year 2040 update...transit, intercity bus, bicycle, walkways, air, and rail. enhancing the quality...

Prepared for:

West Piedmont

Planning District Commission

(Danville MPO)

Martinsville, Virginia

277 Bendix Road, Suite 500Virginia Beach, VA 23452757-499-4224AECOM.com

October 2015

Final Technical Report

Danville-Pittsylvania Long Range Transportation Plan

Year 2040 Update

Danville-Pittsylvania Area Long Range Transportation Plan

Danville Metropolitan Planning Organization West Piedmont Planning District Commission

Danville-Pittsylvania Area Long-Range Transportation Plan

Year 2040

TECHNICAL REPORT

Final Report October 2015

Developed by

Danville-Pittsylvania Metropolitan Planning Organization

In cooperation with The Virginia Department of Transportation

The Federal Highway Administration

The contents of this report reflect the view of the author(s) who are responsible for the facts and accuracy of the data presented herein. The contents do not necessarily reflect the views or policies of the Federal Highway Administration and/or the Commonwealth of

Virginia Transportation Board. This report does not constitute a standard, specification or regulation. FHWA acceptance of this report as evidence of fulfillment of the objectives of

this planning study does not constitute endorsement/approval of the need for any recommended improvements nor does it constitute approval of their location and design or a commitment to fund any such improvements. Additional project level environmental studies

of alternatives may be necessary.


Final Technical Report Table of Contents Danville Metropolitan Planning Organization October 2015

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TECHNICAL REPORT TABLE OF CONTENTS

I. INTRODUCTION ................................................................................ 1 II. EXISTING TRANSPORTATION SYSTEM ........................................... 4

II.1 Existing Roadway System .............................................. 4 II.1.1 Roadway Operations .......................................... 4 II.1.2 Roadway Safety ................................................. 8 II.2 Other Modes ................................................................. 14 II.2.1 Public Transit ................................................... 14 II.2.2 Air Travel ........................................................ 17 II.2.3 Rail Service ..................................................... 17 II.2.4 Intercity Bus Service ........................................ 17 II.2.5 Bicycle and Pedestrian ...................................... 18 II.3 Regional Traffic and Transportation Issues.................. 18 II.4 Review and Update of Demographics Data .................. 19 III. FUTURE TRANSPORTATION NEEDS ............................................. 21 III.1 2040 No-Build Network .............................................. 21 III.2 2040 Socioeconomic Forecasts ................................... 21 III.3 2040 No Build Forecasts ............................................. 22 III.4 2040 No Build Alternative System Deficiencies .......... 26 IV. RECOMMENDED TRANSPORTATION IMPROVEMENTS ................. 27 IV.1 State Funding and Project Prioritization ...................... 27 IV.2 HB 2 Project Evaluation Factors ................................... 30 IV.3 Prioritization Scoring ................................................... 31 IV.4 CLRP Improvement Alternatives .................................. 33 IV.5 Vision Plan Projects ..................................................... 36 IV.6 Public Involvement and Plan Adoption ........................ 38



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V. ENVIRONMENTAL OVERVIEW ........................................................ 39 V.1 Overview Process .......................................................... 39 V.2 Project Evaluation Overview ......................................... 42 V.2.1 Programmed Projects ........................................ 44 V.2.2 Bridge Replacement .......................................... 44 V.2.3 Alignment and Geometric Improvements ............ 44 V.2.4 Improvements on Existing Alignments ................ 45 VI. FEDERAL PLANNING FACTORS ..................................................... 44 VI.1 Economic Vitality ......................................................... 44 VI.2 Increase Safety ............................................................ 45 VI.3 Increase Security ......................................................... 45 VI.4 Increase Accessibility and Mobility .............................. 46 VI.5 Environmental Enhancement and Quality of Life ......... 46 VI.6 Enhance Intermodal Connectivity ................................ 49 VI.7 System Management ................................................... 49 VI.8 Preserve Existing Transportation System .................... 50

Appendix: Summary of Comments from Public Involvement Period .................................................................... A‐1

Figures

1. Study Area Map ............................................................................ 3 2. Crash Locations and High Crash Rate Corridors ............................. 11 3. Danville Transit System Route Map .............................................. 15 4. 2040 No Build Alternative Volumes – Western MPO Section ........... 22 5. 2040 No Build Alternative Volumes – Eastern MPO Section ............ 23 6. 2040 No Build Alternative Volumes – Northern City Section............ 24 7. 2040 No Build Alternative Volumes - Southern City Section ........... 25 8. Segments Exhibiting Deficiencies: Year 2040 ................................ 26 9. Prioritization and Funding Process ................................................ 27 10. Typical Roadway Sections ............................................................ 34



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Tables 1. Demographic Data for Danville-Pittsylvania MPO Area ....................... 2 2. Summary of Intersection Count Location and Type ........................... 4 3. Summary of Daily Count Locations .................................................. 5 4. Definition of Level of Service for Signalized Intersections .................. 5 5. Definition of Level of Service for Unsignalized Intersections .............. 6 6. Definition of Level of Service for Uninterrupted Flow ......................... 6 7. Signalized Intersection Level of Service – 2015 ................................ 7 8. Unsignalized Intersection Level of Service – 2015 ............................. 7 9. HCM Level of Service – 2015 Existing Conditions .............................. 8 10. MPO Crash Summary by Jurisdiction ................................................ 9 11. Statewide Average Crash Rates by Functional Classification ............ 10 12. High Frequency Crash Locations – Roadway Segments ................... 12 13. High Frequency Crash Locations – Intersections ............................. 13 14. Danville Transit Fare Structure ...................................................... 16 15. Population Data for Danville and Pittsylvania County....................... 19 16. Comparison of Unemployment Rates, MSA: Year 2005-2015 ........... 20 17. Funds Available for FY 2017-2022 SYIP .......................................... 29 18. Eligible Grant Applicants for District Grant Program ........................ 30 19. Project Scoring on HB 2 Factors .................................................... 32 20. Recommended Roadway Improvements: Year 2040 ....................... 35 21. Transportation Vision Plan Improvements ................................. 36-37 22. Mitigation Guidance ...................................................................... 41


Final Technical Report I. Introduction Danville Metropolitan Planning Organization October 2015

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I. Introduction An effective and efficient transportation system is a key component supporting the economic vitality and quality of life in the Danville-Pittsylvania region. The region’s transportation system provides for the movement of people and goods by road, local transit, intercity bus, bicycle, walkways, air, and rail. Enhancing the quality and interconnectivity of the transportation system is the goal of the Danville-Pittsylvania Area Long-Range Transportation Plan – Year 2040 (the Transportation Plan). This Transportation Plan provides the blueprint of the transportation system that is expected to serve the multi-modal needs of the Danville-Pittsylvania area through the year 2040.

The Transportation Plan was developed by the Danville Metropolitan Planning Organization (MPO) and the West Piedmont Planning District Commission to provide the City of Danville and the surrounding urbanized areas of Pittsylvania County with a comprehensive set of transportation improvements that will meet current travel demands, as well as projected travel demands to the year 2040. These improvements encompass all modes of travel, including roadway, transit, rail, air, bicycle, and pedestrian, and were developed through a study process that included:

Public input garnered through articles, mailings and public meetings; Updates to the regional computerized travel demand model; Use of standard traffic engineering analysis techniques to determine existing and

future roadway capacity deficiencies; Analysis of all modes of travel and coordination with transit and intercity bus

providers, airport and rail authorities, social service providers, and others involved in regional transportation;

Prioritization of potential projects in a manner reflecting procedures developed to implement provisions of Virginia House Bill 2 (HB 2);

Development of transportation improvement recommendations to serve the transportation needs of the Danville region and address each of the eight planning factors mandated in federal transportation laws and regulations (specifically the requirements of the federal transportation act: Moving Ahead for Progress in the 21st Century (MAP-21);

Review of these recommendations with government agencies and the general public; and

An overview assessment of the social and environmental impacts of the transportation recommendations.

This Technical Report provides background on the study approach and analysis methodologies. It is one of three documents that have been prepared as part of the development of the Transportation Plan. The other two documents are:

Danville Area Long-Range Transportation Plan -- Year 2040: A poster-size map that describes the specific improvements recommended for implementation, along with a summary of the considerations that were taken into account in developing improvement recommendations.



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Danville Area Long-Range Transportation Plan – Year 2040 Executive Summary: This document summarizes the transportation recommendations along with the study process.

The Danville-Pittsylvania Area Long-Range Transportation Plan – Year 2040 is intended to provide guidance in the development of a multi-modal transportation system that will provide the citizens in the urbanized area with enhanced mobility to support a more prosperous economy and a better quality of life.

“It is in the national interest to... encourage and promote the safe and efficient management, operation, and development of surface transportation systems that will serve the mobility needs of people and freight and foster economic growth and development within and between States and urbanized areas, while minimizing transportation-related fuel consumption and air pollution....”

“To accomplish the objectives [stated above], metropolitan planning organizations [MPOs]...in cooperation with the State and public transportation operators, shall develop long-range transportation plans...”1

The study area incorporates all of the Danville-Pittsylvania Metropolitan Planning Organization (MPO), which includes all of the City of Danville and the surrounding urbanized areas of Pittsylvania County, an area encompassing just under 200 square miles. Urbanized areas are defined by the U.S. Census based on total population; encompassing at least one population center with at least 50,000 persons (See Table 1). The boundaries include contiguous areas that are expected to meet population density thresholds by the year 2040. The study area boundaries are shown in Figure 1.

Table 1 Demographic Data for Danville-Pittsylvania MPO

Jurisdiction Population Households Land Area (Square Miles)

Danville 43,055 18,842 43 Urbanized Area of Pittsylvania County 22,617 9,254 154

MPO Area Total 65,672 28,096 197

Pittsylvania County Total 63,506 26,092 971

Notes: [1] – These are estimates due to the fact that some Census blocks cross the MPO boundary. [2] – Includes both the urbanized and non-urbanized portions of Pittsylvania County, but not the City of Danville. Source: US Census

1 Title 23, United States Code, Sec. 134 (a) & (c).



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Figure 1: Danville-Pittsylvania Area MPO Study Area Boundary

Source: West Piedmont Planning District Commission


Final Technical Report II. Existing System Danville Metropolitan Planning Organization October 2015

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II. EXISTING TRANSPORTATION SYSTEM The Danville region’s transportation system includes a network of roads, a City-operated transit system, a regional airport, passenger and freight rail service, bicycle and pedestrian trails, and a network of sidewalks. The physical attributes, operations, and safety of this transportation system are described in this section.

II.1 Existing Roadway System The regional roadway system is organized according to the functional classification of each roadway. This thoroughfare system is designated by the Virginia Department of Transportation, the Federal Highway Administration, and local governments. This thoroughfare system includes roads that are functionally classified as primaries, arterials, and collectors. It does not include local streets or private roadways. U.S. primary roads in the Danville-Pittsylvania region include: Routes 29, 29 Business, 58, and 58/360. Regional state primary routes include Routes 41, 51, 86, 293, 311, 360, and 413. Major state secondary routes include Routes 719, 724, 726, 729, 750, and 863. In addition, urban roadways in the City of Danville designated as collector or above were included as part of the analysis network for this transportation plan. II.1.1 Roadway Operations

Roadway operations were analyzed at key locations in the network that were identified in cooperation with officials at the City of Danville, Pittsylvania County, and the Virginia Department of Transportation (VDOT). To support this analysis, between May 14, 2015 and May 20, 2015, turning movement counts were conducted at four intersections provided in Table 2.

Table 2 Summary of Intersection Count Location and Type

Location Type of Intersection

Piney Forest Rd at Franklin Tpk Signalized

Central Blvd at Boxwood Ct Signalized

N Main St at Franklin Tpk Signalized

Franklin Tpk at Danville Expwy Unsignalized

Table 3 provides a list of nine roads where daily counts were conducted.



