Rural Transportation Advisory Committee Meeting   10/15/2024

Correct.

We'll still take some notes so that way everyone has that just in case to review.

Gotcha.

I guess just one quick one.

According to our regular schedule, our December meeting will be December 17th.

We have had a couple of other committees here at TJPDC choose to move that date.

I don't know yet, but I mean, the MPO tech is on the 10th already.

It's a softly moved RTAC.

If no one deposed,

I think.

Yeah.

Give me a second.

I was in the wrong space here.

OK. All right, seeing a lot of head nods.

So all right, we will keep it to our regular scheduled time for the 17th.

All right.

Thank you, Sarah.

All right.

Awesome.

If you can.

I thought it would, but you never know what time it is.

I know, I just, like, poured it myself in the eye.

I was not worried that I could just go to a price bar.

Okay.

Thanks, John.

Sorry for the little delay here.

Okay, so everybody, my name is Jason Espie, I'm the Senior Director of Planning at Jaunt, a regional transit agency you're probably all familiar with.

This is a presentation, a high level presentation of the Rural Transit Needs Assessment that was conducted by

North Dakota State University, Professor Jeremy Mattson.

He is going to be presenting this to the Regional Transit Partnership on December 12, I believe, along with Mike Murphy, who's the CEO of Jaunt.

I'll be there as well.

So this is a sneak peek of the findings and the approach that Dr. Mattson used in determining levels of rural demand and need and service.

I'll go through the high level.

of the process.

The document is available on John's website under the documentation tab.

So if you wanted the full document, if you want to dive into the details, I invite you to go there.

Not going to spend a lot of today going into the very details of the methodologies.

I'm just going to give you a high-level pass just so that Dr. Matson is a respected researcher in rural transit and was very helpful in putting this together for us.

So the study overview really looked at, started with obviously population demographics and looked at the transit propensity populations, which include low income households, elderly youth, one car or no car households, households of disabilities, and basically like the TDP and other studies that look at transit, looking at levels of ridership per capita,

based on the presence of these populations.

You come up with an index based on all of those, sort of the transit index, and through that lens, you can look at an area.

It looked at existing transit service levels that John provides, specifically our rural demand response, which essentially would be summed up as we do circulator services in counties, sort of

within a county, and then we do links to the Charlottesville urbanized area, including Albemarle, through a link service that comes in, tends to be directional in the morning and back out in the afternoon.

And so the listing service looked at what we're actually currently providing, and then the service gaps.

He looked at what the transit agencies across the country, what they do, like a maximum level service.

If you're able to offer seven days a week,

10 hour spans of service a day.

That's sort of like a gold star, right?

That's a level seven.

Level one, probably very little, no transit.

We're somewhere in the middle.

We offer essentially for a lot of rural areas a lifeline service, which means that, for example, Albemarle demand response service span is 10 a.m. to 2 p.m. Can you get to your appointment?

Yes.

Do you have a lot of choice sometimes?

No.

You can get in, maybe you can't get out.

And so we never stranded anybody, but we do, our reservation is we'll work with people to figure out how they can or cannot fit the time span.

So we're gonna get waxing a little bit too much in the service, but it looked at the difference between what we're offering and what could be offered.

And they came up with recommendations by county and conclusions, which we're gonna jump to.

Actually, no, we're gonna look a little bit,

It's a lot of these maps.

This one is total trips per capita existing fiscal year 2023.

The dark brown is 0 to 0.5 trips per capita.

And this is per capita to those transit dependent, transit propensity populations, right?

Not per capita entirely.

And because that's what the demand is based on is those populations which would

tend to rely more on transit.

The beige is 0.15 up to one, one to two is yellow, light green is 2.0 to four, and four and above is the dark green.

You see the urbanized area of Charlottesville and 29 North and Crozet tend to be the highest per capita.

But also there's a bunch out in Louisa.

And then Greene County does have, you know, Standardsville and Ruckersville are kind of two activity centers there along 33.

Okay.

So important to understand the service gap, because basically a lot of the analysis revolves around that.

Looked at peer communities and

in North Carolina, Wisconsin and North Dakota to look at what kind of per capita ridership they had based on the level of service that was being provided, based on sort of the presence of transit dependent populations.

The mobility gap is, I have this, I have notes, I don't have my notes on them.

So the mobility gap is the difference between

Let me see if I get this right.

So the mobility gap is the number of trips not taken because of a lack of access to a vehicle.

And that's as per the trans-operative research program report by 61.

Mobility Gap is estimated as the difference between trip rates, between households with no vehicles, and those with one vehicle.

So that's one methodology for looking at demand.

There's a couple other ridership models.

Professor Batson had his own.

So he looked at the mobility gap figures and their metrics.

