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1 WELCOME Identifying Solutions Between I-495 and the Roosevelt Bridge Schedule 6:30-8:30 p.m. Open House Review the presentation boards and talk to the project s technical staff about the study in an open house format. For More Information Visit: Contact: Attn: Valerie Pardo VDOT Transportation Planning (855-STUDY-66) info@i66multimodalstudy.com Provide Comments Please complete a comment sheet and leave it in the boxes provided, or send to: Charise Geiling Sharp & Company 794 Nelson Street Rockville, MD info@i66multimodalstudy.com Call: (855-STUDY-66) Provide oral comments tonight to the court reporter Your comments count! Comments received through May 10, 2012 will be used to inform the final study recommendations. 1

2 RELEVANT PROJECTS AND STUDIES Projects in the I-66 Corridor Completed Studies Planning/Study Phase Projects in Design Phase Projects in Construction I-66 Transit/TDM Study The goal of this study was to identify transportation choices through transit and transportation demand management (TDM) enhancements to increase mobility in the I-66 corridor, between Haymarket and Washington D.C. Transit and TDM recommendations will be included in the options for testing as part of the Multimodal Study. Idea-66 Study In 2005, VDOT and the Virginia Division of FHWA completed a feasibility study to identify ways to reduce congestion within the existing right-of-way on I-66 westbound, from Rosslyn to the Dulles Connector Road. The study recommended a road widening concept with various managed lane types be advanced for further detailed evaluation. An evaluation of interim improvements that could occur with minimal impacts were also recommended to address spot problems and geometric deficiencies. I-66 Multimodal Study (D.C. line - I-495) Planning level study to determine options and recommend strategies which promote and enhance multimodal transportation. Study started in July 2011 and will issue a final report in May I-66 EIS (I Rt 15) Tier 1 Environmental Impact Study (EIS) to identify current and future transportation needs along I-66 propose solutions and identify their environmental impacts. A draft EIS is expected by June 2012 for public review and final EIS anticipated by December DRPT Super NOVA Vision Plan The Virginia Department of Rail and Public Transportation (DRPT) planning study will encompass Northern Virginia, south to Caroline County and west to Culpeper and Frederick Counties and will include coordination with Maryland, D.C., and West Virginia. This year-long study begins in November 2011 to identify transit and TDM needs/strategies for the near-, mid-, and long-term (2040) and will incorporate stakeholder and public input. I-66 Vienna Metro Access Ramp (I-66 at Vaden Street) Provision of a bus-only ramp from the eastbound and westbound HOV lanes of I-66 to Vaden St. near the Vienna Metro Station. I-66 Spot Improvement #2 (Westmoreland Drive - Haycock Road) Addition of a westbound auxiliary lane by continuation of an onramp to an off-ramp. No right-of-way is required. A public hearing was held on October 27, 2008 and the project awaits completion of the I-66 Mulitmodal Study before re-initiating design. I-66 Spot Improvement #3 (Glebe Road - Lee Highway) Addition of a westbound auxiliary lane by continuation of an onramp to an off-ramp. No right-of-way is required. A public hearing was held on October 27, 2008 and the project awaits completion of the I-66 Mulitmodal Study before re-initiating design. I-66 ATM - Active Traffic Management (D.C. line - Rt 15) Design-build project delivery of phased deliverables including gantry structures, land/shoulder control display, queue/incident detectors, robust CCTV coverage, queue/speed warning DMS for lane/shoulder control, responsive incident management, emergency areas with detection/surveillance to enhance mobility. Silver Line Phase II The Metropolitan Washington Airports Authority (MWAA) is constructing, in two phases, a 23-mile extension of the existing Metrorail system, which will be operated by the Washington Metropolitan Area Transit Authority (WMATA) from East Falls Church to Washington Dulles International Airport west to Ashburn. Phase 2 will run from Wiehle Avenue to Ashburn in eastern Loudoun County. A construction date has not been set for this extension, but Preliminary Engineering (PE) is currently underway. Silver Line Phase I The Metropolitan Washington Airports Authority (MWAA) is constructing, in two phases, a 23-mile extension of the existing Metrorail system, which will be operated by the Washington Metropolitan Area Transit Authority (WMATA) from East Falls Church to Washington Dulles International Airport west to Ashburn. Phase 1 will be completed in 2013 and will run from East Falls Church to Wiehle Avenue on the eastern edge of Reston, adding five stations to the Metrorail system: Tysons East, Tysons Central 123, Tysons Central 7, Tysons West, and Wiehle Avenue. I-66 Spot Improvement #1 (George Mason Drive - Sycamore Street) Addition of a westbound auxiliary lane by continuation of an on-ramp to an off-ramp. No right-of-way is required and no impacts outside of the immediate I-66 corridor are expected. The project is under construction and scheduled for a December 2011 completion. I-66 Pavement Rehabilitation (I Rt 50) Design-build project for concrete patching and asphalt overlay on the eastbound and westbound mainline and ramps. The project also includes upgrades to corridor drainage, concrete barrier and guardrail. Construction is underway and scheduled for an October 2012 completion date. I-66 - I-495 HOT Lanes VDOT MEGA-Project team reconstruction of existing bridges, access ramps and construction of a new HOT lane access ramp at the I-66/I-495 interchange. Work is scheduled for completion in late

