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HomeMy WebLinkAboutAgenda - 09-16-2008 - 6eORANGE COUNTY BOARD OF COMMISSIONERS ACTION AGENDA ITEM ABSTRACT Meeting Date: September 16, 2008 Action Agenda Item No. 6-- SUBJECT: Resolution Submitting Comments Regarding Alternatives for the Durham- Chapel Hill-Carrboro Metropolitan Planning Organization's 2035 Long Range Transportation Plan DEPARTMENT: Planning and Inspections PUBLIC HEARING: (Y/N) No ATTACHMENT(S): INFORMATION CONTACT: 1. Resolution Karen Lincoln, 245-2594 2. OUTBoard Comments Craig Benedict, 245-2592 3. 2035 LRTP Alternatives Analysis Report (Under Separate Cover) PURPOSE: To consider a resolution submitting comments to the Durham-Chapel Hill- Carrboro (DCHC) Metropolitan Planning Organization (MPO) Transportation Advisory Committee JAC) regarding analyses of alternative transportation systems proposed for the Long Range Transportation Plan (LRTP). BACKGROUND: , Every four years, the DCHC MPO updates the LRTP. The 2035 LRTP will list the highway, transit, bicycle and other transportation projects and services to be implemented between 2008 through the year 2035 to best meet the expected transportation demand in the region. The LRTP is fiscally constrained, and includes revenue sources to pay for the projects and services. Transportation projects and services must be in the LRTP in order to receive state and federal funding. Alternatives The alternative transportation systems are used to develop the projects and services for the final 2035 LRTP. The alternative. systems each emphasize a specific type of transportation facility, such as highways or bus transit, to see how those projects will meet future travel demands. Each alternative is a combination of one of the five transportation systems shown in the table Summary of Transportation Systems (Alternatives) in Attachment 1, page 1-5 and one of the five land use scenarios shown on the table 2035 LRTP and CTP Land Use Scenarios on page 5-2. Alternatives are shown in the table Combinations of Transportation Systems and Land Use Scenarios on page 1-4; maps of the transportation systems for each Alternative are on pages 4-6 through 4-17. All transportation improvements are contained in tables of highway projects (pages 4-19 through 4-24) and transit projects (pages 4-25 through 4-34) that denote which Alternatives include those projects. 2 Performance Measures Performance Measures compare performance of the Alternatives to a set of target values for each measure. A travel demand model provides statistics and maps for each alternative system that show the level of congestion, travel mode (e.g., automobile, bus, walk), average travel times, etc. These performance measures (tables for each Alternative are on pages 2-3 through 2-8) and congestion maps (pages 2-23 through 2-37) provide a general indicator of each transportation system from a variety of perspectives such as mobility, travel time, congestion, mode choice, air quality, financial, and environmental justice (i.e., perspective of minority and low-income pop I ulations). The measures are not specific to a particular travel corridor but instead cover the entire transportation system, and therefore are useful for comparing the efficiency and effectiveness of the different alternative transportation systems. Evaluation Measures Evaluation Measures compare the performance of each Alternative to a network of existing and committed (E+C) highway and transit facilities and the 2035 socioeconomic data. The E+C network serves as a benchmark for comparing how w much evaluation measures improve with investment in the different Alternatives. Evaluation Measures for each Alternative are given on pages 2-9 through 2-10. Orange Unified Transportation Board Recommended Comments The Orange Unified Transportation Board (OUTBoard) received a presentation on the 2035 LRTP Alternatives Analysis at its meeting on August 27, 2008 and recommended the comments listed in Attachment 2. Next Steps The DCHC MPO Transportation Advisory Committee (TAC) will use the comments to direct development of a Preferred Option — the draft 2035 LRTP. Orange County needs to submit its comments so that they can be addressed as part of the Preferred Option, which the TAC will release for public comment at its October 8, 2008 meeting. The MPO will conduct workshops and a hearing for the Preferred Option. The TAC will approve a draft 2035 LRTP at its December 10, 2008 meeting, which will be used to ascertain if the Plan meets air quality conformity regulations. FINANCIAL IMPACT: There is no direct financial impact associated with this item, although implementation of many of the alternatives will require new local and state funding. RECOMMENDATION(S): The Manager recommends that the Board: 1. Receive the information and OUTBoard comments, and 2. Approve the resolution submitting those comments to the DCHC MPO TAC. Attachment 1 3 ORANGE COUNTY BOARD OF COUNTY COMMISSIONERS A RESOLUTION TO PROVIDE COMMENTS TO THE DURHAM - CHAPEL HILL - CARRBORO METROPOLITAN PLANNING ORGANIZATION TRANSPORTATION ADVISORY COMMITTEE REGARDING ALTERNATIVES FOR DEVELOPING THE 2035 LONG -RANGE TRANSPORTATION PLAN WHEREAS, Orange County has participated in regional transportation planning as a member of the Durham - Chapel Hill - Carrboro (DCHC) Metropolitan Planning Organization (MPO); and WHEREAS, the Durham - Chapel Hill - Carrboro Transportation Advisory Committee is preparing a Long -Range Transportation Plan, and has released the Alternatives Analysis of the DCHC 2035 Long -Range Transportation Plan (LRTP) for public comment; and WHEREAS, Orange County seeks ample opportunities to review and comment on regional transportation plans and policies; and WHEREAS, the Orange Unified Transportation Board has submitted comments regarding the Alternatives Analysis for the 2035 LRTP; NOW, THEREFORE, BE IT RESOLVED by the Orange County Board of Commissioners that the Board of Commissioners recommends to the Transportation Advisory Committee that the 2035 Durham - Chapel Hill - Carrboro Metropolitan Planning Organization Long -Range Transportation Plan include the following: Rail transportation including commuter rail service between Burlington and Raleigh that would serve Orange County; Enhanced local bus and express bus service with shorter delays; More investment in roadway "hotspots" /intersection improvements instead of overall roadway widening; and Off -road pedestrian and bicycle facilities as well as roadway improvements for bicycle and pedestrian facilities. Integration with land use planning that channels development into high density mixed use development along transit corridors. Focusing transportation improvements in designated .Economic Development Zones; and Park and ride lots as a congestion relief alternative. BE IT FURTHER RESOLVED, that Orange County submits the following comments regarding the Regional Transit Vision Plan: The rail vision plan should consider other possible existing rail corridors in the region as possible elements for expansion and to enhance the viability of the rail vision plan. The commuter rail service is not shown on maps depicting the Special Transit Advisory Commission's recommended rail vision plan, although the STAC report recognizes the need for coordination with other plans and initiatives for transportation options that might be extended to commuters from regions coming into the region along the North Carolina Railroad corridor. The Fixed Guideway Option includes all the STAC recommendations and the project tables in Section 4 list this commuter rail project as a STAC recommendation. The rail vision plan should include direct rail service to the Raleigh- Durham International. FAI Upon motion of Commissioner seconded by Commissioner - -, the foregoing resolution was adopted this the day of _, 2008. 1, Donna Baker, Clerk to the Board of Commissioners for the County of Orange, North Carolina, DO HEREBY CERTIFY that the foregoing is a true copy of so much of the proceedings of said Board at a meeting held on September 16, 2008, as relates in any way to the adoption of the foregoing and that said proceedings are recorded in the minutes of said Board. WITNESS my hand and the seal of said County, this _ day of 2008 Clerk to the Board of Commissioners OUTBoard Comments Attachment 2 5 Regarding the DCHC MPO 2035 Long Range Land Use Plan Alternatives Analysis Orange ' Unified Transportation Board PO Box 8181 Hillsborough, NC 27278 Memorandum Date: August 28, 2008 To: orange County Board of County Commissioners From: Sam Lasris, Chair Orange Unified Transportation Board Subject. Comments Regarding the Durham-Chapel Hill-Carrboro Metropolitan Planning Organization 2035 Long Range Land Use Plan Alternatives Analysis The Orange Unified Transportation Board (OUTBoard) met Wednesday, August 27, 2008, to receive a presentation from the Lead Planning Agency of Durham-Chapel Hill- Carrboro Metropolitan Planning Organization regarding the Alternatives Analysis for the DCHC 2035 Long Range Transportation Plan, and endorsed the following comments regarding the Alternatives Analysis. The OUTBoard recommends transportation options that include: • Rail transportation including commuter rail service between Burlington and Raleigh that would serve Orange County; • Enhanced local bus and express bus service with shorter delays; • More investment in roadway "hotspots"/intersection improvements instead of overall roadway widening; Off-road