The staff of the Roanoke Valley-Alleghany Regional Commission (RVARC) will host an Open House on Thursday, June 29, 2017 between the hours of 4:00-6:00 p.m. at the RVARC office, 313 Luck Ave., SW, Roanoke, VA 24016 (Top Floor Conference Room). This is an important opportunity for the public to learn more about regional planning programs related to transportation, community development and the environment. The public is invited to: (1) review maps of the envisioned transportation network, (2) provide input on the draft Roanoke Valley Long-Range Transportation Plan (LRTP), and (3) comment on the goals of the Roanoke Valley Transportation Planning Organization’s Public Participation Plan. For questions or directions, contact Jackie Pace at Email: email@example.com, Ph: (540)343-4417, or Fax: (540)343-4416. The RVARC strives to provide reasonable accommodations and services for persons who require special assistance to participate in public involvement opportunities. Hearing impaired persons can call 711 for access. Public notice of public participation activities and time established for public review of and comments on the LRTP satisfy the transit program of projects requirements. The RVARC fully complies with Title VI of the Civic Rights Act of 1964 and related statutes and regulations in all programs and activities. For more information, or to obtain a Discrimination Complaint Form, see http://rvarc.org/transportation/title-vi-and-ada-notices/ or call (540)343-4417
I bicycled around Vinton the other day with my camera running. This is my annotated ride compressed into 2 minutes:
Cities around the nation are phasing out their four lane roads (2 lanes in each direction) because they are not safe or efficient. A popular method is the 4-to-3 lane conversion: Replacing two of the travel lanes, one in each direction, with a single center turn lane.
4-to-3 lane conversions reduce crashes and injuries, but the idea of removing lanes from a congested road alarms some people. Counter-intuitively, 4-to-3 lane conversion projects carry MORE traffic, despite ‘losing’ a lane.
The reason 4-to-3 lane conversions reduce crashes and carry more traffic is because of the center turn lane. Without the center turn lane, left-turners block a lane. Drivers are stuck behind the left-turner, waiting for traffic to clear in the right lane so they can go around. With the center turn lane, left turners are out of the way.
Many crashes involve attempts to merge from one lane to another. Reducing the number of vehicles that have to merge reduces the number of crashes. Providing a place for left-turners to wait that doesn’t block a lane allows traffic to flow more freely and efficiently. On a congested road, a 4-to-3 lane conversion actually improves traffic flow! On a lightly traveled road, the conversion has no effect (good or bad) on traffic flow, but does reduce crashes. The conversion paradoxically slows traffic even while carrying more vehicles—the traffic flow is steadier and more consistent, leading to faster travel times with slower speeds and less stop-and-go.
A bonus feature of the 4-to-3 lane conversion is that it frees up space for bicycle lanes, improving the safety of bicyclists as well as drivers. Nearly all 4-to-3 lane conversions include bicycle lanes. The 4-to-3 lane conversion is makes pedestrian crossing safer and easier as well—the middle lane can be used as a ‘refuge’ when crossing the street.
Of course, nothing is free, right? An amazing thing about the 4-to-3 lane conversion is that it is nearly free! Roads are expensive, but paint is cheap. Many 4-to-3 lane conversions happen when a road is due to be resurfaced. The stripes would be repainted anyway, so the conversion costs virtually nothing!
 The Federal Highway Administration (FHWA) examined data from 4-to-3 lane conversions at 45 sites in Iowa, California, and Washington and found as much as a 47% reduction in crashes. The effect on safety was lower on roads that did not have as many crashes to start with. Furthermore, the FHWA found that average annual daily traffic increased after the 4-to-3 lane conversions—an indication that traffic flow improved.
 4-to-3 lane conversions are not appropriate for roads that carry more than 20,000 vehicles per day. Examples of 4-lane roads in the Roanoke area that carry less than 20,000 vehicles per day include Williamson Rd in Roanoke, Main St in Salem, and By Pass Rd in Vinton.