3 PROJECT OVERSIGHT Lead Agencies Consulting Firms Participating Agency Representatives Committee (PARC) 3

4 STUDY GOAL To identify a range of current and visionary multimodal and corridor management solutions (operational, transit, bike and pedestrian, and highway improvements) that can be implemented to reduce highway and transit congestion and improve overall mobility within the corridor and along major arterial roadways and bus routes within the study area. STUDY OUTCOMES Review of existing plans and studies and analysis of travel, demographic, land use, and population data to identify key issues and needs in the I-66 corridor inside the Beltway. Public outreach, including market research, stakeholder interviews, and public meetings to help inform commuter priorities for transportation improvements. Inventory of multimodal transportation options available to enhance mobility. Analysis and evaluation of the transportation strategies, projects, policies, or programs to identify 8-10 options with the most potential for enhancing mobility in the I-66 corridor inside the Beltway. Analysis of 4-5 multimodal options packages designed to address the mobility issues in the I-66 corridor inside the Beltway. Development of multimodal recommendations to improve mobility in the I-66 corridor inside the Beltway. 4

5 STUDY BOUNDARIES Recommended mobility improvements will be focused in the Study Area, defined as the I-66 corridor from the Capital Beltway (I-495) east to the Theodore Roosevelt Bridge. Nearby parallel facilities within the study boundaries include U.S. Route 29, U.S. Route 50, and VA Route 237 Washington Boulevard. Project Area Study Map 5

6 PUBLIC INVOLVEMENT Throughout the course of the study a variety of tools are being used to obtain input or disseminate information to the public. Public Meetings and Public Comments December 2011: Presented information and sought input on corridor issues and needs, and Mobility Options for consideration. April 2012: Presenting information and seeking input on the Multimodal Packages and preliminary recommendations. Since the study s inception, 85 public comments have been logged and used to inform the issues and needs, Mobility Options, and Multimodal Packages. Stakeholder and Elected Official Interviews Conducted 28 stakeholder interviews with representatives of residential and civic organizations, Federal agencies, member associations, and government leaders. Project Updates The project web page and mailing list are used to provide the public with current information about the study. This includes materials from previous meetings, fact sheets highlighting project milestones, and public comments. Market Research Market research was designed and conducted to allow commuters in the study area to share their opinions, state their needs, express their preferences, and describe their travel choices regarding transportation in the I-66 corridor. Results have been used to inform decisions throughout the study. Key findings include: 1) Most of the respondents have very long commutes regardless of how they travel. 2) Across all modes, commuters do not believe there are sufficient transportation options in the corridor. 3) Support for high occupancy vehicle (HOV/bus) lanes varies considerably. 4) Commuters could be convinced to try HOV lanes if they could save time traveling by using the lanes. 5) Non-HOV users would use HOV if they could easily find a carpool partner. 6) Support for high occupancy toll (HOT/bus) lanes is higher than support for a general toll. 7) Support for adding new HOV/bus lanes and/or adding a new bus-only lane is high among transit users, but low among people that drive alone. 8) There is interest in Priority Bus services within the study area. 9) Employer programs offering transit assistance make a difference in commuters choice of mode. 10) Overall, likelihood of riding a bike to work is fairly low among current nonriders, but nonriders could be enticed in the future by features and services (e.g., trail connections, bike lockers). 6

