Memphis Urban Area Metropolitan Planning Organization (MPO)

Memphis Urban Area Metropolitan Planning Organization (MPO) Transportation Policy Board Thursday, August 27, 2015 1:30 PM UT Health Science Center – Student Alumni Building 800 Madison Avenue - Memphis, Tennessee

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

1) Call to Order

2) Approval of June 25, 2015 Minutes  ACTION

3) Memphis MPO Administrator’s Report a. Livability 2040 Regional Transportation Plan (RTP) Update b. Bus Stop Accessibility Design Guidelines RFQ c. Transportation Alternatives Program (TAP) Application Summary d. FY 2017-2020 Transportation Improvement Program (TIP) Preparation

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

5) Adoption of Congestion Management Process (CMP) PRESENTATION/ACTION

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

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

TDOT Road Amendment Note: The following one TIP Amendment was associated with an Air Quality Short Conformity Determination: Amendment 9 that was submitted to the Interagency Consultation (IAC) Group for a 30-day review ending on July 31, 2015. The IAC has completed the review and concurs with the Air Quality Short Conformity Determination: Amendment 9. a. TIP Amendment TN-IM-2011-01 I-55 Interchange at Crump Blvd The Tennessee Department of Transportation (TDOT) is requesting to amend the TIP by adding an additional $31,500,000 in National Highway Performance Program (NHPP) federal funds and $3,500,000 in State funds. Increasing the total construction cost to $67,500,000 for FY 2016.

Page 1 MS Local Road Amendment Note: The following one TIP Amendment was associated with an Air Quality Exempt Packet that was submitted to the Interagency Consultation (IAC) Group for a 14-day review ending on August 26, 2015. b. TIP Amendment MS-TE-2015-01: City of Olive Branch – Walking/Bike Path The Mississippi Department of Transportation (MDOT) and the City of Olive Branch are requesting to amend the TIP by adding $189,600 in Transportation Enhancement (TE) federal funds and $47,400 in local funds to FY 2015 for construction of a five-foot bicycle lane on the north and south sides of Church Road from Craft Road to the City of Olive Branch entrance to the soccer fields.

Congestion Mitigation and Air Quality (CMAQ) Amendments Note: The following six TIP Amendments were associated with an Air Quality Exempt Packet that was submitted to the Interagency Consultation (IAC) Group for a 14-day review ending on August 26, 2015. c. TIP Amendment CMAQ-2002-09: Congestion Management Program Shelby County Government is requesting to amend the TIP by adding $3,000,369 in Congestion Mitigation & Air Quality Program (CMAQ) federal funds to FY 2016 and $4,162,016 in CMAQ federal funds to FY 2017. Shelby County Government will use the funds to continue providing improvements to intersections throughout Shelby County. d. TIP Amendment CMAQ-2015-03: Commute Options Travel Demand Management Initiative The Mayor’s Institute for Excellence in Government is requesting to amend the TIP by adding $196,108 in Congestion Mitigation & Air Quality Program (CMAQ) federal funds and $49,027 in local funds to FY 2016 and $160,452 in CMAQ federal funds and $40,113 in local funds to FY 2017 for the development of an employer program to reduce drive-alone commuting and increase use of transit, bicycling, rideshare and walking among employees and students. e. TIP Amendment CMAQ-2015-04: Central Station Phase 2 Redevelopment The Memphis Area Transit Authority (MATA) is requesting to amend the TIP by adding $363,200 in Congestion Mitigation & Air Quality Program (CMAQ) federal funds and $90,800 in local funds to FY 2016 for PE-D and $2,036,800 in CMAQ federal funds and $509,200 in local funds to FY 2016 for construction. MATA will use the funding for the public infrastructure improvements at Central Station to improve the multimodal functionality of the project and increase the utilization of transit, biking, and walking as alternative modes of transportation. Major components will include a new trolley station, transit connector concourse, and other pedestrian and bike-friendly streetscape improvements. f. TIP Amendment CMAQ-2015-05: Memphis Area Rideshare Project The Shelby County Health Department (SCHD) is requesting to amend the TIP by adding $537,060 in Congestion Mitigation & Air Quality Program (CMAQ) federal funds to FY 2016 and FY 2017 for operations. SCHD will use the funds to continue the Memphis Area Rideshare Program (vanpooling and carpooling). g. TIP Amendment CMAQ-2015-06: Shelby Farms Greenline: Cordova Station to Lenow Shelby County Government is requesting to amend the TIP by adding $1,320,000 in Congestion Mitigation & Air Quality Program (CMAQ) federal funds and $330,000 in local funds to FY 2016 for PE-N, PE-D, and ROW and $720,000 in CMAQ federal funds and $180,000 in local funds to FY 2017 for construction of the extension of the Shelby Farms Greenline from the old Cordova Train Station to the TVA Substation on Lenow Road. h. TIP Amendment CMAQ-2015-07: New Transit Service/Operating Assistance The Memphis Area Transit Area (MATA) is requesting to amend the TIP by adding $784,000 in Congestion Mitigation & Air Quality Program (CMAQ) federal funds and $196,000 in local funds to FY 2016 and FY 2017 for Operating Assistance for four proposed routes that will expand bus service to employment centers in the Memphis Area.

Page2 2 8) Other Business a. Next Scheduled TPB Meeting: November 19, 2015 1:30pm, Location: UT Health Science Center

9) Adjourn

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TPB Agenda Item #2

Memphis Urban Area Metropolitan Planning Organization (MPO) Transportation Policy Board (TPB) Thursday, June 25th, 2015 1:30 PM UT Health Science Center – Student Alumni Building 800 Madison Avenue ‐ Memphis, Tennessee

SUMMARY OF MINUTES Mayor Mark H. Luttrell called the meeting to order at 1:31 PM. In addition to Mayor Luttrell, the following voting members were present at the meeting: Mike Merry MDOT Carlos McCloud TDOT/ TN Govr. Jim Flanagan MS Governor Tim Gwaltney Germantown Frank McPhail Collierville Bob Evans Shelby County Rick McClanahan Bartlett Stephen Edwards Memphis B. J. Page Olive Branch Christopher Pate Oakland Bennie Hopkins Desoto County Darek Baskin Millington Steve Hill Arlington Esther Sykes‐Wood Fayette County John Lancaster MATA

The following Interested Individuals were present:

Erik Cempel Cambridge Bob Rogers SCHD Patrick Neal Pickering Brian Copeland MDOT Andy Pinkley Buchart Horn Bob Wenner Wolf River Jason Allen Powers Hill Jordon Smith MATA James Stokes Bass River Adv. Josue Rodriguez MCIL Austin Cardosi Desoto County Michael Taylor MLGW Ian Engstrom SSR

The following Ex‐officio members were present:

Eddie Brawley W. Memphis MPO

The following MPO Staff members were present: Pragati Srivastava Sajid Hossain Andrew Ray Kwasi Agyakwa Mitchell Lloyd Nicholas Oyler Linda Kay Lawrence Kate Horton

A quorum was present.

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TPB Agenda Item #2

1) Call to Order @ 1:31 pm.

2) Approval of April 30, 2015 Minutes

Mr. B J Page moved to approve the minutes as presented; Mr. John Lancaster seconded the motion and the motion carried without dissent.

3) Memphis MPO Administrator’s Report

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

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

Ms. Pragati Srivastava gave an overview of this item.

Mr. Steve Hill moved to approve the FY 2016‐17 Unified Planning Work Program; Mr. Rick McClanahan seconded the motion and the motion carried without dissent.

NO COMMENTS/DISCUSSION

5) Livability 2040 Regional Transportation Plan (RTP) Update

Presentation by Mr. Erik Cempel, Cambridge Systematics

COMMENT: Mr. B J Page asked about the road widening project listed in the presentation as US‐51 and Hacks Cross. Mr. Erik Cempel responded that these were two separate examples of projects in the RTP and not a single project.

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

Ms. Pragati Srivastava gave an overview of this item.

Page 5

TPB Agenda Item #2

Mr. Steve Hill moved to approve the FY 2014‐17 TIP Amendments; Mr. Tim Gwaltney seconded the motion and the motion carried without dissent.

NO COMMENTS/DISCUSSION

TN Local Road Amendments

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

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

NO COMMENTS/DISCUSSION

7) Other Business a. Next Scheduled TPB Meeting: August 27, 2015 1:30pm, Location: UT Health Science Center

8) Adjourn @ 1:55 PM

Mr. B J Page moved to adjourn; Mr. Darek Baskin seconded the motion and the motion carried without dissent.

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

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MISSISSIPPI

hel S MEMPHIS FUNCTIONAL CLASSIFICATION CHANGE REQUESTS CLASSIFICATION MEMPHIS FUNCTIONAL Prepared by: Prepared GIS Mapping GIS Date: 8/5/2015 Date: Long Range Planning Division Division Planning Range Long Tennessee Dept. of Transportation of Dept. Tennessee Memphis FC Change Requests Interstate Freeways and Expressways Other Arterial Principal Other Arterial Minor Major Collector Minor Collector Local Adjusted 2000 Census Boundary Boundary Planning Memphis Arlington Atoka Memphis Munford Oakland Shelby Fayette Tipton 2010 Adjusted 2010 Adjusted Census Boundary County Boundary TPB Agenda Item #4

FUNCTIONAL CLASSIFICATION UPDATES

KEY_NO JURISCICTION ROUTE_NAME ROUTE_NBR ID_NUMBER BLM1 ELM1 ORIGINAL_FC TRIMS_FC PROPOSED_FC CHANGE_TYPE 1 Arlington*** (New) Airline Rd SR205 79SR205001 12.285 16.160 U/MIN ART U/MIN ART U/MAJ COL MPO 2 Arlington*** Airline Rd 2734 7902734001 0.000 2.300 U/MAJ COL U/MAJ COL U/MIN ART MPO 3 Arlington*** Chester Rd 0K632 790K632001 0.000 0.288 U/LOCAL U/LOCAL U/MAJ COL MPO 4 Bartlett Brother Blvd 5428 7905428001 0.000 1.440 U/MAJ COL U/MAJ COL U/MIN ART MPO 5 Bartlett US Hwy 70/79 SR001 79SR001001 16.780 20.050 U/MIN ART U/MIN ART U/OTH PRIN ART MPO 6 Bartlett / Shelby Co. Austin Peay Hwy / TN SR‐14 SR014 79SR014001 25.591 26.155 R/MIN ART U/MIN ART U/MIN ART MPO 7 Bartlett / Shelby Co. Austin Peay Hwy / TN SR‐14 SR014 79SR014001 25.437 25.591 U/OTH PRIN ART U/OTH PRIN ART U/MIN ART MPO 8 Collierville Byhalia Rd 5440 7905440001 1.130 1.440 U/MAJ COL U/MAJ COL U/MIN ART MPO 9 Collierville Byhalia Rd 0K618 790K618001 0.000 0.310 U/LOCAL U/LOCAL U/MIN ART MPO 10 Collierville Shelton Rd 4049 7904049001 2.380 2.420 U/MIN ART U/MIN ART U/LOCAL MPO 11 Collierville Shelton Rd 4049 7904049001 2.010 2.380 U/MIN ART U/MIN ART U/LOCAL MPO 12 Collierville US Hwy 72 SR086 79SR086001 0.000 0.900 R/OTH PRIN ART U/OTH PRIN ART U/OTH PRIN ART MPO 13 Gallaway SR‐196 (Loosahatchie Rd / Main St) SR196 24SR196001 24.760 24.990 R/MAJ COL U/MAJ COL U/MAJ COL MPO 14 Gallaway US‐70 SR001 79SR001001 0.000 0.780 R/MIN ART U/MIN ART U/MIN ART MPO 15 Germantown Forest Hill‐Irene Rd 1452 7901452001 1.860 1.940 U/MAJ COL U/MAJ COL U/MIN ART MPO 16 Germantown Wolf River Blvd 5431 7905431001 0.660 1.150 U/MAJ COL U/MAJ COL U/MIN ART MPO 17 Lakeland Fletcher Trace Pkwy 0D894 790D894001 0.000 1.265 U/LOCAL U/LOCAL U/MAJ COL MPO 18 Lakeland Memphis‐Arlington Rd 5430 7905430001 0.000 0.840 U/MAJ COL U/MAJ COL U/LOCAL MPO 19 Lakeland US Hwy 70/79 SR001 79SR001001 23.890 25.617 R/MIN ART U/MIN ART U/MIN ART MPO 20 Memphis Appling Farms Pkwy 0K636 790K636001 0.000 1.500 U/LOCAL U/LOCAL U/MAJ COL MPO 21 Memphis Hillshire Rd 0F220 790F220001 0 0.348 U/LOCAL U/LOCAL U/MAJ COL MPO 22 Millington Armour Rd 00908 7900908001 4.108 4.93 U/MIN ART U/MIN ART U/MAJ COL MPO 23 Millington Bethuel Rd 01465 7901465001 0.036 1.468 R/MIN COL U/MIN COL U/MAJ COL MPO 24 Millington Bethuel Rd 01465 7901465001 0 0.036 U/MAJ COL U/MAJ COL U/MIN COL MPO 25 Millington Millington Arlington Rd SR205 79SR205001 18.302 18.36 U/MIN ART U/MIN ART U/MAJ COL MPO 26 Millington Pleasant Ridge Rd 05053 7905053001 0.079 0.221 R/MIN COL U/MIN COL U/MIN COL MPO 27 Millington Pleasant Ridge Rd 05053 7905053001 0 0.079 U/MIN ART U/MIN ART U/MIN COL MPO 28 Millington Veterans Parkway 0N007 790N007001 0 3.42 R/U/LOCAL U/LOCAL U/MIN ART MPO 29 Millington Wilkinsville Rd 0M480 790M480001 0 0.49 U/LOCAL U/LOCAL U/MAJ COL MPO 30 Piperton Keough Dr 0A239 240A239001 0 2.304 R/LOCAL U/LOCAL U/MAJ COL MPO 31 Piperton SR‐196 (Chulahoma Rd/ Old State Line Rd.) SR196 24SR196001 0 4.881 R/MAJ COL U/MAJ COL U/MIN ART MPO 32 Piperton SR‐385 SR385 24SR385001 0 2.002 R/OTH PRIN ART U/OTH PRIN ART U/FWY OR EXP MPO 33 Fayette County SR‐385 SR385 24SR385001 2.002 2.870 R/OTH PRIN ART R/OTH PRIN ART R/FWY OR EXP MPO 34 Shelby County SR‐385 SR385 79SR385002 1.030 2.160 R/OTH PRIN ART R/OTH PRIN ART R/FWY OR EXP MPO 35 Fayette County SR‐385 SR385 24SR385002 0.000 2.695 R/OTH PRIN ART R/OTH PRIN ART R/FWY OR EXP MPO 36 Shelby County SR‐385 SR385 79SR385003 0.000 0.975 R/OTH PRIN ART R/OTH PRIN ART R/FWY OR EXP MPO 37 Fayette County SR‐385 SR385 24SR385002 0.000 1.280 R/OTH PRIN ART R/OTH PRIN ART R/FWY OR EXP MPO 38 Shelby County SR‐385 SR385 24SR385004 0.000 3.395 R/OTH PRIN ART R/OTH PRIN ART R/FWY OR EXP MPO 39 Shelby County Rosemark RD. 00809 7900809001 3.75 4.23 R/MIN COL R/MIN ART U/MIN ART MPO 40 Fayette County, City of Oakland U.S. Highway 64 SR015 24SR015001 0.558 9.225 R/OTH PRIN ART U/OTH PRIN ART U/OTH PRIN ART MPO 41 Fayette County, City of Oakland Oakland RD. SR194 24SR194001 10.971 16.82 R/MAJ COL U/MAJ COL U/MAJ COL MPO 42 Fayette County, City of Oakland Hickory Withe RD. SR196 24SR196001 16.546 17.676 R/MAJ COL U/MAJ COL U/MAJ COL MPO 43 Piperton SR‐57 SR057 24SR057001 0 3.435 R/MIN ART U/MIN ART U/MIN ART MPO 44 Piperton SR‐72 SR072 79SR086001 0 1.9 R/OTH PRIN ART U/OTH PRIN ART U/OTH PRIN ART MPO 45 Shelby County Brunswick Rd 0C025 7901459001 4.868 5.15 R/MIN COL U/MIN COL U/MAJ COL MPO 46 Shelby County Millington Arlington Rd 0K641 790K641001 6.954 9.004 R/LOCAL R/LOCAL R/MIN COL MPO 47 Shelby County U.S. Highway 51 SR003 79SR003001 32.844 33.08 R/OTH PRIN ART R/OTH PRIN ART R/OTH PRIN ART MPO

Page 8 TPB Agenda Item #5

Congestion Management Process

Memphis Urban Area Metropolitan Planning Organization (MPO)

Page 9 August 3, 2015 DRAFT TPB AgendaCongestion Item #5 Management Process (CMP)

Memphis Urban Area Metropolitan Planning Organization 125 North Main Street, Suite 450 Memphis, TN 38103 901.576.7190 (phone) 901.576.7272 (fax) www.memphismpo.org

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This document is available in accessible formats 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 discriminate on the basis of age, race, color, national origin or disability in its hiring or employment practices, or in its admission to or operations of its program, services, or activities. All inquiries for Title VI and/or the American Disabilities Act, contact Mitchell Lloyd, at 901-576-7146 or [email protected].

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TABLE OF CONTENTS 1 Introduction ...... 5 1.1 Foreword ...... 5 1.2 Federal Legislation ...... 7 1.3 Air Quality ...... 9 1.4 Plan Development ...... 10 2 Regional Overview ...... 14 2.1 Congestion Management Process ...... 15 2.2 Defining Congestion ...... 15 2.3 Recurring Congestion ...... 17 2.4 Non-Recurring Congestion ...... 18 2.5 Multimodal Mobility ...... 20 3 Congestion Management Strategies ...... 26 3.1 Goals ...... 26 4 Measuring Congestion ...... 28 5 CMP Network ...... 31 5.1 The Congested Network ...... 31 6 Implementation ...... 38 6.1 Potential Benefits of CMP Strategies ...... 38 6.2 Monitoring Congestion ...... 43 6.3 Summary and Conclusions ...... 44 7 List of Figures ...... 45 8 Acronyms and Definitions ...... 46

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RESOLUTION

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1 Introduction

Figure 1-1: Memphis Urban Area MPO Planning Area

1.1 Foreword The Memphis Urban Area Metropolitan Planning Organization (Memphis MPO) was created in 1977, and is responsible for the development of transportation policy, planning, and programming for all of Shelby County, Tennessee and DeSoto County, Mississippi as well as portions of Fayette County, Tennessee and Marshall County, Mississippi. The Memphis MPO is heavily involved in multi-modal planning for the entire region to improve the efficiency, safety, and livability of the roadway and transit networks, bicycle and pedestrian

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facilities, and freight infrastructure. Some of the major plans that the Memphis MPO publishes are the Unified Planning Work Program (UPWP), the Transportation Improvement Plan (TIP), and the Regional Transportation Plan (RTP).

The Memphis MPO is committed to reducing congestion by undertaking a Congestion Management Process (CMP). The concept of Congestion Management Systems was introduced in the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) and was the basis for Congestion Management Plans used today. The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) also designated urban areas with populations of 200,000 people or more as Transportation Management Areas (TMA’s) and required them to develop a CMP. The requirement for a CMP continued with the passing of Transportation Equity Act for the 21st Century (TEA-21), the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) and the Moving Ahead for Progress in the 21st Century Act (MAP-21). MAP-21 places an increased emphasis on incorporating performance measures and performance targets to help track and evaluate congestion metrics.

The CMP is an important component of the Memphis MPO’s transportation planning process. The CMP describes processes used to identify existing and future congestion and provides strategies to mitigate congestion and improve mobility throughout the region. The CMP identifies strategies that manage demand, reduce single occupant vehicle (SOV) travel, and improve transportation system management and operations. The processes described in the CMP are used in the development of the RTP to identify and evaluate projects and programs. Projects and programs identified through the congestion management process and other mechanisms identified in the RTP are then prioritized. Congestion and Mobility/Accessibility are two main categories evaluated during the prioritization and project selection process for the RTP. Among others, the criteria used to rank and score projects include travel time delay, multimodal improvements, and access to community resources. The RTP is a financially constrained transportation plan. Projects that rank high in the prioritization process and can be funded within the horizon year of the RTP are included as plan projects. Information about the project evaluation, prioritization, and selection process can be found in the RTP documentation. Consideration of the results of the congestion management process in the RTP is consistent with the federal requirement provided in Title 23 of the Code of Federal Regulations (23 CFR 450.322(f)(4)).

While the RTP is a long range transportation plan, there are short and mid-term projects identified as well. Projects that are to be carried out within four years are a part of the TIP. The TIP is a subset of, and must be consistent with the RTP. The project ranking criteria for the TIP also takes into account the predicted improvements in the congestion levels when scoring projects. The prioritization process for the TIP accounts for projects that use Congestion Management Strategies.

The Goals and Objectives of the Livability 2040 Regional Transportation Plan provide the framework for the goals and objectives for the CMP. The Memphis MPO’s land use model and travel demand models are inputs to the Congestion Management Process and the Regional Transportation Plan. A household travel survey was conducted in the spring of 2014 to update the regional travel demand model. These models help identify future areas of congestion and the potential effectiveness of strategies aimed at reducing congestion. The role of the CMP in the development of the RTP is shown below in Figure 1-2.

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Figure 1-2: Memphis MPO Regional Transportation Plan (RTP) Process Model

1.2 Federal Legislation The Federal Highway Administration (FHWA) under MAP-21 requires that metropolitan planning agencies overseeing TMA’s develop and implement a CMP that meets the requirements outlined in Title 23 of the Code of Federal Regulations (23 CFR 450.320) which reads as follows: a) The transportation planning process in a TMA shall address congestion management through a process that provides for safe and effective integrated management and operation of the multimodal transportation system, based on a cooperatively developed and implemented metropolitan-wide strategy, of new and existing transportation facilities eligible for funding under title 23 U.S.C. and title 49 U.S.C. Chapter 53 through the use of travel demand reduction and operational management strategies. b) The development of a congestion management process should result in multimodal system performance measures and strategies that can be reflected in the metropolitan transportation plan and the TIP. The level of system performance deemed acceptable by State and local transportation officials may vary by type of transportation facility, geographic location (metropolitan area or subarea), and/or time of day. In addition, consideration should be given to strategies that manage demand, reduce single occupant vehicle (SOV) travel, and improve transportation system management and operations. Where the addition of general purpose lanes is determined to be an appropriate congestion management strategy, explicit consideration is to be given to the incorporation of appropriate features into the SOV project to facilitate future demand management strategies and operational improvements that will maintain the functional integrity and safety of those lanes.

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c) The congestion management process shall be developed, established, and implemented as part of the metropolitan transportation planning process that includes coordination with transportation system management and operations activities. The congestion management process shall include: (1) Methods to monitor and evaluate the performance of the multimodal transportation system, identify the causes of recurring and non-recurring congestion, identify and evaluate alternative strategies, provide information supporting the implementation of actions, and evaluate the effectiveness of implemented actions; (2) Definition of congestion management objectives and appropriate performance measures to assess the extent of congestion and support the evaluation of the effectiveness of congestion reduction and mobility enhancement strategies for the movement of people and goods. Since levels of acceptable system performance may vary among local communities, performance measures should be tailored to the specific needs of the area and established cooperatively by the State(s), affected MPO(s), and local officials in consultation with the operators of major modes of transportation in the coverage area; (3) Establishment of a coordinated program for data collection and system performance monitoring to define the extent and duration of congestion, to contribute in determining the causes of congestion, and evaluate the efficiency and effectiveness of implemented actions. To the extent possible, this data collection program should be coordinated with existing data sources (including archived operational/Intelligent Transportation Systems (ITS) data) and coordinated with operations managers in the metropolitan area; (4) Identification and evaluation of the anticipated performance and expected benefits of appropriate congestion management strategies that will contribute to the more effective use and improved safety of existing and future transportation systems based on the established performance measures. The following categories of strategies, or combinations of strategies, are some examples of what should be appropriately considered for each area: (i) Demand management measures, including growth management and congestion pricing; (ii) Traffic operational improvements; (iii) Public transportation improvements; (iv) ITS technologies as related to the regional ITS architecture; and (v) Where necessary, additional system capacity; (5) Identification of an implementation schedule, implementation responsibilities, and possible funding sources for each strategy (or combination of strategies) proposed for implementation; and (6) Implementation of a process for periodic assessment of the effectiveness of implemented strategies, in terms of the area's established performance measures. The results of this evaluation shall be provided to decision makers and the public to provide guidance on selection of effective strategies for future implementation. d) In a TMA designated as nonattainment area for ozone or carbon monoxide pursuant to the Clean Air Act, Federal funds may not be programmed for any project that will result in a significant increase in the carrying capacity for SOVs (i.e., a new general purpose highway on a new location or adding general purpose lanes, with the exception of safety improvements or the elimination of bottlenecks), unless the project is addressed through a congestion management process meeting the requirements of this section.

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e) In TMAs designated as nonattainment for ozone or carbon monoxide, the congestion management process shall provide an appropriate analysis of reasonable (including multimodal) travel demand reduction and operational management strategies for the corridor in which a project that will result in a significant increase in capacity for SOVs (as described in paragraph (d) of this section) is proposed to be advanced with Federal funds. If the analysis demonstrates that travel demand reduction and operational management strategies cannot fully satisfy the need for additional capacity in the corridor and additional SOV capacity is warranted, then the congestion management process shall identify all reasonable strategies to manage the SOV facility safely and effectively (or to facilitate its management in the future). Other travel demand reduction and operational management strategies appropriate for the corridor, but not appropriate for incorporation into the SOV facility itself, shall also be identified through the congestion management process. All identified reasonable travel demand reduction and operational management strategies shall be incorporated into the SOV project or committed to by the State and MPO for implementation. f) State laws, rules, or regulations pertaining to congestion management systems or programs may constitute the congestion management process, if the FHWA and the FTA find that the State laws, rules, or regulations are consistent with, and fulfill the intent of, the purposes of 23 U.S.C. 134 and 49 U.S.C. 5303.

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

1.3 Air Quality The Clean Air Act requires the Environmental Protection Agency (EPA) to set National Ambient Air Quality Standards (NAAQS) for “criteria pollutants,” which include carbon monoxide, ozone, lead, sulfur oxides, nitrogen oxides, and particulate matter. Of these “criteria pollutants,” two have exceeded acceptable levels within the

Memphis MPO boundary, Ozone (O3) and Carbon Monoxide (CO). The non-attainment boundaries are shown below. In recognition of the negative externalities imposed by automobiles on air pollution, the Memphis MPO evaluates proposed transportation projects to ensure they do not result in an increase in air pollutant emissions, 1 especially CO and the precursors for O3 . The CMP serves as an opportunity to reduce emissions and fulfill the obligations necessary to reach attainment.

