college of southern maryland, hughesville transportation...

College of Southern Maryland, Hughesville Transportation Study MWCOG, Charles County, Calvert County and St. Mary’s CountySeptember 9, 2015

Hughesville Transportation Study September 2015

TLC – College of Southern Maryland

College of Southern Maryland, Hughesville Transportation Study MWCOG, Charles County, Calvert County and St. Mary’s County

September 9, 2015

Prepared by:


TLC – College of Southern Maryland | i

Contents Introduction .................................................................................................................................................. 1

1 Existing Conditions ................................................................................................................................ 2

1.1 Regional Overview of Service ........................................................................................................ 2

1.1.1 Calvert County ....................................................................................................................... 4

1.1.2 Charles County ...................................................................................................................... 7

1.1.3 St. Mary’s County ................................................................................................................ 11

1.2 Existing Land Use ........................................................................................................................ 15

1.2.1 College of Southern Maryland ............................................................................................ 15

1.2.2 Hughesville Development ................................................................................................... 16

1.2.3 Points of Interest and Trip Generators ............................................................................... 17

1.3 Student Populations .................................................................................................................... 19

1.3.1 Demographic Breakdown of Students ................................................................................ 19

1.3.2 Travel ................................................................................................................................... 22

1.3.3 Maps of Student Home Origin Distribution ........................................................................ 24

2 Recommendations .............................................................................................................................. 29

2.1 Transit Recommendations .......................................................................................................... 29

2.1.1 Existing Service Expansions ................................................................................................. 30

2.1.2 New Service ......................................................................................................................... 38

2.2 Prioritization................................................................................................................................ 42

2.2.1 Recommendations Summary .............................................................................................. 43

2.3 Transportation Demand Management Recommendations ........................................................ 43

3 Site Access and Transit Infrastructure ................................................................................................ 46

3.1 Campus Access ............................................................................................................................ 46

3.1.1 Prince Fredrick Road ........................................................................................................... 47

3.1.2 Foster Lane .......................................................................................................................... 49

3.1.3 Mileage................................................................................................................................ 51

3.2 Transit Infrastructure .................................................................................................................. 52

3.2.1 Transit Amenities ................................................................................................................ 52


TLC – College of Southern Maryland | ii

3.2.2 Recommendations .............................................................................................................. 52

4 Conclusion ........................................................................................................................................... 56

5 Appendix: Methodology ..................................................................................................................... 57

5.1 Transit Propensity Analysis ......................................................................................................... 57

5.1.1 Transit Oriented Index ........................................................................................................ 57

5.1.2 Commuter Index ................................................................................................................. 59

5.1.3 Employment Index .............................................................................................................. 60

5.1.4 Non-Work Trip Index ........................................................................................................... 61

5.1.5 Educational Index ................................................................................................................ 63

5.2 Travel Flows ................................................................................................................................ 64

Table 1 | Calvert County Transit Bus Service ................................................................................................ 5 Table 2 | VanGO Bus Service ........................................................................................................................ 8 Table 3 | STS Bus Service ............................................................................................................................ 12 Table 4 | CSM Students’ Family Income ..................................................................................................... 19 Table 5 | CSM Students Race ...................................................................................................................... 20 Table 6 | CSM Students Age ....................................................................................................................... 20 Table 7 | Enrollment by Campus ................................................................................................................ 22 Table 8 | Number of Campuses Attended .................................................................................................. 22 Table 9 | Students Attending Two Campuses ............................................................................................. 23 Table 10 | Charlotte Hall Route: Service Adjustments ............................................................................... 30 Table 11 | Charlotte Hall Route: Operational Adjustments........................................................................ 30 Table 12 | County Span Route: Service Adjustments ................................................................................. 32 Table 13 | County Span Route: Operational Adjustments ......................................................................... 32 Table 14 | Leonardtown Route: Service Adjustments ................................................................................ 34 Table 15 | Leonardtown Route: Operational Adjustments ........................................................................ 34 Table 16 | Calvert Connection Route: Service Adjustments ....................................................................... 36 Table 17 | Calvert Connection Route: Operational Adjustments ............................................................... 36 Table 18 | La Plata – Hughesville Route: Service Description .................................................................... 38 Table 19 | La Plata – Hughesville Route: Operational Descriptions ........................................................... 39 Table 20 | Prince Frederick – Hughesville Route: Service Description ....................................................... 41 Table 21 | Prince Frederick – Hughesville Route: Operational Descriptions .............................................. 41 Table 22 | Recommendations Phasing and Estimated Annual Costs ......................................................... 43 Table 23 | TDM Strategies Toolbox ............................................................................................................ 44 Table 24 │ Access Point Mileage ................................................................................................................. 52


TLC – College of Southern Maryland | iii

Table 25 | Transit Oriented Index Factors .................................................................................................. 57 Table 26 | Commuter Index Factors ........................................................................................................... 59 Table 27 | Employment Index Factors ........................................................................................................ 60 Table 28 | Non-Work Trip Index Factors .................................................................................................... 61 Table 29 | Educational Index Factors.......................................................................................................... 63 Figure 1| Southern Maryland Study Area ..................................................................................................... 3 Figure 2 | Calvert County Transit and Activity Centers ................................................................................ 6 Figure 3 | Charles County Transit and Activity Centers .............................................................................. 10 Figure 4 | St. Mary’s Transit and Activity Centers ...................................................................................... 14 Figure 5 | Entry Goal of CSM Students ....................................................................................................... 21 Figure 6 | Students Reason for Attending CSM .......................................................................................... 21 Figure 7 | Student Home Origin for All Campuses ...................................................................................... 24 Figure 8 | Student Home Origin for Leonardtown Campus ........................................................................ 25 Figure 9 | Students Home Origin for La Plata Campus ............................................................................... 26 Figure 10 | Students Home Origin for Prince Frederick Campus ................................................................ 27 Figure 11 | Student Home Origin for Waldorf Center for Higher Education .............................................. 28 Figure 12 | Proposed Charlotte Hall Route ................................................................................................. 31 Figure 13 | Proposed County Span Route................................................................................................... 33 Figure 14 | Proposed Leonardtown Route ................................................................................................. 35 Figure 15| Proposed Calvert Connection Route ......................................................................................... 37 Figure 16 | Proposed La Plata - Hughesville Route ..................................................................................... 40 Figure 17 | Proposed Prince Frederick - Hughesville Route ....................................................................... 42 Figure 18 │ Campus Access Options ........................................................................................................... 47 Figure 19 │ Prince Frederick Access with Roundabout ............................................................................... 48 Figure 20 │ Prince Frederick Road Access with Signalized Intersection ..................................................... 49 Figure 21 │ Foster Lane Access ................................................................................................................... 51 Figure 22 │ Transit Center Proposed Location ............................................................................................ 53 Figure 23 │ Proposed Phase 1 Transit Infrastructure ................................................................................. 54 Figure 24 │ Proposed Phase 2 Transit Infrastructure ................................................................................. 55 Figure 25 | Transit Oriented Propensity ..................................................................................................... 58 Figure 26 | Commuter Propensity .............................................................................................................. 60 Figure 27 | Employment Propensity ........................................................................................................... 61 Figure 28 | Non-Work Trip Propensity ....................................................................................................... 62 Figure 29 | Educational Propensity............................................................................................................. 64


TLC – College of Southern Maryland | 1

Introduction Southern Maryland is currently in a period of transformation, with the region’s population more than doubling over the last 25 years. The three county region comprised of Calvert, St. Mary’s, and Charles counties is served by the College of Southern Maryland (CSM), a regional community college of 27,000 students. In May 2014, CSM approved a new regional campus in Hughesville, Maryland to accommodate the school’s growth and consolidate academic programs. The new campus, when completed, will centralize certain programs and will draw students from all three counties. The purpose of this study is to provide an opportunity for the region to assess how to serve the campus through public transportation and ensure CSM-Hughesville develops in a responsible manner.

The contents of this report are:

• Existing Conditions – This section analyzes the region’s existing land use and transit service, as well as current CSM student demographics.

• Recommendations – This section summarizes the proposed transit recommendations and transportation demand management strategies.

• Land Use – This section outlines the proposed campus access points and the recommended campus transit facility.

This study was made possible under the Metropolitan Washington Council of Governments’ (MWCOG) Transportation-Land Use Connection (TLC) program, which assists communities in their effort to better coordinate transportation and land-use planning.



1 Existing Conditions

1.1 REGIONAL OVERVIEW OF SERVICE

The region of Southern Maryland is comprised of Calvert County, St Mary’s County, and Charles County. The area is geographically bordered on the east by the Chesapeake Bay, on the west by the Potomac River, and on the north by Prince George’s County and Anne Arundel County, Maryland (see Figure 1). Southern Maryland has a population of approximately 340,000, and is experiencing significant growth as the Washington metro area expands.

Between 2000 and 2010, Southern Maryland was the fastest growing region in Maryland with a population increase of 21 percent. St Mary’s County had the highest growth in the region with 22 percent. Today, Charles County is the region’s largest county in land area and population, while Calvert County is the smallest in land area and population. However, even with significant growth, the region remains mainly rural with forest and agriculture comprising approximately 75 percent of the region’s land use. The Navy is the biggest employer in the region operating the Naval Air Station (PAX) in St. Mary’s County, and the Naval Support Facility Indian Head in Charles County.

Each county operates local bus service with connections available between the local systems and commuter buses. Charles County operates sixteen deviated-fixed routes making it the largest system in Southern Maryland. St Mary’s Transit (STS) operates eleven deviated-fixed routes, and Calvert County Transit operates eight deviated-fixed routes. Each system provides weekday peak and off-peak service, as well as limited weekend service. Routes connect office, residential, medical, and commercial areas along major arterial roads within each county. Continued growth has increased economic opportunities within the region; however, a large portion of Southern Maryland residents work outside the region. Maryland Transit Administration (MTA) operates eleven fixed peak-only commuter bus routes connecting Southern Maryland and downtown Washington DC, with some routes also providing service to Prince George’s County and Anne Arundel County.



