Feasibility Study of Shared High Occupancy Vehicle Lanes on Bruce B Downs Boulevard between Interstate 75 and Bearss Avenue

Transcription

1 Hillsbrugh Cunty Metrplitan Planning Organizatin Feasibility Study f Shared High Occupancy Vehicle Lanes n Bruce B Dwns Bulevard between Interstate 75 and Bearss Avenue

2 TABLE OF CONTENTS Sectin Page 1.0 INTRODUCTION Framewrk Purpse/Scpe PREVIOUS AND PRESENT INITIATIVES STAKEHOLDER COORDINATION/OUTREACH TRANSPORTATION DEMAND MANAGEMENT Research Stakehlder Interviews Data/Reprts Case Studies Cmmuter Assisstance Prgram EXISTING AND FUTURE TRAFFIC CONDITIONS Existing Traffic Cnditins Existing Radway Gemetry Existing Traffic Vlumes Future Traffic Cnditins Future Year Radway Gemetry Future Year Traffic Prjectins Analysis f Design Year Cnditins CONCLUSIONS/RECOMMENDATIONS i

3 LIST OF TABLES Table Page 1 Supprting Planning Initiatives Stakehlder Meetings/Presentatins Supprting Natinal Data/Reprts Existing Peak Hur Vehicle Occupancy Survey Summary Bruce B Dwns Bulevard Segments - Nrthbund Bruce B Dwns Bulevard Segments - Suthbund LIST OF FIGURES Figure Page 1 Prject Lcatin Existing (2013) Lane Gemetry and Cnfiguratins Existing (2013) Annual Average Daily Traffic Vlumes Existing (2013) Peak Hur Directinal Design Hur Vlumes Opening (2015) Peak Hur Directinal Design Hur Vlumes Design Year (2035) Peak Hur Directinal Design Hur Vlumes Cmparisn f Radway Speeds Design Year (2035) Bruce B Dwns Bulevard Suthbund AM Peak Hur Cmparisn f Radway Speeds Design Year (2035) Bruce B Dwns Bulevard Nrthbund PM Peak Hur Cmparisn f Radway Speeds by Vehicle Type Design Year (2035) Bruce B Dwns Bulevard Suthbund AM Peak Hur Cmparisn f Radway Speeds by Vehicle Type Design Year (2035) Bruce B Dwns Bulevard Nrthbund PM Peak Hur Appendix APPENDICES A B C D E Stakehlder Cmmittee Stakehlder Interview Questins Stakehlder Interview Findings Case Studies Cmmuter Assistance Prgram ii

4 1.0 INTRODUCTION Findings frm the Feasibility Study f Shared High Occupancy Vehicle Lanes n Bruce B Dwns Bulevard between Interstate 75 and Bearss Avenue are presented within this dcument. 1.1 FRAMEWORK In rder t address cngestin and plan fr future cmmunity transprtatin needs, fcusing specifically n arterial radways within Hillsbrugh Cunty, the Hillsbrugh Cunty Metrplitan Planning Organizatin (MPO) prepared the Cngestin Management/Crash Mitigatin Prcess: A Feasibility Study n Implementing HOV, Reversible Lanes r Time-f-Day Parking Strategies in Nvember The purpse f the study was t identify innvative, successfully implemented cngestin management and peratinal cncepts n arterial radways in rder t ptimize the use f existing infrastructure; the three arterial peratinal strategies that were explred included: High Occupancy Vehicle (HOV) lane restrictins, reversible lane applicatins, and time-f-day parking/ff-peak parking restrictins. Based n the findings f the study, Bruce B Dwns Bulevard frm Interstate 75 (I-75) t Bearss Avenue in nrthern Hillsbrugh Cunty surfaced as a strng candidate fr HOV lane implementatin t reduce peak-hur impacts in additin r in lieu f sle capacity imprvements. A HOV lane is defined as a restricted traffic lane reserved fr vehicles with a driver and ne r mre passengers; it is used as a cngestin management tl in rder t attract peple t carpling and transit by ffering faster, mre reliable trips than the general purpse lanes f radways 1. Reasns highlighted in the study justifying the apprpriateness f Bruce B Dwns Bulevard fr HOV lane implementatin included: Bruce B Dwns Bulevard will remain cngested in the future even after the widening; Opprtunity exists t designate HOV lanes n the facility as it is widened t eight lanes; Opprtunity exists fr use f the HOV lanes t accmmdate high peak traffic vlumes alng the crridr at rush hur; Transprtatin Demand Management (TDM) factrs are present in the area (i.e., carpling/vanpling prgrams) that culd utilize the HOV lanes n the facility; and Opprtunity exists fr the designated HOV lanes t cnnect t/be utilized t facilitate ther transprtatin planning initiatives in the area (i.e., Flrida Department f Transprtatin Managed Lanes n I-75, Hillsbrugh Area Reginal Transit Authrity MetrRapid Service t University f Suth Flrida, Tampa Bay Area Reginal Transprtatin Authrity Rail/Bus Rapid Transit Service n Bruce B Dwns Bulevard). 1.2 PURPOSE/SCOPE In preparatin f the widening f Bruce B Dwns Bulevard frm I-75 t Bearss Avenue t eight lanes (fur thrugh lanes in each directin), the Hillsbrugh Cunty MPO initiated a secnd study in , Transprtatin Research Bard, High Occupancy Vehicle r General Purpse Lane?, /C/881258,

5 which specifically fcused n the feasibility f dedicating ne shared HOV lane in the peak hur and peak directin alng the Bruce B Dwns Bulevard crridr. Cmpnents f the Feasibility Study f Shared High Occupancy Vehicle Lanes n Bruce B Dwns Bulevard between Interstate 75 and Bearss Avenue included: Reviewing related previus and present planning initiatives, Perfrming stakehlder crdinatin/utreach, Assessing current and future TDM supprt factrs and initiatives within the prject area, Analyzing existing and future traffic cnditins (including prject simulatin results), Develping crridr sketch plans and typical sectins*, and Preparing prject cst estimates*. *Crridr sketch plans/typical sectins and prject cst estimates were ultimately eliminated frm the scpe f wrk as the study findings revealed that the prject is nt feasible (as discussed later in this dcument). The ttal prject length is apprximately 4.4 miles. Figure 1 presents the lcatin f the prject. 2

6 Figure 1: Prject Lcatin I-75 Bearss Avenue 3

7 2.0 PREVIOUS AND PRESENT INITIATIVES Table 1 displays the lcal, reginal, and state transprtatin plans, studies, and prjects that were reviewed in rder t understand previus and current planning initiatives pertinent t the crridr and surrunding area that may impact traffic patterns/cmpsitin and verall mbility in nrthern Hillsbrugh Cunty (primarily regarding ptential HOV lane implementatin, perfrmance, and enfrcement). These resurces were acquired frm a number f entities including: the Hillsbrugh Cunty MPO, Hillsbrugh Cunty, Hillsbrugh Area Reginal Transit (HART) Authrity, Flrida Department f Transprtatin (FDOT) District 7, and Tampa Bay Area Reginal Transprtatin Authrity (TBARTA). The gathered infrmatin prvided the basis fr explring the feasibility f implementing HOV lanes n Bruce B Dwns Bulevard. TABLE 1 SUPPORTING PLANNING INITIATIVES Plan/Study/Prject Surce Date Cngestin Management/Crash Mitigatin Prcess: A Feasibility Study n Implementing HOV, Reversible Lanes r Time-f-Day Parking Strategies - Executive Summary fr Phase I Cngestin Management/Crash Mitigatin Prcess: A Feasibility Study n Implementing HOV, Reversible Lanes r Time-f-Day Parking Strategies - Technical Memrandum fr Phase II Cngestin Management/Crash Mitigatin Prcess: Crash Severity Reductin Reprt Hillsbrugh Cunty MPO 2012 Hillsbrugh Cunty MPO 2012 Hillsbrugh Cunty MPO 2013 University Area Transit Circulatr Study Hillsbrugh Cunty MPO 2013 Bruce B Dwns Bulevard Recnstructin Assessment CR 581 (Bruce B Dwns Bulevard) frm Suth f Bearss Avenue t Palm Springs Bulevard Transit Assessment Hillsbrugh Cunty and Hillsbrugh Cunty MPO Hillsbrugh Cunty and Hillsbrugh Cunty MPO MetrRapid Nrth-Suth Crridr HART 2013 Managed Lanes Master Plan Study FDOT District 7 Onging USF t Wesley Chapel Reginal Transit Crridr Study TBARTA

