TRI‐CITY METROPOLITAN AREA TRANSPORTATION...
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TRI‐CITYMETROPOLITANAREATRANSPORTATIONSTUDY
2013CONGESTIONMANAGEMENTPROCESS
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TRI‐CITYMETROPOLITANAREATRANSPORTATIONSTUDY
The TRI‐CITYMETROPOLITAN AREA TRANSPORTATION STUDY (Tri‐MATS) is theMetropolitanPlanningOrganization(MPO)designatedbytheGovernortodevelopandimplementacoordinated,comprehensive, and continuing planning process that addresses issues related to thetransportationsystemsofregionalsignificanceintheurbanarea.Tri‐MATSisgovernedbyaBoardcomprised of elected officials from the jurisdictions within the Kennewick‐sco‐Richlandmetropolitan area which are responsible for building and operating our transportationinfrastructure.ThisCongestionManagementProcesshasbeen financed inpart throughgrants from theFederalHighwayAdministration,FederalTransitAdministration,andtheWashingtonStateDepartmentofTransportation.Tri‐MATSandtheauthorsaresolelyresponsibleforthematerialcontainedherein.
ADOPTED
December20th,2013BFCOGherebygivespublicnoticethatitistheagencypolicytoassurefullcompliancewithTitleVIofthe1964CivilRightsAct,theCivilRightsRestorationActof1987,ExecutiveOrder12898onEnvironmentalJustice,andrelatedstatutesandregulationsinallprograms
andactivities.
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2013CongestionManagementProcessAdvisoryCommittee
JohnDeskins CityofKennewickMikePawlak CityofPascoJeffPeters CityofRichlandRoscoeSlade CityofWestRichlandPaulGonseth WashingtonStateDepartmentofTransportationTonyKalmbach BenFranklinTransitCarolMoser CommunityHealthAllianceBrianMalley Benton‐FranklinCouncilofGovernmentsCarlBerkowitz 3‐RiversBicycleClub
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TableofContentsINTRODUCTIONANDBACKGROUND..............................................................................................................................1
Introduction...........................................................................................................................................................................1
Purpose....................................................................................................................................................................................1
TheCongestionManagementProcess.........................................................................................................................1
DiscussiononCongestion................................................................................................................................................2
2011‐2032MetropolitanTransportationPlan.......................................................................................................3
COMPONENTSOFACMP......................................................................................................................................................3
CMPStudyArea....................................................................................................................................................................3
CMPCorridors........................................................................................................................................................................5
PerformanceMeasures......................................................................................................................................................5
DataFramework...................................................................................................................................................................7
PeriodicReview.....................................................................................................................................................................7
CMPDATASOURCES...............................................................................................................................................................7
TravelTimeProgram..........................................................................................................................................................8
TrafficCounts.........................................................................................................................................................................8
TransitSystemData...........................................................................................................................................................9
MetropolitanAreaCollisionTrends..........................................................................................................................10
APPENDICES............................................................................................................................................................................11
AppendixA–FederalRegulationsAddressingtheCMP...................................................................................13
AppendixB–2011‐2032MetropolitanTransportationPlan.........................................................................19
AppendixC–CMPCongestedCorridorTrackingMatrix.................................................................................41
AppendixD–CongestedCorridorData...................................................................................................................45
AppendixE–TravelTimeDataCollection.............................................................................................................97
AppendixF–TransitSystemData..........................................................................................................................101
AppendixG–TransportationSystemComponentsintheCMPStudyArea..........................................107
AppendixH–PublicComment.................................................................................................................................113
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TABLES
Table1:CMPCongestedCorridors..............................................................................................................................5
Table2:FrequencyofCongestedCorridorTrafficCounts..................................................................................8
Table3:MetropolitanAreaCollisionOutcomes2002‐2010...........................................................................10
Table4:BFTVanpoolOperationsData–1995‐2010......................................................................................103
Table5:ParkandRideLotsinBentonandFranklinCounties....................................................................105
MAPSANDFIGURES
Map1:CMPStudyArea......................................................................................................................................................4
Map2:CMPCongestedCorridors.................................................................................................................................6
Figure1:MetropolitanAreaCollisions2002‐2010.............................................................................................10
Figure2:BenFranklinTransitVanpoolRidership1990‐2010...................................................................103
Figure3:BenFranklinTransitVanpoolMiles1990‐2010............................................................................104
Map3:ParkandRideLotsinBentonandFranklinCounties.......................................................................106
Map4:CMPStudyAreaandthe2013FederalFunctionalClassSystem...............................................109
Map5:CMPStudyAreaandthe2011WSDOTFreightandGoodsSystem...........................................110
Map6:CMPStudyAreaandthe2013BFTFixedRouteBusRoutes,.......................................................111
Map7:CMPStudyAreaandthe2009BFCGBikeMapBikeRoutes.........................................................112
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TRI‐CITYMETROPOLITANAREATRANSPORTATIONSTUDYCongestionManagementProcess
INTRODUCTIONANDBACKGROUNDIntroductionAstheTri‐Citymetropolitanareacontinuestogrow,trafficcongestionwillneedtobeevaluatedandappropriatelymanaged.Thepurposeofthisdocument,theTri‐CitiesMetropolitanAreaCongestionManagementProcess,istodevelopstrategiesandimplementacongestionmanagementprocess(CMP)ensuringthatthemetropolitanareacontinuestogetthemaximumbenefitfrombothourexistingandnewtransportationsystem.TheTri‐CitiesMetropolitanAreabecameaTransportationManagementArea(TMA)asaresultofthe2010census,whichdeterminedtheKennewick‐Pasco‐RichlandUrbanAreapopulationhadsurpassedapopulationof200,000.ThatpopulationthresholdtriggerstheTMAdesignationunderFederallaw.AsaTMA,BFCGisrequiredtodevelopaCongestionManagementProcess.AdeadlineofJanuary18,2014isestablishedinlawforsubmittalofourinitialCMPtotheFederalHighwayAdministration(FHWA)andtheFederalTransitAdministration(FTA).ThisisaDRAFTRegionalCMPfortheTri‐CityMetropolitanAreaTransportationStudy(Tri‐MATS).ThisistheinitialCMPfortheTri‐MATSarea.TheCMPisdevelopedinordertofacilitatethemonitoring,analysisandreductionofcongestioninthemajorregionaltravelcorridors.Itwillbemodifiedovertime,withnewelementsphasedinasadditionalinfrastructurefordatacollection,andtheorganizationalstructuretoanalyzeanddisseminatethedataisdesignedandimplemented.ThisdocumentdescribestheelementsoftheTri‐CitiesCMP–whatwillevolveintoacomprehensivesetofpolicies,performancemeasures,ongoingactivitiesandrecommendedfutureactionsdesignedtomanagetrafficcongestionandtomaintainhighlevelsoftransportationserviceintheTri‐CitiesMetropolitanArea.PurposeThepurposeoftheCMPistoidentifycongestedareasandbringanobjectivebasistodevelopingthosestrategiesthatwillallowtheregiontoachievethegreatestbenefitforitsinvestment.AccordingtoTitle23Part450CSection450.320,aCMPmust: Measuremulti‐modaltransportationsystemperformance Identifythecausesofcongestion Assessalternativeactions Implementcost‐effectiveactions;and Evaluatetheeffectivenessofimplementedactions.
Toaccomplishtheseobjectives,theCMPfeaturesasignificantcomponentofdatacollectionandmonitoringofactivities,setsforwardperformancemeasuresorcriteriaforidentifyingwhenactionisneeded,andidentifyingthemanagementstrategiesthatwillbemosteffective.TheCongestionManagementProcessCongestionManagementistheapplicationofstrategiestoimprovetransportationsystemperformanceandreliabilitybyreducingtheadverseimpactsofcongestiononthemovementofpeopleandgoods.ACongestionManagementProcessisaregionally‐acceptedapproachformanagingcongestionthatprovidesaccurate,timelyinformationontransportationsystem
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performanceandassessesalternativestrategiesforcongestionmanagementthatmeetstateandlocalneeds.ThisistheinitialCongestionManagementProcessforourmetropolitanarea,andassuchisverymuchabroadpresentationofrelevantconcepts.AstheRegionalCMPisrefinedinfutureupdates,itwillprovidemoredetailedpresentationsoftheoperationalcharacteristicsofthemajortravelcorridorsintheregionandserveasabasisfortheselectionofimprovementsdesignedtoeffectivelyaddresstheidentifiedproblems.TheRegionalCMPestablishedinthisProcessaddressestwoissues:first,itmeetsthefederalrequirementsthattheareaimplementaCMP;andsecond,itlaysthefoundationfortheevolvingsystematicdatacollection,analysis,andinterpretationactivitiesthatcomprisethebackboneoftheRegionalCMP.DevelopmentoftheCMPisongoing,andthedocumentitselfwillbeupdatedataminimumofeverytwoyears.DiscussiononCongestionCongestioncanbedefinedtooasslowordifficultmovementbypeopleorvehiclesasaresultofovercrowdingbyeithervehiclesorpeoplerelativetothecarryingcapacityofthefacility.Congestioncanbecharacterizedbyfourqualitiesordimensions:intensity,duration,extentandvariability.Thesefourdimensionsallowforabetterunderstandingofhowtheroadsarebeingimpactedbythecongestion.Intensitycanbethoughtofasthenumberofpeopleorvehiclesthatarepartofthecongestion.Durationisthetemporaldimension,measuringhowlongthecongestioneventlasts.Theamountofroadsorgeographicareaincludedinthecongestioneventistheextent.Variabilityisthemeasureforhowfrequentlycongestiontakesplaceonthatroadwaysegment.Therearetwobroadcategoriesofcongestion:recurringornonrecurringcongestion.Recurringcongestioncanbeattributabletothephysicalqualitiesofthefacilities:changesinthenumberoflanes,geometricconstraints,signalsthatarenotcoordinated,andpooraccessmanagementtotheadjacentlanduses.Nonrecurringcongestionisduetoeventsthathappenrandomlyorinfrequently,includingweatherrelatedissues,incidentsandspecialevents.Nonrecurringcongestionisdifficult,butnotimpossible,toplanforandtodeviseeffectivemitigationstrategies.Oftenthestrategiesinvolvequicklyremovingthecauseofcongestionorprovidinganalternateroute.Forthemostpart,nonrecurrentcongestioncannotbeaddressedinasystematicway.Trafficincidentscanbemitigatedtoadegreebyprojectstoaddresshowtrafficflowsalongacorridorandatintersections,butthehumanoperatingthevehicleisstillthemaincontributingfactorforthemajorityofcrashes.Similarly,properdrainageoftheroadswillensurethattheimpactofextremeweatherislessened,buttherewillbeatimewhenthatisnotsufficient.Whenthathappens,ensuringthattheregionhasplansinplacetodealwithroadclosureswillbeimportant.Toeffectivelymitigaterecurringcongestion,nowandinthefuture,amulti‐facetedapproachisnecessaryutilizingeffortswithdifferenttimescales.Quickesttoimplementincludetransportationdemandmanagementefforts,suchaspromotionofrideshare,telecommuting,bikingandusingpublictransit(assumingitisavailable).Othersolutionsforrecurrentcongestionincludeprovidingtravelerswithinformationonthecurrenttrafficconditions.Medium‐termsolutionse.g.solutionsdevelopedoveratime‐scaleofa
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fewyears,include:includeaddingadditionalpublictransit,iffeasible,andworkingwithemployersonimplementingflexibleschedulesandofferingtelecommutingasoptionsfortheirworkers.Roadprojectssuchasrebuildingtohighercapacities,modifyingthegeometry,orconstructingnewfacilitiesarealsointhemediumtolong‐term(ten‐year)timeframe.Longer‐termsolutionswouldentailchangestothebuiltenvironment,suchasplacinghomesclosertojobs(orviceversa)andchangingtheland‐usetopermitandencourageachangefromthesingle‐usezoningandland‐usepatternsthathavebeenprevalentformanydecades.2011‐2032MetropolitanTransportationPlanInJune2013,BFCGstaffmetwithstafffromFHWA,FTAandWSDOTforaTMACoordinationReviewofBFCGMPOworkproducts.TheintentwastogiveBFCGstaffanunderstandingofstrengths,weaknessesandnextstepsforourinitialCertificationReviewin2016,anddeadlinesforvariousTMAworkproducts.TheCongestionManagementProcesswasaprincipalcomponentofthereview.Anoutcomeofthereviewwasarecommendationthatsectionsofthe2011‐2032MetropolitanTransportationPlan(MTP)beincorporatedintotheCMP.ComponentsoftheMTPsuchasperformancemeasures,goalsandstrategies,travelmodelresultsandcongestionbackgrounddiscussion(includingacharacterizationofcongestionasatrafficvolumetoroadcarryingcapacityratio,avolume/capacityof.85),areapplicabletotheCMP.Additionally,theMTPhasbeenreviewedandapprovedbytheTechnicalandPolicyAdvisoryCommitteesandadoptedbytheBFCGBoard.IncorporatingMTPcomponentstotheCMPwillservetwopurposes.TheMTPandtheCMPareinterrelated,andincorporatingoneintotheotherenhancestherelationship.Additionally,utilizationofsectionsoftheMTP,whichhavebeenalreadybeenadoptedbyBFCG,willsavetime.TheCMPAdvisoryCommitteeagreedthatapplicablesectionsofthe2011‐2032MTPshouldbeincorporatedintocomparablesectionsoftheCMP.Thosepartsofthe2011MTPareinAppendixB.RelevantsectionsoftheMTPwillbeincorporatedintotheCMPasitisdeveloped.COMPONENTSOFACMPComponentsoftheBFCGRegionalCMPareoutlinedbelow.ItshouldbenotedthattheitemspresentedbelowwillevolveovertimeasexperienceisgainedinimplementingtheCMPsystemandanalyzingtheresultantdata. Developasetofcongestionidentificationmeasuresfortheregion. Establishaframeworkforgatheringandanalyzingthedatanecessarytodeterminehowthe
transportationsystemisoperating;whatmightbecausingcongestiononthesystem,whatactionsmightbeappropriatetoaddressthecongestion,andhoweffectivegivensolutionsmightbeinsolvingtheproblem.
Ensuretheevaluationofalternativestoaddresstheproblembothforthepresentandthefuturetransportationsystem.
Planhowandwhowillimplementthepreferredsolution,andhowitwouldbefunded. Provideforamechanismtomonitortheperformanceofthesystemtoascertainthe
continuedeffectivenessoftheimplementedsolution.CMPStudyAreaTheTri‐CitiesUrbanizedAreaBoundary(UZA)asapprovedbyFHWAin2013istheformalboundaryoftheCMPstudyarea(seeMap1).TheUZAwillchangeasaresultofeachcensusandtheCMPboundarywillchangewithit.Map1belowshowstheCMPStudyAreaandtheCongestedCorridors.
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Map1:CM
PStu
dyA
rea
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CMPCorridorsTheinitiallistofcongestedcorridorshastwosources:thelistofcongestedcorridorsfromChapterSevenofthe2011MTP:ModelResultsandMetropolitanSystemEvaluation,andtheprofessionaljudgmentofengineeringstaffofMPOjurisdictions.The.85v/cmeasurementforcongestionestablishedinChapterSevenwillbeonecriteriausedtoevaluatecongestiononstreetsegmentsthathavebeenidentifiedbycityengineeringstaff.Congestedcorridorsmaybeaddedordeletedovertime.ThecorridorsselectedfortheinitialregionalCMPareshowninMap2.Asstated,thelistofcorridorsbeinganalyzedissubjecttomodificationovertime.ThecorridorsarelistedinTable1below.
