Agenda - 04-01-1991 - Laserfiche WebLink

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T facility in the median of 1 -40. This facility will provide carpoolers, vanpoolers, and bus riders a time advantage over the single occupant automobile. Traffic volumes on 1 -40 are expected to reach near- capacity levels by the mid nineties, necessitating provision of additional capacity. A successful HOV facility can significantly increase highway capacity thereby reducing future. highway construction expenditures. 5. Regional Planning. The TTA will become an active participant in land use planning and will identify future transportation corridors which can support efficient transit services, whether rubber -tired or steel - wheeled. In order to ease demand for public infrastructure investment, the TTA will work with local governments the business and development community, and community leaders to concentrate development in these corridors, in order to ease demand for public infrastructure investment. The TTA will work with NCDOT and the metropolitan planning organizations to plan the proper combination of highway and transit capacity to meet the mobility needs of this dynamic region. This will be accomplished through the development of a regional transportation model which will enable planners to analyze the effects of alternative combinations of highway and transit improvements, given the various possibilities for land use changes. The implementation of regional service that would achieve the goals for service and mobility will require a public contribution of an estimated $3,000,000 per year. This figure represents the costs of a starter service of about 600,000 operating miles annually. The TTA will aggressively seek federal funds in addition to local resources. The attached table outlines total budgeted costs. III. The Future of Regional Transportation The future regional transit authority will provide a full array of bus transit and ridesharing services, including some HOV facilities and a network of park and ride lots. The public will be well acquainted with the service through a comprehensive marketing program and consistent use of logo, color, and the media. Assumption by the authority of bus systems in Durham, Chapel Hill and Raleigh may be considered. Upon agreement of both parties, the authority could coordinate local and regional bus service in one or more of these communities. Given several years of regional planning, feasible fixed guideway corridors are proposed. A regional fixed guideway network, supported by land use planning and local government decisions will focus development near proposed stations. Development would be attracted to the new fixed guideway system but lower density suburban development may still occur for those who choose it.