Initiatives. Regional Mobility

Transcription

1 Regional Mobility Initiatives Vol. I, No. October 1996 Traffic Congestion is one of the greatest challenges facing the Dallas-Fort Worth Metropolitan Area. It results in motorist frustration, longer commuting times, lost productivity, higher automobile insurance rates, increased costs for transporting goods and a deterioration of our air quality. Ultimately, traffic congestion is a threat to the economic viability and quality of life in the region. This publication will examine the causes of traffic congestion, historical and current traffic conditions, and strategies currently being implemented to address this problem. How much time do you spend in your car each day? Chances are, in recent years you have spent more time delayed in traffic. Traffic congestion in the Dallas-Fort Worth area, as well as in other metropolitan areas throughout the nation, is increasing. According to the Texas Transportation Institute s annual report of vehicle travel and urban mobility for 50 urban areas across the country, the Dallas-Fort Worth region ranks as one of the most congested urban areas. Between 1982 and 1992, the Dallas-Fort Worth area had the highest growth in congestion levels among all metropolitan areas in Texas. Other measures of mobility support that traffic congestion is increasing in the Dallas-Fort Worth area. The increase in traffic congestion is related to growth in general travel. According to the 1995 Status of the Nation s Surface Transportation System report prepared for Congress, the total number of trips taken by all Americans between 1969 and 1990 increased over three photo courtesy of the Texas Department of Transportation Dallas District times as fast as the population; while population grew by 21 percent, the total number of trips grew by an astounding 72 percent during the same time period. Several factors have collectively impacted the increase in congestion in our nation, and in our region. Regional Mobility Initiatives is a report on the transportation planning activities and air quality programs of the North Central Texas Council of Governments and the Regional Transportation Council together serving as the Metropolitan Planning Organization for the Dallas-Fort Worth Area since 1974.

2 Factor: Population and Employment Growth Fastest Growing Urban Areas During the 1980s The primary reason for increased congestion is growth in population and employment. More people and activity equals increased travel. In 199 there were 258 million people living in the United States, resulting from a one percent average annual growth rate since This population growth resulted from a rise in the nation s birth rate, a decrease in the death rate, and a net increase of in-migration. Sacramento Anaheim Riverside San Diego Seattle Phoenix Fort Worth Dallas Atlanta Tampa The southern and western portions of the U.S. are home to the metropolitan areas that have experienced the greatest growth in recent years. The major component in the regional redistribution of the U.S. population is migration. Since the 1970s, the southern and western regions of the U.S. have increased their share in total population, while the northeast and north central regions share of population declined. This change is primarily due to a net out-migration from the north to the south and west. Consequently, the south and west grew in population, employment and travel. Employment growth also has an impact on traffic congestion. During the 1980 to 1990 time period, the number of jobs grew at one and one-half times the rate of population. This impacts travel in metropolitan areas with both high and low rates of population growth. For those areas with high levels of population growth, this Source: 1990 Census. Bureau of the Census, U.S. Department of Commerce means even more traffic congestion; for those areas with relatively low population growth, it still means more workers commuting daily, resulting in increased traffic. As a metropolitan area located in the Sunbelt, the Dallas-Fort Worth region is one of the fastest growing areas in the U.S. The population of the nine-county urban area, comprised of Collin, Dallas, Denton, Tarrant and Rockwall Counties, as well as portions of Ellis, Johnson, Kaufman, and Parker Counties, steadily grew from 1980 to 1995, from.1 million to 4.2 million, (a 5 percent increase). Employment increased by 50 percent between 1980 and This trend of population and employment growth is projected to continue to increase over the next 15 years by 2 percent and 50 percent, Factor: Automobile Ownership Growth in travel is also related to changes in automobile usage in recent years. Between 1969 and 1990 the number of licensed drivers increased by almost 60 percent, and today, licensing is almost universal among younger drivers of both sexes. It is believed that in 20 years there will be no significant difference in the licensing rates of men and women, and that most older drivers will be licensed (1995 Status of the Nation s Surface Transportation System: Conditions and Performance). The increase in licensed drivers has corresponded to an increase in automobile ownership. Vehicle ownership is closely linked to all facets of the growth in travel, including the number and length of trips taken per day. Between 1969 and 1990 the number of households having two vehicles rose by 117 percent, while the percentage of households without any automobile at all decreased by onethird. As a result, in 1990, 9.2 percent of U.S. households did not have a vehicle, while almost 20 percent had three or more automobiles (1995 Status of the Nation s Surface Transportation System: Conditions Growth in Vehicle Registration, ,100,000,000,000 2,900,000 2,800,000 2,700,000 2,600,000 2,500,000 Denotes vehicle registration for Collin, Dallas, Denton and Tarrant Counties Source: Texas Department of Transportation and Performance). Automobile ownership has also been on the rise in our region. Collectively, vehicle registrations in Collin, Dallas, Denton and Tarrant Counties have increased by 15 percent over the past ten years, which translates into 2