pedestrian and bicycle facilities as well as roadway improvements for bicycle and pedestrian facilities; • Integration with land use planning that channels development into high density mixed use development along transit corridors; Development • Focusing transportation improvements in designated Economic Zones; and alternative. • Park and ride lots as a congestion relief The following comments refer to the Regional Transit Vision Plan: The rail vision plan should consider other possible existing rail corridors in the region as possible elements for expansion and to enhance the viability of the rail vision plan. OUTBoard Comments Regarding the DCHC MPO 2035 Long Range Land Use Plan Alternatives Analysis The commuter rail service is not shown on maps depicting the Special Transit Advisory Commission's recommended rail vision plan, although the STAC report recognizes the need for coordination with other plans and initiatives for transportation options that might be extended to commuters from regions coming into the region along the North Carolina Railroad corridor. The Fixed Guideway Option includes all the STAC recommendations and the project tables in Section 4 list it as a STAC recommendation. • The rail vision plan should include direct rail service to the Raleigh-Durham International. R Ma Durham- Chapel Hill- Carrboro Metropolitan Planning Organization Member Governments: Town of Carrboro Town of Chapel Hill County of Chatham City of Durham County of Durham Town of Hillsborough N.C. Department of Transportation County of Orange 2035 Long Range Transportation Plan Alternatives Analysis Report August 13, 11 Direct Questions and Comments to: Andy Henry City of Durham -- Transportation Division 101 City Hall Plaza Durham, NC 27701 (919) 560 -4366 andrew.heM@durhamnc.gov v�.dchcmpo.or2 [This page left blank intentionally] Table of Contents Section Page 1. Introduction a. What is 2035 LRTP? 1 -1 b. What is CTP? 1 -1 c. What are Alternatives? 1 -1 d. How Can Citizens Participate? 1-2 e. What is the Next Step in 2035 LRTP Process 1 -3 f. Development of Alternatives? 1 -3 g. Summary Description of Alternatives 1 -3 2. Alternatives — Model Data a. Performance Measures i. Purpose of Performance Measures 2 -1 ii. Performance Measures Tables 2 -3 b. Evaluation Measures i. Purpose of Evaluation Measures 2 -9 ii. Evaluation Measures Tables ` 2 -10 c. Congestion Maps (V /C) i. Use of Congestion Maps 2 -23 ii. Congestion Maps of Alternatives 2 -25 3. Financial Information a. Preliminary Costs and Revenues 3 -1 b. Local Options Revenue Estimates 3 -3 4. Alternatives — Detailed Description a. Purpose of Alternatives 4 -1 b. Development of Alternatives 4 -1 c. Description of Alternatives 4-2 d. Summary Charts of Alternatives 4 -3 e. Alternatives Maps 4 -5 f. Alternative Project Tables 4 -19 5. Land Use Scenarios a. Land Use Scenarios Proposed 5 -1 b. Summary Chart of Land Use Scenarios 5 -2 c. Scenario Review 5 -3 d. Scenario Maps 5-7 e. Policy Directions for Land Use Scenarios 5 -21 [This page left blank intentionally] I - Introduction 2035 LRTP and CTP Alternatives -- Introduction What is the 2035 LRTP? The 2035 Long -Range Transportation Plan (LRTP) is the guide for major transportation investments in the Durham- Chapel Hill- Carrboro Metropolitan Planning Organization (DCHC -MPO) area. The DCHC -MPO area covers the entire Durham County and the urbanized portions of Orange and Chatham Counties. The 2035 LRTP recommends major transportation projects, policies and strategies designed to maintain existing transportation systems and serve the region's future travel needs. The 2035 LRTP is also designed to support land use and air quality goals for the urban area, and must be prepared in accordance with Federal transportation and environmental requirements. Projects must be in the 2035 LRTP in order to receive state and federal transportation funding through the North Carolina Transportation Improvement Program (TIP). What is the CTP? North Carolina General Statute 136 -66.2 requires each municipality or Metropolitan Planning Organization (MPO), with the cooperation of the NCDOT, to develop a Comprehensive Transportation Plan (CTP) serving present and anticipated travel demand in and around the MPO: The CTP is a series of 5 sheets that include: Adoption Sheet, Highway Map, Public Transportation and Rail Map, Bicycle Map, and Pedestrian Map. These sheets show current and future transportation facilities. The principal differences between the LRTP and CTP include: • LRTP lists only proposed highway improvements and transit services, whereas the CTP maps out both the current and proposed projects; • LRTP must be fiscally- constrained, i.e., the anticipated revenues must cover the anticipated costs, but the CTP has no fiscal element. The development process for these two documents, which includes the use of a travel demand model and extensive public involvement, are very similar. As a result, the DCHC MPO will complete the development process for both documents at the same time. What are Alternatives? The DCHC MPO plans to develop and evaluate several Alternatives in the process to create the 2035 Long Range Transportation Plan. Each Alternative will be a combination of a Transportation System, which includes a set of highway, transit and other transportation improvements, and a Land Use Scenario that distributes the forecasted iff 1 - Introduction population and employment for the year 2035. These Alternatives will be run in the Triangle Regional Model (TRM) to produce a set of transportation performance measures that describe how the transportation system will handle the travel demand generated by a particular population and employment distribution in the year 2035. These performance measures, such as the level of roadway congestion, average travel time, and transit ridership, will be used to evaluate and compare the various Alternatives. It should be noted that it is very unlikely that one of the Alternatives in its entirety would be advanced as the Preferred Option. These Alternatives have been designed to emphasize a particular mode in meeting the future travel demands so that the public and technical staff can understand how well the designated mode works. How can Citizens Participate? There are many opportunities for citizens to review and comment on the Alternatives and Preferred Option at a series of public workshops and public hearings that will take place from August through December 2009. The public involvement calendar for the Alternatives is displayed below. The DCHC MPO Website will continue to post a detailed list of these public involvement opportunities in the 2035 LRTP section of the Website — www.dchcmpo.orl;. For more information, citizens can also contact Andy Henry, (919) 560 -4366, andrew.hgM@durhamnc.gov. @durhamnc.gov. Alternatives Analysis — Public Involvement Calendar *One workshop will be focused for environmental justice organizaiivns 1 -2 I - Introduction Note: Check DCHC APO Web site for any meeting date and time updates — www.dchcmpo.or What is the Next Step in the 2035 LRTP Process? In the next major step in the 2035 LRTP development process, the public, elected officials and technical staff will use the evaluation and comparison of the Alternatives to create a single Alternative that best meets the MPO's Goals and Objectives and the fiscal constraint requirements. These requirements demand that the project costs do not exceed the expected funding revenues. This final Alternative is called the Preferred Option, and it will also go through an extensive public review process similar to that of the Alternatives. Development of Alternatives The table on page 4 shows the combinations of Transportation Systems and Land Use Scenarios that will be modeled for the 2035 LRTP development process. Each of these Transportation Systems will be combined with one, or more, Land Use Scenarios to create an Alternative. • The first two Transportation Systems ( #I and #2), the 2030 LRTP and Comprehensive Transportation Plan, will be used as benchmarks to compare with the 2035 LRTP Alternatives, and therefore will not form Alternatives. • The next five Transportation Systems ( #3 through #7), are Alternatives for the 2035 LRTP. There is a unique set of Socioeconomic Data (SE Data) for each Land Use Scenario. The Baseline Land Use Scenario, for example, is the SE Data approved by the Transportation Advisory Committee (TAC) for use in developing the 2035 LRTP and is based on the current land use plans and policies of the local jurisdictions in the DCHC MPO's planning area. The other Land Use Scenarios assume certain changes to current land use policies. Summary Description of Transportation Systems Each Transportation System is composed of many highway, transit and other transportation projects. A review of the long list of projects is a difficult task. The table on page 5 provides a summary of the major projects in each of the Transportation Systems to highlight the level and type of investment in the three major modes — highway, bus transit and fixed - guideway. 