Congestion Management Process 2020 UPDATE Appendix Adopted 08.20.2020 Este documento está disponible en formatos accesibles (como versiones en idiomas extranjeros o en letras grandes y en escala de grises, entre otros) cuando se solicita con diez (10) días calendario de anticipación.

This document is available in accessible formats (such as foreign language versions or large-print and gray-scale versions, among others) when requested ten (10) calendar days in advance.

This document was prepared and published by the Memphis Urban Area Metropolitan Planning Organization (MPO) and is prepared in cooperation with and financial assistance from the following public entities: the Federal Transit Administration (FTA), the Federal 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, the contents of this document do not necessarily reflect the official view or policies of the funding agencies.

It is the policy of the Memphis Urban Area Metropolitan Planning Organization (MPO) not to exclude, deny, or discriminate on the basis of race, color, national origin, ethnicity, immigration status, sex, gender, gender identity and expression, sexual orientation, age, religion, veteran status, familial or marital status, disability, medical or genetic condition, or any other characteristic protected under applicable federal or state law in its hiring or employment practices, or in its admission to, access to, or operations of its programs, services, or activities. For any and all inquiries regarding the application of this accessibility statement and related policies, please contact Nick Warren at 901-636-7146 or [email protected]

Note: The photographs used in this document are for illustrative purposes only. Photographs used were submitted to the Memphis MPO by the public. TABLE OF CONTENTS

A. Appendix A: Federal Legislation, Peer Agency Review & 5 Outreach/Coordination

B. Appendix B: CMP Goals, Objectives, & Performance 19 Measures

C. Appendix C: CMP Network 21

D. Appendix D: Performance Measures 25

E. Appendix E: Regional Congestion Analysis & 29 Methodology

F. Appendix F: Existing Strategies & CMP Strategies Toolbox 37

G. Appendix G: CMP Implementation 53

H. Appendix H: CMP Candidate Evaluation Projects & FY 57 2020-23 TIP CMP Strategy Selection

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TABLE OF CONTENTS-APPENDIX 4 APPENDIX-A

Federal Regulations Pertaining to the Congestion A Management Process B 23 CFR §450.322 Congestion management process in transportation management areas. C

(a) The transportation planning process in a TMA shall address congestion management through a process that provides for safe and effective integrated management D and operation of the multimodal transportation system, based on a cooperatively developed and implemented metropolitan-wide strategy, of new and existing E 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 (including intercity bus operators, employer-based commuting programs such as a carpool program, vanpool F program, transit benefit program, parking cash-out program, shuttle program, or telework program), job access projects, and operational management strategies. G (b) The development of a congestion management process should result in multimodal system performance measures and strategies that can be reflected in the metropolitan H transportation plan and the TIP.

(c) 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, improve transportation system management and operations, and improve efficient service integration within and across modes, including highway, transit, passenger and freight rail operations, and non-motorized transport. 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.

(d) 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 underlying 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

A | APPENDIX 5 APPENDIX-A

A 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, including providers of public transportation; B (3) Establishment of a coordinated program for data collection and system C 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 D coordinated with existing data sources (including archived operational/ITS data) and coordinated with operations managers in the metropolitan area;

E (4) Identification and evaluation of the anticipated performance and expected benefits of appropriate congestion management strategies that will contribute to the F 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 G considered for each area:

(i) Demand management measures, including growth management, and congestion H 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 decision makers and the public to provide guidance on selection of effective strategies for future implementation.

(e) 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.

(f) 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

MEMPHIS URBAN AREA MPO | 2020 CMP UPDATE 6 APPENDIX-A corridor in which a project that will result in a significant increase in capacity for SOVs A (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 B corridor and additional SOV capacity is warranted, then the congestion management process shall identify all reasonable strategies to manage the SOV facility safely C 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 D 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. E

(g) State laws, rules, or regulations pertaining to congestion management systems or F 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. G

(h) Congestion management plan. A MPO serving a TMA may develop a plan that includes projects and strategies that will be considered in the TIP of such MPO. H

(1) Such plan shall:

(i) Develop regional goals to reduce vehicle miles traveled during peak commuting hours and improve transportation connections between areas with high job concentration and areas with high concentrations of low-income households;

(ii) Identify existing public transportation services, employer based commuter programs, and other existing transportation services that support access to jobs in the region; and

(iii) Identify proposed projects and programs to reduce congestion and increase job access opportunities.

(2) In developing the congestion management plan, an MPO shall consult with employers, private and nonprofit providers of public transportation, transportation management organizations, and organizations that provide job access reverse commute projects or job-related services to low-income individuals.

A | APPENDIX 7 APPENDIX-A

A Peer Agency Review Table A-1: Peer Agency Review B Agency CMP Process Model Step Potential Practices to Incorporate into CMP Multiple components used to define network, including NHS, principal arterials, regional C mobility segments, regional truck routes, Define CMP Network Atlanta Regional premium transit roadway alignments, and Commission GDOT regional traffic signal operations program D corridors Evaluate Strategy Effectiveness Project evaluation criteria by project type E Augusta Develop Regional Objectives Defining congestion and objectives Regional Corridor tracking since 2004 and before & after Transportation Evaluate Strategy Effectiveness analysis F Study/MPO Develop Multimodal Performance Performance measures dashboard Boston Region Measures G MPO Collect Data/Monitor System Extensive congestion monitoring and data Performance reporting CMP specific/multimodal objectives and H Develop Regional Objectives connection to performance targets and regional goals Multiple components used to define network, including transit network, National Highway Define CMP Network Chattanooga Freight Network, priority corridors in RTP, previous TPO CMP, etc. Collect Data/Monitor System Descriptive data/PM connection Performance CMP project implementation (3 levels) Program and Implement Strategies Integration into the RTP Development Process cost/benefit analysis Multiple components used to define network, Define CMP Network including Functional Classification, ADT, Strategic Connections, etc. Tiered approach: -Tier 1 measures the congestion impacts of RTP projects and strategies -Tier 2 supports a more detailed analysis of Develop Multimodal Performance strategies/projects that are supported by Measures Houston current data/models Galveston Area -Tier 3 includes measures that will potentially Council be used in the future but are not currently supported by existing data/models Strategy toolbox includes description of strategy, anticipated congestion impacts, Identify and Assess Strategies application scale (corridor vs. regional), anticipated implementation costs, implementation timeframe, analysis tools, etc. Evaluate Strategy Effectiveness Analysis of strategies by investment type

MEMPHIS URBAN AREA MPO | 2020 CMP UPDATE 8 APPENDIX-A

Table A-1: Peer Agency Review A Agency CMP Process Model Step Potential Practices to Incorporate into CMP Collect Data/Monitor System Wide use of available technologies and data B Performance sources Killeen-Temple Methodology for evaluating strategy Metropolitan Evaluate Strategy Effectiveness effectiveness along specific corridors C Area Develop Multimodal Performance Project/corridor level measures Measures D Develop Multimodal Performance Local/MPO specific performance measures Knoxville Measures Regional Transportation FHWA commendation for documenting how E capacity-adding projects will integrate other Planning Program and Implement Strategies Organization congestion management solutions to preserve capacity in the future F Develop Multimodal Performance Project/strategy specific performance measures Maricopa Measures Association of Governments Analyze Congestion Problems and Process for ranking/identifying congested and G Needs high crash corridors Analyze Congestion Problems and Includes a section on disruptive technologies Metropolitan Needs and shared mobility H Washington Council of Analyze Congestion Problems and Includes a table and map of the top 15 Governments Needs bottleneck locations and congestion data.

Regional RTC is the operator of transit in Las Vegas and Transportation extremely integrated with the DOT. The RTC Collect Data/Monitor System Commission hosts traffic cameras on its public website and Performance of Southern provides a dashboard that is useful to the public Nevada and professionals. Develop Multimodal Performance Base PMs for the CMP are posted speed Measures reliability index, expected travel time reliability. Southwestern Overall performance monitoring program Collect Data/Monitor System Pennsylvania Cost benefit analysis using anticipated level of Performance Commission impact area/county specific analysis Strategies are evaluated on two axes: feasibility Evaluate Strategy Effectiveness and effectiveness

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A Table A-2: CMP Steering Committee Invitation List Title Organization B Engineer MDOT Community Transportation Planner TDOT C Region 4 TMC Supervisor TDOT TMC Operations Program Specialist FHWA-TN (Operations) D Transportation Planning Specialist FHWA-TN (Planning) Transportation Planning Specialist FHWA-MS Administrator Shelby County Engineering E Traffic Engineer City of Memphis Engineering Deputy Director City of Memphis Police Department F City Engineer City of Germantown Deputy Director Desoto County G Executive Director Memphis & Shelby County Port Commission Air Quality Improvement Supervisor SCHD/Memphis Area Rideshare H Planning Director MATA Study Director West Memphis MPO Assistant Professor, Civil Engineer University of Memphis Bicycle & Pedestrian Coordinator Memphis Urban Area MPO

MEMPHIS URBAN AREA MPO | 2020 CMP UPDATE 10 APPENDIX-A

Figure A-1: CMP Steering Committee Meeting #1 Presentation A

B

C

D

E

F

G

H

Figure A-2: CMP Steering Committee Meeting #1 Presentation

A | APPENDIX 11 APPENDIX-A

A Figure A-3: CMP Steering Committee Meeting #2 Presentation

B

C

D

E

F

G

H

Figure A-4: CMP Steering Committee Meeting #2 Presentation

MEMPHIS URBAN AREA MPO | 2020 CMP UPDATE 12 APPENDIX-A

Online Public Survey Responses A Figure A-5: Which of the following best fits your definition of traffic congestion?

5.9% B

17.7% C

D

29.4% 47.1% E

F

Long commute times Unreliable travel times Slow traffic speeds

High traffic volumes Long delays at intersections Other (please specify) G Figure A-6: Which of the following do you feel are the most significant causes of traffic congestion in the Greater Memphis Region? (Select 3) H Crashes/traffic incidents 64.71% Lack of alternative 52.94% transportation options Ineffective traffic signals/ 41.18% poor signal coordination Lack of dedicated turn lanes 35.29% Poor intersection/ 23.53% interchange design Inadequate roadway capacity 23.53% Construction zones & 23.53% special even ts Traffic congestion is not 17.65% an issue in the region Other (please specify) 11.76%

High volume of freight vehicles 5.88%

At grade rail crossings 0.00% Figure A-7: In order to reduce traffic congestion, the region should prioritize implementing which of the following strategies? (Select 3) Improving transit service 52.94%

Improving signal coordination 47.06%

Improving bicycle & pedestrian facilities 41.18%

Improving incident clearance times 41.18% Increasing commuter programs 29.41% and rideshare options Improving safety 29.41% Adding roadway/ intersection/ 17.65% interchange capacity Other (please specify) 11.76%

Providing timely traveler information 11.76%

Building dedicated turn lanes 11.76% Improving work zone & 5.88% special event management

A | APPENDIX 13 APPENDIX-A

A Advisory Committee Responses Figure A-8: Which of the following best fits your definition of traffic congestion? B 44.4% 40.0% C 36.4% 36.7% 33.3% 30.0% 30.0% D 27.3% 27.3% 23.3% 22.2% 20.0% E

9.1% 10.0% 10.0% F

Slow traffic speeds High traffic volumes Long delays at intersections Unreliable or inconsistent travel G times CMP Steering Committee PLAC FAC All Committees Figure A-9: Which of the following do you feel is the most significant cause of traffic H congestion in the Memphis MPO region? High volume of 25.8% freight vehicles 23.1% 40.0% 12.5% Lack of alternative 22.6% transportation options 23.1% 20.0% 25.0% Crashes/traffic 16.1% incidents 7.7% 20.0% 25.0% Inadequate roadway 16.1% capacity 15.4% 10.0% 25.0% Oth er 9.7% 15.4% 10.0%

Poor intersection/ 6.5% interchange design 7.7% 12.5% Lack of dedicated 3.2% turn lanes 7.7% All Committees FAC PLAC CMP Steering Committee Figure A-10: Which of the following do you feel is the 2nd most significant cause of traffic congestion in the Memphis MPO region?