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Table 3 Summary of Daily Count Locations

Road Approximate Location

Riverside Drive West of Piedmont Drive Riverside Drive East of Central Blvd Piney Forest Road North of Piedmont Drive South Boston Road East of Danville Expwy Martinsville Highway West of Danville Expwy Mount Cross Road North of Old Mt. Cross Rd Franklin Turnpike Three Ramps Franklin Turnpike West of Danville Expwy Interchange Danville Expressway South of Franklin Tpk

The intersection counts were conducted on weekdays for a total of 4 hours (2 hours in the morning between 7:00 and 9:00 AM, and 2 hours in the afternoon between 4:00 and 6:00 PM). Roadway tube and video counts were conducted on weekdays for a total of 24 hours, and included vehicle classification.

Intersection operations were analyzed for all intersections where traffic data was collected using the level of service methodologies described in the 2010 Highway Capacity Manual (HCM 2010). Service levels are determined based on average vehicle delay as computed for the AM and PM peak hour. The criteria for service levels are shown in Table 4 for signalized intersections; Table 5 for unsignalized intersections; and Table 6 for freeway, ramp, and multilane arterial movements.

Table 4 Definition of Level of Service for Signalized Intersections

Level of Service (LOS)

Average Control Delay

(sec/veh) Description

A ≤ 10 Progression is extremely favorable and most vehicles do not stop at all.

B > 10‐20 Progression is good with more vehicles stopping than at LOS A.

C > 20‐35 Progression is fair and individual cycle failures may begin to appear at this level.

D > 35‐55 Congestion becomes noticeable. Many vehicles stop and individual cycle failures become more prevalent.

E > 55‐80 Individual cycle failures are frequent.

F > 80 Arriving traffic volumes exceed the capacity of the intersection. Significant cycle failures occur.

Source: National Research Board, Highway Capacity Manual



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Table 5 Definition of Level of Service for Unsignalized Intersections


Average Control Delay

(sec/veh) Description

A ≤ 10 Free Flow B > 10‐15 Reasonably free flow C > 15‐25 Stable flow D > 25‐35 Approaching unstable flow E > 35‐50 Unstable flow F > 50 Forced or breakdown flow


Table 6 Definition of Level of Service for Uninterrupted Flow


Freeway & Multilane

(pc/mi/ln)

Merge (pc/mi/ln)

Diverge (pc/mi/ln)

A ≤ 11 ≤ 10 ≤ 10 B > 11-18 > 10‐20 > 10‐20 C > 18-26 > 20-28 > 20-28 D > 26-35 > 28-35 > 28-35 E > 35-45 > 35‐45 > 35‐45 F > 45 > 45 > 45


Using these criteria, which serve as a standard for the traffic engineering practice in determining level of service grades, operations of roads and intersections using a scale from A to F have been developed. For most areas in Virginia, VDOT rates levels of service A, B, or C as acceptable, and levels of service D, E, or F represent deficient operations. However, in urban sett ings LOS D is often found to be an acceptable level of service. Level of service analysis was performed using SYNCHRO software (Version 9), which implements the methodologies of the HCM 2010. Tables 7 and 8 present summaries of the intersection level of service analysis for signalized and unsignalized intersections, respectively.



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Table 7 Signalized Intersection Level of Service — 2015 Existing Conditions

Intersection AM Peak Hour PM Peak Hour

LOS Delay (sec/veh) LOS Delay

(sec/veh) Piney Forest Road at Franklin Turnpike C 30.3 D 50.3

Central Boulevard at Boxwood Court B 13.8 C 23.4

North Main Street at Franklin Turnpike B 18.9 C 22.1

*Delay is average vehicle delay for the overall intersection expressed in seconds per vehicle.

Table 8

Unsignalized Intersection Level of Service — 2015 Existing Conditions

Intersection AM Peak Hour PM Peak Hour

LOS Delay (sec/veh) LOS Delay

(sec/veh) Franklin Turnpike at NB Danville Expwy A 9.3 A 9.2 Franklin Turnpike at SB Danville Expwy A 7.7 A 7.7

* Delay shown is the lowest individual movement’s level of service expressed in seconds per vehicle. Generally this is the minor street left turn movement.

Table 9 presents a summary of the freeway, ramp, and arterial level of service analyses. As shown in the summary of results, the signalized intersections studied throughout the urbanized area were found to be operating within adequate service levels. Only one intersection exhibits marginally adequate service levels (LOS D), which was found to occur only in the PM peak hour. Both of the unsignalized intersections studied were found to operate with adequate conditions. All of the freeway, ramp, and multilane roadway segments were found to operate with adequate conditions.



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Table 9 HCM Level of Service — 2015 Existing Conditions

Location Type AM Peak Hour PM Peak Hour

LOS Density (pc/mi/ln) LOS Density

(pc/mi/ln)

NB Danville Expwy North of Franklin Tpk Freeway A 3.1 A 5.1

NB Danville Expwy South of Franklin Tpk Freeway A 4.5 A 8.0

SB Danville Expwy North of Franklin Tpk Freeway A 4.1 A 4.0

SB Danville Expwy South of Franklin Tpk Freeway A 7.3 A 5.6

Franklin Tpk to NB Danville Expwy Merge A 5.6 A 7.8

Franklin Tpk to SB Danville Expwy Merge B 11.7 A 9.5

NB Danville Expwy to EB Franklin Tpk Diverge A 6.1 A 9.9

NB Danville Expwy to WB Franklin Tpk Diverge A 3.9 A 6.3

SB Danville Expwy to EB Franklin Tpk Diverge A 3.1 A 3.1

SB Danville Expwy to WB Franklin Tpk Diverge A 6.0 A 5.9

EB Franklin Tpk West of Danville Expwy Multilane A 6.5 A 4.2

WB Franklin Tpk West of Danville Expwy Multilane A 3.1 A 5.2

EB Martinsville Hwy West of Danville Expwy Multilane A 8.2 A 5.9

WB Martinsville Hwy West of Danville Expwy Multilane A 3.2 A 7.5

NB Piney Forest Rd North of Piedmont Drive Multilane A 8.8 B 15.2

SB Piney Forest Rd North of Piedmont Drive Multilane B 14.1 B 16.1

EB Riverside Drive East of Central Blvd Multilane A 6.8 A 9.8

WB Riverside Drive East of Central Blvd Multilane A 6.5 A 10.0

EB Riverside Drive West of Piedmont Drive Multilane B 12.6 A 9.4

WB Riverside Drive West of Piedmont Drive Multilane A 6.8 B 13.3

EB S Boston Rd East of Kentuck Rd Multilane A 3.6 A 5.1

WB S Boston Rd East of Kentuck Rd Multilane A 9.6 B 12.9

II.1.2 Roadway Safety

Data on motor vehicle crashes was obtained from the Danville Police Department for all crashes within the city limits and obtained from the Virginia Department of Transportation for crashes in Pittsylvania County. Analysis of these data was performed for a three-year period from 2011-2013. Crashes were tabulated by intersection and roadway corridors, and crash rates were developed for select locations that exhibited high crash frequency.

A total of 1,884 crashes occurred within the MPO boundaries in Pittsylvania County over the three-year study period, resulting in 1,039 injuries and 35 fatalities. In the City of



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Danville, a total of 2,390 crashes occurred over the three-year study period, resulting in 1,537 injuries and 10 fatalities. These data are summarized in Table 10.

Both the City and the County data were provided in GIS (geographical information systems) format so that geographical searches could be more easily conducted. Crash data was analyzed at intersections (generally within a 250 foot radius of the center of the intersection) and along road segments.

To compare the frequency and intensity of crashes at locations with differing traffic volumes, crash rates have been computed. The standard metric for intersection crash rates is number of crashes per million vehicles entering the intersection, and the standard metric for crashes on roadway segments is crashes per 100 million miles traveled. Crash rates for intersections are provided for the five most recent years of complete data used in this study.

Table 10 MPO Crash Summary By Jurisdiction

Category 2011 2012 2013 Total Percent of

Total Crashes

Pittsylvania County Crashes 659 658 567 1,884 100%

Injuries 319 360 360 1,039 55%

Fatalities 9 18 8 35 1.8%

City of Danville Crashes 904 769 717 2,390 100%

Injuries 409 578 550 1,537 64%

Fatalities 2 2 6 10 0.4%

The purpose of evaluating historical crash data is to identify locations in the Danville-Pittsylvania urbanized area that exhibit comparatively high crash rates. The focus of the analysis is on evaluating the crash rates and injury plus fatality crash rates at a given location. Key locations identified in this crash analysis will receive further evaluation for corrective measures. As a basis of comparison, average statewide rates for roadway segments are provided below in Table 11. The crash data files in GIS format were used to evaluate roadway segments for locations which exhibit relatively higher densities of crashes.



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Table 11 Statewide Average Crash Rates for Road Segments by Functional

Classification (2011-2013)

Functional Classification Crash Rate* Injury Rate*

Urban Freeway/Expressway 50.21 25.64

Urban – Principal Arterial 172.48 98.75

Urban – Minor Arterial 208.30 117.78

Urban – Collector 214.48 121.39

Rural – Other Principal Arterial 78.23 42.55

Rural – Minor Arterial 120.25 71.35

Rural – Major Collector 146.26 89.21

Rural – Minor Collector 249.14 137.90

*Per million vehicle miles of travel Source: VDOT

The location of crashes and identification of high frequency crash corridors are shown in Figure 2. After the review, fifteen (15) different segments were identified. Table 12 presents the list of roadway segments by order of highest to lowest equivalent property damage only crash rate. Equivalent property damage only (EPDO) crash rates are a weighted average of property damage only (PDO), injury, and fatal crashes. In EPDO crash rate calculations, one injury crash equates to eight PDO crashes, and one fatal crash equates to twenty PDO crashes. Table 12 provides total crashes, a breakdown of PDO, injury, and fatal crashes, and the EPDO crash rate. All but one of the fifteen segments had an EPDO crash rate higher than the district and state EPDO crash rates.

VDOT provided a list of the top 100 crash locations in the Lynchburg District based on potential for safety improvement (PSI). According to the Highway Safety Manual, PSI estimates how much the long-term crash frequency could be reduced at a particular site. PSI is based on a crash prediction that was calculated from a safety performance function. VDOT provided both the overall PSI rankings, as well as the fatal and injury PSI rankings.

Of the top 100 crash locations in the Lynchburg District, only 20 fell within the study area. From that list of 20, the top 10 in either total PSI, or fatal and injury PSI were examined further. This resulted in a list of 12 intersections in the study area, which are displayed in Table 13.


