the UGA are divided Monitoring the completion of these into CSAs based on differing land projects becomes the next step in use contexts and multimodal LOS is meeting the goals outlined in the calculated for each CSA using the Bicycle Master Plan. Tracking these following performance measurements: projects is done annually through the TRAM. • Completeness of sidewalk network; • Completeness of bicycle network; Multimodal Transportation Concurrency • Whatcom Transit Authority (WTA) Program transit capacity, transit route The City of Bellingham has incorporated frequency, and transit ridership; a Multimodal Transportation • Vehicle traffic volume to capacity; Concurrency Program in alignment with and their goals to improve transportation • Access to multi-use trails. networks and limit SOVs on roadways. Concurrency is a policy that ensures Locally defined LOS standards adequate public facilities and services are emphasized in the Bellingham are available at the time of the impacts Comprehensive Plan Multimodal of new land development according to Transportation Chapter. This has locally adopted LOS.152 In the case of allowed Bellingham planners to best Bellingham’s Multimodal Transportation accommodate the needs and fill gaps Concurrency, the City must ensure in their community. While the method that their transportation networks of determining LOS for vehicular travel are improved and standardized to and the coordination for gathering the accommodate the city’s growth. WTA metrics remain largely unchanged, The Bellingham Multimodal the community developed methods to Transportation Concurrency Program measure non-motorized transportation has locally adopted LOS to create modes: bicycle, pedestrian, and 90 Bellingham, Washington trail. Figure 43 represents the LOS and is further promoting both the measures for individual transportation Comprehensive Plan and GMA goal modes.155 An example of measuring of directing new development toward bicycle and pedestrian networks by compact, mixed-use urban areas where connectivity is as follows: if a CSA is 50 adequate transportation services percent connected by bicycle network, and facilities are most available.”158 they receive one-person trip credit. For There is no doubt that this program every additional percent connected the is successful and effective at moving network is, an additional 20 person trips Bellingham’s transportation practices are credited to the CSA.156 forward. This program was awarded the APA/PAW Award for Transportation Travel Demand Management in Washington State in 2009 and has In the multimodal transportation been highly successful in supporting chapter of the Bellingham multiple networks in the Bellingham Comprehensive Plan, the City outlines community.157 A key component of the travel demand management Bellingham’s transportation policy (TDM) actions in order to increase is an annual review of policies, safety, efficiency and long-term programs, and projects by the TRAM. sustainability of the citywide This provides an assessment of the multimodal transportation system.159 transportation networks has impacted Bellingham defines TDM as “methods Bellingham’s understanding of planning used to improve the efficiency policy and practice. The most recent and effectiveness of a community FIG. 43 TRAM stated “that Bellingham’s transportation system by reducing Bellingham Level of Multimodal Transportation Concurrency travel demand generated by users Service Measures methodology is integrating multimodal rather than physical expansion to Source: Moving Beyond the Automobile Multimodal transportation system capacity within increase system supply.” To do so, Transportation Planning in Bellingham, Washington various land use contexts in Bellingham Bellingham implements nine actions. 91 Spring 2019 Community Strategies for Improving Accessibility Action six of the TDM is to “support and Smart Trips is a program that helps implement a Commute Trip Reduction community members make more of program aimed at reducing congestion, their trips by walking, bicycling, ride air pollution and energy consumption sharing, and using the transit system. by requiring large employers and Whatcom Council of Governments major new developments to reduce operates this program with financial the number of single occupancy support from the City of Bellingham, vehicles being driven to and from those Whatcom County, the Whatcom projects.” Transit Authority, Washington State Department of Transportation, and the Commute Trip Reduction Program U.S. Department of Transportation.162 The Commute Trip Reduction Program The Whatcom Smart Trips program was signed into law in 1991 and is a is targeted for people who live or mandated statewide program in which work within Whatcom County and is cities are required to encourage major a collection of programs marketed employers to incentivize non-car under a single name. Each program commute alternatives amongst the addresses a specific need to help workers. Washington defines major reduce SOV trips. Whatcom Smart Trips employers as any entity with 100 or includes online trip diaries, incentives, more employees.160 From 2007 to emergency rides, employment 2017, The Commute Trip Reduction partnerships, targeted outreach, Program has proven to be successful school smart trips, EverybodyBIKE by reporting that statewide, half a program, and a public awareness million employees increased their non- campaign.163 The Smart Trips program SOV commute rate from 34.3 to 39.1 is outlined on the Whatcom County percent, resulting in 66 percent higher Smart Trips website where other cities than the national average.161 are encouraged to watch a 50-minute Bellingham has adopted the video on implementation strategies. Commute Trip reduction program The City of Bellingham has taken a through a partnership between the proactive approach to travel demand City of Bellingham, major employers, management strategies. The Commute Whatcom Transit Authority, and Trip Reduction program and the Smart Whatcom Council of Governments Trips program are two major ways to implement the desired needs. This in which the City is systematically program helps the City and County reducing the need for SOVs. prioritize infrastructure improvements for transit, pedestrian, and bike routes Parking Management to major sources of employment. The In order to create an efficient Commute Trip Reduction Program multimodal transportation network, publishes a report every five years the City of Bellingham acknowledges to determine where commuter the necessity of a well-managed transportation can be updated. parking system. Bellingham Municipal As the Commute Trip Reduction Code 20.12.010 determines parking Program focuses on major workforce, regulations throughout the city.164 The Bellingham has also implemented the Downtown Bellingham Plan creates Smart Trips Program for everyday travel. goals and strategies to implement a downtown vision aligned with the Smart Trips Program 92 Bellingham, Washington municipal code and the community needs. 3 City has the ability to reduce Municipal Code 20.12.010 details minimum parking limits with the minimum parking regulations within availability of transit systems a smart growth model. Utilizing a smart growth model establishes The director shall have the regulations that are tailored to authority to reduce the number of specific development projects and required off-street parking spaces ensures a detailed approach to for subsections(A)(2)(a), (b) and (c) of parking management. Bellingham this section, up to a maximum of 25 implemented this smart growth model percent, when: after a study suggested there was an overstock of garages within downtown b. Whatcom Transportation Authority Bellingham. Downtown Eugene is GoLine route is provided within one- currently experiencing the opposite quarter mile of the site. The amount of Bellingham’s over development of reduction shall be based on the of parking. With Eugene’s limited number of transit runs during peak downtown parking, the tactics and hours each business day.168 strategies for managing these issues differ greatly. Bellingham accomplished According to the downtown three smart growth concepts in the parking study, the downtown area formation of their parking regulations:165 exceeds the necessary minimum parking requirements due to previous 1 Parking requirements based on overdevelopment of parking structures development type and size referring within the downtown area. Due to this to square footage of buildings and overdevelopment, the City has placed type of land use:166 an ordinance (No 2014-09-049) that reduces the downtown business district (b) Commercial from future parking development. i. General Business, Personal There are no new surface lots allowed Service Establishments (exclusive within the downtown area as the city of shopping centers, and food focuses on increasing multimodal markets larger than 20,000 square transportation. feet) • One for every 250 square feet of Downtown Bellingham Plan floor area open to the public. The Downtown Bellingham Plan is a targeted long-term planning 2 Take into account population document that explains development and development density while strategies for the commercial core incorporating shared use parking lots of Bellingham and Whatcom County. between residents and businesses Downtown Bellingham provides employment, housing, entertainment, The amount of off-street parking and commercial services that attract required by this chapter may be a diverse and growing population. reduced by an amount determined The purpose of the Downtown by the director when shared parking Bellingham Plan is to create a vision facilities for two or more uses are for the downtown that stakeholders proposed.167 and community believes in. Goals 93 Spring 2019 Community Strategies for Improving Accessibility and strategies were created to help • Duration: length of stay for parked implement this vision. The plan outlines vehicles during summer and autumn the natural and historical context, design and sustainability, land use, • Comparison: previous 2005 study activities and tourism, parks and open space, transportation, and streetscape Future parking demand and design and parking. supply forecasts parking demand Chapter 8 of the Downtown for the Downtown Sub-Area. These Bellingham Plan outlines parking projections help encourage a holistic management policies and practices understanding of future policies and that were determined best suited for strategies to implement over time the city center through the Parking while allowing the city foresight to Management Plan. The Parking mitigate parking demand. The parking Management Plan is justified through an study details current land use through extensive analysis of current conditions GIS and Census data and compares and future parking projections. The goal that to future land use projections of the Parking Management Plan is to provided by the City of Bellingham. determine a range of easily accessible Future land use projections are off-street parking choices for local determined through previous rate of businesses and residents as well as growth and development assumed rate establish an appropriate amount of of absorption of vacant commercial on-street parking to slow drivers as well square-footage, and the Old Town as provide easy access to short term assumed rate of development.169 customers. The City determined an The results of the study suggest appropriate on-street parking turnover parking management strategies for rate would occur more frequently while improving efficiency, reducing demand, longer-term parking would occur off- increasing awareness, enforcement, street. and authority.170 Current conditions were determined through the 2013 Final Parking Study • Reducing Demand: strategies that are of the Downtown Sun-Area (Parking aimed at reducing parking demands Study). This study summarizes the through shifting travel modes and/ number of spaces, the average or changing behaviors during peak utilization, and the average turnover demand periods rate between on-street and off-street parking locations. The study performs • Improving Efficiency: strategies that an extensive inventory to determine are aimed at maximizing the use and the current conditions. The inventory efficiency of parking supply includes: • Awareness, Enforcement, and • Supply: on-street parking, off street Authority: strategies related to parking making the public aware of the parking regulations and locations, • Utilization: on-street paid, on street enforcing regulations and policies, unpaid, off-street paid, off street and monitoring parking conditions to unpaid, weekday off-street parking continually make improvements and ensure strategies are appropriate as conditions change.171 94 Bellingham, Washington for the City to follow. Performing The Parking Study details parking an extensive parking study informs strategies through these three Bellingham on current conditions categories. The Downtown Parking and future projections while tracking Management Plan adopted 17 successes over time. policies that were based on the recommendations presented within the Summary of Highlights Parking Study. These policies fall under These policies, actions, programs, Goal 8.1 and are detailed in Appendix A and plans have successfully increased Table 1.1-3: sustainable transportation, reduced “GOAL 8.1: Maximize the efficient use parking demand, and implemented of the existing parking supply in on- travel demand management in the city street, off-street and private parking of Bellingham. The City of Eugene is facilities and areas.”172 seeking innovative ideas and strategies Bellingham’s Parking Management to decrease SOVs and the vehicle Plan is effective because it has emissions associated with this mode clear prioritized policies that target of transportation. The above section the reduction of parking demand, provided an overview of strategies improving efficient parking supply, employed by the City of Bellingham. and increasing public awareness of enforced regulations. These policies are consistent with the vision of Downtown Bellingham and provide realistic steps 95 Spring 2019 Community Strategies for Improving Accessibility Application of Findings to Eugene The following section proposes policy recommendations for the City of Eugene to consider as they continue to improve accessibility and sustainable transportation in and to downtown Eugene. Recommendations are derived from the evaluation of case studies’ policies, which offer an incentive-based and collaborative framework by which to encourage travel alternatives to SOVs. Recommendations are organized into three broad sections: 1) Sustainable Transportation, 2) Travel Demand Management, and 3) Parking Management. Under each section are subsections that address specific aspects of each strategy. SUSTAINABLE TRANSPORTATION This section contains recommendations • Incorporate a Hierarchy of specific to planning for sustainable Transportation and Mobility Priorities transportation, expanding for Downtown. The first strategy the availability and enhancing that Eugene could implement the experience of sustainable within the city is a hierarchy of transportation in Eugene. transportation and mobility priorities for the downtown area. Victoria has Planning for Sustainable demonstrated great success by Transportation developing a set of priorities that has • Set measurable objectives, monitor, allowed the City and downtown area and track progress. The City of to develop achievable and targeted Eugene could set measurable transportation strategies. By utilizing objectives, then monitor and a hierarchy of transportation and track progress over time. This is a mobility priorities as a conceptual fundamental first step to ensure that framework for transportation any strategies that the City pursues planning, Victoria has effectively can be assessed and evaluated over created high walk, transit, and bike time. By having clear objectives to scores within the downtown area with evaluate, funding, capacity, and a walk score of 99, a transit score resources can be optimized to of 76, and a bike score of 75. These pursue strategies that are the most priorities have also allowed Victoria impactful. Furthermore, doing this to develop specific strategies and would increase transparency and plans for each of the key areas of the allow the public to clearly observe hierarchy (pedestrian, cycling, transit, the impacts of the City’s strategies. and vehicles) with each plan having These measurable objectives should specific goals, target timelines, and first be set in the plan, evaluated policies that will help shape future every two years and summarized in planning for the downtown area. a report, and published in an online dashboard displaying the objectives, Similar to Victoria and other cities progress, and performance. across the states, Eugene has many 96 Application of Findings to Eugene competing modes of transportation Additionally, Eugene can expand the and needs from the community. As the TOD Overlay Between the University city continues to grow and prepare for and Downtown. The area between future events, implementing a hierarchy UO and downtown has the potential of transportation and mobility priorities to function as a corridor for active, that is specific to the downtown area multimodal, and public transit access can help target areas of need and between two key community areas. focus efforts on specific priorities. A To better support this vision, the City suggested hierarchy for the City of of Eugene can: Eugene can include public transit, pedestrian, cycling, utility vehicles, and A Extend the TOD overlay zone SOV parking. between UO and Lincoln Street. Additionally, Eugene has Extending this overlay zone all the implemented a downtown plan that way to downtown and evaluating discusses priorities and policies for the addition of a special mixed-use transportation in the downtown area. district may help to encourage more However, as the plan was implemented non-SOV movement of students to in 2004, Eugene could consider adding downtown. an addendum to the plan that lists the hierarchy of priorities for the downtown B Use the TOD overlay to promote area and expands on additional safer, more comfortable pedestrian transportation policies and strategies amenities, complete bike for future improvements. Victoria has infrastructure, and more frequent demonstrated great progress with transit service in this area. With their targeted priorities and strategies only one mile between campus and discussed in their Downtown Core downtown, this has the potential to Plan, which Eugene could consider bring UO’s large student population implementing as well. downtown via non-vehicular means, helping to support and enliven Expanding Availability downtown businesses without • Frequent travel networks and areas. putting additional strain on parking To better incentivize transit-oriented limitations. development (TOD), Eugene could adopt a frequent travel network C Conduct a traffic study of and areas (FTN) planning system. intersections in this corridor to By combining transit networks and determine where cyclists and land use designations, the City could pedestrians have difficulty safely achieve higher ridership and more sharing the road. Focus on accident concentrated development. Eugene’s reduction on key intersections current TOD overlay is only applied to make this corridor more to the downtown area and could transit-friendly. Enhancing safety align itself with other transit networks infrastructure for active transit outside of that area. The City should commuters is likely to reduce be applying the TOD overlay along accidents. EmX routes and consider creating a few more high–priority routes to provide more frequent service to and then change zoning accordingly. 97 Spring 2019 Community Strategies for Improving Accessibility • Expand LOS standards to include the City could adopt to improve multimodal transportation transportation by bike. networks. Bellingham’s Multimodal Transportation Chapter within the A The City could begin to look Comprehensive Plan most resembles into expanding the geozone for Chapter 4 of the City of Eugene’s PeaceHealth in other parts of the city Transportation System Plan (TSP) as well as into the city of Springfield. discussing “Creating Multimodal By allowing users to have more Systems.” This chapter provides options where bike-share is available, a summary of projects that would the City can incentivize more people improve multimodal transportation to utilize bikes as a travel mode. networks, such as: filling gaps in Arlington saw a quadruple in the sidewalk networks, better wayfinding amount of people using bikes as a signage, and educational programs. mode. The chapter highlights that there is an established LOS for vehicular travel B Reduce barriers, such as payment only. methods, that limit the use of PeaceHealth bike-share so that those Eugene could benefit from the who do not typically have credit inclusion of LOS for other modes cards can also participate in bike- of transportation, including share. pedestrian and cycling travel. This would be a method to improve, C Locate bike-share stations to attract develop, and monitor network greater numbers of system users connectivity. Adding LOS to other and improve non-motorized access methods would support Eugene’s to city facilities and transit services goals of expanding and improving and ensure that convenient access transportation networks, as noted to bike-share is available especially in in the Comprehensive Plan and the lower-income residential areas. Bicycle and Pedestrian Master Plan. The City would need to define what D Identify how GPS-based, dockless level of service would be acceptable bike-sharing systems can best for each mode and set metrics to integrate with and complement measure. This would support the PeaceHealth bike-share and other existing goals and objectives listed transportation services. in the City of Eugene’s plans. These additions could draw more users E Promote bike-sharing as a preferred to these multimodal methods of travel mode for first and last mile transportation and encourage future trips to and from transit services. use based on expected growth. F Work with PeaceHealth to add • Improve Bike-Share Accessibility. electric-assist bikes, tricycles, and While PeaceHealth has not been other types of bicycles to better implemented as long as Capital accommodate the travel needs of Bikeshare and the population served persons with mobility disabilities. is substantially smaller, there are some important recommendations • Legalize Skateboarding within Downtown. Although skateboarding 98 Application of Findings to Eugene is currently illegal on streets collaborations with researchers and sidewalks within downtown, and technologists. The program’s skateboarding is a great alternative commitment to long-term funding mode of transportation that for well-defined projects through an Eugene has a great opportunity open call model allows Vancouver to incorporate into a downtown to accept submissions from unlikely transportation plan. Skateboarding departments or organizations and to has been recognized as an excellent see those projects through research, form of exercise and a low carbon development, piloting, and, in some way to travel city streets; therefore, cases, adoption. By investing in long- downtown Victoria has legalized term research focused on the City’s and encouraged skateboarding unique needs, Eugene could better through the publishing of maps anticipate and help shape the future and the removal of prohibition on of its transportation systems. skateboards and similar forms of transportation, such as skates and • Pavement-to-Plazas and Parklets. non-motorized scooters, on public Eugene could begin experimenting streets, bike paths, and greenways. with creative uses of public space that encourage walking in the Adding a skateboarding bylaw, similar downtown area and begin to plan for to Victoria’s, to legalize skateboarding the eventual elimination of parking in downtown Eugene would spaces as travel habits shift towards incorporate laws that would require more sustainable modes. Vancouver’s skateboarders and users of similar programs offer a useful framework modes of travel to adhere to the for incorporating incremental and same rights and responsibilities as a cost-effective transformations of cyclist. Laws such as wearing lights parking infrastructure into public when dark outside and maintaining plazas. Vancouver’s Pavement- position to the far-right side of the to-Plaza strategy, in which the road, as well as providing a regulation City chooses strategic spaces to that riders must keep one foot on the temporarily convert into a plaza, has skateboard at all times when riding provided important data on how are recommended policies. Fines and such areas are used once converted, warnings would also be issued under and has allowed the City to make provision of this bylaw for users not wise investments in more permanent adhering to the rules set forth. site improvements. Furthermore, the parklet program, which focuses Enhancing the Experience on encouraging private sponsors • New Mobility Research Grants. to build parklets, has proven to Eugene could consider enhancing be beneficial for the businesses, its initiatives to engage with drawing additional customers in, post-secondary institutions and while simultaneously providing a researchers. Though the City new source of in-kind donations and currently works with the University data about how new public spaces of Oregon in various ways, are being used. Implementing Vancouver’s TransLink’s New Mobility these kinds of programs in Eugene Research Grant program offers a could help de-incentivize driving in framework for building impactful the downtown area by eliminating 99 Spring 2019 Community Strategies for Improving Accessibility some street parking spaces while District and integrate it into planning. simultaneously enhancing the The City of Eugene could develop experience for pedestrians. a Neighborhood Access Tool (NAT) in partnership with Lane Transit • Improve listed accessibility standards District and incorporate the analysis of the bicycle and pedestrian into land use and transportation networks. The City of Eugene plans, policies, and strategies. The has limited outlined accessibility land use-transportation connection standards in their Bicycle and should be accounted for in all Pedestrian Master Plan. The existing strategies and the NAT provides standards refer to the transition plan, a measurable way to assess and which also provide limited detail evaluate if that connection is being on the existing and planned ADA accounted for. Specifically, the City compliance transitions of the public of Eugene and LTDs’ current Moving infrastructure in the city of Eugene. Ahead initiative should include the NAT tool to coordinate land use and Eugene could benefit from further transit system planning efforts. A provisions of accessibility standards policy requiring the use of the NAT as outlined in the Bellingham in analysis may be included into Bicycle and Pedestrian Master Plans. relevant planning documents, as well. These plans highlighted targeted Once developed, the NAT should be populations and sought to engage updated and analyzed annually, and a with and provide methods through joint report between LTD and the City which this engagement would be should be produced summarizing the achieved. A focus on providing information. The NAT should be made stress-free bicycle infrastructure to available on through a GIS online attract those who might otherwise platform, if possible, to increase not use these systems is an ideal transparency and accountability. way to both expand the network and incorporate accessibility. Eugene • Integrate more flexibility into the can increase access to pedestrian City’s strategy. The City of Eugene networks through increasing could integrate flexibility into its connectivity between neighborhoods current strategy by piloting and and community amenities. Inclusion experimenting creative policies and of individuals with specific needs programs prior to full commitment. in the pedestrian networks will be A prime example from Boulder is important to further the goal of the Living Lab pilot program. This accessibility and decrease vehicle program allows the City to engage occupancy. The option for all the community and experiment individuals, regardless of age or different bike treatments and receive ability, to engage with these networks feedback from the community. While will support this goal. Better inclusion the results have been mixed, the of standards to improve infrastructure ability of the city to learn from these to include these groups could benefit pilots is useful in informing its overall the City of Eugene in this effort. strategy. If the City of Eugene is to make significant progress, the rate • Develop a Neighborhood Access at which projects move and actions Tool in partnership with Lane Transit occur needs to evolve at the same 100 Application of Findings to Eugene pace transportation challenges of interesting and unique locations evolve. This is more pressing as and landmarks in Eugene that they new mobility technologies such as might not otherwise discover while autonomous vehicles and e-scooters encouraging a sense of curiosity. transform how people move. While Victoria contracted the design • Curbless Streets. Seattle is rapidly of their wayfinding strategy out to implementing curbless streets in a Canadian design company called its downtown area to increase the Public, Eugene could explore more pedestrian friendly nature of the area. affordable options. Incorporating Downtown Eugene currently does this large-scale maps within the near the Kesey Square area but this downtown area illustrating the could be expanded to other areas of nearest transit, parking, cycling the downtown core. A curbless street routes, greenways, and landmarks can help create an environment and their respective distances could that is conducive to pedestrian encourage visitors to explore a larger traffic by creating the perception area of Eugene that they may not that the sidewalk extends into the have otherwise. Furthermore, Victoria roadway. found that 82 percent of people were more likely to walk after consulting • Integrate a Standardized Wayfinding a map, decreasing traffic in the System within Eugene. As Eugene downtown area. Wayfinding would has a great network of bike paths, be an interesting and unique sphere greenways, and transit in addition to of planning that could help Eugene several parks and tourist attractions accomplish its goals to reduce traffic widespread throughout a large and increase visitation within the downtown area, an integrated and downtown corridor as it continues to standardized wayfinding strategy grow in the coming years. similar to Victoria’s is recommended for Eugene. As Eugene’s downtown • Incorporate Pedestrian Through- area continues to grow, it is Block Walkways within Downtown. recommended as a method of There may be many opportunities educating visitors and residents for Eugene to incorporate through- within the downtown of the many block pedestrian passageways into desirable locations to be visited their downtown area to enhance while encouraging alternative modes the pedestrian experience and of transportation. A standardized encourage pedestrian movement wayfinding strategy would allow through the downtown. There the City to encourage pedestrians, are several city blocks within the cyclists, vehicles, and transit riders to downtown area with underutilized visit designated attractions and direct alleys, such as Pearl Alley, Oak Alley them to these destinations. It would and the alleys on either side of West also allow cyclists and pedestrians Broadway between Charnelton to determine the most direct and and Olive Streets, which have the safest routes, transit riders to find capacity and ability to transform into their nearest bus station, and drivers vibrant pedestrian spaces. Eugene to easily find parking. Additionally, could work with local artists to it would alert each of these users create special art exhibits, provide 101 Spring 2019 Community Strategies for Improving Accessibility permits for “legal street art,” provide incentives to street vendors, and • Employee Trip Reduction Plan for hire street performers and musicians Organizations. The City of Eugene to perform within these locations. could work with public and private Furthermore, these alleys could be employers to shift travel modes of redesigned to incorporate street downtown employees. A combination lighting, pavers, and street furniture of Vancouver’s Employee Trip to create a fun pedestrian-scaled Reduction Plan and Compass for location for visitors to discover and Organizations could provide support explore. for employees through subsidized public transit, carpooling services, TRAVEL DEMAND MANAGEMENT and bicycling programs. This would This section contains recommendations build off Eugene’s current bus pass specific to enhancing the City of program for government employees Eugene’s TDM programming. and could be offered to private employers as well. The program • Use TDM calculators and other could also be expanded to include measures to analyze return on more educational programming investment as well as public health about transportation and bicycling, impacts. The City could conduct as well as organize networks for regular, regional reporting on travel carpooling and other commute demand and commuter behavior assistance. While the City of Eugene’s using metrics consistent with its TDM Point2Point and Group Pass programs programs. already offer an array of tools and incentives for employers to address • Coordinate TDM efforts with the their employees’ transportation City of Springfield. Apply TDM needs, the City could consider programs to non-work travel as offering employers more flexibility by well as commuting for resident, incorporating some of Vancouver’s visitor, and employee trips through strategies into these programs. informational displays, website, Currently, employers in Eugene can promotional campaigns, and mailings get a discounted rate if they buy of materials. Specifically, Eugene a pass for all of their employees. could implement a system such as In Vancouver, employers have the TravelSmart to provide individualized option to buy passes for select marketing to target transportation employees, to pay for only a portion demand. TravelSmart, used in more of their passes, and to select the than 300 projects around the world, amount of time they wish to pay that identifies individuals who want to employee’s transit costs. This level change the way they travel and uses of flexibility would likely encourage personal, individualized contact more employers to subsidize to motivate them to reconsider employee transit costs. their travel options. TravelSmart gives participants the customized • Enhance University Partnerships. information they ask for to help Like Arlington, the city of Eugene them get started, or to continue has a robust student community walking, bicycling, riding transit, or who might better access downtown carpooling. areas with enhanced active and 102 Application of Findings to Eugene public transportation options. Oregon to provide LTD transit service Whereas Arlington’s university has which this strategy would build upon. formalized shuttle programs to bring The program is based on the City students to and from commercial of Boulder’s Eco Pass program but centers, Eugene has EmX as a transit expands it to be available to everyone option between the university and and integrates the bike-share downtown. To enhance student program. Eugene is in the opportune access to downtown, the City could: position to integrate the bike-share program since it is city-owned. This A Expand service times to include more recommendation moves Eugene frequent and later service to and towards a Mobility as a Service from the university to enhance the model, which removes barriers to convenience of reaching downtown using sustainable transportation from University area. options and encourages multimodality. B Adopt a more formalized shuttle service between the university and PARKING MANAGEMENT downtown to both bring students This section contains recommendations downtown and ensure that Safe specific to dis-incentivizing parking Ride services are used as intended. usage, maximizing the efficiency of Students currently use the Safe parking, and minimizing the impact in Ride program to access downtown, Eugene. impeding the service’s intention to provide an alternative to discourage Disincentivizing Parking Usage drunk driving, and to carry students • Performance-Based Parking. to their destinations after dark or at Currently parking is one of the most other times when they feel unsafe important topics that cities face. walking. Alternate forms of transportation are becoming more popular, and C Expand educational programming car ownership and driver’s license about transportation options and rates are starting to decrease, likely safety. In particular, this partnership causing a decrease in municipal could ensure that all incoming revenue from parking. To combat students receive education about this issue, Seattle has instituted how to safely cycle, and how to a performance parking system interact with cyclists on the road. that charges different rates during different times of day based on the • Develop a community-wide Eco demand. This TDM strategy has Pass program in partnership with proven effective in other cities, Lane Transit District. The City of and also discourages drivers from Eugene could develop an Eco Pass parking, or even driving during these program that offers a community- peak hours. wide discounted annual, universal transit pass that provides access to Maximizing the Efficiency of Parking Lane Transit District bus services • Implement app-based parking and PeaceHealth bike-share rides. management program like The City of Eugene already has a goBerkeley. The City of Eugene could partnership with the University of adhere to a Net-Zero strategy for 103 Spring 2019 Community Strategies for Improving Accessibility commercial district. In addition, it other transportation methods within can use real time technology adjusts downtown. prices based on current parking demand. Further, providing clear Minimizing the Impact of Parking and direct signage with parking • Utilize public parking facilities instructions would enhance the management and activation. The efficiency of parking in downtown City of Eugene could retrofit parking Eugene. garages in the style of the Center Street Garage. By retrofitting, they • Adopt the SUMP principles to could create state of the art, multi- guide parking management. The use, parking facilities that can double City of Eugene could adopt the as activated public spaces instead of SUMP principles as official guiding dead zones. Parking facilities could principles for how it manages also use a tiered pricing scheme parking city-wide and specially in the that prioritizes bikes, carpools, and downtown. Adopting these principles vanpools. would replace the existing policies stating parking should be affordable • Minimize Curb Space Usage. Curb and convenient. Instead, the full cost space is essential in any community. of traveling in private automobile will It provides the opportunity to load be accounted for and travel behavior and deliver services and for people will shift. In addition to adopting the to be dropped off via ride-sharing. SUMP principles, an implementation However, given that a lot of curb strategy based on them could be space is not utilized to the best of its developed for downtown Eugene. ability given the amount of parked cars, the City of Eugene can rethink • Implement aspects of Bellingham’s what the use of curbs looks like. Smart Growth Model. The Smart Growth Model for parking regulations A Allow curb space to be used by small incorporates requirements based on vehicles such as scooters, bikes, and development, land use designations, motorcycles. and building square footage. Bellingham takes into account B Utilize time-of-day restrictions to population and development density maximize the availability of curb while incorporating shared use space for the greatest number of parking between residents and users throughout the day. businesses to reduce demand for multiple parking garages. In contrast, C Allow parking in the curb lanes of the City of Eugene refers to land certain streets during off-peak hours use designations in their parking if safety and traffic flow is able to be regulations. This can result in over- maintained. supplying parking in the downtown area. Including population and D Create additional curb space development density considerations availability in areas with a high could result in more targeted demand for curb space via street parking in the areas of highest need redesign if necessary and will result in limited parking availability to promote the use of 104 Conclusion Conclusion Eugene stands at a critical point in its history. Recently, the downtown area has experienced an increase in community involvement, and more companies are moving into the downtown area. Along with this success comes the need to revisit existing plans, policies, and programs to ensure they adequately address the issues and needs of the future. Eugene now has the opportunity domestic and international cities to continue this momentum by and implementing new sustainable enhancing its current sustainable transportation strategies, Eugene can transportation strategy and positioning move closer to achieving its goal of the downtown to grow and thrive into tripling the share of trips made by the future. While Eugene has a national walking, biking, and transit as well as reputation of providing alternative meeting its greenhouse gas emission transportation options, it still has room reduction targets. This report provides for improvement. the City of Eugene a menu of innovative In this report, we have examined policy and program options to choose seven case study cities — both within the from as it works towards making its United States and abroad — and nearly downtown more accessible to people 30 of their major transportation-related by all modes of transportation. documents. By learning from exemplary 105 Spring 2019 Community Strategies for Improving Accessibility Notes 17. City of Berkeley, “Bike Corrals,” City of Berkeley Transportation Division, 2019. Retrieved 6/10/2019 from https://www.cityofberkeley.info/bikecorral/ 1. City of Berkeley. City of Berkeley Demographic and 18. City of Berkeley. Downtown Area Plan. Economic Profile. Berkeley, CA: Office of Economic 19. BART, “Downtown Berkeley BART Plaza and Transit Development. October 30, 2015. https://www. Area Improvement Project,” BART, 2019. Retrieved cityofberkeley.info 6/10/2019 from 2. U.S. Census Bureau / American Factfinder. 