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PlanWorks Case Study Route 29 Corridor Assessment, Campbell County

Virginia Department of Transportation

PlanWorksisawebresourcethatsupportscollaborativedecision‐making intransportationplanningandprojectdevelopment.PlanWorksisbuiltaroundkeydecisionpointsinlong‐rangeplanning,programming,corridorplanning,andenvironmentalreview.PlanWorkssuggestswhenandhowtoengagecross‐disciplinarypartnersandstakeholdergroups.

Transportationdecision‐makingphase(s):CorridorPlanning

ExecutiveSummary

Route29(WardsRoad)inCampbellCounty,Virginiaisa6.6milecorridorservingtwosetsofusers:throughtravelerswhovaluethecorridor’scontributiontostatewidemobilityandthebusinesscommunitywhichvalueslocalaccess.Thecorridorhasbeenwellexamined,withfiveseparatestudiesconductedduringthepasttwodecades,however,alackoffundsformajorcapacityinvestmentshasforcedthecommunitytolooktowardlower‐costsolutions,suchasestablishmentofatransportationcorridoroverlaydistrictandconsolidationofaccesspoints—butsuchsolutionshavenotbeenidentified,inadetailedmanner,onasystematicbasis.Thesingle‐mostgreatestchallenge,therefore,hasbeenthelackofanauthorizingenvironmentinwhichtomakeprogresstowardimprovingthiscorridorwhichfunctionsasbothaVDOTrouteofstatewidesignificanceandalocalmainstreet.Akeyoutcomeincludesthedevelopmentofa$19.43millionsetofimprovementsthatcollectivelyimprovelocalvehicularaccess(e.g.,theadditionofturnlanes),localnonmotorizedaccess(e.g.,constructionofasharedusepath),andthroughmobility(e.g.,theclosureofmedians).Thisoutcomeissupportedbyapublicinvolvementprocess(supportedbythelocalBoardofSupervisors[BOS])thatdemonstratedinterestinspecificcorridor‐preservationtechniquesandthepreparationoftheseprojectsforcandidatefundingsourcesavailableinVirginia:SmartScale,theHighwaySafetyImprovementProgram,andtheMPO’sConstrainedLongRangePlan.

ProjectSnapshot

A6.6milecorridorwithADTequaltoabout20,376(2015)and365crashesovera5yearperiod(2011‐2015).

ThecorridorisonVirginia’sCorridorsofStatewideSignificance(COSS),emphasizingitsmobilityfunction

Yet,usersmustincreaseexpectedcommutingtimebyabout45%iftheycannotaffordtobelatemorethantwicepermonth.

Thecorridoristhesiteofthecounty’s2006TransportationCorridorOverlayDistrict.

Thecorridorhasbeenstudiedseveraltimesoutsidethetraditionalplanningprocess:1997,2003,2005,2009,and2011.

Fundsforlargescalecapacityimprovementsarenotavailable:a2016planning‐levelcostestimateforabypassis$100million.

AnewprogrammingenvironmentinVirginia(SmartScale)emphasizescost‐effectiveprojects,wherebenefitsmustbequantifiedasmuchaspossible.

CountyBOSstronglyemphasizedtheneedforanopenprocessallowingalltoparticipate.

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Agency’sChallenge

ThechallengeVDOTfacedwhenseekingthisPlanWorksgrantwashowtoidentifyspecificprojectsthatboth(1)generatedlocalsupportand(2)couldbebuiltwithavailablefinancialresources.ThischallengewasexacerbatedbythefactthatWardsRoad(Route29)inCampbellCountysupportstwodistinctpurposes:localeconomicdevelopment(asthisareaincludesLynchburgRegionalAirport,anexpandingLibertyUniversity,andsignificantgrowthincommercialestablishments)andstatewidemobility(asUS‐29isamajornorth‐southconnectionprovidingpassengerandfreightserviceforVirginiaandadesignatedcorridorofstatewidesignificance).Theneedtoimproveinstitutionaldecision‐makingwhenacorridorservesbothmobilityandaccesshasbeendocumentedinVirginia(OhlmsandRoy,2016).

Forthiscorridor,theroleoflocalsupportandthelimitsoffinancialresourcesareclear,basedon20yearsofstudies:aphase1statewidestudy(1997),aphase2and3statewidestudy(2003),thedevelopmentofacorridoroverlaydistrictinCampbellCounty(2005),astatewideblueprint(2009),aroadwaysafetyaudit(2010/2011),andinclusionwithincomprehensiveplans.Theaforementioned2003studyclearlyarticulatestheneedtobothreducethenumberoffutureaccesspointsandtosecurefundingforimprovementsinaneraofscarcefiscalresources,concludingthat,giventhatthecompetitivenatureoftransportationfundinginVirginia,evenwithinnovativefinancingtechniquessuchasaretailsalestaxdedicatedtotransportation,thereexistsa“needtochangethepriorityofthisprojectinthecontextofoverallCommonwealthtransportationprojects.”(VDOT,2003).(Forexample,thatreportsuggestedthataretailsalestaxforthe100+milecorridor[e.g.,notjustCampbellCountyandtheadjacentCityofLynchburg,butfromthecityofCharlottesvilletothenorthtoDanvilleinthesouth]—couldgenerateapproximately$327million[inyear2000dollars]overa20yearperiod[about$361millionin2016dollarsintermsofpurchasingpowerforhighwayconstructionbasedonconstructioncostindicesavailableforthatperiod(FHWA,2015,2016)].A2016planningcostestimateisthatabypassinthiscountyalonewouldcostapproximately$100million—easilydwarfingthe$26millionprimaryallocationfortheentireten‐countyLynchburgDistrictin2004.)Thecorridorhistoryalsohighlightstheneedforthegenerationoflocalsupport:anaddendumtothe2009statewideblueprintstatedthataprofessionalfacilitatorshouldbeenlistedtobuildaconstituencyforimprovements,explainingthat“Localofficialscancollaboratewithotherstakeholdersandoneanotherinfacilitatedworkshopsand/orcharrettestocompareinterests,explorealternativesandextendcorridorvisions.”(VDOT,2011).Thus,achallengefacedatthebeginningofthisprocesswastheintegrationofsought‐afterneedsforthecorridorwithlocalandstatewideplanningprocesses.

Thepreviousplanningeffortsdonotsuggestintensedisagreementoverthebenefitofimprovingthecorridor,andthislackofdisagreementprovidesanimportantcontextforbetterunderstandinghowthesechallenges—theneedforlocalsupport,thecorridorhavingmultiplepurposes,andfundinglimits—underscorewhatnowappearstobeanoverarchingneedforgettingaprojectunstuck:solutionspecificity.Thatis,asummaryofstudiesoftheRoute29CorridordevelopedbyAECOM(2016)underscorestheneedforspecificsolutionstogetaprojectunstuck.Forexample,inanevaluationofthe2009Route29CorridorStudy,AECOMnotesthatastrengthofthestudyisthatitsrecommendationtocloseandconsolidatecrossoverscanhelpenact“accessmanagementprinciples”andimprovesafety.However,AECOM(2016)alsonotedthataweaknessofthestudywasthatsomecrossoversprovided“essentialaccess”totripgeneratorsinthecorridor,necessitatingamoredetailedevaluationofeachparticularcrossovertodetermineitsimpactoncrashriskandlocalaccess.ItisthisneedforspecificsolutionsthatPlanWorkssoughttoaddress.

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ProductImplementation

Theprojectteam(CampbellCounty,Region2000,VDOTLynchburgDistrict,UVA’sInstituteforEnvironmentalNegotiation,AECOM,FHWAVirginiaDivision,andVTRC)appliedthePlanWorkscorridorplanningprocesstodevelopcorridorpreservationandaccessmanagementprojectsthatcanbefundedthroughavarietyofmechanisms.

CorridorPlanningDecisionGuideThedecisionguideinfluencedthemannerinwhichtaskswereundertaken.Table1showsthedecisionsthatresultedfromtheapplicationofeachPlanWorksmoduleandactionstakentoachieveeachdecision.

Forexample,considerCOR‐1,wherethePlanWorksdecisionpointistoagreeonthescopeoftheplanningprocess.Forthatparticularmodule,twooutcomeswereparticularlyrelevantasshowninthemiddlecolumnofTable1:membersofthepublicshouldbeabletodirectlyinfluencetheprocess(whichledtonotusingatechnicaladvisorycommitteebutratherhavingmultiplepublicmeetings)andtheprocessshouldfocusonshortertermprojectsthatcanbeimplemented,asfundsforlarge‐scalecapacityexpansionprojects,suchasabypass,arenotavailable.TherightcolumnofTable1showstheactionstakentoimplementCOR‐1,whichincludedaDecember2015meetingwithtwosupervisors(inwhosedistrictsthecorridorexists)andasubsequentJanuary2016meetingwheremembersofthepublicwereintroducedtothecorridorplanningprocess(seeFigure1).

Theteam’sexperiencewithapplyingthedecisionguidewasthatseveralofthemodulesareiterative.GenerallytheteamfoundthatCOR‐1andCOR‐2(scope,problemstatements,andopportunities)couldbeperformedintandem,thatCOR‐3throughCOR‐5(goalsandperformancemeasures)neededtobeperformedmultipletimessuchthattheresultsofCOR‐5[measures]modifiedCOR‐3[goals],andthatCOR‐7throughCOR‐9(blendedsolutionsetandprioritizationofprojects)neededtobeperformedintandem.Inparticular,COR‐6requiressubstantialeffortasastand‐aloneitemasitisthefirstinstancewhereattendeesbegintoseeadirectoutcomeoftheirparticipation.

Figure1.Attendeeslistentopresentations(left)andoffersolutions(middle);corridormap(right)

ImplementationSummary

DecisionGuide:Whileall9COR‐moduleswereused,keydecisionpointsincludedCOR‐2,COR‐3,COR‐5,COR‐7,andCOR‐9.

Assessments:(Forthegeneralpublic),asingleassessmentwasconductedbasedonquestionsfrompartnercollaborationandstakeholdercollaboration.

Application:IncorporatingReliabilityPerformanceMeasuresintotheTransportationPlanningandProgrammingProcesses.Library:SHRP2’sIncorporatingTravelTimeReliabilityintotheHCMandPerformanceMeasurementFrameworkforHighwayCapacityDecision‐Making.

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Table1.SummaryofDecisionPointsfromthePlanWorksCorridorPlanningProcessCOR DecisionsResultingfromApplicationofPlanWorks Actions1 ApproveScopeofCorridorPlanningProcess

Everylandownerneedstobeinvitedtoeverymeeting.

Avoidatechnicaladvisorycommittee—rather,letparticipantsdirectlyinfluencetheprocess.

ThegeographicalscopeoftheplanningprocessistheRoute29CorridorwithinCampbellCountyfromtheCityofLynchburg(Route29/640interchange)toRoute24(theMPOboundary),andthefocusisonprojectsthatcanbeimplementedfairlysoon.

MetwithCampbellCountyBOSmembersandDirectorofEconomicDevelopment(December2016).

FirstpublicmeetingJanuary2016(42participantsand71commentsshownontheWebsite.)

Specificdeficienciesandopportunitiesareidentifiedatthepublicmeetingwhereattendeesaregivenlarge(6footby6foot)mapsofthecorridorandaskedtodrawcommentsdirectlyonthemaps.

DeficienciesarecategorizedbygoalandmadeavailabletothepublicviaaninteractiveGIS‐basedwebsite.Forexample,publiccomment37statesthata60mphspeedlimitis“murderous”ataparticularlocation.(Thewebsiteismosteasilyfoundbysearchingfor“Route29CorridorAssessment,CampbellCounty.”)

2 ApproveProblemStatementsandOpportunities Deficienciesincludecongestion,safety,andespeciallya

cumbersomedevelopmentreviewprocess. Opportunitiesincludesimplifyingthelanddevelopment

reviewprocess,improvingtransportationoperationsinthiscorridor,andeducatingthepubliconhowthecorridoroverlaydistrictapplies.

3 ApproveGoalsoftheCorridor Fourgoalsareinitiallyestablishedrelatingtosafety,

effectiveness,theenvironment,andtransportation/landusecoordination.

Additionalstakeholdersareinterviewedsuchasresidentialpropertyowners,largeemployers,aregionalairport,transitprovider,andahomeownersassociationrepresentative.

Basedontheinterviewsandpubliccomments,4goals

forthecorridorareestablished—andthenmatchedtospecificperformancemeasures,suchthatatotalof23performancemeasuresareidentified.

Dataforperformancemeasuresaredetermined.

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ReachConsensusonScope Tentativeperformancemeasuresareproposedforeach

goal.Forexample,landusecoordinationcanberelatedtointersectiondelaybasedon2040projectedvolumes.

5 Approveevaluationcriteria,methods,andmeasures Numberofgoalsisreducedfrom4to3,andnumberof

performancemeasuresisreducedfrom23to13. Twopromisingwaysofdeterminingreliabilityare

observed:traveltimereliabilityindex[TTRI](forrecurringcongestion)andcrashrisk(fornon‐recurringcongestion)

AttendeesidentifyspecificsolutionsatsecondpublicmeetinginJune2016(53comments).

Stakeholderassessmentshowsthatmoreeffort

needstobedevotedtoexplainingtheprocessatfuturemeetings;henceflowchartisdeveloped.

Thetraveltimereliabilityindex(TTRI)inthecorridorisdetermined.

6 Approverangeofsolutionsets Fourcandidatesolutionsetsareidentified,whereeach

solutionsetidentifiesmultipleprojects.Eachsolutionsethasaparticulartheme:capacity,safety,economicdevelopment,andalternativemodessupportedbytechnology.

Numberofperformancemeasuresisreducedfrom13to

4.Year2040conditionsareused.TTRI,notcrashriskalone,ischosentomeasureimpactsonreliability.

Internaldiscussionssuggestthatadditionalconstraintsonhowlandisdevelopedwouldlikelygenerateoppositiontothisproject,thusnomodificationismadetotheTransportationCorridorOverlayDistrict.

Candidatesolutionsetsarepresentedatathird

publicmeetinginOctober2016(56comments).Attendeesbreakintosmallgroups;eachtablehasateammemberpresentwhocananswerquestions.

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COR DecisionsResultingfromApplicationofPlanWorks Actions7 Adoptpreferredsolutionset

Blendedsolutionsetincludesroughly$19.43millionin

proposedprojects.Elementsaddresssafety(e.g.,rightinrightouts),capacity(e.g.,closingthemedian),businessaccess(e.g.,two‐wayleftturnlane)andmultiplemodes(e.g.,sharedbicycle/pedestrianpath)

Costsforeachprojectelementsintheblendedsetareestimated.

Performancemeasuresarecomputedforeachsolutionset,whereperformancemeasuresareEquivalentPropertyDamageOnly(EPDO)offatalandinjurycrashesexpectedtobereduced,mainlinedelay(2040conditions),TravelTimeReliabilityIndex,andmovementdelay(2040conditions).

Atthesamepublicmeeting,stakeholdersareasked

“whichelementscauseaconcern?Whichelementswouldyousupport?”

8 Approvecriteriaforprioritizationofprojects

Criteriaare:(1)costin2016dollars;(2)EPDOoffatalandinjurycrashesreduced;(3)impactonthetraveltimereliabilityindexascomputedfromSmartScale;(4)mainlinedelay;and(5)intersectiondelaybasedon2040conditions.

AllprojectswillbepursuedprovidedsupportremainsasperCOR‐9,recognizingthatsomefundingsources(e.g.,theHighwaySafetyImprovementProgram[HSIP])mayleadtoconstructionsoonerthanotherfundingsources(e.g.,thelongrangeplanningprocess).

Detailsofprojectsareidentifiedattheplanninglevelsuchascost,location,numberofsites,andwherepossible,criteriausedbyfundingsourcestoevaluateprojects.DatabaseprovidedbyAECOMcanbeusedasastartingpointtoprepareprojectsforsubmission.

Example:theprojectsfromthiscorridorwill

competewithotherprojectsthroughoutVirginiaforfundsmadeavailableunder“SmartScale.”OnesuchcriterionisaVirginia‐specificformulathatisusedtoestimatehowimprovementswillaffectthetraveltimereliabilityindex.AnothercriterionistheEPDOofcrashesreduced.Thesecriteriaarecomputedforeachproject.

DraftmemorandumpreparedfortheCountytouseasabasisforpresentingtheseprojectstotheBoardofSupervisors.

ProjectteammembersagreethattheCampbellCountyComprehensivePlanwillbeupdatedbasedontheresultsofthisstudy.

9 Adoptprioritiesforimplementationa PendingtheresultofapresentationbytheCampbell

CountyDirectorofEconomicDevelopmenttotheCountyBoardofSupervisors,theelementsoftheblendedsolutionsetwillbepursuedthroughthreedistinctfundingsources:Virginia’sSmartScale,thedevelopmentoftheMPOConstrainedLongRangePlan,andtheHighwaySafetyImprovementProgram.

aThisreportisbasedoninformationcurrentasofFebruary2017.ItispossiblethatastheprojectsgiveninTable3andshowninAppendixCmovethroughthetransportationprogrammingprocess,theywillberevised

CorridorPlanningAssessmentsTheteamsolicitedquestionsfromtwoPlanWorksAssessments(PartnerCollaborationandStakeholderCollaboration).Themostpressingareaiswhethermembersofthepubliccouldfollowtheplanningprocessforthiscorridor.Additionally,theassessmentquestionscouldhelpgarnerparticipantagreementonthegoals,criteria,andperformancemeasures—thatis,towhatextentdoesthematerialinPlanWorksCOR‐5,asimplementedbytheprojectteam,resonatewithattendees?TheteammodifiedthewordingofthesequestionstomakethemsuitableforthespecificaudienceandthecontextofCampbellCounty.Forexample,wechangedthePlanWorks“Neutral”categoryto“NeitherAgreenorDisagree.”Asanotherexample,wechanged“Ihavebeenabletoengagewithothersofsimilarinterestthroughouttheprocess”towhatisshownasthelastquestioninTable2:“Atthismeeting,Ihavebeenabletosharemyviewswithothers.”

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Table2.ResultofthePlanWorksStakeholderAssessment(June2016)

SurveyQuestion(1=StronglyDisagree,2=Disagree,3=Neutral,4=Agree,5=StronglyAgree) Score

Thedecision‐makingprocessisclear 2.9

Theprojectgoalsareclearlystated. 3.0Theprojectgoals(topromoteasafe,efficienttransportationsystemcompatiblewithexistingandfuturelanduses)reflectmypersonalgoalsforthecorridor. 3.1

Theperformancemeasures(forexample,crashespermileonthecorridor)directlyrelatetothegoals. 3.0

Myinputhasbeenincorporatedintotheprojectperformancemeasures. 3.0

Atthismeeting,Ihavebeenabletosharemyviewswithothers. 3.3

Thelowscoreforclarityofthedecision‐makingprocesssuggestedthatatthenextpublicmeetingattendeesshouldbeprovidedwithasinglepagehandoutthatcontainstwopiecesofinformation.(Inretrospect,thisscorewasnotsurprisinggiventhatsomestakeholdersatthesecondpublicmeetingindicatedtheyhadmissedthefirstpublicmeeting.)Thefrontofthehandoutshouldsummarizetheprocessusedtogeneratecandidatesolutions—e.g.,establishmentofgoals,performancemeasures,andcandidatesolutionsbasedonlimitedfunds.Thebackofthehandoutshouldsummarizeafewexamplesofhowpublicinputwasincorporateddirectlyintothesolutions.Thathandout(Figure2)wasusedatthethirdpublicmeeting.

