Appendix D - Transform 66outside.transform66.org/documents/i-66_transittdm...appendix_d.pdf · I-66 Transit/TDM Technical Report Appendix D Existing Transit/TDM Provider Overviews

Tier 2 Final Environmental Assessment I-66 Transit/TDM Technical Report

Appendix DExisting Transit/TDM Provider Overviews

FINAL – MAY 2016

I-66 Corridor Improvements Project – Transit/TDM Technical Report – Appendix D February 2016Existing Transit/TDM Provider Overviews

Transform 66 Outside the Beltway D-1

D. EXISTING TRANSIT/TDM PROVIDER OVERVIEWS

Transit Service ProvidersInformation about the type, frequency, span, and ridership of the five bus and two rail service providers isprovided in the following section. Transit service provider information was collected from 2014 data;however, the time of year, annual averages, or month-specific selections vary depending on the serviceprovider.

Bus Service

Potomac and Rappahannock Transportation Commission (PRTC)PRTC is a multi-jurisdictional agency that provides commuter and local bus service from Prince WilliamCounty and the Cities or Manassas and Manassas Park. In addition, PRTC provides ridesharingtransportation services in these three jurisdictions as well as in Stafford and Spotsylvania Counties.

A 2013 rider survey of PRTC passengers within the study corridor found that:

§ The majority of respondents (73 percent) stated they normally take the bus 5 days per week.§ 93 percent of passengers have driver’s licenses.§ Of those with driver’s licenses, 62 percent would drive if their bus was unavailable, while 17

percent would take an alternate form of transit (such as Metrorail or VRE).§ 98 percent of respondents stated the purpose of their trip was commuting between work and

home.1

Specifically within the I-66 study corridor, PRTC provides three types of services:

§ OmniRide, a commuter bus service between Prince William County from Manassas andGainesville in the I-66 corridor and Washington, DC, and Northern Virginia. Buses operate onlyon weekdays on the I-66 corridor, with service inbound to Washington in the mornings andoutbound from Washington in the evenings. In addition, most routes have outbound middayservice.

§ Metro-Direct, a commute and reverse-commute bus service that provides stops at Metrorailstations. The routes have limited stops and routes operate throughout the day on weekdays withincreased frequency during typical commuting times. Metro Direct offers an all-day connectionfrom Manassas and Gainesville to the Tysons Corner Metrorail station.

§ OmniLink, a demand response/flex route bus service providing transportation within westernPrince William County in the Manassas area. The demand-responsive nature of OmniLink serviceallows patrons to call ahead and request a bus pick-up that can deviate up to 0.75 miles from thefixed portion of the route.

OmniRide, Metro-Direct, and OmniLink each operate two routes within the I-66 study corridor. Table D.1provides descriptions of each PRTC route that interacts with the study corridor, including the service type

1 Survey data used included riders on the Manassas Metro-Direct, Linton Hall Metro-Direct, and Manassas OmniLinkonly. The Gainesville OmniRide was not operational at the time of the survey.



and hours of operation. The OmniRide and Metro Direct Service operate on the I-66 study corridor, whilethe OmniLink services provide feeder services into the I-66 study corridor.

Figure D.1 and Figure D.2 show the routing and interactions with the I-66 study corridor for these sixroutes.

Table D.1: PRTC Route Descriptions

Route Name Description ServiceType

Weekday Hours ofOperation

GV-R Gainesville

Gainesville to downtown Washington, DC,connecting with Cushing Road CommuterLot, the State Department, and theCommerce Department

OmniRide 5:10 AM - 9:05 AM3:20 PM - 7:37 PM

L-MD Linton Hall

Linton Hall to Tysons Corner MetrorailStation, connecting with Limestone DriveCommuter Lot and Cushing RoadCommuter Lot

MetroDirect

4:40 AM - 8:25 AM4:05 PM - 7:55 PM

M-MD Manassas

Manassas to Tysons Corner MetrorailStation, connecting with Manassas MallCommuter Lot and Portsmouth CommuterLot

MetroDirect

4:10 AM - 12:52 PM1:05 PM - 10:18 PM

MN-L Manassas

Oaks of Wellington to the Northern VirginiaCommunity College, connecting withManassas Shopping Center and theManassas Mall

OmniLink 5:30 AM - 1:39 PM12:28 PM - 8:45 PM

MN-R Manassas

Manassas to downtown Washington, DC,connecting with the Manassas Mall,Portsmouth Commuter Lot, the Pentagon,Crystal City, the Department of Agriculture,the State Department, and the Departmentof Commerce

OmniRide 4:38 AM - 9:10 AM12:10 PM - 9:05 PM

MP-L ManassasPark

Manassas Park VRE Station to ManassasShopping Center, connecting withManassas Mall and Maplewood ShoppingCenter

OmniLink 5:15 AM - 12:26 PM12:26 PM - 8:15 PM

The Gainesville and Manassas OmniRide routes are the most used routes operating along the studycorridor, with 37 and 34 passengers per trip, respectively. Table D.2 summarizes the average headways,number of trips, and ridership patterns for each route.

Table D.2: PRTC Route Details and Productivity

Route

Headways (minutes) Trips Ridership

Peak Midday Evening Peak Midday OtherPeriods

AvgDaily

PaxPer

Hour

PaxPerTrip

GV-R 40 -- -- 6 1 3 371 25 37

L-MD 53 -- -- 6 -- 2 218 26 27



M-MD 30 90 120 8 4 6 436 13 24

MN-L 40 70 -- 6 9 2 147 5 9

MN-R 17 105 95 11 4 9 821 21 34

MP-L 60 61 -- 13 13 4 287 10 10



Figure D.1: PRTC Service & Regional Transit



Figure D.2: PRTC Bus Patterns



Fairfax ConnectorFairfax County provides fixed-route bus service under the Fairfax Connector brand. The FairfaxConnector service operates largely within the boundaries of Fairfax County (including the Towns ofVienna and Herndon), and also provides commuter service to and from Arlington (Crystal City andPentagon) via I-95 (outside the study area).

The Fairfax Connector system consists of 84 routes that in total provide more than 650,000 revenuehours of service annually. Fairfax Connector provides 55 percent of the all bus service in Fairfax County.On an average weekday, the system carries nearly 40,000 passengers on its 270 buses. 2

Fairfax Connector service changed significantly in 2014 with the opening of Phase I of the Silver Line.Service was reconfigured throughout the Dulles corridor to coordinate with the Metrorail extension.

In a 2013 rider survey of Fairfax Connector passengers within the study corridor:

§ The majority of respondents (65 percent) stated they normally take the bus 5 days per week.§ Seven percent indicated the purpose of their trip was for an activity other than going to or from

home or work.§ 86 percent of respondents have access to a vehicle at home.§ Of those with access to a vehicle, 65 percent would drive and 10 percent would get a ride if bus

services was unavailable.3

Fairfax Connector has three service types operating within the I-66 corridor study area:

§ Local Routes: Bus service focused on providing connectivity within and between activity centersin Fairfax.

§ Circulator Routes: Bus service that provides connections within activity centers between trunktransit lines and ridership generators.

§ Feeder/Distributor Routes: Weekday peak-hour bus service linking residential areas toMetrorail stations (feeder) and Metrorail stations to employment centers (distributor).

Fairfax Connector operates 10 feeder routes, nine local routes, and one circulator route within the I-66corridor study area. Table D.3 provides descriptions of each Connector route that interacts with the studycorridor, including the service type and hours of operation.