Technical Report II. Existing System Danville Metropolitan Planning Organization June X, 2015

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Figure 2 Danville-Pittsylvania Area MPO Crash Locations and High Crash Rate Corridors (in red)


Finial Technical Report II. Existing System Danville Metropolitan Planning Organization October 2015

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Table 12 High Frequency Crash Locations – Road Segments

Route Segment Limit (Approximate)

Segment Limit (Approximate)

Segment Length (Miles)

AADT (Segment Average)

Total Crashes

Property Damage Only

Crashes Injury Crashes Fatal

Crashes

Equivalent Property Damage Only (EPDO)

Crash Rate

EPDO Crash Rate Rank

Mount Cross Road Mall Drive Lowes Drive/Mt Cross Plaza Driveway 0.46 9,500 36 21 15 0 2,947 1

Westover Drive & Piedmont Drive Fairview Ave Mt Cross Rd 1.15 12,400 98 57 40 1 2,542 2

North Main Street Franklin Turnpike James St 1.75 9,200 76 36 39 1 2,087 3

Riverside Drive Mt Cross Rd 0.05 miles West of Park Ave 0.87 16,700 89 63 26 0 1,703 4

Piney Forest Road Beavers Mill Rd Highland Blvd 1.58 24,000 152 85 66 1 1,524 5

Central Boulevard 0.1 mi north of Christopher Ln

0.1 mi south of Christopher Ln 0.20 21,000 14 6 8 0 1,522 6

Riverside Drive Piney Forest Rd Arnett Blvd/ Union St 0.91 21,000 75 44 30 1 1,453 7

Piedmont Drive Mt Cross Rd South US 29 Business Off-Ramp 0.44 18,000 38 27 11 0 1,326 8

Central Boulevard/ Piney Forest Road

Coleman Marketplace Driveway Beavers Mill Rd 1.36 28,500 152 95 57 0 1,298 9

South Boston Road Williamson Rd Riverpoint Drive/ Rudder St 0.27 27,000 29 20 9 0 1,153 10

Westover Drive Westhaven Drive Bromley Drive 1.87 2,300 11 5 6 0 1,125 11

South Main Street Southern Extent of

Danville Expwy I t h

Southwyck Plaza Driveway 0.58 11,000 16 9 7 0 930 12

West Main Street Old Greensboro Rd Country Club Pkwy 1.00 11,400 25 13 12 0 873 13

South Boston Highway Staton Drive Ringgold Rd 1.58 13,300 25 8 17 0 626 14

Danville Expwy Western Extent of S Main St Interchange

Eastern Extent of S. Main St Interchange 0.52 16,000 10 7 3 0 340 15

* For Equivalent Property Damage Only (EPDO) Crash Rate Calculations, 1 Injury crash = 8 Property Damage Only crashes, and 1 Fatal crash = 20 Property Damage Only crashes * Statewide EPDO Crash Rate = 470 * District EPDO Crash Rate = 343


Finial Technical Report II. Existing System Danville Metropolitan Planning Organization October 2015

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Table 13 High Frequency Crash Locations – Intersections

Major Route Minor Route Total Crashes Total Fatalities & Injuries Major Route AADT Minor Route AADT Total PSI Rank Fatality & Injury PSI

Rank

Business US 29 / Memorial Drive Bishop Rd 21 9 12,500 2,800 4 6

Business US 58 / Riverside Drive Old Riverside Drive/ Barter Street 26 7 22,000 4,400 5 28

Business US 29 / Piney Forest Rd Nelson Avenue / Nor-Dan Drive 27 9 26,000 4,000 8 8

Business US 29 / Piney Forest Rd Arnett Blvd 26 9 26,500 2,500 9 14

SR 41 / Franklin Turnpike SR 293 / North Main Street 11 5 8,900 6,900 14 20

Mount Cross Road Mill Creek Road 10 3 8,800 3,500 17 62

Business US 29 / West Main St Old Mayfield Road 9 5 10,000 1,800 23 19

SR 41 / Franklin Turnpike Orchard Drive 8 3 8,900 2,200 31 44

Melrose Avenue Northmont Boulevard / Verne Street 6 4 3,800 2,000 34 39

SR 41 / Franklin Turnpike Orphanage Road 9 4 16,000 2,500 35 22

Kentuck Road Kentuck Church Rd / Ringgold Church Rd 8 4 4,500 2,050 39 31

US 58 / Martinsville Highway Charming Road 6 5 15,000 220 57 41



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II.2 Other Modes

Transit service in the Danville area is provided by the City-operated Danville Transit System. The service consists of a fixed-route transit system, a demand responsive paratransit service, and a dial-a-ride operation that is available to the general public.

General aviation air service is provided at the Danville Regional Airport. The airport is located in eastern Danville, along Route 58 just east of Route 29.

Train service is provided at the Amtrak train station, which is located on Craghead Street in downtown Danville. Both passenger and freight rail use rail lines in the Danville area. Two Norfolk Southern Railway rail lines enter the study area in southeastern and southwestern Danville. The western line carries passenger (Amtrak) and freight traffic, while the eastern line carries primarily freight. The rail lines pass through downtown Danville and pass through eastern and northeastern Danville into Pittsylvania County.

Inter-city bus service to the Danville region is provided at the Hub, an intermodal bus facility in downtown that serves both Danville Transit routes and Greyhound.

Pedestrian travel is facilitated through a network of sidewalks that are located primarily in the downtown and other commercial areas of the City. Many local streets are conducive to bicycle travel and there are several off-street bicycle facilities. Pittsylvania County also plans for and provides multi-use trails. The existing Ringgold Depot Trail extends along abandoned railroad right of way from Ringgold Depot east to the Halifax County border. It will be part of the statewide Beaches to Bluegrass trail system.

II.2.1 Public Transit

Danville Transit provides fixed route service (11 fixed routes), Reserve-A-Ride service, and paratransit (Handivan) service. Transit service operates six days a week (Monday-Saturday). Each type of service is described below.

Fixed Route Service

Figure 3 presents a map of the fixed routes that Danville Transit operates Mondays through Saturdays, from approximately 6:00 AM to 6:00 PM.

Reserve-a-Ride Service

In addition to fixed-route service, Danville Transit provides Reserve-a-Ride service that is available for use by all city residents. Reserve-a-Ride is designed to provide transportation service to Danville residents during hours when fixed route service is not available, and also provides service to locations not served by fixed route service. Reserve-a-Ride provides service from and to any location within the city limits of Danville, as well as the Cane Creek Centre Industrial Park, Monday through Friday from 4:00 AM to 12:30 AM, and Saturday between 4:00 and 6:00 AM and between 5:00 PM and 12:30 AM. The one-way fare is $4.00 for all trips. Riders must make a reservation the day before a trip.



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Figure 3 Danville Transit

System Route Map Source: Danville Transit



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Handivan Service

The third type of service offered by Danville Transit is Handivan service. Riders must be pre-qualified and unable to use fixed route service. Service is offered from 6:00 AM to 6:00 PM, Mondays through Saturdays. Advanced reservations are required the day before a trip. Handivan service is provided anywhere within the City limits.

Fare Structure

Danville buses accept cash fares and transit tokens. The base fare is $1.00. Transfers are free. Discounted (½ price) fares are available for Medicare card holders, persons age 60 or older and/or disabled persons, with proper discount fare eligibility identification. Children under 12 years old ride for free, with only one child per adult paying customer. Table 14 outlines Danville Transit’s fare structure.

Table 14 Danville Transit Fare Structure

Fare Options Adults Seniors & Disabled

Base Fare $1.00 $0.50

Transfers Free Free Token Rolls

10 Tokens 20 Tokens

$4.50 $9.00

$4.50 $9.00

Reserve A Ride $4.00 $4.00

Handivan Base Fare $2.00 $2.00

Much of the increase in operating cost is due to salary and wage increases associated with cost of living adjustments, fuel price increases and the expansion of the Reserve-A-Ride service. The last fare increase for the Danville Transit System occurred in 1995, when fares went up from $0.80 to $1.00. However, transit ridership in Danville is quite sensitive to price as ridership decreased by 17 percent following the fare increase. Any further fare increases would need to take into consideration this price sensitivity.

The Danville Transit System (DTS) has been successful in containing operating costs since 1995 by integrating light and medium duty buses in the fleet and diversifying revenue streams with the start-up of the Reserve-A-Ride operation in 2001 and the expansion of the Reserve-A-Ride service in 2006. This expansion involved serving major industrial parks and the Cyber Park located on the east side of Danville on weekdays from 6:00 AM until 9:00 AM and 3:00 PM until 5:00 PM. Since November 2009 Danville Transit has offered Reserve-a-Ride service during these hours throughout the city limits of Danville in a continuing effort to improve transportation access.



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II.2.2 Air Travel

The Danville Regional Airport, located on Route 58 on the east side of the City, provides local facilities for air travel in the region. Since 2006, airport operations have significantly declined due to the departure of three corporate jets that were based at the airport, fuel prices and economic conditions.

The Danville Regional Airport has not provided regular commercial service since 1995. The facility, however, has been expanding as a general aviation airport. In 2002, the airport completed a $3.5 million project to build a multi-use ramp and two taxi-way ramp connections. The City also constructed a 6,400 square foot hanger, and a corporate tenant has constructed a new hanger as well. Due to weakening demand, no plans for additional hangars are planned for at this time. The primary runway was rehabilitated in 2010.

The Instrument Landing Systems (ILS) antenna was repositioned, and the main runway was shortened from 6,500 to 5,900 feet and narrowed by 50 feet to comply with Federal Aviation Administration (FAA) mandates. Drainage work was also done to address the accumulation of rain water on the runway. Additionally, a hump was lowered in the middle of the runway to improve pilot visibility on the runway. As of January 2015, the project was substantially completed, and was paid for by a $10 million grant from the FAA.

The City has made efforts to keep rental fees and taxes low at the airport to help attract customers.

II.2.3 Rail Service

The Danville-Pittsylvania urbanized area is bisected by a double-track, north-south rail line owned by Norfolk Southern. The Norfolk Southern railway rail lines enter the study area in southeastern and southwestern Danville. The western line carries passenger (Amtrak) and freight traffic, while the eastern line carries primarily freight. Several spurs off this main line connect to various industrial sites in the Danville area. Norfolk Southern operates regular freight service on these lines, which run to Lynchburg to the north and Greensboro, North Carolina to the south.

Amtrak operates passenger trains on the Norfolk Southern tracks. Danville is a stop on the passenger carrier's Crescent line, which runs from New Orleans to New York City. The train stops in Danville once a day in each direction. Northbound, the train stops at 4:43 AM while the southbound train stops at 11:14 PM. Trains stop at the city's historic train station at the eastern edge of its downtown area. Enhancement grant program awards over successive rounds have allowed the city to make the station into a multi-use facility.

II.2.4 Intercity Bus Service

Greyhound operates a station in Danville located at 515 Spring Street. Buses leave Danville in two directions. One route travels southbound to Durham, NC, with a



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departure at 9:55 AM. The second route is oriented northbound to Richmond via South Boston, with a departure at 6:55 AM.

II.2.5 Bicycle and Pedestrian

Featuring its extensive Riverwalk Trail, the City of Danville has approximately 9 miles of bicycle/pedestrian trails in its trail network, with enhancements occurring almost yearly. The trail system begins behind and east of the shopping center located on the south side of the Riverside Drive at Mount Cross Road intersection and extends along the north bank of the Dan River from Audubon Drive on the west to approximately ½ mile from the Danville Regional Airport on the east.

In 2009 the City opened a 0.4-mile section of trail from the Crossing Complex along the south bank of the Dan River to a new trailhead/parking area between the Main Street/Martin Luther King Memorial Bridge.

The existing sidewalk on the northbound side of the Martin Luther King Memorial Bridge is being reconstructed and widened from 5 to 10 feet to accommodate bicycles and pedestrians and providing a link into the Dan Riverwalk Trail on the north bank of the Dan River. The construction is currently underway and will result in another link between downtown Danville and the Dan Riverwalk Trail.

In Pittsylvania County, the multi-use trail from the Halifax County line west to Ringgold Depot will be part of the Beaches to Bluegrass statewide trail system. In addition, the County has developed the Pittsylvania County Bicycle Plan, which provides for future facilities along major roadways and selected secondary routes. The plan includes the proposed connection between the western terminus of the Ringgold Depot Trail with the Riverwalk Trail in the City of Danville.

II.3 Regional Traffic and Transportation Issues

As part of the development of the Long-Range Transportation Plan, regional transportation deficiencies and other concerns were identified through a series of meetings with VDOT officials and with local planning and economic development officials. In recognition of the level of funding forecasted to be available for implementing transportation improvements, the discussion of issues focused more on operational and safety deficiencies than on developing high-cost major improvements.