7 STUDY METHODOLOGY Issues and Needs Mobility Option Elements Mobility Options Multimodal Packages Recommendations Path to Recommendations Study Progress to Date Mobility Option Elements Mobility Options Multimodal Packages Recommendations 7

8 FROM MOBILITY OPTIONS TO MULTIMODAL PACKAGES Four Multimodal Packages were assembled to represent transportation elements that addressed specific capacity and congestion issues and needs in the corridor. Evaluation of the eleven Mobility Options was facilitated through a workshop with the Public Agency Representative Committee (PARC) and considered: Market research Stakeholder and elected official interviews Public comments Technical analysis The technical analysis was focused on: Reducing the proportion of vehicle travel in the study area on congested facilities. Increasing personal mobility in the study area, regardless of the choice of travel. Increasing the proportion of HOV and transit use in the study area. Based on the results, four Multimodal Packages were developed for further testing and review: Two of the four packages include adding a HOV/HOT lane on I-66 inside the Beltway. Two of the four packages include widening I-66 to a three-lane facility. One package includes no new lanes. One package includes a bus-only shoulder lane on U.S. 50. All packages include enhanced transit services, at varying levels of intensity and ICM, bicycle/pedestrian, and TDM elements. MOBILITY OPTIONS Arterial Enhancements Bus and Metrorail Roadway Enhancements Bike and Pedestrian Transportation Demand Management Integrated Corridor Management MULTIMODAL PACKAGES 8

9 BASELINE ASSUMPTIONS FOR 2040 The 2011 Constrained Long Range Plan (CLRP) is Considered Part of the Baseline The 2040 Baseline for the I-66 Multimodal Study is called the Baseline CLRP+, and comprised of the 2011 regional Constrained Long Range Plan (CLRP) elements plus the recommended bus services and Transportation Demand Management (TDM) measures from the 2009 I-66 Transit/TDM Study. The 2040 Baseline includes: I-66 restricted to Bus/HOV 3+ in the peak direction. I-66 westbound spot improvements #1, #2, #3. Same I-66 HOV hours of operation as today. Silver Line Phase I (to Wiehle Avenue) and Silver Line Phase II (to Dulles). New and enhanced Priority Bus services on I-66, U.S. 29, and U.S. 50. TDM elements from the I-66 Transit/ TDM Study Metrorail core capacity improvements, including 8-car trains Services and programs as recommended in the I-66 Transit/TDM study are included in the Baseline. Study Area Metrics Vehicle Miles Travel (VMT) 1,800,000 1,600,000 1,400,000 20% 1,200,000 28% 1,000,000 Peak Hour Metrorail Service Supplied by Cutline Seats per Hour 35,000 30,000 25,000 20,000 15,000 10,000 5,000 0 Beltway Glebe Road Clarendon Potomac River Rail CLRP Rail CLRP+ Rail Person Miles Traveled (PMT) 6,500,000 6,000,000 5,500,000 Peak Hour Transit Bus Service Supplied by Cutline Seats per Hour 5,000 4,500 4,000 3,500 3,000 2,500 2,000 1,500 1, Beltway Glebe Road Clarendon Potomac River Bus CLRP Bus CLRP+ Bus Improved Travel Time by Mode to Existing % 4% 2% 0% -2% 800, ,000 57% 51% 5,000,000-4% -6% 400, , % 21% Year 2007 CLRP+ Uncongested Near Capacity Over Capacity 4,500,000 4,000,000 Year 2007 CLRP+ -8% -10% Transit SOV/HOV 2 HOV 3+ Represents travel times between the following origins and destinations: Rosslyn, Ballston, and the D.C. core, Pentagon, Seven Corners, Tysons, Reston, Manassas, Merrifield, and the City of Fairfax. 9

