Regional Travel Demand Management Strategic Plan Adopted November 16, 2005 THE DENVER REGIONAL COUNCIL OF GOVERNMENTS
Regional Travel Demand Management Strategic Plan Adopted November 16, 2005
Regional Travel Demand Management Strategic Plan Table of Contents 1. Introduction...1 A. TDM in DRCOG s Regional Plans...1 B. Effects and Benefits of TDM...3 2. Current Providers of TDM Services...5 A. DRCOG...5 B. Transportation Management Organizations...6 C. RTD...8 D. Other Providers...8 E. Working Together...9 3. Goals and Strategies...11 A. Promote the Use of Alternatives to SOV Travel...11 B. Promote Changes in Work Patterns to Reduce Peak Demand...14 C. Create Incentives to Encourage Use of Alternative Travel Modes...14 D. Promote Efficient Land Development Designs...17 4. Locational Emphasis...19 A. Accompanying Major Roadway Construction Projects...19 B. Accompanying New Rapid Transit Lines...21 C. In Areas of High Employment...21 D. Along Bus/HOV Corridors...22 5. Funding...25 A. Expected Funding...25 Appendix A Adopting Resolution...27
List of Figures Figure 1 Transportation Management Organizations in the Denver Region...7 Figure 2 Fiscally Constrained Roadway System Improvements...20 Figure 3 Fiscally Constrained Rapid Transit System...23 Figure 4 Location of New Employment...24 List of Tables Table 1 Mode of Travel to Work, Denver Region...3 Table 2 Rapid Transit Corridor Opening Years...21 Table 3 Estimated Revenues Available for TDM...25
1. Introduction The Denver region s transportation system requires major public and private investments to ensure successful regional economic development and high quality of life. Population growth, changing land use patterns, and other demographic shifts have significantly increased travel demand. Adequate funding does not exist for needed capacity improvements for our roadway and transit systems. The region must pursue ways to lessen demand for single-occupant vehicle (SOV) travel if it is to maintain a functional transportation system. Travel demand management (TDM) is a key tool to reduce SOV travel as well as facilitate mobility options for area residents. It increases the efficiency of the transportation system through the promotion and facilitation of alternative modes of travel such as ridesharing, vanpooling, transit, bicycling, and walking. TDM promotes alternative work schedules and telecommuting, which can shift and reduce demand on our transportation system. TDM also focuses on land use planning and infrastructure improvements that better accommodate pedestrians, bicyclists, and transit users. This plan describes TDM programs and strategies that will be implemented by the Denver Regional Council of Governments (DRCOG), Transportation Management Organizations, and partner agencies over the next 25 years. A. TDM in DRCOG s Regional Plans The Metro Vision 2030 Plan is the Denver region s growth and development plan. It identifies TDM as a key strategy for meeting the goal of providing safe, environmentally sensitive and efficient mobility choices for the region s residents and visitors. Providing viable travel options and supporting infrastructure simultaneously opens roadway capacity, increases transit system efficiency, and decreases auto travel. Expanded travel options allow individuals to select from various modes to meet travel needs, make trips during less congested times, and avoid some auto trips altogether. 1
Metro Vision 2030 Plan Transportation Vision and Goals Vision: A balanced multimodal transportation system will include rapid transit, a regional bus system, a regional roadway system, local streets, bicycle and pedestrian facilities and associated system and travel demand management services. This system will provide reliable mobility choices to all its users: residents and visitors of all ages, incomes and physical abilities, as well as businesses that provide services and produce or sell goods. Users will find it easy to access and it will permit efficient state and nationwide connections for people and freight. Transportation Goals: Provide safe, environmentally sensitive and efficient mobility choices for people and goods. Integrate with and support the social, economic, and physical land use development of the region and state. The 2030 Metro Vision Regional Transportation Plan (MVRTP) provides further detail on how the transportation-related goals of Metro Vision will be met. The MVRTP identifies TDM-related strategies in its set of policies for plan implementation. The TDM reference is contained within the management and operations policy due to the close relationship between TDM activities and active transportation management techniques such as variable message signs along roadways, transit vehicle arrival signs at transit stops, and park-n-ride occupancy information signs. These examples fall under the realm of intelligent transportation systems (ITS), but can also serve to reduce SOV travel. The Regional ITS Strategic Plan, produced by DRCOG, provides further information about ITS treatments. 2030 Metro Vision Regional Transportation Plan TDM-Related Policies and Strategies Policy #7. Management and Operations. Make the best use of existing transportation facilities by implementing measures that actively manage and integrate systems, improve traffic operations, and reduce the demand for single-occupant motor vehicle traffic. Implement stand-alone and project-related travel demand management (TDM) strategies that will reduce the demand for single-occupant motor vehicle trips and encourage alternative travel choices for the region s citizens. Policy #10. Efficient Housing and Business Developments. Design new developments within communities to be accessible to allow the efficient movement of pedestrians, bicyclists, buses, and motor vehicles within and through the area. 2
