Facilities Services- Campus Planning 2010 CAMPUS MASTER PLAN MONITORING REPORT March 1, 2011 -1- OVERVIEW Oregon State University through the development review process and approval of the Campus Master Plan (CMP) is responsible for the completion of a Campus Master Plan (CMP) Monitoring Report. The details included in the 2010 CMP Monitoring Report are identified in the OSU District land development code in Section 3.36.70. We have received feedback from the City of Corvallis regarding our previous reports. OSU wants to provide a report that will show the development of the OSU campus in a way that is easy to read and provides at-a-glance information. The report will generally follow the same order outlined in Section 3.36.70, but will include graphics and tables for how OSU has developed consistent with the Campus Master Plan for the past calendar year. SECTOR ALLOCATION SUMMARY The Sector Allocation Summary is an accounting of the gross square feet (GSF) of development by CMP sector. The table below shows the total GSF by sector for projects that have had a building permit and CMP checklist submitted to the City within the last 12-month calendar period. The table also includes the remaining development for each sector. Since 2004, OSU has developed approximately 13% or 425,547 gross square feet. The following chart shows the percentage of development by Sector since December 2004.
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Facilities Services- Campus Planning 2010 CAMPUS MASTER ...€¦ · -3- main campus at a 1-1 ratio.1 Therefore, new parking lots will be constructed at the southwest intersection
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Facilities Services- Campus Planning 2010 CAMPUS MASTER PLAN MONITORING REPORT March 1, 2011
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OVERVIEW Oregon State University through the development review process and approval of the Campus Master Plan (CMP) is responsible for the completion of a Campus Master Plan (CMP) Monitoring Report. The details included in the 2010 CMP Monitoring Report are identified in the OSU District land development code in Section 3.36.70. We have received feedback from the City of Corvallis regarding our previous reports. OSU wants to provide a report that will show the development of the OSU campus in a way that is easy to read and provides at-a-glance information. The report will generally follow the same order outlined in Section 3.36.70, but will include graphics and tables for how OSU has developed consistent with the Campus Master Plan for the past calendar year. SECTOR ALLOCATION SUMMARY The Sector Allocation Summary is an accounting of the gross square feet (GSF) of development by CMP sector. The table below shows the total GSF by sector for projects that have had a building permit and CMP checklist submitted to the City within the last 12-month calendar period. The table also includes the remaining development for each sector.
Since 2004, OSU has developed approximately 13% or 425,547 gross square feet. The following chart shows the percentage of development by Sector since December 2004.
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OPEN SPACE ALLOCATION SUMMARY The Open Space Allocation Summary provides an overview of OSU’s development as it relates to the minimum open space allocation identified in the campus master plan. To calculate the open space impacts the table below shows the overall MINIMUM open space allocation, which includes future development allocation for each sector. The data comes from the building footprint and any additional impervious surfaces, such as parking lots.
Since 2004, OSU has developed approximately 1% or (328,238) square feet of its buildable lands. The total existing opens space determined in 2004 was 16,668,463 square feet. PARKING UTILIZATION STUDY The 2010 Parking Utilization Study shows a 74% utilization rate, an increase of 3 % from 2009. The following figure shows the capacity of parking compared with the OSU campus population.
Parking capacity was reduced by 92 spaces, and parking capacity has decreased since 2008, mostly in Sector C due to construction in parking lots. Parking displacement in Sector C must be constructed elsewhere on the
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main campus at a 1-1 ratio.1 Therefore, new parking lots will be constructed at the southwest intersection of Campus Way and 35th Street in 2011 to replace the parking spaces removed to construct the Hallie Ford Center and the Outdoor Recreation Field Project. To mitigate the loss of parking for the Linus Pauling Center, two parking lots were constructed at the intersection of 11th and Washington Way and were completed just after this study was completed. With the construction of these lots, it is anticipated the utilization will slightly decrease. PARKING UTILIZATION SUMMARY Parking utilization is calculated as the ratio of occupied spaces to the total parking spaces. OSU’s 2010 parking utilization rate is 74% during peak hours. This is a 3% increase in OSU’s parking utilization between 2009 and 2010. The increase could be correlated to the development of new buildings on existing parking lots in Sector C. Policies in the campus master plan states if parking is displaced in Sector C, then parking must be replaced on a one-to-one ratio to the maximum extent practicable. As stated above, to mitigate the loss of a large amount of parking in Sector C to make way for the Linus Pauling Science Center, the Hallie Ford Center and the Outdoor Recreation field project, OSU was able to replace some of the displaced parking to the maximum extent practicable. However, there are plans to construct parking west of Campus Way and 35th Street in 2011-12. The figure below shows the parking capacity by parking type.
For more detailed information, please refer to Appendices: OSU Parking Utilization Study – Fall 2010
TRANSPORTATION DEMAND MANAGEMENT (TDM) SUMMARY OSU TDM programs are managed by the Alternative Transportation Advisory Committee and Transit and Parking Services. A component of a TDM measure is OSU’s shuttle system. There are two routes identified on campus” North route and South Routes. The following chart shows the shuttle ridership for the past four (4) years. 1 CMP Chapter 5(d. Parking) page 5-6.
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OTHER EFFORTS IN SUPPORT OF TRANSIT, CAR-POOL, OR VAN-POOL USAGE; The Oregon State University Alternative Transportation Advisory Committee (ATAC) is charged with advocating, coordinating, and providing leadership for alternative transportation efforts at Oregon State University. During the past year, the committee met monthly to advance the use of alternative transportation. Below is a summary of ATAC’s efforts and accomplishments for the past year: Continued development of the OSU Bicycle Plan Reviewed OSU shuttle ridership and route changes Promoted alternative transportation by:
o staffing informational booths at Earth Week, Student Sustainability Fair and Beaver Community Fair o participating in transportation workshops for international students o providing a registration/informational booth for World Car Free Day
Sponsored and coordinated the month-long Bike Commute Challenge Reviewed Bike Parking Utilization Study and developed recommendations for installation of additional bike
parking on campus. Reviewed OSU ridership for CTS and the Linn-Benton Loop; provided recommendations to improve
ridership. Reviewed and made recommendations for modification of the OSU Construction Standards for bike parking
facilities. TABULATION OF THE NUMBER OF SINGLE-OCCUPANCY VEHICLES REDUCED; The amount of available parking decreased 1%, by 92 spaces between 2009 and 2010. This is a 6.9%
decrease in parking spaces since 2005. Please refer to the OSU Parking Utilization Study – Fall 2010. CAMPUS PEDESTRIAN ROUTES AND SYSTEM IMPROVEMENTS. 2010 Pedestrian Improvements: ADA sidewalk and access ramp improvements campus wide. The scope of this project was to improve ADA
accessibility in Sector C of the OSU campus based on priorities developed by the University. This work involved removal and replacement of failed and/or non-compliant pedestrian sidewalk, creation of new ADAAG compliant curb ramps and street crossings, and signage and/or pavement markings for ADA path guidance.