10 MULTIMODAL PACKAGE #1 Convert I-66 to a Bus/High-Occupancy Vehicle (HOV)/ High-Occupancy Toll (HOT) Lane System Package Description Converts I-66 into an electronically tolled Bus/HOV/ high-occupancy toll (HOT) roadway. > SOV and HOV 2 vehicles would be tolled. > Bus/HOV 3+ vehicles would not be tolled. > Applies to all lanes in both directions 24/7. All Day Toll: SOV, HOV 2 Toll: SOV, HOV 2 Toll: SOV, HOV 2 Toll: SOV, HOV 2 Several planned enhancements to local, commuter, and regional bus services including route changes and additions. Many of the increases in bus service feed rail stations in the corridor. New and enhanced Priority Bus services with 10-minute peak period frequency. > I-66, U.S. 29, and U.S. 50. Includes bicycle/pedestrian, ICM, and TDM elements. Results Reduce Congestion The total vehicle travel (VMT) increases, but the percentage of congested travel decreases. Improves travel times for transit users and single drivers. Some slowing for HOV 3+ users with added I-66 toll traffic, but the facility continues to operate without congestion. Improve Mobility Total person miles of travel (PMT) increases, so more people were able to move through the study area. Mobility improves during the morning peak inbound on I-66 and during the evening peak outbound on U.S. 29 and U.S. 50. Personal mobility shifts from rail to freeways and arterials due to improved bus services. Implications for Recommendations This is the lowest cost alternative. Provides for a more efficient use of existing roadway during the peak periods. There are policy issues regarding tolling on Interstates. Could generate toll revenue to offset costs. Study Area Metrics Vehicle Miles Traveled (VMT) 1,800,000 Person Miles Traveled (PMT) 6,500,000 6% Improved Travel Time by Mode to CLRP+ 1,600,000 4% Capital ($2011) Annual Operating ($2011) Highway $28 Million $0* Transit $5 Million $23 Million * Toll operating cost is offset by toll revenue. 1,400,000 1,200,000 1,000, , , ,000 28% 51% 26% 57% 6,000,000 5,500,000 5,000,000 4,500,000 2% 0% -2% -4% -6% -8% -10% 200, % 17% CLRP+ Package #1 4,000,000 CLRP+ Package #1 Transit SOV/HOV 2 HOV 3+ Uncongested Near Capacity Over Capacity Represents travel times between the following origins and destinations: Rosslyn, Ballston, and the D.C. core, Pentagon, Seven Corners, Tysons, Reston, Manassas, Merrifield, and the City of Fairfax. 10

