task 2: general regional needs and existing approach...
TRANSCRIPT
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This General Needs and Existing Approach Summary captures the compilation and preparation
of the current state of practice for Transportation Demand Management (TDM) in the Northern
Virginia region. It documents variations among projects and programming across a region
encompassing a population of 2.4 million where more than half of all residents work outside the
county or city where they live. This memorandum highlights findings from regional and
jurisdictional plans, needs assessments, and more specifically explores the process and thinking
that helped shape priorities and perceived limitations of current and planned TDM activities and
projects.
Background:
Greater efficiency of the Northern Virginia transportation system can be achieved by providing
travelers with effective choices to improve access to destinations and travel reliability. This is
the main objective of TDM initiatives, which range from carpool and vanpool formation,
telework, commuter trip planning, and promotion of transit and other higher occupancy travel
modes.
TDM services are provided in Northern Virginia through a partnership between Department of
Rail and Public Transportation (DRPT), Virginia Department of Transportation (VDOT), MPOs,
TMAs, and city and county local governments. See Exhibit 1 for a list of the identified TDM
and TMAs1 operating in the Northern Virginia area.
Exhibit 1. Local TDM Providers in Northern Virginia
Most outreach and programmatic efforts are localized to target the constituency of each
jurisdiction, with the following notable exceptions:
1 TMAs are non-profit organizations that provide TDM services in a particular area, such as a commercial/business
district, airport or town center. They are generally operated as public-private partnerships and provide a variety of
services that encourage more efficient use of transportation and parking resources to the businesses, workers,
customers and residents of the TMA’s service area.
LOCAL AGENCY NAME
Arlington County Commuter Assistance Program
City of Alexandria Local Motion
Dulles Area Transportation Association
Fairfax County Ride Sources
Loudoun County Commuter Services
MWCOG Commuter Connections
Northern Virginia Regional Commission
Potomac Rappahannock Transportation Commission (PRTC)
Tysons Partnership Transportation Management Association
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Telework!VA, a program administered by the Virginia Department of Rail and Public
Transportation, offers resources to employers, employees and TDM programs on how to
establish and manage a telework program to reduce or eliminate commuting time by
working from home or some other remote workplace, and how to take advantage of
Virginia’s telework tax credit administered by the Virginia Department of Taxation.
Commuter Connections is a regional network of transportation organizations
coordinated by the Metropolitan Washington Council of Governments. The primary
service is a ride matching database to facilitate formation of carpools/vanpools, but other
services include a regional Guaranteed Ride Home program, bicycle to work information,
park-and-ride lot and HOV lane information, telecommute/telework program assistance,
InfoExpress commuter information kiosks, web based commuter information services
and employer services.
The 2013 State of the Commute (SOC) Survey has been conducted five times since 2001.
Produced at three-year intervals, it provides results that are used to document trends in
awareness, attitudes and regional commute behavior. The SOC analysis is focused
primarily on the region as a whole (11 independent cities and counties), with some results
analyzed by geographic sub-regions. The primary sub-area categorization consists of
Inner Core (City of Alexandria, Arlington County), Middle Ring (Fairfax County) and
Outer Ring (Loudoun and Prince William County). See Exhibit 2.
Exhibit 2. Inner Core, Middle Ring and Outer Ring Jurisdictions
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Current commuting statistics from the most recent SOC (2013) are presented in Exhibit 3 below.
Exhibit 3. Mode Choice and Travel Distance/Time from Regional (VA/MD) State of the
Commute Survey in 2013
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The programs and services that comprise each locality’s TDM approach has changed over time
and has come to reflect the needs of both the private market and the public sector. Much of the
work of TDM agencies involves behavior change – encouraging travelers to make informed
decisions regarding the use of transit, vanpool or carpool options. To that effect, they are
engaged in a great deal of marketing and promotion for these alternative travel modes.
The last regional vision plan for TDM, the Super NoVa Transit & TDM Vision Plan (2012)
noted that the successes of corridor- and area-based strategies in places like Arlington,
Alexandria, and Tyson’s Corner, as well as along the I-66 and I-95 corridors have the potential to
become more regional in scope and models for other areas and corridors in the region. Other
regional and statewide participants in setting TDM priorities and practice in Northern Virginia
include:
The Northern Virginia Transportation Authority (NVTA) controls a vast budget for
transportation projects all over Northern Virginia. It is responsible for long-range
transportation planning, policies and priorities for regional transportation initiatives and
execution of performance-based ranking methodology for projects based upon the ability
to improve travel times, reduce delays, connect regional activity centers, improve safety,
improve air quality, and move the most people in the most cost-effective manner.
The Northern Virginia Transportation Commission (NVTC) is primarily responsible
for administering a tax surcharge to fund Virginia's share of the Washington Metro
system (Metrobus and Metrorail) from member jurisdictions. This includes the City of
Alexandria, Arlington County, Fairfax County, City of Fairfax, City of Falls Church, and
Loudoun County. It provides funding advocacy for high-quality, high-capacity transit in
the region. Together with the Potomac and Rappahannock Transportation Commission,
NVTC operates the Virginia Railway Express (VRE) commuter rail system.