3 Factor: Single-Occupant Vehicle Travel Along with the increase in automobile ownership, more people are driving alone. This has also led to an increase in vehicles on the road during peak periods, thereby resulting in increased traffic congestion. Between 1980 and 1990, employment in the U.S. increased by 19 million workers. Despite this increase, the number of commuters using carpools, public transit and walking as their principle mode of travel to work decreased. (Transportation Statistics Annual Report 1994). Driving alone is the predominant mode of travel in the Dallas-Fort Worth area. According to the 1990 Census, about 79 percent of workers drive alone to work, while approximately 14 percent carpool. Much smaller percentages work at home or use public transit. Average vehicle occupancy is defined as the ratio of commute vehicles to passengers. It measures vehicle occupancy for all work commute trips made in a given area, and, since at least one person has to be in an automobile in order for the automobile to be driven, the average vehicle occupancy cannot be less than one. Trend analysis indicates that in the Dallas-Fort Worth area, average vehicle occupancy has declined in recent years but may be stabilizing. In November 1995, the North Central Texas Council of Governments (NCTCOG) released the baseline Average Vehicle Occupancy estimate for the Dallas-Fort Worth area. Based on information obtained from the 1990 Census, the Texas Department of Transportation, and NCTCOG travel survey data, a regional peak-hour average vehicle occupancy of 1.09 persons per vehicle was established. 2% How Dallas-Fort Worth Area Residents Travel to Work 2% 14% Area 2% 1% 79% Atlanta, GA Washington, D.C. Houston, TX Dallas-Fort Worth Phoenix, AZ Albuquerque, NM Chicago, IL Denver, CO Bicycle/Other Walk Transit Work at Home Carpool Drive Alone Source: 1990 Census. Bureau of the Census, U.S. Department of Commerce Average Vehicle Occupancy Persons Per Vehicle Source: 1990 Census. Bureau of the Census, U.S. Department of Commerce

4 Factor: Increased Suburbanization Not only has the amount of people and travel been increasing, the nature of travel has also changed in ways that contribute to greater traffic congestion. The travel patterns of many people have been altered with changes in land use. Such changes have resulted in suburban areas where buildings are spaced further apart and residential areas are separated from commercial areas. This phenomenon of suburbanization has led to the necessity of private automobiles to travel from one place to another. Dallas-Fort Worth Regional Travel Characteristics Person Miles per Household Central Business District Employment Centers Significant Travel Increases with Increased Ruralization Person Miles per Household Person Miles per Retail Employee Urban Residential Urban Densities Suburban Residential Rural NCTCOG Person Miles per Retail Employee The changes in land use associated with suburbanization have an effect on the characteristics of travel. Rather than the outlying area-tocentral city commute of the past, today s commuting patterns are more widely scattered, as inter- and intra-suburban travel has increased. The ability to provide effective transit service for this type of development, characterized by the lack of a central or concentrated destination, is limited. Consequently, the private automobile has become the dominant mode of travel in our nation s metropolitan areas. Since distances between employment, retail and residential areas tend to be greater in suburban areas, trip frequencies, trip lengths and travel times all tend to be greater. The Dallas-Fort Worth area has experienced suburbanization, much like the rest of the country. There are significant travel increases with increased ruralization, as illustrated by the graphic. Average miles traveled per day by a household located in the central city, (i.e. Urban Residential) is approximately 70, while a household residing in a rural area travels 110 miles per day. Factor: Increased Vehicle Miles of Travel National Transportation Trends, Each of these factors has resulted in increased vehicle miles of travel across the U.S. Population and Employment Growth Automobile Ownership Single-Occupant Vehicle Travel Increased Suburbanization More and Longer Trips Nationally, population increased by 15.9 percent and employment by 7.4 percent during the time period. The percentage of vehicles in use and annual vehicle miles of travel increased significantly by 49. and 61.9 percent, respectively. % Growth Population Employment Vehicles in use Annual VMT Source: Anthony Downs, Stuck in Traffic: Coping With Peak Hour Congestion 4