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The measures are not specific to a particular travel corridor but instead cover the entire transportation system, and therefore are useful for comparing the efficiency and effectiveness of the different transportation Alternatives. Most of the data used for calculating the Performance Measures comes from the Triangle Regional Model, which is a travel demand model that forecasts future travel statistics based on a set of assumptions concerning the highway network, transit service and other transportation facilities. The tables in this section provide the Performance Measures for the fifteen different transportation Alternatives that are being analyzed. Each Alternative is a combination of one of the five transportationsystems , including: • Comprehensive Transportation Plan; • Intensive Highway; • Intensive Fixed Guideway; • Intensive Bus Transit; and, • Moderate Multimodal, And, one of the five Land Use Scenarios, including: • Baseline; • Constrained; • Buildout; • Travel Corridors; and, • Transit Node. (Note: For additional information on the development of the Alternatives, see Section 4, "Alternatives — Detailed Description" in this report.) Performance Measures Tables For comparison purposes, the Performance Measure tables are organized by transportation system type, plus the first table compares all the Alternatives that use the Baseline Land Use Scenario. The order of the tables on the following pages is: 2 -1 Section 2 - Alternatives - Model Data - Performance Measures 1. Alternatives using Baseline SE Data 2. Comprehensive Transportation Plan (CTP) Alternatives 3. Intensive Highway Alternatives 4. 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A C; '1 06 C, OHIO 1.01 mg 's ,4 in IZ i t- in t- tn mp ; gg U tn k�g > k f 1-0 4. 0 to 6s o �V .0 0 m kn U "a Mom H-c 0. > 15, 14 — 101 �-, 'r, � 1-b ou b cn 0. 4 t3 co 'N �01 ct o 0 4. bD co Cd RE = 0 o 2 0 'o cd u 0 0 Cd -;J U C6 0. o 0 0 CL 4. 0 o 0 w En ?,011, q C', -0 "c' 0 0 0 0 0 0 4� 4� > 0 cd w i Et, "t3 0 0 o 0 (wz lal W En Z Z P-4 low 3 al P., P4 P., P, U z 0 P. P., 'I cl Cf) rn m en C, C, C, "N' 7FETnI co N Section 2 - Alternatives - Model Data - Evaluation Measures 2035 LRTP and CTP Alternatives — Evaluation Measures Purpose of Evaluation Measures Evaluation Measures are very similar to Performance Measures. Evaluation Measures indicate the general performance of a transportation system and therefore are useful for comparing the efficiency and effectiveness of the different transportation Alternatives. All of the data used for calculating the Evaluation Measures comes from the Triangle Regional Model. The Evaluation Measures provides a more detailed set of statistics than the Performance Measures. The tables in this section are presented in the same order as the Performance Measures in the preceding pages. The only significant difference in the format will be: • The Performance Measures compares the Alternatives' values to a set of Targets, while the Evaluation Measures compares the Alternatives' values to the E +C values. The E +C is composed of a transportation network of the existing and committed highway and transit facilities, and the 2035 socioeconomic data (i.e., population and employment in the year 2035). Thus, the E +C serves as a benchmark for comparing how much the evaluation measures improve with the transportation investments in the different Alternatives. • The Evaluation Measures table has columns are in the right -hand side that calculate the difference between the E +C and Alternatives values. 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On the other hand, the Congestion Maps show the forecasted level of service on specific road segments and corridors based on the afternoon peak hour. These maps are sometimes called "V /C" maps (V over C maps) because the level of service, or existence of congestion, is derived by dividing the traffic volume by the traffic capacity of the road segment. For example, a volume of 9,000 vehicles on a road that is capable of carrying 10,000 vehicles will produce a V/C of 0.9. A V/C of 1.0 is equal to a Level of Service (LOS) of "E", which can be described as: Limit of acceptable delay, unstable flow, poor signal progression, traffic near roadway capacity, frequent cycle failures. Although the term traffic congestion is subjective in that it means different levels of delay to different people, it can be said that any road segment approaching a WC of 1.0, which is indicated on the maps with a yellow color, experiences some delays. A V/C greater than 1.0, which is indicated on the maps by the purple color, means frequent delays for the motorist, and a WC greater than 1. 1, which is indicated by the red color on the maps, translates into unacceptable travel delays. The Triangle Regional Model (the travel demand model for the Triangle Region) uses travel behavior data for the Triangle Region, future transportation system networks, and. future population and employment data, to forecast the volume and capacity values needed to produce these maps. The forecasts are for the year 2035. Each Congestion Map represents one of the Alternatives, which are comprised of a specific transportation system (Intensive Highway, Fixed Guideway, etc.) and Socioeconomic Data (Baseline, Buildout, etc.). Review and comparison of the Congestion Maps for the various Alternatives will show how well a particular Alternative addresses travel demand on the key roadway segments and corridors in the MPO planning area. Of particular importance is the comparison of any one Alternative with the E +C may (Existing plus Committed), which can be considered a benchmark. The E +C map uses a transportation network with the current roadways and transit services plus any others that have been committed to being implemented, and the Socioeconomic Data (i.e., population and employment) for the year 2035. This map shows the level of service to be experienced if no additional roadways improvements or transit services are implemented, and thus helps to answer the question, "When we make our next transportation investment decision, where do we need to focus our investment ?" Furthermore, by Section 2 - Aftematives - Model Data - Congestion Maps comparing the E +C Congestion Map with the other Alternatives, you can see how well the transportation investments in that Alternative address the congestion in the E +C. Congestion Maps for Alternatives On the following pages, the Congestion Maps are presented in the order shown on the table below. 2 -24 Alternative: ID ; Trans portation System : Land Use Scenario N/A ; Existing Plus Committed ; Baseline 2 A ;Com rehensive Transportation Plan ;Baseline 2 -13 ; Comprehensive Transportation Plan ; Buildout 3 —A ; Intensive ffighway Highway Baseline 3-13 : Intensive 11ighway Highway Constrained 3 -C Intensive 0g4way Highway Travel Corridor 4 -A Intensive Fixed Guideway Baseline 4 -13 Intensive Fixed Guideway Travel Corridor 4 -C ; Intensive Fixed Guideway ; Transit Node 5 -A ; Intensive Bus Transit ; Baseline 5 -13 ; Intensive Bus Transit ; Travel Corridor 5 -C ; Intensive Bus Transit Transit Node 6 -A : Moderate Multimodal Baseline 6 -13 Moderate Multimodal Travel Corridor 6 -C Moderate Multimodal Transit Node 2 -24 section 2 - Aitematives - Model Data - Congestion Maps 2 -25 ® DCHC MPO Boundary _;;;:;: Municipal Boundaries 2035 Afternoon Peak Hour ZO3t' Existing Boundaries County 0 County Boundaries Volume over Capacity Ratio (VoC) Committed Roadway Volume over Capacity Ratio (VoC) plus < 0.00 <= V 0.00 Alternative 7a C < 1.00 0.80 <= VoOC 1.00 <= VOC <1.10 Baseline Land Use Scenario ®1.10 <= VOC an.. This map represents the noo bettvicen Afternoon Peak Hour Volume nwntim projected roadway vol=e and capacity, " _ w/ N ^ committed a existing plus committ DCHC MPO Area 10000 5000 2500 nanassuming - ORB spomtionsystem for the baseline 0 1.5 3 4.5 land use scenario. . August2008 Miles ee..w.,, _ex >mmt.^.a_M^Jd nnin. conneAon Maus 2 -20 ® DCHCWOBoundary Afternoon Peak Hour 2035 A Comprehensive " © ?' Municipal Boundaries County Boundaries Volume over Capacity Ratio (VOC) Roadway Volume over Capacity Ratio (VoC) Plan 00 <0 ® 0.= VoC < 0.80 Alternative 2a Transportation 0.8 <= Vnc < 1.00 -i 1.00 <= Voc < 1.10 Baseline Land Use Scenario �1.10< =Voc Aftemoon Peak Hour Volume N,J„, 17tis map repmsents the ratio between fu�J NIII projected roadway volume and capacity, DCHC MPO Area 10000 5000 2500 N usumingimplementadonofthe 0 1.5 3 4.5 AL •!• comprehensive t=portadon pLm for the baseline land use scenado. Mile$ August 2008 Section 2- Alternatives - Model Data - congestion Mops 2 -27 ® DCHC MPO Boundary 2035 Afternoon Peak Hour Comprehensive Municipal Boundaries County Boundaries Volume over Capacity Ratio (VoC) Roadway Volume over Capacity Ratio (VoC) Plan ®0.00 < = VoC <0.80 Alternative 2b Transportation 6.800 <= VnC < 1.000 1.00 <= VoC < 1.10 Buildout Land Use Scenario ®1.10< =VoC Afternoon Peak Hour Volume p„„� This map represents the ratio between ®® rYPa 0a projected roadway —lume and capacity, °es"' DCHC MPO Area 10000 5000 2500 N assumingimplerommdonofthe 0 1.5 3 4.5 - • tt+ comprehmsive tramportation plan for the buddout land we scenario. Miles August 2008 se mid 9- nnmmntnm_t -Model Oata - Conaestion Moos 2 -28 ® DCHC ADO Boundary Municipal Boundaries 2035 Afternoon Peak Hour Hydrological Boundaries Volume over Capacity Ratio (voC) Highway Intensive © County Boundaries Roadway Volume over Capacity Ratio (VoC) ®0.00 < = Voc <0.80 Alternative 3a 0.80 <= Voc < 1.00 Baseline Land Use Scenario .