02-23-2021 GI Area Metropolitan Planning Organization Regular Meeting PacketGIAMPO - Policy Board
Tuesday, February 23, 2021
4:00 pm @ City Hall- Community Meeting Room
100 E 1st Street, Grand Island, NE 68801
AGENDA
1.Call to Order
This is a public meeting subject to the open meetings laws of the State of Nebraska.
The requirements for an open meeting are posted on the wall in this room and anyone
that wants to find out what those are is welcome to read through them.
2.Roll Call & Introductions
3.Zoom Call Information
4.Approval of Minutes from the November 24, 2020 Policy Board Meeting
5.Election of Vice-Chair
6.Approval of 2045 Long Range Transportation Plan
7.MPO Financial Update
8.Next Meeting
9.Adjournment
Special Accommodations: Please notify the City of Grand Island at 308-385-5455 if you require special
accommodations to attend this meeting (i.e., interpreter services, large print, reader, hearing assistance).
Grand Island Regular Session - 2/23/2021 Page 1 / 372
GIAMPO – Policy Board
Tuesday, February 23, 2021
Regular Session
Item -1
Zoom Call Information
In order to provide flexibility to assist in meeting the emergency conditions and subsequent impacts
brought on from COVID-19, all governing bodies may meet by videoconference or by telephone
conferencing. This meeting will be held both in person, as well as via Zoom. Directions for joining via
Zoom are on the next page.
Staff Contact: Andres Gomez, MPO Program Manager
Grand Island Regular Session - 2/23/2021 Page 2 / 372
2021/2/23 GIAMPO Policy Board Meeting Zoom Call-in Information-
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Grand Island Regular Session - 2/23/2021 Page 3 / 372
GIAMPO – Policy Board
Tuesday, February 23, 2021
Regular Session
Item C1
Approval of Minutes from the November 24, 2020 Policy Board
Meeting
Staff Contact: Mayor Roger Steele
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GRAND ISLAND AREA METROPOLITAN PLANNING ORGANIZATION (GIAMPO)
MINUTES OF POLICY BOARD MEETING
Tuesday, November 24, 2020 at 4:00 pm
Grand Island City Hall – Community Meeting Room
100 E 1st Street, Grand Island, NE 68801
VOTING MEMBERS ATTENDANCE:
Roger Steele, Mayor, City of Grand Island Present
Mitch Nickerson, City of Grand Island, Council Member Present
Julie Hehnke, City of Grand Island, Council Member Present
Clay Schutz, City of Grand Island, Council Member Absent
Wes Wahlgren (Kyle Schneweis designee) NDOT District 4 Engineer Present
Gary Quandt, Hall County Commissioner Present
Ron Peterson, Hall County Commissioner Absent
Pat O’Neill, Hall County Planning Commission Chairman Present
NON-VOTING MEMBERS ATTENDANCE:
Jerry Janulewicz, City of Grand Island City Administrator Absent
Keith Kurz, City of Grand Island Assistant Public Works Director Absent
VACANT, City of Grand Island, Assistant City Administrator Absent
Andres Gomez, City of Grand Island MPO Program Manager Present
Catrina DeLosh, City of Grand Island Public Works Admin Assistant Present
Patrick Brown, City of Grand Island Finance Director Present
Brian Schultz, City of Grand Island Asst. Finance Director Absent
Stacy Nonhof, City of Grand Island Interim Attorney Absent
John Collins, City of Grand Island Public Works Director Present
Tim Golka, City of Grand Island Project Manager Absent
Chad Nabity, Regional Planning Director Absent
Charlene Falmlen, Transit Program Manager Absent
Joseph Werning, Administrator, FHWA NE Division Absent
Mokhtee Ahmad, Administrator, FTA Region VII Absent
Wes Wahlgren, NDOT District 4 Engineer Present
Justin Luther, Transportation Planner, Realty, Civil Rights FHWA Absent
Logan Daniels, FTA Transportation Program Specialist Absent
Mark Bechtel, FTA Community Planner Absent
Daniel Nguyen, FTA Community Planner Absent
Mark Fischer, NDOT Assistant Planning Engineer Absent
Call to Order
Mayor Steele called the meeting to order at 4:00 pm. The Nebraska Open Meetings Act was
acknowledged.
Roll Call
Roll call was taken, followed by introductions.
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2 | Page 2020/11/24 Policy Board Meeting Minutes
Approval of Minutes from the August 25, 2020 Policy Board Meeting
Motion by Quandt to approve the minutes from the August 25, 2020 meeting, seconded by
Wahlgren. Upon roll call vote, all voted in favor. Motion adopted.
Approval of Final Draft TIP Amendment No. 1 to FY 2021-2025 TIP
Gomez informed the Board that proposed Amendment No. 1 includes changes to one (1) Transit
and seven (7) roadway projects. The Transit project change includes using CARES Act funding in
addition to state and local funds to plan and purchase the transit facility in FY2021. The roadway
project changes are a combination of updates to expenditures both in FY and dollars.
Motion by O’Neill to approve the Final Draft TIP Amendment No. 1 to FY 2021-2025 TIP, seconded
by Nickerson. Upon roll call vote, all voted in favor. Motion adopted.
Approval of MPO Targets for Safety Performance Measures
Gomez notified the Board that the Technical Advisory Committee recommends supporting the
Nebraska Department of Transportation (NDOT) 2020 safety performance targets as the most
prudent and feasible alternative. With supporting the statewide 2021 targets, GIAMPO is
agreeing to plan and program projects in a manner that contributes towards the accomplishment
of the NDOT safety targets. These targets will ultimately be integrated into the GIAMPO Long
Range Transportation Plan and Transportation Improvement Program.
Motion by Wahlgren to approve MPO Targets for Safety Performance Measures, seconded by
Hehnke. Upon roll call vote, all voted in favor. Motion adopted.
Approval of MPO Targets for Pavement and Bridge Condition Performance Measures
Gomez notified the Board that the Technical Advisory Committee recommends supporting the
NDOT NHS Pavement and Bridge Condition performance targets as the most prudent alternative.
With supporting the statewide targets, GIAMPO is agreeing to plan and program projects in a
manner that contributes towards the accomplishments of the NDOT NHS Pavement and Bridge
Condition performance targets. These targets will ultimately be integrated into the GIAMPO Long
Range Transportation Plan and Transportation Improvement Program.
Motion by Quandt to approve MPO Targets for Pavement and Bridge Condition Performance
Measures, second by O’Neill. Upon roll call, all voted in favor. Motion adopted.
Approval of MPO Targets for NHS Travel Time Reliability and Freight Reliability Performance
Measures
Gomez notified the Board that the Technical Advisory Committee recommends supporting the
NDOT NHS Travel Time Reliability and Freight Reliability performance targets as the most prudent
alternative. In supporting the statewide targets, GIMAPO is agreeing to plan and program
projects in a manner that contributes towards the accomplishment of the NDOT NHS Travel Time
Reliability and Freight Reliability performance targets. These targets will ultimately be integrated
into the GIAMPO Long Range Transportation Plan and Transportation Improvement Program.
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3 | Page 2020/11/24 Policy Board Meeting Minutes
Motion by Nickerson to approve MPO Targets for NHS Travel Time Reliability and Freight
Reliability Performance Measures, seconded by Hehnke. Upon roll call, all voted in favor. Motion
adopted.
Long Range Transportation Plan Project Priorities
Gomez gave information from the 2045 Long Range Transportation Plan (LRTP) public input that
was gathered during the September 14 through September 20, 2020 online public meeting.
MPO Financial Update
Gomez provided an update for State Fiscal Year 2021; First Quarter, which is from July 1, 2020 to
September 30, 2020.
Next Meeting Date
The next meeting of the Policy Board will be on February 23, 2021 at 4:00 pm at City Hall.
Adjournment
There being no further business, Mayor Steele adjourned the meeting at 4:37 pm.
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GIAMPO – Policy Board
Tuesday, February 23, 2021
Regular Session
Item E1
Election of Vice-Chair
Staff Contact: Mayor Roger Steele
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Policy Board Agenda Report
Agenda Item: Election of Vice-Chairperson | 1
Policy Board Agenda Report Agenda Item No. E1
February 23, 2021
ISSUE
VOTE: Election of Vice-Chairperson
BACKGROUND
The Chairperson, Vice-Chairperson, and Secretary serves as the officers of the
Policy Board for the Grand Island Area Metropolitan Planning Organization
(GIAMPO). Article IV of the Policy Board bylaws specifies that the Vice-Chairperson
shall be elected from the voting membership of the Policy Board annually for a term
of one (1) year at the first regular meeting of each calendar year. The first regular
meeting for calendar year 2021 is scheduled on February 23, 2021.
For calendar year 2020, Mitch Nickerson, City of Grand Island City Council, served
as Vice-Chair.
POLICY CONSIDERATIONS/DISCUSSION
None.
BUDGET CONSIDERATIONS
None.
COMMITTEE ACTION
None.
RECOMMENDATION
Nominate and elect Vice-Chairperson
STAFF CONTACT
Andres Gomez
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GIAMPO – Policy Board
Tuesday, February 23, 2021
Regular Session
Item E2
Approval of 2045 Long Range Transportation Plan
Staff Contact: Andres Gomez, MPO Program Manager
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Policy Board Agenda Report
Agenda Item: 2045 LRTP | 1
Policy Board Agenda Report Agenda Item No. E2
February 23rd, 2021
ISSUE
VOTE: 2045 Long Range Transportation Plan
BACKGROUND
The Grand Island Area Metropolitan Planning Organization (GIAMPO) staff has prepared the
2045 Long Range Transportation Plan (LRTP) for public review and comment. GIAMPO is
required to update the LRTP every five years, per Federal requirement. The 2045 LRTP lays
out a 25-year roadmap for the region’s future transportation system that details the condition,
issues, and opportunities of the existing system, while outlining a realistic plan for future
improvements based on historical and projected funding trends.
The 2045 LRTP document was developed to be in compliance with regulations contained in
the FAST ACT which includes the use of a performance-based approach to decision making
in support of the national goals described in 23 U.S.C. 150(b) and the general purposes
described in 49 U.S.C. 5301. In addition, the 2045 LRTP integrates the goals, objectives,
performance measures, and targets into the planning processes.
Multiple community engagement opportunities were held throughout the 2045 LRTP process
to solicit feedback from the public regarding the 2045 LRTP’s vision, goals and objectives,
and the transportation priorities of the region. These opportunities included public meetings,
focus groups, workshops, and online surveys where attendees were able to interact with
GIAMPO staff and the LRTP project team to discuss various aspects of the existing and
future transportation system while communicating their own vision for the future.
POLICY CONSIDERATIONS/DISCUSSION
GIAMPO’s Public Participation Plan requires that the Draft 2045 LRTP be released for public
review and comment prior to Policy Board adoption. The Draft 2045 LRTP was made
available for a 30-day public comment period from December 15, 2020 to January 15, 2021.
No public comments were received.
BUDGET CONSIDERATIONS
The 2045 LRTP has been developed based on federal funding provided by the Nebraska
Department of Transportation.
COMMITTEE ACTION
The Technical Advisory Committee recommended to approve the Draft 2045 LRTP on
December 14, 2020.
RECOMMENDATION
Approve the 2045 LRTP.
STAFF CONTACT
Andres Gomez
Date
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2045 Long Range Transportation Plan
February 2021
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2045 Long Range Transportation Plan Update | i
TABLE OF CONTENTS
CHAPTER 1
CHAPTER 2
CHAPTER 3
CHAPTER 4
CHAPTER 5
CHAPTER 6
CHAPTER 8
CHAPTER 9
CHAPTER 10
CHAPTER 11
CHAPTER 7Who We Are
Future Transportation
Revenues
Goals, Objectives, and
Performance Measures
Environmental Review and
Mitigation
Community Engagement
Project Alternatives and
Strategies Development
Existing System Performance FAST Act Compliance
Appendix(separate document)
Regional Profile Fiscally Constrained Plan
Future System Performance
CHAPTER 1 CHAPTER 2 CHAPTER 3 CHAPTER 4 CHAPTER 5 CHAPTER 6 CHAPTER 8 CHAPTER 9 CHAPTER 10 CHAPTER 11
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CHAPTER 7
A
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2045 Long Range Transportation Plan Update | ii
ABBREVIATIONS AND ACRONYMS
AADT Average Annual Daily Traffic
ACS American Community Survey
ADT Average Daily Traffic
CFR Code of Federal Regulations
E+C Existing plus Committed
EA Environmental Assessments
EIS Environmental Impact Statement
EJ Environmental Justice
ESA Endangered Species Act
FAST Act Fixing America’s Surface Transportation
FEMA Federal Emergency Management Agency
FFPP Federal Funds Purchase Program
FHWA Federal Highway Administration
FIS Flood Insurance Study
FTA Federal Transit Administration
GIAMPO Grand Island Area Metropolitan Planning Organization
GIS Geographic Information System
HCS Highway Capacity Software
HSIP Highway Safety Improvement Program
LEHD Longitudinal Employer-Household Dynamics
LRTP Long Range Transportation Plan
LOS Level of Service
LOTTR Level of Travel Time Reliability
LWCF Land and Water Conservation Fund
MAP-21 Moving Ahead for Progress in the 21st Century Act
MPH Miles per Hour
MPO Metropolitan Planning Organization
MSA Metropolitan Statistical Area
MTP Metropolitan Transportation Plan
NDOT Nebraska Department of Transportation
NEPA National Environmental Policy Act
NFIP National Flood Insurance Program
NHPA National Historic Preservation Act
NHPP National Highway Performance Program
NHS National Highway System
NPDRMS National Performance Management Research Data Set
NRHP National Register of Historic Places
NWI National Wetlands Inventory
O&M Operations and Maintenance
PCI Pavement Condition Index
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2045 Long Range Transportation Plan Update | iii
ABBREVIATIONS AND ACRONYMS
PHED Peak Hour Excessive Delay
PM Performance Measure
ROW Right-of-Way
SHPO State Historic Preservation Office
SOV Single Occupant Vehicle
STBG Surface Transportation Block Grant Program
STBG-TA Surface Transportation Block Grant Program for Transportation Alternatives
TA Transportation Alternatives
TAZ Transportation Analysis Zone
TAC Technical Advisory Committee
TDM Travel Demand Model
TIP Transportation Improvement Program
TMC Turning Movement Count
TWSC Two Way Stop Control
TrAMS Transit Award Management System
TSMO Transportation Systems Management and Operations
U.S.United States
USDOT United States Department of Transportation
USFWS U.S. Fish and Wildlife Service
VHT Vehicle Hours Traveled
VMT Vehicle Miles Traveled
The preparation of this document was financed in part with funding from the United States Department of Transportation (USDOT), administered by the Nebraska Department of Transportation (NDOT). The opinions, findings, and conclusions expressed in this publication are those of the authors and do not necessarily represent USDOT or NDOT.
CHAPTER 1 CHAPTER 2 CHAPTER 3 CHAPTER 4 CHAPTER 5 CHAPTER 6 CHAPTER 8 CHAPTER 9 CHAPTER 10 CHAPTER 11
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CHAPTER 7
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CHAPTER 1 WHO WE ARE
Chapter 1 Who We Are
Federal law requires any Urbanized Area population exceeding 50,000
persons to create a Metropolitan Planning Organization (MPO). The MPO
is designated to carry out the multimodal transportation planning for the
metropolitan area. The Grand Island Urbanized Area officially exceeded this population threshold in the 2010 Census, and in 2013 the Governor
of Nebraska designated the Grand Island Area MPO (GIAMPO) as the
official MPO for the Grand Island Urbanized Area. GIAMPO serves as
the formal transportation planning body for the greater Grand Island,
Nebraska metropolitan area. GIAMPO includes the areas shown in Figure 1-1.
Figure 1-1: GIAMPO Study Area
2045 Long Range Transportation Plan Update | 1-1
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CHAPTER 1 WHO WE ARE
The state and local jurisdictions that lie within the GIAMPO planning boundary are considered voting members of the MPO. GIAMPO
maintains two groups whose voting members consist of local
policymakers, including city council members, as well as city and county
staff members. Non-voting members include other transportation professionals from Federal, state, and local agencies. The two groups are:
GIAMPO creates additional subcommittees, working groups, and roundtables to address transportation-related issues in the region. The
MPO regularly seeks participation from stakeholder groups and residents
to serve on these committees and groups outlined in the MPO’s Public
Participation Plan (PPP). The voting members of the GIAMPO include:
• City of Grand Island: TAC and Policy Board voting
• Village of Alda: TAC voting• Hall County: TAC and Policy Board voting• Merrick County: TAC voting
• Nebraska Department of Transportation (NDOT): TAC and Policy
Board voting
• Central Nebraska Airport: TAC voting
GIAMPO Policy Board: The Policy Board is responsible for the
preparation and adoption of planning studies, review transportation
projects to align with regional transportation goals, adopt a four-year Transportation Improvement Program (TIP) and review Federal and state funding available for local transportation projects, oversee
updates to the Long-Range Transportation Plan (LRTP), adopt an
annual Unified Planning Work Program (UPWP), and implement a
Public Participation Process (PPP). The board consists of eight voting members.
GIAMPO Technical Advisory Committee (TAC): The TAC is
responsible for overseeing and advising the Policy Board on the
technical matters related to their duties discussed above. The TAC
provides oversight in the development and review of the LRTP in addition to other work products developed by the MPO. The TAC is comprised of 11 voting members.
2045 Long Range Transportation Plan Update | 1-2
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CHAPTER 1 WHO WE ARE
Long-Range Transportation Planning Process
One of the key duties of GIAMPO is to maintain an LRTP and update
the plan every 5 years. The LRTP formalizes the vision for the regional transportation system for the next 25 years through establishing a series of transportation goals and objectives. A second critical aspect of the
LRTP is the identification of transportation projects to be implemented
over this 25-year timeframe as well as the demonstration that enough
Federal, state, and local funding will be available to implement them.
The LRTP is developed through a multimodal lens and draws on public input to create goals, objectives, and strategies that provide improvements for the roadway, bicycle and pedestrian, and transit systems.
Performance-Based Planning
The LRTP uses a performance-based planning approach that applies the
Federal Highway Administration’s (FHWA) performance management
techniques that tie together national, state, and local transportation
goals. The key to performance-based planning is ongoing monitoring of the regional transportation system, which allows for GIAMPO to continually assess progress made towards the vision articulated in the
plan. Performance-based planning effectively links GIAMPO’s existing
system performance to Federal and state transportation planning
requirements.
Figure 1-2: Performance-Based Planning Approach
Goals and
Objectives
Performance
Measures
System
Performance Goals
Project-Level
Priorities
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CHAPTER 1 WHO WE ARE
LRTP Elements
MPO’s are required to incorporate three elements into their LRTP process. In addition to using the performance-based planning approach outlined in
this section and demonstration of fiscal constraint, MPOs are required to incorporate the following in their LRTP1:
1 23 CRF § 450.324,https://www.ecfr.gov/cgi-bin/retrieveECFR?gp=&SID=9e40e7025806cfe86f291f431b536814&mc=true&n=sp23.1.450.c&r=SUBPART&ty=HTMLs#se23.1.450_1324
1 Include current and projected transportation demand
of persons and goods in the MPO area over the 25-year
planning horizon.
2 Identify existing and proposed transportation facilities.
3 Describe performance measures and performance
targets used to assess performance of the
transportation system.
4 Include a system performance report that evaluates the condition and performance of the transportation
system with regard to the current performance targets.
5 Assess capital investments and other financial
strategies that preserve the existing and projected transportation infrastructure.
6 Describe transportation and transit enhancements.
7 Describe all proposed transportation projects in detail
so cost elements may be developed.
8 Discuss environmental mitigation activities and
potential areas to carry these activities out.
9 Include a financial plan that demonstrates how the LRTP can be implemented.
10 Include planning for pedestrian walkway and bicycle transportation facilities.
11
Consultation with State and local agencies responsible for land use management, natural resources, environmental protection, conservation, and historic
preservation.
12 Integrate priorities, goals, countermeasures, strategies,
or projects contained in related State and local plans.
13 Provide the public and Plan stakeholders with a
reasonable opportunity to comment on the LRTP.
14 Publish the LRTP for public review in electronically-
available formats.
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CHAPTER 1 WHO WE ARE
Related Planning Efforts
Vision 2032: Vision 2032 is Nebraska’s long-range transportation plan. This LRTP describes the existing conditions of the state’s multimodal transportation system while reporting statewide performance measures and targets. Included in the plan is a discussion of the state’s transportation needs.
Nebraska Strategic Highway Safety Plan (SHSP): Published in 2017, the Nebraska SHSP discusses current safety trends
on Nebraska highways and presents a series of goals and objectives for future highway safety. The SHSP concludes with a
discussion of strategies the state will take to achieve these goals.
Nebraska Freight Plan: The Nebraska Freight Plan outlines the existing freight infrastructure across the state while emphasizing the economic impacts related to freight in Nebraska. In addition to the description of the existing system, including routes defined as “Critical Freight Corridors,” the plan presents needs and opportunities of the system as well as financial investment strategies.
Grand Island Area MPO Bicycle and Pedestrian Master Plan: The 2017 GIAMPO Bicycle and Pedestrian Master Plan
assesses the condition of the existing bicycle and pedestrian network and identified opportunities for future improvements.
The Plan also provided recommendations for the sequencing of future bicycle and pedestrian projects.
Regional Transit Needs Assessment and Feasibility Study: GIAMPO published the Regional Transit Needs Assessment and Feasibility Study in 2017. This Study provides an overview of existing transit services in the GIAMPO region, analyzes transit demand, develops short-term public transit opportunities, and presents a 3- to 5-year budget and implementation plan for
regional transit improvements.
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CHAPTER 2 COMMUNITY ENGAGEMENT
Chapter 2 Community Engagement
Community engagement is a central element of GIAMPO’s transportation
planning process. The 2045 LRTP has been developed to reflect
this element, and to seek input from a broad range of residents and
stakeholders. The engagement activities included two open houses, a workshop, an online workshop, as well as focus group meetings with LRTP stakeholders. All public engagement activities were in accordance
with GIAMPO’s PPP1.
Public Engagement Events
Four public engagement events were held throughout the 2045 LRTP
effort. To see meeting materials and the results of the public input
received during the open house events, see Appendix A.
Public Visioning Open House
The Public Visioning Open House was
held on February 4,
2020 at the Grand
Island Public Library. The purpose of the open house was
to solicit input and
feedback from the
public to help the project team identify LRTP goals and
objectives, as well
as transportation
issues and potential strategies for the
1 The GIAMPO PPP is available at: www.grand-island.com/departments/public-works/metropolitan-planning-orga-nization/public-participation-plan
team to consider in the Grand Island area. Four stations were set up:
roadway, bike and pedestrian, transit, and overall transportation system
priorities—and GIAMPO staff and project team members spoke with
attendees about their ideas and vision for the future of the transportation system as they visited each station.
Supplementing the open house was a transportation issues survey that was available to the public on the project website. The survey was open from February 3, 2020 through February 24, 2020 and received 547
responses.
Public Prioritization Workshop
A second open house was held from June 1, 2020 through June 17, 2020 to solicit public feedback on priorities regarding potential projects for inclusion in the 2045 LRTP. Due to the COVID-19 Pandemic, the open
house was held virtually. This Public Prioritization Open House was
available in both English and Spanish and had 256 unique users who
submitted just over 500 unique comments.
Figure 2-1. Community Engagement
By-The-Numbers
LRTP OPEN HOUSES
events
attendees238
1,440
31
ONLINE OPEN
HOUSES/SURVEYS
FOCUS GROUPS
BOOSTED SOCIAL
MEDIA ENGAGEMENT
attendees 3 reach
post engagements14,312
349
events
events
attendees3
Public participants at the Public Visioning Open House
2045 Long Range Transportation Plan Update | 2-1
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CHAPTER 2 COMMUNITY ENGAGEMENT
Project Prioritization Online Exercise
An additional public engagement event was held virtually from September 14 through September 28. The purpose of this exercise was to gather input
on the fiscally constrained roadway, bicycle and pedestrian, and transit projects included in the LRTP. This exercise received 669 responses during the
two-week period it was open.
Draft LRTP Open
House
The final open house
event, held on November 12, 2020 at the Grand Island City Hall, asked
attendees to provide input
on the draft LRTP project
list. Attendees were also given a brief overview of the LRTP process, goals
and objectives, and the
technical analyses that
were conducted during the Plan’s development. For those unable to attend
the open house event,
there was Facebook Live
broadcast and an online comment form available on the project website.
The public was asked to prioritize proposed projects through the activity, exemplified above, with fiscal constraints in mind.
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CHAPTER 2 COMMUNITY ENGAGEMENT
Grand Island Convention & Visitors Bureau Grow Grand Island - Livable Community Heartland Lutheran Schools Grand Island Area Chamber of Commerce
Multicultural Coalition Merrick County Grand Island Economic
Development Corporation CNHD Walk/Bike Initiative
Hall County Doniphan Economic
Development Corporation Grand Island Public Schools City of Grand Island
Nebraska State Fair Grand Island Northwest Public Schools Village of Cairo Hornaday Manufacturing
Doniphan-Trumball Public
Schools City of Wood River Grand Island Express - Trucking
and Shipping Centura Public Schools
Village of Doniphan Sunrise Express Wood River Public Schools Village of Alda
Devall Trucking, Inc.Central Community College of
Nebraska
City of Grand Island - Police
Department JBS S.A.
UNL Extension AARP (Tri-City Rural Mobility Study)Central Nebraska Transload Doane College
5307/5310/5311 Committee Wood River Economic
Development Corporation
Grand Island Central Catholic
School Nebraska Transit
Focus Group Meetings
Focus group meetings were held for stakeholders with the intent to provide similar information and meeting materials as the February 2020 Public Visioning Workshop. These focus groups were hosted in one-
hour sessions during the day to be more convenient for participants
and to facilitate deeper conversations between project team members
and major employers, transportation providers, educational institutions,
elected officials, bike and pedestrian users, nonprofits, and emergency
responders. Below is the list of stakeholders invited to participate in the focus group meetings.
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CHAPTER 2 COMMUNITY ENGAGEMENT
Community Youth Council
Two meetings were held with the Grand Island Community Youth Council
(CYC). The CYC members are sophomores, juniors, and seniors from area high schools.
• The first CYC meeting was held on Monday, February 10, 2020 at the Grand Island City Hall Community Meeting Room so that perspectives from younger members of the GIAMPO community regarding the
transportation system could be shared. During this meeting, a
member of the 2045 LRTP planning team gave a brief presentation outlining an overview of transportation planning, the role of GIAMPO, the LRTP process, and initial technical analysis results. After the presentation, members of the CYC were invited to provide their insight
into the issues and opportunities facing the GIAMPO transportation
system, like the activities held during the focus group meetings.
• A second meeting with the CYC was held on Thursday, November 12, 2020 at the at the Grand Island City Hall Community Meeting Room.
During this meeting, a member of the 2045 LRTP planning team gave
a brief presentation providing an overview and update for the 2045
LRTP, described transportation issues and goals, and presented the draft plan project list.
After the presentation, the members of the CYC were invited to
choose their favorite roadway, and bicycle and pedestrian, projects
using a survey tool. The CYC members selected the Broadwell Avenue / UPRR grade separation project (project 7) as their top roadway project, and Capital Ave Trail to Eagle Scout Park Connection
(project 3) as their top bicycle and pedestrian project.
Members of the CYC learning about the 2045 LRTP A 2045 LRTP team member gave CYC members an overview of the 2045 LRTP
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Chapter 3 Regional Profile
As part of planning for an effective transportation system, it is important to understand the current trends and makeup of the region.
Population Trends
The GIAMPO area has grown steadily over recent history, with much of that growth driven by the expansion of the city of Grand Island. As shown in Figure 3-1, the current Hall County population is nearly 62,000 people, with over 51,000, or nearly 85%, residing within Grand Island city limits. As shown in the figure, Hall County’s population has grown 20.3% over the past 28 years, while Grand Island’s population has grown 23.5% during this
same period.
Figure 3-1: 10 Year Population Levels for Hall County and Grand Island, 1990-2018
0
10,000
20,000
30,000
40,000
50,000
60,000
70,000
1990
Hall County Grand Island
2000 2010 2018
49,118
39,386
53,534
43,628
58,814
48,520
61,607
51,478
Source: United States Census Bureau
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Current Demographics
Figure 3-2 displays population pyramids for the City of Grand Island and Hall County. Key findings of current area population are:
• The median age of Grand Island residents is 34.7 years, while the median age of Hall County residents is 35.8 years of age. The median age of all
United States population residents is 37.8.• The gender breakdown for Hall County residents is 50.4% male, 49.6% female; for Grand Island residents it is 50.2% male, 49.8% female.
Source: 2013-2017 ACS 5-Year Estimates
Figure 3-2: Hall County and Grand Island Population by Age and Gender
85 Years and Over
80 to 84 Years
75 to 79 Years
70 to 74 Years
65 to 69 Years
60 to 64 Years
55 to 59 Years
50 to 54 Years
45 to 49 Years
40 to 44 Years
35 to 39 Years
30 to 34 Years
25 to 29 Years
20 to 24 Years
15 to 19 Years
10 to 14 Years
5 to 9 Years
Under 5 Years
% Male, Hall County % Female, Hall County % Male, City of Grand Island% Female, City of Grand Island
-6%-4%-2%0%2%4%6%
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Table 3-1 presents Hall County and Grand Island’s population by race and ethnicity.
Table 3-1: Race and Ethnicity of Hall County and Grand Island Residents
Source: 2013-2017 ACS 5-Year Estimates
Income and Employment
The 2017 unemployment rate in the Grand Island
metropolitan statistical area (MSA) averaged 3.2%1. In the same year, the labor force included approximately 43,400 residents2. The 2017 median household income
in Hall County was $53,807 and for Grand Island
households was $51,627. Per capita incomes for Hall
County and the City of Grand Island are $26,419 and $25,411, respectively. The percentage of Hall County residents living at or below the poverty level was 13.5%.
For the City Grand Island, this number was slightly
higher at 14.9%.3
Housing Characteristics
The number of occupied housing units in Hall County
is 22,817, with 62% owner-occupied and the remaining 38% renter occupied. Occupied housing units in Grand Island are 58% owner-occupied and 42% renter occupied. The Hall County vacancy rate is 6.5% of
units. The Grand Island vacancy rate is 6.6% of units.4
Commuting Characteristics
The majority of Hall County and Grand Island residents
drive alone to work in a private vehicle. This trend holds
true for the City of Grand Island as well, with carpooling being the next largest commute mode. Walking is the least utilized mode for work commutes in Hall County
and the City of Grand Island. Figure 3-3 summarize
total modal splits for work commutes.
1 U.S. Bureau of Labor Statistics, 20172 U.S. Bureau of Labor Statistics, 20173 ACS 2017 5-year estimates4 ACS 2017 5-year estimates
HALL
COUNTY
PERCENT OF
POPULATION
GRAND
ISLAND
PERCENT OF
POPULATION
White 41,644 68.01%32,660 63.99%
Black or African
American 1,337 2.18%1,330 2.61%
American Indian and Alaska Native 202 0.33%183 0.36%
Asian 718 1.17%684 1.34%
Hispanic or Latino 16,384 26.76%15,393 30.16%
Native Hawaiian and
Other Pacific Islander 146 0.24%141 0.28%
Some other race 169 0.28%145 0.28%
Two or more races 633 1.03%506 0.99%
Two races including Some other race 17 0.03%17 0.03%
Two races excluding Some other race, and three or more races 616 1.01%489 0.96%
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Figure 3-3: Transportation Modes Used for Work Commutes, Hall County and Grand Island
Source: 2013-2017 ACS 5-Year Estimates
The majority of residents in both Hall County and the City of Grand Island recorded work commutes below the average US commute time of 26.4
minutes as indicated in Table 3-2.
Table 3-2: Daily Travel Times for Hall County and Grand Island Residents
Modal Share for Work Commutes, Grand Island, NE
80.96%
12.86%
2.38%
1.24%
1.83%
Drive Alone Carpool Walk
Taxi, Motorcycle, Bike Work from home
81.22%
12.22%
2.87%1.20%
1.61%
Drive Alone Carpool
Modal Share for Work Commutes, Hall County
Walk
Taxi, Motorcycle, Bike Work from home
Modal Share for Work Commutes, Grand Island, NE
80.96%
12.86%
2.38%
1.24%
1.83%
Drive Alone Carpool Walk
Taxi, Motorcycle, Bike Work from home
81.22%
12.22%
2.87%1.20%
1.61%
Drive AloneCarpool
Modal Share for Work Commutes, Hall County
Walk
Taxi, Motorcycle, BikeWork from home
TRAVEL TIME HALL COUNTY GRAND ISLAND
Less than 5 minutes 4.79%4.96%
5-9 minutes 20.88%22.83%
10-14 minutes 26.56%28.70%
15-19 minutes 22.36%22.48%
20-24 minutes 9.59%6.98%
25-29 minutes 2.78%2.02%
30-34 minutes 5.13%4.34%
35-39 minutes 0.81%0.76%
40-44 minutes 1.10%1.13%
45-59 minutes 2.75%2.67%
60-89 minutes 1.80%1.63%
90 or more minutes 1.46%1.52%
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A commute analysis of inflow and outflow trips was conducted for Hall County. As indicated in Table 3-3, the Grand Island area attracts more
commute trips than it produces to other markets. This means that
approximately 14,000 individuals traveled from outside the Grand Island
MPO area to work within it, compared to 8,600 residents who live in the MPO region commute out for their primary job. In addition to commutes into and out of the area, roughly 19,000 residents live and work within the
MPO boundary.
Source: U.S. Census Bureau LEHD Program, 2017
Table 3-3: Inflow/Outflow Analysis for Hall County
and Grand Island, 2017
2017
COUNT SHARE
Employed in the Selection Area 32,964 100.0%
Living in the Selection Area 27,637 97.7%
Net Job Inflow (+) or Outflow (-)5,327 +
Land Use
Current and future land uses impact how residents of the MPO area travel today and in the future. Figure 3-4 illustrates current and future land uses for the MPO area.
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Figure 3-4: Existing and Future Land Use
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Chapter 4 Goals, Objectives, and Performance Measures
2045 LRTP Goals and Objectives
The Grand Island area’s goals and objectives provide direction for the vision of how the multimodal transportation system should operate. These
goals and objectives are considered a reflection of the community’s values and have framed the development of the 2045 LRTP update. The goals and objectives were developed through a combination of public and stakeholder input, national planning factors as outlined in CFR 450.306, and the Nebraska State Transportation Plan. The major goal areas and associated draft objectives identified through this process are shown in Table 4-1.
System Safety
• Reduce the incidence and rate of crashes
• Reduce severe injury and fatal crashes
• Reduce bicycle and pedestrian crashes
Multimodal Connectivity
and Accessibility
• Provide improved connections to key destinations across the community
• Reduce regional freight impediments
• Increase the connectivity of the bicycle and pedestrian system
• Continue to provide quality public transit services
Economic Development
• Identify transportation strategies that support economic development projects
• Identify transportation strategies that provide enhanced access to jobs for low income residents
• Provide active transportation options that promote the health and well-being of residents
System Preservation • Identify sufficient financial resources to maintain all Federal-Aid streets and bridges in fair or good condition
Environment and System
Resiliency
• Promotes energy conservation, especially for non-renewable energy sources
• Transportation projects should limit impacts to the natural and build environment
• Invest in alternative and renewable fuel infrastructure when practical
• Identify strategies to make transportation infrastructure more resilient to natural and manmade events
Traffic Operations and System Reliability
• Limit the emergence of recurring congestion
• Improve travel reliability on arterial roadways
• Support high levels of freight reliability on the state highway system
Table 4-1: 2045 LRTP Goals and Objectives
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Federal Planning Factors
The LRTP update process uses a performance-driven and outcome-based approach for achieving the goals and objectives presented in Table 4-1.
Under the Fixing America’s Surface Transportation (FAST) Act, the LRTP process is required to be integrated into the GIAMPO’s overall continuous, cooperative, and comprehensive planning process, while addressing the following factors:1
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 accessibility and mobility of people and 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.
Improve the resiliency and reliability of the transportation system and reduce or mitigate stormwater impacts of surface transportation.
Enhance travel and tourism.
To illustrate how the goals and objectives of this LRTP align with the planning factors listed above, the matrix shown in Table 4-2 was developed.
1 23 CFR § 450.306 - Scope of the metropolitan transportation planning process.
1
2
3
4
5
6
7
8
9
10
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Table 4-2: 2045 LRTP Goals and Objectives Support of Federal Planning Factor
GoalObjectives Economic Vitality Safety SecurityAccessibility and Mobility for People and Freight Environment and Energy Conservation, Quality of Life, Economic DevelopmentSystem Integration and Connectivity for People and FreightEfficient Operation and ManagementPreserve the existing transportation systemSystem Resiliency and Reliability; reduce or mitigate stormwater impactsEnhance Travel and Tourism12345678910GOAL 1: SYSTEM SAFETY
Reduce the incidence and rate of crashes
Reduce severe injury and fatal crashes
Reduce bicycle and pedestrian crashes
Maintain safety on transit vehicles
GOAL 2: MULTIMODAL CONNECTIVITY AND ACCESSIBILITY
Provide improved connections to key destinations across the community
Reduce regional freight impediments
Increase the connectivity of the bicycle and pedestrian system
Continue to provide quality public transit services.
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CHAPTER 7GoalObjectives Economic Vitality Safety SecurityAccessibility and Mobility for People and Freight Environment and Energy Conservation, Quality of Life, Economic DevelopmentSystem Integration and Connectivity for People and FreightEfficient Operation and ManagementPreserve the existing transportation systemSystem Resiliency and Reliability; reduce or mitigate stormwater impactsEnhance Travel and Tourism12345678910GOAL 3: ECONOMIC VITALITY
Identify transportation strategies that support economic development projects
Identify transportation strategies that
provide enhanced access to jobs for low
income residents
Provide active transportation options that promote the health and well-being of residents
Provide access to tourist destinations
Identify how transportation can support
affordable housing
Promote freight connectivity and access
GOAL 4: SYSTEM PRESERVATION
Identify sufficient financial resources to maintain all Federal-Aid streets and bridges in fair or good condition
Table 4-2: 2045 LRTP Goals and Objectives Support of Federal Planning Factor (continued)
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CHAPTER 7GoalObjectives Economic Vitality Safety SecurityAccessibility and Mobility for People and Freight Environment and Energy Conservation, Quality of Life, Economic DevelopmentSystem Integration and Connectivity for People and FreightEfficient Operation and ManagementPreserve the existing transportation systemSystem Resiliency and Reliability; reduce or mitigate stormwater impactsEnhance Travel and Tourism12345678910GOAL 5: ENVIRONMENT AND SYSTEM RESILIENCY
Promotes energy conservation,
especially for non-renewable energy
sources
Transportation projects should limit impacts to the natural and build environment
Invest in alternative and renewable fuel infrastructure when practical
Identify strategies to make transportation infrastructure more resilient to natural and manmade events
GOAL 6: TRAFFIC OPERATIONS AND SYSTEM RESILIENCY
Limit the emergence of recurring congestion
Improve travel reliability on arterial
roadways
Support high levels of freight reliability on the state highway system
Promote development outside of flood
prone areas
Table 4-2: 2045 LRTP Goals and Objectives Support of Federal Planning Factor (continued)
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Project Prioritization and Performance Measures
Transportation objectives were developed to be specific, measurable
actions whose progress could be monitored by the MPO. These
objectives play a central role in the LRTP project selection process, in which potential roadway, bicycle and pedestrian, and transit projects are identified then evaluated against a series of project prioritization metrics
based on the objectives. Projects with the highest scores are those that
meet the most prioritization metrics, and thus align with the highest
number of Plan objectives. These project scores were a general guide to a performance-based project evaluation. However, some projects were developed to be more focused on a single element, like safety. These
single-factor projects might be very important in addressing that single
element but may not receive high scores across all objective categories.
In these cases, more discretion is applied in the prioritization process. Table 4-3 presents the prioritization metrics by goal area.
Goal Area Objectives Prioritization Measure
PROJECT SCORING METHOD
+2 +1 0 -2
System Safety
• Reduce the incidence and
rate of crashes• Reduce severe injury and fatal crashes
Vehicular Safety Assessment
Has the potential to improve safety at top crash frequency or crash rate intersection
Has the potential to improve safety at any intersection
Does not impact safety at top crash frequency or crash rate intersection
Has the potential to negatively impact safety
• Reduce bicycle and pedestrian crashes Non-motorized Safety Assessment
Has the potential to improve non-motorized safety at top crash frequency or crash rate intersection
Has the potential to improve non-motorized safety at any intersection
Does not impact non-motorized safety at top crash frequency or crash rate intersection
Has the potential to negatively impact non-motorized safety
• Maintain safety on transit vehicles Policy Objective – Identify Strategies to Improve Transit Safety through Public Transportation Agency Safety Plans
Multimodal Connectivity and
Accessibility
• Provide improved connections to key destinations across the community
Connection to Dense Development Nodes
Creates new, multimodal connection between highest density tier of land uses and mixed uses
Creates new, multimodal connection between 2nd highest density tier land uses and mixed uses
Does not create new, multimodal connection to dense / diverse land uses and mixed uses
Removes multimodal connection to dense / diverse land uses and mixed uses
• Increase the connectivity of the bicycle and pedestrian system
Multimodal
Connectivity
Enhances connection between two or more modes
or connects two existing facilities
Enhances connection for non-
motorized or transit modes
No impact on multimodal connectivity for non-motorized or transit modes
Non-motorized or transit connection is removed, or
barrier to non-motorized or transit modes is created
• Continue to provide quality
public transit services
Transit Operations and State of Good Repair
Supports existing transit services and operations or helps preserve transit capital; or provides enhanced transit services.
No impact transit services and operations or helps preserve transit capital.
Negatively impacts existing transit services and
operations or helps preserve transit capital.
Table 4-3: Project Prioritization Metrics by Goal Area
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Goal Area Objectives Prioritization Measure
PROJECT SCORING METHOD
+2 +1 0 -2
Economic Vitality • Identify transportation strategies that support economic development
projects
Economic Development Priorities
Project supports access to regional economic development priority site
No impact on access to economic development priority sites
Project negatively impacts access to regional economic development priority site
• Identify transportation
strategies that provide enhanced 8for low income residents
Equity Access to Jobs
Directly supports enhanced
multimodal access to lower-income jobs or EJ residential areas
No impact on access to lower-income jobs or EJ residential areas
Negatively impacts access to lower-income jobs or EJ residential areas
• Provide active transportation options that promote the health and well-being of residents
Active
Transportation Elements
Project would encourage walking or biking
Project would have no
significant impact on walking or biking
• Provide access to tourist destinations Enhanced Tourism Access
Enhances multimodal access to identified tourist
destinations
No access impact to identified tourist destinations
Negatively impacts multimodal access to
identified tourist destinations
• Identify how transportation can support affordable housing
Access to Affordable Housing
Provides enhanced transit,
bicycle, or pedestrian access to identified affordable housing area
No impact to access to identified affordable housing area
Removes transit, bicycle,
or pedestrian access to identified affordable housing area
• Promote freight connectivity and access•Access to Freight Generators
Has potential to improve freight access to highest density tier of industrial employment
No expected impact on freight access
Has potential to degrade freight access to highest density tier of industrial employment
System
Preservation • Identify sufficient financial resources to maintain all Federal-Aid streets and bridges in fair or good condition
Project Enhances Pavement or Bridge Condition
Enhances pavement or bridge condition of asset in poor conditions
Enhances pavement or bridge condition of asset that will require reconstruction by 2045
No impact to pavement or bridge condition
Table 4-3: Project Prioritization Metrics by Goal Area (continued)
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Table 4-3: Project Prioritization Metrics by Goal Area (continued)
Goal Area Objectives Prioritization Measure
PROJECT SCORING METHOD
+2 +1 0 -2
Environment
and System
Resiliency
• Promotes energy conservation, especially
for non-renewable energy sources
Vehicular Travel
Reduction
Anticipated to have a measurable reduction in
vehicle-miles traveled and vehicle-hours traveled
Anticipated to have a measurable reduction in
vehicle-miles traveled or vehicle-hours traveled
Anticipated to have limited impact to vehicle-miles
traveled and vehicle-hours traveled
Anticipated to have a measurable reduction in
vehicle-miles traveled and vehicle-hours traveled
• Transportation projects should limit impacts to
the natural and build environment
Project Impact
Screening
Anticipated project or strategy would reduce existing
natural and built environment impacts
Anticipated project alignment would have no impact to
environmental resources of right-of-way
Anticipated project alignment would impact environmental resources, or would require significant right-of-way acquisition
• Invest in alternative and renewable fuel
infrastructure when practical
Policy Objective – LRTP may identify strategies to improve renewable energy infrastructure
• Identify strategies to make transportation infrastructure more resilient to natural and manmade events
Infrastructure
Resiliency
Improves resiliency to natural events or improves security against manmade events.
No impact to resiliency or
security.
Reduces resiliency to natural events or reduces security against manmade events.
Traffic
Operations and System Reliability
• Limit the emergence of recurring congestion Corridor Level of Service
Improves traffic operations for a location operating at LOS D or worse in 2045 Improves traffic operations No impact on traffic operations Degrades traffic operations
• Improve travel reliability on
arterial roadways
Corridor Reliability
LOTTR
Improves reliability on a corridor identified as having reliability issues
Improves reliability on an NHS
or Interstate route No impact on reliability Negatively impacts reliability on a corridor identified as having reliability issues
• Support high levels of freight reliability on the state highway system
Freight Reliability TTTR
Improves freight reliability on state highway or Interstate Corridor No impact on freight reliability Negatively impacts freight reliability on a state highway or Interstate Corridor
• Promote development outside of flood prone
areas
Policy Objective – LRTP may identify strategies to promote development outside of flood prone areas
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Chapter 5 Existing System Performance
This chapter describes the performance of the existing transportation
system. Performance refers to roadway and nonmotorized safety,
traffic operations, and infrastructure (bridge and pavement) conditions.
Also described are the existing freight, bicycle and pedestrian, transit systems as well as other surface transportation modes operating in the GIAMPO region. Some of the performance measures reflected in
this chapter are Federally reported. Summary tables for each of those
Federal performance measures are provided at the end of this chapter.
A complete summary of existing conditions analysis is included in Appendix B.
System Safety
System safety is evaluated based on observed regional crash patterns and trends. Crash data provided by Nebraska DOT for the years 2014-2018 were reviewed and analyzed to support system safety analysis. The
data reported in this section are for the GIAMPO planning area, which
included 7,650 reported crashes over that five-year period.
Fatal and Serious Injury Crash Frequency and Rates
Safety performance is measured in terms of both the number of crashes (frequency) and in terms of crash rates (number per 100 million vehicle
miles traveled - VMT).
• Crash Frequency: There were 189 fatal or serious injuries as a result
of vehicular crashes between 2014 and 2018. During the same time,
there were 17 fatalities resulting from vehicular crashes. • Crash Rates: The five-year average for fatal crashes was 0.73 fatal crashes per 100 million VMT. The five-year serious crash rate was
7.40 per 100 million VMT during this period.
Figure 5-1 shows the annual totals and trends for fatal and serious injury crashes and crash rates in the GIAMPO region between 2014 and 2018.
Figure 5-1: Fatal and Serious Crashes and Crash Rates for the GIAMPO
Region, 2014-2018
Fatal Crashes Serious Injury Crashes
0
10
20
30
40
50
0
2
4
6
8
10
2014 2015 2016 2017 2018
Fatal Crashes Serious Injury Crashes
2014 2015 2016 2017
7.65
35 5.68
27
8.18
38 7.47
35
7.84
37
0.64
3
1.71
80.43
2
0.65
30.22
1
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Nonmotorized Crashes
Safety performance is also measured in terms of number of fatal and
serious injury nonmotorized crashes. There were 18 total fatal and
serious injury nonmotorized crashes that occurred in the GIAMPO
region between 2014 and 2018 totaled 18. Of those 18, 2 were fatal and 16 resulted in serious injuries. Figure 5-2 shows the annual totals and trends for fatal and serious injury nonmotorized crashes in the GIAMPO
region between 2014 and 2018.
Figure 5-2: Nonmotorized Fatal and Serious Injury Crashes in the GIAMPO Region, 2014-2018
Traffic Operations
Traffic flows on the existing roadway system were evaluated to identify
issues related to regional traffic operations in the GIAMPO region. Traffic operations were reviewed from two different perspectives:
• Peak period travel conditions• Passenger and freight travel reliability
Peak Period Travel Conditions
The traffic operations analysis focused on evaluating congestion levels
during typical peak period (“rush hour”) conditions. For the GIAMPO
area, the peak period of travel is weekdays between 4 and 6 PM, when
the highest percent of daily traffic for any given time is on the road. This is shown in Figure 5-3, which compares the hourly percentage of daily traffic in the Grand Island area over the course of a typical weekday to
the national average.
0
1
2
3
4
5
Fatal Crashes Serious Injury Crashes
2014 2015 2016 2017 2018
5
3
2
3
2
0000
3
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Figure 5-3: Comparison of the Hourly Percentage of Daily Traffic in the Grand Island Area and the National Average
Gradations of traffic congestion are communicated in terms of level of service (LOS), which is presented using letter grades ranging from A through F. Figure 5-4 provides a graphical description of the LOS grading
system. The traffic operations analysis indicates limited peak period
congestion in Grand Island. Most of the roads in within the GIAMPO area experience LOS A or B conditions, with a few corridors experiencing LOS C or D.
9.0%
8.0%
7.0%
6.0%
5.0%
4.0%
3.0%
2.0%
1.0%
0.0%12 AM - 1 AM1 AM - 2 AM2 AM - 3 AM3 AM - 4 AM4 AM - 5 AM5 AM - 6 AM6 AM - 7 AM7 AM - 8 AM8 AM - 9 AM9 AM - 10 AM10 AM - 11 AM11 AM - 12 PM12 PM - 1 PM1 PM - 2 PM2 PM - 3 PM3 PM - 4 PM4 PM - 5 PM5 PM - 6 PM6 PM - 7 PM7 PM - 8 PM8 PM - 9 PM9 PM - 10 PM10 PM - 11 PM11 PM - 12 AMNational AverageGrand Island
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Figure 5-4: Level of Service Descriptions
Figure 5-5 illustrates the results of the current peak period traffic
conditions analysis, which looks at the ratio of daily traffic volumes
to the designed capacity of each functionally classified roadway. This
approach is termed “Volume over Capacity” (V/C).
A B C D E F
• Light trac
• Free ow
speeds
• Slightly
increased
trac levels
• Still free
ow speeds
• Approaching
moderate
congestion
levels
• Speeds near
free ow
• Speeds
reduced
• Lane
changes
restricted
due to trac
• Road at
capacity
• Gridlock
with
frequent
stops
• Congestion
• Irregular
trac ow
QUALITY OF TRAFFIC FLOW DECREASES
LEVEL OF SERVICE
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Figure 5-5: Estimated Peak Period Traffic Operations
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Travel Reliability
Passenger Travel Reliability
Travel reliability is another method for evaluating traffic operations. Travel
reliability evaluates how predictable travel times along corridors are for
both passenger and freight traffic.
