N Transportation Demand Management

Transportation Demand Management: Practice and Performance...... N2

| TRANSPORTATION FOR OUR TECHNICAL APPENDIX CRTPO 2045 MTP Growing Tomorrow | N1 TRANSPORTATION DEMAND MANAGEMENT: PRACTICE AND PERFORMANCE

Transportation Demand Management

Practice and Performance Review

Prepared for

Revision 2.0 | April 20, 2017

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Transportation Demand Management: Practice and Performance – Final Report

Table of Contents Development of TDM Strategies ...... 1 TDM Strategy Review ...... 3 Alternate Work Programs ...... 3 Carpool and Alternate Mode Incentives ...... 4 Managed and Pricing ...... 6 Traveler Information Systems ...... 7 Active Management, Integrated Corridor Management and Managed Motorways ...... 8 Parking Management ...... 11 Integrated and Optimized TDM Approaches ...... 12 TDM and the Planning Process ...... 14 Charlotte-Area Regional TDM Strategies ...... 15 TDM Program Description ...... 16 Goals and Objectives ...... 16 Component Strategies ...... 17 Performance Metrics ...... 18 Planning ...... 18 Performance Measurement of TDM Strategies ...... 20 Input Measures ...... 21 Output Measures ...... 21 Outcome Measures ...... 22 Effectiveness ...... 22 Enhancing Performance Through Cost Effectiveness ...... 22 Transportation Policy ...... 22 Initial Performance Measures ...... 24 Inputs ...... 24 Outputs ...... 24 Outcomes ...... 25 Conclusions ...... 26 Case Studies in TDM...... 27 MPO–Initiated, Integrated TDM Initiative and Plans ...... 27 Arlington County Commuter Services (ACCS) – Arlington, VA ...... 27 Denver Regional Council of Governments (DRCOG) – Denver, CO ...... 27

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Table of Figures

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Development of TDM Strategies What is Transportation Demand capacity expansion in the 1950’s in Management?

“ was a “supply” oriented approach largely looking towards “demand” oriented ”

in the 1970’s, they focused on reducing congestion during

Reference Sourcebook for Reducing Greenhouse Gas Emissions from Transportation Sources

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 Congestion Reduction/ System Reliability / System Efficiency –  Air Pollution / Air Quality –  Economic Development and Land Use –  Livability and Accessibility –

System Benefits User Benefits Greater person throughput Better utilization of available system capacity Optimizes transit investments Preserves options for corridors Cost recovery from user contributions Reduction in crashes

Developing a Regional Approach to Transportation Demand Management and NonMotorized Transportation: Best Practices Case Studies.

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TDM Strategy Review

 Alternate Work Programs  Carpooling and Alternate Mode Incentives  Managed Lanes and Pricing  Traveler Information Systems  Active Traffic Management, Integrated Corridor Management, and Managed Motorways  Parking Management  Other Approaches Alternate Work Programs

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 Telecommuting –

 Compressed Work Week –

 Flexible Work Hours – Carpool and Alternate Mode Incentives

 Carpools –

 Vanpools and Shuttle Services–

Transportation Demand Management: State of the Practice

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 Pass Programs – subsidize their employee’s use of Case Study In Centennial, CO a Free Program Provides On-Demand Ridesharing  Rideshare and Ride Matching – occupancy vehicle (HOV) lanes. This practice was known as “slugging.” Now, users

 Guaranteed Ride Home –

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Managed Lanes and Pricing

Case Study for the ’s users. Eli I-95 HOT Express Lanes in ,

Between Public and Private Mobility: Examining the Rise of Technology- Enabled Transportation Services.

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Traveler Information Systems

for the integration of crowd sourced Waze data in the state’s various transportation information systems. Waze’s data provides context to the state’s traditional ITS systems.

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Active Traffic Management, Integrated Corridor Management and Managed Motorways

 Dynamic lane use/ control:

 Dynamic lane reversal / reversal:

 Dynamic speed limits/Speed Harmonization:

 Dynamic Merge Control

 Queue warning:

 Signal Priority:

 Adaptive ramp metering:

Federal Administration. “ATDM Program Brief: Active Traffic Management.”

