I-66 Multimodal Study Final Report - Virginia Department of ...

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Mobility OptionsAs travelers make use of the improved bus service, the non-SOV commuter mode shareincreases;Transit person throughput in Option G is the highest among the mobility options due primarilyto increased throughput on buses; andThe person throughput in automobiles decreases at all study area cutlines, as shown inFigure 2.19.Figure 2.19 Person Throughput at Clarendon Cutline – Option GOther observations about this mobility option are noted below.The market research indicates that travelers are more sensitive to time savings than cost, soimproved services will have a greater impact than lowering fares; andPark-and-ride lots at the western end of the corridor might be considered as part of thisoption in order to attract higher levels of ridership.Option H – Transportation Demand ManagementThis option includes the implementation of a range of targeted enhanced TDM strategiesdesigned to decrease SOV travel in the corridor. The specific strategies are drawn from the I-66Transit/TDM Study and include:Enhanced Corridor Marketing;Vanpool Driver Incentive;I-66 Corridor Specific Startup Carpool Incentives;2-32 I-66 Multimodal Study
Mobility OptionsRideshare Program Operational Support;Carsharing at Priority Bus Activity Nodes;Enhanced Virginia Vanpool Insurance Pool andEnhanced Telework!VA.Based on a review of the likely effects of enhanced TDM programs and the focus of the regionaltravel demand forecasting model, it was determined that these strategies should be analyzedusing off-model techniques. More details about program specifics and the analysis can befound in the TDM portion of Section 3.2.Key FindingsA range of improved TDM strategies and programs, including marketing and outreach,vanpool programs, and financial incentives will be able to attract some new commuters toalternative modes, decreasing the SOV mode share for work trips. The success of this option isdependent on the level of investment, as detailed in Section 3.2.Option I – Bicycle/Pedestrian System EnhancementsThis mobility option includes the implementation of a range of bicycle and pedestrianimprovements of varying scales. These elements will add new connections (on- and off-road)to address gaps in the nonmotorized network in the study area. It also improves bicycle/pedestrian access to transit (bus and rail), expands bicycle parking at transit stations, andexpands the bikesharing program. Because the TPB regional travel demand forecasting modelis not sensitive to changes in the physical bicycle and pedestrian networks, this mobility wasevaluated using off-model techniques. More detail about the analysis and the proposedimprovements included as part of this mobility option can be found in Section 3.2.Key FindingsThis option includes many improvements to the pedestrian and bicycle systems designed tomake nonmotorized travel in the study area easier and more appealing. The improvements areespecially focused on improving access to Metrorail stations and encouraging more transit use.2.4 Mobility Option Summary FindingsTable 2.3 provides the detailed MOE results for each of the nine mobility options that were testedusing the regional travel demand forecasting model. The results of each option can be comparedto the results of using the CLRP+ network with the abbreviated process outlined in Section 2.2.This Baseline scenario is shown in the tables below. As previously noted, the mode choice resultsof the mobility options and the CLRP+ Baseline shown in Table 2.3 should be viewed with theunderstanding that non-congested road speeds were used as inputs to the mode choice model.Additionally, without the speed feedback to trip distribution, the results shown do not reflectany changes in travel patterns which might result from the proposed options.I-66 Multimodal Study 2-33
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Table of ContentsTable of Contents(
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Page 14 and 15: AcknowledgementsThis page intention
Page 16 and 17: Executive Summarymobility options a
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Page 24 and 25: Introduction(HOV) policies, high-oc
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Page 38 and 39: Mobility OptionsTable 2.2 Mobility
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Page 42 and 43: Mobility OptionsFigure 2.3Cutline L
Page 44 and 45: Mobility OptionsFigure 2.4Peak-Hour
Page 46 and 47: Mobility OptionsTotal VMT in the st
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Page 52 and 53: Mobility OptionsMode share shows no
Page 54 and 55: Mobility OptionsFigure 2.15 Morning
Page 56 and 57: Mobility OptionsKey FindingsThis op
Page 58 and 59: Mobility OptionsFigure 2.17 Interli
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Page 68 and 69: Multimodal PackagesReducing the pro
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Page 72 and 73: Multimodal PackagesFigure 3.1Travel
Page 74 and 75: Multimodal PackagesTransit Accessib
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Page 80 and 81: Multimodal PackagesMeasures of Effe
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Multimodal PackagesFigure 3.31 Pack
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Multimodal Packagesminute limit was
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Multimodal PackagesTable 3.12Packag
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Multimodal PackagesMultimodal Trave
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Multimodal Packagesemerging focus a
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Multimodal PackagesDynamic Merge (J
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Multimodal PackagesImproved network
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Multimodal PackagesMarketing and Ou
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Multimodal Packagesround trip usage
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Multimodal PackagesTable 3.16 Annua
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Multimodal PackagesTable 3.19 TDM 2
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Multimodal PackagesTable 3.20 Map K
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Multimodal PackagesTable 3.20 Map K
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Multimodal PackagesFigure 3.43 Bicy
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Multimodal PackagesFigure 3.44 2040
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Multimodal PackagesPrioritization o
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Multimodal PackagesTable 3.21 2040
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Multimodal PackagesCost EstimatesPl
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Multimodal PackagesProject lengths
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Multimodal PackagesTable 3.24Priori
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Multimodal PackagesFigure 3.46 Map
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Multimodal PackagesTable 3.25 Bicyc
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Multimodal PackagesTable 3.26Measur
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Multimodal PackagesTable 3.26Measur
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Multimodal Packagessensitivity test
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Multimodal PackagesTable 3.27 Sensi
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Recommendationswill be prudent to p
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Recommendationscapacity expansion w
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Recommendations(ROW) acquisition, w
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Recommendationsachieve the objectiv
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Recommendationsto improve mobility
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RecommendationsTable 4.1 Multimodal
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RecommendationsFigure 4.1 Map of Bi
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RecommendationsTable 4.3 Bicycle Pr
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Recommendationsand TDM. ICM brings
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Potential Funding ApproachesFigure
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Potential Funding ApproachesTable 5
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Potential Funding Approacheslong-te
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