B. Effects and Benefits of TDM Population and employment growth in the Denver region will have a profound effect on the region s transportation system. By 2030, 1.2 million more people will reside in the region and 800,000 new jobs will be added both reflecting a nearly 50 percent increase over today s population and employment. These new residents and workers will strain already congested roadway and transit networks. The number of vehicle miles traveled is expected to rise steadily between now and 2030 and the number of roadway segments in the region that experience pervasive, severe congestion is expected to more than double. Limited funding is available to address these problems through capacity increases. Therefore, other approaches to reducing congestion while maintaining mobility must be used; TDM is one of these approaches. Table 1 shows that more than 75 percent of the region s workers commuted to work in a singleoccupant vehicle in 2000. The proportion of people commuting in an SOV has increased significantly since 1980, and the percentage of commuters using each alternative mode has decreased at the same time. The only workplace trend in this time period that caused fewer work trips is a doubling of the percentage of people working at home. Table 1. Mode of Travel to Work, Denver Region 1980 1990 2000 Drove alone 65.1% 74.9% 75.4% Carpooled 20.2% 12.5% 11.5% Public transportation 6.2% 4.2% 4.6% Walked or bicycled 5.4% 4.0% 3.1% Other means 1.0% 0.7% 0.7% Worked at home 2.1% 3.6% 4.8% Source: US Census Bureau A regional focus on TDM strategies could address this trend toward more SOV use and would achieve numerous benefits for the region: Reducing vehicle use and congestion will lead to lower levels of pollution. When traffic flow is improved, vehicle idling times are minimized and engine efficiency is improved, which means less pollution. 3
Efficient land-use patterns that mix residential and commercial uses, have moderate or high densities, provide good access to transit stops, and provide an interconnected pedestrian and bicycle network can decrease SOV trips. Reducing the need for new and expanded transportation facilities will lower infrastructure costs. Less SOV use allows local governments and private businesses to build fewer parking spaces. More travel-mode options and faster travel times can improve regional access to jobs and services. Making walking and bicycling more feasible and attractive can improve community health. Providing the elderly with convenient options like walking, bicycling, transit, and ridesharing helps them remain independent and productive. Currently 12 percent of the region s population is age 60 or older; this number will increase to more than 22 percent by 2030. People who cannot drive will have better access to jobs, health services, education, and other daily needs. The implementation of TDM strategies offers an excellent opportunity for various governments, developers, businesses, and community groups to work as partners. For example, the region s annual Bike to Work Day event, which encourages individuals to ride their bicycles and use other alternative modes of transportation, is supported by the efforts of DRCOG, CDOT, RTD, transportation management organizations, local governments, and businesses. 4
2. Current Providers of TDM Services Providers of TDM services exist at the state, regional, and local level. The Colorado Department of Transportation (CDOT) serves as the primary provider of TDM information at the state level. Regional TDM services are offered by the Regional Transportation District (RTD) and DRCOG, while transportation management organizations and local governments represent smaller geographic areas. Many individual private businesses also provide TDM services to their employees. Each level possesses specific abilities and assets that must be combined to achieve successful, long-lasting benefits for the region. A. DRCOG DRCOG developed the Metro Vision 2030 Plan, which contains multiple strategies to encourage development patterns that increase the efficiency of the transit system and encourage the use of alternative modes of travel. A core policy of Metro Vision calls for the development of urban centers throughout the urbanized region. These centers offer mixed uses that allow people to live, shop, and work in one area. The centers also have land-use patterns and density levels that support the use of transit and other alternative modes of travel. Metro Vision policies also support the creation of additional travel options by encouraging the development of multi-modal transportation systems that include pedestrian and bicycle facilities and internal and external transit services. Local businesses, DRCOG, governments, and individuals work together to support this goal and determine what transportation options will best meet community needs and encourage the development of those options and their supporting infrastructure. DRCOG planning staff provides assistance to local jurisdictions, partner agencies, and private business to help design more efficient developments and land-use patterns that support alternative travel options. The DRCOG RideArrangers program provides regional rideshare matching services and operates, in partnership with RTD, a vanpool fleet. These programs assist commuters who are seeking alternatives to travel by SOV and are advertised throughout the region by DRCOG and partner agencies. DRCOG staff also performs outreach to area employers helping them establish telework programs and providing information to their workers about alternative transportation options. Advertising campaigns and regional events, such as Bike to Work Day 5