Figure 1| Southern Maryland Study Area



1.1.1 Calvert County Overview Calvert County has a population of approximately 92,000 people, and is Maryland’s smallest county with 213 square miles. The county is part of the Washington DC Metropolitan Statistical Area, and is located 30 miles southeast of Washington DC and 55 miles south of Baltimore, Maryland. The county is a peninsula, bounded on the east by the Chesapeake Bay and on the west by the Patuxent River. Calvert County has two incorporated towns: North Beach and Chesapeake Beach; and, seven town centers: Dunkirk, Owings, Huntingtown, Prince Frederick, St. Leonard, Lusby, and Solomons.

Calvert County Transit provides public bus transportation service linking the county’s major shopping, medical, and employment centers. Major trip generators within the system include the Calvert Memorial Hospital system with three medical centers in Prince Frederick, Dunkirk, and Solomons; the College of Southern Maryland in Prince Frederick; and, the three major senior centers: Calvert Pines, Southern Pines, and North Beach.

The system operates seven fixed routes, four standard routes and three shuttles, and four demand-response/para-transit routes (see Figure 2). The Dunkirk Route, the Lusby Shuttle, and the Midcounty Route provide weekday only service. The North County Route, Prince Frederick Shuttle I and South Route provide weekday and limited Saturday service. The Lusby Shuttle route operates on a seasonal schedule, with the Lusby Summer Shuttle operating between Memorial Day and Labor Day. Table 1 shows existing weekday ridership conditions for Calvert County Transit. The routes range from 60-minute headways to 125-minute headways during peak periods. Prince Frederick Shuttle I has the highest average weekday ridership in the system.

Fares vary by demographic and type of service. Bus fares can be purchased as one way trips, all-day passes, or multi-trip tickets. One-way regular fare on shuttles is $0.75, and $1.50 on standard routes. Discounted fares are available to youth, senior citizens, Medicare card holders, and CCPT Disability Cardholders. Buses are equipped with an electronic fare box, and riders can purchase Value Cards at the Transportation Office or from the bus driver with 24 hour advanced notice. There are three transfer points in the system: the main transfer point, Calvert Pines Senior Center, serving the Prince Frederick Shuttle I and II, the North Route, the South Route, and the Mid-County Route; the Sunderland Park & Ride, serving the Dunkirk Route and North Route; and, the Southern Pines Community Center, serving the Lusby Shuttle and South Route.



Table 1 | Calvert County Transit Bus Service

Route Weekday Span of

Service Frequency

(Peak/Off-Peak)

Average Weekday Ridership1

Services

Dunkirk Route (Orange)

7:45 AM - 5:24 PM 60 / 60 4.5 Dunkirk, Chaneyville, and

Sunderland Lusby Shuttle

(Gold) 7:21 AM - 4:50 PM 100 / 100 41.3*

Chesapeake Ranch Estates, Lusby Area, and Solomons

Lusby Summer Shuttle (Purple)

7:18 AM - 4:50 PM 100 / 100 41.3* Chesapeake Ranch Estates, Lusby Area, and Solomons

Mid County Route (Yellow)

7:55 AM - 3:23 PM 90 / 90 31.1 Prince Frederick, St Leonard, Broomes Island, Adelina, and

Solomons

North County Route (Pink)

6:30 AM - 5:16 PM 120 / 120 73.7

Prince Frederick, Huntington, Chesapeake Beach, North Beach & Sunderland; No

service to North Beach on Saturday

Prince Frederick Shuttle I (White)

6:35 AM - 7:57 PM 60 / 70 138.2 Prince Frederick

Prince Frederick Shuttle II (Green)

8:30 AM - 2:20 PM 70 / 70 43.7 Prince Frederick

South Route (Blue)

7:15 AM - 6:45 PM 125 / 140 68.7

Prince Frederick to St Leonard, Olivet, Lusby, Dowell, Ranch

Estates and Solomons; Saturday is Solomons Service

*Ridership information for the Lusby Shuttles is combined.

1 Average Weekday Ridership for each route was calculated from Annual Ridership. The percentage of the route’s trips on weekdays was determined, and multiplied by annual ridership to determine annual weekday ridership.



Figure 2 | Calvert County Transit and Activity Centers



Connections to External Services Calvert County Transit provides connection services to St. Mary’s Transit and MTA Commuter Bus. Calvert County Transit provides connection service to St Mary’s Transit (STS) at the Patuxent Plaza Shopping Center in Calvert County via the South Route, the Mid-County Route, and the Lusby Shuttle.

Calvert County Transit also provides direct connection to two Maryland Transit Administration (MTA) commuter peak-only express services. MTA Route 902 serves Calvert County and downtown Washington DC, and the 904 serves Calvert County, Anne Arundel County, Prince George’s County, and downtown Washington DC. The Dunkirk Route connects to MTA 902 at the Sunderland Park & Ride, which is located at MD-2 near MD-4 and MD-262, and the Dunkirk Park & Ride, which is located at 10839 Town Center Blvd. The Prince Frederick Shuttle I and II connect to MTA 902 at the Prince Frederick Park & Ride, which is located at Fairgrounds Road and Armory Road. The North Route connects to MTA 902 at the Sunderland Park & Ride, and to MTA Route 904 at the North Beach Municipal Lot, which is located at 5th Street and Chesapeake Avenue.2

Proposed Services from TDP Calvert County’s 2007 Transit Development Plan (TDP) identified a variety of suggestions for improving the existing bus service. Suggestions included adopting an on-time performance standard to prevent buses from arriving early, making minor adjustments to route schedules, and making adjustments to routes to prevent “out of direction” travel for passengers.

1.1.2 Charles County Overview Charles County has a population of approximately 152,000 people, and a land area of 457 square miles. It is the largest county in Southern Maryland. Charles County is a part of the Washington DC Metropolitan Statistical Area, and is located 25 miles south of Washington DC, and 55 miles southwest of Baltimore, Maryland. The county is bordered on the north by Prince George’s County, on the east by St. Mary’s County, and on the south and west by the Potomac River. The county has three incorporated towns: Indian Head, La Plata, and Port Tobacco Village; and seven census-designated places: Bensville, Bryans Road, Hughesville, Potomac Heights, Benedict, Cobb Island, and Waldorf.

Charles County Department of Community Services provides public bus transportation through the VanGO system, which links the county’s major shopping, medical, and employment centers. Major transit generators include the College of Southern Maryland in LaPlata, and the St. Charles Towne Center Mall in Waldorf.

VanGO operates 16 fixed routes, with the Nanjemoy Route offering part subscription service (see Figure 3). All routes provide weekday and Saturday service. Table 2 shows existing weekday ridership conditions

2 Starting on November 1, 2015, MTA routes 902 and 904 will change to 810, 820, 830, 840, and 850. Daily trips will increase from 64 to 96 per day. Information received from George Clark, Tri County Council on 4/2/2015.



for VanGO service. The routes range from 30-minute headways to 240-minute headways during peak periods. The 301 Connector has the highest average weekday ridership in the system.

Fares vary by demographic and type of service. Bus fares can be purchased as one-way trips, all-day passes, or multi-trip tickets. Riders can purchase all-day passes on-board, or $10 discounted passes at the Department of Community Services. VanGO One-way regular fare is $1. Discounted fares are available to senior citizens, Medicare card holders, and CCPT Disability Cardholders. Buses are equipped with an electronic fare box, the GFI Odyssey Validating Farebox. Drivers cannot make change, but can provide a Change Card for future VanGO rides.

There are two transfer points within the system. The La Plata Transfer Point is located at 40 Drury Drive, the Walmart Parking Lot, and serves the 301 Connector, Bryans Road, La Plata, Nanjemoy, and Newburg routes. The Waldorf Transfer Point is located at US 301/Smallwood Park & Ride and serves the 301 Connector, Brandywine Connector, Indian Head, Berry Road, Business A, Business B, Charlotte Hall, Pinefield, and St Charles A, B, C, and D routes.

Table 2 | VanGO Bus Service


Service Frequency

(Peak/Off-Peak) Average Weekday

Ridership3 Services

301 Connector 7:00 AM - 9:51 PM 30 / 60 434.6 Waldorf, La Plata Berry Road 7:00 AM - 8:47 PM 45 / 45 105.4 Berry Road

Brandywine Connector

7:00 PM - 9:45 PM 120 / 120 3.7 Waldorf,

Brandywine Crossing

Bryans Road 7:30 AM - 6:21 PM 60 / 60 115.4 (lumped with

Newburg in 2A) La Plata, Bryans

Road Business A 7:06 AM - 8:19 PM 60 / 60 177.4 Leonardtown Road Business B 7:30 AM - 6:30 PM 60 / 60 154.3 Crain Highway

Charlotte Hall 6:47 AM- 8:24 PM 60 / 60 106.6 St Mary's County,

Waldorf

Indian Head 6:26 AM - 9:41 PM 60 / 60 160.2 Waldorf, Indian

Head

La Plata 7:00 AM - 9:25 PM 60 / 60 223.7 Glen Albin, Kent Avenue, Radio Station Road

Nanjemoy

5:30 AM - 7:22 PM; Subscription Service

between 5:30 AM and 7:30 AM

240 / 240 84.4 La Plata (Route 6),

Nanjemoy

3 Average Weekday Ridership for each route was calculated from Annual Ridership. The percentage of the route’s trips on weekdays was determined, and multiplied by annual ridership to determine annual weekday ridership.




Service Frequency


Ridership3 Services

Newburg 7:04 AM -7:25 PM 120 / 120 115.4 (lumped with Bryans Road in 2A)

La Plata, Newburg

Pinefield 7:00 AM - 10:29 PM 60 / 60 273.4 Old Washington Road, Pinefield

Road

St Charles A 6:30 AM - 10:17 PM 60 / 60 151.3

University Drive, Sheffield Circle, St

Patricks Drive, Billingsley Road

St Charles B 6:30 AM - 10:23 PM 60 / 60 237.2

Wakefield Circle, Bannister Circle, Lancaster Circle, Hampshire Circle

St Charles C 6:30 AM - 7:53 PM 60 / 60 177.8

Middletown Road, Dorchester Circle,

Pinecone Road, Copley Avenue

St Charles D 6:30 AM - 9:53 PM 60 / 60

Data not currently available. Route

started on January 5, 2015.

Gleneagles South, Regency Furniture

Stadium



Figure 3 | Charles County Transit and Activity Centers

Connections to External Services VanGO service provides direct connections to St. Mary’s Transit (STS), MTA Commuter Bus, Washington Metro Area Transit Authority (WMATA), and Prince George’s Transit (“TheBus”).