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

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Figure 1-4: Carbon Monoxide (CO) Figure 1-3: Ozone (O3) Non-Attainment Area Maintenance Area

Ozone (O3) The EPA re-designated Memphis, TN-MS-AR as a 2008 8-hour ozone marginal non-attainment area effective July 20, 2012. The final ruling was published in the Federal Register (77 FR 30088) on May 21, 2012. Included in this designation were Shelby County, TN; Crittenden County, AR; and the portion of DeSoto County, MS in the Memphis MPO boundary (See Figure 1-3). The Memphis MPO is responsible for demonstrating conformance of the NAAQS for Shelby County, TN and the portion of DeSoto County, MS in the Memphis MPO boundary. The West Memphis MPO is responsible for demonstrating conformity of the NAAQS for Crittenden County.

Carbon Monoxide (CO) Shelby County is also considered as a maintenance zone for Carbon Monoxide (CO). In 1978, the EPA designated Shelby County, TN, a moderate (less than 12.7 parts per million) non-attainment area for carbon monoxide (CO). Due to improvements in ambient air quality, EPA re-designated Shelby County to attainment for the CO standard on August 31, 1994 (See Figure 1-4). Since then Shelby County, TN entered into two 10-year maintenance periods. After the first 10 year period, Shelby County, TN was re-designated as a maintenance area with the second maintenance period scheduled to end in 2017.

1.4 Plan Development

1.4.1 CMP Best Practices Review One of the first tasks of the CMP was to review the best practices of CMPs for other MPOs nationwide. Please refer to Appendix A for a summary of the best practices review. This task was completed in order to determine best practices performed by other MPOs during the development of a congestion management process. Each CMP was studied and summarized with respect to the CMP Process Model (See Figure 1-5). The Process Model is discussed in FHWA’s Congestion Management Process: A Guidebook, dated April 2011. The Process Model steps are listed below, with explanations for each step as shown in the FHWA document.

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Figure 1-5: FHWA Congestion Management Process Model

Source: FHWA Congestion Management Process Guidebook

1.4.2 Outreach The CMP’s development was driven by stakeholder participation and public input. During the project, the stakeholders worked together to provide guidance and vision for the congestion management process. Additionally, the study team used different channels to obtain public input on specific locations of concern throughout the region. For a summary of the plan’s development, please see Appendix A. CMP Steering Committee At the start of the project, a Congestion Management Process Steering Committee comprised of federal, state and local officials was formed to guide the development of the CMP. Supplemental input was gathered through one-on-one meetings with regional partners to ascertain their perspective on congestion and mobility. These individual meetings allowed regional stakeholders to provide input into further details concerning congestion and safety in their areas within the MPO boundary. Further information concerning the status of congestion related projects were gathered. Additionally, a Performance Measure (PM) workshop was held on October 2, 2014. At the PM workshop, the Steering Committee reviewed PMs used by Tennessee DOT and Mississippi DOT, reviewed notable PMs used by other MPOs, and discussed and proposed PMs to be used in the CMP. The performance measures used for the CMP are discussed later in the document. Below is the list of agencies who participated in the CMP Steering Committee:

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CMP Steering Committee

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

Public Input Public input was gathered by using a variety of outreach methods including:

Mobility Summit On October 23, 2014, a “Mobility Summit” was held at the Salvation Army Kroc Center in Memphis, Tennessee. The summit was an important component in the development of the CMP, as it allowed the MPO to engage the public by giving them the opportunity to elaborate on issues specifically concerning mobility and congestion that exist throughout the region. The summit agenda included; giving the public an overview of the CMP and its purpose, discussing mobility in the area, engaging the participants by looking at corridors, and identifying the next steps to take to improve mobility.

During the summit, participants were asked to identify what mobility means to them. They defined mobility as the ability to conveniently and safely get from point A to Z, including access to medical facilities, shopping, work, school, home, and worship. The participants considered all modes of transportation, including pedestrian, bicycle, motor vehicle, and transit.

There were 24 participants at the summit, including private citizens and representatives from the following organizations:

 Memphis Area Transit Authority (MATA)  The Sierra Club  Independent Transportation Network (ITN) Memphis  Gannett Fleming  Memphis Center for Independent Living (MCIL)  Premier Transportation Services  Mississippi Department of Transportation (MDOT)

Other Outreach Efforts Public meetings were held during the development of the Livability 2040 Regional Transportation Plan which provided an opportunity for participants to discuss their concerns regarding all modes of transportation, and transportation issues as they relate to congestion. There were a total of six public meetings held throughout this process. During these RTP meetings, an interactive survey was given in which participants identified issues of

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primary need or importance related to the transportation system in the region. Congestion problems were a recurring theme. Additional information was gathered through the use of an online survey. The online survey and the interactive survey featured very similar sets of questions. Because the interactive surveys were given in person at the RTP meetings, the questions were slightly more tailored to the area in which the survey was given. Combining the online surveys and the interactive surveys, there were a total of 560 responses.

As part of the development of RTP, a project website was Figure 1-6: Community Remarks Webpage created. The website, located at www.livability2040.com, allowed the public to keep up with the RTP process and provide comments on livability within the Memphis MPO Planning Area. The site included a “Community Remarks” tool which was an interactive mapping and feedback platform used to collect and discuss transportation-related issues from the public (see Figure 1-6). Citizens posted location-based comments on an interactive webmap, and other visitors to the site could vote to agree or disagree with the comments. The tool received upwards of 200 comments. Congestion Concerns was one of the main components of the Community Remarks webpage.

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2 Regional Overview

Figure 2-1: Memphis Urban Area MPO Regional Roadway Network

The Memphis Metropolitan Planning area encompasses over 1,513 square miles with a total population of 1,118,005 in 2010 and a projected population of 1,407,365 by 20402. In addition, employment is projected to grow from 577,122 in 2010 to 873,293 in 20403. There are currently 150 miles of freeways in the region, 1,004 miles of arterial roadways and an additional 763 miles of collector roadways. Efficient transportation is key to

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

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the area’s economy. The region is home to the Memphis Aerotropolis, which houses the region’s largest employer, FedEx. FedEx is the nation’s leader in parcel delivery service and contributes to Memphis’ standing as the second busiest cargo airport after Hong Kong’s.

Nationally, the issue of traffic congestion has received increasing attention from both the private and public sectors. If congestion problems continue to get worse, economic losses to area business could negatively affect regional economic development.

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

2.2 Defining Congestion The Federal Highway Administration (FHWA) defines traffic congestion as the level at which transportation system performance is no longer acceptable due to excessive travel times and delays (23 CFR 500.109). The Memphis MPO defines congestion as roadways that operate with a Level of Service (LOS) E of F. The operating Level of Service (LOS) E or F for a roadway is considered to be unacceptable system performance. The Regional Travel Demand Model estimates determines LOS by using roadway characteristics such as number of lanes, median type, lane width, and functional class as well as time of day, roadway capacity, and traffic volume to perform an assessment of a road’s operating condition, generally described using a scale of A (little congestion) to E/F (severe congestion).

According to the 2012 Urban Mobility Report, the yearly delay per auto commuter in metropolitan statistical areas was 37 hours in 2011. The Memphis, Tennessee/Mississippi/Arkansas metropolitan statistical area had 38 hours of delay per auto commuter in 2011, ranking it the 30th most congested region in the United States. This congestion cost $833 per auto commuter in 20114. Figure 2-2 below shows the Memphis TN/MS/AR metro area delays and congestion costs in comparison to similarly sized metro areas.

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

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Figure 2-2: National Congestion Comparison Metropolitan Statistical Yearly Delay Per Auto Congestion Cost Per 2011 Population Area Commuter (Total Hours) Auto Commuter

Memphis TN/MS/AR 1,058,000 38 $833 Nashville-Davidson TN 1,145,000 47 $1,034 Jacksonville, FL 1,083,000 30 $635 Buffalo, NY 1,048,000 33 $718 Charlotte, NC/SC 1,070,000 40 $898 Oklahoma City, OK 983,000 38 $803 New Orleans, LA 1,065,000 28 $629 Source: Texas A&M Transportation Institute’s 2012 Urban Mobility Report

There are two, widely-accepted types of traffic congestion: recurring and non-recurring congestion. Recurring congestion is the type of congestion that occurs on a daily basis, usually during the peak hour periods. There are many strategies available to mitigate this type of congestion through demand management, operational improvements, and multimodal strategies.

Non-recurring congestion is unexpected and usually difficult to address without proper planning. These unexpected traffic delays can be caused by vehicle breakdowns, bad weather, traffic incidents, special events, , work zones, etc. Unlike non-recurring congestion, the sources of recurring congestion are more easily identified and can be addressed by working to develop proper signal timing and focusing on reducing bottlenecks during peak commuting hours.

Figure 2-3 illustrates the distribution of the various types of congestion on U.S. transportation networks.

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

Source: FHWA Active Traffic Management

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2.3 Recurring Congestion Figure 2-4: 2013 Average Annual Daily Traffic

Like most metropolitan areas, traffic congestion is experienced mainly during the morning peak and the afternoon peak hours. The morning peak time period is from 6 a.m. to 9 a.m. and the afternoon peak is from 2 p.m. to 6 p.m. Figure 2-4 exhibits the Average Annual Daily Traffic (AADT) within the MPO planning boundary for the year 2013.

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

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

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

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

2.4 Non-Recurring Congestion Safety As shown in Figure 2-3, traffic incidents account for 25% of the congestion on U.S. roadway networks. Examples of traffic incidents range from a vehicle pulled onto the shoulder to repair a flat tire, to a complete road closure due to an overturned tractor trailer. Crashes are a significant source of non-recurring congestion. Improving safety to reduce the number and severity of crashes reduces non-recurring congestion. When traffic incidents, such as crashes, do occur, there are programs in place to help reduce the delay, clear the incident, and reduce the potential for secondary crashes.

The total amount of fatalities between the years 2010 and 2014 in Tennessee is 4,945, resulting in an average of 989 fatalities per year. For 2014, the number of fatalities fell below the average at 967. 6Between 2000 and 2007, Mississippi averaged almost 900 traffic fatalities per year. The new goal of Mississippi’s Strategic Highway

5 The Memphis Metropolitan Statistical Area includes Crittenden County in Arkansas; Benton, DeSoto, Marshall, Tate and Tunica counties in Mississippi; plus Shelby, Fayette and Tipton counties in Tennessee 6 TDOT Crash Data https://www.tn.gov/safety/article/crashdata

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Safety Plan (SHSP) is to reduce annual traffic fatalities by 25 percent by 2017.7 Tennessee’s SHSP adopts a “Towards Zero Deaths” vision statement, which is the vision of a national and collaborative effort entitled Toward Zero Deaths: National Strategy on Highway Safety.8

The Memphis MPO’s Regional Bicycle and Pedestrian Plan outlines the crash data for pedestrians and bicyclists and presents statistics such as crash frequency, crash event density, crash severity, crash time and location, etc. Between 2009 and 2013, 2,026 unique crash events occurred involving pedestrians with 89 of them resulting in fatalities and 179 in incapacitating injuries. For bicyclists, 513 unique crash events occurred in the same time period with 6 of them resulting in fatalities and 29 in incapacitating injuries. Most of these crash events occurred in the densely populated areas and during the peak hour periods.

Another safety issue is work zones. A work zone is typically an area of highway construction, maintenance, or utility work activities. Other activities may be considered as work zones such as traffic stops by patrol and towing activities. Work zones often reduce the capacity of a road temporarily and pose a safety threat for workers as well as motorists passing by. Figure 2-6 below provides a summary of reported worker fatalities in work zones.

There are strategies that can help mitigate the traffic impacts and congestion associated with crashes and other traffic incidents. For example, TDOT operates Incident Management Program (HELP) trucks in Tennessee’s most heavily congested urban areas, including Memphis. 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 quick clearance of incidents. ITS components, such as TDOT’s 511 traveler information system, highway advisory radio (HAR), and dynamic message signs alert motorists of areas with non-recurring congestion so they can be actively avoided.

Figure 2-6: Fatal occupational injuries at road construction sites, 2003-2013 Year 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 Total 110 119 165 139 106 101 116 106 122 133 105 Tennessee 3 5 8N/A5 6 7 3 5 9 4 Arkansas N/A N/A N/A N/A 4 N/A 8 N/A 3 3 7 Mississippi N/A N/A N/A 3 N/A N/A N/A 5 3 4 3 Source: U.S. Department of Labor, Bureau of Labor Statistics, in cooperation with state, New York City, District of Columbia, and federal agencies, Census of Fatal Occupational Injuries

Special Events There are a number of special events within the region that temporarily affect traffic patterns in the region. Downtown is home to a litany of these special events including the Memphis Grizzlies basketball games, the

7 “Introduction and Background.” Mississippi Strategic Highway Safety Plan.” Online. April 23, 2015. < http://sp.gomdot.com/Traffic%20Engineering/Documents/Mississippi%20SHSP%20FINAL%20Jan2014.pdf 8 8 “Executive Summary.” Tennessee Strategic Highway Safety Plan. 2014. Online. April 23, 2015.

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University of Memphis Tigers basketball games, Memphis in May, and concerts. Other events throughout the region such as the Cooper Young festival, the St. Jude Marathon, Mid-South fair and sporting events cause temporary congestion issues that are effectively managed with the help of crossing guards in coordination with TDOT’s Traffic Management Center (TMC) and local law enforcement agencies. Figure 2-7: Flooded roadways – Shelby County, TN Office of Preparedness

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

2.5 Multimodal Mobility Freight Due to its location on the Mississippi River, roadway infrastructure, railroad network, and international airport, the Memphis area has developed into a major hub for freight:  Five Class 1 railroads serve the region – Burlington Northern Santa Fe, Union Pacific, Norfolk Southern Railroad, CSX, and Canadian National. Each railroad operates intermodal facilities at the following locations: o Burlington Northern Santa Fe - 4814 Lamar Avenue, Memphis. o Union Pacific - 5500 Kuhn Road, Marion, AR. o Norfolk Southern Railroad - 2600 Spottswood Avenue, Memphis and 3000 Norfolk Southern Way, Collierville. o CSX and Canadian National – 3588 Paul R. Lowry Road, Memphis.  The Port of Memphis is the fourth largest inland port in the United States.  Memphis International Airport is the second busiest cargo airport in the world.  Memphis serves 152 metro markets through overnight truck service.9  Interstates 40, 240, and 55 are the interstate roadways and US-78, SR 385, and SR 175 are the non- interstate roadways frequently used by truck traffic in the region.

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

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Due to the volume and importance of the Memphis freight industry, the economic consequences of delayed freight goods caused by congestion would very significant. These consequences can be mitigated by proper congestion management. Figure 2.8 shows the amount of freight traffic passing through the region, and Figure 2.9 shows the growth in truck traffic that the State of Tennessee and the State of Mississippi had experienced and will experience in the future, re-emphasizing the importance to address congestion.

Figure 2-8: 2012 Regional Freight Movements

Source: Freight Analysis Framework (FAF)

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Figure 2-9: Major Flows by Truck To, From, and Within Tennessee and Mississippi Year 2007, 2010 and 2040

2007

2010

2040

Source: U.S. Department of Transportation, Federal Highway Administration, Office of Freight Management and Operations, Freight Analysis Framework, Versions 3.1.2.2011 and 3.4.2012

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Transit The Memphis Area Transit Figure 2-10: Fixed Transit Route System Authority (MATA) is the primary public transportation provider in the region. MATA provides fixed route bus service, rail trolley, paratransit, and event shuttles. These services are primarily available in the City of Memphis; however, neighboring municipalities within Shelby County such as Germantown and Bartlett also have transit routes. MATA also provides service to West Memphis, Arkansas. The fixed route bus service includes 34 routes that transport about 9.3 million passenger trips per year. Figure 2-10 shows the fixed route system map. Source: Memphis Area Transit Authority (MATA)

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

Figure 2-11: 2012 Sub-Recipient Service Data - National Transit Database NAME REVENUE MILES REGULAR TRIPS REVENUE HOURS DARTS (MS) 568,314 128,770 27,591 Delta HRA (TN) 1,998,702 46,011 66,511 Source: 2012 National Transit Database

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

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Bicycle Facilities There are over 500 miles of bicycle and pedestrian facilities within the region. Within the last decade, the region has made significant gains toward enhancing the mobility and safety for bicyclists and pedestrians. In 2008 and 2010, the City of Memphis was once considered one of the worst cities for bicyclists and is now recognized as the most improved city for bicycling.10

Figure 2-12: Bicycle & Pedestrian Facilities in the Region Description Existing Programmed Type (Miles) (Miles) Several jurisdictions around the Memphis MPO area presently Bicycle offer bicycle lanes. Bicycle lanes are provided along several roads 88.7 82.3 Lanes in Memphis, Germantown, Bartlett, Collierville and Hernando. Paved shoulders are located in more rural areas throughout the Paved region. Examples exist in Fayette and DeSoto Counties and the 28.5 4.2 Shoulders City of Germantown. Marked The City of Memphis has marked shared bicycle lanes. Shared 7.4 11.3 Lanes Signed Unmarked shared bicycle lanes are found throughout the MPO Shared area. 147.1 61.7 Lanes Almost all jurisdictions within the region have shared-use bicycle/pedestrian paths. For example, shared use paths are provided on the Wolf River Greenway, Shelby Farms Greenline, Shared the Memphis Light, Gas and Water Trail in Germantown, the 57.2 37.3 Use Paths Nonconnah Greenbelt Trail in Collierville, and the Woodhills/Lakewood Trail in the north central part of the City of Memphis. Cycle There are currently four cycle tracks in the Memphis MPO 4.7 20.8 Tracks region. End-of- The City of Memphis has end-of-trip facilities such as bicycle Trip racks, lockers, water fountains, restroom facilities, etc. NA NA Facilities

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

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Pedestrian Facilities Type Description While sidewalks are a common feature throughout the Memphis MPO area, not all communities Sidewalks have a comprehensive sidewalk network in place. In the communities that do have extensive sidewalks, many are damaged and in need of repair. In the Memphis MPO area, crosswalks appear at many street intersections and, increasingly, at Crosswalks mid-block locations. In certain locations along a roadway, a marked crosswalk may not suffice for that area’s high Enhanced level of pedestrian activity, or perhaps the roadway’s high level of vehicular traffic. These Pedestrian crossings require an enhanced treatment to improve safety. Two examples of such facilities are Treatments curb extensions (also known as bulb-outs) and refuge islands. Examples of these already exist in the City of Memphis and a couple other municipalities in the region. Pedestrian Pedestrian overpasses exist in the City of Memphis. Overpasses Facilities that improve the walking experience and that encourage increased levels of walking are known as pedestrian amenities. Such facilities may address the goal of creating a pleasant Pedestrian and enjoyable walk through better aesthetics, while others may target convenience. Still other Amenities amenity types improve personal security. Best examples of these facilities in the Memphis area exist in the downtowns and historic town centers of the region’s communities, as well as on college campuses. Shared Use As mentioned previously, almost all jurisdictions have shared-use bicycle/pedestrian paths. Paths Curb ramps are found throughout the Memphis MPO area, as they are connected to the Curb Ramps sidewalks and federal legislation requires the installation of curb ramps at all intersections and mid-block locations where pedestrian crossings exist. Transit stops are found along many of the transit routes in the Memphis MPO region, in some Transit Stops suburban Shelby County locations, and in West Memphis, AR. Pedestrian signals are found in the City of Memphis and other urban areas in the region where Pedestrian pedestrian traffic is expected at signalized intersections. There are also examples of pedestrian Signals and school signs with flashing LED lights in the City of Memphis.

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3 Congestion Management Strategies

3.1 Goals The MAP-21 National Performance Goals provide the framework for identifying the appropriate strategies to resolve congestion issues. They include Safety, Infrastructure Condition, Congestion Reduction, System Reliability, Freight Movement and Economic Vitality, Environmental Sustainability, all of which apply to different congestion management strategies to be implemented and evaluated. Below is a table of the MAP-21 National Performance Goals: Figure 3-1: MAP-21 National Performance Goals Goal area National goal Safety To achieve a significant reduction in traffic fatalities and serious injuries on all public roads Infrastructure condition To maintain the highway infrastructure asset system in a state of good repair

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

System reliability To improve the efficiency of the surface transportation system Freight movement and economic To improve the national freight network, strengthen the ability of rural vitality communities to access national and international trade markets, and support regional economic development Environmental sustainability To enhance the performance of the transportation system while protecting and enhancing the natural environment Reduced project delivery delays To reduce project costs, promote jobs and the economy, and expedite the movement of people and goods by accelerating project completion through eliminating delays in the project development and delivery process, including reducing regulatory burdens and improving agencies’ work practices

In addition to the MAP-21 goals, the FHWA’s Management & Operations in the Metropolitan Transportation Plan Guidebook outlines strategies and objectives vital for congestion management using SMART regional objectives. When developing objectives, it’s important to consider the following:

 Specific: It provides sufficient specificity to guide formulation of viable approaches to achieving the objective without dictating the approach.

 Measurable: It includes quantitative measurements, saying how many or how much should be accomplished. Tracking progress against the objective enables an assessment of effectiveness of actions.

 Agreed: Partners come to a consensus on a common objective. This is most effective when the planning process involves a wide-range of stakeholders to facilitate regional collaboration and coordination.

 Realistic: The objective can reasonably be accomplished within the limitations of resources and other demands. The objective may be a "stretch" and require substantial coordination, collaboration, and investment to achieve. Because how realistic the objective is cannot be fully evaluated until after strategies and approaches are defined, the objective may need to be adjusted to be achievable.

 Time-bound: The objective identifies a timeframe within which it will be achieved (e.g., "by 2012").

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The goals and objectives identified in the RTP proved the framework for identifying the appropriate strategies to resolve congestion issues. The CMP identifies multi-modal strategies to reduce congestion in the region by providing improved access and mobility using a broad range of strategies and solutions. Finding strategies to reduce congestion is an important component in the Congestion Management Process. Over 40 strategies have been evaluated and grouped into 10 distinct categories that cover a large cross-section of transportation planning. These strategies have been shared with the CMP Steering Committee, whose feedback was essential in helping to determine the 10 categories of congestion management strategies. These strategies do not only exist as reference information for transportation professionals, but will be applied to the horizon year congested road network to determine how these comprehensive strategies can help reduce congestion in the future, before adding capacity to the roadways. The 10 congestion mitigation categories are listed below, followed by a strategy toolbox which provides a description of the strategy as well as which MAP-21 Goals it addresses. Lastly, current related activities are indicated in the final row to highlight some of the existing plans, policies or programs that are occurring in the Memphis MPO Area. The following are the 10 categories identified as part of the CMP which are organized as they relate to the FHWA groupings.

Demand Management 1. Land use 2. Commuter programs Operational Improvements 3. Operational improvements & ITS 4. Incident management 5. Intersection improvements 6. Freight improvements Multimodal Strategies 7. Transit improvements 8. Bicycle & Pedestrian facilities Strategic Capacity Enhancements 9. General purpose lanes 10. Dedicated lanes

To see the strategy toolbox, please see Appendix B.

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4 Measuring Congestion

In order to measure and manage congestion and improve mobility throughout the Memphis MPO region, performance measures were defined. The CMP is a continual process where performance measures are routinely updated to assess and monitor the performance of the transportation system. It is an ongoing, iterative process where existing and newly implemented strategies are frequently evaluated for their effectiveness. These performance measures will be incorporated into the development of the region’s Congestion Management report to evaluate system performance. This report will be published every other year.

There will be occasions where detailed “before and after” analyses need to be performed in order to accurately measure a strategy’s effectiveness. These types of analyses require more effort in collecting data to measure the improvement in mobility. The data collection may include intersection turning movement counts, travel time studies, speed studies, or public opinion surveys in order to benchmark conditions before and after the improvements are implemented.

The use of performance measures intrinsically serve multiple purposes, including:

 Characterizing existing and anticipated conditions on the regional transportation system

 Tracking progress toward meeting regional objectives

 Identifying specific locations with congestion to address

 Assessing congestion mitigation strategies, programs, and projects

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

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

1. Volume to Capacity Ratio 2. Travel Time Index, Planning Index, and Buffer Index 3. Number of Crashes 4. Transit Passenger Trips and Bus On-Time Performance 5. Miles of Bike Lanes or Shoulders 6. Truck Hours of Delay 1. Volume to Capacity Ratio Volume to capacity ratio is the ratio between traffic volumes on a roadway and the estimated capacity of the roadway. This performance can be used to help determine where strategic capacity enhancements can be implemented.

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The future volume to capacity ratio is a direct output from the Travel Demand Model (TDM). The TDM is a tool for forecasting impacts of developments on travel patterns, as well as testing various transportation alternative solutions to traffic patterns. 2. Travel Time Index, Planning Index, and Buffer Index Travel Time Index, Planning Index, and Buffer Index can be used to determine the need for operational improvements and strategic capacity improvements.

Travel Time Index is the ratio of the travel time during the peak period to the time required to make the same trip at free-flow speeds. A value of 1.3, for example, indicates a 20-minute free-flow trip requires 26 minutes during the peak period.

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

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

Source: FHWA Traffic Congestion and Reliability

The Memphis MPO can use vehicle probe traffic data provided in the National Performance Management Research Data Set (NPMRDS) to calculate each index. The NPMRDS is a data set of roadway segment travel times binned in five minute intervals. This data set provided by FHWA on a monthly basis. The data includes travel time for all vehicles, passenger vehicles, and freight trucks; however, this data only covers the National Highway System (NHS). 3. Number of Crashes Tracking the number of crashes on the region’s roadways is important for determining operational improvements to make roadways safer. The Memphis MPO has access to Tennessee DOT and Mississippi DOT ArcGIS crash data that can be used to track high-crash locations. 4. Transit Passenger Trips and Bus On-Time Performance The number of transit passenger trips and bus on-time performance measures can be used to assess multimodal strategies throughout the region. MATA releases monthly performance measure reports that track passenger trips and on-time performance, among other metrics. The reports are available online at: http://www.matatransit.com/aboutus/insidemata/performance-measures/.

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5. Miles of Bike Lanes or Shoulders The Memphis MPO maintains an ArcGIS database that can be used to track bicycle infrastructure in the region and determine where enhancements can be made. 6. Truck Hours of Delay Because of the region’s importance in the freight industry, truck delay should be a performance measure that is tracked by the MPO. The Memphis MPO could use the NPMRDS to create a freight truck travel time index to measure freight congestion.

