2035 rtp draft

1] 2035 Regional Transportation Plan

MultiModal Safety Public tranSPortation

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Plete StreetS Public ParticiPation

DRAFT FoR public commenT

ApRil 9, 2013

1] 2035 Regional Transportation Plan2] 2035 Regional Transportation Plan

The 2035 Regional Transportation Plan for the Washoe county

metropolitan area articulates the vision and priorities that will

enhance the region’s quality of life.

Letter from the Executive Director

2010 Population

city of reno 225,221

city of Sparks 90,266

Unincorporated Washoe County in the urbanized area

76,645

Washoe Valley 3,019

Incline Village 8,777

other areas of Washoe county 17,479

total Washoe county 421,407


The RTC is pleased to present the Regional Transportation Plan 2035 to the citizens of Washoe County. The 2035 Regional Transportation Plan (RTP) is the region’s 20-year long range plan. The overarching vision contained in this plan focuses on transportation as a catalyst for developing economic opportunities that sustain our valued quality of life. It defines the long range policies and priorities for the community’s future transportation system and is the blueprint to stimulating public transit, providing clean air and making roadways accessible to all regardless of age or ability. It is a key component to improving our region’s quality of life. We ask that you join us in seeing the opportunity we have to inspire, innovate and implement an integrated, efficient regional transportation system.

Sincerely,

Lee Gibson, AICP, LEED AP ExecutiveDirector

CH.1 - INTRODUCTION

Letter from the Executive Director

Fromlefttoright:DaleFerguson,LegalCounsel;CommissionerRonSmith,CommissionerSharonZadra;ChairBonnieWeber;LeeGibson,RTCExecutiveDirector;ViceChairDwightDortch,RudyMalfabon,DirectoroftheNevadaDepartmentofTransportation,CommissionerDavidHumke


A special thank you goes out to those who had a significant contribution in developing this document.

CH.1 - INTRODUCTION

The RTc boARD oF commissioneRsbonnie Weber, rtc chair, Washoe countyDwight Dortch, RTC Vice Chair, City of RenoSharon Zadra, city of renodavid Humke, Washoe county ron Smith, city of Sparksrudy Malfabon, ndot

RTCBoardmembersservingthrough2012dave aiazzi, commissioner, city of renoDan Gustin, Commissioner, City of RenoBob Larkin, RTC Vice Chair, Washoe County

communiTy WoRking gRoup

Agency WoRking gRouplocAl AgenciesSteve bunnell, city of renoclaudia Hanson, city of renoneil Krutz, city of SparksJon Ericson, City of Sparkstim thompson, city of SparksDan Inouye, Washoe County Health District - air Quality Management divisionKevin Dick, Washoe County Health District - air Quality Management divisionPaul Kelly, Washoe countyClara Lawson, Washoe Countybill Whitney, Washoe countyDian Vanderwell, Washoe County Planning CommissionerKelli Seals, Washoe County Health DistrictErin Dixon, Washoe County Health District - Chronic Disease Prevention ProgramDean Schultz, Reno-Tahoe Airport Authoritylissa Butterfield, Reno-Tahoe Airport Authority

RegionAl AgenciesPatrick Pittenger, Carson Area Metropolitan Planning Organization

daniel doenges, carson area Metropolitan Planning Organization John Hester, Tahoe Regional Planning Agency/ Tahoe Metropolitan Planning Organization Nick Haven, Tahoe Regional Planning Agency/ Tahoe Metropolitan Planning OrganizationKaren Fink, Tahoe Regional Planning Agency/ Tahoe Metropolitan Planning OrganizationCarl Hasty, Tahoe Transportation DistrictKimberly Robinson, Truckee Meadows Regional Planning AgencySienna Reid, Truckee Meadows Regional Planning Agency Jeremy Smith, Truckee Meadows Regional Planning Agency

sTATe oF nevADAAnita Lyday, Nevada Department of TransportationKevin Verre, Nevada Department of TransportationCoy Peacock, Nevada Department of TransportationSondra Rosenberg, Nevada Department of TransportationTom Greco, Nevada Department of TransportationBill Hoffman, Nevada Department of TransportationJohn Kreiger, university of nevada, renoPaul Stars, university of nevada, reno

nATive AmeRicAn TRibesScott Carey, Pyramid Lake Paiute TribeTravis Petchell, Reno-Sparks Indian ColonyTom Purkey, Reno-Sparks Indian Colony

FeDeRAl AgenciesAbdelmoez Abdalla, Federal Highway Administration Steven Call, Federal Highway Administration Kevin Resler, Federal Highway Administration Paul Schneider, Federal Highway Administration Leah Sirmin, Federal Highway Administration Susan Klekar, Federal Highway Administration Kristine Hansen, U.S. Army Corps of Engineers Ken nelson, bureau of land Management Karina O’Connor, U.S. Environmental Protection Agency Ted Matley, Federal Transit Administration Leslie Rogers, Federal Transit Adminitration Ray Sukys, Federal Transit Adminitration Tony Ramirez, U.S. Department of Housing and urban development

TRAnsiT opeRAToRsdon Penny, MV transit — rtc rideHollie young, first transit — rtc acceSS

uTiliTiestravis Johnson, nV energy

Randy BowlingKenny BrownMark caseyangela fussJames Kozeraderek KirklandAnnalisa LawsonMike LawsonGwendolyn Lomas

Jim McNamaralee MurrayMac RossiEric ScheetzAndrew Simpsonandy tenbrinkJean-Paul TorresPalkin Zed


lee Gibsondenise thompson

Administration DepartmentSteven burlieJane chastril lon HarterJennifer MeyersJohn Ponzorob reederAngela Reichlynn Smith

Engineering DepartmentWarren callKarin copelandMichele Dennislinda ellerScott GibsonJeff Halebrenda leedoug MaloyJulie MasterpoolMarchon MillerGarth oksollee ann olivasblaine PetersenJim PostonHoward Riedlyeni russoalan yoshida

Finance DepartmentKristen barnesSharon BrittSusan deesRosanne DownsStephanie HaddockKaren HeddyBrad McKeachniedebbie MunozChris Powerselisa rizzoKathy Stanleytom taelour

Planning DepartmentJudy AlthoffPeter bangamy cummingsPatrice EcholaDebra GoodwinChristina LeachJacqueline MaldonadoMichael MorenoNancy Mues-Thomas

Transit Operations DepartmentWenda chorniydenise farmerSkip PhelpsJohn Gutridgeroger Hansondeborah HollisDavid JicklingDean Mottramed Parkcarol Perryniki reidHeinz Schoner Siota SeuiSue ShermanMarian Solareslaura Stern denise thompsonSusi trinidadtina Wu

RTc sTAFF


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The 2035 Regional Transportation Plan (RTP) identifies the long-term transportation investments that will be made in the urbanized area of reno, Sparks, and Washoe county, Nevada. The plan was founded on a people-based approach, which included extensive collaboration with the community and federal, state and local partner agencies. The RTP process was shaped by four guiding principles derived from community input:• Safe and healthy communities• Economic development and diversification• Sustainability• Increased travel choices

The projects in this RTP (see Appendix A) support the vision that the Truckee Meadows is the best place to live, work, recreate, visit, and invest. The plan includes transportation projects, programs and services for walking, biking, driving, and riding transit. In addition, the plan provides for maintaining existing infrastructure in good condition and improving the operation of existing services.

The goals of the RTP, which are discussed further in each chapter of the plan, include the following:• improve safety• Integrate land use and economic development• Promote healthy communities and sustainability• Manage existing systems efficiently• Integrate all types of transportation• Focus on regional connectivity• Promote equity and environmental justice• improve freight and goods movement, and • Invest strategically

Programmatic InvestmentsIn support of these guiding principles and goals, the RTP includes four programmatic investments that will be ongoing throughout the life of the plan. These investments, as described below, received consistently strong support at all community outreach events.

• Accessibility improvements under the Americans with Disabilities Act (ADA) — Ongoing implementation of the ADA Transition Plan is a priority for the RTC. With the segment of the population over 75 years old being the fastest growing demographic in the region, the importance of accessible pedestrian facilities will continue to grow. Annual funding will be programmed for spot improvements throughout the region to upgrade sidewalks, crosswalks, and curb ramps. The project needs were identified through an extensive data collection effort and prioritized based on proximity to transit routes, medical services, and senior facilities.• Pedestrian and bicycle facility improvements — Ongoing implementation of the Reno-Sparks Bicycle Pedestrian Master Plan will be funded throughout the RTP planning horizon. These spot improvements will enhance the safety and regional connectivity of the pedestrian and bicycle network.• Traffic Signals and Intelligent Transportation Systems (ITS) Operations — Technology and traffic operations strategies promote faster travel times on the existing roadway network. Investments in ITS have proven to be a cost-effective alternative to adding road capacity. The plan identifies annual funding to upgrade traffic signals and associated communications technologies.• Pavement Preservation — Maintaining roads and bridges in good condition and extending the useful life of pavement on regional roads is a proven way to minimize long term costs. The RTP identifies annual funding to apply the appropriate pavement preservation treatment to regional roads and bridge decks, which can include surface seals, crack seals, patching, resurfacing, or reconstruction. RTC partners with the NDOT Highway Bridge Program to provide funding to replace or rehabilitate substandard bridges.

Vision for TransitDuring the RTP community outreach effort, expanding transit was the most frequently identified transportation need. Transit is recognized as an essential part of the local economy that helps thousands of Washoe County residents get to work and access essential services each day. Transit helps shape development patterns and is an economic development tool that supports a higher density, mixed-use urban form. The Virginia Street RTC RAPID project is an example where a transit investment is helping spur new and revitalized investments from Downtown to Midtown and Meadowood Mall.

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The environmental benefits of transit are also well recognized: reducing the number of cars on the road reduces traffic congestion and air pollution. With the aging of the population, the public is also concerned with mobility issues that will face many residents over the next 20 years. A clear message the community outreach demonstrated is the need to plan, build, and operate services such as accessible bus stops and sidewalks, transit lines, and roadways that support an aging population.

A vision for transit was developed through the RTP. This vision includes the following core elements:• Expand RTC RAPID service on Virginia Street and add RTC RAPID service on 4th Street/Prater Way• Develop a new Dial-A-Ride service with a focus on seniors in outlying areas• Increase service hours and frequency in the urban core• Expand service to suburban residential and employment centers• Provide new inter-regional service that would include Lake Tahoe, Truckee, and other nearby regions

Although strong support was expressed for this vision, financial projections indicate that RTC will struggle to maintain existing service as fuel and other operating costs continue to rise. In addition, the growing senior population will generate a significant increase in demand for RTC ACCESS paratransit service over the next 20 years.

Because of these issues, the fiscally constrained transit program will include existing service plus the modifications planned for 2013:• extension of rtc raPid to the university of Nevada, Reno (a demonstration project)• Re-allocation of service hours to achieve greater efficiency• Summer weekend service to Lake Tahoe (a demonstration project)• Upgrades to RTC bus maintenance facilities to accommodate more fuel efficient vehicles

RTCRAPIDbusatRTC4THSTREETSTATION

The vision for transit provides an opportunity to launch a continuing dialog about the role of transit in the community and approaches to sustainable funding for transit operations.

Complete Streets/Safe StreetsThis RTP includes a package of roadway investments that promote livability and regional connectivity. All of these projects incorporate a Complete Streets design concept, which addresses the needs of all roadway users in a way that is sensitive to the local land use context. Safety is an important aspect of all project planning, with high crash locations being improved through many of the recommended projects. Projects that focus on regional connectivity link major concentrations of employment and housing across the Truckee Meadows. Completion of the region’s outstanding major capacity investments including the SouthEast Connector, Geiger Grade, the Pyramid Highway/ Sun Valley/U.S. 395 Connector, and upgrades to I-80 from Vista to Verdi as well as upgrades to the I-80/U.S.395/I-580 interchange. Major regional connectivity projects are described on the following page.

VisionforRTCRAPIDexpansion

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7] 2035 Regional Transportation Plan6] 2035 Regional Transportation PlanexecutiVe SuMMary

Regional Connectivity ProjectsProject Name Photo complete Street elements

Safety Enhanced transit stops/ route

bike facilities

Pedestrian facilities

auto Capacity

itS

Pyramid/Sun Valley/U.S. 395 ConnectorParr/Dandini service interchange design & right of way

Pyramid/McCarran IntersectionImprove capacity safety & multimodal access

McCarran Blvd ImprovementsWiden 4 to 6 lanes from Mira loma to Greg Street

I-80 and US 395/I-580 ImprovementsSystem wide ramps & freeway ITS project

SouthEast ConnectorSouth Meadows Parkway to Greg Street — New 6 lane road

Other projects focus primarily on neighborhood livability and economic development. While these projects may not add new lanes for autos, they do improve ADA accessibility, connectivity of the regional bicycle network, facilitate safety through traffic calming, and improve the streetscape appearance through landscaping and unified design. Key livability projects are described on the following page.

7] 2035 Regional Transportation PlanexecutiVe SuMMary

Livability Projects

Project Name Photo complete Street elements


Bike facilities Pedestrian facilities

auto Capacity

itS

4th Street/Prater WayMultimodal improvementsfrom Keystone ave to Vista blvd

Oddie Blvd/Wells AveMultimodal improvements,design & right of way from Kuenzli to Pyramid Way

Plumb LanePavement reconstruction & new shared use path from McCarran Blvd to ferris ln

Sutro StreetMultimodal improvementsfrom 4th Street to McCarran Blvd

Mill Street/Terminal WayMultimodalimprovements from lake Street to Reno/Tahoe International Airport

Virginia Street Bridge ReplacementReplace existing bridge

Kietzke LaneMultimodal improvementsVirginia Street to Galeth Way

ConclusionThis RTP was driven by the feedback of local residents, businesses, and partner agencies as well as the economic realities of a stagnant financial base for transit, a population that is aging, the need to continue to build the long standing backlog of capacity improvements, and the recognition that transportation plays a critical role in the region’s efforts to diversify the economy to sustain long term opportunities. It identifies a path to improving the quality of life in the Truckee Meadows. Roadways are an important part of the local community and shape the daily experience of the people that travel them, whether on bus, bike, foot, or in a car. This plan supports the economic vitality of the region through promoting safety, providing accessible places to walk and bike, improving connectivity between where people live and work, and conserving resources through environmentally and fiscally sustainable practices.


reSuMen eJecutiVoEl Plan de Transporte Regional del año 2035 (RTP, por sus siglas en inglés) identifica las inversiones de transporte a largo plazo que se llevarán a cabo en el área urbana de Reno, Sparks y el Condado de Washoe en Nevada. El plan fue creado como una estrategia enfocada en las personas, la cual incluye participación extensiva de la comunidad y colaboración con agencias asociadas. El proceso del plan fue formado por cuatro principios guías:• comunidades seguras y sanas• Desarrollo económico y diversificación• Sustentabilidad• Aumento en las opciones de viaje

Los proyectos en este plan apoyan la visión de que la zona de Truckee Meadows es el mejor lugar para vivir, trabajar, recrearse, visitar e invertir. El plan incluye mejoras a toda clase de transporte en las carreteras regionales: caminantes, ciclistas, conductores y autobuses. Además, proporciona el mantenimiento de una infraestructura ya existente en buenas condiciones y que se mejore la operación de los sistemas ya existentes. Las metas del Plan de Transporte Regional, de las cuales se habla con más detalle en cada capítulo del mismo, incluyen lo siguiente: • Mejorar la seguridad• Integrar el uso de la tierra y el desarrollo económico• Promover comunidades sanas y sustentabilidad• Manejar y controlar eficazmente los sistemas ya existentes• Integrar todo tipo de transporte• Enfocarse en la conectividad regional• Promover equidad y justicia ambiental• Mejorar el movimiento de cargas y mercancías• Invertir estratégicamente

Inversiones ProgramáticasPara apoyar estos principios y metas, el plan incluye cuatro inversiones programáticas que se estarán dando durante la vida del plan. Estas inversiones, como se describe a continu-ación, recibieron un fuerte y consistente apoyo en todos los eventos llevados a cabo en el contacto con la comunidad.• Mejoras de accesibilidad bajo el Acta de Americanos con Discapacidades (ACT) — La implementación continua del Plan de Transición ADA es una prioridad para la empresa RTC. Ya que el segmento de la población que tiene más de 75 años es el que está creciendo demográficamente más rápido en la región, la importancia de instalaciones que sean accesibles al peatón continuará creciendo. El financiamiento anual se programará para ciertas mejoras en particular en toda la región para actualizar banquetas y cruces de peatones y rampas en las banquetas. Las necesidades del proyecto se identificaron a través de un extenso esfuerzo de recolección de datos basado en la proximidad de las rutas del autobús, servicios médicos e instalaciones para adultos mayores.• Mejoras de las instalaciones para peatones y ciclistas — La implementación continua del Plan Principal para Ciclistas y Peatones de Reno y Sparks será financiado en todo el horizonte del plan RTP. Estas mejoras aumentarán la seguridad y la conexión de la interacción entre el peatón y el ciclista.• Las señales de tráfico y las operaciones de los sistemas inteligentes de transporte (ITS) — las estrategias de las operaciones en tecnología y tráfico promueven tiempos de viaje más rápidos en la red de carreteras existentes. Las inversiones en ITS han probado ser una alternativa de costo eficaz para agregar capacidad a las carreteras. El plan identifica financiamiento anual para actualizar las señales de tráfico y tecnologías asociadas con la comunicación.• Preservación de pavimentos — el mantenimiento de las carreteras en buenas condiciones y la extensión de la vida útil del pavimento en los caminos de la región, es una manera comprobada de minimizar los costos a largo plazo. El plan RTP identifica financiamiento anual para aplicar el mantenimiento preventivo apropiado a los caminos regionales, que podrá incluir sellos en las superficies, sellos en las cuarteaduras, parches, recubrimiento o reconstrucción.

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Visión para el Servicio de AutobusesDurante el proceso de comunicación con la comunidad sobre el Plan de Transporte Regional, la expansión del servicio de autobuses fue la necesidad de transporte más frecuentemente identificada. El servicio de autobuses se reconoce como una parte esencial de la economía local que ayuda a miles de residentes del condado de Washoe para llegar al trabajo y a los servicios esenciales todos los días. el autobús ayuda a darles forma a los patrones de desarrollo y es una herramienta de desarrollo económico que apoya una forma urbana de alta densidad y de uso mixto. El proyecto del servicio RTC RAPID para la Calle Virginia es un ejemplo donde una inversión para el servicio de autobuses está ayudando a estimular inversiones nuevas y revitalizantes desde la zona centro y media de la ciudad hasta el Meadowood Mall. Los beneficios para el medio ambiente del servicio de autobús también son bien reconocidos: la reducción del número de autos en el camino reduce la congestión del tráfico y la contaminación del aire. Con el envejecimiento de la población, el público también se preocupa con los problemas de movilidad que muchos residentes enfrentarán en los próximos 20 años. Un mensaje muy claro que demostró el contacto con la comuni-dad, es la necesidad de planear, construir y operar servicios, tales como paradas de autobús y banquetas accesibles y líneas de autobuses y caminos que apoyen a la nueva población de adultos mayores.

Una visión para el servicio de autobuses se desarrolló a través del Plan de Transporte Regional. Esta visión incluye los siguientes elementos principales:• Ampliar el servicio de RTC RAPID en la Calle Virginia y agregar el servicio de RTC RAPID en la Calle 4ª/ Prater Way.• Desarrollar un nuevo servicio de telefonía Dial-A-Ride enfocado a los adultos mayores en las zonas circunvecinas.• Aumentar las horas y la frecuencia del servicio en las áreas urbanas principales.• Ampliar el servicio a los centros suburbanos residencia les y laborales.• Proporcionar un servicio inter-regional nuevo que incluya el Lago Tahoe, Truckee y otras regiones cercanas.

Aunque esta visión ha recibido un fuerte apoyo, las proyecciones financieras indican que la empresa RTC batallará para mantener el servicio existente, ya que la gasolina y otros gastos de operación continuarán aumentando. Además, la creciente población de adultos mayores generará un aumento importante en la demanda para el servicio de autobuses de ACCESS en los próximos 20 años. debido a estos problemas, el programa de autobuses financieramente limitado incluirá el servicio existente aparte de las modificaciones planeadas para el 2013• Extensión del RPAID a la Universidad de Nevada, Reno (un proyecto de demostración)• Redistribución de las horas de servicio para lograr más eficacia• Servicio de fin de semana al Lago Tahoe durante el verano (un proyecto de demostración)• Actualización de las instalaciones de mantenimiento de los autobuses de RTC para incorporar más vehículos que ayuden a ahorrar gasolina

La visión para el servicio de autobuses proporciona una oportunidad para iniciar un diálogo continuo sobre el papel que juegan los autobuses en la comunidad y su acceso para financiamientos sustentables en las operaciones del servicio.

CALLES COMPLETAS/Calles SegurasEste plan RTP incluye un paquete de inversiones para carreteras que promueve la viabilidad y conectividad regional. Todos estos proyectos incorporan un concepto para desarrollar calles completas, el cual aborda las necesidades de todos los que usan las calles de una manera sensible al contexto del uso de la tierra local. La seguridad es un aspecto importante en toda la planificación de proyectos, con las mejoras a los lugares que tienen un alto riesgo de accidentes a través de muchos de los proyectos recomendados.

Los proyectos que se enfocan en la conectividad regional unen grandes concentraciones de empleos y viviendas en toda la zona de Truckee Meadows. La realización de inversiones sobresalientes de mayor capacidad en la región incluye la Conexión del Sur al Este, Geiger Grade, la Conexión de la autopista U.S. 395 y Pyramid Highway y las mejoras a la autopista I-80, desde la calle Vista hasta Verdi, así como las mejoras al cruce del I-80/U.S. 395/I-580. La siguiente página describe los principales proyectos de conectividad en la región.

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Proyectos Regionales de ConectividadNombre de Proyecto foto elementos de calles completas

Seguridad Mejoras de Paradas/ruta de Tránsito

Instalaciones de Bicicletas

Instalaciones de Peatones

Capacidad de automobiles

itS

Pyramid/Sun Valley/U.S. 395 Connector

Pyramid/McCarran Intersection

McCarran Blvd improvements

I-80 and US 395/I-580 Improvements

SouthEast Connector

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Otros proyectos se enfocan principalmente en la viabilidad de las comunidades y su desarrollo económico. Aunque estos proyectos no agregan carriles nuevos para los autos, si mejoran el acceso de servicios ADA para discapacitados, la conectividad de la red regional de ciclistas, facilitan la seguridad por medio de topes para el tráfico y mejoran la apariencia de las calles con diseños unificados para el paisaje. Los proyectos de viabilidad clave se describen a continuación.


Proyectos de Viabilidad

Nombre de Proyecto foto elementos de calles completas

Seguridad Mejoras de Paradas/Ruta de Tránsito

Instalaciones de Bicicletas

Instalaciones de Peatones

Capacidad de automobiles

itS

4th Street/Prater Way

Oddie Blvd/Wells ave

Plumb lane

Sutro Street

Mill Street/terminal Way

Virginia Street bridge Replacement

ConclusiónEste plan RTP se originó con las opiniones de residentes locales, comerciantes y agencias asociadas, así como con las realidades económicas de una base financiera estancada para los servicios de autobús, una población que está envejeciendo, la necesidad de continuar construyendo mejoras pendientes de capacidad que estaban retrasadas y el reconocimiento de que el transporte juega un papel importante en los esfuerzos de la región para diversificar la economía que sostenga oportunidades a largo plazo. El plan identifica un camino para mejorar la calidad de vida en la zona de Truckee Meadows. Los caminos son parte importante de la comunidad local y dan forma a la experiencia diaria de la gente que los transita, ya sea en autobús, en bicicleta, a pie o en auto. Este plan apoya la vitalidad económica de la región promoviendo seguridad, proporcionando lugares accesibles para caminar y andar en bicicleta, mejorando la conectividad entre los lugares donde vive la gente y donde trabaja y conservando recursos por medio de prácticas fiscales y ambientales sustentables.


TAble oF conTenTsLetter from the Executive Director /Acknowledgements /Executive Summary /

chApTeR 1 — INTRODUCTION /

1.1 About the RTC / 1.2 Transportation Planning Factors 1.3 Guiding Principles / 1.4 Goals /

chApTeR 2 — COMMUNITY BASED PLANNING /

2.1 Working Groups / - Agency Working Group (AWG) / - Community Working Group (CWG) / 2.2 Community Planning Workshops / - Community Planning Workshop #1 / - Community Planning Workshop #2 / - Community Planning Workshop #3 / - Five Year Plan - 2012-2016 / - Ten Year Plan - 2017-2022 / - 23 Year Plan - 2023-2035 / 2.3 Community Roundtable Discussions / - Freight and Logistics Roundtable #1 / - Freight and Logistics Roundtable #2 / - Complete Streets Roundtable / - How to Determine if a Complete Street with Lane Reductions is Beneficial / - Challenges Related to the Complete Streets Lane Reduction Concept / - Youth Transportation Issues Roundtable / - What are your transportation concerns and suggestions? / - Attendees - Senior and ADA Transportation Issues Roundtable #1 / - What We Heard From You / - Senior and ADA Transportation Issues Roundtable #2 / 2.4 Broadcast and Digital Media Outreach / - RTP Website and Smart Phone Application / - Newspaper, Television and Radio Outreach /


chApTeR 3 — IMPROVING SAFETY / 3.1 Planning for Safety / - Strategic Highway Safety Plan (SHSP) / - Zero Fatalities: Drive Safe Nevada / - Critical Emphasis Areas (CEA) / - Pedestrian Safety Action Plan (PSAP) / - Data Analysis / - Road Safety Audit (RSA) / 3.2 Community Awareness and Education / - Bright Reno Lights / - Safe Routes to School / - RTC SMART TRIPS / 3.3 Operations / - Safe Transit Operations / - Nevada Traffic Incident Management (NV TIM) / - Emergency Management Plan / 3.4 Safety Design Improvements /

chApTeR 4 — INTEGRATING LAND USE & econoMic deVeloPMent /

4.1 Regional Planning / - Reno-Tahoe International Airport / - Truckee Meadows Regional Planning / - Washoe County Health District / - Air Quality Management Division / - Chronic Disease Prevention Program / - Washoe County School District / - Truckee River Flood Management Project / - Living River Plan / 4.2 Local Government Planning / - Washoe County / - City of Reno / - City of Sparks / - Pyramid Lake Paiute Tribe / - Reno-Sparks Indian Colony / 4.3 Other Regional Partners / - University of Nevada, Reno / - Economic Development Authority of Western Nevada (EDAWN) /


CHAPTER 5 — PROMOTING HEALTHY coMMunitieS & SuStainability /

5.1 Air Quality / 5.2 Active Living and Community Design / - Safe Routes to School / - Food Deserts and Transit Access / - Chronic Disease Prevention / 5.3 Sustainability / - RTC Facilities / - Electric Vehicle / 5.4 Planning and Environmental Linkages / 5.5 Natural Resources / - Washoe County Open Space and Natural Resource Plan / - Bureau of Land Management Nevada / - Southern Washoe County Urban Interface Plan / - U.S. Forest Service / - Lake Tahoe Basin Management Unit Land Resource Management Plan / - Humbolt-Toiyabe National Forest Climate / - Department of Conservation and Natural Resources: Nevada State Parks / - State of Nevada Division of Water Resources / - Washoe County Protected Species /

chApTeR 6 — MANAGING ExISTING SYSTEMS EFFICIENTLY /

6.1 Traffic Operations / 6.2 Pavement Preservation / 6.3 Transit Operations / - Fixed Route Service / - RTC ACCESS /

chApTeR 7 — INTEGRATING ALL TYPES OF TRANSPORTATION /

7.1 Complete Streets / - Livability Projects / - Regional Connectivity Projects / 7.2 Mobility Options / - Reno-Sparks Bicycle Pedestrian Plan and ADA Transition Plan / - Bicycle Friendly Community / - Road Safety Audits / 7.3 Transit / - Vision for Transit 7.4 Aviation and Rail /


chApTeR 8 — FOCUSING ON REGIONAL CONNECTIVITY /

8.1 Connectivity in Northern Nevada / - Connecting Nevada / - Carson City / - Lake Tahoe Region / - Virginia City / - Pyramid Lake / - Storey County / - I-80 Corridor / 8.2 Connectivity in the Urbanized Area / - SouthEast Connector / - Pyramid-US 395 Connector / - McCarran Boulevard Improvements / - RTC RAPID Extension / chApTeR 9 — PROMOTING EQUITY & enVironMental JuStice /

9.1 Title VI of the Civil Rights Act of 1964 / - Equal Opportunity in Procurement / 9.2 Americans with Disabilities Act (ADA) of 1990 / - RTC ACCESS Paratransit Service / - ADA Transition Plan / 9.3 Executive Order on Environmental Justice /

chApTeR 10 — IMPROVING FREIGHT & GOODS MOVEMENT

10.1 Air Cargo / 10.2 Rail / - 2012 Nevada State Rail Plan / - Sparks Rail Yard / 10.3 Roadways / - I-80 / - US Parkway I-80 to US 50 10.4 Outreach & Coordination / 10.5 RTP Projects Supporting Freight and Goods Movement /

chApTeR 11 — INVESTING STRATEGICALLY /

chApTeR 12 — MONITORING, IMPLEMENTATION & PerforMance

AppenDices:

• Project Listing• travel demand Model Technical Documentation• Financial Documentation

• air Quality tables• Public/Stakeholder Participation Documentation• Congestion Management Process

• RTC Organizational Structure

17] 2035 Regional Transportation Plan16] 2035 Regional Transportation PlanCH.1 — INTRODUCTION

RTp guiDing pRinciples• Safe and Healthy

Communities• Economic

development and Diversification

• Sustainability• Increased Travel

Choices

Transportation infrastructure and service investments offer the opportunity to shape the region’s economy and land use, creating new opportunities for our citizens to prosper. Transportation investments promote safety, a healthier community, regional connectivity, and neighborhood livability. All of these ideas are used in creating the 2035 Regional Transportation Plan (RTP) for the Reno-Sparks metropolitan area of Washoe County, Nevada. The RTP is the region’s long range, multimodal transportation plan. It defines the policies and priorities for the community’s future transportation system and is the blueprint to achieving clean air, making roadways accessible to all regardless of age or ability, and providing transportation options. It is a key component to improving our region’s quality of life.

1.1 ABOUT THE RTC The Regional Transportation Commission of Washoe County (RTC) serves three roles for the Washoe County urban area: it is the Metropolitan Planning Organization (MPO), the transit service provider, and builds and maintains the regional roadway network. As the MPO, RTC conducts a collaborative short and long range multimodal transportation planning program. RTC develops the 20-year RTP, 5-year Regional Transportation Improvement Program (RTIP), 1-year Unified Planning Work Program (UPWP), and the Public Involvement Plan, consistent with Moving Ahead for Progress in the 21st Century (Map-21) requirements.

As the transit service provider, RTC operates the regional fixed route bus system, the demand-responsive RTC ACCESS paratransit service and RTC VANPOOL. The RTC RIDE fixed route bus service includes 26 routes that provide about 25,000 trips per day. RTC also operates RTC INTERCITY commuter service between Reno and Carson City. The RTC RAPID bus rapid transit service on Virginia Street is the premier service in the urban area providing high frequency connections between Meadowood Mall and Downtown Reno. RTC RAPID includes level boarding stations and uses 60-foot articulated hybrid diesel/electric buses. The service includes technology that allows buses to extend the green light at inter-sections. This design helps the RTC RAPID buses move faster and compete with auto travel times. In downtown Reno, RTC operates the RTC SIERRA SPIRIT free circulator service. The RTC SIERRA SPIRIT runs from downtown to the University of Nevada, Reno. It operates 7 days a week from 7 am to 7 pm every 15 minutes.

