Memorandum. Rebecca Torma, Transportation Planner II, City of Rockville, Traffic and Transportation Division

Transcription

1 Memorandum To: Rebecca Torma, Transportation Planner II, City of Rockville, Traffic and Transportation Division From: Subject: Paul Silberman, P.E., PTOE, Sabra, Wang & Associates, Inc. Kyle Roberts, EIT, Sabra, Wang & Associates, Inc. TLC 2013 City of Rockville Regional Development Impacts: Future Transportation Capacity Analysis Date: June 14, INTRODUCTION This memorandum summarizes the future transportation network conditions including proposed land uses, final traffic forecasts, future no improvement traffic volumes, and future no improvement traffic analysis. In addition, an improvement menu for problematic intersections will be outlined along with policy considerations for improving traffic projections, managing traffic congestion, and revising traffic impact study methodologies. 2 PROPOSED DEVELOPMENTS There are twelve proposed developments which fall within the study area. Seven of the twelve developments are within the City of Rockville limits while five developments fall just outside of the city limits and would be under County jurisdiction. The twelve developments are shown in Figure 1 and are outlined below: TWINBROOK METROPLACE Twinbrook Metroplace is a planned mixed use development located in the City of Rockville that will be located at the northeast quadrant of the intersections of Rockville Pike and Halpine Road. It will consist of 152,000 square feet of office space, 792 high rise apartment dwelling units, a 190 room hotel, and 89,000 square feet of retail space. It has a planned build out year of TWINBROOK COMMONS WEST Twinbrook Commons West is a planned mixed use development located adjacent to the Twinbrook Metro Station on the west side of the Red Metrorail Line. It will consist of 450 garden apartment dwelling units, 325,000 square feet of office space, and 97,600 square feet of retail space. It is located within the City of Rockville limits and has a projected build out year of TWINBROOK WEST (SQUARE) Twinbrook West (Square) is a planned mixed use development located within the block bounded by Rockville Pike, Bouic Avenue, Chapman Avenue, and Thompson Avenue. It will consist of 99,500 square feet of retail and 360 garden apartment dwelling units. It is located within the City of Rockville limits and has a projected build out year of 2015.

2 WICOMI DR WASHINGTON AVE CARROLL AVE STANLEY AVE MATTHEWS DR BROOKE DR LEWIS AVE ROCKLAND AVE LEMAY RD WAINWRIGHT AVE HOLLAND RD ARDENNES AVE RIDG WAY AVE LA ALSACE AVE VANDEGRIFT PIER DR TWINBROOK PKWY ALDERBROOK CT C i t y o f R o c k v i l l e P l a n n e d D e v e l o p m e n t L a n d U s e MARTHA TER MARTHA C T CT City of Rockville ROLLINS CONGRESSIONAL LA HALPINE RD 1 4 "M BOUIC AVE 3 Twinbrook Station 2 THOMPSON AVE 6 5 HIGGINS PL CO AVE CHAPMAN AVE ARUNDEL AVE FISHERS LA PARKLAWN DR Mixed Use SF 0-1,000,000 >1,000,000-2,000,000 > 2,000,000 Office SF 0-350,000 "M Metro Stations Twinbrook, White Flint Metrorail Red City of Rockville Study Area TILDENWOOD DR ROLLINS AVE EVELYN DR MARK LA MURIEL ST WILMART ST NINA PL MONTROSE VILLAGE TER LORRE CT LORRAINE DR LORRE DR JEFFERSON ST 10 Montgomery County BOU AVE KRAFT DR WILKINS CT WILKINS AVE ACADEMY WAY Retail SF > 350, ,000 RANDOLPH RD > 45,000 TILDENWOOD LA MONTROSE PKWY MONTROSE RD OLD GEORGETOWN RD MAPLE AVE NEBEL ST TALL TREE TER 11 ROCKVILLE PIKE CITADEL AVE IBSENDR EXECUTIVE BLVD 12 DANVILLE CT DANVILLE DR TILDEN LA NEILWOOD DR ± Miles COM MONWEALTH NICHOLSON LA MARINELLI RD "M White Flint Station

3 ROLLINS CENTER Rollins Center is currently under construction and will be a retail development located within the City of Rockville at the northwest quadrant of Rollins Ave and Rockville Pike. It will consist of 9,272 square feet of retail space and is scheduled to be completed in CHAPMAN 1900 Chapman Avenue is a planned mixed use development bounded by Chapman Ave, Thompson Ave, Twinbrook Parkway, and the Metrorail Red Line. It will consist of 5,512 square feet of retail space and 720 high rise apartment dwelling units. It is located within the City of Rockville limits and has a projected build out year of TWINBROOK COMMONS EAST Twinbrook Commons East is a planned mixed use development located adjacent to the Twinbrook Metro Station on the east side of the Red Metrorail Line. It will consist of 957 high rise apartment dwelling units and 122,400 square feet of retail space. It is located within the City of Rockville limits and has a projected build out year of TWINBROOK PLACE (UNIWEST) Twinbrook Place (Uniwest) is a recently completed office development located within the City of Rockville limits at the northwest quadrant of Twinbrook Parkway and Ardennes Avenue. It has approximately 150,000 square feet of office space. SPRING LAKE PARK / FISHERS PLACE Spring Lake Park / Fishers Place is a mixed use development located just outside the City of Rockville limits at the northeast quadrant of Fishers Lane and Twinbrook Parkway. It is currently under construction, with a scheduled completion in 2017, and will consist of 261,100 square feet of office space and 1,200 square feet of retail space. PARKLAWN NORTH Parklawn North is a planned office development located just outside the City of Rockville limits east of Twinbrook Parkway between Alderbrook Court and Fishers Lane. It will consist of 520,000 square feet of office space and has a projected build out year of PIKE CENTER Pike Center is a recently completed retail development located just outside the City of Rockville limits. It is bounded by Bou Ave, Chapman Ave, Rockville Pike, and the City of Rockville limits. It consists of 81,607 square feet of retail space. MID PIKE PLAZA Mid Pike Plaza is an under construction mixed use development located south of the City of Rockville limits on Rockville Pike. It is bounded by Old Georgetown Road, Rockville Pike, Montrose Parkway, and Hoya Street. It will consist of 1,544 high rise apartment dwelling units, 1,010,000 square feet of office space, 433,900 square feet of retail space, and approximately 272,870 square feet for a hotel. It is projected to be completed sometime between 2020 and 2025.