Lack of alternative 21.4% 25.8% 30.0% transportation options 28.6% High volume of 19.4% 35.7% freight vehicles 10.0% 12.9% Lack of dedicated turn lanes 10.0% 21.4% Ineffective traffic signals/ 9.7% poor signal coordination 10.0% 28.6% 6.5% Oth er 7.1% 10.0% 6.5% Crashes/traffic incidents 20.0% 6.5% Poor intersection/ 7.1% interchange design 14.3% None of the above, traffic 3.2% congestion is not anissue 10.0% 3.2% Inadequate roadway capacity 14.3% At grade rail crossings 7.1%

Construction zones & 3.2% special even ts 14.3% All Committees FAC PLAC CMP Steering Committee

MEMPHIS URBAN AREA MPO | 2020 CMP UPDATE 14 APPENDIX-A

Figure A-11: Which of the following do you feel is the 3rd most significant cause of traffic A congestion in the Memphis MPO region? 23.3% Poor intersection/interchange 23.1% design 40.0% B 20.0% Lack of alternative 15.4% 20.0% transportation options 28.6% 13.3% 15.4% High volume of freight vehicles 10.0% C 14.3% 13.3% Ineffective traffic signals/poor 15.4% 10.0% signal coordination 14.3% 6.7% 7.7% D Inadequate roadway capacity 10.0% 6.7% Crashes/traffic incidents 7.7% 14.3% E Construction zones & special 6.7% events 28.6% 6.7% 7.7% Lack of dedicated turn lanes 10.0% F 3.3% At grade rail crossings 7.7% All Committees FAC PLAC CMP Steering Committee Figure A-12: In order to reduce traffic congestion, the region’s highest priority should be G implementing or improving which of the following strategies? 39.4% 35.7% Improving transit service 60.0% H 22.2% 27.3% 35.7% Improving signal coordination 20.0% 22.2% 15.2% Adding roadway/intersection/ 7.1% 10.0% interchange capacity 33.3% 6.1% Improving incident 14.3% clearance times

Providing timely 3.0% traveler information 11.1% Improving bicycle & 3.0% pedestrian facilities 10.0%

3.0% Increasing commuter programs 7.1% & rideshare options

3.0% Improving safety 11.1% All Committees FAC PLAC CMP Steering Committee Figure A-13: In order to reduce traffic congestion, the region’s 2nd highest priority should be implementing or improving which of the following strategies? 20.6% Improving signal coordination 28.6% 9.1% 22.2% 14.7% Increasing commuter programs 14.3% & rideshare options 33.3% 11.8% Adding roadway/intersection/ 21.4% interchange capacity 9.1% 11.8% Improving transit service 7.1% 9.1% 22.2% improving bicycle & 8.8% pedestrian facilities 27.3% Improving incident 8.8% clearance times 11.1% 18.2% 8.8% Building dedicated turn lanes 14.3% 9.1% 5.9% Oth er 7.1% 9.1% 2.9% Providing timely traveler information 9.1%

Improving work zone & 2.9% 7.1% special event management 2.9% Improving safety 11.1% All Committees FAC PLAC CMP Steering Committee

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A Figure A-14: In order to reduce traffic congestion, the region’s 3rd highest priority should be implementing or improving which of the following strategies? 20.6% Increasing commuter programs 14.3% 36.4% & rideshare options 11.1% B 17.6% 35.7% Providing timely traveler information 9.1% 11.8% Improving safety 21.4% 11.1% C 11.8% 14.3% Improving signal coordination 18.2% 8.8% improving bicycle & pedestrian 7.1% facilities 18.2% D 8.8% Improving transit service 9.1% 22.2% 8.8% Improving incident clearance times 7.1% 9.1% E 11.1% Improving work zone & 5.9% special event management 22.2% Adding roadway/intersection/ 2.9% interchange capacity 11.1% F 2.9% Building dedicated turn lanes 11.1% All Committees FAC PLAC CMP Steering Committee G Figure A-15: What type of public feedback have you received in relation to your community’s most significant transportation congestion management issue/need? 27.3% 27.3% 26.3% 26.3% H 25.0% 25.0%

12.5% 12.5% 12.5% 12.5% 10.5% 10.5% 10.5% 9.1% 9.1% 9.1% 9.1% 9.1%

5.3% 5.3% 5.3%

Need to Need to do a Traffic Need to add Need to reduce Need to reduce Need to Need to improve signal better job of congestion is more dedicated the impacts of the impact that redesign increase or coordination or managing traffic not an issue in turn lanes crashes on freight vehicles intersections or improve the in construction the community traffic have on traffic interchanges alternative effectiveness of zones or during congestion or congestion transportation traffic signals special even ts improve option s incident (bicy cle, clearance times pedestrian, transit facilities, CMP Steering Committee PLAC All Committees etc.) Figure A-16: Which of the following land-use factors has the potential to reduce traffic congestion most significantly?

18.2% 18.2% 18.2% 18.2% 18.2%

9.1%

Oth er Limiting curb cuts Site designs Parking supply and Centricity of Mixed-use management population, development employment, and PLAC other major activity centers

MEMPHIS URBAN AREA MPO | 2020 CMP UPDATE 16 APPENDIX-A

Figure A-17: In order to reduce the congestion of freight and enhance the movement of A freight within and through the Memphis MPO region, the region should prioritize which of the following strategies?

46.7% B

C

D

13.3% 13.3% E

6.7% 6.7% 6.7% 6.7% F

Identifying and Improving Improving signal Adding Providing additional Improving incident Adding/designating addressing intermodal timing roadway/intersection truck parking clearance times specialized "truck- major freight freight terminals /interchange facilities only" lanes bottlenecks capacity G FAC Figure A-18: Is the success of the freight industry in the Memphis region more dependent upon addressing issues associated with transportation infrastructure condition (i.e. H pavement condition & bridge condition) or addressing operational issues associated with the transportation system (i.e. incident clearance time, timely traveler information, signal coordination, etc.) 60.0%

26.7%

13.3%

Both needs have the same level of priority Addressing operational needs is a higher priority Addressing infrastructure needs is a higher priority

FAC

A | APPENDIX 17 APPENDIX-A

A Public Comments Received

B No public comments were received.

C

D

E

F

G

H

Note: Due to the restrictions resulting from COVID-19, the Memphis MPO was unable to provide physical copies of this document or distribute the document to the various libraries included in the MPO’s library distribution network during the public review period. The public notice and the document were made available on the MPO’s website and comments were accepted electronically.

MEMPHIS URBAN AREA MPO | 2020 CMP UPDATE 18 Table B-1: CMP Goals, Objectives, & Performance Measures B |APPENDIX RTP Planning CMP Goals CMP Objectives CMP Performance Measures Themes 1.1 Reduce the number of Number of fatal crashes fatal and serious injury crashes on public roadways within the Number of serious injury crashes Safety & 1. Improve the safety of the region Security regional transportation system 1.2 Reduce the number of non-motorized fatal and Number of non-motorized fatal and serious injury serious injury crashes on public crashes roadways within the region 2.1 Improve the level of truck Economic 2. Reduce truck delay on travel time reliability on the CMP Truck Travel Time Reliability Index (TTTR)

Vitality critical freight corridors APPENDIX-B network % of person-miles traveled on the Interstate that 3.1 Improve the level of travel are reliable System time reliability on the CMP % of person-miles traveled on the non-Interstate 3. Improve the travel time Preservation/ network National Highway System that are reliable reliability of the regional Connections transportation system Bus annual average on-time performance & Choices 3.2 Reduce the congestion impacts stemming from non- % Incidents cleared in 30 minutes or less recurring incidents or events 19 G C D A H B F E G C D A H B F E

20 Table B-1: CMP Goals, Objectives, & Performance Measures RTP Planning CMP Goals CMP Objectives CMP Performance Measures Themes 4.1 Reduce the annual hours of Annual hours of peak hour excessive delay per peak hour excessive delay on capita the CMP network 4.2 Reduce the annual average commute times throughout the Average travel time to work (minutes) region Transit unlinked passenger trips Annual number of trips eliminated Miles eliminated 4.3 Reduce the number of Single Occupancy Vehicle Fuel saved (gallons per year) APPENDIX-B

MEMPHIS URBAN AREAMPO| 2020CMPUPDATE (SOV) trips throughout the Fuel savings (gallons per year) region 4. Reduce congestion & Carbon monoxide reduction (tons per year) delay on critical regional % of non-single occupancy vehicle travel thoroughfares System Bike share ridership Preservation/ Estimated daily Vehicle-Miles of Travel Connections Estimated daily Vehicle-Miles Traveled on & Choices Interstates, Freeways, and Other Expressways % of estimated daily Vehicle-Miles Traveled on 4.4 Reduce the annual Vehicle Interstates, Freeways, and Other Expressways Miles Traveled (VMT) in the Estimated daily Vehicle-Miles Traveled on Other region Principal Arterials % of estimated daily Vehicle-Miles Traveled on Other Principal Arterials Estimated daily Vehicle-Miles Traveled per capita *Will rely on Environmental Justice & Title VI 5. Improve connections 5.1 Advance TDM strategies to Report Analyses to measures the region's between high concentrations support last mile connections progress towards achieving these goals & of low-income populations and in low-income and major objectives. For more information on these major employment areas employment areas analyses, please see the MPO's Regional Transportation Plan & Title VI Report. APPENDIX-C

CMP Priority & Supplementary Analysis Corridors A Table C-1: Interstate Priority Corridors Corridor Termini B Western MPO Boundary to I-40/I-69/I-240 I-40 Interchange C TN-300 Interchange to I-240/Sam Cooper I-40 Boulevard Interchange I-240/Sam Cooper Boulevard Interchange to D I-40 Eastern MPO Boundary

I-40/I-69/I-240 TN-300 Interchange to I-240/I-55 Interchange E

I-40/Sam Cooper Boulevard Interchange to I-240 S.R. 385 Interchange F I-240 I-55 Interchange to S.R. 385 Interchange E.H. Crump Boulevard Interchange to southern G I-55 TN State Line Southern TN State Line to southern MPO I-55 H Boundary

I-69 U.S. 61 to I-55 Interchange

Red Banks River Road to southeastern MPO I-22 Boundary

C | APPENDIX 21 APPENDIX-C

A Table C-2: Non-Interstate NHS Priority Corridors Corridor Termini B U.S. 72/Poplar Avenue – Inside I-240 U.S. 51 to eastern portion of I-240 loop Eastern portion of I-240 loop to SR-385/eastern U.S. 72/Poplar Avenue - Outside I-240 C MPO Boundary Union Avenue Riverside Drive to Poplar Avenue D U.S. 78/Lamar Avenue and E.H. Crump Riverside Drive to southern portion of I-240 Boulevard –Inside I-240 loop E U.S. 78/Lamar Avenue and E.H. Crump Southern portion of I-240 loop to Red Banks Boulevard –Outside I-240 River Road