Jefferson Way Resurface and Striping: The scope of this work was improving the pavement surface on Jefferson Way, between 26th and Benton
Place. This work involved removal and replacement of the failed AC pavement wearing surface as well as installation of paving fabric to improve long term structural stability of new pavement. Jefferson Way was restriped in accordance with ODOT and MUTCD criteria. Designated bike lanes have been developed in both directions with the exception of the westbound bike lane converts to a shared lane with vehicles between Waldo Place and 26th Street. This work has improved pedestrian, bike and vehicular safety on this street thru removing street hazards and updating signage and pavement markings. The intersection of 26th and Jefferson Way was removed and replaced with new concrete for improved ADA crossing and safety.
Jefferson Way Re-Striping-30th to 35th
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The scope of this work was to improve existing striping which was either absent or substandard. Improvements include bi-directional reflector for improved night driving visibility, re-painted curbs and center line as well as new thermo-plastic crosswalk bars at 35th and at 30th for improved pedestrian safety.
Washington Way Re-Striping-30th to 35th: The scope of this work was to improve existing striping which was either absent or substandard.
Improvements include bi-directional reflector for improved night driving visibility, re-painted curbs and center line as well as new thermoplastic stop bar at 35th Street intersection.
Proposed 2011 Pedestrian Improvements: Continued ADA accessibility improvements in Sector C as well as other sectors (scope will be funding
dependent). Work will result in improved ADA accessibility and general safety Increased bike parking in Sector B, C, and D. The goal is to add new covered and uncovered parking in
these sectors. Possible pavement and/or marking improvements on 26th, between Washington and Jefferson Way (scope
will be funding based). Designated 6’ bike lanes on both sides, new pavement markings, striping and standard street signage.
Construct approximately 5-7 new wayfinding kiosks at various pedestrian portal locations on campus. BASE TRANSPORTATION MODEL UPDATE THAT INCLUDES THE FOLLOWING COMPONENTS: OSU and the City of Corvallis discussed the interpretation of the annual update of the base transportation model as identified in section in 3.36.70. It was determined that an annual update must be completed base on how the code was articulated. Therefore OSU underwent an update to its base transportation model during fall term of 2010. The specific sections as identified in Section 3.36.70(a)(4) are included below, however please refer to the full report included in this report. a. Traffic counts to be updated on a 5-year cycle;
Completed in 2010; next traffic count update will be in 2015. The 2010 BTM update shows changes to several intersections that at full buildout will operate inconsistent with City standards. OSU and the City are in discussion about strategies for transportation improvements. The outcome of these strategies will be included in the 2011 monitoring report.
b. New development and, if known, future development square footage and use type (based on the
existing model’s categories) to be included in the model assumptions on a per sector basis;
A CMP Sector Detail Report is included in the attachments, which provides development information for each sector on the OSU main campus. Several buildings are in construction and are included in the BTM update. The new Multi-Animal Teaching Facility is also included in the model and as shown in the detail report, however its construction won’t begin until later in 2011.
c. New parking areas or roadways that may have an effect on traffic volumes or patterns; and
Three new parking lots were be constructed in 2010 and are now open for parking, but were not opened until after the 2010 Parking Utilization Study period was completed. Two are located in Sector D along Washington Avenue between 11th and 13th Streets and one will be at the intersection of 17th Street and A Avenue.
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A new lot is under construction at the intersection of 17th Street and A Avenue lot and will be designated open parking in September/October 2011. There are two additional lots planned for construction in 2011 in Sector A. The new Multi-Animal Teaching Facility will add additional spaces, and across Campus Way to the south an additional lot is planned for construction to replace parking removed in Sector C for the Outdoor Recreation Center and a new Native American Long House. The parking lots will be included in next year’s BTM update.
d. Within one year of the adoption of the CMP, and on a recurrent 2-year schedule, OSU shall complete
in coordination with City staff a baseline traffic count for Jackson Avenue between Arnold Way and 35th Street. City staff shall provide OSU and the neighborhood association with the most recent baseline traffic volume measurements made within the last 5 years.
Refer to 2008 CMP monitoring report. OSU will complete a study of these intersections with the next base transportation model update in 2011.
ADDITIONAL MONITORING EFFORTS INCLUDE: OSU’s sustainability activities span the university. OSU Facilities Services has taken an active and a coordinated lead in promoting and practicing sustainability within campus operations. With the establishment of a Sustainability Coordinator for campus operations, OSU has been able to propel its sustainability efforts and has received several high-profile recognitions and awards, including:
Earning a place in the Kaplan College Guide 2009’s list of America’s top 25 “green” colleges.
Being recognized by the U.S. EPA for our commitment to green power with a 2008 Green Power Leadership Award to be presented as part of the National Renewable Energy Marketing Conference.
Being rank by the U.S. EPA as one of the nation’s top five higher education users of “green power” and the best
in the Pac 10
Being listed among the nation’s top 25 campuses on the Sustainable Endowment Institute’s 2008 College Sustainability Report Card.
Storm Water Management
Stormwater is water that does not permeate the ground but instead runs over impermeable surfaces like roofs, parking lots, and streets, picking up pollutants and debris before finally entering the storm sewer system. Much of this untreated water eventually enters creeks, streams and rivers. The table below shows stormwater management technologies, their purpose and where they are in use on the OSU campus.