4 NORTH BETHESDA TOWN CENTER North Bethesda Town Center is an under construction mixed use development located south of the City of Rockville limits just north of the White Flint Metro Station. It is bounded by Nebel Street, Marinelli Road, OId Georgetown Road, and Rockville Pike and was expected to have a full build out in It consists of 1,148,000 square feet of office space, 1,350 high rise apartment dwelling units, and 202,037 square feet of retail space. 3 FUTURE TRAFFIC FORECASTS Traffic forecasts for the proposed developments were developed using the Local Area Transportation Review and Policy Area Mobility Review Guidelines with some modifications specifically outlined per the City of Rockville s Comprehensive Transportation Review guidelines. Forecasts for all study developments whether located within or outside the City of Rockville limits were assumed to use the City of Rockville standards for trip generation. A horizon year of 2020 was set for the study. 3.1 RAW VEHICLE TRIP RATES The raw vehicle trip rates were determined using the approved LATR formulas detailed in Appendix A of the Local Area Transportation Review and Policy Area Mobility Review Guidelines or the latest edition of the Trip Generation Report published by the Institute of Transportation Engineers (ITE) for other land uses not included in Appendix A. 3.2 LAND USE TYPES The proposed developments include the following land use types: Office Retail Restaurant Hotel Apartments o High Rise Apartments o Garden Apartments Several site specific factors can reduce the number of new personal vehicular trips generated by a new development or land use. These include the effect of pass by traffic which includes personal vehicles already on the roadway network making an intermediate stop on the way from an origin to a primary trip destination without a route diversion the effect of internally captured trips composed of traffic originating and destined for different land uses within the same development that do not travel on the public roadway network. An example of an internal trip would be a trip from an office building to a restaurant or from a hotel to an office building within the same development the availability of alternative modes of transportation such as sidewalks, bicycle facilities, and public transportation The application of each of these discounts is discussed in the following sections.

5 3.3 PASS BY DISCOUNTS Pass by discounts per LATR and ITE guidelines allow for a 34% reduction from all trips produced by retail uses during the AM and PM peak hour with a distribution of 52% entering and 48% exiting. However, the City of Rockville prefers this discount only be applied during the PM peak hour, thus no AM pass by discount was used in this study. 3.4 INTERNAL CAPTURE An internal capture discount of 10% was used for any mixed use sites with a retail component as per City of Rockville guidelines. This is slightly more conservative than the 15% discount the County allows. 3.5 METRO STATION PROXIMITY DISCOUNT For general office uses, LATR guidelines suggest a Metro Station proximity discount for any general office buildings within 1,000 feet of a Metrorail station and outside of the Beltway. During the AM peak hour, the discount would be a 50% general discount. During the PM peak hour, there would be a proximity discount based upon the distance from the main entrance of the station to the development. However, the City of Rockville does not use these discounts so this discount was not applied to this study. 3.6 NON AUTO DRIVER MODE SHARE To account for pedestrian, bicycle and transit trips accessing a site, a Non Auto Driver Mode Share (NADMS) of 15% was applied to each development per the City of Rockville guidelines. The County suggested using an extrapolation between the existing 26% NADMS in the White Flint Sector Plan and the 34% NADMS projections in 2022 from the White Flint Traffic Impact Study. This would give a global NADMS of 30% which is twice what the City of Rockville s guidelines suggest. 3.6 PRO RATED TRIP RATES Since a 2020 horizon year was assumed for this study and two developments, Twinbrook Commons East and West, will not be completed until 2030, it was necessary to estimate the percent build out in year 2020 of these two developments. It was assumed that these developments would be at approximately 40% build out in This correlates to a 60% discount for these two developments from full buildout. 3.7 NET NEW VEHICLE TRIPS Using the City of Rockville guidelines and standards, the total AM peak hour net new vehicle trips is 8,303 and the total PM peak hour net new vehicle trips is 15,591. The trip generation table, Table 1, is shown below. Figure 2 and Figure 3 show the AM and PM peak hour net new vehicle trips at each study intersection. It should be noted that compared to County practice, the City of Rockville applies many of the discounts listed in the sections above either conservatively or not at all. This causes net new vehicle trips for the City of Rockville to be much higher than forecasts the County would use. In fact, applying the County discounts results in 40% lower net new vehicle trips. This shows that the net new vehicle trips can be very sensitive to the discounts applied.

6 3.8 DISTRIBUTION OF TRIPS Trip distribution and assignment was determined using the procedures detailed in the Local Area Transportation Review and Policy Area Mobility Review Guidelines. The study area was determined to be compiled of three super districts: Super District 1 (Bethesda/Chevy Chase), Super District 4 (Rockville/North Bethesda), and Super District 5 (Kensington/Wheaton). Trip distribution percentages were then used for each development depending on which super district it fell in and assignment was assumed based upon best judgment. Appendix A contains a map with the location of each of the super districts in Montgomery County along with detailed trip distribution and assignment data for each of the three super districts in the study area.