U.S. 51 (Northern Portion) S.R. 300 to northern MPO Boundary F U.S. 51 (Southern Portion) I-55 to Pleasant Hill Road

G Jackson Avenue/Austin Peay Highway – Inside U.S. 51 to northern portion of I-240 loop I-240 H Jackson Avenue/Austin Peay Highway – Northern portion of I-240 loop to northern MPO Outside I-240 Boundary

Summer Avenue – Inside I-240 East Parkway to I-40

Summer Avenue – Outside I-240 I-40 to eastern MPO Boundary

Germantown Road/Parkway I-40 to S.R. 385

U.S. 64 Covington Pike to eastern MPO Boundary

Goodman Road U.S. 61 to U.S. 72

Winchester Road West of Weaver Road to South Byhalia Road

E.H. Crump Boulevard to southwestern MPO U.S. 61 Boundary Southern portion of I-240 loop to SR-175/Shelby Airways Boulevard Drive

SR-385 Southeastern portion of I-240 loop to I-269

SR-385/I-269 U.S. 51 to I-40

SR-385/I-269 I-40 to U.S. 72/S.R. 57

MEMPHIS URBAN AREA MPO | 2020 CMP UPDATE 22 APPENDIX-C

Table C-3: Supplementary Analysis Corridors A Corridor Termini U.S. 72/Poplar – Inside I-240 U.S. 51 to eastern portion of I-240 loop B Eastern portion of I-240 loop to S.R.-385/ U.S. 72/Poplar Avenue - Outside I-240 eastern MPO Boundary C Union Avenue Riverside Drive to Poplar Avenue D U.S. 78/Lamar Avenue and E.H. Crump Riverside Drive to southern portion of I-240 Boulevard –Inside I-240 loop U.S. 78/Lamar Avenue and E.H. Crump Southern portion of I-240 loop to Red Banks E Boulevard –Outside I-240 River Road

U.S. 51 (Southern Portion) I-55 to Pleasant Hill Road F Jackson Avenue/Austin Peay Highway – Inside U.S. 51 to northern portion of I-240 loop I-240 G Jackson Avenue/Austin Peay Highway – Northern portion of I-240 loop to northern MPO Outside I-240 Boundary H Summer Avenue – Inside I-240 East Parkway to I-40

Summer Avenue – Outside I-240 I-40 to eastern MPO Boundary

Germantown Road/Parkway I-40 to S.R. 385

U.S. 64 Covington Pike to eastern MPO Boundary

Goodman Road U.S. 61 to U.S. 72

Winchester Road West of Weaver Road to South Byhalia Road

E.H. Crump Boulevard to southwestern MPO U.S. 61 Boundary

C | APPENDIX 23 APPENDIX-C

A Special Events & Impacted CMP Corridors Table C-4: Special Events & Corridors B Event Corridor(s) Danny Thomas Boulevard, Union Avenue, I-55, Memphis in May (Beale Street Music Festival) & I-40 C Germantown Road/Parkway & Walnut Grove Mempho Music Festival Road D Autozone Liberty Bowl East Parkway

E St. Jude Marathon Union Avenue

FedEx/St. Jude Invitational Winchester Road & Poplar Avenue F Mid-South Fair I-55 & Goodman Road G

H

MEMPHIS URBAN AREA MPO | 2020 CMP UPDATE 24 APPENDIX-D

Table D-1: Performance Measure Guide A Performance Measure Definition/Calculation Safety B Annual total number of reported traffic fatalities on public roads Number of fatal crashes within the Memphis MPO MPA. C Annual total number of reported traffic serious injuries, as Number of serious injury defined by the Model Minimum Uniform Crash Criteria (MMUCC) crashes Guideline, on public roads within the Memphis MPO MPA. D Annual total number of reported traffic fatalities and serious Fatal & serious injury crashes injuries, as defined by the MMUCC Guideline, along a roadway per mile segment divided by the length (in miles) of the roadway E segment. Annual rate of reported traffic fatalities and serious injuries, as F defined by the MMUCC Guideline, per 100 million VMT along a roadway segment. G Crash rate per 100 million VMT Calculation: Fatal & serious injury crash rate per 100m VMT H

For more information on the LOTTR measure, visit FHWA's Roadway Departure Safety webpage. Number of non-motorized Annual total number of reported traffic fatalities and serious fatal and serious injury injuries, as defined by the MMUCC Guideline, for non-motorized crashes travelers on public roads within the Memphis MPO MPA.

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A Table D-1: Performance Measure Guide Performance Measure Definition/Calculation B System Reliability Bus on-time performance measures the schedule adherence of buses within MATA's service area, and measures the percentage Bus annual average on- C of buses arriving within a certain range of their scheduled time performance arrival times. If busses arrive before or after that range, they are D considered early or late. Incident clearance time assesses the time that lapses between % Incidents cleared in 30 the notification time of the incident and the time the last minutes or less E responder leaves the incident scene Compares the travel times along select corridors before, during, Average travel time during and after special events to the annual average travel time along special events vs. annual F the corridor. This measure is used to determine the impact of average travel time special events on surrounding transportation facilities G Level of Travel Time Reliability (LOTTR) is defined as the ratio of the longer travel times (80th percentile) to a normal travel time (50th percentile), and segments with a ratio of 1.50 or higher are % of person-miles traveled H considered unreliable. This calculation is conducted during 4 on the Interstate that are time periods; 1) Weekdays 6 A.M.-10 A.M. 2) Weekdays 10 A.M.- reliable 4 P.M. 3) Weekdays 4 P.M-8 P.M 4) Weekends 6 A.M. to 8 P.M. In order for a segment to be considered reliable, the LOTTR ratio must be below 1.50 for all four time periods.

LOTTR Calculation:

% of person-miles traveled on the non-Interstate National Highway System that are reliable For more information on the LOTTR measure, visit FHWA's Transportation Performance Management website. Freight Movement & Economic Vitality The TTTR ratio is generated by dividing the 95th percentile truck travel time by the 50th percentile truck travel time for each reporting segment. Reporting is divided into five periods: 1) Weekdays 6 A.M.-10 A.M. 2) Weekdays 10 A.M.-4 P.M. 3) Weekdays 4 P.M.-8 P.M. 4) Weekends 6 A.M.-8 P.M. 5) Overnights for all days 8 P.M.-6 A.M. The TTTR Index is generated by multiplying each segment’s largest ratio of the five periods by its length, then dividing the sum of all length-weighted segments by Truck travel time reliability the total length of Interstate. index Calculation for TTTR:

For more information on the LOTTR measure, visit FHWA's Transportation Performance Management website.

MEMPHIS URBAN AREA MPO | 2020 CMP UPDATE 26 APPENDIX-D

Table D-1: Performance Measure Guide A Performance Measure Definition/Calculation Congestion Reduction B Estimated daily Vehicle- Miles of Travel C Estimated daily Vehicle- Miles Traveled on Interstate, Freeways, and Other D Expressways % of estimated daily Vehicle-Miles Traveled (VMT) measures the total vehicle activity Vehicle-Miles Traveled on for a given period of time, and is calculated by multiplying the E the Interstate, Freeways, number of vehicles/traffic volume on a given roadway segment and Other Expressways during the referenced time period by the segments length. Estimated daily Vehicle- F Miles Traveled on Other Principal Arterials G % of estimated daily Vehicle-Miles Traveled on Other Principal Arterials H Estimated daily Vehicle-Miles Traveled (VMT) per capita for Estimated daily Vehicle- the Memphis TN-MS-AR Urbanized Area (UZA) divided by the Miles Traveled per capita American Community Survey (ACS) total population estimate for the Memphis TN-MS-AR UZA. Annual Average Daily Traffic (AADT) maps provide traffic volumes based on a 24-hour, two-directional count at a given location. Raw traffic data is mathematically adjusted for vehicle Annual average daily traffic type, determined by an axle correction factor. The data is then statistically corrected by a seasonal variation factor that considers time of year and day of the week. The threshold for excessive delay is based on the travel time at 20 miles per hour or 60% of the posted speed limit travel time, whichever is greater, and is measured in 15-minute intervals.

The cumulative hours of excessive delay experienced by all people traveling through all reporting segments during peak hours in the applicable urbanized area for the full reporting calendar year; (takes into account occupancy factors-i.e. Annual hours of peak hour transit). excessive delay per capita PHED per capita Calculation:

For more information on the PHED measure, visit FHWA's Transportation Performance Management website.

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A Table D-1: Performance Measure Guide Performance Measure Definition/Calculation B Congestion Reduction The threshold for excessive delay is based on the travel time at 20 miles per hour or 60% of the posted speed limit travel time, C Annual hours of peak hour whichever is greater, and is measured in 15-minute intervals. The excessive delay per mile annual hours of PHED per mile measure divides the total annual hours of peak hour excessive delay along a segment by the D total length (in miles) of the segment. According the U.S. Census Bureau, travel time to work refers E to the total number of minutes that it usually took the person Average travel time to work to get from home to work each day during the reference (minutes) week. The elapsed time includes time spent waiting for public F transportation, picking up passengers in carpools, and time spent in other activities related to getting to work. The Regional Travel Demand Model estimates LOS by using G roadway characteristics such as number of lanes, median type, lane width, and functional class as well as time of day, roadway Level of Service capacity, and traffic volume to perform an assessment of a H road’s operating condition, generally described using a scale of A (little congestion) to E/F (severe congestion). Transit unlinked passenger trips measure the number of Transit unlinked passenger passenger boardings on an individual vehicle, and measure trips transit utilization at the system, route, or subroute level. Annual number of trips Estimated annual number of trips eliminated as a result of the eliminated Memphis Area Rideshare Program. Estimated annual number of Vehicle-Miles of Travel (VMT) Miles eliminated eliminated as a result of the Memphis Area Rideshare Program. Fuel saved (gallons per Estimated annual fuel saved, in gallons per year, as a result of year) the Memphis Area Rideshare Program. Fuel savings (dollars per Estimated annual fuel savings, in dollars per year, as a result of year) the Memphis Area Rideshare Program. Carbon monoxide Estimated annual in carbon monoxide emissions, in tons per reduction (tons per year) year, as a result of the Memphis Area Rideshare Program. Estimated % of workers 16 and over within the Memphis TN-MS- % of Non-Single Occupancy AR Urbanized Area (UZA) commuting to work using any other Vehicle travel travel mode than driving alone in a motorized vehicle.

Bike share usage Estimated trips made via Explore Bike Share

MEMPHIS URBAN AREA MPO | 2020 CMP UPDATE 28 APPENDIX-E

Regional Congestion Analysis & Methodology A

The congestion indicators/metrics included in Section 5: Regional Congestion Issues & B Needs, Table 5-1, are intended to identify and assess both recurring and non-recurring congestion issues associated with the regional transportation system. The following outlines the methodology used to develop the unacceptable level of performance C thresholds for the congestion indicators/metrics included in Table 5-1, and identifies segments of the CMP network with unacceptable levels of performance for each congestion metric/indicator. D

Level of Travel Time Reliability (LOTTR) Threshold E

The Memphis MPO’s 2020 CMP incorporates the Level of Travel Time Reliability (LOTTR) indicator/metric into the regional definition for congestion to account for the level of F travel time reliability amongst travelers and shippers throughout the region. The LOTTR unacceptable level of performance threshold was established to align with the federal G definition for unreliable roadway segments, and segments of the CMP network with a LOTTR ratio of 1.50 or higher are defined as unreliable and performing at unacceptable levels. Figure E-1: CMP Network Segments with a LOTTR of 1.50 or Above displays the H segments of the CMP Network exceeding the unacceptable level of performance threshold for the LOTTR indicator/metric.