and RideSmart Thursdays, are used to inform residents of the travel options available to them and encourage the use of alternative travel modes. In addition, DRCOG distributes funds allocated for TDM activities to partner governments and agencies. B. Transportation Management Organizations A transportation management organization (TMO) or transportation management association (TMA) is a non-profit partnership that supports, promotes, and advocates for improved transportation opportunities and efficiency in a specific area. Six TMOs currently operate in the Denver region; the generalized areas covered by each are shown in Figure 1. Three TMOs operate within the City and County of Denver. The Downtown Denver Partnership works with employers in the central business district. The Partnership provides customized transportation plans, roadway construction updates, commuter information, transit pass sales, and help in coordinating teleworking, carpooling, and vanpooling. Transportation Solutions covers Cherry Creek, Glendale, and portions of the Colorado and University Boulevard corridors. The TMO helps employers develop commuter assistance programs and aids property owners and developers in designing facilities that support TDM strategies. Transportation Solutions has received funding for such projects as bus shelters, sidewalk improvements, curb ramps, the B-LINE Shuttle, and The Cherry Creek Bike Rack. The Stapleton Area TMA was established in 2002 to promote transportation alternatives and to advocate for transportation improvements in the redeveloping Stapleton area. The northwest part of the region is represented by two TMOs: the US-36 TMO and Boulder East Community Transportation Options. The US-36 TMO represents the area within one mile of the US-36 corridor. It works closely with the public and private sectors to address transportation programs, including assistance with major transportation studies and securing funding for major transportation projects. Both TMOs work closely with employers to create alternative transportation plans for employees and carry out various promotional and marketing activities. Boulder East Community Transportation Options also works closely with community leaders, local governments, and regional transportation agencies on the implementation of new transit projects and land use issues. 6
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The Southeast Business Partnership works to expand the transportation options available to workers and residents in the South I-25 Corridor. The partnership is working to ensure that transportation links between Southeast Corridor light rail stations and area businesses are available when the line opens in December 2007. In mid-year 2006, a new TMO will begin serving the Fitzsimons campus and adjacent areas. The Fitzsimons TMO will work to improve accessibility to and from the area, improve mobility within the Fitzsimons campus, and maximize existing and future transportation investments. The Metro North TMO, serving North I-25, is funded and will begin operating in the near future. The TMO will work to address traffic congestion and increase accessibility along the corridor by providing a forum for collective planning and action among private sector interests and ongoing coordination with the public sector. C. RTD The Regional Transportation District (RTD) is the primary provider of transit service in the Denver region. The agency s local and regional buses, light rail, and access-a-ride service provided over 83 million one-way trips in 2004, representing approximately 96 percent of all transit trips made in the region. In the next decade, RTD will significantly expand its rapid transit system through the implementation of FasTracks and will reconfigure its bus network to improve transit access in all parts of its service area. D. Other Providers CDOT identifies TDM in its 2030 Statewide Transportation Plan as a tool for meeting increasing transportation demands in the state. The plan lists carpooling, vanpooling, alternative work schedules, telework, and the promotion of alternative travel modes as existing TDM strategies that need to be extended. CDOT assists with Bike to Work Day, operates rural park-n-rides, has produced a TDM Toolkit for use by agencies throughout the state, and is expected to increase its involvement in creating safe routes to schools. 8