7 Rockville Develompents Trip Generation Table Development Proposed Use Build Out Year Avg. Veh Trip Ends vs.: Variable # RAW New Vehicle Trip Ends AM Peak Period Trips PM Peak Period Trips Entering Exiting RAW New Vehicle Trip Ends Entering Exiting Spring Lake Park / Fisher Lane Parklawn North Twinbrook Place (Uniewest) Twinbrook Commons East Twinbrook Commons West Pike Center Mid Pike Plaza Rollins Center Twinbrook West Twinbrook Metroplace 1900 Chapman Ave North Bethesda Town Center Office 1,000 KGSF % % % 67 83% 329 Retail 1,000 KGSF % 2 48% % 8 48% 7 NADMS Discount % Red. All Trips 15% % % % % -50 Pass-by Discount ITE Red. Retail 34% -1 N/A N/A -1-2 N/A N/A -2 Internal Capture 10% Red. All Trips 10% % % % -8 82% -34 Total Office ,000 KGSF % % % % 727 NADMS Discount 15% Red. All Trips 15% % % % % -109 Total Office ,000 KGSF % % % 40 83% 196 NADMS Discount 15% Red. All Trips 15% % % % -6 83% -29 Total Hi Rise Appartment Dwelling Unites % 72 75% % % 132 Retail 1,000 KGSF % % % % 726 NADMS Discount % Red. All Trips 15% % % % % -129 Pass-by Discount ITE Red. Retail 34% -39 N/A N/A N/A N/A -247 Internal Capture 10% Red. All Trips 10% % % % % % Build out Total Garden Apartment Dwelling Unites % 37 80% % % 72 Office 1,000 KGSF % % % 83 83% 405 Retail 1,000 KGSF % % % % NADMS Discount 15% Red. All Trips 15% % % % % -143 Pass-by Discount ITE Red. Retail 34% -40 N/A N/A N/A N/A -162 Internal Capture 10% Red. All Trips 10% % % % % % Build out Total Retail 1,000 KGSF % % % % 484 NADMS Discount Existing 15% Red. All Trips 15% % % % % -73 Pass-by Discount ITE Red. Retail 34% -41 N/A N/A N/A N/A -165 Total Hi Rise Appartment Dwelling Unites 1, % % % % 209 Restaurant *** 1,000 KGSF % % % % 329 Office 1,000 KGSF 1, % % % % 1224 Hotel * Dwelling Unites % 65 40% % 60 45% Retail ** 1,000 KGSF % % % % 1633 NADMS Discount 15% Red. All Trips 15% % % % % -517 Pass-by Discount ITE Red. Retail 34% -120 N/A N/A N/A N/A -555 Internal Capture 10% Red. All Trips 10% % % % % -344 Total Retail 1,000 KGSF % 15 48% % 60 48% 55 NADMS Discount % Red. All Trips 15% -4 52% -2 48% % -9 48% -8 Pass-by Discount ITE Red. Retail 34% % -5 48% % % -19 Total Retail ** 1,000 KGSF % % % % 2847 Garden Apartment Dwelling Unites % 29 80% % % 58 NADMS Discount % Red. All Trips 15% % % % % -436 Pass-by Discount ITE Red. Retail 34% -40 N/A N/A N/A N/A -20 Internal Capture 10% Red. All Trips 10% % % % % -290 Total Office 1,000 KGSF % % % 41 83% 198 Hi Rise Appartment Dwelling Unites % 60 75% % % 110 Hotel Dwelling Unites % 27 35% % 23 45% 19 Retail ,000 KGSF % % % % 436 NADMS Discount 15% Red. All Trips 15% % % % % -114 Pass-by Discount ITE Red. Retail 34% -37 N/A N/A N/A N/A -148 Internal Capture 10% Red. All Trips 10% % % % % -76 Total Hi Rise Appartments Dwelling Unites % 55 75% % % 100 Retail 1,000 KGSF % 9 48% % 35 48% 33 NADMS Discount % Red. All Trips 15% % % % % -20 Pass-by Discount ITE Red. Retail 34% -3 N/A N/A N/A N/A -11 Internal Capture 10% Red. All Trips 10% % -6 73% % % -13 Total Office 1,000 KGSF 1, % % % % 1613 Hi Rise Appartment Dwelling Unites 1, % % % % 184 Retail 1,000 KGSF % % % % NADMS Discount 15% Red. All Trips 15% % % % % -395 Pass-by Discount ITE Red. Retail 34% -71 N/A N/A N/A N/A -285 Internal Capture 10% Red. All Trips 10% % % % % -264 Total GRAND TOTAL * Hotel conversion was 550 Sq.ft. per Dwelling Unit ** 2X ITE Rate (820) per LATR Guidelines *** 50/50 Split ITE Rate (931 & 932)

8 13 AM - Rockville Lane & Volume Diagrams - Net New Future Traffic Volumes Rollins Ave N Twinbrook Pkwy Parklawn Dr E Jefferson St Federal Plaza 8 Hubbard Dr Bou Ave Montrose Rd

9 13 PM - Rockville Lane & Volume Diagrams - Net New Future Traffic Volumes Rollins Ave N Twinbrook Pkwy Parklawn Dr E Jefferson St Federal Plaza 8 Hubbard Dr Bou Ave Montrose Rd

10 3.9 NEW PEDESTRIAN/TRANSIT/BICYCLE VOLUMES In order to understand the magnitude of increased peak hour non motorized traffic, pedestrian, bicycle, and transit trips were calculated based on the estimated 15% of the total future site trips for each development. Total non auto trip totals for the study network are shown in Table 2. TABLE 2: NEW PEDESTRIAN/TRANSIT/BICYCLE VOLUMES Rockville Developments Trip Generation Table Non-Auto Trips AM PM Entering Exiting Entering Exiting Spring Lake Park / Fisher Lane Parklawn North Twinbrook Place (Uniewest) Twinbrook Commons East Twinbrook Commons West Pike Center Mid Pike Plaza Rollins Center Twinbrook West Twinbrook Metroplace Chapman Ave North Bethesda Town Center Non-Auto Trips GRAND TOTAL FUTURE NO IMPROVEMENT TRAFFIC VOLUMES Total future traffic volumes without any improvements to the existing roadway network were obtained by adding the traffic generated by each of the twelve study developments to the existing volumes. (The Montrose Parkway East extension project was found to be outside of the limits of this study network) The total future traffic volumes for the AM and PM peak hour are shown in Figure 4 and Figure 5. For reference, the existing lane configurations and control type along with the AM and PM existing volume figures are located in Appendix B. 5 FUTURE NO IMPROVEMENT TRAFFIC ANALYSIS Several methods of analyses were performed on the study network with the future traffic volumes. They included intersection operations both using the Critical Lane Volume (CLV) and Highway Capacity Manual (HCM) analysis methods, corridor travel times, and corridor person throughput. 5.1 FUTURE CRITICAL LANE VOLUME ANALYSIS Intersection capacity analyses were performed using Critical Lane Volume (CLV) methodology for all study intersections. Performance measures of effectiveness that were evaluated include level of service (LOS), volume to capacity (v/c) ratio, and CLV. In the CLV analysis, lane adjusted opposing volumes for both northbound southbound and eastbound westbound directions are determined and evaluated, and the greatest for each direction combined to develop the CLV for the intersection. The CLV methodology is used to assess LOS and v/c ratio, as defined as follows:

11 13 AM - Rockville Lane & Volume Diagrams - Total Future Traffic Volumes Rollins Ave N Twinbrook Pkwy Parklawn Dr E Jefferson St Federal Plaza 8 Hubbard Dr Bou Ave Montrose Rd

12 13 PM - Rockville Lane & Volume Diagrams - Total Future Traffic Volumes N Twinbrook Pkwy Parklawn Dr Rollins Ave E Jefferson St Federal Plaza 8 Hubbard Dr Bou Ave Montrose Rd

13 Level of Service (LOS): LOS is a qualitative measure describing operational conditions within a traffic stream. LOS ranges from A to F, where a LOS A represents optimal conditions and a LOS F represents saturated or failing conditions. Volume to Capacity (v/c) Ratio: The v/c ratio is the ratio of current flow rate to capacity and is used to assess the sufficiency of a roadway facility such as an intersection. A v/c ratio of 1.0 indicates that the facility is operating at capacity, and a ratio greater than 1.0 indicates that the facility is failing as the number of vehicles exceeds the roadway capacity. The City of Rockville s methodology was utilized when performing CLV analyses on each intersection within the study area. The City of Rockville determines the capacity of each intersection in accordance with the following standards, summarized in Table 3a b (below). TABLE 3A: THE CITY OF ROCKVILLE S CRITICAL LANE VOLUME CAPACITY STANDARDS Intersection Capacity (100% of capacity) Cycle Number of Phases Length (seconds) or less or more Level of Service (LOS) LOS Range (% of capacity) A Less than 59% B 60% to 69% C 70% to 79% D 80% to 89% E 90% to 99% F Greater than 100%