Truck Travel Time Reliability Index (TTTR) Threshold

Similar to the LOTTR indicator/metric, the Truck Travel Time Reliability Index (TTTR) indicator/metric was incorporated into the 2020 CMP’s regional definition for congestion to account for the level truck travel time reliability on Interstate routes throughout the region. The unacceptable level of performance threshold for TTTR was established to align with the LOTTR indicator/metric threshold, and segments of the regional Interstate system with a TTTR of 1.50 or higher are defined as unreliable and performing at unacceptable levels. Figure E-2: Interstate Segments with a TTTR of 1.50 or Above displays the segments of the regional Interstate system exceeding the unacceptable level of performance threshold for the TTTR indicator/metric.

Annual Hours of Peak Hour Excessive Delay (PHED) per Mile Threshold

The Memphis MPO’s 2020 CMP incorporates the Annual Hours of Peak Hour Delay (PHED) per mile indicator/metric into the regional definition for congestion to assess recurring peak hour congestion issues throughout the region. The PHED per mile indicator/metric threshold was established to assess peak hour congestion issues associated with the CMP network in a context specific manner, as congestion issues within the Memphis MPO region may not be comparable with congestion issues in other regions or urban areas across the United States. Further, segments of the CMP network that are experiencing PHED per mile at least 2 times greater than the regional average PHED per mile for the corresponding calendar year will be defined as congested.Figure E-3: CMP Network Segments with PHED per Mile 2 Times Greater than the Regional Average PHED per Mile identifies segments of the CMP network within the Urbanized Area of the region with PHED per mile exceeding the PHED per mile threshold for 2018.

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A Level of Service (LOS) Threshold

The Memphis MPO’s 2015 CMP defines roadways operating with a Level of Service B (LOS) of E or F as congested. The 2020 CMP will continue to use the LOS metric as a component of the MPO’s regional definition for congestion, and will continue to C consider segments of the CMP network with a LOS of E or F as congested. This analysis will be updated and conducted in conjunction with the update to the Memphis MPO’s Regional Travel Demand Model. In addition, the MPO will continue to use the LOS D metric to identify congested segments of the Regional Travel Demand Model network that are not located on the CMP network. Figure E-4: CMP Network Segments with a LOS E or F displays the segments of the CMP network with operating with a LOS of E or F. E

F Annual Average Daily Traffic (AADT)

G The Annual Average Daily Traffic (AADT) measure is used to track traffic volumes along the Interstate Priority Corridors and Non-Interstate NHS Priority Corridors throughout the region. While the AADT measure is not currently a component of the regionally H accepted definition for congestion, the Memphis MPO will continue to track AADT on CMP network corridors to assess changes in traffic volumes.Figure E-5: 2018 AADT displays the 2018 AADT counts at various locations the CMP network, and Figure E-6: % Change in AADT 2017-2018 displays the percent increases and decreases in AADT at these locations from 2017-2018.

MEMPHIS URBAN AREA MPO | 2020 CMP UPDATE 30 APPENDIX-E

Figure E-1: CMP Network Segments with a LOTTR of 1.50 or Above A

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A Figure E-2: CMP Network Segments with a TTTR of 1.50 or Above

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MEMPHIS URBAN AREA MPO | 2020 CMP UPDATE 32 APPENDIX-E

Figure E-3: CMP Network Segments with PHED per Mile 2 Times Greater than the Regional A Average PHED per Mile B

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A Figure E-4: CMP Network Segments with a LOS of E or F

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Figure E-5: 2018 AADT A

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A Figure E-6: % Change in AADT 2017-2018

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MEMPHIS URBAN AREA MPO | 2020 CMP UPDATE 36 APPENDIX-F

Existing Regional Congestion Management Strategies & A Efforts B The following provides an overview of various large scale and subarea efforts to improve the safety of the transportation system and reduce congestion throughout the region. C

Intelligent Transportation Systems (ITS) & Transportation Systems D Management & Operations (TSM&O) E Several agencies and organizations throughout the region have implemented Intelligent Transportation System (ITS) and Transportation Systems Management & Operations (TSM&O) projects, strategies, and concepts. The following provides an F overview of existing and ongoing efforts to advance the implementation of ITS and TSM&O within the region. G Memphis MPO Regional ITS Architecture Plan H The Memphis MPO’s Regional ITS Architecture is a long-range plan for the deployment, integration, and coordinated operation of ITS in the Greater Memphis Region. The Regional ITS Architecture provides a framework for implementing ITS projects, encourages interoperability and resource sharing among agencies, identifies applicable standards to apply to projects, and allows for cohesive long-range planning among regional stakeholders. ITS architectures allow stakeholders to plan for what they want the transportation system to look like in the long-term, and then break out the system into smaller pieces that can be implemented as funding permits.

As part of project selection for the Memphis MPO’s RTP and TIP, traffic signal and other projects with ITS components are screened for inclusion in the Regional ITS Architecture. For a complete list of ITS deployments, needs, and long-range plans, refer to the Memphis Urban Area Regional ITS Architecture & Deployment Plan.

TDOT Traffic Operations Division & TSM&O Plan

Traffic Systems Management & Operations (TSM&O) is an integrated program intended to optimize the performance of existing infrastructure through the implementation of systems, services, and projects designed to preserve capacity of roadways, increase reliability of the system, and improve safety and efficiency for travelers. TSM&O is a cross-disciplinary approach to congestion and traffic incident management that has been championed by FHWA and TDOT’s Traffic Operations Division.

TDOT Region 4 Traffic Management Center (TMC), Traffic Incident Management (TIM) Program, & TN Smartway System

For major highways in the Greater Memphis Region, TDOT operates a fully integrated Intelligent Transportation System known as SmartWay to implement its TSM&O goals and objectives in a coordinated manner. The Memphis-area SmartWay system is managed

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A through TDOT’s Transportation Management Center (TMC), which uses ITS assets such as CCTV cameras, vehicle detectors, and reports from first responders to monitor traffic congestion and safety issues and respond to them in a real-time basis. B For example, the TMC serves as a communication hub for TDOT’s Incident Management C Program (HELP). These HELP trucks patrol 44 miles of Memphis freeways and are equipped with tools and material to assist with clearing incidents. HELP supervisors and operators also work closely with local towing and recovery companies to implement D quick clearance of incidents. Other ITS components, such as TDOT’s 511 traveler information system, highway advisory radio, dynamic message signs and SmartWay website, alert motorists of areas with non-recurring congestion so they can be actively E avoided. By integrating operations centers, traffic incident management, traveler information systems, and other ITS resources, TDOT’s SmartWay system provides a F comprehensive tool for congestion management. MDOT Traffic Management Center (TMC) & 511 System G MDOT’s TMC uses traffic cameras, congestion analysis technology, radar and temperature sensors, along with local agency communication to monitor traffic H congestions throughout the state of Mississippi. MDOT’s mobile traffic application and 511 system provide travelers with traffic alerts and other important traveler information.

Shelby County Congestion Management Program

Shelby County’s Congestion Management Program has served as a county wide effort to upgrade and install new traffic signals, video detection equipment, fiber optic cable, and emergency vehicle preemption equipment within Shelby County. Several signal coordination projects have been completed throughout the County since the creation of the program, and the county anticipates pursuing a final “package” of projects in the near future.

Congestion Management/Mobility Plans, Studies, & Policies

Various agencies and organizations throughout the region have developed congestion management and mobility plans, studies, and policies in an effort to address congestion issues occurring within their respective jurisdictions. The following provides an overview of the existing plans, studies, and policies designed to address congestion and enhance mobility throughout the region.

Memphis MPO Regional Bicycle & Pedestrian Plan

The Memphis MPO’s Regional Bicycle and Pedestrian Plan was last updated in 2014, and was developed with the intent of identifying opportunities for encouraging and enhancing bicycle and pedestrian travel within the Memphis MPO region. The plan identifies various region-specific connectivity and safety concerns for bicyclists and pedestrians, and provides a prioritized list of corridors in need of pedestrian or bicycle improvements. The Memphis MPO is currently in the process of updating its Regional Bicycle and Pedestrian Plan, and it is anticipated that the plan will be adopted in 2020.

MEMPHIS URBAN AREA MPO | 2020 CMP UPDATE 38 APPENDIX-F

For more information regarding the Memphis MPO’s Regional Bicycle and Pedestrian A Plan, visit the MPO’s website.

Memphis MPO Regional Freight Plan B

The Memphis MPO’s Greater Memphis Regional Freight Plan was developed C to enhance the mobility of people and goods within and through the region, while simultaneously accounting for the unique characteristics of the region and encouraging economic development. The Regional Freight Plan aims to address D the freight competitiveness of industrial sites served by transportation, and provides recommendations for near-term and medium-term projects, policies, and programs E which provide for adaptation and continuous improvement in the ever-changing freight environment. The MPO recognizes the importance of freight to the economic vitality of the region, and prioritizes the strategies designed to reduce freight congestion F and improve truck travel times as part of its planning process. For more information regarding the Memphis MPO’s Greater Memphis Regional Freight Plan, visit the MPO’s website. G

Memphis MPO Bus Stop Design & Accessibility Guidelines H

In 2017, the Memphis MPO, in partnership with the MATA, embarked on an effort to improve the quality of bus stops in the Greater Memphis Region. The MPO’s Bus Stop Design and Accessibility Guidelines document was developed to provide a set of guidelines for the improvement of current and proposed bus stops. The intent of the document is to facilitate proper siting, design, installation, and maintenance of existing and proposed bus stops throughout the Greater Memphis Region. It is anticipated that transit ridership will increase as a result of improved bus facilities. For more information regarding the Memphis MPO’s Bus Stop Design and Accessibility Guidelines, visit the MPO’s website.

Coordinated Public Transit-Human Services Transportation Plan (CPT-HSTP)

The Memphis MPO, in partnership with the West Memphis MPO, the West Tennessee RPO, TDOT, ARDOT, and MDOT, developed the 2016 CPT-HSTP. The purpose of the CPT- HSTP is to create a better transit system for transportation disadvantaged communities, including older adults, persons with disabilities, and persons of low-income. The plan identified various transportation providers across a twenty-county, three-state area, assessed mobility issues and needs for transportation disadvantaged communities throughout the study area, and established a prioritized list of strategies and activities intended to address these mobility issues. Since the completion of the plan, the MPO has reconvened it’s CPT-HSTP Advisory Committee on several occasions to offer members the opportunity to provide updates on the implementation of the strategies and activities recommended in the plan. For more information on the Memphis MPO’s CPT-HSTP, visit the MPO’s website.