How do YOU go to work? Take the survey! (and enter to win one of ten $5 Starbucks gift cards)
Imagine if you didn’t have to sit in traffic on your way home, staring at the exhaust fumes of the car in front of you.
Imagine starting and ending your day with a leisurely 20-minute bicycle ride, waving at your neighbors as you pedal past.
Imagine coasting right up to the front door of your workplace, instead of circling the lot looking for the best parking spot.
Imagine all the money you save on gas and car repairs when you leave the car at home.
Imagine the look on your doctor’s face at your low heart rate, blood pressure, and cholesterol.
Imagine breathing cleaner air because you and your co-workers, and hundreds of others like you, bicycle to work.
Bicycling to work can be good for you, good for your workplace, and good for your community. Employees don’t have to bike far, or bike every day, to experience the benefits of bicycling. Whether you want to bike or not, we’d like to know more about how you or your employees get to work. Take the Bicycle to Work Survey and enter to win a Starbucks coffee!
Employees who bicycle to work:
- Are healthier and happier
- Save money on transportation
- Enjoy the ride
Employers benefit when employees bicycle to work:
- Fewer absentee days
- Reduced parking costs
- Healthier, happier, and more productive employees
- Employee retention and recruitment
- Showcase sustainability
However, employees face many obstacles to bicycling to work:
- No bicycle parking at work
- No place to clean up after bicycling
- Dangerous roads
- Managers and co-workers hostile to bicycling
- Live too far to bicycle
We’re studying how employers in our area can facilitate bicycling to work. If you are an employer or an employee in the Roanoke Valley, please complete this survey and enter to win one of ten $5 Starbucks gift cards. Please encourage your employees, co-workers, and employer to complete the survey too!
It has been almost two months since Pokemon Go was released and I still have not caught a Pikachu. I have walked 84.4 kilometers and caught 539 Pokemon in Roanoke, Blacksburg, and Northern Virginia, but the one Pikachu I encountered ran away from me.
Pokemon Go is the augmented-reality smartphone game from the 20 year-old Pokemon franchise, in which players search for Pokemon in the real world. Pokemania ensued upon the game’s initial release as millions took to the streets wandering aimlessly and gathering in parks at all times of the day and night in pursuit of Eevees, Psyducks, and Squirtles. It is so popular that businesses in Roanoke and across the world have been using it all summer to attract customers. The craze has simmered recently, but how and where people play Pokemon Go has potential to help urban planners identify desirable locations and engage communities.
Because Pokestops, map points where players can collect items to be used in the game, are located at landmarks and public art, they are heavily concentrated in urban environments. Pokemon are also more common and more diverse in denser areas, making it a city-centric game. Downtown Roanoke has a Pokestop around every corner and you are more likely to find a Tangela on Campbell Avenue than you are in Tanglewood Mall.
On any day of the week during lunchtime you can walk into the Elmwood Park Amphitheater and see about 10 people sitting and walking around staring at their phones and every few minutes a new person will walk in or walk out. During the first two weeks of Pokemon Go, this crowd was more than double. Informal gatherings like this are happening elsewhere such as New York’s Central Park and Blacksburg’s Market Square where it can be so crowded at midnight that there is nowhere to sit but the ground.
The game has caused more people to gather in public places than normal, especially at times of the day or night that those places are usually empty. Most planned public gathering spaces or parks are Pokestops, but some of those spaces are attracting large gatherings and others are not. Identifying places where people are gathering and comparing those to where they are not can inform planners about what spaces people want to come to and linger.