14 TABLE 3B: THE CITY OF ROCKVILLE S CRITICAL LANE VOLUME LANE USE FACTORS Shared Left Turn Lane Opposing Volume (Through+Right) Lane Use Factor < > Exclusive Left Turn Lane Number of Lanes Lane Use Factor Right Turn Lane Use Factor Right Turn Lane Use Factor Shared Lane 1 Free Flow Zero Exclusive Right Turns Overlapping Left Turns Right Turn on Red Cas e by case determination Through Lane Use Factor Number of Lanes Lane Use Factor Opposing Left Turn Lane Use Factor Number of Left Turn Lanes Lane Use Factor Split Phase Operation Zero Existing signal timings were obtained from the City of Rockville and Montgomery County DOT to verify intersection phasing, cycle length, and any overlaps that may affect the CLV results. Signal timing was optimized as part of the future year analysis. The results of the future conditions intersection capacity analysis are summarized in Table 4.

15 TABLE 4: CITY OF ROCKVILLE TRAFFIC IMPACT STUDY CRITICAL LANE VOLUME ANALYSIS FUTURE CONDITIONS Intersection City Of Rockville Traffic Impact Study Critical Lane Volume Analysis Control Type CLV Future 2020 Critical Lane v/c Volume MD Congressional Lane Signal 1,558 (2,124) 1.01 (1.37) F (F) MD Halpine Road Signal 1,481 (2,000) 0.90 (1.21) D (F) MD Twinbrook Parkway Signal 1,422 (2,601) 0.86 (1.58) D (F) MD Pike Center/Federal Plaza Signal (1,846) 0.59 (1.12) C (F) MD Bou Avenue Signal 1,459 (2,387) 0.94 (1.54) E (F) MD Hubbard Drive Signal 1,315 (1,593) 0.80 (0.97) C (E) MD Mid Pike Plaza Entrance Signal 1,509 (2,576) 0.91 (1.56) E (F) East Jefferson Congressional Lane 4 Way STOP (1,023) 0.35 (0.64) A (B) East Jefferson Halpine Road Signal 454 (963) 0.30 (0.60) A (B) East Jefferson Rollins Avenue Signal 845 (1,260) 0.56 (0.84) A (D) East Jefferson Montrose Road Signal 838 (1,297) 0.54 (0.84) A (D) Chapman Halpine Road 4 Way STOP (591) 0.27 (0.37) A (A) Chapman Bouic Avenue 2 Way STOP (688) 0.30 (0.43) A (A) Chapman Thompson Avenue 2 Way STOP (2,077) 0.53 (1.30) A (F) Chapman Twinbrook Parkway Signal 1,380 (2,110) 0.89 (1.36) D (F) Chapman Bou Avenue Signal 873 (1,291) 0.55 (0.81) A D Twinbrook Parklawn Drive Signal 1,309 (1,783) 0.84 (1.15) D (F) Twinbrook Fishers Lane Signal 1,157 (1,648) 0.75 (1.06) C (F) 1 Operates as 2 Way STOP in AM Peak Hour 2 4 Way STOP Controlled Intersections v/c ratio is reported 3 2 Way STOP Controled Intersections v/c, delay, and LOS are recorded from the approach with the highest v/c ratio. Results of CLV analysis show that 10 of the 18 intersections are projected to operate over capacity thresholds established by the City of Rockville. In the AM peak hour only the intersection of MD 355 at Congressional Lane operates over capacity with a v/c ratio of 1.01 and a LOS of F. In the PM peak hour ten intersections operate over capacity with v/c ratios greater than 1.00 and LOS F. 5.2 FUTURE HIGHWAY CAPACITY METHOD ANALYSIS Both a VISTRO and Synchro traffic model was constructed and validated by Sabra, Wang & Associates, Inc. which includes roadway geometry, signal timing and phasing and future traffic volumes utilized in performing capacity analysis. The VISTRO model enable the automation of the assignment of vehicle trips through the study network for each site, and aggregation of total trips through the network for all sites. The coding inputs of the model were verified both in the field and in the office by a Professional Traffic Engineer. The model provides the level of service capacity analyses for all 18 intersections within our study area using Highway Capacity Manual (HCM) methodology. The measures of effectiveness evaluated in the study include average control delay, level of service (LOS) and volume to capacity (v/c) ratio. LOS, as defined by the HCM, is a qualitative measure describing operational conditions within a traffic stream. LOS ranges from A to F, where a LOS A represents optimal conditions and a LOS F LOS

16 represents saturated or failing conditions. The v/c ratio is the ratio of the current flow rate to capacity and is used to assess the sufficiency of a roadway facility such as an intersection. A v/c ratio of 1.0 indicates that the facility is operating at capacity, and a ratio greater than 1.0 indicates that the facility is failing as the number of vehicles exceeds the roadway capacity. Results of the future capacity analysis are summarized in Table 5. TABLE 5: CITY OF ROCKVILLE TRAFFIC IMPACT STUDY HCM CAPACITY ANALYSIS FUTURE CONDITIONS Intersection City Of Rockville Traffic Impact Study HCM Analysis Control Type HCM Future 2020 v/c Delay LOS MD Congressional Lane Signal 1.13 (1.50) (286.5) F (F) MD Halpine Road Signal 0.92 (1.34) 44.4 (137.3) D (F) MD Twinbrook Parkway Signal 0.94 (1.62) 40.1 (233.7) D (F) MD Pike Center/Federal Plaza Signal (1.15) 17.0 (68.6) C (E) MD Bou Avenue Signal 0.99 (1.69) 45.8 (246.1) D (F) MD Hubbard Drive Signal 0.82 (1.00) 13.7 (39.9) B (D) MD Mid Pike Plaza Entrance Signal 1.17 (1.81) (335.5) F (F) East Jefferson Congressional Lane 4 Way STOP (0.81) 9.8 (22.4) A (C) East Jefferson Halpine Road Signal 0.30 (0.57) 6.8 (12.9) A (B) East Jefferson Rollins Avenue Signal 0.51 (0.81) 19.5 (29.7) B (C) East Jefferson Montrose Road Signal 0.54 (1.00) 53.3 (77.9) D (E) Chapman Halpine Road 4 Way STOP (0.73) 11.0 (17.8) B (C) Chapman Bouic Avenue 2 Way STOP (0.56) 18.8 (44.8) C (E) Chapman Thompson Avenue 2 Way STOP (>3.00) (>500.0) F (F) Chapman Twinbrook Parkway Signal 0.92 (1.46) 96.0 (210.3) F (F) Chapman Bou Avenue Signal 0.47 (0.87) 25.5 (30.1) C C Twinbrook Parklawn Drive Signal 0.82 (1.12) 41.3 (91.2) D (F) Twinbrook Fishers Lane Signal 0.72 (1.04) 54.0 (129.6) D (F) 1 Operates as 2 Way STOP in AM Peak Hour 2 4 Way STOP Controlled Intersections v/c ratio is reported 3 2 Way STOP Controled Intersections v/c, delay, and LOS are recorded from the approach with the highest v/c ratio. Results of the HCM analysis show that 10 of the 18 intersections are projected to operate over capacity or failing with a LOS F. In the AM peak hour four intersections are over capacity with v/c ratios greater than 1.00 or a LOS of F. In the PM peak hour ten intersections are over capacity with v/c ratios greater than 1.00 or a LOS F. The intersection of MD 355 at Pike Center/Federal Plaza operates at a LOS E even though the v/c ratio is a Appendix C shows a detailed comparison of both the existing and future conditions for both the CLV and HCM analyses. 5.3 MD 355 TRAVEL TIME Travel time data was projected for the MD 355 corridor during the AM and PM peak hours in the future conditions by running SimTraffic, a micro simulation software paired with Synchro. SimTraffic uses the coded Synchro model with future volumes and existing signal timing and randomly seeds the network