` 1.00 <= Voc < 1.10 ®1.10 < =Vnc Afternoon Peak Hour Volume This map tcpeesents the ratio between n.rann roadway volume and capacity, DCHC MPO Area N projected ` °""' assuming a highway- intensive 10000 5000 2500 - • �� transportation system Cot the baseline 0 1.5 3 4.5 land use scenario. - August2008 Miles SaWon 2 - Mtematives - Model Data - Congesgon Maps 2 -29 ® DCHC ADO Boundary ........... Municipal 2035 Afternoon Peak Hour al Bounds Hydrological Boundaries Intensive County Volume over Capacity Ratio oe P �' \ • � Highway ay Volume over Roadway Volume over Capadry Ratio (VoC) ® 0.00 <= Voc < 0.80 Alternative 3b 0.80 <= Voc < 1.00 Constrained Land Use Scenario 1.00 <= Voc < 1.10 1.10< =Voc Afternoon Peak Hour Volume fY�J Mni 1Lis ma resents the ratio between p mp DCHC MPO Area �® unw� projected roadway volume and capacity, 10000 5000 5500 - assuming a highway- intensh2 tuponation 0 1.5 3 4.5 system for the constrained land use scenario. August 3808 Mmes 2 -30 ® DCHC MPO Boundary Municipal Boundaries 2035 Afternoon Peak Hour Hydrological Boundaries Highway Intensive ® County Boundaries Volume over Capacity Ratio (VoC) Roadway Volume over Capacity Ratio (VoC) ®0.00 <= VoC <0.80 Altemative 3c 0.80 <= VoC < 1.00 Corridor Land Use Scenario ! ":::1.00 < =voc < 1.10 1.10 <= Voc Afternoon Peak Hour Volume This map repmseats the ratio between DCHC MPO Area '® N u..�... projected roadway volume and capacity, 10000 5000 2500 • F� umming a highway - intensive tnnspottation 0 1.5 3 4.5 sysm for the comdor land use scenado. m August 2008 Miles M Section 2 - Aftematives - Model Date - Congeslion Maps 2-31 DCHC hTO Boundary Municipal Boundaries 2035 Afternoon Peak Hour Hydrological Boundaries Volume over Capacity Ratio (VoC) Fixed Guideway Tall STAC County Boundaries Roadway Volume over Capacity Ratio (VoC) 0.00 <= VOC < 0.80 Alternative 4a 0.80 <= Voc < 1.00 Baseline Land Use Scenario f-- 1.00 <= voc < 1.10 1.10 <= Voc Afternoon Peak Hour Volume 'this map mpresents the .6o b."veen o.ra em projected made y volume and capacity, DCHC MPO Area N assuming a fixed guideuy t.11 STAC 10000 5000 2500 umsporrnion system for the buelme 0 1.5 3 4.5 #**j land um scenarioscenario. Emommmmmmr- Augt 2008 was Section 2 - Alternatives - Model Data - Congestion Maps 2 -32 ® DCHC WO Boundary Municipal Boundaries 2035 Afternoon Peak Hour Ii}'drologtxl Boumdaries Volume over Capacity Ratio (VoC) Fixed Guideway Tall STAC © County Boundaries Roadway Volume over Capacity Ratio (VoC) ® 0.00 <= VnC < 0.80 Alternative 4b M 0,80 <= VoC < 1.00 Corridor Land Use Scenario ;1.00 <= VnC < 1.10 ®1.10 <= VnC Afternoon Peak Hour Volume This map repicsents the ndo between <N�Jpin projected madwayvolume and capacity, DCHC MPO Area N °nYe assuming a fined guideway tall STAC 10000 5000 2500 • transportation system for the corridor 0 1.5 3 4.5 *v land use scenario. August 2008 Miles 2 -33 ® DCHC MPO Boundary Municipal Boundaries 2035 Afternoon Peak Hour Hydrological Boundaries Volume over Capacity Ratio (VOC) Fixed Guideway Tall STAG © County Boundaries Roadway Volume over Capacity Ratio (VoC) ® 0.00 <= VnC < 0.80 Alternative 4c I= 0.80 <= voc < 1.00 Transit Nodes Land Use Scenario ;1.00 <= voc < 1.10 1.10 <= voc Afternoon Peak Hour Volume - This map mptesents the ratio hemeun n.xaxm p rojectedro.dwaywlume and capacity, DCHC MPO Area N assuming a fixed guideway tan STAC 10000 5000 2500 4.5 • tmnsponadon system for the tansit 0 1.5 3 nodes land use srcnado. Mlles August 2008 2 -34 — _. _., .,.- - -,�__ ....a.,l n.d�_r•nnnnellnn Maac ® DCHC WO Boundary Municipal Boundaries 2035 Afternoon Peak Hour liydrological Boundaries I Bus Transit © County Boundaries Volume over Capacity Ratio (VOC) Roadway Volume over Capacity Ratio (VOC) M 0.00 <= VOC < 0.80 Alternative 5a 0.80 <= VoC < 1.00 Baseline Land Use Scenario - .':1.00 <= VoC < 1.10 ®1.10 < =VoC Afternoon Peak Hour Volume �°•° Tbis map ptes -ts the ratio betwsea M/t MIII DCHC MPO Area N projlssd roadway volume and capacity, 10000 5000 2500 — araing a bus transit traaspotntioa 0 1.5 3 , 4.5 system for the budi a land use scenario. Augur Mg Mlles 2-35 DCHC MPO Boundary Municipal Boundaries 2035 Afternoon Peak Hour Hydrological Boundaries Bus Transit County Btnmdarics Capacity Ratio (VOC) Volume over Capacity Ratio (VOC) Roadway Volume over M 0.00 <= Voc < 0.80 Alternative 5b no 0,80 <= VOC < 1.00 Corridor Land Use Scenario c---7 1.00 <= VOC < 1.10 1.10 <= Voc Afternoon Peak Hour Volume This tasp, represents the ratio betweet, DCHC MPO Area WENN- N p.jected roadway volume and p.city, l0000 5000 2500 s$attaing 2 bus ustsit t portation 0 1.5 3 4.5 system for the condor land we scenario. August 2008 hues 2 -36 ® DCHC MPO Boundary Municipal Boundaries 2035 Afternoon Peak Hour Hydrological Boundaries Bus Transit © County Boundaries Volume over Capacity Ratio (VoC) Roadway Volume over Capacity Ratio (VoC) ® 0.00 <= voc < 0.80 Alternative 5c 0.80 <= VoC < 1.00 Transit Nodes Land Use Scenario l.00 <- Voc < 1.10 ®1.10 < -Voc Afternoon Peak Hour Volume •• This map mpmsents the ratio between projected roadway volume and apadq•, DCHC MPO Area �uu0 N _ assuming a bus tmsit tnnspomtion 1000D 5000 2500 0 1.5 3 4.5 system for the transit nodes land use scenario. August 2008 Miles A-linn 2- Altemafhv -Model Data - conaestton Maps 2 -37 ® DCHC WO Boundary 2035 Afternoon Peak Hour Moderate .......... ,;;;;::; Municipal Boundaries ;. Hydrological Boundaries © County Boundaries Volume over Capacity Ratio (VoC) Roadway Volume over Capacity Ratio (VoC) Multimodal ® 0.00 <= VoC < 0.80 Alternative 6a 0.80 <= VoC < 1.00 - ':1.00 <= VoC <1.10 Baseline Land Use Scenario M 1.10 <= VnC Afternoon Peak Hour Volume This map represents the ratio between �J YIii projected roadway volume and capacity, assuming a moderate multimodal transportation DCHC MPO Area 10000 5000 2500 N �• system for the baseline had use scenario. 0 1.5 3 4.5 August 2008 Miles eeao, i - afa,non.mv - Mndet Data- conawflon Moos 2 -38 ® DCHC WO Boundary 2035 Afternoon Peak Hour Moderate '......' Municipal Boundaries ...; ..Hydrological Boundaries ® County Boundaries Volume over Capacity Ratio (VoC) dal Roadway Volume over Capacity Ratio (VoC) Multimo ®0.00 <= VoC <0.80 Alternative 6b 0.80 <= VoC < 1.00 1.00 <= VOC < 1.10 Corridor Land Use Scenario ®1.10 <= VnC Afternoon Peak Hour Volume This map tepteseats the ratio liem= °•'�� and capacity, t�tri N projected roadway volume assumingamodernemuttimodalnawpomtion DCHC MPO Area 10000 5000 2500 _ • �� system foc the corridor land use scenario. 0 1.5 3 4.5 August 2008 2 -39 ® DCHC WO Boundary 2035 Afternoon Peak Hour Moderate Municipal Boundaries iiydrologral Boundaries © County Boundaries Volume over Capacity Ratio (VoQ dal Roadway Volume over Capacity Ratio (VoC) Multimo 0.00 <= VOC < 0.80 Alternative 6c M 0.80 <= VOC < 1.00 Transit Nodes Land Use Scenario 1.00 <= VOC < 1.10 1.10 <= VOC Afternoon Peak Hour Volume This map rep—ents the ado between w��� and capacity, �® N o•r� projected roadway wl—e assuming amodeammultimodaltransporation DCHC MPO Area 10000 5000 2500 �• system for the tansit nodes land use scenario. 0 1.5 3 4.5 August 2008 Miles Section 2 - Alternatives - Model Data - Congestion Maps [This page left blank intentionally] 2-40 Section 3 - Financial Plan 2035 LRTP and CTP Alternatives — Financial Information Preliminary Costs and Revenues The 2035 LRTP must be fiscally- constrained. This requirements means that the cost of the various highway, transit and other transportation facilities must be covered by the reasonably- expected state, federal, local and private transportation revenues. The Alternatives presented at this stage of the 2035 LRTP development process do not have to be fiscally - constrained because these are draft proposals that are used to analyze the performance of the various transportation facility types. Nonetheless, knowing the costs and revenues related to an Alternative will help inform us to where that particular Alternative stands in relation to being fiscally- constrained. Therefore, preliminary costs and revenue estimates have been developed. It must be stressed that these figures are preliminary, and therefore could change significantly as the project details of the Preferred Option (i.e., final Alternative) are decided. Certainty in cost and revenue estimates for Alternatives is difficult because so many project details are unknown. For example, moving the implementation year of several fixed -route transit services, say five years, can change the system life cost by millions of dollars. Therefore, the costs and revenue presented at this point are to be used to get an idea of an order of magnitude presented for each Alternative., The table on the next page presents the total costs and revenues for each Alternative, including a breakdown by highway and transit facilities, and shows the difference between the total cost and revenue. Local Options Revenue Estimates There are several options for raising revenue on a local basis, e.g., by county, that could be targeted to finance transportation projects. The tables on pages 3 and 4 present the estimated annual and 25 -year total revenues for each option. The 25 -year total assumes that the option would be implemented in the year 2011, and therefore produces 25 years of revenue from 2011 through 2035 (horizon year for the 2035 LRTP). These figures are illustrative and not intended to be final estimates for use in the 2035 LRTP. One of more of these options could be selected for further refinement and inclusion in the 2035 LRTP. It is important to note that many of these revenue options would require enabling legislation from the North Carolina General Assembly, and those in which enabling legislation exists, i.e., Sales and Use Tax, and Real Estate Transfer Tax, require a local referendum for approval. Page 5 shows the 25 -year totals for the local options in a chart format. 