Agenda 05-07-24; 6-b - Approval of the Orange County US 70 Multimodal Corridor Study (MCS)

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135 US 70 Multimodal Corridor Study 6.2 Funding Opportunities The recommendations in Chapter 5 are based on an assessment of the current facilities, connectivity needs and opportunities, and an understanding of future growth areas and their land use. Current NCDOT policy does not treat all facilities the same in terms of funding. These differences in funding eligibility are substantial enough that they can determine the viability of a specific facility type or design in jurisdictions dependent on NCDOT or public agency participation to pay for construction and maintenance. In such cases, design compromises may be needed if the project is to have a realistic chance for implementation, especially within a given timeframe. Bicycle and pedestrian facilities may be added along a roadway either as part of a roadway improvement (such as a widening or roadway extension project) or as an independent project. The North Carolina Strategic Transportation Investments (STI) law requires NCDOT to rank highway improvement projects separately from independent bicycle or pedestrian facility projects. NCDOT may work with a local agency to determine and construct bicycle or pedestrian improvements as part of the roadway project. Otherwise, local agencies may apply for federal funding to add bicycle or pedestrian improvements separate from a roadway project. 6.2.1 NCDOT State Transportation Improvement Program (STIP) Funding NCDOT's State Transportation Improvement Program selects projects to be funded through the State Prioritization Process (SPOT).The process involves scoring all roadway, public 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 126 Implementation and Funding