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A DeSoto County Transit Feasibility Study

In 2013, the Memphis MPO conducted a transit feasibility study to determine if and what B type of transit service might be appropriate for DeSoto County. The study evaluated the need for public transportation and the particular service characteristics associated with C that need, assessed different service options, conducted cost/benefit analyses, and identified potential funding sources to support any recommended services. The plan recommended several services to enhance mobility in DeSoto County, and provided D corresponding implementation strategies for each of the recommended services. For more information regarding the DeSoto County Transit Feasibility Study, visit the MPO’s website. E Mid-South Regional Greenprint & Sustainability Plan F In 2011, Shelby County Government received a $2.6 million Sustainable Communities Regional Planning Grant from the United States Department of Housing and Urban G Development (HUD) to develop the Mid-South Regional Greenprint and Sustainability Plan. The plan includes a 25-year horizon, and aims to enhance regional livability and H sustainability by establishing a unified vision for a region-wide network of connections and accessibility to green spaces. The plan emphasizes connecting various communities in a sustainable manner by increasing multimodal transportation options, enhancing regional transit services and transportation demand management, and reducing the transportation system’s impact on the built and natural environment.

TDOT Extreme Weather Vulnerability Report

In February 2015, TDOT released its final report assessing the vulnerability of the Tennessee’s transportation system to current and anticipated extreme weather events. The report was developed in coordination with various stakeholders throughout the state. Collectively, participants identified critical transportation assets that would cause immediate, direct, and substantial disruption to the transportation system at the local, regional, or national level if withstanding an event that limited the assets functionality.

As noted in the report, Shelby County has historically experienced extreme hydrological and wind events more frequently that the majority of the State of Tennessee. Hydrological events have increased the potential of severe flooding, which can cause damage to roads and/or disruption to the transportation system.

Local Mobility Manuals & Policies

Local mobility manuals or policies, such as “complete streets” policies, can increase the use of alternative forms of transportation by requiring or encouraging that infrastructure supporting alternative transportation be incorporated in the design of larger roadway construction projects. On January 30th, 2013, the City of Memphis adopted a Complete Streets policy, which required the City to develop Complete Streets Design Manual to assist with implementation.

MEMPHIS URBAN AREA MPO | 2020 CMP UPDATE 40 APPENDIX-F

Local Comprehensive & Smart Growth Plans A

Various local jurisdictions throughout the Memphis MPO region have developed comprehensive or smart growth plans to guide and promote sustainable development. B Through the implementation and enforcement of these plans, it is anticipated that future development will occur in a manner that supports shorter commutes and the use C of alternative forms of transportation.

Local Transit Plans & Studies D

As part of the development of the Memphis 3.0 Comprehensive Plan, the City E of Memphis’ Office of Comprehensive Planning, in conjunction with MATA and Innovate Memphis, produced a Transit Vision Plan that identifies strategies to improve transit throughout the city of Memphis. As part of this effort, the plan provided a F recommended transit network, identified major capital improvements, and outlined funding requirements for plan implementation. It is anticipated that full implementation of the plan would increase the number of jobs accessible by transit in one hour by 39%, G thus providing incentive for commuters to use transit services. H Safety Improvement Plans, Studies, & Policies

Safety is an important component of congestion management. Traffic incidents are a significant cause of non-recurring congestion on U.S. roadway networks. When a crash or other incident occurs, it can slow or even completely block traffic around the site until the incident is fully cleared. Improvements to transportation safety reduce non-recurring congestion, and improved congestion management reduces the risk of secondary crashes along the queue caused by traffic incidents.

Tennessee & Mississippi Strategic Highway Safety Plans

A Strategic Highway Safety Plan (SHSP) is a major component and requirement of the Federal Highway Safety Improvement Program (HSIP). It is a statewide-coordinated safety plan that provides a comprehensive framework for reducing highway fatalities and serious injuries on all public roads. An SHSP identifies a State’s key safety needs and guides investment decisions towards strategies and countermeasures with the most potential to save lives and prevent injuries.

TDOT and MDOT’s Strategic Highway Safety Plans both adopt a “Toward Zero Deaths” vision statement, which is the vision of a national and collaborative effort entitled Toward Zero Deaths: National Strategy on Highway Safety. Its name and mission are based on the premise that even one death is unacceptable, and therefore, we must aspire to move toward zero deaths on our roadways. To reach towards this vision, both plans emphasize the “Four Es” of Safety: engineering, enforcement, education, and emergency response.

For particular areas with a high incidence of crashes or fatalities, a State DOT, the MPO, or another jurisdiction or agency may conduct an intersection or corridor study to diagnose issues and propose strategies to improve safety. For example, TDOT conducts

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A Road Safety Audit (RSA), which enlist a multi-disciplinary management team to study crash data and conduct field investigations to determine the safety issues for an area with safety concerns and propose “quick” improvements such as signage, striping, B and minor improvements to roadway geometry that can be rapidly implemented to eliminate or alleviate safety concerns. Traffic congestion is considered as part of these C studies, and improvements can also serve to mitigate congestion. Transit, Rideshare, Commuter Programs, & Transportation Management D Associations

E Numerous agencies and organizations have led and engaged in efforts to reduce SOV travel throughout the region and encourage the use of alternative modes of transportation. The following provides an overview of existing transit services, rideshare F programs, commuter programs, and Transportation Management Associations within the region. G Memphis Area Transit Authority

H MATA is the public transportation provider and direct recipient of FTA funds for the Memphis area. As the public transportation provider for the Memphis area, MATA transports customers in the City of Memphis and parts of Shelby County on fixed-route buses, paratransit vehicles, and vintage rail trolleys.

As part of its services, MATA offers reduced fare rates for senior citizens 65 years and older, and people with disabilities on fixed route bus and trolley services. In addition, MATA offers discounted and free rides on days with poor air quality, and has partnered with several organizations, including the City of Memphis, to offer employees free access to transit services.

In 2019, MATA partnered with Shelby County Schools to provide free bus passes to high school students and parents during the 2019-20 school year based on eligibility and availability. The program aims to improve and address various challenges related to poverty, student absenteeism, and academic performance, while simultaneously increasing MATA’s ridership and reducing the overall number of vehicles on the road.

MATAplus is a shared ride paratransit service designed to meet the needs of persons with disabilities within the Memphis area. For more information on MATAplus, and paratransit services offered throughout the Memphis MPO planning area, please see the Memphis MPO’s CPT-HSTP.

Memphis Area Rideshare

The Memphis Area Rideshare Program is housed within the Air Quality Improvement Branch of the Shelby County Health Department (SCHD), and offers a number of services that encourage the use of alternative transportation options. The Memphis Area Rideshare Program recently partnered with Rideshare by Enterprise to provide vanpooling services for companies and commuters within the Memphis Area. The program connects co-workers that live near one another through an interactive social

MEMPHIS URBAN AREA MPO | 2020 CMP UPDATE 42 APPENDIX-F network and provides participants with a convenient and inexpensive option for their A commute.

In addition, employees that commute to work by bike, transit, or carpool are eligible B to register for the Memphis Area Rideshare Program’s Emergency Ride Home Program. This program provides participants with several free taxi rides per year in the event an C emergency or unforeseen circumstance arises causing participants to miss their ride home. D Smart Commute

The Smart Commute program is a resource provided by TDOT that supports alternative E mobility options throughout the state of Tennessee. The program provides Tennessee state government employees living in the Memphis Area with a variety of transport F options, including free access to MATA transit services for work related trips and free emergency rides for registered members of the carpool program. In addition to the services provided to state employees, the Smart Commute program’s website provides G information on other programs and initiatives that support alternative transportation options across Tennessee. H Commute Options

Commute Options Memphis is a community based program that was created to encourage the use of alternative transportation options and reduce the use of Single-Occupancy Vehicle travel throughout the Memphis area. The program has developed a number of tools and resources to encourage the use of alternate forms of transportation, and has worked with various employers to deploy several pilot projects that promote the use of alternative forms of transportation for employees and students. As part of this effort, the program has hosted and promoted a variety alternative mode events that encourage the use of alternative transportation options.

Memphis Medical District Collaborative Transportation Management Association

The Memphis Medical District Collaborative (MMDC) recently formed a Transportation Management Association to provide coordinated transportation and parking services to members of the Transportation Management Association. The Transportation Management Association is intended to reduce the number of Single-Occupancy Vehicle trips, reduce parking demand, and promote the use of alternative modes of transportation to employees and students in the Medical District. In 2019, the MMDC partnered with MATA to pilot a commuter shuttle between Harbor Town and the Memphis Medical District. The shuttle provides medical district employees and students with valid identification cards free shuttle service during morning and peak hour weekday travel periods. The MMDC has undertaken several other initiatives to improve mobility and reduce the volume of Single Occupancy Vehicle travel within the Memphis Medical District, and is in the process of developing Mobility Implementation Plans to address the needs of Anchor institutions within the area.

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A Other Employer-Based Commuter Programs

Various employers throughout the region offer transportation services for their B employees to assist with potential commuting barriers or obstacles. FedEx, one of the region’s largest employers, provides shuttle services for employees in the Greater C Memphis area, and has been exploring the possibility of expanding its services. In 2018, Sephora partnered with the Delta Area Human Resource Agency (DARTS) to offer transportation services to employees with disabilities working at their warehouse in D Olive Branch, Mississippi. It is anticipated that services and partnerships such as these will improve access to major employment centers and reduce the number of Single Occupancy Vehicle trips throughout the region. E

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MEMPHIS URBAN AREA MPO | 2020 CMP UPDATE 44 Table F-1: CMP Corridor/Project Level Strategies F |APPENDIX Intelligent Transportation Systems & Operational Strategies Implementation Strategy Description Anticipated Congestion Impacts Connection to CMP Goal(s) Costs (Low, Moderate, High) Improve the safety of the regional Dynamically changing posted speed limits Reduced delay transportation system Variable speed for vehicles approaching congested areas, Reduced number of crashes Improve the travel time reliability of the Low limits accidents, or special events. This can regulate Reduced delay from non-recurring regional transportation system the flow and reduce collisions. incident/event Reduce congestion & delay on critical regional thoroughfares Travel information provided via radio, phone applications, or dynamic message signs can mitigate congestion by diverting traffic to Reduce truck delay on critical freight Reduced delay other routes that are not at capacity. This corridors Traveler Improved travel time reliability can improve the efficiency of the network Improve the travel time reliability of the information Improved truck travel time reliability Moderate APPENDIX-F as a whole and is usually integrated with an regional transportation system systems Reduced delay from non-recurring incident detection system. In addition, ITS Reduce congestion & delay on critical incident/event systems can be used to collect weather data regional thoroughfares along corridors and alert drivers of unsafe weather conditions to reduce incidents. Conversion of general purpose lanes into high occupancy vehicle (HOV) lanes to provide Reduced overall VMT Reduce congestion & delay on critical Managed Lanes incentives for carpool/vanpool users. Effective Reduced SOV trips Low regional thoroughfares implementation of managed lanes requires Increased person throughput strict enforcement by law enforcement. Communications and monitoring infrastructure (fiber, wireless, cameras, speed detectors, etc.) required to support operational Reduce truck delay on critical freight Communications Reduced delay activities. Communications networks allow corridors networks and Improved travel time reliability remote monitoring and surveillance of the Improve the travel time reliability of the roadway Improved truck travel time reliability Moderate CMP network and provide date for real time regional transportation system monitoring Reduced delay from non-recurring management of the transportation system. Reduce congestion & delay on critical coverage incident/event Information may also be provided to the regional thoroughfares media and public to assist in travel demand management and incident routing. Reduce truck delay on critical freight This strategy can include retiming the corridors Traffic signal Reduced delay signal system, upgrading signal equipment, Improve the travel time reliability of the coordination and Improved travel time reliability Low/Moderate coordinating systems, and installing actuated regional transportation system modernization Improved truck travel time reliability or adaptive signal systems. Reduce congestion & delay on critical regional thoroughfares Adding/reconfiguring turning lanes, widening lanes, establishing proper curb radii, utilizing Improve the safety of the regional Intersection roundabouts, upgrading traffic control Reduced delay transportation system