The Virginia Department of Transportation (VDOT) conducts long-range multimodal
planning, owns/maintains a network of regional and statewide park and ride facilities, and
has been active in the benchmarking of active transportation modes. It provides the
implementation of High Occupancy Vehicle (HOV) lanes to encourage carpooling and
contributes funding to the Telework!VA program to provide incentives for employers to
set up telework programs.
Department of Rail and Public Transportation (DRPT) provides technical and
financial support to local transit and commuter service agencies through annual grant
programs, consumer research, training and marketing assistance. The local transit and
commuter services agencies, with DRPT’s technical and financial support, implement
programs at the regional and local level. DRPT also established standards for commuter
services program evaluation and reporting.
Mobility Lab is funded by Arlington County Commuter Services (ACCS), the U.S.
Department of Transportation, VDOT, and the DRPT to primarily measure the impacts of
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ACCS, quantify how TDM initiatives are working, and translate innovative practices
throughout the region and beyond.
As the region grows, solutions to transportation challenges become increasingly more
multijurisdictional and sophisticated. Planning at a broader scale will become increasingly
important so that relatively scarce resources can be used to create the greatest benefit.
Northern Virginia Capacity and Mobility Challenges:
Built out with core capacity limitations
Northern Virginia accounted for nearly three-fifths of the state’s population growth over the past
few years. The lack of funding and space to significantly add more roadway capacity may lead to
increasing levels of congestion unless travel demands are addressed. Capacity constraints for
time-competitive alternative transit modes also require capital intensive solutions. Despite
robust transit systems operating in many parts of the center of the region, significant capacity
constraints exist and threaten the ability for these systems to expand and meet current and future
transit demand. Specific capacity constraints that threaten the ability of existing transit systems
in the center of the region to expand and absorb future travel demand2:
Capacity at transfer stations
Line capacity on critical system links
Inadequate fleet size
Aging fleet
Aging and undersized infrastructure
Inadequate mid-day transit vehicle storage
Capacity of both highway and transit mobility modes during peak commuting times, travel speed
and reliability in key corridors threatens the travel “dependability” that commuters noted was
most important in their travel choices.3
2 SuperNOVA Transit/TDM Vision Plan Summary (2012) 3 Dulles Corridor Metrorail Project Impact Research (2006)
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Entrenched habits with no real growth in alternative mode usage
The percentage of weekly trips made by transit modes declined from 2010 to 2013, but the
transit share of 17.3% was approximately the same as the transit share for 2001 (17.0%), 2004
(16.8%), and 2007 (17.7%). Thus, transit share has shown no growth since 2001. Likewise, the
shares of weekly commute trips made by carpool/vanpool and bike/walk have remained
essentially constant during this same time period.4
Many commuters are long-time users of their mode, but commuters continue to shift among
modes. On average, commuters who drive alone to work have used this mode an average of 10.6
years and only 22% of drive alone commuters started using this mode within the past three years.
By contrast, 34% of bus riders, 39% of bike/walk commuters, and 46% of carpoolers started
using these modes within the past three years.
A sizeable portion of commuters who use alternative transportation modes drive alone for part of
the trip. Nearly three in ten (29%) of survey respondents who used an alternative mode drive
alone to a park & ride lot, train station, carpool pickup location, or some other transfer point.
Therefore, regardless of modal choices, the highway network capacity for both short and long
distance commute factors will dictate many of the priorities identified in this summary report.
New exurbanites predicted to expand in spite of perceived demographic shifts
The millennial generation has been identified as a driver for significant changes in the choice for
compact land use and desire for alternative transportation choices. There remains, however,
other studies that predict these changes are temporary and brought about by factors such as
constrained income/indebtedness rather than a long-standing desire to shift habits. Saturated
housing markets in Northern Virginia are pointing to an undiminishing trend for much more
distant settlement habits, into localities such as Stafford and Spotsylvania Counties and the City
of Winchester. Over the coming years, an increasing number of people settling these exurbs will
also be millennials, and the generation that follows.
The Washington Post recently noted:
“The prevailing wisdom about millennials is that they’re wedded to
urban-style living—even in the suburbs—with craft breweries and yoga
studios on every other corner and a Trader Joe’s within walking
distance. But in Washington, many of the youngest homebuyers are
hewing to the same patterns their parents did, according to Lisa
Sturtevant, executive director of Washington’s Center for Housing
Policy, the research arm of the nonprofit National Housing Conference.
‘The suburbs are ripe for a rebirth,’ Sturtevant says. ‘Despite everything
you hear about cities, people want a single-family home.’5
4 2013 State of the Commute, National Capital TPB, MWCOG 5 Washington Post, “The Fastest Growing Suburbs of Washington in Counties You’ve Never Heard Of”, April 2015
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See Exhibit 3 below for anticipated 2040 population changes behind these statements.
Virginia counties, such as Frederick, Spotsylvania, and Stafford, are expected to have the most growth over the next 35 years. Data from US Census Bureau, UVA Cooper Center, and Maryland Department of Planning.
