Kittelson Team Qualifications VDOT 180117 by KRS0228

Transforming how communities move

www.kittelson.com

ARTERIAL & CORRIDOR PLANNING.........................1

BICYCLE & PEDESTRIAN PLANNING ......................17

TOOL/WEB/APP DEVELOPMENT ..........................39

MODELING & DATA ANALYTICS .............................47

INNOVATIVE INTERSECTIONS & DESIGN .............59

FREIGHT ..................................................................... 73

IJR/IMR .......................................................................77

01. ARTERIAL & CORRIDOR PLANNING

ARMY NAVY DRIVE COMPLETE STREET REDESIGN STUDY Making Room for Bikes and Buses Challenge Army Navy Drive serves as a vital east-west connector through Pentagon City in Arlington County, VA. It currently has six lanes of traffic with no bicycle or transit facilities, despite relatively low auto volumes and increasing demand for non-auto travel between the Pentagon, Pentagon City, Mount Vernon Trail, and Washington DC. Arlington County is exploring design concepts that incorporate protected bike lanes and dedicated transit lanes while minimizing delays and queuing for automobiles through the corridor.

evaluate baseline no-build conditions and design alternatives. The analysis included travel demand modeling using the MWCOG regional model, planning-level traffic analysis techniques, such as critical lane volume analysis, to evaluate lane conﬁguration options, and VISSIM microsimulation to analyze the interactions between modes and the effects of closely spaced traffic signals. The analysis was conducted through iterations of working meetings with the County to test and revise alternatives.

Outcome Solution Kittelson conducted a multimodal transportation analysis of existing and future conditions to

The County is now reﬁning the concept design based on results from the multimodal transportation analysis. Following public input, the

County will proceed towards the production of final roadway design plans. Kittelson will prepare traffic signal design plans as part of the final design. Client: Arlington County Government Location: Arlington County, VA Team: Brandon Nevers, Jon Crisafi, Laura Zhao, PhD, Anxi Jia, PhD, Alison Tanaka Services: Operations, Design Expertise: Bicycle & Pedestrian, Complete Streets, Modeling & Simulation, Multimodal Operations, Traffic Signal Design

ROBINSON STREET CORRIDOR STUDY Dispelling Traffic Myths with Data

Challenge

Outcome

Robinson Street is a roadway along downtown Orlando’s premier park space. However, it is also a barrier for pedestrian and bicycle access, and mobility. This is a highly contentious project: the surrounding neighborhoods’ fear of auto traffic diversion and the need for bicycle and pedestrian access created two factions of stakeholders.

A road diet with a cycle track is being advanced to concept development, a ﬁ rst for Orlando and the Florida Department of Transportation, District 5.

Solution Data-supported planning, developed by Kittelson, dispelled myths about the project and helped stakeholders to understand the trade-off s and explore the full range of potential solutions.

Client: FDOT District 5 Location: Orlando, FL Team: Jane Lim-Yap, Jennifer Musselman, Brandon Kelley, Brett Boncore, Susan Mah, Aditya Inamdar, Brandon Nevers, John Paul Weesner Services: Planning Expertise: Complete Streets, Corrridor Planning, Data Analytics, Livable Transportation Planning & Design

EMBARK RICHMOND HIGHWAY TRANSPORTATION STUDY Bus Rapid Transit Opens Opportunities for Placemaking, More Diverse Mode Share Challenge

Solution

Embark Richmond Highway is an initiative focused on creating a multimodal, higher density residential future for the Richmond Highway Corridor in Fairfax County. This effort responds to recommendations from the Route 1 Multimodal Alternatives Analysis, conducted by the Virginia Department of Rail and Public Transportation (DRPT), and intends to assess and reﬁne the recommendations from the study by providing more detailed guidance for a Fairfax County Comprehensive Plan amendment for the implementation of bus rapid transit (BRT) in the corridor. This Comprehensive Plan amendment considers increased land use densities and mix of uses for the areas within a half mile radius of proposed station locations, corridorwide transportation systems, urban design, public facilities, and other elements supportive of BRT.

Create a transportation network using a combination of alternative roadway connections (e.g., alternative roadways including grids around the BRT stations) as well as strategies that would promote non-motorized modes to support the Comprehensive Plan amendment and create an environment that can accommodate all transportation users and support BRT.

Outcome Kittelson worked with the Fairfax County Department of Transportation (FCDOT) to evaluate various transportation network and alternative land use scenarios for the corridor using microsimulation. The traffic analyses focused on analysis of intersections along Richmond Highway and an assessment of BRT performance including

transit travel time and transit reliability. The outcome of the analyses helped determine the reﬁned grid of streets around BRT stations and shaped land use scenarios. Client: Fairfax County Department of Transportation Location: Fairfax, VA Team: Burak Cesme, Brandon Nevers, Jon Crisaﬁ, Laura Zhao, Anxi Jia Services: Planning, Operations Expertise: Corridor Studies, BRT, Traffic Ops, Microsimulation

FDOT D6 DISTRICT-WIDE NETWORK SCREENING ANALYSIS Big Data: Smart Safety Improvements Challenge The Florida Department of Transportation, District 6 sought to implement a data-driven network screening of the State Highway System to prioritize locations within ten emphasis areas of the 2015 Strategic Highway Safety Plan (SHSP). The screening would systematically identify and prioritize safetyfocused projects for each of the emphasis areas, and establish a repeatable approach to reduce crashes on state roadways.

Solution FDOT D6 teamed with Kittelson to undertake the District-wide network screening evaluation of the most recent crash data through the application of the network screening methodologies described in the Highway Safety Manual (HSM). Historic crash data was obtained to identify high crash locations and to further evaluate the locations with the highest fatalities and serious injuries. The District-wide crash data were combined with roadway characteristics

data obtained from the Roadway Condition Index (RCI) to better understand the potential risk characteristics associated with the crashes.

combined frequency and severity score for each site. These weighting factors are commonly calculated relative to Property Damage Only crash costs.

The HSM identifies 13 possible performance measures for conducting a network screening evaluation. Using multiple performance measures to evaluate a network has the potential to improve the level of confidence in selecting locations most likely to benefit from safety improvements. The performance measures used for the analysis to account for crash frequency and severity were based on readily available data and current practice within FDOT D6. The performance measures selected for the analysis are:

Outcome

Crash Rate – Normalizes the crash frequency by adjusting for the volume of the roadway also referred to as the exposure. Equivalent Property Damage Only (EPDO) – Assigns weighting factors to crashes by severity to develop a

The ﬁnal product is a list of the top locations ranked within each SHSP emphasis area to characterize potential safety needs. These identiﬁed locations will be carried forward for diagnosis and project development if deemed necessary. Client: FDOT District 6 Location: Miami, FL Team: Eric Lindstrom, Benazir Portal, Jorge Barrios, Matt Braughton, Derek Baker, Jack Freeman Services: Operations, Planning Expertise: Data Analytics, Safety Planning & Analysis, Transportation System Planning

INTERSECTION NETWORK SYSTEMIC SAFETY ANALYSIS REPORT A List of Safety Projects Grant-Makers Can Get Behind Challenge San Pablo, CA is a relatively small city that is landlocked by other municipalities in the East Bay. Its modest size and low population have made it challenging, historically, for the City to win grant funding, particularly from the Highway Safety Improvement Program (HSIP). With help from a Caltrans systemic safety analysis report program grant, the City hoped to develop a list of grant-competitive projects that would enhance their community by reducing crash risks for all road users.