Stormwater Management
Technology or Device
Purpose Where in use
Stone Swales
Reduce stormwater velocity, filter pollutants and debris, allow for infiltration, increase biodiversity and enhance habitat, mitigate volume of water entering storm sewer system
Reser Stadium parking lot (SW corner) and elsewhere
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Bio/vegetated swales
Reduce stormwater velocity, filter pollutants and debris, allow for infiltration, increase biodiversity and enhance habitat, mitigate volume of water entering storm sewer system
SW corner of 30th & Washington Way and elsewhere
Rainwater collection & reuse
Divert rainwater for use in toilet flushing
Kelley Engineering Center
Rainwater retention
Filter pollutants and debris, allow for infiltration, increase biodiversity and enhance habitat, mitigate volume of water entering storm sewer system
Kearney Hall and Hallie Ford Center
Permeable hardscapes
Allow for infiltration
People's Park, newly constructed (in 2010) parking lots in SW corner of 11th & Washington Ave
Filter manhole Filter pollutants and debris Numerous
Detention manhole Mitigate volume of water entering storm sewer system
Numerous
Green Roof
Filter pollutants and debris, increase biodiversity and enhance habitat, mitigate volume of water entering storm sewer system, provide insulation, aesthetic benefits
Behind Ag. Life Sciences on tool shed
Rain Garden
Filter pollutants and debris, increase biodiversity and enhance habitat, mitigate volume of water entering storm sewer system, allow for infiltration
None currently; planned for west side of Gilmore Hall
OSU HISTORIC PRESERVATION OSU’s National Historic District was approved June 25, 2008. Through the nomination process and the documentation to secure the national historic district designation, OSU developed a Historic Preservation Plan, as well as Historic District Design Guidelines. Both of these documents are available for view at http://oregonstate.edu/admin/facilities/ campusplng/histpres/index.html. During 2010, OSU worked with the City of Corvallis Planning department on text amendment changes to Section 2.9: Historic Preservation Provisions. The recommended text amendment changes proposed by OSU, the City of Corvallis and other interested public members improved OSU’s ability to respond to small project management, such as wayfinding signage as well as life/health/safety construction on the main campus. Development within the OSU Historic District The following information is a summary of historic preservation permit applications submitted to the City for HRC and Director-level approvals.
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2010 Historic Permit Applications
10 Director Level Applications
Project Name Submittal Date Decision
Date Processing
Days Gleeson Hall 4-22-10 5-10-10 18 Kidder Hall 6-16-10 7-16-10 30
Overall Average Length of Processing Time 24
12 HRC Level Applications*
Project Name Submittal Date Decision
Date Processing
Days McAlexander Field House 1-15-10 1-10-10 54 Outdoor Sports Complex 3-19-10 5-13-10 55 Native American Cultural Center 7-13-10 9-15-10 64 Merryfield Hall 6-24-10 8-11-10 55 McAlexander Field House Mod 8-4-10 9-29-10 56 People’s Park 8-4-10 9-29-10 56 Lower Campus Bench 8-18-10 9-29-10 42 Outdoor Sports Complex Mod 9-23-10 12-1-10 69 Bollards at ALS 11-5-10 Interpreted
Exempt -
Poling & Cauthorn ADA Spaces 11-16-10 Pending - Waldo & Dryden Fire Escapes 11-17-10 12-15-10 28
Overall Average Length of Processing Time 63
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Appendices
1. Campus Master Plan – Sector Detail Report
2. Base Transportation Model Report
3. OSU Parking Utilization and Neighborhood Street Parking Study – Fall 2010
4. OSU 2010 Bicycle Utilization Study
Appendix 1
Campus Master Plan – Sector Detail Report
Campus Master Plan - Sector Detail
Area: 24,904,904 Square Feet (SqFt)/572 Acres{100% of campus}
8,141,683 Gross Square Ft (GSF)
3,247,71690,930
213,28618,058
1,124,8083,142,321
399,3228,236,441
3,155,000
425,547
2,729,453
16,668,463
12,939,706
3,728,757
328,471
3,400,286
16,339,992
Existing Development*:
OSU Building FootprintOSU IOTB** FootprintNon OSU Building FootprintNon OSU IOTB FootprintOSU Streets***OSU Parking***Public Streets
*Includes all existing/approved buildings IOTB GSF as of 12/2004 **IOTB=Improvements Other Than Buildings***Includes gravel areas
-------------------------------------- No New Development Activity ---------------------------------------New Development (projects)
DescriptionStructure
(GSF)
Struct Ft Print
(Sq Ft)
Parking/ Imperv Surface
(Sq Ft) Planning Comments
Total Ft Print
(Sq Ft)Date
Merryfield Hall screening wall, concrete pad
0 0 235 New air condensors at Merryfield Hall require concrete pad, screening wall
235Mar-2011
ADA Ramp on North side of Milam Hall
0 0 784 New ADA ramp includes removal and re-installation of replacement bike racks. Existing bike parking removed=270 sf. Replacement bike parking = 354 sf. New ADA ramp paving = 678 sf. Net increase in impervious= 784 sf open space development.
784Feb-2011
New ADA parking at Poling and Cauthorn
0 0 1,000 New parking spaces created from landscaped area between building and Intramural Way
1,000Jan-2011
Report Timestamp: Saturday, March 05, 2011 |10:24 am 4 of 11
Campus Master Plan - Sector DetailNew access ramp on south side of building
0 0 505 140 Sf of existing walk and stairs to be demolished, 645 Sf of new ramp and stairs to be installed. Therefore 505 SF of net increase in impervios paving
505Jan-2011
Native American Cultural Center 1,180 1,180 -3,749 Removing existing Quonset hut and parking lot and constructing new building. Net increase in existing open space.
-2,569Aug-2010
Remove Quonset hut and replace with Native American Cultural Center
1,180 1,180 -3,749 Net increase is building square footage and net decrease in impervious cover due to removal of existing parking lot.
-2,569Aug-2010
ALS Nitrogen Storage Tank and concrete pad
162 0 162 ALS storage tank, concrete pad, and screening162May-2010
Plageman Generator 270 270 0 New Generator and Bike Racks270Dec-2009
McAlexander Field House 0 0 239 Interior / Parking Alterations239Dec-2009
Hallie Ford Building 18,173 7,352 -600 New building on parking lot, some parking converted to landscaping
6,752Dec-2009
Green Shed 128 128 0 Green Roof tool shed for compost area128Oct-2009
Kerr Admin Bldg Replacement ADA Ramp
0 0 0 Replacement non-compliant ADA ramp on south of Kerr Admin Bldg
0Aug-2009
Nash Hall General Improvements 0 375 0 Generator Footprint375Aug-2009
Reed Lodge Remodel 0 0 922 922Jul-2009
Heckart Lodge Renovation 0 0 1,141 Renovation- no new GSF1,141Jun-2009
Report run by: pattym Database: S:\Planning\Databases\CMPSectorDevelopmentTracking\MSAccess2007CMP_Tracking_FINAL.accdb
Report Timestamp: Saturday, March 05, 2011 |10:24 am 11 of 11
Appendix 2
Base Transportation Model Report
2010 BASE TRANSPORTATION MODEL UPDATE OREGON STATE UNIVERSITY CAMPUS Corval l is, Oregon Prepared For Oregon State University Completed On March 14, 2011 Project Number 2100087.01
Materials contained in this document update the Oregon State University (OSU) Base Transportation Model (BTM) developed for the OSU Campus Master Plan. This document provides a 2010 update to the previously prepared December 8, 2006 OSU BTM Update and identifies changes in existing and future year system operations.