Efforts are currently underway at the Federal level to establish performance targets to meet the requirements of MAP-21. Once released, the State DOTs and the MPOs will use the federal guidance as the basis to develop performance targets for their area. Currently, discussions are underway between the MPO and State DOTs to explore the available data sources to ensure this effort is coordinated between the entities.

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5 CMP Network

5.1 The Congested Network This chapter provides a visual snapshot of congestion and mobility in the Memphis MPO Planning Area based on displaying current congestion, travel time reliability, safety and input from local practitioners and the general public. These maps help visualize some of the CMP performance measures, safety terminology and congestion concerns. The congested corridors are identified based on several factors, which include: 2010 Roadway Level of Service (LOS) The operating Level of Service (LOS) E or F for a roadway is considered to be unacceptable system performance. In the travel demand model, LOS is determined using roadway characteristics based on number of lanes, median type, lane width, and functional class as well as time of day, roadway capacity, and traffic volume. Figure 5-1, 5- 2 and 5-3 on the following page exhibits the level of service for the AM Peak period. Most of the heavy congestion is on corridors that have high traffic volumes within the MPO area, such as I-40, I-55, I-240, etc. Congestion is also observed along Germantown Road, which is one of the commercial corridors in the MPO area. Similarly, in Mississippi, Goodman road is congested especially close to the I-55 interchange where most of the retail and the medical facilities are concentrated. Travel Time Reliability Steps were taken to ensure the identification of the network includes measures that address system performance and reliability. Reliability is defined by the variability of travel times over a given period of time. To do so, travel time data was used to prepare a buffer index. The process of calculating a buffer index is explained in Chapter 4. Figure 5-4 below displays the buffer index for the AM Peak period from November 2013. Travel times on most corridors are shown as reliable. When compared with the LOS map in figure 5.1, some of these corridors can be considered as “reliably congested.” But there are other locations i.e. portions of I-240 and Goodman Road @I-55 that are congested as well as have low reliability. Crash Density Crash data helps identify corridors or intersections with high levels of crash activity that cause non-recurring congestion. Figure 5-5 below is a map displaying the intensity of crashes per square mile for blocks within the region. High crash areas are along corridors that have high traffic volumes. Higher crashes are also noticed at intersections along the same corridors. This also correlates with the locations that have higher population and commercial activities. Public Comments Comments received throughout the development of the plan were used to help identify congestion and safety concerns. Observational input was used to supplement technical data as it is important to develop a comprehensive snapshot of congestion and mobility in the region. See Figure 5-6. Public comments substantiated the observed data as shown in figures 5-1 to 5-5.

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5.1.1 Level of Service (Existing Congested Network-2010) Figure 5-1: 2010 Level of Service A and B for AM Peak period.

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Figure 5-2: 2010 Level of Service C and D for AM Peak period.

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Figure 5-3: 2010 Level of Service E and F for AM Peak period.

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5.1.2 Travel Time Reliability Figure 5-4: November 2013 Buffer Index - National Performance Management Research Data Set (NPMRDS)

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5.1.3 Safety Figure 5-5: Crash data provided by TDOT and MDOT

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5.1.4 Public Comments

Figure 5-6: Locations of concern identified through public input

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6 Implementation

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

Congestion management solutions are grouped into four categories:

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

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

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

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

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

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For the majority of the solutions identified, an off model estimate of level of improvement will be used in the development of the RTP. The benefit to each congested corridor from each strategy is estimated in terms of improved travel speed, reduction in delay, or reduction in volume. The resulting volume to capacity and roadway level of service will be reported as part of the RTP. Adding general purpose lanes along congested corridors are considered if congestion is not resolved using all other applicable strategies. For those roadways that need additional laneage to resolve congestion, an estimate of the total number of lanes will be provided. Additional information regarding the off model estimates for congestion reduction associated with application of the congestion management strategies will be provided with the RTP.

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

Demand Management

I. Land use Local governments play a crucial role in the development of the community through land use planning, zoning, and development ordinances. The Memphis and Shelby County Office of Planning and Development (OPD) developed the Unified Development Code (UDC) to guide future growth and development in the City of Memphis and the unincorporated areas of Shelby County. As is often the case with this type of ordinance, it will likely be used as a guide for other municipalities throughout the region.

Best practices in Smart Growth involve developing areas of employment, shopping, and recreation with high concentrations of both workers and users. Dense mixed-use development generally corresponds well with high transit ridership. According to the Puget Sound Regional Vanpool Study conducted for the Puget Sound Regional Council, “change from Single Occupant Vehicles (SOV) to other modes becomes significant at higher densities of greater than 50 employees per gross acre. At densities greater than 125 employees per gross acre a majority of trips are made using modes other than SOV”.

A study conducted by Portland State University shows a 0% to 5% decrease in single occupant vehicle use over the short term and a 0% to 10% decrease in SOV’s use over the long term where growth management strategies are used. A corresponding increase in transit use of 0% to5% may be realized using growth management strategies.

II. Commuter programs Ridesharing includes carpooling, vanpooling, guaranteed ride home programs, alternative work hours, telecommuting, paratransit services, and park and ride facilities. This strategy for reducing congestion may be employer based, government sponsored, or based on agreements between private individuals. There is an existing government-sponsored rideshare program in the metropolitan area maintained by the Shelby County Health Department. The rideshare program has one worksite that is the Veteran’s Administration (VA), which has 27 vans. Based on transportation plans from other regions, the

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estimated percent reduction in single occupant vehicle use per worksite for carpooling and vanpooling was 1%-5% and 1%-2%, respectively. Commuter programs have the potential to reduce single occupant vehicle use across roadway functional types, but are usually most effective on arterial roadways and interstate/freeway facilities.

Operational Improvements

I. Operational improvements & ITS Operational improvements consist of access management, one-way street to two-way flow operation, constructing two-way left turn lanes, parking management, and weather or incident alerts for motorists. These type of improvements can be applied to arterial, collector and local roadways. The reduction in congestion that can be expected from these types of improvements varies greatly depending on the improvement strategy, roadway characteristics, traffic volume, and many other factors.

Access management is a broad strategy which can include policies, design changes, and infrastructure that minimizes the number of driveways and intersecting roads on a corridor. This is accomplished by adding parallel roads, shared driveways, median barriers, and proper curb cuts. The operational benefit to facilities with access management is a reduction in delay and travel time. For example, a 10% to 15% reduction in travel time along a segment of arterial roadway can be realized by eliminating 20 access points per mile.

Reducing or eliminating on-street parking can result in a reduction in delay and an increase in roadway capacity. The increase in roadway capacity with elimination of parking depends on the number of parking maneuvers per hour and the number of existing through lanes. For example, elimination of parking on a four lane collector roadway could increase capacity by 5% to 17%.

Intelligent Transportation Systems (ITS) are the application of electronic technologies and communications to improve the operation of the transportation system. Examples of these technologies include detectors, cameras, dynamic message signs, and real time information on traffic conditions and bus locations. ITS applications can be used to help provide for congestion mitigation and avoidance for both recurring and non-recurring congestion. The level of benefit for congestion associated with ITS depends on the type of application, and the functional and operational characteristics of the facility. The Memphis MPO’s Regional ITS Architecture and Deployment Plan provides a long-range plan for deployment, integration, and operation of ITS in the Memphis Urban Area. A complete list of the Memphis Urban Area ITS Service Packages

II. Intersection improvements Traffic signals can be interconnected and coordinated to provide progression for motor vehicles along a corridor. Traffic signal coordination along urban signalized corridors can increase both capacity and free-flow speed. Based on traffic signal coordination projects implemented in the region, the average increase in travel speed was 3.5% to 5% for arterial roadways following signal interconnection and coordination.

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Intersection capacity can also be increased with the addition of exclusive lanes on intersection approaches for right and left turns. This allows for more free-flow movement of the through lanes at the intersection. The benefit of adding turn lanes at intersections depends heavily on the volume of turning vehicles and their opposing volume. Isolated intersection capacity could be improved by 10% to 25% with the addition of exclusive turn lanes.

III. Incident management Intersection improvement strategies could also provide tools to reduce the impact of non-recurring congestion, such as Incident Management. When crashes, disabled vehicles or other interruptions create congestion, the traffic surveillance and control systems could be equipped to provide information to the traffic control centers and allow the operators to either implement alternative signal timing or provide information to the motorists regarding alternative routes.

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

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

Capacity enhancements related to freight include intersection and operational improvements to reduce delay, ITS applications, dedicated lanes, and ultimately adding general purpose lanes. These strategies are applied to interstates/freeways and arterial roadways identified as truck routes.

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Multimodal Strategies

I. Transit improvements According to the Puget Sound Regional Vanpool Market Study completed by the Puget Sound Regional Council, depending upon the type, amount, and cost of increased service, up to a 5% reduction in area- wide VMT can be expected with enhanced transit service. These enhancements include increased frequency of service, decreased wait times, and decreased travel time. Improvement in transit service in the Memphis MPO region is likely to have less impact on the overall congestion on the roadways. It is anticipated that improved transit service or expansion would reduce area-wide traffic volumes on the roadway by less than 2%. II. Bicycle & Pedestrian facilities Non-motorized transportation generally consists of walking and bicycling. The Memphis MPO’s updated Regional Bicycle and Pedestrian Plan provides a ranking of corridors in need of bicycling and walking facilities. For the CMP, a factor was applied to a reduction of vehicles based on a study conducted by the Comsis Corporation. The study found that by increasing the walk and bike mode share by 1%, commute trips would approximately be reduced by 0.5% and 0.9%, respectively.11

Strategic Capacity Enhancements

III. Dedicated lanes A number of studies have been completed regarding the impact of High Occupancy Vehicle (HOV) lanes on vehicle occupancy. For studies that have before and after data, there was an average 13% increase in vehicle occupancy. If the number of person trips remains the same, this increase in vehicle occupancy has the effect of reducing the number of vehicles on the roadway. The effectiveness of this strategy depends on the level of congestion on the existing general purpose lanes.

HOV and bus bypass lanes and ramps are facilities used to improve the travel time associated with high occupancy vehicles. In the Memphis area, HOV lanes have been considered a method to increase vehicle occupancy on an interstate type facility. Used alone, these lanes are effective for commuters arriving from suburban areas. As HOV’s attempt to enter or exit the HOV lanes, friction between HOV’s and other vehicles in the general-purpose lanes occur as these vehicles move toward the access points to the freeway system. This problem is made worse as the interchange density increases. Several methods have been developed to address this issue. These include HOV and bus bypass lanes and ramps. These exclusive facilities enable HOV’s to access the freeway system without encountering delay either by providing direct exclusive access to the freeway system or by providing separate non-metered ramps. These strategies are effective in increasing HOV use when coupled with other HOV strategies.

High-Occupancy Toll (HOT) lanes are high occupancy vehicle facilities similar to HOV lanes that are also available to single-occupancy vehicles that pay a toll to use the dedicated lanes. Tolls for HOT lanes are

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

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usually collected on single-occupant vehicles electronically. This technology also allows for changing the toll rates based on the amount of congestion on the adjacent general purpose lanes. There is currently no tolling authority in Tennessee, Mississippi, or Arkansas. In Tennessee, special legislation is required in order to implement a toll on public roadway facilities. The benefit of HOT on congestion is highly variable based on the specific routes termini, the level of existing or projected congestion, the cost of the toll, the trip purpose of those anticipated to use the facility, and motorist’s willingness to pay for a reduction in travel time. The benefits to congestion associated with HOT lanes are difficult to assess as part of a regional plan and must be evaluated at an individual project level where proposed.

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

The increase in capacity on a roadway facility with the addition of general purpose lane varies based on the number of lanes to be added, roadway functional classification, area type, traffic signal density, presence of traffic signal coordination, type of roadway median, and a number of other variables. For example, adding one lane in each direction to a two-lane rural roadway interstate facility could increase its capacity by over 50%. Evaluation of the impact of adding general purpose lanes on travel demand and roadway capacity at a regional level is conducted using the Memphis MPO’s Travel Demand Model. The methodology used to estimate roadway volume and capacity is provided in the travel demand model documentation.

6.2 Monitoring Congestion A critical step in maintaining the Congestion Management Process is the development of a system performance monitoring plan that all of the participating agencies agree upon. The system performance monitoring plan will work in concert with other monitoring programs such as air quality, finance, and plan implementation to present an integrated summary of transportation system performance and progress towards the region’s policy goals and objectives identified in the RTP. Performance monitoring is not a one-time event, but rather an ongoing activity that must be matched to the existing and future resources of each participating agency. This is how the MPO will monitor not only the ongoing performance of the region’s transportation system, but also the effectiveness of the strategies and projects that are put in place. By evaluating congestion in the area, the MPO and its member agencies can determine which strategies worked the best in mitigating specific types of congestion, and which had the least impact. This will in turn identify the best actions in subsequent CMP, TIP, RTP updates. Through the biannual reports, the MPO will disseminate information about the congestion related issues in the region.

The CMP provides a framework for weighing congestion relief projects against one another in terms of effectiveness, but does not establish priorities for the region. To effectively monitor the performance of the system, access to good, reliable and consistent data is pertinent. In some areas, there have been longstanding

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data collection efforts, such as pavement conditions and, crashes, but there are issues related to standardization of data, as data collection methodology varies by different agencies and software’s used. The MPO relies heavily on the data collection efforts of our partner agencies and project implementers. The MPO is committed to an effective regional transportation monitoring system. It is important for MPO and the participating agencies to engage in a cooperative process to ensure the data collection efforts are coordinated to facilitate meaningful and efficient analysis.

6.3 Summary and Conclusions In summation, evaluation of the CMP will be conducted on an as needed basis, to ensure its effectiveness in addressing the regional congestion issues. The CMP will be reviewed during the development of regional transportation plans, due to the interrelationship between the two documents. The Memphis MPO will release a bi-annual report which will include a snapshot of the region’s congestion issues, to inform the different stakeholders as well as the public. The Memphis MPO will continue to partner with its member agencies to obtain before and after data as projects are implemented. As information is provided, the MPO will review the information and update the evaluation criteria for future long range plan and transportation improvement program development.

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7 List of Figures

Figure 1-1: Memphis Urban Area MPO Planning Area ...... 5 Figure 1-2: Memphis MPO Regional Transportation Plan (RTP) Process Model ...... 7 Figure 1-3: Ozone (O3) Non-Attainment Area ...... 10 Figure 1-4: Carbon Monoxide (CO) Maintenance Area ...... 10 Figure 1-5: FHWA Congestion Management Process Model ...... 11 Figure 1-6: Community Remarks Webpage ...... 13 Figure 2-1: Memphis Urban Area MPO Regional Roadway Network...... 14 Figure 2-2: National Congestion Comparison...... 16 Figure 2-3: Causes of Congestion in the United States ...... 16 Figure 2-4: 2013 Average Annual Daily Traffic ...... 17 Figure 2-5: Daily Vehicle Miles Traveled per capita (1982-2011) ...... 18 Figure 2-6: Fatal occupational injuries at road construction sites, 2003-2013 ...... 19 Figure 2-7: Flooded roadways – Shelby County, TN Office of Preparedness ...... 20 Figure 2-8: 2012 Regional Freight Movements ...... 21 Figure 2-9: Major Flows by Truck To, From, and Within Tennessee and Mississippi Year 2007, 2010 and 2040... 22 Figure 2-10: Fixed Transit Route System ...... 23 Figure 2-11: 2012 Sub-Recipient Service Data - National Transit Database ...... 23 Figure 2-12: Bicycle & Pedestrian Facilities in the Region ...... 24 Figure 3-1: MAP-21 National Performance Goals ...... 26 Figure 5-1: 2010 Level of Service A and B for AM Peak period...... 32 Figure 5-2: 2010 Level of Service C and D for AM Peak period...... 33 Figure 5-3: 2010 Level of Service E and F for AM Peak period...... 34 Figure 5-4: November 2013 Buffer Index - National Performance Management Research Data Set (NPMRDS) .. 35 Figure 5-5: Crash data provided by TDOT and MDOT ...... 36 Figure 5-6: Locations of concern identified through public input ...... 37

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8 Acronyms and Definitions

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

STIP - State Transportation Improvement Program: A statewide prioritized listing/program of transportation projects covering a period of four years that is consistent with the long-range statewide transportation plan,

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metropolitan transportation plans, and TIPs, and required for projects to be eligible for funding under title 23 U.S.C. and title 49 U.S.C. Chapter 53.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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Congestion Management Process: Appendix

Memphis Urban Area Metropolitan Planning Organization (MPO)

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TABLE OF CONTENTS A. Plan Development ...... 2 A-1 CMP Best Practices Review ...... 2 A-2 Outreach ...... 7 B. Strategies ...... 15 B-1 Strategy Toolbox ...... 15 B-2 Existing Strategies ...... 27 C. Safety and Operational Audits ...... 36 C-1 Safety and Operational Audits Checklist ...... 37 C-2 Goodman Road from I-55 to Lamar Ave (US-78) ...... 39 C-3 Lamar Avenue from Crump Boulevard/I-55 Interchange to American Way...... 42 C-4 Poplar Avenue from Mendenhall Road to Germantown Road ...... 48 C-5 Germantown Parkway from Walnut Grove to US-64 ...... 53 C-6 Summer Avenue (US-70) from East Parkway to Elmore Road ...... 57 C-7 US 51 from Veterans Parkway to SR 385 ...... 64 C-8 Other Locations ...... 72 D. List of Figures ...... 75 E. Public Review Comments ...... 76

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A. Plan Development A-1 CMP Best Practices Review

One of the first tasks of the CMP development was to review the CMPs of other MPOs nationwide. This task was completed in order to determine best practices that MPOs are performing during the congestion management process. The study team reviewed the following organization’s CMPs: 1. Atlanta Regional Commission (ARC), Atlanta, Georgia 2. Capital Area Metropolitan Planning Organization (CAMPO), Austin, Texas 3. Capital District Transportation Committee (CDTC), Albany, New York 4. Southwestern Pennsylvania Commission (SPC), Pittsburgh, Pennsylvania 5. Puget Sound Regional Council (PSRC), Seattle, Washington 6. Delaware Valley Regional Planning Council (DVRPC), Philadelphia, Pennsylvania 7. Baltimore Metropolitan Council (BMC), Baltimore, Maryland 8. Wilmington Area Planning Council (WILMAPCO), Wilmington, Delaware 9. Nashville Area Metropolitan Planning Organization, Nashville, Tennessee 10. East-West Gateway Council of Governments, St. Louis, Missouri

Each CMP was studied and summarized with respect to the CMP Process Model. The Process Model is discussed in FHWA’s Congestion Management Process: A Guidebook, dated April 2011. The Process Model steps are listed below, with explanations for each step as shown in the FHWA document. 1. Develop Regional Objectives for Congestion Management – First, it is important to consider, “What is the desired outcome?” and “What do we want to achieve?” It may not be feasible or desirable to try to eliminate all congestion, and so it is important to define objectives for congestion management that achieve the desired outcome. Some MPOs also define congestion management principles, which shape how congestion is addressed from a policy perspective. 2. Define CMP Network – This action involves answering the question, "What components of the transportation system are the focus?", and involves defining both the geographic scope and system elements (e.g., freeways, major arterials, transit routes) that will be analyzed in the CMP. 3. Develop Multimodal Performance Measures – The CMP should address, "How do we define and measure congestion?" This action involves developing performance measures that will be used to measure congestion on both a regional and local scale. These performance measures should relate to, and support, regional objectives. 4. Collect Data/Monitor System Performance – After performance measures are defined, data should be collected and analyzed to determine, “How does the transportation system perform?” Data collection may be on-going and involve a wide range of data sources and partners. 5. Analyze Congestion Problems and Needs – Using data and analysis techniques, the CMP should address the questions, “What congestion problems are present in the region, or are anticipated?” and “What are the sources of unacceptable congestion?” 6. Identify and Assess Strategies – Working together with partners, the CMP should address the question, “What strategies are appropriate to mitigate congestion?” This action involves both identifying and assessing potential strategies, and may include efforts conducted as part of the MTP, corridor studies, or project studies.

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7. Program and Implement Strategies – This action involves answering the question, “How and when will solutions be implemented?” It typically involves including strategies in the MTP, determining funding sources, prioritizing strategies, allocating funding in the TIP, and ultimately, implementing these strategies. 8. Evaluate Strategy Effectiveness – Finally, efforts should be undertaken to assess, “What have we learned about implemented strategies?” This action may be tied closely to monitoring system performance under Action 4, and is designed to inform future decision making about the effectiveness of transportation strategies.

The following sections summarize best practices of each MPO, categorized by the CMP Process Model steps. The best practices may not be immediately implementable by the Memphis MPO, but they should be considered for future CMP updates. Atlanta Regional Commission (ARC), Atlanta, Georgia CMP Process Model Step Best Practices  Incorporates roads that have previously been ID as congested through Define CMP Network public outreach or analysis  Moving towards greater reliance on observed system performance rather than solely on regional TDM as primary tool for assessing congestion Collect Data / Monitor  Analyzes crash data to address non-recurring causes of congestion System Performance  Data from CMP indicates and helps ID where specific corridor studies are needed Identify and Assess  Projects prioritized based on weighted criteria (i.e. Freight Friendly (10%), Strategies Economic Growth (10%), Environment (20%) and Connectivity (20%)

Capital Area Metropolitan Planning Organization (CAMPO), Austin, Texas CMP Process Model Step Best Practices  Utilizes a 2 year cycle in which 4 steps are revisited; CMP network Develop Regional Objectives validation/update, data collection and analysis, CM strategy selection, for Congestion Management monitoring implemented strategies Develop Multimodal  Measures Bus on-time performance Performance Measures  Also looks a reliability and variability of congestion Analyze Congestion  Meetings with Bottleneck Committee to ID areas of concern Problems and Needs  Measures that could be particularly useful within the regional Memphis context include: Access Management, Bicycle Improvements, Freight Identify and Assess Movement Management, Incident Management, Intersection Strategies Improvements, Land Use Planning, Multi-Modal Facilities, Traffic Calming, and Transit Improvements Program and Implement  Integration with TIP, RTP and Bottleneck Committee Strategies  IDs which projects are most cost effective

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CMP Process Model Step Best Practices  Implemented strategies tracked for performance and reported in a Evaluate Strategy Roadway Congestion Analysis Effectiveness  Uses ITS systems to monitor CMP network to understand effectiveness of strategies

Capital District Transportation Committee (CDTC), Albany, New York CMP Process Model Step Best Practices  Congestion reduction important but not preeminent goal of transportation planning in region, congestion reduction must be balanced with multiple Develop Regional Objectives planning objectives for Congestion Management  Limit “excess” delay encountered with movement of goods, people and services Collect Data / Monitor  Identifies Critical Congested Corridors (CCCs) to estimate excess delay System Performance  Formed Working Group B, a task force to address non-recurring delay Analyze Congestion  Compares and analyzes data regarding patterns of congestion with other Problems and Needs agencies  Utilizes Management and Operations strategies in line with livability goals Identify and Assess to minimize construction of new roads, strengthen existing infrastructure Strategies and address travel time reliability problems Program and Implement  Works with State DOT and other stakeholders to ensure project design is Strategies consistent with description used when project evaluated for TIP

Southwestern Pennsylvania Commission (SPC), Pittsburgh, Pennsylvania CMP Process Model Step Best Practices  CMP is online and can be regularly updated General  CMP website provides a glossary of terms for public understanding  Webpage for every major corridor in network  Defined in cooperation with interagency task force made up of Define CMP Network transportation officials in the region Identify and Assess  4 major categories in its “congestion management toolbox:” Demand Strategies Management, Operational Improvements, Modal Options, Capacity

Puget Sound Regional Council (PSRC), Seattle, Washington CMP Process Model Step Best Practices  Evaluates strategies in TDM and carries out a cost-benefit analysis, makes General comparisons of alternatives in model before implementing

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CMP Process Model Step Best Practices  Fully integrated with the RTP and TIP measuring the multimodal Develop Regional Objectives transportation system for Congestion Management  Continually adding PMs or data collection efforts to facilitate ongoing CMP cycle  12 sub-areas for analysis providing framework to better facilitate local and Define CMP Network corridor analysis of robust data  5 PMs for Transit: General roadway congestion, Re-entry congestion, High- Develop Multimodal volume loading, Mobility device loading congestion, Bus queuing Performance Measures congestion Collect Data / Monitor  Obtain Bike/Ped data as part of data collection System Performance  Metrics utilized to assess an alternative’s effect on mobility: time savings, improved reliability benefits, vehicle operating and ownership, benefits, Identify and Assess other user benefits Strategies  Operational Improvements: Geometric changes and bottleneck alleviation, Access management, Traffic signalization, Reversible lanes  Alternative Mode Support Strategies: Public education and promotion  Selection of congestion management strategies is completely intertwined with the selection of the ‘preferred alternative’ as part of their RTP Program and Implement  Report card tracks project implementation by SMART corridor Strategies  List of planned investments by SMART corridor and project completion tracked TIP database

Delaware Valley Regional Planning Council (DVRPC), Philadelphia, Pennsylvania CMP Process Model Step Best Practices General  Includes list of potential funding sources to implements strategies Develop Regional Objectives  Manages growth and supports centers through multi-nodal, multi-modal for Congestion Management and mixed-use development Develop Multimodal  Prioritizes denser and mixed-use land development to support transit Performance Measures ridership  Strategies structured well; 1. Operational Improvements, TSM and ITS, 2. Transportation Demand Management, Policy Approaches and Smart Transportation, 3. Public Transportation Improvements and New Investments, 4. Road Improvements and New Roads, 5. Goods Movement Identify and Assess  CMP identifies low-cost, proactive strategies that can be implemented in Strategies the entire region  Input from CMP Advisory Committee  Criteria analysis used to tailor strategies to local conditions for each sub- corridor

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CMP Process Model Step Best Practices Program and Implement  CMP analysis contributes to the selection of corridor studies and other Strategies follow up tasks

Baltimore Metropolitan Council (BMC), Baltimore, Maryland CMP Process Model Step Best Practices Develop Regional Objectives  Accessible real-time multi-modal transportation network condition data for Congestion Management and predictions of future conditions Develop Multimodal  For transit: ratio of bus to auto speed Performance Measures

Wilmington Area Planning Council (WILMAPCO), Wilmington, Delaware CMP Process Model Step Best Practices  Interactive Maps General  Section on future action and next steps  Glossary for general public  Systems approach to ID and address congestion in the region Develop Regional Objectives  Congestion seen more in regional context especially how slight changes at for Congestion Management specific locations can impact operation of transportation system as a whole Develop Multimodal  Intersection delay/LOS for AM and PM peak periods Performance Measures  Website includes interactive maps showing performance measures Identify and Assess  Mode shift from auto to other modes throughout region where possible Strategies Program and Implement  Developed a process to score and rank projects for funding Strategies  Weights distribution criteria to select and rank projects

Nashville Area Metropolitan Planning Organization, Nashville, Tennessee CMP Process Model Step Best Practices  Integrated in to Planning process, extensive multimodal mobility strategies General toolbox  Encourage measures to reduce VMT such as transit, HOV, mixed land use Develop Regional Objectives patterns, parking management for Congestion Management  Integrate PMs, functional standards and strategies from the CM system into RTP

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CMP Process Model Step Best Practices  PMs includes Future Average Route Speed: mode projections, including land use data, pop and employment that are inputs from land use model into TDM and then CMP Collect Data / Monitor  2 tiered system: Tier 1 screens if PM has been exceeded and triggers System Performance “congestion alarm;” Tier 2 is a detailed study to determine the extent, nature and cause of congestion and to ID appropriate tools to manage congestion Identify and Assess  Great strategies toolbox that emphasizes balanced, multi-modal approach Strategies Program and Implement  2 tiered system IDs magnitude of problem and IDs possible process/ Strategies program for solution

East-West Gateway Council of Governments, St. Louis, Missouri CMP Process Model Step Best Practices  Stresses the importance of non-recurring congestion and Incident General Management  One of the PMs under Regional Freeway Network is Incident response and clearance time Develop Multimodal  One of the PMs under Multimodal measures is Multimodal trails (could be Performance Measures useful considering the development of the Mid-South Greenprint Plan under development) Collect Data / Monitor  Uses ITS system to collect real time data for freeways and arterials; System Performance sensors provide speed travel time, volume and occupancy data Program and Implement  Strategies in the CMP are a resource of multi-model congestion mitigation Strategies strategies for the TIP Evaluate Strategy  Strategy effectiveness evaluation- a project level analysis of before and Effectiveness after conditions for mitigation strategy A-2 Outreach

The CMP’s development was driven by stakeholder participation and public input. During the project, stakeholders worked together to provide guidance and vision for the congestion management process. Additionally, the study team used different channels to obtain public input on specific concerns throughout the region. CMP Steering Committee At the start of the project, a Congestion Management Process Steering Committee comprised of federal, state and local officials was formed to guide the development of the CMP. Supplemental input was gathered through one-on-one meetings with regional partners to ascertain their perspective on congestion and mobility. Further information concerning the status of congestion related projects was gathered. Additionally, a Performance Measure (PM) workshop was held on October 2, 2014. At the PM workshop, the Steering Committee reviewed PMs used by Tennessee DOT and Mississippi DOT, reviewed notable PMs used by other MPOs, and discussed

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and proposed PMs to be used in the CMP. The performance measures used for the CMP are discussed later in the document.