5 Seattle San Jose Los Angeles San Diego Dallas- Fort Worth San Antonio Milwaukee St. Louis Houston Atlanta Daily Travel Per Person Top 10 Urban Areas 1. Atlanta (4.9 miles) 2. Dallas-Fort Worth (26.5 miles). Houston (25.6 miles) 4. Seattle (2.6 miles) 5. Milwaukee (2.5 miles) 6. St. Louis (2.2 miles) 7. San Jose (2.0 miles) 8. San Diego (22.5 miles) 9. Los Angeles (21.9 miles) 10. San Antonio (21.7 miles) Growth in VMT for the Dallas-Fort Worth Area, VMT Per Person Per Day Source: U.S. DOT, Federal Highway Administration, Highway Statistics, Weekday VMT (Millions) According to 1990 data compiled by the U.S. DOT Federal Highway Administration regarding travel within urban areas, the Dallas-Fort Worth area ranked second nationwide and surpassed all Texas cities in daily travel per person. As shown on the map, cities with the highest daily travel per person are predominantly located in the southern and western portions of the U.S. Each of these areas has experienced significant suburban growth over the past several decades. Weekday vehicle miles of travel (VMT) is on the rise in the Dallas-Fort Worth region. Total VMT for the region was 105 million in 1995, meaning that on a typical weekday, area residents travel approximately 105 million miles on area freeways, arterials and local streets. In order to equal this amount of travel, one would have to drive from coast to coast over thirty thousand times. The growth in VMT graph illustrates that VMT steadily increased from 66 million in 1980 to 105 million in This represents a 59 percent increase over this 15-year period. Average VMT per person has also increased from 22.8 miles per day to 26.5 miles per day, representing a 16 percent increase. Increased travel is having an impact on the Dallas-Fort Worth area roadway system. While travel is increasing, revenues to support construction and maintenance of the roadway system have not kept pace. Vehicle miles of travel increased substantially from 1980 to 1995; however, highway expenditures during the same time period remained relatively constant in real terms. This imbalance between travel demand and roadway supply has resulted in a significant increase in congestion and roadway maintenance needs VMT per Person Weekday VMT Source: NCTCOG 5

6 System Performance Along with increased traffic congestion comes a decline in the performance of the transportation system, particularly if transportation system investments are not able to keep pace with increases in demand. Traffic count data at specific locations reveals that travel is on the rise in the Dallas-Fort Worth area. The Texas Department of Transportation (TxDOT) records traffic at 24 hour permanent traffic monitors every day. Traffic at other locations is counted annually. Approximately every 10 years, TxDOT conducts vehicle counts at over 18,000 locations throughout the region providing detailed information regarding changes in travel on the roadway system. Traffic Growth in the Dallas-Fort Worth Area Daily Traffic Volumes Scale: = 100,000 Vehicles Year 1975 Year 1985 Year 1995 I.H. 5W I.H. 5E S.H. 161 U.S. 75 Dallas North Tollway S.H. 190 I.H. 65 As the traffic growth map demonstrates, traffic has consistently grown throughout the region over the past 20 years. Several locations, such as Interstate Highway 65 (LBJ Freeway) in North Dallas, State Highway 18 (Airport Freeway) in Northeast Tarrant County and Interstate Highway 20 in South Arlington, have shown tremendous growth in traffic over this time period. North Central Texas Council of Governments Transportation I.H. 20 I.H. 0 U.S. 67 I.H. 45 The 1995 Daily Traffic Volume map illustrates present traffic volumes throughout the Dallas-Fort Worth Metropolitan Area on major roadways. The width of each band represents the level of traffic occurring along each roadway segment. Many freeways currently carry between 100,000 and 200,000 vehicles per day. Several freeways in the eastern portion of the region are experiencing traffic volumes in excess of 200,000 vehicles per day. These freeways are heavily congested and as a result operate at low levels of service during peak travel periods. Vehicular Traffic (in thousands) Over Daily Traffic Volumes I.H. 5W I.H. 0 I.H. 20 I.H. 5E Dallas North Tollway U.S. 75 S.H. 190 I.H. 65 U.S. 67 I.H. 45 North Central Texas Council of Governments Transportation 6

