Transportation Improvement District (TID) Exercise New Castle County Unified Development Code Churchmans Crossing TID How should New Castle County deploy Transportation Improvement Districts (TIDs)? Site Background: Advanced Labs, Inc. is seeking to make a momentous investment in New Castle County by proposing a 650,000 square foot office/laboratory facility on a 50-acre parcel with 530 full-time jobs that, on average, pay two-anda-half times the per capita household income in the County ($58,000/yr). Additionally, given the direct access to commuter rail, Advanced Labs Inc. would like to include an integrated apartment, hotel and commercial retail component of the development, totaling an additional 490,000 square feet. The facility will specialize in the research and development of a wide variety of cancer-fighting drugs and therapies in coordination with nearby medical centers and a regional hospital. The site is zoned CR (Commercial Regional) and is Figure 1 located on the northern side of the Churchmans Crossing TID. Several arterial road intersections nearest to the site are currently operating between Delay LOS C and F during either the morning or evening peak hour --and will continue to operate as such whether or not the project is built. Conversely, through the Churchmans Crossing TID area, Travel Times for the major arterials are as follows: Route 4 Eastbound 15 min, 12 sec (AM Peak) & 18 min, 8 sec (PM Peak) along the 6.19 mile segment Freeflow (overnight hours) time average is 10 min, 34 sec Westbound 15 min, 38 sec (AM Peak) & 22 min, 26 sec (PM Peak) along the 6.32 mile segment Freeflow (overnight hours) time average is 11 min, 1 sec Routes 1 & 7 Northbound 12 min, 27 sec (AM Peak) & 6 min, 21 sec (PM Peak) along the 6.25 mile segment Freeflow (overnight hours) time average is 5 min, 27 sec
Southbound 5 min, 35 sec (AM Peak) & 9 min, 56 sec (PM Peak) along the 5.64 mile segment Freeflow (overnight hours) time average is 4 min, 52 sec Route 58 Eastbound 10 min, 31 sec (AM Peak) & 14 min, 48 sec (PM Peak) along the 3.95 mile segment Freeflow (overnight hours) time average is 7 min, 27 sec Westbound 9 min, 28 sec (AM Peak) & 9 min, 45 sec (PM Peak) along the 3.94 mile segment Freeflow (overnight hours) time average is 6 min, 26 sec Route 273 Eastbound 15 min, 40 sec (AM Peak) & 22 min, 16 sec (PM Peak) along the 6.38 mile segment Freeflow (overnight hours) time average is 10 min, 31 sec Westbound 15 min, 15 sec (AM Peak) & 15 min, 41 sec (PM Peak) along the 6.38 mile segment Freeflow (overnight hours) time average is 9 min, 10 sec If the project is built, Travel Times will adjust as follows: Route 4 Eastbound increase by 7 sec (AM Peak) & 9 sec (PM Peak) Westbound increase by 6 sec (AM Peak) and 6 sec (PM Peak) Routes 1 & 7 Northbound increase by 3 sec (AM Peak) & 4 sec (PM Peak) Southbound increase by 4 sec (AM Peak) and 5 sec (PM Peak) Route 58 Eastbound increase by 6 sec (AM Peak) & 35 sec (PM Peak) Westbound increase by 24 sec (AM Peak) and 1 sec (PM Peak) Route 273 Eastbound increase by 2 sec (AM Peak) 1 sec (PM Peak) Westbound increase by 1 sec (AM Peak) & 2 sec (PM Peak) Additionally, the development would, at a minimum, have to provide a monetary contribution toward widening the existing vehicular bridge that spans the adjacent rail line. The minimum required roadway improvements are estimated to cost the applicant $3,000,000.