45 Moderate/High improvements devices, or innovative intersection treatments Reduced number of crashes Reduce congestion & delay on critical can promote better traffic flow and reduce regional thoroughfares delays and queues. G C D A H B F E G C D A H B F E

46 Table F-1: CMP Corridor/Project Level Strategies Intelligent Transportation Systems & Operational Strategies Implementation Strategy Description Anticipated Congestion Impacts Connection to CMP Goal(s) Costs (Low, Moderate, High) Access management is a broad strategy which can include design changes and Improve the safety of the regional infrastructure that minimize the number of Access Reduced delay transportation system driveways and intersecting roads on a corridor. Moderate/High management Reduced number of crashes Reduce congestion & delay on critical This is accomplished by adding parallel roads, regional thoroughfares shared driveways, median barriers, and proper curb cuts. Replacing two-way streets with pairs of one- Improve the safety of the regional way streets can facilitate signal coordination, Reduced delay transportation system One-way streets reduce disruptive left or right turns, change Increased person throughput Moderate Reduce congestion & delay on critical traffic patterns to increase efficiency and Reduced number of crashes regional thoroughfares

safety, and increase capacity on the network. APPENDIX-F

MEMPHIS URBAN AREAMPO| 2020CMPUPDATE Adding, improving, and maintaining signs can Signage clearly communicate information to drivers. Improve the safety of the regional Reduced number of crashes Low upgrades This will improve operations in areas where transportation system poor signage is causing driver confusion. Adding or removing, redesigning, and properly maintaining pavement markings/striping can Pavement clearly communicate information to drivers. Improve the safety of the regional Reduced number of crashes Low markings/striping This will improve operations in areas where transportation system poor pavement markings/striping is causing driver confusion. Improve the safety of the regional transportation system Reduced delay Reduce truck delay on critical freight Restricting left turns can improve safety and Restricting left Improved travel time reliability corridors traffic flow along a corridor, especially in areas Low turns Improved truck travel time reliability Improve the travel time reliability of the that have shared through and left turn lanes. Reduced number of crashes regional transportation system Reduce congestion & delay on critical regional thoroughfares Traffic calming techniques can include narrow(ing) lanes, speed bumps, or rumble strips. Although these measures can reduce Improve the safety of the regional Traffic calming Reduced number of crashes Low/Moderate travel speeds, they can also reduce the transportation system number of incidents which contribute to non- recurring congestion. Four lane roadways are often inefficient and do not allow space for bicyclists. Under Reduced overall VMT Improve the safety of the regional proper traffic volume conditions, roadways Reduced SOV trips transportation system Road Diets can be converted to move vehicles at slower Increase in use of non-motorized Moderate Reduce congestion & delay on critical but more consistent speeds, while safely transportation regional thoroughfares accommodating higher volumes of bicycle Reduced number of crashes and pedestrian traffic. Intelligent Transportation Systems & Operational Strategies Implementation Strategy Description Anticipated Congestion Impacts Connection to CMP Goal(s) Costs (Low, Moderate, High) Access management is a broad strategy which can include design changes and Improve the safety of the regional infrastructure that minimize the number of Access Reduced delay transportation system driveways and intersecting roads on a corridor. Moderate/High management Reduced number of crashes Reduce congestion & delay on critical This is accomplished by adding parallel roads, regional thoroughfares shared driveways, median barriers, and proper curb cuts. Replacing two-way streets with pairs of one- Improve the safety of the regional way streets can facilitate signal coordination, Reduced delay transportation system One-way streets reduce disruptive left or right turns, change Increased person throughput Moderate Reduce congestion & delay on critical traffic patterns to increase efficiency and Reduced number of crashes regional thoroughfares safety, and increase capacity on the network. Adding, improving, and maintaining signs can Signage clearly communicate information to drivers. Improve the safety of the regional Reduced number of crashes Low upgrades This will improve operations in areas where transportation system poor signage is causing driver confusion. Adding or removing, redesigning, and properly maintaining pavement markings/striping can Pavement clearly communicate information to drivers. Improve the safety of the regional Reduced number of crashes Low markings/striping This will improve operations in areas where transportation system poor pavement markings/striping is causing driver confusion. Improve the safety of the regional transportation system Reduced delay Reduce truck delay on critical freight Restricting left turns can improve safety and Restricting left Improved travel time reliability corridors traffic flow along a corridor, especially in areas Low turns Improved truck travel time reliability Improve the travel time reliability of the that have shared through and left turn lanes. Reduced number of crashes regional transportation system Reduce congestion & delay on critical regional thoroughfares Traffic calming techniques can include narrow(ing) lanes, speed bumps, or rumble strips. Although these measures can reduce Improve the safety of the regional Traffic calming Reduced number of crashes Low/Moderate travel speeds, they can also reduce the transportation system number of incidents which contribute to non- recurring congestion. Four lane roadways are often inefficient and do not allow space for bicyclists. Under Reduced overall VMT Improve the safety of the regional proper traffic volume conditions, roadways Reduced SOV trips transportation system Road Diets can be converted to move vehicles at slower Increase in use of non-motorized Moderate Reduce congestion & delay on critical but more consistent speeds, while safely transportation regional thoroughfares accommodating higher volumes of bicycle Reduced number of crashes and pedestrian traffic.

Table F-1: CMP Corridor/Project Level Strategies F |APPENDIX Intelligent Transportation Systems & Operational Strategies Implementation Strategy Description Anticipated Congestion Impacts Connection to CMP Goal(s) Costs (Low, Moderate, High) Freight operational improvements may Freight include improving intermodal connections, Reduced freight delay Reduce truck delay on critical freight operational designating truck-only lanes on existing Moderate Improved truck travel time reliability corridors improvements roadways, or improved weigh station efficiency. Demand Management & Transit Strategies Implementation Strategy Description Anticipated Congestion Impacts Connection to CMP Goal(s) Costs (Low, Moderate, High) Reduce congestion & delay on critical APPENDIX-F Additional/ Enhanced transit frequencies on primary transit regional thoroughfares Reduced overall VMT Improved transit corridors and/or expand transit service to Improve connections between Reduced SOV trips Moderate coverage or areas that do not have transit coverage but high concentrations of low-income Increase in transit ridership frequency are suitable for transit operation. populations and major employment areas Reduce congestion & delay on critical Additional/ Addition or improvement of transit stations regional thoroughfares Reduced overall VMT improved transit or stops, such as seating, shelter, trash Improve connections between Reduced SOV trips Low/Moderate stations/stops/ receptacles, signage, charging stations, or high concentrations of low-income Increase in transit ridership amenities lighting populations and major employment areas This strategy increases capacity for transit services while simultaneously improving Reduced overall VMT Dedicated transit operations. Smaller projects include bus bays Reduced SOV trips Reduce congestion & delay on critical travel lanes/right- and bus lanes. Larger projects such as Bus Moderate/High Reduced transit delay regional thoroughfares of-way Rapid Transit (BRT) systems separate transit Increase in transit ridership traffic from regular traffic and create an efficient mass transit system. This involves automatic trip payment through the use of noncash media, such as magnetically encoded fare cards. Reduced overall VMT Electronic fare Increasingly, this method is coordinated Reduce congestion & delay on critical Reduced SOV trips Low/Moderate payment systems with other systems so that one media works regional thoroughfares Increase in transit ridership across various transit systems, or even for both transit. This can make the transit mode more convenient and accessible. Real-time information displays can increase Reduced overall VMT Real-time transit convenience and reliability of transit services Reduce congestion & delay on critical Reduced SOV trips Low information which are usually the major disadvantages of regional thoroughfares

47 Increase in transit ridership the mode. G C D A H B F E G C D A H B F E

48 Table F-1: CMP Corridor/Project Level Strategies Demand Management & Transit Strategies Implementation Strategy Description Anticipated Congestion Impacts Connection to CMP Goal(s) Costs (Low, Moderate, High) 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. Reduced overall VMT Transit signal In areas with sufficient capacity, separate bus Reduced SOV trips Reduce congestion & delay on critical Moderate priority (TSP) lanes can be designated and incorporated Reduced transit delay regional thoroughfares into the signal timing plans to give transit Increase in transit ridership vehicles early green time to bypass traffic or extended green time maintain scheduled times.

Transit Reduced overall VMT

Addition of travel lanes at signalized APPENDIX-F intersection Reduced SOV trips Reduce congestion & delay on critical

MEMPHIS URBAN AREAMPO| 2020CMPUPDATE intersections that allow buses to proceed Moderate queue jump Reduced transit delay regional thoroughfares before other vehicles lanes Increase in transit ridership

Reduce congestion & delay on critical Multimodal facilities gather many modes of regional thoroughfares transportation and are strategically located to Multimodal Reduced SOV trips Improve connections between Low/Moderate/ increase destination alternatives. Intermodal facilities Increase in transit ridership high concentrations of low-income High facilities act as hubs for more efficient transit populations and major employment operations. areas Reduce congestion & delay on critical Paths, trails, bike lanes, designated bike routes, Addition/ Reduced overall VMT regional thoroughfares protected bike lanes, bicycle intersection/ improvement Reduced SOV trips Improve connections between signalization improvements, two-way cycle Low/Moderate of bike travel Increase in use of non-motorized high concentrations of low-income tracks, designated shared streets, highway facilities transportation populations and major employment shoulders areas Reduce congestion & delay on critical Addition/ regional thoroughfares improvement of Bike racks, storage, or stations, bike racks on Reduced overall VMT Improve connections between Low bike parking/end buses, or other end of trip bicycle stations. Reduced SOV trips high concentrations of low-income of trip facilities populations and major employment areas Adding, widening, or improving sidewalks, Reduce congestion & delay on critical crosswalks, walking paths, pedestrian Addition/ Reduced overall VMT regional thoroughfares accommodations at signalized intersections, improvement Reduced SOV trips Improve connections between curb ramps, detectable warning surfaces, Low/Moderate of pedestrian Increase in use of non-motorized high concentrations of low-income street furnishings and clearance, correction of facilities transportation populations and major employment specific hazards to non-motorized transport, areas leading pedestrian intervals Demand Management & Transit Strategies Implementation Strategy Description Anticipated Congestion Impacts Connection to CMP Goal(s) Costs (Low, Moderate, High) 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. Reduced overall VMT Transit signal In areas with sufficient capacity, separate bus Reduced SOV trips Reduce congestion & delay on critical Moderate priority (TSP) lanes can be designated and incorporated Reduced transit delay regional thoroughfares into the signal timing plans to give transit Increase in transit ridership vehicles early green time to bypass traffic or extended green time maintain scheduled times.