For this update the following background data was collected and analysis performed: Base traffic volumes at all study intersections Current intersection traffic control information and approach geometries Travel survey to determine specific trip making characteristics Specific building data for current uses/occupancies
SCOPE OF REPORT
This analysis addresses intersection operations within the OSU campus influence area. Analysis intersections have been previously defined through BTM update processes in agreement with OSU and City of Corvallis staffs and are contained in the base transportation model. Operation analyses were performed for the weekday AM and PM peak hours at the study intersections for the following scenarios: Current year (2010) existing conditions Plan year (2014) conditions assuming full build-out of the Campus Master Plan.
Current and plan year system operating conditions are documented and necessary mitigation measures are identified to address system deficiencies.
2010 OSU BTM Update materials are presented in the following manner: Vehicle Operations Analysis Mitigation
Intersection operation characteristics are generally defined by two measurements: level-of-service (LOS) and volume-to-capacity (v/c) ratio. The City uses LOS and delay and ODOT uses v/c ratio to determine intersection performance. Since both agencies have roadways within the project impact area, both measurements are included in the analysis.
LOS is a measure of the average control delay (in seconds) experienced by drivers at an intersection and is described by a letter on the scale from ‘A’ to ‘F.’ LOS ‘A’ represents optimum operating conditions and minimum delay. LOS ‘F’ indicates over capacity conditions causing unacceptable delay. LOS ‘D’ is considered the acceptable minimum by the City of Corvallis.
V/c ratio is a measurement of capacity used by a given traffic movement for an entire intersection. It is defined by the rate of traffic flow or traffic demand divided by the theoretical capacity. Based on the 1999 Oregon Highway Plan (OHP), US 20/OR 34 (Corvallis-Newport Highway) is classified as a Statewide Highway, a National Highway System (NHS) route, a Freight Route, a Truck Route and an Expressway. The OHP requires a maximum v/c ratio of 0.80 be maintained on US 20/OR 34 at the study area intersections.
PEAK HOUR FACTOR
The peak hour factor (PHF) is used to determine the design hour flow rate and is defined as the ratio of total hourly flow to the peak 15-minute flow rate within the hour. For analyses contained in this update, PHFs are calculated for individual study area intersections.
The TRAFFIX analysis module within VISUM was used to calculate LOS and v/c ratios for the study area intersections. This analysis is based on Highway Capacity Manual procedures.
Analyses results are summarized in the following table. For signalized and all-way stop controlled intersections, overall intersection operations are presented. For unsignalized intersections, operations are presented for the worst performing lane group.
Transportation analyses are presented for the following scenarios:
Base year (2006) conditions – provided as historical reference Current year (2010) existing conditions Plan year (2014) future conditions assuming full build-out of the Campus Master Plan
TABLE 1 – INTERSECTION OPERATIONS
AM Peak Hour PM Peak Hour Study In tersect ion (Nor th -South /East -West )
Contro l Type
Mob i l i ty S tandard
2006 2010 2014 2006 2010 2014 2-Way S top B C 9 t h S t ree t / Je f fe rson Avenue S igna l i zed
LOS B B B B
9 t h S t ree t /Monroe Avenue S igna l i zed LOS A A B B B B 11 t h S t ree t / Je f fe rson Avenue 2 -Way S top LOS C B D C C F 14 t h S t ree t /Monroe Avenue S igna l i zed LOS A A B B B B 15 t h S t ree t /Wes te rn Bou levard S igna l i zed LOS C C D C C C 15 t h S t ree t /Wash ing ton Way 2 -Way S top LOS C C F D F F 15 t h S t ree t /Wash ing ton Avenue 2 -Way S top LOS B C E E C D 15 t h S t ree t / Je f fe rson Avenue S igna l i zed LOS A A A B A A 17 t h S t ree t /Wash ing ton Way 2 -Way S top LOS A A B A B B K ings B l vd /Monroe Avenue 3 -Way S top LOS A B C C F F 25 t h /Park Ter race /Monroe Avenue 2 -Way S top LOS D C D E C D 26 t h S t ree t /US 20 /OR 34 S igna l i zed V /C 0 .71 0 .55 0 .89 0 .68 1 .12 1 .39
2 -Way S top C C 26 t h S t ree t /Wes te rn Bou levard S igna l i zed
LOS C C C C
26 t h S t ree t /Wash ing ton Way 4 -Way S top LOS A A B A A A 2 -Way S top B B 26 t h S t ree t /Monroe Avenue 4 -Way S top
LOS A B B C
29 t h S t ree t /Har r i son Bou levard S igna l i zed LOS C B C C B B 30 t h S t ree t /Wes te rn Bou levard 2 -Way S top LOS B E F C B B 30 t h S t ree t /Wash ing ton Way 4 -Way S top LOS B B B B A B 30 t h S t ree t /Orchard Avenue 2 -Way S top LOS C D E C B C 30 t h S t ree t /Har r i son Bou levard 2 -Way S top LOS F F F F F F 35 t h S t ree t /US 20 /OR 34 S igna l i zed V /C 0 .79 0 .66 1 .03 0 .69 0 .86 0 .99 35 t h S t ree t /Wes te rn Bou levard S igna l i zed LOS B B D B B B 35 t h S t ree t / Je f fe rson Avenue 2 -Way S top LOS C F 1 F 1 C C D 35 t h S t ree t /Campus Way 2 -Way S top LOS C C C C F F 35 t h S t ree t /Har r i son Bou levard S igna l i zed LOS C B B C B B 36 t h S t ree t /Har r i son Bou levard Signa l i zed LOS B B B B A A 1 R e v i e w i n d i c a t e s 2 0 1 0 A M c o u n t d a t a m a y b e i n c o r r e c t
As depicted in the previous table, most intersections show small performance decreases from 2006 to 2010; however, some changes are significant and generally result from increases in background traffic volumes. There are additional performance decreases between the 2010 and 2014 analysis scenarios resulting from the assumed build-out of campus facili t ies and background traffic growth. The 9 t h Street/Jefferson Avenue intersection has been signalized and operating deficiencies are not anticipated. A traffic signal is planned for construction at the 26t h Street/Western Boulevard intersection. As such, analysis assumes the intersection is signalized and operating deficiencies are not anticipated.
