Village Transportation PlanJune 13, 2007
Approved by the Planning Commission subject to additional study
being made of the Belview and Riner demonstration projects
prior to seeking grant funding for these projects.
June 25, 2007
Approved by the Board of Supervisors
Montgomery County, VA
June 25, 2007
VILLAGE TRANSPORTATION LINKS PLAN:
Final Report
Prepared By: RENAISSANCE PLANNING GROUP
MONTGOMERY COUNTY VILLAGE TRANSPORTATION
LINKS (VITL) PLANS: FINAL VITL
Prepared for:
MONTGOMERY COUNTY, VIRGINIA
PREPARED BY:
June 25, 2007
Prepared in cooperation with the U.S .Department of Transportation, Federal Highway Administration, and the Virginia
Department of Transportation. The contents of this report reflect the views of the author(s) who is responsible for the facts
and the accuracy of the data presented herein. The contents do not necessarily reflect the official views or policies of the
Federal Highway Administration, the Virginia Department of Transportation, or the New River Valley Planning District
Commission. This report does not constitute a standard, specification, or regulation.
Federal Highway Administration or Virginia Department of Transportation acceptance of the report as evidence of
fulfillment of the objectives of this planning study does not constitute endorsement/approval of the need for any
recommended improvements nor does it constitute approval of their location and design or a commitment to fund any such
improvements. Additional project level environmental impact assessments and/or studies of alternatives may be necessary.
TABLE OF CONTENTS
EXECUTIVE SUMMARY ..............................................................................1
Introduction ....……………………………………………………………………………..1
Summary of Planning Process............................................................................................................2
Summary of Community Input ...........................................................................................................2
Explanation of Document Format......................................................................................................4
PART 1. DESIGN GUIDELINES ......…………………………………………5
Facility guidelines................................................................................................................................6
Crossing standards..............................................................................................................................7
PART 2. VITL PLAN……………...………………………………………….9
County....................................................................................................................................................9
Riner....................................................................................................................................................15
Belview................................................................................................................................................21
Prices Fork..........................................................................................................................................27
Plum Creek.........................................................................................................................................32
Shawsville ………………………………………………………………………………..37
Elliston + Lafayette..........................................................................................................................42
PART 3. IMPLEMENTATION STRATEGY ………………………………….48
Phasing Schedule and Responsible Parties ..……………………………………………..51
Funding Sources ....……………………………………………………………………….56
APPENDIX 1
Technical Memorandum 1 – Existing Conditions
Technical Memorandum 2 – Trail Design Standards
Technical Memorandum 3 – Crossing Standards
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 1
VILLAGE TRANSPORTATION LINKS PLAN
EXECUTIVE SUMMARY
INTRODUCTION
The purpose of the Village Transportation
Links (VITL) Plans is to develop a
comprehensive Bicycle, Pedestrian, and
Greenways Master Plan for each of the
villages designated in the 2004
Montgomery County Comprehensive
Plan. As an element of the
Comprehensive Plan, the Village
Transportation Links (VITL) Plans will
build a vision for non-motorized
transportation access and mobility within
and between each of the County’s
designated villages. VITL Plans will
enhance transportation by providing both
local and regional links that enable
residents to use non-motorized
transportation for trips to school, parks,
and local businesses, as well as commute
to nearby centers such as Blacksburg,
Christiansburg, and Radford.
Additionally, a non-motorized
transportation network will reinforce the
sense of community and support more
compact land development within each
village.
Throughout the planning process, a
number of goals have emerged that
reinforce the project’s stated purpose.
These include:
• connecting activities/spaces within
Villages
• strengthening a sense of place and
sense of community in each village
• improving connections to schools
• tying into regional trails & resources
• tying into intermodal connections
• leveraging public/private funding
opportunities
These goals have been affirmed through the
public input process and support the overall
purpose of developing a comprehensive Village
Transportation Links plan.
The plan identifies specific improvements and
implementation priorities for an
interconnected network of bicycling and
walking facilities that complements each
Village’s and the County’s overall
transportation system. This includes an overall
Connectivity Framework plan that shows
linkages between the Villages and connections
to the regional trail and bike route network, as
well as design standards and appropriate cross-
sectional and construction standards for each
linkage and trail segment. It is important to
note that the VITL emphasizes improvements
that can be achieved in the shorter term, such
as signing designated routes, but recognizes
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 2
that higher-level improvements, such as
buffered sidewalks and designated bicycle
lanes, are more feasible in conjunction
with other significant public or private
investments such as road widening or
development.
It is intended for this plan to be
incorporated into the Montgomery
County Comprehensive Plan through the
formal County plan amendment process.
It is anticipated that the VITL plan will be
adopted as a chapter of the
Comprehensive Plan and cross-referenced
with the Village Plans, and with the Parks
and Recreation, and Transportation
chapters. Furthermore, the VITL
planning effort, along with the work of
the appointed Citizen Advisory
Committee, will serve as a foundation for
future policy and implementation
directives that deal with non-motorized
transportation in Montgomery County.
SUMMARY OF PLANNING PROCESS
The planning process for this study
involved a number of different activities
and outreach efforts. The process is
briefly outlined below:
1. Field Analysis
An analysis of existing conditions was
conducted in the field for all villages and
key roadway segments. It included visual
inspection of right of way width,
pavement conditions, presence of
shoulder, posted speed limits and connections
to key destinations.
2. Public and Key Stakeholder Input
A considerable effort was undertaken to gather
input from residents and key stakeholders from
each of the seven villages, neighboring
municipalities, the regional metropolitan
planning organization and the Virginia
Department of Transportation. The public
input process was an essential component in
affirming goals, and selecting and prioritizing
destinations, routes, and facility standards.
This process is described in more detail below.
3. Draft and Final Plan and Route
Network
The Village Transportation Links Plan was
developed in coordination with the Citizen’s
Advisory Committee, the Montgomery
County Planning Commission and Parks and
Recreation Commission.
SUMMARY OF COMMUNITY INPUT
The VITL plan relied heavily on the public
participation process, including consultation
with the Citizen’s Advisory Committee
(CAC), public workshops, and meetings with
key stakeholders.
• A Citizens’ Advisory Committee was formed
to guide the planning process and ensure that
the needs of residents would be addressed by
the final plan. The committee was comprised
of representatives from various villages, the
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 3
County Planning Commission, Parks and
Recreation Commission and the County
staff. The Committee was closely
involved throughout the development of
the plan, commenting on the route
network and implementation priorities.
• Four public workshops were held at the
County’s office building from October
2006 to March 2007 to obtain feedback
on the goals of the plan, route
alignments, facility and crossing
standards, and implementation priorities.
They were well attended and participants
included citizens and members of local
bicycling clubs.
• Meetings were held with key
stakeholders from many of the local
jurisdictions, the Virginia Department of
Transportation, as well as the New River
Valley Planning District Commission to
gather input on the plan.
• Preliminary VITL recommendations for
Belview, Plum Creek and Shawsville
villages
were discussed as part of the Village
Planning Process meetings for each
respective village held during March 2007
Participants of the public input process
included both residents and non-residents
of Montgomery County. Their comments
revealed considerable support for the
development of the Plan. The following
issues were identified as being important for
the future of bicycle and pedestrian access in
Montgomery County:
• Safety. All of the villages have at least one
major thoroughfare traversing the village.
Workshop participants expressed concern over
the safety of users sharing theses high speed
and high traffic roadways. Traffic calming and
reducing travel speeds within the village
boundaries were often cited as critical issues to
consider to improve the safety of the roads and
provide safe access to schools.
• Connectivity. Residents want to be able to
have access to key destinations within the
villages, particularly schools and other
important activity centers, to strengthen sense
of place and community, as well as have access
to important regional destinations, such as
employment centers, recreational facilities,
and tourist sites both in the County and nearby
Towns.
• Coordination. Throughout the public
input process, workshop participants
emphasized the need to coordinate with
neighboring jurisdictions, state/local agencies,
and other interested parties as a way to
maximize the route network and leverage
public/private funding opportunities.
• Recreation and tourism. Workshop
participants also identified the opportunity to
create a regional system of recreational trails
and greenways, by connecting to the New
River Trail and Roanoke Valley Greenways, to
promote the development of an ecotourism
industry.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 4
These issues formed the basis for the
guiding goals of the planning process:
1. To strengthen sense of place and
community within the Villages by
connecting activities and spaces;
2. To improve the health and safety
of school aged children through
enhanced connections to schools;
3. To maximize bicycle and
pedestrian infrastructure by tying
into intermodal connections;
4. To promote the development of
an ecotourism industry by
creating a regional system of
recreational trails and greenways.
Routes were established and prioritized to
support these goals. In addition,
workshop participants identified a key
“first phase” demonstration project within
each Village and Countywide. The
demonstration projects are intended to
provide a high visibility project to build
momentum for the plan and serve as a basis for
grant proposals and volunteer efforts.
EXPLANATION OF DOCUMENT
FORMAT
This report is organized into four components.
The first part introduces the project and
planning process. The second part, Design
Guidelines, introduces the facility and crossing
standards that comprise the VITL Plan. The
third part, the VITL plan, establishes an overall
connectivity concept for the County, as well as
each village, and identifies implementation
priorities to achieve the vision set forth in the
plan. The final section provides a strategy for
implementing the ideas generated by the plan,
with appropriate funding sources. This format
is designed as a concise, user friendly report
that should serve as a tool for use by the
Planning Commission and Parks and
Recreation Commission in guiding the future
location and design of bicycle and pedestrian
facilities in Montgomery County. Additional
documentation related to existing conditions
and trail and crossing standards is provided in
Appendix 1.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 5
PART 1. DESIGN GUIDELINES
BICYCLE, PEDESTRIAN, AND TRAIL STANDARDS
Consistent with a recently adopted VDOT policy, all new roadways in Virginia should be
planned and designed as multi-modal facilities. This section provides design guidelines for
incorporating bicycle and pedestrian facilities into transportation and development projects
in Montgomery County.
On-road bicycle facilities typically provide the most direct connections in a multi-modal
transportation system, as the roadways themselves provide the framework. On-street
systems for cycling are achieved by providing bike lanes, paved shoulders and signed/shared
roadways, the choice of which is determined primarily by the available right-of-way width.
While bike lanes and paved shoulders are not essential on every street, these exclusive lanes
help to mitigate the impacts of heavy traffic volumes, high-speed traffic, or truck traffic.
Off-road bicycle and pedestrian facilities, which may include greenways, multi-use trails, or
pedestrian paths, are separated from vehicle lanes and usually serve multiple user groups
simultaneously (pedestrians, cyclists, skaters, wheelchairs, etc.). Such facilities may run
parallel to the roadway or function as part of a greenway system linking adjacent
neighborhoods or land uses.
Sidewalks are an important element of the VITL plan. Sidewalks provide a safe zone for
pedestrian traffic and should be wide enough to comfortably serve the volume and type of
pedestrian traffic expected in a particular area. Depending on the context, sidewalks may be
located directly adjacent to a curbed street or separated from the road by a landscaped
buffer. Additional pedestrian-friendly treatments, such as street trees, street furniture
(benches, lighting, planters), and a strong relationship between adjacent buildings and the
sidewalk are also important considerations for providing a higher quality pedestrian
experience.
A successful and comprehensive bicycle and pedestrian system will include all of these
facilities in order to accommodate the diverse recreation and transportation needs of the
community.
The following sheet of trail standards was developed as part of the VITL planning process
and was reviewed and affirmed during the public work sessions.
TRAIL TYPE KEY
A. Constrained Right of Way w/ Bike Lane + Sidewalk
B. Constrained Village Right of Way w/ Shared Lane + Sidewalk
C. Wide Village Right of Way w/ Bike Lane + Buffered Sidewalk
D. Wide Village Right of Way w/ Paved Shoulder + Buffered Sidewalk
E. Constrained Rural Right of Way w/ Paved Shoulder (No Pedestrian)
F. Constrained Village Right of Way w/ Shared Lane + Buffered Sidewalk
G. Constrained Rural Right of Way w/ Shared Lane (No Pedestrian)
H. Constrained Village Right of Way w/ Shared Bike/Pedestrian
I. Multi- Use Trails - Adjacent to Road
J. Multi-Use Trail - Greenway
1. Severe
2. Moderate
3. Flat
1. Severe
2. Moderate
INTENT: Intended for streets in mixed-use core areas to add sidewalks and dedicated bike lanes
(in the event that they are to be rebuilt or widened)
TYPICAL APPLICATION: Not proposed for use in any of the VITL Plans
INTENT: Intended for streets in mixed-use core areas to add sidewalks with signed, shared bike
use in the travelway (in the event that they are to be rebuilt or widened)
TYPICAL APPLICATION: Typically used in the VITL Plans within the central, walkable core of the
Village on older streets with mixed commercial and residential frontages
INTENT: Intended for new streets in Village areas with curb and gutter and adequate right of ways
to accommodate a sidewalk, landscaped buffer and a separate bike lane
TYPICAL APPLICATION: Typically used only for new roads, such as in Prices Fork, as a standard
for accommodating bikes and pedestrians
INTENT: Intended for existing rural section highways in Village areas and between Villages to add
a paved shoulder for bikes and a buffered sidewalk for pedestrians (in the event that they are to be
rebuilt or widened)
TYPICAL APPLICATION: Typically used on major highways such as Rts 460, and 11, within and at
the edges of Village areas to accommodate regional bicycle traffic and local pedestrian traffic
INTENT: Intended for rural section highways that will not accommodate pedestrians to add a paved
shoulder for bicyclists (in the event that they are to be rebuilt or widened)
TYPICAL APPLICATION: Typically used between Villages on rural highways for regional bicycle
traffic
INTENT: Intended for rural section highways that accommodate local pedestrian and regional
bicycle traffic with a buffered sidewalk and shared, signed lane for bicyclists (in the event that they
are to be rebuilt or widened)
TYPICAL APPLICATION: Not used in the VITL plans, except for a short segment of Rt. 460 in
Lafayette
INTENT: Intended for rural section highways that do not accommodate pedestrians, but will accom -
modate regional bicycle traffic with a signed shared travelway
TYPICAL APPLICATION: Typically used between Villages on rural highways for regional bicycle
traffic
INTENT: Intended for rural streets in Village areas that accommodate local pedestrian and bicycle
traffic as part of the current travelway
TYPICAL APPLICATION: Typically used in older, narrow streets in the village areas that have very
little automobile traffic
INTENT: Intended for regional trails adjacent to rural highways to accommodate regional bicycle
and pedestrian traffic
TYPICAL APPLICATION: Typically used within and between Villages alongside rural highways as
regional trail linkages
INTENT: Intended for regional cross-country trails remote from roadways to accommodate regional
bicycle and pedestrian traffic
TYPICAL APPLICATION: Typically used within and between Villages as regional trail linkages
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 6
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 7
CROSSING STANDARDS
Intersections are where the paths of motorists, cyclists and pedestrians converge. Every intersection
contains a variety of conflict points where crashes may occur, so good intersection design requires
that the paths and roles of all travelers are clear and visible.
Safe, convenient, and highly visible crossings make a multi-modal transportation system safe and
usable for pedestrian and bicycle activity.
PEDESTRIAN SUPPORTIVE INTERSECTIONS
A primary type of intersection is Pedestrian Supportive, where pedestrian visibility and safety are
improved over existing conditions, but bicycle, pedestrian, and automobile traffic is not sufficient
to warrant a major investment. This treatment includes:
Marked and high visibility crosswalks
Curb extension
Pedestrian scale lighting to illuminate waiting pads
MID BLOCK CROSSINGS
Many pedestrian crashes occur when a pedestrian attempts to cross the street at mid-block. Where
such crossings are needed, a special crosswalk between intersections may be appropriate. Such
crossings should be designed with signage, flashing lights and highly visible pavement markings,
because motorists do not expect pedestrians at mid-block. At mid-block crossings with particularly
heavy traffic, a signal warrant study may be conducted to determine if a pedestrian activated signal
may be installed.
The following sheet of crossing standards was developed as part of the VITL planning process and
was reviewed and affirmed during the public work sessions.
CROSSING TYPE KEY
A. Marked Crosswalk
B. High Visibility Crosswalk
C. Raised Crosswalk
D. Curb Extension
E. Choker
F. Median Refuge
G.. Pedestrian-Activated Signal (at intersection)
H. Pedestrian-Activated Signal (mid-block)
I. Pedestrian Underpass
INTENT: Intended for general cross-
ings of major and minor streets with
limted pedestrian traffic
TYPICAL APPLICATION: Typically used
in the VITL Plans at street and highway
crossings without medians in areas
without high pedestrian traffic
INTENT: Intended for higher use cross-
walks where limited traffic calming is an
objective
TYPICAL APPLICATION: Typically used
in the core areas of the Villages on
main throughways to calm traffic and
safely move pedestrians and bicycles
across
INTENT: Intended for high use
crosswalks where traffic calming is a
significant objective
TYPICAL APPLICATION: Typically used
in the core areas of the Villages on
main throughways to calm traffic and
safely move pedestrians and bicycles
across
INTENT: Intended for high-use pedes-
trian crossings at intersections with
adjacent on-street parking
TYPICAL APPLICATION: Not proposed for
use in any of the VITL Plans
INTENT: Intended for urban streets
with high pedestrian activity to slow
traffic and make crossings safer
TYPICAL APPLICATION: Not proposed for
use in any of the VITL Plans
INTENT: Intended for higher use cross-
walks between intersections on rural
highways where limited traffic calming
is an objective
TYPICAL APPLICATION: Typically used
in the core areas of the Villages on
main throughways to calm traffic and
safely move pedestrians and bicycles
across
INTENT: Intended for higher use
crosswalks at intersections that do not
have existing traffic signals - especially
main highways going through Village
core areas
TYPICAL APPLICATION: Typically used
in the core areas of the Villages (such
as Elliston) on main highways to calm
traffic and safely move pedestrians and
bicycles across
INTENT: Intended for higher use cross-
walks between intersections - especial -
ly high speed highways going through
Village core areas
TYPICAL APPLICATION: Typically
used in the core areas of the Villages
on main highways to calm traffic and
safely move pedestrians and bicycles
across
INTENT: Intended for major pedestrian
linkages on very high traffic and high-
speed roadways, such as freeways
TYPICAL APPLICATION: Not proposed for
use in any of the VITL Plans
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 8
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 9
PART 2. THE VITL PLAN
COUNTY-WIDE PLAN
1. COUNTY PROFILE
Montgomery County is located in the New River Valley in the southwestern part of
Virginia, about 35 miles southwest of the City of Roanoke. The County’s 393 square miles
lie between the Appalachian Plateau and the Blue Ridge Mountains and encompass the
Towns of Blacksburg, home to Virginia Tech, and Christiansburg, the County seat. This
setting provides an abundance of natural features, recreational resources, cultural and
historical facilities, and community points of interest throughout the County that could
serve as important focal points for tourism. The population of Montgomery County has
been expanding since 1960, reaching about 87,900 in 2005 and the County has witnessed
sprawling growth typical of counties of a similar size. Urban growth patterns are replacing
farmland and the edges of the town and village boundaries are blurred by residential
growth. Much of this development was designed as discrete subdivisions that lack a physical
integration into the place in which they were built and contribute to a diminished sense of
community and mobility within the County. With only two miles of off-road or multi-use
trails, two small sections of paved shoulders, a handful of narrow sidewalks in historic
districts, and limited trails in private developments, County residents currently have no
other option but to get in their car and drive to their work, school, recreational or shopping
needs. A County-wide bike or trail system has the potential to remove a reasonably large
share of commuter traffic from the roadway network, promote the health and safety of
children through Safe Routes to Schools, and provide economic development opportunities
with improved recreational facilities.
2. CONNECTIVITY ISSUES
The following issues were expressed in the community workshops:
• Lots of beginnings, but no connections
• Challenging topography and natural features
• High speed and large traffic volumes on major thoroughfares connecting
important destinations
• Poor road conditions for cyclists
3. VITL CONCEPT
The Countywide Connectivity Framework focuses on connecting the villages to nearby
population centers and to regional facilities mainly through a network of shared road
facilities (see Standard G). Particular attention is paid to improving connections between
Christiansburg, Blacksburg and Radford both via on-road and off-road facilities to
accommodate the need for both safe and direct access. Along major arterials around the
urban and village areas, the plan recommends providing (see Standard E). Along major
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 10
arterials within the village areas, the plan recommends paved shoulders and buffered
sidewalks where right of way allows. In addition to direct access along high traffic arterials,
the plan provides alternatives to major arterials with greenway connections where feasible
(see Standard I and J). These greenways are intended to connect local and regional
recreational areas to promote tourism and economic development.
4. IMPLEMENTATION
Community members identified the following implementation priorities during the public
workshops for the plan:
1. Place “Share the Road/VITL” signs on all routes to improve visibility of
cyclists and pedestrians using the system
2. Link Christiansburg to Blacksburg to Radford (“the triad”)
3. Connect villages to the “triad”
4. Pave shoulders on Bike Route 76
5. Improve Merrimac/Hightop crossing at the Huckleberry Trail (additional
stop sign)
Signing all route alignments is an important first step in increasing awareness of the plan and
promoting usage of the system. A comprehensive signage system should be developed to
uniquely identify the Montgomery County Village Transportation Links network. Residents
and visitors bicycling thought the County should be aware that they are riding on a route
that is part of an interconnected system of bikeways and walkways throughout the County.
The signs should contain an image specifically designed for the region and should be placed
along all designated VITL routes. The system should be designed to indicate key
destinations, distances and/or a bikeway route name or number. Below are a number of
examples:
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 11
As facilities are upgraded, priority should be given to connecting the major population
centers to one another and to the Villages where feasible. Future development proposals
along the major corridors (Routes 460, 11, 114 and Prices Fork Road) should enhance
connectivity between the urban and village centers and should allow for the highest
standard identified in the plan. Road widening and other road construction projects should
also accommodate the highest standard for bicycle and pedestrian facilities.
Bike 76 is an important national resource and should have paved shoulders throughout its
course. Though the plan maintains the shared road designation, it does encourage paved
shoulders where topography and right of way permit.
The Virginia Department of Transportation has plans to widen Route 114 in the Town of
Christiansburg and will include bicycle and pedestrian facilities along both sides of the road.
