A Practical Guide for Fulfilling the Transportation Element for Cities and Counties in the Atlanta Region

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1 ARC Guidelines for Addressing the Georgia Department of Community Affairs Minimum Standards and Procedures for Local Comprehensive Planning A Practical Guide for Fulfilling the Transportation Element for Cities and Counties in the Atlanta Region Developed by request for the Georgia Department of Community Affairs by the Atlanta Regional Commission and intended for application by the cities and counties of the Atlanta region DECEMBER 2003

2 TABLE OF CONTENTS I. INTRODUCTION 2 II. DOCUMENT PURPOSE 6 III. INVENTORY OF EXISTING CONDITIONS 7 IV. ASSESSMENT OF CURRENT AND FUTURE NEEDS 18 V. ARTICULATION OF GOALS AND COMMUNITY VISION 23 VI. NON ATTAINMENT AREAS 24 VII. MOBILITIY 2030 REGIONAL TRANSPORTATION PLAN 28 VIII. AVAILABILITY OF FEDERAL FUNDS 28 APPENDICES APPENDIX A CONTACT LIST 29 APPENDIX B ATLANTA REGIONAL TRANSIT PROVIDERS 31 1

3 I. INTRODUCTION On January 1, 2004, revised minimum standards and procedures for the development of local government comprehensive plans adopted by the Georgia Department of Community Affairs (DCA) went into effect. Local governments must prepare comprehensive plan updates consistent with these revised requirements in order to maintain their Qualified Local Government (QLG) status and thus remain eligible for funding assistance under selected state programs. The degree of complexity of information called for in these plan updates varies depending on the population and growth rate of the county. All counties, and the municipalities located therein, located in the Atlanta Regional Commission s (ARC) jurisdiction fall under the Advanced Planning Level, as defined in the relevant section of the DCA planning standards presented below and shown in Figure 1 on the following page Minimum Local Planning Standards (2) Applicability. Cities and counties across the state are diverse in terms of size, growth rate, economic base, and environmental and geographic conditions, and their needs, concerns and goals for the future also differ dramatically. Accordingly, the planning standards have been adjusted to provide the appropriate Planning Level for different local governments. (a) Levels of Planning Requirements. An advanced level of planning is required for larger and faster growing communities, which face complex and urgent growth and development issues. These communities also have the administrative and technical capability to address their issues through more complex and advanced planning techniques. 1. Planning Level Criteria and Thresholds. Each local government in Georgia, shall, at a minimum, address the requirements applicable to either the Basic, Intermediate or Advanced Planning Level, in accordance with the following criteria and thresholds: (i) Advanced Planning Level Criteria. Counties in this category have: (I) A population of 50,000 or above; OR (II) A population of 25,000 to 49,999 with an average annual growth rate of 1.50% or higher for the previous decade. 2. Application of Planning Level Designation to Counties and Municipalities. The Planning Level designation applies to each county together with all municipalities located therein. Municipalities located within more than one county have received the designation of the county with which they share a common recertification date for update of their 2

4 comprehensive plans (typically this is the county within which most of the municipality s population resides). 3

5 Figure 2 shows the due dates for local governments comprehensive plans for years in the Atlanta region. Table 1 gives the exact dates that these plans are due. 4

6 Table 1 Schedule of Comprehensive Plan Updates for Years County Region Due Date Clayton October 31, 2004 Cobb June 30, 2006 Cherokee October 31, 2007 DeKalb October 31, 2005 Douglas October 31, 2004 Fayette February 28, 2007 Fulton October 31, 2005 Gwinnett February 29, 2008 Henry October 31, 2008 Rockdale October 31, 2008 Proposed 13-County Region Due Date Coweta October 31, 2006 Forsyth February 29, 2004 Paulding February 28, 2007 Proposed 18 County Atlanta Metropolitan Planning Area Due Date Barrow October 31, 2007 Bartow February 28, 2007 Newton February 29, 2008 Spalding October 31, 2004 Walton June 30,

7 II. DOCUMENT PURPOSE The revised DCA planning standards and procedures require a great deal more information related to the transportation network in local comprehensive plans of governments in the Intermediate and Advanced Planning Levels. The detail and complexity of information is significantly greater than has been required of local governments in the past. This is particularly true in areas which must meet the Advanced Planning Level standard, which includes all cities and counties in the Atlanta 10-county region. Many areas in the Atlanta region will likely find it difficult to meet the new standards without assistance. It may be beyond the capabilities of small incorporated communities and primarily rural counties without a dedicated planning staff to collect, maintain and analyze data at the scale required by the new standards. Likewise, urban and suburban areas may have technically qualified planning staff, but not the time or financial resources to dedicate to an extensive exercise in data reporting. For these reasons, and at the request of the DCA, ARC has reviewed the DCA planning standards and procedures and developed guidance to assist its member local governments. In many cases, ARC collects and maintains data which should be sufficient to meet the requirements. This document identifies those resources and defines protocols for requesting and transmitting information between ARC and a local government. If the data or information is not available from the ARC, other agencies or organizations which can assist have been identified. In some situations, local governments may have to provide local data themselves. To meet those requirements, ARC has identified the basic elements of a work scope which the local government would need to undertake to collect and report the data. Because of the heavy data and analysis requirements of the transportation element and the interdependence of transportation facilities within a region, transportation is one element of the comprehensive plan that particularly lends itself to joint planning. DCA and ARC both recommend joint comprehensive and/or transportation planning for counties and their municipalities. All communities, small and large, can benefit from planning together. In the following sections, the DCA planning standards and procedures for air quality and transportation are summarized for areas required to meet the Advanced Planning Level, which is applicable to all municipalities and counties within the ARC planning region. ARC guidance on meeting each requirement follows thereafter. 6

