January 2016 GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN PLAN OVERVIEW T R A N S P O R TAT I O N IN GEORGIA be continually evaluated and periodically updated as appropriate, typically every four to five years. The most recent Georgia long-range transportation plan, the 2005-2035 Georgia This plan, for the first time, Georgia's transportation system drives Georgia's economy, the success of our communities, and our quality of life. Continued investment in improving transportation and mobility within the State is essential to improving and maintaining Georgia's economic standing and retaining our high quality of life. Statewide Transportation Plan, was completed and approved in January 2006. State legislation2 requires a transportation investment plan with specific investment strategies identified to advance economic growth in the State. This Statewide Strategic Transportation Plan (SSTP) must be updated combines the traditional transportation analyses of the Federal legislation1 requires states to have a multimodal long-range transportation plan every two years with ongoing monitoring of key strategies through an annual performance- federally required that outlines general investment policies over monitoring progress report. The most recent long-range a minimum 20-year plan horizon. Long-range SSTP was completed in September 2013. 1 Statewide Transportation Plans (SWTP) must transportation 1 Moving Ahead for Progress in the 21st Century (MAP-21), Title 23 U.S.C., https://www.fhwa.dot.gov/ map21/legislation.cfm. 2 Statewide Strategic Transportation Plan, OCGA 32-2-41.1. Our transportation system drives Georgia's economy, the success of our communities, and our own quality of life. plan with the strategic business case In 2014 , Georgia was named the #1 state in the U.S. for Business. CNBC, 2014. Of all 50 states, Georgia ranks #16 in the cost of living. U.S. Chamber of Commerce's Enterprising State's Report, 2012. Georgia consistently ranks highly for having some of the smoothest roadway pavement in the country. Federal Highway Administration. Georgia ranks as the #3 top place in the world to make films. P3 Magazine. for transportation investment required by the State. Plan Overview The 2040 SWTP/2015 SSTP documented herein meets all state and federal transportation planning requirements for Georgia. This plan, for the first time, combines the traditional transportation analyses of the federally required long-range transportation plan with the strategic business case for HIGHWAYS BRIDGES 2 TRANSIT FREIGHT RAIL AIRPORTS BIKE/PEDESTRIAN MARINE PORTS transportation investment required by the State. The 2040 SWTP/2015 SSTP provides a comprehensive look at transportation issues and investment needs in Georgia now and through the year 2040. It forecasts available funding for transportation investment and develops a set of strategic, financially constrained investment recommendations to meet the transportation demands of the State.3 3 Additional technical material developed as part of the 2040 SWTP/2015 SSTP is included in: Appendix A (Study Methodology), Appendix B (Literature Review), Appendix C (Data Collection), Appendix D (Existing Conditions ), Appendix E (Revenue Forecast), Appendix F (Economic Forecast), Appendix G (Future Deficiencies), Appendix H (Economic Impact), and Appendix I (Public Involvement). 123,546 center line miles 15% owned by GDOT supporting 215 million vehicle miles traveled (VMT) 14,739 bridges (including culverts) 15 urban fixed-route transit providers 4,844 miles of active track 104 publicly owned airports 14 state bike routes 3 ports in operation 55 percent owned by GDOT supporting 152 million bus riders in 2012 supporting 193 million tons of goods in 2010 includes 9 commercial service airports supporting 47 million commercial passengers in 2012 supporting 75,000+ bicycle/ pedestrian commuters in 2010 supporting 27 million tons of goods in 2010 GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN EXISTING TRANSPORTATION SYSTEM Highway System -- Over 123,000 center-line miles5 on Freight Rail -- Over 6,000 track miles of freight rail, Georgia's transportation system is planned the Georgia highway system. Of total 4,844 of which are active, supporting and constructed by several agencies across center line miles, approximately 31,000 the movement of 193 million tons of the State, including the Georgia Department (25 percent) are part of the Federal Aid goods in 2010. of Transportation (GDOT), individual cities and System (FAS) and eligible for federal -- 301 track miles of passenger rail in counties, and port, airport, and transit authorities. transportation funding; this includes both Georgia, supporting two rail corridors GDOT shares responsibility for planning and GDOT-owned and non-GDOT-owned and just under 568,000 passengers in programming transportation funding with facilities. Approximately 18,000 miles Georgia in 2011 to 2012. 16 Metropolitan Planning Organizations (MPO) in urbanized areas across the State. GDOT has the responsibility to maintain and operate the roadways which it owns in urban areas. are both GDOT-owned and on the FAS (15 percent of total center line miles). -- 14,739 bridges (includes culverts), 55 percent of which is GDOT owned. Airports -- 104 publicly owned airports, 9 of which offer commercial services, with over 2 million general aviation flights and While the 2040 SWTP/2015 SSTP focuses on the -- Supports over 215 million vehicle-miles 73,000 commercial flights annually. transportation assets owned and operated by traveled (VMT) on the FAS; 90 percent -- The 9 commercial service airports 3 GDOT, it touches upon all of the transportation of the vehicle-miles on the FAS are on supported 47 million enplaned facilities in the State which include roadways, GDOT-owned roads. passengers in 2012. public transportation, railroads, airports, marine ports, and bicycle/pedestrian facilities. It presents statewide economic and transportation demand forecasts given expected population and Transit -- Fifteen urban fixed-route transit providers, supporting over 152 million riders in 2012 (bus and rail). Ports -- Three ports currently in operation, moving over 27 million tons of goods in 2010. employment growth and assesses the current and future performance of all these modes over the plan horizon. -- Comprehensive network of service providers in rural areas of the State supporting rural human services Bicycle Network -- Fourteen state bike routes, totaling over 2,900 miles, 70 percent on GDOT- The existing transportation system in Georgia is mobility needs. owned state routes, supporting just over comprised of the following:4 75,000 bicycle commuters in 2010. 4 Detail on existing infrastructure and network performance by mode is included in Appendix D (Existing Conditions). 5 Mileage is reported as center line miles; this excludes the double counting of directionally separated roads, and roads that are designated with multiple signage. Plan Overview ANTICIPATED GROWTH TRENDS Transportation investment, population and employment growth, and economic growth are 10.7 In 2010, Georgia was home to approximately million people The share of the closely linked. As infrastructure investments are made the results are experienced not only by the total population traveler in improved travel time, reliability, comfort and safety, but also in the economy through accounted for by persons 65 and improved productivity and growth. Economic factors such as employment, industry structure, and population all influence transportation demand in return. The performance and condition 2010 2040 4.9 By 2040, the State will likely add another million residents older will almost of the transportation system in Georgia will directly impact these relationships that drive economic transportation system will, accordingly, need to grow and adapt to accommodate the needs of 4 double from growth in the State. A summary of population, employment, and economic growth projections new residents. By 2040, the State is forecast to have a population of approximately 15.6 million 10 to 19 percent, developed as part of the 2040 SWTP/2015 SSTP is provided in the following section.6 compared to around 10.7 million in 2010. while the share of working age population will decrease from 61 to 55 percent. POPULATION GROWTH. Georgia has ranked as one of the fastest-growing states populationwise in the nation for many decades, and continues to add people at a higher rate than the national average. Population growth did slow during 2008/2009, but continued despite an actual decline in employment. Georgia is projected to continue to grow faster than the national average although the rate of growth will taper compared to recent decades. The State's Along with continued strong population growth, the age distribution of Georgia's population also will change. As the baby boom generation retires, many people will move to southern and southwestern areas of the nation and Georgia will see a significant increase in the number of residents age 65 and older. The share of the total population accounted for by persons 65 and older will almost double from 10 to 19 percent, while the share of working age population will decrease from 61 to 55 percent. The transportation system will have to be modified in many ways to reflect this 6 Detail on economic growth projections is provided in Appendix F (Economic Forecast). changing demographic make-up. GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN EMPLOYMENT GROWTH. Several major industry employment trends taking place today in forecast to have approximately 7.7 million jobs compared to approximately 5.2 million jobs in 2010, Figure 1. Performance-Based Planning Process Georgia are expected to continue over the next an increase of approximately 2.5 million jobs. Goals/Objectives 30 years. Job growth will continue to be dominated by the service sector which is forecast to grow ECONOMIC GROWTH. The pace of Georgia's Establish Goals and Objectives. A goal is a general statement of purpose that reflects economic growth is a key determinant of a long-term desired end to a by over 100 percent between 2000 and 2040. This sector includes business and professional transportation demand as higher economic growth transportation issue. An objective is an intermediate step to reach a goal, and is results in increased employment and production more focused and more easily measured. occupations (i.e., engineering, architecture, of goods and services, which in turn places more administrative, and managerial), healthcare, demand on the transportation system. Gross State recreation, and education. Manufacturing is Product (GSP) measures the total production Performance Measures forecast to continue its decline of recent years due Select Performance Measures. to increased foreign competition, with a forecast of goods and services in a state. The State's overall average annual growth rate between 2000 Performance measures are used to monitor progress toward drop in employment of 42 percent. Actual output achieving a goal or objective. and 2040 is forecasted to be 2.3 percent. Among may increase, however, as manufacturers continue the fastest growing sectors are transportation, to implement new technologies to improve productivity. The construction industry, currently the communications, and utility industries, which are Target Setting 5 expected to grow even faster than services. The Identify Targets. Targets are a second largest in the State behind only services, will continue to grow as commercial and residential service and finance, insurance, and real estate (FIRE) quantifiable point in time at which all or a portion of a goal is achieved. industries will continue to account for the largest share structures are needed to meet population and of the economy. The government and manufacturing employment demand. By 2040, the State is sectors are forecast to have the largest declines. Allocate Resources 2.5 By 2040, Georgia's Economy will likely add million jobs PERFORMANCE-BASED 2010 2040 PLAN DEVELOPMENT Allocate Resources. Programming projects in a plan based on their demonstrated performance in the context of transportation goals and objectives. to the 5.2million jobs Georgia had in 2010 Performance measurement is a critical element of a strategic planning process. It provides a level of transparency and objectivity that is critical for plan development and implementation. Performance-based planning takes place within an overall Performance Framework, depicted in Figure 1 (page 5). Measure and Report Results Measure and Record Results. An analysis to indicate how close an organization is to achieving its long-term transportation goals. This is often used to track plan implementation, rather than tracking performance of individual projects. Plan Overview The transportation community has become At the state level, in Georgia, the SSTP requires decisions in the context of a constrained funding increasingly proactive in implementing a strategic, performance-based plan focused on environment. Federal requirements focus on state performance-based planning over the last economic growth. It guides state transportation transportation plans that advance a core set of decade. Recent, significant transportation decisions across three investment categories: transportation goals, and adherence to a set of funding issues have served as an immediate driver for developing more structured and 1. Statewide Freight and Logistics. corresponding performance measures and targets to monitor and report progress towards those transparent performance-based decision- 2. People Mobility (excluding Atlanta). goals. To date, statewide practice has focused making processes. In addition, MAP-21 3. People Mobility in Metro Atlanta. on defining goals and performance measures to has advanced performance-based federal highway aid, i.e., allocation of federal dollars An integrated set of investment objectives evaluate plan recommendations, with much less based on demonstrated performance of projects in relation to seven national goal areas Safety, Preservation, Congestion Reduction, Reliability, Freight/Economic Growth, Environment, and Project Delivery. According that focus on system preservation, core transit operations, improved roadway operations, and strategic roadway capacity expansion that is coupled with improved te and National Relieve Transportation Improve Go Congestion Reliability 6 to the U.S. Department of Transportation land use planning have Sta tatewide Strategic T als nvestment Categorie (U.S. DOT), MAP21 "transforms the policy and programmatic framework for investments... the cornerstone of [which] is the transition to a performance and outcome-based program." MAP-21 requires U.S. DOT to develop performance measures for pavement shaped the transportation investment philosophy of the State since the inception of the SSTP in 2010. An annual progress report monitors execution Maintain and Preserve ransportation Plan I People Statewide Mobility Freight Outside and Atlanta Logistics Improve Freight and Economic Development conditions, bridge conditions, injuries and fatalities, traffic congestion, on-road mobile of SSTP strategies and reports system People Mobility in Metro Atlanta s S source emissions, and freight movement. States performance across key will invest resources in projects to achieve investment programs. individual targets that collectively will make progress toward these national goals.7 Both federal and state initiatives Improve Environment Improve Safety advance performance-based 7 Note that Project Delivery is addressed via the 2015 SSTP Execution Framework; reference the 2015 Statewide Strategic Transportation Plan section (page 66). planning principles, encouraging more strategic, results-oriented investment GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN emphasis on execution of the plan through targetsetting and reporting. The SSTP has focused primarily on defining specific investment objectives needed to advance economic growth, as well as tracking and monitoring implementation of the key investment strategies through the annual progress report. INVESTMENT NEEDS HIGHWAY A primary mission of GDOT is to plan, maintain, and operate Georgia's highway system. This responsibility includes the portion of the highway system that GDOT owns, as well 85% Non-GDOT-Owned Roads The 2040 SWTP/2015 SSTP provides a unique opportunity to leverage both federal and state performance emphasis areas, with MAP-21 providing the broad framework and as administering U.S. DOT funds for those portions of the highway system that it does not own, but which are eligible for federal transportation funding (Figure 2, page 8). 