8 3.0 STAKEHOLDER COORDINATION/OUTREACH T augment infrmatin gathered frm reviewing relevant planning initiatives, stakehlder crdinatin and utreach was cnducted. Members f the New Nrth Transprtatin Alliance (NNTA) were selected t serve n the stakehlder cmmittee as the NNTA is cmpsed f a range f entities representing the nrthern Hillsbrugh Cunty/prject area including gvernment agencies (i.e., City f Tampa, Hillsbrugh Cunty, HART, FDOT District 7, TBARTA, etc.), majr area emplyers (i.e., University f Suth Flrida, Flrida Hspital, Mffitt Cancer Center, etc.), and residential and civic assciatins. Additinal emplyers alng the crridr and in the area, as well as neighbrhds, were als identified t cmplete the stakehlder cmmittee. A list f the stakehlders may be fund in Appendix A. In rder t slicit feedback n the prject frm members f the stakehlder cmmittee, a series f meetings and interviews were rganized by the Hillsbrugh Cunty MPO. The purpse f the meetings and interviews was t cllect infrmatin regarding: mbility needs/transprtatin demand n the crridr at varius times f the day, current TDM strategies being used in the area and by emplyers, the likelihd f area residents and emplyees t use HOV lanes, ptential imprvements t encurage HOV lane use/pprtunities fr TDM initiatives, ptential public supprt r cntrversy pertaining t the prject, etc. Table 2 presents a list f the varius meetings (including presentatins) that were cnducted. The list f stakehlders that were interviewed, alng with the interview questins that were develped, may be fund in Appendix B. TABLE 2 STAKEHOLDER MEETINGS/PRESENTATIONS Stakehlder Type f Crdinatin Date Hillsbrugh Cunty Meeting 04/05/2013 NNTA Presentatin 04/10/2013 City f Tampa Meeting 07/15/2013 City f Tampa and Hillsbrugh Cunty Meeting 09/27/2013 NNTA Presentatin 11/13/2013 Hillsbrugh Cunty MPO Intelligent Transprtatin Systems Cmmittee Presentatin 11/14/2013 Hillsbrugh Cunty MPO Citizens Advisry Cmmittee and Hillsbrugh Cunty MPO Technical Advisry Cmmittee Hillsbrugh Cunty MPO Bicycle & Pedestrian Advisry Cmmittee and Hillsbrugh Cunty MPO Livable Radways Cmmittee Presentatin 12/11/2013 Presentatin 12/11/2013 TBARTA Citizens Advisry Cmmittee Presentatin 12/18/2013 TBARTA Transit Management Cmmittee Presentatin 12/19/2013 Hillsbrugh Cunty MPO Bard Presentatin 01/07/2014 5

9 4.0 TRANSPORTATION DEMAND MANAGEMENT Transprtatin Demand Management (TDM) is the applicatin f strategies and plicies aimed at reducing r shifting the demand fr radway travel (i.e., carpling, vanpling, etc.), particularly in terms f single ccupancy vehicles (SOVs) 2. Due t the fact that TDM initiatives supprt HOV lane utilizatin, existing TDM supprt services and future TDM supprt services, incentives, and training pprtunities within the prject area were assessed as part f this study. 4.1 RESEARCH Current area TDM prgrams thrugh stakehlder interviews, natinal data/reprts pertaining t TDM, and natinal case studies regarding TDM strategies/trends related t HOV lane implementatin were specifically analyzed and are described belw in further detail Stakehlder Interviews As discussed in Sectin 3.0, majr area emplyers were targeted thrugh the stakehlder interviews t determine their level f engagement in TDM prgrams, understand what TDM initiatives are currently in place, assess what ther types f prgrams/initiatives are likely t be ffered that wuld supprt the actual use f a HOV lane, identify gaps in TDM emplyer utreach, and gauge the verall saturatin f the prject area market in terms f intrducing additinal TDM pprtunities. Research revealed mderate levels f participatin by area emplyees in TDM prgrams: Carpling: 860 database registratins (specifically emplyees f James A. Haley Veterans Hspital and University f Suth Flrida/ Center fr Urban Transprtatin Research). Vanpling: 185 participants / 27 vans in service (James A. Haley Veterans Hspital receives a federal subsidy t ffset csts; USAA Insurance runs its wn internal vanpl prgram). Emergency Ride Hme: 214 emplyee registrants and 22 student registrants. While the NNTA and TBARTA are active in the nrthern Hillsbrugh Cunty/prject area and maintain a supprtive rle in encuraging TDM initiatives, recent funding cnstraints have limited TDM utreach prgram develpment and implementatin effrts. Hwever, current funding allcated t the NNTA by Hillsbrugh Cunty and FDOT District 7 (thrugh a grant) has prvided the NNTA with the pprtunity t cnduct additinal TDM utreach activities, primarily targeting 7-8 area businesses t braden TDM prgram effrts. NNTA will fcus n carpl matching as the interviews revealed that the carpling market appears t be mre prminent alng the crridr than the transit market. Findings frm the stakehlder interviews regarding TDM initiatives may be fund in Appendix C Data/Reprts Natinal data/reprts were cllected and examined frm the American Public Transprtatin Assciatin, United States Census Bureau, and Transprtatin Research Bard (as displayed in Table 3) 2 Federal Highway Administratin Travel Demand Management hme page 6

10 t further understand the relatinship between TDM factrs and HOV lanes. The data/reprts helped frm the assumptins fr the future year traffic prjectins and VISSIM micr-simulatin mdel discussed in Sectin 5.0. TABLE 3 SUPPORTING NATIONAL DATA/REPORTS Title Surce Date Designing Bus Rapid Transit Running Ways American Public Transprtatin Assciatin Jurney t Wrk/Cunty-t-Cunty Cmmuting Flws (Hillsbrugh Cunty) Hillsbrugh Cunty Lng Range TDM Plan Integrating Pricing Alternatives int the Planning & Prject Develpment Prcesses Frecasting Traffic fr a HOV Lane frm Feasibility Study t Preliminary Design United States Census Bureau 2010 NNTA/University f Suth Flrida/ Center fr Urban Transprtatin Research 2004 Transprtatin Research Bard 2003 Transprtatin Research Bard Case Studies Natinal case studies n HOV lane implementatin and hw TDM strategies were applied befre, during, and after implementatin were reviewed in rder t identify 1) the tradeffs between single ccupancy vehicle (SOV) travel and travel via carpl/transit in a HOV lane (including estimated time savings and cngestin reductin) and 2) pprtunities t enhance TDM initiatives within the prject area. Infrmatin regarding HOV lane implementatin, perfrmance, and enfrcement was gathered fr five prjects utside f the nes studied as part f the Hillsbrugh Cunty MPO s Cngestin Management/Crash Mitigatin Prcess: A Feasibility Study n Implementing HOV, Reversible Lanes r Time-f-Day Parking Strategies (Nvember 2012). The five prjects included: I-880 HOT/HOV Value Pricing Feasibility Study [Flrida] (April 2004); Califrnia Department f Transprtatin (CalTrans) Reginal HOT Lanes Netwrk Feasibility Study: Plicy and Operatin Cnsideratins fr a Reginwide Bay Area HOT Lane Netwrk [Califrnia] (December 2006); Nrth Carlina Department f Transprtatin (NCDOT) I-77 HOV Newsletter - includes marketing/public relatins/utreach/ public cmmunicatins abut the prject [Nrth Carlina] (Spring/Summer 2004); Suth Carlina Department f Transprtatin (SCDOT) HOV/HOT Lane Feasibility Study Final Reprt [Suth Carlina] (February 2010); and Virginia Department f Transprtatin (VDOT) I-95 HOV Feasibility Study [Virginia] (March 2002). It is imprtant t nte that while the majrity f prjects examined invlved the use r implementatin f tlling [High Occupancy Tll (HOT) lanes] n interstates, many f the findings frm each case can be applied t the implementatin f a HOV lane where nne frmerly existed just as readily as they were in adding tlls t existing HOV lanes. The majr cncepts/lessns learned frm the case studies that are relevant t ptential HOV lane implementatin n Bruce B Dwns Bulevard are presented belw: 7

11 Changes in HOV lane plicy shuld be cnsidered as a package rather than as individual elements; changes in pssible HOV lane eligibility and hurs f peratin can significantly impact the ptential fr lane use. Extending the perating hurs culd als increase verall HOV lane benefits. Changes in HOV lane plicy shuld cnsider as much f a regin s HOV lane system as pssible. The benefits f implementatin are likely t be greater if ther parts f the reginal HOV lane system are similar and/r invlved. HOV lane design with cntinuus access and egress greatly increases the cmplexity f management and enfrcement where there was n HOV restrictin in the past. Cnsider hw t keep HOV lanes effective as HOV lane vlumes increase. As a HOV lane exceeds level f service C (appraching breakdwn cnditins), it may be imprtant t cnsider increasing the vehicle ccupancy requirement (frm 2+ t 3+), adding a secnd HOV lane, r taking sme ther apprach t maintain the effectiveness f the HOV lane. A public plicy f increasing the HOV requirement when a lane fills t capacity with HOVs is essential t the ability f the regin t make the lanes successful. T understand ptential acceptance f HOV lanes in the area surrunding the Bruce B Dwns Bulevard crridr, cllective experience/natinal public pinin regarding HOV lanes and demgraphic characteristics f areas with HOV lanes shuld be investigated and cmpared t the nrthern Hillsbrugh Cunty/prject area. The tw majr challenges in public acceptance f HOV lanes have been empty lane syndrme and enfrcement. Empty lane syndrme refers t the visual perceptin f nn-hov lane users that a HOV lane is nt well used, particularly if the general purpse lanes are very cngested. T avid this syndrme, natinal HOV lane experience indicates that mature HOV lanes shuld carry a minimum f 400 t 800 vehicles per hur during peak perids. Enfrcement als needs t be prminent and effective t avid the perceptin f HOV lane misuse, real r exaggerated. Natinal experience als indicates that a tlled rad r lane is generally accepted and successful if it prvides a reliable trip with significant time r distance savings. Strategies t address public acceptance need t be implemented early in the planning phases f the prject - strategic public relatins may ffer pprtunities t enhance public acceptance when market research suggests negative r plarized public attitudes exist tward a prpsed HOV lane prject. By identifying the key issues f cncern, the apprpriate messages and strategies may be selected, including ne r mre f the fllwing ptins: Travelers "have the ptin" - marketing HOV lanes as a benefit available t all users rather than a cncept that creates tw classes f users can help t address equity issues. HOV lanes result in enhanced reliability and speed benefits t all mtrists n the crridr, including the benefits f reduced peak perid travel and imprved air quality. HOV lanes need a plitical "champin" behind them - having a plitical champin, cupled with lcal and state agencies willing t cllabratively mve frward, is an imprtant factr in being able t demnstrate and implement these traffic management tls and vercme any expressed skepticism. The implementatin f HOV lanes can be cntrversial t the general public and media despite the imprved mbility t a large number f users. Having a plitical champin can help t ease sme f the cntrversy and ppsitin by thse wh will be affected. 8