Solution San Pablo, CA is a relatively small city that is landlocked by other municipalities in the East Bay. Its modest size and low population have made it

challenging, historically, for the City to win grant funding, particularly from the Highway Safety Improvement Program (HSIP). With help from a Caltrans systemic safety analysis report program grant, the City hoped to develop a list of grantcompetitive projects that would enhance their community by reducing crash risks for all road users.

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Outcome

Location: San Pablo, CA

Kittelson worked with the City to develop a spreadsheet and GIS-based mapping tool to evaluate their entire street network and identify: • Priority locations for investments based on crash history and risk factors •

Systemic treatments that could be used at multiple locations to reduce crash risk

Speciﬁc locations and improvements that are most likely to be competitive for grant funding

Armed with this new information, the City will be able to prepare more competitive grant applications backed by recent, comprehensive data. Client: City of San Pablo

Team: Mike Alston, Matt Braughton, Erin Ferguson, Brian Ray Services: Planning Expertise: Safety Planning & Analysis

TIP U-5312, US 421 IMPROVEMENTS Wilkes County, NC Overview VHB collaborated with NCDOT to complete the necessary analysis and documentation for a Categorical Exclusion (CE), conduct public involvement, and develop preliminary designs focused on improving the capacity and efficiency of US 421 in Wilkesboro. The existing roadway is primarily a five-lane typical section with a center left-turn lane, and commercial development along both sides of the corridor. The recommended improvements included a 30-foot raised median with superstreet configurations throughout the 3-mile corridor and one continuous flow

intersection. VHB’s tasks included conducting accident analyses, air quality and noise analyses; performing environmental documentation of natural, cultural, and community resources suitable for a NEPA CE; providing preliminary designs; and evaluating the impacts of the improved design. VHB also facilitated a public involvement process to engage local stakeholders, as well as coordinated with NCDOT throughout the project. Client: NCDOT PDEA Location: Wilkes County, NC Team: VHB

PRICES FORK ROAD SAFETY AND MOBILITY STUDY Blacksburg, VA Overview The Town of Blacksburg enlisted VHB to study the Prices Fork Road corridor and develop recommendations to improve multimodal safety and mobility along the heavily traveled corridor. The project included existing and future AM and PM peak hour traffic analyses of twenty intersections along the corridor. The planned Western Perimeter Road, Multimodal Transportation Facility (MMTF), and anticipated parking relocations on Virginia Tech’s campus were accounted for in the future year traffic analysis. Stakeholder and public meetings were conducted to obtain community input on the issues and opportunities along the corridor. Active Stakeholders included representatives from the Town, County, University as well as local business owners and residences. Coordination with VDOT is a next step to further evaluate improvement opportunities at the US Route 460 and Prices Fork Road interchange. A detailed safety investigation was conducted, included collection and review

of available crash data, field audit, and lighting assessment. Measures were specifically developed to address issues identified by the safety audit. VHB studied the northern terminus of Western Perimeter Road in detail and recommended that its alignment and connections be modified based on the findings of this study. The capacity analysis revealed substantial operational deficiencies at the Prices Fork at Western Perimeter Road/University City Boulevard intersection if all the Western Perimeter Road traffic was directed to that location. Intersection delay at this location was reduced by 50% by adding a southbound right-turn lane in addition to other planned widening and splitting the heavy northbound left-turn demand onto a spur road located to the west of University City Boulevard. Aligning the spur road so that it was roughly midway between the US 460 northbound ramps and University City Boulevard results in adequate spacing for a full movement signalized

intersection and would improve safety and access to a large parcel of land currently operated by the Virginia Tech Veterinary School. The signal would also accommodate a needed controlled, pedestrian and bicycle crossing of Prices Fork Road, potentially linking to a future multi-use path to Glade Road. Some of the recommendations include: •

Providing a roadway spur off of the Western Perimeter Road to improve operations at the University City Boulevard signal

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Providing turn lane recommendations for the northern terminus of the Western Perimeter Road

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Providing a barrier-separated multi-use path across the US 460 bridge

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Eliminating the loop in the northeast quadrant of the US 460 and Prices Fork Road interchange to reduce weaving movements and improve bicycling safety

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Signalizing poorly operating signals to improve side street delay and protect pedestrian crossing movements

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Adding spot improvements such as left or rightturn lanes to improve safety and operations

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Providing a full bike lane along both sides of Prices Fork Road

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Modifying shared-use path so that bicycles can travel behind bus stop, improving safety during bus boarding/alighting

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Extending the downtown design standards to the east end of Prices Fork Road to improve aesthetics and enhance driver awareness of the increased pedestrian and bicycle activity near campus and downtown

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Updating existing inventories to follow design standards and preferences

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Providing space for aesthetic roadside treatments

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Linking path network to recreational and schools

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Eliminate free-ﬂowing US 460 off-ramps onto Prices Fork Road so reduce vehicle speeds and improve pedestrian and bicycle safety

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Restricting access at two median openings to improve safety and operations along the corridor

VHB also suggested bicycle and pedestrian accommodations such as: •

Identifying two locations for a long-term pedestrian grade separation across Prices Fork Rd

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Adding pedestrian countdown signal heads

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Restrict right-turns on red at the intersection with the highest vehicle-pedestrian conﬂicts

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Suggestions for regional pathway connections to

Glade Road and Smithﬁeld Road, which provide alternate paths across US Route 460 with fewer vehicle-bicycle conﬂicts •

Refurbished pedestrian crossings

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Enhanced signs

Client: Town of Blacksburg, VA Location: Blacksburg, VA Team: VHB

02. BICYCLE & PEDESTRIAN PLANNING 17

BALTIMORE CITY

SEPARATED BIKE LANE NETWORK

ADDENDUM TO 2015 BIKE MASTER PLAN UPDATE MARCH 2017

Photo Credit: Elvert Barnes

Prepared for:

Prepared by:

BALTIMORE SEPARATED BIKE LANE NETWORK Baltimore Biking: Not Just for the Fearless Challenge People who are interested in traveling by bike will only do so if they feel safe for their entire trip. Traditional bicycle facility planning has focused on installing bike lanes opportunistically during resurfacing projects and where ample space allows a lane to be squeezed into an existing street cross section with minimal other changes. In Baltimore, this has resulted in a disconnected network of bicycle facilities, some of which do not feel safe to most potential bicyclists.