For instance, Elmwood Park at lunchtime is a quiet getaway spot from the rush of downtown Roanoke with plenty of green and places to sit. Market Square in Blacksburg at night has good lighting and is only a few steps away from a multitude of food options. Identifying these gathering spots is easy. People collect around Pokestops with lures which attracts more Pokemon than usual to that location. When playing the game, these stops will glow pink, and when a few stops in a small area are all glowing pink at the same time you can be sure that a public space has become an informal gathering spot
The location of these gathering spots may be based more on how many Pokestops are there rather than the place itself. Both Elmwood and Market Square are located at a triangular convergence of three stops making it easier to collect items and, when all three have active lures, are more likely to catch Pokemon. If places with multiple Pokestops in close proximity have the same type of gatherings, regardless of what the space is like, then gatherings are based off the location of the stops. But spaces with multiple stops, such as the Roanoke City Market, that would seem to attract more players don’t have the same effect on Pokemon gatherings that places like Elmwood has. The City Market has two stops close together and, although it could be the premier Poke-spot downtown, it does not seem like Pokemon Go is a significant factor in people gathering there. While these three comparisons–City Market, Elmwood, and Market Square–aren’t enough to base an assumption on, the latter two hint at which spaces are more desirable. Lures, ever present in Elmwood, are not activated at the same rate at City Market, making Elmwood the key spot for Poke-gatherings, and an important location to study.
There is also a potential for increased awareness and engagement for urban planning issues. Of course, Pokemon Go is a game based on players walking around searching for Pokemon. The game actually rewards you for walking–there are eggs which are hatched into Pokemon after you have walked a certain distance, and if you are over a certain speed it won’t calculate the distance you have traveled–you can’t cheat the game by driving. This basic function has brought people out on foot in swarms over the past month, and it has brought up concerns and complaints about player experiences.
The opportunity to play is not equally available to all who want to. Concentrations of Pokestops in cities have shown redlining. Poor neighborhoods with high populations of African-Americans have less Pokestops and gyms, giving these neighborhoods less access to the game. Since Pokestops are located around public art and other landmarks, it is possible that these neighborhoods lack those landmarks to merit a Pokestop. It is more likely that members of those communities did not play Niantic’s earlier game Ingress which gathered points of interest that would later become Pokestops. Either way, planners can use this redlining to study what can be done in these neighborhoods to improve walkability and vitality.
Because Niantic focused the game around walking and landmarks, suburbanites stand in stark contrast to city dwellers. There seems to be plenty of Pokemon Go players in suburbia, but they have been almost completely left out of playing because of the clash between the design of sprawl and the design of the game. The center of a suburban town is the shopping center, a place with lots of parking and few landmarks. Tanglewood and other strip malls are empty spaces on a Pokemon Go map, with no Pokestops because there are no public destinations, and many times no Pokemon to catch.
Suburban players are inconvenienced because in a game based around walkability those shopping centers are not usually within walking distance of the homes of the people it serves, hence the large parking lots in front. Even when they are, there usually isn’t a safe way for people to walk to these shopping centers, meaning if there is a Pokestop there you are most likely driving and not collecting walking distance or catching wild Pokemon. Some suburban neighborhoods are built without sidewalks giving players no safe way to hunt. The exact reasons the game has worked so well in cities is the same reason it barely works at all in suburbs designed around the car.
Why is this important to planners? The majority of Pokemon Go players are young, the prized millennial generation, who are upset that they can’t play this game in their neighborhoods. They want destinations (and not just for Pokestops) that are within walking distance or only a short (bus, bike, or Uber) ride away, a point especially relevant for players without cars. There is an opportunity to educate and engage this younger generation on the issues of land use. They are interested in how the built environment affects them and they want access to more vibrant places. While this is not necessarily a new trend among this generation, they may be more interested when put in terms of the augmented reality of a game like Pokemon Go. They have become aware to the problems of where they live, and it’s now important for planners to put that awareness to action.
Article written by Ben Wolfenstein, Intern for the Regional Commission.