The prevalence of non-work trips – not a focus of traditional TDM
The current challenge, and central objective of this study, is that many commuters now make
some of their work trips as part of a trip chain—dropping off children, conducting household
errands, and picking up necessities on their way to and from work. These varied patterns increase
the efficiency of overall travel but also have the effect of increasing the number of non-work-
related trips occurring in the peak period. These trip chains further challenge traditional TDM
approaches by limiting the use of carpooling or transit modes, as workers need the flexibility to
pick up their children from school if they fall ill, for example. The time, distance and location of
commuter demand depend on a combination of factors, including housing choice, the
availability, convenience and cost of different modes of transportation and the flexibility that a
job offers an employee to work at home or at different times of the day.
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Decentralization of federal employment - worksites not suitable for traditional TDM
Parts of the region are still challenged by the after effects of the Base Realignment and Closure
Commission (BRAC) recommendations. BRAC, refers to a federal government program to
close excess military installations and realign them in a way that reduces costs and increases
efficiency. More than 350 installations – including related office space – have been closed under
the program. What has often resulted is that higher cost lease space (i.e. Crystal City, Arlington)
within close proximity to transit and multimodal connections has been vacated in favor of
relocation to more distant and auto-dependent facilities (Mark Center, Alexandria and Ft.
Belvoir, Fairfax County). These shifting in travel habits resulted in the receiving localities
facing significant shortfalls in the capacity of current infrastructure to support the additional
military and civilian jobs.
For example, the section of US 1 between Ft. Belvoir and Quantico Marine Corps Base receives
approximately 50,000 – 70,000 vehicle trips each weekday (see below). Fairfax County also is
widening U.S. 1 at Ft. Belvoir between Telegraph Road and Mount Vernon Memorial Highway.
The ability of jurisdictions to get private development to pay for traffic impact and mitigation
measures ahead of development is not applicable to BRAC. Traffic mitigation measures have
been more reactionary, due to the more complex federal involvement and limited funding
contributions, rather than occurring before or even concurrent with the increased activity at the
development site.
Source: WTOP/Ari Ashe (2013)
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Inventory of Short and Long-Term Plans for Accommodating Future Travel Demand:
Input into the needs assessment of this study has been gathered from the short and long-term
plans identified in Exhibit 4.
Exhibit 4. Major Short/Long-Term Plans for Accommodating Future Travel Demand/Needs
Plan highlights include:
Information from the Super NoVa region’s four metropolitan planning organizations (MPO)
models indicates that there will be substantial increases in traffic in already busy corridors and
significant new travel patterns that are not well-served by transit and have limited TDM options
today. Large increases in reverse-commuting, demand along major radial corridors, short trips in
the traditionally-defined center of the region, and circumferential demand along major routes
will challenge the transportation system. – Super NoVa TDM
Anticipated population and employment growth is expected to result in higher demand for public
transportation services and viable mobility options in lieu of driving. – DRPT Statewide Plan
The decline in carpooling witnessed between 2000 and 2010 may be slowed or even reversed in
future years as a result of recent innovations in car sharing, ridesharing and transportation
network companies. The challenge is how to integrate these services into the existing
transportation network. Virginia’s local, regional and statewide transportation agencies have a
NAME SPONSOR DATE PLAN HORIZON
Evaluation and Rating of Significant Projects in
Northern VirginiaVDOT 2015 Long-Term
SuperNoVa Transit/TDM Action Plan DRPT 2014 Long-Term
Statewide Public Transportation and TDM Plan DRPT 2014 Long-Term
Washington Metropolitan Region TDM Resource
Guide and Strategic Marketing PlanMWCOG 2014 Short-Term
2035 Virginia Surface Transportation Plan OIPI 2013 Long-Term
State of the Commute MWCOG 2013 Short-Term
Fairfax Area Transportation Options for Older Adults
and People with DisabilitiesFairfax County 2013 Short-Term
Park & RideLot Inventory and Usage Study VDOT 2013 Short-Term
Arlington TDM Strategic Plan FY2013-FY2040 Arlington County 2013 Long-Term
Applicant Database Placement Survey Report -
Northern Virginia Commuter Assistance ProgramsDRPT 2013 Short-Term
TransAction 2040 NVTA 2012 Long-Term
Local Motion Long-Range TDM Plan City of Alexandria 2011 Long-Term
Long-Range TDM Plan DATA 2011 Long-Term
Long-Range TDM Plan Fairfax County 2011 Long-Term
I-95 Corridor Transit and TDM Plan DRPT 2011 Long-Term
TDM Plan Arlington County 2010 Long-Term
Long-Range TDM Plan Loudoun County 2010 Long-Term
Long-Range TDM Plan PRTC 2010 Long-Term
I-66 Transit/TDM Study DRPT 2009 Long-Term
I-95/I-395 Transit/TDM Study DRPT 2008 Long-Term
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role in supporting these services by establishing policies and regulations to ensure public safety.
The cost to government of such actions is likely to be low. Where some shared services such as
bike sharing are subsidized by government, cost-benefit analyses can help establish whether such
support is good public policy. – VTrans 2040.
Fairfax County and the City of Alexandria are two examples of localities that have fully
integrated TDM initiatives into the land development process. Fairfax County requires
developers to include various TDM elements in order for their development plans to be
approved. Basic program requirements include designating an on-site transportation coordinator,
providing a Guaranteed Ride Home program, distributing information on travel choices, offering
transit incentives, and providing bicycle amenities and carpool/vanpool preferred parking.