Figure2.PlanWorksHandoutDevelopedinResponsetotheStakeholderAssessment

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Applications

IntegrationofotherSHRP2ProductsandFHWAInitiatives

TheSHRP2reporttitledIncorporatingTravel

TimeReliabilityintotheHCMwasactivelyusedforthiseffort.Findingsfromthatreport,asappliedtothiscorridor,are:

Thebufferindexisonepromisingwayofassessingreliability.

Forexample,foramotoristtravelingtoworktoavoidarrivinglate90percentofthetime(thatisduringallbuttheworstpeakperiodtravelinagivenmonth),theestimatedplanningtimeindexindicatedthat,whentravelingnorthboundinthemorningpeakhourorsouthboundintheeveningpeakhour,theexpectedtraveltimeshouldbeincreasedbyafactorof1.4overthefree‐flowtraveltime(e.g.,usingthespeedlimit.)

Anotherinterpretationofthe90thpercentilevalueintheplanningtimeindexisthatassumingapproximately20workingdayspermonth,the1.4multipliershouldbeusedbycommuterswhocannotaffordtobelatemorethantwiceamonth.

Further,thebufferindex(90thpercentile)showsthat,ifacommutercannotaffordtobelatetoworkmorethantwicepermonth,heorsheshouldpresumethathisorhermediandailycommutetimewillneedtoincreasebyroughly25%andadjusthisorherdeparturetimeaccordingly.Acharacteristicofthesetwoindicesisthattheycanbedominatedbyrecurringcongestion.

Theaforementionedreportisaccessibleat:http://onlinepubs.trb.org/onlinepubs/shrp2/SHRP2_S2‐L08‐RW‐1.pdf)

Figure3.PlanningTimeIndex,TravelTimeIndex,andBufferIndexfortheCorridor.Theplanningtimeindexisthe90thpercentiletraveltimedividedbythefreeflowtraveltime.

Figure4.First‐timeattendeesatthesecondpublicmeetingtalkwiththefacilitatortounderstandtheprocessbeingusedinthecorridor,whichledtothedevelopmentoftheflowchart(Figure2)forthethirdpublicmeeting.

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TheconceptsintheGuidetoIncorporatingReliabilityPerformanceMeasuresintotheTransportationPlanningandProgrammingProcesseswereusedtoconsiderreliabilityininthedevelopmentoftheneedfortheproject.TeammemberswerepreviouslyawareoftheseconceptssowedidnothavetousePlanWorkstolearnthemforthefirsttime,buttheyareusefulasareferencewhendetailsofhowthevariousindices,suchasplanningtimeindexandthebufferindex,areneeded.

Forexample,wefoundforthiscorridorthatthemiseryindex,asitsnameimplies,indicatesthetraveltimewhencongestionisworst.BasedonadifferentdatasetthanthatshowninFigure3(alldays,notjustweekdays,fortheperiodfromOctober1,2014throughSeptember30,2015),thisindexistheaverageoftheslowest5%ofalltraveltimesdividedbythetraveltimeatthespeedlimit.Whenappliedtotheentirecorridorandtotheeveningrushhour(4‐7pm),themiseryindexis1.57(northbound)and1.67(southbound).Alooseinterpretationis:aboutoneworkdaypermonth,whentrafficisunusuallybad,oneshouldassumethatcommutingtimewillbe57%(northbound)or67%(southbound)longerthanitwouldifonecouldtravelatthespeedlimit.Ultimately,however,wefocusedonthetraveltimereliabilityindex(seeFigure3)givenitsrelationshiptofundingsources.LibraryThePlanWorksLibraryshowshowothershavedemonstratedtrade‐offsassociatedwithaccessmanagementstandards.Forexample,thelibraryshowsonecase(NJRoute31IntegratedLandUseandTransportationPlan)whichappearstoevaluatethetradeoffbetweenaccessandmobility.Ultimately,theteamfoundthatonewaytomakethistradeoffwastoprovidetwosetsofperformancemeasures:oneforthroughdelayinthecorridor(suchasthroughtraveltime)andoneforaccessdelay(suchasturningleftintobusinesses.)Bothperformancemeasuresassessdelay,buttheformerisformobilityandthelatterisforlocalaccess.Oneinnovationthattheteamusedwastoincludetheinvolvementofprofessionalfacilitators(inthiscase,theUniversityofVirginiaInstituteforEnvironmentalNegotiation).Theprofessionalfacilitators’costwasapproximately$40,000forthedurationofthe14montheffort.Majorcontributionsincludedstakeholderinterviews(e.g.,truckingfirmsinCOR‐3/4),engagementwiththepublicatthreepublicmeetings(bothtosolicitcommentsandhelppresentinformationinaone‐on‐oneenvironmentwithindividualswhohadquestions),andorganizationofselectcorridorplanningmeetingsinvolvingstakeholders.Forexample,thefacilitatorplayedanactiveroleinelicitingpublicopinionthroughtheapplicationofCOR‐3throughfourmajorsteps:

1. HoldapublicmeetingatwhichasurveywasdistributedtoobtainearlyfeedbackforCOR‐1andCOR‐2.

2. Identifycandidateintervieweesinboththepublicandprivatesector.

3. DevelopquestionsforinterviewsofpartnersandadvisorsbasedonCOR‐3.and

4. Conductinterviewswithstakeholders.

Forexample,onepolicyquestionfromCOR‐3is“Aretheredifferencesorconflictsamongthestakeholderinterests?”Accordingly,differentstakeholderswereaskedhowtheywould“definesuccessforthisparticularsection”ofthecorridor.AsshownintheCampbellCountyRoute29PlanningEffortFindingsReport,anexampleofthesediverseresultsisthedifferentattitudestowardabypass:somestakeholdersarehopefulforabypass,althoughconcernsaboutabypassadverselyaffectinglocalbusinessesarealsonoted.TheCampbellCountyRoute29PlanningEffortFindingsReportalsoshowshowdifferenttrippurposesareconsidered.Forinstance,thedifficultyofmakingturnsoccursatseverallocations:LibertyMountainDrive(purposeistoaccessamajoremployer[LibertyUniversity]),CalohanRoad(purposeistoaccessaregionallandfill),andthevicinityofEnglishTavernRoad(purposesaretoaccessresidences[mobilehomeparks]andaplaceofworship[HylandHeights

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BaptistChurch]).Thereportalsoexemplifiedthediversepurposesofthecorridor:forcongestion,individualsexpresslynotedthattheydidnotwanttoseespeedsdeterioratefurthersuchthattheareasuffereddelayscomparabletomoreurbanizedareasoftheCommonwealth.Safetyissuesarearguablyparamount:somecommentsdirectlyrelatetoincreasedtrafficvolumes(i.e.,onefirmhasadoptedapolicythattrucksmaynotchangelanes),andsomeconcernsaredrivenalsobygeometricconsiderations(i.e.,locationofcrossoversandneededturninglanestoseparateflows).Economicdevelopmentisviewedbothasbothdesirableandasituationthatmustbemitigated,withquestionsabouttheabilityoftheregiontoaccommodategrowthintraveldemand.

StakeholderCollaboration

ThisuseofPlanWorksinVirginiahasalwaysbeendescribedasamulti‐agencyeffortinvolvingCampbellCounty,Region2000whichstaffstheCentralVirginiaMPO,theVDOTLynchburgDistrict,FHWA’sVirginiaDivision,theUniversityofVirginiaInstituteforEnvironmentalNegotiation,AECOM,andtheVirginiaTransportationResearchCouncil.Thecollaborationamongstakeholdersfundamentallydrovetheprojectinseveralkeyways.

COR‐1askshowstakeholderswillbeinvolved.ThisexactquestionaroseinaDecember2015briefingwiththeCounty’sEconomicDevelopmentDirectorandalocalsupervisorwithauthorityoverthecorridor.Theresultwasthatalllandownersadjacenttothecorridorneededtohaveeveryopportunitytoinfluencetheprocess,whichdrovethedecisiontonotconveneasmallertechnicaladvisorygroupbutrathertoallowallinterestedindividualstoparticipateinthedevelopmentofsolutions.

COR‐2asksforagreementondeficienciesandopportunities,andalthoughthecorridorisastateDOTfacility,itwasthecounty’sdesirethat“althoughnoteveryonewillgeteverythingtheywant,wewantallvoicestobeheard”whichcontributedtoanactivepublicinvolvementprocessofgettingstakeholderagreementondeficienciesinthecorridor.

COR‐3andCOR‐4askforgoals,stakeholdercomments,objectives,andperformancemeasures.CollaborationwithprofessionalfacilitatorsledtothedevelopmentofaCampbellCountyRoute29PlanningEffortFindingsReportwherethosefacilitatorsinterviewedadditionalstakeholdersina

one‐oneoneformat(beyondthosewhocametothepublicmeeting)suchaspropertyowners,largeemployers,aregionalairport,transitprovider,andahomeownersassociationrepresentative.ThiswasfollowedbytheaforementionedAECOMmemorandumwhichcapturedtheresults—andnecessarymodifications—basedonpreviousstudies(andhencepreviousstakeholders).

COR‐6asksforthedevelopmentofsolutionsets,whichwasinspiredbymembersofthepublicwhoidentifiedvarioussolutionsatthesecondpublicmeeting.(Figure5showsanexampleofthe54commentsreceivedatthatmeeting).

Figure5.ExampleofSolutionsIdentifiedattheSecondPublicMeeting

COR‐8andCOR‐9requiretheprioritizationofprojects.ThisprioritizationinvolvedcollaborationbetweentheMPO,theCounty,andVDOT—andwasbuiltonhowprojectswerepreparedforrequirementsofcandidatefundingsourcesbyAECOM.(Anexampleisthecomputationsforhowthetraveltimereliabilityindexiscomputedformedianclosures.)

COR‐6andCOR‐9entailcompromise.Forexample,duringCOR‐6,thesecondpublicmeetinggeneratedcomplaintsofspeeding,and

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COR‐7initiallyreducedspeedlimitsdramatically—insomeplacesto35mph.CommentsreceivedatthethirdpublicmeetingduringCOR‐7opposedanysuchreductions,leadingtothecompromiseinTable3.

KeyOutcomes

KeyoutcomesareobservedforboththisparticularprojectandfortheuseofPlanWorksgenerally.

Forthisparticularproject,roughly$19.43millioninimprovementshavebeenidentifiedatspecificlocationsinthecorridorasshowninTable3.

Table3.SummaryofBlendedSolutionSet

SolutionImprovement(NumberofSites)Cost in$millions

Closure/modificationofmedians(12) $0.27Lengthenleftturnlanestorage&taper(13) $1.30Installleftturnlane(8) $1.80Lengthenrightturnlanestorage&taper(5) $0.50Installrightturnlane(6) $1.35Varioussignalimprovements(1) $0.001Accessmodification(4) $1.50Installr‐cutmedianaccesspoints(3) $3.75Sidewalks(1) $2.75Sharedusepath(1) $6.20Speedlimitreduction(2)to55/45mph Minor

TherecommendationsforthisparticularprojectwillbepresentedtotheCampbellCountyBoardofSupervisorsbytheCampbellCountyDirectorofCommunityDevelopment.

BecausetwoBOSmemberswhosedistrictsincludethecorridorhavebeeninvolvedintheprocessandbecausethreepublicmeetingshavehelpedkeepcitizensinformed,therewillbestronginterestinthecommunity’sreactionasdocumentedbythepublicinvolvementprocessassociatedwithPlanWorks.Then,followingthemeetingwiththecounty,recommendationsforprojectsshowninthetop10rowsinTable3wouldbemovedintoapplicationsforvariousfundingsources,notablytheHighwaySafetyImprovementProgram(HSIP)andVirginia’sSmartScale.

ForthelastprojectinTable3(reducingspeedlimitsto55mphsouthofCalohanRoadand45mphnorthofCalohanRoad),iftheBOSmembersaresupportive,thenthenextstepwouldbeforVDOTTrafficEngineeringstafftoconductaspeedlimitstudyatthoselocations.

Anobservationthatisneitherpositivenornegativebutsimplyuniquetothecorridorplanningprocessisthatthetypesofprojectsthatarefeasiblefromafundingperspectivemustbeconsideredearlyintheprocess.Thatis,whenimplementingPlanWorks,onemusthaveanideaofthemethodsforprioritization(COR‐9)atthetimethatcandidatesolutionsetsaredeveloped(COR‐6).

PlanWorkscanpotentiallyserveasaresourceforperformingcorridorplanning,especiallycorridorpreservation.Thepassageof“SmartScale”inVirginiahasfundamentallyalteredthetransportationprogrammingprocesssuchthatprojectshavetoscorewellincertainperformancemeasuresinordertobefunded.Akeyimplicationisthatcorridorplansmustleadtoshort‐term,implementablesolutionsiftheyaretobeused,atleastinVirginia’scurrentfiscalenvironment.ThefactthatPlanWorkswashelpfulforensuringwekeptthecorridorplanningprocesstangiblehasbeensharedwithseveralentities(includingoneMPOthatwantedadditionalinformationonhowPlanWorksusedprofessionalfacilitators).

LessonsLearned

PlanWorksemphasizes“goingslowtogofast.”Asubstantialamountoftimeintheearlymodulesisspentgeneratingup‐frontagreement,whichbuildssupportfordevelopingsolutionsinthelaterCORmodules.

PlanWorksemphasizesperformance‐basedplanning.Thedecisionpointsteerstransportationpractitionerstomatchsolutions(inCOR‐7)totheperformancemeasures(COR‐5),whicharebasedongoals(COR‐1.)Thisencouragescreativity;forexample,it

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encouragesonetoask“howmightwemeasureaproject’simpactoneconomicdevelopment?”

PlanWorksshouldbeappliedinaniterativefashion.Forexample,inorderforatransportationagencytodevelopfeasibleprojectsbasedonacorridorplanningprocess,thecriteriaforschedulingandprioritizinginvestments(COR‐9)mustbeexplicitlyconsideredintheselectionofthepreferredsolutionset(inCOR‐7).

Itmaybemoreproductivetoconductstakeholderassessmentsinthemiddleofcorridorplanningratherthanatthebeginning.Somestakeholdersmaynotevenattendtheinitialmeeting.Aseachcorridorprocessisunique,thevalueoftheassessmentistoask“whatneedsimprovement”—whichcanbeaskedonceparticipantsbetterunderstandhowtheplanningprocessmightunfold.

OftenPlanWorkspolicyquestionsmustbeshortenedforanin‐personmeetingwithstakeholders.Thequestionsareusefulasaninitialbrainstormingexercise,butwhenposingthequestionstostakeholdersormembersofthepublic,multi‐partquestionswillneedtobeabbreviated—partlybecausesomestakeholdersmaynotknowtransportationplanningdetails,andpartlytoenableaconversation.Forexample,onecanreplace“Areperformancemeasures,evaluationcriteriaandmethodologyforassessingbicycleandpedestriannetworkconnectivity,accessibility(tojobs,schools,essentialservices,recreation,etc.),equity,andsafetyincorporatedintotheprojectprioritizationprocess?”with“Whatfactorsinfluenceprioritization.”Then,additionalprobingquestionscanbeaskedofrespondents,asotherdescriptorsbesides“networkconnectivity”maybepreferable.

NextSteps

ForPlanWorksgenerally,theteamhasalreadymadefourpresentationsregardinghowPlanWorkscansupportcorridorplanning,especiallybetteraccessmanagement:

o ApresentationatVDOT’sTransportationandLandUseForumdescribingPlanWorksasacorridor

planningtoolforsupportingregionalandruralstrategies(June2,2017)

o ApresentationattheVirginiaAnnualPlanningandProgrammingMeetingregardinghowPlanWorkscansupporttheprogrammingprocessbasedoncorridorplanning(February1,2017).

o ApresentationtotheVDOTCorridorPreservationGroupandVDOTstafffromtheSalemandLynchburgVDOTconstructiondistrictsregardinghowPlanWorkscanencouragebetteraccessmanagement(February3,2017).

o AwebinarpresentedtoCaltransregardingthedetailsofhowPlanWorkscanbeimplementedusingthenineCORmodules(February15,2017).

ForPlanWorksgenerally,theteamwillcontinuetosharewithinterestedpartiesdetailsofhowtousePlanWorkscorridorplanning.

o Forexample,stafffromanotherVirginiaMPOmetwithafewteammembersinDecember2016todiscussrecommendationsforfuturePlanWorksapplications(AppendixAofthisreport)andhowPlanWorkswasappliedforthisparticularcorridor(seeAppendixB).

o SeveralmembersoftheteamhaveproducedvideotestimonialsofthestrengthsandweaknessesofusingPlanWorksasrequestedbyFHWA.

ForthisprojectandotherVDOTprojectsinparticular

o VDOTiscontinuingtouseprofessionalfacilitatorsonotherprojects,basedontheexperienceofthisuseofPlanWorksandarelated(separate)researcheffortregardingcollaborationandconsensusbuilding(OhlmsandRoy,2016).

o ForRoute29,adatabasehasbeendevelopedthatshowshowtheblendedsolutionsetinTable3scoresagainstsomeoftheSmartScaleprogrammingcriteria.Thisdatabase,alongwiththe

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recordofpublicinputgiveninthisreportwill(iftheCountyBOSconcurs)serveasastartingpointtoimplement

theprojectsshowninTable3.ThespecificprojectsareshowninAppendixCofthisreport.

For More Information

Contacts Resources AmyO’Leary,VDOTAssociateDirectorVirginiaTransportationResearchCouncil434‐293‐1995,[email protected],VDOTTransportationPlanningDirectorVDOTLynchburgDistrict434‐856‐8331,[email protected],FHWAPlanning/EnvironmentalSpecialist202‐366‐9206,[email protected]

Route29CorridorAssessment,CampbellCounty.http://www.virginiadot.org/projects/lynchburg/route_29__corridor.asp

UsingPlanWorkstoSupportTransportationProgramming:theCampbellCountyExperience,http://www.virginiadot.org/projects/resources/SYIP/2016/fall/Plan_Works.pdf

UsingPlanWorkstoSupportCorridorPlanning(TheFebruary15,2017webinarwillbepostedathttp://smartmobilityca.org/webinars/)

ReferencesCitedintheReport

AECOM.Memorandum(forTasks1,2,and3).July8,2016.

FHWA.NationalHighwayConstructionCostIndex(NHCCI),Washington,D.C.,2016.https://www.fhwa.dot.gov/policyinformation/nhcci/pt1.cfm.

FHWA.PriceTrendsforFederal‐AidHighwayConstruction‐FourthQuarter2003,Washington,D.C.,2015.https://www.fhwa.dot.gov/programadmin/pt2003q4.cfm.