CMP Steering Committee

Public Input Mobility Summit On October 23, 2014, a “Mobility Summit” was held at the Salvation Army Kroc Center in Memphis, Tennessee. The summit was an important component in the development of the CMP, as it allowed the MPO to engage the public by giving them the opportunity to elaborate on issues specifically concerning mobility and congestion that exist throughout the region.

During the summit, the group focused on the region’s “Livability Corridors.” The livability corridors were identified and selected based on criteria that advance livability objectives (i.e., support multimodal mobility and access) – Lower Traffic Volumes, Connections to City/Town Centers, and Designation as Critical Multimodal Link. These corridors demonstrate the greatest potential for targeted multimodal enhancements that advance regional livability goals. The Livability Corridors are:

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

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Figure A-1: Livability Corridors

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While each corridor received unique responses, there were a number of common themes, including:  Improving safety for all modes of travel  Increasing and improving access to transit  Adding sidewalks and improving existing sidewalks  Adding and improving all pedestrian facilities  Reducing congestion  Adding and improving bicycle lanes

Comments that were specific to each corridor are shown in the following table: Corridor Attendee Comments  Heavy 18-wheel truck traffic contributes to the safety concerns, especially on the southern route.  Greyhound Bus Station requires aesthetic and functional improvements, including better Airways traveler information. Boulevard  The corridor’s infrastructure needs maintenance and improvements, but new infrastructure is not needed.  Airways Boulevard needs sidewalks.  Safety concerns exist for both pedestrians and motorists throughout this corridor. Austin Peay  A lack of sidewalks on Austin Peay Highway and Covington Pike contributes to the safety Highway concerns.  Corridor requires bicycle lanes to improve rider safety.  Events at the Agricenter lead to congestion. Germantown  Heavy traffic exists throughout the corridor, and travels at high speeds. Parkway  Wide streets put crossing pedestrians at risk.  Traffic signalization timing needed to increase mobility. Goodman Road  Congestion along Goodman Road is a primary area of concern.  Pedestrian safety needs improvement.  Heavy 18-wheel truck traffic contributes to the safety concerns. Lamar Avenue  Pedestrian and motorist safety improvements are necessary.  Lamar Avenue needs additional bus pull-offs.  Pedestrian and bicyclist mobility and safety need improvement.  Corridor needs bike lane improvements and additions. Park Avenue  Heavy congestion is dangerous for pedestrians at crosswalks.  Shopping centers and University of Memphis traffic increase congestion.  Lack of pedestrian facilities creates safety issues. Summer  Bike lanes require maintenance. Avenue  Parking lot access along Summer Avenue needs improvement to help pedestrian safety.

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Corridor Attendee Comments  Heavy congestion during peak hours. Union Avenue /  Pedestrian and bicyclist safety is a primary concern. Walnut Grove  Pedestrian access and facilities are needed, including disability access. Road  Bus pull-offs needed.  Traffic signal timing needs improvement.  The corridor needs continuous pedestrian infrastructure. US Route 51  Mississippi commuters require increased public transit to Shelby County.  Crosswalk visibility needs to be improved.  Freight corridor needs improvements along US 61.  Casinos and development are increasing traffic along the corridor. US Route 61  Pedestrians need safer access to transit.  Mississippi commuters require increased public transit to Shelby County.  Corridor needs pedestrian facilities.  Lack of safe and usable sidewalks limits the access to transit. US Route 64 /  Sidewalks need curb ramps to improve access for people with disabilities. Stage Road  Covington Pike and Hollywood Street intersection requires general mobility improvements.  Large shopping centers contribute to heavy traffic congestion.  University of Memphis students and faculty frequently utilize the corridor. US Route 72 /  Events and Overton Park increase congestion. Poplar Avenue  US 72 needs bus pull-offs  Wide street puts crossing pedestrians at risk.  Outside traffic lanes need drainage grates.  Corridor requires additional pedestrian facilities.  The shape and width of the intersection at Lamar Avenue creates dangerous pedestrian Winchester crossing conditions. Road  The intersection with Lamar Avenue needs grade separation.  Lack of safe and usable sidewalks limits the access to transit.  Shelby Drive and US 78 is a choke point with heavy freight traffic. Shelby Drive  There is a lack of pedestrian accommodations.  Shelby Drive needs more connection to transit and paratransit.  The Walnut Grove intersection is one of the region’s greatest areas of safety concern. Houston Levee  The Walnut Grove intersection needs Complete Streets planning that considers needs of Road pedestrians, bicyclists, motorists, and users of transit.

Other Outreach Efforts Public meetings were held during the development of the Regional Transportation Plan which provided an opportunity for participants to discuss their concerns regarding all modes of transportation including congestion. During the RTP meetings an interactive survey was given in which participants identified issues of primary need or importance related to the transportation system in the region. Congestion problems were a

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recurring theme. Additional information was gathered through the use of an online survey. The images below show answers to the survey results for congestion related questions. Figure A-2: Survey Results Summary

As shown in the graph, multimodal safety was most often ranked of the highest importance by those surveyed. Furthermore, almost 70% of all people who answered the question ranked multimodal safety within the top four most important transportation issues. Congestion reduction and travel time reliability were also highly ranked issues. This information will help the MPO focus on congestion management strategies that more readily help to mitigate issues that the public views as being of higher importance.

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

Figure A-3: Public Comments from Community Remarks Category Example Comments  Sidewalks needed for safe pedestrian travel along corridors  Pedestrian overpasses are poorly maintained  Street lights are missing along roadways Pedestrian Improvements  Sidewalks have deteriorated and present a hazard for pedestrians that cross into the roadway to avoid them  More safe crosswalks are needed  Handicapped accessible spaces are not present in some street parking

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areas  Expand bike routes  Construct trailheads for more access points Bicycling Improvements  Little to no connectivity of bike lanes  Bike lanes are underused and decrease capacity for vehicular traffic  Transit schedules need to be adjusted or extended  Transit service is not available in some downtown areas Transit Routes Improvements  Light rail or trolley service recommended for the major corridors  Consider water taxi to connect the east and west shores of the Mississippi River  Transit stops are missing along major corridors Transit Stop Improvements  Benches and shelters are needed at some transit stops  Unpaved roads that connect to paved roads should be improved Street Connectivity Issues  Rail yard is expanding and needs more connections to major roadways  Grade separated interchanges needed to improve traffic flow  Improve signal design so signal heads are visible to drivers Intersection Improvements  Intersections do not properly accommodate bicycle traffic  Opposing through lanes are poorly aligned  Capacity of turning lanes is insufficient  Redesign intersection geometry to accommodate commercial vehicle traffic Freight Movement  Excessive pavement damage from truck traffic needs to be repaired  Widen roadways to accommodate commercial vehicle traffic  Unpaved roadways need to be improved for commercial vehicle traffic  Intersections and roadways have poor level of service  Drivers take alternate routes through residential and park areas to avoid Congestion Concerns congestion  Narrow roadways cause bottlenecks Traffic Calming and Safety  Capacity of excessively wide roadways can be used for bike lanes Issues  Speed humps are not suited for heavily congested roadways  Extreme flooding conditions lead to pavement deterioration  Roadways lack pavement Roadway Maintenance  Potholes need to be repaired  Work zones cause heavy congestion and unsafe merging areas  Trees and shrubs should be added to the medians and sides of roadways Livability Corridors  Many grassy areas are poorly maintained  Roadway construction and repairs have not been completed in recent General Comments years  Dilapidated and vacant housing should be demolished

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Figure A-4 shows a screenshot of the Community Remarks webpage.

Figure A-4: Screenshot of Community Remarks Website

Livabaility2040.com Livabaility2040.com Source: www. Source:

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B. Strategies B-1 Strategy Toolbox

Finding strategies to reduce congestion is one of the most important components in the Congestion Management Process. Over 40 strategies have been evaluated and grouped into 10 distinct categories that cover a large cross-section of transportation planning. These strategies have been shared with the CMP Steering Committee, whose feedback was essential in helping to determine the 10 categories of congestion management strategies. These strategies do not only exist as reference information for transportation professionals, but will be applied to the horizon year congested road network to determine how these comprehensive strategies can help reduce congestion in the future, before adding capacity to the roadways. The 10 congestion mitigation categories are listed below, followed by a strategy toolbox which provides a description of the strategy as well as which MAP-21 Goals it addresses. Lastly, current related activities are indicated in the final row to highlight some of the existing plans, policies or programs that are occurring in the Memphis MPO Area. For a description of existing related strategies, please see 27 Existing Strategies.

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Figure B-1: Congestion Management Strategy Toolbox MAP-21 Goals Current Related ID Strategy Description (23USC Activities §150(b)) Bicycle & BP Pedestrian Improvements Promoting non-motorized modes of Congestion MPO Regional Bicycle transportation reduces amount of Single- Reduction, & Pedestrian Plan; Bicycle Occupant Vehicles (SOV) in the network by Environmental Midsouth Regional BP-1 improvements constructing bike lanes, bike trails, bike racks, sustainability Greenprint and bicycle parking facilities.

Traditional traffic analysis of roadways and Congestion MPO Regional Bicycle intersections measures level of service for Reduction; & Pedestrian Plan; automobile operations. Newer methods for Safety Midsouth Regional LOS analysis include analyzing operations for Greenprint modes besides the automobile. By Multimodal level of incorporating a multimodal level of service BP-2 service (LOS) analysis, safety and comfort for transit, analysis bicycles, and pedestrians can be tracked. LOS analyses performed on transit, pedestrian, and bicycle operations at intersections, mid- block crossings, roadway segments, can supplement automobile LOS information. This is a service that provides bikes to Congestion No current bike share pedestrians on a short term basis. For those Reduction, program although who do not own a bike, this service can make Environmental the City of Memphis BP-3 Bike sharing this mode more accessible and convenient sustainability is exploring the with multiple points to borrow and return the development of a bikes. bike share system Adding or improving sidewalks, crosswalks, Congestion MPO Regional Bicycle walking paths, pedestrian accommodations at Reduction; & Pedestrian Plan; signalized intersections, curb ramps and Infrastructure TDOT Intersection detectable warning surfaces to accommodate Condition; Action Plan, Americans with Disabilities Act (ADA) Safety, Germantown Smart requirements. Environmental Growth Plan; • Street furnishings and clearance – sustainability Midsouth Regional Furnishings such as benches and tables can Greenprint allow for better pedestrian accommodation but it is equally important to establish the Pedestrian facility BP-4 proper clearances by trimming foliage, moving improvements fixed objects, and installing signs and poles at correct heights. Safety features – Separating walkways from the roadways with curbing, gutters, and/or planting strips is essential for ensuring pedestrian safety. Street lighting offers added security and comfort during nighttime hours and can complement the aesthetics of the pedestrian areas with the proper posts and fixtures.

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MAP-21 Goals Current Related ID Strategy Description (23USC Activities §150(b)) Four lane roadways are often inefficient and Congestion City of Memphis do not allow space for bicyclists. Under the Reduction; Complete Streets proper traffic volume conditions, these Safety Manual, BP-5 Road Diets roadways can be converted to two lane Germantown Smart roadways with a center turning lane and Growth Plan bicycle lanes on each side. Commuter CP Programs Encouraging employers to implement Congestion compressed work weeks or staggered shifts to Reduction; Alternative work spread out peak hour traffic. System CP-1 hours Reliability, Environmental Sustainability Carpooling and ridesharing are tools used to Congestion Memphis Area reduce congestion and allow users to reduce Reduction, Rideshare Program their commuting costs and save time by using Environmental (MAR) high occupancy vehicle lanes. Ridesharing is a sustainability type of carpooling that uses recent advances in GPS navigation, smart phone applications, and social networking to match rides for people Carpooling/Vanpoo traveling to similar destinations. Some of these CP-2 ling/Ridesharing programs include a guaranteed ride home policy for individuals in the event of an emergency.

Carsharing is an organized program where a Congestion Zip Car in Memphis fleet of vehicles are available for rent by the Reduction; hour or day. Normally, the program is used by System people who only occasionally need a vehicle, Reliability, or need access to a different type of vehicle. Environmental Reservation, pickup and return is all self- sustainability service and vehicles are distributed CP-3 Carsharing throughout the service area, rather than being available in one location.

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MAP-21 Goals Current Related ID Strategy Description (23USC Activities §150(b)) Telecommuting enables employees to use the Congestion phone, internet, remote desktop, and/or other Reduction; devices in order to work from home or at a Environmental nearby alternative worksite. This reduces peak Sustainability hour trips and overall vehicle miles travelled CP-4 Telecommuting (VMT).

DL Dedicated lanes HOV lanes are reserved for automobiles Congestion HOV lanes are containing at least two persons, transit Reduction; currently located on vehicles, hybrid vehicles, and motorcycles, System I-40 from US 64 to which can be physically separated from the Reliability; Sycamore View Road, main roadway or adjacent to the other lanes of Freight and on I-55 from travel. This can increase vehicle occupancy and Movement Winchester Road to reduce parking demand while increasing travel and Economic I-240. In addition, an High-occupancy time reliability and reducing delays for transit Vitality; HOV lane on I-55 vehicle (HOV) and services and carpoolers that use them. HOT Environmental from Mississippi DL-1 high-occupancy toll lanes are roadways where drivers of single- Sustainability State Line Road to (HOT) lanes occupancy vehicles can pay a toll to access Winchester Road is HOV lanes. under construction, This strategy is only successful if the HOV/HOT and a lane on I-40 lanes are regularly patrolled and enforced by from Collierville- police. If the policy is not enforced, single- Arlington Road to US occupancy vehicles will use the lanes without 64 is in a design fear of being ticketed. phase.

Separating the railway from the roadway by Congestion placing them at different heights can allow Reduction; both traffic streams to move freely and Safety; Freight Grade crossing prevent disruptions. Movement DL-2 separations and Economic Vitality; System Reliability Shoulders can be used as travel lanes during Congestion extremely congested periods or as a way to Reduction, Hard shoulder travel around an incident. This can be System DL-3 running implemented using dynamic message signs or Reliability simple traffic signs that specify a period of time for shoulder usage.

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MAP-21 Goals Current Related ID Strategy Description (23USC Activities §150(b)) Reversing the travel direction of a lane is an Congestion effective way to increase capacity during peak Reduction, DL-4 Reversible lanes hours without adding travel lanes. Overhead System signals and signage are used to indicate the Reliability travel lanes to be used at designated times. This strategy increases capacity for transit Congestion MATA Midtown services while simultaneously improving Reduction; Alternatives Analysis Dedicated transit operations. Smaller projects include bus bays System Study DL-5 travel lanes/right- and bus lanes. Larger projects such as Bus Reliability; of-way Rapid Transit (BRT) systems separate transit Environmental traffic from regular traffic and create an Sustainability efficient mass transit system. Freight FR improvements Freight rail – Capacity for freight rail systems Freight Memphis can be increased by improving or adding to the Movement Aerotropolis; infrastructure, increasing size of trains/rail and Economic Memphis Freight cars, increasing rolling stock, and allowing for Vitality; Infrastructure Plan; higher speeds and more efficient operations. Congestion Freight P2P – Peer to This strategy can potentially reduce the Reduction; Peer Program number of tractor trailers in the transportation System networks which can reduce congestion. Reliability; Safety Intermodal facility - This can range from major Freight capacity FR-1 reinvestment making an existing intermodal improvements center more functional to new facilities. It can focus on transfer between modes, such as rail to truck, or transfer within a mode, such as from truckload to less-than-truckload/local delivery vehicles. A freight village is a cluster of freight-related activities within a specific area that may be served by multiple modes. Benefits include improved traffic management, lower transport costs, value- added activities, and increased reliability.

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MAP-21 Goals Current Related ID Strategy Description (23USC Activities §150(b)) Improved access/mobility – Identify Freight Memphis designated truck routes that allow for Movement Aerotropolis; sufficient turning radii, appropriate grades, and Economic Memphis Freight and separation from high density areas. Where Vitality; Infrastructure Plan; possible, remove on-street parking in key Congestion Freight P2P – Peer to locations, remove roadside hazards, revise Reduction; Peer Program intersection signal control to assist truck System turning movements at congested Reliability; intersections, and provide adequate holding Safety lanes at major access points to allow trucks to safely and efficiently navigate the roadways. • Specialized truck-only lanes – Designate truck-only lanes on existing roadways or Freight operations construct a truck-only roadway parallel to FR-2 improvements/mo existing roadway. bility program • Improve weigh station efficiency – Utilize sensors that weigh trucks in motion prior to the weigh station to filter out underweight trucks and reduce queuing. • Truck parking facilities – The provision of short-term truck parking for various types of deliveries is essential in active locations, such as central business districts or urban areas. Having adequate, designated parking locations prevents unwanted violations and contributes to improved general traffic flows.

Incident IM management Service patrols include a team of small truck Congestion TDOT HELP drivers that can assist drivers with vehicle Reduction; repairs and services along roadways. Broken- Safety; System Freeway service down vehicles can cause congestion by Reliability; IM-1 patrols distracting drivers or blocking a travel lane. Freight Movement and Economic Vitality This strategy includes procedures that Reduced Strategic Plan for facilitate faster emergency response time and Project Highway Incident efficient incident handling, which will reduce Delivery Management in non-recurring congestion. Effective incident Delays; Tennessee; State management (IM) reduces the duration and Congestion Highway Safety Plan Incident impacts of traffic incidents and improves the Reduction; (TDOT,MDOT); IM-2 management safety of motorists, emergency personnel, and Safety Highway Safety Planning incident victims. Effective incident Improvement management includes: Program (TDOT, • Establishing IM policies MDOT); Protect the • Developing partnerships between agencies Queue (TDOT) (e.g., DOT, Emergency Medical Services, law

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MAP-21 Goals Current Related ID Strategy Description (23USC Activities §150(b)) enforcement, public safety agencies, etc.) Establishing performance goals such as clearance time goals for incidents

Implementing procedures and/or systems that Safety; System Event Shuttles allow for better management of irregular Reliability; (MATA); TDOT Work Special event events, natural disasters, or planned events Congestion zone and Safety IM-3 planning such as work zones and sporting events can Reduction Mobility Manual; reduce non-recurring congestion and improve traffic flow. The Incident Management course is offered by Safety; System Train-the-Trainer the National Highway Institute and Reliability; Program; Tennessee Develop Train-the- IM-4 participates with both MDOT and TDOT. Congestion Transportation Trainer Programs Reduction Assistance Program (TTAP) Intersection

Improvements Replacing an intersection with an interchange Congestion that uses grade separation allows for traffic in Reduction; the major direction to pass through the System junction without crossing a traffic stream on Reliability; Interchange the intersection road. Freight NT-1 construction Movement and Economic Vitality; Environmental Sustainability Adding/reconfiguring turning lanes, widening Congestion TDOT Intersection lanes, establishing proper curb radii, utilizing Reduction; Action Plan, Intersection roundabouts, upgrading traffic control devices, Safety; System Germantown Smart NT-2 improvements or innovative intersection treatments can Reliability Growth Plan promote better traffic flow and reduce delays and queues. Operational

Improvements Access management is a broad strategy which Congestion can include policies, design changes, and Reduction; infrastructure that minimizes the number of Safety; System driveways and intersecting roads on a corridor. Reliability; Access This is accomplished by adding parallel roads, Freight OP-1 management shared driveways, median barriers, and proper Movement curb cuts. This strategy can result in higher and Economic travel speeds and fewer incidents. Vitality; Infrastructure Condition

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MAP-21 Goals Current Related ID Strategy Description (23USC Activities §150(b)) This includes the removal of physical Congestion constrictions that delay travel such as Reduction, widening underpasses, providing lane Safety, System continuity, or improving Reliability; OP-2 Bottleneck removal acceleration/deceleration at ramp Freight interchanges. This can ensure consistent Movement capacity along the entire roadway and improve and Economic traffic flow. Vitality

Congestion pricing charges users for using the Congestion roadway during peak hours. It is used to Reduction, reduce the number of vehicles on the road Environmental during peak hours by encouraging a portion of Sustainability OP-3 Congestion pricing users to travel during non-peak hours.

Park and ride and other multimodal facilities Congestion MATA Airways gather many modes of transportation and are Reduction; Transit Center strategically located to increase destination Infrastructure alternatives. Intermodal facilities act as hubs Condition; Multimodal OP-4 for more efficient transit operations. Safety, facilities Environmental sustainability, System Reliability Replacing two-way streets with pairs of one- Congestion way streets can facilitate signal coordination, Reduction, OP-5 One-way streets reduce disruptive left or right turns, change System traffic patterns to increase efficiency and Reliability safety, and increase capacity on the network. This strategy can include raising parking prices Congestion or reducing parking facilities in inner city areas Reduction Parking OP-6 to encourage ridesharing or other modes of Management transportation.

Strategies such as ramp metering, ramp Congestion widening, improved signing and pavement Reduction, Ramp management OP-7 markings, and additional storage or weaving System strategies space can properly regulate merging traffic Reliability, flow. Safety Restricting left turns can improve safety and Safety, traffic flow along a corridor, especially in areas Congestion Restricting left OP-8 that have shared through and left turn lanes. Reduction turns

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MAP-21 Goals Current Related ID Strategy Description (23USC Activities §150(b)) ITS systems can be used to collect weather System Regional ITS data along corridors and alert drivers of unsafe Reliability, Architecture weather conditions to reduce incidents. In Safety, addition, other travel information can be Congestion Roadway condition provided via radio, phone applications, or Reduction, OP-9 information dynamic message signs and can mitigate Freight systems congestion by diverting traffic to other routes Movements that are not at capacity. This can improve the and Economic efficiency of the network as a whole and is Vitality usually integrated with an incident detection system. Adding or removing, redesigning, and properly Congestion TDOT Intersection maintaining signs and pavement markings can Reduction, Action Plan, clearly communicate information to drivers. Safety, System Germantown Smart Sign and pavement OP-10 This will improve operations in areas where Reliability Growth Plan marking upgrades poor signage and pavement markings lead to driver confusion.

Traffic calming techniques can include Safety, City of Memphis narrowed roads (narrowing lanes from 12 feet Congestion Complete Streets to 10 feet), speed bumps, or rumble strips. Reduction Manual OP-11 Traffic calming Although these measures can reduce travel speeds, they can also reduce the number of incidents which contribute to non-recurring congestion. This strategy can include retiming the signal Congestion Shelby County system, upgrading signal equipment, Reduction, Congestion coordinating systems, and installing actuated Safety, System Management or adaptive signal systems. These options can Reliability, Program (SCCMP); Traffic signal better facilitate traffic flow through a corridor, Freight Regional ITS OP-12 improvements accommodate higher demands during peak Movement Architecture, hours, and efficiently service vehicles on all and Economic Germantown Smart approaches. The Memphis MPO Regional ITS Vitality Growth Plan Architecture provides detailed information for traffic signal needs throughout the region. Use of technology on-board vehicles and/or at Congestion The City of Memphis signalized intersections to temporarily extend Reduction, Traffic Signal Priority; green time or otherwise expedite buses, light Safety, System MATA Transit Signal rail, or trolleys through the existing road Reliability Priority; Regional ITS system. In areas with sufficient capacity, Architecture; Route Transit signal OP-13 separate bus lanes can be designated and 50 Poplar Avenue priority (TSP) incorporated into the signal timing plans to and route 43 Elvis give transit vehicles early green time to bypass Presly-Bellevue traffic or extended green time maintain scheduled times.