Fairfax County also requires regular monitoring and reporting of the performance of these TDM
initiatives to ensure they are reducing travel demand. – DRPT Multimodal Design Guidelines
Mobility Priorities: Regionally ranked (VA/MD) priority commute corridors and their share of current drive alone
and carpool/vanpool participation were included in the State of the Commute Survey for 2013, as
listed in Exhibit 5.
Exhibit 5. Primary Northern Virginia Roadways Used to Get to Work
Mobility priorities have been identified in terms of the Northern Virginia Transportation
Authority (NVTA) FY2014 project solicitation and FY 2015-2016 project selection and funding
program. The summary presented in Exhibit 6 represents submitted projects from local agencies
which have been identified as regionally significant. Exhibit 7 presents a map of various
projects6.
6 Evaluation and Rating of Significant Projects in Northern Virginia, VDOT 2015
PRIMARY ROADWAY Drive alone
Use a carpool/
vanpool
Capital Beltway (I-495) 11% 8%
I-395 Shirley Highway 7% 17%
I-66 Outside the Beltway 6% 4%
Leesburg Pike - Route 7 6% 5%
I-95 6% 17%
Dulles Toll Road 5% 2%
US Route 50 - Lee Jackson Highway 5% 3%
I-66 Inside the Beltway 5% 7%
Route 28 - Sulley Road 4% 1%
Fairfax County Parkway 4% 3%
George Washington Parkway 3% 4%
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Exhibit 6. Submitted and NVTA Recommended Regionally Significant Projects
AGENCY PROJECT TITLE NVTA
Alexandria Potomac Yard Metro Station l
Alexandria King Street VRE Station Tunnel l
Alexandria Braddock Road HOV
Alexandria West End Transitway l
Alexandria Duke Street Signal Priority l
Alexandria Real-Time Adaptive Control and Data Management l
Alexandria Shelters and Real-Time Transit Information for DASH/WAMATA l
Alexandria DASH Bus Expansion l
Arlington Metrorail Courthouse Second Elevator
Arlington Rosslyn-Ballston Streetcar
Arlington Boundary Channel Interchange l
Arlington Crystal City Multimodal Center l
Arlington Crystal City Streetcar
Arlington Columbia Pike Multi-Modal Project l
Arlington Glebe Road Corridor ITS l
Arlington Ballston-MU Metrorail Station West Entrance l
Arlington Blue/Silver Line Mitigation (Bus) l
Arlington RT 244 (Columbia Pike) Improvements - S. Gate to Pentagon l
City of Fairfax Kamp Washington Intersection Improvements (RT 50, RT 29, RT 236)
City of Fairfax US 29/50 and Route 123 Intersection
City of Fairfax Kamp Washington Intersection Improvements (Jermantown/RT 50) l
City of Fairfax Chain Bridge Road Widening
City of Fairfax Jermantown / Route 50 Roadway Improvements l
City of Fairfax CUE 35-foot transit buses l
City of Manassas RT 28 Bypass Study - Godwin Dr. l
City of Manassas RT 28 Widening South to City Limits l
Fairfax Innovation Center Metrorail Station Garage l
Fairfax RT 7 Bridge over Dulles Toll Road l
Fairfax Old Centreville Rd/ Compton Rd
Fairfax RT 28 Widening (Dulles Toll Road to US 50) l
Fairfax RT 28 McLearan
Fairfax Rolling Road Widening Project (Old Keene Mill to F-S Parkway) l
Fairfax Stone Rd/New Braddock Rd/I-66
Fairfax RT 29 Legato to Shirley Gate
Fairfax RT 123/50 Intersection l
Fairfax Franconia/Van Dorn Intersection
Fairfax West Ox Bus Garage l
Fairfax Connector Bus Service Expansion l
Fairfax RT 28 Widening (PW County Line to RT 29) l
Fairfax Frying Pan Road Widening (VA 28 to VA 657)
Fairfax Fairfax County Parkway Widening (multiple locations) l
Fairfax US 29 Widening (Union Mill to Buckley's Gate Drive)
Fairfax Frontier Drive Extension & Braided Ramps l
Fairfax US 1 Widening (Mt. Vernon Highway to Napper Road) l
Fairfax Widen RT 1 Brady's Hill Rd. to RT 234 l
l FY 2014 or FY 2015-2016 Project Recommendation
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Exhibit 6 (continued). Submitted and NVTA Recommended Regionally Significant Projects
AGENCY PROJECT TITLE NVTA
Falls Church East Falls Church Bridge l
Falls Church Pedestrian Access/Multimodal Improvements l
Falls Church Washington and Old Dominion Trail Project
Herndon East Eldon Street Improvement Project l
Herndon Herndon Parkway and Van Buren l
Herndon Herndon Metrorail Accessibility
Leesburg Edwards Ferry Road at RT 15 Leesburg Bypass l
Leesburg RT 7 (East Market Street)/Battlefield Parkway Interchange l
Loudoun Loudoun County Bus Acquisition l
Loudoun RT 7/Battlefield Parkway Interchange
Loudoun Belmont Ridge Rd to Gloucester to Hay l
Loudoun Potomac River Crossing
Loudoun VA Route 607 - US 50 to Creighton Rd l
Loudoun Belmont Ridge Rd (VA 659) Turo Parish Road to Croson Ln l
Loudoun Leesburg Park and Ride l
Manassas City RT 28 Old Centervillw to Liberia
NVRC Potomac Fast Ferry (Alexandria and Washinton D.C.)