17 with vehicles and drivers of varying characteristics and records performance measures at the intersection and network levels. Figure 6 shows a comparison of the existing and future arterial delay, travel time, and vehicle speed in both the northbound and southbound directions along MD 355. Detailed SimTraffic travel time reports are included in Appendix D. FIGURE 6: EXISTING VS FUTURE AM/PM MD 355 TRAVEL TIMES NB Arterial Delay [Minutes] Existing Future SB Arterial Delay [Minutes] Existing Future AM PM AM PM NB Arterial Travel Time [Minutes] SB Arterial Travel Time [Minutes] Existing Future Existing Future AM PM AM PM NB Average Vehicle Speed [Miles/Hour] Existing Future SB Average Vehicle Speed [Miles/Hour] Existing Future AM PM AM PM As the graphs show, for both the northbound and southbound directions peak hour vehicle delay and travel time increase nearly threefold, while average vehicle speed decrease by more than half in the future condition.

18 5.4 MD 355 FUTURE PERSON TRIP ANALYSIS The person trip analysis was performed to determine Level of Service (LOS) based on a method developed by the City of Miami in This analysis measures the capacity of the road based on the person trip rather than the vehicle trip. The methodology considers transit, pedestrian, and bicycle trips in addition to vehicle trips to establish a roadway demand/capacity ratio, yielding a LOS from A to F where LOS A represents optimal conditions and LOS F represents saturated or failing conditions. The following equations summarize the Miami methodology for Person Trip Level of Service: Person Demand = VT + LBT + EBT + HRT + BT VT is peak hour roadway vehicle trips based on turning movement counts. LBT is local bus trips (ridership) as provided by the City of Rockville Ride On ridership data. EBT is express/commuter bus trips (ridership), which does not apply to this corridor. HRT is heavy rail trips (ridership), as provided by the Washington Metropolitan Area Transit Authority. BT is bike trips, which has minimal data regarding in this corridor and is assumed to be negligible. Person Capacity = (VC)(1.34)(#lanes) + LBC + EBC + HRC + BKC VC is the peak vehicular capacity in vehicles per hour per lane as determined from the lane group capacity in the Synchro model. LBC is peak hour local bus capacity where capacity is 130% of the number of seats on the bus based on headways and seats per bus. EBC is peak hour express/commuter bus capacity where capacity is equal to the number of seats on the bus, which does not apply to this corridor. HRC is heavy rail capacity where capacity of a train is 120% of the number of seats on the train. BKC is bike capacity based on the bicycle level of service (BLOS). Since there are no separate bicycle facilities along the MD 355 corridor, bicycles are considered vehicles and included in the vehicular capacity for the purpose of this study. Demand/Capacity ratio = Person Demand/ Person Capacity A demand/capacity ratio of less than 0.5 is equivalent to a person trip LOS A, 0.5 to 0.7 is LOS B, 0.7 to 0.8 is LOS C, 0.8 to 0.9 is LOS D, 0.9 to 1.0 is LOS E, and a demand/capacity ratio greater than 1.0 is equivalent to a LOS F. A detailed explanation of this methodology is included in Appendix E. The City of Miami's Person Trip Level of Service Analysis was applied directly for the purposes of this study. This methodology makes the following general assumptions: To determine demand, the methodology assumes that all vehicles are single occupancy. To determine capacity, the methodology assumes that a vehicle's capacity is 1.34 persons. Local bus capacity is assumed to be 130% of the number of seats on the bus. Express/commuter bus capacity is assumed to be 100% of the number of seats on the bus. Rail capacity is assumed to be 120% of the number of seats on a train. Person trip analysis was conducted for each link (six total) on MD 355. Person trip demand/capacity ratios for the northbound, southbound, and both directions of travel combined are provided. To analyze each link, NB volumes from the NB intersection and SB volumes from the SB intersection bounding the link were used. The results of the existing and future person trip analysis are shown in Tables 6a and 6b. Detailed person trip analysis worksheets along with the existing person trip analysis are included in Appendix F.