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MAP-21 Goals Current Related ID Strategy Description (23USC Activities §150(b)) Travel information provided via radio, phone Congestion 511 Traveler applications, or dynamic message signs can Reduction, Information (TDOT, mitigate congestion by diverting traffic to System MDOT); TDOT other routes that are not at capacity. This can Reliability, Smartway Traveler improve the efficiency of the network as a Freight www.TNSmartWay.c OP-14 information whole and is usually integrated with an Movement om ; MDOT Traffic systems incident detection system. In addition, ITS and Economic App systems can be used to collect weather data Vitality (MDOTtraffic.com); along corridors and alert drivers of unsafe Regional ITS weather conditions to reduce incidents. Architecture Dynamically changing posted speed limits for Congestion vehicles approaching congested areas, Reduction, Variable speed accidents, or special events. This can regulate Safety, System OP-15 limits the flow and reduce collisions. Reliability

LU Land Use

Complete Streets offer typical cross-sections Congestion City of Memphis for roadways and access management Reduction; Complete Streets strategies that can increase pedestrian and Safety; Manual, bicycle mobility, safety, and connectivity. It Infrastructure Germantown Smart also promotes the implementation of green Condition; Growth Plan, infrastructure such as ‘parklets’ and green System Memphis MPO LU-1 Complete Streets medians that increase safety and blending of Reliability; Bike/Pedestrian Plan street design with the characteristics of the Freight surrounding area. Movement and Economic Vitality; Environmental Sustainability; Smart growth means building communities Congestion Germantown Smart with housing and transportation choices near Reduction; Growth Plan, jobs, shops and schools. It concentrates Safety; Midsouth Regional growth in walkable urban centers to avoid Infrastructure Greenprint sprawl and promotes compact, transit- Condition; oriented, pedestrian- and bicycle-friendly land System LU-2 Smart growth use. Reliability; Freight Movement and Economic Vitality; Environmental Sustainability;

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MAP-21 Goals Current Related ID Strategy Description (23USC Activities §150(b)) Corridor Management Agreements (CMA) Congestion would better coordinate transportation and Reduction; land use decisions along highway corridors. Safety; CMA’s allow stakeholders to develop and Infrastructure prioritize goals, strategies and actions that are Condition; Corridor considered the most critical to future System LU-3 Management development along strategic corridors. Reliability; Agreements Freight Movement and Economic Vitality; Environmental Sustainability; Transit TI improvements Capacity for transit systems can be further Congestion improved by increasing the fleet size, Reduction; increasing accessibility to transit services, System Adding capacity to reducing the number of time spent at or Reliability; TI-1 the transit systems between stops, and increasing speeds can Environmental allow more passengers to utilize these Sustainability services. This strategy can take SOV's off the roadway and decrease congestion. This involves automatic trip payment through Congestion the use of noncash media, such as Reduction, magnetically encoded fare cards. Increasingly, Reduced Electronic fare this method is coordinated with other systems Project TI-2 payment systems so that one media works across various transit Delivery systems, or even for both transit and toll Delays; System roads. This can make the transit mode more Reliability convenient and accessible. Optimizing transit schedules and increasing Congestion MATA Short Range Realigning transit accessibility to transit services can increase Reduction; Transit Plan TI-3 service schedules efficiency and ridership rates. This reduces the System and stop locations number of SOV's in the transportation system. Reliability

Real-time information displays can increase Congestion MATA Transit Signal Real-time transit convenience and reliability of transit services Reduction; Priority TI-4 information which are usually the major disadvantages of System the mode. Reliability

General purpose GP lanes Additional roadways such as bypasses, ring Congestion roads, or smaller links to connect heavily Reduction; New roadways and traveled areas increases capacity and can System GP-1 travel lanes reroute traffic around congested areas. Adding Reliability; lanes to a road increases capacity which can Freight effectively relieve congestion. This strategy Movement

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MAP-21 Goals Current Related ID Strategy Description (23USC Activities §150(b)) can be very costly and have major impacts on and Economic the transportation network. Thus, this strategy Vitality should only be implemented when other strategies have been evaluated and cannot resolve the congestion problems.

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B-2 Existing Strategies

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

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

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

 TDOT HELP – TDOT HELP is a freeway Figure B-2: TDOT Region 4 HELP Routes service patrol program, where designated vehicles patrol I-40, I-55, I-240, Sam Cooper Boulevard, and portions of SR 385. The program assists motorists with flat tire changes, fuel, and minor vehicle repairs. In addition, HELP vehicles assist with the management of traffic incidents.  511 Traveler Information – TDOT provides real-time traveler information throughout the state.  Traffic Operations Centers (TOC) and Signal Systems – The City of Memphis and City of Germantown have Traffic Operations Centers where traffic operations at signalized intersections may be monitored and signal timing plans changed. Current efforts look promising as the City of Memphis witnessed travel time reductions of up to 25% on some its corridors.

Source: Tennessee Department of Transportation

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 Shelby County Congestion Management Program (SCCMP) – Shelby County Government has pursued traffic signal construction at a variety of intersections across Shelby County. For example: o Holmes Road and Crumpler Road: The installation of traffic signal poles, vehicle signal displays, vehicle video detection, advance loop detection, traffic signal controller and cabinet.

o Winchester Road and Champion Hills Drive: The installation of traffic signal poles, vehicle signal displays, vehicle video detection, advance loop detection, traffic signal controller, cabinet and pavement markings.  The City of Memphis Traffic Signal Priority – The purpose of the Coordinated Signal System project is to reduce delay for major street vehicular traffic, improve the operational efficiency of traffic signals, and improve air quality. The project will interconnect a total of 289 (361 when SCCMP is included) existing traffic signals on various corridors throughout the City of Memphis.  MATA ITS – MATA has an ITS program that includes automated vehicle location (AVL) on its fixed route buses, trolleys, and paratransit vehicles, automated passenger counting, security cameras, transit signal priority for certain routes, and automated transit fleet monitoring.  Mississippi Department of Transportation (MDOT) ITS – MDOT has deployed CCTV cameras, DMS, and field sensors in the MPO region.

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Figure B-3: Shelby County CMP (Completed and Underway)

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Land Use Modelling In September 2009, the Memphis Urban Area Metropolitan Planning Organization (MPO) began the Imagine 2040 Midsouth Transportation & Land Use Plan, a regional visioning and scenario planning process. This offered an opportunity to assess regional growth visions, trade-offs, and alternate growth strategies using scenario planning. A critical component of understanding future travel patterns and travel need throughout the Greater Memphis region is having a model to forecast future urban development, land use and urban form. The MPO updated its Land Use Model (LUM) in 2014 to better understand future development patterns and plan appropriate transportation facilities to meet new and existing demand. The LUM seeks to understand regional land use and development trends to help the MPO implement multimodal transportation projects appropriate to the context of each community. The land use model is integrated into the travel demand model and provides an important foundation to inform the Livability 2040: Regional Transportation Plan (RTP) City of Memphis Complete Streets Manual Complete Streets are roadways that can be safely accessed, crossed, traveled upon and alongside by all people regardless of their age, ability or travel mode. A connected network of Complete Streets will ensure healthier, more equitable transportation options and an improved quality of life for all community residents, including children, seniors, people with disabilities and people facing economic hardship. The Complete Streets approach to design is neither novel nor untested; transportation professionals know how to build great streets, and there

Figure B-4: Snapshot of Updated Land Use Model

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are many examples of Complete Streets in communities nationwide. The City of Memphis Complete Streets Manual brings together the principles of Complete Streets to provide solid guidance for design implementation in the City of Memphis. The manual is organized into five chapters: Basis, Toolbox, Geometrics, Amenities, and Processes.1 Intersection Action Plan TDOT’s Strategic Transportation Investments Division is undertaking a study to systematically upgrade stop- controlled intersections with high crash activity. The study aims to enhance safety conditions using affordable and low impact design strategies for over 200 intersections within the region. Strategies include signing, lighting, and pavement markings and any improvement that doesn’t require major construction. Tennessee Strategic Highway Safety Plan (SHSP) In 2014, the State of Tennessee updated its Strategic Highway Safety Plan (SHSP) to build on the foundation created by the original 2004 SHSP. The Plan adopts a “Towards Zero Deaths” vision statement, which is the vision of a national and collaborative effort entitled Toward Zero Deaths: National Strategy on Highway Safety. The Strategy intends to create a culture of safety by bringing stakeholders together to access the current safety environment and to develop safety strategies from a data-driven process that is refined, implemented and evaluated to continually plan for a safer future on our roadways. The 2014 SHSP is Tennessee’s comprehensive safety plan. It is based on safety data and was developed through consultation with a broad range of safety stakeholders, each with specific areas of expertise and experience. The following six emphasis areas were identified by the SHSP Steering Committee to have the greatest potential for progress toward the Plan’s vision, mission and goals.2 SHSP Emphasis Areas 1. Data Collection and Analysis 2. Driver Behavior 3. Infrastructure Improvements 4. Vulnerable Road Users 5. Operational Improvements 6. Motor Carrier Safety Mississippi Strategic Highway Safety Plan (SHSP) In the 1st Edition of the Mississippi Strategic Highway Safety Plan, adopted in 2007, Mississippi’s goal was to reduce the number of traffic fatalities from the 931 fatalities in 2005 to 700 fatalities by 2011. This goal was met in 2009. In the 2nd Edition of the Mississippi Strategic Highway Safety Plan, which was published in January 2014, Mississippi’s Goal is to reduce fatalities to 525 by 2017. In 2012, Mississippi experienced 582 traffic fatalities statewide. While 2013 saw the number of statewide traffic fatalities increase to 613, Mississippi and its safety partners are working diligently to still meet and exceed their goal.

1 “Memphis Complete Streets Manual.” Mid-South Regional Greenprint. Online. April 20, 2015. 2 “Executive Summary.” Tennessee Strategic Highway Safety Plan. 2014. Online. April 23, 2015.

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Based on crash statistics and input by Mississippi’s safety partners, these Critical Emphasis Areas represent the areas with the greatest potential to significantly reduce traffic fatalities in Mississippi:3

SHSP Emphasis Areas 1. Increasing seat belt usage 2. Reducing impaired driving 3. Reducing the number of unlicensed drivers on our roadways 4. Preventing or reducing the severity of roadway departure crashes 5. Preventing or reducing the severity of intersection-related crashes Highway Safety Improvement Program (HSIP) The Highway Safety Improvement Program (HSIP) is a core Federal-aid program with the purpose of achieving a significant reduction in fatalities and serious injuries on all public roads. As per Title 23 of the United States Code, Part 148(h) (U.S.C. 148(h)) and 23 CFR 924.15, States are required to report annually on the progress being made to advance HSIP implementation and evaluation efforts. Figure B-5: HSIP Funding for FY 2012-14 HSIP Funding 2012 MPO Total Obligation: $154,251,605 State Funds Obligated Percent MPO Total Obligation Tennessee $613,250 0.4% Mississippi $1,466,190 1.0% 2013 MPO Total Obligation: $214,890,491 State Funds Obligated Percent MPO Total Obligation Tennessee $289,766 0.1% Mississippi $189,700 0.1% 2014 MPO Total Obligation: $110,752,130 State Funds Obligated Percent MPO Total Obligation Tennessee $2,760,021 2.5% Mississippi $193,194 0.2% Source: Memphis MPO Congestion Mitigation and Air Quality Improvement Program (CMAQ) The Congestion Mitigation and Air Quality Improvement Program (CMAQ) is another core Federal-aid program that was established with the passing of the 1991 ISTEA federal transportation legislation. This far-reaching legislation brought transportation into the multi-modal arena and also set the stage for an unprecedented focus on environmental programs. Part of this approach was the newly authorized Congestion Mitigation and Air Quality Improvement (CMAQ) Program. The CMAQ program was implemented to support surface transportation projects and other related efforts that contribute air quality improvements and provide congestion relief. MAP- 21 provides just over $2.2 billion in CMAQ funding for each year of its authorization. The CMAQ program has

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

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provided nearly $30 billion in just under 29,000 transportation-environmental projects to State DOTs and MPOs.4 Figure B-6: CMAQ Funding for FY 2012-14 CMAQ Funding 2012 MPO Total Obligation: $154,251,605 State Funds Obligated Percent MPO Total Obligation Tennessee $5,951,930 3.9% Mississippi -$53,320 0.0% 2013 MPO Total Obligation: $214,890,491 State Funds Obligated Percent MPO Total Obligation Tennessee $4,916,629 2.3% Mississippi -$9,930 0.0% 2014 MPO Total Obligation: $110,752,130 State Funds Obligated Percent MPO Total Obligation Tennessee $17,212,932 15.5% Mississippi $189,000 0.2% Source: Memphis MPO Traffic Incident Management TIM consists of a planned and coordinated multi-disciplinary process to detect, respond to, and clear traffic incidents so that traffic flow may be restored as safely and quickly as possible. Effective TIM reduces the duration and impacts of traffic incidents and improves the safety of motorists, crash victims and emergency responders. The Memphis MPO works with TDOT to complete an annual Traffic Incident Management Program Self-Assessment to monitor the region’s success at implementing and coordination TIM strategies across a multi- disciplinary TIM task force committee for TMC Region 4.5 The following are the agencies representing the TIM group:

 Federal Highway Administration (  City of Germantown Fire Department FHWA) TN Division Office of Operations  TDOT – Region 4 Office  TDOT – Region 4 Office  Town of Collierville Police Department  Shelby County Office of Preparedness  Town of Collierville Fire Department  Shelby County Sheriff’s Office  Piperton Police  Shelby County Fire Department  West Memphis MPO  City of Memphis Police Department  Tennessee Highway Patrol  City of Memphis Fire Department  Mississippi Department of Transportation  City of Bartlett Police Department  Mississippi Highway Patrol  City of Bartlett Fire Department  Fayette County Sheriff  City of Memphis Traffic Engineering  Arkansas Department of Transportation

4 “Congestion Mitigation and Air Quality Improvement (CMAQ) Program. “Air Quality FHWA. Online. April 23, 2015. 5 “About Traffic Incident Management (TIM).” Traffic Incident Management: Emergency Transportation Operations. Online. April 23, 2015.

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 City of Germantown Police Department  Arkansas Highway Police  City of Southaven  Memphis MPO  TDOT – Memphis Traffic Management Center

Tennessee Extreme Weather Transportation Adaptation Partnership TDOT’s Long Range Planning Division is conducting an extreme weather vulnerability assessment project to understand and characterize the vulnerability of the state’s transportation system to current and anticipated extreme weather events. The project will identify those highway segments and transportation facilities that are critical to transportation mobility and highly vulnerable to extreme weather and inform the development of short-term and long-term adaptation strategies. Corridor Studies The Memphis MPO has completed several corridor or subarea planning studies. These include the Tennessee portion of I-269 study complete with a scenario planning analysis, the Aerotropolis plan initiated by the Shelby County, TN Office of Planning and Development with MPO involvement, and the Houston Levee corridor plan. Additionally, the MPO is involved with an ongoing Midtown Alternatives Analysis Plan to bring high-capacity transit connecting Downtown and Midtown. Safe Routes to School The Safe Routes to School (SRTS) Program enables and encourages children, including those with disabilities, to walk and bicycle to school safely. The program sets out to make walking and bicycling a more appealing transportation option for students in grades kindergarten through eighth, thereby encouraging a healthy and active lifestyle from an early age. 2014 Regional Bicycle and Pedestrian Plan The MPO has continued its efforts to improve multimodal mobility by producing the Regional Bicycle and Pedestrian Plan, which was adopted by the Transportation Policy Board on November 20, 2014. The goals of the plan are: Safety, Connectivity, Accessibility, and Mode Shift. The plan was supplemented by jurisdictional reports that provide policy recommendations and project rankings to help improve bicycle and pedestrian planning. Coordinated Human Services Transportation Plan The Coordinated Human Services Transportation Plan for the Memphis area was prepared in accordance with federal guidelines that require the MPO to assess all transit options for the region. The CHSTP is used to justify and support funding for new and innovative transit programs that serve people with disabilities, increase access to employment and economic opportunities, and provide transit access in rural areas. The purposes of the CHSTP are to: 1. Inventory available transportation services; 2. Assess transportation needs of transit-dependent populations including older adults, persons with disabilities, and low-income individuals; 3. Identify gaps and duplications of services; 4. Select projects for meeting unmet transportation needs; and 5. Produce an action plan for project implementation.

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Mid-South Regional Greenprint Bus Transit to Workplace Study The Bus Transit to Work study includes an analysis of how employment is distributed regionally and how well employment areas are served by transportation infrastructure, including bus routes, bike lanes, and walking paths. For further detail, the study examines large employers at a site-specific level, collecting data on where employees live, how they travel to work and how easily their buildings are to reach by walking, biking and/or riding the bus. Given the geographic distribution and type of jobs in the Mid-South region, and the location of residential areas, it was quickly evident that access to work solutions in the region would have to move beyond transit service alone. Working with the Mid-South Regional Greenprint Consortium, a series of alternative strategies to improve access to work were developed. These were consolidated into a Transportation Demand Management Toolkit that identifies a series of strategies that help to reduce strain on both transportation networks and travelers by providing alternative options to driving alone.6

Rideshare

Memphis Area Rideshare (MAR) is a program Figure B-7: Screenshot of vRide Website housed within the Air Quality Improvement Branch (AQIB) of the Air Pollution Section of the Shelby County Health Department. The vanpooling portion of the Rideshare program is contracted out to VRide. They own and service the vans and handle the day to day operations. The table below describes the benefits of the vanpool program for the year 2014. In addition, taxis and private ridesharing companies, such as Uber and Lyft, offer service in the region. Figure B-7 displays the screen shot from the vRide website showing the typical interface of the vRide software.

To access the rideshare website, please use the following link: http://www.vride.com/locations/memphis-area-rideshare Memphis Area Rideshare Program (Vanpool) Trips Eliminated per Year 109,440 Miles Eliminated per Year 2,880,000 Fuel Saved (Gallons per year) 136,932 Fuel Savings (Dollars per year) $479,280 Carbon Monoxide Reduction (tons per year) 51.6 Source: Shelby County Air Quality Improvement Branch: Ride Share December 2014

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

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C. Safety and Operational Audits

In order to determine what congestion management strategies to implement at certain locations, it may be necessary to perform safety and operational audits. The Memphis MPO’s safety and operational audits were examinations of locations by the consultants to present an example of what to look for when trying to enhance the safety or operations of a facility. The audits are recommended activities for the individual municipalities to perform when developing projects. It qualitatively estimates and reports on potential issues and identifies opportunities for improvement for all modes of travel. Safety and operational audits are not inspections, but rather a proactive approach to identify common issues that can affect mobility.

As part of the Congestion Management Process, the study team performed field work and conducted safety and operational audits to identify improvements involving multiple modes of travel that could improve mobility throughout the Memphis MPO region. Using public and project stakeholder input, the following corridor segments and locations throughout the region were selected for evaluation.

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

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

 Poplar Avenue from Mendenhall Road to Germantown Road

 Germantown Parkway from Walnut Grove to US-64

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

 US-51 from Veterans Parkway to SR-385

 Other locations (intersections):

o US 61 and Shelby Drive

o Poplar Avenue and Byhalia Road

o US 72 and Gateway Global Drive

o SR 194 and US 64

Again, safety and operational audits are not inspections, but rather a proactive approach to identify common issues that can affect mobility. Although the audits identify numerous deficiencies, they do not necessarily identify all roadway deficiencies. The audits are intended to provide a general overview of safety and operations conditions. The deficiencies noted during field observations and potential mitigation measures are identified in the following sections.

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C-1 Safety and Operational Audits Checklist

This section provides example prompts that can be used as a checklist to perform safety and operations audits for other roadways or intersections in the region.

Figure C-1: Safety and Operational Audits Checklist Focus Safety Prompts Operations Prompts Are there fixed objects within the Adequate number of lanes provided? clearzone? Bottlenecks Drainage features Traffic signal efficiency – how is the signal Utility poles progression and timing? Trees Detection provided or pre-timed Proper guiderail end treatments? Signals appear coordinated Horizontal/vertical sight distance Emergency preemption provided? Road Segments/ adequate? Protected/permitted turning movements Intersections Intersection sight distance adequate? provided? Correct number of traffic signals Pedestrians accommodated? overhead and placement? Does access management impact Speed limits appropriate? intersection operations? Passing zones appropriate? Could lane reassignment or minor Super elevation appropriate? geometric enhancements improve Lighting/delineation appropriate for all operations? road users? Over signing? Missing signs or blocked by vegetation? Warning signs provided for Do signs adversely affect driver behavior Signage intersections and curves? creating congestion and delay? Intersection signage appropriate? Signs appear retroreflective? Centerline/edgeline markings Do pavement markings adversely affect provided? Pavement Markings driver behavior creating congestion and Are markings faded? delay? Appropriate markings utilized? Cracks? Potholes? Does poor pavement condition reduce Pavement Condition Edge drop-offs? vehicle gaps at intersections? Rutting? Ponding water? Does routine roadway flooding cause Drainage Safe designs of drainage features for all detours? modes?

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Focus Safety Prompts Operations Prompts Sidewalk provided? With buffer? Does infrastructure meet ADA compliance? Are push buttons operational? Pedestrians Curb ramps? Appropriate pedestrian phasing utilized? Crosswalks? Push buttons? Pedestrian signal heads? Is the road considered a designated bikeway? Does shared roadway inhibit vehicle Adequate shoulder width or shared operation? Bicyclist roadway? Missing/narrow shoulders? Are bike lanes provided? On-street parking? Signs/pavement markings in compliance? Intersection geometry allow trucks to operate efficiently? Freight/ Commercial Usage appropriate for facility type? Curb radii? Vehicles Freight conflicts with other modes? Stop bar placement? Are trucks using only designated routes? Are bus stops signed? Pull-offs or shoulder provided for buses to Bus shelters provided? exit traffic? Transit Does infrastructure meet ADA Transit priority signals utilized? requirements? Far side bus stops at intersections? Are proper warning signs/signals/pavement markings Railroad Crossings Are flashing devices/gates operational? utilized? Are gates provided at crossings? Are there recurring special events in this corridor? Appropriate traffic control utilized Traffic management plan provided for during events? each? Special Events Cones? Is traffic monitored throughout the special Signs? event? Other?

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C-2 Goodman Road from I-55 to Lamar Ave (US-78)

This corridor, located in North DeSoto County, Mississippi, is a non-US route that is approximately eight (8) miles long and includes fourteen (14) signalized intersections. The land use along this corridor is mainly commercial, while the adjacent land uses on the north and south sides of the corridor are residential. This corridor is a major east-west route in North DeSoto County that is primarily used by motorists to commute to/from the adjacent residential areas from/to the commercial areas along the corridor, as well as to I-55 to the west and US-78 to the east. There are currently no other modes of transportation – bike or transit - on this corridor. There also are no sidewalks along the corridor. Figure C-2: Map of Goodman Road Safety and Operational Audit

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Corridor-wide Findings The table below shows general deficiencies throughout the corridor and enhancements that can be made to address the deficiencies. Deficiency Mitigation Throughout the corridor the transitions for right turn lanes are too short. Right turning vehicles begin to slow down while still in the through lane.

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

Most signalized intersections do not have emergency preemption.

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

Replace overhead street name signs with signs that meet the minimum requirements found in the latest 2c. Install back plates in order edition of the Manual on Uniform to improve visibility of the signal. Traffic Control Devices (MUTCD).

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

Location Deficiency Mitigation The department stores and restaurants Create an access management policy for along this section of the corridor have development along the corridor. numerous unsignalized access driveways. West end of the Perform a signal timing study for this corridor near I-55 The traffic generators in this area cause section of the corridor and consider congestion during the peak periods. upgrading the signal if retiming will not alleviate congestion. Remove the bottleneck by extending the third lane up to Greenbriar Drive, where East of Goodman The eastbound lane drop is a potential there is a right turn lane add. Here, the and Airways bottleneck that can cause congestion. third lane can turn into a right turn only lane.

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C-3 Lamar Avenue from Crump Boulevard/I-55 Interchange to American Way

This corridor, located in Shelby County, Tennessee includes both state routes 1 and 4 and US Route 78. It is approximately eight (8) miles long and includes twenty-seven (27) signalized intersections. The land use along this corridor is mainly residential, while the adjacent land uses just south of the I-240 and US 78 and SR 277 and US-78 interchanges is commercial containing rail yards. The portion between the I-55 interchange and I-40/I-69 interchange is adjacent to both high-density residential and commercial land uses. The southern portion between the I-40/I-69 interchange and American Way intersection is mostly high-density residential with some commercial land use near the railways. This corridor serves as an urban major arterial that connects the minor arterials and collectors at the many residential areas to interstates 55 and 240. There are transit routes along the SR4 and US 78 portions of the corridor. There are sidewalks along the entire stretch of the corridor but no bike lanes. Figure C-3: Lamar Avenue Safety and Operational Audit

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Upgrade pedestrian infrastructure to meet ADA requirements.

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

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

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Deficiency Mitigation Poor access management was noted throughout the corridor. Many businesses have their own, uncontrolled accesses which increases the number of conflict points along the corridor degrading traffic flow and 8a. Work with businesses to reducing safety. eliminate/combine accesses with adjacent businesses where appropriate.

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

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

Along the corridor, debris on the sidewalk impacts mobility.

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

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

Install additional signals at deficient intersections.

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

Repave deficient roadway surfaces and repair sidewalks.

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

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

Where space is available, construct Many bus stops do not have dedicated areas for buses. When buses bus pull-off areas to allow buses to stop to pick up or drop off passengers, the right travel lane is blocked, exit the traffic stream to stop and which creates congestion. pick up/drop off passengers.

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Location-specific Findings The table below shows deficiencies that were noted at specific locations throughout the corridor, along with enhancements that can be made to correct the deficiencies. Location Deficiency Mitigation The left turn lane signal heads for each approach do not have backplates, are a mix of 12-inch and 8-inch indications, and indications are arranged in an unconventional configuration. Replace the left turn lane signals with standard 5-section signal Lamar Avenue heads. and Airways Boulevard

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

Lamar Avenue Close one of the accesses to at David Street consolidate turning movements 250 feet and Fizer Road into one intersection.

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C-4 Poplar Avenue from Mendenhall Road to Germantown Road

This corridor, located in Shelby County, Tennessee includes US Route 72 and state route 57. It is approximately five (5) miles long and includes sixteen (16) signalized intersections. The land use along this corridor is both high-density residential and commercial with the commercial areas consisting of retail centers, office buildings, and restaurants at the west and east ends and near the I-240 interchange. This corridor serves as an urban major arterial that connects the minor arterials and collectors to provide access the interstate 240. There is a single transit route along the corridor. There are sidewalks along the entire stretch of the corridor but no bike lanes. Figure C-4: Poplar Avenue Safety and Operational Audit

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Corridor-wide Findings The table below shows general deficiencies throughout the corridor and enhancements that can be made to address the deficiencies. Deficiency Mitigation Travel lanes are narrow throughout the corridor which restricts traffic and reduces vehicle speeds. In addition, narrow lanes prohibit the use of gutters for proper drainage which creates a safety concern.

Widen lanes if possible to improve safety and travel times.

Retime traffic signals to improve coordination using existing equipment. Traffic signal coordination is poor along the corridor creating poor If signals along the corridor are not vehicle progression resulting in unnecessary congestion and delay. interconnected, install wireless spread spectrum or fiber to interconnect signals.

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Eliminate pavement edge drop-off.