NVTC RT7 Alternatives Analysis l
Prince William BiCounty Parkway
Prince William Intersection of 28 and I-66
Prince William RT 28 from Fitzwater to Linton Hall l
Prince William US-1 Fetherstone to Mary's Way l
Prince William Widening of Balls Ford Rd and RT 15 between RT 29 and I-66
Prince William Grid of Complete Streets for North Woodbridge redevelopment
Prince William RT 234 Bypass to Linton Hall Road
Prince William Route 15 Widening (RT 29 to RT 55)
Prince William Route 1 Widening (Featherstone Road to Marys Way)
PRTC Western Bus Maintenance and Storage Facility l
PRTC New Gainsville Service l
Regional Widen RT 15 from I-66 to VA-7
Town of Dumfries Widen Route 1 (Brady Hill to RT 234)
VRE Planned VRE extension to Gainesville/Haymarket
VRE Crystal City 2nd Platfrom/Expansion l
VRE Lorton 2nd Platform l
VRE Rail service to Ft. Belvoir
VRE Rippon platform expansion l
VRE Manassas Park Station Parking Expansion l
VRE Franconia-Springfield Platform Improvements l
VRE Slaters Lane Crossover l
VRE Rolling Stock Purchase l
WMATA Interlocking girders
WMATA New Metrorail (Blue Line) Potomac Crossing
WMATA Buses along VA236 l
WMATA 8-car train power upgrades l
WMATA Bus Infrastructure Improvements
l FY 2014 or FY 2015-2016 Project Recommendation
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Exhibit 6. Project Map for Select Recommendations
Source: VDOT (2015)
Evaluation and Rating of Significant Projects in Northern Virginia (pg. 4-5)
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In terms of policy, this report highlights two additional priorities that seek to shape the built
environment and compliment similar TDM objectives:
Proffers - Developing TDM participation ordinances that require ongoing financial contributions
(proffers) from the developer, include enforceable penalties, and generally entail submission of a
TDM plan prior to the occupancy of the development. The enforcement mechanism used to
assure compliance with TDM requirements can be relatively complex. All TDM requirements
for a site are enshrined in a site-specific proffer, which is a legally binding document. All current
and future property owners are held to the requirements outlined in the proffer. The proffer
language requires developments to establish TDM accounts into which funds are annually
deposited for the implementation of TDM strategies and programs.
Monitoring is typically done in two ways: (1), by physical counts of vehicles at predetermined
points on or at the edges of development sites, and (2), through sample surveys of people who
live on, work at, or in some cases visit a site. Representative physical counts allow direct
comparisons of actual observations against desired values, e.g. PM peak hour actual against
program PM peak goal. Sample survey results give indications of trends, e.g.
increasing/decreasing use of carpools or shuttles, and also give information on such items as
preferences, e.g. which of several possible incentives might be best for persuading people to ride
the bus rather than drive. Programs at development sites make use of both these forms of
measurement to produce reports of past performance (for example on an annual or quarterly
basis) and form the basis of plans for future program operations (for example, introduction of a
new incentive package or tactic).
Requirements may be jurisdiction-wide or as in Fairfax County, apply only to developments
within certain geographic areas that are noted for their congestion, density, or growth. Most new
development projects within such geographic areas, regardless of whether they are residential or
commercial, must comply with established TDM requirements. Fairfax County has established
trip reduction goals based on ITE vehicle trip generation rates, a site’s distance from a rail
station, and the amount of surrounding development. Vehicle trip reduction goals range from 25
to 65 percent of ITE rates. The closer a site is to a rail station and the greater the amount of
nearby development, the greater the vehicle trip reduction goal. Alexandria uses a similar
system. Arlington’s TDM policy focuses on workplace commuter travel and looks to reduce
peak hour work travel by achieving a reduction of single occupant vehicle trips. TDM measures
are required for use permits if the developer wants an exception to the zoning code such as
reduced parking, even if there is no increase in density.
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Street/Network Connectivity – Both VDOT and DRPT guidance emphasize the importance of
street connectivity and route directness. The VDOT Secondary Street Acceptance Requirements
(SSAR) was originally the result of legislation introduced and unanimously adopted during the
2007 session of the Virginia General Assembly. The policy and design standards contained
within the SSAR are intended to ensure that streets accepted into the state system of highways
for public maintenance provide adequate benefit to the public and help to increase the efficiency
of the state’s street network. The SSAR serves as a vital component in the planning, design, and
delivery of a street network which will promote livability, a more efficient transportation
network, and the creation of more transportation choices. Additional transportation connections
between adjacent developments will allow local trips to take place on local streets and reduce the
burden on the regional transportation network. DRPT Multimodal System Design Guidelines
reference the ITE/CNU Guidebook Designing Walkable Urban Thoroughfares: A Context
Sensitive Approach for additional reference on the concept of network connectivity and
illustrations of various indices and targets for desirable connectivity.