1 introduction

17] 2035 Regional Transportation PlanCH.1 — INTRODUCTION

rtc tranSit SerViceS

RTc RiDeDescription Regular fixed route service

Ridership 5,901,931

Revenue Vehicle Hours 189,399

Productivity (Passengers per Service Hour)

31.2

RTC RIDE operates in the cities of Reno and Sparks, and areas of Washoe County using a fleet of 70 buses on 26 routes. The service area is approximately 136 square miles. In 2012, 8.4 million rides were taken on RTC tansit services.

RTc inTeRciTyDescription Peak hour commuter service

between Reno & Carson City

Ridership 42,861



13.0

RTC INTERCITY provides a connection between Reno and Carson City. It is ideal for commuters and runs 3 trips in the morning and 3 trips in the afternoon.

RTc RApiDDescription bus rapid transit on Virginia

Street

Ridership 1,800,065



35.1

designed to be a lot like light rail, rtc raPid is a faster transit service on Virginia Street from downtown Reno to Meadowood Mall. RTC RAPID includes level-boarding stations with more amenities served by modern 60-foot ar-ticulated hybrid diesel/electric vehicles. The service includes technology that allows the buses to communicate with the traffic signals to extend the green time several seconds for the bus. Design improvements help vehicles move around other traffic. RTC RAPID vehicles travel up and down Vir-ginia Street significantly faster than regular transit buses.


rtc tranSit SerViceS

RTc sieRRA spiRiTDescription Free downtown Reno circulator

service

Ridership 228,623



26.0

RTC SIERRA SPIRIT will take you from the University of Nevada all around downtown and back - free. It runs every 15 minutes every day, from 7 am to 7 pm.

RTc AccessDescription demand responsive ada

paratransit service

Ridership 222,593



2.7

RTC ACCESS is the paratransit service that provides door-to-door, prescheduled transportation for people who meet the eligibility criteria of the Americans with Disabilities Act (ADA). RTC ACCESS passengers have disabilities which prevent them from riding rtc ride independently some or all of the time.

RTc vAnpoolDescription commuter vans organized by

volunteer participants.

Ridership 93,018



6.7

Vanpools offer people with long commutes a great way to reduce their transportation costs. Participants lease vehicles from a national vanpool company that covers the van’s maintenance and insurance. RTC subsidizes 40% of the cost of leasing the van as an incentive.


As the agency responsible for maintenance of the regional road network, RTC is responsible for planning, designing, and constructing regional road projects. In addition to new capacity, the RTC emphasizes maximizing the life of existing roadway infrastructure by funding a preventive maintenance program that keeps roads in good condition. In addition, the RTC’s regional Intelligent Transportation System (ITS) pro-gram maximizes the operational efficiency of the existing roadway network by coordinating traffic signals and other communications technology.

The RTC was formed in July 1979 by the Nevada State Legislature through the consolidation of the Regional Street and Highway Commission, the Regional Transit Commission and the Washoe County Area Transportation Study Policy Committee. The agency is governed by the RTC Board of Commissioners, which consists of five members: two representatives from the Washoe County Board of County Commissioners, two representatives from the Reno City Council, and one representative from the Sparks City Council. The Nevada Department of Transportation (NDOT) Director is an ex-officio member of the RTC Board. The RTC has four standing advisory committees that provide recommendations to the RTC Board: the Technical Advisory Committee, which consists of staff from partner jurisdictions and agencies, the Citizens Advisory Committee, the Bicycle Pedestrian Advisory Committee, and the Regional Road Impact Fee Technical Advisory Committee.

1.2 TRANSPORTATION PLANNING FACTORSFederal regulations require that the metropolitan planning process include consideration of eight planning factors. These factors, listed below, illustrate the need for transportationplans to recognize and address the interrelationship of transportation, land use and economic development planning. The factors are considered and integrated through-out the 2035 RTP.• Support the economic vitality of the metropolitan area, especially by enabling global competitiveness, productivity, and efficiency• Increase the safety of the transportation system for motorized and non-motorized users• Increase the security of the transportation system for motorized and non-motorized users• Increase the accessibility and mobility of people and for freight• Protect and enhance the environment, promote energy conservation, improve the quality of life, and promote consistency between transportation improvements and state and local planned growth and economic development patterns

• Enhance the integration and connectivity of the transportation system, across and between modes, for people and freight• Promote efficient system management and operation• Emphasize the preservation of the existing transportation system

Recognizing the special nature of transportation problems within major metropolitan areas over 200,000 residents, these areas — including the Reno-Sparks metropolitan area — have been designated as “Transportation Management Areas”, or TMAs, within which MPOs are given expanded responsibilities in planning for the safe and efficient movement of traffic. The Reno-Sparks TMA is located in the urbanized area as defined by the U.S. Census, and is smaller than the Metropolitan Planning area boundary which encompasses all of Washoe County.

The Reno-Sparks metropolitan region is expecting to gain over 130,000 new residents over the next 22 years, increasing from about 420,000 to over 550,000. The number of jobs in the region is expected to grow from 230,000 to 360,000 during the same period. The increase in population is will result in growing travel demand. The regional travel demand model forecasts that daily vehicle miles of travel will increase from 10.2 million in 2010 to 14.5 million in 2035. The multimodal projects in this RTP are expected to reduce the future average daily traffic delay by about 5,800 hours per day compared to a no-action alternative.

1.3 GUIDING PRINCIPLES

The RTC worked closely with the community to develop guiding principles for the RTP at the beginning of plan development. The guiding principles are the overarching themes that recur throughout the RTP and on which the goals and selection of transportation investments are based. A description of the guiding principles is below.• Safe and Healthy Communities Community safety and health are closely tied to transportation infrastructure in many ways. Roadway safety is perhaps the most obvious. RTC joins with NDOT in adopting the “Zero Fatalities: Drive Safe Nevada” initiative. RTC seeks to reduce the number of crashes that occur on area roadways and prevent traffic injuries and fatalities. Safety for bicyclists and pedestrians can be enhanced by providing safe and accessible space for all roadway users such as bicycle lanes and wider sidewalks.

CH.1 — INTRODUCTION


functional claSSification of roadWaySMAP 1.1



MAP 1.1

• Safe and Healthy Communities (continued) Offering safe and convenient infrastructure for active transportation, such as walking and biking, provides the opportunity for many other health benefits. Including physical activity as part of a daily routine helps prevent some of the chronic diseases, such as diabetes and heart disease, that are serious problems in Washoe County. Providing opportunities to walk, bike, and use transit also reduces the need for some auto trips, and subsequently vehicle emissions and air pollution. cleaner air promotes respiratory health for all Washoe County residents.• Economic Development and Diversification Transportation infrastructure investments can position Washoe County for a sustained economic recovery in several ways. Construction of roadway, transit, sidewalk, and other multimodal improvements creates immediate jobs for local residents. The increased access and mobility provided by efficient transportation infrastructure systems and services allows for increased investment and job growth by local businesses. The quality of life improvements, like wider sidewalks, new bicycle lanes, and corridor beautification, create a unique sense of place and this makes the region more attractive to people, businesses, and visitors.

VictorianAvenueinSparks.Theprojectincludedtheadditionofacycletrack,widersidewalksandimprovedbusstops.

• Sustainability Transportation has an important role in environmental, economic, and social sustainability in Washoe County. RTC promotes sustainability by offering alternatives to driving: riding transit, walking, and biking. By partnering with the local jurisdictions, land use planning can be integrated with transportation to allow the creation of new opportunities and choices. Outcomes of these partnerships can include transit oriented development, reduced auto emissions, complete streets and increased mobility options. Strategies such as implementing car sharing, encouraging local businesses to be located adjacent to residential housing, and completing sidewalk and bicycle networks can all contribute to establishing more sustainable travel behaviors. RTC also promotes sustainability through internal agency operations such as the leadership in energy and environmental design (LEED) certified transit centers at RTC 4TH STREET Station and rtc centennial PlaZa, using hybrid biodiesel-electric buses and electric-only buses, recycling, using solar panels to generate power for administrative buildings, using recycled materials in construction, and using warm-mix asphalt in roadway resurfacing projects.

RTCRAPIDarticulatedbus.

• Increased Travel Choices Increasing travel choices means providing safe and convenient options for walking, biking, driving, and using transit. Providing local residents with a variety of mobility options increases the quality of life and daily convenience of getting to work, school and recreational activities. Providing these options can allow residents to engage in daily exercise, spend more time with their families by speeding up travel time and reduce the stress of driving on congested roadways. Increased travel choices also promote equality in transportation because it provides options to all residents regardless of age or ability.



1.4 GOALSGoals were developed through the public participation process to support the RTP guiding principles. These goals highlight the areas where transportation investments can significantly impact quality of life for the Reno-Sparks metropolitan region and include the following:• Improve Safety RTC seeks to improve safety for all modes of transportation and is committed to the Zero Fatalities goal. RTC tracks crash statistics for the region and monitors the safety impacts of transportation improvements. High crash corridors and intersections are prioritized for infrastructure and operational investments in this RTP.

Safety investment can include the following: - Improving crosswalks at intersections - Decreasing speed on roads with high bicycle and pedestrian use - Providing separated bike lanes - Creating a network of connected sidewalks and trails - Adding concrete bus pads that allow passengers to load and unload - Installing traffic calming devices - Providing intersection and traffic signal upgrades - Ongoing community education• Integrate Land Use & Economic Development RTC is partnering with local jurisdictions and economic development agencies to identify how transportation investments can support regional development goals. This can be achieved by providing connectivity between communities and economic centers, supporting access to local businesses in transit oriented development districts and other areas, lowering transportation costs, and encouraging density and land use that supports walking, bicycling and transit.• Promote Healthy Communities and Sustainability Sustainable practices include preservation of existing facilities through initiatives such as the pavement preservation program, focusing on green technology to promote economic development, and utilizing renewable resources to reduce energy costs.

A healthier community can be realized by providing access to nutritious foods to local residents regardless of demographics or location, encouraging active transportation by improving bicycle and pedestrian accessibility and lighting for a safer walking/ biking environment, supporting the needs of freight and logistics industries, and reducing dependence on automobiles in order to improve air quality.

SchoolcrosswalkonMayberryDrive.

• Manage Existing Systems Efficiently It is imperative that RTC minimizes the life cycle costs of area roadways and maximizes the utilization of existing infrastructure. By making the most of current transportation resources, RTC can stretch limited revenues farther. Examples of this include the RTC pavement preventive maintenance, ITS, and bus maintenance programs. • Integrate all Types of Transportation RTC seeks to have an interconnected multi-modal transportation system that gives residents more travel choices. Local residents have expressed a desire to have transportation options, which include convenient alternatives for walking, biking, riding transit, or driving. The regional transportation system must provide mobility options that are appropriate to the land use context and address the needs of neighborhoods, commercial districts, and goods movement.

BikeracksatRTC4THSTREETSTATION

• Focus on Regional Connectivity Economic and transportation linkages tie Northern Nevada communities together, including Carson City, the lake tahoe region, Virginia city, Pyramid lake, Storey County, and other nearby areas. The community desires regional connectivity for residents, businesses, and visitors alike to have multimodal travel options and freight mobility between these regions and into California. • Promote Equity & Environmental Justice Work toward a more equitable and balanced transportation system that can be safely used by all regardless of age, race, economic status, or ability. It is a priority of RTC to ensure that transportation and mobility benefits are equitably shared among residents of the region.



• Improve Freight & Goods Movement Freight and goods movement contributes to the economic success of this region and plays a role in diversifying the employment base. Because of the strategic location of Reno and Sparks, the air cargo, freight rail, and trucking industries bring significant opportunities for economic growth. freight and logistics have been identified by the Governor as key areas for economic opportunity in Northern Nevada. • Invest Strategically Funding is essential to provide a quality transportation system. RTC has limited state, local, and federal resources available and must maximize the positive impact of each transportation dollar. A top priority of investing strategically is to help the community realize that transportation is an investment in our future.

Formation of the guiding principles and goals was one of the first steps in the planning process because they help to determine priorities. They are the cornerstone to plan for the future of the community and assist in knowing where to invest limited economic, human and natural resources. The impact of the recession has resulted in high unemployment, a housing market decline and an overall reduction of available funding for projects. Transporta-tion can contribute significantly to the revitalization of our economy. Transportation promotes livability, economic development and job growth. In fact, every dollar communities invest in public transportation generates approximately $4 in economic return.

The state of the economy has also played an important role in identifying the importance of stakeholder collaboration and shifting focus to maintaining existing infrastructure and developing multi-use roads called Complete Streets. RTC seeks opportunities to attract and maintain jobs in Washoe County, save households money by offering travel options that reduce insurance and fuel costs, and improve safety and aesthetics on our roadways.1

1AmericanPublicTransportationAssociationapta.com/mediacenter/ptbenefits/Pages/FactSheet.aspx

25] 2035 Regional Transportation Plan24] 2035 Regional Transportation PlanCH. 2 — COMMUNITY BASED PLANNING

2 coMMunity baSed PlanninGThe RTP is founded on a community based planning process designed to more fully understand the region’s diverse and complex transportation needs within a “people based” approach. Effective transportation planning requires involvement from community stakeholders, elected officials, business owners, schools, economic development groups, and property owners. Collaboration with the public allows for innovative ideas to emerge that address complex transportation issues including funding, promoting the development of multi-modal roadways, and increasing travel options on a regional level. Ensuring a broad base of participation helps develop a cohesive effort in planning region-wide. It also allows RTC’s priorities to interline with those of other groups and agencies who are working to enrich quality of life and create a more livable community. Strong community support for the planning process will also greatly enhance implementation of specific projects and programs in the plan.

The 2035 RTP process was formed around five primary types of outreach:• Participation of RTP working groups (the Agency Working Group and Community Working Group) that met monthly to guide the planning process• Community Planning Workshops that were held at the three strategic points of the plan development process — developing guiding principles and goals, developing alternatives, and evaluating alternatives• Roundtable discussions that brought local residents together to focus on specific special topics important to the plan, including accessibility and other senior transportation issues, freight and logistics, Complete Streets, and youth transportation issues• Involvement of elected officials and other boards and commissions — this included monthly reports to the RTC Board• Digital and traditional broadcast media to reach a broad audience — this included a smart phone application, website, press releases, media briefings and interviews (English and Spanish), The Road Ahead with RTC (a television news segment), and meeting announcements in English and Spanish language publications

RTC adopted a Public and Agency Outreach Plan to outline how to reach a diverse group of individuals who could contribute their expertise, ideas and suggestions to the planning process, which is included in the Appendix B. An overview of the major community outreach components is provided in the illustration on the following page.


2.1 RTP WORKING GROUPSThe purpose of the two RTP working groups was to guide the planning process and promote a coordinated planning effort that included broad-based community input. The Agency Working Group included representatives from partner organizations. The Community Working Group included local residents. Both meetings were publicly noticed.

Agency Working Group (AWG)The Agency Working Group helped to guide, inform and provide technical expertise in all areas of the plan. The AWG collaborated with the RTC to ensure consistence with other planning strategies, initiatives and policies in the region.

This consortium contributed significantly to: • Coordinating regional planning efforts• Identifying the impacts of transportation on other agencies• Providing a forum to present innovative ideas at a regional level

Community Working Group

The RTP Agency Working Group (staff from partner

resident volunteers) met monthly between SEPT 2011 and FEB 2013 to guide the process.

Board, City of Reno Council & Planning Commission, City of Sparks Council & Planning Commission, Washoe

Guiding Principles & GoalsDEC 2011

DevelopmentAPR 2012 OCT 2012

Review

MAR 2013

Freight &

FEB & NOV2012

Senior & ADA

Issues MAR & DEC 2012

Youth

Issues MAR 2012

Complete StreetsOCT 2012

Community Planning Workshops

RTP Working Groups

Round Table Discussions

Elected Officials, Boards & Commissions

Broadcast/Digital Media

Included press releases, media briefings and interviews (English/Spanish); The Road Ahead with RTC on KOLO 8 TV News segment; created an RTP website and smart phone app; English/Spanish meeting announcements.

2035 RTP OUTREACH PROCESS

CH.2 — COMMUNITY BASED PLANNING


The Community Working Group (CWG) was made up of residents from throughout the region with an interest in the transportation system. These citizens responded to requests for applications, were selected by a committee to serve on the CWG, and were appointed by the RTC Board. The mission of this diverse group was to represent community needs and concerns related to all modes of transportation. Their input provided the project team with valuable insight into specific issues at a neighborhood, community and regional level.

Workinggroupsdevelopingavisionforthetransitsystem

2.2 COMMUNITY PLANNING WORKSHOPSCommunity planning workshops provided an opportunity for the public to actively participate in the planning process. By presenting technical information such as maps and baseline data, RTC staff and other partner agency facilitators assisted local residents in identifying and documenting transportation issues, concerns, alternatives, and priorities. The workshop format allowed people to document their ideas through discussions, in writing, and on maps or drawings, for the technical staff to use in the planning process. The workshops took place at three key decision points during the RTP including: • developing the vision and goals for the plan• Identifying alternatives• Selection of priorities and recommendations

The workshops were held at locations within each jurisdiction in the RTC planning area. Spanish language translators were available at meetings and meeting materials were available in both English and Spanish. Workshop documents were uploaded to the RTP website (YourWashoeRTP.com).

Community Planning Workshop #1: Issues and GoalsThe first community workshop held was December 8, 2011 at the Terry Lee Wells Nevada Discovery Museum in Reno. The purpose of the workshop was to develop guiding principles and goals for the RTP.

PARTNERSHIPS & INTER-REGIONAL COLLABORATION

It is important that the RTP is comprehensive and illustrates the vision and “big picture” of planning efforts and challenges in Northern Nevada and the Lake Tahoe Region. Inter-regional collaboration with other nearby cities, counties, and MPOs ensures that RTC is able to build on transportation linkages and economic ties as well as reduce the duplication of efforts attempting to accomplish the same goal. As agencies continue to do more with limited resources, collaboration among regions allows for the development of greater ideas and partnerships that can have a positive impact on mobility options such as coordinating transit trips across regions utilizing two or more different systems. This collaboration can lead to funding projects that may not otherwise be possible. RTC is a member of the Trans-Sierra Coalition that seeks to coordinate transportation needs in northern Nevada and California.

Partnerships are another crucial aspect of developing a long range plan. This includes partnerships with government agencies, nonprofit organizations, neighborhoods, academic institutions, and private businesses. When collaboration among these organizations occurs at the beginning phase of the plan, future efforts for project delivery can be expedited saving both time and money. This approach allows for a more sustainable planning process.

• bureau of land Management, nevada • carson area Metropolitan Planning Organization • city of Sparks • city of reno • Federal Highway Administration • Federal Transit Administration • First Transit (RTC ACCESS) • MV Transit (RTC RIDE) • Nevada Department of Transportation

• nV energy • Nevada State Historic Preservation Office • Pyramid lake Paiute tribe • Reno-Sparks Indian Colony • Reno-Tahoe Airport Authority • Tahoe Regional Planning Agency/Tahoe Metropolitan Planning Organization • Tahoe Transportation District • Truckee Meadows Regional Planning Agency

• U.S. Army Corps of Engineers • U.S. Environmental Protection Agency • U.S. Fish and Wildlife • U.S. Forest Service • university of nevada, reno • Washoe county • Washoe County – Health District- air Quality Management division • Washoe County School District

The Agency WoRking gRoup WAs compRiseD oF FeDeRAl, sTATe AnD locAl Agency RepResenTATives incluDing:

CH.2 — COMMUNITY BASED PLANNING CH.2 — COMMUNITY BASED PLANNING


The following issues were discussed at the workshop:• Identify transportation issues that are important to the public• Gather input about the guiding principles and goals for the rtP • Share information about transportation programs and issues

This workshop gave participants a general overview of the 2035 RTP process and background about RTC’s responsibilities and funding sources.

A large group discussion resulted in the identification of goals for this RTP.

Four small groups were formed to facilitate break-out discussions. The groups addressed the RTP guiding principles topics included: • Safe and Healthy Communities: Group 1• Economic development and diversification: Group 2• Sustainability: Group 3• Increased travel choices: Group 4

Participantsatthefirstcommunityplanningworkshop

There were 73 attendees at the workshop and below is a summary of what we heard during the group discussions.

gRoup 1Safe & Healthy CommunitiesA safe and healthy community includes safe multi-model access for all users, a transportation system that does not pollute the air or water, and a system that supports healthy activities. Ways to enhance and improve safety for all modes of travel for residents and visitors alike include the following:• ADA compliance for all sidewalks• Improve lighting for a more safe environment to walk and bike • Improve crosswalks and intersections for safer crossing for all ages• Additional on street and off street bike lanes, routes and trails• Additional public transit routes which stop at parks, gyms and other recreational locations• Lower speeds on roads with high bike use, walkers and runners• Apply the “4 E” approach to improve the safety of our transportation system: Education, Enforcement, Engineering and Emergency Response plus planning and data

gRoup 2Economic Development & DiversificationTransportation can promote economic developmentto add social benefits and create jobs. Key opportunities include:• Lower transportation costs & improve economic competitiveness• Better connect communities and economic centers• Provide efficient access• Attract companies and residents with a good quality of life• Provide multimodal transportation centers for freight• Support access to local businesses in transit oriented development districts• Align transportation with university and industry needs• Integrate green technology & innovations• Strengthen links between Tahoe and the Truckee Meadows



COMMUNITY — IDENTIFIED TRANSIT ACCESSIBILITY NEEDS


MAP 2-1



COMMUNITY — IDENTIFIED TRANSIT ACCESSIBILITY NEEDSMAP 2-1

gRoup 3SustainabilitySustainable transportation programs will generate crucial long-term economic, social, and environmental benefits. The following are areas to focus on:• Rely on renewable resources for lower costs and energy security• Reduce vehicle emissions to promote health and improve environmental quality• Provide for smooth traffic flow and effective routes• Use sustainable construction materials• Use green technology to promote economic development• Provide and encourage different transportation mode choices with a focus on convenience and time effectiveness

gRoup 4Increased Travel ChoicesThe Increased Travel Choices group provided direction about ways to make alternate modes of travel more appealing to residents and visitors. • Provide transit with regional connectivity to carson city, lake tahoe and fernley• Encourage density and land use that supports walking, bicycling and transit • Make transit more convenient and serve areas such as Spanish Springs, Cold Springs and Western reno• Provide bike racks, connected sidewalks, car sharing, and park and ride facilities• Gain community support for multimodal transportation and realize it is a community investment• Make walking, bicycling and transit a benefit over driving an automobile • Promote sustainability, including alternative fuels and green technology• Improve efficiency though smart technology for freight and traffic movement, such as Intelligent transportation systems

Passengerboardingthebus

Community Planning Workshop #2: Alternatives DevelopmentThe second community planning workshop was held at the Sparks Heritage Museum in Sparks on April 26, 2012. The purpose of the workshop was to:• Identify projects, programs, and services to consider in the 2035 RTP• Consider transit, roadway, pedestrian, and bicycle transportation needs• Discuss how transportation investments can improve our quality of life

Participantsatthesecondcommunityplanningworkshop.


communiTy plAnning WoRkshop FeeDbAckPlan for Aging Population

The Reno-Sparks metropolitan planning area population is expected to grow by 36% between 2012 and 2035. However, the population over age 65 is expected to increase at almost twice that rate, growing by 70% by 2035. This emphasizes the critical long range need to address accessibility and mobility needs for seniors. The growth of this aging population will require enhanced public transportation and paratransit services, increased ADA improvements in the roadways, including improvements to sidewalks and the implementation of safety measures to increase roadway safety.


The workshop consisted of a presentation and small break out groups. The presentation included information about existing transportation facilities, transit service, congestion and mobility needs, funding sources, and the future of transportation. The small group discussions again centered on safe and healthy communities, economic development, sustainability and increased travel choices.

There were 32 attendees at the workshop and the input received during the small group discussions clearly indicated that the RTP should focus on the following topics:• Improve transit service• Plan for an aging population• Improve streets, sidewalks and bike facilities• Improve regional connectivity

Improving Transit ServiceThe most frequent request from participants for the RTP is to provide transit service or increased transit service to outlying neighborhoods including Cold Springs, Spanish Springs, lemmon Valley, Sun Valley, northern Sparks, Galena and the South Valleys. This request supports transit oriented growth and increases mobility options. It is especially important because over half of transit trips on the RTC system are either to or from work, indicating that the system is critical for job access. The issues identified with improving transit include the following:• Transit operations are funded mainly by local sales tax and farebox receipts, both of which experienced a sharp decline during the recession• Existing service uses all current transit eligible revenues• Expansions to RTC RIDE service area also extend the paratransit RTC ACCESS service area

Improve Streets, Sidewalks and Bike FacilitiesOne strategy to improve safety on streets, sidewalks and bike facilities is to incorporate the concept of Complete Streets. A Complete Street is a roadway that is safe and accessible for all users including pedestrians, bicyclists, motorists and transit riders, regardless of age or ability. A Complete Street may include:• adding bike lanes• Improving sidewalks and accessibility• Narrowing or removing travel lanes• Enhancing transit amenities• Adding center turn lanes• Enhancing pedestrian crossings

Safety is an important component of Complete Streets. On roadways in the Reno-Sparks area where Complete Streets were implemented the number of crashes were reduced by 30%-46%, indicating a significant safety improvement. This analysis was completed in June 2012 by the Center for Advanced Transportation Education and Research and Education at the University of Nevada, Reno.

Improve Regional ConnectivityRegional connectivity between Reno/Sparks, the Lake Tahoe basin, Carson City and surrounding areas is essential to get people to and from work, home and recreational activities. There are a number of projects that support this connectivity including:• Pyramid/McCarran Intersection• SouthEast Connector• Pyramid/US 395 Connector• Southeast McCarran Phase II• US 395 from I-80 to Parr Boulevard• Improvements on I-80 and US 395• Preventive maintenance program for regional roads keep the roads in good condition, minimize pavement life cycle costs, slurry seal, corrective maintenance and reconstruction• ITS & traffic signal upgrades• Partnership with local jurisdictions on local road maintenance

BikelanesonArlingtonAvenue



Community Planning Workshop #3: Selection of Priorities and Recommended SolutionsThe third community planning workshop was held on October 11, 2012, at the Washoe County Senior Center. There were 25 in attendance and the purpose of the workshop was to: • Review projects suggested for study in the plan for transit and roadways• Discuss budget constraints and revenue sources• Discuss community transportation priorities

A wide variety of projects and services were suggested for consideration in the 2035 RTP during the alternatives development phase of the planning process. Ideas for projects came from the existing RTP, corridor studies, community input at workshops and roundtables, and the 2035 RTP website and smart phone application. During the third workshop all of the alternatives suggested for consideration in the RTP were presented, along with cost estimates and revenue projections. The workshop provided a forum for members of the community to review these proposed projects and identify what they felt were the highest priorities. Participants were asked to identify their top priorities for both transit and roadway projects. The community also had the opportunity to identify their priori-ties on the RTP website.

Community Transit PrioritiesStrong support was expressed for strengthening the role of transit in the community over the next 20 years. Transit is recognized as a key economic development tool that is critical for job access, as about half of transit trips in the region are to or from work. Transit also provides much-need-ed mobility to seniors, youth, and many others in the community who want an alternative to driving. The key transit priorities expressed at the workshop are described below:• Expand RTC RAPID Bus Service — Priority corridors are Virginia Street and 4th Street/Prater Way, with key connection points at the University of Nevada, Reno, RTC CENTENNIAL PLAZA transit center, The Summit commercial area, and The Legends at Sparks Marina commercial area. • Restore Service — When local sales tax declined sharply as a result of the national economic recession (the primary revenue source), multiple transit routes were cut in the 2008 and 2009 service change. The 2008 and 2009 total reduction in service average was 12.8%. Meeting participants expressed support for restoring the routes that were cut, including service to the North Valleys and the Reno-Sparks Express.

• Expand Service — Existing routes maximize the number of passengers per service hour and efficient utilization of the transit system. However, many residents in outlying suburbs have expressed a preference for increased transit access. These areas were characterized as feeling isolated by meeting participants. Additional service that has been requested includes new routes to Spanish Springs and around the McCarran Loop.• New Dial-A-Ride Service — In a continuing effort to address concerns about limited accessibility and mobility options in outlying suburban areas, workshop participants have expressed strong support for a new limited-day service that would serve seniors and individuals with disabilities. A Dial-A-Ride service would provide accesses to shopping and medical centers as well as connectivity to the regular fixed-route system. Key areas to serve include: Cold Springs, Lemmon Valley, Golden Valley and the Veterans Administration offices. • New Regional Service — In addition to service within the metropolitan area, workshop participants also expressed strong support for additional transit service connecting to Carson City, the Lake Tahoe basin, Truckee, and the Tahoe-Reno Industrial Center in Storey County. The most commonly requested new regional service would be a connection from Incline Village to Sand Harbor transit service that was initiated on the east shore of Lake Tahoe by the Tahoe Transportation District during the summer of 2012.

Community Complete Street PrioritiesIn addition to transit service, workshop participants discussed their priorities for roadway investments. RTC promotes a Complete Street approach that addresses multi modal transportation issues in a comprehensive way. This includes safety, operations, and alternative mode use.

WhAT We heARD: Top communiTy compleTe sTReeT pRioRiTies• ADA, pedestrian, and bicycle facility improvements• Traffic signal upgrades and ITS operations• Maintain roads in good condition through preventive maintenance



The projects suggested for consideration in the plan were presented by implementation time frame and participants were invited to identify their top three priorities for each horizon year. For all three time periods, the strongest support was expressed for programmatic improvements: ADA, pedestrian, and bicycle facility improvements; traffic signal upgrades and ITS operations; and maintaining roads in good condition through preventive maintenance. Other projects that received strong community support are highlighted below.

Five Year Plan — 2013-2017• 4th Street/Prater Way multimodal improvements (ADA compliant sidewalks, bicycle lanes, signal upgrades, reduction of travel lanes in such sections for traffic calming)• Plumb Lane multimodal Improvements (addition of a shared use path and drainage improvements)• Pyramid Way/McCarran Boulevard intersection improvements (widening the intersection, upgrading signals, and adding bicycle and pedestrian facilities)• Oddie Boulevard/Wells Avenue multimodal improvements (addition of sidewalks and bicycle facilities)• Virginia Street improvements in Midtown (wider sidewalks and pavement reconstruction)• SouthEast Connector (a new regional road to connect Sparks and Reno South Meadows)• Pyramid Highway/U.S. 395 Connector (a new regional road to connect two major facilities in the North Valleys)

Ten Year Plan — 2018-2023• Completion of the Pyramid Highway/U.S. 395 Connector• Mill Street/Terminal Way multimodal improvements (wider sidewalks and bicycle facilities, widening area of high traffic congestion between Kietzke Lane and Terminal Way)• Completion of the Oddie Boulevard/Wells avenue improvements• Widening U.S. 395 between the Spaghetti Bowl and the Pyramid/Sun Valley/U.S. 395 Connector• Mill Street extension

22 Year Plan — 2024-2035• Widen Pyramid Highway• Widen McCarran Boulevard• Widen uS 395 north• Enhance capacity of the Spaghetti Bowl• Keystone Avenue Multimodal Improvements

Participantsatthe3rdcommunityworkshop

Open House: Review Draft RTPAfter receiving valuable input from the first three community workshops the final step in this area of public engagement was to conduct an open house to share the findings of public input and also to present the draft RTP to the public. The open house was held on March 14, 2013.

The final community meeting was held on March 14, 2013 at the Terry Lee Wells Nevada Discovery Museum in Reno. Over 50 people attended to review the draft document. Many participants expressed their appreciation for being involved in the process and voiced their support for the plan. There was also considerable support for adding more bike and pedestrian infrastructure in Reno and Sparks as well as support for providing summer service to Lake Tahoe.