8 III. Existing Inventory and Conditions This first step of the DCA comprehensive planning process is intended to provide local governments with a factual basis for making informed decisions about their future by collecting data on existing conditions and recent historical trends. The DCA requires local governments to inventory streets, roads and highways, significant bicycle and pedestrian ways, significant parking facilities, public transportation and railroads, port facilities, airports and air terminals. The local governments in the Atlanta region are diverse in size and population. Therefore, certain DCA requirements for inventorying transportation aspects may require different levels of effort based on financial and time resources. To clarify these certain requirements, the manual classifies local governments into small, medium and large jurisdictions. The jurisdictions are defined as: Small population < 5,000 Example: Ball Ground, Locust Grove Medium population between 5,000 and 50,000 Example: College Park, Peachtree City Large population > 50,000 Example: Atlanta, Roswell, Counties Streets, Roads and Highways Requirements: The DCA requires that the local comprehensive plan include an inventory of streets, roads and highways, including limited and controlled access facilities, bridges, signalization and signage. The inventory of these must include functional classification (arterial, collector and residential), number of lanes (including through lanes), jurisdiction (state, federal, local), conditions, accident frequency data, design volume capacity, average daily traffic (ADT) volumes and any programmed improvements in the State Transportation Improvement Program (STIP). For bridges, data must include location, condition and significance in terms of evacuation routes and adequacy for evacuation purposes in case of natural disaster. Resources: Streets, Roads and Highways Existing streets, roads and highways can be found in GIS format through the DCA. This data can be mapped with the DCA s Plan Builder 2.0, a Planning Support System (PSS) that provides communities with web-enabled tools for preparing and publishing their comprehensive plans. This tool is located on the DCA website at: 7

9 Street, roads and highway maps are also available through the Georgia Department of Transportation (GDOT). Their highway and transportation maps are located at: An additional source for streets, roads and highway maps is the State of Georiga GIS Clearinghouse. They provide GIS shapefiles that can be downloaded from their website at: Functional Classification Functional classification is the process by which public streets and highways are grouped into classes according to the character of service they are intended to provide. Urbanized and rural areas have separate classification systems. The differences in the nature and intensity of development between rural and urban areas cause urban systems to have characteristics that are somewhat different from the correspondingly named rural systems. In urbanized areas, the four functional systems are urban principal arterials, urban minor arterial streets, urban collector streets, and urban local roads. Rural area functional systems are rural principal arterials, rural minor arterials, rural collector streets and rural local roads. The Urban Area Boundary (UAB), based on the US Census, must be determined before functional classification data is available. GDOT has finalized a 2002 functional classification study for the state based on the UAB that was determined from the 2000 US Census. The study includes functional classification data for collectors, arterials and major local roads that enable connectivity for urban and rural areas. The new functional classification data has recently been approved by the Federal Highway Administration (FHWA). The projected availability of this data is spring Once available, the data can be obtained in the forms of maps, spreadsheets and GIS shapefiles (.shp) and will be available through the GDOT website. For additional information contact The Office of Transportation Data at GDOT (See Appendix A). Functional classification data can also be found in the ARC model. The current model used to develop the 2025 Regional Transportation Plan (RTP) contains 1993 GDOT functional classification data. The 2030 RTP model, available by year end 2004, will contain the new 2002 GDOT data. Existing GDOT functional classification data can be found at: Functional classification for many residential or local streets does not exist. GDOT only provides functional classification data for collectors, arterials and major local roads that enable 8