GO Boulder supports the use of alternative modes of transportation in the City of Boulder. The agency, in partnership with the city, is responsible for the expansion of transit service in and around the City of Boulder and supports pedestrian and bicycle transportation modes. GO Boulder is implementing multiple technological innovations to aid users of alternative transportation, including online bicycle route information and real-time transit information. Front Range Vanpool Services is a cooperative effort between multiple agencies along the Front Range to offer vanpool services to individuals both within and outside the DRCOG region. The service is a partnership between DRCOG, RTD, RideFinders of Colorado Springs, and VanGo of Fort Collins. The agencies share advertising costs and, when appropriate, refer potential passengers to one another. Many private businesses take part in TDM activities. These companies have employee transportation coordinators (ETCs) who make staff members aware of the transportation options available to them. These outreach activities improve employee morale, reduce the demand for parking, and can generate payroll tax savings for companies when employees are allowed to purchase transit passes with pretax dollars. Many ETCs also work directly with TMOs in their areas and DRCOG to increase employee use of alternative modes and participation in programs such as Bike to Work Day, RideSmart Thursdays, and telework. E. Working Together The region is more likely to reduce SOV travel and increase the use of alternative modes when all TDM partners work together. Events such as RideSmart Thursdays and Bike to Work Day show regional benefits can be significant when multiple agencies collaborate. Continued, successful collaboration requires that roles and responsibilities be clarified among TDM partners, that service areas and tasks be clearly defined within each respective community, and all members be accountable to one another. Activities that benefit from the involvement of multiple partners need to be identified, and memorandums of understanding reached among the partner agencies regarding the necessary tasks and implementation steps. 9
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3. Goals and Strategies The goal of travel demand management efforts in the region is to reduce the demand for SOV travel either by eliminating trips, shortening trips, changing the mode of travel, or changing the time of day the trip is made. Progress toward this goal can be measured in the future by tracking per capita vehicle miles traveled (VMT), per capita vehicle trips, and the Census travel to work data. For 2005, daily percapita VMT in the Denver region was estimated to be 24.7 miles per person. This number is currently forecast to increase to 26.8 miles by 2030. In both 2005 and 2030, per capita vehicle trips are estimated at 3.2 per day. The region should strive to slow or stop the increase in daily per-capita VMT by providing residents with more travel options. The number of people living or working in locations with multiple transportation options, such as Urban Centers or transit-oriented developments (TODs), should also be monitored. CityCenter Englewood currently is the best example of a TOD; residential, retail, and governmental uses are within walking distance of the Englewood light rail station. Several other communities plan to develop TODs around rapid transit stations as they open in the next 10 to 12 years. TODs are discussed in more detail in the next chapter. There are many strategies available to decrease SOV travel and improve the travel options for residents within the region. DRCOG and members of the Travel Demand Management Workgroup met to determine what strategies are most likely to successfully reduce daily, percapita VMT, and created the following list of four general strategies: A. Promote the Use of Alternatives to SOV Travel Ridesharing Ridesharing occurs when two or more people share a single vehicle when making a trip. DRCOG operates three programs to help commuters locate other individuals for ridesharing purposes: (1) the Carpool program uses a carpool-matching database to assist regional commuters with finding a carpool partner, (2) the Schoolpool program is a carpool matching service for parents who drive their children to school, and (3) the Vanpool program allows individuals who live and work near one another to share a van owned and maintained by DRCOG, VanGo, or RideFinders in exchange for a monthly fare. The vanpool program, because of its high fixed costs, best serves 11
individuals who travel long distances of 60 miles or more per day, while the carpool program can serve all commuters regardless of commute distance. Actions: Continue these programs, make routine software and public interface improvements, increase marketing and retention efforts, and expand carpool and vanpool efforts in corridors with new HOV facilities. DRCOG RideArrangers staff can accomplish these activities with assistance from the region s TMOs. Bicycling The mild climate and prevalent bicycle facilities in the Denver region provide an opportunity for many residents to make trips by bicycle. Replacing a car trip with a bicycle trip, even once a week, can reduce pollution and traffic congestion. DRCOG, CDOT, RTD, TMOs, and many local governments have sponsored events such as Bike to Work Day to introduce citizens to the benefits and practicality of bicycling. Studies have shown that people often increased their frequency of functional bicycle trips following their participation in a promotional event. Actions: Encourage the development of bicycle facilities in the region and make individuals aware of those facilities through the creation and electronic and print distribution of a regional bicycle map. Expand the availability of bicycle parking in communities. Educate individuals about the benefits associated with bicycling. Educational opportunities include Bike to Work Day, RideSmart Thursdays, partnerships with local bicycle organizations, advertising, employer outreach, and Bike Buddy programs where novice riders are matched with experienced riders who ride with and educate the novice riders. Walking Approximately 1,570,000 car trips made each day in the Denver region are less than five minutes in length 1. Many of these trips could be made on foot; the same mild climate that makes bicycling ideal lends itself to walking. The air quality benefits associated with reducing these short trips can be significant. Automobiles emission 1 DRCOG. 