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Autzen Stadium Expansion Project #: 3925 April 28, 2000 Page: 2 The planned program clearly places an emphasis on modes other than the private automobile (transit, bicycles, and pedestrians). Throughout the development of the program our primary goal is to promote the use of transit, i.e. half of the new spectators are expected to use the LTD service. Following this emphasis on safety and transit, pedestrians and cyclists facilities will be ensured, and lastly vehicle parking will be accommodated. The mode hierarchy should be predicated by an emphasis on safety for all modes, pedestrians having the highest priority. 4. Transit Service a. b. Additional Park and Ride Facilities: Further discussions with LTD will be necessary to identify locations of park and ride facilities and the operations of these facilities. c. Marketing: The University is continuing its dialogue with LTD to create a marketing program which further promotes the use of transit as a primary means of access to the stadium. d. Transit Fares: The plan presented an option for removing the current park -and -ride shuttle fare, the plan summary section includes the following statement: "To support and maximize the efficiency of each of these plan elements, it is recommended that consideration be given to the following: Eliminating or reducing the $2 per person fare for the park- and -ride shuttles, with the difference in costs to be funded via a ticket surcharge or from other parking revenue." e. Efficiency of buses: Page 12 of the TDM Program: "The targeted increase for buses is to double the current ridership, adding 5,000 to 7,000 round trip passengers on the buses. This will require 37 to 52 additional buses for post -game service, assuming two round trips per bus. It is likely that LTD does not have sufficient buses or drivers to meet this demand, as they only operated 88 buses in maximum service in 1998, and are already using most of their buses for the existing football service and their regular Saturday service. The new buses would have to be chartered from a private company, or arrangements could possibly be made with local school districts." f. Transit Lanes: This remains an issue that should be discussed further at our May 5 meeting. g. Autzen Staging Area Location and Design: The queuing area is still under development. The initial plan seems to have adequate capacity for the queued passengers at the bus stops. The request for eight square feet of space per person corresponds to a level of service C, which allows standing and restricted circulation through the queuing area A more appropriate design for this area may be LOS D/E which corresponds to a person density which allows standing without touching (3 ft per person). h. Facility Staffing and Traffic Control: Facility staffing is also still under development, we look forward to a meeting with your staff to discuss current staffing levels and additional areas we feel staffing may be appropriate. This discussion should also identify impacts to the operation of the transit lanes and the need for signage. Pedestrian Facilities - To be discussed at the April 28 meeting. 6. Vehicle Parking a. Parking Counts: The parking count for the stadium is still being finalized. Appropriate notification regarding changes to the parking on -site will be communicated to the City. b. Vehicle Parking Fees: This will be addressed during our May 5 meeting. c. Emergency Vehicle Parking and Access: The current plan for access along Leo Harris Parkway maintains a 20' travel lane for emergency vehicle access. The new configuration of Leo Harris Parkway will restrict on- street parking during events at Autzen Stadium. d. Police and Public Works Vehicle Parking: no specific comment relating to the TDM plan. ' Transit Capacity and Quality of Service Manual, Transit Cooperative Research Program, January 1999. Kitte /son & Associates, Inc. Portland, Oregon