TheOpenHousewasheldtoallowparticipantstocomment onthedraftRTP



2.3 COMMUNITY ROUNDTABLE diScuSSionSAlso critical to the development of the RTP was a series of roundtable discussions held on various topics including freight and logistics; senior and ADA issues; youth issues; Complete Streets and transportation safety. Each roundtable included community and elected leaders, and local jurisdic-tion staff, among others, with interests and expertise in the subject matter. They provided an open forum for discussion of issues and opportunities related to transportation.

Freight and Logistics Roundtable #1The first Freight and Logistics Roundtable was held on February 3, 2012, in the RTC Board Room. There were 27 people who attended. The attendees were members of various agencies and organizations including: Carson Area Metropolitan Planning Organization city of reno city of Sparks city of reno neighborhood advisory board Ward 5 Federal Highway Administration National Association of Industrial and Office Properties Nevada Department of Transportation Nevada Motor Transport Association Northern Nevada Chamber of Commerce Office of United States Senator Dean Heller Regional Alliance for Downtown (Reno) Reno-Tahoe Airport Authority university of nevada, reno

A presentation by the RTC described the RTP process and the goals of the roundtable which included: 1. Identifying transportation needs related to freight and logistics2. Fully integrating economic development initiatives in the rtP

RTC presented information about industrial employment clusters, industrial land use/zoning and the importance of industrial trade. These uses are centers in the “industrial triangle” in the areas near I-80, I-580, and McCarran Boulevard/Longley Lane. Industrial and warehousing activities are focused around local air cargo facilities at the Reno-Tahoe International Airport and the Reno-Stead Airport. I-80 is a nationally significant freight corridor, linking distribution chains for the movement of goods between California, across the nation to the east coast.

TARgeT oppoRTuniTies FoR noRTheRn nevADAlogisTics AnD opeRATions• Warehousing and distribution• Advanced logistics• Air cargo• Integrated manufacturing-distribution, assembly manufacturing, and food processing operations• Freight transportation (ground and rail)

Source:Unify,Regionalize,Diversify:AnEconomic DevelopmentAgendaforNevada,2012

FreightandLogisticsRoundtable

Figure2-1:MapofFreightroutes



Participants shared their concerns and voiced their opinions about opportunities for the future of freight and logistics in the Truckee Meadows:• Within 5-10 years the Reno-Tahoe Airport Authority plans to replace one of the existing concourses, add more capacity for public parking, and expand cargo facilities at the airport• The NDOT I-80 corridor study will identify improvements related to freight and operations• USA Parkway is being constructed to serve the Tahoe-Reno Industrial Center (TRIC), the largest industrial park in the nation located in Storey county, nevada• Maximize opportunities to improve traffic operations through improved signal coordination• complete Streets elements are relevant to industrial areas — industrial areas need more opportunities for people working in the area to bike, walk and use transit to get to work safely.

ConstructiononI-80

Freight and Logistics Roundtable #2A follow up roundtable was held on November 2, 2012, at the Reno-Tahoe International Airport. The purpose of this roundtable was to elaborate on the topics from the first roundtable and provide additional information on current projects and planned projects in the region. There were 23 people who attended and participated from the following agencies and organizations: atkins city of reno city of Sparks Economic Development Authority of Western Nevada Federal Highway Administration RTC Citizen Advisory and Working Groups National Association of Industrial and Office Properties Nevada Department of Transportation Nevada Governor’s Office of Economic Development Office of Nevada Governor Brian Sandoval Office of United States Congressman Mark Amodei Reno-Tahoe Airport Authority Truckee Meadows Regional Planning Union Pacific Railroad


ViewsfromReno-TahoeInternationalAirport



Summary of Freight Roundtable Agency Presentation Table 2.1

Agency Topic Discussion Highlights

center for regional Studies at the university of nevada, reno

Review of current economic conditions

Unemployment in the Reno/Sparks MSA is declining and new jobs are being added in the leisure/hospitality and professional and business service sectors.

Sales tax and housing prices are showing a modest increase, however 63% of home sales in May 2012 were bank owned or short sales.

Federal Highway Administration

MAP-21 New federal legislation brings a national focus to freight infrastructure & operations.

Truckee Meadows regional Planning Agency

industrial land needs analysis

A new study will identify the supply and demand for existing industrial buildings and lands, as well as infrastructure needs.

Reno-Tahoe airport authority

Infrastructure plans

Planning for expansion of cargo facilities and parking is underway. Air cargo traffic is increasing significantly. Substantial improvements to passenger facilities, including consolidation of security checkpoints and expansion of post-security concessions, will be completed in early 2013.

Union Pacific railroad

Rail facilities and use update

Recent investments include the Donner Pass Tunnel project (generating a 3-hour time savings), Sparks Yard security improvements, and the ReTrac project in Reno. Rail cargo is steadily increasing.

nevada department of Transportation

interstate & rail planning

Multi-state plans are underway for the I-80, I-15, and I-11 corridors.

The state rail plan focuses on safety and efficiency.

A statewide freight study has just begun and will include truck parking and freight operations across the Sierras.

The meeting focused on multiple presentations that updated the group about existing and planned projects. RTC also presented the draft RTP project list for review and comment by roundtable participants. The presentations were given in a question and answer format which allowed the attendees to actively engage information being shared by the presenter.

The presentations included:



TruckparkingonI-80.

Complete Streets RoundtableThe Complete Streets Roundtable was held on October 18, 2012, Sparks City Hall. The purpose of the roundtable was to:• Explain the benefits of Complete Streets• Discuss the types of Complete Streets projects• Share concerns and issues about Complete Street projects

The roundtable was attended by 28 people including representatives from the following organizations: city Sparks city of reno Washoe county Reno Bike Project Reno Police Department Reno-Sparks Indian Colony Truckee Meadows Regional Planning Agency university of nevada, reno, department of civil and environmental engineering university of nevada, reno, department of Geography Following the presentation, which included information on the safety elements related to complete Streets and the types of improvements that can be implemented such as crosswalks, bicycle lanes and sidewalks, the group had an open discussion about the benefits and challenges related to Complete Streets design. The round table focused on the type of Complete Street treatment that reconfigures a street from two lanes in each direction to a street with one lane in each direction with a center turn lane and bike lanes.These improvements are coordinated with needs identified in the Reno-SparksBicyclePedestrianMasterPlan.

How to Determine if a Complete Street with Lane Reductions is Beneficial• Lane reductions are considered on roadways with 18,000 Average Daily Traffic (ADT) or less• Other elements such as land use, special events, and how the roadway is used are also considered• Retaining adequate vehicle capacity and level of service is addressed• Travel Demand Model analysis at a network level and corridor specific studies can help determine if there is a benefit for lane reductions• Providing for alternate modes of transportation can reduce auto trips

Challenges Related to the Complete Streets Lane Reduction Concept• Need to be aware that increasing striping also increases maintenance costs• Traffic studies should consider the needs of high density infill projects

Roadwaywithstripedbikelane


WhAT ARe compleTe sTReeTs? • Focus on meeting the needs of people using all modes (walking, driving, biking, riding transit) • Provide ADA accessibility • Compatible with adjacent land use • Safer for all ages, modes, and abilities • Provide opportunities for active transportation • Part of all RTC projects


37] 2035 Regional Transportation PlanCH.2 — COMMUNITY BASED PLANNING

exiStinG & Planned bicycle facilitieSMAP 2-2


The local jurisdictions raised concerns about higher routine maintenance costs and impacts on potential new infill development. The participants also reviewed a map of potential Complete Street lane reductions. They were able to comment on locations they thought would be good candidates for improvements and locations that would not be favorable due to reasons such as special events.

The group also provided recommendations about what factors to use in prioritizing sidewalk, crosswalk, and other ADA accessibility improvements. They highlighted locations with senior housing, medical services, access to transit routes and bus stops, and high pedestrian activity centers such as Transit Oriented Development Districts as priority locations.

Youth Transportation Issues RoundtableThe Youth Transportation Issues Roundtable was held on March 29, 2012 at Wooster High School. The purpose of the roundtable was to:1. Discuss transportation issues important to youth and youth service providers2. Gather input on how to improve the transportation network

The roundtable participants identified the following issues and opportunities.• Need better access to and from isolated suburban communities and neighborhoods• Need better information about how to purchase tickets, access buses, read schedules, and navigate the transit system• Reach out to schools, churches and boy/girl scout

organizations (and other organized groups) to educate youth about transit. Middle school is a great time to reach out to students and parents about transit

• Provide transit kiosks at schools to purchase tickets, secure schedules and educate students about transit; provide transit information at school main offices

• Improve way-finding materials at bus stops• Concerns about safety at transit stops• Preference for more bus stop amenities, such as shelters• Provide free or more discounted youth fares• Provide increased transit service to schools

StudentsidentifyingtravelpatternsattheYouthRoundtable

Attendees: Bishop Manogue Catholic High School Boys & Girls Club of Truckee Meadows Boy Scouts of Northern Nevada City of Reno Youth Services northern nevada center for independent living Office of Congressman Amodei Office of United States Senator Heller Office of United States Senator Reid RTC Regional Transportation Plan Community Working Group Safe Kids Washoe county Safe Routes to School Students from Vaughn Middle School & Wooster High School Washoe County Division of Juvenile Services Washoe County School District Washoe County Sheriff’s Department

Transportation in your daily experience: Where do you go? • Mall• Friend’shouse• MovieTheaters• Downtown• School

And how do you get there?• Walk• Bike• Bus• Car(ridewithparentsorfriends)• Skateboard

What are your transportation concerns and suggestions?• Needbetteraccesstoandfrom isolatedsuburbancommunities andneighborhoods• Needbetterinformationabout howtopurchasetickets,access buses,readschedules,and navigatethetransitsystem• Reachouttoschools,churches

andboy/girlscoutorganizations(andotherorganizedgroups)to educateyouthabouttransit.Middleschoolisagreattimetoreachouttostudentsand parentsabouttransit

• Providetransitkiosksatschoolstopurchasetickets,secureschedulesandeducatestudentsabouttransit;providetransit informationatschoolmain offices

• Improveway-findingmaterials atbusstops

• Concernsaboutsafetyat transitstops• Preferenceformorebusstop amenities,suchasshelters• Providefreeormorediscounted youthfares• Provideincreasedtransit servicetoschools

Youth RTP Roundtable SummaryMarch 29, 2012 at Wooster High School

The travel habits of Gen Y: More and more young Americans are riding buses and trains – in part because the widespread use of personal-digital technology changes the way they experience the public realm.- Planning, May/June 2011


SummarysheetfromYouthRoundtable



What we heard from you.RTC RIDE• MakeiteasiertoputyourbikeontheRAPIDbikerack• KeeptheCONNECToperating,addservicetoSpanish Springsarea,restoreservice• SomepeoplerideACCESSbecausetheirbusstopisnot accessible;makeallbusstopsconvenient,userfriendly andimprovesidewalks• Increasingridershiptooutlyingareaswouldlower operatingcosts• Allbusstopsshouldhavebenchesandshelters• Consider“sponsorabusbenchorshelter”program• Touristinformationshouldbeavailableonbuses• Crosswalksshouldhaveamedianrefuseislandand redflagswhilepedestriancrosses• Makeshuttlevansavailableacoupledaysaweekona fixedroutetothemallsormedicalcenters;trya neighborhoodshuttleprogram• CanyouplanforParkandRideintheoutlyingareas suchas;ColdSprings,Mogul/Verdi,SpanishSprings, Mt.Roseintersection,etc.?

RTC ACCESS• Usecabs24hoursadaytoreducecostsforrunning theACCESSprogram• Tryapilotprogramoftheshuttleconceptforpeople whodon’trequirefullADApara-transitservice• Allcaregivers(grouphomesandspecialneedsfacilities) needinformationaboutACCESS• TheWashoeCountyTransportationCoalitionshouldbe coordinatedwiththeRTCtransitprograms,they currentlyarenot.

RTP Senior ADA Transportation Issues RoundtableMarch 9, 2012 at the Washoe County Senior Citizen Center

Purpose of the Roundtable:ToidentifytransportationissuesthatareimportanttoyouToshareinformationabouttransportationprogramsandissuesTogatheryourinputaboutthegoalsandprogramsintheRTP

SummarysheetfromSeniorADARoundtable.

Senior and ADA Transportation Issues Roundtable #1The first Senior and ADA Transportation Issues Roundtable was held on March 9, 2012, at the Washoe County Senior Center. The purpose of the discussion was to identify needs that are important to the growing senior population and residents with disabilities. As the region anticipates a 70 percent increase in the population over age 65 by 2035, transportation issues related to ADA accessibility, mobility, and transit service will become more urgent. RTC currently operates RTC ACCESS paratransit service and all fixed-route RTC RIDE vehicles are accessible as well. The ADA Transition Plan, which identifies long term needs in sidewalk and cross-walk accessibility, was adopted by RTC in September 2011.

The roundtable participants identified the following issues and opportunities:RTc RiDe• Make it easier to put your bike on the RTC RAPID bike rack• Keep the RTC CONNECT operating, add service to Spanish Springs area, restore service • Some people ride RTC ACCESS because their bus stop is not accessible; make all bus stops convenient, user friendly and improve sidewalks• Increasing ridership to outlying areas would lower operating costs

• All bus stops should have benches and shelters• Consider “sponsor a bus bench or shelter” program • Tourist information should be available on buses• Crosswalks should have a median refuge island and red flags while pedestrian crosses• Make shuttle vans available a couple days a week on a fixed route to the malls or medical centers; try a neighborhood shuttle program• Plan for Park and ride in the outlying areas such as Cold Springs, Mogul/Verdi, Spanish Springs, Mt. Rose intersection, etc.

RTc Access• Use cabs 24 hours a day to reduce costs for running the rtc acceSS program • Try a pilot program of the shuttle concept for people who don’t require full ADA para-transit service• All caregivers (group homes and special needs facilities) need information about RTC ACCESS• The Washoe County Transportation Coalition should be coordinated with the RTC transit programs.

Senior and ADA Transportation Issues Roundtable #2The follow-up senior roundtable was held on December 3, 2012 at the Washoe County Senior Center. Twent-four people who attended the roundtable including representatives from: city of reno city of Sparks Nevada Department of Transportation Office of United States Senator Harry Reid reno Housing authority reno Senior advisory board RIDE/MV Transportation Senior Spectrum State of Nevada Aging and Disability Services Division The Continuum U.S. Department of Housing and Urban development, nevada Washoe County Senior Services Center



The purpose of the roundtable was to follow up on issues raised at the previous meeting and gather input on project priorities for the 2035 RTP. Feedback from the March 2012 Senior and ADA Transportation Issues Roundtable was used to identify transit service concepts for further consideration. One of the key issues highlighted previously was the perceived isolation of outlying neighborhoods, particularly in the North Valleys. The transit service options to respond to this need included new fixed routes to north Sparks and Spanish Springs as well as a new Dial-A-Ride service concept. Not currently operated in Washoe County, a Dial-A-Ride service could be marketed to seniors and individuals with disabilities and provide access to basic shopping and medical care, as well as connections to the RTC RIDE fixed-routes, on a two to three days per week basis. RTC also reviewed the community input regarding the high prioritization of accessibility improvements on the regional road network, in support of the ADA Transition Plan.

2.4 BROADCAST AND DIGITAL Media outreacHRTC used a variety of tools to reach a broad spectrum of the community. In addition to workshops and other meetings, both traditional and electronic media were instrumental in sharing information and gathering feedback.

RTP Website and Smart Phone ApplicationA website was developed specifically for the 2035 RTP (YourWashoeRTP.com). It was used to share information about the project and encourage public participation. The site had a link that included all of the meeting materials from the AWG, CWG and Community Workshops. In addition to providing information, the website invited users to participate through surveys in coordination with the community workshops. When the December 2011 workshop was held to identify the RTP goals and guiding principles, the website also allowed people to view the meeting materials and express their thoughts about the most important goals for the RTP. This “virtual public meeting” allowed people to participate even if they were unable to attend the meetings in person. At the time of the October 2012 workshop that sought input on project priorities, the presentation materials, project lists, and cost estimates were also provided on the RTP website. A survey was made avail-able so that people could identify their top three priorities for both roadway and transit projects. In addition, a “Speak Your Mind” comment box was continuously available on the website and allowed users to post comments and questions.

The website was especially useful to citizens who were not able to attend the public meetings and those who wanted to stay updated about the progress of the project throughout the planning process. A smartphone application was developed to allow people to submit suggested transportation projects. The Your Washoe RTP app allowed people to submit photos, videos, or audio clips about transportation needs. The results were then available for viewing on the RTP website.

Newspaper, Television and Radio OutreachAnother important component of the outreach program included news coverage, newspaper, television and radio. The RTC issued press releases to local media outlets (English/Spanish) and participated in media briefings and interviews to inform the public about the RTP process, its topics, ways to get involved and the importance of the RTP to the region. The RTC utilized its weekly news segment, “The Road Ahead with RTC” which airs on KOLO 8 TV News to further promote the RTP planning process including meetings and workshops (see schedule below). Advertisements for the community workshops were placed in local English and Spanish language newspapers. Samples of these ads are provided on the following page.

KOLO SegmentsMay 3, 2011 rtc Seeks community Participation for RTP December 6, 2011 1st RTP Community Planning Workshop april 24, 2012 2nd rtP community Planning Workshop July 17, 2012 Introducing the RTP smartphone applicationJuly 31, 2012 complete Streets October 9/11, 2012 3rd RTP Community Planning Workshop March 12/14, 2013 Draft RTP Open House


Screenshotofsmartphoneapplication



Newspaper Advertisements Examples

AdvertisementranOctober10,2012,intheRenoGazette-Journal

AdvertisementranDecember7,2011,inElSoldeNevada

AdvertisementranonDecember7,2011,intheSparksTribune

The comprehensive community outreach conducted during the 18-month process provided for an innovative and robust approach in developing the 2035 Regional Transportation Plan. The RTP document for the Washoe County metropolitan area articulates the vision and priorities of our community to enhance the region’s quality of life and create a more livable and sustainable community.


43] 2035 Regional Transportation Plan42] 2035 Regional Transportation PlanCH.3 — IMPROVING SAFETY

3 Planning and building a safe multi-modal transportation system for the travelling public is the most critical goal of the RTC. Safety is involved in all types of transportation: driving, walking, cycling, and riding transit. RTC engages in innovative planning and data analysis, public education, interdisciplinary collaboration, operations, and design, with the purposeful goal of reducing the number of crashes and injuries in Washoe County. In addition, RTC is a partner with local emergency response teams and law enforcement agencies, in an effort to provide evacuation assistance and coordination during regional disasters.

3.1 PLANNING FOR SAFETYRTC has placed a priority on pro-active safety planning. At the cornerstone of this process is a close partnership with NDOT, law enforcement, emergency responders, the Cities of Reno and Sparks, and Washoe County, and other partnering agencies. Safety investments are designed to be consistent with the needs of adjacent land uses, such as the locations of schools and high pedestrian re-development districts.

RTC continues to work with NDOT to create innovative regional and state-wide systems for collecting, analyzing, and sharing important safety information. A list of issues related to the incorporation of safety into the regional plan includes:• Continue building stakeholder partnerships• Engage multi-agency coordination and communication• Enhance the accessibility and safety of transit stops and transfer points• Implement ITS technologies on transit and emergency vehicles• Improve interconnectivity of the transportation system, across and between modes, for people and goods, such as modal transfer points, shared bikeways, intersections at railroad and pedestrian crossings• Securing financial resources to fund safety improvements • Conduct corridor studies to identify early actions

iMProVinG Safety

CH.3 — IMPROVING SAFETY


Strategic Highway Safety Plan (SHSP)Nevada’s Strategic Highway Safety Plan (SHSP) is produced by NDOT in cooperation with many agencies, including the RTC. The SHSP is a state-wide plan that covers five critical emphasis areas and suggests many safety improvement strategies using the 4E approach which focuses on; education, enforcement, engineering and emergency response. This plan is incorporated into the RTP.

Zero Fatalities: Drive Safe NevadaRTC seeks to improve safety for all modes of transportation by fully committing to the Zero Fatalities goal. The Nevada SHSP was updated in 2011 with additional life-saving strategies to help reach the Zero Fatality goal. Nevada’s Zero Fatalities goal and commitment to safety has been shared with the public through public service announcements and bilingual materials. The state’s Zero Fatalities goals are consistent with the national Toward Zero Deaths strategy led by FHWA and others.

Critical Emphasis Areas (CEA)CEAs are specific areas of concern relative to highway crashes. By identifying CEAs an agency can more efficiently set priorities and begin to focus on solutions to avoid specific crash elements. Nevada’s 2011-2015 SHSP identifies five CEAs: impaired driving, seat belts, intersections, lane departures, and pedestrians. NDOT has implemented strong public awareness campaigns regarding impaired driving and seat belt use. Because intersection crashes and incidents involving pedestrians and bicyclists are the most common on roads in the RTC planning areas, these CEAs receive the greatest focus in the RTP.

Pedestrian Safety Action Plan (PSAP)The Pedestrian Safety Action Plan (PSAP) addresses safety for bicyclists and pedestrians in Washoe County. The PSAP encourages the state to spend funds on bike and pedestrian safety improvements projects, which include an updated contiguous regional map and bilingual educational information, distributed throughout the community.

This plan is included in the Reno Sparks Bicycle and Pedestrian Master Plan (RSBPMP) with the following objectives:• improve Safety — Pedestrians make up approximately 11 percent of all fatalities in the United States. Reducing the number of crashes involving pedestrians requires a plan that focuses on countermeasures that have the greatest crash reduction factors.• Encourage Walking — Walking saves energy, is good for the environment, and promotes public health. To encourage more walking requires a plan with strategies for investing in pedestrian facilities, enhancements to all ADA issues and insuring that people can walk safely to and from bus stops.• create a Great community — The public is demanding safe, walkable communities. In an increasingly mobile society, businesses are choosing to locate in cities where people can enjoy a good quality of life. Creating a great walking environment, by the use of Complete Streets, is central to economic development and improving quality of life.

The PSAP focuses on an integrated solution to pedestrian safety. In addition to shorter term strategies, the plan also calls for a longer range, proactive approach to pedestrian safety. This includes a focus on planning, data collection/analysis, design, and policy techniques that will institutionalize pedestrian safety by fostering Complete Streets implementation and equitable funding practices. Data AnalysisThe collection and analysis of crash data is important for continuous safety planning. RTC works closely with NDOT to analyze and publish information about safety trends over time as well as the specific safety impacts of particular projects. RTC staff serves on the SHSP data team and receives weekly updates about data available from NDOT and the Nevada Office of Traffic Safety (OTS). When conducting a before and after road project study, staff analyzes three years of data before and three years after the project, which is an industry standard. Also, RTC uses data from the OTS and the NDOT Safety Division, for quarterly safety reports presented to the RTC Board.



RTC uses the annual NDOT High Crash Intersection Report to identify priority projects. These reports are based on data from the prior three years that identify the highest crash locations in the region. Safety enhancing improvements have been planned and implemented on four of these intersec-tions: Pyramid Way and McCarran Boulevard, Virginia Street and 8th Street, Sharlands avenue and robb drive, and Kietzke Lane and Mill Street. Ongoing studies are addressing the needs at the intersections of Plumb Lane and Kietzke Lane, Virginia Street and South McCarran, and Virginia Street and Plumb Lane.

Road Safety Audits (RSA)In a continuing effort to reduce the severity of crashes and improve roadway safety, transportation and road safety experts take part in NDOT Road Safety Audits (RSAs). The audits are conducted in partnership with NDOT, RTC, and local government agencies. The audits are preformed to support corridor studies and identify short-medium and long term safety improvements.

Performing both day and night field reviews, the teams look at how all users interact on a roadway, and review any potentially confusing road elements such as signs, trap lanes, skewed right-hand turn lanes, and poor nighttime visibility, as well as pedestrian and bicycle safety concerns.

Safety audit members include a safety engineer, traffic or roadway design engineer and district engineering represen-tatives, along with law enforcement and regional planners. The teams may also include engineers from local government agencies, emergency medical responders, bicycle and pedestrian experts and Federal Highway Administration (FHWA) personnel, who work independently of the road project design teams and assure a cross-section of viewpoints.

3.2 COMMUNITY AWARENESS & EDUCATIONRaising public awareness about safety concerns and providing educational materials is an important tool in improving safety. Of particular importance is awareness of pedestrian and bicycle safety measures.

Bright Reno Lights Working with NDOT and a group of local advocates, the RTC initiated a new program, Bright Reno Lights, to improve the night-time safety of all non-motorized forms of transportation in Reno and Sparks. Using community volunteers, law enforcement officers, a volunteer team will educate cyclists and pedestrians about proper lighting and the Nevada state laws on nighttime safety.


moToRisT Tips To help keep peDesTRiAns sAFe:

• Look for and yield to pedestrians at intersections and in crosswalks.

• Pay attention — avoid distractions such as talking on your cell phone and texting while driving (it is a law in Nevada).

• Watch for vehicles slowing down around you. They could be yielding to a pedestrian.

• Never pass a vehicle that is stopped at a crosswalk — it may be stopped for a pedestrian crossing the road.

• When turning at intersections, always look for pedestrians on both the streets you are leaving and entering.

• Slow down — speeding greatly increases the likelihood and severity of a crash. At 20 MPH, it can take a car 69 feet or more to stop and at 40 MPH, it can take 189 feet or more for a car to come to a stop — more than two and a half times the distance at 20 MPH. Many factors (reaction time, pavement condition, vehicle size, tire age, driver experience, etc.) can also increase stopping distances greatly.

Pedestrians can also help prevent crashes by remembering the following tips:

• Make eye contact with drivers before you step into the street. Make sure they see you, plan on stopping and have time to stop.

• Cross the street at crosswalks where motorists expect to see you.

• Just because one car has stopped for you, others may not. Be cautious. Keep looking.

• Always use sidewalks when they are available. If not, walk on the left side of the street facing traffic.

• Wear light or bright colors, reflective material or vests and flashing lights to increase your visibility to drivers.

• Use caution and be aware of the hazards of impaired walking: nationally, 1/3 of pedestrian fatalities involve

a pedestrian under the influence of alcohol

AdvertisementfortheStreetSmartcampaign



Bright Reno Lights will distribute approximately 200 light sets at various locations including the RTC 4TH STREET STATION and RTC CENTENNIAL PLAZA transit stations. Teams of four to five people will identify cyclists and pedestrians in need of safety lights during twilight and evening hours. The teams will discuss the safety and legal aspects of using lights and reflective clothing in dark conditions, and distribute safety brochures in English and Spanish. Distribution members will also assist with the installation of the light sets. NDOT, OTS and local Neighborhood Advisory Boards have supplied the needed funds for the light sets from Planet Bike, along with the donated materials for distribution.

Safe Routes to SchoolRTC works closely with the Washoe County School District and NDOT to implement a successful Safe Routes to School Program (SRTS). This includes a significant educational component geared toward students, parents, and school staff. The School District Police Department Safe Routes to School Coordinator conducts regular school-based events to teach K-8 grade students how to be more visible to motorists and how to follow safety precautions.

The SRTS Coordinator works with parents and school faculty and staff to reconfigure school zone areas in a way that minimizes potential conflicts.

the SrtS coordinator also provides input to rtc about capital investments that would improve safety on regional roads near schools.

SafeRoutestoSchoolevent.

RTc smART TRipsThe RTC SMART TRIPS program assists businesses and citizens in using alternate modes of transportation and adopting trip reduction strategies. The reduction in vehicle trips is a critical step toward maintaining and improving air quality in the Truckee Meadows and lessening traffic congestion. Lower congestion is linked to a reduction in crashes. Additionally, studies indicate that as the number of bicycle and walking trips increase there is a reduction in the crash risk for those travel modes.

Major RTC SMART TRIPS components include a bus pass subsidy program, a subsidized vanpool program, and a web-based trip matching service that facilitates finding carpool, bus, bike and walking buddies. A free consulting service is offered to local businesses to assist them in encouraging their employees to make sustainable transportation choices.

In addition to promoting the benefits of sustainable transportation, the program helps educate the public on how to travel safely. Safety messages for motorists, bicyclists, and pedestrians are distributed throughout the year at public events and employee benefit fairs. Safety brochures can also be downloaded from the RTC website and a separate website dedicated to promoting pedestrian safety, StreetSmartNV.com, which was developed through a grant from the Nevada Office of Traffic Safety (OTS) and is now maintained by the RTC SMART TRIPS program.

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requirements should be approved by KPS|3. KPS|3 is not responsible for any corrections not specified on this Approval.

WE REQUIRE YOUR WRITTEN AUTHORIZATION VIA YOUR SIGNATURE BELOW, PRIOR TO RELEASING THIS PROJECT.

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3.3 OPERATIONSOperations are another key component of the RTC safety program. Safety is a vital priority of the RTC RIDE and RTC ACCESS transit services. Safety operations include RTC’s partnership in the Nevada Traffic Incident Management (NV TIM) program as well as emergency management.

Safe Transit OperationsThe Short Range Transit Plan identifies the provision of safe and secure transit service as a primary goal. The policies to implement this goal are provided below:• The RTC shall pursue specific programs to enhance the safety of public transportation and minimize the number of avoidable accidents involving transit vehicles. • The RTC shall work with local, state, national, and private law enforcement agencies to eliminate security incidents in the RTC public transportation system. • The RTC will inspect equipment and facilities biweekly based on industry-defined condition performance standards. Deficiencies shall be corrected immediately and before placing equipment and facilities into service. • Maintain visible level of system-wide security presence and surveillance coverage throughout the operating periods of the system.

RTC continuously tracks safety incidents on board transit vehicles and at RTC bus stop facilities. RTC works with the local jurisdictions to improve pedestrian safety at bus stops by enhancing ADA accessibility, installing solar-powered lights where feasible, installing security cameras at RTC RAPID stations and at RTC 4TH STREET STATION and RTC CENTENNIAL PLAZA, and promoting general roadway safety.

Research by the American Public Transportation Association (APTA) indicates that riding a bus is 79 times safer than driving an automobile. Fatality rates per 100 million passenger miles are .93 for motor vehicles and .10 got bus travel.

Nevada Traffic Incident Management (NV TIM)The Nevada TIM program is a partnership of agencies and organizations working together toward a common objective: to reduce roadway and incident clearance times, and to reduce secondary crashes. It is a systematic, state-wide, multi-agency effort to improve the management of highway incidents (crashes), disabled or abandoned vehicles, debris in the roadway, work zones, adverse weather and any other events and emergencies that impact the transportation system. TIM is in line with a unified goal for traffic incident management to restore roadways quickly and safely following an incident and save lives. There are three coalitions in Nevada: northern urban, southern urban, and statewide. The northern and southern coalitions focus primarily on urban issues, and the statewide coalition focuses on rural issues.

NVTIM partners with:• Law Enforcement• Fire and Rescue• Emergency Medical Services• Transportation Agencies• Towing and Recovery Companies• Emergency Managers• Hazardous Materials responders• Medical Examiner and Coroner’s Office• university Systems

Emergency Management PlanThe RTC Emergency Management Plan (EMP) is the frame-work for emergency response and preparedness throughout Washoe County. The EMP is intended to support a comprehensive, all-hazards approach to emergency response management. The plan will respond to a region wide spectrum of emergencies as warranted with external professional emergency response organizations. The purpose of the plan is to protect life, minimize damage, and ensure continuity of operations so essential services may continue to be provided to the community. The overall ability of safety personnel to effectively respond to an emergency will rely primarily upon two factors: • The comprehensive quality of the EMP; and • The preparedness of the population to respond quickly and knowledgeably to any type of emergency.