Ohlms,P.B.andRoy,K.M.WhenMainStreetIsaHighway:AddressingConflictsBetweenLandUseandTransportation,VTRC,2016.http://www.virginiadot.org/vtrc/main/online_reports/pdf/17‐r13.pdf

UniversityofVirginiaInstituteforEnvironmentalNegotiation.CampbellCountyRoute29PlanningEffortFindingsReport,2016.http://www.virginiadot.org/projects/resources/Lynchburg/Rt_29_Campbell_Co_Corridor_Assessment/Findings_Summary.pdf

VirginiaDepartmentofTransportation.PhasesIIandIII,Route29CorridorStudy,TechnicalReport,Richmond,2003.http://www.virginiadot.org/projects/lynchburg/phases_ii_and_iii,_route_29_corridor_study.asp.

VirginiaDepartmentofTransportation.AddendumtotheRoute29CorridorStudy,Richmond,2011.http://www.virginiadot.org/projects/resources/Culpeper/Route_29/Addendum‐Route_29_Corridor_Study1.pdf

TeamMembers

AECOM(BillCashman,ChrisLawrence,ShelleyBogue),CampbellCounty(PaulHarvey),FHWAVirginiaDivision(ChengYan),Region2000LocalGovernmentCouncil/CentralVirginiaMPO(BobWhite),UniversityofVirginiaInstituteforEnvironmentalNegotiation(JudieTalbot,TanyaDenckla‐Cobb,LeahBrumfeld),VDOTLynchburgDistrict(RickYoungblood,DavidCook),VirginiaTransportationResearchCouncil(AmyO'LearyandJohnMiller)

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AppendixA.SummaryofRecommendationsforFutureUsesofPlanWorks

AppendixAshowsrecommendationsforpersonswhowillusethecorridorplanningelementofPlanWorksinthefuture,basedontheexperienceofusingPlanWorksinCampbellCounty.ForconsistencywithPlanWorks,the15recommendationsareorganizedbyeachofthenineCORsteps,withtherecommendationsforusingthestakeholderassessmentpresentedlast.Thatsaid,thesomewhatnon‐linearnatureoftheplanningprocessmeansthatsomerecommendationsmayapplytootherstepsasfollows:COR‐1andCOR‐2maybeappliedsimultaneously(thus,recommendationsfromeachCOR‐1mayberelevanttoCOR‐2andvice‐versa);COR‐3,COR‐4,andCOR‐5maybeappliediteratively;andCOR‐7,COR‐8,andCOR‐9mayalsobeappliediteratively.COR‐1:ScopeoftheCorridorPlanningProcess

1. WhenusingPlanWorks,focusfirstontheoutcomeintheOverviewsectionofCOR‐1.

ThedetailinPlanWorksisquitehelpfulbutcaninitiallybedaunting;forexample,the44policyquestionsinCOR‐1helponeconsiderthebreadthoftheplanningprocessbutcanalsoleaveoneconfusedregardingwhichquestionsshouldbeposedfirst.Itwashelpfultoexamineeachdesiredoutcomeandthenworkbackwardsfromtheoutcometospecificquestions.Forinstance,theoutcomeofCOR‐1(aclearlydefinedscopetoguidethecorridorplanningprocess)helpedtheteamrealizetheimportanceofencouragingcompromiseinthecorridor,betweenlocalaccessandthroughmovements.Then,withthatoutcomeinmind,theteamcouldstudythesamplequestionsingreaterdetail.

2. Orderthepolicyquestionssuchthateasierquestionsprecedeharderones.

Ininteractionswiththegeneralpublic,itwaseasiertogetinputwhenstartingwithquestionsthatattendeescouldimmediatelyaddress,regardlessoftheirknowledgeofthecorridor.(Forexample,whilesomeindividualswerereadytoprovidedesignsolutions,otherswhohadcomelatetothefirstpublicmeetingwerenotimmediatelycertainwhattheywerebeingaskedtodo.)Accordingly,oneshouldaskeasierquestionsinitially(e.g.,whatstakeholderslikeordonotlikeaboutthecorridor),withthehardestquestions,suchas“Howcanthecorridorbestservethelongertermneedsofthecounty/theregionforthenext20years?”beingposedlater.Forexample,thisordermightbeasfollows:

Easyquestionsdesignedtointroducerespondentstotheprocess

Inwhatwaysdoyouusethispartofthecorridor? Whataresomeofthekeyfunctionsandrolesofthecorridor–nowandinthefuture? Whatdoyoulikeaboutwhatcurrentlyexists?(Usebluestickynotestodescribethisandputitonthe

map.) Whatdon’tyoulikeaboutwhatcurrentlyexists?(Usepinkstickynotestodescribethisandputon

map.)

Harderquestionsdesignedtoelicitlongertermideas

Howcanthiscorridorbestservethelonger‐termneedsofCampbellCounty,forthenext20years? Howcanthecorridorbestservethelong‐termsneedsofthelargerregion,forthenext20years?

QuestionDesignedtoElicitSpecificSolutions

Whatspecificideaswouldyouliketobeconsideredinthedevelopmentofthiscorridor?

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COR‐2:ApproveProblemStatementsandOpportunities

3. ThequestionsinCOR‐2areagoodstartingpointforbrainstorming.Ratherthanposingallofthestakeholderquestions,teamsmaywishtouseasmallersubset,withlongerormorecomplexquestionsbrokenintosmallerones

Forexample,considerthestakeholderquestionfromCOR‐2“Whatisimportanttoyou,toyourneighborhood,tothelocalarea,totheregion(transportation,community,environment)inthecorridor?”Theintentofthequestionisappropriatebecauseitillustrateshowdifferentrespondentsmayhavedifferentusesforacorridor.However,thequestionincludesmultiplesub‐questions—whichcangenerateconfusioninapublicmeeting.Accordingly,itwasmoreappropriatefortheteamtofirstaskjustfromthepointofviewoftheattendee,withthe“largerregion”beingaseparateconcept.

4. Providephysicalmapsforattendees’reference.

Useoftwo‐partlarge‐scaleaerialmaps(6feetby6feet)showntotherightofFigure1inthebodyofthisreportprovidedaperspectivethatwasnotimmediatelyapparentfromexaminationofthematerialontheweb:attendeescouldpointoutparcels(whichweredelineated)andgeometryinhigherdetail.Forexample,theimportanceoftheLynchburgAirport—itssizedominatesmuchofthefrontagesectionofRoute29—becomesclearerwhenonecanseetheairportonaphysicalmap(asopposedtoasmallercomputerscreen).

COR‐3:ApproveGoalsfortheCorridor5. Considerintegratingthefactorsrelatingtocontextsensitivesolutions(CSS)directlyintothescopeofthe

corridoranalysisratherthanasseparate,stand‐alonegoals.Forsomecorridors,itwillbemoreproductivenottoapplythisrecommendationbutinsteadtohavespecific,measurableobjectivesrelatedexclusivelytoCSS.ItappearsthattheMinnesota“CompleteStreets”Plan(see“HowdoesPlanWorksworkintherealworld?”)mayhavefollowedthisapproachforCSS,andareviewofthePlanWorksexampleforCOR‐3showedthatforarelatedtopic(environmentaljustice)aspecificgoalofoutreachtotheSpanish‐speakingcommunityfortheAsheboroBypassledtobothgreatercommunityparticipationandtheadditionofabridgethatleftakeycommunityintact.Insuchinstances,aseparatelineitemmeasuringprogresstowardCSSorenvironmentaljusticeisappropriate.However,forthisparticularstudy,theteamfoundithelpfultoviewCSSasemphasizingaccommodationofallmodesoftransportation—apointthathadbeennotedthroughoutmeetingswithelectedofficialsandthecommunitysincetheproject’sinception.Accordingly,ratherthanhavingaseparatelineitemforCSS,theprojectteamensuredthattheapplicationofthegoalsinthecounty’stransportationplan(e.g.,improvesafetyandaccommodatefuturelanduses)couldbeappliedtoalltransportationmodesthatused,orsoughttouse,thecorridor.

6. Wheninterviewingexternalstakeholderswhohavelimitedtimetoparticipateintheplanningprocess,

considercombiningquestionsfromCOR‐1,COR‐2,andCOR‐3andtailorthequestionstotheaudience. Conceptually,itisappropriatetoposequestionsinCOR‐1andCOR‐2regardinggoalsandscope,digest

answers,andthenmoveontoCOR‐3andexaminewhetherthecandidategoalsaresufficientlybroad.However,“intervieweefatigue”canresultifindividuals(forwhomplanningisnotthefocusoftheirjob)areconsultedtoofrequently.Therefore,itcanbehelpfultoconductdetailedinterviewswithadvisorsandobserversonceinanattempttocapturekeyinformationforCOR‐1throughCOR‐3andlet

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thoseinsightsguidethescope.(Thisconcerndidnotapplyasmuchtotheplanningpartners,whereinsightscouldbeobtainedinamorefrequentmannergiventheirfullinvolvementintheproject.)

Interviewquestionsshouldbetailoredtointendedaudiences.Indevelopingtheinterviewquestions,theprojectteamfounditeasiertoaskthesamequestionsoftheFHWAobserverasthelocal,regional,andstatedecisionmakers—largelybecausetheseentitieswereintimatelyfamiliarwiththedetailsoftheplanningprocess.Bycontrast,itwasappropriatetosegmenttheadvisorsintotwodistinctgroups:advisorswithalargeamountoflanddevelopmentinfluence(e.g.,singlelargeemployers)andadvisorswhorepresentedacollectionofdispersedinterests(suchasahomeownersassociation).

7. Bepatient,beflexible,andbeagoodlistener.Theprofessionalfacilitatorswhowerepartofthisteamstronglyemphasizedthisrecommendation:inbringingtogetherdifferentpartnersandadvisors,anycollaborativeprocesswillevolve.Goals,playersandconditionsmayallchange.Thus,projectteammembersmustbepatientandadaptive–allowingthemselvesandeachothertobeopentonewideasandperspectives.Thus,projectelementsthatteammembersdonotindividuallyenvisionatthestartoftheeffort,suchasthreedifferentsetsofinterviewquestions,canresult.Similarly,projectelementsthatwereenvisionedwerealsomoved—forexample,thestakeholderassessment(seerecommendation15)wasmovedfromCOR‐3toCOR‐6,inordertogivestakeholdersmoreexperiencewiththeplanningprocessthattheyweresubsequentlyaskedtoevaluate.

COR‐4:ReachConsensusonScopeofEnvironmentalReviewandAnalysis

8. ConsiderpursuingCOR‐3,COR‐4,andCOR‐5simultaneouslysuchthattwoiterationsofCOR‐4(andlater,COR‐5)areperformed.TwochallengescompoundthetransitionfromhighlevelgoalsinCOR‐3tothelevelofdataneedsandanalysisinCOR‐4andthentheuseofperformancemetricsinCOR‐5.Thefirstchallengeistodifferentiatebetweenhigh‐levelgoalsthatresultfromCOR‐3(e.g.,improvecorridorsafety)andmeaningfulmetricsforassessingprogresstowardthesegoalsinCOR‐5(i.e.,crashespermile),andresultantdataneedsinCOR‐4(i.e.,rear‐endcrashesoverathreeyearperiod).ThesecondchallengeistodeterminewhichperformancemeasuresarefeasibletocomputeforcandidatesolutionsetsinCOR‐6(i.e.,crashespermileandnear‐missespermilearebothmeaningful,buttheextenttowhichonecancomputetheminadefensiblemannermayvary).Becauseaddressingthesetwochallengesatthesametimeisdifficult,agenciesusingPlanWorksmaywishtofirstdevelopaninitialresultofCOR‐5assumingallmeasuresaremeaningful.Then,agenciesmaywishtorevisetheirinitialversionbasedonaninformedapplicationofCOR‐5.

COR‐5:ApproveEvaluationCriteria,MethodsandMeasures

9. Considermeasuringreliabilitythroughsafetymetrics.Becauseprobe‐baseddatahavebecomeincreasinglycommon,itisnaturaltoquantifyreliabilitythroughmeasuresthatrequiresuchdata,suchasthebufferindex,planningtimeindex,oreventhemiseryindex.However,whenconsideringalternativescenarios,itmaynotbeeasytoforecastthosemeasures—andwhiletheycanintheoryrepresentbothrecurringandnonrecurringcongestion,theymaybeweightedmoretowardstheformer.Acomplementaryapproachistorecognizethatreliabilityisinfluencedbyunplannedincidents—crashes—andthuslookatwaystodeterminehowalternativescenarioswillinfluencecrashrisk.Forexample,thenumberofaccesspointspermile(ageometricmeasurethatcanbeestimatedforaccessmanagementalternatives)andthenumberofvehiclestops(availablethroughsomesimulationprograms)arecorrelatedwithcrashrisk.Thus,thesecanbeusedwithprojectalternativesto

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determinehowsuchalternativesmayinfluencereliability.(Ultimately,theteamdidnotusecrashriskalonetomeasurereliabilitybutinsteadusedamoretraditionalmeasure—theTTRI—becausethatmeasurewasrequiredfortheSmartScalefundingsource).

10. Considertheuseofhandoutsifperformancemeasuresortechnicalconceptsarebeingpresented.Whiletheteamhadusedhandoutsextensivelytoshowcorridorproblemsandtogatherfeedback,arelativelylast‐minutedecisionwastoprovidehandoutsregardinghow“accessmanagement”affectstrafficflow.Inretrospect,thisappearstohavebeenhelpful,asattendeescouldrefertohandoutsasneededduringthepresentation.

11. WhenapplyingCOR‐5,presentatentativesolution.COR‐5callsfordevelopmentofperformancemeasures,whileCOR‐6callsforthedevelopmentofcandidatesolutionsets.Thismakescompletesenseintheory,however,thetimelineforpublicinvolvementmeansthatonemustbecarefulinhowthesestepsareapplied:ifonecompletelyfinishesCOR‐5first,onemayfrustrateparticipants(who,afterseeingseveralCORsteps,wishtobegintoseesolutions).IfonebeginsCOR‐6tooearly,however,onemayspendsubstantialresourcesdevelopingcandidatesolutionsthathavelittlelikelihoodofbeingimplemented.OneapproachistocompleteadraftofCOR‐5andthenatleastbeabletoofferideasofthetypesofsolutionsbeingconsidered.(Forthisparticularcase,thosesolutionswerefrontageroadmodificationsandlocalstreetconnectionstoimproveaccesstoadjacentdevelopment,alongwithsomegeometricchangestoreduceconflictpoints.)

COR‐6:ApproveRangeofSolutionSets

12. Considerbringingone‐ormoreprogramming‐relatedpolicyquestionsfromCOR‐8intoCOR‐7andCOR‐6.Suchquestionsinclude(1)“Docandidatesolutionsetshaveenoughdetailtoallowtheidentificationoffundingsources?”and(2)“Whataretheprioritizationcriteriaestablishedforprogramming?”

Rationalefortherecommendation

COR‐8showspolicyquestionsthatask,inrelationtootherPlanWorksphases,“Whataretheprioritizationcriteriaestablishedforprogramming?Areourcriteriacompatiblewiththat?Docandidatesolutionsetshaveenoughdetailtoallowtheidentificationoffundingsources?”Whileitisconceptuallylogicaltodrawadividinglinebetweenthedevelopmentandselectionofsolutions(COR‐6andCOR‐7)andtheprioritizationofprojects(COR‐8),thelimitedfundingopportunitiesforsomecorridorprojectsmeansthatthemannerinwhichprojectsareprogrammedmustbeconsideredthroughoutthedevelopmentofthepotentialsolutionsets.Itisespeciallycriticaltoconsiderhowprojectsareprogrammedifitisexpectedthatmultiplefundingsourceswillbeneededtoimplementthesolutionset.(Forexample,forthisparticularcorridor,someprojectsarebeingpursuedthroughHighwaySafetyImprovementProgram[HSIP]fundswhereasothersarecandidatesforVirginia’sstatewideprogrammingprocess,knownasSmartScale).Becauseeachofthesefundingsourceshastheirowndatarequirements,itwasessentialinthisefforttoconsiderthe“criteriaforprogramming”(posedinCOR‐8)atthetimethecandidatesolutionsetsweredeveloped—thatis,inCOR‐6.

Tobeclear,PlanWorksdoesconnecttheprogrammingprocess(the“PRO”steps)andthecorridorplanningprocess(the“COR”steps).Forexample,understepCOR‐8,the“linkstodecisions”boxontheleftofthescreenprovidesaconnectionfromCOR‐8toPRO‐2,whereoneconsiderscriteriaforallocatingrevenue,asshowninFigureA1.However,byaddingapolicyquestiondirectlytoCOR‐6and

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COR‐7thatrelatestoprogramming,onemayincreasethelikelihoodthatprojectswillbedevelopedsuchthattheymeettheinformationrequirementsforavailablefundingsources.Forthiscorridorinparticular,becauseVirginia’sSmartScaleisalikelyfundingsourceforatleastsomeimprovements,keySmartScalecriteriamustbeconsideredearlyintheprocesssuchaspointsresultingfromthetraveltimereliabilityindex,equivalentpropertydamageonlyreductionoffatalandinjurycrashes,andthereductioninpersonhoursofdelay.Inparticular,becausetheoverallscoreiscalculatedasthetotalpointsdividedbytheprojectcost,the“bangforthebuck”highlyinfluenceswhetheraprojectwillbefunded.Realistically,plannersmustconsidertheseprogrammingcriteriaearlyintheprocess—whencandidatesolutionsetsarebeingdeveloped—iftheywanttoseeprojectsmovetoimplementationunderthisfundingsource.

FigureA1.ExampleofaLinkBetweenCorridorPlanning(COR‐8)andProgramming(PRO‐2).

TounderstandwhythisrecommendationmaybeneededfortheCORsteps,contrastcorridorstudies(e.g.,theCORsteps)withlongrangeplanningstudies(e.g.,theLRPsteps).Forthelatter,theMPOroutinelyconsidersalargevarietyofprojectsinthedevelopmentofthelongrangeplanandthen,throughcarefulconsiderationofavailablefunds,placesprojectsintheshorterrangeTransportationImprovementProgram.Theselongrangeplanningprocessesandprogrammingprocessesareinstitutionalizedandperformedonalargescale:thereisanexpectationeveryyearthatsubstantialagencyresourceswillbedevotedtoupdatingprojectsintheTIP,and(everyfiveyears)updatingthelongrangeplan.Forthatreason,havingalongplanningprocess(LRPsteps)andaprogrammingprocess(PROsteps)thatareseparateprocessesinPlanWorksmakessense—withinastateDOTorlargeMPO,thesetwoprocessesmaybeperformedbytwoseparategroupsofstaff.Theseprocessesarethenconnectedatformaldecisionpoints:forexample,LRP‐10,whichiswheretheMPOadoptsthelongrangetransportationplan,showsunder“LinkstoDecisions”aconnectionbetweentheLRPandthreemajorprogrammingsteps:projectprioritization,approvetheTIP,andincorporatetheTIPintotheSTIP.However,corridorprojects—especiallythosethatmaybe“stuck”—arenotinstitutionalizedanddonotnecessarilyhaveaspecificpointatwhichadecisionmustbemade.WhereasalongrangetransportationplaniseventuallytranslatedintoasetofprojectsforaTIP,thereisnorequirementthatthisbeperformedforacorridorplan.Thus,forcorridorprojectstomoveforward—especiallyinaneraoflimitedfunds—plannersneedtobecognizantofpotentialfundingsourcesandtheirassociatedrequirements.Thisrecognitionneedstobeperformedearly:plannersmustbeprovidingenoughdatainthedevelopmentofcandidatesolutionsets(COR‐6)suchthattheseprojectsatleasthavetheopportunitytobefunded.