TABLE1:CMPCONGESTEDCORRIDORSPerformanceMeasuresThedevelopmentofperformancemeasurestoidentifycongestionisthefirststepindefiningaCMP.Inmanyapplications,thetraditionalmeasurehasbeenthevolume‐to‐capacityratio(v/c).Existingtrafficcountsonidentifiedcorridorswillbethebasisofaninitialv/ccalculationandsubsequentcongestionidentificationmeasures.TheCMPwillusemeasuresthattrackautousagewithinaspecificcorridor.Traveltimealongthecorridors,ascapturedbypilotvehiclesusingaGPS(GlobalPositioningSystem)locationdevicewillbeimplementedastheinitialstageofdatacapturefortheCMP.However,partofthefocusofaCMPistoexpandtheconsiderationofsolutionstoincludealternativemodesandinnovativesolutions.Whiletheuseofv/casacongestionidentificationmeasureisappropriateduringtheinitialstagesofCMPdevelopment,asthedocumentevolves,moresophisticatedmeasuresthataddressmulti‐modalaspectsofthetransportationsystemwillberequiredinthefuture.
RICHLANDCONGESTEDCORRIDORSQueensgateDrive:KeeneRoadtoDuportailStreetGeorgeWashingtonWay:ColumbiaPointDrivenorthtoHornRapidsRoadStevensDrive:SR240toHornRapidsRoad
KENNEWICKCONGESTEDCORRIDORSColumbiaCenterBoulevard:ClearwaterAvenuetoWillametteAvenueClearwaterAvenue:US395toKelloggStreet
PASCOCONGESTEDCORRIDORSRoad68:ChapelHillBoulevardtoSandifurParkwayRoad100:ChapelHillBoulevardtoSandifurParkwayCourtStreet:Road40to20thAvenue20thAvenue:LewisStreettoArgentRoad
WSDOTCONGESTEDCORRIDORSSR240:Milepost20.48(Route10)toMilepost28.84(StevensDrive)SR240:Milepost30.63(JadwinAvenue)toMilepost34.57(SR182offramp)SR182:Milepost.87(DallasRoad)toMilepost4.40(I‐182westboundonrampfrom
GeorgeWashingtonWaysouthbound)
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Map2:CM
PCon
gestedCorrid
ors
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Additionalmeasurescanbeaddedafterthebasicdatacollectionandanalysisprocessisinplace.Aregionaltrafficcountprogrammorefocusedoncongestedcorridorswillbedeveloped.Thesectionsofthe2011MTPincludedinAppendixBcontainmultiplegoalsandpossibleperformancemeasuresforconsideration.DataFrameworkCurrently,theframeworkforgatheringthedataneededbytheCMPisnotfullydeveloped.Forexample,trafficcounts:whileindividualjurisdictionshavecyclicaltrafficcountprograms,andcountdataontheiridentifiedcorridors,thosecountshavenotoccurredconsistentlyovertime.Jurisdictionsmayneedtoestablisharegularprogramofcountsonidentifiedcongestedcorridorstotrackvolumechangesovertime.Aprocessfortrackingtraveltimeoncongestedcorridorsisdescribedlaterinthisdocument.Thesuccessoftheprocessasoutlinedwillbereviewedovertimeanditwillbemodifiedifitisdeemednecessary.ToolsandprocesseswillneedtobedevelopedthroughacooperativeprocedurebetweentheMPOandthecitiestoensurethatthedatagatheredwillnotonlymeettheneedsoftheCMPrequirementsbutwillsatisfytheneedsoftheindividualjurisdictionsandagencies.Intheshort‐termcurrentdatacollectiontechniqueswillbesufficient;asadditionalperformancemeasuresareintroduced,newmethodstocollecttherequisitedatawillberequired.PeriodicReviewThefinalrequirementforaCMPisthatitprovidesanongoingreviewoftheregionalsystemasthealternativesarebroughtonline,todeterminehoweffectivethesolutionisworking.ThatisonepurposeoftheCorridorTrackingMatrixinAppendixC.Thisreviewformsatypeoffeedbacktotheplanningprocess,toinformanddirectthedecisionmakersastothepotentialeffectivenessoffutureprojects.CMPinPracticeAsof2014thedatacollectionprogramwillconsistofmeasuringthetraveltimealongselectedcorridors.Trafficcountswillcontinueandbeenhanced,andcollisiondatawillbemonitoredandevaluated.CMPDATASOURCESCurrentlyfourmeasurementprogramshavebeenidentifiedtocontributetoabasicunderstandingoftheoperationsoftheregionaltransportationsystem,includingwhere,andhowmuch,congestionexists.Theseareprogramsdesignedtomeasure:i]traveltime,ii]trafficcounts,iii]transitsystemdataandiv]collisiondata.Theseprogramsarenotatthesamelevelofmaturity.Theprocesstotracktraveltimeandeffectivelyanalyzethedataisunderdesign.TMAmemberjurisdictionshaveoperationaltrafficcountprogramswithdataavailableforthecorridors,butexistingdatamustbesupplementedbyamoreuniformcountprogram.Thenewprogram,withincreasedfrequencyofcounts,willneedtobeagreedupon.Transitsystemdataandcollisiondataprogramsareoperational.Thissectionofthereportincludesamoredetaileddescriptionofeachprogram,includingadiscussionofthedatathatisbeinggeneratedandpotentialissueswiththeimplementation.
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TravelTimeProgramThetraveltimeprogram,asoutlinedinAppendixE,involvesdrivingvehiclesalongacorridorduringthemorningandeveningcommuteperiods.ThevehicleswillbeequippedwithaGPSanddatarecordingdevice,whichcapturesthevehicle’slocationandspeedalongwithtimeofdayforeachsecondoftravel.Thedataisprocessedbyspecializedsoftwarethatprovidesavisualdisplayoftheinformation,aswellassummariessuchasaveragespeedandaveragetraveltimebetweencheckpoints.TrafficCountsAsecondprogramisthecollectionandanalysisoftrafficvolumesonthecongestedcorridors.Typically,jurisdictionsinthemetropolitanareacollecttrafficcountsonathreeorfouryearcycles.Inaddition,WSDOToperatesanumberofpermanentcountersontheirfacilitiesinthearea.Aswithcollisiondata,jurisdictionshaveindicatedtheypreferpresentationofthemostrecentthreeyearsofdata(2010‐2012)tocharacterizevolumesontheircorridors.Todemonstratetheavailabilityofexistingdata,Table2belowshowsthenumberofcountsoneachofthecongestedcorridorsduringthelastsixyears.
Table2:FrequencyofTrafficCountsonCongestedCorridors
FREQUENCYOFTRAFFICCOUNTSONCONGESTEDCORRIDORS 2013 2012 2011 2010 2009 2008 2007
CityofRichlandQueensgateDrive X(2) X X(2)
GeorgeWashingtonWay X(3) X X(3)
StevensDrive X
CityofKennewickColumbiaCenterBoulevard X(5) X(5)
ClearwaterAvenue X(4) X(4)
CityofPascoRoad68 X(2) X(4) X(3) X X
Road100 X X
CourtStreet X(2) X(7) X(3)
20thAvenue X(5) X(2) X(4) X
WSDOTSR240(StevensDrive)* X X X X SR240(Bypass)* X X X X
I‐182(DallasRdtoGway)* X X X X Sources:MPOJurisdictionsand2012WSDOTAnnualTrafficReport
Thetableshowsthehistoricalfrequencyofeachjurisdiction’strafficcountsalongtheiridentifiedcorridors.Asshown,RichlandandKennewickhaveverylimitedcountdataontheiridentifiedcorridorsduringthatperiod.Jurisdictionshaveacknowledgedtheirestablishedtrafficcountprogramsmaynotbesufficienttosupplyenoughdatatotrackvolumesontheiridentifiedcorridors.Itmaybenecessarytodevelopaspecificcountprogramforcongestedcorridorstosupplementjurisdictions’establishedcountprograms.
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Agroupconsensusappearstobebuildingaroundtheideaofhiringaconsultanttoperformcountsatthesametimespecificallyforallidentifiedcongestedcorridors.ThiswillbefurtherdevelopedbytheAdvisoryCommittee.TransitSystemDataBenFranklinTransit(BFT)currentlydoesnotcapturepassengerdatainamannerapplicabletotheCMPneeds.However,theagencyisintegraltocomponentsofthetransportationsystemthatmateriallyaffectcongestioninthemetropolitanarea,andaregermanetotheCMPprocess.ThosearetheBFTVanpoolProgramandthemetropolitanareaparkandridesystem.Bothcomponentsaresummarizedhere,withadditionalbackgrounddataoneachinAppendixF.MuchofthetextinAppendixF,andallofthetablesandfiguresarefromthe2011‐2032MTP,tablesandfigureswillbeupdated.BenFranklinTransitVanpoolProgramIn1982,BenFranklinTransit,alongwiththenowdefunctWashingtonStateEnergyOffice,begansponsoringapilotride‐shareprogramintheTri‐Cities.Priortothatdatenopubliclyorganizedridesharingactivitieswereavailableinthearea.Atthattime,theFederalDepartmentofEnergy(DOE)maintainedabussystemtotransportemployeestoselectworksitesontheHanfordReservation.BecauseoftheHanfordReservation’srelativelydistantlocation,manyHanfordemployeesutilizedcarpoolsandvanpoolsfortraveltowork.RidesharingactivitiesincreasedthroughouttheTri‐CitiesduetoBFTpromotionofitsvanpoolprogramduringthe1980s.Inthemid1990’stheDOEdiscontinuedtheircommuterbusserviceandBFTwasabletofillthegapwithanaggressivevanpoolprogram.Overtime,utilizationofBFT’svanpoolprogramhasgrown,andBFThasmaintaineditslinkagetotheHanfordjobsite.BenFranklinTransitcurrentlyhas260Vanpoolvansontheroad;theirprimarydestinationistheHanfordArea;andtheirvanpoolserviceranksfourthinthestateinnumberofvansinservice.BasedonBFTdataasofSeptember2013,theprogramaveraged2,352,381passengermilespermonthwhilecarryinganaverageof73,975passengerspermonthsofarthisyear.MetropolitanAreaParkandRideSystemTheexistingparkandridesystembegandevelopmentintheearly1980’s.Currentlyitiscomprisedof15formalparkandridelotsinBentonandFranklinCountiesandanumberofinformallots.TheCMPdiscussionwillreviewdataconcerningtheformalparkandridelots.OccupancydatapresentedinAppendixFhasbeencollectedbytheWSDOTSouthCentralRegionalofficeinYakima.Thetwo‐countyareainventoryofparkandridelotsincludesbothparkandrideandparkandpoolfacilities.OwnershipofmostformalmetropolitanareaparkandridelotsisdividedbetweenWSDOTandBFT.BFTalsoleasesparkandridesites.Distinguishingbetweenthetwo,WSDOTfacilitiesareprimarilyparkandpoollotsadjacenttomajorroadwayintersectionssuchasSR240/SR224orI‐182/Queensgateandaresitedtocapturethevanpoolandcarpooluser.BFT‐ownedparkandridefacilitiesarelocatedattransitcentersintheirrespectivecommunities.Thefocusofthesefacilitiesisonthetransituserratherthanthecommuter,thoughcommutersmayusethem.
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MetropolitanAreaCollisionTrendsCollisions,whetherresultingininjuriesorpropertydamage,arealeadingcauseofnon‐recurrentcongestion.Informationregardingcollisionsontheregion’sroadsiscollectedbytheWSDOTStatewideTravelandCollisionDataOffice.Byexaminingthedataforcollisionsalongacorridorbeforeandafteraprojecthasbeeninstalled,itshouldbepossibletodeterminehoweffectivetheprojecthasbeeninmeetingitssafetygoals.Metropolitanareaautomobile‐relatedcollisiondatafortheyears2002–2010ispresentedbelowtoprovidehistoricalcontext.IndividualcorridoranalysisreportspresentedinAppendixDpresentcollisiondatafortheyears2010–2012summarizedinatable.Thatdataisdepictedonamaptohelpidentifywhetheranylocationsonthecorridorexperienceadisproportionatenumberofcrashesandtopotentiallydeviseprogramsandprojectsthatwilladdresstheseareas.
Table3:MetropolitanAreaCollisionOutcomes‐2002‐2010
MetropolitanAreaCollisionOutcomes‐2002‐2010
YEARS AREA COLLISIONS INJURIES FATALITIES *PEDESTRIANS *BICYCLISTS
2002‐2004 MPO 5,942 1,832 8 101 82
%ofIncidents 30.83% 0.13% 1.70% 1.38%
2005‐2007 MPO 5,902 1,784 10 85 76
%ofIncidents 30.23% 0.17% 1.44% 1.29%
2008‐2010 MPO 5,452 1,638 4 101 78
%ofIncidents 30.04% 0.07% 1.85% 1.43%
Source:WSDOTStatewideTravelCollisionDataOffice
*Totalsincludebothinjuriesandfatalities
Figure1:MetropolitanAreaCollisions‐2002‐2010
Source:WSDOTStatewideTravelCollisionDataOffice
INJURIES
COLLISIONS‐
1,000
2,000
3,000
4,000
5,000
6,000
NumberofCollisions
YearsofOccurence
MetropolitanAreaCollisions‐ 2002‐2010
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APPENDICES
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AppendixA–FederalRegulationsAddressingtheCMP.......................................................................................13
AppendixB–2011‐2032MetropolitanTransportationPlan.............................................................................19
AppendixC–CMPCongestedCorridorTrackingMatrix.....................................................................................41
AppendixD–CongestedCorridorData.......................................................................................................................45
AppendixE–TravelTimeDataCollection..................................................................................................................97
AppendixF–TransitSystemData..............................................................................................................................101
AppendixG–TransportationSystemComponentsintheCMPStudyArea..............................................107
AppendixH–PublicComment.....................................................................................................................................113
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APPENDIXAFederalRegulationsAddressing
TheTMACongestionManagementProcess
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Title23:Highways
PART450—PLANNINGASSISTANCEANDSTANDARDS
SubpartC—MetropolitanTransportationPlanningandProgramming
§450.320Congestionmanagementprocessintransportationmanagementareas.
(a)ThetransportationplanningprocessinaTMAshalladdresscongestionmanagementthroughaprocessthatprovidesforsafeandeffectiveintegratedmanagementandoperationofthemultimodaltransportationsystem,basedonacooperativelydevelopedandimplementedmetropolitan‐widestrategy,ofnewandexistingtransportationfacilitieseligibleforfundingundertitle23U.S.C.andtitle49U.S.C.Chapter53throughtheuseoftraveldemandreductionandoperationalmanagementstrategies.
(b)ThedevelopmentofacongestionmanagementprocessshouldresultinmultimodalsystemperformancemeasuresandstrategiesthatcanbereflectedinthemetropolitantransportationplanandtheTIP.ThelevelofsystemperformancedeemedacceptablebyStateandlocaltransportationofficialsmayvarybytypeoftransportationfacility,geographiclocation(metropolitanareaorsubarea),and/ortimeofday.Inaddition,considerationshouldbegiventostrategiesthatmanagedemand,reducesingleoccupantvehicle(SOV)travel,andimprovetransportationsystemmanagementandoperations.Wheretheadditionofgeneralpurposelanesisdeterminedtobeanappropriatecongestionmanagementstrategy,explicitconsiderationistobegiventotheincorporationofappropriatefeaturesintotheSOVprojecttofacilitatefuturedemandmanagementstrategiesandoperationalimprovementsthatwillmaintainthefunctionalintegrityandsafetyofthoselanes.