3 Survey data was available for the 621, 622, 623, 630, 631, 632, 640, 641, and 642 only.



Table D.3: Fairfax Connector Route Descriptions



621Penderbrook -GovernmentCenter

Vienna Metrorail station to the FairfaxGovernment Center Park-and-Ride byway of I-66 (between Route 243 and US50), connecting with Fairfax TowneCenter and Fair Oaks Mall

Local 8:29 AM - 4:24 PM7:01 PM - 11:30 PM

622FairfaxGovernmentCenter

Vienna Metrorail station to the FairfaxTowne Center by way of I-66 (betweenRoute 243 and US 50), connecting withPenderbrook

Feeder 5:16 AM - 8:40 AM3:45 PM - 7:24 PM

623FairfaxGovernmentCenter

Vienna Metrorail station to the FairfaxTowne Center by way of I-66 (betweenRoute 243 and US 50), connecting withthe Fairfax Government Center Park-and-Ride and Fairfax Corner

Feeder 4:46 AM - 9:08 AM3:57 PM - 7:14 PM

630

Centreville -Vienna/Fairfax-GMU Metrostation(Midday/Evening)

Vienna Metrorail station to the CentrevilleUMC Park-and-Ride by way of I-66(between Route 243 and US 50),connecting with the Stringfellow RoadPark-and-Ride and Fair Oaks Mall

Local 9:15 AM - 4:04 PM8:21 PM - 9:59 PM

631

Centreville -Vienna/Fairfax-GMU Metrostation

Vienna Metrorail station to BraddockRoad at Orchard Hill Lane by way of I-66(between Route 243 and US 50),connecting with the Stringfellow RoadPark-and-Ride

Feeder 4:18 AM - 9:07 AM4:06 PM - 8:29 PM

632

Centreville -Vienna/Fairfax-GMU Metrostation

Vienna Metrorail Station to Walney Roadat Eagle Chase Road by way of I-66(between Route 243 and US 50),connecting with the Stringfellow RoadPark-and-Ride

Feeder 5:25 AM - 9:20 AM3:28 PM - 8:10 PM

640Stone Road -WestfieldsBoulevard

Centreville North to Vienna MetrorailStation by way of I-66 (between Route243 and US 50), connecting withCentreville Park-and-Ride

Local8:45 AM - 11:54 AM12:00 PM - 10:01PM

641

CentrevilleSouth - UnitedMethodistChurch Park-and-Ride

Centreville South to Vienna Metrorailstation by way of I-66 (between Route243 and Route 28), connecting withCentreville United Methodist ChurchPark-and-Ride

Feeder 4:53 AM - 9:05 AM3:50 PM - 8:46 PM

642 Sully Station

Centreville North to Vienna MetrorailStation by way of I-66 (between Route243 and Fairfax County Parkway),connecting with Centreville Park-and-Ride, London Towne, and Sully Station

Feeder 4:47 AM - 9:36 AM4:14 PM - 8:38 PM





644Centreville(Stone Road)Park-and-Ride

Centreville North to Vienna MetrorailStation by way of I-66 (between Route243 and Fairfax County Parkway),connecting with Centreville Park-and-Ride

Feeder 5:45 AM - 10:00 AM3:55 PM - 8:13 PM

650 Chantilly -Vienna

Chantilly to Vienna Metrorail station byway of I-66 (between Route 243 and US50), connecting with Lee Road, AvionParkway, Sullyfield Circle, and US 50.

Local 8:40 AM - 4:51 PM

651Chantilly -Brookfield -Vienna

Chantilly to Vienna Metrorail station byway of I-66 (between Route 243 and US50), connecting with Brookfield, LeeRoad, Sullyfield Circle, and US 50

Feeder 4:57 AM - 9:02 AM;4:25 PM - 8:39 PM

652Chantilly -Franklin Farm -Vienna

Chantilly to Vienna Metrorail station byway of I-66 (between Route 243 and US50), connecting with Avion Parkway,Franklin Farm Road, and US 50

Feeder 5:16 AM - 9:17 AM;4:39 PM - 8:10 PM

401Backlick -GallowsNorthbound

Tysons Corner Metrorail station toFranconia-Springfield Metrorail station,connecting with Backlick Road, GallowsRoad, Inova Fairfax Hospital, SpringfieldMall, and Dunn Loring Metrorail station

Local 3:35 AM - 1:29 AM

402Backlick -GallowsSouthbound

Tysons Corner Metrorail station toFranconia-Springfield Metrorail station,connecting with Backlick Road, GallowsRoad, Inova Fairfax Hospital, SpringfieldMall, and Dunn Loring Metrorail station

Local 4:10 AM - 2:22 AM

461Flint Hill -Tapawingo -Vienna

Flint Hill to Vienna Metrorail station,connecting with Route 243, Flint HillRoad, Park Street, and Tapawingo Road

Circulator

5:25 AM - 9:19 AM;4:00 PM - 7:58 PM

462Dunn Loring -Navy Federal -Tysons

Dunn Loring Metrorail station to TysonsCorner Metrorail station, connecting withNavy Federal Credit Union Headquarters,Cedar Lane, and Route 123

Local 5:15 AM - 9:23 AM;3:50 PM - 7:38 PM

463 Maple Ave -Tysons

Vienna Metrorail station to TysonsCorner Metrorail station, connecting withMaple Avenue and Route 123

Local 5:30 AM - 12:02 AM

466 Vienna -Oakton

Vienna Metrorail station to Oakton Line,connecting Route 243, Route 123, andBlake Lane

Feeder 5:50 AM - 8:44 AM;3:55 PM - 7:25 PM

605 Fair Oaks -Reston

Fair Oaks to Reston Line, connectingwith Fair Oaks Mall, Fairfax GovernmentCenter, Reston South Park-and-Ride,and Reston Town Center Transit Station

Local 6:05 AM - 10:20 PM

Routes 401 and 402, both of which cross the I-66 corridor study area, are the most productive in theFairfax Connector system operating within the study area, with 36 and 33 passengers per trip,



respectively. Table D.4, Table D.5, and Table D.6 show the average headways, number of trips, andridership patterns for each route for weekday, Saturday, and Sunday, respectively.

The 600-series routes (all but the 605) operate on the I-66 study corridor; Route 605 provides serviceswithin the study corridor but not along I-66. The 400-series routes provide connections into Metrorailstations along the corridor. Figure D.3, Figure D.4, and Figure D.5 illustrate the routing and interactionsof the 20 Fairfax Connector routes in the I-66 study area.

Table D.4: Fairfax Connector Route Details and Productivity (Weekday)

RouteHeadways (minutes) Trips Ridership


AverageDaily

PassengersPer Hour

PassengersPer Trip

401 20 30 30 22 22 21 2,339 26 36

402 20 30 30 22 21 22 2,122 22 33

461 20 - - 16 - 4 54 4 3

462 30 - - 24 - 6 76 4 3

463 20 30 30 35 26 23 308 5 4

466 35 - - 10 2 6 194 19 11

605 60 60 60 11 13 6 469 15 16

621 - 60 60 3 8 8 242 14 13

622 30 - - 11 - 4 214 17 14

623 30 - - 15 - 5 451 30 23

630 - 60 50 - 14 2 225 14 14

631 35 - - 10 - 7 347 21 20

632 35 - - 24 1 5 602 32 20

640 - 60 40 3 13 4 179 14 9

641 20 - - 12 - 8 295 14 15

642 30 - - 19 - 9 476 21 17

644 25 - - 16 1 6 387 20 17

650 - 60 60 2 7 1 206 15 21

651 35 - - 7 - 5 318 18 27

652 35 - - 7 - 6 233 13 18



Table D.5: Fairfax Connector Route Details and Productivity (Saturday)

Route Headways(minutes) Trips

Ridership

Average Daily PassengersPer Hour

PassengersPer Trip

401 45 34 1,314 30 39

402 45 35 1,165 22 33

463 60 35 215 14 6

605 60 26 362 16 14

Table D.6: Fairfax Connector Route Details and Productivity (Sunday)


Ridership


PassengersPer Trip

401 45 34 1,030 23 30

402 45 35 1,018 19 29

463 60 25 100 9 4

605 60 22 303 17 14



Figure D.3: Fairfax Connector Service and Regional Transit



Figure D.4: Fairfax Connector (East-West) Bus Patterns



Figure D.5: Fairfax Connector (North-South) Bus Patterns



Washington Metropolitan Area Transit Authority (WMATA) MetrobusWMATA provides Metrorail service and fixed-route Metrobus service to the Washington, DC, metropolitanregion, specifically jurisdictions in the WMATA Compact Area: the District of Columbia; Montgomery andPrince George’s Counties in Maryland; and Arlington and Fairfax Counties as well as the Cities ofAlexandria, Falls Church, and Fairfax in Virginia. Of these, only Fairfax is part of the I-66 study area.