Passenger vehicle travel reliability is assessed using the Level of
Travel Time Reliability (LOTTR) metric. This metric uses a standardized
approach to compare a corridor’s travel time on a higher delay day (80th percentile travel time) to the same corridor’s travel time on an average day. The LOTTR reflects how predictable daily travel is along that corridor
and is only applied to the Interstate and non-Interstate NHS corridors.
Within GIAMPO, the LOTTR along the interstate is considered reliable. The
only corridors experiencing reliability issues are at small segments of:
• US Highway 281 and US Highway 34.
• US Highway 34 and Locust Street.
Figure 5-6 illustrates the LOTTR for the reliability results for the worst period (AM or PM) for each segment in 2018.
Freight Reliability
Truck travel reliability is assessed using the Truck Travel Time Reliability (TTTR) metric. This metric also uses standard approach to compare truck
travel times in a corridor on a higher delay day (95th percentile travel
time) to the corridor’s truck travel time on an average day. Like the LOTTR,
the TTTR reflects how predictable truck travel is along a corridor. One difference between these two metrics is that TTTR is only applied to the Interstate system whereas LOTTR is applied to both Interstate and non-
Interstate NHS routes.
The TTTR analysis for the Interstate system in the Grand Island
Area MPO shows that much of Interstate 80 (I-80) was classified as
“unreliable” for freight traffic during the reporting period. Figure 5-7 illustrates reported TTTR. It should be noted that during this reporting period, there was construction on I-80 for several months which likely
made these segments less reliable for freight travel than during typical
conditions. These segments should be monitored in future years for
TTTR performance.
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Figure 5-6: Level of Travel Time Reliability (LOTTR) for the Grand Island Area MPO, 2018
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Figure 5-7: Truck Travel Time Reliability (TTTR) for the Interstate System within the Grand Island Area MPO Boundary
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Bridge Conditions
Grand Island Area Bridges
There are 99 bridges within the Grand Island MPO area, and 35 of these
structures are located on the NHS. The conditions of these bridges, as
well as all 99 bridges within the MPO boundary, are presented in Table
5-1.
Table 5-1: NBI Ratings of Bridges within the Grand Island MPO
Boundary
Source: National Bridge Inventory
*Deck area is reported in square meters
BRIDGE RATINGS NHS BRIDGES ALL BRIDGES (NHS AND NON-NHS)
Good 16 58
Fair 19 41
Poor 0 0
BRIDGE RATING NHS BRIDGE DECK AREA*% OF TOTAL DECK AREA*
Good 14,692 36%
Fair 25,993 64%
Poor -0%
Total 40,685 100%
Poor 0 0
As shown in Table 5-1 there are:
• 16 NHS bridges in good condition.• 19 NHS bridges in fair condition.
• No NHS bridges in poor condition.
The NHS bridges were further analyzed to calculate the bridge condition by deck area. Table 5-2 presents the total deck area of NHS bridges by
condition rating.
For Grand Island area bridges on the NHS, 36% of the total deck area is rated in Good condition while the remaining 64% is rated in Fair condition. Figure 5-8 shows the condition of all bridges in the MPO study
area.
Bridge Performance Measures
Nebraska DOT has requested that MPOs support these two state targets:
• Keep at least 95% State-Owned Bridges in Good or Fair Condition.
• Keep less than 10% state system of total deck area on NHS classified as Structurally Deficient.
As noted, no bridges on the NHS are in poor condition in the GIAMPO
area and are thus supporting the State performance measure targets.
Table 5-2: Ratings of Grand Island NHS Bridges by Deck Area
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Pavement Conditions
Pavement conditions for the NHS were analyzed based on 2019 data
obtained from the NDOT. Pavement ratings were determined based on a series of indicators such as pavement rutting, faulting, and cracking and then organized into the following categories:
• Good: Pavement exhibiting minimal rutting, faulting, and/or cracking.• Fair: Pavement has some rutting, faulting, and/or cracking.
• Poor: Pavement has significant rutting, faulting, and/or cracking.
Of the 101 miles analyzed, over 75% is rated in Good condition. The next largest proportion of NHS pavement is rated as being in Fair condition
while less than 1% is considered in Poor condition.
Table 5-3 summarizes the ratings for all 101 miles.
Source: Nebraska Department of Transportation
PAVEMENT CONDITION LENGTH (MILES)SYSTEM MILES PERCENTAGE
Good 78.5 77.4%
Fair 22.5 22.2%
Poor 0.5 0.4%
Total 101.5 100%
Table 5-3: Summary of Pavement Ratings for NHS Roads
The condition of pavement in the MPO study is shown Figure 5-9.
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Figure 5-8: Bridge Conditions within the Grand Island Area MPO Boundary
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Figure 5-9: Pavement Conditions within the Grand Island Area MPO Boundary
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Source: Federal Highway Administration, Freight Analysis Framework
Freight System
Trade has historically been, and will continue to be, an integral part
of the Nebraska and Grand Island area economy. As the original transcontinental railroad developed westward in the mid-1860’s, Grand Island developed as a change point for Union Pacific Railroad engines
and crews. During the late nineteenth century, the city emerged as a hub
for rail traffic and connected to rail lines throughout the American west,
cementing Grand Island as a center for regional rail freight activity.
Today, the GIAMPO area continues its role as a major multimodal freight center served by highway, rail, air, and pipeline freight carriers. Notable modal freight facilities include:
• Federal and state highway system facilities: Interstate 80, US Highways 30, 34, and 281, and Nebraska Highway 2.
• Air freight services: Central Nebraska Regional Airport.
• Rail freight services: Union Pacific (UP) and Burlington Northern-
Santa Fe (BNSF).• Natural gas pipeline: Tallgrass Interstate Gas Transmission.
A more complete summary of freight is included in Appendix C.
Highway Freight
Regional Freight Movements
Highway freight facilities within the GIAMPO area include Interstate
80, U.S. Highway 30, U.S. Highway 34, U.S. Highway 281, and Nebraska
Highway 2. Additionally, several non-Highway roads in the City of Grand Island are utilized by trucks, including Locust Street, 1st Street, 2nd Street, Eddy Street, and Broadwell Avenue. Figure 5-10 illustrates the
current highway freight network in the GIAMPO region.
Grand Island Area Freight Movements
A corridor-level analysis was also conducted for the major NHS freight
routes contained within the boundary of the GIAMPO planning area.
Table 5-4 presents the resulting projections for growth in daily truck traffic (referred to as Average Annual Daily Truck Traffic or AADTT) for these corridors through the plan horizon.
Table 5-4: Projected Growth in Daily Truck Traffic on Interstate and
NHS Routes
HIGHWAY FACILITY 2012 AADTT 2045 AADTT % CHANGE
Interstate 80 7,775 26,200 236%
US Highway 281/34 1,750 3,952 122%
US Highway 30 994 1,731 74%
Nebraska Highway 2 315 835 161%
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Figure 5-10: Highway Freight Network within the GIAMPO Region
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These large future increases in truck volumes can lead to the potential for significant impacts on GIAMPO highway facilities. The needs for
public expenditures on roadway maintenance and the potential for
highway capital improvements could increase, while the operations and
reliability of the highway system for both trucks and passenger vehicles could decrease due to these trends.
The City of Grand Island has demonstrated desire to further improve freight operations in the region through the expansion of the existing intermodal freight facility, Central Nebraska Transload (CNT). CNT
provides truck-to-rail and rail-to-truck transloading services, which bolster
regional supply chains through increased efficiency owing to freight
consolidation. A second benefit of freight consolidation facilitated by CNT is the reduction of long-haul trips taken by freight trucks, resulting in less wear on highway pavement, lower freight truck emissions, and
improved safety on the region’s roadways. GIAMPO’s commitment
to enhancing freight access and mobility in the region supports the
expansion of CNT and similar intermodal facilities throughout the area.
Air Freight
The Central Nebraska Regional Airport (KGRI) is the major aviation facility in the GIAMPO area. This facility is owned by the Hall County
Airport Authority and maintains four runways that service an average
of 69 aircraft per day. In terms of operations, the Central Nebraska
Regional Airport has 35 aircraft based at the field. At the airport, 41% of operations are associated with transient general aviation, 26% are local general aviation, 26% are commercial aviation, and the remaining 7% are
for military aviation purposes.1 A discussion of commercial air service at
the Central Nebraska Regional Airport is provided later in this document.
While the Central Nebraska Regional Airport mainly serves non-freight
needs, a 2016 study conducted by the University of Nebraska estimated
that this facility receives approximately 1,144 tons in total annual operations each year, making it number two behind Omaha’s Eppley Airfield in terms of air cargo operations in the State.2
1 Central Nebraska Regional Airport FAA Information, https://www.airnav.com/airport/KGRI. 2 Nebraska State Freight Plan, 2017. https://dot.nebraska.gov/media/10761/nebraska-freight-plan.pdf.
Rail Freight
Rail freight plays a significant role in the local economy of the GIAMPO
region as evidenced by the 140 trains that pass through every day.3
There are three railroads operating in the region:
• Union Pacific has a main line route traveling through Grand Island.
• Burlington Northern Santa Fe has a main line route traveling through
Grand Island. • Nebraska Central Railroad Company, owned by Rio Grande Pacific Railroad, also operates a rail line that connects with UP in the northern
part of the City of Grand Island.
In addition to the rail lines found within the GIAMPO boundary, there are a number of rail facilities and crossings throughout the GIAMPO area,
including “The Diamond”, where Burlington Northern-Santa Fe track
passes over a Union Pacific main line and serves as a notable tourist
attraction for railroad enthusiasts.4 The Federal Railroad Administration’s Highway-Rail Crossing Inventory indicates that there are 87 rail crossings within the GIAMPO boundary, and 65 of these crossings are at-grade and
public.
Pipelines
Freight movements via pipeline accounted for 11% of total freight movement by weight in Nebraska during the year 2015. This important freight mode is utilized mainly for the transmission of energy products,
such as petroleum, natural gas, crude oil, and hydrocarbon gas liquids.
Within the GIAMPO planning area, a natural gas pipeline operated by
Tallgrass Interstate Gas Transmission is the only pipeline currently in operation.
3 Grand Island, Railroad Hot Spot. https://visitgrandisland.com/visitors/4 Grand Island Tourism, https://visitgrandisland.com/visitors/attractions/railroad.html#targetText=Grand%20Island’s%20hotspot%20is%20known,along%20the%20original%20transcontinental%20mainline.
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Existing Bicycle and Pedestrian System
Walking and Biking in Grand Island
Walking and biking are a relatively small portion of commute trips, with
1.2% of Grand Island workers walking to work and 0.7% of Grand Island
workers using a bicycle for work trips.5 The walk share is lower than the
state of Nebraska as a whole, as 2.7% of commuters statewide walk. However, Grand Island’s share of bicycle commuters is higher than Nebraska as a whole, as only 0.4% of statewide commuters bike. Table
5-5 presents a comparison of non-private vehicle commuting habits
for the City of Grand Island, Hall County, the state of Nebraska, and the
United States.
Table 5-5: Non-Private Vehicle Means to Work
Source: American Community Survey, 2017 5-Year Estimates
MEANS TO WORK
CITY OF
GRAND
ISLAND
HALL
COUNTY,
NE
STATE OF NEBRASKA UNITED STATES
Bicycle 0.7%0.6%0.4%0.6%
Walk 1.2%1.2%2.7%2.7%
Public transit 0.7%0.9%0.7%5.1%
Taxi, motorcycle,
or other
means
1.1%1.0%0.9%1.2%
Figure 5-11 shows the locations of the on-street and off-street bicycle and pedestrian facilities within the GIAMPO boundary.
Transit System
Public transit for the City of Grand Island and Hall County is provided by the Central Ride Agency of Nebraska (CRANE), which operates a
demand-response service open to the public. In addition to serving
the City of Grand Island and Hall County, CRANE provides service to
residents of Alda, Wood River, Cairo, and Doniphan.6
CRANE operates Monday through Friday from 6:00 AM to 5:00 PM, and
charges $2.00 per boarding. Since CRANE is a demand-response service, users must schedule their rides a minimum of 24 hours in advance.
According to the National Transit Database (NTD) agency profile for CRANE, the total area served by this organization is 546 square miles.
The number of vehicles operated at maximum service is 11, and the
average age of the fleet vehicles is 5.2 years.
In addition to CRANE, public transit service within the portion of the
GIAMPO region that falls within Merrick County is served by Central
City Mini Bus out of Central City, NE. Central City Mini Bus is similar to CRANE in that it is a demand response service available to the public with a 24-hour advance reservation. Central City Mini Bus charges a flat,
round-trip rate of $10 for service to the City of Grand Island. For rides to
destinations within Central City, the cost of a one-way trip is $0.50.
5 American Community Survey (ACS) 2017 5 Year Estimates 6 City of Grand Island Public Works, Transit. https://www.grand-island.com/departments/public-works/transit
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Figure 5-11: GIAMPO Bicycle and Pedestrian Facilities
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Other Regional Connections
The availability of other transportation modes allows for individuals to
travel without relying on a private automobile, and the efficiency of these alternate modes is contingent upon their ability to effectively connect to regional destinations. For the GIAMPO area, the existing regional
connections include commercial air services, intercity bus service, and
passenger rail service.
Commercial Air Service
The Central Nebraska Regional Airport offers commercial air service within the GIAMPO area. Two airlines currently operate commercial
service at the Central Nebraska Regional Airport:
• Allegiant Air: currently offers non-stop flights to the Phoenix-Mesa
Gateway Airport and the McCarran International Airport in Las Vegas.
• American Eagle: offers non-stop service to the Dallas-Fort Worth Airport.
In addition to Allegiant Air and American Eagle, flights to Wendover, Utah
and Laughlin, Nevada can be chartered throughout the year.
Since the year 2009, the number of annual enplanements has increased
from 20,136 to 63,298 in 2018. During this ten-year period, annual enplanements peaked at 68,879 in 2016 then saw slight declines in both 2017 and 2018. Figure 5-12 presents the annual enplanement figures
from the Federal Aviation Administration for the ten-year period of 2009-
2018.
20,000
10,000
0 2008 2010 2012 2014 2016 2018 2020
30,000
40,000
50,000
60,000
70,000
80,000
20,136
37,101
47,167
56,138 57,165
61,400 64,602
68,879 66,842
63,298
71,207
Source: Federal Aviation Administration, Air Carrier Activity Information System7
Figure 5-12: Annual Enplanements for the Central Nebraska Regional Airport, 2009-2019
7 2019 Enplanement data was sourced from the Grand Island Independent, Jan. 7, 2020 https://www.theinde-pendent.com/news/local/central-nebraska-regional-airport-sets-passenger-record-in/article_2eb58eaa-319d-11ea-980c-5717d3da75d9.html.
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Intercity Bus Service
Several intercity bus service options exist in the GIAMPO region.
• Greyhound Bus: offers intercity bus services to a variety of locations across the U.S. Travelers are picked up and dropped off at the
Greyhound Bus Depot located just south of downtown Grand Island,
near the junction of NE Highway 2 and U.S Highway 34.
• Arrow Stage Lines: offers charter bus rental services and has a facility in northern Grand Island, near the Central Nebraska Regional Airport. • The Navigator Airport Express: offers 6 airport shuttle trips per week
and serves the Nebraska communities of Kearney, Grand Island,
Hastings, York, Lincoln, and Omaha.
Passenger Rail Service
Passenger rail service is currently not offered in the GIAMPO area. The nearest passenger rail facility is the Amtrak station located 25 miles south of the City of Grand Island, in the City of Hastings.
Additional Mobility Providers
Alternate mobility options for travelers in the GIAMPO region includes
the ridehailing services Uber and Lyft, which have been operating in Grand Island since 2016. There are also several traditional taxi services operating throughout the region, serving the GIAMPO area along with the
communities of Hastings, York, and Kearney. Ridesharing and carsharing
services, such as Zipcar and Getaround, that allow members to use a
personal automobile through a membership and hourly fee structure, are not currently available in the GIAMPO region. For individuals who wish to rent a personal vehicle, there are traditional car rental agencies.
System Performance and Progress Towards Targets
As part of the MAP-21 federal legislation, all State transportation
agencies and MPO’s were required to adopt transportation system performance and report annual progress made towards them. MPO’s have the option to adopt statewide targets or adopt their own.
GIAMPO has chosen to support Nebraska DOT’s adopted targets, which are concerned with safety, infrastructure condition, system operations
performance, and transit asset management. Below is a summary of
the statewide performance targets the MPO aims to meet, the baseline target calculated the year prior to the establishment of the statewide performance target, and the actual performance outcome for each measure. Note that performance results shown for the GIAMPO region
are for illustrative purposes.
Safety
The safety performance measures adopted by the Nebraska DOT and supported by GIAMPO relate to the number and rate of fatal and serious
injury crashes as well as the frequency of non-motorized crashes. Table
5-6 shows the 2021 safety targets and GIAMPO’s performance, in terms
of 5-year averages, based on the 2014-2018 crash data.
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Table 5-6: Statewide Safety Performance Targets and GIAMPO Progress
Infrastructure Condition
Infrastructure condition is concerned with existing pavement and bridge
conditions in the GIAMPO area. Table 5-7 contains the 2020 statewide targets and GIAMPO performance.
Table 5-7: Statewide Infrastructure Performance Targets and
GIAMPO Progress
*Statewide performance is recorded as a 5-year rolling average
Source: Nebraska DOT, Hall County, Merrick County
Source: Nebraska DOT, National Bridge Inventory
PERFORMANCE
MEASURE
STATEWIDE TARGET (2016-2021)
STATEWIDE BASELINE (2014-2019)
STATEWIDE PERFORMANCE (2017-2021)*
GIAMPO
PERFORMANCE
Number of Fatalities 241 234.0 243.3 3.4
Rate of Fatalities per 100 million VMT
1.13 1.126 1.138 0.73
Number
of Serious Injuries 1,408 1,476 1,408.1 34.4
Rate of Serious
Injuries per
100 million VMT
6.507 7.102 6.502 7.4
Number of Non-
motorized Fatalities and Serious Injuries
126.6 134.2 126.6 3.6
PERFORMANCE MEASURE
STATEWIDE TARGET
(2016-2021)
STATEWIDE BASELINE
(2014-2019)
STATEWIDE PERFORMANCE
(2017-2021)
GIAMPO PERFORMANCE
% of Interstate
pavements in Good condition 50%N/A 80.0%10.60%
% of Interstate pavements in Poor condition 5%N/A 0.1%0%
% of non-
Interstate NHS
pavements in Good condition
40%63.4%63.0%82.40%
% of non-Interstate NHS
pavements in
Poor condition
10%11.5%12.2%0.50%
% of NHS bridges by deck area classified as in Good condition
55%61.0%56.5%34%
% of NHS bridges by deck area classified
as in Poor condition
10%1.9%1.9%0%
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System Operations Performance
Travel reliability is used as the main performance measure for assessing
system operations performance. Table 5-8 presents the 2021 targets
adopted by the Nebraska DOT and supported by GIAMPO, as well as the
passenger and freight reliability based on 2019 data.
Table 5-8: Statewide System Operations Performance Targets and GIAMPO Progress
Transit Asset Management
Transit asset management (TAM) seeks to ensure that public capital
assets are maintained in good condition and proactive steps are taken
in managing them. Hall County Public Transit along with the City of
Grand Island have elected to participate in group TAM planning in which performance targets are developed based on the transit equipment’s Useful Life Benchmark (ULB). Table 5-9 below shows the group TAM
performance targets that were adopted in 2018.
Table 5-9: Transit Asset Management Performance Targets
Source: Nebraska DOT, National Performance Management Research Dataset
PERFORMANCE MEASURE
STATEWIDE
TARGET (2016-2021)
STATEWIDE
BASELINE (2014-2019)
STATEWIDE
PERFORMANCE (2017-2021)
GIAMPO P8ERFORMANCE
% of Person-Miles Traveled on the Interstate that
are Reliable
94.0%98.9%97.5%100%
% of Person-Miles Traveled on the non-Interstate NHS that are
Reliable
88.0%N/A 91.3%99.7
Freight Reliability 1.25 1.10 1.15 1.21
Source: Nebraska DOT
CATEGORY CLASS DEFAULT ULB PERFORMANCE TARGET
Rolling Stock Cutaway Bus 10 years 50% of fleet exceeds
default ULB
Minivan 8 years 50% of fleet exceeds default ULB
Van 8 years 50% of fleet exceeds
default ULB
Equipment Automobile 8 years 75% of fleet exceeds default ULB
Facilities Admin/Storage 40 years 70% of facilities rated under 3.0 on TERM scale
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Transit Safety
Under the Federal Public Transportation Agency Safety Plan (PTASP)
rule, public transit agencies receiving Federal funding under the FTA’s
Urbanized Area Formula Grants are required to publish safety plans that
include processes and procedures to implement Safety Management Systems. As part of these PTASP plans, public transit agencies must
publish safety performance targets for their operations. The PTASP
safety targets for CRANE are shown in Table 5-10.
Table 5-10: Public Transportation Agency Safety Plan Performance Targets for CRANE Public Transit
Source: CRANE Public Transportation Agency Safety Plan, 2020
*VRM is Vehicle Revenue Mile
**TBD-To be determined in 2024 as GIAMPO will not publish a 2021 baseline for these measures
CATEGORY PERFORMANCE
TARGET 2021 BASELINE TARGET
Fatalities
Total 0 0
Rate per 100,000 VRM*0 0
Injuries (Major/Minor)
Total TBD**Reduction from 2024 Baseline
Rate per 100,000
VRM TBD Reduction from 2024 Baseline
Safety Events (Minor/
Major)
Total TBD Reduction from 2024 Baseline
Rate per 100,00
VRM TBD Reduction from 2024 Baseline
System Reliability (Minor/
Major)
VRM Between
Failures TBD Reduction from 2024 Baseline
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Chapter 6 Future System Performance
Regional Growth Overview
Several sources of data were evaluated for identifying growth trends and
reasonable forecasts of future population, household, and employment
levels. Data from the Center for Public Affairs Research (CPAR) at
University of Nebraska Omaha, Woods and Poole economics1, and historical population data from the US Census Bureau were all reviewed. The study team considered the planning impacts of each dataset
and decided that for planning purposes, a combination of US Census
historical trends and Woods and Poole Economics was the preferred
source of projection data.
• Population Projections: Historical trend analysis for US Census data
for Grand Island indicated very steady population growth between the years 1980 to 2017. This trend was combined with estimates of MPO areas not in Grand Island MPO areas to develop an overall MPO area
population growth projection of 24% growth between 2017 and 2045.
• Employment Projections: Woods and Poole data for Hall County were
used as the basis for the employment projections, with adjustments made to the MPO-level employment projections for population growth, and accounting for MPO areas not in Hall County. Based on this
methodology, job growth by sector was projected through 2045 for the
following sectors: Service, Government, Basic sector, and Retail.
• Household Projections: Woods and Poole data also include projections of age cohorts, birth rates, and household formation. The data for Woods and Poole for Hall County indicated that the average
household size (persons per household) would increase by 1.4%
through 2045.
The resulting population, household, and employment projections are
shown in Table 6-1.
1 Woods and Poole is an economics firm specializing in national and regional models for long-term county eco-nomic and demographic data projections. These data provide insights into employment trends within industry sectors.
Table 6-1: GIAMPO Population, Household, and Employment
Projections through 2045
Sources: Grand Island MPO, US Census Bureau, Woods and Poole Economics
2017 2045 CHANGE
Population 58,756 72,772 +24%
Households 21,769 26,588 +22%
Employment
Totals 32,590 41,715 +28%
Retail Sector
Jobs 4,801 4,829 +1%
Service Sector
Jobs 14,752 21,562 +46%
Basic Sector
Jobs 12,011 14,050 +17%
Government Sector Jobs 1,026 1,274 +24%
Average
Household Size 2.70 2.74
Population-Jobs Ratio 1.80 1.74
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Allocation of Growth
The purpose of development allocation was to identify the location
of the new jobs and housing associated with the future development anticipated in Table 6 -1. For the purposes of use in the GIAMPO Travel Demand Model (TDM), this growth needed to be allocated to the
transportation analysis zone (TAZ) structure of the model for the 2045
planning horizon. The allocation was developed on input from local
planning and engineering staffs, and rooted in their understanding of current development densities (jobs per acre, housing units per acre), local planning and development expertise related to the market, and an
understanding of which areas have or are anticipated for urban services
(water, sewer, etc.).
The resulting growth by TAZ is shown in Figure 6-1 and Figure 6-2. Each
figure displays the net growth in number of households and net growth in number of jobs for each respective TAZ.
GIAMPO Travel Demand Model
As a part of the LRTP update, the TDM was updated to reflect conditions representative of a base year 2017. The TDM is a computer simulation that evaluates the interaction of land development and the transportation
system that allows for testing of various projects and growth scenarios.
It is the primary tool for forecasting future traffic conditions in the
GIAMPO area. It does not currently have the capability to model transit, walking, or biking trips. More information on the TDM is provided in the GIAMPO 2045 Travel Demand Model Validation Report, included as
Appendix D.
Figure 6-1: 2018-2045 Household Growth by TAZ
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2045 Existing Plus Committed Future Baseline
The baseline future year TDM scenario used as a starting point for the 2045
LRTP is the “existing-plus-committed” (E+C) roadway network scenario.
The 2045 E+C scenario represents no improvements to the current roadway network beyond those projects currently under construction, included in GIAMPO’s Transportation Improvement Program (TIP), or in a member
jurisdiction’s Capital Improvement Program (CIP). These projects are
considered “committed” as project funding is anticipated to be available for
implementation over the next four years. The projects that are considered “committed” and included in the E+C scenario are:
• Old Potash Highway reconstruction and widening between North Road and Old Fair Road. • North Road reconstruction to 3-lanes between Highway 30 and Highway
2.
• Claude Road construction between Old Potash Highway and Faidley
Avenue.• Reconstruction of Broadwell Avenue-State Street-Eddy Street intersection as a roundabout.
• Highway 30 realignment and reconstruction from west of Monitor Road to
Claude Road.
• Capital Avenue widening to 3-lanes from Morrows Creek to North Road.
There are other roadway projects included in current TIP and CIPs that are
not included on this list, since those other projects are maintenance projects,
such as a road resurfacing, that do not impact roadway capacity and would have no impact on model forecasts. The current GIAMPO TIP is shown in Appendix F.
Using the housing and employment data reflected in Figure 6-1 and Figure 6-2, traffic volume forecasts were developed by comparing output from the
2015 base travel model and 2045 E+C network scenario travel model. The
resulting traffic forecast operations for peak conditions in 2045 is shown in
Figure 6-3.
Future traffic operational issues were assessed using a Level of Service
approach like the existing conditions traffic operations analysis.
Figure 6-2: 2018-2045 Employment Growth by TAZ
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Figure 6-3: 2045 E+C Scenario Traffic Forecasts
The resulting analysis indicates a limited set of future corridors with anticipated peak period congestion in Grand Island. This analysis found
that after the committed projects have been implemented, there are
some future areas of congestion expected to emerge:
• US 281 between US 34 and Faidley (LOS D/E).
• Capital Ave between Broadwell and St Paul Rd (LOS D/E).
• Broadwell Ave between Faidley and 3rd (LOS D).• Anna St between Broadwell and Adams (LOS D).
Figure 6-4 shows the level of service results for the 2045 E+C scenario.
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Figure 6-4: 2045 E+C Scenario Peak Period Traffic Operations
Future System Performance
In addition to identifying corridor-level traffic operations, the TDM can be used to evaluate overall system performance and regional travel characteristics between today and 2045. Table 6-2 shows a summary of
the growth. The highlights of this regional travel changes include:
• Total System Trips: Daily trips represent the number of vehicle
trips estimated by the TDM. Trips are a function of households and
employment and were estimated to increase by 21% during the 28-year forecast period.
• Vehicle Miles Traveled (VMT) Growth: VMT represents the total
distance people drive in the Grand Island Area. VMT is a calculation of the number of study area trips multiplied by each trip’s length in miles. VMT is forecasted to grow by 25%, more than trip growth. This means
in the future the average trip will be longer distance than it is today.
• Average trip lengths, which are estimated by comparing VMT to total trips for 2018 and 2045, are forecasted to increase by 3%.
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• Vehicle Hours Traveled (VHT) Growth: VHT represents the total time spent driving in vehicles across the Grand Island Area. VHT is
a calculation of the number of study area trips multiplied by each
trip’s time duration. VHT is forecasted to grow by 25%, more than trip
growth. This means in the future the average trip will take more time than it does today. • Average travel speeds, which are estimated by comparing VMT to
VHT for 2017 and 2045, are forecasted to decrease slightly by less
than 1%.
Table 6-2: Grand Island Area System Performance Statistics
*Centroid Connectors not included
2017 2045 E+C GROWTH
Households 21,769 26,588 22%
Employment 31,009 40,134 29%
Balanced Trips 309,974 375,619 21%
Daily VMT (Miles)*1,283,168 1,603,418 25%
Daily VHT
(Hours)*28,419 35,566 25%
Average Trip
Length (Miles)4.14 4.27 3%
Average Travel Speed (MPH)45.15 45.08 <-1%
Multimodal System Opportunities
The future growth estimated for the GIAMPO planning area has several
implications for the multimodal system. As population and employment levels in the region grow, investment in the bicycle and pedestrian and transit systems can improve regional multimodal opportunities and
connectivity while helping the MPO make further progress towards the
LRTP goals. The multimodal system opportunities within the GIAMPO
region are discussed below.
Bicycle and Pedestrian System Opportunities
The 2018 Bicycle and Pedestrian Master Plan provided detailed
strategies for improving the regional bicycle and pedestrian system.
Building off these strategies, the analysis completed, and input received during the 2045 LRTP, the major bicycle and pedestrian system strategies being considered are:
• Off-Street Facilities: Pursue further development of the regional trail system and create connections to existing and future trails. This
includes incorporating trail accommodations into future roadway
improvement projects and identifying key corridors not adjacent to
streets that will improve overall regional trail system connections.• On-Street Facilities: Identify potential on-street corridors where bicycle and pedestrian facilities could be sited on low-volume and
low-speed streets. Specific on-street treatments might include bicycle
boulevards, separated bicycle lanes, or similar facilities.
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Transit System Opportunities
The major public transit opportunity presented
by future development and regional growth is
to identify future development areas whose
design and density could support expanded transit service. Some of the major residential and employment growth areas include:
• Northwest and southwest Grand Island are anticipated to see the highest residential
growth
• Southern Grand Island, along the U.S. 281
and U.S. 34 corridors, as well as northern Grand Island around Highway 2 and N Webb Road are anticipated to see the highest
employment growth.
Areas with dense, walkable development patterns and a diversity of land use types
are often the most conducive to supporting
effective transit service. As development
occurs over the planning horizon, development patterns that emerge will be the key to whether transit services can effectively serve those
areas.
Crane Bus
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Chapter 7 Future Transportation Revenues
MPO Funding
An important aspect of LRTPs is the identification of potential
transportation projects and their associated funding mechanisms. The
LRTP must be fiscally constrained and demonstrate the MPO and local
jurisdictions’ capability to implement planned projects using committed or reasonably assumed future revenue sources while ensuring the Federal-aid transportation system is still in adequate operation and is
well-maintained.1 This section of the report will summarize:
• Current and potential Federal, State, and local revenue sources for the
GIAMPO
• Historical funding trends
• Projected future revenues
Federal Revenue Sources
Overview of Federal Funding Programs
Multiple Federal programs have been used to fund past transportation projects in the GIAMPO region. These Federal funding programs include:
• Surface Transportation Block Grant Program (STBG): The STBG program allocates funds to States and Localities for projects that
improve the performance and/or condition of the Federal-aid highway
system, bridges, tunnels, pedestrian, bicycle, and transit capital
projects. GIAMPO does not receive any STBG funding directly.• Surface Transportation Block Grant Program funding for Transportation Alternatives (STBG-TA): The STBG-TA program
provides funding for a range of smaller-scale projects such as
pedestrian and bicycle facilities, recreational trails, safe routes
1 Federal Highway Administration, Financial Planning & Fiscal Constraint. https://www.transit.dot.gov/regula-tions-and-guidance/transportation-planning/financial-planning-fiscal-constraint.
to school, historic preservation, vegetation management, and
environmental mitigation. A portion of STBG-TA funds are awarded by NDOT to local jurisdictions for eligible projects on a competitive basis.• National Highway Performance Program (NHPP): The NHPP provides
funds for projects that support the condition and performance of the
National Highway System, such as new NHS facilities, that support
progress towards performance measure targets. All NHPP funding in the GIAMPO area is directed by NDOT.• Highway Safety Improvement Program (HSIP): The HSIP provides
funds for highway safety projects that achieve significant reductions
in traffic fatalities and serious injuries. Non-State-owned roads and
tribal roads are eligible for HSIP funds. A portion of HSIP projects are awarded by the state on a competitive basis.• National Highway Freight Program (NHFP): The NHFP provides
funds for projects that improve the efficient movement of freight on
the National Highway Freight Network (NHFN). State DOT’s receive
apportionments of Federal NHFP funds then distribute the funds for state and local projects. The only GIAMPO corridor that is part of the NHFN is Interstate 80.
• FTA Section 5307 Urbanized Area Formula Program: Section 5307
funds are available to urbanized areas to support transit capital
investments and operating assistance. • FTA Section 5339 Bus and Bus Related Facilities: Section 5339 funds are available to States and direct recipients to replace, rehabilitate,
and purchase transit buses, and equipment as well as to construct
bus facilities that incorporate innovative technologies.
• FTA Section 5311 Formula Grant for Rural Areas: Section 5311 is a formula-based funding program designed to support the mobility needs of rural communities through funding for capital, planning, and
operating assistance for public transit agencies in rural areas with
populations below 50,000.
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Historic Federal Funding Levels
Historic Federal funding levels for the Grand Island Area MPO were
identified through the review of past years Transportation Improvement
Programs (TIPs) and interviews with MPO and Nebraska DOT staff. In
addition to presenting historic funding levels by year, average yearly funding values are given in:
• Year of Expenditure (YOE): Value in the given year’s dollars.2
• 2020 Dollars: Value in 2020 dollars.3
NHPP Funding
Historical NHPP funding levels are presented in Table 7-1. Current
funding for the STBG and STBG-TA programs is discussed below.
2 Year of Expenditure assumptions are: 3% budget growth, 4% project cost growth3 Based on assumed 3% budget growth, directed by NDOT staff.
Table 7-1: Historical Funding Levels for NHPP Projects
It should be noted that NHPP funds are directed by Nebraska DOT for projects as needed on the NHS state routes. No NHPP funding levels
beyond currently programmed projects will be shown in the fiscally
constrained portions of the LRTP.
STBG Funding
Jurisdictions in the GIAMPO area have opted to forgo STBG funding in favor of receiving Federal Fund Purchase Program (FFPP) buyout funds. For areas of Nebraska outside of Lincoln and Omaha that receive FFPP
funding, the STBG dollars are used by Nebraska DOT for state highway
projects.4 District Engineers coordinate with Local Public Agency (LPA)
officials to identify state highway projects within their jurisdictions and allocate STBG funds for them. More discussion of FFPP funding is provided later in this chapter.
STBG-TA Competitive Funding
LPAs within the State of Nebraska compete annually for the STBG-TA
funds allocated to the Nebraska DOT from the Federal government.
These funds are eligible for the same small-scale transportation projects that are eligible under the Federal STBG-TA program. Establishing anticipated future funding streams based on the historical funding levels
was difficult, since the MPO has only existed since 2013 and funding
for the STBG-TA program during that short period has been temporarily
interrupted. The LRTP team discussed this with NDOT staff, and it was suggested that this short, choppy funding history was not an ideal way to project future revenues forward. It was decided the best approach
was to look at the proportion of the state within the Grand Island area
to estimate the long-term share of funding the region might attain. It
was thought that over time, the proportion of funding secured within the MPO area might be approximately equivalent to its proportion of state representation via population. While not a guarantee of future funding,
4 For STBG-eligible project categories described in this document.
Source: Grand Island Area MPO, Transportation Improvement Program
YEAR NHPP
2016 $998,000
2017 $11,396,000
2018 $14,684,000
2019 $0
2020 $0
Average (YOE $)$5,415,600
Average (2020 $)$5,830,850
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this method provided a reasonable funding projection. Documentation of NDOT’s support for this methodology is included in Appendix A.
Estimates of current funding levels are that approximately $3.4 million in STBG-TA dollars are distributed each year; approximately $500,000
annually is allocated to first class cities and the remaining $2.9 million is
allocated statewide. While no allocations of this funding are guaranteed,
based on population it is estimated that in a typical year the Grand Island area could reasonably secure 4.2% of this statewide share, or $143,000 annually in 2020 dollars.5 Table 7-2 shows the projected STBG-TA
funding levels by future year time band, in year of expenditure dollars.
The time bands for the plan include 20-years beyond the current GIAMPO
2021-2025 TIP:
• Short Term: 2026-2030
• Mid-Term: 2031-2037• Long Term: 2038-2045
Highway Safety Improvement Program
Similar to STBG-TA funds, local jurisdictions are eligible to compete for HSIP funding for safety projects. Estimates of current funding levels are
that approximately $16 million in HSIP dollars are distributed each year;
approximately $5 million annually is allocated to state projects and the
remaining $11 million is allocated to jurisdictions statewide. While no allocations of this funding source are guaranteed, based on population it is estimated that in a typical year the Grand Island area could reasonably
secure 3.1% of the statewide jurisdiction portion, or $340,000 annually
in 2020 dollars. Table 7-2 shows the projected HSIP funding levels by
future year time band, in year of expenditure dollars.
5 Estimate based on GIAMPO study area having 10.9% of first class cities population and 3.1% of statewide population. This is not a guaranteed level of funding. GIAMPO will not receive funds every year.
Table 7-2: Projected Grand Island Area STBG-TA and HSIP Budget (YOE $)
Table 7-3: Historical Funding Levels for FTA Programs
Source: NDOT Supported Methodology, Grand Island Area MPO
Federal Transit Funding
Review of past years TIP documents identified the historical funding levels for the regional transit system, which are shown in Table 7-3.
TIME BAND YEARS HSIP FUNDS STBG-TA
FUNDS
Short Term 2026-2030 $2,154,900 $906,700
Mid-Term 2031-2037 $2,497,800 $1,516,900
Long Term 2038-2045 $6,253,400 $2,164,900
Total $10,906,100 $4,588,500
YEAR SECTION 5307 SECTION 5311 SECTION 5339
2016 $183,000 $18,000 $-
2017 $414,920 $-$104,000
2018 $459,000 $19,000 $104,000
2019 $408,000 $18,000 $-
2020 $498,000 $21,000 $-
Average
(YOE $)$392,580 $15,200 $41,600
Average (2020 $)$412,910 $15,990 $44,800
Source: Grand Island Area MPO, Transportation Improvement Program
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State Revenue Sources
Overview of State Funding Programs
The Nebraska DOT allocates additional transportation funds to localities
across a series of different programs. These State programs include:
• State Highway Trust Fund: The main transportation funding program
for the State of Nebraska. This funding source draws from several
local and Federal sources that are then allocated to Nebraska counties and municipalities. • Build Nebraska Act: Enacted by the State Legislature in 2011, the Build Nebraska Act is a 20-year funding program that captures
one-quarter (1/4th) of one cent of the existing state sales tax to
fund improvements to state and local highways, roads, and streets. 85% of the receipts are designated to the NDOT for expansion and construction of the State expressway and High Priority Corridors. The remaining 15% is allocated to counties and municipalities on a
formula basis. The portion of the Build Nebraska Act dedicated to
specific highway projects includes these two projects in:• Construction of the US 30 / US 281 realignment and 4-lane widening just west of Grand Island in the GIAMPO area (anticipated for construction between fiscal years 2020 - 2023).
• Design of the Grand Island East Bypass (anticipated for planning and
design between fiscal years 2024 – 2033). This does not include construction of the bypass.• Motor Vehicle Fees: Motor vehicle fees collected by each of Nebraska’s counties are distributed as 50% to the county treasurer of
each county as a proportion of the most recent amount paid by that
county into the Highway Allocation fund, and 50% to the treasurer of each municipality as a proportion of the most recent amount paid by that municipality into the Highway Allocation Fund.• Federal Funds Purchase Program (FFPP): NDOT began the FFPP in
2013 as means of providing localities with more flexible funds to meet
their transportation needs. Counties and municipalities can trade their
STBG and Highway Bridge Program funds to NDOT in exchange for state funding for highway and bridge projects.
Past Funding Levels
State Highway Trust Fund, Nebraska Build Act, and Motor Vehicle
Fees
Each year, Nebraska DOT publishes a Highway User Revenue Distribution Report that discloses the amount of State Highway Trust Fund, Nebraska Build Act, and Motor Vehicle Fee monies that are disbursed to the
counties and municipalities of the Nebraska. The amount of funds
distributed to Hall and Merrick Counties, and the Cities of Grand Island
and Alda since 2016 were reviewed and presented in Table 7-4.
Table 7-4: State Highway Trust Fund, Nebraska BUILD Act, and Motor Vehicle Fee Amounts Allocated to GIAMPO Member Jurisdictions,
2016-2019
Source: Nebraska Department of Transportation
*Municipal Highway Allocation includes Nebraska Build Act funds allocated in that year.
YEAR
MUNICIPAL
HIGHWAY
ALLOCATION*
NEBRASKA BUILD ACT MOTOR VEHICLE FEE
2016 $8,380,080 $346,690 $702,900
2017 $8,844,630 $349,450 $720,590
2018 $9,235,140 $365,550 $741,820
2019 $9,849,230 $373,060 $758,160
Average (YOE $)$9,077,270 $358,690 $730,870
Average
(2020 $)$9,759,720 $386,030 $786,610
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Federal Funds Purchase Program
State legislation passed in 2011 authorized the Nebraska DOT to enter
annual purchase agreements for federal aid transportation funds from
LPA’s at discount rates. The purpose of the FFPP is to grant LPA’s more flexibility in disbursing their monies to projects that better suit their immediate needs and remove some of the rigidity associated
with federal aid funds. While the FFPP requires state funds be used for
roadway and/or bridge projects, many of the federal requirements and
much of the federal oversight is removed and LPA’s can pursue a broader range of transportation projects.
The specific federal funds and agencies that qualify under the FFPP are:
• STBG: All Nebraska Counties, Cities, and First Class outside of the Omaha and Lincoln Metropolitan Areas.• Highway Bridge Program (HBP): Counties and Cities of the First Class with deficient bridges.
The eligible activities under the FFPP are:
• Road Projects: Construction, reconstruction, maintenance, or repair of public highways, streets, roads, bridges, facilities, appurtenances, and roadway structures.• Bridges: construction, reconstruction, improvements, repair, or
maintenance of LPA public road bridges.
• Other eligible activities: erosion protection, sidewalks, ADA ramps, curb and gutter repair, and storm sewer repair.
Past and Projected FFPP Amounts for Jurisdictions in the
GIAMPO Area
The City of Grand Island, with a population of more than 5,000 and less than 100,000, is defined as a First Class City which makes it eligible for the FFPP. The city has been eligible since 2015 while Hall and Merrick
Counties have been eligible for the program since it began in FY 2013. All
three LPA’s have been eligible for the HBP FFFP program since FY 2013.
Table 7-5 presents the previous seven years of FFPP program funds
allocated to the City of Grand Island, Hall County and Merrick County.
Table 7-6 presents the same data for the HBP program buy outs.
Table 7-5: Historical and Projected Funding Levels of the Federal Funds Purchasing Program
*City of Grand Island was eligible for FFFP beginning FY2015
Source: Nebraska Department of Transportation
FISCAL YEAR (FY)
CITY OF
GRAND
ISLAND*
HALL COUNTY MERRICK COUNTY
Past
Funding
2013 $0 $110,950 $96,280
2014 $0 $109,950 $95,490
2015 $866,750 $121,630 $106,170
2016 $904,530 $127,190 $110,930
2017 $918,400 $129,320 $113,070
2018 $946,600 $143,950 $115,900
2019 $970,020 $137,370 $121,200
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Table 7-6: Historical and Projected Funding Levels of the HBP Federal Fund Purchasing Program
Table 7-7: Historical City Funding Levels for Non-Transit Transportation Projects
Source: Nebraska Department of Transportation
Source: Grand Island Area MPO, Transportation Improvement Program
Local Revenue Sources
Overview of Local Funding Programs
While the Grand Island Area MPO receives Federal monies to fund local
transportation projects, Federal funds normally do not cover the entire
cost of a project. Localities are typically required to match a portion of
total costs with their own monies; for most Federal programs, the match is 80% of total project cost sourced from the Federal program and the remaining 20% from local funds.
GIAMPO relies on several local funding sources to provide revenues for various transportation projects, including public transit. Per the City of
Grand Island’s Budget Book, the Capital Improvements fund draws from the City’s General fund, Cemetery fund, State Gas Tax fund, Keno fund,
and Special Assessment fund.7 These funding sources are grouped
into the category “City funds”. Hall and Merrick Counties also provide
annual funding for projects in the GIAMPO area and are categorized as “County funds”. Table 7-7 displays the historical funding levels from City and County sources for non-transit transportation projects, while
Table 7-8 contains local funding levels for transit projects. As shown
in Table 7-7, there has been significant “banking” of funds over several
years to complete several projects in 2019. The City of Grand Island estimates that after paying for maintenance activities, that the future city transportation funding levels will be approximately $2.5M per year.
7 City of Grand Island, 2019 Budget Book. https://www.grand-island.com/home/showdocument?id=23101.
FISCAL
YEAR (FY)
CITY OF GRAND
ISLAND
HALL
COUNTY
MERRICK
COUNTY6
Past
Funding
2013 $14,340 $39,460 $72,280
2014 $21,560 $49,270 $94,260
2015 $24,770 $43,690 $102,820
2016 $19,420 $66,640 $109,050
2017 $19,440 $63,970 $100,000
2018 $20,130 $66,250 $103,570
2019 $21,410 $50,190 $106,060 YEAR CITY FUNDS
2016 $125,000
2017 $-
2018 $168,000
2019 $26,686,000
2020 $2,372,000
Average (YOE $)$5,870,200
Average (2020 $)$6,035,500
6 The majority of Merrick County is outside of the MPO area, thus most of this funding will be spent outside of the MPO area.
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Table 7-8: Historical City and County Funding Levels for Transit Projects Table 7-9: Projected Grand Island O&M Budget
Source: Grand Island Area MPO, Transportation Improvement Program
Source: City of Grand Island 2020 Adopted Budget
Local Operations and Maintenance
The City of Grand Island maintains most of the local street system.
Part of demonstrating fiscal constraint within the LRTP is providing an
understanding of operations and maintenance (O&M) requirements for
the GIAMPO study area. Based on a review of the most recent City of Grand Island budgets, there is $6,438,000 spent on O&M for streets. Based on current budgeted O&M costs, Table 7-9 provides projections
on the future O&M levels.
Transit Operations and Maintenance
The transit system allocates sufficient funds to operated and maintain bus service. CRANE budgets in three categories for the Transit Award Management System (TrAMS) system. These three categories are:
• Operations• Other Capital Items such as preventative maintenance and City
administration costs
• Equipment for bus support and facilities
O&M costs are included in the “Operating” category, and partially in the
“Other Capital Items” category. Table 7-10 illustrates the funding levels
allocated to each of these three categories for the current TIP period.
YEAR CITY FUNDS COUNTY FUNDS
2016 $60,000 $6,000
2017 $-$-
2018 $343,000 $6,000
2019 $286,000 $7,000
2020 $360,000 $9,000
Average (YOE $)$209,800 $5,600
Average (2020 $)$217,200 $5,870
TIME BAND YEARS O&M SPENDING
Short Term 2026-2030 $40,810,000
Mid-Term 2031-2037 $68,290,000
Long Term 2038-2045 $97,460,000
Total $206,560,000
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Table 7-10. Projected CRANE O&M and Capital Budget
Source: Grand Island Area MPO, Transportation Improvement Program
Future Transportation Funding Levels
Future anticipated funding levels were developed for the LRTP, based on
the financial analysis completed in this chapter, and budget assumptions provided by Nebraska DOT program management staff. The key assumption was a 3% annual budget growth, and 4% annual cost growth
(discussed in more detail in Chapter 9).
Future Federal Program Funding Levels
Future funding levels for Federal programs are shown in Table 7-11.
YEAR FUNDING SOURCE OPERATING OTHER CAPITAL ITEMS BUS SUPPORT EQUIPMENT / FACILITIES TOTAL BUDGET
2021 FTA 5307 $304,000 $157,000 $36,000 $497,000
Grand Island $304,000 $61,000 $9,000 $374,000
2022 FTA 5307 $313,000 $249,000 $37,000 $599,000
Grand Island $313,000 $62,000 $9,000 $385,000
2023 FTA 5307 $323,000 $177,000 $38,000 $538,000
Grand Island $323,000 $44,000 $10,000 $376,000
2024 FTA 5307 $348,000 $167,000 $39,000 $554,000
Grand Island $336,000 $42,000 $10,000 $388,000
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Table 7-11: Projected Federal Program Revenues for GIAMPO, Year of Expenditure
There are potential NHPP and Congestion Mitigation and Air Quality (CMAQ) funding that might become available for future use within the
GIAMPO area, but the use of these funds are state-directed and no
revenue estimates were developed for these programs could reasonably
be developed for the LRTP.
Additional Transit Fund
CRANE received an award of $2.2 million in additional funds through the
Coronavirus Aid, Relief, and Economic Security (CARES) Act in March
2020. CRANE is planning to use the money for service expansion and to
address facility needs.
Future Local Program Funding Levels
Future funding levels for locally directed programs are shown in Table
7-12. Note that this analysis focuses on funding for Grand Island, as
all of the city is within the GIAMPO area, and the majority of the other
two large jurisdictions (Hall County and Merrick County) lie outside of the GIAMPO study area. The table also shows anticipated outlays for operations and maintenance budgets for each time band.
TIME BAND YEARS STBG-TA HSIP FTA 5307 FTA 5311
Annual
Level 2020 $151,000 $340,000 $497,000 $20,000
Short Term 2026-2030 $957,700 $2,154,900 $3,312,000 $131,000
Mid-Term 2031-2037 $1,603,000 $3,605,000 $5,865,000 $233,000
Long Term 2038-2045 $2,289,000 $5,146,200 $8,996,000 $358,000
2026-2045 Total $4,849,700 $10,906,100 $18,173,000 $722,000
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Table 7-12: Projected Grand Island Transportation Revenues, Year of Expenditure
Figure 7-1 illustrates the funding projections by source that are anticipated in this plan. As shown, the majority of funding for the
transportation system in the GIAMPO region is
locally-sourced.