3 -1 Section 3 - Financial Plan � ...... ..... Comprehensive Intensive Intensive Intensive Fixed Intensive Bus Highway Costs Moderate Highway Sources Guideway Trans. Plan Multimodal Highway $ 5,433,009,723 Guideway Transit $ 2,585,934,958 Multimodal Highway Funding Programs $ 3,095,599,272 $ 3,095,599,272 $ 3,095,599,272 $ 3,095,599,272 $ 3,095,599,272 Other -CIP, private, etc. $ 237,000,000 $ 237,000,000 $ 237,000,000 $ 237,000,000 $ 237,000,000 Highway Trust Fund ( "Loop ") $ 621,959,553 $ 621,959,553 $ 498,845,607 $ 498,845,607 $ 621,959,553 Triangle Parkway (tolls & "gap" funding) $ 84,747,784 $ 84,747,784 $ 84,747,784 $ 84,747,784 $ 84,747,784 Total Highway Revenue ($ Billions) $ 4.0 $ 4.0 $ 3.9 $ 3.9 $ 4.0 Transit Sources Transit Funding Programs $ 721,783,746 $ 721,783,746 $ 721,783,746 $ 721,783,746 $ 721,783,746 t (Fixed Guideway) $ 294,950,000 $ $ - 124,125,000 $ $ 294,950,000 186,125,000 $ $ 156,875,000 $ 124,125,000 d Other $ 218,875,000 r nsit Revenue 15 Billions) $ 1.2 $ 0.8 $ 1.2 $ 0.9 $ 0.8 Transit Costs Fixed Guideway (Capital and O &M) $ 1,569,800,000 $ - $ 1,569,800,000 $ - $ Bus Transit (Capital and O &M) $ 9,151,690,647 $ 1,546,305,187 $ 4,701,481,896 $ 5,340,500,669 $ 2,300,066,801 Total Transit Costs (S Billions) $ 10.7 $ 1.5 $ 6.3 $ 5.3 $ 2.3 Revl ' values 3 -2 Comprehensive Intensive Intensive Fixed Intensive Bus Moderate Highway Costs Trans. Plan Highway Guideway Transit Multimodal Highway Capital & Maintenance $ 5,433,009,723 $ 4,887,493,386 $ 1,725,554,817 $ 2,585,934,958 $ 1,901,388,490 Bicycle, TDM, ITS, etc. $ 196,197,958 $ 196,197,958 $ 196,197,958 $ 196,197,958 $ 196,197,958 Total Hiehwav Costs ($ Billions) $ 5.6 1 $ 5.1 $ 1.9 $ 2.8 $ 2.1 Transit Costs Fixed Guideway (Capital and O &M) $ 1,569,800,000 $ - $ 1,569,800,000 $ - $ Bus Transit (Capital and O &M) $ 9,151,690,647 $ 1,546,305,187 $ 4,701,481,896 $ 5,340,500,669 $ 2,300,066,801 Total Transit Costs (S Billions) $ 10.7 $ 1.5 $ 6.3 $ 5.3 $ 2.3 Revl ' values 3 -2 Section 3 - Financial Plan Local Options Revenue Estimates Transportation and Infrastructure (values in $millions) (Source: Regional Transportation Alliance; updated January 10, 2008) It is important to note that many of these revenue options would require enabling legislation from the North Carolina General Assembly, and those in which enabling legislation exists, i.e., Sales and Use Tax, and Real Estate Transfer Tax, require a local referendum for approval. The RTA (Regional Transportation Alliance) is composed of businesses and chambers of commerce that promote solutions to transportation issues in the Triangle Region. The RTA compiles the data for these revenue estimates. ➢ Sales and Use Tax* * The statewide Sales and Use Tax rate is currently 4.25 %, with the addition of the local rate of 2.5 %, there is an overall 6.75% Sales and Use Tax for Durham, Wake and Orange Counties. ** In 2007, the State Legislature authorized an additional Article 39 (point -of -sale -based) local option sales and use tax of '/4%. ➢ Motor Fuels Tax ' /a% sales tax ** '' /z% sales tax 1% sales tax Durham: $9.3 m $18.5 m $37.0 m Orange: $2.6 m $5.3 m $10.5 m Chatham: $1.1 m $2.1 m $4.2 m Revenue per year: $13.0 m $25.9 m $51.7 m Revenue over 25 years: $325.0 m $647.5 m $1,292.5 m (2011 through 2035) * The statewide Sales and Use Tax rate is currently 4.25 %, with the addition of the local rate of 2.5 %, there is an overall 6.75% Sales and Use Tax for Durham, Wake and Orange Counties. ** In 2007, the State Legislature authorized an additional Article 39 (point -of -sale -based) local option sales and use tax of '/4%. ➢ Motor Fuels Tax ➢ Vehicle Registration Fee* (additional) $20 Durham: 10 / gal S / gal 11.9 / gal Durham: $1.2 m $5.9 m $14.2 m Orange: $0.6 m $3.1 m $7.4 m Chatham: $0.4 m $2.0 m $4.8 m Revenue per year: $2.2 m $11.0 m $26.4 m Revenue over 25 years: $55.0 in $275 in $660.0 m ➢ Vehicle Registration Fee* (additional) $20 Durham: $3.8 m Orange: $2.0 m Chatham: $1.3 m Revenue per year: $7.1 m Revenue over 25 years: $177.5 m * The current cost of vehicle registration renewal is $20 plus a $5 Triangle Transit Authority tax. Refer to GS 160A -613, 623 -624. 3 -3 ➢ Rental Car Tax* 3 County: Revenue over 25 years: Section 3 - Financial Plan (additional )5% (additional) 10% $8.7 m $17.5 m $217.5 m $437.5 m * Revenue for future Triangle Transit fixed- guideway project(a) are based on a 5% car rental tax levied. ➢ Real Estate Property Tax Durham: Orange: Revenue per year: Revenue over 25 years: ➢ Real Estate Transfer Tax Durham: Orange: Revenue per year: Revenue over 25 years: $0.05 / $100 (0.05 %) $0.10 / $100 (0.1 %) $8.7 m $17.3 m $55m $10.9m $14.2 m $28.2 m $355 m $705 m $0.20 / $100 (0.2 %)* $0.40 / $100 (0:4 %) ** $5.1 m $10.2 m $20m $4.1m $7.1 m $14.3 m $177.5 m $357.5 m * The State of North Carolina currently levies a 0.2% tax on any real estate transfer. ** In 2007, the State Legislature authorized an additional 0.4% local option real estate transfer tax. ➢ Vehicle Property Tax $0.05 / $100 (.05 %) $0.10 / $100 (0.1 %) Durham: $0.8 m $1.7 m Orange: $0.4 m $0.9 m Revenue per year: $1.2 m $2.6 m Revenue over 25 years: $30 m $65 m Personal Vehicle property tax must be congruent with Real (Estate) property tax rates per Art. 5 of the NC Constitution ➢ Income Tax 3-4 0.10% 0.25% 0.50% Durham: $3.6 m $7.4 m $14.8 m Orange: $2.6 m $5.2 m $10.4 m Revenue per year: $6.2 m $12.6 m $25.2 m Revenue over 25 years: $155 to $315 m $630 m 3-4 C to Q. ca lL Cl) (n 01% of E Its ui 0) 170 40 m m 1- 121• Sao E 41 us LIJ lol° + % - (U > l u C PA AM as 71 114, N Pty Jr Sa C C3 O 0 0 C) 0 m 0) 00 t, tD Ln sJB9A SZ JOAO anUaA8H Section 3 - Financial Plan [This page left blank intentionally] 3-6 Section 4 - Alternatives - Detailed Description 2035 LRTP and CTP Alternatives — Detailed Description Purpose of Alternatives The DCHC MPO plans to develop and evaluate several Alternatives in the process to create the 2035 Long Range Transportation Plan. Each Alternative will be a combination of a Transportation System, which includes a set of highway, transit and other transportation improvements, and a Land Use Scenario that distributes the forecasted population and employment for the year 2035. These Alternatives will be run in the Triangle Regional Model (TRM) to produce a set of transportation performance measures that describe how the transportation system will handle the travel demand generated by a particular population and employment distribution in the year 2035. These performance measures, such as the level of roadway congestion, average travel time, and transit ridership, will be used to evaluate and compare the various Alternatives. In the next major step in the 2035 LRTP development process, the public, elected officials and technical staff will use this evaluation and comparison information to create a single Alternative that best meets the MPO's Goals and Objectives and the fiscal constrain requirement that demands that the project costs do not exceed the expected funding revenues. This final Alternative is called the Preferred Option, and it will also go through an extensive public review process similar to that of the Alternatives. It should be noted that it is very unlikely that one of the Alternatives in its entirety would be advanced as the Preferred Option. These Alternatives have been designed to emphasize a particular mode in meeting the future travel demands so that the public and technical staff can understand how well the designated mode works. For example, the Intensive Highway Alternative has a high level of High - Occupancy Vehicle /Toll (HOV/HOT), road widenings and new roads, a relatively low level of bus transit and no fixed- guideway (e.g., light rail) to meet the future demands. The Alternative is helpful in understanding the effect of increased roadway capacity on specific corridor congestion, travel time, mode share and other performance measures. This knowledge will be used to develop the Preferred Option, which is likely to have a lower level of roadway expansion than the Intensive Highway Alternative and a more balanced modal approach. Development of Alternatives The table on the page 3 shows the combinations of Transportation Systems and Land Use Scenarios that will be modeled for the 2035 LRTP development process. Each of these Transportation Systems will be combined with one, or more, Land Use Scenarios to create an Alternative. 