20. https://www.bart.gov/about/projects/dbp “B01003: Total Population.” 2013-2017 American Community Survey. U.S. Census Bureau’s American 21. BART, “Downtown Berkeley BART Entrance & Plaza Community Survey Office, 2017. Web. 10 June 2019. Opens Oct 18.” Press Release, October 11, 2018. https://factfinder.census.gov BART. Retrieved 6/10/2019 from https://www.bart. gov/ 3. U.S. Census Bureau / American Factfinder. “S1401: Student Enrollment.” 2013-2017 American 22. City of Berkeley. Climate Action Plan. Community Survey. U.S. Census Bureau’s American Community Survey Office, 2017. Web. 10 June 2019. 23. Littman, Todd. Parking Management: Strategies, https://factfinder.census.gov Evaluation and Planning. Victoria, BC, CA: Victoria Transport Policy Institute, 2016. https://www.vtpi.org 4. City of Berkeley. Downtown Area Plan. Berkeley, CA: Department of Planning & Development, 2012. 24. Nelson\Nygaard Consulting Associates. Existing https://www.cityofberkeley.info/dap/ Parking and Transportation Demand Management Programs, Conditions, and Practices. Berkeley, 5. Downtown Area Plan, pg. IN-9 CA: Department of Planning & Development, 2010. https://www.cityofberkeley.info/ 6. Ibid 25. City of Berkeley. General Plan: Transportation 7. City of Berkeley. Downtown Area Plan. Element 8. City of Berkeley. Downtown Area Plan. 26. Hicks, Tony. “Berkeley’s new $40M, 720-car 9. U.S. Census Bureau / American Factfinder. Center Street garage opens today.” Berkeleyside, “B08301: Means of Transportation to Work.” 2013- November 2, 2018. Retrieved 6/10/2019 from https:// 2017 American Community Survey. U.S. Census www.berkeleyside.com/2018/11/02/berkeleys-new- Bureau’s American Community Survey Office, 2017. 40m-720-car-center-street-garage-opens-today Web. 10 June 2019. https://factfinder.census.gov 27. City of Berkeley. Climate Action Plan. 10. U.S. Census Bureau / American Factfinder. 28. City of Berkeley. Streets and Open Space “B08301: Means of Transportation to Work.” 2013- Improvement Plan. Berkeley, CA: Department of 2017 American Community Survey. U.S. Census Planning and Development, 2012. https://www. Bureau’s American Community Survey Office, 2017. cityofberkeley.info/Planning_and_Development/ Web. 10 June 2019. https://factfinder.census.gov Downtown_Area_Plan/Streets_and_Open_Space_ 11. City of Berkeley. General Plan: Transportation Improvement_Plan.aspx Element. Berkeley, CA: Berkeley, CA: Department 29. City of Berkeley. “Parking Meters,” City of of Planning & Development, 2003. https://www. Berkeley Transportation Division, 2019. Retrieved cityofberkeley.info/Planning_and_Development/ 6/10/2019 from https://www.cityofberkeley.info/ Home/General_Plan_-_Transportation_Element.aspx Public_Works/Transportation/Parking_Meters.aspx#_ 12. City of Berkeley. General Plan: Transportation goBerkeley Element. Berkeley, CA: Department of Planning & 30. City of Berkeley. General Plan: Transportation Development, 2003. Element. Policy T-3 13. City of Berkeley. Downtown Area Plan. 31. AC Transit. “EasyPass for Residents,” AC Transit, 14. City of Berkeley. Ballot Measure G: Greenhouse 2019. Retrieved 6/10/2019 from http://www.actransit. Gas Emissions. Berkeley, CA: City Clerk, 2006. org/actrealtime/easypass/ https://www.cityofberkeley.info/uploadedFiles/ 32. AC Transit. “EasyPass for Residents,” AC Transit, Clerk/Elections/Ballot%20Measures%202006.pdf 2019. Retrieved 6/10/2019 from http://www.actransit. 15. City of Berkeley. Climate Action Plan. Berkeley, org/actrealtime/easypass/ CA: Office of Energy and Sustainable Development, 33. City of Berkeley. General Plan: Transportation 2009. https://www.cityofberkeley.info/climate/ Element. Policy T-11 16. City of Berkeley. Bicycle Boulevard Design 34. Nelson\Nygaard Consulting Associates. Tools and Guidelines. Berkeley, CA: Transportation Downtown Berkeley Parking and Transportation Division, 1999.: https://www.cityofberkeley.info/ Demand Management Report. Berkeley, CA: ContentDisplay.aspx?id=6652 Department of Planning and Development, 2011. 106 Notes https://www.cityofberkeley.info/uploadedFiles/ 49. Downtown Eastside Plan (2014), https:// Public_Works/Level_3_-_Transportation/ vancouver.ca/files/cov/downtown-eastside-plan.pdf BERKELEY%20PTDM%20DRAFT%20FINAL%20-%20 NEW.pdf 50. Metro Vancouver (B.C.). TransLink. Metro Vancouver 2040: Shaping Our Future: Regional 35. Climate Action Plan, TLU-10B; General Plan, T-10, Growth Strategy, Bylaw No. 1136, 2010. Burnaby, B.C.: T-11, T-14 Metro Vancouver, 2010. 36. AC Transit. “EasyPass for Employers,” AC Transit, 51. Metro Vancouver. TransLink. Transportation 2040 2019. Retrieved 6/10/2019 from http://www.actransit. Plan. Vancouver, BC, 2012. org/actrealtime/easypass/ 52. Metro Vancouver. TransLink. Cycling for 37. City of Berkeley, “Commuter Programs and Public Everyone. Vancouver, BC, 2011. Transportation,” City of Berkeley Transportation Division, 2019. Retrieved 6/19/2019 from https:// 53. City of Victoria. (2011, September). Downtown www.cityofberkeley.info/commute/#TRACC Core Area Plan. Retrieved May 18, 2019, from https://www.victoria.ca/assets/Departments/ 38. City of Berkeley, “Commuter Programs and Public Planning~Development/Community~Planning/ Transportation.” Local~Area~Planning/Downtown~Core~Area~Plan/ DTCP_book_web.pdf 39. California Air Resources Board, “California’s Parking Cash Out Program,” California Air Resources 54. Ibid. Board, October 17, 2017. Retrieved 6/10/2019 from https://www.arb.ca.gov/planning/tsaq/cashout/ 55. Ibid. cashout.htm. 56. City of Victoria. (2011, September). Downtown 40. City of Berkeley, “Berkeley Bike Share,” City of Core Area Plan. Retrieved May 18, 2019, from Berkeley Transportation Division, 2019. Retrieved https://www.victoria.ca/assets/Departments/ 6/10/2019 from https://www.cityofberkeley.info/ Planning~Development/Community~Planning/ BerkeleyBikeShare.aspx. Local~Area~Planning/Downtown~Core~Area~Plan/ DTCP_book_web.pdf 41. UC Berkeley, “Bikeshare,” UC Berkeley Parking and Transportation, 2019. Retrieved 6/10/2019 from 57. City of Victoria. (2008, July 29). Pedestrian Master https://pt.berkeley.edu/transportation-options/ Plan. Retrieved May 18, 2019, from https://www. bicycle/bikeshare victoria.ca/assets/ 42. “Our City,” City of Vancouver Website, https:// 58.Departments/Engineering~Public~Works/ vancouver.ca/news-calendar/our-city.aspx Documents/transportation-pedestrian-master-plan. pdf 43. “City of Vancouver 2016 Census Population and Dwelling Counts,” City of Vancouver Website, 59. City of Victoria. (2017, October). Downtown https://vancouver.ca/files/cov/2017-02-08-city-of- Public Realm Plan and Streetscape Standards. vancouver-2016-census-population-and-dwelling- Retrieved May 18, 2019, from https://www.victoria.ca/ counts.PDF assets/Community/VICTORIA DOWNTOWN PUBLIC REALM GUIDELINES_web.pdf 44. Metro Vancouver 2040: Shaping Our Future, Regional Growth Strategy (2010). http://www. 60. City of Victoria. (1995, February). Bicycle metrovancouver.org/services/regional-planning/ Master Plan. Retrieved May 18, 2019, from PlanningPublications/RGSAdoptedbyGVRDBoard.pdf https://www.victoria.ca/assets/Departments/ Engineering~Public~Works/Documents/departments_ 45. For information regarding “livability” rankings, engtran_bcyclm.p see https://www.tourismvancouver.com/media/ corporate-communications/vancouvers-awards-and- 61. Ibid. accolades/ 62. BC Transit. (2011, May). Transit Future 46. Greenest City 2020 Action Plan, Part Two: Plan: Victoria Region. Retrieved May 25th, 2015-2020, https://vancouver.ca/green-vancouver/ 2019 from https://www.bctransit.com/ greenest-city-action-plan.aspx documents/1507213421003 47. Formally known as the South Coast British 63. BC Transit. (2011, May). Transit Future Columbia Transportation Authority, TransLink is Plan: Victoria Region. Retrieved May 25th, the statutory authority responsible for Vancouver’s 2019 from https://www.bctransit.com/ regional transportation network of including public documents/1507213421003 transportation, as well as major roads and bridges. https://www.translink.ca/ 64. City of Victoria. (2011, September). Downtown Core Area Plan. Retrieved May 18, 2019, from 48. “CityPlan: Directions for Vancouver https://www.victoria.ca/assets/Departments/ (1995), https://council.vancouver.ca/previous_ Planning~Development/Community~Planning/ years/950530/rr1.htm Local~Area~Planning/Downtown~Core~Area~Plan/ DTCP_book_web.pdf 107 Spring 2019 Community Strategies for Improving Accessibility 65. City of Victoria. (2008, July 29). Pedestrian 81. City of Victoria. (2007). Parking Strategy. Master Plan. Retrieved May 18, 2019, from https:// Retrieved May 18, 2019, from https://www.victoria. www.victoria.ca/assets/ ca/assets/Departments/Engineering~Public~Works/ Documents/2007%20Parking%20Strategy. 66. 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City of Victoria. (2017, April). City of Victoria 86. Best Places: Arlington, Virginia. (2018). Retrieved Wayfinding Strategy. Retrieved June 5th, 2019 from: https://www.bestplaces.net/economy/city/ from https://www.victoria.ca/assets/Departments/ virginia/arlington Planning~Development/Community~Planning/ Documents/Final%20City%20of%20Victoria%20 87. Arlington Transit. (2019). Fares. Routes WayfindingStrategy.pdf and Schedules. Retrieved from: https://www. arlingtontransit.com/ 70. City of Victoria. (2008, July 29). Pedestrian Master Plan. Retrieved May 18, 2019, from https:// 88. State of the Commute Report. (2016). www.victoria.ca/assets/ Arlington Commuter Services. Retrieved from: https://1105am3mju9f3st1xn20q6ek-wpengine. 71. Departments/Engineering~Public~Works/ netdna-ssl.com/wp-content/uploads/2018/05/Stat Documents/transportation-pedestrian-master-plan. e-of-the-Commute-Arlington_final.pdf pdf 89. Henaghan, J. (2018). Corridor Planning. 72. City of Victoria. (2016, January). 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General Land Use Plan. (2018). Arlington County https://www.victoria.ca/assets/Departments/ Comprehensive Plan. Retrieved from: https:// Engineering~Public~Works/Documents/departments_ arlingtonva.s3.amazonaws.com/wp-content/ engtran_bcyclm.p uploads/sites/31/2018/10/Booklet_December _2017_10222018.pdf 76. Ibid. 93. Pedestrian Element: Master Transportation 77. Ibid. Plan. (2009) Arlington County Comprehensive Plan. Retrieved from: https://arlingtonva.s3.dualstack. 78. Ibid. us-east-1.amazonaws.com/wp-content/uploads/ sites/31/2014/02 /DES-MTP-Pedestrian-Element.pdf 79. City of Victoria. (2011, September). Downtown Core Area Plan. Retrieved May 18, 2019, from 94. Ibid. https://www.victoria.ca/assets/Departments/ Planning~Development/Community~Planning/ 95. City of Boulder. (2019, June 10). About Us: Local~Area~Planning/Downtown~Core~Area~Plan/ Demographics. 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Hop Bus. web.pdf  Retrieved from City of Boulder, Colorado:  City of Victoria. (2012, July). Official City of Boulder/Boulder County. (2017). Community Plan. Retrieved May 18, 2019, Boulder Valley Comprehensive Plan. from https://www.victoria.ca/assets/ Boulder: City of Boulder/Boulder County.  Departments/Planning~Development/ Community~Planning/OCP/ City of Eugene, “Climate Recovery Up~to~date~OCP/OCP_WholeBook.pdf  Ordinance,” City of Eugene Central Services Department, 2016. https://www.eugene-or. City of Victoria. (2016, January). Streets gov/3210/Climate-Recovery-Ordinance and Traffic (Skateboarding) Amendment: a 114 References Bylaw of the City of Victoria. Retrieved June Departments/Engineering~Public~Works/ 7th from https://www.victoria.ca/assets/ Documents/transportation-pedestrian- Community/Documents/16-013-Streets- master-plan.pdf  Traffic-Amendment-Bylaw-Skateboarding. pdf  Design , 2012. City of Victoria. (2017, April). City of Victoria Downtown Bellingham Plan, Planning and Wayfinding Strategy. Retrieved June 5th, Community Development Department, 2014 2019 from https://www.victoria.ca/assets/ Departments/Planning~Development/ Downtown Bellingham Plan, Planning and Community~Planning/Documents/ Community Development Department, 2014 Final%20City%20of%20Victoria%20 WayfindingStrategy.pdf  Downtown Bellingham Plan, Planning and Community Development Department, 2014 City of Victoria. (2017, October). Downtown Public Realm Plan and Streetscape Downtown Bellingham Plan, Planning and Standards. Retrieved May 18, 2019, from Community Development Department, https://www.victoria.ca/assets/Community/ September 2014 VICTORIA DOWNTOWN PUBLIC REALM Downtown Eastside Plan (2014), https:// GUIDELINES_web.pdf vancouver.ca/files/cov/downtown-eastside- City of Victoria. (n.d.). Transportation plan.pdf Reference Documents. Retrieved May Eugene, Springfield, Lane County. (2015). 18, 2019, from https://www.victoria. Eugene-Springfield Metropolitan Area ca/EN/main/residents/transportation/ General Plan. Eugene-  transportation-reference-documents.html Final Parking Study: Downtown Sub-Area, City of Victoria. (n.d.). Transportation. TranspoGroup, City of Bellingham. March Retrieved May 18, 2019, from https:// 2013 www.victoria.ca/EN/main/residents/ transportation.html  For information regarding “livability” rankings, see https://www. CityPlan: Directions for Vancouver (1995), tourismvancouver.com/media/corporate- https://council.vancouver.ca/previous_ communications/vancouvers-awards-and- years/950530/rr1.htm accolades/ Colorado.  for Vancouver’s regional transportation Colorado.  network of including public transportation, as well as major roads and bridges. https:// Commute Trip Reduction Board Report, www.translink.ca/ Washington State, 2017 Forinash, Christopher V., Adam Millard-Bal, Commute Trip Reduction Program- Jeffrey Tumlin, and Charlotte Dougherty. Overview, Washington State Department of "Smart Growth Alternatives to Transportation https://www.wsdot.wa.gov/ Minimum Parking Requirements." 2nd transit/ctr/overview Urban Street Symposium, July 2003, 1-11. Demand and System Management Element: Formally known as the South Coast British Master Transportation Plan. (2008) Arlington Columbia Transportation Authority, County Comprehensive Plan. Retrieved TransLink is the statutory authority from: https://arlingtonva.s3.dualstack. responsible us-east-1.amazonaws.com/wp-content/ uploads/sites/31/2014/02 /DES-MTP- General Land Use Plan. (2018). Arlington Demand-and-System-Management- County Comprehensive Plan. Retrieved Element.pdf  from: https://arlingtonva.s3.amazonaws. com/wp-content/uploads/sites/31/2018/10/ Booklet_December _2017_10222018.pdf  115 Spring 2019 Community Strategies for Improving Accessibility Greenest City 2020 Action Plan, Part Two: modesplit-media-release-and-infographic- 2015-2020, https://vancouver.ca/green- overtime/. vancouver/greenest-city-action-plan.aspx Littman, Todd. Parking Management: Henaghan, J. (2018). Corridor Planning. Strategies, Evaluation and Planning. Victoria, The American Planning Association. BC, CA: Victoria Transport Policy Institute, Retrieved from: https://www.planning.org/ 2016. https://www.vtpi.org publications/document/9159816/  Metro Vancouver (B.C.). TransLink. Metro Henao, A., Piatkowski, D., Luckey, K., Vancouver 2040: Shaping Our Future: Nordback, K., Marshall, W. E., & Krizek, K. J. Regional Growth Strategy, Bylaw No. 1136, (2015). Sustainable  2010. Burnaby, B.C.: Metro Vancouver, 2010. Hicks, Tony. “Berkeley’s new $40M, 720- Metro Vancouver 2040: Shaping Our car Center Street garage opens today.” Future, Regional Growth Strategy (2010). Berkeleyside, November 2, 2018. https:// http://www.metrovancouver.org/services/ www.berkeleyside.com/2018/11/02/ regional-planning/PlanningPublications/ berkeleys-new-40m-720-car-center-street- RGSAdoptedbyGVRDBoard.pdf garage-opens-today Metro Vancouver. TransLink. Cycling for http://www.oregonapa.org/wp-content/ Everyone. Vancouver, BC, 2011. uploads/2018/04/Zero-Vision.pdf. Metro Vancouver. TransLink. Transportation http://www.seattle.gov/Documents/ 2040 Plan. Vancouver, BC, 2012. Departments/SDOT/ParkingProgram/rpz/ RPZ_Factsheet.pdf. n/UrbanVillageElement.pdf. http://www.seattle.gov/transportation/ Nelson\Nygaard Consulting Associates. projects-and-programs/programs/urban- Downtown Berkeley Parking and design-program/complete-streets-in- Transportation Demand Management seattle/what-is-a-complete-street. Report. Berkeley, CA: Department of Planning and Development, 2011.https:// https://boulder.bcycle.com/  www.cityofberkeley.info/uploadedFiles/ Public_Works/Level_3_-_Transportation/ https://ppms.trec.pdx.edu/media/project_ BERKELEY%20PTDM%20DRAFT%20 files/NITC-SS-1174_How_Will_AVs_Change_ FINAL%20-%20NEW.pdf Local_Government_Finance_7f5bpbv.pdf. Nelson\Nygaard Consulting Associates. https://www.seattle.gov/Documents/ Existing Parking and Transportation Demand Departments/OPCD/OngoingInitiatives/ Management Programs, Conditions, and SeattlesComprehensivePlan/Seattle Practices. Berkeley, CA: Department of ComprehensivePlanCouncilAdopted2018. Planning & Development, 2010. https:// pdf. www.cityofberkeley.info/ https://www.seattle.gov/Documents/ Oregon.  Departments/OPCD/OngoingInitiatives/ SeattlesComprehensivePla Our City, City of Vancouver Website, https:// vancouver.ca/news-calendar/our-city.aspx https://www.seattle.gov/Documents/ Departments/SDOT/About/ Parking and Curb Space Element: Master DocumentLibrary/Levy/MoveSeatte- Transportation Plan. (2009) Arlington FinalDraft-2-25-Online.pdf. County Comprehensive Plan. Retrieved from: https://arlingtonva.s3.dualstack. https://www.seattlebikeblog. us-east-1.amazonaws.com/wp-content/ com/2015/02/25/69-percent-of-downtown- uploads/sites/31/2014/02 /DES-MTP- workers-dont-drive-alone/combined- Parking-and-Curb-Space-Management- Element.pdf  116 References Pedestrian Element: Master Transportation Comprehensive Plan , Bellingham : Alta Plan. (2009) Arlington County Planning + Design , 2012. Comprehensive Plan. Retrieved from: https://arlingtonva.s3.dualstack.us-east-1. The City of Bellingham Washington . amazonaws.com/wp-content/uploads/ Bellingham Pedestrian Master Plan . sites/31/2014/02 /DES-MTP-Pedestrian- Comprehensive Plan , Bellingham : Alta Element.pdf  Planning + RCW Title 36 Chapter 70a Section 020, The City of Bellingham Washington. Washington State Legislature 2014 Bellingham Bicycle Master Plan . Comprehensive plan , Bellingham : Regional Transportation District. (2019, June TranspoGroup , 2014. 8). Who We are. Retrieved from RTD: http:// www.rtd- The City of Eugene . Eugene Pedestrian and Bicycle Master Plan . Master Plan , Eugene : SeattleComprehensivePlanCouncilAdopted City of Eugene , 2012. 2018.pdf. (Pg. 25). Transportation Demand Management SmartTrip Program website, https://www. Image. (2018). Retrieved from https://www. whatcomsmarttrips.org/ tripshot.com/on-demand-transportation/  Soneji, S. and Olkkonen, A. (2014) Healthier transportation infrastructure investments Commuting. Planning. Vol. 8, Issue 7, 34-35.  and mode share changes: A 20-year background of Boulder, Colorado. Transport Springfield, Oregon.  Policy, 64-71. denver.com/who-we-are.shtml  State of Oregon. (2010). Oregon’s Statewide U.S. Census Bureau / American Factfinder. Planning Goals & Guidelines. Oregon: State “B01003: Total Population.” 2013-2017 of Oregon.  American Community Survey. U.S. Census Bureau’s American Community Survey State of the Commute Report. (2016). Office, 2017. Web. 10 June 2019. https:// Arlington Commuter Services. Retrieved factfinder.census.gov from: https://1105am3mju9f3st1xn20q6ek- wpengine.netdna-ssl.com/wp-content/ U.S. Census Bureau / American Factfinder. uploads/2018/05/Stat e-of-the-Commute- “B08301: Means of Transportation to Work.” Arlington_final.pdf  2013-2017 American Community Survey. U.S. Census Bureau’s American Community The City of Bellingham . "Bellingham Survey Office, 2017. Web. 10 June 2019. Comprehensive Plan ." https://factfinder.census.gov Comprehensive Plan , Bellingham , 2016. U.S. Census Bureau / American Factfinder. The City of Bellingham Washington . “S1401: Student Enrollment.” 2013-2017 2014 Bellingham Bicycle Master Plan American Community Survey. U.S. Census . Comprehensive plan , Bellingham : Bureau’s American Community Survey TranspoGroup , 2014. Office, 2017. Web. 10 June 2019. https:// factfinder.census.gov The City of Bellingham Washington . 2014 Bellingham Bicycle Master Plan U.S. Census Bureau. (2019). Quick Facts, . Comprehensive plan , Bellingham : Eugene city, Oregon, Boulder city, TranspoGroup , 2014. Colorado. Retrieved from U.S.  The City of Bellingham Washington . UC Berkeley, “Bikeshare,” UC Berkeley 2014 Bellingham Bicycle Master Plan Parking and Transportation, 2019. Retrieved . Comprehensive plan , Bellingham : 6/10/2019 from  https://pt.berkeley.edu/ TranspoGroup , 2014. transportation-options/bicycle/bikeshare The City of Bellingham Washington . Bellingham Pedestrian Master Plan . 117 Appendix A Major Documents Reviewed Table 1: Major Documents Reviewed, By Case Study 119 City of Arlington City of City of City of Victoria City of Berkeley City of Boulder City of Eugene Bellingham County Vancouver, BC Seattle Comprehensive Comprehensive Metro Seattle Downtown General Plan Boulder Valley Eugene- Plan (2016) Plan (2019) Vancouver 2035 Core Area Plan (2003) Comprehensive Springfield 2040 Regional (2019) (2011) Plan (2017) Metropolitan Growth Area General Strategy (2017) Plan (2015) Downtown Plan Master Transportation Move Pedestrian Downtown Area City of Boulder Envisioning (2014) Transportation 2040 (2012) Seattle Master Plan Plan (2012) Transportation Eugene Plan (2008) (2015) (2008) Master Plan Comprehensive (2014) Plan (2017) Bicycle Cycling for Downtown Climate Action Boulder Access, Eugene 2035 Comprehensive Everyone Public Realm Plan (2009) Management & Transportation Plan (2014) (2011) Strategy and Parking Strategy Plan (2017) Streetscape (2018) Plan (2017) Pedestrian Downtown Bicycle Master Streets and Transportation Downtown Plan Comprehensive Eastside Plan Plan (1995) Open Space Report on Plan (2012) (2014) Improvement Progress (2018) Plan (2010) Transportation Pedestrian BCTransit Downtown Climate and Report on Study (2002) Future Plan Design Energy Action Annual Mobility (2011) Guidelines (2016) Plan (2015) Regional Boulder Bike Transportation Sharing Annual Plan (2014) Report (2018) Appendix B: Berkeley, California 8/7/2019 Bicycle Boulevard Guidelines - City of Berkeley, CA Transportation Division Bicycle Boulevard Design Tools and Guidelines Public Review Draft Report Note: Documents are .pdf format. For .pdf format, download Adobe Acrobat Reader for free. When finished installing the Adobe Reader return to this page to view the documents. Download Adobe Acrobat Reader for free Cover Sheet and Detailed Table of Contents pdf Chapter 1: Introduction pdf Background Report Overview Development of Report Purpose of a Bicycle Boulevard Goals and Objectives Selection of Streets for Bicycle Boulevards Benefits of Bicycle Boulevards Chapter 2: Existing Conditions pdf Consultant Field Review Bowditch/Hillegass Bike Boulevard California/King Bike Boulevard Channing Way Bike Boulevard Milvia Bike Boulevard Ninth Street Bike Boulevard Russell Street Bike Boulevard Virginia Street Bike Boulevard Additional Bicycle Boulevard Issues Identified by the Public Chapter 3: Issues Summary pdf Chapter 4: Toolbox and Sample Bike Boulevard Layout pdf Overview Design Guidelines (Note: The pdf formats does not include ALL illustrations.) Chapter5: Review of Impacts of Traffic Calming Devices pdf Impacts on Speed Impacts on Volume Impacts on Collision Rates Chapter 6: Preliminary Implementation Plan pdf https://www.cityofberkeley.info/ContentDisplay.aspx?id=6652 1/2 8/7/2019 Bicycle Boulevard Guidelines - City of Berkeley, CA Overview Implementation Approach Priority Recommendations Recommended Phasing Plan Outstanding Issues Raised by the Public Coordination with Other Projects Maintenance of Bicycle Boulevards Monitoring Phase Appendices Appendix A - only available in hard copy Appendix B - summary of public comment from Fall of 1999 pdf Bicycle Boulevard Workshops Home | Web Policy | Text-Only Site Map | Contact Us Transportation Division, 1947 Center Street, 4th Floor, Berkeley, CA 94704 Questions or comments? Email: transportation@cityofberkeley.info Phone: (510) 981-7010 (510) 981-CITY/2489 or 311 from any landline in Berkeley TTY: (510) 981-6903 https://www.cityofberkeley.info/ContentDisplay.aspx?id=6652 2/2 8/7/2019 Bicycle Boulevard Information - City of Berkeley, CA Transportation Division Bicycle Boulevards in Berkeley If you bike, walk, drive or take transit around Berkeley, you have probably noticed the bicycle boulevard signs and pavement markings. Identifying the streets with these signs and legends is just the first phase of creating a network of bicycle boulevards. The City is now engaged in the second phase of implementation - improving the safety and convenience of the bicycle boulevards, including the crossings at busy streets. Check out the short video explaining Berkeley's boulevard system. Street Films: Berkeley’s Bicycle Boulevards Current Projects The City is working on the following projects to improve bicycle boulevards: Hillegass/Ashby Intersection: This intersection is difficult to cross for people biking or walking. The City is working with Caltrans, which must approve any changes to Ashby (a state highway), to improve this crossing. Ninth Street connection to Emeryville. What is a Bicycle Boulevard? A bicycle boulevard is a low-speed, low-volume street which has been optimized for bicycle traffic. Bicycle boulevards discourage cut-through motor-vehicle traffic but allow local motor-vehicle traffic. They are designed to give priority to people biking as through-going traffic. Signage System The Bicycle Boulevard Network Seven boulevards make up The system includes seven sign the bicycle boulevard types and one pavement network. Each is named after legend, each serving a specific the street that it entirely, or in purpose. See descriptions and photos of them large part, travels along. Click here for an here. interactive google map showing the bicycle blvd network and major destinations. Click https://www.cityofberkeley.info/bicycleboulevards/ 1/3 8/7/2019 Bicycle Boulevard Information - City of Berkeley, CA here to download a pdf description of each Planning & Implementation History route with a list of destinations. Describes how the bicycle boulevards were developed, what has been done on them to Photos of Bicycle Boulevard Treatments date, and how the City has The adopted Bicycle Boulevard funded their implementation. Design Tools and Guidelines Report describes the tools that could be used on the bicycle Report Problems on Bicycle Boulevards boulevards to slow traffic and to create safer crossings at major streets. Many Have you noticed a bicycle boulevard sign that of these tools, such as traffic circles and is missing or has been tagged? Is there debris specialized traffic signals, are already being or a new pothole on a boulevard? Please let us used on streets throughout Berkeley. know! Published Documents Bicycle Boulevard Design Tools and Guidelines Report (April 2000) Berkeley Bicycle Boulevard Map https://www.cityofberkeley.info/bicycleboulevards/ 2/3 8/7/2019 Bicycle Boulevard Information - City of Berkeley, CA Berkeley Bicycle Boulevards Map data ©2019 Google Terms 2,000 ft Comments on Bicycle Boulevards Contact the Office of Transportation at (510) 981-7010, TDD: (510) 981-6903 or by email. Home | Web Policy | Text-Only Site Map | Contact Us Transportation Division, 1947 Center Street, 4th Floor, Berkeley, CA 94704 Questions or comments? Email: transportation@cityofberkeley.info Phone: (510) 981-7010 (510) 981-CITY/2489 or 311 from any landline in Berkeley TTY: (510) 981-6903 https://www.cityofberkeley.info/bicycleboulevards/ 3/3 8/6/2019 Bike Share for All | Bay Wheels | Lyft BIKES Overview Map Meet Our Bikes Bike Share for All Pricing Art Bikes Bike Share for All Bay Wheels offers all residents of the Bay Area an affordable, accessible and fun new transportation option. Features • One-time $5 Annual Membership ($5/month in second year) • Bikes available 24/7/365 in San Francisco, Oakland, Berkeley, Emeryville and San Jose • Membership includes first 60 minutes of each trip https://www.lyft.com/bikes/bay-wheels/bike-share-for-all 1/4 8/6/2019 Bike Share for All | Bay Wheels | Lyft • Rides longer than 60 minutes will result in additional fees of $3 for each additional 15 minutes or potential account suspension • In-person enrollment at select locations (locations below) • No credit or debit card required • Clipper card compatible Eligibility Bike Share for All is available to Bay Area residents ages 18 and older who qualify for Calfresh, SFMTA (Low Income) Lifeline Pass or PG&E CARE utility discount. Sign Up Interested in the Bike Share for All program? Sign up here, and you will hear back from someone shortly. SIGN UP HERE Want to pay in cash? You can sign up at any of the locations listed here. Bring (1) a State-issued ID and (2) Calfresh card OR SFMTA (Low Income) Lifeline Pass OR Proof of PG&E CARE (utility bill). Enrollment hours are subject to change - please email marketing@baywheels.com before visiting a center for operational hours. Cash Payment Locations: • Bay Area Metro Center 375 Beale Street San Francisco CA 94105 Mon - Fri, 8 AM - 6 PM • Sat, 9 AM - 1 PM • Oakland Public Library, Information Desk 125 14th Street Oakland, CA 94612 Mon - Thu, 10 AM - 8 PM https://www.lyft.com/bikes/bay-wheels/bike-share-for-all 2/4 8/6/2019 Bike Share for All | Bay Wheels | Lyft • Eastmont Public Library Branch, Information Desk 7200 Bancroft Avenue, Suite 211 Oakland, CA 94605 Mon, 9 AM - 7 PM • Tue - Thu, 9 AM - 5:30 PM • Fri, 12 PM - 5:30 PM • Golden Gate Public Library Branch, Information Desk 5606 San Pablo Avenue Oakland, CA 94608 Mon, Thu, Sat 10 AM - 5:30 PM • Tue - Wed, 10 AM - 8 PM • Fri, 12 PM - 5:30 PM • West Oakland Public Library Branch, Information Desk 1801 Adeline Oakland, CA 94607 Mon, Thu, Sat 10 AM - 5:30 PM • Tue - Wed, 10 AM - 8 PM • Fri, 12 PM - 5:30 PM • Good Karma Bikes 460 Lincoln Ave #25 San Jose, CA 95126 Tue - Fri, 11 AM - 7 PM • Sat - Sun, 11 AM - 6 PM Need to talk to Bay Wheels? You can sign up at any of the locations listed here. Bring (1) a State-issued ID and (2) Calfresh card OR SFMTA (Low Income) Lifeline Pass OR Proof of PG&E CARE (utility bill). Enrollment hours are subject to change - please email marketing@baywheels.com before visiting a center for operational hours. Cash Payment Locations with a Bay Wheels staff member present: • Oakland Public Library, Main Lobby 125 14th Street Oakland, CA 94612 Wed, 12 PM - 4 PM • Berkeley Public Library, Main Lobby 2090 Kittredge Street Berkeley, CA 94704 2nd Monday of the month, 12 PM - 4 PM https://www.lyft.com/bikes/bay-wheels/bike-share-for-all 3/4 8/6/2019 Bike Share for All | Bay Wheels | Lyft DRIVER RIDER LYFT DOWNLOAD LYFT DRIVER APP LYFT RIDER APP Terms Privacy © 2019 Lyft, Inc. CPUC ID No. TCP0032513-P https://www.lyft.com/bikes/bay-wheels/bike-share-for-all 4/4 8/6/2019 California's Parking Cash-Out Law About Our Work Resources Business Assistance Rulemaking News California's Parking Cash-Out Law This page last reviewed October 30, 2017 State law requires certain employers who provide subsidized parking for their employees to offer a cash allowance in lieu of a parking space. This law is called the parking cash-out program. The intent of the law is to reduce vehicle commute trips and emissions by offering employees the option of "cashing out" their subsidized parking space and taking transit, biking, walking or carpooling to work. For years, negative tax implications limited the implementation of the law. But in 1998, federal legislation fixed this problem. The Air Resources Board has developed a guide that explains the law and answers the questions most frequently asked by employers. Employers: The guide will help you determine whether you must implement a parking cash-out program. Employees: If your employer pays for all or part of your parking, ask your employer if you are entitled to the parking cash-out choice. California's Parking Cash-Out Law: An Informational Guide for Employers August 2009 (PDF) If you have questions about the parking cash-out law, please contact Tom Scheffelin at (916) 327- 7847. Parking Cash-Out Case Study Research This report presents eight case studies of employers who have complied with California's parking cash-out requirement. Cashing out reduced total vehicle emissions for commuting by 12 percent, with a range from 5 to 24 percent for the eight firms. Review or download the abstract or the report. Commuter Choice Program https://ww3.arb.ca.gov/planning/tsaq/cashout/cashout.htm 1/2 8/6/2019 California's Parking Cash-Out Law A federal program that complements parking cash-out is called the Commuter Choice Program. It provides for benefits that employers can offer to employees to commute to work by methods other than driving alone. To learn more about Commuter Choice, visit the following website: Federal Transit Administration: Commuter Choice Web Page: Commuter Choice Program. CONTACT US (800) 242-4450  |  helpline@arb.ca.gov ACCESSIBILITY 1001 I Street, Sacramento, CA 95814 PRIVACY POLICY P.O. Box 2815, Sacramento, CA 95812 CONDITIONS OF USE California Governor LOCAL AIR DISTRICTS Gavin Newsom REGISTER TO VOTE Secretary for Environmental Protection Jared Blumenfeld Chair, California Air Resources Board Mary D. Nichols The California Air Resources Board is one of six boards, departments, and oices under the California Environmental Copyright © 2019 State of California Protection Agency. CalEPA CalRecycle DPR DTSC OEHHA SWRCB https://ww3.arb.ca.gov/planning/tsaq/cashout/cashout.htm 2/2 8/6/2019 Commuter Programs & Public Transportation - City of Berkeley, CA Commuter Programs And Public Transportation Public Works Transportation Division supports many commuter programs to help Berkeley residents, students and employees reduce their dependence on single-occupant automobile commuting. This web site provides information on the following: The Tax Relief Action to Cut Commuter Carbon (TRACC) : Commuter Benefit Services for Employers Sample Enrollment Forms Frequently Asked Questions (PDF) Information about commute benefits in other languages (via SFEnvironment web site) Commute Programs: Guaranteed Ride Home Program Ridematching for carpools and vanpools Transportation Programs at UC Berkeley Transit Information: 511 Transit Information (or dial 511) Getting There on Transit: San Francisco Bay Area Route Maps and Popular Destinations Clipper, the Bay Area's Smart Card for Transit AC Transit Local and Transbay Bus Service Other Bus Services in Berkeley Paratransit Services Rail Service in Berkeley Bay Area Rapid Transit (BART) Capitol Corridor (train service from San Jose to Sacramento) Connecting AMTRAK passenger rail services Car Sharing Airport Transportation The City of Berkeley is committed to meeting its Climate Action Plan goals by creating a healthy and sustainable community. Commuter programs and public transportation are important components of the Climate Action Plan as they help us reduce greenhouse gas emissions. For more information about these and other other Climate Action Plan goals see: www.cityofberkeley.info/climate The Tax Relief Action to Cut Commuter Carbon (TRACC) Effective December 2009, Berkeley Municipal Code 9.88 requires employers with ten or more employees to provide a commute program to encourage employees to use public transit, vanpools or bicycles. Berkeley's Tax Relief Action to Cut Commuter Carbon, or TRACCC, gives employers several options - businesses can offer their employees commuter tax benefits as a payroll deduction, provide a subsidized benefit, or offer a combination of the two. A commute program can reduce business and employee taxes by tapping into federal tax breaks on transit, vanpooling, and bicycle commute expenses. Employers can save up to 9% on payroll taxes, and employees up to 40% on their commute costs. A commuter benefit program works like other pre- https://www.cityofberkeley.info/ContentPrint.aspx?id=11134 1/3 8/6/2019 Commuter Programs & Public Transportation - City of Berkeley, CA tax plans such as retirement, dependent care, and medical reimbursement, except that it's much simpler. Many businesses work with their payroll provider or a third-party administrator to manage their program. Others choose to administer their program in-house, purchasing transit tickets or vouchers each month for their employees. For information about the ordinance and how to comply, please contact our Online Service Center or call 3-1-1 or 510-981-CITY (2489) and ask for the Transportation Division. The TRACC Ordinance By November 2010, all employers in Berkeley with 10 or more employees (full-time, part-time, or temporary--anyone who works an average of 10 hours per week or more in Berkeley) must offer one or more of the following options: 1. Pre-tax Transit/Vanpool: Employer provides a payroll deduction program under existing Federal Tax Law 132(f), which allows employees to use up to $125 per month in pretax wages for transit or vanpool expenses. For more information, see IRS Publication 15-B, Employer's Tax Guide to Fringe Benefits; or 2. Employer Paid Transit/Vanpool/Bicycle Benefits: Employer pays for employee's transit, vanpool or bicycle commute expenses. (It is important to note that the bicycle benefit can only be provided as an employer-paid benefit and cannot be funded through employee pre-tax income. Employees cannot receive both a transit and bicycle benefit; they must choose one or the other.); or 3. Employer Provided Transit: Employer offers workers free shuttle service on a company-funded vehicle between home and workplace. Commuter Benefit Services for Employers Click here for information about commuter benefit services for employers, including vendors for transit passes, transit vouchers, and benefits administration. 