In addition, the Comprehensive Economic Development Strategy: 2014 Annual Report (CEDS) provides guidance for identifying transportation needs and preferred strategic responses that will enhance economic development activity within the MPO area as well as the larger West Piedmont Planning District. Focusing first on the section listing “Current Strengths/Opportunities or Potentials for Improving Regional Economic Competitiveness” in the area of transportation, for the Danville-Pittsylvania area the report lists the following:

Airports Rail …improvements to U.S. 58 Superhighway



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Designation of U.S. 29 from Danville to Greensboro as Interstate 785 Future Route 29 corridor improvements Motor freight accessibility Ideal location for major distribution hub with access to …future Interstate 785 Trail development to enhance quality of life2

CEDS next addresses “Current Impediments or Barriers to Regional Economic Competitiveness”, and for the Danville-Pittsylvania area the list includes:

Lack of interstate highway Need for more roads of statewide significance… Loss of commercial air service at Danville Regional Airport Need for more competitive rail service to curb costs

II.4 Review and Update of Demographics Data

Table 15 presents population trends for Danville and Pittsylvania County. In comparing the Year 2000 Census numbers to the Year 2010 Census numbers, the data in Table 15 documents a reduction in population in Danville. In contrast, Pittsylvania County exhibits a modest population growth. Overall, the Metropolitan Statistical Area exhibits a trend of reduced population.

Table 15 Population Data for Danville and Pittsylvania County

Jurisdiction Census 2000

Population

Census 2010

Population

Percent Change 2000-10

Pittsylvania County 61,745 63,506 2.85%

Danville 48,411 43,055 -11.06%

MSA Total 110,156 106,561 -3.26%

Source: Virginia Employment Commission Table 16 shows the rates of unemployment in Danville, Pittsylvania County and Virginia. While unemployment data specific to the Danville-Pittsylvania urbanized area is not available, Table 16 data indicates that the MPO area likely has a rate of unemployment that is among the highest in the Commonwealth. When considered in conjunction with population trends, unemployment rates serve as an indicator of the vitality of the regional economy. The rates in Table 16 indicate that unemployment in the City of Danville is nearly double the statewide unemployment rate. For Pittsylvania County, the

2 Comprehensive Economic Development Strategy: 2014 Annual Report. West Piedmont Economic Development District. Martinsville, Virginia. pp. 6-4 and 6-5.



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unemployment rate is approximately 15% higher than the statewide rate. The impact these relatively high unemployment rates have on forecasted population and employment growth will be discussed later in this report.

Table 16 Comparison of Unemployment Rates: Danville-Pittsylvania MSA

Year 2005-2015

Jurisdiction 2005 2010 April 2015

Pittsylvania County 6.4% 10.9% 5.6%

Danville 10.2% 13.5% 8.3%

Virginia 3.6% 7.1% 4.5%

Source: Virginia Employment Commission


Final Technical Report III. Future Transportation Needs Danville Metropolitan Planning Organization October 2015

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III. FUTURE TRANSPORTATION NEEDS

The recommendations in the Danville-Pittsylvania Area Long-Range Transportation Plan: Year 2040 were developed to respond to existing and projected transportation needs across all modes of travel. Existing transportation system deficiencies were described in the previous chapter. Future roadway needs were identified based on analysis of 2040 traffic forecasts developed using the regional travel demand model. The model uses a digital network of roadways and forecasts of population and employment to identify forecasted roadway deficiencies. The analysis starts by evaluating the impacts of forecasted year 2040 population and employment levels on the forecasted network that includes only existing and programmed improvements – the No Build Network.

III.1 2040 No-Build Network

The No-Build roadway network is defined as the existing roadway system plus projects that are committed to be constructed based on available funding. Projects added to the existing network to comprise the No-Build network are typically those included in the Virginia Department of Transportation Six-Year Improvement Program. Since the improvements are to be included in the travel demand model network, the programmed improvements that are included are limited to those that add capacity to the roadway system – such as added lanes to existing roadways or roadways on new alignments. The only programmed roadway to be included in the No-Build network is the widening of Mount Cross Road from Lowes’ Drive to the corporate limits. The improvements provide for the widening of the existing two lane section to a four lane section.

III.2 2040 Socioeconomic Forecasts

As part of the Update to the Danville-Pittsylvania Long Range Transportation Plan, forecasts of population and employment were developed. Forecasts were adopted for the initial calibration of the travel demand model. Considering the low rate of growth in the Danville-Pittsylvania urbanized area, the previous forecasts used in initial application of the travel demand model were as follows (year 2010 baseline estimates shown for comparison purposes): 2010 2040 Population 65,689 67,350 Employment 27,991 36,490

The socioeconomic data used for the year 2010 estimates and for the year 2040 forecasts were developed in the report, Transportation Analysis Zone Final Report, published in June 2014 by the Danville Metropolitan Planning Organization (Administered by the West Piedmont Planning District Commission).



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III.3 2040 No Build Forecasts

Using the socioeconomic forecasts and the No Build Alternative network (including the Mount Cross Road widening in the City of Danville, forecasts of year 2040 daily volumes were developed. These are shown in Figures 4-7.

Figure 4 Year 2040 Daily Traffic Forecasts

No Build Alternative – Western Section of MPO Area



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No Build Alternative - Eastern Section of MPO Area



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No Build Alternative – Northern Section of City of Danville



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No Build Alternative – Southern Section of City of Danville



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III.4 2040 No Build Alternative System Deficiencies

Figure 8 shows the location of deficiencies forecast to occur on the No Build Alternative network. Deficiencies – shown in orange and red - are defined as links along which year 2040 daily volumes are forecast to exceed 85% of the link capacity. As the exhibit shows, with the exception of a few scattered deficiencies in the City of Danville and one localized deficiency along Franklin Turnpike in Pittsylvania County, no links exhibit forecasted deficient conditions. Considering the scale of the modeling process, the localized links exhibiting deficient capacity by themselves do not indicate a systems level need for corridor improvements. A system level need would be indicated if a corridor (comprised on several links) were to exhibit deficient service. Instead, analysis of operations in the vicinity of each deficient link would be an appropriate methodology for determining if improvements are needed.

Figure 8 Segments Exhibiting Deficiencies: Year 2040

No Build Alternative


Final Technical Report IV. Transportation Plan Recommendations Danville Metropolitan Planning Organization October 2015

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IV. RECOMMENDED TRANSPORTATION IMPROVEMENTS Recommendations for improvements to the Danville-Pittsylvania area transportation system were developed based on analysis of existing and projected future deficiencies along with input from representatives of local governing bodies and VDOT. In addition, the recommendations defined in the CEDS and recommendations from previous transportation planning documents developed for the Danville-Pittsylvania area were also considered in the development of improvement recommendations.

Improvements to the roadway network to better accommodate projected year 2040 traffic demands were developed based on consideration of overall regional travel demand patterns, land use patterns, socio-economic and environmental constraints, and economic development opportunities. As shown in the previous section of this report, no systems level transportation needs were identified in the year 2040 No-Build Alternative network. Initial recommendations were screened through a series of meetings with Danville and Pittsylvania County staff, as well as VDOT. Initial recommendations were also presented at public meetings for review and comment prior to developing a final draft of recommendations. Comments on the final draft were also solicited at both an informal citizens meeting and at a formal public hearing. IV.1 State Funding and Project Prioritization

Since the development in 2010 of the year 2035 update to the long-range transportation plan, two laws have been enacted that change the method by which funds are allocated to transportation projects. First, as previously discussed, House Bill 2 (HB2) directs VDOT to program funds to projects based on a set of evaluation criteria. Next, House Bill 1887 (HB 1887) reforms the manner in which state funds are allocated for projects. Implementation of both laws includes references to the statewide transportation planning process – VTrans 2040. The relationship between these three processes is shown in Figure 9: Prioritization and Funding Process.

Figure 9 Prioritization and Funding Process



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VTrans 2040 - A Statewide Plan that considers the Danville-Pittsylvania MPO area through assessment of:

Transportation Conditions Summary Economic Conditions Summary Transportation-Economic Linkages Needs Assessment

The summary findings of these assessments are as follows:

Transportation Conditions Summary: Generally travel around and through the Danville-Pittsylvania MPO area exhibits a high level of travel time reliability (low delays due to congestion) and the area of greatest delay is located along U.S. Route 58 east of the Danville Expressway interchange.

Economic Conditions Summary: The top industries (in terms of gross domestic product (GDP) are manufacturing and real estate. For the period 2012-2025, the top growth industry is Transportation/Warehousing.

Transportation-Economic Linkages: All major activity centers are served by major roadways on the existing network.

Needs Assessment: Identifies the following needs:

1. The US 29 corridor is underserved by transit, park-n-ride and transportation demand management;

2. The Danville Transit System does not serve a few major employment centers, including Cane Creek and Goodyear;

3. Compared to other parts of Virginia, congestion is not a major issue in the Danville region. However, there are network bottlenecks that create safety and operation concerns due to high traffic volumes and limited network capacity;

4. The Danville region is largely autocentric and is general underserved by alternative modes of transportation;

5. There is a need to improve freight reliability and network connectivity to alleviate issues with truck access to U.S. Route 29; and,

6. Improve passenger reliability for service to multiple activity centers and employment centers along the U.S. Route 58 corridor.

While the VTrans planning process is statewide and does delve into local needs and issues in detail, the findings of its evaluation of conditions in the Danville-Pittsylvania MPO area are consistent with those presented earlier in Section II. Existing Transportation System.

HB 1887 Funding Programs – Establishes funding classifications for improvement projects. These include:

Program Percent of Available Funds State of Good Repair (Statewide) 45%

Projects selected using needs based approach under development



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High Priority Projects Program (Statewide) 27.5%

Project selection subject to HB2 Corridors of Statewide Significance Regional Networks

Construction District Grant Program 27.5%

Project selection subject to HB2 Only Localities may apply Corridors of Statewide Significance Regional Networks Urban Development Areas Safety needs identified in VTrans

For the next six-year program period (Six-Year Transportation Improvement Program: FY 2017-2022), the statewide funding allocations for the District Grant Program are shown in Table 17.

Table 17 Funds Available for FY 2017-2022 SYIP

($ millions)

Source: VDOT Presentation to Commonwealth Transportation Board, June 16, 2015 As Table 17 shows in the cells outlined in red, the Lynchburg District (in which the Danville MPO is located) is allocated $35.7 million for the six-year period for District Funding Grants. Competition for these grant funds is expected to be high.



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HB 2 Prioritization Program – In allocating funds for the District Grant Program, provision of HB 2 prioritization is applied. The basic eligibility requirements are summarized in Table 18, which shows regional entities (Danville MPO) can apply for CoSS and Regional Network grants, and local governments can apply for funding grants for all three project types.

Table 18

Eligible Grant Applicants for District Grant Program

Additional key requirements: • Projects must be located within the boundaries of the applying agency • Localities may submit a joint application for projects that cross boundaries Source: HB2 Implementation Policy Guide. Commonwealth Transportation Board. August 15, 2015. IV.2 HB 2 Project Evaluation Factors

For ranking funding grant applications, VDOT has adopted a set of factors and weights. While there is some variation in the factors and weightings among localities in the state, for the Danville MPO area, the following factors and weights apply:

Economic Development 35% Safety 30% Accessibility 15% Congestion Mitigation 10% Environmental Quality 10%

These adopted factor weightings for the Danville MPO area are identical to weightings recommended to the Commonwealth Transportation Board by the Danville MPO Board on March 2, 2015.