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COR‐7:AdoptPreferredSolutionSet

13. AddafeedbackloopbetweenCOR‐9andCOR‐7.Inorderforatransportationagencytodevelopfeasibleprojectsbasedonacorridorplanningprocess,thecriteriaforschedulingandprioritizinginvestments(e.g.,theresultsofCOR‐9)mustbeexplicitlyconsideredintheselectionofthepreferredsolutionset(inCOR‐7).FailuretodothiscouldresultinasetofimprovementsemanatingfromCOR‐7thatultimatelyareinfeasible.Thus,asshowninFigureA2,afeedbackloopthatemphasizestheimportanceofconsideringCOR‐7throughCOR‐9simultaneouslyshouldbeadded.

FigureA2.SuggestedFeedbackLoopbetweenCOR‐7andCOR‐9.AdaptedfromFHWA.PlanWorksDecisionGuide,Washington,D.C.https://fhwaapps.fhwa.dot.gov/planworks/DecisionGuide.AccessedFebruary2,2017.

COR‐8:ApproveEvaluationCriteria,MethodsandMeasuresforPrioritizationofProjects

14. Considerseparatingmajorquestionsfromthedetailsthatcanbeprovided.FuturedeploymentsofPlanWorksmightbenefitfromashorterquestionstem(suchasthoseshownintherightcolumnsofTableA1)andthenaseparatesectionthatlistsoptionaldetailforeachquestion.Forexample,whenworkingwithdiversepartnersinperson,itwaseasiertoaskashort,generalquestion(suchas“Whatfactorsinfluenceprioritization”)andthentobepreparedtospecifythat“factors”mightmeanspecificperformancemeasures(whichinthisprojectincludedmeasurableitemssuchastheamountofdelayatvariousintersectionsbasedon2040volumes).Tobeclear,thedetailinthePlanWorksquestionscanbequitehelpfulintermsofprovidingabreadthofconsiderations(e.g.,accessibilitytojobs,equity,andbicyclenetworkconnectivitycanallberelevantindifferentcorridors).ByseparatingthedetailfromthecorequestionsinCOR‐8andCOR‐9,thegeneralintentofthequestionscanbeclarified.TableA1.RevisedPlanWorksQuestions

No. OriginalPlanWorksQuestion QuestionUsedbytheTeam1 Areperformancemeasures,evaluationcriteriaandmethodologyfor

assessingbicycleandpedestriannetworkconnectivity,accessibility(tojobs,schools,essentialservices,recreation,etc.),equity,andsafetyincorporatedintotheprojectprioritizationprocess?

Whatfactorsinfluenceprioritization?

2 Whodevelopedtheprioritizationevaluationcriteriaandmethodology?[COR‐8]andHowwerestakeholders,includingmodalandoperationalpartners,engagedinprovidinginputandrecommendations?[COR‐9]

Howdoesthisprioritizationprocessreflectstakeholders’input?

Revisesolutionsetbasedonadditionalinformationfrom

settingpriorities

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COR‐9:AdoptprioritiesforimplementationTherearenoadditionalrecommendationsforthissectionexceptrecommendation13asdiscussedpreviously(afeedbackloopbetweenCOR‐7andCOR‐9).Withthisfeedbackloop,thequestionscommontoCOR‐7,COR‐8,andCOR‐9canbeconsideredjointlythroughouttheprocess.

UsingthePlanWorksAssessment

15. WhenusingtheresultsoftheCorridorAssessment,itmaybeeasiertoentertheworst‐casescenariosoneatatimeandthenidentifythePlanWorksrecommendationsratherthanenteringthesurveyresponsesallatonce.Intheory,thePlanWorksassessmentsareintendedtobecompletedonline,wherestakeholdersorpartnersreceiveimmediatefeedbackfromtheprocess.However,theprojectteamusedtheassessmentquestionsinaslightlydifferentway:publicparticipantsweregiventhequestionsbutthentheassessmentwasusedtoidentifywherethegreatestamountofimprovementwasneeded.Forexample,considertheresponseto“Thedecision‐makingprocessisclear”whichgavethelowestaveragescore(2.9receivedinthesurvey).Tousetheassessmentresults,onecangotothetwoPlanWorkselementswhichwerethesourceofthatquestionandsimplyentera“StronglyDisagree”forbothofthose(FigureA3)andthenusetheappropriatefeedbackfromPlanWorks(FigureA4).NotethattomakefulluseofthePlanWorksAssessment,oneneedstokeeptrackoftheoriginalPlanWorkselement(e.g.,thetwolinesshowninFigureA3)andthemodifiedquestiongiventothepublic(e.g.,thefirstquestioninFigureA5).

FigureA3.PlanWorksElementsinSupportofQuestion1(“Thedecision‐makingprocessisclear.”)

FigureA4.ExcerptofPlanWorksRecommendationstoClarifytheDecision‐MakingProcess

Theprocessstepsareclearlystated/documented

Thecollectivegoalsareclearlystatedanddocumented

Clickingonthelinksattheleftleadstotextsuggestingan“organizationaloutcomemap”whichledtheprojectteamtoconsiderahandoutatthe3rdpublicmeetingshownasFigure2inthebodyofthisreport.

PlanWorksElement

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FigureA5.PlanWorksAssessmentUsedDuringCOR‐6

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AppendixB.SummaryofHowPlanWorksWasImplementedfortheRoute29CorridorAssessment

AppendixBshowshowthenineCORmoduleswereappliedfortheRoute29Assessment.AsisthecasewithAppendixA,materialispresentedbymoduleforconsistencywithPlanWorks,althoughinpracticetherewereseveralcaseswheremoduleswerepursuedintandem.ForeachCOR,therearetwosubsections:theoutcomesofapplyingtheCORandthestepstakenaspartoftheCOR.(Additionaldetails,ifneeded,areavailablefromtheauthorsintheformofindividualtaskreportsprovidedtoFHWA.)COR‐1:ScopeoftheCorridorPlanningProcessOutcomesofCOR‐1

ThegeographicalscopeoftheplanningprocessistheRoute29CorridorwithinCampbellCountyfrom

theCityofLynchburg(Route29/640interchange)toRoute24(theMPOboundary).

Thetemporalscopeisaninemonthstudy,withthegoalbeingtohaveaplanofactionbytheendof2016thattheCountyBoardofSupervisorscanusetoidentifylocalprioritiesforfundingwhichwouldsubmittedtoVDOT.

Thetechnicalscoperemainsopenbutwilldrawheavilyuponexistingwork:notablyfivepreviousstudiesinthecorridor,withthenewercontributionsfromthiseffortbeinggearedtowardreducingconflictpointsandsupportivelandusestrategies.

Theplanningprocessscopeisthattherewillnotbeacitizens’technicaladvisorycommitteewhichcouldinadvertentlyrestrictparticipation;rather,everycitizenwillbeabletoparticipateintheplanningprocessthroughattendingpublicmeetings.Mailings,messageboardsadvertisingthemeeting,andsocialmediawillbeusedtocommunicatetheplanningprocessandmaximizepublicinvolvement.

StepsTakeninCOR‐1

MeetwithakeymemberoftheBoardofSupervisorsonDecember15,2016ThetwoBOSmemberswithsupervisoryauthoritywithinthescopeoftheproject—Dr.JamesBorlandandMr.EricZehr—wereinvitedtoattendanin‐personmeetingfortheproject.(Mr.Zehrwasunabletoattend,however,Dr.Borlandandthecounty’sEconomicDevelopmentDirector,Mr.MikeDavidson,wereabletoattendandwerebriefedabouttheprojectthroughapresentationbyRickYoungblood[districtplannerforVDOT]andJudieTalbot[UniversityofVirginiaInstituteforEnvironmentalNegotiation]).SlideswerenotusedforthepresentationbutratherpresentershighlightedkeypointsoftheprojectastheyrelatetoCOR‐1andCOR‐2.Forexample,underCOR‐1,akeypolicyquestionis“Howwillstakeholders,includingmodalandoperationalpartners,andthepublicbeinvolved?”Thisparticularpointwasofinteresttothetwoboardmembers,whohighlightedtheneedforlandownerstohaveeveryopportunitytoattendpublicmeetingsfortheproject,andwasafactorintheplanningpartners’decisiontonotconveneasmallertechnicaladvisorygroupimmediatelybutratherallowallindividualstoparticipate.

Agreeinternallyonthescopeoftheproject.

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In‐personmeetingsoftheinternalpartnersheldonDecember7and14(2015),andJanuary4(2016alongwithaconferencecallonJanuary11,(2016),helpeddevelopagreementontheenvironmentfortheproject.Forexample,considerthetwopolicyquestionsfromCOR‐1andCOR‐2,whicharerespectively:“Whoaretheproponentsandopponents?”and“Arethereidentifiedperformancemeasureanddatasourcesforevaluationofstrategies?”Regardingthefirstquestion,planningstaffwithCampbellCountywereabletonotethatthereweretwolikelyviewpointsthatwouldshapethediscussion:businesseswhowanttoshiptheirproductsoutofthearea,andbusinessesthatwanttousethecorridorforlocalaccess.Staffalsorecognizedthatanyrestrictionsplacedonwhatapropertyownercandowillbescrutinized,placingimportanceongettingagreementearlyonintheprocess.Regardingthesecondquestion,theVDOTdistrictplannernotedthatmuchofthetechnicalworkmayhavealreadybeenaccomplishedinpreviousstudies,includingthosedonefortherecentconstrainedlongrangeplan(CLRP).Whilesomeupdatesofthesestudyrecommendationsmaybenecessary,akeypartofthestrategywillbetothinkabouthowtouselandusetoolssuchaswaiversandexceptionrequests(andtheselectedconsultanthasexpertiseinthisarea.)

COR‐2:ApproveProblemStatementsandOpportunitiesOutcomesofCOR‐2

Keydeficienciesinthecorridorincludethefollowing(notlistedinpriorityorder).First,thereisnoticeablecongestionduringthepeakhour.ThiscongestioncontributestoatleasttwodifferentnegativeimpactscitedbyattendeesattheJanuary28,2016publicmeeting:(1)itcanbedifficulttoaccessbusinesses,suchashotels,duringthepeakhour;and(2)thecongestionslowsdownthroughmovementsbothforcommutersandthroughtravelersSecond,therearepotentialsafetyhazards.Someofthesehazardsmaybeinresponsetocongestion;oneattendeereferredtoaportionofthecorridoras“murderous”wherethereareseveralaccesspointsincloseproximitytooneanother.However,inresponsetothiscomment,anotherattendeenotedapotentialsafetyhazardthatcouldresultwhenthereisnotcongestion:largetrucksoftenneedtoturnaroundinaportionofthecorridor,andthiscreatesahazardgiventhatsomevehiclesaretravelingat60mph.Atanothertable,anattendeecitedafatalcrashintheportionofthecorridorwherethereisaschoolentrance.Third,someturnlanesaretooshort.Fourth,thedevelopmentreviewprocesscanbetimeconsumingforlandownersinthecorridor.Thisisalsoanopportunity:duringthemeeting,itwasnotedthat“timeismoney”andthataclearervisionofhowthecorridorshouldbedevelopedcouldexpeditereviews,savingboththeprivateandpublicsectortime.

Potentialopportunitiesincludethefollowing(notlistedinpriorityorder).Severalpotentialtransportationopportunitieshavebeennoted:improvedaccessmanagementthroughtheconsolidationofcommercialdriveways,additionoffrontageroads,andsomeattendeesexpressedaninterestinalternativeroutes.

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Theremaybeopportunitiesforpubliceducation.Forexample,onecommentmadepriortothemeetingwastheregulationsonestablishmentofsignswithinthecorridor.Whilearestrictionexistsintermsofsignsizewithinthesetbackarea,itrecentlychangedandmanypeoplemaybeunaware(e.g.,themaximumsignsizeisnow100squarefeetwithamaximumheightof20feetforafree‐standingsign–thisisanincreasefrom32squarefeetand15feetinheight).Also,oneindividualthoughtthatsignsizeappliedtosignsplacedonthebuildingsthemselves.(Thisisnotthecase:thereisnoadditionallimitonthesignsizeassociatedwiththeTCOwhenthesignisattachedtothebuilding;seethecounty’smemorandumofMay15,2007.)Theremaybeopportunitiestoobtainfundingforimprovements.Underthecurrentenvironment,Virginia’sdecision‐makingprocessforselectingtransportationprojects—knownasHB2[whichwaslaterrenamedtoSmartScale]—tendstofavorprojectsthatboth(1)havestatewideramificationsand(2)strongcommunitysupport.GiventhatRoute29isacorridorofstatewidesignificance,andgiventheBoard’sinvolvementatthisstage(includingtheBoardandthecommunityinthedevelopmentofalistofrecommendedprojects),thelikelihoodoffundingmaybeincreased.Theremaybeopportunitiestoimprovetransportationinotherlocationsinthearea.AkeypointwasmadethatbyinvestingintheRoute29Corridor(inCampbellCounty)onecanreduceheavytrucktrafficinotherlocations(e.g.,MadisonHeights).

StepsTakeninCOR‐2

MeetwithkeypublicstakeholdersonJanuary28,2016

Atwohourmeetingwithanestimated42stakeholders(whosignedin)washeldonJanuary28thatHylandHeightsBaptistChurch,whichislocatedwithinthestudycorridor.Anadditional13staffwerepresent.Themeetingwasadvertisedinthelocalpaper,lettersweresentto140stakeholderswholiveinthecorridor,variablemessageboardssignswerereservedtodisplaymeetinginformation(howeveranimpendingseverewinterstormoneweekbeforethemeetingpreventedtheirdeployment),andawebsitewithprojectinformationwasdeveloped;thewebaddressishttp://www.virginiadot.org/projects/lynchburg/route_29__corridor.asp.Atthemeeting,theprojectwasintroducedasonewhereattendeeswouldbebriefedratherthan“talkedat”fortwohours—toprovideopportunitiesforthem,thestakeholderstoprovideinput(Figure1inthebodyofthereport).Attendeesweregivenabusinesscardwiththewebaddressandadrawingofthecorridor(FigureB1,left),toencouragefollow‐upafterthemeeting.Duringthemeeting,attendeeswereaskedtoprovideinputbyidentifying,onlargescalemaps,deficienciesinthecorridorbyusingpost‐itnotesandplacingthemonthemap(seeFigureB2foranexampleofresultsofthatexercise).Duringthepresentationthetransportationroleofthecorridor(wherethecorridorisofstatewideimportanceforthroughmovements)andtheeconomicroleofthecorridor(asalocalaccesspointforbusinesses)werenoted,andattendeeswerebriefedthatmultiplestudiesofthecorridorpointedtotheneedforacollaborativeapproachgivenlimitedfundsavailableforcorridorimprovements.Then,75chairsand8tableswerearrangedforattendees,alongwithlarge‐scalemapsonwhichindividualscouldplacepost‐itnotesof3differentcolorswiththeirwrittencommentsonwhattheylikedaboutthecorridor,whattheydidn’tlikeaboutthecorridor,orotherideas/commentsaboutthecorridor..Inpractice,manycasesattendeeschosetomaketheircommentsaloudandthenhavestaff(internalpartnersandtheirassociates)writethemdownandplacethemataspecificlocationonthemap.AkeypointofthepresentationwastheSHRP2PlanWorksplanningprocessbeingused,withanemphasisthattherewouldbeatleastthreepublicmeetings:January28th(todevelopavision);a

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secondmeeting(todiscusspossiblesolutionsets—e.g.,prosandcons,arethereotherideastheinternalpartnersdidnotconsider?)andathirdmeetingwheretheinternalpartnerswoulddescribeaproposalforapreferredsolutionset(terminologyusedinCOR‐7ofPlanWorks).Insumtheinitialpublicmeetingwasaimedtobeatwo‐wayconversation.Forexample,considertheroleofaccessmanagement.Attendeesweregivensomeexamplesofrecentsuccessinthecorridor:thepresentationshowedhowtwosignalizedentrances—onetoaWalmartandonetoanadjacentSam’sClub—wereconvertedtoright‐inright‐outmovementsonly,withanew(single)accesspointreplacingthesetwoaccesspoints(FigureB1,right).Then,attendeesprovidedcommentsrelatingtohowbetteraccessneededtobeprovidedforcertainbusinesses.

FigureB1.(Left).DrawingoftheCorridoronaBusinessCardGiventoAttendeesattheFirstPublicMeeting.(Thereversesideofthecardhasthewebaddressthroughwhichpubliccommentsmaybedistributed.Theactualcorridorwillonlybethenorthernportion,fromLynchburgtotheMPOboundary).(Right).Exampleofaccessmanagement,wherethenorthandsouthentrances(square)wereconvertedtoright‐in/right‐out,withleftturnsconsolidatedtothesinglemiddleentrance(circle).

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FigureB2.ExamplesofDeficienciesIdentifiedattheFirstPublicMeeting(January28,2016)

COR‐3:ApproveGoalsfortheCorridorOutcomesofCOR‐3

Publicinputindicatesthattherearethreekeyareasofconcernforthecorridor:safety,economic

development,andcongestion.

TheseparateCampbellCountyRoute29PlanningEffortFindingsReportshowsthatstakeholdersidentifiedspecificareasofconcerninallthreeareas.Forcongestion,individualsexpresslynotedthattheydidnotwanttoseespeedsdeterioratefurthersuchthattheareasuffereddelayscomparabletomoreurbanizedareasoftheCommonwealth.Safetyissuesarearguablyparamount:somecommentsdirectlyrelatetoincreasedtrafficvolumes(i.e.,onefirmhasadoptedapolicythattrucksmaynotchangelanes),andsomeconcernsaredrivenalsobygeometricconsiderations(i.e.,locationofcrossoversandneededturninglanestoseparateflows).Economicdevelopmentisviewedbothasbothdesirableandasituationthatmustbemitigated,withquestionsabouttheabilityoftheregiontoaccommodategrowthintraveldemand.

Long turn lane is good, but fills up quickly in AM with

students going to parking lots.

Where businesses are built, consider requesting

proffer of a turn lane on their property.

More and more dangerous

2‐lanes on bridge hampers traffic.

Access to Liberty property is currently extremely difficult

as there is no turn going S. and N. turns are prohibited.

Could you use an overpass for a bypass (like

Richmond did)?