He has his own model, which he developed in 2017.

This model estimates ridership based on population as well as

So the number of days per week that the service is provided, how far in advance riders must be reserved, and the fare level.

And based on that, it can get predicted levels of ridership for an area based on five days a week and based on reservations one day in advance, which is our current.

Not all rural counties get five days a week.

For example, Nelson gets three.

It's based on budget.

It's based on need.

And so

That comes up at the end of the day, you're getting ridership per capita.

And based on that, let me go back to presentation.

Based on that, he established ridership targets for every locality in the service area.

And those ridership targets were tiered, because you can't really 100% say,

We are definitely, there's a mobility gap.

There's a demand based on the number of population that needs transit.

And based on what current weathership is, there's a gap.

And that gap can be met by adding more service to meet that.

It's under the, basically I should rename this study, if you build it, they will comment.

If you, there's a demand out there that you established, and in order to see how well we're meeting that demand, we say,

There's three different level of goals.

There's a goal, a less ambitious goal, a medium, and then a highly ambitious goal for meeting those.

And I'm going to flip through these.

You establish the deficit in the ridership for each goal.

There's a table after this which shows the goals numerically.

But if you're going to wrap up your service, you're going to meet more ridership than goal two, and then goal three.

and where you want to go all depends on how much resources we can put towards meeting unmet demand.

So the current county level riderships, if you look at, these are the numbers for ridership for based on the 2023 baseline.

Albemarle goal one would be getting at least 93,000.

Goal two would be 117,000.

Current ridership is 160.

So Albemarle actually is meeting goals one and two based on the stretch ones.

Goal three, we take a look, wrapped up a little bit more, you could say basically you could get up to 187,000 ridership in Albemarle having a loan.

So the others, just take a look at the various, Fluvanna, Greene, these are all based on the population per capita of trans-independent populations.

and Nelson.

We even looked at Western Deutschland and we'll get on that a little bit because we're, Deutschland was included in this to look at, you know, is there a demand out there for Deutschland to come west towards Charlottesville or is the magnetic force more towards Richmond in terms of the meeting pattern?

So we'll get to that in a bit.

But, so here's like, if we're meeting the goals, Seattle Marl is meeting goals one or two, all the others have room to go.

Greene is also meeting one or two,

but could add some more.

This is the ridership deficit.

So in theory, we're agreeing to go to Gold Fork, expand service to capture another 11,000 riders.

Again, Albemarle, expand service, you can get up to 27,000 based on his model, his demand model.

Buckingham and the others, Fluvanna, Louisa, Nelson, and Western Houston, all have

from Gold, even to be the first one, Gold I.

There's a back of the envelope cost, whatever cost to get there, for Albemarle to get to Gold III.

It was estimated at, there's cost per rider.

Everybody came up with $50 per ride.

I forget, it's in the details.

So there's a metric, basically he looked

the ridership and said you know cost this much to perform a ride and then you can get a rough calculation of the operating cost to meet that demand so basically if you in order to get up to um let's see we're back here try which gold did he pick uh Louisa is 18 Louisa yeah

So I think he chose just to get to Goal 1 for the ones that haven't reached Goal 1 yet, like Buckingham, Fluvanna, Louisa, Nelson, to get to 18 or 12.

Yeah, he used Goal 1 here.

Have Marla use Goal 3.

Greene, I believe, used Goal 3 as well.

All the rest of Goal 1 in order to estimate costs.

So I'm going to run through the counties.

Albemarle, the needs assessment, ridership goals are being met.

There's room for improvement.

Ridership is significantly below targets in some of the rural areas.

Recommendations, extend hours of service in rural areas with goals of at least five days a week and 10 hours a day.

So we do it in five days a week, but the 10 hours a day is the next lift.

Pretty well.

There's a bunch of different services for Eplore Town.

With rural demand, like after all demand response, not including the urban areas, about priority service.

Rural demand response is 10 a.m. to 2 p.m., 5 a.m.

So we'll recognize an added lot of its recommendations.

Population density is low, but poverty and disability rates are high in Buckingham.

Demand response service is currently not available from Buckingham.

We provide the connect commuter bus routes.

Ridership levels are well below targets.

The recommendations, add demand response service within the county, and it is the Charlottesville urban area.

And I would just say, the editorial audience on that, that's a long distance between here and Buckingham.

That's a lot of driving.

So demand response, its nature is like pick up, drop off, pick up, drop off.

From the rural demand response, a lot of it is directional.

We're not zipping back and forth through here and dealing with it very quickly.

So Fluvanna, again, per capita ridership levels are lowest.

In Fluvanna, ridership would need to increase 7.7 times to reach the first goal.

That's the largest relative gap within the jaunt service area.