511.org also provides assistance to employers who are looking to offer and actively promote commute alternatives. Click here for more information about 511's employer programs and resources. Sample Enrollment Forms Click to view a sample Commuter Benefits Employee Enrollment Form (Microsoft Word or pdf). Employers may customize this form and use it to enroll employees in their commute programs. Back to Top Other Bus Services in Berkeley West Berkeley Shuttle from Ashby BART station to southwest Berkeley, operated by Gateway Transportation Management. Bear Transit is UC Berkeley's shuttle system, servicing the campus and vicinity. Anyone can ride the shuttles which connect campus, Downtown Berkeley, parking lots, Clark Kerr Campus, the Hill area, residence halls, Richmond Field Station, and north and south sides of campus. https://www.cityofberkeley.info/ContentPrint.aspx?id=11134 2/3 8/6/2019 Commuter Programs & Public Transportation - City of Berkeley, CA Berkeley Lab shuttles are for employee and guest use only and operate between Downtown Berkeley and Lawrence Berkeley National Lab. Alta Bates shuttles connecting Ashby BART and Alta Bates, and the Herrick and Alta Bates campuses. Back to Top Car Sharing Carsharing is easy in Berkeley. Several operators offer programs in Berkeley neighborhoods and throughout the Bay Area. Cars can be reserved online or by phone. Usage is typically charged by the hour, and billed monthly. Costs usually include fuel, insurance, and maintenance. For carsharing providers in the area, see: http://www.511.org/links/default.asp Back to Top Airport Transportation AirBART Shuttle 510-577-4294 Call for info 24 hours Bus service between Coliseum BART station and Oakland Airport. Oakland International Airport 510-633-2571 San Francisco International Airport 650-877-0227 San Francisco Airport Ground Transportation 800-736-2008 Back to Top https://www.cityofberkeley.info/ContentPrint.aspx?id=11134 3/3 8/6/2019 GRH | Guaranteed Ride Home Translate How it works Register now How do I choose a reimbursable ride home? Program rules Get in touch Commute Choices Insurance for Your Commute The Alameda County Guaranteed Ride Home Program does just what it says. It guarantees you a free ride home from work if you have an emergency and you have made the effort to avoid commuting alone in your car. You can feel comfortable taking the bus, train, or ferry, carpooling, vanpooling, walking, or bicycling to work, knowing that you will have a ride home in the case of a qualifying unexpected circumstance that disrupts your commute home. Click here for information about the reimbursement program! For Employees Frequently Asked Questions All permanent full-time and part-time employees who are employed within Alameda County are eligible for this free program. Participants Q: Can I use a Transportation Network Company (TNC) must register before using the program. Participants do not have to live such as Uber or Lyft to provide my ride home? Yes. As in Alameda County. of April 2016, the Alameda CTC Guaranteed Ride Home Program now reimburses guaranteed rides home taken with TNCs. Q: What modes of transportation are approved for reimbursement in use of the GRH program? Guaranteed rides home taken by taxi, rental car, car share, public transportation, or Transportation Network Companies will be considered for reimbursement by program staff. The Guaranteed Ride Home program is a Q: If I commute through an app-based carpooling program of the Alameda County For Employers service (i.e. Scoop, Carma Carpooling, Lyft Carpool, Transportation Commission and is etc.) and am not matched with a driver, am I eligible for generously supported by the Bay Area Air The Guaranteed Ride Home program is a free transportation benefit you can a Guaranteed Ride Home? No. Guaranteed rides home Quality Transportation Fund for Clean Air. promote to your employees who get to and from work by a means other than are only eligible in emergency situations such as illness, driving alone, whether it's in an employer-provided shuttle, a carpool or injury, or the unanticipated break down of your usual vanpool, by transit, bicycling, or walking. Employers are not required to commute vehicle. If an app-based carpooling service fails COMMUTE CHOICES register in order for their employees to enroll, but we encourage promoting the to match you with a ride to your work or home, the CONFIRM REGISTRATION program to full-time and permanent part-time staff. Interested employees can company that operates the carpooling service is UPDATE YOUR ACCOUNT register on their own at any time. responsible for addressing this issue. RIDE REIMBURSEMENT GRH PROGRAM REGISTRATION Like us on Facebook and follow us on Twitter! Q: What about longer trips? We recommend using a ANNUAL REPORTS rental car, car share, or public transit for trips over 20 miles REGISTRATION FORM (PRINT) to reduce the up-front cost borne by participants. TRANSPORTATION OPTIONS Remember that fees over $125 per trip cannot be MARKETING MATERIALS reimbursed. For more information, please click here. SUBMIT REIMBURSEMENT (WEB) SUBMIT REIMBURSEMENT (PDF) Q: What if I don’t have enough cash on hand to pay for a taxi ride? Many taxis now accept payment by credit grh.alamedactc.org 1/2 8/6/2019 GRH | Guaranteed Ride Home card. If this is not the case on your ride, you are allowed to make a special stop on your trip home to visit an ATM to pay for your ride. Q: Can I still use the voucher I have from a previous year? No. As of January 1, 2015, vouchers are no longer be accepted. Q: Can I use a car sharing service to provide my ride home? Yes. Rides taken using a car sharing service, such as ZipCar or City Carshare, are eligible for reimbursement. You must be a member of the car share company to rent a car through their service. Q: Can I enroll in the program and use it for a ride home on the same day? We highly recommend registering if you think you might use the program in the future. This will help you become familiar with the program in advance. However, if your situation qualifies, then you may register and use the program on the same day. Q: Can I use the program if there is a transit delay or strike? No. Unfortunately, the program can only be used for personal, unexpected emergencies. For a list of program restrictions, please click here. Contact Us Privacy Policy © 2012 Alameda County Transportation Commission grh.alamedactc.org 2/2 8/6/2019 EasyPass | AC Transit Select Language ▼ Search Rider Info Customer Assistance Planning Focus Environment About Us Careers EasyPass AC Transit’s EasyPass is a low-cost way for East Bay employers, residential developments, and colleges to reduce their environmental impact while saving their employees, residents, and students from the expense and hassle of driving and parking. EasyPass is a group transit benefit that offers bus passes anywhere AC Transit goes — anytime! General Overview For as little as $5-$17 a month per participant, organizations can make sure their employees, residents, or students have unlimited access to a transportation alternative that serves the East Bay, San Francisco, and the Peninsula. Employers Residential Communities EasyPass works like an insurance plan — by paying for a large group of program participants, the per-participant costs are shared. All the group’s participants have an opportunity to use their EasyPass, whether they’re daily AC Transit Colleges riders, use the service occasionally, or are completely new to public transit, meaning that you’ll be able to provide your Client Information program’s participants with a high-value benefit at a minimal cost. To find out how EasyPass can work for you, visit our page for employers, view our site for residential communities, and learn about our program for colleges and universities. www.actransit.org/actrealtime/easypass/ 1/2 8/6/2019 Online Parking Reservation Support | LAZ Parking (/) Find Parking (../find-parking) > About LAZgo (about-lazgo) About LAZgo LAZgo lets you reserve and pay for hourly and event parking before you arrive, so we've always got a space for you! Here's how to use LAZgo in three easy steps: 1. Tap “Find Parking Near Me” on www.lazparking.com (http://www.lazparking.com/) or type a location like “Fenway Park”. You can also use the LAZgo widget on an event or venue’s website. 2. Pay and guarantee your parking spot with a few simple taps. You don’t need to register (but it speeds things up for next time). You’ll get an email with a link to view or print your Parking Pass. 3. Your Parking Pass has GPS directions to the LAZ location. Scan your pass at the entrance, or show it to the friendly attendant and then park your car – it's that easy! LAZgo Help (/find-parking/about-lazgo/i-need-help-making-a-purchase) Got questions? Find answers to some of the most frequently asked questions about using LAZgo. I need help making a purchase (/find-parking/about-lazgo/i-need-help-making-a-purchase) I need help with an existing reservation (/find-parking/about-lazgo/i-need-help-with-an-existing-reservation) LAZ Parking is dedicated to your privacy and safety while you're online. Please read the following information to learn more about how we work with you while you're visiting our website or making a parking reservation. Privacy Policy (/find-parking/about-lazgo/privacy-policy) Your privacy is important. Here's how we respect it. Read More (/find-parking/about-lazgo/privacy-policy) Terms & Conditions (/find-parking/about-lazgo/terms-and-conditions) Familiarize yourself with our important Terms and Conditions. Read More (/find-parking/about-lazgo/terms-and-conditions) https://www.lazparking.com/find-parking/about-lazgo 1/2 8/6/2019 Parking Meters - City of Berkeley, CA Transportation Division Parking Meters The City of Berkeley uses parking meters as a parking management tool, primarily in commercial areas and around public spaces or facilities that are major trip generators. Meters are typically used to improve access, promote commercial activity, and discourage long-term car storage. The City may adjust a meter’s hourly rate and/or limit the amount of time one may park in a metered parking space to encourage turnover and increase parking availability for short-term visitors and customers. Parking customers interested in long-term parking (over 2-hour, all day, or commuter parking) may park in the City’s off-street parking garages and lots or goBerkeley Value pricing areas around downtown Berkeley and the Southside/Telegraph areas. Parking meters in Downtown Berkeley, Southside/Telegraph, Northside, and the Elmwood are managed under the goBerkeley demand-responsive parking management program. Over the years, parking meters have evolved from wholly mechanical devices to the state-of-the-art smart parking meters we use today. Currently, the City of Berkeley uses two types of meters: multi-space (IPS pay stations) and single-space, to monitor over 3,700 parking spaces. All meters accept Visa and MasterCard credit and debit cards, as well as nickels, dimes, quarters, and small one dollar coins. For the City's guidelines on Disabled Parking Placard use, click here. Chapter 14.52 of the Berkeley Municipal Code describes rules and procedures for the management and use of the City's parking meters. Hours of Operation goBerkeley Parking Management Program Parkmobile Pay by Phone Services Time Limit Enforcement Parking Meter Rates Meter Maintenance How to Use the City’s Meters Parking Meter Signs and Decals Hours of Operation On-Street Meters Metered Parking Lots Pre-Pay & Sleep Modes Parking Meter Holidays On-Street Meters: In general, on-street meters are in operation from 9 AM to 6 PM Monday through Saturday including some holidays. There are exceptions to these general hours, so be sure to check the meters themselves and/or posted signs nearby to confirm hours of operation. Metered Parking Lots: Berkeley Way Lot: 7 AM to 10 PM, Monday through Saturday Elmwood District Lot: 7 AM to 6 PM, Monday through Saturday https://www.cityofberkeley.info/Public_Works/Transportation/Parking_Meters.aspx 1/12 8/6/2019 Parking Meters - City of Berkeley, CA Pre-Pay and Sleep Modes: All City of Berkeley meters revert to “sleep” mode from the end of one operating shift until the start of operating hours the following business day. A “pre-pay” mode is available two hours before metered time begins. This allows you to park and pre-pay if you expect to remain parked at that spot once hours of operation begin. The meter will start charging time once the enforcement hours begin. Parking Meter Holidays Meters are not enforced on the following holidays: New Year's Day, January 1 (Holiday observed on Monday if it falls on Sunday) Martin Luther King Jr. Day, Third Monday in January President's Day, Third Monday in February Memorial Day, Last Monday in May Independence Day, July 4 (Holiday observed on Friday if it falls on a Sunday) Labor Day, First Monday in September Indigenous People's Day, Second Monday in October Veterans Day, November 11 (Holiday observed on Monday if it falls on Sunday) Thanksgiving Day, Fourth Thursday in November Christmas Day, December 25 (Holiday observed on Monday if it falls on Sunday) goBerkeley: Increasing Parking Availability and Making Streets Safer for Everyone goBerkeley is the City's data-driven, demand-responsive parking management program. Its aim is to improve the safety and ease of travel in metered parking areas by adjusting parking rates and time limits to better match local needs. goBerkeley raises or lowers parking rates to achieve 1-2 open spaces per block. Consistent parking availability means less circling, cleaner air, and safer streets for all. goBerkeley is currently used to manage parking in four of the City's vibrant commercial districts: Downtown Berkeley, Northside, Southside/Telegraph, and the Elmwood. News and Updates On August 1st, 2019, new parking rates and time limits will go into effect in the Northside (Euclid/Hearst) parking meter area. Data collected in spring 2019 showed that the new $2.00/hour rate in the Premium zone has made it easier to find parking, even when demand is highest. However, parking in the 2200 and 2600 blocks of Hearst Avenue is still hard to find. As a result, the 2200 and 2600 blocks of Hearst Avenue will be converted to Premium zones at $2.00/hour for up to two (2) hours. A map of these changes is available here: goBerkeley Northside Rates and Time Limits. On April 1, 2019, meter rates and time limits in Downtown Berkeley, Southside/Telegraph, and the Elmwood will be adjusted to maximize parking availability. Changes include: More available parking spaces in high-demand Premium zones in Downtown Berkeley ($3.75/hour), Southside/Telegraph ($3.25/hour), and the Elmwood ($2.75/hour) https://www.cityofberkeley.info/Public_Works/Transportation/Parking_Meters.aspx 2/12 8/6/2019 Parking Meters - City of Berkeley, CA Value zones with the option to park for up to 4 hours (Downtown Berkeley) or 8 hours (Southside/Telegraph) at $2.50/hour Increased availability at the Elmwood Parking Lot ($1.25/hour) The goBerkeley Way goBerkeley uses a transparent, collaborative, and evidence-based approach to increase parking availability, find the right time limits for healthy turnover and customer flexibility, and make parking easier to understand. In establishing goBerkeley areas, staff talk to local businesses to better understand what time limits may be appropriate for each area's blend of customers and visitors. After analyzing parking activity, staff adjust meter rates to ensure that 1-2 parking spaces are always available, so drivers don't have to circle for a spot. goBerkeley also increases driver choice by lengthening time limits in some areas, providing legal parking alternatives for those who need to stay for longer periods of time. In goBerkeley areas, bright, clear signs provide simple instructions on how long to park and where to pay, reducing sidewalk clutter and enhancing the attractiveness of neighborhood commercial districts. Pilot Project Results goBerkeley began as a three-year pilot project to explore and test methods of reducing local traffic congestion, improving parking options, and promoting alternatives to driving one's own car. Results from the pilot project are available in the Berkeley City Council Information Report (5.7MB PDF) from December 16, 2014. Feedback Interested in more information about goBerkeley? Write to us at goBerkeley@cityofberkeley.info. Parkmobile Pay-by-Phone Services Paying for parking in Berkeley is now even easier! Using the Parkmobile service, parking customers are able to pay for parking on-the-go via a smartphone app or by phone. The mobile app for iPhone and Android phones is available at Parkmobile's website. Customers may also initiate parking sessions by calling 1-877-727-5718. Once registered, users can also choose to receive custom alerts and reminders prior to the expiration of a parking session, and if applicable, remotely extend their parking session. Click here for a video overview of the Parkmobile service. How to Register 1. Once you have downloaded the app, you will be asked to fill out basic information. 2. You have the option to continue with registration or explore the app and complete registration at a later time. 3. If you decide to complete registration, you will be asked for your license plate number. You can add up to five (5) license plate numbers per account. 4. Lastly, you will be asked to enter payment information. How to Pay by App 1. Once you have registered your account, enter the appropriate zone code for your parking space, which is located on bright green stickers on the meters. At single-space meters, you will be asked to provide a zone code and space number, both of which are included on the sticker. 2. Choose the duration you wish to park. 3. Confirm your information, including location, license plate number, and payment method. https://www.cityofberkeley.info/Public_Works/Transportation/Parking_Meters.aspx 3/12 8/6/2019 Parking Meters - City of Berkeley, CA 4. Upon final confirmation, a ticker will begin counting down your time remaining. You may also be given the option of adding an alert prior to the expiration time, which will give you the option of adding more time to the meter -- up to the maximum posted time limit. 5. Note: Your payment status is immediately transmitted to Parking Enforcement. Single space meters will NOT display your paid time, and the light will continue to flash red. How to Pay by Phone 1. Dial 1-877-727-5718. We recommend registering an account in advance (either online at Parkmobile.io or by calling) for a quick and easy parking transaction. 2. Enter the appropriate zone code for your parking space, located on bright green stickers on the meters. 3. Choose the duration you wish to park. 4. Agree to the charged amount. Time Limit Enforcement Time limits are strictly enforced and may not be extended by adding more money after the posted maximum time limit has expired. In other words, “feeding the meter” is illegal per BMC 14.52.060. Use these links for information on other local parking restrictions and California Vehicle Codes. Parking Before Payment, or After Time has Expired It is unlawful to occupy a metered parking space without paying. Per BMC 14.52.040, drivers must pay for parking immediately after occupancy of a parking space. And per BMC 14.52.050, it is also unlawful to remain parked at a single-space meter or pay-and-display parking space after the meter or your dashboard receipt has expired. Only stay for the time you pay! Broken Meters Parking at a space served by a broken or inoperable single space meter or pay & display station is limited to the posted time limit. It is not legal to park in a space served by a broken meter or a pay & display station longer than the posted time limit. To report a broken meter or pay & display station, call 311 or (510) 981-CITY (2489), and provide the meter or pay station number. Parking Meter Rates goBerkeley Program Areas and Rates Other Citywide Parking Areas and Rates Payment Increments and Credit/Debit Card Minimum Payment Parking Meter Revenue The City of Berkeley has two rate structures for parking meters: In goBerkeley program areas (approximately 2,000 parking spaces in Downtown, Southside/Telegraph, Northside, and the Elmwood) hourly rates range from $1.25/hour in Value areas to $3.75/hour in Premium areas. Premium and Value areas are identified using color-coded signs (Premium areas are blue, and Value areas are green). In all other metered areas, the hourly rate is $1.50. Other metered areas in Berkeley include the Gourmet Ghetto, Solano Avenue, Telegraph Avenue, Claremont & Ashby, College & Alcatraz, San Pablo Avenue, the Gilman District, and University Avenue. goBerkeley Program Areas and Rates https://www.cityofberkeley.info/Public_Works/Transportation/Parking_Meters.aspx 4/12 8/6/2019 Parking Meters - City of Berkeley, CA Current goBerkeley program locations and rates are described below. Maximum goBerkeley Area RateZone Parking Location Hourly Rate TimeLimit Hearst Avenue (North) to Bancroft Way (South), between Premium $3.75 2 hours Oxford Street (East) and MLK Jr. Way (West) Downtown Berkeley Bancroft Way (North) to Dwight Way (South), between Value Fulton Street (East) and Milvia Street (West) $2.50 4 hours & Berkeley Way Parking Lot Bancroft Way (North) to Durant Ave (South), between Piedmont Avenue (East) and Fulton Street (West) Premium $3.25 2 hours Durant Ave (North) to Dwight Way (South), between Southside/Telegraph Bowditch St (East) and Dana St (West) Durant Ave (North) to Dwight Way (South), between Value $2.50 8 hours College Avenue (East) and Bowditch Street (West) Ridge Road (North) to Hearst Ave (South), from Le Roy Ave Premium $2.00 2 hours (East) and to Scenic Ave (West) Northside (Euclid/Hearst) Hearst Ave (2200 and 2600 blocks) and Scenic Ave (1800 Value $1.75 4 hours block) Stuart Street (North) to Webster Street (South), between Premium $2.75 3 hours Piedmont Avenue (East) and Benvenue Avenue (West) Elmwood Value Elmwood Parking Lot $1.25 3 hours (Effective April 1, 2019.) Other Citywide Parking Areas and Rates Non goBerkeley program locations and rates are described below. Metered Area Metered Area Boundaries Hourly Rate Time Limits North Berkeley Rose Street (North) to Hearst $1.50 30 mins. to 2 hrs. (Shattuck Avenue) Avenue (South), between https://www.cityofberkeley.info/Public_Works/Transportation/Parking_Meters.aspx 5/12 8/6/2019 Parking Meters - City of Berkeley, CA Oxford Street (East) and Milvia Street (West) The Alameda (East) to Tulare Street (West), between Tacoma Solano Avenue $1.50 30 mins. to 2 hrs. & Catalina Avenues (North) and Marin Avenue (South) Telegraph from Dwight Way (North) to Woolsey Street (South), to Regent Street (East) AND Telegraph Avenue Regent Street between Ashby $1.50 30 mins. to 2 hrs. Avenue (North) and Prince Street (South) AND 2400 block of Blake Street Ward Street (North) to Essex Street (South), between Adeline/Shattuck $1.50 30 mins. to 2 hrs. Shattuck Avenue (East) and Adeline Street (West) Russell Street (North) to Ashby Avenue (South), between Claremont & Ashby $1.50 30 mins. to 1 hr. Domingo Avenue (East) and Claremont Avenue (West) Vicinity of intersection of College Avenue & Alcatraz College & Alcatraz $1.50 1 hour Avenue north of the Berkeley city line San Pablo Avenue between San Pablo Avenue Harrison Street (North) and $1.50 30 mins. to 2 hrs. Heinz Avenue (South) 9th Street, 10th Street and Gilman District Camelia Street south of Gilman $1.50 30 mins. to 2 hrs. Street Fourth Street Fourth Street between Virginia $1.50 30 mins. to 2 hrs. Street (North) and Hearst Avenue (South) https://www.cityofberkeley.info/Public_Works/Transportation/Parking_Meters.aspx 6/12 8/6/2019 Parking Meters - City of Berkeley, CA Hearst Avenue (North) to Addison Street (South), University Avenue between MLK Jr Way (East) $1.50 30 mins. to 2 hrs. and 3rd Street (West) Payment Increments And Credit/Debit Card Minimum Payment When using a credit/debit card payment option, all meters require a 12-minute minimum transaction time. All City of Berkeley meters accept coins, credit and debit cards. Coins do not require a 12-minute transaction minimum. The table below shows parking meter coin increments by meter rate. goBerkeley Premium goBerkeley Premium Standard goBerkeley Value 2-Hour 3-Hour Up to 2 hours 4-Hour or 8-Hour $3.25 or $3.75 $2.75 $1.50 $2.50 1 Nickel = 1 min 1 Nickel = 1 min 1 Nickel = 2 min 1 Nickel = 1 min 1 Dime = 2 min 1 Dime = 2 min 1 Dime = 4 min 1 Dime = 2 min 1 Quarter = 4 min 1 Quarter = 5 min 1 Quarter = 10 min 1 Quarter = 6 min Parking Meter Revenue Revenue collected from on-street parking operations is used to support City services. Currently, parking meter revenue is used to fund Parking Enforcement operations of the Berkeley Police Department. Meter Maintenance The City's Public Works Department has a Meter Maintenance Team consisting of a Supervisor and 8 staff people who are responsible for the collection of revenues, as well as the maintenance and repair of the City’s on-street meters. The Meter Maintenance Team is responsible for routinely replacing meter batteries, lubricating locks, maintaining meter identification numbers, replacing domes and removing graffiti from meters and poles. Whenever the Meter Maintenance Team finds a vehicle parked at a malfunctioning meter, they initiate repair and place the maximum time on the meter. However, the maximum time you can park in a meter space (during enforcement hours) is the maximum time allowed if the meter were functioning (e.g.1 hour; 2 hours). Therefore, you run the risk of getting a ticket if you are parked at a malfunctioning meter longer than this allotted time – functioning or not. If you have any questions for the Meter Maintenance Team, please use our Online Service Center, call 311, or (510) 981-CITY (2489). How to Use Berkeley’s Parking Meters https://www.cityofberkeley.info/Public_Works/Transportation/Parking_Meters.aspx 7/12 8/6/2019 Parking Meters - City of Berkeley, CA Multi-Space Meters Single-Space Meters Multi-space Pay Stations IPS Pay Station machines accept 3 convenient forms of payment: 1. Coins (nickels, dimes, quarters, small one-dollar coins) 2. Credit card (Visa or Master Card) 12-minute minimum transaction required 3. Debit card (w/credit card logo) 12-minute minimum transaction required Payment instructions, and hours of operation are posted at each pay station. At the meter you need to: 1. Pay for the time you need to park. 2. If using credit/debit card, adjust time when prompted on screen. 3. Press the green button (“OK”). 4. Place your receipt ticket on the driver side dash of you vehicle (face up). 5. Return to your vehicle before your time expires. Multi-space Pay Station Receipt Ticket Single-Space Meters Single space meters feature an illuminated display to view parking rates, hours, time limit and other important information. Single space meters accept 3 convenient forms of payment: 1. Coins (nickels, dimes, quarters, small one-dollar coins) 2. Credit card (Visa or Master Card) 12 minute minimum transaction required 3. Debit card (with credit card logo) 12 minute transacation required. Payment instructions, and hours of operation are posted at each meter. https://www.cityofberkeley.info/Public_Works/Transportation/Parking_Meters.aspx 8/12 8/6/2019 Parking Meters - City of Berkeley, CA At the meter, you need to: 1. Pay for the time you need to park. 2. If using a credit/debit card, adjust time when prompted on screen with and buttons. 3. Press green button. 4. Return to your vehicle before your time expires Parking Meter Signs and Decals goBerkeley Zones You can tell you are in a goBerkeley zone when you see signs like this: Multi-space Pay Stations On blocks with pay stations, signs are posted to direct users to "Pay to Park” with arrows pointing towards the closest pay station (Figure 1a). In non-goBerkeley parking areas, green and white regulation signs advise of the zone limits for areas (Figure 1b). If an arrow is not present on the zone limit sign, the limit is enforced for the entire block. Some locations use curb markings along with parking signs (Figure 1c). https://www.cityofberkeley.info/Public_Works/Transportation/Parking_Meters.aspx 9/12 8/6/2019 Parking Meters - City of Berkeley, CA Diagram 1a Diagram 1b Diagram 1c In non-goBerkeley areas, "Pay Here for Parking" signs are posted above each pay station (Diagram 1d and 1e): https://www.cityofberkeley.info/Public_Works/Transportation/Parking_Meters.aspx 10/12 8/6/2019 Parking Meters - City of Berkeley, CA Diagram 1d Diagram 1e Informational Signs with enforcement rules Restricted Parking Rules - Sample at Farmers Market Location Single-Space Meters Parking rate and hours of operation information is displayed on screen at the head, or crown, of the meter as shown below (Diagram 4a). https://www.cityofberkeley.info/Public_Works/Transportation/Parking_Meters.aspx 11/12 8/6/2019 Parking Meters - City of Berkeley, CA Diagram 4a Diagram 4c Home | Web Policy | Text-Only Site Map | Contact Us Transportation Division, 1947 Center Street, 4th Floor, Berkeley, CA 94704 Questions or comments? Email: transportation@cityofberkeley.info Phone: (510) 981-7010 (510) 981-CITY/2489 or 311 from any landline in Berkeley TTY: (510) 981-6903 https://www.cityofberkeley.info/Public_Works/Transportation/Parking_Meters.aspx 12/12 DOWNTOWN BERKELEY BART PLAZA ACTIVATION PLAN 10/11/2018 On October 18, 2018, the Downtown Berkeley BART Plaza will open after a $13 million renovation, including a new main entrance, plaza pavers, sound and light poles/system, catenary lighting, trees, and landscaping. Downtown Berkeley BART Plaza is the heart of the Downtown and a transit portal for the City. The programing of the plaza presents a once in a generation opportunity to establish a vibrant pubic space that is welcoming and engaging for all Berkeleyans and visitors, and also a place to showcase the creative and artistic soul of the City. This Activation Plan was developed by the Downtown Berkeley Association (DBA) in close association with City of Berkeley staff, Civic Arts Commission (CAC), and in consultation with Mayor Jesse Arreguin and Councilmember Kate Harrison. The BART Plaza renovation project is slated for completion in October 2018 with the following elements: A. A new main steel and glass entrance surrounded by a stunning glass floor that will illuminate from below at night, with a glass staircase into the station B. New entrances at Allston and Addison with similar glass and steel design C. New high quality pavers throughout the plaza with granite-like appearance D. Sleek aluminum clad ventilation shaft, which will be the backdrop for Berkeley LIVE! programming E. Nine new trees and three landscape areas F. Eight sound and light poles with catenary overhead LED lighting between poles G. Two new bus shelters with similar steel and glass design This Activation Plan (in addition to the above Plaza project) entails the following components: 1. Large Temporary Sculpture funded and selected by Civic Arts Commission 2. State of the Art Sound System funded and selected by Civic Arts Commission 3. Ambient Sound Installation funded and selected by Civic Arts Commission 4. Berkeley LIVE! temporary stage and programming - managed by DBA 5. Welcome Kiosk on the north side of main entrance with maps and info about Downtown Berkeley, the City, and UC Berkeley 6. Sidewalk Seating managed by merchants (Paris Baguette, Almare Gelato, Ikes, and Sliver Pizzeria) 7. Bistro Tables and Chairs in the middle of Plaza managed by DBA and for public use 8. Two nonprofit food vendors: Ecology Center’s Berkeley Farm Stand, and 1951 Coffee Kiosk DOWNTOWN BERKELEY PLAZA ACTIVATION PLAN MAP Plaza Activation Plan components (in addition to the BART Plaza design) are as follows: 1. Large Sculpture The Civic Arts Commission selected a piece by Berkeley-based artist Michael Christian for its first temporary art installation on BART plaza. This stunning sculpture, called Home, is an oversized desktop globe made of multiple layers of steel with cutout imagery of street maps from around the world. At night, light from within the piece casts shadows of these maps on the surrounding plaza. Whether seen during the day or at night, the artwork communicates the perspective and influence of Berkeley-a small city with global reach! 2. State of the Art Sound System The Plaza includes a state-of-the-art Meyers Sound system on eight sound and light poles that will help activate the Plaza. The system can also be augmented for directional sound during live performances. 3. Ambient Sound Installation The Civic Arts Commission (CAC) has commissioned ten sound art compositions by different artists for ongoing programming on the Plaza’s multi-channel sound poles. The first sound art installation to be presented on the Plaza is an original site-specific composition by local composer and electronic musician, Chris Brown, called Flow in Place. With the multi-channel audio environment the public will be engaged in inspiring and provocative ways. 4. Welcome Kiosk The Downtown Berkeley Association (DBA) in conjunction with Visit Berkeley and UC Berkeley Chancellor’s Community Partnership Fund is installing a Welcome Kiosk designed by Square Peg Designs on the north side of the new entrance. The kiosk will consist of four pylons, with four illuminated light boxes with the following material: map of Downtown Berkeley, map of UC Berkeley Campus, list of Downtown cultural happenings, and Visit Berkeley information. The kiosk will also have slots for brochures and maps of Downtown etc. The kiosk is constructed by Berkeley builder Alex Nolan of Ohmdrone and will be installed by October 27th. 5. Sidewalk Seating Plaza plans allow for up to 11.5 feet of sidewalk seating in front of storefront cafes (e.g., Sliver Pizzeria, Ikes, Almare Gelato and Paris Baguette). Seating will be managed and maintained by merchants or property owners, as per Berkeley sidewalk seating regulations. 6. Bistro Tables and Chairs The DBA has purchased and will make available to the general public 32 chairs and 16 tables by Fermob Bistro in the middle of the Plaza near the anticipated vendors. The DBA will bring in tables and chairs at night and during special event programming, and/or when other issues arise in the Plaza. 7. Two Nonprofit Food Vendors The City conducted an RFP process for a one-year pilot program for two mission-driven nonprofit vendors to sell food and/or drink that activates the public space and provides useful healthy products. 1951 Coffee and the Ecoolgy Center were the slected vendors. The Ecology Center’s Berkeley Farm Stand will open on October 19, making available fresh fruits and vegatables. The 1951 Coffee Kiosk is expected to open in early November. Each booth will be approximately 10x10 in size, and located near power and water in the Plaza. The DBA is assisting the vendors with storage, waste disposal, and other services as needed. 8. Berkeley LIVE! On The Plaza The DBA, with support of the CAC and the City, on a pilot basis will be programming music and other artistic performances and community activities under the name of Berkeley LIVE!. Performances will take place on a temporary stage in front of the newly sheathed ventilation shaft, and make use of the eight sound poles, as well as temporary directional sound when needed. Taylor Street Production (a Berkeley-based family owned company) will assist the DBA with an open transparent selection process, based on guiding principles of Equity, Quality, Community, and Frequency of programming. Berkeley LIVE! will kick-off with BART Plaza Opening Week on Oct 18-21. City of Berkeley Bike Parking Program Application, Review and Installation Process for In-Street Bike Parking Corrals OVERVIEW - What is an on-street bicycle parking corral? Description An on-street bicycle parking corral (“corral”) is a group of bike racks installed adjacent to the curb in the parking lane of the roadway. The area is dedicated for bicycle parking and is differentiated from other uses of the parking lane by pavement markings, wheel stops, delineators, and/or flexible bollards. Corrals can be installed where the demand for bike parking is higher than can be reasonably accommodated on the sidewalk without impeding the pedestrian walkway and/or creating accessibility issues for adjacent parking spaces. CORRAL APPLICATION, EVALUATION, AND INSTALLATION PROCESS Corrals will be installed in response to an Application from merchants or property owners, as detailed below. Definitions “Applicant,” below, refers to the merchant or owner of the property immediately adjacent to the proposed corral. This is the street address location for the corral. Only merchants or property owners may submit an application for a bike corral in front of their street address. “Maintenance Partner,” below, refers to the individual or organization entering into the Maintenance Agreement with the City of Berkeley. Typically this will be the Applicant, however, an adjacent merchant or property owner or the local merchants’ group or Business Association may also agree to maintain the corral on behalf of the Applicant. Corral Application Process 1. Applicant completes an On-Street Bicycle Parking Corral Application (“Application”) and an On- Street Bicycle Parking Corral Maintenance Agreement (“Maintenance Agreement”) and submits copies of both (not originals) to the Bicycle & Pedestrian Program at EAnderson@ci.berkeley.ca.us or (510) 981-7062. 2. City staff conducts a preliminary screening survey of the site and may contact the applicant with follow-up questions. At this stage, replacement of yellow zones, automobile parking, and other activities that will require the Applicant to perform community outreach will be ascertained. 3. If the location is preliminarily approved, Applicant conducts outreach to adjacent businesses and/or property owners on the block face where the proposed corral is to be located. As appropriate, Applicant uses additional signature blocks on the Application to document support for the corral. a. In cases where an existing yellow, white, green, or blue zone will be converted to a corral, the Applicant must get signatures from the merchants or property owners to either side of the street address where the proposed corral is to be located. 1 City of Berkeley Bike Parking Program b. In cases where automobile parking will be converted to a corral, the Applicant must get signatures from a majority of merchants or property owners on the same block face where the proposed corral is to be located. Majority is defined as 50% of the merchants or property owners +1. 4. Public Works Department staff conducts a detailed field survey to determine final site suitability. Detailed measurements of the corral area and adjacent parking spaces and travel lanes are taken and observations of bike parking demand and traffic patterns are made. a. If a corral is recommended, staff will draft a basic dimensioned site plan and circulate it, internally, for review by Traffic Engineering and Public Works Right of Way staff. Next, the drawing is shared with the Applicant. The corral will not be installed until the Applicant has approved the proposed layout. b. If a corral is not recommended, the Applicant and requestor will be notified and the reason for denial will be given. Reasons for denial include but are not limited to, no evidence of demand, poor sight lines, and deteriorated pavement on which bike racks cannot be mounted. If the location is denied, staff will evaluate the installation of sidewalk racks. 