CH.3 — IMPROVING SAFETY CH.3 — IMPROVING SAFETY

47] 2035 Regional Transportation PlanCH.3 — IMPROVING SAFETY

In addition, the ability to recover from an emergency will depend primarily upon the efforts of individual departments toward the development of effective business continuity plans. These plans are designed to outline how various partners will continue to provide their specialized services which may be disrupted by an emergency or disaster. The Emergency Management Plan applies to all emergencies that could impact Northern Nevada.

3.4 SAFETY DESIGN IMPROVEMENTSWhen building regional roads, RTC always includes safety as a primary factor in project selection and design. RTC’s implementation of safety investments take on many forms, and can include the following: • Improving crosswalks at intersections• Decreasing speed on roads with high bicycle and pedestrian use• Providing separated bike lanes• Creating a network of connected sidewalks, bike lanes and trails• Adding concrete bus pads that allow for passengers to safely load and unload• Installing traffic calming devices • Providing intersection and traffic signal upgrades

The RTC Complete Street program has successfully reduced crashes on several regional roads by up to 45 percent. This is accomplished by reducing the number of travel lanes and/or narrowing travel lanes, which often results in slower vehicle travel speeds, usually to the posted speed. Roundabouts are another important design tool that improves safety at intersections by reducing potential conflict points and reducing vehicle speed. By installing design treatments that encourage cars to travel at speeds closer to the posted speed limit, RTC is able to reduce the number and severity of crashes.

Complete Streets design principles apply context sensitive solutions to support all types of transportation. The primary purpose of Complete Street projects is to provide safe access and travel for all users, including pedestrians, bicyclists, motorists and transit users of all ages and abilities. these design treatments have been demonstrated to consistently reduce crashes on regional roads in the Reno-Sparks metropolitan region. The Reno-Sparks Bicycle Pedestrian Master Plan includes a Design Best Practices component, which defines many of the design options available for Complete Street projects.

The range of improvements, which are selected based on corridor land use characteristics and transportation patterns, include the following:• roundabouts • Narrow (less than 12-foot) travel lanes• Reducing vehicle & pedestrian conflict points by reducing underutilized travel lanes• Adding center turn lanes• Adding bicycle lanes, shared paths, cycletracks, or boulevards• Installing or upgrading sidewalks and crosswalks• Installing pedestrian crossing/waiting areas in median islands• installing or upgrading transit stops

3.5 RTP SAFETY PROJECTSSafety was a key project prioritization factor in this RTP. Projects that address safety issues in high-crash locations or issues identified in road safety audits are listed below.• Pyramid Highway/McCarran Boulevard intersection improvement• Pyramid Highway/U.S. 395 Connector • McCarran Boulevard/North Virginia Street intersection improvements• Sutro Street multimodal improvements• 4th Street/Prater Way multimodal improvements• Oddie Boulevard/Wells Avenue multimodal improvements• Kietzke Lane multimodal improvements• Mill Street/Terminal Way multimodal improvements• Keystone Avenue multimodal improvements• Sparks Boulevard multimodal improvements

49] 2035 Regional Transportation Plan48] 2035 Regional Transportation PlanCH.4 — INTEGRATING LAND USE

Integration of Land Use, Transportation,and Economic Development

Land UseLand development

generates travel

TransportationTravel generates

the need fornew facilities

EconomicDevelopment

Further development is attracted as accessibility

increases

Figure4.1

Source:ThisgraphicisbasedonadocumentproducedbytheU.S.DepartmentofFederalHighwayAdministrationcalledAnOverview:LandUseandEconomicDevelopmentinStatewide TransportationPlanning.

Land use, economic development, and transportation are deeply interrelated. Infrastructure investments should be made coordinated to maximize project benefits. Transportation investments can support development goals by enhancing access, improving the quality of the streetscape, and helping to create public spaces where people want to be. Transportation improvements can lead to significant economic investment in areas that are in need of revitalization or are lacking adequate transportation access. A coordinated regional dialog is necessary to maximize the fiscal sustainability of maintaining public services and infrastructure.

complete Street improvements are an example of investments that support the redevelopment district goals of the local governments. As an example, transit oriented development (TOD) goals can be accomplished by encouraging mixed use development that hosts a balance of housing, retail, recreational and employment opportunities.

This type of growth is supported by the provision of higher order transit service and roadways that follow Complete Street design guidelines. This combination of transportation services and land use management can lead to sustainable development that fosters the preservation of natural and cultural resources, enhances livability, and promotes a healthier community. This infrastructure can provide residents and visitors with more transportation options to get to work, school, recreational activities and provide access to necessary goods and services, such as food and medical appointments.

4 inteGratinG land uSe & econoMic deVeloPMent

CH.4 — INTEGRATING LAND USE


Transit supports regional tourism and economic develop-ment initiatives. It plays an important role in getting people to special events in the region. As an example, RTC RAPID connects the Reno-Sparks Convention Center to downtown and major resorts supporting the tourism and convention industries. A safe and efficient regional road and freeway network also supports growth in industrial growth related to logistics and distribution.

Along with the regional benefits of integrating land use, economic development, and transportation, this practice is supported at the federal level by provisions in MovingAheadforProgressinthe21stCentury (MAP-21). This legislation states that an MPO must “protect and enhance the environ-ment, promote energy conservation, improve the quality of life, and promote consistency between transportation improvements and state and local planned growth and economic development patterns.”

4.1 REGIONAL PLANNINGThe RTC collaborates with other regional agencies that influence land use, quality of life, and economic development. These organizations include the Reno-Tahoe Airport Authority, Truckee Meadows Regional Planning Agency, the Washoe County Health District, and the Washoe County School District. A summary of planning policies that influence transportation investments are described below.

Reno-Tahoe International AirportOwned and operated by the Reno-Tahoe Airport Authority, the Reno-Tahoe Airport is located in the core of the Reno-Sparks metropolitan area and is essential to the economic growth of the region. It is the 64th busiest commercial airport in the nation and serves 4 million passengers per year. The airport is crucial to the success of tourism and cargo related industries in Northern Nevada. In addition to the core airfield operations, the airport offers many other important resources:• Air cargo facilities — The existing 67,000 square foot facilities on 25 acres are at capacity, with about 100 additional acres available in the southwest quadrant of the airport for expansion.• Passenger facilities — Expansion capabilities are in place to meet long term needs.• Military facilities — 60 acres are leased to the Nevada Air National Guard housing the 152nd Airlift Wing.• General aviation facilities — 120 acres have fueling, maintenance, repair, and hanger facilities.• Additional aviation facilities, also operated by the Reno-

Tahoe Airport Authority, are available at the Reno- Stead Airport, a general aviation reliever airport on 5,000 acres that is home to 200 based aircraft.

Truckee Meadows Regional Planning AgencyThe Truckee Meadows Regional Planning Agency (TMRPA) is responsible for the preparation and implementation of the Truckee Meadows Regional Plan (referred to as the Regional Plan). The TMRPA is comprised of the Regional Planning Governing Board (RPGB), the Regional Planning Commission (RPC), and staff. The RPGB members include elected officials from Reno, Sparks, and Washoe County. The regional Plan addresses regional urban form, natural resource management, infrastructure, and service provision within Washoe County. The agency implements the Regional Plan by ensuring that master plans of local governments and affected entities conform with adopted policies. The Regional Plan defines the land use framework for the metropolitan region. One aspect of this land use framework are regional Centers and Transit-Oriented Development (TOD) Corridors that aim to promote development that is mixed-use, higher density, walkable, and visually attractive. Additional key elements of the plan include:• Regional Form and Pattern — the regional Plan

promotes a regional development pattern that minimizes sprawl and supports a higher intensity and density of development within transit corridors, and strongly promotes infill development within transit corridors to optimize existing infrastructure.

• centers and tod corridors — the regional Plan designates a series of centers and corridors for the City of Reno. Centers include Down-town, Regional and Emerging Employment Centers which are considered to be areas of major significance for the region. TOD corridors provide physical linkages between Centers and other areas of the city and will be the focus of mixed-use, transit oriented development.

• Infill Development — the regional Plan gives priority to infill development within defined TOD corridors and Centers.

The Regional Plan designates two Downtown Centers (Down-town Reno and Sparks), eight Regional Centers, and five TOD Corridors. The TOD corridors link the regional centers and are located on the historic north-south and east-west spines of the region: Virginia Street and 4th Street/Prater Way.

The Regional Centers include:• Convention Regional Center• Medical Regional Center• Reno-Tahoe Airport Regional Center• university of nevada, reno regional center• Dandini Regional Center (Truckee Meadows Community

College & Desert Research Institute area)• Stead regional center• Redfield Regional Center• Western Gateway Regional Center



TRANSIT-ORIENTED DEVELOPMENT CORRIDORS & REGIONAL CENTERSMAP 4-1

ProJected PoPulation & eMPloyMent denSity, 2035


MAP 4-2


TMRPA has facilitated a regional discussion about the long term sustainability of infrastructure maintenance and service provision. During the national economic recession, local governments significantly reduced staff levels and struggled to fund basic services. This led to a closer analysis of the life-cycle costs for providing urban services in far-outlying suburban communities. TMRPA analysis highlights the fiscal benefits of compact development in the urban core, as supported by the TOD policies.

TMRPA also works closely with the local jurisdictions to develop population and employment projections by Traffic Analysis Zone (TAZ), which are used in the RTC travel demand forecast model. In accordance with RPGB policy, the Washoe County population and employment projections, called the Consensus Forecast, are approved by the RPC every even-numbered year. The forecasts are the average of the most recent published data from the Nevada State Demographer, Woods & Poole, Global Insight, and Truckee Meadows Water Authority (TMWA).

During 2012, TMRPA completed development of a GIS-based model to allocate the projected population and employment increases to each parcel in the region. This is based on existing and planned land use, availability of public services, topography, and several other development suitability factors.TMRPA engaged the local jurisdictions, RPGB, and RTC in a scenario analysis process to determine the geographic distribution of future population and employment growth. Using the Consensus Forecasts as the region-wide population total, TMRPA worked with stakeholders to identify factors that are likely to influence growth patterns. These elements include approved but un-built development projects, vacant lands, planned land use and zoning, topography, existing infrastructure, available public services, and other develop-ment suitability factors. Centers and TOD Corridors were a key focus during the development of alternative scenarios for the Consensus Forecast. TMRPA analyzed historical growth trends and presented scenarios allocating varying amounts of new growth to Centers and TOD Corridors. Due to changing market factors and consistent with adopted land use policies seeking to absorb increasing amounts of population in the region’s traditional urban cores, RPGB adopted a population growth scenario with 25 percent of new growth occurring in Centers and TOD Corridors. This reflects the mobility needs of the region’s aging population and recognition that senior housing and services will be most effective in locations with frequent transit service and other amenities.

In addition, market analysis developed for the Oddie Boulevard/Wells Avenue Corridor Study indicates that the demographic age group in their 20s and 30s often seeks housing and employment opportunities close to the urban core with convenient access to transit service, restaurants, entertainment, and shopping opportunities.

RTC and TMRPA collaborate closely on a wide range of data management and analytical issues. Through a Shared Work Program, the two agencies are able to access data on a common server and undertake joint technical studies. Collaborative efforts include development and refinement of the population and employment model, an industrial land use analysis, and community outreach.

Washoe County Health DistrictThe Washoe County Health District is a strong partner with RTC in promoting a healthy community. The District’s Air Quality Management Division (AQMD) and Chronic Disease Prevention Program actively support transportation investments that improve community health.

Air Quality Management DivisionThe AQMD implements clean air solutions that protect the quality of life for residents of Washoe County through community partnerships and programs such as air monitoring, permitting and enforcement, planning, and education. The Division monitors ambient air quality for the determination of compliance with National Ambient Air Quality Standards (NAAQS).

The agency also supports regional transportation planning by conducting air quality conformity analysis using the Motor Vehicle Emission Simulator model. This modeling system estimates emissions for mobile sources covering a broad range of pollutants. It can estimate emissions from cars, trucks and motorcycles. AQMD and RTC jointly developed the Washoe County Transportation Conformity Plan to enhance regional air quality, promote a healthy community and implement the Clean Air Act and related federal requirements regarding the compliance of transportation plans, programs, and projects with state implementation plans. EPA has designated parts of Washoe County as nonattainment or maintenance areas for carbon monoxide (CO) and particulate matter less than 10 microns in diameter (PM10). Reducing vehicle emissions is one element of comprehensive strategies to improve regional air quality (see Appendix C). An electric vehicle charging station was installed at the Health District’s offices in support of emerging technologies that reduce air pollution. AQMD also participated in joint community outreach activities during the 2035 RTP process, sharing information about how auto emissions impact air quality and respiratory health.

CH.4 — INTEGRATING LAND USE CH.4 — INTEGRATING LAND USE


WashoeCountyHealthDistrictelectriccarfuelingstation.

Chronic Disease Prevention ProgramIn addition to the link between auto emissions and respiratory health, RTC works with the Washoe County Health District to promote active transportation and awareness of its associated health benefits. Active transportation includes walking, biking, and riding transit (which generally begins or ends with walking to or from a bus stop). Including physical activity as a part of daily activities helps to reduce obesity and the resulting chronic conditions such as heart disease and diabetes. However, this will occur only if safe and accessible sidewalks and bicycle facilities are readily avail-able. The Chronic Disease Prevention Program has partici-pated in RTP outreach activities by providing information about obesity rates in local schools and the rising rates of diabetes and heart disease in Washoe County. In addition, the Health District has worked with RTC to identify food deserts in Washoe County and analyze how transit routes serve these areas.

RTC participated in the Health District’s 2012 Washoe County Obesity Forum, which brought together people from the medical fields, local schools, and members of the general public to discuss the alarming health trends facing the region. RTC is also a member of the Washoe County Chronic Disease Prevention Coalition that meets quarterly to address local health concerns. GetHealthyWashoe.com is a website sponsored by the Health District that includes information about active living and biking to work, in coordination with RTC.

Studentartworkrelatedtohealthdisplayedatthe2012ObesityForum.

Washoe County School DistrictRTC works closely with the Washoe County School District and the Nevada Department of Transportation on the Safe Routes to School Program (SRTS). The School District Police Department implements this program, which includes a combination of capital investments, organization of parent volunteers at school zones, development of operational plans, and student education. The School District’s SRTS Coordinator participates in RTC corridor studies Road Safety audits, as well as the 2035 RTP planning process to identify issues important to student safety and accessibility.Truckee River Flood Management ProjectThe mission of the Truckee River Flood Management Project is to reduce the impact of flooding in the Truckee Meadows, restore the Truckee River ecosystem, and improve recreational opportunities by managing the development and implementation of the Truckee River Flood Management Project.

The Flood Project is a joint effort between the cities of Reno and Sparks, Washoe county, the uS army corps of engineers and numerous stakeholders. Early on the Truckee River Flood Project developed an action plan that provided a forum for residents, businesses, community leaders, regulatory agencies and government officials to conduct an analysis of flooding issues and evaluate possible solutions.



SummerdayalongtheTruckeeRiver.

Living River PlanThe Living River Plan is the result of a six-year effort by the Truckee River Flood Project’s Community Coalition. Developing the community preferred Living River Plan involved more than 500 meetings and 20,000 volunteer hours. Members of the coalition put forth a tremendous effort to arrive at a plan that was ultimately accepted community-wide. This involved a great deal of negotiating, understanding and mutual compromise. In March 2006 the coalition agreed on the community’s preferred flood management plan, “The Living River Plan,” that includes a variety of flood protection measures. These measures include a river parkway with graded benches and terraces designed to slow flood waters, levees and flood walls that protect buildings adjacent to the river, realigning the North Truckee Drain, and acquiring open space and a detention pond. The Truckee River Flood Project presented this plan to the US Army Corps of Engineers with the intent that this plan is ultimately authorized and funded by Congress.

Floodplain Management

Washoe County has been a member of the National Flood Insurance Program (NFIP) since 1984 reviewing all new development in special flood hazard areas (Flood Zones). All development in the flood zones are controlled by Washoe County Flood Hazard Ordinance 416, and Federal Emergency Management Agency (FEMA) regulations. In May 2009, Washoe County qualified to be part of the FEMA Community Rating System (CRS). The program rewards communities that initiate more than the minimum NFIP requirements to help citizens prevent or reduce flood loses. Washoe County qualified for class 7 in the CRS program which provides the unincorporated Washoe County residents 15% discounts on flood insurance premiums. The goal of the CRS is to encourage, by use of Flood Insurance Premiums reductions, community and state activities beyond those required by the NFIP to reduce flood loses, to facilitate accurate insurance rating and to promote awareness of the availability to purchase flood insurance. A map of the flood plains can be found in Appendix x.

4.2 LOCAL GOVERNMENT PLANNINGThe City of Reno, City of Sparks, Washoe County, Reno- Sparks indian colony, and the Pyramid lake Paiute tribe are responsible for local land use planning in the region. A summary of key land use policies for each is provided below. In addition, RTC participates in the development review processes with each local government to provide input on access management (see Appendix D) as well as needed transit, pedestrian and bicycle facility improvements, and consistency with long range transportation plans. Additional coordination occurs at a local and regional level between all agencies when needed for specific projects or activities.

Washoe CountyThe Washoe County Master Plan guides the creation of livable and economically viable communities. It includes distinct plans for the varied communities within unincorporated Washoe County. The Master Plan is implemented through review of development applications and instituting and enforcing land use and business licensing codes. The primary focus of the land use and transportation element of the Master Plan is to provide for future population and employment in Washoe County. There are many factors that influence where future development will occur including historic growth patterns, economic conditions, natural and regional policy and existing development.

The purpose of the land use and transportation section is to encourage sustainable growth practices while discouraging sprawled communities where the automobile is viewed as a necessity to obtain daily amenities. The four following goals are conveyed throughout the plan:

1. Develop a connected network of streets and sidewalks to promote public transportation, bicycling and walking 2. Establish a high quality, pedestrian oriented street environment that is visually interesting 3. Follow policies to promote alternate modes of transportation to reduce dependence on the automobile4. Create a multimodal corridor along Sun Valley Boulevard that completes sidewalks, coordinates signals and enhances transit stops

City of RenoThe City of Reno’s Master Plan contains TOD Corridor Plans consistent with the Regional Plan. These plans can help create a pedestrian-friendly form of development that is focused around major transit access points and include compact, mixed use development. The TODs promote moderate and high-density housing concentrated in mixed-used developments located along transit routes.


Water reSourceS & flood HaZardSMAP 4-3


Water reSourceS & flood HaZardSMAP 4-3


Figure4-2

Figure4-3

Sparks TOD Plan



The Reno Master Plan includes five TOD Corridor Plans, including South Virginia Street, North Virginia Street, West 4th Street, East 4th Street, and Mill Street Plans. All of the plans include the following policies that are tailored to complement the specific attributes of each corridor.

Policy 1 — Identity• Maintain the historical character of the neighborhood• New developments should be in context to the surrounding area• An effort to maintain the natural characteristics of the area should be made

Policy 2 — Infrastructure• Corridor should include travel lanes for transit, auto and bikes, along with on-street parking, landscaped park- ways and sidewalks• New roadway projects should be designed to support TOD concepts, including crosswalks, bike lanes and transit amenities• Transit should be promoted by including park and ride lots, benches, shelters, turn-outs and safe pedestrian facilities

Policy 3 — Attractions• a mixture of pedestrian oriented land uses should be allowed• Maintain natural features and open space• Significant pedestrian and transit amenities should be provided

Policy 4 — Intensity/Density• Set minimum density requirements• Development should provide a transition in height and density• Infill should be encouraged

Policy 5 — Pedestrian Connections• Provide a safe environment for transit, pedestrians and bicycles, including streetscape and amenities• Limit street access points to minimize conflicts with pedestrians• Provide a visually attractive pedestrian walkway with good access and connectivity

Policy 6 — Quality Site Layout/Urban Design• Buildings should be oriented to the sidewalk and public space along the street frontage should be encouraged• Buildings should be clustered and of various heights for visual interest and open space• Use of green technology should be encouraged

Policy 7 — Parking Management• Parking should be provided on the side, rear or within the building• Shared parking should be required to decrease the amount of parking

Policy 8 — Public Space• Public spaces should include artwork, benches, access to parks and be used as gathering spaces

An example of the implementation of the TOD policies can be seen in the Midtown redevelopment. This area located just south of Downtown Reno and now served by RTC RAPID transit service, was once a place to pass through while traveling to somewhere else. Now there is a unique combination of businesses including restaurants, music stores, book stores and coffee shops. Many of these businesses are reusing historic homes that blend into the surrounding residential neighborhood. The redevelopment has increased transit ridership and pedestrian activity by revitalizing and adding character to the area.

VirginiaStreet

4thStreet

City of SparksThe City of Sparks also promotes TODs in accordance with the Regional Plan. The TOD Corridor Master Plan includes four districts: West End/Downtown Sparks Center, Central/I-80 District, Sparks Marina, and the Employment District. The vision in the plan outlines five guiding principles and then includes specific plans to implement the principles within each district.



Guiding Principle 1 — Downtown Sparks Center as the Civic/Cultural Heart of the Community• Continue to facilitate activities and special events• Encourage mixed uses and redevelopment

Guiding Principle 2 — Vibrant Mixed-Use Activity Centers• Provide a mix of complementary land uses within a compact area that will allow for walking, transit use and reduced traffic

Guiding Principle 3 — A High-Quality Context Sensitive Pattern of Development• Ensure compatibility and integration with surrounding development• Establish an attractive pedestrian environment, create gathering areas• Locate parking to mitigate its visual prominence

Guiding Principle 4 — An Integrated Multi-modal Transportation System• Work with RTC to plan for future BRT service• integrate neighborhoods by developing a system of pedestrian and bicycle connections

Guiding Principle 5 — Strong Downtown and Core Area Neighborhoods• Stabilize and enhance existing neighborhoods• Focus highest residential densities along major travel corridors

Implementation of these guiding principles can been seen in Downtown Sparks where improvements were made to the plaza area in front of the movie theatre allowing for additional pedestrian and transit use as well as an improved area to hold special events. This area is home to the RTC CENTENNIAL PLAZA bus transfer terminal. Plans are also in place to make transportation improvements on Oddie Boulevard that will accommodate bicycles, pedestrians, transit and automobiles to facilitate a more livable and safer corridor.

The City of Sparks is also home to a major Union Pacific Railroad intermodal transfer facility and a significant concentration of industrial employment south of I-80.

DowntownSparks

Pyramid Lake Paiute TribeThe Pyramid Lake Indian Reservation is comprised of 476,728 acres in Northern Nevada. The 2,510 members of the Tribe are direct descendants of the Northern Paiute people who have occupied the vast areas of the Great Basin for thousands of years. Pyramid Lake is located 35 miles northeast of reno, nV and is the property of and managed by the Pyramid Lake Paiute Tribe. Pyramid Lake is known as being North America’s most beautiful desert lake and home to many year round recreational activities. Pyramid Lake was designated as the first National Scenic Byway entirely on an Indian reservation and has been recently named Nevada’s first Preserve America Tribal Community. In 2010 over 150,000 people visited Pyramid lake from around the world.

On March 18, 2011 the Tribal Council unanimously adopted the Pyramid Lake Economic Development Plan. This document includes a strategic economic development plan and an investment and management plan. The purpose of the Strategic Economic Development Plan is to create long term profit-making opportunities, to create optimum employment opportunities, and to establish a high quality recreation area at Pyramid Lake for the Tribe and its Members. The plan consists of seven key elements that focus on accomplishing the purpose of the plan:• Recreation and Fishing — this element seeks to add recreational facilities and amenities at Pyramid Lake, improve public safety for visitors, protect Pyramid Lake and its fisheries, market Pyramid Lake as a destination, and use natural and cultural resources to increase tourism.

CH.4 — INTEGRATING LAND USE CH.4 — INTEGRATING LAND USE


• tribal enterprises — Goals of this element include developing new Tribal Enterprises on and off the reservation, developing partnerships with other native Tribes, and developing partnerships with successful private industries. • energy — This element is focused on developing geothermal, solar, and wind energy projects on the reservation to create jobs and create revenue for the Tribe. The Tribal Community of Nixon, NV currently has more solar panels per capita than any other community in the US.• Good Governance and Education — this element is focused on improving the Tribal Government so that it is more attractive to outside investment and improving education on the reservation to attract and provide higher paying jobs for Tribal Members. • Industrial and Commercial Development — this element is focused on developing high quality industrial and commercial development to provide jobs for Tribal Members on the reservation. Goals included in this element seek to create development standards, build commercial development, build industrial development, build tourism oriented development, and develop new infrastructure. • Agriculture and Ranching — This element is focused on improving the agricultural and ranching industries to create additional jobs and revenue for Tribal Members. • tribal entrepreneurship — This element is focused on promoting Tribal Members to open their own businesses as a way to create additional jobs and revenue on the reservation.

Reno-Sparks Indian ColonyThe Reno-Sparks Indian Colony is a federally recognized Indian Tribe located near Reno and Sparks, Nevada. The tribal membership consists of over 1000 members from three Great basin tribes — the Paiute, the Shoshone, and the Washoe. They make up the majority of people who live within the reservation. The reservation lands consist of the original 28-acre residential Colony located in downtown Reno and the 1,960-acre Hungry Valley reservation located 19 miles north of the downtown Colony, in a more rural setting. The Reno-Sparks Indian Colony was established in the early 1900s and formed a more formal tribal Government in 1936 under the Indian Reorganization Act.

Creating a diverse economic base in support of growing self-sufficiency for the Colony’s 1000 members has been the principal focus of its economic development activities during the last five years. The redevelopment of Reno’s East Second Street neighborhood, where half the Colony’s residents live, is another. For over two decades the Colony assembled development sites in Reno and Washoe County , representing 80 acres of well-situated commercial property. Located in urban, suburban and high-growth areas this land has been acquired and improved for leasing to individuals and companies primarily for retail development. Other community and regional facilities are in planning for construction in the next several years as well. In pursuing development plans the Colony seeks to partner with private businesses and with municipal, regional and state govern-ments. One recent example of the latter partnerships is the Colony-funded installation on a new traffic signal system and roadway improvements at the cost of $509,000 on South Virginia Street at McCabe Street.

4.3 OTHER REGIONAL PARTNERS Nevada Governor’s Office of Economic DevelopmentThe Nevada Governor’s Office of Economic Development was created in 2011 to promote a robust, diversified and prosperous economy in Nevada. The focus of the Office is on stimulating business expansion and retention, encouraging entrepreneurial enterprise, attracting new business, and facilitating community development. Nevada’s economic platform will be driven by human ingenuity along with collaboration and strategic alliances with the broader community. The Office developed MovingNevadaForward: APlanforExcellenceinEconomicDevelopment2012-2014 to guide development and infrastructure investments in the state.

The plan identifies several target industries in Northern Nevada that are heavily reliant on an efficient transportation network: • Business IT ecosystems: E-commerce operations and headquarters• Logistics and operations: warehousing and distribution, advanced logistics, air cargo, integrated manufacturing- distribution, and freight transport

RTC is partnering with the State of Nevada to invest in infrastructure that supports these strategic economic development sectors. In addition, the neighborhood livability projects that improve walkability and safety promote the attractiveness of the region for people growing local businesses or relocating to the region.


61] 2035 Regional Transportation Plan60] 2035 Regional Transportation PlanCH.4 — INTEGRATING LAND USE CH.4 — INTEGRATING LAND USE


University of Nevada, RenoThe University of Nevada, Reno (UNR) was established in reno in 1891 and as of fall 2012 had over 18,000 students and 912 faculty members. It is one of the largest activity centers in the region. RTC often partners with UNR staff and students to conduct research related to engineering and planning projects. Most recently the Geography Department conducted a Complete Street Economic Analysis study to determine the impacts Complete Streets have on local businesses and property owners. These types of projects assist RTC in making decisions related to new and planned projects.

UNR is not only a valuable resource for collaboration on projects. UNR works closely with RTC to promote safe multi-modal transportation for their students especially in the downtown and campus area. For example, university students utilize the RTC’s circulator bus service called rtc Sierra SPirit. This service is provided every 15 minutes from 7 am to 7 pm every day of the week. It travels from campus to the downtown area allowing students to access entertainment, shopping and services. It also operates during Wolf Pack football games on an extended schedule to accom-modate football fans and reduce traffic backups.

In addition to the transit service, the University Police Services and the Davidson Academy (a program for gifted middle/high school students) have partnered since 2010 to implement a Pedestrian Safety Awareness campaign for high traffic streets near campus. This program funded by a grant from the Nevada Department of Public Safety allowed for completion of the following activities:• Increase enforcement of pedestrian crosswalk laws• Conduct an education campaign encouraging people to use crosswalks and refrain from distracted walking • Continue asking students to sign the safety pledge to be a better pedestrian and driver

Along with the Pedestrian Safety Awareness Campaign, the University of Nevada, Reno also hosted a Traffic and Pedestrian Safety Forum on February 6, 2012. This forum allowed for discussion about laws, problem areas and what local agencies are doing to promote safety on campus. RTC will participate in ongoing efforts to improve pedestrian safety in the University area.

Economic Development Authority of Western Nevada (EDAWN)EDAWN is a private/public partnership committed to recruiting and expanding quality companies that have a positive economic impact on the quality of life in Greater Reno-Sparks-Tahoe. In accordance with the Economic Development Strategic Plan EDAWN, works to support job growth in target industries including:• Aerospace/Aviation/Defense• Back Office/Business Support (call centers)• Clean Energy/Geothermal• Distribution/Logistics• Financial and Intangible Assets• eCommerce Fulfillment• Headquarters for any type of industry• Manufacturing EDAWN is a strong supporter of RTC’s initiatives to promote transportation investments such as bicycle, pedestrian and transit amenities that attract people to the region. These amenities lead to a better quality of life, a healthier community and contribute to the recreational opportunities that are an asset to the Truckee Meadows. In addition, transportation investments in roadways promote a regional network that facilitates good movement. This is a benefit for attracting businesses especially in the logistics and distribution industries.

4.4 WINTER GAMES & SPORTS TOURISMRTC supports events that benefit the local economy, including efforts to bring the Winter Olympic Games to the region. The Reno-Sparks metropolitan area is uniquely suited to hosting large sports tourism events due to the strength of the existing hospitality industry, which includes over 30,000 hotel rooms. Other strengths include the centrally located Reno-Tahoe International Airport and the successful RTC RAPID transit system. The region’s major resort hotels are connected to downtown Reno and Sparks as well as the Reno-Sparks Convention Center by the existing and planned RAPID transit service on Virginia Street and 4th Street/Prater Way. Sporting events at various levels, ranging from interna-tional professional events such as the Winter Olympic Games to high school and senior tournaments, support the local tourism industry and wider economy.

Public transit and the efficiency of traffic operations on the regional road network play a key role in facilitating the move-ment of tens of thousands of visitors during these events.



RTC participates in the Reno-Tahoe Winter Games Coalition, a group that would develop a bid for the Winter Olympic Games at such time as the U.S. Olympic Committee solicits proposals from American cities. Technical analysis conducted by the Coalition and RTC indicates that the projects included in this RTP, combined with temporary transit enhancements, park-and-ride lots, and other operational measures, would be sufficient to support this major event.

Transit would be the centerpiece of transportation operations strategies, showcasing coordinated planning among the three major transit systems in Northern Nevada: RTC RIDE, Jump Around Carson (JAC), and the Tahoe Transportation District’s BlueGo service. Major road capacity projects, such as the completion of I-580, SouthEast Connector, the Pyramid-US 395 Connector, and widening of Moana Lane, are either recently completed, under construction, or already included in adopted 20-year transportation plans. Transportation infrastructure invest-ments to support sports tourism events emphasize sustainable transportation, relying heavily on transit and ITS solutions to improve traffic operations. RTC staff will continue to work with the Nevada Department of Transportation, California Department of Transportation, Carson Area Metropolitan Planning Organization, Douglas and Lyon Counties, Tahoe Regional Planning Agency/Tahoe Metropolitan Planning Organization, and the Tahoe Transportation District to establish traffic control plans and coordinated transit operations strategies.

