3. CAMPUS INFRASTRUCTURE GUIDELINES

The purpose of this chapter is to summarize the general guidelines for campus infrastructure--circulation and parking for motorized vehicles and bicycles, pedestrian circulation, transit, open space and utilities systems.

The goal for campus infrastructure is to

PHASE DEVELOPMENT AND UPGRADING OF CAMPUS-WIDE INFRASTRUCTURE SYSTEMS TO ACCOMMODATE BUILDING AND FACILITY NEEDS -- INCLUDING STREETS, PARKING, BIKEWAYS, PEDESTRIAN PATHS AND UTILITIES SYSTEMS.

Integrated infrastructure planning is the approach proposed in this Plan. This means the provision of adequate infrastructure support to accommodate campus development, both expansion and reuse/infill. Planning should consider phasing, fixity/flexibility, obsolescence, and diversity. In some cases, infrastructure improvement may best accompany development, while in others, improvements may be required in advance of actual need for the overall system to operate.

3.1 AUTO CIRCULATION SYSTEM

This section addresses the system of streets and drives which serve motorized vehicles -- private autos, motorcycles, and mopeds; emergency and police vehicles; and service maintenance, and construction vehicles.

3.1a Access to Campus

Figure C depicts the circulation system under full build-out of the campus as proposed by this Plan. In terms of access to the campus, the proposals generally follow those of the JoinT Comprehensive Traffic Circulation Study (1983), commonly referred to as the Barton-Aschman Study.

1. Recognize the campus is situated within a grid of arterial streets, which provide regional access to the University.
2. Utilize the signalized intersections of collector and arterial streets to provide access into the campus, making improvements as necessary to insure adequate flows and safety, such as widenings and realignments.
3. Recognize and support neighborhood efforts to control traffic so as to minimize or eliminate the impact of University related traffic.
4. Add signals at Campbell Avenue-Mabel Street and Sixth Street-Fremont Avenue to supplement the collector street access points; while closing other local streets as the campus builds out, in order to consolidate University land parcels and increase the efficiency of movement on the arterial streets. These efforts are proposed to be coordinated with impacted neighborhoods and the city.
5. Continue to coordinate with the city in signalizing University-related collector streets at arterials more distant from campus, such as Broadway and Grant Road, to facilitate area-wide traffic movement.
6. Retain the existing three formal entrances to the campus, directing most visitation traffic to the Third/University-Campbell entrance.
7. Encourage the city of Tucson to end reversible lane operations on Sixth Street when feasible, to improve campus accessibility and curtail non-residential traffic on local streets.
8. Continue to participate with the city in planning major street improvements such as Speedway Boulevard and the Broadway corridor.
   
   

3.1b Access Within Campus

As shown in Figure C, there are a number of existing streets and alleys located within the University planning area. the streets within the built-up areas of the campus are largely University-owned, while those in the areas for future development are mostly city-owned and laid out in a grid pattern.

A number of alternatives are possible in improving internal campus circulation. The Barton-Aschman Study recommended an "internal circulator" system carrying both auto and bicycle traffic. This approach is proposed in this Plan, with some modifications, as shown in Figure C. The internal circulator system provides a "ring road" where feasible within the built-up Main Campus area; outer loops in the expansion areas north of Speedway Boulevard and south of Sixth Street; a loop to the north of the present AHSC; and a connection between the University Core and AHSC Core along Cherry/Warren Avenues.

The purpose of the proposed internal circulator system is multi-fold:

1. Provide an access network within the campus for University vehicles; emergency and police vehicles; delivery and construction vehicles; and vehicles of the physically disabled. All buildings should be serviceable directly from the circulator, or indirectly via service roads, pedestrian paths doubling as fire lanes, or combined parking/service areas.
2. Provide access for campus community autos, motorcycles, and mopeds (belonging to students, staff, faculty, and administrators) to permanent large parking lots, parking structures, and designated drop-offs. The proposed concept is to move vehicles as directly as possible from the city street system to campus destinations, minimizing major traffic flows within the campus. Linkages between the internal circulator system, and arterial and collector streets at signalized intersections, are critical to the success of this approach.
3. Provide viable alternatives for local travel within the University planning area, to use of arterial streets.
4. To the extent feasible, channel University-related traffic onto University circulators rather than local neighborhood streets. However, it is recognized that during University build-out, some roads which may currently be considered neighborhood streets will ultimately become internal to the University, and that there will be a transition period of joint University and neighborhood use.
5. Provide a parallel system of bike lanes within the roadway of the internal circulator.
6. Provide a roadway system which may accommodate a future University tram or shuttle service.