Metrobus service does not cover the entirety of Fairfax; it is regionally focused and connects Fairfaxriders to Metrorail stations and to other jurisdictions in northern Virginia as well as the District ofColumbia. Metrobus’s Fairfax service radiates from downtown DC to points northwest, west, andsouthwest. Along those radials, Metrobus provides a variety of service types, from frequent seven-day-a-week service that runs on Virginia’s major travelways to local routes that connect neighborhood activitycenters.

Metrobus works along with Fairfax Connector to provide extensive bus service to the majority of FairfaxCounty. Metrobus service is bounded by Fort Belvoir in the south, Springfield in the southwest, Fair Oaksin the west, and Tysons Corner/McLean in the north; the one exception is Route 5A to Dulles Airport.

In a 2013 rider survey of Metrobus passengers within the study corridor, WMATA found that:

§ 49 percent of respondents have access to a personal vehicle at home.§ If the bus were unavailable, 22 percent would take a taxi and 15 percent would drive.§ Nearly 37 percent of respondents take the bus 5 days per week.§ 21 percent of respondents indicated that the purpose of their trip was for an activity other than

going to or from home or work.4

Metrobus operates 10 routes that provide service in the study area: six local lines, one commuter line,and three major lines. The service types that operate in the corridor, based on WMATA’s classifications,are as follows:

§ Major Lines: frequent, seven-day service on the core route; service levels vary on branch routes.§ Commuter Lines: weekday peak-hour service linking residential areas to Metrorail stations and

employment centers.§ Local Lines: less frequent service, with some evening and weekend service.

Table D.7 provides descriptions of each Metrobus route that interacts with the study corridor, includingthe service type and hours of operation.

4 Survey data was available for the 1A, 1C, 1Z, 29N, 2B, and 3A routes only.



Table D.7: Metrobus Route Descriptions



1A Wilson BlvdLine

Vienna Metrorail station to Ballston-MUMetrorail station, connecting with InovaFairfax Hospital and Seven CornersTransit Center

Major 4:42 AM - 1:19 AM

1CFair Oaks-Dunn LoringLine

Dunn Loring Metrorail station toMcConnell Public Safety andTransportation Operations Center,connecting with Fair Oaks Mall, FairfaxGovernment Center, KampWashington, Fairfax Circle, and InovaFairfax Hospital

Local 4:06 AM - 12:41 AM

1Z Wilson BlvdLine

Vienna Metrorail station to Ballston-MUMetrorail station, connecting with InovaFairfax Hospital and Seven CornersTransit Center

Major 5:35 AM - 8:45 AM;4:30 PM - 7:20 PM

29N Alexandria-Fairfax Line

Vienna Metrorail station to Old TownStation, connecting with City of Fairfax,Fair City Mall, Northern VirginiaCommunity College, Annandale, andLandmark Center

Local 5:30 AM - 11:09 PM

2BFair Oaks-JermantownRoad Line

Dunn Loring Metrorail station toMcConnell Public Safety andTransportation Operations Center,connecting with Fair Oaks Mall, Oakton,Vienna Metrorail station, and Merrifield

Local 5:21 AM - 12:04 AM

2TTysonsCorner-DunnLoring Line

Tysons Corner Metrorail station toDunn Loring Metrorail station,connecting with Tysons Towers, ViennaMetrorail station, and Merrifield

Local 5:30 AM - 11:45 PM

3ALee Highway-Falls ChurchLine

Annandale to Rosslyn Metrorail station,connecting with Falls Church, EastFalls Church Metrorail station, LeeHeights, and Cherrydale

Local 5:00 AM - 12:47 AM

3T Pimmit HillsLine

McLean Metrorail station to East FallsChurch Metrorail station, connectingwith Westgate, Pimmit Hills, West FallsChurch Metrorail station, and FallsChurch

Local 5:45 AM - 11:17 PM

15M

George MasonUniversity-Tysons CornerLine

George Mason University to TysonsCorner Metrorail station, connectingwith Fairfax City, Oakton, ViennaMetrorail station, and the Town ofVienna

Commuter 5:18 AM - 10:11 AM;2:46 PM - 8:00 PM

1B Wilson BlvdLine

Vienna Metrorail station to Ballston-MUMetrorail station, connecting with DunnLoring Metrorail station, Fairview Park,and Seven Corners Transit Center

Major 5:59 AM - 10:41 AM;2:50 PM - 7:56 PM



Routes 1A and 1Z are the most productive of the Metrobus routes operating in the study corridor, with 43passengers per trip each. Table D.8, Table D.9, and Table D.10 summarize the average headways,number of trips, and ridership patterns for each route for weekday, Saturday, and Sunday, respectively.

The Metrobus routes provide feeder services and connections into the I-66 corridor at Metrorail stations.Figure D.6 and Figure D.7 illustrate the routing and interactions with the I-66 study corridor for these 10routes.

Table D.8: Metrobus Route Details and Productivity (Weekday)



AverageDaily

PassengersPer Hour

PassengersPer Trip

1A 35 30 45 14 26 22 2,672 45 43

1B 33 - - 21 6 3 1,105 35 37

1C 30 60 54 22 15 17 1,066 19 20

1Z 30 - - 8 - 3 474 49 43

2B 32 60 60 21 14 14 1,015 23 21

2T 30 - 60 24 14 13 666 20 13

3A 15 30 30 46 29 30 1,574 25 15

3T 20 60 37 34 16 16 866 18 13

15M 30 - - 22 3 1 333 14 13

29N 30 45 45 11 14 8 1,305 36 40

Table D.9: Metrobus Route Details and Productivity (Saturday)


Ridership


PassengersPer Trip

1A 30 71 2,621 31 37

3A 31 27 695 17 26

1C 60 35 832 28 24

2B 60 34 560 23 16

2T 60 34 508 27 15

3T 60 33 242 10 7

29N 60 30 1,256 37 42



Table D.10: Metrobus Route Details and Productivity (Sunday)


Ridership


PassengersPer Trip

1A 30 53 1,899 31 36

1C 60 30 704 32 23

2T 60 26 290 21 11

3A 60 27 644 27 24



Figure D.6: Metrobus Service and Regional Transit



Figure D.7: Metrobus Service Patterns



The City-University Energysaver (CUE)The CUE bus system is owned and operated by the City of Fairfax in conjunction with George MasonUniversity (GMU). It provides low-cost transit service within the city, including transportation to and fromthe Vienna/Fairfax-GMU Metrorail station and the GMU Fairfax campus. The CUE operates localcirculator routes and operates 7 days a week.

The CUE operates four local lines within the I-66 corridor study area. Table D.11 provides descriptions ofeach CUE route that interacts with the study corridor, including the service type and hours of operation.

Table D.11: CUE Route Descriptions



Green 1 - ClockwiseEast Loop

George Mason University to the ViennaMetrorail station, connecting with downtownFairfax, Fairfax Circle, Fair City Mall, andFairfax Shopping Center

Local 5:30 AM - 11:00 PM

Green2 – Counter-clockwiseEast Loop

George Mason University to the ViennaMetrorail station, connecting with downtownFairfax, Fairfax Circle, Fair City Mall, andFairfax Shopping Center

Local 5:15 AM - 8:43 PM

Gold 1 - ClockwiseWest Loop

George Mason University to the ViennaMetrorail station, connecting with downtownFairfax, Jermantown Square, and FairfaxHigh School

Local 5:40 AM - 11:10 PM

Gold2 - Counter-clockwiseWest Loop

George Mason University to the ViennaMetrorail station, connecting with downtownFairfax, Jermantown Square, and FairfaxHigh School

Local 5:25 AM - 9:57 PM

All of the routes have fairly similar productivity, ranging from 25 to 28 passengers per trip. Table D.12,Table D.13, and Table D.14 summarize the average headways, number of trips, and ridership patternsfor each route for weekday, Saturday, and Sunday, respectively.