Figure 7-1. Funding Projections by Funding Source and Time Band
TIME BAND YEARS GRAND ISLAND FFPP FUNDS
GRAND ISLAND LOCAL FUNDING
GRAND ISLAND MUNICIPAL HIGHWAY FUNDS
TOTAL CITY FUNDS FOR TRANSPORTATION O&M BUDGET REMAINING LOCAL FUNDS FOR PROJECTS
Annual Level 2020 $999,125 $2,500,000 $5,124,050 $8,623,175
Short Term 2026-2030 $6,333,841 $15,848,465 $32,483,330 $54,665,636 $40,810,000 $13,855,636
Mid-Term 2031-2037 $10,597,363 $26,516,599 $54,348,952 $91,462,914 $68,290,000 $23,172,914
Long Term 2038-2045 $15,125,367 $37,846,517 $77,570,979 $130,542,862 $97,460,000 $33,082,862
2026-2045 Total $32,056,571 $80,211,581 $164,403,260 $276,671,413 $206,560,000 $70,111,413
$180,000
$160,000,000
$140,000,000
$120,000,000
$100,000,000
$80,000,000
$60,000,000
$40,000,000
$20,000,000
$0 City FFPPFunds LocalFunding CityMunicipalHighwayFunds
STBG-TA HSIP FTA 5307 FTA 5311
Short Term: 2026-2030
Mid-Term: 2031-2037
Long Term: 2038-2045
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Chapter 8 Project Alternatives and Strategies Development
Project and policy alternatives that were considered during development
of the 2045 LRTP came through a range of avenues. This includes input
received during the Plan’s public engagement activities, alternatives
developed through the technical analysis process, and from previous plans and studies in the area. These plans and studies include:
• Journey 2040 Long-Range Transportation Plan • 2018 Bicycle and Pedestrian Master Plan • 2017 Grand Island Transit Needs Assessment and Feasibility Study
The projects that were screened were categorized by mode, then evaluated based on how well they aligned with the goals and objectives of the 2045 LRTP. The roadway and bicycle and pedestrian projects were
then assessed based on how well they fit into the project scoring metrics
shown in Chapter 4.
The process includes both quantitative and qualitative elements when
identifying which projects should be implementation priorities. The
project metrics provide a quantitative-based approach to assessing project alternatives and how well they fit with the multiple project goals. Qualitative elements include considering project context, or how well
a project fits into the surrounding environment. Furthermore, some
projects address a critical need in one goal area (like safety) and might
not receive as many project scoring points since that project is singularly focused and would potentially meet a smaller number of project metrics.
Alternative Strategies
For each of the transportation modes assessed in the alternatives
development process, a range of different project types were considered.
Roadway Strategies
Different roadway project types include:
• New Corridor: A new roadway.
• Bypass: A high-speed regional route with limited access. • Roadway Widening: Adding new travel lanes to an existing roadway. For instance, an existing two-lane road is widened to a
three-lane road (center turn lane is added).
• Access Management: Construction of medians and other
geometric changes to restrict critical vehicular movements to manage roadway access and improve safety. • Intersection Control: Changes to how an intersection is
operating, such as
improved signal
technologies or new designs such as roundabouts.
Road Construction at Faidley Ave and Claude Road, 2020
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• Transit Operations: These strategies would continue investing
in operations and maintenance of the current bus fleet and
continue vehicle replacements as older vehicles reach the end of their serviceable life.• Transit Development Plan: Complete a study that looks ahead
and identifies services the agency can provide based on
funding and the needs of Grand Island area users.
• Transit Facility Improvements: Build a transit operations facility for CRANE, the Grand Island area transit service provider. The building will allow for improved transit operations, preventative
maintenance, system communications, and route planning for
the system.
• Transit Service Expansion: Expand the services offered by CRANE to include options such as limited fixed route or flexible fixed route services. Other service expansions might include
longer hours of operation.
Any future strategies that expand service to include permanent
transit stations should consider how access to stations can be enhanced through the bicycle and pedestrian strategies outlined in this document. CRANE has researched needs related
to these potential future stations and is prepared to pursue FTA
section 5339 funding to connect trails to these potential future
stops if established.
Transit Strategies
Crane Bus
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On-Street Facilities
• Shared Lanes: Use markings on street pavement that indicate
a shared lane environment for road users. Commonly referred
to as “sharrows” that offer proper positioning and directional
guidance for cyclists.• Bicycle Boulevards: Improvements that prioritize bicycle usage on roads that have low motorized vehicle traffic and low
speeds. Vehicle volumes and speeds are managed through
signage,
pavement markings, sometimes
vehicular
access control
improvements, and speed and volume
management
designs.
• Multi-Use Shoulders: Roadway shoulder designed to serve bicycle traffic and parking. The roadway shoulder should be sufficiently wide and surface condition good enough to support
bicycles.
• Advisory Bike Lanes: Marked bicycle lanes within vehicular
travel lanes with low vehicular traffic. Includes advisory signage of cycling activity. • Protected Bike Lanes: Bicycle lane separated from vehicular
traffic by a physical barrier, i.e. a raised curb, vehicle parking,
concrete barrier, etc.
Bicycle and Pedestrian Strategies
• Pedestrian Crossing Improvements: Improved intersection crossing infrastructure for pedestrians, including
curb extensions and enhanced median
crossings.
Off-Street Facilities
• Multi-Use Trail: Bicycle and pedestrian
trail separated from vehicle traffic. These facilities are commonly used for recreational purposes but can provide
some transportation connections.
• Sidepaths: A bicycle and pedestrian
path separated from vehicular traffic. These facilities are typically located parallel to a street and function similarly
to a sidewalk, but typically wider. Curb Extensions, 3rd and Wheeler. Source: Google
StreetView
Beltline Trail, Grand Island
Alternative Strategy Scoring Results
The resulting scores for the roadway and bicycle and pedestrian projects screened in the alternatives development were categorized
into the tiers “High, Medium, and Low” based on their resulting scores,
with roughly 1/3rd of projects falling into each of the tiers. These tiers
guided the development of the Fiscally Constrained Plan of the LRTP, as projects receiving “High” and “Medium” scores were considered as top candidates for the Fiscally Constrained Plan. For more information
on the scoring methodology and to see a complete list of the scoring
results, see Appendix E.
Figure 8-1 shows the roadway projects by scoring tier while Figure 8-2
shows the bicycle and pedestrian projects by scoring tier.
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Figure 8-1: Alternate Roadway Projects Scoring Results
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Figure 8-2: Alternate Bicycle and Pedestrian Projects Scoring Results
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Chapter 9 Fiscally Constrained Plan
LRTPs are required to be fiscally constrained, meaning the MPO should
demonstrate that the plan’s project costs can be reasonably funded
by future transportation revenues. For the GIAMPO 2045 LRTP, this
was accomplished by developing future budgets based on the funding analysis documented in Chapter 7.
2021-2045 Fiscally Constrained Plan
The projects selected for the Fiscally Constrained Plan were chosen based on their scoring results from the alternatives development process described in Chapter 8 as well as how their costs fit with
anticipated future transportation revenue levels. Some of the high
scoring projects that could not fit within the funding projections of the
Fiscally Constrained Plan have been identified as High Priority Vision Projects. These projects are considered as regional priorities that will be the first projects implemented should the required funding levels become
available in the future.
Fiscally Constrained projects are grouped by time band and include
two costs—2020 dollars and Year-of-Expenditure (YOE) dollars. The
YOE costs were projected using the mid-point year of each time band
and applying a 4% annual cost inflation factor to the 2020 project cost. Additional project information shown in the table is potential funding source and potential project sponsor.
Committed Projects
GIAMPO’s current TIP spans the years 2021-2025. All transportation
projects programmed in this document are considered committed for the purposes of fiscal constraint. All projects in the fiscally constrained plan are considered candidates for implementation beyond the current
TIP period, beginning in 2026. Table 9-1 shows the projects included in
GIAMPO’s 2021-2025 TIP.
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Table 9-1: Committed Roadway Projects
Source: GIAMPO Transportation Improvement Program, 2021-2025
CHAPTER 9 FISCALLY CONSTRAINED PLAN
PROJECT
NUMBER PROJECT DESCRIPTION COST (YOE $)
S‐30‐4(1046)US‐30 West, 4-lane divided roadway on new alignment $31,966,000
NH‐30‐4(162)Bridge rehabilitation on 3 bridges on US-30 in Grand Island $5,490,000
NH‐2‐4(112)Highway 2 resurfacing from Cairo to US-281 in Grand Island $15,668,000
NH‐34‐4(134)US-34 resurfacing from 2.2 miles south of Grand Island to US-281 $5,506,000
MISC‐40(65)District 4 Wetland Bank survey, design, and construction $1,128,000
ELEC‐80‐6(1047)West Grand Island Interchange build new lighting towers, install cable and control boxes $1,045,000
HSIP‐80‐7(170)Grand Island Area Bridges add High Friction Surface Treatment to bridges and horizontal curves on I-80 $1,770,000
HSIP‐5409(3)5-Points Intersection Improvements-roundabout $3,420,000
Capital Avenue from North Road to Moore’s Creek $2,375,000
North Road from Old Potash Highway to US-30 $2,821,000
Old Potash Highway Improvements, widen and extend Claude Road $17,930,000
Broadwell and UPPR Planning & Environmental Linkage Study $412,000
North Road Improvements from Highway 2 to Capital Avenue $4,188,000
North Road Improvements from Capital Avenue to 13th Street $6,724,000
North Road Improvements from 13th Street to Old Potash Highway $6,158,000
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Table 9-2: Committed Transit Projects
Source: GIAMPO Transportation Improvement Program, 2021-2025
Fiscally Constrained Projects
The fiscally constrained roadway projects for 2026 through 2045 are presented in Table 9-3. The location and implementation time band for each fiscally constrained roadway project is shown in Figure 9-1. High
Priority Vision roadway projects are included in this figure while Table
9-5 summarizes them.
The fiscally constrained bicycle and pedestrian projects are presented in
Table 9-4. The location and implementation time band for each fiscally constrained bicycle and pedestrian project is shown in Figure 9-2. High Priority Vision bicycle and pedestrian projects are included in this figure
while Table 9-5 summarizes them.
The next three sub-sections address the LRTP’s fiscal constraint by
describing the anticipated budget, projects costs, and budget balance by
major funding category: HSIP, STBG-TA, and local funding.
High Priority Vision projects are transportation investments that do not fit within the current fiscally constrained budget but would be the
first projects that GIAMPO and member jurisdictions would promote
into the Transportation Improvement Program should additional
future funding become available.
HSIP Fiscal Constraint
As outlined in Chapter 7, HSIP funds are not directly allocated to
GIAMPO on an annual basis but are reasonably expected to be awarded
in proportion to regional needs for eligible projects. Based on the project funding assumptions in Table 9-3, the following summarizes HSIP budgets, project costs, and balances:
• HSIP Budget: $10,573,000 in year-of-expenditure HSIP funds are projected for the GIAMPO area for the years 2026-2045.
• HSIP Project Costs: $3,488,000 in year-of-expenditure HSIP project
costs for the 2026-2045 period. This specifically includes:
• $2,488,000 in Short-term (2026-2030) HSIP project funding• $960,000 in Mid-term (2031-2037) HSIP project funding• Remaining HSIP Budget Balance: $7,125,000 balance in HSIP funds
between 2026-2045.1
STBG-TA Fiscal Constraint
As with HSIP funds, STBG-TA funds are not directly allocated to GIAMPO
annually. The reasonably-expected funding levels were evaluated against
eligible project costs. Based on the project funding assumptions in Table 9-4, the following summarizes STBG-TA budgets, project costs, and balances:
1 Note these are not actual remaining funds but illustrate that assumed HSIP funding contributions are below the anticipated regional HSIP funding budget.
CHAPTER 9 FISCALLY CONSTRAINED PLAN
PROJECT DESCRIPTION COST (YOE $)
Urban Transit Operations $3,711,000
Rural Transit Operations $164,000
Transit Planning $100,000
Transit Capital Acquisition $1,608,000
Transit Development Plan $150,000
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• STBG-TA Budget: $4,849,700 in year-of-expenditure STBG-TA funds are projected for the GIAMPO area for the years 2026-2045.
• STBG-TA Project Costs: $4,837,500 in year-of-expenditure STBG-TA
project funding for the 2026-2045 period. This specifically includes:
• $952,000 in Short-term (2026-2030) STBG-TA project funding• $1,605,500 in Mid-term (2031-2037) STBG-TA project funding• $2,280,000 in Long-term (2038-2045) STBG-TA project funding
• Remaining STBG-TA Budget Balance: $12,200 balance in STBG-TA
funds between 2026-2045.2
Local Fiscal Constraint
As outlined in Chapter 7, there are several local transportation funding
sources used by the City of Grand Island. The reasonably expected local
transportation funding levels were evaluated against eligible project costs. Based on the project funding assumptions in Table 9-3 and Table 9-4, the following summarizes local transportation funding budgets,
project costs, and balances:
• Local Transportation Budget: $70,111,400 in year-of-expenditure local funds are projected for the GIAMPO area, after anticipated required
operations and maintenance investments, for the years 2026-2045.
• Local Transportation Project Costs: $60,388,500 in year-of-
expenditure local transportation project costs for the 2026-2045 period. This specifically includes:• $21,243,000 in short term (2026-2030) local roadway project
funding and $448,000 in STBG-TA local funds matching.
• $9,880,000 in mid term (2031-2037) local roadway project funding
and $742,000 in STBG-TA local funds matching.• $27,540,000 in long term (2038-2045) local roadway project funding and $527,500 in STBG-TA local funds matching.
• Remaining Local Transportation Budget Balance: $9,731,500 balance
in local transportation funds between 2026-2045.
2 Note these are not actual remaining funds but illustrate that assumed STBG-TA funding contributions are below the anticipated regional STBG-TA funding budget.
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TIME FRAME PROJECT ID PROJECT DESCRIPTION IMPROVEMENT TYPE COST (2020 $)COST (YOE $)
POTENTIAL
LOCAL SHARE
POTENTIAL
FUNDING
SOURCES
POTENTIAL SPONSOR(S)
Short-Term
(2026-
2030)
4 Claude Rd, Faidley to State New Corridor $5,950,000 $8,140,000 $8,140,000 Developer / Local City of Grand Island
7 Broadwell Ave at UP railroad Grade Separation $25,000,000 $34,210,000 $3,421,000 Local / State City of Grand Island
9 Locust St, Walnut to Fonner Park Reconstruction and Intersection Improvement $6,620,000 $9,060,000 $9,060,000 City City of Grand Island
10 State St west of US 281 Access Management $750,000 $1,030,000 $206,000 HSIP / City City of Grand Island
11 13th St west of US 281 Access Management $760,000 $1,040,000 $208,000 HSIP / City City of Grand Island
12 Faidley Ave west of US 281 Access Management $760,000 $1,040,000 $208,000 HSIP / City City of Grand Island
Mid-Term (2031-
2037)
16a Capital Ave, Broadwell to St Paul Widen $5,150,000 $8,920,000 $8,920,000 City City of Grand Island
22 State St, Lafayette to Broadwell Widen $1,400,000 $1,920,000 $960,000 HSIP / City City of Grand
Island
Long-Term
(2038-2045)
2 13th St, North Ave to Independence Ave Widen $3,850,000 $8,950,000 $8,950,000 City City of Grand Island
25 Old Potash, Engelman to North Widen $5,000,000 $11,620,000 $11,620,000 City City of Grand
Island
27 Stolley Park Road widening to 3 lanes between Kingswood Dr and Stuhr Rd Widen $3,000,000 $6,970,000 $6,970,000 City City of Grand
Island
Table 9--3: Fiscally Constrained Roadway Projects
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Figure 9-1: Fiscally Constrained and High Priority Vision Roadway Projects
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Table 9-4: Fiscally Constrained Bicycle and Pedestrian Projects
TIME FRAME PROJECT ID PROJECT DESCRIPTION COST (2020 $)COST (YOE $)POTENTIAL FEDERAL SHARE
POTENTIAL
LOCAL SHARE
POTENTIAL FUNDING SOURCES
POTENTIAL SPONSOR(S)
Short-Term (2026-2030)
3 Capital Ave Trail to Eagle Scout Park Connection $300,000 $410,000 $278,800 $131,200 STBG-TA City of Grand Island
41 Trail between Cedar Hills Park and the new
medical center, Stuhr Trail and Riverway Trail. $720,000 $990,000 $673,200 $316,800 STBG-TA City of Grand
Island
Mid-Term (2031-2037)
4 Connection between Shoemaker Trail and Cedar Hills Park.$980,000 $1,700,000 $1,105,000 $595,000 STBG-TA City of Grand Island
44 State Fair Boulevard / Bellwood Drive Trails $240,000 $420,000 $273,000 $147,000 STBG-TA City of Grand Island
29 Oak Street Bike Boulevard $200,000 $350,000 $227,500 $122,500 STBG-TA City of Grand Island
Long-Term (2038-2045)
12 NW High School to State Street Trail Connection $400,000 $930,000 $697,500 $232,500 STBG-TA City of Grand Island
25 Stolley Park to LE Ray Park Trail $500,000 $1,160,000 $870,000 $290,000 STBG-TA City of Grand
Island
32 South Locust Street Trails $410,000 $950,000 $712,500 $237,500 STBG-TA City of Grand Island
Trail Funded by Roadway Projects
19 Claude Avenue Trail from Faidley Ave to Capital Street
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Figure 9-2: Fiscally Constrained Bike and Ped Projects
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Table 9-5: High Priority Vision Projects Roadway and Bicycle / Pedestrian Vision Plan
The Vision Plan are the remaining projects that recorded Medium and
Low priority scores during the alternatives screening process and were
not included in the Fiscally Constrained or High Priority Vision Plans.
If sufficient future funding becomes available, these projects could be implemented; however, this would require an amendment to the LRTP.
Figure 9-3 shows the roadway and bicycle and pedestrian Vision Plan projects.
CHAPTER 9 FISCALLY CONSTRAINED PLAN
PROJECT ID PROJECT DESCRIPTION IMPROVEMENT
TYPE COST (2020 $)
Roadway
1 US 281, US 34 to Capital Ave Intersection Improvements $11,800,000
16b Capital Ave, St Paul to Sky Park Reconstruct and Widen $5,150,000
23 East Bypass New Expressway $60,000,000
24 Capital Ave, Engelman to North Widen $5,000,000
Bike and Pedestrian
8
Downtown curb extensions
with major redevelopment projects
Pedestrian Crossings $750,000
9 Independence to Northwest High Trail Trail $400,000
24 Stolley Park Trail Trail $1,100,000
26 LE Ray to Riverway Trail
Connection via Blaine Ave Trail $200,000
30 Independence Avenue Trails Trail $550,000
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Figure 9-3: Roadway and Bicycle and Pedestrian Vision Plan
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Fiscally Constrained Transit Plan
As noted in Chapter 7 and Table 9-2, the CARES Act funding will allow
CRANE to complete some service expansion and addressing facility
needs by 2025. Future service changes are accounted for by the funding
analysis included in the LRTP, but the exact nature of the future service is not yet determined. The “Transit Planning” and “Transit Development
Plan” costs shown in Table 9-2, are anticipated to be completed by 2022 that will identify the preferred concept for future transit service and
facility needs in the Grand Island area.
Future fiscally constrained transit program funding levels by time band
are shown in Table 9-6.
Table 9-6: Fiscally Constrained Transit Projects
TIME FRAME PROJECT DESCRIPTION COST
(2020 $)
COST
(YOE $)
POTENTIAL FEDERAL SHARE
POTENTIAL LOCAL SHARE POTENTIAL STATE SHARE POTENTIAL FUNDING SOURCES
Short-Term (2026-2030)
Transit Operations $4,245,000 $5,810,000 $3,312,000 $2,498,000 FTA 5307 / City of Grand Island
Rural Transit Operations $185,000 $253,000 $131,000 $61,000 $61,000 FTA 5311 / Hall County / NDOT
Mid-Term (2031-2037)
Transit Operations $5,942,000 $10,290,000 $5,865,000 $4,425,000 FTA 5307 / City of Grand Island
Rural Transit Operations $259,000 $449,000 $233,000 $108,000 $108,000 FTA 5311 / Hall County / NDOT
Long-Term
(2038-2045)
Transit Operations $6,791,000 $15,782,000 $8,996,000 $6,786,000 FTA 5307 / City of Grand Island
Rural Transit Operations $296,000 $688,000 $358,000 $165,000 $165,000 FTA 5311 / Hall County / NDOT
Future Planned System Performance
The fiscally constrained projects discussed in this chapter were analyzed in the TDM along with the E+C scenario described in Chapter 6. The plan
network scenario, also called the “existing plus committed plus planned”
(E+C+P), yielded the systemwide statistics shown in Table 9-7. The table also contains the results of the E+C scenario for comparison.
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Table 9-7: Comparison of Grand Island Area Existing and Future System Performance Statistics
2017 2045 E+C 2045 Planned
Network
2017-2045 E+C
Change
2017-2045 E+C+P
Change
Households 21,769 26,588 26,588 22%22%
Employment 31,009 40,134 40,134 29%29%
Balanced Trips 309,974 375,619 375,619 21%21%
Daily VMT (Miles)*1,283,168 1,603,418 1,602,947 25%25%
Daily VHT (Hours)*28,419 35,566 35,462 25%25%
Average Trip Length (Miles)4.14 4.27 4.27 3%3%
Average Travel Speed (MPH)45.15 45.08 45.20 <-1%<1%
*Centroid Connectors not included
As shown in Table 9-7:
• Daily VMT for the 2045 planned network scenario is anticipated to
increase by 25% over the 2017 baseline scenario.
• Compared to the E+C scenario, the planned network scenario reduces daily VMT by 500 miles.• Daily VHT for the 2045 planned network scenario is anticipated to
increase by 25% over the 2017 baseline scenario.
• Compared to the E+C scenario, the planned network scenario
reduces daily VHT by 100 hours.• Average Trip Length for the 2045 planned network scenario is anticipated to increase by 3% over the 2017 baseline scenario.
• Average Trip Length for both the 2045 E+C and 2045 planned
network scenarios is 4.27 miles.• Average Travel Speed for the 2045 planned network scenario is anticipated to increase by less than 1% over the 2017 baseline
scenario.
• Compared to the E+C scenario, the planned network scenario has
average travel speeds that are slightly higher than the 2045 E+C scenario.
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Chapter 10 Environmental Review and Mitigation
Environmental Analysis
The transportation alternatives, particularly the candidate roadway
projects, in the 2045 LRTP were evaluated as a part of the alternatives
assessment process to gauge how well they fit within the natural and
built environment. State and local agencies responsible for land use management, natural resources, environmental protection, conservation, and historic preservation were consulted via letter during the alternatives
assessment and draft plan phases of the LRTP. The letter and response
received are included in Appendix A.
Environmental Screening / Considerations
Environmental resources that could potentially be affected by transportation projects identified in the 2045 Long Range Transportation
Plan are discussed in this section. The LRTP process included the
screening of environmental characteristics for each alternative. The 2045
LRTP is a regional-scale assessment, and projects included in the LRTP
would require additional project development prior to implementation. As those project details are developed, more detailed environmental review would be conducted in the future phases of study.
Figure 10-1 and Figure 10-2 show some of the environmentally sensitive natural and human-built areas in the study area. Discussion regarding the
resources shown in the figures, such as historic resources and waters of
the United States, are detailed below.
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Figure 10-1: Physical Environmental Constraints
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Figure 10-2: Human Environmental Constraints
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Archaeological and Historical Resources
The consideration of impacts on cultural resources is subject to several
federal laws, regulations and guidelines. Principal among these are
the National Environmental Protection Act (NEPA) and Section 106 of
the National Historic Preservation Act . Section 106 requires federal agencies (and agencies receiving federal assistance for projects) to take into account the effects of their undertakings on historic properties
(any prehistoric or historic district, site, building, structure, or object
listed on or eligible for listing on the National Register of Historic
Places). Through the consultation process among agency officials and other parties, the effects of the undertaking on historic properties are considered, beginning with the earliest stages of project planning. The
goal is to identify historic properties within the area of potential effect
(APE) as early as possible in project development, evaluate the historic
significance of the properties, assess the expected project impacts, and seek ways to avoid, minimize, or mitigate any adverse effects.
The National Register of Historic Places was used to identify listed historic properties within the Grand Island area. As roadway alternatives continue to evolve throughout the project development process, an
APE for the project would be proposed by sponsoring agencies (NDOT
and local governments). Coordination with the Nebraska State Historic
Preservation Office (SHPO) would confirm the APE. Records of known historic sites would be searched to determine the presence of historic resources within the APE. The potential for unknown archaeological sites
would be determined through site specific cultural resource surveys.
Through consultation with Nebraska SHPO, the potential for projects to
affect historic resources would be determined – No Historic Properties Affected, No Adverse Effect on Historic Properties, or an Adverse Effect on Historic Properties (when a historic resource cannot be avoided).
In the event of an adverse effect on historic properties, FHWA must
contact the Advisory Council to advise it of the situation, and offer an
opportunity for participation in the consultation with SHPO and others
to plan measures to minimize harm and, ultimately, to mitigate the adverse effects. The agency sponsoring the project would consult with
SHPO and other interested parties to formulate a mitigation plan which
would become the basis for a Memorandum of Agreement (MOA) drawn
up and executed between FHWA, SHPO, and the DOT or local agency. Execution of the MOA completes consultation under Section 106 unless there are changes or additions to the project.
Section 4(f) and Section 6(f) Resources
The Department of Transportation Act (DOT Act) of 1966 included a
provision – Section 4(f) – which is intended to protect any publicly-owned land of a public park, recreation area, or wildlife and waterfowl refuge of national, state or local significance or any land of an historic
site of national, state, or local significance (as determined by the federal,
state, or local officials having jurisdiction over the park, area, refuge, or
site). U.S. Department of Transportation (USDOT) agencies, including FHWA, cannot approve any program or project which requires the use these lands unless:
• There is no feasible and prudent alternative to the use of such land, and the program or project includes all possible planning to minimize
harm to such park, recreational area, wildlife and waterfowl refuge, or
historic site resulting from such use; or
• FHWA determines that the use of the property, including any measures to minimize harm (such as avoidance, minimization, mitigation, or enhancement measures), would have a de minimis
impact (a determination that the project would not adversely affect
the activities, features, or attributes qualifying a park, recreation area,
or refuge for protection under Section 4(f) or a Section 106 finding of no adverse effect or no historic properties affected on a historic property).
There are three types of Section 4(f) impacts: direct use, temporary occupancy, and constructive use. A direct use would be the conversion
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of public park land into a transportation use and may include de minimis impacts. Temporary occupancy is the temporary use of Section 4(f) land
for construction operations. Constructive use is proximity impacts, such
as noise, of a proposed project that is adjacent, or nearby, to a Section
4(f) property resulting in a substantial impairment to the property’s activities, features, or attributes that qualify the property for protection under Section 4(f). Several roadway alternatives are located near parks
and other Section 4(f)-protected properties. These alternatives would be
further evaluated in the project planning phase.
Section 6(f), which was created as a part of the Land and Water
Conservation Act, protects state and locally sponsored projects that
were funded as part of the Land and Water Conservation Fund (LWCF). These lands cannot be converted to non-park/recreation use without the approval of the National Park Service. Conversion of these lands
is allowed if it is determined that there are no practicable alternatives
to the conversion and that there would be provision of replacement
property. Mitigation for Section 6(f) lands impacted by a project must include replacement with land of at least the same fair market value, and reasonably equivalent usefulness and location relative to the impacted
land. The potential for roadway
alternatives to impact Section
6(f) lands was evaluated by determining the proximity of alternatives to public parks,
recreation areas, and refuges
using GIS data from the City of
Grand Island and Nebraska DNR. A few alternatives may be located near Section 6(f)-protected lands;
further evaluation would be
needed in the project planning
phase.
Regulated Material Sites
Regulated materials are hazardous substances that are regulated
by federal, state, or local entities based on their potential to result in
environmental contamination and potentially affect public health. The
purpose of an initial regulated materials review is to identify properties that are, or may be, contaminated with regulated materials along the alternatives within the corridor study area so that the presence of these
properties may be factored into subsequent alternative selection and
design considerations. It is preferable to avoid highly contaminated
sites in order to minimize potential additional costs, liability, or schedule delays due to site remediation.
Roadway alternatives were evaluated using GIS data from the U.S. Environmental Protection Agency (EPA) to determine the proximity of any contaminated sites as defined by U.S. EPA. Several roadway alternatives
are located near regulated material sites. More detailed assessments
of projects moving forward in the planning process would be needed in
future environmental reviews.
Wetlands and Waters of the United States
For purposes of the Clean Water Act (CWA) and its implementing
regulations, the term ‘‘waters of the United States’’ means: all waters
which are currently used, were used in the past, or may be susceptible
to use in interstate or foreign commerce, including all waters which are subject to the ebb and flow of the tide; all interstate waters, including interstate wetlands; the territorial seas; all impoundments of waters
otherwise identified as waters of the United States (U.S.) in the CWA;
and all tributaries, as defined in the CWA. Waters of the U.S. are subject
to the CWA and are under the jurisdiction of the United States Corps of Engineers (USACE) . A permit from USACE is necessary for all projects that would discharge dredged or fill material into waters of the U.S.,
including wetlands.
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Veterans Memorial Park
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For the 2045 LRTP, the National Wetlands Inventory (NWI) and aerial photography were reviewed within the Grand Island MPO study area to
determine potential project impacts on wetlands and other waters of
the U.S. Several roadway alternatives would potentially affect wetlands
and other waters of the U.S. Wetland delineations are recommended in the initial stages of these roadway improvement project to determine the boundaries of wetlands and other waters of the U.S. within the
project area and to coordinate with USACE to determine if USACE has
jurisdiction over these areas.
Floodplains and Levees
Development in floodplains is regulated by the Federal Emergency Management Agency (FEMA) and the Nebraska Department of Natural
Resources. A floodplain permit from the city or county is required for
most projects within a floodplain. A hydraulic review must be completed
for projects within floodplains to determine the effect of the project on the water surface elevation of the 100-year flood. FEMA regulations prohibit encroachments in regulated floodways unless it is accompanied
by a no-rise analysis that demonstrates the project would cause no
increase in the 100-year flood level. Civil Works projects such as levees,
floodwalls, dams, and reservoir are regulated by the USACE as part of Section 14 of the
Rivers and Harbors Act (33 USC
408). The Wood River levees,
located adjacent to Wood River throughout Grand Island, were constructed as part of a Civil
Works project to protect the City
of Grand Island from floods.
Modification or alteration of these levees would require clearance from the USACE to help
ensure that modifications would not reduce the intended benefits to the public.
Roadway alternatives for the 2045 LRTP were reviewed to determine the extent that they would occur within the 100-year floodplain using the
latest Flood Insurance Rate Maps showing the extent of the 100-year
floodplain in Hall County. Roadway alternatives were also reviewed to
determine the extent that they would potentially alter the Wood River levees. Several alternatives are located adjacent to the levees and would need to be further evaluated.
Threatened and Endangered Species
Threatened and endangered species listed under the federal Endangered
Species Act (ESA) would need to be considered for each project. The State of Nebraska maintains a list of state-listed threatened and endangered species, as well as species of special concern. Federally
listed species are outlined below. Consultation with U.S. Fish and Wildlife
Service (USFWS) and Nebraska Game and Parks would be required to
determine which listed species have the potential to occur within each project area and the potential for the project to affect each species present.
• Whooping crane (Grus americana)
• Piping Plover (Charadrius melodus)
• Least tern (Sterna antillarum)
• Western prairie fringed Orchid (Platanthera praeclara)• Northern Long-Eared Bat (Myotis septentrionalis)
Roadway alternatives were reviewed for their potential to affect
protected species by assessing the potential habitat affected by each
alternative. Potential habitat does exist along various alternatives. Projects moving forward in the planning process would need further review for their potential to affect species by completing habitat surveys
and potential consultation with the U.S. Fish and Wildlife Service and
Nebraska Game and Parks Commission.
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Fiscally Constrained Plan Impact on Environmental
Resources
The fiscally constrained roadway and bicycle and pedestrian projects were screened to determine which projects could potentially impact sensitive environmental resources of wetlands and floodplains. The
projects were mapped for proximity to resources, with proximity defined
as being located within 500 feet. This is a conservative approach to screening for potential impacts and found 74% of the fiscally constrained
projects are located within proximity of an identified wetland while 47%
of the projects are within proximity of an identified floodplain. Table 10-1
lists each project and whether they are in proximity to potentially impact an identified wetland or floodplain.
Table 10-1: Fiscally Constrained Plan Potential Impacts on Wetlands and Floodplains in the GIAMPO Region
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TIME FRAME PROJECT ID PROJECT DESCRIPTION PROJECT TYPE WETLANDS FLOODPLAIN
Roadway Projects
Short-Term (2026-
2030)
4 Claude Rd, Faidley to State New Corridor
7 Broadwell Ave at UP railroad Grade Separation
9 Locust St, Walnut to Fonner Park Reconstruction and Intersection Improvement
10 State St west of US 281 Access Management
11 13th St west of US 281 Access Management
12 Faidley Ave west of US 281 Access Management
Mid-Term (2031-
2037)
16a Capital Ave, Broadwell to St Paul Widen
22 State St, Lafayette to Broadwell Widen
Long-Term (2038-2045)
2 13th St, North Ave to Independence Ave Widen
25 Old Potash, Engelman to North Widen
27 Stolley Park Road widening to 3 lanes between Kingswood Dr and Stuhr Rd Widen
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Table 10-1: Fiscally Constrained Plan Potential Impacts on Wetlands and Floodplains in the GIAMPO Region (continued)
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TIME FRAME PROJECT ID PROJECT DESCRIPTION PROJECT TYPE WETLANDS FLOODPLAIN
Bicycle and Pedestrian Projects
Short-
Term (2026-2030)
3 Capital Ave Trail to Eagle Scout Park
Connection Trail
41 Trail between Cedar Hills Park and the new medical center, Stuhr Trail and Riverway Trail. Trail
Mid-Term (2031-2037)
4 Connection between Shoemaker Trail and Cedar Hills Park.Trail
29 Oak Street Bike Boulevard Bike Boulevard
44 State Fair Boulevard / Bellwood Drive Trails Trail
Long-Term
(2038-
2045)
12 NW High School to State Street Trail Connection Trail
25 Stolley Park to LE Ray Park Trail Trail
32 South Locust Street Trails Trail
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Environmental Justice Assessment
Executive Order 12898 requires federal agencies to achieve
environmental justice by identifying and addressing disproportionately high and adverse human health or environmental effects, including the interrelated social and economic effects of their programs, policies, and
activities on minority populations and low-income populations in the
United States. USDOT Order 5610.2(A) and FHWA Order 6640.23A define
an adverse effect as the totality of significant individual or cumulative human health or environmental effects, including interrelated social and economic effects, which may include, but are not limited to:
• Bodily impairment, infirmity, illness or death; • Air, noise, and water pollution and soil contamination;
• Destruction or disruption of human-made or natural resources;
• Destruction or diminution of aesthetic values; • Destruction or disruption of community cohesion or a community's economic vitality; • Destruction or disruption of the availability of public and private
facilities and services;
• Vibration; • Adverse employment effects;• Displacement of persons, businesses, farms, or nonprofit organizations;
• Increased traffic congestion, isolation, exclusion or separation of
minority or low-income individuals within a given community or from the broader community; and • The denial of, reduction in, or significant delay in the receipt of, benefits of FHWA programs, policies, or activities.
In accordance with FHWA Order 6640.23A, FHWA Actions to Address Environmental Justice in Minority Populations and Low-Income Populations, minority and low-income populations were identified in the
area affected by the LRTP. Projects identified as part of the 2045 Long Range Transportation Plan were analyzed to determine if they would
potentially disproportionately highly and adversely affect minority and
low-income populations in the Grand Island area. The City would engage
all populations, including minority and low-income populations, in the LRTP public involvement process to obtain public comments during the planning process. The Grand Island MPO’s Public Participation
Plan is the basis for the public engagement efforts for the Long Range
Transportation Plan update and provides the direction with the intent of
involving all populations within the community.
NEPA documentation for the LRTP projects would analyze these
populations at a more detailed level, address potential disproportionate impacts to these populations, document efforts to inform minority and low-income populations of proposed road improvement activities and
engage them in the public involvement process, and document efforts to
minimize and avoid environmental impacts on the environmental justice
populations.
Minority Populations
FHWA defines a minority population as any readily identifiable groups of
minority persons who live in geographic proximity, and if circumstances
warrant, geographically dispersed/transient persons (such as migrant
workers or Native Americans) who would be similarly affected by a proposed FHWA program, policy, or activity. FHWA defines a minority as:
• Black: a person having origins in any of the black racial groups of Africa
• Hispanic or Latino: a person of Mexican, Puerto Rican, Cuban, Central
or South American, or other Spanish culture or origin, regardless of
race
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• Asian American: a person having origins in any of the original peoples of the Far East, Southeast Asia, or the Indian subcontinent
• American Indian and Alaskan Native: a person having origins in any of
the original people of North America, South America (including Central
America), and who maintains cultural identification through tribal affiliation or community recognition• Native Hawaiian and Other Pacific Islander: a person having origins
in any of the original peoples of Hawaii, Guam, Samoa, or other Pacific
Islands.
The 2045 LRTP utilized the 2014-2018 ACS to determine the number and percentage of minority populations in Grand Island Area MPO. The
2020 decennial census is currently underway and data for 2020 is not
available. Per FHWA guidance, readily identifiable groups of minority
persons of minority populations were identified. A group of minority persons was identified as any census block group1 with a substantial minority population: where the percentage of minority population was
at least one standard deviation (11%) higher than the mean of a typical
normal data distribution curve as compared to the percentage of the
minority population within the Grand Island MPO boundary. The minority population of the Grand Island MPO area is 13% of the total population; the threshold value used to determine a substantial minority population
is 15% (13% multiplied by 1.17). Figure 10 3 shows the Environmental
Justice populations identified.
Low-Income Populations
FHWA defines a low-income population as any readily identifiable
group of low-income persons who live in geographic proximity, and, if
circumstances warrant, geographically dispersed/transient persons
(such as migrant workers or Native Americans) who would be similarly affected by a proposed FHWA program, policy, or activity. FHWA defines
1 Block Groups (BGs) are statistical divisions of census tracts and are generally defined to contain between 600 and 3,000 people. A block group consists of clusters of blocks within the same census tract that have the same first digit of their four-digit census block number
low-income as a person whose median household income is at or below the Department of Health and Human Services (DHSS) poverty
guidelines. The best approximation for the number of people below the
DHHS poverty guidelines in a particular area is the number of persons
below the Census Bureau poverty thresholds in that area. In this analysis, 2014-2018 ACS was used to determine low-income data for the Grand Island MPO area. Similar to the minority population, a readily identifiable
group of low-income population was identified as any census block
group with a substantial low-income population: where the percentage of
low-income population was at least one standard deviation (34%) higher than the mean of a typical normal data distribution curve as compared to the Grand Island MPO area percentage of the low-income population.
The low-income population of the Grand Island MPO area is 26% of the
total population; the threshold value used to determine a substantial low-
income population is 35%. Figure 10-3 shows the Environmental Justice populations identified.
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Figure 10-3: Preliminary Identified Environmental Justice Populations
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Fiscally Constrained Plan Impact on Environmental Justice
Populations
Projects included in the Fiscally Constrained Plan (documented in Chapter 9) were evaluated for their proximity to the identified environmental justice populations shown in Figure 10-3. This evaluation
provides an assessment the proportion of roadway and bicycle
and pedestrian projects that could potentially benefit or impact EJ
populations. The analysis used in this process considers a project to have potential benefits or impacts on EJ populations if that project is within a quarter mile of a low-income and/or minority population group.
For the purpose of this analysis, project benefits and impacts are defined
as:
• Benefits: Projects assumed to provide benefits are those that
improve mobility and accessibility in EJ neighborhoods through
the construction of new trails, pedestrian facilities, and roadway rehabilitation and system management projects with limited impacts to adjacent residents.
• Impacts: Projects assumed to have impacts are those with the
potential for negative outcomes for adjacent EJ populations. The
construction of new roadways and roadway widenings are examples of projects that could impact adjacent residents through increased travel speeds and neighborhood noise, property acquisitions,
and discourage bicycle and pedestrian activity and/or degrade
environmental resources.
• Mixed: Some projects have the potential for significant impacts and benefits to the surrounding community and were placed in the mixed category. The specific example of this mixed project type
is railroad grade separation. This type of improvement provides
the neighborhood with improved access reliability and emergency
response times without train interruptions, but also has the potential for some property impacts.
Proportion of Regional Households Located in EJ Areas
This analysis compares the distribution of planned projects for both EJ
and non-EJ populations. The EJ populations were defined based on the
number of regional households located within a transportation analysis zone (TAZ) located within identified EJ areas. This analysis has identified 10,823 households within EJ areas, or 49.7% of the total 21,768
households in the region. This does not mean that 49.7% of the regional
households contain EJ populations but means that they are within the
areas designated as containing EJ populations.
Accessibility of Fiscally Constrained Projects to Environmental
Justice Areas
There are 11 roadway projects and 8 bicycle and pedestrian projects in
the Fiscally Constrained Plan. The resulting proximity analysis shows:
• 64% of fiscally constrained roadway projects (7 of 11) are accessible,
or within a quarter mile of an identified EJ area. • 100% of fiscally constrained bicycle and pedestrian projects (8 of 8) are accessible, or within a quarter mile of an identified EJ area.
Potential Benefits and Impacts of Fiscally Constrained Projects on
Environmental Justice Areas
The summary of potential project benefits and impacts in relationship to
EJ accessibility is shown in Table 10-2.
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Project Category
EJ Accessible Projects Total Projects
(EJ and Non-EJ)
Number Percentage Number Percentage
Bicycle and
Pedestrian Projects with Potential
Benefits
8 100%8 100%
Roadway Projects with
Potential
Benefits
3 75%4 100%
Roadway Projects with
Potential Impacts
3 50%6 100%
Roadway Projects - Mixed
Benefits and
Impacts
1 100%1 100%
The following bullets summarize the relationship between EJ populations and planned project impacts and benefits:
• Bicycle and Pedestrian Projects with Potential Benefits: All eight, or 100% of bicycle and pedestrian projects included in the
fiscally constrained plan were accessible to EJ populations. This is
significantly higher than the 49.7% of the population located within EJ
areas.• Roadway Projects with Potential Benefits: Three of the four, or 75% of roadway projects with potential benefits included in the
fiscally constrained plan were accessible to EJ populations. This is
significantly higher than the 49.7% of the population located within EJ
areas.• Roadway Projects with Potential Impacts: Three of the six, or 50% of roadway projects with potential impacts included in the
fiscally constrained plan were adjacent to EJ populations. This is
approximately equivalent with the 49.7% of the population located
within EJ areas.• Roadway Projects with Mixed Potential Benefits and Impacts: The one project (100%) with a mix of potential benefits and impacts was
adjacent to EJ populations. While only one project, this percentage is
significantly higher than the 49.7% of the population located within EJ
areas.
Figure 10-4 shows fiscally constrained roadway and bicycle and
pedestrian projects, and their adjacency to EJ populations in the
GIAMPO region.
Table 10-2: Benefits and Impacts of Fiscally Constrained Projects on EJ Populations
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More EJ Project
benefits than regional average
Similar EJ Project
impacts as regional average
More EJ projects with
mixed benefits and impacts than regional average
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Figure 10-4: Fiscally Constrained Roadway and Bike and Ped Project Proximity to EJ Populations
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The Role of Transit in Environmental Justice
Transit can play a key role in providing benefits to Environmental
Justice populations. Transit services provide a key linkage between low
income and minority communities to jobs and services, particularly for
households with limited automobile availability. Thus, transit services need to be tailored with low-income and mobility-challenged households in mind. CRANE and GIAMPO are committed to effective transit
service for environmental justice populations, and in 2019 included
an environmental justice analysis as a part of local planning for future
service and facility needs.
Chapter 9 outlined the fiscally constrained transit plan, and how potential
future service expansions will be developed through more detailed transit planning studies in the next two years. One of the factors that will go into any future transit service changes in Grand Island is how those
service changes can be equitable and provide transit access to low-
income neighborhoods and communities of color.
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Chapter 11 FAST Act Compliance
Metropolitan long-range transportation plans must be performance-
driven and outcome-based. The GIAMPO 2045 LRTP addresses
these Federal requirements with a performance-driven approach that
combines Federal, state, and local goals, objectives, planning factors, and performance measures. Table 4-2 previously showed how the goals and objectives fit with the national planning factors. This chapter
demonstrates how the LRTP is compliant with the Federal performance
requirements contained in the FAST Act.
Below is a summary of how each GIAMPO 2045 LRTP goal area ties
into the Federal metropolitan planning factors, Federal performance
measures, and LRTP project scoring metrics outlined in Chapter 4. In this
section, each of the Federal performance measures are listed, and how
they line up with the three major performance measure categories:
• Safety Performance (PM 1)
• Pavement and Bridge Condition Performance (PM 2)
• NHS System Performance/Freight on Interstates/CMAQ Performance (PM 3)
SYSTEM SAFETY
Objectives
Reduce the incidence and rate of crashes
Reduce severe injury and fatal crashes
Reduce bicycle and pedestrian crashes
Federal Performance Measures
Fatal and Serious Crash Rates (PM 1)
Nonmotorized Fatal and Serious Crash Rates (PM 1)
Project Scoring Metrics Vehicular Safety Assessment
Non-motorized Safety Assessment
National Planning Factors
Safety
Security
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MULTIMODAL CONNECTIVITY AND ACCESSIBILITY
Objectives
Provide improved connections to key destinations across the community
Reduce regional freight impediments
Increase the connectivity of the bicycle and pedestrian system
Continue to provide quality public transit services.
Federal Performance
Measures Freight Reliability (PM 3)
Project Scoring Metrics
Connection to Dense Development Nodes
Multimodal Connectivity
Transit Operations and State of Good Repair
National Planning
Factors
Economic Vitality
Accessibility and Mobility for People and Freight
Environment and Energy Conservation, Quality of Life, and Economic Development
System Integration and Connectivity for People and Freight
Efficient Operations and Management
System Resiliency and Reliability; Reduce or Mitigate Stormwater Impacts
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ECONOMIC VITALITY
Objectives
Identify transportation strategies that support economic development projects
Identify transportation strategies that provide enhanced access to jobs for low income
residents
Provide active transportation options that promote the health and well-being of residents
Provide access to tourist destinations
Identify how transportation can support affordable housing
Promote freight connectivity and access
Federal Performance
Measures No Direct Federal Performance Measures
Project Scoring Metrics
Identify transportation strategies that support economic development projects
Identify transportation strategies that provide enhanced access to jobs for low income
residents
Provide active transportation options that promote the health and well-being of residents
Provide access to tourist destinations
Identify how transportation can support affordable housing
Promote freight connectivity and access
National Planning
Factors
Economic Vitality
Accessibility and Mobility for People and Freight
Environment and Energy Conservation, Quality of Life, and Economic Development
System Integration and Connectivity for People and Freight
Enhance Travel and Tourism
CHAPTER 11 FAST ACT COMPLIANCE
2045 Long Range Transportation Plan Update | 11-3
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SYSTEM PRESERVATION
Objectives Identify sufficient financial resources to maintain all Federal-Aid streets and bridges in fair or good condition
Federal Performance
Measures Pavement and Bridge Condition (PM 2)
Project Scoring Metrics Project Enhances Pavement or Bridge Condition
National Planning Factors
Economic Vitality
Efficient Operation and Management
Preserve the Existing Transportation System
CHAPTER 11 FAST ACT COMPLIANCE
2045 Long Range Transportation Plan Update | 11-4
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ENVIRONMENT AND SYSTEM RESILIENCY
Objectives
Promotes energy conservation, especially for non-renewable energy sources
Transportation projects should limit impacts to the natural and build environment
Invest in alternative and renewable fuel infrastructure when practical
Identify strategies to make transportation infrastructure more resilient to natural and
manmade events
Federal Performance Measures No Direct Federal Performance Measures
Project Scoring Metrics
Vehicular Travel Reduction
Project Impact Screening
Infrastructure Resiliency
National Planning Factors
Security
Environment and Energy Conservation, Quality of Life, and Economic Development
System Resiliency and Reliability; Reduce or Mitigate Stormwater Impacts
CHAPTER 11 FAST ACT COMPLIANCE
2045 Long Range Transportation Plan Update | 11-5
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TRAFFIC OPERATIONS AND SYSTEM RELIABILITY
Objectives
Limit the emergence of recurring congestion
Improve travel reliability on arterial roadways
Support high levels of freight reliability on the state highway system
Promote development outside of flood prone areas
Federal Performance Measures
Passenger Reliability (PM 3)
Freight Reliability (PM 3)
Project Scoring
Metrics
Corridor Level of Service
Corridor Reliability LOTTR
Freight Reliability TTTR
National Planning Factors
Economic Vitality
Accessibility and Mobility for People and Freight
Efficient Operation and Management
System Resiliency and Reliability; Reduce or Mitigate Stormwater Impacts
CHAPTER 11 FAST ACT COMPLIANCE
2045 Long Range Transportation Plan Update | 11-6
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• City of Grand Island
• Village of Alda
• Hall County• Merrick County• Nebraska Department of
Transportation
• Central Nebraska Airport
Who We Are
As the formal transportation planning body for the Grand Island
Urbanized Area, GIAMPO defines the region’s shared vision for
the multimodal system and sets the policy direction to achieve it. GIAMPO facilitates collaboration between member jurisdictions, Federal and state agencies, and residents so that transportation
resources can be allocated in the most efficient way possible.
GIAMPO maintains two groups whose voting members consist
of local policy makers, including city council members, as well as
city and county staff members. Non-voting members include other
transportation professionals from Federal, state, and local agencies.
GIAMPO Member
Jurisdictions
GIAMPO Policy Board: The Policy Board is responsible for
the preparation and adoption of planning studies, review
transportation projects to align with regional transportation goals, adopt a four-year Transportation Improvement Program (TIP) and review Federal and state funding available for local
transportation projects, oversee updates to the Long-Range
Transportation Plan (LRTP), adopt an annual Unified Planning
Work Program (UPWP), and implement a Public Participation Process (PPP). The board consists of eight voting members.
GIAMPO Technical Advisory Committee
(TAC): The TAC is responsible for
overseeing and advising the Policy Board on the technical matters related to their duties discussed above. The TAC provides
oversight in the development and review
of the LRTP in addition to other work
products developed by the MPO. The TAC is comprised of 11 voting members.
In addition to the Policy Board and TAC, GIAMPO creates additional subcommittees, working groups, and
roundtables to address various transportation-related issues within the planning area.
Introduction
The Grand Island Area Metropolitan Planning Organization (GIAMPO) is responsible for multimodal
transportation planning and administering Federal and state transportation funds within the urbanized area of
Grand Island. One major duty of GIAMPO is to update its Long Range Transportation Plan (LRTP) every five years,
per Federal requirement. The 2045 LRTP lays out a 25-year roadmap for the region’s future transportation system that details the condition, issues, and opportunities of the existing system, while outlining a realistic plan for future improvements based on historical and projected funding trends.
The 2045 LRTP draws on technical analysis, public input, and local MPO staff input to identify the most pressing
issues facing GIAMPO’s transportation system and create solutions to these issues that were developed through
a comprehensive, cooperative, and continuing program.