12 Keeping stakehlders, citizens and ther parties infrmed thrughut the prcess is very imprtant. A stakehlder database can be used t invite citizens t public infrmatin meetings. The first meeting shuld be held in the early stages f the prject; the general public and targeted stakehlders shuld be invited t attend the meetings. In additin t mailed invitatins, meeting ntices shuld be annunced n the spnsring agency s website as well as via the lcal newspaper thrugh public ntices/ads and press advisries. Citizens shuld be prvided with ample pprtunities t ask questins, prvide cmments, cmplete cmment sheets, and view prject infrmatinal materials. Other cmmunicatin methds culd include a simple, prject-specific website and a newsletter that can be widely distributed. Designing a newsletter specific t the rules f the crridr where the HOV lane is being implemented can be very infrmative and beneficial t the public, members f the media, and ther stakehlders. This cllateral nt nly prmtes the use f HOV lanes t thse wh can ptentially utilize them but als infrms nn-users f the benefits t all wh travel n the crridr (using an everyne wins apprach). A newsletter (r similar cllateral such as brchures, flyers and/r psters) shuld be finalized well in advance f the pening f the HOV lane(s) and presented t the media and public whether in the public infrmatin meeting frmat described abve r thrugh mre infrmal channels. Specific findings f each f the five case studies are presented in Appendix D. 4.2 COMMUTER ASSISTANCE PROGRAM Research was cmpiled frm ther cmmuter assistance prgrams arund the natin t determine: Prgram utcmes r year ne metrics v. ver time metrics (i.e., whether r nt there is an increase in carplers/vanplers if TDM utreach is funded fr a year and if there is a different utcme/further increase in carplers/vanplers with mre funding/lnger TDM utreach effrt) and Resurces invlved t initiate a cmmuter assistance prgram (i.e., staff hurs, csts, time frame t initiate prgram, steps t initiate prgram, number f cmpanies anticipated t participate in prgram thrugh utreach, wrk site utreach v. general utreach, etc.). Appendix E dcuments the prgressive utcmes that can be achieved ver time as a cmmuter assistance prgram becmes successfully established within a cmmunity. The tp benefits f a mature cmmuter assistance prgram ver time include: Grwth in the number f cmmuters served, The mre SOV trips eliminated frm the targeted radway, and The higher the cst savings t cmmuters (in bth time and distance). In additin, as the use f shared-mde ptins increases with an established cmmuter assistance prgram, the verall likelihd f individuals t use a HOV lane is greater. Appendix E als describes the structure f a cmmuter assistance prgram and its applicability t the study area. 9

13 5.0 EXISTING AND FUTURE TRAFFIC CONDITIONS T better analyze traffic cnditins as part f this study, the entire length f the Bruce B Dwn Bulevard crridr extending frm Fletcher Avenue (suthern limit) t I-75 (nrthern limit) was assessed. Therefre, this sectin presents the existing and future traffic characteristics and cnditins fr the verall crridr. 5.1 EXISTING TRAFFIC CONDITIONS The gemetry and existing traffic vlumes f the Bruce B Dwns Bulevard crridr are described belw in further detail Existing Radway Gemetry Bruce B Dwns Bulevard is a majr urban arterial in nrthern Hillsbrugh Cunty. In the study area, the psted speed limit n Bruce B Dwns Bulevard is generally 45 miles per hur (MPH). Field reviews were cnducted alng the crridr in rder t identify the existing lane gemetrics layut. Figure 2 illustrates a line diagram with lane schematics fr the existing cnditins. Bruce B. Dwns Bulevard is an existing six-lane divided radway (three lanes in each directin) frm Fletcher Avenue t Bearss Avenue transitining t a fur-lane divided facility (tw lanes in each directin) frm Bearss Avenue t Palm Springs Bulevard and cntinuing as an eight-lane divided radway (fur lanes in each directin) frm Palm Springs Bulevard t nrth f Cmmerce Palms Drive in the vicinity f I Existing Traffic Vlumes A cmprehensive traffic cunt prgram was perfrmed (entailing field reviews that were cnducted frm March 25, 2013 t March 29, 2013) in rder t assess existing traffic peratins alng Bruce B Dwns Bulevard. Figure 3 shws existing Annual Average Daily Traffic (AADT) vlumes fr the crridr and intersecting side streets. Figure 4 displays existing AM and PM peak hur directinal design hur vlumes fr each intersectin alng the crridr. 10

14 Figure 2: Existing (2013) Lane Gemetry and Cnfiguratins 11

15 Figure 3: Existing (2013) Annual Average Daily Traffic Vlumes 12

16 Figure 4: Existing (2013) Peak Hur Directinal Design Hur Vlumes 13

17 Existing High Occupancy Vehicle Survey It was determined that direct bservatin f vehicles wuld be the mst cst efficient methd t cllect HOV data. As such, vehicles in the traffic stream were bserved suth f Gilligan s Way and suth f Cypress Preserve Drive in bth the nrthbund and suthbund directins. Vehicle ccupancies were recrded fr 5-minute intervals n March 27, 2013 frm 7:15 AM t 8:45 AM (fr the AM peak perid) and frm 4:00 PM t 5:30 PM (fr PM peak perid). Table 5 summarizes the cllected vehicle ccupancy survey data. TABLE 5 EXISTING PEAK HOUR VEHICLE OCCUPANCY SURVEY SUMMARY AM Peak PM Peak Lcatin Ttal Vehicles Sampled Vehicle Occupancy Vehicle Occupancy Ttal Vehicles Vehicle Occupancy Rate Sampled Vehicle Occupancy Rate Gilligan s Way % 11% 2% 1% 85% 12% 2% 1% 1.21 Cypress Preserve Drive 1,271 1, ,080 91% 8% <0% <0% 82% 16% 2% <0% 1.20 As shwn in Table 5, vehicle ccupancy is slightly higher fr the PM peak perid (with 2 r mre passengers at bth surveyed lcatins). The survey als indicated that the average vehicle ccupancy rate during the AM peak perid was apprximately 1.15% and 1.21% during the PM peak perid alng the crridr. It is imprtant t nte that the vehicle ccupancy survey data was cmpared t the United States Census Bureau Jurney t Wrk/Cunty-t-Cunty Cmmuting Flws data btained fr Hillsbrugh Cunty; bth datasets revealed that HOVs cmpse apprximately 15% f cmmuter traffic in Hillsbrugh Cunty. 5.2 FUTURE TRAFFIC CONDITIONS This sectin fcuses n a cmparisn between the N-Build and Build alternatives (presented belw in further detail). The future gemetry and prjected traffic vlumes f the Bruce B Dwns Bulevard crridr are additinally described Future Year Radway Gemetry Viable alternatives cnsidered as part f this study included the N-Build alternative and a Build alternative with ne HOV lane next t the median. The N-Build alternative prpses t add ne additinal thrugh lane alng the length f the crridr as part f the widening f the crridr t eight lanes (fur lanes in each directin); n HOV lane is designated fr the N-Build alternative. The Build alternative assumes the widening f Bruce B Dwns Bulevard t eight lanes (fur lanes in each directin) and prpses t designate ne HOV lane next t the median. As recmmended in the Rad 14

18 Safety Audit Study fr the Livingstn Avenue and Bearss Avenue Intersectin, a free-flw eastbund-tsuthbund right turn lane is als assumed at the intersectin f Bearss Avenue and Bruce B Dwns Bulevard fr bth the N-Build and Build alternatives Future Year Traffic Prjectins The future year traffic prjectins fr Bruce B Dwns Bulevard were generated using the Tampa Bay Reginal Planning Mdel Managed Lanes (TBRPM-ML) 2035 Cst Affrdable Plan netwrk. The existing and mdel peak hur vlumes alng with the intersectin turning mvement vlumes were used t develp the directinal design hur vlumes (DDHV). Sme minr adjustments alng the crridr were applied in rder t accunt fr side streets traffic. Figures 5 and 6 illustrate the pening year (2015) and design year (2035) AM and PM peak hur intersectin vlumes Analysis f Design Year Cnditins The VISSIM micr-simulatin mdel was used t prduce speed prfiles alng the Bruce B Dwns Bulevard crridr. A ttal f 14 segments were cded alng the facility in bth the nrthbund and suthbund directins. Segmentatin fr the Build alternative is the same as that fr the N-Build alternative. Tables 6 and 7 list the segment numbers and limits alng the crridr. TABLE 6 BRUCE B DOWNS BOULEVARD SEGMENTS - NORTHBOUND Segment Number Frm T 1 Suth f Fletcher Avenue Fletcher Avenue 2 Fletcher Avenue 138 th Avenue th Avenue Bearss Avenue 4 Bearss Avenue Lake Frest Drive 5 Lake Frest Drive Skipper Rad 6 Skipper Rad 42 nd Street 7 42 nd Street Gilligan s Way 8 Gilligan s Way Amberly Drive 9 Amberly Drive Tampa Palms Bulevard (Suth) 10 Tampa Palms Bulevard (Suth) Methdist Place 11 Methdist Place Cypress Preserve Drive 12 Cypress Preserve Drive Tampa Palms Bulevard (Nrth) 13 Tampa Palms Bulevard (Nrth) Cmmerce Palms Drive 14 Cmmerce Palms Drive Nrth f Cmmerce Palms Drive 15