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

Poplar Avenue and Correct sidewalk cross slope and install Shady Grove additional sidewalk around utility pole to Road/Ridgeway meet ADA requirements. Road

Traffic islands at the intersection are Mill pavement and provide proper curb mountable due to pavement build-up over reveal (at least 6”) or install new curbing the years. around the traffic islands. Install additional signage and pavement Insufficient advance warning for the markings to reinforce the right turn only eastbound rightmost through lane lane. Consider and overhead sign transitioning into a right turn only lane. mounted on a mast arm since there are four (4) through lanes. Reduce signage on the eastbound Sign clutter is present on the eastbound approach. Combine or relocate signs as approach which can create driver confusion. appropriate.

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Location Deficiency Mitigation

Poor signal timing and phases are being Retime traffic signal and replace /install skipped occasionally. vehicle detectors on all approaches. Missing a left turn traffic signal for the Install an additional 3-section head left northbound triple left turns. Only 1 is turn traffic signal. present. Missing backplates on the eastbound Replace missing backplates and remove approach and dashed lines through the incorrect dashed lines. intersection are incorrect. Poor pedestrian accommodations Upgrade pedestrian accommodations to throughout the intersection. Bushes in meet ADA compliance and remove/trim southeast quadrant block pedestrians bushes in southeast quadrant as

crossing within the crosswalk. necessary. Extend the northbound right turn lane to Northbound right turn lane is too short. accommodate right turning traffic. Four (4) travel lanes drop to two (2) through Provide an additional through lane in the #2: Poplar Avenue lanes on the westbound direction at the I- westbound direction to reduce congestion (East side) of I-240 240 interchange ramps creating a daily and delay in the area. bottleneck. PREPARE TO STOP WHEN FLASHING is non- compliant since only flashing beacon is provided.

#3: Poplar Avenue Install another yellow flashing beacon to (West side) of I- make the sign MUTCD compliant. 240

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Location Deficiency Mitigation Poplar Avenue and Memorial Park Traffic signal for funeral procession traffic is Remove the traffic signal or replace with Funeral Home non-compliant per the MUTCD. an overhead flashing yellow signal. Access Utility pole along the westbound approach has been damaged and needs to be replaced.

Replace damaged utility pole.

Pedestrian curb ramps at the intersection are Upgrade pedestrian curb ramps to meet not ADA compliant. ADA requirements. Railroad crossing at the intersection negatively impacts operations. It also creates Poplar Avenue and a potential safety issue on the northbound S Mendenhall Road approach since the stop lines are located between the railroad and Poplar Avenue.

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

Missing/broken vehicle detectors were Replace/install vehicle detectors on all observed resulting in inefficient utilization of approaches. green time.

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C-5 Germantown Parkway from Walnut Grove to US-64

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

Corridor-wide Findings The table below shows general deficiencies throughout the corridor and enhancements that can be made to address the deficiencies. Deficiency Mitigation Implement special events signal Special events at the Agricenter create congestion and delay along the timing plans to improve traffic flow corridor when events are held. along the corridor.

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Deficiency Mitigation

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

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

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Deficiency Mitigation Traffic signals are missing or have damaged backplates.

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

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

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

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Location-specific Findings The table below shows deficiencies that were noted at specific locations throughout the corridor, along with enhancements that can be made to correct the deficiencies. Location Deficiency Mitigation Insufficient advance warning on the eastbound Install advance lane use signage on the approach that the left through lane becomes a eastbound approach at the lane transition left turn only lane. point. Insufficient advance warning on the westbound Install advance lane use signage on the approach to indicate that the right through lane westbound approach at the lane transition becomes a right turn only lane. point. Inefficient signal timings, green time is too short Retime traffic signal. Extend westbound for the westbound approach and southbound left approach and southbound left turn lane Wolf River turn lane. green time if possible. Boulevard at Triple left turn lanes are narrow and restrict left Germantown turning vehicle capacity. Vehicles in the Relocate the southbound left turn stop line Parkway southbound left turn lane often stop in front of farther back from the intersection. Widen the stop line restricting the inside eastbound left the left turn eastbound lanes if possible. turn lane. Pedestrian infrastructure at the intersection does Upgrade pedestrian infrastructure to meet not meet ADA requirements. ADA requirements. Some motorists yield when making the Install lane addition sign and consider southbound right turn movement even though installing flexible delineator posts beyond the southbound right turn lane addition allows the channelized concrete island to reinforce free flow. the lane addition.

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C-6 Summer Avenue (US-70) from East Parkway to Elmore Road

This corridor, located in Shelby County, Tennessee is also known as US Highway 70 or SR-79. It is approximately nine (9) miles long and includes twenty (20) signalized intersections. The land use along this corridor consists of both residential areas just outside of the corridor and commercial areas adjacent to both sides of the corridor consisting of retail centers, office buildings, and restaurants. This corridor can be segmented into two different roadway classifications. Along the southern portion, running west to east from East Parkway to the I-40 interchange, the corridor is an urban major arterial that gives commuters and freight access to the commercial and high-density residential land adjacent to it. Along the northern portion, the corridor becomes a rural major arterial serving the sparsely distributed commercial and suburban land around it. There are multiple transit routes along the corridor but no bike lanes. Sidewalks are present along both sides of the corridor at the southern end where it runs from east to west. Figure C-6: Summer Avenue Safety and Operational Audit

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Corridor-wide Findings The table below shows general deficiencies throughout the corridor and enhancements that can be made to address the deficiencies. Deficiency Mitigation Pedestrian infrastructure is inconsistent and missing in parts of the corridor especially where bus shelters are provided.

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

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

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

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Deficiency Mitigation Deep drainage swales within the roadway clearzone can create a safety concern for vehicles that depart from the roadway. Design drainage swales so that a vehicle can traverse them, therefore creating a recoverable roadside.

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

Drainage structures within the roadway clearzone create a fixed object hazard for motorist. Replace vertical drainage structures with traversable structures that follow the grade of the ground in the shoulder.

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

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

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

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

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

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Deficiency Mitigation Pavement markings are faded throughout the corridor.

Restripe pavement markings as appropriate.

Poor access management was noted throughout the corridor. Many Work with businesses to businesses have their own, uncontrolled accesses which increases the eliminate/combine accesses with number of conflict points along the corridor degrading traffic flow and adjacent businesses where reducing safety. appropriate.

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

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

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

Left turn lane storage is inadequate at some signalized intersections Verify left turn lane signal timings are forcing left turning traffic to queue into the through lanes. adequate and adjust as necessary. Extend left turn bays as needed to accommodate left turning traffic volume.

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

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

Location Deficiency Mitigation Signal timings are Summer Avenue at Shelby Road inefficient for the current Retime the traffic signal. traffic volumes. No protected left turn Review warrants for protected phases are provided for left left turn phasing and provide Summer Avenue at Elmore Road turning traffic along protected/permitted left turn Summer Avenue. phasing if appropriate. Summer Avenue at Trafalger Road Install advance intersection warning signs for Trafalger Road in both directions along Crest curve along Summer Summer Avenue. Avenue restricts sight distance for the Trafalgar Road intersection, Improve sight distance by specifically the northbound reducing the severity of the direction. crest curve.

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C-7 US 51 from Veterans Parkway to SR 385

This corridor, located in Shelby County, Tennessee and is approximately three (3) miles long and includes eight (8) signalized intersections. The land use along this corridor consists of both residential areas just outside of the corridor and commercial areas adjacent to both sides of the corridor consisting of retail centers, office buildings, and restaurant. The land use at the northern section of the corridor is strictly commercial. This corridor is a major arterial that offers access to SR-385 for those commuting to and from Millington. There are multiple transit routes along the corridor but no bike lanes. Sidewalks are present along both sides of the corridor except near the SR-385 interchange. Figure C-7: US 51 Safety and Operational Audit

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Corridor-wide Findings The table below shows general deficiencies throughout the corridor and enhancements that can be made to address the deficiencies. Deficiency Mitigation Several roadway segments have too many access points, which lead to thru-lanes being blocked.

Install raised concrete median

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

Easley St.

There is no emergency vehicle preemption along the corridor.

Install emergency preemption at signalized intersections along corridor.

Install emergency preemption.

Implement coordinated signal timing to increase mobility.

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

Repair damaged sidewalk along corridor

Repair damaged sidewalk along corridor.

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

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

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

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

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

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

Handicap ramps at intersection are not ADA compliant.

Babe and Make all ramps at intersection ADA Howard compliant.

Make all ramps at intersection ADA compliant.

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Location Deficiency Mitigation There are no existing handicap ramps at this intersection.

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

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

Pedestrian signs on all signal poles are faded.

Cuba and Replace pedestrian signs on all signal Millington poles at intersection.

Replace pedestrian signs on all signal poles at intersection.

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Location Deficiency Mitigation

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

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

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

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

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

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

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

Install pedestrian signals on each Wilkinsville corner of intersection. Install pedestrian

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

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C-8 Other Locations

As mentioned previously, in addition to the audits along the corridors, safety and operations audits were performed at individual intersections. These intersections were chosen using input from stakeholders and the public. US 61 and Shelby Drive Deficiency Mitigation Review warrants for protected left turn phasing No protected left turn phases are provided for any approach. and provide protected/permitted left turn phasing if appropriate. The intersection does not have emergency preemption. Install emergency vehicle preemption. Stop lines and other pavement markings are faded.

Reapply faded pavement markings with retroreflective markings.

Upgrade pedestrian infrastructure (curb ramps, Pedestrian infrastructure at intersections is incomplete and crosswalks, sidewalk, etc.) to meet ADA does not meet ADA requirements. requirements.

Poplar Avenue and Byhalia Road Deficiency Mitigation Northbound left turning vehicles must wait through Perform a signal timing study and retime the signal. multiple protected left turn phases in order to turn. Overhead cables are resting on the traffic signal mast Tighten the cables so there is adequate clearance arm on the southeast corner. between them and the signal mast arm.

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Deficiency Mitigation Missing sidewalk on the southeast corner.

Fill in the missing sidewalk to enhance mobility.

Reapply faded pavement markings with retroreflective Faded pavement markings. markings. Foliage blocks signs.

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

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

US 72 and Gateway Global Drive

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Deficiency Mitigation Reprogram the controller so the protected phase is not The eastbound protected left turn phase is activated needlessly displayed and/or repair the loop detector even when vehicles are not present. for the eastbound left turn. Install lighting to enhance visibility at the rural, There is no lighting present at the intersection. isolated intersection. The intersection does not have overhead street name Install street name signs overhead for each approach signage. to improve visibility. Reapply faded pavement markings with retroreflective Faded pavement markings. markings.

SR 194 and US 64 Deficiency Mitigation Upgrade pedestrian infrastructure (curb ramps, Pedestrian infrastructure at intersections is incomplete and crosswalks, sidewalk, etc.) to meet ADA does not meet ADA requirements. requirements. Reapply faded pavement markings with Faded pavement markings. retroreflective markings. On the northbound approach unrelated signs are mounted on the same post.

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

The southwest corner pedestrian pushbuttons are broken. Replace the pushbuttons. The pedestrian clearance interval to cross US 64 appears to Perform a signal timing study and retime be too short. clearance intervals as necessary.

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D. List of Figures

Figure A-1: Livability Corridors ...... 9 Figure A-2: Survey Results Summary ...... 12 Figure A-3: Public Comments from Community Remarks ...... 12 Figure A-4: Screenshot of Community Remarks Website ...... 14 Figure B-1: Congestion Management Strategy Toolbox ...... 16 Figure B-2: TDOT Region 4 HELP Routes ...... 27 Figure B-3: Shelby County CMP (Completed and Underway) ...... 29 Figure B-4: Snapshot of Updated Land Use Model ...... 30 Figure B-5: HSIP Funding for FY 2012-14 ...... 32 Figure B-6: CMAQ Funding for FY 2012-14 ...... 33 Figure B-7: Screenshot of vRide Website ...... 35 Figure C-1: Safety and Operational Audits Checklist ...... 37 Figure C-2: Map of Goodman Road Safety and Operational Audit ...... 39 Figure C-3: Lamar Avenue Safety and Operational Audit ...... 42 Figure C-4: Poplar Avenue Safety and Operational Audit ...... 48 Figure C-5: Germantown Parkway Safety and Operational Audit ...... 53 Figure C-6: Summer Avenue Safety and Operational Audit ...... 57 Figure C-7: US 51 Safety and Operational Audit...... 64

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E. Public Review Comments

The following comments were received by the MPO during the plan’s public review period, which lasted from July 2, 2015 to August 3, 2015. The MPO’s responses follow their respective comments.

Dennis Lynch

Sierra Club, Tennessee Chapter, Chair of the Sierra Club Chickasaw Group

Received: August 3, 2015

1. I strongly request that the strategies described in the CMP be integrated into the RTP and TIP, and that each of those documents require that project planning and implementation require that CMP strategies be properly evaluated before any new road or additional lanes be built.

2. I am concerned that the various inputs into the congestion management process do not give a balanced representation of the region's congestion management needs. Specifically as one example, Walnut Grove near Shelby Farms Park, appears to have a congestion problem, as seen in Figure 5.1 "Level of Service" and Figure 5.4 "Public Input". But, no congestion management strategies have been practiced there in years, yet the congestion problem has remained. As a result, anyone who travels Walnut Grove during rush hour observes congestion which could have been substantially reduced years ago. I refer back to my point #1. In other words, fix the problem, don't build a big new road as a solution, especially when that road is not needed.

Note- Since you are showing specific examples of congestion problems, I encourage you to include the documents we gave you regarding solutions to the Walnut Grove & Farm Rd intersection congestion problem.

3. I am concerned that the data which is used to reflect the status of congestion around the region is imperfect. But worse, I believe that the level of "imperfectness" in the data is the worst in the central parts of the city, especially inside the I-40/240 loop. As a result, a road or road expansion may be proposed outside of the loop because of congestion, but inside the loop, that justification won't be available. Inside the loop, hopefully the suggestion would be improved transit, but the weakness of the congestion data results in less road segments being identified inside the loop.

4. Vehicle spaces vs "people spaces"- We need to not think always in terms of cars. I am happy that the CMP Appendix mentions some sidewalk problems and curb cuts missing, but you have only just barely tipped your toes into the water. We all walk part of the time- to our car, to the park, to the store, to the neighborhood church, to a neighbors house. Some even walk to work or to school. If the sidewalks are not properly maintained, or are lacking curb cuts, it is equivalent to a type of congestion- it causes delays for people, just as congestion does. We need to think of solutions for people. The MPO must be applauded for including these issues. Now the MPO needs to do a more comprehensive review of sidewalk and intersection problems, and also to make sure to fund the projects that will fix these

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problems all over the MPO area. Note that Memphis has recently completed a study of sidewalk and intersection problems within the city.

5. Vehicle footprint vs people's needs- Highways, roads, streets, on-street parking, and off-street parking take up lots of land. "Congestion" is not just traffic slowing down in a road because of traffic. "Congestion" is also filling up our land with facilities which are used by cars, trucks, buses, etc. We ought to think about how best to reduce the amount of land that we congest with vehicles, and should instead free up land for use by people.

Thank you.

MPO Response

Mr. Lynch,

Thank you for taking the time to review the document and provide your comments. It is the intent of the CMP to identify alternative strategies to adding new roads or lanes. The strategies found in the CMP can be used to reduce congestion, without adding capacity to the regional transportation system. The CMP strategies will be utilized in the development of the RTP and the TIP, in which projects will be evaluated using the listed strategies to measure the level of improvement both on mobility and congestion.

In the development of this plan, we looked at various data sources to assess the congestion patterns in the region, beyond just the LOS analysis. Although congestion is an important metric that we use in the development of the RTP and the TIP, it is not the only metric that is utilized in our analysis. Regarding your point related to maintenance, we have also heard similar comments regarding the maintenance of the transportation system through our RTP outreach process, which includes not only roadway systems but also pedestrian network. The strategy toolbox outlines some of the ways one can address these issues at the local level. The MPOs 2014 Bike and Pedestrian Plan also adds additional emphasis on the needs to improve pedestrian facilities. Once again thank you for your review and comments.

Art Wolff

Received: August 3, 2015

I have been walking on sidewalks since I was 2 years old...87 years ago. I have been riding bicycles in streets since I was 6 years old...83 years ago. I have been driving cars on roads since I was 16 years old...73 years ago. I have driven cars in Atlanta, L.A., San Francisco, New York, Mexico City, Paris, London, Jerusalem, Rome and Memphis...within 73 years.

Do I qualify as a Congestion Manager...or at least an observer?

77 Page 138 TPB AgendaCongestion Item #5 Management Process (CMP)

For the last 30 years (at least) I have been interested in Congestion (Traffic) Management in our precious Shelby Farms Park Area.

Up until a relatively few years ago the traffic along Walnut Grove, between Germantown Rd. and I-240 was quite comfortable. At times now it is uncomfortable.

Three major factors have affected this: 1. The recently finished “Walnut Grove Improvement Project”. 2. Major improvements to I-240. 3. Huge new construction of the I-240/I-40 interchange.

Absolutely unquestionably these adjacent projects have tremendously affected traffic in this entire area. I have not heard the MPO acknowledge this truism. Do it now.

It is also an undeniable fact that rather minor changes to the Farm Rd./Walnut Grove interchange would greatly improve congestion in the larger area. The same holds true for the intersection of Farm Rd. and Mullins Station, and Mullins Station and Whitten Rd.

Members of the MPO must not just ignore this opportunity to improve this situation, they should take action immediately. The City Mayor, the County Mayor, the City Council, the Tennessee Department of Transportation, the Federal Highway Administration, the Justice Department or whoever must stop this horrendous crime at once. Those who are perpetrating the crime of manipulating the facts are inhumane. They must be stopped. Improvements must be made at once.

I have strong questions as to whether the procedure conducting the Congestion Management Process was proper and legal. It is obvious that there was insufficient and improper effort to reach out to the public to encourage them to attend MPO public meetings. The meetings were not conducted in a manner that would educate the public and encourage them to seek more knowledge.

Where might one find names and affiliations of those whose comments were taken during the comment process?

Where might a citizen fine a list of all new roads and improvement that are under consideration? I have asked for this list many times. It is important. I will share it with fellow citizens. This knowledge might help us to understand how future construction might help us foresee future traffic.

I have read the section in the “Congestion Management Process” which is titled “Location-Specific Finding” on pages 22 through 57. I find no mention of roads in the Shelby Farms area or Walnut Grove/Farm Rd. area. Why is this omitted? Is it not part of our Congestion Management Study? Why not?

78 Page 139 TPB AgendaCongestion Item #5 Management Process (CMP)

I made similar comments about Walnut Grove congestion at Kroc Center on 10/23/2014. I also addressed the horrific condition of bike, pedestrian and disability access along Walnut Grove from I-240 to the Wolf River Bridge.

I am sure that it is probably impossible to be able to accurately study present day traffic problems. To accurately predict future traffic conditions without the proverbial “Crystal Ball”.

I would suggest that any votes on the acceptance of the MPO study be postponed. The citizens can not understand or accept its present conclusions.

MPO Response

Mr. Wolff,

The purpose of the CMP document is to identify strategies to manage congestion that can be applied to the regional network, not to prescribe projects for specific locations. For a list of road improvement projects, please consult the current Transportation Improvement Plan (TIP), which can be found on the Memphis MPO website at this address: http://www.memphismpo.org/plans/improvement-program-tip/2014-2017-tip.

The CMP does not refer to the congestion in the Farm Road/Walnut Grove area specifically, because, as previously stated, it is not the intention of this document to prescribe strategies to specific locations. However, section 2.4 of the document does acknowledge work zones as a cause of non-recurring congestion. The procedure for developing the CMP involved public input meetings that were advertised for via print and online social media. In regards to the safety and operational audits, they were performed to provide an example of how CMP strategies can be implemented within the region in a cost effective manner. The corridors were selected based on input from the public and local practitioners and are not representative of all of the congested areas in the region. Additionally, care was taken to show the applicability of the corridor audits among various contexts. (e.g. urban vs. rural, intersection vs. corridor, residential vs. commercial vs. industrial). Thank your for your review and comments.

Eddie Settles

Received: July 3, 2015

I reviewed the documents on your website.

I make the following comments.

Railroads appear to create an enormous amount of congestion. I have seen no data about how much of the north south and east west congestion in the Memphis metro area is directly or indirectly attributable to the rail freight movements blocking automotive traffic. Such data would be most helpful in commenting on whether a

79 Page 140 TPB AgendaCongestion Item #5 Management Process (CMP)

significant amount of public resources should be devoted to creating "porosity" for automotive traffic seeking to cross rail lines.

Pedestrians' need to cross streets seem largely ignored in the metro area. Such disdain seems to create/contribute to a scofflaw attitude about rules concerning where and when pedestrians should cross streets. Such mutually reinforcing problems lead to pedestrian safety issues and significant unexpected slowdowns of automotive traffic.

Thank you.

MPO Response

Mr. Settles,

Thank you for taking the time to review the document and providing your comments.

1) In regards to your points on congestion caused by rail freight movements blocking automotive traffic, the Memphis Urban Area MPO responded to this issue in 2010 by conducting the Poplar Avenue/Southern Corridor Study which identified a handful of potential solutions to help address congestion problems associated with the railroad along this corridor.

To review the Poplar Avenue/Southern Corridor Study, please use the following link: http://memphismpo.org/project/poplar-southern-corridor

2) Additionally, the Tennessee Department of Transportation TDOT) conducted the Memphis Rail Bypass Plan in 2002. This was a plan to evaluate the possibility of constructing a rail bypass around the Memphis metropolitan area. The bypass would have diverted a significant amount of freight rail traffic from railways within the City of Memphis and other municipalities, thereby freeing up the existing rail lines for public transit purposes. To be brief, the plan determined that that such a rail bypass would have low feasibility with its estimated cost of over $1 billion (which probably is higher now) and a marginal cost-benefit analysis result of 0.62.

3) In regards to pedestrian safety, the MPO considers it to be highly important and addresses the need to increase safety for pedestrians whenever possible. In the recently developed Regional Bicycle and Pedestrian Plan, analyses were performed to identify areas of safety concern for pedestrians and cyclists. Strategies to improve pedestrian safety are identified within this document. It also provides guidelines to increase the likelihood that they are implemented by the various agencies within the region.

To review the Regional Bicycle and Pedestrian Plan, please use the following link: http://www.memphismpo.org/plans/multi-modal-plans/bike-ped-plan

80 Page 141 TPB AgendaCongestion Item #5 Management Process (CMP)

4) We are currently in the process of developing the Livability 2040 Regional Transportation Plan (RTP), which incorporates recommendations and strategies from the Bike/Ped plan as well as other plans. When developing the Goals & Objectives for the plan, “Increasing Safety” is of primary concern. This is important because it impacts the criteria used to prioritize funding for projects. The

For information regarding the development of the plan or to participate, please visit the project website at: www.livability2040.com

5) If you would like to see the current projects within the region, you can visit our Interactive Mapping Application. In it you will find the various projects within the Transportation Improvement Program (TIP), Regional Transportation Plan (RTP) and general transportation infrastructure data. You can use the following link to access the interactive webmap: http://www.memphismpo.org/resources/maps

Once again thank you for your review and comments.

81 Page 142 TPB Agenda Item #6

FY 2014 & FY 2015 Total TIP Obligations

Projects With % Projects With FY 2014 & FY 2015 FY 2014 & FY 2015 Funds Projects Some Some State Allocated Obligated Percentage Total Obligation Obligation All FY 2014 & FY 2015 Projects TN $ 182,307,460 $ 47,464,286 26.04% 95 59 62.11% MS $ 15,041,941 $ 11,808,715 78.51% 14 6 42.86%

FY 2014 & FY 2015 Road Projects TN $ 101,201,810 $ 19,498,019 19.27% 39 23 58.97% MS $ 11,556,611 $ 10,578,637 91.54% 5 4 80.00% FY 2014 & FY 2015 Resurfacing Grouping TN $ 24,629,128 $ 3,693,448 15.00% 11 9 81.82% MS $ 1,835,330 $ 1,230,078 67.02% 3 2 66.67% FY 2014 & FY 2015 TAP Grouping TN $ 2,312,609 $ 316,305 13.68% 10 3 30.00% MS $ 325,000 $ - 0.00% 2 0 0.00% FY 2014 & FY 2015 Signalization Grouping TN $ 11,842,750 $ 190,000 1.60% 5 5 100.00% MS $ 1,325,000 $ - 0.00% 4 0 0.00% FY 2014 & FY 2015 Bike and Ped Grouping TN $ 11,148,234 $ 1,043,540 9.36% 14 8 57.14% FY 2014 & FY 2015 Bridge Grouping TN $ 7,871,600 $ 1,281,184 16.28% 10 6 60.00% FY 2014 & FY 2015 CMAQ TN $ 23,077,204 $ 21,237,624 92.03% 4 3 75.00% FY 2014 & FY 2015 SRTS Grouping TN $ 224,125 $ 204,166 91.09% 2 2 100.00%

Page 143 TPB Agenda Item #6 Memphis MPO FY 2014-17 TIP: TN Local Projects - Road

Anticipated Date of Federal Amount Federal Amount Lead Agency Project Name PIN # Allocated Federal Funds Request/Obligation Obligated FY 2014 Obligated FY 2015 Update from Lead Agency Date

Phase 2014 2015 2016 2017 PE-D $112,000 $62,381 March 31 2015 Additional CONST funds were added by the TPB by a TIP amendment on Arlington Airline Rd Improvement, Hall Creek Bridge 115659.00 6/25/15. Waiting for TDOT to obligate these additional funds. CONST $231,104 FY 2015 Arlington Bike and Pedestrian Connector 118513.00 CONST $777,491 $680,562 March 20 2015 PE-N $69,600 $16,000 $53,600 March 31 2015 Arlington Hwy 70 at Jetway Rd Improvements 120444.00 PE-D $54,400 $54,400 June 25 2015 PE-N $68,000 $28,000 The TIP page was changed administratively by the MPO, but TDOT only Arlington Airline Rd North Widening PE-D $168,000 obligated the original PE-N amount. The remainder needs to be obligated. PE-N $92,200 $60,000 August 22 2013 Arlington Donelson Farms Parkway 118492 Final Design Phase ongoing. PE-D $132,800 $165,000 November 24 2014 The City has selected Kimley-Horn as the Engineer. Their contract was approved at the last meeting and the plans will begin to be updated in the next month. The City has received RFQ's for Appraisers and will be selecting a firm Bartlett Old Brownsville Rd 010619 ROW $2,400,000 $2,370,304 October 22 2014 to provide those initial services within the next month. Once they are on board we will then select a ROW agent to purchase the properties once the appraisals and title work is complete. Project is under construction and anticipated to be completed in the Fall of Collierville Byhalia Rd Widening 108916.00 CONST $6,960,000 $6,960,000 October 31 2013 2015. PE-N $250,000 $250,000 October 9 2014 Collierville SR-57 Widening 120114.00 PE-NEPA obligated Oct'14. Consultant selection is being finalized. PE-D $500,000 Collierville Collierville Center Connect - Phase I 114986.01 CONST $756,846 FY 2016 TDOT issued NTP for ROW June 2015.