1997. Travel in the Denver Region: Results from the 1997 household travel survey and 1998 roadside survey: 16 12
control systems do not reach their peak effectiveness until the engine warms up, making short trips disproportionately harmful to air quality. Actions: Encourage the development of pedestrian facilities in the region and land use that locates trip origins near destinations. Work with regional partners and schools to expand the Safe Routes to School program. This program encourages children to walk and addresses safety issues that affect children on their walks to school. Transit Transit use, as a proportion of trips, increased in the Denver region between 1990 and 2000 after decreasing in the previous decade. FasTracks expansion and the opening of the Southeast Corridor line offer a significant opportunity to increase transit use further. Actions: DRCOG and regional TMOs must work with RTD to encourage transit use along the new light-rail corridors. This can be done through educational efforts such as advertising and direct outreach to businesses and workers. Realtime schedule information at bus stops and other technological solutions that make transit use easier and more appealing should also be implemented. Bike and Ride Facilitating easy transfers between bicycle and transit modes can increase the use of both. Bicycle storage facilities located at major transit stops or stations allow transit users to either ride a bicycle to a transit stop or store a bicycle at a transit stop for use on the final leg of their trips. Bicycle racks and storage on transit vehicles combined with Bike and Ride facilities extend the reach of a transit system beyond what is possible when individuals must walk on either end of their transit trips. Actions: TMOs and local governments should identify transit stops that may have a strong demand for bicycle storage facilities and work to provide those storage facilities. Developers should be encouraged to provide bicycle storage and parking at new and existing developments. Marketing efforts promoting Bike and Ride should be expanded in key areas where transit service is readily available, but distances between transit stops and destinations may be more 13
than one-quarter mile. DRCOG, RTD, TMOs, and other partners need to define how bicyclists needs will be integrated in the new FasTracks corridors. B. Promote Changes in Work Patterns to Reduce Peak Demand Telework Teleworking reduces the need for commute trips by enabling employees to work from home one or more days a week. DRCOG RideArrangers provides area employers with technical support to begin Telework programs. Actions: Expand outreach efforts to local businesses though the use of marketing campaigns and direct contact. Outreach activities should inform business leaders of the benefits associated with telework programs and provide them with the resources and knowledge needed to implement and run successful telework programs. Compressed and Alternate Work Schedules Compressed work schedules typically allow employees to work 40 hours in four days or 80 hours in nine days. This allows these employees to reduce the number of days they must commute to work. It also allows more opportunities for travelers to avoid peak congested weekend travel times. Alternate daily work schedules allow employees to start and end their work days at nontraditional times, possibly avoiding peak travel times. Actions: Similar to telework, outreach efforts to local businesses should be expanded through the use of marketing campaigns and direct contact. Outreach activities should inform business leaders of the benefits associated with compressed and alternate work schedules and provide them with the resources and knowledge needed to implement and run successful programs. C. Create Incentives to Encourage Use of Alternative Travel Modes Non-monetary Incentives Incentives can increase the attractiveness of alternative modes of travel. Possible incentives include: Bicycle lockers, showers, and changing rooms for cyclists 14