10 connectivity. Residential or local roads should be classified if deemed practical by the local government. Number of Lanes Lanage is addressed in the ARC model. The number of lanes is coded in the model for collectors and arterials. This information can be extracted from the model into an excel spreadsheet or GIS shapefile by county level. Contact the modeling staff at ARC for more information (See Appendix A). Jurisdiction (state, federal, local) Jurisdiction maps can be found and utilized on Plan Builder. Other mapping sources include ARC GIS shapefiles and state, county and city maps from various sources. Conditions Street, road and highway conditions include the existing physical condition of these facilities, including pavement conditions. GDOT conducts an annual visual distress evaluation of all state roads under FHWA guidelines. They maintain a database of these results that can be queried by county. For more information contact the Materials and Research Office at GDOT (See Appendix A). Accident Frequency Data The Office of Traffic Safety & Design at GDOT maintains accident frequency data for the state. Currently, they have data that covers 1995 through 1997, 2000 and The accident data contains the following information: Accident date County name Accident time Total # of vehicles Total # of injuries Total # of fatalities City name Citation issued This data can be obtained from GDOT in a Microsoft Access database format. GDOT is currently working with the University of Alabama to have the accident data available to download and analyze using free software by September For information regarding recent accident frequency data, contact the Office of Traffic Safety & Design at GDOT (See Appendix A). The ARC also has the GDOT accident data and is currently in the process of summarizing and mapping it. Other accident data information can be found through local police precincts and the Governor s Office of Highway Safety website, which contains maps and fact sheets on state accident data. This website is located at: 9

11 Design Volume Capacity Design volume capacity for streets, roads and highways is defined as the maximum feasible throughput of the facility consistent with the safe operation of the facility. Design volume capacity is measured for operational and performance facility analysis. This information can be found in the ARC model by contacting the modeling staff at the ARC (See Appendix A). Average Daily Trip (ADT) Volumes GDOT provides traffic counts for each county on an annual basis. Traffic counts are provided on all major county roads, city streets and state routes. This information can be found online for the years at: This information can also be obtained through the GDOT Office of Transportation Data (See Appendix A). Programmed Improvements in the State Transportation Improvement Program (STIP) Programmed improvements in the State Transportation Improvement Program (STIP) are located in the ARC Transportation Improvement Program (TIP) for local governments in the Atlanta region. The TIP is incorporated into the STIP once approved by the Georgia Regional Transportation Authority, acting on behalf of the Governor. The TIP projects can be found on the ARC website at: The STIP is located on the GDOT website at: Existing Bridge Inventory and Conditions Existing bridge inventory requirements for local jurisdictions include location, condition and significance in terms of evacuation routes and adequacy for evacuation purposes in case of natural disaster. This information is provided by GDOT and GEMA (Georgia Emergency Management Agency). GDOT is required by federal law (National Bridge Inspection Program) to keep an inventory of all bridges and conditions on public roads. Location and Condition GDOT provides bridge location information by road name or route, entity it crosses, proximity to closet town or city, DOT District, Congressional District, coordinate (latitude, longitude) and mile marker if applicable. Additional information for GDOT bridge inventory includes: Length and width of bridge Functional classification of road or highway 10

12 Design load GDOT maintains bridge conditions as part of their bridge inspection program required by federal law. GDOT s Bridge Conditions Report is updated every two years and includes visual inspection records, year constructed and maintenance records, existing pavement conditions and structural evaluations and a National Bridge Inspection rating. This information can be obtained through the Bridge Maintenance Office at GDOT (See Appendix A). Significance in Evacuation/Emergency Statewide evacuation routes and information is provided by the Georgia Emergency Management Agency (GEMA). GEMA is the lead state agency for coordination of emergency and disaster response activities. Counties and jurisdictions should contact the GEMA office to identify bridge significance for evacuation (See Appendix A). Existing Signalization and Signage Inventory Signalization The inventory of signalization should vary on the size of the municipality or county. This responsibility will be determined by the local governments. GDOT currently contains a signalization database for all state roads within Georgia. This information can be obtained by contacting the GDOT Traffic Operations and Maintenance Office (Appendix A). For all other signals, suggested guidelines for small, medium, and large jurisdictions include: Small Jurisdiction For small jurisdictions, every signal should be inventoried. The location and type of signal should be noted. Medium Jurisdiction All signals on collector and arterial roads Additional signals not on the collector/arterial system immediately adjacent to and/or providing connectivity with key: o Public facilities such as schools, hospitals, police stations, government buildings and parks. o Transportation hubs or transit facilities. This includes transit stations and stops and airports. o Shopping malls and major retail centers. o Major employment sites, housing complexes and industrial areas. o Other known or reported problem areas within the jurisdiction. Large Jurisdiction All signals on arterial roads. Additional signals not on the arterial system immediately adjacent to and/or providing connectivity with key: 11