It should be noted that most of the proposed internal circulator system is located on present or proposed University property. However, several circulators are expected to remain city streets, such as Park Avenue.

A series of street closures including full closures, partial closures, and cul-de-sacs, are proposed. The street closures should be phased in coordination with campus building and open space development. Streets proposed to be abandoned by the city of Tucson should be coordinated with impacted neighborhoods, property owners, and the city.

3.2 AUTO PARKING SYSTEM

At present, the number of parking spaces within the University's jurisdiction totals approximately 10,000 (excluding U.M.C. and U.P.I. leased) spaces. A parking demand analysis was prepared for the 15-year planning period, including existing "residual" demand in the heart of the campus, replacement demand for spaces removed by new construction, and new demand generated by new facilities. The analysis indicated the requirement, for a total of approximately 1000 net new spaces in the Phase I period (1986-1990), to be located predominantly in the central and northwest campus areas. For the 5-15 year planning period (1991-2000), an estimated additional 1000 net new spaces are required, to maintain the current balance of supply and demand.

The following approach is recommended to supplying adequate parking for the University campus. This approach is based on the parking demand estimates by phases for the planning period and the various types of parking which can be utilized.

1. At Full Build-Out:
   
   

   Utilization of a series of types of parking is recommended. Figure C shows proposed parking structure sites and permanent surface lot sites in conjunction with the auto circulation system, at full campus build-out. Potential locations for parking under new facilities are also depicted, subject to feasibility studies
   
   

2. 15-Year Planning Period:
   
   

   As the campus moves toward the ultimate build-out shown in Figure C, construction of a series of temporary lots is envisioned. These will eventually be built over, as part of the "multiple-generation-of-use" cycle described in Section 2.1. Thus, during the 15-year planning period, it is recommended that parking demand partly be met by different types of permanent facilities in designated locations; and partly met by temporary facilities largely at the perimeter of the built-up area. This approach insures retention of permanent parking locations within the built-up campus area, with parking structure sites developed into multi-level facilities as parking demand, user requirements, and economics dictate. At the same time, a program of land acquisition and temporary surface lot development is continued; this program is at present somewhat more economical than parking structures in supplying parking spaces, although the spaces are increasingly distant from the facilities they serve.
   
   

3. Phase I (5-Year Period, 1986-1990):
   
   

   The strategy during this period should reflect the 15-year approach above, utilizing both new permanent and new temporary parking facilities. Due to the demand for centrally located parking where there is little opportunity for land acquisition and surface lot development, at least one parking structure is proposed in the central campus/Main Mall area. Because the replacement and new demand for parking is very high in the northwest area of campus, and cannot be feasibly met through land acquisition and surface lot development, a parking structure is also proposed in the northwest campus.
   
   

4. Parking Monitoring and Management:
   

   Critical to this approach is adequate monitoring of parking conditions, in order to keep abreast of existing and emerging parking demand. Construction of parking facilities can then be more closely timed to match need.

   It should be recognized, however, that parking demand is not some absolute number of spaces required at any point in time, but reflects driver response to a series of parking-related policies, such as permit fees, ratio of spaces available to permits issued, alternative modes programs, and enforcement procedures. The approach outlined above has built-in flexibility to accommodate a wide range in demand, because parking can be stacked vertically in designated permanent locations on an as-needed basis.
   

   The monitoring and management of University spillover parking into adjacent neighborhoods is a key element of this approach. The University will support implementation of residential parking permit programs where and when necessary to remedy parking spillover problems.
   