19 Figure 5: Opening (2015) Peak Hur Directinal Design Hur Vlumes 16

20 Figure 6: Design Year (2035) Peak Hur Directinal Design Hur Vlumes 17

21 TABLE 7 BRUCE B DOWNS BOULEVARD SEGMENTS - SOUTHBOUND Segment Number Frm T 15 Nrth f Cmmerce Palms Drive Cmmerce Palms Drive 16 Cmmerce Palms Drive Tampa Palms Bulevard (Nrth) 17 Tampa Palms Bulevard (Nrth) Cypress Preserve Drive 18 Cypress Preserve Drive Methdist Place 19 Methdist Place Tampa Palms Bulevard (Suth) 20 Tampa Palms Bulevard (Suth) Amberly Drive 21 Amberly Drive Gilligan s Way 22 Gilligan s Way 42 nd Street nd Street Skipper Rad 24 Skipper Rad Lake Frest Drive 25 Lake Frest Drive Bearss Avenue 26 Bearss Avenue 138 th Avenue th Avenue Fletcher Avenue 28 Fletcher Avenue Suth f Fletcher Avenue Figures 7 and 8 shw a cmparisn f the average speeds between the N-Build and Build alternatives in the peak directin during peak hurs. Under the N-Build alternative, the depicted speeds (displayed in red) indicate the average speeds acrss all lanes. Under the Build alternative, the depicted speeds are the average speeds f the HOV lane (displayed in blue) and the three general use lanes (displayed in green). The figures generally shw that the average speed f the HOV lane under the Build alternative within mst f the crridr segments is higher than the average speed under the N-Build alternative. Specifically, the average speed f the HOV lane under the Build alternative in the suthbund directin during the AM peak hur is 35.4 mph cmpared t 31.4 mph fr the general use lanes f the Build alternative and 32.1 mph fr all lanes f the N-Build alternative (as depicted in Figure 7). Accrdingly, the average speed f the HOV lane under the Build alternative in the nrthbund directin during the PM peak hur is 36.2 mph cmpared t 34.0 mph fr the general use lanes f the Build alternative and 34.5 mph fr all lanes f the N-Build alternative (as depicted in Figure 8). 18

22 SPEED SPEED Figure 7: Cmparisn f Radway Speeds - Design Year (2035) Bruce B Dwns Bulevard Suthbund AM Peak Hur SEGMENTS N-Build - All Lanes Build - General Use Lanes Build - HOV Lane Figure 8: Cmparisn f Radway Speeds - Design Year (2035) Bruce B Dwns Bulevard Nrthbund PM Peak Hur SEGMENT N-Build - All Lanes Build - General Use Lanes Build - HOV Lane Figures 9 and 10 prvide a cmparisn f the average speeds between the N-Build and Build alternatives by vehicle type in the peak directin during peak hurs. Under the N-Build alternative, the depicted speeds (displayed in red) accunt fr all vehicle types [High Occupancy Vehicles (HOVs) and Single Occupancy Vehicles (SOVs)]. Under the Build alternative, the depicted speeds fr HOVs (displayed in blue) are shwn separately frm the depicted speeds fr SOVs (displayed in green). Figure 9 shws that the average speed f HOVs under the Build alternative in the suthbund directin during the AM peak hur is 30.1 mph cmpared t 31.1 mph fr all vehicle types under the N-Build alternative (a difference f 1 mph) and 22.0 mph fr SOVs under the Build alternative. In the nrthbund directin during the PM peak hur (as depicted in Figure 10), the average speed f HOVs under the Build 19

23 SPEED SPEED alternative is 36.9 mph cmpared t 35.5 mph fr all vehicle types under the N-Build alternative and 28.8 mph fr SOVs under the Build alternative. 45 Figure 9: Cmparisn f Radway Speeds by Vehicle Type - Design Year (2035) Bruce B Dwns Bulevard Suthbund AM Peak Hur SEGMENT N-Build - All Vehicle Types Build - SOV-Type Vehicles Build - HOV-Type Vehicles Figure 10: Cmparisn f Radway Speeds by Vehicle Type - Design Year (2035) Bruce B Dwns Bulevard Nrthbund PM Peak Hur SEGMENT N-Build - All Vehicle Types Build - SOV-Type Vehicles Build - HOV-Type Vehicles Overall, the average speed within the HOV lane under the Build alternative is higher than the average speed under the N-Build alternative. 20

24 6.0 CONCLUSIONS/RECOMMENDATIONS The verall findings frm the Feasibility Study f Shared High Occupancy Vehicle Lanes n Bruce B Dwns Bulevard between Interstate 75 and Bearss Avenue reveal that the prject is nt feasible at this time as it is nly likely t prvide mderate time savings fr HOV trips. Higher time savings are nt pssible due t the multiple access pints and intersectins alng the Bruce B Dwns Bulevard crridr. The findings als indicate that a HOV lane is nt feasible as an utside lane due t the multiple crridr access pints. In additin, TDM utreach activities prmting strategies which encurage the utilizatin f HOV lanes (i.e., carpling, vanpling, etc.) have been limited in the prject area t date. While the benefits f this arterial peratinal strategy seen t be vershadwed by the lack f time savings, pprtunity may surface in the future allwing fr the feasibility f dedicating HOV lanes n Bruce B Dwns Bulevard t be revisited. 21

25 APPENDIX A: STAKEHOLDER COMMITTEE Agency members f the Stakehlder Cmmittee fr this study included: Bavarian Village Cndminium Assciatin Busch Gardens Center fr Urban Transprtatin Research City f Tampa City f Temple Terrace CnnectTB Enterprise CarShare Flrida Hspital Tampa Hillsbrugh Area Reginal Transit Authrity Hillsbrugh Cunty James A. Haley Veterans Hspital Flrida Department f Transprtatin District 7 Mffitt Cancer Center Museum f Science and Industry New Tampa Neighbrhd Pasc Cunty Pepsi Beverages Cmpany Schl District f Hillsbrugh Cunty Shriners Hspital fr Children Tampa Bay Area Reginal Transprtatin Authrity Tampa Palms Neighbrhd University Area Cmmunity Develpment Crpratin University Mall University Square Civic Assciatin, THAN University f Suth Flrida - Facilities Planning & Cnstructin University f Suth Flrida/Tampa Innvatin Alliance USAA Insurance West Meadws Neighbrhd

26 APPENDIX B: STAKEHOLDER INTERVIEW QUESTIONS B.1 APPROACH We will be calling stakehlders f the area (primarily majr emplyers), including members f the New Nrth Transprtatin Alliance (NNTA) Bard f Directrs and thse identified by the Hillsbrugh Cunty Metrplitan Planning Organizatin (MPO), t gauge their pinins n the ptential implementatin f alternative lane peratin strategies (such as HOV lanes and ther treatments) in lieu f sle capacity imprvements. The telephne interviews will be cnducted by URS during the last week f May 2013 and first week f June The telephne interview questins may be prgrammed int Survey Mnkey t streamline data input fr the interviewer and the cmpilatin/assessment f results. These interviews have been timed t take apprximately 10 minutes. The script and list f questins, including skip patterns, alng with the list f targeted stakehlders (majr area emplyers) fllws. B.2 SCRIPT/LIST OF STAKEHOLDER QUESTIONS FOR TELEPHONE INTERVIEWS (Items in parentheses are nt t be read; they are strictly infrmatinal in case f needing different/prper wrding fr questins t certain stakehlders r needing t prvide further clarificatin.) Hell, this is name calling n behalf f the Hillsbrugh Metrplitan Planning Organizatin (MPO). We are evaluating a segment f Bruce B Dwns Bulevard between I-75 and Bearss Avenue t determine the feasibility f implementing a high ccupancy vehicle lane. The study is explring the use f ne lane fr high ccupancy vehicles suthbund during the mrning rush hurs and nrthbund fr the afternn rush hurs. This segment f Bruce B Dwns Bulevard is being widened t eight lanes (fur thrugh lanes in each directin), and this HOV study des nt alter that schedule. Yur cntact infrmatin was prvided t us by the New Nrth Transprtatin Alliance as a persn wh is imprtant t ur study mving frward. We are calling t get yur feedback n the feasibility f a HOV lane. The interview nly takes abut 10 minutes t cmplete, n average. D yu have time nw t participate? Yes: N: Prceed Ask if there is anther time that we can call back r especially if they seem very reluctant t d a telephne interview ask if yu can send them a link t d the survey nline We are explring different slutins t ease traffic cngestin alng Bruce B Dwns Bulevard. In particular, we are explring innvative ways f using existing lanes t relieve cngestin during rush hurs instead f further widening. Are yu familiar with HOV lanes? Yes: N: Skip t questins Prceed with next paragraph