The County should also monitor the progress of these plans and coordinate future upgrades
to complement this planned system. Similarly the County should continue to coordinate
with adjacent jurisdictions on projects such as the New River Trail, Roanoke Trail system
and The Towns of Blacksburg and Christiansburg and City of Radford trail systems.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 12
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 13 PROPOSED PROJECTS Village Route Description Short-term Trail Type Long-term Trail Type Length (feet) Cost County 114/Belview boundary to Cburg E 13031 $1,110,597County 114/Belview to western county line G E 8283 $941County 460/Shawsville to Elliston E 8625 $735,085County 460/Wayside to Shawsville G E 11825 $1,344County 615 leaving Cburg E 13414 $1,143,239County 657/Merrimac Connector G 22263 $2,530County 669/Dairy to Piney Woods G E 12154 $1,381County 679/669 into Riner G E 14762 $1,678County Allegheny Springs/Georges Run to Floyd G 27812 $3,160County Allegheny Springs/Georges Run to Kirk Hollow E 14114 $1,202,898County Bike 76 G E 43971 $4,997County Bike 76 Roanoke to Cburg G E 81047 $9,210County Bishop Road G 3898 $443County Brooksfield to Toms Creek E 13146 $1,120,398County Brush Creek to Floyd County G 18365 $2,087County Childress E 698 $59,489County Craigs Creek Road/Pandapas Pond to Caldwell Field G E 58685 $6,669County Dairy Road G 4339 $493County Den Hill to 460 G E 22200 $2,523County Den Hill to Blacksburg G 12367 $1,405County Dry Valley/Bains Chapel/Cornbread to Rec Facility G 9301 $1,057County Fairview Church to Childress G 19235 $2,186County Falls Connector G E 20547 $2,335County Falls to Giles Co. G 8646 $983County Fire Tower Road G E 9847 $1,119County Follows Existing Biking Facilities J 19749 $631,183County From Prices Fork Boundary to McCoy G E 13847 $1,574County Gantt to Tyler J 5269 $168,398County Georges Run G 20630 $2,344County Happy Hollow Rd into Blacksburg G 8249 $937County Harding Road into Blacksburg G 11766 $1,337County Meadowcreek to Currin G 10906 $1,239County Meadowcreek/Tyler to Currin G 6044 $687County Mt Zion/Lick Run/Norris Run G 39856 $4,529County Multiuse Trail from Pentacostal Church in Belview J 3375 $107,866County Multiuse Trail from Walton to Archway J 2369 $75,714County North Fork Road/Elliston to Den Hill G 41066 $4,667County Off road trail to Walton to access trail head J 1128 $36,051County Old Route 11 from Plum Creek to Route 11 E 8454 $720,511County Pilot Road E E 18629 $1,587,699County Piney Woods E 3392 $289,091County Prices Fork Rd/Kiesters Branch to the forks B 2712 $147,927County Prices Fork Rd/the forks to Brooksfield B 2527 $137,836County Proposed 460 Connector I 13462 $430,249
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 14 Village Route Description Short-term Trail Type Long-term Trail Type Length (feet) Cost County Proposed New Road connecting Archway to Wisteria B 1179 $64,309 County Radford Hwy/Cburg to Old Route 11 E I 8972 $764,659 County Seneca Hollow connecting schools H B 1245 $566 County Shawsville Middle School to Seneca Hollow J 9149 $292,404 County Slate Branch Connector - Belview to Cburg J 16549 $528,910 County Stroubles Creek along road/Slate Branch to PF I 14342 $458,374 County Tyler Road E 9052 $771,477 County Tyler Road E 6807 $580,142 County Tyler Road/1-81 to Radford E 11047 $941,506 County VIckers Switch to Cburg G E 21171 $2,406 County Wayside Road E 7049 $600,767 County Whitethorne Road Connector G 5480 $623 County Wisteria H 4091 $1,860
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 15
RINER
1. VILLAGE PROFILE
The Village of Riner is located along Rt. 8, south of Christiansburg. Though currently one
of the smallest Villages in the County in land area, much of the undeveloped land is already
platted for subdivision lots that, once built out, will triple the size of the community. With
this increased development comes the opportunity to connect current and future residents
to centers of activity within the Village. Riner is unique in that it has an elementary, middle
and high school in one location that is a “campus.” The challenge, however, is connecting
residents from the surrounding subdivisions to this important community facility. At
present, there are primary residential areas located opposite the schools along Route 8, a
heavily trafficked thruway that connects Christiansburg to Floyd County. Some residential
development is also currently taking place on the western side of Route 8 in Cloverlea, but
no pedestrian or bicycle connections currently exist to the school. The existing Hillcrest
subdivision has privately constructed trails, which can serve as a model for future trail
development within the Village.
2. CONNECTIVITY ISSUES
The following issues were expressed in the community workshops:
• Develop a safe crossings of Route 8
• Intersection and pedestrian safety improvements at the Rt. 8 / Union
Valley/Fairview Church Road intersection
• Connect existing and proposed subdivisions to the Village and the schools
• Improve connections within the school campus
• Develop appropriate standards for incorporating bicycle and pedestrian
amenities into new development
• Connect food store and market shops along Route 8
• Connect subdivisions together and across Route 8
• Sidewalks on Route 8 and connect to Historic District
3. VITL CONCEPT
The primary issue addressed was incorporating bicycle and pedestrian linkages along route 8
with a paved shoulder and buffered sidewalk within the village core (see standard D) to
connect important community focal points, such as the schools and commercial areas.
Additional linkages were provided to connect trail networks in existing and future
subdivisions to the schools. These linkages are primarily off-road multi-use trails and
incorporate improved crossings across Route 8 where necessary. Because of the high traffic
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 16
and high speeds along Route 8, regional networks focus on Union Valley/Fairview Church
Road.
4. IMPLEMENTATION
Community members identified the following implementation priorities during the public
workshops for the plan:
1. Demonstration project: Develop safe crosswalk improvements at the Union
Valley/Route 8 intersection as part of a future roundabout
2. Connect Five Points Road to the schools
3. Construct sidewalk and improve the crossing to connect the market to the
schools
4. Construct ‘B’ standard network from the cul-de-sac in Cloverlea to Auburn
Hills and improve crossing (group suggested B standard) at Rt 8
5. Construct facilities, including B standard crossing, to connect Cloverlea at
the proposed road connection to the east end of the village.
Traffic calming along Route 8 is an important consideration for implementing the Riner
VITL. The Virginia Department of Transportation has identified the need to improve the
Union Valley/Route 8 intersection. However, due to lack of funding, the improvement has
been tabled for the time-being. This plan recommends constructing a roundabout at the
intersection of Union Valley and Route 8 with appropriate bicycle and pedestrian facilities
to calm traffic along this high-speed, high-traffic route to improve the overall cycling and
pedestrian environment within the Village. By policy, VDOT is required to investigate the
feasibility of a roundabout as an alternative to installing a traffic signal. Specific challenges
at this intersection include minimizing the impact on surrounding property owners and
providing adequate site distance for vehicles approaching the roundabout on Route 8. Both
pedestrian and bicycle safety and site distance can both be improved by slowing vehicle
traffic on Route 8 through Riner. One possibility is to install gateway treatments such as a
narrow median that would slow traffic as it enters Riner north of this intersection and south
of the school complex. Medians, chokers, or other traffic calming features could be used
between these gateways to reduce traffic speeds along Route 8 through the Village.
Constructing chokers, medians, or other points of traffic calming along Route 8 would also
provide ideal locations for pedestrian crossings of Route 8 to better connect residences to
the school complex, market, and other shops along Route 8. Because points of traffic
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 17
calming reduce speeds and require drivers to be more alert, pedestrians will be safer and
more visible at these points.
In addition to the traditional funding sources indicated in the Implementation Section of this
report, crossings and sidewalks within two miles of the school complex are eligible for Safe
Routes to Schools grants, a new funding source dedicated towards improving walking and
biking conditions around elementary and middle schools. Proposals for development in
Colverlea or elsewhere in Riner provide opportunities for recommended projects to be
constructed by the developer to achieve consistency with the Comprehensive Plan.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 18
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 19 5. DEMONSTRATION PROJECTExisting view along Route 8 looking north toward Christiansburg Proposed roundabout at the Route 8/Fairview Church intersection to calm traffic and improve bicycle and pedestrian safety along Route 8. This plan recommends constructing a roundabout at the intersection of Union Valley and Route 8 with appropriate bicycle and pedestrian facilities to calm traffic along this high-speed, high-traffic route to improve the overall cycling and pedestrian environment within the Village.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 20 6. COST ESTIMATES PROPOSED PROJECTS CROSSINGS Village Route Description Short-term Trail Type Long-term Trail Type Length (feet) Cost Village Description Crossing Type A Crossing Type B COST Riner 5 Point Connector G 5050 $574 Riner Rt 8 North of Market H $50,000 Riner 669/Riner to Dairy Road G 3492 $397 Riner Rt 8 at School H $50,000 Riner Connect Five Points to Surface J 1593 $50,913 Riner Five Points Road in historic area B $3,000 Riner Connect off-road to Rt. 8 near church J 510 $16,300 Riner Fairview Church/Union Vally Intersection B F $28,000 Riner Connect Rt. 8 to Five Points near Campus J 360 $11,506 Riner Rt 8 south of Eagle Country Extd B $3,000 Riner Dairy to Meadowcreek G 4369 $496 Riner Rt 8 North/Cloverlea and Hillcrest B $3,000 Riner East/West connection at Five Points H B 367 $167 Riner Roundabout at Meadowcreek/Dairy/Rt8 B F $28,000 Riner Fairview Church/Cloverlea to boundary E 1841 $156,903 Riner Five Points Historic Core H B 3709 $1,686 Riner Internal East/West connection in school campus J 1721 $55,004 Riner Internal North/South connection in school campus J 1910 $61,044 Riner New Cloverlea Connection from Rt. 8/Union Valley D 2752 $384,655 Riner new Cloverlea Road at Canter B 753 $41,073 Riner North Rt 8 to new Cloverlea Rd at Canter D 2624 $366,764 Riner Off road/Bridle to western boundary J 378 $12,081 RIner Off road/Canter to Eagle Country J 385 $12,305 Riner Off road/Canter to Fairview Church J 452 $14,446 Riner Off road/Cloverlea to western boundary J 513 $16,396 Riner Off road/Eagle Country to Rt. 8 J 374 $11,953 Riner Off road/existing subdivision tr. to Tuckahoe J 455 $14,542 Riner Off road/Fieldcrest to Rt. 8 J 1089 $34,805 Riner Off road/Rt. 8 North to Western boundary J 1598 $51,072 Riner Off road/Salisbury to Fieldcrest J 479 $15,309 Riner Off road/Salisbury to Union Valley J 1284 $41,037 Riner Offroad connection golf course to Five Points (N) J 1236 $39,503 Riner Offroad connection golf course to Five Points (S) J 2495 $79,741 Riner Off-road connection on western boundary J 8324 $266,037 Riner Off-road on northern edge of school campus J 1989 $63,569 Riner Rt. 8 from Central Campus to Tuckahoe D 1234 $172,480 Riner Rt. 8 from new Cloverlea Rd to proposed round. D 1363 $190,510 Riner Rt. 8 south of roundabout to N. Campus Trail D 804 $112,377 Riner Rt. 8 stouth from N. Campus to Central Campus D 768 $107,345 Riner Union Valley Rd/village boundary to Surface Rd E 2378 $202,670 Riner Union Valley Road east of Five Points B 2161 $117,873 DEMO PROJECT Village Route Description Short-term Trail Type Long-term Trail Type Length (feet) Cost Riner Roundabout $500,000 Total cost $500,000
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 21
BELVIEW
1. VILLAGE PROFILE
Belview is located west of Christiansburg along Peppers Ferry Road, and lies between
Prices Fork to the north and Plum Creek to the south. The main focal point of the
community is Belview Elementary School, which is located on the high speed Peppers Ferry
Road. Opportunities for bicycle and pedestrian facilities along the major thoroughfares are
limited at present due to the high speeds, narrow shoulders, and the dangerous signalized
intersection on Peppers Ferry Road. Traffic calming measures in front of the school will be
critical for connecting future residential development to the north of Belview Elementary
with the school itself. Although opportunities for on-road connections are limited at
present, there is significant off-road potential, including a trail system along the gas pipeline
that runs east-west just south of the village boundaries. This trail system could also serve as
a piece of the proposed trail connecting the New River Trail to the Huckleberry Trail.
2. CONNECTIVITY ISSUES
The following issues were expressed in the community workshops:
• Identify a safe crossing point on Peppers Ferry Road
• Connect Belview Elementary to existing and future residential areas
• Slow traffic on Peppers Ferry Road
• Connections to Prices Fork and Radford through Walton Meadow
• Connect to Huckleberry Trail
• Need secondary access to connect school and neighborhoods
• Look into trail along gas pipeline easement
3. VITL CONCEPT
The concept for Belview focuses on providing safe connections from existing and proposed
residential areas to Belview Elementary. Buffered sidewalks along the north side of Peppers
Ferry Road connect residential areas to the school with median refuge and improved
crossing that provides both traffic calming and safe access for school children. While paved
shoulders provide additional room for cyclists within the core. This system transitions to
paved shoulders and shared lanes as one travels outside of the village center. Parallel multi-
use trail systems (see standard J) to the north and south of Peppers Ferry Road are created
to connect the residential areas to avoid accessing the high speed, high traffic Peppers Ferry
Road. These local connections feed into the regional trail network, including a connection
to the Huckleberry Trail, the Town of Christiansburg and the villages of Plum Creek and
Prices Fork.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 22
4. IMPLEMENTATION PRIORITIES
Community members identified the following implementation priorities during the public
workshops for the plan:
1. Demonstration project: Improve the crossing in front of Belview
Elementary School
2. Construct a sidewalk from Prices Fork Road to Massie's Mobile Home Park
(extend D standard to Massie’s Mobile Home Park).
3. Construct a trail from Coal Hollow to Prices Mountain
4. Connect the neighborhood behind Belview Elementary from Archway to
Victoria
5. Construct facilities in neighborhoods north of Route 114 (i.e. the Shires,
proposed Forest Hills) and connect them from Prices Fork Road to Coal
Hollow
6. Connect to Radford Trail System
Important considerations for implementation include: availability of Safe Routes to School
Funding, potential to coordinate future development proposals, potential to coordinate
with the New River Valley Planning District Commission and the City of Radford, and
availability of trail use along the utility corridor.
To most effectively improve the safety at the proposed crossing in front of Belview
Elementary School, strategies should be pursued to reduce the speed of traffic on Peppers
Ferry Road through the Village. One possibility is to install gateway treatments such as a
narrow median that would slow traffic as it enters Belview to the east around Coal Hollow
Road and west of the traffic signal at the intersection of Peppers Ferry Road and Prices Fork
Road. Medians, chokers, or other traffic calming features could be used between these
gateways to reduce traffic speeds along Peppers Ferry Road through the Village. An
additional consideration as development and redevelopment is proposed along Peppers
Ferry Road is to design these developments to emphasize Peppers Ferry Road as the
Village’s Main Street. By locating buildings close to Peppers Ferry Road and oriented
towards a public sidewalk along the road, this pedestrian-oriented design will help to
emphasize Peppers Ferry Road as a road that will be used by many different types of users at
slower travel speeds for vehicles.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 23
In addition to the traditional funding sources indicated in the Implementation Section of this
report, crossings and sidewalks within two miles of Belview Elementary School are eligible
for Safe Routes to Schools grants, a new funding source dedicated towards improving
walking and biking conditions around elementary and middle schools. Proposals for
development along Peppers Ferry Road provide an opportunity for recommended projects
to be constructed by the developer to achieve consistency with the Comprehensive Plan.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 24
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 25 5. DEMONSTRATION PROJECT Existing view along Peppers Ferry Road looking east toward Christiansburg High visibility crossing and landscaped median slows down traffic and provides safe crossing for school children. The demonstration project for the Village of Belview is a plan to improve the crossing in front of Belview Elementary School. To most effectively improve the safety at the proposed crossing in front of the school, the plan proposes strategies for reducing the speed of traffic on Peppers Ferry Road.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 26 6. COST ESTIMATES PROPOSED PROJECTS CROSSINGS Village Route Description Short-term Trail Type Long-term Trail Type Length (feet) Cost Village Description Crossing Type A Crossing Type B COST Belview 114/Belview Village D 5886 $822,702 Belview Southern Crossing at Walton A 2,000 Belview 114/Eskeridge to east village boundary E 924 $78,750 Belview Northern Crossing at Walton A 2,000 Belview 114/Prices Fork to McCormick E 2863 $244,006 Belview 114/VIctoria H 50,000 Belview Archway Road H B 1768 $804 Belview 114/Belview Elementary School H F 75,000 Belview Coal Hollow to Slate Branch I J 2617 $83,640 Belview 114 at Prices Fork A A 4,000 Belview Crabapple Trail H 1778 $808 Belview 114 at Archway A A 4,000 Belview Jade extended J 230 $7,351 Belview Prices Fork Road/Crabapple B 3,000 Belview Jade to Belview Elem J 909 $29,052 Belview McCormick/Waterworks Loop H 5713 $2,597 Belview Multiuse Trail from Walton to Archway J 2293 $73,285 Belview Off Road from Peppers Ferry to Regional Trail J 639 $20,423 Belview Off Road trail to Belview Elem J 3276 $104,702 Belview Regional Off Road J 5291 $169,102 Belview Shire Road H 418 $190 Belview The Shires Connector J 3458 $110,518 Belview Trail from Peppers Ferry to Belview Elem J 666 $21,286 Belview Trail Network in Forest Hills J 2374 $75,874 Belview Victoria Lane H 1692 $769 Belview Walton to Belview Elem J 959 $30,650 DEMO PROJECT Village Route Description Short-term Trail Type Long-term Trail Type Length (feet) Cost Belview Crosswalk $4,000 Belview Split pedestrian cross-over $50,000 Belview Sidewalk (Peppers Ferry Rd to School) 75 $2,000 Total cost $56,000
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 27
PRICES FORK
1. VILLAGE PROFILE
Prices Fork has a small (population 1,296), in a traditionally agricultural community that is now
experiencing residential growth spreading westward from Blacksburg. It is located about three
miles west of Blacksburg along Prices Fork Road, a heavily traveled thoroughfare connecting the
Town of Blacksburg to the City of Radford. The Village has one church (Prices Fork United
Methodist Church), a Grange Hall and an elementary school (grades pre-K through 5th grade).
These facilities – particularly the school - serve as the heart of the community and as civic focal
points. Recreational facilities are located at Prices Fork School, with additional facilities nearby at
Blacksburg Middle School and Kipps Elementary. Several buildings in the community are
designated as historical structures, and there is a National Historic District in the heart of the
Village.
2. CONNECTIVITY ISSUES
The following issues were expressed in the community workshops:
• Preserve the elementary school as an important unifying feature of the community
• Incorporate traffic calming measures along Prices Fork Road
• Improve connectivity with safe streets, biking trails, and sidewalks
• Determine the feasibility of pedestrian or bike connections along Prices Fork Road
and Thomas Lane
• Develop standards for bicycle and pedestrian connectivity new development
• Connect residential areas, such as Montgomery Farms, to both the existing and the
potential future school sites in the community.
• Regional connections to schools and to Blacksburg
3. VITL CONCEPT
The overall concept of for Prices Fork is a network of trails that connects residential areas to
existing and proposed schools, and provides direct access via multiple routes to the Town of
Blacksburg. The basic concept includes:
1. Improving the existing conditions along Prices Fork Road to a village standard that includes
sidewalks in the village core and buffered sidewalks and paved shoulders at the village edge
2. Incorporating “share the road” facilities for bicycles and pedestrians (see standard H) in
existing residential areas.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 28
3. Providing a multi-use trail connection from Montgomery Farms to the Prices Fork
Elementary and future school
4. Including buffered sidewalks and bicycle lanes in new developments.
5. Incorporating Route 460 Connector as a long range bikeway connection to Virginia Tech
and the Town of Blacksburg
4. IMPLEMENTATION PRIORITIES
Community members identified the following implementation priorities during the public
workshops for the plan:
1. Demonstration plan: Multi-use trail to connect Montgomery Farms to Prices Fork
school
2. Construct facilities (B standard) on Prices Fork Road from the forks to VA Tech
property
3. Construct facilities (D standard) on Prices Fork Road from VA Tech property to
Stratford View area
4. Connect facilities (D standard) on Prices Fork Road from Stratford View to
Blacksburg trails
5. Construct facilities (B standard) on Prices Fork Road from the forks to Keister’s
Branch Road
Strong community support exists for the Prices Fork VITL. To implement the demonstration plan,
the County will need to work with landowners to determine the proper alignment of the trail
(avoiding the cemetery located at the intersection of the Johnson, Walls and Simpson properties)
and acquire the necessary easements for its use. This project would be eligible for a Safe Routes to
Schools grant. The County will also need to examine the availability of right of way along Prices
Fork Road to establish the most feasible bicycle and pedestrian standards along that road.
Adjustments to the plan may need to be made in the event the right of way is insufficient. In
addition, all future development proposals and roadway projects (such as the proposed 460
Connector) should be coordinated with this plan.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 29
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 30 5. DEMONSTRATION PROJECT View looking away from residences in Montgomery Farms Proposed greenway trail connecting Montgomery Farms to Prices Fork Elementary. The demonstration project for the Village of Prices Fork is a trail that connects Montgomery Farms to Prices Fork Elementary School. The County will need to work with landowners to determine the proper alignment of the trail (avoiding the cemetery located at the intersection of the Johnson, Walls and Simpson properties) and acquire the necessary easements for its use.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 31 6. COST ESTIMATES PROPOSED PROJECTS CROSSINGS Village Route Description Short-term Trail Type Long-term Trail Type Length (feet) Cost Village Description Crossing Type A Crossing Type B COST Prices Fork Brookfield/Prices Fork Rd to Matthews B 2521 $137,509 Prices Fork Prices Fork Elementary B 3,000 Prices Fork Connect new connector to school C F 1457 $263,143 Prices Fork Prices Fork Road at future park site B 3,000 Prices Fork Connect Old Fort Road to school J 1499 $47,908 Prices Fork Prices Fork Road/Stratford View A 2,000 Prices Fork Connect PF Road to new connector road J F 1429 $45,671 Prices Fork Connect Sandy Rd to new connector J 744 $23,778 Prices Fork Demo project/Connect Montgomery Farms to School J 2839 $90,735 Prices Fork New Connector from Bburg to School C B 4735 $855,170 Prices Fork New Subdivision Road B F 1082 $59,018 Prices Fork New Subdivision Trail J 625 $19,975 Prices Fork New Subdivision Trail South of PF Road J F 1143 $36,531 Prices Fork Old Fort Road H B 478 $217 Prices Fork Prices Fork Rd/village boundary to Kiesters G 452 $51 Prices Fork Prices Fork Road/VA Tech property to Bburg D 6603 $922,919 Prices Fork Sandy Circle/Walls Branch to Cara Ct H B 953 $433 Prices Fork Sandy Road H B 1099 $500 Prices Fork Sandy Road Extended C 725 $130,939 Prices Fork Stratford View B F 767 $41,836 Prices Fork Stroubles Creek J 5061 $161,751 Prices Fork Thomas Lane to Tory Springs H B 4862 $2,210 Prices Fork Tory Springs Extended C 665 $120,103 Prices Fork Tory Springs/460 to Stroubles Creek J 813 $25,984 Prices Fork Walls Branch H B 1195 $543 DEMO PROJECT Village Route Description Short-term Trail Type Long-term Trail Type Length (feet) Cost Prices Fork Multi-use trail (Cara Court to School) 3,500 $111,900 Total cost $111,900
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 32
PLUM CREEK
1. VILLAGE PROFILE
Plum Creek is located to the west of Christiansburg along Radford Road (Route 11), a high speed,
high traffic regional thoroughfare connecting Radford and Pulaski County to the population centers
of Montgomery County. Unlike the other Villages, Plum Creek does not have a school as a focal
point of civic activity within the community. Rather, the main center of activity within Plum Creek
is a park located on Hornsby Drive, which is topographically and physically separated from the
residential areas of the Village. There are two parks in Plum Creek (Hornsby Drive and Texas
Road) although the Texas Road park may ultimately be closed and limited resources redirected to
the further development of the Hornsby Drive park because it is located in the center of the Village
and has more acreage to accommodate additional facilities.