   

3.3 BICYCLE SYSTEM

The following approach is proposed for bicycle infrastructure development, as shown in Figure D:

1. Alternative Mode: recognize bicycle travel as a viable mode of travel to and within the campus. Provide the bicycle infrastructure necessary to attract bicycle use, as an alternative to auto circulation and parking.
2. Off-Campus Connections: coordinate with the city of Tucson in tying campus paths to city bike routes and lanes. This includes signals at arterial street intersections which can be activated by bicyclists.
3. Campus Circulators: provide striped bicycle lanes within the internal campus circulator streets, creating a campus-wide network for bicycle circulation.
4. Bicycle Paths: develop bicycle paths for high-and medium-volume situations or where street conditions require. Employ design standards as outline in the Plan.
5. Joint Usage: design major bicycle paths in some locations to double as fire lanes and possible shuttle routes. Some paths may also be utilized by service carts. The two most typical situations of joint usage are at grade-separated arterial street crossings, and within campus street closures.
6. Bicycle/Pedestrian Conflicts: create separate bicycle and pedestrian paths where volumes warrant. For critical open space areas, designate bicycle-free zones with perimeter bicycle parking.
7. Bicycle/Auto Conflicts: create separate bicycle and auto lanes within roadways or separated bicycle paths where volumes warrant. At circulator street crossings, utilize special crossing treatments. For arterial street crossings, provide grade-separated bicycle crossings where feasible in conjunction with pedestrian crossings; grade separations are preferred to signalized street crossings due to safety concerns and anticipated large bicycle volumes. Eliminate street parking of autos next to bike lanes, as feasible.
8. Bicycle Parking: provide sufficient bicycle parking in as close proximity as possible to building and open space destinations. Design parking areas using the guidelines provided in the Plan.
   
   

3.4 TRANSIT

The following proposals are recommended for bus service to the campus:

1. Continue to coordinate with Suntran in the provision of bus service to campus, including routing, provision of outlying park-and-ride lots, and scheduling.
2. Continue to recognize the importance of the bus system in providing access to the campus and in reducing the need for on-campus parking. An example of this is the current subsidized bus pass program.
3. Work with Suntran in providing improved transit stops, including considerations such as pedestrian convenience, type of shelters, bus pull-outs, and spacing of stops.
4. Cooperate with the city in the design and improvements of arterial and collector streets, to insure adequate facilities and linkages for transit. Cooperative efforts are currently underway for Speedway and Broadway Boulevards.
5. Continue to work with Suntran in providing bus service to special campus events from outlying parking lots such as shopping malls.

Additional transit proposals are summarized below:

1. Recognize the Old Pueblo trolley connection between the historic campus entrance (at Park and University) and downtown Tucson, with possible extension into campus to Old Main.
2. Provide a number of drop off points to accommodate motorists depositing or picking up passengers, as shown in Figures C and F.
3. Consider the possibility of on-campus regular shuttle service in the design of campus streets, grade separated arterial street crossings, parking structures, and drop-offs. Shuttles linking campus parking and event locations are currently being successfully utilized for special events.
   The Comprehensive Campus Plan emphasizes pedestrian and bicycle travel as the preferred circulation modes on campus because they are more adaptable to a variety of destinations, provide better direct access to facilities and are more cost-effective. However, as the campus grows a shuttle service may be appropriate to link relatively distant portions of the campus (such as the Main Campus and AHSC Cores), and to encourage optimal utilization of major "outlying" parking facilities.
4. Consider long range feasibility of a light rail transit link between the University and Broadway corridor, with Highland or Cherry Avenues as possible alternative alignments.
   
   

3.5 PEDESTRIAN CIRCULATION SYSTEM

The following approach is recommended for development of a campus pedestrian circulation system.

The proposals are illustrated in Figure E .

1. Network Development:

   During improvements and expansions to the existing pedestrian facilities, the system should be analyzed and designed as a network of paths, to maximize flexibility in pedestrian movement. As the grid circulation pattern is modified by street closures and the introduction of the internal circulator street concept, the pedestrian system can be further developed into a series of major high- and medium-use routes. These routes are proposed to interconnect building clusters and complexes; activity nodes (as discussed in Section 3.5); and major parking facilities.
   