12.8% Eligible for Federal-Aid transportation goals for the plan and the SSTP There are over 123,000 center lane miles of providing the unique state-defined objectives public roads in Georgia, of which GDOT owns needed to advance those goals. The integrated only 15 percent. However, the GDOT-owned 15% planning effort also enables a consistent set of roads are among the most heavily traveled GDOT-Owned Roads 7 targets to be established between the SWTP in Georgia, including the Interstate Highway and SSTP to ensure GDOT is monitoring and reporting plan implementation and associated performance impacts in a standardized and System and large portions of the National Highway System (NHS), and FAS. 100% Interstate Highway System complementary manner. The 2040 SWTP/2015 SSTP provides a Investment needs for the Georgia highway system are summarized across five highway programs pavement, bridges, roadway capacity, roadway operations, and safety. For each highway program a performance curve is 95% National Highway System (NHS) 58% Roads eligible for funding under the Federal-Aid Highway System unique opportunity to leverage both federal included which presents performance impacts in the year 2040 given average annual funding levels applied over the plan horizon. Average Source: Cambridge Systematics from GDOT's 2008 HPMS Submittal. and state performance emphasis areas. annual funding levels used to build out each performance curve are capped by investment need, not by available revenue; i.e., the point in Investment Needs 8 Figure 2. Federal-Aid Highways in Georgia Source: Westats and Cambridge Systematics, 2040 SWTP/2015 SSTP. GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN the curve where performance flattens reflects For the 2040 SWTP/2015 SSTP, the current reporting, it is applied as part of 2040 a maximum funding level at which investment and future physical condition of existing SWTP/2015 highway needs analysis to ensure needs are cost-effectively addressed. These roadway pavements in Georgia was federal performance monitoring requirements curves facilitated an understanding of future measured using the Highway Economic are addressed. performance within each program given varying levels of investment. The performance curves Requirements System-State (HERS-ST) model8 which reports forecasts of future pavement A well-maintained served as the backbone for an investment tradeoff analysis that was conducted as part of 2040 SWTP/2015 SSTP development to condition using the International Roughness Index (IRI). The IRI measures ride quality; i.e., pavement smoothness. It does not roadway can reduce overall vehicle operating inform a set of performance-based, financially constrained investment recommendations (refer to the Recommendations section of this plan, pages 58-59). measure the condition of the entire pavement structure. The IRI is used to report pavement conditions annually by each state to the Federal Highway Administration (FHWA) through the Highway Performance Monitoring costs for personal and commercial vehicles and support roadway PAVEMENT System (HPMS)9 which serves as a primary safety through the The pavement condition of Georgia's transportation network is vital for resident's day-to-day input into HERS-ST performance projections. At the state level, GDOT measures pavement prevention of potholes 9 activities and the State's commerce. Pavement condition can affect highway users in several quality through a combination of both ride quality and condition through its COPACES and uneven lanes. system. Because the IRI is the expected ways. Pavement roughness affects not only performance measurement method to be A minimum performance threshold of 95 percent riding quality, but also fuel consumption, tire wear, used for purposes of MAP-21 performance of the Interstate Highway System in fair or maintenance and repair costs, and in the end, the better condition (as measured by IRI) is currently life of the vehicle. It also can affect road users' travel time and safety. A well-maintained roadway 8 HERS-ST is an economic analysis tool that uses engineering standards to identify highway proposed as part of MAP-21 draft rulemaking.10 Georgia currently exceeds this threshold on can reduce overall vehicle operating costs for deficiencies, and then applies economic criteria to personal and commercial vehicles and support select the most cost-effective mix of improvements for system-wide implementation. https://www.fhwa. the Interstate Highway System. In fact, according to the IRI pavement scoring system, almost roadway safety through the prevention of dot.gov/infrastructure/asstmgmt/hersindex.cfm. potholes and uneven lanes. 9 The HPMS is a national level highway information system that includes data on the extent, condition, performance, use and operating characteristics of the nation's highways. https://www.fhwa.dot.gov/ policyinformation/hpms.cfm. 10 https://www.federalregister.gov/articles/2015/01/05/ 2014-30085/national-performance-managementmeasures-assessing-pavement-condition-for-thenational-highway, January 2015. Investment Needs 100 percent of pavement miles on the entire Figure 3. Pavement Performance in 2040 by Road Class GDOT-owned, Federal Aid System are in fair or better condition. Percent Pavement in Fair or Better Condition (Based on IRI) 100% 90% Despite today's excellent pavement conditions, even 80% if demand along a roadway segment is constant or 70% decreases, pavement performance will deteriorate 60% with age. Therefore, it is necessary to specify some 50% level of funding over the plan horizon to properly 40% address long-term deficiencies. HERS-ST was used to compute pavement performance forecasts 30% in the year 2040, in terms of IRI, at varying 20% annual funding levels (Figures 3 and 4, page 10). 10% Interstate Other NHS Other FAS GDOT Owned Current Performance Interstate Other NHS Other FAS Lane Miles 6,314 16,416 31,240 DVMT 46% 36% 18% Current Performance 100% 99% 99% Performance curves are shown in Figure 3 for 0% 0 100 200 300 400 500 600 700 800 900 1,000 the Interstate Highway System (Interstate), the Annual Funding in Millions of $2013 Source: Cambridge Systematics, 2040 SWTP/2015 SSTP. 10 Non-Interstate National Highway System (other NHS), and the remaining Federal Aid System, Figure 4. Pavement Performance in 2040 for the GDOT-Owned, GDOT-owned (other FAS GDOT-owned). The Federal Aid System performance versus funding relationship for Percent Pavement in Fair or Better Condition (Based on IRI) FAS GDOT Owned Current Performance, FAS GDOT Owned the entire GDOT-owned, Federal Aid System 100% is shown in Figure 4. Current performance is 90% highlighted in both figures for context. 80% 70% 60% 50% 40% 30% 20% 10% 0% $0 $200 $40 0 $600 $800 $1,0 00 $1,200 $1,400 $1,60 0 Annual Budget in Millions of $ Source: Cambridge Systematics, 2040 SWTP/2015 SSTP. As shown in Figure 4, at current annual funding levels of approximately $277 million per year11, pavement conditions are forecast to deteriorate sharply across the GDOT owned system by 2040, from approximately 100 percent of the system in fair or better condition today to only 22 percent of the system in fair or better condition. To meet minimum federal thresholds of performance that will require at least 95 percent of the Interstate Highway System in fair or better condition, as well as ensure adequate conditions on the remainder of the GDOTowned FAS system, approximately $1.07 billion per year is needed almost tripling today's annual funding levels. Approximately $1.6 billion per year is needed to ensure today's excellent pavement condition levels which exceed proposed MAP-21 performance thresholds are carried forward in the future.12 11 Average annual spending from the 2014-2017 State Transportation Improvement Program. 12 Total investment needs to maintain pavement conditions on GDOT-owned facilities over the plan horizon, as summarized here, reflect IRI projections of pavement smoothness. These projections may under represent investment needs based on COPACES projections of pavement quality and condition. GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN Pavement conditions are forecast to deteriorate sharply across the GDOT owned system by 2040, from approximately 11 100 percent of the system in fair or better condition today to only 22 percent of the system in fair or better condition. Investment Needs FUNDING LEVELS INVESTMENT NEEDS *$Millions Per Year Pavement conditions are expected $2,000 to deteriorate significantly if historic spending levels are carried forward; only 22 percent of the state-owned $1,500 $1,600 federal-aid system will be in fair or better condition compared to almost $1,000 $1,070 100 percent today. Aggressive investment over today's $500 $730 spending levels will be needed to meet federal performance thresholds, reduce commercial and private vehicle $0 operating costs, and improve safety. Low Medium High Transportation networks critical to Supports federal requirements Supports federal requirements Maintains today's excellent the state economy (priority freight 12 for Interstate System and for Interstate System, ensures condition levels on entire corridors and Interstate System) will adequate conditions on adequate conditions on NHS GDOT-owned system. require priority funding. NHS, but conditions on and remainder of non-NHS, non-NHS will significantly GDOT-owned system. deteriorate over time. * As part of plan development an analysis of performance impacts by funding level was completed for highway-oriented investments. Reference Plan Recommendations for more detail. PAV E M E N T GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN BRIDGE There are 14,739 bridge structures on public roads in Georgia, including culverts, with a total deck area of approximately 100 million square feet. GDOT owns 55 percent of these bridges, but those bridges represent 77 percent of the bridge deck area in the State. revised. Addressing functional deficiencies may require the widening or replacement of the structure. Rural bridges tend to have a higher percentage of structural deficiencies, while urban bridges have a higher incidence of functional obsolescence due to rising traffic volumes. The majority of GDOT-owned bridges are neither Figure 5. Percent of Bridge Deck Area (GDOTOwned Bridges) by Performance 2% 11% structurally deficient nor functionally obsolete. The condition of these bridges are dependent on This is similarly true for the deck area of bridges not only structural integrity, but also whether its owned by GDOT, with only 2 percent of the design can handle the amount of traffic traversing deck area being on structurally deficient bridges 87% the bridge. Specifically, bridge performance has and 11 percent of the deck area on functionally been defined by whether a bridge is Structurally obsolete bridges (Figure 5, page 13). Deficient (SD) or Functionally Obsolete (FO). Structural deficiencies are characterized by This low percentage of bridges rated as SD or FO deteriorated conditions of significant bridge is similar among those located on the Interstate Neither Structurally Deficient 13 elements and potentially reduced load-carrying Highway System, NHS, and FAS for which federal or Functionally Obsolete capacity. A "structurally deficient" designation funding is administered by GDOT. Even the structures Functionally Obsolete Structurally Deficient does not imply that a bridge is unsafe, but such not on any of these systems, which are owned Source: Cambridge Systematics from GDOT's 2012 National bridges typically require significant maintenance, by entities other than GDOT, only have 10 percent Bridge Inventory Submittal. repair, and operational restrictions to remain in service, and would eventually require major rehabilitation or replacement to address the underlying deficiency. of their bridges as SD and 14 percent as FO. Continued maintenance and preservation of Georgia's bridges over the plan horizon is critical. The National Bridge Investment Analysis performance of the existing federal-aid bridge network in the State (excluding culverts) at varying funding levels in the year 2040. NBIAS calculates the number of bridges and the A bridge is considered Functionally Obsolete System (NBIAS)13 was used to estimate bridge percentage of deck area on nonstructurally when it does not meet current design standards (for criteria such as lane width), either because the volume of traffic carried by the bridge exceeds the level anticipated when the bridge was constructed and/or the relevant design standards have been 13 The National Bridge Investment Analysis System was developed for assessing national bridge investment needs. It is used to model investments in bridge repair, rehabilitation, and functional improvements for annual reports to U.S. Congress. https://www.fhwa.dot.gov/policy/2013cpr/ appendixb.cfm. deficient bridges based on bridge deck, super, and sub-structure. The percent deck area on nonstructurally deficient bridges, as defined by NBIAS, is used to report bridge conditions, consistent with the expected performance Investment Needs Bridge conditions are forecast to deteriorate slightly across the federal- Figure 6. Bridge Performance (Federal-Aid System) in 2040 Percent of Bridge Deck Area on Nonstructurally Deficient Bridges 100% 90% 80% aid bridge system by 70% 60% 2040, from approximately 50% 98 percent of the deck 40% 30% area on nonstructurally 20% Federal-Aid Bridges (Excluding Culverts) Current Performance deficient bridges today to approximately 90 percent. 10% 0% $0 $50 $100 $150 $200 $250 Annual Funding in Millions of $2013 Source: Cambridge Systematics, 2040 SWTP/2015 SSTP. $300 $350 14 measure for purposes of MAP-21 performance reporting. Bridge condition data is collected by Georgia are on non-SD bridges, exceeding the proposed MAP-21 performance threshold. While current annual funding levels are estimated to be enough to address proposed each state and reported to the FHWA through the National Bridge Inventory (NBI), the primary input into NBIAS performance projections.14 Future performance in the year 2040 is presented in Figure 6 (page 14) given average annual funding levels over the plan horizon, as projected minimum MAP-21 performance thresholds that will require at least 90 percent of deck area on the NHS to be on non-structurally Proposed MAP-21 performance regulations define through NBIAS. As shown in Figure 6, at current deficient bridges, it is a decrease from today's a minimum performance threshold of 90 percent annual funding levels of approximately $236 excellent bridge condition levels. Approximately of bridge deck area on non-SD bridges for the million per year,16 bridge conditions are forecast to $350 million per year is needed to replicates NHS.15 Currently, approximately 98 percent of deteriorate slightly across the federal-aid bridge today's excellent bridge conditions as shown bridge deck area on all federal-aid bridges in system by 2040, from approximately 98 percent in Figure 6.17 14 The NBI is a national database compiled by FHWA for all federal-aid bridges and bridge structures. https://www.fhwa.dot.gov/bridge/nbi.cfm. 15 https://www.federalregister.gov/articles/2015/01/05/ 2014-30085/national-performance-managementmeasures-assessing-pavement-condition-for-thenational-highway. of the deck area on nonstructurally deficient bridges today to approximately 90 percent. 16 Average annual spending from the 2014-2017 State Transportation Improvement Program. 