5. Once the Applicant has approved the corral, Public Works Department Staff posts a public notice at the proposed location and distributes notices to all property owners and/or merchants on the block face where the corral is to be located. 6. If no insurmountable stakeholder objections are presented, the corral will be scheduled for installation by an outside contractor selected through a bid process. (See the next section for an explanation of the process to resolve disputes.) The timeline for installations is subject to contractor availability, weather, materials in stock, and other factors. 7. Maintenance Agreement must be renewed each year on January 1st. If the fronting business closes or changes hands the Sponsor is responsible for notifying the Public Works Department and a new Maintenance Agreement must be signed and include all pertinent information about the new fronting business. Appealing the decision to approve or reject a corral At any time during the application review process, a stakeholder may present objections to City staff. Objections will be resolved on a case-by-case basis. The following objections may be the basis for an appeal: ! A nearby location would better serve the same business(es) and the fronting business or property owner (or another Maintenance Partner) is willing to maintain the corral. ! The design doesn’t meet the City’s guidelines. ! A different number of racks than proposed should be installed. ! The corral will cause a demonstrable hardship to nearby businesses. Evidence of hardship must be provided to the City by the business or individual impacted by the proposed corral. The following objections will not be considered as they have been addressed during the design and outreach process, or they are subjective: 2 City of Berkeley Bike Parking Program ! The corral is dangerous. ! The corral is ugly. ! The corral is unnecessary. ! The corral causes a hardship that cannot be proved or demonstrated. If a location is rejected by City staff, the Applicant may appeal the decision by demonstrating how the location meets the goals and guidelines of the In-Street Bicycle Parking Corral Program. Grounds for Removal of a Corral At any time following installation of the corral, a stakeholder may present objections to City staff. Objections will be resolved on a case-by-case basis. The following objections may initiate an investigation into removing a corral: ! The corral is causing a demonstrable hardship to nearby businesses. Hardship must be proved by the business or property owner or individual who is or may be impacted by the corral. ! The corral is in an unsafe location. ! The corral is not being used. The following objections will not be considered as they have been addressed during the design and outreach process, or they are subjective: ! The corral is dangerous. ! The corral is ugly. ! The corral is unnecessary. ! The corral causes a hardship that cannot be proved or demonstrated. 3 City of Berkeley Bike Parking Program City of Berkeley Bicycle Corral Application Proposed Corral Location Street Address: __________________________________________________ Name of fronting business: __________________ __ Name of fronting business owner: _________________________________________________________ Property owner name: __________________________________________________________________ Property owner mailing address: __________________________________________________________ Application is hereby made to the City of Berkeley Public Works Department to install an on-street bicycle parking corral at the address listed above. Signature (Applicant):_____________________________________________ Date: ________________ Print Applicant Name: _____________________________________________ Applicant is: ___Fronting business owner ___ Property owner Applicant phone #: ________________ Applicant email address: _______________________________ If multiple businesses occupy the fronting property and applicant is not the property owner, please include additional signatures: Signature (business owner):________________________________________ Date: ________________ Print Name: _________________________________ Business name: ____________________________ Contact phone #: ________________ Contact email address: __________________________________ Signature (business owner):________________________________________ Date: ________________ Print Name: _________________________________ Business name: ____________________________ Contact phone #: ________________ Contact email address: __________________________________ Upon receipt of the signed application and maintenance agreement, Public Works Department staff will contact the applicant to discuss outreach next steps. Outreach Approval Signatures (complete after preliminary City approval of Application): If an existing yellow, white, green, or blue zone will be converted to a corral, please provide signatures from the merchants or property owners to either side of the street address of the proposed corral: Signature (business or prop. owner):____________________________________ Date: _____________ Print Name: _________________________________ Business name: ____________________________ Business address: ______________________________________________________________________ Contact phone #: ________________ Contact email address: __________________________________ Signature (business or prop. owner):____________________________________ Date: _____________ Print Name: _________________________________ Business name: ____________________________ Business address: ______________________________________________________________________ Contact phone #: ________________ Contact email address: __________________________________ 4 City of Berkeley Bike Parking Program If automobile parking will be converted to a corral, the Applicant must obtain signatures from a majority of business or property owners on the same block face where the proposed corral is to be located. Majority is defined as 50% of the business or property owners +1 (use additional pages if necessary): Signature (business or prop. owner):____________________________________ Date: _____________ Print Name: _________________________________ Business name: ____________________________ Business address: ______________________________________________________________________ Contact phone #: ________________ Contact email address: __________________________________ Signature (business or prop. owner):____________________________________ Date: _____________ Print Name: _________________________________ Business name: ____________________________ Business address: ______________________________________________________________________ Contact phone #: ________________ Contact email address: __________________________________ Signature (business or prop. owner):____________________________________ Date: _____________ Print Name: _________________________________ Business name: ____________________________ Business address: ______________________________________________________________________ Contact phone #: ________________ Contact email address: __________________________________ Signature (business or prop. owner):____________________________________ Date: _____________ Print Name: _________________________________ Business name: ____________________________ Business address: ______________________________________________________________________ Contact phone #: ________________ Contact email address: __________________________________ Signature (business or prop. owner):____________________________________ Date: _____________ Print Name: _________________________________ Business name: ____________________________ Business address: ______________________________________________________________________ Contact phone #: ________________ Contact email address: __________________________________ Signature (business or prop. owner):____________________________________ Date: _____________ Print Name: _________________________________ Business name: ____________________________ Business address: ______________________________________________________________________ Contact phone #: ________________ Contact email address: __________________________________ Signature (business or prop. owner):____________________________________ Date: _____________ Print Name: _________________________________ Business name: ____________________________ Business address: ______________________________________________________________________ Contact phone #: ________________ Contact email address: __________________________________ 5 City of Berkeley Bike Parking Program On-Street Bicycle Parking Corral Maintenance Agreement 1. Corral street address: ________________________________________________________________ 2. Party agreeing to maintain corral: ___Fronting business owner ___ Property owner ___ Other Maintenance Partner Name: _______________________________________________________________________________ Contact person (if different from above): ___________________________________________________ Mailing address: _______________________________________________________________________ Phone #: ______________________ Email address ___________________________________________ By signing below: a) The fronting Business Owner, Property Owner, or the Maintenance Partner, as applicable, for the proposed corral agrees to: i. Sweep, remove, and dispose of debris in the corral and along the adjacent curb frontage (up to 20 ft in both directions) on both sides of the bicycle corral in the roadway at least every other week, and more frequently as needed to prevent the accumulation of debris. ii. Visually inspect the corral on a weekly basis, and report any problems such as abandoned bikes, damage to bollards or racks, etc. to City of Berkeley 311. b) The fronting business or property owner acknowledges that the corral is for public use, and not for the exclusive use of any particular business. c) If resident complaints are received, the Transportation Division will notify the maintenance agreement holder (fronting business, property owner or Maintenance Partner) and may refer the complaints to Code Enforcement in the City Manager’s Office for review. Signature: ____________________________________________________________________________ Print Name: ____________________________________________ Date: _________________________ Return by mail or email (attachment w/ scanned signatures required) to: City of Berkeley, Public Works Department, Transportation Division 1947 Center Street, 3rd Floor, Berkeley, CA 94704 Email: EAnderson@ci.berkeley.ca.us Questions? Contact us by phone at (510) 981-7010 6 City of Berkeley Bike Parking Program CORRAL LOCATION REQUIREMENTS AND DESIGN GUIDELINES Corral locations are identified by City staff or based on applications from merchants or property owners. Locations are subject to the support of the fronting business and/or property owner(s), and will be installed only where the fronting business, property owner, or other Maintenance Partner (Business Association, etc) signs a Maintenance Agreement. The installation of a corral prevents City street- sweeping vehicles from accessing the parking lane, therefore the agreement requires the maintaining party to hand sweep the corral area and dispose of debris, as well as monitor the corral’s condition on an ongoing basis. Corrals in locations where the demand for bicycle parking exceeds available space for sidewalk racks will get the highest priority for installation. Corrals may be installed at any location on the block so long as adequate space for buffering (typically six feet—three feet on each side) is available. Corrals at street block corners have the benefit of creating de facto curb extensions, shortening the street crossing distance for pedestrians, and improving sight lines for motorists turning into traffic from side streets. Bicycle corrals may be installed in existing red zones (where deemed safe). They may also replace green, white, yellow, or blue zones or metered or unmetered parking stalls. In such cases, the process for developing consensus for converting existing automobile parking (zoned, metered, unmetered) to bicycle parking should be led by the applicant, as detailed in the Application materials. Placement Standards: - Bike corrals should be placed in red curb zones where possible. - Corrals should not be placed in yellow, white, green, or blue zones unless the adjacent property owners or businesses have requested it be in such a zone and agree to relinquish the zone when the corral is installed. - Corrals are prioritized at corners because they serve as de facto curb bulbouts for pedestrians. They should, however, be located five feet behind the crosswalk, subject to Traffic Engineering approval. - Corrals should be located at least five feet from driveways, subject to Traffic Engineering approval. CORRAL ELEMENTS Corrals elements include the following (use of which may vary based on site conditions): ! Bicycle racks ! Buffers and barriers o Parking wheel stops o Delineators (safe-hit posts) o Striping (6” solid white corral perimeter/Bike boulevard stencils) o Red curb (external to corral perimeter) 7 City of Berkeley Bike Parking Program Racks, wheel stops, and delineators all feature white reflective tape. The curb adjacent to the corral shall be unpainted (or painted grey). The curb next to the corral shall be painted red. Bicycle Racks See the City of Berkeley Bicycle Parking Design Guidelines & Specifications excerpt at the end of this document for information about the types of racks approved by the City of Berkeley as well as spacing and orientation guidelines. Buffers and barriers The purpose of buffers and barriers is to alert drivers to the presence of the racks (visually and, as a last resort, physically) and to protect bicyclists using the racks. Treatments are deployed based on the adjoining feature (crosswalk, driveway, intersection, parking space). Corral buffers include pavement striping and red curb just outside the corral perimeter. A 6” white stripe is installed along the line separating the parking lane from the traffic lane. The corral edge stripe leaves a minimum 24” internal buffer (typical) to the rack element, and a minimum of 36” outside the perimeter to the adjoining feature. Two Berkeley Bike Boulevard Stencils are placed centered in openings at each end of corral. Parking Tees adjacent to the corral are installed (or refreshed). Corral barriers include reflective wheel blocks (6’ long, 4” high, 6” wide, black recycled rubber w/ yellow reflective material) and delineators (Gorilla Post™, brown w/ white reflective material, Quick-Release 48” high). 8 City of Berkeley Bicycle Rack Specifications Rail Mounted Inverted U September 2008 Front View 36" Top Views Triple Quadruple Bicycle Corral Specifications ! 6’ recycled rubber parking blocks (Traffic Safety Supply #PBRR6YL or equivalent). Installed with 8” Lag & Anchor ! Five Inverted U-Racks, rail-mounted, installed 2’ from edge of curb. See Berkeley Bicycle Rack Specifications for details ! Bike boulevard stencil, 5’ x 3.4’, centered in openings at each end of corral. White, preformed cold thermoplastic (City of Berkeley Boulevard stencil) ! 6” wide white preformed fused cold thermoplastic, 12’ long ! Four 48” Bollards. Brown with two reflective white bands, Quick-Release base, surface mounted, 7” diameter. (Gorilla Post GPKONGBOLLARDQR48 or equivalent) Bike boulevard stencil, 5’ x 3.4’, centered 6’ recycled rubber parking in openings at each end of corral. White, Five Inverted U-Racks, rail-mounted, blocks (Traffic Safety Supply preformed cold thermoplastic (City of installed 2’ from edge of curb. See Berkeley #PBRR6YL or equivalent). Berkeley Boulevard stencil) Bicycle Rack Specifications for details Installed with 8” Lag & Anchor curb line 1’ 2’ 6’ 6’ 7’ 6” 12’ 6” 3’ 6” 6” 6” 4’ 3” 12’ 4’ 3” 6” 21’ Four 48” Bollards. Brown with two reflective 6” wide white preformed fused white bands, Quick-Release base, surface cold thermoplastic, 12’ long mounted, 7” diameter. (Gorilla Post GPKONGBOLLARDQR48 or equivalent) Simply put, there is no better way to deploy temporary signage. The Gorilla Post® is the solution that holds onto the system’s base plate like a Gorilla! The Gorilla Post® System Is Making Lives Simpler & Easier For The Private & Public Sector In These Ways: • Only one person needed to deploy and remove Gorilla PostTM. • No drilling required to install system onto concrete and asphalt. • Sub-10 pound weight reduces risk of back injury to employees. • 6-inch diameter of magnetic base reduces risk of trip hazard compared to antiquated and awkward weighted rubber base posts. • Small diameter allows ergonomic placement of employee’s feet when lifting post from ground. • Lightweight and small post diameter allows Magnetic Pulling Power storage in racks off floor. 380 psi vert. lift • ADA-compliant mounting plate can 275 psi 45° lift even be countersunk into concrete or asphalt surface. The Habitat of the Gorilla Post ® System Is Endless. • Factory Floors • Warehouse Floors • Sidewalks • Loading Docks • Parking Lots • Concourses • Parking Garages • Pedestrian Pathways Yes, tough as a gorilla, the post base • Multi-Space Parking • Fire Lanes never shifts. Post returns upright • Campuses • and many more! even after 15 m.p.h. impact. If you’re tired of dragging around temporary posts and stanchions or dreading to ever unbolt a permanent post, Gorilla Post® is your solution. Lyle Peters - U.S. Sales Director • 14208 NW Third Court • Suite 200 • Vancouver, WA 98685-5759 • 1.800.292.7275 ext. 211 • GorillaPost.com THIS Original Gorilla Post® LANE Basic but effective, posts are made of durable polyethylene plastic that is CLOSED resistant to UV light, ozone and hydrocarbons. Can be used with our Sign Holder displaying 12" x 18" aluminum signs or drilled for plastic or aluminum Gorilla PostTM front-mounted signs. Larger or heavier signs will not work. adapts to a wide variety of uses. STANDARD GORILLA POST: 48” Gorilla Post - 2 1/3” tube diameter with magnets CONFIGURATIONS OF THE STANDARD GORILLA POST: 48” Gorilla Post with 2 GP*Reflect reflective horizontal tape stripes for added visibility and effectiveness 360° Swivel 48” Gorilla Post with 2 GP*Reflect reflective horizontal tape stripes for added visibility and effectiveness and the GP*SA sign holder Base that springs back Posts available in: into upright only in position quantities of 10 or more Yellow Orange Red White Grey Black Gorilla Post® Accessories Mounting Base w/ Six Rare Earth Reflective horizontal tape stripes for post - set of two Neodymium Metal Sign Holder for aluminum double-sided sign, 3/16” slot for sign* Magnets *max. sign size for aluminum - 12” W x 18” H Shown w/ Note: Steel signs or larger signs will cause the post to become unstable and fall over. Loop Cap Shown w/ Shown w/ Loop Cap Topper for plastic chain Topper End Cap Sign Holder U.S. Pat. No. 6,739,567& 2 stripes & 2 stripes & other patents pending Bollards This 7” diameter bollard is perfect for denoting where pedestrian walkways intersect vehicular roadways. The bollard temporarily folds over upon impact by a fire truck so it is an excellent method of delineation across emergency access points to campuses and venues. 48” Gorilla Bollard - 7” tube diameter w/ 2 reflective horizontal stripes Posts available in: Yellow Orange Red White Grey Black Blue Green Brown Beige w/red w/white w/white w/blue w/red w/white w/white w/white w/white w/white bands bands bands bands bands bands bands bands bands bands Lyle Peters - U.S. Sales Director 1.800.292.7275 ext. 211 GorillaPost.com 14208 NW Third Court • Suite 200 Vancouver, WA 98685-5759 Pacific Cascade Corporation - ©2010 JSC Our 3', 4' & 6' Reflective, Recycled Rubber Parking Blocks are flexible which makes NEW SENTRY them ideal for parking spaces that are not R U B B E R P A R K I N G B L O C K S perfectly flat. Rubber parking blocks out Type: Recycled Rubber Parking Block perform concrete - won't chip, crack or rot from the elements Size: Height: 4” Length: 36”, 48” or 72” Molded in yellow or white Width: 6” reflective tape make them Weight: 20 lbs - 3’ Block, 26 lbs - 4’ Block, highly visible 40 lbs - 6’ Block Standard Colors: Yellow, White & Blue Material: Recycled Rubber Warranty: 3 yrs on block / 1 yr on reflective tape * Made from 100% Post Consumer Recycled Rubber (LEED qualified) Flexible to conform to uneven Each of our 6' rubber parking blocks saves 3.4 tires surfaces from going into landfills! Recessed Holes for Mounting Hardware Mount holes 20” apart 20” 20” 4” Tall Easy to install - No Rental 72” Long Equipment Required 6” Wide Mounting Hardware All orders ship from our 12" or 18” Galvanized Lag Bolts & Anchors Red Head warehouse - Not Drop Shipped Steel Spikes concrete or older asphalt LDT Fasteners Most orders ship same day! gravel or asphalt at least 3" thick concrete only * Warrantied against breakage from normal ‘wear and tear’. TrafficSafetyStore PHONE 800-429-9030FAX 610-701-9369 PO Box 1449, West Chester, PA 19380 www.TrafficSafetyStore.com 8/6/2019 BART - BikeHub BART BIKE STATIONS The safe and convenient way to park your bike while you commute. BART offers numerous locations throughout the San Francisco Bay Area. Each station offers slightly different services, including valet parking, controlled- access parking, bike rentals, bike repairs, and more. EXPLORE BART’S BIKE STATIONS: 1. Downtown Berkeley ADDRESS: 2023 Center St. Berkeley, CA 94704 (See Map) CONTACT: (510) 548-7433 (E-mail BikeHub) (888) 540-0546 (BikeLink hotline) https://bikehub.com/bart/#toggle-id-1 1/20 8/6/2019 BART - BikeHub OPEN HOURS: Staffed 7am – 8pm Weekdays BikeLink Secure Parking: 24 hrs CAPACITY: 333 bikes SERVICES AVAILABLE: Free Valet Parking during staffed hours 24Hr Controlled Access Rentals Repairs & Sales BikeLink Cards Sold Here 2. Fruitvale ADDRESS: 3301 E. 12th St. Suite 141 Oakland, CA 94601 (See Map) CONTACT: (510) 536-2200 (E-mail BikeHub) OPEN HOURS: 6:30am – 7:30pm Weekdays CAPACITY: 200 Bikes SERVICES AVAILABLE: Free Valet Parking Repairs & Sales Bikelink Cards Sold Here https://bikehub.com/bart/#toggle-id-1 2/20 8/6/2019 BART - BikeHub 3. Embarcadero ADDRESS: 298 Market Street San Francisco, CA 94105 (See Map) CONTACT: (888) 659-2291 (E-mail BikeHub) (888) 540-0546 (BikeLink hotline) OPEN HOURS: 21 hours, station closed ~1am-4am CAPACITY: 96 bikes SERVICES AVAILABLE: 24Hr Controlled Access BikeLink Cards NOT available for sale here. 4. Ashby ADDRESS: 3100 Adeline Street Berkeley, CA 94703 (See Map) CONTACT: (888) 659-2291 (E-mail BikeHub) (888) 540-0546 (BikeLink hotline) OPEN HOURS: 24 hours https://bikehub.com/bart/#toggle-id-1 3/20 8/6/2019 BART - BikeHub CAPACITY: 128 bikes SERVICES AVAILABLE: 24Hr Controlled Access BikeLink Cards NOT available for sale here. 5. Uptown ADDRESS: 1775 Broadway Oakland, CA 94612 (See Map) CONTACT: (510) 858-7555 (E-mail BikeHub) OPEN HOURS: 7am – 8pm Weekdays CAPACITY: 130 bikes SERVICES AVAILABLE: Free Valet Parking Repairs & Sales BikeLink Cards Sold Here 6. Civic Center ADDRESS: 1150 Market Street https://bikehub.com/bart/#toggle-id-1 4/20 8/6/2019 BART - BikeHub San Francisco, CA 94102 (See Map) CONTACT: (888) 659-2291 (E-mail BikeHub) (888) 540-0546 (BikeLink hotline) OPEN HOURS: 21 hours, station closed ~1am-4am CAPACITY: 89 bikes SERVICES AVAILABLE: 24Hr Controlled Access BikeLink Cards NOT available for sale here. 7. Pleasant Hill ADDRESS: 7011 Sunne Ln #124 Walnut Creek, CA 94597 (See Map) CONTACT: (925) 464-5040 (E-mail BikeHub) (888) 540-0546 (BikeLink Hotline) OPEN HOURS: Staffed 7am – 11am Weekdays BikeLink Secure Parking: 24 hrs CAPACITY: 215 bikes SERVICES AVAILABLE: https://bikehub.com/bart/#toggle-id-1 5/20 8/6/2019 BART - BikeHub 24Hr Controlled Access Repairs & Sales BikeLink Cards Sold Here Bikeep FREE secure bike parking (learn more here) 8. Bikeep 16th Mission FREE smart bike racks provide additional security alongside your own lock and secured seat.  Basic registration and Clipper card required.  Register here, and learn more here. 10. Bikeep Concord https://bikehub.com/bart/#toggle-id-1 6/20 8/6/2019 BART - BikeHub FREE smart bike racks provide additional security alongside your own lock and secured seat.  Basic registration and Clipper card required.  Register here, and learn more here. 11. Macarthur ADDRESS: 555 40th St Oakland, CA 94609 (See Map) CONTACT: (888) 659-2291 (E-mail BikeHub) (888) 540-0546 (BikeLink hotline) OPEN HOURS: 24 hours CAPACITY: 208 bikes SERVICES AVAILABLE: 24Hr Controlled Access BikeLink Cards NOT available for sale here. https://bikehub.com/bart/#toggle-id-1 7/20 8/6/2019 BART - BikeHub 3 2 8 6 https://bikehub.com/bart/#toggle-id-1 9/20 8/6/2019 BART - BikeHub HOW IT WORKS The Bike Station Program offers 3 types of secure bike parking options: FREE valet bike parking, 24-hour* controlled-access parking, and secure bike racks. Free valet parking: BBiikkee PPaarrkkiinngg aatt BBAARRTT Register in-person. Sign in and hand us your bike, no lock required. Mechanics are available for bike repairs, and common commute gear and products are available. 24-hour controlled-access parking: 1. Purchase a BikeLink card online or at any staffed Bike Station. Then register at bikelink.org. You can now use all BikeLink facilities found throughout California. 2. Your $20 Bike Link card is pre-loaded with $20 parking value. A one time ID verication is required to use the controlled-access bike stations.  Verify for free in advance or immediately for $5 at a BikeLink kiosk. https://bikehub.com/bart/#toggle-id-1 10/20 8/6/2019 BART - BikeHub 3. Always lock your bicycle. These are unattended, shared use facilities. Free smart bike racks: Bikeep smart racks add additional security alongside your own lock and secured seat.  Get more info about the program here, or click here to register. VALET PARKING Valet Parking Valet bike parking is free during the day. After a quick one-time registration, follow the steps below to use valet service: Remove necessary items from bicycle and place bicycle in rack at front counter. Take a claim ticket, tear in half. Attach the larger half to to your bicycle, the smaller is your claim check: keep it safe! Sign into parking form. Include your full name, a brief description of the bicycle, and the last four numbers on your ticket. Always keep an eye on your bicycle until a staff member acknowledges you or has secured your bike behind the counter. Rules For security, we do not allow overnight parking (exceptions may be made for reverse commuters, please inquire). A $5 overnight fee will be assessed each night, and bicycles left over one week may be donated or given to police. https://bikehub.com/bart/#toggle-id-1 11/20 8/6/2019 BART - BikeHub We are not responsible for any articles attached on the bike and bikes left overnight. Only you and those you designate on your Registration Form can retrieve your bike. It is easier to park your bike when: unused bags/baskets are closed and folded, helmets are buckled to the top frame of your bike, and loose items are secured. Our space is optimized for traditional-sized bicycles. We may accommodate cargo bicycles when possible. We do not park scooters, recumbents, or other bikes that cannot safely t in our racks. Gas motors are never permitted in the Station. Available at: Downtown Berkeley, Fruitvale & Uptown CONTROLLED ACCESS Controlled Access Parking Our Controlled Access Bike Stations are available 21-24 hours a day (see below). Parking costs just 5¢/hr from 8am – 8pm weekdays, and 3¢/hr all other times. The Basics Close the door behind you every time you enter or exit. DO NOT allow anyone else in or out. Each user must check-in and check-out with their own card. Once inside, you have 10 minutes to remain in the station. Beyond this, an alarm will sound and we will be alerted of potential security breaches. Always lock your bike with a stout u-lock. This is an unattended, shared-use facility. Park for up to 10 days at a time. Overtime Rates apply. Bikes left longer may be considered abandoned. Your bicycle must always be identied with your Bike Link ID Card Number. Use the sticker provided with your Bike Link card or a temporary hang tag provided in the station. https://bikehub.com/bart/#toggle-id-1 12/20 8/6/2019 BART - BikeHub A Few Details Access hours: Ashby, Berkeley, and Pleasant Hill controlled-access parking are open 24/7. Embarcadero & Civic Center Bike Stations are inaccessible when the BART Station closes (approximately 1am – 4am). Add value to card: Call (888) 540-0546, or go to BikeLink.org Lost or missing card: Call BikeLink at (888) 540-0546 immediately to deactivate the card. If you lose your card the value is also lost. You will have to purchase a new card. Abandoned/unauthorized bikes may be immobilized or impounded.  Bike owners may be assessed a $55 unlock fee. Available at: Downtown Berkeley, Macarthur, Pleasant Hill, Embarcadero, Ashby & Civic Center Bike Link has a 24-hour customer service line for all access issues. (888) 540-0546 DDeerroo DDeecckkeerr https://bikehub.com/bart/#toggle-id-1 13/20 8/6/2019 BART - BikeHub HHooww ttoo UUssee tthhee DDeerroo UUllttrraa SSppaaccee SSaavveerr BIKEEP SECURE BIKE RACKS Bikeep Smart Bike Racks BikeHub has partnered with Bikeep to provide secure and free bike parking at your local transit station. Registration is quick and easy.   The Basics Secure access racks are rst-come-rst served. Register your Clipper card to access the racks. Always use a secondary lock to secure quick-release wheels and seats. Park for up to 24 hours at a time.  Bikes left longer may be considered abandoned. Click here for more details and a quick introductory video. Available at: 16th St Mission, Pleasant Hill & Concord. https://bikehub.com/bart/#toggle-id-1 14/20 8/6/2019 BART - BikeHub BBiikkeeeepp BIKE RENTALS Bike rentals All of our rental bikes are equipped with the gear you need. Each bike comes with: helmet, lights, u-lock, a bag, and maps upon request. Cost: $35 per day, $95 per week, $200 per month Available at: Downtown Berkeley  Contact the Berkeley Shop with questions. https://bikehub.com/bart/#toggle-id-1 15/20 8/6/2019 BART - BikeHub Repairs REPAIRS Your bike is your set of wheels, and we’re here to keep you riding. Simply tell our staff your problems and we’ll either perform an inspection on the spot or call you with an estimate. We try to conduct most repairs on the same day, while your bike is parked, but can schedule an appointment for another time if necessary. Available at: Downtown Berkeley, Pleasant Hill, Fruitvale & Uptown FAQ FAQ How much will all this cost me? Valet stations are always free during the day. Our 24-hour controlled-access stations cost only 5¢/hr weekdays 8am – 8pm and 3¢/hr all other times. If you parked ve days a week, 50 weeks a year, from 9am – 5pm, you’ll pay about $100 all year. Can I park an [e-bike/scooter/tandem/cargo-bike/etc…]? Staffed BikeHub facilities allow bicycles & electric-assist bikes that can be safely stored in a single bicycle parking rack.  On a case-by-case basis, staff may accommodate other human powered or electric-assist vehicles such as skateboards, scooters.  Full-electric or Gas-powered vehicles are never permitted. Accessories may be stored only if they are securely attached to any permitted vehicle. Is it safe? https://bikehub.com/bart/#toggle-id-1 16/20 8/6/2019 BART - BikeHub We believe the Bike Station is the best publicly available bicycle parking option.  That said, we are not responsible for any articles attached to your bicycle.  We are not responsible for any items left overnight. Why do you charge by the hour in your controlled-access facilities? To accommodate as many users as possible, and discourage long-term storage of bikes. Our model accommodates as many as 5 users for each parking space, maximizing usage while charging users less. How do I verify my BikeLink account? To keep the facility safe, each patron is required to validate their identity.  Verify for free in advance (may take up to 4 business hours to process) or immediately for $5 at a BikeLink kiosk. For more information, contact Bikelink via email or at 888-540-0546. Why do you discourage overnight parking at valet stations? The purpose of the Bike Station is to provide short- term secure bike parking. Long-term storage decreases the number of spaces available for use. Bikes parked overnight also increase the risk of theft. Where can I nd a list of all BART rules for cyclists? A complete list is available online, click here. Who pays for the bike stations? BART allocates funds from various transit authorities (such as MTC), federal funds to encourage transit (Safe Routes to Transit), and clean air agencies (BAAQM, CalTrans). BART also coordinates partnerships with cities to support the program. As the operator, our job is to reduce funding needs each year through sales and repairs. https://bikehub.com/bart/#toggle-id-1 17/20 8/6/2019 BART - BikeHub PHOTO GALLERIES Downtown Berkeley Ashby Civic Center Embarcadero Fruitvale https://bikehub.com/bart/#toggle-id-1 18/20 8/6/2019 BART - BikeHub Uptown Pleasant Hill Hayward Click here to add your own text https://bikehub.com/bart/#toggle-id-1 19/20 8/6/2019 Center Street Garage - City of Berkeley, CA Department of Public Works New Center Street Parking Garage The City of Berkeley's new Center Street Parking Garage, located in Downtown Berkeley between Milvia Street and Shattuck Avenue, opened November 2, 2018. **NEW!** Make parking reservations at the Center Street Garage using Parkmobile! Using the Parkmobile website, you are now able to reserve and pay for hourly and event parking at the Center Street Garage before you go, so there's a space reserved for you when you arrive. Parkmobile currently provides pay-by-phone services at all of the City's on-street parking meters. To reserve parking using Parkmobile: 1. Visit the Parkmobile website at https://parkmobile.io and click on the "Reserve Parking" link at the top right of the page. In the app, go to the "Reserve" tab at the bottom of the screen. 2. Search for "Berkeley, California," and indicate the desired beginning and ending times of your reservation at the top of the page. 3. Click the "Reserve" button for the Center Street Garage in the left hand panel. 4. Log in to your Parkmobile account (to create an account, click on the link to Sign Up). 5. After your purchase is complete, you will be able to view or print your parking pass. The pass includes a QR code, so you can use the pass on your phone to gain entry to the Garage. 