So recommendations, again, extend service days and hours.

with a goal of five days per week, 10 hours per day.

You'll see that profane completed a bunch.

Expand the frequency and hours of the workday link.

The link is the one that goes in in the morning, comes out in the afternoon to the urbanized area.

I think that happens three days a week for Fluvanna.

Expand the midday link to five days a week.

Yeah, there it is.

Greene County, per capita ridership is the highest here among all the rural areas, certainly by Jaunt.

First two ridership goals are being met, improvements could be made for the third goal.

Here, like Albemarle, reaching that third level is because their ridership is currently pretty good, again, based on their history with it.

And recommendations, implement microtransit in the more densely populated areas of the county.

This is looking good.

Basically, if you drew a large polygon around Stattersville and Ruckersville, and you had one or two vehicles sort of operating, just bouncing around in there, taking people to and from places in Greene, there's a lot of internal circulation in the Greene.

Potential there for the circulator service.

Extend 29 North Connect.

Currently, 29 North Connect ends in Hollymede or by the airport, I think.

Food Lion up there.

So that would be going into Greene County.

I'd have to believe, like one of our biggest users of connect services are UVA employees.

I have to think there's UVA employees living in Greene.

Something to explore, especially with our UVA partnership.

Extends circulator service to 12 hours per day, six days per week.

As funding allows, Greene used to have some weekend service.

Due to budgets, they no longer do.

We don't operate any weekend service for the connect grass.

They're mostly commuter focused.

Louisa, ridership is significantly below the first goal.

So in absolute terms, the first goal is where we want to target the gaps throughout the county.

Largest are the eastern part of the county.

So recommendations, expand the Louisa link.

Again, the link is the service that connects Louisa to Charlottesville, urbanized Albemarle, and service into Charlottesville to five days a week, as opposed to three.

Starting options for additional services, maybe commuter bus or flex route, connecting the town of Louisa to outlying areas.

So Zions Cost Roads does have a medical center, and they're a big rural shopping destination,

and so there's even some potential for, I do believe that Fluvanna actually, even though our circulator is supposed to stay within the county, that's the one exception.

They'll go up to Zion because there's a ban for that.

There's I think a UVA health center there that does dialysis and other appointments.

So anyway, so Louisa, again, a lot of the recommendations have the same refrain, expand service delivery,

just to meet the goals that are established, the baseline goals based on the need, based on a study.

Nelson County, low population, demographics are asking for more support.

The higher percentage of older adults are built with high rates of poverty and disability.

So also the demand response there is limited.

We only run in the Livingston area.

Don't do Nellysford or up into Wintergreen, although they've been talking to Cindy and others about how they can get some riders.

So we'll play with that.

So ridership would need to increase 3.6 times to reach even the first goal.

The recommendations expand the geographic coverage of Livingston to the entire county.

So right now there is limited geographic coverage, so make it bigger.

So there's a geographic expansion as well as service spanned to five days a week.

Currently it's, I think, three days a week.

And again, 10 hours a day.

There were folks that actually, we did a survey.

We had stakeholder meetings.

I think some of you may have been on those meetings.

So we did three different meetings for the final presentation.

Goochland was one of the counties that had the highest, most interest in the survey came from Goochland of all the counties.

So they were definitely interested in hearing what we had to say about this.

So we looked at Western Goochland and then Goochland itself.

So there are no transit services currently available.

I think, correct me if I'm wrong about this, but GRTC in Richmond runs one bus out to somewhere in Eastern Goochland where there's a rehab facility.

But other than that, there's really no transit services for Goochland.

Travel tends to be oriented more towards Richmond.

If you look at the commuting patterns from the LEHD on the map,

Yeah, there's more people in Goochland, especially some people in Western Goochland are going to Zions, and some of them are going to Charlottesville and Urban Albemarle.

So the recommendations here are to prioritize improvements in the existing areas.

Let's try to serve who we're serving now better, as opposed to expanding was the recommendation and maybe recommended to Goochland to continue exploring options for services and Richmond-based providers.

The Goochland people, when they saw this presentation, they were like, well, we want to keep still talking to you.

He's like, yeah, we'll keep talking to you.

So we're not going to close the door entirely on Goochland.

But for now, the priorities are on serving our existing service area jurisdictions better.

So that's it.

Did I go over too much?

OK.

I think that's it.

Oh, another slide here.

Significant unmet needs throughout this entire area.

recommendations, how to reach ridership, basically expand service into some areas, either geographically or temporally.

Basically, the results show the need for increased investment in this.

Again, my saying, not his, is that if you provide it, they will know.

We'll be able to agree on it soon.

And if you want to get in touch with Jeremy, pass his information, and he'll be presenting the December 12th Regional Transit Partnership.

