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Memphis Urban Area Metropolitan Planning Organization (MPO) Engineering and Technical Committee

Thursday, August 6, 2015 1:30 PM UT Health Science Center – Student Alumni Building

800 Madison Avenue ‐ Memphis, Tennessee

Note: Please fill out a comment card and turn into a MPO staff member to be given the opportunity to speak on any of the agenda items. Comment cards must be submitted before the agenda item is brought to the floor. You will be given up to two minutes to provide your comments.

1) Call to Order

2) Approval of June 25, 2015 Minutes ACTION

3) Memphis MPO Administrator’s Report a. Livability 2040 Regional Transportation Plan (RTP) Update b. Bus Stop Accessibility Design Guidelines RFQ c. Transportation Alternatives Program (TAP) Application Summary d. MS TIP Project Status Update Meeting – August 18th at 10:00am e. FY 2017‐2020 Transportation Improvement Program (TIP) Preparation

4) Roadway Functional Classification Update ACTION

The Tennessee Department of Transportation (TDOT) and Federal Highway Administration (FHWA) have requested that the MPO submit appropriate functional class change requests for roadways that were affected by the updated 2010 census urbanized areas, and/or were added to the MPO planning area as a result of the MPO boundary expansion. The changes that were approved at the November 2012 TPB meeting are also being resubmitted per the request of TDOT.

5) Adoption of Congestion Management Process (CMP) ACTION

6) FY 2014‐17 Transportation Improvement Program (TIP) Project Status Update PRESENTATION

7) FY 2014‐17 Transportation Improvement Program (TIP) Amendment ACTION

TDOT Road Amendment Note: The following one TIP Amendment was associated with an Air Quality Short Conformity Determination: Amendment 9 that was submitted to the Interagency Consultation (IAC) Group for a 30‐day review ending on July 31, 2015.

a. TIP Amendment TN‐IM‐2011‐01 I‐55 Interchange at Crump Blvd The Tennessee Department of Transportation (TDOT) is requesting to amend the TIP by adding an additional $31,500,000 in National Highway Performance Program (NHPP) federal funds and $3,500,000 in State funds. Increasing the total construction cost to $67,500,000 for FY 2016.

8) Other Business a. Next Scheduled ETC Meeting: November 5, 2015 1:30pm, Location: UT Health Science Center

9) Adjourn


Thursday, June 25th, 2015 9:00 AM UT Health Science Center – Student Alumni Building


SUMMARY OF MINUTES

Ms. Pragati Srivastava called the meeting to order at 9:03 AM. In addition to Ms. Srivastava the following voting members were present at the meeting:

Mike Merry MDOT Carlos McCloud TDOT Frank McPhail Collierville Tim Gwaltney Germantown Rick McClanahan Bartlett Bob Evans Shelby County

Darren Sanders Shelby County Sam Russell, Sr. Olive Branch Bennie Hopkins Desoto County Darek Baskin Millington John Lancaster MATA Esther Sykes‐Wood Fayette County

John Cameron Memphis Stephen Edwards Memphis Christopher Pate Oakland James Hay MSCAA

Steve Hill Arlington The following Interested Individuals were present:

James Collins Kimley‐Horn Collins Simpson Waggoner Brian Copeland MDOT Bob Rogers SCHD Jason Allen Powers Hill Patrick Neal Pickering Erik Cempel Cambridge Austin Cardosi Desoto County Russ Brasfield BWSC

The following Ex‐officio members were present:

Eddie Brawley W. Memphis MPO The following MPO Staff members were present:

Sajid Hossain Andrew Ray Mitchell Lloyd Peter Jenkins Kate Horton Nicholas Oyler Linda Kay Lawrence Kwaisi Agykwa

A quorum was present.

ETC Agenda Item # 2


Thursday, June 25th, 2015 9:00 AM UT Health Science Center – Student Alumni Building


1) Call to Order @ 9:03 AM

2) Approval of April 9, 2015 Minutes

Mr. James Hay moved to approve the minutes as presented; Mr. Tim Gwaltney seconded the motion and the motion carried without dissent.

3) Memphis MPO Administrator’s Report

Ms. Pragati Srivastava gave an overview of the following items: a. Federal Certification Update b. Congestion Management Process Update c. Coordinated Human Services Transit Plan (CHSTP) Update: Public Meeting July 7, 2015 d. Transportation Alternatives Program (TAP) Applications: Deadline July 17, 2015 e. Multimodal Access Grant Award

4) Approval of FY 2016‐17 Unified Planning Work Program

Ms. Pragati Srivastava gave an overview of this item. Mr. Darren Sanders moved to approve the FY 2016‐17 Unified Planning Work Program; Mr. Rick McClanahan seconded the motion and the motion carried without dissent. NO COMMENTS/DISCUSSION

5) Livability 2040 Regional Transportation Plan (RTP) Update

Presentation by Mr. Erik Cempel, Cambridge Systematics COMMENTS: Mr. Rick McClanahan asked how the Asset Management on Summer Avenue was being implemented. Mr. Erik Cempel responded that he follow up him Mr. McClanahan after the meeting regarding the specific details.

6) FY 2014‐17 Transportation Improvement Program (TIP) Amendments

Ms. Pragati Srivastava gave an overview of this item.

ETC Agenda Item # 2

Mr. Steve Hill moved to approve the FY 2014‐17 TIP amendments as presented; Mr. Carlos McCloud seconded the motion and the motion carried without dissent. NO COMMENTS/DISCUSSION

TN Local Road Amendments

a. TIP Amendment STP‐M‐2011‐01 Airline Road Improvement Phase I Hall Creek Bridge The Town of Arlington is requesting to amend the TIP by adding $ 231,104 in STP‐M federal funds and $129,996 in local funds to FY 2015 for Construction. The original obligation was based on the funds available in the FY 2011‐14 TIP and the additional funds need to be added back to the FY 2014‐17 TIP so the construction phase can be fully obligated.

b. TIP Amendment ENH‐2009‐01 Germantown Median Germantown Road The City of Germantown is requesting to amend the TIP by removing this project from the TIP.

NO COMMENTS/DISCUSSION

7) Other Business a. Next Scheduled ETC Meeting: August 6, 2015 1:30pm, Location: UT Health Science Center

8) Adjourn @ 9:25 AM Mr. James Hay moved to adjourn; Mr. Darek Baskin seconded the motion and the motion carried without dissent.

NOTE: The meeting minutes are a summary of the meeting. If you would like to review the tape recording of the entire meeting you may do so by scheduling an appointment with Kate Horton, Transportation Planner at (901) 576‐7218.

ETC Agenda Item # 2

FUNCTIONAL CLASSIFICATION UPDATES

JURISCICTION ROUTE_NAME ROUTE_NBR BLM1 ELM1 ORIGINAL_FC PROPOSED_FC

Arlington*** (New) Airline Rd SR205 12.285 16.160 U/MIN ART U/MAJ COL

Arlington*** Airline Rd 2734 0.000 2.300 U/MAJ COL U/MIN ART

Arlington*** Chester Rd 0K632 0.000 0.288 U/LOCAL U/MAJ COL

Bartlett Brother Blvd 5428 0.000 1.440 U/MAJ COL U/MIN ART

Bartlett US Hwy 70/79 SR001 16.780 20.050 U/MIN ART U/OTH PRIN ART

Bartlett / Shelby Co. Austin Peay Hwy / TN SR‐14 SR014 25.591 26.155 R/MIN ART U/MIN ART

Bartlett / Shelby Co. Austin Peay Hwy / TN SR‐14 SR014 25.437 25.591 U/OTH PRIN ART U/MIN ART

Collierville Byhalia Rd 5440 1.130 1.440 U/MAJ COL U/MIN ART

Collierville Byhalia Rd 0K618 0.000 0.310 U/LOCAL U/MIN ART

Collierville Shelton Rd 4049 2.380 2.420 U/MIN ART U/LOCAL

Collierville Shelton Rd 4049 2.010 2.380 U/MIN ART U/LOCAL

Collierville US Hwy 72 SR086 0.000 0.900 R/OTH PRIN ART U/OTH PRIN ART

Gallaway SR‐196 (Loosahatchie Rd / Main St) SR196 24.760 24.990 R/MAJ COL U/MAJ COL

Gallaway US‐70 SR001 0.000 0.780 R/MIN ART U/MIN ART

Germantown Forest Hill‐Irene Rd 1452 1.860 1.940 U/MAJ COL U/MIN ART

Germantown Wolf River Blvd 5431 0.660 1.150 U/MAJ COL U/MIN ART

Lakeland Fletcher Trace Pkwy 0D894 0.000 1.265 U/LOCAL U/MAJ COL

Lakeland Memphis‐Arlington Rd 5430 0.000 0.840 U/MAJ COL U/LOCAL

Lakeland US Hwy 70/79 SR001 23.890 25.617 R/MIN ART U/MIN ART

Memphis Appling Farms Pkwy 0K636 0.000 1.500 U/LOCAL U/MAJ COL

Memphis Hillshire Rd 0F220 0.000 0.348 U/LOCAL U/MAJ COL

Millington Armour Rd 00908 4.108 4.930 U/MIN ART U/MAJ COL

Millington Bethuel Rd 01465 0.036 1.468 R/MIN COL U/MAJ COL

Millington Bethuel Rd 01465 0.000 0.036 U/MAJ COL U/MIN COL

Millington Millington Arlington Rd SR205 18.302 18.360 U/MIN ART U/MAJ COL

Millington Pleasant Ridge Rd 05053 0.079 0.221 R/MIN COL U/MIN COL

Millington Pleasant Ridge Rd 05053 0.000 0.079 U/MIN ART U/MIN COL

Millington Veterans Parkway 0N007 0.000 3.420 R/U/LOCAL U/MIN ART

Millington Wilkinsville Rd 0M480 0.000 0.490 U/LOCAL U/MAJ COL

Piperton Keough Dr 0A239 0.000 2.304 R/LOCAL U/MAJ COL

ETC Agenda Item # 4

Kate.Horton

Text Box

BLM - Beginning Linear Mile ELM - Ending Linear Mile FC - Functional Classification



Piperton SR‐196 (Chulahoma Rd/ Old State Line Rd.) SR196 0.000 4.881 R/MAJ COL U/MIN ART

Piperton SR‐385 SR385 0.000 1.530 U/FRWY OR

EXPRESS

U/FRWY OR

EXPRESSPiperton SR‐57 SR057 0.000 3.435 R/MIN ART U/MIN ART

Piperton SR‐72 SR072 0.000 1.900 R/OTH PRIN ART U/OTH PRIN ART

Shelby / Fayette SR‐385 SR385 0.000 2.160 Rural Other

Principal Arterial /

Urban Freeway or

Expressway



Urban Freeway or

Expressway



Urban Freeway or

Expressway



Urban Freeway or

Expressway



Urban Freeway or

Expressway

Shelby County Brunswick Rd 0C025 4.868 5.150 R/MIN COL U/MAJ COL

Shelby County Brunswick Rd 0C025 4.810 4.868 U/MAJ COL U/MAJ COL

Shelby County Millington Arlington Rd 0K641 6.954 9.004 R/LOCAL R/MIN COL

ETC Agenda Item # 4



Shelby County U.S. Highway 51 SR003 32.844 33.080 Urban Other

Principal Arterial

Shelby County Rosemark RD. 00809 3.750 4.230 Urban Minor

ArterialFayette County, City of

Oakland

U.S. Highway 64 SR015 0.558 9.225 R/OTH PRIN ART U/OTH PRIN ART

Fayette County, City of

Oakland

Oakland RD. SR194 10.971 16.820 R/MAJ COL U/MAJ COL

Fayette County, City of

Oakland

Hickory Withe RD. SR196 16.546 17.676 R/MAJ COL U/MAJ COL

ETC Agenda Item # 4

Memphis Urban Area Metropolitan Planning Organization (MPO)

Congestion Management Process

July 27, 2015 DRAFT

DRAFT

ETC Agenda Item # 5

Memphis Urban Area Metropolitan Planning Organiza on

Department of Regional Services

125 North Main Street, Suite 450

Memphis, TN 38103

901.576.7190 (phone)

901.576.7272 (fax)

www.memphismpo.org

www.memphismpo.org

ETC Agenda Item # 5

Thisdocumentisavailableinaccessibleformatswhenrequestedten(10)calendardaysin

advance.

This document was prepared and published by the Memphis Urban Area Metropolitan

PlanningOrganization(MPO)andispreparedincooperationwithandfinancialassistance

from the followingpublic entities: theFederalTransitAdministration (FTA), theFederal

Highway Administration (FHWA), the Tennessee Department of Transportation (TDOT),

the Mississippi Department of Transportation (MDOT), as well as the City of Memphis,

Shelby County, Tennessee and DeSoto County, Mississippi. This financial assistance

notwithstanding,thecontentsofthisdocumentdonotnecessarilyreflecttheofficialview

orpoliciesofthefundingagencies.

It is the policy of the Memphis Urban Area Metropolitan Planning Organization

(MPO) not to discriminate on the basis of age, sex, race, color, national origin or

disabilityinitshiringoremploymentpractices,orinitsadmissiontooroperations

ofitsprogram,services,oractivities.

AllinquiriesforTitleVIand/ortheAmericanDisabilitiesAct,contactMitchellLloyd

at901‐576‐[email protected].

ETC Agenda Item # 5

Congestion Management Process (CMP)

TABLE OF CONTENTS

1 Introduction .................................................................................................................... 3

Foreword ....................................................................................................................................................3 1.1

Federal Legislation ......................................................................................................................................4 1.2

Air Quality ...................................................................................................................................................6 1.3

Plan Development ......................................................................................................................................7 1.4

2 Regional Overview .......................................................................................................... 9

Congestion Management Process ........................................................................................................... 10 2.1

Defining Congestion ................................................................................................................................ 10 2.2

Recurring Congestion .............................................................................................................................. 12 2.3

Non-Recurring Congestion ...................................................................................................................... 13 2.4

Multimodal Mobility ................................................................................................................................ 14 2.5

3 Congestion Management Strategies .............................................................................. 19

Goals and Objectives ............................................................................................................................... 19 3.1

Strategy Toolbox ...................................................................................................................................... 20 3.2

4 Measuring Congestion ................................................................................................... 32

5 CMP Network ................................................................................................................ 35

The Congested Network .......................................................................................................................... 35 5.1

6 Implementation ............................................................................................................ 40

Evaluation of CMP Strategies .................................................................................................................. 40 6.1

7 List of Figures ................................................................................................................ 45

8 Acronyms ...................................................................................................................... 46

ETC Agenda Item # 5


RESOLUTION

ETC Agenda Item # 5


1 Introduction

Foreword 1.1

The Memphis Urban Area Metropolitan Planning Organization (Memphis MPO) was created in 1977, and is responsible for the development of transportation policy, planning, and programming for all of Shelby County, Tennessee and DeSoto County, Mississippi as well as portions of Fayette County, Tennessee and Marshall County, Mississippi. The Memphis MPO is heavily involved in multi-modal planning for the entire region to improve the efficiency, safety, and livability of the roadway and transit networks, bicycle and pedestrian facilities, and freight infrastructure. Some of the major plans that the Memphis MPO publishes are the Unified Planning Work Program (UPWP), the Transportation Improvement Plan (TIP), and the Regional Transportation Plan (RTP). The Memphis MPO is committed to reducing congestion by undertaking a Congestion Management Process (CMP). The concept of Congestion Management Systems was introduced in the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) and was the basis for Congestion Management Plans used today. The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) also designated urban areas with populations of 200,000 people or more as Transportation Management Areas (TMA’s) and required them to develop a CMP. The requirement for a CMP continued with the passing of Transportation Equity Act for the 21st Century (TEA-21), the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) and the Moving Ahead for Progress in the 21st Century Act (MAP-21). MAP-21 places an increased emphasis on incorporating performance measures and performance targets to help track and evaluate congestion metrics. The CMP is a component of the Memphis MPO’s planning process that focuses specifically on issues of congestion and mobility and is updated in conjunction with the update of the RTP. The Memphis MPO’s land use model and travel demand models are inputs to the Congestion Management Process and the Regional Transportation Plan. A household travel survey was conducted in the spring of 2014 to update the regional travel demand model. These models help identify future areas of congestion and the potential effectiveness of strategies aimed at reducing congestion. The role of the CMP in the development of the RTP is shown below in Figure 1-1.

Figure 1-1: Memphis MPO Regional Transportation Plan (RTP) Process Model

ETC Agenda Item # 5


Federal Legislation 1.2

The Federal Highway Administration (FHWA) under MAP-21 requires that metropolitan planning agencies overseeing TMA’s develop and implement a CMP that meets the requirements outlined in Title 23 of the Code of Federal Regulations (23 CFR 450.320) which reads as follows: a) The transportation planning process in a TMA shall address congestion management through a process that

provides for safe and effective integrated management and operation of the multimodal transportation system, based on a cooperatively developed and implemented metropolitan-wide strategy, of new and existing transportation facilities eligible for funding under title 23 U.S.C. and title 49 U.S.C. Chapter 53 through the use of travel demand reduction and operational management strategies.

b) The development of a congestion management process should result in multimodal system performance measures and strategies that can be reflected in the metropolitan transportation plan and the TIP. The level of system performance deemed acceptable by State and local transportation officials may vary by type of transportation facility, geographic location (metropolitan area or subarea), and/or time of day. In addition, consideration should be given to strategies that manage demand, reduce single occupant vehicle (SOV) travel, and improve transportation system management and operations. Where the addition of general purpose lanes is determined to be an appropriate congestion management strategy, explicit consideration is to be given to the incorporation of appropriate features into the SOV project to facilitate future demand management strategies and operational improvements that will maintain the functional integrity and safety of those lanes.

c) The congestion management process shall be developed, established, and implemented as part of the metropolitan transportation planning process that includes coordination with transportation system management and operations activities. The congestion management process shall include:

(1) Methods to monitor and evaluate the performance of the multimodal transportation system, identify the causes of recurring and non-recurring congestion, identify and evaluate alternative strategies, provide information supporting the implementation of actions, and evaluate the effectiveness of implemented actions;

(2) Definition of congestion management objectives and appropriate performance measures to assess the extent of congestion and support the evaluation of the effectiveness of congestion reduction and mobility enhancement strategies for the movement of people and goods. Since levels of acceptable system performance may vary among local communities, performance measures should be tailored to the specific needs of the area and established cooperatively by the State(s), affected MPO(s), and local officials in consultation with the operators of major modes of transportation in the coverage area;

(3) Establishment of a coordinated program for data collection and system performance monitoring to define the extent and duration of congestion, to contribute in determining the causes of congestion, and evaluate the efficiency and effectiveness of implemented actions. To the extent possible, this data collection program should be coordinated with existing data sources (including archived operational/Intelligent Transportation Systems (ITS) data) and coordinated with operations managers in the metropolitan area;

ETC Agenda Item # 5


(4) Identification and evaluation of the anticipated performance and expected benefits of appropriate congestion management strategies that will contribute to the more effective use and improved safety of existing and future transportation systems based on the established performance measures. The following categories of strategies, or combinations of strategies, are some examples of what should be appropriately considered for each area:

(i) Demand management measures, including growth management and congestion pricing; (ii) Traffic operational improvements; (iii) Public transportation improvements; (iv) ITS technologies as related to the regional ITS architecture; and (v) Where necessary, additional system capacity;

(5) Identification of an implementation schedule, implementation responsibilities, and possible funding sources for each strategy (or combination of strategies) proposed for implementation; and

(6) Implementation of a process for periodic assessment of the effectiveness of implemented strategies, in terms of the area's established performance measures. The results of this evaluation shall be provided to decisionmakers and the public to provide guidance on selection of effective strategies for future implementation.

d) In a TMA designated as nonattainment area for ozone or carbon monoxide pursuant to the Clean Air Act, Federal funds may not be programmed for any project that will result in a significant increase in the carrying capacity for SOVs (i.e., a new general purpose highway on a new location or adding general purpose lanes, with the exception of safety improvements or the elimination of bottlenecks), unless the project is addressed through a congestion management process meeting the requirements of this section.

e) In TMAs designated as nonattainment for ozone or carbon monoxide, the congestion management process shall provide an appropriate analysis of reasonable (including multimodal) travel demand reduction and operational management strategies for the corridor in which a project that will result in a significant increase in capacity for SOVs (as described in paragraph (d) of this section) is proposed to be advanced with Federal funds. If the analysis demonstrates that travel demand reduction and operational management strategies cannot fully satisfy the need for additional capacity in the corridor and additional SOV capacity is warranted, then the congestion management process shall identify all reasonable strategies to manage the SOV facility safely and effectively (or to facilitate its management in the future). Other travel demand reduction and operational management strategies appropriate for the corridor, but not appropriate for incorporation into the SOV facility itself, shall also be identified through the congestion management process. All identified reasonable travel demand reduction and operational management strategies shall be incorporated into the SOV project or committed to by the State and MPO for implementation.

f) State laws, rules, or regulations pertaining to congestion management systems or programs may constitute the congestion management process, if the FHWA and the FTA find that the State laws, rules, or regulations are consistent with, and fulfill the intent of, the purposes of 23 U.S.C. 134 and 49 U.S.C. 5303.

Furthermore, Title 23 of the United States Code states that TMA’s classified as nonattainment for ozone or carbon monoxide pursuant to the Clean Air Act (42 U.S.C. 7401 et seq.), may not be advanced federal funds in such area for any highway project that will result in a significant increase in the carrying capacity for single-occupant vehicles unless the project is addressed through a congestion management process (23 U.S.C. 134 (n) (1)).

ETC Agenda Item # 5


Air Quality 1.3

The Clean Air Act requires the Environmental Protection Agency (EPA) to set National Ambient Air Quality Standards (NAAQS) for “criteria pollutants,” which include carbon monoxide, ozone, lead, sulfur oxides, nitrogen oxides, and particulate matter. Of these “criteria pollutants,” two have exceeded acceptable levels within the Memphis MPO boundary, Ozone (O3) and Carbon Monoxide (CO). The non-attainment boundaries are shown below. In recognition of the negative externalities imposed by automobiles on air pollution, the Memphis MPO evaluates proposed transportation projects to ensure they do not result in an increase in air pollutant emissions, especially CO and the precursors for O3

1. The CMP serves as an opportunity to reduce emissions and fulfill the obligations necessary to reach attainment. Ozone (O3) The EPA re-

designated Memphis, TN-MS-AR as a 2008 8-hour ozone marginal non-attainment area effective July 20, 2012. The final ruling was published in the Federal Register (77 FR 30088) on May 21, 2012. Included in this designation were Shelby County, TN; Crittenden County, AR; and the portion of DeSoto County, MS in the Memphis MPO boundary (See Figure 1-2). The Memphis MPO is responsible for demonstrating conformance of the NAAQS for Shelby County, TN and the portion of DeSoto County, MS in the Memphis MPO boundary. The West Memphis MPO is responsible for demonstrating conformity of the NAAQS for Crittenden County. Carbon Monoxide (CO) Shelby County is also considered as a maintenance zone for Carbon Monoxide (CO). In 1978, the EPA designated Shelby County, TN, a moderate (less than 12.7 parts per milion) non-attainment area for carbon monoxide (CO). Due to improvements in ambient air quality, EPA re-designated Shelby County to attainment for the CO standard on August 31, 1994 (See Figure 1-3). Since then Shelby County, TN entered into two 10-year maintenance periods. After the first 10 year period, Shelby County, TN was re-designated as a maintenance area with the second maintenance period scheduled to end in 2017.

1 The precursors for O3 are nitrogen oxides (NOx) and volatile organic compounds (VOC).

Figure 1-2: Ozone (O3) Non-Attainment Area

Figure 1-3: Carbon Monoxide (CO)

Maintenance Area

ETC Agenda Item # 5


Plan Development 1.4

CMP Best Practices Review 1.4.1

One of the first tasks of the CMP was to review the best practices of CMPs for other MPOs nationwide. Please refer to Appendix A for a summary of the best practices review. This task was completed in order to determine best practices performed by other MPOs during the development of a congestion management process. Each CMP was studied and summarized with respect to the CMP Process Model (See Figure 1-4). The Process Model is discussed in FHWA’s Congestion Management Process: A Guidebook, dated April 2011. The Process Model steps are listed below, with explanations for each step as shown in the FHWA document.