Environmental Justice (EJ) has a slightly misleading name. It is more of a social justice and fairness concept. It does have a connection to the physical environment through emphasizing that traditionally underrepresented communities, low-income and minority communities, should not be adversely affected by disproportionate exposure to pollution, or other adverse impacts, from transportation projects. However, the central meaning behind EJ is more about not disrupting the social fabric, cohesion and development of traditionally underrepresented communities. Disruption could occur by separating communities with large thoroughfare transportation projects that don’t directly serve the communities and may serve as barriers. At its core EJ seeks to learn from the mistakes of the “Urban Renewal” era of the 1960s and 70s in which vibrant and successful urban neighborhoods were divided by freeways and highways subsequently harming the economic health and social fabric of the neighborhoods. More information about the official history of the EJ concept with its origins in Title VI of the Civil Rights Act of 1964 and Executive Orders 12898 and 13166 in the late 90s and early 2000s can be found in the RVTPO Title VI, Environmental Justice and Limited English Proficiency (LEP) Plan.
EJ concepts extend beyond the planning phase through the project development, engineering and construction phases. For our purposes as a federally recognized Metropolitan Planning Organization (We go by the name Transportation Planning Organization in our region), EJ concepts will primarily be implemented at two separate levels:
- In the long-range plan at the planning level to the financially constrained list of projects; and,
- When RVTPO implements long-range plan by applying for SMART SCALE High Priority funding (the Virginia Prioritization and Programming system) over successive application cycles. SMART SCALE is the effective link between the long-range transportation plan and the Transportation Improvement Program (TIP).
These two levels, separated in time, allow us to use a “canary in the coal mine” approach in the long-range plan. The EJ Framework will primarily identify red flags and screen out any patently inappropriate projects from the long-range plan. Later, before projects are actually applied for in SMART SCALE, we can use the framework again, in a more robust manner, to modify the scope of the SMART SCALE application to address any additional EJ concerns that arise.
In order to evaluate EJ impacts, both positive and negative, we will use our new EJ Benefits and Burdens Framework that was developed for the RVTPO in the form of a Master Degree Thesis by Allison Homer at Virginia Tech. We are fortunate to have this up-to-date framework that can incorporate new tools such as the Environmental Protection Agency’s EJSCREEN and go beyond these tools for a robust planning level implementation of EJ concepts. Please look forward to more news on the applying EJ through the new Constrained Long-Range Multimodal Transportation Plan 2040 in the coming months.
It can be difficult to craft a long-range transportation plan. As you can imagine, much of the feedback we get from citizens and stakeholders involves day-to-day questions such as; “Who will pay for all of this?” This natural question helps to illustrate the basic challenge that we have as long-range planners; “How do we develop and communicate a long-term vision, when many people naturally think in terms of day-to-day decisions?”
The ultimate goal is to craft a long-term leadership vision that can be implemented through prudent and strategic day-to-day decisions. It is the old “Eat the elephant one bite at a time!” proverb. However, we live in a world of complex social and economic interactions that defy “one size fits all” approaches. One way to think through this tension between long-term vision and day-to-day decisions is to use economic frameworks. I do a lot of personal study and reading in economics. It is a deep interest of mine, and I think it helps inform our work as planners. I especially think that Behavioral Economics will prove to be very informative to planners in the coming years.
That said, many people think of economics in terms of Adam Smith’s Invisible Hand . Although this is a useful metaphor for many basic day-to-day market interactions, there are times when it doesn’t necessarily hold. For instance, imagine that you are at a football game and everyone is comfortably seated and can see the game. Then a few people stand up to get a better view, then more and soon the whole stadium is standing. The end result is that everyone pretty much has the same view as before; however, they are less comfortable. If an announcer communicated the “vision” to request everyone to please sit down over the loudspeaker, or if stadium rules didn’t permit standing during the game then the cycle could be broken.