Monday through Saturday between 7:00 AM and 8:30 PM, VanGO provides connection services to St. Mary’s Transit at Charlotte Hall Square Shopping Center via VanGO’s Charlotte Hall Route.

VanGO Transit provides direct connections to five Maryland Transit Administration (MTA) peak-only commuter express services: the 610, the 620, the 630, the 640, and the 650. MTA 610, 620, 630, and 640 provide service between Charles County and downtown Washington DC, and MTA 650 provides service between Charles County, Prince George’s County, and downtown Washington DC. The VanGO 301 Connector connects to MTA Routes 610, 620, and 630 at the Waldorf Transfer Point, and to MTA Route 650 at Route 301 & Marshall Corner Road. The Brandywine Connector, Indian Head, St. Charles Route A and C, and Business Route B connect to MTA Routes 610, 620 and 630 at the Waldorf Transfer Point. St.



Charles Route D connects with MTA Routes 610, 620, and 630 at the Waldorf Transfer Point, and to MTA Route 640 at the Regency Furniture (Blue Crabs) Stadium. The La Plata Route connects to MTA 610, 640, and 650 at the La Plata Park & Ride located at Washington Avenue and Rosewick Road. The Bryans Road Route connects to MTA 650 at the Bryans Road Shopping Center/Bryans Road Park & Ride.

VanGO provides connection services to WMATA Route W19, which provides express weekday peak service from Indian Head and Bryans Road Park & Ride Lot to Washington DC. Monday through Saturday between 7:30 AM and 6:30 PM VanGO’s Bryans Road Route provides a connection to W19 at Livingston Road. Monday through Saturday between 6:30 AM and 10:00 PM, VanGO’s Indian Head route connects to W19 at the Indian Head Post Office, Indian Head Main Gate, the Bryans Road Shopping Center/Bryans Road Park & Ride, and at Livingston Road. MTA Commuter Routes 640 and 650 also connect with the W19 at the Accokeek Park & Ride.

VanGO also provides connection service to TheBus, Prince George’s County transit system, at the Pinefield South Shopping Center. Between 6:00 am and 7:20 pm, VanGO riders can use either Business Route A or the Pinefield Route to connect with TheBus route 36. During evenings and on Saturdays, VanGO riders can use the Brandywine Connector to access the Brandywine Shopping Center in Prince George’s County.

Proposed Services from TDP Charles County’s 2010 Transit Development Plan (TDP) identified a variety of suggestions for improving the existing bus service. Suggestions include expanding VanGO service days and hours, reducing the need for customers to transfer, the introduction of more “one-seat” rides, shortening travel times through service modifications, increasing frequency of services, and reducing headways. More specifically, service alternatives include restoring one hour mid-day service gaps, splitting current 60-minute routes into 30-minute segments, interlining routes, modifying the St. Charles East Routes, operating Business A and B Routes as a common trunk, implementing Sunday service, expanding early morning and evening services, expanding the Nanjemoy Subscription Service, and modifying the Newburg Route. Non-service related suggestions include implementing a mobility manager, establishing an ongoing advisory committee, and elevating VanGO to a county department.

1.1.3 St. Mary’s County Overview St Mary’s County has a population of approximately 109,000 people, and a land area of 357 square miles. It is part of the California-Lexington Park Metropolitan Statistical Area, and is located 54 miles south of Washington DC, and 81 miles south of Baltimore, Maryland. The county is situated on a peninsula in Southern Maryland bordered by Charles County to the northwest, the Patuxent River to the northeast, the Potomac River to the southwest, and the Chesapeake Bay to the east. The county has one incorporated town, Leonardtown, and four census-designated places: California, Charlotte Hall, Golden Beach, and Lexington Park.



St. Mary’s Transit (STS) provides public bus transportation service linking the county’s major shopping, educational, medical, and employment centers. Major trip generators include the Patuxent River Naval Air Station, St Mary’s College of Maryland, and the College of Southern Maryland in Leonardtown.

The system operates eleven fixed routes, with five routes offering Saturday service, and one route offering Sunday service (see Figure 4). If traffic and road conditions permit, riders are allowed to “flag” buses along regular routes to discharge or pick up passengers. Table 3 shows existing weekday ridership conditions for STS service. The routes range from 60-minute headways to 120-minute headways during peak periods. The California Route, Route 1, has the highest average weekday ridership in the system.

Bus fares can be purchased as one-way trips, daily passes, or monthly passes. STS one-way regular fare is $1.00. Discounted fares are available to youth, students, senior citizens, Medicare card holders, and CCPT Disability Cardholders. Acceptable fare media includes cash, STS tickets, STS transfers, and monthly passes. STS buses are not equipped with electronic fare boxes, and drivers are not equipped to provide riders with change.

There are four transfer points in the system: the Governmental Center in Leonardtown, the Tulagi Place Park & Ride lot in Lexington Park, Patuxent Plaza Shopping Center in Solomons, and Charlotte Hall Square in Charlotte Hall.

Table 3 | STS Bus Service


Service Frequency


Ridership4 Services

Route 1 - California Route

5:42 AM - 6:48 PM 60 / 60 358.0 Leonardtown, Lexington

Park, California Route 2 - Charlotte Hall

5:50 AM - 5:53 PM 60 / 60 177.7 Leonardtown, Charlotte

Hall, Loveville

Route 3 - Great Mills Route

5:25 AM - 7:35 PM 60 / 60 259.9 Lexington Park,

Leonardtown, Great Mills

Route 4/14 - County Span Route

6:00 AM - 6:51 PM 120 / 120 27.3 Lexington Park, Charlotte Hall

Route 5 - Calvert Connection

7:00 AM - 5:53 PM 120 / 120 49.1 Lexington Park,

Solomons Route 6 -Northern Route

7:00 AM - 5:48 PM 120 / 120 44.4 Charlotte Hall, Budds Creek, Mechanicsville

Route 7 - Southern Route

5:51 AM - 7:17 PM 60 / 60 202.1 Lexington Park, Ridge,

St. Mary's City

4 Average Weekday Ridership for each route was calculated from Annual Ridership. The percentage of the route’s trips on weekdays was determined, and multiplied by annual ridership to determine ridership for weekday trips.




Service Frequency


Ridership4 Services

Route 11 - Great Mills/California Route

6:00 PM - 10:45 PM

60 / 60 11.1 California, Great Mills

Route 12 - Leonardtown Route

6:00 PM - 8:53 PM 60 / 60 2.4 California, Charlotte Hall, Leonardtown



Figure 4 | St. Mary’s Transit and Activity Centers



Connections to External Services STS service provides connections to Calvert County Transit, Charles County Transit (VanGO), and MTA Commuter Bus.

STS provides connection service to Calvert County Transit at the Patuxent Plaza Shopping Center via the Calvert Connection. STS also provides direct connection services to VanGO transit at Charlotte Hall Square in Charlotte Hall via the Charlotte Hall Route, the Northern Route, the County Span Route, and the Leonardtown Route.

STS provides direct connections to four Maryland Transit Administration (MTA) peak-only commuter express service: the 705, the 715, the 725, and the 735. MTA 705 and 715 provide service between St. Mary’s County, Charles County, and downtown Washington DC. MTA 725 provides service between St. Mary’s County, and downtown Washington DC, and MTA 735 provides service between St. Mary’s County, Charles County, Prince George’s County and downtown Washington DC. The North and Mid-County Route connect to MTA Route 705 at the Charlotte Hall Square Shopping Center, and to MTA Route 715, 725, and 735 at the Golden Beach Park & Ride in Charlotte Hall.

Proposed Services from TDP The Transit Development Plan (TDP) from 2011 recommends a variety of service suggestions. Suggestions range from short term improvements such as system-wide efficiency improvements, bus stop safety improvements, and continued mobility enhancements; to mid-term plans including park and ride/commuter bus connectivity, extended evening hours (Southern Route), Sunday service expansion, increased frequency in Lexington Park/Great Mills, MTA commuter bus connection to Leonardtown, rural fixed route service expansion, and improved passenger transfer facilities; and long term plans including real time bus information, electronic fare collection, and transition to larger vehicles.

1.2 EXISTING LAND USE

More than 55 percent of the existing land use in Southern Maryland is forest and an additional 25 percent is agricultural and water. The region is majority rural with small areas of low-to-medium dense commercial and industrial land use. In Charles County, the developed areas include Waldorf, Bryans Road/Indian Head, La Plata, and areas along MD-5 between Hughesville and the St. Mary’s County line. In St. Mary’s County, the biggest areas of development are around Lexington Park, California, and Great Mills. In Calvert County, development is focused in the seven town centers: Dunkirk, Owings, Huntington, Prince Frederick, St. Leonard, Lusby, and Solomons.

1.2.1 College of Southern Maryland The College of Southern Maryland (CSM) is an accredited community college that operates four campuses and two centers in Southern Maryland’s tri-county area. Approximately 8,400 students are enrolled at the four campuses, with 25 percent of students taking classes at more than one campus. CSM offers associate degrees in a wide variety of disciplines, certificates, and classes for non-degree seeking students. The La



Plata Campus and the Waldorf Center for Higher Education are located in Charles County. The Prince Frederick Campus is located in Calvert County, and the Leonardtown Campus is located in St. Mary’s County. The Center for Trades and Energy Training and the Center for Transportation Training are both located in Charles County.

The La Plata Campus is located at 8730 Mitchell Road in La Plata, Maryland. The campus has the largest enrollment with approximately 5,700 students. The campus boasts a large indoor pool, a fine arts center, high-tech computer laboratories, outdoor and indoor sports facilities, a bookstore, fitness center and cafeteria, an online learning center, and a state of the art conference center.

The Waldorf Center for Higher Education is located at 3261 Old Washington Road in Waldorf, Maryland. It was founded in 1997 and offers associate and bachelor degrees through the College of Southern Maryland and the University of Maryland University College (UMUC) alliance. The center serves approximately 600 students. The center is a three floor facility with administrative space, 12 classrooms, three instructional computer labs, a student lounge, and a student and alumni computer lab.

The Leonardtown Campus is located at 22950 Hollywood Road in Leonardtown, Maryland. The campus enrolls approximately 2,200 students. It is located on 62 acres and has three modern facilities that boast science labs, a wellness and aquatic center, and an auditorium.