Solution Kittelson used Level of Traffic Stress methodology to identify the locations where potential bicyclists already feel safe riding. Such locations included low stress neighborhood streets, multi-use paths, bike lanes with physical separation between bike and motor vehicle traffic, and striped bike lanes on calm streets. This low stress network revealed “islands” within which bicyclists of all skill levels could comfortably travel, and also revealed the gaps and barriers to bicycle travel.

Kittelson worked with City of Baltimore Department of Transportation officials to identify a “backbone network” of separated bike lanes and bike boulevards on important low stress streets that connected nearly all of these islands to one another, thus connecting the majority of the City via uninterrupted low stress bike routes.

Outcome These recommendations were compiled into the Separated Bike Lane Network addendum to the 2015 Bike Master Plan, and adopted by the City’s Planning Commission. Funding was identiﬁed for short- and medium-term priority projects, and the design and construction processes have begun for several facilities. Client: City of Baltimore DOT Location: Baltimore, MD Team: Elizabeth Gordon, Adam Vest, Jesus Cuellar, Meredyth Sanders, Margaret Kent

Services: Planning, Operations Expertise: Bicycle & Pedestrian, Corridor Planning, Multimodal Operations, Safety Planning & Analysis

// Level of Traffic Stress analysis on the entire street network of Baltimore City to create a comprehensive map of where bicyclists currently feel safe riding and where there are barriers to bicycle travel. This holistic look at the bicycling environment was used to make recommendations for a network of separated bike facilities and supporting facilities. //

FDOT COMPLETE STREETS HANDBOOK A Blueprint for Florida’s Complete Streets

Challenge

Outcome

In Florida, there was a lack of ﬂexibility in existing statewide policies for allowing planners and engineers to design roadways based on context, as well as a lack of criteria or standards for state roads that are less than 45 mph.

The Kittelson team developed a statewide Complete Streets Handbook that outlines a context-based approach to planning and design.

Services: Planning

Client: Atkins Location: Orlando, FL

Solution Kittelson worked with FDOT’s multi-unit bureaucracy to re-write the rules, allowing for innovation and ﬂexibility.

Team: Mary Raulerson, Jane Lim-Yap, Patty Hurd, Jennifer Musselman, Susan Mah, Aditya Inamdar

Expertise: Complete Streets

BICYCLIST LEVEL OF TRAFFIC STRESS FOR OAKLANDâ&#x20AC;&#x2122;S STREETS Lowering Stress to Raise Oakland Bike Ridership Challenge The City of Oakland, CA has long been encouraging and building bicycle lanes to provide more options for people who want to bike. With the expansion of bike share in the San Francisco Bay Area, prioritizing where bike infrastructure investment should occur has become increasingly important for the City. Oakland covers a large geography at approximately 78 square miles with over 800 miles of public streets and roughly 100 neighborhoods. How could the City begin to identify and prioritize the greatest needs for bike improvements?

Solution Kittelson worked with the City of Oakland to create a GIS-based mapping tool that evaluates and maps the level of bicycle stress for all public roads in Oakland. It also identiďŹ es key streets with potential

destinations for biking: for example, streets that connect large residential areas to schools, parks, transit, or neighborhood commercial areas.

Client: City of Oakland Location: Oakland, CA Team: Matt Braughton, Erin Ferguson

Outcome The GIS-based mapping tool shows which streets are already low stress and feasible for most people to bike on, and which streets are higher stress, critical for reaching desirable destinations, and therefore, in need of improvements to better facilitate biking. The tool will be used to inform and prioritize where and when new or improved bike lanes, buffered bike lanes, separated bike lanes, and other similar improvements should be made. It can also assess alternative bike improvements and demonstrate how projects could improve overall route choices for bicyclists.

Services: Planning Expertise: Bicycle & Pedestrian, Safety Planning & Analysis

LITTLE RIVER TURNPIKE BICYCLE CORRIDOR STUDY Using What You Have: Creating Bikeways from Existing Infrastructure Challenge Little River Turnpike (VA 236) is a principal arterial in Fairfax County, VA, serving as the most direct connection between Fairfax, Annandale, Lincolnia, and Alexandria. The roadway currently serves a high number of motor vehicles but is otherwise threatening to those walking, biking, or accessing transit. Currently, it has limited sidewalks, few crossings, and no bike facilities. Due to its direct east-west connection through the county and the limited street connectivity in the area, it could serve a vital non-auto function in the community if it were safer and more comfortable for residents.

Solution Working with the Fairfax County Department of Transportation, stakeholders, and community

members, Kittelson led a multimodal corridor planning study that investigated short- and longterm recommendations for bicycle facilities along the approximately seven-mile corridor, including the development of short-term conceptual design plans and cost estimates, and long-term visioning.

Outcome The community-focused solutions took advantage of existing infrastructure, such as wide shoulders and frontage roads, resulting in a mix of bicycle facilities, crossing treatments, and intersection improvements. The project team developed conceptual designs and cost estimates for the short-term enhancements, including new and enhanced shared-use paths, connections to and from existing frontage roads, and enhanced

crossings at key locations. The team also developed long-term improvements to the corridor, such as trails and protected bike lanes which will be incorporated into the Countyâ&#x20AC;&#x2122;s Bicycle Master Plan and ensure that safe bicycle travel will be considered and accommodated in future corridor planning decisions. Client: Fairfax County DOT Location: Reston, VA Team: Adam Vest, Meredyth Sanders, Andrew Butsick Services: Planning Expertise: Multimodal Operations

FLORIDA AVENUE MULTIMODAL TRANSPORTATION STUDY Balancing Road Uses for Improved Livability Challenge

Solution

Florida Avenue NE has historically served varying functions in Washington, DC: it is the “main street” for Gallaudet University, a direct route between New York Avenue and H Street/Benning Road, and a gateway to the historic Florida Market, a wholesale food district. As the NoMa neighborhood surrounding the NoMa-Gallaudet U and the Florida Market continues to redevelop and densify, and as Gallaudet University continues to grow, there is an increasing preference for safe, comfortable, and convenient walking, biking, and transit options by neighborhood residents and visitors. Florida Avenue has struggled to accommodate these new user types because of its narrow sidewalks, lack of bike facilities, unsafe crossing conditions, and a current design that allows high motor vehicle speeds.