Other sporting events supported by the regional transportation network that have a positive impact on Northern Nevada include:• university of nevada, reno division 1 Games — The Nevada Wolf Pack sports teams play at Mackay Stadium and Lawlor Events Center, which are located on North Virginia Street. These venues are currently served by RTC RIDE routes 7 and 17, and will be the northern terminus of the RAPID extension, which is included in this plan.• Reno-Tahoe Senior Winter Games — this event is sponsored by the city of reno Senior Advisory Committee, Senior Care Plus, and Harrah’s Hotel and Casino. The program is dedicated to promoting and implementing fitness programs and activities for people 50 years and older. • Reno Aces Baseball Games — This 2012 AAA National Championship team plays at Aces Stadium in downtown Reno, a block from RTC 4TH STREET STATION.

• reno bighorns basketball Games — This NBA development league team plays at the reno events center, located in downtown Reno across the street from RTC 4TH STREET STATION. • United States Bowling Congress Tournaments — This national championship event is held at the National Bowling Stadium, which is located across the street from RTC 4TH STREET STATION. • Reno-Tahoe Open — this golf tournament is held at Montreux Golf & Country Club, which is located on Mount Rose Highway in south Reno.• National Freestyle Skiing Championships and U.S. National Alpine Skiing Championships — These national ski competitions that are hosted by venues in or near the Lake Tahoe Basin.• tour de nez — Tour De Nez is a series of bicycle races

that attract top cyclists and is an official event on the National Racing Calendar with USA Cycling. The 2013 event will be held in front of the State House in Carson City, along the shores of Lake Tahoe, in the historic Comstock area of Virginia City and will conclude in downtown Reno.

4.5 RTP PROJECTS SUPPORTING land uSe PlanSConsistency with local land use plans was an evaluation factor in selecting projects for inclusion in this RTP. Several projects were developed with a specialized focus toward supporting land use and economic development policies, as listed below. All of these projects are located in a TOD.• rtc raPid extension on Virginia Street and 4th Street/Prater Way • 4th Street/Prater Way multimodal improvements• Oddie Boulevard/Wells Avenue multimodal improvements• Sutro Street multimodal improvements• Virginia Street Bridge Replacement• Mill Street/Terminal Way multimodal improvements• Virginia Street Midtown


Acesbaseballgame

CH.5 — PROMOTING HEALTHY COMMUNITIES & SUSTAINABILITY

63] 2035 Regional Transportation PlanCH.5 — PROMOTING HEALTHY COMMUNITIES & SUSTAINABILITY

RTc susTAinAbiliTy policythe rtc shall provide a safe, effective and efficient transportation system that addresses environmental, social, and economic sustain-ability issues. By providing sustainable transportation the RTC can actively play a role in improving the health and economic competitiveness of the region as well as reduce costs by using resources more efficiently.

5 Transportation plays an important role in community health and environmental sustainability. This chapter describes initiatives related to improving air quality and opportunities for active transportation, as well as efforts to improve energy efficiency. The RTP supports the RTC Sustainability Policy, which was adopted in 2011. In an effort to continually reduce greenhouse gasses and promote sustainable practices, RTC signed the American Public Transportation Association (APTA) Sustainability Commitment in October 2012. This commitment sets sustainability principles and requires an action plan to encourage and track agency progress toward implementing sustainable practices. It requires putting core internal processes and actions into place which set the basis for continuous improvement on environmental, social and economic sustainability. The commitment also supports the exchange of good practice and aims to mark the achievements in sustainability the public transportation industry is making overall.

5.1 AIR QUALITYInitiatives to improve air quality benefit both cardiovascular and respiratory health and can help to conserve resources. Through the promotion of active transportation and use of alternative fuels, RTC is working to improve air quality. By increasing the number of passengers who utilize transit service there will be less private passenger vehicles on the road leading to reduced air pollutants. One concept that promotes transit and alternate modes of transportation is Complete Streets. Complete Streets are roadways that accommodate all modes of transportation including transit, pedestrians, automobiles and bicycles. Recent RTC projects have indicated that people are more likely to utilize alternate modes of travel if there are safe facilities such as bike lanes and wide sidewalks. Additional walking and bicycling not only promotes improved air quality, but can lead to a healthier and more active community.

RTC works closely with the Washoe County Health District Air Quality Management Division (AQMD) to promote efforts that improve air quality.

HealtHy coMMunitieS and SuStainability

65] 2035 Regional Transportation Plan64] 2035 Regional Transportation PlanCH.5 — PROMOTING HEALTHY COMMUNITIES & SUSTAINABILITY

The Truckee Meadows is approximately 200 square miles in size and includes Hydrographic Area 87 (HA 87) as defined by the State of Nevada Division of Water Resources. The U.S. Environmental Protection Agency (EPA) has set health and welfare based National Ambient Air Quality Standards (NAAQS) for the following pollutants: • particulate matter less than or equal to 10 microns (PM10), • particulate matter less than or equal to 2.5 microns (PM2.5), • ozone (O3), • carbon monoxide (CO), • nitrogen dioxide (NO2),• sulfur dioxide (SO2), • and lead (Pb).

the mission of the aQMd Monitoring Program is to “monitor and assure the scientific accuracy of the ambient air quality data collected for the determination of compliance with the National Ambient Air Quality Standards (NAAQS) as defined by the EPA”. The AQMD has established a monitoring network to collect ambient air quality data from around the metropolitan portion of Washoe County and Incline Village. The network is reviewed annually to ensure it reflects the actual air quality of the County and that it is measuring for the pollutants of highest concern.

The Air Quality Index is an index for reporting daily air quality that has been established by EPA, which informs the public how clean or polluted the air is. There are two distinct air pollution seasons in Washoe County — wintertime PM2.5 and summertime ozone.• Motor vehicles, trucks, and buses on our roadways cause 61% of nitrogen oxides (NOx) pollution, which are precursors to ozone, during the summer time when ozone is usually at its highest levels• They cause 24% of volatile organic compound (VOC) pollution, another ozone precursor • They cause 6% of small particulate pollution (PM2.5) during the wintertime PM2.5 pollution season• They cause 2% of large particulate pollution (PM10) during the wintertime particulate pollution season• Vehicles traveling on our roadways also create air

pollution from the re-entrained road dust. Air pollution results from dust created by street sanding and salting

• In addition, air pollution is created from road construction activities and from non-road mobile equipment used for roadway construction, as well as from other transportation sources such as railroad locomotives and aircraft.

•

PassengersonRTCRIDERoute5.

Figure5-1

Figure5-2



Washoe County’s hydrographic area 87 has been designated as in serious non-attainment for PM10. This area is classified as in attainment or unclassifiable for all other pollutants monitored under the NAAQS. The Air Quality Conformity Plan Analysis is in Apendix C.

A summary of the monitored pollutants, national air quality standards for each pollutant, measures levels based on 2011 monitoring data, and attainment status are provided in the table below.

Table5-1

Pollutant nAAQs Averaging

Time

nAAQs Standard

Level

Washoe County

Polllution Level

Compared to Standard

Designation (HA 87)

PM10 24-hour 150 micro-grams per cubic meter (mg/m3)

0 Exceedances

Serious Non- Attainment

PM2.5 24-hour 35 mg/m3 25.9 mg/m3 Attainment

PM2.5 annual 15.0 mg/m3 6.9 mg/m3 Attainment

o3 8-hour 0.075 parts per million (ppm)

0.066 ppm Unclassifiable/Attainment (entire county)

co 1-hour 35 ppm 3.4 ppm Attainment

co 8-hour 9 ppm 2.6 ppm Attainment/maintenance zero occur-ances since 2008

no2 annual 0.053 ppm 0.017 ppm Attainment

no2 1-hour 9 ppm 2.6 ppm Unclassifiable

So2 1-hour 75 ppb 6 ppb na

Pb rolling 3 month average

0.15 mg/m3 na Unclassifiable/Attainment (entire county)

Pb Quarterly average

1.5 mg/m3 na Unclassifiable/Attainment (entire county)

*AmbientairmonitoringforleadisnotrequiredintheTruckeeMeadowsbecauseofthesizeofthecommunityandthelackofsignificantsourcesofleademissions.

As discussed above, transportation accounts for 57% of nitrogen oxide pollution in the Truckee Meadows. RTC’s electric bus program will help address this issue with a zero emission platform. While power plant emissions still result from charging buses, overall NOx production including other criterion pollutants is dramatically lower and emitted many miles away from population centers. In addition, as Nevada utilities continue to add more renewable energy to the electric grid in accordance with the renewable energy standard, the buses will become cleaner each year. Please visit ourcleanair.com for more information.

Figure5-3

Figure5-4


5.2 ACTIVE LIVING AND coMMunity deSiGn Community design influences access to physical activity opportunities, healthy foods, jobs and schools. Many neighborhoods, shopping centers and employment centers are designed to require a car to access services, thus leading to a lack of daily physical activity associated with mobility/transportation. This lack of activity along with unhealthy eating habits has become a national health crisis leading to an increase of chronic diseases. In Washoe County only 21% of high school and 32% of middle school students are getting the recommended amounts of physical activity and 57% of adults report being overweight or obese. (GetHealthyWashoe.com)

These statistics are not uncommon across the entire United States and communities are now working together to find ways to increase the health of residents. One way to encourage active living is to create a community with mixed land uses that allow residents to walk to school, work, parks and shopping. In addition to focusing on proximity, develop-ments must also include sidewalks, easy access to parks and be aesthetically pleasing. By changing people’s environment it is possible to influence their health and create a more desirable and livable community.

Washoe County Senior Servicesthe StrategicPlanforWashoeCountySeniorCitizens identifies transportation as the third most significant challenge for people that care for seniors. In a survey of care providers conducted for the strategic plan, transportation needs follow finding medical/dental care and obtaining necessary medication in importance. Public transportation and walkable neighborhoods are both top transportation priorities that contribute to the plan’s mobility goals for seniors. This is especially true for seniors who live in isolation and would benefit from links to resource centers and other services. The plan also includes a goal for healthy aging, or increasing the percentage of seniors living in the setting of their choice with support to remain as independent and healthy as possible. Community design and infrastructure that provide access to services and a sidewalk network that promotes walking will support healthy aging and allow seniors to reside in their homes longer. To further support this goal, new senior housing developments and other services targeted to seniors should be located in areas with existing transit service.

GirlScoutswalkingtourandsafetyauditonWashingtonStreet.

Safe Routes to SchoolResearch on the safety of children walking and bicycling to school began in the U.S. in the early 1970s and was highlightedby release of the US DOT publication “School Trip Safety and Urban Play Areas” in 1975.

In July 2005, Congress passed federal legislation that established a National Safe Routes to School program to improve safety on walking and bicycling routes to school and to encourage children and families to travel between home and school using these modes. The program dedicated $612 million towards SRTS from 2005 to 2009. The Federal Highway Administration administered the Safe Routes to School program funds and provided guidance and regulations about SRTS programs.

Federal SRTS funds were distributed to states based on student enrollment, with no state receiving less than $1 million per year. SRTS funds could be used for both infrastructure projects and non-infrastructure activities. The legislation also required each state to have a Safe Routes to School Coordinator to serve as a central point of contact for the state.

In July 2012, Congress passed the MAP-21 transportation reauthorization. Beginning in October 2012, Safe Routes to School (SRTS) activities will be eligible to compete for funding alongside other programs, including the Transportation Enhancements program and Recreational Trails program, as part of a new program called Transportation Alternatives.In Nevada the Safe Routes to School Program coordinator works with individual schools (K-8) by collaborating with groups of concerned parents, teachers, public works officials, law enforcement officers and health officials to encourage students to walk and bike to school. The goal of the program is to improve the health of school age children and build life-long habits of walking and bicycling.



4TH STREET/PRATER WAY CORRIDOR STUDY SCHOOL EVALUATIONS — robert MitcHell eleMentary ScHool


RTC has partnered with the Washoe County School District Safe Routes to School Program. Representatives of the program are included in many field walks for corridor studies and construction projects. These field walks allow RTC staff to better understand and plan for pedestrian improvements such as sidewalks and ADA accessibility that will benefit local students. For example, through the 4th Street/Prater Way Corridor Study the local coordinator identified the primary path students take to access the Robert Mitchell Elementary School on Prater Way. This information allowed for a design that specifically focused on providing safe sidewalks and reduced traffic speed in that area. In addition to field walks Safe Routes to School staff are

also included on corridor study technical advisory committees, safety audits and are consulted on transit issues near local public schools. Food Deserts and Transit AccessAccess to fresh and nutritious foods is an important part of community health. The U.S. Department of Agriculture (USDA) had identified areas where convenient access to healthy food is limited. Food deserts are defined as low-income census tracts where a substantial number of residents has low access to a supermarket or large grocery store. To be identified as a food

desert tract, at least 33 percent of the tract’s population or a minimum of 500 people in the tract must have low access to a supermarket or large grocery store. Low access to a healthy food retail outlet is defined as more than one mile from a supermarket or large grocery store in urban areas and as more than 10 miles from a supermarket or large grocery store in rural areas. Three census tracts in Washoe County are identified as food deserts, and they include areas around the University of Nevada, Sun Valley, and Wadsworth-Pyramid Lake.

Food Deserts in Washoe County Table 5-2

Area Total Population

Percentage of People with Low Access to a Supermarket or Large Grocery

Percentage of Housing Units without a Vehicle with Low Access to a Supermarket or Large Grocery

unr 8,818 84.40% 12.20%

Sun Valley 7,328 43.30% 5.90%

Wadsworth - Pyramid lake

1,714 44.70% 1.60%

RTC has studied transit access in food desert census tracts and identified the routes serving these areas, as shown below. The ridership on routes through these census tracts is strong, highlighting the need to provide regional mobility to areas with limited auto ownership. It includes routes 5 and 15, both of which have a productivity level of over 40 passengers per service hour. Transit provides a vital service to low income residents in these areas, offering connectivity to areas with grocery stores. The Pyramid Lake Paiute Tribe provides transit service to rural communities that are identified as food deserts such as Wadsworth-Pyramid Lake.

Bus Routes Serving Food Deserts Table 5-3

Route 2012 Ridership Passengers per Service Hour

2 723,123 34.7

5 477,817 45.3

7 513,609 28.6

15 388,884 41.2

17 134,161 16.7

SidewalkatRobertMitchellElementary.



food deSertS


MAP 5-1


Chronic Disease PreventionThree of the top 11 leading causes of death in Washoe County may be influenced by physical activity and air quality: heart disease, chronic respiratory disease, and diabetes. The Washoe County Chronic Disease Coalition brings together agencies that can have a positive impact on the health of our local community, including transportation, emergency response, medical, and regulatory sectors.


The RTC partnered with Washoe County and participated in the 2012 Obesity Forum. The forum is an annual event with the goal of educating the community about how to prevent and reduce obesity in Washoe County. RTC shared information on the RTC SMART TRIPS program, sustainability initiatives and planning studies.

Figure5-5

SolarpanelsonRTCTerminalWayFacility.



5.3 SUSTAINABILITYThe RTC is committed to providing Washoe County with sustainable multimodal transportation options including bicycling, transit, driving and walking. As a part of this commitment the RTC Board of Commissioners adopted a sustainability policy in September 2011. This policy affirms RTC’s initiatives to promote, continually improve upon and implement sustainable practices within the agency. This policy contributes to improving the health and economic competitiveness of the region and reducing costs by using resources more efficiently.

RTC has many programs that support sustainable practices:smART TRips • bus pass and vanpool subsidy program • Trip matching program • Guaranteed ride home • Bike to Work Week promotion• Partnership with “Safe Kids Washoe County” • Street Smart program to increase the number of safe pedestrian tripsRTC RAPID/RTC RIDE/RTC INTERCITY/RTC ACCESS• Bike racks • Senior adventures travel training• Mobility travel training• Use of intelligent transportation systems (ITS) • Environmentally friendly products at the transit centers• Alternative vehicles fuels

• Complete Street projects

RTC FacilitiesRTC incorporates sustainable practices into its facilities and participates in the Leadership in Energy and Environmental Design (LEED) Program. For example, RTC’s Reno transit center, RTC 4TH STREET STATION is LEED Gold Certified and the Sparks transit center RTC CENTENNIAL PLAZA is LEED Certified. In addition to the transit centers, all three RTC administrative facilities have received upgrades such as improving the efficiency of the HVAC system, completion of an interior lighting retrofit, installation of solar lights and window resealing.

RTCCENTENNIALPLAZA

RTC4THSTREETSTATION

Providing fuel efficient buses helps to reduce emissions and reduce energy consumption. Of RTC’s 72 buses, 10 are diesel-electric hybrids and 62 are clean diesel buses. The RTC ACCESS program includes 45 vans, all run on compressed natural gas (CNG). Planning is underway to purchase additional busses with the following funding sources:• $4.8 million State of Good Repair grant to purchase 10 diesel-electric hybrid buses • $5.1 million TIGGER grant for zero emission (electric) buses and 3 charging stations. These buses will be stored at the Villanova facility.

RTCACCESSvehicles

RTCdiesel-electrichybridbus

RTCelectricbus


Electric VehiclesTechnological innovations provide opportunities to reduce harmful auto emissions. Alternative vehicle fueling technologies include electric, hybrid, CNG, and hydrogen fuel cells. As described previously, RTC transit vehicles include a mix of CNG, hybrid bio-diesel, and electric fuel types.

The Washoe County Health District opened an electric vehicle charging station that is free and available to the public in 2012. The charging station is located at the Washoe County administrative office complex and will help promote the adoption of over a dozen new models of plug-in light duty vehicles coming to the market in 2013.

WashoeCountyHealthDistrict’selectricvehicle

RTC and the Washoe County Health District also participate in the Nevada Electric Vehicle Accelerator Program (NevadaEVA.org), a state-wide ad-hoc group that identifies and addresses needs for electric vehicle infrastructure to serve the growing number of plug-in vehicles. This includes facilitating the deployment of a statewide charging station network, providing outreach and education about the benefits of plug-in vehicles, and assisting with fleet vehicle adoption efforts.

5.4 PLANNING AND ENVIRONMENTAL linKaGeSLinking the planning process with analysis and documentation under the National Environmental Policy Act (NEPA) will improve project design and expedite delivery. An integrated process will assist in gaining regional consensus, getting public support, and responding to community needs early in the project.

According to the Federal Highway Administration the NEPA environmental analysis process has trended up from 2.2 years in the 1970s to 5 years in the 1990s (Federal Highway Administration, Evaluating the Performance of Environmental Streamlining: Development of a NEPA Baseline for Measuring Continuous Performance, Washington, D.C.: Jan. 2001).

Due to the length of time the NEPA process takes and the importance of the findings, it can speed up the project approval process when NEPA is considered during the planning phases.

The RTC has incorporated this concept into both corridor studies and the regional plan. An example of this is the 4th Street/Prater Way corridor study, where there are a number of historically significant buildings from the corridor’s early days as a section of the Lincoln Highway. At the onset of the study, the project team was aware of the unique characteristics of these buildings and partnered with the university of nevada, reno to do an inventory of the buildings and to conduct a series of oral history interviews to establish the historic context of the corridor. Due in part to the out-come of the research it was determined that all roadway improvements would be completed within right of way to eliminate any adverse impacts to historic resources.

Planning and environmental linkages are built upon in the 2035 RTP by considering the land management and environmental resource management plans that have been developed for the region. As described in greater detail in Section 5.5, this includes the Bureau of Land Management (BLM) Consolidated Resource Management Plan, Southern Washoe County Urban Interface Plan, the U.S. Forest Service Lake Tahoe Basin Management Unit Land Resource Management Plan, and the Humboldt-Toiyabe National Forest Climate Change Vulnerability Report. Available GIS datasets are also used to map sensitive habitats areas and other sensitive environmental resources.

UniversityofNevada,Renocampus



5.5 NATURAL RESOURCESQuality of life in Northern Nevada is greatly enhanced by the natural resources that are available just outside. The community is well known for its trails with stunning views of the Sierra Nevada Mountains and the Truckee River, where kayakers take advantage of the summer sun. Many agencies and organizations contribute to the preservation and quality of these recreational opportunities, and the regional transportation network provides access to these resources. Identifying natural resources is an important step toward avoiding, minimizing, or mitigating adverse environmental impacts on sensitive resources. RTC considers environmental resources as transportation projects are developed in the early planning stages. The SouthEast Connector, 4th Street/ Prater Way multimodal improvements, and the Geiger Grade realignment project highlight how cultural and environmental resources influence project design.• The SouthEast Connector incorporates context sensitive design elements to reduce adverse environmental impacts and implement benefits where feasible. Careful mapping of wetlands allowed for the development of an avoidance alternative that minimizes impacts to waters of the U.S. Design elements to protect resources include bioswales that minimize stormwater runoff and landscaping that uses native species to support wildlife habitat. • The 4th Street/Prater Way multimodal improvements are located in a historic urban area and use context sensitive design elements to integrate architectural preservation and historical interpretive materials into project development. • The Geiger Grade Realignment project will review alternatives to the existing roadway alignment to accommodate future increase travel demands at the Geiger Grade/Veterans Parkway and Virginia Street/Mt. Rose Highway intersections. Particular concerns for the general area include the Steamboat Creek, Bailey Canyon Creek, associated flood plains and the endangered Steamboat Buckwheat. The NEPA process will document the need for the improvements and determine the environmental effects and potential mitigation measures for the various alternatives to allow policy makers to make more informed decisions.

Washoe County Open Space and Natural Resource PlanOpen space is a critical component of the quality of life in Washoe County. This includes access to world class recreation, defining views of the ridges and peaks of the region, and a unique landscape of natural and human history. Open space also serves to define the many local communities. Ridges, hills and open space areas shape each community’s unique character. The geology of the region provides special places, including springs, geological structures, playas and canyons. This region is also home to numerous wildlife and plant species that are found only in Washoe County, and these species depend on the natural functions of open space.

the 2007WashoeCountyOpenSpaceandNaturalResourcePlan seeks to maintain, conserve, and restore the open spaces and natural resources of the region. The plan creates an inventory of unique geological features, areas of critical environmental concern, unique water resources, cultural resources, recreational opportunities, and urban open space.

The Areas of Critical Environmental Concern (ACEC) program is managed by the Bureau of Land Management (BLM). The ACEC mandate directs the BLM to protect important riparian corridors, threatened and endangered species habitat, cultural and archeological resources and unique scenic landscapes. Five ACECs have been identified in Washoe County, although none are located within the urban services area.• An area of Incandescent Rocks, which are for the most part rhyolitic or dacitic rocks called flowdomes that are volcanic in origin.• An approximately 243-acre habitat zone for the Carson Wandering Skipper, one of four federally-listed species in the project area.• The 3,881-acre Pah Rah High Basin (Dry Lakes) Petroglyph District, located east of Sparks and containing significant archaeological resources.• The Steamboat Buckwheat, which occurs only on the geothermally-derived “sinter” soils at Steamboat Hot Springs and which was federally-listed in 1986, when faced with increasing threats to its habitat from development. The 40-acre ACEC also protects the geothermal resources that underlie the area. • The 473-acre Virginia Range Williams Combleaf Habitat Area ACEC. Williams Combleaf is listed as critically endangered by the State of Nevada.



The plan also identifies unique water resources in Washoe County: the Truckee River, Steamboat Creek, floodplains, wet-lands, and the network of irrigation ditches in the urban area. In addition, Washoe Lake, Pyramid Lake, and Lake Tahoe are identified as valuable environmental resources.

TruckeeRiveratRockParkinSparks

Bureau of Land Management NevadaTo ensure the best balance of uses and resource protections for America’s public lands, the BLM undertakes extensive land use planning through a collaborative approach with local, state and tribal governments, the public, and stakeholder groups. Based on this collaboration the BLM establishes Resource Management Plans that provide the framework to guide decisions for every action and approved use on the National System of Public Lands. In Nevada the BLM administers nearly 48 million acres of public lands. BLM public lands make up about 67 percent of Nevada’s land base. BLM lands are adjacent to the Reno-Sparks urbanized area.

UNIqUE GEOLOGICAL FEATURES - WAshoe counTy scenic AReAs• The Mt. Rose Wilderness Area encompasses over 28,000 acres and includes 14 distinctive mountain peaks within the Carson Range. • Peavine Mountain, north and west of Reno, which includes both Peavine Peak Pond, South Mountain.• The Peterson Mountains, which span the border between Nevada and California, north and west of Reno.• Pyramid Lake encompasses 188 square miles and is one of the largest lakes in the united States.• The Dogskin Mountains are visible to the west from the Pyramid Highway.• the Virginia Mountains are visible along the western edge of Pyramid Lake.• Hungry Valley parallels the Pyramid Highway.• The Pah Rah Range, to the south of Pyramid Lake.• The Truckee River, which flows from west to east.• the Virginia range lies on the southeast side of Truckee Meadows and on the east side is the Huffaker Hills, including privately-owned Rattle- snake Mountain, a very significant and recognizable feature within the foothills.• Steamboat Creek and the “Steamboat Bottoms.” This area is a unique interface between the valley floor and the foothills. • Washoe lake and Washoe Valley, on the southern edge of the project area.• Lake Tahoe, at the far southwestern edge of the project area.

- 2007WashoeCountyOpenSpaceandNaturalResource ManagementPlan

CH.5 — PROMOTING HEALTHY COMMUNITIES & SUSTAINABILITY CH.5 — PROMOTING HEALTHY COMMUNITIES & SUSTAINABILITY

MAP 5-2


Public landS


MAP 5-2


The BLM of Nevada provides public land statistics, manages the wild horse and burro program, administers permits to ranchers who raise livestock on public lands and plays a leading role in the goal for new energy such as production of solar, wind, geothermal and biomass energy. The BLM also assists wild land fire management efforts. The program includes fire suppression, preparedness, predictive services, fuels management, fire planning, community assistance and protection, prevention and education, and perhaps most significant, safety. Another responsibility of the BLM is to regulate outdoor recreational activities and oversee the 315,000-acre Black Rock Desert Wilderness. The Black Rock Desert-High Rock Canyon Emigrant Trails National Conserva-tion Area (NCA) is located approximately 100 miles northeast of Reno. The Carson City Field Office maintains the district’s ConsolidatedResourceManagementPlan.

Southern Washoe County Urban Interface PlanThe objective of this plan is to improve management of public lands in the Southern Washoe County, where they are in proximity to urbanized areas. The plan identifies 160,020 acres that will be retained in public ownership under the administration of the BLM. These lands will be managed to protect open space, visual, recreation, watershed, and wild-life resources. Public lands are an important natural resource for open space for the people of the Reno-Sparks metropoli-tan area. The plan designated 4,390 acres for use by state and local governments for recreation purposes and 2,140 acres for potential disposal into private ownership.

US Forest ServiceThe US Forest Service manages the Humboldt-Toiyabe National Forest lands adjacent to the Reno-Sparks urbanized area. These National Forest lands in the Carson Ranger District include nearby attractions such as the Mount rose Wildnerness area, Galena creek area trails, and tahoe Meadows trails. These resources are popular recreation places for residents of the metropolitan region as well as tourist destinations.

Lake Tahoe Basin Management Unit Land Resource Management Plan (LTBMU)The LTBMU was established in 1973, to facilitate unified management of Forest Service lands within the Lake Tahoe Basin watershed. These lands were previously managed by three separate national forests: the Tahoe, the Eldorado, and the Humboldt-Toiyabe. The LTBMU encompasses over 154,000 acres of Forest Service lands (78% of the land in the Lake Tahoe Basin), and ranges in altitude from approximately 6,225 feet at lake level to 10,881 feet. Projects and programs include habitat management, fire management, and urban forest parcel management.

Additionally, the LTBMU provides and maintains high quality recreational opportunities for millions of visitors and residents annually. Many common forest activities such as mining or grazing are either not a part of ltbMu management or play a very small role. The LTBMU manages Forest Services lands within a mix of forest and urban communities that surround Lake Tahoe. The work of the Forest Service supports (and is supported by) many partners. Other federal, state and local agencies are working together with the LTBMU to conserve and restore natural and cultural resources, and enhance the recreational values of the Lake Tahoe Basin.

The plan focuses on watershed health, forest health, sustainable recreation, and access to National Forests. It supports the use of alternative transportation options such as public transit, pedestrian, and bike trails to access Forest Service lands. Reducing dependence on the auto-mobile for site access will alleviate pollution and crowding, thereby protecting sensitive environmental resources.

Humbolt-ToiyableNationalForestandLakeTahoe.

Humboldt-Toiyabe National Forest Climate Change Vulnerability ReportClimate change is expected to have significant impacts on the Great Basin by the mid-21st century. In the last 100 years, the region warmed by 1 to 3°F and is projected to warm another 3.6 to 9°F by the end of the century.

Since about 1980, western U.S. winter temperatures have been consistently higher than long-term values and average winter snow packs have declined. Periods of higher than average precipitation have helped to offset the declining snow packs.

CH.5 — PROMOTING HEALTHY COMMUNITIES & SUSTAINABILITY CH.5 — PROMOTING HEALTHY COMMUNITIES & SUSTAINABILITY


Winter temperatures are increasing more rapidly than summer temperatures, particularly in the northern hemisphere, and there has been an increase in the length of the frost-free period in mid- and high-latitude regions of both hemispheres. The onset of snow runoff in the Great Basin is currently 10-15 days earlier than 50 years ago, with significant impacts on the downstream utilization of this water. Annual precipitation (in the Northwestern and Intermountain regions) increased by 10% on average, and by as much as 30-40% in some areas. Higher temperatures will increase evapotranspiration and the region will likely become more arid. Since 1986, the length of the active wildfire season has increased by 78 days and the average burn duration of large fires has increased from 7.5 days to 37.1 days. Forest wildfire frequency is nearly four times higher and the total area burned by these fires is more than six and a half times its previous levels.

Department of Conservation and Natural Resources: Nevada State Parksthe division of State Parks manages and maintains 24 parks in the State Parks system, including the Lake Tahoe Nevada State Park and Washoe Lake State Park in Washoe County. the purpose of the division is to plan, develop and maintain a system of parks and recreation areas for the use and enjoyment of residents and visitors. The Division also preserves areas of scenic, historic and scientific significance in Nevada.

State of Nevada Division of Water ResourcesThe mission of the Nevada Division of Water Resources (NDWR) is to conserve, protect, manage and enhance the State’s water resources for Nevada’s citizens through the appropriation and reallocation of the public waters. In addition, the Division is responsible for quantifying existing water rights; monitoring water use; distributing water in accordance with court decrees; reviewing water availability for new subdivisions and condominiums; reviewing the construction and operation of dams; appropriating geothermal water; licensing and regulating well drillers and water rights surveyors; reviewing flood control projects; monitoring water resource data and records; and providing technical assistance to the public and governmental agencies.

Washoe County Protected SpeciesThe US Fish and Wildlife Service provides data about the threatened, endangered, proposed, and candidate species in Washoe County, as listed in the table below.