Longerturnlaneneeded

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StepsTakeninCOR‐3

Asstatedinthebodyofthereport,COR‐3wasappliedthroughfourmajorsteps:holdapublicmeetingatwhichparticipantsprovidedearlyfeedbackbasedonCOR‐1andCOR‐2;identifycandidateintervieweesinboththepublicandprivatesector;developquestionsforinterviewsofpartnersandadvisorsbasedonCOR‐3;andconductinterviewswithstakeholders.

Inadditiontomembersoftheprojectteam,participantsintheseseparateinterviewsincludedBankerSteel,Boxley,FirstNationalBank,FosterFuels,GeorgiaPacific,GreaterLynchburgTransitCompany,HighlandHeightsBaptistChurch,LibertyUniversity,LynchburgRegionalAirport,LynchburgRegionalBusinessAlliance,Moore’sElectricalandMechanical,andNealbrookChips.TheCampbellCountyRoute29PlanningEffortFindingsReportlistscommentsbasedontheinterviews,aswellascommentsfromthefirstpublicmeeting,onasection‐by‐sectionbasisforthecorridor.Forexample,forthesectionbetweenCalohanRoadandRoute24,deficienciesincludeamediancrossingwheretherehavebeencollisions,conflictsatsomeunsignalizedintersectionsgiventhe60mphspeedlimit,andaccessviaanothermediancrossingtotwobusinessesinparticular.

Theresultsoftheinterviews(UVAIEN,2016)andthepublicmeetingunderscoredapointraisedinthereviewofpreviousstudiesbyAECOM(2016)inthatspecificsolutionswereneeded.Itwasatthisstageoftheprocessthattheteambegantoviewthecorridorasdiscretesections;asshowninFigureB3,thereweresixspecificsegmentsofthecorridorthatcouldbeanalyzed.(ThisfedCOR‐4directly.)

FigureB3.SixStudySegmentsoftheCorridor(VDOTGISIntegrator)

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COR‐4:ReachConsensusonScopeofEnvironmentalReviewandAnalysis

OutcomesofCOR‐4

Aninitiallistofsixelements—goals,stakeholdercomments,objectives,performancemeasures,quantitativetools,andkeydatadetails—wasdevelopedasshowninTableB1.

Intheory,onlythegoals(whichcomefromCOR‐3andthefindingsintheCampbellCountyRoute29PlanningEffortFindingsReport)andthedataneeds(whichcomefromCOR‐4)arerequiredforthistask,withtheperformancemeasuresandquantitativetoolsforthcomingfromCOR‐5.However,developmentofthesesixelementsenabledtheteamtobetterunderstandwhichdataelementsforCOR‐4couldbethemostmeaningful.Severalcommentsfromthepublicinputmeetingsrelateexpresslytotransportationsafety—afindingnotnecessarilyexpectedatthetimetheteamsoughtthegrantfromFHWAandafindingwhichplacesmoreemphasisongeometricimprovementsthanoriginallyanticipated.Thus,onedataneedthathasbecomeapparentisafairlydetailedunderstandingofhowthephysicalandoperationalcharacteristicsofthecorridor(lanewidth,turningmovements,signaltimings,andpossiblysightdistance)changebycorridorsection.

Itmaybeappropriatetodividethecorridorintosixdiscretesegmentsforanalysis.

Thestakeholderinterviewssuggestthattheapplicationofperformancemeasures,quantitativetools,andsupportingdatasetsmay,insomecases,beperformedonsixdiscretesegmentsasshowninFigureB3:(1)LynchburgCityLimittoLibertyMountainDrive(Route1405);(2)LibertyMountainDrivetoRussellWoods(Route679);(3)RussellWoodstoLawyersRoad(Route683);(4)LawyersRoadtoEnglishTavernRoad’snorthernterminus(Route738),(5)EnglishTavernRoad’snorthernterminustoCalohanRoad(Route685),and(6)CalohanRoadtoColonialHighway(Route24).Examplesofspecificimprovementssuggestedbystakeholdersforeachsectionincludeaddingaccelerationlanes,closingmediancrossings,addingspeedlimits,lengtheningturnlanes,addingsignals,improvingsignaltimings,andaddingserviceroads.

StepsTakeninCOR‐4

Chapter9,titledTransportationSystemsandFacilities,fromtheCampbellCountyComprehensivePlanwaschosenasastartingpointforidentifyingcommunityvalues.ThePlanidentifiestwogoals:(1)“promoteasafe,effective,andenvironmentallysoundtransportationsystemthroughoutCampbellCounty”and(2)“promoteatransportationsystemcompatiblewithexistingandfutureplannedlanduses.”Thesetwogoalswereusedbytheprojectmanagementteamtoidentifypossiblegoals,objectives,performancemeasures,quantitativeapproaches,andrelevantkeydatadetailsasshowninTableB1.InformationgiveninthePlanofferedguidancefordevelopingtheseperformancemeasures.Forexample,theimportanceofaccommodatingtrucktraffic(giventhegeneralfreightcarriersinthearea)andconnectingRoute29tothegeneralfreightterminalusedbytheNorfolkSouthernrailway(whichoffersfreightservicefromrailtoroadatthatterminal)offereddetailforbetterunderstandingthesecondgoalinthePlan.Asanotherexample,oneofthepriorityprojectsfor(fromtheMPO’s2010bicycleplanwhichisreferencedinthePlan)wastohavesigningonRoute29withawideoutsidelane(whichcouldaccommodatebicyclists).Accordingly,aperformancemeasurebasedonbicyclelevelofservice(whichconsidersthewidthofthatcurblane)hasbeenincludedinTableB1.Asathirdexample,thePlanhighlightsthechallengeofcongestiononU.S.29betweenEnglishTavernRoadandtheborderwiththeCityofLynchburg,withtrafficvolumesapproaching44,000vehiclesperday.BecausethePlanemphasizesthemanagementofaccessasonetoolforaccommodatingthesevolumes,measuresrelatedtoaccessareincludedinTableB1.

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TableB1.CandidatePerformanceMeasuresandDataNeeds(DevelopedinCOR‐3andCOR‐4,butRevisedinCOR‐5)

Goal StakeholderComments Objective PerformanceMeasure(s) QuantitativeTools Keydatadetails

Promoteasafetransportsystemthroughoutthecounty.

Roadworkcrewsafetymustbeconsideredaswellasmotorists.HighvolumeoftrucktrafficintheareathatcausessafetyconcernsSignalsareneededtoprovidesafegapsinthetrafficstream.VisibilitymayberestrictedbyguardrailoverthetraintracksandacrestintheintersectionatEnglishTavernRoadLackofaccelerationwhenturningoutofamediancausestravelproblems

Reducemotorvehiclecrashrisk

CrashespermileCrashesofacertaintype(rear‐endcrashes)CrashesinvolvingtrucksCrashesnearspotsofreducedvisibility

NCHRPReport420(relateaccesspointstocrashrisk)

Crashhistoryinthecorridor:229crashesfortheperiodJanuary1,2010‐October27,2015

Numberofstops(oranotherperformancemeasure)

SimTraffic/Synchrosoftware(evaluatenearmisses)

Crashesarenotalwayscomplete(hencesimulationresultsmaybeneeded)

Reducenon‐motorizedcrashrisk

BicycleCompatibilityIndexBicycleLevelofServiceQualityofpedestrianaccessfortransitstoplocationsNumberofcrashesinworkzones

StandardmethodsforapplyingBLOSandBCIareavailable(includingsomeonlinetools)TransitCapacityandQualityofServiceManualchapters4and5

VDOT’sStatewidePlanningSystem(SPS)providesBLOSasabaselinemeasurewhichcanhelpcalibratecalculatedvaluesItmaybemoremeaningfultosimplyindicate“yes/no”intermsofavailabilityofpedestrianfeatures;GISdatamaybeappropriate.

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Promoteaneffectivetransportsystemthroughoutthecounty.

TrafficsignalsimpedetheflowoftrafficTrafficsignaltimingdoesnotaccountforaccelerationoftrucksTurningtrucksimpedetrafficbecausetheyrequiremorethanonelaneTurningvehiclesatCalohanRdformaqueuethatextendstotheleftpassinglane

Reducedelay Numberoftimespeaktraveltimeinthecorridorisbelow20minutesasmeasuredfromAtoBTimespentattrafficsignalsDelaycausedbytrucksattrafficsignals

SimTraffic/Synchrosoftware(reportsdelayasafunctionofvolume)

ShouldthelimitsofthecorridorbeEnglishTavernRoadtoRoute460?

Improvereliability

Coefficientofvariationoftravelspeeds[VariousothermeasuresinTask4]PlanningTimeIndexBufferIndexMiseryIndexSkewStatistic

Varianceinspeedsfromsimulationrunsifthatisreasonable

Anycalibrationdatachallengeswouldbenotedhere.

Promoteanenvironmentallysoundtransportsystemthroughoutthecounty.

[Thetopicoftheenvironmentwasnotmentionedduringthestakeholderinterviews]

Improveairquality

Greenhousegasemissions(kgofCO2)

SumtotalfuelconsumptionfromSimTraffic/Synchro(foragivenvolume)andconverttoCO2emissions

ShouldwejustuseCO2orshouldweconsiderVOCsandNOx(whicharegivenbySynchro)Isasimpleconversion(say10kgofCO2pergallonoffuel)acceptable?

Promoteatransportationsystemcompatiblewithexistingandfuturelanduses

EwingDrivewilllikelyneedasignalduetoeconomicdevelopment(althoughthisis1.5milessouthofthecorridor)

Improvevehicularaccesstopointsinthecorridorforpassengertravel

Delayforturningleftandrightintocertainbusinesses

StoppeddelayatagivenintersectionforleftorrightturningvehiclesDelaytoreachthemainlinefromtheminorstreet

Atwhatpointsshoulddelaybecomputed(e.g.,eachintersectionorforkeybusinesses)?

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Improvepedestrianaccesstopointswithinthecorridor

Connectivityindex(orsomeothermeasureindicatingtheextenttowhichstreetsareinterconnected)Tabulatethenumberofparcelswhereconnectionpointsforpedestriansexist

PossiblyaGISlayeroflocallanddevelopment

Asthispertainstofuturelanduse,somedatadetailsmaybemissingfromanticipatedfuturedevelopment

Improvefreightaccesswithinthecorridor

TraveltimetotheNorfolkSoutherngeneralfreightfacility(whichofferspiggybackservicefortrucktorail


Thefromwhichtravelshouldbemeasuredisrelevant

Provideanequallevelofimprovementstoallresidentsofthecorridor.

Impactsonhighandlowincomeareas:aretheythesame

Usecensusdatatoidentifyhighandlowincomeareas.Usethesimulationmodeltodetermineiftheseareasareimpactedequally.

IsCensusincomedataavailableattheblocklevel(orlevelsuitableforanalysis?)CanSynchro/SimTrafficbeusedtoidentifypositiveandnegativeimpactsinthecorridor

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COR‐5:ApproveEvaluationCriteria,MethodsandMeasuresOutcomesofCOR‐5

Therearetwopromisingtraditionalwaysofassessingreliability:theplanningtimeindexandthebufferindex.Bothhavebeenappliedtothiscorridorandwillbeabaselineforfuturemeasures.Forexample,foramotoristtravelingtoworktoavoidarrivinglate90percentofthetime(thatisduringallbuttheworstpeakperiodtravelinagivenmonth),theestimatedplanningtimeindexindicatedthat,whentravelingnorthboundinthemorningpeakhourorsouthboundintheeveningpeakhour,theexpectedtraveltimeshouldbeincreasedbyafactorof1.4overthefree‐flowtraveltime(e.g.,usingthespeedlimit.)Anotherinterpretationofthe90thpercentilevalueintheplanningtimeindexisthatassumingapproximately20workingdayspermonth,the1.4multipliershouldbeusedbycommuterswhocannotaffordtobelatemorethantwiceamonth.Further,thebufferindex(90thpercentile)showsthat,ifacommutercannotaffordtobelatetoworkmorethantwicepermonth,heorsheshouldpresumethathisorhermediandailycommutetimewillneedtoincreasebyroughly25%andadjusthisorherdeparturetimeaccordingly.Acharacteristicofthesetwoindicesisthattheycanbedominatedbyrecurringcongestion.(Ifonlyoneofthesemetricscouldbechosen,thentherecommendationwouldbetochoosethebufferindex.)

Crashriskoffersapromisingnontraditionalwayofassessingreliability.

Whileanincreaseinrushhourtraveltimemaybeexpected,crashescanleadtounexpecteddecreasesinspeedsinthecorridor.TheStrategicHighwayResearchProgram(SHRP2)listssafetyasoneoftheimportantperformancemetricstostudyreliabilityonagivencorridor,asawayofdetectingnonrecurringcrashes.Asabaselineofcurrentconditions,thetotalnumberofcrashes(fatal,injury,andpropertydamageonly)andinjurycrashes,aswellastherateintermsofnumberofcrashespermillionvehiclemilestraveledshowshighercrashratesintheportionofthecorridorwithlessreliability,whichisthenorthernsegmentbetweenEnglishTavernRoadandRoute460.Surrogatemeasuresthatcanhelpquantifythiscrashriskincludethenumberofstops(fromtheSimTrafficsimulationpackage)andthenumberofaccesspointspermile.

Candidateperformancemeasuresare(inadditiontotheplanningtimeindex,thebufferindex,access

pointspermile,andnumberofstops)thedelayforturningleftandrightintocertainbusinesses,andthefeasibilityofconstructingtheproposedalternatives.WhilethepublicmeetingheldJune23,2016didnotpositivelyconfirmorrefutethesemeasures,informalcommentsfromparticipantssuggestedthatatthispointintime,itisprematuretoeliminatemetricsfromconsideration.Informalcommentsalsosuggestedthatparticipantsareinterestedinseeingactiononanalternativebetaken:aconcernvoicedbyseveralattendeeswasthatalternativeswhichhavebeendiscussedinyearspast(suchasconstructionofabypass)hadnotbeenimplementedasVDOThasexperiencedfundingshortfallsinsomeyears.Thus,implementationfeasibilityisameasuretobeconsideredwhensolutionsareprioritized(inCOR‐8)(andwhichultimatelydrovethedevelopmentofthedatabasenotedinCOR‐9).

Atthenextpublicmeetingattendeesshouldbeprovidedwithasinglepagehandoutthathastwopiecesofinformation.Thefrontofthehandoutshouldsummarizetheprocessusedtogeneratecandidatesolutions—e.g.,establishmentofgoals,performancemeasures,anddevelopmentofacandidatesolutionsunderthelimitationofavailablefunds.Thebackofthehandoutshouldsummarizeafewexamplesofhow

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publicinputwasincorporateddirectlyintothesolutions.Thisrecommendationisbasedontheresultsofthecorridorassessment.

Attendeesexpressedastronginterestinsomeactionsthatmaybefeasible.

Somecommentssupportedrelativelyexpensiveinfrastructure:ofthe53commentsrecordedonthepinmapofimprovements(seeFigureB4),sevenreferredtoabypassandothers(e.g.,anewroadconnectionconsistingofaramptothebypassatRustburgor“removeamajority(ifnotall)trafficlightsleadingintoandoutofLynchburg”maynotbedoableinfull.Furtherafewothercomments(electronicspeedcamerasoraliquorlicenseforaparticularestablishment)areoutsidethestudyscope.However,manycommentssupportedspecific,tangiblespotimprovementsthatcanatleastinformcandidatesolutionsetsinCOR‐6suchasreroutingtrafficatRangoonStreet,revisitingthespeedlimitinthecorridor,removingsignals(althoughonecommentsuggestedtheneedforanadditionalsignalatPattersonRoad),allowingrightturnonredatCalohanRoad,makingthesouthernconnectionofEnglishTavernRoadandRoute29right‐in/right‐outonly,addingsidewalks,addingbikelanesnearLynbrookRoad,andimprovingoraddingdecelerationlanesatthemediannorthofAmyRoad/MoormanMillRoad.

FigureB4.ExampleofCommentsfromtheSecondPublicMeeting

StepsTakeninCOR‐5Asshowninthestand‐alonememorandum(AECOM,2016),avarietyofcandidateperformancemeasureswereconsidered.Somewereeliminatedfromconsiderationbecausetheydidnotmeetthecoregoalsofthecountycomprehensiveplan(forexample,thePlandoesnotexplicitlyconsidergreenhousegasemissions).Othermeasureswereeliminatedbecauseofimperfectdata—forexample,whilecoefficientofvariationoftravelspeedsdoesdirectlymeasurereliability,itmaybelessunderstandablethanthenumberofstops.TentativelyrecommendedmetricsareshowninTableB2basedonsynthesizingtheAECOMJune1memorandumandtheperformancemeasurespresentedatthepublicmeetingheldJune23.AtthetimeCOR‐

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5wascompleted,theteamnotedthat“Itisstillprobablythecasethatnotallmeasureswillultimatelybeused,butthesegiveaframeworkforpresentingthealternativesfromCOR‐6.”Inretrospect,afterCOR‐5wascompleted,despitethediscussionofhowimprovedreliabilitycouldbemeasuredthroughareductionincrashrisk,theteamultimatelyassessedreliabilitythroughamoretraditionalperformancemeasure(atraveltimereliabilityindex[TTRI]).Thisresultedbecauseoftheneedtouseperformancemeasuresassociatedwithfundingsources,andTTRIisusedbyVirginia’sSmartScale.Thus,laterconsiderations(whichcamefromCOR‐7,COR‐8,andCOR‐9)ultimatelymodifiedthemetricsshowninTableB2.Thatsaid,Virginia’scomputationofTTRIdoesusedasurrogateforcrashrisk,asdiscussedinTableB3underCOR‐6.TableB2.TentativelyRecommendedPerformanceMeasuresb

Goal Objective PerformanceMeasure(s) QuantitativeTools

Promoteasafetransportsystemthroughoutthecounty.

Reducemotorvehiclecrashrisk

Crashespermile Numberofrear‐endcrashes

NCHRPReport420(relateaccesspointstocrashrisk)

Numberofstops SimTraffic/Synchrosoftware

(evaluatenumberofstops)

Promoteaneffectivetransportsystemthroughoutthecounty.

Reducedelay

Numberoftimespeaktraveltimeinthecorridorisbelow10minutes

Numberofdrivewayspermileb Numberofmediancrossoversper

mileb


Improvereliability

TravelTimeIndex PlanningTimeIndex BufferTimeIndex

Thethreeindices(traveltime,planningtime,andbuffertime)maybeinfluencedmorebyrecurringcongestion.