Kittelson led a multimodal corridor planning study for the District Department of Transportation to determine appropriate multimodal design treatments that most effectively balance space constraints and competing needs on the corridor. In particular, a robust stakeholder and community outreach program was used to consider and vet numerous design alternatives that most appropriately balanced the needs of all users.

lane in each direction, wider sidewalks, a two-way physically protected bicycle facility, and “ﬂoating” bus stop islands. Kittelson is currently working on the ﬁnal design team. Client: District of Columbia DOT Location: Washington, DC Team: Adam Vest, Yolanda Takesian, Elizabeth Gordon, Pete Jenior Services: Design, Operations, Planning

Outcome The resulting solution set balanced the needs of all modes and improved the livability for residents and students in the corridor, while having support and buy-in from key community members and stakeholders to enable implementation. Key design treatments include the reduction of one traffic

Expertise: Bicycle & Pedestrian, Complete Streets, Community Engagement, Final Roadway Design, Livable Transportation Planning & Design, Multimodal Operations

MONTICELLO AVENUE MULTI-USE TRAIL Williamsburg, VA

Overview The City of Williamsburg has established a policy priority to promote walking and as biking as part of an active lifestyle to improve public health and provide improved pedestrian connectivity throughout the City. To address a missing link in the City of Williamsburgâ&#x20AC;&#x2122;s bike and pedestrian network, VHB is designing a 10-foot-wide multiuse trail running along Monticello Avenue between Ironbound Road and Treyburn Drive. The trail will connect the New Town mixed-use development with the College of William and Mary and the retail developments at Richmond Road and Monticello Avenue, providing a viable transportation

alternative for cyclists and pedestrians to popular locations in Williamsburg and James City County.

provision of amenities, and an economical approach to maintenance of the trail.

Although the section of Monticello Avenue from Ironbound Road to Compton Drive is a paved two-lane roadway with bike lanes on both sides, substantial vehicular traffic and low lighting cause less than ideal conditions for cyclists and pedestrians along this stretch of roadway. Currently, people walk and bike along the shoulder or on the grass along Monticello Avenue, creating risky conditions for drivers, pedestrians, and cyclists. The new 0.75-mile trail will be lighted to facilitate safe use both day and night. The project also will reďŹ&#x201A;ect context-sensitive design, resource protection,

The City of Williamsburg was awarded a $1 million Federal Highway Administration (FHWA) Transportation Alternative Program (TAP) grant to construct this project. This project is being administered in accordance with the VDOT Local Assistance Program (LAP) Manual.

Client: City of Williamsburg Location: Williamsburg, VA Team: VHB

DDOT BICYCLE FACILITIES DESIGN AND TRAFFIC ANALYSIS Washington, DC Overview Under a task order contract, VHB is supporting DDOT with the design, analysis, and implementation of bicycle facilities across the District. To date, VHB has completed conceptual traffic analysis for Pennsylvania Avenue NW and the ďŹ nal design of 3 miles of bicycle lanes. In addition to standard bike lanes and street with shared lane markings, treatments designed for these facilities include contra-ďŹ&#x201A;ow bike lanes and associated signage, buffered bike lanes, and two-stage turn boxes. VHB is working alongside DDOT to develop

design alternatives for a protected bicycle facility along Louisiana Avenue that will connect the median bike lanes across Pennsylvania Avenue NW to the new Cycle Track along First Street NE. Client: DDOT Location: Washington, DC Team: VHB

BICYCLE LANES (COMPILATION OF MUNICIPAL PROJECTS) Richmond, VA Overview Under the Annual Engineering Services Contract with the City of Richmond, VHB is providing bike/ pedestrian planning and design. •

Main and Franklin Cycle Track Study/Design. VHB is responsible for the design of separated bike lanes running along 15 blocks of Franklin and Main Streets. VHB analyzed key locations along the corridor to understand the potential impact of the bicycle traffic on vehicular conditions. VHB is assessing the changes in queue lengths, vehicle delay, and the available capacity at key intersections given the different build options.

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SOS Bike Lanes on Various Roadways. VHB is under contract to provide the design of buffered bike lanes/road diets to four corridors. VHB used GIS mapping to determine limits of parking spaces including restrictions, loading zones, and bus stops. VHB also provided up to two cross-sections for each roadway and typical bus stop and intersection treatments, as well as collected count data at intersections. Currently, VHB is in Phase 3 – Public Meeting Implementation, and will share the project’s expectations, plan/scope, beneﬁts, and any questions/concerns from the public and stakeholders.

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Main St. Station Multimodal Transportation Center: Bike Lane Connector to the Virginia Capital Trail. VHB is tasked to develop conceptual plans/graphics and cost estimates for a two-way bike lane on 17th Street between Main Street and Dock Street. VHB will ﬁ rst hold a kick-off meeting with the City, and then provide plans for review and consideration by the City.

Client: City of Richmond Location: Richmond, VA Team: VHB

ALAMEDA COUNTYWIDE MULTIMODAL ARTERIAL PLAN Alameda County Overview Fehr & Peers led a multidisciplinary team in the development of a first-of-its-kind Countywide Multimodal Arterial Plan for Alameda County. This plan is unique in that it relies on a quantitative, datadriven and highly technical approach to identify short- and long-term multimodal improvements along a 1,200 mile arterial network. The following project components provide the technical basis for identifying a multitude of recommended improvements: • Data Collection – data ranging from cross-sectional measurements, traffic volumes, automobile and transit speeds, pavement condition and existing collision history was compiled. • Typology – the foundation is a layered network framework defining the complete streets network, which reflects how streets function for all users and establishes the connection between streets and their adjacent land uses. • Modal Priorities – the method for balancing modes along the arterial network, based on the typology framework and land use context.

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Multimodal Performance Measures and Objectives – several measures were identiﬁed to evaluate multimodal performance; modal priorities were used to inform the performance objectives along the arterial network.

Fehr & Peers built a powerful GIS Tool that incorporated all project components listed above and automated the process of identifying improvements, in addition to generating crosssectional 3D graphics that illustrate those improvements. The GIS Tool evaluated a range of potential futures (preparing multiple forecasts as well as considering changes that might arise from autonomous vehicles) to identify arterial designs that respond to jurisdictional modal priorities. A supportive ITS Plan was also developed, which identiﬁes recommended ITS infrastructure improvements, strategies and institutional requirements that provide optimum solutions to transportation management. Many of the Multimodal Arterial Plan recommendations are likely to require additional

analysis and environmental review. As a result, an implementation plan was developed to identify next steps and potential funding sources for continued analysis through construction and maintenance. Capital costs were key inputs of the plan. The implementation plan also provides transportation demand management (TDM) programs and strategies, including parking management strategies that can potentially inﬂuence travel trends throughout Alameda County. Fehr & Peers also led the stakeholder outreach for the project, which consisted of meeting with staff of all 14 cities, Alameda County, Caltrans and three transit agencies. Ultimately, the Multimodal Arterial Plan provides a comprehensive set of recommended projects and strategies that will help achieve Alameda County’s vision of providing a network of efficient, safe and equitably accessible arterials that facilitate the multimodal movement of people and goods, and help create a strong economy, healthy environment and vibrant communities, while maintaining local contexts.