Table D.12: CUE Route Details and Productivity (Weekday)



AverageDaily

PassengersPer Hour

PassengersPer Trip

Gold 1 32 33 60 11 12 7 825 27 28

Gold 2 32 33 65 12 12 5 807 27 28

Green 1 35 34 65 11 11 6 722 24 26

Green 2 32 34 50 11 11 4 655 23 25



Table D.13: CUE Route Details and Productivity (Saturday)

Route Headways(min) Trips

Ridership

Avg Daily Pax Per Hour Pax Per Trip

Gold 1 60 12 282 23 24

Gold 2 60 12 429 34 36

Green 1 65 11 244 20 22

Green 2 65 11 241 20 22

Table D.14: CUE Route Details and Productivity (Sunday)

Route Headways(min) Trips

Ridership

Avg Daily Pax Per Hour Pax Per Trip

Gold 1 60 8 164 19 21

Gold 2 60 8 330 39 41

Green 1 65 7 133 17 19

Green 2 65 7 145 18 21

The CUE services act as a feeder system into the I-66 corridor with connections at the Vienna Metrorailstation. Figure D.8 illustrates the routing for these four routes.



Figure D.8: City of Fairfax CUE Service and Regional Transit



George Mason University Shuttle ServiceGeorge Mason University's Shuttle Service provides free transportation for students, faculty, staff, andcontracted services employees. The service operates six university and feeder/express lines intersectingwith the I-66 corridor study area. Table D.15 provides descriptions of each GMU Shuttle route thatinteracts with the study corridor, including the service type and hours of operation.

The service types that operate in the corridor are the following:

§ University: These routes provide service around the University’s main campus in Fairfax,between that campus and the Prince William Campus, and to shopping and other destinations.

§ Feeder/Express: These routes connect the Fairfax campus with the Vienna Metrorail station andconnecting regional bus services.

Table D.15: George Mason Shuttle Service Route Descriptions

Route Description ServiceType


Fairfax toPrince WilliamShuttle

Recreation and Athletic Complex to HyltonPerforming Arts Center, connecting with SandyCreek Shuttle Stop, Manassas Mall, PrinceWilliam Freedom Center, and Prince WilliamOccoquan Building

University 6:30 AM - 11:30 PM

Mason RouteFair Oaks Mall to Fair Lakes Center, connectingwith Fairfax Corner, University Mall, and SandyCreek

University 7:40 AM - 10:40 PM

George RouteSandy Creek to University Mall, connecting withFairfax Corner, Fair Oaks Mall, and Fair LakesCenter

University 3:00 PM - 10:20 PM

Late NightRoute

Sandy Creek to University Mall, connecting withFairfax Corner and Old Town Fairfax University 10:30 PM - 11:55 PM

Mason toMetro-Vienna

Mason Global Center to Vienna Metrorailstation, connecting with Sandy Creek ShuttleStop, Mason Townhouses, and Fairfax Circle

Feeder 6:00 AM - 11:30 PM

Metro Express-Vienna Mason Global Center to Vienna Metrorail station Feeder/

Express 7:15 AM - 10:35 PM

Table D.16, Table D.17, and Table D.18 summarize the average headways, number of trips, andridership patterns for each route for Weekday, Saturday, and Sunday, respectively. The GMU ShuttleService acts as a feeder system into the I-66 corridor for George Mason students and staff, withconnections at the Vienna Metrorail station. Figure D.9 illustrates the route pattern for these four routes.Ridership for GMU shuttle routes was not available.



Table D.16: GMU Shuttle Route Details (Weekday)

RouteHeadways (minutes) Trips

Peak Midday Evening Peak Midday Other Periods

Fairfax to Prince William Shuttle 30 30 58 24 26 10

Mason Route 69 60 90 4 6 3

George Route 45 - 90 2 1 2

Late Night Route - - 90 - - 2

Mason to Metro-Vienna 23 30 30 46 29 21

Metro Express-Vienna 20 20 20 34 38 21

Table D.17: GMU Shuttle Route Details (Saturday)

Route Headways (minutes) Trips

Fairfax to Prince William Shuttle 120 12

Mason Route 75 13

George Route 90 5

Late Night Route 30 2

Mason to Metro-Vienna 30 79

Table D.18: GMU Shuttle Route Details (Sunday)

Route Headways (minutes) Trips

Fairfax to Prince William Shuttle 120 12

Mason Route 75 13

George Route 90 5

Late Night Route 30 2

Mason to Metro-Vienna 30 63



Figure D.9: GMU Shuttle Service and Regional Transit



Rail Service

MetrorailMetrorail provides transit service for more than 700,000 customers a day in northern Virginia, parts ofMaryland, and the District of Columbia. About 31,000 customers begin their trip at one of the Silver andOrange Line Stations in the study area on an average weekday.

The Metrorail system has six rail lines: Red, Orange, Silver, Blue, Yellow, and Green. The layout of thesystem makes it possible to travel between any two stations with no more than a single transfer. Overall,for the Metrorail system the majority of passengers access the system through walking (37 percent) or bydriving a car to a station and parking (26 percent).

The two Metrorail lines considered in this study are the Orange and the Silver. The Orange Line wasimplemented in 1978 and stretches from Vienna, Virginia, through downtown Washington, DC, and on toNew Carrolton, Maryland. During peak hours the Orange Line operates 70 train cars per hour (FigureD.10). Opened in 2014, the Silver Line stretches from Reston through Tysons Corner, Virginia, throughdowntown DC, and on to Largo, Maryland. During peak hours the Silver Line operates 60 train cars perhour. The planned second phase of the Silver Line will extend service westward to Washington DullesInternational Airport and into Loudoun County.

Figure D.10: Metrorail Service Levels



There are two Orange Line stations in the I-66 study corridor and several Silver Line stations in closeproximity. :

§ Vienna/Fairfax-GMU. Vienna Metrorail station marks the western terminus of the Orange Line.Based on the 2012 Metrorail Passenger Study, 63 percent of people drove or were driven to thestation, while approximately 26 percent accessed the station by bus. 5,169 spaces are providedat the station.

§ Dunn Loring-Merrifield. The Dunn Loring Metrorail station is the second-to-last outbound stopon the Orange Line in Virginia. While 64 percent of people drove or were driven to the station, thesecond highest mode share was pedestrian activity at 24 percent.

§ McLean. The McLean station is part of the newly implemented Silver Line. This station is theeasternmost of the Silver Line stations.

§ Tysons Corner. The Tysons Corner station is part of the newly implemented Silver Line. Thestation is a hub for PRTC’s Metro Direct service.

§ Greensboro. The Greensboro station is also part of the newly implemented Silver Line.§ Spring Hill. Spring Hill is the second-to-last station outbound on the Metrorail Silver Line.§ Wiehle-Reston East. The Wiehle-Reston East station is the westernmost of the new Silver Line

stations. It is has a multi-level, underground transit center located on the north side of the station,which is the site of commuter parking and a 10-bay bus terminal. Bus service to Dulles Airportoperates from this station. About 2,300 spaces are available at the station.

The two Orange Line Metrorail stations in the study corridor have approximately 16,500 total boardingsper weekday, while the newly implemented Silver Line stations have approximately 15,000 totalboardings per weekday. Table D.19 provides additional information on the ridership by time period forthese individual stations.