(c)Thecongestionmanagementprocessshallbedeveloped,established,andimplementedaspartofthemetropolitantransportationplanningprocessthatincludescoordinationwithtransportationsystemmanagementandoperationsactivities.Thecongestionmanagementprocessshallinclude:
(1)Methodstomonitorandevaluatetheperformanceofthemultimodaltransportationsystem,identifythecausesofrecurringandnon‐recurringcongestion,identifyandevaluatealternativestrategies,provideinformationsupportingtheimplementationofactions,andevaluatetheeffectivenessofimplementedactions;
(2)Definitionofcongestionmanagementobjectivesandappropriateperformancemeasurestoassesstheextentofcongestionandsupporttheevaluationoftheeffectivenessofcongestionreductionandmobilityenhancementstrategiesforthemovementofpeopleandgoods.Sincelevelsofacceptablesystemperformancemayvaryamonglocalcommunities,performancemeasuresshouldbetailoredtothespecificneedsoftheareaandestablishedcooperativelybytheState(s),affectedMPO(s),andlocalofficialsinconsultationwiththeoperatorsofmajormodesoftransportationinthecoveragearea;
(3)Establishmentofacoordinatedprogramfordatacollectionandsystemperformancemonitoringtodefinetheextentanddurationofcongestion,tocontributeindeterminingthecausesofcongestion,andevaluatetheefficiencyandeffectivenessofimplementedactions.Totheextentpossible,thisdatacollectionprogramshouldbecoordinatedwithexistingdatasources(including
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archivedoperational/ITSdata)andcoordinatedwithoperationsmanagersinthemetropolitanarea;
(4)Identificationandevaluationoftheanticipatedperformanceandexpectedbenefitsofappropriatecongestionmanagementstrategiesthatwillcontributetothemoreeffectiveuseandimprovedsafetyofexistingandfuturetransportationsystemsbasedontheestablishedperformancemeasures.Thefollowingcategoriesofstrategies,orcombinationsofstrategies,aresomeexamplesofwhatshouldbeappropriatelyconsideredforeacharea:
(i)Demandmanagementmeasures,includinggrowthmanagementandcongestionpricing;
(ii)Trafficoperationalimprovements;
(iii)Publictransportationimprovements;
(iv)ITStechnologiesasrelatedtotheregionalITSarchitecture;and
(v)Wherenecessary,additionalsystemcapacity;
(5)Identificationofanimplementationschedule,implementationresponsibilities,andpossiblefundingsourcesforeachstrategy(orcombinationofstrategies)proposedforimplementation;and
(6)Implementationofaprocessforperiodicassessmentoftheeffectivenessofimplementedstrategies,intermsofthearea'sestablishedperformancemeasures.Theresultsofthisevaluationshallbeprovidedtodecisionmakersandthepublictoprovideguidanceonselectionofeffectivestrategiesforfutureimplementation.
(d)InaTMAdesignatedasnonattainmentareaforozoneorcarbonmonoxidepursuanttotheCleanAirAct,FederalfundsmaynotbeprogrammedforanyprojectthatwillresultinasignificantincreaseinthecarryingcapacityforSOVs(i.e.,anewgeneralpurposehighwayonanewlocationoraddinggeneralpurposelanes,withtheexceptionofsafetyimprovementsortheeliminationofbottlenecks),unlesstheprojectisaddressedthroughacongestionmanagementprocessmeetingtherequirementsofthissection.
(e)InTMAsdesignatedasnonattainmentforozoneorcarbonmonoxide,thecongestionmanagementprocessshallprovideanappropriateanalysisofreasonable(includingmultimodal)traveldemandreductionandoperationalmanagementstrategiesforthecorridorinwhichaprojectthatwillresultinasignificantincreaseincapacityforSOVs(asdescribedinparagraph(d)ofthissection)isproposedtobeadvancedwithFederalfunds.IftheanalysisdemonstratesthattraveldemandreductionandoperationalmanagementstrategiescannotfullysatisfytheneedforadditionalcapacityinthecorridorandadditionalSOVcapacityiswarranted,thenthecongestionmanagementprocessshallidentifyallreasonablestrategiestomanagetheSOVfacilitysafelyandeffectively(ortofacilitateitsmanagementinthefuture).Othertraveldemandreductionandoperationalmanagementstrategiesappropriateforthecorridor,butnotappropriateforincorporationintotheSOVfacilityitself,shallalsobeidentifiedthroughthecongestionmanagementprocess.AllidentifiedreasonabletraveldemandreductionandoperationalmanagementstrategiesshallbeincorporatedintotheSOVprojectorcommittedtobytheStateandMPOforimplementation.
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(f)Statelaws,rules,orregulationspertainingtocongestionmanagementsystemsorprogramsmayconstitutethecongestionmanagementprocess,iftheFHWAandtheFTAfindthattheStatelaws,rules,orregulationsareconsistentwith,andfulfilltheintentof,thepurposesof23U.S.C.134and49U.S.C.5303.
§450.338Phase‐inofnewrequirements.
(a)MetropolitantransportationplansandTIPsadoptedorapprovedpriortoJuly1,2007maybedevelopedusingtheTEA‐21requirementsortheprovisionsandrequirementsofthispart.
(b)FormetropolitantransportationplansandTIPsthataredevelopedunderTEA‐21requirementspriortoJuly1,2007,theFHWA/FTAaction(i.e.,conformitydeterminationsandSTIPapprovals)mustbecompletednolaterthanJune30,2007.FormetropolitantransportationplansinattainmentareasthataredevelopedunderTEA‐21requirementspriortoJuly1,2007,theMPOadoptionactionmustbecompletednolaterthanJune30,2007.IftheseactionsarecompletedonorafterJuly1,2007,theprovisionsandrequirementsofthispartshalltakeeffect,regardlessofwhenthemetropolitantransportationplanorTIPweredeveloped.
(c)OnandafterJuly1,2007,theFHWAandtheFTAwilltakeactiononanewTIPdevelopedundertheprovisionsofthispart,eveniftheMPOhasnotyetadoptedanewmetropolitantransportationplanundertheprovisionsofthispart,aslongastheunderlyingtransportationplanningprocessisconsistentwiththerequirementsintheSAFETEA‐LU.
(d)Theapplicableaction(seeparagraph(b)ofthissection)onanyamendmentsorupdatestometropolitantransportationplansandTIPsonorafterJuly1,2007,shallbebasedontheprovisionsandrequirementsofthispart.However,administrativemodificationsmaybemadetothemetropolitantransportationplanorTIPonorafterJuly1,2007intheabsenceofmeetingtheprovisionsandrequirementsofthispart.
(e)FornewTMAs,thecongestionmanagementprocessdescribedin§450.320shallbeimplementedwithin18monthsofthedesignationofanewTMA.
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APPENDIXB2011‐2032MetropolitanTransportationPlan
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Asreferencedearlier, in June2013,BFCGstaffmetwithstaff fromFHWA,FTAandWSDOTforaTMA Coordination Review of BFCG work products. An outcome of the review was arecommendation that sections of the 2011‐2032 Metropolitan Transportation Plan (MTP) beincorporatedintotheCMP. SectionsoftheMTP–performancemeasures,goals,strategies, travelmodel results andbackgrounddiscussion (including a characterization of congestion as aV/Cof.85)–areapplicabletotheCMP.TheMTPhasbeenreviewedandapprovedbytheTechnicalandPolicyAdvisoryCommitteesandadoptedbytheBFCGBoard.Thosesectionsofthe2011‐2032MTParebelow.
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CHAPTERTHREE‐REGIONALTRANSPORTATIONGOALS&POLICIES
INTRODUCTIONThegoals,policies,andstrategiesweredevelopedthroughthetransportationplanningprocessandsubsequentlyadoptedbytheBFCGBoard.Thesegoalsandpolicieswillguideanddirecttheregionaltransportationplanningprocessforthenexttwentyyears.MISSIONThemissionofthisRegionalTransportationPlanistodevelopandmaintainabalancedregionaltransportationsystemthatprovidesaccessandmobilityforpeople,goods,andservicesinasafe,convenient,andenergyefficientmanner;minimizesimpactsupontheenvironment;iscoordinatedthroughamulti‐jurisdictionaleffort;iscompatiblewithadjacentlanduses;facilitatesplannedeconomicgrowth;andmaintainsthelivabilityofthecommunitiesacrosstheentireregion.GOALSOFTHERTP: Thepreparationandimplementationofalongrangeplanwhichidentifiestransportation
relateddeficienciesandproblems,providescleardirection,andseekscomprehensiveleast‐costsolutionsformaintainingtheintegrityofthetransportationsysteminBenton,Franklin,andWallaWallaCounties;
Atransportationsystemthatisintegratedwithlocallandusepolicies;
Atransportationsystemthatprovideslowercostsolutionsintheformoftransit,
vanpool/carpool,bicycling,andwalking,inlieuofexpandingcapacity; Atransportationsystemthatprovidesaccessforgoods,services,andpeoplewhile
minimizingtotalsystemcosts; Atransportationsystemthatprovidesaccessandmobilityforallcitizensregardlessofage,
race,orability; Atransportationsystemthatgivesaccesswhileminimizingenergyconsumptionand
environmentalimpacts; Atransportationsystemthatmeetstheneedsforsustainedeconomicgrowth;
Atransportationsystemthatisconsistentwithlocal,regional,stateandfederalpolicies;
and Atransportationsystemthatassuresimprovementsareconsistentwithandsupportsthe
valuesofcommunitiesandneighborhoodstructures.
POLICIESPolicy1–Access&AccessManagementItisthepolicyoftheBenton‐FranklinCouncilofGovernmentstosupportaregionaltransportationsystemthatemphasizesaccessandaccessmanagementandencouragesthememberjurisdictionstoadoptpoliciesincorporatingaccessmanagementintotheirconstructionprojectsandprojectprioritizationprocesses.
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ActionStrategiesEstablishasystemtodefineacceptablelevelsofaccessibilityofallmodestovariouslandusesforallpotentialusersofthetransportationsystemthroughminimumservicestandards.Supportlandusestrategiesthatreducemobilityrequirementssuchasmixed‐usedevelopment,transitorienteddevelopment,andinfilldevelopment.Encouragemulti‐modalaccessibilitytolandusesincludingmeasureswhichprovideaccessforthetransportationdisadvantagedandmobilitychallenged.Encouragecitiesandcountiestoincorporateaccessmanagementintotheircomprehensiveplanningandintotheirlanduseandsubdivisionregulationsandpolicies.Encourageincorporationofaccessmanagementintoprojectprioritizationandselectioncriteria.Encouragecitiesandcountiestoincorporateaccessmanagementintotheirconstructionprojects.Encouragedeveloperstoincorporateaccessmanagementintotheirplans.Policy2‐EfficiencyItisthepolicyoftheBFCGtosupportaregionaltransportationsystemthat1)Maintainsthegreatestefficiencyofmovementintermsoftraveltimeanddistanceand2)Requirestransportationinvestmentdecisionstomaximizethefullnetbenefitsofthesystem.ActionStrategiesExplorethepossibilityofassimilatingcosteffectivenessofalternativesupplyanddemandinvestments,longtermlevelofservice/life‐cyclecostcomparisons,andothereconomiccriteriaintotheplanningprocessinordertodevelopcost‐effectivesolutionsandmoreefficienttransportationfacilities(i.e.least‐costplanning).Encouragecoordinatedplanningpracticesandroadandstreetstandardsamongthecountiesandtheircitiesandtowns.Discourageinefficientmodesoftransportation,suchassingleoccupancyvehicles(SOVs),duringpeakhours.Promotemaintainingtheefficiencyoftheexistingtransportationsystemsbysupportinginvestmentsinoperationalstrategiesandtechnologies.PromoteTransportationDemandManagement(TDM)strategies,voluntaryCommuteTripReduction(CTR),transit,HOV,bicycling,andwalking.Policy3‐BalanceItisthepolicyoftheBFCGtosupportaregionaltransportationsystemthat1)Stressesmulti‐modalismwithminimumservicestandards,2)Providestransportationoptions,3)Avoidsdependenceonanyparticularmode,especiallysingleoccupancyvehicles,and4)Optimizestheefficiencyofeachmode.ActionStrategiesEncouragesystemsandfacilitiesthataccommodatemultiplemodes,whenpossible,especiallyalongtransportationcorridorsthatprovideuserswithcost‐effectivechoicesintheirtraveloptions.
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Supportdemandmanagementtechniquesthatstrengthentheefficienciesofeachmodeoftransportation.Supporttheuseofthemostefficientformoftransportationforeacharea,recognizingthatnotallmodesareappropriateforeacharea.Encourageefficientmulti‐modaltransportationsystemsthatarebasedonregionalprioritiesandcoordinatedwithcountyandcitycomprehensiveplans.Policy4–Safety&SecurityItisthepolicyoftheBFCGtoprovideatransportationsystemthatmaintainsandimprovessafetyandsecurityinallaspectsofthetransportationnetwork,includingbothusersandnon‐usersofthesystem.ActionStrategiesSupportandpromoteregion‐wideparticipationinthestate’seffortstoidentifytrafficsafetyneedsandguideinvestmentdecisionstoachievesignificantreductionsintrafficfatalitiesandseriousinjuriesonallpublicroads(SHSP:TargetZero).Supportandpromoteprogramsthatensurebothstructurallyandoperationallysafeandsecurepedestrian,bicycle,automobile,truck,rail,waterway,andairtravelmovement.Encouragedevelopmentoftransportationsafetygoals(e.g.roadsafetytargetsandpolicies)toprovidedirectiontothesafetycomponentofaplan.Encourageinteragencycooperationbetweengovernmentalandprivateenterprisestoincreaseoverallsafetyandsecurityawareness.Promotehighlevelsofsafetystandardsforallmodesoftransportationsothatusersfeelsafeandsecureastheytravel.Implementtrafficcalmingmeasurestoreduceautomobilespeedsinpedestrianareas,suchasresidentialneighborhoodsandschoolzones.EncouragecitiesandcountiestoseekcompetitivefundingsolutionsthroughWSDOT’sSafeRoutestoSchoolsProgram.Policy5–SafetyConsciousPlanning(SCP)ItisthepolicyoftheBFCGtopromoteintegrationofurbanlanduseandtransportationplanningeffortsthroughimplementationofsafetyconsciousplanning.ActionStrategiesMonitornationaleffortstowarddevelopmentofauser‐friendlycollisionpredictionmodelandtheassociatedanalyticaltechniquestodiagnoseandidentifyareasinwhichthereispotentialtoimprovetheinherentsafetyofthetransportationsystem.Promotesafetyconsiderationsaskeycriteriainevaluatingprojectsandprogrammingexpenditures.Ensurethatthemeasuresincorporatedinaplaneffectivelyreflectroadsafetyissues.