SAFETY EFFICACY CONFIDENCE LEVELS FOR PEDESTRIAN AND BICYCLE TREATMENTS Richmond, VA Overview As standards for the design of pedestrian- and bicycle-friendly intersections and streets continue to evolve, guidelines such as those published by the National Association of City Transportation Officials (NACTO) are increasingly becoming the state of the practice. This paper seeks to provide context for the safety efficacy of various improvements included in the NACTO Urban Bikeway Design Guide and the Urban Street Design Guide so that practitioners can make more informed decisions on each treatment’s appropriate application. Fehr & Peers completed a review of the literature for each treatment to compile key conclusions and ﬁndings about crash reduction and other measures of effectiveness related to safety such as yielding behavior or level of user comfort. The quality of the

studies was also documented for context on the sample size and the consistency of results. For ease of application, treatments are organized into three categories based on the conﬁdence of their documented safety efficacy: •

High – robust safety data and/or consistent ﬁndings across multiple studies showing collision reduction

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Medium – limited number of studies showing positive safety impacts or some poorly understood nuances

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Low – limited or no studies; inconclusive or incomplete research

Each treatment’s one-page summary also includes additional detail on beneﬁt claims, quantiﬁcation

of beneﬁts, documented crash reduction, other measures of effectiveness (MOEs), areas of caution, study details, and a conclusion describing the context(s) in which the treatment is or is not recommended. Treatments evaluated include bicycle boulevard, green pavement, leading pedestrian interval, raised bicycle crossing, separated bike phasing for traffic signals, bend-out crossing, bike box, buffered bike lane, contraﬂow bike lane, conventional bike lane, coordinated signal timing, mixing zone, one-way protected bikeway, two-way protected bikeway, bend-in crossing, combined bike lane/turn lane, intersection crossing markings (non-green), through bike lane, and two-stage left turn box. Team: Fehr & Peers

03. TOOL/WEB/APP DEVELOPMENT

DISTRICT MOBILITY PROJECT Dynamic Tool Illuminates DC Multimodal Mobility Challenge Kittelson and the District Department of Transportation (DDOT) both understand that a truly livable city is not one where a single congestion metric tells the whole story. Rather, it is one where the transportation system supply and demand is thoughtfully monitored and managed so that its various modes are part of a ﬂexible, connected, and efficient network of options. The shared goals of Kittelson and DDOT were to deﬁne urban multimodal mobility and to communicate the complexities of multimodal data analytics and assessment.

Solution Kittelson, in collaboration with DDOT, led the District Mobility Project, a comprehensive assessment of the District’s multimodal transportation system. Kittelson led a multitalented team in the identiﬁcation, development, and realization of new, cutting-edge tools for measuring multimodal mobility, visualizing results,

and assessing impacts of various forms of mobility in the District. Kittelson directed the analysis and reporting for each of the performance measures, working directly with INRIX and Transit AVL and APC data sets. In addition, the project team leveraged graphic design concepts and web-based tools to develop a dynamic website that stimulates and engage users while telling the multimodal mobility story.

Client: District Department of Transportation Location: Washington, DC Team: Kevin Lee, Burak Cesme, PhD, Alek Pochowski, Meredyth Sanders, Conor Semler, Brandon Nevers, Jorge Barrios, Kylie Caviness Services: Operations, Planning Expertise: Multimodal Operations

Outcome Assessing Multimodal Mobility: Through an extensive literature review, research, and assessment of available data sources, three major categories of multimodal mobility were deﬁned: Congestion, Reliability, and Accessibility. Performance metrics quantifying key elements of the transportation system were deﬁned within each mobility category. In addition, Kittelson developed a streamlined methodology to create and analyze the Bicycle Level of Traffic Stress network through DDOT’s GIS Roads & Highways database.

// Web-based interface provides users with cutting-edge tool for measuring multimodal mobility, visualizing results, and assessing impacts of various forms of mobility in the District. //

TRIPSDC Washington, DC

Overview TripsDC is the result of a 4-year research effort by the District Department of Transportation (DDOT) to (1) develop and test a data collection methodology, (2) collect local data to substitute for Institute of Transportation Engineers’ (ITE’s) national data in trip rates estimation, and (3) develop a model/tool that incorporates factors identiﬁed as affecting overall person trip generation and mode splits. The Model makes two major steps forward: directly estimating total person trips, rather than exclusively auto trips, and being sensitive to the amount of parking provided on site – a major ﬁnding in the connection between parking provision and travel behavior at a local

site level. The methodology allows DDOT to improve its assessment of expected trips from proposed buildings and therefore the level of impact a proposed development might have on the transportation network.

TripsDC is a natural progression of work that Fehr & Peers has being performing within the realm of inﬁll and transit-oriented development trip generation. It is an adaptation and customization of Main Street, a similar tool that functions at a national level.

Fehr & Peers DC supported DDOT in the development of The Model and web application. TripsDC is a locally calibrated and validated trip generation tool based on data from more than 50 residential over retail developments within the District. The tool is preloaded with variables to apply the model at any address within the District and estimate trips by auto, walk, bike, and transit.

Client: DDOT

Location: Washington, DC Team: Fehr & Peers DC

CALTRANS STATEWIDE FREIGHT PLANNING Assisting California DOT with Freight Planning

Overview The objective of this study was to conduct a comprehensive analysis of the existing conditions of goods movement in the San Joaquin Valley through I-5 and SR 99 and provide prioritized strategies to improve safety and traffic congestion conditions in these corridors. This study assessed the feasibility and impacts of strategies such as Safe Truck-Only Toll (TOT) Lanes, Intelligent Transportation System (ITS) Technologies, and Triple Trailers. Heavier loads and diversion of truck shipments to other modes are some strategies to manage demand. As part of a team, Fehr & Peers led the development of over 150 freight corridor proﬁles using multiple

data sources including O-D surveys and GPS data, compiling data into a user-friendly, GIS-based webtool. The webtool allows users to browse segments spatially and select any segment for a detailed graphical proﬁle that includes origindestination, truck classiﬁcation, congestion, volume, and collision information as well as the locations of truck/rest stops and intermodal facilities. The webtool also facilitated comment from and coordination of inputs among multiple stakeholders. Fehr & Peers used the San Joaquin Valley freight model and other in-house developed tools to assess the impacts of proposed strategies on truck traffic along I-5 and SR 99. Fehr & Peers reviewed truck

signage and STAA truck routes in the Valley to identify hot spots and recommendations to improve safety and truck routing. Client: California DOT Team: Fehr & Peers

04. MODELING & DATA ANALYTICS

evaluate baseline no-build conditions and design alternatives. The analysis included travel demand modeling using the MWCOG regional model, planning-level traffi c analysis techniques, such as critical lane volume analysis, to evaluate lane conﬁguration options, and VISSIM microsimulation to analyze the interactions between modes and the effects of closely spaced traffi c signals. The analysis was conducted through iterations of working meetings with the County to test and revise alternatives.

Outcome Solution Kittelson conducted a multimodal transportation analysis of existing and future conditions to

The County is now reﬁning the concept design based on results from the multimodal transportation analysis. Following public input, the

VDOT AUTOMATED TRAFFIC SIGNAL PERFORMANCE MEASURES Signal Performance Measures: Keeping VDOT in the Know Challenge The Virginia Department of Transportation’s Northwestern Regional Operations (NWRO) Region implemented an Automated Traffic Signal Performance Measure (ATSPM) reporting system for intersections along the US 29 corridor near Charlottesville, VA. When a new version of the software was released in 2016 by the Utah Department of Transportation (UDOT) in coordination with the Federal Highway Administration (FHWA), VDOT wanted to upgrade, troubleshoot, and debug their existing system.