27 A HOV lane is a traffic lane reserved during the mrning and afternn rush hurs fr vehicles with tw r mre passengers (such as carpls, vanpls, and transit buses). Many places allw ther vehicles t use HOV lanes (such as mtrcycles, emergency and law enfrcement vehicles, r lw emissin vehicles). HOV lanes are nrmally created t increase the number f peple in each car with the gal f reducing traffic cngestin. 1. Des yur rganizatin/agency/cmpany currently participate in any f the fllwing prgrams? (please chse yes, n, r unsure) a. Carpl r vanpl matching fr emplyees (yes/n/unsure) i. (vanpl is a grup f between 5-12 cmmuters traveling tgether) b. Free r reduced-cst transit pass r vanpl fares (yes/n/unsure) c. Transit pass r vanpl pre-tax deductins (yes/n/unsure) d. Pre-tax deductins fr parking (yes/n/unsure) e. Other transprtatin-related incentives (yes/n/unsure) i. If yes, recrd verbatim: 2. Can yu please estimate what percentage f yur wrkfrce (and/r patients, custmers, cnstituency, etc., depending n stakehlder) travels alng Bruce B Dwns Bulevard between I-75 and Bearss Avenue, fr either their mrning r afternn cmmute? a. Less than 5% b. 5-10% c % d % e % f. Mre than 75% g. Unsure/refuse h. (recrd verbatim) 3. Hw likely d yu think yur emplyees (and/r patients, custmers, cnstituency, etc., depending n stakehlder) wuld be t use a high ccupancy vehicle lane n Bruce B Dwns Bulevard during their mrning and afternn cmmutes? a. Very Likely b. Likely c. Unlikely d. Very unlikely e. Unsure/refuse 4. Specifically thinking f the different vehicles allwed in a HOV lane, hw likely d yu think yur emplyees (and/r patients, custmers, cnstituency, etc., depending n stakehlder) wuld be t use the fllwing ptins, rather than drive alne if a HOV lane was available? a. Carpl i. Very Likely

28 ii. Likely iii. Unlikely iv. Very unlikely v. Unsure/refuse b. Vanpl (a grup f between 5-12 cmmuters traveling tgether) i. Very Likely ii. Likely iii. Unlikely iv. Very unlikely v. Unsure/refuse c. Transit bus i. Very Likely ii. Likely iii. Unlikely iv. Very unlikely v. Unsure/refuse 5. (IF THEY ANSWERED NO TO THE OPTIONS LISTED IN QUESTION 1, ASK WITHOUT THE UNDERLINED WORD; IF THEY ANSWERED YES TO ANY/ALL OF THE OPTIONS, USE THE UNDERLINED WORD) D yu think yur cmpany/agency wuld be willing t give yur emplyees (and/r patients, custmers, cnstituency, etc., depending n stakehlder) any ADDITIONAL incentives t switch frm driving alne t carpling, vanpling r riding the bus, if HOV lanes were implemented alng Bruce B Dwns Bulevard? a. Yes Prceed t Questin# 6 b. N Skip t Questin #7 6. Which f the fllwing incentives d yu think yur cmpany wuld cnsider? a. Preferred (frnt rw/clse) carpl r vanpl parking (yes/n/unsure) b. Free r reduced-cst transit pass r vanpl fares (yes/n/unsure) c. Transit pass r vanpl pre-tax deductins (yes/n/unsure) d. Gift cards, prizes r ther special recgnitin (fr example, emplyees wh carpl/vanpl r ride the bus can enter a raffle fr each day they dn t drive alne; randm winners wuld receive a free gift r prize each mnth) (yes/n/unsure) e. Other transprtatin-related incentives (yes/n/unsure) i. If yes, recrd verbatim: 7. We understand that alng with rush hur traffic during the wrk week, weekends can als be very cngested alng this part f Bruce B Dwns Bulevard. D yu think that high ccupancy vehicle lanes shuld be available during the weekend? a. Yes Prceed t Questin #8 b. N Skip t Questin #10

29 8. D yu think HOV lanes shuld be enfrced n Saturdays? (yes/n) 9. D yu think HOV lanes shuld be enfrced n Sundays? (yes/n) a. If yes, during what times? (recrd verbatim) 10. Which f the fllwing strategies d yu think might have the mst success in encuraging apprpriate HOV lane use n this sectin f Bruce B Dwns Bulevard? a. Signs that educate cmmuters n hw t use the lanes (e.g., entering/exiting lanes; requirements fr tw r mre peple per car) i. Temprary signs (similar t cnstructin signs that are mveable/can be replaced by permanent signs) ii. Variable (electrnic) message bards b. Enfrcement f prper use i. Law enfrcement alng the crridr, such as plice mnitring lane use frm car(s) ii. Fines fr misuse/abuse f HOV lane 1. Temprary signs (similar t cnstructin signs that are mveable/can be replaced by permanent signage) indicating penalties fr misuse 2. Variable message signs indicating penalties fr misuse 11. D yu think the plice shuld give tickets t lane vilatrs? (yes/n) 12. What if the fines were based n a sliding scale where repeat ffenders received a higher fine? Wuld it be OK t ticket lane vilatrs? (yes/n) 13. D yu think the additin f a HOV lane alng this segment f Bruce B Dwns Bulevard wuld have an influence n the available parking at yur facility (due t fewer cars cming int yur garage/parking lt)? (yes/n) 14. D yu think yur emplyees wuld be mre willing t carpl r vanpl if they were given preferential parking in spaces clser t the entrance f the building fr carpling/ vanpling? (yes/n) 15. Is there anything else that we may nt have asked that yu think is imprtant t this prject? (recrd verbatim) Thank yu fr taking the time t answer these questins. I wuld like t send yu my cntact infrmatin in case yu have any questins r think f any additinal infrmatin yu can prvide that we didn t cver in the interview. Is yur address: (read frm list)? Yur participatin and answers will be very helpful t the Hillsbrugh Cunty MPO as we mve frward with this prject. Have a great day!

30 B.3 STAKEHOLDER LIST FOR TELEPHONE INTERVIEWS Busch Gardens City f Temple Terrace Flrida Hspital Tampa James A. Haley Veterans Hspital Mffitt Cancer Center University f Suth Flrida/Center fr Urban Transprtatin Research USAA Insurance

31 APPENDIX C: STAKEHOLDER INTERVIEW FINDINGS

32 APPENDIX D: CASE STUDIES D.1 OVERVIEW Five prjects regarding HOV lane implementatin and hw TDM strategies were used befre, during and after the implementatin f HOV lanes were reviewed in rder t: Identify the tradeffs between single ccupancy vehicle travel and travel via carpl/transit in a HOV lane (including estimated time savings and cngestin reductin) Explre pprtunities t enhance TDM initiatives: Carpl matching (including mbile and scial applicatins) Rad pricing tlls during peak hurs Intelligent transprtatin system imprvements Way-finding tls and ther methds fr prmting nn-single ccupancy vehicle mdes Emplyer/marketing incentives Prmtin f HOV lane usage by existing transprtatin/tdm prviders Accrding t the Federal Highway Administratin, While lane perfrmance is a central factr in the decisin fr HOV plicy change and the key t understanding the system impacts f ne plicy ver anther, there are many ther factrs that influence the successful implementatin f a plicy change. Changes such as hurs f peratin, vehicle eligibility, and ccupancy may in sme circumstances be plicy changes within the authrity f the facility peratr, r they may require legislative actin, depending n the institutinal arrangements and laws in a particular lcatin. Authrized plicy changes are f curse a quicker path t implementatin, as they d nt require the frmal actins f elected legislatrs. Sme agencies acknwledged preferences fr nt pening up legislative issues, but rather t wrk with factrs within their cntrl. Opening up legislatin can lead t unexpected utcmes and slw respnse t the perating issues faced. Sme HOV peratrs have appinted bards designated t make plicy decisins regarding HOV systems. This institutinal arrangement can facilitate the HOV plicy decisin-making prcess, particularly when multiple partnering agencies are invlved. Alng these same lines, many peratrs cmment that specific Federal rules related t HOV plicy changes and lane perfrmance actually facilitate implementatin at the lcal level. ( While many f the sample prjects available fr us t examine as case studies invlved the use r implementatin f tlling, we understand that it is nt the intentin f the Hillsbrugh Cunty MPO t use tlling n this prject at this time r in the freseeable future. Hwever, many f the majr findings and lessns learned that fllw each case can be applied t the implementatin f an HOV lane, where nne frmerly existed, just as readily as they were t tlling within an existing HOV lane. The fllwing pages cntain verviews f the case studies listed belw, and include: A synpsis f each case study Majr findings as they relate t TDM measures (if/where applicable) Lessn(s) learned that can be applied t this prject

33 It is ur intentin t examine what went right and what culd have been imprved during the prcess f implementing the HOV lanes/plicies, in rder t help the MPO take advantage f prven best practices while aviding any pitfalls that ther agencies have encuntered acrss the cuntry. D.2 FINDINGS BY CASE Fr this Task, relevant data (primarily regarding HOV lane implementatin, perfrmance, and enfrcement) including the TRB reprt n HOV lanes (dated April 2003) was researched, cmpiled and reviewed. Specific similar prjects/studies in Flrida and natinwide were als researched and reviewed, including: I-880 HOT/HOV Value Pricing Feasibility Study [Flrida] (April 2004); Califrnia Department f Transprtatin (CalTrans) Reginal HOT Lanes Netwrk Feasibility Study: Plicy and Operatin Cnsideratins fr a Reginwide Bay Area HOT Lane Netwrk [Califrnia] (December 2006); Nrth Carlina Department f Transprtatin (NCDOT) I-77 HOV Newsletter - includes marketing/public relatins/utreach/ public cmmunicatins abut the prject [Nrth Carlina] (Spring/Summer 2004); Suth Carlina Department f Transprtatin (SCDOT) HOV/HOT Lane Feasibility Study Final Reprt [Suth Carlina] (February 2010); and Virginia Department f Transprtatin (VDOT) I-95 HOV Feasibility Study [Virginia] (March 2002). D.2.1 I-880 HOT/HOV Value Pricing Feasibility Study [Flrida] (April 2004) Synpsis The bjectives f this study were t: Determine whether there was ptential demand fr light-duty (2-axle) cmmercial vehicles t pay a tll r fee t buy int service n the existing high-ccupancy vehicle (HOV) lanes n Interstate 880. These are als knwn as high-ccupancy tll ("HOT") lanes. Determine the available HOV capacity ver a time hrizn f apprximately 20 years. Determine the special peratinal and/r enfrcement issues assciated with cmmercial vehicle buy-in t the HOV lanes. Determine the revenues, csts, and verall financial feasibility f such a prgram. Recmmend ne r mre ptins fr pssible implementatin as a pilt prgram Majr Findings as Related t TDM Measures The principal purpses ptentially served by permitting SOV vehicles t buy int HOV lanes: System capacity management: Pricing ffers anther means f managing dedicated pririty lanes. Management f dedicated lanes can take the frm f user restrictins, pricing and access