13 o o o Public facilities such as schools, hospitals, police stations, government buildings and parks. Transportation hubs or transit facilities. These include bus and rail stations and stops and airports. Other known or reported problem areas within the jurisdiction. As recommended by DCA and ARC, the transportation element or plan should be a joint effort between the county and its municipalities. Therefore, the county transportation element or plan should reference the local municipalities signalization inventory (small and medium jurisdiction suggestions) in addition to the above large jurisdiction suggestions. Signage The inventory of signage should vary on the size of the municipality or county. This responsibility will be determined by the local governments. Local governments are not responsible for signs on interstates and other controlled access facilities. The three main types of roadway signs include regulatory, warning and guide. For more information on the types of signs refer to The Manual on Uniform Traffic Control Devices ( Suggested guidelines for signage for small, medium, and large jurisdictions include: Small Jurisdiction Every regulatory and warning sign Key guide signs as appropriate Medium Jurisdiction All regulatory and warning signs on collector and arterial roads. All regulatory and warning signs along other key access routes to key public facilities such as schools, hospitals, police stations, government buildings and parks. All regulatory and warning signs along other key access routes to transportation hubs or transit facilities. This includes transit stations and stops and airports. Key guide signs as appropriate. Large Jurisdiction All regulatory and warning signs on arterial roads. All regulatory and warning signs along other key access routes to key public facilities such as schools, hospitals, police stations, government buildings and parks. All regulatory and warning signs along other key access routes to transportation hubs or transit facilities. These include bus and rail stations and stops and airports. Key guide signs as appropriate. Joint county-wide comprehensive plans are recommended by DCA and ARC. Therefore, the county transportation element or plan should reference the local municipalities signage inventory (small and medium jurisdiction suggestions) in addition to the above large jurisdiction suggestions. 12

14 Bicycle and Pedestrian Ways Requirements: DCA requires that the local comprehensive plan include an inventory of existing significant facilities used by bicyclists and pedestrians, including sidewalks, bikeways, exercise and hiking trails and greenway trails as determined by the local government. Resources: Sidewalks Sidewalk inventory should be assessed around town and city activity centers, transit stations and stops and schools. This responsibility will be determined by the local governments. A sidewalk inventory should include the location, width, length and type (cement, concrete, brick, etc.) of sidewalk. The following recommendations for sidewalk inventory for all jurisdictions include: All sidewalks ½ mile around town and city activity centers All sidewalks ½ mile around transit stations and stops All sidewalks ¼ mile around schools ARC will begin working on a regional sidewalk inventory in the spring of 2004 to document existing sidewalks ½ mile around town and city activity centers and transit stations and stops. For more information regarding this sidewalk inventory effort contact the bicycle/pedestrian representative at the ARC (see Appendix A). Bikeways ARC has recently completed a region-wide bicycle suitability map. This map identifies preferred travel routes for bicyclists between major origin and destination points throughout the region. The map assists the cyclist in choosing the most suitable route to travel between and among the identified origins and destinations. The maps are available for all ARC counties as well as the City of Atlanta. They have been distributed to all local jurisdictions in the region and can be downloaded on the ARC website at: Other sources of information include the 2002 Regional Bicycle and Pedestrian Plan, adopted by the ARC in September This plan assesses current trends; sets goals, objectives, and performance measures for future bicycle and pedestrian planning in the region; and identifies a set of design guidelines and project cost estimates to serve as a guide for projects in the 2030 RTP. The plan provides an inventory of existing and proposed bicycle facilities and a detailed assessment of bicycling conditions by route in the region. Lastly, the plan provides an assessment of bicycle and pedestrian planning needs in the region, culminating in the identification of additional projects and programs recommended for inclusion in the 2030 RTP. The plan is located on the ARC website at: 13

15 Another resource is GDOT, which has a 2002 State Bicycle System Map. The map was designed to assist and guide cyclists in planning longer trips in Georgia. More information on the system is located on the GDOT website at: Exercise and Hiking Trails Exercise and hiking trail facilities can be found through local county parks and recreation departments. Greenway Trails All counties within the region have a greenspace program; however greenspace plans may not exist in all of them. The Department of Natural Resources has created greenspace planning tools that can be found at: Parking Facilities Requirements: Identification of significant parking facilities, as determined by the local government, is required in the revised DCA local comprehensive plan requirements. Resources: Local governments are recommended to give a general description of the parking situation in their jurisdiction, addressing parking policies, potential parking problems or challenges, parking shortages or surpluses and suggestions or plans for the future. Additional recommendations include a description of the area, types of parking (on-street, garage, surface lots, etc.), cost of parking (meters, garage, free) and any existing parking plans or studies. Required information includes the capacity of the parking facilities and duration limitations (long-term or short-term) where applicable. Suggested guidelines for parking facility inventory for small, medium, and large jurisdictions include: Small Jurisdiction For small jurisdictions, all significant public and private pay parking facilities should be inventoried. Medium Jurisdiction All public and private pay parking facilities within the Central Business District, if applicable. All public and private pay parking facilities in areas of known parking shortages or problems. 14