PE-N $40,000 $40,000 February 25 2014 PE-NEPA Phase underway. PE-D Phase budgeted in City's FY15 CIP ROW Germantown Germantown Rd Realignment 119769.00 PE-D $64,000 budgeted in City's FY16 CIP. ROW $1,920,000 FY 2016 Germantown Rd/Wolf River Blvd Intersection PE-N $40,000 $40,000 February 26 2014 PE-NEPA completed PE-D underway. ROW Appraisals/plat work budgeted in Germantown 119768.00 PE-D $80,000 $80,000 December 5 2014 Improvements FY16. ROW acquisibudgeted in City's FY17 CIP. ROW $408,000 FY 2017 Germantown Gateway Median Germantown Rd 105525.17 CONST $0 Project Removed per Amendment July 25 2015.

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

Memphis Poplar/Sweetbriar Interchange 110296 CONST $2,896,000 $1,448,000 March 21 2014 Bids closed and construction starting soon. PE-D $2,951,785 MemphisNorth Second Street 101968 ROW $3,438,838 Waiting on ROD from FHWA. CONST $8,415,520 PE-N $160,000 Project scope is dependent on Kirby/Whitten Parkway and will not move forward Memphis Walnut Grove Rd Middle 010775 PE-D $636,800 unitl a ROD is delivered on the parkway. CONST $4,000,000 Memphis Walnut Grove Rd East 010620 ROW $4,284,000 Design going through approval. Anticipating NTP to ROW December 2015.

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

Memphis Holmes Rd - West 107040 CONST $10,397,280 In ROW acquisition. Funds from the project were transferred to Lamar Avenue at the request of Memphis Winchester/Perkins Interchange 107290 CONST $6,880,000 TDOT. Project on hold until additional funds become available. PE-N/PE-D $3,174,414 $1,000,000 July 2 2015 Memphis Plough Blvd 102619 ROW $2,249,751 NEPA reevaluation submitted 4-23-2015. Anticipating NTP to CONST Memphis Holmes Rd - East 108701 CONST $5,034,000 December 2015. PE-D $2,496,720 Memphis Kirby/Whitten Parkway (Shelby Farms) 109182 ROW $593,000 Waiting on ROD from FHWA. CONST $12,000,000

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

PE-D/ROW/CONST $4,941,188 $440,000 November 14 2014 Project divided into 3 segments. N Segment - ROW acquisition estimated PE-D/ROW/CONST $3,600,000 Memphis Elvis Presley Blvd 113028 completion April 2016. M Segment - Design plans estimated completition date PE-D/ROW/CONST $5,440,000 October 2015. S Segment - preliminary design work underway. PE-D/ROW/CONST $12,400,000 Memphis U of M Railroad Pedestrian Project 106907.01 PE/CONST $1,000,000 $1,000,000 Construction Anticipated to be Obligated August 2015.

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

Memphis Highway 61 - Blues Trail 116805.00 CONST $285,944 Renegotiating scope with TDOT. Page 144 TPB Agenda Item #6 Currently waiting on a Phase 1 ESA report related to property acquisition. City Memphis Wolf River Greenway - Phase IV 110445.04 CONST $666,523 of Memphis Parks Services managing project. Memphis Walker Avenue Streetscape - Phase II 119920 CONST $458,824 Consultant selection underway. PE-D $80,000 River Front Development Corporation is in the process of executing the grant Memphis Beale St Landing Water Taxi and Dock CONST $720,000 agreement with TDOT. Memphis Biomedical Planning District 108676 CONST $3,653,116 CONST NTP anticipated in January 2016. PE-D $16,000 Memphis Mainstreet to Mainstreet Multimodal Connector On Schedule CONST $20,630,000 $1,000,000 $1,657,000 December 11 2014 Cobblestone Landing Railroad Pedestrian Memphis PE-D $50,000 $50,000 July 17 2014 On Schedule Improvements TDOT US-78/Lamar Avenue 100339.01 ROW $2,720,000

Millington Church Street at Navy Rd Intersection 114454.00 PE-D/ROW/CONST $163,000 $163,000 May 26 2015 Waiting on Notice to Proceed from TDOT. PE-N $16,000 Millington Navy Rd Streetscape and Median Project may need to be removed from the TIP. PE-D $144,000 PE-N $240,000 Millington Singleton Parkway Project is currently on hold. PE-D $560,000 PE-N $384,000 Millington Wilkinsville Rd PE-D $896,000 Project may need to be removed from the TIP. ROW $640,000 PE-N $225,000 $225,000 October 9 2014 Shelby County Houston Levee Rd Widening 119864.00 NEPA phase in progress. PE-D $1,125,000 PE-N $225,000 $225,000 October 9 2014 Shelby County Walnut Grove Rd Widening 119862.00 NEPA phase in progress. PE-D $750,000 PE-N $262,500 $262,500 December 1 2014 Shelby County Macon Rd Widening 119861.00 NEPA phase in progress. PE-D $1,125,000 Shelby County Shelby Farms Bicycle, Pedestrian, & Equine Trails 113915.00 CONST $1,640,675 $1,590,675 September 2013 Project is under construction. Project was bid twice. Once with no responses and a second bid with one response significantly above the grant budget. Shelby County and the City of Shelby County Elvis Presley - Brooks Roadscape Project 105525.44 CONST $119,388 $77,996 December 30 2014 Memphis are working with TDOT to bundle this project into the larger Elvis Presley widening project. Decision is expected from TDOT by first week in August. $63,807,212 $37,394,598 $16,471,838 $35,524,095 $11,236,675 $8,261,344

Page 145 TPB Agenda Item #6 FY 2014-2017 TIP: TN Local Projects - Groupings

Anticipated Date of Federal Amount Federal Amount Lead Agency Project Name PIN # Allocated Federal Funds Request/Last Obligated FY 2014 Obligated FY 2015 Update from Lead Agency Obligation Date

Phase 2014 2015 2016 2017 Bike and Pedestrian Grouping Bartlett Fletcher Creek Greenway Const. 112841.00 CONST $1,000,000 Construction ($100,000,000) anticipated for obligation August 2015.

Bartlett Fletcher Creek Greenway Phase I Design $120,000 May 9 2014 ROW is complete and certified. Final plans to be submitted to TDOT by the end CONST $158,988 of July with approval and obligation expected in August or September. PE-N will likely conclude in Summer 2015. Memphis Memphis Sidewalk Program 118411.00 CONST $500,000 $160,000 July 1 2015 PE-D & CONST anticipated obligation FY 2016. Memphis Bike Route Signage, Markings and Striping PE-D will likely conclude in Summer 2015. Memphis 118412.00 CONST $500,000 $132,962 August 12 2014 Program CONST anticipated obligation FY16 FY 2014, FY 2015, and Contract executed. PE-D ($44,640) expected in Fed FY2015. ROW ($960,000) Memphis Chelsea Avenue Greenline 119935.00 CONST $1,182,857 $178,560 FY 2016 expected in Fed FY2016. Memphis Jefferson Avenue Cycle Track 121916.00 CONST $3,485,715 FY 2015 and FY 2016 Waiting on the contract from TDOT. PE-D ($60,000) expected in Fed FY2015. Consultant selection underway. Memphis Shelby Farms Greenline Bridge 119937.00 CONST $300,000 $240,000 July 2 2014 Coordinating project with TDOT Poplar Viaduct project. Memphis Wolf River Greenway Phase VI and VII CONST $384,556 Memphis Wolf River Greenway Phase I CONST $808,571 Projects have been combined into Wolf River Phase XV. Grant Initiation is Memphis Wolf River Greenway Phase XIV CONST $192,000 underway. Memphis Overton Park Perimeter Trail CONST $337,678 FY 2015 and FY 2016 Project Initiation anticipated Spring 2015. Arlington Arlington Bike/Ped Trail - Phase 2 CONST $600,000 FY 2015 and FY 2016 Reference Project TIP #ENH-2013-01. Memphis South Memphis Greenline 121733.00 CONST $222,857 $28,800 June 2 2015 Project is in NEPA. FY 2014, FY 2015, and PE-D ($5,120) expected in Fed FY2015. CONST ($278,400) expected in Fed Memphis Overton Park Cooper Street Trail 119936.00 CONST $304,000 $20,480 FY 2016 FY2016. Project will most likely move forward after the I-40/Canada Road Interchange is Lakeland Davies Plantation Road CONST $960,000 FY 2015 and FY 2016 complete as this is the primary alternate route during construction.

$123,750 Deceber 30 2014 NEPA phase in progress. Shelby County Benjestown Road Pedestrian Bridge 119866 CONST $250,000 $11,148,234 $730,990 $312,550

Page 146 TPB Agenda Item #6 FY 2014-2017 TIP: TN Local Projects - Groupings

Anticipated Date of Federal Amount Federal Amount Lead Agency Project Name PIN # Allocated Federal Funds Request/Last Obligated FY 2014 Obligated FY 2015 Update from Lead Agency Obligation Date

Phase 2014 2015 2016 2017 Signalization Grouping

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

Millington Navy Road Church Street CONST $424,000 Design is underway. Memphis Park Goodlet 119540.00 CONST $299,250 $60,000 January 31 2014 Memphis Park Mt Moriah 119540.00 CONST $332,500 Memphis Park Robinhood 119540.00 CONST $299,250 Memphis Park Semmes 119540.00 CONST $332,500 Memphis Park StFrancis 119540.00 CONST $299,250 STP Isolated Traffic Signal Improvements - Group 2 PE-D anticipated for Memphis Lamar Barksdale 119540.00 CONST $299,250 ($293,519) obligation July/August 2015. CONST ($3,490,500) expected in FY Memphis Lamar Kyle 119540.00 CONST $332,500 2016. Memphis Democrat Lamar 119540.00 CONST $299,250 Memphis Watkins Thomas 119540.00 CONST $332,500 Memphis Marsh Thomas 119540.00 CONST $332,500 Memphis James Thomas 119540.00 CONST $299,250 Memphis Frayser Thomas 119540.00 CONST $332,500 Memphis Walker Third 119541.00 CONST $332,500 $50,000 January 30 2014 Memphis McCrory Statford 119541.00 CONST $332,500 Memphis Bayliss National 119541.00 CONST $332,500 Memphis Central Greer 119541.00 CONST $332,500 STP Isolated Traffic Signal Improvements - Group 3 PE-D anticipated for Memphis Knight Arnold Hickory Hill 119541.00 CONST $332,500 ($217,680) obligation July/August 2015. CONST ($3,141,500) expected in FY Memphis Mallory Florida 119541.00 CONST $332,500 2016. Memphis Southern Hollywood 119541.00 CONST $299,250 Memphis Central McClean 119541.00 CONST $332,500 Memphis N Pkwy Watkins 119541.00 CONST $465,500 Memphis McLemore College 119541.00 CONST $299,250 Memphis Jackson Orchi 119541.00 CONST $299,250 $60,000 January 30 2014 Memphis Jackson Hollywood 119541.00 CONST $332,500 Memphis Jackson University 119541.00 CONST $332,500 Memphis Jackson Bayliss 119541.00 CONST $332,500 Memphis Jackson Warford 119541.00 CONST $299,250 STP Isolated Traffic Signal Improvements - Group 1 PE-D anticipated for Memphis Jackson Evergreen 119541.00 CONST $332,500 ($291,130) obligation July/August 2015. CONST ($3,956,750) expected in FY Memphis Jackson McLean 119541.00 CONST $332,500 2016. Memphis Jackson Springdale 119541.00 CONST $332,500 Memphis Jackson Watkins 119541.00 CONST $399,000 Memphis Jackson Ayers 119541.00 CONST $332,500 Memphis Jackson Manassas 119541.00 CONST $332,500 Memphis Jackson Meagher 119541.00 CONST $299,250 $11,842,750 $190,000 $0

Page 147 TPB Agenda Item #6 FY 2014-2017 TIP: TN Local Projects - Groupings

Anticipated Date of Federal Amount Federal Amount Lead Agency Project Name PIN # Allocated Federal Funds Request/Last Obligated FY 2014 Obligated FY 2015 Update from Lead Agency Obligation Date

Phase 2014 2015 2016 2017 Resurfacing Grouping Memphis Memphis Resurfacing (carry over) 118069.00 CONST $3,292,000 $199,648 January 15 2014 CONST ($3,092,352) anticipated obligation in August 2015. Acquiring the last temporary easements, should have ROW certified Spring Lakeland Huff n Puff (carry over) CONST $385,000 2015 and construction Fall 2015. Memphis Hickory Hill 119539.00 CONST $1,805,441 $45,280 February 5 2014 Memphis Riverdale 119539.00 CONST $2,266,516 Memphis Highland 119539.00 CONST $919,601 PE-D ($407,840) anticipated obligation in August 2015. CONST ($6,485,200) Memphis North Perkins 119539.00 CONST $1,706,473 expected FY 2016. Memphis Riverside 119539.00 CONST $384,351 Memphis Knight Arnold 119539.00 CONST $674,326 Collierville Winchester Road Phase 2 120035.00 CONST $745,840 $9,840 $88,080 May 6 2015 TDOT issued a NTP for PE-Design. The design/CEI consultant has started the Collierville Bailey Station 120035.00 CONST $293,440 field work and design. Collierville Bray Station 120035.00 CONST $294,800 Memphis Airways 120588.00 CONST $2,376,022 Memphis Mendenhall 120588.00 CONST $1,498,513 Received NTP to Design on 6-12-2015. CONST ($5,339,571) expected FY $401,600 June 2 2015 Memphis Getwell 120588.00 CONST $1,727,766 2016. Memphis Cooper 120588.00 CONST $818,539 CONST ($536,000) expected in August 2015. Waiting on Notice to Proceed Millington Raleigh Millington Road: Amherst to Sikes 120497.00 CONST $568,000 $32,000 June 2 2015 from TDOT. Project is underway. Asphalt is going down the week of July 13th and should Bartlett Kirby Whitten: City Limits to St. Elmo CONST $1,760,000 $1,752,000 September 12 2014 be installed by July 24. Thermo plastic and striping to occur the end of July or in August. Project should be complete sometime in August. Shelby County Macon Road West Resurfacing CONST $300,000 Project canceled. Shelby County Raleigh Lagrange Road 119863.00 CONST $187,500 $12,000 $10,500 January 21 2015 NEPA Phase Complete. Project under design. Shelby County Macon Road East Resurfacing 119865.00 CONST $225,000 $12,000 $10,500 February 6 2015 NEPA Phase Complete. Project under design. Remaining Funds Obligated in FY 2015. Anticipate construction bids in May of 2015. Project originally was intended to be mill/overlay of WRB from G'town Road to Kimbrough (west end) AND from Farmington to east City Limits (east Germantown Wolf River Blvd Mill and Overlay 119745 CONST $2,400,000 $120,000 $1,000,000 May 18 2015 end). However, the west end of project has turned into a complete reconstruction project. Therefore, project funds will only be sufficient for West end of project (G'town Road to Kimbrough). $24,629,128 $2,150,768 $1,542,680

Page 148 TPB Agenda Item #6 FY 2014-2017 TIP: TN Local Projects - Groupings

Anticipated Date of Federal Amount Federal Amount Lead Agency Project Name PIN # Allocated Federal Funds Request/Last Obligated FY 2014 Obligated FY 2015 Update from Lead Agency Obligation Date

Phase 2014 2015 2016 2017 Bridge Grouping Offers have been made on all properties and accepted. We are working with TDOT ROW in Jackson on what they want in closing documents and closings should occur in August or September. Anticipate plans will be complete and will Bartlett Buckehead Creek (Carry Over) CONST $472,000 115525.00 $48,000 November 1 2013 receive Notice to bid project in the Fall however City does not have enough funds in the project to build it so the project will have to stop until money can be provided in the new TIP. Bartlett Bartlett Road Bridge Const. (Carry Over) 112819.00 CONST $880,000 $720,000 $152,000 January 21 2015 Project will proceed to have plans ready to bid but will have to wait on funding. Millington Raleigh Millington Bridge over Big Creek PE-N $800,000 Memphis Brooks Road and Days Creek 119543.00 CONST $661,200 $10,000 February 5 2014 Construction anticipated obligation: August 2015, $651,200 Memphis Plough and Winchester CONST $182,400 Expected project initiation in FY 2015. Memphis Sam Cooper and Highland - R 119544.00 CONST $240,000 $38,384 May 8, 2014 Memphis Sam Cooper and Highland - L 119544.00 CONST $240,000 Memphis Sam Cooper and Holmes - R 119544.00 CONST $240,000 Memphis Sam Cooper and Holmes - L 119544.00 CONST $216,000 Memphis Mendenhall and Sam Cooper 119544.00 CONST $552,000 PE-N ($38,384) June 8, 2014 in progress. PE-D ($345,456) anticipated Memphis Sam Cooper and Vaughn - R 119544.00 CONST $129,600 obligation August 2015. CONST ($3,882,560) expected Fed FY2016. Memphis Sam Cooper and Vaughn - L 119544.00 CONST $129,600 Memphis Sam Cooper and Waring - R 119544.00 CONST $240,000 Memphis Sam Cooper and Waring - L 119544.00 CONST $240,000 Memphis Perkins and CSX RR 119544.00 CONST $432,000 Memphis Perkins and Sam Cooper 119544.00 CONST $408,000 Memphis Mitchell Road and ICRR CONST $136,800 Expected project initiation in FY 2016. Germantown McVay Road Bridge Replacement 119770.00 CONST $280,000 $52,000 $32,000 January 21 2015 NEPA Phase completed, however, Project on-hold until further notice. ROW obligation estimated for FY 2016 amount of $270,000; Remainder of $912,000 FY 2015 Memphis Highland and Wolf River CONST funds for construction estimated in FY 2017. Germantown Poplar Culvert Replacements 112825.01 CONST $480,000 $228,800 February 7 2014 Remainder obligated for construction anticipated in FY 2015. $7,871,600 $1,097,184 $184,000

FY 2014-2017 TIP: TN Local Projects - CMAQ

Anticipated Date of Federal Amount Federal Amount Lead Agency Project Name PIN # Allocated Federal Funds Request/Last Obligated FY 2014 Obligated FY 2015 Update from Lead Agency Obligation Date

Phase 2014 2015 2016 2017 CMAQ PE-N/PE-D/ NEPA and Design phases complete. ROW phase still pending on one project. Shelby County Congestion Management Program (Carry Over) 115241.00 $18,406,327 $2,050,000 $12,933,000 $7,083,746 May14 2015 ROW/CONST Construction phase underway on all other projects Shelby County Shelby County Greenline (Carry Over) 116836.00 ROW, PE, CONST $825,000 $825,000 January 18 2015 Construction contract has been awarded and groundbreaking begin July 2015. Submitted to TDOT for Design Plan Review in April. Anticipating NTP to Memphis 50 Mile Bike/Ped Project (Carry Over) 119545.00 CONST $1,400,000 FY 2015 CONST in December 2015/ January 2016. MSCHD Air Quality Outreach OPERATIONS $395,877 $395,878 July 2 2015 $20,631,327 $2,445,877 $12,933,000 $8,304,624

Page 149 TPB Agenda Item #6 FY 2014-2017 TIP: TN Local Projects - TAP

Anticipated Date of Federal Amount Federal Amount Lead Agency Project Name PIN # Allocated Federal Funds Request/Last Obligated FY 2014 Obligated FY 2015 Update from Lead Agency Obligation Date

Phase 2014 2015 2016 2017 TAP Collierville Collierville Center Connect Phase 2 CONST $880,000 FY 2015 or 2016 TDOT issued NTP for ROW June 2015. PE-N currently underway. Memphis MS Blvd. Signalized Pedestrian Crossing 120071.00 CONST $130,000 FY 2015 and FY 2016 PE-D & CON anticipated obligation FY 2016. Memphis Wolf River Greenway Phase 5 CONST $271,305 FY 2016 CONST in Fed FY2016. PE-N currently underway. PE-D ($30,000) expected in Fed FY2016. CON Memphis Ball Road Sidewalks 120073.00 CONST $250,000 FY 2015 and FY 2016 ($220,000) expected in Fed FY2016. Germantown Germantown Greenway Trail 101615 CONST $271,304 $271,305 November 21 2014 Construction underway. NEPA complete. PE-D anticipated obligation July 2015: $18,000 Memphis Hanley ES School Safety 120070.00 CONST $120,000 FY 2015 and FY 2016 CON anticipated obligation FY 2016. MATA Bus Bike Rack Replacement CONST $36,000 $36,000 September 23, 2014 NEPA complete. PE-D anticipated obligation July 2015: $15,000 Memphis Dunbar ES School Safety 120075.00 CONST $100,000 FY 2015 and FY 2016 CON anticipated obligation FY 2016. NEPA complete. Consultant selection for Design underway. Memphis Central Library Pedestrian Access 120074.00 CONST $75,000 $9,000 June 23 2015 CON anticipated obligation FY 2016. PE-N currently underway. Memphis Range Line Road Sidewalks 120072.00 CONST $179,000 FY 2015 and FY 2016 PE-D & CON anticipated obligation FY 2016. $2,312,609 $36,000 $280,305

FY 2014-2017 TIP: TN Local Projects - SRTS

Anticipated Date of Federal Amount Federal Amount Lead Agency Project Name PIN # Allocated Federal Funds Request/Last Obligated FY 2014 Obligated FY 2015 Update from Lead Agency Obligation Date

Phase 2014 2015 2016 2017 SRTS

Memphis Rozelle Elementary PE, ROW, CONST $220,000 $204,166 January 9 2014 Project has been fully obligated.

Memphis Frayser Elementary PE, ROW, CONST $4,125 Project has been fully obligated.

$224,125 $204,166

$142,466,985 $39,840,475 $28,578,783 $18,885,503

Page 150 TPB Agenda Item #6

Memphis MPO FY 2014-17 TIP: MS Local Projects - Road Lead Federal Amount Anticipated Date of Project Name Allocated Federal Funds Federal Amount Agency Obligated FY Request/Last Obligation Update from Lead Agency Obligated FY 2015 Phase 2014 2015 2016 2017 2014 Date Desoto/MDOT I-55/I-69 Interchange at Nail Road PE-N/PE-D $225,000 $225,000 June 24 2015 Hydraulic Study obligated, Waggoner Engineering is the consultant. PE-D $192,000 Project under review to update cost estimates. Engineer will be developing Getwell Road (Star Landing to Pleasant alternatives to present to the Board of Supervisors to determine the best DeSoto County Hill) ROW $240,000 alternative based on updated estimates. TIP amendment may be requested after feedback from the Board of Supervisors.