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Transportation Demand Management: Practice and Performance – Final eort

 Dynamic rerouting:

 Dynamic junction control:

 Adaptive traffic signal control:

Location ATM Strategy

Mobile County, AL / Flagstaff, AZ / Portland, ME / Truckee River, NV / Pittsburgh, PA / Knoxville, TN / Cheyenne, WY

Los Angeles, CA / Minneapolis, MN / Portland, OR / , TX

Seattle, WA

Northern

Los Angeles, CA

Chicago, IL

St. Louis, MO / Staley’s Junction, OR

Manhattan, NY

Source: Federal Highway Administration, ATDM Program Brief: Active Traffic Management

eral Highway Administration. “ATDM Program Brief: Active Traffic Management.”

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 nstitutional nteation – Case Study nteate oio Manaeent M  Oeational nteation –

 ecnical nteation –

FHWA, “ ,”

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Transportation Demand Management: Practice and Performance – F

Parking Management which can reduce access to local businesses and residences. It can also lead to the “circling” of cars in

 aiale / ynaic ain icin – Case Study Spark an ain noation Systes park

 nunlin ain osts –

 ain aes –

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 ain asout –

 ain Maius –

 aanRie Lots –

Integrated and Optimized TDM Approaches

there are three primary “philosophies” associated with TDM, and that each one manages a different

Figure 1

US Department of Transportation, Federal Highway Administration. “Integrating Demand Management into the Transportation Planning Process: A Desk Reference.” F

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Transportation Demand Management: Practice and Performance – Final Report

Influences demand prior to trip initiation Influences demand after trip initiation Influences demand after route selection

Figure 1: Evolution of the TDM Concept

Case Study nteate M Oeins o linton ounty oute Seices

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TDM and the Planning Process

Case Study M lannin at ene Reional ouncil o oenents RO into the planning process means “consideration into specific plans and conducting performance evaluations.”

 Stateie lannin –

US Department of Transportation, Federal Highway Administration. “Integrating Demand Reference.” FHWA

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Transportation Demand Management: Practice and Performance – Final Report

 Metoolitan lannin –

 oio lannin –

 Local lannin –

TDM planning at the MPO level has many advantages, as an MPO’s regional

a process of moving from “AdHoc” TDM planning to more “Defined” TDM initiatives, and ultimately to an “Optimized” state in which managing transportation demand is an embedded

Charlotte-Area Regional TDM Strategies

Institute’s 2015 Annual Urban Mobility Scorecard noted that Charlotte’s travel time index remained percent longer in 2010 as well as in 2014. Charlotte’s travel time index placed it 25

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TDM Program Description formed to “create a framework for guiding and investing” in the Charlotte region’s growth, an overall objective being to coordi “Alternative Growth Scenarios” were developed based on the results of community workshops and achieving the region’s preferred development vision is TDM.

 alotte ea ansit Syste S –  alotte Reional ansotation lannin Oaniation RO on’s transportation plans and  entalina ouncil o oenents O – CCOG’s Planning Department work collaboratively with regional, state and national partners in Goals and Objectives planning documents from the region’s assorted transportation agencies do yield insigh

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Transportation Demand Management: Practice and Performance – inal eport

The overall mission of CRTPO is “to plan for transportation options that ensure mobility, respect the natural and built environment, and strengthen the economic prosperity of CRTPO’s planning area.” In support of this mission, the agency’s 2040 Metropolitan Transportation Plan is supported by a number of goals and objectives, many of which imply a future role for TDM in the region. The most TDM specific goal found in the MTP is to “encourage walking, bicycling and transit options, integrated with motor vehicle transportation, by providing a transportation system that serves the public with mobility choices.” The objective associated with this goal is to “encourage programs and incentives that promote ridesharing (or eliminate barriers to ridesharing).”