Figure 1-4: FHWA Congestion Management Process Model

Source: FHWA Congestion Management Process Guidebook

Outreach 1.4.2

The CMP’s development was driven by stakeholder participation and public input. During the project, the stakeholders worked together to provide guidance and vision for the congestion management process. Additionally, the study team used different channels to obtain public input on specific locations of concern throughout the region. For a summary of the plan’s development, please see Appendix A.

CMP Steering Committee

At the start of the project, a Congestion Management Process Steering Committee comprised of federal, state and local officials was formed to guide the development of the CMP. Supplemental input was gathered through one-on-one meetings with regional partners to ascertain their perspective on congestion and mobility. These individual meetings allowed regional stakeholders to provide input into the project that affects their area of the MPO Planning Boundary. Further information concerning the status of congestion related projects were

ETC Agenda Item # 5

http://www.fhwa.dot.gov/planning/congestion_management_process/cmp_guidebook/


gathered. Additionally, a Performance Measure (PM) workshop was held on October 2, 2014. At the PM workshop, the Steering Committee reviewed PMs used by Tennessee DOT and Mississippi DOT, reviewed notable PMs used by other MPOs, and discussed and proposed PMs to be used in the CMP. The performance measures used for the CMP are discussed later in the document.

Public Input

Public input was gathered by using a variety of outreach methods including: Mobility Summit On October 23, 2014, a “Mobility Summit” was held at the Salvation Army Kroc Center in Memphis, Tennessee. The summit was an important component in the development of the CMP, as it allowed the MPO to engage the public by giving them the opportunity to elaborate on issues specifically concerning mobility and congestion that exist throughout the region. During the summit, participants were asked to identify what mobility means to them. They defined mobility as the ability to conveniently and safely get from point A to Z, including access to medical facilities, shopping, work, school, home, and worship. The participants considered all modes of transportation, including pedestrian, bicycle, motor vehicle, and transit. Other Outreach Efforts Public meetings were held during the development of the Livability 2040 Regional Transportation Plan which provided an opportunity for participants to discuss their concerns regarding all modes of transportation, and transportation issues as they relate to congestion. During the RTP meetings, an interactive survey was given in which participants identified issues of primary need or importance related to the transportation system in the region. Congestion problems were a recurring theme. Additional information was gathered through the use of an online survey. The online survey and the interactive survey featured very similar sets of questions. Because the interactive surveys were given in person at the RTP meetings, the questions were slightly more tailored to the area in which the survey was given. Combining the online surveys and the interactive surveys, there were a total of 560 responses. As part of the development of RTP, a project website was created. The website, located at www.livability2040.com, allowed the public to keep up with the RTP process and provide comments on livability within the Memphis MPO Planning Area. The site included a “Community Remarks” tool which was an interactive mapping and feedback platform used to collect and discuss transportation-related issues from the public (see Figure 1-5). Citizens posted location-based comments on an interactive webmap, and other visitors to the site could vote to agree or disagree with the comments. Congestion Concerns was one of the main components of the Community Remarks webpage.

Figure 1-5: Community Remarks Webpage

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2 Regional Overview

The Memphis urban area encompasses over 1,513 square miles with a total population of 1,118,005 in 2010 and a projected population of 1,407,365 by 20402. In addition, employment is projected to grow from 577,122 in 2010 to 873,293 in 20403. There are currently 150 miles of freeways in the region, 1,004 miles of arterial roadways and an additional 763 miles of collector roadways. Efficient transportation is key to the area’s economy. The region is home to the Memphis Aerotropolis, which houses the region’s largest employer, FedEx. FedEx is the nation’s leader in parcel delivery service and contributes to Memphis’ standing as the second busiest cargo airport after Hong Kong’s. Nationally, the issue of traffic congestion has received increasing attention from both the private and public sectors. If congestion problems continue to get worse, economic losses to area business could negatively affect regional economic development.

2 2040 population projections were prepared during the update of the Regional Land Use Model. 3 2040 employment projections were prepared during the update of the Regional Land Use Model.

Figure 2-1: Memphis MPO Planning Area

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Congestion Management Process 2.1

A congestion management process (CMP) is a systematic and regionally-accepted approach for managing congestion that provides accurate and up-to-date information on transportation system performance. In order to meet state and local needs and budgetary constraints, the CMP assesses alternative strategies for congestion management that precede more costly strategies such as adding capacity by constructing new roadways or widening corridors. The CMP is intended to move these congestion management strategies into the funding and implementation stages outlined in the Regional Transportation Plan (RTP) published every four years. The Memphis MPO is committed to developing a CMP that emphasizes the need to link the effective management and operations of transportation systems to the planning process, environmental review process, and travel demand management.

Defining Congestion 2.2

The Federal Highway Administration (FHWA) defines traffic congestion as the level at which transportation system performance is no longer acceptable due to excessive travel times and delays (23 CFR 500.109). The Memphis MPO defines congestion as roadways that operate with a Level of Service (LOS) E of F. The operating Level of Service (LOS) E or F for a roadway is considered to be unacceptable system performance. The Regional Travel Demand Model determines LOS by using roadway characteristics such as number of lanes, median type, lane width, and functional class as well as time of day, roadway capacity, and traffic volume to perform an assessment of a road’s operating condition, generally described using a scale of A (little congestion) to E/F (severe congestion). According to the 2012 Urban Mobility Report, the yearly delay per auto commuter in large urban areas was 37 hours in 2011. The Memphis, Tennessee/Mississippi/Arkansas region had 38 hours of delay per auto commuter in 2011, ranking it the 30th most congested region in the United States. This congestion cost $833 per auto commuter in 20114. Figure 2-2 below shows the Memphis MPO region’s delays and congestion costs in comparison to similarly sized urban areas.

Figure 2-2: National Congestion Comparison

Urban Area 2011 Population Yearly Delay Per Auto

Commuter (Total Hours) Congestion Cost Per

Auto Commuter

Memphis TN/MS/AR 1,058,000 38 $833 Nashville-Davidson TN 1,145,000 47 $1,034 Jacksonville, FL 1,083,000 30 $635 Buffalo, NY 1,048,000 33 $718 Charlotte, NC/SC 1,070,000 40 $898 Oklahoma City, OK 983,000 38 $803 New Orleans, LA 1,065,000 28 $629

Source: Texas A&M Transportation Institute’s 2012 Urban Mobility Report

4 David Schrank, Bill Eisele, and Tim Lomax, 2012 Urban Mobility Report, December 2012.

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There are two, widely-accepted types of traffic congestion: recurring and non-recurring congestion. Recurring congestion is the type of congestion that occurs on a daily basis, usually during the peak hour periods. There are many strategies available to mitigate this type of congestion through demand management, operational improvements, and multimodal strategies. Non-recurring congestion is unexpected and usually difficult to address without proper planning. These unexpected traffic delays can be caused by vehicle breakdowns, traffic incidents, special events, roadway construction, etc. Unlike non-recurring congestion, the sources of recurring congestion are more easily identified and can be addressed by working to develop proper signal timing and focusing on reducing bottlenecks during peak commuting hours. Figure 2-3 illustrates the distribution of the various types of congestion on U.S. transportation networks.

Figure 2-3: Causes of Congestion in the United States

Source: FHWA Active Traffic Management

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Recurring Congestion 2.3

Like most metropolitan areas, traffic congestion is experienced mainly during the morning peak and the afternoon peak hours. The Figure 2-4 below exhibits the Average Annual Daily Traffic (AADT) within the MPO planning boundary for the year 2013.

Figure 2-4: 2013 Average Annual Daily Traffic

Source: Tennessee Department of Transportation (TDOT) and Mississippi Department of Transportation (MDOT)

Daily Traffic Counts The daily total vehicle miles traveled (VMT) within the Memphis Metropolitan Statistical Area (Memphis TN-MS-AR)5 comprises about 40% of all miles traveled within the region. Figure 2-5 below shows the trend in VMT per capita from 1982-2011.

5 The Memphis Metropolitan Statistical Area includes Crittenden County in Arkansas; Benton, DeSoto, Marshall, Tate and Tunica counties in Mississippi; plus Shelby, Fayette and Tipton counties in Tennessee

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Figure 2-5: Daily Vehicle Miles Traveled per capita (1982-2011)

Source: Texas A&M Transportation Institute’s 2012 Urban Mobility Report

Non-Recurring Congestion 2.4

Safety

According to the Tennessee Traffic Fatalities Report published by TDOT, the total amount of fatalities between the years 2010 and 2014 amounts to 4,945, resulting in an average of 989 fatalities per year. For 2014, the number of fatalities fell below the average at 967. Between 2000 and 2007, Mississippi averaged almost 900 traffic fatalities per year. The new goal of Mississippi’s Strategic Highway Safety Plan is to reduce annual traffic fatalities by 25 percent by 2017.6 The Memphis MPO’s Regional Bicycle and Pedestrian Plan outlines the crash data for pedestrians and bicyclists and presents statistics such as crash frequency, crash event density, crash severity, crash time and location, etc. Between 2009 and 2013, 2,026 unique crash events occurred involving pedestrians with 89 of them resulting in fatalities and 179 in incapacitating injuries. For bicyclists, 513 unique crash events occurred in the same time period with 6 of them resulting in fatalities and 29 in incapacitating injuries. Most of these crash events occurred in the densely populated areas and during the peak hour periods.

Special Events

There are a number of special events within the region that temporarily affect traffic patterns in the region. Downtown is home to a litany of these special events including the Memphis Grizzlies basketball games, the University of Memphis Tigers basketball games, Memphis in May, and concerts. Other events throughout the

6 “Introduction and Background.” Mississippi Strategic Highway Safety Plan.” Online. April 23, 2015. < http://sp.gomdot.com/Traffic%20Engineering/Documents/Mississippi%20SHSP%20FINAL%20Jan2014.pdf

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region such as the Cooper Young festival, the St. Jude Marathon, Mid-South fair and sporting events cause temporary congestion issues that are effectively managed with the help of crossing guards.

Extreme Weather

The region experiences heavy rainfall for short periods of time creating a high amount of excess runoff. This excess runoff can lead to many problems which include the forming of potholes, sinkholes and erosion. Other effects of the heavy rain include flooding, fallen trees, and blackouts. Other impacts to the transportation system are caused by extremely cold weather. These include: Potholes, traffic incidents, felled trees, iced bridges, and bridge scouring.

Figure 2-6: Flooded roadways – Shelby County, TN Office of Preparedness

Multimodal Mobility 2.5

Freight

Due to its location on the Mississippi River, roadway infrastructure, railroad network, and international airport, the Memphis area has developed into a major hub for freight:

• Five Class 1 railroads serve the region – Burlington Northern Santa Fe, Union Pacific, Norfolk Southern Railroad, CSX, and Canadian National. Each railroad operates intermodal facilities at the following locations:

o Burlington Northern Santa Fe - 4814 Lamar Avenue, Memphis. o Union Pacific - 5500 Kuhn Road, Marion, AR. o Norfolk Southern Railroad - 2600 Spottswood Avenue, Memphis and 3000 Norfolk Southern

Way, Collierville. o CSX and Canadian National – 3588 Paul R. Lowry Road, Memphis.

• The Port of Memphis is the fourth largest inland port in the United States. • Memphis International Airport is the second busiest cargo airport in the world. • Memphis serves 152 metro markets through overnight truck service.7 • Interstates 40, 240, and 55 are the interstate roadways and US-78, SR 385, and SR 175 are the non-

interstate roadways frequently used by truck traffic in the region.

7 Greater Memphis Chamber, Logistics, http://www.memphischamber.com/Economic-Development/Industry/Logistics.

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Figure 2-7: 2012 Regional Freight Movements

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Source: Freight Analysis Framework (FAF)

Transit

The Memphis Area Transit Authority (MATA) is the primary public transportation provider in the region. MATA provides fixed route bus service, rail trolley, paratransit, and event shuttles. These services are primarily available in the City of Memphis; however, neighboring municipalities within Shelby County such as Germantown, Bartlett and Millington are provided transit access along corridors of significance. MATA also provides service to West Memphis, Arkansas. The fixed route bus service includes 34 routes that transport about 9.3 million passenger trips per year. Figure 2-8 shows the fixed route system map.

Figure 2-8 Fixed Transit Route System

Source: Memphis Area Transit Authority (MATA)

Ancillary Transit Services

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There are several ancillary transit services within the region. In Mississippi, the Delta Area Rural Transit System (DARTS) provides local bus service in the counties of Desoto, Tunica, Coahoma, Tallahatchie, Quitman, Panola, and Tate. DARTS provides access to affordable, Americans with Disabilities Act (ADA) accessible, rural general public transportation through passenger service, vehicle maintenance, and transit system management and other related services. In Tennessee, the Delta Human Resources Agency (Delta HRA) provides transportation services for the economically disadvantaged, elderly and handicapped persons in the counties of Tipton, Lauderdale and Fayette and in rural Shelby.

Figure 2-9: 2012 Sub-Recipient Service Data - National Transit Database NAME REVENUE MILES REGULAR TRIPS REVENUE HOURS DARTS (MS) 568,314 128,770 27,591 Delta HRA (TN) 1,998,702 46,011 66,511

Source: 2012 National Transit Database For long distance trips, private bus companies, such as Greyhound and Megabus, provide bus service into and out of the Memphis region. In addition, the Amtrak “City of New Orleans” route runs through Memphis and offers train travel between New Orleans and Chicago.

Bicycle Facilities

There are over 500 miles of bicycle and pedestrian facilities within the region. Within the last decade, the region has made significant gains toward enhancing the mobility and safety for bicyclists and pedestrians. In 2008 and 2010, the City of Memphis was once considered one of the worst cities for bicyclists and is now recognized as the most improved city for bicycling.8

Figure 2-10: Bicycle & Pedestrian Facilities in the Region Type Description

Bicycle Lanes Several jurisdictions around the Memphis MPO area presently offer bicycle lanes. Bicycle lanes are provided along several roads in Memphis, Germantown, Bartlett, Collierville and Hernando.

Paved Shoulders Paved shoulders are located in more rural areas throughout the region. Examples exist in Fayette and DeSoto Counties and the City of Germantown.

Marked Shared Lanes

The City of Memphis has marked shared bicycle lanes.

Signed Shared Lanes

Unmarked shared bicycle lanes are found throughout the MPO area.

8 Gerety, Alyssa, “America’s Most Improved Bike city”. Bicycling.com Accessed: 3-10-2015

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Shared Use Paths

Almost all jurisdictions within the region have shared-use bicycle/pedestrian paths. For example, shared use paths are provided on the Wolf River Greenway, Shelby Farms Greenline, the Memphis Light, Gas and Water Trail in Germantown, the Nonconnah Greenbelt Trail in Collierville, and the Woodhills/Lakewood Trail in northeast Memphis.

Cycle Tracks There are currently four cycle tracks in the Memphis MPO region. End-of-Trip Facilities

The City of Memphis has end-of-trip facilities such as bicycle racks, lockers, water fountains, restroom facilities, etc.

Pedestrian Facilities

Type Description

Sidewalks While sidewalks are a common feature throughout the Memphis MPO area, not all communities have a comprehensive sidewalk network in place. In the communities that do have extensive sidewalks, many are damaged and in need of repair.

Crosswalks In the Memphis MPO area, crosswalks appear at many street intersections and, increasingly, at mid-block locations.

Enhanced Pedestrian Treatments

In certain locations along a roadway, a marked crosswalk may not suffice for that area’s high level of pedestrian activity, or perhaps the roadway’s high level of vehicular traffic. These crossings require an enhanced treatment to improve safety. Two examples of such facilities are curb extensions (also known as bulb-outs) and refuge islands. Examples of these already exist in the City of Memphis and a couple other municipalities in the region.

Pedestrian Overpasses

Pedestrian overpasses exist in the City of Memphis.

Pedestrian Amenities

Facilities that improve the walking experience and that encourage increased levels of walking are known as pedestrian amenities. Such facilities may address the goal of creating a pleasant and enjoyable walk through better aesthetics, while others may target convenience. Still other amenity types improve personal security. Best examples of these facilities in the Memphis area exist in the downtowns and historic town centers of the region’s communities, as well as on college campuses.

Shared Use Paths

As mentioned previously, almost all jurisdictions have shared-use bicycle/pedestrian paths.

Curb Ramps Curb ramps are found throughout the Memphis MPO area, as they are connected to the sidewalks and federal legislation requires the installation of curb ramps at all intersections and mid-block locations where pedestrian crossings exist.

Transit Stops Transit stops are found along many of the transit routes in the Memphis MPO region, in some suburban Shelby County locations, and in West Memphis, AR.

Pedestrian Signals

Pedestrian signals are found in the City of Memphis and other urban areas in the region where pedestrian traffic is expected at signalized intersections. There are also examples of pedestrian and school signs with flashing LED lights in the City of Memphis.

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3 Congestion Management Strategies

Goals and Objectives 3.1

The Goals and Objectives of MAP-21 provide the framework for identifying the appropriate strategies to resolve congestion issues. They include Safety, Infrastructure Condition, Congestion Reduction, System Reliability, Freight Movement and Economic Vitality, Environmental Sustainability, all of which apply to different congestion management strategies to be implemented and evaluated. Below is a table of the MAP-21 National Performance Goals and Objectives:

Figure 3-1: MAP-21 National Performance Goals

Goal area National goal

Safety To achieve a significant reduction in traffic fatalities and serious injuries on all public roads

Infrastructure condition To maintain the highway infrastructure asset system in a state of good repair

Congestion reduction To achieve a significant reduction in congestion on the National Highway System

System reliability To improve the efficiency of the surface transportation system Freight movement and economic vitality To improve the national freight network, strengthen the ability of rural

communities to access national and international trade markets, and support regional economic development

Environmental sustainability To enhance the performance of the transportation system while protecting and enhancing the natural environment

Reduced project delivery delays To reduce project costs, promote jobs and the economy, and expedite the movement of people and goods by accelerating project completion through eliminating delays in the project development and delivery process, including reducing regulatory burdens and improving agencies’ work practices

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Strategy Toolbox 3.2

Finding strategies to reduce congestion is one of the most important components in the Congestion Management Process. Over 40 strategies have been evaluated and grouped into 10 distinct categories that cover a large cross-section of transportation planning. These strategies have been shared with the CMP Steering Committee, whose feedback was essential in helping to determine the 10 categories of congestion management strategies. These strategies do not only exist as reference information for transportation professionals, but will be applied to the horizon year congested road network to determine how these comprehensive strategies can help reduce congestion in the future, before adding capacity to the roadways. The 10 congestion mitigation categories are listed below, followed by a strategy toolbox which provides a description of the strategy as well as which MAP-21 Goals it addresses. Lastly, current related activities are indicated in the final row to highlight some of the existing plans, policies or programs that are occurring in the Memphis MPO Area. For a description of existing related strategies, please see Appendix B.

1. Bicycle and Pedestrian Facilities 2. Commuter Programs 3. Dedicated Lanes 4. Freight Improvements 5. Incident Management 6. Intersection Improvements 7. Operational Improvements/ ITS 8. Smart Growth and Land use 9. Transit Improvements 10. General Purpose Lanes

Figure 3-2: Congestion Management Strategy Toolbox

ID Strategy Description MAP-21 Goals

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Current Related Activities

BP Bicycle & Pedestrian Improvements

BP-1 Bicycle improvements

Promoting non-motorized modes of transportation reduces amount of Single-Occupant Vehicles (SOV) in the network by constructing bike lanes, bike trails, bike racks, and bicycle parking facilities.

Congestion Reduction, Environmental sustainability

MPO Regional Bicycle & Pedestrian Plan; Memphis Regional Greenprint

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(23USC §150(b))


BP-2 Multimodal level of

service (LOS) analysis

Traditional traffic analysis of roadways and intersections measures level of service for automobile operations. Newer methods for LOS analysis include analyzing operations for modes besides the automobile. By shifting to multimodal level of service analysis, safety and comfort for transit, bicycles, and pedestrians can be tracked. LOS models are available for analyzing transit, pedestrian, and bicycle operations at intersections, mid-block crossings, roadway segments, and more.

Congestion Reduction; Safety

MPO Regional Bicycle & Pedestrian Plan

BP-3 Bike sharing

This is a service that provides bikes to pedestrians on a short term basis. For those who do not own a bike, this service can make this mode more accessible and convenient with multiple points to borrow and return the bikes.


No current bike share program although the City of Memphis is exploring the development of a bike share system

BP-4 Pedestrian facility improvements

Adding or improving sidewalks, crosswalks, walking paths, pedestrian accommodations at signalized intersections, curb ramps and detectable warning surfaces to accommodate Americans with Disabilities Act (ADA) requirements. • Street furnishings and clearance – Furnishings such as benches and tables can allow for better pedestrian accommodation but it is equally important to establish the proper clearances by trimming foliage, moving fixed objects, and installing signs and poles at correct heights. Safety features – Separating walkways from the roadways with curbing, gutters, and/or planting strips is essential for ensuring pedestrian safety. Street lighting offers added security and comfort during nighttime hours and can complement the aesthetics of the pedestrian areas with the proper posts and fixtures.

Congestion Reduction; Infrastructure Condition; Safety, Environmental sustainability

MPO Regional Bicycle & Pedestrian Plan; TDOT Intersection Action Plan

BP-5 Road Diets

Four lane roadways are often inefficient and do not allow space for bicyclists. Under the proper traffic volume conditions, these roadways can be converted to two lane roadways with a center turning lane and bicycle lanes on each side.

Congestion Reduction; Safety

City of Memphis Complete Streets Manual

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(23USC §150(b))


CP Commuter Programs

CP-1 Alternative work hours

Encouraging employers to implement compressed work weeks or staggered shifts to spread out peak hour traffic.

Congestion Reduction; System Reliability, Environmental Sustainability

CP-2 Carpooling/Vanpooling/Ridesharing

Carpooling and ridesharing are tools used to reduce congestion and allow users to reduce their commuting costs and save time by using high occupancy vehicle lanes. Ridesharing is a type of carpooling that uses recent advances in GPS navigation, smart phone applications, and social networking to match rides for people traveling to similar destinations. Some of these programs include a guaranteed ride home policy for individuals in the event of an emergency.


Memphis Area Rideshare Program (MAR)

CP-3 Carsharing

Carsharing is an organized program where a fleet of vehicles are available for rent by the hour or day. Normally, the program is used by people who only occasionally need a vehicle, or need access to a different type of vehicle. Reservation, pickup and return is all self-service and vehicles are distributed throughout the service area, rather than being available in one location.

Congestion Reduction; System Reliability, Environmental sustainability

Zip Car in Memphis

CP-4 Telecommuting

Telecommuting enables employees to use the phone, internet, remote desktop, and/or other devices in order to work from home or at a nearby alternative worksite. This reduces peak hour trips and overall vehicle miles travelled (VMT).

Reduced Project Delivery Delays; Congestion Reduction; Environmental Sustainability

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(23USC §150(b))


DL Dedicated lanes

DL-1

High-occupancy vehicle (HOV) and

high-occupancy toll (HOT) lanes

HOV lanes are reserved for automobiles containing at least two persons and transit vehicles which can be physically separated from the main roadway or adjacent to the other lanes of travel. This can increase vehicle occupancy and reduce parking demand while increasing travel time reliability and reducing delays for transit services and carpoolers that use them. HOT lanes are roadways where drivers of single-occupancy vehicles can pay a toll to access HOV lanes. This strategy is only successful if the HOV/HOT lanes are regularly patrolled and enforced by police. If the policy is not enforced, single-occupancy vehicles will use the lanes without fear of being ticketed.