Amphibian C Mountain yellow-legged frog Rana muscosa(Sierra Nevada Distinct Population Segment) Bird C Greater sage-grouse Centrocercus urophasianus Fishes E Cui-ui Chasmistes cujus T Lahontan cutthroat trout Oncorhynchus clarkii henshawi T Warner sucker Catostomus warnerensis Invertebrate E Carson wandering skipper Pseudocopaeodes eunus obscurusPlants E Steamboat buckwheat Eriogonum ovalifolium var williamsiae C Tahoe yellow cress Rorippa subumbellata C Webber’s ivesia Ivesia webberi C Whitebark pine Pinus albicaulis

5.6 RTP PROJECT SUPPORTING HEALTHY coMMunitieS and SuStainabilityRTC seeks to promote a healthy community by providing alternate modes of transportation and reducing vehicle emissions. Projects that have a strong emphasis in these areas are listed below.• rtc raPid extensions• RTC RIDE service• ADA accessibility improvements • Pedestrian and bicycle facility improvements• Traffic signals/ITS operations improvements• Alternative fuels program for transit vehicles


The Truckee River’s source is the outlet of Lake Tahoe, at the dam on the northwest side of the lake near Tahoe City. It flows generally northwest through the mountains to the town of Truckee, then turns sharply to the east and flows into Nevada, through Reno and Sparks. Ultimately it empties into the southern end of Pyramid Lake. There is a white water rafting park in both Downtown Reno and Sparks.

79] 2035 Regional Transportation Plan78] 2035 Regional Transportation PlanCH.6 — MANAGING ExISTING SYSTEMS EFFICIENTLY

6 The RTC strives to maximize the use of limited resources by maintaining existing systems in good repair and continuously seeking operational improvements. This is most apparent in the RTC’s transit, traffic operations, intelligent transportation systems (ITS), and pavement preservation programs. These programs provide a framework for obtaining the best and most efficient use of existing resources, minimizing life cycle costs, and in some cases reducing the need for costly capital investments.

6.1 TRAFFIC OPERATIONSTraffic operations management includes a wide range of programs that maximize the efficient use of existing roadway capacity. RTC partners with NDOT, the cities of Reno and Sparks, and Washoe County to deploy ITS tools such as fiber optic cable, flow cameras, variable message signs, and traveler alerts through radio, website, text/email, and smart phone apps. This allows the delivery of improved traffic signal timing and coordinated incident response for the traveling public. Traffic operations is an important part of the congestion management process as shown in Appendix E.

TheCollaborativeTrafficandEmergencyManagementintheTruckeeMeadows ProjectReport was approved by the RTC Board in 2010. This project focused on identifying how best to achieve enhanced real-time collaborative operations among the transportation agencies in the region, and between those agencies and the emergency responders. In particular, it investigated opportunities to: • Improve and share data communication networks and other infrastructure, • Provide automated data and video exchange between agency systems, • Provide a shared event (incident) tracking mechanism, • Provide mutual aid when needed between agencies including remote control of cameras and other traffic management devices when needed, and • Provide timely and comprehensive current conditions information to travelers.

ManaGinG exiStinGSySteMS efficiently

using iTs To ReDuce cApiTAl cosTsRTC implemented an ITS project to improve traffic operations on Plumb Lane, which eliminated the need for a $5 million intersection widening. The ITS project provides significant operational improvements between terminal Way and Kietzke lane and includes:• Fiber optic communication lines • Connecting four traffic signals to the city of reno signal system via radio communication• Traffic flow cameras at strategic locations• More reliable vehicle detection (loops)

CH.6 — MANAGING ExISTING SYSTEMS EFFICIENTLY


In addition, RTC partners with emergency medical providers, fire departments, and law enforcement as part of the traffic operations program. The interconnected nature of these relationships is shown in the figure above. All traffic signals in the region are owned and maintained by the local jurisdictions. NDOT brings additional resources in count detectors, changeable message signs, and weather stations. While RTC does not own any roadways or signals, the agency assists in facilitation of inter-jurisdictional coordination and hosts a monthly Traffic Operations Committee meeting to streamline communications. RTC is also a partner in funding and installing ITS capital investments. In addition, RTC operates a traffic signal comment hotline, 775-335-ROAD.

Existing Regional ITS Resources Table 6-1

Device Type nDoT Reno Sparks Washoe County

Traffic Signals 0 248 102 17

Count/Speed Detectors

12 0 0 0

cctV cameras

5 2 0 0

changeable Signs

12 0 0 0

advisory radios

1 0 0 0

Weather Stations

4 0 0 0

the CollaborativeTrafficandEmergencyManagementReport describes the concept of operations, infrastructure needs, and an implementation plan for traffic operations. Specific objectives include sharing information between agencies to improve incident response, establishing integrated and continuous traffic signal coordination across jurisdictional boundaries, providing a source of comprehensive and accurate up-to-date real-time status information for travelers, sharing resources to minimize operating costs, and enhancing training and learning for operations personnel.

Major investment priorities include: installation of additional high priority communication links; traffic management devices on freeways and surface streets; software for interconnecting computer systems; and making information available to all agencies.

Specific objectives of the program include: • Improved event (incident) response, which could include a traffic accident, severe weather, road construction, failure of a traffic signal, an on-street parade, a major sporting event, or any other event that may impede traffic flow or cause an unusual surge in traffic volume. • Integrated and continuous coordination of traffic signals across jurisdictional boundaries via interconnected signals. One objective is to enable each involved agency to confirm that both their traffic signals and their neighbors are operating as planned and that detector or other equipment failures are identified and corrected quickly. • Access to more information by the traveling public, and more consistent and seamless information about current travel conditions regardless of the mixture of agencies responsible for portions of their planned journey. • Sharing resources to enable agencies to perform their missions at less cost. Shared resources could include specialized equipment, or joint maintenance contracts. • Providing the data needed to assess region wide transportation and incident management performance measures.

The concept of operations also involves exchange of data between central systems operated by different agencies, and gathering of data from multiple systems to populate the planned regional traffic information display. Communication links between agencies are needed for these functions.


Figure6-1


Fiber optic cables used by the traffic operation agencies for ITS device communication can be interconnected to provide communication links between agencies, and potentially to the planned regional operations center. The location of the center has not yet been determined.

The highest priority infrastructure improvements needed to support improved traffic operations are as follows: • Communication links between ITS networks operated by different agencies. • Communication links to traffic signals on major surface streets that are currently not connected to a central system, mainly on the McCarran loop. • Closed Caption Television (CCTV) cameras on major surface streets. • CCTV cameras, vehicle detectors, and associated communication links on all urban area freeway segments.

Specific locations for these ITS needs are provided in the Collaborative Traffic and Emergency Management in the Truckee Meadows Report. An ITS pilot project was initiated in 2012 to demonstrate the benefits of fiberoptics links between individual agency transportation networks, network equipment to route data to and from participating agencies, and ITS devices to record traffic data and video.

6.2 PAVEMENT PRESERVATIONWhether trips are taken by automobiles, transit, bicycle or walking, everyone benefits when the streets are maintained in a safe and serviceable condition. The RTC in cooperation with the Public Works Departments of Reno, Sparks and Washoe County implements a comprehensive Pavement Preservation Program.

The purpose of the Pavement Preservation Program is to maintain roads in good condition and minimize long term costs. The goal is to apply the most cost effective treatment to the right pavements, at the right time to minimize pavement life cycle costs while maximizing serviceable pavement life. An effective Pavement Preservation Program saves money that can be used for other important transportation initiatives. Through a process of collaboration and coordination with the local governments, RTC funds tactical roadway preservation programs to accomplish goals for the Regional Road System (arterials, collectors, industrial roads). The local governments provide preservation services for non-regional road roadways and day to day maintenance for all non-state maintained facilities. As part of the pavement preservation system RTC uses index and maintains data on index rating for each regional road. Programs are developed for roadway preservation primarily through two processes.

First, the Regional Pavement Management Systems (PMS) is used by RTC and the local governments to create the Regional Pavement Preservation Program. The PMS provides the region a comprehensive regional assessment of roadway pavement assets, condition, and is a tool to prioritize preservation projects. The use of the Regional PMS gives RTC and the local governments the ability to provide the right treatments to the right pavements at the right time.


RoADs in The plAnning AReA• Residential roadways serve neighborhoods and carry the least trips on the system, with few buses and trucks.• Collector roads serve as connections between residential and arterial roadways.• Industrial roads carry a relatively high number of trucks serving industry and warehousing.• Arterials carry the majority of trips on the roadway system and function as alternatives to highways to relieve traffic congestion.• RTC does not own or operate any area roadways.• Arterials, Collectors & Industrial roads carry 50% of vehicle miles travelled (VMT) and are included in RTC Pavement Preservation Program.• Residential streets are maintained by the local jurisdictions (Reno, Sparks, & Washoe County) and carry 8% of VMT• I-80 & US 395 are maintained by NDOT and carry 42% of VMT

Preventive Treatments Surfacesealsonpavement&cracksealingtokeepgoodpavementsgood.Cost=$0.40/SF

Corrective Treatments Patching,grindoffoldpavent,replacewithnew.Improveridequality.Cost=$3.50/SF

Rehabilitation/ Reconstruction Treatments Totalremovalandreplacement offailedpavementsand supportingsoils.Cost=$6.00to$7.60/SF

Figure6-2



This proactive maintenance strategy relies on preventive and corrective maintenance methods to maintain good pavements in good condition as its primary focus, in turn; this slows the rate of pavements falling into poor condi-tion which require costly major reconstruction. It is six to 10 times cheaper to properly maintain streets than to allow them to fail and pay for costly reconstruction treatments. RTC’s Regional Pavement Preservation Program has signifi-cantly improved driving conditions and reduced the region’s backlog of pavement reconstruction needs. Since initiation of the program the average Pavement Condition Index (PCI) for all roadways (excluding NDOT maintained roads) has been raised above the goal of 70 to 76. Nine percent of the regional network are in poor condition (PCI below 50).

The NDOT PMS monitors state-maintained facilities in Washoe County. The NDOT PMS also quantifies the backlog of pavement repairs on the state highway system and identifies project priorities. The PMS is used to identify NDOT’s long range funding needs to maintain the state highway network at a serviceable level. NDOT conducts a pavement condition survey annually. During this survey, a rating is provided for a section of each mile in each direction of all state maintained highways. The severity and extent of the pavement distress are measured and recorded in six different categories. Centerline mileage for each highway system is categorized into one of four repair strategies. The repair strategy recommendations are presented to management for funding annually.

The RTC’s Pavement Preservation Program is central to implementation of Complete Streets strategies. Through the preventative maintenance slurry seal program, RTC is narrowing travel lanes, adding bicycle lanes, and in some cases eliminating travel lanes. The effects of these Complete Streets strategies are to slow traffic to the designated posted speed, reduce vehicle crashes, and provide a safe space for other non-auto users. Crash reductions ranging from 25-46 percent have been documented on regional roads that have undergone these reconfigurations.

The program is implemented in coordination with the Pavement Preservation Committee, which consists of public works and maintenance staff of Reno, Sparks, and Washoe County. The subcommittee meets monthly with a focus on:• Maintaining an integrated regional PMS to insure pavement assets are current, and inspected regularly and consistently throughout the region• Develop the Pavement Preservation Program to insure the right treatments are provided to the right pavements at the right time; including a Preventive and Corrective Maintenance Program to keep good pavements in good repair• Development of the Pavement Preservation project selection process, utilizing data from the Regional PMS to insure projects are selected on a needs-based system.• Discussion of general issues to improve service and processes• Early coordination on actions to be considered at the RTC TAC meetings

Despite the overall “good rating” of the regions pavements, challenges do exist in maintaining our existing roadway system.

The local jurisdictions’ and NDOT’s ability to fund and operate an effective maintenance program continues to be a challenge. For this system of roads, the Cities of Sparks and Reno estimate a reconstruction backlog of approximately 18 million square feet of pavement at an estimated cost of $18 million per year. Current available funding for the two Cities is $4.6 million per year.

Currently in Reno, there is a significant back log in reconstruction needs for their residential network. Currently data shows 12% of non-regional/residential pavements are in poor condition. For the region to meet its goal of having no more than 5% of its pavements in poor condition (PCI less than 50, see chart below) by 2020, it is anticipated additional resources will need to be directed to the non-regional/residential network, while maintaining the existing resources on the regional system.


Figure6-3

*2012Data


6.3 TRANSIT OPERATIONSPublic transit is a valuable community asset that helps reduce traffic congestion, improve air quality, and provide essential mobility. Operational efficiency is one of the goals for the regional transit system. Because transit revenue sources do not keep pace with inflation, it is essential that cost effectiveness be a consideration in transit planning. RTC publishes monthly reports about the system’s operational performance.

Fixed Route ServiceThe RTC operates 26 fixed routes in the Reno-Sparks metropolitan area as well as areas of unincorporated Washoe County. The system operates in a 90 square-mile service area, based on a 0.75 mile distance from each fixed route (excluding RTC INTERCITY). In general, the RTC fixed-route system operates as a “hub-and-spoke” transit system. The greatest benefit of a radial system design is the ability to cover a large area with a small number of service hours. Existing service offers the greatest frequency in the urban core, reflecting the goal of maximizing the number of passengers per service hour. With two separate central business districts in Reno and Sparks, RTC operates a high-frequency connector between the two cities with less frequent feeder service increasing the coverage area. Both downtown Reno and Sparks are serviced by transit transfer terminals: RTC 4TH STREET STATION and RTC CENTENNIAL PLAZA. RTC continuously monitors the performance of each transit route, coordinates with the local jurisdictions regarding land use changes, and makes routing or scheduling adjustments as necessary up to two times each year to maximize the performance of the system.

2012 Operating Characteristics Table6-2

total number of rides in 2012 7.97 millionaverage number of rides per day 21,845Highest Single-Day Ridership (June 21, 2012) 32,794

Total Service Hours (Revenue Vehicle Hours)

252,827

Average Passengers per Service Hour 31.5Route with the Highest Passengers per Service Hour

45.2 (Route 5, Sutro St/Sun Valley)

total rtc raPid & rtc connect ridership 1,798,639

total rtc intercity ridership 42,698

total rtc Sierra SPirit ridership 228,617

RTC actively manages the transit fleet and facilities to ensure a state of good repair. In January 2012 a $4.7 million grant was invested in the purchase of buses and bus related equipment, such as the replacement of fare boxes. In July 2012 a $917,800 grant was used to upgrade RTC communication capabilities. This included the purchase of a digital radio system for both fixed route and paratransit systems.

RTc AccessRTC ACCESS, RTC’s demand-response paratransit service, serves ada eligible riders in reno, Sparks and parts of Washoe County. The service operates 24 hours a day, seven days a week. RTC ACCESS services include vans, flexible-route shopper service routes, taxis and night taxis. In FY 2012, 222,593 ADA rides were provided, with an average of 2.69 rides per service hour. Approximately 3,400 individuals are certified as ADA paratransit eligible.

While RTC is required to provide door-to-door, demand- response service within ¾ mile of all fixed routes (referred to as the ADA Zone), RTC ACCESS also services some areas in the community beyond this geographic area (called the Non-ADA Zone). The following map illustrates the RTC ACCESS service area boundaries. The one-way fare in the ADA Zone is $3 and the one-way fare in the Non-ADA Zone is $6. Funding assistance for trips in the Non-ADA Zone is provided by the non-profit organization CitiCare.


SHORT RANGE TRANSIT PLAN: GOALS & OBJECTIVES RELATING TO OPERATIONS• Enhance mobility for residents of Washoe county - Provide efficient fixed route transit service to all areas that meet population and/or employment density targets. - Improve accessibility to major health care, recreation, education, employment, cultural and social services facilities. - Provide efficient paratransit service comparable to fixed-route• Deliver Service Cost-Effectively • Set fares to ensure a return from the farebox comparable to peer transit agencies. • Ensure that service provided is safe, reliable, comfortable and convenient • Make transit information available to all Washoe county residents through programs to foster support and increase participation.• Provide safe and secure transit service.• Maintain fleet in good condition at all times to ensure a positive customer experience


MAP 6-1


ada Zone MaP


MAP 6-1

85] 2035 Regional Transportation Plan84] 2035 Regional Transportation PlanCH.6 — MANAGING ExISTING SYSTEMS EFFICIENTLY

exiStinG tranSit SerViceMAP 6-2

CH.7 — INTEGRATING ALL TYPES OF TRANSPORTATION


exiStinG tranSit SerViceMAP 6-2


complete Street designs have reduced crashes up to 46% on regional roads in Washoe county

7 A goal of the RTP is to integrate all types of transportation. RTC seeks to have an interconnected multi-modal transportation system that gives residents more travel choices. Local residents have expressed a desire to have transportation options, which include convenient alternatives for walking, biking, riding transit or driving. An integrated regional transportation system must provide mobility options that are appropriate to the land use context and address the needs of neighborhoods, commercial districts, and the movement of goods.

7.1 COMPLETE STREETSComplete Streets design principles apply context sensitive solutions to support all types of transportation. The primary purpose of Complete Street projects is to provide safe access and travel for all users, including pedestrians, bicyclists, motorists and transit users of all ages and abilities. These design treatments have been demonstrated to consistently reduce crashes on regional roads in the Reno-Sparks metropolitan region. The Reno-Sparks Bicycle Pedestrian Master Plan includes a Design Best Practices component, which defines many of the design options available for Complete Street projects. The range of improvements, which are selected based on corridor land use characteristics and transportation patterns, include the following:• roundabouts • Narrow (less than 12-foot) travel lanes• Reducing vehicle & pedestrian conflict points by reducing underutilized travel lanes• Adding center turn lanes• Adding bicycle lanes, shared paths, cycletracks, or boulevards• Installing or upgrading sidewalks and crosswalks• Installing pedestrian crossing/waiting areas in median islands• installing or upgrading transit stops

inteGratinG all tyPeSof tranSPortation

87] 2035 Regional Transportation Plan86] 2035 Regional Transportation PlanCH.7 — INTEGRATING ALL TYPES OF TRANSPORTATION

Complete Street designs generally slow traffic to about the speed limit, which reduces the number and severity of crashes, making the roadway safer for all users. Improving safety for pedestrians and cyclists is particularly important in the Reno-Sparks metropolitan region, where large numbers of tourists unfamiliar with the transportation network combined with a 24-hour resort/entertainment industry contribute to vehicle-pedestrian conflicts. In addition, many schools are located on regional roads with high traffic volumes. Roadway designs that encourage motorists to drive at posted speeds and provide designated space for walking and biking will improve safety for Washoe County school students.

BicyclistsandjoggersonPlumasStreetafterCompleteStreetproject

The projects in this RTP support Complete Street design objectives, including projects that focus on community livability as well as regional connectivity. Livability projects address the safety and mobility needs of all corridor travelers, but generally do not add additional lane capacity for automobiles. These types of projects are closely linked with community land use and economic development plan objectives. A summary of livability projects in the first ten years of the plan is provided below.

Livability Projects

Project Name Photo complete Street elements



auto Capacity

itS

4th Street/Prater WayMultimodal improvementsfrom Keystone ave to Vista blvd

Oddie Blvd/Wells AveMultimodal improvements,design & right of way from Kuenzli to Pyramid Way

Plumb LanePavement reconstruction & new shared use path from McCarran Blvd to ferris ln

Sutro StreetMultimodal improvementsfrom 4th Street to McCarran Blvd


87] 2035 Regional Transportation PlanCH.7 — INTEGRATING ALL TYPES OF TRANSPORTATION

Livability Projects continuedMill Street/Terminal WayMultimodalimprovements from lake Street to Reno/Tahoe International Airport

Virginia Street Bridge ReplacementReplace existing bridge

Kietzke LaneMultimodal improve-mentsVirginia Street to Galeth Way

Regional Connectivity ProjectsRegional connectivity projects also incorporate Complete Streets design concepts. With the exception of freeway projects, all regional road widenings will include upgrades to the sidewalk network, as well as transit stops and bicycle lanes where it is consistent with applicable plans and policies. The need for these regional connections or road widenings are identified by the regional transportation demand model (see Appendix F) A summary of the major regional connectivity projects is provided in the table below.

Regional Connectivity ProjectsProject Name Photo complete Street elements



auto Capacity

itS

Pyramid/Sun Valley/U.S. 395 ConnectorParr/Dandini service interchange design & right of way

Pyramid/McCarran IntersectionImprove capacity safety & multimodal access

McCarran Blvd ImprovementsWiden 4 to 6 lanes from Mira loma to Greg Street


Regional Connectivity Projects continuedI-80 and US 395/I-580 ImprovementsSystem wide ramps & freeway ITS project

SouthEast ConnectorSouth Meadows Parkway to Greg Street — New 6 lane road

7.2 MOBILITY OPTIONSReno-Sparks Bicycle Pedestrian Plan and ADA Transition Plan The Reno-Sparks Bicycle Pedestrian Master Plan and ADA Transition Plan were completed in October 2011. The plan was coordinated with the Safe Routes to School Program, Complete Streets projects, and the Strategic Highway Safety Plan (SHSP). The purpose of developing the document was to establish a well-connected walking and bicycling network to provide residents and visitors a more livable and healthier community. It also created an opportunity to plan for safe access to transit, provide access for modes other than the automobile in the roadway and to allow local entities the ability to take advantage of funding opportunities as they arise. The project team utilized GIS technology to assess regional roads within Washoe County to create a prioritized list of areas that were in need of improvements. The document also included the ADA Transition Plan. A transition plan is required to have the following elements: • A list of the physical barriers that limit the accessibility of its programs, activities, or services• A detailed outline of the methods to be utilized to remove these barriers and make the facilities accessible• The schedule to remove the barriers• Interim actions (if more than one year)• The name of the entity responsible for the plan’s implementation

RTC implements accessibility improvements through roadway reconstruction projects as well as spot improvements. Prioritization of spot improvements is based on criteria identified through a collaborative outreach process: bus stops with the highest number of boardings, locations near senior or medical facilities, and areas in Transit Oriented Development Districts.

Bicycle Friendly CommunityIn 2011, the cities of Reno and Sparks were designated a bronze level Bicycle Friendly Community by the League of American Bicyclists. The community received this designation based on local efforts to improve and expand the bicycle network. The League of American Bicyclists also highlighted the benefit of local bicycle events such as the Bike Swap, Bike to Work Week and the work done through the Reno Sparks Kiwanis Bike Program, Reno Bike Project, and Safe Routes to School.

Road Safety AuditsRTC has partnered with NDOT to conduct Road Safety Audits (RSAs) on roadways within Washoe County. Utilizing a multidisciplinary team the RSA’s identify potential road safety deficiencies and recommend countermeasures to mitigate those safety issues.

BicycleFriendlyCommunitysign

OddieBoulevardRoadSafetyAudit


89] 2035 Regional Transportation PlanCH.7 — INTEGRATING ALL TYPES OF TRANSPORTATION

Figure7-1

Adding Bike Lanes Through RTC Complete Street Programyear # of Miles Added

2008 8.5 miles2009 13.2 miles2010 28.7 miles2011 30.3 miles

example of a possible roadconfiguration to narrow travel lanes and include bicycle lanes.


7.3 TRANSIT

During RTP public outreach efforts, expanding transit was the most frequently identified transportation need. Transit is recognized as an essential part of the local economy that helps thousands of Washoe County residents get to work each day. Transit helps shape development patterns and is an economic development tool that supports local Transit Oriented Development zoning and land use policies. In addition, transit provides a critical public service to residents and visitors that do not drive. The environmental benefits of transit service are also well recognized: reducing the number of cars on the road reduces traffic congestion and air pollution.

The RTC’s trip reduction program, RTC SMART TRIPS, encourages the use of sustainable travel modes and trip reductions strategies such as telecommuting, compressed work weeks and trip chaining. Major components of the program include a bus pass subsidy program in which the RTC matches an employer’s contribution to their employees’ 31-day transit passes up to 20%; a subsidized vanpool program, RTC VANPOOL; and an on-line trip matching program that it makes it quick, easy, and convenient to look for carpool partners and also bus, bike, and walking buddies for either recurring or one time trips. One of the most common deterrents to ridesharing is the fear of being “stranded.” Consequently, people who either carpool or vanpool to work can sign up for the guaranteed ride home program and be reimbursed for a taxi ride home up to four times a year if an unexpected event prevents normal ridesharing arrangements from working. Making trips on foot and by bicycle are promoted by the RTC SMART TRIPS program throughout the year in various manners such as participation on the Truckee Meadows Bicycle Alliance, which implements the Bike to Work Week campaign each spring, and maintaining the Street Smart website that educates the public about the benefits of walking and how to do it safely.

With the aging of the population, the public is also concerned with mobility issues that will face many individuals over the next 20 years. These concerns sparked discussions about the importance of ADA accessibility, improved sidewalks and bike facilities near transit routes.


Importance of Transit in the Community• Supporting the economy — getting people to work• Shaping development — TODs and economic revitalization• Public service — mobility for people that do not drive• Environmental benefit — reducing traffic congestion and air pollution



Transit Trip Purpose

Figure7-2

Transit Customers by Fare Type

Figure7-3

Vision for TransitThe RTP outreach process provided an opportunity to develop a vision for transit in the Truckee Meadows over the next 20 years. As described in Chapter 2, a series of three community planning workshops, six roundtable discussions, a smart phone application, and interactive website were used to gather input about the long-term vision for transit service. The vision includes the following core elements:• Expand RTC RAPID service on Virginia Street and add RTC RAPID service to 4th Street/Prater Way • Develop a new Dial-A-Ride service with a focus on seniors for outlying neighborhoods• Increase service hours and frequency in the urban core• Expand service to suburban residential and employment centers• Provide new regional service such as service to Lake Tahoe, Truckee, or other nearby regions

Service concepts for the vision plan are illustrated in the maps on the following pages. The vision for RTC RAPID supports the tod plans adopted by reno, Sparks, and the Truckee Meadows Regional Planning Agency. The higher level of service (buses every 10 minutes) and the visibility and permanence of the high-amenity RTC RAPID stations support the development density and mix of land uses that are promoted by the tod plans. The existing RTC RAPID investments on Virginia Street have supported the revitalization of Midtown, which has experienced the emergence of local restaurants and other businesses in recent years. Connecting RTC RAPID to the University of Nevada, Reno and along the 4th Street/Prater Way corridor would further enhance the positive economic and mobility impacts of the system.

Although strong support was expressed for this vision, financial projections indicate that RTC will struggle to maintain existing service as fuel and other operating costs continue to rise. In addition, the growing senior population will generate a significant increase in demand for RTC ACCESS paratransit service over the next 20 years. Because of these issues, the fiscally constrained transit program will include existing service plus the modifications planned for 2013:• extension of rtc raPid to the university of nevada, reno (a demonstration project)• Reallocation of service hours to achieve greater efficiency• Summer weekend service to Lake Tahoe (a demonstration project)• Upgrades to RTC bus maintenance facilities to accommodate more fuel efficient vehicles

The vision for transit provides an opportunity to launch a continuing dialog about the role of transit in the community and approaches to sustainable funding for transit operations.

Because fuel costs are a significant part of transit operating expenses, transitioning to a fleet that uses alternative fuels could generate substantial cost savings. RTC currently maintains hybrid biodiesel-electric vehicles at the Villanova Drive facility and compressed natural gas (CNG) RTC ACCESS vans at the Sutro Street facility. RTC initiated a demonstration project in 2012 to purchase electric vehicles. Although expanding the number of hybrid coaches or acquiring CNG RIDE vehicles would reduce long term operating costs, existing maintenance facilities are unable to accommodate these additional vehicles.



exiStinG ride Maintenance facility & adMiniStration buildinG

RTCVillanovaFacility



TRANSIT VISION: DIAL A RIDE SERVICE


MAP 7-1


TRANSIT VISION: RTC RAPID ExPANSION


MAP 7-2



MAP 7-2TRANSIT VISION: RTC RIDE FIxED ROUTE ExPANSION


MAP 7-3


CNG fueling is not allowed at the Villanova site, which is located below the I-580 viaduct, under the current lease agreement with NDOT and FHWA. Because of height limitations under the I-580 viaduct, new replacement buses are too tall to enter the three existing inspection bays and three of the five existing storage buildings*(see below). A Facilities Master Plan is underway to identify the short and long term transit maintenance facility needs. Needed facilities improvements include the following:• Increase storage capacity o Extend bus storage lanes to accommodate one articulated and a 40-foot bus parked end to end o Construct new bus storage garage buildings adjacent to provide required parking spaces o Raise doors in bus storage buildings where feasible to accommodate taller buses• Increase maintenance capacity o Extend chassis wash and body shope bays 20 feet to accommodate articulated buses o Construct two new high-bay maintenance bays where the RTC Administration offices and Board room are currently located to increase capacity and serve taller and longer buses• Increase service capacity o Add second fueling position in service land to accommodate articulated buses o Construct new undercarriage inspection pit building o improve site egress

*Inaddition,theexistingmaintenancefacilityisatcapacity andwouldbeunabletoaccommodatetheadditional vehiclesthatwouldbeneededtoexpandservicehours.

Longer-term needs for facilities required to support CNG fueling of fixed route vehicles or electric vehicles will be determined through the FacilitiesMasterPlan and the results of the electric vehicle demonstration project.

7.4 AVIATION AND RAILRepresentatives from the Reno-Tahoe Airport Authority and Union Pacific Railroad have participated in the freight and logistics roundtables conducted as part of the RTP. This has assisted RTC in identifying key intermodal transfer points. In addition, the Reno-Tahoe Airport Authority is represented on the RTC Technical Advisory Committee, which meets monthly to review all projects that go before the RTC Board of Commissioners. The Reno-Sparks Bicycle Pedestrian Master Plan includes pedestrian crossing improvements at all at-grade railroad crossings in the region. In addition, roadway and other multimodal improvements included in the RTP would improve access to the airport.

CH.8 — FOCUSING ON REGIONAL CONNECTIVITY


Regional connectivity has three primary contexts in this RTP: the larger mega-region that extends from San Francisco to Reno-Sparks, the Northern Nevada and Lake Tahoe Basin area, and the Reno-Sparks metropolitan area. Economic and transportation linkages tie Northern Nevada communities together including Carson City, the Lake Tahoe region, Virginia City, Pyramid Lake, Storey County and other nearby areas. These economic connections continue into California, extending to Sacramento and the San Francisco Bay Area. A strong desire to improve regional connectivity for residents, businesses and visitors was expressed during RTP outreach events. Local residents would like to see more multimodal travel options and freight mobility between these communities and into California.

Northern Nevada is directly impacted by the economic activity surrounding the San Francisco metropolitan region and the Port of Oakland. This relationship is reflected in the concept of Megopolitan Regions, as defined by Arthur Nelson and Robert Lang. Megapolitan Regions share a number of attributes including environmental systems and topography, infrastructure systems, economic linkages, settlement and land use patterns and culture and history. Reno and Sparks are part of the Sierra- Pacific region, which extends from San Francisco to Reno. The Megaregion is connected by the approximately 225 mile long I-80 corridor, which is generally parallel to a Union Pacific mainline railroad. Intercity bus transit is provided between these metropolitan areas by both Greyhound and Megabus. Amtrak provides passenger rail service in the corridor.

This region is important because economic activity in one city has a direct impact on the economy in other cities within the region even though they are hundreds of miles from one another.


8 focuSinG on reGionalconnectiVity


For example, if the number of ships increases in the Port of Oakland there is an immediate increase in traffic. More trucks and trains pass through Reno, where they unload cargo for redirection to all points throughout the intermountain West. This impacts the transportation network and indicates there is a need to coordinate not only with nearby entities, but also with entities such as the Sacramento Area Council of Governments, the Metropolitan Transportation Commission in the San Francisco Bay Area and the Southern California Association of Governments. Association of Governments and The Association of Bay Area Governments. These larger regional issues and their impact on the RTC planning area are being considered in the I-80 Corridor Study.

8.1 CONNECTIVITY IN NORTHERN NEVADAThe transportation networks and economies of Northern Nevada communities are even more closely linked.