2. CONNECTIVITY ISSUES
The following issues were expressed in the community workshops:
• Link residential areas to the park to reinforce the sense of community within the
Village
• Link to other regional trail opportunities in the area
• Include bike lanes in the large right of way along Radford Road
• Provide an off-road trail connection along the creek bed that parallels Radford Road
• Connect to Bethel area (Bethel school will be redeveloped as a recreational center)
and new growth around Carillon
• Connect to Belview and Radford, especially along the river
• Old Route 11 is good opportunity to divert bicycle and pedestrian activity from
Radford Road
3. VITL CONCEPT
The overall concept for Plum Creek is to connect residential areas to the park on Hornsby Drive
through an internal network of bicycle and pedestrian facilities to reinforce the sense of community
within the Village. The basic framework includes:
1. Buffered sidewalks and paved shoulders from residential areas along Route 11
2. “Share the road” signs for bicycles and pedestrians on lower volume residential roads
3. Divert bicycle and pedestrian activity from Route 11 where feasible, by using old
road alignments and creek beds as basis for route alignments
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 33
4. Bethel area/Carrillon Hospital connections with parallel off road and on-road
facilities
5. Regional connections served by paved shoulders
4. IMPLEMENTATION
The following demonstration project was identified through the community workshops:
1. Connect residential areas to the Park through an internal network of walkways and bikeways
The physical improvements necessary to implement the demonstration project in Plum Creek are
fairly minimal. VITL wayfinding signs and an improved park entrance will significantly enhance the
sense of community within this village. It appears that sufficient right of way exists for the
proposed facilities along Radford Road/Route 11; however, the exact location of right of way will
need to be determined. The proposed multi-use trails connecting Plum Creek to Radford and the
recreational facility will also require further investigation. Steep topography and significant natural
features may alter the proposed route alignments when the plan goes into design. In all cases, the
County will need to work closely with landowners to determine the appropriate location and
acquire any necessary easements to facilitate the use.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 34
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 35 5. DEMONSTRATION PROJECT Existing view along Radford Road looking west toward Radford. The existing wide right of way accommodates sidewalks and bike lanes, while improved landscaping and park signage enhances the sense of place in Plum Creek. The demonstration project for the Village of Plum Creek is to connect residential areas to the Park through an internal network of walkways and bikeways. Way-finding signs and an improved park entrance are also included in the demonstration plan and will significantly enhance the sense of community within this village.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 36 6. COST ESTIMATES PROPOSED PROJECTS CROSSINGS Village Route Description Short-term Trail Type Long-term Trail Type Length (feet) Cost Village Description Crossing Type A Crossing Type B COST Plum Creek Blair/Springview H B 3808 $1,731 Plum Creek Radford Rd at Gantt F 25,000 Plum Creek Demo plan along Plum Creek J 1486 $47,493 Plum Creek Fire Tower H B 2700 $1,227 Plum Creek Gallimore H B 1365 $620 Plum Creek Gantt Road in Plum Creek H B 3762 $1,710 Plum Creek Hornsby to Park B 236 $12,873 Plum Creek Old Route 11 in Plum Creek D 515 $71,983 Plum Creek Park Connector J 263 $8,406 Plum Creek Park entrance H 411 $187 Plum Creek Radford Road from crossing to Old Rt.11 D 6052 $845,905 Plum Creek Rock Road E 4168 $355,227 Plum Creek Testerman H 1018 $463 Plum Creek Trail following water J 3139 $100,323 DEMO PROJECT Village Route Description Short-term Trail Type Long-term Trail Type Length (feet) Cost Plum Creek Sidewalk (Fire Tower Road to Hornsby Road) 400 $10,900 Plum Creek Crosswalk $2,000 Plum Creek Multi-use trail (Radford Road to Park) 600 $19,200 Plum Creek Street trees 400 $6,000 Plum Creek Park sign $10,000 Total cost $48,100
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 37
SHAWSVILLE
1. VILLAGE PROFILE
Shawsville is located about four miles west of Elliston along US 460/Route 11, between Elliston
and Christiansburg. The majority of US 460 between the communities is a completely straight
stretch of road, known locally as the Elliston Straightaway. Elliot’s Creek Road, (VA 675) is the
historic road that connected Shawsville to Riner in the lower half of Montgomery County. The
focal points within the community are Shawsville Elementary School, Shawsville Middle School and
the Meadowbrook Center. The Meadowbrook Center (former nursing home) has recently been
renovated to include a branch library, YMCA, youth center, museum and community meeting
facilities. There is also an historic area in the center of the Village (Shawsville Historic District) that
reflects the historic development patterns.
2. CONNECTIVITY ISSUES
The following issues were expressed in the community workshops:
• Connecting the fairly dispersed pattern of settlements together and to the schools
and library
• Connect Elementary/Middle Schools and Library along 460
• Challenges with crossing 460 – explore possibility of underpass at River crossings,
pedestrian overpass or traffic light at Library crossing
• Landowner interest in connecting middle/elementary schools
• Concern over increased traffic from the potential site of a regional intermodal
facility
• Potential greenway along Roanoke River
3. VITL CONCEPT
The organizing element for the VITL in Shawsville is connecting residential areas to the
Meadowbrook Library/YMCA. The basic framework includes:
1. Creating a parallel system to 460 that connects the historic residential areas and the
schools to the library through a new multi-use trail and sidewalks along Old Town
Road.
2. Adding sidewalks to residential areas not located in the village core
3. Adding paved shoulders to 460 for direct access to regional destinations
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 38
4. IMPLEMENTATION
Community members identified the following implementation priorities during the public
workshops for the plan:
1. Demonstration project: Improve crossing of Route 460 at Meadowbrook library
2. Construct sidewalks along the north side of Old Town Road from the
Meadowbrook Library past the middle school
3. Designated shared walkways along Shawnee and connecting off-road past Shawsville
Elementary School
4. Improve the crossing at the Route 460/Riffe Road intersection
5. Construct sidewalks along Riffe Street and Dark Run to connect the neighborhood
to Shawsville Elementary
Sidewalks currently exist in front of the Meadowbrook Library and will need to be extended south
to Kirk Hollow Road and north across Route 460 to successfully connect Shawsville’s residential
areas. To do so, a traffic signal is proposed at the Route 460 intersection at Allegheny Spring Road
to allow pedestrians and cyclists to safely cross with traffic stopped on Route 460. The feasibility
and design of this signalized intersection will need to be further investigated with VDOT. In
addition, the right of way along Old Town Road will need to be studied to assess how much land is
available for the proposed sidewalks along the north side. In the event that adequate right of way
does exist, the County should consider constructing sidewalks on both the north and south sides of
Old Town Road or providing bike lanes.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 39
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 40 5. DEMONSTRATION PROJECTSExisting view looking south on Allegheny Springs Road toward Route 460 and the Meadowbrook Library/YMCA. A proposed traffic signal and high visibility crosswalks allow pedestrians to safely cross Route 460. The demonstration project for the Village of Shawsville is to improve the crossing of Route 460 at Meadowbrook library. To implement this plan, a traffic signal is proposed at the Route 460 intersection at Allegheny Spring Road to allow pedestrians and cyclists to safely cross with traffic stopped on Route 460 with sidewalks extending north and south to the residential areas. The feasibility and design of this signalized intersection will need to be further investigated with VDOT.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 41 6. COST ESTIMATES PROPOSED PROJECTS CROSSINGS Village Route Description Short-term Trail Type Long-term Trail Type Length (feet) Cost Village Description Crossing Type A Crossing Type B COST Shawsville 460 Connector from Riffe to Dark Run D 407 $56,888 Shawsville 460/Dark Run F $25,000 Shawsville 460/Shawsvile to Old Town E 1364 $116,250 Shawsville 460/Walnut Grove F $25,000 Shawsville Dark Run to neighborhood B 2143 $116,891 Shawsville 460/Meadowbrook Library B G $33,000 Shawsville Historic Village Connector B 1516 $82,691 Shawsville Kirk Hollow Connector B 2841 $154,964 Shawsville Off Road from Shawnee to Middle School J 2483 $79,357 Shawsville Old Town Rd B 8452 $461,018 Shawsville Riffe Road B 2066 $112,691 Shawsville Route460 E 10882 $927,443 Shawsville Shawnee H 579 $263 Shawsville Shawsville Elementary to Walnut Grove J 553 $17,674 DEMO PROJECT Village Route Description Short-term Trail Type Long-term Trail Type Length (feet) Cost Shawsville Crosswalk $4,000 Shawsville New traffic signal $260,000 Shawsville Countdown timer $8,000 Total cost $272,000
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 42
ELLISTON AND LAFAYETTE
1. VILLAGE PROFILE
Elliston and Lafayette are distinct communities, which share common public facilities.
Lafayette is located along the Roanoke River just across the Roanoke County line and is
separated from Elliston by the South Fork of the Roanoke River. The center of Elliston,
which is the larger community, is about three miles west of Lafayette on Route 460. Both
communities are historic, with older sections of small integrated commercial “downtowns”
and residential neighborhoods that reflect a self-sufficient and vibrant past. While there are
significant historic resources within the Villages, both Elliston and Lafayette are largely
defined by environmental features, particularly the South and North Fork of Roanoke River
and the Pedlar Hills Natural Area. These areas provide significant opportunities for a river
or greenway trail that connects the two Villages and Roanoke County. The population is
served by three schools, Elliston-Lafayette Elementary School, Shawsville Middle School,
and Eastern Montgomery High School.
2. CONNECTIVITY ISSUES
The following issues were expressed in the community workshops:
• Link the Villages together along the old Route 11/US 460 alignment and the
rivers that flow adjacent to the residential areas in each Village.
• Construct a greenway trail between Eastern Montgomery High School and
the Roanoke County lines.
• Post Office in Elliston gets foot traffic
• Deli gets foot traffic from Rowe Furniture employees
• High school, Elementary School and Pedlar Hills Preserve are important
connections
• Examine a river trail from Old Roanoke to Enterprise Drive
3. VITL CONCEPT
The VITL concept for Elliston and Lafayette harnesses the natural and historic features that
make these villages unique. The basic framework includes:
1. Creating a parallel system of historic road alignments and greenway facilities
to link the two villages without having to access Route 460
2. Incorporating paved shoulders and buffered sidewalks along Route 460
within specific areas of the villages to provide direct access between key
destinations.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 43
3. Signing lower volume residential roads with “share the road” designations to
improve visibility of bicyclists and pedestrians
4. IMPLEMENTATION
Community members identified the following implementation priorities during the public
workshops for the plan:
1. Elliston demonstration project: changed from improved crossing in front of
Eastern Montgomery High School to improve the crossing at Route 460/Big
Spring Drive intersection to connect Brake/Calloway neighborhoods to
historic village center
1. Lafayette demonstration project: Connect Rowe Furniture to deli along
460
2. Construct facilities on Lafayette village streets to connect neighborhoods to
Rowe furniture
3. Construct trails around Pedlar Hills trail to connect village to Eastern
Montgomery High School
4. Connect Rowe Furniture/deli trail to Gardner Street
5. Improve pedestrian crossing at Eastern Montgomery high school
6. Connect Shawsville River Trail to Eastern Montgomery High School
A significant barrier to implementation in Elliston and Lafayette is the need to cross both
railroads and rivers at multiple locations to complete the system. While river crossings are
often costly and railroads frequently prohibit bicycle and pedestrian access, these crossings
will become a vital part of the Elliston and Lafayette system if the proposed Intermodal
Transportation Facility locates in these villages. Pending approval of the proposed
Intermodal Transportation Facility, there may be an opportunity for VDOT to offset the
traffic impacts of the Facility by constructing one or more of the recommended pedestrian
and bike projects along or connecting to Route 460. Ongoing coordination with VDOT
will be required to minimize the impact of this Facility to Elliston and Lafayette and to seek
opportunities to include pedestrian and bicycle facilities as a component of the project.
The County will also need to work closely with the railroad to determine the feasibility of
additional connections.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 44
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 45 5. DEMONSTRATION PROJECTExisting view at the deli in Lafayette looking east towards Elliston. The existing wide right of way provides an opportunity to install a sidewalk separated from the road allowing Rowe Furniture employees to safely walk to the deli. The demonstration project for Lafayette is to improve pedestrian facilities along Route 460, connecting Rowe Furniture to the deli. The plan consists of buffered sidewalks along the north side of the road and paved shoulders for direct bicycle access.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 46 5. DEMONSTRATION PROJECT Existing view at the Roanoke Road/Calloway intersection looking north. An improved crossing allows pedestrians to safely cross 460/Roanoke Road. The demonstration project for Elliston is an improved pedestrian crossing at the Route 460/Calloway intersection. This improved crossing would connect the Brake/Calloway neighborhoods to the historic downtown.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN - Final June 25, 2007 47 6. COST ESTIMATES PROPOSED PROJECTS CROSSINGS Village Route Description Short-term Trail Type Long-term Trail Type Length (feet) Cost Village Description Crossing Type A Crossing Type B COST Elliston 460/Brake to Calloway D 341 $47,663 Elliston/Lafayette 460 at Eastern Montgomery High G 30,000 Elliston 460/E. Mont HS to Brake D 3698 $516,880 Elliston/Lafayette 460 at Brake/Calloway F G 97,000 Elliston 460/EMS to Brake D 1504 $210,218 Elliston/Lafayette 460/connect to Elliston historic core F 25,000 Elliston 460/Old Roanoke to river crossing F 599 $32,673 Elliston/Lafayette 460/Rowe to Old Roanoke F 25,000 Elliston Big Spring in historic district H B 3367 $1,530 Elliston/Lafayette Old bridge xing near school #N/A Elliston Big Spring to 460 H B 239 $109 Elliston/Lafayette Ford Crossing #N/A Elliston Brake Road H B 2340 $1,064 Elliston/Lafayette Lafayette to Roanoke H 50,000 Elliston Calloway H B 2291 $1,041 Elliston Connects Old Roanoke Rd. to 460 J 1527 $48,803 Elliston Crozier Rd to E Mont HS D 1990 $278,148 Elliston off road connection from Seneca Hollow to School J 941 $30,075 Elliston Off road trail to west of EMS crossing H F 1031 $469 Elliston Old Roanoke Road H B 5203 $2,365 Elliston Pedlar Hills Connector I J 7478 $238,999 Lafayette 460/Rowe to deli D 4826 $674,543 Lafayette Ford Crossing J 338 $10,803 Lafayette Gardner H F 2715 $1,234 Lafayette Lafayette Road Sidewalks B 2174 $118,582 Lafayette Lafayette/Roanoke Connector I J 4981 $159,194 Lafayette Rowe Furniture Trail J 2185 $69,833 DEMO PROJECTS Village Route Description Short-term Trail Type Long-term Trail Type Length (feet) Cost Elliston Crosswalk $2,000 Elliston Flashing warning signal $70,000 Elliston Median refuge $25,000 Total cost $97,000 Lafayette Sidewalk (Rowe Furniture to Deli) 1,480 $40,400 Lafayette Street trees 1,480 $22,200 Lafayette Crosswalks $6,000 Total cost $68,600
PART 3. IMPLEMENTATION PLAN
Improving conditions for bicyclists and pedestrians in Montgomery County will require
local and regional coordination, education and encouragement, as well as physical
improvements. The following implementation strategy is designed to provide the County
with the tools needed to effectively implement the Village Transportation Links Plan.
Below is a summary of the recommendations.
COORDINATION
1. Encourage continued participation by the Citizen Advisory Committee to share
initiatives to educate, encourage, and enforce safe, effective bicycle and pedestrian
transportation.
2. Adopt and use bike and pedestrian design guidelines to support development
review.
3. Increase coordination and expand facilities and programs to specifically encourage
bicycle tourism.
4. Establish a committee with County staff and school board representatives to
promote Safe Routes to School through infrastructure improvements, educational
and encouragement programs, and enforcement of laws designed to promote safe
pedestrian and cycling conditions.
5. Coordinate planning efforts with the Towns of Blacksburg, Christiansburg, and
Radford, as well as surrounding counties, to develop a cohesive regional network of
pedestrian and cycling facilities.
EDUCATION + ENCOURAGEMENT
1. Conduct community-wide encouragement programs for bicycling and walking on an
on-going basis.
2. Implement a bicycle and pedestrian safety education curricula into elementary and
middle schools throughout the region
3. Launch a corridors to campus initiative to support walking and biking to University
campuses around the region
4. Develop educational and encouragement materials and events to promote student
bicycling to and around local colleges and universities.
5. Coordinate with the region’s major employers to distribute share the road and
bicycling safety educational materials, and to develop encouragement programs to
increase bicycle commuting
6. Utilize local cycling groups as avenues for community based training and advocacy
programs
PHYSICAL IMPROVEMENTS
1. Develop a countywide wayfinding signage system, with specific treatments for the
village areas, that is easily and quickly understood by cyclists and pedestrians using
the village Transportation links system
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
48
2. Focus short-term efforts on implementing the demonstration projects identified
within each Village.
3. Seek funding to initiate a Safe Routes to School program
4. Plan the installation of bicycle and pedestrian facilities, where feasible, as part of all
new road construction, resurfacing, streetscape and traffic calming projects.
5. Negotiate with developers to incorporate recommended projects into site plans or
as off-site mitigation.
6. Undertake routine maintenance of the bicycle and pedestrian network facilities,
such as sweeping, repainting pavement markings, and repairing infrastructure.
7. Link bicycle and pedestrian facility improvements with the Town of Blacksburg’s
existing and planned transit services to better connect residential areas in the county
with Virginia Tech, downtown Blacksburg, and other destinations within the Town
8. Create a unified pedestrian and bicycle network that provides continuous facilities
linking village areas and major activity areas countywide, with the Town of
Blacksburg, Town of Christiansburg and City of Radford.
9. Consider implementing “livable street” standards that encourage safe and
comfortable walking and biking through improved site design and lower speed
limits. A street with a 35 mph speed limit and buildings set close to the street will
typically provide a more pleasant pedestrian environment than a street with a 55
mph speed limit and buildings set well back from the street. Changes to street and
site design may help encourage walking and biking as much or more then
constructing sidewalks and bike lanes.
FEASIBILITY ANALYSIS
In order to implement the recommended projects, a number of questions regarding the
feasibility of each project will need to be answered. These include:
Is the project cost-effective and is funding available? The County should identify
opportunities to reduce the cost of implementation by including pedestrian and bicycling
projects as a component of roadway projects that are planned for construction. There may
also be opportunities to negotiate with developers to include pedestrian and bicycling
projects into site plans, developer-constructed streets, or as off-site mitigation. For
publicly funded projects, the “Potential Funding Sources” section identifies a number of
State and Federal programs that provide funding for bicycle and pedestrian process, most
often in the form of grants.
Will the project fit within the existing right-of-way, or can the County
acquire right-of-way for the project? Projects where right-of-way is already available
or where voluntary easements can be acquired will typically be the cheapest and easiest
projects to implement. Where right-of-way is constrained or expensive to obtain, the
County should investigate alternative alignments that could be used to meet the same
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
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MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
50
objective, or consider narrowing the proposed project to better fit within the available
right-of-way.
Does the project further the development of a cohesive system of pedestrian
and cycling facilities? While certain isolated projects can provide benefits by
themselves, the County should focus on implementing projects that tie into existing
pedestrian and bicycling facilities in order to further the benefit these existing facilities
provide.
Additional Considerations
Right-of-way, environmental, historical, and funding constraints, as well as the political
climate, must all be considered during the planning process to ensure that implementation
of the plan is actually feasible. For example, land acquisition costs and historical and
environmental impacts need to be carefully considered to determine the feasibility of a
project.
PHASING SCHEDULE AND RESPONSIBLE PARTIES END PRODUCT LEAD AGENCY(IES) YEAR ONE GOALS/ ACTIVITIES YEAR 2-5 GOALS/ ACTIVITIES COORDINATION Citizen Advisory Committee County staff coordinates, with volunteer participation from network members Develop strategic plan, begin regular meetings, report to MPO in July? Continue regular meetings, outreach efforts, and implementation, annual MPO report in July Performance measures: Completion of strategic plan by 2007. Begin implementing key recommendation. Bike and pedestrian design guidelines for development review County staff Adopt VITL plan; establish developer review criteria; begin reviewing proposals Construction of bicycle and pedestrian facilities in new development Performance measures: All new development includes bicycle and pedestrian facilities. Completion of strategic plan by 2007. Begin implementing key recommendation. Bicycle Tourism MPO; Local governments Chamber of Commerce; County staff Prepare a bicycle tourism marketing plan by 2007. Implement key recommendations by 2008. Distribute information to tourist bureaus, hotels, youth hostels, and regional travel magazines. Identify self-guided bike tours. Feature information on Web sites. Performance measures: Distribute bicycle touring and rental information to 50 – 100 locations per year, beginning in 2008. Identify 3 – 5 self-guided bike tours in 2008. Feature information on bicycle touring and rental on 3 – 5 Web sites by 2008. Safe Routes to Schools Committee Montgomery County Schools; County staff & MPO Establish task force of teachers, parents & students; review previous efforts and national resources, create action agenda, and secure funding to launch program at one school. Continue securing grant funding to provide safe access to all schools in the County Performance measures: Grant funding secured for 3 projects. MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 51
END PRODUCT LEAD AGENCY(IES) YEAR ONE GOALS/ ACTIVITIES YEAR 2-5 GOALS/ ACTIVITIES Local Governments MPO, Montgomery County, Town of Blacksburg, Town of Christiansburg, City of Radford, Pulaski County, Roanoke County Establish regional coalition; agree to regional network of pedestrian + cycling facilities Continue regular meetings; pursue funding opportunities Performance measures: Semi-annual meetings with the regional coalition. EDUCATION + ENCOURAGEMENT Community-wide encouragement programs CAC Develop media outreach plan including development of regional bicycling website. Website could include maps of on-road and off-road facilities, recommended touring routes, resources such as bicycle shops, bike clubs, and a calendar of events Increase bicycle and pedestrian activities and programs as part of local and nationally sponsored events such as Commuter Choices Week, Walk to School Day, and Bike to Work Day. Performance Measure: Issue 3 – 5 press releases per year, beginning in 2007 School Bike/Pedestrian Safety Coordinator Montgomery County Schools Designate and fill half time staff position (existing or new staff) Staff member initiates and coordinates school-based programs Performance Measure: Incorporate bicycle skills training into appropriate school curricula by 2008. Classroom & Experiential Education Events & Activities School Bike/Pedestrian Safety Coordinator Build and distribute resources to teachers throughout system (Master Plan Teachers Resource Guide provides starting point) Projects and activities incorporated into regular curricula and events Performance Measures: Train 150 elementary school students per year by 2009, increasing to 500 elementary school students by 2015. Corridors to Campus Initiative CAC, University officials. MPO Discuss approach and desired outcomes of Initiative; secure funding through capital investments and program budgets Identify, evaluate and prioritize cost effective strategies to support walking and cycling to and from each university; Performance Measures: Implement at least three projects by 2010. MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 52
END PRODUCT LEAD AGENCY(IES) YEAR ONE GOALS/ ACTIVITIES YEAR 2-5 GOALS/ ACTIVITIES Commuter Programs CAC, County staff, Chamber of Commerce, Town of Blacksburg, Town of Christiansburg; City of Radford, Local employers Develop “Share the Road” and Bicycling safety educational materials for working age adults; Work with local employers to and fitness centers to improve bike lockers, bike parking, and showers for those who commute to work by bike or on foot Establish an annual Bike to Work day. Distribute publications, provide incentives to participate, and stage workplace education sessions. Survey the participants and workplaces, to determine how to make the event more successful. Track participation to determine air quality benefits. Prepare an annual report with recommendations to improve the program, beginning in 2008; Hold event annually Performance Measures: 5000 participants in 2008; increasing to 10,000 by 2010. Community-based training and advocacy CAC, NRVBA and other local bike clubs Promote VITL plan through bike group newsletters and electronic listservs; Assist in the development of route maps Organize volunteer led commuter cycling courses; Secure funds for educational campaign including publicity & events Conduct campaign Performance Measures: Hold 5 commuter cycling courses by 2012 PHYSICAL IMPROVEMENTS Village Transportation Wayfinding Signage & Map Guide CAC, Planning Department, Parks and Recreation Develop route map and downtown signage system (use PR firm to assist with guide design & sign logos); program funds for implementation. Publish & distribute guide, complete signage improvements. Performance Measures: Route guide completed and all routes signed by 2012 Demonstration Projects Representatives from villages, CAC; County staff; VDOT Organize task forces within each village to identify funding sources for implementation; conduct any additional study necessary for implementation; secure easements where necessary Secure funding and begin construction Performance Measures: 3 demonstration projects under construction by 2012 MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 53
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 54 END PRODUCT LEAD AGENCY(IES) YEAR ONE GOALS/ ACTIVITIES YEAR 2-5 GOALS/ ACTIVITIES Bicycle and pedestrian facilities with road construction County Planning Department, VDOT Monitor county and state bridge and underpass construction projects to ensure that adequate accommodation for bicyclists and pedestrian is provided; Provide through access whenever building new streets, planned developments, cul-de-sacs, and traffic calming projects; Make new and reconstructed intersections bicycle-friendly wherever possible Ongoing monitoring and coordination Performance Measures: Increase miles of bicycle lanes and sidewalks that are constructed. Bicycle and pedestrian facilities with new development County Planning Department Establish connectivity standards for new development and redevelopment and apply to site plan review process. Ensure that trails built as a condition of development approval are designed and built to appropriate standards. Ensure that trails are the appropriate width and safely connect to the street network and/or existing trails. Performance Measures: Apply trail standards and establish a monitoring process by 2007. Routine Maintenance County staff, VDOT Inspect the bike lane network 3 – 4 times per year, issuing work orders to address maintenance issues. Sweep streets with bike lanes at the same frequency as the sweeping of arterial streets. Ensure safety through routine maintenance, including regular inspections, replacing worn pavement markings and bike symbols, replacing damaged signs, sweeping away debris, repaving streets, and repairing potholes. Performance Measures: Maintenance schedule upheld.
COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 55 END PRODUCT LEAD AGENCY(IES) YEAR ONE GOALS/ ACTIVITIES YEAR 2-5 GOALS/ ACTIVITIES Link to Transit County Planning Department; Town of Blacksburg; Town of Christiansburg Identify priority stations to serve safe, convenient routes; Develop a Bike to Blacksburg Transit signage program Implement bike lanes that service where appropriate. Performance Measures: Establish new or enhanced bikeways to 5 transit stations by 2015 and to an additional 10 transit stations by 2030. Link activity centers County Planning Department, Town of Blacksburg, Town of Christiansburg, City of Roanoke, CAC, Safe Routes to Schools Committee, Friends of the Huckleberry Trail Conduct inventory of bicycle parking at key destinations (schools, parks, libraries, transit stops, community centers, shopping centers, office parks, etc); Sign all routes linking important destinations Prioritize bikeways/walkways to elementary schools, high schools, colleges, and universities; improve access to the Huckleberry Trail and other popular trails; Connect Blacksburg, Christiansburg and Radford; Provide bicycle parking at key destinations within the County; Continue to identify key local connections that support the VITL plan. Performance Measures: Construct bicycle parking at 5 destinations by 2008, Construct bicycle parking at 5 destinations annually; Increase miles of streets/trails between Christiansburg, Blacksburg and Radford by 2012, Create 5 new access points to the Huckleberry Trail by 2012 Implement measures on selected village arterials to reduce speeding and encourage bicycling and walking. Work with VDOT to establish “livable street” guidelines for major arterials. Potential improvements include, where appropriate, lower speed limits, curb extensions, striping, planted medians, textured crosswalks, and gateway treatments. Building site design should also be considered. All improvements should accommodate emergency, snow removal, and mass transit vehicles. County staff, VDOT MONTGOMERY Livable Streets Performance Measure: Test measures at 3 bikeway locations by 2012.
POTENTIAL FUNDING SOURCES
There are various means through which bicycle and pedestrian recommendations can be funded,
including:
• Safe routes to school
• Transportation enhancements
• Safety programs
• Air quality programs
• Road construction
• Private development
A number of the actively funded programs are described below:
Safe Routes to School
Purpose This program establishes a federally funded grant program providing
communities with the opportunity to improve bicycling or walking to school
in grades K-8.
Funding 70% to 90% allocated to Safety Improvement Project Grants
$500,000 maximum for project grants (per application)
25,000 maximum for SRTS program grants (per locality or school division)
All grants provide 100 percent federal funding with no local match required.
Eligible Projects Program Grants are to develop documented SRTS plans and programs at
schools or school divisions
Project Grants are intended to provide infrastructure improvements within
a two-mile radius of targeted schools
Eligible Applicants Schools, Cities, Counties, Public and non-profit entities working on behalf
of schools, Metropolitan Planning Organizations
Contact Jakob Helmboldt; jakob.helmboldt@vdot.virginia.gov, (804) 225-3269;
Safe Routes to School coordinator, VDOT Traffic Engineering Division
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56
Transportation Enhancement Program
Purpose This program is an initiative to focus on enhancing the travel experience and
fostering the quality of life in American communities
Funding Up to 80% of a project can be financed with federal funds. A local match of
at least 20%, from other public or private sources, is required.
Local matches may be in-kind contributions including tangible property,
professional services and volunteer labor
This is a reimbursable program
Eligible projects Pedestrian and bicycle facilities such as sidewalks, bike lanes and shared use
paths
Pedestrian and bicycle safety and educational activities such as classroom
projects, safety handouts and directional signage for trails
Preservation of abandoned railway corridors such as the development of a
rails-to-trails facility
Eligible applicants Any local government, state agency, group or individual may apply to the
program. All projects need to be formally endorsed by a local jurisdiction or
public agency.
Contact Transportation Enhancement Program Staff, VDOT Local Assistance
Division www.VirginiaDOT.org, “Programs” section
Bicycle and Pedestrian Safety Program
Purpose This program was developed to implement safety projects addressing bicycle
and pedestrian crashes or the potential for such crashes, with evaluations
based on risk and applications competing with like projects.
Funding Up to 90% of a project can be financed with federal funds
A project must have a minimum 10% match
Eligible projects Construction of on-street facilities and shared use paths
Development of treatments for intersections
Installation of signs and pavement markings
Eligible applicants State and local agencies may apply to the program
Contact VDOT Mobility Management Division –HSIProgram@vdot.virginia.gov
804-786-9094
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57
Virginia Recreational Trails Fund Program
Purpose This grant program was established to provide and maintain recreational
trails and trails-related facilities.
Funding Up to 80% of a project can be financed with federal funds.
A project must have a minimum 20% sponsor match
This is a reimbursable program
Eligible projects Build new trails
Restore damaged existing trails
Develop trailside and trailhead facilities
Provide feature to facilitate access and use by people with disabilities
Eligible applicants Any local government, government entity, or private organization may
apply to the program
Federal government entities may be eligible if teamed with private trail
groups and organizations
Contact Virginia Recreational Trails Fund Program, Department of Conservation
and Recreation 804-786-3218 or 804-786-4379
www.dcr.virginia.gov, “Outdoor Recreation Planning
Rural Transportation Planning Program
Purpose This program provides funds to planning district commissions to carry out
transportation planning for rural areas.
Funding Federal funds finance 80% of program activities and grants
A match of at least 20% from a planning district commission or locality is
required
Eligible projects Bicycle and pedestrian planning, greenway planning
Eligible applicants Planning district commissions
Contact Peggy Todd; peggy.todd@vdot.virginia.gov; 804-371-3092
VDOT Transportation and Mobility Planning Division
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
58
Highway Construction Program
Purpose This program provides funding for the preliminary engineering, right of way
acquisition, and construction of highway projects.
Funding No local match is needed for projects on primary and secondary system
roads. A 2% local match is required for projects on urban system roads
Eligible projects Bicycle and pedestrian accommodations can be built as part of highway
projects
Bicycle and pedestrian accommodations can be built as individual projects,
separate from the construction of highways, either on highway or
independent right of way
Contact VDOT district offices – www.VirginiaDOT.org
Recreation Access Program
Purpose This program provides bicycle access to public recreational facilities or
historic sites operated by a state agency, a locality, or a local authority,
either with an access road or on a separate bicycle facility.
Funding This program uses state funds only.
Up to $75,000 may be awarded for bicycle access to a facility operated by a
state agency.
Up to $60,000 may be awarded for bicycle access to a facility operated by a
locality or local authority, with a $15,000 match.
Eligible projects Construction, reconstruction, maintenance, or improvement of bikeways.
Eligible applicants A governing body of a county, city or town may make an application to this
program
Contact Hugh Adams, 804-786-2744, hugh.adams@vdot.virginia.gov
VDOT Local Assistance Division
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59
APPENDICES:
TECHNICAL MEMO 1: EXISTING CONDITIONS
TECHNICAL MEMO 2: TRAIL DESIGN STANDARDS
TECHNICAL MEMO 3: CROSSING DESIGN STANDARDS
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
MONTGOMERY COUNTY VILLAGE TRANSPORTATION
LINKS (VITL) PLANS: TECHNICAL MEMO 1
Prepared for:
MONTGOMERY COUNTY, VIRGINIA
PREPARED BY:
November 7, 2006
Prepared in cooperation with the U.S .Department of Transportation, Federal Highway Administration, and the Virginia
Department of Transportation. The contents of this report reflect the views of the author(s) who is responsible for the facts and the
accuracy of the data presented herein. The contents do not necessarily reflect the official views or policies of the Federal Highway
Administration, the Virginia Department of Transportation, or the New River Valley Planning District Commission. This report
does not constitute a standard, specification, or regulation.
Federal Highway Administration or Virginia Department of Transportation acceptance of the report as evidence of fulfillment of
the objectives of this planning study does not constitute endorsement/approval of the need for any recommended improvements nor
does it constitute approval of their location and design or a commitment to fund any such improvements. Additional project level
environmental impact assessments and/or studies of alternatives may be necessary.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
TABLE OF CONTENTS
Introduction ...................................................................................................................................1
County Profile ....………………………………………………………………………3
Community and Economic Focal Points .....................................................................................5
Existing Bicycle and Pedestrian Facilities ................................................................................6
Policies and Programs.................................................................................................................8
Village Profiles..........................................................................................................................11
Next Steps and Key Issues…… …………………………………………………... 19
LIST OF FIGURES
Figure 1. Planning Areas .................................................................................................................5
Figure 2. Critical Features ...............................................................................................................7
Figure 3. Existing Bicycle Facilities..................................................................................................8
Figure 4. Existing Pedestrian Facilities……………………………………………….....…9
Figure 5. Planned Bicycle, Pedestrian, and Greenway facilities...........................................10
Appendix 1. Riner .........................................................................................................................19
Appendix 2. Prices Fork ................................................................................................................20
Appendix 3. Elliston and Lafayette..............................................................................................21
Appendix 4. Shawsville …………………………………………....…………………….22
Appendix 5. Plum Creek…………………………………………………………….........23
Appendix 6. Belview…………………………………………………………….……….24
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
INTRODUCTION
In October of 2004, the Montgomery County Board of Supervisors approved a new
Comprehensive Plan, which designated seven Village/Village Expansion Areas throughout
the County (Belview, Plum Creek, Prices Fork, Riner, Shawsville, Elliston, and Lafayette).
These villages are rural communities, where limited mixed use development has historically
occurred and public utilities are available, and are intended to accommodate a significant
share of the future development in the unincorporated areas of the County. Throughout the
comprehensive planning process, County residents identified the need for developing non-
motorized transportation networks (bikeways, sidewalks, trails) in an effort to reduce
traffic congestion, increase travel options, and enhance daily life for village residents.
The purpose of the Village Transportation Links (VITL) Plans is to develop a
comprehensive Bicycle, Pedestrian, and Greenways Master Plan for each of the villages
designated in the 2004 Montgomery County Comprehensive Plan. As an element of the
Comprehensive Plan, the Village Transportation Links (VITL) Plans will build a vision for
non-motorized transportation access and mobility within and between each of the County’s
designated villages. VITL Plans will enhance transportation by providing both local and
regional links that enable residents to use non-motorized transportation for trips to school,
parks, and local businesses, as well as commute to nearby centers such as Blacksburg,
Christiansburg, and Radford. Additionally, a non-motorized transportation network will
reinforce the sense of community and support more compact land development within each
village.
Upon completion, the plan will identify specific improvements and implementation
priorities for an interconnected network of bicycling and walking facilities that
complements each Village’s and the County’s overall transportation system. This will
include an overall Connectivity Framework plan that shows linkages between the Villages
and connections to the regional trail and bike route network, as well as design standards and
appropriate cross-sectional and construction standards for each linkage and trail segment.
It is intended for this plan to be incorporated into the Comprehensive Plan through the
formal plan amendment process. The VITL plan will be adopted as a chapter to the
Comprehensive Plan and cross-referenced with the Village Plans, and with the Parks and
Recreation, and Transportation chapters. Furthermore, the VITL planning effort, along
with the work of the appointed Citizen Advisory Committee, will serve as a foundation for
future policy and implementation directives that deal with non-motorized transportation in
Montgomery County.
This memo summarizes the data and information compiled during the first task of the
Master Plan process. The completion of Task 1 (Project Initiation and Inventory/Analysis)
required assembling an inventory of existing and planned bicycle, pedestrian, and greenway
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
facilities, and reviewing current conditions within the County, as well as documents and
initiatives for promoting local and regional connectivity.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
COUNTY PROFILE
Montgomery County is located in the New River Valley in the southwestern part of
Virginia, about 35 miles southwest of the City of Roanoke. The county is bordered by
Craig County to the north, Floyd County to the south, Giles County to the northwest, the
City of Radford and Pulaski County to the southwest, and Roanoke County to the
northeast. The County’s 393 square miles lie between the Appalachian Plateau and the Blue
Ridge Mountains and encompass the Towns of Blacksburg, home to Virginia Tech, and
Christiansburg, the County seat. In addition, the County is split by the Continental Divide,
which creates a topography that varies from narrow valleys with moderately steep ridges to
the east to gently rolling hills to the west. This setting provides an abundance of natural
beauty, cultural attractions, and historic assets for its residents to enjoy.
The population of Montgomery County has been expanding since 1960, reaching about
87,900 in 2005. Rapid growth took place from 1965 to 1980, coinciding with Virginia
Tech’s change from an all male military institution to a co-ed university. In the decade
between 1980 and 1990, the Center for Public Service considered Montgomery County the
fastest growing locality in Southwest Virginia. Since that time, the County has witnessed
more steady growth, which may be attributed to stabilizing enrollments at Virginia Tech.
The average annual growth rate growth decreased to 1.3 percent from 1990-2000 (down
from 4.4 percent from 1960-1970), which mirrors state growth rates for the same decade.
In absolute numbers, however, growth in Montgomery County has outpaced all of the
surrounding jurisdictions. The population distribution within the County, however, has
remained fairly consistent with about two-thirds of the County’s total population located in
the towns of Blacksburg and Christiansburg, and the remaining one-third located in the
unincorporated area of the County. It is expected that the population will continue to grow
at slightly more than 1 percent average annual growth until 2030, increasing the population
by 25,000 in the County as a whole and adding 6,000 to 8,000 more persons in the
unincorporated area.
This growth has significant implications on mobility within the County. Montgomery
County has witnessed sprawling growth typical of counties of a similar size. Urban growth
patterns are replacing farmland and the edges of the town and village boundaries are blurred
by residential growth. From 1988 to 2004, unincorporated areas of Montgomery County
lost over 2,800 acres of agriculturally zoned land and 185 acres of conservation zoned lands
to a combination of residential, commercial, and industrial uses. Transportation access to
the traditional centers of growth in the County is usually via existing major collector roads
or minor arterial highways. The result of this growth has meant increased traffic on
substandard roads.
In recent years, single family residential development has taken place along road frontage in
rural parts of the county. Many of these developments were designed as discrete
subdivisions that lack a physical integration into the place in which they were built and
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
contribute to a diminished sense of community. In an effort accommodate new growth and
create a sense of community and interconnectedness, the County has designated Urban
Expansion areas adjacent to Blacksburg, Christiansburg, and Radford, and the
Villages/Village Expansion Areas of Belview, Elliston, Lafayette, Plum Creek, Prices Fork,
Riner, and Shawsville (Figure 1). These Villages/Village Expansion Areas will build upon
the traditional street network of the existing villages and will be designed to accommodate
pedestrians, as well as vehicles. By encouraging growth in designated areas, and creating
villages with civic and commercial focal points, the County has a unique opportunity to
ensure that mobility and access can be achieved without having to rely on a vehicle.
Figure 1 Planning Areas as identified in Montgomery County Comprehensive Plan
Despite the appearance of significant residential development, the County remains
primarily rural. Nearly 60 percent of Montgomery County is forested, and about seven
percent of this forest land lies in the Jefferson National Forest. There are also significant
rural lands under state, religious, and charitable ownership, including the Pedlar Hills
Natural Area Preserve and Nature Conservancy Lands. As a result, many of these natural
features are preserved from future development, and present opportunities for trail and
greenway connections that can provide both recreational and environmental benefits to
County residents.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
COMMUNITY AND ECONOMIC FOCAL POINTS
The majority of business and industrial areas are located either in or in close proximity to
Blacksburg and Christiansburg, or in the 177 Corridor between the city of Radford and
Carilion Hospital adjacent to I-81. The notable exceptions are the Elliston/Lafayette Park,
located next to US 460/ Rt. 11, at Elliston, and Rowe Furniture, across the South Fork at
Lafayette. In addition, small business districts are located in the villages (Riner, Elliston,
Shawsville, and Prices Fork) and along specific corridors (Rt. 11 at Plum Creek, Rt. 114 at
Belview, and Rt. 460/Rt. 11 at Lafayette). These commercial areas provide important
neighborhood services, ranging from convenience stores and small delis to auto body shops.
While many of these small business districts do not provide all the services necessary to
sustain any one Village, they nevertheless can be accessed without getting in the car and can
serve as a community focal point for the VITL plan.
Regional links to nearby population centers (Blacksburg, Christiansburg, Radford, central
Pulaski County, Roanoke, and Giles) are also important to consider, as they have the
potential to provide a commuting alternative. An example is the off-road Huckleberry Trail
currently linking Blacksburg to Christiansburg. According to the Virginia Employment
Commission, Montgomery County has 29,589 workers who both live and work in
Montgomery County (79.1 percent of County residents). With a high number of workers
who live and work in the County, a County-wide bike or trail system has the potential to
remove a reasonably large share of commuter traffic from the roadway network. The
majority of the remaining workers commute to Pulaski County, the City of Radford, and
Roanoke, all of which have plans to expand their existing network of trails to connect to
Montgomery County. Connections to Giles and Floyd County are also important, as a high
percentage of workers from those counties commute to Montgomery County for
employment. Additionally, links to regional facilities, such as the New River Trail,
Roanoke Valley Greenways, New River Blueway, Appalachian Trail, Pandapas Pond, and
the Bicentennial Bike Route 76 will provide tourism and recreation opportunities.
Historically, Montgomery County has not actively promoted tourism, although results from
the comprehensive planning process suggest strong support for an expansion of the
industry, especially in terms of agricultural, historical, and eco-tourism. Montgomery
County and the New River Valley provide many scenic routes for cycling. The Blacksburg
Bikeway and Walkway, the Huckleberry Trail, and the TransAmerica Bike Route are
among a few. The Town of Blacksburg has served as both a host site and finishing site for
Tour DuPont, America's premier cycling event. In addition, there are a number of natural
features, recreational resources, cultural and historical facilities, and community points of
interest throughout the County that could serve as important focal points for tourism.
Figure 2 identifies several of these facilities, such as historic districts, natural resources,
recreational facilities, etc.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
Figure 2. Critical Features
EXISTING BICYCLE AND PEDESTRIAN FACILITIES
Only two miles of off-road or multi-use trails exist in the unincorporated areas of
Montgomery County and comprise the County-owned portion of the Huckleberry Trail.
While a portion of Bike 76, a transcontinental bike route, passes through the County, only
two bike facilities currently exist in the County. These consist of paved shoulders along
Route 723 between Lusters Gate and Ellett (part of the Bike 76 route) and Route 685
connecting Blacksburg and Prices Fork. Pedestrian facilities are also limited and exist along
the Huckleberry Trail, as well as within some private developments (not shown). A handful
of narrow sidewalks can also be found in the historic village cores. Figures 3 and 4 show the
existing bicycle and pedestrian facilities within the County.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
Figure 3: Existing Bicycle Facilities
Figure 4. Existing Pedestrian Facilities
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
The lack of public non-motorized transportation facilities within the County is due in large
part to the large number of recreational facilities that exist in the surrounding areas. Trails
in Blacksburg, Christiansburg, the Appalachian Trail, Blue Ridge Parkway trail systems
provide numerous hiking opportunities within close proximity to Village Areas. In addition.
Claytor Lake State Park, Cascades Waterfalls, the Jefferson National Forest, the Nature
Conservancy Falls Ridge Preserve and Pandapas Pond also provide significant hiking and
recreational facilities for Montgomery County residents. The New River Trail in Pulaski
County,Radford’s Riverfront Trail and Greenway, and the Roanoke Valley Greenway have
existing networks and plans to expand their trail system to connect to Montgomery County
and the Huckleberry Trail (see Figure 5).
Figure 5. Existing and Planned Bicycle and Pedestrian Facilities
POLICIES AND PROGRAMS
Planning for non-motorized modes of transportation in Montgomery County has always
taken place within the context of regional efforts. The first planning efforts began in 1974 as
part of a comprehensive bike plan prepared by the New River Valley Planning District
Commission. This plan paralleled the Blacksburg Bicycle Trail Study and the 1975
document entitled the Blacksburg Bikeway System. Both of these documents were intended
to address the increasing population of student cyclists at Virginia Tech. The regional
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
interest in bicycle planning was also reflected in the creation of the Bicentennial Bike Route
(also known as US Bicycle Route 76), a transcontinental signed bike route that passes
through Montgomery County between Yorktown, Virginia and Astoria, Oregon.
Despite the number of planning efforts during this time, it was not until 1990 when the
County officially developed and adopted a Bikeway/Walkway Plan to address the
transportation needs of its growing population. The plan focused on population centers,
commuter links, parks and recommendations from the Blacksburg Plan as the basis for the
routes, and carefully considered the costs involved in their route proposals (i.e. designating
“shared roads” that were already safe for cyclists, and coordinating additional “lanes” and
“trails” with Virginia Department of Transportation’s Six Year Road Plan).
The most notable result of the 1990 Bikeway/Walkway Plan was the creation of the
Huckleberry Trail, an off-road, multipurpose trail that lies along an abandoned railroad
bed, paralleling Rt. 460 between Christiansburg and Blacksburg, and connecting the two
population centers. Other accomplishments were the addition of paved shoulders along Rt.
723 between Lusters Gate and Ellett, and along Rt. 685 between Blacksburg and Prices
Fork. There are current plans under development to extend the Huckleberry Trail south
into Christiansburg and north to the Jefferson National Forest. The New River Valley
Planning District Commission is also evaluating the possibility of connecting the New River
Trail in Pulaski County through the City of Radford to Plum Creek, Belview, and east to
the Huckleberry Trail.
Cycling, pedestrian, and greenway needs continued to be addressed through a combination
of local and regional Comprehensive Plans and Bicycle, Pedestrian, and Greenway Plans. A
summary of these plans is included below:
One of the primary goals of the current Montgomery County Comprehensive Plan is
to support the development of non-motorized modes of transportation in an effort to
reduce traffic congestion and provide safe routes for non-motorized travel. These non-
motorized transportation networks should be linked with other local and regional
bikeway/walkway systems, as well as population centers (i.e. City of Radford, Blacksburg,
Christiansburg), employment centers (business/industrial parks), major shopping areas,
parks, and schools. To accomplish this vision, the Comprehensive Plan includes the
following provisions:
Within Urban Expansion Areas, Village Areas and Village Expansion Areas, new
roads and road improvements should be designed to accommodate pedestrians
and should include design elements that create comfortable and safe pedestrian
access between sites and along sidewalks (PLU 1.6.5c, PLU 1.7.4d); and
Rezoning proposals must include provisions for pedestrian mobility within the
site and safe and convenient connections for pedestrian traffic to adjacent sites,
public roadways and trails (PLU 2.1f).
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
The New River Valley Bikeway-Walkway-Blueway Plan 2000 encourages a non-
motorized and intermodal transportation system for the region (Floyd, Giles, Montgomery,
and Pulaski Counties, the City of Radford, and the towns for Blacksburg, Christiansburg,
Dublin, Floyd, Glen Lyn, Narrows, Pearisburg, Pembroke, Pulaski and Rich Creek). The
plan includes nine policy statements to support their vision for the New River Valley.
Among these:
All road design within the New River Valley should include additional width for
non-motorized uses (14 foot outside lanes are suggested);
New residential, commercial, and industrial development in the New River
Valley should propose non-motorized transportation facilities that supplement
the proposed Bikeway-Walkway-Blueway system;
All agencies in the region should promote the New River Valley as a place that is
safe and enjoyable for cyclists, canoeists and pedestrians; and
All County, City and Municipal jurisdictions should be encouraged to endorse
the Plan and should be encouraged to adopt a local Bikeway-Walkway-Blueway
plan into their respective comprehensive plans.