Solution Kittelson provided on-site and remote support to upgrade VDOT’s ATSPM software to the latest version, and is continuing to troubleshoot/debug

errors related to the speciﬁc equipment being used on the US 29 corridor (e.g., controller ﬁrmware, detection setup). Kittelson is also performing routine performance evaluations using the ATSPM reports to identify potential operational improvements, mis-programmed signal timing parameters, and malfunctioning equipment.

Outcome The ATSPM system has been upgraded and validated. VDOT has demonstrated substantial beneﬁts through before/after analyses, and is in the process of investigating further improvements identiﬁed using the ATSPM reports. Client: VDOT Location: Charlottesville, VA

Team: Alison Tanaka, Anxi Jia, PhD, Ian Cameron, Brandon Nevers Services: Operations Expertise: Data Analytics, Intelligent Transportation Systems, Performance Measurement, Traffi c Signal Systems

STRATEGICALLY TARGETED AFFORDABLE ROADWAY SOLUTIONS (STARS) Virginia Overview VHB led the ﬁrst installment of VDOT’s Strategically Targeted Affordable Roadway Solutions (STARS) program and is currently active on the third term of the program as a prominent member of the consultant team. The major goals of the program are to identify roadway improvements to address existing safety and mobility problem areas, with an emphasis on improvements that require minimal engineering and right-of-way and can be implemented quickly. The initial installment of the STARS program focused on improving intersections and corridors throughout Virginia, many of which were ranked in the top 5 percent in terms of poor safety or operational performance. Approximately 275 of these locations, called “Hot Spots,” were chosen for review across the State. To gain a better understanding of crash and operational conditions at the “Hot Spot” locations, crash data and

operational analyses were conducted as part of the STARS project. Three years of crash data were provided through police crash reporting forms from which collision diagrams and crash summaries (e.g., time of day, weather, pavement conditions, type, severity) were developed for each location. Where available, traffic analysis (Synchro) ﬁles were also provided enabling intersection operations measures of effectiveness (e.g., delay, level of service, queue lengths) to be evaluated. VHB used this information to conduct a Road Safety Assessment (RSA) at each “Hot Spot.” VHB led multidisciplinary teams of individuals with experience in traffic operations, safety, maintenance, design, and planning for each RSA. Based on the data analysis and the observations made by the RSA team, VHB developed potential measures to improve safety and operations, identifying low-cost and easily implementable short-term improvements as well as intermediate

and long-term improvements. VHB developed conceptual improvement plans and planninglevel construction estimates for the potential improvements. We also identified Crash Reduction Factors (CRFs), which we applied to the improvements to generate benefit-cost ratios. VHB documented the results of all performed analyses, RSA findings, potential improvements, and the anticipated benefits and costs in an RSA report for each “Hot Spot.” We also completed applications for funding the proposed improvements through the Highway Safety Improvement Program (HSIP). VHB packaged RSA reports documenting analyses, findings, potential measures, and benefit-cost ratios and disseminated the reports to all stakeholders. Agreements were made among participating agencies to implement recommendations. Many of the improvement projects proposed, documented, and formalized in HSIP project

package through the STARS program have been constructed by VDOT and others are being processed for future construction. Under the current installment of the STARS program, VHB is conducting a mobility and safety analysis of the Route 250 corridor west of Charlottesvilleâ&#x20AC;&#x201D;a 7-mile stretch from the US 29 interchange to Crozet. The objective of the study is to evaluate and quantify existing traffi c operating conditions and safety conditions to identify sources of congestion and crash causality. VHB will then develop congestion mitigation and safety enhancements in the form of traffi c control device, roadway geometry, and access management strategies. VHB led a workshop for the stakeholders following the RSA during which VHB presented the preliminary crash and operations analysis and potential mitigating measures to be considered. VHB is further reďŹ ning the potential mitigation measures and improvement strategies and evaluating their effectiveness. Client: VDOT Location: Virginia Team: VHB

Legend Study Area Zones Middle Filters 54

Gateways

SOUTHEAST BOULEVARD PROJECT Washington, DC

Overview The Southeast Boulevard Project is an opportunity for DDOT to redesign a former urban freeway while advancing their larger goals for the Anacostia Waterfront Initiative Program: improving transportation options for all and strengthening communities along the Anacostia River. Key project elements include reconﬁguring Southeast Boulevard to be at-grade with Boulevard elements such as sidewalks, bicycle facilities, street trees, and on-street parking, as well as creating neighborhood-serving street extensions that form new connections to Southeast Boulevard. Fehr & Peers DC used a combination of mobile device travel data and the regional travel demand model to forecast trip distribution and vehicle turning movements at key intersections for the project’s Environmental Assessment. Fehr &

Peers DC performed initial checks to compare the StreetLight and travel demand data which showed that the StreetLight data was a more reliable predictor of peak hour trip patterns in the study area than the travel demand model. Fehr & Peers DC calibrated and validated a Visum microsimulation transportation model based on the following travel patterns:

four lanes and a scenario where Southeast Boulevard is converted from a four-lane roadway to a two-lane roadway. Using the Visum software, Fehr & Peers DC performed a local area reassignment to understand the changes in travel patterns that would occur with each project scenario. These volume forecasts were applied in the operations analysis to help determine the preferred project alternative.

• Pass-through trips • Trips into the Study Area • Trips out of the Study Area • Trips internal to the Study Area Future year volumes for 2025 and 2040 are used to assess different concepts for the reconﬁguration of Southeast Boulevard, including a scenario where Southeast Boulevard maintains

Client: DDOT Location: Washington, DC Team: Fehr & Peers

FP THINK Autonomous Vehicle Expertise Overview FP Think is a collection of Fehr & Peers employees who are at the forefront of the transportation ﬁeld. These innovators strive to enhance our clients’ understanding of how disruptive forces in technology, demographics, and socioeconomics may affect their transportation planning decisions. Fehr & Peers’ FP Think Initiative has conducted both regional travel demand model- and microsimulation-based research on the potential effects of Autonomous Vehicles (AVs). FP Think has tested the sensitivity of nine regional travel demand models, including the MWCOG model, to the potential effects of an autonomous vehicle future. While more comprehensive efforts to establish new model structures for autonomous vehicles are underway, Fehr & Peers has also taken a “light modeling” approach to autonomous vehicle analysis, adjusting basic parameters of the regional travel demand models to evaluate potential effects, including:

• Decreased access times – if autonomous vehicles can pick up and deliver passengers door-to-door rather than searching for parking; • Decreased parking costs – if autonomous vehicles can seek out low-priced parking options outside of the urban core, or even avoid parking altogether by shifting directly to picking up another passenger after completing the current trip; • Decreased impact of lost travel time – if passengers can use travel time for rest, work, or leisure rather than concentrating on the task of driving; • Increased auto availability – if those who do not own automobiles have “on demand” access to shared, autonomous vehicles; • Increased freeway capacity – if autonomous vehicles can travel closer together and use road space more efficiently;

• Increased non-work trips – if the young, elderly, and disabled, who currently cannot drive themselves, gain access to travel independently via autonomous vehicle; and • Increased auto occupancies – if autonomous vehicles operate in a shared context akin to today’s transportation network companies like Uber and Lyft. FP Think then summarized the test results in terms of the effect on Vehicle Miles Traveled (VMT), Vehicle Trips (VT), vehicle trip length, and bus and rail transit trips. FP Think also tested the effects of AVs on freeway operations using microsimulation analysis by varying conditions of congestion levels and AV fleet mix, finding that the greatest benefits from AV adoption accrue under highly congested conditions and that the benefits plateau as Autonomous Vehicles reach about 50-60% of the fleet mix.