4-1 Section 4 - Alternatives - Detailed Description • The first two Transportation Systems ( #1 and #2), the 2030 LRTP and Comprehensive Transportation Plan, will be used to compare with the 2035 LRTP Alternatives, and therefore will not form Alternatives. • The next five Transportation Systems ( #3 through #7), are Alternatives for the 2035 LRTP. There is a unique set of Socioeconomic Data (SE Data) for each Land Use Scenario. The Baseline Land Use Scenario, for example, is the SE Data approved by the Transportation Advisory Committee (TAC) for use in developing the 2035 LRTP and is based on the current land use plans and policies of the local jurisdictions in the DCHC MPO's planning area. The other Land Use Scenarios assume certain changes to current land use policies. The Transportation System and Land Use Scenarios have only been combined into logical matches. For example, the Intensive Highway Transportation System assumes many highway improvements, relatively few transit improvements and no fixed - guideway service. Thus, this System was not matched with the Transit Node Land Use Scenario, which is designed to support fixed- guideway stations. There are 15 combinations of Transportation Systems and Land Use Scenarios to for the Alternatives. The System Preservation ( 0) will not require separate travel demand data because the TRM (model) is not designed to be sensitive to the levels of Intelligent Transportation Systems (ITS), Travel Demand Management (TDM) and the other related programs and policies inherent in the System Preservation Alternative. The impact of these particular programs and polices will be accounted for after the model is run (these are sometimes called off -model credits). Description of Transportation Systems Each Transportation System is composed of many highway, transit and other transportation projects. A review of the long list of projects is a difficult task. The table on page 4 provides a summary of the major projects in each of the Transportation Systems to highlight the level and type of investment in the three major modes — highway, bus transit and fixed- guideway. The detailed Highway and Transit project lists are presented at the end of this section. To compute the transportation system performance measures, the Triangle Regional Model (TRM) does not account for transportation facilities and services related to bicycles, pedestrians, Travel Demand Management (TDM), Transportation System Management (TSM), and Intelligent Transportation System (TSM). These facilities and services are accounted for after the model process occurs (called post processing adjustments), and therefore they are not listed in the Transportation System project lists. 4-2 O Q Ci Ln Q C� E-+ .P.4 O L4wj a� O v E"' 7 v� � N ::1 o a v � v o a, �U F. v N V f O r0. � O W � y i N 0 b p O � b �y b O Cd F O �H-' 9 �. o A Cc -t!� O O O o :O bA O •� a H W E- cn .�+ N Cl) d' O y � CC it H 0 kn O U W .o c� �d A c� s� .6 .0 W M 3: O U A W N M d Cd Cd Cd cl O � QI O O Eii !� El) In O 34 C/3 _+ 0 0 i-+ bA rte,, ;.o H is O r7' 0 �� b a� O� O U O o 0. 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N o" p' it Cd �a0 �a,O .fla,OWt -.� 0p.0 - e - -l-----•--e e o b -•--- -o-• z -e---- -®- • • • -- -----• -• • - • y H �L U tn 3 a> v o cd ai cd i hc, m b Cd ' >d cd • U •d ° cd o cd . U 0 44 0 ova a,�a,�a a a�0 0 °:z 00'^°o wo Z wow°" 000• V1� �IxH���IxUH�h�Ix�Hr�regzH� 00 0'>,�� �O�', vas o , s NO ws MIxH�NZ o s ....... ..... ....... ........ Mice., 'P.4 O H' N U H N H Cd w ° 3 0 > 3 V O � cd A0U d W II o N Ll H ��IQo > V) 3�H El it SCdQI� Z a�i id n as 0 J., � O to LL °0°x'3 cli o o �Uf1.. •,� 11 � o N O A i U V N }7� N w° 'tj W y cn � W O aoi 0 cd O H 3�bH > r o b Y 0 �1 � cd v a� O ? d o 0 v IT Section 4 - Altematives - Maps Maps of Transportation Systems This section presents one him and one transit map for each of the five proposed transportation systems, including: • Comprehensive Transportation Plan (CTP); • Intensive Highway; • Intensive Fixed - Guideway; • Intensive Bus Transit; and, • Moderate Multimodal. In addition, there is a one bicycle facility and one off -road facility map. The various transportation systems have the same set of bicycle and off -road facility projects, and therefore, these maps don't vary from one system to another. 4-5 DURHAM CHAPEL HILL CARRBORO METROPOLITAN PLANNING ORGANIZATION Roadway Improvements in CTP Alternative "arml e� H �' f.� n ®� .. \ � L { �� MIN 540 4D DURHAM CHAPEL HILL CARRBORO METROPOLITAN ORGANIZATION Roadway Improvements in Highway Intensive Alternative N WE i S �a T'7 fr l7 O 2 a' I a I M Location Caabom MPOBoundary ,e,aam Chapel Hill Courdy Boundaries. emenl Dydram 0 125 25 Mil¢¢ 5 Hillsborough y y merMwicipalhks �yay Research Triangle Park Transportation IN 205 The Louis BergerGmup, Inc. 8.62008 0 125 25 Mil¢¢ 5 DURHAM CHAPEL HILL CARRBORO METROPOLITAN PLANNING ORGANIZATION Roadway Improvements in Fixed Guideway Alternative DURHAM CHAPEL HILL CARRBORO METROPOLITAN PLANNING ORGANIZATION Roadway Improvements in Bus Intensive Alternative DURHAM CHAPEL HILL — O — FAETROPOLITAN PLANNING ORGANIZATIO) Roadway Modified Alternativi N WE S o r � � ® ' NewAmproved Intersections, 0 • • a 4-5 Lane Divided New Location - Carrborn Wo Boundary NDV ProJecls eme 4-5 Lane Divided ImpmvM - . _ Chapel Mtl 'County Boundaries - lnt ¢ rstutes" 5-tune Divided Improvement Durham US and NC Kghways = Upgrade to Freeway + Hilbbamugh RoadViMOin Modified AkemaBve,E =N- FroowaytExpressway otherMunicipa6Ues. • 23 Lans Now Locuiiao i Upgrade Existing Freeway Research Triangle Park 23 Lane In Transportation IN 205 The Louis Berger Group, Inc. 8.6.2008 0 125 25 tiUies 5 DURHAM CHAPEL HILL CARRBC)RO METROPOLITAN • — • r -- N W* l a z� - (o rs 1 t M. r j/ Nk rJ' 540' M lL onlan L Transportatio 20 5 The Louis Berger Group, Inc. 8.62008 Milos 0 1.25 25 5 CHAPEL DURHAM - — • — • METROPOLITAN PLANNING ORGANIZATION Off -Road Bicycle Facilities *14 —_ �. L I esem Researchl Transportation 2035 The Louis Berger Group, Inc. 8.62008 Milos 0 1.25 25 5 [This page left blank intentionally] Section 4 - Aftematives - Project Tables Tables of Transportation Systems This section presents one highway project and one transit project table that shows which project are in each of the five proposed transportation systems and in the benchmark systems such as the Existing plus Committed (E+C) and 2030 LRTP (the current long range plan that is to be updated by the 2035 LRTP). 4-19 a- F- 0 CL to O N E os O CL C> ha C> C> 0 •-+ 0 0 0 0 •-•� 0 CIO Cd— -1 - 1 — 1 C> — 1 C:I v. fin C> C) C> a, 0 0 O C11. .1 0 0 0 C> 0 Cl C, 0 C> C> 0 r: u u bf U bf a OE a a a u u br u a C • E r a a a "a r O Cw z z z z Z' �I Z- z z z ou lu EP 9 9 9 9 9 9 a u 9 9 -E -0 -E -101 -E E I -E -E -E -Z 14 -E =3 -E 0 'E =3 =1 -E W -E Q:3 m =1 0 = = = 0 000 Ch C) C) C14 C) cn C) 0 L) b bb b 'o '5: :1 71 71 0 > C4 :5E -E -0 i� -T1 4) (D 4) a "a * tz to !� U- 04 U .4 4 �o C4 cq '4� O "1 d -1 Izgl -I a C-4 C-4 Z� '411 —C4 z zd'k A r. c-4 7% ZI" N C14 cq Z3 z C'4 CI'4 Z3 C� C4 C) U z u z u S t- CO 2 .2 ❑ O ° U 0 a E In ;04 C. 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C .cnvN .n UUUUxx ZuuZzUm � - z U U a U off x A A A A A A A A A A A A A A A A A z Z Z O O vo "o IO In [n v� In v'� In O \O m m m 0 c m u z E C 0 z 0 Section 4 - Alternatives - Project Tables [This page left blank intentionally] 4-36 Section 5 - Land Use Scenarios 2035 LRTP and CTP Land Use Scenarios Land Use Scenarios Proposed Background The Durham - Chapel Hill - Carrboro Metropolitan Planning Organization (DCHC MPO) prepared Socioeconomic Data (SE Data) based on the current land use plans and policies of local jurisdictions for the year 2005 and 2035. The SE Data shows the location of population and employment throughout the planning area. The Transportation Advisory Committee (TAC — the DCHC MPO policy board) approved this SE Data for use with the Triangle Regional Model (TRM) at their meeting on September 12, 2007. The TRM uses the SE Data to generate trips and show how those trips will be accommodated on highways, transit and other transportation modes, and then produces transportation system performance data, such as the level of congestion and vehicle miles traveled, for the Long Range Transportation Plan (LRTP) and Comprehensive Transportation Plan (CTP). The question is often asked during the development process — How might changes in land use plans or policies affect the design and performance of future transportation system? And, how might local jurisdictions change their land use plans and policies to realize a desired outcome in the future transportation system? The DCHC MPO has created land use scenarios as part of the 2035 LRTP and CTP development process to evaluate the impacts that land use changes might have on the transportation system performance data of the TRM (travel demand model). That is, the MPO has developed alternative land use assumptions that change the SE Data that was approved in September 2007. The SE Data approved in September 2007 is often referred to as the Baseline SE data. Contents of this Document This presentation of the land use scenarios is detailed and lengthy. Therefore, therefore it will help the reader to know the principal contents of this document: • Summaa of Land Use Scenarios -- The concept of the proposed land use scenarios are summarized in the table on page 2. Begins on page 2. • Scenario Review — Tables and maps show how the future population and employment would change to achieve each Scenario. Tables begin on page and maps begin on page 7. 5-1 0 c v Q) in W � M � N � rA ^� O N 4- p O CIS O a O H O O p U � o c o O p a) o� ° �° O bA U dA V O U U y •--� N U b O, p O 'b � '�' d O U pit! � U� e� +- �Oj �� 0j H O ..�-� p CO U �0 H �Oj v p 1� Gn J:t, U QCs b p p O i O•v O j..� o O•V p o a Z Z> f� v 0-0 t� Un U a> t�. °U' a A a�i a�i rn rA a� o 0 A H ° o r/1 Ub N o a�i y > api r„ v > atii�-e� o p l�j �Qb� p er- t" W Q 0 o O •; rn sa, o an .� ¢, r. 0 U o rn U 0> o� ° v o ° mo d° cc 14 rj3 -d ob �•0 o 000 °a°i 'd a p p i.J N f y N p p b w a b N p o~ p rn cc } •P O+ p .