6. Once you arrive at the Garage, simply scan your parking pass at the entrance, and then park your car! https://www.cityofberkeley.info/CenterStreetGarage/ 1/5 8/6/2019 Center Street Garage - City of Berkeley, CA The Center Street Garage is located in the heart of the City’s Downtown Arts District and close to a variety of restaurants, retail and office uses, educational institutions, and mixed-use commercial and residential buildings. These include, along Addison Street, the Berkeley Repertory Theatre, Aurora Theatre, California Jazz Conservatory, and the Freight & Salvage Coffee House; Berkeley City College on Center Street; and within a few blocks, the Berkeley YMCA, Mangalam Centers, Hotel Shattuck Plaza, Berkeley Public Library, an array of restaurants, shops and banks, numerous office buildings, and Berkeley City Hall/Civic Center and Martin Luther King, Jr. Park. The new garage includes eight levels of public parking and numerous public amenities. The Garage has a total of 720 parking spaces, including 18 accessible parking spaces on the second floor; the new garage operations "hub" (including offices, a break room, restrooms, and supply room); retail spaces and an art gallery; secure self-park and valet bicycle parking for up to 350 bicycles; a phased implementation of up to 20 electric vehicle charging stations; and two tire inflation stations. The garage is designed as a “double helix” parking ramp structure with perpendicular parking spaces on inclined ramps. Vehicles may access the garage on both Center and Addison Streets, at flexible entrances that allow for multiple entry and exit lanes as determined by demand. The former garage, located on this same site, was built in the late 1950s and seismically unsound. The 60-year-old facility had 440 parking spaces on five levels, vehicle access from Addison and Center Streets, about 1,600 square feet of ground floor retail facing Center Street, office space for garage operations, and a public restroom. Construction Gallery Week 1: July 25-29, 2016 Overhang removal Second floor office demolition https://www.cityofberkeley.info/CenterStreetGarage/ 2/5 8/6/2019 Center Street Garage - City of Berkeley, CA Dismantling of "parking" sign Week 2: August 1-5, 2016 Demolition of Levels 1-3 Further demolition of all levels Week 3: August 8-12, 2016 https://www.cityofberkeley.info/CenterStreetGarage/ 3/5 8/6/2019 Center Street Garage - City of Berkeley, CA Week 92: April 23-27, 2018 Center street view https://www.cityofberkeley.info/CenterStreetGarage/ 4/5 8/6/2019 Center Street Garage - City of Berkeley, CA Addison street view Home | Web Policy | Text-Only Site Map | Contact Us Department of Public Works, 2180 Milvia Street, Berkeley, CA 94704 Questions or comments? Email: publicworks@cityofberkeley.info Phone: (510) 981-6300 (510) 981-CITY/2489 or 311 from any landline in Berkeley TTY: (510) 981-6903 https://www.cityofberkeley.info/CenterStreetGarage/ 5/5 Appendix C: Boulder, Colorado Sustainable Transportation Policies, City of Boulder City of Boulder Transportation Master Plan (2014) Policies Category Mode Policy / Program Policy / Program Text The city introduced the Boulder Walks program to celebrate walking, highlight historic and cultural resources, and emphasize the Walking Boulder Walks health and community benefits of walking. Walkabouts bring together community members to promote walking as a great option for transportation. Walking route maps are developed to encourage visitors and locals to explore Boulder’s unique neighborhoods. Bike Month Bike to Work Days Continue expanding the city-wide bike sharing system that the City of Boulder and the nonprofit Boulder B-cycle launched in 2011, Bike to School Day serving residents, employees and visitors. Biking Promote and support community-based social rides and events to broaden the appeal of cycling as a fun, viable transportation option for people of all ages and abilities. The Bike 2.0 focus is to encourage more women, older adults, and families with children Encouragement to bicycle more often. Provide access to real-time transit information to reduce time spent waiting time for the bus and to make transit more convenient and affordable. Real-time Transit-Info The city will take a leadership role, working with partners and RTD to provide real-time information displays at transit centers and high-ridership stops and system-wide on phones and mobile device applications, by making bus location data available to Transit application developers. Expand transit-bicycle Integration to enable bikes to serve more first- and last-mile connections on either or both ends of a transit Expand transit-bicycle integration trip. The city should partner with Boulder County to expand bike-transit commuting options, including secure bike parking facilities and increased onboard bike capacity. Ridesharing and Vanpooling The city promotes regional and school district car pool and vanpool programs. To raise awareness of multi-use path rights and responsibilities. The city works with community partners to educate users on their rights and responsibilities when traveling throughout Boulder. Safety education materials on the rules of the road and paths, including maps of where cyclists cannot ride, are available to the community and distributed during CU-Boulder orientation. Safe Routes to School programs are offered in most elementary and Pedestrians Etiquette Campaign middle schools. Several communitybased organizations and clubs offer children and youth opportunities to learn cycling skills outside of school. More recently, the Heads Up Boulder campaign educates users on crosswalk safety and rules of the road. Additional efforts are proposed to address conflicts in the use of public roadways and pathways. Additional crosswalk safety education programs are planned for middle school students and the city is working collaboratively with CU to improve pedestrian safety on campus and throughout the city. Ordinance-Revisions To clarify the rights and responsibilities of right-turning motorists on roadways with on-street bicycle lanes. Rights and Responsibilities Outreach through agency partners and local bike shops will help cyclists understand their rights and responsibilities. The city will host a Bicycle Education Coalition to establish a consortium of agency partners and local organizations to guide and Education Bike Bicycle Education Coalition identify future priority initiatives. Initial initiatives include hosting bicycle commuting 101 and “train the trainer” cycling instructor courses. Bicycle Ambassador Program N/A Lighten Up Boulder Bike Light The city also supports a Bicycle Ambassador program and the fall Lighten Up Boulder bike light campaign to highlight the danger of Campaign riding at night without proper lighting. The city and Boulder County currently publish a Boulder County transit map. In addition, the city publishes route-specific Maps information and maps for the CTN routes on its web site and offers education sessions for employees and others by supporting US 36 Commuting Solutions and Boulder Transportation Connections. Transit General public information campaigns should highlight the community and individual benefits of transit, including environmental, General Public Info Campaign health, and economic. Individualized marketing programs for targeted groups such as commuters, students, and older adults have been successful at both Individualized marketing programs the neighborhood and business scale. Boulder should focus resources in this area on targeting new residents and employees, for targeted groups including new non-resident employees, and marketing new services such as US 36 Bus Rapid Transit. Develop a high-quality pedestrian environment as the foundation for the desired multimodal transportation system Uphold the standard for pedestrian mobility and accessibility so that a wheelchair user can move safely and conveniently through the transportation system Pedestrian Policies Support a high-quality pedestrian environment including the ability to travel safely and conveniently along the street and to have reasonable crossing opportunities; to travel through a comfortable and interesting environment provided by high-quality urban design; and to have appropriate pedestrian amenities such as benches, shade, and water fountains Identify alternative means of meeting defined pedestrian needs where applicable—if the need can be met safely within the traveled Pedestrian Modal way of a rural residential street or access lane, then sidewalks may not need to be developed Element Community Walkbouts and Walk Audits are used to identify design elements supporting a walk-friendly community. In particular, Walk Audits (Living Laboratory and Boulder Walks) the relationship between the transportation network, the land use it serves, and the streetscape interface of the two are factors that influence walk-friendliness. The Neighborhood Access Tool characterizes the people’s ability to walk to locations and businesses to meet daily needs. It is a new tool that illustrates aspects of the 15-minute neighborhood by displaying the area that can reach a given attractor in a 15-minute Neighborhood Access Tool walk (walk shed). These walk sheds are aggregated to display the number of attractors available from a given location. The distance that one can walk in a given time depends on the quality of available pedestrian facilities. Information from the Walk Audits can be incorporated into the Neighborhood Access Tool. The Living Labs are temporary installations that offer the community the opportunity to test new bike treatments and determine if Living Lab/Innovations they are appropriate for Boulder. The aim is to enhance the on-street bike system to improve comfort and confidence for people who want to bike but don’t feel comfortable or confident sharing the roadway with motor vehicle traffic. Complete a grid-based system of primary and secondary bicycle corridors to provide bicycle access to all major destinations and all parts of the community Coordinate with Boulder County, CU, the Boulder Urban Renewal Authority, neighborhood plans, the city Parks and Recreation Department, the Open Space and Mountain Parks Department, and other government entities and plans to ensure that all city and county projects connect with and/or help to complete the corridor network Bicycle Policies Work with property owners, developers, the Boulder Valley School District, the city Parks and Recreation Department, and CU to Bicycle Modal Element ensure that commercial, public, and mixed-use and multi-unit residential sites provide direct, safe, and convenient internal bicycle circulation and parking oriented along the line of sight from external connections to areas near building entrances and other on-site destinations Combine education and enforcement efforts to help instill safe and courteous use of the shared public roadway, with a focus on better educating students on how to properly share the road with bicyclists, pedestrians, and transit users Low-Stress Bicycle Network The low-stress analysis evaluates the stress level of the city’s existing bicycle network to identify barriers and opportunities for system enhancements. The city will develop Bicycle Facility Installation Guidelines to create a “2.0 bicycle network” of a complete and connected low-stress network. Bicycle Facility Installation Guidelines Bicycle Modal Element Bicycle Facility Installation Guidelines The Guidelines will be informed by the evaluation of the installed treatments and be similar to the city’s Pedestrian Crossing Treatment Installation Guidelines. The 2.0 bicycle network of planned improvements will attract a broader population of people as confident and comfortable cyclists. Maintain and improve the integrity of the Community Transit Network (CTN) system, including frequent and direct service, discrete branding, etc. Incrementally improve and expand the high-frequency CTN throughout Boulder County as funding allows. Prioritize city operating subsidies to meet or surpass Boulder’s minimum service level standards for the CTN (10-minute peak and 15- minute off-peak headways, as defined in the TMP Transit Modal Element), particularly when routes serving the CTN exceed RTD’s maximum passenger loading standards. Services Manage arterial transit streets to provide priority to transit vehicles carrying high average passenger loads while considering cross- street pedestrian and traffic demand Work with RTD to develop performance agreements that ensure service hours gained through city-funded transit investments will be reinvested in routes that serve Boulder, particularly the CTN Enhance connections between the following major developing activity centers: CU Main and East Campuses and the Boulder Junction and Table Mesa transit centers Increase funding to Via over time to enhance service to older adults and persons with disabilities, including support for programs that provide efficiencies and service enhancements to the paratransit system Design and implement bus priority (speed and reliability) improvements for CTN routes Transit Modal Element Collaborate with RTD, Via, and other partners to transition the transit fleet to “clean,” low-carbon emissions fuel/energy sources Capital through vehicle acquisition for new services and fleet replacement Design major transit centers and mobility hubs to provide high-quality bus and multimodal connections Provide funding for transit stop improvements, prioritized based on a tiered facility investment hierarchy linked to the level of current and/or projected ridership Work with partners to make real-time transit information available at major transit centers/facilities and accessible over the web and on mobile devices by working with RTD and other partners Explore and pursue expansion of the Eco Pass transit pass program and other TDM programs. See TDM Action Plan. Promote urban design and development that supports walking, cycling, and safe access to transit. Encourage affordable housing and transit demand generating land uses along existing or Policies and Programs planned CTN and BRT corridors Expand and support first- and last-mile programs with local and regional partners. Support development of technology and standards that enable current and evolving shared mobility applications in Boulder. See TDM Action Plan. Work with local and regional partners to explore the most effective and efficient transit service delivery and governance options for implementing the Renewed Vision for Transit. Focus on roadway enhancement and street corridor projects that address safety issues while supporting the community’s desires for public placemaking, right of way re-purposing, innovations, and creating streets that are amenities for the community Continue to implement efficiency improvements to the overall system through real-time traffic information, traffic flow improvements at key intersections, corridor timing plans, and other efforts Continue to prioritize, design, and construct complete streets for all modes Continue to pursue lower-cost pedestrian and bicycle facility enhancements (such as pedestrian crossings, access ramps, bike lanes, and missing links) through the dedicated pedestrian and bike facilities funds Continue the Living Lab program and increase the emphasis on all five E’s to increase use of the system by people of all ages and stages of life Expand the living laboratory philosophy to walking, transit, and TDM to increase use and effectiveness of these systems Complete Streets Action N/A Coordinate transportation planning and investments with anticipated changes in land use through corridor studies to maximize their Plan effectiveness and support community desires for high quality design and placemaking Maintain and expand the existing CTN transit service within the community following the Renewed Vision for Transit as funding allows Work with regional partners to implement high quality BRT service to surrounding communities on US 36 and the identified NAMS regional corridors Pursue implementation of providing real-time transit information at major bus stops and directly to transit passengers Explore and develop transit service delivery options with local and regional agency partners to implement Boulder’s Renewed Vision for Transit Implement mobility hubs and other solutions to expand options for addressing the first- and last-mile portion of transit trips Enhance transportation data collection and system status reporting as new data collection and distribution technology becomes available, working toward the vision of a complete mobility planning and payment system being available on any personal electronic device Continue cross-departmental coordination and collaboration on integrated sustainability planning efforts Maintain the GhG inventory system developed through the Climate Commitment work and include GhG reduction strategies in Sustainability Initiatives N/A transportation planning and construction activities Support First and Final Mile bicycle and pedestrian connections to regional transit to encourage and enable multimodal trips Prepare a Report on Progress document every two years and maintain an up-todate web-based dashboard Boulder Valley Comprehensive Plan (2017) Policies Category Policy # Policy Title Policy Text The Boulder Valley will be served by an integrated all-mode transportation system, developed cooperatively by the city and county. The city’s transportation system will be based on complete streets in the urban area, including completed networks for each mode, All-Mode Transportation System & 6.01 making safe and convenient connections between modes, providing seamless connections between the city and county systems Complete Streets and promoting access and placemaking for the adjacent land uses and activities. Improvements to urban travel corridors will recognize pedestrian travel as the primary mode of transportation and preserve or improve the safety and efficiency of all modes of transportation. The city and county will integrate transit investments and improvements to address service, capital infrastructure, policies, 6.02 Renewed Vision for Transit programs and implementation. These will expand the Community Transit Network (CTN) and improve regional transit service and connections outside the city, such as bus rapid transit (BRT) along state highways and regional bus services. The transportation system is used by all modes, and maintaining its efficient and safe operation benefits all users. The city and 6.04 Transportation System Optimization county will monitor the performance of all modes as a basis for informed and systematic trade-offs supporting mobility, safety, GHG Complete Transportation reduction and other related goals. System The city and county will continue development of a complete all-mode transportation system accommodating all users, including people with mobility impairments, youth, older adults, non-English speakers and low-income persons. Accessibility and Mobility for All This will include increased support for mobility services for older adults and people with disabilities, reflecting the expected 6.06 increases in these populations. Efforts should focus on giving people options to live well without a car and may include prioritizing affordable public transportation and transit passes, new technologies such as electric bikes, mobility services and prioritizing connections between multimodal transportation and affordable housing to facilitate affordable living. Complete Transportation System The city and county recognize safety for people of all ages using any mode within the transportation system (i.e., walking, bicycling, transit riding and driving) as a fundamental goal. 6.07 Transportation Safety The city’s policy “Toward Vision Zero” aims to reduce serious injury and fatal collisions involving people using all modes of travel, focusing on crash trends and mitigation strategies identified in the Safe Streets Boulder Report and on-going local, regional and statewide safety assessments. The city and county will work to develop regional consensus for multimodal improvements to regional corridors through working with the Colorado Department of Transportation, the Regional Transportation District (RTD), US 36 Mayors and Commissioners Coalition and other providers to develop highquality, high-frequency regional transportation options, including improvements Regional Travel 6.08 Regional Travel Coordination identified in the Northwest Area Mobility Study (NAMS), FasTracks arterial bus rapid transit (BRT) service and commuter bikeways between communities. The city and county will continue development of first- and last-mile connections to local systems and longer-term transit planning. To protect previous investments and ensure efficient use of existing travel corridors, the city and county will prioritize investments for improvements to safety and maintenance for all modes of the existing transportation system. Funding & Investment 6.11 Investment Priorities The city and county will give second priority to capacity additions for non-automotive modes and efficiency improvements for existing road facilities that increase person carrying capacity without adding general purpose lanes. The city and county will manage and price any additional significant regional single-occupancy vehicle road capacity to provide reliable and rapid travel times for transit, high-occupancy vehicle lanes and other carsharing options. Concurrent Land Use & Overall citywide transportation and land use planning will continue to be coordinated. Future major changes to the Land Use Map 6.13 Transportation Planning and policies of this plan and the TMP should, to the extent practicable, be coordinated, modeled and evaluated concurrently. Land use in and surrounding the three intermodal regional centers (i.e., Downtown Boulder, the University of Colorado and the Boulder Valley Regional Center, including at Boulder Junction) will support their function as anchors to regional transit connections and Mobility Hubs for connecting a variety of local travel options to local and regional transit services. Integrated Planning for Regional 6.14 The land along multimodal corridors, the major transportation facilities that provide intra-city access and connect to the regional Centers & Corridors transportation system, will be designated as multimodal transportation zones where transit service is provided on that corridor. In and along these corridors and centers, the city will plan for a highly connected and continuous transportation system for all modes, identify locations for mixeduse and higher-density development integrated with transportation functions, emphasize highquality urban design and pedestrian experience, develop parking maximums and encourage parking reductions. The city’s and county’s goal is to complete missing links in trails, paths and sidewalks, including connections to all transit stops. The city and county will work to complete missing links throughout the transportation grid through the use of connection plans and at 6.15 Complete Missing Links the time of parcel redevelopment, as appropriate. Integration of Land Use Of particular interest are missing bicycle facilities and sidewalk links that connect to transit stops, recognizing that for some & Transportation with members of the community and workforce, transit is the primary travel option. Sustainability Initiatives The city will strive to protect and improve the quality of life within city neighborhoods while developing a balanced multimodal transportation system. Transportation Facilities in 6.16 The city will prioritize improvements to access by all modes and safety within Neighborhoods neighborhoods by controlling vehicle speeds and providing multimodal connections over vehicle mobility. The city and county will design and construct new transportation facilities to minimize noise levels to the extent practicable. Neighborhood needs and goals will be balanced against the community necessity or benefit of a transportation improvement. Transportation Infrastructure to The city will continue to build improvements to transportation facilities in neighborhoods that create a variety of neighborhood 6.17 Support Walkable 15-Minute supporting activities and infrastructure within approximately a one-quarter-mile walk radius where residents and employees can Neighborhoods fulfill more of their daily needs through safe, healthy and convenient walking and biking. The city recognizes neighborhood streets and alleys as part of the public realm and will plan a well-connected and fine-grained Neighborhood Streets & Alleys 6.18 pattern to facilitate public access, promote safe and convenient travel for all, disperse and distribute Connectivity vehicle traffic and maintain character and community cohesion. As guided by the TMP, the city will establish Mobility Hubs that provide seamless integration between transit and pedestrian and 6.19 Mobility Hubs bicycle facilities, car/ridesharing and a context appropriate parking supply for people of all physical abilities. The city will encourage Mobility Hubs to emphasize excellent pedestrian infrastructure within a quarter- to half-mile walk shed, connections to the bicycle network and high-quality urban design of structures and public spaces. Both the city and county are committed to reductions in GHG emissions, with the city committing to an 80 percent reduction from 2005 levels by 2050. The city and county will design the transportation system to minimize air pollution and reduce GHG emissions Other Transportation Improving Air Quality & reducing 6.20 by promoting the use of active transportation (e.g., walking and bicycling) and low-emission transportation modes and Policies Greenhouse Gas Emissions infrastructure to support them, reducing auto traffic, encouraging the use of fuel-efficient and clean-fueled vehicles that demonstrate air pollution reductions and maintaining acceptable traffic flow. Transportation connections. Projects should provide a complete network of vehicular, bicycle and pedestrian connections both 2.41 Enhanced Design for All Projects internal to the project and connecting to adjacent properties, streets and paths, including dedication of public rights-of-way and Design Quality easements where required. The walkability, bikeability and transit access should be improved in parts of the city that need better connectivity and mobility, for 2.25 Improve Mobility Grid example, in East Boulder. This should be achieved by coordinating and integrating land use and transportation planning and will occur through both public investment and private development. To mitigate climate change, the city and county will continue to take action to reduce the burning of fossil fuels for energy and encourage such change throughout the Boulder Valley. Climaye Action & Climate Action: Reduce Greenhouse The city and county will identify and implement innovative as well as cost-effective actions to dramatically reduce the entire Greenhouse Gas 4.01 Gas Emissions community’s (e.g., government, private business, individual residents) and visitor’s contributions to total global GHG emissions and Emissions power a vibrant future. The city’s goals are to reduce its energy-related emissions 80 percent or more below 2005 levels by 2050 through a rapid transition to a renewable energy-based economy and achieve 100 percent renewable electricity by 2030. To reduce GHG emissions, the city and county will support the retirement of fossil-fuel based transportation. Energy Conservation & 4.05 Clean Mobility The city and county will continue to develop policies, incentives and programs that reduce vehicle miles traveled, replace fossil fuel Renewable Energy based transportation with clean energy- fueled transportation (e.g., with electric vehicles) and continue to plan a built environment and mix of land uses that reduce the need for people to drive. The city will encourage a strong sustainable economy to generate revenue to fund quality city services and recognizes that urban infrastructure, facilities, services and amenities are important to the quality of life of residents, employees and visitors to the Funding City Services & Urban Quality of Life 5.08 community. Infrastructure The city will continue to plan for and invest in urban amenities and infrastructure (e.g., bike paths, parks, shared and managed parking, public spaces, quality gathering places, cultural destinations and public art) as well as community services (e.g., open space and mountain parks, high speed internet, fire-rescue, public safety and senior services). Travel Demand Management Policies, City of Boulder City of Boulder Transportation Master Plan (2014) Policies Category Mode Policy / Program Policy / Program Text The most effective incentive developed by the city and RTD is the Eco Pass—an annual, universal transit pass. Deeply discounted when an employer buys it for all employees or group of neighbors join together City rebates for first-time commercial participants On-going subsidy for neighborhood programs Removes out-of-pocket costs of using transit and hassle of paying cash fares A sensitivity analysis conducted as part of the transit planning effort shows that the Eco Pass is one of the most cost effective tools for Incentives Transit Eco Pass increasing transit ridership; Eco Pass holders also walk and bicycle more. An expanded community-wide Eco Pass program could make discounted transit passes available to residents and/ or employees city or county-wide. The program is currently limited to university students, employees/residents of participating businesses or neighborhoods but there are still almost 70,000 annual transit passes in the community. The city will continue the current work with Boulder County and RTD to expand the Eco Pass program. The city has developed the “SUMP” principles—shared, unbundled, managed, and paid parking—to minimize the amount of required parking, increase parking efficiency, and support mode shift. Disincentives Auto SUMP Principles Minimizing required parking promotes high quality urban design, placemaking and the pedestrian oriented place that support community. Wider application of the SUMP principles will help remove an incentive to auto use and will support a wide variety of community sustainability, built form, and transportation goals. Explore and pursue expansion of the Eco Pass transit pass program and other TDM programs. See TDM Action Plan. Transit Modal Element Transit Policies and Programs Support development of technology and standards that enable current and evolving shared mobility applications in Boulder. See TDM Action Plan. Continue to work with Boulder County and RTD on the development of a Community-wide Eco Pass program and to expand the existing pass programs Continue to support and coordinate activities with the existing transportation management organizations, such as Boulder Transportation Connections and US 36 Commuting Solutions, and DRCOG’s regional Way to GO TDM program Continue to support and coordinate activities with partner TDM Action Plan community organizations providing options in transportation, including Via, E-Go Car share, Boulder B-cycle, and Community Cycles Continue the AMPS process to align parking utilization and requirements to city sustainability goals and broaden parking management as the foundation of TDM activities Refine the TDM Toolkit for development review with partner organizations to produce more consistent and substantial reductions in SOV use through TDM programs appropriate to the location of the development Boulder Valley Comprehensive Plan (2017) Policies Category Policy # Policy Title Policy Text The city and county will support and promote the greater use of alternatives to reduce vehicle miles traveled (VMT) and single- occupancy automobile travel. The city will continue progress toward its specific objective to reduce vehicle miles of travel (VMT) 20 percent from 1994 levels through the year 2035 within the Boulder Valley to achieve Reduction of Single Occupancy transportation and GHG reduction goals. 6.03 Auto Trips The city and county will include other communities and entities (especially origin communities such as Longmont, Lafayette, Louisville and Erie) in developing and implementing integrated travel demand management (TDM) programs, new mobility services and improved local and regional transit service. The city will require TDM plans for applicable residential and Complete Transportation commercial developments within the city to reduce the vehicle miles System traveled and single-occupant vehicle trips generated by the development. The city and county will cooperate in developing comprehensive Transportation Demand Management (TDM) programs for residents and employees, which include incentives, such as developing a universal community transit pass program; promoting shared-use mobility, ridesharing, bikesharing, carsharing, vanpools and Integrated Transportation teleworking; and supporting programs for walking and biking, such as 6.05 Demand Management (TDM) secured long-term bike parking. Programs The city will employ strategies such as shared, unbundled, managed and paid parking (i.e., “Shared Unbundled, Managed, and Paid” – “SUMP” principles) to reflect the real cost of Single Occupancy Vehicle (SOV) travel. The city will require TDM plans for applicable residential and commercial developments. The city will develop and enhance the regional transit anchors that serve the primary attractors of Downtown Boulder, the University of Colorado and Boulder Junction adjacent to the Boulder Valley Regional Center. Developing “Mobility Regional Travel 6.09 Regional Transit Facilities Hubs” and first and last mile connections to these facilities is a priority to support employees commuting into and throughout Boulder and to reduce single-occupancy auto travel and congestion on regional roads. The city considers vehicular and bicycle parking as a component of a total access system for all modes of transportation (bicycle, pedestrian, transit and vehicular). Such parking will be consistent with the desire to reduce single-occupant vehicle travel, balance the use of public spaces, consider the needs of residential and commercial areas and address neighborhood parking impacts. The city will accommodate parking demands in the most efficient 6.11 Access Management & Parking way possible with the minimal necessary number of new spaces and promote parking reductions through a variety of tools, including parking maximums, shared parking, unbundled parking, parking districts and transportation demand management programs. Integration of Land Use & Transportation with Sustainability Initiatives 6.11 Access Management & Parking The city will expand and manage parking districts based on SUMP principles (shared, unbundled, managed and paid) to support transportation and GHG reduction goals as well as broader Integration of Land Use & sustainability goals, including economic vitality and neighborhood Transportation with livability. Sustainability Initiatives Transportation or traffic impacts from a proposed development that cause unacceptable transportation or environmental impacts, or parking impacts, to surrounding areas will be mitigated. All development will be designed and built to be multimodal and pedestrian-oriented and include TDM strategies to reduce the vehicle Transportation Impacts 6.12 miles traveled generated by the development. Mitigated Supporting these efforts, new development will provide continuous multimodal networks through the development and connect these systems to those surrounding the development. The city and county will provide tools and resources to help businesses manage employee access and mobility and support public- private partnerships, such as transportation management organizations, to facilitate these efforts. Additionally, the city will continue its neighborhood parking permit Transportation Facilities in 6.16 (NPP) programs to seek to balance access and parking demands of Neighborhoods neighborhoods and adjacent traffic generators. Parking Management Policies, City of Boulder City of Boulder Transportation Master Plan (2014) Policies Category Mode Policy / Program Policy / Program Text Refine the TDM Toolkit for development review with partner organizations to TDM Action Plan N/A N/A produce more consistent and substantial reductions in SOV use through TDM programs appropriate to the location of the development Boulder Valley Comprehensive Plan (2017) Policies Category Policy # Policy Title Policy Text Complete The city will employ strategies such as shared, unbundled, managed and paid Integrated Transportation Demand Management Transportation 6.05 parking (i.e., “Shared Unbundled, Managed, and Paid” – “SUMP” principles) to (TDM) Programs System reflect the real cost of Single Occupancy Vehicle (SOV) travel. Through its policies and programs, the city will encourage or require quality architecture and urban design in all development that encourages alternative modes of transportation, provides a livable environment and addresses the following elements: Parking - The primary focus of any site should be quality site design. Parking should play a subordinate role to site and building design and not jeopardize open space or Design Quality 2.41 Enhanced Design for All Projects other opportunities on the property. Parking should be integrated between or within buildings and be compact and dense. The placement of parking should be behind and to the sides of buildings or in structures rather than in large street-facing lots. Surface parking will be discouraged, and versatile parking structures that are designed with the flexibility to allow for different uses in the future will be encouraged. The city considers vehicular and bicycle parking as a component of a total access system for all modes of transportation (bicycle, pedestrian, transit and vehicular). Such parking will be consistent with the desire to reduce single-occupant vehicle travel, balance the use of public spaces, consider the needs of residential and Integration of commercial areas and address neighborhood parking impacts. Land Use & The city will accommodate parking demands in the most efficient way possible with Transportation 6.11 Access Management & Parking the minimal necessary number of new spaces and promote parking reductions with Sustainability through a variety of tools, including parking maximums, shared parking, unbundled Initiatives parking, parking districts and transportation demand management programs. The city will expand and manage parking districts based on SUMP principles (shared, unbundled, managed and paid) to support transportation and GHG reduction goals as well as broader sustainability goals, including economic vitality and neighborhood livability. Appendix D: Vancouver, British Columbia 8/7/2019 (hAtbtoputs | :M//owdoww.modo.coop/) LOG IN / BOOK (HTTPS://BOOKIT.MOD ABOUT PLANS FAQ BLOG (HTTPS://WWW.MODO.COOP/BLOG/) DFOR MrEMiBvERSe (HTnTPS: //WbWWy.MO DpO.CeOOPo/FOpR-MElMeBER,S/ ) not profits. WHAT'S MODO? LOG IN / BOOK JOIN MODO (HTTPS://BOOKIT.MO(DHOTT.CPOS:O//PB/OHOKMITE./ML OGDI OUR STORY MODSOE'SA RTECAHM MODO CONTACT US What's Modo? Carsharing starting at $4/hour. With Modo, you get all the benets of having a car, without all the hassles of owning one (or two). Our rates include gas, insurance (https://www.modo.coop/insurance/), maintenance and parking privileges (http://modo.coop/parking-privileges/). Simply pick up a Modo and return it at the same location for your round trip, with two return options to choose from. Drive what you want, when you want. Share 700 cars, SUVs, trucks, mini vans, hybrid and EVs – across the Lower Mainland, Vancouver Island, and the Okanagan. Book a year in advance or on the y, and access live 24/7 member service. Driven by people, not prots. Modo is your only local member-owned carshare service. Modo transforms communities by connecting people with places in a way that’s aordable, convenient, inclusive and sustainable. Our Story A True BC Original  We started out like many other co-ops – with an innovative idea, a ton of passion and nding guidance in the seven international co-operative principles (http://bcca.coop/knowledge-centre/co-op-business- model/co-op-principles/). In 1997, we were the rst carshare in BC and the second in North America, with a goal to provide our members with great service and best value – while reducing the need for private vehicle ownership. Why? To support an aordable lifestyle and reduce trac congestion and parking problems. Simply put, to improve the livability of our communities. https://www.modo.coop/about/#tile-about-modo 1/9 Mo8/r7e/2 0t1h9an two decades later, our social purpose rem(haAitbntopsut s t| :hM//oewd oswawm.em. oWdeo’r.ceo sotpill/ )about people, not prot. LOG IN / BOOK And the need for carsharing is even greater. In the next 20 years, we are expected to welc(oHTmTPeS :/a/BnOoOtKhITe.Mr OD million residents to Metro Vancouver alone. If we don’t change our transportation habits, this will mean anAoBtOhUeTr 70P0L AtNhoSusFaAnQd veBhLiOcGle s(H cTrToPwS:d//inWgW oWu.rM sOtrDeOe.tCsO! OP/BLOG/) FOR MEMBERS (HTTPS://WWW.MODO.COOP/FOR-MEMBERS/) 20+ Years of Sharing LOG IN / BOOK JOIN MODO (HTTPS://BOOKIT.MO(DHOTT.CPOS:O//PB/OHOKMITE./ML OGDI SEARCH MODO With more than 20,000 members, businesses, developers and municipal partners, Modo’s two-way carshare service continues to have impact. Every Modo removes 9-13 private cars from the roads – an asset that sits idle about 95% of the time and costs the average British Columbian $9,500 a year to own and operate. We advocate that our members walk, cycle, and take public transit whenever they can. And when one needs a vehicle, use a shared vehicle best suited to the nature of the trip. Choose from 700 cars, trucks, SUVs, passenger vans, cargo vans and more. Our Social Purpose We are proud to be a co-operative.  In fact, the only carshare co-operative in the municipalities we serve.  We exist to make a dierence for our members and the wider community, with a unique Purpose and set of Rules, by connecting people with places in a way that’s aordable, convenient, inclusive and sustainable.  