The Town of Blacksburg has a history of commitment to the development of a multi-use
trail system. In addition to the bicycle planning efforts initiated in the 1970s, the County
developed a Sidewalk and Curb and Gutter Policy to provide guidance in the further
development of the sidewalk system. The town has an on-going program of constructing
and improving sidewalks, and the Subdivision Ordinance requires installation of sidewalks
in all new subdivisions. The Town has also created a Bikeway/Greenway Master Plan
as part of its 2001 Comprehensive Plan. The greenway system is an outgrowth of
community interest in conservation of natural resources, exercise and outdoor recreation,
and viable alternatives to motorized transportation. As part of the plan, the Town
completed a trail connecting Meadowbrook Drive to Jefferson National Forest and began
construction on the North Main Street Trail (Patrick Henry Drive to Wyatt Farms). A
number of other routes have been master planned, such as the Central Blacksburg
Greenway, Cedar Run Greenway, and the Ellet Loop Trail. The Town has also partnered
with Virginia Tech on the Hethwood Trail Extension and a Stadium Trail.
The Office of Transportation at Virginia Tech has been awarded funding through
federal transportation enhancement grants for three phases of a bicycle pathways project
called the "Hokie Bikeways, " which includes bike paths, bicycle safety classes, and
instructional/safety brochures developed to promote bike use on campus. Phase I added
bike lanes on West Campus Drive, connecting the Washington Street Shared Pathway to
the Duck Pond Trail. Construction of Phase 2 began in the spring of 2006 (about 75%
complete) and once complete with provide a trail connecting the Washington Street Shared
Pathway up to the Cranwell International Center and then down to the Southgate Drive
Huckleberry Trail Spur. Virginia Tech is in the process of submitting final plans to VDOT
for Phase 3 of the project, and has partnered with the Friends of the Huckleberry and the
Town of Blacksburg to secure additional funding for the final phase of the project, which
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
connects the Smithfield Trail to the Huckleberry Trail. In addition to their bicycle planning
efforts, Virginia Tech could potentially provide public access on their lands, such as the
ishburn Tract, for additional joint trail planning projects. F
The City of Radford has focused its bike and pedestrian planning efforts along the
waterfront. As recommended in the Comprehensive Open Space Master Plan (1990
and 2001 Update), the City of Radford, Pathways for Radford, and Radford University have
worked together to “create an interconnecting and cohesive network of open spaces that
would create a greenbelt . . . [with] green fingers that extend into its interior.” They hope
to establish a network of bicycle facilities and walkways connecting schools, businesses,
residential areas, and the university, and restore trail access and the popular appeal of
Wildwood Park, a 47-acre woodlands located in the center of the city.
The Roanoke Valley Conceptual Greenway Plan was developed in 1995 and was
adopted by Roanoke City, Roanoke County, Salem, and the Town of Vinton. Following
development of the plan, the four jurisdictions, working with the Roanoke Valley Alleghany
Regional Commission (RVARC), established the Roanoke Valley Greenway Commission to
coordinate implementation of the plan. Since the Greenway Plan was developed, local,
regional and state transportation, economic, community, and neighborhood plans have all
been updated, incorporating greenway and bikeway components. As such, an update of the
Conceptual Plan, 10 years after its completion, is needed. The Roanoke Valley Greenway
system currently has 16 miles of completed trails (paved and natural surfaces) in the cities of
Roanoke and Salem, Roanoke County, and the Town of Vinton. The 1995 Conceptual
Greenway Plan is currently being updated by the Regional Commission and the Greenway
Commission, funded, in part by a State Transportation Pilot Planning Grant awarded by
VDOT.
VILLAGE PROFILES
The Villages of Montgomery County are unique in that almost every one (excluding Plum
Creek) has at least one school as a focal point within the community. This fact, combined
with the County’s continued reinforcement of the Villages as distinct planning areas, and
the generally positive overall sense of community within each Village all establish a good
platform for the development of community-based plans in each Village. With a large
number of school aged children living within the villages, there appear to be significant
opportunities to incorporate bike and pedestrian access for people of all ages and abilities.
The following section provides a snapshot overview of the unique characteristics and
conditions within each village that will be considered in the VITL planning process. Maps
identifying these unique characteristics and conditions can be found in the Appendix of this
report.
RINER
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
The Village of Riner is located along Rt. 8, south of Christiansburg. Though currently one
of the smallest Villages in the County in land area, much of the undeveloped land is already
platted for subdivision lots that, once built out, will triple the size of the community. With
this increased development comes the opportunity to connect current and future residents
to centers of activity within the Village. Of primary concern is connecting residents to the
Village schools. Riner is unique in that it has an elementary, middle and high school in one
location that is a “campus.” The challenge, however, is connecting residents from the
surrounding subdivisions to this important community facility. At present, there are
primary residential areas located opposite the schools along Route 8, a heavily trafficked
thruway that connects Christiansburg to Floyd County. Some residential development is
also currently taking place on the western side of Route 8 in Cloverlea, but no pedestrian or
bicycle connections currently exist to the school. The existing Hillcrest subdivision has
privately constructed trails, which can serve as a model for future trail development within
the Village. Key connectivity issues for the Village of Riner include developing a safe
crossing of Route 8, connecting existing subdivisions to the Village and the schools,
improving connections within the school campus, and developing appropriate standards for
incorporating bicycle and pedestrian amenities into new development (see Appendix 1).
The County and citizens of Riner recently completed a draft Village Plan (not yet adopted)
that includes provisions for bicycle and pedestrian access and connectivity. During the
planning process, participants expressed a desire that Riner be a “connected” community
and envision sidewalks and trails that connect the schools to surrounding residential areas,
which are in turn connected to the commercial and civic uses in the core. To support that
vision, the plan includes a number of policies related to bike and pedestrian access as a
component of streetscape improvements on major and minor streets within the Route 8
corridor (i.e. walking paths, street trees, crosswalks), as well as design details for the
historic village area. The plan also supports the development of a safe and accessible
transportation network of trails, by promoting the Safe Routes to Schools Program, and by
incorporating pedestrian paths or sidewalks into new and existing street systems and bike
lanes into collector and arterial roads.
PRICES FORK
Prices Fork is a small (population 1,296), traditionally agricultural community that is now
experiencing residential growth spreading westward from Blacksburg. It is located about
three miles west of Blacksburg along Prices Fork Road, a heavily traveled thoroughfare
connecting the Town of Blacksburg to the City of Radford. The Village has one churches
(Prices Fork United Methodist Church), a Grange Hall and an elementary school (grades
pre-K through 5th grade). These facilities – particularly the school - serve as the heart of the
community and as civic focal points. Recreational facilities are located at Prices Fork
School, with additional facilities nearby at Blacksburg Middle School and Kipps Elementary.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
Several buildings in the community are designated as historical structures, and there is a
National Historic District in the heart of the Village (see Appendix 2).
The Village of Prices Fork recently completed a Village Plan, which was adopted into
Montgomery County’s Comprehensive Plan. During the planning process, Prices Fork
residents crafted a vision that reflected their interest in preserving the elementary school as
an important unifying feature of the community, incorporating traffic calming measures,
and improving connectivity with safe streets, biking trails, and sidewalks. The plan includes
a number of policies related to bike and pedestrian access and safety that support this vision.
Specifically, the plan encourages design features that promote safe and walkable
environments, traffic calming measures and street design in residential areas, incorporating
bicycle and pedestrian facilities into new and existing street systems, developing a greenway
park and trail system that incorporates historic features.
Prices Fork is also anticipated to be the focus of significant new residential development in
the years to come. The Village plan shows potential locations for this new development,
centered around walkable neighborhoods within a quarter-mile radius. There is also a
proposal for two new roads, one linking new and existing neighborhoods and one providing
a Southern bypass. It is important that standards be developed for bicycle and pedestrian
connectivity for these new roads and in the new neighborhoods.
Key issues for Prices Fork include determining the feasibility of pedestrian or bike
connections along Prices Fork Road and Thomas Lane, developing standards for these
connections for new development, and connecting residential areas, such as Montgomery
Farms, to both the existing and the potential future school sites in the community.
ELLISTON AND LAFAYETTE
Elliston and Lafayette are distinct communities, which share common public facilities.
Lafayette is located along the Roanoke River just across the Roanoke County line and is
separated from Elliston by the South Fork of the Roanoke River. The center of Elliston,
which is the larger community, is about three miles west of Lafayette on US 460. Both
communities are historic, with older sections of small integrated commercial “downtowns”
and residential neighborhoods that reflect a self-sufficient and vibrant past. Lafayette is
listed in the National Register of Historic Places. There is a historic plat for the Village of
Lafayette, which was originally laid out in 1828, that shows a traditional grid of narrow
streets and small blocks.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
While the County recognizes these areas as distinct communities, the U.S. Census Bureau
does not. In 2000, the population was 1,241, with children and young adults representing
27.2 percent of the population, the highest percentage in the county. Continued population
growth is expected to occur; however, most of this growth will take place in residential
areas surrounding Lafayette, as both villages are at or near build out within the village
cores.
The population is served by three schools, Elliston-Lafayette Elementary School, Shawsville
Middle School, and Eastern Montgomery High School. At present, park and recreational
facilities are provided through a shared use agreement with the schools. While there are
significant historic resources within the Villages, both Elliston and Lafayette are largely
defined by environmental features, particularly the South and North Fork of Roanoke River
and the Pedlar Hills Natural Area. The Pedlar Hills Natural Area is a 522 acre preserve that
is located just outside of the village boundaries, but rises above the historic core of Elliston
and the Roanoke River. These areas provide significant opportunities for a river or
greenway trail that connects the two Villages and Roanoke County (see Appendix 3).
The Villages of Elliston and Lafayette recently completed a Village Plan, but it has not been
adopted into the Montgomery County Comprehensive Plan. During the planning process,
village residents crafted a vision of future development that included pedestrian oriented
communities with the two public schools serving as community focal points, historical
tourism, and a river greenway. In order to achieve the vision, the Village Plan includes the
following action steps:
Work with the Department of Conservation and Recreation to develop a direct access
trailhead to Pedlar Hills Natural Area;
Work with the Virginia state tourism board to advertise eco-tourism and historic sites,
including Pedlar Hills, the Lafayette Historic District, tourism-related businesses;
Develop a Roanoke River Greenway Park and Trail System;
Encourage the development of interconnected and intraconnected street, bikeway, and
walkway networks in new subdivisions;
Construct a bikeway/walkway along Brake Road to provide safe pedestrian access along
Brake and Calloway Streets; and
Construct a greenway trail between Eastern Montgomery High School and the Roanoke
County lines.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
In addition to these Comprehensive Plan items, a key issue for these Villages includes
identifying opportunities to link the Villages together along the old Route 11/US 460
alignment and the rivers that flow adjacent to the residential areas in each Village.
SHAWSVILLE
Shawsville is located about four miles west of Elliston along US 460/Route 11, between
Elliston and Christiansburg. The majority of US 460 between the communities is a
completely straight stretch of road, which is not common in this area of Virginia, known
locally as the Elliston Straightaway. Elliot's Creek Road, (VA 675) is the historic road that
connected Shawsville to Riner in the lower half of Montgomery County. The focal points
within the community are Shawsville Elementary School, Shawsville Middle School, and the
Meadowbrook Library, which is within a larger building (former nursing home) being
renovated to include a YMCA and community meeting room. There is also an historic area
in the center of the Village (Shawsville Historic District) that reflects the historic
development patterns.
Key issues and challenges in Shawsville include connecting the fairly dispersed pattern of
settlements together and to the schools and library, as well as identifying a safe and
appropriate crossing point on US 460 (see Appendix 4).
PLUM CREEK
Plum Creek is located to the west of Christiansburg along Radford Road (Route 11), a
major thoroughfare connecting Radford and Pulaski County to the population centers of
Montgomery County. Unlike the other Villages, Plum Creek does not have a school as a
focal point of civic activity within the community. There is also the added challenge of being
located along a high traffic and high speed regional corridor. There are two parks in Plum
Creek (Hornsby Drive and Texas Road), although the Texas Road park will ultimately be
closed and resources devoted to the further development of the other, larger park, located
in the center of the Village on Hornsby Drive. The main center of activity within Plum
Creek is this park (Hornsby Drive), which is topographically and physically separated from
the residential areas of the Village. Despite some of these challenges, there are
opportunities to include bike lanes in the large right of way along Radford Road, as well as
providing an off-road trail connection along the creek bed that parallels Radford Road.
These connections have the potential to link to bicycle and pedestrian facilities in Radford
and beyond to the New River Trail (see Appendix 5).
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
Key planning issues in Plum Creek, as described, include linking residential areas to the
park to reinforce the sense of community within the Village, and to link to other regional
trail opportunities in the area.
BELVIEW
Belview is located west of Christiansburg along Peppers Ferry Road, and lies between
Prices Fork to the north and Plum Creek to the south. The main focal point of the
community is Belview Elementary School, which is located on the high speed Peppers Ferry
Road. Opportunities for bicycle and pedestrian facilities along the major thoroughfares are
limited at present due to the high speeds, narrow shoulders, and the dangerous signalized
intersection on Peppers Ferry Road. Traffic calming measures in front of the school will be
critical for connecting future residential development to the north of Belview Elementary
with the school itself. Although opportunities for on-road connections are limited at
present, there is significant off-road potential, including a trail system along the gas pipeline
that runs east-west just south of the village boundaries. This trail system could also serve as
a piece of the proposed trail connecting the New River Trail to the Huckleberry Trail (see
Appendix 6)l.
Important issues for Belview include identifying a safe crossing point on Peppers Ferry
Road, traffic calming along this road, and connecting the school to existing residential areas,
as well as potential new residential development on the north side of the road.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
NEXT STEPS AND KEY ISSUES
This analysis highlighted several trends that will have an impact on the development of the
Master Plan:
Significant demand for regional automobile travel on US 460, Route 8, Peppers Ferry
Road, Radford Road, and Prices Fork Road, combined with heavy traffic volumes and
high speeds leads to potentially dangerous conditions for cyclists and pedestrians.
Alternative routes or improvements of conditions for all potential users of these routes
should be considered.
Greenway corridors along natural features in the County can serve environmental needs
through protection from development, transportation needs by providing additional
pedestrian and cycling connections, and developing a local recreation or eco-tourism
economy. Depending on the role, careful consideration will need to be made towards
locating greenway corridors to maximize their function and ecological suitability.
Developing implementation and funding strategies will be critical to the success of this
Plan. A clear vision, supported by the Montgomery County public, is needed to
provide guidance to County officials, private landowners, and developers on the
appropriate location and type of pedestrian and cycling facilities needed to support the
goals of the County. Funding sources and strategies must be identified, with an
emphasis on implementing less-costly but highly visible projects in the near-term.
Over the next several months, Renaissance Planning Group will further analyze the existing
conditions to determine appropriate routes and trail types based on previously identified
needs, land use patterns, and other factors. Preliminary connectivity plans will be
developed, both for each individual Village, and as part of a county-wide network. These
will be coordinated with a set of preliminary design and cross-sectional standards for a
variety of trail types. A workshop will be held in January with the general public and key
stakeholders from each Village to present these preliminary VITL plans and solicit input on
pros and cons of each preliminary plan.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
MONTGOMERY COUNTY VILLAGE TRANSPORTATION
LINKS (VITL) PLANS: TECHNICAL MEMO 2
DESIGN GUIDELINES
PREPARED FOR:
MONTGOMERY COUNTY, VIRGINIA
PREPARED BY:
DRAFT – February 22, 2007
Prepared in cooperation with the U.S .Department of Transportation, Federal Highway Administration, and the Virginia
Department of Transportation. The contents of this report reflect the views of the author(s) who is responsible for the facts
and the accuracy of the data presented herein. The contents do not necessarily reflect the official views or policies of the
Federal Highway Administration, the Virginia Department of Transportation, or the New River Valley Planning District
Commission. This report does not constitute a standard, specification, or regulation.
Federal Highway Administration or Virginia Department of Transportation acceptance of the report as evidence of
fulfillment of the objectives of this planning study does not constitute endorsement/approval of the need for any
recommended improvements nor does it constitute approval of their location and design or a commitment to fund any such
improvements. Additional project level environmental impact assessments and/or studies of alternatives may be necessary.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
TABLE OF CONTENTS
INTRODUCTION .........................................................................................................................1
BICYCLE AND PEDESTRIAN FACILITY DESIGN GUIDELINES ...........................................2
A. Constrained Village Right of way with bike lane + Sidewalk ...................................3
B. Constrained Village Right of Way with Shared Lane + sidewalk .............................4
C. Wide Village Right of Way with bike land + buffered sidewalk............................5
D. Constrained Rural right of way with paved shoulder + buffered sidewalk............6
E. Constrained Rural right of way with shared lane + buffered sidewalk..................6
F…Constrained rural right of way with shared lane + Buffered sidewalk....................8
G. Constrained rural right of way with shared lane (no pedestrian).............................9
H. Constrained Village Right of Way with shared bike/ped..........................................6
I. Multi-use trails – on-road ................................................................................................11
J. Multi-use trails – off-road...............................................................................................13
MATERIALS ............................................................................................................ 14
Sidewalks: ................................................................................................................................14
Pedestrian Trails:.....................................................................................................................14
Bike Lanes + Paved Shoulders.............................................................................................14
Multi-use Trails.........................................................................................................................14
COSTS..................................................................................................................... 15
Concrete....................................................................................................................................15
Asphalt......................................................................................................................................15
Crushed Stone..........................................................................................................................15
Wood Mulch ............................................................................................................................15
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
I. INTRODUCTION
This memo summarizes the data and information compiled during the fourth phase of the
VITL process (Development of Preliminary Design Standards). Technical Memo 2 includes
a series of prototypical cross sections, with appropriate dimensions that are intended to
address the full range of on- and off-street bicycle and pedestrian facility needs in each
Village and connecting between Villages. In addition, Technical Memo 3 highlights a range
of crosswalk, traffic calming, and connection standards for locations where non-motorized
facilities intersect with roadways. Together, these standards provide the best combinations
of safety, mobility and design for a variety of facility types and vehicular design speeds.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 1
II. BICYCLE AND PEDESTRIAN FACILITY DESIGN GUIDELINES
All new roadways in Virginia should be planned and designed as multi-modal facilities,
consistent with the new VDOT policy. This section provides design guidelines for
incorporating bicycle and pedestrian facilities into transportation and development projects
in Montgomery County.
On-road bicycle facilities typically provide the most direct connections in a multi-modal
transportation system, as the roadways, themselves provide the framework. On-street
systems for cycling are achieved by providing bike lanes, paved shoulders and signed/shared
roadways, the choice of which is determined primarily by the available right-of-way width.
While bike lanes and paved shoulders are not essential on every street, these exclusive lanes
help to mitigate the impacts of heavy traffic volumes, high-speed traffic, or truck traffic.
Off-road bicycle and pedestrian facilities, which may include greenways, multi-use trails, or
pedestrian paths, are separated from vehicle lanes and usually serve multiple user groups
simultaneously (pedestrians, cyclists, skaters, wheelchairs, etc.). Such facilities may run
parallel to the roadway or function as part of a greenway system linking adjacent
neighborhoods or land uses.
Sidewalks are an important element of the VITL plan. Sidewalks provide a safe zone for
pedestrian traffic and should be wide enough to comfortably serve the volume and type of
pedestrian traffic expected in a particular area. Depending on the context, sidewalks may be
located directly adjacent to a curbed street or separated from the road by a landscaped
buffer. Additional pedestrian-friendly treatments, such as street trees, street furniture
(benches, lighting, planters), and a strong relationship between adjacent buildings and the
sidewalk are also important considerations for providing a higher quality pedestrian
experience.
A successful and comprehensive bicycle and pedestrian system will include all of these
facilities in order to accommodate the diverse recreation and transportation needs of the
community.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 2
A. CONSTRAINED VILLAGE RIGHT OF WAY WITH BIKE LANE + SIDEWALK
This is an example including pedestrian and cycling facilities in a narrow right-of-way, most
typically found along a commercial street where the buildings are located close to the
street. The sidewalk should be at least five feet wide if right-of-way allows, and up to ten
feet wide if heavy pedestrian traffic is expected. The bike lane should be at least four feet
wide, although a wider lane of five feet in width is preferred if on-street parallel parking is
present.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 3
B. CONSTRAINED VILLAGE RIGHT OF WAY WITH SHARED LANE +
SIDEWALK
In this example, only pedestrian facilities are provided in a narrow right-of way, most
typically found along a commercial street where the buildings are located close to the
street. The sidewalk should be at least five feet wide if right-of-way allows, and up to ten
feet wide if heavy pedestrian traffic is expected. The road can be signed as a shared road to
bring greater attention to cyclists.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 4
C. WIDE VILLAGE RIGHT OF WAY WITH BIKE LANE + BUFFERED SIDEWALK
This is an example of including pedestrian and cycling facilities in a wider right-of-way,
most typically found along a residential street or anywhere that the buildings are located
further from the street. The sidewalk should be at least five feet wide, and up to ten feet
wide if heavy pedestrian traffic is expected. A landscaped buffer helps to separate
pedestrians from vehicle traffic. The bike lane should be at least four feet wide, although a
wider lane of five feet in width is preferred if on-street parallel parking is present.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 5
D. WIDE VILLAGE RIGHT OF WAY WITH PAVED SHOULDER + BUFFERED
SIDEWALK
This is an example of including pedestrian and cycling facilities in a narrow right-of-way,
most typically found along a residential street or anywhere that the buildings are located
closer to the street. The sidewalk should be at least five feet wide, and up to ten feet wide
if heavy pedestrian traffic is expected. A landscaped buffer helps to separate pedestrians
from vehicle traffic. The paved shoulder has a similar function to a bike lane but is typically
used where there is no curb or gutter. The shoulder should be at least four feet wide.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 6
E. CONSTRAINED RURAL RIGHT OF WAY WITH PAVED SHOULDER (NO
PEDESTRIAN)
Outside of the villages, there may be locations where pedestrian facilities are unnecessary
but a paved shoulder can be provided for cyclists. The paved shoulder has a similar function
to a bike lane but is typically used where there is no curb or gutter. The shoulder should be
at least four feet wide.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 7
F. CONSTRAINED VILLAGE RIGHT OF WAY WITH SHARED LANE +
BUFFERED SIDEWALK
In this example, only pedestrian facilities are provided in a narrow vehicular throughway,
although one with a wider right of way. The sidewalk should be at least five feet wide if
right-of-way allows, and up to ten feet wide if heavy pedestrian traffic is expected. The
road can be signed as a shared road to bring greater attention to cyclists.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 8
G. CONSTRAINED RURAL RIGHT OF WAY WITH SHARED LANE (NO
PEDESTRIAN)
Outside of the villages, there may be locations where pedestrian facilities are unnecessary
but there is a desire to designate the road as a cycling route. In the event that paved
shoulders cannot be provided, the road can be signed as a shared road to bring greater
attention to cyclists.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 9
H. CONSTRAINED VILLAGE RIGHT OF WAY WITH SHARED
BIKE/PEDESTRIAN
Within the villages, there may be locations where pedestrian and bicycle facilities are
unnecessary due to low traffic volume, but there is a desire to designate the road as part of
the village trails system. In the event that bicycle or pedestrian facilities cannot be
provided, the road can be signed as a shared road to bring greater attention to cyclists and
pedestrians. Creatively designing a series of signs for each village can call better attention
to all users of a street. Some examples are provided below:
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 10
I. MULTI-USE TRAILS – ALONGSIDE ROAD
Multi-use trails can be provided alongside roadways within or outside of villages to provide
a shared pedestrian and cycling facility. At a minimum, multi-use trails should be eight feet
wide, although ten feet in width is preferred to improve comfort and safety for passing.
Multi-use trails may be designed at-grade with the roadway, buffered by a grass or
landscaped strip of a minimum ten feet in width. Where topographical constraints are
present, multi-use trails may be cut into adjacent slopes or elevated above the slope to
provide a level surface.