Congestion Reduction; System Reliability; Freight Movement and Economic Vitality; Environmental Sustainability

DL-2 Grade crossing separations

Separating the railway from the roadway by placing them at different heights can allow both traffic streams to move freely and prevent disruptions.

Congestion Reduction; Safety; Freight Movement and Economic Vitality; System Reliability; Reduced Project Delivery Delays

DL-3 Hard shoulder running

Shoulders can be used as travel lanes during extremely congested periods or as a way to travel around an incident. This can be implemented using dynamic message signs or simple traffic signs that specify a period of time for shoulder usage.

Congestion Reduction, System Reliability

DL-4 Reversible lanes

Reversing the travel direction of a lane is an effective way to increase capacity during peak hours without adding travel lanes. Overhead signals and signage are used to indicate the travel lanes to be used at designated times.


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DL-5 Dedicated transit

travel lanes/right-of-way

This strategy increases capacity for transit services while simultaneously improving operations. Smaller projects include bus bays and bus lanes. Larger projects such as Bus Rapid Transit (BRT) systems separate transit traffic from regular traffic and create an efficient mass transit system.

Congestion Reduction; System Reliability; Environmental Sustainability; Reduced Project Delivery Delays

MATA Midtown Alternatives Analysis Study

FR Freight improvements

FR-1 Freight capacity improvements

Freight rail – Capacity for freight rail systems can be increased by improving or adding to the infrastructure, increasing size of trains/rail cars, increasing rolling stock, and allowing for higher speeds and more efficient operations. This strategy can potentially reduce the number of tractor trailers in the transportation networks which can reduce congestion. Intermodal facility - This can range from major reinvestment making an existing intermodal center more functional to new facilities. It can focus on transfer between modes, such as rail to truck, or transfer within a mode, such as from truckload to less-than-truckload/local delivery vehicles. A freight village is a cluster of freight-related activities within a specific area that may be served by multiple modes. Benefits include improved traffic management, lower transport costs, value-added activities, and increased reliability.

Freight Movement and Economic Vitality; Congestion Reduction; System Reliability; Safety

Memphis Aerotropolis; Memphis Freight Infrastructure Plan; Freight P2P – Peer to Peer Program

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(23USC §150(b))


FR-2 Freight operations

improvements/mobility program

Improved access/mobility – Identify designated truck routes that allow for sufficient turning radii, appropriate grades, and separation from high density areas. Where possible, remove on-street parking in key locations, remove roadside hazards, revise intersection signal control to assist truck turning movements at congested intersections, and provide adequate holding lanes at major access points to allow trucks to safely and efficiently navigate the roadways. • Specialized truck-only lanes – Designate truck-only lanes on existing roadways or construct a truck-only roadway parallel to existing roadway. • Improve weigh station efficiency – Utilize sensors that weigh trucks in motion prior to the weigh station to filter out underweight trucks and reduce queuing. • Truck parking facilities – The provision of short-term truck parking for various types of deliveries is essential in active locations, such as central business districts or urban areas. Having adequate, designated parking locations prevents unwanted violations and contributes to improved general traffic flows.

Freight Movement and Economic Vitality; Congestion Reduction; System Reliability; Safety

Memphis Aerotropolis; Memphis Freight Infrastructure Plan; Freight P2P – Peer to Peer Program

IM Incident management

IM-1 Freeway service patrols

Service patrols include a team of small truck drivers that can assist drivers with vehicle repairs and services along roadways. Broken-down vehicles can cause congestion by distracting drivers or blocking a travel lane.

Congestion Reduction; Safety; System Reliability; Freight Movement and Economic Vitality

TDOT HELP

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(23USC §150(b))


IM-2 Incident management

This strategy includes procedures that facilitate faster emergency response time and efficient incident handling, which will reduce non-recurring congestion. Effective incident management (IM) reduces the duration and impacts of traffic incidents and improves the safety of motorists, emergency personnel, and incident victims. Effective incident management includes: • Establishing IM policies • Developing partnerships between agencies (e.g., DOT, Emergency Medical Services, law enforcement, public safety agencies, etc.) • Freeway service patrols Establishing performance goals such as clearance time goals for incidents

Reduced Project Delivery Delays; Congestion Reduction; Safety

Strategic Plan for Highway Incident Management in Tennessee; Strategic Highway Safety Plans (TDOT,MDOT); Highway Safety Improvement Program (TDOT, MDOT)

IM-3 Special event planning

Implementing procedures and/or systems that allow for better management of irregular events, natural disasters, or planned events such as work zones and sporting events can reduce non-recurring congestion and improve traffic flow.

Safety; System Reliability; Congestion Reduction

Event Shuttles (MATA)

IM-4 Develop Train-the-Trainer Programs

The Incident Management course is offered by the National Highway Institute and participates with both MDOT and TDOT.

Safety; System Reliability; Congestion Reduction; Reduced Project Delivery Delays

Train-the-Trainer Program

Intersection Improvements

NT-1 Interchange construction

Replacing an intersection with an interchange that uses grade separation allows for traffic in the major direction to pass through the junction without crossing a traffic stream on the intersection road.

Congestion Reduction; System Reliability; Freight Movement and Economic Vitality; Environmental Sustainability

NT-2 Intersection improvements

Adding/reconfiguring turning lanes, widening lanes, establishing proper curb radii, utilizing roundabouts, upgrading traffic control devices, or innovative intersection treatments can promote better traffic flow and reduce delays and queues.

Congestion Reduction; Safety; System Reliability

TDOT Intersection Action Plan

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(23USC §150(b))


Operational Improvements

OP-1 Access management

Access management is a broad strategy which can include policies, design changes, and infrastructure that minimizes the number of driveways and intersecting roads on a corridor. This is accomplished by adding parallel roads, shared driveways, median barriers, and proper curb cuts. This strategy can result in higher travel speeds and fewer incidents.

Congestion Reduction; Safety; System Reliability; Freight Movement and Economic Vitality; Infrastructure Condition

OP-2 Bottleneck removal

This includes the removal of physical constrictions that delay travel such as widening underpasses, providing lane continuity, or improving acceleration/deceleration at ramp interchanges. This can ensure consistent capacity along the entire roadway and improve traffic flow.

Congestion Reduction, Safety, System Reliability

OP-3 Congestion pricing

Congestion pricing charges users for using the roadway during peak hours. It is used to reduce the number of vehicles on the road during peak hours by encouraging a portion of users to travel during non-peak hours.

Congestion Reduction, Environmental Sustainability

OP-4 Multimodal facilities

Park and ride and other multimodal facilities gather many modes of transportation and are strategically located to increase destination alternatives. Intermodal facilities act as hubs for more efficient transit operations.

Infrastructure Condition; Safety, Environmental sustainability, System Reliability

OP-5 One-way streets

Replacing two-way streets with pairs of one-way streets can facilitate signal coordination, reduce disruptive left or right turns, change traffic patterns to increase efficiency and safety, and increase capacity on the network.


OP-6 Parking Management

This strategy can include raising parking prices or reducing parking facilities in inner city areas to encourage ridesharing or other modes of transportation.

Congestion Reduction

OP-7 Ramp management strategies

Strategies such as ramp metering, ramp widening, improved signing and pavement markings, and additional storage or weaving space can properly regulate merging traffic flow.

Congestion Reduction, System Reliability, Safety

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(23USC §150(b))


OP-8 Restricting left turns

Restricting left turns can improve safety and traffic flow along a corridor, especially in areas that have shared through and left turn lanes.

Safety, Congestion Reduction

OP-9 Roadway condition information systems

ITS systems can be used to collect weather data along corridors and alert drivers of unsafe weather conditions to reduce incidents. In addition, other travel information can be provided via radio, phone applications, or dynamic message signs and can mitigate congestion by diverting traffic to other routes that are not at capacity. This can improve the efficiency of the network as a whole and is usually integrated with an incident detection system.

System Reliability, Safety, Congestion Reduction, Freight Movements and Economic Vitality

Regional ITS Architecture

OP-10 Sign and pavement marking upgrades

Adding or removing, redesigning, and properly maintaining signs and pavement markings can clearly communicate information to drivers. This will improve operations in areas where poor signage and pavement markings lead to driver confusion.

Safety, System Reliability

TDOT Intersection Action Plan

OP-11 Traffic calming

Traffic calming techniques can include narrowed roads (narrowing lanes from 12 feet to 10 feet), speed bumps, or rumble strips. Although these measures can reduce travel speeds, they can also reduce the number of incidents which contribute to non-recurring congestion.

Safety, Congestion Reduction


OP-12 Traffic signal improvements

This strategy can include retiming the signal system, upgrading signal equipment, coordinating systems, and installing actuated or adaptive signal systems. These options can better facilitate traffic flow through a corridor, accommodate higher demands during peak hours, and efficiently service vehicles on all approaches. The Memphis MPO Regional ITS Architecture provides detailed information for traffic signal needs throughout the region.


Shelby County Congestion Management Program (SCCMP); Regional ITS Architecture

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(23USC §150(b))


OP-13 Transit signal priority (TSP)

Use of technology on-board vehicles and/or at signalized intersections to temporarily extend green time or otherwise expedite buses, light rail, or trolleys through the existing road system. In areas with sufficient capacity, separate bus lanes can be designated and incorporated into the signal timing plans to give transit vehicles early green time to bypass traffic or extended green time maintain scheduled times.


The City of Memphis Traffic Signal Priority; MATA Transit Signal Priority; Regional ITS Architecture

OP-14 Traveler information systems

Travel information provided via radio, phone applications, or dynamic message signs can mitigate congestion by diverting traffic to other routes that are not at capacity. This can improve the efficiency of the network as a whole and is usually integrated with an incident detection system. In addition, ITS systems can be used to collect weather data along corridors and alert drivers of unsafe weather conditions to reduce incidents.


511 Traveler Information (TDOT, MDOT); TDOT Smartway www.TNSmartWay.com ; MDOT Traffic App (MDOTtraffic.com); Regional ITS Architecture

OP-15 Variable speed limits

Dynamically changing posted speed limits for vehicles approaching congested areas, accidents, or special events. This can regulate the flow and reduce collisions.


LU Smart Growth & Land Use

LU-1 Complete Streets

Complete Streets offer typical cross-sections for roadways and access management strategies that can increase pedestrian and bicycle mobility, safety, and connectivity. It also promotes the implementation of green infrastructure such as ‘parklets’ and green medians that increase safety and blending of street design with the characteristics of the surrounding area.

Congestion Reduction; Safety; Infrastructure Condition; System Reliability; Freight Movement and Economic Vitality; Environmental Sustainability;


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http://www.tnsmartway.com/

http://www.tnsmartway.com/



(23USC §150(b))


LU--2 Smart growth

Smart growth means building communities with housing and transportation choices near jobs, shops and schools. It concentrates growth in walkable urban centers to avoid sprawl and promotes compact, transit-oriented, pedestrian- and bicycle-friendly land use.

Congestion Reduction; Safety; Infrastructure Condition; System Reliability; Freight Movement and Economic Vitality; Environmental Sustainability;

TI Transit improvements

TI-1 Adding capacity to the transit systems

Capacity for transit systems can be further improved by increasing the fleet size, increasing accessibility to transit services, reducing the number of time spent at or between stops, and increasing speeds can allow more passengers to utilize these services. This strategy can take SOV's off the roadway and decrease congestion.

Congestion Reduction; System Reliability; Environmental Sustainability

TI-2 Electronic fare payment systems

This involves automatic trip payment through the use of noncash media, such as magnetically encoded fare cards. Increasingly, this method is coordinated with other systems so that one media works across various transit systems, or even for both transit and toll roads. This can make the transit mode more convenient and accessible.

Reduced Project Delivery Delays; System Reliability

TI-3 Realigning transit service schedules and stop locations

Optimizing transit schedules and increasing accessibility to transit services can increase efficiency and ridership rates. This reduces the number of SOV's in the transportation system.

Congestion Reduction; System Reliability

MATA Short Range Transit Plan

TI-4 Real-time transit information

Real-time information displays can increase convenience and reliability of transit services which are usually the major disadvantages of the mode.

Congestion Reduction; System Reliability

MATA Transit Signal Priority

GP General purpose lanes

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GP-1 New roadways and travel lanes

Additional roadways such as bypasses, ring roads, or smaller links to connect heavily traveled areas increases capacity and can reroute traffic around congested areas. Adding lanes to a road increases capacity which can effectively relieve congestion. This strategy can be very costly and have major impacts on the transportation network. Thus, this strategy should only be implemented when other strategies have been evaluated and cannot resolve the congestion problems.

Congestion Reduction; System Reliability; Freight Movement and Economic Vitality

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4 Measuring Congestion

In order to measure and manage congestion and improve mobility throughout the Memphis MPO region, performance measures were defined. The CMP is a continual process where performance measures are routinely updated to assess and monitor the performance of the transportation system. It is an ongoing, iterative process where existing and newly implemented strategies are frequently evaluated for their effectiveness. These performance measures will be incorporated into the development of the region’s Congestion Management report to evaluate system performance. This report will be published every other year. There will be occasions where detailed “before and after” measurements need to be performed in order to accurately measure a strategy’s effectiveness. These types of studies require more effort in collecting data to measure the improvement in mobility. The data collection may include intersection turning movement counts, travel time studies, speed studies, or public opinion surveys in order to benchmark conditions before and after the improvements are implemented. The use of performance measures intrinsically serve multiple purposes, including:

• Characterizing existing and anticipated conditions on the regional transportation system

• Tracking progress toward meeting regional objectives

• Identifying specific locations with congestion to address

• Assessing congestion mitigation strategies, programs, and projects

• Communicating system performance to decision makers, the public, and other stakeholder agencies

Multimodal performance measures were developed in order to assess system performance for various modes of travel. The several factors involved in determining the appropriate performance measures were the availability of data and the technical resources available to the MPO and its member jurisdictions. The following is a list of CMP performance measures. The rest of this section discusses each PM and how the metric can be calculated from the existing sources.

1. Volume to Capacity Ratio 2. Travel Time Index, Planning Index, and Buffer Index 3. Number of Crashes 4. Transit Passenger Trips and Bus On-Time Performance 5. Miles of Bike Lanes or Shoulders 6. Truck Hours of Delay

1. Volume to Capacity Ratio

Volume to capacity ratio is the ratio between traffic volumes on a roadway and the estimated capacity of the roadway. This performance can be used to help determine where strategic capacity enhancements can be implemented.

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The future volume to capacity ratio is a direct output from the Travel Demand Model (TDM). The TDM is a tool for forecasting impacts of developments on travel patterns, as well as testing various transportation alternative solutions to traffic patterns.

2. Travel Time Index, Planning Index, and Buffer Index

Travel Time Index, Planning Index, and Buffer Index can be used to determine the need for operational improvements and strategic capacity improvements. Travel Time Index is the ratio of the travel time during the peak period to the time required to make the same trip at free-flow speeds. A value of 1.3, for example, indicates a 20-minute free-flow trip requires 26 minutes during the peak period.

𝑇𝑟𝑎𝑣𝑒𝑙 𝑇𝑖𝑚𝑒 𝐼𝑛𝑑𝑒𝑥 =𝐴𝑐𝑡𝑢𝑎𝑙 𝑇𝑟𝑎𝑣𝑒𝑙 𝑇𝑖𝑚𝑒 𝐷𝑢𝑟𝑖𝑛𝑔 𝑃𝑒𝑎𝑘

𝑇𝑟𝑎𝑣𝑒𝑙 𝑇𝑖𝑚𝑒 𝐵𝑎𝑠𝑒𝑑 𝑜𝑛 𝐹𝑟𝑒𝑒 𝐹𝑙𝑜𝑤 𝑆𝑝𝑒𝑒𝑑

Planning Index is the ratio of travel time on the worst day of the month (95th percentile travel time) compared to the time required to make the same trip at free-flow speeds. A value of 1.8, for example, indicates a 20-minute free-flow trip requires 36 minutes during the worst peak period.

𝑃𝑙𝑎𝑛𝑛𝑖𝑛𝑔 𝐼𝑛𝑑𝑒𝑥 =95𝑡ℎ 𝑃𝑒𝑟𝑐𝑒𝑛𝑡𝑖𝑙𝑒 𝑇𝑟𝑎𝑣𝑒𝑙 𝑇𝑖𝑚𝑒

𝑇𝑟𝑎𝑣𝑒𝑙 𝑇𝑖𝑚𝑒 𝐵𝑎𝑠𝑒𝑑 𝑜𝑛 𝐹𝑟𝑒𝑒 𝐹𝑙𝑜𝑤 𝑆𝑝𝑒𝑒𝑑

Buffer Index is a measure of the reliability of travel service, and can be viewed as the extra time that travelers must add their average commute to ensure an on-time arrival most of the time. It is calculated as the ratio between the difference of the 95th percentile travel time and the average travel time divided by the average travel time.

𝐵𝑢𝑓𝑓𝑒𝑟 𝐼𝑛𝑑𝑒𝑥 =95𝑡ℎ 𝑃𝑒𝑟𝑐𝑒𝑛𝑡𝑖𝑙𝑒 𝑇𝑟𝑎𝑣𝑒𝑙 𝑇𝑖𝑚𝑒 − 𝐴𝑣𝑒𝑟𝑎𝑔𝑒 𝑇𝑟𝑎𝑣𝑒𝑙 𝑇𝑖𝑚𝑒

𝐴𝑣𝑒𝑟𝑎𝑔𝑒 𝑇𝑟𝑎𝑣𝑒𝑙 𝑇𝑖𝑚𝑒

Source: FHWA Traffic Congestion and Reliability

The Memphis MPO can use vehicle probe traffic data provided in the National Performance Management Research Data Set (NPMRDS) to calculate each index. The NPMRDS is a data set of roadway segment travel times binned in five minute intervals. This data set provided by FHWA on a monthly basis. The data includes travel time for all vehicles, passenger vehicles, and freight trucks; however, this data only covers the National Highway System (NHS).

3. Number of Crashes

Tracking the number of crashes on the region’s roadways is important for determining operational improvements to make roadways safer. The Memphis MPO has access to Tennessee DOT and Mississippi DOT ArcGIS crash data that can be used to track high-crash locations.

4. Transit Passenger Trips and Bus On-Time Performance

The number of transit passenger trips and bus on-time performance measures can be used to assess multimodal strategies throughout the region. MATA releases monthly performance measure reports that track passenger trips and on-time performance, among other metrics. The reports are available online at: http://www.matatransit.com/aboutus/insidemata/performance-measures/.

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http://www.ops.fhwa.dot.gov/congestion_report/

http://www.matatransit.com/aboutus/insidemata/performance-measures/


5. Miles of Bike Lanes or Shoulders

The Memphis MPO maintains an ArcGIS database that can be used to track bicycle infrastructure in the region and determine where enhancements can be made.

6. Truck Hours of Delay

Because of the region’s importance in the freight industry, truck delay should be a performance measure that is tracked by the MPO. The Memphis MPO could use the NPMRDS to create a freight truck travel time index to measure freight congestion.

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5 CMP Network

The Congested Network 5.1

This chapter provides a visual snapshot of congestion and mobility in the Memphis MPO Planning Area based on displaying current congestion, travel time reliability, safety and input from local practitioners and the general public. These maps help visualize some of the CMP performance measures, safety terminology and congestion concerns. The congested corridors are identified based on several factors, which include:

2010 Roadway Level of Service (LOS)

The operating Level of Service (LOS) E or F for a roadway is considered to be unacceptable system performance. In the travel demand model, LOS is determined using roadway characteristics based on number of lanes, median type, lane width, and functional class as well as time of day, roadway capacity, and traffic volume. Figure 5-1 on the following page exhibits the level of service for the AM Peak period.

Travel Time Reliability

Steps were taken to ensure the identification of the network includes measures that address system performance and reliability. Reliability is defined by the variability of travel times over a given period of time. To do so, travel time data was used to prepare a buffer index. The process of calculating a buffer index is explained in Chapter 4. Figure 5-2 below displays the buffer index for the AM Peak period from October 2013.

Crash Density

Crash data helps identify corridors or intersections with high levels of crash activity that cause non-recurring congestion. Figure 5-3 below is a map displaying the intensity of crashes per square mile for blocks within the region.

Public Comments

Comments received throughout the development of the plan were used to help identify congestion and safety concerns. Observational input was used to supplement technical data as it is important to develop a comprehensive snapshot of congestion and mobility in the region. See Figure 5-4.

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Level of Service (Existing Congested Network-2010) 5.1.1

Figure 5-1: 2010 Level of Service for AM Peak period.

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Travel Time Reliability 5.1.2

Figure 5-2: October 2013 Buffer Index - National Performance Management Research Data Set (NPMRDS)

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Safety 5.1.3

Figure 5-3: Crash data provided by TDOT and MDOT

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Public Comments 5.1.4

Figure 5-4: Locations of concern identified through public input

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6 Implementation

Potential Benefits of CMP Strategies 6.1

It is important to note that the CMP is an ongoing, iterative process. Once strategies are selected and implemented, their effectiveness can be evaluated to assess whether or not they addressed the congestion issues as intended. This is an important aspect of the CMP because it allows the stakeholders to discover what strategies have the potential to work best for the region. Although many of the strategies outlined in the toolbox have proven to be effective for many regions throughout the U.S., they may not yield similar results in the Memphis MPO region. Congestion management solutions are grouped into four categories:

1. Demand Management (DM) – Demand management strategies attempt to address congestion at the root of the problem by reducing the total number of vehicles on the road.

2. Operational Improvements (OP) – Operational improvements are geared toward improving the “supply side” of the transportation system. This means that the existing transportation system is improved so that mobility is enhanced.

3. Multimodal Strategies (MS) – Multimodal strategies aim to make various modes of transportation (e.g., walking, bicycling, and public transit) more attractive to a person than riding alone in a car. These strategies will reduce the number of single-occupant vehicles (SOV) on the road.

4. Strategic Capacity Enhancements (SC) – Strategic capacity enhancements are improvements aimed to increase the capacity of the roadway network.

Solutions from Categories 1 through 4 will be applied to each project, if applicable, until an acceptable LOS is achieved. This assumes that demand management is the preferred solution if possible, and that capacity enhancements (such as adding general purpose lanes) will be applied only if all other solutions do not resolve congestion. The following are the 10 categories identified as part of the CMP which are organized as they relate to the FHWA groupings. Demand Management

1. Smart growth and Land use 2. Commuter programs

Operational Improvements 3. Operational improvements & ITS 4. Incident management 5. Intersection improvements 6. Freight improvements

Multimodal Strategies 7. Transit improvements 8. Bicycle & Pedestrian facilities

Strategic Capacity Enhancements 9. General purpose lanes 10. Dedicated lanes

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For the majority of the solutions identified, an off model estimate of level of improvement will be used. The benefit to each congested corridor from each strategy will be estimated and reported in terms of improved travel speed, reduction in delay, or reduction in volume. Adding general purpose lanes along congested corridors will only be considered if congestion is not resolved using all other applicable strategies. For those roadways that need additional laneage to resolve congestion, an estimate of the total number of lanes will be provided.

Effectiveness of CMP Strategies 6.1.1

The ability of CMP strategies to reduce congestion varies greatly depending on a number of factors. To estimate the future level of effectiveness of these strategies, historic data from both local programs and from national research was reviewed. The following describes each strategy and the evaluation of its effectiveness. Demand Management

I. Smart growth and Land use Local governments play a crucial role in the development of the community through land use planning, zoning, and development ordinances. The Memphis and Shelby County Office of Planning and Development (OPD) developed the Unified Development Code (UDC) to guide future growth and development in the City of Memphis and the unincorporated areas of Shelby County. As is often the case with this type of ordinance, it will likely be used as a guide for other municipalities throughout the region. Best practices in Smart Growth involve developing areas of employment, shopping, and recreation with high concentrations of both workers and users. Dense mixed-use development generally corresponds well with high transit ridership. According to the Puget Sound Regional Vanpool Study conducted for the Puget Sound Regional Council, “change from Single Occupant Vehicles (SOV) to other modes becomes significant at higher densities of greater than 50 employees per gross acre. At densities greater than 125 employees per gross acre a majority of trips are made using modes other than SOV”. A study conducted by Portland State University shows a 0% to 5% decrease in single occupant vehicle use over the short term and a 0% to 10% decrease in SOV’s use over the long term where growth management strategies are used. A corresponding increase in transit use of 0% to5% may be realized using growth management strategies.