Our intent is to earn just enough to cover our costs and continue to invest in being the best and most purposeful carshare operator in BC. https://www.modo.coop/about/#tile-about-modo 2/9 8/7/2019 (hAtbtoputs | :M//owdoww.modo.coop/) LOG IN / BOOK (HTTPS://BOOKIT.MOD ABOUT PLANS FAQ BLOG (HTTPS://WWW.MODO.COOP/BLOG/) FOR MEMBERS (HTTPS://WWW.MODO.COOP/FOR-MEMBERS/) LOG IN / BOOK JOIN MODO (HTTPS://BOOKIT.MO(DHOTT.CPOS:O//PB/OHOKMITE./ML OGDI SEARCH MODO Modo is a co-operative association amalgamated under the Cooperative Association Act (British Columbia) (the “Act”). We are an association of persons united voluntarily to meet our common economic, social, and cultural needs and aspirations through a jointly-owned and democratically- controlled enterprise. In a nutshell, we are substantively dierent than a prot-seeking corporation. Modo Team LEADERSHIP TEAM Ian Boorman Patrick Nangle Director of Finance CEO https://www.modo.coop/about/#tile-about-modo 3/9 8/7/2019 (hAtbtoputs | :M//owdoww.modo.coop/) LOG IN / BOOK (HTTPS://BOOKIT.MOD ABOUT PLANS FAQ BLOG (HTTPS://WWW.MODO.COOP/BLOG/) FOR MEMBERS (HTTPS://WWW.MODO.COOP/FOR-MEMBERS/) LOG IN / BOOK JOIN MODO (HTTPS://BOOKIT.MO(DHOTT.CPOS:O//PB/OHOKMITE./ML OGDI KareSnE ANReCwH MODO Sylvain Celaire Director of Information Systems Business Development Manager Anthony Okuchi Selena McLachlan Director of Fleet Operations Director of Marketing & Communications Jason Meraw Bernice Paul Member Care Manager HR and Oce Manager https://www.modo.coop/about/#tile-about-modo 4/9 B8O/7/2A01R9D OF DIRECTORS (hAtbtoputs | :M//owdoww.modo.coop/) LOG IN / BOOK (HTTPS://BOOKIT.MOD ABOUT PLANS FAQ BLOG (HTTPS://WWW.MODO.COOP/BLOG/) FOR MEMBERS (HTTPS://WWW.MODO.COOP/FOR-MEMBERS/) LOG IN / BOOK JOIN MODO (HTTPS://BOOKIT.MO(DHOTT.CPOS:O//PB/OHOKMITE./ML OGDI DonS BEuAcRhCaHn aMnODO William Azaro Laura Beattie Christina Beck Vice Chair Arpal Dosanjh Ruth Legg Secretary https://www.modo.coop/about/#tile-about-modo 5/9 8/7/2019 (hAtbtoputs | :M//owdoww.modo.coop/) LOG IN / BOOK (HTTPS://BOOKIT.MOD ABOUT PLANS FAQ BLOG (HTTPS://WWW.MODO.COOP/BLOG/) FOR MEMBERS (HTTPS://WWW.MODO.COOP/FOR-MEMBERS/) LOG IN / BOOK JOIN MODO Jasmine Peña Amy Severson (HTTPS://BOOKIT.MO(DHOTT.CPOS:O//PB/OHOKMITE./ML OGDI Treasurer SEARCH MODO Clayton R. Weir Chair Contact Name Email Purpose Message https://www.modo.coop/about/#tile-about-modo 6/9 8/7/2019 (hAtbtoputs | :M//owdoww.modo.coop/) LOG IN / BOOK (HTTPS://BOOKIT.MOD ABOUT PLANS FAQ BLOG (HTTPS://WWW.MODO.COOP/BLOG/) I'm not a robot reCAPTCHA Privacy - Terms FOR MEMBERS (HTTPS://WWW.MODO.COOP/FOR-MEMBERS/) SUBMIT LOG IN / BOOK JOIN MODO (HTTPS://BOOKIT.MO(DHOTT.CPOS:O//PB/OHOKMITE./ML OGDI AdSdEArRCeHs MsO D&O Numbers Vancouver Oce (https://www.google.ca/maps/place/Modo+The+Car+Co- op/@49.2847811,-123.1144887,17z/data=!3m1!4b1!4m2!3m1!1s0x548671789b54afb1:0xd7269bfc0ca1d Suite 200 – 470 Granville Street Vancouver, BC Canada V6C 1V5 Oce Hours 9am–6pm Mon–Fri 10am–4pm Saturday Closed Sunday & Holidays Contact Us Vancouver 604.685.1393 (tel:604.685.1393) Email info@modo.coop (mailto:info@modo.coop) Victoria Oce (https://www.google.ca/maps/place/Victoria+Car+Share/@48.4239289,-123.3601194,17z/data=!3m1!4b1 843 Fort Street Club Kwench Coworking Space Victoria, BC Canada V8W 1H7 Oce Hours https://www.modo.coop/about/#tile-about-modo 7/9 98a/7m/20-159pm Mon, Wed-Sat (hAtbtoputs | :M//owdoww.modo.coop/) LOG IN / BOOK 8am-4pm Tuesday (HTTPS://BOOKIT.MOD Closed Sun & Holidays ABOUT PLANS FAQ BLOG (HTTPS://WWW.MODO.COOP/BLOG/) Contact Us FVOicRt oMrEiaMBER2S5 0(H.9T9TP5S.0:/2/W65W (Wte.lM:2O5D0O.9.9C5O.O02P/6F5O)R-MEMBERS/) Nanaimo 250.741.4141 (tel:250.741.4141) Kelowna 250.469.6617 (tel:250.469.6617) LOG IN / BOOK JOIN MODO (HTTPS://BOOKIT.MO(DHOTT.CPOS:O//PB/OHOKMITE./ML OGDI Get the latest on Modo, including new locations and promos - subscribe to our newsletter! SEARCH MODO SUBSCRIBE HOME (HTTPS://WWW.MODO.COOP/) NEWS (/NEWS) PLANS (HTTPS://WWW.MODO.COOP/PLANS/) TRIP CALCULATOR (/PLANS/#TILE-TRIP-CALCULATOR) ABOUT (HTTPS://WWW.MODO.COOP/ABOUT/)CAR MAP (/MAP) FAQ (HTTPS://WWW.MODO.COOP/FAQ/) BUSINESS (/BUSINESS) BLOG (HTTPS://WWW.MODO.COOP/BLOG/) DEVELOPERS (/DEVELOPERS) Modo Co-operative Vancouver 604.685.1393 (tel:6046851393) Victoria 250.995.0265 (tel:2509950265) Nanaimo 250.741.4141 (tel:2507414141) Kelowna 250.469.6617 (tel:2504696617) Email info@modo.coop (mailto:info@modo.coop) Get the latest on Modo, including new locations and promos - subscribe to our newsletter! SUBSCRIBE HOME (HTTPS://WWW.MODO.COOP/) NEWS (/NEWS) PLANS (HTTPS://WWW.MODO.COOP/PLANS/) TRIP CALCULATOR (/PLANS/#TILE-TRIP- ABOUT CALCULATOR) (HTTPS://WWW.MODO.COOP/ABOUT/) CAR MAP (/MAP) FAQ (HTTPS://WWW.MODO.COOP/FAQ/) BUSINESS (/BUSINESS) BLOG (HTTPS://WWW.MODO.COOP/BLOG/) DEVELOPERS (/DEVELOPERS) Modo Co-operative Vancouver 604.685.1393 (tel:6046851393) Victoria 250.995.0265 (tel:2509950265) Nanaimo 250.741.4141 (tel:2507414141) Kelowna 250.469.6617 (tel:2504696617) https://www.modo.coop/about/#tile-about-modo 8/9 E8m/7/a2i0l19 info@modo.coop (mailto:info@modo(h.cAtobtopupts |) :M//owdoww.modo.coop/) LOG IN / BOOK Get the latest on Modo, including new locations and promos - subscribe to our newslette(HrT!TPS://BOOKIT.MOD ABOUT PLANS FAQ BLOG (HTTPS://WWW.MODO.COOP/BLOG/) FOR MEMBERS (HTTPS://WWW.MODO.COOP/FOR-MEMBERS/) SUBSCRIBE Modo Co-operative LOG IN / BOOK JOIN MODO(HTTPS://BOOKIT.MO(DHOTT.CPOS:O//PB/OHOKMITE./ML OGDI Vancouver 604.685.1393 (tel:6046851393) VictoSrEiaARCH MODO250.995.0265 (tel:2509950265) Nanaimo 250.741.4141 (tel:2507414141) Kelowna 250.469.6617 (tel:2504696617) Email info@modo.coop (mailto:info@modo.coop) (HTTPS://CA.LINKEDIN.COM/COMPANY/MODO- THE- CAR- CO- (HTTP S://IN(HSTTAPG SR:/A/WM(HW.CTWOTPM .FSA/:/MC/TEOWBODOIPOT)OT_ ECKR.AC.RCOCO(MHOMT/OMT/PMO/SO)D:/DO/WO.C_WOCWAOR.PYC)OUOTPU)BE.COM/USER/MODOCOOP) COPYRIGHT © 2019 MODO CO-OPERATIVE. ALL RIGHTS RESERVED. PRIVACY POLICY (HTTPS://WWW.MODO.COOP/PRIVACY/) (HTTPS://CA.LINK THE- CAR- CO- (HTTP S://IN(HSTTAPG SR:/A/WM(HW.CTWOTPM .FSA/:/MC/TEOWBDOOIOTPOT_) ECKR.AC.RCOCO(MHOMT/OMT/MPO/SO)D: https://www.modo.coop/about/#tile-about-modo 9/9 8/6/2019 About the Parking Tax Skip to content GettiAngb yoout e vtehreyw Phaerrek iynoug wTanxt to go in Metro Vancouver The Parking Tax is a tax paid on the sale of a parking right. The Parking Tax is calculated on the purchase price of parking rights within the South Coast British Columbia Transportation Authority (TransLink) service region, including parking rights sold by hour, month, year or any other basis. As of July 1, 2010, administration, enforcement and collection became the responsibility of TransLink as governed under the South Coast British Columbia Transportation Authority Act, Section 169, and the Parking Rights Tax Regulation.   To deliver on the commitments in the approved Phase Two Investment Plan, the Mayors’ Council has approved a model to fund the region’s share of $2.5 billion. $628 million of the region’s share will be funded through increased fare revenue resulting from service expansion, and TransLink resources and efficiencies. To raise the remaining funding necessary to meet the region’s share and leverage senior government commitments, the Phase Two Plan includes changes to five existing sources - one of which is a 3% increase to the Parking Rights Tax rate. Effective July 1, 2019, the Parking Rights Tax rate will increase from 21% to 24%.   South Coast British Columbia Transportation Authority Service Region Click to enlarge Tweet Share 5 https://www.translink.ca/About-Us/Taxes/Parking-Tax/About-the-Parking-Tax.aspx 1/2 Frequent Transit Network 15-minute or better service, 7 days a week Metro Vancouver’s Frequent Transit Network (FTN) is a network of corridors where transit service runs at least every 15 minutes in both directions throughout the day and into the evening, every day of the week. This 15-minute or better service runs until 9 p.m. every day, and starts at 6 a.m. on weekdays, 7 a.m. on Saturdays and 8 a.m. on Sundays. This level of service might be provided by one or more types of transit, such as buses or SkyTrain. People traveling along FTN corridors can expect convenient, reliable, easy-to-use services that are frequent enough that they do not need to refer to a schedule. For municipalities and the development community, the FTN provides a strong organizing framework around which to focus growth and development. BENEFITS FOR TRANSIT USERS BENEFITS FOR MUNICIPALITIES BENEFITS FOR DEVELOPERS • Easy to use and convenient • High-quality transit service • Increased certainty about where connects urban centres and high-quality transit is located • Service is frequent enough to not major activity areas helps for making development need a schedule for most trips decisions and investments • Quicker travel times because wait • Supports municipal and regional times are shorter objectives to reduce energy use, • Makes development near rapid air pollution, greenhouse gas transit stations and along the • Easier to make spontaneous trips emissions and congestion frequent transit network more and know a service will be there desirable and easier to market if plans change • Increased certainty about where high-quality transit • May increase rents per square • The “hop on” and “hop off” service is located foot and lower vacancy rates level of service makes it easier for for offi ce developments that people to stop off to run an errand • Provides an organizing are within walking distance of or shop during their commutes framework for coordinating land a rapid transit station use and transportation View the Frequent Transit Network map at translink.ca/ftn The Future of Driving Policy Directions for Automated Vehicles and New Mobility Services in Metro Vancouver August 2016 TransLink The Future of Driving Policy Directions Contents Introduction 4 The Emergence of Vehicle Automation 5 Policy Context 8 Opportunities and Challenges 10 Future of Driving Project 15 Future Policy Considerations 16 Next Steps 19 Works Cited 19 Appendices A. Future of Driving Forum 21 B. Gaps, Research & Next Steps 25 3 TransLink The Future of Driving Policy Directions Introduction Technology’s influence on transportation continues TransLink is in a unique position to respond to to grow, just as its influence continues to grow in these trends both as the region’s transportation all areas of society. While driver systems, such as authority, and as the transit operator. Acting under parking assist and in-car entertainment are now the remit of Regional Transportation Strategy policies commonplace, a much more significant set of trends to investigate vehicle sharing and new vehicle is emerging that could transform the way we travel. technology (Actions 2.2 & 2.3), TransLink started by convening meetings with municipalities titled the Automated and connected vehicles could represent Future of Driving between September 2015 and April a fundamental change in the role of automobiles, 2016. trucks and buses. The ability to operate without a driver creates the potential for drastic reductions Alongside industry and government, the Future of in collisions, congestion and infrastructure designs Driving Project provides a vision for how vehicle that account for human factors. When combined with technologies could assist in meeting Metro advances in car sharing and vehicle pooling, entirely Vancouver’s mobility aims. This report recommends new modes become possible that offer affordable, potential research and policies that will help shape on-demand mobility without the need to own a progress towards that vision. It also clarifies some vehicle. opportunities and preparatory work for TransLink to consider as an operator. These are explained in the The immediate future of this technology is uncertain body of this report. as there is a range of political, social, demographic, environmental and legal hurdles to be addressed. Industry is responding by investing billions into vehicle technology and mobility services, leaving Summary of policy recommendations: public policy lagging while governments try to comprehend whether the advantages of automation 1. Update transportation policies and regulations to will be tempered by rebound effects including promote shared automated vehicles in support of increased vehicle dependency, reduced revenues regional objectives; from driving, competition for public transit and 2. Proactively position TransLink to navigate rapid creeping privatization. Moreover, as with all change while maintaining the resiliency of technological changes, threats to jobs in driving and transportation operations and improving the transportation-related industries must be balanced customer experience; and against the potential gains in efficiency. 3. Create opportunities for government, industry Automated, connected and shared vehicles have and experts to explore and test innovative ideas come to represent a “wicked problem” characterized to harness the positive benefits of automated by incomplete, contradictory, and changing vehicles and new mobility services. requirements. To date, two approaches have been adopted, either to press ahead with technical testing while solving policy issues in real time, or a more conservative approach of observing and waiting. With the exception of Ontario and Transport Canada’s work on technical and safety standards, Canada has largely taken the conservative approach. 4 TransLink The Future of Driving Policy Directions The Emergence of Vehicle Automation The following is a brief summary of various studies Automotive Engineers (SAE) has produced a six-level and reports (see also Works Cited). range of automation. Fully-automated (or self-driving) vehicles are cars, At the highest levels (SAE Level 4 and 5) it is argued buses or trucks that can perform all of the functions that total computer control could drastically reduce of driving using only sensors, communications crashes and congestion as well as remove the and computing. These vehicles can operate in all barriers of disability or legal driving age. conditions with no driver inputs or with no driver present. The magnitude of possible benefits has fuelled enormous investment in developing fully-automated AEutPoRmSation vehicles. SoAmeu ctoounmtriaest, esudch v aes hthiec Ulneitsed Kingdom, are also strongly promoting introduction An automated vehicle is significantly different from by allowing controlled testing on public roads. This dFriigvuer eas1si–stLaenvcel s yosft edmrisv liinkge apuartkoimnga atniodn lane environment means the technical challenges are assist which are already available. The Society of gradually being overcome. Timing Rapid progress and a degree of hyperbole have led some of the major interests including Google, GM, Volvo, Uber and Tesla to predict fully- automated vehicle launches by 2020, though many technological and automotive experts remain skeptical that this is a feasible timeline. What is less clear is how automated vehicles will penetrate the consumer market and when they might reach a tipping point of use. Practical considerations suggest that fleet users may be amongst the earliest adopters. This prediction is supported by the economic reality that driver overheads are a major cost in fleet operations and the fact that commercial vehicles are replaced more frequently than private vehicles. Interest in fleet uses may also create opportunities for new mobility services to evolve from various current models. For example, it is possible to imagine driverless taxis shared with other users on similar routes as blending taxis, car sharing (Car2Go, Modo) and ridesourcing services (Uber, Lyft). Automation and dynamic route planning would allow Source: Automated and Autonomous Driving, OECD/ITF, 2015 (adaptedt fhroemse S AsEe rSvtiacnedsa rtdo Jb30e1 h6,a SilAeEd I notner dnaetmionaanl d2 0a1n4d). may be highly competitive in denser areas where there are In its report on automated and autonomous driving, the OECD International Transport 2 Forum adapted the SAE taxonomy as it captures the emerging descriptive consensus 5 most systematically. According to this consensus, the dynamic driving task includes different aspects which might be automated. It consists of operational aspects like steering, braking, and accelerating, as well as monitoring the vehicle and the roadway. It also includes tactical or decision aspects such as responding to events, determining when to change lanes, turning, or using signals. Examples for the different levels of automation Each level of automation is matched by different automation systems for road vehicles. The European Road Transport Research Advisory Council (ERTRAC) has drafted an Automated Driving Roadmap providing definitions of the different automation systems and the expected date of their possible deployment (see textbox for examples). Level 0 Park Distance Control (already deployed): The system assists the driver to manoeuvre into tight spaces by communicating distance from obstacles by means of acoustic or optical signals. Level 1 Park Assist (already deployed): The system automatically steers the car into parallel and bay parking spaces, and also out of parallel parking spaces. The system assists the driver by automatically carrying out the optimum steering movements in order to reverse-park on the ideal line. The measurement of the parking space, the allocation of the starting position and the steering movements are automatically undertaken – all the driver has to do is operate the accelerator and the brake. This means that the driver retains control of the car at all times. Members' Research Service Page 4 of 12 TransLink The Future of Driving Policy Directions many possibilities for shared trips. If booking these services could also be integrated with transit, bike sharing and other services and paid for simply, the concept of mobility as a service (MaaS - see figure at right) becomes possible. Consumer confidence may also influence where automation begins to grow. A reported survey by Morning Consult in February 2016 suggests 43 per cent of Americans thought automated cars are dangerous, and that 63 per cent were not likely to buy one in the next decade. Besides confidence, the potential for private ownership is also influenced by the cost of vehicles. Although the cost of technology will decrease, current automation systems are very expensive and too complex to be retrofitted commercially. MaaS could bring every kind of transport together through a simple smartphone app. MaaS combines transport options from different providers, and manages all trip planning and payments. Users can buy The prevailing technological solution is also a factor journeys on demand or subscribe to an affordable monthly package on possible expansion. One approach is to make a similar to a cable contract. vehicle fully autonomous, that is to say relying on Image credit: MaaS.fi radar and other sensors to navigate. This approach may require highway infrastructure such as signage and lines to be provided and maintained to a much Traffic Safety Administration decided was the case in higher standard than now. February 2016. The alternative option is a fully-connected vehicle Other governments are adopting more experimental that uses communication between vehicles (V2V), approaches. The Ontario Ministry of Transportation road infrastructure beacons (V2I) and being part of (MTO) have created experimental legislation to the “internet of things” (V2X) to complete journeys. launch Canada’s first automated vehicle testing This approach may require transponders to be fitted program in January 2016. This pilot will inform to road infrastructure and carried by road users. provincial and federal definitions. Legislation Regulation of vehicles in use may be even more complex considering the ethical and liability issues It is clear that any one solution, or a combination in the event of a crash. Furthermore, the definition of autonomous and connected vehicles, will have of mobility services enabled by automated vehicles different implications for governments. may require new definitions for car sharing, taxis and transit, similar to the ongoing debate in this region Whatever the technological approach adopted by about the role of ridesourcing services such as Uber. industry, law-makers never anticipated an absence of human control in vehicles. One critical step will be While there is huge investment and energy directed if software can be widely assumed to have the same at testing vehicle technologies, there is relatively role as a human driver, as the US National Highway little evidence of policy frameworks being created 6 TransLink The Future of Driving Policy Directions to address the social, economic and environmental impacts of automated vehicles. To this point, in February 2016, Federal Transportation Minister Marc Garneau requested the Senate’s Transportation and Communications Committee to report on the regulatory, policy and technical issues for smooth introduction of automated vehicles. 7 TransLink The Future of Driving Policy Directions Policy Context National policy Transport Canada’s “Developing a Long-Term Agenda The Canada Transportation Act Review “Pathways: for Transportation” also investigates how new Connecting Canada’s Transportation System to the technologies can make transportation systems safer, World” provides important recommendations and more secure and competitive while also minimizing high-level context concerning federal direction impacts on the environment. on harmonizing and coordinating innovation in transportation and automated vehicle systems. The 2016 Federal Budget approved $7.3 million over two years to support the development of a regulatory framework for emerging vehicle technologies Relevant recommendations are included below. including automated vehicles. This announcement came just a few months after the Ontario Ministry of Transportation invited proposals for the development Chapter 5 Innovation and testing of automated vehicles under a 10-year long pilot project. Recommendation 1 Provincial policy The Review recommends that the Government of The BC Ministry of Transportation and Infrastructure Canada continue to collaborate with other countries (MoTI) has not issued any policy guidance at this through international organizations to ensure that time on automated vehicles. Its apparent position Canada plays a strong role internationally in the remains that MoTI jurisdiction on legislative development, adoption and regulation of new amendment cannot be considered until the Federal technologies and innovation that will enhance the Government determines the legality of the vehicles. performance of transportation systems. MoTI staff have, however, contributed to the Future of Driving process and are supportive of further regional Recommendation 2 discussions including, among others, TransLink, The Review recommends that Transport Canada, in ICBC and the Passenger Transportation Board. the context of the new governance arrangements proposed for federal involvement in the The Minister of Community, Sport and Cultural transportation sector, ensure that an action plan is Development (and responsible for TransLink) is developed, with specific objectives, implementation also undertaking a consultative process to examine plans, and measurable outcomes, to guide Canada’s the regulation of passenger transportation in the long-term investments in transportation technologies province in response to new entrants into the and innovation. existing taxi industry. There is no date slated for the outcome of this process. Recommendation 3 With the advent of automated vehicles, the Review recommends that the Government of Canada develop a national regulatory framework that will harmonize Canada’s approach with United States legislation with respect to the testing and operation of autonomous vehicles on public roads. 8 TransLink The Future of Driving Policy Directions Regional policy Municipal policy The current Regional Transportation Strategy The City of Vancouver accepted a motion in February provides general direction in two main areas: 2016 asking staff to report back on how automated vehicles will affect existing land use, economic and Strategy 2.2 – Make travel easy and attractive for all sustainability plans, and how those documents users, a key action: should be updated. City staff have asked TransLink Make it easy to share – by supporting car sharing, to contribute regional recommendations to their ridesharing, bike sharing and taxis including process. undertaking research on how best to increase trips by multiple-occupancy vehicles. In addition, the City of Coquitlam, City of Port Coquitlam and Langley Township councils have all indicated their support for the introduction of new Strategy 2.3 – Optimize roads and transit for mobility services and specifically Uber. efficiency, safety and reliability, a key action: Explore opportunities and potential impacts of Municipal interests highlight the many uncertainties new vehicle technologies including low carbon, concerning how different levels of government connected, and self-driving automobiles. will need to work together to regulate, plan and manage the impacts of automated vehicles and services. Some regulations will be amendments to The Mayors’ Council Vision includes a number of accommodate change, such as the legal status of the priorities that could be influenced by the trends in vehicles; some may require new structures, such as automated vehicles if, as expected, this technology the regulation of services that effectively create new develops quickly over the next five to ten years. modes; and some will be entirely new, such as the regulation of cyber security in transportation. These include: • Mobility pricing - across new modes/services • Transit ridership growth – impacts and integration • Major Road Network – demand and capacity forecasts • Parking regulation – management and planned repurposing 9 TransLink The Future of Driving Policy Directions Opportunities and Challenges At this early stage of development, most studies Before these benefits can be harnessed, issues of liability have speculated about potential opportunities in the event of a crash involving a driverless vehicle need and challenges arising from automated vehicles. to be resolved. The legal process suggests the need for Some of the potential benefits, such as safety, precedents with the potential to slow or block progress are being vigorously promoted by industry, but compounded by a potentially long period of transition uncertainty suggests a sceptical approach may be where both human-controlled and driverless cars drive wise at this point. The following represents priority together. considerations for Metro Vancouver: One particular concern relates to perverse outcomes Safety from risk management. For instance, it is imaginable that there may be calls for automated vehicle-only lanes The largest opportunity is the potential elimination with subsequent restrictions on access for motorcyclists, of automobile crashes caused by human error. pedestrians and cyclists. These vehicles may also pose Economic impacts caused by traffic incidents, challenges for traffic-animal interactions. health care costs and lost productivity are at least $10 billion annually in Canada or about one per cent of GDP. In 2013, ICBC reported 61,000 road Accessibility crash injuries in Metro Vancouver alone. ICBC also Automated vehicles could provide accessibility for reported that 80 per cent of fatalities result from some seniors unable to drive and for other people with speed, intoxication or distraction, none of which disabilities. In 2012, Statistics Canada reported that would affect a computer. 375,000 people in BC had a moderate to very severe disability and that by 2030, one in four people in Metro Full automation in the vehicle fleet could potentially Vancouver will be a senior. reduce human suffering and save millions of dollars. Top contributing factors in fatal crashes 10 TransLink The Future of Driving Policy Directions TransLink’s experience with HandyDART suggests that mobility in Lisbon, Portugal by 65 per cent, while vehicle services in the form of taxis can work well for autovots, or single occupancy shared vehicles, some people but that everyone has unique needs. reduced 23 per cent of the vehicles needed. While automated vehicles may offer independence to those physically able to use them, many others This positive effect was reduced by the further finding will always require human assistance no matter how that these services also increased vehicle kilometres sophisticated the vehicle. travelled (vkt) by six per cent (taxibots) and 89 per cent (autovots). Managing the convenience of vehicles These vehicles could also offer mobility to people while embracing the opportunity to reduce ownership without a driver’s licence. Related to this, ICBC has is therefore an important and complex policy reported a marked drop in licensing amongst 18-30 discussion. year olds since 2001. It is no coincidence that these Millennials (aged 18-34 in 2015) are described as digital natives and most likely to be early adopters of Land use new technology. This same demographic is also in the It has been estimated that at a fixed separation of vanguard of our multi-modal city dwellers. Removing seven metres between vehicles traveling at 100kph, the need to have a license may be liberating for them highway vehicle capacity increases from the regular but also liable to incentivize vehicle travel unless other 2,000 vehicles per lane per hour to 5,700 vehicles controls are in place to manage demand. per lane per hour, though other studies reflect a wider range of estimates. Vehicle ownership Connected vehicles may allow this type of close Privately-owned vehicles are often reported to be platooning to be possible safely and the technology parked for 90-95 per cent of the time. Shared use of is well-established with the US Department of this valuable resource could drastically reduce the Transportation trials dating back to 1997. Again, privately-owned vehicle fleet needed to maintain a caveat for this opportunity exists because while mobility. Recent growth in car sharing and ridesourcing effective for highway travel, platoons are not possible services has grown at a time when the sharing in most urban situations unless provided segregated economy has become a lucrative business model. lanes. Although taxi-like ridesourcing (Uber, etc.) has grown The advantages of lane efficiency through high-speed quickly in a short time, peer-to-peer vehicle sharing, highway platoons on highway systems have also where a personal vehicle is rented, is yet to take hold. been cited as risking the promotion of urban sprawl. Automation could enable this using a model similar to In Metro Vancouver, limited highway access and the AirBnB for private vehicles or through sharing networks urban containment boundary should reduce any under private leasing agreements. Several auto sprawl effects in Metro Vancouver, but these vehicles manufacturers are exploring these concepts including could make living outside of the region with long partnerships between GM and Lyft, and Google and distance commutes easier and so support suburban Uber. Overall, automation may provide the opportunity densification. for vehicle ownership to become far less common. Relatedly, land use for transportation infrastructure Modelled impacts of reduced ownership include a may also change. Vehicles that don’t crash could 2015 study by the International Transport Forum (ITF). eventually remove the need for human factors to be The ITF found that taxibots, or automated minibuses, included in highway engineering. Fewer or narrower reduced the number of vehicles needed to maintain lanes and smaller intersections in some areas may 11 TransLink The Future of Driving Policy Directions one day be possible but not before a complex period Privatization of transition where traffic management would need Advances in vehicle technology have previously been to consider human-robot interaction. progressed incrementally by auto manufacturers to improve comfort and safety. Some tech-based Finally, a major transportation land use effect could companies have leap-frogged this in a push for full be the reduction of vehicle parking. In the same ITF automation and in the process have created pressure study mentioned above, both taxibot and autovot on government to change regulations as they race to scenarios completely removed the need for on-street launch services. parking and up to 80 per cent of off-street parking. To give a sense of scale, a 2008 study of downtown It is important to consider that industry ideas for how Vancouver found 60,500 commercial parking spaces, automated vehicles will come to market are typically equivalent to roughly one square kilometre of land. private with on-demand or member-based services. Reduced parking presents the potential for street space to be repurposed as parks, sidewalks, bike It is too early to predict business models but a risk lanes or transit lanes and for development to be of increased privatization in transportation could more compact and affordable. But once again this lead to aggressive competition for profitable transit presupposes an efficient way to manage a prolonged markets in preference to offering access for lower transitional period and the need for advice on when income or low-density communities. It is relevant and how to repurpose space. that, depending on the metric used, between one in seven and one in 10 in BC live below the poverty line and about 90,000 low-income seniors and persons with disabilities receive a subsidized BC Bus Pass. Infographic: McKinsey & Company chart the fund raising progress of new mobility services as a means to illustrate the exponential growth in capital and diversification. 12 TransLink The Future of Driving Policy Directions Irrespective of the business model, indications Emissions are that new mobility services could be operated Greenblatt/Taxena (2015) estimated that a self- more affordably than conventional transit in some driving, electric taxi in 2030 would produce 90 per circumstances and so could allow greater coverage cent lower greenhouse gas (GHG) emissions than a for the same resources. 2014 privately-owned gasoline vehicle, and 63 to 82 per cent fewer GHG emissions than a privately- The possibility of new service options expanding owned hybrid vehicle due to reduced dependancy on access to transit raises some regulatory questions, privately-owned vehicles and improved efficiency of for instance, in relation to minibus ridesourcing networked vehicles. (micro transit) which is similar in practice to Independent Transit Services but could be regulated There are suggestions that the flexibility of under the Passenger Transportation Board similar vehicle design offered by automation could to taxis. To be efficient and fair requires effective increase the opportunity for new zero or super-low regulation as part of more integrated network emission vehicles. This would be accelerated in management of multiple services. Metro Vancouver if regulations on emissions are strengthened under the provincial Climate Action Leadership Plan. Nevertheless, current trends are not as hopeful. In 2014, all hybrid vehicles only represented two per cent of the of the personal vehicle fleet in Metro Vancouver. It is also notable that between 2001 and 2013 gas powered light trucks increased from 30 per cent to 40 per cent of all vehicles. 13 TransLink The Future of Driving Policy Directions Employment and economy Data privacy In 2014, 19,000 people in BC were employed in Automated and connected vehicles will produce vehicle manufacturing and an additional 75,000 huge amounts of data from on-board and remote were professional drivers. A major expansion of systems that must be protected from cyber attack. driverless vehicles could heavily impact the viability of these jobs, although major changes would likely Positively, the data produced would present an happen gradually, allowing some people time to unprecedented opportunity to model and manage retire and others to convert skills. traffic in real time, which could be used to improve customer information and fine tune pricing. There could also be a range of allied professions Naturally, this proliferation of data comes with huge that may be impacted including auto retailing, responsibility and the need for complex management crash repairs, driver licensing, enforcement, and to maintain privacy and protection from hacking. emergency services. At the same time, many new jobs could be created in design, software, sensor The access to detailed vehicle data, which could manufacture and data management. identify drivers, also raises new social, policy and ethical questions that may not be easy to answer. In addition to employment change, automated An example of the dilemmas includes whether the vehicles could change how government revenues police should be allowed to take remote control of a are derived from driving. Depending on how vehicle containing a suspect. vehicle services develop, parking revenues, enforcement penalties and fuel taxation could all be heavily reduced. Alternative methods to pay for transportation and other public services will take on greater importance, including distance-based pricing or tolls to manage growth and to ensure service providers pay towards the infrastructure they will use. 14 TransLink The Future of Driving Policy Directions Future of Driving Project The Future of Driving project was initiated in The project included four information sessions response to municipal interest in automated vehicle starting in September 2015, each with a particular technology and the potential need to accommodate discussion theme and supported with expert this technology in future transportation and land use speakers: policies. A series of municipal information sessions • September 24, 2015 - Municipal Information was arranged in Fall 2015 and early 2016. • October 29, 2015 - Carsharing Systems The objectives of the project were to work with • November 26, 2015 - Infrastructure and Street municipal, government, research and industry Management stakeholders to: • February 1, 2016 - Policy Gaps and Opportunities • Establish a common understanding of the key A final forum was then arranged in April 2016 that issues for stakeholders in regards to automated used scenario-planning techniques to establish vehicles in the region. consensus on an ideal end state for automation. • Explore how automated vehicles and services This session produced a preferred scenario for might impact: a Mobility as a Service (MaaS) system linked to • Mobility pricing and regulation; structured mobility pricing to manage increased potential for vehicle distance travelled and support • Land use and parking policies; increased use of public transit. • Managing transportation network capacity; The forum exercise concluded with a facilitated • Travel demand growth forecasts and discussion to agree potential research, policies infrastructure needs; and and actions needed to shape the development of • Implications for goods movement and mass automated vehicles towards the preferred scenario. transit operations These thoughts have been included in the policy • Support municipalities to respond recommendations that follow. knowledgeably to public and Council interest Details of the forum process are included in about automated vehicles as they relate to local, Appendix A with a record of the outcomes from the regional, and provincial planning objectives. discussion in Appendix B. 15 TransLink The Future of Driving Policy Directions Future Policy Recommendations To frame regional policy, it must be assumed that Note: In light of the pace of development, these other levels of government are actively working to recommendations are time-sensitive and may need resolve issues related to the legislative status of regular review. automated vehicles; the regulation and licensing of related services; and the public interest issues of data privacy and safety. These assumptions allow these recommendations to focus on regional actions for Metro Vancouver. Recommendation 1: Update transportation policies and regulations to promote shared automated vehicles in support of regional objectives. Issues: Automation could solve some of the most Potential actions: pervasive problems of vehicle-based mobility. • Introduce region-wide road usage charging to Equally, automation could make vehicle travel manage demand for increase vehicle usage cheaper, more convenient and easier to access resulting from automated vehicles; adding to other problems. This risk is acute • Encourage car sharing and multi-occupancy if automated vehicles grow through private vehicle use through incentive programs and ownership and create unmanaged opportunities priority parking, including at transit hubs; and for discretionary use by people who did not previously drive. • Strengthen the role of active transportation by rapidly increasing investment in safe, In addition to effective management policies, attractive and direct walkways and bikeways and the encouragement of shared multi-occupancy pedestrian and bicycle priority areas. vehicle use may become a much more important objective in the near-term. It could be desirable to help create a market demand for more sharing now to influence new services in the future and to enable a long-term decoupling of ownership from mobility. 