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Considering the HB 2 Factors and relative weights and the amount of funding for Lynchburg District Construction District Grants ($35.7 million for FY 2017-2022 as shown in Table 17), it is evident that certain types of projects will likely be scored higher than others. For example, projects with an evident nexus to economic development and/or a demonstrated safety benefit will tend to receive higher scores. In contrast, projects exhibiting isolated benefits for congestion mitigation and/or accessibility will tend to receive lower scores. It also is expected that, unless a direct economic development and safety benefit can be demonstrated, projects on new alignments will tend to be scored lower because of likely environmental quality issues.

It is also evident that given the limited funding for Lynchburg Construction District Grants, applications for more costly projects will likely not be funded as frequently as those for less costly projects. Localities may consider adding local funding to meet project costs and lessen the amount in the grant application.

IV.3 Prioritization Scoring

With the implementation of revised funding programs and project prioritization processes, the process for selecting projects in the long range plan must also change to reflect funding dynamics. The long range transportation planning process must continue to comply with state and federal guidelines that have not been modified, while at the same time providing eligible projects that can successfully compete for district and statewide funding grants. To accomplish these dual objectives, the 2040 Update to the Danville-Pittsylvania Area Long-Range Transportation Plan has conducted a preliminary evaluation of potential improvement projects using the factors and weights specified in HB 2 implementation procedures.

The scoring has been set on an increasing benefit scale of 1-5. Using Safety as an example, scores were assigned as follows:

1. Do not demonstrate safety benefit to existing facilities 2. Demonstrate marginal safety benefit to existing facilities 3. May result in safety benefits that can be demonstrated 4. Indirectly address high crash corridors (see Figure 2, page 11) 5. Directly address high crash corridors (see Figure 2, page 11)

The same general scoring basis was applied to projects for the other four factors. For example, projects near or directly associated with existing or planned industrial parks or major commercial centers were scored higher for economic development. In contrast, projects with no evident relationship to activity centers were scored lower. The project scoring by factor and total weighted score are presented in Table 19: Project Scoring on HB 2 Factors. While not presented in final priority ranking, these scores have been used as a guide for selecting projects for the financially constrained long range plan.



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Table 19 Project Scoring on HB 2 Factors

Project Description (From/To)Estimated

Cost ($ 2015)

Locality Remarks Ecomonic Development Safety Access Congestion

MitigationEnvironmental

SensitivityWeighted

Score

Piney Forest Road and Central Boulevard (US 29 Bus.) -- Piney Forest Road to Parker Road $6,273,408 City of DanvilleIntersection and circulation improvements (includes shift of Piney Forest Road connection to opposite Parker Road). 4 5 4 5 3 4.30

Kentuck Road (VA Rte 729) Improvements $5,359,000 Danville/Pittsylvania Improvements at 3 locations 5 4 3 4 3 4.10

US 29 (Central Boulevard) at VA 413 (Memorial Drive) $1,045,568 City of Danville Improve alignment of southbound to westbound ramp 4 5 3 4 3 4.05

Mt. Cross Road (Rt. 750) - City Line to Old Mt. Cross (Phase 1 & 2) $15,250,000 City of Danville Widen to 4 Lanes with two-way center left turn lane 4 5 3 4 3 4.05

Route 58 Business & Berry Hill Road (US 311) Intersection Improvements $3,100,000 Pittsylvania County Add eastbound and northbound turn lanes. Modify signal 5 3 5 3 3 4.00

Piney Forest Road (US 29 Bus.) at North Main Street (VA 293) $1,908,162 City of DanvilleUpgrade and signalize intersection, modify circulation patterns (including re-alignment of Seminole Drive) 3 5 4 5 3 3.95

Berry Hill Road (US 311) from Route 58 Business to Industrial Park $19,100,000 Pittsylvania County Improve pavement section to 24 feet in width 5 4 4 1 3 3.95

Moorefield Bridge Road Improvements $3,260,203 Danville/Pittsylvania Improvements at 3 locations 3 5 3 4 3 3.70

Sandy Creek Bridge Replacement (Rt. 730) $1,472,291 Pittsylvania County Replace Bridge 3 5 3 3 3 3.60

Airport Dr. at Stinson Dr. $20,100,000 City of Danville Geometric improvements. 4 4 4 1 3 3.60

S. Boston Rd. (US 58)- Rt. 29 Exp. To City Line $27,900,000 City of Danville Safety & Access Management 3 5 3 3 3 3.60

S. Boston Rd. (US 58) - City Line To Ringgold Depot Rd. (Rt. 726) $7,300,000 Pittsylvania County Safety & Access Management 3 5 3 3 3 3.60

US 58 Widening - from 29 Bypass to Rt. 729 $5,600,000 City of Danville Widen to 6-lanes. 4 5 1 3 2 3.55

Piney Forest Road (US 29 Bus.) -- Audubon Drive to Beaver Mill Road $1,500,000 City of DanvilleIntersection and circulation improvements (includes shift of Beaver Mill Road/Wendell Scott intersection; connect Pineview Drive and Deer Run Road to Beaver Mill Road)

3 4 4 3 3 3.45

Riverside Drive (US 58 Bus.) - Piedmont Dr. to Westover Dr. $7,900,000 City of Danville Safety & Access Management 4 3 3 4 3 3.45

Reconstruct interchange of 29 Bus. and 58 Bus. $17,000,000 City of Danville 3 5 2 3 3 3.45

VA 360 -- Danville corporate limits to VA 41 Extension $151,500,000 Pittsylvania County Widen to four lanes 4 3 3 3 3 3.35

Berry Hiil Road (US 311)- Study area boundary (North Carolina line) to US 58 $23,850,000 Pittsylvania County Improve two-lane facility 4 3 3 1 3 3.15

VA 729 (Kentuck Road) -- US 58 to VA 730 $14,600,000 Danville/Pittsylvania Widen to four lanes 4 3 3 1 3 3.15

Ringgold to Riverwalk Trail Connector $34,600,000 Danville/Pittsylvania Multi-purpose multi-modal trail connecting existing trail systems 4 3 3 1 3 3.15

VA 730 and 733 -- VA 41 Extension to 0.1 miles south of railroad tracks on VA 733 $145,600,000 Pittsylvania County Reconstruct to current two-lane standards, includes improvements to intersection at VA 730/VA 733 3 3 3 3 3 3.00

VA 726 (Kentuck Church Rd) -- 0.7 mi. north of VA 729 to intersection of VA 360. $31,100,000 Pittsylvania County Improve two-lane facility 3 3 3 2 3 2.90

Elizabeth Street/Edgewood Drive -- US 29 to US 29 Business $17,000,000 City of Danville Improve two-lane facility 4 2 3 1 3 2.85

VA 863 -- US 58 to 0.8 miles south of VA 750 $27,900,000 Pittsylvania County Construct roadway on new alignment. 5 1 4 1 1 2.85

Berry Hill Connector Road - Oak Ridge Farms Interchange (w/ US 58 Bypass) to Berry Hill Road (US 311) $85,000,000 Pittsylvania County Construct 4-lane roadway on new alignment. 5 1 4 1 1 2.85

Oak Ridge Farms Interchange (w/ US 58 Bypass) $28,900,000 Pittsylvania County Interchange improvements. 5 1 4 1 1 2.85

VA 863 -- 0.8 miles south of VA 750 to 0.5 miles south of VA 719 $12,900,000 Pittsylvania County Improve two-lane facility 3 3 3 1 3 2.80

VA 41 -- VA 719 west to VA 863 $45,300,000 Pittsylvania County Widen from 2 to 5 lanes 3 3 3 1 2 2.70

VA 41 Extension -- VA 730 (0.4 miles west of VA 729) to VA 360/US 29 Bypass $55,300,000 Pittsylvania County Construct roadway on new alignment 2 3 4 2 2 2.60

VA 360 -- VA 41 Extension to study area boundary $12,600,000 Pittsylvania County Improve two-lane facility 2 3 3 1 3 2.45

VA 750 -- VA 863 to VA 883 (study area boundary) $30,000,000 Pittsylvania County Widen to four lanes 2 3 3 1 3 2.45

VA 726 -- US 58 to Rt. 655 $18,000,000 Pittsylvania County Improve 2-lane facility. 2 3 1 1 3 2.15

VA 863 -- 0.5 miles south of VA 719 to VA 41 $73,800,000 Pittsylvania County Construct roadway on new alignment 1 3 3 1 1 1.90

Piney Forest Parkway (US 29 Bus.) -- Mt. Cross Rd. to US 29 Bus. $14,600,000 Danville/Pittsylvania Construct 4-lane parkway on new alignment 1 1 4 1 1 1.45

VA 750 (Mount Cross Parkway) -- VA 863 to US 29 Business (Piney Forest Road) $15,100,000 Danville/Pittsylvania Construct 2-lane parkway on new alignment (in 4-lane ROW) 1 1 4 1 1 1.45

VA 863 -- VA 41 to US 29 $36,900,000 Pittsylvania County Improve two-lane facility 1 1 4 1 1 1.45



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IV.4. CLRP Improvement Alternatives

The process of developing improvements for the 2040 Update to the Constrained Long Range Transportation Plan (CLRP) was initiated with the development of two improvement plan alternatives. With each alternative emphasizing a specific theme, these were:

1. Berry Hill Industrial Park Access: This alternative was developed to identify the improvements needed by the Year 2040 if the Berry Hill Industrial Park (southwest Pittsylvania County) were to be developed. Key projects in this alternative included:

Route 58 Business & Berry Hill Road (VA 311) Intersection Improvements

Mount Cross Road (Route 750) widening from Old Mount Cross Road to corporate limits (Phase 1 & 2)

Berry Hill Road (Route 311) widening from Route 58 Business to Industrial Park (Preliminary Engineering Only - $1 Million)

2. Operations & Safety Focus: This alternative was developed to address corridors and intersections, which based on the analysis of current conditions exhibit congestion and/or high crash frequencies. Key projects in this alternative included:

Access management measures on US Route 58 East (South Boston Highway) and West (Riverside Drive) and (Martinsville Highway)2

Geometric improvements on Piney Forest Road

Mount Cross Road (Route 750) widening from Old Mount Cross Road to corporate limits (Phase 1 & 2)

It should be noted that both alternatives included the widening of Mount Cross Road, which is partially funded in the current Six Year Transportation Improvement Program.

The alternative improvement plans were presented at the Third Citizens Information Meeting on July 23, 2015. They were then discussed with the Project Management Team on August 25, 2015, at which the recommended improvement plan was selected. It was then presented to the MPO Board at a meeting held on September 16, 2015.

Other roadway improvements that are not funded in either the Six-Year Improvement Program and/or the TIP are also recommended – all recommended improvements in the Transportation Plan, however, are eligible for funding based on expected funding streams within the 2040 timeframe of the Plan.

The proposed roadway improvements are shown in tabular form in Table 20 and are depicted on the map included in the back pocket of this document. Drawings of the typical sections for roadway improvements are shown in Figure 10.

2 Route 58 West Access Management Study and Plan: Final Report. URS Corporation. February 2012.



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Figure 10

Due to forecasts of constrained financial resources for roadway improvements, insufficient funds will be available to fully fund all projects. Consequently, for some improvements, sufficient funding for completing preliminary engineering (PE) only has been recommended (see Funding Allocation LRTP 2016-2040 in Table 20 shown in italic type). While preserving available funding for completing several improvement projects, allocating PE funding only ensures that key projects are eligible for federal and state funding, and supports project development activities associated with completing grant applications.

Beyond funding individual projects, funding is also provided for categorical improvements (see four items at bottom of Table 20). These funds are intended to address specific needs and deficiencies while providing flexibility through annual programming of available funds. This Transportation Plan recommends that the allocation of Safety/ITS Operational Improvements be focused on the following areas:

1. Corridors and intersections identified as High Frequency Crash Corridors (See Figure 2);

2. Implementation of the recommendations developed in the West Main – Memorial Drive and US Route 58 West Access Management Studies; and,

3. Implementation of the recommendations developed in the US Route 29 Access Management Plan – Blairs.

Priorities should be established at the time of programming since the forecasted $4.5 million in funds will be programmed by the MPO in coordination with VDOT and local jurisdictions.