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Encourageplanimplementationstrategiesthateffectivelyimplementandreflectroadsafetyprioritiesandfinancialprogramming.StresstheneedforSCPinlanduseplanningdecisionsandprocesses.StressthatSCPisalsoanintegralpartoftransportationplanningforallmodesoftravel.Policy6‐EnvironmentalResponsibilityItisthepolicyoftheBFCGtoprovidearegionaltransportationsystemthatlimitsandmitigatesadverseandharmfulimpactsontheenvironment.ActionStrategiesEnsureallelementsoftheRTPsupportenvironmentalresponsibilityinordertomeetfederalandstaterequirements.Promoteenvironmentallyefficientmodesoftransportationsuchastransit,HOVs,bicycling,andwalkinginordertominimizenegativeimpactsontheenvironment.Promotedevelopmentofalternativestoactionsthatadverselyimpacttheenvironment.Coordinatewithlocalagenciesinidentifyingandmitigatingtheeffectsofthetransportationsystemonsensitiveareas.Promotethepreservationofagriculturallandsandopenspacesandtheconservationoffishandwildlifehabitat.Promoteconsistencywithenvironmentalrulesandregulations.Policy7‐TransportationFinancingItisthepolicyoftheBFCGtopromotefundingstrategiesthatensureregionalfinancialstabilityforthetransportationnetwork.ActionStrategiesWorkwithcommunity,businessandcitizeninterestgroupstoestablishagreementontransportationneedsandtoseeksupportonfundingmeasurestofinancecapitalimprovementprojects,includinginnovativefinancingstrategies.Encouragethestatelegislaturetoindexthestatemotorfueltaxtoinflationtoforestallever‐decreasingbuyingpower.Encouragethestatelegislaturetoconsiderfundingalternativestothegastaxasvehiclesgetmorefuelefficient,hybridize,orusealternativefuels.Encouragethestatelegislaturetoexempttransportationconstructionprojectsfromtheretailsalestaxthatcurrentlyshiftstransportationfundsbackintothegeneralfund.Policy8‐IntergovernmentalCooperationIncludingRegionalConsistency&CertificationItisthepolicyoftheBFCGtoprovidearegionaltransportationplanningprocessthat1)Coordinatesfederal,state,regional,andlocalcomprehensiveplans,policiesandlegislationand2)Emphasizescooperationamongjurisdictions.
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ActionStrategiesContinuetoencourageactiveparticipationbyallmembersoftheTri‐MATSMPO/RTPOstructureatthetechnical,policy,andboardlevels,includingtheformationofspecialcommitteesforspecificprojectsorprograms.Promoteandhostmeetingsandworkshopspertinenttoregionaltransportationissues,policies,andplanning.Coordinatebetweenstateandmemberjurisdictionsconcerningtechnicalmethodsanddatatoidentifyandanalyzeneedsofregionalsignificance.Provideforcoordinationbetweenthestateandmemberjurisdictionsonmajortransportationdecisionsinvolvingalltransportationmodes.Developregional“guidelinesandprinciples”toserveasaguidefordeveloping,updating,andreviewinglocalcomprehensiveplantransportationelements.(SeeAppendixC).CertifythatthetransportationelementsofcomprehensiveplansconformtotheappropriaterequirementsofRCW36.70A.070andrecommendstepstomeettheRCWrequirementsinWashingtonAdministrativeCode(WAC)365‐195‐325.CertifyconsistencybetweenthetransportationelementsoflocalcomprehensiveplansandthisRegionalTransportationPlan.DetermineconsistencyofcitycomprehensiveplantransportationelementswiththeCountywideplanningpoliciesadoptedbytherespectiveBoardsofCountyCommissionersandthecitieswithinthosecounties.DevelopachecklistforcertifyingconformityoftransportationelementswiththeGMAandtheRegionalTransportationPlan.(SeeAppendixC)Discussandresolveanyinconsistenciesidentifiedduringthecertificationprocess,firstwithjurisdictionalstaff,andifnecessary,attheTechnicalandPolicyAdvisoryCommitteelevels.TheBFCGBoardwillmakethedecisiononanyissuesofinconsistency.Policy9‐CitizenInvolvementandPublicEducationTheBFCGinJuly1994adopted“PublicInvolvementProceduresforTransportationPlanning”(lastrevisedandadoptedJanuary2008).TheBFCGdevelopsandmaintainson‐goingprogramsthatincludecitizenparticipationinalltransportationrelateddecisions.ActionStrategiesMakeinformationabouttransportationplans,policies,projects,andprogramsavailabletothepublicinanunderstandableform.Developongoingpubliceducationprogramsandtransportationforumsaboutregionalandstatewidetransportationplanningtoassurethepublicisinformedoncurrentissues,proposedimprovements,newtechnologies,andupcomingevents.Continuetoapprisethemedia(newspapers,radio,andtelevision)ofnewsworthytransportationinformationforpublicationorgeneraldisclosure.Arrangeinterviews,printanddistributeflyers,etc.
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Continuetoincludeup‐to‐datetransportationinformationintheBFCGmonthlynewsletter(circulation300).ContinuetoexpandandimproveBFCGPublicInvolvementProcedurestoattainthemosteffectivecitizeninvolvementandawareness.Communicatewithpotentialusersofthetransportationsystem,includingtheprivatesector,toensurethattransportationdecisionsthatimpactprivatefacilitiesorpublicservicesarecoordinatedwiththeaffectedusersorindustries.Policy10–Livability,Sustainability&LandUseItisthepolicyoftheBFCGtoencouragetransportationrelateddecisionsthatmaintainandenhancelivabilityandsustainabilityforallcitizensandcommunitieswithinBenton,Franklin,andWallaWallacounties.ActionStrategiesPromotetransportationprojectsandimprovementsthatsupportcommunitygoalsofaccesstojobs,affordablehousing,andgoodschools.Maximizetransportationchoicesthatwillimproveregional,community,andneighborhoodlivability.Promotetransportationprojectsandimprovementsthatenhanceandprotectacommunity’saestheticvalues.Workwithcitizensandcommunitygroupstoassuretransportationprojectssupportlivabilitywithinneighborhoodsandcommunities.Promotetheprovisionofgreenbelts,parks,andpathsandpreservationofopenspacerelativetotransportationimprovementprojectsandnewinfrastructuredevelopment.Encourageinfilldevelopmentandredevelopmentinareaswhereaccesstoalternativetransportationisprovided.Supportdevelopmentsthatprovideoptionsforpeopletolive,work,andshopinthesameareasandaccomplishday‐to‐dayneedsclosetohomeviamobilityoptionsotherthansingle‐occupancyvehicles.Supportincreaseddensitiesandin‐filldevelopmentforefficientuseofurbanlandwhilestillmaintainingopen‐spaceareaandresidentialprivacyandsafety.Strivetoimprovecirculationandaccesswithinareasthataremostlikelytosupportmixed‐usedevelopments,in‐filldevelopment,andincreaseddensity.SupporttheeffortsoftheAllianceforaLivableandSustainableCommunity.Policy11‐PedestriansandBicyclesItisthepolicyoftheBFCGtopromotepedestrianandbicycletravelasessentialmodesoftransportationbothwithinexistingcommunitiesandnewdevelopmentandtoprovideopportunitiesforthesafeandefficientuseofpedestrianandbicyclefacilitiesasalegitimatealternativetomotorizedtravelandforimprovedhealth.
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ActionStrategiesDevelop,implement,andmaintain,apedestrianandbicycleplanthatisconsistentwithfederal,state,andlocalpedestriangoalsandobjectives.1
EstablishBicycle/PedestrianAdvisoryCommittee(BPAC)tooversee,promote,review,andmakerecommendationsonregionalbicycleandpedestrianissues.Assignahighprioritytotheprovisionofbicycleandpedestrianaccessinlocalcomprehensiveplans.Encouragelocaljurisdictionstodevelopordinanceswhichrequiretheprovisionofsafe,adequate,andconvenientaccessforpedestriansandbicyclesinnewdevelopment.Encourageprovisionofsidewalksandbicyclelanesonarterialsandschoolroutes.EncouragelocaljurisdictionsandschooldistrictstocooperativelyseekfundsthroughWSDOT’sSafeRoutestoSchoolsProgram.Encouragetheconnectionofparks,openspaces,waterandotherrecreationareastoresidentialareaswithbicycleandpedestrianpathsandwhenappropriate,equestrianpaths.Promotetheadoptionofefficientnon‐motorizedcompatiblelandusepatternsandzoningrequirements.Encourageconsiderationofpedestrian/bicycletransportationneedsrelativetoallurbantransportationimprovementprojectsandsubdivisiondevelopments.1See2010RegionalBicycleandPedestrianTransportationPlanforBenton,FranklinandWallaWallaCountiesandTri‐CitiesUrbanArea,October2010BFCG.Policy12‐TransitElementItisthepolicyoftheBFCGto1)SupportBenFranklinTransitandValleyTransitandtheirgoalsandpolicies;2)Promoteatransitsystemwhichoffersalternativestothesingleoccupancyvehicle;3)Promoteatransitsystemthatoffersservicestocitizenswithspecialtransportationneeds;4)Promotelandusepatternsthatsupporttheuseoftransit;and5)SupportintercitybusservicebetweenWallaWallaandtheTri‐Cities.ActionStrategiesSupportourtransitagenciesintheireffortstomaintaineffectiveandpredictableoperationsofthetransitsystemstomeetcustomers’expectations.SupporttheGrapeLine’scontinuationofintercitybusservicebetweenWallaWallaandtheTri‐Cities.Integratetheregionaltransitsystemswithothermodesoftransportationincludingair,rail,auto,bicycles,andpedestrianstofacilitatesmoothinter‐modalconnections.Evaluatethepossibilityofprovidingfurtherintercitytransitserviceasaviablealternativetohighwayexpansion.
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PeriodicallyreevaluatetheviabilityofprovidingsomeformoftransitservicetothoseruralRTPOcommunitiesnotcurrentlyhavingsuchservice.Encouragetransitfriendlylanduseplansanddevelopmentpatterns.Supportservicestothosecitizenswithspecialtransportationneeds.SpecialtransportationneedsasdefinedbyRCW47.06B.012;“Personswithspecialtransportationneeds”meansthosepersons,includingtheirpersonalattendants,whobecauseofphysicalormentaldisabilityincomestatus,orageareunabletotransportthemselvesorpurchasetransportation.Policy13‐TransportationDemandManagement/CommuteTripReductionItisthepolicyoftheBFCGtopromotestrategiesthatofferlow‐costsolutionstocapacitychallengesonourstreetsandhighways.ActionStrategiesWorkwithWSDOT,BenFranklinTransit,urbanjurisdictions,andmajoremployerstodevelopandimplementavoluntaryCommuteTripReductionprogramfortheTri‐Citiestoreducesingleoccupancyvehicleuse,vehiclemilestraveled,andminimizetriplengthduringpeakperiods.Overallbenefitswillbereducedcongestionanddelay,cleanerairandlessfuelconsumption.Continuetoworkwithdecision‐makers,jurisdictions,andotheragenciestoencouragetheDepartmentofEnergy(DOE)toimplementtheFederalEmployeesCommuteTripSubsidyProgram.Encourageemployerstoofferflexibleworkschedules(flextime);telecommuting,4‐dayworkweek,andotherincentivesthatreducepeakperiodtravelandlessentheneedforroadwaycapacity.Encouragecommercialdriverstomakedeliveriesandtheshippingoffreightduringoff‐peakhours.Investigatewaysinwhichparkingcanbemanagedtodecreasedrivealonecommuters.Explorelandusestrategiesthatcanreducetheuseofsingleoccupancyvehicles.ContinuefacilitationoftheurbanTransportationDemandManagementCommittee.Policy14‐StreetsandHighwaysItisthepolicyoftheBFCGtoencourageanetworkofstreetsandhighwaysthat1)Supportsabalancedandefficientmulti‐modaltransportationnetwork;2)Isaccessibleforavarietyofusers;3)Meetstheneedsforsafelymovingpeople,goods,andservicesthroughouttheregion;4)Contributestothelivabilityofbothurbanandruralcommunities.ActionStrategiesEncourageconsiderationofmulti‐modalneedsandaccessibility,includingpedestriansandbicycles,freightandgoodsmovement,etc.,relativetoallurbantransportationimprovementprojectsandsubdivisiondevelopments.Promotetransportationimprovementsthatenhancecommunityaccessandlivability.Promotetransportationimprovementsthatmeetinfrastructureneedsoftheregion’smajorsourcesofeconomicgrowthandvitality,includingrecreationandtourism.Maintainthearterialstreetsystemforthesafeandeconomicalmovementofpeople,goods,andserviceswithinandthroughtheregionandtopromoteadiversifiedeconomy.
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Encouragepreservationoftransportationcorridorsforfuturegrowth.Policy15‐Air/Waterways/RailItisthepolicyoftheBFCGtoencourageairandrailpassengerfacilitiesandservicesandriverandrailfreightfacilitiesandservicesthatenhanceregionaleconomiccompetitiveness.ActionStrategiesEnsurethattheimpactofsurroundingdevelopmentonairportoperationsisminimizedandadjacentlandusedecisionsareconsistentwithairportoperations.Promoteexpansionofmainlinefreightrailroadcapacitybytherailroadsandtheimprovementofrailaccesstoandefficientuseofinter‐modalterminalsandports.Promotecontinuationandimprovementoffreightserviceonbranchandlightdensityraillinesandpreservationofanyessentiallinesthreatenedwithabandonment.Supportandencourageprojectstoreduceoreliminateconflictsbetweentrainsandvehiclesand/orpedestrians.Continuetorejectandopposeriverdraw‐downsbelowcurrentoperatinglevelsandremovalorbreachingofanydamsonthelowerSnakeRiverorColumbiaRiversystems.TheMinimumOperatingPool(MOP)shouldbemaintainedbytheCorpsofEngineerstoensurethepreservationofthe14footfederalnavigationchannel.SupporttheUSArmyCorpsofEngineersintheirongoingeffortstodredgetheColumbiaRiver/SnakeRiversystem.SupportandencouragetheCorpsofEngineerstocontinueSnakeRiverdredgingasneededtopreservetheviabilityofportfacilitiesatClarkston,Washington,andLewiston,Idaho.Policy16‐FreightMovementItisthepolicyoftheBFCGtoencouragesafeandefficientfreightmovement;supportinter‐modalfreightfacilities;andensurethatanyharmfuleffectsoffreightmovementaremitigatedwiththeusersofthesystem.ActionStrategiesGatherandmaintainfreightinformationforallappropriatemodes.Coordinatewithlocaljurisdictions.PeriodicallyreviewandupdatetheregionalportionofthestatewideFreightandGoodsTransportationSystem.Evaluatefreightmovementneeds,restrictions,opportunities,andconstraintswithintheregion.Examinehazardscreatedbyfreightmovementtolocalcommunitiesandsearchforsolutionstomitigateinequitiesorhazards.Encouragelocalcomprehensiveplanstoaddresstheissueoffreightmovementwithintheirboundariesandaddresstheimpactsassociatedwithlanduseandfreightmovement.Supportprivatesectorinvestmentsinadvancedtechnologiesandmanagementsystemsthatsupportregionalgoalsandpolicies.