   

2. Pedestrian/Vehicular Separations:

   For bicycles, a separate system of bicycle lanes and paths is proposed in Section 3.3.

   To help resolve pedestrian/auto conflicts along Sixth Street and Speedway Boulevard, a series of grade-separated pedestrian crossings and special crossings is proposed. These will complement at-grade crossings at signalized intersections. Mid-block crossings can be discouraged by median design, and by siting of major high- and medium-use pedestrian routes in relation to the proposed crossings.

   Pedestrian crossings of internal circulators are proposed to receive special care in design, such as pavement treatments, signage, and sight line preservation. Again, pedestrian movement can be channeled into these designed crossings via high- and medium-use pedestrian routes; random crossings should be discouraged.
   
   

3. Sidewalks:

   Sidewalks parallel to roadways are proposed to remain an important, but secondary, component to the overall pedestrian circulation system. Where the grid system is anticipated to remain intact, such as along Cherry Avenue between Speedway and Second Street, or along Eighth Street between Santa Rita and Park Avenues, installation of sidewalks where there are currently none should be undertaken by the city or University as appropriate. In new construction, consideration should be given to moving sidewalks away from the curb edge of arterial streets, to provide better pedestrian comfort and safety.
   
   

4. Physically Disabled:

   Improvements to the pedestrian circulation system should address the needs of physically disabled persons. The requirements of the Arizona Revised Statutes, effective December 31, 1986, should be met.
   
   

3.6 AIR QUALITY

This section acknowledges the relationship between various transportation modes and local air quality, and presents strategies to promote alternatives to the automobile in commuting to and traveling on campus. Recommended air quality improvement strategies include the following:

1. Continue subsidizing transit fares to increase bus ridership to and from the University campus.
   
   
2. Provide current information to faculty, staff, and students on transit, ridesharing and bicycle programs.
   
   
3. Implement as appropriate, pedestrian, bicycle, transit and open space development proposals as presented in the University's Comprehensive Campus Plan.
   
   
4. Promote the building of bus shelters as needed.
   
   
5. Investigate the long term feasibility of phased conversion of the University's car, truck and van fleet to cleaner burning fuels (e.g., compressed natural gas, oxygenated fuels).
   
   
6. Provide bicycle racks and accessible bicycle parking areas.
   
   

Additional air quality improvement proposals which would reduce the total number of vehicle miles traveled are summarized below:

1. Recognize the importance of ridesharing (carpooling, vanpooling) in providing access to the University campus and in reducing the need for on-campus parking.
   
   
2. Support the development of incentive programs that would increase the use of ridesharing by faculty, staff, and students.
   
   
3. Recognize the importance of ridesharing in alleviating city and campus traffic congestion and impacts on adjacent neighborhoods.
   
   
4. Coordinate with appropriate agencies for promotional and technical assistance in the development of rideshare programs.
   
   

3.7 OPEN SPACE SYSTEM

3.7a Open Space Principles

The principles outlined below represent an alternative approach to recent campus open space design and development for the University. This approach emphasizes the functional as well as traditional aesthetic value of open spaces.

1. Usable Open Space:

   Open space is best created by designed relationships between University buildings, rather than accidental or "leftover." Usable open space should be designed to encourage and accommodate both pedestrian circulation and multiple outdoor activities. Building entrances can be designed as active transitions between indoor and outdoor areas.
   
   

2. Activity Nodes:

   Designated activity nodes should be developed, characterized by several types of usable open space to accommodate a variety of activities. These nodes ought to have strong indoor-outdoor linkages with surrounding buildings, and indoor-outdoor recreational and/or food service space may be featured. Development at multiple levels may also be possible, with sunken spaces, overpasses, arcades and mezzanines. Each node should function as the center of activity and a gathering place for its building or use cluster. Major pathways should interconnect the nodes.
   
   

3. Visual Quality:

   Aesthetic impacts to open space users, building inhabitants, and pedestrians and motorists should be considered in the design of campus open space areas.

   For example, an open space treatment can be employed to visually unify a series of individual buildings. Open space can also be utilized to provide visual transitions or separations between buildings or building groups.
   