Table D.19: Metrorail Station Boardings

Station LineWeekday Period

AM Peak Midday PM Peak Evening LateNight Total

Vienna/Fairfax-GMU

OrangeLine

8,422 1,727 1,274 493 10 11,926

Dunn Loring-Merrifield

OrangeLine

2,627 836 885 254 7 4,611

Wiehle-Reston East

SilverLine

5,079 1,215 1,469 384 5 8,143

Spring Hill SilverLine

484 235 437 136 2 1,294

Greensboro SilverLine

242 168 421 112 1 943

TysonsCorner

SilverLine

484 482 1,113 670 8 2,758

McLean SilverLine

670 278 481 94 2 1,525

Ridership from October 2014.



All of the stations within the corridor have transit connections on site and all stations have bicycle facilitiesTable D.20 summarizes the individual station characteristics, while Figure D.11 illustrates the location ofthese stations in regards to the I-66 study corridor and transit services.

Table D.20: Metrorail Station Characteristics

Station Bus Services5 BusBays

On StreetBus Stops

BikeRacks

BikeLockers

Car-sharingAvailable

ParkingSpaces

Vienna/Fairfax-GMU

462, 463, 466,621, 622, 623,630, 631, 632,640, 641, 642,644, 650, 651,652 Green 1,Green 2, Gold1, Gold 2, 1A,

1Z, 2B

15 - 54 68 Yes 5,169

DunnLoring-Merrifield

401, 462, 463,1B, 1C, 2A, 2T 6 - 40 34 Yes 1,326

Wiehle-RestonEast

505, 507, 551,552, 553, 554,557, 558, 559,585, 599, 924,926, 929, 950,951, 952, 980,981, 983, 985,RIBS1, RIBS2,RIBS3, RIBS4,

LCT

14 1 0 10 No 2,300

Spring Hill 423, 424, 432,574, 724 , LCT 5 - 40 20 No -

Greensboro 422 - 1 40 20 No -

TysonsCorner

401, 402, 423,462, 463, LH,MMD LCT, 2T,15M, 28A, 28X

6 - 56 20 No -

McLean 721, 724, 734,23A, 3T 5 1 52 20 No -

5 Routes with a number and then letter are operated by Metrobus, a number is Fairfax Connector (as are the RIBSroutes), and all letters by PRTC. LCT is Loudoun County Transit and colored routes are operated by CUE. All datacurrent as of September 2014.



Figure D.11: Metrorail Weekday Ridership by Station in the I-66 Study Area



Virginia Railway Express (VRE)The VRE is a commuter rail service that operates Monday through Friday, from the Northern Virginiasuburbs to Washington, DC. The Manassas VRE line provides service from Broad Run, Virginia, todowntown Washington, DC. It services Manassas, Burke, Springfield, Alexandria, and Arlington. FromBristow to DC, the line:

§ Runs from 5:05 a.m. to 9:05 a.m. and 2:45 p.m. to 6:25 p.m.§ Has six a.m. trips that run on a varying frequency from 20 to 40 minutes§ Has one a.m. trip with limited stops§ Has one p.m. trip that runs with limited stops

From D.C. to Bristow, the line:

§ Runs from 6:25 a.m. to 7:40 a.m. and 1:15 p.m. to 8:05 p.m.§ Has one a.m. trip that runs with limited stops§ Has seven p.m. trips that run on a varying frequency from 20 to 40 minutes§ Has one p.m. trip that runs with limited stops

Six stations along the Manassas VRE Line are being considered in this study; Table D.21 summarizesthe characteristics for each of those stations.

In the VRE Customer Opinion Survey from May 2014, of passengers that boarded at stations within thestudy corridor, the majority of respondents stated they normally take the train 5 days per week (67percent). Ninety-nine percent of passengers reported having access to a personal vehicle, and if the trainthey were riding was not available, 46 percent would drive to work and 30 percent would drive to aMetrorail station.

The six stations along the Manassas VRE Line that are considered in this study are:

§ Broad Run/Airport. The Broad Run/Airport station is located in Bristow, Virginia, adjacent to theManassas Regional Airport. It is the furthest outbound station on VRE's Manassas Line. Themajority of passengers access this station by car—93 percent drive themselves to the station andan additional 5 percent use a carpool/vanpool.

§ Manassas. The Manassas station is located in downtown Manassas, Virginia, and is shared bythe Amtrak Northeast Regional, Cardinal, and Crescent trains. The majority of passengers accessthis station by car—82 percent drive themselves to the station and an additional 8 percent use acarpool/vanpool.

§ Manassas Park. The Manassas Park station is located in Manassas Park, Virginia. The majorityof passengers access this station by car—82 percent drive themselves to the station and anadditional 4 percent use a carpool/vanpool. Ten percent of passengers access the station bywalking, making this the station with the highest percentage of pedestrians out of all the VREstations in the study corridor.

§ Burke Centre. The Burke Centre station is located in Burke, Virginia, and is shared by theAmtrak Northeast Regional trains. The majority of passengers access this station by car—87percent drive themselves to the station and an additional 4 percent use a carpool/vanpool. Fivepercent of passengers walk to the station.

§ Rolling Road. The Rolling Road station is located in Burke, Virginia. The majority of passengersaccess this station by car—82 percent drive themselves to the station. Carpool/vanpool andwalking tied for the second highest access mode with 6 percent each.



§ Backlick Road. The Backlick Road station is located in Springfield, Virginia. The majority ofpassengers access this station by car—91 percent drive themselves to the station and anadditional 5 percent use a carpool/vanpool.

Four out of the six stations have more than 90 percent utilization of their parking lots. Except for theBroad Run/Airport station, bus transit services are available at all stations.

Table D.21: Select Manassas Line VRE Station Characteristics

Station Bus Services BusBays

OnStreetStops

BikeRacks

AvailableParkingSpaces

ParkingLot

UtilizationRate6

Broad Run/Airport - - - No 1,081 92%

Manassas CCC, M-MD, MN-L - 1 Yes 696 83%

Manassas Park MP-L - 1 Yes 616 94%

Burke Centre 495, 17B, 17L 3 - Yes 1,504 39%

Rolling Road 17L - 1 No 377 95%

Backlick Road 321, 322 - 1 Yes 217 95%

The VRE system carries approximately 8,600 passengers daily. Figure D.12 illustrates the boardings andalightings at the VRE stations in the study area. Ninety-nine percent of these passenger trips representcommuters going into Washington, DC, in the morning and returning to Virginia in the afternoon. TheManassas line is approaching 70 percent capacity.

6 VRE Performance Report, October 2014, http://www.vre.org/about/company/performance-measures.pdf



Figure D.12: Manassas VRE Line Stations and Weekday Ridership, FY2014


Transform 66 Outside the Beltway D-33 MEMORANDUM

FaresTransit fares vary by provider and by type of service. As shown in Table D.22 with the exception of theGeorge Mason shuttle (free and limited to eligible riders), all transit services accept SmarTrip®, theregional smart card payment system.7 Some of the services provide a discount for using SmarTrip®. Thecard also entitles riders to free transfers between Fairfax Connector, Metrobus, and CUE.

Riders who receive the federal transit subsidy of $130 per month to use toward transit fares make up alarge share of the transit riders in the I-66 corridor. Based on rider surveys, about 57 percent of PRTCriders and 66 percent of VRE riders are provided with a transit subsidy by their employers.8

Table D.22: Bus Fares on I-66 Corridor

TypePRTC Fairfax

Connector MetrobusCUE

GeorgeMasonShuttleOmni Ride Metro Direct Omni Link Base

Fare Express BaseFare Express

Cash $7.70 $3.60 $1.30 $1.75 $4.00 to7.50 $1.75 $4.00 $1.80 Free*

SmarTrip® $5.75 $2.90 $1.30 $1.75 $4.00 to7.50 $1.75 $4.00 $1.60 Free*

*Limited to students, faculty, staff and contracted service employees.

Fares current as of September 2014

Commuter rail fares in the corridor vary greatly, as they are based on distance traveled, time of day,and/or ticketing option. Table D.23 and Table D.24 show the general range of rail fares from stations inthe I-66 corridor to representative destinations.