Guaranteed Ride Home programs that provide a free taxi ride home in case of emergency to someone who used an alternative mode to get to work Flextime options for employees who use alternative modes Preferred parking spaces and prices for carpools and vanpools Special recognition for individuals who use alternative modes such as commute clubs, pledge events, and small prizes DRCOG, in cooperation with RTD, provides incentives to encourage individuals to try alternative forms of transportation and operates a Guaranteed Ride Home program. Actions: DRCOG, RTD, and TMOs should expand current outreach efforts to encourage employers to provide employee incentives that make travel by alternative modes easier. For example, businesses located near bicycle facilities could be encouraged to provide bicycle lockers and changing rooms. Documents should be produced that outline the cost savings to businesses by implementing TDM incentives. Subsidizing Alternative Modes Employers can subsidize vanpool and transit use, either by paying a portion of vanpool fees or by covering all or a portion of the cost of transit passes. This creates a benefit for the employer as well, as fewer parking spaces will have to be provided. Actions: Encourage businesses located along major transit corridors to purchase RTD Eco Passes and other pass programs for their employees by informing them of the tax and other benefits associated with such purchases. Parking Management Parking management controls the pricing, availability, and convenience of parking in an effort to influence travel behavior. Employers may offer workers a free parking space or the cash equivalent of the space. This encourages employees to 15
use non-sov travel options they can use the payment for a transit pass or choose to walk or bicycle and pocket all of the funds. A review of case studies that looked at how driver-paid parking reduced solo driving found that, on average, driver-paid parking reduced the number of cars driven to work by 19 percent 2. Another option is to allow people to purchase daily, rather than monthly, parking passes. When an individual is not forced to buy a monthly parking pass he or she may choose to commute via alternative modes on a regular basis; however, the individual will still have the option of driving and paying a daily rate for parking when needed. Actions: Make employers and local jurisdictions aware of parking management strategies through outreach efforts. DRCOG and TMO staff can inform employers of the potential cost savings associated with parking management strategies, especially where an employment site suffers from parking shortages. Car Sharing Car sharing allows a group of individuals to share one or more cars. Members of the group pay either a subscription rate or a fee each time they use a vehicle. A recent study showed that car sharing allowed 26 percent of participants to sell their vehicles and 53 percent of participants to avoid an intended car purchase 2. In addition, members of car sharing programs increased their use of public transit, walking, and cycling 3. When located at work sites, car sharing allows workers to commute to work by alternative modes but still have access to a vehicle for meetings and other errands during the day. Actions: DRCOG and TMOs can provide information to employers regarding the benefits of car sharing and the availability of funding. High Occupancy Toll (HOT) Lanes HOT lanes provide segregated, uncongested lanes to carpool users free of charge or at a reduced cost and allow drivers of singleoccupant vehicles to use the lanes if they pay a full toll. HOT facilities encourage ridesharing, increase the speed of transit service, and assure that infrastructure is more efficiently utilized. Carpool rates increased by 70 percent when HOT lanes were added 2 Shoup, Donald C. 1995. An Opportunity to Reduce Minimum Parking Requirements. Journal of the American Planning Association. 6(4):14-28. 3 Katzev, Richard. 2003. Car Sharing: A New Approach to Urban Transportation Problems. Analyses of Social Issues and Public Policy. 3(1):65-86. 16
along San Diego s I-15 4. HOT lanes along California s Highway 91 were found to dramatically reduce delays on non-toll lanes and to increase carpool rates 5. A HOT lane conversion project is currently under construction along I-25 south of US-36. Actions: DRCOG should work to assure that carpools, vanpools, and buses have free access to all HOT lanes that may be constructed and that pricing incentives, which have been shown to control peak-period usage 6, are used. D. Promote Efficient Land Development Designs Transit-Oriented Development (TOD) TODs support transit service and make it easier for people to get to destinations by foot, bicycle, and other modes of travel. TODs mix retail, office, and residential land uses together in relatively dense patterns along transit routes. By locating trip origins and destinations near one another, this compact land use pattern reduces the demand for travel and increases transit use 7,8. Studies have found that, compared to other workers, individuals who work in TODs are more than 3.5 times as likely to commute by transit 9. TODs reduce the need for motor vehicle travel within the region and allow individuals, such as the elderly, to live in communities where their daily needs can be accomplished without the use of an automobile. The denser land use patterns also increase the likelihood of individuals finding carpool partners. Actions: DRCOG will support local governments in the planning and implementation of TODs. Such activities include information sharing, facilitation and coordination, and promoting regional agency participation. DRCOG will 4 Jakevich, Marianne. 2001. Mixed Reviews for the HOV lanes. American City and County. 116(15):60-64. 5 Poole, Robert W. and Kenneth Orski. 2000. HOT lanes: A better way to attack urban highway congestion. Regulation. 23(1):15-20. 6 Poole, Robert W. 2004. HOT Lanes Advance in Seven States. Reason Public Policy Institute. <http://www.rppi.org/hotlanesadvance.shtml> 7 Le Clercq, Frank and Jaap S. de Vreis. 2000. Public Transport and the Compact City. Transportation Research Record. 1735:3-9. 8 Polzin, Steve E., Xuehao Chu, and Joel R. Rey. 2000. Density and Captivity in Public Transit Success: Observations from the 1995 Nationwide Personal Transportation Study. Transportation Research Record. 1735:10-18. 9 Katzev, Richard. 2003. Car Sharing: A New Approach to Urban Transportation Problems. Analyses of Social Issues and Public Policy. 3(1):65-86. 17