17 Total investment needs to maintain federal-aid bridges over the plan horizon, as summarized here, reflect NBIAS projections and measures of structural deficiency. These investment levels may under represent investment needs based on GDOT's measures of bridge deficiency. GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN FUNDING LEVELS *$Millions Per Year $500 $400 $300 $200 $100 $0 $100 Low $235 Medium $350 High INVESTMENT NEEDS Approximately 2 percent of deck area on GDOT-owned bridges are Structurally Deficient today. Eleven percent of deck area on GDOT-owned bridges are functionally obsolete today. Continued investment at existing funding levels is expected to result in lower levels of bridge condition for the entire federal-aid bridge system over the plan horizon. Significant deterioration in the Mirrors todays funding levels; Maintains today's excellent 15 bridge condition over entire Supports federal requirements condition levels on entire Federal Aid System. for bridge condition on NHS federal-aid bridge system. system as well as rest of Federal Aid System. * As part of plan development an analysis of performance impacts by funding level was completed for highway-oriented investments. Reference Plan Recommendations for more detail. BRIDGE Investment Needs 16 GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN CAPACITY The capacity of the road system depends on the number of lanes and the operation of those lanes, such as the presence of traffic signals and roadway width. These factors establish how many vehicles can travel along a roadway within a designated amount of time. Roadways with too little capacity can cause delays, gridlocks, and increased travel times. Understanding where roadways have volumes that exceed capacity is necessary to address where capacity improvements are needed the most. For the 2040 SWTP/2015 SSTP, Level of Service (LOS) is used to represent daily volume to capacity ratios (V/C) to identify where roadway capacity needs exist. Currently, the LOS on the FAS in Georgia, including the NHS, averages LOS B.18 For the Interstate System the average is LOS C. The commonly accepted design standard for roads in rural areas is LOS C and for roads in urban areas is LOS D. Overall, across the State and on an average daily basis, nonaccess 18 Level of Service conditions were determined by extracting highway links for each system of interest from the GDOT Statewide Model and calculating a weighted average V/C ratio by link length. LOS thresholds are defined within the GDOT Statewide Model; reference Figure 7, page 17 for V/C ratio thresholds. controlled roadways average LOS B and access-controlled roadways average LOS C. However, peak-hour conditions on certain roadways, particularly in the Atlanta metropolitan region and other urbanized areas, can be as low as LOS F, meaning that the roadways are operating over capacity and are highly congested. Traffic volumes are expected to increase by 2040 given anticipated population and employment growth. Forecast growth rates will lead to increased congestion, in particular in the Atlanta region. In 2040, road performance for the NHS deteriorates to an average LOS C, with significantly more locations operating at LOS E/F (Figure 7, page 17). Forecast growth rates will lead to increased congestion, in particular in the Atlanta region. GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN Figure 7. Existing and Future Daily LOS on Federal-Aid Highways Existing (2010) Daily LOS Future (2040 Existing and Committed) Daily LOS 17 Source: GDOT 2010 Statewide Model and MPO Travel Demand Models. Source: GDOT Statewide and MPO Travel Demand Models. Investment Needs 18 GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN An increase in freight truck traffic also can affect roadway capacity, due to larger vehicles and slower speeds. The efficient movement of goods is vital for continued economic development and growth. The presence of key freight assets in the State, such as the Port of Savannah and Hartsfield-Jackson Atlanta International Airport (HJAIA) drives the importance of freight to the State's economy. The Interstate System is the preferred roadway to use for trucks as it has the highest design speeds and the most compatible geometric features for trucking operations. Therefore, the capacity of the Interstate System is a significant element of the quality of trucking operations, as well as roadways within the official Statewide Designated Freight Corridors network, which was adopted by the Georgia State Transportation Board in August 2013 (Figure 8, page 19). The trucking industry carries the vast majority of the freight moved in the State, hauling 75 percent of the total freight tonnage in Georgia. This is due to its flexibility in terms of being able to handle varying shipment sizes and last-mile connectivity. As of 2007, approximately 640.8 million tons of goods traveled by truck, 35 percent of which had an origin and destination in Georgia. By 2040, the amount of truck traffic is expected to double. Given the importance of freight and the trucking industry to the Georgia economy, a strategic focus on improving roadway capacity and operations in and around freight hotspots is critical. Type of Movement 2007 Tons Through 190 Million Tons Within 226 Million Tons Outbound 118 Million Tons Inbound 106 Million Tons By 2040, the amount of truck traffic is expected to double. Figure 8. Georgia Statewide Designated Freight Corridors GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN 19 Source: State Transportation Board Designated Freight Corridors per Georgia code, 2013. Investment Needs 20 Figure 9. Roadway Capacity Performance in 2040 User Benefits ($M) $60 LOS F $50 $40 $30 $20 $10 $0 $0 $200 LOS E LOS D LOS C LOS A-B Level of Service (LOS) F to E LOS E to D LOS D to C LOS C to A/B Performance Curve $400 $600 $800 Average Annual Funding in Millions of $2013 $1,000 $1,200 Source: Cambridge Systematics, 2040 SWTP/2015 SSTP. Figure 9 (page 20) presents projected roadway performance in the year 2040 given average annual funding levels for roadway capacity improvements over the plan horizon. Congestion impacts were modeled using the GDOT 2010 statewide model. Auto and truck vehicle-hours of delay savings were estimated given varying funding levels for roadway capacity investments and translated to total user benefits given auto and truck values of time. GDOT spends approximately $740 million per year on roadway capacity improvements today.19 This funding level is projected to save approximately $48 million in user costs derived from travel delay savings. These savings are gained from a projected $73 million congestion cost due to delay in the year 2040. This funding level is estimated to be enough to address all LOS D-F deficiencies across the network, as well as maintain portions of LOS C. All LOS impacts reflect average travel conditions across the statewide transportation network. 19 Average annual funding derived from the 2014-2017 State Transportation Improvement Program. GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN FUNDING LEVELS *$Millions Per Year $1,000 $800 $600 $400 $200 $300 $0 Low $660 Medium $800 High INVESTMENT NEEDS The number of vehicle trips is forecast to increase by 1.5 percent per year; congestion levels are expected to increase on the NHS as a result, particularly in the Atlanta region. Truck traffic is expected to double by 2040, compounding congestion issues. Increasing congestion will result in deteriorating reliability and an increasing number of accidents. Funding will address only Approximates todays Improves LOS C and 21 the worst congestion funding levels; improves worse throughout deficiencies in 2040 (LOS F). LOS D and F throughout the network in 2040. the network and maintains portions of LOS C in 2040. * As part of plan development an analysis of performance impacts by funding level was completed for highway-oriented investments. Reference Plan Recommendations for more detail. C A PA C I T Y Investment Needs 22 OPERATIONS Operational improvements on the State's roadway system improve the overall efficiency and quality of the network without having to add significant physical capacity. Infrastructure such as traffic signals, ramp metering, and signal coordination can decrease overall travel time, improve safety, and reduce traffic delay. GDOT has recognized the need to install, upgrade, and invest in traffic operations as a cost-effective way to address mobility needs. GDOT currently has a variety of programs focusing on operational improvements, including, but not limited to: Regional Traffic Operations Program (RTOP)/Synchronizing Traffic Lights. RTOP is a program specifically focused on synchronizing traffic lights on Atlanta's busiest arterial roadways. These corridors also are monitored to quickly find and repair problems. Variable Speed Limits. Speed limit signs that change based on road, traffic, and weather conditions. These signs are focused on slowing down traffic ahead of congestion to smooth traffic flow, further avoid crashes, and reduce stop-andgo traffic. Capacity-Related Improvements. Roadway designs, such as roundabouts and diverging diamond interchanges, can affect the capacity of the roadway and improve operations. Certain designs, dependent on the traffic volume and other factors, can reduce queues and delays. Ramp Metering. A signal controller that regulates traffic flow entering an Interstate, breaking up platoons of vehicles and helping maintain a steadier flow of traffic. Operational improvements on the State's roadway system improve the overall efficiency and quality of the network without having to add significant physical capacity. The 2040 SWTP/2015 SSTP supports these and other operational improvements, specifically investments focused on user delay reduction through projects involving traffic signal coordination, ramp metering, and incident response. GDOT GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN has been historically involved in implementing these project types, especially in areas of high congestion and unreliable traffic conditions. Figure 10. Roadway Operations Performance in 2040 Daily User Benefits ($M) $70 Figure 10 (page 23) presents projected $60 performance impacts derived from operational $50 improvements in the year 2040 given average $40 annual funding levels over the plan horizon. $30 Operational impacts were modeled for signal $20 coordination, ramp metering, and incident response programs only using benefit-cost $10 Performance Curve relationships derived for these programs from $0 0 50 100 150 200 250 the 2014-2018 GDOT Transportation Asset Average Annual Funding in Millions of $2013 Management Implementation Plan.20 Performance Investment in signal coordination, ramp metering, and incident response programs only. impacts are presented as monetary user benefits Source: Cambridge Systematics, 2040 SWTP/2015 SSTP. derived from auto and truck vehicle-hours of delay 23 savings given auto and truck values of time. Currently, GDOT spends approximately $78 million per year on roadway operations improvements.21 This funding level is projected to save approximately $47 million in user costs derived from travel delay savings. Additional funding for operations up to approximately $200 million per year, as demonstrated in the performance curve, can yield potentially significant, additional benefits for roadway users. 20 http://www.dot.ga.gov/BuildSmart/Programs/ Documents/AssetMgmt/TAMPlan.pdf. 21 Average annual funding derived from the 20142017 State Transportation Improvement Program. Investment Needs FUNDING LEVELS *$Millions Per Year $250 $200 $150 $100 $50 $80 $140 $200 INVESTMENT NEEDS Continued focus on signal coordination, ramp metering, and incident response as key operational investments. Tailored operational improvements that align with specific roadway types and community context. $0 Low Medium High 24 Mirrors today's spending Supports a reduction Supports a reduction levels; supports a of $58 million in of $62 million in reduction of $47 million user-cost savings. user-cost savings. in user-cost savings. * As part of plan development an analysis of performance impacts by funding level was completed for highway-oriented investments. Reference Plan Recommendations for more detail. O P E R AT I O N S GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN SAFETY Figure 11. Annual Fatalities on Georgia Highway System Safety on Georgia's roads is the highest priority for GDOT. The State has worked Towards Fatalities 2,000 Zero Deaths for years. With an increase in expected population, visitors, and licensed drivers, highway safety will remain a priority and 1,500 Highway Fatalities concern for GDOT and all roadway users. Highway safety can be measured by the 1,000 number and rate of fatalities, injuries of varying levels, and property damage crashes. While 500 the State has experienced a stable, consistent reduction in fatalities for nine consecutive years (Figure 11, page 25), current data is 0 showing an increase in fatalities in 2015. This 2006 2007 2008 2009 2010 2011 2012 2013 2014 would be the first increase in Georgia in a 25 decade. Single vehicle crashes (i.e., a single vehicle hitting a fixed object) account for 49 percent of these fatalities, and the main cause appears to be distracted driving. Drivers, now more than ever, are driving distracted or impaired. Seventy-four percent of fatalities today are attributed to driver behavior. Seventy-four percent of fatalities today are attributed to driver behavior. Given this trend, GDOT has proactively initiated the DriveAlert ArriveAlive campaign to reduce fatalities on Georgia's roads. The campaign is an aggressive year-long effort (May 2015 through April 2016) to alert the public to a surge in preventable traffic fatalities in 2015 and to encourage simple changes in driving behavior to turn the tide on these crashes and fatalities. It focuses on educating drivers about how making simple changes in their driving behavior can prevent crashes, and increase their safety and the safety of their passengers, other motorists, The DriveAlert ArriveAlive campaign is a partnership between GDOT, the Governor's Office of Highway Safety (GOHS) and the Department of Public Safety (DPS). These agencies also partner through ongoing Strategic Highway Safety Plan development (SHSP). The Governor's Strategic Highway Safety Plan outlines the State's strategy to reduce highway crashes, injuries, and fatalities based on safety data, patterns, and trends which reveal crash and/or hot spot locations that have an overrepresented number of pedestrians, and bicyclists. crashes in relation to the amount of traffic. Investment Needs Because traffic safety issues are sensitive to Figure 12. Safety Performance in 2040 a variety of factors and are not stagnant, the Reduction in Number of Fatalities Georgia SHSP is updated annually to adjust 160 its strategies to meet current conditions. The 140 data-driven emphasis areas identified in the 120 SHSP provide a framework and direction for infrastructure and behavior-related safety 100 improvements. While behavioral issues are 80 the dominating safety issues today, the SHSP 60 has defined critical emphasis areas as they 40 relate specifically to infrastructure. The SHSP 20 Performance Curve currently defines two critical safety emphasis areas related to roadway infrastructure 0 $0 $50 $100 $150 $200 $250 $300 $350 $400 intersection crashes and roadway departures. Average Annual Funding in Millions of $2013 These emphasis areas were the focus of 2040 Investment in intersection and roadway departure improvements. 26 SWTP/2015 SSTP safety analysis. Source: Cambridge Systematics, 2040 SWTP/2015 SSTP. The SHSP currently defines two critical safety emphasis areas related to roadway infrastructure intersection crashes and roadway departures. Figure 12 (page 26) presents projected performance impacts derived from safety improvements in the year 2040 given average annual funding levels over the plan horizon. Safety impacts were modeled for intersection and roadway departure improvements only using benefit-cost relationships derived for these programs from the 2014-2018 GDOT Transportation Asset Management Implementation Plan. Performance impacts are presented as a reduction in the number of fatalities, which is a focus of proposed MAP-21 performance regulations.22 22 https://www.federalregister.gov/articles/2014/03/11/ Currently, GDOT spends approximately $144 million per year on stand-alone safety improvements.23 This funding level is projected to reduce fatalities by approximately 113 per year. While current safety spending levels have supported a downward trend in fatalities and serious injury crashes, additional funding is needed to ensure continued progress in the future. 2014-05152/national-performance-managementmeasures-highway-safety-improvement-program, March 2014. 