Numberofdrivewayspermileb Numberofmediancrossoversper

mileb

Nonrecurringcongestioncanalsobecapturedbythesafetymeasures(e.g.,drivewayspermilenotedpreviously)

Promoteatransportationsystemcompatiblewithexistingandfuturelanduses

Improvevehicularaccesstopointsinthecorridorc

Stoppeddelayatagivenintersectionforleftorrightturningvehiclesintocertainbusinesses

Delaytoreachthemainlinefromtheminorstreet

Onecouldalsoconsiderdelaytoreachthemainlinefromtheminorstreet

aWhileitdoesnotfitintothegoalsandobjectivesperse,thefeasibilityofimplementingasolutionisitselfaperformancemeasure.Thiscanbeaddressedbydetermining,inCOR‐8,ifenoughinformationregardingthesolutionisavailablesothatitcanbepreparedforcandidatefundingsources.bItmaybethecasethatultimatelythesemeasuresarenotcarriedforwardiftheyduplicatetheothermetricsshown.cAnearlierversionofthistablehadtheobjective“improvenonmotorizedaccesstopointsinthecorridor”withaperformancemeasurebeingalevelofservicemeasureforpedestriansandbicyclists.However,becausenonmotorizedaccessimprovementsmaybepartofanypackageofprojects,suchaperformancemeasuremaynothelpdiscriminateamongprojectalternativesandthusisnotshowninTableB2.AnearlierversionoftheperformancemeasuresshowninTableB2werepresentedatthepublicmeetingheldJune23,2016.Thefirstportionofthemeetingconsistedoftwopresentations(FigureB5)withthelatterpart

34

ofthemeetinggivingattendeesachancetoprovidecomments—bothaloudandonhandwrittenmaps(FigureB6).Themeetingwasnotaswellattendedastheinitialpublicmeeting,however,onefactorsmayhavecontributedtothelower‐than‐expectedturnout:aseverestorm(withhail)hadbeenforecastandinfactthisstormstruckduringthemeeting.Becauseoftheloudnoisefromthehail,itwasnecessarytointerruptthepresentationafewtimesuntilthestormsoftenedsuchthatthespeakerscouldbeheard—whichdemonstratedthevalueofthehandouts.TableB2usesContextSensitiveSolutions(CSS)conceptsbutdoesnotshowaspecificCSSperformancemeasure.Rather,fourattributesofCSSareevidentintheperformancemeasures:(1)supportingallusersofthetransportationsystem;(2)reflectingcommunityvalues;(3)integratingsolutionsthroughoutthedesignofsolutionsinCOR‐6;and(4)jointconsiderationoflanduseandtransportationinvestments.Forexample,theapplicationofprinciples1and4isevidentinthatdiverseusers(freight,pedestrian,andbicycle)areconsideredinthegoalofintegratingtransportationandlanduseinvestments.ThegoalsshowninTableB2originatedfromthecountycomprehensiveplan,therebysupportingthesecondCSSprinciple.

FigureB5.(left)PresentationbyPaulHarvey,CampbellCounty;(middle)PresentationbyChrisLawrence,AECOM;(right)attendeeslisteningtothepresentationsattheSecondPublicMeeting.

FigureB6.AttendeesreviewplansafterthepresentationsattheSecondPublicMeeting

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NotethatseveralcandidateperformancemeasuresnotedinCOR‐3(seeTableB1)wereultimatelynotselectedduetoeitherincompletedata,difficultywithcomputingthemeasure,orconcernsthatthemeasurewouldnotprovideinsightsintoprojectselection: Greenhousegasemissionsaredifficulttoevaluateastrafficcountswereonlytakenatsignalized

intersections,yetmanyoftheproposedchangeswillinvolveunsignalizedintersectionsforwhichwedon’thavetrafficdata.

Asthereislittleinterconnectivityofstreetsatpresent,andbecauseitisnotreasonabletodeterminefuturelandusesindetail,theconnectivityindexwaseliminated.

Nearlyalloftheparcelslackpedestrianfacilities,thustabulationofthenumberofparcelswithpedestrianaccommodationswaseliminated.

ThetraveltimetotheNorfolkSoutherngeneralfreightfacilityisnotknownandappearstoduplicatethereliabilitymetricsthathavebeenchosen.

ImpactsonhighandlowincomeareaswereeliminatedbecausealmosttheentirefrontageofRoute29iseitherzonedbusinessorindustrial;further,measuringtheimpactstotheadjacentresidentialareaswouldbedifficulttoclearlyquantify.

ThesechangesthusledtotheperformancemeasuresshowninTableB2.

COR‐6:ApproveRangeofSolutionSets

OutcomesofCOR‐6

Fourcandidatesolutionsetshavebeenidentified,whereeachsolutionsetidentifiesmultiplesolutions.Incontrasttosomecorridorstudieswhereonemightchooseasinglealternative,thesolutionsetsaredesignedsuchthatoneisnotrequiredtochooseoneparticularset;rather,itisexpectedthatstakeholdersmaychooseelementsfrommultiplesolutionsets.Eachsolutionsethasatheme:(throughput,safety,economicdevelopment,andinnovative[“smart”]approaches).Thefoursolutionsetscontaingeometricchangesrelatingtothespacingofaccesspoints,operationalchangessuchassignalretimingortheinstallationofaflashingyellowarrow,landaccessapproaches,accommodationofpedestrianandbicyclemodesthroughsidewalksandsharedusepaths,andnewtechnologiessuchasatrafficmanagementsystem.FigureB7showshowsomeofthesesolutionsetscompareatoneparticularlocation:Route29andRussellWoodsDrive,oneofseveralintersectionswithinthecorridor.Atthatintersection,solutionsetsoneandtwoshowaccess‐relatedimprovements,suchasclosingthemedian,extendingaleftturnlane,andmakingacommercialdrivewayright‐in/right‐outonly.Atthatsameintersection,solutionset3addsatwo‐wayleftturnlaneandacontinuousrightturnlane,therebyincreasingaccesstobusinesses.Atthatsameintersection,solutionset4addsasharedusebicycle/pedestrianpathforthelengthofthecorridor.Tobeclear,FigureB7onlyshowsthegeometricimprovements;forexample,whilesolutionsets1and2haveidenticalgeometricchangestothatintersection;solutionset2alsoincludesspeedlimitchangesandtheadditionofsignalstoimprovesafetyatotherlocationsinthecorridor,andsolutionset4alsoincludesaTrafficManagementSystem(TMS)fortheentirearea.ThesefoursolutionsetswerepresentedduringthethirdpublicmeetingheldOctober27,2016.

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SolutionSets1and2Installwestboundleftturnlane

Extendeastboundleftturnlane

Installcommercialdriveway(right‐in,right‐out,limitedlefts)

Closemedian

SolutionSet3Installcontinuousrightturnlaneeastoftheintersection

Installtwo‐wayleftturnlanewestoftheintersection

SolutionSet4Addshareduse‐pathforbicyclistsandpedestrians(eastboundandwestbound)

FigureB7.ExamplesofImprovementsfromtheFourCandidateSolutionSetsattheIntersectionofRussellWoodsDriveandRoute29.

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Thefoursolutionsetsaredesignedtobecomplementary,notmutuallyexclusive.Itisconceivablethattherewillnotbejustone“solutionset”whichisadopted.Rather,elementsofeachsolutionsetmaybeadoptedintoaproposed“blended”solutionset.Forexample,onemightchoosemedianclosures(fromsolutionset1),speedlimitchanges(fromsolutionset2),atwo‐wayleftturnlane(fromsolutionset3),andsignaloptimizationalongwithashared‐usepath(fromsolutionset4).

StepsTakeninCOR‐6(Iteration1)AdraftmemorandumdevelopedbyAECOMonAugust30,2016introducedbaselineandforecast(year2040)conditionsforthecorridor,intermsofintersectiondelayandcrashrisk.Thememorandumalsooutlinedfourcandidatesolutionsets,whereeachsolutionsetcontainedmultipleactions,suchasgeometricimprovements(e.g.,reducingthenumberofaccesspoints),operationalchanges(e.g.,changingsignaltimingsor,insomecases,thelocationsofthesignalsthemselves),andadministrativechanges(suchashowthetransportationcorridoroverlaydistrictisimplemented).Forexample,oneelementofthethirdsolutionsetwasacontinuoustwo‐wayleft‐turnlaneforthelengthofthecorridor.Forthatelement,thememorandumshowedthatsomedecreaseinfatalandinjurycrashescouldbeexpectedinyear2040;thememorandumexplainedthatthiscouldbequantifiedas155.60equivalentpropertydamageonly(EPDO)crashes,basedonapplicationofcrashmodificationfactorsfromtheFHWACrashModificationFactor(CMF)clearinghouseforatwo‐wayleft‐turnlane.Asanotherexample,oneelementinthefourthsolutionsetwassignaloptimization,whereareductionofthe62.24EPDOcrasheswasestimated.Inadditiontoimpactsonexpectedcrashes,thememorandumquantifiedtheexpecteddelayimpactsofsomeimprovements.Forexample,oneelementofsolutionset1(addingaflashingyellowarrowtotheintersectionofRoute29andCalohanRoadtoprovideapermittedleftturningphaseratherthanaprotectedonlyleftturningphase)wasexpectedtoreduce2040averageintersectiondelayfrom68secondsto41secondsduringthepeakhour.ThismemorandumwasreviewedataninternalteammeetingheldonSeptember2,2016.

TheimpactsoftheelementsofeachsolutionsetintermsofperformancemeasuressimilartothoseidentifiedinCOR‐5weredetermined.RecallthatCOR‐5identifiedthreegoals,abbreviatedhereaspromoteasafetransportsystem,promoteaneffectivetransportationsystem,andpromoteatransportationsystemcompatiblewithexistingandfuturelanduses.Foreachgoal,atleastoneperformancemeasureisgiven(reductioninequivalentpropertydamageonly(EPDOforfatalandinjurycrashesforthefirstgoal,reductioninvehiclehoursofdelayinthecorridorandimprovementinthetraveltimereliabilityindexforthesecondgoal,andreductioninmovementdelayforleftandrightturnsforthethirdgoal).Theimpactofeachelementfromeachofthefourcandidatesolutionsetsonthesemeasureshasbeendetermined.

Forexample,considerthefirstgoal(promoteasafetransportationsystem).Theperformancemeasureistheequivalentpropertydamageonly(EPDO)offatalandinjurycrashesexpectedtobereduced.(EPDOisawayofweightingcrashreductionsbyseveritylevel:theSmartScaleTechnicalGuide[VDOT,2016]indicatesfourweights:540points[forfatalcrashes],30points[forsevereinjurycrashes],10points[formoderateinjurycrashes],and5points[forminorinjurycrashes].Thussupposeahypotheticalimprovementwasbelievedtoreduceallcrashseveritiesby12%,anditwasappliedtoasitewherethenumberofcrashes(withouttreatment)was0fatal,1severeinjury,2moderateinjury,and5minorinjury.TheEPDOforfatalandinjurycrashesexpectedtobereducedforthishypotheticalimprovementwouldbecalculatedas(0fatalcrashes)(540points)(12%)+(1severeinjurycrash)(30points)(12%)+(2moderateinjurycrashes)(10points)(12%)+(5minorinjurycrashes)(5points)(12%)=9.Inpractice,theEPDOinfatalandinjurycrasheswillvaryforeachimprovementtypeandbylocation.Forexample,consideraT‐intersectionwithRoute29.TheexpectedEPDOreductioninfatalandinjurycrashesthatresultsfromeliminatingallleftturns(exceptfromRoute29)isestimatedtobe0.35foroneintersection(Route29andDennisRiddleDrive)but

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morethantentimesthatamount(4.90)foranotherintersection(Route29andabusinesssouthofBakerRoad),asshowninFigureB8.

FigureB8.ExamplesofEliminatingLeftTurns(ExceptFromRoute29)atT‐intersections.(left:DennisRiddleDrive.right:accessforabusinesssouthofBakerRoad.)

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Table 18 ‐ Performance Measures Applied to the Candidate Solution Sets

Goal ObjectivePerformanceMeasure

Set1‐ArterialCapacityandThroughput Set2‐CorridorSafety Set3‐EconomicDevelopment

Set4‐ SmartandAlternative

TransportationSolutions

PromoteaSafeTransportation

System

Reducemotorvehiclecrashes

EquivalentProperty

DamageOnly(EPDO)offatalandinjury

crashesexpectedtobereduced

•31‐MedianCrossoverClosures•11‐TurnLaneExtensions•13‐NewTurnLanes•9‐RCUTIntersections

•190(FatalInjury)&72(SeriousInjury)‐SpeedLimitReduction•31‐MedianCrossoverClosures•11‐TurnLaneExtensions•13‐NewTurnLanes•9‐RCUTIntersections

•156‐InstallTWLTLinmedianspacealongRoute29

TrafficManagementSystem•252‐RedLightCamera•132‐SpeedEnforcementCameras•62‐SignalOptimization

PromoteanEfficient

TransportationSystem

ReducedelaySimTrafficdelay

‐2040conditions

•0.80min.decrease‐FlashingYellowArrow(FYA)InstallationatCalohanRd.andRoute29intersection

•4.91min.increase(twodirectionscombined)‐SpeedLimitReductionalongRoute29

N/A N/A

ImproveReliability

TravelTimeReliabilityIndex

•1.00‐MedianCrossoverClosures•0.50‐MedianLeft‐InOnlywithRight‐In/Right‐Out•2.75‐LeftTurnLaneExtensions•0.75‐RightTurnLaneExtensions•0.25‐LeftTurnLaneAddition•0.75‐RightTurnLaneAddition•0.25‐RCUTS•0.25‐InstallFYAatCalohanRd.Signal

•1.00‐MedianCrossoverClosures•0.50‐MedianLeft‐InOnlywithRight‐In/Right‐Out•2.75‐LeftTurnLaneExtensions•0.75‐RightTurnLaneExtensions•0.25‐LeftTurnLaneAddition•0.75‐RightTurnLaneAddition•0.25‐RCUTS•3.00‐ProposedSpeedLimitChanges

•0.25‐FutureSignalLocations:MoormanMillRoadPattersonRoadLynbrookRoadHylandDrive•2.75‐InstallTwo‐wayleft‐turnlanewithinthemedianspacealongRoute29

•1.50–TrafficManagementSystemtoincludered‐lightcamera,speedenforcementcameras,andsignaloptimization/adaptive

Promote a Transportation

System Compatible with Existing and Future Land Use

Improve vehicular access to

points in the corridor for passenger travel

Movement Delay for turning lefts and rights at existing and

proposed solution conditions ‐ 2040

conditions

RCUTs (Movement Delay/Veh. (sec.)) with Existing Corridor Speed Limit RCUTs (Movement Delay/Veh. (sec.)) with Speed Limit Changes along the Corridor

Future Signalized Intersections

N/A

Intersection NBL SBL EBR WBR NBU SBU Intersection NBL SBL EBR WBR NBU SBU

MoormanMillRd

10.5(17.0)*

15.2(10.9)

15.3(34.7)

28.2(16.3)

12.8(86.8)

22.8(11.2)

MoormanMillRd

10.5(17.0)

15.2(10.9)

15.3(34.7)

28.2(16.3)

12.6(103.0)

23.0(14.8)

PattersonRd

10.5(17.0)

27.2(15.1)

15.3(34.7)

N/A10.6(50.7)

46.6(10.5)

PattersonRd10.5(17.0)

27.2(15.1)

15.3(34.70)

N/A10.3(51.2)

33.6(14.5)

ProposedSignalizedIntersection

AMOverallIntersectionDelay/Veh.

(sec)

PMOverallIntersectionDelay/Veh.

(sec)

LynbrookRd

9.9(16.5)

27.0(15.3)

14.0(32.8)

88.5(28.7)

52.8(81.8)

324.4(36.8)

LynbrookRd9.9

(16.5)27

(15.3)14.0(32.8)

88.5(28.7)

10.0(76.8)

160.7(33.9)

HylandDrive

9.9(16.5)

27.0(15.3)

14.0(32.8)

88.5(28.7)

56.8(42.6)

469.2(53.7)

HylandDrive 9.9(16.5)

28(15.3)

14.0(32.8)

88.5(28.7)

13.4(33.8)

385.5(33.9)

MedianCrossover(MovementDelay/Veh.(sec.))withExistingCorridorSpeedLimit

MedianCrossover(MovementDelay/Veh.(sec.))withExistingCorridorSpeedLimit

MoormanMillRd

22.2(LOSC)

29.6(LOSC)

MedianLocationsonRoute29Corridor

NBL SBL EBR WBRMedianLocationsonRoute29

CorridorNBL SBL EBR WBR

PattersonRd

14.4(LOSB)

50.1(LOSB)

NorthernEndofCorridor10.8(25.2)

26.1(15.1)

NorthernEndofCorridor10.8(25.2)

26.1(15.1)

LynbrookRd

29.9(LOSC)

22.8(LOSC)

SouthernEndofCorridor9.9

(15.6)14.0(10.3)

SouthernEndofCorridor9.9

(15.6)14.0(10.3)

HylandDr21.1(LOS

C)18.0(LOSB)

VDOT Planning Level Cost Estimates per Solution Set $11,280,000 $10,420,000 $26,550,000 $11,445,000‐MovementDelayExceeds300seconds *XX(XX)‐AM(PM)PeakHour

FigureB9.PerformanceMeasureImpactsoftheFourCandidateSolutionSets,FinalVersion.(InitiallybasedonTable18ofAECOMTechnicalMemodatedOctober17,2016,however,EPDOforRCUTsandMedianCrossoverClosureswereupdatedfrom5to9andfrom34to31,respectively,asshown.OnFebruary27,thenumberofnewturnlanesprojectswasupdatedfrom11to13asshown,andtotalcostswerechangedfrom$11,155,000;$10,295,000;$26,350,000;and$11,445,000forsolutionsets1,2,3,and4,respectively,tothevaluesshowninFigureB9.

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Thebenefitsresultingfromsuchindividualimprovements,suchasmedianclosures,extensionsoradditionsofturnlanes,changesinspeedlimits,andsoforth,maythenbeaggregatedforeachofthefoursolutionsets.FigureB9showsthat,forthefoursolutionsets,theexpectedEPDOreductionforfatalandinjurycrashesareasfollows:61(solutionset1‐arterialcapacityandthroughput);251(solutionset2‐corridorsafety);156(solutionset3—economicdevelopment);and446(solutionset4—smartandalternativetransportationsolutions).FigureB9,whichisanexcerptoftheattachedmemorandumfromAECOM,summarizestheseimpactsforeachcandidatesolutionset.Thesehavebeenprovidedtothepublic(clickhereforthewebsiteorgodirectlytohttp://www.virginiadot.org/projects/lynchburg/route_29__corridor.asp).

Planninglevelcostsforeachofthesolutionsetshavebeenidentified.Forexample,thecostofaddingaleftturnlaneateachintersection($225,000)toeightintersectionsinthecorridor(foratotalof$1.8million)isshowninTable19oftheAECOMmemorandum.Thatmemorandumgivesaroughindicationofhowthecostmagnitudevariesbyelement;forinstance,thecostofaddingacontinuoustwo‐wayleft‐turnlanefromsolutionset3($12million)ismorethansixtimesthecostofaddingtheleftturnlaneatalleightintersections($1.8million)insolutionset1.Bycontrast,theproposedrealignmentofRangoonStreet(FigureB10)suchthatRangoonStreetintersectsTerminalDriveratherthanRoute29wouldcostonly$50,000—slightlylessthanaquarterofthecostofaddinganewturnlanetoanexistingintersection.TheproposedrestrictedcrossingU‐turnintersection(RCUT)—whicheliminatesleftturnsfromtheminorapproachesaswellasthroughmovementsfromtheminorapproaches—hasaconsiderablylargercost($1.25millionperintersection).