Again, LOS ‘D’ is considered the acceptable minimum for roadways under City of Corvallis jurisdiction. A v/c ratio of 0.80 is the maximum acceptable for roadways under ODOT jurisdiction. The following table summarizes intersection operation deficiencies
TABLE 2 – INTERSECTION OPERATION DEF ICIENCIES
In tersect ion Year Peak Hour Def ic iency
11 t h S t ree t / Je f fe rson Avenue 2014 PM Nor thbound approach exceeds mob i l i t y s tandard due to i nc reases in
t ra f f i c vo lumes and capac i t y cons t ra i n ts 2010 PM 15 t h S t ree t /
Wash ing ton Way 2014 AM/PM Eas tbound approach exceeds mob i l i t y s tandard due to i nc reases in t ra f f i c vo lumes and capac i t y cons t ra i n ts
15 t h S t ree t / Wash ing ton Avenue 2014 AM Wes tbound approach exceeds mob i l i t y s tandard due to capac i t y
cons t ra i n ts 2010 K ings Bou levard /
Monroe Avenue 2014 PM Wes tbound approach exceeds mob i l i t y s tandard due to i nc reases in
t ra f f i c vo lumes and capac i t y cons t ra i n ts 2010 PM 26 t h S t ree t /
US 20 /OR 34 2014 AM/PM In te rsec t ion exceeds mob i l i t y s tandard
2010 30 t h S t ree t / Wes te rn Bou levard 2014
AM Sou thbound approach exceeds mob i l i t y s tandard due to a subs tan t ia l i nc rease i n background t ra f f i c vo lumes l i ke l y due to new deve lopment
30 t h S t ree t / Orchard Avenue 2014 AM Sou thbound approach exceeds mob i l i t y s tandard due to a subs tan t ia l
i nc rease i n background t ra f f i c vo lumes l i ke l y due to new deve lopment 2010 30 t h S t ree t /
Har r i son Bou levard 2014 AM/PM Sou thbound approach exceeds mob i l i t y s tandard due to capac i t y
cons t ra i n ts 2010 PM 35 t h S t ree t /
US 20 /OR 34 2014 AM/PM Sou thbound approach exceeds mob i l i t y s tandard due to capac i t y cons t ra i n ts
2010 35 t h S t ree t / Je f fe rson Avenue 2014
AM Eas tbound approach exceeds mob i l i t y s tandard due to h igh approach vo lumes . Rev iew i nd i ca tes 2010 coun t da ta may be i nco r rec t
2010 35 t h S t ree t / Campus Way 2014 PM Wes tbound approach exceeds mob i l i t y s tandard due to capac i t y
Based on a review of intersection operations and the current model data, a number of intersections should be considered for study/analysis to improve model calibration and to better identify changes in traffic flows resulting from campus development. These intersections include:
TABLE 3 – INTERSECTIONSFOR FUTURE ANALYSIS Study In tersect ion (Nor th -South / |East -West ) Bas is fo r Add ing
Arno ld Way /Jackson Avenue Added fo r Jackson , 35 t h to A rno ld S tudy Area 11 t h S t ree t /Wes te rn Bou levard Modera te to h i gh use i n te rsec t i on , improved mode l ca l i b ra t i on 11 t h S t ree t /Wash ing ton Avenue Modera te to h i gh use i n te rsec t i on , improved mode l ca l i b ra t i on 11 t h S t ree t /Monroe Avenue Modera te to h i gh use i n te rsec t i on , improved mode l ca l i b ra t i on 15 t h S t ree t /A Avenue Add i f de ta i l ed Sec to r G ana l ys i s i s requ i red 16 t h S t ree t /Wes te rn Bou levard Add i f de ta i l ed Sec to r G ana l ys i s i s requ i red S tad ium Avenue Wes t /Wes te rn Bou levard Add i f de ta i l ed Sec to r G ana l ys i s i s requ i red 26 t h S t ree t /S tad ium Avenue Add i f de ta i l ed Sec to r G ana l ys i s i s requ i red 30 t h S t ree t / Je f fe rson Avenue Modera te to h i gh use i n te rsec t i on , improved mode l ca l i b ra t i on 30 t h S t ree t /Campus Way Modera te to h i gh use i n te rsec t i on , improved mode l ca l i b ra t i on 30 t h S t ree t / Jackson Avenue Added fo r Jackson , 35 t h to A rno ld S tudy Area 35 t h S t ree t / Jackson Avenue Added fo r Jackson , 35 t h to A rno ld S tudy Area
Individual intersection mitigation is described as follows:
The 11t h Street/Jefferson Avenue is anticipated to exceed the City mobility standard during the AM peak hour. The following infrastructure improvements are recommended to allow the intersection to operate acceptably:
Convert to All-Way Stop-Control.
The 15t h Street intersections with Washington Way and Washington Avenue are anticipated to exceed the City mobility standard during the AM and PM peak hours. Specifically, the 15t h Street/Washington Way eastbound approach and the 15t h Street/Washington Avenue westbound approach exceed the mobili ty standard. The following infrastructure improvements are recommended to allow the intersection to operate acceptably:
Realign Washington Way and Washington Avenue to create a 4-leg intersection. Previous operation analyses, including the 2006 BTM Update, recommend realigning Washington Way and Washington Avenue. The intersection has some operational deficiencies due to its proximity to the railroad, limited right-of-way (a portion of the Washington Way road is within the railroad right-of-way), limited sight distance for southbound movements, and lack of a designated pedestrian/bike crossing on 15t h Street. To address these deficiencies, realignment of Washington Way continues to be the recommended mitigation.
The Kings Boulevard/Monroe Avenue intersection southbound approach exceeds the City mobility standard primarily due to high left-turn volumes. The intersection did not meet a signal warrant analysis performed for the 2003 OSU study and right-of-way constraints prevent additional intersection improvements. The southbound movements are further hindered by limited visibility caused by on-street parking on the north side of Monroe. The intersection is also in a very high use pedestrian zone. The following mitigation is recommended:
Construct mitigation per the approved Monroe Avenue Improvement Plan.