05. INNOVATIVE INTERSECTIONS & DESIGN

Photo courtesy of Leo Geis

BRADDOCK ROAD/PLEASANT VALLEY ROAD ANALYSIS AND ROUNDABOUT DESIGN Virginia Roundabout Eliminates 30-minute Waits Challenge In western Fairfax County, VA, the Braddock/ Pleasant Valley intersection has experienced signiﬁcant delays for several hours each day. There are numerous constraints to improving the intersection.

Solution Kittelson performed an alternatives analysis of several options and then prepared RFP design plans of a single-lane roundabout to improve safety and capacity of the intersection. Kittelson performed an extensive alternatives analysis of several traffic control and lane conﬁguration options. A 105-foot ICD roundabout

was ultimately selected to minimize the footprint of the project, while solving the operational issues that plague the intersection.

Team: Chris Tiesler, Ed Myers, Anxi Jia, PhD Services: Design, Operations Expertise: Alternative Intersections & Interchanges, Modeling & Simulation, Roundabouts

Outcome The project was successfully led and constructed through a design-build process by the Virginia Department of Transportation, opening to traffic in spring 2016. Since opening, the 30+ minute delays and mile-long queues have been eliminated, signiﬁcantly improving travel times and the safety and operational performance of the intersection Client: Virginia Department of Transportation Location: Fairfax County, VA

36TH STREET/HILL ROAD/ CATALPA DRIVE ROUNDABOUT Five-Legged Intersection Gets Thrown a Dogbone Challenge The 36th Street/Hill Road/Catalpa Drive intersection in Boise, ID, existed as a skewed, ﬁveleg signalized intersection. Half- to one-mile long lines of cars were not an uncommon occurrence at the intersection, especially during school start and end times at Hillside Junior High School located at the intersection. Safety of school children, as well as of pedestrian and bicyclists, was a major concern amongst those who regularly traveled through the intersection.

Solution As far back as the 1980s, alternatives to the traffic signal began to be evaluated for the intersection. In 2005, a circular roundabout was chosen as the preferred alternative due to the anticipated safety

Photo courtesy of Leo Geis

and operational beneﬁts it would provide. However, in 2008, the dogbone-shaped roundabout emerged as the best alternative, as it would minimize property and existing infrastructure impacts and cut the cost of the project by more than half. Kittelson worked closely with Ada County Highway District staff to establish and promote the beneﬁts of the dogbone roundabout to local citizens, neighborhoods, and school administration staff. Kittelson developed the preliminary design for the roundabout, along with provisions that would allow the roundabout to be expanded in the future if necessary; and prepared portions of the construction plans package, which included several key pedestrian and bicycle treatments to address the safety concerns.

Outcome The dogbone roundabout was constructed in summer of 2016. Since then, it has reduced the long lines of cars down to typically only a few cars at a time. Client: Civil Survey Consultants, Inc. Location: Boise, ID Team: Yuri Mereszczak, Lee Rodegerdts, John Ringert, Krista Purser, Jon Crisaﬁ, Robyn Austin, Alek Pochowski Services: Planning Expertise: Bicycle & Pedestrian, Illumination, Roundabouts, Signing & Striping, Traffic Control

NORTH SYCAMORE STREET COMPLETE STREETS DESIGN Improving Biking and Walking Experience in Tight Space Challenge In Arlington County, VA, East Falls Church is the county’s only suburban-style Metro station, which includes an off-street bus transfer facility and a parkand-ride lot. The area experiences a high volume of pedestrian and bicycle activity through and along busy roadways. The challenge is to develop a complete street improvement project along a 0.5-mile section of North Sycamore Street between Lee Highway and 19th Street North within existing right-of-way.

design provides a low stress, safe, and convenient experience for pedestrians and bicyclists through the corridor; and the concept of a self-enforcing roadway guided the selection of treatments to better protect pedestrians and bicyclists. Kittelson also worked with Arlington County to offer short and long term options for bus access and operations at the Metro station. At the I-66 interchange on- and off-ramps, Kittelson proposed geometric design and signalization strategies to further protect pedestrians and bicyclists.

Solution

Outcome

Kittelson prepared multimodal analysis, 30% design plans of corridor improvements, and traffic signal modiﬁcations, as well as designed a protected intersection at the North Sycamore Street/Washington Boulevard intersection. Our

Arlington County received a preliminary design plan vetted through detailed multimodal analysis to improve non-motorized safety and mobility through this critical corridor that also serves the East Falls Church Metrorail Station. This project represents one

of the ﬁrst attempts in Virginia to implement signalcontrolled protected bike lanes, demonstrating Kittelson’s context sensitive approach to roadway design and balanced operations for all users. Client: Arlington County Location: Reston, VA Team: Chris Tiesler, Brandon Nevers, Aditya Inamdar Services: Design Expertise: Complete Streets, Multimodal Operations

FHWA ALTERNATIVE INTERSECTION INFORMATIONAL GUIDES Comprehensive Best Practices in Just 9 Months Challenge

Outcome

States were beginning to construct alternative intersections and interchanges at an increasing rate, but national guidance on planning, analysis, and design of alternative intersections was very limited. Comprehensive documents accessible to agencies and practitioners were needed.

Kittelson assembled a team of national experts to write four guides in 9 months. Use of the guides has become widespread with the transportation planning and engineering industry and the implementation of alternative intersections has continued to grow.

Solution

Client: Federal Highway Administration Office of Safety

Develop four guidebooks for four of the most comment alternative intersection types: Displaced Left Turn (DLT), Median U-Turn (MUT), Restricted Crossing U-Turn (RCUT), and Diverging Diamond Interchange (DDI).