The Prince Frederick Campus is located at 115 J.W Williams Road in Prince Frederick, Maryland. The campus also enrolls approximately 2,200 students. The campus has two buildings consisting of nearly 90,000 square feet with specialized science and health labs, a career and academic services center, and a college store.

The Center for Trades and Energy Training is located at 17 Irongate Drive in Waldorf, Maryland. It is a 17,858 square foot facility with an electrical, welding, HVAC, and carpentry labs. The Center for Transportation Training is located at 5825 Radio Station Road in La Plata, Maryland. The center provides facilities for Driver Training Programs and other industrial training programs.

Hughesville is the largest village center in Charles County with a population of approximately 2,000 residents. Its central location within the Southern Maryland region makes it accessible from Prince Frederick in Calvert County, and Charlotte Hall and Lexington Park in St. Mary’s County. In 2007, Charles County Commissioners approved a development plan for Hughesville, which envisions a revitalized Hughesville Village.

1.2.2 Hughesville Development In 2007, Charles County Commissioners approved the Hughesville Village Revitalization Plan. Hughesville, Maryland, located at the crossroads of MD-5 and MD-231, is the largest village center in Charles County. Hughesville is centrally located in Southern Maryland, providing easy connections to St. Mary’s County and Calvert County. The area planned for redevelopment is currently a mix of low density residential and commercial development, while the surrounding Hughesville area is rural. The Hughesville revitalization



plan supports Smart Growth principles. The goal of the plan is to create a vibrant and economically sustainable rural village with a pedestrian friendly main street. The village core is centralized around the MD-5 and MD-231 intersection, with the plan’s village core streetscape concept running along MD-231 and Old Leonardtown Road. Planned improvements to the village core include implementing streetscaping measures, improving parking and transportation, and promoting mixed-use redevelopment. This proposed redevelopment hopes to enhance village character and make Hughesville a resident and tourist destination. The plan includes a build out option to include industrial, commercial, and residential development to the north and east of the envisioned village core.

In 2013, the College of Southern Maryland approved a master plan for the college’s new Regional Campus in Hughesville, Maryland. The campus will be located on 74 acres along MD-5 in Hughesville. This development will create a sense of community within five phrases of growth. Phases include the construction of a new Center for Trades and Energy Training, which currently exists at the Waldorf campus, a Health Science building, a Fine Arts building, a field house, and relocation of the college’s athletic fields.

1.2.3 Points of Interest and Trip Generators Calvert County Most of Calvert County’s major trip generators and points of interest are located in Prince Frederick.

The county’s major employers are Calvert Memorial Hospital in Prince Frederick, Calvert Cliffs Nuclear Power Plant in Lusby, and Walmart in Prince Frederick.

The only major educational facility in the county is the College of Southern Maryland in Prince Frederick.

A majority of the county’s medical facilities are in Prince Frederick including the Calvert Memorial Hospital and the Calvert County Health Department. The Calvert Memorial Hospital also operates the Dunkirk Medical Center in Dunkirk and the Solomons Medical Center in Solomons.

A majority of the county’s shopping centers are in Prince Frederick including Calvert Village, Central Square, Fox Run, Prince Frederick Shopping Center, and Walmart. Other shopping centers include Avondale Shopping Center and Patuxent Plaza in Solomons; Dunkirk Market Place and Country Village Plaza in Dunkirk; Lyons Creek Shopping Center in Lyons Creek; and, Chesapeake Station in Chesapeake Beach.

There are five senior housing facilities in the county: Asbury Solomons Island in Solomons, Calvert Pines Apartment in Prince Frederick, Southern Pines Apartments in Lusby, Rainbow Acres in Sunderland, and Town Center Apartments in North Beach.

The County’s Department of Social Services and Community Services are located in Prince Frederick. A majority of social service providers are also based in Prince Frederick.



Charles County Most of the Charles County’s major trip generators and points of interest are located in La Plata and Waldorf.

The county’s major employers are Naval Support Facility in Indian Head, Charles County Government in La Plata, Civista Medical Center in La Plata, College of Southern Maryland in La Plata and Waldorf, and Facchina Construction Company in La Plata.

The College of Southern Maryland operates the county’s three major educational facilities: the Waldorf Campus, the La Plata Campus, and the Industrial Training Center in La Plata.

A majority of the county’s medical facilities are in La Plata and Waldorf. The University of Maryland Charles Regional Medical Center is located in La Plata, and the Waldorf Healthcare Center and Waldorf Medical Clinic are located in Waldorf. The County Health Department is located in White Plains.

A majority of the county’s shopping centers are in Waldorf including Charles County Plaza, Pinefield Shopping Center, St. Charles Towne Center, and St. Charles Plaza. There is also a concentration of big box stores in Waldorf including Target, Lowes, Home Depot, and Giant Food. In La Plata there is La Plata Shopping Center, Potomac Square Shopping Center, and Hawthorne Shopping Center. Other major shopping centers include Bryans Road Shopping Center in Bryans Road, and Indian Head Shopping Center in Indian Head.

There are ten senior housing facilities in the county primarily located in Waldorf and La Plata, with additional facilities in Bryans Road and White Plains.

The County’s Department of Social Services is located in Port Tobacco. A majority of social service providers are located in La Plata and Waldorf.

St Mary’s County Most of St. Mary’s County’s major trip generators and points of interest are located in Leonardtown, Lexington Park, and California.

The major employers in the county are Patuxent River Naval Air Station in Patuxent River, St. Mary’s Hospital in Leonardtown, DynCorp International in Patuxent River, BAE Systems Technology in California, and Wyle Laboratories in Lexington Park.

There are six major educational facilities including the Southern Maryland Higher Education Center in California, the St. Mary’s County Technical Center in Leonardtown, the Lexington Park Training Center in Lexington Park, St. Mary’s College of Maryland in St. Mary’s City, UMUC – Patuxent River in Patuxent River, and the College of Southern Maryland in Leonardtown.



A majority of the county’s medical facilities are in Leonardtown including St. Mary’s Hospital, St. Mary’s Nursing Center, St. Mary’s County Health Department, and the BMA of Leonardtown. The Chesapeake Regional Cancer Center is in Charlotte Hall.

A majority of the county’s shopping centers are in California including Bay Center, Esperanza & San Souci Shopping Center, Hickory Hills Shopping Center, Laurel Glen Shopping Center, Lowe’s, and Wildewood Center. In Lexington Park there is Millison Plaza and St Mary’s Square. In Charlotte Hall there is Charlotte Hall Square Shopping Center and McKay’s Plaza, and in Leonardtown there is Leonardtown Centre.

There are six senior housing facilities in the county including Charlotte Hall Veterans Home in Charlotte Hall, Cedar Lane Apartments in Leonardtown, New Towne Village in Leonardtown, Victory Woods Senior Housing in California, Wildewood Retirement Village in Wildewood, and Lexington Park Active Adult Community in Lexington Park.

The County’s Department of Social Services is located in Leonardtown. Other social service providers are dispersed throughout the county in Leonardtown, Lexington Park, Hollywood, and Charlotte Hall.

1.3 STUDENT POPULATIONS

The College of Southern Maryland students are demographically diverse representing a range of incomes, races, and age. With campuses in each county, students travel both within counties and between counties to reach campuses.

1.3.1 Demographic Breakdown of Students One third, or 33 percent, of the students’ family income range is below $25,000, approximately 40 percent is between $25,000 and $100,000, and about a quarter of students’ family income is above $100,000. Table 4 shows the breakdown of family income ranges for CSM students.

Table 4 | CSM Students’ Family Income

Family Income Range Students Percent of Total $0 to $24,999 1,452 33% $25,000 to $49,999 894 20% $50,000 to $74,999 579 13% $75,000 to $99,999 450 10% $100,000 or more 1,076 24%

Total 4,451 100%

The student body is representative of the region’s ethnicity and race. Students identifying as two or more races make up only about two percent more of the student population than the region’s population, and those whose ethnicity or race is unknown make up about six percent more of the student population. African Americans are equally represented at CSM compared to the region. Non-minority whites are



slightly underrepresented with about 58 percent in the student population, compared to 67 percent in the region. Table 5 shows the ethnicity and racial demographics of the CSM population compared to the entire regions demographic.

Table 5 | CSM Students Race

Race CSM Students Percent

of Students Southern Maryland Percent of Region

American Indian or Alaskan Native

42 0.5% 1,710 0.5%

Asian 224 2.7% 8,222 2.4% Black or African American

2,155 25.6% 86,991 25.6%

Native Hawaiian or Other Pacific Islander

27 0.3% 220 0.1%

White 4,876 57.9% 228,544 67.1% Two or more races 423 5.0% 11,157 3.3% Non-Resident Alien 34 0.4% 0 Race Unknown 645 7.7% 3,595 1.1%

Total 8,426 100.0% 340,439 100.0%

The majority of students, 45 percent, are between 18 and 21 years old. Eighteen-year-olds are the most represented age in the student body. Ages 22 to 29 make up the second highest group with 25 percent of the population. Approximately 20 percent of the population is above 30 years old, and less than eight percent is under 18. The average age of the student body is 25. Table 6 shows the age of the CSM student population.

Table 6 | CSM Students Age

Age Students Percent of Total 17 and Under 643 7.6% 18-21 Years 3,799 45.1% 22-29 Years 2,133 25.3% 30-39 Years 952 11.3% 40-59 Years 816 9.7% 60 and Over 83 1.0% Median Age 21.1 - Modal Age 18.0 - Mean Age 25 -

Total 8,426 100.0%



Almost three fourths of students attending CSM are pursuing an associate degree, typically requiring at least two years of study to complete. Figure 5 shows the entry goal of CSM students.

Figure 5 | Entry Goal of CSM Students

About half of the students attending CSM are preparing for a transfer to another university. Figure 6 shows students’ reasons for attending CSM.

Figure 6 | Students Reason for Attending CSM

The college offers courses at a variety of times to be suitable to its diverse student body. Of the students attending the college, approximately 56 percent of students take credit hours during traditional business hours or before 5pm, 20 percent take them after 5 pm, and 24 percent take them non-traditionally through online classes.