1. SEVERE TOPOGRAPHY
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 11
2. MODERATE TOPOGRAPHY
3. FLAT TOPOGRAPHY
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 12
J. MULTI-USE TRAILS – GREENWAY
Multi-use trails can be provided away from roadways within or outside of villages to provide a
shared pedestrian and cycling facility. At a minimum, multi-use trails should be eight feet wide,
although ten feet in width is preferred to improve comfort and safety for passing.
1. SEVERE TOPOGRAPHY
2. MODERATE TOPOGRAPHY
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 13
MATERIALS
SIDEWALKS:
Sidewalks are typically concrete, although bricks, asphalt, or other pavers may be used.
PEDESTRIAN TRAILS:
Pedestrian Trails may also be constructed with concrete or asphalt, although more pervious
surfaces such as crushed stone or wood chips may be preferred in certain circumstances.
BIKE LANES + PAVED SHOULDERS:
Bike lanes and paved shoulders are typically constructed with asphalt as an extension of the roadway
surface.
MULTI-USE TRAILS:
Multi-Use are typically constructed with either asphalt or crushed stone.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 14
COSTS
CONCRETE
Concrete is typically the most expensive surface but also the most
durable. Concrete construction cost is $4.75/square foot (SF) for
regular concrete and $6.00/SF for permeable concrete. Regular
concrete will last for 25 years before needing significant maintenance
while permeable concrete will last for 15 years.
ASPHALT
Regular asphalt can be constructed at a cost of $2.75/SF and will
typically last for about 10 years before needing significant maintenance.
Permeable asphalt is more expensive than regular asphalt at a cost of
$3.50/SF and has a shorter life at 8 years before needing significant
maintenance.
CRUSHED STONE
Crushed Stone paving is permeable and can be constructed at a cost of
$4.50/SF, lasting for 15 years before needing significant maintenance.
A regular crushed stone surface can be constructed for $2.50/SF but
may require significant maintenance every 2-5 years. Filbert shells may
also be used at a cost of $2.25/SF and last 7-10 years before needing
significant maintenance. All three of these surfaces are permeable but
only crushed stone paving meets ADA standards.
WOOD MULCH
Wood mulch or wood planer shavings can be constructed at a cost of
$2.50/SF but will require significant maintenance every 1-3 years.
Both of these surfaces are permeable but neither meets ADA
standards.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 15
MONTGOMERY COUNTY VILLAGE TRANSPORTATION
LINKS (VITL) PLANS: TECHNICAL MEMO 3
CROSSING STANDARDS
Prepared for:
MONTGOMERY COUNTY, VIRGINIA
PREPARED BY:
DRAFT – February 22, 2007
Prepared in cooperation with the U.S .Department of Transportation, Federal Highway Administration, and the Virginia
Department of Transportation. The contents of this report reflect the views of the author(s) who is responsible for the facts and
the accuracy of the data presented herein. The contents do not necessarily reflect the official views or policies of the Federal
Highway Administration, the Virginia Department of Transportation, or the New River Valley Planning District Commission.
This report does not constitute a standard, specification, or regulation.
Federal Highway Administration or Virginia Department of Transportation acceptance of the report as evidence of fulfillment
of the objectives of this planning study does not constitute endorsement/approval of the need for any recommended
improvements nor does it constitute approval of their location and design or a commitment to fund any such improvements.
Additional project level environmental impact assessments and/or studies of alternatives may be necessary
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
I. CROSSING STANDARDS
Intersections are where the paths of motorists, cyclists and pedestrians converge. Every
intersection contains a variety of conflict points where crashes may occur, so good intersection
design requires that the paths and roles of all travelers are clear and visible.
Safe, convenient, and highly visible crossings make a multi-modal transportation system safe
and usable for pedestrian and bicycle activity.
PEDESTRIAN EMPHASIS INTERSECTIONS
The VITL Plan refers to two types of crossing standards that have been developed as blue prints
for bicycle and pedestrian improvements at key locations. The Pedestrian Emphasis intersection
is a higher level of treatment, including changes to the physical character of the intersection as
well as pavement markings and signal improvements. These changes include:
Marked and high visibility crosswalks
Raised crosswalks
Curb extensions
Chokers
Median refuge
Pedestrian activated signals
Pedestrian underpass
PEDESTRIAN SUPPORTIVE INTERSECTIONS
The second type of intersection is Pedestrian Supportive, where pedestrian visibility and safety
are improved over existing conditions, but bicycle, pedestrian, and automobile traffic is not
sufficient to warrant a major investment. This treatment includes:
Marked and high visibility crosswalks
Curb extension
Pedestrian scale lighting to illuminate waiting pads
MID BLOCK CROSSINGS
Many pedestrian crashes occur when a pedestrian attempts to cross the street at mid-block.
Where such crossings are needed, a special crosswalk between intersections may be
appropriate. Such crossings should be designed with signage, flashing lights and highly visible
pavement markings, because motorists do not expect pedestrians at mid-block. At mid-block
crossings with particularly heavy traffic, a signal warrant study may be conducted to determine
if a pedestrian activated signal may be installed.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
MARKED CROSSWALK
A marked crosswalk
is the cheapest and
most basic type of
crosswalk. A
marked crosswalk
should be a
minimum of six feet
in width and is
painted with non-
slip, reflective,
white paint or tape.
(Cost: $100-$300)
Some crosswalks are angled to the right in the
median. This is intended to facilitate a pedestrian's
view of oncoming traffic before crossing the second
half of the street..
Photo above right, by Dan Burden.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
HIGH-VISIBILITY CROSSWALK
Brick, stone, or other
high-visibility, textured
paving materials may be
used to improve the
aesthetics and increase the
emphasis on the
importance of a c
A high-visibility cro
should be a minimum of
six feet in width and of a
non-slip surface
accentuated with
reflective, white paint or
tape. (Cost: $3,000)
rosswalk.
sswalk
A well-defined crosswalk with brick paving and median refuge provides clear path for
pedestrians. Photo above right, by Dan Burden.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
RAISED CROSSWALK
A raised crosswalk
elevates either a marked
or high-visibility
crosswalk to a level
above the road that is at-
grade with the adjacent
sidewalk. This design
slows vehicle traffic at
the crossing and
increases the visibility of
the pedestrian. The flat
crosswalk surface is
typically three-four
inches above the street
and 10 feet in width.
The ramps on either s
should be six feet long
1:20 slope) which
reduces travel speed t
about 15-25 mph.
(Cost: $2,000-$15,00
ide
(a
o
0)
raised pedestrian crossing provides a continuous route
e
y
A
for the pedestrian at the same level as the sidewalk.
Pavement markings may be used on the slope to mak
the crossing visible to motorists. Photo below right, b
Dan Burden.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
CURB EXTENSION
A curb extension is a way of
redesigning the corner of an
intersection to narrow the travel
lane, shorten the pedestrian
crossing distance, and decrease
the speed of turning vehicles. T
curb should be extended so that a
10-11’ travel lane remains.
(Cost: $2,000-$20,000 per
corner)
he
Curb extensions, or bulb-outs, reduce crossing distance, and special pavement markings help to
alert motorists of pedestrian crossing. Photo above right, taken in Anchorage, Alaska. by
Michael King.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
CHOKER
A choker is used mid-block to narrow
the travel lane, shorten the pedestrian
crossing distance, and decrease the
speed of through traffic. The curb
should be extended so that a 10-11’
travel lane remains. (Cost: $5,000-
$20,000)
This choker narrows the street from two lanes to one. Traffic is forced to slow down and, in
some cases, wait for an approaching vehicle to pass before proceeding.
Photo below right by Michael King.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
MEDIAN REFUGE
A median refuge is used at
an intersection or mid-
block at a crosswalk to
narrow the travel lanes
and reduce the need to
cross both directions of
traffic at one time. Trees,
landscaping, bollards, or
some other physical
barrier should be located
at both ends of a median
refuge to provide extra
protection for a pedestrian
waiting in the median.
The level of the crossing
through the median s
be at the same height a
the adjacent crosswalk
(Cost: $4,00
hould
s
.
0-$30,000)
ew median refuge and marked crossing
to by Dan Burden.
N
provides shorter crossing distance for
pedestrian.
P
ho
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
PEDESTRIAN-ACTIVATED SIGNAL (AT AN INTERSECTION)
Pedestrian
activated signals
can be i
into existing
traffic signal
systems at
intersections. A
display that
counts down the
time left for a
pedestrian to
safely cross is
preferred.
(Cost: $20,000-
$40,000)
ntegrated
Pedestrians safely
cross a busy
intersection.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
PEDESTRIAN-ACTIVATED SIGNAL MID-BLOCK
Pedestrian activated signals can be
added to intersections or mid-block
where heavy pedestrian-traffic is
expected or where there are safety
concerns. This requires standalone
poles for the crossing push-button and
for the vehicle traffic signals. A display
that counts down the time left for a
pedestrian to safely cross is preferred.
(Cost: $20,000-$40,000)
Mid-block crossing
allows bikers and
pedestrians to cross a
highly trafficked road.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
PEDESTRIAN UNDERPASS
A pedestrian underpass completely separates the
pedestrian from vehicle traffic but is typically
very difficult and expensive to construct.
Lighting, drainage, graffiti, and personal security
are all issues that must be addressed with
pedestrian underpasses. ADA requirements also
lead to long entry and exit ramps to meet slope
requirements. Studies have shown that many
pedestrians will not use pedestrian bridges or
underpasses because of their inconvenience and
potential security concerns. Typically,
pedestrian underpasses are only used as a strategy
of last resort. Boulder, Colorado.
(Cost: $500,000-$4 million)
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
PART 3. IMPLEMENTATION PLAN
Improving conditions for bicyclists and pedestrians in Montgomery County will require
local and regional coordination, education and encouragement, as well as physical
improvements. The following implementation strategy is designed to provide the County
with the tools needed to effectively implement the Village Transportation Links Plan.
Below is a summary of the recommendations.
COORDINATION
1. Encourage continued participation by the Citizen Advisory Committee to share
initiatives to educate, encourage, and enforce safe, effective bicycle and pedestrian
transportation.
2. Adopt and use bike and pedestrian design guidelines to support development
review.
3. Increase coordination and expand facilities and programs to specifically encourage
bicycle tourism.
4. Establish a committee with County staff and school board representatives to
promote Safe Routes to School through infrastructure improvements, educational
and encouragement programs, and enforcement of laws designed to promote safe
pedestrian and cycling conditions.
5. Coordinate planning efforts with the Towns of Blacksburg, Christiansburg, and
Radford, as well as surrounding counties, to develop a cohesive regional network of
pedestrian and cycling facilities.
EDUCATION + ENCOURAGEMENT
1. Conduct community-wide encouragement programs for bicycling and walking on an
on-going basis.
2. Implement a bicycle and pedestrian safety education curricula into elementary and
middle schools throughout the region
3. Launch a corridors to campus initiative to support walking and biking to University
campuses around the region
4. Develop educational and encouragement materials and events to promote student
bicycling to and around local colleges and universities.
5. Coordinate with the region’s major employers to distribute share the road and
bicycling safety educational materials, and to develop encouragement programs to
increase bicycle commuting
6. Utilize local cycling groups as avenues for community based training and advocacy
programs
PHYSICAL IMPROVEMENTS
1. Develop a countywide wayfinding signage system, with specific treatments for the
village areas, that is easily and quickly understood by cyclists and pedestrians using
the village Transportation links system
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
48
2. Focus short-term efforts on implementing the demonstration projects identified
within each Village.
3. Seek funding to initiate a Safe Routes to School program
4. Plan the installation of bicycle and pedestrian facilities, where feasible, as part of all
new road construction, resurfacing, streetscape and traffic calming projects.
5. Negotiate with developers to incorporate recommended projects into site plans or
as off-site mitigation.
6. Undertake routine maintenance of the bicycle and pedestrian network facilities,
such as sweeping, repainting pavement markings, and repairing infrastructure.
7. Link bicycle and pedestrian facility improvements with the Town of Blacksburg’s
existing and planned transit services to better connect residential areas in the county
with Virginia Tech, downtown Blacksburg, and other destinations within the Town
8. Create a unified pedestrian and bicycle network that provides continuous facilities
linking village areas and major activity areas countywide, with the Town of
Blacksburg, Town of Christiansburg and City of Radford.
9. Consider implementing “livable street” standards that encourage safe and
comfortable walking and biking through improved site design and lower speed
limits. A street with a 35 mph speed limit and buildings set close to the street will
typically provide a more pleasant pedestrian environment than a street with a 55
mph speed limit and buildings set well back from the street. Changes to street and
site design may help encourage walking and biking as much or more then
constructing sidewalks and bike lanes.
FEASIBILITY ANALYSIS
In order to implement the recommended projects, a number of questions regarding the
feasibility of each project will need to be answered. These include:
Is the project cost-effective and is funding available? The County should identify
opportunities to reduce the cost of implementation by including pedestrian and bicycling
projects as a component of roadway projects that are planned for construction. There may
also be opportunities to negotiate with developers to include pedestrian and bicycling
projects into site plans, developer-constructed streets, or as off-site mitigation. For
publicly funded projects, the “Potential Funding Sources” section identifies a number of
State and Federal programs that provide funding for bicycle and pedestrian process, most
often in the form of grants.
Will the project fit within the existing right-of-way, or can the County
acquire right-of-way for the project? Projects where right-of-way is already available
or where voluntary easements can be acquired will typically be the cheapest and easiest
projects to implement. Where right-of-way is constrained or expensive to obtain, the
County should investigate alternative alignments that could be used to meet the same
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
49
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
50
objective, or consider narrowing the proposed project to better fit within the available
right-of-way.
Does the project further the development of a cohesive system of pedestrian
and cycling facilities? While certain isolated projects can provide benefits by
themselves, the County should focus on implementing projects that tie into existing
pedestrian and bicycling facilities in order to further the benefit these existing facilities
provide.
Additional Considerations
Right-of-way, environmental, historical, and funding constraints, as well as the political
climate, must all be considered during the planning process to ensure that implementation
of the plan is actually feasible. For example, land acquisition costs and historical and
environmental impacts need to be carefully considered to determine the feasibility of a
project.
PHASING SCHEDULE AND RESPONSIBLE PARTIES END PRODUCT LEAD AGENCY(IES) YEAR ONE GOALS/ ACTIVITIES YEAR 2-5 GOALS/ ACTIVITIES COORDINATION Citizen Advisory Committee County staff coordinates, with volunteer participation from network members Develop strategic plan, begin regular meetings, report to MPO in July? Continue regular meetings, outreach efforts, and implementation, annual MPO report in July Performance measures: Completion of strategic plan by 2007. Begin implementing key recommendation. Bike and pedestrian design guidelines for development review County staff Adopt VITL plan; establish developer review criteria; begin reviewing proposals Construction of bicycle and pedestrian facilities in new development Performance measures: All new development includes bicycle and pedestrian facilities. Completion of strategic plan by 2007. Begin implementing key recommendation. Bicycle Tourism MPO; Local governments Chamber of Commerce; County staff Prepare a bicycle tourism marketing plan by 2007. Implement key recommendations by 2008. Distribute information to tourist bureaus, hotels, youth hostels, and regional travel magazines. Identify self-guided bike tours. Feature information on Web sites. Performance measures: Distribute bicycle touring and rental information to 50 – 100 locations per year, beginning in 2008. Identify 3 – 5 self-guided bike tours in 2008. Feature information on bicycle touring and rental on 3 – 5 Web sites by 2008. Safe Routes to Schools Committee Montgomery County Schools; County staff & MPO Establish task force of teachers, parents & students; review previous efforts and national resources, create action agenda, and secure funding to launch program at one school. Continue securing grant funding to provide safe access to all schools in the County Performance measures: Grant funding secured for 3 projects. MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 51
END PRODUCT LEAD AGENCY(IES) YEAR ONE GOALS/ ACTIVITIES YEAR 2-5 GOALS/ ACTIVITIES Local Governments MPO, Montgomery County, Town of Blacksburg, Town of Christiansburg, City of Radford, Pulaski County, Roanoke County Establish regional coalition; agree to regional network of pedestrian + cycling facilities Continue regular meetings; pursue funding opportunities Performance measures: Semi-annual meetings with the regional coalition. EDUCATION + ENCOURAGEMENT Community-wide encouragement programs CAC Develop media outreach plan including development of regional bicycling website. Website could include maps of on-road and off-road facilities, recommended touring routes, resources such as bicycle shops, bike clubs, and a calendar of events Increase bicycle and pedestrian activities and programs as part of local and nationally sponsored events such as Commuter Choices Week, Walk to School Day, and Bike to Work Day. Performance Measure: Issue 3 – 5 press releases per year, beginning in 2007 School Bike/Pedestrian Safety Coordinator Montgomery County Schools Designate and fill half time staff position (existing or new staff) Staff member initiates and coordinates school-based programs Performance Measure: Incorporate bicycle skills training into appropriate school curricula by 2008. Classroom & Experiential Education Events & Activities School Bike/Pedestrian Safety Coordinator Build and distribute resources to teachers throughout system (Master Plan Teachers Resource Guide provides starting point) Projects and activities incorporated into regular curricula and events Performance Measures: Train 150 elementary school students per year by 2009, increasing to 500 elementary school students by 2015. Corridors to Campus Initiative CAC, University officials. MPO Discuss approach and desired outcomes of Initiative; secure funding through capital investments and program budgets Identify, evaluate and prioritize cost effective strategies to support walking and cycling to and from each university; Performance Measures: Implement at least three projects by 2010. MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 52
END PRODUCT LEAD AGENCY(IES) YEAR ONE GOALS/ ACTIVITIES YEAR 2-5 GOALS/ ACTIVITIES Commuter Programs CAC, County staff, Chamber of Commerce, Town of Blacksburg, Town of Christiansburg; City of Radford, Local employers Develop “Share the Road” and Bicycling safety educational materials for working age adults; Work with local employers to and fitness centers to improve bike lockers, bike parking, and showers for those who commute to work by bike or on foot Establish an annual Bike to Work day. Distribute publications, provide incentives to participate, and stage workplace education sessions. Survey the participants and workplaces, to determine how to make the event more successful. Track participation to determine air quality benefits. Prepare an annual report with recommendations to improve the program, beginning in 2008; Hold event annually Performance Measures: 5000 participants in 2008; increasing to 10,000 by 2010. Community-based training and advocacy CAC, NRVBA and other local bike clubs Promote VITL plan through bike group newsletters and electronic listservs; Assist in the development of route maps Organize volunteer led commuter cycling courses; Secure funds for educational campaign including publicity & events Conduct campaign Performance Measures: Hold 5 commuter cycling courses by 2012 PHYSICAL IMPROVEMENTS Village Transportation Wayfinding Signage & Map Guide CAC, Planning Department, Parks and Recreation Develop route map and downtown signage system (use PR firm to assist with guide design & sign logos); program funds for implementation. Publish & distribute guide, complete signage improvements. Performance Measures: Route guide completed and all routes signed by 2012 Demonstration Projects Representatives from villages, CAC; County staff; VDOT Organize task forces within each village to identify funding sources for implementation; conduct any additional study necessary for implementation; secure easements where necessary Secure funding and begin construction Performance Measures: 3 demonstration projects under construction by 2012 MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 53
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 54 END PRODUCT LEAD AGENCY(IES) YEAR ONE GOALS/ ACTIVITIES YEAR 2-5 GOALS/ ACTIVITIES Bicycle and pedestrian facilities with road construction County Planning Department, VDOT Monitor county and state bridge and underpass construction projects to ensure that adequate accommodation for bicyclists and pedestrian is provided; Provide through access whenever building new streets, planned developments, cul-de-sacs, and traffic calming projects; Make new and reconstructed intersections bicycle-friendly wherever possible Ongoing monitoring and coordination Performance Measures: Increase miles of bicycle lanes and sidewalks that are constructed. Bicycle and pedestrian facilities with new development County Planning Department Establish connectivity standards for new development and redevelopment and apply to site plan review process. Ensure that trails built as a condition of development approval are designed and built to appropriate standards. Ensure that trails are the appropriate width and safely connect to the street network and/or existing trails. Performance Measures: Apply trail standards and establish a monitoring process by 2007. Routine Maintenance County staff, VDOT Inspect the bike lane network 3 – 4 times per year, issuing work orders to address maintenance issues. Sweep streets with bike lanes at the same frequency as the sweeping of arterial streets. Ensure safety through routine maintenance, including regular inspections, replacing worn pavement markings and bike symbols, replacing damaged signs, sweeping away debris, repaving streets, and repairing potholes. Performance Measures: Maintenance schedule upheld.
COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 55 END PRODUCT LEAD AGENCY(IES) YEAR ONE GOALS/ ACTIVITIES YEAR 2-5 GOALS/ ACTIVITIES Link to Transit County Planning Department; Town of Blacksburg; Town of Christiansburg Identify priority stations to serve safe, convenient routes; Develop a Bike to Blacksburg Transit signage program Implement bike lanes that service where appropriate. Performance Measures: Establish new or enhanced bikeways to 5 transit stations by 2015 and to an additional 10 transit stations by 2030. Link activity centers County Planning Department, Town of Blacksburg, Town of Christiansburg, City of Roanoke, CAC, Safe Routes to Schools Committee, Friends of the Huckleberry Trail Conduct inventory of bicycle parking at key destinations (schools, parks, libraries, transit stops, community centers, shopping centers, office parks, etc); Sign all routes linking important destinations Prioritize bikeways/walkways to elementary schools, high schools, colleges, and universities; improve access to the Huckleberry Trail and other popular trails; Connect Blacksburg, Christiansburg and Radford; Provide bicycle parking at key destinations within the County; Continue to identify key local connections that support the VITL plan. Performance Measures: Construct bicycle parking at 5 destinations by 2008, Construct bicycle parking at 5 destinations annually; Increase miles of streets/trails between Christiansburg, Blacksburg and Radford by 2012, Create 5 new access points to the Huckleberry Trail by 2012 Implement measures on selected village arterials to reduce speeding and encourage bicycling and walking. Work with VDOT to establish “livable street” guidelines for major arterials. Potential improvements include, where appropriate, lower speed limits, curb extensions, striping, planted medians, textured crosswalks, and gateway treatments. Building site design should also be considered. All improvements should accommodate emergency, snow removal, and mass transit vehicles. County staff, VDOT MONTGOMERY Livable Streets Performance Measure: Test measures at 3 bikeway locations by 2012.
POTENTIAL FUNDING SOURCES
There are various means through which bicycle and pedestrian recommendations can be funded,
including:
• Safe routes to school
• Transportation enhancements
• Safety programs
• Air quality programs
• Road construction
• Private development
A number of the actively funded programs are described below:
Safe Routes to School
Purpose This program establishes a federally funded grant program providing
communities with the opportunity to improve bicycling or walking to school
in grades K-8.
Funding 70% to 90% allocated to Safety Improvement Project Grants
$500,000 maximum for project grants (per application)
25,000 maximum for SRTS program grants (per locality or school division)
All grants provide 100 percent federal funding with no local match required.
Eligible Projects Program Grants are to develop documented SRTS plans and programs at
schools or school divisions
Project Grants are intended to provide infrastructure improvements within
a two-mile radius of targeted schools
Eligible Applicants Schools, Cities, Counties, Public and non-profit entities working on behalf
of schools, Metropolitan Planning Organizations
Contact Jakob Helmboldt; jakob.helmboldt@vdot.virginia.gov, (804) 225-3269;
Safe Routes to School coordinator, VDOT Traffic Engineering Division
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
56
Transportation Enhancement Program
Purpose This program is an initiative to focus on enhancing the travel experience and
fostering the quality of life in American communities
Funding Up to 80% of a project can be financed with federal funds. A local match of
at least 20%, from other public or private sources, is required.
Local matches may be in-kind contributions including tangible property,
professional services and volunteer labor
This is a reimbursable program
Eligible projects Pedestrian and bicycle facilities such as sidewalks, bike lanes and shared use
paths
Pedestrian and bicycle safety and educational activities such as classroom
projects, safety handouts and directional signage for trails
Preservation of abandoned railway corridors such as the development of a
rails-to-trails facility
Eligible applicants Any local government, state agency, group or individual may apply to the
program. All projects need to be formally endorsed by a local jurisdiction or
public agency.