Executive Summary
2045 Long Range Transportation Plan
GIAMPO 2045 Long-Range Transportation Plan | Executive Summary 1
Grand Island Regular Session - 2/23/2021 Page 117 / 372
The 2045 LRTP is developed through a multimodal lens and draws on public input to create goals, objectives,
and strategies that provide improvements for the roadway, bicycle and pedestrian, and transit systems. The
infographic below illustrates the process followed during the 2045 LRTP’s development.
Incorporate
public and
stakeholder
input on
needs
Analyze
existing
system
performance
Develop
system goals and objectives
Measures performance and prioritize
alternative projects and strategiesDevelop alternative projects and strategies
Fiscally constrained plan
Identify future system trends and needs
IncorporateState and FederalPlans and Performance Goals
Major plans and studies prepared
by NDOT that tie into the 2045 LRTP
include NDOT’s LRTP, Vision 2032, the
2017 Strategic Highway Safety Plan (SHSP), and the Nebraska State Freight Plan. The 2045 LRTP builds off the
MPO’s previous LRTP, Journey 2040,
adopted in 2015, as well as the Transit
Needs and Feasibility Study (2018) and the Bicycle and Pedestrian Plan (2017) for the City of Grand Island.
2045 LRTP Planning Process
The 2045 LRTP has been developed through a performance-based approach that applies the Federal Highway
Administration’s (FHWA) performance management techniques that tie together Federal, state, and local transportation goals while providing for the ongoing monitoring of progress made towards the regional vision.
2045 LRTP
Vision2032Transit Needs and Feasibility Study
NDOTSHSP
Journey2040LRTP
NebraskaState Freight Plan
Bicycle andPedestrian Plan
GIAMPO 2045 Long-Range Transportation Plan | Executive Summary 2
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2045 LRTP Goals and Objectives
Goals and objectives were developed for the 2045 LRTP to provide direction for the regional transportation
vision. They were developed based on community input and tie into state and Federal transportation goals.
System Safety
• Reduce the incidence and rate of crashes
• Reduce severe injury and fatal crashes• Reduce bicycle and pedestrian crashes
Multimodal
Connectivity and Accessibility
• Provide improved connections to key destinations across the community• Reduce regional freight impediments
• Increase the connectivity of the bicycle and pedestrian system
• Continue to provide quality public transit services
Economic Development
• Identify transportation strategies that support economic development projects
• Identify transportation strategies that provide enhanced access to jobs for low
income residents
• Provide active transportation options that promote the health and well-being of residents
System
Preservation
• Identify sufficient financial resources to maintain all Federal-Aid streets and
bridges in fair or good condition
Environment and System
Resiliency
• Promotes energy conservation, especially for non-renewable energy sources
• Transportation projects should limit impacts to the natural and build
environment
• Invest in alternative and renewable fuel infrastructure when practical• Identify strategies to make transportation infrastructure more resilient to natural and manmade events
Traffic Operations and System
Reliability
• Limit the emergence of recurring congestion
• Improve travel reliability on arterial roadways
• Support high levels of freight reliability on the state highway system
GIAMPO 2045 Long-Range Transportation Plan | Executive Summary 3
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LRTP OPEN HOUSES
events
attendees238
1,440
31
ONLINE OPEN
HOUSES/SURVEYS
FOCUS GROUPS
BOOSTED SOCIAL
MEDIA ENGAGEMENT
attendees 3 reach
post engagements14,312
349
events
events
attendees3
Community Engagement
Multiple community engagement opportunities were held throughout the 2045 LRTP process to solicit feedback
from the public regarding the 2045 LRTP’s vision, goals and objectives, and the transportation priorities of the region. These opportunities included public meetings, focus groups, workshops, and online surveys where attendees were able to interact with GIAMPO staff and the LRTP project team to discuss various aspects of the
existing and future transportation system while communicating their own vision for the future.
Timeline of Community Engagement Events:
In-person community engagement events were held at the Grand Island Public Library and the Grand Island City
Hall Community Meeting Room. Due to the COVID-19 Pandemic that emerged during development of the LRTP, many public events transitioned to online.
2020 2021FEB 4
FEB 10 NOV 12JUN 1 – 17 DEC 15 – JAN 15
FEB 3 – 24 SEPT 14 – 28
Public Visioning Open House
Project Prioritization Online Exercise
Transportation Stakeholder
Focus Groups
Transportation Issues Online Survey Draft LRTP
Public MeetingOnline Alternatives &
Strategies Public Meeting
Draft Plan Review PeriodCommunity Youth Council Meetings
Community
Youth Council Meetings
GIAMPO 2045 Long-Range Transportation Plan | Executive Summary 4
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2045 LRTP Project Selection
Process
Roadway, bicycle and pedestrian, and transit projects considered for inclusion in the 2045 LRTP were
identified from a range of sources. These sources
included:
Fiscally Constrained Plan
LRTPs are required to be fiscally constrained, meaning
GIAMPO should demonstrate that project costs can be reasonably funded by future transportation revenues. Fiscal constraint is a core element of the
performance-based planning process and ensures
that MPOs are planning a financially sustainable
transportation system.
After screening the roadway and bicycle and pedestrian projects for consistency with the LRTP goals and objectives and determining which projects best meet the needs of the regional transportation
system, those projects that fit within anticipated
future transportation revenues were chosen for the Fiscally Constrained Plan, which categorizes project implementation by timeframe — Short-Term (2026-2030), Mid-Term (2031-2037), and Long-Term (2038-
2045).
Funding for the Fiscally Constrained Plan comes
from a variety of Federal, State, and local sources.
Several projects that currently do not fit within the fiscally constrained budget, but are priorities for future implementation should funding become available,
are considered High Priority Vision projects and are
included in the discussion of the Fiscally Constrained
Plan.
The following tables and figures illustrate the roadway
and bicycle and pedestrian plan projects. Costs are shown in both 2020 dollars, and year of expenditure (YOE) dollars.
In the short term, CRANE is expected to complete some service expansion and move into a new
operations facility by 2025. Future service changes are
anticipated, but the exact nature of the future service
is not yet determined. Transit planning studies are anticipated to be completed by 2022 that will identify the preferred concept for future transit service in the
Grand Island area.
After categorizing projects by mode (highway, bicycle and pedestrian, and transit), each candidate project was evaluated through a screening process that
assessed each project’s fit within the 2045 LRTP
goals and objectives. Next, these projects were
further screened through a process that incorporated qualitative and quantitative elements to further refine which projects best fit the needs of the regional
transportation system. The final determination in
selecting projects for the 2045 LRTP was completed
by the TAC, evaluating projected project costs and how well each project’s future cost fit within GIAMPO’s anticipated future funding revenues.
Input from residents during
community engagement
opportunities
Technical analyses conducted
during the 2045 LRTP development
process
Previous plans and studies in the
GIAMPO area
GIAMPO 2045 Long-Range Transportation Plan | Executive Summary 5
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TIME FRAME PROJECT ID PROJECT DESCRIPTION IMPROVEMENT TYPE COST (2020 $)COST (YOE $)
Short-
Term
(2026-2030)
4 Claude Rd, Faidley to State New Corridor $5,950,000 $8,140,000
7 Broadwell Ave at UP railroad Grade Separation $25,000,000 $34,210,000
9 Locust St, Walnut to Fonner Park Reconstruction and
Intersection Improvement $6,620,000 $9,060,000
10 State St west of US 281 Access Management $750,000 $1,030,000
11 13th St west of US 281 Access Management $760,000 $1,040,000
12 Faidley Ave west of US 281 Access Management $760,000 $1,040,000
Mid-Term (2031-2037)
16a Capital Ave, Broadwell to St Paul Widen $5,150,000 $8,920,000
22 State St, Lafayette to Broadwell Widen $1,400,000 $1,920,000
Long-
Term
(2038-2045)
2 13th St, North Ave to Independence Ave Widen $3,850,000 $8,950,000
25 Old Potash, Engelman to North Widen $5,000,000 $11,620,000
27 Stolley Park Road widening to 3 lanes
between Kingswood Dr and Stuhr Rd Widen $3,000,000 $6,970,000
Roadway Fiscally Constrained Project Table and Map
GIAMPO 2045 Long-Range Transportation Plan | Executive Summary 6
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Bicycle and Pedestrian Fiscally Constrained Project Table and Map
TIME
FRAME
PROJECT
ID PROJECT DESCRIPTION IMPROVEMENT TYPE COST (2020 $)COST (YOE $)
Short-Term
(2026-
2030)
3 Capital Ave Trail to Eagle Scout Park Connection Multiuse Trail $300,000 $410,000
41
Trail between Cedar Hills Park and the
new medical center, Stuhr Trail and Riverway Trail. Multiuse Trail $720,000 $990,000
Mid-Term (2031-
2037)
4 Connection between Shoemaker Trail and Cedar Hills Park.Multiuse Trail $980,000 $1,700,000
44 State Fair Boulevard / Bellwood Drive
Trails Multiuse Trail $240,000 $420,000
29 Oak Street Bike Boulevard Bicycle Boulevard $200,000 $350,000
Long-Term (2038-2045)
12 NW High School to State Street Trail Connection Multiuse Trail $400,000 $930,000
25 Stolley Park to LE Ray Park Trail Multiuse Trail $500,000 $1,160,000
32 South Locust Street Trails Multiuse Trail $410,000 $950,000
Trail Funded by Roadway
Projects
19 Claude Avenue Trail from Faidley Ave to
Capital Street Multiuse Trail Funded with Roadway Project
Funded with Roadway Project
GIAMPO 2045 Long-Range Transportation Plan | Executive Summary 7
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February 2021
2045 Long Range Transportation Plan
Appendix
APPENDIX CONTENTS
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APPENDIX CONTENTS
HOME CONTENTS
APPENDIX AA APPENDIX DDAPPENDIX BB APPENDIX EEAPPENDIX CC APPENDIX FF
Public EngagementAPPENDIX AA
Travel Demand Model Documentation APPENDIX D
D
Existing System ConditionsAPPENDIX B
B
Alternatives and Strategies DevelopmentAPPENDIX E
E
Freight SystemAPPENDIX C
C
Current Transportation Improvement Program,
2021-2025APPENDIX F
F
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APPENDIX A PUBLIC ENGAGEMENTA
HOME CONTENTS
APPENDIX AA APPENDIX DDAPPENDIX BB APPENDIX EEAPPENDIX CC APPENDIX FF
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1
Public Engagement Plan
Background
The Grand Island Area Metropolitan Planning Organization (GIAMPO) has served as the
designated metropolitan planning organization for the Grand Island, Nebraska urbanized area
since 2013. The purpose of this project is to update the current Long-Range Transportation Plan
(LRTP) known as, Journey 2040. This update will guide transportation investments within the
GIAMPO region through the planning horizon year of 2045.
Public Involvement Goals & Objectives
The purpose of this Public Involvement Plan is to define the process by which GIAMPO will
communicate with the public updates to the 2045 LRTP. All public involvement defined within
this plan will align with GIAMPO’s Public Participation Plan (PPP) adopted on February 28,
2016. The PPP ensures that GIAMPO’s planning processes and decisions consider public
needs and preferences through multiple feedback mechanisms to gain meaningful input.
The overall goal of the 2045 LRTP public involvement effort is to educate the public and
stakeholders on the purpose and need of the LRTP. GIAMPO will provide opportunities for
meaningful feedback on transportation issues facing Grand Island residents and determine what
the public’s preferences for future transportation improvements in Grand Island look like. This
will be accomplished through the use of multiple tools and techniques.
Public involvement success will be measured by the following objectives:
• The public and stakeholders have an understanding of the 2045 LRTP effort and have
ample opportunities for input, as outlined in the Communication Tools & Tactics section.
• Engagement and/or feedback was received from a diverse set of stakeholders that are
representative of the Grand Island community.
Project Schedule & Public Involvement Milestones
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Public Involvement Team
GIAMPO / City of Grand Island
• Andy Gomez, MPO Program Manager / Project Manager
• Kieth Kurz, Assistant Public Works Director
• Chad Nabity, Regional Planning Director
HDR
• Kristen Veldhouse, Public Involvement Lead
• Jason Carbee, Project Manager / QA/QC
• Jeremy Williams, Transportation Planner
Stakeholder Identification
Appendix A contains a list developed from the GIAMPO Contact List provided by GIAMPO and
supplemented through desktop research.
Key Messages
The Grand Island Area Metropolitan Planning Organization (GIAMPO) is updating their Long-
Range Transportation Plan (LRTP) to the year 2045. The 2045 LRTP is a 25-year plan that will
guide transportation system decision-making for the Grand Island area and provides a list of
transportation projects that meet future transportation needs in the region. This is accomplished
through a technical analysis of how all modes of transportation perform including highways,
roads, transit, bicycle and pedestrian facilities. GIAMPO will not only analyze how the system
operates today but will also forecast conditions for the next 25 years. The final 2045 LRTP will
include strategies and a prioritized list of projects based on anticipated funding, results of
technical analyses, and community preferences of Grand Island area residents.
Communication Tools & Tactics
Project Website
A project website will serve as the central communications hub and project information
repository for the project. The project website will be hosted at www.GI2045.com and will
include general project information, materials from public open house meetings, project
schedule, a blog for project updates at key milestones and a comment input form. The website
will host links to the City’s website (www.grand-island.com) and social media pages
(facebook.com/GI.PublicWorks; twitter.com/GIPublicWorks). The City’s website will host a link
here to direct interested public towards the official project website.
Public Notification
The general public and interested stakeholders will be notified of all key input opportunities,
open houses and other key project milestones. All public notification will be launched two weeks
in advance of in-person open houses and online meetings. The following public notifications will
be developed in association with each in-person open house and online meeting:
Press Releases: HDR will develop press releases ahead of each open house to be sent to
local newspapers, television and radio stations. GIAMPO will launch press releases to their
existing media list.
Meeting Advertisement: HDR will develop meeting advertisements for GIAMPO to place in the
Grand Island Independent.
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3
Social Media: HDR will develop social media posts and graphics for GIAMPO to use on the
City’s Public Works Facebook and Twitter channels to help communicate project information
and invite the public to open house meetings. These posts will also include content to post open
house invitations on Nextdoor.com.
Email Notifications: An email notification will be sent to each stakeholder and member of the
public who opts-in to the email list. Content will include invitations to open houses or updates
regarding project progress. Email addresses will be collected at all open houses and through
the website comment form.
Spanish-Language Outreach: HDR will translate each press release into Spanish. GIAMPO
will launch the press release to their existing Spanish media list. Additionally, HDR will develop
a flier in English/Spanish, which will promote each open house meeting. Fliers will be distributed
by GIAMPO staff at one of the monthly Local Continuum of Care meetings so the organization
leaders can share meeting information with their stakeholders. GIAMPO staff will also make an
effort to post fliers at the following organizations:
• Multi-Cultural Coalition
• Grand Island Public Schools Outreach Center
• Heartland CASA
• Hope Harbor
• Independence Rising
Additional Outreach: HDR will contact CRANE Public Transit, El Centro Hispano, and the
Nebraska Somali Community Association, as well as each public school in Grand Island in order
to promote the open house meetings using their existing outreach mechanisms (i.e. email
blasts, newsletters, fliers, etc.).
Public Open Houses
Three public open houses will be held throughout the 2045 LRTP effort. The first open house is
the Public Visioning Workshop, which will solicit input and feedback from the public to help the
project team identify LRTP goals and objectives, as well as transportation issues and potential
strategies the team should consider in the Grand Island area. The second open house is the
Public Prioritization Workshop, which will present potential projects and strategies for the LRTP
and solicit feedback on the public’s priorities. The final open house is the Public Draft LRTP
Public Meeting, which will present the Draft LRTP and solicit final feedback before the LRTP is
adopted by the GIAMPO Policy Board.
Location: The Grand Island Public Library has been tentatively identified as a venue for all
open houses. The Library satisfies the Americans with Disabilities Act requirements. HDR will
work with Library staff to arrange for tables, chairs, easels, A/V and other required items to be
available for use and setup during the open houses.
Meeting Materials: HDR will design and print a handout, display boards, printed and online
surveys, and collateral materials for each open house. Interactive exercises will be prepared for
the Public Visioning Workshop and the Public Prioritization Workshop. A brief presentation will
be prepared for the Draft LRTP Public Meeting.
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4
Spanish-Language Meeting Materials: HDR will translate meeting handouts and online
surveys into Spanish. A Spanish interpreter will also be available at each public open
house.
Focus Group Meetings
Focus group meetings are intended to provide similar information and meeting materials as the
February 2020 Public Visioning Workshop, but will be hosted in one hour sessions during the
day to be more convenient for participants and to facilitate deeper conversations between
project team members and major employers, transportation providers, educational institutions,
elected officials, bike and pedestrian users (GIAMPO Non-Motorized Subcommittee), nonprofits,
and emergency responders. It is anticipated that three or four focus group meetings will be
organized. The agenda for the focus group meetings will be posted on the City and project
website. A detailed list of organizations identified to be a part of Focus Group Meetings is below.
Stakeholders will be invited to meetings via email invitation.
Focus Group Meetings – Organizations to Invite
Grand Island Convention &
Visitors Bureau
Grow Grand Island - Livable
Community
Heartland Lutheran Schools
Grand Island Area
Chamber of Commerce
Multicultural Coalition Merrick County
Grand Island Economic
Development Corporation
CNHD Walk/Bike Initiative Hall County
Doniphan Economic
Development Corporation
Grand Island Public Schools City of Grand Island
Nebraska State Fair Grand Island Northwest
Public Schools
Cairo
Hornaday Manufacturing Doniphan-Trumball Public
Schools
Wood River
Grand Island Express -
Trucking and Shipping
Centura Public Schools Doniphan
Sunrise Express Wood River Public Schools Alda
Devall Trucking, Inc. Central Community College
of Nebraska
City of Grand Island - Police
Department
JBS S.A. UNL Extension AARP (Tri-City Rural Mobility
Study)
Central Nebraska
Transload
Doane College 5307/5310/5311 Committee
Wood River Economic
Development Corporation
Grand Island Central Catholic
School
Nebraska Transit
Communications Protocol & Reporting
The project website’s comment input form will be available for public comments throughout the
life of the project. All comments received through the website’s comment input form will be
automatically forwarded to Kristen.Veldhouse@hdrinc.com, Jason.Carbee@hdrinc.com, and
AndyG@grand-island.com. HDR will provide support for key messaging, response
development, etc. GIAMPO is responsible for sending responses. All other communications
(emails, phone calls, comment forms, etc.) should be scanned/forwarded to
Kristen.Veldhouse@hdrinc.com for project comment recordation.
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All public involvement activities and communications will be documented in a report at the
conclusion of the project effort. The report will include items such as this plan, copies of public
meeting outreach and meeting materials, summaries of focus group meetings and
comments/responses throughout the project effort.
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6
Public Visioning Open House
Outreach Content
Outreach Material Launch Responsibility Launch Date
Press Release City of Grand Island January 21, 2020
Meeting Advertisement GIAMPO January 26, 2020
Social Media City of Grand Island See Table
Email Notification HDR January 21, 2020
Spanish-Language
Outreach
GIAMPO Beginning January 7, 2020
Focus Group Meeting Invite GIAMPO January 21, 2020
Press Release
City of Grand Island
January 21, 2020
FOR IMMEDIATE RELEASE
News Contact: Andy Gomez, MPO Manager, 308-389-0273, andyg@grand-island.com
GIAMPO Kicks off 2045 Long Range Transportation Plan; Asks for
Input at Public Visioning Workshop
GRAND ISLAND, Neb.—The Grand Island Area Metropolitan Planning Organization (GIAMPO)
is holding a Public Visioning Workshop for the 2045 Long Range Transportation Plan (LRTP) on
Tuesday, February 4, 2020, from 5:00 p.m. to 6:30 p.m. at the Grand Island Public Library, 1124
W 2nd St, Grand Island, NE 68801.
The Public Visioning Workshop will provide details about the LRTP and will have interactive
exercises where attendees can help define the vision and goals for Grand Island’s
transportation future as well as provide input on Grand Island’s needs for highway, roads,
transit, freight, bicycle and pedestrian facilities that should be addressed in the plan. There will
be no formal presentation. Attendees are encouraged to attend at any time during the
workshop.
The 2045 LRTP is a 25-year plan that will guide transportation system decision-making for the
Grand Island area and will provide a list of transportation projects that meet future transportation
needs in the region. The LRTP will be developed through public input and a technical analysis
of how all modes of transportation perform including highways, roads, transit, freight, bicycle
and pedestrian facilities. GIAMPO will not only analyze how the system operates today, but will
also forecast conditions for the next 25 years. The final 2045 LRTP will include strategies and a
prioritized list of projects based on anticipated funding, the results of technical analyses and
community preferences of Grand Island area residents.
Community input throughout development of the 2045 LRTP is critical in developing a well-
rounded plan for the next 25 years. Everyone is encouraged to attend and participate. If you are
unable to attend the Public Visioning Workshop in-person, the materials from the workshop will
be available for review at www.GI2045.com, where interested persons may also submit
feedback.
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Meeting Advertisement
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8
Social Media
Launch
Date
Content Graphic
January 21 Exciting news! It’s time for us to update
our 2045 Long Range Transportation Plan.
That means we’re planning for the future
of transportation in GI & we’ll need your
input to do it. You’re invited to a Public
Visioning Workshop www.GI2045.com
#2045LRTP
January 25 We recently launched the update of our
2045 Long Range Transportation Plan.
Want to know what that is? →
www.GI2045.com #2045LRTP
January 28 Mark your calendar for next week,
February 4. We’re having a Public
Visioning Workshop for the 2045 Long
Range Transportation Plan and we want
you there. Click here for more details:
www.GI2045.com #2045LRTP
February 3 TOMORROW is the 2045 Long Range
Transportation Plan Public Visioning
Workshop. We want to see you there!
www.GI2045.com #2045LRTP
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9
February 4 It’s Public Visioning Workshop day for the
2045 Long Range Transportation Plan!
Come down to the library between 5 and
6:30pm to learn more and provide input
www.GI2045.com #2045LRTP
February 5 Last night’s 2045 Long Range
Transportation Plan Public Visioning
Workshop was a success! You can review
meeting materials and provide feedback
online at www.GI2045.com #2045LRTP
February 11 If you missed last week’s 2045 Long
Range Transportation Plan Public
Visioning Workshop visit
www.GI2045.com. Meeting materials are
up and you can also sign up for
notifications for future public meetings.
#2045LRTP
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Email Notification
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Spanish-Language Outreach
Press Release
[Translated after English press release is final.]
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English/Spanish Flier
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A Public Visioning Workshop was held the evening of February 4, 2020 at the Grand Island
Public Library. The purpose of the workshop was to allow for Grand Island area residents to
provide their ideas for the future transportation system and voice issues concerning the existing
system in an open house format. When attendees entered the Workshop, the goal was to
provide self-guided information to orient them to the plan. There were a serious of large,
informational boards that encompassed two categories of information:
• MPO Overview: The first set of boards welcomed the attendees and described the role
and duties of GIAMPO.
• LRTP Overview: The next several boards provided an overview of the LRTP update
process.
Attendees then made their way through four activities located at different stations across the
room:
• Bicycle and Pedestrian System Mapping: Attendees reviewed large boards that
mapped the existing and proposed bicycle and pedestrian system, and then were able to
use markers on a large, plotted study area map to record their comments related to
safety issues, opportunities for new bicycle and pedestrian facilities, and barriers that
exist to bicyclists and pedestrians.
• Roadway Mapping: Attendees reviewed large boards that mapped the roadway high-
crash intersections and locations crash hot-spots for the years 2014-2018, and a
congestion map showing the different areas of Grand Island that currently exhibit lower
traffic Levels of Service (LOS). After reviewing these information boards, residents were
able to use markers on a large, plotted study area map to record their comments related
to roadway safety, congestion, and connectivity issues.
• Future Public Transit Service Brainstorm: Attendees were provided markers and a
large “brainstorming” sheet of white paper to provide their ideas for future public transit
service in the GIAMPO region.
• Transportation Priorities: Attendees were provided three stickers to select their top
priorities across eight different transportation priority areas, placing stickers on the three
they felt the MPO should focus on in future decision-making. The stickers were recorded
on a large board with definition of each of the priority areas.
Approximately 35 individuals attended the Public Visioning Workshop.
Results of the Public Visioning Workshop Activities
The Bicycle and Pedestrian System Mapping activity identified several potential areas for future
bicycle and pedestrian trail extensions. Figure 1 presents the input for the bicycle and
pedestrian system mapping, with descriptions of each numbered bicycle and pedestrian map
item described in Table 1.
Figure 2 presents the input for the roadway vehicular system mapping received from the public
during the Visioning Workshop, with descriptions of each numbered roadway vehicular map
item described in Table 2.
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14
Figure 1. Public Input from the Bicycle and Pedestrian System Mapping Activity
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15
Figure 2. Public Input from the Roadway Vehicular Mapping Activity
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Table 1. Public Workshop Bike and Pedestrian Issues / Opportunities Map
Comments
Comment
Map
Number Comment Provided
1 Connect Trails
2 Improve pedestrian crossing
3 New trail connection to Mormon Island
4 Extend trail
5 Need sidewalks
6 Work with railroad (UP) on extending trail
7 Improve US 281 pedestrian infrastructure
Table 2. Public Workshop Roadway Vehicular Issues / Opportunities Map
Comments
Comment
Map
Number Comment Provided
1 Pedestrian crossing
2 Need pedestrian / bicycle crossing
3 Build overpass and implement quiet zones
4 Hard to cross - Adams/Anna needs traffic signal
5 Desire for added lane
6 Long delay for E/W traffic
7 Need traffic signal at Faidley / Diers
8 No southbound and northbound lefts
9 Consider a roundabout
10 Longer left turn arrow
11 Congested - consider widening with more lanes
12 Congested - consider widening with more lanes
Attendees of the Public Visioning Workshop shared their ideas for the future public transit
system in a similar brainstorming activity the Focus Groups participated in. The results of this
activity for the Public Visioning Workshop uncovered some of the same issues discussed in that
morning’s Focus Groups. Table 3 summarizes the comments made during the public transit
brainstorming activity at the Public Visioning Workshop.
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17
Table 3. Public Visioning Workshop Future Public Transit Service Brainstorm
Activity Comments
Comment
Flexible fixed routes
Extended hours of service
Same day service for paratransit
Provide on-going, social media marketing
Late evening/early morning service to factories
The top three priority areas in the final Transportation Priorities activity were:
• Accessibility (17 stickers)
• Economic (12 stickers)
• Innovation (9 stickers)
Figure 3 presents the total breakdown of Transportation Priorities input.
Figure 3. Input Results for Public Visioning Workshop Transportation Priorities
6
17
12
2
8
5
9
6
0
2
4
6
8
10
12
14
16
18
Safety Accessibility Economic Resiliency Efficiency &
Reliability
Placemaking Innovation Preservation
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18
Community Youth Council Meeting
A third opportunity to solicit feedback from Grand Island area residents came at the Grand
Island Community Youth Council (CYC) meeting held on Monday, February 10, 2020 at the
Grand Island City Hall Community Meeting Room. The CYC members are sophomores, juniors,
and seniors from area high schools. During this meeting, a member of the 2045 LRTP planning
team gave a brief presentation outlining an overview of transportation planning, the role of
GIAMPO, the LRTP process, and initial technical analysis results. After the presentation,
members of the CYC were invited to provide their insight into the issues and opportunities
facing the GIAMPO transportation system, similar to the activities held during the focus group
meetings.
Based on the feedback from the CYC group, the main challenges of the existing transportation
system are:
• Safer pedestrian crossings, especially for students of Grand Island Senior High School
crossing State Street.
• Traffic queues on US 281 and Diers Avenue that build up due to close spacing of
signalized intersections.
• Lack of sidewalks for students, especially along North Road and adjacent schools.
Some opportunities for the existing transportation system that were voiced by the CYC group
were:
• The implementation of innovative traffic control measures to calm traffic in busier parts of
the City of Grand Island.
• Widening of Sturh Road to accommodate freight truck traffic, particularly near the JBS
plant.
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19
Public Visioning Workshop Sign-In Sheets
Focus Group
Meeting Invite
(Email; follow up calls may be required)
Subject Line: Focus Group Meeting Invitation for 2045 LRTP
Good morning,
The Grand Island Area Metropolitan Planning Organization (GIAMPO) is updating its Long
Range Transportation Plan (LRTP) to the year 2045 and to ensure its success, GIAMPO needs
input from a diverse group of stakeholders. Your organization has been identified as a
stakeholder and GIAMPO requests your input and participation as part of the planning process.
Please mark your calendar for a focus group meeting:
Date: Tuesday, February 4, 2020
Time: [9:30 a.m. – 10:30 a.m. / 11:00 a.m. – Noon / 1:00 p.m. – 2:00 p.m.]
Location: Grand Island City Hall – Community Meeting Room
100 East First Street, Grand Island, NE 68801
The 2045 LRTP is a 25-year plan that will guide transportation system decision-making for the
Grand Island area and will provide a list of transportation projects that meet future transportation
needs in the region. The LRTP will be developed through public input and a technical analysis
of how all modes of transportation perform including highways, roads, transit, freight, bicycle
and pedestrian facilities. GIAMPO will not only analyze how the system operates today, but will
also forecast conditions for the next 25 years. The final 2045 LRTP will include strategies and a
prioritized list of projects based on anticipated funding, the results of technical analyses and
community preferences of Grand Island area residents.
Input from stakeholders and the public is crucial in developing a well-rounded 2045 LRTP. In
addition to stakeholder meetings, GIAMPO will also be hosting a Public Visioning Workshop on
Tuesday, February 4, 2020, from 5:00 p.m. to 6:30 p.m. at the Grand Island Public Library, 1124
W 2nd St, Grand Island, NE 68801. The purpose of the workshop is to discuss the LRTP. We will
also have interactive exercises where attendees can help define the vision and goals for Grand
Island’s transportation future as well as provide input on Grand Island’s needs for highway,
roads, transit, bicycle and pedestrian facilities. Our goal is to address these needs in the plan.
Attendance and participation by you and representatives of your organization is encouraged at
the workshop in addition to the focus group meeting.
The focus group meeting will take approximately one hour of your time and you should be
prepared to discuss the transportation issues that are relevant to your organization. Please
RSVP to Kristen Veldhouse at Kristen.veldhouse@hdrinc.com or 402-399-1405 by Friday,
January 31, 2020. If you are unable to attend, please identify a representative to take your
place.
We look forward to working with you and we’ll see you on February 4.
Sincerely,
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20
Andres Gomez
MPO Manager
Grand Island Area MPO
100 East First Street
Grand Island, NE 68801
308-389-0273
AndyG@grand-island.com
Focus Group Presentation
Focus Group Meetings
February 4, 2020
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Agenda
•Brief Metropolitan Planning Organization (MPO) and Long
Range Transportation Plan (LRTP) overview
•Review existing system conditions for Grand Island area
•Discussion regarding:
•Current transportation issues
•Grand Island area transportation priorities
What is the Grand Island Area Metropolitan
Planning Organization (GIAMPO)?
•Federal Law: Any Urbanized Area with exceeding the population
threshold of 50,000 must form an MPO
•Established in 2013
•Result of 2010 Census
•GIAMPO carries out multi-modal transportation planning for the area
•Highways
•Roads•Transit (Bus)
•Freight
•Bicycle
•Pedestrian
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22
GIAMPO
Study
Area
Alda
Grand
Island
What is a Long Range Transportation Plan
(LRTP)?
•MPOs must update every 5 years
•MPO region’s plan to accomplish transportation goals
•Includes all modes of travel:
•(Highways, Roads, Transit (Bus), Freight, Bicycle, Pedestrian)
•Must be fiscally-constrained
•Must promote regional performance measures and targets
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23
Performance-Based LRTP
•Definition: Apply Performance Measures to the Decision-
Making Process to Achieve Desired Outcomes
2045 LRTP Schedule
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Overall Public Engagement Efforts
•Three Public Open Houses
•First Open House Tonight at the Public Library from 5:00-6:30.
•Focus Group Meetings
•Three Different Groups Meet Today
•Project Website (gi2045.com)
•Press Releases
•Meeting Advertisement
•Social Media
•Email Outreach
•Phone Calls to Strategic Organizations
Today’s Goals
•Existing System Conditions Results Available for Your Review
•Crash / Congestion
•Bicycle and Pedestrian System
•Activities:
•Map Your Modal Issues
•Provide Your Transportation Priorities / Goals
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25
Map Your Issues
•Where Could Transportation
Be Improved?
•What Are Good Transportation
Examples You Want to See More
Of?
Provide Your Transportation Priorities /
Goals
•What are Your Top 3 Transportation Priorities?
•Choices Are:
•Safety
•Accessibility
•Economic
•Resiliency
•Efficiency and Reliability
•Placemaking
•Innovation
•Preservation
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Next Steps
•Public Visioning Workshop Tonight
•Grand Island Public Library
•5:00 p.m. –6:30 p.m.
•Provide Public Workshop Results
•MPO Technical Advisory Committee (TAC) –Presentation February 10
•On Website –Next Week after TAC
•Finalize LRTP Goals and Objectives
•Begin Developing Transportation Strategies and Alternatives
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27
Focus Group Results
Three focus group meetings were held on February 4, 2020 at the Grand Island City Hall
Community Meeting Room. Attendees of the focus groups represented a diverse range of
transportation stakeholders and elected officials and provided GIAMPO staff and the planning
team valuable feedback on the existing transportation system and potential areas for
improvement. Table 4 summarizes the three focus groups and includes the number of
attendees at each meeting.
Table 4. Focus Group Attendees
Attendees at the Focus Group meetings were given a brief presentation providing an overview
of the MPO and the LRTP update, and their role in providing input. Next, they were asked to
participate in three activities:
• Map Your Issue: Attendees marked their transportation issues and ideas on a map of
the GIAMPO area.
• Future Public Transit Service Brainstorm: Attendees provided their ideas for public
transit issues and potential opportunities.
• Transportation Priorities: Attendees selected their top three priorities from a list of
eight topics for the future of GIAMPO transportation. Priority areas were:
o Safety
o Economic
o Efficiency and Reliability
o Innovation
o Accessibility
o Resiliency
o Placemaking
o Preservation
Focus Group Focus Group Description Number of
Attendees
Schools and
Transportation
Public and post-secondary institutions, non-profit groups,
human services groups, emergency responders, and
others operating in the GIAMPO region
18
Major Employers
and Economic
Development
Area chambers of commerce, economic development
corporations, and large employers 8
Elected Officials
and Public
Agencies
City of Grand Island and City of Wood River public officials 5
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28
Results of Focus Group Activities
Results from the focus group activities highlighted a range of issues and opportunities for the
GIAMPO transportation system. The map in Figure 4 presents the results of the Map Your
Issue Activity, with descriptions of each numbered map item described in Table 5.
Table 5. Focus Group Map Issues / Opportunities Map Comments
Focus
Group
Comment
Map
Number Comment Provided
Group 1
1 Connect apartments to college with pedestrian infrastructure
2 Trains cause left turning traffic to delay all traffic
3 On-street parking blocks drivers sight lines
4 Provide safe pedestrian crossing to library
5 Improve US 281 pedestrian infrastructure
6 Close 13th St signals at Diers and US 281 confuse drivers
7 Improved ring route / designate as US 281
8 Railroad overpass
9 Longer turn lane from US 34 to college
10 Extend Claude Road
11 Need pedestrian / bicycle crossing
12 Safer pedestrian crossing of railroad
13 Improve pedestrian crossing between college and hospital
14 Consider grade separated crossing
15 Extend Trail
16 Truck congestion from JBS Plant
17 Create bike / pedestrian connection from JBS to rest of city
Group 2
18 Improve midblock crossing
19 Lack of safe midblock pedestrian crossings
20 Need more pedestrian crossings of railroad
21 Gateway to Airport - improve appearance
22 Plan for future vehicular / pedestrian crossing
23 Plan for future vehicular / pedestrian crossing
24 Rail to trail opportunity to Hastings
25 New trail connection
26 Improved ring route - designate as US 281
27 Improved US 30 to Columbus
28 Extend trail
Group 3 29 Short term safety improvements until US 30 is moved north
30 Extend Custer Ave
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29
Figure 4. Results of Focus Group’s Map Your Issue Activity
Grand Island Regular Session - 2/23/2021 Page 155 / 372
30
The results of the Future Public Transit Service Brainstorm activity indicate the desire of
residents and transportation stakeholders for a fixed route transit system, and for greater transit
accessibility for all residents, especially those with alternative work schedules and/or children.
Table 6 contains all the transit ideas from the focus groups.
Table 6. Focus Group Transit Service Brainstorm Activity Comments
Comment
Fixed route bus system
Economically-viable, accessible system to all. Consider alternative work schedules
Vouchers for low-income
Bus access for children
Inter-city system (Lincoln, Omaha) (Kearney, Hastings)
Later bus schedule (weekend/holidays)
CRANE 24-hour notice too much, not always enough staff for users
Need more traction (not discussion)
The final focus group activity was about transportation priorities, and asked attendees to place a
sticker on the top three areas that should be prioritized in future transportation decisions.
Attendees could choose from the following eight topics:
• Safety: Reducing the risk of harm to the users of the Grand Island transportation
system.
• Economic: Focus on transportation as a means of supporting and promoting the
economic vitality of the Grand Island area.
• Efficiency and Reliability: Provide for the efficient and reliable movement of people,
services, and goods.
• Innovation: Incorporate emerging trends and technologies into the transportation
system.
• Accessibility: The ease of connecting people to goods and services in the Grand Island
area, as well as providing choices for different modes of transportation (car, bike, bus,
etc.).
• Resiliency: The ability of the transportation system to be adaptable and continue
providing service when significant impactful events occur.
• Placemaking: Integrating the transportation system with land use to provide
transportation facilities that fit in with their surrounding neighborhoods and development,
and create well-designed places and complete communities.
• Preservation: Maintain the existing transportation system in a state of good repair, and
plan for a system that can be sustained into the future with reasonably-expected funding
sources.
The top three priority areas identified by the focus group were Safety, Accessibility, and
Economic. Figure 5 shows the breakdown of stickers by focus group.
Grand Island Regular Session - 2/23/2021 Page 156 / 372
31
Figure 5. Input Results for Transportation Priorities by Focus Group
10
14
7
5
2
6
3
5
2
5
2
3
2
2
3 1
3
2
0
2
4
6
8
10
12
14
16
18
20
Focus Group 1 Focus Group 2 Focus Group 3
Grand Island Regular Session - 2/23/2021 Page 157 / 372
32
Public Prioritization Exercise
Outreach Material Launch Responsibility Launch Date
Press Release City of Grand Island June 1, 2020
Facebook Advertisement GIAMPO June 1, 2020
Social Media City of Grand Island See Table
Email Notification HDR / GIAMPO / Chamber June 1, 2020
Email Notification HDR / GIAMPO / Chamber June 10, 2020
Spanish-Language
Outreach
GIAMPO TBD
Press Release
City of Grand Island
June 1, 2020
FOR IMMEDIATE RELEASE
News Contact: Andy Gomez, MPO Manager, 308-389-0273, andyg@grand-island.com
GIAMPO Seeks Public Input on Transportation Alternatives &
Strategies for 2045 Long Range Transportation Plan
GRAND ISLAND, Neb.— Due to COVID-19 public gathering restrictions, the Grand Island Area
Metropolitan Planning Organization (GIAMPO) is hosting an online alternatives and strategies
development public meeting for the 2045 Long Range Transportation Plan (LRTP) starting
today, June 1 through Monday, June 15 at:
www.GI2045.com/onlinemeeting
Within the online alternatives and strategies development public meeting, participants will be
asked to participate in interactive exercises to review potential future multi-modal (highway,
roads, transit, freight, bicycle and pedestrian facilities) transportation strategies and proposed
alternatives that might be included in the plan. The online meeting will take approximately 10
minutes and feedback will be used to help guide transportation planning decisions for the next
25 years.
“This is a really important point in the LRTP to participate in. Public input will help us develop
projects that should be considered for implementation,” said Andy Gomez, MPO Manager at
GIAMPO. “It is also a great opportunity for us to gut check our past planning efforts to see how
they align with current thoughts from the public.”
The 2045 LRTP is a 25-year plan that will guide transportation system decision-making for the
Grand Island area and will provide a list of transportation projects that meet future transportation
needs in the region. The LRTP will be developed through public input and a technical analysis
of how all modes of transportation perform, including highways, roads, transit, freight, bicycle
and pedestrian facilities. GIAMPO will not only analyze how the system operates today, but will
also forecast conditions for the next 25 years. The final 2045 LRTP will include strategies and a
Grand Island Regular Session - 2/23/2021 Page 158 / 372
33
prioritized list of projects based on anticipated funding, the results of technical analyses and
community preferences of Grand Island area residents.
Community input throughout the development of the 2045 LRTP is critical in developing a well-
rounded plan for the next 25 years. Everyone is encouraged to participate. To learn more about
the 2045 LRTP, visit www.GI2045.com.
Para la reunión en línea en español, visite www.GI2045.com/esonlinemeeting.
Grand Island Regular Session - 2/23/2021 Page 159 / 372
34
Facebook Advertisement
Post Text: Visit our online alternatives and strategies development public meeting today to help
us take the next step in developing the 2045 Long Range Transportation Plan.
Grand Island Regular Session - 2/23/2021 Page 160 / 372
35
Social Media
Launch
Date
Content Graphic
June 1 Instead of an in-person event, we’re
hosting an ONLINE alternatives and
strategy development public meeting for
the 2045 Long Range Transportation Plan.
#2045LRTP
You can review potential strategies and
provide ideas for transportation
alternatives, which will address future
multi-modal (🚶 🚴 🚗 🚍 🚆) transportation
needs.
We appreciate your input!
www.GI2045.com/onlinemeeting
June 3 In our #2045LRTP online prioritization
public meeting, we’re looking for your
ideas on various transportation
alternatives and strategies for cars,
bicyclists, pedestrians and transit riders.
We need YOU to review and prioritize
these proposed alternatives so the
#2045LRTP reflects the community’s
needs and wants.
www.GI2045.com/onlinemeeting
June 6 Do you want to have a say in Grand
Island’s transportation system? Want to
provide your ideas for 2045 Long Range
Transportation Plan, which plans for Grand
Island’s future?
Visit our online meeting today and spend
ten minutes providing you input:
www.GI2045.com/onlinemeeting
#2045LRTP
June 9 If you have a little extra time after work,
school or any other activity tomorrow, visit
our online strategies and alternatives
development public meeting. A little bit of
your time can influence the transportation
system for the next 25 years! #2045LRTP
www.GI2045.com/onlinemeeting
Grand Island Regular Session - 2/23/2021 Page 161 / 372
36
June 11 Don’t miss out on your chance to tell us
your transportation ideas! We want your
thoughts on Grand Island’s future for cars,
bicyclists, pedestrians, transit users and
freight.
www.GI2045.com/onlinemeeting
It’s just ten minutes of your time!
#2045LRTP
June 15 Today is the LAST DAY you can
participate in the #2045LRTP online
alternatives and strategy development
public meeting. It’s only 10 minutes and
you’ll help us prioritize transportation
alternatives for the GI area:
www.GI2045.com/onlinemeeting
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Email Notification
June 1, 2020
Grand Island Regular Session - 2/23/2021 Page 163 / 372
38
June 10, 2020
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39
Spanish-Language Outreach
Press Release
Ciudad de Grand Island
1 de junio de 2020
PARA LA DIVULGACIÓN INMEDIATA
Contacto de noticias: Andy Gomez, gerente de MPO, 308-389-0273, andyg@grand-island.com
GIAMPO busca información del público sobre alternativas de transporte y
estrategias para el Plan de Transporte a Largo Plazo 2045
GRAND ISLAND, Neb.— Debido a las restricciones de reuniones públicas por la COVID-19, la
Organización de Planificación Metropolitana del Área de Grand Island (GIAMPO) está
organizando una reunión pública en línea sobre el desarrollo de alternativas y estrategias para
el Plan de Transporte a Largo Plazo (LRTP) 2045 a partir del lunes 1 de junio al lunes 15 de
junio en:
www.GI2045.com/esonlinemeeting
En la reunión pública en línea de desarrollo sobre alternativas y estrategias, se pedirá a los
participantes que participen en ejercicios interactivos para analizar posibles estrategias de
transporte multimodal para el futuro (autopista, carreteras, tránsito, transporte de mercancías,
bicicletas e instalaciones peatonales) y otras alternativas propuestas que podrían incluirse en el
plan. La reunión en línea llevará unos 10 minutos y los comentarios se utilizarán para ayudar a
orientar las decisiones de planificación del transporte para los próximos 25 años.
"Este es un punto de participación muy importante en el LRTP. Los aportes del público nos
ayudarán a desarrollar proyectos que deben considerarse para su implementación", dijo Andy
Gomez, gerente de MPO de GIAMPO. "También es una gran oportunidad para que nosotros
revisemos nuestros esfuerzos de planificación anteriores y veamos cómo se alinean con los
pensamientos actuales del público".
El LRTP 2045 es un plan de 25 años que guiará la toma de decisiones del sistema de
transporte para el área de Grand Island y proporcionará una lista de proyectos de transporte
que satisfará las necesidades de transporte futuras de la región. El LRTP se desarrollará a
través del aporte del público y un análisis técnico sobre el rendimiento de todos los modos de
transporte, incluidos autopistas, carreteras, tránsito, transporte de mercancías, bicicletas e
instalaciones peatonales. GIAMPO analizará cómo funciona el sistema en la actualidad y
pronosticará condiciones para los próximos 25 años. El LRTP 2045 definitivo incluirá
estrategias y una lista de proyectos priorizados según la financiación anticipada, los resultados
de los análisis técnicos y las preferencias comunitarias de los residentes del área de Grand
Island.
Los aportes de la comunidad durante el desarrollo del LRTP 2045 son fundamentales para
crear un plan sólido para los próximos 25 años. Se anima a todos a participar. Para obtener
más información sobre el LRTP 2045, visite www.GI2045.com.
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40
English/Spanish Flier
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41
Online Alternatives & Strategies Public Meeting
The Grand Island Area Metropolitan Planning Organization (GIAMPO) hosted an online
alternatives and strategies public meeting from Monday, June 1 through Wednesday, June 17
as part of the 2045 Long Range Transportation Plan (LRTP) update. The goal of this public
engagement effort was to have Grand Island residents provide their input on potential future
multi-modal strategies and proposed alternatives that might be included in the plan.
GIAMPO hosted an online meeting instead of an in-person meeting due to public gathering
restrictions related to COVID-19. However, online meeting participation far exceeded expected
in-person public meeting participation with:
• 256 unique users
• 509 unique comment entries
The online meeting, available in both English and Spanish, provided a brief review of the 2045
LRTP, presented how to provide feedback in the online meeting, and described previous public
involvement efforts. Participants were then asked to review technical analyses for Grand
Island’s roadways, bicycle and pedestrian facilities, transit and freight facilities. Following their
review of the technical analyses, participants were asked to provide their feedback on proposed
alternatives and strategies through mapping exercises and surveys.
Context of Public Comments
The public participated in comment mapping exercises and surveys to elicit feedback on
potential multi-modal strategies. The feedback received and documented in this summary was
reviewed by technical staff from GIAMPO and the City of Grand Island. Comments that were
feasible and consistent with general safety and mobility standards will be considered further.
Some strategy ideas provided are likely not feasible or safe, and will not be considered further.
Some treatments used in one part of the Grand Island area may be harmful if deployed in other
parts of the area.
As GIAMPO and City staff considered input from the online meeting, they also kept in mind the
role of different types of streets in the Grand Island area. Streets and roads are classified
generally into the following categories:
• Arterial streets provide a high level of mobility and tend to carry high volumes of traffic
over longer distances. Arterials are classified as Principal and Minor Arterials.
• Collector streets “collect” traffic from Local streets and connect traffic to Arterial streets.
• Local streets provide high levels of direct access to neighborhoods and residences and
tend to carry lower volumes of traffic.
The purpose of the 2045 LRTP is to provide long-term recommendations for Federal Aid-eligible
roadways, bicycle and pedestrian facilities, and public transit operations. Federal Aid-eligible
roadways include Collector and Arterial streets. Local streets constitute a large portion of the
Grand Island area street network, but are not Federal Aid-eligible. As such, any potential
roadway projects related to local streets will not be included in the 2045 LRTP. Bicycle and
pedestrian projects can typically be on or adjacent to local streets and be eligible for Federal
funding.
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42
Results of the Online Alternatives & Strategies Public Meeting
Roadway Results
Figure 6 presents the number of public comments each proposed roadway strategy received
within the comment mapping activity. Figure 7 and Figure 8 maps public comments received
for each proposed roadway strategy, with descriptions of each numbered roadway map item
described in Table 7, in the words provided by public participants. When comments across
multiple entries were consistent, those entries have been combined. Figure 9 presents public
feedback on the importance of implementing each proposed roadway strategy.
6
30
7
4
10
115
30
0 20 40 60 80 100 120 140
Expressway
More Travel Lanes
Grade Separations
Medians
Turn Lanes
Roundabout
New Traffic Signals
Figure 6. Roadway Strategy Selection Total
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43
Figure 7. Public Input from the Roadway Mapping Activity, Street Comments
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Figure 8. Public Input from the Roadway Mapping Activity, New Lane and Expressway
Comments
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45
Table 7. Roadway Mapping Comments
Comment
ID Comment Strategy Type
1 Yellow warning light that main light is going to change Intersection Control
2 Two sided yellow light warning when light on either side is
going to change
Intersection Control
4 Light with traffic sensor. Intersection Control
5, 6 Light with traffic sensor, so everybody doesn't have to stop
every time through.
Intersection Control
7 The traffic signals on Webb Road could be greatly improved.
We definitely don't need more traffic signals, but smarter ones
with better timing. It would be nice to be able to travel the
length of Webb and only hit one light (like you can on HWY
281).
Intersection Control
8, 26, 27 Intersection Control
9 coordinated s locust signals from Stolley to 4th St Intersection Control
10 Busy Street, difficult to see oncoming traffic, lots of pedestrians
need a crossing to library.
Intersection Control
11-15 Protect Pedestrian/Bike Crossing Intersection Control
28 Too many pedestrian crossing from hotels, there is are parks
near here. Need to stop traffic and let them cross safely
instead of jaywalking all over.
Intersection Control
29 It is insane to get in and out of this grocery store and surround
businesses
Intersection Control
31, 32, 34,
41, 44, 56-
58, 108,
110, 111
- Intersection Control
33 School and Swift let-out times are horrendous! Intersection Control
49 traffic signal not needed, roundabout would be best Intersection Control
52 This intersection during the school year is so busy and difficult
to get through
Intersection Control
53 Need roundabout. traffic signal is confusing and dangerous Intersection Control
54 Busy Intersection Intersection Control
69 this intersection is ridiculous Intersection Control
74 for UP Intersection Control
75-96, 99 Roundabout Intersection Control
98 for RR Intersection Control
146 - 152 Turn Lanes
153 Busy, Busy intersection during the fair. Turn Lanes
154 It would be great to have a turning lane from North bound
Webb to turn right (east) on Faidley.