11 MULTIMODAL PACKAGE #2 Convert I-66 to a Bus/ High-Occupancy Vehicle (HOV)/ High-Occupancy Toll (HOT) Lane System and Add a Lane in Each Direction Package Description Converts I-66 into an electronically tolled Bus/HOV/HOT roadway. > SOV and HOV 2 vehicles would be tolled. > Bus/HOV 3+ vehicles would not be tolled. > Applies to all lanes in both directions 24/7. All Day Toll: SOV, HOV 2 Toll: SOV, HOV 2 Toll: SOV, HOV 2 Several planned enhancements to local, commuter, and regional bus services including route changes and additions. Many of the increases in bus service feed rail stations in the corridor. New and enhanced Priority Bus services with 10-minute peak period frequency. > I-66, U.S. 29, and U.S. 50. Includes bicycle/pedestrian, ICM, and TDM elements. Capital ($2011) Annual Operating ($2011) Highway $ Million $2 Million * Transit $5 Million $23 Million * Toll operating cost is offset by toll revenue. Results Reduce Congestion Produces the lowest levels of congested vehicle travel (VMT) among the packages Improves travel times for transit users and single drivers. Some slowing for HOV 3+ users with added I-66 toll traffic, but the facility continues to operate without congestion. Improve Mobility The package moves the greatest number of people and has the lowest amount of congestion. Mobility improves during the morning peak inbound and during the evening peak outbound on U.S. 29 and U.S. 50. There is a slight decrease in transit use and HOV 3+ use during the afternoon commute. Implications for Recommendations Significant costs are associated with the addition of a lane on I-66. Provides for a more efficient use of existing roadway during the peak periods. Adds capacity on I-66 and moves a greater number of trips to the new freeway capacity. There are policy issues regarding tolling existing Interstates (although there is added capacity). Could generate toll revenue to offset costs. Study Area Metrics Vehicle Miles Traveled (VMT) 1,800,000 1,600,000 20% 1,400,000 1,200,000 28% 1,000, ,000 62% 600,000 51% 400, , % 18% CLRP+ Package #2 Uncongested Near Over Capacity Capacity Person Miles Traveled (PMT) 6,500,000 6,000,000 5,500,000 5,000,000 4,500,000 4,000,000 CLRP+ Package #2 6% 4% 2% 0% -2% -4% -6% -8% -10% Improved Travel Time by Mode to CLRP+ Transit SOV/HOV 2 HOV 3+ Represents travel times between the following origins and destinations: Rosslyn, Ballston, and the D.C. core, Pentagon, Seven Corners, Tysons, Reston, Manassas, Merrifield, and the City of Fairfax. 11

12 MULTIMODAL PACKAGE #3 Add a Bus/High Occupancy Vehicle (HOV) Lane in Each Direction Package Description An additional lane is added in both directions. > In the peak direction, all lanes are Bus/HOV 3+ only during peak hours. > In the reverse-peak direction, one lane is Bus/HOV 2+ during peak hours, and the rest are general purpose lanes. > In the off-peak periods all lanes are open to all traffic. Morning Evening Off-Peak Bus/HOV 3+ Bus/HOV 3+ Bus/HOV 3+ Bus/HOV 2+ Bus/HOV 2+ Bus/HOV 3+ Bus/HOV 3+ Bus/HOV 3+ Several planned enhancements to local, commuter, and regional bus services including route changes and additions. Enhanced U.S. 50 bus service with new routes from Tysons and Fair Oaks continuing on U.S. 50 into the D.C. core. New and enhanced Priority Bus services with 10-minute peak period frequency. > I-66, U.S. 29, and U.S. 50. Includes bicycle/pedestrian, ICM, and TDM elements. Capital ($2011) Annual Operating ($2011) Highway $ Million $2 Million Results Reduce Congestion Slight increase in vehicle travel (VMT) overall, with the evening peak period showing increased congestion. Slightly improves travel times for HOV and transit. Improve Mobility There is an increase in persons moved through the corridor, but not as great an increase as in Package #2. There are minimal mobility improvements on U.S. 29 and U.S. 50. The added bus service increases the person throughput in the corridor. Implications for Recommendations Significant costs are associated with the addition of a lane on I-66. There is a slight increase in vehicle travel, but is offset by improved travel overall in the study area. The new and existing capacity on I-66 may be underutilized during the peak periods due to HOV 3+ requirements. There are a number of design factors to be consider in accommodating the Bus/HOV 2+ lane in the reverse peak direction. Study Area Metrics Vehicle Miles Traveled (VMT) 1,800,000 1,600,000 1,400,000 1,200,000 1,000, , ,000 Transit $6 Million $26 Million 400, , % 51% 21% CLRP+ 29% 47% 24% Package #3 Person Miles Traveled (PMT) 6,500,000 6,000,000 5,500,000 5,000,000 4,500,000 4,000,000 CLRP+ Package #3 6% 4% 2% 0% -2% -4% -6% -8% -10% Improved Travel Time by Mode to CLRP+ Transit SOV/HOV 2 HOV 3+ Uncongested Near Capacity Over Capacity Represents travel times between the following origins and destinations: Rosslyn, Ballston, and the D.C. core, Pentagon, Seven Corners, Tysons, Reston, Manassas, Merrifield, and the City of Fairfax. 12