The RTC collaborated with the Nevada Department of Trans-portation (NDOT) and the other Northern Nevada Metropoli-tan Planning Organizations (MPO’s) in developing the 2035 RTP. Staff from the Carson Area Metropolitan Planning Orga-nization (CAMPO), Tahoe Regional Planning Agency (TRPA) and the Tahoe Transportation District (TTD) were members of the 2053 RTP Agency Working Group. All of the MPO’s are participants in the Trans-Sierra Coalition and meet periodi-cally to discuss regional issues.

Over 33,000 vehicles enter or leave Washoe County from Carson City each day and about 75,000 vehicles enter or leave Washoe County from I-80 daily.


RTC is a member of the Trans-Sierra Coalition, a partnership among local, regional, and state agencies to address transportation needs in Northern Nevada and the Lake Tahoe region.



Connecting NevadaNDOT launched the Connecting Nevada Plan to provide a comprehensive, statewide, multi-modal planning effort with the goal of improving communication and coordination among partner agencies, geographic areas, and planning efforts. Connecting Nevada, in its final form, will be a comprehensive statewide, multi-modal plan to guide transportation decision making processes during the course of the next 50 years. The plan will include contributions from more than 150 participating agencies and stakeholders representing a cross-section of the community, including local, regional, state, and federal government agencies, economic development entities, utilities, trade associations, private businesses, environmental groups, and other interested parties. Connecting Nevada includes elements of stake-holder and public participation that provide for ongoing collaboration, two-way information exchanges, and thoughtful, substantive deliberation of important topics impacting our state’s transportation system.

Carson CityCarson City, the capital of Nevada, is located about 25 miles south of the Reno-Sparks metropolitan area. Significant commuter, commercial, and recreational traffic occurs between these two regions. The Carson City Regional Transportation Commission (CCRTC) is the governing agency for transportation improvements in the Carson City urbanized area, and operates Jump Around Carson (JAC), the city’s public transit system. JAC began operation in 2005 and features the JAC fixed route system as well as JAC Assist, a demand response program that provides specialized transportation for “ADA paratransit eligible” individuals with disabilities. Fixed route buses run once each hour. The Carson Area Metropolitan Planning Organization (CAMPO) is responsible for transportation planning within the metropolitan planning area, which includes all of Carson City, as well as portions of Douglas and Lyon Counties. CAMPO is the designated recipient and grantee of urbanized area public transportation funding received directly from the Federal Transit Administration (FTA); and other transit-related Federal funding passed through NDOT. Technically, neither RTC nor CAMPO have staff, but Carson City Public Works employees provide the staffing functions for both entities. The RTC of Washoe County partners with CAMPO to provide INTERCITY transit service, a popular route where an additional coach was put in service in 2012 to ease crowding during peak hour service. I-580 was completed in 2012, a freeway linking Reno and Carson City.

Lake Tahoe RegionThe Lake Tahoe Basin and surrounding areas are recognized for their unique beauty, environmental resources, and recreational amenities. Reno is a gateway for visitors travelling to Lake Tahoe, with many entering the region at the Reno-Tahoe International Airport. In addition, Lake Tahoe is a popular recreation destination for residents of the Reno-Sparks metropolitan region. Primary vehicle access is from I-80, Mount Rose Highway, and I-580. An estimated 3 million visitors travel to Lake Tahoe each year. Commuting patterns between the urbanized area and towns such as Truckee, South Lake Tahoe, and Kings Beach are substantial.

In 1969, California and Nevada legislators agreed to a unique Compact for protecting Lake Tahoe and sharing responsibil-ity for that protection. The two states and the U.S. Congress amended the Compact in 1980, with public law 96-551, and at that time also established the Tahoe Transportation District (TTD). The TTD is responsible for facilitating and implementing safe, environmentally positive, multi-modal transportation plans, programs and projects for the Lake Tahoe Basin, including transit operations.

The Tahoe Regional Planning Agency (TRPA) is the federally designated Metropolitan Planning Organization (TMPO) for the Lake Tahoe Basin. Staff at TMRPA work with TTD and the RTC to provide a safe, efficient transportation system that serves the basic transportation needs of citizens in the Tahoe Region and supports the economic base of the region in the movement of goods and people.

The South Lake Tahoe area’s coordinated transit system includes a South Shore fixed-route service called BlueGO, the seasonal Nifty 50 Trolley, seasonal ski shuttles and commuter bus service to Carson City and the Carson Valley. TTD also provides ADA paratransit and on-demand service within the city of South lake tahoe, northern el dorado county and western Douglas County.

in the summer of 2012 ttd began running the east Shore Express from Incline Village to Sand Harbor State Park that ran daily every 20 minutes from 9 am to 6 pm. This service began in response to the restriction of cars parking along State Route 28 to access Sand Harbor’s beaches and facilities. It not only reduced the need for parking on the State Routes, but also reduced traffic congestion, reduced carbon dioxide and made the road safer for bicyclists and pedestrians.



REGIONAL MAP OF TRANSIT SYSTEMS IN CARSON, TAHOE & RENO/SPARKS


MAP 8-1



MAP 8-1

On the north side of the Lake Tahoe, Placer County operates the Tahoe Area Regional Transit (TART). TART’s mainline route transports riders along 30 miles of Lake Tahoe including the communities of Tahoma, Homewood, Tahoe City, Kings Beach and Incline Village. Seasonal bus routes operate in the winter and summer seasons and include service between Truckee, Crystal Bay, the Truckee airport, Northstar and Kings Beach. RTC partners with TTD to contribute to TART service.

Virginia City Nevada’s most famous short rail line is the Virginia & Truckee Railroad which connected Reno with Carson City, Virginia City, and Minden. Operating for 80 years, the V&T was Nevada’s Bonanza Railroad as it hauled valuable Comstock ore to quartz reduction mills located at Silver City and along the Carson River. Today visitors to Virginia City enjoy a ride over nearly three miles of the original line. Plans are in place to extend the service to Carson City. With a population of about 900, Virginia City is a National Historic landmark and popular tourist destination. Virginia City is accessed from Geiger Grade/SR 341 in south Reno.

Pyramid LakePyramid Lake encompasses 125,000 acres and, at 15 miles long and 11 miles wide, it is one of the largest natural lakes in the state and is the biggest remnant of ancient Lake Lahontan. The lake is located entirely within the Pyramid Lake Paiute Tribe reservation boundary. Pyramid Lake is part of the National Scenic Byways Program. Located about 40 miles northeast of Reno, the lake attracted over 150,000 visitors in 2010. Visitors enjoy fishing, camping and water activities during the summer months. Pyramid Lake is home to five different species of fish: Lahontan Cutthroat Trout, Cui-Ui, Tahoe Sucker, Tui Chub, and Sacramento Perch. In 2010 Pyramid Lake Fisheries stocked over 700,000 fingerling Lahontan Cutthroat Trout in the lake.

Storey CountyStorey county is home to the tahoe reno industrial Center (TRIC). TRIC is a 104,000 acre center, located in the community of McCarran, and has the capacity of 80-million-square-feet of industrial space. Some of the companies already at TRIC include Toys R Us, Mars Pet Care, US Ordinance, Tire Rack, Chart Industries, James Hardie, Food bank of northern nevada, Golden Gate Petroleum, Prologis, Pittsburgh Paint, Randa, GDiesel, Duraflex, DIS, McShane, Pet Smart, Wal-Mart and many others. Also located in the area of TRIC are multiple sophisticated power plants: NV Energy, Barrick Mines, and Naniwa (a power plant that provides additional power support during peak hours).

With a county population under 4,000 in 2010, the majority of employees of TRIC commute from Reno and Sparks along the I-80 corridor.

I-80 CorridorThe I-80 Corridor links the Reno-Sparks metropolitan region with San Francisco, Sacramento, and Salt Lake City. RTC is partnering with NDOT on development of the I-80 Corridor Study. This study is using comprehensive and inclusive strategic dialogue with stakeholders in the entire metropolitan region to generate a vision and plan for I-80 that will enhance the future for corridor communities. Specifically the study will conduct a corridor wide economic assessment, develop a task force to identify issues in the study area and develop working groups to address the following topics: • Energy Infrastructure • Freight and Logistics• GiS• Maintenance• Managed Lanes/Tolling• Mobility Operations/ITS• Program delivery• rural Planning• tourism• Safety• Truck Parking• Wildlife crossings

8.2 CONNECTIVITY IN THE URBANIZED AREARegional connections are also needed to tie together the neighborhoods and employment centers in the urbanized area of Reno, Sparks, and Washoe County. Topography and historic development patterns limit direct roadway connections in many areas. While the historic core of the metropolitan region is centered on the axis of Virginia Street and 4th Street/Prater Way, recent decades have seen large concentrations of both jobs and housing emerge in outlying areas such as South Meadows, Spanish Springs, and the Reno-Stead Airport vicinity. These newer neighborhoods and employment districts are generally not connected by a grid network and cross-regional mobility is limited. Key projects that address connectivity needs are described on the following page.


103] 2035 Regional Transportation Plan102] 2035 Regional Transportation PlanCH.8 — FOCUSING ON REGIONAL CONNECTIVITY

SouthEast ConnectorThe SouthEast Connector will be a six-lane arterial roadway with two at-grade signalized intersections. It will originate at the existing intersection of South Meadows Parkway and Veterans Parkway on the south end and will terminate at the existing intersection of Greg Street and Sparks Boulevard on the north end. This north-south roadway will connect the southern part of the Truckee Meadows to the eastern part of the Truckee Meadows and is proposed to reduce traffic congestion on I-80, US 395/I-580, Virginia Street, Southeast McCarran, Double R Boulevard and Longley Lane. The project will also provide a better connection and access to employment centers in Reno and Sparks.

PhotoillustrationofSouthEastConnector

Pyramid-US 395 ConnectorThe Pyramid-US 395 Connector will convert six miles of existing Pyramid Highway from an arterial to a controlled access freeway and add a new six lane access controlled freeway from US 395 to Pyramid Highway. This project will alleviate current and future congestion in Sparks and Spanish Springs, serve future growth areas and provide additional east/west con-nectivity and create better access for getting to and from work.

McCarran Boulevard ImprovementsMcCarran Boulevard is the ring road surrounding the urban core. This proposed package of projects will address capacity and operational issues that cause significant traffic delay today and is expected to worsen over time. These projects were identified in the Southeast McCarran Corridor Study and incorporate NDOT’s pavement rehabilitation program. It includes widening the road from four lanes to six lanes between Mira Loma Drive and Greg Street, pavement rehabilitation, addition of a shared use path, traffic signal upgrades, aesthetics, and sound walls.

RTC RAPID ExtensionPlanned extensions of RTC RAPID to the University of Nevada, Reno campus and to RTC CENTENNIAL PLAZA in Sparks will improve mobility in these densely developed corridors. Both Virginia Street and 4th Street/Prater Way are designated as Transit Oriented Development Corridors by Reno and Sparks, respectively. Because roadway widenings are not compatible with the historic character of these districts, enhanced transit service and improved sidewalks are essential to improving mobility.

RTCRAPIDarticulatedbus

CH.9 — PROMOTING EQUITY AND ENVIRONMENTAL JUSTICE

103] 2035 Regional Transportation PlanCH.9 — PROMOTING EQUITY AND ENVIRONMENTAL JUSTICE

Achieving equity and environmental justice in provision of transportation projects and services is an important goal of the RTP. The RTC strives to serve the transporta-tion needs of all residents in the planning area without discrimination based on age, income, race, language, ethnicity, or ability. RTC complies with the federal policies and requirements listed below:• Title VI of the Civil Rights Act of 1964: No person in the U.S. shall, on the basis of race, color, or national origin, be excluded from participation in, denied benefits of, or subjected to discrimination under any program receiving federal funding. RTC is required to take steps to ensure that no discrimination on the basis of race occurs. Title VI requires reporting about how transit services are implemented and what measures the RTC is taking to provide equal access to public transportation.• Americans with Disabilities Act (ADA) of 1990: Requires that disabled persons have equal access to transportation facilities. This includes wheelchair accessible accommodations in the transit system.• Executive Order on Environmental Justice: Executive Order 12898 requires the identification and assessment of disproportionately high and adverse impacts on minority and low-income populations.

9 ProMotinG eQuity andenVironMental JuStice


9.1 TITLE VI OF THE CIVIL RIGHTS act of 1964Transportation projects and services are implemented in conformance with the RTC Title VI Policy. RTC submits a Title VI Report to the Federal Transit Administration every three years, with the most recent developed in 2011. As identified in the report, the following measures are in place to comply with Title VI requirements: • Minority, low-income, and Limited English Proficiency (LEP) persons are able to provide meaningful input into the planning process through participating in public meetings held in locations near transit routes and where translators and materials are provided in Spanish and english • RTC has a complaint procedure in place to investigate and track Title VI concerns• RTC submits an annual Title VI Certification and Assurance report to the US Department of Transportation

RTC engages low-income, disabled, minority, and Limited English Proficiency (LEP) persons in a meaningful public participation process. The RTC works with senior centers, assisted living facilities and senior organizations within the RTC RIDE service area to reach out to seniors and those with disabilities. The program involves a presentation about RTC RIDE and a field trip allowing the participants to experience riding the bus. The goal of the program is to make the participants more comfortable using public transportation as well as to solicit input from them about RTC services.

In addition to outreach to people with disabilities, RTC also ensures LEP persons understand the transit operations of RTC RIDE and RTC ACCESS by making the following information available in both English and Spanish:• rtc ride bus book• RTC ACCESS Rider’s Guide book• Signs on buses (fare signs, information for RTC RIDE programs, etc.)• Signage at the bus stops stating detour information or temporary route changes• Bus announcements explaining how to exit the bus• New RTC ACCESS voice recording that reminds passengers of upcoming reservations• RTC Passenger Services has Spanish speaking passenger service representatives available to assist passengers

Interior Signage posted on RTC Buses

The RTC is committed to ensuring that no person is excluded from participation in, or denied the benefits of, its services on the basis of race, color or national origin as protected by Title VI of the Civil Rights Act of 1964, as amended. For additional information on the RTC’s obligation regarding non-discrimination, go to rtcwashoe.com under About RTC or please write to: RTC, c/o Director of Administrative Services, 2050 Villanova Drive, Reno, Nevada 89502 or visit rtcwashoe.com

Title VI Policy

rtcwashoe.com 348-RIDE

Reglamento del Título VI

rtcwashoe.com 348-RIDE

El servicio de RTC está comprometido para asegurar que ninguna persona sea excluida de participar o que se le nieguen los beneficios de los servicios que ofrecemos, en base a su raza, color u origen nacional, según las enmiendas del Título VI, del Reglamento de Derechos Civiles de 1964. Para más informes sobre la obligación que tiene RTC en la no-discriminación, favor de revisar el sitio rtcwashoe.com en el sitio About RTC, o puede escribir a: RTC, c/o Director of Administrative Services 2050 Villanova Drive, Reno, Nevada 89502 o visitarnos en rtcwashoe.com

Equal Opportunity in ProcurementRTC procurement activities are conducted in accordance with RTC Board-adopted policies and the RTC Disadvantaged Business Enterprise (DBE) Program. Objectives of the RTC DBE Program are to ensure nondiscrimination, create a level playing field, remove barriers to DBE participation, and assist in the development of DBE firms that can compete successfully in the market place. RTC has a race-neutral DBE goal of 3.5 percent. RTC has also developed a Fostering Small Business Participation Program, which is currently being reviewed by FTA for approval.


RTc TiTle vi policyThe RTC is committed to ensuring that no person is excluded from participation in, or denied the benefits of, its services on the basis of race, color or national origin as protected by Title VI of the Civil Rights Act of 1964, as amended.

No person or group of persons will be discriminated against with regard to fares, routing, scheduling, or quality of transportation service that the RTC furnishes on the basis of race, color, or national origin. Frequency of service, age and quality of RTC vehicles assigned to routes, quality of RTC stations serving Washoe County, and location of routes will not be determined on the basis of race, color or national origin.

The RTC purchasing division maintains a list of qualified Disadvantaged Business Enterprises. Contractors are encouraged to use this list and make a good faith effort to involve DBEs as subcontractors.

Figure9-1



RTC conducts extensive outreach to educate DBEs and small businesses about the procurement process and ways they can participate. RTC has provided information and resources to the Hispanic Chamber of Commerce, Veterans Affairs, and at other community forums. RTC is committed to: providing technical assistance, providing information and communication programs on contracting procedures and specific contracting opportunities, assisting DBEs and small businesses to develop their capability to utilize emerging technology, and unbundling larger contracts when feasible.

The purpose of the RTC Fostering Small Business Participation Program is to provide full and fair opportunities for equal participation by small businesses in federally-funded contracting and procurement opportunities. RTC procure-ment policies comply with all applicable civil rights and equal opportunity laws, to ensure that all individuals — regardless of race, gender, age, disability, and national origin — benefit from federal funding programs.

9.2 AMERICANS WITH DISABILITIES ACT (ADA) OF 1990RTC complies with the ADA through both transit and roadway programs. All new bus stops meet the requirements of the ADA where practical and accommodate the special needs of paratransit service. RTC works with local governments to bring existing bus stops up to ADA standards during roadway maintenance projects and as part of the development review process. This partnership with the local governments also ensures that transit service policies do not limit or discourage use of transit by disabled individuals and allows for coordination to install pedestrian crosswalks at bus stops consistent with traffic conditions and accepted safety design practices.

In addition to the bus stops themselves, the following amenities are also provided at many bus stop locations:Trash cans are placed at all bus stops where there is a potential for a litter problem to develop. Trash receptacles are also placed at the request of adjacent property owners.Passenger benches are provided if possible at all bus stops that have five or more boardings per day. Priority for a bench is given to bus stops that warrant a shelter but are unable to receive one at the current time.

Additional consideration is given to special requests and the following types of stops:• Stops used by a high percentage of elderly or disabled patrons• Stops serving public facilities, i.e., hospitals, libraries and schools• Stops with landing pads

Accessibility Features of RTC Transit Fleet• Wheelchair Ramps/Lifts• Low Floor Buses• Audio Announcements for Timepoints• Exterior Audio Announcement for route names• Interior Stop Announcement Signs• overhand Straps • Yellow Stop Request Door Tapes• Push Activated Rear Door Exits

Passenger shelters are provided if possible at stops with 25 or more boardings per day. Prioritization is generally according to the number of boardings per day at a stop regardless of frequency. Shelters may also be installed as part of a project to combine two stops into one. Special consideration is made for stops used by a high percentage of senior or disabled patrons.

RTC ACCESS Paratransit ServiceRTC ACCESS is the paratransit service that provides door-to-door, prescheduled transportation for people who meet the eligibility criteria of the Americans with Disabilities Act (ADA). RTC ACCESS passengers have disabilities which prevent them from riding rtc ride independently some or all of the time.

The RTC ACCESS service area encompasses approximately 250 square miles. The service area includes all of RTC RIDE’s service area plus additional unincorporated areas of Washoe County, including Cold Springs/Bordertown, Spanish Springs, Verdi and Steamboat. Since July 1, 1992, RTC ACCESS has operated 24 hours a day, 7 days a week, which exceeds compliance with the ADA.


107] 2035 Regional Transportation Plan106] 2035 Regional Transportation PlanCH.9 — PROMOTING EQUITY AND ENVIRONMENTAL JUSTICE

Trips are not prioritized by purpose and may be scheduled one to three days in advance. Passengers requiring fixed-schedule service may request subscription service, which has limited availability.

ADA Transition PlanThe RTC adopted the ADA Transition Plan as part of the Reno-Sparks Bicycle Pedestrian Master Plan 2011. This plan identifies the needs and priorities for the region related to improving the accessibility of sidewalks and crosswalks. The ADA requires that newly constructed or altered facilities be readily accessible to and usable by persons with disabilities. When reconstruction of roadways occurs, upgrades must be provided to bring the roadway into compliance with ADA standards.

People with disabilities need a safe and accessible pedestrian system to conduct their daily activities. The Reno Sparks Americans with Disabilities Act (ADA) Right-of-Way (ROW) Transition Plan provides a roadmap to make pedestrian facilities accessible to persons with disabilities. – ADA Transition Plan

As RTC delivers major roadway improvements, the corridor sidewalks and crosswalks are brought to current ADA standards. An example of this is the recently completed Moana Lane widening, which was designed to reduce traffic congestion and provide bike lanes, accessible side-walks and bus stops. Through a collaborative outreach process, RTC identified the following criteria for prioritizing spot ADA improvements throughout the region:• Bus stops with the highest number of boardings• Senior and medical facilities• Transit Oriented Development Districts

MoanaLanesidewalksandbikelanes



9.3 ExECUTIVE ORDER ON enVironMental JuSticeA 1994 Presidential Executive Order directed every federal agency to identify and address the effects of all programs, policies, and activities on minority populations and low-income populations. Effective transportation decision making depends upon understanding and properly addressing the unique needs of different socioeconomic groups. RTC considers the potential adverse impacts of projects on environmental justice populations. This includes impacts to neighborhood cohesiveness, regional accessibility, neighborhood quality of life, and health impacts. RTC also implements outreach strategies targeted toward minority residents and households with limited English proficiency (LEP). These strategies include outreach in Spanish-language media, multi-lingual meeting and transit notices, and the availability of multi-lingual staff at public meetings. These strategies are important considering the population of Washoe County which includes a 34.5% minority population and 22.5% of the population speaks a language other than English at home.

When the RTC alters transit service, staff ensures that no disproportionately high or adverse impacts on minority and low-income populations occur. When a service change is being considered staff holds open houses to get input from passengers including many people who are part of minority and low income populations. In addition, the RTC holds a formal public hearing for substantial changes to service, defined as changes that affect 25 percent or more of a route’s revenue vehicle miles, and analyzes how these changes will impact all passengers within the RTC service area. RTC transit activities are continually reviewed and results summarized once every three years in a Title VI Report, which is described in Section 9.1.

PassengersonboardRTCINTERCITYusingfreeWi-Fi.

Demographic and Socioeconomic Summary Table 9-1

Washoe county Population and demo-graphics

Population Within ¼ Mile of Roadway Projects

Population Within ¼ Mile of transit routes

Population 2011 estimate

421,407 (100%)

348,620 (100%)

307,410 (100%)

Persons 65 years and over, percent, 2011

53,097 (12.6%)

22,474 (6.4%)

17,029 (5.5%)

Minority population, percent, 2011 (100%-65.5%)

145,385 (34.5%)

63,727 (18.3%)

60,036 (19.5%)

language other than english spoken at home, percent age 5+, 2007-2011

94,817 (22.5%)

26,181 (7.5%)

31,317 (10.2%)

Persons below poverty level, percent, 2007-2011

54,362 (12.9%)

37,706 (10.8%)

38,692 (12.6%)

UnitedStatesCensusBureauhttp://quickfacts.census.gov/qfd/states/32/32031.htmlThe projects and services in this plan provide enhanced mobility to all residents regardless of age, race, language, or income. Several of the projects that focus on pedestrian safety, bicycle accessibility, and quality of life are located in lower income communities, including the multimodal improvements on 4th Street/Prater Way, Oddie Boulevard/Wells Avenue, Mill Street/Terminal Way, Sutro Street, and the Pyramid/McCarran intersection.

Low income and minority populations are generally concen-trated in the urban core of the metropolitan region. Many projects on regional roads in these older urban areas involve bringing them up to current ADA accessibility standards and improving pavement condition. While construction may generate temporary negative impacts, the long term mobility benefits of these projects will be significant. As shown in the table of demographic information, approximately 18 percent of the residents living within ¼ mile of the projects included in the RTP are minorities and 19 percent of the residents living within ¼-mile of transit routes are minorities. Over 40 percent of the minority population in the county are served by these projects and services. Similarly, about 11 percent of the residents near roadway projects and 13 percent of residents near transit routes have incomes below the poverty level. About 70 percent of the low income residents of the county are served by these projects and services. The proportion of seniors served by the projects and services in the RTP is lower than the county average; this is because of the high senior populations in lower density outlying areas such as Cold Springs and southwest Reno, which are not served by transit.



cenSuS tractS WitH HiGHer liMited enGliSH Proficiency PoPulationSMAP 9-1


MAP 9-2


MAP 9-1


cenSuS tractS WitH HiGHer loW incoMe & Minority PoPulationSMAP 9-2


cenSuS tractS WitH HiGHer under 18 and oVer 65 PoPulationSMAP 9-3

CH.10 — IMPROVING FREIGHT AND GOODS MOVEMENT


MAP 9-3

10


There is a growing awareness at the federal, state, metropolitan, and local levels of the importance of freight transportation. In addition, there is a corresponding push to link freight transportation to economic development. As a result, federal transportation agencies, state DOTs, MPOs, and business leaders are recognizing that effective freight movement is important to economic competitiveness and to the overall health and efficiency of the transportation system.1

To encourage this effort, MAP-21 established a policy to improve the condition and performance of the national freight network. The purpose of the policy is to provide a foundation for the United States to compete in the global economy and achieve goals related to economic competitiveness and efficiency, congestion, productivity, safety, security, and resilience of freight movement. This is particularly significant in Northern Nevada, through which a significant amount of national freight movement occurs.

“Northern Nevada’s critical mass and competitive advantage in logistics and operations is evident in the wide range of national-name logistics/distribution companies that have already set up operations in the region. Linked with these activities are a number of assembly-based and light manufacturing operations that have also set up facilities in northern nevada, primarily to serve as a West coast hub and take advantage of the region’s strong distribution and transportation network.” In Unify, Regionalize, Diversify: An Economic Development Agenda for Nevada.

1(TheTransportationPlanningCapacityBuildingProgram|FreightPlanningCapacityBuildingWorkshophttp://www.fhwa.dot.gov/planning/freight_planning/archive/freight-workshop.cfm#intro)

iMProVinG freiGHt andGoodS MoVeMent

113] 2035 Regional Transportation Plan112] 2035 Regional Transportation PlanCH.10 — IMPROVING FREIGHT AND GOODS MOVEMENT

Figure10-1

Figure10-2



Logistics and operations are identified as the economic development focus for Northern Nevada in Unify, Regionalize,Diversify:AnEconomicDevelopmentAgendaforNevada. This plan highlights strategic opportunities in warehousing and distribution, advanced logistics, air cargo, and integrated manufacturing-distribution. The parallel I-80 and freight rail corridors and cargo capacity at Reno-Tahoe International Airport, combined with proximity to the Port of Oakland and major West Coast markets, give the region significant locational and geographic advantages. These strengths make the region attractive for manufacturing and assembly companies that have integrated supply chains or rely on streamlined transportation and distribution infrastructure. Linkages to Northern California agricultural industries also make the region supportive of food processing operations.

The regional transportation network supports industrial land uses that concentrate around I-80, I-580/US 395, and the Reno-Tahoe International Airport and Reno- Stead Airport. the area surrounding the Sparks intermodal transfer terminal south of I-80 is home to the largest cluster of indus-trial and manufacturing companies in the region.

10.1 AIR CARGOReno’s proximity to major West Coast ports provide next day capability for movement of cargo back and forth for import and export as well as domestic spoke and hub services via air, truck or rail. At the same time, Reno has customs facilities and personnel to handle nearly all import and export needs, while Reno-Tahoe International Airport is capable of handling a variety of international and domestic services and flights. Approximately 310,000 pounds of cargo arrives/departs daily through the airport. Currently, Reno-Tahoe International Airport is served by the following cargo carriers: uPS fedex DHL (International Only)

10.2 RAIL Nevada’s geography and historic development patterns have resulted in two primary rail corridors, which generally run east-west across the state, along with a few supplemental branch and excursion lines. The Union Pacific Railroad (UP) operates two east-west corridors; BNSF Railway has trackage rights on nearly three-quarters of the UP railways in Nevada. The northern corridors serve Reno and Sparks, as well as other Northern Nevada communities, and connect with Salt Lake City and Denver to the east and with Sacramento and the San Francisco area to the west. Amtrak operates once a day passenger rail service in each direction across this northern Nevada corridor; I-80 generally parallels the rail lines in this corridor.

A total of 191 million net tons of freight moved across Nevada by rail in 2009, of which 96 percent was through-traffic with origins and destinations outside the state. Three percent of the rail traffic flow originated outside Nevada with an in-state destination, and less than one percent originated in Nevada with a destination outside the state. Most of the freight traffic in Nevada is highway-based. The Federal Highway Administration (FHWA) commissioned a 2002 Freight Analysis Framework Study, which found that truck-based shipments accounted for 55 percent of all shipments from Nevada to other states (14.5 million tons), 49 percent of shipments to Nevada (21.8 million tons) and 88 percent of total shipments within the state (41.6 million tons). By comparison, rail shipments accounted for three percent of the shipments to other states, five percent of the total traffic to Nevada and less than one percent of in state traffic.


Figure10-3

*NevadaStateRailPlanNevadaDepartmentofTransportation


induStrial eMPloyeeS Per acre


MAP 10-1


MAP 10-2


MAP 10-1


induStrial ZoninGMAP 10-2


NevadaRailNetwork

2012 Nevada State Rail PlanThe 2012 Nevada State Rail Plan was developed by the Nevada Department of Transportation (NDOT). The plan reflects Nevada’s leadership with public and private transport providers at the state, regional and local levels, to expand and enhance passenger and freight rail and better integrate rail into the larger transportation system.

The 2012 Nevada State Rail Plan:• Provides a plan for freight and passenger rail

transportation in the state• Prioritizes projects and describes intended

strategies to enhance rail service in the state to benefit the public

• Serves as the basis for federal and state investments in nevada

Goals were developed to provide big picture strategic guidance for developing rail in the state of Nevada including:• Enhance the safe operating efficiency of the state’s rail transportation system• Optimize Nevada’s rail potential to effectively address social, economic, environmental, and energy effects. • Develop an organizational structure and strategies yielding a streamlined process for implementing Nevada’s rail transportation improvements

FreightRailFacilitiesinNevada

Sparks Rail YardThe first UP rail yard in Sparks was built in 1904. From that point, Sparks was an important stop for trains serving Nevada businesses and residents. Today, the Union Pacific yard in Sparks is an integral part of the railroad’s 32,000-mile operation. Playing a major role in the application of distributed power, the Sparks yard has been a focal point for the safe and efficient operation of freight trains over Donner Summit. With nearly 1,200 miles of track and 600 employees in the state, the Sparks yard plays a critical role in the efficient movement of goods in and around Nevada.2

2(http://www.uprr.com/newsinfo/releases/community/2012/train-towns/0926_sparks.shtml)


Figure10-4 Figure10-5

CityofSparks



CityofSparks

10.3 ROADWAYSArea roadways provide a critical link in both national and local goods movement. Regional roads connect manufacturers to intermodal transfer sites as well as the larger freeway network. This area includes local industrial roads, I-580/US 395, and I-80. USA Parkway is a proposed highway connection to the Tahoe Reno Industrial Center.

Industrial roads accommodate significant freight movement through the Reno-Sparks metropolitan planning area and to and from major freight traffic generators, including industrial areas, inter-modal rail and air facilities, and the regional freeway network. The Industrial Road network defines critical connections for freight movement throughout the area and these roadways need to maintain the function of, and capacity for truck movements.

Industrial Roads generally carry heavier loads and at least six percent trucks. The highest percentage of truck traffic occurs in the Sparks industrial area on Deming Way, where 44 percent of vehicles are trucks. Typical truck activity levels by roadway type are summarized in the table below.

Truck Activity by Roadway Type, NDOT 2010 Table 10-1

Functional System (Urban) Percent Trucksinterstate 8.1Freeways/Expressways 4.0Principal Arterials 6.7Minor arterials 5.0Collector 3.6Local 4.5

i-80I-80 is a heavily used goods movement corridor through the western states and supports origins/destinations well beyond just the geographic scope of these four states. Along some sections of I-80 through the four western states, trucks can reach as high as 45 percent of the total volume of traffic on the roadways. States have implemented key strategies to mitigate the impacts of truck traffic on the roadways while still providing a good route for trucks to travel for their commercial needs, even during winter months when truck holds at the Nevada/California state line can be frequent.