16 Large Jurisdiction Overview of parking conditions within the Central Business District and in areas of known parking shortages or problems, with data on representative key facilities. Inventory of Public Transportation and Services Public transportation includes passenger services provided by public, private or non-profit entities such as the following surface transit modes: commuter rail, rail rapid transit, light rail transit, light guideway transit, express bus, and local fixed route bus. Requirements: The inventory of public transportation must include existing public transit routes, service areas, rights-of-ways and exclusive public transit corridors; and major public transit generators and attractors based upon the existing land use map; intermodal transit terminals and transfer stations; intermodal terminals and access to intermodal facilities; number of vehicles, vehicle miles and hours traveled, service frequency, peak-hour capacities, ridership, and revenue by mode; percent of auto ownership and population characteristics of users of public transit, including the transportation disadvantaged. Resources: Two regional public transit agencies exist within the Atlanta region; The Metropolitan Atlanta Rapid Transit Authority (MARTA) and the Georgia Regional Transportation Authority (GRTA). MARTA, the largest public transit agency in Georgia, serves both DeKalb and Fulton counties. GRTA is scheduled to begin providing commuter bus services throughout the region in Other public transit agencies in the 10-county region include Cobb County Transit (CCT), Clayton Transit (C-TRAN), Gwinnett County Transit (GCT), Henry Transit and City of Canton Transit (CCT). Public transit data and information is provided by the local transit agency located within each county or jurisdiction. The local transit agencies who are recipients of FTA Urbanized Area Formula Program (Section 5307) grants are required by statute to submit their transit statistics to the National Transit Database (NTD). The data or information found in the NTD, located on the FTA website, can be accessed with a password by local transit agencies for their local governments. The Atlanta region public transit agencies and contact information is provided in Appendix B. The following public transit requirements can be obtained by contacting the local transit agency, if applicable, within the county or jurisdiction: Existing public transit routes and service areas Number of vehicles Ridership Vehicle miles traveled (VMT) Service frequency Existing rights-of-way Exclusive fixed public transit corridors 15

17 Major public transit trip generators and attractors Public transit intermodal terminals and facilities, transit terminals and transfer stations Peak hour capacities Population characteristics Percent of auto ownership Addition information on local transit operators is located in the DOT Georgia Transit Systems Fact Book, which is located at: Railroads, Port Facilities and Airports Requirements: An inventory of railroads (freight and passenger rail lines), port facilities (seaports, harbors, etc.), airports and air terminals (commercial and general purpose) is required in the revised DCA local comprehensive plan requirements. Resources: Railroads, port facilities, and airports have significant impact on our region's transportation infrastructure. These facilities are major generators of truck freight traffic on the regional transportation system. Greater reliance on these freight facilities can reduce the amount of truck traffic on the region's transportation infrastructure. Locations of railroads, port facilities, and airports also have great influence on the types of land uses in surrounding areas. GDOT provides information on railroads, port facilities, and airports as shown below. Railroads Passenger rail and freight rail information and railroad maps are located through the GDOT website. The website provides a Statewide Rail System Map, Atlanta Terminal Map, Intown Atlanta Rail Network Map and a Passenger Rail Map. The Georgia Rail Freight Plan is also located on the website shown below. Port Facilities There are currently no port facilities in the Atlanta region. through the GDOT website at: Port facility location is located Airports and Air Terminals 16

18 Airports and Air Terminal information for the region is located on the GDOT website. The website contains airport maps, an airport directory sorted by city, and The Georgia Aviation System Plan. This plan determines how the state airport system is currently performing and sets goals and objectives for the future. The GDOT Aviation website is located at: For any questions regarding Railroads, Port Facilities and Airports in the region, contact the ARC ITS (Intelligent Transportation System) and freight/aviation representative (See Appendix A). 17

19 IV. Assessment of Current and Future Needs The second step of the comprehensive planning process, the assessment of current and future needs, is intended to provide both a factual and a conceptual framework for making informed decisions about the future of the community and to ensure that an appropriate range of issues and viewpoints is considered. Public participation and a process to develop a community vision are necessary to provide value-based guidance to this process. The assessment of needs must determine, based on population projections and needs and goals identified in other plan elements, whether future needs of the community can be met with existing facilities and services or whether improvements will be needed to accommodate anticipated population and economic growth and the continuing need to protect natural and cultural resources. Existing transportation system levels of service and system needs must be based upon existing design and operating characteristics, the most recently available estimates for average daily and/or peak hour vehicle trips, existing modal split and vehicle occupancy rates, as appropriate. Methods of optimizing existing streets, roads and highways, through system operational improvements and transportation demand management strategies, must be investigated as a preferred alternative to expanding facilities. The assessment must also determine whether or not the incremental mobility needs of people and goods can be accommodated on alternative modes of transportation. Growth trends and travel patterns, including the interaction between land use and transportation, must be reviewed. The analysis of needs and deficiencies must also include intermodal terminals and connections, high occupancy vehicle lanes, park-and-ride lots and other facilities. Finally, the assessment should consider the system s adequacy in the event of a natural disaster. Future needs will be predicted at 10 year intervals with the adoption of the 2030 RTP for the data needs, detailed in the sections below, found in the ARC model. This data can be extrapolated from the model and viewed in spreadsheet format or GIS shapefile, if applicable. All elements of ARC s travel demand model are designed to support all technical and policy decisions that are required in developing a comprehensive, multimodal transportation plan and program in accordance with the TEA-21 (Transportation Equity Act), the 1990 CAAA (Clean Air Act Amendment) and the transportation conformity requirements. Existing Transportation System Levels of Service and System Needs For the assessment of future transportation system needs the following data must be obtained: Level of Service The local government determines the Level of Service (LOS) that is acceptable to the community. LOS is an indicator of the extent or degree of service provided by, or proposed to be provided by, a facility based on and related to the operational characteristics of the facility. Current and future Levels of Service on collector and arterial roads are assessed in the ARC 18