Again, many of you will be able to attend as well.

Thank you.

Any questions?

I do, but it'll probably take the rest of the time.

I have a few.

One, the first column was ridership.

How do you count that?

Is one trip two rides?

So a lot of the trips are going to be two-way, right?

I go from my house to Walmart and then Walmart back to my house.

Okay.

We can.

Unlinked passenger trips is the terminology.

Basically you're ride in is one trip, ride back is another trip.

To your point, there's not always a ride back.

We try to accommodate people as best we can and then work with them to try to get their schedule.

Sometimes it's easier if you're just choosing your own time because you want to be shopping, that's easy.

But if you have to, you know,

We work with the medical center to schedule an appointment where you're able to travel sometimes.

We're difficult.

The PATH Mobility Program is, they have a call center.

So in that first column is actual data from your database.

The ridership is the actual ridership count estimate.

Correct.

And then the census, or the,

The mobility gap, well, the per capita is based on per capita of people that need transit.

So that's based on the first study that they mentioned.

They looked at the presence of populations, primarily low-income households with a disability,

households with a lot of elderly, 65 and older, young people who may not be driving a four-and-a-half car yet.

Huh?

Zero car, yes.

It's okay.

Zero car, I'm sorry.

I have to remember to check.

Use trends from there to determine what the amount of rides needed are based on the population.

Yeah, that's how you get the gap.

Basically, we have an existing baseline level, which is right here,

That column you were talking about.

And then based on the analysis of the population in each county, and that population, the populations I just mentioned, was it tend to be transit more or use transit more.

And how much they use transit more is based on those peer studies that he conducted throughout his research throughout his career, looking at places in rural areas, and the relationship between the presence of the population

and the level of service being provided, and that's sort of that Venn diagram of those two things, what kind of yields of ridership they can typically expect to see from these populations.

Thank you.

Was there, does this just, considering the existing demographics, not like future projections for like aging,

Yeah, this is based on the American Community Survey.

Well, that can change, right?

Yeah, absolutely.

I don't know if the, does the census even project to that level of detail?

You probably have to do some sort of like trend analysis.

And then the other question I have is that that question about or the information about Beachland, maybe running more Richmond based transit services, with that, did that, did you see any information about like maybe, and also coming out of things that kept coming up when we were doing some of that work, if there was this interest in like maybe having Lynchburg based, but

Well, it came out in other areas too.

We looked at Nelson because one could argue that Lynchburg, Maria Waynesburg might have a gravitational pull for Nelson.

Not really, but we're just looking at driving patterns based on LEHD.

Most of that is based on employment, so you have to use that as a proxy, I think, or whatever.

I guess if you really want to look at it, you need to see where people are coming to, like UVA Hospital, and are they regionally?

Yeah, I was just curious if the data showed some of the things that are out of maybe like a feeling about whether or not they're fairly validating the data.

Like, is this something you're going to take back to the localities too?

Yeah, well, we're rolling it out now.

I think that it's important that localities see this.

This is a study that was done by Dr. Madston.

Um,

and the findings, you know, I looked at Mike and we're like, well, it's kind of, I could have told you that kind of findings, but it's good that he did it.

They're not of us, right?

So I'll just leave it there, that in terms of making the case for there is a latent demand in your jurisdiction, there are people who do need it.

And yes, that's the basic use of it.

You see, you know,

taking this back to your local elected officials or whoever.

I know the people we talked to with Nelson, they've been working with their four supervisors to encourage higher levels of service.

You have to have the political will to do this and in this day and age of increasingly, like we're coming up to the COVID cliff in terms of a lot of funding from that, maybe coming to a close and looking a little bit of a fiscal cliff and there's a lot of competition

You know, dollars, public dollars between health, education, law enforcement, schools.

Mine was, I mean, mine was just, you're looking at coming up with the demand, right?

Versus the solutions.

Mine's more on the solutions part.

and how we can incorporate that into long range planning.

More like a trunk line with circulators coming off of it.

Well, yes, 64 corridor

does run through the whole region, 2964, 1520.

We spend a lot of time on 64, by the way.

I think you see our buses are all over 64, up and downs from Planet Louisa's islands, moving over to Nelson.

So I think that if you serve any of these areas, we're going to be using 64 more.

I mean, that's been my thoughts the whole time that I've been working here is how can we make this happen?

And I'm starting to get the park and ride lots in and we're gonna look at Teal with the 118 project.

So we're gonna try to keep pushing them to get those built and then we can just run connectors out from those.

out into the localities and once you get in like 118 and 121 and Fifth Street and 250 on the East End just find park and ride lots.