23 Average annual funding derived from the 2014-2017 State Transportation Improvement Program. GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN FUNDING LEVELS INVESTMENT NEEDS *$Millions Per Year Behavioral issues are now a leading cause of crashes in the State. $200 $150 $100 $50 $140 $200 $230 Roadway departures and intersection crashes remain a top safety challenge across the state, as it relates to roadway infrastructure. Continued traffic safety data analysis is needed to identify crash hot spots and top contributions to crashes. $0 Crashes involving bicycle and pedestrian users are on the rise Low Medium High as demand for multimodal travel increases; enhanced design and Mirrors today's spending Reduces fatalities Reduces fatalities construction efforts are needed to 27 levels; reduces fatalities (associated with intersection (associated with intersection prevent infrastructure-related crashes (associated with intersection crashes and roadway crashes and roadway for all roadway users. crashes and roadway departures only) by 115. departures only) by 124. departures only) by 113. * As part of plan development an analysis of performance impacts by funding level was completed for highway-oriented investments. Reference Plan Recommendations for more detail. SAFETY Investment Needs 28 PUBLIC TRANSPORTATION Approximately 81 percent of the population of Georgia today is served by transit, either through urban fixed-route, paratransit/ondemand or rural human services (demandresponsive service). Statewide, about 2.26 percent of commuters take transit to work; in the Atlanta region the figure rises to 12.66 percent. People also use transit to perform other significant functions of daily life, including medical appointments, shopping, personal and recreational trips. URBAN TRANSIT There are 15 urban fixed-route transit providers in Georgia, four of which are located within the boundaries of the Atlanta MPO and are classified as "Very Large," serving a population greater than 1,000,000. The Metropolitan Atlanta Rapid Transit Authority (MARTA) is the largest public transit provider and only heavy rail system in the State. Figure 13 (page 29) illustrates the geographic distribution and classification of the 15 urban fixed-route transit systems throughout the State as of 2012. The 156 park-and-rides facilities in the State also support many of these urban transit providers, most of which are located with the Atlanta metropolitan area and are in proximity to the Interstate System.24 The number of customers using these systems is measured in the form of ridership. Besides MARTA, Chatham County Transit (CAT) had the highest ridership in 2012, closely followed by Cobb County Transit (CCT). The majority of the transit systems experienced increases in ridership between 2007 and 2009; however, several systems showed a loss in ridership between 2009 and 2011 during the recession, most of which have since rebounded (Figure 14, page 30). Urban transit ridership is comparable to national averages, with larger- and medium/small-sized systems in Georgia having a higher average ridership when compared to the national average. The majority of these fixed-route urban transit providers also provide paratransit service. The population served by these programs includes, but is not limited to, older adults, low-income individuals, those who do not own a vehicle, and individuals with disabilities. 24 Other transit systems in the State include transit systems and shuttles for universities, such as the Georgia Institute of Technology's Stinger Shuttles and the University of Georgia's Campus Transit. Shuttles that service dense employment areas, such as Buckhead (BUC Shuttle) and Atlantic Station (Free Ride), provide additional transportation options and connect to urban transit providers, including MARTA and GRTA. Figure 13. Urban Fixed-Route Transit Systems Source: GDOT, MARTA, Albany Transit System, Athens Transit System, APT, CAT, CCT, METRA, Douglas County Rideshare, GCT, GRTA, HAT, LT, MTA, RTD. GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN Urban Fixed-Route Transit Systems Size Number Fixed-Route Transit ID System Small 1 Albany Transit System 2 Athens Transit System 3 Cherokee Area Transit System 4 Douglas County Rideshare 5 Hall Area Transit 6 Liberty Transit 7 Macon-Bibb County Transit Authority 29 8 Rome Transit Department Large 9 Augusta Public Transit 10 Chatham Area Transit Authority 11 Columbus Transit System Very Large 12 Cobb Community Transit 13 Gwinnett County Transit 14 Georgia Regional Transit Authority 15 Metropolitan Atlanta Rapid Transit Authority Investment Needs There are urban areas in the State currently without Figure 14. Bus Urban Transit System Ridership 2007 to 2012 Unlinked Trips, Millions 5.0 Small 4.5 2007 2009 2011 2012 4.0 3.5 3.0 Unlinked Trips, Millions (MARTA) 80 Large Very Large 70 60 50 fixed route transit 2.5 40 2.0 30 service which 1.5 20 1.0 have population 0.5 10 30 density to support, including: 0.0 0 Albany Athens Douglas Hall Macon RomeAugustaChathamColumbus CobbGwinnett GRTA MARTA Cartersville, In urban areas already served by transit, about 10 percent of the densely populated areas which could support transit, have no service, In addition, Currently 125 of Georgia's 159 counties have access Valdosta, there are urban areas in the State currently without fixed-route transit service which have population to either urban fixed- Brunswick, density to support, including Cartersville, Valdosta, route or rural demand- Dalton, and Brunswick, Dalton, and Warner-Robins. responsive transit services. Warner-Robins. GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN RURAL TRANSIT Another component of public transportation in Georgia are rural transit programs. GDOT, along with other human service transit providers, including the Department of Human Services (DHS) and Department of Community Health (DCH) coordinates rural human services transportation (RHST) across the State. Similar to urban transit provider's paratransit services, rural transit programs are focused on improving mobility options to older adults, low-income individuals, those who do not own a vehicle, and/or individuals with disabilities, typically through demand-responsive service. The Southwest Georgia Regional Commission had the highest ridership among rural providers in 2012 at over 333,000 trips. Currently 125 of Georgia's 159 counties have access to either urban fixed-route or rural demand-responsive transit services. Thirtyfour counties do not currently have access to demand-responsive service; these counties fall almost entirely in rural areas. Areas of the state lacking in demand-responsive service include Regional Commission areas of Southern Georgia, Heart of Georgia, River Valley, Central Savannah River Area, Northeast Georgia, and Middle Georgia districts. 31 Investment Needs URBAN INVESTMENT NEEDS RURAL INVESTMENT NEEDS Multiple transit-supportive clusters in the Atlanta urbanized area are not served by transit. Thirty-four counties do not have access to public transportation; these counties are primarily rural. The Brunswick, Cartersville, Dalton, Warner Robins, and Valdosta urbanized areas lack fixed-route transit service, as does Georgia's portion of the Chattanooga urbanized area. Over 700,000 persons remain unserved by rural service; this is more than 20 percent of the rural population outside of urban counties. Potential demand exists for park-and-ride facilities along key interstates around Atlanta, Macon, Brunswick, and Augusta. 32 Additional operating funds for Rural and Human Service Transportation (RHST) are needed to meet the projected increase in demand. PUBLIC TRANSPORTATION GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN BICYCLE AND PEDESTRIAN Bicycle and pedestrian infrastructure is located throughout the entire State, such as recreational trails, sidewalks, and bicycle lanes. Due to the scale and trip length for most pedestrians and cyclists, needs for nonmotorized transportation are generally identified and sponsored at the regional and/or local level. GDOT supports the exclude nonmotorized modes of transportation (e.g., in Georgia, bicycles are not permitted on Interstates). However, many bicyclists prefer roads with bicycle infrastructure, which includes signed shared roadways, bicycle lanes, paved shoulders that are considered "bikeable," and shared-use path facilities. Bicycle lanes are GDOT's preferred bicycle facility type.25 Bicycle Lanes incorporation of bicycle, pedestrian, and transit GDOT has identified a network of 14 designated facilities along state-maintained facilities when specific GDOT warrants for pedestrian, bicycle, and transit accommodations are met, as identified through its complete streets policy. Adopted Fall bicycle routes across the State totaling 2,943 miles. Approximately 70 percent of this network is on GDOT-owned state routes and includes both paved shoulders and bicycle Shared-Use Paths of 2012, GDOT's Complete Streets Policy aims lanes. This network connects population centers to incorporate pedestrians, bicyclists, and transit throughout the State and is intended to primarily 33 users/vehicles into transportation infrastructure serve longer distance riders between and within projects. The purpose of the policy is to improve these areas (Figure 15, page 34). Despite the the access, mobility, and safety of all transportation users and address these needs starting at the planning stages of a project. The accommodations for these modes of transportation are required under specified conditions, such as when the need robust coverage of the statewide system, gaps in the continuity of bicycle-friendly infrastructure (e.g., wide and/or paved shoulders) exist. Increasing vehicular traffic also is posing a challenge for the usage and safety of the state bicycle system Signed Bicycle Routes or probable use of alternative modes is high. as seen on routes such as Northern Crescent, This may include the incorporation of sidewalks, Appalachian Gateway, Little White House, Central, safe intersection crossings, bicycle lanes, and/ and March to the Sea. or transit stops into transportation projects. Regardless of the presence of bicycle accommodations, bicyclists are legally allowed on any roadway other than those that specifically 25 Bicycle lanes and related improvements shall be incorporated into all widening and reconstruction projects when there is an existing bikeway or if the project is on an approved Bicycle Route. GDOT Design Policy Manual, Chapter 6.12. Investment Needs Figure 15. Georgia State Bicycle Routes 34 Source: GDOT. Urban Fixed-Route Transit Systems Direction Route Number East- 10 West 20 40 50 60 70 Route Name Southern Crossing Wiregrass TransGeorgia Augusta Link Athens Link Northern Crescent 90 Mountain Crossing NorthSouth 5 Chattahoochee Trace 15 Central 35 March to the Sea 45 Little White House 55 Appalachian Gateway 85 Savannah River Run 95 Coastal 15 Metropolitan Atlanta Rapid Transit Authority GDOT has identified a network of 14 designated bicycle routes across the State totaling 2,943 miles. GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN Beyond this designated state bicycle route The number of bicyclists and pedestrians has involving a bicycle and 3,204 crashes occurred system, there are numerous bicycle facilities, been increasing in response to population involving a pedestrian. As the number of cyclists many of which are bicycle routes that are growth as well as a shift to these alternative and pedestrians increase, safer infrastructure designated by local governments, MPOs, and modes of transportation. In the United States, and public outreach to share the road can Regional Commissions. Urban and suburban the share of trips taken on a bicycle or walking combat these types of crashes. environments also are the location of pedestrian infrastructure, consisting primarily of sidewalks and shared-use paths. There are over 2,800 miles of sidewalks on federal-aid roads in Georgia, of which almost 40 percent lies in the Atlanta region. has increased significantly over the last two decades (Figure 16, page 35). This trend is expected to continue into the future both at the national and state level given increasing demand for nonautomobile travel options and growing Between 2010 and 2012, 1,125 crashes occurred involving The presence of bicycle and pedestrian facilities elderly population. a bicycle and and the higher densities of urbanized areas results in a higher share of bicycle and pedestrian commuters. Statewide, 1.8 percent of commuters This higher share of users also results in more crashes involving a bicyclist or pedestrian. Between 2010 and 2012, 1,125 crashes occurred 3,204 crashes occurred involving a pedestrian. bike or walk from their home location to work; many urban areas have a higher share, including Figure 16. Number of U.S. Trips Taken by Bicycling and Walking 1990 to 2009 35 Athens (6.2 percent), Atlanta (5.1 percent), and Number of Trips (Billions) Walking Savannah (4.3 percent). $45 Bicycling $40 There are over $35 2,800 miles of $30 sidewalks on federal- $25 $20 aid roads in Georgia, $15 of which almost 40 percent lies in the Atlanta region. $10 $5 $0 Source: 1990 1995 2001 2009 National Household Travel Survey via The National Bicycling and Walking Study: 15-Year Status Report, May 2010, Federal Highway Administration. Investment Needs INVESTMENT NEEDS Increased demand for bicycle and pedestrian facilities is expected in the coming decades, in both urban and rural areas of the State. Gaps in continuity exist along the statewide bicycle network. Increasing vehicular traffic poses a challenge for some portions of the State's bicycle routes. The bicycle travel conditions on the Northern Crescent, Appalachian Gateway, Little White House, Central, and March to the Sea statewide bike routes have deteriorated due to traffic and shoulder conditions. Bicycle and pedestrian crashes are on the rise, particularly in high-demand locations such as Atlanta and Savannah metropolitan areas. 36 BICYCLE AND PEDESTRIAN GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN FREIGHT RAIL Figure 17. Georgia's Rail Network Georgia serves as an important connection for freight rail, serving two large east coast Class I railroads and many intermodal hubs. There are over 6,000 miles of railroad track in the State with approximately 4,844 in active service. Norfolk Southern (NS) and CSX Transportation (CSX), operate 70 percent of this trackage. The remaining miles are operated by 23 Class III or Short-Line railroads. GDOT and the State Property Commission own 676 miles of track which is leased out to various operators. The Class I rail lines connect rail hubs in Atlanta to the Midwest and to marine ports in Georgia and Florida. The two busiest corridors are the 37 CSX corridor between Jacksonville, Florida and Tennessee via Waycross, Cordele, and Atlanta, and a parallel NS corridor via Cordele, Macon, and Atlanta. The primary intermodal (rail/truck) terminals are located in Atlanta and Savannah, the latter of which primarily serves marine port traffic (Figure 17, page 37). Source: http://www.dot.ga.gov/travelingingeorgia/rail/Documents/FreightRailMap.pdf. Investment Needs In 2007, Georgia's freight railroads moved 210 million tons of freight valued at $213 billion. Rail is the second most heavily used mode in the State after trucking, with 25 percent of freight tonnage and 10 percent of freight value transported by rail in 2007. By 2040, it is projected that the railroads will carry more than 343 million tons of freight annually, valued at $468 billion, an increase of 64 percent by tonnage and 120 percent by value, but still account for about 25 percent of all By 2040, it is projected that the railroads will carry more than 343 million tons of freight annually, valued at $468 billion, an increase of 64 percent by tonnage and 120 percent Figure 18. Georgia Rail Freight Flows by Direction 2007 to 2040, Weight in Tons (Top) and Value (Bottom) Millions 180 2007 2010 2040 160 160 140 120 112 100 94 92 freight tonnage (Figure 18, page 38). by value. 80 77 66 60 48 In 2007, Georgia's 40 38 freight railroads moved As presented in the recent 2015 Georgia State Rail Plan, key investment needs for the freight 20 24 14 13 25 22 210 million tons of freight valued at $213 billion. rail system include: upgrading and maintaining track infrastructure for short-line railroads portrail connections, capacity improvements, and modernization improvements such as positive 0 Inbound Billions 300 Local Outbound Through 2007 2010 2040 281 train control. 250 Most rail freight traffic currently is through traffic, both in terms of tonnage and value. This pattern 200 is expected to continue through 2040. Inbound traffic accounted for approximately onethird of the total freight rail tonnage, with the largest inbound commodities, including coal, 150 105 100 128 126 nonmetallic minerals, and clay, concrete, glass, and stone products. 