7 Level of Service (LOS) is a standard measure of system performance. By measuring the volume of traffic on a roadway and comparing it with the roadway capacity, or amount of traffic the roadway is designed to accommodate, the Level of Service is determined. Level of Service is measured on a scale from A to F. LOS A, B, and C are characterized by free flow in which there is little or no restriction on speed or maneuverability caused by the presence of other vehicles. There is cause for concern when roadway conditions approach Level of Service D and E. LOS F indicates slow moving, bumper-to-bumper traffic Peak-Hour Freeway Congestion Levels in the Dallas-Fort Worth Area Level of Service by Segment A, B, C D, E F I.H. 5W I.H. 0 I.H. 20 I.H. 5E U.S. 75 Dallas North Tollway S.H. 190 I.H. 65 Many freeway facilities in the Dallas- Fort Worth area are at low levels of service during peak periods. For example, Interstate Highway 5E operates primarily at LOS E and F, as does State Highway 18 (Airport Freeway), U.S. Highway 75 (Central Expressway) and Interstate Highway 65 (LBJ Freeway). Low levels of service translate into high levels of congestion. During peak periods, congestion in the Dallas-Fort Worth area has grown substantially. In 1980, only the Dallas and Fort Worth Central Business Districts and North Dallas were characterized by high levels of congestion. By 1995, however, congestion has grown throughout the metropolitan area. During peak periods, greater portions of Dallas, and now portions of Fort Worth, the Mid-Cities, northeast Tarrant County, southwest Collin County, southeastern Denton County, Irving, Plano, Richardson, Garland, and Mesquite are experiencing heavy traffic congestion. North Central Texas Council of Governments Transportation U.S. 67 Dallas-Fort Worth Areawide Congestion Areawide Congestion in 1980 Areawide Congestion in 1995 I.H. 5W I.H. 0 I.H. 5E I.H. 20 U.S. 67 I.H. 45 U.S. 75 Dallas North Tollway S.H. 190 I.H. 65 I.H. 45 As roadway congestion has increased in the Dallas-Fort Worth area, so have its associated costs. Between 1980 and 1995, the estimated annual cost of congestion to motorists increased by over 115 percent to over $2.8 billion per year in lost time alone. North Central Texas Council of Governments Transportation 7