Contact Transportation Enhancement Program Staff, VDOT Local Assistance
Division www.VirginiaDOT.org, “Programs” section
Bicycle and Pedestrian Safety Program
Purpose This program was developed to implement safety projects addressing bicycle
and pedestrian crashes or the potential for such crashes, with evaluations
based on risk and applications competing with like projects.
Funding Up to 90% of a project can be financed with federal funds
A project must have a minimum 10% match
Eligible projects Construction of on-street facilities and shared use paths
Development of treatments for intersections
Installation of signs and pavement markings
Eligible applicants State and local agencies may apply to the program
Contact VDOT Mobility Management Division –HSIProgram@vdot.virginia.gov
804-786-9094
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
57
Virginia Recreational Trails Fund Program
Purpose This grant program was established to provide and maintain recreational
trails and trails-related facilities.
Funding Up to 80% of a project can be financed with federal funds.
A project must have a minimum 20% sponsor match
This is a reimbursable program
Eligible projects Build new trails
Restore damaged existing trails
Develop trailside and trailhead facilities
Provide feature to facilitate access and use by people with disabilities
Eligible applicants Any local government, government entity, or private organization may
apply to the program
Federal government entities may be eligible if teamed with private trail
groups and organizations
Contact Virginia Recreational Trails Fund Program, Department of Conservation
and Recreation 804-786-3218 or 804-786-4379
www.dcr.virginia.gov, “Outdoor Recreation Planning
Rural Transportation Planning Program
Purpose This program provides funds to planning district commissions to carry out
transportation planning for rural areas.
Funding Federal funds finance 80% of program activities and grants
A match of at least 20% from a planning district commission or locality is
required
Eligible projects Bicycle and pedestrian planning, greenway planning
Eligible applicants Planning district commissions
Contact Peggy Todd; peggy.todd@vdot.virginia.gov; 804-371-3092
VDOT Transportation and Mobility Planning Division
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
58
Highway Construction Program
Purpose This program provides funding for the preliminary engineering, right of way
acquisition, and construction of highway projects.
Funding No local match is needed for projects on primary and secondary system
roads. A 2% local match is required for projects on urban system roads
Eligible projects Bicycle and pedestrian accommodations can be built as part of highway
projects
Bicycle and pedestrian accommodations can be built as individual projects,
separate from the construction of highways, either on highway or
independent right of way
Contact VDOT district offices – www.VirginiaDOT.org
Recreation Access Program
Purpose This program provides bicycle access to public recreational facilities or
historic sites operated by a state agency, a locality, or a local authority,
either with an access road or on a separate bicycle facility.
Funding This program uses state funds only.
Up to $75,000 may be awarded for bicycle access to a facility operated by a
state agency.
Up to $60,000 may be awarded for bicycle access to a facility operated by a
locality or local authority, with a $15,000 match.
Eligible projects Construction, reconstruction, maintenance, or improvement of bikeways.
Eligible applicants A governing body of a county, city or town may make an application to this
program
Contact Hugh Adams, 804-786-2744, hugh.adams@vdot.virginia.gov
VDOT Local Assistance Division
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
59
APPENDICES:
TECHNICAL MEMO 1: EXISTING CONDITIONS
TECHNICAL MEMO 2: TRAIL DESIGN STANDARDS
TECHNICAL MEMO 3: CROSSING DESIGN STANDARDS
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
MONTGOMERY COUNTY VILLAGE TRANSPORTATION
LINKS (VITL) PLANS: TECHNICAL MEMO 1
Prepared for:
MONTGOMERY COUNTY, VIRGINIA
PREPARED BY:
November 7, 2006
Prepared in cooperation with the U.S .Department of Transportation, Federal Highway Administration, and the Virginia
Department of Transportation. The contents of this report reflect the views of the author(s) who is responsible for the facts and the
accuracy of the data presented herein. The contents do not necessarily reflect the official views or policies of the Federal Highway
Administration, the Virginia Department of Transportation, or the New River Valley Planning District Commission. This report
does not constitute a standard, specification, or regulation.
Federal Highway Administration or Virginia Department of Transportation acceptance of the report as evidence of fulfillment of
the objectives of this planning study does not constitute endorsement/approval of the need for any recommended improvements nor
does it constitute approval of their location and design or a commitment to fund any such improvements. Additional project level
environmental impact assessments and/or studies of alternatives may be necessary.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
TABLE OF CONTENTS
Introduction ...................................................................................................................................1
County Profile ....………………………………………………………………………3
Community and Economic Focal Points .....................................................................................5
Existing Bicycle and Pedestrian Facilities ................................................................................6
Policies and Programs.................................................................................................................8
Village Profiles..........................................................................................................................11
Next Steps and Key Issues…… …………………………………………………... 19
LIST OF FIGURES
Figure 1. Planning Areas .................................................................................................................5
Figure 2. Critical Features ...............................................................................................................7
Figure 3. Existing Bicycle Facilities..................................................................................................8
Figure 4. Existing Pedestrian Facilities……………………………………………….....…9
Figure 5. Planned Bicycle, Pedestrian, and Greenway facilities...........................................10
Appendix 1. Riner .........................................................................................................................19
Appendix 2. Prices Fork ................................................................................................................20
Appendix 3. Elliston and Lafayette..............................................................................................21
Appendix 4. Shawsville …………………………………………....…………………….22
Appendix 5. Plum Creek…………………………………………………………….........23
Appendix 6. Belview…………………………………………………………….……….24
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
INTRODUCTION
In October of 2004, the Montgomery County Board of Supervisors approved a new
Comprehensive Plan, which designated seven Village/Village Expansion Areas throughout
the County (Belview, Plum Creek, Prices Fork, Riner, Shawsville, Elliston, and Lafayette).
These villages are rural communities, where limited mixed use development has historically
occurred and public utilities are available, and are intended to accommodate a significant
share of the future development in the unincorporated areas of the County. Throughout the
comprehensive planning process, County residents identified the need for developing non-
motorized transportation networks (bikeways, sidewalks, trails) in an effort to reduce
traffic congestion, increase travel options, and enhance daily life for village residents.
The purpose of the Village Transportation Links (VITL) Plans is to develop a
comprehensive Bicycle, Pedestrian, and Greenways Master Plan for each of the villages
designated in the 2004 Montgomery County Comprehensive Plan. As an element of the
Comprehensive Plan, the Village Transportation Links (VITL) Plans will build a vision for
non-motorized transportation access and mobility within and between each of the County’s
designated villages. VITL Plans will enhance transportation by providing both local and
regional links that enable residents to use non-motorized transportation for trips to school,
parks, and local businesses, as well as commute to nearby centers such as Blacksburg,
Christiansburg, and Radford. Additionally, a non-motorized transportation network will
reinforce the sense of community and support more compact land development within each
village.
Upon completion, the plan will identify specific improvements and implementation
priorities for an interconnected network of bicycling and walking facilities that
complements each Village’s and the County’s overall transportation system. This will
include an overall Connectivity Framework plan that shows linkages between the Villages
and connections to the regional trail and bike route network, as well as design standards and
appropriate cross-sectional and construction standards for each linkage and trail segment.
It is intended for this plan to be incorporated into the Comprehensive Plan through the
formal plan amendment process. The VITL plan will be adopted as a chapter to the
Comprehensive Plan and cross-referenced with the Village Plans, and with the Parks and
Recreation, and Transportation chapters. Furthermore, the VITL planning effort, along
with the work of the appointed Citizen Advisory Committee, will serve as a foundation for
future policy and implementation directives that deal with non-motorized transportation in
Montgomery County.
This memo summarizes the data and information compiled during the first task of the
Master Plan process. The completion of Task 1 (Project Initiation and Inventory/Analysis)
required assembling an inventory of existing and planned bicycle, pedestrian, and greenway
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
facilities, and reviewing current conditions within the County, as well as documents and
initiatives for promoting local and regional connectivity.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
COUNTY PROFILE
Montgomery County is located in the New River Valley in the southwestern part of
Virginia, about 35 miles southwest of the City of Roanoke. The county is bordered by
Craig County to the north, Floyd County to the south, Giles County to the northwest, the
City of Radford and Pulaski County to the southwest, and Roanoke County to the
northeast. The County’s 393 square miles lie between the Appalachian Plateau and the Blue
Ridge Mountains and encompass the Towns of Blacksburg, home to Virginia Tech, and
Christiansburg, the County seat. In addition, the County is split by the Continental Divide,
which creates a topography that varies from narrow valleys with moderately steep ridges to
the east to gently rolling hills to the west. This setting provides an abundance of natural
beauty, cultural attractions, and historic assets for its residents to enjoy.
The population of Montgomery County has been expanding since 1960, reaching about
87,900 in 2005. Rapid growth took place from 1965 to 1980, coinciding with Virginia
Tech’s change from an all male military institution to a co-ed university. In the decade
between 1980 and 1990, the Center for Public Service considered Montgomery County the
fastest growing locality in Southwest Virginia. Since that time, the County has witnessed
more steady growth, which may be attributed to stabilizing enrollments at Virginia Tech.
The average annual growth rate growth decreased to 1.3 percent from 1990-2000 (down
from 4.4 percent from 1960-1970), which mirrors state growth rates for the same decade.
In absolute numbers, however, growth in Montgomery County has outpaced all of the
surrounding jurisdictions. The population distribution within the County, however, has
remained fairly consistent with about two-thirds of the County’s total population located in
the towns of Blacksburg and Christiansburg, and the remaining one-third located in the
unincorporated area of the County. It is expected that the population will continue to grow
at slightly more than 1 percent average annual growth until 2030, increasing the population
by 25,000 in the County as a whole and adding 6,000 to 8,000 more persons in the
unincorporated area.
This growth has significant implications on mobility within the County. Montgomery
County has witnessed sprawling growth typical of counties of a similar size. Urban growth
patterns are replacing farmland and the edges of the town and village boundaries are blurred
by residential growth. From 1988 to 2004, unincorporated areas of Montgomery County
lost over 2,800 acres of agriculturally zoned land and 185 acres of conservation zoned lands
to a combination of residential, commercial, and industrial uses. Transportation access to
the traditional centers of growth in the County is usually via existing major collector roads
or minor arterial highways. The result of this growth has meant increased traffic on
substandard roads.
In recent years, single family residential development has taken place along road frontage in
rural parts of the county. Many of these developments were designed as discrete
subdivisions that lack a physical integration into the place in which they were built and
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
contribute to a diminished sense of community. In an effort accommodate new growth and
create a sense of community and interconnectedness, the County has designated Urban
Expansion areas adjacent to Blacksburg, Christiansburg, and Radford, and the
Villages/Village Expansion Areas of Belview, Elliston, Lafayette, Plum Creek, Prices Fork,
Riner, and Shawsville (Figure 1). These Villages/Village Expansion Areas will build upon
the traditional street network of the existing villages and will be designed to accommodate
pedestrians, as well as vehicles. By encouraging growth in designated areas, and creating
villages with civic and commercial focal points, the County has a unique opportunity to
ensure that mobility and access can be achieved without having to rely on a vehicle.
Figure 1 Planning Areas as identified in Montgomery County Comprehensive Plan
Despite the appearance of significant residential development, the County remains
primarily rural. Nearly 60 percent of Montgomery County is forested, and about seven
percent of this forest land lies in the Jefferson National Forest. There are also significant
rural lands under state, religious, and charitable ownership, including the Pedlar Hills
Natural Area Preserve and Nature Conservancy Lands. As a result, many of these natural
features are preserved from future development, and present opportunities for trail and
greenway connections that can provide both recreational and environmental benefits to
County residents.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
COMMUNITY AND ECONOMIC FOCAL POINTS
The majority of business and industrial areas are located either in or in close proximity to
Blacksburg and Christiansburg, or in the 177 Corridor between the city of Radford and
Carilion Hospital adjacent to I-81. The notable exceptions are the Elliston/Lafayette Park,
located next to US 460/ Rt. 11, at Elliston, and Rowe Furniture, across the South Fork at
Lafayette. In addition, small business districts are located in the villages (Riner, Elliston,
Shawsville, and Prices Fork) and along specific corridors (Rt. 11 at Plum Creek, Rt. 114 at
Belview, and Rt. 460/Rt. 11 at Lafayette). These commercial areas provide important
neighborhood services, ranging from convenience stores and small delis to auto body shops.
While many of these small business districts do not provide all the services necessary to
sustain any one Village, they nevertheless can be accessed without getting in the car and can
serve as a community focal point for the VITL plan.
Regional links to nearby population centers (Blacksburg, Christiansburg, Radford, central
Pulaski County, Roanoke, and Giles) are also important to consider, as they have the
potential to provide a commuting alternative. An example is the off-road Huckleberry Trail
currently linking Blacksburg to Christiansburg. According to the Virginia Employment
Commission, Montgomery County has 29,589 workers who both live and work in
Montgomery County (79.1 percent of County residents). With a high number of workers
who live and work in the County, a County-wide bike or trail system has the potential to
remove a reasonably large share of commuter traffic from the roadway network. The
majority of the remaining workers commute to Pulaski County, the City of Radford, and
Roanoke, all of which have plans to expand their existing network of trails to connect to
Montgomery County. Connections to Giles and Floyd County are also important, as a high
percentage of workers from those counties commute to Montgomery County for
employment. Additionally, links to regional facilities, such as the New River Trail,
Roanoke Valley Greenways, New River Blueway, Appalachian Trail, Pandapas Pond, and
the Bicentennial Bike Route 76 will provide tourism and recreation opportunities.
Historically, Montgomery County has not actively promoted tourism, although results from
the comprehensive planning process suggest strong support for an expansion of the
industry, especially in terms of agricultural, historical, and eco-tourism. Montgomery
County and the New River Valley provide many scenic routes for cycling. The Blacksburg
Bikeway and Walkway, the Huckleberry Trail, and the TransAmerica Bike Route are
among a few. The Town of Blacksburg has served as both a host site and finishing site for
Tour DuPont, America's premier cycling event. In addition, there are a number of natural
features, recreational resources, cultural and historical facilities, and community points of
interest throughout the County that could serve as important focal points for tourism.
Figure 2 identifies several of these facilities, such as historic districts, natural resources,
recreational facilities, etc.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
Figure 2. Critical Features
EXISTING BICYCLE AND PEDESTRIAN FACILITIES
Only two miles of off-road or multi-use trails exist in the unincorporated areas of
Montgomery County and comprise the County-owned portion of the Huckleberry Trail.
While a portion of Bike 76, a transcontinental bike route, passes through the County, only
two bike facilities currently exist in the County. These consist of paved shoulders along
Route 723 between Lusters Gate and Ellett (part of the Bike 76 route) and Route 685
connecting Blacksburg and Prices Fork. Pedestrian facilities are also limited and exist along
the Huckleberry Trail, as well as within some private developments (not shown). A handful
of narrow sidewalks can also be found in the historic village cores. Figures 3 and 4 show the
existing bicycle and pedestrian facilities within the County.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
Figure 3: Existing Bicycle Facilities
Figure 4. Existing Pedestrian Facilities
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
The lack of public non-motorized transportation facilities within the County is due in large
part to the large number of recreational facilities that exist in the surrounding areas. Trails
in Blacksburg, Christiansburg, the Appalachian Trail, Blue Ridge Parkway trail systems
provide numerous hiking opportunities within close proximity to Village Areas. In addition.
Claytor Lake State Park, Cascades Waterfalls, the Jefferson National Forest, the Nature
Conservancy Falls Ridge Preserve and Pandapas Pond also provide significant hiking and
recreational facilities for Montgomery County residents. The New River Trail in Pulaski
County,Radford’s Riverfront Trail and Greenway, and the Roanoke Valley Greenway have
existing networks and plans to expand their trail system to connect to Montgomery County
and the Huckleberry Trail (see Figure 5).
Figure 5. Existing and Planned Bicycle and Pedestrian Facilities
POLICIES AND PROGRAMS
Planning for non-motorized modes of transportation in Montgomery County has always
taken place within the context of regional efforts. The first planning efforts began in 1974 as
part of a comprehensive bike plan prepared by the New River Valley Planning District
Commission. This plan paralleled the Blacksburg Bicycle Trail Study and the 1975
document entitled the Blacksburg Bikeway System. Both of these documents were intended
to address the increasing population of student cyclists at Virginia Tech. The regional
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
interest in bicycle planning was also reflected in the creation of the Bicentennial Bike Route
(also known as US Bicycle Route 76), a transcontinental signed bike route that passes
through Montgomery County between Yorktown, Virginia and Astoria, Oregon.
Despite the number of planning efforts during this time, it was not until 1990 when the
County officially developed and adopted a Bikeway/Walkway Plan to address the
transportation needs of its growing population. The plan focused on population centers,
commuter links, parks and recommendations from the Blacksburg Plan as the basis for the
routes, and carefully considered the costs involved in their route proposals (i.e. designating
“shared roads” that were already safe for cyclists, and coordinating additional “lanes” and
“trails” with Virginia Department of Transportation’s Six Year Road Plan).
The most notable result of the 1990 Bikeway/Walkway Plan was the creation of the
Huckleberry Trail, an off-road, multipurpose trail that lies along an abandoned railroad
bed, paralleling Rt. 460 between Christiansburg and Blacksburg, and connecting the two
population centers. Other accomplishments were the addition of paved shoulders along Rt.
723 between Lusters Gate and Ellett, and along Rt. 685 between Blacksburg and Prices
Fork. There are current plans under development to extend the Huckleberry Trail south
into Christiansburg and north to the Jefferson National Forest. The New River Valley
Planning District Commission is also evaluating the possibility of connecting the New River
Trail in Pulaski County through the City of Radford to Plum Creek, Belview, and east to
the Huckleberry Trail.
Cycling, pedestrian, and greenway needs continued to be addressed through a combination
of local and regional Comprehensive Plans and Bicycle, Pedestrian, and Greenway Plans. A
summary of these plans is included below:
One of the primary goals of the current Montgomery County Comprehensive Plan is
to support the development of non-motorized modes of transportation in an effort to
reduce traffic congestion and provide safe routes for non-motorized travel. These non-
motorized transportation networks should be linked with other local and regional
bikeway/walkway systems, as well as population centers (i.e. City of Radford, Blacksburg,
Christiansburg), employment centers (business/industrial parks), major shopping areas,
parks, and schools. To accomplish this vision, the Comprehensive Plan includes the
following provisions:
Within Urban Expansion Areas, Village Areas and Village Expansion Areas, new
roads and road improvements should be designed to accommodate pedestrians
and should include design elements that create comfortable and safe pedestrian
access between sites and along sidewalks (PLU 1.6.5c, PLU 1.7.4d); and
Rezoning proposals must include provisions for pedestrian mobility within the
site and safe and convenient connections for pedestrian traffic to adjacent sites,
public roadways and trails (PLU 2.1f).
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
The New River Valley Bikeway-Walkway-Blueway Plan 2000 encourages a non-
motorized and intermodal transportation system for the region (Floyd, Giles, Montgomery,
and Pulaski Counties, the City of Radford, and the towns for Blacksburg, Christiansburg,
Dublin, Floyd, Glen Lyn, Narrows, Pearisburg, Pembroke, Pulaski and Rich Creek). The
plan includes nine policy statements to support their vision for the New River Valley.
Among these:
All road design within the New River Valley should include additional width for
non-motorized uses (14 foot outside lanes are suggested);
New residential, commercial, and industrial development in the New River
Valley should propose non-motorized transportation facilities that supplement
the proposed Bikeway-Walkway-Blueway system;
All agencies in the region should promote the New River Valley as a place that is
safe and enjoyable for cyclists, canoeists and pedestrians; and
All County, City and Municipal jurisdictions should be encouraged to endorse
the Plan and should be encouraged to adopt a local Bikeway-Walkway-Blueway
plan into their respective comprehensive plans.
The Town of Blacksburg has a history of commitment to the development of a multi-use
trail system. In addition to the bicycle planning efforts initiated in the 1970s, the County
developed a Sidewalk and Curb and Gutter Policy to provide guidance in the further
development of the sidewalk system. The town has an on-going program of constructing
and improving sidewalks, and the Subdivision Ordinance requires installation of sidewalks
in all new subdivisions. The Town has also created a Bikeway/Greenway Master Plan
as part of its 2001 Comprehensive Plan. The greenway system is an outgrowth of
community interest in conservation of natural resources, exercise and outdoor recreation,
and viable alternatives to motorized transportation. As part of the plan, the Town
completed a trail connecting Meadowbrook Drive to Jefferson National Forest and began
construction on the North Main Street Trail (Patrick Henry Drive to Wyatt Farms). A
number of other routes have been master planned, such as the Central Blacksburg
Greenway, Cedar Run Greenway, and the Ellet Loop Trail. The Town has also partnered
with Virginia Tech on the Hethwood Trail Extension and a Stadium Trail.
The Office of Transportation at Virginia Tech has been awarded funding through
federal transportation enhancement grants for three phases of a bicycle pathways project
called the "Hokie Bikeways, " which includes bike paths, bicycle safety classes, and
instructional/safety brochures developed to promote bike use on campus. Phase I added
bike lanes on West Campus Drive, connecting the Washington Street Shared Pathway to
the Duck Pond Trail. Construction of Phase 2 began in the spring of 2006 (about 75%
complete) and once complete with provide a trail connecting the Washington Street Shared
Pathway up to the Cranwell International Center and then down to the Southgate Drive
Huckleberry Trail Spur. Virginia Tech is in the process of submitting final plans to VDOT
for Phase 3 of the project, and has partnered with the Friends of the Huckleberry and the
Town of Blacksburg to secure additional funding for the final phase of the project, which
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
connects the Smithfield Trail to the Huckleberry Trail. In addition to their bicycle planning
efforts, Virginia Tech could potentially provide public access on their lands, such as the
ishburn Tract, for additional joint trail planning projects. F
The City of Radford has focused its bike and pedestrian planning efforts along the
waterfront. As recommended in the Comprehensive Open Space Master Plan (1990
and 2001 Update), the City of Radford, Pathways for Radford, and Radford University have
worked together to “create an interconnecting and cohesive network of open spaces that
would create a greenbelt . . . [with] green fingers that extend into its interior.” They hope
to establish a network of bicycle facilities and walkways connecting schools, businesses,
residential areas, and the university, and restore trail access and the popular appeal of
Wildwood Park, a 47-acre woodlands located in the center of the city.
The Roanoke Valley Conceptual Greenway Plan was developed in 1995 and was
adopted by Roanoke City, Roanoke County, Salem, and the Town of Vinton. Following
development of the plan, the four jurisdictions, working with the Roanoke Valley Alleghany
Regional Commission (RVARC), established the Roanoke Valley Greenway Commission to
coordinate implementation of the plan. Since the Greenway Plan was developed, local,
regional and state transportation, economic, community, and neighborhood plans have all
been updated, incorporating greenway and bikeway components. As such, an update of the
Conceptual Plan, 10 years after its completion, is needed. The Roanoke Valley Greenway
system currently has 16 miles of completed trails (paved and natural surfaces) in the cities of
Roanoke and Salem, Roanoke County, and the Town of Vinton. The 1995 Conceptual
Greenway Plan is currently being updated by the Regional Commission and the Greenway
Commission, funded, in part by a State Transportation Pilot Planning Grant awarded by
VDOT.
VILLAGE PROFILES
The Villages of Montgomery County are unique in that almost every one (excluding Plum
Creek) has at least one school as a focal point within the community. This fact, combined
with the County’s continued reinforcement of the Villages as distinct planning areas, and
the generally positive overall sense of community within each Village all establish a good
platform for the development of community-based plans in each Village. With a large
number of school aged children living within the villages, there appear to be significant
opportunities to incorporate bike and pedestrian access for people of all ages and abilities.
The following section provides a snapshot overview of the unique characteristics and
conditions within each village that will be considered in the VITL planning process. Maps
identifying these unique characteristics and conditions can be found in the Appendix of this
report.