50 51 48 0 Inbound 67 16 66 28 27 Local Outbound Through GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN INVESTMENT NEEDS Modernization improvements are needed; e.g., short-line track infrastructure requires upgrades to the current industry standard of 286,000 pound per railcar, increases in vertical clearance will be necessary to handle double-stack container railcars and tri-level auto carriers. Major system bottlenecks and at-grade rail crossings are inhibiting rail movement and require investment. Improved port-rail access, storage and operating efficiencies are needed. Improved last-mile connections to freight-rail facilities are needed. 39 FREIGHT RAIL Investment Needs AV I AT I O N Figure 19. Overview of Public Airports by Level of Service There are 104 publicly owned and used airports throughout the State, of which nine offer scheduled commercial service, and the remaining 95 classified as general aviation (Figure 19, page 40). GDOT is most involved with the general aviation airports and in providing last-mile roadway access to all of the airports. Each airport is classified as a Level I (minimum standard general aviation), Level II (business airport of local impact), or Level III (business airport of regional significance and/or commercial facility) based on the role it plays in the aviation system. 40 Sources: GDOT, FAA (September 2013). GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN There are over 2 million general aviation flights Although enplanements at commercial service and 73,000 commercial flights annually. The airports outside of HJAIA have stagnated in nine commercial airports handle approximately recent years, the total number of takeoffs and 47 million annual boardings, of which 46 million landings is expected to increase in the future are handled by the Hartsfield-Jackson among all three classifications. Atlanta International Airport (HJAIA). The next busiest commercial airport is the SavannahHilton Head International Airport (SAV), with just under 800,000 annual boardings. Most airports currently have excess capacity. Sixtyone percent of Level I general aviation airports currently meet facility and service objectives. Ten Level III airports require longer primary runways to meet facility objectives. Cargo services also are a component of airports, with three airports with air cargo volumes above 1,000 annual tons in 200: HJAIA, the Southwest Georgia Regional Airport, and Savannah-Hilton Head International Airport. HJAIA represents more than 95 percent of the total air cargo volume in Georgia, with over 50 percent of commodities classified as miscellaneous mixed shipments Nine commercial or mail and contract traffic. Air cargo growth at 41 HJAIA is expected to face growing competition airports handle approximately from other larger international airports in the future. 47 million annual boardings, of which 46 million are handled by the Hartsfield- Jackson Atlanta International Airport. Investment Needs INVESTMENT NEEDS Enplanements at commercial service airports outside of HJAIA have stagnated in recent years and air cargo growth at HJAIA is facing competition from other larger international airports; improved connections to the broader transportation system are needed to allow commercial airports to operate as economic engines throughout the State. Additional/upgraded runway extensions, runway layouts, turnarounds, and aircraft parking and maintenance areas are required in order to comply with FAA regulations. Aging pavement conditions are impacting safety at some facilities. Most airports are operating at excess capacity; improving operations may attract demand; e.g., through purchasing or upgrading instrument approaches such as 42 runway and taxiway lighting upgrades, installation of precision approach path indicator (PAPI), and automated surface observing systems for weather tracking. Landside expansions such as terminal areas, parking spaces, and other fixed-based operators are needed to support the general aviation services. AV I AT I O N GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN MARINE PORTS The Port of Savannah is vital to the State's There are three marine port complexes owned and operated by the Georgia Ports Authority (GPA): the Ports of Savannah, Brunswick, and Bainbridge, the largest of which is Savannah. There also are dozens of private terminals along the Georgia coast and the inland waterways, typically owned and operated by companies that exclusively ship their own economy and is, overall, the fourth-largest container port in the U.S., handling about 3 million 20-foot-equivalent (TEU) container units annually. In addition, it is the second largest export port in the U.S. and has 37 weekly container ship calls, which is the second highest on the East Coast. The Port of Savannah handles container, The Port of Savannah is vital to the State's products. GDOT's primary role is to provide lastmile roadway access to the ports. refrigerated, break-bulk, and roll-on/roll-off cargo such as automobiles. The Garden City Terminal, economy and is, Port volumes at GPA ports had record highs for located seven miles upriver from downtown Savannah, is the largest GPA facility and the overall, the fourth fiscal year 2013, with 27.2 million tons of cargo moved across all GPA terminals. This included large increases in tons of cargo for specific commodities, such as biofuels, including wood largest single terminal container operation in North America. This contributes to the large variety of commodities that are shipped through the facility, including wood pulp, food, furniture, largest container port in the U.S., 43 pellets and auto and machinery units. and paper products, among many others. handling about Volumes by Port in FY 2010 Port of Savannah 24 Million Tons The Port of Savannah's current channel depth is 42 feet; however, construction is underway to deepen that to 47 feet to consistently serve larger ships that will start traveling through the 3 million 20-foot-equivalent $9 Billion Dollars Port of Brunswick 2 Million Tons $287 Million Dollars Panama Canal. This deepening of the channel also increases the efficiency and safety of cargo vessel operations. Additional landside capacity may be needed and access improvements for both trucks and trains will be critical at (TEU) container units annually. Port of Bainbridge 82 Thousand Tons the Port of Savannah to accommodate future growth projections. Investment Needs INVESTMENT NEEDS Access improvements for both trucks and trains at the Port of Savannah are needed to accommodate future growth projections resulting from the widening of the Panama Canal. Rail spurs and storage yards need to be upgraded at the Port of Brunswick. Additional capacity in the Garden City Terminal is needed to meet forecast future demand, particularly for 20-foot equivalent (TEU) containers. Improved rail access to the East River Terminal and Lanier Docks in Brunswick. 44 MARINE PORTS GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN REVENUE PROJECTIONS commensurate with needs. On May 4, 2015, the Georgia General Assembly approved the Transportation Funding Act of 2015. For the 2040 SWTP/2015 SSTP, GDOT evaluated each of the traditional and new revenue sources and projected these over a 25-year planning F I NA N C I A L LY The new transportation bill, effective July 1, period using conservative assumptions to CONSTRAINED REVENUE 2015, represents new state funding sources support a set of financially realistic investment Recommendations for the 2040 SWTP/2015 SSTP are constrained to available projected revenue, to ensure the investment approach and expected performance impacts are feasible and implementable over the plan horizon. This specifically for transportation purposes. The bill introduced the following changes: State Motor Fuel Excise Tax Rates. The bill eliminated the state motor fuel sales tax and raised the state excise tax for gasoline recommendations for the plan. The assumptions reflect current funding policy and revenue that is reasonably expected to be available over the life of the transportation plan.26,27 FORECAST METHODOLOGY advances a key tenet of MAP-21 and the SSTP which promotes strategic, results-oriented investment decisions that optimize performance within a constrained funding environment. and diesel vehicles, all starting on July 1, 2015. The new tax rates also will be indexed to inflation and to the rising fuel efficiency standards of vehicles. To develop revenue projections, historical revenue information was compiled to determine appropriate growth rates over the 2040 SWTP/2015 SSTP plan horizon. FUNDING OVERVIEW Hotel/Motel Nightly Fee. A hotel/motel 45 fee was promulgated for each calendar day Funding allocations from FHWA programs were Transportation in Georgia has typically been a room, lodging, or accommodations are projected from the apportionments for the State funded through federal funds and state rented or leased. of Georgia authorized for FY 2013 and FY 2014 revenues collected from taxes and fees related to the transportation sector. Traditionally, these sources have consisted of: Heavy Vehicle Annual Impact Fee. An annual highway impact fee for heavy vehicles was implemented. by MAP-21. Apportionments for Georgia were discounted by 8 percent, assuming that the 26 Appendix E Revenue Forecast provides Federal Highway Administration Funds; Federal Transit Administration Grants; Alternative Fuel Vehicle Fees. An alternative fuel vehicle annual registration and in-depth review of Georgia's transportation funding sources and a detailed summary of the assumptions used to generate State Motor Fuel Excise Taxes; and State General Fund Appropriations. While these sources have been effective fee was implemented for commercial and noncommercial vehicles. Tax Credits. Tax credits on low/zeroemission vehicles were eliminated. revenue projections. 27 Local (non-federal or state) transportation revenues were also projected, but for informational purposes only. Locally generated revenue was projected as a cross-check on the long-term viability of local match for federal revenue projections. The SWTP/SSTP in funding the existing transportation system, revenues have not been growing did not, however, address the specifics of how local funds will be generated nor allocated over the life of the plan. Revenue Projections Obligation Authority for the State of Georgia is were estimated at $44 billion28 (2013 dollars) With the new state 92 percent, based on historic apportionments. After FY 2014, revenues were projected to grow across federal and state sources over the 2040 plan horizon approximately $1.7 billion revenue sources promulgated by the Transportation Funding Act of 2015, the net funding expected at 1 percent per year, consistent with GDOT policy assumptions and the Congressional Budget Office (CBO) annual growth forecast of the Highway Trust Fund (HTF) over the next 10 years. Georgia's FTA funding allocations for FY 2013 were obtained from MAP-21. Excluding Sections 5303 and 5304 (i.e., Metropolitan and Statewide Planning Program), total grant allocations were $168 million. An annual growth rate of 1 percent was assumed thereafter, per year. With the new state revenue sources promulgated by the Transportation Funding Act of 2015, the net funding expected to be available from federal and state sources is estimated at $65 billion approximately $2.5 billion per year, an average annual revenue increase of 48 percent (Figure 20, page 46). Figure 21 (page 48) shows the anticipated revenues as annual estimates, in both year of expenditure dollars and in constant 2013 dollars. 46 to be available from federal and state consistent with GDOT policy assumptions and CBO's growth forecast of the HTF. Georgia's primary state funding source for Figure 20. Georgia Transportation Revenue Projections 2015-2040, sources is estimated at $65 billion highway projects is from taxes collected on motor fuels. MFT revenue projections were developed using a methodology that recognized adopted fuel efficiency (Corporate 2013 Dollars State Sources Federal Sources $38.1 approximately Average Fuel Economy (CAFE)) standards and Billions, $17.1 future automobile and truck travel demand. $2013 $2.5 billion per year, Table 1 (page 47) summarizes the assumptions $26.7 $26.7 an average annual revenue increase used for each of the revenue sources. FUTURE REVENUE PROJECTIONS Forecast Prior to 2015 Forecast Post 2015 of 48 percent. Prior to the Transportation Funding Act of 2015, transportation revenue projections Transportation Transportation Funding Act Funding Act 28 Net funding, after debt obligations are considered. GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN Table 1. Revenue Assumptions Funding Source Assumptions Federal Highway Administration Georgia FY 2014 apportionments discounted by eight percent. Annual growth rate of one percent, consistent with GDOT policy. Metropolitan Planning and State Planning and Research funds were excluded. Federal Transit Administration Annual growth rate of one percent. No grants from Section 5309 Fixed-Guideway Capital Investment awarded. Metropolitan Planning programs and State Planning and Research funds were excluded. State General Fund Appropriations No allocation for highways; assumed constant allocation of $3 million in Year of Expenditure (YOE) for transit. State Motor Fuel Excise Taxes Fuel efficiency of the entire "on-the-road" fleet of cars and light trucks is consistent with AEO 2013 projections. Future annual growth of VMT projections is consistent with statewide travel demand model. The excise tax rates are indexed to the average fuel economy of vehicles and to changes in the Consumer Price Index (the latter is only for the first three fiscal years). 47 Hotel Night Fee Revenue estimate range between $170-190 million per year (in nominal dollars) was assumed. Heavy Vehicle Fee of $50 for vehicles weighing between 15,500 and 26,000 pounds and of $100 for vehicles weighing more than 26,001 pounds. Annual Impact Fee No annual growth was assumed for the number of heavy vehicles and fees are not indexed. Alternative Fuel Vehicle Fees (AFV) Annual fee of $200 for noncommercial vehicles. Annual fee of $300 for commercial vehicles. Fees are indexed to the average fuel economy of vehicles. Only for the first three fiscal years, the resulting fees will additionally be indexed to changes in the Consumer Price Index (CPI). Fees applicable to vehicles operating on alternative fuel except for vehicles which operate primarily on compressed natural gas, liquefied natural gas, or liquefied petroleum gas. Annual growth rate of 5 percent for electric vehicles. Alternative Fuel Vehicle Tax Credits Revenue estimate range between $15-18 million per year (in nominal dollars) was assumed. Revenue Projections Figure 21. Net Projected Federal and State Revenue by Year Millions $5,000 $4,500 Projected Revenue in $2013 Projected Revenue in Year of Expenditure $4,000 $3,500 $3,000 $2,500 48 $2,000 $1,500 $1,000 $500 $0 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 Note: Net revenue (after debt obligations are considered). GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN F I NA N C I A L LY bridges;30 a level that exceeds proposed Bike/Pedestrian. Funding level reflects UNCONSTRAINED REVENUE MAP-21 performance thresholds. continued funding for the federal Transportation As part of 2040 SWTP/2015 SSTP development, an unconstrained revenue forecast was developed. The unconstrained revenue estimate is based on total programmatic transportation needs based on projected Roadway Capacity. Funding levels needed to address LOS C and worse deficiencies across the statewide roadway network. Transit Capacity. Funding level needed to address transit capacity needs across the Alternatives Program at today's levels. These maximum funding estimates were summed across all investment programs. Total funding needs which comprise the unconstrained revenue estimate are shown in Table 2 (page 49). future deficiencies across seven investment State, to include transit capacity projects Table 2. Unconstrained programs (pavement, bridge, roadway capacity, included in constrained MPO long-range Revenue Estimate transit capacity, safety, operations, and bicycle/ pedestrian). With this approach, unconstrained revenue estimates are "reverse-engineered" given future transportation investment needs; i.e., total needs define total unconstrained revenues. transportation plans, investment to support new transit service to underserved portions of urban areas, and expansion of rural human services transportation to currently unserved rural areas of the state; funding levels reflect Investment Program Annual Funding Needed to Address Needs (Millions/ Year) Unconstrained Revenue Estimate Total Funding Needed to Address Needs Over Plan Horizon (Billions) capital funding only, not funding for ongoing Pavement $1,600 $40 To define the unconstrained revenue estimate operations and maintenance. Bridge $350 $9 49 for each investment program, total funding needs were estimated in the following manner: Operations. Funding level reflects a Roadway $800 $20 Capacity maximum spending level that optimizes Operations $200 $5 Pavement. Funding levels needed to performance across key operational Safety $230 $6 maintain toady's excellent pavement investments reflected in 2040 SWTP/2015 Transit $200 $5 conditions across the entire GDOT-owned, SSTP analysis (signal coordination, ramp Capacity FAS; i.e., at approximately 100 percent of pavement in fair or better condition,29 a level that exceeds proposed MAP-21 performance thresholds. metering, incident response). Safety. Funding levels reflect a maximum spending level that optimizes safety impacts across key safety programs reflected in Bicycle/ Pedestrian Total $50 $3,430 $1 $86 billion in investment need over plan horizon Bridge. Funding levels needed to maintain today's excellent bridge conditions across the entire FAS; i.e. at, approximately 98 percent of bridge deck area on nonstructurally deficient 2040 SWTP/2015 SSTP analysis (intersection crashes and roadway departures). The total needs-based, unconstrained revenue estimate is $86 billion. The total funding gap identified for the 2040 SWTP/2015 SSTP is approximately $21 billion over the life of the 29 As measured by IRI, the proposed MAP-21 performance measurement method for pavement. 