II. Commuter programs Ridesharing includes carpooling, vanpooling, guaranteed ride home programs, alternative work hours, telecommuting, paratransit services, and park and ride facilities. This strategy for reducing congestion may be employer based, government sponsored, or based on agreements between private individuals. There is an existing government-sponsored rideshare program in the metropolitan area maintained by the Shelby County Health Department. Based on transportation plans from other regions, the estimated percent reduction in single occupant vehicle use per worksite for carpooling and vanpooling was 1%-5% and 1%-2%, respectively. Commuter programs have the potential to reduce single occupant vehicle use

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across roadway functional types, but are usually most effective on arterial roadways and interstate/freeway facilities.

Operational Improvements

I. Operational improvements & ITS Operational improvements consist of access management, one-way street to two-way flow operation, constructing two-way left turn lanes, parking management, and weather or incident alerts for motorists. These type of improvements can be applied to arterial, collector and local roadways. The reduction in congestion that can be expected from these types of improvements varies greatly depending on the improvement strategy, roadway characteristics, traffic volume, and many other factors. Access management is a broad strategy which can include policies, design changes, and infrastructure that minimizes the number of driveways and intersecting roads on a corridor. This is accomplished by adding parallel roads, shared driveways, median barriers, and proper curb cuts. The operational benefit to facilities with access management is a reduction in delay and travel time. For example, a 10% to 15% reduction in travel time along a segment of arterial roadway can be realized by eliminating 20 access points per mile. Reducing or eliminating on-street parking can result in a reduction in delay and an increase in roadway capacity. The increase in roadway capacity with elimination of parking depends on the number of parking maneuvers per hour and the number of existing through lanes. For example, elimination of parking on a four lane collector roadway could increase capacity by 5% to 17%.

II. Intersection improvements

Traffic signals can be interconnected and coordinated to provide progression for motor vehicles along a corridor. Traffic signal coordination along urban signalized corridors can increase both capacity and free-flow speed. Based on traffic signal coordination projects implemented in the region, the average increase in travel speed was 3.5% to 5% for arterial roadways following signal interconnection and coordination. Intersection capacity can also be increased with the addition of exclusive lanes on intersection approaches for right and left turns. This allows for more free-flow movement of the through lanes at the intersection. The benefit of adding turn lanes at intersections depends heavily on the volume of turning vehicles and their opposing volume. Isolated intersection capacity could be improved by 10% to 25% with the addition of exclusive turn lanes.

III. Incident management Intersection improvement strategies could also provide tools to reduce the impact of non-recurring congestion, such as Incident Management. When crashes, disabled vehicles or other interruptions create congestion, the traffic surveillance and control systems could be equipped to provide information

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to the traffic control centers and allow the operators to either implement alternative signal timing or provide information to the motorists regarding alternative routes. Incident management is an effective tool for reduction of delays and non-recurring congestion subsequent to an incident. Incident management techniques have already been implemented on all of the interstate and freeway roadways throughout Shelby County. Therefore, it is assumed that the majority of the measurable benefits have already been realized for this strategy and no additional credits will be included for this strategy. This strategy will impact freight movements throughout the area. Since the majority of freight movements occur on the freeway and interstate system, the benefits of this strategy on freight movement are already being realized. Primary Incident Management benefits will be the continued ITS development and signalization improvements.

IV. Freight improvements A reduction in delay and congestion could be realized for truck freight by freight diversion or an increase in capacity on truck freight routes. An alternative to the truck freight mode in the region includes rail, waterways, and air. Capacity for freight rail systems can be increased by improving or adding to the infrastructure, increasing size of trains/rail cars, increasing rolling stock, and allowing for higher speeds and more efficient operations. To be effective for a reduction in truck freight congestion in this region, these types of improvements must be implemented across a regional or national rail network. Depending on the location, type, and frequency of intermodal operations, freight diversion to rail could potentially result in an increase in delay due to intermodal operations. Freight diversion to waterways is limited due to the type of bulk commodity that is generally shipped using this mode. Because of these issues, the effectiveness of truck freight related congestion management strategies is limited to increases in capacity of truck freight routes. Capacity enhancements related to freight include intersection and operational improvements to reduce delay, ITS applications, dedicated lanes, and ultimately adding general purpose lanes. These strategies are applied to interstates/freeways and arterial roadways identified as truck routes.

Multimodal Strategies

I. Transit improvements According to the Puget Sound Regional Vanpool Market Study completed by the Puget Sound Regional Council, depending upon the type, amount, and cost of increased service, up to a 5% reduction in area-wide VMT can be expected with enhanced transit service. These enhancements include increased frequency of service, decreased wait times, and decreased travel time. Improvement in transit service in the Memphis MPO region is likely to have less impact on the overall congestion on the roadways. It is anticipated that improved transit service or expansion would reduce area-wide traffic volumes on the roadway by less than 2%.

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II. Bicycle & Pedestrian facilities Non-motorized transportation generally consists of walking and bicycling. The Memphis MPO’s updated Regional Bicycle and Pedestrian Plan provides a ranking of corridors in need of bicycling and walking facilities. For the CMP, a factor was applied to a reduction of vehicles based on a study conducted by the Comsis Corporation. The study found that by increasing the walk and bike mode share by 1%, commute trips would approximately be reduced by 0.5% and 0.9%, respectively.9

Strategic Capacity Enhancements

III. Dedicated lanes A number of studies have been completed regarding the impact of High Occupancy Vehicle (HOV) lanes on vehicle occupancy. For studies that have before and after data, there was an average 13% increase in vehicle occupancy. If the number of person trips remains the same, this increase in vehicle occupancy has the effect of reducing the number of vehicles on the roadway. The effectiveness of this strategy depends on the level of congestion on the existing general purpose lanes. HOV and bus bypass lanes and ramps are facilities used to improve the travel time associated with high occupancy vehicles. In the Memphis area, HOV lanes have been considered a method to increase vehicle occupancy on an interstate type facility. Used alone, these lanes are effective for commuters arriving from suburban areas. As HOV’s attempt to enter or exit the HOV lanes, friction between HOV’s and other vehicles in the general-purpose lanes occur as these vehicles move toward the access points to the freeway system. This problem is made worse as the interchange density increases. Several methods have been developed to address this issue. These include HOV and bus bypass lanes and ramps. These exclusive facilities enable HOV’s to access the freeway system without encountering delay either by providing direct exclusive access to the freeway system or by providing separate non-metered ramps. These strategies are effective in increasing HOV use when coupled with other HOV strategies.

IV. General purpose lanes This strategy has the potential to have the most impact on congestion relief. It also will likely have the highest cost and will tend to negatively impact vehicle miles traveled (VMT) and, in some cases, emissions. Therefore, the addition of general purpose lanes is considered only after all of the other strategies have been evaluated and found to be ineffective. In some cases, where the other strategies will not provide the needed level of congestion relief, the addition of general purpose lanes will be required.

9 Comsis Corportation. Implementing Effective Travel Demand Management Measures: Inventory of Measures and Synthesis of Experience. FHWA. 1993.

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7 List of Figures

Figure 1-1: Memphis MPO Regional Transportation Plan (RTP) Process Model ........................................................3 Figure 1-2: Ozone (O3) Non-Attainment Area ...........................................................................................................6 Figure 1-3: Carbon Monoxide (CO) Maintenance Area ..............................................................................................6 Figure 1-4: FHWA Congestion Management Process Model .....................................................................................7 Figure 1-5: Community Remarks Webpage ................................................................................................................8 Figure 2-1: Memphis MPO Planning Area ..................................................................................................................9 Figure 2-2: National Congestion Comparison.......................................................................................................... 10 Figure 2-3: Causes of Congestion in the United States ........................................................................................... 11 Figure 2-4: 2013 Average Annual Daily Traffic ........................................................................................................ 12 Figure 2-5: Daily Vehicle Miles Traveled per capita (1982-2011) ............................................................................ 13 Figure 2-6: Flooded roadways – Shelby County, TN Office of Preparedness .......................................................... 14 Figure 2-7: 2012 Regional Freight Movements ....................................................................................................... 15 Figure 2-8 Fixed Transit Route System .................................................................................................................... 16 Figure 2-9: 2012 Sub-Recipient Service Data - National Transit Database ............................................................. 17 Figure 2-10: Bicycle & Pedestrian Facilities in the Region ....................................................................................... 17 Figure 3-1: MAP-21 National Performance Goals ................................................................................................... 19 Figure 3-2: Congestion Management Strategy Toolbox .......................................................................................... 20 Figure 5-1: 2010 Level of Service for AM Peak period. ........................................................................................... 36 Figure 5-2: October 2013 Buffer Index - National Performance Management Research Data Set (NPMRDS) ...... 37 Figure 5-3: Crash data provided by TDOT and MDOT ............................................................................................. 38 Figure 5-4: Locations of concern identified through public input ........................................................................... 39

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8 Acronyms

ADA - Americans with Disabilities Act of 1990: A wide-ranging civil rights law that prohibits discrimination based on disability. Requires covered employers to provide reasonable accommodations to employees with disabilities, and imposes accessibility requirements on public accommodations.

ADT - Average Daily Traffic: The number of vehicles passing a fixed point in a day, averaged over a number of days. The number of count days included in the average varies with the intended use of data.

AMPO - Association of Metropolitan Planning Organizations: A national nonprofit membership organization serving the interests of metropolitan planning organizations nationwide.

AVL - Automatic Vehicle Location: A means for automatically determining and transmitting the geographic location of a vehicle. This data, from one or more vehicles, may then be collected by a vehicle tracking system for a picture of vehicle travel.

AVO - Average Vehicle Occupancy: The ratio of person trips to vehicle trips; often used as a criteria in judging the success of trip reduction programs.

AVR - Average Vehicle Ridership: The number of employees scheduled to start work during specified hours divided by the number of vehicles arriving at the site during those same hours.

CAAA - Clean Air Act Amendments: 1990 amendments to the federal Clean Air Act which classify non-attainment areas and provide for rules dealing with air pollution in such areas; specifically brought transportation decisions into the context of air quality control.

CCTV - Closed Circuit Television: The use of video cameras to transmit a signal to a specific place, on a limited set of monitors. The signal is not openly transmitted. Most often refers to surveillance in areas that need monitoring.

CMAQ - Congestion Mitigation and Air Quality Improvement Program: A Categorical funding program created under ISTEA, which directs funding to projects that contribute to meeting national air quality standards in non-attainment areas.

CMP - Congestion Management Process: A systematic process required under MAP-21 for all TMAs that shall address congestion management through the metropolitan planning process that provides for effective management and operation, based on a cooperatively developed and implemented metropolitan-wide strategy of new and existing transportation facilities eligible for funding under title 23 and chapter 53 of title 49 through the use of travel demand reduction and operational management strategies. The CMP is required under 23 CFR 500.109 and shall include methods to monitor and evaluate the performance of the multimodal transportation system, identify causes of congestion, identify and evaluate alternative actions, provide information supporting the implementation of actions, and evaluate the efficiency and effectiveness of implementation actions. The CMP is periodically reviewed for efficiency and effectiveness of the implemented strategies, the results of this

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evaluation shall be provided to decision-makers to provide guidance on selection of effective strategies for future implementation purposes.

CO - Carbon Monoxide: Colorless, odorless, tasteless gas that is toxic to humans.

DARTS - Delta Area Rural Transit System: A regional transportation system that operates throughout a 7 county region of Mississippi. DARTS operates over 28 multi-passenger vehicles that connect people with jobs, shopping, and wide variety of uses.

DMS - Dynamic Message Sign: An electronic traffic sign often used on roadways to give travelers information about special events. Such signs warn of traffic congestion, accidents, incidents, roadwork zones, or speed limits.

DOT - Department of Transportation: Agency responsible for transportation at the local, state, or federal level. For title 23 U.S.C. federal-aid highway actions, this would mean the Federal Highway Administration and for federal-aid transit actions under title 49 U.S.C., this would mean the Federal Transit Administration.

EIS - Environmental Impact Statement: A National Environmental Policy Act (NEPA) document that explains the purpose and need for a project, presents project alternatives, analyzes the likely impact of each, explains the choice of a preferred alternative, and finally details measures to be taken in order to mitigate the impacts of the preferred alternative.

EPA - Environmental Protection Agency: An agency of the U.S. federal government which was created for the purpose of protecting human health and the environment.

ETC - Engineering and Technical Committee: A standing committee represented by all Engineers of the jurisdictions in the metropolitan planning organizations (MPOs); function is to provide advice on plans or actions of the Memphis MPO from planners, engineers and other staff members (not general public).

Environmental Justice: Describes the impact of transportation plans or projects, either positive or negative, on a particular community or population. Derived from Title VI of the Civil Rights Act of 1964, Environmental Justice strives to ensure public involvement of low income and minority groups in decision making, to prevent disproportionately high and adverse impacts on low income and minority groups, and to assure that these groups receive equal benefits from transportation improvements.

FAF - Freight Analysis Framework: Integrates data from a variety of sources to create a comprehensive picture of freight movement among states and major metropolitan areas by all modes of transportation.

FHWA - Federal Highway Administration: Division of the U.S. Department of Transportation responsible for administrating federal highway transportation programs under title 23 U.S.C..

Fiscal Constraint: A requirement, originally of ISTEA, that all plans be financially – constrained, balanced expenditures to reasonably expected sources of funding over the period of the TIP or RTP.

FTA - Federal Transit Administration: Federal entity responsible for transit planning and programs under title 49 U.S.C.

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Functional Classification: Functional classification is the process by which streets and highways are grouped into classes, or systems, according to the character of service they are intended to provide. Basic to this process is the recognition that individual roads and streets do not serve travel independently in any major way. Rather, most travel involves movement through a network of roads. It becomes necessary then to determine how this travel can be channelized within the network in a logical and efficient manner. Functional classification defines the nature of this channelization process by defining the part that any particular road or street should play in serving the flow of trips through a highway network.

HOT - High Occupancy Toll: A type of HOV lane that allows vehicles that don’t qualify as HOV to pay a fee in order to access the lane.

HOV - High Occupancy Vehicle: In Texas, vehicles carrying two (2) or more people receive this designation and may travel on freeways, expressways and other large volume roads in lanes designated for high occupancy vehicles.

IMS - Incident Management System: A systematic process required under SAFETEA-LU to provide information on accidents and identify causes and improvements to the Transportation system to increase safety of all users.

ISTEA - Intermodal Surface Transportation Efficiency Act of 1991: A U.S. federal law that presented an overall intermodal approach to highway and transit funding with collaborative planning requirements, giving significant additional powers to metropolitan planning organizations.

ITS - Intelligent Transportation System: Use of computer and communications technology to facilitate the flow of information between travelers and system operators to improve mobility and transportation productivity, enhance safety, maximize the use of existing transportation facilities, conserve energy resources and reduce adverse environmental effects; includes concepts such as “freeway management systems,” “automated fare collection” and “transit information kiosks.”

LOS - Level of Service: A qualitative assessment of a road’s operating condition, generally described using a scale of A (little congestion) to E/F (severe congestion).

MAP-21 - Moving Ahead for Progress in the 21st Century Act: A funding and authorization bill to govern United States federal surface transportation spending.

MATA - Memphis Area Transit Authority: The public transit agency for the Memphis urban area.

MDOT - Mississippi Department of Transportation: State agency responsible for transportation issues in Mississippi.

MPA - Metropolitan Planning Area: The geographic area for which the MPO conducts planning activities.

MPO - Metropolitan Planning Organization: The forum for cooperative transportation decision-making; required for urbanized areas with populations over 50,000.

NEPA - National Environment Policy Act: A U.S. environmental law that established a national policy promoting the enhancement of the environment.

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NHS - National Highway System: Consists of major roadways important to the nation’s economy, defense, and mobility. This includes: interstate, other principal arterials, strategic highway network, major strategic highway network connectors, and intermodal connectors. The NHS was developed by the Department of Transportation (DOT) in cooperation with the states, local officials, and metropolitan planning organizations (MPOs).

NPMRDS - National Performance Research Data Set: A national data set containing varied information related to per vehicle travel.

O3 - Ozone: A gas that is formed from dioxygen by the action of ultraviolet light and also atmospheric electric charges. It is present in low concentrations throughout the Earth’s atmosphere.

Officials: Are people who have governmental decision-making, planning or administrative responsibilities that relate to MPO activities.

PM - Performance Measure: A tool to help organizations understand, manage, and improve upon what they do. Used as a way to evaluate performance.

PMS - Pavement Management System: A systematic process utilized by state agencies and MPOs to analyze and summarize pavement information for use in selecting and implementing cost-effective pavement construction, rehabilitation, and maintenance programs; required for roads in the National Highway System as a part of ISTEA; the extent to which the remaining public roads are included in the process is left to the discretion of state and local officials; criteria found in 23 CFR Part 500

Public Participation: Is an integral part of a planning or major decision-making process. It provides opportunities for the public to be involved with the MPO in an exchange of data and ideas. Public participation offers an open process in which the rights of the community, to be informed to provide comments to the Government and to receive a response from the Government, are met through a full opportunity to be involved and to express needs and goals.

ROW - Right-of-Way: Real property that is used for transportation purposes; defines the extent of the corridor that can be used for the road and associated drainage.

RTP - Regional Transportation Plan (Long Range Transportation Plan): A 20 year forecast plan required of state planning agencies and MPOs; which must consider a wide range of social, environmental, energy, and economic factors in determining overall regional goals and consider how transportation can best meet these goals.

SAFETEA-LU - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users: a funding and authorization bill that governed United States federal surface transportation spending.

SCCMP - Shelby County Congestion Management Program: The local congestion management plan for Shelby County, TN.

SMP - Statewide Mobility Plan: TDOT and MDOT 10 year plan for adding capacity to the transportation system using the Mobility Category Funds of Federal and State Transportation funding.

SOV - Single-Occupant Vehicle: A privately operated vehicle whose only occupant is the driver.

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SPP - Statewide Preservation Plan: TDOT and MDOT 10 year plan for maintaining the Transportation system using the preservation categories of Federal and State Transportation funding.

STIP - State Transportation Improvement Program: A statewide prioritized listing/program of transportation projects covering a period of four years that is consistent with the long-range statewide transportation plan, metropolitan transportation plans, and TIPs, and required for projects to be eligible for funding under title 23 U.S.C. and title 49 U.S.C. Chapter 53.

STP - Surface Transportation Program: Provides funds to states and localities for projects on any roads that are not classified as minor local or rural collectors. Requires non-federal share of 20%.

TDM - Travel Demand Model: This is a tool for forecasting impacts of urban developments on travel patterns as well as testing various transportation alternative solutions to traffic patterns. The travel patterns are determined from US census results and in simple terms tell where residents live and where they go to work or school on a regional wide basis.

TDOT - Tennessee Department of Transportation: State agency responsible for transportation issues in Tennessee.

TIM - Traffic Incident Management: A planned and coordinated multi-disciplinary process to detect, respond to, and clear traffic incidents so that traffic flow may be restore as safely and quickly as possible.

TIP - Transportation Improvement Program: A priority list of transportation projects developed by a metropolitan planning organization that is to be carried out within the four (4) year period following its adoption; must include documentation of federal and state funding sources for each project and be consistent with adopted MPO long range transportation plans and local government comprehensive plans.

TMA - Transportation Management Area: An area designated by the U.S. Department of Transportation given to all urbanized areas with a population over 200,000 (or other area when requested by the Governor and MPO); these areas must comply with special transportation planning requirements regarding congestion management systems, project selection and certification.

TOC - Traffic Operations Center: A control center that acts as a hub for the operations of the city traffic network.

TPB - Transportation Policy Board: The forum for cooperative decision-making on transportation related matters. All meetings of the TPB are open to the public. The TPB is comprised of the principal elected officials of the governmental jurisdictions participating in the Memphis urban area transportation planning process, along with the chairpersons of the major providers of local and regional transportation facilities.

Transportation Enhancements: Specific activities which can be funded with Surface Transportation Program (STP) funds; activities include pedestrian/bicycle facilities, acquisition of scenic easements and scenic historic sites, scenic or historic highway programs, scenic beautification, historic preservation, rehabilitation/operation of historic transportation structures, railway corridor preservation, control/removal of outdoor advertising, archeological planning/research and mitigation of highway runoff water pollution.

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Transportation Demand Management: The application of strategies and policies to reduce travel demand (specifically that of single-occupancy private vehicles), or to redistribute this demand in space or time.

TSM - Transportation Systems Management: Strategies to improve the efficiency of the transportation system through operational improvements such as the use of bus priority or reserved lanes, signalization, access management, turn restrictions, etc.

UPWP - Unified Planning Work Program: Developed by Metropolitan Planning Organization (MPOs); identifies all transportation and planning activities anticipated within the next one to two years, including a schedule for the completion of the identified tasks and activities.

USC - United States Code: A consolidation and codification by subject matter of the general and permanent laws of the United States. It is prepared by the Office of the Law Revision Council of the United States House of Representatives.

V/C Ratio Volume over Capacity Ratio: This is a roadway performance measure to show how a highway volume compares with a highway‘s capacity.

VMT - Vehicle Miles Traveled: This is an output of the travel demand model and is a measure of traffic flow over a highway segment.

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Memphis, TN 38103

901.576.7190 (phone)

901.576.7272 (fax)

www.memphismpo.org

www.memphismpo.org

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Memphis Urban Area Metropolitan Planning Organization (MPO)

Congestion Management Process: Appendix

July 27, 2015 DRAFT

DRAFT

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Memphis, TN 38103

901.576.7190 (phone)

901.576.7272 (fax)

www.memphismpo.org

www.memphismpo.org

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Thisdocumentisavailableinaccessibleformatswhenrequestedten(10)calendardaysin

advance.

This document was prepared and published by the Memphis Urban Area Metropolitan

PlanningOrganization(MPO)andispreparedincooperationwithandfinancialassistance

from the followingpublic entities: theFederalTransitAdministration (FTA), theFederal

Highway Administration (FHWA), the Tennessee Department of Transportation (TDOT),

the Mississippi Department of Transportation (MDOT), as well as the City of Memphis,

Shelby County, Tennessee and DeSoto County, Mississippi. This financial assistance

notwithstanding,thecontentsofthisdocumentdonotnecessarilyreflecttheofficialview

orpoliciesofthefundingagencies.

It is the policy of the Memphis Urban Area Metropolitan Planning Organization

(MPO) not to discriminate on the basis of age, sex, race, color, national origin or

disabilityinitshiringoremploymentpractices,orinitsadmissiontooroperations

ofitsprogram,services,oractivities.

AllinquiriesforTitleVIand/ortheAmericanDisabilitiesAct,contactMitchellLloyd

at901‐576‐[email protected].