provide financial assistance to local governments through the Transportation Improvement Program (TIP) for station-area planning activities. Location-Efficient Mortgages Location-efficient mortgages allow homebuyers to qualify for higher loan amounts in more densely populated areas. Location-efficient mortgages recognize that people who live in such areas will spend less of their income on transportation costs because they are more likely to use alternative modes of transportation. These mortgages have the potential to make higher-density projects more acceptable to lenders and establish a financial disincentive to sprawl, promote higher density development, and increase public transit ridership while reducing energy consumption 10. Actions: DRCOG should determine what assistance it can provide to encourage greater use and knowledge of location-efficient mortgages within the Denver region. TDM-Friendly Design Elements DRCOG s 2030 MVRTP identifies several design principles that can be used within urban centers, TODs, and all types of development to encourage people to walk, bicycle, or take transit rather than drive. These include: Bicycle and pedestrian connections within, to, and from activity centers, and to transit stops and stations Comfortable transit stops and waiting areas Pedestrian-friendly parking lots Cut-through paths for bicyclists and pedestrians within subdivisions Bicycle storage racks and lockers Actions: DRCOG can produce guidance materials outlining and further expanding upon TDM-friendly design elements, and present or sponsor workshops with local or national speakers. TMOs should work with local governments to assure that new developments are built with TDM-friendly design elements and that such elements are added, where appropriate, to existing developments. 10 Danielson, Karen A; Robert E. Lang, and William Fulton. 1999. Retracting suburbia: Smart growth and the future of housing. Housing Policy Debate. 10(3):513-40. 18
4. Locational Emphasis TDM promotional efforts will occur throughout the region and incentives will be available in all areas, but efforts will also be targeted toward certain areas such as: Central business districts of larger cities High-employment concentrations Along highway corridors with bus/high-occupancy vehicle (HOV) lanes Adjacent to rapid transit stations and high-transit service locations A. Accompanying Major Roadway Construction Projects TDM efforts should be initiated or intensified as major highway and transit improvements are constructed. TDM opportunities can make travel more efficient both during construction and after a project is completed. In a recent example, ridesharing and other TDM strategies were strongly and successfully promoted as a way to ease the disruptions caused by the extensive T-REX reconstruction project along South I-25. TDM alternatives are usually considered during the environmental assessment and planning processes and are seen as an important supplement to capital construction to improve conditions along congested roadways. The 2030 Metro Vision Regional Transportation Plan (MVRTP) identifies several major regional roadway improvements that are expected to be complete by 2030. Figure 2 shows the location of the roadway projects that include widening existing roadways, reconstructing existing interchanges, constructing new interchanges, adding bus/hov lanes, and constructing new roadway segments. Anticipated construction activities along the I-70 Mountain Corridor and in other areas offer an excellent opportunity to utilize TDM activities to reduce congestion and ease delays associated with construction activities. The creation of a TMO to serve the I-70 Mountain Corridor is currently being explored. 19
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B. Accompanying New Rapid Transit Lines Figure 3 shows rapid transit improvements that will be completed by 2030, and Table 2 shows their anticipated opening dates. The development of these transit lines creates multiple opportunities to encourage the use of alternative modes of transportation. Many individuals access rapid transit lines by SOV creating significant parking demands that increase the cost of providing transit service. Carpooling, bus travel, bicycling, and walking to transit stations should be promoted. Facilitation of connections between trip origins and rapid transit lines reduces parking demand at stations and SOV travel. Expansion of rapid transit lines also creates an opportunity to attract people to transit who previously would have driven for the entirety of their trip. Individuals can be encouraged to use new transit lines through the dissemination of schedule information, cost savings and environmental benefits, and information on how to access and use the new lines. Construction of transit-oriented developments at new rapid transit stations can further increase transit use by putting transit near people s homes and destinations. Table 