FigureB10.AnExampleofaLow‐Cost($50,000)Improvement(realigningRangoonStreettointersectTerminalDriveratherthanRoute29).

Projectshavebeenpartiallypreparedforusewithcandidatefundingsources.ThetwochieffundingsourcesforthesecandidatesolutionsetsarebelievedtobetheHighwaySafetyImprovementProgram(HSIP)andtheVirginiaSmartScale.ForaprojecttoreceivefundingunderSmartScale,theprojectmustbescoredbythesubmitteracrossadozencriteria(forprojectsthatareinareasofunder200,000people,suchasLynchburg).Theimpactsforthreeofthosecriteriahavebeencomputed:EPDOoffatalandinjurycrashesexpectedtobeeliminatedbytheproject,EPDOoffatalandinjurycrashesexpectedtobeeliminatedbytheprojectper100millionvehiclemilestraveled,andthetraveltimereliabilityindex(TTRI).Eachcriterionrequiresamixofdataandjudgmenttocompute.Forexample,considerthethirdcriterion(TTRI)andonesolutionfromcandidatesolutionset1:closureofmediancrossovers.TheTTRIiscomputedasshowninTableB3andfoundtobe1.0.

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TableB3.ExampleofScoringaProject(ClosureofMedianCrossovers)basedonOneSmartScaleCriterion:TTRIaStep Value ExplanationComputebuffertimeindex 0.25 BTIwasestimatedusingINRIXspeeddataanditwasfoundtovary

between0.23and0.25.Thevalueof0.25wasadoptedforthiscorridor.

Determineimpactofincidents

2.0 TheSmartScaleTechnicalGuide (p.77)suggestsanimpactvalueof2forprojects“directlyimprovingincidentfrequency”andmedianclosureisbelievedtofalldirectlyinthiscategory.

Determinefrequencyofincidentsonthenetworkusinghistoricalcrashdata

1.0 TheSmartScaleTechnicalGuide (p.77‐78)suggestsusingEquivalentPropertyDamageOnly(EPDO)valueasasurrogatemeasuretodeterminefrequencyofincidents.TheestimatedEPDOvalueforclosureofmediancrossoverswasbetween25and75,whichcorrespondstoanincidentfrequencyscoreof1.0.

Determineimpactofweatherevents

2.0 TheSmartScaleTechnicalGuide (p.78)suggestsanimpactvalueof2.0forprojectsthat“directlymitigateweathereventsbygeometricimprovements”andmedianclosureisbelievedtofalldirectlyinthiscategory.

Determinefrequencyofweathereventsusinghistoricalweatherdata

1.0 Withlackofhistoricalweatherdataavailable,theteamassumes20‐40hoursofcombinedweathereventsperyear,whichwouldcorrespondtoavalueof1.0(SmartScaleTechnicalGuidep.78).

ComputeTTRI(TravelTimeReliabilityIndex)

1.0 TTRI =BufferTimeIndex*(ImpactofIncidents*Incidentfrequency)+(Impactofweather*Weatherfrequency)=0.25*(2*1+2*1)

aVirginiaDepartmentofTransportation.SmartScaleTechnicalGuide,Richmond,(September9)2016.http://vasmartscale.org/documents/201606/sstechnicalguide_final_9_8_2016.pdf.AccessedOctober12,2016.

StepsTakeninCOR‐6(Iteration2)Duringthereviewofthecandidatesolutionsets,projectteammembersconsideredthreequestionsthatareshownwithinthePlanWorksPolicyQuestionsforCOR‐7(butwhichwerechosenbecausetheyarerelevanttoevaluatingsolutionsetsinCOR‐6):

1. Areanysolutionsetsfatallyflawed?2. Istherangeofsolutionsetsbroadenoughtoaddresscorridorgoals?3. Aretherecertaincombinationsofsolutionsetsthatareessentialtoconsider

AdraftmemorandumprovidedbyAECOMonAugust30servedasabriefingtoolfortheprojectteamonSeptember2,2016.Theteam’sanswerstotheabovequestionsguidedrevisionstothecandidatesolutionsets.

1. Areanysolutionsetsfatallyflawed?

Thesecondcandidatesolutionsetincludedonesolutionwhichwastotightentheordinancegoverningthetransportationcorridoroverlaydistrict.TheTCODcurrentlyrequiresaminimumfrontageforanylotadjacenttoaprimaryhighway(suchasRoute29)of800feet(whichmaybereducedifaccesspointsareshared).Becausetheunderlyingzoningallowsafrontageof75feet,andbecausetheareacontainsnumerousnarrowlots,arecommendedchangewastoexpandtheminimumlotfrontagefrom75feetto200feet.However,acountystaffmembernotedthatinpractice,developerstendednottobuildcommercialinfrastructureonasinglesmalllot;rather,developerstendedtoacquiremultiplelotsandthencombinethem.Becausesuchaproposedchangecouldbeseenasaddingadditionalregulations,andgiventhattheconstituencyinthis

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locationstronglyprefersnon‐regulatoryapproaches,makingtheTCODseemrestrictive(evenifthoserestrictionswouldnotmateriallyaffectactionstakenbypersonsinthecorridor)couldmakethesolutionsetdifficulttoimplement.

Thecandidatesolutionsetsalsoincludedlocationswheretrafficsignalsmightbeaddedandwherespeedlimitsmightbedecreased.Insomecasesitmightbepossibletojustifythesesolutionsonthebasisofsafety,however,itwasnotedthatingeneral,actionssuchasreducingtravelspeedsandaddingsignalswouldreceiveaveryhighlevelofscrutiny.

Therehavebeensomeminorchangesinthecorridorthateliminatedtheneedforafewofthespecificgeometricimprovementscited.Forexample,theabandonmentofaparticularroad(QuartzRoad)bythestateDOT,theadjacentreconstructionofacommercialentrance(tobecomearight‐in/right‐outentrance),andthechangeinthemedianopeningintheproximityofthisreconstruction(tohavealeft‐turnonly),eliminatedtheneedforoneofthefourrecommendedconversionsofmediancrossoverstomedianleft‐inonlymovementsforcandidatesolutionset1.

2. Istherangeofsolutionsetsbroadenoughtoaddresscorridorgoals?

Thesolutionsetswereindeedbroad—addressingsafety,congestion,economicdevelopment,andmultimodalsolutions.Further,theimpactofthesolutionsetsonsafety,throughestimatesofhow2040crasheswouldbeaffected,waspromising.ThusgiventhegoalestablishedinPlanWorksCOR‐5of“promoteasafetransportsystemthroughoutthecounty”itwaspossibletodeterminehoweachelementineachsolutionsetaffectedthatgoal.Forexample,theimpactofextendingaleftturnlaneatthesouthernconnectionofEnglishTavernRoadandRoute29—oneoftensuchextensionsproposedforcandidatesolutionset1—wasexpectedtoreduce7.35EPDOcrashes.

Followingtheexampleofhowthecrashimpactsofsolutionsetelementswerereported,arevisionwassuggested:providesimilarindicatorsofperformancefortheremainingtwoPlanWorksgoals:“promoteaneffectivetransportsystemthroughoutthecounty”and“promoteatransportationsystemcompatiblewithexistingandfuturelanduses.”Forexample,elementsofcandidatesolutionset4includingprovidingshared‐usepathsandbettersignalcoordination.ThelatterelementcanuseperformancemeasurespresentedinCOR‐5(suchasdelayinthecorridororstoppeddelayforcertainbusinesses)andwhileaperformancemeasureassociatedwiththeformerwasnotimmediatelyapparent,itseemedplausiblethatcandidatemeasuremightbenumberofpersonsservedbyalternativemodes.

3. Aretherecertaincombinationsofsolutionsetsthatareessentialtoconsider?

SeveralpubliccommentshadsuggestedthatabypassaroundRoute29shouldbeconsidered.ThisconcepthadarisenthroughsevenpubliccommentsmadeduringthefirstpublicmeetingheldJanuary28andthenthroughanothersevenpubliccommentsmadeduringthesecondpublicmeetingonJune23rd.Additionally,oneprojectteammemberobservednumerousresponsesonsocialmediaforthisproject,askingwhythestudyhadnotconsideredabypass.Althoughthestudyhadbeenfocusedonlowercostalternativesthatcouldbeimplementedwithinthecorridor(ratherthantheadditionalcostandexpenseofnewrightofwayacquisition),thereclearlywereindividualswhofeltthescopeshouldbeexpanded.Accordingly,inreviewingthecandidatesolutionsets,onemodificationwastoclarifythereasonsforhavingtoexcludeabypassfromthecandidatesolutionsets,withsuchreasonsincludingcost,environmentalimpacts,andfeasibilityofconstruction.

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Thesolutionsetshadconsideredthe“SmartScale”fundingsource.(WhiletheacronymreferstoSystemfortheManagementandAllocationofResourcesforTransportation,thisisaprioritizationprocessforrankingtransportationprojectssubmittedbylocalgovernments[suchasCampbellCounty]andMPOs[suchastheCentralVirginiaMPO,whichisstaffedbytheRegional2000PlanningDistrictCommissionwhosestaffhavebeenactiveinthisstudy]).However,thereareotherfundingsourcesbesidesSmartScale,suchastheHighwaySafetyImprovementProgram(HSIP)(usedforat‐graderailcrossings,highwaysafety,andbicycleorpedestriansafety);theStateofGoodRepair(SGP)program(usedforpavementsandbridges);theRevenueSharingProgram(whereVDOTandthelocalitiesmaysharethecostsofprojects);andtheTransportationAlternativesProgram(TAP)(whichcanbeusedforfundingpedestrianandbicycletrails.)NotethatTAPnowencompassesprogramswhichhadpreviouslybeenseparate:SafeRoutestoSchool,TransportationEnhancement,andtheRecreationalTrailProgram.

ReviseSolutionSetsBasedonProjectPartnerInput

AECOMrevisedthesolutionsetsbasedonthesecomments.Keychangesincluded(1)theadditionofasummarytableshowinghoweachsolutionsetaffectedperformancemeasures(FigureB9presentedinthisAppendix),(2)computationofthecostsforthesolutionsandhowtheywouldaffectscoringacrossPlanWorks,(3)additionaldiscussionoftheprosandconsofthevarioussolutionpackages,and(4)anexplanationofwhythebypasswasnotpartofthecandidatesolutionsets.Asanexampleofthefirsttwochanges,thediscussionpointsoutthatthecostsofreducingcrasheswithatwo‐wayleft‐turnlane(estimatedcostof$12million)ismorethandoublethecostofprovidingturnlaneextensionsplusnewturnlanes(roughly$5million).Asanexampleofthethirdtypeofchange,thediscussionnotesthatmodificationofthecorridoroverlaydistrictcouldrequireextraeffortonbehalfoflandownerstocoordinateaccesspoints.Finally,thediscussionexplainsthatthebypasshasnotbeenconsideredforthepasttwodecadesbuthasatotalcostofroughly$100million,whereasthetotalfundingavailablefortheentireregion(CampbellCountywhichisthefocusofthestudyplustheadjacentjurisdictionsofLynchburg,Amherst,andBedford)is$137million.

NoticethatbecauseitisarequiredperformancemeasureforSmartScale,TTRI,ratherthancrashriskreduction,wasusedtoassessreliability.

COR‐7:AdoptPreferredSolutionSetOutcomeofCOR‐7Table3inthebodyofthereport(andasdetailedinTableB4inthisAppendix)summarizestheblendedsolutionsetforthecorridorimprovements.Atotalof$19.43millioninimprovementshavebeenidentified,andpendingtheresultofapresentationbytheCampbellCountyDirectorofEconomicDevelopmenttotheCountyBoardofSupervisors,theelementsoftheblendedsolutionsetwillbepursuedthroughthreedistinctfundingsources:Virginia’sSmartScale,thedevelopmentoftheMPOConstrainedLongRangePlan,andtheHighwaySafetyImprovementProgram.Approximatelyaquarterofthesefunds(26%)wouldbeusedtoimprovelocalvehicularaccesswithinthecorridor—thatis,waysfordriverstoenterandexitlocalbusinesses,suchasthroughtheadditionofturnlanes.Almosthalfthemonies—about46%‐‐wouldsupportlocalpedestrianandbicycleaccessalongthecorridor.About28%oftheinvestmentswouldsupportthroughmobility(e.g.,closingmedianopenings).Notethatnearlyalloftheimprovementsaddresssafety,especiallytheaccessmodificationswhichreducethenumberofconflictpoints.AsdiscussedCOR‐9andasinitiatedinCOR‐6,partoftheplanningefforthasbeentopreparetheseprojectsforsubmissiontothesefundingsources.

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TableB4.ResultsofCOR‐7:PreferredSolutionSet(Knownasthe“Blended”SolutionSetwhenPresented)

SolutionElement Numberofsites Cost ImpactAreaClosureofMedianCrossoversLowCost 2 $20,000 MobilityaClosure/ModificationofMedianCrossoversHighCost 10 $250,000 MobilityaLengthenLeftTurnLaneStorage&Taper 13 $1,300,000 LocalaccessbInstallLeftTurnLane 8 $1,800,000 LocalaccessbLengthenRightTurnLaneStorage&Taper 5 $500,000 LocalaccessbInstallRightTurnLane 6 $1,350,000 LocalaccessbVariousSignalImprovements(CalohanRoad) 1 $10,000 LocalaccessbAccessModification‐AntseyRoad 1 $25,000 MobilityaAccessModification‐RealignmentofLynbrookRoad 1 $775,000 MobilityaAccessModification‐RealignmentofLawyersRoad 1 $650,000 MobilityaAccessModification‐RealignmentofRangoonStreet 1 $50,000 MobilityaInstallRCUTMedianAccessPoints 3 $3,750,000 MobilityaSidewalks‐CalohantoRt.460 1 $2,750,000 LocalaccessbSharedUsePath‐CalohantoRt.460 1 $6,200,000 LocalaccessbSpeedLimitReduction 2 MinorCosts LocalaccessbTotalcost $19,430,000StepsTakeninCOR‐7

COR‐7waslargelycompletedinitsinitialformatthethirdpublicmeetingheldOctober27butwasalsorevisedaspartofCOR‐8andCOR‐9.Basedontheresultsofthestakeholderassessment,attendeeswereprovidedwithhandoutsregardingtheoverallprocess,wheretheemphasisofthispublicmeetingwasgearedtowardidentifyingimplementablesolutions.Twomajordeliverableswereconsidered—first,thefourcandidatesolutionsetsintheareasofsafety,capacity,economicdevelopment,and“SMART”strategies(smartandalternativetransportationsolutions),andsecond,publicreactiontotheblendedsolutionsetwassought.Commentscamefromtwosources—aroundtablediscussionandcommentsplacedonthemaps.CommentsBasedonRoundtableDiscussionsAttendeeswerepresentedwiththefoursolutionsetsasdiscussedintheearlierreporttoFHWAregardingTasks6and7.Foreachofthesesolutionsetsattendeeswereaskedthreequestions.(ThesequestionswerechosenbasedonthepolicyquestionsshowninCOR‐7,COR‐8,andCOR‐9).Withonememberfromeachteamateachtable,itwaspossibletodirectlyanswerquestionsposedbystakeholders.

Isitclearwhatthesolutionsmean?Ifnot,whatquestionsdoyouhave? Isitclearhowdifferentsolutionsrelatetotheoutcomesofthrough‐travel,safety,economic

developmentand“SMART”transportation? Arethereanysurprisesorinsightsaboutthesolutions?

Attendeeswerethenpresentedwithablendedsolutionset(seeFigureB11),wheretheblendedsolutionsetwasahybridofcandidatesolutions.

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FigureB11.Route29BlendedSolutionMatrix

Attendees’answerstothefollowingquestionswererecorded:

Doyouthinksomepeoplemightobjecttoaparticularsolution?Whatobjectionsdoyouthinktheymighthave?

Whatcouldbedonetoimproveorenhancethesolutionpackage? Arethereanysolutionsthatyoupersonallywouldbewillingtoactivelysupportandhelpimplement?

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Theintentionwasthateachquestionwouldbeansweredseparately,however,generallythecommentsreceivedcouldbecategorizedaseithersupportingachange,beingconcernedaboutachange,orraisingasuggestion(oradditionalcomment).Forexample,considertheeightcommentsthatwerereceivedconcerningchangingthespeedlimits.Ofthoseeightcomments,threeclearlysupportedloweringspeedlimits,fourwereconcernedwithloweringspeedlimits,andonecontainedasuggestionabouthowspeedsshouldbemanaged.(TableB5alsoshowsthatthereissomeuncertaintywhencategorizingthesecomments;forexample,comment5mightbecategorizedasbothconcernaboutspeedlimitsaswellasprovidingasuggestion.Similarly,comment7couldbecategorizedasaconcern[giventheliteraluseoftheword“concern”]orasuggestion[minimizespeedlimitchanges,astheprofessionalfacilitatorwhowasatthattableexplainedthatthecommentwassupportforloweringthespeedlimitonastretchofroadtomatchthe“bookends”oflowerspeedlimitsateitherendofthatstretchofroad..)TableB5alsoshowsthattherecanbeareasofdisagreement,asshownbetweencomments2and4regardingthe35mphspeedlimit.TableB5.ExampleofCommentsReceivedattheThirdPublicMeetingPertainingtoSpeedLimits(BasedontheDiscussionattheTables)

No. Comment HowCategorized

1 Yestoa45mphspeedlimitnorthofCalohan Support2 OKwith45mphstep‐downto35mphbetweenEnglishTavernandendofsubsection3(north

end)Support

3 ForEnglishTavernsouth,thereiscompositionoflanduses‐ slowerspeedlimitsmakesensethere.

Support

4 35mphspeedlimitistotallyunacceptable. Concern5 45mphfromEnglishTavernRoadtoendofsubsection6(atsouthend),istoolow.Moveto55

mphafterEnglishTavernRoad,butmaintainexistingshort45mphzoneleadinguptoCalohanRoadintersection.

Concern

6 Don'twanttoreducespeedlimits. Concern7 Thereareconcernsaboutraisingandloweringspeedlimitsonthecorridorandcreatingspeed

traps.Itisbettertohaveamoreconsistentspeedlimitthroughoutthecorridor.Concern

8 Ifanyspeedlimitsarereduced,stateshouldbecommittedtohiringatleastone newtroopertopatrolitregularly.

Suggestion

TableB6summarizesthe47commentsreceivedbasedonthediscussionsatthetablesasrecordedbyteammembers.Thefirstcolumnshowsthegeneralarea,suchasbuildingabypass,modifyingcrossoversorturnlanes,oraddingsidewalks.Thenexttwocolumnsshowexamplesofcommentsthat,intheteam’sopinion,exemplifiedeithersupportforimprovementsorconcernabouttheimprovements.Therightcolumnshowsexamplesofcommentsthatrelatedtoasuggestionorwhichposedaquestion.Thetotalnumberofcommentsineachcategoryisshowninparentheses.Forexample,forcrossoversandturnlanes,onecommentisshowninTableB6.Theotherthreecommentsthatwerecategorizedassupportinginthisregard(butwhicharenotgiveninTableB6)were“TheremaybetoomanycrossoversnorthofLawyersRoad,”“Noobjectiontoproposedmediancrossoverclosure,”and“Supportforclosureofsomemedians,providingrightturnonly.”