8 Transportation Strategies in Implementation In the Dallas-Fort Worth area, many initiatives are underway to address traffic congestion. Currently over $1 billion per year is being spent to make multimodal transportation improvements in the region. These initiatives are taking place through the cooperation and partnership of many agencies and governmental entities. Freeway Improvements/ Toll Roads The freeway system serves as the backbone of the regional transportation system. One of the main strategies to address traffic congestion is freeway improvements. Currently several major construction efforts are underway to reduce traffic bottlenecks and recurring congestion. A total of $204 million in transportation projects began construction in In Dallas, work continues on the reconstruction of North Central Expressway (U.S. Highway 75). The project will be completed by the year Other major projects in Dallas include the reconstruction of Interstate Highway 0 in Northeast Dallas County and the State Highway 121 Lewisville bypass in southern Denton County. In Tarrant County, the interchange at Interstate Highway 820, State Highway 121, State Highway 26, and Farm to Market Road 198 is under construction. The Interstate Highway 0/Interstate Highway 5W Interchange in downtown Fort Worth is being reconstructed. This project will be completed by the year Because of the growing travel and infrastructure needs, coupled with increasing financial shortfalls, the construction of toll roads represents one of the best opportunities for the Dallas-Fort Worth area to expedite freeway construction. The Texas Department of Transportation, the Texas Turnpike Authority, and local governments in the Dallas-Fort Worth area are working together to accomplish this. The Regional Transportation Council adopted a policy on February 11, 199 stating that all new freeways on new rightsof-way are to be studied as toll roads as an alternative financing mechanism. Considerable progress is being made on this initiative. Dallas-Fort Worth Metropolitan Area Candidate Toll Roads TOLL ROADS Existing or Under Construction Candidate Toll Roads Candidate Express Toll Lanes New facility locations indicate transportation needs and do not represent specific alignments. North Central Texas Council of Governments Several toll road projects are in the planning or construction stages. The State Highway 121 extension from the Fort Worth Central Business District to Cleburne is being studied for toll road feasibility through Tarrant and Johnson Counties. The feasibility of express toll lanes is being evaluated in conjunction with high-occupancy vehicle lanes in the Interstates 65 and 5E corridors. State Highway 190 (President George Bush Turnpike) is being constructed as a toll road from State Highway 78 in Garland to Interstate Highway 5E in Carrollton, with the potential for further extensions on both the eastern and western ends of the corridor being evaluated. I.H. 5E West Fork Trinity Parkway S.H. 121 Bypass S.H. 161 Trinity Parkway Dallas North Tollway I.H. 65 S.H. 190 S.H. 121 photo courtesy of the Texas Department of Transportation Dallas District 8

9 Light Rail Transit Light rail transit is becoming a key component of the Dallas-Fort Worth region s transportation system, providing an alternative commuting option for motorists. The light rail system is anticipated to carry a significant number of riders during peak travel periods. The DART light rail system enhances access to the Dallas Central Business District and will provide economic development opportunities at various station areas. The South Oak Cliff, West Oak Cliff, and Central Business District portions of the system opened in June In December, the remaining section of the starter system from downtown to Park Lane will be opened. Further extensions of the rail system will serve Plano, Richardson, Garland, Farmers Branch, Carrollton, and the Pleasant Grove area of Dallas. DART LIGHT RAIL SYSTEM North Central Texas Council of Governments Transportation Light Rail Starter System Future Rail Extensions New facility locations indicate transportation needs and do not represent specific alignments. All existing railroad rights-of-way should be monitored for potential future transportation corridors. I.H. 0 I.H. 20 U.S. 67 Dallas North Tollway I.H. 5E U.S. 75 I.H. 45 I.H. 65 Commuter Rail photo courtesy of DART Commuter rail is being implemented as a vital rail link between the Fort Worth Intermodal Center in downtown Fort Worth, the Mid-Cities, and Union Station in Dallas. Located in the RAILTRAN corridor, parallel to both State Highway 18 (Airport Freeway), and Interstate Highway 0, Trinity Express commuter rail service will provide commuters an alternative to these often congested freeway corridors. The first phase of the project, anticipated to open in December 1996, will provide service from Irving to downtown Dallas. Service to and from Fort Worth is expected to begin within two years. The RAILTRAN line will also provide a linkage into DFW International Airport. Access to the airport will become even more critical in the future as major freeway facilities serving the airport become more congested. Commuter rail is also being considered along other heavily traveled corridors in the DART service area, such as the Stemmons Corridor in Dallas. Fort Worth Fort Worth Intermodal Transportation Center Forest Hill 5W RAILTRAN Corridor 820 Richland Hills Euless Bedford 121 Hurst Hurst-Bell N. Arlington FM 157 Handley- Ederville Arlington Centreport/ Airport 114 Belt Line South Irving Irving Medical/ Market Center 0 Grand Prairie 18 5E University Park Highland Park Dallas Union Station Dallas photo courtesy of DART 9