30 As measured by NBIAS structural deficiency standards, consistent with the proposed MAP-21 performance measurement methods for bridges. transportation plan ($86 billion in needs minus $65 billion in revenue projected). Revenue Projections PUBLIC AND S TA K E H O L D E R OUTREACH public and stakeholders' views on existing and future transportation conditions, future needs and deficiencies, and desired transportation investments for various program areas. Table 3. Public Involvement Market Segments Market Segments Description OUTREACH METHODS The general public interested in statewide General Public All citizens of Georgia, The Georgia DOT is committed to involving transportation issues cannot be characterized typically "casually interested" state, regional, and local stakeholders and citizens across Georgia in its transportation as a single, homogeneous group of individuals and organizations. The outreach methods Wired and Hungry for News Tend to be younger (though not entirely), actively "wired in" to various social and planning decisions.31 At the inception of defined for the 2040 SWTP/2015 SSTP were electronic media outlets the 2040 SWTP/2015 SSTP, a Public and Stakeholder Engagement Plan was developed to meet the following outreach objectives: designed to accommodate a variety of public audiences ("markets") which differ in terms of demographic characteristics, preferred methods of receiving information, levels of understanding of Highly Motivated to Participate Individuals and organizations active in government activities, particularly engaged in transportation matters Identify opportunities and activities transportation issues, and personal attitudes towards 50 to receive input from a wide range of transportation in Georgia (Table 3, page 50). Not Traditionally Less engaged, less access to technology, low level stakeholders and citizens, Involved understanding of issues, Meet all regulations pertaining to public engagement and transportation planning in WHAT DID THE Government underserved communities Broad array of State, Georgia, and STAKEHOLDERS and Public regional, and local officials Sector Partners and agencies, partners Exceed the expectations of these regulations in terms of reaching an TELL US? in accomplishing the Governor's statewide goals unprecedented number of Georgians to inform and involve them in the transportation planning process. Preserve and maintain the existing system; Provide access and mobility for everyone; Business, Logistics and Economic Development Represent the business interests in Georgia, as well as those who rely on the State's transportation network to support their Outreach was conducted at each stage of the Use resources efficiently; business activities plan development process to understand the Support freight and goods movement; Give Georgians more transportation 31 Reference Appendix H (Public Outreach) for detail on public outreach methods applied for the 2040 SWTP/2015 SSTP. options; and Reduce congestion. GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN Keeping in mind the various market segments identified in Table 3, tailored public engagement techniques were identified for each group. The following techniques provided opportunities for engagement: A project web site served as a hub for project communications with the public by providing general information, surveys, and technical reports. As part of the 2040 SWTP/2015 SSTP, GDOT developed an on-line scenario planning tool that enabled members of the public to engage in investment scenario analyses. The tool allowed the user to define unique investment scenarios across seven investment program areas (pavement, bridge, road capacity, transit capacity, operations, safety, bike/pedestrian) within constrained revenue projections. For each scenario, the user was able to test the performance implications of assigned funding levels to better understand performance tradeoffs within a constrained funding environment. In lieu of traditional public meetings, the project team attended seven festivals during October 2013 in each GDOT district to engage citizens. These festivals included: -- Georgia Apple Festival (District 6); -- Big Red Apple Festival (District 1); -- Atlanta Streets Alive (District 7); -- Shade Days in Gay (District 3); -- Kaolin Festival (District 2); -- Georgia Peanut Festival (District 4); and -- Rock Shrimp Festival (District 5). A school curriculum transportation lesson was prepared and provided to 5th graders in each GDOT district. The lesson was 51 followed up with a family travel survey students completed at home with their parents. The survey was designed to gather the thoughts and preferences on the local and statewide transportation system, and gain a better understanding of mobility challenges faced by Georgians, particularly those in EJ communities. A Stakeholder Advisory Committee (SAC) was organized and convened to gather input from the Department's internal and external agency partners. Members in the SAC included representatives from the government and public sectors, along Revenue Projections The outreach efforts resulted in feedback from 2,455 surveys 1,383 on-line scenario planning surveys with business stakeholders who rely on Georgia's transportation network to support their business activities. Rural/local elected officials, counties and cities were engaged at annual conferences and invited to participate in a survey to collect information on transportation needs. A Private-Sector Roundtable was held to engage representatives from Georgia's major industries and businesses in a discussion on transportation's linkages to economic development and discuss their preferred transportation investment strategies for the 2040 SWTP/2015 SSTP, specifically where goods movement is concerned. 128 surveys completed during Georgia's MPOs were tapped for information on transportation needs through the Georgia Association of Metropolitan These focused techniques allow for targeted engagement. Table 4 (page 52) shows the engagement techniques used throughout the the coordination with Planning Organization (GAMPO) meetings. 2040 SWTP/2015 SSTP by market segment. local/rural elected Table 4. Audiences Targeted by Engagement Technique 52 officials, counties and cities 605 surveys Engagement Technique General Public Wired and Hungry for News Highly Motivated to Participate Not Traditionally Involved Government and Public Sectors Business, Logistics and Economic Development collected at community Project Web Site outreach events On-line Scenario Planning Tool Community Outreach 241 surveys completed on the project web site School Curriculum/ Family Travel Survey Stakeholder Advisory Committee (SAC) 98 travel surveys collected during the school curriculum outreach Coordination with Rural Local Elected Officials/ Counties/Cities Coordination with Metropolitan Planning Organizations (MPO) Private Sector Roundtable OUTCOMES OF OUTREACH EFFORTS The varying public involvement techniques were used throughout the 2040 SWTP/2015 SSTP development process providing insight on what issues matter to residents, officials, and businesses from all areas of the State. The varying types of techniques allowed all audiences a chance to become involved in the SWTP/SSTP process, develop a better understanding of past and future trends of the State's transportation network, and provide input into long-term investment policy. The outreach efforts resulted in feedback from 2,455 surveys (1,383 on-line scenario planning surveys, 128 surveys completed during the coordination with local/rural elected officials, counties and cities; 605 surveys collected at community outreach events, 241 surveys completed on the project web site, and 98 travel surveys collected during the school curriculum outreach). Information was also presented to stakeholders across eight key meetings (three Stakeholder Advisory Committee meetings, two rural/local elected officials' conferences, two MPO conferences/meetings, and one private sector round table meeting). GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN 53 Plan Recommendations A performance- PLAN RECOMMENDATIONS INVESTMENT SCENARIOS As part of plan development, a tradeoff analysis tool32 was developed to allow GDOT to explore options for allocating money among six program areas Pavement, Bridge, based tradeoff Transportation needs in Georgia outweigh Roadway Capacity, Roadway Operations, Safety, and Transit Capacity. The tool is expected revenues. While the Transportation analysis was Funding Act of 2015 provides a significant based on the relationship between funding and performance for each program area applied as part infusion of revenue to the State, transportation and associated economic development needs allowing GDOT to consider performance implications of investment over the long of the 2040 remain. A key part of the 2040 SWTP/2015 SSTP planning process was to determine how term. The user can control how much total funding is available for distribution across SWTP/2015 SSTP best to allocate limited funds in a manner that optimizes performance and supports progress all investment programs, within constrained revenue projections of $65 billion (across effort to support a towards long-term transportation goals and federal and state revenue sources). 54 objectives. For example, how much money Performance impacts of programmatic funding data-driven and should be spent on preserving the existing levels were estimated in the year 2040 given transportation network versus expanding it? structured process Or within the preservation program, how much average annual funding levels assigned to each program between the years 2015 to should be allocated to pavement needs versus for exploring the bridge needs? All transportation agencies face 2040. As the dollar amount of investment is increased, the underlying performance these types of tough decisions. Most agencies performance address them through a combination of historic of each asset category improves. As more dollars are expended, performance improves funding precedent and/or ad hoc policy implications of development. In contrast, a performance-based until eventually it levels off at high levels of expenditure. This flattening out point on the potential investment tradeoff analysis was applied as part of the 2040 SWTP/2015 SSTP effort to support a data- curve is where the optimal economic level of investment lies, or where the "biggest bang scenarios. driven and structured process for exploring the performance implications of potential for the buck," is achieved. investment scenarios. 32 Optics Performance Dashboard, Cambridge Systematics, 2015. GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN Table 5. Performance Measures Applied for Investment Tradeoff Analysis Investment Program Pavement Performance Measure Current Performance Percent lane-miles fair or better conditiona 100 percent (federal-aid, GDOT owned) Figure 22 (page 56) presents two investment scenarios resulting from the tradeoff analysis. In both scenarios funds are allocated based on the following: Bridge Percent Deck Area on Nonstructurally Deficient Bridgesb 98 percent (federal-aid) 1. Funding needed to meet minimum pavement and bridge performance Roadway Capacity Roadway Operations User Delay Savings $32 million lost to delay today $73 million lost to delay in 2040 (under a baseline/no-build scenario) thresholds as required by MAP-21. 2. Emphasis areas defined in the SSTP Safety Transit Capacity Fatality Reduction Percent Population Accessible to Transit 1,170 fatalities per year (2014) 81 percent which endorse relatively high investment in highway preservation and operational improvements, in core transit operations, a As measured by IRI, the proposed pavement performance measure for MAP-21. MAP-21 establishes a minimum and strategic investment in highway capital threshold of 95 percent lane miles in fair or better condition on the Interstate System. expansion projects. b Consistent with the proposed bridge performance measure via MAP-21. MAP-21 establishes a minimum threshold of 90 percent deck area on nonstructurally deficient bridges for the National Highway System. SCENARIO PERFORMANCE BY INVESTMENT PROGRAM 55 Performance was measured for each program support federal performance requirements.33 using one select performance measure, capable of reflecting network-level impacts of varying fund levels and where underlying data and tools supported modeling future performance impacts (Table 5, page 55). All performance measures were aligned, where possible, with anticipated federal Bicycle and pedestrian investment was also reflected in the tradeoff analysis through a continued set-aside of two percent funding for stand-alone multimodal investments, consistent with today's federal Transportation Alternative Program funding levels. The performance impacts of each scenario is presented by investment program. The first scenario (Traditional Revenue) demonstrates performance impacts in the year 2040 given revenue projections of $44 billion based off of traditional revenue sources, prior to the Transportation Funding Act of 2015. The second scenario (New Revenue) performance metrics that will be established through MAP-21 performance monitoring regulations. These measures support planning-level, predictive analysis of performance impacts in the year 2040 to 33 These performance measures differ in application from the measures applied through GDOT's Performance Management Dashboard. Both sets of performance measures evaluate progress towards the same investment goals, with federal/ MAP-21-oriented measures supporting predictive planning-level measurements and state/ GDOT-specified measures supporting empirical performance monitoring and progress reporting. reflects performance implications with the final revenue projections of $65 billion, as enabled by the Transportation Funding Act. Both are compared to a 2040 baseline scenario assuming current spending levels by investment program are carried forward in the future. Plan Recommendations As indicated in Figure 22, the New Transportation Revenue scenario defines a funding allocation that optimizes performance across all investment programs. Key highlights Figure 22. Performance Impacts of Alternative Investment Scenarios Safety (Fatality Reduction) 124 115 113 of this scenario include: Increased total safety spending resulting in continued fatality reductions over the Existing Pavement (Percent in Fair or Better Conditiona) Int = 95% | Other NHS = 90% | Other FAS/GDOT = 85% Int = 95% | Other NHS = 85% | Other FAS/GDOT = 30% GDOT FAS = 22% plan horizon; Pavement and bridge conditions that meet anticipated federal Existing Bridge (Percent Deck Area on Non-Structurally Deficient Bridges) FAS = 90% FAS = 90% FAS = 90% performance thresholds; A significant decrease in congestion and Roadway Capacity ($ User Savings) $34M $48M $48M increase in user delay savings due to 56 roadway capacity improvements, even at a lower capacity spending level than today; Operations ($ User Savings) $58M $52M $47M Increased roadway operations spending yielding significant auto and truck delay savings (and corresponding increase Transit Expansion (Percent Population Served) 93% 86% 81% in user delay savings) across the highway network; Significantly increased access to transit Bicycle/Pedestrian 2% (Percent Total Funding) 2% 2% across both urban and rural populations in the State; and Increased funding for bicycle and pedestrian capital investments at a level that mirrors today's (percentage) funding allocations. Investment Program (Performance Measures) $0 $5 Legend New Transportation Revenue Scenario Traditional Revenue Scenario Current Spending Scenario $10 $15 $20 $25 $30 ($) Billions Spent over 2040 Plan Horizon Average Annual Funding New: $2,595 million Traditional: $1,760 million Current: $1,629 million New: $65 billion Plan Horizon Funding Traditional: $44 billion Current: $42 billion aInt = Interstates Other NHS = All Non-Interstate on National Highway System (NHS) Other FAS/GDOT = Remaining Federal Aid System (FAS), GDOT Owned GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN Table 6. Total Estimated Economic Impact of Alternative Investment Scenarios Employment (Permanent Jobs Created Over Plan Horizon) Gross State Product (in Millions of 2014$) Personal Income (in Millions of 2014$) Cost Savings per Georgia Licensed Driver per Year (in 2014$) Current Spending Scenario -7,179 -$20,245 -$13,594 -$183 Traditional Revenue Scenario 9,440 $27,361 $16,108 $144 New Revenue Scenario 10,618 $30,677 $17,884 $158 Under the New Revenue Scenario with an SSTP Investment Focus, a REMI economic projections conducted for 2040 SWTP/2015 SSTP. economic growth ECONOMIC IMPACT OF INVESTMENT SCENARIOS Spending Scenario, Georgia will see negative economic impacts across all three economic across all three key The economic impacts of each scenario were also analyzed and are summarized in Table 6 metrics over the plan horizon; i.e., jobs, GSP, and personal income will not grow as fast as projections metrics is accelerated. (page 57). Economic impacts were derived from the changes in total transportation costs indicate. Further, increased transportation cost resulting from this investment scenario is estimated Additionally, each 57 for residents and businesses due to roadway improvements, lower vehicle operating costs to represent, on average, an additional expenditure of nearly $183 per Georgia licensed driver per Georgia licensed for personal and commercial vehicles given improved pavement conditions, and growth year. In contrast, increased transportation spending under the Traditional Revenue Scenario with an driver is anticipated to stimulated by multimodal improvements.34 These economic benefits reflect the cumulative SSTP investment focus are expected to yield $144 in cost savings per year per Georgia licensed driver save nearly $160 per economic impacts over the plan horizon. Georgia's economy is projected to expand by an average annual rate of 2.3 percent through 2040.35 As summarized in Table 6, under a Current 34 Reference Appendix H for more detail on economic impact analysis. 35 REMI economic projections conducted for 2040 SWTP/2015 SSTP. due to reduced congestion and better pavement quality. Under the New Revenue Scenario with an SSTP Investment Focus, economic growth across all three key metrics is accelerated. Additionally, each Georgia licensed driver is anticipated to save nearly $160 per year due to reduced congestionrelated delays and improved pavement conditions. year due to reduced congestion-related delays and improved pavement conditions. Plan Recommendations PREFERRED INVESTMENT SCENARIO The investment scenario/tradeoff analysis produced funding amounts by key investment program and a corresponding set of realistic, achievable performance levels as reflected in the New Transportation Revenue Scenario. Figure 23. Recommended Funding Split Across Investment Programs $1.3 (2%) Total Revenue = $65 Billion $5.1 $5.8 (8%) (9%) $3.6 (6%) Safety Existing Pavement Existing Bridge Roadway Capacity These "funding targets" provide GDOT a general investment portfolio which optimizes performance across investment programs, within constrained revenue projections (Figure 23, page 58). The Operations Transit Expansion Bicycle/Pedestrian funding split reflects adequate funding needed to achieve minimum federal performance thresholds, while still supporting SSTP/state-oriented $16.5 (25%) $26.8 (41%) 58 investment objectives. These funding "targets" provide $5.9 (9%) GDOT a general investment portfolio which optimizes performance across investment programs, within constrained revenue projections. RECOMMENDED INVESTMENT STRATEGIES The 2040 SWTP/2015 SSTP investment recommendations are presented here as key investment strategies for the programs summarized above, as well as intermodal programs evaluated during plan development. Recommendations are derived from the needs analysis that was conducted for each transportation mode and are intended to serve as guidance for how to spend available revenue within each mode over the plan horizon. These investment recommendations are mirrored between the 2040 SWTP and 2015 SSTP. GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN Pavement Safety Intermodal (Freight-Rail, Ports, Aviation) Aggressive investment in pavement over Implement Strategic Highway Safety Plan. Continue to promote and enhance today's spending levels to meet federal and Continued focus on high crash intersections rail safety. state performance expectations, reduce and roadway departure improvements Collect more data on tracks and bridges, commercial and private vehicle operating to reduce serious injuries and fatalities hazardous materials, grade crossings. costs, and improve safety. resulting from infrastructure deficiencies. Collaborate with neighboring states on Invest on priority corridors (e.g., priority Continued, aggressive education efforts on regional solutions to freight challenges. freight corridors, Interstate Highway System). safety needs to address fatality reductions, Increase goods movement by rail; e.g., Reconsider size of Federal Aid System to in particular. support GDOT-owned short line upgrades, reduce overall pavement maintenance burden over time. Transit Capacity remove key freight bottlenecks, improve grade crossings. Bridge Continued investment in bridge network Continue to support fixed route service in urbanized areas not currently served and expanded/improved transit to underserved Improve port-rail access, storage and operating efficiencies. at approximately today's funding levels to portions of urbanized areas. Improve last-mile connections to intermodal 59 maintain and improve overall system and meet Continue to support expansion of rural facilities (port, aviation, rail). federal and state performance expectations. transit to counties without rural human Modernize systems to accommodate more Roadway Capacity services transportation. stringent federal standards. Focus roadway capacity expansions on priority freight corridors. Support transit enhancements for existing service, e.g., new park-and-ride facilities inside and outside of metro Atlanta, express Roadway Operations bus expansion in Atlanta. Improve network reliability through managed lanes systems in metro Atlanta. Continue to apply comprehensive operational investments (e.g., ramp metering, incident response, signal coordination). Bicycle/Pedestrian Continue to implement GDOT complete streets policy. Improve tracking and reporting of bicycle and pedestrian funding allocations. 2015 Statewide Strategic Transportation Plan 2015 STATEWIDE S T R AT E G I C T R A N S P O R TAT I O N PLAN planning process that was outcome-driven, return-on-investment oriented, and based on best practices from the public and private sectors. The original transportation goals and objectives were developed through a process approach. This approach guides funding across three investment categories Statewide Freight and Logistics, People Mobility in Metro Atlanta, and People Mobility (excluding Metro Atlanta) and four integrated investment strategies INTRODUCTION designed to understand what is important to Georgia's transportation customers, addressing system preservation, core transit operations, improved roadway operations, and strategic The Statewide Strategic Transportation Plan four key questions: roadway capacity expansion that is coupled (SSTP) is the official, comprehensive, fiscally constrained transportation plan that includes projects, programs, and other activities to support implementation of the State's strategic transportation goals and policies. The SSTP was first approved by the State Transportation Board 1. What do Georgia's citizens and businesses expect and need from their transportation network? 2. What levels of performance will attract and keep businesses and talent in with improved land use planning. The 2015 SSTP serves as the second biennial revision of the SSTP as required by state law. It carries forward the same investment philosophy outlined in the inaugural SSTP with an emphasis on: and Governor in June 2010 setting the strategic Georgia's economy? 1. Alignment with the long-range 2040 SWTP 60 direction for future transportation investment 3. What characteristics or features in a through investment goals and objectives. within the State. It was subsequently updated in September 2013 and has been updated a second time, herein, as part of the 2040 SWTP/2015 SSTP in keeping with the required biennial update cycle. The 2010 SSTP was originally developed to make the "business case" for transportation investment in the State of Georgia and directly helped to advance two critically important state transportation funding initiatives the Regional Transportation Referendum promulgated through the Transportation Investment Act of 2010 and, most recently, the Transportation Funding Act of 2015. It followed a strategic transportation system will make Georgia an attractive place to live? 4. What will it take in terms of investment to drive growth across the State? It concluded that an investment strategy that focused on maximizing the performance of the existing system along with more strategic and cost-effective capital investments could transform Georgia's transportation network. Recognizing the unique investment needs across the State, the SSTP focused on increasing Georgia's return on transportation investment through a tailored investment 2. Updated priority investment strategies to align with long-range SWTP recommendations. 3. Specification of an execution framework to support performance monitoring efforts needed to improve investment decisionmaking for the SWTP and SSTP efforts moving forward. KEY DEVELOPMENTS SINCE 2013 SSTP While developments at the federal level are nominal as final regulations to implement key GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN MAP-21 provisions are delayed and reauthorization laws. Seventy-five percent of each region's three years to advance 145 projects. That is of federal funding is being managed through proceeds will be used to fund the projects more than three years of funding that GDOT continued short-term funding extensions, there on the final investment list that was approved provides to all local governments. It also is has been significant activity at the state level as it by the Regional Roundtable made up of greater than one-third of the total federal relates to transportation funding. Sales tax revenue mayors and county commissioners from the funds Georgia receives each year. These collections continue in the three regions where region. The remaining 25 percent of each funds can be put to numerous transportation the Transportation Investment Act passed, region's proceeds will be divided among the uses by local governments on everything supporting the expedited delivery of a number region's local governments to be spent on from projects to equipment to operations. In of local transportation investments. In addition, transportation projects of each government's addition, projects completely funded with state the Transportation Funding Act of 2015 was choosing. That money is distributed revenue such as this, avoid often lengthy and implemented yielding a stable, long-term using a formula based on population and cumbersome federal processes for project statewide transportation funding source for the road mileage. delivery allowing them to be delivered quicker. State of Georgia. In January of this year, RTR projects were the The sales tax is expected to increase REGIONAL TRANSPORTATION transportation investments by a collective only ones that advanced while GDOT had over REFERENDUM (UPDATE) total of $1.8 billion over the 10-year life span 100 federal-funded projects on hold due to lack of federal funds.36 61 The Transportation Investment Act of 2010 (TIA), of the tax, across the three regions where the which enabled the Regional Transportation referendum passed. In January of this year, Referendum, created 12 special districts in Georgia and provided the citizens in each the opportunity to vote on a 10year, one percent regional transportation sales tax to fund a list of transportation projects selected by their local elected officials. Three regions (the Central Savannah River District, the River Valley District, and the Heart of Georgia District) approved the referendum on July 31, 2012. As required by TIA, the funds collected in Over $352 million in RTR revenue has been collected in the three regions in less than Over $352 million in RTR revenue has been collected in the three regions in less than three years to advance RTR projects were the only ones that advanced while GDOT had over 100 federal-funded projects on hold due to lack of federal funds. each region must be spent in the region and are not subject to congressional balancing 145 projects. 36 http://www.dot.ga.gov/AboutGeorgia/Pages/ PostDetails.aspx?blogID=11. 2015 Statewide Strategic Transportation Plan GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN TRANSPORTATION FUNDING ACT OF 2015 26,000 pounds and $100 for vehicles weighing more than 26,001 pounds. The new revenue enabled by the On May 4, 2015, the Georgia Transportation Funding Act of 2015 (House Bill 170) was signed into law. The new transportation bill, effective July 1, 2015, represents new state funding Alternative Fuel Vehicle Fees. Institutes a $200 noncommercial and a $300 commercial alternative fuel vehicle annual registration fee. Transportation sources specifically for transportation purposes. The new bill introduced the following changes: Tax Credits. Eliminates the $2,500/$5,000 tax credits on low/zero-emission Funding Act State Motor Fuel Excise Tax Rates. The vehicles, respectively. of 2015 yields bill eliminated the state sales tax and raised the state excise tax from 7.5 cents per The new revenue enabled by the Transportation Funding Act of 2015 yields approximately gallon to 26 cents per gallon for gasoline and to 29 cents per gallon for diesel, all approximately $38 billion over the life of the plan, an increase in state revenue of starting on July 1, 2015. The new tax rates approximately $20 billion or 123 percent. 