Table D.23: VRE Fares on I-66 Corridor

OriginDestination: Alexandria, Crystal City, and Washington, DC

Single Ride Ten-Ride Five-Day MonthlyManassas,Manassas Park $8.45/$9.10 $77.20/$83.20 $67.10/$72.40 $232.40/$250.80

Burke Centre,Rolling Road $7.10/$7.80 $64.90/$71.00 $56.50/$61.80 $195.70/$214.10

Backlick Road $6.45/$7.10 $58.80/$64.90 $51.20/$56.50 $177.30/$195.70

7 WMATA is currently in the process of implementing a payment system called New Electronic Payment Program(NEPP), which will allow for payment by credit card and smart phone.8 Based on available survey data. Questions were slightly different on each survey, so parts of these numbers mayinclude respondents whose employers provide pre-tax payment for transit benefits.



Table D.24: Metrorail Fares on I-66 Corridor

OriginDestination (Peak/Off-Peak Fare)

Rosslyn L’Enfant Plaza Union Station

Vienna/Fairfax-GMU $4.70/$3.60 $5.65/$3.60 $5.80/$3.60

Dunn Loring-Merrifield $4.00/$3.15 $4.95/$3.60 $5.05/$3.60

McLean $3.90/$3.10 $4.85/$3.60 $4.95/$3.60

Tysons Corner $5.15/$3.60 $5.05/$3.60 $5.15/$3.60

Greensboro $4.30/$3.40 $5.25/$3.60 $5.40/$3.60

Spring Hill $4.50/$3.50 $5.45/$3.60 $5.55/$3.60

Bus Service Connections to MetrorailThroughout the study area, bus transit providers provide connections to the Metrorail system. Thecapacity and current utilization of the existing bus bays at Metrorail stations impact bus transit serviceplanning in the area. These services must be considered in the study, as capacity is limited and stationexpansion is not possible in most cases. Table D.25 shows the maximum number of vehicles eachMetrorail station can accommodate based on the number of existing bus bays and on-street stops. UsingWMATA’s standards, low maximum capacity for a single bus bay is no more than six vehicles per hourand high maximum capacity is no more than 12 vehicles per hour.9 Based on the number and frequencyof routes serving the stations, the utilization rate was determined by peak and midday periods, whichusually represent the majority of bus service. Additional information on capacity constraints at Metrorailand transit stations and within the corridor can be found in Appendix B.

Table D.25: Bus Capacity and Utilization Rates at Metrorail and Transit Stations within the StudyCorridor and at Potential I-66 Transit Service Destinations

Metrorail Station Metro Line

Max VehicleCapacity Per

HourPeak Capacity

Utilized

Low High Low High

Rosslyn Orange Line, BlueLine, Silver Line 30 60 147% 73%

Ballston10 Orange Line,Silver Line 42 84 212% 106%

East Falls Church11 Orange Line,Silver Line 24 48 113% 56%

West Falls Church Orange Line 90 180 27% 13%Dunn Loring/Merrifield Orange Line 48 96 75% 38%Vienna/Fairfax-GMU Orange Line 90 180 82% 41%

9 WMATA’s standards for bus bay capacity vary from six to 12 buses per hour depending on the type of bus serviceand the facility type.10 Arlington County has completed the Ballston Station Multimodal Study and will be expanding the capacity atBallston by one additional bus bay. Construction is expected to begin in 2016.11 The East Falls Church Metrorail Station Bus Facility Study (draft as of April 2015) will result in analysis andconceptual design for the addition of two bus bays that could be used to accommodate additional service in thefuture.



Metrorail Station Metro Line

Max VehicleCapacity Per

HourPeak Capacity

Utilized

Low High Low HighMcLean Silver Line 36 72 83% 42%Tysons Corner Silver Line 36 72 144% 72%Tysons West*Park N/A 60 120 27% 13%Greensboro Silver Line 6 12 167% 83%Spring Hill Silver Line 30 60 127% 63%Wiehle-Reston East Silver Line 90 180 126% 63%

Transportation Demand Management ProvidersTDM services in Virginia are typically provided by a single locality or by a group of jurisdictions acting as atransportation district to facilitate regional transportation solutions to problems that transcend individuallocalities’ borders. TDM services are generally aimed at increasing mobility and transportation choicethroughout the greater Northern Virginia region and help to eliminate or shift single-occupant vehicle(SOV) trips to other modes or times of the day. The transit and TDM services provided in the studycorridor are described in the following sections.

The I-66 study area is served by the following TDM agencies:

§ Fairfax County. Fairfax County’s RideSources program is a division of the Fairfax CountyDepartment of Transportation.

§ Potomac and Rappahannock Transportation Commission. PRTC’s OmniMatch programserves Prince William County. PRTC also oversees Northern Virginia’s Vanpool AllianceProgram.

§ Metropolitan Washington Council of Governments. MWCOG’s Commuter Connectionscoordinates regional activities in their network, which includes Fairfax and Prince WilliamCounties.

§ Virginia Department of Rail and Public Transportation. DRPT supports local, regional,project-specific, and statewide services and administers the state’s telework program.

§ Virginia Department of Transportation. VDOT supports regional and statewide services,administers Virginia’s 5-1-1 network, and manages some of Virginia’s park-and-ride facilities.

§ Federal agencies. Federal agencies have employee transportation and telework coordinators.They also administer the federal commuter benefit program.

Table D.26 provides a summary of major TDM services available in the study area.



Table D.26: Study Area TDM Services

Program DescriptionFairfaxRide

Sources

PRTCOmniMatch

MWCOGCommuter

ConnectionsDRPT VDOT

CommuterIncentives

Financial or other incentivesfor non-single-occupantvehicle travel

X X

CommuterInformation

Provide information in printand electronic format such astransit schedules and ride-matching programs

X X X X X

EmployerOutreach

Develop and coordinatetransportation support foremployers

X X

GuaranteedRide Home

Provides a ride home forcarpool, vanpool, bike, andtransit commuters in case ofunexpected personalsituations

X

Marketing/Promotion

Informational materials and/orad campaigns promotingalternative travel choices

X X X X X

ResidentialSupport

Support and/or recognition forresidential properties inproviding travel informationand facilities

X

Ride-matching

Managed database ofrideshare requested. Provideassistance in matching

X X X

VanpoolServices

Support and/or provideincentives for starting new ormaintaining existing vanpools

X X X X

Telework!VAOnline resources to helpbusinesses start or expand aformal telework program

X

X: Offers Program

The following section describe specifics about the strategies offered in Prince William and FairfaxCounties.

Prince William CountyPRTC’s OmniMatch program provides service to Prince William County and the Cities of Manassas andManassas Park. OmniMatch and PRTC specifically serve I-66 commuters in a couple of significant ways.As western Prince William County continues to develop as a business location—with employer campusesincluding Marymount University, Micron Technologies, Northern Virginia Community College, andLockheed Martin—employer services near the I-66 corridor are expanding. Increasingly, OmniMatch isfocusing on marketing and promotion activities with employers in their service area; this is a shift fromtheir former focus on destination work sites (primarily federal employers) in the regional core. In the



future, the program hopes to focus more on addressing commuter needs for those traveling within PrinceWilliam County.

The Vanpool Alliance, operated out of PRTC but serving the entire Northern Virginia area, currentlyserves 25 vanpools registered with the program that are known to, or most likely, utilize I-66 today basedon their origins and destinations. Not all vanpools have registered with the Vanpool Alliance; it is anoptional program that provides a monthly stipend in return for reporting ridership and mileage. The originsof vanpools that use I-66 that are registered with the Vanpool Alliance include:

§ Warrenton (one Vanpool Alliance vanpool).§ Culpeper (one Vanpool Alliance vanpool).§ Gainesville (five Vanpool Alliance vanpools).§ Front Royal (six Vanpool Alliance vanpools).§ Linden (two Vanpool Alliance vanpools).§ Clifton (one Vanpool Alliance vanpool).§ Winchester (four Vanpool Alliance vanpools).§ Strasburg (two Vanpool Alliance vanpools).§ Manassas (three Vanpool Alliance vanpools).