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Table 20 Recommended Roadway Improvements

Year 2040

Notes: (1) Map ID number matches number of map of location of improvements (2) Proposed improved roadway cross sections are illustrated in the panel labeled “Typical Roadway Sections.” (3) Planning-level cost estimates based on average estimates for typical section or project description. Inflation has been included in

estimate computation. Unless otherwise noted, cost estimates include preliminary engineering (PE), right of way acquisition and construction. Allocations in italic are for PE and right of way only (See #6, #8 and #10)

(4) Funds programmed in current FY2016-21 Six-Year Improvement Program have been subtracted from project allocation. (5) Funds to be obligated as projects are identified.

2040 Map ID

(1)

Project Description (From/To)

Locality DescriptionProposed Typical

Section (2)

Estimated Cost at Year of

Expenditure (3)

Estimated Cost - Prior Allocation(4)

Year of Expenditure

Previous Allocation

(Prior to 2016)

Fund Allocation in LRTP (2016-2040)

1Route 58 Business & Berry Hill Road (US 311) Intersection Improvements

Pittsylvania County

Add eastbound and northbound turn lanes. Modify signal

R4D $3,290,000 $3,290,000 2018 $0 $3,290,000

2Kentuck Road (VA Rte 729) Improvements

Pittsylvania County/City of Danville

Improvements at 3 locations

R2 $7,213,000 $7,213,000 2030 $0 $7,213,000

3Sandy Creek Bridge Replacement (Rt. 730)

Pittsylvania County

Replace Bridge R2 $2,061,000 $2,061,000 2030 $0 $2,061,000

4Mt. Cross Road (Rt. 750) - City Line to Old Mt. Cross (Phase 1 & 2)

City of Danville

Widen to 4 Lanes with two-way center left turn lane

U5D $17,279,000 $12,563,000 2020 $4,716,000 $12,563,000

5 Airport Dr. at Stinson Dr.City of

DanvilleGeometric improvements.

U2 $840,000 $840,000 2030 $0 $840,000

6Moorefield Bridge Road Improvements

Pittsylvania County/City of Danville

Improvements at 3 locations

RD $4,844,000 $4,844,000 2035 $0 $1,000,000

7US 29 (Central Boulevard) at VA 413 (Memorial Drive)

City of Danville

Improve alignment of southbound to westbound ramp

U4D $1,616,000 $1,616,000 2035 $0 $1,616,000

8Piney Forest Road (US 29 Bus.) at North Main Street (VA 293)

City of Danville

Upgrade and signalize intersection, modify circulation patterns (including re-alignment of Seminole Drive)

U4D $2,949,000 $2,949,000 2035 $0 $1,000,000

9

Piney Forest Road and Central Boulevard (US 29 Bus.) -- Piney Forest Road to Parker Road

City of Danville

Intersection and circulation improvements (includes shift of Piney Forest Road connection to opposite Parker Road).

U4D $10,704,000 $10,704,000 2040 $0 $10,704,000

10Berry Hill Road (US 311) from Route 58 Business to Industrial Park

Pittsylvania County

Improve pavement section to 24 feet in width

R2 $20,269,000 $20,269,000 2018 $0 $1,000,000

N/ASafety/ITS/Operational Improvements (CN)

N/AVarious Improvements

N/A $4,500,000 $4,500,000 $4,500,000

N/A

Transportation Enhancements/Byway/ Other Non-traditional Transportation Projects (CN)


N/A $284,348 $284,348 $284,348

N/A Rail Crossing Safety (CN) N/AVarious Improvements

N/A $40,582 $40,582 $40,582

N/ABridge Rehabilitation/Replacement/ Reconstruction (CN)


N/A $8,090,896 $8,090,896 $8,090,986

Total - Improvements $83,980,826 $79,264,826 $4,716,000 $54,202,916

$851,748,315 (5)Total - Maintenance: Preventative Maintenance and System Preservation, Preventative Maintenance for Bridges, and Traffic and Safety Operation (MPO Wide)



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IV.5 Vision Plan Projects

The total estimated costs for the transportation improvement projects that were identified as part of the transportation plan development process exceeded the estimated funding to the year 2040. As a result, the MPO project management team prioritized the proposed projects in order to identify projects proposed for inclusion in the Financially Constrained Transportation Plan. Those projects with a lesser priority that could not be funded based on the expected funding stream are proposed for inclusion in the region’s Transportation Vision Plan. These projects could be advanced should additional funding become available, and will be considered for inclusion the Financially Constrained Transportation Plan as part of the next plan update. In addition, the Vision Plan includes completion of all of the projects that are funded for Preliminary Engineering (PE) only in the financially constrained Long-Range Transportation Plan. The Vision Plan project list is presented in Table 21.

Table 21 Danville-Pittsylvania Transportation Vision Plan

Notes: (1) Map ID number matches number on Transportation Vision Plan Map (2) Planning-level cost estimates based on average estimates for typical section or project description. Inflation has been included in

estimate computation and is based on expenditure in the Year 2040. (3) Cross section types are illustrated in the panel “Typical Roadway Section.”

Map ID (1)

Project Description (From/To)Estimated Cost

(2)Locality Remarks

Proposed Typical

Section (3)

1Piney Forest Road (US 29 Bus.) -- Audubon Drive to Beaver Mill Road

$20,100,000 City of Danville

Intersection and circulation improvements (includes shift of Beaver Mill Road/Wendell Scott intersection; connect Pineview Drive and Deer Run Road to Beaver Mill Road)

2VA 41 Extension -- VA 730 (0.4 miles west of VA 729) to VA 360/US 29 Bypass

$27,900,000Pittsylvania

CountyConstruct roadway on new alignment U2

3S. Boston Rd. (US 58)- Rt. 29 Exp. To City Line

$7,300,000 City of Danville Safety & Access Management

4S. Boston Rd. (US 58) - City Line To Ringold Depot Rd. (Rt. 726)


CountySafety & Access Management

5 Airport Dr. at Stinson Dr. $1,500,000 City of Danville Geometric improvements. U2

6Moorefield Bridge Road Improvements


County/City of Danville

Improvements at 3 locations R2/U2

7Ringgold to Riverwalk Trail Connector



Multi-purpose multi-modal trail connecting existing trail systems

8Piney Forest Parkway (US 29 Bus.) -- Mt. Cross Rd. to US 29 Bus.



Construct 4-lane parkway on new alignment R4D

9Piney Forest Road and Central Boulevard (US 29 Bus.) -- Piney Forest Road to Parker Road

$13,000,000 City of DanvilleIntersection and circulation improvements (includes shift of Piney Forest Road connection to opposite Parker Road).

10VA 863 -- US 58 to 0.8 miles south of VA 750


CountyConstruct roadway on new alignment. R2



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Table 21 (continued) Danville-Pittsylvania Transportation Vision Plan

Notes: (1) Map ID number matches number on Transportation Vision Plan Map (2) Planning-level cost estimates based on average estimates for typical section or project description. Inflation has been included in

estimate computation and is based on expenditure in the Year 2040. (3) Cross section types are illustrated in the panel “Typical Roadway Section.”

Map ID (1)

Project Description (From/To)Estimated Cost

(2)Locality Remarks

Proposed Typical

Section (3)

11Oak Ridge Farms Interchange (w/ US 58 Bypass)


CountyInterchange improvements.

12

Berry Hill Connector Road - Oak Ridge Farms Interchange (w/ US 58 Bypass) to Berry Hill Road (US 311)


CountyConstruct 4-lane roadway on new alignment. R4D

13VA 750 (Mount Cross Parkway) -- VA 863 to US 29 Business (Piney Forest Road)



Construct 2-lane parkway on new alignment (in 4-lane ROW)

R2

14 VA 863 -- VA 41 to US 29 $31,100,000Pittsylvania

CountyImprove two-lane facility R2

15VA 360 -- Danville corporate limits to VA 41 Extension


CountyWiden to four lanes U4D

16VA 730 and 733 -- VA 41 Extension to 0.1 miles south of railroad tracks on VA 733


CountyReconstruct to current two-lane standards, includes improvements to intersection at VA 730/VA 733

U2

17Reconstruct interchange of 29 Bus. and 58 Bus.

$85,000,000 City of Danville

18US 58 Widening - from 29 Bypass to Rt. 729

$28,900,000 City of Danville Widen to 6-lanes. U6D

19Riverside Drive (US 58 Bus.) Piedmont Dr. to Westover Dr.

$12,900,000 City of Danville Safety & Access Management

20 VA 41 -- VA 719 west to VA 863 $45,300,000Pittsylvania

CountyWiden from 2 to 5 lanes U4D

21VA 360 -- VA 41 Extension to study area boundary



22 VA 726 -- US 58 to Rt. 655 $12,600,000 Improve 2-lane facility. R2

23VA 729 (Kentuck Road) -- US 58 to VA 730



Widen to four lanes R4D

24VA 750 -- VA 863 to VA 883 (study area boundary)


CountyWiden to four lanes R4D

25Berry Hill Road (US 311)- Study area boundary (North Carolina line) to US 58



26Elizabeth Street/Edgewood Drive -- US 29 to US 29 Business

$14,600,000 City of Danville Improve two-lane facility U2

27VA 863 -- 0.5 miles south of VA 719 to VA 41


CountyConstruct roadway on new alignment R2

28VA 863 -- 0.8 miles south of VA 750 to 0.5 miles south of VA 719



29VA 726 (Kentuck Church Rd) -- 0.7 mi. north of VA 729 to intersection of VA 360.





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IV.6 Public Involvement and Plan Adoption

The citizen participation program followed the process and procedures of the Public Involvement Participation Plan and Notification Procedures Manual. Three informal Citizen Information meetings were held on February 25, 2015, April 16, 2015, and July 23, 2015. The first meeting focused on identifying issues and concerns, the second meeting presented improvement alternatives, and the third meeting presented the recommended alternatives. All meetings were held at the Danville Regional Airport.

Notices of the meetings were published in the local newspaper, and posted on the MPO website. In addition, notice was posted on the City’s public access cable channel. Direct notices were sent to targeted mailing lists of interested individuals and organizations. For example, individuals who had attended previous corridor study meetings received letters notifying them of the meetings. In addition, articles were published in the local newspaper describing the planning process, and detailing the purpose, location, and schedule of the meetings.

Continuous coordination was provided through regular meetings of the Danville-Pittsylvania Metropolitan Planning Organization’s (MPO) project management team. This team was established at the initiation of the process and included representatives of the City of Danville, Pittsylvania County, the West Piedmont Planning District Commission, the Virginia Department of Transportation, the Virginia Department of Rail and Public Transportation and the Federal Highway Administration.

In addition, presentations of the recommended plan were provided to the Pittsylvania County Board of Supervisors on October 5, 2015 and to the Danville City Council on October 8, 2015.

A formal public hearing was held on October 21, 2015. Its purpose was to provide the public with the opportunity to comments prior to the adoption by the Metropolitan Planning Organization. Following review and consideration of the comments provided both at the citizen information meetings and at the public hearing, responses to comments were presented at the meeting of the Metropolitan Planning Organization held on August 16, 2010. The responses to citizen comments have been included in Appendix B.

The Danville-Pittsylvania Area Long-Range Transportation Plan – Year 2040 was adopted by the Danville Metropolitan Planning Organization on October 28, 2015.