62 $38 billion over will annually be indexed to the rising fuel 2040 STATEWIDE the life of the efficiency standards of vehicles. The tax rates also will be indexed for Consumer TRANSPORTATION PLAN plan, an increase Price Index (CPI) increases up to fiscal year (FY) 2019, with future indexing being tied In May 2013, GDOT initiated the required update to its long-range statewide in state revenue only to the fuel efficiencies (e.g., Corporate Average Fuel Economy (CAFE) standards). transportation plan the 2040 SWTP. A key objective of the plan update was the of approximately $20 billion or 123 percent. Hotel/Motel Nightly Fee. A $5 per night hotel/motel fee for each calendar day a room, lodging, or accommodations are rented or leased (excludes extended stay rentals). Heavy Vehicle Annual Impact Fee. Addition of an annual highway impact fee for heavy vehicles at a rate of $50 for vehicles weighing between 15,500 and integration and alignment of the SSTP to ensure a consistent planning process and a corresponding set of investment recommendations to guide GDOT investment decisions in the future. The 2040 SWTP/2015 SSTP combines the traditional transportation analyses of the federally required long-range transportation plan with the strategic business GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN case for transportation investment required by goals established via MAP-21.37 They also PERFORMANCE MEASURES the State. It provides a comprehensive look at transportation issues and investment needs in Georgia now and through the year 2040. ALIGNING THE 2040 SWTP AND 2015 SSTP Both the 2040 SWTP and 2015 SSTP require adherence to performance-based planning principles to ensure both federal and state strategic planning needs are addressed. As part of 2040 SWTP and 2015 SSTP development, an integrated performance framework was developed to ensure the SWTP and SSTP were developed in a coordinated support Georgia Governor Nathan Deal's vision for a lean and responsive state government that allows communities, individuals, and businesses to prosper, including the Governor's goals to: reduce injury and loss of life on Georgia's roads; improve the movement of people and goods across and within the State; leverage public-private partnerships and improve intergovernmental cooperation for successful infrastructure development; and expand Georgia's role as a major logistics hub for global commerce. OBJECTIVES The performance measures applied as part of 2040 SWTP/2015 SSTP reflect a discrete set of evaluation criteria used to evaluate performance tradeoffs of potential investment scenarios in context of long-range goals. The performance measures are planning level, and predictive in nature, supporting a performance snapshot in the year 2040. They align with anticipated federal performance measures associated with MAP-21 performance monitoring requirements. ALLOCATE RESOURCES/ and complimentary manner and that Transportation objectives reflect specific FUNDING TARGETS 63 investment recommendations ensure progress towards a consistent set of long-range investment goals. The performance framework is shown in Figure 24 (page 64). The following is a summary of each step in the process as applied for the 2040 SWTP/2015 SSTP to inform plan recommendations. GOALS Transportation goals have been directly strategies that will be applied to achieve longterm goals. For the 2040 SWTP/2015 SSTP transportation objectives reflect the investment categories and priorities defined as part the SSTP investment philosophy since its inception. Integrating SSTP investment categories in this manner allows the unique Georgia investment philosophy to define the methods for supporting federal transportation needs as well as the State's own specific investment needs. Resource allocation is the first key step within the SSTP execution framework, linking planning recommendations to funding decisions. Within the 2040 SWTP/2015 SSTP process, funding targets were developed as part of a constrained investment tradeoff analysis to support optimal performance across key investment programs over the plan horizon. aligned for the 2040 SWTP and 2015 SSTP. They reflect desired, long-term outcomes for transportation investment. The goals are consistent with the national transportation 37 MAP-21 also includes a goal related to Improved Project Delivery that is addressed through SSTP implementation. 2015 Statewide Strategic Transportation Plan Figure 24. 2040 SWTP/2015 SSTP Performance Framework Outcomes that support Federal and state needs Improve safety Improve reliability Goals Reduce congestion Maintain and preserve Improve freight/ economic growth Improve environment Statewide strategies to achieve goals - Aggressive investment in pavement and bridges Objectives - Target roadway departure and intersection improvements to reduce fatalities related to roadway infrastructure Statewide Freight and Logistics - Freight bottleneck and capacity relief - Last mile access/connectivity - Support modernized system People Mobility in Metro Atlanta - Managed lanes - Comprehensive operational investments - Expand/improve transit in underserved areas People Mobility Outside Metro Atlanta - Rural transit service in unserved areas - Fixed route service in unserved urbanized areas Performance Measures 64 Criteria used to predict long-term performance of investment approach Fatality reduction Percent pavement fair or better condition Percent bridge deck area on Non-SD bridges Delay and user cost savings Percent population served by transit SSTP Progress Report Funding allocation by investment program over 2040 plan horizon STIP annual programming that aligns with funding targets over time Execution Framework Allocate Resources (Funding Targets) See recommended fund split for 2040 SWTP/2015 SSTP Implement Projects Observed progress towards investment goals Reduce fatalities by 41 per year Monitor Outcomes (Performance Targets) Reduce incident response to 10 minutes or less 40 mph and peak hour speeds (Interstate, GP lanes) 85% bridges meet or exceed GDOT standards 90% or more pavement meeting GDOT standards Reduce congestion cost in Atlanta 10% per year, per commuter GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN IMPLEMENT PROJECTS targets so that they can better inform future Investment strategies are summarized and Project implementation through effective project delivery is the second critical piece of the SSTP execution framework. Within the performance framework, this necessitates annual programming through the GDOT Statewide Transportation Improvement Program (STIP) to be brought in line with long-range funding targets over time. funding decisions. SSTP PROGRESS REPORT The purpose of the SSTP Progress Report is to track the execution of the SSTP and to measure the resulting performance of Georgia's transportation network. Results of the monitoring and reporting process are intended to service as a key feedback mechanism between outcomes organized in Table 7 (page 66) by SSTP investment category. Note that recommended strategies that apply to all categories (Statewide Freight and Logistics, People Mobility in Metro Atlanta, People Mobility Excluding Metro Atlanta) are included separately. Figure 25. Recommended Funding Split over Plan Horizon In Billions MONITOR OUTCOMES/ and investment decisions to support improved $1.3 (2%) PERFORMANCE TARGETS Performance targets define the point at which a goal is achieved. Executing the SSTP planning and decisionmaking. 2040 SWTP/2015 SSTP INVESTMENT $5.1 $5.8 (8%) (9%) $3.6 (6%) includes setting performance targets that, if RECOMMENDATIONS 65 attained, would advance the State's strategic transportation goals. Performance targets support 2040 SWTP/2015 SSTP goals and align directly with the The integrated, performance-based approach applied as part of plan development yielded a recommended funding split across key investment programs and a set of priority $16.5 (25%) $26.8 (41%) Department's performance management investment strategies to guide decisionmaking system, the "GDOT Performance Management in the future (Figure 25, page 65). $5.9 Dashboard."38 Integration via the Performance Recommendations were based off of a detailed (9%) Management dashboard ensures GDOT is needs analysis across transportation modes. measuring and reporting progress in a consistent and uniform fashion. It also enables more specific statewide performance thresholds, above and beyond federal thresholds, to be prioritized and effectively communicated through statewide They emphasize priority strategies to be applied within a constrained funding environment. The same set of priority investment recommendations are represented in the 2040 SWTP and 2015 SSTP. Total Revenue = $65 Billion Safety Operations Existing Pavement Transit Expansion Existing Bridge Bicycle/Pedestrian Roadway Capacity 38 http://www.dot.ga.gov/BS/Performance/. 2015 Statewide Strategic Transportation Plan Table 7. 2040 SWTP/2015 SSTP Investment Strategies by SSTP Investment Category SSTP Investment Category All Categories Statewide Freight and Logistics Investment Strategies Aggressive spending on pavement, with emphasis on priority corridors (e.g., Interstate System and priority freight corridors); reconsider size of Federal Aid System to reduce pavement maintenance burden over time. Continued aggressive spending on bridges across the entire Federal Aid System. Implement SHSP Target roadway departure and intersection crashes to reduce fatalities associated with roadway infrastructure. Continued implementation of complete streets policy. Focus roadway expansion on priority freight corridors. Improve rail safety, data collection and collaboration. Support short-line upgrades. Remove bottlenecks and improve grade crossings. Improve last-mile access to intermodal facilities. Improve port-rail access, storage and operating efficiencies. Support modernized system. 66 People Mobility in Metro Atlanta Improve network reliability through managed-lanes systems and comprehensive operational investments. Expand/improve transit in underserved portion of region. People Mobility Excluding Metro Atlanta Support fixed-route service to urbanized areas currently unserved. Expand rural transit service to unserved counties. IMPLEMENTING THE SSTP The execution framework within the performance-based planning process developed for the 2040 SWTP/2015 SSTP (Figure 24, page 64) provides the key link between long-term planning decisions and onthe-ground change. It requires annual, shortterm programming decisions made through the STIP to evolve over time so that they support the investment portfolio envisioned through the long-range plan. Tracking funding allocations at the programmatic level is recommended for future SWTP/SSTP updates to monitor funding trends over time. In addition to tracking at the programmatic level, monitoring project delivery will continue to be a focus of the SSTP. Project implementation is also now a priority within federal legislation which defined Project Delivery as one of the national goals in MAP21. GDOT currently tracks project delivery through its Performance Management Dashboard which tracks and reports Rightof-way Authorized on Schedule, Construction Authorized on Schedule, and Projects Constructed on Schedule. GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN While overall project delivery trends have construction work program and STIP. GDOT estimates a conservative 12-month time improved over the last decade, reduced can deliver these projects using a streamlined savings for a standard roadway capacity resources and funding challenges have made delivery process (state process) that will ensure improvement delivered through the state meeting project schedules a challenge more a shorter project delivery time than is normally process. This time savings is estimated for recently. GDOT continues to use strategies achieved through the federal project delivery the environmental review phase only. such as "cradle to grave" project managers; stabilization of projects in the STIP; innovative delivery methods and coordination with partnering agencies to meet this challenge.39 process (the federal process). The streamlined state process is outlined in the GDOT Plan Development Process (PDP) Manual and applies to projects (both state Projects that are entirely state funded, particularly large, complex projects, may also benefit from additional flexibility to apply innovative Design-Build project delivery Tracking funding and local funded projects) developed through the Georgia Environmental Policy Act of 1991 methods. New roadways, interchanges, bridges/tunnels, managed lanes projects allocations at the (GEPA).40 The state process includes the as an example may benefit from private programmatic level is same major steps as the federal process, but with significantly more flexibility in terms of sector expertise and innovation in design, construction, financing, and operations/ recommended for future scheduling the phases of project delivery. For maintenance. These projects may be most 67 SWTP/SSTP updates to monitor funding trends over time. example, the state process allows: Overlapping major process steps which means that subsequent steps may begin before a preceding step has been completed; and appropriate for application of innovative delivery methods as these larger projects would yield the greatest potential for time and cost savings associated with expedited delivery. National literature cites innovative project delivery impacts of between 3-14 The passage of a stable, state-supported Right-of-Way acquisition to begin early percent reduction in project duration and transportation revenue source via the in project development, before or after between 2-5 percent reduction in project cost Transportation Funding Act of 2015 will also GEPA approval. as a result.41 This enables federal funding to provide additional opportunity to improve project delivery. The new state funding source will allow for a large increase in the number of wholly state funded projects within the State 39 http://www.dot.ga.gov/BS/Performance. While efficiencies associated with delivering projects through the state process will vary by project type and context, GDOT currently 40 http://www.dot.ga.gov/PartnerSmart/ DesignManuals/PDP/PDP.pdf. be directed towards "shovel-ready" general 41 Research conducted as part of 2040 SWTP/ 2015 SSTP; reference National Institutes of Standards and Technology, Construction Industry Institute, University of Colorado-Boulder, NCHRP Synthesis 379 (2008), Hale (2009), Shrestha et al. (2010), Minchin et al. (2013). 2015 Statewide Strategic Transportation Plan maintenance, safety, or operations investments The SSTP Progress Report reviews current that are not likely to have significant performance status and trends related to the The SSTP environmental review challenges, allowing the entire federal/state funded transportation performance targets identified in GDOT's Performance Management Dashboard. A Progress Report helps the state program to be delivered more quickly. Project/plan delivery and SSTP implementation will be tracked and reported snapshot of current performance is provided in Figure 26 (page 69). make prioritized through the SSTP Progress Report. State law requires the GDOT Director of Planning to transportation report annually on the progress of projects and programs in the SSTP. The SSTP Progress investment Report helps the State make prioritized transportation investment decisions by 68 decisions by monitoring the execution of the SSTP and the performance of the transportation system monitoring the throughout the State including: execution of the Measuring the performance of Georgia's existing transportation network in order to SSTP and the demonstrate the extent to which the State is on the right track toward achieving it's performance of the transportation system throughout transportation goals; Ensuring plans for Georgia's future transportation network support the goals and objectives of the SSTP; and Monitoring the implementation of the State. Georgia's transportation plans to ensure the on-time and on-budget delivery of strategic investments. GEORGIA DEPARTMENT OF TRANSPORTATION STATEWIDE PLAN Figure 26. GDOT Performance Management Dashboard SAFETY MAINTENANCE PLANNING AND CONSTRUCTION Performance Measures Value Target Status Reduction in Annual Highway Fatalities AREA: STATEWIDE Year: 2014 19 Fewer Fatalities 41 Fewer Fatalities -100 100 Average HERO Response Time AREA: STATEWIDE Year: 2014 13 Minutes 10 Minutes 0 mins 20 mins Percent of State-Owned Bridges Meeting GDOT Standards AREA: STATEWIDE Year: 2014 92% 85% 0% 100% Percent of Interstates Meeting Maintenance Standards 74% AREA: STATEWIDE Year: 2014 90% 0% 100% Percent of State-Owned Non-Interstate Roads Meeting 73% Maintenance Standards AREA: STATEWIDE Year: 2014 90% 0% 100% Percent of Right-of-Way Authorized On Time AREA: STATEWIDE Year: 2014 Percent of Construction Authorized On Time AREA: STATEWIDE Year: 2014 56% 75% 0% 100% 69 69% 80% 0% 100% Percent of Projects Constructed On Time AREA: STATEWIDE Year: 2014 76% 80% 0% 100% Percent of Projects Constructed On Budget AREA: STATEWIDE Year: 2014 93.91% 90% 0% 100% Annual Congestion Cost Per Peak Auto Commuter AREA: STATEWIDE Year: 2014 $1,130 10% Reduction in Cost per Year $0 $2,000 Morning Peak-Hour Speeds on General Lanes AREA: METRO ATLANTA Year: 2014 37 mph 40+ mph 0 mph 70 mph Evening Peak-Hour Speeds on General Lanes AREA: METRO ATLANTA Year: 2014 38 mph 40+ mph 0 mph 70 mph Morning Peak-Hour Speeds on Managed Lanes AREA: METRO ATLANTA Year: 2014 44 mph 45+ mph 0 mph 70 mph Evening Peak-Hour Speeds on Managed Lanes AREA: METRO ATLANTA Year: 2014 36 mph 45+ mph 0 mph 70 mph