34 cntrls. T date, user restrictins favring HOVs prvide the sle means f managing these lanes. Pricing wuld ffer anther way f enhancing management f the lanes while preserving current travel benefits enjyed by HOVs. Increasing flexibility and chices: A value pricing prgram prvides an pprtunity t imprve efficiency by prviding a chice that is therwise nt available; SOV drivers wuld be ffered the pprtunity t save time, increase reliability, and reduce csts. They culd chse t avail themselves f the service nly when it is beneficial t d s, e.g. when the freeway is highly cngested r when lateness t a destinatin wuld be especially prblematic. Prvided that the HOV lanes d nt becme verladed by an excess f buy-in vehicles, there are nly "winners" frm a value pricing prgram. Cnsideratins: Opening the HOV lanes t SOV buy-in, hwever, is likely t be much mre cmplicated. There are ptentially many thusands, perhaps tens f thusands, f cmmuters and residents wh wuld be eligible and interested in applying fr a permit. Finding a way t select a small/limited number f users frm amng such a large pl culd be administratively difficult and plitically prblematic. There are als enfrcement issues under the SOV buy-in scenari, because any vehicle culd be a ptential eligible user r a ptential vilatr. This means that law enfrcement fficers wuld have t scrutinize every vehicle in the HOV lane fr either the requisite number f passengers and/r a valid permit decal. Thus, if an SOV buy-in were part f the prgram, electrnic tll cllectin wuld be far mre desirable than the permit decal. Hwever, because physical barriers are unlikely t be acceptable as lane separatin treatments, electrnic tll readers wuld likely have t be installed at very frequent intervals. The requirement fr frequent tll readers substantially increases the capital cst fr the prject, as cmpared t current prjects in ther parts f the cuntry, where there is nly ne entrance and ne exit. Applicable Lessns Learned Cnsideratins fr changes in HOV lane plicy shuld be cnsidered as a package rather than as individual elements. It became apparent during the study that changes in pssible changes in HOV lane eligibility and hurs f peratin culd significantly impact the ptential fr HOT lane use. Because significant cngestin was bserved near bth the beginning (PM nly) and the end f the peak perid perating hurs fr HOV (AM and PM), extending the perating hurs culd increase verall HOV lane benefits, whether r nt a HOT lane cncept is implemented. Generally, the intrductin f additinal eligible vehicles int HOV lanes shuld be cnsidered sn after new cnstructin has eliminated any existing bttlenecks. Currently, the suthbund directin f I-880 has a bttleneck at the end f the HOV lanes, which will be addressed with a widening prject that will be cmpleted within three years. Cnsideratins fr changes in HOV lane plicy shuld cnsider as much f a regin's HOV lane system as pssible. The study cnsidered nly a "buy in" fr cmmercial vehicles in the existing I-880 crridr in Alameda Cunty. The benefits fr the prgram are likely t be greater if ther parts f the reginal HOV lane system culd be invlved.

35 The HOV lane design with cntinuus access and egress greatly increases the cmplexity f managing and enfrcing HOT lane prgrams. A system that wuld charge fr each HOT lane use wuld require a large number f transpnder receiving statins. Otherwise, a permit system is the nly feasible perating strategy, which can result in significantly different average csts per use. But, because a permit system des nt charge per use, the ability t manage the system by cntrlling demand is cnsiderably diminished. This same general principle can be applied t HOV implementatin where there was n HOV restrictin in the past. The need fr a plitical "champin" f the prject is underscred, as has been demnstrated in ther prjects arund the cuntry. In this case, while there was little vert ppsitin t the idea, neither the business cmmunity leadership nr elected fficials demnstrated much enthusiasm r a sense f urgency abut the prpsal, even t pursue it as an easily-revked, limited experiment. This meant that there was n driving frce available t vercme skepticism, when it was expressed by public agencies invlved in implementing it. D.2.2 Califrnia Department f Transprtatin (CalTrans) Reginal HOT Lanes Netwrk Feasibility Study: Plicy and Operatin Cnsideratins fr a Reginwide Bay Area HOT Lane Netwrk [Califrnia] (December 2006) Synpsis The Metrplitan Transprtatin Cmmissin (MTC) in the San Francisc Bay area examined the ptential f expanding the existing and planned high-ccupancy vehicle (HOV) system by creating a reginal netwrk f high-ccupancy tll (HOT) lanes. This culd be dne by cnverting existing HOV lanes t HOT lanes and expanding the HOV and HOT systems where pssible. Ptential benefits included mre efficient use f freeway capacity and a mre reliable and faster travel ptin fr carplers, vanplers, express bus riders, and tll payers. This reprt reviewed the fllwing key tpics and described hw each was addressed in this study: HOT Lane Design Principles and Physical Access Interface With HOV Lanes Pricing Plicy, Tlling Infrastructure, and Technlgy Linkages t Reginal ITS Architecture Maintenance Enfrcement Public Acceptance Equity HOV Facilities and Planning Effrts in Neighbring Regins Gvernance Sme tpics, while imprtant t tlling, have less influence n hw travelers will respnd t the availability and pricing f a HOT lane. Gvernance is such an issue. While critical t determining

36 stakehlder acceptance and hw tlling will be implemented, it des nt have an immediate bearing n the numbers f peple wh wuld use HOT lanes and what revenue culd be generated. Majr Findings as Related t TDM Measures Occupancy Requirements fr Free Vehicles: Tw Persns vs. Three Persns a majr cnsideratin underlying the implementatin f HOV (and HOT) lanes relates t the number f qualifying carpl vehicles eligible t use HOV lanes and that wuld be eligible t use the lanes free f charge. Vehicle ccupancy requirements significantly impact the effectiveness f these lanes. If the number f qualifying carpls is large enugh, the lane will slw dwn and fail t ffer fast and reliable trips; this, in turn, reduces incentives t carpl r take the bus. Further, the premise f HOV lanes is t manage the number f vehicles in the lane and keep it free flwing, and this mechanism clearly des nt wrk if the number f vehicles exceeds the target lane vlume. Mst HOV lanes are said t perate under a 2+ HOV ccupancy requirement. In a small number f crridrs acrss the cuntry, 3 r mre persns must be in be a vehicle t qualify as a carpl and use the HOV lane during cmmute perids; these HOV lanes are said t perate under a 3+ HOV ccupancy requirement. In terms f enfrcement, successful peratin f an HOV/HOT lane system depends n a high level f cmpliance f the traveling public with the regulatins that gvern the use f the lanes. Effective enfrcement is critical fr several reasns: HOV/HOT lanes can be managed nly if the number f users is regulated at belw the peratinal threshld f the lane. With inefficient r nn-existent enfrcement, ineligible drivers unwilling t pay will cheat and use the lanes despite the restrictins. If cheaters g unpunished, it may emblden travelers wh were therwise willing t bey the rules t cheat, t. High vilatin rates erde public supprt fr dedicated lanes. The three mst cmmn ffenses assciated with HOV/HOT lanes include: Occupancy vilatins - nt having the requisite number f persns in a vehicle. Access vilatins - crssing a buffer where access is restricted. Tll evasin (in HOT lanes) - aviding paying tlls at the prescribed price in effect. The imprtance f each vilatin is influenced by the facility design and intended peratin rules. Fr example, an HOV lane with a physical barrier will nt have any access vilatins. Technlgy and institutinal issues play a key rle in what is cnsidered accepted practice in apprehending and citing ccupancy vilatrs. Other cncerns include: Adequacy f signage and fines - it is crucial t assess fine structure and place fine rates sufficiently high enugh t discurage vilatins, but nt s high as t have a large number f citatins cntested in curt. Make sure signing adequacy meets plice and traffic curt acceptance.