Final Technical Report V. Environmental Overview Danville Metropolitan Planning Organization October 2015

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V. ENVIRONMENTAL OVERVIEW The improvement recommendations in the Danville-Pittsylvania Area Long-Range Transportation Plan have been subjected to a review of the potential for environmental effects. This overview included the following:

potential residential and business displacements; environmental justice group (low-income and minority) impacts; community disruptions; community service impacts; land use/zoning conflicts; hazardous materials sites; impacts on historic sites and districts; impacts to wildlife refuges, critical habitats, and known locations of threatened and

endangered species; proximity to wild and scenic rivers; encroachment on critical soil types (prime farmlands, erosive soils); proximity to managed forest lands, scenic routes, and parks/recreation areas; air quality impacts; impacts to noise sensitive receptors; and impacts to water quality, floodplains, and wetlands.

This environmental overview serves as an initial checklist of potential impacts and environmental issues associated with transportation recommendations. More detailed assessments of impacts would be determined as part of the project development and design process.

V.1 Overview Process

During the plan development, the MPO examines land development patterns, demographics, travel patterns and trends to identify existing and future transportation problems. The MPO then identifies alternatives to meet current and projected future demands that will provide a safe and efficient transportation system that meets the needs of the traveling public while limiting adverse impacts to the environment and considering forecasted financial constraints.

The inclusion of a recommended improvement in the long-range transportation plan represents preliminary regional support for that improvement. The CLRP is a decision-making tool to determine which projects should be implemented. Subsequent to inclusion in the CLRP, transportation improvements go through several steps from conception to implementation and take many years to successfully complete.

The considerations and recommendations made during the planning process are preliminary in nature. Detailed environmental analysis conducted through the National Environmental Policy Act (NEPA) does not apply to long-range transportation plans. With exceptions for regional ambient air quality, offsetting environmental impacts during the



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long-range planning process is not required. While detailed environmental analysis is not required, it is important to consult with environmental resource agencies during the development of a long-range transportation plan. This interagency consultation provides an opportunity to compare transportation plans with environmental resource plans, develop a discussion on potential environmental mitigation activities, areas to provide the mitigation, and activities that may have the greatest potential to restore and maintain the environment.

Detailed environmental analysis of individual transportation projects occurs later in the project development process as the improvement approaches the preliminary engineering stage. At this stage, project features may be narrowed and refined, and the environmental impacts and environmental mitigation strategies can be appropriately ascertained. Virginia's State Environmental Review Process directs the project-by-project interagency review, study and identification of environmental concerns. Related requirements that typically apply at this stage involve public hearings, environmental permit-processing, and NEPA studies. Usually, a variety of environmental documentation, permit and mitigation needs are identified and environmental findings are closely considered and evaluated. Common project environmental mitigation measures (required silt-fence barriers, precautions to control dust, etc.) are managed using Road and Bridge Standards that apply to all construction activities. Special environmental concerns, however, may differ widely by project and location. As environmental studies are conducted and undergo public and interagency review, needed mitigation plans are specified and committed to within the environmental documents on the particular transportation project or activity. Environmental management systems then are used to monitor, and ensure compliance with, the environmental mitigation commitments.

Potential environmental mitigation activities may include: avoiding impacts altogether, minimizing a proposed activity/project size or its involvement, rectifying impacts (restoring temporary impacts), precautionary and/or abatement measures to reduce construction impacts, employing special features or operational management measures to reduce impacts, and/or compensating for environmental impacts by providing suitable, replacement or substitute environmental resources of equivalent or greater value, on or off-site. Where on-site mitigation areas are not reasonable or sufficient, relatively large off-site compensatory natural resource mitigation areas generally may be preferable, if available. These may offer greater mitigation potential with respect to planning, buffer protection and providing multiple environmental habitat value (example: wetland, plant and wildlife habitat).

Mitigation activities and areas will be consistent with legal and regulatory requirements relating to the human and natural environment. These may pertain to neighborhoods and communities, homes and businesses, cultural resources, parks and recreation areas, wetlands and other water sources, forested and other natural areas, agricultural areas, endangered and threatened species, and the ambient air.

Table 22, provided by the Virginia Department of Transportation, illustrates some potential mitigation activities and potential mitigation areas for these resources:



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Table 22 Mitigation Guidance

(Source: Virginia Department of Transportation)

Resource Key applicable requirements

Potential mitigation activities for project implementation

Potential mitigation areas for project implementation

Neighborhoods and communities, and homes and businesses

Un ifo rm Rel ocat ion Assistance and Real Property Acquisition Policy Act at 42 USC 4601 et seq.

Impact avoidance or minimization; context sensitive solutions for communities (appropriate functional and/or aesthetic design features).

Mitigation on-site or in the general community. (Mitigation for homes and businesses is in accord with 49 CFR 24)

Cultural resources National Historic Preservation Act at 16 USC 470

Avoidance, minimization; landscaping for historic properties; preservation in place or excavation for archaeological sites; Memoranda of Agreement with the Department of Historic Resources; design exceptions and variances; environmental compliance

it i

On-site landscaping of historic properties, on-site mitigation of archeological sites; preservation in-place

Parks and recreation areas

Section 4(1) of the U.S. Department of Transportation Act at 49 USC 303

Avoidance, minimization, mitigation; design exceptions and variances; environmental compliance monitoring

On site screening or on-site replacement of facilities; in some cases, replacement of affected property adjacent to existing

Wetlands and water resources

Clean Water Act at 33 USC 1251-1376; Rivers and Harbors Act at 33 USC 403

Mitigation sequencing requirements involving avoidance, minimization, compensation (could include preservation, creation, restoration, in lieu fees, riparian buffers); design exceptions and variances; environmental compliance monitoring

Based on on-site/off-site and in-kind/out-of-kind sequencing requir em ents; pr ivate or publicly operated mitigation banks used in accordance with permit conditions. Mitigatio areas will be limited by density of development and requirements for replacement within the affected area.

Forested and other natural areas

Agricultural and Forest District Act (Code of VA Sections 15.2-4305; 15.2- 4307-4309; 15.2-4313); Open Space Land Act (Section 10.1-1700-1705, 1800-1804)

Avoidance, minimization; Replacement property for open space easements to be of equal fair market value and of equivalent usefulness; design exceptions and variances; environmental compliance monitoring

Landscaping within existing rights of way; replacement property for open space easements to be contiguous with easement; replacement of forestry operation within existing agriculture/forestal district

Agricultural areas Farmland Protection Policy Act of 1981 at 7 USC 4201- 4209, Agricultural and Forest District Act (Code of VA Sections 15.2-4305; 15.2-4307-4309; 15.2-4313)

Avoidance, minimization; design exceptions and variances; environmental compliance monitoring

Replacement of agricultural operation within existing agriculture/forestal district

Endangered and threatened species

Endangered Species Act at 16 USC 1531-1544

Avoidance, minimization; time of year restrictions; construction sequencing; design exceptions and variances; species research; species fact sheets; Memoranda of Agreements for species management; environmental compliance monitoring

Relocation of species to suitable habitat adjacent to project limits

Ambient air quality Clean Air Act at 42 USC 7401-7671, and Conformity regulations at 40 CFR 93

Transportation control measures, transportation emission reduction measures

Within ai r quali ty non -attainment and maintenance areas



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V.2 Project Overview Evaluation

All projects are anticipated to undergo the environmental documentation process, which requires an evaluation of a range of alternatives for meeting the purpose and need for the respective improvements. While the number of alternatives will likely vary among the projects, at a minimum all will include evaluation of a no build alternative and of at least one improvement alternative.

V.2.1 Programmed Projects

Of the ten projects included in the financially constrained long-range plan, one is partially funded in the Six-Year Improvement Program: FY 2016-2021:

2040 Map Id # Project Description 4 Mount Cross Road – Widening to 4 lanes with a 2-way center left turn

lane from Old Mount Cross Road to corporate limits. The purpose and need for the roadway improvements is to address deficiencies involving safety (high crash rates) and capacity (low peak hour service levels).

V.2.2 Bridge Replacement

One project in the Transportation Plan provides for replacement of an existing bridge.

2040 Map Id # Project Description 3 Sandy Creek Bridge Replacement (Route 730)

The purpose and need for this project is to maintain safe movement of traffic along route 730 by replacing an aged and deficient bridge structure. Environmental documentation is likely to focus on methods to minimize impacts on Sandy Creek during construction.

V.2.3 Alignment and Geometric Improvements

Seven projects provide for alignment, intersection and/or geometric improvements on existing facilities.

2040 Map Id # Project Description

1 Route 58 Bus. at Berry Hill Road (US 311) Intersection Improvements The purpose and need for this project is to address existing geometric deficiencies and to accommodate improved access to the Berry Hill Industrial Park.

2 Kentuck Road Intersection Improvements

The Purpose and need for this project is to address geometric, capacity and safety issues and three key locations.



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2040 Map Id # Project Description 5 Airport Drive at Stinson Drive

The purpose and need for the improvements are to address existing geometric deficiencies and improve access to industrial areas along Stinson Drive to the west.

6 Moorefield Bridge Road Improvements

The purpose and need for these improvements is to enhance safety and capacity by installing geometric and traffic control improvements on this rural secondary corridor.

7 US Route 29 (Central Boulevard) at Memorial Drive

The purpose and need for the interchange improvements is to enhance safety and traffic flow by improving the interchange configuration, increasing design speeds and sight distances.

8 Piney Forest Road at North Main Street The purpose and need for the intersection improvement is to enhance safety and traffic flow by increasing turning movement storage capacity, improving sight distances, and installation of a traffic signal.

9 Piney Forest Road (Central Boulevard to Parker Road) The purpose and need for the intersection improvement is to enhance safety and traffic flow by increasing turning movement storage capacity, increasing the number of turn lanes, and improving sight distances through realignment of approaching side streets.

Since these projects involve improvements to existing facilities in developed areas, environmental documentation likely will focus on potential access impacts during construction to adjacent businesses and residences.

V.2.4 Improvements on Existing Alignments

One project (in addition to Mount Cross Road detailed above) provides for widening on existing alignment.

2040 Map Id # Project Description 10 US Route 311 (Route 58 Bus west to Berry Hill Industrial Park )

The purpose and need for widening of the pavement to 24 feet in width is to improve access between the Berry Hill Industrial Park and the Danville Expressway/US Route 58 Business corridors The improvements will address forecasted access needs for anticipated Park development.

The environmental documentation process will evaluate a complete range of resource impacts for each of these four improvement projects.


Final Technical Report VI. Federal Planning Factors Danville Metropolitan Planning Organization October 2015

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VI. FEDERAL PLANNING FACTORS To ensure compliance with the Moving Ahead for Progress in the Twenty-first Century Act (MAP-21), the federal legislation governing transportation planning, and with the rules promulgated to implement MAP-21, the 2040 Transportation Plan was developed to address key planning factors. These factors are intended to ensure that transportation plans are developed to consider all transportation modes, the environmental and social impacts of transportation projects, and better plan for the future through such actions as early preservation of transportation rights of way. These factors must be considered as part of the planning process for all metropolitan planning areas.

VI.1 Economic Vitality

Support the economic vitality of the metropolitan area, especially by enabling global competitiveness, productivity, and efficiency.

The Plan places emphasis on ensuring multi-modal access to major industrial areas, such as Cane Creek Centre and the Berry Hill Industrial Park. The efficiency of freight movement can be enhanced through highway improvement projects, such as widening certain roadways, constructing roadway connections to major arterials, and improving access to existing rail and truck facilities. The following projects, actions and policies are all recommended in the transportation plan, in part, to enhance the efficient movement of freight and to improve interstate accessibility to the MPO area.

Major Projects: Improved access to existing and planned industrial areas along Route 729 east of

the Route 29 Bypass will be provided by the proposed improvements to Kentuck Road’s key intersections.

