Section 10-A414. T-3.1 TRANSPORTATION DEMAND MANAGEMENT

 

414.1Transportation Demand Management (TDM) refers to a series of transportation strategies that are designed to maximize the people-moving capability of the transportation system by increasing the number of persons in a vehicle, increasing transit ridership, or influencing the time of (or need to) travel. To accomplish such changes, TDM programs rely on incentives or disincentives to make shifts in travel behavior more attractive. 414.1

 

414.2The primary purpose of TDM is to reduce the number of vehicles using the road system while providing a variety of mobility options to those who wish to travel. Typical TDM programs include:

 

•Carpooling and vanpooling, employee shuttles, and improvements which encourage bicycling and walking

 

•Financial incentives, such as preferential parking for ride sharers and transit subsidies

 

•Congestion avoidance strategies, such as compressed work weeks, flexible work schedules, and telecommuting. 414.2

 

414.3TDM strategies are particularly useful during peak period travel times when demand is the greatest. The Washington, DC metropolitan region is a leader in developing and implementing such strategies. Some of the regional TDM strategies already in place include telework centers, vanpool programs, guaranteed ride home programs, and transit incentive programs. 414.3

 

414.4The federal government employs approximately 370,000 people in the National Capital Region. As the region’s largest employer, the federal government has a strong interest in improving the quality of transportation services and infrastructure. It is in a unique position to provide leadership in TDM programs that can accommodate the travel needs of its workforce while simultaneously setting the standard for the region as a whole. Through its mandatory regional transit subsidy program, the federal government provided more than $72 million in transit subsidies for federal employees in 2001. 414.4

 

414.5The District supports all these initiatives and also has a number of its own TDM measures in place. For instance, it is helping to educate the public about car-sharing—a service that allows members to rent cars at an hourly rate, rather than the traditional daily rate charged by rental companies. Car-sharing vehicles are scattered throughout the city for quick and easy access. In this manner, car-sharing allows people who do not own a vehicle to rent one on an occasional basis. This reduces the need to own and drive vehicles within the District. To incentivize the use of shared cars and encourage the private sector to expand car-sharing programs, the District has designated strategic curbside parking spaces for these vehicles, accompanied with educational brochures to help explain this service to the public. The District is also implementing TDM initiatives through a pilot program that focuses on the District government, public schools, and major employers throughout the city. 414.5

 

414.6Roadway pricing is another strategy to manage transportation demand. Research indicates that 75 to 80 percent or more of the costs of driving are “external” costs such as noise and air pollution. Over the long term, recovering these costs will serve to level the playing field for all modes of travel. The region’s motorists and residents currently pay the full cost of transportation through a variety of indirect means. Distributing these costs among transportation users and making these costs more apparent to motorists will ultimately help to shift travel both in the District and throughout the region to modes that are most efficient in terms of lowest overall costs. The District is investigating how to implement roadway pricing, particularly strategies targeting those drivers who “cut through” the District with neither a starting nor an ending point within District boundaries. 414.6

 

414.7Roadway Pricing Approaches

 

New technologies are making roadway pricing more feasible and economical. The range of roadway pricing approaches include cordon fees (used most notably in London and Singapore) where motorists are charged for entering the central portion of the city via electronically read debit cards. Other options include methods to measure miles traveled on particular roads (again using electronic means) and assessing per-mile charges based on such variables as wear-and-tear on the roadway system, air and noise pollution, imposition of congestion, etc. Pricing strategies can also vary depending on the time of day, the level of congestion, and other parameters.

 

414.8Policy T-3.1.1: Transportation Demand Management (TDM) Programs

 

Provide, support, and promote programs and strategies aimed at reducing the number of car trips and miles driven (for work and non-work purposes) to increase the efficiency of the transportation system. 414.8

 

414.9Policy T-3.1.2: Regional TDM Efforts

 

Continue to pursue TDM strategies at the regional level and work with regional and federal partners to promote a coordinated, integrated transportation system. 414.9

 

414.10Policy T-3.1.3: Car-Sharing

 

Encourage the expansion of car-sharing services as an alternative to private vehicle ownership. 414.10

 

414.11 Action T-3.1.A:  TDM Strategies

 

Develop strategies and requirements that reduce rush hour traffic by promoting flextime, carpooling, transit use; encourage the formation of Transportation Management Associations; and undertake other measures that reduce vehicular trips, particularly during peak travel periods. Identify TDM measures and plans as appropriate conditions for large development approval.  Transportation Management Plans should identify quantifiable reductions in vehicle trips and commit to measures to achieve those reductions.  Encourage the federal and District governments to explore the creation of a staggered workday for particular departments and agencies in an effort to reduce congestion.  Assist employers in the District with implementation of TDM programs at their worksites to reduce drive-alone commute trips.

 

414.12Action T-3.1.B: Roadway Pricing

 

Implement roadway pricing between now and the year 2030 in three phases:

 

Phase 1:Continually monitor direct and external roadway costs to gain a more accurate estimate of the true cost of driving for motorists;

Phase 2:Develop a system to identify those who drive entirely through the District without stopping (i.e., those who are not living in, working in, or visiting the city), as well as a mechanism to charge these motorists for the external costs that they are imposing on the District’s transportation system; and

Phase 3:Continually monitor state-of-the-art roadway pricing techniques and technologies, and work cooperatively with neighboring jurisdictions to implement roadway pricing programs that better transfer the full costs of driving to motorists. This could include higher costs for heavier and higher emission vehicles. 414.12

 

414.13Action T-3.1.C: Private Shuttle Services

 

Develop a database of private shuttle services and coordinate with shuttle operators to help reduce the number of single-occupant trips. 414.13

 

414.14Action T-3.1.D: Transit Ridership Programs

 

Continue to support employer-sponsored transit ridership programs such as the federal Metrocheck program where, pursuant to federal legislation, public and private employers may subsidize employee travel by mass transit each month. 414.14

 

authority

Pursuant to the District of Columbia Comprehensive Plan Act of 1984, effective April 10, 1984 (D.C. Law 5-76; D.C. Official Code § 1-306.01 et seq.), the Comprehensive Plan for the National Capital: District Elements of 2006, effective March 8, 2007 (10 DCMR A300 through A2520) (“Comprehensive Plan”).

source

Comprehensive Plan Amendment Act of 2006, effective March 8, 2007 (D.C. Law 16-300) published at 54 DCR 924 (February 2, 2010); as amended by Comprehensive Plan Amendment Act of 2010, effective April 8, 2011 (D.C. Law 18-361) published at 58 DCR 908, 914 (February 4, 2011).

notation

The provisions of Title 10, Part A of the DCMR accessible through this web interface are codification of the District Elements of the Comprehensive Plan for the National Capital. As such, they do not represent the organic provisions adopted by the Council of the District of Columbia. The official version of the District Elements only appears as a hard copy volume of Title 10, Part A published pursuant to section 9a of the District of Columbia Comprehensive Plan Act of 1994, effective April 10, 1984 (D.C. Law 5-76; D.C. Official Code § 1 -301.66)) . In the event of any inconsistency between the provisions accessible through this site and the provisions contained in the published version of Title 10, Part A, the provisions contained in the published version govern. A copy of the published District Elements is available www.planning.dc.gov.