Improvements identified in the Monroe Avenue Improvement Plan identify construction of enhanced intersection improvements and include delineated pedestrian crossing areas, intersection bulb-outs and clearly delineated travel lanes for bicycles and motor vehicles. The general plan intent is to introduce traffic calming measures and improve safety recognizing there are a significant number of persons using the transportation system via different modes. The 26t h Street/US 20/OR 34 intersection is anticipated to exceed the ODOT mobility standard during the AM and PM peak hours. The City of Corvallis Transportation System Plan recommends the following infrastructure improvements along the US 20/OR 34 corridor:
Widen the roadway to a 4–lane cross section The 30t h Street/Western Boulevard intersection southbound approach exceeds the City mobili ty standard due to a substantial increase in background traffic volumes l ikely due to new development. The following infrastructure improvements are recommended to allow the intersection to operate acceptably:
Construct a new signal The 30t h Street/Orchard Avenue intersection eastbound approach exceeds the City mobili ty standard due to a substantial increase in background traffic volumes l ikely due to new development. The following infrastructure improvements are recommended to allow the intersection to operate acceptably:
Construct new roundabout
Orchard Avenue forms part of the northern campus boundary with Corvallis residential neighborhoods. Orchard Avenue is also located at the northern end of the 30t h Street Couplet which splits immediately south of the intersection. While some higher form of intersection traffic control is necessary to allow the intersection to operate at an acceptable mobility standard, a roundabout is recommended because its design features can be used to establish a campus entrance point and allow for a smooth transition from one-way roadways to a two-way roadway.
The 30t h Street/Harrison Boulevard intersection southbound approach exceeds the City mobility standard. Due to right-of-way constraints, additional turn bays cannot be added at this intersection. Additionally, intersection signalization is restricted by the proximity to the signalized 29t h Street/Harrison Boulevard intersection and would require nonstandard traffic operations. As such, mitigation is not recommended. Because of roadway connectivity, it is anticipated a certain amount of 30t h Street traffic faced with excessive delays will divert to alternate routes and the resulting LOS will improve.
No mitigation recommended The 35t h Street/US 20/OR 34 intersection is anticipated to exceed the ODOT mobility standard during the AM and PM peak hours. The City of Corvallis Transportation System Plan recommends the following infrastructure improvements along the US 20/OR 34 corridor: Widen the roadway to a 4–lane cross section Provide protected left-turns for the north and southbound approaches
The 35t h Street/Jefferson Avenue intersection is anticipated to exceed the City mobility standard during the AM peak hour. Review of the intersection traffic volumes used in the analysis indicates the counts have a significantly different distribution than previous traffic counts. Therefore, intersection reevaluation is recommended prior to mitigation being recommended. If mitigation is necessary, it is recommended a traffic signal be considered.
No mitigation recommended until further evaluation is performed
The 35t h Street/Campus Way intersection is anticipated to exceed the City mobility standard during the PM peak hour. The following infrastructure improvements are recommended to allow the intersection to operate acceptably: Construct a new signal
Oregon State University’s Campus Master Plan (CMP) includes policies for how OSU will address existing and future parking demand. CMP Chapter 7 – Parking Plan requires the planning and construction of new parking facilities if the campus parking utilization rate reaches 85% to 90%. The OSU Parking Utilization Study is intended to provide an analysis of the parking conditions for on-campus parking facilities. (See Attachment A - Parking Survey Overview Map). An annual parking survey is completed for on-campus parking as well as an every 5-year neighborhood parking districts study for two areas adjacent to the OSU boundary.
OVERVIEW OSU’s 2010 campus parking utilization is 74%. This is an increase of 3% between 2009 and 2010. The OSU campus population also increased between 2009 and 2010 by 6.9% (26,609 to 28,591), which may have impacted the utilization rate. There was a decrease of parking capacity of 92 spaces between 2009 and 2010. The decrease in available parking most likely increased the parking utilization.
PARKING PERMITS The number of parking permits issued in 2010 included 3,487 student permits and 2,812 faculty/staff permits for a total of 6,299 permits. There was an increase of 125 parking permits: 26 student (1%) and 99 faculty/staff (4%) for an average increase of 2%.
Figure 1: Parking Permits by Employee
Student permit purchases were 15% of the total student population of 23,761, and faculty/staff permits were 58% of the total faculty and staff population. Over the past 5 years, the number of student parking permits issued has decreased on an average of 3% per year.
METHODOLOGIES The study was conducted during the 4th week of the fall academic term, typically when a university is at its peak capacity. The study period was completed on two (2) separate days: a typical laboratory day (Tuesday, October 19) and a typical lecture day (Wednesday, October 20). A count of parking space vacancies was completed by Transit and Parking Services staff on each day of the survey.
CAMPUS POPULATION AND PARKING CAPACITY To effectively evaluate how OSU is planning for its future parking needs, Figure 2 (2010 OSU Population Breakdown) shows the campus population trend over the past 5 years. The total campus population has increased approximately 16.9% since 2006, with the largest percent increase between 2009 and 2010 of 6.9%.
Figure 2: 2010 OSU Campus Population
PARKING FACILITIES There are two primary parking facilities on campus: a parking structure and parking lots. All lots on campus include permitted, metered, and open (free) parking spaces. OSU has open on-street parking along Jefferson Way, west of 35th Street, and within Sector G on 16th and ‘A’ Streets. During the course of the study period, a large open lot was also used for open parking and is located behind the Valley Softball Stadium and east of the Hilton Garden Inn. (See Attachment A – Study Overview)
PARKING SYSTEM OSU’s parking is supported by purchasing a parking permit. There are pay-lots for short-term parking located in specific areas on campus. Permits are sold by employee and/or vehicular type: faculty/staff, student, emeritus, motorcycle, and visitor. Parking spaces within lots are denoted at the entrances of each lot and are labeled according to their permitted use. Faculty/staff permits can be used in student lots. Special permits are available for OSU service vehicles, as well as vendors and visitors to campus. There are also partial term and daily permits. Figure 3 below shows the comparison of OSU’s parking capacity related to the campus population over the past 5 years.
Figure 3: OSU Parking Capacity and Enrollment Trend
Parking capacity was reduced by 92 spaces, and parking capacity has decreased since 2008, mostly in Sector C due to construction in parking lots. Parking displacement in Sector C must be constructed elsewhere on the main campus at a 1-1 ratio.1 Therefore, new parking lots will be constructed at the southwest intersection of Campus Way and 35th Street in 2011 to replace the parking spaces removed to construct the Hallie Ford Center and the Outdoor Recreation Field Project. To mitigate the loss of parking for the Linus Pauling Center, two parking lots were constructed at the intersection of 11th and Washington Way and were completed just after this study was completed. With the construction of these lots, it is anticipated the utilization will slightly decrease.