20 model. This information can be extracted to meet county and city data needs by daily or timeof-day periods. Four time-of-days periods can be assessed in the model: AM Peak, Midday, PM Peak and night. The level of service is a function of the volume to capacity ratio. The ARC model LOS classification thresholds are shown in Table 2. Table 2 Level of Service Indicators Level of Service (LOS) Volume/Capacity Ratio LOS A-B LOS C LOS D LOS E LOS F 1.00 Level of service is also utilized in the Congestion Management System (CMS) in the Atlanta metropolitan area. The ARC, the Metropolitan Planning Organization (MPO) for the region, is required to develop and maintain a fully operation CMS. One task of the CMS is determining the intersection Level of Service (LOS) for selected locations. In 2002 an intersection level of service analysis was completed. This information can be found at: The 2004 CMS will reassess congestion thresholds. transportation modeling staff at ARC (see Appendix A). For more information contact the Design and Operating Capacities For all counties and jurisdictions in ARC s region, design and operating capacities are implicit in the model with level of service indicators. Average Daily and/or Peak Hour Vehicle Trips Future Average Daily Traffic (ADT) and/or peak hour vehicle trip data is located in the ARC model. Currently, ADT can be forecasted at 5 year intervals until the year With the adoption of the 2030 RTP ADT will be forecasted every 10 years data will be available by year end This data can be extrapolated from the ARC model and viewed in spreadsheet format by regional or county levels. Contact the transportation modeling staff at ARC for more information (See Appendix A). Existing Modal Split Existing modal split, defined as the proportion of modes persons are taking in the region, is provided in ARC s mode choice model. The mode choice model estimates the probability - given the travel times, travel costs, and automobile ownership that the traveler chooses a specific travel mode to make a certain kind of trip. The mode choice model was adjusted using 19

21 data from the 1990 Household travel Survey, the MARTA Onboard Bus and Rail Survey and the 1990 census. The 2030 model, due by year end 2004, will use different measures. The mode choice model is a set of two logit models. The first estimates the probability that a traveler will use transit, to drive alone, or travel in an automobile with one or more companions. The second estimates the probability that those travelers who chose to travel with companions in a car will choose a 2-person, 3-person, or a four-or-more-person car pool. The models use travel time, travel cost, and the income of the traveler to estimate these probabilities. Existing modal split can be forecasted at 5 year intervals until the year data will be available by year end Contact the Modeling Department at ARC for more information (See Appendix A). Vehicle Occupancy Rates Vehicle occupancy rates are found in the ARC model. The rates are determined by dividing auto based person trips (non transit) by the vehicle trips. Existing and future rates are computed on a regional level, however county level data can be calculated if requested. For more information contact the ARC transportation modeling staff (see Appendix A). Existing Public Transit Facilities Needs Existing public transit facilities needs must include future ridership, future peak hour capacities and headways; future ridership population characteristics, including the percentage and type(s) of transportation disadvantaged; and the existing characteristics of the major trip generators and attractors within or in close proximity to the community. All existing and future public transit data and information that is required by the DCA can be obtained by contacting the local transit agency, if applicable, within the county or jurisdiction listed in Appendix B. Availability and Adequacy of Transportation Facilities and Services to Serve Existing and Future Land Uses The ARC model can determine the availability and adequacy of transportation and services to serve existing and future land uses by the V/C ratio and level of service outputs. The local governments can use this data to make a qualitative analysis of the transportation facility adequacies. Future land use is forecasted in the model by extrapolating the current land uses in the region and applying future household size and employment types. For more information contact the transportation modeling staff at ARC (See Appendix A). Projected Overall Transportation System Levels of Service and System Needs This must be based upon the future land use categories, including projected densities or intensities of use as shown on the Future Land Use Map. 20