� c3 �a En ��+ ai O b T3 .v 'CA p •5� �. b y — r, b p b ti 0 3 o �CZ CZ O o� ° a �, O '° En 0 .., ° Q, O b p of p .d .F�., > �. rn c•� p p b y °.o C o > O o..0U .., O p °' o on sa, �; p .1.1 ° p p o o p O i 'o o V3 > oIn o a o p, d a a p -C chi PC a+ 0 Q M p R O p b O CSC R 'O 45 -i N M tn Section 5 - Land Use Scenarios • Recommended Policies — There is a discussion of the objectives of each scenario and a list of sample policy directions to realize the scenarios. Begins on pace 21. Additional. Information There are a few additional points that are important to understanding the use of these scenarios: CAMPO Participation — The Capital Area Metropolitan Planning Organization (CAMPO) has developed SE Data for a set of land use scenarios that complement the four DCHC MPO land use scenarios. The SE Data for these scenarios has been combined and checked by the Triangle Regional Model Service Bureau. Scenario Implementation -- The TAC might be able to adopt the SE Data produced by a favorable land use scenario. The 2035 LRTP and Air Quality Conformity Determination would also be based on this newly adopted SE Data. Scenario Review This section presents several methods for reviewing the Scenarios. Total Comparison The two tables on page 4 compare the total employment and population for each Scenario with the Baseline SE Data (the data approved by the TAC for use in the 2035 LRTP development and that is based on the current land use plans and policies of the jurisdictions). The tables demonstrate that the overall totals for the Travel Corridor and Transit Nodes Scenarios remain equal to the Baseline SE Data, and that the Buildout and Constrained Scenarios show expected increases and decreases, respectively, compared to the Baseline SE Data. 5-3 w 0 J Lr) r 2) L2 W U) V c CL 0 m E ca 2 E 00 0 0 :3 ca M 0) 0 r E 0 (a .2 r:-3 = .9 0 0 .S C-) 00 M 0 CL 00 ,, o E 16 :3 o ca m co 0 CL N a c E (a) o ca io 2 0 91, E 4E Lo Lo 0 C) C) CD c) C> C) CD r 40 U) 0 a) r 0 141 [6 m C) ce) CA C%J I*- Z co d Lo co CD 00 0) 2 :5 E w m 00 '-t 04 M a m 0 = CL C; 00 C-4 Q c C U) u,) C14 00 C,4 C14 (0 w 16. w c1r) 010 1010 0 0 0 0 0 4) C) C) C) 0 C) C) Q U) 0 0 0 cr) 0) C:) (D Lo C) cl) C.) cc> t ce) co Lp op T • Vi (q c6 4- 04 M 0 w 4* r-- r-- C) 00 04 a Lb a) 00 C*4 CN (D M (D 'o-' '61 (D -.0, 'o-o' O O O O O T op C') U-) C) C') L? T- C? 4) G m (D CD Cf) CD C'j co .E- w L.. 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Lo CD C) C\l C) CO M fl- cf) r-- 0) Iq w E a) rc-D: L6 c.6- C w j JI LOS C*4 12' m 000000 0 to tm LD d CD to CO N O m U') 0 LO M "T N m 00 CV) 0 ce) m CO E C) 14" cli (66 CM "t Cl) CO to W La r r-- M U') I- Cl) to co rl- 00 CD I- LO to 0 0 00 00 co --t f-t N C4 6 cei -1 i ( 6 :1 0- i iii 00 N I- T- E CN . . ........ ....... to F,- 0 CD N 0 0) 0 00 0) a) 0 0) 1- 0 't N V- I- M CO EL= 4) CM ui .;i 06 (6 vr Ld E P- co cm 0 V- N u m V c CL 0 m E ca 2 E 00 0 0 :3 ca M 0) 0 r E 0 (a .2 r:-3 = .9 0 0 .S C-) 00 M 0 CL 00 ,, o E 16 :3 o ca m co 0 CL N a c E (a) o ca io 2 0 91, E 4E Lo Lo Section 5 - land Use Scenarios Movement Comparison The total population and employment in the Travel Corridor and Transit Node Scenarios remains the same as that of the Baseline SE Data. However, the individual TAZ totals increase and decrease to depict a shift, or movement, of the population and employment from one TAZ to another. The two tables on page 6 show the amount of population and employment movement that occurs in these two Scenarios for the various jurisdictions, and indicates what percentage of the total this movement represents. TAZ Maps The remaining pages in this section present ten maps: • A population and employment map showing the forecasted growth in each TAZ from the year 2005 through 2035 for the Baseline Scenario. There is one map for each county. • A population and employment map for each of the four Scenarios. The map coloring depicts the level of increase or decrease of population and employment in each TAZ (Traffic Analysis Zone) for that Scenario. The reader can distinguish the expected patterns such as the increases around transit stations and along corridors for the Transit Node and Travel Corridor Scenarios, and decreases in areas of low transportation access for the Constrained Scenario. TAZ Tables The tables showing the detailed SE Data for each of the four scenarios are voluminous and therefore are not included in this document. The tables are available on the MPO's Web site — www.dchhcmpo.org, or by contacting Andy Henry, (919) 560 -4366, andrew henr @durhamnc.aov. 5-5 O E 0 0 Z C — Ul) ce) C) C,4 ct) c) 0) > l 0 a. j— 1 , c OD ['- C:) 1 Ni mi C) M m C) C 0 C cc ) G) to t— cf) (14 W a) T- N Cf) CN Ict IRT E 6 ai 0 0 C� w m LO co N w to 04 t0 Nr E cli cf)- N > 0 CC) N 04 % E 45a a) C) 00 CO CO 'IT r- E cli C� C6 (d > CD C14 I" 0 04 CL is C14 E o W I— 0 (o Go C) M M It N 'IT r- r- CY) 'IT CO N 04 Obi (D co cn > to ci I (D 0 CL C,4 C:) C) CO C� C) OD (l- Lo T V- C-4 CD IT CO w 0 4) E CD cNi CN! Cli w C;l 4) C14 M C) co C*4 0 75 CV) 0 0 CL I-- M O C) CO Lo C:)l 0 C 2 co m co LO co le r Cp r ,t C*4 CO C� .2 LLO rl- Cl 03 04 0 V) 0 C O C4 C% J W 'o M 'o 0 0 CL I-- 0 Cl) E 3: 0 0'2— E 0 m z 8 o 0 ca (A M a 0 E O 0 0 0 0 E 0 0 Z C — C l a. j— 1 , c to m w w 1 Ni mi C) M m C) C 0 U) 00 to Lo�� 00 00 E 0 ci C\l cn > 0 C� w m LO co N w to 04 t0 Nr E cli cf)- N > 0 CC) N 04 % E 45a C14 0 N 'IT r- r- CY) 'IT CO N 04 Obi co cn E to ci I (D 0 "qr Lo w w w 0 0 CD Nt CN! Cli Ct M C) co C*4 0 75 CV) 0 0 CL I-- S 2 2 2 (D co o o LLO v 0 0 EL-j p2t:-"dC% %sr racy:., - Sectlan 5 - Land Use Scenarios Buildout L.U. Scenario -- Population f _mmnarP-d to Baseline 5-13 Section 5 - Land Use Scenarios Buildout L.U. Scenario -- Employment cmmnared to Baseline 5-14 SeWon 5 -Land Use Scenados Constrained L.U. Scenario -- Population rnmnared to Baseline 5-15 Seclfon 5 -Lend Use Scenarios Constrained L.U. Scenario -- Employment r_nmnarPd to Baseline 5-16 SeWon 5 -Land Use Scenarios Travel Corridor L.U. Scenario -- Population Cmmnarad to Baseline 5-17 Section 5 -Land Use Scenarios Travel Corridor L.U. Scenario -- Employment 5-16 Section 5 -Land Use Scenarios Transit Node L . U. Scenario -- Population Compared to Baseline St 9 Section 5 -Land Use Scenedos Transit Node L.U. Scenario -- Employment Comnared to Baseline 5.20 Section 5 - Land Use Scenarios Policy Direction for Land Use Scenarios Introduction In preparing the Long Range Transportation Plan (LRTP), the Durham- Chapel Hill - Carrboro Metropolitan Planning Organization (MPO) has developed a series of alternative land use scenarios. The purpose of these scenarios is to explore how patterns of land use different from those reflected in adopted land use plans would affect travel demand. The MPO staff presented those scenarios to the Transportation Advisory Committee (TAC) in spring 2008. A reasonable question that follows is, "What objectives and policies would the MPO's jurisdictions have to put into place to begin moving the community in the direction outlined in the scenario ?" Below is a preliminary response to the question. This memo presents various sample policy directions that local governments could pursue to begin to implement the scenarios. The policy directions suggested below span a range of complexity and political acceptability. Some are relatively easy to implement, while others may require complex planning studies and revisions to land use codes. They may require significant research, legal advice, and potentially enabling legislation to implement. Some may be inexpensive, while others may require a significant shift in priorities for operating and capital budgets. Note that this list of policy directions is preliminary and not exhaustive. Other policy directions or variations of these might be the best fit for the implementing the changes that the scenarios envision. Clearly, broader discussion with a variety of stakeholders about long range community goals and objectives would be needed to reach agreement how best to proceed. Scenario 1 -- Baseline The baseline scenario represents the fundamental projection of the MPO's future for purposes of transportation modeling. Fundamentally, the scenario assumes that land is developed over the next few decades in a manner consistent with the adopted land use plans, policies, and official actions of MPO jurisdictions. Projections of employment and housing were developed by determining what amount of housing and employment could be expected from each of several hundred traffic analysis zones, based on the future land use anticipated. Assumptions are used to account for: a) land undevelopable for environmental reasons (floodplains, stream buffers, etc.); b) the density and intensity of future development; and c) the proportion of development that might be expected by the 2035 planning horizon of the LRTP. The Baseline Scenario forms the basis for, the adopted LRTP and the Air Quality Conformity Determination. Scenario 2 -- Build -Out The Build -Out Scenario is similar to the Baseline Scenario in that it represents the amount of housing and employment that could be expected if the MVO area were to develop in a manner consistent with adopted land use plans, policies, and official actions of MPO jurisdictions. However, the Build -Out Scenario is not "time constrained." It does not focus on a future 5-21 Section 5 - Land Use Scenarios year, 2035, as the Baseline Scenarios does, but instead on an end state. It assumes that the entire scope of the MVO is developed. Scenario 3 -- Constrained Growth The Constrained Growth Scenario is the first of three that asks the question, "What might the future projections of employment and housing, and ultimately travel demand, be if the MPO was to alter its land use and development policies ?" This scenario assumes that long range land use plans and development regulations would be consciously changed to scale down the amount of new development allowed each year. It also assumes that mechanisms be established to prevent growth beyond a certain annual target level. Scenario Objective: Local governments i n planning and policy actions to constrain growth in housing and employment by 2035 of approximately Scenario, and up to 35 percent in Chatham County. A. Land Use Planning the MPO should employ conscious certain locations, resulting in forecast 10 percent less than for the Baseline 1. Develop a systematic and defensible method for determining the maximum amount of development that the local jurisdiction wants to accommodate each year and the basis for that determination. 