37 Lack f dedicated enfrcement presence - fund vertime r dedicated enfrcement persnnel and pst fines t discurage vilatrs. Safety fr n-site activities - dedicated enfrcement mnitring and apprehensin areas must be set up, either thrugh full width median shulders r strategically placed enfrcement areas. Challenges and Opprtunities: Adequate funding fr highway patrl presence is a key. Effective HOV lane enfrcement requires distinguishing between eligible and ineligible users. Sft r hard barriers will ffer greater ptential t limit access but may make it difficult fr law enfrcement t distinguish quickly and frm any vantage pint which vehicles have mre than ne ccupant and which d nt. Cnsiderable experience frm ther lcatins will prvide ptins fr addressing enfrcement issues. Cst and effectiveness are apprpriate factrs t determine whether mre frequent reader/camera mnitr installatins, mre patrl fficers, mbile plice mnitring equipment, physical separatin, r sme ther methds are a better investment. The recent histry f technlgy adptin suggests that, ver time, it is likely that the technlgy csts will decline. Plicy-makers will be faced with many tradeff decisins regarding enfrcement. These will include chices amng different types f technlgy with widely varying csts, hw much it is wrth t pay fr reduced vilatin rates, hw rigrus enfrcement might impair cnvenience fr travelers, and privacy and plitical acceptability cnsideratins. Applicable Lessns Learned Optins fr gvernance f the HOV lanes will need t be cnsidered as wrk mves frward and decisins will need t be made n cmpatibility and cnsistency, peratins practices, management, and a wide range f tpics related t gvernance. Critical gvernance issues include, in additin t which rganizatin(s) play leadership rles, tw key plicy chices needing cntinued attentin. These are: HOV effectiveness - the MPO will need t cnsider hw t keep HOV lanes effective as HOV vlumes increase. As an HOV lane appraches service wrse than level f service C (appraching breakdwn cnditins), it will be imprtant t cnsider increasing the vehicle ccupancy requirement (frm 2+ t 3+), adding a secnd HOV lane, r taking sme ther apprach t maintaining the effectiveness f the HOV lane. A public plicy f increasing the HOV requirement when a lane fills t capacity with HOVs is essential t the ability f the regin t make the lanes successful. Public Acceptance f the HOV lane - the additin f HOV lanes is inevitably cntrversial despite the imprved mbility t a large number f users. Strategies t Address Public Acceptance need t be implemented very early in the planning phases f the prject - strategic public relatins may ffer pprtunities t enhance public acceptance when market research suggests negative r plarized public attitudes exist tward a prpsed HOV lane prject. By identifying the key issues f cncern, the apprpriate methd(s) may be selected frm the fllwing ptential menu f ptins:

38 Marketing Message: Travelers "have the ptin" - marketing HOV lanes as a benefit available t all users rather than a cncept that creates tw classes f users, can help t address equity issues. Marketing Message: Enhanced reliability and speed benefits all users - prir t the implementatin f HOV/HOT lanes n the Katy Freeway (I-10) in Hustn, Texas, this message was delivered via fcus grups, new releases, interviews with agency staff, and media cverage. HOT lanes n the Tappan Zee Bridge in New Yrk (fr cmmercial vehicles) were similarly tuted fr the benefits f reduced peak perid travel, as well as imprved air quality. Marketing Messenger: The Plitical Champin - all f these strategies require the dedicatin f ne r mre plitical champins. Mre imprtantly, the lack f a champin (r presence f ne r mre ppnents) is why sme HOV/HOT prjects have nt mved frward, even thugh mst were fund t be technically feasible. Mre than 25 HOT lane studies were cmpleted in the perid frm 1995 t 2005, yet during this perid nly fur HOT lane prjects in Califrnia, Minnesta and Hustn were implemented. Having a plitical champin, cupled with lcal and state agencies willing t cllabratively mve frward, is an imprtant factr in being able t demnstrate and implement these traffic management tls. D.2.3 Nrth Carlina Department f Transprtatin (NCDOT) I-77 HOV Newsletter - includes marketing/public relatins/utreach/ public cmmunicatins abut the prject [Nrth Carlina] (Spring/Summer 2004) Synpsis The Nrth Carlina Department f Transprtatin develped a newsletter as a public utreach/marketing tl t annunce the pening f the state's first HOV (High Occupancy Vehicle) lane alng a stretch f I-77 nrth f dwntwn Charltte. The new HOV lanes n I-77 wuld be pen 24- hurs a day, 7 days a week and restricted t vehicles carrying at least tw peple. The HOV lanes were designed t alleviate future traffic cngestin by encuraging mre peple t carpl, vanpl and ride the bus. Tw public bus rutes (CATS rutes 83X and 77X) were set t utilize the HOV lanes, with the caveat that additinal service wuld be added t thse rutes after the HOV lanes pened. Majr tpics and features cvered in this 3-page newsletter included: A letter frm the state's Secretary f Transprtatin An verview f the benefits t cmmuters including: Faster Trips Reliable Travel Times Saving Mney Less Pllutin Less Stress Reduced Wear and Tear n Yur Vehicle

39 A map f the crridr where the HOV lane is lcated Rules f the Rad Hw t use the lanes, wh can use them, etc. Frequently Asked Questins abut HOV lanes Graphics including: Signage n the HOV crridr A cmparisn f the number f vehicles needed t carry 45 peple shwing SOV drivers, carpls, vanpls and a bus TDM infrmatin including: Transit infrmatin and diagrams f the Bus Rutes n the crridr Vanpl infrmatin Guaranteed Ride Hme infrmatin Ptential savings by using a TDM ptin (depicted by mde) Majr Findings as Related t TDM Measures Designing this type f newsletter specific t the rules f the crridr where the HOV lane is being implemented can be very infrmative and beneficial t the public, members f the media and ther stakehlders. This cllateral nt nly prmtes the use f HOV lanes t thse wh can ptentially utilize them but als infrms nn-users f the benefits t everyne wh travels the crridr. Applicable Lessns Learned See attached newsletter as a sample marketing piece. A similar piece shuld be cnsidered by the MPO fr develpment several mnths befre the HOV lane is ging t be implemented. The newsletter (r similar cllateral such as brchures, flyers and/r psters) shuld be finalized well in advance f the pening f the HOV lane(s) and presented t the media and public. D.2.4 Suth Carlina Department f Transprtatin (SCDOT) HOV/HOT Lane Feasibility Study Final Reprt [Suth Carlina] (February 2010) Synpsis SCDOT examined five crridrs in Suth Carlina t determine the feasibility f instituting High Occupancy Vehicle (HOV) lanes r High Occupancy Tll (HOT) lanes. The regulatins in a HOV lane implementatin wuld cnfine use t passenger vehicles with tw r mre passengers, while the HOT lanes wuld als allw single ccupant vehicles that are willing t pay a tll t use the lanes. These initial studies examined whether there was sufficient cngestin t warrant a HOV and/r HOT applicatin n each crridr. The prcess used t determine the feasibility f HOV (r HOT) lanes fr majr crridrs in Suth Carlina invlved testing three basic criteria:

40 The presence f cngestin bth tday and in the future - if cngestin is currently persistent r is expected t be in the future, then mbility benefits can ptentially be derived by adding HOV (r HOT) lanes. Physical feasibility - this criterin measures the crridr's available space fr radway expansin within the existing radway envelpe via a physical examinatin f the crridr and cmparisn t design guidance. Cnsidering available cngestin and cst infrmatin, evaluate the user benefits and csts - if benefits and csts are aligned in a psitive manner, a crridr wuld be deemed feasible. If the benefits are insufficient and the csts are t high, the crridr wuld be classified as infeasible. Based upn directin f the SCDOT, an ccupancy requirement f HOV-2+ was assumed fr bth the HOV and HOT lane scenaris. All vehicles with tw r mre ccupants, including transit vehicles, culd use the HOV lane fr free. The managed lanes in bth lane scenaris were assumed t be peratinal 24 hurs a day and enfrced primarily during the peak perids and during any ther high vlume perid. In the HOT lane scenari, tll-paying vehicles wuld be required t have a sticker-type transpnder n their vehicle t allw fr bth tll payment and fr assisting in enfrcement (the csts f the transpnders are assumed t be paid by the user). Fr the HOV scenari, 50% f the HOV vehicles in the crridr were assumed t use the HOV lane, primarily because f access limitatins. An additinal 25% grwth in HOV vehicles was assumed as HOV usage is likely t increase as capacity is targeted t them (ttal persn trips in the crridr were assumed cnstant). Cst estimates did nt assume any majr radway r equipment upgrades in the 2010 t 2040 study perid, but variable expenses include the cst f un-recvered fines due t vilatin enfrcement, and the fees t prcess these transactins. Applicable Lessns Learned Acceptance Factrs: T understand the ptential acceptance f HOV lanes (and HOT lanes) in the Charlestn area, bth the cllective experience natinwide f the public s pinin f HOV lanes and the demgraphic characteristics f areas with HOV lanes as cmpared t the Charlestn area were investigated. The tw majr hurdles faced by ther HOV lanes, in terms f public acceptance, have been empty lane syndrme and enfrcement. Empty-lane syndrme refers t the visual impressin that nn-hov users perceive if the HOV lane is nt well used, particularly if the general purpse lanes are very cngested. T avid this syndrme, natinal HOV experience indicates that mature HOV lanes shuld carry a minimum f 400 t 800 vph during the peak. Enfrcement als needs t be prminent and effective t avid the perceptin f HOV lane misuse, real r exaggerated. Natinal experience als indicates that a tlled rad r lane is generally accepted and successful if it prvides a reliable trip with a significant time r distance savings. D.2.5 Virginia Department f Transprtatin (VDOT) I-95 HOV Feasibility Study [Virginia] (March 2002) Synpsis The bjective f this study, which was initiated by the Virginia Department f Transprtatin (VDOT) in April 2000, was t determine if an extensin f the existing Interstate 95 (I-95) High Occupancy Vehicle