PE-D $72,000 Project under review to update cost estimates. Engineer will be developing Commerce Street Extension (Della to alternatives to present to the Board of Supervisors to determine the best DeSoto County Jaybird) ROW $512,000 alternative based on updated estimates. TIP amendment may be requested after feedback from the Board of Supervisors. Horn Lake Tulane Road Connector CONST $351,205 $342,486 $8,718 March 9 2015 PE-D $62,244 Engineer, Neel-Schaffer is working with MDOT and the City to determine how to Horn Lake Bullfrog Corner Intersection Improvements CONST $894,755 move forward on the project. City will let the MPO know how to proceed. CONST MDOT in process of reviewing the plans and specs for the rebidding on the Olive Branch Craft Road CONST $3,865,218 $3,865,218 September 9 2014 project. PE/ROW/ Olive Branch Stateline Road Bridge $640,000 City will begin the process to get the project started. CONST Getwell Road (Goodman Rd to TN Southaven CONST $6,158,189 $6,121,001 $16,214 January 20 2015 Stateline) Southaven Getwell Road (Star Landing to Church) PE-D $280,000 PE-D $0 Southaven Nail Road Extension ROW $0 Removed from the FY 2014-17 TIP. February 2015 TIP Amendment. CONST $0 PE/ROW/ Southaven Stateline Road Pedestrian Project $693,368 Southaven beginning the process to get the project started. CONST $10,436,856 $1,119,755 $1,597,368 $1,032,000 $10,328,705 $249,932

FY 2014-2017 TIP: MS Local Projects - Signalization Grouping Lead Federal Amount Anticipated Date of Project Name Allocated Federal Funds Federal Amount Agency Obligated FY Request/Last Obligation Update from Lead Agency Obligated FY 2015 Phase 2014 2015 2016 2017 2014 Date PE/ROW/ Waggoneer Engineering is the consultant on the project. Highway 51 and $600,000 Hernando Hwy 51 and Pleasant Hill Rd CONST Robinson signal project has been activated. Waiting on the Highway 51 and PE/ROW/ Pleasant Hill signal project because the I-55 widening project (letting date of $300,000 Hernando Hwy 51 and Robinson St CONST 2018 or 2019) would impact this intersection. City working with MDOT to determine when Goodman Rd improvements will happen. Project will most likely not go to construction in FY 2015 and may not $250,000 PE/ROW/ happen if the Goodman Road Access Management project does not warrant a Horn Lake Hampton Dr and Goodman Rd CONST signal at this intersection. PE/ROW/ MDOT determined traffic signal does not meet warrants. Project to be removed $175,000 Olive Branch Hacks Cross Rd and Airport Rd CONST ($175,000) as an adjustment in August 2015. PE/ROW/ $150,000 City will begin the process to get the project started. Olive Branch Bethel Rd and Business Center Dr CONST PE/ROW/ $150,000 Olive Branch Magnolia Dr and Old Goodman Rd CONST PE/ROW/ $150,000 Olive Branch Magnolia Dr and MS-178 CONST PE/ROW/ $0 Project removed with TIP Adjustment 12.19.14, per City's Request Southaven Stateline Tchulahoma CONST $1,325,000 $150,000 $300,000

Page 151 TPB Agenda Item #6

FY 2014-2017 TIP: MS Local Projects - Resurfacing Grouping Lead Federal Amount Anticipated Date of Project Name Allocated Federal Funds Federal Amount Agency Obligated FY Request/Last Obligation Update from Lead Agency Obligated FY 2015 Phase 2014 2015 2016 2017 2014 Date PE/ROW/ DeSoto CountyByhalia Rd (Craft Rd to MS-305) $256,000 CONST Moving forward with activation. If possible, an administrative TIP adjustment will PE/ROW/ DeSoto CountyMS-304 (Emerald Forest to Tunica County Li $256,000 be requested. Project will be presented to the Board of Supervisors with CONST $500,000 total project cost. (max $100,000 local share) PE/ROW/ DeSoto CountyRed Banks Rd (Byhalia to Lee) $217,600 CONST PE/ROW/ $336,582 $101,600 $336,582 $66,539 June 3 2015 Construction will begin in August 2015. Hernando West Commerce & Nesbit Road CONST PE/ROW/ Hernando McIngvale Rd (Commerce to Byhalia) $901,280 Project will be activated in August 2015. CONST PE/ROW/ Hernando Byhalia Rd (Parkway to McIngvale) $837,600 CONST Commerce Rd West (Lamar Place East to PE/ROW/ Hernando $491,200 Caffey) CONST PE/ROW/ Horn Lake Nail Rd $437,148 Neel-Shaffer has been selected as the consultant on the project. CONST PE/ROW/ Olive Branch Hacks Cross Rd (MS-302 to Stateline Rd) $640,000 CONST PE/ROW/ Olive Branch State Line Rd (Crumpler to MS-178) $120,000 CONST PE/ROW/ Olive Branch State Line Rd (Davidson to Malone) $220,000 CONST PE/ROW/ Olive Branch Davidson Rd (MS-302 to Stateline Rd) $240,000 CONST PE/ROW/ Southaven Getwell Rd $960,000 $826,957 August 2014 CONST $1,296,582 $538,748 $2,017,280 $2,162,400 $1,163,539 $66,539

FY 2014-2017 TIP: MS Local Projects - TAP Lead Federal Amount Anticipated Date of Project Name Allocated Federal Funds Federal Amount Agency Obligated FY Requset/Last Obligation Update from Lead Agency Obligated FY 2015 Phase 2014 2015 2016 2017 2014 Date PE/ROW/ DeSoto CountyNesbit Fire Station Trail and Connector $24,000 CONST Waggoneer Engineering/County is submitting the office review plans and PE/ROW/ DeSoto CountyHernando DeSoto River Park Overlook $36,000 proposals on July 27. Field and office review will be combined and obligation is CONST anticipated for August. PE/ROW/ DeSoto CountyDelta View Bike Trail and Park Overlook $40,000 CONST Civil-Link is the engineering consultant on the project. During the field review, PE/ROW/ the observation was made that the driveways would need to be brought to ADA Southaven Carriage Hills Bike/Ped Improvements $150,000 CONST compliance. Request made to MPO for additional funds to cover the cost of construction, waiting on City to verify that the local match is available. $175,000 $150,000

Page 152

TABLE OF CONTENTS New TIP Page TPB Agenda Item #7a Amended 08-27-2015 SECTION A TDOT SPONSORED PROJECTS Funding & Expenditures Fiscal Years 2014 - 2017 INTRODUCTION INTRODUCTION Fiscal Year Fiscal Year Fiscal Year Fiscal Year Funding Sources Total 2014 2015 2016 2017 STP Federal Funds $2,400,000 $2,400,000 $2,400,000 $2,400,000 $9,600,000 STP State Funds $600,000 $600,000 $600,000 $600,000 $2,400,000 Total STP Funds $3,000,000 $3,000,000 $3,000,000 $3,000,000 $12,000,000

HPP Federal Funds $7,500,000 $0 $0 $0 $7,500,000 TDOT PROJECTS

HPP State Funds $1,875,000 $0 $0 $0 $1,875,000

Total HPP Funds $9,375,000 $0 $0 $0 $9,375,000 HSIP Federal Funds $2,700,000 $5,850,000 $2,700,000 $2,700,000 $13,950,000 HSIP State Funds $300,000 $650,000 $300,000 $300,000 $1,550,000 Total HSIP Funds $3,000,000 $6,500,000 $3,000,000 $3,000,000 $15,500,000 MDOT PROJECTS IMD Federal Funds $940,419 $0 $0 $0 $940,419 IMD State Funds $104,491 $0 $0 $0 $104,491 Total IMD Funds $1,044,910 $0 $0 $0 $1,044,910 NHPP Federal Funds $175,250,000 $5,600,000 $66,350,000 $5,600,000 $252,800,000

NHPP State Funds $23,250,000 $1,400,000 $8,150,000 $1,400,000 $34,200,000 LOCAL TN PROJECTS Total NHPP Funds $198,500,000 $7,000,000 $74,500,000 $7,000,000 $287,000,000 Local Funds $3,000,000 $0 $0 $0 $3,000,000 Total Local Funds $3,000,000 $0 $0 $0 $3,000,000

TOTAL FUNDING $217,919,910 $16,500,000 $80,500,000 $13,000,000 $327,919,910 LOCAL MS PROJECTS LOCAL MS TOTAL $217,919,910 $16,500,000 $80,500,000 $13,000,000 $327,919,910 EXPENDITURE BALANCE $0 $0 $0 $0 $0 CMAQ PROJECTS TRANSIT PROJECTS APPENDICES

Memphis MPO FY 2014-17 Transportation Improvement Program Page 153 23

TABLE OF CONTENTS Old TIP Page TPB Agenda Item #7a Adjusted 07-14-2015 SECTION A TDOT SPONSORED PROJECTS Funding & Expenditures Fiscal Years 2014 - 2017 INTRODUCTION INTRODUCTION Fiscal Year Fiscal Year Fiscal Year Fiscal Year Funding Sources Total 2014 2015 2016 2017 STP Federal Funds $2,400,000 $2,400,000 $2,400,000 $2,400,000 $9,600,000 STP State Funds $600,000 $600,000 $600,000 $600,000 $2,400,000 Total STP Funds $3,000,000 $3,000,000 $3,000,000 $3,000,000 $12,000,000

HPP Federal Funds $7,500,000 $0 $0 $0 $7,500,000 TDOT PROJECTS HPP State Funds $1,875,000 $0 $0 $0 $1,875,000 Total HPP Funds $9,375,000 $0 $0 $0 $9,375,000 HSIP Federal Funds $2,700,000 $5,850,000 $2,700,000 $2,700,000 $13,950,000 HSIP State Funds $300,000 $650,000 $300,000 $300,000 $1,550,000 Total HSIP Funds $3,000,000 $6,500,000 $3,000,000 $3,000,000 $15,500,000 IMD Federal Funds $940,419 $0 $0 $0 $940,419 MDOT PROJECTS IMD State Funds $104,491 $0 $0 $0 $104,491 Total IMD Funds $1,044,910 $0 $0 $0 $1,044,910 NHPP Federal Funds $175,250,000 $5,600,000 $66,350,000 $5,600,000 $252,800,000 NHPP State Funds $23,250,000 $1,400,000 $8,150,000 $1,400,000 $34,200,000

Total NHPP Funds $198,500,000 $7,000,000 $74,500,000 $7,000,000 $287,000,000 LOCAL TN PROJECTS Local Funds $3,000,000 $0 $0 $0 $3,000,000 Total Local Funds $3,000,000 $0 $0 $0 $3,000,000

TOTAL FUNDING $217,919,910 $16,500,000 $80,500,000 $13,000,000 $292,919,910 TOTAL

$217,919,910 $16,500,000 $80,500,000 $13,000,000 $292,919,910 PROJECTS LOCAL MS EXPENDITURE BALANCE $0 $0 $0 $0 $0 CMAQ PROJECTS TRANSIT PROJECTS APPENDICES

Memphis MPO FY 2014-17 Transportation Improvement Program Page 154 23

TABLE OF CONTENTS New TIP Page: Amendment Number 9 TPB Agenda Item #7a Amended 08-27-2015 TIP # TN-IM-2011-01 TDOT PIN # 101742.00 Horizon Year 2020 Lead Agency TDOT

County Shelby Length NA LRTP # 60030002 Conformity Non-Exempt

Project Name I-55 Total Cost $74,278,000

Termini/Intersection Interchange at Crump Boulevard INTRODUCTION INTRODUCTION

Project Description Interchange modification

Obligated Funds Fiscal Year Type of Work Funding Type Total Funds Fed Funds State Funds Local Funds TDOT PROJECTS

2014 PE/ROW IMD $1,044,910 $940,419 $104,491 2014 ROW NHPP $4,100,000 $3,690,000 $410,000 2016 CONST NHPP $67,500,000 $60,750,000 $6,750,000 MDOT PROJECTS LOCAL TN PROJECTS LOCAL MS PROJECTS LOCAL MS CMAQ PROJECTS TRANSIT PROJECTS APPENDICES

Remarks

Memphis MPO FY 2014-17 Transportation Improvement Program Page 155 27

TABLE OF CONTENTS Old TIP Page: Adjustment Number 187 TPB Agenda Item #7a Adjusted 10-30-2014 TIP # TN-IM-2011-01 TDOT PIN # 101742.00 Horizon Year 2020 Lead Agency TDOT

County Shelby Length NA LRTP # 60030002 Conformity Non-Exempt

Project Name I-55 Total Cost $35,179,910

Termini/Intersection Interchange at Crump Boulevard INTRODUCTION INTRODUCTION

Project Description Interchange modification

Obligated Funds Fiscal Year Type of Work Funding Type Total Funds Fed Funds State Funds Local Funds TDOT PROJECTS

2014 PE/ROW IMD $1,044,910 $940,419 $104,491 2014 ROW NHPP $4,100,000 $3,690,000 $410,000 2016 CONST NHPP $32,500,000 $29,250,000 $3,250,000 MDOT PROJECTS LOCAL TN PROJECTS LOCAL MS PROJECTS LOCAL MS CMAQ PROJECTS TRANSIT PROJECTS APPENDICES

Remarks

Memphis MPO FY 2014-17 Transportation Improvement Program Page 156 27

TABLE OF CONTENTS New TIP Page TPB Agenda Item #7b Amended 08-27-2015 SECTION D LOCAL MISSISSIPPI SPONSORED PROJECTS

Funding & Expenditures Fiscal Years 2014 - 2017 INTRODUCTION

Fiscal Year Fiscal Year Fiscal Year Fiscal Year Funding Sources Total 2014 2015 2016 2017 Carry Over Funds (Federal $15,582,940 $6,275,128 $5,717,251 $4,378,229 $15,582,940 STP-M)

Annual STP-M Federal TDOT PROJECTS $2,425,626 $2,425,626 $2,425,626 $2,425,626 $9,702,504 Funds Total STP-M Federal $18,008,566 $8,700,754 $8,142,877 $6,803,855 $25,285,444 Funding STP-M Local Funds $2,933,360 $358,376 $903,662 $798,600 $4,993,998

State Funds $0 $225,000 $0 $0 $225,000 MDOT PROJECTS TAP Federal Funds $346,668 $0 $0 $0 $346,668 TAP Local Funds $86,667 $0 $0 $0 $86,667 TAP Expenditure $433,335 $0 $0 $0 $433,335

TE Federal Funds $0 $189,600 $0 $0 $189,600 LOCAL TN PROJECTS TE State Funds $0 $0 $0 $0 $0 TE Local Funds $0 $47,400 $0 $0 $47,400 TE Expenditure $0 $237,000 $0 $0 $237,000

TOTAL FUNDING $21,375,261 $9,521,130 $9,046,539 $7,602,455 $31,174,777 LOCAL MS PROJECTS LOCAL MS TOTAL $15,100,133 $3,803,879 $4,668,310 $4,293,000 $27,865,322 EXPENDITURE BALANCE $6,275,128 $5,717,251 $4,378,229 $3,309,455 $3,309,455 CMAQ PROJECTS TRANSIT PROJECTS APPENDICES

Memphis MPO FY 2014-17 Transportation Improvement Program Page 157 102

TABLE OF CONTENTS Old TIP Page TPB Agenda Item #7b Adjusted 07-09-2015 SECTION D LOCAL MISSISSIPPI SPONSORED PROJECTS

Funding & Expenditures Fiscal Years 2014 - 2017 INTRODUCTION

Fiscal Year Fiscal Year Fiscal Year Fiscal Year Funding Sources Total 2014 2015 2016 2017 Carry Over Funds (Federal $15,582,940 $6,275,128 $5,717,251 $4,378,229 $15,582,940 STP-M) Annual STP-M Federal TDOT PROJECTS $2,425,626 $2,425,626 $2,425,626 $2,425,626 $9,702,504 Funds Total STP-M Federal $18,008,566 $8,700,754 $8,142,877 $6,803,855 $25,285,444 Funding STP-M Local Funds $2,933,360 $358,376 $903,662 $798,600 $4,993,998

State Funds $0 $225,000 $0 $0 $225,000 MDOT PROJECTS TAP Federal Funds $346,668 $0 $0 $0 $346,668 TAP Local Funds $86,667 $0 $0 $0 $86,667 TAP Expenditure $433,335 $0 $0 $0 $433,335

TOTAL FUNDING $21,375,261 $9,284,130 $9,046,539 $7,602,455 $30,937,777 LOCAL TN PROJECTS TOTAL $15,100,133 $3,566,879 $4,668,310 $4,293,000 $27,628,322 EXPENDITURE BALANCE $6,275,128 $5,717,251 $4,378,229 $3,309,455 $3,309,455 LOCAL MS PROJECTS LOCAL MS CMAQ PROJECTS TRANSIT PROJECTS APPENDICES

Memphis MPO FY 2014-17 Transportation Improvement Program Page 158 102

TABLE OF CONTENTS New TIP Page: Amendment Number 9 TPB Agenda Item #7b Amended 08-27-2015 TIP # MS-TE-2015-01 MDOT PIN # Horizon Year NA Lead Agency Olive Branch

County Desoto Length NA LRTP # NA Conformity Exempt

Project Name City of Olive Branch - Walking/Bike Path Total Cost $237,000

Termini/Intersection Church Road from Craft Road to soccer fields INTRODUCTION

Construction of a 5-foot bicycle lane on the North and South sides of Church Road from Craft Road to the City of Olive Branch entrance to Project Description the soccer fields. TDOT PROJECTS Obligated Funds Fiscal Year Type of Work Funding Type Total Funds Fed Funds State Funds Local Funds 2015 CONST TE $237,000 $189,600 $47,400 MDOT PROJECTS LOCAL TN PROJECTS LOCAL MS PROJECTS LOCAL MS CMAQ PROJECTS TRANSIT PROJECTS APPENDICES

Remarks

Memphis MPO FY 2014-17 Transportation Improvement Program Page 159 106

TABLE OF CONTENTS New TIP Page TPB Agenda Item #7c Amended 08-27-2015 SECTION E CONGESTION MITIGATION & AIR QUALITY PROJECTS

Funding & Expenditures Fiscal Years 2014 - 2017 INTRODUCTION

Fiscal Year Fiscal Year Fiscal Year Fiscal Year Funding Sources Total 2014 2015 2016 2017

Carry Over Funds (Federal $20,631,327 $395,877 $0 $0 $21,027,204 CMAQ-M) TDOT PROJECTS

Annual CMAQ-M Federal $0 $0 $0 $0 $0 Funds Total Federal CMAQ-M $20,631,327 $395,877 $0 $0 $21,027,204 Funds

CMAQ-M Local Match $625,000 $98,970 $0 $0 $723,970 MDOT PROJECTS CMAQ-S Federal Funds $2,425,707 $3,724,256 $8,881,984 $7,007,975 $22,039,922 CMAQ-S State Funds $0 $193,397 $92,445 $92,445 $378,287

CMAQ-S Local Funds $3,935,272 $72,667 $1,243,694 $484,780 $5,736,413 LOCAL TN PROJECTS Total CMAQ-S Expenditure $6,360,979 $3,990,320 $10,218,123 $7,585,200 $28,154,622

TOTAL FUNDING $27,617,306 $4,485,167 $10,218,123 $7,585,200 $49,905,796

TOTAL $27,617,306 $4,485,167 $10,218,123 $7,585,200 $49,905,796 PROJECTS LOCAL MS EXPENDITURE BALANCE$0$0$0$0$0 CMAQ PROJECTS TRANSIT PROJECTS APPENDICES

Memphis MPO FY 2014-17 Transportation Improvement Program Page 160 121

TABLE OF CONTENTS OF TABLE Old TIP Page: Adjustment Number 19 TPB Agenda Item #7c Adjusted 04-13-2015 SECTION E CONGESTION MITIGATION & AIR QUALITY PROJECTS

Funding & Expenditures Fiscal Years 2014 - 2017 INTRODUCTION

Fiscal Year Fiscal Year Fiscal Year Fiscal Year Funding Sources Total 2014 2015 2016 2017

Carry Over Funds (Federal $20,631,327 $395,877 $0 $0 $21,027,204

CMAQ-M) TDOT PROJECTS

Annual CMAQ-M Federal $0 $0 $0 $0 $0 Funds Total Federal CMAQ-M $20,631,327 $395,877 $0 $0 $21,027,204 Funds

CMAQ-M Local Match $625,000 $98,970 $0 $0 $723,970 PROJECTS MDOT CMAQ-S Federal Funds $2,425,707 $3,724,256 $644,447 $644,447 $7,438,857 CMAQ-S State Funds $0 $193,397 $92,445 $92,445 $378,287

CMAQ-S Local Funds $3,935,272 $72,667 $68,667 $68,667 $4,145,273

LOCAL TN PROJECTS LOCAL Total CMAQ-S Expenditure $6,360,979 $3,990,320 $805,559 $805,559 $11,962,417

TOTAL FUNDING $27,617,306 $4,485,167 $805,559 $805,559 $33,713,591

TOTAL $27,617,306 $4,485,167 $805,559 $805,559 $33,713,591 EXPENDITURE PROJECTS MS LOCAL BALANCE $0 $0 $0 $0 $0

CMAQ PROJECTS

TRANSIT PROJECTS TRANSIT

APPENDICES

Memphis MPO FY 2014-17 Transportation Improvement Program Page 161 120

Amended 08-27-2015 TABLE OF CONTENTS New TIP Page: Amendment Number 9 TPB Agenda Item #7c TIP # CMAQ-2002-09 TDOT PIN # 115241.00 Horizon Year NA Lead Agency Shelby County

County Shelby Length NA LRTP # 90000001 Conformity Exempt

Project Name Congestion Management Program Total Cost $30,341,374

Termini/Intersection Various Locations INTRODUCTION INTRODUCTION

This project is the continuation of a very effective program to provide improvements to intersections throughout Shelby County, including Project Description the installation of coordinated signal systems, vehicle detection improvements, isolated signal improvements, and isolated unsignalized intersection improvements in accordance with the approved Shelby County Congestion Management Program.

Obligated Funds Fiscal Year Type of Work Funding Type Total Funds Fed Funds State Funds Local Funds TDOT PROJECTS

PE-N/PE-D/ $18,343,637 / 05.14.15 2014 CMAQ-M $18,406,327 $18,406,327 ROW/CONST

PE-N/PE-D/ 2015 CMAQ-S $2,050,000 $2,050,000 ROW/CONST

PE-N/PE-D/ MDOT PROJECTS 2016 CMAQ-S $3,000,369 $3,000,369 ROW/CONST PE-N/PE-D/ 2017 CMAQ-S $4,162,016 $4,162,016 ROW/CONST LOCAL TN PROJECTS

Remarks LOCAL MS PROJECTS LOCAL MS New TIP Page: Amendment Number 1 PROJECT REMOVED Amended 02-20-2014 TIP # CMAQ-2011-01 TDOT PIN # 115242 Horizon Year NA Lead Agency Memphis

County Shelby Length NA LRTP # NA Conformity Exempt

Project Name Vehicle Fuel Cap Replacement Program Total Cost

Termini/Intersection CMAQ PROJECTS

This is a gas cap replacement program that would allow the inspection program to issue a voucher toward the purchase of a new gas cap if Project Description the cap is missing or failed for leaks by a vehicle during inspection. TRANSIT PROJECTS

Obligated Funds Fiscal Year Type of Work Funding Type Total Funds Fed Funds State Funds Local Funds APPENDICES

Remarks

Memphis MPO FY 2014-17 Transportation Improvement Program Page 162 121

TABLE OF CONTENTS OF TABLE Old TIP Page: Adjustment Number 19 TPB Agenda Item #7c Adjusted 04-13-2015 TIP # CMAQ-2002-09 TDOT PIN # 115241.00 Horizon Year NA Lead Agency Shelby County

County Shelby Length NA LRTP # 90000001 Conformity Exempt

Project Name Congestion Management Program Total Cost $21,128,996

Termini/Intersection Various Locations INTRODUCTION

Obligated Funds Fiscal Year Type of Work Funding Type Total Funds Fed Funds State Funds Local Funds TDOT PROJECTS

PE-N/PE-D/ $18,343,637 / 05.14.15 2014 CMAQ-M $18,406,327 $18,406,327 ROW/CONST

PE-N/PE-D/ 2015 CMAQ-S $2,050,000 $2,050,000 ROW/CONST MDOT PROJECTS MDOT

LOCAL TN PROJECTS LOCAL

Remarks

LOCAL MS PROJECTS MS LOCAL New TIP Page: Amendment Number 1 PROJECT REMOVED Amended 02-20-2014 TIP # CMAQ-2011-01 TDOT PIN # 115242 Horizon Year NA Lead Agency Memphis

County Shelby Length NA LRTP # NA Conformity Exempt

Project Name Vehicle Fuel Cap Replacement Program Total Cost

Termini/Intersection CMAQ PROJECTS

TRANSIT PROJECTS TRANSIT

Obligated Funds Fiscal Year Type of Work Funding Type Total Funds Fed Funds State Funds Local Funds

APPENDICES

Remarks

Memphis MPO FY 2014-17 Transportation Improvement Program Page 163 121

TABLE OF CONTENTS New TIP Page: Amendment Number 9 TPB Agenda Item #7d-e Amended 08-27-2015 TIP # CMAQ-2015-03 TDOT PIN # NA Horizon Year NA Lead Agency Memphis Innovate

County Shelby Length NA LRTP # NA Conformity Exempt

Project Name Commute Options Travel Demand Management Initiative Total Cost $445,700

Termini/Intersection N/A INTRODUCTION

Develop employer program to reduce drive-alone commuting and increase use of transit, bicycling, rideshare and walking among Project Description employees and students. Develop marketing and outreach tools, pilot strategies with six employers during grant period, and establish replicable program for ongoing use. TDOT PROJECTS

Obligated Funds Fiscal Year Type of Work Funding Type Total Funds Fed Funds State Funds Local Funds

2016 OPERATIONS CMAQ-S $245,135 $196,108 $49,027 2017 OPERATIONS CMAQ-S $200,565 $160,452 $40,113 MDOT PROJECTS LOCAL TN PROJECTS Remarks This project is being funded through TDOT with an August 2015 CMAQ grant.

New TIP Page: Amendment Number 9 Amended 08-27-2015

TIP # CMAQ-2015-04 TDOT PIN # NA Horizon Year NA Lead Agency MATA PROJECTS LOCAL MS

County Shelby Length NA LRTP # NA Conformity Exempt

Project Name Central Station Phase 2 Redevelopment Total Cost $3,000,000

Termini/Intersection Main Street and G.E. Patterson CMAQ PROJECTS Funding for the public infrastructure improvements at Central Station to improve the multimodal functionality of the project and increase the Project Description utilization of transit, biking, and walking as alternative modes of transportation. Major components will include a new trolley station, transit connector concourse, and other pedestrian and bike-friendly streetscape improvements.

Obligated Funds Fiscal Year Type of Work Funding Type Total Funds Fed Funds State Funds Local Funds TRANSIT PROJECTS

2016 PE-D CMAQ-S $454,000 $363,200 $90,800 2016 CONST CMAQ-S $2,546,000 $2,036,800 $509,200 APPENDICES

Remarks This project is being funded through TDOT with an August 2015 CMAQ grant.

Memphis MPO FY 2014-17 Transportation Improvement Program Page 164 127

TABLE OF CONTENTS New TIP Page: Amendment Number 9 TPB Agenda Item #7f-g Amended 08-27-2015 TIP # CMAQ-2015-05 TDOT PIN # NA Horizon Year NA Lead Agency SCHD

County Shelby Length NA LRTP # NA Conformity Exempt

Project Name Memphis Area Rideshare Project Total Cost $1,074,120

N/A Termini/Intersection INTRODUCTION

Project Description This project will provide funds to continue the Memphis Area Rideshare Program (vanpooling and carpooling). TDOT PROJECTS Obligated Funds Fiscal Year Type of Work Funding Type Total Funds Fed Funds State Funds Local Funds

2016 OPERATIONS CMAQ-S $537,060 $537,060 2017 OPERATIONS CMAQ-S $537,060 $537,060 MDOT PROJECTS

Remarks This project is being funded through TDOT with an August 2015 CMAQ grant. LOCAL TN PROJECTS

New TIP Page: Amendment Number 9 Amended 08-27-2015

TIP # CMAQ-2015-06 TDOT PIN # NA Horizon Year NA Lead Agency Shelby County LOCAL MS PROJECTS LOCAL MS County Shelby Length NA LRTP # NA Conformity Exempt

Project Name Shelby Farms Greenline: Cordova Station to Lenow Total Cost $2,550,000

Termini/Intersection B Street to Lenow Road

Extend the Shelby Farms Greenline from the old Cordova Train Station to the TVA Substation on Lenow Road along an inactive CSX CMAQ PROJECTS Project Description Railroad right-of-way. The proposed improvements will convert the railbed to an asphalt bicycle/pedestrian trail approximately 2.5 miles in length.

Obligated Funds Fiscal Year Type of Work Funding Type Total Funds Fed Funds State Funds Local Funds

PE-N, PE-D, TRANSIT PROJECTS 2016 CMAQ-S $1,650,000 $1,320,000 $330,000 ROW 2017 CONST CMAQ-S $900,000 $720,000 $180,000 APPENDICES

Remarks This project is being funded through TDOT with an August 2015 CMAQ grant.

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TABLE OF CONTENTS New TIP Page: Amendment Number 9 TPB Agenda Item #7h Amended 08-27-2015 TIP # CMAQ-2015-07 TDOT PIN # NA Horizon Year NA Lead Agency MATA

County Shelby Length NA LRTP # NA Conformity Exempt

Project Name New Transit Service/Operating Assistance Total Cost $1,960,000

Termini/Intersection NA INTRODUCTION

New Transit Service for four proposed routes that will expand bus service to employment centers in the Memphis area. The four routes Project Description include: (1) Wolfchase Connector, (2) Airways Transit Center Express, (3) Getwell Connector, and (4) Airport Shuttle Express. TDOT PROJECTS

Obligated Funds Fiscal Year Type of Work Funding Type Total Funds Fed Funds State Funds Local Funds

OPERATING 2016 CMAQ-S $980,000 $784,000 $196,000 ASSISTANCE

OPERATING MDOT PROJECTS 2017 CMAQ-S $980,000 $784,000 $196,000 ASSISTANCE LOCAL TN PROJECTS

This project is being funded through TDOT with an August 2015 CMAQ grant. There are additional funds available for service in FY 2018 Remarks to continue the new transit service. LOCAL MS PROJECTS LOCAL MS CMAQ PROJECTS TRANSIT PROJECTS APPENDICES

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