13 MULTIMODAL PACKAGE #4 Enhanced Bus Service, Including Buses on Shoulders Along U.S. 50 Package Description Increased transit service for all routes entering the study area. > This included increased frequency on local, commuter, and regional bus services. > Headway on individual routes that were not part of trunk line services were set at a minimum of 15 minutes in the peak and 30 minutes in the off-peak. > Trunk line routes were set for a combined headway of 15 minutes in the peak and 30 minutes in the off-peak. Enhanced U.S. 50 bus service with new routes from Tysons and Fair Oaks continuing on U.S. 50 into the D.C. core using an added shoulder lane on U.S. 50. New and enhanced Priority Bus services with 10-minute peak period frequency. > I-66, U.S. 29, and U.S. 50. Includes bicycle/pedestrian, ICM, and TDM elements. Results Reduce Congestion Slight decrease in vehicle travel (VMT) and slight decrease in congested VMT. Biggest improvement in transit travel times of all the packages. Improve Mobility Lowest PMT of all packages. There are minimal mobility improvements on U.S. 29 and U.S. 50. Personal travel shifts from rail to arterials due to improved bus service on arterials. Highest transit usage among all packages. Implications for Recommendations This package has the highest annual transit operating cost. Highest transit usage of all packages tested. Design and operational considerations of adding bus only shoulder lane on U.S. 50 may be significant. Study Area Metrics Capital ($2011) Annual Operating ($2011) Vehicle Miles Traveled (VMT) Person Miles Traveled (PMT) Improved Travel Time by Mode to CLRP+ Highway $180 Million $1 Million Transit $9 Million $46 Million 1,800,000 1,600,000 1,400,000 1,200,000 1,000, , ,000 28% 51% 28% 51% 6,500,000 6,000,000 5,500,000 5,000,000 6% 4% 2% 0% -2% -4% -6% -8% 400,000 4,500,000-10% 200, % CLRP+ 22% Package #4 4,000,000 CLRP+ Package #4 Transit SOV/HOV 2 HOV 3+ Uncongested Near Capacity Over Capacity Represents travel times between the following origins and destinations: Rosslyn, Ballston, and the D.C. core, Pentagon, Seven Corners, Tysons, Reston, Manassas, Merrifield, and the City of Fairfax. 13

14 SENSITIVITY ANALYSES All four Multimodal Packages were evaluated to see how they would perform. In two instances, assumptions were modified to see how the performance of the packages would change. This process is called a sensitivity analysis or test. Test 1: Modified Package 1 In the original Multimodal Package 1, the lanes on I-66 are converted to high-occupancy toll (HOT) lanes at all times (24/7). The sensitivity test keeps the HOT lanes in both directions during peak periods only. Key Finding This sensitivity test showed that tolling in only the peak periods also helped address the study goals. The congestion in the peak periods was reduced similar to Multimodal Package 1. During off-peak periods usage remained similar to the year 2040 Baseline, and higher than in Package 1. Morning Evening Off-Peak Test 2: Modified Package 3 In the original Multimodal Package 3, a lane is added to I-66 in both directions. The sensitivity test changes the additional lane to a HOT lane, which would be tolled at all times (24/7) in both directions. Key Finding The sensitivity test showed the impacts of a new lane being tolled. The price for the toll had to be relatively high due to the high demand and limited supply. In the peak direction, the volumes are higher in the tolled lane than in the adjacent free Bus/HOV 3+ lane. In general, this configuration offers more mobility benefits than the original Multimodal Package 3 because some non-hov users can be accommodated from the arterials. Morning Evening Off-Peak 14