41 (HOV 3+) lanes wuld be an effective strategy t accmmdate future peak cmmuter demands in the I- 95 crridr. The results f this study are intended t prvide valuable input t determining the nature f imprvements required t maintain an acceptable level f service alng the mainline f I-95 and the extent f the imprvement that shuld ultimately be implemented. Substantial ppulatin and emplyment grwth is prjected fr the Fredericksburg Area Metrplitan Planning Organizatin (FAMPO) area by 2025, which will result in significant grwth in traffic demand n I-95. Clse crdinatin with the FAMPO Technical Cmmittee, which was the advisry cmmittee fr this study, was maintained thrughut this study, which als included a public wrkshp at which citizens were able t review the scpe f the study and prvide cmment. The results f this study were intended t prvide input t determining the nature f imprvements in the I-95 crridr that will best accmmdate future persn travel demand. Majr Findings as Related t TDM Measures General cmments and questins at public meetings held by VDOT regarding the HOV Feasibility Study fcused n the status f the study, need fr HOV lanes, criteria being used t evaluate HOV lanes, and availability f funds fr an extensin f the HOV lanes. Public cmment was divided n the issue f whether the HOV lanes shuld be extended int the FAMPO regin. Specific cmments and questins related t HOV lane ccupancy requirements (HOV 2+ r HOV 3+), time f peratin, and lack f detailed cnstructin cst estimates. The study team prvided respnses t cmments and questins t the extent that infrmatin was available t d s. It was nted that this was a feasibility study and that a frmal decisin n whether t extend the HOV lanes wuld ultimately be based n mre detailed engineering studies, as well as an examinatin f their rle in the cntext f ther ptential reginal radway and transit system imprvements. Applicable Lessns Learned This study featured significant Public Invlvement Activities: develping a credible list f stakehlders was ne f the first activities with which the public invlvement team was invlved. The team researched and identified ptential stakehlders wh wrked in, resided, r cmmuted thrugh the study crridr. Stakehlders wh represented interested/affected cnstituencies wh travel thrugh this crridr were als included. The names and addresses f these key stakehlders were cmpiled int a mailing database f apprximately 500 persns/agencies. It was anticipated that many f the stakehlders wuld represent their rganizatins and act as cnduits by advising the study team f issues that shuld be cnsidered within the studies scpe and by cmmunicating findings back t their respective rganizatins. Key stakehlders included representatives frm the fllwing grups: Elected and appinted fficials; Federal, state, and lcal agency representatives within the study area; Business, envirnmental, cmmunity, civic, and hmewner rganizatins; Transit prviders and patrns (private bus peratrs, rideshare crdinatrs);

42 Current/ptential/nn-HOV users; MPO members; Lcal media (newspaper, televisin, and radi); and Majr emplyment centers. The stakehlder database was used t invite citizens t public infrmatin meetings. The first meeting was held in the early stages f the studies and the secnd was cnducted twards the studies cnclusins. The general public, as well as the invited stakehlders, were welcme t attend the meetings. In additin t the persnal invitatins mailed t all stakehlders n the mailing database, the team prepared meeting ntices fr the prject website ( newspaper ads, and press advisries. At the public meetings, the study team distributed infrmatinal materials, which included the agenda, an verview f the presentatin, fact sheets, and cmment frms. Citizens had ample pprtunities t ask questins, prvide cmments, cmplete cmment sheets, and view study-related exhibits and maps. Other cmmunicatin methds used fr these studies included the prject website, which presented a descriptin and lcatin f the studies, cntact infrmatin fr the VDOT prject manager, a calendar, and a status f the study. A tll-free htline ( ), maintained by VDOT staff, was als emplyed during the curse f the studies.

43 APPENDIX E: COMMUTER ASSISTANCE PROGRAM Research regarding utcmes f cmmuter assistance prgrams and resurces t estalbish this type f prgram has been cmpiled frm ther prgrams arund the natin. Findings frm this research are presented belw. E.1 PROGRAM BENEFITS Benefits f cmmuter assistance prgrams are demnstrated thrugh the three prvided examples. Example 1: Flrida Department f Transprtatin Districts 4 & 6 Suth Flrida Cmmuter Services Prgram The graphs shw substantial upward grwth ver a fur-year perid ( ) in the number f cmmuters served, the number f trips eliminated, and the cst-savings accruing t cmmuters.

44 Example 2: Las Vegas Club Ride Cmmuter Services Prgram The fllwing graph shws a cnsistent increase in the number f calls and custmer inquiries being received by the Club Ride Cmmuter Services Prgram staff in Las Vegas. In 2009, cmmuter inquiries averaged less than 100 a mnth; by July 2013, mre than 300 individuals were calling Club Ride Cmmuter Services with cmmute-related inquiries. 3,000 2,500 2,000 1,500 1, Custmer Calls/ s - FY2009 FY2010 FY2011 FY2012 FY 2013 The next graph shws the number f cmmuters each mnth wh vluntarily reprt their cmmute mde in Las Vegas. While fluctuatins ccur mnthly and peridic cmmuter challenge events may spike reprting, the verall reprting ppulatin cntinues t increase with time. Cmmuter Rewards Participants 4250 FY FY Oct Nv Dec Jan Feb Mar Apr May June July Aug Sept

45 The last graph prtrays grwth in participatin levels by the number f individuals chsing t reprt their cmmute. Over the last several years, the prgram has captured mre daily trips being reprted by cmmuters registered with the prgram. It has been ur experience here that the lnger an individual remains in the prgram, the mre frequently they reprt (and presumably use) alternative cmmute mdes. Number f One-way Trips Reprted 1,200,000 1,000, , , , , , , , , , Example 3: Atlanta Cash fr Cmmuters Prgram The Atlanta-based Clean Air Campaign emplyer-utreach prgram launched the incentive-driven Cash fr Cmmuters (CFC) Prgram t cnvert drive-alne cmmuters t an alternative travel mde. In the first pilt perid, frm Octber 2002 February 2003, participants were driving alne fr 84% f their weekly cmmute trips. Drive alne trips were cut nearly in half t just 47% f ttal weekly trips nine twelve mnths after cmpleting the prgram (i.e., when participants were n lnger receiving a financial incentive t use an alternative). Additinally, 64% f CFC participants cntinued t use cmmute alternatives nine twelve mnths after cmpleting the prgram. In the secnd pilt perid, frm May 2003 December 2003, enrlled participants were driving alne fr 78% f their weekly cmmute trips. Drive alne trips were cut by mre than half t just 38% f ttal weekly trips three six mnths after cmpleting the prgram. Additinally, 74% f these CFC participants cntinued t use cmmute alternatives three six mnths after cmpleting the prgram. Finally, based n an evaluatin by the Center fr Transprtatin and the Envirnment (CTE), daily emissin reductins were fund that may be directly attributed t the prgram. E.2 PROGRAM STRUCTURE The success f a Cmmuter Assistance Prgram/TDM Prgram is based primarily n utreach. As such, the prgram shuld be structured with utreach as the fcus. Accrdingly, the utreach initiative shuld be rganized t prvide sufficient cverage within the business district r regin t enable each utreach crdinatr t accmplish the fllwing critical bjectives: Reach ut t new businesses thrugh sales calls and visits

46 Assess a cmpany s needs and wrk t develp TDM-supprtive plicies and prgrams at the wrksite Establish and build a relatinship with that business including reaching ut t multiple cntacts within a given cmpany (e.g., human resurces, parking/transprtatin, facilities, finance, etc.) Wrk with a cmpany s emplyees t educate and engage them in TDM prgram fferings (e.g., ridesharing, transit, vanpling, alternative wrk-hur prgrams) Deepen prgram fferings t expand participatin n-site, ver time Hld quarterly events t recruit cmmuters n less than quarterly Hld meetings with cmpany representatives as needed (but nt less than quarterly) Typically, ne full-time utreach crdinatr can adequately serve between frty fifty cmpany partners in a cmprehensive manner. This wrklad allws each crdinatr t maintain a frward mmentum with each business, nting that nt all cmpanies and nt all cmmuters will be at the same stage f TDM Prgram adptin at the same time. Our experience suggests that TDM Prgram adptin fllws a traditinal sales mdel and as such, must take users thrugh a similar sales prcess befre they are willing t change and sustain changes t their travel behavir. A TDM utreach crdinatr generally prgresses thrugh the fllwing phases with an emplyer regarding TDM Prgram establishment: CONSIDER: A crdinatr must intrduce the prgram t emplyers t secure their interest and buy-in. This may be dne thrugh calls and meetings r thrugh the develpment f marketing cllateral (e.g., an emplyer flder f key services ffered by the reginal TDM prgram, letters f endrsement, invitatins t TDM-specific training, etc.). REPEAT EXPOSURE: TDM Prgram utreach is sales at its cre and sales peple (r utreach crdinatrs) must expect a high degree f rejectin in their attempts t recruit emplyers int a TDM Prgram. Cld-calls, visits, marketing, and ther effrts t engage prspective business partners must be nging. TRY: At this stage, a business may agree t get invlved in TDM initiatives n a trial basis. This may include accepting an ffer f technical assistance, agreeing t hst a wrksite event fr emplyees, r taking part in an area netwrking event r training wrkshp n TDM. A psitive first experience may lead an emplyer t the Trial Use stage. TRIAL USE: This may include the early adptin f mre fundamental TDM Prgrams r Services, such as adptin f a Guaranteed Ride Hme Prgram, r n-site ridematching fr emplyees. Perhaps an emplyer will agree at this stage t install a few carpl parking nly signs t see hw many emplyees utilize them. USE: Only if the emplyer and emplyees have a psitive experience with these early stages f TDM utreach and service-delivery is a cmpany likely t take further strides tward adpting mre aggressive plicies r prgrams that supprt lng-term mde shift away frm drive-alne travel. At this stage in the prcess, an emplyer is usually bught-in and willing t adpt mre TDM services and embrace the cncepts mre fully. These steps are displayed in the graphic belw.

47 The fllwing graphic illustrates the cyclical nature f behaviral change f a cmmuter and the need fr TDM utreach t be nging befre a cmmuter will give up driving alne fr regular use f an alternative. A TDM utreach crdinatr may reach emplyees at any stage f this cycle as they are cnsidering an alternative, nce they ve tried it, when they ve had a psitive r negative experience with it, r when they are already a peridic alternative-cmmuter. Public educatin and marketing campaigns t reach individuals must be tailred t address cmmuters needs and cncerns at every stage f this decisin-making prcess if lng-term behavir change is t be achieved. Apprximate cst calculatins/prjected utcmes fr a TDM Outreach Prgram are presented in Table E-1.