Access management on Route 58 East (South Boston Highway) and West (Riverside Drive and Martinsville Highway) to ensure the continued function of this roadway as a major regional connector.

Improved regional access into major activity centers such as the Berry Hill Industrial Park and Cane Creek.

Widening Mount Cross Road.

Other Actions and Policies:

Improve transportation flow and efficiency by concentrating on the movement of people and goods to support mobility and the economic viability of Danville and Pittsylvania County.

Promote air and rail freight service in the Danville-Pittsylvania area.

Ensure that any proposed improvements to the Danville Expressway are consistent with its proposed inclusion into the federal interstate system of highways as Interstate 785. Such improvements should meet design guidelines for interstate freeways.



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VI.2 Increase Safety

Increase the safety of the transportation system for motorized and non-motorized users:

The Plan allocates substantial funding for corridor and intersection safety improvements along Piney Forest Road, Moorefield Bridge Road and along Central Boulevard (US 29 Business) and promotes policies for ensuring transit access to employment and retail centers. In contrast with the findings in the roadway crash analysis, no existing safety problems have been identified in the transit system. Recommendations to address potential safety issues and encourage additional use of the transportation system are part of this Transportation Plan. These include:

Major Projects: Ramp alignment improvements at the Central Boulevard (US 29) interchange with

Memorial Drive Intersection improvements at Piney Forest Road and North Main Street Intersection improvements at Piney Forest Road from Central Boulevard to Parker

Road Kentuck Road and Moorefield Bridge Road geometric and safety improvements

Other Actions and Policies: Construction of lighted bus shelters at major stops. Improved transit transfer hubs in downtown and elsewhere.

VI.3 Increase Security

Increase the security of the transportation system for motorized and non-motorized users:

The Plan provides redundancy for travel routes, avoiding vulnerable bottlenecks for which no alternative routes are available.

Major Projects: Ramp alignment improvements at the Central Boulevard (US 29) interchange with

Memorial Drive Implementation of Access Management Study’s recommendations


Improve high frequency crash corridors



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VI.4 Increase Accessibility and Mobility

Increase accessibility and mobility of people and freight:

The Plan focuses on addressing existing safety and capacity deficiencies, and provides for more direct routes to employment centers. It also identifies transit service enhancements and improvements.

Major Projects: Improved access to the planned Berry Hill Industrial Park economic development

area. Access management on Route 58 East and West to ensure the continued function

of this roadway as a major regional connector. Enhanced regional access (including proposed improvements on Piney Forest Road

and Mount Cross Road) into major retail commercial activity centers in the Piedmont Drive corridor vicinity.

Other Actions and Policies: Improve transportation flow and efficiency by concentrating on the movement of

people and goods to support mobility and the economic viability of Danville and Pittsylvania County.

Support access by bicyclists and pedestrians to and between major recreation areas and other activity centers.

The Transportation Plan supports improved access via automobile and transit to the planned major employment centers near the Danville Airport and the industrial areas north of Route 58 East and south of Route 58 West.

Modification of local subdivision and site plan ordinances to provide for transit service stops at major destinations.

VI.5 Environmental Enhancement and Quality of Life

Protect and enhance the environment, promote energy conservation, improve the quality of life, and promote consistency between transportation improvements and State and local planned growth and economic development patterns.

The Plan provides a multi-modal approach to address potential service to economic development opportunities, and is consistent with State plans for roadways, transit and trails. Finally, major improvements have been located away from environmentally sensitive areas. A systems level overview of the social, economic, energy and environmental effects of the alternative improvement packages was conducted as part of the development of this Long- Range Transportation Plan. The benefits anticipated by the implementation of some of these recommended projects are listed below. Major Projects:

Construction of improvements to Mount Cross Road will reduce congestion entering



47

the retail commercial area along Piedmont Drive, resulting in improved safety, traffic flow, and air quality.

Implementation of access management recommendations along U.S. Route 58 East and West will result in improved safety, traffic flow, and air quality.


Promote high density growth in areas (Downtown, Danville Mall, and Piney Forest) served by transit.

All projects recommended in this transportation plan were assessed for their environmental, socioeconomic, and energy impacts.


Encourage consolidation of driveway access points and tighter controls on access. Support transit service for transportation-disadvantaged. Provide focused transit service to major destinations. Identify and support transit-dependent communities. Support access by bicyclists and pedestrians to and between major recreation

areas and other activity centers. Maintain existing focus on transportation maintenance. Continually identify and upgrade unsafe intersections and roadways (via semi-

annual corridor and intersection studies). Promote air and rail freight service in the Danville-Pittsylvania area. Promote ridesharing by involving employers and employees in improving

transportation. The Transportation Plan recommendations are the result of the analysis of the impacts of existing and projected economic, demographic, and land use activities, and projections of potential transportation demands based on the interrelated level of activity in these areas. Several traffic model runs were performed to evaluate the effects of the package of recommended improvements on projected transportation demands. An environmental overview, identifying the environmental, household, commercial, social, and land use impacts related to each major project, was also performed.

The following recommended construction projects would be controlled access facilities or would convert existing facilities to controlled access facilities. By concentrating access points at particular locations, strip development is disallowed, and more concentrated growth is promoted. The proposed access management on Route 58 will also have direct positive impacts on land use and development on this important corridor. The following actions and policies, included in this transportation plan, were developed, in part, to consider the effect of transportation policy decisions on land use and development and the consistency of



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transportation plans and programs with the provisions of all applicable short- and long-term land use and development plans:

Promote bicycle and pedestrian circulation and connections within major activity centers such as downtown Danville and the River District, the Piedmont Drive commercial area (Danville Mall/Coleman Marketplace, etc.), and other activity and population centers in the MPO area.


Promote high density growth in areas (Downtown, Danville Mall, and Piney Forest) served by transit.

Ongoing focus on maintaining and improving the geometry and signage on radial roadways into and out of the city.

Many projects and policies recommended in the Transportation Plan will help to reduce congestion on arterial roadways, thereby improving traffic flow and reducing energy consumption, and encourage the use of other more energy-efficient modes of travel. These recommendations are consistent with state and local goals and objectives relative to energy consumption. The following actions and policies were developed in part to meet energy conservation goals:

Reduce spot congestion through ongoing intersection and corridor studies. Promote high density growth in areas (Downtown, Danville Mall, and Piney Forest)

served by transit. Support access by bicyclists and pedestrians to and between major recreation

areas and other activity centers Assess cost-effectiveness of fixed-route service to lower density areas as compared

to demand responsive or taxi service. Continually identify and upgrade unsafe intersections and roadways. Promote intercity train and bus service. Encourage preferential parking for carpools in conjunction with public awareness

program. Encourage employers to use staggered work hours to relieve spot congestion at

plant entrances. Promote ridesharing by involving employers and employees in improving

transportation. Support access by bicycle to and between major recreation areas and other activity

centers. Promote pedestrian circulation and connections within major activity centers such as downtown Danville and the River District, the Piedmont Drive commercial area (Danville Mall/Coleman Marketplace, etc.), and other activity and population centers in the MPO area. Expand the successful Riverwalk Trail system and connect it to the Ringgold Depot Trail and major trip generators such as schools, shopping centers, etc., where feasible.



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VI.6 Enhance Intermodal Connectivity

Enhance the integration and connectivity of the transportation system, across and between modes, for people and freight.

The Plan provides for enhanced intermodal access by improving capacity, geometry and safety on major inter-city routes and to existing and planned employment centers. It also provides for access improvements at the airport and enhanced transit accessibility to industrial areas. Major Projects:

Access management on Route 58 East and West, Widening of Mount Cross Road Access management improvements on US Route 29 - Blairs



Ongoing focus on maintaining and improving the geometry and signage on radial roadways into and out of the city.

Support access by bicyclists and pedestrians to and between major recreation areas and other activity centers

There are no ports, national parks, national monuments, or military installations in the Danville-Pittsylvania area. Transportation projects, policies and other actions recommended in this Transportation Plan will improve major freight distribution routes and access to intermodal facilities, the airport, and recreation areas.

VI.7 System Management

Promote efficient system management and operation.

The Plan emphasizes development of transportation system management approaches to addressing deficiencies. Transportation needs that were identified in the development of the management systems (the Pavement, Bridge, Highway Safety, Traffic Congestion, Public Transportation Facilities and Equipment, and Intermodal Facilities and Systems management systems) were addressed in the development of the following recommended projects, policies and actions. Major Projects:

Geometric improvements at the following locations: o Airport Drive and Stinson Drive o Central Boulevard and Memorial Drive o Piney Forest Road and North Main Street



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o Piney Forest Road (Central Boulevard to Parker Road) o Route 729 (Kentuck Road) o Rote 863 (Moorefield Bridge Road)


Reduce spot congestion through ongoing intersection and corridor studies. Keep existing focus on transportation maintenance. Utilize transportation modeling software as storage basis for traffic data, both

existing and historical; make increasing use of geographic information systems. Develop and maintain a list of critical intersections and corridors for congestion

analysis. Support access by bicyclists and pedestrians to and between major recreation

areas and other activity centers Incorporate management systems into transportation decision-making process

when developing the transportation improvement program (TIP).

Relieving congestion and preventing future congestion is a primary goal of the Transportation Plan. Many of the recommendations and policies listed above will assist in the achievement of this goal.

VI.8 Preserve Existing Transportation System

Emphasize the preservation of the existing transportation system.

Many of the Transportation Plan recommendations relate to upgrading existing facilities to meet current safety, drainage, pavement, and bridge structure standards. The Plan includes substantial investment in existing facilities, including transit, airport and roadway improvements. It emphasizes improvements at existing alignments, interchanges and intersections, and it provides for bridge replacements and pavement section upgrades.

Other actions that will preserve and extend the life of the transportation system include access management through corridor studies and land use decisions made in concert with transportation concerns (such as overlay zoning in major transportation corridors and where feasible, integrating alternative forms of transportation).


Final Technical Report Summary of Comments: Public Involvement Danville Metropolitan Planning Organization October 2015

A-1

TECHNICAL REPORT Summary of Comments from Public Involvement Period

First Citizens Information Meeting February 25, 2015 at the Danville Regional Airport: 4:00-6:00 PM

Name Issue Position Kent Shelton Access to Berry Hill

Industrial Park from Route 58 Business

Most important transportation need in the Danville MPO area is improved access to Berry Hill Road from Route 58 Business and widening Berry Hill Road to serve the Mega Park.

Second Citizens Information Meeting April 16, 2015 at the Danville Regional Airport: 4:00-6:00 PM

Name Issue Position No Name Inland Port Potential

& Multimodal Accessibility

Add bus routes for improving area’s attractiveness for businesses. Enhance tourism with historically based events. Expand Averett University.

Buddy Rawley & Meg Stevens

Averett University Access needs of North Campus off Mount Cross Road. Consider roadway and pedestrian improvements to site.

Third Citizens Information Meeting July 23, 2015 at the Danville Regional Airport: 4:00-6:00 PM

No comments received at meeting


Final Technical Report Summary of Comments: Public Involvement Danville Metropolitan Planning Organization October 2015

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Public Hearing October 21, 2015 at the Danville Regional Airport: 4:00-6:00 PM

Name Issue Position Joseph A. Salmon HS Rail Develop HS Rail (AMTRAK) for use by

Danville’s institute and Cyberpark. Incorporate “Green Infrastructure.’ Pursue major movie project.

No Name Route 863 (VA 311) Would like roadway upgraded over time. No Name Route 863

(Mooresville Bridge Road)

Straighten and improve roadway as part of US. Route 58 to US Route 29 northwest bypass.

year 2040 update...transit, intercity bus, bicycle, walkways, air, and rail. enhancing the quality...

Documents