A review of the City of Charlotte’s Transportation Action Plan (TAP) did not yield any references to TDM strategies as specific approaches for meeting the city’s transportation goals and objectives. However, the TAP does include several goals that could be met through various TDM approaches, including

 “Increase the percent of residents living in Activity Centers and Growth Corridors who walk, bicycle, or take transit to work to 20 percent by 2040, and to 10 percent citywide.”  “Continue to coordinate with regional partners to develop and implement strategies to reduce per capita VMT.”  “Develop plans that include transportation, VMT, economic and air uality impacts, and consider VMT and vehicle trip reduction targets.”  “Assist in the implementation of regional planning initiatives like the Centralina Council of Governments’ “Connect Our Future”, Regional Growth Framework and Mecklenburg County’s Livable Communities Plan that support the TAP.”  “Work with transportation partners to implement the recommendations of the regional Managed Lanes tudy and create a regional network of highoccupancy toll (HOT) lanes andor highoccupancy vehicle (HOV) lanes.” Component Strategies  aool Rieatcin. CAT provides a carpool ridematching system. sers can signup online and receive a computeried list of potential carpool partners. sers can also call a CAT service to receive aid in locatingarranging carpools.  anoolin. CAT offers a vanpooling program with a fleet of passenger minivans and 1 passenger vans. Those interested in joining a vanpool can review eisting vanpools and signup on the CAT vanpool website.  loye ansotation ooination. This CAT managed program works with area employers to designate a people within employersorganiations to serve as a liaison and coordinate transit benefit activities between CAT and their fellow employees. mployees of organiations participating in the TC program receive a 10 discount on transit passes and are eligible for a preta deduction on transit and vanpool passes.  O Lanes. HOV lanes, such as on I, can be used by vehicles with two or more passengers that includes carpools, vanpools, and transit vehicles. Motorcycles are also allowed to use the lanes. HOV lanes work to achieve TDM goals by providing an incentive to carpool as users of HOV eligible vehicles can benefit from travel times savings relative to driving in potentially congested general purpose lanes.  alotte ie Sae. The Cycle program was North Carolina’s first bikeshare system and became operational in 2012. It features 20stations with 200bicycle system and accommodated

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Transportation Demand Management: Practice and Performance – Final Report

Performance Metrics

   

eoance Measue einition ata Souce M Oectie – –

Planning

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PO’s 2040 Metropolitan Transportation Plan (MTP) establishes four broad categories of strategies

   

system. The initiative’s website notes that “r consideration in a region such as the CONNECT region’s, in which 51% of commuters cross a county line ” This implies that TDM benefits for the Charlotte are

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Performance Measurement of TDM Strategies

ational Reie o M eoance Measues

  

  

  

Development of Standard Performance Measures for Transportation Demand Management Programs

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Figure 2: National TDM Performance Measures Review (15).

nuts Oututs Outcoes ectieness

Input Measures

particular per event Output Measures

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Outcome Measures

Effectiveness

Enhancing Performance Through Cost Effectiveness – often know as a “build” and “nobuild” “encouraged” and “not encouraged”, instead of build and non

Transportation Policy 2040 Metropolitan Transportation Plan MTP’s CMP objectives to mitigate congestion on the region’s roadway system and enhance its

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   

                             

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Initial Performance Measures

    

Inputs

         Outputs

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Outcomes Person Throughput ’s or area’s infrastructure

 

Transit Mode Split

 

Peak Period Vehicle Traffic Volumes

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 

Travel Time Reliability

 

Conclusions

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Case Studies in TDM

    

MPO–Initiated, Integrated TDM Initiative and Plans Arlington County Commuter Services (ACCS) – Arlington, VA

   

Denver Regional Council of Governments (DRCOG) – Denver, CO

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Moving Washington

WSDOT’s Moving Washington

  

nd community groups. Because of WSDOT’s long

WSDOT also provides capital assistance for the state’s transit agencies that operate vanpool programs, – local paratransit service (“CallRide”) cost $2.60 each way for the passenger but more than $20 each

– Highlights:

 

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 — — 

park role in commuters’ decision making regarding process. Too much free parking c (often priced inexpensively) exacerbates congestion by creating an incentive for drivers to “circle the block” looking for availabl

park

park that the program has been effective at reducing “cruising” for which was supported by the Department of Transportation’s Urban Partnership Program, was park

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