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TABLE OF CONTENTS

1 Appendix A: Plan Development ....................................................................................... 3

CMP Best Practices Review ........................................................................................................................3

1.1

Outreach .....................................................................................................................................................8

1.2

2 Appendix B: Existing Strategies ...................................................................................... 15

3 Appendix C: Safety and Operational Audits ................................................................... 21

Goodman Road from I-55 to Lamar Ave (US-78) ..................................................................................... 22

3.1

Lamar Avenue from Crump Boulevard/I-55 Interchange to American Way ........................................... 25

3.2

Poplar Avenue from Mendenhall Road to Germantown Road ............................................................... 31

3.3 Germantown Parkway from Walnut Grove to US-64 .............................................................................. 36

3.4 Summer Avenue (US-70) from East Parkway to Elmore Road ................................................................ 40

3.5 US 51 from Veterans Parkway to SR 385 ................................................................................................. 47

3.6 Other Locations ....................................................................................................................................... 55 3.74 Appendix D: List of Figures ............................................................................................ 58

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RESOLUTION

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1 Appendix A: Plan Development

CMP Best Practices Review

1.1

One of the first tasks of the CMP development was to review the CMPs of other MPOs nationwide. This task was completed in order to determine best practices that MPOs are performing during the congestion management process. The study team reviewed the following organization’s CMPs:

1. Atlanta Regional Commission (ARC), Atlanta, Georgia 2. Capital Area Metropolitan Planning Organization (CAMPO), Austin, Texas 3. Capital District Transportation Committee (CDTC), Albany, New York 4. Southwestern Pennsylvania Commission (SPC), Pittsburgh, Pennsylvania 5. Puget Sound Regional Council (PSRC), Seattle, Washington 6. Delaware Valley Regional Planning Council (DVRPC), Philadelphia, Pennsylvania 7. Baltimore Metropolitan Council (BMC), Baltimore, Maryland 8. Wilmington Area Planning Council (WILMAPCO), Wilmington, Delaware 9. Nashville Area Metropolitan Planning Organization, Nashville, Tennessee 10. East-West Gateway Council of Governments, St. Louis, Missouri

Each CMP was studied and summarized with respect to the CMP Process Model. The Process Model is discussed in FHWA’s Congestion Management Process: A Guidebook, dated April 2011. The Process Model steps are listed below, with explanations for each step as shown in the FHWA document.

1. Develop Regional Objectives for Congestion Management – First, it is important to consider, “What is the desired outcome?” and “What do we want to achieve?” It may not be feasible or desirable to try to eliminate all congestion, and so it is important to define objectives for congestion management that achieve the desired outcome. Some MPOs also define congestion management principles, which shape how congestion is addressed from a policy perspective.

2. Define CMP Network – This action involves answering the question, "What components of the transportation system are the focus?", and involves defining both the geographic scope and system elements (e.g., freeways, major arterials, transit routes) that will be analyzed in the CMP.

3. Develop Multimodal Performance Measures – The CMP should address, "How do we define and measure congestion?" This action involves developing performance measures that will be used to measure congestion on both a regional and local scale. These performance measures should relate to, and support, regional objectives.

4. Collect Data/Monitor System Performance – After performance measures are defined, data should be collected and analyzed to determine, “How does the transportation system perform?” Data collection may be on-going and involve a wide range of data sources and partners.

5. Analyze Congestion Problems and Needs – Using data and analysis techniques, the CMP should address the questions, “What congestion problems are present in the region, or are anticipated?” and “What are the sources of unacceptable congestion?”

6. Identify and Assess Strategies – Working together with partners, the CMP should address the question, “What strategies are appropriate to mitigate congestion?” This action involves both identifying and assessing potential strategies, and may include efforts conducted as part of the MTP, corridor studies, or project studies.

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7. Program and Implement Strategies – This action involves answering the question, “How and when will solutions be implemented?” It typically involves including strategies in the MTP, determining funding sources, prioritizing strategies, allocating funding in the TIP, and ultimately, implementing these strategies.

8. Evaluate Strategy Effectiveness – Finally, efforts should be undertaken to assess, “What have we learned about implemented strategies?” This action may be tied closely to monitoring system performance under Action 4, and is designed to inform future decision making about the effectiveness of transportation strategies.

The following sections summarize best practices of each MPO, categorized by the CMP Process Model steps. The best practices may not be immediately implementable by the Memphis MPO, but they should be considered for future CMP updates.

Atlanta Regional Commission (ARC), Atlanta, Georgia

CMP Process Model Step Best Practices

Define CMP Network • Incorporates roads that have previously been ID as congested through

public outreach or analysis

Collect Data / Monitor System Performance

• Moving towards greater reliance on observed system performance rather than solely on regional TDM as primary tool for assessing congestion

• Analyzes crash data to address non-recurring causes of congestion • Data from CMP indicates and helps ID where specific corridor studies are

needed Identify and Assess

Strategies • Projects prioritized based on weighted criteria (i.e. Freight Friendly (10%),

Economic Growth (10%), Environment (20%) and Connectivity (20%)

Capital Area Metropolitan Planning Organization (CAMPO), Austin, Texas


Develop Regional Objectives for Congestion Management

• Utilizes a 2 year cycle in which 4 steps are revisited; CMP network validation/update, data collection and analysis, CM strategy selection, monitoring implemented strategies

Develop Multimodal Performance Measures

• Measures Bus on-time performance • Also looks a reliability and variability of congestion

Analyze Congestion Problems and Needs

• Meetings with Bottleneck Committee to ID areas of concern

Identify and Assess Strategies

• Measures that could be particularly useful within the regional Memphis context include: Access Management, Bicycle Improvements, Freight Movement Management, Incident Management, Intersection Improvements, Land Use Planning, Multi-Modal Facilities, Traffic Calming, and Transit Improvements

Program and Implement Strategies

• Integration with TIP, RTP and Bottleneck Committee • IDs which projects are most cost effective

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Evaluate Strategy Effectiveness

• Implemented strategies tracked for performance and reported in a Roadway Congestion Analysis

• Uses ITS systems to monitor CMP network to understand effectiveness of strategies

Capital District Transportation Committee (CDTC), Albany, New York



• Congestion reduction important but not preeminent goal of transportation planning in region, congestion reduction must be balanced with multiple planning objectives

• Limit “excess” delay encountered with movement of goods, people and services


• Identifies Critical Congested Corridors (CCCs) to estimate excess delay • Formed Working Group B, a task force to address non-recurring delay

Analyze Congestion Problems and Needs

• Compares and analyzes data regarding patterns of congestion with other agencies


• Utilizes Management and Operations strategies in line with livability goals to minimize construction of new roads, strengthen existing infrastructure and address travel time reliability problems


• Works with State DOT and other stakeholders to ensure project design is consistent with description used when project evaluated for TIP

Southwestern Pennsylvania Commission (SPC), Pittsburgh, Pennsylvania


General • CMP is online and can be regularly updated • CMP website provides a glossary of terms for public understanding • Webpage for every major corridor in network

Define CMP Network • Defined in cooperation with interagency task force made up of

transportation officials in the region Identify and Assess

Strategies • 4 major categories in its “congestion management toolbox:” Demand

Management, Operational Improvements, Modal Options, Capacity

Puget Sound Regional Council (PSRC), Seattle, Washington


General • Evaluates strategies in TDM and carries out a cost-benefit analysis, makes

comparisons of alternatives in model before implementing

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• Fully integrated with the RTP and TIP measuring the multimodal transportation system

• Continually adding PMs or data collection efforts to facilitate ongoing CMP cycle

Define CMP Network • 12 sub-areas for analysis providing framework to better facilitate local and

corridor analysis of robust data


• 5 PMs for Transit: General roadway congestion, Re-entry congestion, High-volume loading, Mobility device loading congestion, Bas queuing congestion


• Obtain Bike/Ped data as part of data collection


• Metrics utilized to assess an alternative’s effect on mobility: time savings, improved reliability benefits, vehicle operating and ownership, benefits, other user benefits

• Operational Improvements: Geometric changes and bottleneck alleviation, Access management, Traffic signalization, Reversible lanes

• Alternative Mode Support Strategies: Public education and promotion


• Selection of congestion management strategies is completely intertwined with the selection of the ‘preferred alternative’ as part of their RTP

• Report card tracks project implementation by SMART corridor • List of planned investments by SMART corridor and project completion

tracked TIP database

Delaware Valley Regional Planning Council (DVRPC), Philadelphia, Pennsylvania

CMP Process Model Step Best Practices General • Includes list of potential funding sources to implements strategies


• Manages growth and supports centers through multi-nodal, multi-modal and mixed-use development


• Prioritizes denser and mixed-use land development to support transit ridership


• Strategies structured well; 1. Operational Improvements, TSM and ITS, 2. TDM, Policy Approaches and Smart Transportation, 3. Public Transportation Improvements and New Investments, 4. Road Improvements and New Roads, 5. Goods Movement

• CMP identifies low-cost, proactive strategies that can be implemented in the entire region

• Input from CMP Advisory Committee • Criteria analysis used to tailor strategies to local conditions for each sub-

corridor

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CMP Process Model Step Best Practices Program and Implement

Strategies • CMP analysis contributes to the selection of corridor studies and other

follow up tasks

Baltimore Metropolitan Council (BMC), Baltimore, Maryland

CMP Process Model Step Best Practices Develop Regional Objectives for Congestion Management

• Accessible real-time multi-modal transportation network condition data and predictions of future conditions


• For transit: ratio of bus to auto speed

Wilmington Area Planning Council (WILMAPCO), Wilmington, Delaware


General • Interactive Maps • Section on future action and next steps • Glossary for general public


• Systems approach to ID and address congestion in the region • Congestion seen more in regional context especially how slight changes at

specific locations can impact operation of transportation system as a whole


• Intersection delay/LOS for AM and PM peak periods • Website includes interactive maps showing performance measures


• Mode shift from auto to other modes throughout region where possible


• Developed a process to score and rank projects for funding • Weights distribution criteria to select and rank projects

Nashville Area Metropolitan Planning Organization, Nashville, Tennessee


General • Integrated in to Planning process, extensive multimodal mobility strategies

toolbox


• Encourage measures to reduce VMT such as transit, HOV, mixed land use patterns, parking management

• Integrate PMs, functional standards and strategies from the CM system into RTP

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• PMs includes Future Average Route Speed: mode projections, including land use data, pop and employment that are inputs from land use model into TDM and then CMP

• 2 tiered system: Tier 1 screens if PM has been exceeded and triggers “congestion alarm;” Tier 2 is a detailed study to determine the extent, nature and cause of congestion and to ID appropriate tools to manage congestion


• Great strategies toolbox that emphasizes balanced, multi-modal approach


• 2 tiered system IDs magnitude of problem and IDs possible process/ program for solution

East-West Gateway Council of Governments, St. Louis, Missouri


General • Stresses the importance of non-recurring congestion and Incident

Management


• One of the PMs under Regional Freeway Network is Incident response and clearance time

• One of the PMs under Multimodal measures is Multimodal trails (could be useful considering the development of the Mid-South Greenprint Plan under development)


• Uses ITS system to collect real time data for freeways and arterials; sensors provide speed travel time, volume and occupancy data


• Strategies in the CMP are a resource of multi-model congestion mitigation strategies for the TIP

Evaluate Strategy Effectiveness

• Strategy effectiveness evaluation- a project level analysis of before and after conditions for mitigation strategy

Outreach

1.2

The CMP’s development was driven by stakeholder participation and public input. During the project, stakeholders worked together to provide guidance and vision for the congestion management process. Additionally, the study team used different channels to obtain public input on specific concerns throughout the region.


At the start of the project, a Congestion Management Process Steering Committee comprised of federal, state and local officials was formed to guide the development of the CMP. Supplemental input was gathered through one-on-one meetings with regional partners to ascertain their perspective on congestion and mobility. Further information concerning the status of congestion related projects was gathered. Additionally, a Performance

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Measure (PM) workshop was held on October 2, 2014. At the PM workshop, the Steering Committee reviewed PMs used by Tennessee DOT and Mississippi DOT, reviewed notable PMs used by other MPOs, and discussed and proposed PMs to be used in the CMP. The performance measures used for the CMP are discussed later in the document.


• Mississippi DOT • Shelby County • City of Memphis Engineering Division • Shelby County Air Quality Improvement • MATA • Tennessee DOT Office of Community Planning • West Memphis MPO • Memphis Urban Area MPO • City of Bartlett • Marshall County Industrial Development Authority • Fayette County Planning and Development • Tennessee DOT • Tennessee Highway Patrol • City of Memphis Fire Department • Shelby County Office of Preparedness • DeSoto County Planning Department • Town of Collierville • FHWA DOT

Public Input

Mobility Summit On October 23, 2014, a “Mobility Summit” was held at the Salvation Army Kroc Center in Memphis, Tennessee. The summit was an important component in the development of the CMP, as it allowed the MPO to engage the public by giving them the opportunity to elaborate on issues specifically concerning mobility and congestion that exist throughout the region. During the summit, participants were asked to identify what mobility means to them. They defined mobility as the ability to conveniently and safely get from point A to Z, including access to medical facilities, shopping, work, school, home, and worship. The participants considered all modes of transportation, including pedestrian, bicycle, motor vehicle, and transit. During the summit, the group focused on the region’s “Livability Corridors.” The Livability Corridors are:

• Airways Boulevard • Lamar Avenue • Austin Peay Highway • Park Avenue • Germantown Parkway • Summer Avenue • Goodman Road • Union Avenue/Walnut Grove Road • US Route 51 • US Route 72/Poplar Avenue • US Route 61 • Winchester Road • US Route 64/Stage Road • Shelby Drive • Houston Levee Road

While each corridor received unique responses, there were a number of common themes, including:

• Improving safety for all modes of travel

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• Increasing and improving access to transit • Adding sidewalks and improving existing sidewalks • Adding and improving all pedestrian facilities • Reducing congestion • Adding and improving bicycle lanes

Comments that were specific to each corridor are shown in the following table:

Corridor Attendee Comments

Airways Boulevard

• Heavy 18-wheel truck traffic contributes to the safety concerns, especially on the southern route.

• Greyhound Bus Station requires aesthetic and functional improvements, including better traveler information.

• The corridor’s infrastructure needs maintenance and improvements, but new infrastructure is not needed.

• Airways Boulevard needs sidewalks.

Austin Peay Highway

• Safety concerns exist for both pedestrians and motorists throughout this corridor. • A lack of sidewalks on Austin Peay Highway and Covington Pike contributes to the safety

concerns. • Corridor requires bicycle lanes to improve rider safety.

Germantown Parkway

• Events at the Agricenter lead to congestion. • Heavy traffic exists throughout the corridor, and travels at high speeds. • Wide streets put crossing pedestrians at risk.

Goodman Road • Traffic signalization timing needed to increase mobility. • Congestion along Goodman Road is a primary area of concern. • Pedestrian safety needs improvement.

Lamar Avenue • Heavy 18-wheel truck traffic contributes to the safety concerns. • Pedestrian and motorist safety improvements are necessary. • Lamar Avenue needs additional bus pull-offs.

Park Avenue

• Pedestrian and bicyclist mobility and safety need improvement. • Corridor needs bike lane improvements and additions. • Heavy congestion is dangerous for pedestrians at crosswalks. • Shopping centers and University of Memphis traffic increase congestion.

Summer Avenue

• Lack of pedestrian facilities creates safety issues. • Bike lanes require maintenance. • Parking lot access along Summer Avenue needs improvement to help pedestrian safety.

Union Avenue / Walnut Grove

Road

• Heavy congestion during peak hours. • Pedestrian and bicyclist safety is a primary concern. • Pedestrian access and facilities are needed, including disability access. • Bus pull-offs needed. • Traffic signal timing needs improvement.

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Corridor Attendee Comments

US Route 51 • The corridor needs continuous pedestrian infrastructure. • Mississippi commuters require increased public transit to Shelby County. • Crosswalk visibility needs to be improved.

US Route 61

• Freight corridor needs improvements along US 61. • Casinos and development are increasing traffic along the corridor. • Pedestrians need safer access to transit. • Mississippi commuters require increased public transit to Shelby County.

US Route 64 / Stage Road

• Corridor needs pedestrian facilities. • Lack of safe and usable sidewalks limits the access to transit. • Sidewalks need curb ramps to improve access for people with disabilities. • Covington Pike and Hollywood Street intersection requires general mobility

improvements.

US Route 72 / Poplar Avenue

• Large shopping centers contribute to heavy traffic congestion. • University of Memphis students and faculty frequently utilize the corridor. • Events and Overton Park increase congestion. • US 72 needs bus pull-offs • Wide street puts crossing pedestrians at risk. • Outside traffic lanes need drainage grates.

Winchester Road

• Corridor requires additional pedestrian facilities. • The shape and width of the intersection at Lamar Avenue creates dangerous pedestrian

crossing conditions. • The intersection with Lamar Avenue needs grade separation. • Lack of safe and usable sidewalks limits the access to transit.

Shelby Drive • Shelby Drive and US 78 is a choke point with heavy freight traffic. • There is a lack of pedestrian accommodations. • Shelby Drive needs more connection to transit and paratransit.

Houston Levee Road

• The Walnut Grove intersection is one of the region’s greatest areas of safety concern. • The Walnut Grove intersection needs Complete Streets planning that considers needs of

pedestrians, bicyclists, motorists, and users of transit. Other Outreach Efforts Public meetings were held during the development of the Regional Transportation Plan which provided an opportunity for participants to discuss their concerns regarding all modes of transportation including congestion. During the RTP meetings an interactive survey was given in which participants identified issues of primary need or importance related to the transportation system in the region. Congestion problems were a recurring theme. Additional information was gathered through the use of an online survey. The images below show answers to the survey results for congestion related questions.

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Figure 1-1: Survey Results Summary

As part of the development of the RTP, a project website was created. The website, located at www.livability2040.com, allowed the public to keep up with the RTP process and provide comments on livability within the Memphis MPO Planning Area. The site included a “Community Remarks” page which was an interactive mapping and feedback platform used to collect and discuss transportation-related issues from the public. Citizens posted location-based comments on an interactive web map, and other visitors to the site could vote to agree or disagree with the comments. Comments were categorized into the following groups:

Category Example Comments

Pedestrian Improvements

• Sidewalks needed for safe pedestrian travel along corridors • Pedestrian overpasses are poorly maintained • Street lights are missing along roadways • Sidewalks have deteriorated and present a hazard for

pedestrians that cross into the roadway to avoid them • More safe crosswalks are needed • Handicapped accessible spaces are not present in some street

parking areas

Bicycling Improvements

• Expand bike routes • Construct trailheads for more access points • Little to no connectivity of bike lanes • Bike lanes are underused and decrease capacity for vehicular

traffic

Transit Routes Improvements • Transit schedules need to be adjusted or extended • Transit service is not available in some downtown areas

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• Light rail or trolley service recommended for the major corridors

• Consider water taxi to connect the east and west shores of the Mississippi River

Transit Stop Improvements • Transit stops are missing along major corridors • Benches and shelters are needed at some transit stops

Street Connectivity Issues • Unpaved roads that connect to paved roads should be improved • Rail yard is expanding and needs more connections to major

roadways

Intersection Improvements

• Grade separated interchanges needed to improve traffic flow • Improve signal design so signal heads are visible to drivers • Intersections do not properly accommodate bicycle traffic • Opposing through lanes are poorly aligned • Capacity of turning lanes is insufficient

Freight Movement

• Redesign intersection geometry to accommodate commercial vehicle traffic

• Excessive pavement damage from truck traffic needs to be repaired

• Widen roadways to accommodate commercial vehicle traffic • Unpaved roadways need to be improved for commercial vehicle

traffic

Congestion Concerns

• Intersections and roadways have poor level of service • Drivers take alternate routes through residential and park areas

to avoid congestion • Narrow roadways cause bottlenecks

Traffic Calming and Safety Issues • Capacity of excessively wide roadways can be used for bike

lanes • Speed humps are not suited for heavily congested roadways

Roadway Maintenance

• Pavement deterioration causes extreme flooding conditions • Roadways lack pavement • Potholes need to be repaired • Work zones cause heavy congestion and unsafe merging areas

Livability Corridors • Trees and shrubs should be added to the medians and sides of

roadways • Many grassy areas are poorly maintained

General Comments • Roadway construction and repairs have not been completed in

recent years • Dilapidated and vacant housing should be demolished

The following figure shows a screenshot of the Community Remarks webpage.

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Figure 1-2: Screenshot of Community Remarks Website

Source: www.livability2040.com

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2 Appendix B: Existing Strategies

The previous Congestion Management Plan for the Memphis MPO was included in the 2012 Long Range Transportation Plan, Direction 2040. Section 5.3.1 of Direction 2040 includes numerous strategies to help alleviate congestion. The strategies include demand management alternatives such as growth management and ridesharing, operational solutions such as dedicated lanes and intelligent transportation solutions, and capacity enhancements. These are all valuable tools in the toolbox, and when combined, they provide “complete transportation solutions.”

Below are examples of existing congestion management activities in the Memphis MPO area:

Intelligent Transportation Systems (ITS)

Within the region, there have been several ITS projects and device deployments. Closed-circuit television (CCTV) cameras, dynamic message signs (DMS), vehicle detectors, and highway advisory radio (HAR) have been constructed as part of Tennessee Department of Transportation (TDOT) SmartWay freeway management program. Additional ITS programs in the area include:

• TDOT HELP – TDOT HELP is a freeway service patrol program, where designated vehicles patrol I-40, I-55, I-240, Sam Cooper Boulevard, and portions of SR 385. The program assists motorists with flat tire changes, fuel, and minor vehicle repairs. In addition, HELP vehicles assist with the management of traffic incidents.

• 511 Traveler Information – TDOT provides real-time traveler information throughout the state. • Traffic Operations Centers (TOC) and Signal Systems – The City of Memphis and City of Germantown

have Traffic Operations Centers where traffic operations at signalized intersections may be monitored and signal timing plans changed. Current efforts look promising as the City of Memphis witnessed travel time reductions of up to 25% on some its corridors.

• Shelby County Congestion Management Program (SCCMP) – Shelby County Government has pursued traffic signal construction at a variety of intersections across Shelby County. For example:

o Holmes Road and Crumpler Road: The installation of traffic signal poles, vehicle signal displays, vehicle video detection, advance loop detection, traffic signal controller and cabinet.

o Winchester Road and Champion Hills Drive: The installation of traffic signal poles, vehicle signal displays, vehicle video detection, advance loop detection, traffic signal controller, cabinet and pavement markings.

• The City of Memphis Traffic Signal Priority – The purpose of the Coordinated Signal System project is to reduce delay for major street vehicular traffic, improve the operational efficiency of traffic signals, and improve air quality. The project will interconnect a total of 289 (361 when SCCMP is included) existing traffic signals on various corridors throughout the City of Memphis.

• MATA ITS – MATA has an ITS program that includes automated vehicle location (AVL) on its fixed route buses, trolleys, and paratransit vehicles, automated passenger counting, security cameras, transit signal priority for certain routes, and automated transit fleet monitoring.

• Mississippi Department of Transportation (MDOT) ITS – MDOT has deployed CCTV cameras, DMS, and field sensors in the MPO region.

Land Use Modelling

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In September 2009, the Memphis Urban Area Metropolitan Planning Organization (MPO) began the Imagine 2040 Midsouth Transportation & Land Use Plan, a regional visioning and scenario planning process. This offered an opportunity to assess regional growth visions, trade-offs, and alternate growth strategies using scenario planning. A critical component of understanding future travel patterns and travel need throughout the Greater Memphis region is having a model to forecast future urban development, land use and urban form. The MPO updated its Land Use Model (LUM) in 2014 to better understand future development patterns and plan appropriate transportation facilities to meet new and existing demand. The LUM seeks to understand regional land use and development trends to help the MPO implement multi-modal transportation projects appropriate to the context of each community. The land use model is integrated into the travel demand model and provides an important foundation to inform the Livability 2040: Regional Transportation Plan (RTP)


Complete Streets are roadways that can be safely accessed, crossed, traveled upon and alongside by all people regardless of their age, ability or travel mode. A connected network of Complete Streets will ensure healthier, more equitable transportation options and an improved quality of life for all community residents, including children, seniors, people with disabilities and people facing economic hardship. The Complete Streets approach to design is neither novel nor untested; transportation professionals know how to build great streets, and there are many examples of Complete Streets in communities nationwide. The City of Memphis Complete Streets Manual brings together the principles of Complete Streets to provide solid guidance for design implementation in the City of Memphis. The manual is organized into five chapters: Basis, Toolbox, Geometrics, Amenities, and Processes.1

Intersection Action Plan

TDOT’s Strategic Transportation Investments Division is undertaking a study to systematically upgrade stop-controlled intersections with high crash activity. The study aims to enhance safety conditions using affordable and low impact design strategies for over 200 intersections within the region. Strategies include signing, lighting, and pavement markings and any improvement that doesn’t require major construction.