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ApplytherecommendationsfromtheEasternWashingtonInter‐modalTransportationStudy(EWITS)andtheStrategicFreightTransportationAnalysis,bothbyWashingtonStateUniversity,toapplicablepoliciesandstrategies.Promoteandencourageall‐weathersurfacingoffarm‐to‐marketroadssubjecttoheavytruckusageandseasonalclosuresorweightrestrictions.Encouragefreightaccessimprovementstoagriculturalprocessing,industrialfacilities,ports,railterminalsandothershippingfacilities.Encouragethelocationoffreightfacilitiesadjacenttoappropriateexistingarterialsandtransportationhubsandencouragetheconsolidationoffreightfacilitieswhereverfeasible.SupporteffortsbytheCorpsofEngineersandthestatesofWashington,Oregon,andIdahotorestoreandupgradetheColumbia/SnakeRivernavigationsystemtostrengthenourpositionintheinternationaltrademarket.ContinuesupportoftheWSDOTintheireffortstofindsolutionstothechallengesassociatedwithI‐90overSnoqualmiePass.SupportWSDOT in efforts to secure funding for the completion of the I‐90 improvements overSnoqualmiePass.Policy17–IntermodalismItisthepolicyoftheBFCGtoencourageandmaintainanaccessibleintermodalpassengerandfreightnetworkwithtransportationhubstofacilitateaccesstourbanandruraldestinationswhilemaintaininganefficientandbalancedtransportationsystem.ActionStrategiesIdentifymajortransportationterminals,facilities,routes,andcorridorsthatconnectpassengerandfreightmovementswithotherintermodalfacilities.Developanintermodalplanoutliningtheregion’sstrategiestodealwithanyconstraintstoincreasingintermodalism.Recognizetheabilityofeachmodetoenhancetheefficiencyofothermodes.Explorethepossibilityofothermodescontributingtotheoverallefficiencyofthenetworksuchaswaterwaysandrail.Encouragethedevelopmentorexpansionofefficientfreightandpassengerintermodalfacilitiesthatexpeditetransfersbetweenmodes,routes,andcarriers.Workwithlocaljurisdictionstodevelopandpromoteregionalintermodalfacilitiestoavoidduplicationofservices.Policy18–TransportationandEconomicsItisthepolicyofBFCGtoacknowledgeandpromotetransportationashavingafundamentalroleingrowingandmaintainingahealthyandstrongregionaleconomy.
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ActionStrategiesSupporttransportationprojectsthatprovideservicefornew,expandingorexistingindustry/businessesintheregion.Acknowledgetheextensivediversityofcommercewithintheregion.Encourageandsupporttransportationinfrastructureimprovementsandexpansionprojectsthateliminatecongestionpointsandsupportastrongeconomythroughpromotionofeconomicdevelopmentandincreasedemploymentopportunities.Supportimprovementstofreightroutesinordertomoveproductsandcommoditiesinandoutoftheregionforeconomicgrowthaswellastheemploymentstabilitycreatedbytheactivity.Supporttransiteffortstoserveemploymentcentersanddeveloppark&ridelots.Recognizehowprojectsmayimpacttherecreationandtourismtrade.ContinuesupportforthedevelopmentandfundingofastatewideAllWeatherRoad(AWR)systemthatallowsfortheyear‐roundmovementofagriculturalproducts,consequentlystrengtheningtheruraleconomy.Policy19–MaintenanceandPreservationItisthepolicyoftheBFCGtopromotethemaintenanceandpreservationoftheexistingregionalmulti‐modaltransportationsystem.ActionStrategiesRecognize both a federal and state emphasis onmaintaining a safe and efficient existing systemratherthanbuildingadditionalcapacity.Encourageschedulingofmaintenanceandpreservationthatwillachievelowestlife‐cyclecosts.Promotedetailed inventoriesandanalysisof transportationsystems;understanding thisexercisecantakeavarietyofformsthatmayormaynotincludeadvancedcomputertechnologies.Encourage discussions regarding the funding challenges for preservation of the existing multi‐modalsystem.(FromtheBFCG2011‐2032RegionalTransportationPlan,ChapterThree)
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CHAPTERSEVEN–MODELRESULTSANDMETROPLITANTRANSPORTATIONSYSTEMEVALUATION
MODELRESULTS&TRANSPORTATIONSYSTEMEVALUATION
INTRODUCTIONAfterthemodeliscalibratedtoexistingtrafficvolumes,itisthenpossibletoevaluatewhateffectsplannedroadprojectsandgrowthpatternswillhaveupontheroadnetwork.Thisisachievedbyusingprojectedlandusedatacoupledwithroadimprovementsplannedbylocaljurisdictions.Aswithallmodels,theyareatooltoevaluatetheimpactsoffuturechange.Itisimportanttorecognizethestrengthofaregionalmodelisintheevaluationofcorridor‐basedvolumesandregionaltrends.Attentionshouldbegiventothosecorridorsthatshowmultiplepointsofcongestion,ratherthansinglesegments.Specificspotforecastsandevaluationarebetterlefttomicro‐levelevaluationthroughothermeans.ThemodelreplicatestrafficpatternsduringatypicalweekdayPMpeak‐houroftravelforthescenarioyear.Forecastvolumesaremeanttoillustratetrendsandnotabsoluteflows.Itisimportanttorememberthatwhilethemodeliscalibratedwelltoregionalvolumes,theremaybesomeareasofcongestionwhichmaynotappearinmodelresults.Conversely,theremaybesomelocationswherethemodelmayreflectcongestedconditionswherenoneexist.Additionally,theremaybeareaswherecongestionisprominentduringadifferentperiodofday,thanthePMpeak‐hour.Intheseinstances,BFCGstaffandlocaljurisdictionshavereviewedresultsandhaveseparatelylistedknownareasofconcernthatmaynototherwiseappearintheevaluation.PORTRAYINGCONGESTION/LEVELOFSERVICEThemodelingpackagecanportrayresultsinavarietyofmeasures‐somelendingthemselveswelltowrittendiscussionsregardingcongestion,andothersthatdonot.Onemeasurewidelyunderstoodthatlendsitselfwelltovisualportrayalofresultsisusingprojectedvolumesagainstthecapacityofaroadway.ThischapterwillrelyonVolumetoCapacity(V/C)ratiosforthepurposesofdiscussionregardingpotentialcongestion.Inthesimplestterms,aroadsegmentwithlittleornovolumewouldhaveaV/Crationearzero,whileasegmentoperatingatits’statedcapacitywouldhaveaV/Cratioequaltoone.Asageneralrule,V/Cratiosinexcessof.85indicatecongestionislikelyuponthatsegment.V/Cratiosareshownthrougharangeofcolors,beginningwithgreentonesnearzeroescalatingtoyellowtonesuptoaV/Cequalto.85.SegmentswithaV/Cinexcessof.85areconsideredcongestedandshadedinpinkforemphasis.ProjectedPMpeak‐hourvolumesuponeachroadsegmentareshownbothbyagraduatedlinethicknessandalsonumericallyabovetheroadways.Figure7‐1belowprovidesamodelimageportrayingV/Cratios,withvolumesreflectedbythicknessoflineandlabelsuponeachsegment.This(2010calibration)exampleshowsSR395BlueBridgesouthboundhavingaV/Cinthe.75‐1.00range,withthenorthboundV/Cratiointhe.50‐.75range.V/Cratiosinexcessof.85areevidentuponsegmentsofYelmandBentonStreetsinKennewick.LevelofService(LOS)isawidelyusedterminevaluationoftransportationfacilities.LevelofServicecanbemeasuredatintersectionsandalongroadwaysegments,withascalesimilartoareportcardwhereAisfavorableandFisundesirable.Withintheurbanarea,memberjurisdictionshaveadoptedLOSDasbeingacceptable.LOScalculationsatintersectionsvarydependinguponthetypeofintersectioncontrol(stoporsignal),whetherallapproachesarecontrolled,andthedelaysassociatedwiththosecontrols.LOScalculationsuponroadsegmentsvaryaswell,dependentuponavarietyoffactorsincluding:roadwayclass,segmentspeed,frequencyofaccesspoints,presence
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ofpedestrians/bicyclists,turnlanes,andterrain.WhileneitherintersectionnorroadwayLOScalculationsarefeasibletocompleteattheregionallevel,V/Cratiosdoprovideacontextthatcanbecomparable.Forinstance,aV/Cequalto.85orabovewouldbeindicativeofanLOSEorF.2010BASE‐YEARRESULTSThebaseyearforthemodelwas2010andcloselyreflectsthetrafficvolumes,astheyexistedduringthePMpeak‐hourofatypicalweekdaythatyear.Thebase‐yearscenarioistypicallyusedasacontroltoensurethemodeliscalibratedtoactualtrafficcounts–ascongestionisevidenttoalldriverswhoexperienceconditionsuponthelocalroadways.AreasthatresultinV/Cratiosinexcessof.85(indicatingcongestion)duringthebase‐yearwere:
SR240eastboundbetweenRoute10andStevensDrive GeorgeWashingtonWaynearI‐182 SR240eastboundtoI‐182westbound(nearAaronheadedtowardQueensgate) GageBlvdeastbound,eastofSteptoe YelmStreetatIntersectionswithSR395andKennewickAve SR395southboundrampmovementsbetweenSR397I/CandCourtStI/C I‐182eastboundramptoRd100 Road100betweenSandifurandI‐182I/C Road68northboundnorthofI‐182I/C
ThegreatestvolumestravelupontheSR240,I‐182,andSR395corridorsthatstretchthroughouttheTri‐Cityarea.Congestionismostlylimitedtoareassurroundingthesestateroutesandtheirconnectiontolocalarterials.Delaysatsignalizedintersectionsresultinthepredominanceofdelaysupontheseroutes.OTHEROPERATIONALCONCERNSNOTIDENTIFIEDBYMODELThereinvariablyarelocationsinallmodelswhoseactualconditionsarenotreflectedwellwithinthemodel.BFCGstaffandlocaljurisdictionshavereviewedthemodelfindings,andhaveidentifiedlocationswherevolumesarehigherthanportrayedbythemodel,orotherwiserealizedasbeingcongestedbaseduponotherconditions.Identificationoftheselocationsisimportantwhenconsideringthebase‐yearmodel,becauselocationsthatappearlowwithinthecalibratedmodelarelikelytomodelsimilarlyinfuturescenarios.Thefollowinglocationshavebeenidentifiedasareasofcongestionwherethemodelresultsdonotadequatelyportrayexistingconditions:
SR240“Bypass”–delaysatsixsignalizedintersectionsonroute SR395,HildebrandttoYelm–delaysatsevensignalizedintersectionsalongroute I‐182InterchangesatRoad100andRoad68‐rampdelaysaccessinglocalarterials ClearwaterBlvd.‐EdisonSt.toSR395 SR397(AinsworthAve)‐4thAveto10thAvewestbound
OPERATIONALCONCERNSFORAMPEAK‐HOURThereareseverallocationsinthemodelareathathaveoperationsproblemsduringthemorningcommute,orotherperiodsoutsidethePMpeak‐hour.WiththemodelfocusuponthePMpeak‐hour,andthepredominanttravelpatternsinthearea,theselocationsarelikelytonotappearwithinthemodelresults.BFCGstaff,withthehelpofWSDOTandthelocaljurisdictions,hascompiledthefollowinglisttoidentifytheselocations.
SR240westboundramptoI‐182westbound SR240“Bypass”–delaysatsixsignalizedintersectiononroute
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Queensgate–eastboundaccesstoI‐182eastbound ColumbiaCenterBlvd–northboundaccesstoSR240westbound Burden/Road68accessingI‐182westbound I‐182eastboundofframptoSR240northbound At‐graderailroadcrossingsonLeslie,Edison,WashingtonSt./Fruitland,SR397
(FromtheBFCG2011‐2032RegionalTransportationPlan,Chapter7,pages7‐1to7‐4)
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CHAPTERTEN‐PLANIMPLEMENTATIONPERFORMANCEMEASUREMENTMonitoringtheperformanceoftheregionaltransportationsysteminvolvesthemeasurementofchangesinspecificfactorsovertime.“TransportationTrendsandKeyFacts”releasedbyBFCGin2010summarizesdataonmultipleaspectsofboththemetropolitanandregionaltransportationsystemsovertime.ThereportpresentsdataintheareasofGrowingTravelDemand,TransportationSystemandTransportationImpacts.TheTransportationTrendsreportisavailableontheBFCGwebsiteat:http://www.bfcog.us/transportation.html.Trackingchangesregion‐wideprovidesinformationtolocalandregionalpolicymakersandeducatesinterestedcitizens.Feedbackfromperformancemonitoringcanleadtoprogramandgoalmodification,moreintensiveevaluationofspecificfactors,changesinthetypesofdatacollected,orimprovementstothetransportationsystem.PerformanceMeasuresTwopotentialhighwaysystemperformancemeasuresarereviewedbelow.Additionalaspectsoftheregionaltransportationsystemtopicsormodesthatmaybetrackedarealsodiscussed.SystemperformancemeasureswillbeevaluatedandincorporatedintosubsequentRTPupdates.TheperformancemonitoringoftheRTPwillbecompletedandreportedasapartofthebiennialRTPreview.HighwayPerformanceMeasuresThesedataaregenerallyusedtoassessstreetcapacitydeficiencies.Nosinglemeasurecanprovideacompleteassessmentofthetransportationsystem.Eachanalyticaltechniquemeasuresadifferentperformancelevel.Astreetsegmentorintersectionthatisperformingpoorlyusingonemeasuremayfunctionadequatelyaccordingtoothercriteria.Eachmeasureindicatesadifferentrangeofresponsesthatcouldaddresstroubleareasidentifiedintheanalysis.Currently,dataavailablefortrackingroadsystemperformanceincludes:TrafficVolumesTrafficvolumesareprimarilyusefulforensuringthatroadwayimprovementsareadequatetoaddressthedemandsofpeaktravelperiods.Trafficvolumesareoneofmanydatainputsoftheregionaltransportationmodelandareusedtoprojecttheregion’stravelbehaviorandtheefficiencyofroadwaysegments.VehicleMilesTraveledThenumberofvehiclemilestraveled(VMT)inaregionrevealsarelationshipbetweenlanduseandthetransportationsystem.AverageVMTpervehicletripisoftenusedtocalculategenerallyhowfarmotoristscommutebetweenhomeandwork.The2010Tri‐Citiestrafficmodelprovidestheabilitytoextractvehiclemilestraveledoncriticalsegmentsofthemetropolitanstreetandhighwaysystem.RevisionofthemetropolitanareamodeleveryfiveyearsforRegionalTransportationPlanupdatesaffordstheopportunitytotrackchangesinvehiclemilestraveledinthemodelarea.