Transit Reduced overall VMT Addition of travel lanes at signalized intersection Reduced SOV trips Reduce congestion & delay on critical intersections that allow buses to proceed Moderate queue jump Reduced transit delay regional thoroughfares before other vehicles lanes Increase in transit ridership

Reduce congestion & delay on critical Multimodal facilities gather many modes of regional thoroughfares transportation and are strategically located to Multimodal Reduced SOV trips Improve connections between Low/Moderate/ increase destination alternatives. Intermodal facilities Increase in transit ridership high concentrations of low-income High facilities act as hubs for more efficient transit populations and major employment operations. areas Reduce congestion & delay on critical Paths, trails, bike lanes, designated bike routes, Addition/ Reduced overall VMT regional thoroughfares protected bike lanes, bicycle intersection/ improvement Reduced SOV trips Improve connections between signalization improvements, two-way cycle Low/Moderate of bike travel Increase in use of non-motorized high concentrations of low-income tracks, designated shared streets, highway facilities transportation populations and major employment shoulders areas Reduce congestion & delay on critical Addition/ regional thoroughfares improvement of Bike racks, storage, or stations, bike racks on Reduced overall VMT Improve connections between Low bike parking/end buses, or other end of trip bicycle stations. Reduced SOV trips high concentrations of low-income of trip facilities populations and major employment areas Adding, widening, or improving sidewalks, Reduce congestion & delay on critical crosswalks, walking paths, pedestrian Addition/ Reduced overall VMT regional thoroughfares accommodations at signalized intersections, improvement Reduced SOV trips Improve connections between curb ramps, detectable warning surfaces, Low/Moderate of pedestrian Increase in use of non-motorized high concentrations of low-income street furnishings and clearance, correction of facilities transportation populations and major employment specific hazards to non-motorized transport, areas leading pedestrian intervals

Table F-1: CMP Corridor/Project Level Strategies F |APPENDIX Roadway Capacity & Geometric Improvement Strategies Implementation Strategy Description Anticipated Congestion Impacts Connection to CMP Goal(s) Costs (Low, Moderate, High) Freight capacity improvements may include Freight capacity Reduced freight delay Reduce truck delay on critical freight adding freight rail system capacity or addition High improvements Improved truck travel time reliability corridors of truck parking facilities Replacing an intersection with an interchange that uses grade separation allows for traffic Interchange Reduce congestion & delay on critical in the major direction to pass through the Reduced delay High construction regional thoroughfares junction without crossing a traffic stream on the intersection road. Improve the safety of the regional Separating the railway from the roadway Reduced delay transportation system through reconfiguration (such as placing

Grade crossing Reduced number of crashes Improve the travel time reliability of the APPENDIX-F them at different heights) can allow both High separations Reduced delay from non-recurring regional transportation system traffic streams to move freely and prevent incident/event Reduce congestion & delay on critical disruptions. regional thoroughfares This includes the removal of physical Reduce truck delay on critical freight constrictions that delay travel such as corridors widening underpasses, providing lane Reduced delay Bottleneck Improve the travel time reliability of the continuity, or improving acceleration/ Improved travel time reliability High removal regional transportation system deceleration at ramp interchanges. This can Improved truck travel time reliability Reduce congestion & delay on critical ensure consistent capacity along the entire regional thoroughfares roadway and improve traffic flow. 49 G C D A H B F E G C D A H B F E

50 Table F-2: CMP Policy/Program/System Level Strategies Demand Management & Transit Strategies Implementation Strategy Description Anticipated Congestion Impacts Connection to CMP Goal(s) Costs (Low, Moderate, High) Examination and revisions to parking policies, prices and lot/garage locations to encourage Parking efficient use of parking resources in high Reduce congestion & delay on critical management parking demand areas. May include mobile Reduced overall VMT Low regional thoroughfares program applications, electronic payment, wayfinding and other signage, shared parking, higher pricing for peak hours Smart growth means building communities Reduced overall VMT with housing and transportation choices Reduced SOV trips near jobs, shops and schools. It concentrates Reduce congestion & delay on critical Smart growth Increase in use of non-motorized Low growth in walkable urban centers to avoid regional thoroughfares transportation

sprawl and promotes compact, mixed, transit- APPENDIX-F Increase in transit ridership MEMPHIS URBAN AREAMPO| 2020CMPUPDATE oriented, pedestrian/bicycle-friendly land use. Corridor Management Agreements (CMA) would better coordinate transportation and Improve the travel time reliability of the Corridor land use decisions along highway corridors. Reduced delay regional transportation system management CMA’s allow stakeholders to develop and Reduced delay from non-recurring Low Reduce congestion & delay on critical agreements prioritize goals, strategies, and actions that incident/event regional thoroughfares are considered the most critical to future development along strategic corridors. Improve the travel time reliability of the Encouraging employers to implement Alternative work Reduced delay regional transportation system compressed work weeks or staggered shifts to Low hours Improved travel time reliability Reduce congestion & delay on critical spread out peak hour traffic. regional thoroughfares 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 Carpooling/ type of carpooling that uses recent advances Reduced SOV trips Reduce congestion & delay on critical Vanpooling/ in GPS navigation, smart phone applications, Low Reduced delay regional thoroughfares Ridesharing 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. Telecommuting enables employees to use the phone, internet, remote desktop, and/or other Reduced overall VMT Improve the safety of the regional devices in order to work from home or at a Reduced SOV trips transportation system Telecommuting Low nearby alternative worksite. This reduces peak Reduced delay Reduce congestion & delay on critical hour trips and overall vehicle miles traveled Reduced number of crashes regional thoroughfares (VMT). Table F-2: CMP Policy/Program/System Level Strategies F |APPENDIX Demand Management & Transit Strategies Implementation Strategy Description Anticipated Congestion Impacts Connection to CMP Goal(s) Costs (Low, Moderate, High) Marketing and reward program partnerships Employer between transit operators and employers to Reduced SOV trips Reduce congestion & delay on critical incentive Low encourage existing staff's use of transit through Increase in transit ridership regional thoroughfares programs subsidies of transit fares provided to employees Reduced SOV trips Alternative mode events can include events Alternative mode Increase in use of non-motorized Reduce congestion & delay on critical such as bike-to-work days, carpool days, Low events transportation regional thoroughfares vanpool days, etc. that promote non-SOV trips Increase in transit ridership Bike Sharing/ Reduced SOV trips This is a service that provides bikes to Reduce congestion & delay on critical Community bike Increase in use of non-motorized Low pedestrians on a short term basis. regional thoroughfares programs transportation APPENDIX-F Complete Streets offer typical cross-sections for roadways and access management strategies that can increase pedestrian and Reduced SOV trips Improve the safety of the regional bicycle mobility, safety, and connectivity. It Complete streets Increase in use of non-motorized transportation system also promotes the implementation of green Low policy transportation Reduce congestion & delay on critical infrastructure such as ‘parklets’ and green Reduced number of crashes regional thoroughfares medians that increase safety and blending of street design with the characteristics of the surrounding area. Operational Strategies Implementation Strategy Description Anticipated Congestion Impacts Connection to CMP Goal(s) Costs (Low, Moderate, High) 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 Incident Reduced delay from non-recurring Improve the travel time reliability of the safety of motorists, emergency personnel, Low/Moderate management incident/event regional transportation system and incident victims. Effective incident management includes: • Establishing IM policies • Developing partnerships between agencies (e.g., DOT, Emergency Medical Services, law enforcement, etc.) 51 G C D A H B F E G C D A H B F E 52

Table F-2: CMP Policy/Program/System Level Strategies Operational Strategies Implementation Strategy Description Anticipated Congestion Impacts Connection to CMP Goal(s) Costs (Low, Moderate, High) Implementing procedures and/or systems that allow for better management of irregular Special event events, natural disasters, or planned events Reduced delay from non-recurring Improve the travel time reliability of the Low/Moderate management such as work zones and sporting events can incident/event regional transportation system reduce non-recurring congestion and improve traffic flow. Managing traffic during construction is necessary to minimize traffic delays, maintain motorist and worker safety, complete

roadwork in a timely manner, and maintain APPENDIX-F

MEMPHIS URBAN AREAMPO| 2020CMPUPDATE Work zone access for businesses and residents. Reduced delay from non-recurring Improve the travel time reliability of the Low/Moderate management Effective work zone traffic management incident/event regional transportation system includes assessing work zone impacts and documenting strategies for mitigating the impacts in a transportation management plan (TMP). APPENDIX-G

RTP CMP Implementation A

As discussed in Section 7: Implementation of the CMP & CMP Strategies, the RTP serves B as one of the primary instruments for implementing the CMP and the strategies included in the CMP. The following outlines various areas in which elements of the CMP and CMP strategies are prioritized and implemented in the 2050 Livability RTP. C

RTP Project Evaluation & Identification D The 2050 Livability RTP project evaluation and selection process prioritized the implementation of CMP strategies by providing preference to projects that E incorporated CMP strategies or advanced the goals and objectives of the CMP. Further, the RTP project prioritization criteria provided preference to projects that: F • Provide bicycle and/or pedestrian accommodations; • Are located on priority bicycle or pedestrian corridors, as identified in the MPO’s G 2014 Regional Bicycle and Pedestrian Plan; • Are located on regional freight corridors, as identified in the MPO’s 2017 Greater Memphis Regional Freight Plan; H • Enhance rail, air, or port related freight movement; • Are located on a corridor or near an intersection with a high rate of fatalities or serious injuries; • Include investments within an Environmental Justice area; • Maintain or upgrade an existing roadway or transit service; • Integrate ITS technology identified in the MPO’s Regional ITS Architecture and Deployment Plan; • Are located along routes with high existing traffic volumes; • Are located along routes with high existing volume to capacity (V/C) ratio’s; • Are located along routes with poor travel time reliability; • Are expected to result in a travel time delay reduction; • Are located on the Top 15 congestion bottlenecks in the Travel Demand Model

All CMP strategies included in the 2015 CMP, apart from the addition of general purpose lanes, were applied to corridors in the future year congested network based on the facility type, area type, and type of strategy. Projects were coded into the Travel Demand Model and the resulting LOS for both the Livability 2050 horizon year and the horizon year with only existing and committed projects were provided. Table G-1 includes examples of the off-model CMP analysis with the estimated LOS.

G | APPENDIX 53 APPENDIX-G

A Table G-1: Examples of CMP Off-Model Analysis 2050 Existing Plus Anticipated CMP Project Roadway Committed Network LOS with B From To Strategies ID Name Peak Strategies in V/C LOS Evaluated Volume Place C Austin Kerrville Beaver 1, 3, 4, 6, 95 1.31 F 3,158 E Peay Rosemark Creek 8, 9 Collierville Raleigh 1, 3, 4, D US-64 0.95 E 967 C Arlington Lagrange 6, 8 Houston Wolf River 1, 3, 4, 6, 46 Macon 1.22 F 4,201 E E Levee Blvd 8,

Along with the CMP off-model analysis, the RTP included a peak period congestion F map that identified corridors in need of capacity improvements through roadway widening projects. Roadway widening projects were considered for roadway segments G that exceeded a V/C ratio of 1.0 and did not already have a project to address that congestion.

H Incorporation of Data from the CMP Biennial Report

The 2050 Livability RTP included the results of the 2018 CMP Biennial Report to document the performance of the existing transportation system using the metrics included in the report. This information captures travel trends and preferences throughout the region. The Memphis MPO will continue including information from the Annual CMP report, as discussed in Section 8: Evaluation of the CMP & CMP Strategies, in future RTP’s to capture the performance of the existing transportation system using the metrics included in the Annual CMP report.

TIP Project Ranking Criteria

As highlighted in Section 7: Implementation of the CMP & CMP Strategies, the TIP plays an integral role in prioritizing the implementation of the CMP strategies. The projects selected for inclusion in the FY 2020-23 TIP were evaluated using the FY 2020-23 TIP Project Ranking Criteria. The FY 2020-23 TIP Project Ranking Criteria were developed to support the regional goals and objectives included in the RTP, as well as other MPO planning documents. For more information on the TIP project selection process, visit the MPO website’s FY 2020-23 TIP web page.