Tennessee Strategic Highway Safety Plan (SHSP)

In 2014, the State of Tennessee updated its Strategic Highway Safety Plan (SHSP) to build on the foundation created by the original 2004 SHSP. The Plan adopts a “Towards Zero Deaths” vision statement, which is the vision of a national and collaborative effort entitled Toward Zero Deaths: National Strategy on Highway Safety.

1 “Memphis Complete Streets Manual.” Mid-South Regional Greenprint. Online. April 20, 2015. <http://new.midsouthgreenprint.org/greenprint-20152040/subplanning-projects/memphis-complete-streets-manual/>

Figure 2-1: Snapshot of Updated Land Use Model

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The Strategy intends to create a culture of safety by bringing stakeholders together to access the current safety environment and to develop safety strategies from a data-driven process that is refined, implemented and evaluated to continually plan for a safer future on our roadways. The 2014 SHSP is Tennessee’s comprehensive safety plan. It is based on safety data and was developed through consultation with a broad range of safety stakeholders, each with specific areas of expertise and experience. The following six emphasis areas were identified by the SHSP Steering Committee to have the greatest potential for progress toward the Plan’s vision, mission and goals.2

SHSP Emphasis Areas 1. Data Collection and Analysis 2. Driver Behavior 3. Infrastructure Improvements 4. Vulnerable Road Users 5. Operational Improvements 6. Motor Carrier Safety

Mississippi Strategic Highway Safety Plan (SHSP)

In the 1st Edition of the Mississippi Strategic Highway Safety Plan, adopted in 2007, Mississippi’s goal was to reduce the number of traffic fatalities from the 931 fatalities in 2005 to 700 fatalities by 2011. This goal was met in 2009. In the 2nd Edition of the Mississippi Strategic Highway Safety Plan, which was published in January 2014, Mississippi’s Goal is to reduce fatalities to 525 by 2017. In 2012, Mississippi experienced 582 traffic fatalities statewide. While 2013 saw the number of statewide traffic fatalities increase to 613, Mississippi and its safety partners are working diligently to still meet and exceed their goal. Based on crash statistics and input by Mississippi’s safety partners, these Critical Emphasis Areas represent the areas with the greatest potential to significantly reduce traffic fatalities in Mississippi:3

SHSP Emphasis Areas 1. Increasing seat belt usage 2. Reducing impaired driving 3. Reducing the number of unlicensed drivers on our roadways 4. Preventing or reducing the severity of roadway departure crashes 5. Preventing or reducing the severity of intersection-related crashes

Highway Safety Improvement Program (HSIP)

The Highway Safety Improvement Program (HSIP) is a core Federal-aid program with the purpose of achieving a significant reduction in fatalities and serious injuries on all public roads. As per Title 23 of the United States Code, Part 148(h) (U.S.C. 148(h)) and 23 CFR 924.15, States are required to report annually on the progress being made to advance HSIP implementation and evaluation efforts.

2 “Executive Summary.” Tennessee Strategic Highway Safety Plan. 2014. Online. April 23, 2015. <https://tntrafficsafety.org/sites/default/files/SHSP2015-01-07.pdf> 3 “Introduction and Background.” Mississippi Strategic Highway Safety Plan.” Online. April 23, 2015. < http://sp.gomdot.com/Traffic%20Engineering/Documents/Mississippi%20SHSP%20FINAL%20Jan2014.pdf

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Congestion Mitigation and Air Quality Improvement Program (CMAQ)

The Congestion Mitigation and Air Quality Improvement Program (CMAQ) is another core Federal-aid program that was established with the passing of the 1991 ISTEA federal transportation legislation. This far-reaching legislation brought transportation into the multi-modal arena and also set the stage for an unprecedented focus on environmental programs. Part of this approach was the newly authorized Congestion Mitigation and Air Quality Improvement (CMAQ) Program. The CMAQ program was implemented to support surface transportation projects and other related efforts that contribute air quality improvements and provide congestion relief. MAP-21 provides just over $2.2 billion in CMAQ funding for each year of its authorization. The CMAQ program has provided nearly $30 billion in just under 29,000 transportation-environmental projects to State DOTs and MPOs.4

Traffic Incident Management

TIM consists of a planned and coordinated multi-disciplinary process to detect, respond to, and clear traffic incidents so that traffic flow may be restored as safely and quickly as possible. Effective TIM reduces the duration and impacts of traffic incidents and improves the safety of motorists, crash victims and emergency responders. The Memphis MPO works with TDOT to complete an annual Traffic Incident Management Program Self-Assessment to monitor the region’s success at implementing and coordination TIM strategies across a multi-disciplinary TIM task force committee for TMC Region 4.5

Tennessee Extreme Weather Transportation Adaptation Partnership

TDOT’s Long Range Planning Division is conducting an extreme weather vulnerability assessment project to understand and characterize the vulnerability of the state’s transportation system to current and anticipated extreme weather events. The project will identify those highway segments and transportation facilities that are critical to transportation mobility and highly vulnerable to extreme weather and inform the development of short-term and long-term adaptation strategies.

Corridor Studies

The Memphis MPO has completed several corridor or subarea planning studies. These include the Tennessee portion of I-269 study complete with a scenario planning analysis, the Aerotropolis plan initiated by the Office of Planning and Development with MPO involvement, and the Houston Levee corridor plan. Additionally, the MPO is involved with an ongoing Midtown Alternatives Analysis Plan to bring high-capacity transit connecting Downtown and Midtown.

Safe Routes to School

The Safe Routes to School (SRTS) Program enables and encourages children, including those with disabilities, to walk and bicycle to school safely. The program sets out to make walking and bicycling a more appealing transportation option for students in grades kindergarten through eighth, thereby encouraging a healthy and active lifestyle from an early age.

4 “Congestion Mitigation and Air Quality Improvement (CMAQ) Program. “Air Quality FHWA. Online. April 23, 2015. <http://www.fhwa.dot.gov/environment/air_quality/cmaq/> 5 “About Traffic Incident Management (TIM).” Traffic Incident Management: Emergency Transportation Operations. Online. April 23, 2015. <http://ops.fhwa.dot.gov/eto_tim_pse/about/tim.htm#ti>

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2014 Regional Bicycle and Pedestrian Plan

The MPO has continued its efforts to improve multimodal mobility by producing the Regional Bicycle and Pedestrian Plan, which was adopted by the Transportation Policy Board on November 20, 2014. The plan was supplemented by jurisdictional reports that provide policy recommendations and project rankings to help improve bicycle and pedestrian planning.

Coordinated Human Services Transportation Plan

The Coordinated Human Services Transportation Plan for the Memphis area was prepared in accordance with federal guidelines that require the MPO to assess all transit options for the region. The CHSTP is used to justify and support funding for new and innovative transit programs that serve people with disabilities, increase access to employment and economic opportunities, and provide transit access in rural areas. The purposes of the CHSTP are to:

1. Inventory available transportation services; 2. Assess transportation needs of transit-dependent populations including older adults, persons with

disabilities, and low-income individuals; 3. Identify gaps and duplications of services; 4. Select projects for meeting unmet transportation needs; and 5. Produce an action plan for project implementation.

Mid-South Regional Greenprint Bus Transit to Workplace Study

The Bus Transit to Work study includes an analysis of how employment is distributed regionally and how well employment areas are served by transportation infrastructure, including bus routes, bike lanes, and walking paths. For further detail, the study examines large employers at a site-specific level, collecting data on where employees live, how they travel to work and how easily their buildings are to reach by walking, biking and/or riding the bus.

Given the geographic distribution and type of jobs in the Mid-South region, and the location of residential areas, it was quickly evident that access to work solutions in the region would have to move beyond transit service alone. Working with the Mid-South Regional Greenprint Consortium, a series of alternative strategies to improve access to work were developed. These were consolidated into a Transportation Demand Management (TDM) Toolkit that identifies a series of strategies that help to reduce strain on both transportation networks and travelers by providing alternative options to driving alone.6

6 “Bus Transit to Workplace.” Mid-South Regional Greenprint. Online. April 23, 2015 < http://new.midsouthgreenprint.org/greenprint-20152040/bus-transit-workplace/>

ETC Agenda Item # 5


Rideshare

Memphis Area Rideshare (MAR) is a program housed within the Air Quality Improvement Branch (AQIB) of the Air Pollution Section of the Shelby County Health Department. The vanpooling portion of the Rideshare program is contracted out to VRide. They own and service the vans and handle the day to day operations. The table below describes the benefits of the vanpool program for the year 2014. In addition, taxis and private ridesharing companies, such as Uber and Lyft, offer service in the region. Figure 8-2 displays the screen shot from the vRide website showing the typical interface of the vRide software.

Figure 2-2: Screenshot of vRide Website

Memphis Area Rideshare Program (Vanpool) Trips Eliminated per Year 109,440 Miles Eliminated per Year 2,880,000

Fuel Saved (Gallons per year) 136,932 Fuel Savings (Dollars per year) $479,280

Carbon Monoxide Reduction (tons per year) 51.6 Source: Shelby County Air Quality Improvement Branch: Ride Share December 2014

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3 Appendix C: Safety and Operational Audits

In order to determine what congestion management strategies to implement at certain locations, it may be necessary to perform safety and operational audits. The Memphis MPO’s safety and operational audits were examinations of locations by an independent, multidisciplinary team to find quick fix solutions to improve the operations and safety of a corridor. It qualitatively estimates and reports on potential issues and identifies opportunities for improvement for all modes of travel. Safety and operational audits are not inspections, but rather a proactive approach to identify common issues that can affect mobility. As part of the Congestion Management Process, the study team performed field work and conducted safety and operational audits to identify improvements involving multiple modes of travel that could improve mobility throughout the Memphis MPO region. Using public and project stakeholder input, the following corridor segments and locations throughout the region were selected for evaluation.

• Goodman Road from I-55 to Lamar Ave (US-78)

• Lamar Avenue from Crump Boulevard/I-55 Interchange to American Way

• Poplar Avenue from Mendenhall Road to Germantown Road

• Germantown Parkway from Walnut Grove to US-64

• Summer Avenue (US-70) from East Parkway to Elmore Road

• US-51 from Veterans Parkway to SR-385

• Other locations (intersections):

o US 61 and Shelby Drive

o Poplar Avenue and Byhalia Road

o US 72 and Gateway Global Drive

o SR 194 and US 64

Again, safety and operational audits are not inspections, but rather a proactive approach to identify common issues that can affect mobility. Although the audits identify numerous deficiencies, they do not necessarily identify all roadway deficiencies. The audits are intended to provide a general overview of safety and operations conditions. The deficiencies noted during field observations and potential mitigation measures are identified in the following sections. The last section provides example prompts that can be used as a checklist to perform safety and operations audits for other roadways or intersections in the region.

ETC Agenda Item # 5


Goodman Road from I-55 to Lamar Ave (US-78)

3.1

This corridor, located in North DeSoto County, Mississippi, is a non-US route that is approximately eight (8) miles long and includes fourteen (14) signalized intersections. The land use along this corridor is mainly commercial, while the adjacent land uses on the north and south sides of the corridor are residential. This corridor is a major east-west route in North DeSoto County that is primarily used by motorists to commute to/from the adjacent residential areas from/to the commercial areas along the corridor, as well as to I-55 to the west and US-78 to the east. There are currently no other modes of transportation – bike or transit - on this corridor. There also are no sidewalks along the corridor.

Figure 3-1: Map of Goodman Road Safety and Operational Audit

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Corridor-wide Findings The table below shows general deficiencies throughout the corridor and enhancements that can be made to address the deficiencies.

Deficiency Mitigation Throughout the corridor the transitions for right turn lanes are too short. Right turning vehicles begin to slow down while still in the through lane.

Restripe the right turn transitions to provide adequate length for a 45 mph speed limit.

Most signalized intersections do not have emergency preemption.

Install emergency preemption. Install backplates in order to improve visibility of the signal. Replace overhead street name signs with signs that meet the minimum requirements found in the latest edition of the Manual on Uniform Traffic Control Devices (MUTCD).

Location-specific Findings The table below shows deficiencies that were noted at specific locations throughout the corridor, along with enhancements that can be made to correct the deficiencies.

Location Deficiency Mitigation West end of the

corridor near I-55 The department stores and restaurants along this section of the corridor have

Create an access management policy for development along the corridor.

Restripe the right turn transitions to provide adequate length for a 45 mph speed. limit.

2c. Install back plates in order to improve visibility of the signal.

Install emergency preemption.

Replace overhead street name signs with signs that meet the minimum requirements found in the latest edition of the (MUTCD).

ETC Agenda Item # 5


numerous unsignalized access driveways.

The traffic generators in this area cause congestion during the peak periods.

Perform a signal timing study for this section of the corridor and consider upgrading the signal if retiming will not alleviate congestion.

East of Goodman and Airways

The eastbound lane drop is a potential bottleneck that can cause congestion.

Remove the bottleneck by extending the third lane up to Greenbriar Drive, where there is a right turn lane add. Here, the third lane can turn into a right turn only lane.

ETC Agenda Item # 5


Lamar Avenue from Crump Boulevard/I-55 Interchange to American Way

3.2

This corridor, located in Shelby County, Tennessee includes both state routes 1 and 4 and US Route 78. It is approximately eight (8) miles long and includes twenty-seven (27) signalized intersections. The land use along this corridor is mainly residential, while the adjacent land uses just south of the I-240 and US 78 and SR 277 and US-78 interchanges is commercial containing rail yards. The portion between the I-55 interchange and I-40/I-69 interchange is adjacent to both high-density residential and commercial land uses. The southern portion between the I-40/I-69 interchange and American Way intersection is mostly high-density residential with some commercial land use near the railways. This corridor serves as an urban major arterial that connects the minor arterials and collectors at the many residential areas to interstates 55 and 240. There are transit routes along the SR4 and US 78 portions of the corridor. There are sidewalks along the entire stretch of the corridor but no bike lanes.

Figure 3-2: Lamar Avenue Safety and Operational Audit

ETC Agenda Item # 5



Deficiency Mitigation Much of the pedestrian infrastructure along the corridor does not meet

ADA requirements.

Upgrade pedestrian infrastructure to meet ADA requirements.

Pedestrian infrastructure is inconsistent and missing in parts of the corridor.

Construct missing pedestrian linkages to create a pedestrian friendly, livable corridor.

ETC Agenda Item # 5


Deficiency Mitigation Poor access management was noted throughout the corridor. Many

businesses have their own, uncontrolled accesses which increases the number of conflict points along the corridor degrading traffic flow and

reducing safety.

8a. Work with businesses to eliminate/combine accesses with adjacent businesses where appropriate. Work with property owners to restrict movement into and out of business driveways (i.e. right-in/right-out accesses) Create an access management ordinance/policy to prevent new businesses from constructing new uncontrolled accesses. Add language in ordinance/policy to consider shared accesses with existing businesses or provide access of parallel streets to the main corridor.

Along the corridor, debris on the sidewalk impacts mobility.

Coordinate with local Public Works / Maintenance departments to regularly clear debris off any public roadway, bike path, and sidewalk.

ETC Agenda Item # 5


Deficiency Mitigation Some approaches at signalized intersections only have one signal head. A minimum of two signal heads are required for each approach, per the

MUTCD.

Install additional signals at deficient intersections.

Poor roadway and sidewalk surface conditions along the corridor impact mobility.

Repave deficient roadway surfaces and repair sidewalks.

ETC Agenda Item # 5


Deficiency Mitigation Poor pavement markings in most locations, especially at intersections.

Reapply old and faded pavement markings with retroreflective pavement markings to improve visibility at night.

Many bus stops do not have dedicated areas for buses. When buses stop to pick up or drop off passengers, the right travel lane is blocked, which creates congestion.

Where space is available, construct bus pull-off areas to allow buses to exit the traffic stream to stop and pick up/drop off passengers.

ETC Agenda Item # 5



Location Deficiency Mitigation

Lamar Avenue and Airways Boulevard

The left turn lane signal heads for each approach do not have backplates, are a mix of 12-inch and 8-inch indications, and indications are arranged in an unconventional configuration.

Replace the left turn lane signals with standard 5-section signal heads.

Lamar Avenue at David Street and Fizer Road

The accesses at Lamar Avenue and David Street and Fizer Road are about 250 feet apart, creating multiple points of conflict within a short distance.

Close one of the accesses to consolidate turning movements into one intersection.

250 feet

ETC Agenda Item # 5


Poplar Avenue from Mendenhall Road to Germantown Road

3.3

This corridor, located in Shelby County, Tennessee includes US Route 72 and state route 57. It is approximately five (5) miles long and includes sixteen (16) signalized intersections. The land use along this corridor is both high-density residential and commercial with the commercial areas consisting of retail centers, office buildings, and restaurants at the west and east ends and near the I-240 interchange. This corridor serves as an urban major arterial that connects the minor arterials and collectors to provide access the interstate 240. There is a single transit route along the corridor. There are sidewalks along the entire stretch of the corridor but no bike lanes.

Figure 3-3: Poplar Avenue Safety and Operational Audit

ETC Agenda Item # 5



Deficiency Mitigation Travel lanes are narrow throughout the corridor which restricts traffic

and reduces vehicle speeds. In addition, narrow lanes prohibit the use of gutters for proper drainage which creates a safety concern.

Widen lanes if possible to improve safety and travel times.

Traffic signal coordination is poor along the corridor creating poor vehicle progression resulting in unnecessary congestion and delay.

Retime traffic signals to improve coordination using existing equipment. If signals along the corridor are not interconnected, install wireless spread spectrum or fiber to interconnect signals.

ETC Agenda Item # 5




Poplar Avenue and Shady Grove

Road/Ridgeway Road

Pavement edge drop-off on the westbound approach.

Eliminate pavement edge drop-off.

Sidewalk cross slope and the utility pole on the northwest quadrant is not ADA compliant.

Correct sidewalk cross slope and install additional sidewalk around utility pole to meet ADA requirements.

Traffic islands at the intersection are mountable due to pavement build-up over the years.

Mill pavement and provide proper curb reveal (at least 6”) or install new curbing around the traffic islands.

Insufficient advance warning for the eastbound rightmost through lane transitioning into a right turn only lane.

Install additional signage and pavement markings to reinforce the right turn only lane. Consider and overhead sign mounted on a mast arm since there are four (4) through lanes.

Sign clutter is present on the eastbound approach which can create driver confusion.

Reduce signage on the eastbound approach. Combine or relocate signs as appropriate.

ETC Agenda Item # 5



Poor signal timing and phases are being skipped occasionally.

Retime traffic signal and replace /install vehicle detectors on all approaches.

Missing a left turn traffic signal for the northbound triple left turns. Only 1 is present.

Install an additional 3-section head left turn traffic signal.

Missing backplates on the eastbound approach and dashed lines through the intersection are incorrect.

Replace missing backplates and remove incorrect dashed lines.

Poor pedestrian accommodations throughout the intersection. Bushes in southeast quadrant block pedestrians crossing within the crosswalk.

Upgrade pedestrian accommodations to meet ADA compliance and remove/trim bushes in southeast quadrant as necessary.

Northbound right turn lane is too short. Extend the northbound right turn lane to accommodate right turning traffic.

#2: Poplar Avenue (East side) of I-240

Four (4) travel lanes drop to two (2) through lanes on the westbound direction at the I-240 interchange ramps creating a daily bottleneck.

Provide an additional through lane in the westbound direction to reduce congestion and delay in the area.

#3: Poplar Avenue (West side) of I-

240

PREPARE TO STOP WHEN FLASHING is non-compliant since only flashing beacon is provided.

Install another yellow flashing beacon to make the sign MUTCD compliant.

ETC Agenda Item # 5


Location Deficiency Mitigation Poplar Avenue and

Memorial Park Funeral Home

Access

Traffic signal for funeral procession traffic is non-compliant per the MUTCD.

Remove the traffic signal or replace with an overhead flashing yellow signal.

Poplar Avenue and S Mendenhall Road

Utility pole along the westbound approach has been damaged and needs to be replaced.

Replace damaged utility pole.

Pedestrian curb ramps at the intersection are not ADA compliant.

Upgrade pedestrian curb ramps to meet ADA requirements.

Railroad crossing at the intersection negatively impacts operations. It also creates a potential safety issue on the northbound approach since the stop lines are located between the railroad and Poplar Avenue.

Relocate the northbound stop line prior to the railroad tracks to prevent vehicles from becoming trapped on the railroad tracks. Extend the yellow and red times as necessary.

Missing/broken vehicle detectors were observed resulting in inefficient utilization of green time.

Replace/install vehicle detectors on all approaches.

ETC Agenda Item # 5


Germantown Parkway from Walnut Grove to US-64

3.4

This corridor, located in Shelby County, Tennessee is a non-US route also known as 177. It is approximately five (5) miles long and includes eighteen (18) signalized intersections. The land use along this corridor is both high-density residential and commercial with the commercial areas consisting of retail centers, office buildings, and restaurants along both sides of the corridor. This corridor serves as an urban major arterial that connects the minor arterials and collectors to provide access the interstate 40 and US-64. There is a single transit route along the corridor. There are sidewalks found intermittently along the corridor, mostly adjacent to retail centers and other areas of business. Sidewalks are not present at the interstate 40 interchange. There are no official bike lanes, but the roadway shoulders, although not continuous along the entire corridor, are wide enough to permit bicycle traffic.

Figure 3-4: Germantown Parkway Safety and Operational Audit


Deficiency Mitigation

Special events at the Agricenter create congestion and delay along the corridor when events are held.

Implement special events signal timing plans to improve traffic flow along the corridor.

ETC Agenda Item # 5



Utilize traffic police and temporary traffic control plans to expedite traffic movements near the Agricenter.

Left turn lane storage is inadequate throughout the corridor at signalized intersections.

Verify left turn lane signal timings are adequate and adjust as necessary. Extend left turn bays as needed to accommodate left turning traffic volume. Add an additional left turn lane (dual left turn lanes) if median allows and there are adequate receiving lanes on the minor streets.

ETC Agenda Item # 5


Deficiency Mitigation Traffic signals are missing or have damaged backplates.

Install or replace backplates in order to improve visibility of the signal.

Pedestrian infrastructure is inconsistent and missing in parts of the corridor especially where bus shelters are provided.


ETC Agenda Item # 5




Wolf River Boulevard at Germantown

Parkway

Insufficient advance warning on the eastbound approach that the left through lane becomes a left turn only lane.

Install advance lane use signage on the eastbound approach at the lane transition point.

Insufficient advance warning on the westbound approach to indicate that the right through lane becomes a right turn only lane.

Install advance lane use signage on the westbound approach at the lane transition point.

Inefficient signal timings, green time is too short for the westbound approach and southbound left turn lane.

Retime traffic signal. Extend westbound approach and southbound left turn lane green time if possible.

Triple left turn lanes are narrow and restrict left turning vehicle capacity. Vehicles in the southbound left turn lane often stop in front of the stop line restricting the inside eastbound left turn lane.

Relocate the southbound left turn stop line farther back from the intersection. Widen the left turn eastbound lanes if possible.

Pedestrian infrastructure at the intersection does not meet ADA requirements.

Upgrade pedestrian infrastructure to meet ADA requirements.

Some motorists yield when making the southbound right turn movement even though the southbound right turn lane addition allows free flow.

Install lane addition sign and consider installing flexible delineator posts beyond the channelized concrete island to reinforce the lane addition.

ETC Agenda Item # 5


Summer Avenue (US-70) from East Parkway to Elmore Road

3.5

This corridor, located in Shelby County, Tennessee is also known as US Highway 70 or SR-79. It is approximately nine (9) miles long and includes twenty (20) signalized intersections. The land use along this corridor consists of both residential areas just outside of the corridor and commercial areas adjacent to both sides of the corridor consisting of retail centers, office buildings, and restaurants. This corridor can be segmented into two different roadway classifications. Along the southern portion, running west to east from East Parkway to the I-40 interchange, the corridor is an urban major arterial that gives commuters and freight access to the commercial and high-density residential land adjacent to it. Along the northern portion, the corridor becomes a rural major arterial serving the sparsely distributed commercial and suburban land around it. There are multiple transit routes along the corridor but no bike lanes. Sidewalks are present along both sides of the corridor at the southern end where it runs from east to west.