22 Means of Optimizing Utilization of Existing Streets, Roads and Highways Transportation Demand Management (TDM) TDM is the collective term for strategies and techniques that can be used to increase the efficiency of the transportation system. Demand management focuses on ways of influencing the amount and demand for transportation by encouraging alternatives to the single-occupant automobile and by altering local peak hour travel demand. These strategies and techniques may, among others, include: ridesharing programs, flexible work hours, telecommuting, shuttle services, and parking management. TDM works to reduce demand for road space. These strategies can be found in the 2025 RTP as well as the upcoming 2030 RTP, scheduled to be complete in December All plans, policies and projects in the RTP that reduce driving are considered transportation demand strategies. Growth Trends and Travel Patterns This element of local comprehensive plans provides an opportunity for local governments to recognize and examine the correlation between land use and transportation for future development. The ARC s Regional Development Plan (RDP) sets forth policies to guide future development decisions in the region. These policies seek to integrate land use decisions with transportation, environmental and other public investment decisions. Significantly, they also influence the land use assumptions that ARC uses to model the performance of the 25-year Regional Transportation Plan. Because each jurisdiction is unique, RDP policies will not apply equally to every area in the Atlanta region. That is why ARC has developed a range of quality growth policies to guide development in our diverse communities, whether they are urban, suburban or rural. New development and redevelopment in many areas are providing numerous opportunities for alternative transportation. This section should incorporate local governments plans for future mixed-use developments, transit oriented developments (TODs) or any developments that encourage alternative transportation modes within their jurisdiction. For further information please contact the Land Use Division at ARC (See Appendix A). The ARC Regional Development Plan is located at: Existing and Projected Intermodal Deficiencies and Needs Local governments are required to consider existing and projected intermodal deficiencies and needs such as terminals, connections, high occupancy vehicle lanes, park-and-ride lots and other facilities. Intermodal Terminals and Connections Intermodal terminals and connections for current and future needs for the region are described in the 2025 RTP as well as the upcoming 2030 RTP, scheduled for completion in December The current and future needs include all plans, policies and projects in the RTP that construct, expand or enhance intermodal terminals and connections. 21

23 For any questions regarding intermodal terminals and connections in the region, contact the ARC ITS and freight/aviation representative (See Appendix A). High Occupancy Vehicle (HOV) Lanes HOV or express lanes are located throughout the Atlanta region. GDOT is the agency responsible for the construction of HOV lanes and ramps in Georgia. Current and future HOV facility needs for the region, which can be identified by county or municipality, is located in the 2025 RTP. The 2030 RTP will incorporate elements of GDOT s HOV System Implementation Plan, completed in For additional information, GDOT HOV website is located at: Park and Ride Lots Existing and projected park and ride facility needs are located in the 2025 RTP as well as the 2030 RTP, scheduled for completion in December

24 V. Articulation of Community Vision, Goals and Associated Implementation Program The third step of the comprehensive planning process is intended to establish the community s long-range needs, goals and ambitions and how they will be addressed or attained during the planning period. The results of the assessment of current and future needs must be considered in the development of the community vision, goals and an associated implementation program that sets forth the local government s policies, plans, and programs for future transportation services to be implemented during the planning period. This should include capital improvements, service expansions, promotion of alternative transportation modes, transportation demand strategies or transportation systems management measures, etc., to be implemented during the planning period. The schedule of capital improvements must include a description of each proposed improvement, the year(s) each improvement is proposed to be initiated and completed; an estimate of costs, and sources of public and private revenue available or potentially available for covering such costs. An estimate of annual operating costs, once a project is completed, is also recommended. The outputs of the ARC model, RTP projects and other sources listed in the previous section for existing and future needs are sufficient for this DCA requirement. The resources that ARC and other planning partners provide its local governments are the baseline quantitative data they need to fulfill the requirements. The local governments must provide a qualitative analysis and assessment of this data pertaining to its jurisdiction to realize its community vision and future goals. 23

25 VI. TRANSPORTATION REQUIREMENTS FOR NON-ATTAINMENT AREA Local governments located within a nationally designated ambient air quality standards nonattainment area must include three elements in their comprehensive plan. A map of the area designated as a non-attainment area for ozone, carbon monoxide, and/or particulate matter, a discussion of the severity of any violations contributed by transportation-related sources that are contributing to air quality non-attainment, and identification of measures, activities, programs, regulations, etc., the local government will implement consistent with the state implementation plan for air quality are required for local comprehensive plans. All three elements are provided below. Non-Attainment Area Map Non-attainment area maps can be obtained through the Air Quality Division at the ARC (see Appendix A). Discussion of Severity of Violations Ozone The only counties currently designated as nonattainment in Georgia are 13 counties in the Atlanta area. The nonattainment designation is for the 1-hour ozone National Ambient Air Quality Standard (NAAQS). A new NAAQS for ozone, the 8-hour standard, is pending. The Georgia Environmental Protection Division made recommendations on behalf of the State of Georgia for 8-hour nonattainment counties in the State of Georgia on July 15, For the Atlanta area, this means that it is likely that the ozone nonattainment area will increase from the current 13 counties to 20 counties. The US Environmental Protection Agency will officially designate the 8-hour ozone nonattainment area in April of 2004; this designation could be different than the State recommendation. Conformity to the new 8-hour standard will be required 1 year from the effective designation by EPA, at the earliest April Until EPA releases their effective designation, the only NAAQS in place for ozone is the 1-hour ozone standard, which, in Georgia, only affects the Atlanta area. PM2.5 The 8-hour standard is not the only new pending NAAQS that will affect the Atlanta region. The other standard is referred to as fine particulate matter or PM2.5. State PM2.5 nonattainment boundary recommendations will be made (again by GA EPD on behalf of the State of Georgia) by February 15, It is anticipated that counties in Atlanta will be designated nonattainment for PM2.5 but determinations as to what counties are still under way by EPD. The US EPA will issue official PM2.5 nonattainment designations in December 2004; again, these designations could be different from the State recommendation. Conformity to the new PM2.5 NAAQS will be required 1 year from the effective designation by US EPA, at the earliest December The Ozone Nonattainment Boundary Designation Process Ground-level ozone is a regional problem that requires regional controls on both non-point (mobile) and point (commercial and industrial) sources that contribute to the ozone problem. 24