Turn Lanes
155 All Hwy 281 intersections should have right and left turn lanes
added - from Interstate to Airport Road.
Turn Lanes
156 Remove median from highway for turn lane and North bound
traffic to be able to turn West on Highway 2.
Medians
157, 158 Medians
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Comment
ID Comment Strategy Type
159 need median across intersection with turning restrictions Medians
160 Roadway over or under tracks Grade Separation
161 Overpass to allow traffic on East end of city when trains block
tracks, and increase safety.
Grade Separation
162-164 Grade Separation
166 need grade separation; very busy Grade Separation
A1 36,43,48,66,67,70-73,91-94,159 Intersection Control
A2 37,65,89,90,122,123 Intersection Control
A3 47,64,87,88,124 Intersection Control
A4 62,63,86 Intersection Control
A5 68,100-107 Intersection Control
A6 125-145 Intersection Control
A7 59-61 Intersection Control
A8 118-121 Intersection Control
A9 112-117 Intersection Control
T3 Relief for 281 and Diers More Travel Lanes
T4 Relief for 281 Retail traffic More Travel Lanes
T5, T19 More Travel Lanes
T6 Need Clear N/S Main Route from Anna to Stolley Park Rd. More Travel Lanes
T7 thru street from s locust north to Capital Ave More Travel Lanes
T8 access to Hyvee off Faidley More Travel Lanes
T9 Alleviate 281 traffic at Old Potash More Travel Lanes
T10 two lanes each way from Hwy 30 to Stolley park with turn lane More Travel Lanes
T11 access to Blaine s/b from Hwy 30 More Travel Lanes
T12 Create N/S Route W of Broadwell More Travel Lanes
T13 Need N/S Route to Hwy2/34 between Locust and 281 More Travel Lanes
T14 Connect Webb to College, eliminate 281 More Travel Lanes
T15 Connect the campus from Webb or form, Brentwood More Travel Lanes
T16 access to Stolley park Rd from an arterial n/s street east of
Custer
More Travel Lanes
T17 open again have kids travel under or over More Travel Lanes
T18 Create E/W corridor thru town that goes from Engleman to east
side of BNSF
More Travel Lanes
T20 Always busy, needs at least a turn lane. More Travel Lanes
T21 Hornady employees! More Travel Lanes
T22 need alt access to 281 for northbound traffic More Travel Lanes
T23 More Travel lanes for wherever HWY 30 is relocated. More Travel Lanes
T24 More travel lanes for HW30 to where the 4 lanes already are
located.
More Travel Lanes
T25 better access to south locust from arterial south of Hwy 30 More Travel Lanes
T26 Connect to Hwy 2 More Travel Lanes
T27 Makes for a nice roundabout for traffic to move around the city. More Travel Lanes
E1, E5 New Expressway
E3 More lanes and or expressway New Expressway
E4 281 expressway over commercial 281 and Hwy 30. would
eliminate a lot of traffic congestion/accidents on the 281
corridor
New Expressway
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Figure 9. Importance of Implementing Roadway Strategies
0
5
10
15
20
25
More Travel
Lanes (Street
Widening)
New Traffic
Signals or
Improved
Coordination of
Signals
Roundabout Turn Lanes
(Left or Right)
Medians Expressway Grade
Separation
5 - Most Important 4 3 - Neutral 2 1 - Least Important
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Bicycle & Pedestrian Results
Figure 10 presents the number of public comments each proposed bicycle and pedestrian
strategy received within the comment mapping activity. Figure 11 and Figure 12 maps public
comments received for each proposed bicycle and pedestrian strategy, with descriptions of
each numbered bicycle and pedestrian map item described in Table 8, in the words of the
respondents. Figure 13 presents public feedback on the importance of implementing each
proposed bicycle and pedestrian strategy.
6
24
20
16
26
15
65
0 10 20 30 40 50 60 70
Grade Separation
Multiuse Path
Shared Lane Markings or
Dedicated Bike Lanes
Actuated Pedestrian Signals
Raised Crosswalks and
Intersections
Median/Pedestrian Refuge Islands
Curb Extension/Bump Outs
Figure 10. Bicycle & Pedestrian Strategy Selection Total
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Figure 11. Public Input from the Bicycle & Pedestrian Mapping Activity, Regional View
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Figure 12. Public Input from the Bicycle & Pedestrian Mapping Activity, Urban Core View
Grand Island Regular Session - 2/23/2021 Page 176 / 372
51
Table 8. Bicycle & Pedestrian Mapping Comments
Comment
ID
Comment Strategy Type
1-3, 42, 51,
52 Curb Extension
4
Major Intersection where High-Speed Traffic meets a school and
route to/from school to library Curb Extension
5-41 Protect Pedestrians in only walkable commercial district in the city Curb Extension
43-45 Accentuate Library Pedestrian Visuals Curb Extension
46-50 Protect School Children Curb Extension
53-56 Retention Pond is a de facto Park Curb Extension
57-65 Augustine Park to Gates is one giant pedestrian area Curb Extension
66 Tested with my phone Pedestrian Refuge
67
have needed a crossing at this location since 1974 when library
moved to this location Pedestrian Refuge
68-71, 74-86 Pedestrian Refuge
72 Need a way to cross 30 from Wasmer Pedestrian Refuge
73 Need to protect Pedestrians at multiple places on 30 Pedestrian Refuge
87 Stop-Signs on Lincoln invite too much speeding in residential area. Raised Crosswalks
88 Stop Signs on Lincoln invite n/s speeding Raised Crosswalks
89 Stop signs on Lincoln invite N/S speeding right by a school Raised Crosswalks
90-96, 100,
101 Raised Crosswalks
97-99 Protect School Children Raised Crosswalks
102-103 Augustine Park to Gates is one giant pedestrian area Raised Crosswalks
104-106
Stolley Park Rd has three schools, two major parks and churches. It
should be entirely bikeable and protect pedestrian throughout Raised Crosswalks
107, 108 Pedestrian Signals
109
Need a way to protect pedestrians who currently jaywalk from
hotels, restaurants. Pedestrian Signals
110
Need a way for pedestrians to safely cross 30 to library, especially
Wasmer students. Pedestrian Signals
111 Broadwell needs a means of crossing for pedestrians Pedestrian Signals
112
Major Intersection where High-Speed Traffic meets a school and
route to/from school to library Pedestrian Signals
113 Need safe bike routes into downtown Pedestrian Signals
114 Protect Pedestrians in only walkable commercial district in the city Pedestrian Signals
115, 119 Pedestrian Signals
116, 118 Too Busy to not have a signal Pedestrian Signals
117 Too busy to not have a signal to protect school kids Pedestrian Signals
120 Augustine Park to Gates is one giant pedestrian area Pedestrian Signals
121
Stolley Park Rd has three schools, two major parks and churches. It
should be entirely bikeable and protect pedestrian throughout Pedestrian Signals
122
Kids bike to the water park. Protect them with a safe dedicated
route. And we could expand that to facilitate more biking to
alleviate state fair parking issues. Pedestrian Signals
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52
Comment
ID
Comment Strategy Type
123
Need bike lanes on Locust as well as Highway 34 at least to Central
Community College and north on Locust to State Fair and
downtown Shared Lane
124 bike lanes needed for all of Webb Road Shared Lane
125
Bike lanes and/or path should continue on Capital Ave to
Engleman Rd Shared Lane
126, 129 Shared Lane
127 bike lanes needed on Fonner Park Drive Shared Lane
128 bike lanes needed on Stuhr Road Shared Lane
130 bike lane to cornhusker AD and husker harvest Shared Lane
131
Lincoln is major N/S route, passes library and Wasmer. Need a
formal bike lane. Shared Lane
132
Rather than make Koenig a Bike Route, let cars have Koenig and
give Division Bike Lanes Shared Lane
133 Extend Bike Path to Downtown Shared Lane
134
Extend Bike Path up Pine Street to Connect to Downtown. Streets
are wide enough to add designated lane. Shared Lane
135
Give Lincoln Bike Lane, connect to Jog Path, is best way to Connect
N/S and then branch of East midway to Downtown. Shared Lane
136
Is Lincoln gets a Bike Lane, then branch off to 3rd Street to reach
downtown. Shared Lane
137 If Lincoln gets a Bike Lane, Connect it to a 4th Street Bike Lane Shared Lane
138
Too many of Swift's employees are low income. Providing them a
route to work that doesn't entail owning/leasing a car would be a
great service. Shared Lane
139
Much of the residents North of 4th street are low income, and
many work at Swift. We can and should provide them a route to
Swift that doesn't require a car. Shared Lane
140
Many residents north of 4th St. are low income, and many work at
Swift. We should make a route that directly allows them a path to
work that doesn't require a car. Bike lanes down Pine, to a
dedicated 2nd/St + Hwy 30 Bike Path that connects to Swift. Shared Lane
141
With Parking a challenge for the State Fair, bike paths or lanes
would be very helpful. Shared Lane
142 Connect Water Park/Fonner to Bike network. Shared Lane
143, 148, 156 Multi-Use Path
144 Trail needed to connect to ball fields and eagle scout Multi-Use Path
145 trail needed to connect ball fields and capital Multi-Use Path
146
trail connection needed on west side from Shoemaker to new
hospital trail Multi-Use Path
147
Trail ends here and could continue as a crushed rock trail on old
railroad grade as far as possible to Platte River! Multi-Use Path
149 Trail around small pond and connecting to Eagle Scout Park Multi-Use Path
150
trail connecting to small pond near intersection of Highway 2 and
281 that connects to Capital sidewalk trail Multi-Use Path
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Comment
ID
Comment Strategy Type
151 Trail just ends here, should connect to JBS and beyond Multi-Use Path
152 Trail can continue to Mormon Island State Park Multi-Use Path
153 trail connection from Shoemaker to new hospital Multi-Use Path
154 Trail connection to Locust on existing grade Multi-Use Path
155 bike path from Engleman Rd to existing path near Carelton Multi-Use Path
157 Beginning of Moores Creek bike path Multi-Use Path
158 Add a multi-use path between State St. and Old Potash HWY Multi-Use Path
159 Multiuse path between State St and Old Potash Hwy Multi-Use Path
160 Extend Bike Path to Downtown Multi-Use Path
161
Many of Swift's employees are low income. Providing a route to
work that doesn't require a car would be a great service to that
segment of our community. Multi-Use Path
162
With Parking a challenge for the State Fair, bike paths or lanes
would be very helpful. Multi-Use Path
163
With Parking a challenge for the State Fair, bike paths or lanes
would be very helpful. Stolley Park Rd. Should be bikeable from
Fonner to Cemetery. Multi-Use Path
164
Create path to LE Ray Park that avoids Blaine Street, possibly using
utility right of way Multi-Use Path
165
Create sidewalk on west side of Paradise Lake to provide
alternative to walking on Blaine Street. Multi-Use Path
166
Create path from LE Ray Lake to Hike/trail to provide a safe
alternative to walking on Blaine Street. Multi-Use Path
167, 170 Grade Separation
168
Will need a bridge or crossing over/under highway 30 for new
west side trail connecting Shoemaker elementary to new hospital
and Central Community College Grade Separation
169 bridge needed over spillway Grade Separation
171
Bridge under/over highway 30 needed to connect Shoemaker trail
to new hospital trail and CCC Grade Separation
172
If this route is to become the major N/S connector to the
pedestrian walk/bike network, then putting a safe crossing over
the HWY 30 to the library is a must. Grade Separation
999 Hospital Trail? Multi-Use Path
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Figure 13. Importance of Implementing Bicycle & Pedestrian Strategies
0
2
4
6
8
10
12
14
16
18
20
5 - Most Important 4 3 - Neutral 2 1 - Least Important
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Transit Survey
Figure 14 presents public feedback on the importance of implementing each proposed transit
strategy.
Figure 14. Importance of Implementing Transit Strategies
0
2
4
6
8
10
12
14
16
Expand Current CRANE
Service Hours
Flexible Fixed Route
Service
Intercity Bus Service Demand-Response
Service with Same-Day
Reservation
5 - Most Important 4 3 - Neutral 2 1 - Least Important
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Freight Survey
Table 9 presents public feedback received through the general comment form.
Table 9. Public Input from the Freight Comment Form
Comment
Would advocate a truck route around the city to keep non local trucks out of more congested areas of
the city. COVID 19 is changing how consumers do business, it is questionable if shopping malls will
exist in 10 to 15 years. Provide non local trucks and travelers that have no intention of stopping an
alternative route, alleviating congestion in community traffic flow.
There are not enough railroad crossings open in Grand Island.
I think if the city made riding a bike and walking safer and more accessible it could potentially help to
encourage people to use other means of transportation besides cars. It would be nice to have a safe
way to cross 281 to get to restaurants and stores near 13th and State street or even Faidley.
Provide a better route from I80 north - up Locust - and around East side of City to Airport and Hwy
281 North.
seems to be satisfactory
I do not think that East Beltway for north/south traffic is warranted for the cost required to provide
railroad overpasses, land purchases and rights of way, etc. JBS Swift and the Airport.
I think an expressway or bypass road around the main traffic area would be helpful.
Less trucks on Highway 34, between Locust and Highway 281. Alternate route needed
Provide grade separation with high volume roads intersecting with rail crossing.
Noise is the biggest issue with freight. Train noise has improved, truck noise is worse with jake brakes.
Ideally, trucks would be diverted around town.
Freight trucks should not be allowed to travel on 13th street. These should be rerouted through HWY
2/Hwy 30 and Monitor Rd
none
I believe it’s very important to keep the highway and interstate open and avoid a lot of road closures
and construction at the same time so the trucks can get around to do their deliveries. Many times
Grand Island does a lot of the construction and closures at the same time and it causes clusters and
delays with traffic and makes it hard for emergency vehicles to get around too.
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Bonus Exercise
Email Notification
Subject Line: We need your help! Participate in our Project Prioritization Exercise now through
September 28!
Content: NEED TO UPDATE LINK WHEN READY
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Social Media
Launch
Date
Content Graphic
September
14
For the #2045LRTP we have selected
potential projects to include in the 2045 Long
Range Transportation Plan. We need YOUR
input to help prioritize these fiscally
constrained roadway, bicycle and pedestrian,
and transit projects.
Our online exercise takes less than five
minutes and we would appreciate your
participation ☺
[insert link]
September
19
It takes only five minutes to participate in an
online exercise where you can rank projects
that you would like to prioritize for Grand
Island’s future. Take the time today and make
a plan for the next 25 years.
[insert link]
September
23
Want to be a part of the future of Grand
Island? Now’s your chance! We have a brief
online exercise where you can provide input
and rank a variety of transportation projects
that will be incorporated in a plan for the next
25 years. #2045LRTP
[insert link]
September
28
Today is your last chance to take our online
exercise to provide input and rank fiscally
constrained roadway, bicycle and pedestrian,
and transit projects for the #2045LRTP
[insert link]
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Website Update
August 2020
Project Prioritization Exercise
From September 14 through September 28, 2020, we need your help in choosing and ranking
fiscally constrained roadway, bicycle and pedestrian, and transit projects to include in the 2045
LRTP. A link will be provided September 14.
September 14, 2020
Project Prioritization Exercise
GIAMPO is hosting a brief, online exercise through September 28 where you can help provide
input on regional priorities and rank fiscally constrained roadway, bicycle and pedestrian, and
transit projects to include in the 2045 Long Range Transportation Plan (LRTP). This online
exercise will take you less than five minutes and you can drag and drop projects that you think
are important to prioritize for Grand Island’s future.
Bonus Exercise Results
The Grand Island Area Metropolitan Planning Organization (GIAMPO) hosted an online project
prioritization exercise from Monday, September 14 through Monday, September 28 for input on
regional priorities for fiscally constrained roadway, bicycle and pedestrian, and transit projects to
include in the 2045 Long Range Transportation Plan (LRTP). GIAMPO received a total of 669
responses through the exercise website. The following sections summarize the results from this
public input activity.
Roadway Projects
GIAMPO received 231 roadway project ranking responses through the website. The public’s
first choice among the proposed roadway projects was the US-281 Intersection Improvements,
followed by the Broadwell Avenue Widening & Extension project, which tied for second and third
choice.
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60
0
20
40
60
80
100
120
Choice 1 Choice 2 Choice 3
Broadwell & UPRR Grade Separation
Broadwell Avenue Widening & Extension
Claude Road Extension
East Bypass
Stuhr Road / Sky Park Road Corridor & Grade Separation
Stuhr Road Widening
US-281 Intersection Improvements
West US-30 Bypass
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All roadway projects were then analyzed using weighted scores, resulting in the following overall
project ranking:
1. US-281 Intersection Improvements
2. Tied: Broadwell & UPRR Grade Separation; Broadwell Avenue Widening & Extension
3. Stuhr Road Widening
4. Claude Road Extension
5. West US-30 Bypass
6. Stuhr Road / Sky Park Road Corridor & Grade Separation
7. East Bypass
Broadwell & UPRR Grade Separation
Broadwell Avenue Widening & Extension
Claude Road Extension
East Bypass
Stuhr Road / Sky Park Road Corridor & Grade Separation
Stuhr Road Widening
US-281 Intersection Improvements
West US-30 Bypass
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Bicycle and Pedestrian Projects
GIAMPO received 211 bicycle and pedestrian ranking responses through the website. The
public’s first choice among the proposed bicycle and pedestrian projects was the North
Broadwell Avenue Trail, followed by the US-281 South Trail project and then the Stolley Park
Trail project and US-281 South Trail project, which tied for third choice.
0
5
10
15
20
25
30
35
40
45
Choice 1 Choice 2 Choice 3
Downtown Curb Extensions Mormon Island Trail
North Broadwell Avenue Trail Oak Street Bicycle Boulevard
Riverway Trail Extension Shoemaker and Moore Creek Trails
Stolley Park Trail Stuhr Road Trail
US-281 South Trail
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All bicycle and pedestrian projects were then analyzed using weighted scores, resulting in the
following overall project ranking:
1. North Broadwell Avenue Trail
2. Shoemaker and Moore Creek Trails
3. US-281 South Trail
4. Stolley Park Trail
5. Riverway Trail Extension
6. Downtown Curb Extensions
7. Mormon Island Trail
8. Stuhr Road Trail
9. Oak Street Bicycle Boulevard
Downtown Curb Extensions Mormon Island Trail
North Broadwell Avenue Trail Oak Street Bicycle Boulevard
Riverway Trail Extension Shoemaker and Moore Creek Trails
Stolley Park Trail Stuhr Road Trail
US-281 South Trail
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Transit Projects
GIAMPO received 227 transit ranking responses through the website. The public’s first choice
among the proposed transit projects was Enhancements to Transit Service, followed by
Continued Replacement and Maintenance of Transit Vehicles and then a New Transit
Operations Building.
0
20
40
60
80
100
120
140
160
Choice 1 Choice 2 Choice 3
Continued Replacement and Maintenance of Transit Vehicles
Enhancements to Transit Service
New Transit Operations Building
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Draft LRTP Feedback Meeting
The Grand Island Area Metropolitan Planning Organization (GIAMPO) and the City of Grand
Island (City) hosted a joint public meeting on Thursday, November 12, 2020 at the Grand Island
City Hall Community Meeting Room to present and receive public input on the 2045 Long
Range Transportation Plan (LRTP) and the Broadwell Avenue & Union Pacific Railroad
Crossing Planning and Environmental Linkages Study.
The 2045 LRTP portion of the public meeting presented details from the Draft LRTP, including a
prioritized list of transportation projects
that were developed based on anticipated
funding, the results of technical analyses
and community preferences of Grand
Island area residents. Three people
attended the in-person public meeting. In
addition to the in-person public meeting,
the City hosted a Facebook Live event at
4:30 p.m. the same day to promote the
project and public meeting virtually due to
the COVID-19 pandemic. 172 viewers
watched the Facebook Live video.
Project materials, available in both English
and Spanish, were made available for
review and comment via the project
website, GI2045.com, from November 12,
2020 through December 12, 2020.
No comments were received through the
in-person public meeting or through the
project website.
A member of the 2045 LRTP presenting about
the project through Facebook Live
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Technical Advisory Committee Meetings
Technical Advisory Committee Meeting December 9, 2019
Technical Advisory Committee| December 9,
2019
Agenda
•Overview of the LRTP
•Public Engagement Overview
•February 2020 Public Open House
•Existing System Assessment
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What is an LRTP?
•MPOs must update every 5-years
•MPO Region’s plan to accomplish transportation goals
•Includes all modes of travel:
•Highway, Bicycle, Pedestrian, Transit, Freight
•Projects must be in LRTP to be included in Transportation
Improvement Program (TIP)
•Must be fiscally-constrained
•Must promote regional performance measures and targets
Performance-Based LRTP
•Definition: Apply Performance Measures to the Decision-
Making Process to Achieve Desired Outcomes
Goals and Objectives Performance Measures
System Performance Goals
Project-Level Priorities
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2045 LRTP Schedule
Overall Public Engagement Efforts
•Project Website
•Press Releases
•Meeting Advertisement
•Social Media
•Email Outreach
•Phone Calls to Strategic Organizations
•Three Public Open Houses
•Focus Group Meetings (February 4, 2020)
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First Public Open House
•Open House with Input Activities
February 4, 2020
Grand Island Public Library
5:00 –6:30 PM
•Promotional Effort will Start in January
•Focus Group Meetings Day of February 4
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70
Focus Group Meetings
•Topic: Transportation Issues and Goals
Economic Group
Grand Island Convention & Visitors Bureau
Grand Island Area Chamber of Commerce
Grand Island Economic Development Corporation
Doniphan Economic Development Corporation
Wood River Economic Development Corporation
Nebraska State Fair
Hornaday Manufacturing
Grand Island Express -Trucking and Shipping
Sunrise Express
DevallTrucking, Inc.
JBS S.A.
Central Nebraska Transload
Schools / Transportation Group
Grow Grand Island -Livable
Community CenturaPublic Schools
Multicultural Coalition Wood River Public Schools
Nebraska Transit Central Community College of
Nebraska
CNHD Walk/Bike Initiative UNL Extension
Grand Island Public Schools DoaneCollege
Grand Island Northwest Public
Schools
Grand Island Central Catholic
School
Doniphan-Trumball Public
Schools Heartland Lutheran Schools
Nebraska Public Transit
(Mobility Manager)
FTA 5307/5310/5311 (MPO
Transit Funding Committee)
City of Grand Island -Police
Department
Agencies Group
Merrick County
Hall County
City of Grand Island
Cairo
Wood River
Doniphan
Alda
Draft Existing Conditions Results
•Draft Results Presented Today
•Document Will Be Provided in December
•Revisions Based on Comments
•Topics:
•Crash / Safety
•Traffic Operations
•Travel Reliability
•Pavement and Bridge Condition
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Study Area
Crash Trends
•Steady Annual Trends
for GIAMPO Area
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Crash Severity
High Crash Intersections
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73
High Crash Intersections
Rank Intersection 2014 2015 2016 2017 2018
5-Year
Crashes
1 State Street & Broadwell Avenue (5 Points)13 22 14 14 15 78
2 Stolley Park Road & Locust Street 9 19 19 18 10 75
3 2nd Street & Eddy Street 12 16 10 17 18 73
4 Faidley Avenue & Webb Road 5 14 18 10 21 68
5 2nd Street & Broadwell Avenue 11 14 16 9 17 67
6 Old Potash Highway & Highway 281 0 1 38 3 22 64
7 Highway 34 & Highway 281 11 8 11 10 12 52
8 State Street & Webb Road 7 11 7 8 17 50
9 13th Street & Webb Road 8 15 10 8 9 50
10 State Street & Diers Avenue 7 10 10 11 11 49
11 3rd Street & Broadwell Avenue 5 9 13 12 10 49
12 Old Potash Highway & Webb Road 9 9 13 8 8 47
13 6th Street & Broadwell Avenue 7 11 11 7 11 47
14 Bismark Road & Locust Street 10 8 9 9 11 47
15 2nd Street & Walnut Street 7 11 8 11 7 44
16 State Street & Highway 281 1 1 16 1 22 41
17 Capital Avenue & Patrick Avenue 8 3 3 10 17 41
18 Fonner Park Road & Locust Street 6 4 13 6 11 40
19 Capital Avenue & Broadwell Avenue 7 3 10 8 9 37
20 3rd Street & Eddy Street 7 6 13 4 5 35
Current Peak Hour Traffic Operations
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Traffic by Time of Day
Grand Island Traffic Distribution
by Hour
National Average Traffic Distribution
by Hour
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Traffic by Time of Day
•Grand Island Has
More:
•Overnight Traffic
•Late Morning Traffic
•Noon Hour Traffic
•Grand Island Has
Less:
•AM Peak traffic
•PM Peak traffic
Travel Reliability Illustrated
•How Consistent
are Corridor
Travel Times?
PM Corridor Travel Time by Day
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Travel Reliability in GIAMPO Area, 2018
Bridge and Pavement
•Awaiting NDOT Pavement Condition Data
•Bridges are measured for National Highway System (NHS)
•Target is to have 95% of Bridges in Good or Fair condition
•GIAMPO is at 100%
Bridge Rating
Total Deck Area
Conditions
Good 36%
Fair 64%
Poor 0%
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Current Bridge Conditions
(2018)
Next Steps
•Provide Draft Existing Conditions Document
•February 4 Open House
•Finalize LRTP Goals and Objectives
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78
Technical Advisory Committee Meeting February 10, 2020
Visioning and Issues
Engagement Results
GIAMPO TAC
February 10, 2020
Agenda
•Summary of Focus Groups and Public Visioning Workshop
•Next Steps for Long Range Transportation Plan Update
Grand Island Regular Session - 2/23/2021 Page 204 / 372
79
Focus Group Meetings –February 4
•Focus Group 1
•Transportation Providers / Emergency Responders / Schools / Special Interests
•9:30 to 10:30 •18 Attendees
•Focus Group 2
•Economic Development / Large Employers
•11:00 to 12:00
•8 Attendees
•Focus Group 3
•Elected Officials
•1:00 to 2:00
•5 Attendees
Public Visioning Workshop –February 4
•Grand Island Public Library
•5:00 p.m. –6:30 p.m.
•35 Public Attendees
•News Media in Attendance
•Local 4 News
•Grand Island Independent
Grand Island Regular Session - 2/23/2021 Page 205 / 372
80
Public Open House –February 4
•Outreach / Promotion Efforts:
•Press Release
•Social Media
•Email Notification
•Spanish Language Outreach
•Promotion at Other Meetings
•Media Interviews
•Plan Information Provided
•Public Exercises:
•Issues Mapping
•Priorities / Goals Input
Grand Island Regular Session - 2/23/2021 Page 206 / 372
81
Exercise 1 -Issues Mapping
•Where Could Transportation
Be Improved?
•What Are Good Transportation
Examples You Want to See More
Of?
•Issues Results still being
summarized
Exercise 2 -Priorities / Goals Ranking
•Respondents Choose Top 3 Transportation Priorities
•Choices Were:
•Safety
•Accessibility
•Economic
•Resiliency
•Efficiency and Reliability
•Placemaking
•Innovation
•Preservation
Grand Island Regular Session - 2/23/2021 Page 207 / 372
82
Preliminary Priority Area Results
Focus Groups
10
14
7
5
2
6
3
5
2
5
2
3
2
2
3 1
3
2
0
2
4
6
8
10
12
14
16
18
20
Safety Accessibility Economic Resiliency Efficiency &Reliability Placemaking Innovation Preservation
Focus Group 1 Focus Group 2 Focus Group 3
Preliminary Priority Area Results
Open House Participants
6
17
12
2
8
5
9
6
0
2
4
6
8
10
12
14
16
18
Safety Accessibility Economic Resiliency Efficiency &Reliability Placemaking Innovation Preservation
Grand Island Regular Session - 2/23/2021 Page 208 / 372
83
Goals and Performance Measures
Next Steps
•Finalize LRTP Goals and Objectives
•Develop Performance Measures
•Develop Transportation Strategies and Alternatives
Grand Island Regular Session - 2/23/2021 Page 209 / 372
84
2045 LRTP Schedule
Thank You!
Questions?
Grand Island Regular Session - 2/23/2021 Page 210 / 372
85
Technical Advisory Committee Meeting August 10, 2020
LRTP Update
GIAMPO TAC
August 10, 2020
Agenda
•Future Projections:
•Land Use Growth, 2020-2045
•2045 Traffic Conditions
•LRTP Project List
•Project Prioritization Overview
•Next Steps
Grand Island Regular Session - 2/23/2021 Page 211 / 372
86
Online Alternatives and Strategies
Meeting
Meeting Objective Collect Public Input on Ideas for Roadway, Bicycle &
Pedestrian, and Public Transit Projects and
Strategies
Meeting Dates June 1 through June 17, 2020
Meeting Attendees 256
Meeting Comments 509
Grand Island Regular Session - 2/23/2021 Page 212 / 372
87
MPO Area Land Use Growth
•Reviewed a
Combination of Data
Sources:
•Historical Population
Trends
•Woods and Poole
Economics Forecasts
2017 2045 Change
Population 58,756 72,772 +24%
Households 21,769 26,588 +22%
Employment 32,590 41,715 +28%
Retail 4,801 4,829 +1%
Services 14,752 21,562 +46%
Basic 12,011 14,050 +17%
Govt 1,026 1,274 +24%
Avg Household Size 2.70 2.74
Population to Jobs Ratio 1.80 1.74
MPO-Area Socio-Economic Projections
•Worked with Planning /
Engineering Staff for Allocation
of Future Housing and Jobs
Anticipated Household
Growth
Grand Island Regular Session - 2/23/2021 Page 213 / 372
88
Anticipated Job
Growth
•Worked with Planning /
Engineering Staff for Allocation
of Future Housing and Jobs
2045 Traffic
Forecasts
•Baseline “Existing-plus-
Committed” Roadway
Network
•Future Operational
Issues:
•US 281 corridor between US 34 and Faidley
(LOS D/E)
•Capital Ave Broadwell to
St Paul Rd (LOS D/E)
•Broadwell Faidley to 3rd
(LOS D)
•Anna St between Broadwell and Adams
(LOS D)
Grand Island Regular Session - 2/23/2021 Page 214 / 372
89
Project List Sources
Future Traffic Operations
Results
Other Studies and 2040
LRTP
Online Public Meeting:
Project Ideas
Preliminary Roadway Project List
•Details in Packet
Grand Island Regular Session - 2/23/2021 Page 215 / 372
90
Preliminary Bike & Pedestrian Project List
•Details in Packet
Preliminary Transit Projects
•New Transit Operations Building
•Consideration of Flex Route System
•Continue Replacement and Maintenance of Rolling
Stock
Grand Island Regular Session - 2/23/2021 Page 216 / 372
91
Performance-Based Plan: Project
Prioritization
Goals and Objectives
Goal Area Objectives
System Safety
•Reduce the incidence and rate of crashes
•Reduce severe injury and fatal crashes
•Reduce bicycle and pedestrian crashes
•Maintain safety on transit vehicles
Multi-modal Connectivity
and Accessibility
•Provide improved connections to key destinations across the community
•Reduce regional freight impediments
•Increase the connectivity of the bicycle and pedestrian system
•Continue to provide quality public transit services
Economic Vitality
•Identify transportation strategies that support economic development
projects
•Identify transportation strategies that provide enhanced access to jobs for
low income residents
•Provide active transportation options that promote the health and well-
being of residents
•Provide access to tourist destinations
•Identify how transportation can support affordable housing
•Promote freight connectivity and access
Grand Island Regular Session - 2/23/2021 Page 217 / 372
92
Goals and Objectives
Goal Area Objectives
System Preservation •Identify sufficient financial resources to maintain all Federal-Aid streets and
bridges in fair or good condition
Environment and System
Resiliency
•Promotes energy conservation, especially for non-renewable energy
sources
•Transportation projects should limit impacts to the natural and build
environment
•Invest in alternative and renewable fuel infrastructure when practical
•Identify strategies to make transportation infrastructure more resilient to
natural and manmade events
Traffic Operations and
System Reliability
•Limit the emergence of recurring congestion
•Improve travel reliability on arterial roadways
•Support high-levels of freight reliability on the state highway system
•Promote development outside of flood prone areas
Next Steps
•Prioritize Projects
•Develop Fiscally-Constrained Project List
•Draft Plan
Grand Island Regular Session - 2/23/2021 Page 218 / 372
93
2045 LRTP Schedule
Thank You!
Questions?
Grand Island Regular Session - 2/23/2021 Page 219 / 372
94
Technical Advisory Committee Meeting October 19, 2020
LRTP Update
GIAMPO TAC
October 19, 2020
Agenda
•Public Priorities Exercise Results
•Working Draft of Plan Projects
•Next Steps
Grand Island Regular Session - 2/23/2021 Page 220 / 372
95
Online Project Prioritization Exercise
Exercise
Objective
Get feedback from public on
their top roadway, bicycle &
pedestrian, and transit projects.
Provide public education on
transportation funding.
Exercise
Dates September 14 –30, 2020
Exercise
Responses 669
Public Roadway
Ranking
Broadwell & UPRR Grade Separation
Broadwell Avenue Widening & Extension
Claude Road Extension
East Bypass
Stuhr Road / Sky Park Road Corridor & Grade Separation
Stuhr Road Widening
US-281 Intersection Improvements
West US-30 Bypass
1.US-281 Intersection Improvements
2.Tied:
* Broadwell & UPRR Grade Separation
* Broadwell Avenue Widening & Extension
3.Stuhr Road Widening
4.Claude Road Extension
5.West US-30 Bypass
6.Stuhr Road / Sky Park Road Corridor & Grade Separation
7.East Bypass
Grand Island Regular Session - 2/23/2021 Page 221 / 372
96
Public Bike and
Pedestrian Ranking
Downtown Curb Extensions Mormon Island Trail
North Broadwell Avenue Trail Oak Street Bicycle Boulevard
Riverway Trail Extension Shoemaker and Moore Creek Trails
Stolley Park Trail Stuhr Road Trail
US-281 South Trail
1.North Broadwell Avenue Trail
2.Shoemaker and Moore Creek Trails
3.US-281 South Trail
4.Stolley Park Trail
5.Riverway Trail Extension
6.Downtown Curb Extensions
7.Mormon Island Trail
8.Stuhr Road Trail
9.Oak Street Bicycle Boulevard
Grand Island Regular Session - 2/23/2021 Page 222 / 372
97
Public Transit
Ranking
1.Enhancements to Transit Service
2.Vehicle Replacement and Maintenance
3.New Transit Operations Building
0
20
40
60
80
100
120
140
160
Choice 1 Choice 2 Choice 3
Continued Replacement and Maintenance of Transit Vehicles
Enhancements to Transit Service
New Transit Operations Building
Draft Plan Project List
•Is “Fiscally-Constrained”
•Based on what we can reasonably
afford through 2045
•Draft Projects Selected Through:
•Goals and Objectives
•Identified System Needs
•Public Input
•Costs / Revenue
Grand Island Regular Session - 2/23/2021 Page 223 / 372
98
Performance-Based Plan: Project
Prioritization
Goals and Objectives
Goal Area Objectives
System Safety
•Reduce the incidence and rate of crashes
•Reduce severe injury and fatal crashes
•Reduce bicycle and pedestrian crashes
•Maintain safety on transit vehicles
Multi-modal Connectivity
and Accessibility
•Provide improved connections to key destinations across the community
•Reduce regional freight impediments
•Increase the connectivity of the bicycle and pedestrian system
•Continue to provide quality public transit services
Economic Vitality
•Identify transportation strategies that support economic development
projects
•Identify transportation strategies that provide enhanced access to jobs for
low income residents
•Provide active transportation options that promote the health and well-
being of residents
•Provide access to tourist destinations
•Identify how transportation can support affordable housing
•Promote freight connectivity and access
Grand Island Regular Session - 2/23/2021 Page 224 / 372
99
Goals and Objectives
Goal Area Objectives
System Preservation •Identify sufficient financial resources to maintain all Federal-Aid streets and
bridges in fair or good condition
Environment and System
Resiliency
•Promotes energy conservation, especially for non-renewable energy
sources
•Transportation projects should limit impacts to the natural and build
environment
•Invest in alternative and renewable fuel infrastructure when practical
•Identify strategies to make transportation infrastructure more resilient to
natural and manmade events
Traffic Operations and
System Reliability
•Limit the emergence of recurring congestion
•Improve travel reliability on arterial roadways
•Support high-levels of freight reliability on the state highway system
•Promote development outside of flood prone areas
Bicycle and
Pedestrian Projects –
Draft List
Time
Frame Project ID Project Description Short-Term (2026-2030)3 Capital Ave Trail to Eagle Scout
Park Connection
41
Trail between Cedar Hills Park
and the new medical center,
Stuhr Trail and Riverway Trail. Mid-Term(2031-2037)4
Connection between
Shoemaker Trail and Cedar Hills
Park.
44 State Fair Boulevard / Bellwood
Drive Trails
29 Oak Street Bike Boulevard
Long-Term(2038-2045)12 NW High School to State Street
Trail Connection
25 Stolley Park to LE Ray Park Trail
32 South Locust Street Trails
Grand Island Regular Session - 2/23/2021 Page 225 / 372
100
Bike and Pedestrian –Vision Plan
Roadway Projects –
Draft List
Time Frame Project ID Project Description Improvement Type
Short-Term (2026-2030)4 Claude Rd, Faidley to State New Corridor
7 Broadwell Ave at UP railroad Grade Separation
9 Locust St, Walnut to FonnerPark Reconstruction and
Intersection Improvement
10 State St west of US 281 Access Management
11 13th St west of US 281 Access Management
12 Faidley Ave west of US 281 Access Management
Mid-Term(2031-2037)1 US 281, US 34 to Capital Ave Intersection Improvements
16a Capital Ave, Broadwell to St Paul Widen
22 State St, Lafayette to Broadwell Widen
Long-Term(2038-2045)2 13th St, North Ave to Independence
Ave Widen
16b Capital Ave, St Paul to Sky Park Widen
18 Stuhr Road, Highway 30 to Highway
34 Widen
25 Old Potash, Engelman to North Widen
27 Stolley Park Road widening to 3 lanes
between KingswoodDrand Stuhr Rd Widen
Grand Island Regular Session - 2/23/2021 Page 226 / 372
101
Roadway –Vision Plan
Transit Projects –Draft List
•New Transit Facility
•Continued Funding of Transit
Operations and Maintenance
•Updated Transit Development Plan
•Transit Service Enhancements
Grand Island Regular Session - 2/23/2021 Page 227 / 372
102
Next Steps
•Get Your Feedback on Project Lists
•November 12 Open House
•Develop Draft Plan Document -December
Thank You!
Questions?
Grand Island Regular Session - 2/23/2021 Page 228 / 372
103
Resource Agency Consultation
Resource Agency Letter
To whom it may concern:
The Grand Island Area Metropolitan Planning Organization (MPO) is currently updating its Long
Range Transportation Plan (LRTP) to the year 2045. The MPO is the designated transportation
planning body for the greater Grand Island, Nebraska metropolitan area, charged with carrying
out the area’s federally-required metropolitan transportation planning process. More information
on the MPO is available at: www.grand-island.com/departments/public-works/metropolitan-
planning-organization .
The MPO has worked with its constituent organizations, stakeholders and the public on
updating the LRTP over the past several months, and is currently soliciting input on the range of
potential projects and strategies for inclusion in the final plan. More information on the plan is
available at www.gi2045.com. This input, along with technical analysis of these projects, will be
used to develop a final planned list of multimodal projects that fit expected financial constraints
for roadway, bicycle/pedestrian, public transit, and freight projects by the year 2045.
As a part of the LRTP update, the MPO is consulting with other agencies responsible for
planning activities in the region that are affected by transportation, consistent with 23 CFR §
450.324(g). We are seeking your input on the list of potential projects. Descriptions and
mapping of the projects currently being considered for inclusion in the plan are attached. We
ask that your agency review the list of potential projects under consideration and provide
feedback by ##, 2020.
Comments can be sent to Andres Gomez, MPO Manager at:
Mail:
Grand Island Area MPO
Attn: Andres Gomez
100 E 1st Street
Grand Island, NE 68801
E-Mail:
andyg@grand-island.com
Thank you in advance for your review and input. Feel free to reach out to me with any
questions.
Grand Island Regular Session - 2/23/2021 Page 229 / 372
104
Agency Responses
Nebraska Department of Natural Resources
From: Bradley, Jesse <Jesse.Bradley@nebraska.gov>
Sent: Wednesday, September 23, 2020 9:59 AM
To: Andy Gomez <AndyG@grand-island.com>
Subject: RE: 2045 Long Range Transportation Plan - Resource Agency Consultation
Dear Andy:
Thank you for the opportunity to review and comment on the Grand Island Area Metropolitan
Planning Organization’s (MPO’s) 2045 Long Range Transportation Plan. Based on my staff’s
review of the trail and roadway project maps provided in your September 11 email, we don’t see
those projects considered in the MPO’s transportation plan would have significant impacts on
our agency’s (Department of Natural Resourcs) responsible areas of Surface Water Rights,
Groundwater Wells, Dam Safety, Floodplain Management and Stream Gaging programs.
When those planned trails and roadway projects are being implemented, they should be
developed in compliance with the local floodplain regulations and be permitted by your local
Floodplain Administrator if they are within the regulatory floodplains. Their potential impacts to
dams, surface water rights, stream gages and groundwater wells should also be identified and
minimized.
If you need additional information from our agency in developing MPO’s Long Range
Transportation Plan, Please contact me.
Sincerely,
Jesse
This message was sent from outside the company. Please do not click links or open attachments
unless you recognize the source of this email and know the content is safe. If you are unsure
submit a helpdesk ticket at https://helpdesk.grand-island.com
Grand Island Regular Session - 2/23/2021 Page 230 / 372
From:Tonjes, Kendall
To:andyg@grand-island.com
Cc:Wacker, Craig; Williams, Jeremy; Carbee, Jason
Subject:RE: NDOT Letter on GIAMPO LRTP Funding Methodology
Date:Tuesday, January 12, 2021 10:09:39 AM
CAUTION: [EXTERNAL] This email originated from outside of the organization. Do not click links or open
attachments unless you recognize the sender and know the content is safe.
Andy,
I agree with the methodology used with that caveat that all funds are allocated by NDOT through a
competitive process and therefore cannot be guaranteed to be available as shown in the MPO TIP.
Kendall Tonjes
Highway Program Manager
Program Management Division
Nebraska Department of Transportation
402.730.4145
From: Carbee, Jason <Jason.Carbee@hdrinc.com>
Sent: Monday, January 11, 2021 2:16 PM
To: Tonjes, Kendall <Kendall.Tonjes@nebraska.gov>
Cc: andyg@grand-island.com; Wacker, Craig <craig.wacker@nebraska.gov>; Williams, Jeremy
<Jeremy.Williams@hdrinc.com>
Subject: NDOT Letter on GIAMPO LRTP Funding Methodology
Kendall:
Craig, Andy, and I were on a call with Justin Luther from FHWA last week to discuss their comments
on the draft Grand Island Metropolitan Transportation Plan. One of their comments was that they
wanted to see a letter from NDOT staff supporting the methodology we used to project future HSIP
and STBG-TA funds for GIAMPO. Attached is the documentation we intend to include in the Final
Draft.
To refresh your memory, here is what NDOT and the GIAMPO team discussed for each of the
funding areas when we spoke in February and later confirmed in September 2020:
STBG-TA Funding:
Annually to First Class Cities - $500,000 Statewide
Grand Island Portion of First Class Population - 10.9%
Annual Statewide Remaining TAP Funding - $2,900,000 Statewide
GIAMPO Portion of Statewide Population - 3.1%
This gave us an estimated annual TAP funding of $143,000 (in 2020$) for GIAMPO.
HSIP funding:
Annually to Local Jurisdictions - $11,000,000 Statewide
GIAMPO Portion of Statewide Population - 3.1%
Grand Island Regular Session - 2/23/2021 Page 231 / 372
This gave us an estimated annual HSIP funding of $340,000 (in 2020$) for GIAMPO.
Can you reply to this email and confirm that you believe this was the methodology NDOT agreed to
for estimating reasonable future STBG-TA and HSIP revenues, understanding that these funding
levels are not guaranteed? Thank you!
Jason Carbee, AICP
Professional Associate
HDR
1917 S. 67th Street
Omaha, NE 68106-2973
D 402.399.1370 M 402.312.0260
Jason.Carbee@hdrinc.com
hdrinc.com/follow-us
Grand Island Regular Session - 2/23/2021 Page 232 / 372
APPENDIX B EXISTING SYSTEM CONDITIONSB
HOME CONTENTS
APPENDIX AA APPENDIX DDAPPENDIX BB APPENDIX EEAPPENDIX CC APPENDIX FF
Grand Island Regular Session - 2/23/2021 Page 233 / 372
105
GIAMPO 2045 Long-Range Transportation Plan
Existing System Performance
System Safety
This section provides a summary of the crash patterns and trends for the region. Crash data
provided by Nebraska DOT for the years 2014-2018 were reviewed and analyzed for the LRTP,
and some insights into regional safety issues are provided. The data reported in this section are
only for the Metropolitan Planning Area (MPA) of the GIAMPO, which included 7,650 reported
crashes over that five-year period. Figure 1 shows the total number of reported crashes by year
for the MPA.
Figure 1: Total Reported Crashes in GIAMPO Study Area, 2014-2018
Crash Severity
One of the key performance measures tracked by GIAMPO and NDOT are the number and rate
of severe injury and fatal crashes. Figure 2 shows the five-year breakdown of crashes by
severity type. As shown:
• The majority of crashes were property damage only (PDO) at 77%, possible injury at
14%, or minor / non-incapacitating injury at 7% of all crashes.
• Severe injuries were involved in approximately 2% of all crashes.
• Fatalities were involved in approximately 0.2% of all crashes.
Figure 2: Distribution of Crash Severity, 2014-2018
Grand Island Regular Session - 2/23/2021 Page 234 / 372
106
GIAMPO 2045 Long-Range Transportation Plan
Existing System Performance
Figure 3 shows the number of severe injuries with the green curve and the left y-axis, and
fatalities with the blue bars and right y-axis. As shown in Figure 3:
• The number of severe injuries has increased and decreased year-by-year, with a
general 5-year trend of increases between 2014 and 2018.
• The number of fatalities has been between one (1) and three (3) most years, with a
spike to eight (8) in 2017.
• Over the five-year period:
o There have been 17 fatalities in crashes, or 3.4 per year.
o There have been 322 severe injuries in crashes, or 64.4 per year.
Grand Island Regular Session - 2/23/2021 Page 235 / 372
107
GIAMPO 2045 Long-Range Transportation Plan
Existing System Performance
Figure 3: Number of Severe Injury and Fatal Crashes by Year
Manner of Crash
The manner of crash can provide information on what types of crashes are most prevalent in the
region, which ones have the highest risk of severe injury or fatalities, and what issues might be
contributing to crashes in the region. Figure 4 shows a breakdown of the five-year crash types
in the region, along with the number of severe injury, fatal, and other (minor injury or no injury)
crashes for each crash type. As shown in Figure 4:
• The most frequent type of crashes are rear-end crashes.
• Angle crashes were the second most frequent crash type, and had the most severe
injuries associated with them.
• Single-vehicle / unknown crashes exhibited the second highest amount of severe injuries
even though they were only the third most common crash type.
Rear-end crashes tended to be less severe, with significantly fewer severe injury and fatal
crashes compared to angle crashes and single-vehicle / unknown cause crashes.
Grand Island Regular Session - 2/23/2021 Page 236 / 372
108
GIAMPO 2045 Long-Range Transportation Plan
Existing System Performance
Figure 4: Crash Severity by Crash Manner, 2014-2018
Crashes for Non-Automobile Modes
Another key performance measure tracked by GIAMPO and NDOT are bicycle and pedestrian
crashes. It is also important to review other modal users and see if there are patterns in crash
severity. Figure 5 shows the number of severe injury crashes with the green bars and fatal
injury crashes with the blue bars by mode. Severe and fatal crashes reference the right y-axis.
All other severity (minor injury and no injury) are illustrated with the orange line and referenced
by the left y-axis. As shown in Figure 5:
• Two (2) pedestrians and three (3) motorcyclists were killed during the five-year period.
• The rate of reported crashes being a severe injury or fatality is significantly higher for
pedestrians, bicyclists, and motorcyclists than for heavy vehicle users (and automobile
users).
Grand Island Regular Session - 2/23/2021 Page 237 / 372
109
GIAMPO 2045 Long-Range Transportation Plan
Existing System Performance
Figure 5: Crash Severity for Non-Automobile Modes, 2014-2018
During the 5-year period, 87 non-motorized crashes occurred within the GIAMPO boundary, of
which 37 involved a pedestrian and 50 involved a bicyclist. 2 of the crashes resulted in fatal
injuries while 16 resulted in incapacitating injuries. Figure 6 displays the locations of all non-
motorized crashes that occurred within the GIAMPO boundary between 2014 and 2018.
Grand Island Regular Session - 2/23/2021 Page 238 / 372
110
GIAMPO 2045 Long-Range Transportation Plan
Existing System Performance
Figure 6: Non-Motorized Crash Density within the GIAMPO Boundary, 2014-2018
Grand Island Regular Session - 2/23/2021 Page 239 / 372
111
GIAMPO 2045 Long-Range Transportation Plan
Existing System Performance
Alcohol Use in Crashes
The crash data provided information on whether alcohol use was involved in the crash. The data
reflected that alcohol-involved crashes had significantly higher fatality and severe injury rates.
The data reflect that:
• There were five (5) fatal crashes that involved alcohol. When compared to all reported
crashes, alcohol was involved in 29% (5 of 17) of fatal crashes between 2014 and 2018.
• There were 15 incapacitating crashes that involved alcohol. When compared to all
reported crashes, alcohol was involved in 9% (15 of 172) of severe injury crashes
between 2014 and 2018.
• There were 381 “other injury status” crashes that involved alcohol. When compared to all
reported crashes, alcohol was involved in 5% (381 of 7,461) of “other injury status
crashes between 2014 and 2018.
High Crash Locations
The 2014-2018 crash data were mapped by location to identify locations with the most frequent
crashes. In urban areas, the most severe crashes typically occur at intersections, so effort was
made to identify the intersections with the most frequent crashes. All crashes within 150 feet of
an intersection were identified and associated with that adjacent intersection. Based on that
analysis, the highest crash location intersections in the GIAMPO area are shown in Table 1.