10 High-Occupancy Vehicle Lanes The need for high-occupancy vehicle (HOV) lanes is becoming more critical as traffic congestion increases. HOV lanes encourage ridesharing and transit use because motorists and buses travel in free flowing lanes. By restricting use to carpools, vanpools, and express buses, HOV lanes increase the person-carrying capacity of congested freeways. Immediate Action HOV lanes are operating in the eastern portion of the region. The Interstate Highway 0 (East R.L. Thornton) HOV, east of downtown Dallas, opened in 1991; the Interstate Highway 5E (Stemmons) HOV opened in September In December 1996, an HOV will open in North Dallas on Interstate Highway 65 (LBJ Freeway). Plans are underway to add other HOV lanes, including Interstate Highway 5E (South R.L. Thornton); U.S. Highway 67; and U.S. Highway 75, north of LBJ Freeway. Long-range plans call for the eventual construction of permanent HOV lanes in many freeway corridors throughout the region. These facilities will focus on connecting park-and-ride lots to employment centers. Permanent HOV lane construction will occur with the reconstruction of major freeway facilities. courtesy of DART, photo by Ritchie McHam Bus Service Currently bus service is provided throughout the DART and Fort Worth Transportation Authority s (the T) service areas. Ongoing activities include reorientation of bus routes to support rail and HOV service, as well as the conversion of bus fleets to alternative fuel vehicles. Transportation Management Strategies In addition to constructing new facilities, a number of highly cost-effective programs are in place in the Dallas-Fort Worth area to manage both existing transportation infrastructure and travel demand. These programs are being used to maximize the capacity of the system and increase the system s overall efficiency. Transportation System Management Transportation system management strategies focus on improving traffic flow and system efficiency. Such strategies include arterial street widenings, intersection improvements, grade separations, freeway bottleneck removal and traffic signal coordination. These improvements are low-cost and reduce the delay associated with congestion on the roadway system. Travel Demand Management Travel Demand Management is a category of management strategies which focuses on reducing the number of vehicles on the roadways during peak travel periods. This may be achieved by increasing vehicle occupancies through carpool and vanpool programs. The demand for travel can be decreased through telecommuting and other alternative working arrangements. Bicycling and walking are also being promoted in our region for shorter trips. A regional Travel Demand Management program is in place to assist area employers in implementing these travel options at their work sites. For additional information on Transportation System and Travel Demand Management strategies being implemented to improve air quality, see Regional Mobility Initiatives Volume 1, Issue 2. Advanced Transportation Management Advanced Transportation Management consists of three broad categories. Traffic monitoring and incident detection, traveler information systems, and traffic management strategies are all being implemented on our freeway system. By combining technology with aggressive incident response strategies, delay can be reduced and traffic flow can be maintained. For additional information on Advanced Transportation Management in the Dallas-Fort Worth region, see Regional Mobility Initiatives Volume 1, Issue 1. 10

11 Regional Mobility Initiatives Issues Volume 1 No. 1, Advanced Transportation Management, March 1996 No. 2, Air Quality, July 1996 No., Traffic Congestion, October 1996 The contents of this report reflect the views of the authors who are responsible for the opinions, findings, and conclusions presented herein. The contents do not necessarily reflect the views or policies of the Federal Highway Administration, the Federal Transit Administration, or the Texas Department of Transportation. This document was prepared in cooperation with the Texas Department of Transportation and the U.S. Department of Transportation, Federal Highway Administration and Federal Transit Administration. What Is NCTCOG? The North Central Texas Council of Governments (NCTCOG) is a voluntary association of local governments within the 16-county North Central Texas region. The agency was established in 1966 to assist local governments in planning for common need, cooperating for mutual benefit, and coordinating for sound regional development. North Central Texas is a 16-county region with a population of 4.2 million and an area of approximately 12,800 square miles. NCTCOG has 224 member governments, including all 16 counties, 158 cities, 26 independent school districts, and 24 special districts. Since 1974, NCTCOG has served as the Metropolitan Planning Organization (MPO) for transportation in the Dallas-Fort Worth Metropolitan Area. The Regional Transportation Council is the policy body for the Metropolitan Planning Organization. The Regional Transportation Council consists of 5 members, predominantly local elected officials, overseeing the regional transportation planning process. NCTCOG s Department of Transportation is responsible for support and staff assistance to the Regional Transportation Council and its technical committees, which comprise the MPO policy-making structure. We would like your comments... If you have questions or comments regarding the transportation and air quality programs of the North Central Texas Council of Governments and the Regional Transportation Council or need additional information, please contact the NCTCOG Transportation Department at (817) , by FAX (817) or via mmorris@nctcog.dst.tx.us North Central Texas Council of Governments P. O. Box 5888 Arlington, Texas