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Level‐of‐ServiceTypically,performancestandardsthatmeasuretrafficcongestionarepresentedinthecontextoflevel‐of‐service(LOS)measures.Thesearemeasuresofobservedtrafficvolumecomparedwithcapacityalongroadwaysegmentsandameasureofdelayatintersectionsandramps.DatarequirementsforcalculatingtheLOSofarterialsincludeexistingstreetcapacity,trafficvolumes,andtraveltime.JurisdictionstypicallyadoptLOSCinruralareasandLOSDinurbanareas.AdditionalTransportationSystemMeasurementsStreetsandhighwaysareasignificantcomponentofthetransportationsystemintheRTPO,butadditionalelementscouldbemeasured.Someofthesearelistedbelow.SeasonalWeightRestrictionsSeasonalweightrestrictionsonruralcountyfreightandgoodsroutesarediscussedinChapterTwoasaregionaltransportationissueorconcern.Duringspringfreeze/thawcyclesthosefreightandgoodsroutesnotadequatelysurfacedcansufferdamageifweightrestrictionsarenotimposed.Trackingprogresstowardall‐weathersurfacingthoseroutesisaneasilyattainableperformancemeasure.PublicTransportationThedatarequiredtomeasuretheeffectivenessofpublictransportationincludesridershiptrendsandtheprovisionofservicetotransitdependentcitizens.Thesedatarequirementsshouldbeequaltoorexceedbaselinecalculations.BenFranklinTransitandValleyTransitmaintainrecordsonridershiptrendsandprovisionofservices.FreightTransportationPerformanceMeasuresFreighttransportationisveryimportanttotheeconomicvitalityofthisagriculturalregion.Aneffectivefreightsystemrequiresswiftandeconomicaltransport.Thedatarequiredtomeasuretheneedsandeffectivenessofthefreighttransportationsystemincludesanestimateoftheamountoffreighttransportedandadeterminationofdeficienciestoincludetravelroutes,frequencyoftransport,timeoftransports,andotherconstraints.FreighttonnagewascollectedfortheFreightandGoodsTransportationSystem(FGTS),whichcategorizedroadwaysbasedonthelevelofannualfreighttonnageinordertoidentifyroadsegments,whichplayasignificantroleinmovementofgoodsinthestate.Otherdatawillneedtobecollectedtoestablishbaselinerecords.AirTransportationPerformanceMeasuresTheRTPencouragesairtransportationofpeopleandfreightbyminimizingtheimpactofsurroundingdevelopmentonairportoperations.Datarequiredtomeasureairtransportationincludetheamountoffreightandpassengerstransportedandadeterminationofdeficienciestoincludeprovisionofservicedemandandfrequency.Aperformancestandardforthesedatacouldbetonotdecreasebelowthebaselinelevel.BoththePortofPasco(Tri‐CitiesAirport)andthePortofWallaWalla(WallaWallaRegionalAirport)collectannualfreightandpassengerstatistics.RailTransportationPerformanceMeasuresRailservicesintheRTPOregionareveryimportanttothetransportoffreightandpassengers.Datarequirementsformeasuringtheeffectivenessoftherailsystemincludetheamountoffreighttransportedandthenumberofpassengersserved.Dataonraildeficienciesshouldalsoincludethenumberofcrossings,theamountoflinetrackageincompliancewithstandards,andfrequencyofservice.Theperformancestandardsforthedatarequiredareitsbaselinemeasurements.Baselinedatawillneedtobegathered.
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Non‐MotorizedTransportationPerformanceMeasuresThenon‐motorizedtransportationsystemcomponentincludescommuterandrecreationalbikeroutesandpedestriansidewalksandpathways.Emphasisisgiveninourcitiesandtownstoprovidingsidewalksalongallarterialsandschoolroutesandtoconnectingparksandresidentialareaswithbicycleandpedestrianpathswheneverpossible.Thedatarequiredtomeasurethenon‐motorizedsystemmayincludepedestrianandbicycleusageoftheexistingtrailsystem,non‐motorizedtravelpatterns,theexistingconnectionsbetweenpathsandparksorresidentialareas,sidewalklocations,andthenumberofimprovementsmadetotheexistingpedestriansystemtomeetADArequirements.Theperformancestandardsforthesefacilitiescouldbetoexceedbaselinelevels.Thebaselinemeasurementforsidewalksincludeslocatingthemonallarterialsandschoolroutes.Baselinedataisnotavailableandwouldhavetobegatheredforthissystemcomponent.Multi‐ModalTransportationSystemIncreasedintegrationoftransportationmodesintheregionaltransportationsystemcanresultinmoreefficientuseofexistinginfrastructureandprograms.Multi‐modalperformancemeasurescouldbedeterminedbyhouseholdtravelsurveysindicatingthepercentageoftripstakenbyalternativetransportationmodestothesingle‐occupantvehicle.IntermodalTransportationschemeThenumberofinter‐modalconnectionsintheregion,andthemodesplitbetweenthetransportationoffreightbytruck,rail,barge,orair.Theperformancestandardforthenumberofinter‐modalconnectionsandmodalsplitbetweentruck,barge,andrailintheregioncouldbetoremainatorexceedthebaselinecalculation.CoordinationTheeffectivenessofcoordinationeffortsbetweenRTPOmembers,systemstakeholders,andotherinterestgroupsandcitizensisdifficulttoevaluate.However,qualitativedatacanbegatheredbysurveyingpersonstoassessopinionsandevaluatecoordinationrelatedaccomplishments.Theperformancestandardcouldbeanoveralladequacyratingofregionaltransportationplanningcoordination.Thereiscurrentlynobaselinemeasurementofthisrating.(FromtheBFCG2011‐2032RegionalTransportationPlan,Chapter10,pages10‐4to10‐6)
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CHAPTERTEN‐REGIONALTRANSPORTATIONSTRATEGIES
Regionaltransportationstrategiesareusedtoimplementtheregionalgrowthstrategydiscussedabove.Thestrategiesidentifyandaddressalternativetransportationmodeswithintheregion,enhanceindividualtransportationmodesaswellasinter‐modalconnectionsand,asappropriate,promotetransportationdemandmanagement.Countywideplanningpoliciesandpoliciesfromlocalcomprehensiveplansthatareregionalinscopeandregionallyconsistentprovidethebasisfortheregionaltransportationstrategies. Meetthetransportationinfrastructureneedsoftheregion’smajorsourcesofeconomic
growthandvitality.Projectsthatmeetthisconditionareimprovementsthatdirectlyfacilitatethemovementofgoodsorpeopleinamannerthatprovidesanetbenefittotheregionasawhole.Thiswouldincludetheimprovementoftherecreationalroadwaysystemtoattractvisitorsfromoutsidetheregion;theimprovementoftheportionsofthehaulroadsystemandaccesstowaterports,railheads,andairports.Developmentofthesecomponentsoftheroadwaysystemfacilitatesmovementthatgeneratesincomefortheregion’sprincipalindustriesandcontributestoregionaldevelopment.
Supportthecoordinationoflanduseandtransportationdecisions.
Thereareportionsoftheregionwhichareundergoingsignificantdevelopmentwithregardtolanduse.ChaptersSixandSevenhavedescribedtheseinsomedetail.Projectsthatsupportoraccommodatelandusedevelopmentintheseareasmeetthiscondition.
Improvemulti‐jurisdictionalcoordinationtoavoidtransportationsystemdeficiencies.
Thisappliestosituationswhereaprojectrequiresinvolvementofeithermorethanonelevelofgovernment,adjacentgovernmentaljurisdictions,oragreementsbetweenpublicandprivatesectorentities.Inthecaseofallthesepartnerships,theadministrativeoversight,financing,andotheraspectsofprojectdevelopmentcanbesharedandmakeaproductiveoutcomemorelikely.
Promoteefficientmultimodaltransportationsystemsandconnections.
Projectsshouldevaluateandaddresstheneedsofallformsoftransportation,includingpublictransit,pedestriansandbicyclists.Multimodalconnectionsshouldbereadilyaccessible,convenientandprovidesmoothtransitionsbetweenmodes.
Promoteeffectiveintermodaltransportationsystemsandconnections.Opportunitiesforintermodalfacilitiesarefew.Existingfacilitiesshouldbemaintainedandthedevelopmentofnewintermodalfacilitiesencouraged.RailexandthePortofPascoBigPascofacilityareexamples.
EnsuresufficientrailandroadaccesstotheSnakeandColumbiaRiverportfacilities
andensuresufficientinfrastructure(i.e.bargeslips,docks,andstoragefacilities)atthoseports.BargetransportationontheSnake/ColumbiaRiversystemisvitaltotheeconomyoftheregion,thestate,andtheentirenorthwest.Withoutthatcompetitiveoption,thecostsoftransportingbyrailortruckwouldsurelyincrease.Furthermore,massiverailandroadcapacityimprovementswouldbeneededtomovethosecommoditiesnowshippedbybarge.
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ActivelysupporttheUSArmyCorpsofEngineers(COE)intheireffortstomaintain
adequatedepthinthelowerColumbiaRivershipchannelAlso,supporttheCOE’songoingeffortstodredgeandmaintainsufficientclearanceforbargetrafficontheSnakeRiverfromtheLewiston/ClarkstonareatotheColumbiaRiverneartheTri‐Cities.Asstatedabove,shipmentoffreightbybargeisasignificantcomponentoftotalfreighttrafficforgoodstravelingfromtheRTPOtothecoast.InternationalshippingisvitaltoWashington’scontinuedeconomicgrowth.Continuedviabilityoftheriversthemselvesiscriticaltosuccessfulmaintenanceofthisfreightmode.
Promoteinnovativefinancingstrategies.Decreasedtransportationrevenuesmakeitimperativethatinnovativefinancingstrategiesbeutilizedtogetthemostpossiblebenefitfromavailablefunds.Innovativefinancingstrategiescaninvolvepartneringbetweenjurisdictionsandmayalsoincludetheprivatesector.
(FromtheBFCG2011‐2032RegionalTransportationPlan,Chapter10,pages10‐2to10‐4)
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APPENDIXCCMPCorridorTrackingMatrix
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InSeptember2013,FHWAstaffmetwithBFCGstafftoreviewthestatusofTMAimplementation.At themeeting,aCorridorTrackingMatrixwasdescribed. Its importanceasa trackingtool tobeusedtopresentachronologyoftheprogressoftheCMPimplementationwasemphasized.FHWAstaffsuggestedinclusionofanexistingimprovementtouseasanexampleofimplementingthematrix.RichlandandKennewickhaveprovidedexamplesforthatpurpose.
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CORRIDOR DATA PERFORMANCEMEASURE STRATEGIES
KeeneRoadWidening
RegionalModelprojectedtrafficvolumesgreaterthanexistingtrafficlanescouldaccommodate
TrafficCounts;RegionalModelupdates AdditionalLanes;SignalizedIntersections;AccessControl
ColumbiaCenterBoulevard‐ClearwaterAvenuetoWillametteAvenue
Counts(onSteptoeStreetandColumbiaCenter),RegionalModelprojectionsshowingneedforcapacityimprovement
LOS,TravelTimeandTravelTimeReliability,Counts(todeterminetrafficreductionsasaresultofSteptoeStreet)
Signalphasingandcrosswalkchanges.Lanereconfigurationsandlaneadditions.Constructionofalternateparallelroute(SteptoeStreet).Removalofat‐graderailcrossingbetweenClearwater&Deschutes
QueensgateDrive:KeeneRoadtoDuportailStreetTrafficcountsandtraveltimedatawillbecollectedandanalyzed.
GeorgeWashingtonWay:ColumbiaPointDrivetoHornRapidsRoad
Asegmentofthiscorridorwasidentifiedinthe2011MTPashavingav/cgreaterthan.85.
Trafficcountsandtraveltimedatawillbecollectedandanalyzed.
StevensDrive:SR240toHornRapidsRoadTrafficcountsandtraveltimedatawillbecollectedandanalyzed.
ColumbiaCenterBoulevard(CCB):ClearwaterAvenuetoWillametteAvenue
Trafficcountsandtraveltimedatawillbecollectedandanalyzed.
ClearwaterAvenue:US395toKelloggStreetTrafficcountsandtraveltimedatawillbecollectedandanalyzed.
Road68:ChapelHillBoulevardtoSandifurParkwayAsegmentofthiscorridorwasidentifiedinthe2011MTPashavingav/cgreaterthan.85.
Trafficcountsandtraveltimedatawillbecollectedandanalyzed.
Road100:ChapelHillBlvd.toSandifurParkwayAsegmentofthiscorridorwasidentifiedinthe2011MTPashavingav/cgreaterthan.85.
Trafficcountsandtraveltimedatawillbecollectedandanalyzed.
CourtStreet:Road40to20thAvenueTrafficcountsandtraveltimedatawillbecollectedandanalyzed.
20thAvenue:LewisStreettoArgentRoadTrafficcountsandtraveltimedatawillbecollectedandanalyzed.
SR240:Milepost20.48(Route10)toMilepost28.84(StevensDrive)
Asegmentofthiscorridorwasidentifiedinthe2011MTPashavingav/cgreaterthan.85.
Trafficcountsandtraveltimedatawillbecollectedandanalyzed.
SR240:Milepost30.63(JadwinAvenue)toMilepost34.57(SR182offramp)
Trafficcountsandtraveltimedatawillbecollectedandanalyzed.
SR182:Milepost.87(DallasRd)toMilepost4.40(I‐182westboundon‐rampfromGeorgeWashingtonWaysouthbound)
Asegmentofthiscorridorwasidentifiedinthe2011MTPashavingav/cgreaterthan.85.
Trafficcountsandtraveltimedatawillbecollectedandanalyzed.
HistoricalProjectExample:CityofRichland
HistoricalProjectExample:CityofKennewick
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CORRIDOR SOLUTION IMPLEMENTATION ASSESSMENT
KeeneRoadWidening
Addedadditionallaneseachdirection;Installedsignalizedintersections;establishedaccesscontrollimitingtheamountofdriveways
Corridorwaswidenedin3phaseswiththefinalphasecompletedin2012.
Currenttrafficcountsandmodelingindicatethiscorridorisoperatingwithanacceptablelevelofservice
ColumbiaCenterBoulevard‐ClearwaterAvenuetoWillametteAvenue
Allitemsin"Strategies"between2004andpresent.
At‐graderailcrossingremovalandaddedtravellanesbetweenClearwaterandDeschutesin2004‐2005,FlashingYellowArrow,allowingoptimalphasingandcoordinationsolutionsin2005‐2006.LanechangesatQuinault&Grandridgein2006and2011respectively.Crosswalkchangesin2012.AdditionofSteptoeStreetparallelroutein2013.
Increasedtraveltimereliabilityduetoremovalofat‐graderailcrossing.Reducedtraveltimesasaresultofimprovedphasingandsignalcoordination.Reduceddelayonsidestreetsatsomelocationsduetolaneconfigurationchangesandphasingefficiencies.13%reductioninAverageDailyTrafficonColumbiaCenterBoulevardbetweenDeschutesandClearwaterwithanticipatedreducedtraveltimesandcongestionthatgoalongwithit.
QueensgateDrive:KeeneRoadtoDuportailStreet
GeorgeWashingtonWay:ColumbiaPointDrivetoHornRapidsRoad
StevensDrive:SR240toHornRapidsRoad
ColumbiaCenterBoulevard(CCB):ClearwaterAvenuetoWillametteAvenue
ClearwaterAvenue:US395toKelloggStreet
Road68:ChapelHillBoulevardtoSandifurParkway
Road100:ChapelHillBlvd.toSandifurParkway
CourtStreet:Road40to20thAvenue
20thAvenue:LewisStreettoArgentRoad
SR240:Milepost20.48(Route10)toMilepost28.84(StevensDrive)
SR240:Milepost30.63(JadwinAvenue)toMilepost34.57(SR182offramp)
SR182:Milepost.87(DallasRd)toMilepost4.40(I‐182westboundon‐rampfromGeorgeWashingtonWaysouthbound)
HistoricalProjectExample:CityofRichland
HistoricalProjectExample:CityofKennewick
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APPENDIXDCongestedCorridorData
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This appendixwill be comprisedof separate sectionson each corridor.Each sectionwill containmaps(collisionsandinjuries,signalization, landuse,etc.)anddataspecific toeachcorridor. Thelevelofdetailofinformationoneachcorridorwillbeaugmentedovertime.