16 TransLink The Future of Driving Policy Directions Recommendation 2: Proactively position TransLink to navigate rapid change while maintaining the resiliency of transportation operations and improving the customer experience. Issues: The general expansion of technology in Potential actions: transportation provides opportunities for access to • Actively participate in any review of the new services, safety, system efficiency, payments regulatory relationship between ridesourcing, and customer services. micro transit services and Independent Transit Changes in how private vehicles may be owned and Services; used may also significantly change employment and • Plan for reductions from parking and fuel sales sources of funding. taxes; and In addition to collaborative work required to shape • Work with operators to review near-term policy outcomes, action is warranted to prepare opportunities to implement driver assistance operational strategies that manage transitional systems. phases and embrace the benefits while also minimizing risk. Keys to this will be developing better forecasting and developing an understanding of opportunities as trends evolve. The driver assistance technology, called Mobileye Shield+ by Rosco Vision Systems, uses four bus- mounted vision sensors to identify and alert bus drivers when pedestrians, cyclists or vehicles are in close proximity to a bus. Photo credit: King County Executive Department of Transportation 17 TransLink The Future of Driving Policy Directions Recommendation 3: Create opportunities for government, industry and experts to explore and test innovative ideas to harness the positive benefits of automated vehicles and new mobility services. Issues: Potential actions: There are great uncertainties concerning the pathway • Collaborate with partners to set up and fund a to increased automation and how the end state social innovation lab that would explore: will affect personal mobility. Many jurisdictions are approaching this by encouraging industry to • Concepts for Mobility as a Service (MaaS) test technology while they review legislation and systems including integrated payment regulations in parallel. This will undoubtedly across all modes from a single mobility advance the technical competency of vehicle account; systems but could create difficulties in achieving • Ways to expand car sharing and multi- user-centred outcomes. occupancy vehicle use across the entire region; A way to achieve a greater appreciation for the • Expand public transit service delivery needs and impacts on people is to take a user- models including flexible last-mile centred design approach. For such a complex and services; and interconnected issue as automated vehicles, this • New geometric designs that reflect the approach would require collaboration between impact of automation on traffic and government, industry and other experts, possibly engineering. using a social innovation lab. Labs are testing beds used widely to address complex social issues in other fields of work and could provide a useful way to facilitate the necessary multi-disciplinary interests in automated vehicles and services. A social innovation lab also offers a space to combine other related and similarly complex issues such as mobility pricing and the sharing economy to help establish parameters for Mobility as a Service type payment and information systems. 18 TransLink The Future of Driving Policy Directions Next steps This briefing sets out policy directions from a first stage of investigation and discussions into the potential transformation indicated by our current understanding of automated and connected vehicles. The Future of Driving project has shown that much more work is needed and that no one organization is ideally placed to shape policy. The next step is to find ways to collaborate across government, industry, academia and communities to increase common understanding and purpose. Works cited: Driving Changes: Automated Vehicles in Toronto, UTTRI, (2015) Driving Towards Driverless: A Guide for Government Agencies, WSP Parsons Brinckerhoff (2016) Preparing for Autonomous Vehicles in Canada, CAVCOE, (2015) Urban Mobility System Upgrade, OECD International Transport Forum, (2015) Self-driving cars: The next revolution, KPMG (2012) The Future of Automated Vehicle Technologies in Ontario, Mowat Centre (2015) The Pathway to Driverless Cars, UK Department for Transport (2015) Road vehicle automation technologies: anticipating the impacts on urban travel and land use, Loro. A (2014) 19 TransLink The Future of Driving Policy Directions Appendices A - Future of Driving Forum 21 B - Gaps, Research & Next Steps 25 20 TransLink The Future of Driving Policy Directions Appendix A – Future of Driving Forum Forum process and findings By 2030, automated driving has led to major Following four Future of Driving information sessions, improvements in the efficiency and economics of a final forum was organized to conclude the first automobiles. Metro Vancouver residents are still phase of the Future of Driving Project. The forum highly dependent for transportation on single- summarized feedback and interests from previous occupancy vehicles. This takes the form of mainly information sessions, and went on to debate personally owned vehicles in suburban and rural potential future scenarios as a means to agree areas while driverless taxis become prevalent in possible policy actions. denser centres. Staff recognized that the innovations and Even though automated driving of personal vehicles technologies discussed in the four information has improved efficiency of the road network, a sessions could be used, combined, and taken significant amount of automated vehicles will up by the public in countless ways. Rather than be privately owned with low occupancy leading tracing all these variations and making projections to increased urban congestion. However, the into the future, scenarios were constructed as an technology’s efficiencies will reduce highway established method of grappling with uncertainty congestion from levels seen today. This means and considering how they might impact existing people are now able to commute longer distances in policy objectives. the same amount of time. However, as this style of mobility comes at a higher cost, public transit is still a competitive option for those living in certain areas Scenario 1 - Status Quo (e.g. transit-oriented developments and regional (single occupancy, auto-dependent) centres) and of certain income brackets. Planned investment in key transit projects has expanded access to new areas of the region, but Uncoordinated Coordinated improved vehicle efficiency prevents significant Mobility Mobility shifts in overall mode share towards transit. Scenario 2 - Motor City Status Quo Motor City (multi-occupancy, auto-dependent) By 2030, automated vehicles and mobile technology are highly advanced and ubiquitous. Single Multi- occupancy occupancy While advances have made vehicle travel more Vehicle occupancy economical, broader market conditions have made ownership prohibitively expensive – overall there is Four scenarios were developed using two axes of a continued dependence on cars, but a major shift uncertainty that have particular relevance to regional toward sharing. planning aims: mobility and vehicle occupancy. The characteristics of the four scenarios are described at right. 21 Mobility Auto- Multi-modal dependent TransLink The Future of Driving Policy Directions A wide array of vehicle-based services evolve to bikes to single-occupant vehicles and are available meet most needs. Shared self-driving taxi services as pay-per-use services or are privately owned. are seen widely, carpooling is increasingly common, New facilities for storing and charging them replace and new contracts for private vehicles allow them to downtown parking. be shared when not in personal use. With cars less likely to be under-used, the price for vehicle mobility Last mile vehicles also provide part of the transit is greatly reduced. offering in suburban centres where they replace some traditional bus demand. The integration of The availability and cost-effectiveness of vehicle last mile services into transit operations allows a mobility reduces the viability of some transit services focus on fixed route bus and rail transit to support and constrains expansion. Over time less income interurban links. from transit ridership as a whole reduces service expansion with resulting declines in use. Outside of centres, where transit services are less economical, traditional vehicle ownership remains Patterns of use reduce downtown parking demand high. Peer to peer sharing (AirBnB for autos) grows as but increase distances travelled in reverse peak service models emerge which enable people to earn directions as automated vehicles leave core areas income to offset the cost of vehicle ownership. after dropping clients at destinations. To reduce distance travelled and the costs of down-time for these services (e.g. parking costs or continued Scenario 4 - Coordinated Mobility circulation), demands for out-of-centre holding (multi-occupancy, multi-modal) centres with cheap parking and charging facilities create large new parking land uses. In 2030, automation and connectivity have revolutionized transportation. A regulated mobility industry has developed to allow many new services Scenario 3 - Uncoordinated Mobility to develop to support niche needs. The public is able to buy mobility similar to a utility where a package is (single occupancy, multi-modal) purchased customized to their needs. By 2030, residents of Metro Vancouver are comfortable using a variety of modes to satisfy their Price is regulated to maintain a viable role for mobility needs and they have many free market traditional and new variants of bus transit including options. self-driving micro transit and shuttles. The revenue from this regulated system pays for high-quality For longer commutes, mass rapid transit is highly interurban fixed routes with seamless last-mile competitive (in terms of efficiency and cost) with service connections, reducing the need to use an cars. ‘Last mile’ trips are accomplished through automobile. a choice of active transportation and vehicles, depending on the economics of the final destination Sophisticated scheduling enables high average (i.e., within a transit-oriented development, walking occupancy in shared vehicles. Private vehicles are and cycling is preferred over cars; for more distant increasingly purchased or leased as part of shared destinations, vehicles are used). A new breed of mobility contracts, which make them available to a small, light, clean micro vehicles designed for denser membership when not in personal use. city living come in a range of configurations from For those not able to afford a mobility package, and despite price concessions for some groups, there are claims of social inequalities. 22 TransLink The Future of Driving Policy Directions Impacts to objectives The four scenarios were then assessed for their potential impacts against nine key objectives from the Regional Growth and Transportation Strategies as well as importance to municipal participants. The objectives were edited assuming that some would be similarly affected under all scenarios. The nine objectives assessed against the scenarios are shown below with the metric used to score the anticipated effect. 23 TransLink The Future of Driving Policy Directions This process was conducted for all four scenarios and generated a general consensus that the greatest benefit would arise from a Coordinated Mobility scenario of shared, multi-modal and multi-occupancy transportation as shown below. Note: The Compact Area objective could not be scored in time. Scenarios   Objectives   Uncoordinated   Coordinated   Status  Quo   Motor  City   Mobility   Mobility   Increase  in  walking,  cycling  and   3   2   3   4   transit   Reduce  need  to  own  a  car   3   4.5   4.5   4.5   Reduce  distances  driven   3   5   4.5   5   Improve  regional  accessibility   including  for  those  with  limited   3   4   4.5   5   auto  availability   Ensure  efficient  and  reliable   2.5   3.5   4   5   movement  of  people   Reduce  reliance  on  fossil  fuels   2   3   4   5   Ensure  transport  safety   4   4   4   4   Support  a  compact  urban  area   Not  scored   Reduce  cost  to  individual   3   4   4   3   24 TransLink The Future of Driving Policy Directions Appendix B - Gaps, Research & Next Steps Collaboration, coordination and Communications, education and role clarification public awareness Policy Gaps Policy gaps • Define roles of federal, provincial, regional • Consultation & outreach (will be affected by the district, municipalities in AVs definitions from higher-levels of government • Municipal policy coordination and linkages about what we’re allowed to do/ have say in) • Policies to encourage private – public Research needs coordination • What are residents interest, values, ideas, • Organize consensus amongst all municipalities acceptance of AVs, willingness to participate adopting the policy advice Next steps Research needs • White paper/TransLink policy statement • Hierarchy of policies related to automated and • Be used as a reference for a request of funding new mobility service providers needs to be to assess impacts and interplay of changing / defined from Federal (Transport Canada) through autonomous vehicles and how municipalities, the Province (MOTI/ Minister of TransLink), TransLink should respond Regional (Metro Vancouver) and Municipal. • Policies recommendations for further study in • Mobility service providers to react/gauge/plan areas noted for future mobility • Setting a framework for discussion with • Baselining current government activities in stakeholders on proactive measures to provide Canada relative to the US proactive steps to manage potential Next steps • Higher level assessment of risks and • Continuing forum group and expanding to opportunities industry, public and others • Potential actions for government organizations • Determine TransLink’s role and other roles – • How we move forward federal government down • Communicate to residents why we are doing this • What is TransLink appetite for change? - (Re) work defining transit and TransLink’s role as a mobility • Communication network – forum and others authority to continue discussion (Same as Forum in • Government (definition of who’s doing what and collaboration category) hierarchy) - in many respects will influence next • Communication and engagement with industry steps for TL/ Future of Driving • Establish a communication network for FoD • Define what we (MOTI, TransLink, MV, Muni’s) ongoing – work with MoTI/ Metro Vancouver Can and can’t do/ have a say in • Establish a communication process for industry • Advocate to senior level governments for preferred changes (policies, regulations/ • Internal (agency staff ) - planners to allow for deregulation) improved understanding of future of driving 25 TransLink The Future of Driving Policy Directions • Operators to offer proactive insight to how new Research needs technologies/ service change the landscape of • How will technological “refresh” cycles effect: transportation provision • The ability for regulatory/ government reaction • Change management Consumer protection and equity Policy gaps Insurance and licensing • Protecting against price gouging / surge pricing Research needs • Ensuring equity/ uniformity of pricing across • Encouraging insurance demographics, geographies • Licensing / Operators / Drivers • Accessibility/equity – research concessions Research needs • Research policies to protect all levels socio- Modelling, scenario development and economic levels to ensure equality of all users behavioral studies Policy gaps Controlled trials • Need to develop a new model, trigger and Next steps decision making framework transportation • Controlled AV trials (TransLink and/or Industry) in forecasting. one neighbourhood (UBC, YVR, other) Research needs • Testing for safety of vehicle + occupant • Modeling a transitional period – traffic • BC allows controlled trials management and service access & decision criteria • Businesses / mobility service providers: pilot testing • Using scenarios to forecast and see impacts to objectives • Options – coverage areas + service integration • Forecasts on modes and how new services and automation may impact: Data • Impacts to accessibility + equity Policy gaps • Revenue impact • Encouraging sharing – incentives, insurance, • To municipalities - parking regulation • TransLink – fuel tax, fares etc. • Addressing privacy concerns • Labour • Central location to store all data collected and organized • Disruption • Requiring data sharing (trip and mode • Re-skilling needs information) to and from government • Financial • Service providers providing valuable data to • Marketability of scenarios government • Impacts • Government making its of transportation data available in open data formats • Licencing and access 26 TransLink The Future of Driving Policy Directions • On user cost – savings? Municipal and regional goals and plans • Businesses Policy gaps • Government investment • Sustainability / policy objectives need to be • Infrastructure costs, roads, paint etc. – updated/ revisited because they may not apply will require more updates/ technological when new tech and services are available investments? • Confirm priorities / position • Neighbourhood – level scenario development • Ensuring new services meet sustainability and evaluation objectives • AVs + forecasting / projections standards • Municipal bylaw revisions • Market uptake of new services (and uptake under • Regional Needs Coverage / Adaptability not just different regulatory controls/ levers) City of Vancouver • User behaviour as a result of new services Research needs • Across different demographics, geographies and • Develop framework that permits /encourages land uses technological advancement but also protects • Research how user’s mobility behaviours are users to ensure accessibility, safety and a level of forecast to change under different scenarios of socio-economic equality service introduction/ uptake • Bylaw scan – what has to change? • Land use – testing service uptake in areas that • Parking guidance are explicitly design for these mobility service to serve them directly (think of communities that are explicitly built around no car ownership) Price regulations • Develop business case for various scenarios Policy gaps • Models • Mobility pricing • Service levels Research needs • Cost for users • Price regulation – define and investigate, • Impacts to traditional transit services revenue/costs splits • Impacts to private transportation companies • TransLink should review: Safety • Potential impacts to traditional services Policy gaps • Review options for coverage areas and how • Regulations in vehicle construction competition could compliment or integrate • Policies on communication coverage service. • Communications security 27 TransLink The Future of Driving Policy Directions Research needs • Safety of: • Vehicle occupants • Vehicle to vehicle • Vehicle to infrastructure • Vehicle to other road users (pedestrians, cyclists, dogs etc.) Transportation systems and infrastructure Policy gaps • Road classification / traffic calming • Revisions to Motor Vehicle Act • Communication with enforcement to pull over vehicles • Policies on judicial process for motor vehicle incidents • Geometric standards and urban design advice – modernization fund • Retrofitting infrastructure • Technical infrastructure investment – municipal traffic management centres – ITS Canada feasibility • Parking regulation and guidance Research needs • Understanding service characteristics for MaaS models for diverse communities • Technical direction on vehicle recognition vs. infrastructure (V2I, mapping, maintenance) • Designing for AVs not retrofitting – guidance • Transportation demand management • Impacts to transportation discipline • Model projections • Capacity • Traffic impact studies for developments • TDM forecasting for volume / capacity analysis – need to change 28 8/7/2019 New Mobility Lab Skip to content GettiNnge ywou M evoebryilwithye rLe aybou want to go in Metro Vancouver The New Mobility Lab is our new engagement portal for post-secondary institutions, researchers, and university students. We provide stable, multi-year funding towards a coordinated program of applied research aimed at answering new mobility related questions of relevance to us and our local government partners.   New Mobility Research Grant Program (NMRG) This program provides research grants of up to $50,000 to well-defined projects undertaken by Canadian post-secondary researchers and their partners. NMRG projects may range from one year to two years in duration and can span a range of disciplines, including, engineering, planning and policy, urban design, computer science, environmental and resource science, business, psychology, sociology, and economics. The NMRG Program is now accepting applications: New Mobility Research Grant Program Information Package New Mobility Research Grant Program Sponsored Research Agreement Template All projects must relate to a new mobility theme and must have regional or local relevance.   UBC Sustainability Scholars Program In 2018, TransLink engaged three UBC graduate students through the UBC Sustainability Scholars program to conduct research on new mobility topics. These reports are now available: Transit On-Demand: Case Studies & Recommendations to Support New Mobility Options on Bowen Island (2019) Industry practice scan of methods, technologies and formats of on-demand and shared-use mobility services data (2019) Identifying Best Practices for Mobility Hubs (2019) In 2019, TransLink is engaging another three students through this program to research: https://www.translink.ca/Plans-and-Projects/TransLink-Tomorrow/New-Mobility-Lab.aspx 1/2 8/7/2019 New Mobility Lab Economic Impacts of Shared, Automated and Electric Vehicles (SAVEs) in Metro Vancouver Using Blockchain to enable a Sustainable Sharing (Transportation) Economy Using Autopiloted Aerial Vehicles (Drones) to Provide Passenger Mobility and Freight Services Check back in Fall 2019 for the outcomes of this research! Tweet Share 1 Getting Around Schedules and Maps Compass Card Rider Info Driving Cycling Accessible Transit Traveller Info Trip Planner Next Bus Alerts Subscribe to Alerts Google Transit Mobile Site About Us Who We Are Do Business With Us Careers Media Operating Companies Developer Resources Help Contact Us Golden Ears Bridge Lost and Found Website Accessibility Customer Service Charter Site Map Stay Connected Facebook Twitter YouTube Buzzer Blog Events Calendar RSS Feeds TransLink Listens Panel Send Feedback 604.953.3333 Live Chat https://www.translink.ca/Plans-and-Projects/TransLink-Tomorrow/New-Mobility-Lab.aspx 2/2 8/6/2019 Parklet Program | City of Vancouver Pop-up parklet in cooperation by Walas Concepts Inc, 1489 Frances St Parklets: converting street parking into public spaces A parklet is typically an extended platform over a parking space, and can include benches, tables, chairs, landscaping, and bike parking. On this page: They are designed and built by local designers, and offer interesting public spaces for people to sit and 1. Map of parklets in Vancouver relax. 2. Run a business or organization? Consider a parklet Put on your walking shoes or grab a bike and check 3. Parklet benefits out Vancouver’s parklets. 4. How to apply for a parklet 5. Parklet Program history https://vancouver.ca/streets-transportation/parklets.aspx 1/3 8/6/2019 Parklet Program | City of Vancouver 16 2 12 11 13 5 4 14 1 3 6 Parklets in Vancouver 115 Powered by Quietly Run a business or an Parklet benefits organization? Consider Dynamic public spaces – Parklets a parklet provide places for people to sit, relax,and enjoy the city. Wider sidewalks – Parklets can provide Parklets are sponsored by private partners more space for people to walk where but are free and open for any member of sidewalks are narrow or congested. the public to use. Vibrant local businesses – Parklets are Advertising, table service, and other unique public spaces that provide commercial activities are not permitted. seating and attract potential customers. Social life – Parklets foster a sense of The process from application to installation community by creating welcoming generally takes 8 to 12 months. If you’re public spaces. interested in having the parklet installed for the summer season, we encourage you to submit your completed application in early fall at the latest. How to apply for a parklet We're currently in the implementation stages of parklets and will not be accepting any applications until fall 2019. We'll be holding an open house this fall. Check back for updates. If you're a non-profit organization interested in a parklet, please contact us. 1. Read the manual to learn about the application process, fees, responsibilities, design guidelines, and technical requirements. https://vancouver.ca/streets-transportation/parklets.aspx 2/3 8/6/2019 Parklet Program | City of Vancouver Parklet manual (9 MB) 2. Contact VIVA Vancouver to discuss your application prior to submitting it (parklets@vancouver.ca) 3. Complete the application form. Application form (90 KB) 4. Apply in person with your completed form and $204 review fee to: VIVA Vancouver 5th floor 507 West Broadway (at Cambie St) Vancouver, BC V5Z 0B4 Parklet Program history Tested for several years, City Council approved the Parklet Program on June 1, 2016. VIVA Vancouver is now looking for interested businesses and organizations who want to sponsor and build their own parklet. Read the Monitoring Summary Report (3 MB) Read the Council Report https://vancouver.ca/streets-transportation/parklets.aspx 3/3 8/7/2019 Pilot and Demonstration Projects Skip to content GettiPngi lyootu aenvedr yDwehemreo ynosut rwaatnito tno gPor oinj Meecttrso Vancouver In an environment of rapid technological change, collaborating with innovators to try out, evaluate, and refine new ideas in real-world settings is a cost-effective way for us to learn and adapt quickly. We are interested in collaborating with you to further develop your pre-commercial ideas, offering access to TransLink assets where you have a near-commercial idea that needs real-world testing, and partnering with you to pilot your market-ready ideas on a larger scale. Where pilot and demonstration projects show good results, TransLink will consider incorporating them into our regular business.   Active Pilot and Demonstration Projects   Artificial Intelligence Bus Prediction Pilot We're undertaking a pilot project to test the effectiveness of machine learning to improve bus arrival and departure predictions. Machine learning is a technique that uses statistical models to give computers the ability to learn and create predictions based off past data. As part of this pilot project, 10 bus routes will be selected and tested with these new predictive models. The project is expected to improve the accuracy of these predictions by 70 to 95%, which means fewer missed connections and a better customer experience. If this pilot is successful, we'll look to implement it across all routes.   Electric Battery Buses Our electric battery bus pilot project is part of a pan-Canadian initiative led by the Canadian Urban Transit Research and Innovation Consortium (CUTRIC). The 2.5-year project will put electric battery buses on route 100 traveling along Marine Drive through Vancouver, Burnaby, and New Westminster. https://www.translink.ca/Plans-and-Projects/TransLink-Tomorrow/Pilot-and-Demonstration-Projects.aspx 1/4 8/7/2019 Pilot and Demonstration Projects At each end of the route (Marpole Bus Loop and 22nd Street SkyTrain Station), the buses will get a full charge in approximately 4 to 7 minutes. Over the course of the project, we'll collect data on bus and charging station performance, maintenance, and the overall customer experience. The pilot will provide valuable information for our Low Carbon Fleet Strategy, which envisions a future with a zero-emission bus fleet.   Vanpool Many people in this region work in places that are difficult to access by conventional public transit. To help provide affordable, shared-use mobility in these cases, we're partnering with Modo to develop and test different approaches to offering Vanpool services through the use of existing car-share vehicles. We're in the process of identifying suitable locations for this pilot. If you are a business or employee that would like to help us launch a Vanpool service at your workplace, please get in touch at vanpool@translink.ca.   Dockless Bikesharing at UBC The University of British Columbia (UBC), in partnership with TransLink, is piloting a dockless bikesharing system on its West Point Grey campus. Unlike station-based bike sharing, dockless bikesharing requires no infrastructure to park bicycles and they can instead be locked to themselves. The bicycles are located and unlocked using a smartphone app. These systems offer flexible bike sharing options to more parts of the region at lower cost. However, in other cities these systems have also presented urban space management issues where large volumes of bicycles in high-demand locations have often impeded public rights-of-way. This pilot launched in Aug. 2018 and will run through the spring of 2019 with hundreds of bike available to rent on campus. We will use the learnings from this pilot to contribute to the development of guidelines to help municipalities better manage personal on- demand mobility services like bike sharing. Visit UBC’s Dockless Bikeshare page for more information.   Adopted Projects   Double-Decker Bus https://www.translink.ca/Plans-and-Projects/TransLink-Tomorrow/Pilot-and-Demonstration-Projects.aspx 2/4 8/7/2019 Pilot and Demonstration Projects To provide increased transit capacity and a more comfortable ride for long-haul customers, we piloted the use of double-decker buses on seven long-haul bus routes in Vancouver, Langley, Surrey, White Rock, and Delta. Using buses provided free of charge by bus manufacturer Alexander Dennis, the pilot project ran for 4 months from Dec. 2017 to March 2018. During the pilot, we tested how the new vehicle type performed in Metro Vancouver both from a customer experience and operational standpoint. Over 600 customers provided feedback during the pilot and the feedback was overwhelmingly positive. Customers were especially pleased with the increased capacity and comfort of the bus. Operationally, the bus performed well during the pilot scoring well in drivability, ease of maintenance, and fuel economy. Based on the results of this pilot, TransLink issued a request for proposals for 32 new double decker buses which we plan to add to our fleet by mid-2019.   Universal Fare Gate Access Program The program provides participants with radio-frequency identification (RFID) cards that will automatically open the fare gate when the card comes within range and close once the customer passes through. See which SkyTrain Stations have these new RFID readers installed so far and learn more about the program and this first-of-its-kind technology developed here in Metro Vancouver on our Universal Fare Gates page.   Mobility Hubs To provide customers with the flexibility to combine driving and transit, we've partnered with Modo and Evo to created dedicated carsharing parking spaces at select SkyTrain Stations. Our Park and Ride page has a full list of which stations have dedicated Modo and Evo parking. For those that prefer cycling, we also provide three different types of bike parking at SkyTrain Stations, bus exchanges, and West Coast Express stations throughout Metro Vancouver including secure bike parkades accessible with your Compass Card. Visit our Bike Parking page for more information. Tweet Share Getting Around Schedules and Maps Compass Card https://www.translink.ca/Plans-and-Projects/TransLink-Tomorrow/Pilot-and-Demonstration-Projects.aspx 3/4 8/6/2019 Streetscape design guidelines | City of Vancouver Streetscape design guidelines The streetscape design guidelines (SDG) describe design objectives for 1 of 7 sidewalks, furniture, trees, and landscaping along all public streets Granville Mall sidewalk in Vancouver. The SDG contains an inventory and description of all approved streetscape design treatments. The SDG is updated when we add and change special treatment areas. How to use the guidelines Powered by Quietly Use the SDG map and list of special treatment areas below as a reference to design, build, and maintain high-quality streetscapes that: Meet Council-approved public realm plans Provide public amenities following our standards Help create vibrant neighbourhoods Use the SDG alongside our Streets Restoration Manual (3.5 MB) and other required construction specifications and standards. Contact us at streetscape@vancouver.ca to confirm the information in the SDG before you apply to build streetscapes. Get approval for your streetscape designs from Engineering Services before starting to build, and have your work inspected during construction. We may ask you to meet additional or different requirements before approving your designs. https://vancouver.ca/streets-transportation/streetscape-design-guidelines.aspx 1/4 8/6/2019 Streetscape design guidelines | City of Vancouver Area Sidewalk and Street lighting Pedestrian guidelines landscape guidelines lighting guidelines guidelines Cambie Village Commercial Standard (110 KB) commercial davit (130 KB) Ceremonial Street Commercial Standard (190 KB) commercial davit Residential (140 (130 KB) KB) Chinatown Commercial Chinatown pole Chinatown pole (150 KB) and fixture and fixture (140 KB) (140 KB) City Gate Commercial Standard (170 KB) commercial davit (130 KB) Coal Harbour Commercial Standard (110 KB) commercial davit Residential (110 (130 KB) KB) Commercial Drive Commercial Standard (100 KB) commercial davit (130 KB) Downtown South Commercial Standard Inverted acorn (140 KB) commercial davit fixture (130 KB) Residential (140 (130 KB) KB) Fraser South Hill General (100 Standard KB) commercial davit (130 KB) Gastown General (140 Gastown pole and Gastown pole and KB) fixture (140 KB) fixture (140 KB) Georgia Street Commercial Standard West End (210 KB) commercial davit Residential (170 (130 KB) KB) Granville Mall General (120 Holophane Lumenarea KB) Pechnia Element EM20 https://vancouver.ca/streets-transportation/streetscape-design-guidelines.aspx 2/4 8/6/2019 Streetscape design guidelines | City of Vancouver Area Sidewalk and Street lighting Pedestrian guidelines landscape guidelines lighting guidelines guidelines Granville Slopes Commercial Standard (130 KB) commercial davit Residential (130 (130 KB) KB) Hastings Sunrise Commercial Standard (100 KB) commercial davit (130 KB) Knight Kingsway Commercial Roadway Neighbourhood (140 KB) luminaire: K800- Centre P2FL-II-200W PED luminaire: K700- P2FL-II-40W Library Square Hamilton and Standard commercial Library Square Homer streets davit (130 KB) pole and fixture (130 KB) (90 KB) Robson Street (200 KB) Mount Pleasant Commercial Standard (170 KB) commercial davit (130 KB) Norquay Village Commercial Roadway Roadway (140 KB) luminaire: K800- luminaire: K800- P2FL-II-200W P2FL-II-200W PED luminaire: K700- PED luminaire: K700- P2FL-II-40W P2FL-II-40W Olympic Village Commercial Olympic Village Olympic Village Bench (300 KB) (120 KB) pole and fixture pole and fixture (700 KB) (700 KB) Pacific Boulevard Commercial Standard (140 KB) commercial davit (130 KB) Southeast False Commercial Southeast False Southeast False Creek (120 KB) Creek pole and Creek pole and Lane (170 KB) fixture (700 KB) fixture (700 KB) Lane (shoreline treatment) (160 KB) Still Creek General (90 Standard Watershed KB) commercial davit (130 KB) https://vancouver.ca/streets-transportation/streetscape-design-guidelines.aspx 3/4 8/6/2019 Streetscape design guidelines | City of Vancouver Area Sidewalk and Street lighting Pedestrian guidelines landscape guidelines lighting guidelines guidelines Triangle West Non-terraced Standard (140 KB) commercial davit Terraced (220 KB) (130 KB) VGH General (160 Lumec Capella Lumec Elliptical KB) Yaletown Historic loading Domus series - Domus series - docks (90 KB) Philips Lumec Philips Lumec All other City Commercial Standard areas (140 KB) commercial davit Lane (180 KB) (130 KB) Standard residential Residential (120 davit (120 KB) KB) Policies that inform the design guidelines Contact us about the SDG Business improvement areas streetscape@vancouver.ca Central Area Plan (3.4 MB) CityPlan (10 MB) Downtown South Guidelines (2.6 MB) Greenest City Action Plan 2020 Norquay Village Public Realm Plan (2 MB) Mount Pleasant Public Realm Plan (16 MB) Southeast False Creek Public Realm Plan (25 MB) Street Tree Guidelines (1.5 MB) Transportation 2040 Plan West Georgia Street Tree and Sidewalk Design Guidelines (792 MB) https://vancouver.ca/streets-transportation/streetscape-design-guidelines.aspx 4/4 8/6/2019 Time-limited and metered parking | Street parking | City of Vancouver Time-limited and metered parking Parking meter tips Parking meters are in effect from 9am to 10pm, 7 days a week, including holidays. Daytime rates (9am to 6pm) may be different from evening rates (6pm to 10pm). Before paying, check if there are parking restrictions in effect, such as rush hour, special events, or construction. Pay with the PayByPhone app and get text alerts when your session expires and extend it. Parking time limits, metered parking, and other regulations help to: Ensure you can find on-street parking near destinations such as shops, services, and amenities Manage streets in industrial areas Serve residential visitors and service providers in denser neighbourhoods Minimize unnecessary searching for parking, congestion, traffic safety risks, and pollution Our goal is to provide up to two available parking spaces per block in peak periods. Time-limited parking Parking meter rates Is typically 1 hour or 2 hours Vary throughout the city Gets shorter as demand for parking increases Are set based on demand and may vary by Is replaced with parking meters if time limits time of day alone are not effective at managing parking Are adjusted annually based on parking data collected in the previous year 5% tax is included in parking meter rates Other street parking regulations Loading and passenger zones https://vancouver.ca/streets-transportation/time-limited-metered-parking.aspx 1/2 8/6/2019 Time-limited and metered parking | Street parking | City of Vancouver Find out about the rules on using a loading zone or passenger zone in Vancouver. Accessible parking Find accessible parking in Vancouver. Learn about parking exemptions for people with disabilities, and how to get a SPARC parking permit. Car-sharing, carpooling and ride-sharing Save the environment and make new friends. Find out how to join a carpool, car-share, or car co-op. Motorcycles and scooters Find motorcycle and scooter parking in Vancouver. Learn how much it costs to park your motorcycle and scooter. Public parking lots EasyPark is a City-owned, non-profit company that manages parking lots that are owned and leased by the City of Vancouver. Find parking lots around Vancouver and in City parks on the EasyPark website . https://vancouver.ca/streets-transportation/time-limited-metered-parking.aspx 2/2 8/7/2019 Tools of Change Welcome, Guest Login Register Français s Planning Guide Tools of Change Case Studies Topic Resources Webinars & Workshops About Us Vancouver's Employee Trip Reduction Tools Used Program Search Building Motivation Over Time Financial Incentives and The Greater Vancouver Regional District's (GVRD's) Employee Trip Reduction Click for Advanced Search » Disincentives Program took an integrated, multi-modal approach. By supporting the use of all Norm Appeals modes of alternative transportation, a higher rate of employee buy-in could be Obtaining a Commitment obtained. This case study also shows how a municipality first developed a program Overcoming Specific Barriers for its own employees and then used it as a model for other employers. Even though Work Programs that Influence the GVRD has more resources to draw on than many other municipalities, the program's Home elements can be replicated by any community. This case study documents a Initiated By program that took place between 1996 and 2002. A separate case study covers more current details on the public program that resulted. The Greater Vancouver Regional District's Employee Background This site is brought to you through Environmental Awareness the vision and generosity of: Committee Primary Sponsors Launched May 1, 1996, the Employee Trip Reduction Program represented the Partners GVRD's commitment to address transportation and air quality issues by promoting GVRD the reduction of single-occupant vehicle (SOV) commuter travel among its BC Transit employees. Jack Bell Foundation (Vanpools) Supporting Sponsors The Trip Reduction Program was initiated by the GVRD's Employee Environmental Better Environmentally Sound Transportation (BEST) Awareness Committee. While the program was adopted as a corporate initiative supported by all of GVRD's departments, the Communications and Education Results Department and the Air Quality Department with assistance from BC Transit, were primarily responsible for implementation. elimination of 42 Single Occupant Vehicle commuter trips per day, GVRD's offices were located in Burnaby, a highly urbanized municipality well-served or 210 per week by public transit. Burnaby was located within the Greater Vancouver Region, which increase in Average Vehicle Ridership from 1.56 to 1.78 had a population of 1.7 million people. 