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US 70 Multimodal Corridor Study transportation, bicycle, pedestrian, rail, and aviation projects on several criteria, which are all weighted differently, as follows: • Local Input Points from the MPO and Division Engineers (50%) • Safety (20%) • Connectivity/Accessibility (15%) • Demand / Density(10%) • Cost Effectiveness (5%) If seeking STIP funding, local municipalities, Orange County and DCHCMPO and the NCDOT Division 7 will be key in ensuring the inclusion of specific recommendations within larger roadway projects as applicable (such as the SUP and sidewalk along US 70) or assigning local priority points to specific recommendations (such as a specific intersection upgrades) to gain traction within the statewide prioritization process.The option of increasing local match dollars in this funding pursuit is unlikely to produce a noticeable priority increase for project scoring; rather, focusing on local input points and safety points are more important. Once a project is prioritized and funded through the STIP, NCDOT policy allows the Department to pay for and maintain all improvements within the curb or edge of pavement, including wide shoulders and bicycle lanes. When separated by a curb, swale, or vertical element, the Department may require the local jurisdiction to acquire additional right-of-way, share in the cost of construction, and maintain the separated bicycle or pedestrian facility(such as a sidewalk or shared use path). Despite these costs, incidental bicycle and pedestrian improvements are often less expensive than constructing the same improvements through an independent project. In August 2019, the NCDOT Board of Transportation adopted an updated Complete Streets Policy that requires NCDOT planners and engineers to consider and incorporate multimodal facilities in the design and improvement of all appropriate transportation projects in the state. Under the new policy, pedestrian, bicycle, and public transportation projects included in adopted state, regional, or local transportation plans, such as this plan, will be included as part of the proposed roadway project.' For example, when a SUP is included in an adopted plan and the need for the SUP is identified through the NCDOT Complete Streets evaluation process, NCDOT is expected to pay the full cost of the Shared-Use Path (SUP), including right-of-way, as part of a larger roadway improvement project (Table 28). This financial arrangement could prove beneficial to the development of this study's recommended SUP and sidewalk along the majority of the length of the US 70 corridor by being included with the eventual expected widening of US 70, should the facilities be reflected in an adopted plan. In instances where a project is not included in a plan or is considered a betterment, cost share requirements would apply (Table 29). The policy allows exceptions to a project's inclusion, and the policy's newness may lead to updates and clarifications on implementation and what constitutes an adopted plan, among other issues. North Carolina Department of Transportation,Memorandum:Complete Streets Policy Guidance,30 August 2019, https://connect.ncdot.gov/projects/Roadway/RoadwayDesignAdministrativeDocuments/CS%20Policy%2OU pdate%2OMemo%2OSecr etary%208.28.19.pdf 126 Implementation and Funding