Table 1: Highest Crash Location Intersections and Number of Crashes, 2014-2018
Rank Intersection 2014 2015 2016 2017 2018
5-Year
Crashes
1 State Street & Broadwell Avenue (5 Points) 13 22 14 14 15 78
2 Stolley Park Road & Locust Street 9 19 19 18 10 75
3 2nd Street & Eddy Street 12 16 10 17 18 73
4 Faidley Avenue & Webb Road 5 14 18 10 21 68
5 2nd Street & Broadwell Avenue 11 14 16 9 17 67
6 Old Potash Highway & Highway 281 0 1 38 3 22 64
7 Highway 34 & Highway 281 11 8 11 10 12 52
8 State Street & Webb Road 7 11 7 8 17 50
9 13th Street & Webb Road 8 15 10 8 9 50
10 State Street & Diers Avenue 7 10 10 11 11 49
11 3rd Street & Broadwell Avenue 5 9 13 12 10 49
12 Old Potash Highway & Webb Road 9 9 13 8 8 47
13 6th Street & Broadwell Avenue 7 11 11 7 11 47
14 Bismark Road & Locust Street 10 8 9 9 11 47
15 2nd Street & Walnut Street 7 11 8 11 7 44
16 State Street & Highway 281 1 1 16 1 22 41
17 Capital Avenue & Patrick Avenue 8 3 3 10 17 41
18 Fonner Park Road & Locust Street 6 4 13 6 11 40
19 Capital Avenue & Broadwell Avenue 7 3 10 8 9 37
20 3rd Street & Eddy Street 7 6 13 4 5 35
Grand Island Regular Session - 2/23/2021 Page 240 / 372
112
GIAMPO 2045 Long-Range Transportation Plan
Existing System Performance
As shown in Table 1, some intersections had significant swings in recorded crashes from year
to year. For instance:
• The intersection of Old Potash and Highway 281 had 38 crashes in 2016 and 22 crashes
in 2018, but only four crashes total in the other three years.
• The intersection of State Street and Highway 281 had 16 crashes in 2016 and 22
crashes in 2018, but only three crashes total in the other three years.
There was a reconstruction project in the Highway 281 corridor in 2018, which could potentially
have had an influence on crash patterns. The top 20 intersections are mapped in Figure 7,
labeled with their rank in the GIAMPO area.
Grand Island Regular Session - 2/23/2021 Page 241 / 372
113
GIAMPO 2045 Long-Range Transportation Plan
Existing System Performance
Figure 7: Highest Crash Intersections, 2014-2018
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114
GIAMPO 2045 Long-Range Transportation Plan
Existing System Performance
Vehicle-Train Crashes
The 2014-2018 crash data reports the number of automobile and train crashes that occurred
within the GIAMPO region over the 5-year period. To gain a better understanding of the
frequency and spatial distribution of these collisions, all car and train crashes were mapped and
the manner of crash was analyzed. Figure 8 shows the locations of these incidents.
Seven (7) car and train crashes occurred between 2014 and 2018, with five (5) of these
incidents recorded as “train hit vehicle” and two (2) recorded as “vehicle hit train.” The severity
of all seven crashes were Property Damage Only, indicating that there were no injuries as a
result of these collisions. Table 2 presents the number of car and train crashes by year in the
GIAMPO region.
Table 2: Vehicle-Train Crashes by Year for the GIAMPO Region
Crash Manner 2014 2015 2016 2017 2018
Vehicle Hit Train - - 1 - 1
Train Hit Vehicle - - 2 1 2
Grand Island Regular Session - 2/23/2021 Page 243 / 372
115
GIAMPO 2045 Long-Range Transportation Plan
Existing System Performance
Figure 8: Vehicle-Train Crash Locations, 2014-2018
Grand Island Regular Session - 2/23/2021 Page 244 / 372
116
GIAMPO 2045 Long-Range Transportation Plan
Existing System Performance
Traffic Operations
The flow of travel on the street and roadway system was evaluated. Traffic operations was
reviewed from two different perspectives:
• Peak period travel conditions
• Travel reliability
• Freight system reliability
Peak Period Travel Conditions
The traffic operations analysis focused on evaluating congestion levels during typical peak
period conditions. A planning-level methodology based on the Highway Capacity Manual
methodology was used, incorporating available traffic count data from the City of Grand Island
and NDOT to estimate traffic operations with a volume-to-capacity (V/C) analysis. The traffic
data were collected between the years 2017 and 2018, as well as state and city traffic flow
maps developed by the Nebraska DOT.0F
1 Daily traffic volumes are the most complete data
source for the GIAMPO system. However, during the majority of the day there are no traffic
operational issues related to congestion. The most congested periods occur only during the
peak hours of travel. Thus, the daily traffic data volumes were evaluated by applying capacities
that reflected volume threshold that represented peak period capacity issues.
Several sources of roadway capacities were evaluated for potential inclusion in the peak period
traffic operations analysis. Capacity data from the 2014 GIAMPO travel model were reviewed,
but overall seemed somewhat high for representing peak period congested conditions in the
Grand Island area. The Florida Department of Transportation (FDOT) Quality Level of Service
was also evaluated, as it provides a flexible planning methodology rooted in the HCM. After
some review of draft results with different methodologies with local staff, a set of capacities
based on the FDOT Quality Level of Service tables were used. Table 3 presents the capacity
thresholds for Level of Service (LOS) F and the corresponding functional classes. Special
adjustments were made in the Old Potash Highway and North Road corridors on the west side
of Grand Island to account for peak period delay experienced due to stop sign intersection
control.
Table 3: Daily Volume Threshold for Peak Period LOS E/F Grand Island Area MPO
Roads
Facility Type
2-Lane
No Turn
Lanes
2-Lane
with Turn
Lanes /
3-Lane
4-Lane
No Turn
Lanes
4-Lane
Divided /
5-lane
Freeway N/A 80,000
Principal
Arterial
Rural High Speed 20,000 39,800
Urban / Urban Fringe 14,200 17,700 27,000 33,800
Minor Arterial 11,400 14,200 21,600 27,000
Collector 9,000 11,200 14,000 21,800
1 Nebraska DOT Map Library, https://dot.nebraska.gov/travel/map-library/
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We use LOS as a way to take the quantitative analysis of traffic flow and congestion and apply
descriptive letter grades to the quality of that flow. A graphical description of LOS is presented
below, which includes descriptions of each letter grade. Typically in communities like the Grand
Island area, LOS E and LOS F are traffic operations that system users might consider
“unacceptable”.
To estimate LOS for a segment, V/C ratios were calculated for all segments with counts and the
following LOS ranges were applied:
• LOS F: V/C greater than or equal to 1.0
• LOS E: V/C between 0.9 and 0.99
• LOS D: V/C between 0.80 and 0.89
• LOS C or better: V/C less than 0.80.
The resulting analysis indicates limited peak period congestion in Grand Island. The majority of
the roads in within the GIAMPO boundary are experiencing a LOS A or B (V/C ratio less than or
equal to 0.7), with a few corridors experiencing LOS C or D.
Figure 9 illustrates the results of the V/C analysis of current peak period traffic conditions.
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Existing System Performance
Figure 9: Estimated Peak Period Traffic Operations
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GIAMPO 2045 Long-Range Transportation Plan
Existing System Performance
Travel Reliability
Traditional transportation plans and studies have traditionally focused on addressing traffic
operations issues related to recurring, peak period congestion. More recently, metropolitan,
State, and Federal performance measures have placed additional emphasis on travel reliability.
State DOTs and MPOs are now charged with monitoring system reliability and meeting
requirements for reporting reliability conditions.
The FHWA defines travel reliability as “the consistency or dependability in travel times, as
measured from day-to-day and/or across different times of the day.”1F
2 The specific performance
measures for travel reliability that shall be reported by state DOTs and MPOs are:
• Percentage of person-miles traveled on the Interstate that are reliable
• Percentage of person-miles traveled on the non-Interstate National Highway System
(NHS) that are reliable
Level of Travel Time Reliability (LOTTR) is the current metric that is used for reporting system
travel reliability. This metric is defined as the ratio of 80th percentile travel times to the “normal”,
or 50th percentile travel time for Interstate and non-Interstate NHS segments. Travel times are
reported in 15-minute intervals throughout an entire year, and four analysis periods are
calculated: Morning Weekday, Midday Weekday, Afternoon Weekday, and Weekends. Should a
segment have a LOTTR of 1.50 or higher for any of the four analysis periods, that segment is
considered unreliable.
LOTTRs for the Grand Island Area MPO use data sourced from the National Performance
Management Research Dataset (NPMRDS), which is provided by the FHWA.
The travel reliability analysis shows that several small segments of the non-Interstate NHS
within the Grand Island MPO area are unreliable. These segments are adjacent to the
intersections of:
• US Highway 281 and US Highway 34.
• US Highway 34 and Locust Street.
Figure 10 illustrates the LOTTR for the reliability results for each segment’s worst period in
2018 for both the Interstate and non-Interstate NHS within the Grand Island Area MPO
boundary.
2 Federal Highway Administration,
https://ops.fhwa.dot.gov/perf_measurement/reliability_measures/index.htm
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GIAMPO 2045 Long-Range Transportation Plan
Existing System Performance
Figure 10: Level of Travel Time Reliability (LOTTR) for the Grand Island Area MPO, 2018
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Existing System Performance
Freight Reliability
An additional Federal performance measure related to travel reliability is related to freight
movement on the Interstate system. Truck Travel Time Reliability (TTTR) looks at how reliable
corridors are for truck travel and is similar to passenger LOTTR in that it is the computation of a
ratio assessing longer travel times (95th percentile) for highway freight vehicles to a normal
travel time (50th percentile). These travel times are compared across 15-minute intervals
throughout the year. However, five analysis periods are utilized for TTTR: Morning Weekday,
Midday Weekday, Afternoon Weekday, Overnight, and Weekends. The data for Freight
Reliability also come from the NPMRDS.
The Policy Board for the Grand Island Area MPO has established a target for assessing TTTR
that supports the PM3 targets set forth by the Nebraska DOT in the year 2018.2F
3 The target
identified was 1.10, meaning that any Interstate segment who’s TTTR exceeds 1.10 for any of
the five analysis periods is considered unreliable.
The resulting TTTR analysis for the Interstate system in the Grand Island Area MPO shows that
much of I-80 is unreliable for freight traffic. Figure 11 details where and the degree to which
these segments of Interstate 80 (I-80) are unreliable. It should be noted that during this
reporting period, there was construction on I-80 for several months which likely made these
segments less reliable for freight travel than typical.
Reliability Performance Measures
The system travel reliability (LOTTR) and freight reliability (TTTR) statistics reported by are
shown below in Table 4. The reliability targets are presented in Table 4 as percentage of total
miles traveled on the Interstate and non-Interstate that are reliable for passenger vehicles,
whereas the freight reliability target is presented in terms of the target TTTR. Note that the value
shown in Table 4 for GIAMPO performance is for the worst period recorded.
Table 4: Nebraska Statewide and GIAMPO Passenger and Freight Reliability
Targets and Results, 2018
Passenger Interstate
Reliability
Passenger
Non-Interstate NHS
Reliability Freight Reliability
Target Performance Target Performance Target Performance
100% 100% 100% 99.7% 1.10 1.15
Sources: Nebraska DOT Operating Manual for MPO Transportation Planning, NPMRDS, HDR
3 GIAMPO Policy Board, 2018, https://agendamanagement.blob.core.windows.net/agenda-1000-
public/meeting/132907/20180828-80_4.pdf
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Figure 11: Truck Travel Time Reliability (TTTR) for the Interstate System within the Grand Island Area MPO Boundary
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Existing System Performance
Bridge Conditions
Federal Performance Measures for Bridges
The Federal reporting requirements for transportation performance measures as a part of Fixing
America's Surface Transportation (FAST) Act require State DOTs and Metropolitan Planning
Organizations to report the conditions of bridges within their jurisdictions. Bridge conditions are
assessed based on National Bridge Inventory (NBI) ratings that are recorded annually. The
Federal performance measures related to bridge conditions are:
• The percentage of NHS bridges (by deck area) in good condition.
• The percentage of NHS bridges (by deck area) in poor condition
The NBI ratings classification range from 0 (Failed Condition) to 9 (Excellent Condition) and
apply to the deck, superstructure, substructure, and culvert (if applicable) for each bridge on the
NHS. For the purpose of performance measure reporting, bridges in Good condition maintain a
deck, superstructure, substructure, and culvert (if applicable) with a rating of a 7 or higher.
Should any of these physical features of an NHS bridge have a rating of 5 or 6, the bridge is
considered in Fair condition. Ratings of 4 or below for the deck, superstructure, substructure, or
culvert (if applicable) indicate that the bridge is in Poor condition.
Grand Island Area Bridges
There are 99 bridges within the Grand Island MPO area, and 35 of these structures are located
on the NHS. The conditions of these bridges, as well as all 99 bridges within the MPO
boundary, are presented in Table 5.
Table 5: NBI Ratings of Bridges within the Grand Island MPO Boundary
Bridge Ratings NHS Bridges
All Bridges
(NHS and Non-
NHS)
Good 16 58
Fair 19 41
Poor 0 0
As shown in Table 5 there are:
• 16 NHS bridges in good condition
• 19 NHS bridges in fair condition
• No NHS bridges in poor condition
Over half of all bridges in the MPO boundary are rated as being in Good condition, while the
remainder have a Fair rating.
The NHS bridges were further analyzed to calculate the condition of bridges by deck area (in
square meters), which were also based on NBI data. Table 6 presents the total deck area of
NHS bridges within the MPO by condition rating.
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Table 6: Ratings of Grand Island NHS Bridges by Deck Area
Bridge
Rating
NHS
Bridge
Deck Area
% of Total
Deck Area*
Good 14,692.42 36%
Fair 25,993.49 64%
Poor -
Total 40,685.91
* Deck area is reported in square meters
For Grand Island area bridges on the NHS, 36% of the total deck area is rated in Good
condition while the remaining 64% is rated in Fair condition. Figure 12 shows the condition of all
bridges in the MPO study area.
Bridge Performance Measures
Nebraska DOT has requested that MPOs support state targets through the following two efforts:
• Keep at least 95% State-Owned Bridges in Good or Fair Condition
• Keep less than 10% state system of total deck area on NHS classified as Structurally
Deficient
As noted, no bridges are in poor condition in the GIAMPO area and are thus supporting the
State performance measure targets.
Pavement Conditions
Pavement conditions for the NHS were analyzed based on 2019 data obtained from the NDOT.
Pavement ratings were determined based on a series of indicators such as pavement rutting,
faulting, and cracking and then organized into the following categories:
• Good: Pavement exhibiting minimal rutting, faulting, and/or cracking.
• Fair: Pavement has some rutting, faulting, and/or cracking.
• Poor: Pavement has significant rutting, faulting, and/or cracking.
Of the 101 miles analyzed, almost 75% is rated in Good condition. The next largest proportion
of NHS pavement is rated as being in Fair condition while approximately 0.5% is considered to
be in Poor condition.
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Table 7 summarizes the ratings for all 101 miles.
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Existing System Performance
Table 7: Summary of Pavement Ratings for NHS Roads
Source: Nebraska Department of Transportation
The condition of pavement in the MPO study is shown in Figure 13.
Pavement
Condition
Length
(miles)
System Miles
Percentage
Good 78.5 77.4%
Fair 22.5 22.2%
Poor 0.5 0.5%
Total 101.4
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Figure 12: Bridge Conditions within the Grand Island Area MPO Boundary
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Figure 13: Pavement Conditions within the Grand Island Area MPO Boundary
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Existing Bicycle and Pedestrian System
Many opportunities to walk and bike exist within the Grand Island Area MPO region due to the
variety of bicycle and pedestrian infrastructure that has been developed. These facilities range
from recreational trails to on-street bicycle routes, offering an option for all levels of users. This
section of the report describes the existing bicycle and pedestrian facilities within GIAMPO as
well as the current opportunities and gaps of the system.
Walking and Biking in Grand Island
According to commuting data sourced from the ACS 2017 5-Year Estimates, 1.2% of workers in
the City of Grand Island walk to work while 0.7% use a bicycle as their main means of
commuting. Compared to the state of Nebraska, for which these figures are 2.7% of commuters
walk and 0.4% of commuters bike, workers in Grand Island walk to work at relatively lower rates
while they bike to work at relatively higher rates. Table 8 presents a comparison of non-private
vehicle commuting habits for the City of Grand Island, the state of Nebraska, and the United
States.
Table 8: Non-Private Vehicle Means to Work
Means to Work
City of Grand
Island
Hall County,
NE
State of
Nebraska United States
Bicycle 0.7% 0.6% 0.4% 0.6%
Walk 1.2% 1.2% 2.7% 2.7%
Public transit 0.7% 0.9% 0.7% 5.1%
Taxi, motorcycle,
or other means 1.1% 1.0% 0.9% 1.2%
Source: American Community Survey, 2017 5-Year Estimates
The desire of GIAMPO residents to walk and bike has been formalized with the adoption of the
Bicycle and Pedestrian Master Plan in 2018. This Plan articulated seven goals for the active
transportation network as well as provided a series of measures and evaluation metrics to help
guide the implementation of the plan. The seven goals presented in the Plan are7F
4:
1. Increase the number of people who use walking and biking for transportation as well as
recreation.
2. Improve bicycle and pedestrian access to key community destinations.
3. Remove or improve barriers that discourage people from walking or biking for
transportation or recreation.
4. Improve access to the city’s trail system by providing connecting links from the
neighborhoods to trails.
5. Use walking and bicycling as part of an effort to make the Grand Island area healthier for
the community, and the individual.
6. Increase safety on the road for motorists, bicyclists, and pedestrians.
7. Capitalize on the development benefits of a destination-based bicycle transportation
system.
4 Grand Island Metropolitan Area Bicycle and Pedestrian Master Plan, 2018. https://www.grand-
island.com/departments/public-works/metropolitan-planning-organization/bike-ped-master-plan
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Figure 14: GIAMPO Bicycle and Pedestrian Facilities
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Bicycle and Pedestrian System Opportunities
Several opportunities to expand and improve upon the current bicycle and pedestrian system
within the GIAMPO region were articulated in the 2018 Bicycle and Pedestrian Plan. These
opportunities include:
• Coverage of existing bicycle and pedestrian system: The robust park system of the
GIAMPO area is connected by an expansive trail system and is supported by the
numerous on-street bicycle and pedestrian facilities
• Current and future land use: The concentration of commercial land uses in central
Grand Island is supportive of active transportation users as these areas provide a
number of destinations for walking and bicycling. Future land use plans call for a greater
dissemination of mixed use zones, which bolster the number of employment and retail
destinations available for walking and bicycling while increasing residential density.
• Existing gridded street pattern: A substantial portion of the GIAMPO roads are in a
gridded pattern. This grid pattern is an asset which allows for a contiguous bicycle and
walking network that disperses vehicle traffic and allows users several routes for
reaching their destination and to minimize travel time.
Bicycle and Pedestrian System Challenges
While the bicycle and pedestrian system of the GIAMPO region has several opportunities
available to expand and improve it, there exist several challenges that can be burdensome for
active transportation users and dis-incentivize bicycling and walking. These system challenges
are mainly physical barriers identified in the 2018 Bicycle and Pedestrian Master Plan:
• US 281: A 4-lane highway transecting the western side of the City of Grand Island. Due
to high traffic volumes and vehicle speeds, this roadway can prove daunting to even the
most experienced bicyclists while a lack of sidewalks and other pedestrian facilities
discourages walking.
• Arterial streets: In addition to US 281, several arterial streets within the GIAMPO area
pose a challenge with high traffic volumes and posted speeds that discourage bicycle
and pedestrian use.
• Union Pacific Mainline: This busy rail line carries upwards of 100 trains per day across
three tracks, posing a significant barrier for active transportation users attempting to
traverse downtown Grand Island.
• BNSF Mainline: Similar to the Union Pacific Mainline, this high-volume track carrying
approximately 50 trains per day poses a physical barrier to bicycling and walking in the
eastern part of the GIAMPO area.
• Gaps in street continuity: Several areas within the GIAMPO region have land use and
development patterns that have resulted in continuity breaks in the roadway network,
disrupting travel paths for bicyclists and pedestrians. These street continuity breaks also
often lead to higher vehicular traffic volumes when more traffic volumes are focused onto
fewer through streets.
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Transit System
Transit is a critical component of any multi-modal transportation system as this mode of
transportation provides an effective option for individuals who do not have access to a vehicle or
for those who wish to use an alternative mode for completing commuting, shopping, or
recreational trips.
This section presents the existing transit system within the GIAMPO region, summarizes the
recently completed Regional Transit Needs Assessment and Feasibility Study, and provides a
comparison of transit system operating statistics for GIAMPO area transit with several peer
transit agencies identified in the Transit Needs Assessment and Feasibility Study, based on the
most recent data from the FTA’s National Transit Database (NTD).
Transit System Background
Public transit for the City of Grand Island and Hall County is provided by the Central Ride
Agency of Nebraska (CRANE), which is operated as a demand-response service open to the
public. In addition to serving the City of Grand Island and Hall County, CRANE provides service
to residents of Alda, Wood River, Cairo, and Doniphan.9F
5
CRANE operates Monday through Friday from 6:00 AM to 5:00 PM, and charges $2.00 per
boarding. Since CRANE is a demand-response service, users must schedule their rides at a
minimum of 24 hours in advance.
According to the NTD agency profile for CRANE, the total area served by this organization is
546 square miles. The number of vehicles operated at maximum service is 11, and the average
age of the fleet vehicles is 5.2 years.
In addition to CRANE, public transit service within the portion of the GIAMPO region that falls
within Merrick County is served by Central City Mini Bus out of Central City, NE. Central City
Mini Bus is similar to CRANE in that it is a demand response service available to the public with
a 24-hour advance reservation. Central City Mini Bus charges a flat, round-trip rate of $10 for
service to the City of Grand Island. For rides to destinations within Central City, the cost of a
one-way trip is $0.50.
Regional Transit Needs Assessment and Feasibility Study Goals
The Regional Transit Needs Assessment and Feasibility Study describes the existing transit
system of GIAMPO as well as a series of analyses that estimate future demand for transit,
evaluate employment and commuter trends, assess current transit needs, and outlines the
public engagement strategies followed in developing the study.
1. Several goals and objectives were developed for the study with the aim of guiding the
development of a five-year plan to expand transit service in a fiscally-constrained
manner. The goals and objectives proposed by the study are10F
6: Efficiently provide
mobility options to area residents
a. Improve mobility by increasing knowledge of available services to area residents
and access to public transit
b. Provide affordable, efficient public transportation options for those with limited
access to transportation
5 City of Grand Island Public Works, Transit. https://www.grand-island.com/departments/public-
works/transit
6 GIAMPO Regional Transit Needs Assessment and Feasibility Study, 2017. https://www.grand-
island.com/departments/public-works/metropolitan-planning-organization/transit-study/-fsiteid-1
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c. Explore options for governing structures to assist in supporting future public
transportation services
2. Enhance economic activity by improving access to employment for area residents
a. Support economic development, vitality, and competitiveness by efficiently
enhancing access to existing employment centers
b. Improve access to jobs for underemployed or low-income area residents
c. Examine opportunities to provide public transportation to second- and third-shift
employees at area employment centers
3. Coordinate with local organizations for public transportation options, while being good
stewards of the public dollar
a. Identify partnership opportunities with local businesses, community
organizations, and area partners
b. Develop financially achievable transit alternatives to provide service to area
residents who need it the most
c. Examine non-traditional solutions to provide after-hours transportation options for
low-income employees at area employment centers
Peer Transit Agency Operating Statistics
The FTA maintains the National Transit Database, which is the system used to record the
financial, operational, and asset condition of transit systems across the United States. In the
Transit Needs Assessment and Feasibility Study, six transit agencies that share similar
characteristics in terms of service area and operations were identified as “peer agencies” and
compared to CRANE across several different metrics. For the purpose of this existing conditions
assessment, the most recent 5-year data from the NTD was compiled and presented in Table 9.
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Table 9: Comparison of CRANE Operations with Peer Transit Agencies
Measure 2013 2014 2015 2016 2017
Grand Island, NE
Demand Response Trips 32,521 32,492 36,394 37,767 38,413
Revenue Hours 14,413 13,626 14,590 14,635 15,648
Revenue Miles 172,820 170,940 170,497 182,218 205,544
Operating Expense $ 484,434 $ 517,098 $ 528,108 $ 531,667 $ 667,780
Demand Response Revenue $ 125,347 $ 128,943 $ 137,709 $ 131,185 $ 105,765
Enid, OK
Demand Response Trips
No data
41,281 41,385 40,026 50,019
Revenue Hours 14,936 15,893 16,624 18,685
Revenue Miles 210,918 209,341 213,111 254,722
Operating Expense $ 579,989 $ 588,569 $ 520,313 $ 631,684
Demand Response Revenue $ 42,267 $ 41,732 $ 52,868 $ 84,435
Idaho Falls, ID
Demand Response Trips 59,111 20,310 53,429 46,884 43,170
Revenue Hours 23,081 21,026 29,699 30,290 29,930
Revenue Miles 244,199 515,679 436,421 404,548 364,407
Operating Expense $ 1,334,955 $ 936,295 $ 1,097,469 $ 1,068,572 $ 1,624,560
Demand Response Revenue $ 55,962 $ 33,163 $ 39,092 $ 27,077 $ 19,017
Casper, WY
Demand Response Trips 53,638 52,202 52,723 47,927 46,523
Revenue Hours 18,954 18,833 19,294 19,448 17,062
Revenue Miles 219,169 215,582 223,610 223,577 214,740
Operating Expense $ 977,859 $ 958,523 $ 1,072,968 $ 1,100,834 $ 1,038,963
Demand Response Revenue $ 82,351 $ 63,768 $ 64,542 $ 56,455 $ 57,101
North Platte, NE
Demand Response Trips
No data
72,883 76,289 78,439 70,486
Revenue Hours 13,499 14,183 13,739 13,494
Revenue Miles 154,551 153,656 152,014 154,712
Operating Expense $ 614,767 $ 634,603 $ 639,785 $ 656,658
Demand Response Revenue $ 96,184 $ 103,130 $ 107,410 $ 108,592
Helena, MT
Demand Response Trips
No data
52,590 18,476 18,815 13,684
Revenue Hours 6,034 2,856 2,785 2,442
Revenue Miles 73,632 36,287 23,844 25,072
Operating Expense $ 1,127,524 $ 190,719 $ 148,825 $ 161,608
Demand Response Revenue $ 74,275 $ 57,770 $ 8,552 $ 6,159
Source: FTA National Transit Database
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Other Regional Connections
The availability of alternate transportation modes allows for individuals to travel without relying
on a private automobile, and the efficiency of these alternate modes is contingent upon their
ability to effectively connect with regional destinations. For the GIAMPO area, the existing
regional connections include commercial air services, intercity bus service, and passenger rail
service.
Commercial Air Service
The Central Nebraska Regional Airport offers commercial air service within the GIAMPO area.
Two airlines currently operate commercial service at the Central Nebraska Regional Airport:
• Allegiant Air currently offers non-stop flights to the Phoenix-Mesa Gateway Airport and the
McCarran International Airport in Las Vegas.
• American Eagle offers non-stop service to the Dallas-Fort Worth Airport.
In addition to Allegiant Air and American Eagle, flights to Wendover, Utah and Laughlin, Nevada
can be chartered throughout the year.
Since the year 2009, the number of annual enplanements has increased from 20,136 to 63,298
in 2018. During this ten-year period, annual enplanements peaked at 68,879 in 2016 then saw
slight declines in both 2017 and 2018. Figure 15 presents the annual enplanement figures from
the Federal Aviation Administration for the ten-year period of 2009-2018.
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Figure 15: Annual Enplanements for the Central Nebraska Regional Airport, 2009-
2019
Source: Federal Aviation Administration, Air Carrier Activity Information System7
Intercity Bus Service
Several intercity bus service options exist in the GIAMPO region.
• Greyhound Bus offers intercity bus services to a variety of locations across the U.S.
Travelers are picked up and dropped off at the Greyhound Bus Depot located just south of
downtown Grand Island, near the junction of NE Highway 2 and U.S Highway 34.
• Arrow Stage Lines offers charter bus rental services and has a facility in northern Grand
Island, near the Central Nebraska Regional Airport.
• The Navigator Airport Express offers 6 airport shuttle trips per week and serves the
Nebraska communities of Kearney, Grand Island, Hastings, York, Lincoln, and Omaha.
In addition to these intercity bus services currently offered, a Grand Island-Kearney-Hastings
Intercity Bus Study is currently being completed. This study will produce an intercity bus
operational analysis, identify potential park and ride locations, determine the sustainability of an
intercity bus service, and develop a marketing plan. The anticipated date of completion for the
study is March of 2020.11F
8
7 2019 Enplanement data was sourced from the Grand Island Independent, Jan. 7, 2020
https://www.theindependent.com/news/local/central-nebraska-regional-airport-sets-passenger-record-
in/article_2eb58eaa-319d-11ea-980c-5717d3da75d9.html.
8 Nebraska Department of Transportation, https://nebraskatransit.com/index.php/mobility-
management/mobility-management-active-projects/grand-island-kearney-hastings-intercity-bus-study/
20,136
37,101
47,167
56,138 57,165
61,400
64,602
68,879 66,842
63,298
71,207
0
10,000
20,000
30,000
40,000
50,000
60,000
70,000
80,000
2008 2010 2012 2014 2016 2018 2020
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Passenger Rail Service
Passenger rail service is currently not offered in the GIAMPO area. The nearest passenger rail
facility is the Amtrak station located 25 miles south of the City of Grand Island, in the City of
Hastings.
Additional Mobility Providers
Alternate mobility options for travelers in the GIAMPO region includes the ridehailing services
Uber, which began operating in the City of Grand Island in 2016, and Lyft, which launched
shortly after Uber. These services allow individuals who own a vehicle to match with and
provide users low-cost rides via a smart phone app.
In addition to the ridehailing services operating in the GIAMPO region, there are several
traditional taxi services operating throughout the region, serving the GIAMPO area along with
the communities of Hastings, York, and Kearney. Ridesharing and carsharing services, such as
Zipcar and Getaround, that allow members to rent their personal automobiles are not currently
available in the GIAMPO region. For individuals who wish to rent a personal vehicle, traditional
car rental agencies, such as Enterprise and Budget, serve the City of Grand Island and
surrounding communities.
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APPENDIX C FREIGHT SYSTEMC
HOME CONTENTS
APPENDIX AA APPENDIX DDAPPENDIX BB APPENDIX EEAPPENDIX CC APPENDIX FF
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GIAMPO 2045 Long-Range Transportation Plan
Appendix C: GIAMPO Freight System
Introduction
Trade has historically been, and will continue to be, an integral part of the Nebraska and Grand
Island area economy. As the original transcontinental railroad developed westward in the mid-
1860’s, Grand Island developed as a change point for Union Pacific Railroad engines and
crews. During the late nineteenth century, the city emerged as a hub for rail traffic and
connected to rail lines throughout the American west, cementing Grand Island as a center for
regional rail freight activity.
Today, the GIAMPO area continues its role as a major multimodal freight center served by
highway, rail, air, and pipeline freight carriers. Notable modal freight facilities include:
• Federal and state highway system facilities including Interstate 80, US Highways 30, 34,
and 281, and Nebraska Highway 2.
• Air freight services via the Central Nebraska Regional Airport.
• Rail freight services via two mainline rail routes: Union Pacific (UP) and Burlington
Northern-Santa Fe (BNSF).
• Natural gas pipeline operated by Tallgrass Interstate Gas Transmission.
As noted in NDOT’s 2017 Nebraska State Freight Plan, rail currently carries the most freight in
terms of tonnage and value. The Plan noted that the shipping of coal eastward from the Powder
River basin in Wyoming is a large contributor to these totals, but that coal production is
expected to decrease over the next 30 years, while highway trucks and pipelines are predicted
to increase their modal shares by nearly 10%. The 2015 freight tonnage by mode is shown in
Figure 1, and the 2015 freight value by mode is shown in Figure 2.
Figure 1: Nebraska Freight Tonnage by Mode
Figure 2: Nebraska Value Tonnage by Mode
11%
59%
1%
29%
2015 Total Tons: 882 Million
Pipeline
Rail (Carload)
Rail (Intermodal)
Truck
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Source: Nebraska State Freight Plan
Statewide Freight System Vision and Goals
The Nebraska State Freight Plan establishes a vision and accompanying goals for the state
freight system. These goals are presented with the intent of guiding short-and long-term
investments and public decision-making while articulating actions and policies that the state and
local jurisdictions, such as GIAMPO, can pursue in support of the goals. The vision of the plan is
“to support and grow Nebraska’s freight system in efficient and innovative ways to promote the
State’s economic growth and competitiveness.” To realize this vision, the following goals were
developed:
• Increase Nebraska’s economic competitiveness.
• Identify innovative ways to better move freight and people safely within and across the
State.
• Identify opportunities for the State to work more collaboratively and in better partnership
with private business.
• Strengthen efforts of Nebraska state agencies to work together towards achieving the
State’s goals.
4%
30%
27%
39%
2015 Total Value: $615 Billion
Pipeline
Rail (Carload)
Rail (Intermodal)
Truck
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Appendix C: GIAMPO Freight System
Highway Freight
Regional Freight Movements
Highway freight facilities within the GIAMPO area include Interstate 80, U.S. Highway 30,
U.S. Highway 34, U.S. Highway 281, and Nebraska Highway 2. Additionally, a number of non-
Highway roads in the City of Grand Island are utilized by trucks, including Locust Street, 1st
Street, 2nd Street, Eddy Street, and Broadwell Avenue. Figure 3 illustrates the current highway
freight network in the GIAMPO region.
To gain an understanding of current and forecasted freight demands on our roadway system,
the Federal Highway Administration maintains the Freight Analysis Framework (FAF) database.
This database combines data from a number of public and industry sources to develop a
composite picture of freight movements in states and large metropolitan areas across all modes
of transportation.3F
1 Drawing from this extensive database, an analysis of the estimated growth in
tonnage and value of Hall County commodities, as well as daily truck traffic and tonnage flows
on GIAMPO’s regional freight system, was conducted. The results of this assessment indicated
four general trends for the MPO area:
• Total tonnage of Hall County commodities shipped is expected to increase 21% by 2045.
• The total value of these commodities is forecasted to increase 42% by 2045, totaling
$20.6 billion.
• Average annual daily truck traffic (AADTT) is estimated to increase substantially
throughout the region, and is displayed in Figure 4 from 2012.
• During this same period, commodity tonnage moving through the GIAMPO region is
expected to increase by 57%. Figure 5 presents commodity flows from the FAF base
year of 2012.
Freight interactions involving Hall County were analyzed to evaluate the growth in tonnage and
value of commodities shipped into, out of, and within Hall County in 2015 and 2045. The FAF
data indicates that a total of 21,113 tons of commodities traveled on the Hall County’s freight
network in 2015, with 10,194 tons of commodities traveling into Hall County (inbound) and
10,119 tons traveling from Hall County (outbound). The remaining 800 tons orginiated and were
shipped within the county; these commodities are categorized as “internal” by the FAF
database.
The FAF forecasts predict total tonnage to increase 21% by 2045 to a total of 25,525 tons of
commodities. The amount of inbound commodities is forecasted to increase to a level of 12,330
tons while outbound commodities are expected to rise to 12,276 tons. Tonnage of commodities
that originate and are shipped to destinations within Hall County are forecasted to increase to
919 tons.
Hall County commodities totaled $14,521 billion in 2015. Approximately half of this value was
categorized as outbound from Hall County while $6,502 billion worth of commodities were
considered shipped into the county. Hall County commodities that were shipped internally
valued $372 million in 2015.
1 Federal Highway Administration Freight Analysis Framework, https://faf.ornl.gov/fafweb/
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Figure 3: GIAMPO Freight Network
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Figure 4: FAF Base Year 2012 AADTT, GIAMPO Planning Area
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Figure 5: Estimated Commodity Flows for the Year 2045, GIAMPO Planning Area
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Appendix C: GIAMPO Freight System
The forecasted value of commodities for the year 2045 is $20,688 billion, increasing 42% from
the 2015 level. Of this total, outbound commodities are expected to account for just over half at
a value of $11,292 billion. Inbound commodities’ valuation is predicted to be $8,913 while
commodities shipped internally are forecasted to increase by roughly $100 million, to a 2045
level of $484 million. Table 1 summarizes the findings of the county freight interactions.
Table 1: Forecasted Total Tonnage and Value of Hall County Commodities, 2015-
2045
Forecast
Metric
Inbound
Commodities
Internal
Commodities
Outbound
Commodities Total
%
Change 2015
Tons 10,194 800 10,119 21,113
2045
Tons 12,330 919 12,276 25,525 20.90%
2015
Value $6,502 $372 $7,647 $14,521
2045
Value $8,913 $484 $11,292 $20,688 42.47%
Source: Federal Highway Administration, Freight Analysis Framework
Further review of the FAF data identified Hall County’s top trading partners within the State of
Nebraska as well as the highest value commodities that are shipped into and out of the county.
In 2015, Hall County’s top trading partner in terms of value of commodities shipped was
Lancaster County; the total value of commodities shipped from Lancaster to Hall was $267.71
million, while Hall County shipped $421.21 million worth of commodities to Lancaster County.
The number two top trading partner for Hall County for both inbound and outbound commodities
in 2015 was Douglas County, of which the City of Omaha is the county seat. The value of
Douglas County commodities inbound to Hall County was valued at $258.56 million, while
commodities shipped out of Hall County with a destination in Douglas totaled $351.61 million.
Table 2 shows the top 5 highest value trading partners for Hall County in 2015.
Table 2: Hall County Top 5 Highest Value Trading Partners within the State of
Nebraska, 2015.
Highest Value Trading
Partners 2015-Inbound
Highest Value Trading
Partners 2015-Outbound Rank
1 Lancaster $267.71 Lancaster $421.21
2 Douglas $258.56 Douglas $351.61
3 Dakota $236.37 Dakota $310.79
4 Buffalo $204.76 Buffalo $203.99
5 Dawson $183.93 Dawson $198.47
Source: Federal Highway Administration, Freight Analysis Framework
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Appendix C: GIAMPO Freight System
The highest value of commodities shipped into Hall County in 2015 were cereal grains ($1.3
billion), live animals/fish ($1.1 billion), and motorized vehicles ($633 million). For outbound
commodities, the top three commodities shipped out of Hall County by value were:
meat/seafood ($2.4 billion), cereal grains ($1.2 billion), and live animals/fish ($928 million).
Table 3 presents the top 5 highest value commodities shipped into and out of Hall County in
2015.
Table 3: Top 5 Highest Value Commodities Shipped Into and Out of Hall County,
2015.
Rank
Highest Value
Commodities 2015-
Inbound
Highest Value
Commodities 2015-
Outbound
1 Cereal grains $1,321.32 Meat/seafood $2,411.52
2 Live
animals/fish
$1,093.15 Cereal grains $1,194.37
3 Motorized
vehicles
$633.94 Live
animals/fish
$928.46
4 Machinery $524.33 Machinery $758.94
5 Other ag prods. $428.98 Other ag prods. $535.10
Source: Federal Highway Administration, Freight Analysis Framework
The states that had the highest tonnage of commodities and value of commodities shipped to
them from Hall County are identified in Figure 6. As the figure illustrates, Kansas, Iowa and
Illinois were top trade states in terms of the total outbound tonnage shipped from Hall County as
well as the highest value of outbound commodities in 2015. South Dakota and Colorado were
also identified as top trading partners in terms of total tonnage of commodities shipped while
Texas and Wisconsin received a significant amount of high value commodities from Hall
County.
Grand Island Area Freight Movements
A corridor-level analysis was also conducted for the major NHS freight routes contained within
the boundary of the GIAMPO planning area. Table 4 presents the resulting projections for
growth in daily truck traffic for these corridors through the plan horizon.
Table 4: Projected Growth in Daily Truck Traffic on Interstate and NHS Routes
Source: Federal Highway Administration, Freight Analysis Framework
Highway
Facility
2012
AADTT
2045
AADTT
%
Change
Interstate 80 7,775 26,200 236%
US Highway
281/34 1,750 3,952 122%
US Highway 30 994 1,731 74%
Nebraska
Highway 2 315 835 161%
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Appendix C: GIAMPO Freight System
These large increases in truck volumes during the plan horizon can lead to the potential for
significant impacts on the highway facilities that support truck travel in the GIAMPO area. The
needs for public expenditures on roadway maintenance and the potential for highway capital
improvements could increase, while the operations and reliability of the highway system for both
trucks and passenger vehicles could decrease. These trends will need to be evaluated and
considered during plan development.
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Appendix C: GIAMPO Freight System
Figure 6: Top 5 States for Hall County Outbound Trade—Highest Tonnage and Highest Value of Commodities, 2015.
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Appendix C: GIAMPO Freight System
Air Freight
The Central Nebraska Regional Airport (KGRI) is the major aviation facility in the GIAMPO area.
This facility is owned by the Hall County Airport Authority and maintains four runways that
service an average of 69 aircraft per day. In terms of operations, the Central Nebraska Regional
Airport has 35 aircraft based at the field. At the airport, 41% of operations are associated with
transient general aviation, 26% are local general aviation, 26% commercial aviation, and the
remaining 7% are for military aviation purposes.4F
2 A discussion of commercial air service at the
Central Nebraska Regional Airport is provided later in this document.
While the Central Nebraska Regional Airport mainly serves non-freight needs, a 2016 study
conducted by the University of Nebraska estimated that this facility receives approximately
1,144 tons in total annual operations each year, making it number two behind Omaha’s Eppley
Airfield in terms of air cargo operations in the State.5F
3
Rail Freight
Rail freight plays a significant role in the local economy of the GIAMPO region. There are three
railroads operating in the region:
• Union Pacific has a main line route traveling through Grand Island.
• Burlington Northern Santa Fe has a main line route traveling through Grand Island.
• Nebraska Central Railroad Company, owned by Rio Grande Pacific Railroad, also
operates a rail line that connects with UP in the northern part of the City of Grand Island.
In addition to the rail lines found within the GIAMPO boundary, there are a number of rail
facilities and crossings throughout the GIAMPO area, including “The Diamond”, where
Burlington Northern-Santa Fe track passes over a Union Pacific main line and serves as a
notable tourist attraction for railroad enthusiasts.6F
4 The Federal Railroad Administration’s
Highway-Rail Crossing Inventory indicates that there are 87 rail crossings within the GIAMPO
boundary, and 65 of these crossings are at-grade and public. The rail crossings are illustrated in
Figure 7.
2 Central Nebraska Regional Airport FAA Information, https://www.airnav.com/airport/KGRI.
3 Nebraska State Freight Plan, 2017. https://dot.nebraska.gov/media/10761/nebraska-freight-plan.pdf.
4 Grand Island Tourism,
https://visitgrandisland.com/visitors/attractions/railroad.html#targetText=Grand%20Island's%20hotspot%2
0is%20known,along%20the%20original%20transcontinental%20mainline.
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Appendix C: GIAMPO Freight System
Figure 7: Locations of At-Grade Public Railroad Crossings
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Appendix C: GIAMPO Freight System
Pipelines
Freight movements via pipeline accounted for 11% of total freight movement by weight in
Nebraska during the year 2015. This important freight mode is utilized mainly for the
transmission of energy products, such as petroleum, natural gas, crude oil, and hydrocarbon
gas liquids.
Within the GIAMPO planning area, a natural gas pipeline operated by Tallgrass Interstate Gas
Transmission is the only pipeline currently in operation. The pipeline is located in the northern
and eastern part of the MPO area and carries natural gas products through the City of Grand
Island east to Cheyenne, Wyoming and south into the State of Kansas. Figure 8 illustrates the
location of this pipeline in the GIAMPO region.
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Figure 8: Location of the Tallgrass Interstate Transmission Pipeline
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APPENDIX D TRAVEL DEMAND MODEL DOCUMENTATIOND
HOME CONTENTS
APPENDIX AA APPENDIX DDAPPENDIX BB APPENDIX EEAPPENDIX CC APPENDIX FF
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Grand Island Area Metropolitan
Planning Organization
2045 Travel Demand Model
Validation Report
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Introduction
This document provides a summary of the 2017 base Grand Island Metropolitan Planning
Organization (GIAMPO) Travel Demand Model (TDM). A TDM is an important tool for
transportation planning. The TDM estimates and distributes the area’s trips across its
transportation network. The modeling process attempts to replicate existing traffic levels and
forecast future traffic volumes based on anticipated population and employment growth. One of
the primary purposes of the TDM is to support the development of the MPO’s Long-Range
Transportation Plan (LRTP). The model can be used to identify potential future deficiencies in
the road network, and used to estimate the impacts of various scenarios such as adding new
roads, changing the capacity of existing roads, or removing roads from the network.
Data Updates
Current or base year traffic conditions are calibrated to year 2017 data. Using a single year of
data to build and calibrate the base model allows the model to attempt to replicate known traffic
conditions. The major categories of inputs to the TDM are the transportation network and the
locations of households and employment (termed “socioeconomic” data). Next, projections of
future year socioeconomic and road network information is placed in the model to predict traffic
conditions in the future. The GIAMPO TDM is built to forecast traffic conditions to a 2045
horizon year. A map of the model area is shown in Figure 1.
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Figure 1 - Study Area
Network Updates
The base year road network was updated from its previous 2015 base year to match 2017 year
roadway alignments and attributes. Major updates were made to speed values, which were
outdated or omitted in the 2015 model. Turn lane information was updated as well, using aerial
photographs. Capacities were revised based on a capacity analysis and understanding of time-
of-day travel patterns as part of the 2045 Long-Range Transportation Plan update.
AADT values for 2017 were provided by GIAMPO (ADT_2017 field). These values represent not
only actual count locations, but also interpolated values in between count locations. In order to
calibrate the model to only locations where traffic counts actually occurred, thus avoiding using
the same count multiple times in validation statistics, which can unreasonably skew results, the
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ValCount field was produced. ADT_2017 values were compared with Nebraska DOT (NDOT)
count point locations. ValCounts were filled in wherever the two datasets overlapped.
Additionally, where there was not overlap, an ADT_2017 value from the middle of a corridor was
used as the ValCount location, while matching count values up and downstream on the corridor
were excluded. Figure 2 shows the locations of ValCounts on the road network. A summary of
the primary network inputs are listed in Table 1.
Table 1 - Road Network Input Fields
Field Description
STREET Street name
ID Unique ID of link
Dir* Link direction of flow 0 = two-way 1 = one-way in AB direction -1 = one-way in BA direction
Length Link length in miles
FacType* Facility type 1 = Interstate 2 = Expressway 3 = Principal Arterial 4 = Minor Arterial 5 = Collector 8 = Ramp 9 = Gravel
10 = Centroid Connector
Speed* Free-flow travel speed
Spd_Adj* Calibration-adjusted speed
AB_Lane* / BA_Lane* Number of through lanes in AB or BA direction
LT_Lane* Number of left or center turn lanes
RT_Lane* Number of right turn lanes
Year* Year roadway is opened (set to 2017 for all existing roads)
RRDelay* Railroad crossing delay
ProjNum* Project ID number for joining with project.bin
ADT_2017 2017 synthetic count
ValCount 2017 Actual count locations used for validation statistics
*Fields with a 1 or 2 after the field name represent possible changes to the future network, as coordinated by the
Projects.bin file
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Figure 2 – Validation Count Locations
When the model is run, the input network is copied over to the scenario output folder. A master
network approach has been incorporated into the GIAMPO model so that all existing,
committed, and planned or other “illustrative” scenario network projects are included in one
master network. Attributes are coded that allow certain projects to be “turned on” or “turned off”,
depending on the scenario being run. Attributes are updated if they have future year attributes
and meet certain criteria in the Projects.bin input file. Table 2 summarizes the attributes in the
Projects.bin file. Attributes will be updated on the network if the project number has a year less
than or equal to the year listed in the column representing the network set that is being run
(Committed, Planned, or Illustrative). It is not necessary to repeat years in each column,
because if a project meets criteria for an earlier network set then it is assumed to meet criteria
for a later network set. For example, committed projects will be included in Planned and
Illustrative model runs, and planned projects will be included in Illustrative model runs.
The output road network has several new fields added to it during the model runtime. Table 3
summarizes the fields.
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Table 2 – Future Road Project Fields
Field
ProjNum Project ID number. This number matches the numbers in the road network
ProjNum1 or ProjNum2 field.
Description Short description of the project
Committed Expected opening year of committed road projects
Planned Expected opening year of fiscally-constrained road projects
Illustrative Potential opening year of illustrative road projects
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Table 3 – Output Road Network Fields
Field Description
AB_TT / BA_TT Free-flow travel time
ABFTLNTL / BAFTLNTL Capacity lookup value using the formula:
FacType*100 + [AB or BA]_Lanes*10 + LT_Lane
AB_HRCAP / BA_HRCAP Hourly directional lane capacity
ALPHA BPR volume delay function alpha coefficient
BETA BPR volume delay function beta coefficient
AB_AMCAP / BA_AMCAP AM time period directional lane capacity
AB_MDCAP / BA_MDCAP Mid-day time period directional lane capacity
AB_PMCAP / BA_PMCAP PM time period directional lane capacity
AB_OPCAP / BA_OPCAP Off-peak time period directional lane capacity
AB_VMT / BA_VMT Daily directional vehicle miles traveled (VMT)
TOT_VMT Daily total vehicle miles traveled (VMT)
AB_VHT / BA_VHT Daily directional vehicle hours traveled (VHT)
TOT_VHT Daily total vehicle hours traveled (VHT)
AB_FLOW_TRK / BA_FLOW_TRK Daily directional model-estimated truck volume
TOT_FLOW_TRK Daily total model-estimated truck volume
AB_FLOW_AUTO / BA_FLOW_AUTO Daily directional model-estimated auto volume
TOT_FLOW_AUTO Daily total model-estimated auto volume
AB_FLOW / BA_FLOW Daily directional model-estimated volume
TOT_FLOW Daily total model-estimated volume
TTI Travel Time Index (ratio of congested travel time to
free-flow travel time)
PTI Planning Time Index (ratio of 95th percentile travel time
to free-flow travel time
TTI_VMT Vehicle Miles Traveled (VMT) of roadways with a Travel
Time Index < 1.33. These roads are considered reliable,
which is used in the reliability rating calculation.
RATIO Adjusted model-estimated volume using NCHRP 255
Ratio Method for adjusting volumes based on base year
model error.
DIFF Adjusted model-estimated volume using NCHRP 255
Difference Method for adjusting volumes based on base
year model error.
ADJ_FLOW Adjusted model-estimated volume using NCHRP 255
process for adjusting volumes based on base year model
error.
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Traffic Analysis Zones (TAZ) Updates
The model area is divided up into a number of Traffic Analysis Zones (TAZs). TAZs are
geographical areas that represent groups of homes and employment locations with somewhat
similar trip making behavior. The TAZ is used as the unit in which the model generates and
distributes trips. The GIAMPO TDM has 340 TAZs, which are shown in Figure 3. The TAZ
structure has three more TAZs than the 2015 base model.
Socioeconomic data were updated to the year 2017 values. Household data came from 2010
US Census data and updated to year 2017 by reviewing local building permit data with review
by local planning staff. Employment data by North American Industry Classification System
(NAICS) code came from Longitudinal Employer-Household Dynamics (LEHD) dataset and was
refined through local planning staff review. As noted, both datasets were reviewed closely for
accuracy, and some adjustments were made. The employment data were further grouped from
the original NAICS codes into several employment categories as shown in Table 4. Households
by size and automobiles available were used to calculate trip productions, and the resulting
employment categories are used to calculate trip attractions when running the model.
Census Transportation Planning Productions (CTPP) GEOID numbers were tagged to the TAZ
layer, and a separate table is used to disaggregate households by auto ownership and
household size groups during a model run.