   

4. Microclimate:

   Outdoor spaces should be designed to make people comfortable in terms of weather and their immediate environment. Microclimate design considerations include rain; sun, shade, and glare; and wind and breezes. For example, elements such as arcades and canopy trees for shade, and bi- level plantings and screen walls for wind shielding, can be employed to enhance the pedestrian walking experience.
   
   

5. Landscaping Elements:

   The selection of planting materials should be based on functional characteristics as well as visual impact. Maintenance and conservation qualities are of particular importance. The choice and arrangement of non-plant landscaping elements are also important, including seating, lighting, surface treatments, artwork, and graphics.
   
   

3.7b Recommended Approach

The recommended approach to open space development for the campus is embodied in the open space principles outlined above, as well as in the Visual Quality Guidelines for open spaces and landscaping summarized in Chapter 4.

Figure E illustrates the open space system for the campus at full build-out. As shown, the activity nodes of usable open space are linked by major pathways. In addition, a series of street-oriented open spaces, including transition zones, "windows," and gateways, are depicted. As for other infrastructure systems, the open space network is anticipated to be implemented in phases.

New buildings afford the opportunity to create and develop usable open spaces and activity nodes. This is the case in newly developing campus areas, such as north of Speedway Boulevard; or in new extensions or expansions of an existing open space, such as the extension of the pedestrian spine of the AHSC to the south of Mabel Street. In more built-up areas of the campus, an open space redevelopment effort may be required, such as the Sciences Concourse (Fifth Street from Park Avenue to the Mathematics Building). In these areas, existing features (such as paving, landscaping, and light standards) should be utilized to the extent possible in any redevelopment effort.

Improvements to Speedway Boulevard are anticipated to include landscaping within the right-of- way. The University will have the opportunity to develop adjoining open space (largely non- usable) in conjunction with proposed new buildings and parking facilities.

Development of surface and turf recreation/sports facilities is anticipated in the Capital Outlay Improvement Program.

The landscaping and associated irrigation system for the historic west portion of the campus (west of Old Main) is proposed for preservation. The central islands of the Main Mall should be retained as an open vista, unobstructed by buildings.

3.8 UTILITIES SYSTEMS

Campus utilities systems include distribution lines, tunnels housing lines, and central plants and facilities for "centralized" utilities operated by the University. Some utilities are provided by parties other than the University on a non-centralized basis. Figure F depicts the locations of the existing University central plants and tunnels, as well as options for utilities provision to support campus development.

The following approach to utilities infrastructure is recommended.

1. The current modernization and expansion of the existing utilities systems should proceed, with emphasis on completing tunnel loops and providing safety improvements within the existing campus areas.
   
   
2. For the central plant compounds, non-plant functions and offices should be relocated to designated "support/services" areas or administrative office facilities, or replaced as multi-story buildings, in order to release property for plant purposes.
   
   
3. Planning for AHSC central plant should recognize the designated expansion area to the immediate north of the existing plant.
   
   
4. Planning should be undertaken to provide utilities services to emerging new campus areas, especially the Cherry Outreach and Northwest Areas. Options to be examined include extension of centralized service, facilities serving the complex or Area only, and "stand alone" service for each new building.
   
   
5. Utilities crossings should be coordinated with the Speedway Boulevard Improvement Project, possibly designed with grade-separated pedestrian crossings and/or installed at the time of the Speedway construction.
   
   
6. The Implementation Program, as periodically updated, should be utilized to plan and install utilities in a timely manner along with buildings and facilities. Utilities infrastructure should accompany, not follow, campus development.
   
   
7. Utilities planning and development should recognize the changing state of the art and changing demands of utilities systems. This is especially an important consideration in providing the indoor environments necessary for research and computers, and for adequate telecommunications. The use of utility corridors which can accommodate additional lines without major disruption to buildings and can "plug in" new buildings along their length, is one flexible approach to this situation. These corridors can accommodate tunnels and/or direct burial.
   
   
8. The location and design of above ground facilities should consider aesthetic impacts. Use of landscape and wall screening, and rooftop and basement locations out of sight from major open spaces and pathways, is encouraged.