Parking Services

Twelve Principles of Parking

Principal 1: The transportation system includes all mobility elements related to campus access, including parking, transit, pedestrian movement and other alternate travel modes.

Principal 2: The transportation system should be planned and managed to support broader University goals expressed in the campus master plan, goals for achieving a pedestrian friendly campus, campus housing objectives, promotion of healthy lifestyles and environmental sustainability.

  • Consistent and convenient “access” should be the goal of campus parking and transportation planning, a combination of parking, alternative travel modes and connectivity.
  • The context of these broader campus goals should be used consistently as a backdrop in transportation system planning and in establishing operating policies for the system.
  • 15 minutes is an acceptable travel time for students between on-campus housing or parking locations and campus destinations.
  • The cost of lost productivity and efficiency for faculty and staff should be considered in evaluating parking alternatives, strategies and allocation policies.
  • The planning process should involve affected constituencies.

Principal 3: The University should plan for a progressively lower parking ratio that is accomplished through parking demand reduction measures, but the University should provide sufficient parking capacity to meet the remaining demand if it is financially feasible.

Principal 4: Walking, biking, riding transit, carpooling and other alternatives to single occupancy vehicle use should be encouraged.
Transportation Demand Management (TDM) should be developed as a key element of the University’s transportation program as a way to reduce parking demand and support sustainability initiatives.

  • The TDM program should focus on positive incentives, match – up, promotion of carpooling, vanpooling programs, facilitation of bicycle use and efficient transit service that make alternatives to single occupancy vehicle use attractive, efficient and convenient.
  • The TDM program should avoid the use of financial disincentives as a negative means to modify behavior.
  • The TDM program should be provided sufficient staffing and funding support to be effective.
  • The University should work with surrounding communities to develop safe walking and biking routes to the campus.
  • Campus planning should include enhanced support for the safe use of alternative transportation modes on campus, engaging user groups as part of the planning process.
  • Parking Services should educate students, staff, faculty, and visitors about campus transportation alternatives and safe intra campus travel.
  • The University should seek to reduce unnecessary intra campus vehicular travel in order to provide a safer environment for cyclists and pedestrians.

Principal 5: The campus master planning process should anticipate, assess and plan for any impacts on parking sufficiency.

  • Development plans that would increase parking demand or reduce net parking capacity should include a formal parking impact analysis.

Principal 6: Clemson should be guided by a parking philosophy that utilizes both “district” and “perimeter” strategies for the placement of parking.

  • Priority should be given to faculty and staff in the allocation of core area parking but limited provisions may be made for teaching assistants and students with special service obligations.

Wherever feasible, the University should take advantage of “shared parking” opportunities to maximize the utilization of campus parking facilities and the level of convenience they provide to the overall campus population. This may include:

  • Opening restricted parking areas after daytime class hours for general use.
  • Locating facilities where they can effectively serve multiple user-groups.

An assigned zone parking system can be considered as a way to increase the predictability of parking availability

  • reduce interior traffic movement;
  • reduce pedestrian-vehicle conflicts;
  • reduce congestion;
  • minimize work schedule advantages.

Management of an assigned zone system should ensure that parking is always available to assigned users, but take advantage of shared parking opportunities to achieve a high level of utilization.

  • Based on the allocation of parking to each user group (faculty, staff, students), each group should be allowed to determine the management strategy that best meets its needs within the confines of overall campus transportation and safety policies.
  • Zoned pricing based on convenience can be considered as a system management tool.
  • A range of pricing options should be available to faculty, staff and students, rewarding those who are willing to park in less convenient locations.

Principal 7: Consistent, reasonable and impartial parking enforcement is critical to the proper management and efficient use of campus parking resources.

Principal 8: The funding framework for parking and transportation services should rely more on parking permit revenue, transportation fees, and user fees than on parking citation revenues for its core funding.

  • Although prudent budgeting dictates that citation revenues be included in the budgeting process, those revenues should not be considered a necessary funding source to be protected or promoted. The system goal should be good system management that promotes a high level of voluntary user compliance.

Principal 9: The parking and transportation system should emphasize effective communication of policies and transportation options as a way to increase the level of service and support provided to the campus population.

  • The parking and transportation services program should employ state-of-the-art methods of communicating parking policies and transportation options to the campus population.
  • The effectiveness of communication efforts should be monitored, measured and improved to meet changing conditions, objectives, programs and priorities.
  • The program should include formal mechanisms for regular feedback on service and system performance from system users.
  • Affected constituency groups should be involved in the planning process.

Principal 10: Management of the transportation system should include funding for operation, maintenance and replacement of facilities, buses and related amenities as a basic part of its planning and budgeting process.

  • Appropriate uses of program funds include operating costs, TDM program funding, subsidy of the transit system, and both capital and maintenance costs for parking facilities, buses, roadway connections to parking facilities, pedestrian connections, and related amenities such as bus shelters and bicycle storage facilities.
  • Reserve funds should be included and protected as a base element of the budget to provide for projected maintenance, repair and replacement costs.
  • Reserve funds for future maintenance should not be compromised for current operational needs.

Principal 11: The campus should be a “visitor friendly” place with appropriate way-finding to direct casual visitors to parking that is appropriate for the purpose of their visit.

  • Enhanced way-finding aids, including signage, promotional materials and web-based resources should be used to direct casual visitors to a central campus location for general information, orientation and parking arrangements.
  • As a matter of campus image and community relations, visitor parking at key campus destinations is an appropriate and valuable use of parking resources. Special signage should aid visitors in finding those dedicated parking locations.

Principal 12: Regular visitors and vendors should be expected to pay for parking. Groups and major event attendees should be expected to pay for use of parking resources and/or the transit system.

  • Group event organizers will be expected to work with Parking Services to minimize their impact on campus parking.