Even on 250 we're looking at that on the East End we're looking at a park and ride lot right there at Peter Jefferson Parkway so I mean we're going to try to put those in there and they're

Awesome.

Yeah.

So in the urbanized area, the fixed route CAT systems will definitely provide that.

We can link the CAT systems.

Again, that's not our purview.

But for commuters in more rural areas, I would imagine that there is a demand.

Even the Afton Express, which we don't operate, CSPDC does.

They're probably looking at that Crozet parking lot as a really helpful thing.

That's what I was trying to think of is just coordinating the routes.

and it's coming up with a way to run the service along the 64 corridor and then sort of like what they did with that route coming over from Waynesboro if we could do something in this district that's similar to that run it from Zions Crossroads all the way to Crozet

along the 64 corridor, then you could run your routes from those locations out to the rural areas.

Yeah, I know.

That's out of my purview.

We have to look at 29 for that one.

Did you have a breakdown of the urban and the rural area of Maule County, kind of like RideShare?

Yeah, I think.

I think he broke it down by census tract, in terms of the, he did not give me any of the GNS files.

The rural areas are going to be on demand, right?

So that's total trips per capita this year, 2023.

Again,

Okay, 29.

And some of these trips per capita,

are also high in some places, not just because of density, but because there's more service provision there.

It's really a dance between level of service and the population that transit normally serves.

And that's what Jeremy's bought.

I don't run the model.

He's used statistical analysis, R squared, things like that to come up with

I can do that.

Look at the report.

We can talk.

We know we have everything geocoded, everything we have, start point, end point, x, y.

What are the recommendations for microtransition for the day?

I'm not on the team that works with BIA to run that whole program pilot, but it'd be interesting to see kind of the viability actually more to look like what it would just be like an inter-prose kind of connectivity.

It wouldn't be like an express or like you go from whatever is downtown pros-a to UVA or to Westman and just back and forth with these paints essentially.

Back and forth.

So that's a... Well, it's complicated.

They came up with three scenarios.

And it's complicated a little bit because our services are sometimes...

So we have the commuter routes.

We have a few different routes.

And microtransit typically is... Often is used as like a catchment area to service people that last mile.

to get people to use, funnel into that fixed route, to get them to use that.

The consultants looked at really the IV corridor and said, what if we just did demand response, you know, draw a circle around the intense areas of rosary, just a long thing.

And we put it, that service would drop them off in Charlottesville, like either the hospital or somewhere in JPA, I don't know, the most heavily used stops.

It would come back, but it would primarily service that polygon.

So there's a polygon that looks like that.

And it's a little hard to replicate the link services, because the link services are not that easy back and forth.

They are in in the morning.

It's a demand response.

They're in in the morning, out in the afternoon.

I'm trying to think of the colleagues, so that it's not just purely commuter, it's like, you know, you could theoretically hop on a Newton and Crozet, go to the hospital for an appointment, and like, let's say every hour we get down on 1201, the bus will be here at every hour, about any hour, they'll just bring you back and forth, it goes from like a 10 hour, it goes from 8am to 6pm, just kind of

The nature of microtransit is it doesn't work once you start to get to the world.

It really needs to be, you know, draw a circle around an area of activity, intensity, and work right there.

You're just sort of ping-ponging around within that bubble.

That's why it's useful, you know, Pad Tops or Green Line North.

We're looking at it maybe for ADA service in the urbanized area of Charlottesville.

That'd be a good use for it.

potentially.

But it's exciting.

It's also, you know, a lot of people are playing with it.

Definitely think it's nice to see kind of some of these different pieces come into play and with some of the different studies you can kind of really look at

what might work best in one area as opposed to another.

You can kind of make this distinguish, make the distinguish, you know, between the service and the population and serving.

I think having that multitude of options through the studies is helping put the pieces of the puzzle together.

Interesting.

I mean, people who use Connect

Again, the connect routes come into downtown.

I want to go by Water Street, Transit, UVA is our biggest on-off.

We'll stop at McDonald's and Barracks.

But each of those connect routes is serving a rural community.

That's Nelson, Birmingham, and then Prezet, 29 North, so there's four.

I'm curious, you know, expanding to Greene, the kind of almost makes sense, so the 29 North,

A lot of them are better employees up there.

If you look at the people living in Greene, a lot of them are right on the animal abortion.

So that would be a logical expansion over time.

And then we've also heard

from some riders in Crozet, especially the hospital, accommodating sort of the long shifts and the evening shifts.

It's hard.

I mean, that means we have to have people in service much later.

So yeah, we've heard there's a need for it, but it's just really, you know, resource constrained.

Right, if only.

Thank you.

Thank you.

My name is Gloria Gjorgjievski.