Transportation Improvement District (TID) Exercise New Castle County Unified Development Code Churchmans Crossing TID Questions The County has commissioned your committee to assist in developing a TID for this area, and has the following questions: 1. When thinking about transportation issues in the area, how would you prioritize the following guiding values (rank from 1 to 7)? a. Local circulation planning b. Network transportation planning c. Vehicle congestion relief d. Matching density/floor area to road capacity e. Walkability/bikeability f. Compact/efficient development patterns g. Transit access 2. When determining the need for a TID, how would you prioritize the following considerations? (Rank each High, Medium or Low) a. Providing transportation improvements b. Job creation c. Community character d. Trip reduction e. Project size f. Need for reinvestment g. Countywide development patterns 3. In establishing a TID, are the following appropriate criteria to be considered? a. Natural/manmade barriers b. Highways without local access c. Railroads d. Trip distribution e. Jobs f. Transit Corridors g. Surrounding/Adjacent Future Land Use h. Zoning categories i. Infrastructure availability 4. Which of the following elements should a TID affect?
a. Current LOS standards (i.e. Delay LOS) b. New LOS measurements examples: i. Don t measure certain turning movements? ii. Use volume to capacity (v/c) iii. Don t regulate peak hour? iv. Expand/contract peak hour v. Measure travel time change on roadway segments c. Payments in lieu of development delay or density reduction etc. d. Time period for payments e. Trip generation mitigations f. Transportation infrastructure measured (road lanes, intersections, transit, sidewalks, etc.) g. Mode substitution (for example, transit capacity for road capacity)
Sample Site #3: Churchman s TID Current Intersection and Travel Time LOS Intersection Delay Level of Service (LOS) The two maps to the right show the most recent recorded Intersection LOS analysis results for signalized intersections within the TID boundary. Intersections with LOS D or Higher AM Intersection LOS PM Intersection LOS Intersection Year Count AM LOS PM LOS Chapman Rd. & Wakefield Dr. 1997 D D Churchmans Rd. & Christiana Hosp. 2016 D C Churchmans Rd. & Del Tech Ent. 2013 C F Harmony Rd. & Ruthar Dr. 2007 D D Old Baltimore Pk. & Salem Church Rd. 2015 C D Old Baltimore Pk. & Trevett Blvd. 2001 D B Red Mill Rd. & Ruthar Dr. 2015 C D Salem Church Rd. & Chapman Rd. 2012 D D SR 141 & SR 37 (Commons Blvd.) 2015 F F SR 141 SB & Airport Rd. 2009 C D SR 273 & Chapman Rd (Eagle Run) 2013 F D SR 273 & Harmony Rd. 2013 E F SR 273 & Appleby Rd. 2016 F D SR 273 & Brownleaf Dr. 2012 F F SR 273 & Browns Lane 2012 F D SR 273 & Edinburgh Dr. 2017 D D SR 273 & Old Balt. Pike 2013 F E SR 273 & SR 1 NB Ramp 2012 C D SR 4 & Churchman's Rd. 2016 D D SR 4 & Harmony Rd. 2013 F F SR 4 & Hygeia Dr. 2015 C D SR 4 & Salem Church Rd. 2017 D D SR 4 & Samoset Dr. 2015 C D SR 4 & SR 7/JP Morgan Ent. 2017 D D SR 58 & Airport Rd. 2012 E D SR 7 & AAA Blvd/Frontage Rds. 2017 C D SR 7 & Road A 2015 B F SR 7 & SR 58 (Churchmans Rd.) 2016 C F SR 7 (Limestone Rd) & SR 4 (Main St.) 2011 D E US 13 & SR 273 2016 D D Intersection Delay LOS LOS F: Over 80 Seconds LOS E: 55-80 Seconds LOS D: 35-55 Seconds LOS C+: Less than 35 Seconds Intersection Delay LOS LOS F: Over 80 Seconds LOS E: 55-80 Seconds LOS D: 35-55 Seconds LOS C+: Less than 35 Seconds Peak Period Travel Time Reliability Fall 2017 AM Peak Period Travel Time Reliability (7-9am) SR 4 Begin/ end travel time PM Peak Period Travel Time Reliability (4-6pm) SR 4 Begin/ end travel time Reliability is a measure that calculates the difference in travel time during a giv en time of day v ersus a measured off-peak travel time to represent the roadway at