63,031 kg CO2 and 4,728 kg of smog and other ground-level Setting Objectives contaminants reduced annually To shift the percentage of trips taken by each of the following commuting methods, from 1996 to 1998, as follows: single-occupant vehicle commuter travel from 57% to 40%; carpools from 15% to 20%; public transit from 19% to 30%; cycling stable at 3%; walking/jogging from 6% to 8%; and, telecommuting from 0% to 3%. To increase the average vehicle ridership (AVR), the ratio of employees to vehicles arriving at a worksite each working day, from 1.56 to 2.0. Getting Informed As part of their background research, the GVRD relied on a two-year-old internal employee survey. The survey assessed existing travel patterns, measured modal splits (the percentage of employees using one form of transportation as opposed to another), and provided attitudinal data regarding the kinds of incentives people wanted. A background literature search of previous employer trip reduction programs was conducted to uncover barriers to resource-efficient transportation, how they were overcome, and incentives used and their degree of success. The key barriers identified were: www.toolsofchange.com/en/case-studies/detail/28 1/7 8/7/2019 Tools of Change public transit - took too much time; carpooling/vanpooling - needed car for personal reasons after work, or had an irregular work schedule (overcome by allowing flexibility in participation - for example the flexibility to use other commuting modes some of the time); and walking/cycling/jogging - lived too far away; lack of showers and lockers, poor bike storage (overcome by upgrading the facilities). The key incentives used were: discounts on transit passes. A baseline employee survey administered by the GVRD confirmed that these were important barriers for GVRD employees. The survey also measured AVR and modal splits. Most employees came to work in single-occupant vehicles; although many used public transit. Almost no-one telecommuted, and there was a lack of awareness about this commuting alternative. Most existing carpools had only two people per vehicle. By measuring commuting distances, it was determined that 46 per cent of employees lived within 10 and 25 km of their workplace, distances well suited to the use of public transit or carpooling. It was further determined that 28 per cent of employees lived within 10 km of their workplace, distances well suited to cycling, walking, or jogging to work. Delivering the Program For the first year, a full-time coordinator was allocated to the development and implementation of the Employee Trip Reduction Program. Considering the scale of this initiative, creating a full-time coordinator's position for the program's start-up was considered to be crucial to its success. The coordinator position was reduced to half time after the first year, and the responsibilities split over several employees. A cornerstone of GVRD's strategy was the phasing out of a 60 per cent subsidy available for employee parking, removing an incentive to drive (Financial Incentives and Disincentives). Subsidies were phased out over a five-year period starting six months after the program began. The subsidy phase out, as well as administration of savings for other employee benefits, were negotiated as part of a new contract between GVRD management and the employees' union. To register for the Trip Reduction Program, employees filled out a form indicating their willingness to use resource-efficient commuting alternatives to driving alone, at least one day per week (Obtaining a Commitment). The one day per week minimum provided participants with great flexibility, and a do-able first step that might lead to greater involvement (Building Motivation Over Time). The program contained six initiatives: A ride-matching program was implemented to connect people traveling from the same neighborhood or general area so they could commute in a single vehicle (Overcoming Specific Barriers). To find potential carpool partners, employees filled out ride-matching forms with such details as the nearest major intersection to home, usual work start and finish times, and their preference for being a driver, passenger, or both. An Employee Transportation Coordinator provided information about the program and processed the forms. A two-month trial period was offered during which employees were not required to give up their parking spots, for which there was a waiting list of up to five years (Overcoming Specific Barriers , Obtaining a Commitment). During this time they were reimbursed for their monthly parking payroll deductions. A corporate carpooling fleet was made available - at a charge of 26 cents per kilometer to recover 100 per cent of the cost of insurance, parking, gas and maintenance - to carpool groups that did not have access to a vehicle (Overcoming Specific Barriers). Employees were required to sign an agreement to use the cars strictly for commuting purposes. When subsidies for employee parking were phased out, incentives were added to encourage carpooling (Financial Incentives and Disincentives). Carpool groups consisting of two employees could claim a 50 per cent reimbursement of parking www.toolsofchange.com/en/case-studies/detail/28 2/7 8/7/2019 Tools of Change payroll deductions. Groups of three or more could claim a 100 per cent reimbursement. While all Vancouver commuters had access to a vanpool service operated by the Jack Bell Foundation, vanpools were sometimes forced to disband when a member dropped out, because a replacement could not be immediately found, which consequently increased the cost per person. The GVRD therefore offered Empty Seat Insurance to cover the cost of one empty seat for a period of up to two months per year (Overcoming Specific Barriers). The two-month period was considered a reasonable time frame in which to find a replacement. Safety workshops were organized for employees who were prepared to cycle to work but were unsure about the best travel routes, or were concerned about traffic safety. Cycling coaches provided through an externally run group called Better Environmentally Sound Transportation (BEST) mapped out individualized routes and accompanied participants on a trial run. Free bicycle maintenance workshops were also provided (Overcoming Specific Barriers). Improvements were also made to shower facilities at work sites, and more bicycle racks were installed (Overcoming Specific Barriers). To increase visibility, one of the racks was placed at the building's front entrance (Norm Appeals). In addition, a cage for up to 50 bicycles was provided in an underground parking lot, replacing some existing car parking spots. A Guaranteed Ride Home Service was provided free-of-charge to ensure that individuals enrolled in the Employee Trip Reduction Program were not left stranded at the office in cases of emergency, unscheduled overtime, or missed rides ( .) The service was available to program participants, up to a maximum of four times per year, on days when they didn't drive alone. A department receptionist would either arrange for use of a corporate car, or would call a taxi and issue a voucher. As long as it did not interfere with a department's operational requirements, participants could change the times they started and ended work by up to one-half hour, to create a work schedule that accommodated commuting via carpooling, public transit, cycling, walking, or jogging (Overcoming Specific Barriers). BC Transit representatives held workshops at GVRD work sites. Participants received information about the most direct commuting routes, visually demonstrated using computers. Estimated travel times were also calculated. Each participant then received a personalized printout of the results (Vivid, Personalized Communication). To encourage use of public transit for local business travel, transit tickets were available free-of-charge from each department. Employees could also purchase monthly transit passes through payroll deduction and receive a 15 per cent discount (Financial Incentives and Disincentivess). To receive the discount, employees were required to sign a contract with BC Transit agreeing to purchase the monthly transit passes for a period of 12 consecutive months (Obtaining a Commitment). GVRD also promoted the use of public transit for local business activity by issuing free transit tickets to each department. Electronic mail and posters were the main means of promoting the six initiatives. Messages linked commuting choices with air quality and traffic congestion "hot issues in the community" as well as to other common motivators like saving money and time, and avoiding stress (Building Motivation Over Time). Information about the program could also be obtained by calling a hot-line staffed by an Employee Transportation Coordinator, or by visiting one of three staffed Commuter Information Centers (Vivid, Personalized Communication). The centers contained public transit maps and schedules, public transit pass applications, a www.toolsofchange.com/en/case-studies/detail/28 3/7 8/7/2019 Tools of Change cycling commuter map, a bulletin board with transportation related information, and up-to-date information on existing carpools. To strengthen the motivation of participants, and to encourage non-participating staff to "join in", steps were taken to increase the visibility of participation by others (Norm Appeals). For example, a monthly employee newsletter included photographs of individuals using the promoted commuting practices. Designated carpool parking spots were clearly marked for all to see. In addition, prizes were given for participation in monthly Clean Air Days. Ballot boxes were located at receptionists' desks - highly visible locations. Additional communications encouraged employees to engage in other "clean air activities" such as planting trees, using a push lawn mower instead of a gas-powered one, and minimizing SOV use for non-commuting purposes. To help bring transportation alternatives to workplaces throughout the Greater Vancouver Area, the GVRD contracted out for the development of a program called Go Green Choices. When the Greater Vancouver Transportation Authority, also known as TransLink, was created in 1998, they took on responsibility for the Trip Reduction Program and the Employer Pass Program. The Trip Reduction Program included Go Green Choices and the Jack Bell Foundation rideshare programs. The Go Green Choices program offered these services: distributing a brochure ("It's Your Business: Commuting Alternatives for your Workplace") to help in "selling" participation to key decision makers at each workplace; training a designated employee at each workplace as a Go Green Coordinator, to create and manage the trip reduction program at the workplace; providing a Go Green Coordinator's Kit, including a guide with step-by-step instructions and checklists; templates for e-mails, memos, and employee transportation surveys; and a brochure, poster and postcard for use with employees; promoting the Jack Bell Foundation rideshare program; and, offering free on-going assistance. The Go Green Choices program was positioned to employers as a service that would improve their workplace and their profit-margins. The following links were made to common employer-related motivators (Building Motivation Over Time): monetary savings through parking management; lower demand for office space through the introduction of telecommuting programs; a healthier more productive workforce, with reduced absenteeism, due to more employees cycling, running, or walking to work; and, a competitive advantage resulting from a higher public profile and boosted employee morale. The most significant barriers or challenges to program implementation were: getting all of management on-side; obtaining funding for program start-up; educating employees about the value of having a corporate trip reduction program; structuring a payroll deduction system for the transit pass purchases; and, negotiating changes to unionized employees' contract regarding parking subsidy benefits. Financing the Program N/A Measuring Achievements www.toolsofchange.com/en/case-studies/detail/28 4/7 8/7/2019 Tools of Change A survey was conducted amongst GVRD employees one year after the Employee Trip Reduction Program was initiated, to determine whether the program was achieving its objectives. Additional surveys were conducted as required. An ongoing monitoring system for participation was also used, with the information collected from enrolment forms inputted into a database. Feedback N/A Results elimination of 42 SOV commuter trips per day, or 210 per week; and, an increase in AVR from 1.56 to 1.78 (target was 2.0). The percentage of trips taken by each of the following commuting methods shifted, from 1996 to 1997, as follows: SOV commuter travel from 57% to 46% (1998 target was 40%); carpooling from 15% to 21% (1998 target was 20%); public transit from 19% to 22% (1998 target was 30%); cycling from 3% to 5% (1998 target was 3%); walking/jogging stable at 6% (1998 target was 8%); and, telecommuting stable at 0% (1998 target was 3%.) Overall participation in the program steadily increased from 177 employees in 1996, to 213 in 1999. Of these 213 participants, 10 walked, 96 took transit, 13 cycled and 92 carpooled. Annual estimated greenhouse gas reductions were: 63,031 kg CO2 (equivalent to the effect of planting 1,300 to 1,400 trees) and 4,728 kg of smog and other ground-level contaminants. Contacts This case study documents a program that took place between 1996 and 2002. A separate case study covers more current details on the public program that resulted. Notes A full-time coordinator was responsible for promoting and delivering the Trip Reduction Program in its first year and was found to be critical to the programs success. Later the coordinator worked part-time, sharing some of the duties with other staff. The program continued to be promoted to staff using different approaches including: The celebration of Clean Air Day the first Wednesday of every month to encourage staff to try alternative transportation at least once a month Participation in the National Clean Air Day in June E-mail messages are sent to staff, including program information (i.e. events) and ballot winners (employees are encourage to submit ballots to win monthly prizes When the program was first launched, an information booklet was designed for distribution to new staff. Although a good tool, the booklet had not been updated so was no longer distributed. The success of the program resulted in the development of the Go Green Choices program (delivered by B.E.S.T.), which was delivered to other companies and organizations in the GVRD. There were several factors influencing the success of this program, as follows: www.toolsofchange.com/en/case-studies/detail/28 5/7 8/7/2019 Tools of Change A full-time coordinator to initiate the first year of the program Phasing out 60% of the employee parking subsidy Designing a flexible program that met the needs of different types of lifestyles/people Written approval received from all those wanting to participate in the program Using a portion of parking revenues to fund part of the program The "dynamics" of the carpool group is crucial to program success but be careful to match up compatible carpoolers The Transit Pass Initiative that was originally devised as a monthly pay deduction approach covering the cost of a transit pass (at a 15% discount). However, this was changed to a yearly pay deduction approach after discovering the high administration requirements associated with the monthly deduction system. This has resulted in a more cost effective and easier administration system for the Go Green coordinators but has proven less flexible for the employee. Some employees were not satisfied with the yearly transit pass because it is inflexible. A six-month pass purchase program might be more useful to employees who chose to cycle or integrate other non-motorized forms of commuting parts of the year. Since 2002, the program was called Metro Vancouver's OnBoard Program. The program promoted a variety of commuting options initiatives: This discounted annual transit pass gave employees a 15% discount on their transit pass when 25 or more employees from the same company participated. Payment for the pass was facilitated through payroll deduction by the employer. The pass was valid for travel throughout the year, and pass holders could take up to five family members (1 adult and 4 children) on transit on Sundays and statutory holidays at no extra charge. Employers often choose to provide an additional subsidy. By providing heavily discounted transit passes, employers were able to attract new hires in this competitive labor market. At the same time they demonstrated their commitment to corporate environmental responsibility. . Jack Bell Ride-Share is a not-for-profit organization which hosts an online ride-matching database that helps people find casual ridesharing partners and formal car and vanpool groups. TransLink, through the OnBoard program, provided ongoing funding support to Jack Bell Ride-Share. It also supported the annual Ride- Share week. TransLink, in partnership with the Cooperative Auto Network, created a corporate car share program called The Company Car. The Company Car provided businesses with access to corporate vehicles for employees. The Company Car helped companies save money on their fleet vehicles, and helped employees save money for gas and parking costs. The OnBoard program promoted cycling and walking to work through cycling workshops and region-wide events such as Bike to Work Week, Commuter Challenge and Ride-Share Week. TransLink also consulted with employers to create facilities such as bike cages and showers to facilitate more cycling and walking. It also sponsored Bike To work Week, Bike Month and Ride- Share Week. TransLink encouragedemployers to implement parking management strategies to complement their trip reduction initiatives. Converting free parking to pay parking, creating preferential parking for ridesharing vehicles, and equitable transportation allowances are all examples of parking management strategies. Guaranteed or Emergency ride home was a policy which ensured that employees who commuted using alternative transportation could get home in event of emergency, or when their shared ride was not available. Working from home (1 to 3 days a week) meant that employees did not have to commute. Telework benefited employers, employees, and the environment. It had been shown to increase employee productivity and reduce absenteeism. www.toolsofchange.com/en/case-studies/detail/28 6/7 8/7/2019 Tools of Change There were 20 park and ride sites in Metro Vancouver, all of which connected with transit (either at a major bus loop or at a SkyTrain station). Promotion TransLink promoted and marketed the OnBoard program through a variety of communications. An information package was sent to specific targeted employers. This was followed up with a phone call and request for an interview. Presentations were made to employers, and often to employees at lunch and learn sessions. A number of marketing initiatives were employed using different media. These included advertising in business papers and magazines, local newspapers, advertising with Captivate television screens in building elevators, Lightvision screens (large billboards on highways), direct e-blasts to employers, ads on parking arms in parking lots, on-line advertising with agencies such as CBC, Telus.com, Google.com, banners in SkyTrain stations. GVRD also hosted transportation fairs in areas such as business and office parks. These initiatives reached a number of employers who then contacted the OnBoard program for assistance in implementing programs at their worksites. Results Since the launch of the program, OnBoard had helped more than 300 companies in the GVRD to develop and implement trip reduction programs. Conclusion The OnBoard program was very successful in working with employers to offer commuting alternatives for employees. The employer pass program had seen an increase from 108 to 240 in participating companies since the launch of the OnBoard program. The number of participating employees had also risen since, from 6,000 to over 14,000 participants. In 2006 alone the employer pass program helped eliminate 700,000 single occupancy vehicle trips from the region's roads. Ridesharing also experienced increasing success. Since the launch of the OnBoard program, Jack Bell Ride-Share, which can be viewed at www.ride-share.com, had eliminated more than 1,000,000 single occupancy vehicle trips in Metro Vancouver. The OnBoard program helped provide commuting options at a lower cost. It reduced commuting hassles and stress, promoted commuting choices that enhanced the quality of life, and helped employers attract and retain good employees. It also reduced congestion on the region's roads, as well as GHG emissions. Sample of Posters for Bike Workshops Clean Air Day Participation Ballots Employee Trip Reduction Program Introduction Document Last updated: December 2007 © 1996-2019 Copyright Jay Kassirer. All rights reserved. No part of this Search Help Terms of Use My Account Contact Us work may be reproduced or used in any means without prior permission of the author. Please contact me. I will usually give permission for credited uses with links www.toolsofchange.com/en/case-studies/detail/28 7/7 8/7/2019 TransLink Tomorrow Skip to content Getting you everywhere you want to go in Metro Vancouver Subscribe/Login to Transit Alerts Search TransLink Search Schedules & Maps Alerts, Trip Planner Fares Compass Card Rider Guide Transit 101, Accessibility Getting Around Cycling, Driving Plans & Projects Transport Planning About Us Customer Service, Careers TransLink > Plans & Projects > TransLink Tomorrow Plans and Strategies Pilot and Demonstration Projects Open Call for Innovation Meetings and Events Transit On-Demand Pilot Program – Bowen Island New Mobility Lab TransLink Tomorrow Solutions for a better transportation future TransLink Tomorrow is our commitment to continuously explore, test, and implement innovative ways to improve mobility in Metro Vancouver. It is also our commitment to a more open and nimble approach to collaborating with industry, entrepreneurs, and academia. Working together, we can more quickly surface worthwhile new ideas and technologies that: Enable seamless and efficient door-to-door mobility for people and goods Promote safe, healthy, clean, and compact communities Ensure affordable and equitable access for all From battery electric buses to accessible fare-gates to on-demand micro-transit, TransLink is always looking for new and better and more cost-effective ways to keep the region moving forward. https://www.translink.ca/Plans-and-Projects/TransLink-Tomorrow.aspx 1/4 8/7/2019 TransLink Tomorrow rans in o orro Plans and Strategies See our strategy documents, policies, and guidelines related to New Mobility. Learn more... Open Call for Innovation Open innovation calls look for innovative ideas to improve mobility. Find out more... New Mobility Lab A place for researchers offering collaboration and funding for applied research. Learn more... https://www.translink.ca/Plans-and-Projects/TransLink-Tomorrow.aspx 2/4 8/7/2019 TransLink Tomorrow Pilot and Demonstration Projects We are testing new ideas to improve mobility in the region. See our projects... Meetings and Events Check here for news on upcoming TransLink Tomorrow events. More details... Transit On-Demand Pilot Program We are testing on-demand service on Bowen Island. Find out more... TransLink eNewsletter Stay up-to-date on projects, transit service changes and other initiatives. Getting Around Schedules and Maps Compass Card Rider Info Driving Cycling Accessible Transit Traveller Info Trip Planner Next Bus Alerts Subscribe to Alerts https://www.translink.ca/Plans-and-Projects/TransLink-Tomorrow.aspx 3/4 8/7/2019 TransLink Tomorrow Google Transit Mobile Site About Us Who We Are Do Business With Us Careers Media Operating Companies Developer Resources Help Contact Us Golden Ears Bridge Lost and Found Website Accessibility Customer Service Charter Site Map Stay Connected Facebook Twitter YouTube Buzzer Blog Events Calendar RSS Feeds TransLink Listens Panel Send Feedback 604.953.3333 Live Chat Terms & Conditions Privacy Website Accessibility Site Map Careers Customer Service Copyright © 2019 TransLink, all rights reserved https://www.translink.ca/Plans-and-Projects/TransLink-Tomorrow.aspx 4/4 8/7/2019 TravelSmart Skip to content Getting you everywhere you want to go in Metro Vancouver Subscribe/Login to Transit Alerts Search TransLink Search Schedules & Maps Alerts, Trip Planner Fares Compass Card Rider Guide Transit 101, Accessibility Getting Around Cycling, Driving Plans & Projects Transport Planning About Us Customer Service, Careers TransLink > Rider Guide > TravelSmart Mobile Services Transit 101 Safety and Security Accessible Transit Bikes on Transit Etiquette on Transit Pets on Transit Bike Parking TravelSmart Winter Conditions Print Buzzer Buzzer blog Small Text SizeMedium Text SizeLarge Text Size TravelSmart TravelSmart is TransLink's Transportation Demand Management (TDM) Program that allows us to connect with customers on a personal level through a unique combination of face to face outreach, tools, resources, and strategic partnerships. By highlighting travel solutions that work within an individual’s lifestyle, TravelSmart aims to change the way that Metro Vancouverites view transportation and how they utilize it in their daily lives. Whether your main mode of travel is walking, cycling, transit, or driving there are ways to reduce your costs, your impact on the environment, and your health by the transportation choices you make every day. The TravelSmart team works in synergy with our planning and infrastructure projects to ensure that customers know about new and existing services and how they can utilize them. Specifically, through community/non- profit entities, seniors, newcomers, businesses, and school groups to ensure that residents and visitors to Metro Vancouver understand the sustainable transportation options available for their lifestyle. Accessible Version https://www.translink.ca/Rider-Guide/TravelSmart.aspx 1/6 8/7/2019 TravelSmart Related Pages Transit 101 Bikes on Transit Carsharing Carpooling Park and Ride Community Sponsorship and Partnership Group Travel Upcoming Events August 10 2019 Kaleidoscope Arts Festival August 17 2019 PNE August 17 2019 Shipped North Van See more events... Programs Partnerships The TravelSmart team works with a variety of groups to promote smarter travel options. Business Newcomers Schools Seniors TravelSmart for Business Is your organization a strong supporter of sustainability? Are you challenged by the demand for parking or are you looking to relocate? Is your location hindering your ability to hire the best and brightest? Transportation continues to be one of the biggest challenges facing businesses in our region today. Traffic congestion delays your employees getting to work, and goods getting to their destination. A TravelSmart advisor can provide your organization with an expert- level, strategic approach to employee commuting, and transportation issues. Contact us if you'd like to discuss working together to help your organization meet your goals. How can your business benefit? What is included? How do your employees benefit? https://www.translink.ca/Rider-Guide/TravelSmart.aspx 2/6 8/7/2019 TravelSmart Resources Compass for Organizations Compass for Organizations is a transit program the helps get your employees where they want to go - including work - safely, reliably, and affordably. All thanks to you. How does it work? Compass Cards for your employees can be loaded with an adult or concession Monthly Pass or a West Coast Express Monthly Pass. You choose how much to contribute — from 10% to 100% of the fare. You choose the duration from one month, to well, forever. Enroll today by contacting us by email at travelsmart@translink.ca. TravelSmart for Newcomers Metro Vancouver attracts and welcomes thousands of new residents and millions of tourists each year. With the population of Metro Vancouver predicted to grow by 1 million people by 2040, the region receives over 20,000 new residents annually. Transportation is key to newcomers settling into their new home successfully. Working with individual newcomers, settlement service agencies, and community groups and facilities throughout the region, we provide newcomers with tools, resources, and tips on how to effectively use public transit and other modes of sustainable transportation. We provide: Online tools workshop (trip planning, how to use Compass etc.) Safety, security, and etiquette tips Take away resources, materials, and incentives Addressing language barriers We understand many of our new residents have difficulties with English. That's why we work with Settlement Services Providers and other community partners to offer resources in other languages: Working with interpreters provided by partnering agencies, provide travel training seminar in other languages Offer take away resources and materials in other languages Settlement Services Providers https://www.translink.ca/Rider-Guide/TravelSmart.aspx 3/6 8/7/2019 TravelSmart TransLink offers frontline Settlement Services Workers with the transportation information they need to help newcomers settle. We provide Train the Trainer sessions for staff and volunteers to support them with the tools and information they need to assist newcomers. TravelSmart for Schools TransLink's TravelSmart for Schools programs engage students to look at where they walk, cycle, and use other modes of sustainable transportation in their lives. Our 60-minute workshops highlight the many benefits of safe and active modes of travel (health, environmental, and financial benefits), and empower students to become confident and independent travel ambassadors within their schools, families, and communities. What do students learn? What does the TravelSmart for Schools program include? TravelSmart Program requirements How to book a TravelSmart Program Resources TravelSmart for Seniors By 2025, 1 in 4 Canadians will be over 60 years of age. Seniors are living longer and are more active than ever before. Working with Senior Centers and advocacy groups throughout the region, we provide seniors with information on the wide array of transportation options available. We provide: Sustainable transportation overview Travel training seminars Online tools workshop Safety, security, and etiquette tips Take away resources, materials, and incentives Train the Trainers sessions for staff and volunteers The TravelSmart team works with a variety of corporate and government partners to ensure that Metro Vancouverites are aware of smarter travel options. Whether you’re planning a community event, providing services to new British Columbians, or concerned with getting your employees to and from work — we can help! https://www.translink.ca/Rider-Guide/TravelSmart.aspx 4/6 8/7/2019 TravelSmart TravelSmart works with the following service partners to deliver our programs throughout the region. HUB: Your Cycling Connection HASTe: Hub for Active School Travel Climate Smart Dream Rider Productions BCSEA Climate Change Showdown BEST Bike Valet PEDAL BC Cycling Coalition Zipcar Modo EVO Car2Go Spare Rides Municipalities: We work with local Metro Vancouver governments to implement transportation demand management programs tailored to each community. Community and Non-Profit Organizations: TravelSmart has formed partnerships with organizations and community groups to promote demand management initiatives through events, businesses and campaigns. Some of these include the Vancouver Marathon, Children's & Women's Health Centre of BC, Vancouver Art Gallery, BC Lions & the Grey Cup Festival, FIFA Women's World Cup, Car Free Days, Bar Watch, Tourism Vancouver, Vancouver Coastal Health, the 2010 Vancouver Olympic Games, ICBC, Downtown Vancouver Business Improvement Association, and many more! Partnership Inquiries If you're interested in a partnership or business relationship with TravelSmart, complete the community sponsorship form and we'll review and respond to your submission. Contact Us If your group (company, school or organization) would like to talk about how you can reduce single occupant vehicle use and promote sustainable transportation options, contact us at travelsmart@translink.ca. Tweet Share 3 Getting Around Schedules and Maps Compass Card Rider Info Driving Cycling Accessible Transit Traveller Info Trip Planner Next Bus Alerts Subscribe to Alerts Google Transit https://www.translink.ca/Rider-Guide/TravelSmart.aspx 5/6 8/7/2019 TravelSmart Mobile Site About Us Who We Are Do Business With Us Careers Media Operating Companies Developer Resources Help Contact Us Golden Ears Bridge Lost and Found Website Accessibility Customer Service Charter Site Map Stay Connected Facebook Twitter YouTube Buzzer Blog Events Calendar RSS Feeds TransLink Listens Panel Send Feedback 604.953.3333 Live Chat Terms & Conditions Privacy Website Accessibility Site Map Careers Customer Service Copyright © 2019 TransLink, all rights reserved https://www.translink.ca/Rider-Guide/TravelSmart.aspx 6/6 8/7/2019 Walk + Bike + Roll: School Active Travel Planning | City of Vancouver 1. Home 2. Streets and transportation 3. Transportation 2040 Plan 4. School Active Travel Planning Walk + Bike + Roll: School Active Travel Planning The School Active Travel Planning program encourages and promotes walking and cycling to school. Program benefits We consult with school communities and other School Active Travel Planning has many stakeholders to identify school transportation benefits for students, the community, and challenges and opportunities. Our focus is to: the environment, including: Improve walking and cycling infrastructure Increasing physical activity among around schools students, leading to healthier, happier, Increase education and awareness around and more alert learners active transportation Creating opportunities to engage with neighbours and socialize on the way to school The program is a partnership between the City of Vancouver and Vancouver School Board, and is a Reducing car travel to school, in turn direct outcome of our Transportation 2040 Plan. decreasing traffic congestion, greenhouse gas emissions, and air pollution Inspiring active travel habits early in life to carry into adulthood https://vancouver.ca/streets-transportation/school-active-travel-planning.aspx 1/7 8/7/2019 Walk + Bike + Roll: School Active Travel Planning | City of Vancouver Participating schools Map data ©2019 Google Terms 2 mi Action plans and route maps Find action plans and best walking and cycling route maps for schools that have participated in the School Active Travel Planning program. Year 2018 - 2019 Simon Fraser Elementary Action Plan - in progress Route Map - in progress Report - in progress Sir John Franklin Elementary Action Plan - in progress Route Map - in progress Report - in progress Tecumseh Elementary Action Plan - in progress Route Map - in progress Report - in progress Tecumseh Annex School Action Plan - in progress Route Map - in progress Report - in progress Admiral Seymour Elementary https://vancouver.ca/streets-transportation/school-active-travel-planning.aspx 2/7 8/7/2019 Walk + Bike + Roll: School Active Travel Planning | City of Vancouver Action Plan - in progress Route Map - in progress Report - in progress Tillicum Annex School Action Plan - in progress Route Map - in progress Report - in progress Year 2017 - 2018 Florence Nightingale Elementary Action Plan (418 KB) Route Map (748 KB) Report (2.5 MB) Mount Pleasant Elementary Action Plan (420 KB) Route Map (1.1 MB) Report (4.6 MB) Renfrew Elementary Action Plan (416 KB) Route Map (815 KB) Report (2.9 MB) Thunderbird Elementary Action Plan (415 KB) Route Map (638 KB) Report (2.5 MB) Year 2015 - 2016 Captain James Cook Elementary Action plan (53 KB) Route map (965 KB) Report summary (595 KB) Lord Selkirk Elementary Action plan (106 KB) Route map (919 KB) Report summary (585 KB) Lord Roberts Elementary https://vancouver.ca/streets-transportation/school-active-travel-planning.aspx 3/7 8/7/2019 Walk + Bike + Roll: School Active Travel Planning | City of Vancouver Action plan (58 KB) Route map (1 MB) Report summary (320 KB) Pierre Elliot Trudeau Elementary Action plan (XX KB) Route map (1.3 MB) Report summary (576 KB) Year 2014 - 2015 Laura Secord Elementary Action plan (64 KB) Route map (3.3 MB) Report summary (505 KB) David Oppenheimer Elementary Action plan (47 KB) Route map coming soon Report summary (485 KB) Kerrisdale and Kerrisdale Annex Elementary Action plan (56 KB) Route map (1.7 MB) Report summary (581 KB) Southlands Elementary Action plan (112 KB) Route map coming soon Report summary (490 KB) Queen Mary Elementary Action plan (153 KB) Route map (1.6 MB) Report summary (766 KB) Year 2013 - 2014 Carnarvon Community Elementary Action plan (41 KB) Route map (744 KB) Report summary (599 KB) Sir Charles Kingsford-Smith Elementary https://vancouver.ca/streets-transportation/school-active-travel-planning.aspx 4/7 8/7/2019 Walk + Bike + Roll: School Active Travel Planning | City of Vancouver Action plan (32 KB) Route map (578 KB) Report summary (643 KB) Sir Sandford Fleming Elementary Action plan (33 KB) Route map (661 KB) Report summary (XXX KB) John Norquay Elementary Action plan (35 KB) Route map (740 KB) Report summary (632 KB) Grandview Elementary Action plan (34 KB) Route map (680 KB) Report summary (849 KB) Year 2012 - 2013 Lord Kitchener Elementary Action plan (36 KB) Route map (666 KB) Report summary (659 KB) Hastings Elementary Action plan (34 KB) Route map (706 KB) Report summary (604 KB) Dr. George M. Weir Elementary Action plan (38 KB) Route map (630 KB) Report summary (867 KB) Sir Wilfrid Laurier Elementary Action plan (39 KB) Route map (1.9 MB) Report summary (591 KB) Eric Hamber Secondary Action plan (33 KB) Route map (3 MB) Report summary (488 KB) https://vancouver.ca/streets-transportation/school-active-travel-planning.aspx 5/7 8/7/2019 Walk + Bike + Roll: School Active Travel Planning | City of Vancouver L'Ecole Bilingue Elementary Action plan (40 KB) Route map (1 MB) Report summary (609 KB) 14 items How we help overcome school travel challenges See how we improve infrastructure and support activities to encourage active travel. 2 Powered by Quietly Self-starter toolkit Questions about our program? Participate in educational and awareness initiatives hosted by your school or start your own. Fun programs and events include: Interested in having your school considered for safety Bike or walk-to-school week improvements? Please contact Walking school bus us at: Cycling education schoolactivetravel Safety talks @vancouver.ca Download helpful posters: https://vancouver.ca/streets-transportation/school-active-travel-planning.aspx 6/7 8/7/2019 Walk + Bike + Roll: School Active Travel Planning | City of Vancouver Grandma On The Move Grandma on the Move, features Will Stroet and Charlotte Diamond, with an aim to inspire safe, courteous, and mindful road behaviour. Find ideas and programs to start your own active travel program in your school community: Back to school info sheet 2018 (217 KB) Active travel school benefits (63 KB) Active & Safe Routes to School International Walk to School (iwalk) Walking school bus HUB Cycling HASTe https://vancouver.ca/streets-transportation/school-active-travel-planning.aspx 7/7 SCI Directors and Staff Marc Schlossberg SCI Co-Director, and Professor of Planning, Public Policy, and Management, University of Oregon Nico Larco SCI Co-Director, and Professor of Architecture, University of Oregon Megan Banks SCYP Manager, University of Oregon Sean Vermilya Report Coordinator Katie Fields SCYP Graduate Employee Jonathan Yamakami Graphic Designer