The FY 2020-23 TIP Project Ranking Criteria were developed to prioritize projects that maximize the performance of the existing transportation system. Many of the criteria included in the FY 2020-23 TIP Project Ranking Criteria support the implementation of the CMP and CMP strategies. Table G-2 identifies the FY 2020-23 STBG Road Project Ranking Criteria that support the implementation of the CMP and CMP strategies. Table G-3 outlines the percentage of points in the FY-2020-23 TIP Ranking Criteria that support the implementation of the CMP and CMP strategies.

MEMPHIS URBAN AREA MPO | 2020 CMP UPDATE 54 APPENDIX-G

Table G-2: FY 2020-23 STBG Road Project Ranking Criteria A Criteria System Preservation B Project Maintains or Upgrades an Existing Roadway or Transit Services C Project Integrates ITS Technology identified in the MPO's Regional ITS Architecture and Deployment Plan D Existing level of Service (LOS) E or F

Utilizes Strategies Identified in the MPO’s Congestion Management Process (1 point for each E strategy utilized, 5 points maximum) Safety & Security F Project Located on Corridor or Near Intersection with High Number of Fatalities from 2015-2017

Project Located on Corridor or Near Intersection with High Number of Serious Injuries from 2015- G 2017

Project Incorporates one or more Safety Countermeasures: (1 point each, 4 points maximum) H Connections & Choices

Bicycle Related Improvements

Pedestrian Related Improvements

Transit Related Improvements

Project Provides Last-Mile Connection to Public Transit

Sustainable Growth

Environmental Justice Impacts

Project Provides Connection Between Multiple Land Uses

Adopted Plans

Project Serves a Strategic Area Targeted for Development

Economic Vitality

Freight Routes

G | APPENDIX 55 APPENDIX-G

A Table G-3: Percentage of FY 2020-23 TIP Project Ranking Criteria Supporting the Implementation of the CMP or CMP Strategies B Percentage of TIP Project Ranking Points FY 2020-23 TIP Project Grouping Supporting the Implementation of the CMP or CMP Strategies

C STBG Road Project Grouping 52%

D STBG Resurfacing Grouping 30%

STBG Bridge Grouping 24% E STBG Bicycle & Pedestrian Grouping 78% F STBG Signalization Grouping 56%

G STBG Plans & Studies Grouping 52%

H

MEMPHIS URBAN AREA MPO | 2020 CMP UPDATE 56 Table H-1: CMP Candidate Evaluation Projects H |APPENDIX Construction in Project TIP ID(s) Project Description Included CMP Strategies FY 2020-23? I-55/Crump TN-IM-2011-01 Yes Interchange modification Interchange construction Boulevard I-240 Airways TN-IM-2012-01 No Modify interchange in Memphis Interchange construction Interchange SR-4 (US-78/ TN-NHPP-2018-01 Access management Yes Widen from 4 to 6 lanes (divided) Lamar Avenue) TN-NHPP-2019-01 Bottleneck removal ITS Expansion to include the installation of a Communications networks and roadway SR 385 ITS power and communication network and ITS TN-NHPP-2019-02 Yes monitoring coverage Expansion devices such as CCTV cameras, DMS, and Traveler information systems RDS.

ITS Expansion to include the installation of a APPENDIX-H Communications networks and roadway I-269 ITS power and communication network and ITS TN-STBG-2020-01 No monitoring coverage Expansion devices such as CCTV cameras, DMS, and Traveler information systems RDS. Arlington Construct roundabouts at I-40 on and off Road/I-40 STBG-M-2020-01 No ramps on both sides of the interchange at Intersection improvements Roundabouts Airline Road (SR-205). Germantown Reconstruct intersection of Wolf River at Wolf River Boulevard and Germantown Road, with Intersection improvements Boulevard STP-M-2014-07 Yes widening and reconstruction of traffic signals Traffic signal coordination and Intersection on Germantown Road from Brierbrook Road modernization Improvements to Wolf Trail Cove. Improve 3,000 feet along Plough-Airways Boulevard south from Brooks Road and improve 3,000 feet along Winchester east of Plough/ original at-grade section. The improvements Grade crossing separation Winchester STP-M-2006-04 No will provide a grade-separated interchange Interchange construction Boulevard to replace the existing at-grade condition at the Plough-Airways/Winchester Road intersection. The project improves the intersection of Raleigh Raleigh Millington at SR 385 by extending Millington/SR STBG-M-2017-06 Yes the southbound left turn lane by shifting the Intersection Improvements 385 Intersection southbound thru lanes to the west to create Improvements the extended left turn lane. 57 G C D A H B F E G C D A H B F E

58 Table H-1: CMP Candidate Evaluation Projects Construction in Project TIP ID(s) Project Description Included CMP Strategies FY 2020-23? Construct a six lane heavily landscaped roadway adjacent to Graceland, which includes median, wide outside lanes for bikes and a bus stop turn-out lane. From Craft to Elvis Presley Access Management ENH-2010-01 Yes Winchester widen from four to six lanes with Boulevard Bike/ped improvements a median. The other two segments will have the same existing laneage, but the entire project will have improved ped/bike/bus stop and landscaping. Road Diets Access management Multimodal Facilities Addition/improvement of bike paths or APPENDIX-H MEMPHIS URBAN AREAMPO| 2020CMPUPDATE lanes Reduce Poplar Avenue from 6/7 lanes to Addition/improvement of bike parking/end Poplar Avenue 5 lanes, and include; bicycle lanes, traffic of trip facilities (Front to STBG-M-2017-05 No signal modernization, transit and pedestrian Bicycle/transit integration Bellevue) improvements, and access management. Addition/improvement of pedestrian facilities Traffic signal coordination and modernization Addition/improved transit stations/stops/ amenities Communications networks and roadway Development of a multimodal corridor monitoring coverage linking the CBD to the University of Memphis Traveler information systems providing enhanced safety, smart city Additional/improved transit coverage or Memphis technology, and green infrastructure. A frequency Innovation 5309-2017-01 Yes main component is the implementation of Additional/improved transit stations/stops/ Corridor BRT service, which will include new buses, amenities traffic signal priority, enhanced safety Dedicated transit travel lanes/right-of-way locations, and super stops. Transit signal priority Transit intersection queue jump lanes Table H-1: CMP Candidate Evaluation Projects H |APPENDIX Construction in Project TIP ID(s) Project Description Included CMP Strategies FY 2020-23? This project is the continuation of a very effective program to provide improvements Poplar Avenue to intersections throughout Shelby County, Signal Project including the installation of coordinated Intersection improvements (Shelby County signal systems, vehicle detection CMAQ-2002-09 Yes Traffic signal coordination and Congestion improvements, isolated signal improvements, modernization Management and isolated unsignalized intersection Program) improvements in accordance with the approved Shelby County Congestion Management Program. This project is the continuation of a very

effective program to provide improvements APPENDIX-H Germantown to intersections throughout Shelby County, Parkway including the installation of coordinated Signal Project Intersection improvements signal systems, vehicle detection (Shelby County CMAQ-2002-09 Yes Traffic signal coordination and improvements, isolated signal improvements, Congestion modernization and isolated unsignalized intersection Management improvements in accordance with the Program) approved Shelby County Congestion Management Program. Improve roadway infrastructure to improve multimodal connectivity and safety including Intersection improvements construction of a multilane roundabout, Traffic calming Memphis 3.0 enhanced ADA/Pedestrian crossings and Addition/improvement of bike paths or Accelerate STP-M-2009-04 No facilities, bicycle facility protection, traffic lanes Anchors calming, improved street lighting, and street Addition/improvement of pedestrian furniture. This project was identified as an facilities Accelerated Anchor in the Memphis 3.0 Comprehensive Plan. 59 G C D A H B F E G C D A H B F E

60 Table H-1: CMP Candidate Evaluation Projects Construction in Project TIP ID(s) Project Description Included CMP Strategies FY 2020-23? MATA is proposing to build six Transit Mobility Hubs at two of its current transit centers (Airways Transit Center and American Way Transit Center) and four intersections at which a high volume of transit users transfer buses (Third and Mitchell, Frayser and University, Yale and Austin Peay, Airways and Brooks, Winchester and Riverdale). All six locations will feature improvements at or Additional/improved transit stations/stops/ near the road in order to enhance safety, amenities MATA Transit comfort, accessibility, and connectivity Electronic fare payment systems STBG-M-2020-05 Yes Mobility Hubs for transit users, pedestrians, and bicyclists. Bicycle/transit integration

These improvements include shelters, Addition/improvement of pedestrian APPENDIX-H

MEMPHIS URBAN AREAMPO| 2020CMPUPDATE seating, trash receptacles, new or improved facilities lighting, new signage, real-time information, bike storage, scooter storage, and sidewalk and curb improvements. Each location will also feature bus turnouts or bulb outs and electric bus opportunity chargers in order to enhance bus safety and performance. Currently, Fare payment machines may be incorporated into the Transit Mobility Hubs. APPENDIX-H

Table H-2: CMP Strategy Selection in FY 2020-23 TIP A # of MPO Managed FY 2020-23 TIP STBG Road 2015 CMP Strategy Projects Expected to Incorporate Strategy* B Pedestrian facility improvements 20 Bicycle improvements 17 C Sign and pavement marking upgrades 16 Intersection improvements 15 D Traffic signal improvements 11 Access management 10 E Complete streets 10 New roadways and travel lanes 7 F Smart Growth 6 Multimodal level of service (LOS) analysis 5 Bike sharing 5 G Multimodal facilities 5 Adding capacity to the transit systems 5 H Electronic fare payment systems 5 Realigning transit service schedules and stop 5 locations Real-time transit information 5 Roadway condition information systems 4 Restricting left turns 3 Road diets 2 Reversible lanes 2 Freight operations improvements/mobility 2 program Bottleneck removal 2 Parking management 2 Grade crossing separations 1 Dedicated transit travel lanes/right-of-way 1 Alternative work hours 0 Carpooling/Vanpooling/ Ridesharing 0 Car sharing 0 Telecommuting 0 High-occupancy vehicle (HOV) and high- 0 occupancy toll (HOT) lanes Hard shoulder running 0 Freight capacity improvements 0 Freeway service patrols 0 Incident management planning 0

H | APPENDIX 61 APPENDIX-H

A Table H-2: CMP Strategy Selection in FY 2020-23 TIP # of MPO Managed FY 2020-23 TIP STBG Road 2015 CMP Strategy B Projects Expected to Incorporate Strategy* Special event planning 0 C Develop Train-the-Trainer Programs 0 Interchange construction 0 D Congestion pricing 0 One-way streets 0 Ramp management strategies 0 E Traffic calming 0 Transit signal priority 0 F Traveler information systems 0 Variable speed limits 0 G Corridor Management Agreements 0 *The information included in this table identifies the frequency in which CMP strategies were H selected by project sponsors for local STBG Road Projects only. Further, the information included in the table represents the information provided by project sponsors in the FY 2020-23 TIP STBG Road Project applications.

MEMPHIS URBAN AREA MPO | 2020 CMP UPDATE 62 This Page Intentionally Left Blank For more information regarding the Memphis Urban Area MPO’s CONGESTION MANAGEMENT PROCESS, please visit the Memphis MPO’s website: www.memphismpo.org