Figure 3-5: Summer Avenue Safety and Operational Audit

ETC Agenda Item # 5



Deficiency Mitigation Pedestrian infrastructure is inconsistent and missing in parts of the corridor especially where bus shelters are provided.


Pedestrian infrastructure at intersections is incomplete and does not meet ADA requirements.

Upgrade pedestrian infrastructure (curb ramps, crosswalks, sidewalk, etc.) throughout the corridor to meet ADA requirements.

ETC Agenda Item # 5


Deficiency Mitigation Deep drainage swales within the roadway clearzone can create a safety concern for vehicles that depart from the roadway.

Design drainage swales so that a vehicle can traverse them, therefore creating a recoverable roadside.

Replace drainage swales with pipe and inlets to create a recoverable roadside.

Drainage structures within the roadway clearzone create a fixed object hazard for motorist.

Replace vertical drainage structures with traversable structures that follow the grade of the ground in the shoulder.

Replace drainage swales and vertical structures with pipe and inlets to create a recoverable roadside.

ETC Agenda Item # 5

http://www.google.com/url?sa=i&rct=j&q=&esrc=s&frm=1&source=images&cd=&cad=rja&uact=8&ved=0CAcQjRw&url=http://ctr.utk.edu/ttap/newsletter/27/01/04.php&ei=3BriVJW3Fs7asATJhYGIBw&bvm=bv.85970519,d.cWc&psig=AFQjCNH1-sPhd5YnvA09GMYFJ1jsBnQjHg&ust=1424190544102586


Deficiency Mitigation Poor drainage was noted along the corridor. Ponding water can create icy conditions during winter months and helps to deteriorate pavement more quickly.

Eliminate ponding water by improving drainage through traversable drainage swales, inlets and pipe.

No dedicated bike lanes or shoulders are provided for bicyclists to safely travel the corridor.

Construct dedicated bike lanes or shoulders to provide a safe travel way for bicyclists.

ETC Agenda Item # 5


Deficiency Mitigation Pavement markings are faded throughout the corridor.

Restripe pavement markings as appropriate.

Poor access management was noted throughout the corridor. Many businesses have their own, uncontrolled accesses which increases the number of conflict points along the corridor degrading traffic flow and

reducing safety.

Work with businesses to eliminate/combine accesses with adjacent businesses where appropriate.

Work with property owners to restrict movement into and out of business driveways (i.e. right-in/right-out accesses)

Create an access management ordinance/policy to prevent new businesses from constructing new uncontrolled accesses. Add language in ordinance/policy to consider shared accesses with existing businesses or provide access of parallel streets to the main corridor.

ETC Agenda Item # 5


Deficiency Mitigation Foliage along the corridor sometimes block signs and can restrict sight

distance.

Trim/remove vegetation that blocks signage or restricts sight distance.

Left turn lane storage is inadequate at some signalized intersections forcing left turning traffic to queue into the through lanes.

Verify left turn lane signal timings are adequate and adjust as necessary. Extend left turn bays as needed to accommodate left turning traffic volume.

Add an additional left turn lane (dual left turn lanes) if median allows and there are adequate receiving lanes on the minor streets.

ETC Agenda Item # 5


Location-specific Findings The table below shows deficiencies that were noted at specific locations throughout the corridor along with enhancements that can be made to correct the deficiencies.


Summer Avenue at Shelby Road Signal timings are inefficient for the current traffic volumes.

Retime the traffic signal.

Summer Avenue at Elmore Road

No protected left turn phases are provided for left turning traffic along Summer Avenue.

Review warrants for protected left turn phasing and provide protected/permitted left turn phasing if appropriate.

Summer Avenue at Trafalger Road

Crest curve along Summer Avenue restricts sight distance for the Trafalgar Road intersection, specifically the northbound direction.

Install advance intersection warning signs for Trafalger Road in both directions along Summer Avenue.

Improve sight distance by reducing the severity of the crest curve.

ETC Agenda Item # 5


US 51 from Veterans Parkway to SR 385

3.6

This corridor, located in Shelby County, Tennessee and is approximately three (3) miles long and includes eight (8) signalized intersections. The land use along this corridor consists of both residential areas just outside of the corridor and commercial areas adjacent to both sides of the corridor consisting of retail centers, office buildings, and restaurant. The land use at the northern section of the corridor is strictly commercial. This corridor is a major arterial that offers access to SR-385 for those commuting to and from Millington. There are multiple transit routes along the corridor but no bike lanes. Sidewalks are present along both sides of the corridor except near the SR-385 interchange.

Figure 3-6: US 51 Safety and Operational Audit

ETC Agenda Item # 5



Deficiency Mitigation Several roadway segments have too many access points, which lead to thru-lanes being blocked.

Install raised concrete median on certain segments to limit left-turn movements. Reduce the number of access points to businesses along corridor.

There is no emergency vehicle preemption along the corridor.

Install emergency preemption. Implement coordinated signal timing to increase mobility.

Reduce the number of access points to businesses along corridor.

Easley St.

Install raised concrete median on certain segments to limit left-turn movements.

Install emergency preemption at signalized intersections along corridor.

ETC Agenda Item # 5


Deficiency Mitigation Sidewalk repairs are needed throughout corridor to improve pedestrian mobility and safety.

Repair damaged sidewalk along corridor.

There is no pedestrian or bicycle access just on corridor just south of Veterans Pkwy.

Provide bicycle and pedestrian access on corridor just south of Veterans Pkwy.

Repair damaged sidewalk along corridor

Provide bicycle and pedestrian access on corridor just south of Veterans Pkwy.

ETC Agenda Item # 5


Deficiency Mitigation Several intersections along this corridor are skewed, which reduces horizontal sight distance of motorists.

Implement geometric improvements at skewed intersections to provide 90-degree approaches.

ETC Agenda Item # 5




Babe and Howard

Pedestrian signs on signal poles are faded and pedestrian push buttons are not working properly.

Replace signage and repair pedestrian push buttons on signal poles on each corner of intersection.

Babe and Howard

Handicap ramps at intersection are not ADA compliant.

Make all ramps at intersection ADA compliant.

Make all ramps at intersection ADA compliant.

Replace signage and repair pedestrian push buttons on signal poles on each corner of intersection.

ETC Agenda Item # 5



Cuba and Millington

There are no existing handicap ramps at this intersection.

Install ADA compliant handicap ramps on all corners of the intersection.

Cuba and Millington

Pedestrian signs on all signal poles are faded.

Replace pedestrian signs on all signal poles at intersection.

Install ADA compliant handicap ramps on all corners of the intersection.

Replace pedestrian signs on all signal poles at intersection.

ETC Agenda Item # 5



Cuba -Millington

Street name signage for Cuba-Millington Road is only located on northeast corner of intersection and is difficult for motorists to read.

Remove street-name sign from post and install new signage on span wire at intersection that meets MUTCD standards.

Martha and Navy

There are no pedestrian signals at this intersection, and there are no ADA-compliant handicap ramps.

Install ADA compliant handicap ramps on each corner of intersection. Install pedestrian signals on each corner of intersection.

Remove street-name sign from post and install new signage on span wire at intersection that meets MUTCD standards.

Install ADA compliant handicap ramps on each corner of intersection.

Install pedestrian signals on each corner of intersection.

ETC Agenda Item # 5



Wilkinsville

There are no ADA-compliant handicap ramps, and there are no pedestrian signals at this intersection.

Install ADA-compliant handicap ramps on each corner of intersection. Install pedestrian signals on each corner of intersection.

Install ADA compliant handicap ramps on each corner of intersection.

Install pedestrian signals on each corner of intersection.

ETC Agenda Item # 5


Other Locations

3.7

As mentioned previously, in addition to the audits along the corridors, safety and operations audits were performed at individual intersections. These intersections were chosen using input from stakeholders and the public.

US 61 and Shelby Drive

2.7.1


No protected left turn phases are provided for any approach. Review warrants for protected left turn phasing and provide protected/permitted left turn phasing if appropriate.

The intersection does not have emergency preemption. Install emergency vehicle preemption. Stop lines and other pavement markings are faded.

Reapply faded pavement markings with retroreflective markings.


Upgrade pedestrian infrastructure (curb ramps, crosswalks, sidewalk, etc.) to meet ADA requirements.

Poplar Avenue and Byhalia Road

2.7.2

Deficiency Mitigation Northbound left turning vehicles must wait through multiple protected left turn phases in order to turn.

Perform a signal timing study and retime the signal.

Overhead cables are resting on the traffic signal mast arm on the southeast corner.

Tighten the cables so there is adequate clearance between them and the signal mast arm.

ETC Agenda Item # 5


Deficiency Mitigation Missing sidewalk on the southeast corner.

Fill in the missing sidewalk to enhance mobility.

Faded pavement markings. Reapply faded pavement markings with retroreflective markings.

Foliage blocks signs.

Trim/remove vegetation that blocks signage or restricts sight distance.

Water ponds at the southeast corner curb ramp. Install an inlet to provide proper drainage.

US 72 and Gateway Global Drive

2.7.3

ETC Agenda Item # 5



The eastbound protected left turn phase is activated even when vehicles are not present.

Reprogram the controller so the protected phase is not needlessly displayed and/or repair the loop detector for the eastbound left turn.

There is no lighting present at the intersection. Install lighting to enhance visibility at the rural, isolated intersection.

The intersection does not have overhead street name signage.

Install street name signs overhead for each approach to improve visibility.


SR 194 and US 64

2.7.4Deficiency Mitigation


Upgrade pedestrian infrastructure (curb ramps, crosswalks, sidewalk, etc.) to meet ADA requirements.


On the northbound approach unrelated signs are mounted on the same post.

Relocate the SCHOOL ZONE AHEAD warning sign to a separate post.

The southwest corner pedestrian pushbuttons are broken. Replace the pushbuttons. The pedestrian clearance interval to cross US 64 appears to

be too short. Perform a signal timing study and retime clearance intervals as necessary.

ETC Agenda Item # 5


4 Appendix D: List of Figures

Figure 1-1: Survey Results Summary ....................................................................................................................... 12 Figure 1-2: Screenshot of Community Remarks Website ....................................................................................... 14 Figure 2-1: Snapshot of Updated Land Use Model ................................................................................................. 16 Figure 2-2: Screenshot of vRide Website ................................................................................................................ 20 Figure 3-1: Map of Goodman Road Safety and Operational Audit ......................................................................... 22 Figure 3-2: Lamar Avenue Safety and Operational Audit ........................................................................................ 25 Figure 3-3: Poplar Avenue Safety and Operational Audit ....................................................................................... 31 Figure 3-4: Germantown Parkway Safety and Operational Audit ........................................................................... 36 Figure 3-5: Summer Avenue Safety and Operational Audit .................................................................................... 40 Figure 3-6: US 51 Safety and Operational Audit ...................................................................................................... 47

ETC Agenda Item # 5




Memphis, TN 38103

901.576.7190 (phone)

901.576.7272 (fax)

www.memphismpo.org

www.memphismpo.org

ETC Agenda Item # 5

StateFY 2014 & FY 2015

AllocatedFY 2014 & FY 2015

ObligatedFunds

PercentageProjects

Total

Projects With Some

Obligation

% Projects With Some

ObligationAll FY 2014 & FY 2015 ProjectsTN 182,307,460$ 47,464,286$ 26.04% 95 58 61.05%MS 15,041,941$ 11,808,715$ 78.51% 14 6 42.86%

FY 2014 & FY 2015 Road ProjectsTN 101,201,810$ 19,498,019$ 19.27% 39 23 58.97%MS 11,556,611$ 10,578,637$ 91.54% 5 4 80.00%

FY 2014 & FY 2015 Resurfacing GroupingTN 24,629,128$ 3,693,448$ 15.00% 11 9 81.82%MS 1,835,330$ 1,230,078$ 67.02% 3 2 66.67%

FY 2014 & FY 2015 TAP GroupingTN 2,312,609$ 316,305$ 13.68% 10 3 30.00%MS 325,000$ -$ 0.00% 2 0 0.00%

FY 2014 & FY 2015 Signalization GroupingTN 11,842,750$ 190,000$ 1.60% 5 4 80.00%MS 1,325,000$ -$ 0.00% 4 0 0.00%

FY 2014 & FY 2015 Bike and Ped GroupingTN 11,148,234$ 1,043,540$ 9.36% 14 8 57.14%

FY 2014 & FY 2015 Bridge GroupingTN 7,871,600$ 1,281,184$ 16.28% 10 6 60.00%

FY 2014 & FY 2015 CMAQTN 23,077,204$ 21,237,624$ 92.03% 4 3 75.00%

FY 2014 & FY 2015 SRTS GroupingTN 224,125$ 204,166$ 91.09% 2 2 100.00%

FY 2014 & FY 2015 Total TIP Obligations

ETC Agenda Item # 6

Lead Agency Project Name PIN # Federal Amount Obligated FY 2015

Anticipated Date of Request/Obligation

Date

Phase 2014 2015 2016 2017

CONST $231,104 FY 2015

Arlington Bike and Pedestrian Connector 118513.00 CONST $777,491 $680,562 March 20 2015

PE-N $69,600 $16,000 $53,600 March 31 2015PE-D $54,400 $54,400 June 25 2015PE-N $68,000 $28,000PE-D $168,000PE-N $92,200 $60,000 August 22 2013PE-D $132,800 $165,000 November 24 2014

Bartlett Old Brownsville Rd 010619 ROW $2,400,000 $2,370,304 October 22 2014

The City has selected Kimley-Horn as the Engineer. Their contract was approved at the last meeting and the plans will begin to be updated in the next month. The City has received RFQ's for Appraisers and will be selecting a firm to provide those initial services within the next month. Once they are on board

we will then select a ROW agent to purchase the properties once the appraisals and title work is complete.

Collierville Byhalia Rd Widening 108916.00 CONST $6,960,000 $6,960,000 October 31 2013 Project is under construction and anticipated to be completed in the Fall of 2015.

PE-N $250,000 $250,000 October 9 2014PE-D $500,000

Collierville Collierville Center Connect - Phase I 114986.01 CONST $756,846 FY 2016 TDOT issued NTP for ROW June 2015.

PE-N $40,000 $40,000 February 25 2014PE-D $64,000ROW $1,920,000 FY 2016PE-N $40,000 $40,000 February 26 2014PE-D $80,000 $80,000 December 5 2014ROW $408,000 FY 2017

Germantown Gateway Median Germantown Rd 105525.17 CONST $0 Project Removed per Amendment July 25 2015.

Lakeland New Canada Road 107036 UTILITIES $800,000 FY 2016 City is in ROW Acquisition Phase.

Memphis Poplar/Sweetbriar Interchange 110296 CONST $2,896,000 $1,448,000 March 21 2014 Bids closed and construction starting soon.

PE-D $2,951,785ROW $3,438,838

CONST $8,415,520PE-N $160,000PE-D $636,800

CONST $4,000,000

Memphis Walnut Grove Rd East 010620 ROW $4,284,000 Design going through approval. Anticipating NTP to ROW December 2015.

Memphis Forest Hill Irene 103376 ROW $1,873,000 On Schedule

Memphis Winchester/Perkins Interchange 107290 CONST $6,880,000 Funds from the project were transferred to Lamar Avenue at the request of TDOT. Project on hold until additional funds become available.

PE-N/PE-D $3,174,414 $1,000,000 July 2 2015ROW $2,249,751

Memphis Holmes Rd - East 108701 CONST $5,034,000 NEPA reevaluation submitted 4-23-2015. Anticipating NTP to CONST December 2015.

PE-D $2,496,720ROW $593,000

CONST $12,000,000

Memphis I-40/Riverside Drive Gateway Enhancement 105525.25 CONST $85,600 $4,000 $1,000 January 23 2015 Awaiting more information from HCD.

PE-D/ROW/CONST $4,941,188 $440,000 November 14 2014PE-D/ROW/CONST $3,600,000PE-D/ROW/CONST $5,440,000PE-D/ROW/CONST $12,400,000

Memphis U of M Railroad Pedestrian Project 106907.01 PE/CONST $1,000,000 $1,000,000 Construction Anticipated to be Obligated August 2015.

Memphis Walker Avenue Streetscape - Phase I 114979.01 CONST $529,436 $493,601 January 12 2015 Construction starting soon.

Memphis Highway 61 - Blues Trail 116805.00 CONST $285,944 Renegotiating scope with TDOT.

Update from Lead AgencyAllocated Federal Funds

Project scope is dependent on Kirby/Whitten Parkway and will not move forward unitl a ROD is delivered on the parkway.

Waiting on ROD from FHWA.

In ROW acquisition.

Project divided into 3 segments. N Segment - ROW acquisition estimated completion April 2016. M Segment - Design plans estimated completition date

October 2015. S Segment - preliminary design work underway.

Waiting on ROD from FHWA.

PE-D $112,000

PE-NEPA obligated Oct'14. Consultant selection is being finalized.

Additional CONST funds were added by the TPB by a TIP amendment on 6/25/15. Waiting for TDOT to obligate these additional funds.

Memphis MPO FY 2014-17 TIP: TN Local Projects - Road

March 31 2015

Memphis Walnut Grove Rd Middle 010775

PE-NEPA completed PE-D underway. ROW Appraisals/plat work budgeted in FY16. ROW acquisibudgeted in City's FY17 CIP.

Memphis 101968

Arlington Donelson Farms Parkway

Arlington Airline Rd North Widening

Arlington Hwy 70 at Jetway Rd Improvements 120444.00

Germantown Germantown Rd Realignment 119769.00

118492

119768.00

120114.00

Germantown Germantown Rd/Wolf River Blvd Intersection Improvements

Arlington Airline Rd Improvement, Hall Creek Bridge 115659.00 $62,381

Memphis Plough Blvd 102619

North Second Street

The TIP page was changed administratively by the MPO, but TDOT only obligated the original PE-N amount. The remainder needs to be obligated.

PE-NEPA Phase underway. PE-D Phase budgeted in City's FY15 CIP ROW budgeted in City's FY16 CIP.

Final Design Phase ongoing.

Collierville SR-57 Widening

CONST

Federal Amount Obligated FY 2014

Memphis Elvis Presley Blvd 113028

Memphis Holmes Rd - West 107040 $10,397,280

Memphis Kirby/Whitten Parkway (Shelby Farms) 109182

ETC Agenda Item # 6

Memphis Wolf River Greenway - Phase IV 110445.04 CONST $666,523 Currently waiting on a Phase 1 ESA report related to property acquisition. City of Memphis Parks Services managing project.

Memphis Walker Avenue Streetscape - Phase II 119920 CONST $458,824 Consultant selection underway.

PE-D $80,000CONST $720,000

Memphis Biomedical Planning District 108676 CONST $3,653,116 CONST NTP anticipated in January 2016.

PE-D $16,000CONST $20,630,000 $1,000,000 $1,657,000 December 11 2014

Memphis Cobblestone Landing Railroad Pedestrian Improvements PE-D $50,000 $50,000 July 17 2014 On Schedule

TDOT US-78/Lamar Avenue 100339.01 ROW $2,720,000

Millington Church Street at Navy Rd Intersection 114454.00 PE-D/ROW/CONST $163,000 $163,000 May 26 2015 Waiting on Notice to Proceed from TDOT.

PE-N $16,000PE-D $144,000PE-N $240,000PE-D $560,000PE-N $384,000PE-D $896,000ROW $640,000

PE-N $225,000 $225,000 October 9 2014

PE-D $1,125,000PE-N $225,000 $225,000 October 9 2014PE-D $750,000PE-N $262,500 $262,500 December 1 2014PE-D $1,125,000

Shelby County Shelby Farms Bicycle, Pedestrian, & Equine Trails 113915.00 CONST $1,640,675 $1,590,675 September 2013 Project is under construction.

Shelby County Elvis Presley - Brooks Roadscape Project 105525.44 CONST $119,388 $77,996 December 30 2014

Project was bid twice. Once with no responses and a second bid with one response significantly above the grant budget. Shelby County and the City of

Memphis are working with TDOT to bundle this project into the larger Elvis Presley widening project. Decision is expected from TDOT by first week in

August.$63,807,212 $37,394,598 $16,471,838 $35,524,095 $11,236,675 $8,261,344

Project may need to be removed from the TIP.

Project may need to be removed from the TIP.

On Schedule

Shelby County

Singleton Parkway

Millington Navy Rd Streetscape and Median

Memphis Mainstreet to Mainstreet Multimodal Connector

Memphis Beale St Landing Water Taxi and Dock

Project is currently on hold.

Millington Wilkinsville Rd

Millington

119861.00Macon Rd Widening

Shelby County Houston Levee Rd Widening 119864.00 NEPA phase in progress.

NEPA phase in progress.

NEPA phase in progress.

Shelby County 119862.00Walnut Grove Rd Widening

River Front Development Corporation is in the process of executing the grant agreement with TDOT.

ETC Agenda Item # 6


Anticipated Date of Request/Last

Obligation Date

Phase 2014 2015 2016 2017Bike and Pedestrian Grouping

Bartlett Fletcher Creek Greenway Const. 112841.00 CONST $1,000,000 Construction ($100,000,000) anticipated for obligation August 2015.

Bartlett Fletcher Creek Greenway Phase I Design CONST

$120,000$158,988

May 9 2014 ROW is complete and certified. Final plans to be submitted to TDOT by the end of July with approval and obligation expected in August or September.

Memphis Memphis Sidewalk Program 118411.00 CONST $500,000 $160,000 July 1 2015PE-N will likely conclude in Summer 2015.

PE-D & CONST anticipated obligation FY 2016.

Memphis Memphis Bike Route Signage, Markings and Striping Program 118412.00 CONST $500,000 $132,962 August 12 2014 PE-D will likely conclude in Summer 2015.

CONST anticipated obligation FY16

Memphis Chelsea Avenue Greenline 119935.00 CONST $1,182,857 $178,560 FY 2014, FY 2015, and FY 2016

Contract executed. PE-D ($44,640) expected in Fed FY2015. ROW ($960,000) expected in Fed FY2016.

Memphis Jefferson Avenue Cycle Track 121916.00 CONST $3,485,715 FY 2015 and FY 2016 Waiting on the contract from TDOT.

Memphis Shelby Farms Greenline Bridge 119937.00 CONST $300,000 $240,000 July 2 2014PE-D ($60,000) expected in Fed FY2015. Consultant selection underway.

Coordinating project with TDOT Poplar Viaduct project.Memphis Wolf River Greenway Phase VI and VII CONST $384,556Memphis Wolf River Greenway Phase I CONST $808,571Memphis Wolf River Greenway Phase XIV CONST $192,000Memphis Overton Park Perimeter Trail CONST $337,678 FY 2015 and FY 2016 Project Initiation anticipated Spring 2015.Arlington Arlington Bike/Ped Trail - Phase 2 CONST $600,000 FY 2015 and FY 2016 Reference Project TIP #ENH-2013-01.Memphis South Memphis Greenline 121733.00 CONST $222,857 $28,800 June 2 2015 Project is in NEPA.

Memphis Overton Park Cooper Street Trail 119936.00 CONST $304,000 $20,480 FY 2014, FY 2015, and FY 2016

PE-D ($5,120) expected in Fed FY2015. CONST ($278,400) expected in Fed FY2016.

Lakeland Davies Plantation Road CONST $960,000 FY 2015 and FY 2016Project will most likely move forward after the I-40/Canada Road Interchange is

complete as this is the primary alternate route during construction.

Shelby County Benjestown Road Pedestrian Bridge 119866 CONST $250,000$123,750 Deceber 30 2014 NEPA phase in progress.

$11,148,234 $730,990 $312,550

FY 2014-2017 TIP: TN Local Projects - Groupings

Allocated Federal Funds Federal Amount Obligated FY 2014 Update from Lead Agency

Projects have been combined into Wolf River Phase XV. Grant Initiation is underway.