19 TABLE 6a: SUMMARY OF EXISTING PERSON TRIP ANALYSIS AM (PM) Between Congressional Lane & Halpine Road Existing NORTH & SOUTH BOUND Between Halpine Road & Twinbrook Parkway Between Twinbrook Parkway & Pike Center/Federal Plaza Between Pike Center/Federal Plaza & Bou Avenue Between Bou Avenue & Hubbard Drive Between Hubbard Drive & Mid Pike Plaza Entrance AM PM AM PM AM PM AM PM AM PM AM PM VT Vehicle Trips LBT Local Bus Trips (Ridership) EBT Exp/Com Bus Trips(Ridership) No Express or Commuter Route Within Study Area HRT Heavy Rail Trips (Ridership) BT Bike Trips N/A PD PERSON DEMAND VC max veh/hr/ln LBC Local Bus Capacity EBC Exp/Com Bus Capacity No Express or Commuter Route Within Study Area HRC Heavy Rail Trips Capacity BKC Bike Capacity N/A PC PERSON CAPACITY D/C DEMAND/CAPACITY RATIO LOS LEVEL OF SERVICE A B A B A A A A A A A A Between Congressional Lane & Halpine Road Existing NORTH BOUND Between Halpine Road & Twinbrook Parkway Between Twinbrook Parkway & Pike Center/Federal Plaza Between Pike Center/Federal Plaza & Bou Avenue Between Bou Avenue & Hubbard Drive Between Hubbard Drive & Mid Pike Plaza Entrance AM PM AM PM AM PM AM PM AM PM AM PM VT Vehicle Trips LBT Local Bus Trips (Ridership) EBT Exp/Com Bus Trips(Ridership) No Express or Commuter Route Within Study Area HRT Heavy Rail Trips (Ridership) BT Bike Trips N/A PD PERSON DEMAND VC max veh/hr/ln LBC Local Bus Capacity EBC Exp/Com Bus Capacity No Express or Commuter Route Within Study Area HRC Heavy Rail Trips Capacity BKC Bike Capacity N/A PC PERSON CAPACITY D/C DEMAND/CAPACITY RATIO LOS LEVEL OF SERVICE A B A B A A A A A B A A Between Congressional Lane & Halpine Road Existing SOUTH BOUND Between Halpine Road & Twinbrook Parkway Between Twinbrook Parkway & Pike Center/Federal Plaza Between Pike Center/Federal Plaza & Bou Avenue Between Bou Avenue & Hubbard Drive Between Hubbard Drive & Mid Pike Plaza Entrance AM PM AM PM AM PM AM PM AM PM AM PM VT Vehicle Trips LBT Local Bus Trips (Ridership) EBT Exp/Com Bus Trips(Ridership) No Express or Commuter Route Within Study Area HRT Heavy Rail Trips (Ridership) BT Bike Trips N/A PD PERSON DEMAND VC max veh/hr/ln LBC Local Bus Capacity EBC Exp/Com Bus Capacity No Express or Commuter Route Within Study Area HRC Heavy Rail Trips Capacity BKC Bike Capacity N/A PC PERSON CAPACITY D/C DEMAND/CAPACITY RATIO LOS LEVEL OF SERVICE B A B A A A A A A A A A 1Appendix B: Traffic Counts 2City of Rockville Ride On Ridership Data, Source: Transit Ridership Trends and Markets, Washington Metropolitan Area Transit Authority, (SYNCHRO Saturation flow rate) x (Effective Green/Cycle Length Ratio) x (1.34 factor) 5Meeting Market Demand Core Capacity Study, 2001

20 TABLE 6b: SUMMARY OF FUTURE PERSON TRIP ANALYSIS AM (PM) Future 2020 NORTH & SOUTH BOUND Between Congressional Lane & Halpine Road Between Halpine Road & Twinbrook Parkway Between Twinbrook Parkway & Pike Center/Federal Plaza Between Pike Center/Federal Plaza & Bou Avenue Between Bou Avenue & Hubbard Drive Between Hubbard Drive & Mid Pike Plaza Entrance AM PM AM PM AM PM AM PM AM PM AM PM VT Vehicle Trips LBT Local Bus Trips (Ridership) EBT Exp/Com Bus Trips(Ridership) No Express or Commuter Route Within Study Area HRT Heavy Rail Trips (Ridership) BT Bike Trips N/A PD PERSON DEMAND VC max veh/hr/ln LBC Local Bus Capacity EBC Exp/Com Bus Capacity No Express or Commuter Route Within Study Area HRC Heavy Rail Trips Capacity BKC Bike Capacity N/A PC PERSON CAPACITY D/C DEMAND/CAPACITY RATIO LOS LEVEL OF SERVICE A C A B A B A B A B A B Between Congressional Lane & Halpine Road Future 2020 NORTH BOUND Between Halpine Road & Twinbrook Parkway Between Twinbrook Parkway & Pike Center/Federal Plaza Between Pike Center/Federal Plaza & Bou Avenue Between Bou Avenue & Hubbard Drive Between Hubbard Drive & Mid Pike Plaza Entrance AM PM AM PM AM PM AM PM AM PM AM PM VT Vehicle Trips LBT Local Bus Trips (Ridership) EBT Exp/Com Bus Trips(Ridership) No Express or Commuter Route Within Study Area HRT Heavy Rail Trips (Ridership) BT Bike Trips N/A PD PERSON DEMAND VC max veh/hr/ln LBC Local Bus Capacity EBC Exp/Com Bus Capacity No Express or Commuter Route Within Study Area HRC Heavy Rail Trips Capacity BKC Bike Capacity N/A PC PERSON CAPACITY D/C DEMAND/CAPACITY RATIO LOS LEVEL OF SERVICE A B A B A C A B A C A B Between Congressional Lane & Halpine Road Future 2020 SOUTH BOUND Between Halpine Road & Twinbrook Parkway Between Twinbrook Parkway & Pike Center/Federal Plaza Between Pike Center/Federal Plaza & Bou Avenue Between Bou Avenue & Hubbard Drive Between Hubbard Drive & Mid Pike Plaza Entrance AM PM AM PM AM PM AM PM AM PM AM PM VT Vehicle Trips LBT Local Bus Trips (Ridership) EBT Exp/Com Bus Trips(Ridership) No Express or Commuter Route Within Study Area HRT Heavy Rail Trips (Ridership) BT Bike Trips N/A PD PERSON DEMAND VC max veh/hr/ln LBC Local Bus Capacity EBC Exp/Com Bus Capacity No Express or Commuter Route Within Study Area HRC Heavy Rail Trips Capacity BKC Bike Capacity N/A PC PERSON CAPACITY D/C DEMAND/CAPACITY RATIO LOS LEVEL OF SERVICE B C B B B B A B B B B B 1Appendix B: Traffic Counts 2City of Rockville Ride On Ridership Data, Source: Transit Ridership Trends and Markets, Washington Metropolitan Area Transit Authority, (SYNCHRO Saturation flow rate) x (Effective Green/Cycle Length Ratio) x (1.34 factor) 5Meeting Market Demand Core Capacity Study, 2001