Many local jurisdictions further advance connectivity via active transportation safety
improvements, often contributing to sidewalk and stormwater management improvements. The
Northern Virginia Regional Bikeway and Trail Network Study Update (2015) has documented -
significant strides in bicycle planning, design, and construction since an initial baseline
conducted in 2003. The study documents the completion of bicycle studies and plans at the
jurisdictional level to enhance connectivity for cyclists and pedestrians. The study noted that
approximately 20% of the 2003 Proposed Network has been constructed, representing nearly108
miles of bicycle facilities.
Implementation of these
connectivity initiatives may
be jurisdiction-wide or
tailored to specific
geographies, such as critical
connections close to schools
and public transportation. A
larger scale example of a
broad-based connectivity
improvement plan is
represented by Tyson’s
Corner in Fairfax County
(see Exhibit 7). For this
example, access and
connectivity projects on a
wide scale were identified to
incorporate new Metrorail
Stations and be
transformative toward
fostering a future multi-
modal destination.
Exhibit 7. Tysons Metrorail Station Access Improvement
Projects
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Perceived Limitations: Limitations to TDM efforts may be due to focus on particular types of trips (such as commuting
only), cover a limited geographic scope, or are limited to strategies that can be implemented by a
particular government agency. This section explores other institutional limitations identified
through literature review and outreach to stakeholders.
Brand identity and awareness of services
The region expends considerable resources on marketing and communication related to transit
and transportation demand management yet it lacks a coordinated marketing agency or even
comprehensive strategy. Each transit service in the region has its own brand, identity, naming
strategy, and description. Also multiple customer markets have distinct transportation needs and
some programs heavily favor one group versus another. These groups include:
Residents - want travel choices; community access; safe, green, and stress-free
commuting
Employers – want a diverse, dependable system to attract and retain skilled workforce
Visitors – want to get to hotels and tourist sites
Retail – want ease of access for customer base
Pass-Through Commuters/Travelers – relevant to inner ring localities only
Most local jurisdiction services are known to at least a quarter of their target populations.
Awareness ranged from 11% to 56%, as indicated from the State of the Commute 2013 survey
(see Exhibit 8). Furthermore, about a quarter of respondents were aware of a regional
Guaranteed Ride Home program. Awareness varied by mode, with train riders much more likely
than other commuters to know about GRH.
Exhibit 8. Heard of/Used Local Commute Assistance Program
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Other limitations to awareness include the diversity of languages and cultures in the Northern
Virginia region, especially in light of the emphasis of TDM programs on outreach and
educational services. The dissemination of information to sub-population groups also appeared
alongside other challenges identified in a recent Fairfax County survey of aging, low income and
disabled populations and their mobility challenges:
Many are not aware of free travel training programs, fare discounts, or taxi subsidies that
could help them increase their independence.
A significant number restricted driving to avoid rush hours, inclement weather, and
driving after dark – all limiting full freedom of mobility.
Up to nineteen percent of MetroAccess customers have been denied a MetroAccess trip
because comparable bus or rail service was not running at the day/time of the requested
trip.
Inaccessible bus stops, unsafe pedestrian crossings, and limited service prevented older
adults and people with disabilities from using public transit.
Despite a modest awareness of the specifics of local TDM programs, most sources concurred
that it is a valued resource that improved the functionality of the transportation network and
supported various County missions (access, mobility, economic development, community
planning, citizen satisfaction, etc.).
Skewed representation in program participation
The limitation in reaching all groups may be further compounded by the fact that there is skewed
public representation on advisory boards. Of those that do participate, there is high population
turnover in the region. For Arlington County, it has been identified that every five years the
County turns over 50% of its population base. Limitations are identified in reaching young
professionals, residents who rent, and immigrants who might have language difficulties.
Furthermore there is a need to explore the interests of non-commute travel populations, such as
youth, seniors, immigrants, young professionals, “transient” groups, and students. The growth in
minority population segments is also creating new customers. Achieving participation and
communicating effectively with these other population groups is seen as a limitation on
understanding and identifying transportation needs and providing relevant and meaningful
transportation services.
Skewed representation impairs a good understanding of who the jurisdiction’s transportation
system serves today, who they will be or should be serving in the future, and what these
customer groups want and need. Often viewed as a lacking component of market planning, is the
need to have a plan in place to identify these groups and define the needed engagement necessary
to understand and develop inclusive transportation services.
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Institutional and environmental factors
Stakeholders and documentation reveal realistic expectations for the degree to which TDM
programs can influence change in community-level goals. Specifically, the degree of success is
often contingent upon a dense urban form, inner/core location within the region, extensive road
and transit infrastructure, and a pedestrian and bicycle-friendly environment. Specific areas
consistently cited include:
The Built Environment
The local built environment is identified as a significant limitation for adoption of other
multimodal strategies. For pedestrians, sidewalks are often not connected and those that
exist may not provide a direct route to destinations. Pedestrian crossings of major roads
can be dangerous or non-existent. Many office buildings were developed with only
motorized access in mind. Pedestrian and bicycle connections to the street are usually via
these motorized access routes, not the more direct routes. These direct bike and
pedestrian connections to the street are sometimes prevented due to landscaping or
fencing.