I'm the original trainer at TJPDC, currently supporting the Charlottesville Albemarle NPO Technical Committee.

Next to me is Sarah Simba.

She is also working on both safety and leverage with me.

I'll start with a brief overview of the project.

So Move Safely Blue Ridge is the region's plan to reduce roadway fatalities and serious injuries for all road users, no matter their choice of transportation.

This is a regional project, so it covers the counties within the TJPDC jurisdiction, Greene, Louisa, Fluvanna, Nelson, Albemarle, and the City of Charleston.

Next slide, please.

The grant comes from the Safe Streets and Roads for All program which supports the United States Department of Transportation National Roadways Safety Strategy.

The long term role of this initiative is to reduce traffic fatalities and serious injuries by zero using a safe system approach.

The collection of the data for this comprehensive safety action plan comes from the Virginia Department of Transportation and it is based on 13 emphasis areas.

Examples include roadway departure, speeding, impaired driving, not wearing a seat belt, and others.

Next slide please.

I'd like to note that these emphasis areas are the

Factors contributing to roadway fatalities and serious injuries and they correspond with each other.

What that means is that if someone under the influence had a roadway departure and was not wearing a seatbelt, they will fall in all three categories.

The data covered in this plan is from 2018 to 2022.

Safety Action Plan includes several key components to which we are committed.

These include strong leadership commitment, an oversight group for development and monitoring, thorough safety data analysis, active public and stakeholder engagement, and an inclusive planning process.

We also prioritize evaluating processes and policies, identifying key projects and strategies, and maintaining ongoing monitoring and reporting

to ensure continuous improvement.

The total funding for this project amounts a little bit over a million dollars from which 857,000 are from the Federal Highway Administration and 214 as local match contributed by the six member jurisdictions

This comprehensive funding structure supports various regional components assessed on per capita basis, ensuring equitable distribution align with each jurisdiction's scope of work.

I'm just going to mention a few of the localities.

I'm going to probably skip for most of the city of Charlottesville because I don't think we have any representatives in this meeting.

For Albemarle, the specific components amount to 84,000 from which 33,000 are for public engagement.

And then Fluvanna, Greene, Louisa, and Nelson have specific components of 72,000 each with a 33% allocated for public engagement.

Next slide, please.

The solution for this safety action plans are integrated across the 4E system approach.

That is designing social facilities for all users through engineering, building a culture of traffic safety through education, reinforcing safe travel behaviors through enforcements, and saving lives through rapid response.

Next slide, please.

The process overview is divided into four steps.

The first step is identifying issues and opportunities.

During the spring of this year, we completed the first step through extensive public engagement.

We conducted a survey that allowed residents of the jurisdictions to share their specific transportation safety concerns.

Next slide, please.

The next slide, I'll talk about a little bit more about the activities today.

So in addition to the survey, we held six in-person public meetings, one in each jurisdiction, and one virtual public meeting for all jurisdictions.

We also organized 21 pop-up events across the jurisdictions, which included farmer's market and other festivals within the localities.

We also conducted six site visits, one per jurisdiction where we observed and collected data from various locations based on the high injury network.

Next slide, please.

The data from the survey, I'm not going to go specifically for each county.

I do have some slides that are in the presentation.

Specific to the locality, you're more than welcome to look at those, but I'm just going to give a brief overview of the survey results.

So we got around 300 plus survey responses.

We learned that driver behavior is a concern.

Over 60% of the respondents disagree or strongly disagree that people drive safely in the region.

Respondents want safe facilities for all users.

and 46% of them mentioned a need for additional sidewalks and bike lanes in the survey.

We completed the survey and we will move to around tube engagement.

After that, it will be step three.

which is development of targeted safety strategies based on the identified priorities in collaboration with the jurisdictions.

Next slide please.

Is that to go too far?

No, it's two more, I think.

Start there?

One more.

I had a feeling that the page numbers were not lining up exactly.

More.

So the countings, one more.

Thank you, sorry about that.

The high injury network roadway segments is with a disproportionate high number of severe crashes.

For example, in our region, 70% of fatal and serious injury crashes occur on just 6% of the total roadway mileage.

The analysis break roadways into 0.1 mile segments and sliding window analysis evaluates 0.5 mile segments to assess the crash data.

Each jurisdiction has a customized approach to identify high injury segments, which we'll look at in the next slides.

Next slide please.

Thank you.

The terms, so I'm not sure if you can see them because the screen is a little bit small, but there is a data showing of 3KA, 2KA, 3KAB, and 2KAB criteria.

The terms 2K and 3KA refer to different criteria used to classify the severity of the high injury network or the severity of crashes of the high injury network.

Here's what they generally mean.

So 2KA crashes includes K, fatal, and A, severe injury crash that involves at least two or more crashes within a segment.