71.1%

9.8%

9.2%

7.3%

2.5%

Associate Degree

Certificate

Non-degree Seeking

Undecided

Missing

13.3%

12.2%

50.0%

3.0%

6.8%

8.9%

5.8% Explore New Career

Prepare for First Career

Prepare for Transfer

Update Job Skills

Self-enrichment

Other

Missing



1.3.2 Travel The College of Southern Maryland has a student body of approximately 8,400 students. The largest of the campuses, La Plata, has 5,781 students attending, while the Leonardtown and Prince Frederick have around 2,000 students attending. The Waldorf Center has the fewest number of students and offers the fewest number of programs. Table 7 shows the total student headcount and each campus headcount.

Table 7 | Enrollment by Campus

Campus Enrollment Students Total Students Enrolled (unduplicated)5 8,426 La Plata Campus 5,781 Leonardtown Campus 2,277 Prince Frederick Campus 2,199 Waldorf Center 626

While a majority of students, 75 percent, attend only one campus, about 10 percent attend classes at two campuses. Less than one percent of students take classes at three campuses, and no students take classes at all four campuses. CSM also offers online courses to complete a degree or certificate, and about 14 percent of the students enrolled at CSM partake in only online courses. Table 8 shows the number of campuses students attend.

Table 8 | Number of Campuses Attended

Campuses Attended Students Percent of Total One Campus 6,353 75.4% Two Campuses 866 10.3% Three Campuses 42 0.5% All Four Campuses 0 0.0% Online Courses Only 1,165 13.8% Total 8,426 100.0%

Table 9 shows the breakdown of the students who take classes at more than one campus. This matrix provides insight into the need for intercampus travel. The highest amount of intercampus travel occurs between La Plata and Waldorf Center, with approximately 315 students, the second highest between La Plata and Leonardtown with 210 students, and the third highest between Prince Frederick and La Plata with 188 students. Over 100 students take classes at both Leonardtown and Prince Frederick. However, fewer than 15 students take classes at both Prince Frederick and Waldorf Center, and Leonardtown and Waldorf Center.

5 The sum of enrollment at each campus is greater than Total Students Enrolled because multiple students attend more than one campus.



Table 9 | Students Attending Two Campuses

La Plata Leonardtown Prince Frederick Waldorf Center

La Plata 3,331* 210 188 315 Leonardtown 210 1,529* 129 14 Prince Frederick 188 129 1,378* 10 Waldorf Center 315 14 10 115* Total 7,219**

*Count of students attending just one campus. **Includes only students that attend a physical campus, excludes the 1,165 students enrolled in online courses only.



1.3.3 Maps of Student Home Origin Distribution The CSM Campuses are centrally located in each county. Overall, most of the students attending CSM are from the more developed areas in the tri-county region. The highest concentrations of students are seen in St. Charles and Waldorf in Charles County, Charlotte Hall and St. Mary’s City in St. Mary’s County, and Lusby and Solomons in Calvert County. Charles County and St. Mary’s County are more represented across the campuses than students from Calvert County. Figure 7 shows the student concentration by zip codes for the four CSM campuses.

Figure 7 | Student Home Origin for All Campuses



Students attending the Leonardtown campus in St. Mary’s County mainly live in St. Mary’s County. There is a small percentage of students from southern Calvert County, which is connected to St. Mary’s County via a bridge over the Patuxent River. Within St. Mary’s County, students are concentrated around the more populous regions including Lexington Park and St. Mary’s City in the southeast, Charlotte Hall in the northwest, and Leonardtown in the south. Figure 8 shows the student concentration by zip codes for the Leonardtown Campus.

Figure 8 | Student Home Origin for Leonardtown Campus



Students attending the La Plata Campus mainly live in Charles County. However, there is sizable representation from northern St. Mary’s County, near the border with Charles County around Charlotte Hall. Within Charles County, students are concentrated in St. Charles, Waldorf, and La Plata. These areas are more developed than the rest of the county and are in close proximity to the campus. Figure 9 shows the student concentration by zip codes for the La Plata Campus.

Figure 9 | Students Home Origin for La Plata Campus



Students attending the Prince Frederick Campus mainly live in Calvert County. There is a small percentage of students from Southern St. Mary’s County, which is connected to southern Calvert County via a bridge over the Patuxent River. Within Calvert County, students are concentrated in the more densely populated areas in the south near Lusby and Solomons, and in the north around Huntington and Prince Frederick. Figure 10 shows the student concentration by zip codes for the Prince Frederick Campus.

Figure 10 | Students Home Origin for Prince Frederick Campus



Students attending the Waldorf Center for Higher Education mainly live in Charles County. However, there is a small percentage of students from northern St. Mary’s County, near the border with Charles County around Charlotte Hall. Within Charles County, students are concentrated around the campus in St. Charles and Waldorf. There is less significant representation from the more central part of the county around La Plata. Figure 11 shows the student concentration by zip codes for the Waldorf Center for Higher Education.

Figure 11 | Student Home Origin for Waldorf Center for Higher Education



2 Recommendations The following sections detail the recommendations related to regional transit service for the College of Southern Maryland (CSM) Hughesville Campus. The new CSM Hughesville Campus will be constructed in two phases. Phase I will consist of the Center for Trades and Energy Training facility, which is expected to be completed in 2016. Phase II will consist of the Health Sciences Center facility and is expected to be completed in 2020. More information on these phases was provided in the Existing Conditions chapter.

The recommendations are broken out by transit and Transportation Demand Management (TDM) strategies. A two-step process was utilized to develop the transit recommendations. The first step consisted of developing a transit propensity index6 that used census data to calculate the areas of Southern Maryland that are most suitable for transit. The second step analyzed CSM students travel flows in conjunction with the propensity analysis to determine where there is a current and future need for additional transit service.

The TDM strategies were developed through a peer analysis of other local campuses TDM plans, and an analysis of CSM’s existing transportation infrastructure and TDM services.7 The selected strategies will address the existing and future transportation needs of CSM students and employees by enhancing the campus’s non-SOV transportation options.

2.1 TRANSIT RECOMMENDATIONS

The TDP’s for the three counties of Charles, St. Mary’s, and Calvert, all indicate a need for increasing connections in the region, and specifically between the jurisdictions. These proposed recommendations enhance connection opportunities for riders between the counties by establishing a convenient transfer point, increasing existing service, and creating and expanding routes to serve multiple counties.

The Hughesville Campus will serve as a central transit hub for the tri-county region, with services to all three counties connecting there. If the campus becomes directly accessible from MD-5 then the Hughesville Campus should replace the current Charlotte Hall transfer point in St. Mary’s County. If the campus is not accessible from MD-5, then Charlotte Hall will remain the transfer point.

Based on the future CSM Hughesville Campus’ transit needs, extensions of four existing bus routes and two new routes are being recommended. These proposed services will provide students from the tri-county region greater access to the campus, and improve intercampus and inter-county connections. These recommendations are described in further detail in the following sections.

6 The transit propensity analysis is a multi-factor model used to identify where in the region there currently exists the highest propensity for transit, or in other words, where ridership is likely to be the highest. 7 TDM Campus Plans included: James Madison University, George Mason University, University of Maryland, and University of Virginia.



2.1.1 Existing Service Expansions Charlotte Hall Route

Overview of Service Adjustment St. Mary’s Transit’s (STS) Charlotte Hall Route currently connects Leonardtown and Charlotte Hall. The proposed extension would move the route’s northern terminus from the Charlotte Hall Food Lion to the Hughesville Campus (see Figure 12). The proposed extension will travel northbound and southbound on MD-5 to and from the campus, which will be located north of the MD-5 and MD-231 intersection. This extension will provide a new one-seat connection between the Leonardtown and Hughesville CSM campuses.

Based on recommendations from the St. Mary’s Transit System: Draft 2015 Route Modification, service can be realigned and stops can be consolidated in both the northbound and southbound direction to save 11 minutes northbound, and 16 minutes southbound. One new bus stop at the Hughesville Campus is recommended for this route.

The proposed route runs 28 one-way daily trips at a 60-minute frequency (see Table 100). Additionally, the proposed route will have a longer span, 5:50 AM to 9:00 PM, to accommodate evening class schedules.

Table 10 | Charlotte Hall Route: Service Adjustments

Route Characteristic Existing Proposed Length (One-way) 20.9 miles 24.8 miles8 Span 5:50 AM – 5:53 PM 5:50 AM – 9:00 PM Frequency 60 minutes 60 minutes Number of Trips (One-way) 23 28

Estimated Costs The proposed extension would increase the route’s daily revenue miles by 207.2 miles (see Table 11). The proposed extension requires two designated buses, which is the same as the existing route and would require no additional costs. Based on average operational costs for the system, the proposed route will increase daily revenue hours by 4.8 hours at an additional daily cost of $203.9 For an average annual cost of $51,094.10

Table 11 | Charlotte Hall Route: Operational Adjustments

Category Existing Proposed Daily Revenue Hours 23.9 hours 28.7 hours Daily Revenue Miles 487.2 miles 694.4 miles

8 Proposed mileage is reflective of the Prince Frederick Road/Valyn Drive access point (see Land Use Chapter). 9 Average Operational Cost is estimated at $42.24 per revenue hour from Form 2A: STS Service Performance Summary Data, FY2014. 10 Calculated based on 252 annual operating days.



Category Existing Proposed Number of Buses 2 Designated Buses 2 Designated Buses

Figure 12 | Proposed Charlotte Hall Route



County Span Route

Overview of Service Adjustment St. Mary’s Transit’s (STS) County Span Route currently connects Lexington Park and Charlotte Hall. The proposed extension would move the route’s northern terminus from the Charlotte Hall Food Lion to the Hughesville Campus (see Figure 13). The proposed extension will travel northbound and southbound on MD-5 to and from the campus, which will be located north of the MD-5 and MD-231 intersection.

Based on recommendations from the St. Mary’s Transit System: Draft 2015 Route Modification and Potential Modifications for CY 2016 Update, service can be realigned and stops can be consolidated in both the northbound and southbound direction to save two minutes northbound, and five minutes southbound. One new stop location at the Hughesville Campus is recommended for this route.

The proposed route runs 24 one-way daily trips at a 60-minute frequency between 6:00 AM and 7:00 PM (see Table 12).