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Figure 3 – GIAMPO TAZs
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Table 4 – Traffic Analysis Zone (TAZ) Attributes
Field Description
TAZ TAZ number
HH_20XX Households for year of analysis
RET_20XX Retail sector employment for year of
analysis
BAS_20XX Basic sector employment for year of
analysis
SER_20XX Service sector employment for year of
analysis
GOV_20XX Government employment for year of
analysis
SCH_20XX School enrollment for year of analysis
AT_20XX Area type for year of analysis
1 = Urban
2 = Suburban
3 = Rural
EXTERNAL External station TAZ
The area type is a descriptive measure of the relative density within a particular TAZ. Figure 4
shows the input area types in the GIAMPO TDM. Ultimately, area type is used to determine a
terminal time, which is the access/egress time to/from a car or other mode of transportation
(e.g., the amount of time it takes between a parked vehicle and the front door of your ultimate
origin / destination). The amount of time added to each end of a trip based on area type is
shown in Table 5. External stations, by default have 10 minutes added, reflecting an average
time spent traveling beyond the model cordon. Terminal time values can be altered using the
Terminal_Time.bin input file.
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Figure 4 – Area Types
Table 5 – Terminal Times
Area Type Terminal Time (Minutes per Trip End)
Urban 1.5
Suburban 1.0
Rural 1.0
External 10.0
External Analysis Updates
The GIAMPO TDM has 55 external stations shown in Figure 5. Trips both to and from external
stations are External-External (E-E) trips. The trips that have one end at an external station and
do not have the other trip end at another external station are External-Internal or Internal-
External (E-I/I-E) trips.
The previous model update used AirSage data to determine external E-E and E-I/I-E inputs.
While the traffic volumes at the external stations changed since the 2015 base year model
development, it was assumed that the external travel patterns remained relatively steady.
Therefore, the relative patterns in E-E and E-I/I-E trip distribution was kept the same as the
2015base model. The one exception to this was the number of E-E vs. E-I/I-E trips to and from
the I-80 external stations. Initially, a screenline across roads just north of I-80 showed that the
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number of E-E trips were being underestimated. Because this location represented a perfect
screenline and the exact E-E vs. E-I/I-E trips could be inferred, the percentage of E-E trips was
increased to more accurately reflect the screenline counts.
The trip purpose split for E-I/I-E trips was also kept the same as the 2015 model. Counts were
updated to the new model base year. E-E trips were then fratared (proportionally growth
factored) for new input totals.
The forecast volume targets for the horizon year were provided by NDOT for the majority of the
external stations1. For the remaining stations, which were all relatively low-volume corridors, a
10% growth assumption was made. A summary of the external stations, counts, and forecast
volume targets are shown in Table 6.
1 Per direction from NDOT staff, all non-interstate roads use linear growth extrapolation forecasts, but
interstates use an average of linear and exponential growth extrapolation.
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Figure 5 - External Station Locations
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Table 6 - External Station Volumes
External
Station
Base Year
Volume
Forecast Target
Volume
Forecast
Method/Source
9001 3000 3300 10% Growth
9002 365 402 TDPP*
9003 790 869 TDPP*
9004 5621 6125 TDPP*
9005 913 1549 TDPP*
9006 501 550 10% Growth
9007 23125 26634 TDPP**
9008 13350 20530 TDPP*
9009 1580 2660 TDPP*
9010 235 260 10% Growth
9011 23621 29213 TDPP**
9012 4785 6490 TDPP*
9013 6643 8465 TDPP*
9014 450 605 TDPP*
9015 5539 7015 TDPP*
9016 445 490 TDPP*
91001 100 110 10% Growth
91002 100 110 10% Growth
91003 80 90 10% Growth
91004 20 20 10% Growth
91005 100 110 10% Growth
91006 100 110 10% Growth
91007 100 110 10% Growth
91008 200 220 10% Growth
91011 100 110 10% Growth
91012 75 85 10% Growth
91013 50 55 10% Growth
91021 100 110 10% Growth
91022 100 110 10% Growth
91023 100 110 10% Growth
91024 1009 1220 TDPP*
91025 100 110 10% Growth
91031 100 110 10% Growth
91032 100 110 10% Growth
91033 99 109 10% Growth
91034 100 110 10% Growth
91035 200 220 10% Growth
91041 100 110 10% Growth
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91042 10 10 10% Growth
91043 100 110 10% Growth
91044 100 110 10% Growth
91051 365 400 10% Growth
91052 100 110 10% Growth
91061 100 110 10% Growth
91062 100 110 10% Growth
91063 350 385 10% Growth
91064 100 110 10% Growth
91071 100 110 10% Growth
91072 100 110 10% Growth
91073 100 110 10% Growth
91074 250 275 10% Growth
91075 50 55 10% Growth
91076 100 110 10% Growth
91077 700 770 10% Growth
91078 200 220 10% Growth
*Linear trendline **Average of linear and exponential trendlines
Script Updates
The GIAMPO script was updated to TransCAD version 8
and was revised to improve user-friendliness and flexibility,
as well as to upgrade several specific processes. The
upgraded script makes use of TransCADs Model Flowchart
Template.
To run the model, the user can drag-and-drop the
GIAMPO.model file from the C:\Grand
Island\GIAMPO_TDM\Script\ folder into TransCAD. A
Flowchart appears with each major model step listed as
shown in Figure 6.
A pre-set scenario can be run by
selecting a scenario in the
Choose Scenario dropdown
menu, and then clicking the
button.
New scenarios can be set up by selecting New Scenario.
These can be set up as independent scenarios or can be
nested within the pre-set scenarios. For example, the Broadwell scenario is nested within the
2045 E+C preset scenario in the graphic. This indicates to the user that the Broadwell scenario
makes use of E+C inputs, and thus the 2045 E+C preset scenario is the most comparable.
Figure 6 - Model Flowchart
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After setting up a new scenario, the parameters can be edited with the button. Toward the
bottom of the Parameters tab, year and network set parameters are available to be changed.
The user can change between the years 2017 and 2045. The network set can be changed to
Existing, Committed, Planned or Illustrative. The Clean Up parameter is used to delete various
intermediate files created by the script during the model runtime that are of lessor importance in
order to minimize outputs and the file size of the final model files.
Multiple scenarios can be run in subsequent order using the button. This can be useful if
many scenarios are set up ahead of time or if new inputs require that multiple scenarios be re-
run to produce new outputs.
The GIAMPO_TDM model files are organized into three basic types of folders: Scenario folders,
the Inputs folder, and the Script folder. The Script folder is where the GIAMPO.model file is
housed, as well as some information about recent model runs that can be useful when
troubleshooting errors.
The Inputs folder is where the default model inputs are located.
These files will be used by default whenever a scenario is being run
unless there are scenario-specific inputs.
The Scenario folder names are provided by the user when setting up
a scenario. All outputs are put in an Output folder within each
scenario folder. A Scenario folder can also have an Input folder. The
Scenario Input folder can be used to test modified inputs for running
scenarios without having to overwrite the default inputs. During the model runtime, any scenario
inputs will be used in place of a default input. For example, if a scenario is being run to test the
impacts of a new road, the default input network can be copied to a new Scenario Input folder.
The Scenario Input network can then be modified by adding the new road. This allows the user
to have not only scenario-specific outputs, but also a record of any inputs that deviate from the
default inputs.
Within the default Inputs folder there are numerous inputs. Many of these inputs are available as
input BIN tables for ease of use rather than the user having to edit the script. Table 7
summarizes the input files.
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Table 7 – Input Files
Input Description Data Type
A_Rates Trip attraction rates BIN File
Auto_Occupancy Auto occupancy factors BIN File
Capacities Hourly capacities BIN File
CTPP Household and auto ownership disaggregation
file
BIN File
EE_20XX External-External trips input by year Matrix File
EI_IE_20XX External-Internal / Internal-External trips input by
year
BIN File
Gravity_Coefficients Gravity model a, b, and c input coefficients BIN File
K_Factor K-Factor input file Matrix File
Network Input road network Standard
Geographic File
P_Rates Trip production rates BIN File
Projects Road project list BIN File
Select_Link Select link query file QRY File
Special_Generators Special generator inputs BIN File
TAZ Input Traffic Analysis Zones Standard
Geographic File
Terminal_Time Terminal times by area BIN File
Trip_Purposes List of trip purposes, method for balancing, and
whether trip purpose is for trucks.
BIN File
Turn_Penalty Link-to-link turn penalties BIN File
The default working directory is C:\Grand Island\GIAMPO_TDM. This can be changed by editing
the Scenario Parameters after the GIAMPO.model file is added to TransCAD.
Calibration and Validation
The model development goal is to create a realistic picture of travel patterns in the study area.
As such, models should be calibrated to reflect current travel conditions. Travel is unique in
each community, therefore results need to be reviewed in detail and adjustments made to inputs
or parameters to match local conditions. Each adjustment needs to be done without
unreasonably modifying inputs to unrealistic values, which might constrain the model in future
scenario years.
Validation refers to the statistical and non-statistical reasonableness checks used to assess the
accuracy of the model. The best practice is to perform validation checks on each major step of
the model process. This helps to ensure that data and model structure errors are limited or
completely omitted throughout the process, and that the model will be flexible enough to
respond to transportation and land use scenarios to be effectively used as a forecasting tool.
The main validation checks and calibration adjustments are discussed below.
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Location-Based Services Data
A primary validation dataset available for the Grand Island TDM was Location-Based Services
(LBS) data, which are(mobile device or smart phone data from 2018 that was processed using
traffic counts to create an “observed” trip table for the model area. Although the data represents
observed data, it is a sample that must be cleaned and processed in order to represent trips for
the entire study area.
NDOT provided the LBS data through a process where the data were initially cleaned, scrubbed
of noise, and used to identify spatial clustering and develop residence and workplace locations
to build device trips. Demographic biases were also reduced by applying residence-based
device expansion factors. External gateways were used to determine when devices crossed
model boundaries as part of their trips. Trips were then expanded to counts at external stations.
The rest of the expansion procedure used three additional methods: single factor scaling,
iterative screenline fitting, and constrained origin-destination matrix estimation (ODME). The
screenline fitting process used the screenline locations shown in Figure 7. An iterative process
was applied until each iteration traffic assignment failed to improve overall fit to counts as
measured by %RMSE against the observed counts.
The results of the final data expansion yielded a 31.4% overall RSME when assigned to the
GIAMPO network (Table 8).
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FIGURE 7 – SCREENLINE LOCATIONS USED FOR LBS ITERATIVE SCREENLINE FITTING PROCESS
Table 8 – LBS Table Assignment Results
Volume Group %RMSE
< 5,000 AADT 50.5
5,000 to 10,000 AADT 29.9
10,000 to 20,000 AADT 16.4
Total 31.4
Trip Generation Validation Checks and Calibration Adjustments
Prior to checking trip generation outputs, it is worthwhile to confirm the accuracy of the input
socioeconomic data. Table 9 shows a comparison of the model input socioeconomic data
compared to observed data. The slight difference in Table 9 is due to the boundary for the
CTPP household data represents just the city of Grand Island, while the model includes the
entire model area. The similar values overall suggest that the model input socioeconomic data
is relatively accurate.
Table 9 – Socioeconomic Input Data Control Totals Households Employment
Model 21,769 32,590
Observed* 20,055 33,101
*CTPP for households, LEHD for employment
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The trip purposes used by the GIAMPO TDM are listed in Table 10. Truck trip purposes
represent a combination of both medium and heavy trucks. The Quick Response Freight
Manual II was used for the truck trip rates by combining the medium and heavy truck trip rates.
Table 10 – Trip Purpose Summary
Trip Purpose Description
PHBW Home-Based Work Production
AHBW Home-Based Work Attraction
PHBO Home-Based Other Production
AHBO Home-Based Other Attraction
PNHB Non-Home Based Production
ANHB Non-Home Based Attraction
PTRK Truck Trip Production
ATRK Truck Trip Attraction
Because of an absence of local travel survey information, NCHRP 716 was used for the initial
auto trip purpose trip rates. However, when looking ahead to the initial traffic assignment
results, the default NCHRP 716 trip rates resulted in the model being about 30% low when
comparing model Vehicle Miles Traveled (VMT) and count VMT.
The LBS data also suggests that trip rates should be higher than the national average data in
NCHRP 716. The previous version of the model encountered similar issues with the need for
higher trip rates, and implemented a 20% trip rate increase and did not apply auto occupancies.
The 2017 model uses a 35% trip rate adjustment to calibrate this model, as well as a 20%
increase over national default rates for 0-1 vehicle households. This was consistent with higher
trip rates for lower-income households in the 2010 model. More lower-income auto trips is
somewhat expected in a place like the Grand Island area where transit ridership is a relatively
low percentage of travel compared to the national average.
The resulting trip rates are shown in Tables 11 and 12. Trip attraction rates were similarly
factored up by 35% compared to NCHRP 716 rates, with the exception of HBW trips, which
were factored up by 15%.
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Table 11 – Trip Production Rates
HBW Auto Ownership 0 1 2 3+
HH Size 1 0.32 0.95 0.95 1.22
2 1.13 1.30 1.76 1.89
3 1.62 1.94 2.70 3.51
4+ 1.62 2.59 2.90 4.19
HBO Auto Ownership 0 1 2 3+
HH Size 1 1.71 2.70 2.70 2.70
2 4.46 4.86 4.86 4.86
3 6.89 9.05 9.05 9.05
4+ 13.55 14.58 14.58 16.34
NHB Auto Ownership 0 1 2 3+
HH Size 1 1.13 2.16 2.16 2.16
2 2.75 3.51 3.51 3.65
3 3.24 5.27 5.27 6.08
4+ 6.16 6.32 7.49 8.71
Table 12 – Trip Attraction Rates Households Retail Basic Service Government School
HBW 0 1.38 1.38 1.38 1.38 0
HBO 1.62 10.94 0.27 2.03 2.03 1.89
NHB 0.81 6.35 0.68 1.89 1.89 0
TRK 0.14 0.39 0.40 0.08 0.08 0
Special generators are used for large or unique land uses where typical trip rates and
socioeconomic data do not fairly represent the amount or type of travel. The special generator
trips are estimated outside of the model processes, and that value replaces the relevant TAZ’s
trip totals produced during trip generation. In the GIAMPO model, an input special generator
table is available to use for hard-coding trips by purpose. The four special generators and the
amount of trips by purpose are shown in Table 13. The number of trips were determined using
Institute of Transportation Engineers (ITE) Trip Generation Manual trip rates, previous model
inputs, and nearby traffic counts.
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Table 13 – Special Generators
TAZ Special Generator HBW_P HBW_A HBO_P HBO_A NHB_P NHB_A TRK_P TRK_A
21 Airport 0 0 0 328.84 0 328.84 0 0
95 Library 0 38.28 0 814.8 0 760.48 0 0
301 Truck Stop 0 0 0 0 0 0 294 294
302 Truck Stop 0 0 0 0 0 0 716 716
Each trip has a beginning and an end, and it is necessary for the trip producing trips ends to be
equal to the number trip attracting ends. The initial (unbalanced) productions and attractions in
the model are never completely equal due to different data sources and trip rate sources, the
ratios of productions and attractions by trip purpose should be reasonably close prior to
balancing. If they are not, then it could be because of an input data error (either socioeconomic
data or trip rates) or a model processing error.
The Travel Model Improvement Program (TMIP) Travel Model Validation and Reasonableness
Checking Manual, 2nd Edition recommends a preferred ratio of between 0.90 – 1.10 for
unbalanced productions and attractions before trip balancing. The unbalanced trip ratios by trip
purpose for the GIAMPO TDM are shown in Table 14 below. Overall, productions and
attractions are very close to balanced for each trip purpose, which suggests that there are not
any obvious errors in the socioeconomic data or trip rates.
Table 14- Unbalanced Production and Attraction Ratios
Trip Purpose Unbalanced Trips Unbalanced Ratio
PHBW 47,102 1.04
AHBW 45,388
PHBO 169,065 0.93
AHBO 181,740
PNHB 112,601 1.02
ANHB 110,021
PTRK 15,095 1.04
ATRK 14,512
All Ps 343,864 0.98
All As 351,661
The final balanced trips per household are shown in Table 15 and compared to Table 5.2 from
The Travel Model Improvement Program (TMIP) Travel Model Validation and Reasonableness
Checking Manual (Second Edition). The modeled number of trips per household is nearly 25%
higher than the national average cited in the TMIP manual. Yet, when comparing the final
vehicle trip tables against the LBS data the model actually has fewer trips per household than
the LBS data (Table 16) indicated. Given the range of data sources available, and the later
validation checks documented, it was determined that the modeled trips shown in Table 15 and
Table 16 should be used.
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Table 15 – Balanced Trips Per Household
Source Trips per Household
Model 13.18
TMIP* 10.59
*Travel Model Improvement Program
Table 16 – Final Auto Trips Per Household
Source Trips Auto Trips per Household
Model 285,440 13.11
LBS 293,959 13.50
Trip Distribution Validation Checks and Calibration Adjustments
The trip distribution step takes the balanced trips and for each TAZ allocates them to other
TAZs based on network travel times and friction factors. This is done using the gravity model
within TransCAD.
Figures 8 - 11 below show the friction factor curves used for each trip purpose. The x-axis
represents minutes of travel time and the y-axis represents the friction factor, which is the utility
or likelihood of making a certain distance trip. For example, the longer a trip is, the less
desirable it becomes. Friction factors vary by trip purpose as people will typically travel farther
for a work trip than other trip purposes. For instance, Home-Based Work trips are more likely to
be longer trips, which is represented by the flatter curve in Figure 8 relative to the other curves.
Figure 8 – HBW Friction Factor Curves
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Figure 9 – HBO Friction Factor Curve
Figure 9 - NHB Friction Factor Curve
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Figure 10 - TRK Friction Factor Curve
NCHRP 716 Small Area MPO gamma coefficients were used as a starting point during
calibration. Friction factor curves were flattened slightly during calibration, which allowed the
model to match the LBS trip length distribution fairly well, and also produced higher volumes on
the network to improve the ratio of count VMT to model volume VMT. Figure 11 shows a trip
length frequency distribution curve for the LBS data compared to the model. While the match is
not perfect, it does resemble a similar pattern. The coincidence ratio of the two curves is 0.77.
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Figure 11 – Trip Length Frequency Distribution Curve – LBS vs. Model
After the gravity model was applied, a comparison of average travel times was made with the
LBS data. These are shown in Table 17. Both the LBS data and the model use the same
shortest path matrix for travel times between origins and destinations, suggesting that the
difference in travel times is due to the model routing trips farther, while the LBS data has a
higher number of trips per household. This differences is intentional because trip rates were
already rather high compared to national data, and there was not a desire to factor trip rates up
any farther. Instead slightly longer trips were used to make up the difference in volume that
ultimately results on the network.
Table 17 – Average Travel Time (Minutes)
Average Travel Time
Model 13.54
LBS 12.43
During the trip distribution gravity model, K-Factors can be added to reduce or enhance origin
and destination pairs that the gravity model does not represent accurately. K-Factors are often
referred to as a “socioeconomic” factor to adjust travel propensity between origin-destination
pairs that are not otherwise accounted for in the trip distribution model. In some situations, K
factors may be warranted, but ideally are not required (or desired) in a trip distribution model.
The GIAMPO TDM has one K-Factor for the truck special generators at the travel centers near
the Alda Road interchange and the US 281 interchange on I-80. Originally, the model was
linking truck trips from these special generators mostly within the model boundaries. In reality,
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the majority of these trips should start or end at an I-80 external station. A K-Factor value of
0.10 was used between the truck stop zones and all other internal zones to accomplish this.
Once trips are distributed, some conversions need to be made to the trip table including the
conversion of person trips to vehicle trips. This is done by applying auto occupancy factors.
Without a household travel survey, auto occupancy factors must be borrowed from another
source or reasonable estimates must be made. The one exception is for the HBW trip purpose,
in which Census Transportation Planning Products (CTPP) Journey-to-Work data was used to
estimate. These are shown in Table 18.
Table 18 - Auto Occupancy Factors
Trip Purpose Auto Occupancy
HBW 1.09
HBO 1.40
NHB 1.40
TRK 1.00
Traffic Assignment Validation Checks and Calibration Adjustments
The goal of a TDM is to replicate travel patterns as accurately as possible throughout each step
of the model, without placing too many unreasonable constraints on its operation. Ultimately, the
model-predicted volumes should have a strong correlation with observed traffic count data.
In the traffic assignment step the model attempts to minimize a trip’s cost (in the GIAMPO TDM,
this is travel time) between its origin and destination. Travel time is a function of congested
speed and distance traveled.
Localized adjustments to centroid connectors were made during calibration to better represent
how traffic flows in and out of neighborhoods. Minor, localized speed adjustments of +/- 5 miles
per hour were applied to parts of the road network. One additional calibration adjustment was
the introduction of a global speed adjustment to expressways of -5 miles per hour. Assignment
results initially overrepresented these functional class roadways when compared to traffic count
data. The five mile per hour speed adjustment slightly increased travel times and made travel on
expressways slightly less attractive, reflecting observed patterns and balancing out traffic
among all functional class roadways more evenly. This adjustment impacts the network shortest
path travel times used to distribute trips, as well as the routes that traffic assignment assigns to
the road network.
A comparison of model-estimated Vehicle Miles Traveled (VMT) to counted VMT for locations
with traffic counts shows that all functionally classified road categories are within the validation
goals provided by FHWA in 1990 (Table 19). Volumes are slightly underestimated on lower
functional class roads compared to count data in terms of VMT, yet are still within validation
guidelines.
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Table 19 - Model-Estimated VMT by Functional Class Compared to Observed VMT
Number
of
Counts
Vehicle Miles
Traveled (VMT)
Error Validation
Goal*
Functional Class Estimated Observed Difference Percent
Freeways 17 200,449 195,449 5,000 2.6% +/-7%
Principal
Arterials/Expressways
73 167,127 163,035 4,092 2.5% +/-10%
Minor Arterials 106 99,073 103,282 -4,210 -4.1% +/-15%
Collectors 113 56,068 67,516 -11,448 -17.0% +/-20%
Total 309 522,717 529,283 -6,566 -1.2% N/A
*FHWA-1990 goals
Percent Root Mean Squared Error (%RMSE) is a standard model validation check that
measures the average error between the model-estimated and counted volumes. The lower the
value, the less the difference there is between the model-estimated volumes and the counts.
Tables 20 and 21 show the %RMSE stratified in two different ways: by volume groups and by
functional class. The %RMSE in the GIAMPO model is within the preferable validation target for
most volume groups and well within the acceptable validation target for all volume groups. No
validation guidelines are listed by functional class, but it is typical to expect a total model
%RMSE to be at least under 35% and preferably under 30%. Given the amount of lower volume
roads in the model area, an overall %RMSE of under 35% is very good.
Table 20 - Percent Root Mean Squared Error by Volume Groups
Volume Range Number of Counts % RMSE Validation Goal*
Acceptable Preferable
0 - 5,000 157 53.75% 100% 45%
5,000 - 10,000 103 29.39% 45% 35%
10,000 - 15,000 43 16.51% 35% 27%
15,000 - 20,000 6 32.49% 35% 27%
*Florida Standard Urban Transportation Modeling Systems (FSUTMS)
Table 21 - Percent Root Mean Squared Error by Functional Class
Link Type Number of Counts % RMSE
Freeway 17 6.23%
Principal Arterial 73 31.35%
Minor Arterial 103 35.42%
Collector 116 40.42%
Total 309 33.19%
While good base year model validation statistics is important, the ultimate goal of the model is to
forecast traffic. Thus, the growth and future level-of-service can be reviewed for reasonableness
to ensure the model is sensitive enough to be used as a forecasting tool. Figures 12 and 13
show the growth (or decline) by TAZ in the MAPA TDM for households and employment.
Growth is focused in the urbanized area, with the most growth on the western periphery.
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Figure 12 - Forecast Household Growth
Employment growth shows a different pattern than household growth, with the highest growth
TAZs along major corridors, in particular US 281. Growth is also concentrated along Locust
Street and US 30.
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Figure 13 - Forecast Employment Growth
Figure 14 shows the magnitude of growth on the road network when comparing a base year
2017 model run to a 2045 forecast run with existing and committed projects (E+C) included on
the network. The committed projects include those listed in the Transportation Improvement
Program (TIP) and recently built road projects that were built after 2017.
Similar to the household and employment growth locations, growth tends to be concentrated on
the periphery of the urbanized area and along major corridors. The highest growth roadways are
the higher functional class roadways, including I-80, US 281, US 30 and Locust Street. Some
roads show a decrease in traffic volumes compared to the 2017 base year. These are mostly
rural, often gravel, roadways usually in more rural locations. Roads shown in black are future
road alignments.
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Figure 14 - 2045 E+C Compared to 2017 Base Magnitude of Growth
Figures 15 and 16 show the predicted level-of-service during the AM and PM time periods for
2045. The AM time period shows no congestion. The PM time period shows slightly more
congestion, yet mostly in spot locations rather than along entire corridors.
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Figure 15 - 2045 Existing+Committed Network AM Predicted Level-of-Service
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Figure 16 - 2045 Existing+Committed Network PM Predicted Level-of-Service
Table 22 shows a summary of the growth. Balanced trips grow by 21%, but both VMT and VHT
grow by a higher percentage. This suggests that growth is expected to occur where developable
space is available near the edges of the urbanized area, thus requiring more miles and hours
driven on average than in the base year. This pattern is confirmed by the increase in average
trip length.
Average trip speeds are expected to decrease slightly. This suggests that slightly more
congestion is expected compared to the base year. This is confirmed by the Reliability Rating,
which is the percentage of VMT that is on roads that have less than a Travel Time Index (TTI) of
1.33. The TTI is the ratio of average daily travel time to free-flow travel time. In the GIAMPO
model this represents only reoccurring congestion. The maximum travel time among all four
time periods was used as the average travel time to calculate the TTI.
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Table 22 - Summary of Growth 2017 2045 E+C Growth
Households 21,769 26,588 22%
Employment 31,009 40,134 29%
Balanced Trips 309,974 375,619 21%
VMT (Mi)* 1,283,168 1,603,418 25%
VHT (Hrs)* 28,419 35,566 25%
Average Trip Length (Mi) 4.14 4.27 -
Average Trip Time (Hrs) 0.09 0.09 -
Average Trip Speed (MPH) 45.15 45.08 -
Reliability Rating 1.00 0.78 -
*Centroid Connectors not included
Conclusions and Next Steps
The major edits, updates, and adjustments that were made to the GIAMPO TDM were
discussed in this documentation. The calibration process and validation results were also
discussed in detail. The validation results indicate that the GIAMPO TDM is sufficiently accurate
and useable for a forecasting tool.
While the accuracy and usability of the model is very good, improvements can always be made.
The primary recommendation is to conduct a household travel survey. Input parameters were
borrowed from national publications. Industry standard inputs are not always good surrogates
for local data. Particularly in regards to trip rates, the GIAMPO area does not seem to conform
to typical standards, as suggested by the LBS data. Investing in a National Household Travel
Survey (NHTS) Add-on sample or other household travel survey would allow for local inputs as
well as provide a valuable data source for calibration. The information could also be used in
other planning studies by helping provide a sample of how travel actually occurs in the model
area. For the TDM, some of the local inputs that could be estimated using an NHTS Add-on or
similar household travel survey for the current model structure would include:
• Attraction Trip Rates
• Production Trip Rates
• Time of Day Factors
• Directional Factors
• Auto Occupancy Factors
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APPENDIX E ALTERNATIVES AND STRATEGIES DEVELOPMENTE
HOME CONTENTS
APPENDIX AA APPENDIX DDAPPENDIX BB APPENDIX EEAPPENDIX CC APPENDIX FF
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Alternatives and Strategies Development
Projects were selected for the Fiscally Constrained Plan with the performance-based approach
that guided MTP development. The alternatives and strategies were developed and screened
based on the goals and objectives presented in Chapter 4. Both quantitative and qualitative
scoring measures were developed and used to assess which project alternatives and strategies
best aligned with regional transportation goals and objectives. These tailored scoring measures
allowed for a broad selection of projects that met the range of LRTP goals and objectives. Table
1 summarizes the alternatives and strategies project scoring methodology.
Role of Project Scoring
The alternatives and strategies project scoring methodology was intended to capture each
project’s consistency with the broader Grand Island area transportation goals and objectives.
The project scoring methodology assisted in determining the final fiscally constrained plan
project list, but this list did not solely focus on the numerical project score itself. The fiscally
constrained list acknowledges that some projects are more multi-faceted in nature (and thus
derive a higher project scoring tier), while other projects were developed with one goal in mind,
like improving safety or filling a trail network gap. With this approach, more multi-faceted
projects typically check more boxes than single-focus projects do, and as a result often receive
a slightly higher score than a critically important single-focus project. In recognition of this reality
about the project scoring results, several other factors were included when selecting the
fiscally-constrained plan:
• Current and Future Mobility, Safety, and Connectivity Issues
• Project Timing and Coordination with Other Projects
• Timing of Adjacent Growth
• Project Costs and Anticipated Future Budgets
• Public Input
Alternatives and Strategies Scoring Results
The alternatives and strategies project scoring process was applied to each proposed roadway
and bicycle and pedestrian project, and each project was placed into a scoring tier based on
overall score: High, Medium, or Low. Table 2 shows the scoring results for roadway projects,
including scoring tier by goal area, while Figure 1 is a map of project locations, with project
scores shown. Table 3 shows the scoring results for the bicycle and pedestrian projects and
Figure 2 is a map of the project locations with project scores shown.
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Table 1: Project Scoring Results
Goal Area Objectives
Prioritization
Measure
Project Scoring Method
+2 +1 0 -2
System
Safety
• Reduce the incidence and
rate of crashes
• Reduce severe injury and
fatal crashes
Vehicular Safety
Assessment
Has the potential to
improve safety at top
crash frequency or crash
rate intersection
Has the potential to
improve safety at any
intersection
Does not impact
safety at top crash
frequency or crash
rate intersection
Has the potential to
negatively impact
safety
• Reduce bicycle and
pedestrian crashes
Non-motorized
Safety
Assessment
Has the potential to
improve non-motorized
safety at top crash
frequency or crash rate
intersection
Has the potential to
improve non-motorized
safety at any
intersection
Does not impact non-
motorized safety at
top crash frequency or
crash rate intersection
Has the potential to
negatively impact
non-motorized
safety
• Maintain safety on transit
vehicles Policy Objective – Identify Strategies to Improve Transit Safety through Public Transportation Agency Safety Plans
Multi-modal
Connectivity
and
Accessibility
• Provide improved
connections to key
destinations across the
community
Connection to
Dense
Development
Nodes
Creates new, multi-
modal connection
between highest density
tier of land uses and
mixed uses
Creates new, multi-
modal connection
between 2nd highest
density tier land uses
and mixed uses
Does not create new,
multi-modal
connection to dense /
diverse land uses and
mixed uses
Removes multi-
modal connection to
dense / diverse land
uses and mixed
uses
• Increase the connectivity
of the bicycle and
pedestrian system
Multimodal
Connectivity
Enhances connection
between two or more
modes or connects two
existing facilities
Enhances connection for
non-motorized or transit
modes
No impact on
multimodal
connectivity for non-
motorized or transit
modes
Non-motorized or
transit connection is
removed, or barrier
to non-motorized or
transit modes is
created
• Continue to provide quality
public transit services
Transit
Operations and
State of Good
Repair
Supports existing transit
services and operations
or helps preserve transit
capital; or provides
enhanced transit
services.
No impact transit
services and
operations or helps
preserve transit
capital.
Negatively impacts
existing transit
services and
operations or helps
preserve transit
capital.
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188
Table 1 Continued
Goal Area Objectives
Prioritization
Measure
Project Scoring Method
+2 +1 0 -2
Economic
Vitality
• Identify transportation
strategies that support
economic development
projects
Economic
Development
Priorities
Project supports access
to regional economic
development priority site
No impact on access
to economic
development priority
sites
Project negatively
impacts access to
regional economic
development priority
site
• Identify transportation
strategies that provide
enhanced access to jobs
for low income residents
Equity Access to
Jobs
Directly supports
enhanced multimodal
access to lower-income
jobs or EJ residential
areas
No impact on access
to lower-income jobs
or EJ residential areas
Negatively impacts
access to lower-
income jobs or EJ
residential areas
• Provide active
transportation options that
promote the health and
well-being of residents
Active
Transportation
Elements
Project would encourage
walking or biking
Project would have no
significant impact on
walking or biking
• Provide access to tourist
destinations
Enhanced Tourism
Access
Enhances multimodal
access to identified
tourist destinations
No access impact to
identified tourist
destinations
Negatively impacts
multimodal access
to identified tourist
destinations
• Identify how transportation
can support affordable
housing
Access to
Affordable Housing
Provides enhanced
transit, bicycle, or
pedestrian access to
identified affordable
housing area
No impact to access
to identified affordable
housing area
Removes transit,
bicycle, or
pedestrian access
to identified
affordable housing
area
• Promote freight
connectivity and access
Access to Freight
Generators
Has potential to improve
freight access to highest
density tier of industrial
employment
No expected impact
on freight access
Has potential to
degrade freight
access to highest
density tier of
industrial
employment
System
Preservation
• Identify sufficient financial
resources to maintain all
Federal-Aid streets and
bridges in fair or good
condition
Project Enhances
Pavement or
Bridge Condition
Enhances pavement or
bridge condition of asset
in poor conditions
Enhances pavement or
bridge condition of asset
that will require
reconstruction by 2045
No impact to
pavement or bridge
condition
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189
Table 1 Continued
Goal Area Objectives
Prioritization
Measure
Project Scoring Method
+2 +1 0 -2
Environment
and System
Resiliency
• Promotes energy
conservation, especially for
non-renewable energy
sources
Vehicular Travel
Reduction
Anticipated to have a
measurable reduction in
vehicle-miles traveled
and vehicle-hours
traveled
Anticipated to have a
measurable reduction in
vehicle-miles traveled or
vehicle-hours traveled
Anticipated to have
limited impact to
vehicle-miles traveled
and vehicle-hours
traveled
Anticipated to have
a measurable
reduction in vehicle-
miles traveled and
vehicle-hours
traveled
• Transportation projects
should limit impacts to the
natural and build
environment
Project Impact
Screening
Anticipated project or
strategy would reduce
existing natural and built
environment impacts
Anticipated project
alignment would have
no impact to
environmental
resources of right-of-
way
Anticipated project
alignment would
impact
environmental
resources, or would
require significant
right-of-way
acquisition
• Invest in alternative and
renewable fuel
infrastructure when practical
Policy Objective – LRTP may identify strategies to improve renewable energy infrastructure
• Identify strategies to make
transportation infrastructure
more resilient to natural and
manmade events
Infrastructure
Resiliency
Improves resiliency to
natural events or
improves security
against manmade
events.
No impact to
resiliency or security.
Reduces resiliency
to natural events or
reduces security
against manmade
events.
Traffic
Operations
and System
Reliability
• Limit the emergence of
recurring congestion
Corridor Level of
Service
Improves traffic
operations for a location
operating at LOS D or
worse in 2045
Improves traffic
operations
No impact on traffic
operations
Degrades traffic
operations
• Improve travel reliability on
arterial roadways
Corridor Reliability
LOTTR
Improves reliability on a
corridor identified as
having reliability issues
Improves reliability on
an NHS or Interstate
route
No impact on
reliability
Negatively impacts
reliability on a
corridor identified as
having reliability
issues
• Support high-levels of
freight reliability on the state
highway system
Freight Reliability
TTTR
Improves freight
reliability on state
highway or Interstate
Corridor
No impact on freight
reliability
Negatively impacts
freight reliability on
a state highway or
Interstate Corridor
• Promote development
outside of flood prone areas Policy Objective – LRTP may identify strategies to promote development outside of flood prone areas
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190
Table 2: Roadway Projects
Project
ID Project Description Safety
Multimodal
Connectivity
and
Accessibility
Economic
Vitality
System
Preservation
Environment
and System
Resiliency
Traffic
Operations
and
System
Reliability Priority
1
Intersection geometric improvements, turn lane additions, long term
communications and signal upgrades. Include advanced warning for
rural intersections for northbound traffic.
High High High Low High Medium High
2 3-lane Urban Section on 13th St from Independence Ave to North Ave.
Roundabout at the intersection of Independence and 13th St. Medium Low Low Low Medium Medium Medium
4 Claude Avenue Extension as a 3-lane, Faidley to State. Roundabout at
Claude Avenue intersections with 13th and State. Low High Low Low Medium Medium Medium
5 Roundabouts or other intersection improvements. Lower volumes.
Discuss with Hall County. Potential Vision Project. Medium Low Low Low Medium Low Low
6 Advanced warning for rural intersections - consistent between Stuhr
and Shady Bend intersections. Discuss with NDOT. Medium Low Medium Low Medium Low Medium
7 Broadwell / UPRR grade separation. Medium High Medium Low Medium High High
8 Broadwell / BNSF grade separation and adjacent intersection
improvements. Medium Medium Low Medium Medium Medium Medium
9 Reconstruct Locust with improved access management, potential signal
communications and cabinet upgrades. High Low Low Medium Medium Low Medium
10 Medians for access control at Diers and Driveways. Coordinate with
Claude Ave Extension, provide roundabout at Claude / State. High Low Low Low High Medium Medium
11
Medians for access control at Diers and Driveways. Coordinate with
Claude Ave Extension, provide roundabout at Claude / 13th. Improve
pedestrian crossing access and markings.
High Low Low Low High Medium Medium
12
Medians for access control at Diers and Driveways. Coordinate with
Claude Ave Extension, provide roundabout at Claude / Faidley. Improve
pedestrian crossing access and markings.
High Low Low Low High Medium Medium
13 4-lane divided section between Faidley and grade separation project.
Alternative improvements would be acess control through this section. Low Low Low Low Low Medium Low
14 Restripe / remove on-street parking for 3-Lane section between grade
separation project and Anna. Low Low Medium Low Medium Medium Medium
15 Broadwell Avenue extension between Anna and Adams. Widen Fonner
Park Rd between Adams and Sylvan. Low High Medium Low Medium Medium Medium
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191
Table 2 Continued
Project
ID Project Description Safety
Multimodal
Connectivity
and
Accessibility
Economic
Vitality
System
Preservation
Environment
and System
Resiliency
Traffic
Operations
and
System
Reliability Priority
16 3-Lane Urban Section between Broadwell and Sky Park. Higher
priority phase is Broadwell to St Paul. Low Low Medium Medium Medium Medium Medium
17 EB Advanced warning for rural intersections - approaching Claude and
US 281. Discuss with NDOT. Medium Low Medium Low Medium Low Medium
18 3-Lane Urban Section. Likely not needed if East Bypass is
implemented. Low Low High High Medium Medium High
19 Intersection improvments (left turn lanes) at Hwy 34 / Wortmann
(College entrance). Re-evaluate need if East Bypass is implemented. Medium Low Low Low Medium Low Low
20 Stuhr Road / Sky Park grade separation from UPRR. Not needed if East
Bypass is implemented. Medium High Medium Low Medium Medium High
21 US 30 Bypass of Alda, consistent with Alda Comprehensive Plan.
Discuss with NDOT. Low Low Medium Low Low Medium Low
22 Intersection improvements or 3-lane section for State St between
Broadwell and Lafayette. Potential for school safety. High Low Low Low Medium Medium Medium
23 East Bypass - would be an NDOT project. Planning included in Build
Nebraska Act. Low Low High Low High High High
24 Capital Avenue widening to 3 lanes between North Road and
Engelman Road. Low Low Low Low Medium Medium Low
25 Old Potash widening to 3 lanes between North Road and Engelman
Road Low Low Low Medium Medium Medium Medium
26 Husker Highway widening to 3 lanes between Prairieview Street and
North Road Low Low Low Low Medium Medium Low
27 Stolley Park Road widening to 3 lanes between Locust St and Stuhr Rd Medium Low Medium Medium Medium Medium Medium
28 Capital Avenue grade separation at UPPR Medium Low Low Low Medium Medium Medium
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Table 3: Bicycle and Pedestrian Projects
Project
ID Project Description Safety
Multimodal
Connectivity
and
Accessibility
Economic
Vitality
System
Preservation
Environment
and System
Resiliency
Traffic
Operations
and System
Reliability Priority
1 John Brownell Trail to JBS Connection Low Low Medium Low Medium Low Medium
2 MidBlock Crossing by Library Medium Low Medium Low Medium Low Medium
3 Capital Ave Trail to Eagle Scout Park Connection Low High High Low High Low High
4 Shoemaker Trail to College / Med Center Connection Low High High Low Medium Low High
5 Morman Island Trail Low Low Low Low Medium Low Low
6 Stuhr Rd Connection Low Low Medium Low Medium Low Medium
7 Pedestrian visibility / safety for US 281 xing High Medium Medium Low Medium Low Medium
8 Downtown curb extensions High Medium High Low Medium Low High
9 Independence to NWHS trail Low Medium Low Low Medium Low Low
10 Rural US 281 Trail Low Low High Low Medium Low Medium
12 NW High School to State Street Trail Connection Medium Medium Low Low Medium Low Low
13 Fonner Park to Beltline Trail Medium High Medium Low Medium Low High
14 Warning signing on trail and street. Limited sight Medium Low Medium Low Medium Low Medium
15 Extend John Brownell Trail into Downtown Medium Medium Medium Low Medium Low Medium
16 Pedestrian crossing improvements near school High Low Medium Low Medium Low Medium
18 Augustine Park - Gates School - BuechlerPark Trail Medium Medium Low Low Medium Low Low
19 Claude Avenue Trail between Faidley and Capital Low Medium Low Low Medium Low Low
20 Enhanced Pedestrian Crossings at Trail and School Low Low Low Low Medium Low Low
21 Faidley to North Street Drainageway Trial Low Medium Low Low Medium Low Low
22 Enhanced pedestrian crossing to water park Low Medium Low Low Medium Low Low
23 Faidley Trail from Bike / Ped Plan High High Low Low Medium Low Medium
24 Stolley Park Trail Medium Medium High Low Medium Low High
25 Stolley Park to LE Ray Park Trail Low Low Low Low Medium Low Low
26 LE Ray to Riverway Trail Connection Low Low Low Low Medium Low Low
27 Crossing Over Spillway Low Medium Low Low Medium Low Low
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193
Project
ID Project Description Safety
Multimodal
Connectivity
and
Accessibility
Economic
Vitality
System
Preservation
Environment
and System
Resiliency
Traffic
Operations
and System
Reliability Priority
28 Riverway Trail Extension Low Low Low Low Low Low Low
29 Oak Street Shared Medium Medium Medium Low Medium Low Medium
30 Independence Avenue Trails Low Low Low Low Medium Low Low
31 Lariat Lane Low Low Low Low Medium Low Low
32 South Locust Street Trails Low Medium Medium Low Medium Low Medium
33 Kay Avenue Trails Low Low Low Low Medium Low Low
34 Nevada Avenue / Arizona Avenue Trails Low Low Low Low Medium Low Low
35 Custer Avenue Trails Low Low High Low Medium Low Medium
36 Adams Street Trails Medium Medium Medium Low Medium Low Medium
37 Capital Avenue Trails Low High Medium Low Medium Low Medium
38 20th Street East Trails Low Medium Medium Low Medium Low Medium
39 Hancock Avenue Trails Medium High High Low Medium Low High
40 State Street Trails High High Low Low Medium Low High
41 Stuhr Musuem-Prairie Pioneer Trails Low Low Medium Low Medium Low Medium
42 Wood River Trails Low Low High Low Low Low Medium
43 Cenral Community College / Husker Highway Trails Low Medium Medium Low Medium Low Medium
44 State Fair Boulevard / Bellwood Drive Trails Medium Medium Medium Low Medium Low Medium
45 St. Joe Trail / Highway 34 to Wildwood Drive rail to trail project Low Medium High Low Medium Low Medium
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194
Figure 1: Roadway Project Scoring Results
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195
Figure 2: Bicycle and Pedestrian Project Scoring Results
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APPENDIX F CURRENT TRANSPORTATION
IMPROVEMENT PROGRAM, 2021-2025F
HOME CONTENTS
APPENDIX AA APPENDIX DDAPPENDIX BB APPENDIX EEAPPENDIX CC APPENDIX FF
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Transportation Improvement Program
Fiscal Years 2021 – 2025
Grand Island Area
Metropolitan Planning Organization (GIAMPO)
Disclaimer The preparation of this report has been financed in part through funds from the Federal Highway Administration and Federal Transit Administration, U. S. Department of Transportation, under the Metropolitan Planning Program, Section 104(f) of Title 23, U.S. Code. The contents of this report do not necessarily reflect the official views or policy of the U.S. Department of Transportation.
Amendment No. 1 – Open for public comments from October 20 – November 4.
2021-2025 TIP – Approved on May 26, 2020 by the GIAMPO Policy Board (Resolution 2020-1)
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Table of Contents
Acronyms ......................................................................................................................... 1
Introduction ...................................................................................................................... 2
Purpose of the TIP ............................................................................................................. 3
Federal Requirements for Transportation Improvement Programs............................................ 3
Time Period .................................................................................................................. 3
Public Comments ........................................................................................................... 3
Specific Project Information ............................................................................................ 3
Consistency with the Long Range Transportation Plan ....................................................... 3
Financial Constraint ....................................................................................................... 4
Process for Including Projects in the TIP........................................................................... 4
Status of Projects from the previous TIP ........................................................................... 4
Transportation Control Measures and Air Quality .............................................................. 4
The Metropolitan Planning Organization Structure ................................................................ 4
Current Membership of the Policy Board .......................................................................... 4
Current Membership of the Technical Advisory Committee ................................................ 5
Geographic Area the TIP Covers ......................................................................................... 5
Transportation Improvement Program (TIP) ......................................................................... 5
Statewide Transportation Improvement Program (STIP) ........................................................ 6
Conformance with Long Range Transportation Plan .............................................................. 6
Types of Projects included in the TIP ................................................................................... 7
Project Selection ............................................................................................................... 7
Maintenance and Operation of Current Transportation Systems............................................... 7
Public Transportation Project Prioritization Process ............................................................... 8
Financial Plan Statement .................................................................................................... 8
Public Involvement Process ................................................................................................ 8
Annual Listing of Projects .................................................................................................. 9
Congestion Mitigation and Air Quality (CMAQ) ................................................................... 9
National Performance Management Measures ....................................................................... 9
Safety ......................................................................................................................... 10
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Infrastructure ............................................................................................................... 10
System Performance ..................................................................................................... 11
Transit Asset Management ............................................................................................ 11
Revising an Approved TIP/STIP ....................................................................................... 12
Amendments ............................................................................................................... 12
Administrative Modifications ........................................................................................ 12
Appendix A – Highway Projects……………………………………………………………… A-1
Appendix B – Transit Projects………………………………………………………………… B-1
Appendix C – Self-Certification of the MPO Transportation Planning Process……………… C-1
Appendix D – Comments........................................................................................................... D-1
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1 | Page
Acronyms
AC Advanced Construction CMAQ Congestion Mitigation and Air Quality Program DOT Department of Transportation EA Earmark
GIAMPO Grand Island Area Metropolitan Planning Organization HSIP Highway Safety Improvement Program FAST Act Fixing America’s Surface Transportation Act
FHWA Federal Highway Administration FTA Federal Transit Administration MAP-21 Moving Ahead for Progress in the 21st Century Act MPO Metropolitan Planning Organization NDOT Nebraska Department of Transportation NHPP National Highway Performance Program STIP Statewide Transportation Improvement Program
TAM Transit Asset Management TIP Transportation Improvement Program TPM Transportation Performance Management USDOT United States Department of Transportation YOE Year of Expenditure 3-C Continuing, Cooperative, and Comprehensive
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Introduction
The Transportation Improvement Program (TIP) for the Grand Island Area Metropolitan Planning Organization (GIAMPO) Metropolitan Planning Area is a staged, five-year schedule of transportation improvements using (or expected to use) Federal Highway Administration (FHWA) or Federal Transit Administration (FTA) funding, state funds, and other projects that have significant system impacts. The TIP is developed cooperatively by the GIAMPO Technical Advisory Committee and agencies within the GIAMPO Metropolitan Planning Area including City of Grand Island Public Works Department, Hall County Public Works Department, Merrick County Highway Department, Village of Alda, Nebraska Department of Transportation (NDOT), and others agencies as transportation related projects are developed. The GIAMPO Metropolitan Planning Area (MPA) is illustrated in Figure 1.
Figure 1 – GIAMPO Metropolitan Planning Area
Federal regulations require that each urbanized area, as a condition to receive federal capital or
operating assistance, have a continuing, cooperative, and comprehensive (3-C) transportation planning process. The Metropolitan Planning Organization (MPO) is the organization designated to carry out the 3-C process which results in plans and programs that are consistent with the
comprehensively planned development of the urbanized area. The TIP, along with the Long Range Transportation Plan, is a key element of this process. The Moving Ahead for Progress in the 21st Century Act (MAP-21) became law in 2012 which authorizes surface transportation
programs and continues the basic planning requirements. The Fixing America’s Surface Transportation Act (FAST Act), became law in 2015 and continues the Metropolitan Planning programs. These programs continue the requirement for a cooperative, continuous, and comprehensive framework for making transportation investment decisions in metropolitan areas
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and the joint oversight by the Federal Highway Administration (FHWA) and the Federal Transit
Administration (FTA). In order to remain eligible for federal transportation funding, the planning process must demonstrate that the GIAMPO Metropolitan Planning Area is in compliance with all federal requirements for metropolitan transportation planning.
Purpose of the TIP
The primary purpose of this document is to provide information to FHWA, FTA, NDOT, transportation agencies, and citizens regarding the TIP development process which:
• Depicts the GIAMPO priorities for the expenditure of federal funds for all transportation funding categories by federal fiscal year including highway and public transportation projects;
• Provides assurance to the FHWA that the project selection process has been carried out in accordance with federal requirements, Section 134 of Title 23, U.S. Code, as amended; and
• Demonstrates that the TIP is financially feasible. Federal Requirements for Transportation Improvement Programs
The planning and programming regulations include specific requirements for development and content of TIPs which are summarized below and addressed within this document. Time Period The TIP is to cover at least a four-year period and be updated at least every four years. The financial and project tables included in this document cover FY 2020–2024. NDOT and the MPOs have established an annual update cycle for the TIP. GIAMPO on an annual basis must
submit an approved TIP to NDOT prior to June 15. Public Comments
The TIP process is to provide opportunity for public review and comment on the TIP. GIAMPO’s transportation planning process allows for public involvement at various points within the transportation plan and program development. GIAMPO’s Public Participation Plan was adopted
on November 24, 2015. Specific Project Information The TIP is to list capital and non-capital surface transportation projects to use a variety of federal funds or regionally significant projects requiring FHWA or FTA action. For each project or project phase the TIP shall include sufficient descriptive material including description, location, length, total cost, amount of federal funds, and responsible agency. Line items may be used for projects that are not considered to be of appropriate scale for individual identification. A complete detailed project listing is organized by project type for each project. Consistency with the Long Range Transportation Plan
Each project or project phase in the TIP is to be consistent with the Long Range Transportation Plan, its goals, and performance measures. For each project included in the detailed project listing, GIAMPO staff cross-checks with the Long Range Transportation Plan to ensure
consistency.