Long-range plans are similar in this regard. In essence they are just trying to point out that everyone is standing, when they could be better off being comfortably seated and watching the game. Popular leadership and business books espouse this idea when it comes to individual career development and organizational development. In essence they tell readers to craft a personal vision (or organizational vision for leadership books) and then act on that vision through day-to-day workplace decisions. This advice is well received by the majority of professionals in the workforce as evidenced by how big the business, management and leadership category of books is in bookstores or on Amazon. All we are saying is to think of regional long-range transportation plans as crafting a vision for the community and then encouraging leaders to act on that vision through day-to-day decisions. Most of us already accept this advice in our professional lives via business books. Why not accept the same approach for the community through long-range plans?
Notice of a Public Meeting to Receive Comments on the Roanoke Valley Transportation Planning Organization’s (RVTPO) Planning Process
The Federal Highway Administration (FHWA) and the Federal Transit Administration (FTA) will hold a public meeting in coordination with the RVTPO regarding the RVTPO’s Federal Certification Review. Representatives from the FHWA and the FTA will be present and are interested in hearing from the public. The primary purpose of the review is to certify that the RVTPO is satisfactorily meeting the planning requirements as defined in Federal laws and regulations. The review also provides FHWA and FTA the opportunity to add value to the RVTPO’s planning processes through the sharing of best or innovative planning practices, techniques, and/or technology.
This is an opportunity for the public to express their thoughts and comments about the transportation planning process; to allow the Federal Review Team to obtain a better understanding of the community’s issues; and to inform the public about the Federal transportation planning requirements.
A public meeting will be on Wednesday, March 2, 2016 from 4:30 p.m. to 6:30 p.m. at Campbell Court (31 Campbell Ave. SW, Roanoke, VA 24013) – Second Floor. For questions or directions, contact Mark McCaskill at Ph: (540)343-4417, Fax: (540)343-4416, Email: firstname.lastname@example.org. The RVTPO will strive to provide reasonable accommodations and services for persons who require special assistance to participate in public involvement opportunities. Hearing impaired may dial TTY/TDD at 1-800-828-1120 or 711 for access. Contact the Public Involvement and Community Outreach Coordinator at (540) 343-4417 for more information.” The RVTPO fully complies with Title VI of the Civic Rights Act of 1964 and related statutes and regulations in all programs and activities. For more information, or to obtain a Discrimination Complaint Form, see http://rvarc.org/transportation/title-vi-and-ada-notices/ or call (540)343-4417. If you are unable to attend the meeting in person you can provide your feedback at the following link from now until March 2nd : https://www.surveymonkey.com/r/RVTPO
The Roanoke Valley is not like it was 25 years ago, nor will it be like it is today in 25 years. In order to better meet the needs of citizens today and in the future, a Transit Vision Plan for the Roanoke Valley is under development. Initial surveys and data analysis have been completed and results are available in the Technical Report to the Transit Vision Plan.
On November 5th, two public workshops were held to gather public input and preferences on the current and future state and use of transit in the Roanoke Valley. Participants were able to draw preferences for transit on maps, place dots indicating preferences on boards, and complete comment forms as part of the meeting. Following the two meetings, held at the Campbell Court Transportation Center and the Brambleton Center,
For those unable to attend the Public Open House Workshops on November 5, please click here to participate in the online public meeting. The survey asks for the same input found on the maps and boards at the Open House meetings.
The survey will remain active until Friday, December 11th, at which point all responses received will be analyzed and incorporated into the final Plan.
For more information on the Transit Vision Plan, please visit the page here.
The RVTPO is currently working on a long-term Transit Vision Plan that will help shape future investments and planning for the Roanoke Valley’s transit services in the urban portions of Bedford County, Botetourt County, Montgomery County, City of Roanoke, Roanoke County, City of Salem, and the Town of Vinton. The workshops will be offered at two locations in the Roanoke Valley.
• 3 to 5 p.m. at Campbell Court, 31 Campbell Ave. S.W. (to RSVP or share this event, visit https://www.facebook.com/
• 7 to 9 p.m. at the Brambleton Center, 3738 Brambleton Ave.