Table 12 | County Span Route: Service Adjustments

Route Characteristic Existing Proposed Length (One-way) 25.5 miles 29.4 miles11 Span 6:00 AM – 6:51 PM 6:00 AM – 7:00 PM Frequency 120 minutes 60 minutes Number of Trips (One-way) 12 24

Estimated Costs The proposed extension would increase the route’s daily revenue miles by 399.6 miles (see Table 13). The existing route is currently operated with two interlined buses between the Northern Route and Calvert Connection interline. The proposed extension requires the route to have two designated buses to operate at a higher frequency. Based on average operational costs for the system, the proposed route will increase daily revenue hours by 2.8 hours at an additional daily cost of $507.12 For an average additional annual cost of $127,734.13

Table 13 | County Span Route: Operational Adjustments

Category Existing County Span Route Proposed County Span Route Daily Revenue Hours 12 hours 24 hours Daily Revenue Miles 306 miles 705.6 miles Number of Buses 2 Interlined Buses 2 Designated Buses




Figure 13 | Proposed County Span Route



Leonardtown Route

Overview of Service Adjustment St. Mary’s Transit’s (STS) Leonardtown Route currently connects California and Charlotte Hall via Leonardtown. The proposed extension would move the route’s northern terminus from the Charlotte Hall Food Lion to the Hughesville Campus (see Figure 14). The proposed extension will travel northbound and southbound on MD-5 to and from the campus, which will be located north of the MD-5 and MD-231 intersection.

The proposed extension runs two one-way daily trips at a 70-minute frequency between 6:00 PM and 9:30 PM (see Table 14). However, the route can be interlined with the proposed Calvert Connection and County Span Extension to retain a 60-minute frequency. One new stop location at the Hughesville Campus is recommended for this route.

Table 14 | Leonardtown Route: Service Adjustments

Route Characteristic Existing Proposed Length (One-way) 29.4 miles 33.3 miles14 Span 6:00 PM – 8:43 PM 6:00 PM – 9:30 PM Frequency 60 minutes 70 minutes Number of Trips (One-way) 5.5 4

Estimated Costs The proposed extension would decrease the route’s daily revenue miles by 28.3 miles because of the fewer daily trips (see Table 15). The proposed route requires two designated buses, which is the same as the existing route and would require no additional costs. Based on average operational costs for the system, the proposed route will decrease daily revenue hours by .6 hours at a decrease in daily cost of $25.15 For an average annual cost decrease of $6,386.16

Table 15 | Leonardtown Route: Operational Adjustments

Category Existing Proposed Daily Revenue Hours 5.3 hours 4.7 hours

Daily Revenue Miles 161.5 miles 133.2 miles

Number of Buses 2 Designated Buses 2 Designated Buses




Figure 14 | Proposed Leonardtown Route



Calvert Connection Route

Overview of Service Adjustment Calvert County’s TDP recommends more connections between STS and Calvert County Transit in Solomons. This proposed service change will increase the route’s frequency to provide more connections to Solomons.

St. Mary’s Transit’s (STS) Calvert Connection Route currently connects Lexington Park in St. Mary’s County and Solomons in Calvert County. The proposed service adjustment will not change the route’s current alignment or stop locations (see Figure 15).

The St. Mary’s Transit System: Draft 2015 Route Modification, and the Potential Modifications for CY 2016 Update recommend operating the Calvert Connection Route every hour and using a single bus to improve connections to Calvert County Transit.

The proposed route runs 24 one-way daily trips at a 60-minute frequency between 6:00 AM and 6:00 PM (see Table 16).

Table 16 | Calvert Connection Route: Service Adjustments

Route Characteristic Existing Proposed Length 8.9 miles 8.9 miles Span 7:00 AM – 5:53 PM 6:00 AM – 6:00 PM Frequency 120 minutes 60 minutes Number of Trips (One-way) 12 24

Estimated Costs The proposed service adjustment would increase the route’s daily revenue miles by 107 miles (see Table 17). The existing route is currently operated with two interlined buses between the Northern Route and County Span Route. The proposed route requires one designated bus to operate at a higher frequency. Based on average operational costs for the system, the proposed route will increase daily revenue hours by 1.1 hours at an increase in daily cost of $46.46.17 For an average annual cost increase of $11,709.18

Table 17 | Calvert Connection Route: Operational Adjustments

Category Existing Proposed Daily Revenue Hours 10.9 hours 12.0 hours Daily Revenue Miles 106.8 miles 213.6 miles Number of Buses 2 Interlined Buses 1 Designated Bus

17 Average Operational Cost is estimated at $42.24 per revenue hour from Form 2A: STS Service Performance Summary Data, FY2014. 18 Calculated based on 252 annual operating days.



Figure 15| Proposed Calvert Connection Route



2.1.2 New Service La Plata – Hughesville Route

Overview of Service The proposed route would connect CSM’s La Plata Campus to CSM’s new Hughesville Campus via MD-488 (see Figure 16). This route will provide a new east to west connection in Charles County, and be operated solely by Charles County’s transit system, VanGO.

St. Mary’s TDP recommends providing easier connections between La Plata and St. Mary’s County. The current design of this route does not directly serve St. Mary’s County. However, terminating at Hughesville will provide STS riders with an opportunity to transfer directly to a bus to La Plata. If the Hughesville Campus does not become the designated inter-system transfer location, this route should terminate at the Charlotte Hall Food Lion to connect with STS Service.

In La Plata, the extension will stop at existing stops along Mitchell Road, Crain Highway, and MD-488 which are currently served by VanGO’s Nanjemony, La Plata, and Newburg routes. On MD-5 between MD-488 and the new campus, the route will also stop at the existing stops along MD-5, which are currently served by VanGO’s Charlotte Hall Route. One new stop location at the Hughesville Campus is recommended for this route.

Two service options are proposed for this new route. Option 1 operates between the La Plata Transfer Point and the CSM Hughesville Campus with a 60-minute frequency, which aligns with the schedules of the additional proposed services at the Hughesville Campus. This alignment has a run time of approximately 25 minutes, and can operate 30 one-way daily trips between 6:00 AM and 9:00 PM. Option 2 operates between the CSM La Plata Campus and the CSM Hughesville Campus. This alignment has a run time of approximately 30 minutes, and runs 13 one-way daily trips at a 45-minute frequency between 6:30 AM and 8:45 PM (see Table 18).

Table 18 | La Plata – Hughesville Route: Service Description

Route Characteristic Option 1 Option 2

Length 13.8 miles19 17.4 miles20

Span 6:00 AM – 9:00 PM 6:30 AM – 8:45 PM

Frequency 60 minutes 45 minutes (Peak)

90 Minutes (Off-Peak)

Number of Trips (One-way) 30 26

Estimated Costs Option 1 would operate for 15 daily revenue hours and 414 daily revenue miles (see Table 19). The proposed route requires one designated bus. Based on average operational costs for the system, the

19 Proposed mileage is reflective of the Prince Frederick Road/Valyn Drive access point (see Land Use Chapter). 20 Proposed mileage is reflective of the Prince Frederick Road/Valyn Drive access point (see Land Use Chapter).



proposed route will have a daily operating cost of approximately $1,080.21 For an average annual cost of $272,160.22

Option 2 would operate for 19.5 daily revenue hours and 452.2 daily revenue miles. The proposed route requires two buses. These buses can either be designated, or interlined with the proposed Charlotte Hall route for a 60 minute frequency. Based on average operational costs for the system, the proposed route will have a daily operating cost of approximately $1,404.23 For an average annual cost of $353,808.24

Table 19 | La Plata – Hughesville Route: Operational Descriptions

Category Option 1 Option 2 Daily Revenue Hours 15 hours 19.5 hours Daily Revenue Miles 414 miles 452.2 miles Number of Buses 1 Designated Bus 2 Designated Buses

21 Average Operational Cost is estimated at $72 per revenue hour for FY16. Data from Charles County Department of Community Services. 22 Calculated based on 252 annual operating days. 23 Average Operational Cost is estimated at $72 per revenue hour for FY16. Data from Charles County Department of Community Services. 24 Calculated based on 252 annual operating days.



Figure 16 | Proposed La Plata - Hughesville Route

Prince Frederick – Hughesville

Overview of Service The proposed route would connect CSM’s Prince Frederick Campus in Calvert County to CSM’s new Hughesville Campus in Charles County via MD-231 (see Figure 17). This route will provide a new east to west connection between Charles County and Calvert County. This route is proposed to be operated by Calvert County’s Transit System.

In Prince Frederick, the route will stop at existing stops along Prince Frederick Road and MD-231 that are currently served by Calvert County Transit’s Prince Frederick Shuttle II, Mid-County Route, and North Route. Based on the stop guidelines for rural areas in the Maryland Transit Guidelines, one new stop location at the Hughesville Campus is recommended for this route, and two to three new stops at major intersections and destinations are recommended between the Hughesville Campus and the Patuxent River.25

25 Maryland Transit Guidelines, May 2002.



The proposed route has a run time of approximately 20.7 minutes, and can operate between 7:00 AM and 8:00 PM at a 60-minute frequency. The route would have 26 one-way trips (see Table 20).

Table 20 | Prince Frederick – Hughesville Route: Service Description

Route Characteristic Proposed

Length 13.2 miles26

Span 7:00 AM – 8:00 PM

Frequency 60 minute

Number of Trips (One-way) 26

Estimated Costs This route would operate for 14 daily revenue hours and 343.2 daily revenue miles (see Table 21). The route would require one designated bus. Based on average operational costs for the system, the proposed route will have a daily operating cost of approximately $463. 27 For an average annual cost of $116,626.28

Table 21 | Prince Frederick – Hughesville Route: Operational Descriptions

Category Proposed Revenue Hours 13 hours Revenue Miles 343.2 miles Number of Buses 1 designated

26 Proposed mileage is reflective of the Prince Frederick Road/Valyn Drive access point (see Land Use Chapter). 27 Average Operational Cost is estimated at $35.60 per revenue hour from Form 2A: CCT Service Performance Summary Data, FY2014. 28 Estimated based on 252 annual operating days.