CMPCONGESTEDCORRIDORS
RICHLANDCONGESTEDCORRIDORSQueensgateDrive:KeeneRoadtoDuportailStreetGeorgeWashingtonWay:ColumbiaPointDrivetoHornRapidsRoadStevensDrive:SR240toHornRapidsRoad
KENNEWICKCONGESTEDCORRIDORSColumbiaCenterBoulevard(CCB):ClearwaterAvenuetoWillametteAvenueClearwaterAvenue:US395toKelloggStreet
PASCOCONGESTEDCORRIDORSRoad68:ChapelHillBoulevardtoSandifurParkwayRoad100:ChapelHillBoulevardtoSandifurParkwayCourtStreet:Road40to20thAvenue20thAvenue:LewisStreettoArgentRoad
WSDOTCONGESTEDCORRIDORSSR240:Milepost20.48(Route10)toMilepost28.84(StevensDrive)SR240:Milepost30.63(JadwinAvenue)toMilepost34.57(SR182offramp)SR182:Milepost.87(DallasRd)toMilepost4.40(I‐182westboundon‐rampfromGeorge
Washington Way southbound)
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QueensgateDriveCharacteristicsoftheCorridorExtent:KeeneRoadtoDuportailStreetLength:0.84milesFunctionalClassification:MinorArterialTransitRoutes:39K,39HW,110
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QueensgateDriveCollisionData
I/SMid‐Block TOTAL I/S
Mid‐Block TOTAL I/S
Mid‐Block TOTAL
2010 2010 2010 2011 2011 2011 2012 2012 2012
Injuries&FatalitiesSummary
TotalFatalities 0 0 0 0 0 0 0 0 0
TotalInjuries 0 1 1 4 6 10 5 0 5
PedestrianInjuries 0 0 0 0 0 0 0 0 0
PedestrianFatalities 0 0 0 0 0 0 0 0 0
BicyclistInjuries 0 0 0 0 0 0 0 0 0
BicyclistFatalities 0 0 0 0 0 0 0 0 0
NatureofCollisions
Rear‐End 0 2 2 2 2 4 0 0 0
TurningMovement 1 0 1 1 1 2 5 1 6
AngleorSideSwipe 0 0 0 0 2 2 0 4 4
FixedObject 0 0 0 2 1 3 0 0 0
BackingUp 0 0 0 0 0 0 0 0 0
Bicyclist 0 0 0 0 0 0 0 0 0
Pedestrian 0 0 0 0 0 0 0 0 0
ParkedMotorVehicle 0 0 0 0 0 0 0 0 0
Overturn 0 0 0 0 0 0 0 0 0
Total 1 2 3 5 6 11 5 5 10Source:WSDOTStatewideTravelandCollisionDataOffice
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GeorgeWashingtonWayCharacteristicsoftheCorridorExtent:ColumbiaPointDrivetoHornRapidsRoadLength:6.07milesFunctionalClassification:PrincipalArterialTransitRoutes:23,26,27,120,225
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GeorgeWashingtonWayCollisionData I/S Mid‐Block TOTAL I/S Mid‐Block TOTAL I/S Mid‐Block TOTAL
2010 2010 2010 2011 2011 2011 2012 2012 2012
Injuries&FatalitiesSummary
TotalFatalities 0 0 0 0 0 0 0 0 0
TotalInjuries 29 18 47 35 18 53 23 9 32
PedestrianInjuries 0 0 0 1 1 1 0 1
PedestrianFatalities 0 0 0 0 0 0 0 0 0
BicyclistInjuries 4 1 5 4 0 4 2 1 3
BicyclistFatalities 0 0 0 0 0 0 0 0 0
NatureofCrashes
Rear‐End 26 33 59 21 19 40 29 18 47
TurningMovement 11 3 14 15 4 19 15 4 19
AngleorSideSwipe 24 9 33 20 9 29 15 8 23
FixedObject 1 1 2 2 3 5 2 0 2
BackingUp 0 0 0 0 0 0 0 0 0
Bicyclist 1 1 2 4 0 4 1 1 2
Pedestrian 4 0 4 1 0 1 1 0 1
ParkedMotorVehicle 0 0 0 0 0 0 0 0 0
Overturn 0 0 0 0 0 0 0 0 0
Miscellaneous 0 0 0 0 0 0 0 1 1
Total 67 47 63 35 63 32 Source:WSDOTStatewideTravelandCollisionDataOffice
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StevensDriveCharacteristicsoftheCorridorExtent:SR240toHornRapidsRoadLength:2.93milesFunctionalClassification:PrincipalArterialTransitRoutes:23,27
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StevensDriveCollisionData
I/SMid‐Block TOTAL I/S
Mid‐Block TOTAL I/S
Mid‐Block TOTAL
2010 2010 2010 2011 2011 2011 2012 2012 2012
Injuries&FatalitiesSummary
TotalFatalities 0 0 0 0 0 0 0 0 0
TotalInjuries 1 3 4 8 3 11 0 2 2
PedestrianInjuries 0 0 0 0 0 0 0 0 0
PedestrianFatalities 0 0 0 0 0 0 0 0 0
BicyclistInjuries 0 0 0 0 0 0 0 1 1
BicyclistFatalities 0 0 0 0 0 0 0 0 0
NatureofCollisions
Rear‐End 2 1 3 6 1 7 0 0 0
TurningMovement 0 0 0 2 0 2 0 0 0
AngleorSideSwipe 1 1 2 2 4 6 1 1 2
FixedObject 1 4 5 0 2 2 0 3 3
BackingUp 0 0 0 0 0 0 0 0 0
Bicyclist 0 0 0 0 0 0 0 1 1
Pedestrian 0 0 0 0 0 0 0 0 0
ParkedMotorVehicle 0 0 0 0 0 0 0 0 0
Overturn 0 0 0 0 1 1 0 0 0
Miscellaneous 0 1 1 0 1 18 0
Total 4 7 11 10 9 36 1 5 6Source:WSDOTStatewideTravelandCollisionDataOffice
![Page 65: TRI‐CITY METROPOLITAN AREA TRANSPORTATION STUDYbfcog.us/.../05/2013-Congestion-Management-Process.pdf · 2013 Tri‐MATS Congestion Management Process Page 2 Benton‐Franklin Council](https://reader034.fdocuments.us/reader034/viewer/2022050212/5f5e3f71562863107b57fb95/html5/thumbnails/65.jpg)
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ColumbiaCenterBoulevardCharacteristicsoftheCorridorExtent:ClearwaterAvenuetoWillametteAvenueLength:1.26milesFunctionalClassification:PrincipalArterialTransitRoutes:110,39,39K,42,48,50
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ColumbiaCenterBoulevardCollisionData
I/SMid‐Block TOTAL I/S
Mid‐Block TOTAL I/S
Mid‐Block TOTAL
2010 2010 2010 2011 2011 2011 2012 2012 2012
Injuries&FatalitiesSummary
TotalFatalities 0 0 0 0 0 0 0 0 0
TotalInjuries 30 6 36 31 11 42 26 8 34
PedestrianInjuries 0 0 0 0 1 1 3 0 3
PedestrianFatalities 0 0 0 0 0 0 0 0 0
BicyclistInjuries 0 0 0 0 0 0 0 0 0
BicyclistFatalities 0 0 0 0 0 0 0 0 0
NatureofCollisions
Rear‐End 13 14 27 18 8 26 15 11 26
TurningMovement 30 2 32 27 5 32 29 2 31
AngleorSideSwipe 15 4 19 24 10 34 17 7 24
FixedObject 0 2 2 1 1 2 2 0 2
BackingUp 0 1 1 0 0 0 0 0 0
Bicyclist 0 0 0 0 0 0 0 0 0
Pedestrian 0 0 0 0 1 1 2 0 2ParkedMotorVehicle 0 0 0 0 0 0 0 0 0
Overturn 0 0 0 1 1 2 0 0 0
Miscellaneous 0 0 0 0 0 0 0 1 1
Total 58 23 81 71 26 97 65 21 86Source:WSDOTStatewideTravelandCollisionDataOffice
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ClearwaterAvenueCharacteristicsoftheCorridorExtent:US395toKelloggStreetLength:2.01milesFunctionalClassification:PrincipalArterialTransitRoutes:41,42,47,120,160
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2013Tri‐MATSCongestionManagementProcess
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ClearwaterAvenueCollisionData
I/SMid‐Block TOTAL I/S
Mid‐Block TOTAL I/S
Mid‐Block TOTAL
2010 2010 2010 2011 2011 2011 2012 2012 2012
Injuries&FatalitiesSummary
TotalFatalities 0 0 0 0 0 0 0 0 0
TotalInjuries 25 35 60 17 24 41 25 30 55
PedestrianInjuries 2 1 3 2 1 3 1 1 2
PedestrianFatalities 0 0 0 0 0 0 0 0 0
BicyclistInjuries 0 0 0 1 0 1 1 2 3
BicyclistFatalities 0 0 0 0 0 0 0 0 0
NatureofCollisions
Rear‐End 16 25 41 13 28 41 19 31 50
TurningMovement 15 5 20 11 8 19 8 8 16
AngleorSideSwipe 22 20 42 22 21 43 18 16 34
FixedObject 4 2 6 0 2 2 2 3 5
BackingUp 0 0 0 0 0 0 0 0 0
Bicyclist 0 0 0 1 0 1 0 2 2
Pedestrian 1 1 2 1 1 2 0 0 0
ParkedMotorVehicle 0 0 0 0 0 0 0 0 0
Overturn 0 2 2 1 0 1 0 2 2
Miscellaneous 0 0 0 1 0 1 0 0 0
Total 58 55 113 50 60 110 47 62 109Source:WSDOTStatewideTravelandCollisionDataOffice
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Road68CharacteristicsoftheCorridorExtent:ChapelHillBoulevardtoSandifurParkwayLength:1.17milesFunctionalClassification:MinorArterialTransitRoutes:67
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Road68CollisionData I/S Mid‐Block TOTAL I/S Mid‐Block TOTAL I/S Mid‐Block TOTAL
2010 2010 2010 2011 2011 2011 2012 2012 2012
Injuries&Fatalities
TotalFatalities 0 0 0 0 0 0 0 0 0
TotalInjuries 14 4 18 23 5 28 30 5 35
PedestrianInjuries 0 0 0 0 0 0 0 0 0
PedestrianFatalities 0 0 0 0 0 0 0 0 0
BicyclistInjuries 0 0 0 0 0 0 0 0 0BicyclistFatalities 0 0 0 0 0 0 0 0 0
NatureofCollisions
Rear‐End 13 8 21 15 4 19 13 10 23
TurningMovement 7 2 9 11 6 17 9 3 12
AngleorSideSwipe 9 5 14 10 6 16 6 10 16
FixedObject 1 1 2 0 0 0 2 0 2
BackingUp 0 0 0 0 0 0 0 0 0
Bicyclist 0 0 0 0 0 0 0 0 0
Pedestrian 0 0 0 0 0 0 0 0 0
ParkedMotorVehicle 0 0 0 0 0 0 0 0 0
Overturn 0 0 0 0 0 0 0 0 0
Miscellaneous 0 0 0 0 0 0 0 0 0Source:WSDOTStatewideTravelandCollisionDataOffice
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Road100CharacteristicsoftheCorridorExtent:ChapelHillBoulevardtoSandifurParkwayLength:0.57milesFunctionalClassification:MinorArterialTransitRoutes:66,67,225
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Road100CollisionData
I/SMid‐Block TOTAL I/S
Mid‐Block TOTAL I/S
Mid‐Block TOTAL
2010 2010 2010 2011 2011 2011 2012 2012 2012
Injuries&Fatalities
TotalFatalities 0 0 0 0 0 0 0 0 0
TotalInjuries 1 0 1 4 1 5 4 0 4
PedestrianInjuries 0 0 0 2 0 2 0 0 0
PedestrianFatalities 0 0 0 0 0 0 0 0 0
BicyclistInjuries 0 0 0 0 0 0 0 0 0
BicyclistFatalities 0 0 0 0 0 0 0 0 0
NatureofCollisions
Rear‐End 0 0 0 0 1 1 1 1 2
TurningMovement 5 0 5 1 0 1 2 0 2
AngleorSideSwipe 2 0 2 1 0 1 0 1 1
FixedObject 0 0 0 1 0 1 2 0 2
BackingUp 0 0 0 0 0 0 0 0 0
Bicyclist 0 0 0 0 0 0 0 0 0
Pedestrian 0 0 0 1 0 1 0 0 0
ParkedMotorVehicle 0 0 0 0 0 0 0 0 0
Overturn 0 0 0 0 0 0 0 0 0
Miscellaneous 0 0 0 0 0 0 0 0 0
Total 7 0 7 4 1 5 5 2 7Source:WSDOTStatewideTravelandCollisionDataOffice
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CourtStreet
CharacteristicsoftheCorridorExtent:Road40to20thAvenueLength:1.25milesFunctionalClassification:PrincipalArterialTransitRoutes:60,62,67,225
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2013Tri‐MATSCongestionManagementProcess
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CourtStreetCollisionData
I/SMid‐Block TOTAL I/S
Mid‐Block TOTAL I/S
Mid‐Block TOTAL
2010 2010 2010 2011 2011 2011 2012 2012 2012
Injuries&Fatalities
TotalFatalities 0 0 0 0 0 0 0 0 0
TotalInjuries 18 10 28 18 3 21 23 7 30
PedestrianInjuries 0 0 0 0 0 0 2 5 7
PedestrianFatalities 0 0 0 0 0 0 0 0 0
BicyclistInjuries 0 0 0 1 0 1 0 0 0
BicyclistFatalities 0 0 0 0 0 0 0 0 0
NatureofCollisions
Rear‐End 8 7 15 9 6 15 14 2 16
TurningMovement 6 3 9 6 2 8 6 0 6
AngleorSideSwipe 10 11 21 11 7 18 18 10 28
FixedObject 1 6 7 2 2 4 2 3 5
BackingUp 0 0 0 0 0 0 0 0 0
Bicyclist 0 0 0 1 0 1 0 0 0
Pedestrian 0 0 0 0 0 0 2 4 6
ParkedMotorVehicle 0 0 0 0 0 0 0 0 0
Overturn 0 0 0 0 0 0 0 0 0
Miscellaneous 0 0 0 0 0 0 0 1 1
Total 25 27 52 29 17 46 42 20 62Source:WSDOTStatewideTravelandCollisionDataOffice
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20thAvenueCharacteristicsoftheCorridorExtent:LewisStreettoArgentRoadLength:1.83milesFunctionalClassification:PrincipalArterialTransitRoutes:60,62,64,65,160,225
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2013Tri‐MATSCongestionManagementProcess
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North20thAvenueCollisionData
I/SMid‐Block TOTAL I/S
Mid‐Block TOTAL I/S
Mid‐Block TOTAL
2010 2010 2010 2011 2011 2011 2012 2012 2012
Injuries&Fatalities
TotalFatalities 0 0 0 0 0 0 0 0 0
TotalInjuries 14 6 20 17 1 18 6 5 11
PedestrianInjuries 0 0 0 0 0 0 1 0 1
PedestrianFatalities 0 0 0 0 0 0 0 0 0
BicyclistInjuries 0 1 1 1 0 1 0 0 0
BicyclistFatalities 0 0 0 0 0 0 0 0 0
NatureofCollisions
Rear‐End 8 9 17 6 5 11 4 6 10
TurningMovement 8 0 8 5 0 5 3 3 6
AngleorSideSwipe 7 3 10 12 2 14 12 12 24
FixedObject 2 0 2 1 0 1 0 0 0
BackingUp 0 0 0 0 0 0 0 0 0
Bicyclist 0 1 1 1 0 1 0 0 0
Pedestrian 0 0 0 0 0 0 1 0 1
ParkedMotorVehicle 0 0 0 0 0 0 0 0 0
Overturn 0 0 0 1 0 1 1 0 1
Miscellaneous 0 0 0 0 0 0 0 0 0
Total 25 13 38 26 7 33 21 21 42Source:WSDOTStatewideTravelandCollisionDataOffice
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SR240
CharacteristicsoftheCorridorExtent:Milepost20.48(Route10)toMilepost28.84(StevensDrive)Length:8.34milesFunctionalClassification:Freeway/Expressway
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SR240:Route10toStevensDrive 2010 2011 2012
Injuries&Fatalities
TotalFatalities 0 0 0
TotalInjuries 0 12 4
PedestrianFatalities 0 0 0
BicyclistInjuries 0 0 0
BicyclistFatalities 0 0 0
NatureofCollisions
Rear‐End 1 4 1
TurningMovement 0 0 0
AngleorSideSwipe 3 3 3
FixedObject 1 2 0
BackingUp 0 0 0
Bicyclist 0 0 0
Pedestrian 0 0 0
ParkedMotorVehicle 0 0 0
Overturn 0 0 0
Miscellaneous 2 1 5
Total 7 10 9Source:WSDOTStatewideTravelandCollisionDataOffice
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SR240BypassCharacteristicsoftheCorridorExtent:Milepost30.63(JadwinAvenue)toMilepost34.57(SR182offramp)Length:4.12milesFunctionalClassification:Freeway/Expressway
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2013Tri‐MATSCongestionManagementProcess
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SR240:JadwinAvenuetoI‐182 2010 2011 2012
Injuries&Fatalities
TotalFatalities 0 0 1
TotalInjuries 34 23 39
PedestrianFatalities 0 0 0