21 The person trip analysis reveals that rapid transit is the mode which carries the most people through the corridor as opposed to vehicles, even when factoring consideration of adjusting assumptions regarding automobile occupancy levels. The results show that all links will operate at a LOS C or better during both the AM and PM peak in each direction on each link. During the AM peak hour, the person trip analysis shows higher demand/capacity ratios in the southbound direction. During the PM peak hour, the person trip analysis shows that all but two links have higher demand/capacity ratios in the northbound direction. 6 ROADWAY NETWORK IMPROVEMENTS This section focuses on physical improvements to the study network to increase roadway supply. There are several options for improvements at some of the intersections that are failing in the future conditions. The focus on these physical improvements are on intersections along Chapman Avenue and Twinbrook Parkway. The total forecasted traffic volumes along MD 355 induce failing conditions that cannot practically be mitigated by physical changes, at least not within the vein of keeping with the streetscape and urban design vision outlined in the Rockville Pike Master Plan. Therefore addressing the conditions along MD 355 will be discussed in the transit and policy section of this report through enhancing alternative mode travel options and implementing demand management strategies. 6.1 CHAPMAN AVENUE Two study intersections along Chapman Avenue in the study area fail. Those intersections are the intersection of Chapman Avenue and Thompson Avenue and the intersection of Chapman Avenue and Twinbrook Parkway. Several changes could be made to the failing intersection of Chapman Avenue at Thompson Avenue including implementing parking restrictions and/ or restriping to provide additional peak hour travel tlanes, and adding signal control. For the failing intersection of Chapman Avenue at Twinbrook Parkway the footprint would need to be increased allowing for additional turn lanes on several approach intersections. Figure 7 below shows the changes to each of these intersections.

22 FIGURE 7: FUTURE IMPROVEMENTS ALONG CHAPMAN AVE. With the changes above implemented along with signal phasing changes and split optimization at the intersection of Chapman Ave. the following results, shown in Table 7, were achieved. TABLE 7:SUMMARY OF FUTURE CAPACITY ANALYSIS WITH AND WITHOUT IMPROVEMENTS AM (PM) Intersection Future without Improvements Future with Improvements LOS Delay V/C Ratio LOS Delay V/C Ratio Chapman Ave at Thompson Ave. Chapman Ave. at Twinbrook Pkwy. D (F) F (F) 16.7 (N/A*) (267. 0) 0.89 (N/A*) 0.95 (1.68) B (C)) C (D)) 14.9 (30.5) 34.5 (54.8) 0.34 (0. 74) 0.59 (1. 00) *Intersectionn operating enough over capacity that HCM results report ERR. 6.2 TWINBROOK PARKWAY Along Twinbrook Parkway two study intersections fail including Twinbrook Parkway at Fishers Lane and Twinbrook Parkway at Parklawn Drive. For both of these intersections possible mid block access points could help alleviate some of the new vehicle demand at the actual intersections. Figure 8 shows a potential location of a mid block connection.

23 FIGURE 8: POSSIBLE MID BLOCK CONNECTION BETWEEN FISHERS LN. AND PARKLAWN DR. Possible mid block connection 6.3 GRID STREETS The White Flint Sector Plan proposes adding new streets to the existing network to create a more fine grained street grid such as Hoya Street, Maple Avenue extended, and Chapman Avenue Extended. These proposed grid streets will add connections that previously didn t exist and will better distribute traffic throughout the network. In addition, the creation of shorter street blocks will enhance pedestrian accessibility and comfort. Figure 9 shows proposed grid streets in the White Flint Sector Plan. It is suggested that the City consider creating east west infill between Montrose Parkway and Congressional Lane to better connect Chapman Avenue, Jefferson Street and MD 355. This may necessitate the reconfiguration of surface parking lots. It is also important that these new grid streets be designed to full complete street standards with ample sidewalks, bicycle accommodations and bus stops.

24 FIGURE 9: PROPOSED GRID STREETS IN WHITE FLINT SECTORR PLAN 6.4 MD 355 BUSWAY Although it was assumed no additional vehicle capacity couldd be made to MD 355 (Rockville Pike), there is a conceptual busway cross section developed in the County s Functional Transit Corridors Master Plan that would maintain 3 vehicle travel lanes in each directionn but also add a dedicated bus lane in the median in each direction. These dedicated bus lanes could provide premium frequent and fast service, and would be branded lead to a higher mode share discount which could result in improved traffic operations along MD 355. An example of the conceptual median busway cross section is located in Figure 10.

25 Figure 10 MD 355 Median Busway Conceptual cross section and median station rendering 7 TRAFFIC IMPACT POLICY AND PROCESS CONDSERATIONS The transportation capacity analysis of regional development impacts study considered several unique analysis methodology and performance metric elements: Aggregation of development impacts across jurisdictional boundaries through the evaluation of sites both in the City and County Use of the Highway Capacity Manual (HCM) for capacity analysis Documentation of projected non auto trips Use of traffic analysis software (VISTRO and Synchro/ SimTraffic) for traffic modeling, simulation, signal timing and queuing assessment Evaluation of vehicle arterial travel time, delay and speed Use of person throughput metrics and system level operational measures of performance Based on these alternative analysis methodologies and performance metrics, the results reveal that:

26 The current site traffic forecasting methodology may overestimate future vehicle traffic volumes The CLV analysis is potentially biased toward developing geometric improvement mitigation options The CLV analysis does not sufficiently consider the influence of many operational strategies such as signal timing, phasing, lane grouping, peak hour factors, and queuing The evaluation of corridor level performance metrics such as travel times and personthroughput provides a unique perspective on the impacts of congestion on vehicle speeds, and the capacity of transit to more effectively move people through a corridor The development of new policy and process considerations aim to better estimate the traffic generation of TOD land uses as well as the methods and measures of TDM programs. The objective of these considerations is to: Identify localized impacts of an individual proposed development project Determine mitigation needs to improve access for all modes of travel to meet policy area network performance thresholds Develop phased plans and strategies to manage demand for multiple developments, specifically vehicle travel, and provide incentives to meet an area wide mode share and/ or approved site vehicle trip forecasts Develop a robust development trip monitoring program, serving as both an incentive and penalty program as well as serving to create a trip bank and lastly provide an updated trip rate database for future transportation The specific suggested strategies follow: 7.1. Improve Inter agency Development Review Coordination: Traditionally, the lack of coordination of development review and mitigation needs for projects near the border of a jurisdiction leads to unintended consequences when impacts spill across jurisdictional boundaries. It is suggested that the City enter into a Memorandum of Understanding with the County and adjacent municipalities that would formalize a practice to share transportation study scopes, reports, and mitigation agreements among all public agencies when a development affects more than one jurisdiction. Such an arrangement would not diminish any authority that the City has over development review and approval, but allow for a more pro active discussion of scoping parameters, analytical methodology and mitigation requirements rather than a reactive discussion. 7.2 Incorporate HCM 2010 methodology at intersections where the CLV is greater than or equal to The CLV has limited capabilities to account for intersection operations (e.g. signal phasing/ timing/ coordination) as well as pedestrian compatibility. Additionally, in the CLV method, the maximum capacity of the intersection is fixed; i.e. it does not vary with signal timings, grades, lane widths, etc. which limits the ability to accurately evaluate system management and operations strategies. To be consistent with the County s revised policy, and other jurisdictions around the region, augmenting the CLV with HCM allows for use of state of the practice analysis software and industry standard performance measures. Implementing a tiered approach, and using the CLV as a screening tool allows for keeping a well known and well understood analytical tool, would minimizing analysis effort in locations where congestion is not an issue. Incorporating HCM 2010 allows for intersections that are approaching capacity, per the CLV standard to document the level of service of all travel modes. However, it is recommended that to