As discussed in Chapter 2, there are limited park-and-ride facilities in the western Prince William Countyportion of the study area. The addition of new lots could help generate additional carpools and vanpoolsthat utilize the I-66 corridor.

Services ProvidedThe OmniMatch program provides commuter assistance to residents, employers, and workers in PrinceWilliam County. OmniMatch services are structured around four main areas of focus:

§ Ridematching and travel information.§ General promotion of alternative travel options.§ Vanpool services.§ Employer outreach.



Table D.27: PRTC OmniMatch Programs and Services

OmniMatchProgram Description

Ridematching andTravel Information

OmniMatch provides carpool and vanpool ridematching assistance for residentsand workers in their service area. Requests for ridematching assistance arereceived through Commuter Connections regional database as well asOmniMatch’s MatchRequest form.

OmniMatch staff also provide information on park-and-ride facilities, slug lines(system of casual carpooling in which persons share rides to commondestinations in the region), and regional transit services to the public asrequested.

OmniMatch provides services to underserved members of the communitythrough the Wheels to Wellness program, which provides taxi vouchers tounderserved populations, and a travel training for disabled persons.

General Promotionof AlternativeTravel Options

OmniMatch conducts general promotion of alternative travel options throughoutreach to new residents and participation in transportation-related events(such as employer transportation fairs). A new element in FY2015 ofOmniMatch’s outreach and promotion activities is a youth program.

Vanpool Services

A number of vanpool programs are provided by OmniMatch and PRTC. PRTCserves as the administrative home for Northern Virginia’s Vanpool Alliance. TheVanpool Alliance is an incentive program allows new and existing vanpools inNorthern Virginia to provide information needed for National Transit Databasereporting in exchange for marketing support, help retaining and recruitingdrivers and riders, and an incentive of $200 per month per vanpool.

OmniMatch administers the VanStart/VanSave subsidies to help vanpools startor maintain riders for vanpools that serve Prince William County.

The program also administers the Prince William County Personal Property TaxRelief Program for Vanpools.

Employer Outreach

The Omni SmartCommute program serves employers in Prince William County,the City of Manassas, and the City of Manassas Park. SmartCommute providesassistance to employers by conducting employee commute surveys, aiding inthe creation of telework programs and business continuity plans, assisting withSmartBenefitsSM registration, carpool and vanpool formation, providingamenities for those who bike and walk to work and promoting biking andwalking to work, and implementing alternative work schedules. SmartCommutealso develops parking lot management plans and aids in development ofemployer-provided incentives to encourage non-SOV commute travel. Teleworkhas become less of a focus of employer outreach efforts in recent years.

TDM for Site PlansPrince William County defines a TDM plan as a general plan of actions designed to change travelbehavior in order to improve performance of transportation facilities and reduce the need for additionalroad capacity. To receive trip generation credits or reductions for mixed-use urban/suburban activitycenters, neo-traditional, and transit-oriented developments, a developer must submit a TDM plan to thecounty that identifies and mitigates the effects of these uses, which are typically of higher intensity thannormally anticipated by the zoning ordinance.



A Prince William County TDM plan must be concise and binding, with funding mechanisms forimplementation of the proposed strategy. The developer can recommend TDM strategies that improve theoverall level of service (LOS) by reducing vehicle demand or by maximizing the person throughout(pedestrian network) of the system. Developers are required to submit a Traffic Impact Analysis (TIA) witha TDM plan, either separately or as a part of the TIA.

Strategies identified in the TDM plan must be achievable, measurable, able to be monitored, andenforceable through proffer. TDM strategies should include description, timing, and funding for provisionof improvements, and must include specific recommendations to mitigate any noted negative impacts(impacts which would be made upon the system if the applicant were not to do a TDM plan). TDM plansstipulate the creation of a Transportation Management Association (TMA) as the tool for measuring,quantifying and enforcing the strategies; strategy effectiveness will be assessed in two places related tothe time of implementation:

§ Short-Term Measures: Number of vehicle trips reduced at the development site compared to theexpected number generated without TDM strategies.

§ Long-Term Measures: Reduction in vehicle delay (roadway segments) in areas around projectsites compared to that expected without TDM strategies. Improvement in roadway LOS in inareas around the project site compared to that expected without TDM strategies.

A TDM plan submitted as part of rezoning study will focus on site access, and off-site impacts. Theprimary focus of a TDM plan submitted with a site plan shall be site access, circulation, and internalroads. The TDM Plan requirements also may include the following strategies:

§ Cycling/Pedestrian Improvements. If included, the applicant should proffer the provision ofbicycle lanes and/or shared-use paths along or adjacent to streets, which are consistent with thePrince William County Design and Construction Standards Manual (DCSM) requirementsincluding when the facilities will be operational and who will be responsible for construction andmaintenance.

§ Multimodal integration. If included, the TDM plan should address the integration of alternativemodes of transportation within the existing and planned roadway network, as well as who willprovide the alternative modes and when.

§ Guaranteed Ride Home (GRH). If included, the applicant should address a GRH program. Theapplicant shall provide receipts from taxis used in the GRH program periodically as a means ofmonitoring the effectiveness of this program.

§ Non-motorized facilities. If included, the applicant should address the provision of non-motorized facilities including walkways, sidewalks and courtyards, public paths, shared use paths,trails, and pedestrian streets linking residential and commercial components of the developmentindependent of street layout.

§ Traffic calming. If included, the applicant shall proffer traffic calming measures per PrinceWilliam County Residential Traffic Management Guide, such as median islands, raisedcrosswalks, roundabouts, etc., approved by the Director of Transportation, which mitigate theadditional impacts of the proposed development. The effectiveness of the applicant’s trafficcalming measures shall be included in the TDM.

§ Transit/private shuttle improvements. If included, the applicant shall proffer transit and/orshuttle improvements which may include bus shelters, bus stop/pullouts, and other transit/shuttleimprovements, including who will provide, when operational, etc., as approved by the Director ofTransportation during the scoping session.

§ Live/work and telecommuting. If included, the applicant should address the provision ofsurveying telecommuters and/or teleworkers periodically to measure the effectiveness of this



program. An effective telecommute/telework program is defined as telecommuting from one to 3days per week; defining how will the program be implemented; when will the program beoperational; and who will be responsible for monitoring the program.

TDM plans must be consistent with MWCOG’s TDM program, and show at least 10 percent reduction inVehicle Miles Traveled (VMT) per capita over a 20-year period. Any study of a TDM program within theWashington, DC, metropolitan area that is similar in nature to the proposed development may besubmitted to Prince William County staff to assist them in evaluation of the proposed strategy prior topreparation on the TDM plan. If the applicant does not achieve the trip reductions from the implementedstrategy as originally expected, the applicant shall address what will be done to reinforce the strategy.

Fairfax CountyFairfax County RideSources, a division of the Fairfax County Department of Transportation, servesFairfax County. Fairfax County RideSources serves commuters traveling in the I-66 corridor andemployers located in the corridor in Fairfax County. Fairfax County RideSources works closely with theTysons Partnership transportation management association that serves I-66 commuters and theiremployers located in the Tysons Corner area.

Services ProvidedFairfax County RideSources provides commuter assistance services to residents, workers, andemployers in Fairfax County. RideSources’ primary services include carpool and vanpool ridematching;employer services and employee incentives; marketing and promotion of transit, biking, and walking ascommute modes; and the Commuter Friendly Communities recognition program. Fairfax County alsooperates five Fairfax Connector Stores that sell transit fare media and provide schedules and transitinformation at the Franconia-Springfield Metrorail station, Herndon-Monroe Park-and-Ride, Reston TownCenter Transit Station, Wiehle-Reston East Metrorail station, and Tysons West*Park Transit Station.