26 In addition, ground level ozone (and/or the precursors to ground level ozone) can be transported over a significant geographical area, making nonattainment boundary determinations difficult, especially for a county by county determination. In recognition of the difficulty in designating an area as attainment or nonattainment, the Environmental Protection Agency identified 11 factors that should be considered by States when making recommendations of attainment or nonattainment for individual counties. The only factor that by itself that would qualify a county for nonattainment is the presence of an ozone monitor that records a ground level ozone presence above or exceeding the NAAQS. These factors are as follows: 1. Location of emission sources o Large point or industrial sources such as power plants and chemical plants State Environmental Divisions will have information on the types and amounts of pollutants released by individual firms o Can also consider mobile sources such as high residential density or vehicle ownership 2. Emissions and air quality in adjacent areas, including adjacent cities or metro areas o For example, Macon and Athens would take into account the potential transport of ozone from Atlanta 3. Monitoring data representing ozone concentrations in local areas as well as larger areas o State Environmental Divisions do have ozone monitors in various locations throughout the States. However, monitors are expensive to purchase, as well as to maintain, so it is not practical or feasible to have a monitor in every county. o If a monitor records a violation of an ozone standard, then that county is designated as nonattainment for that standard 4. Traffic and commuting patterns o Large commutes into an ozone nonattainment area may be enough to qualify a county as nonattainment (due to the contribution level through increased vehicle emissions) 5. Population Density o Higher population densities are an indication of a more urbanized area, which would indicate a higher likelihood of producing ground-level ozone 6. Expected growth o Forecasted population densities as well as forecasted industrial growth 7. Meteorology o Wind patterns and proximity to ocean 8. Geography and/or topography o Mountain and valley regions 9. Level of control existing for emission sources o Some States have the ability to implement pollution control measures independent of Federal requirements. 10. Regional emission reductions o For example: lowering the speed limit (with adequate enforcement), selling low sulfur diesel sooner than required, etc. o Ozone modeling indications 25

27 11. Jurisdictional boundaries o Jurisdictional boundaries are an important consideration due to the degree of interaction and cooperation among areas; a regional problem requires a coordinated regional solution. While this alone would not impact whether a county is in attainment or nonattainment based on contributions to the ozone problem, it is at least a important consideration when looking at regional controls and implementation. The current ozone standard is the 1-hour standard of 0.12 ppm, defined in A new standard, defined in 1997, is referred to as the 8-hour standard and measures violations over an average of 8-hours, as opposed to 1-hour. This new measure is more stringent (the standard is 0.08 ppm) and is aimed at protecting citizens from high ozone levels throughout the day as opposed to daily high peak levels. EPA revised the standard due to many new health studies [showing] that health effects occur at levels lower than the previous standard [1-hour standard] and that exposure times longer than one hour (reflected in the previous standard) are of concern. 8-hour nonattainment areas will be designated by the US Environmental Protection Agency by April 15, The Atlanta 8-hour nonattainment area is expected to comprise 20 counties: the existing 13 county 1-hour nonattainment area plus Carroll, Spalding, Newton, Barrow, Bartow, Walton, and Hall counties. Although the above discussion is specifically focused on ozone, the guidelines issued by EPA for PM2.5 nonattainment boundary determinations are very similar. In short, most of the factors or considerations listed remain the same. The pending fine particulate (PM2.5) standard was promulgated in The annual standard (annual average) was set at 15 micrograms per cubic meter and the daily standard (24 hour average) was set at 65 micrograms per cubic meter. Currently, California is the only state violating the daily standard. Public health effects for fine particulates are similar to those of ozone. The Georgia Environmental Protection Division will recommend Atlanta counties for non-attainment of the fine particulate annual average standard by February 15, For more information regarding air quality in the region, contact the air quality planning staff at ARC (See Appendix A). Consistency with State Implementation Plan The Clean Air Act requires that every state meet health-based National Ambient Air Quality Standards (NAAQS). If one or more of the NAAQS are not met, the State Environmental Protection Division must develop a State Implementation Plan (SIP) that defines a plan to attain the air quality standard by a particular year. The SIP provides measures, activities, programs and regulations used by a state to reduce air pollution. Local governments in non-attainment areas are required to describe the actions each is taking to promote better air quality such as programs like a clean air campaign, automobile emissions testing or measures used to encourage efficient land use to reduce pollution. 26

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