Figure 17 | Proposed Prince Frederick - Hughesville Route

2.2 PRIORITIZATION

The new CSM Hughesville Campus will be constructed in two phases. The Center for Trades and Energy Training facility, phase I, is expected to be completed in 2016, and the Health Sciences Center facility, phase II, is expected to be completed in 2020. Table 22 describes the prioritization of transit for the Hughesville Campus. Phase I recommendations will focus on route extensions to leverage the existing system, and maximize system utility and connectivity to existing/future students, residents, and employees. The recommendations within each phase are not presented in a particular order. It is expected that each transit agency will evaluate the potential implementation of these recommendations in the context of their existing and projected funding environments, and in balancing other needs throughout their systems.



Table 22 | Recommendations Phasing and Estimated Annual Costs

Item Provider Additional Annual

Operating Cost Additional Annual

Capital Costs29

Phas

e 1

Charlotte Hall Extension STS $51,094 -

County Span Extension – Alignment Change30

STS - -

Leonardtown Extension STS -$6,386 -

Hughesville – Prince Frederick CCT $116,626 $140,000

Phas

e 2

Calvert Connection Extension STS $11,709 $140,000

Hughesville – La Plata VanGO $272,160/$353,808 $140,000 /$280,000

County Span Extension – Frequency Change

STS $127,734 $140,000

2.2.1 Recommendations Summary This section described recommendations for transit service to the new CSM campus in Hughesville. Based on the transit propensity analysis, combined with projected student flows to the new campus, four extensions and two new routes are recommended to serve the new campus and enhance transit connectivity in the tri-county region.

2.3 TRANSPORTATION DEMAND MANAGEMENT RECOMMENDATIONS

Students attending the Hughesville campus will be coming from a variety of areas in the tri-county region, including other CSM campuses. The college currently has information listed about the three transit agencies and regional rideshare program on their website. Each campus also has a Ride Share Board where students can post their information if they are interested in carpooling. Implementing additional Transportation Demand Management (TDM) strategies will help provide alternative transportation

29 Estimate for a medium duty, 24 seat, and 2 wheelchair position bus. Bus cost obtained from Charles County Department of Community Services, based on 2015 procurement price. 30 The proposed service changes for the County Span route should be implemented in two phases. During phase I, the alignment should be altered to extend to the Hughesville campus at no additional operating or capital cost. In phase II, service should be altered to operate at a 60-minute frequency.



options to students and employees. Table 23 includes a toolbox of specific TDM recommendations for CSM campuses that can be utilized to facilitate non-SOV travel.

Table 23 | TDM Strategies Toolbox

Strategy Description

Parking Implement a parking fee, or a parking pass program.

Designate premium parking spaces for carpools and vanpools.

Rideshare & Ridematching31

Advertise the existing rideshare program through college newsletters, emails, and at static information kiosks in highly visible areas, such as libraries, athletic facilities, student centers, and classroom building entrances. Create a separate discussion forum within the existing “Commuter Connections” rideshare website specifically for CSM campuses. Incentivize ridesharing and carpooling by offering something extra to students and employees who participate in the program. For example, a carpool participant could log each day he or she carpools to the campus to accrue “points.” Participants with the highest number of points, or those that reach a certain threshold, can be rewarded for their participation with prizes or some other intangible.

Employee and Student Benefit

Provide a transit benefit program for employees who use the transit system. Promote MTA’s Guaranteed Ride Home program to employees, which provides non-SOV commuters with free rides home. Create a college pass for students to use on the three transit systems, which allows users to transfer easily between the systems and provides a discounted fare rate.

Education/Outreach

In addition to “Driving Directions” and “Parking” links on each campus’s location page, include a link to the “County Transportation” page. On the “County Transportation” page, provide a list of the buses that directly serve each campus, and include direct links to those routes’ maps and schedules. On the “Driving Directions” page, include transit directions, explaining how students can access the campus via public transportation from popular origin points.

31 MWCOG currently operates the SchoolPool program, a partnership between Commuter Connections and schools that provides ride-matching services for minors to their local schools. CSM could utilize this program to serve campus students and/or visitors under 18, or partner with Commuter Connections to implement a similar program to serve only CSM students.



Strategy Description On each page of the website that includes information about transportation (i.e. parking, driving directions, and county transportation), include a link to a “Calculate Your Commute” page. This service calculates the annual cost of your commute based on the distance and mode of travel. This provides an easy way for students and employees to better understand the annual cost and overall impact of their existing commute, and evaluate their need for alternatives.

Administration

Evaluate TDM and parking strategies each year to gauge effectiveness.

At each campus, designate an employee who can provide students and employees with additional information about alternative transportation options (TDM Coordinator). Include this staff member’s contact information online and on all TDM related materials. Administer parking counts at existing campuses to better determine parking needs at the new campus, and to assess if parking could be limited at existing campuses.

Active Transportation

Implement a bike and pedestrian plan for the campuses.

Install covered bike racks in convenient locations close to building entrances to encourage students to use active transportation to access and move around the campuses. In partnership with the Hughesville Campus’s future technical school, consider creating a bike shop that can provide bike repairs for free or at limited cost.

Events Host a transportation fair or table at existing campus events to educate students about the variety of transportation options. Participate in Bike Week and Bike to Work Day.

Transit Maps and Schedules

Improve schedules and maps of existing transit routes to make them easier to read. Have copies of schedules and maps readily available at campus bus stops, and in each campus’s main offices and buildings.



3 Site Access and Transit Infrastructure The College of Southern Maryland’s (CSM) new Hughesville Campus will be located northeast of the MD-5 and Prince Frederick Road intersection in Hughesville, Maryland. Currently, the site is undeveloped and vehicular access is currently available via Foster Lane. The new campus’s central location in Southern Maryland makes it a practical transfer point between the area’s existing public transportation systems: Charles County Transit (VanGO), St. Mary’s County Transit (STS), and Calvert County Transit. The Site Access and Transit Infrastructure Plan summarizes potential new vehicular access points for both automobiles and buses that will facilitate improved access and reduce travel time for transit services. The potential transit facility options for the Hughesville Campus are also presented.

3.1 CAMPUS ACCESS

The campus’ roadway infrastructure is the determining factor to whether the regions transit providers can serve the future CSM Hughesville Campus. Existing road infrastructure provides two viable options for access to the campus site: access from MD-5 via ramps directly to Foster Lane, or access from Prince Frederick Road via an extension of Valyn Drive. Figure 18 shows both options in relation to the campus plan and existing roadway network. Both of these options provide convenient points of access from the major roads that will ensure efficient access for potential transit service. If the access point to the campus is via Green Gallant Way and Foster Lane (only existing access point), the region’s transit providers have stated that they will not be able to serve the campus and the CSM population. All diagrams are to scale to the degree possible using aerial photos and graphics as base layers. These are conceptual diagrams only to show the approximate extent of the infrastructure concept.



Figure 18 │ Campus Access Options

3.1.1 Prince Fredrick Road Access to the campus can be provided by extending Valyn Drive, which is currently a paved road connecting approximately six residential properties to Prince Frederick Drive (MD-231). Valyn Drive is currently maintained by Charles County’s Roads Division, a part of their Department of Public Works, while Prince Frederick Drive is maintained by Maryland’s DOT: State Highway Administration.

Valyn Drive’s existing cross-section would need to be widened to accommodate potential bus and automobile two-way traffic.32 Access via Valyn Drive would also require additional traffic control measures, either a roundabout (see Figure 19) or a signalized intersection (see Figure 20), at the intersection of Prince Frederick Road, Valyn Drive, and Hughesville Industrial Park Road. A signalized intersection provides more control over traffic flows but has a higher capital, operating, and maintenance costs for the county and state. Although there are no adjacent pedestrian facilities both options include

32 It is assumed that the roadway will need to be improved to a cross section that includes a minimum of two 12-foot lanes with curb and gutter.



typical pedestrian infrastructure at the intersection and on Valyn Drive to accommodate future pedestrian access.

Figure 19 │ Prince Frederick Access with Roundabout



Figure 20 │ Prince Frederick Road Access with Signalized Intersection

3.1.2 Foster Lane Currently, the only access to the campus that is planned is the extension of Foster Lane, which is currently a two-lane, two-way paved road. Direct access from MD-5 to Foster Lane via an interchange would make access from the south much more efficient (see Figure 21). The interchange would be located



approximately .3 miles south of where Old Leonardtown Road meets MD-5, and provide the campus a designated entrance and exit from MD-5. The proposed pull-on, pull-off interchange design on the northbound side of MD-5 provides traffic direct access to the campus with minimal impact on overall travel times, existing road infrastructure, and traffic patterns. Foster Lane and MD-5 are maintained by Maryland’s DOT: State Highway Administration. The proposed vision of the Hughesville downtown redevelopment plan may impact design features of this new access. This section of MD-5 is currently designated as limited access which would likely preclude this recommendation from being implemented at the current time. Figure 21 shows the new interchange assuming a 670’ deceleration and acceleration lanes based on the Maryland DOT SHA guidelines described in Chapter 13, TABLE 13.3.3.A.33

33 http://www.marylandroads.com/Index.aspx?PageId=451



Figure 21 │ Foster Lane Access

3.1.3 Mileage The proposed campus access points alter the proposed mileage for each recommended route. Table 24 displays each route’s one-way mileage by access point.



Table 24 │ Access Point Mileage

Route Using Prince

Frederick Road

Foster Lane Interchange34 Additional Distance required using Gallant Green Road

without Interchange Using

Interchange Using Gallant

Green Charlotte Hall 24.8 miles 24.8 miles 26.8 miles 2.0 miles County Span 29.4 miles 29.4 miles 31.4 miles 2.0 miles Leonardtown 33.3 miles 33.3 miles 35.3 miles 2.0 miles Calvert Connection - - - - La Plata - Hughesville (Option 1)

13.8 miles 15.0 miles 13.5 miles -1.5 miles

La Plata Hughesville (Option 2)

17.4 miles 18.9 miles 17.4 miles -1.5 miles

Prince Frederick- Hughesville

13.2 miles 13.7 miles 15.7 miles 2.0 miles

3.2 TRANSIT INFRASTRUCTURE

The centralized location of the Hughesville Campus in Southern Maryland provides an opportunity for it to become a key transfer center for the region’s three public transportation systems. By building a transit facility designated for bus service, the campus will provide students and employees a viable alternative transportation option with connections available to the entire region.