uncongested conditions. The result is what is described as the Trav el Time Reliability Index. According to the FHWA, unreliable travel times begin when measured travel speed reaches 1.5 times that of uncongested conditions*. SR 273 Begin/ end travel time SR 273 Begin/ end travel time While there are no recognized standards that specify the thresholds, The chart below illustrates the reliability thresholds used in this analysis. SR 4 Begin/ end travel time SR 3 Begin/ end travel time Travel Time Relibility Thresholds "LOS F" More than 2.5 times uncongested travel time "LOS E" 2.0 to 2.5 times uncongested travel time "LOS D" 1.5 to 2.0 times uncongested travel time SR 273 Begin/ end travel time SR 273 Begin/ end travel time "LOS C+" Less than 1.5 times uncongested travel time The two maps to the right show the AM and PM peak period travel time reliability by road segment. Source: NPMRDS, INRIX. *Note: Fall 2017 period is a aggregation of data from ev ery Monday-Thursday from 9/11/17 to 11/16/17. Freeflow is the off-peak trav el times calculated from av erage from 11pm-5am from the entire 2017 calendar year. SR 4 Total Corridor Travel Time Comparisons Eastbound SR 4- Salem Church Rd. to Newport (James St.) 6.19 miles Freeflow Travel time 10 min. 34 sec. AM Peak: 7:30-8:30am 15 min, 12 sec. LOS C+ Westbound SR 4- Newport (James St.) to Salem Church Rd. 6.32 miles Freeflow Travel time 11 min. 1 sec. AM Peak: 7:30-8:30am 15 min, 38 sec. LOS C+ SR 273 Total Corridor Travel Time Comparisons Eastbound SR 273- SR 4 to US 13 Freeflow Travel time 6.38 miles 10 min. 31 sec. AM Peak: 6:45-7:45am 15 min, 40 sec. LOS D Westbound SR 273- US 13 to SR 4 Freeflow Travel time 6.38 miles 9 min. 10 sec. AM Peak: 7:30-7:45am 17 min, 15 sec. LOS D SR 4 Total Corridor Travel Time Comparisons Eastbound SR 4- Salem Church Rd. to Newport (James St.) 6.19 miles Freeflow Travel time 10 min. 34 sec. PM Peak: 4:45-5:45pm 18 min. 8 sec. LOS D Westbound SR 4- Newport (James St.) to Salem Church Rd. 6.32 miles Freeflow Travel time 11 min. 1 sec. PM Peak: 5-6pm 22 min. 26 sec. LOS E SR 273 Total Corridor Travel Time Comparisons Eastbound SR 273- SR 4 to US 13 Freeflow Travel time 6.38 miles 10 min. 31 sec. PM Peak: 4:45-5:45pm 22 min. 16 sec. LOS E Westbound SR 273- US 13 to SR 4 Freeflow Travel time 6.38 miles 9 min. 10 sec. PM Peak: 4:30-5:30pm 15 min. 41 sec. LOS D
Sample Site #3: Churchman s TID Current Intersection and Travel Time LOS 2012 Future Land Use Current Zoning. The New Castle County Unified Development Code (UDC) includes a variety of zoning districts that determine the type and amount of development that can be built within each zoning district. Source: New Castle County Land Use Source: New Castle County Land Use Employment and Worker Flows The Longitudinal Employer-Household Dynamics (LEHD) program is part of the Center for Economic Studies at the U.S. Census Bureau. Using this data, we can compile employment origin/destination profiles of specific areas within the county. The illustration to the right details the movement of workers to and from the TID boundary. It captures: - Total number of jobs within the TID - The number of workers who come from outside the TID to fill those jobs - The number of those who live within the TID who work and if they work outside of the TID Employment and Worker Flows within Churchman s TID Live and Work within TID 3,105 Live in TID but Employed Outside 11,263 Employment & Worker Flows - 2015 EMPLOYMENT within Churchmans TI D Count Share Employed in the TID 54,182 100.0% Employed in the TID but Living Outside 51,077 94.3% Employed and Living in the TID 3,105 5.7% Source: US Census Longitudinal Employer-Household Dynamics Liv ing in the TI D 14,368 100.0% Living in the TID but Employed Outside 11,263 78.4% Living and Employed in the TID 3,105 21.6%