15 COMMON TO ALL MULTIMODAL PACKAGES Transportation Demand Management and Integrated Corridor Management Transportation demand management (TDM) and integrated corridor management (ICM) solutions were included in all four of the Multimodal Packages. There are a range of solutions that were considered. Transportation Demand Management (TDM) The following TDM measures, which are strategies and policies used to reduce travel demand, have been chosen for inclusion in the Multimodal Packages. These measures have proven effective for reducing single occupancy travel and person miles of travel, and complement the corridor enhancements in each Multimodal Package. The TDM measures are ranked higher (H), medium (M), or lower (L) priority, based on their ability to impact travel demand. Marketing and Outreach Programs Rideshare Program Operational Support (H) Enhanced Telework! VA (H) Enhanced Employer Outreach (M) Enhanced Corridor Marketing (L) Vanpool Programs Van Priority Access (H) Vanpool Driver Incentive (M) Enhanced Virginia Vanpool Insurance Pool (L) Capital Assistance for Vanpools (L) Flexible Vanpool Network (L) Enhanced Corridor Marketing (L) Financial and Incentive Programs Try Transit and/or Direct Transit Subsidy (H) I-66 Corridor Specific Startup Carpool Incentives (M) Northern Virginia Ongoing Financial Incentive (M) Other Programs (Not Rated for Priority) Carsharing at Priority Bus Activity Nodes Dynamic Ridesharing Incremental Annual Program Cost $2 Million Integrated Corridor Management (ICM) ICM brings together a variety of technology elements, providing drivers, transit users, carpoolers, and bicyclists with information to be able to make informed transportation decisions in advance or in real time. When ICM elements are implemented, users can expect greater travel time reliability and more efficient use of corridor infrastructure. The high-priority elements of the I-66 Active Traffic Management (ATM) initiative are included among ICM elements. Specific elements of ICM considered in the I-66 Multimodal Study include: Enhanced Ramp Metering (I-66 ATM) Dynamic Merge (Junction Control) (I-66 ATM) Enhanced Dynamic Message Signs (I-66 ATM) Continuous Closed-Circuit Television Coverage (I-66 ATM) Speed Harmonization Advanced Parking Management System Multimodal Traveler Information Signal Priority for Transit Vehicles Capital Annual Operating ICM $6 Million $1 Million 15

16 COMMON TO ALL MULTIMODAL PACKAGES Bicycle and Pedestrian On-Road Facility Recommendations (Bike Lanes, Wide Shoulders, etc.) Bicycle Level of Service (BLOS) is used for on-road level of service analysis. The resulting score reflects a typical bicyclist s level of comfort with the riding conditions. The BLOS scores shown on these maps are for linear, on-road proposed improvements. Off-Road Facility Recommendations (Trails, Sidepaths, Shared Use Paths) Off-road path improvements were evaluated using the Shared Use Path Level of Service (SUP LOS). This model uses volumes of pedestrians and bicyclists, combined with path width to provide a score that measures crowding and comfort. The SUP LOS scores shown on these maps are for linear, off-road proposed improvements. Bicycle and Pedestrian Project Prioritization Bicycle and pedestrian improvement ranking reflects a project s potential to positively impact bicycling and walking in the study area. The score is based on the number of people a project may benefit, the relative complexity or feasibility of implementing a project, and the anticipated timeframe for implementation. 16

17 NEXT STEPS Schedule/Key Milestones TASK Jul 11 Aug 11 Sep 11 Oct 11 Nov 11 Dec 11 Jan 12 Feb 12 Mar 12 Apr 12 May 12 Jun 12 Finalize Work Plan Identify Key Corridor Transportation Issues and Needs Develop Option Elements to Address Congestion, Reliability, and Mobility Commuter Survey to Solicit Feedback on Critical Issues and Needs Interviews with Elected Officials and Transportation Stakeholders Analyze and Evaluate Mobility Options to Develop Multimodal Packages Analyze and Evaluate Multimodal Packages Develop Recommendations for Enhanced Mobility on I-66 Public Meetings Interim and Final Reports Public Meetings Report Delivered 17