Services: Research

Location: National Team: Brian Ray, Andy Daleiden, Pete Jenior, Julia Knudsen, Ribeka Toda, Hermanus Steyn, Zachary Bugg, Bastian Schroeder

Expertise: Alternative Intersections and Interchanges, National Research

UNIVERSITY OF VIRGINIA FOUNDATION EMMET/IVY DISTRICT STUDY Charlottesville, VA Overview VHB is part of the team designing the infrastructure improvements for the land owned by the UVA Foundation and UVA in the northwest corner of the Ivy Road/Emmet Street intersection, called the Ivy Corridor. The architect-led team developed a framework for future buildings on this 14-acre parcel that assume only the Emmet Street parking garage remains. The demolition of the Cavalier Hotel and other buildings on the property allows the University to create a signiﬁcant presence on this important intersection. VHB initially studied the Ivy and Emmet corridors for the University Architect which identiﬁed opportunities to improve the multimodal experience. This study served as the basis for

continued interest by the City and the Board of Visitors in improving the corridors. VHB analyzed the intersection for existing and future conditions assuming a development scenario for the Ivy Corridor development, including a roundabout. The focus was to create an intersection that respects all modes—pedestrians, bicycles, and transit as well as cars and trucks. Concept plans were developed that added traffic capacity (addition of a southbound lane) and improved the pedestrian and bicycle accommodations. The team not only focused on the on-site infrastructure to support the development framework, but also looked at concepts to incorporate pedestrian and bicycle improvements

along the western side of Emmet from Massie Road to Ivy Road. Building on the work VHB had completed, concepts incorporated a tunnel through the railroad embankment to carry a shared-use path. The team has created several concepts that present opportunities to signiﬁcantly improve the pedestrian, bicycle, and transit accommodations in the Emmet corridor as well as enhance the future development of Ivy Corridor. Client: University of Virginia Foundation Location: Charlottesville, VA Team: VHB

NCDOT TIP I-5714, I-77, AND SR 2136 (GILEAD ROAD) INTERCHANGE ENVIRONMENTAL DOCUMENTATION Huntersville, NC Overview VHB is currently working with NCDOT to complete a federal NEPA document for the improvement of this existing interchange from a traditional diamond interchange to a Diverging Diamond Interchange conďŹ guration in Huntersville, NC. Services for this contract include environmental analyses, community studies, public involvement, preliminary designs, and coordination with regulatory agencies. Additionally, VHB will provide technical traffic noise analysis, as well as a quantitative project level air quality analysis. Client: NCDOT Location: Huntersville, NC Team: VHB

06. FREIGHT

CALTRANS STATEWIDE FREIGHT PLANNING Assisting California DOT with Freight Planning

signage and STAA truck routes in the Valley to identify hot spots and recommendations to improve safety and truck routing. Client: California DOT Team: Fehr & Peers

CA-219

W X

Sacramento & Northern California

C A-

X W W WX X

10 8

CA-132

W X San Joaquin County Stanislaus County

W X Bay Area

X W WX X W W X W X

W X -33 CA

W X

Fresno County

CA X W W X

Central Coast Kern County

W A-233 X

Los Angeles & Southern California

X W W X W X

X W

W X

I-5

Percentage of Local vs Through Trips

X W XX W W

CA-1 65

53% 46%

X W W X

W X 75

CA-180

53% 46%

CA-14

CA-1 52

Tulare County Kings County

-59

CA-140

Merced County

CA-99 CA-9 9

Madera County

ii xiix xx

Light Trucks

ii xiix xx

Medium/Heavy Trucks

07. IJR/IMR

I-4 BEYOND THE ULTIMATE – SYSTEM ACCESS MODIFICATION REPORT AND INTERSTATE ACCESS PLAN Predicting the Future of Florida’s Interstate 4 Challenge In order to accommodate the future traffic demands along over 20 miles of the south section of Interstate 4 (I-4) Beyond the Ultimate (BtU) in Central Florida, the appropriate number of lanes (general purpose and tolled express lanes) and interchange conﬁgurations need to be determined.

Solution Kittelson conducted the I-4 Beyond the Ultimate (BtU) project’s Systems Access Modiﬁcation Report (SAMR) on behalf of the Florida Department of Transportation (FDOT). In this project, Kittelson supported FDOT District 5 in providing oversight of all technical analyses of traffic operations on the I-4 BtU project, including the development of methodology, design traffic volumes, existing and future conditions traffic operations analysis (HCM/ Synchro), and micro-simulation analysis (VISSIM). Kittelson successfully led coordination efforts and communication with staff from FDOT District Five,

FDOT consultants, local agencies, FDOT Central Office, and FHWA. Kittelson played an important role in identifying potential issues and innovative solutions on the project during the alternatives analyses, responding to reviewer comments, and ultimately obtaining FHWA approval for the 40mile interstate project.

Outcome Stay tuned! This project is ongoing as Kittelson is now supporting FDOT on the Interstate Access Plan (IAP), building upon the ﬁndings of the SAMR with a more detailed analysis of the South Section (20 miles of corridor south of downtown Orlando). The Interstate Access Plan includes an update to the Central Florida Regional Planning Model (CUBE-based regional travel demand model) to incorporate managed lanes and time-of-day analysis in the South Section subarea, and Kittelson has developed a methodology and process to ﬂow the CUBE model results directly into a mesoscopic

dynamic traffic assignment (DTA) model using PTV VISUM to measure route diversion during congested periods. The mesoscopic DTA model will then ﬂow directly into a PTV VISSIM model for detailed microsimulation analysis, including using VISSIM’s managed lane module for dynamic lane assignment into I-4’s managed lanes. Kittelson will also utilize the latest tools and methodologies of HCM 6, including FREEVAL, to evaluate interim year scenarios. Client: FDOT District 5 Location: Central Florida Team: Michael Eagle, Karl Passetti, Ryan Cunningham, Like Liu, Bastian Schroeder, PhD, Lake Trask, PhD, Travis Hills, Miranda Barrus Services: Operations Expertise: Alternative Intersections & Interchanges, Alternatives Analysis, Dynamic Traffic Assignment, Modeling & Simulation

SR 288/CHESTER ROAD INTERCHANGE ALTERNATIVES ANALYSIS (IMR) AND FINAL DESIGN Challenge VDOT sought to make improvements at the World War II Veterans Memorial Highway (SR 288) and Chester Road (SR 145) interchange in Chesterﬁeld County, Virginia due to operational and safety performance issues.

beneﬁt of each alternative across a broad range of performance measures including intersection and link operations, levels of service, safety, environmental impact, right-of-way, cost, life cycle costs, and design feasibility.

Kittelson initially prepared a qualitative screening evaluation of five design configurations. Three alternatives were carried forward and evaluated using Corridor Simulation (CORSIM) software and refined to further assess the viability and

Client: Arlington County Location: Reston, VA

Outcome Solution

pavement marking/design bid documents for VDOT in record time. The project was constructed in early 2014.

Cost effective signalized solution with Flashing Yellow Arrow Quick design/implementation (< 1 year) Once a preferred alternative was identiﬁed in early 2013, Kittelson prepared ﬁnal traffic signal and

Team: Chris Tiesler, Brandon Nevers, Aditya Inamdar Services: Design Expertise: Complete Streets, Multimodal Operations

Transforming how communities move