Outreach to Employers Internal employer barriers present limitations to expanding employer-based TDM
engagement. Employers commonly perceive that strategies yield minimal benefits, that
their employees lack participation interest, and that upper management will not provide
support for employer trip reduction programs. Other barriers include:
The office’s distance to public transit
Potential regulatory or legal barriers
Potential conflicts with organization operations
High cost to the organization
Equity issues across types of employees
Potential paperwork requirements
The importance of employers and property managers as “wholesale” customers has not
fully been realized. In many cases these entities serve as bulk distribution outlets for
information materials to multiply TDM outreach efforts, but they could provide
additional insight into understanding the travel market and mobility needs of those they
represent. Lack of full engagement from the employer community represents lost
persuasive motivators that can influence travelers’ mode choice decisions, potential
sponsorship for the cost of non-SOV travel incentives, and a channel for implementing
other TDM services at the worksite.
Parking
It is generally acknowledged that parking conditions at a work site have a major
underlying effect on the success of TDM programs. Where parking supply is limited and
where users pay directly for parking costs, commuters can make more informed decisions
about when to travel, how often to drive and what other modes to choose. These effects
are similar for non-work trips as well.
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Feedback mechanisms
TDM efforts need to feature monitoring and evaluation components to obtain and interpret
feedback on program operations. The feedback is provided to program management to enable
verification of satisfactory operation or to detect gaps between desired and actual program
results. Management can act on resultant gaps to achieve or to regain program success.
Limitations identified also include the ability to internally measure the effectiveness of
individual TDM program components. This shortcoming makes it difficult to understand and
make adjustments at the programmatic level to the individual elements of a comprehensive TDM
plan based upon the regional outcomes such overall trip reduction, commute time savings, and
placement rate for rideshares.
Measures that are not targeted often relate more to gauging the success of the transportation
system, and only indirectly, TDM services. Finally, with few notable exceptions, there has been
very limited follow-up and monitoring of the results of project derived TDMP adherence and
assessment of compliance with initially specified conditions for development approval.
Trip Modeling and Project Prioritization Short-Falls
Recent demographic shifts for the millennial generation have shown a preference for pedestrian-
friendly urban communities and are more committed to using public transportation. As travel
preferences from these demographic groups shift from highway modes, there will be challenges
in adapting the current project prioritization process to reflect the growing importance of projects
that accommodate this demand. For example, when NVTA is required to prioritize projects that
reduce road congestion, they must run proposed projects through a less-than-perfect VDOT
computer model to rate its ability to reduce congestion. The biggest issue is simply that current
models do not recognize short distance trips, which are the exact type of trip that generational
preferences and transit-oriented development may produce more of. So when a transit or
pedestrian project makes it possible for thousands of people to walk two blocks instead of drive
five miles, the model doesn't always show it as reducing congestion.
Funding and coordinated vision
Funding is cited by agencies at all levels as the biggest challenge to addressing capacity
constraints. With the failure to pass the Federal Marketplace Fairness Act (Internet Tax), the
result has been the Commonwealth’s gas tax increased by 1.6% per gallon, but these funds will
be primarily toward road maintenance. Even with variable pricing and tolling as a means of
travel demand management, the Commonwealth simply does not have the necessary funds –
even with federal assistance – to build highways and then toll them to pay for their maintenance
or other transportation improvements. While private partnerships have brought other projects to
fruition in the past (i.e. I-95/I-495), changing travel patterns and reductions in vehicular travel
have led to toll revenue falling short of investor expectations.
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Priorities also can seem uncoordinated across agencies and jurisdictions. These priorities range
from air quality conformity, increased use of public transit and other SOV alternatives, and
greater vitality of regional activity centers, however these approaches are not perceived to be
approached equally in the various TDM programs.
Ridematch/trip planning sophistication
Agencies indicated that a more effective matching service would allow for interactive
origin/destination and scheduling between screened applicants. Placement surveys show that
ridematch respondents indicated that a significant proportion of likely candidates in actuality
turned out to not have compatible schedules or destinations. The analysis notes that while
compatibility is an individual standard, the results suggest the software might not capture
individual preference in matching with as much precision as some commuters would like.
It was also noted that while significant in key areas, the BRAC (military/civilian) travel is
especially difficult to accommodate with standard TDM approaches. The lack of internal
circulation/shuttle systems, inability for taxi or guaranteed ride home providers to gain access,
and difficulty obtaining and coordinating ride match data from multiple agencies were identified.
Suggested Priority Areas:
Literature review suggests that in general, priorities should be expected to vary based upon
Northern Virginia geography, noting that:
Inner ring — Promote a car-free lifestyle with multimodal options for all trips at all times
of the day
Middle ring — Promote a car-light lifestyle by having TDM focus on providing programs
and services to offer non single-occupant auto options for work trips as well as some high
volume non-work trips
Outer ring — Focus TDM programs and services on providing access to employment and
essential services
Specific items discovered during stakeholder interaction and within background documentation
includes the following summary of priority areas and suggested new projects/programs to
enhance mobility and reduce travel demand in the region:
Make resources easier for the public to access and understand
Improve access to the existing transit system and other transportation services for traditionally
disadvantaged groups in order to create more and better travel options for all people. This could
include providing important transit system information in multiple languages and formats to
make sure that all riders can use the transportation system with confidence. Specific initiatives
suggested include:
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Deliver transit and TDM information in multiple languages and accessible formats.