3(http://nvrailplan.com/wpcontent/themes/twentyten/pdf/final_nevada_state_rail_plan.pdf

US Parkway I-80 to US 50

USA Parkway would serve the Tahoe Reno Industrial Center (TRIC). TRIC is a 107,000-acre industrial park located in Storey County about seven miles east of Reno. The park has five miles of track with access to BNSF and UP service on the Overland Route. The facility includes transloading and warehousing capabilities. Companies located at the facility include Alcoa, Wal-Mart, and Hardie Building Products. Environmental documentation is starting on a USA Parkway extension southward from TRIC, which will connect I-80 with US 50 benefitting TRIC truck access.3

10.4 OUTREACH & COORDINATIONAs part of outreach for the development of the RTP the RTC hosted two Freight and Logistic Roundtables. During those roundtables there was discussion about the need to improve freight and logistics coordination, look at opportunities for additional truck parking especially in the winter months and also there was a desire to attract more industrial parks to the area to boost job growth and economic development. The roundtable participants supported the continuation of coordination regarding freight transport by continuing the meetings on a semi-annual basis.

10.5 RTP PROJECTS SUPPORTING FREIGHT & GoodS MoVeMentSeveral projects in the RTP focus on improving freight and good movement through Northern Nevada. A summary of these projects are listed below.• Systemwide ITS improvements on I-80 and US 395/I-580• Pyramid Highway/U.S. 395 Connector• Widening U.S. 395 from I-80 to North Virginia Street• Additional lane capacity on I-80


USA Parkway is a partially-constructed roadway beginning at the recently completed interchange on Interstate 80 approximately 10 miles east of Reno in Storey County.

The Nevada Department of Transportation, is proposing an extension of USA Parkway 10.26 miles from the current end of pavement south to U.S. 50 near Silver Springs in Lyon County. The extension will complete the 18-mile-long roadway and provide an additional connection between I-80 to U.S. 50. The new alignment will enhance accessibility and mobility between Lyon and Storey counties, as well as provide transportation infrastructure to support existing and planned land uses and economic development in both counties. The USA Parkway Project is currently in the environmental analysis and preliminary engineering phase.


11 Federal transportation legislation (Moving Ahead for Progress in the 21st Century — MAP-21) requires that the 2035 RTP be based on a financial plan that demonstrates how the program of projects can be paid for and implemented. The program of projects includes all modes of transportation, including transit (both operations and maintenance), street widenings, new streets, operations, maintenance of the street network, and bicycle and pedestrian facilities.

The financial plan must: • Demonstrate how the adopted transportation plan can be implemented/funded• Identify resources from public and private sources that are reasonably expected to be made available to carry out the plan• Recommend any additional financing strategies for needed projects and programs

The financial plan must also be shown in Year-of-Expenditure (YOE) dollars. Converting all costs and revenues to YOE dollars assumes a more accurate depiction of all costs, revenues and deficits with long-range transportation plans.

inVeStinG StrateGically

CH.11 — INVESTING STRATEGICALLY CH.11 — INVESTING STRATEGICALLY


This chapter outlines the revenue projections with a brief discussion on the methods of developing the projections and then further discusses each funding source including federal, state, and local and regional sources. Additional data on the methods for developing the revenue projections are included in the Appendix G. The plan addresses public transportation and street and highway needs.

Revenue ProjectionsThe financial assumptions have been developed in a coordinated effort with the local jurisdictions, state and federal agencies and the other MPO’s in the state. Partners in this effort included:• Federal Highway Administration• Federal Transit Administration• Nevada Department of Transportation• Nevada Department of Motor Vehicles• city of reno• city of Sparks• Washoe county• Carson Area Metropolitan Planning Organization• Tahoe Regional Planning Agency• Regional Transportation Commission of Southern nevada

RTC participated in a series of meetings with these partner agencies to develop consistent future revenue growth factors statewide to be used by all the MPOs in estimating federal and state revenues. Revenue forecast assumptions identified through this process are outlined below:• State revenues for vehicle registration fees, motor carrier fees, driver’s license fees, and petroleum cleanup funds will be flat for five years and then increase by 1 percent during subsequent years• Federal revenues will be flat for five years and then increase by 2.5 percent annually• Each metropolitan region developed forecasts for local tax revenues, based on regional conditions

While funding programs are subject to change over time, the RTC is tasked with using the best available data at the time the long-range plan is developed. In developing the projections, historical growth trends of current revenue sources attributable to the region were considered, as well as current conditions, effects of inflation, and changes in population. Using these indicators as a base, assumptions were made that there will be increases in all revenue sources over the life of the plan and that the program of projects included will not exceed the reasonably foreseeable future revenues, which will meet the fiscally constrained plan requirement. Many projects were not included in the plan due to lack of funding.

The RTP is revisited at least every four years, which will allow for timely adjustment to be addressed as needed.

Funding SourcesCurrent revenue sources include the federal government, state government, and RTC revenues. Table 11-1 shows the types of funding sources available and the allowable use under that source — either roads or transit. The allowable use for the various funding sources is limited by statute, regulation, or state constitutional provisions. As an example, the Nevada Constitution allows local fuel taxes to be spent only on roadway projects, and precludes their use for transit capital and operations. In addition, some federal funds are restricted to capital improvements and may not be used for operations or maintenance.

Funding Sources and Allowance Uses

Table 11-1

types of funds uses

National Highway Performance Program (NHPP)

Roads (primarily)

Surface Transportation Program (STP)

roads and transit

Congestion Mitigation Air Quality (CMAQ)

roads and transit

Transportation Alternatives Program (TAP)

roads and transit

Highway Safety Improvement Program (HSIP)

Roads (primarily)

FTA Section 5307 transit

FTA Section 5339 transit

Gas and Special Fuel Tax roads

Driver’s License, Vehicle Regis-tration and Motor carrier fees

roads

Regional Road Impact Fee (RRIF)

Roads (capacity)

Sales and use tax roads and transitTable11-1:FundingSourcesandAllowableUses

Revenues in 2011 were approximately $195 million. Figure 11-1 shows the funding sources for that revenue. In 2011, 21 percent of revenues were used for transit and 79 percent were used for roadways.

CH.11 — INVESTING STRATEGICALLY


2011 Revenues by Funding Source Figure11-1

Federal FundingFederal funds for transportation are collected nationally and allocated back to the states through a series of formulas and grants under the existing transportation legislation. In July 2012, the latest transportation bill, MAP-21, was enacted by the federal government. Although several funding categories were modified or repealed, funding nationally was maintained at virtually the same levels established in the previous surface transportation program — the Safe, Accountable, Flexible, Efficient Transportation, Equity Act — A Legacy for Users (SAFETEA-LU). At the time this document was prepared, assumptions were made to maintain the same federal level of funding as under SAFETEA-LU.

The primary funding source provided by the federal government is the Highway Trust Fund (HTF) through the programs in MAP-21. The HTF is comprised of the Highway Account (funds highway and intermodal programs) and the Mass Transit Account. Federal motor fuel taxes are the major source of income into the HTF. These taxes have not been increased since 1992 and with fuel consumption declining primarily due to more fuel efficient vehicles, there is concern about maintaining the current revenue streams.

MAP-21 programs generally available to the RTC include: • National Highway Performance Program (NHPP) — funds are to support the condition and performance of the National Highway System (NHS), for the construction of new facilities on the NHS and to ensure that investments of Federal-aid funds in highway construction are directed to support progress toward the achievement of performance targets to be established in the states asset management plan

• Surface Transportation Program (STP) — flexible funding that may be used for projects to preserve or improve conditions and performance on any Federal-aid highway, bridge projects on any public road, facilities for nonmotorized transportation, transit capital projects and public bus terminals and facilities • Congestion Mitigation and Air Quality Improvement Program (CMAQ) — flexible funding for transportation projects and programs to help meet the requirements of the Clean Air Act; to reduce congestion and improve air quality for the region• Highway Safety Improvement Program (HSIP) — funds are to improve highway safety on all public roads through a strategic approach that focuses on performance• Transportation Alternatives (TA) — funds are for a variety of alternative transportation projects such as transportation enhancements activities and safe routes to schools programs• Bus and Bus Facilities Program (FTA Section 5339) — funds are to replace, rehabilitate and purchase buses and related equipment and to construct bus- related facilities• Urbanized Area Formula Grant (FTA Section 5307) — funds are to support public transportation

Generally federal funding programs require a state or local contribution of funds toward the cost of a project which is referred to as matching funds. The typical match for street and highway programs is five percent and for transit programs it is twenty percent.

State FundingState funding sources include gas tax, special fuel (diesel) tax, vehicle registration fees, motor carrier fees, driver’s license fees, and petroleum cleanup funds. With the exception of gas, due to the present economic conditions, funding for registration and other fees is expected to be flat for the next five years and not to increase significantly thereafter.** The majority of state funding is applicable to street and high-way projects. Please reference Appendix G.

** Fuel tax revenue projections take into account the increasing fuel efficiency of cars as new electric and hybrid technologies emerge.



Regional FundingRegional funding sources include fuel tax, general funds from the local agencies, sales and use tax, passenger fares and other revenue such as regional road impact fees paid by private developers, the Truckee River Flood Project, bus advertising and rental income.

In 2008 Washoe County voters approved the indexing of fuel taxes to keep pace with inflation. This allows RTC to implement major capacity projects and the pavement preservation program. In 2002 voters approved a ⅛ cent sales tax that is eligible for both transit and roadway uses, and a 1982 ballot initiative approved the use of ¼ cent sales tax to fund the transit program. A summary of fuel tax rates is shown below in Table 11-2.

Summary of Fuel Tax Rates Table 11-2

Source rate per GallonCounty Optional Plus Inflation Index

21.98₵

county Mandatory 9.25₵federal 18.4₵State 18.45₵

Revenue bonds have been used to advance and fund the cost of constructing and maintaining certain street and highway projects in the region. The bonds are pledged by the local indexed gas tax. Although bond funding is not a revenue source since it must be repaid, it allows the RTC to expedite projects in the planning period. Accelerating construction can greatly reduce the total cost of projects. Allowances have been made for debt service payment and legally required reserves.

Figure11-2:RTCMotorVehicleFuelTaxRevenue,1992-2011

*RTC-5fueltaxindexingwentintoeffectinApril2010



Figure11-3:RTCSalesTaxRevenue,1991-2011

Total FundingA complete description of the methods for determining the future funding for each source is included in the Appendix G. Table 11-3 outlines the revenue projections by time frame and it identifies whether the funding is eligible for street and high-way projects or public transportation. This table indicates anticipated revenues in year of expenditure (YOE) dollars. No new funding sources were considered for the timeframe covered by this document.

Revenue Projections Table 11-3

Fund Source 2013-2017 2018-2022 2023-2035 total

Street and Highway Funding

federal $244,623,000 $238,002,000 $846,251,000 $1,328,875,000

State $145,366,000 $315,865,000 $1,062,980,000 $1,524,212,000

regional $271,912,000 $452,955,000 $2,128,121,000 $2,852,988,000

bonds $180,340,000 $180,340,000

other revenues $16,358,000 $159,171,000 $175,529,000

total $858,599,000 $1,006,822,000 $4,196,523,000 $6,061,944,000

Public Transportation Funding

federal $68,728,000 $78,168,000 $277,937,000 $424,833,000

State

regional $107,426,000 $119,911,000 $542,810,000 $770,147,000

fares & other revenues

$39,767,000 $45,769,000 $166,748,000 $252,284,000

total $215,921,000 $243,848,000 $987,495,000 $1,447,264,000



Plan Investment NeedsThe RTP contains the community’s vision for the transportation system. The projects, programs and activities identified in the RTP are necessary to make the long range vision a reality. The needs assessment includes all jurisdictions (local, regional and state) and includes all activities, projects and programs. A discussion of unfunded needs is also included.

The transportation needs for this plan have been divided into two major categories — public transportation and street and highway. The projects/programs are identified in Appendix A. Needs were placed into the following planning horizons and are shown in year of expenditures dollars:• 2013-2017• 2018-2022• 2023-2035

Public TransportationA vision for the future of transit in the Truckee Meadows was developed through the RTP community outreach process, as described in Chapter 7. Strong public support was expressed for expanding the transit service area and increasing frequency on existing routes. However, with the sharp reduction of sales tax revenues between 2007 and 2010 due to the national economic recession and the uncertainty of future federal and state funding for the public transportation system, the outlook for any expansion of the system is bleak. RTC currently has transit operating funding similar to 2007 levels; however, operating costs have continued to increase. This has resulted in delivery of transit service levels comparable to those offered in the 1990s.

Figure11-4



RTC will struggle to maintain the existing level of transit service under current funding levels as traffic congestion increases. RIDE loses about one percent of its operating speed each year due to rising traffic congestion and slower travel speeds. By 2035, it is anticipated that about 16 percent more service hours will be needed to operate the same routes and frequencies in service today. These additional service hours would cost an estimated $4 million per year to operate. The vision for regional transit would add $21 million in annual operating costs to the RTC fixed route system. This includes the following types of service in 2012 dollars shown in Table 11-4.

transit Vision unfunded needs Annual Cost in 2012 Dollar Table 11-4

Restore Service Cut During Recession $2.4 million

New Fixed Route Services $8.1 million

Dial-a-Ride $2.7 million

rtc raPid extension $5.5 million

Inter-Regional Services $2.4 million

Total Annual Unfunded Operating Costs $21.1 million

Maintenance Facility $120 million

Southern Transfer Facility $30 million

Park and ride lots $5 million

Total Unfunded Facility Needs $155 million In addition, RTC faces rising costs to provide paratransit service. RTC is federally required to provide paratransit service to eligible customers within one-quarter mile of fixed routes. The average RTC ACCESS trip costs about $25 to provide, compared with about $2.50 for the average RIDE trip. Demographic projections about the aging of the population for the Reno-Sparks metropolitan area are consistent with national trends. The number of residents within the existing ADA Zone that are age 75 or above is expected to increase by 149 percent by 2035. The projected RTC ACCESS customer base in the ADA Zone is projected to grow by 49 percent, a rate more than double that of the population as a whole. Based on the increased demand for RTC ACCESS trips within the ADA Zone, the cost to provide this service is expected to increase over $1 million per year by 2035. The expansion of the RIDE service area included in the regional vision for transit would also expand the ADA Zone, bringing an additional $2.9 million in RTC ACCESS operating costs per year by 2035. Figure 11-5 shows the change in population for persons age 75 or over within the existing ADA area.

Figure11-5



RTC continues to streamline its operations. Further operational efficiencies are expected to come from the RTC alternative fuels program. Fuel costs are a significant portion of operating expenses, with bio-diesel costing about $3.50 per gallon and compressed natural gas (CNG) costing about 70 cents per gallon equivalent. The RTC ACCESS fleet uses CNG and the RTC RIDE fleet uses a combination of bio-diesel and hybrid electric fueled vehicles. RTC has initiated a pilot project to operate four fully electric buses. These vehicles are expected to be put into service by the end of 2013 and save an estimated $200,000 in fuel costs per year.

The existing RTC bus maintenance facility is located under the US 395 viaduct and therefore limited in building height and restricted against storing CNG. Because hybrid buses are taller than the standard vehicle height in the early 1980s when the Villanova maintenance facility was designed, site modifications will be required before additional articulated RTC RAPID vehicles can be stored and maintained. The CNG fueling and maintenance center at 600 Sutro Street that houses RTC ACCESS vans is not currently equipped to handle RTC RIDE vehicles. A new or expanded maintenance facility would be required to transition a portion of the RTC RIDE fleet to CNG. A Facilities Master Plan is currently underway to identify the long term program of capital improvements for the transit system. The plan has already identified short-term modifications to the Villanova facility that would accommodate additional hybrid articulated vehicles, as described in Chapter 7.

For the purposes of this fiscally constrained plan, the transit system is assumed to remain at existing service levels and includes implementation of the short-term modifications to the Villanova maintenance facility. The public transportation needs are summarized in Table 11-5 with costs shown in year of expenditure dollars.*

Public Transportation Needs by Activity Table 11-5

2013-2017 2018-2022 2023-2035 Total

Operations $171,741,000 $201,358,000 $751,243,000 $1,124,342,000Vehicles $13,271,000 $37,080,000 $97,954,000 $148,306,000Facilities $15,210,000 $21,054,000 $138,354,000 $174,618,000total $200,221,000 $259,492,000 $987,551,000 $1,447,264,000

Street and HighwayThe street and highway program includes maintenance, system efficiency, livability, and congestion relief projects. Maintenance includes the treatments used strategically to keep roads in good condition, extend the useful life of pavement, and minimize the life cycle costs of regional roads. Preservation includes preventive maintenance, rehabilitation, and reconstruction of pavements and bridges, as described in Chapter 6. This plan includes annual funding for preventive maintenance on regional roads.

System efficiency projects include traffic signal coordination, communications technology, and other Intelligent Transportation Systems (ITS) technologies that improve traffic flow without adding new travel lanes. These are projects that contribute to the efficient operation of the transportation system as a whole. The plan includes annual funding for traffic operations improvements.

Livability projects include ADA accessibility improvements, pedestrian/bicycle facility improvements, and roadway reconstruction projects that focus on economic development and quality of life rather than auto capacity. Examples of livability projects include the multimodal improvements on 4th Street/Prater Way and Oddie Boulevard/Wells Avenue. The plan includes annual funding for spot improvements throughout the region that further implementation of the ADA Transition Plan and Reno-Sparks Bicycle Pedestrian Master Plan. Sidewalk projects that improve ADA accessibility to RTC RIDE bus stops have the potential to allow some RTC ACCESS customers to use fixed route service instead of paratransit.

*Otherunfundedtransitfacilityneedsincludeasoutherntransferfacilityandpark-and-ridelots.ThetransferfacilitywouldbelocatedonSouthVirginiaStreetandwouldaccommodateexpansionofRTCRAPIDandRTCRIDEinthesouthernportionoftheTruckeeMeadows.


127] 2035 Regional Transportation Plan126] 2035 Regional Transportation PlanCH.11 — INVESTING STRATEGICALLY

Congestion relief projects typically include the addition of new lanes for general purpose traffic, specific improvements to facilitate goods movement, and other improvements to increase the efficiency of existing road segments and intersections. Congestion relief needs are identified through the regional travel demand model. Estimating the cost of these projects utilized two techniques. For those projects with completed preliminary design studies, costs were based upon the estimates from the studies. This more detailed data was generally available for projects in the first ten years of the plan. For the majority of the improvements in years 2023-2035, unit costs by facility type, including intersection and signalization improvements, were developed based upon recent cost experience on projects designed and constructed by the RTC, NDOT, and others. These unit costs were then applied to the proposed improvements identified for existing congested or new segments.

The street and highway needs are summarized in Table 11-6 with costs shown in year of expenditure dollars.

Street and Highway Needs by Activity Table 11-6 2013-2017 2018-2022 2023-2035 Total

Maintenance $101,200,000 $123,000,000 $455,300,000 $679,500,000System Efficiency $14,100,000 $17,100,000 $21,500,000 $52,700,000livability $147,900,000 $45,900,000 $260,200,000 $454,000,000Congestion Relief $584,000,000 $805,700,000 $3,483,300,000 $4,873,000,000total $847,200,000 $991,700,000 $4,220,300,000 $6,059,200,000

The program of projects in this RTP does not bring all regional roads up to level of service standards. Significant traffic congestion is expected to occur on corridors such as US 395 from North Virginia Street to Stead Boulevard and on I-580 south of Moana Lane. The capacity projects included in the plan reflect the prioritization of the most severely congested corridors and the bottleneck locations that have wide-ranging impacts on the regional network. The unfunded needs listing includes projects for which no funding is available. These are projects that would be included in the RTP if additional funding resources were available. Including this listing of projects provides an opportunity to identify additional projects for future consideration in the event additional funding becomes available. The total unfunded needs is estimated at $3 billion (See Appendix A).

An additional issue is maintenance of local roads. While RTC performs preventive maintenance on regional roads; Washoe County, the City of Reno, and City of Sparks own and perform routine maintenance on local roads. This includes day-to-day activities such as patching, pothole repair, crack sealing, striping, signing, sweeping, snow plowing, maintenance of drainage features, and landscape maintenance. Local governments have a significant backlog in reconstruction needs for the residential network. Currently data shows 12% of non-regional/residential pavements are in poor condition. For the region to meet its goal of having no more than 2% of its pavements in poor condition by 2020, it is anticipated additional resources will need to be directed to the non-regional/residential network, while maintaining the existing resources on the regional system.

The combination of reduced funding and a growing pavement inventory have hindered the ability of area maintenance programs to provide the services expected by the public and to maintain regulatory compliance. Furthermore, the landscaping and other amenities sought for safety and livability benefits require additional routine maintenance. Deep staff reductions occurred at all government agencies in the region during the national economic downturn, presenting challenges in meeting growing maintenance needs on local roads.


127] 2035 Regional Transportation PlanCH.11 — INVESTING STRATEGICALLY

Financial SummaryAs revenues from the majority of funding sources are not keeping up with growing needs for the projects within the region, the RTC faces a difficult challenge in setting priorities for future spending. Looking at the revenues and needs for the RTP as a simple budget, once the funds for operating and maintaining the existing system are subtracted from the revenues, the remainder can be applied to new or expanded services. These could be new transit services, new roads, widened roads, bicycle facilities — in short all modes considered under the RTP.

RTC will continue to partner with local agencies and residents to implement transportation investments that improve the quality of life in the Truckee Meadows.


12 MAP-21, a funding and authorization bill to govern U.S. federal surface transportation spending, creates a data-driven, performance-based multimodal program to address the many challenges facing the U.S. transportation system. Performance management will lead to more efficient investment of transportation funds by focusing on national transportation goals, increasing accountability and transparency, and improving decision making. This chapter describes the performance measures and targets to be used in assessing system performance. RTC will develop annual reports to track progress toward achieving these targets and will continue to gather additional community input into the transportation planning process.

The U.S. Secretary of Transportation, in consultation with States and MPOs, will establish national performance measures for several areas: pavement conditions and performance for the Interstate and National Highway System, bridge conditions, injuries and fatalities, traffic congestion, on-road mobile source emissions, and freight movement on the Interstate System.

MonitorinG iMPleMentationand PerforMance

CH.12 — MONITORING IMPLEMENTATION AND PERFORMANCE CH.12 — MONITORING IMPLEMENTATION AND PERFORMANCE


MAP-21 provides an 18 months period for the U.S. Department of Transportation, in consultation with State dots, MPos, and other stakeholders, to develop rulemaking that establishes performance measures. States, in coordination with MPOs, will then set performance targets in support of those measures, and state and metropolitan plans will describe how program and project selection will help achieve the targets. While USDOT rulemaking may not occur for another year, RTC has collaborated with the FHWA Nevada Division Office, the Nevada Department of Transportation, and other stakeholder jurisdictions and agencies to develop preliminary performance measures. These performance measures and targets will be updated upon release of national and state performance measures. The national performance goals for federal highway pro-grams established in MAP-21 include the following:• Safety — To achieve a significant reduction in traffic fatalities and serious injuries on all public roads.• Infrastructure condition — To maintain the highway infrastructure asset system in a state of good repair.• Congestion reduction — To achieve a significant reduction in congestion on the NHS.• System reliability — To improve the efficiency of the surface transportation system.• Freight movement and economic vitality — to improve the national freight network, strengthen the ability of rural communities to access national and international trade markets, and support regional economic development.• environmental sustainability — To enhance the performance of the transportation system while protecting and enhancing the natural environment.• Reduced project delivery delays — To reduce project costs, promote jobs and the economy, and expedite the movement of people and goods by accelerating project completion through eliminating delays in the project development and delivery process, including reducing regulatory burdens and improving agencies’ work practices.

National transit goals and performance measures will be developed by the Federal Transit Administration. These will include state of good repair (SGR) standards for measuring the condition of transit capital assets:• Equipment• Rolling stock• Infrastructure• Facilities

MAP-21 provides a framework for linking goals and perfor-mance targets with project selection and implementation. Performance plans will track the progress toward achiev-ing these targets and will be used to facilitate a community dialog about the track record of the RTC’s transportation program. RTC will develop the following performance plans:• Metropolitan Transportation Plan, to be updated every four years, which will include a discussion of: o Anticipated effects of the improvement program toward achieving the performance targets, o How investment priorities are linked to performance targets• Annual Metropolitan System Performance Report, which will include: o Evaluation of the condition and performance of the transportation system o Progress achieved in meeting performance targets o Evaluation of how transportation investments have improved conditions• Annual Transit Performance Report, which will document progress toward meeting performance targets• transit asset Management Plan• Public Transportation Safety Plan

Maintenanceonroadway

CH.12 — MONITORING IMPLEMENTATION AND PERFORMANCE


The performance measures build upon existing and planned data collection efforts. Both transit and roadway perfor-mance measures are included in the table. Additional description of the performance measures is below.

Safety performance measures• Preventable transit accidents per 100,000 miles of service — RTC tracks the number of preventable crashes that RIDE and ACCESS vehicles experience. While travelling on a bus is generally much safer than riding in other types of vehicles, RTC continuously strives to increase safety of transit travel. This data is currently reported to the RTC Board on a monthly basis.• Number of crashes and number of crashes per vehicle miles travelled (VMT) — This performance measure addresses private vehicles and utilizes data provided by NDOT. The reduction target of 20 percent by 2020 is consistent with the crash reduction goals in the Strategic Highway Safety Plan (SHSP). RTC will report the number of vehicle crashes involving pedestrians and bicyclists as well.• Number of serious injuries per VMT — Serious injuries resulting from automobile crashes are also tracked by NDOT. The 20 percent reduction goal is consistent with the SHSP.• Number of fatalities and fatalities per VMP — ndot tracks the number of fatal crashes as well, and RTC will report this for crashes involving automobiles, pedestrians, and cyclists. The goal of zero fatalities is consistent with the SHSP.• Miles of bicycle lanes added and percent of the Bicycle Pedestrian Master Plan completed — Because providing designated space for bicyclists is an important element of multimodal safety, this performance measure tracks implementation of the master plan. RTC tracks the number of bicycle lane miles added each year and will identify the percentage of projects in the plan that have been completed. Implementing between 3 and 7 percent of the plan each year will keep the region on track to complete implementation of the master plan by 2035.• Miles of sidewalk added or enhanced and percent of the ADA Transition Plan completed — As described previously, making sidewalks more accessible will promote pedestrian safety. RTC will track the implementation of projects in the transition plan.

Infrastructure Conditions/Transit State of Good Repair Performance Measures• Pavement condition index for all roads — rtc has an established management system to monitor pavement condition and determine resource allocation, as described in Chapter 6. An average condition index rating of 70 will be maintained, and no more than 5% of all pavements will have a condition index rating of less than 50 by the year 2020.• Preventive maintenance of transit rolling stock and facilities — the Short Range Transit Plan identifies an inspection and maintenance schedule for transit capital resources. This performance measure tracks the timeliness of implementation of inspections and corrective actions.• Maintain industry standard vehicle life cycle — RTC will maintain vehicles in good repair to the expected life cycle for transit rolling stock. The industry standard will vary by type of vehicle.

Congestion Reduction• Transit passengers per service hour — Transit operating efficiency is a priority of the RTC. An RTC RIDE system-wide average of 30 passengers per service hour is the performance target. RTC currently tracks this data and provides regular reports to the RTC Board.• Change in traffic congestion delay — the travel demand model is used to forecast the average amount of delay caused to motorists by traffic congestion. This performance measure identifies an increase in minutes of daily delay increasing by no more than five minutes per person by 2035.• Vehicle miles travelled per person — This performance measure uses the regional travel demand model to estimate the number of VMT per person. The performance target is that VMT will grow minimally from 26 to 27 VMT per person by 2035.

CH.12 — MONITORING IMPLEMENTATION AND PERFORMANCE CH.12 — MONITORING IMPLEMENTATION AND PERFORMANCE


System Reliability• Transit system on-time performance — the goal of the RTC RIDE system is to have 90 percent of all transit stops occur on schedule. This data is currently collected and reported to the RTC Board.

Freight Movement & Economic Vitality• I-80 and Greg Street level of service(LOS) — I-80 and GregStreet are significant freight corridors that go through the urban core, therefore the level of service on these roadways is used to measure freight mobility. The performance measure of a peak period LOD D will be used and tracked through the regional travel demand model.

Environmental Sustainability• auto emissions — RTC, in partnership with the Washoe County Health District Air Quality Management Division, monitors the emissions generated by on-road mobile sources. The performance target is that auto emissions remain under the emissions budget established in the State Implementation Program.• Transit fleet mix — The long-term performance target is the transition to cost-effective alternative fuels such as electric or compressed natural gas (CNG). This will require development of an alternative fuel maintenance facility.• Alternative mode share by corridor — This is a new data analysis element for RTC. Beginning in 2013, the agency will initiate a systematic program to document bicycle and pedestrian activity in key transit oriented development (TOD) corridors. Combined with vehicle counts and transit ridership data, this will allow the comparison of mode share changes over time. The target for the Virginia Street and 4th Street/Prater Way TOD corridors is 30 percent by 2035.• Alternative mode share in the transit service area — This is another new data analysis element for RTC, which will require use of regional data about pedestrian and bicycle activity as well as analysis of transit ridership and VMT within the transit service area. The performance target is 10 percent alternative mode use by 2035.



The table below identifies the national transportation goals that have been identified, how these link to the RTP goals and applicable performance measures. The zero fatalities goal and crash reduction goals are consistent with the Nevada Strategic Highway Safety Plan.

National Goal RTp goal Annual Transit Performance Measures Performance Target Table 12-1

Safety improve Safety • Preventable transit accidents per 100,000 miles of service• Number of crashes (vehicle, bike, pedestrian)/Number of crashes per Vehicle Miles Travelled (VMT)• Number of serious injuries per VMT• Number of fatalities (vehicle, bike, pedestrian)/Number of fatalities per VMt• Miles of bicycle lanes added & percent of Bicycle Pedestrian Master Plan completed• Miles of sidewalks added or enhanced & percent of ADA Transition Plan completed

• 0

• Reduce by 20% by 2020

• Reduce by 20% by 2020• 0

• 3-7% of plan implemented per year

• 3-7% of plan implemented per year

Infrastructure Condition/Transit State of Good repair

Manage Existing Systems Efficiently

• Pavement Condition Index for regional roads• Preventive maintenance of transit rolling stock and facilities• Maintain industry standard vehicle life cycle

• 70 (ongoing)

• 100% of transit preventive maintenance performed on time• Varies by vehicle type

Congestion Reduction

• Manage Existing Systems Efficiently• integrate all types of Transportation

• Transit passengers per service hour

• Traffic congestion delay

• Vehicle Miles Travelled per person

• 30 (ongoing)

• 25 min of traffic delay per person per day in 2035 • 27 VMT per person (ongoing)

System reliability Manage Existing Systems Efficiently

• Transit on-time performance • 90% transit on-time performance

freight Movement & Economic Vitality

• integrate land use & Economic Development• improve freight & Goods Movement• Focus on Regional Connectivity

• I-80 level of service• I-80 hours of delay

• loS d

environmental Sustainability

• Promote Healthy Communities & Sustainability• integrate land use & Economic development• integrate all types of Transportation

• auto emissions

• Transit fleet mix — alternative fueling technologies• Alternative mode share by corridor• Alternative mode share in the transit service area

• Maintain emissions under air quality budget• 100% electric or CNG fleet by 2035

• 30% on Virginia Street; 30% on E. 4thStreet/Prater Way• 10% by 2035



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