PARKING UTILIZATION OSU’s parking utilization is at 74% during peak hours. Parking utilization is calculated as the ratio of occupied spaces to the total parking spaces. A 90% utilization rate requires OSU to construct new parking facilities. (See Attachment C - Campus Survey Results Map
Figure 4: Parking Capacity by Lot Type
PARKING OCCUPANCY Parking occupancy slightly decreased between 2009 and 2010. Figure 3 (OSU Parking Capacity and Enrollment Trends) and Table 1 (Summary of Parking Usage on Campus) show the comparison of parking utilization for the last five years. The decrease may have been affected by an increase in parking permits in 2009. OSU completed a bicycle utilization study during the parking study and there were significant increases in bicycle utilization. This may have influence the decreased parking utilization as more people may be riding their bicycles to campus.
PARKING DEMAND Parking demand is defined by parking lot utilization or by the sale of campus parking permits (from September 1st through October 8th). OSU uses parking demand ratios to project future demand in conjunction with parking lot utilization. The parking demand ratio is calculated by either the ratio of permitted vehicles to campus population or the ratio of vehicles parked to campus population. Table 2 (OSU Peak Time Parking Demand Ratios) below shows the total number of parking permits by two categories: 1) faculty/staff; and 2) student. Sixteen (16%) percent of the total campus population park on campus, and 74% of the population purchase parking permits. Compared with 2009, the number of permits purchased increased by 125 permits (26 Students and 99 Faculty/Staff) or 3.9%.
Table 2: Peak Time Parking Demand Ratios
PARKING UTILIZATION BY SECTOR The OSU Campus Master Plan divides the campus into nine (9) sectors, each with its own development allocation and parking lots. Table 3 (Summary of Parking Usage by Sector) shows parking demand and utilization by each sector. Attachment B - Parking Capacity by Campus Sector Map reflects the parking capacity by sector.
Table 3: Summary of Parking Utilization by Sector
On a sector by sector basis Sectors F and H maintain the lowest utilization. Sector F (parking around Reser Stadium) has three (3) large lots and is utilized less than 40%. This is due to the change in 2006 from open parking to a permitted lot. Sector H low utilization is quite low, but also does not have a significant amount of parking capacity (46 spaces), and is mainly used for athletic events. At various times, there is a gravel lot that has been used previously for open parking, however, it is not patrolled by TAPS and so isn’t included
in the parking study. Sector G has shown low utilization which is where the parking garage is located. Its utilization increased 1% between 2009 and 2010.
FUTURE PARKING FACILITIES Future parking facilities are planned according to the policies set forth in the Campus Master Plan. As stated earlier, parking capacity decreased by 92 spaces. To mitigate the displacement of the parking, new facilities will be constructed at the intersection of SW Campus Way and 35th Street. A new parking lot is being constructed north of the OSU INTO building and will be designated open/public parking to replace the parking removed along 17th and ‘A’ streets. Additional parking will be added to parking lot south of Bloss Hall.
OSU CAMPUS PARKING UTILIZATION FINDINGS The parking utilization rate increased 3% between 2009 and 2010, from 71% to 74%. Over
the past five years, the utilization is on average 73%. Parking capacity decreased by 92 spaces. The 5-year trend shows that parking capacity has
decreased by 6.9% over the past five (5) years. Parking demand is lowest in the student population where only 15% of the students
purchase parking permits. Conversely, 58% of the faculty and staff population purchase parking permits.
Sector F has three (3) large lots totaling 1142 parking spaces that are being utilized at an average of 40%. This is up slightly from the past three years, where utilization was an average of 33%.
Sector H has a large open parking lot that is not patrolled by TAPS therefore its utilization is not included in the study. Other lot utilization is less than 25%. This is an interesting data point because there is a shuttle stop in this location.
OVERVIEW OSU completes a neighborhood utilization study every five years. From 2003 until 2007, OSU completed an annual neighborhood study; however in 2007, the City of Corvallis and OSU agreed to complete a neighborhood study every five years. To have the study fall within an established 5-year timeframe that will work well with the Campus Master Plan update, a 2010 study was completed. The 2010 Neighborhood Street Parking Study was completed during the same days as the OSU Main Campus Parking Study (October 19 and October 20). The hours for the survey began on the hour from 9:00 AM to 1:00 PM for both the College Hill (District A) and North College Hill (District B), north and west of the OSU main campus. The survey was completed by Facilities Services. A graphical representation of the results for 2007 and 2010 is indicated below in Figure 5 – Trends for Neighborhood Parking Utilization.
Figure 5: Trends for the Neighborhood Parking Utilization
DISTRICT FINDINGS The College Hill (District A) parking district is bounded between 27th and 32nd Streets east/west and between Van Buren and Orchard Avenue north/south. The North College Hill (District B) district is bounded between 14th and 24th Street east/west and between Harrison Blvd. and Monroe Avenue north/south. The overall street parking utilization by time period for this survey is indicated below in Table 4 below.
Table 4: 2010 Neighborhood District Parking Utilization
PARKING CAPACITY METHODOLOGY Street capacity was determined using City of Corvallis parking space standards of 22' x 18' for contiguous parking and 18' x 8' for single parking. Because streets are unmarked more compact vehicles can fit into a series of unmarked spaces than is indicative of capacity. This could affect the overall utilization.
SUMMARY: DISTRICT A FINDINGS District A has an overall average utilization rate of 70%. This is a 2% DECREASE from the survey completed in 2007. Streets nearer to the campus boundary (See Attachment A - Parking Survey Overview Map) reflect higher utilization than parking further away. Utilization is lowest from 9AM to 10AM, and stays relative constant the rest of the survey period. In 2007, the number cars with OSU permits were minimal; however, the 2010 study shows an increase. Eight (8) cars with current OSU permits were parked in District A. (See Attachments D and F.)
SUMMARY: DISTRICT B FINDINGS District B has an overall average utilization rate of 86%. This is a 12% DECREASE from the 2007 survey. Utilization is highest between 9AM and 11AM, and decreases from 11AM to Noon. Utilization increases 5% over the noon hour. Nine (9) cars with current OSU permits were parked in District B. (See Attachments E and G.)
OVERALL SUMMARY OF DISTRICTS A AND B Together the neighborhood districts north of the campus show a 78% overall parking utilization rate. The 2007 average utilization rate was 96%. This is an 8% decrease from 2007.