2. Rapid Transit Corridor Opening Years West Corridor 2013 US-36 Corridor/Longmont Extension 2014 East Corridor 2014 Central Corridor Extension 2014 North Metro Corridor 2015 I-225 Corridor 2015 Gold Line 2015 US-36 Bus Rapid Transit 2016 Southeast Corridor Extension 2016 Southwest Corridor Extension 2016 C. In Areas of High Employment Transportation management organizations have already been formed in many of the concentrated areas of employment in the Denver region (see Figure 1). These areas such as the Denver Central Business District, Denver Tech Center, and US-36 corridor will continue to be major sites of employment in the future. Areas with high employment concentrations tend to offer greater opportunities to reach commuters with common work locations, which assists in the development of transit routes and carpool and vanpool matching. The existing TMOs should be encouraged to maintain and expand their TDM efforts in these areas. Other parts of the region are also expected to develop into high-employment 21
areas. Figure 4 shows where employment growth is expected to occur and can indicate where either new TMOs or expanded TDM services may be useful. D. Along Bus/HOV Corridors The Fiscally Constrained 2030 RTP includes new bus/hov facilities along US-36 from Boulder to I-25. This facility, combined with existing HOV lanes on I-25 and Santa Fe Drive, will create a system with a strong potential to encourage more ridesharing. The DRCOG carpool and vanpool programs should focus efforts on these corridors and promote the travel-time savings available to users of the HOV lanes. Transit use can also be emphasized along these facilities and other future and existing facilities that provide bus by-pass lanes and signal pre-emption. 22
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5. Funding A. Expected Funding The 2030 MVRTP identifies a need for approximately $110 million to fund TDM activities in the region through 2030. However, only about $65 million is expected to be available through the continuation of current funding levels for the Congestion Mitigation and Air Quality (CMAQ) Program TDM Pool and DRCOG RideArrangers. Additional funding is available from local governments and private businesses; however, the amount of funding is variable and unknown and is therefore not listed in the estimated revenues table that follows. Short-term allocations for TDM activities have already been made in DRCOG s 2005-2010 Transportation Improvement Program. Table 3 shows estimated revenues available for use for TDM-related services from 2005 to 2009. The effectiveness of the TDM and RideArrangers CMAQ Pools will be monitored and the amount of funding allocated to each pool may be reconsidered. Table 3. Estimated Revenues Available for TDM Revenue Source 2005 2006 2007 2008 2009 TDM CMAQ Pool (federal funds) $473,000 $750,000 $750,000 $775,000 $800,000 RideArrangers CMAQ Pool (federal funds) $1,731,000 $1,802,000 $1,875,000 $1,950,000 $2,030,000 Guaranteed Ride Home 1 (Eco Pass surcharge) $250,000 $250,000 $250,000 $260,000 $260,000 RTD Vanpool Subsidy (RTD funds) $305,000 $400,000 $430,000 $460,000 $490,000 T-REX Grants (state funds) Vanpool $75,000 $75,000 --- --- --- Website Development $44,400 $44,400 --- --- --- Commuter Education $40,000 $40,000 --- --- --- Station Area Planning 2 (federal funds) ----- $2,000,000 ----- TOTAL $2,918,400 $3,361,400 $3,305,000+ $3,445,000+ $3,580,000+ 1 Estimate based on current expenditures 2 Estimated funding for 2007-2009. Actual yearly expenditures still need to be determined and are not reflected in the TOTAL field. The revenue sources are described as follows: TDM CMAQ Pool funds are distributed to partner agencies within the region to assist them with their TDM activities. These funds can be spent on a diverse selection of nonconstruction activities with few restrictions. 25
The RideArrangers CMAQ funds support DRCOG vanpool, carpool, schoolpool, outreach, and Bike to Work Day programs. The Guaranteed Ride Home funds come from a fee assessed to employers who purchase Eco Passes for their employees or purchase the program as a stand-alone project. The funds cannot be spent on other programs, and the amount of funds received will vary depending on participation rates in the Eco Pass and stand-alone Guaranteed Ride Home programs. The RTD vanpool subsidy varies based on the number of riders and vans in the vanpool program. The subsidy will vary each year depending on vanpool participation levels and other RTD financial considerations. The T-REX grants are allocated for three specific activities and the benefits from any programs must accrue to the T-REX corridor. Funding is not anticipated to extend beyond 2006. The transit station area planning funds are designated in the 2007-2012 Transportation Improvement Program (TIP) and meant to assist local governments with land-use planning around rapid-transit stations. The plans produced with these funds are meant to encourage land use patterns that support the use of rapid transit. Approximately $2,000,000 has been designated for these activities over a three-year period; however, the actual amount of funds to be distributed each year is unknown at this time. 26
Appendix A Adopting Resolution 27
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Denver Regional Council of Governments 4500 Cherry Creek Drive South, Suite 800 Denver, CO 80246-1531 www.drcog.org - 303-455-1000