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Financial Constraint
The TIP is to include a financial plan including system level estimates of costs and revenue sources that are reasonably expected to be available to adequately operate and maintain federal-aid highways and public transportation. The financial plan is shown on page 14, which
summarizes the TIP financial resources. Process for Including Projects in the TIP
The TIP should specify the process to identify projects for inclusion in the TIP in coordination with the Long Range Transportation Plan. GIAMPO’s process annually coordinates with NDOT and local agencies to program projects in the TIP.
Status of Projects from the previous TIP The TIP should list major projects from the previous TIP that were implemented or delayed. Each section lists projects under construction, completed, delayed, or moved out of the current programming period. Transportation Control Measures and Air Quality The Grand Island Area Metropolitan Planning Area is in conformance for air quality and the state
does not require a State Implementation Plan for meeting Clean Air Act requirements. The Metropolitan Planning Organization Structure
The governor designates the MPOs for urban areas in the state to be responsible for carrying out the urban transportation planning process through the development of a Long Range Transportation Plan and TIP. GIAMPO is the designated MPO for the Metropolitan Planning Area which includes the City of Grand Island, Village of Alda, and portions of Hall and Merrick Counties. The MPO is composed of elected and appointed officials representing local, state, and federal governments and agencies having interest or responsibility in land use planning, the quality and the location of transportation facilities, transportation safety issues on all roads, and better planning and designs. The Mayor of the City of Grand Island Area is the “Chair” of the GIAMPO Policy Board. Under
the Mayor, the MPO functions through a committee structure consisting of the GIAMPO Policy Board, GIAMPO Technical Advisory Committee, subcommittees which may be created to assist the Technical Advisory Committee on various local transportation issues, and MPO
administrative staff to establish and approve the Long Range Transportation Plan, TIP, and other work of the MPO. The GIAMPO Policy Board is composed of elected and appointed officials representing local, state, and federal governments or agencies having interest or responsibility in the comprehensive transportation planning process. Below is the current membership of the GIAMPO Policy Board and Technical Advisory Committee. Current Membership of the Policy Board Roger G. Steele, Mayor City of Grand Island Mitch Nickerson, Councilman City of Grand Island Julie Hehnke, Councilwoman City of Grand Island Clay Schutz, Councilman City of Grand Island Ron Peterson, District 7 Supervisor Hall County Board of Supervisors Gary Quandt, District 6 Supervisor Hall County Board of Supervisors
Pat O'Neill, Chairman Hall County Planning Commission Kyle Schneweis, Director Nebraska Department of Transportation
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Joseph Werning, Division Administrator FHWA Nebraska Division (Ex-Facto)
Mokhtee Ahmad, Regional Administrator FTA Region VII (Ex-Facto) Current Membership of the Technical Advisory Committee Voting Jerom Janulewicz, City Administrator City of Grand Island
Chad Nabity, Director Hall County Regional Planning Dept. John Collins, Public Works Director City of Grand Island Keith Kurz, Director of Engineering Services City of Grand Island Charley Falmlen, Transit Program Manager City of Grand Island Craig Wacker, Highway Planning Manager Nebraska Department of Transportation Wes Wahlgren, District 4 Engineer Nebraska Department of Transportation Steve Riehle, Public Works Director Hall County Mike Meyer, Highway Superintendent Merrick County Romana Schafer, Clerk/Treasurer Village of Alda Mike Olson, Executive Director Central Nebraska Regional Airport
Non-Voting Justin Luther, Trans. Planner, Realty, Civil Rights Federal Highway Administration Logan Daniels, Transportation Program Specialist Federal Transit Administration - VII
Daniel Nguyen, Community Planner Federal Transit Administration - VII Jodi Gibson, Local Projects Engineer Nebraska Department of Transportation VACANT, Assistant Planning Engineer Nebraska Department of Transportation
Sara Thompson Cassidy Union Pacific Railroad Bentley Tomlin Burlington Northern Santa Fe Railroad Cindy Johnson Grand Island Chamber of Commerce Mary Berlie Grand Island Area Economic Development Corporation Patrick Brown, Finance Director City of Grand Island Shannon Callahan, Street Superintendent City of Grand Island Geographic Area the TIP Covers
The Metropolitan Planning Area is the geographic area in which the metropolitan transportation
planning process must be carried out. The boundaries of the Metropolitan Planning Area are determined by agreement between the Governor and the MPO. The GIAMPO Metropolitan Planning Area encompasses the City of Grand Island, Village of Alda, and portions of Hall and
Merrick Counties. Transportation Improvement Program (TIP)
The TIP is a programming document that identifies the timing and funding of all highway, bridge,
transit, bicycle, and pedestrian transportation projects scheduled for implementation in the MPO planning area over a four -year period using federal transportation funds and is annually coordinated with the State-TIP process. According to federal regulations governing transportation
planning, the TIP is to be a staged multi-year program of transportation improvement projects that "shall cover a period of not less than four years and be consistent with the urban area transportation plan."
The TIP is directly related to the City’s, County's, and State’s Capital Improvement Programs which are brought forward at this time each year. The TIP identifies funding amounts by source
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of funding, jurisdictional responsibility, type of project, and year of funding for these projects.
This program is a listing of priority projects which are to be carried out within the next five fiscal years which include FY 2020-2021, 2021-2022, 2022-2023, 2023-2024 and 2024-2025. Projects planned for implementation beyond this time frame are not listed in this program since local
funding may be tentative and federal funds for these projects cannot be obligated. The TIP reflects the priorities and direction of the region and its state and federal partners in the
transportation planning process. Projects identified in the TIP must be consistent with the projects or goals and objectives identified in the current Long Range Transportation Plan for the Grand Island metropolitan region. The TIP is part of the MPO’s effort to establish and maintain the planning process required by the federal government as a condition for receipt of federal transportation funding. This program of projects depicts the MPO’s priorities for the expenditure of federal funds for all transportation funding categories by federal fiscal year including highway and public transportation projects. The TIP document may also include, for informational purposes, non-federally funded projects occurring in the planning area. The federal government regulations require the TIP to be updated and adopted by the local MPO at least every four years. Statewide Transportation Improvement Program (STIP)
The TIP becomes part of the State Transportation Improvement Program (STIP) by reference and the frequency and cycle for updating the TIP is compatible with STIP development and approval process. NDOT and the Nebraska MPOs have established an annual update cycle. The STIP begins as a compilation of the regional TIPs that have been adopted by the MPOs and develops into a comprehensive list of all highway (state or local) and all transit (capital or operating) projects in urban and rural areas that propose to use federal funds. All federally funded projects proposed to begin between October 1st and September 30th from all of the regional TIPs across the state are included in this STIP including federally funded projects in rural areas. The STIP is updated every year and is to include a minimum four year listing of federal-aid projects for approval by FHWA and FTA. Conformance with Long Range Transportation Plan
All projects were drawn from, or are consistent with, the GIAMPO Long Range Transportation Plan (Journey 2040), Regional Transit Needs Assessment and Feasibility Study, State Transportation Plans and Needs Studies, and the recommendations of local governments and citizens for the TIP. The projects reflect community goals and objectives and are assigned to the appropriate staging period based on the area’s priorities, the individual project urgency, and the anticipated funding capabilities of the participating governments. The TIP document was developed in conformance with the Long Range Transportation Plan for GIAMPO. A review was undertaken to ensure transportation projects programmed in the TIP were found to be consistent with the Long Range Transportation Plan. The Long Range Transportation Plan was adopted by GIAMPO on April 26, 2016. The development of the Long Range Transportation Plan included a needs assessment and financial analysis and discussed the social, economic, and environmental impacts to consider when developing new transportation projects, and where environmentally sensitive areas are located in relation to projects identified in the horizon years or 2025 and 2040. The Long Range Transportation Plan was transmitted to NDOT and to FHWA and FTA.
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Types of Projects included in the TIP
Federal regulations require that any transportation project within the Metropolitan Planning Area that is to be funded with U.S. Department of Transportation funds must be included in the TIP. The types of projects listed below are eligible for federal funding: a. Projects on the federal-aid system (road and bridge construction, reconstruction, resurfacing, restoration, rehabilitation, etc.).
b. Public transportation (vehicle maintenance and operations, capital improvement projects, public transit system construction, etc.).
c. Projects that are not on the federal-aid system, but may be eligible for federal funding for other reasons (e.g., bridge projects, bicycle and pedestrian facilities, etc.). The projects, however, must be linked to the transportation network.
d. Regional projects requiring FHWA or FTA action or projects having significant regional impacts. Project Selection
GIAMPO’s process for including projects in the TIP is the means by which projects move from the current Long Range Transportation Plan (LRTP) into the TIP for implementation. This process entails annual coordination with NDOT and local agencies to identify projects for programming in the TIP. Projects listed in the TIP typically originate in the LRTP developed by the MPO in cooperation with the respective implementing agencies involved in the planning process. Implementing agencies carry out the LRTP’s specific elements through the TIP process. As a result, the TIP serves as a strategic management tool to accomplish the objectives of the Long Range Transportation Plan.
Project prioritization is an important element of the TIP, especially since the demand for federal-aid transportation projects usually exceeds the level of federal funds available for use. State highway projects in the TIP have been prioritized by NDOT. Local federal-aid improvement
projects programmed by the City of Grand Island, Hall County, Merrick County Village of Alda, and coordinating agencies have been dependent on the availability of competitive funding using the federal Highway Safety Improvement Program, Set Aside from Surface Transportation Block Grant Program (Transportation Alternatives), and FTA funds. Other selected projects are accomplished through a coordinated effort among all parties to advance projects which preserve the existing system, increase safety and efficiency of the transportation system, improve vehicle mobility and connectivity, protect and enhance the environment, and support quality of life. Readiness to proceed and financial capacity is also considered in project selection. Maintenance and Operation of Current Transportation Systems
The highest priority in the selection of projects for the TIP is to ensure the adequate reconstruction, maintenance, and operation of the current transportation system. NDOT is programming two (2) projects for highway resurfacing, one (1) project for repairs/overlays to
three US-30 bridges, and construction of a 4-lane divided roadway on new alignment for a section of US-30. The City of Grand Island is programming one (1) project programmed for safety and operational improvements at the Broadwell Avenue, State Street, and Eddy Street intersection and one (1) project to widen a section of Old Potash Highway and three (3) projects to widen sections of North Road and a (1) Planning and Environmental on Broadwell Ave./ UPRR.
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Public Transportation Project Prioritization Process
Public transportation projects are funded with a mix of local, state, and federal funds. The public transportation element of the TIP includes projects for the City of Grand Island’s Transit Program that collectively constitutes the Program of Projects (POP) for the City of Grand Island’s Transit Program. Approval of the TIP includes the approval of the POP for the City of Grand Island’s Transit Program. The public involvement procedures used for TIP development and amendments are used to satisfy the POP requirements for FTA Section 5307 (urban) funding. In 2012, the City of Grand Island became the designated recipient to receive FTA Section 5307 funds. In 2013, the City of Grand Island and Hall County entered into an interlocal agreement for Hall County to continue to provide public transit services using unexpended FTA Section
5311(rural) funds during a transitional period. In April 2016, the City of Grand Island approved an interlocal agreement where the City of Grand Island would provide public transit services within the City of Grand Island and Hall County through a contract with a public transportation
services provider up to a three year period. This interlocal agreement was renewed in April 2019 for a term of one year with an automatic renewal thereafter for successive terms of one year each unless either the City of Grand Island or Hall County provides written notice not less than 90
days prior to the termination of the then current term. In December 2017, GIAMPO completed a Regional Transit Needs and Feasibility Study, and it recommended a preferred alternative for a five year planning horizon within the Grand Island urbanized area. This plan will be used by the City of Grand Island Transit Program to plan and program transit projects in the TIP. Financial Plan Statement
The projects identified in the TIP are financially constrained, meaning they can be implemented using current and proposed revenue sources based on the programs contained in the TIP. The
expected and anticipated revenue sources are, therefore, reasonably expected to be in place when needed. Revenues for federally funded projects during each year are shown in the Financial Plan on page 14.
Public Involvement Process
The transportation planning process allows for public involvement at various points within the transportation plan and program development. This involves a series of steps from the adoption of
the MPO Long Range Transportation Plan that is coordinated with the programming of projects and again for the actual construction of the transportation facilities. The critical decision points in the transportation planning process are: 1) the development of at least a 20 year transportation
plan, 2) the street improvement program which identifies priorities for planned projects, 3) the development of capital improvement programs for a period of four to six years, 4) project design and project construction. The first two steps are included in the long range planning process, the
third step consolidates the capital improvement programs of the City of Grand Island, Hall County, Merrick County, Village of Alda, and NDOT with the MPO TIP and the last step is the specific project design and development. The City of Grand Island, Hall County, Merrick County, and Village of Alda each have an established procedure for adopting improvement programs. Their processes include review by the County Planning Commission for compliance with the Comprehensive Plan and formal advertised public hearings before the Planning Commission and City Council or County Board. The consolidation of these improvement programs is coordinated in the TIP as reviewed by the GIAMPO Technical Advisory Committee before it is released for the public review and comment
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period. The public comments are summarized, including how the comments were addressed, and
incorporated in the TIP. The GIAMPO Policy Board reviews, approves, and submits the TIP to NDOT for inclusion in the STIP. Annual Listing of Projects
Pursuant to the provisions of 23 U.S.C. 134(j)(7)(B) and 49 U.S.C. 5303(c)(5)(B), the MPO has published an annual listing of projects for which federal funds have been obligated in the preceding year. These are listed in the TIP by jurisdiction within each section. The published document is available for public review from the MPO and on the MPO website under the TIP Section. Congestion Mitigation and Air Quality (CMAQ)
Federal legislation provides funds to be utilized in the Clean Air Act for non-attainment and maintenance areas for transportation programs and projects that contribute to attainment of National Ambient Air Quality Standards. Since the GIAMPO Metropolitan Planning Area is in compliance with the latest air quality standards, the MPO does not specifically program for CMAQ funding. National Performance Management Measures
With the passing of MAP-21 transportation bill, and continuing in the FAST Act, State departments of transportations (State DOT) and MPOs are required to use a performance based
planning and programming approach as part of the Transportation Performance Management (TPM) program. TPM is defined as a strategic approach that uses system information to make investment and policy decisions to achieve national performance goals.
As part of TPM, FHWA and FTA issued Final Rules that include National Performance Management Measures at the system level that the State DOTs and MPOs are required to incorporate into their planning processes. The applicable National Performance Management Measures to MPOs include the following:
• Safety (PM-1). Highway Safety Improvement Program/Safety Performance Management Measures [23 CFR § 924, 23 CFR § 490]
• Infrastructure (PM-2). Assessing Pavement Condition for the National Highway Performance Program and Bridge Condition for the National Highway Performance
Program [23 CFR § 490]
• System Performance (PM-3). Assessing Performance of the National Highway System, Freight Movement on the Interstate System, and Congestion Mitigation and Air Quality Improvement Program [23 CFR § 490]
• Transit Asset Management (TAM) is established to evaluate the state of good repair of transit provider capital assets for safety and operations [49 CFR § 625, 630]. Each of the above National Performance Management Measures consists of a series of performance measures and corresponding target setting requirements. When State DOTs and/or transit providers have set targets, MPOs must establish performance targets at the regional level
within 180 days. MPOs have the option to set its own regional targets, or to support the targets established by State DOTs and/or transit providers.
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Safety
FHWA published the Highway Safety Improvement Program and Safety Performance Management Measures (PM-1) Final Rules in the Federal Register on March 15, 2016. The Safety Performance Management Measures rule supports the Highway Safety Improvement
Program (HSIP), as it establishes five safety performance measures to carry out the HSIP and to assess serious injuries and fatalities on all public roads. State DOTs are required to establish safety (HSIP) targets for all five performance measures by August 31 of each year.
GIAMPO has agreed to support the state’s annual (CY 2020) safety performance targets set in August 2019. The targets are:
GIAMPO supports these targets by reviewing and programming HSIP projects within the
Metropolitan Planning Area. Working in partnership with local agencies, NDOT safety investments were identified and programmed which will construct effective countermeasures to reduce traffic fatalities and serious injuries. NDOT projects chosen for HSIP investment are based
on crash history, roadway characteristics, and the existence of infrastructure countermeasures that can address the types of crashes present. Infrastructure Assessing Pavement Condition for the National Highway Performance Program and Bridge Condition for the National Highway Performance Program (PM-2) was identified in the FHWA Final Ruling published in the Federal Register on January 18, 2017 (82 FR 5886). This rule establishes six performance measures to assess the condition of pavement and bridges on the National Highway System (NHS) to carry out the National Highway Performance Program. State DOTs are required to establish pavement and bridge condition targets by May 20 every four years. GIAMPO has agreed to support the state’s 4-year performance period (CY 2018-2021) pavement and bridge performance targets set in May 2018. The targets are:
GIAMPO will review and program pavement and bridge projects within the Metropolitan Planning Area to contribute toward the accomplishment of these targets.
Performance Measure Target Number of Fatalities 239
Rate of Fatalities per 100 million vehicle miles traveled (VMT) 1.14
Number of Serious Injuries 1,442
Rate of Serious Injuries per 100 million VMT 6.8
Number of Non-motorized Fatalities and Non-
motorized Serious Injuries
133
Performance Measure Target % of Interstate pavements in Good condition At least 50%
% of Interstate pavements in Poor condition No more than 5%
% of non-Interstate NHS pavements in Good condition At least 40% % of non-Interstate NHS pavements in Poor Condition No more than 10%
% of NHS bridges by deck area classified as in Good condition At least 55% % of NHS bridges by deck area classified as in Poor condition No more than 10%
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System Performance
Assessing Performance of the National Highway System, Freight Movement on the Interstate System, and Congestion Mitigation and Air Quality Improvement Program (PM-3) was identified in the FHWA Final Ruling, published in the Federal Register on January 18, 2017 (82 FR 5970).
This rule establishes performance measures to assess the performance of the Interstate and non-Interstate NHS to carry out the National Highway Performance Program, freight movement on the Interstate system to carry out the National Highway Freight Program, and traffic congestion
and on-road mobile source emissions for the purpose of carrying out the Congestion Mitigation and Air Quality Improvement (CMAQ) Program. There are two performance measures to assess system performance of the NHS, one performance measure to assess freight movement on the Interstate system, two performance measures to assess traffic congestion under the CMAQ program, and one performance measure to assess total emissions reductions by applicable pollutants under the CMAQ program. State DOTs are required to establish system performance, freight, and CMAQ targets by May 20 every four years. GIAMPO has agreed to the support the state’s 4-year performance period (CY 2018-2021) system performance and freight performance targets set in May 2018 (Nebraska exempt from CMAQ measures this performance period). The targets are:
GIAMPO will review and program system performance and freight projects within the Metropolitan Planning Area to contribute toward the accomplishment of these targets. Transit Asset Management FTA issued a Final Rule on transit asset management (TAM) plans to evaluate the state of good repair of transit provider capital assets for safety and operations. Recipients of public transit funds–which include states, local authorities, and public transportation operators–are required to establish targets for state of good repair performance measures; to develop transit asset management and transit safety plans; and to report on their progress toward achieving targets. Public transportation operators are directed to share information with MPOs and states so that all plans and performance reports are coordinated.
The Rule, “Transit Asset Management; National Transit Database,” went into effect on July 26, 2016 with the TAM plan due for transit by October 1, 2018. Transit target setting repeats annually and plans are updated every four years. The City of Grand Island (transit provider)
participates in a group TAM plan, which is sponsored by NDOT. GIAMPO has agreed to establish state of good repair performance targets, which are the same targets established by NDOT and the City of Grand Island. NDOT set its targets on January 1, 2017, and the City of Grand Island set its targets on May 23, 2017. The targets are:
Performance Measure Target % of Person-Miles Traveled on the Interstate that are Reliable 98.6%
% of Person-Miles Traveled on the non-Interstate NHS that are Reliable 92.6%
Freight Reliability 1.10
Category Class Default *ULB Performance Target Rolling Stock Cutaway bus 10 years 50% of fleet exceeds default ULB
Minivan 8 years 50% of fleet exceeds default ULB
Van 8 years 50% of fleet exceeds default ULB
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GIAMPO supports these targets by reviewing and programing transit projects relating to capital assets within the Metropolitan Planning Area. Revising an Approved TIP/STIP
Revisions are changes to a TIP/STIP that occur between their annual publications. There are two types of changes that occur under the umbrella of revision. The first is a major revision or
“Amendment”. The second is a minor revision or “Administrative Modification”. Amendments
An amendment is a revision to a TIP/STIP that involves a major change to a project included in the TIP/STIP. Amendments requires public review and comment and demonstration of fiscal constraint. There are four main components that can be used to determine whether a project change rises to the level of an amendment:
• Project costs: Amendments are required whenever the federal-aid amount changes by
20% or $2 million, whichever is greater. For computing the % change, standard rounding procedures will be used; 19.50% and greater is considered to be 20% and therefore would require an amendment.
• Additions/Deletions: Projects or phases of projects which are added or deleted from the first four years of the TIP/STIP will be processed as amendments (excluding grouped
projects).
• Funding sources: Adding federal funding sources or changing from one federal funding category to another (including converting advanced construction) will require an amendment.
• Scope and termini changes: Substantial changes to project scope shown in the approved STIP or project termini changes greater than 0.25 mile will require an amendment.
Administrative Modifications A minor revision to a TIP or STIP is an administrative modification. It includes minor changes to projects, including projects using advanced construction (AC) procedures, already included in the
TIP. Administrative modifications may be made at any time and do not require public review or Policy Board action. However, GIAMPO must demonstrate financial constraint. This includes changes such as clarifying project descriptions, reducing project costs, minor adjustments to
project budgets or clerical mistakes. The following components should be used to determine if a change can be processed as an
administrative modification:
Equipment Automobile 8 years 75% of fleet exceeds default ULB Facilities Admin/Storage 40 years 70% of facilities rated under 3.0 on TERM scale
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• Project costs: Projects in which the federal-aid and/or AC amount has been changed by less than 20% or $2 million, whichever is greater, can be processed with an administrative modification. For purposes of this calculation federal-aid and AC amounts
will be combined.
• Additions/Deletions: Projects or phases of projects added to group listings explained earlier will be processed as administrative modifications.
• Schedule changes: Changes in schedules to projects which are included in the first four years of the TIP/STIP will be considered administrative modifications
• Funding sources: Redistribution of federal funding or AC among funding sources already listed with the project can be done with an administrative modification.
• Scope and termini changes: Minor changes to project scope and termini changes of less than 0.25 mi. can be made with an administrative modification. Project termini not
consistent with the Long Range Transportation will require an amendment.
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Grand Island Regular Session - 2/23/2021 Page 346 / 372
A-1 | PageGrand Island Area Metropolitan Planning Organization Transportation Improvement Program FY 2021-2025 Appendix A – Highway ProjectsGrand IslandRegular Session - 2/23/2021Page 347 / 372
Grand Island Area Metropolitan Planning OrganizationTransportation Improvement Program for FY 2020‐2024State Agency Sponsored ProjectsTIP #:2016‐004State ID:41704Project #:S‐30‐4(1046)Project Name:US‐281 West, Grand IslandDescription4 lane divided roadway on new alignmentHWY: US‐30Length (SLM): 3.7Project Sponsor: NDOTDistrict #: 4A/Q Status: ExemptYOEFund TypeFund DescriptionEstimate ($1,000)2022 Local Grand Island $1472022 State NDOT $2,2042023 Local Grand Island $5082023 State NDOT $3,8632024 Local Grand Island $2,1902024 State NDOT $23,054Total Project Estimate$31,966Notes:This project was moved from FY 2022 to FY 2024.PELocation: US‐30 from 1.4 mi west of Grand Island to 0.4 mi west of US‐281. Begin RP ‐ 308.84PhasePEROWROWCONST/CECONST/CE______________________A-1 | PageGrand IslandRegular Session - 2/23/2021Page 348 / 372
Grand Island Area Metropolitan Planning OrganizationTransportation Improvement Program for FY 2020‐2024State Agency Sponsored ProjectsTIP #:2016‐008State ID:42776Project #:NH‐30‐4(162)Project Name:In Grand Island BridgesDescriptionHWY: US‐30Length (SLM): 0.4Project Sponsor: NDOTDistrict #: 4A/Q Status: ExemptYOEFund TypeFund DescriptionEstimate ($1,000)2019 State NDOT$2902020 State NDOT$272021 Local Grand Island$1972021 Federal NHPP$4,0072021 State NDOT$969Total Project Estimate$5,490Notes:PE in YOE 2019 and ROW in YOE 2020 is not reflected in Financial Constraint Table. This project is in progress.Location: Three US‐30 Bridges in Grand Island (Jct US‐30/US‐281/N‐2 bridge and from Old Lincoln Hwy to Grant St), RP ‐ 313.66PEROWCONST/CECONST/CEPhaseCONST/CE3‐bridge repair/overlays, sealing, approach slabs, mill, resurface roadway______________________A-2 | PageGrand IslandRegular Session - 2/23/2021Page 349 / 372
Grand Island Area Metropolitan Planning OrganizationTransportation Improvement Program for FY 2020‐2024State Agency Sponsored ProjectsTIP #:2018‐001State ID:42787Project #:NH‐2‐4(112)Project Name:Cairo ‐ Grand IslandDescriptionResurfacingHWY: N‐2Length (SLM): 12.5Project Sponsor: NDOTDistrict #: 4A/Q Status: ExemptYOEFund TypeFund DescriptionEstimate ($1,000)2019State NDOT$5852020State NDOT$02021Local Grand Island$2,0802021Federal NHPP$11,3362021State NDOT$1,667Total Project Estimate$15,668Notes:PE in YOE 2019 and ROW in YOE 2020 is not reflected in Financial Constraint Table. This project is in progress.CONST/CECONST/CELocation: N‐2 from Cairo southeast to US‐281 in Grand Island, RP ‐ 343.73PhasePEROWCONST/CE______________________A-3 | PageGrand IslandRegular Session - 2/23/2021Page 350 / 372
Grand Island Area Metropolitan Planning OrganizationTransportation Improvement Program for FY 2020‐2024State Agency Sponsored ProjectsTIP #:2020‐001State ID:42819Project #:NH‐34‐4(134)Project Name:In Grand Island & South (SB)DescriptionResurfacingHWY: US‐34Length (SLM): 5.4Project Sponsor: NDOTDistrict #: 4A/Q Status: ExemptYOEFund TypeFund DescriptionEstimate ($1,000)2021 State NDOT $4182022 Federal NHPP $4,0702022 State NDOT $1,018Total Project Estimate$5,506Notes:Project is in progress.CONST/CELocation: US‐34 from 2.2 mi south of Grand Island north to N Jct US‐281 / W Jct N‐2, RP ‐ 226.74PhasePECONST/CE______________________A-4 | PageGrand IslandRegular Session - 2/23/2021Page 351 / 372
Grand Island Area Metropolitan Planning OrganizationTransportation Improvement Program for FY 2020‐2024State Agency Sponsored ProjectsTIP #:2020‐002State ID:42891Project #:MISC‐40(65)Project Name:District 4 Wetland BankDescriptionHWY:Length (SLM): 0.0Project Sponsor: NDOTDistrict #: 4A/Q Status: ExemptYOEFund TypeFund DescriptionEstimate ($1,000)2021 State NDOT $2302022 State NDOT $898Total Project Estimate$1,128Notes:This project is in progress.Survey, design, construct and monitor a wetland mitigation siteLocation: Adjacent to existing Mormon Island Mitigation Bank, RP ‐ 0.00PhasePECONST/CE______________________A-5 | PageGrand IslandRegular Session - 2/23/2021Page 352 / 372
Grand Island Area Metropolitan Planning OrganizationTransportation Improvement Program for FY 2020‐2024State Agency Sponsored ProjectsTIP #:2020‐003State ID:42894Project #:ELEC‐80‐6(1047)Project Name:West Grand Island InterchangeDescriptionHWY: I‐80Length (SLM): 1.5Project Sponsor: NDOTDistrict #: 4A/Q Status: ExemptYOEFund TypeFund DescriptionEstimate ($1,000)2019 State NDOT $272020 State NDOT $1,018Total Project Estimate$1,045Notes:PE in YOE 2019 and CONST/ CE in YOE 2020 is not reflected in Financial Constraint Table. This project is in progress.CONST/CEBuild new high mast lighting towers, install buried cable & control boxesLocation: I‐80 at the Grand Island Interchange, RP ‐ 311.50PhasePE______________________A-6 | PageGrand IslandRegular Session - 2/23/2021Page 353 / 372
Grand Island Area Metropolitan Planning OrganizationTransportation Improvement Program for FY 2020‐2024State Agency Sponsored ProjectsTIP #:2021‐008State ID:42911Project #:HSIP‐80‐7(170) Project Name:Grand Island Area BridgesDescriptionHWY: I‐80Length (SLM): 4.52Project Sponsor: NDOTDistrict #: 4A/Q Status: ExemptYOEFund TypeFund DescriptionEstimate ($1,000)2020PE State NDOT$82021Const/CEState NDOT$1762021Const/CEFederal HSIP$1,585Total Project Estimate$1,770Notes: PE in YOE 2020 is not reflected in Financial Constraint Table. This project is in progress.Add High Friction Surface Treatment to bridges and Horizontal curves on I80Location: (13)Bridges on I80 near the Grand Island InterchangePhase______________________A-7 | PageGrand IslandRegular Session - 2/23/2021Page 354 / 372
Status of Previous Years for State Agency Sponsored ProjectsProject Sponsor TIP ID Project Name Location Description YOE PhaseFunding DescriptionEstimate ($1,000) Status2022 PE Grand Island $1472022 PE NDOT $2,2042023 ROW Grand Island $5082023 ROW NDOT $3,8632024 CONST/CE Grand Island $2,1902024 CONST/CE NDOT $23,0542019 PE NDOT $2902020 ROW NDOT $272021 CONST/CE Grand Island $1972021 CONST/CE NHPP $4,0072021 CONST/CE NDOT $9692019 PE NDOT $5852020 ROW NDOT $02021 CONST/CE Grand Island $2,0802021 CONST/CE NHPP $11,3362021 CONST/CE NDOT $1,6672021 PE NDOT $4182022 CONST/CE NHPP $4,0702022 CONST/CE NDOT $1,0182021 PE NDOT $2302022 CONST/CE NDOT $8982019 PE NDOT $272020 CONST/CE NDOT $1,0182020 PE NDOT $82021 Const/CE NDOT $1762021 Const/CE HSIP $1,585Project was let.NDOT2021‐008 Grand Island Area Bridges(13)Bridges on I80 near the Grand Island InterchangeAdd High Friction Surface Treatment to bridges and Horizontal curves on I80Project currently scheduled for a 2/25/21 letting2020‐003 West Grand Island Interchange I‐80 at the Grand Island Interchange, RP ‐ 311.50Build new high mast lighting towers, install buried cable & control boxesNDOTProject currently scheduled for 8/25/22 lettingNDOT2020‐002 District 4 Wetland BankAdjacent to existing Mormon Island Mitigation Bank, RP ‐ 0.00Survey, design, construct and monitor a wetland mitigation siteProject currently scheduled for 08/26/21 letting. FY 20222020‐001 In Grand Island & South (SB)US‐34 from 2.2 mi south of Grand Island north to N Jct US‐281 / W Jct N‐2, RP ‐ 226.74ResurfacingNDOTNDOTNDOT 2016‐004 US‐281 West, Grand IslandUS‐30 from 1.4 mi west of Grand Island to 0.4 mi west of US‐281. Begin RP ‐ 308.642018‐001 Cairo ‐ Grand IslandNDOT 2016‐008 In Grand Island BridgesThree US‐30 Bridges in Grand Island (Jct US‐30/US‐281/N‐2 bridge and from Old Lincoln Hwy to Grant St), RP ‐ 313.663‐bridge repair/overlays, sealing, approach slabs, mill, resurface roadwayN‐2 from Cairo southeast to US‐281 in Grand Island, RP ‐ 343.73ResurfacingProject is scheduled for a 8/26/21 lettingProject scheduled for 8/24/23 letting FY 2024Project has been delivered to conltracts and is currently scheduled for a 8/26/21 letting4 lane divided roadway on new alignment______________________A‐8 | PageGrand IslandRegular Session - 2/23/2021Page 355 / 372
Grand Island Area Metropolitan Planning OrganizationTransportation Improvement Program for 2020‐2024Local Agency Sponsored ProjectsTIP #:2018‐003State ID:42863Project #:HSIP‐5409(3)Project Name:5‐Points Intersection ImprovementsDescriptionIntersection Improvements (Roundabout)HWY: Broadwell AvenueLength (SLM): 0.4Project Sponsor: Grand IslandDistrict #: 4A/Q Status: ExemptYOEFund TypeFund DescriptionEstimate ($1,000)2019Local Grand Island$802019Federal HSIP$3182021Local Grand Island$1012021Federal HSIP$4062021Local Grand Island$5032021Federal HSIP$2,012Total Project Estimate$3,420Notes:PE in YOE 2019 is not reflected in Financial Constraint Table. This project is in progress.PhaseLocation: Broadwell Avenue, State Street, and Eddy Street intersectionCONST/CEROWCONST/CEPEPEROW______________________ A‐9 | PageGrand IslandRegular Session - 2/23/2021Page 356 / 372
Grand Island Area Metropolitan Planning OrganizationTransportation Improvement Program for 2020‐2024Local Agency Sponsored ProjectsTIP #:2020‐004State ID: Project #: Project Name:Old Potash Highway ImprovementsDescriptionHWY: Old Potash HighwayLength (SLM): 1.8Project Sponsor: Grand IslandDistrict #: 4A/Q Status: ExemptYOEFund TypeFund DescriptionEstimate ($1,000)2019Local Grand Island$1,7132020Local Grand Island$2,0802021Local Grand Island$9,1622022Local Grand Island$4,975Total Project Estimate$17,930Notes:PE in YOE 2019 and 2020 is not reflected in Financial Constraint Table. This project is in progress.Widening and Intersection Improvements, including an extension of Claude RoadLocation: Old Potash Highway from North Road to Webb Road and Claude Road from Old Potash Highway to Faidley AveCONST/CEPhasePEROWCONST/CE______________________ A‐10 | PageGrand IslandRegular Session - 2/23/2021Page 357 / 372
Grand Island Area Metropolitan Planning OrganizationTransportation Improvement Program for 2020‐2024Local Agency Sponsored ProjectsTIP #:2021‐004State ID: Project #:Project Name:Broadwell Ave./ UPRR ‐ Planning & EnvironmentalDescriptionHWY: Broadwell AvenueLength (SLM): 1.0Project Sponsor: Grand IslandDistrict #: 4A/Q Status: ExemptYOEFund TypeFund DescriptionEstimate ($1,000)2019Local Grand Island$882020Local Grand Island$2842021Local Grand Island$40Total Project Estimate$412Notes:Planning in YOE 2019 and 2020 is not reflected in Financial Constraint Table. This project is in progress.PhasePlanningPlanningPlanningBroadwell Ave./ UPRR ‐ Planning & Environmental Study.Location: Broadwell Ave. ‐ Faidley Ave. to Anna St.______________________ A‐11| PageGrand IslandRegular Session - 2/23/2021Page 358 / 372
Grand Island Area Metropolitan Planning OrganizationTransportation Improvement Program for 2020‐2024Local Agency Sponsored ProjectsTIP #:2021‐005State ID: Project #:Project Name:North Road Improv. ‐ Highway 2 to Capital AveDescriptionHWY: North RoadLength (SLM): .75Project Sponsor: Grand IslandDistrict #: 4A/Q Status: ExemptYOEFund TypeFund DescriptionEstimate ($1,000)2019Local Grand Island$4732019Local Grand Island$402020Local Grand Island$2882020Local Grand Island$2,8352021Local Grand Island$512021Local Grand Island$500Total Project Estimate$4,188Notes:PE and ROW in YOE 2019 and PE and Construction in YOE 2020 is not reflected in Financial Constraint Table. This project is in progress.PhaseCurb and gutter roadway section with associated sidewalk, traffic control, drainage improvements.Location: North ‐ Highway 2 to Capital Ave.PECONST/CEPEROWCONST/CEPE______________________ A‐12 | PageGrand IslandRegular Session - 2/23/2021Page 359 / 372
Grand Island Area Metropolitan Planning OrganizationTransportation Improvement Program for 2020‐2024Local Agency Sponsored ProjectsTIP #:2021‐006State ID: Project #:Project Name:North Road Improv. ‐ Capital Ave. to 13th St.DescriptionHWY: North RoadLength (SLM): 1.0Project Sponsor: Grand IslandDistrict #: 4A/Q Status: ExemptYOEFund TypeFund DescriptionEstimate ($1,000)2019Local Grand Island$1002020Local Grand Island$2002020Local Grand Island$802021Local Grand Island$6362021Local Grand Island$2,8542022Local Grand Island$2,854Total Project Estimate$6,724Notes:YOE 2019 and 2020 is not reflected in Financial Constraint Table. This project is in progress.PECONST/CEROWCONST/CEPhasePEPECurb and gutter roadway section with associated sidewalk, traffic control, drainage improvements.Location: North ‐ Capital Ave. to 13th St.______________________ A‐13 | PageGrand IslandRegular Session - 2/23/2021Page 360 / 372
Grand Island Area Metropolitan Planning OrganizationTransportation Improvement Program for 2020‐2024Local Agency Sponsored ProjectsTIP #:2021‐007State ID: Project #:Project Name:North Road Improv. ‐ 13th St. to Old Potash HWYDescriptionHWY: North RoadLength (SLM): 1.0Project Sponsor: Grand IslandDistrict #: 4A/Q Status: ExemptYOEFund TypeFund DescriptionEstimate ($1,000)2019Local Grand Island$902020Local Grand Island$1002021Local Grand Island$5302021Local Grand Island$1002022Local Grand Island$5382022Local Grand Island$3,0002023Local Grand Island$1,800Total Project Estimate$6,158Notes:YOE 2019 and 2020 is not reflected in Financial Constraint Table. This project is in progress.PEPEPECONST/CEROWPECONST/CEPhaseCurb and gutter roadway section with associated sidewalk, traffic control, drainage improvements.Location: North ‐ 13th St. to Old Potash HWY______________________ A‐14 | PageGrand IslandRegular Session - 2/23/2021Page 361 / 372
Status of Previous Years for Local Agency Sponsored ProjectsProject Sponsor TIP ID Project NameLocationDescriptionYOE PhaseFunding DescriptionFederal ($1,000) Status2017 PE Grand Island $162017 PE HSIP $1442018 CONST/CE Grand Island $1,1152018 CONST/CE HSIP $1242019 PE Grand Island $802019 PE HSIP $3182020 ROW Grand Island $1012020 ROW HSIP $4062021 CONST/CE Grand Island $5032021 CONST/CE HSIP $2,012Grand IslandLetting was scheduled for September 30, 2021Intersection ImprovementsBroadwell Avenue, State Street, and Eddy Street intersection5‐Points Intersection Improvements2018‐003Construction Completed on October 2019Grand Island 2016‐010 Grand Island ‐ Stolley Park ReconfigurationFrom Webb Road to S. Locust StreetReconfigure Stolley Park Road to 3, 4, and 5 lane sections ‐ FHWA Road Diet Initiative______________________ A‐15 | PageGrand IslandRegular Session - 2/23/2021Page 362 / 372
B-1 | PageGrand Island Area Metropolitan Planning Organization Transportation Improvement Program FY 2021-2025 Appendix B – Transit ProjectsGrand IslandRegular Session - 2/23/2021Page 363 / 372
TIP #:2021‐001State ID:N/AProject Name:Operations ‐ Urban Transit Operating AssistanceLength (SLM):N/AProject #: Project Sponsor:Grand IslandDistrict #:4A/Q Status:ExemptHWY:N/ALocation:Grand Island Urbanized AreaYOEPhaseFund TypeEstimate ($1,000)Description:2021 OPR Federal 5307$4972021 OPR LocalGrand island$374*2022 OPR Federal 5307$5992022 OPR LocalGrand island$385*2023 OPR Federal 5307$5382023 OPR LocalGrand island$376*2024 OPR Federal 5307$5542024 OPR Federal Grand island$388*Total Project Estimate$3,711Notes:* This amount is subject to decrease because the City of Grand Island may receive state funds from the Nebraska Public Transportation Assistance Program.(Includes the Program of Projects for the City of Grand Transit Program)Grand Island Area Metropolitan Planning OrganizationTransportation Improvement Program for FY 2021‐2025Local Agency Sponsored ProjectsFund DescriptionYOE 2021: FTA 5307 ‐ $497 (Operating ‐ $304, Bus Support Equipment/Facilities ‐ $36, Other Capital Items (Bus) ‐ $157) and Local ‐ $374 (Operating ‐ $304, Bus Support Equipment/Facilities ‐ $9, Other Capital Items (Bus) ‐ $61).YOE 2022: FTA 5307 ‐ $599 (Operating ‐ $313, Bus Support Equipment/Facilities ‐ $37, Other Capital Items (Bus) ‐ $249) and Local ‐ $385 (Operating ‐ $313, Bus Support Equipment/Facilities ‐ $9, Other Capital Items (Bus) ‐ $62)YOE 2023: FTA 5307 ‐ $538 (Operating ‐ $323, Bus Support Equipment/Facilities ‐ $38, Other Capital Items (Bus) ‐ $177) and Local ‐ $376 (Operating ‐ $323, Bus Support Equipment/Facilities ‐ $10, Other Capital Items (Bus) ‐ $44)Operating assistance for transit services in the Grand Island Urbanized Area. Includes costs associated with operating, bus support equipment/facilities (i.e., rideshare, vehicle equipment), and other capital items relating to bus activities (i.e., preventative maintenance, third‐party contracting, federal administration (City Transit Program Manager), training expenses)YOE 2024: FTA 5307 ‐ $554 (Operating ‐ $348, Bus Support Equipment/Facilities ‐ $39, Other Capital Items (Bus) ‐ $167) and Local ‐ $388 (Operating ‐ $336, Bus Support Equipment/Facilities ‐ $10, Other Capital Items (Bus) ‐ $42)______________________ B‐2 | PageGrand IslandRegular Session - 2/23/2021Page 364 / 372
(Includes the Program of Projects for the City of Grand Transit Program)Grand Island Area Metropolitan Planning OrganizationTransportation Improvement Program for FY 2021‐2025Local Agency Sponsored ProjectsTIP #:2021‐002State ID:N/AProject Name:Operations ‐ Rural Transit Operating AssistanceLength (SLM):N/AProject #:2018‐005Project Sponsor:Hall CountyDistrict #:4A/Q Status:ExemptHWY:N/ALocation:Areas outside of the Grand Island Urbanized Area in Hall CountyYOEPhaseFund TypeEstimate ($1,000)Description:2021 OPR Federal 5311$202021 OPR StateNDOT$92021 OPR LocalHall County$92022 OPR Federal 5311$262022 OPR StateNDOT$92022 OPR LocalHall County$92023 OPR Federal 5311$222023 OPR StateNDOT$92023 OPR LocalHall County$92024 OPR Federal 5311$232024 OPR StateNDOT$92024 OPR LocalHall County$9Total Project Estimate$164Notes:Fund DescriptionOperating assistance for transit services in areas outside of the Grand Island Urbanized Area______________________ B‐3 | PageGrand IslandRegular Session - 2/23/2021Page 365 / 372
(Includes the Program of Projects for the City of Grand Transit Program)Grand Island Area Metropolitan Planning OrganizationTransportation Improvement Program for FY 2021‐2025Local Agency Sponsored ProjectsTIP #:2021‐003State ID:N/AProject Name:CARES Funding ProjectsLength (SLM):N/AProject #: Project Sponsor:Grand IslandDistrict #:4A/Q Status:ExemptHWY:N/ALocation:Grand Island Urbanized AreaYOEPhaseFund TypeEstimate ($1,000)Description:2021 PLANNING Federal 5307$1002021 PLANNING LocalGrand Island$02021 DESIGN Federal 5307$02021 DESIGN LocalGrand Island$02021 CAP Federal 5307$1,5002021 CAP LocalGrand Island$182021 CAP Federal 5311$02021 CAP State5339$902021 CAP LocalHall County$0Total Project Estimate$1,708Notes:Fund DescriptionPlanning and capital acquisition for projects making use of CARES funding.______________________ B-4 | PageGrand IslandRegular Session - 2/23/2021Page 366 / 372
______________________
B-5 | Page
Status of Previous Years for Local Agency Sponsored Projects
Project Sponsor TIP ID Project Name Location Description YOE Phase
Funding
Description
Federal
($1,000)Status
2021 OPR 5307 $497
2021 OPR Grand island $374
2022 OPR 5307 $599
2022 OPR Grand island $385
2023 OPR 5307 $538
2023 OPR Grand island $376
2024 OPR 5307 $554
2024 OPR Grand island $388
2021 OPR 5311 $20
2021 OPR NDOT $9
2021 OPR Hall County $9
2022 OPR 5311 $26
2022 OPR NDOT $9
2022 OPR Hall County $9
2023 OPR 5311 $22
2023 OPR NDOT $9
2023 OPR Hall County $9
2024 OPR 5311 $23
2024 OPR NDOT $9
2024 OPR Hall County $9
2021 PLANNING 5307 $100
2021 PLANNING Grand Island $0
2021 DESIGN 5307 $0
2021 DESIGN Grand Island $0
2021 CAP 5307 $1,500
2021 CAP Grand Island $18
2021 CAP 5311 $0
2021 CAP 5339 $90
2021 CAP Hall County $0
Grand Island Urbanized Area Facility planning and acquisition of facility for
transit operations and vehicle storage
Estimate added for YOE
2021
Grand Island 2021-003 Transit Facility
Estimate revised for
YOE 2021. Estimate
added for YOE 2022 -
2024.
Grand Island 2021-001 Operations - Urban
Transit Operating
Assistance
Grand Island Urbanized Area Operating assistance for transit services in
the Grand Island Urbanized Area
Estimate revised for
YOE 2021. Estimate
added for YOE 2022 -
2024.
Grand Island 2021-002 Operations - Rural
Transit Operating
Assistance
Areas outside of the Grand
Island Urbanized Area in Hall
County
Operating assistance for transit services in
areas outside of the Grand Island Urbanized
Area
Grand Island Regular Session - 2/23/2021 Page 367 / 372
Grand Island Regular Session - 2/23/2021 Page 368 / 372
RESOLUTION NO. 2021-1
RESOLUTION TO APPROVE THE GRAND ISLAND AREA METROPOLITAN
PLANNING ORGANIZATION 2045 LONG RANGE TRANSPORTATION PLAN
WHEREAS, the Grand Island Area Metropolitan Planning Organization (GIAMPO) Policy Board,
who is designated as the Metropolitan Planning Organization (MPO) for the Grand Island Area
urbanized area by the Governor acting through the Nebraska Department of Transportation in
cooperation with locally elected officials of the City of Grand Island, and Hall County; and
WHEREAS, GIAMPO has prepared the 2045 Long Range Transportation Plan to guide local area
transportation system planning over the next 25 years in conformance with the content and
procedural standards established by the Fixing America’s Surface Transportation Act (FAST Act) ;
and
WHEREAS, the preparation of the 2045 Long Range Transportation Plan has involved extensive
public participation and outreach efforts; and
WHEREAS, the 2045 Long Range Transportation Plan encourages the development and utilization
of a variety of modes of travel, including roadways, public transit, and pedestrian and bicycle routes;
and
WHEREAS, the 2045 Long Range Transportation Plan is consistent with the future land use, goals
and policies contained in the 2004 Grand Island Comprehensive Development Plan ; and
WHEREAS, the Draft 2045 Long Range Transportation Plan was made available for public
comment for a 30-day period, and significant comments where incorporated into the final draft; and
WHEREAS, the 2045 Draft Long Range Transportation Plan was reviewed and recommendation for
adoption by the GIAMPO Technical Advisory Committee was made at their December 14th, 2020
meeting; and
NOW, THEREFORE LET IT BE RESOLVED THAT, the Grand Island Area Metropolitan
Planning Organization adopts the 25-year 2045 Long Range Transportation Plan; and
BE IT FURTHER RESOLVED, that the Mayor is hereby authorized and directed to execute such
agreement on behalf of the Grand Island Area Metropolitan Planning Organization.
Certification:
The foregoing resolution was approved by the Grand Island Area Metropolitan Planning
Organization Policy Board at its regularly scheduled meeting on February 23rd, 2021.
By:Attest:
____________________________________________________________________
Roger G. Steele, Mayor/ Chairperson John Collins, Public Works Director
Grand Island Regular Session - 2/23/2021 Page 369 / 372
Grand Island Regular Session - 2/23/2021 Page 370 / 372
GIAMPO – Policy Board
Tuesday, February 23, 2021
Regular Session
Item E3
MPO Financial Update
Staff Contact: Andres Gomez, MPO Program Manager
Grand Island Regular Session - 2/23/2021 Page 371 / 372
Policy Board Agenda Report
Agenda Item: Financial Update | 1
Financial Update
Unified Planning Work Program
State Fiscal Year 2021 – Second Quarter (October 1, 2020 to December 31, 2020)
Category Total Budget
2nd Quarter
Expenditure
Total
Expenditure
Total Percent
Expenditure
Unified Planning Work Program 12,382$ $ 456 2,074$ 17%
Transportation Improvement Program 10,834$ $ 342 2,990$ 28%
Public Participation Plan 10,787$ $ 1,517 2,435$ 23%
Short Range Studies 15,049$ $ 2,847 7,114$ 47%
Long Range Transportation Plan 36,836$ $ 11,515 23,656$ 64%
- Travel Demand Model and LRTP Update (Outside Services) $ 120,870 $ 60,642 109,459$ 91%
Transit Planning 11,834$ $ 5,383 5,383$ 45%
Administration 44,971$ $ 9,304 13,628$ 30%
Total 263,564$ $ 92,006 166,738$ 63%
Work Completed for Second Quarter
Processed the Nebraska Department of Transportation 2019 crash data for the GIAMPO metropolitan planning area.
Prepared materials for and/or held TAC Committee meeting in October and Policy Board meeting in November.
Reviewed performance based data which include crash/ safety, traffic operations, travel reliability, and pavement/ bridge
condition. Presented the performance measure targets at the TAC and Policy Board meetings.
Reviewed the LRTP project website, press releases, meeting advertisement, social media, email outreach and phone calls to
strategic organizations as wells as prepared for the November Long Range Transportation Plan (LRTP) public open house.
Reviewed the fiscally constrained and vision transportation projects presented at the November public meeting.
Attended the Grand Island Transit Safety Plan meetings as well as reviewed the project documents and provided feedback
and included the transit safety targets in the LRTP. The document was presented at the December TAC meeting.
Reviewed the Draft LRTP and provided comments before the document was presented at the December TAC meeting.
Participated and attended transportation planning related meetings.
Date
Date
Grand Island Regular Session - 2/23/2021 Page 372 / 372