DISTRICT PARKING UTILIZATION STRATEGIES Strategies that may be considered to improve parking both at OSU and in the residential districts include but are not limited to the following:
Analysis of the parking study shows that more cars are parked on streets than what is available (based on 22’ x 8’ standard contiguous parking spaces and 18' x 8' single parking spaces). Parking on streets where parking is over 100% of capacity (“hot spots”) may be reduced if parking enforcement were available in each neighborhood district during peak times to help change parking behaviors.
The City of Corvallis does not stripe parking spaces in the neighborhoods; therefore this
may result in haphazard parking which the study refers to as a “hotspot.”
OSU will complete a Neighborhood Parking District Study fall term of 2015 in conjunction with the OSU parking study to identify potential strategies to establish and maintain acceptable parking utilization rates within neighborhood parking districts around the campus boundary.
ADDITIONAL INFORMATION/CONTACTS For additional information and or questions concerning this report contact the following. Patty Katz, Campus Planning Manager, 541-737-0917, [email protected] Attachments Attachment A - Parking Survey Overview Map Attachment B - Parking Capacity by Campus Sector Map Attachment C - Campus Survey Results Map Printed: 4. February 2011 at 04:20 PM
OSU Campus Parking Utilization SurveySurvey Dates:Tuesday, October 19 2010 to Wednesday, October 20 2010
Veh/Cap % Cap Veh/Cap % Cap Veh/Cap % Cap Veh/Cap % Cap Veh/Cap % CapStudent Faculty ADA Other Total
Bicycle Utilization Summary Overview In the fall of 2010 OSU Facilities Services Campus Planning conducted a comprehensive bicycle parking survey. The survey recorded bicycle rack capacity, utilization and condition. The weather conditions on the days of the survey were good for biking. Both days were warm and clear, with an average temperature of 60 degrees. Total on-campus bike parking is 6,842. The survey measured a maximum campus bicycle parking utilization rate of 74%, with numerous locations experiencing utilization rates greater than100%. The 2008 Bicycle Utilization Study conducted in fall term revealed total campus utilization of 44%. The 2010 survey shows a significant increase in bicycle utilization, as well as a slight increase in overall campus bicycle parking capacity.
Methodology The survey was completed with the assistance of one Graduate student and four students from Steve Cook’s GEO 300 class. Map development, database management, calculations and analysis were completed by Facilities Services Campus Planning. Campus planning conducted the 2010 bicycle parking utilization survey on two consecutive days, Wednesday and Thursday October 20 and 21. Both days had good weather for bicycling, clear with an average temperature of 60 degrees. Campus planning conducted the study on two days instead of one to capture utilization differences that may occur between locations on typical student lecture and lab days. This allowed the survey to provide a more detailed measure of maximum bicycle parking utilization. Campus Planning staff and student volunteers surveyed between 10 am and 12 pm, attempting to capture peak utilization. Students used the inventory of bicycle racks developed for the 2008 survey to record bicycle rack locations, condition and utilization. Bicycle parking is grouped by location, where a location is one or more bicycle racks on a side or entrance of a building or structure. Each location is assigned a unique identification number and is mapped (Appendix F and G). Locations may contain multiple types of racks, either covered or uncovered. Campus planning maintains all bicycle parking locations in a database with the number and type of parking, as well as other details. All locations are mapped using ArcGIS software. Reports from the database and GIS maps depict the existing bicycle inventory and utilization on campus. The students utilized these tools to conduct the survey in the field. Following data collection, Campus Planning entered the student-collected data into the database and generated new maps, updating the pre-existing inventory of utilization, rack type, locations and condition. All data contained within this report reflects the maximum utilization recorded during the 2010 survey.
2010 OSU Bicycle Parking Utilization Survey March 5, 2011
Inventory Total bicycle capacity on the OSU campus is 6,842 parking spaces of which 2,108 (31%) are covered and 4,734 (69%) are uncovered. Hoop racks are the preferred style of bike rack for installation and utilization. They provide greater user-convenience for placing, securing and maneuvering of bicycles. These racks represent 3,026 (44%) of total capacity. Older, wheel racks provide the majority of the remaining bicycle parking, or 52% of total capacity (See Appendix A). The remaining capacity is comprised of bike lockers, and other styles of racks. Bicycle parking must be constructed with most new development on campus based on the total square footage of the structure. Corvallis Land Development code (Section 3.36.50.13 – Bicycle Parking) requires that at least 50% of this new bicycle parking capacity be covered. Currently about 31% of campus bicycle parking is covered. The percentage of covered parking is anticipated to increase with new development. Hoop racks are installed when existing racks require replacement.
Utilization Survey results show that the OSU campus had an average bicycle parking utilization rate of 74% during peak times. This is a 30% increase over the 2008 survey. With increased utilization, many bicycles were found outside of racks, locked to railings and light posts. The survey recorded 409 individual bicycles locked outside of designated bicycle parking locations. In the weeks surrounding the survey dates, Campus Facilities Services received numerous emails and phone calls regarding this issue. The increase in the number of bicycles on campus exceeded the capacity of bicycle parking in numerous locations, impacting motor vehicle parking and ADA ramp accessibility. A failure to meet the need for secure bicycle parking on the OSU campus could negatively impact bicycle use as a alternative mode of transportation. The survey revealed that Campus sector C received the highest utilization of bicycle parking, at 81%. Sector C comprises the central campus area and contains most of the more commonly used classroom buildings and also much of the student housing. Overall sector C contains 65% of OSU campus bike parking capacity. 81% utilization of sector C represents 3,633 parked bicycles, or 72% of the total bicycles parked on campus. Sectors D and G received the second and third highest utilization at 65% and 63% respectively. During the survey, a total of 23 buildings experienced a utilization of 100% or greater. The highest concentration of bicycle parking utilization was in the northern portion of campus sector C, near buildings such as Merryfield, Milam, Gleeson, and Kearny. Two of the buildings with the highest utilization are housing and dining buildings Hawley Hall and West Dining Hall. Damaged and or missing bicycle racks were noted during the survey. 10 racks were found to be missing, while 24 were either damaged or unanchored. The locations of racks requiring attention are shown in the Bicycle Parking Survey Damage Report (Appendix G) and locations are mapped in Bike Location Physical Status Map (See Appendix E).
2010 OSU Bicycle Parking Utilization Survey March 5, 2011
A- Bicycle Parking Survey Detail Report B- Map: Percent Utilization by Building C- Map: Percent Utilization by Location D- Map: Capacity Distribution by Building E- Map: Bike Location Physical Status F- Map: Bike Parking Location ID G- Bicycle Parking Survey Damage Report