This represents a broader, more inclusive network where more crashes are counted.

The 3K-A crashes includes K fatal and A severe injury crashes but limits the focus to three or more crashes within a second.

This represents a more narrowly defined network focusing on areas with a higher concentration of severe crashes.

The same goes for 2 or 3K-AB

But in this case, the B is referring to minor injuries.

With this being said, KA is a smaller subset of high injury areas indicating more precise location with very frequent and severe crashes, while 2K is a broader set of locations with slightly less stringent crash frequency criteria.

I just want to mention, I'm going to go through each jurisdiction just to specify that criteria.

So the 2K crashes for Charles will cover 7% of the roadway, but account to 72% of crashes and the 3K covers 3% of roadway, but still accounts for 47% of crashes.

The reason why I'm focusing only on 2KA and 3KA because of the goal of the plan is to reduce fatalities and serious injuries by zero.

We can go to, yeah, thank you.

For example, Fluvanna County, we have 3KAB covers 5% of the roadway and accounts for 47% of the, I'm sorry,

74% of the crashes and then 2KAB.

Sorry, I have those in the opposite.

So the 2KAB covers 11% of the roadway and covers 74% of the crashes while 3KAB covers 11% of the roadway and 74% of the crashes.

Next slide, please.

We will look at the example for Greene County.

In this case, 2KAV crashes cover 12% of the roadway, but then account for 83% of the crashes.

And then 3KAV covered 8% of the roadway, but accounts for 74% of the crashes.

In the example of Louisa, we have 2KAV

covers 4% of the roadway and accounts to 56% of the crashes and 3KAB covers 8% of the roadway and accounts for 62% of the crashes.

In the example of Nelson County, sorry, 2KAB covers 6% of the roadway and accounts for 75% of the crashes and 3KAB covers 4% of the roadway and accounts for 59% of the crashes.

Overall, the jurisdictions have, every jurisdiction has the same problem, which is the reason for this comprehensive safety action plan.

With this, I think that the ultimate goal has to be reached because safety is the number one priority for everyone.

So I do wanna thank everyone for their partnership on this project.

and for helping us achieve that goal.

I'm gonna talk about a brief overview of the plan and the development process.

So we have four segments of the plan development, which is collecting and analyzing the data, conducting site visits, prioritize strategies and projects, draft and review the safety action plan.

This is supported by three rounds of engagement, which in the first round of engagement, we identified values, issues, and opportunity through the survey.

On round two, we will collaborate on strategies and priorities.

And then round three, we will be providing feedback on the safety action plan, including the public and the jurisdictional leadership.

With that, I would like to conclude my presentation.

And just a reminder that there was a copy of the presentation so that you wanted to look at the maps a little bit closer.

You have a copy, and we're also happy to provide something for you as well.

I have one other detailed question, I'm sorry.

The three KA crashes on the maps, are those incorporated in the two KA?

Like are they distinct from each other?

Or like if there were

Three crashes, are those included in the two crash amounts?

Yes, they are.

The 2K, when you click on it, you can click them all now.

I think the 2K obviously are included in the program.

But then you get the expanded area.

While we were attending site visits, I'll give an example.

I guess this is like a general question for all the lotalities because I'm looking at the maps and stuff and Albemarle's 2KA and 3KA and it looks like a checkerboard pattern almost of just like two to three, two to three, two to three.

Do you know how, especially for the segments where I'm looking at, I see examples of this on 29 South going towards Nelson where you have, it could be like a mile or two between

Breaching Aces.

Well, I think the planning is broken down based on intersections and road segments that

are the more dangerous.

So the actual data that drives the planning and the segments that are to be chosen is segregated out.

No, I was going to say, Erica, Jessica, she's not here today.

Yeah, might have a better answer.

I have nothing to add to that, James.

That was very well said.

We should refer to Jessica.

Sounds good.

I mean, I feel like I was mumbling, but just to repeat what I was saying clearly, it would be easier to refer to Jessica because she was

in the meeting where TJPDC and Kilmern were discussing those criterias.

And there's people in that meeting.

There was someone from VDOT, Albemarle, and they decided on which criteria to go by.

I sat in on the meeting with them thinking the location is in Greene.

And that could have a significant impact on the score.

So we looked at five years of data, but if you look at a different five years, they could shift a little bit.

But it's just like a project in SMART SCALE two years ago may not score as well as this year.

All right.

Well, thank you.

Does anybody else have any last minute questions for Safe Streets and Roads for All?

Well, we've kind of moved on to being personally public meetings because we did not have as much success as we wanted to.

I feel like it was very hard to have the public show up on those meetings.

So for round two, I think we'll focus on pop-up events where

I look forward to it.