BicyclistInjuries 0 0 0
BicyclistFatalities 0 0 0
NatureofCollisions
Rear‐End 39 32 31
TurningMovement 0 1 2
AngleorSideSwipe 8 14 14
FixedObject 8 3 1
BackingUp 0 0 0
Bicyclist 0 0 0
Pedestrian 0 0 0
ParkedMotorVehicle 0 0 0
Overturn 2 3 0
Miscellaneous 1 5 3
Total 58 58 51Source:WSDOTStatewideTravelandCollisionDataOffice
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SR182CharacteristicsoftheCorridorExtent:Milepost.87(DallasRd)toMilepost4.40(I‐182westboundon‐rampfromGeorgeWashingtonWaysouthbound)Length:3.92milesFunctionalClassification:Interstate
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I‐182:DallasRoadtoI‐182 2010 2011 2012
Injuries&Fatalities
TotalFatalities 0 0 0
TotalInjuries 4 10 10
PedestrianFatalities 0 0 0
BicyclistInjuries 0 0 0
BicyclistFatalities 0 0 0
NatureofCollisions
Rear‐End 5 7 4
TurningMovement 0 0 0
AngleorSideSwipe 6 2 9
FixedObject 5 2 11
Overturn 1 2 1
Miscellaneous 1 4 4
Total 18 17 29Source:WSDOTStatewideTravelandCollisionDataOffice
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APPENDIXETravelTimeDataCollection
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CMPTRAVELTIMEDATACOLLECTIONTheprocessdescribedbelowhasnotbeentestedinactualpractice.Itmayremainessentiallyasoutlinedorevolvethroughimplementation.Ifthatisthecase,changeswillbeidentifiedinsubsequentiterationsoftheCMP.DataCollectionTechniquesAvehicleisequippedwithaGPSreceiverandrecordingdevice.Thisdeviceisconnectedbeforetherunsonthecorridorarestartedandunpluggedoncetherunsarecompleted.Corridorshavebeendefinedelsewhereinthisdocument.Inaddition,thedefinitionisfluid;theextentofeachcorridorwillberevisitedtodeterminewhetheritisstillappropriate.DrivingForthepurposeofthesestudies,driversareinstructedtodriveataspeedthatapproximatestheflowoftraffic.Theyweretonotpurposelygetstuckbehindslow‐movingtraffic,ormatchspeedswiththefastestdrivers.Onmulti‐laneroadswithorwithoutacenterturnlane,itwassuggestedthatthelanenexttothecenterbeusedfortravel.RepetitionIfpossible,driversareinstructedtocompleteasmanycircuitsaspossibleduringtheallottedtimeperiod(see“TimePeriods”below).Forsomecorridorsasmanyas8or9circuitsmaybepossible;forothers,eventhreecircuitsmaynotbepossibleduetocongestionand/orlength.SpecialCircumstancesIntheeventofextremeweathersuchasheavyrain,snow,orice,ormajortrafficeventssuchasaccidentsorconstruction,datagatheringalongacorridorwouldbepostponed.Thecorridorwouldbeswitchedwithanothercorridor,iftrafficeventswerethecause,orscheduledforalaterdate,ifweatheristhereason.TimePeriodsInconsideringmeasurementoftraveltime,oneconcernthatsurfaced,andmustbeaddressedasthetraveltimecollectionprocessevolves,isthelengthofpeakperiodcongestionandmeasurementissuesthatpresents.AlthoughacorridorisconsideredcongestedbasedonthenatureoftrafficintheTri‐Cities,thecongestionmayhavea15‐or20‐minutepeakperiod,ratherthanamoreconventionalone‐hourpeak.Thispresentsmeasurementfrequencychallengesthatneedtobeaddressed.TheseincludethenumberofGPSrunsthatcanbeaccomplishedinsuchashorttime,andthenumberofrunsthatconstituteasufficientdataset.Thisemphasizestheimportanceofcoordinatedplanningwitheachjurisdictionpriortothecorridordrives.ThereissomeskepticismastotheefficacyoftheGPSmethodologygeneratingconsistentdataoncorridorswithaveryshortwindowofcongestion.Thedatacollectiontimeframeswillbe“morningcommute”and“eveningcommute”incontrastto“AMpeak”or“PMpeak”.CooperationandconsultationamongjurisdictionsandBFCGwillbeneededtoestablishbothwhenandhowfrequentlytraveltimemeasurementsaremadeandtheschedulemaytakeafewiterationstofinalize.Conventionally,threetimeperiodsaredefinedasimportantinprovidinginformationonhowtheregion’sroadsareoperating.Thesetimeperiodsaredefinedbasedonwhenthe‘peak’traveloccurs.Thesetimeperiodswillbeadjustedasneededinthefuturetotakeintoconsiderationnewinformationthatsuggeststhepeakperiodsareshifting.
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Asitstandstoday,thetimingoftraveltimeGPSrunshasyettobedetermined.Decisionswillvarybyjurisdictionandbyindividualcorridor.DecisionswillbebasedonconversationsamongjurisdictionstaffandBFCGstaff.
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APPENDIXFTransitSystemData
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TRANSITDATABenFranklinTransit(BFT)currentlydoesnotcapturepassengerdatainamannerapplicabletotheCMPneeds.However,theagencyisintegraltotwoprogramsthatmateriallyaffectcongestioninthemetropolitanareaandaregermanetotheCMPprocess.ThoseprogramsareBFTVanpoolProgramandthemetropolitanareaparkandridesystem.Muchofthetextandallofthetablesandfiguresarefromthe2011‐2032MTP.Ifappropriate,theywillbeupdated.
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BenFranklinTransitVanpoolProgramAsdiscussedearlier,theBFTVanpoolprogrambeganinthe1980sandhasbeenevolvingsince.BenFranklinTransitcurrentlyhas260Vanpoolvansontheroad,theirprimarydestinationistheHanfordArea,andtheirvanpoolserviceranksfourthinthestateinnumberofvansinservice.BasedonBFTdataasofSeptember2013,theprogramaveraged2,352,381passengermilespermonthwhilecarryinganaverageof73,975passengerspermonthsofarthisyear.TableXandFigureXandXpresentdatashowingthegrowthoftheBFTvanpoolprogramovertime.Thesearefromthe2011MTPandwillbeupdated.
TABLE4:BENFRANKLINTRANSITVANPOOLOPERATIONSDATA1995‐2010
BenFranklinTransitVanpoolOperationsData1995‐2010
YearAverage#
VansOperatedTotalMiles
TotalPassengers
PassengerIncrease
MileageIncrease
%RidershipIncrease
%MileageIncrease
1995 921,563,423 466,862 237,134 756,951 51% 48%
2000 1411,998,723 574,055 107,193 435,300 19% 22%
2005 1882,716,309 733,443 159,388 717,586 22% 26%
2010 3124,962,773 1,261,396 527,953 2,246,464 42% 45%
Source:BenFranklinTransitVanpoolProgram
FIGURE2:BENFRANKLINTRANSITVANPOOLRIDERSHIP–1990TO2010
‐
200,000
400,000
600,000
800,000
1,000,000
1,200,000
1,400,000
1990 1995 2000 2005 2010
TotalPassengers
TotalPassengers
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FIGURE3:BENFRANKLINTRANSITVANPOOLMILES–1990TO2010
SourceforFigures:BenFranklinTransitVanpoolProgram
MetropolitanAreaParkandRideSystemTheexistingparkandridesystembegandevelopmentintheearly1980’s.Currentlyitiscomprisedof15formalparkandridelotsinBentonandFranklinCountiesandanumberofinformallots.Thissectionwillreviewdataconcerningtheformalparkandridelots.OccupancydatapresentedinthissectionhasbeencollectedbytheWSDOTSouthCentralRegionalofficeinYakima.Thetwo‐countyareainventoryofparkandridelotsincludesbothparkandrideandparkandpoolfacilities,whileownershipofmostformalmetropolitanareaparkandridelotsissplitbetweentheWSDOTandBFT.BFTalsoleasesafewparkandridesites.Distinguishingbetweenthetwo,WSDOTfacilitiesareprimarilyparkandpoollotsadjacenttomajorroadwayintersectionssuchasSR240/SR224orI‐182/Queensgateandaresitedtocapturethevanpoolandcarpooluser.BFT‐ownedparkandridefacilitiesarelocatedattransitcentersintheirrespectivecommunities.Thefocusofthesefacilitiesisonthetransituserratherthanthecommuter,thoughcommutersmayusethem.Also,developmentoftheWSDOTfacilitiesgenerallyprecededthatoftheBFTlots.AcriticaldistinctiontonotebetweentheTri‐CityareaparkandridesystemandthegreatmajorityofparkandridesystemsisthatthecentralpurposeoftheTri‐Citiesparkandridesystemwas/istoprovideconvenientparkingfacilitiesforvanpoolsandcarpools.Inmanymetropolitanareas,parkandridelotsprimarilyprovideparkingfortransfertoexpressbusesoramasstransitsystem.BenFranklinTransit’sserviceandroutesystemarenotdesignedtoprovidetransportationfromthesefacilitiestoworksites,thoughpeopleusetransittogettoworklocationsservedbythefixedroutesystem.Table5identifiesfacilityownership,facilitytype,andshows2010occupancydatafortheformalparkandridelotsystemintheTri‐Citiesarea.Evaluatedcollectively,theaverageannualmonthlyoccupancyrate,andutilizationoftheTri‐Citiesparkandridesystemisincreasing.Systemcapacityhasrisenfrom657stallsin2001to1,555stallsin2010,anincreaseofmorethan130percent.ParkandRidelotusage,basedonaveragemonthlysystemoccupancy,decreasedfrom2001,with42percentofcapacitybeingutilized,until2006with28percentofcapacitybeingutilized.Usagehasbeenincreasingsince,withthedatashowingaveragesystemmonthlyoccupancytobeat54percentin2010.
‐
1,000,000
2,000,000
3,000,000
4,000,000
5,000,000
6,000,000
1990 1995 2000 2005 2010
TotalMiles
TotalMiles
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Table5alsoindexestheParkandRidelotsinMap3andcontains2010occupancydataforeachsite.ParkandRidelotsintheTri‐CitiesmetropolitanareaareshowninMap3.
TABLE5:PARKANDRIDELOTSINBENTONANDFRANKLINCOUNTIES
PARK&RIDEFACILITIESBENTONANDFRANKLINCOUNTIES
SiteID# Facility FacilityOwner
FacilityType Capacity
2010AvgMonthlyOccupancy
2010AvgMonthly%Occupancy
1 StacyAvenueStation Prosser/BFT Park&Ride 28 10 48%
2 SR225&DaleAvenueBentonCity/BFT Park&Ride 37 31 83%
3 I‐82&SR224Interchange WSDOT Park&Pool 30 24 81%
4 WestRichlandTransitCenter WRichland/BFT Park&Ride 27 19 69%
5 FlatTopParkParkingLot WestRichland Park&Ride 127 62 49%
6 SR224&SR240Intersection WSDOT Park&Pool 89 68 76%
7 I‐182&QueensgateInterchange WSDOT Park&Pool 139 6 5%
8 KnightStreet&GoethalsDrive BFT Park&Ride 33 7 20%
9 WSDOT‐ColumbiaParkTrail WSDOT Park&Pool 249 196 79%
10 West27thAvenue&SouthUnionStreet Kennewick Park&Pool 50 40 81%
11WestClearwaterAve&NorthHuntingtonSt BFT Park&Ride 135 35 26%
12 ParkStreet&22ndAvenue BFT Park&Ride 50 19 38%
13 StevensDrive&SpenglerRoad PortofBenton Park&Pool 350 253 72%
14 TRAC TRAC Park&Pool 172 70 40%
15 US395&YelmStreet Kennewick Park&Pool 39 17 43%
Source:2007Tri‐CitiesMetropolitanAreaParkandRideLotReport;WSDOTSouthCentralRegionMonthlyParkandRideInventory
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Map3:Park
andRideLotsin
Benton
andFran
klinCou
nties
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APPENDIXGTransportationSystemComponentsintheCMPStudyArea
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ThisappendixcontainsmapsshowingvariouselementsofthemetropolitantransportationsystemandintheCMPstudyarea.Theyinclude:The2013FederalFunctionalClasssystem,the2013BFTfixedroutebusroutes,the2011WSDOTFreightandGoodsSystemandbikepathsfromthe2009BFCGbikemap.
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MAP4:CMPStudyAreaandthe2013FederalFunctionalClassSystem
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MAP5:CM
PStu
dyA
reaandthe2
011WSDOTFreigh
tandGood
sTran
sportation
System
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MAP6:CMPStudyAreaandthe2013BFTTransitRoutes
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MAP7:CM
PStu
dyA
reaand2009BFCG
BikeM
apRoutes
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APPENDIXHPublicComment
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Notice of availability of the CMP for review online was mailed to more than 240 agencies andindividuals on the BFCGTransportation Section Public OutreachMailing List. One commentwasreceived.ThatcommentandtheBFCGreplyarebelow.
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Benton‐FranklinCouncilofGovernments1622TERMINALDRIVE RICHLAND,WASHINGTON99352
______________________________________________________________________________________________
November26,2013Ms.LisaAndersonTri‐CityRailroadCompany2579StevensDrivePOBox1700Richland,Washington99354Re:Tri–CityRailroadCommentonthe2013CongestionManagementProcessDearMs.Anderson:ThankyouverymuchfortakingthetimetocommentoncongestionmanagementintheTri‐Cities,specificallythepotentialeffectsofincreasedrailtrafficonthePortofBentonraillinewestofRichland.The2013CongestionManagementProcess(CMP)doesnotaddresstherailloopprojectyoureference.Timeconstraints–theCMPhasaduedateofJanuary18thfordeliverytofederaltransportationagencies–andtherecentemergenceoftheloopprojecthavenotallowedsufficienttimetoaddresstheissue.DevelopmentoftheCMPisongoing.CurrentlyagencydiscussionshavescheduledtheCMPforanupdateintwoyears.TheCouncilofGovernmentsisawareoftheissueoftheeffectsofrailonstreetcongestionandthetopicwillbeapartoftheupdate.IfyouhaveanyfurtherquestionsImaybereachedat(509)943‐[email protected],LenPavelka,TransportationPlannerBentonFranklinCouncilofGovernments