governments. As a result of these reviews, a joint resolution was passed by COG's Land Use Policy Committee and the Transportation Planning Board. In effect this resolution authorized the use of Alternative 6.2 modified results except where local governments provided their own forecasts. The projections used in this study incorporated those local modifications and the resultant set of numbers is known as 6.2 modified. These projections were then reduced slightly to reflect anticipated 1990 conditions. Table 1 summarized the set of forecasts used in the Net Income Analysis Study. Significant increases in population and employment were forecasted for the WMATA transit zone. Table 2 summarizes the projected growth in activity between 1972 and 1990. Since the technical analyses for the NIA Study was initiated in early 1974, the Alternative 6.2 modified forecasts have been re-evaluated in the light of markedly decreased growth rates. A revised set of forecasts is again being developed at COG as part of the Cooperative Forecasting Process. 4 Early indications are that the revised forecasts for 1990 will be substantially lower than those previously developed for planning purposes identified as Alternative 6.2 modified. 3 In order to predict the future choice between the automobile and transit it is necessary to have an estimate of the characteristics of travel by the two modes. The Metropolitan Washington Council of Governments had responsibility for preparing a computerized network which represented an estimate of average travel times in 1990 on major facilities. As part of its mandate for regional transportation planning, the National Capital Region Transportation Planning Board adopted a Long Range Plan in June 1973. A report5, fully documents all of the highway and transit elements whcih comprise the plan. The plan represents a substantial investment both in metrorail and in major highways. Figures 1 and 2 depict the new highway facilities which are assumed operational in 1990. The computerized network was developed to represent an estimate of peak period travel conditions which would occur on the system as planned. In summary, the NIA highway network assumed the implementation of all of the highway elements of the Long Range Plan as it existed in mid-1974. It should be noted that since that time the TPB has taken action to amend the plan by deleting Interstate 66 as a major Freeway inside the Capital Beltway. Furthermore the District of Co.umbia is considering the possible withdrawal of additional interstate freeway elements as shown in the Plan. 5 A Long Range Transportation Plan for the National Capital Region, June 20, 1973. Metropolitan Washington Council of Governments/ Transportation Planning Board. |