All right, I'll start round table.

The Louisa County

The Planning Commission is currently working on their focus areas for the growth areas that we have in our future land use map.

We are working on doing some ordinance cleanup everywhere from, well it's all over the code, let's put it that way.

And we're still staying busy.

The biggest thing going on in Greene is we have a round two smart scale project that Greene is going to locally administer.

We're working through the process with VDOT.

We're looking to bring on a firm to be our project manager that has VDOT local administration experience.

So we're working through that process.

Point being is, as we discussed earlier, 60% of our citizens drive south to Albemarle and Charlottesville for work every day

And for this key road, local administration gives us control over the project and allows a lot of our key residents to be able to turn left on the 29 to get out as opposed to having to turn north and do a U-turn.

Go for Alpero.

We are still looking for AC44, I think it was last week.

The team went to the planning commission to kind of talk about land use management.

I would definitely refer to that meeting or refer to that team for more information.

I'm just recording that after looking in.

Three o'clock, we are going to release who the consultant is later.

I guess I will from Fluvanna.

First of all, I actually have with me on the line, Trey Walton.

He is our new planner slash GIS technician.

He's been with us a little less than three months and I kind of want to let him get a feel for what this committee is all about.

So Trey, if you just want to wave.

So Fluvanna County, a couple of things.

One is we recently adopted a quick update of our 2015 comprehensive plan.

It basically is the 2015 plan with updates to just three sections.

It was to keep us in compliance with state code.

We are about to go into a full update of our comprehensive plan.

And I've already met with Sandy and Chuck on transportation requirements.

And I've also had a discussion with staff there at TJPDC.

I want to mention ordinances, Tom.

We are in the same boat where you are constantly seeing things or ordinances that need to be changed.

In fact, we had public hearings for three zoning text amendments coming up in next month, and we'll probably have a couple more after that.

Just so everybody knows, it's public information.

We have public hearings in November for both the Planning Commission and the Board.

We are looking at doing away with rural cluster subdivisions, so stay tuned on that.

As far as transportation projects, we are looking at a couple of possible TAP submissions.

Next year, still trying to flesh out whether we want to do that or kind of go our own way.

I'll give a quick update for RideShare.

We should be receiving the draft, the first full draft of the

Commuter Assistance Program strategic five-year strategic plan in the next month or so.

I'm sure we will be reaching out for feedback on that from folks.

And we are also currently participating with DRPT in a statewide promotion for their Connecting Communities campaign as well as a fall into a new commute where we're encouraging folks

to new users to sign up for the app where they can look for card pool matches or do trip planning as well as trip logging and if folks log a trip for each one they get entered to win a $100 gift card in addition to the regular monthly drawings that we do.

Well, you know what?

I think you can log your walk trips, absolutely, yeah.

It's basically what I do now, right?

Awesome.

VDOT folks want to go?

The only things that I think we can generally update you all on is we are starting our next round of STARS and pipeline studies.

Those are probably going to be mostly focused in the urbanized areas, that's where the highest safety issues are for this region.

But one of the things we're looking at is maybe a park and ride line that's at 118.

on 29, which would support some of the rural commuters coming along those ways.

And then otherwise, we held all of our meetings to talk about the upcoming transportation alternatives around their shared grants.

So we'll continue to coordinate with anybody at the localities that are interested in some of those applications.

I believe that VDOT has requested for us to support your application development

For the pool cover district, sorry, Dylan, to let us know by mid-November.

That pretty much covers it.

All these new studies are going to keep us plural busy over the next year.

So yeah, just let us know from a TAP and revenue share perspective what you guys are looking at.

We're trying to make sure we finalize all those locations so we can get the walkthroughs done by sometime in November at the latest so we can get started on putting together those

Just a quick clarification question.

Well, I think we wanted to know just the locations you're interested in by November 15th.

Okay.

Correct.

I mean, most of them were getting in ahead of time because we're trying to schedule

So for Lynchburg, kind of

Small updates, we have one project going in through SMART SCALE for Nelson County, and that's the Route 151 and Tam Park Drive roundabout.

And speaking of 151, we just got the final report for the corridor study.

So that study should be wrapping up pretty soon.

Other than some minor wording changes, it should be done.

And I think Dylan had to, as she sent a message, she had to drop off.

It's a real Monday Tuesday.

Well, I don't see anybody to join from the public, so I'm willing to motion to adjourn our informal meeting unless someone else has something to add.

Does any of y'all good on topics?

I'm sorry, I forgot to ask.

I have a couple that I'm still looking to get our experts lined up for.

If it looks like December's not going to work out for that, I'll reach back out to the group for further ideas.

Thank you.

All right.

Well, I'll see y'all in December.