12 NCTCOG Executive Board President Jim Jackson Commissioner, Dallas County Vice President Elzie Odom Councilmember, Arlington Secretary-Treasurer Ron Harmon Commissioner, Johnson County Past President Jewel Woods Councilmember, Fort Worth Director Tom Vandergriff County Judge, Tarrant County Director Ron Harris County Judge, Collin County Director Morris Parrish Mayor, Irving Director Bobbie Mitchell Mayor, Lewisville Director Mary Poss Councilmember, Dallas Regional Citizen Representative (non-metro) Penny Redington Ellis County Regional Citizen Representative (urban) Frank Longoria Dallas County General Counsel Jerry Gilmore Attorney at Law, Dallas Executive Director R. Michael Eastland Regional Transportation Council 1996 Chairman Henry Wilson Councilmember, City of Hurst Vice Chairman Jack Miller Mayor, City of Denton Secretary Ron Harmon Commissioner, Johnson County Kenneth Barr Mayor, City of Fort Worth Dick Bode Councilmember, City of Plano Ron Brown Commissioner, Ellis County Tommy Brown Mayor, City of North Richland Hills Don Doty Councilmember, City of Grand Prairie Milburn Gravley Mayor, City of Carrollton Sandy Greyson Citizen Representative, City of Dallas James Griffin Exec. Director, Texas Turnpike Authority Bob Hampton Commissioner, Tarrant County Jack Hatchell Commissioner, Collin County Charles W. Heald Texas Department of Transportation, Fort Worth District John Heiman, Jr. Mayor Pro Tem, City of Mesquite Kathy Ingle Dallas Area Rapid Transit Lee Jackson County Judge, Dallas County Sandy Jacobs Commissioner, Denton County Larry Lipscomb Mayor, Town of Flower Mound Dottie Lynn Mayor Pro Tem, City of Arlington Barbara Mallory Caraway Councilmember, City of Dallas Kenneth Mayfield Commissioner, Dallas County Eugene McCray Councilmember, City of Fort Worth Tom Morton Mayor, City of Coppell John Murphy Mayor Pro Tem, City of Richardson Jay Nelson Texas Department of Transportation, Dallas District Elaine Petrus Fort Worth Transportation Authority Mary Poss Councilmember, City of Dallas Chris Rose Mayor, City of Cedar Hill Chuck Silcox Councilmember, City of Fort Worth Jim Spence Mayor Pro Tem, City of Garland Robert Stimson Councilmember, City of Dallas Tom Vandergriff County Judge, Tarrant County Air Transportation Technical Advisory Committee Chairman Don Paschal, Jr., City Manager, McKinney Surface Transportation Technical Committee Chairman Dave Davis, Traffic Engineer, Farmers Branch Travel Demand Management Committee Chairman Marcos Fernandez, Transportation Planner, Plano Air Quality Advisory Committee Chairman Ron Harris, County Judge, Collin County NCTCOG Contributing Staff Michael Morris Director of Transportation Dan Kessler Assistant Director of Transportation Dan Rocha Senior Transportation Planner Chris Klaus Transportation Planner II Stephanie Roth Transportation Planner I Mitzi Ward Transportation Planner I Shirley Henry Grants Coordinator Biatriz Chapa Graphics Specialist, Public Affairs 11