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TableB6.SummaryofPublicCommentsfromtheThirdPublicMeeting(BasedonDiscussionsattheTables)

Area(totalcomments)

Exampleofasupportingcomment(totalcomments)

Exampleofaconcerncomment(totalcomments)

Exampleofacommentrelatedtoasuggestionoraquestion

Bypass(3) BypassfortheprojectareaandCharlottesvillewouldbringeconomicopportunityformNorthCarolina.(1)

Whileabypassincreasesflow,itmayadverselyaffectbusiness.(1)

Needtoaddresscostlylong‐rangeprojectsinaproductiveway,thatcapturespreferencebutallowsconversationforothersmaller‐scalepreferences.(1)

Crossoversandturnlanes(14)

Closureofcrossovers,andgoingsouthtogonorthon29,makessense.Itistooriskytocutacrosstwolanesoftraffictodirectlyaccessthecurrentcrossover,andmakealeftonto29north(4).

Closing medians will reduce access to businesses (2)

Consideru‐turns,whichareeasierthantryingtocrosstraffic.

ClosethesoutherncrossoverfromEnglishTavernRoad.(8)

Extralaneorcongestionreduction(5)

SupportseffortstoreducecongestionatLawyersRoadfromwestsideofroad.(1)

None Addathirdlaneinthemostcongestedarea(Route460toEnglishTavern).(4)

RestrictedCrossingU‐Turns(RCUTs)(4)

None TheRCUTistoodangerouswiththespeed.DoRCUTscausepeopletospeeduporslowdown?(1)

ConsiderSuperstreetsatRCUTS Theconceptofthematrixwastoo

general,andthenrealizedthatthemapsprovidegreaterdetail.(3)

Sidewalks(3) Sidewalksmakesensethroughsubsections1and2,uptoLawyersRoad.Pedestrianareaswithinareaofairportmakesense.(1)

Donotsupporthighpricetagforsidewalksandmulti‐usepathsoutsideofsubsections1and2.(1)

Considerdeletingthesidewalkand/orthemulti‐usepath.Wouldbeunder‐utilizedunlessLibertyUniversityexpandssouth.BikeriderswillgototheParkway,etc.forasaferride(veryfew18‐wheeltrucks)andabetterview.(1)

SpeedLimits(8)

ForEnglishTavernsouth,thereiscompositionoflanduses‐slowerspeedlimitsmakesensethere.(3)

35mphspeedlimitistotallyunacceptable.(4)

Ifanyspeedlimitsarereduced,stateshouldbecommittedtohiringatleastonenewtroopertopatrolitregularly.(1)

Trafficsignals(4)

WouldliketoseeTrafficManagementSystemimplemented(fortrucksandout‐of‐areathroughtraffic.(1)

Morestoplightsandloweringspeedlimitwillnothelptrafficflow.(1)

Improvetimingoflights,sothattrafficdoesnothitmultipleredlights.(2)

Other(6) Mostinterestsinimprovingarterialcapacityandthroughput(speedandmobility).(1)

Thepresentationshouldhavespentabitmoretimeonexplainingthetradeoffsassociatedwithdifferentsolutions.(1)

Therearedifferentinterestsassociatedwithdifferentusers:Thosewholivewithintheprojectarea,andthoseusingasathroughroad.(4)

CommentsBasedonMapsoftheBlendedSolutionSet

Notethatthereweretwopotentiallyoverlappingsourcesofcommentsfromthethirdpublicmeeting.TheaforementionedcommentsreportedinTablesB5andB6werebasedonaspreadsheetof47comments

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recordedonworksheetsbyoneteammemberwhosatateachtable(orcommentsmayhavebeenturnedinbyparticipants.)Thesecommentsarenotnecessarilytiedtoaspecificgeographiclocation.Another56commentswerewrittenbyattendeesonthemapoftheblendedsolutionset,andthesecommentsaretiedtoaspecificgeographiclocationandareavailableonthepublicwebsite(e.g.,http://www.virginiadot.org/projects/lynchburg/route_29__corridor.asp).Thereispotentialoverlapbetweenthesecommentsasitispossibleforanindividualtohavebothsaidacommentaloud(suchthatitwasrecordedinTableB6)andthenwrittenarelatedcommentonthemapoftheblendedsolutions(suchthatitisshownonthesectionofwebsitetitled“Route29AssessmentPublicMeeting3Comments.”

The56map‐basedcommentsshowsomedifferentareasofemphasisthanthoseshowninTableB6;forexample,therearethreecommentsthatindicateaparticularlocationisa“priority”andothercommentsareverylocation‐specific(e.g.,anoise‐relatedcommentisthat“Truckshavetobreakhardinthisarea.Loudandwindowsshake.”)Thatsaid,themap‐basedcommentsgenerallyshowareasofsupport,suggestions,andconcernforvarioustypesofimprovements,asisthecaseinTableB5.Forexample:

JustastherewereeightcommentsregardingspeedlimitsinTableB5(withsomeinfavorofmakingchangesandsomeopposed),therewerealsocommentsregardingspeedlimitsshownonthemapoftheblendedsolutionset.Atotalofsevensuchcommentswerereceived,withfourindicatingnottoreducespeedlimits(e.g.,“Donotcutspeedlimitsinthiscorridor”)andthreesupportingachangeinspeedlimits(e.g.,“CansupportlowerspeedlimitfromFNBDrnorthwardifwarranted.”)

ThereweretwocommentsshownonthemapthatrelatedtoRCUTs,withoneinsupport(“R‐cutsareagoodidea”)andonethatcouldbecategorizedassupportorconcern(“Don'tthinkR‐cutdesignwillworkatLynbrook.”)Thesevenaccess‐relatedcommentsalsoshowedareasofsupportformedianclosures(e.g.,“Isupportmedianclosuresalongthecorridor”andconcern(e.g.,“Businessowneratadjacentparcelhasanissuewithclosingthiscrossover.”)

Themap‐basedcommentsdoshowsomeareasofdisagreement,however:ofthesixcommentsthatarecategorizedasbicycle/pedestrian,twoareasuggestion“SidewalkshouldbeonnorthboundsidesouthofLawyersRdb/cmostattractionsonNBside”andfourareopposed(e.g.,“Can'tsupportsidewalks/sharedusepathinthisarea.Notenoughbenefitandhighcost.”)

ChangesintheBlendedSolutionSetBasedonComments

Thepubliccommentsalsoledtotwodemonstrablechangesintheblendedsolutionset:

Inresponsetotheseconcernsaboutthespeedlimit,theblendedsolutionsetwastoreducethespeedlimitto55MPHinthesouthernportionofthecorridor(southofCalohanRoad)andto45MPHinthenorthernportionofthecorridor(northofCalohanRoad).(Priortoimplementation,VDOTwillhavetoconductasafetyanalysisandaspeedstudy.)

Basedonthecomments,aswellasconsiderationofthecrashhistory,thesouthernEnglishTavernRoadintersectionshouldprovideonlyprovideright‐in/right‐outaccess.ThisimprovementmustbeinstalledincombinationwiththeLynbrookRoadextension(toEnglishTavernRoad)inordertoreplacethemovementsthatbecomerestricted.

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COR‐8:ApproveEvaluationCriteria,MethodsandMeasuresforPrioritizationofProjects

OutcomesofCOR‐8

TherearetwosetsofoutcomesassociatedwithCOR‐8:themethodsforprioritizationandtheresultsofpublicopinion.

Regardingthefirstoutcome,allsourceswillbepursuedsimultaneously:HSIP,SmartScale,andtheMPO’sprioritizationprocess.

Regardingthesecondoutcome—anunderstandingofthepublic’sviewpointregardingtheseimprovements—thecommentsreceivedinthefinalpublicmeetingshow(seeCOR‐7)areasofbothsupportandconcernforthediversetypesofimprovementsproposed,withaboutaquarterofthecommentsshowingsupportforeachtypeofimprovement,aboutaquarterofthecommentsshowingaconcernabouttheimprovement,andabouthalfthecommentscontainingasuggestion,afollow‐upquestion,orsomeothertypeofstatement.Forexample,ofthe14commentsthatpertainedtoaccessmanagementimprovements(e.g.,closureofmediancrossoversortheadditionofturnlanes),fourgenerallysupportedtheconcept(e.g.,“TheremaybetoomanycrossoversnorthofLawyersRoad”),tworaisedaconcern(e.g.,“Closingmedianswillreduceaccesstobusinesses”),andeightwerecategorizedasOtherbecausetheycontainedasuggestionorquestionsuchas“FavorsnoleftturnsatLynbrookandMoormanMill;however,othersmayobjecttothisidea”[thiswasasinglequotefromoneperson]and“ClosethesoutherncrossoverfromEnglishTavernRoad.”(Theselasttwocommentscategorizedas“Other”showalsothatthereisnotalwaysafirmdelineationbetweensupportandasuggestion,asonecouldarguethattheyaregenerallysupportiveofaccessmanagement.)Thecommentstosomedegreereflectthediversenatureofthecorridorinthatitsupportsbothamobilityandalocalaccessfunction.Aspointedoutbyonerespondentatthisthirdpublicmeeting,“Therearedifferentinterestsassociatedwithdifferentusers:Thosewholivewithintheprojectarea,andthoseusingasathroughroad.”Thismatchesastatementmadebythecountyplannerattheoutsetofthestudy:noteveryonewillgeteverythingtheywantfromthisprocess,butwewantallvoicestobeheard.

StepsTakeninCOR‐8

AmeetingoftheprojectteamwasheldinLynchburgNovember14,2016wherefourquestions,eachfromCOR‐8andCOR‐9,appearedparticularlyrelevantfordetermininghowtoevaluateprojects(COR‐8)andthenhowtoprioritizecorridorimprovements(COR‐9).Generally,aswasnotedinearliermodules,itwasappropriatetoperformcertainmodulesintandem;theresultsarepresentedseparatelyhereinordertobeconsistentwiththeflowofPlanWorksmodules.Inthisparticularcase,theanswerstothequestionsfromCOR‐8andCOR‐9weredevelopedsimultaneously,andinfactoneofthequestionsfromCOR‐9(pertainingtomatchinggoalsandprioritization)waspursuedaspartofCOR‐8.Notealsothatquestionswhereshortenedinafewcasestofacilitateanin‐persondiscussion. Whatfactorsinfluenceprioritization?

Therearetwowaystoanswerthisquestion.Intermsofhowcapitalimprovementsareprioritizedwithintheformalplanningprocess,thisprocessfollowsthedevelopmentoftheMPO’sConstrainedLongRangePlan(CLRP)wherethreefactors—accessibility(20%),safety(25%),andeconomicdevelopment(25%)—playadominantroleinprioritizingprojectswithintheCLRP.However,amoreappropriateansweristhatthereareatleastthreedifferentfundingsourcesforcorridorprojects:Virginia’sSmartScale,the

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developmentofprojectsbasedontheaforementionedMPO’sCLRP,andtheHighwaySafetyImprovementProgram(HSIP).ForHSIP,projectsareprioritizedbasedonbenefitcost,wheretheexpectedcrashesreducedaredividedbythecostoftheimprovement.

Howdoesthisprioritizationprocessreflectstakeholders’input?

Therearetwodistinctmechanisms.First,thecorridorprocessusedforPlanWorks(e.g.,thethreepublicmeetingsheldinJanuary,June,andOctober[2016]plustheearliermeetingwithselectBOSmembers[December2015]aswellasanycommentssubmittedthroughotherchannels)willgenerateprojectsofinterest.Forexample,theinterestinmultimodaltravelisevidentinthefactthatoftheslightlylessthanathirdofthe$19.43millionintotalimprovements(seeTable1)isattributedtothesharedbicycle/pedestrianusepath.Second,theMPOCLRPprocessitselfistheproductofpublicinvolvement.

Isthereaclearconnectionbetweentheprioritizationprocessandthecorridorgoals?

RecallthattheCampbellCountyComprehensivePlanidentifiedthreecorridorgoals:(1)promoteasafetransportsystemthroughoutthecounty;(2)promoteaneffectivetransportsystemthroughoutthecounty;and(3)promoteatransportationsystemcompatiblewithexistingandfuturelanduses.Wecanviewgoal(2)asrelatingtothestatewidemobilitypurposeofthecorridor,andgoal(3)asrelatingtothelocalaccessfunctionofthecorridor:goal(1)—safety—influencesbothmobilityandaccess.Table1showsthatsomeimprovements(8rows)reflectimprovedlocalaccess,andotherimprovements(7rows)reflectimprovedthroughmobility.Overall,atotalof$4.96millionisfocusedonsuchlocalaccessimprovements(forvehicles),$5.52millionisfocusedonthroughmobilityimprovements(forvehicles),andapproximately$8.95millionisfocusedonlocalaccessimprovementsforbicyclistsandpedestrians.

Aremorespecificevaluationcriterianeededtoprioritizeinvestments?

Generallytheanswerisno—giventhethreepublicmeetings,thedecisionprocessusedtoprioritizetheseprojectsrestswiththeCountyBoardofSupervisors.Thatsaid,thereisoneadditionalelementthatcouldbecomenecessaryonacase‐by‐casebasis:whennewbusinessesarebeingdeveloped,theymayrequireinformationregardingsiteplanreview.Thus,ifthereisaparticularproject(sayanintersectionimprovementandasiteplanadjacenttothatintersection),thenpossiblyadditionalconstructiondetails(suchastheexactlengthoftheturnlaneandhowthatwillinfluenceaccesstothebusiness)couldbeneeded.Thatsaid,thismorespecificevaluationcriteriawouldbecomepartofthelanddevelopmentreviewprocessastheneedarises.

COR‐9:Adoptprioritiesforimplementation

OutcomeofCOR‐9

TheCampbellCountyDirectorofCommunityDevelopmentwillbriefthecountyBOSregardingtheblendedsolutionset.ThereactionoftheBOSwillbeusedtoconfirmormodifytheblendedsolutionsetelements,andhelpdeterminetheoverallstrategyforpursuingfundingsources.AppendixCshowsthelocationsoftheseprojects(thedrawinghasbeenupdatedtoaddresschangesmadesinceOctober2016,whenaninitialversionofCOR‐7wasdeveloped).Adatabasethatcontainssome,butnotall,oftheinformationneededtosubmitprojectsforfundinghasbeenpreparedbyAECOMasofFebruary8,2017.ThatdatabaseshowshowprojectscanbepreparedforfundingthroughMPOprioritizationprocess,SmartScale,andtheHighwaySafety

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ImprovementProgram.Whilethedatabasewillnotprovideallnecessarydataforthesethreeprocesses,itshouldprovideausefulstartingpoint.Thedatabasehasfourworksheets:(1)atableofeachimprovementandthesupportinginputdatainformation,(2)thecrashrecordsarrangedbycorridorintersection,(3)therelevantdataitemsforinputintotheMPOprocess,and(4)therelevantdataitemsforinputintoSmartScale(whichcanalsoprovidetheinputintoHSIP).Forexample,consideroneofthemedianclosures(fromAnsteyRoadtoRoute29andconversionofAnsteyRoadtoacul‐de‐sac.Thedatabaseshowsthefollowing:(1)thecostis$25,000persite;(2)theEPDOforfatalandinjurycrashes(whichisS.1underSmartScale)is80.63;(3)theEPDOrate(S.2underSmartScale)is94.97;(3)thetraveltimereliabilityindex(ED.3underSmartScale)is1.5;(4)additionaldataelementsareneededtopreparetheprojectsforSmartScale:A1‐A3,E1‐E3,ED1‐ED2,andL1,and(5)thecrashhistoryisavailableatthislocation. StepstakentoarriveattheoutcomesofCOR‐9

InNovember2016,theteamconsideredfourquestionsassociatedwithCOR‐9: Whatisthepriorityorderforimprovementstothecorridor?

TheMPOplanningmatrixwillprovideastartingpoint.However,someprojectswillriseinpriorityprimarilybecausetheassociatedfundingsourceiseasiertoobtain!Forexample,becauseHSIPhasafastertimelinethantheCLRPprocess,aprojectthatcanbefundedthroughHSIPwillbesteeredinthatdirection.Tobeclear,anyprojectsfromthelistinTable1thatareviewednegativelybytheBOSwillberemoved,buteasier‐to‐fund‐or‐buildprojectswillbepursuedfirstandtheremainingprojectswillbechosenbasedontheMPOPolicyBoard’svoting.

Whatarethenextstepsforeachidentifiedimprovement?Allprojectswillbepursuedsimultaneously,recognizingthatsomeprojectshavelongertimelines.

Howwillyouletstakeholdersknowtheresults?TheresultsofthepublicinvolvementprocesshavebeenpostedontheprojectwebsitetitledRoute29CorridorAssessment,CampbellCounty,whichisaccessibleatthisURL:http://www.virginiadot.org/projects/lynchburg/route_29__corridor.asp.Inaddition,thisinformationwillbesharedbytheBoardofSupervisorsandtheCampbellCountyPlanningCommissionasappropriate,throughstepssuchasputtingprojectsintotheprioritizationmatrixandthroughthestatewideSmartScaleprocess.

HowwilltheCampbellCountyComprehensivePlanbeupdatedbasedonthisstudy?

In2019therewillbeanupdatetothetransportationchapterbasedontheseimprovements.Atthispoint,itbelievedthattheoverlaydistrictwillnotchangebutwillberetained.Inaddition,theresultsoftwoactionswillbeincludedinthatchapter,anditisexpectedthatbothactionswilloccurbyJune2017.First,theCampbellCountyDirectorofCommunityDevelopmentwillbriefthecountyBOSregardingtheblendedsolutionset.Second,thereactionoftheBOSwillbeusedtoconfirmormodifytheblendedsolutionsetelements,andhelpdeterminetheoverallstrategyforpursuingfundingsources.

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AppendixC.LocationofProjectsinTable1

Table1listsseveralsiteswhereimprovementsarebeingmade,suchastheadditionofleftturnlanes.FiguresC1‐C6showsthelocationoftheseimprovementsthroughoutthe6.6milecorridor.

FiguresC1andC2showthekeyforunderstandingthetypesofimprovementsmadeandthedivisionofthecorridorineightsections.FiguresC3,C4,C5,andC6showtheimprovementsineachoftheeightsections.

FigureC1.KeytoImprovementsShown(ThisdrawingwasrevisedinFebruary2017andtherevisedversionisshownhere)

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FigureC2.OverviewofEightCorridorSections.(Section1isthenorthernmostsection;Section8isthesouthernmostsection.)

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FigureC3.ImprovementsinSections1and3

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FigureC4.ImprovementsinSections2and4

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FigureC5.ImprovementsinSections5and7.

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FigureC6.ImprovementsinSections6and8.

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