27 create a parallel to the CLV, volume to capacity ratios be utilized in three categories: 1) over capacity, at capacity, and under capacity. The traffic analysis software utilized to implement the HCM methodology can also provide enhanced performance measures such as queuing, travel time, speeds, and network delays. The City could also develop GIS mapping of existing CLV and HCM volume to capacity ratios for all signalized intersections in the City to assist with study scoping in determining locations where HCM analysis is required. 7.3 Update the LATR trip rate database and adjustment factors through the establishment of an ongoing trip rate survey program and use of travel model data. The collection of new trip rates for TOD and mixed land uses is necessary to more accurately understand current travel patterns, as well as the influence of development type, transit proximity and service, parking availability and price, etc. on mode choice. The LATR rates and associated pass by, capture and non auto adjustments do accurately reflect current trip rates, specifically in mixed use developments due to the economy, changing travel patterns, increased modal choices, etc. Currently, there is a significant variation of up to 40% in the factored trip rates using the City s methodology vs. the County s methodology, primarily as a result of factored trip rate discounts. A trip rate survey program can be funded through a small additional developer fee extracted to monitor TDM programs, and should be a multi jurisdictional effort (local, County and State). Trip rates are the core basis and foundation of determining a development impact, mitigation and impact fee. The cost and time to survey development sites at a level robust enough to provide statistically significant new trip rates is prohibitive. By marrying this process with a new TDM monitoring program funded by developer fees, a trip rate update program can also be established. Initial trip rate surveys should focus on the most critical/ common land use types. To improve accountability of non auto mode share, the City should incorporate TAZ or census tract level data on walking, biking and transit trips which more carefully considers proximity to transit, land use density, intersection density, household automobile ownership, etc. rather than use a blanket rate for the entire City. An example of this approach from Baltimore City is shown below.

28

29 7.4 Establish a Traffic Management District: As the City continues to grow and evolve, particularly in designated Transit Oriented Areas, its accesss and circulation needs will change as well. The establishment of a TMD allows the City to plan ahead for traffic and parking needs. Because parking so strongly influences mode choice, there are key opportunities to develop polices that encourage the use of alternative modes of travel, as well as reducee the need for construction of unnecessary parking spaces and accessory parking for each individual property and direct the location of major parking facilities to create a park once experience. Some basic strategiess include: Park Once Concept Shared Parking: Many different land uses have different periods of parking demand, they can easily share a common parking facility, thereby limiting the need to provide additional parking. The Transit Oriented Areas have very large amounts of office development, which has its peak parking demand during the day, as well as major residential developments, which often have peak demand at night. This is a perfect environment in which to provide shared parking. An example shared parking requirements table is shown below. Table Collective Parking Calculat tion Weekday Weekend LAND USE Mid 7 am 7 am 6 pm 6 pm Mid Mid 7 am 7 am 6 pm Residential Commercial Restaurant Hotel/Motel Movie Theater Office Industrial 100% 0% 50% 100% 0% 5% 5% 55% 100% 70% 50% 70% 100% 100% 85% 80% 100% 90% 100% 5% 5% 100% 0% 45% 10% 5% 0% 0% 65% 100% 70% 65% 70% 4% 60% 6 pm Mid 75% 60% 100% 80% 100% 10% 10% Establish Parking Maximums: In areas with good alternative mode access, many municipalities have adopted regulations to cap the number of parking spaces required for any new development to more fully support a multi modal vision. The intention of this policy is to bring parking supply more in line with parking demand in an urban multi modal environment. 7.5 Establish a Transportationn Management Association: A Transportation Management Agency (TMA) is a non profit agency founded by local jurisdictionss and key stakeholders such as institutions, chambers of commerce, etc. as a public private partnership. The TMA s mission is to support programs that improve transportation to, in and around a designated area including providing enhanced traveler and parking information. TMAs already exist and have proven successful in improving access and travel choices in many other places as diverse as Annapolis, MD, Portland Oregon, the District of Columbia as

30 well as the one proposed for White Flint. Example TMA activities in the Rockville Transit Oriented Areas could include: Developing and refine mode share goals often these are separate for residents and employees Developing and implementing off street shared parking arrangements Developing and publicizing alternative commute options including ride shares Developing and implementing on street parking management strategies including performance parking, graduated parking, valet shares, bike valets, car shares, etc. Developing revised local transit service plans including service frequency and hours of operation Maintaining and enhancing bus stops Identifying bicycle infrastructure needs including additional bike shares, parking and routes Monitoring mode share and parking utilization and performance Publishing annual reports A key position within a TMA is the Benefits Coordinator, an individual responsible for program management, promotions, monitoring/ surveys, report publications, and information dissemination among employers, residents and shoppers. Funding for the TMA may come from developer impact fees, parking fees, grants, or a special benefits district tax. 7.5 Develop an Area wide Transportation Demand Management (TDM) Program: As new office, retail, and institutional uses develop in the Transit Oriented Areas, the city has the opportunity to implement demand management programs at a larger scale than a site level that will help shift employee and resident travel from driving alone to carpooling, transit, walking, and cycling. The District of Columbia recently adopted a Transportation Demand Management Policy for all new development, appropriate to their scale and location, throughout the city 1 while Arlington County, Virginia has had a robust TDM policy in place since TDM programs are multi faceted, and typically incorporate policy elements, infrastructure elements and service elements, and are implemented from both the public sector and private sector sides. An excerpt from the White Flint Sector Plan TDM report is shown below, and discussion of a few key elements follow. 1 Incorporation of Transportation Demand Management into the Development Review Process. District Department of Transportation. July rtation+demand+management+into+the+development+review+process 2

31 Phased Development Approvals Tied to Mode Share Goals: Creating a requirement of achieving mode share goals to staged development buildout can be a good tool to ensure that infrastructure improvements and land use changes are linked together. Commuter benefits programs A Transportation Management Association or other entity, such as a parking authority, could be tasked with the responsibility of developing benefits programs that provide incentives for commuters not to drive to work. Benefits may include parking cash out, which provides a cash benefit in lieu of a