3.2.1 Transit Amenities Transit amenities can play an imperative role in the success of a system, and CSM and the transit providers should work together to ensure that the transit facility on the campus is desirable to both users and operators. Amenities at bus stops can improve the experiences of existing users and have a significant impact on attracting new riders to the service. Studies have shown that where service quality is high, meaning comfortable vehicles and stations, a significant portion of discretionary travelers (people who could drive) will choose transit.35 Metro-Dade Transit Agency in Miami found a 9.6 percent increase in ridership that was partially attributed directly to “increasing customer service orientation” (walkways, shelters, safer pedestrian access, and new benches at stops).36 The recommendations section details the specific amenities that CSM and transit providers should consider for the CSM Hughesville site.

3.2.2 Recommendations To make the CSM campus viable to transit, the proposed bus stop(s) should be located around the front circle (see Figure 22). The circle is an easy roadway for buses to navigate and provides a convenient

34 The interchange is only accessible when traveling north on MD-5. Vehicles would have to use Gallant Green to access MD-5 southbound. 35 Valuing Transit Service Quality Improvements. Journal of Public Transportation, Volume 11, No. 2, 2008. 36 The Amenities for Transit Handbook. TCRP Report 46.



location for riders to access the campus. The circle also provides space for buses to layover; however, CSM should designate parking spots near restroom facilities on the campus for bus layovers if requested by operators.

Figure 22 │ Transit Center Proposed Location

The bus stops should be built in two phases to align with the campus construction and the transportation phasing plan outlined in Chapter 2.

Phase 1 Prior to the implementation of phase I of the transportation plan, one bus stop should be built at the transit facility site. The stop should include a bus stop pole and flag, a 5’ by 8’ foot ADA pad, a shelter, and a trash can (see Figure 23). This bus stop will serve the three extended STS routes and the new route connecting Calvert County and Hughesville. The addition of this bus stop will require CSM to build an additional sidewalk from what is shown in their master plan.



Figure 23 │ Proposed Phase 1 Transit Infrastructure

Phase 2 Prior to the implementation of phase II of the Transportation Plan, an additional bus stop should be built at the transit facility site. The stop should include a bus stop pole and flag, a 5’ by 8’ foot ADA pad, a shelter, and a trash can. This bus stop will provide additional space to serve the new VanGO route connecting La Plata and Hughesville, and the service changes for the STS County Span extension. The addition of this bus stop will require CSM to build an additional sidewalk from what is shown in their master plan. Figure 24 shows the proposed completed bus facility with two stops.



Figure 24 │ Proposed Phase 2 Transit Infrastructure



4 Conclusion This report outlines transit related recommendations for the new CSM campus in Hughesville, including proposed service changes, new service, transportation demand strategies, campus access, and transit facilities. The proposed recommendations examined existing transit, land use, and demographic conditions to design transit service appropriate for the future demands and needs of the population. These recommendations will provide CSM students and employees with viable alternative transportation, and enhance the region’s overall transit network with a central transfer point and more efficient service.



5 Appendix: Methodology A two-step process was utilized to develop the Hughesville Campus transit recommendations. The first step consisted of developing a transit propensity which identified areas within the study area that were the most suitable for transit service, while the second step analyzed student travel flows in conjunction with the propensity analysis to determine the routes that would provide the most efficient service in the area. The sections below describe each step in more detail.

5.1 TRANSIT PROPENSITY ANALYSIS

The transit propensity analysis is used as a basis for future transit recommendations, it is a multi-factor model used to identify where in the region there currently exists the highest propensity for transit, or in other words, where ridership is likely to be the highest. It uses a myriad of factors that encompass the types of trip that would be made by not only transit dependent populations, but those who may have other transportation options as well but would use transit if it was convenient. The sections below detail the four indices that makes up the overall transit propensity.

5.1.1 Transit Oriented Index The Transit Oriented Index is used to identify where transit depend populations live. Table 25 details the factors that were combined to create the Transit Oriented propensity assessment. The Population and Households categories highlight where higher densities of population can be found to support transit, while the Age, Income, Vehicle Ownership and Persons with Disabilities categories identify transit dependent populations that would need enhanced transit.

Table 25 | Transit Oriented Index Factors

Category Measurement Source

Population Total Population

2009-2013 ACS Population Density

Age

Total Seniors (>65 years old)

2009-2013 ACS

Seniors Density Seniors Percent of Population Total Youth (<18 years old) Youth Density Youths Percent of Population

Households Total Households

2009-2013 ACS Household Density

Income Total Low-Income Households

2009-2013 ACS Percent Low-Income Low-Income Households Density

Vehicle Ownership Total Zero-Car Households

2009-2013 ACS Percent Zero-Car Households



Category Measurement Source Zero-Car Household Density Total One-Car Households Percent One-Car Households One-Car Household Density

Persons with Disabilities Total Disabled Persons

2009-2013 ACS Disabled Persons Density

The Transit Oriented Index identified the highest propensity of transit oriented populations in the more densely populated and developed areas in the region including Waldorf and La Plata in Charles County; Charlotte Hall, Leonardtown, and California in St. Mary’s County; and, Owings, North Beach, Lusby, St. Leonard, and Prince Frederick in Calvert County. Figure 25 depicts the Transit Oriented Propensity for the region.

Figure 25 | Transit Oriented Propensity



5.1.2 Commuter Index The Commuter Index is used to identify where persons with jobs reside. Table 26 details the factors that were combined to create the Commuter propensity assessment. The labor force category identifies where persons eligible for work or those who are currently employed live. The commute mode category incorporates where commuters reside and isolates the number of transit specific commuters.

Table 26 | Commuter Index Factors


Labor Force

Labor Force Size

2009-2013 ACS Labor Force Density Employed Persons Employed Person Density Percent Employed

Commute Mode

Total Commuters

2009-2013 ACS Commuter Density Total Transit Commuters Percent Transit Commuters Transit Commuter Density

The Commuter Index identified the region’s highest transit propensity for work trips to be in Charles County, specifically in the northern areas of Waldorf, St. Charles, and Bryans Road. In St. Mary’s County, high Commuter Suitability is specifically concentrated near California, Lexington Park, and south of Charlotte Hall. In Calvert County, the propensity of commuters is more evenly distributed throughout the county, with the highest areas in the north near North Beach, and in the South near St. Leonard and Lusby. Figure 26 shows the Commuter Propensity for the region.



Figure 26 | Commuter Propensity

5.1.3 Employment Index The Employment Index is used to identify areas where employment centers are located. Table 27 details the factors that were combined to create the Employment propensity. The employment category factors in the number of employees and density of employees by location.

Table 27 | Employment Index Factors


Employment Total Number of Employees 2011 Longitudinal Employer-

Household Dynamics (LEHD)37 Density of Employees The Employment propensity assessment resulted in a high density of employment centers around the developed areas of Charles County, Waldorf and La Plata; in high density around Leonardtown, and in Lexington Park and California which can be attributed to the Patuxent River Naval Air Station, and

37 Latest available LEHD data in GIS



surrounding business. In Calvert County, employment is spread out across the county with higher concentrations in the north near Dunkirk, in the center around Prince Frederick and in the South near Lusby and Solomons. Figure 27 shows the Employment Propensity for the region.

Figure 27 | Employment Propensity

5.1.4 Non-Work Trip Index Non-Work Trip Index is used to identify where typical non-work transit trips are made, which commonly include retail, medical, and education trips. Table 28 details the factors that were combined to create the Non-Work Trip Propensity. The retail, medical, and school categories use the number/density of employees as measurements based on the assumptions more workers correlate to more general utilization at a location.

Table 28 | Non-Work Trip Index Factors


Retail Number of Restaurant/Retail Jobs

2011 LEHD by NAICS Code Restaurant/Retail Job Density Number of Recreation Jobs



Category Measurement Source Recreation Job Density

Medical Number of Medical Jobs

2011 LEHD by NAICS Code Medical Jobs Density

School Number of Educational Jobs

2011 LEHD by NAICS Code Educational Jobs Density

The Non-Work propensity assessment resulted in a high propensity of activity extremely concentrated in the developed areas of Charles County including La Plata and Waldorf. Non-work propensity was higher in the more populated areas of St. Mary’s County including Charlotte Hall, Leonardtown, California, and Lexington Park. In Calvert County, a high propensity of activity spread out across the county along Route 4, with a focus around the developed areas of Dunkirk, Huntingtown, Prince Frederick, St. Leonard, and Lusby. Other areas of high non-work propensity in Calvert County include the beach towns of North Beach and Chesapeake Beach. Figure 28 shows the Non-Work Propensity for the region.

Figure 28 | Non-Work Trip Propensity



5.1.5 Educational Index The Educational Index is used to identify where college/university students reside. Table 29 details the factors that were combined to create the Educational propensity assessment. The College/University Attendance category identifies where persons who are currently enrolled in college live. The College/University Age category incorporates where college-aged persons live to account for those who are eligible to enroll in a program.

Table 29 | Educational Index Factors


College/University Attendance Enrolled in College

2009-2013 ACS Enrolled in College Density Enrolled in College Percent of Population

College/University Age Total College Age (18-24)

2009-2013 ACS College Age (18-24) Density College Age (18-24) Percent of Population

The Educational propensity assessment resulted in a high propensity of activity in Charles County in Waldorf, north of Hughesville, Bryans Road, and around Newport. Educational propensity was higher around the more populated areas of St. Mary’s County including Charlotte Hall, California, Lexington Park, St Mary’s City, south of Hollywood, and southwest of Mechanicsville, near the border with Charles County. In Calvert County, a high propensity of activity spread out across the county along Route 4, with a focus around the developed areas of Dunkirk, Prince Frederick, St. Leonard, and Lusby. Other areas of high non-work propensity in Calvert County include the beach towns of North Beach and Chesapeake Beach. Figure 29 shows the Educational Propensity for the region.



Figure 29 | Educational Propensity

5.2 TRAVEL FLOWS

Travel flows are a basis for future transit recommendations that use existing origin-destination data to identify where populations are traveling in a region. Examining existing travel patterns and demand assists in determining a need for new transit service. For the purpose of this study, student data from the College of Southern Maryland was examined. Using student’s home zip codes and knowledge of which programs were being moved to the new CSM Hughesville Campus, flow models were created to determine which zip codes have the highest number of future Hughesville Campus students. Existing service was examined to determine if it adequately meets the needs of the flow model’s future demand, and service changes were prioritized in areas where the current service does not meet the future demand.

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