Develop and implement a plan to determine the unmet transportation needs of special
population groups.
Possible expansion of Transportation Planning Board Reach a Ride program.
Adopt regional brand with links to jurisdictional programs – See Exhibit 9, example
from Denver Way to Go (Ride Amigos) website.
Exhibit 9. Regional Brand Example
Coordinate regional TDM plans and programs
Make targeted roadway improvements that provide congestion relief for drivers in key locations
throughout the region. This also includes continuation of small scale transit connectivity projects
– i.e. Metroway, especially at locations with highest cross-jurisdictional travel demand. Other
coordination priorities identified include:
Carpool staging to address overcrowding at regional park and ride lots
Develop guidance on regional parking pricing and supply.
Work with VRE and member governments on the prospective adoption of a station
access policy that encourages carpooling and other shared ride modes of access.
Relationship building among Millitary, Chambers of Commerce and Planning Staff
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Incident management and dynamic trip planning
Giving commuters more information about travel conditions and travel options helps them plan
their trip and make adjustments to their travel mode, departure time, and route to avoid long
delays. Travelers might decide to drive another route if their usual route is delayed; or they may
choose to walk, bike, or take the bus to avoid the headache. Specific initiatives suggested
include:
Provide comprehensive, open-source travel information and data for transit and TDM
Coordinate traffic signals and construction schedules
Provide travelers with more real-time traffic information
Respond to and clear traffic accidents more quickly
Support dynamic Ridesharing/“instant carpooling” as a service to facilitate ride matching
for a single trip on short notice.
Continued emphasis on incentive programs
Providing financial incentives to commuters to use alternative modes is a common element of
managing transportation demand. There is desire for expansion of these incentives, however,
limited effort has been made to understand how different ways of providing financial incentives
affect commuter mode choice. In addition to further testing the effectiveness, the following
initiatives were highlighted and new approaches suggested for future prioritization:
Expand utilization of Best Workplaces for Commuters
Expansion of mode based cash incentives (i.e. ‘Pool Rewards – carpool, Smart Benefits
Plus 50 – transit)
Uber/Lift fallback (perhaps offered as an incentive similar to GRH (i.e. subsidize the
service, during peak travel times/recurring usage)
Show return on investment
Development of performance measures and establishment of valid methodologies and procedures
to assess impacts therefore requires special attention for TDM programs. This priority calls for
the continuation of incorporating best practice and efforts from local institutions such as
Mobility Labs, to quantify the cost/benefit of TDM investments to help justify results. Cost
effectiveness measures to show the level of effort associated with various TDM actions could
include:
Cost per rideshare application
Cost per employer sign up
Cost per VMT reduced
Cost per carpool formed
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Ridematching enhancements
With most workers crossing jurisdictional boundaries to travel to and from work, expanding with
more regional TDM programs by building on the successes of the local programs should be a
high priority. Specific ridematch enhancements include:
Through regional and statewide partnerships, improve the user-friendliness of the online
ridematching database and results reporting
Study and evaluate needs, emerging technologies, and cost effectiveness for
improvements to the Commuter Connections regional ridematching and/or Virginia
statewide ridematching system and database that would result in a super-regional
ridematching system and database
Create a regional or statewide program to better support new vanpools and retain existing
vanpools
Expand Guaranteed Ride Home
Provide and support an array of transportation options for short trips within Activity
Centers
Provide and support an array of transportation options for short trips within Activity Centers that
especially make walking a viable transportation choice for more people in more places by
making it safer, easier, and more convenient. Specific initiatives suggested include:
Expand pedestrian and bicycle infrastructure in Activity Centers to make non-motorized
transportation safer and more efficient
Provide bus services that offer short range connections within Activity Centers
Promote street connectivity in Activity Centers to provide quicker access to more
destinations and to diffuse localized congestion.
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ACKNOWLEDGEMENT STAKEHOLDER INPUT INTO THE PREPARATION OF THIS REPORT PROVIDED BY:
Sharon Affinito Commuter Service Specialist Loudoun County Transit/Commuter Services
Fatemeh Allahdoust
Transportation Planning Manager VDOT Northern Virginia Planning
Chris Arabia Manager of Mobility Programs Virginia Department of Rail and Public Transit
Walter Daniel Planner Fairfax County Ride Sources
Bobbi Greenberg Bureau Chief Arlington County Commuter Assistance Program
David Koch
Regional Planner Northern Virginia Transportation Commission (NVTC)
Liz McAdory TDM Program Manager VDOT
Gabriel Ortiz Transportation Demand Management Coordinator
City of Alexandria
Nick Ramfos Director MWCOG Commuter Connections
Peggy Tadej Regional BRAC Coordinator Northern Virginia Regional Commission