2. Change local urban growth area boundaries to limit the extent of urban and suburban development. 3. Restrict the extension of sewer and water utilities. B. Land Use Regulation Develop a systematic and defensible method of evaluating and selecting highly desirable development projects that will be considered for legislative approval each year. Scenario 4 -- Travel Corridors The Travel Corridors Scenario speculates about what might be the effect on housing, employment, and travel demand from a conscious effort to achieve a different land use pattern in the MPO 'area. The focus in this scenario is on new development along major arterial roadways. This approach assumes the same amount of employment and housing growth, but assigns it to locations different than in the Baseline Scenario. Scenario Objective: Local governments in the MPO should employ conscious planning and policy actions to focus a significant portion of future growth into transit- oriented corridors, including Downtown Durham. Ensure that new development is located and designed in an appropriate manner and that appropriate regional and local transit service are available. Develop effective strategies to encourage new development in Corridor areas and discourage new development elsewhere. 5-22 Section 5 - Land Use Scenarios A. Land Use Planning 1. Through the Comprehensive Plan Future Land Use Map, identify transit oriented corridors as the land within a certain distance (perhaps i/4 mile) from major arterial streets. Examples in Durham include Roxboro Road, Main Street/Hillsborough Road, University Drive /Chapel Hill Road, Alston Avenue/NC 55, Holloway Street/NC 98, Miami Blvd, and NC 54. Other examples include: US 15 -501 (Gateway area) in Chapel Hill; I -85 in Orange County; NC 54 by -pass in Carrboro; and Old NC 86 in the southern part of Hillsborough. 2. Prepare detailed small area plans to identify locations in transit- oriented corridor areas for mixed use and high intensity development, transit stops /stations, structured parking, pedestrian/bicycle facilities, other infrastructure, etc. B. Land Use Regulation 1. Create a transit- oriented corridor zoning overlay district or base district. 2. Establish minimum land use intensity (residential density in dwelling units per acre and non - residential floor area ratios) for new development in the transit - oriented corridor district. 3. Require a high level of pedestrian and bicycle connections within the transit - oriented corridor district and between the district and surrounding neighborhoods. 4. Require accommodation for bus transit in specific locations identified in the small area plan for the transit - oriented corridor. 5. Prepare design guidelines and review new development against the guidelines to ensure that new development is transit, pedestrian, and bicycle friendly. 6. Prohibit auto - intensive land uses. 7. Significantly restrict surface parking and encourage /require structured parking. 8. Amend the development review and approval process to provide a higher priority and reduced application fees to new development in transit- oriented corridors and a lower priority and higher application fees for new development outside of transit- oriented corridors. C. Transportation System Management (TSM) 1. Systematically assess the designated transit- oriented corridors to identify opportunities for TSM and roadway improvements to better coordinate traffic flow, especially with increased bus traffic. 2. Incorporate a program of TSM and roadway improvements into the jurisdiction's CIP. D. Transportation Demand Management (TDM) 1. Prepare a TDM Plan for each transit- oriented corridor, including objectives and strategies to reduce traffic congestion; manage parking; and make the corridor area a desirable place to live, work, and visit. 2. Require that TDM improvements and programs be included in any new development in accordance with the TDM Plan. 5-23 Section 5 - Land Use Scenarios E. Transit Service 1. Provide a high level of bus transit service along the arterials in the transit - oriented corridors. 2. Ensure that transit amenities are convenient and comfortable to encourage transit use. Amenities could include benches, shelters, lighting, landscaping, public art and graphics, ticket vending machines, rider information displays, bicycle facilities, etc. F. Parking 1. Prohibit commercial parking lots as a stand -alone use in transit - oriented corridors. 2. Reduce or eliminate required parking in transit- oriented corridors. 3. Establish a maximum parking requirement in transit - oriented corridors. Scenario 5 -- Transit Compact Zone The Transit Compact Zone Scenario also speculates about what might be the affect on housing, employment, and travel demand from a conscious effort to achieve a different land use pattern. The focus in this scenario is on new development in transit - oriented compact neighborhoods in strategic location in the WO. Likewise, this approach assumes the same amount of employment and housing growth as the Baseline Scenario, but assigns it to different locations. Scenario Objective: Focus a significant proportion of future growth in compact neighborhoods. Ensure that that new development is located and designed in an appropriate manner and that appropriate regional and local transit service are available. Develop effective strategies to encourage new development in Transit Compact Zones and discourage new development elsewhere. A. Land Use Planning 1. Through the Comprehensive Plan Future Land Use Map, identify transit - oriented compact neighborhoods as the land within a certain distance (perhaps '/2 mile) from regional transit stops or stations. Examples in Durham include Roxboro Road, Main Street/Hillsborough Road, University Drive /Chapel Hill Road, Alston Avenue/NC 55, Holloway Street/NC 98, Miami Blvd, and NC 54. Other examples include: US 15 -501 (Gateway area), Carolina North, and UNC Hospitals in Chapel Hill; I -85 in Orange County; NC 54 by -pass in Carrboro; and Old NC 86 in the southern part of Hillsborough 2. Prepare detailed small area plans to identify locations in transit - oriented compact neighborhoods for mixed use and high intensity development, transit stops /stations, structured parking, pedestrian/bicycle facilities, other infrastructure, etc. B. Land Use Regulations 1. Create a transit - oriented compact neighborhood zoning district. 5-24 Section 5 - land Use Scenarios 2. Establish minimum land use intensity (residential density in dwelling units per acre and non - residential floor area ratios) for new development in the transit - oriented compact neighborhood district. 3. Require a high level of pedestrian and bicycle connections within the transit oriented compact neighborhood district and between the district and surrounding neighborhoods. 4. Require accommodation for bus transit in specific locations identified in the small area plan for the transit - oriented compact neighborhood. 5. Prepare design guidelines and review new development against the guidelines to ensure that new development is transit -, pedestrian -, and bicycle - friendly. 6. Prohibit auto - intensive land uses. 7. Significantly restrict surface parking and encourage /require structured parking. 8. Amend the development review and approval process to give a higher priority and reduced application fees for new development in transit compact zones and a lower priority and higher application fees for new development outside of transit compact zones. C. Transportation System Management (TSM) 1. Systematically assess the designated transit- oriented compact neighborhood districts to identify opportunities for TSM and roadway improvements to better coordinate traffic flow, especially with increased bus traffic. 2. Incorporate a program of TSM and roadway improvements into the jurisdiction's CIP. D. Transportation Demand Management (TDM) 1. Prepare a TDM Plan for each transit- oriented compact neighborhood district, including objectives and strategies to reduce traffic congestion; manage parking; and make the corridor area a desirable place to live, work, and visit. 2. Require that TDM improvements and programs be included in any new development in accordance with the TDM Plan. E. Transit Service 1. Provide a high level of regional transit between and bus feeder transit services to the transit- oriented compact neighborhoods. 2. Ensure that transit amenities are convenient and comfortable to encourage transit use. Amenities could include benches, shelters, lighting, landscaping, public art and graphics, ticket vending machines, rider information displays, bicycle facilities, etc. F. Parking 1. Prohibit commercial parking lots as a stand -alone use in transit - oriented compact neighborhood districts. 2. Reduce or eliminate required parking in transit- oriented compact neighborhood districts. 5-25