Table D.28: Fairfax County RideSources Programs and Services

RideSourcesProgram or Service Description

RidematchingFairfax County RideSources assists residents, workers, and employers withcarpool and vanpool matching request received through the CommuterConnections database and through direct requests received by FairfaxCounty.

Employer Services

Fairfax County’s employer services program provides a number of services tocompanies located in Fairfax County free of charge:

§ Development of tax-free commute benefit programs (SmartBenefits®)§ Development of a telework program§ On-site transportation assessments§ Confidential employee commute surveys§ Mapping of employee residence patterns§ Computerized ridematching§ Corporate relocation assistance§ On-site rideshare promotions and displays§ Help with carpool and vanpool formations§ Assistance in implementing alternative commute programs and

incentives§ Coordination with nearby companies to establish commuter programs§ Training an on-site Employee Transportation Coordinator (ETC)§ Development of incentive programs§ Transit schedules, route maps, and park-and-ride information§ New employee commute options information§ Assessment of parking options§ Program follow-up and evaluation

Incentives for Useof AlternativeModes

Fairfax County RideSources is currently offering a new incentive program foremployees who work at employers enrolled in the employer services programand offering SmartBenefitsSM, SmartBenefits Plus 50. This program provides$50 for each new employee enrolling in SmartBenefits and trying transitcommuting for the first time.



RideSourcesProgram or Service Description

Recognition forResidentialProperties

The Commuter Friendly Communities recognition program recognizesmultifamily residential properties that provide their tenants material on orfacilities for the use of transit and biking, and walking for transportation.Residential sites are awarded by a “level of excellence” each quarter. To berecognized at each level the property must provide all of the followingamenities and services for that level and all of the preceding levels:

Bronze§ Establish a Community Residential Transportation Coordinator who

takes steps to create an alternative commute programSilver

§ Provide designate carpools, vanpools, and car-sharing vehicles topick up/drop off zone

§ Be a bike- and/or pedestrian-friendly community§ Have acrylic transit information display case

Gold§ Installation of digital transit information displays§ Include SmarTrip® cards in new tenant packages

Platinum§ Site owners have implemented a comprehensive community

transportation program which includes Bronze, Silver, and Gold levelrequirements

Communities at the Bronze level are recognized by having their informationadded to Fairfax County's website and they receive guidance to move uplevels. Silver, Gold, and Platinum communities are recognized with an officialcertificate of achievement in addition to having their information on FairfaxCounty’s website.



TDM for Site PlansFairfax County Department of Planning and Zoning administers a proffer program, and works withdevelopers on a case-by-case basis to determine the amount of cash contributions the developer willmake to offset the impact of the development. The proffer program requires developers to set asidefunding based on project size into four separate funds. Fairfax County then gives the developer/tenantcomplete flexibility in choosing the TDM strategies that will be implemented as part of the program. If, dueto size, a proposed development requires a VDOT Traffic Impact Assessment, then Fairfax Countyautomatically requires the developer to negotiate proffers with the county.

During the rezoning process, the developer is required to designate a transportation coordinator and tosubmit a TDM work plan. At this point the developer can either submit a TDM plan (visioning document)or a TDM work plan (specific plan that includes dates and budgets).

Developers contribute money into four separate funds, as shown in Table D.29: Incentive Fund, RemedyFund, Penalty Fund, and the Transportation Management Association (TMA). The amount contributed isdetermined based on the estimated number of trips that will be generated by the project, the location ofthe project within the county (e.g., Tysons Corner has greater funding requirements), and the project’sproximity to transit. Fairfax County works with developers to develop the project’s vehicle trip reductiongoals. Table D.30 and Table D.31 indicate the trip reduction targets for office developments andresidential developments, respectively.

Table D.29: Fairfax County TDM Proffer Program Funds

Fund Description Tysons OutsideTysons

Incentive Fund One-time payment to fund TDM relatedconditions at the development site.

1–2 cents/sq.ft.

Varies bydistance torail

Remedy Fund

Developer establishes this fund upfront and thetenant can draw on it to establish TDM Programsin the case that they are not able to meet theirtrip reduction goals. However, if the tenant meetsstabilization consistently for several years, thenFairfax County will release the Remedy Fund tothe tenant. The amount the tenant is able torelease from the fund depends on the rate atwhich their goal is met. If the tenant is able toachieve their trip reduction target by 100 percentfor 3 years then they are eligible to receive 100percent of the fund back.

20 cents/sq.ft. -Commercial;10 cents/sq.ft. -Residential

10 cents/sq.ft. –Commercial;5 cents/sq. ft.- Residential

Penalty FundIf the developer/tenant does not meet their tripreduction targets then a portion of this fund isreleased to Fairfax County and the remaindermust be used by the developer toward TDM.

5 cents/sq. ft. Not Required

TransportationManagementAssociationContribution

Developer/tenant is required to pay into anexisting TMA fund to support TDM programs inthe area.

10 cents/sq.ft. -Commercial;5 cents/sq. ft.- Residential

Not Required



Table D.30: Reduction from Institute of Transportation Engineers (ITE)Trip Generation Rates for Office12

Level of Transit Service Urban Center High Moderate and Low

Baseline Up to 35% 25% 20%

With TDM 45–65% 34–45% 25–35%

Table D.31: Reduction from ITE Trip Generation Rates for Residential

Level of Transit ServiceUrban Center

High Moderate and Low

Level of UrbanAccessibility High Low High Low

Baseline Up to 35% 25% 20% 15% 10%

With TDM 45–65% 35–45% 25–35% 20–25% 15–20%

Trip reduction goals are much higher in areas with high levels of transit service and urban accessibility.Accordingly, Fairfax County requires different levels of contributions based on the location of thedevelopment within the county. After determining the location requirements, Fairfax County looks at thetrip generation rates and the level of transit access at the development site, then determines whether thedeveloper will be responsible for the full TDM proffer program, or only a portion of it. Table D.32 providesthe matrix Fairfax County uses in designating the program requirements. Compliance with the programgoals and trip reduction targets are measured as part of the annual commuter survey and annual TDMreport. Reporting is based on trip counts and the annual commute survey.

Table D.32: Fairfax County TDM Proffer Requirements

Transit Accessibility >250 trips/hour 100-249 trips/hour <100 trips/hour

Urban Center Full Full Full

High Transit Full Full Light

Moderate Transit Full Light Marketing

Low Transit Light Light Marketing

12 A development is considered high transit if it falls within a half-mile walking distance of a rail transit station. It isconsidered moderate or low transit accessible if the development is more than a half-mile from a rail station. Adevelopment is considered an urban center if Fairfax County designates a contiguous high-density, mixed-useenvironment within a half-mile of transit. A development is classified with high urban accessibility if there are at leasteight retail/service uses within a quarter-mile walk and all other areas are considered low urban accessibility.



Table D.33: Fairfax County TDM Proffer Levels

Proffer Level Requirements Applicable Funds

Full TDM Proffer

· Goals, programs, and enforcementmechanisms

· Annual survey and TDM report onthe building’s progress in meetingits trip reduction targets

Developer is required to pay into all fourfunds, which guarantee compliance withthe stated goals

TDM Light· Goals, fewer on-site TDM

programs, and reduced monitoringrequirements

Developer pays into funds that establishincentives and penalties to ensure goalsare met

Marketing · Marketing of existing TDMresources in Fairfax County

Developer contributes to the IncentiveFund, but not towards the other funds

Tysons· Any development in Tysons

Corner is required to gather tripcount data annually

Given the redevelopment of Tysons andaddition of four Metrorail Silver Linestations in 2014, Fairfax Countyestablished separate Tysons fundrequirements

Documents

Appendix D - Transform 66outside.transform66.org/documents/i-66_transittdm...appendix_d.pdf · I-66 Transit/TDM Technical Report Appendix D Existing Transit/TDM Provider Overviews