ETC Agenda Item # 6



Obligation Date

Phase 2014 2015 2016 2017Signalization Grouping

Bartlett Memphis Arlington/Altruria 115526.00 CONST $280,000 $20,000 December 18, 2013 Construction ($260,000) anticipated obligation July 2015. All plans and bid books at TDOT waiting on FHWA for obligation.

Millington Navy Road Church Street CONST $424,000 Design is underway.Memphis Park Goodlet 119540.00 CONST $299,250 $60,000 January 31 2014Memphis Park Mt Moriah 119540.00 CONST $332,500Memphis Park Robinhood 119540.00 CONST $299,250Memphis Park Semmes 119540.00 CONST $332,500Memphis Park StFrancis 119540.00 CONST $299,250Memphis Lamar Barksdale 119540.00 CONST $299,250Memphis Lamar Kyle 119540.00 CONST $332,500Memphis Democrat Lamar 119540.00 CONST $299,250Memphis Watkins Thomas 119540.00 CONST $332,500Memphis Marsh Thomas 119540.00 CONST $332,500Memphis James Thomas 119540.00 CONST $299,250Memphis Frayser Thomas 119540.00 CONST $332,500Memphis Walker Third 119541.00 CONST $332,500 $50,000 January 30 2014Memphis McCrory Statford 119541.00 CONST $332,500Memphis Bayliss National 119541.00 CONST $332,500Memphis Central Greer 119541.00 CONST $332,500Memphis Knight Arnold Hickory Hill 119541.00 CONST $332,500Memphis Mallory Florida 119541.00 CONST $332,500Memphis Southern Hollywood 119541.00 CONST $299,250Memphis Central McClean 119541.00 CONST $332,500Memphis N Pkwy Watkins 119541.00 CONST $465,500Memphis McLemore College 119541.00 CONST $299,250Memphis Jackson Orchi 119541.00 CONST $299,250 $60,000 January 30 2014Memphis Jackson Hollywood 119541.00 CONST $332,500Memphis Jackson University 119541.00 CONST $332,500Memphis Jackson Bayliss 119541.00 CONST $332,500Memphis Jackson Warford 119541.00 CONST $299,250Memphis Jackson Evergreen 119541.00 CONST $332,500Memphis Jackson McLean 119541.00 CONST $332,500Memphis Jackson Springdale 119541.00 CONST $332,500Memphis Jackson Watkins 119541.00 CONST $399,000Memphis Jackson Ayers 119541.00 CONST $332,500Memphis Jackson Manassas 119541.00 CONST $332,500Memphis Jackson Meagher 119541.00 CONST $299,250

$11,842,750 $190,000 $0

STP Isolated Traffic Signal Improvements - Group 2 PE-D anticipated for ($293,519) obligation July/August 2015. CONST ($3,490,500) expected in FY

2016.


2016.


2016.

Federal Amount Obligated FY 2014 Update from Lead Agency

Allocated Federal Funds


ETC Agenda Item # 6



Obligation Date

Phase 2014 2015 2016 2017Resurfacing Grouping

Memphis Memphis Resurfacing (carry over) 118069.00 CONST $3,292,000 $199,648 January 15 2014 CONST ($3,092,352) anticipated obligation in August 2015.

Lakeland Huff n Puff (carry over) CONST $385,000 Acquiring the last temporary easements, should have ROW certified Spring 2015 and construction Fall 2015.

Memphis Hickory Hill 119539.00 CONST $1,805,441 $45,280 February 5 2014Memphis Riverdale 119539.00 CONST $2,266,516Memphis Highland 119539.00 CONST $919,601Memphis North Perkins 119539.00 CONST $1,706,473Memphis Riverside 119539.00 CONST $384,351Memphis Knight Arnold 119539.00 CONST $674,326Collierville Winchester Road Phase 2 120035.00 CONST $745,840 $9,840 $88,080 May 6 2015Collierville Bailey Station 120035.00 CONST $293,440Collierville Bray Station 120035.00 CONST $294,800Memphis Airways 120588.00 CONST $2,376,022Memphis Mendenhall 120588.00 CONST $1,498,513Memphis Getwell 120588.00 CONST $1,727,766Memphis Cooper 120588.00 CONST $818,539

Millington Raleigh Millington Road: Amherst to Sikes 120497.00 CONST $568,000 $32,000 June 2 2015CONST ($536,000) expected in August 2015. Waiting on Notice to Proceed

from TDOT.

Bartlett Kirby Whitten: City Limits to St. Elmo CONST $1,760,000 $1,752,000 September 12 2014 Project is underway. Asphalt is going down the week of July 13th and should

be installed by July 24. Thermo plastic and striping to occur the end of July or in August. Project should be complete sometime in August.

Shelby County Macon Road West Resurfacing CONST $300,000 Project canceled.Shelby County Raleigh Lagrange Road 119863.00 CONST $187,500 $12,000 $10,500 January 21 2015 NEPA Phase Complete. Project under design.Shelby County Macon Road East Resurfacing 119865.00 CONST $225,000 $12,000 $10,500 February 6 2015 NEPA Phase Complete. Project under design.

Germantown Wolf River Blvd Mill and Overlay 119745 CONST $2,400,000 $120,000 $1,000,000 May 18 2015

Remaining Funds Obligated in FY 2015. Anticipate construction bids in May of 2015. Project originally was intended to be mill/overlay of WRB from G'town

Road to Kimbrough (west end) AND from Farmington to east City Limits (east end). However, the west end of project has turned into a complete

reconstruction project. Therefore, project funds will only be sufficient for West end of project (G'town Road to Kimbrough).

$24,629,128 $2,150,768 $1,542,680



PE-D ($407,840) anticipated obligation in August 2015. CONST ($6,485,200) expected FY 2016.

TDOT issued a NTP for PE-Design. The design/CEI consultant has started the field work and design.

Received NTP to Design on 6-12-2015. CONST ($5,339,571) expected FY 2016.$401,600 June 2 2015

ETC Agenda Item # 6



Obligation Date

Phase 2014 2015 2016 2017

Bartlett Buckehead Creek (Carry Over) 115525.00 CONST $472,000 $48,000 November 1 2013

Offers have been made on all properties and accepted. We are working with TDOT ROW in Jackson on what they want in closing documents and closings

should occur in August or September. Anticipate plans will be complete and will receive Notice to bid project in the Fall however City does not have enough

funds in the project to build it so the project will have to stop until money can be provided in the new TIP.

Bartlett Bartlett Road Bridge Const. (Carry Over) 112819.00 CONST $880,000 $720,000 $152,000 January 21 2015 Project will proceed to have plans ready to bid but will have to wait on funding.Millington Raleigh Millington Bridge over Big Creek PE-N $800,000Memphis Brooks Road and Days Creek 119543.00 CONST $661,200 $10,000 February 5 2014 Construction anticipated obligation: August 2015, $651,200Memphis Plough and Winchester CONST $182,400 Expected project initiation in FY 2015.Memphis Sam Cooper and Highland - R 119544.00 CONST $240,000 $38,384 May 8, 2014Memphis Sam Cooper and Highland - L 119544.00 CONST $240,000Memphis Sam Cooper and Holmes - R 119544.00 CONST $240,000Memphis Sam Cooper and Holmes - L 119544.00 CONST $216,000Memphis Mendenhall and Sam Cooper 119544.00 CONST $552,000Memphis Sam Cooper and Vaughn - R 119544.00 CONST $129,600Memphis Sam Cooper and Vaughn - L 119544.00 CONST $129,600Memphis Sam Cooper and Waring - R 119544.00 CONST $240,000Memphis Sam Cooper and Waring - L 119544.00 CONST $240,000Memphis Perkins and CSX RR 119544.00 CONST $432,000Memphis Perkins and Sam Cooper 119544.00 CONST $408,000Memphis Mitchell Road and ICRR CONST $136,800 Expected project initiation in FY 2016.

Germantown McVay Road Bridge Replacement 119770.00 CONST $280,000 $52,000 $32,000 January 21 2015 NEPA Phase completed, however, Project on-hold until further notice.

Memphis Highland and Wolf River CONST $912,000 FY 2015ROW obligation estimated for FY 2016 amount of $270,000; Remainder of

funds for construction estimated in FY 2017.Germantown Poplar Culvert Replacements 112825.01 CONST $480,000 $228,800 February 7 2014 Remainder obligated for construction anticipated in FY 2015.

$7,871,600 $1,097,184 $184,000



Obligation Date

Phase 2014 2015 2016 2017CMAQ

Shelby County Congestion Management Program (Carry Over) 115241.00 PE-N/PE-D/ROW/CONST $18,406,327 $2,050,000 $12,933,000 $7,083,746 May14 2015 NEPA and Design phases complete. ROW phase still pending on one project.

Construction phase underway on all other projects

Shelby County Shelby County Greenline (Carry Over) 116836.00 ROW, PE, CONST $825,000 $825,000 January 18 2015 Construction contract has been awarded and groundbreaking begin July 2015.

Memphis 50 Mile Bike/Ped Project (Carry Over) 119545.00 CONST $1,400,000 FY 2015 Submitted to TDOT for Design Plan Review in April. Anticipating NTP to CONST in December 2015/ January 2016.

MSCHD Air Quality Outreach OPERATIONS $395,877 $395,878 July 2 2015$20,631,327 $2,445,877 $12,933,000 $8,304,624

PE-N ($38,384) June 8, 2014 in progress. PE-D ($345,456) anticipated obligation August 2015. CONST ($3,882,560) expected Fed FY2016.



FY 2014-2017 TIP: TN Local Projects - CMAQ


Bridge Grouping

ETC Agenda Item # 6



Obligation Date

Phase 2014 2015 2016 2017TAP

Collierville Collierville Center Connect Phase 2 CONST $880,000 FY 2015 or 2016 TDOT issued NTP for ROW June 2015.

Memphis MS Blvd. Signalized Pedestrian Crossing 120071.00 CONST $130,000 FY 2015 and FY 2016 PE-N currently underway.PE-D & CON anticipated obligation FY 2016.

Memphis Wolf River Greenway Phase 5 CONST $271,305 FY 2016 CONST in Fed FY2016.

Memphis Ball Road Sidewalks 120073.00 CONST $250,000 FY 2015 and FY 2016 PE-N currently underway. PE-D ($30,000) expected in Fed FY2016. CON ($220,000) expected in Fed FY2016.

Germantown Germantown Greenway Trail 101615 CONST $271,304 $271,305 November 21 2014 Construction underway.

Memphis Hanley ES School Safety 120070.00 CONST $120,000 FY 2015 and FY 2016 NEPA complete. PE-D anticipated obligation July 2015: $18,000CON anticipated obligation FY 2016.

MATA Bus Bike Rack Replacement CONST $36,000 $36,000 September 23, 2014

Memphis Dunbar ES School Safety 120075.00 CONST $100,000 FY 2015 and FY 2016 NEPA complete. PE-D anticipated obligation July 2015: $15,000CON anticipated obligation FY 2016.

Memphis Central Library Pedestrian Access 120074.00 CONST $75,000 $9,000 June 23 2015 NEPA complete. Consultant selection for Design underway.CON anticipated obligation FY 2016.

Memphis Range Line Road Sidewalks 120072.00 CONST $179,000 FY 2015 and FY 2016 PE-N currently underway.PE-D & CON anticipated obligation FY 2016.

$2,312,609 $36,000 $280,305



Obligation Date

Phase 2014 2015 2016 2017SRTS

Memphis Rozelle Elementary PE, ROW, CONST $220,000 $204,166 January 9 2014 Project has been fully obligated.

Memphis Frayser Elementary PE, ROW, CONST $4,125 Project has been fully obligated.

$224,125 $204,166

$142,466,985 $39,840,475 $28,578,783 $18,885,503

FY 2014-2017 TIP: TN Local Projects - SRTS


FY 2014-2017 TIP: TN Local Projects - TAP


ETC Agenda Item # 6

Lead Agency Project Name

Phase 2014 2015 2016 2017Desoto/MDOT I-55/I-69 Interchange at Nail Road PE-N/PE-D $225,000 $225,000 June 24 2015 Hydraulic Study obligated, Waggoner Engineering is the consultant.

PE-D $192,000

ROW $240,000

PE-D $72,000

ROW $512,000

Horn Lake Tulane Road Connector CONST $351,205 $342,486 $8,718 March 9 2015PE-D $62,244

CONST $894,755CONST

Olive Branch Craft Road CONST $3,865,218 $3,865,218 September 9 2014 MDOT in process of reviewing the plans and specs for the rebidding on the project.

Olive Branch Stateline Road Bridge PE/ROW/CONST $640,000 City will begin the process to get the project started.

Southaven Getwell Road (Goodman Rd to TN Stateline) CONST $6,158,189 $6,121,001 $16,214 January 20 2015

Southaven Getwell Road (Star Landing to Church) PE-D $280,000PE-D $0ROW $0

CONST $0

Southaven Stateline Road Pedestrian Project PE/ROW/CONST $693,368 Southaven beginning the process to get the project started.

$10,436,856 $1,119,755 $1,597,368 $1,032,000 $10,328,705 $249,932


Phase 2014 2015 2016 2017

Hernando Hwy 51 and Pleasant Hill RdPE/ROW/CONST $600,000

Hernando Hwy 51 and Robinson StPE/ROW/CONST $300,000

Horn Lake Hampton Dr and Goodman RdPE/ROW/CONST

$250,000

City working with MDOT to determine when Goodman Rd improvements will happen. Project will most likely not go to construction in FY 2015 and may not happen if the Goodman Road Access Management project does not warrant a signal at this intersection.

Olive Branch Hacks Cross Rd and Airport RdPE/ROW/CONST $175,000 MDOT determined traffic signal does not meet warrants. Project to be removed

($175,000) as an adjustment in August 2015.

Olive Branch Bethel Rd and Business Center DrPE/ROW/CONST $150,000 City will begin the process to get the project started.

Olive Branch Magnolia Dr and Old Goodman RdPE/ROW/CONST $150,000

Olive Branch Magnolia Dr and MS-178PE/ROW/CONST $150,000

Southaven Stateline TchulahomaPE/ROW/CONST $0 Project removed with TIP Adjustment 12.19.14, per City's Request

$1,325,000 $150,000 $300,000

Project under review to update cost estimates. Engineer will be developing alternatives to present to the Board of Supervisors to determine the best alternative based on updated estimates. TIP amendment may be requested after feedback from the Board of Supervisors.

Project under review to update cost estimates. Engineer will be developing alternatives to present to the Board of Supervisors to determine the best alternative based on updated estimates. TIP amendment may be requested after feedback from the Board of Supervisors.

DeSoto CountyCommerce Street Extension (Della to Jaybird)

Memphis MPO FY 2014-17 TIP: MS Local Projects - RoadAllocated Federal Funds Federal Amount

Obligated FY 2015

Anticipated Date of Request/Last Obligation

Date Update from Lead Agency

DeSoto CountyGetwell Road (Star Landing to Pleasant Hill)

Federal Amount Obligated FY

2014

Nail Road Extension

Federal Amount Obligated FY 2015


Date

Engineer, Neel-Schaffer is working with MDOT and the City to determine how to move forward on the project. City will let the MPO know how to proceed.

Southaven

Horn Lake Bullfrog Corner Intersection Improvements

Removed from the FY 2014-17 TIP. February 2015 TIP Amendment.

FY 2014-2017 TIP: MS Local Projects - Signalization GroupingAllocated Federal Funds

Waggoneer Engineering is the consultant on the project. Highway 51 and Robinson signal project has been activated. Waiting on the Highway 51 and Pleasant Hill signal project because the I-55 widening project (letting date of 2018 or 2019) would impact this intersection.

Update from Lead AgencyFederal Amount

Obligated FY 2014

ETC Agenda Item # 6


Phase 2014 2015 2016 2017

DeSoto CountyByhalia Rd (Craft Rd to MS-305) PE/ROW/CONST $256,000

DeSoto CountyMS-304 (Emerald Forest to Tunica County Li PE/ROW/CONST $256,000

Moving forward with activation. If possible, an administrative TIP adjustment will be requested. Project will be presented to the Board of Supervisors with $500,000 total project cost. (max $100,000 local share)

DeSoto CountyRed Banks Rd (Byhalia to Lee) PE/ROW/CONST $217,600

Hernando West Commerce & Nesbit RoadPE/ROW/CONST $336,582 $101,600 $336,582 $66,539 June 3 2015 Construction will begin in August 2015.

Hernando McIngvale Rd (Commerce to Byhalia) PE/ROW/CONST $901,280 Project will be activated in August 2015.

Hernando Byhalia Rd (Parkway to McIngvale) PE/ROW/CONST $837,600

Hernando Commerce Rd West (Lamar Place East to Caffey)

PE/ROW/CONST $491,200

Horn Lake Nail Rd PE/ROW/CONST $437,148 Neel-Shaffer has been selected as the consultant on the project.

Olive Branch Hacks Cross Rd (MS-302 to Stateline Rd) PE/ROW/CONST $640,000

Olive Branch State Line Rd (Crumpler to MS-178) PE/ROW/CONST $120,000

Olive Branch State Line Rd (Davidson to Malone) PE/ROW/CONST $220,000

Olive Branch Davidson Rd (MS-302 to Stateline Rd) PE/ROW/CONST $240,000

Southaven Getwell Rd PE/ROW/CONST $960,000 $826,957 August 2014

$1,296,582 $538,748 $2,017,280 $2,162,400 $1,163,539 $66,539


Phase 2014 2015 2016 2017

DeSoto CountyNesbit Fire Station Trail and Connector PE/ROW/CONST $24,000

DeSoto CountyHernando DeSoto River Park Overlook PE/ROW/CONST $36,000

DeSoto CountyDelta View Bike Trail and Park Overlook PE/ROW/CONST $40,000

Southaven Carriage Hills Bike/Ped Improvements PE/ROW/CONST $150,000

Civil-Link is the engineering consultant on the project. During the field review, the observation was made that the driveways would need to be brought to ADA compliance. Request made to MPO for additional funds to cover the cost of construction, waiting on City to verify that the local match is available.

$175,000 $150,000

Waggoneer Engineering/County is submitting the office review plans and proposals on July 27. Field and office review will be combined and obligation is anticipated for August.

FY 2014-2017 TIP: MS Local Projects - TAPAllocated Federal Funds Federal Amount

Obligated FY 2015

Anticipated Date of Requset/Last Obligation


FY 2014-2017 TIP: MS Local Projects - Resurfacing GroupingAllocated Federal Funds Federal Amount

Obligated FY 2015




2014


2014

ETC Agenda Item # 6

Memphis MPO FY 2014-17 Transportation Improvement Program 23

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Funding Sources Fiscal Year 2014

Fiscal Year2015

Fiscal Year2016

Fiscal Year2017 Total

STP Federal Funds $2,400,000 $2,400,000 $2,400,000 $2,400,000 $9,600,000STP State Funds $600,000 $600,000 $600,000 $600,000 $2,400,000

Total STP Funds $3,000,000 $3,000,000 $3,000,000 $3,000,000 $12,000,000HPP Federal Funds $7,500,000 $0 $0 $0 $7,500,000

HPP State Funds $1,875,000 $0 $0 $0 $1,875,000

Total HPP Funds $9,375,000 $0 $0 $0 $9,375,000HSIP Federal Funds $2,700,000 $5,850,000 $2,700,000 $2,700,000 $13,950,000HSIP State Funds $300,000 $650,000 $300,000 $300,000 $1,550,000

Total HSIP Funds $3,000,000 $6,500,000 $3,000,000 $3,000,000 $15,500,000IMD Federal Funds $940,419 $0 $0 $0 $940,419IMD State Funds $104,491 $0 $0 $0 $104,491

Total IMD Funds $1,044,910 $0 $0 $0 $1,044,910NHPP Federal Funds $175,250,000 $5,600,000 $66,350,000 $5,600,000 $252,800,000NHPP State Funds $23,250,000 $1,400,000 $8,150,000 $1,400,000 $34,200,000

Total NHPP Funds $198,500,000 $7,000,000 $74,500,000 $7,000,000 $287,000,000Local Funds $3,000,000 $0 $0 $0 $3,000,000

Total Local Funds $3,000,000 $0 $0 $0 $3,000,000

TOTAL FUNDING $217,919,910 $16,500,000 $80,500,000 $13,000,000 $327,919,910TOTAL EXPENDITURE $217,919,910 $16,500,000 $80,500,000 $13,000,000 $327,919,910

BALANCE $0 $0 $0 $0 $0

Amended 08-27-2015

SECTION ATDOT SPONSORED PROJECTS

Funding & Expenditures Fiscal Years 2014 - 2017

ETC Agenda Item # 7


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Funding Sources Fiscal Year 2014

Fiscal Year2015

Fiscal Year2016

Fiscal Year2017 Total

STP Federal Funds $2,400,000 $2,400,000 $2,400,000 $2,400,000 $9,600,000STP State Funds $600,000 $600,000 $600,000 $600,000 $2,400,000

Total STP Funds $3,000,000 $3,000,000 $3,000,000 $3,000,000 $12,000,000HPP Federal Funds $7,500,000 $0 $0 $0 $7,500,000HPP State Funds $1,875,000 $0 $0 $0 $1,875,000

Total HPP Funds $9,375,000 $0 $0 $0 $9,375,000HSIP Federal Funds $2,700,000 $5,850,000 $2,700,000 $2,700,000 $13,950,000HSIP State Funds $300,000 $650,000 $300,000 $300,000 $1,550,000

Total HSIP Funds $3,000,000 $6,500,000 $3,000,000 $3,000,000 $15,500,000IMD Federal Funds $940,419 $0 $0 $0 $940,419IMD State Funds $104,491 $0 $0 $0 $104,491

Total IMD Funds $1,044,910 $0 $0 $0 $1,044,910NHPP Federal Funds $175,250,000 $5,600,000 $66,350,000 $5,600,000 $252,800,000NHPP State Funds $23,250,000 $1,400,000 $8,150,000 $1,400,000 $34,200,000

Total NHPP Funds $198,500,000 $7,000,000 $74,500,000 $7,000,000 $287,000,000Local Funds $3,000,000 $0 $0 $0 $3,000,000

Total Local Funds $3,000,000 $0 $0 $0 $3,000,000

TOTAL FUNDING $217,919,910 $16,500,000 $80,500,000 $13,000,000 $292,919,910TOTAL EXPENDITURE $217,919,910 $16,500,000 $80,500,000 $13,000,000 $292,919,910

BALANCE $0 $0 $0 $0 $0

Adjusted 07-14-2015

SECTION ATDOT SPONSORED PROJECTS

Funding & Expenditures Fiscal Years 2014 - 2017

ETC Agenda Item # 7


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New TIP Page: Amendment Number 9TIP # TN-IM-2011-01 TDOT PIN # 101742.00 Horizon Year 2020 Lead Agency TDOT

County Shelby Length NA LRTP # 60030002 Conformity Non-Exempt

Project Name Total Cost $74,278,000

Termini/Intersection

Project Description

Obligated Funds Fiscal Year Type of Work Funding Type Total Funds Fed Funds State Funds Local Funds

2014 PE/ROW IMD $1,044,910 $940,419 $104,4912014 ROW NHPP $4,100,000 $3,690,000 $410,0002016 CONST NHPP $67,500,000 $60,750,000 $6,750,000

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Old TIP Page: Adjustment Number 187TIP # TN-IM-2011-01 TDOT PIN # 101742.00 Horizon Year 2020 Lead Agency TDOT

County Shelby Length NA LRTP # 60030002 Conformity Non-Exempt

Project Name Total Cost $35,179,910

Termini/Intersection

Project Description

Obligated Funds Fiscal Year Type of Work Funding Type Total Funds Fed Funds State Funds Local Funds

2014 PE/ROW IMD $1,044,910 $940,419 $104,4912014 ROW NHPP $4,100,000 $3,690,000 $410,0002016 CONST NHPP $32,500,000 $29,250,000 $3,250,000

Adjusted 10-30-2014

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ETC Agenda Item # 7

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