RINER
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
The Village of Riner is located along Rt. 8, south of Christiansburg. Though currently one
of the smallest Villages in the County in land area, much of the undeveloped land is already
platted for subdivision lots that, once built out, will triple the size of the community. With
this increased development comes the opportunity to connect current and future residents
to centers of activity within the Village. Of primary concern is connecting residents to the
Village schools. Riner is unique in that it has an elementary, middle and high school in one
location that is a “campus.” The challenge, however, is connecting residents from the
surrounding subdivisions to this important community facility. At present, there are
primary residential areas located opposite the schools along Route 8, a heavily trafficked
thruway that connects Christiansburg to Floyd County. Some residential development is
also currently taking place on the western side of Route 8 in Cloverlea, but no pedestrian or
bicycle connections currently exist to the school. The existing Hillcrest subdivision has
privately constructed trails, which can serve as a model for future trail development within
the Village. Key connectivity issues for the Village of Riner include developing a safe
crossing of Route 8, connecting existing subdivisions to the Village and the schools,
improving connections within the school campus, and developing appropriate standards for
incorporating bicycle and pedestrian amenities into new development (see Appendix 1).
The County and citizens of Riner recently completed a draft Village Plan (not yet adopted)
that includes provisions for bicycle and pedestrian access and connectivity. During the
planning process, participants expressed a desire that Riner be a “connected” community
and envision sidewalks and trails that connect the schools to surrounding residential areas,
which are in turn connected to the commercial and civic uses in the core. To support that
vision, the plan includes a number of policies related to bike and pedestrian access as a
component of streetscape improvements on major and minor streets within the Route 8
corridor (i.e. walking paths, street trees, crosswalks), as well as design details for the
historic village area. The plan also supports the development of a safe and accessible
transportation network of trails, by promoting the Safe Routes to Schools Program, and by
incorporating pedestrian paths or sidewalks into new and existing street systems and bike
lanes into collector and arterial roads.
PRICES FORK
Prices Fork is a small (population 1,296), traditionally agricultural community that is now
experiencing residential growth spreading westward from Blacksburg. It is located about
three miles west of Blacksburg along Prices Fork Road, a heavily traveled thoroughfare
connecting the Town of Blacksburg to the City of Radford. The Village has one churches
(Prices Fork United Methodist Church), a Grange Hall and an elementary school (grades
pre-K through 5th grade). These facilities – particularly the school - serve as the heart of the
community and as civic focal points. Recreational facilities are located at Prices Fork
School, with additional facilities nearby at Blacksburg Middle School and Kipps Elementary.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
Several buildings in the community are designated as historical structures, and there is a
National Historic District in the heart of the Village (see Appendix 2).
The Village of Prices Fork recently completed a Village Plan, which was adopted into
Montgomery County’s Comprehensive Plan. During the planning process, Prices Fork
residents crafted a vision that reflected their interest in preserving the elementary school as
an important unifying feature of the community, incorporating traffic calming measures,
and improving connectivity with safe streets, biking trails, and sidewalks. The plan includes
a number of policies related to bike and pedestrian access and safety that support this vision.
Specifically, the plan encourages design features that promote safe and walkable
environments, traffic calming measures and street design in residential areas, incorporating
bicycle and pedestrian facilities into new and existing street systems, developing a greenway
park and trail system that incorporates historic features.
Prices Fork is also anticipated to be the focus of significant new residential development in
the years to come. The Village plan shows potential locations for this new development,
centered around walkable neighborhoods within a quarter-mile radius. There is also a
proposal for two new roads, one linking new and existing neighborhoods and one providing
a Southern bypass. It is important that standards be developed for bicycle and pedestrian
connectivity for these new roads and in the new neighborhoods.
Key issues for Prices Fork include determining the feasibility of pedestrian or bike
connections along Prices Fork Road and Thomas Lane, developing standards for these
connections for new development, and connecting residential areas, such as Montgomery
Farms, to both the existing and the potential future school sites in the community.
ELLISTON AND LAFAYETTE
Elliston and Lafayette are distinct communities, which share common public facilities.
Lafayette is located along the Roanoke River just across the Roanoke County line and is
separated from Elliston by the South Fork of the Roanoke River. The center of Elliston,
which is the larger community, is about three miles west of Lafayette on US 460. Both
communities are historic, with older sections of small integrated commercial “downtowns”
and residential neighborhoods that reflect a self-sufficient and vibrant past. Lafayette is
listed in the National Register of Historic Places. There is a historic plat for the Village of
Lafayette, which was originally laid out in 1828, that shows a traditional grid of narrow
streets and small blocks.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
While the County recognizes these areas as distinct communities, the U.S. Census Bureau
does not. In 2000, the population was 1,241, with children and young adults representing
27.2 percent of the population, the highest percentage in the county. Continued population
growth is expected to occur; however, most of this growth will take place in residential
areas surrounding Lafayette, as both villages are at or near build out within the village
cores.
The population is served by three schools, Elliston-Lafayette Elementary School, Shawsville
Middle School, and Eastern Montgomery High School. At present, park and recreational
facilities are provided through a shared use agreement with the schools. While there are
significant historic resources within the Villages, both Elliston and Lafayette are largely
defined by environmental features, particularly the South and North Fork of Roanoke River
and the Pedlar Hills Natural Area. The Pedlar Hills Natural Area is a 522 acre preserve that
is located just outside of the village boundaries, but rises above the historic core of Elliston
and the Roanoke River. These areas provide significant opportunities for a river or
greenway trail that connects the two Villages and Roanoke County (see Appendix 3).
The Villages of Elliston and Lafayette recently completed a Village Plan, but it has not been
adopted into the Montgomery County Comprehensive Plan. During the planning process,
village residents crafted a vision of future development that included pedestrian oriented
communities with the two public schools serving as community focal points, historical
tourism, and a river greenway. In order to achieve the vision, the Village Plan includes the
following action steps:
Work with the Department of Conservation and Recreation to develop a direct access
trailhead to Pedlar Hills Natural Area;
Work with the Virginia state tourism board to advertise eco-tourism and historic sites,
including Pedlar Hills, the Lafayette Historic District, tourism-related businesses;
Develop a Roanoke River Greenway Park and Trail System;
Encourage the development of interconnected and intraconnected street, bikeway, and
walkway networks in new subdivisions;
Construct a bikeway/walkway along Brake Road to provide safe pedestrian access along
Brake and Calloway Streets; and
Construct a greenway trail between Eastern Montgomery High School and the Roanoke
County lines.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
In addition to these Comprehensive Plan items, a key issue for these Villages includes
identifying opportunities to link the Villages together along the old Route 11/US 460
alignment and the rivers that flow adjacent to the residential areas in each Village.
SHAWSVILLE
Shawsville is located about four miles west of Elliston along US 460/Route 11, between
Elliston and Christiansburg. The majority of US 460 between the communities is a
completely straight stretch of road, which is not common in this area of Virginia, known
locally as the Elliston Straightaway. Elliot's Creek Road, (VA 675) is the historic road that
connected Shawsville to Riner in the lower half of Montgomery County. The focal points
within the community are Shawsville Elementary School, Shawsville Middle School, and the
Meadowbrook Library, which is within a larger building (former nursing home) being
renovated to include a YMCA and community meeting room. There is also an historic area
in the center of the Village (Shawsville Historic District) that reflects the historic
development patterns.
Key issues and challenges in Shawsville include connecting the fairly dispersed pattern of
settlements together and to the schools and library, as well as identifying a safe and
appropriate crossing point on US 460 (see Appendix 4).
PLUM CREEK
Plum Creek is located to the west of Christiansburg along Radford Road (Route 11), a
major thoroughfare connecting Radford and Pulaski County to the population centers of
Montgomery County. Unlike the other Villages, Plum Creek does not have a school as a
focal point of civic activity within the community. There is also the added challenge of being
located along a high traffic and high speed regional corridor. There are two parks in Plum
Creek (Hornsby Drive and Texas Road), although the Texas Road park will ultimately be
closed and resources devoted to the further development of the other, larger park, located
in the center of the Village on Hornsby Drive. The main center of activity within Plum
Creek is this park (Hornsby Drive), which is topographically and physically separated from
the residential areas of the Village. Despite some of these challenges, there are
opportunities to include bike lanes in the large right of way along Radford Road, as well as
providing an off-road trail connection along the creek bed that parallels Radford Road.
These connections have the potential to link to bicycle and pedestrian facilities in Radford
and beyond to the New River Trail (see Appendix 5).
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
Key planning issues in Plum Creek, as described, include linking residential areas to the
park to reinforce the sense of community within the Village, and to link to other regional
trail opportunities in the area.
BELVIEW
Belview is located west of Christiansburg along Peppers Ferry Road, and lies between
Prices Fork to the north and Plum Creek to the south. The main focal point of the
community is Belview Elementary School, which is located on the high speed Peppers Ferry
Road. Opportunities for bicycle and pedestrian facilities along the major thoroughfares are
limited at present due to the high speeds, narrow shoulders, and the dangerous signalized
intersection on Peppers Ferry Road. Traffic calming measures in front of the school will be
critical for connecting future residential development to the north of Belview Elementary
with the school itself. Although opportunities for on-road connections are limited at
present, there is significant off-road potential, including a trail system along the gas pipeline
that runs east-west just south of the village boundaries. This trail system could also serve as
a piece of the proposed trail connecting the New River Trail to the Huckleberry Trail (see
Appendix 6)l.
Important issues for Belview include identifying a safe crossing point on Peppers Ferry
Road, traffic calming along this road, and connecting the school to existing residential areas,
as well as potential new residential development on the north side of the road.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
NEXT STEPS AND KEY ISSUES
This analysis highlighted several trends that will have an impact on the development of the
Master Plan:
Significant demand for regional automobile travel on US 460, Route 8, Peppers Ferry
Road, Radford Road, and Prices Fork Road, combined with heavy traffic volumes and
high speeds leads to potentially dangerous conditions for cyclists and pedestrians.
Alternative routes or improvements of conditions for all potential users of these routes
should be considered.
Greenway corridors along natural features in the County can serve environmental needs
through protection from development, transportation needs by providing additional
pedestrian and cycling connections, and developing a local recreation or eco-tourism
economy. Depending on the role, careful consideration will need to be made towards
locating greenway corridors to maximize their function and ecological suitability.
Developing implementation and funding strategies will be critical to the success of this
Plan. A clear vision, supported by the Montgomery County public, is needed to
provide guidance to County officials, private landowners, and developers on the
appropriate location and type of pedestrian and cycling facilities needed to support the
goals of the County. Funding sources and strategies must be identified, with an
emphasis on implementing less-costly but highly visible projects in the near-term.
Over the next several months, Renaissance Planning Group will further analyze the existing
conditions to determine appropriate routes and trail types based on previously identified
needs, land use patterns, and other factors. Preliminary connectivity plans will be
developed, both for each individual Village, and as part of a county-wide network. These
will be coordinated with a set of preliminary design and cross-sectional standards for a
variety of trail types. A workshop will be held in January with the general public and key
stakeholders from each Village to present these preliminary VITL plans and solicit input on
pros and cons of each preliminary plan.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
MONTGOMERY COUNTY VILLAGE TRANSPORTATION
LINKS (VITL) PLANS: TECHNICAL MEMO 2
DESIGN GUIDELINES
PREPARED FOR:
MONTGOMERY COUNTY, VIRGINIA
PREPARED BY:
DRAFT – February 22, 2007
Prepared in cooperation with the U.S .Department of Transportation, Federal Highway Administration, and the Virginia
Department of Transportation. The contents of this report reflect the views of the author(s) who is responsible for the facts
and the accuracy of the data presented herein. The contents do not necessarily reflect the official views or policies of the
Federal Highway Administration, the Virginia Department of Transportation, or the New River Valley Planning District
Commission. This report does not constitute a standard, specification, or regulation.
Federal Highway Administration or Virginia Department of Transportation acceptance of the report as evidence of
fulfillment of the objectives of this planning study does not constitute endorsement/approval of the need for any
recommended improvements nor does it constitute approval of their location and design or a commitment to fund any such
improvements. Additional project level environmental impact assessments and/or studies of alternatives may be necessary.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
TABLE OF CONTENTS
INTRODUCTION .........................................................................................................................1
BICYCLE AND PEDESTRIAN FACILITY DESIGN GUIDELINES ...........................................2
A. Constrained Village Right of way with bike lane + Sidewalk ...................................3
B. Constrained Village Right of Way with Shared Lane + sidewalk .............................4
C. Wide Village Right of Way with bike land + buffered sidewalk............................5
D. Constrained Rural right of way with paved shoulder + buffered sidewalk............6
E. Constrained Rural right of way with shared lane + buffered sidewalk..................6
F…Constrained rural right of way with shared lane + Buffered sidewalk....................8
G. Constrained rural right of way with shared lane (no pedestrian).............................9
H. Constrained Village Right of Way with shared bike/ped..........................................6
I. Multi-use trails – on-road ................................................................................................11
J. Multi-use trails – off-road...............................................................................................13
MATERIALS ............................................................................................................ 14
Sidewalks: ................................................................................................................................14
Pedestrian Trails:.....................................................................................................................14
Bike Lanes + Paved Shoulders.............................................................................................14
Multi-use Trails.........................................................................................................................14
COSTS..................................................................................................................... 15
Concrete....................................................................................................................................15
Asphalt......................................................................................................................................15
Crushed Stone..........................................................................................................................15
Wood Mulch ............................................................................................................................15
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
I. INTRODUCTION
This memo summarizes the data and information compiled during the fourth phase of the
VITL process (Development of Preliminary Design Standards). Technical Memo 2 includes
a series of prototypical cross sections, with appropriate dimensions that are intended to
address the full range of on- and off-street bicycle and pedestrian facility needs in each
Village and connecting between Villages. In addition, Technical Memo 3 highlights a range
of crosswalk, traffic calming, and connection standards for locations where non-motorized
facilities intersect with roadways. Together, these standards provide the best combinations
of safety, mobility and design for a variety of facility types and vehicular design speeds.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 1
II. BICYCLE AND PEDESTRIAN FACILITY DESIGN GUIDELINES
All new roadways in Virginia should be planned and designed as multi-modal facilities,
consistent with the new VDOT policy. This section provides design guidelines for
incorporating bicycle and pedestrian facilities into transportation and development projects
in Montgomery County.
On-road bicycle facilities typically provide the most direct connections in a multi-modal
transportation system, as the roadways, themselves provide the framework. On-street
systems for cycling are achieved by providing bike lanes, paved shoulders and signed/shared
roadways, the choice of which is determined primarily by the available right-of-way width.
While bike lanes and paved shoulders are not essential on every street, these exclusive lanes
help to mitigate the impacts of heavy traffic volumes, high-speed traffic, or truck traffic.
Off-road bicycle and pedestrian facilities, which may include greenways, multi-use trails, or
pedestrian paths, are separated from vehicle lanes and usually serve multiple user groups
simultaneously (pedestrians, cyclists, skaters, wheelchairs, etc.). Such facilities may run
parallel to the roadway or function as part of a greenway system linking adjacent
neighborhoods or land uses.
Sidewalks are an important element of the VITL plan. Sidewalks provide a safe zone for
pedestrian traffic and should be wide enough to comfortably serve the volume and type of
pedestrian traffic expected in a particular area. Depending on the context, sidewalks may be
located directly adjacent to a curbed street or separated from the road by a landscaped
buffer. Additional pedestrian-friendly treatments, such as street trees, street furniture
(benches, lighting, planters), and a strong relationship between adjacent buildings and the
sidewalk are also important considerations for providing a higher quality pedestrian
experience.
A successful and comprehensive bicycle and pedestrian system will include all of these
facilities in order to accommodate the diverse recreation and transportation needs of the
community.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 2
A. CONSTRAINED VILLAGE RIGHT OF WAY WITH BIKE LANE + SIDEWALK
This is an example including pedestrian and cycling facilities in a narrow right-of-way, most
typically found along a commercial street where the buildings are located close to the
street. The sidewalk should be at least five feet wide if right-of-way allows, and up to ten
feet wide if heavy pedestrian traffic is expected. The bike lane should be at least four feet
wide, although a wider lane of five feet in width is preferred if on-street parallel parking is
present.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 3
B. CONSTRAINED VILLAGE RIGHT OF WAY WITH SHARED LANE +
SIDEWALK
In this example, only pedestrian facilities are provided in a narrow right-of way, most
typically found along a commercial street where the buildings are located close to the
street. The sidewalk should be at least five feet wide if right-of-way allows, and up to ten
feet wide if heavy pedestrian traffic is expected. The road can be signed as a shared road to
bring greater attention to cyclists.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 4
C. WIDE VILLAGE RIGHT OF WAY WITH BIKE LANE + BUFFERED SIDEWALK
This is an example of including pedestrian and cycling facilities in a wider right-of-way,
most typically found along a residential street or anywhere that the buildings are located
further from the street. The sidewalk should be at least five feet wide, and up to ten feet
wide if heavy pedestrian traffic is expected. A landscaped buffer helps to separate
pedestrians from vehicle traffic. The bike lane should be at least four feet wide, although a
wider lane of five feet in width is preferred if on-street parallel parking is present.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 5
D. WIDE VILLAGE RIGHT OF WAY WITH PAVED SHOULDER + BUFFERED
SIDEWALK
This is an example of including pedestrian and cycling facilities in a narrow right-of-way,
most typically found along a residential street or anywhere that the buildings are located
closer to the street. The sidewalk should be at least five feet wide, and up to ten feet wide
if heavy pedestrian traffic is expected. A landscaped buffer helps to separate pedestrians
from vehicle traffic. The paved shoulder has a similar function to a bike lane but is typically
used where there is no curb or gutter. The shoulder should be at least four feet wide.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 6
E. CONSTRAINED RURAL RIGHT OF WAY WITH PAVED SHOULDER (NO
PEDESTRIAN)
Outside of the villages, there may be locations where pedestrian facilities are unnecessary
but a paved shoulder can be provided for cyclists. The paved shoulder has a similar function
to a bike lane but is typically used where there is no curb or gutter. The shoulder should be
at least four feet wide.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 7
F. CONSTRAINED VILLAGE RIGHT OF WAY WITH SHARED LANE +
BUFFERED SIDEWALK
In this example, only pedestrian facilities are provided in a narrow vehicular throughway,
although one with a wider right of way. The sidewalk should be at least five feet wide if
right-of-way allows, and up to ten feet wide if heavy pedestrian traffic is expected. The
road can be signed as a shared road to bring greater attention to cyclists.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 8
G. CONSTRAINED RURAL RIGHT OF WAY WITH SHARED LANE (NO
PEDESTRIAN)
Outside of the villages, there may be locations where pedestrian facilities are unnecessary
but there is a desire to designate the road as a cycling route. In the event that paved
shoulders cannot be provided, the road can be signed as a shared road to bring greater
attention to cyclists.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 9
H. CONSTRAINED VILLAGE RIGHT OF WAY WITH SHARED
BIKE/PEDESTRIAN
Within the villages, there may be locations where pedestrian and bicycle facilities are
unnecessary due to low traffic volume, but there is a desire to designate the road as part of
the village trails system. In the event that bicycle or pedestrian facilities cannot be
provided, the road can be signed as a shared road to bring greater attention to cyclists and
pedestrians. Creatively designing a series of signs for each village can call better attention
to all users of a street. Some examples are provided below:
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 10
I. MULTI-USE TRAILS – ALONGSIDE ROAD
Multi-use trails can be provided alongside roadways within or outside of villages to provide
a shared pedestrian and cycling facility. At a minimum, multi-use trails should be eight feet
wide, although ten feet in width is preferred to improve comfort and safety for passing.
Multi-use trails may be designed at-grade with the roadway, buffered by a grass or
landscaped strip of a minimum ten feet in width. Where topographical constraints are
present, multi-use trails may be cut into adjacent slopes or elevated above the slope to
provide a level surface.
1. SEVERE TOPOGRAPHY
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 11
2. MODERATE TOPOGRAPHY
3. FLAT TOPOGRAPHY
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 12
J. MULTI-USE TRAILS – GREENWAY
Multi-use trails can be provided away from roadways within or outside of villages to provide a
shared pedestrian and cycling facility. At a minimum, multi-use trails should be eight feet wide,
although ten feet in width is preferred to improve comfort and safety for passing.
1. SEVERE TOPOGRAPHY
2. MODERATE TOPOGRAPHY
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 13
MATERIALS
SIDEWALKS:
Sidewalks are typically concrete, although bricks, asphalt, or other pavers may be used.
PEDESTRIAN TRAILS:
Pedestrian Trails may also be constructed with concrete or asphalt, although more pervious
surfaces such as crushed stone or wood chips may be preferred in certain circumstances.
BIKE LANES + PAVED SHOULDERS:
Bike lanes and paved shoulders are typically constructed with asphalt as an extension of the roadway
surface.
MULTI-USE TRAILS:
Multi-Use are typically constructed with either asphalt or crushed stone.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 14
COSTS
CONCRETE
Concrete is typically the most expensive surface but also the most
durable. Concrete construction cost is $4.75/square foot (SF) for
regular concrete and $6.00/SF for permeable concrete. Regular
concrete will last for 25 years before needing significant maintenance
while permeable concrete will last for 15 years.
ASPHALT
Regular asphalt can be constructed at a cost of $2.75/SF and will
typically last for about 10 years before needing significant maintenance.
Permeable asphalt is more expensive than regular asphalt at a cost of
$3.50/SF and has a shorter life at 8 years before needing significant
maintenance.
CRUSHED STONE
Crushed Stone paving is permeable and can be constructed at a cost of
$4.50/SF, lasting for 15 years before needing significant maintenance.
A regular crushed stone surface can be constructed for $2.50/SF but
may require significant maintenance every 2-5 years. Filbert shells may
also be used at a cost of $2.25/SF and last 7-10 years before needing
significant maintenance. All three of these surfaces are permeable but
only crushed stone paving meets ADA standards.
WOOD MULCH
Wood mulch or wood planer shavings can be constructed at a cost of
$2.50/SF but will require significant maintenance every 1-3 years.
Both of these surfaces are permeable but neither meets ADA
standards.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007 15
MONTGOMERY COUNTY VILLAGE TRANSPORTATION
LINKS (VITL) PLANS: TECHNICAL MEMO 3
CROSSING STANDARDS
Prepared for:
MONTGOMERY COUNTY, VIRGINIA
PREPARED BY:
DRAFT – February 22, 2007
Prepared in cooperation with the U.S .Department of Transportation, Federal Highway Administration, and the Virginia
Department of Transportation. The contents of this report reflect the views of the author(s) who is responsible for the facts and
the accuracy of the data presented herein. The contents do not necessarily reflect the official views or policies of the Federal
Highway Administration, the Virginia Department of Transportation, or the New River Valley Planning District Commission.
This report does not constitute a standard, specification, or regulation.
Federal Highway Administration or Virginia Department of Transportation acceptance of the report as evidence of fulfillment
of the objectives of this planning study does not constitute endorsement/approval of the need for any recommended
improvements nor does it constitute approval of their location and design or a commitment to fund any such improvements.
Additional project level environmental impact assessments and/or studies of alternatives may be necessary
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
I. CROSSING STANDARDS
Intersections are where the paths of motorists, cyclists and pedestrians converge. Every
intersection contains a variety of conflict points where crashes may occur, so good intersection
design requires that the paths and roles of all travelers are clear and visible.
Safe, convenient, and highly visible crossings make a multi-modal transportation system safe
and usable for pedestrian and bicycle activity.
PEDESTRIAN EMPHASIS INTERSECTIONS
The VITL Plan refers to two types of crossing standards that have been developed as blue prints
for bicycle and pedestrian improvements at key locations. The Pedestrian Emphasis intersection
is a higher level of treatment, including changes to the physical character of the intersection as
well as pavement markings and signal improvements. These changes include:
Marked and high visibility crosswalks
Raised crosswalks
Curb extensions
Chokers
Median refuge
Pedestrian activated signals
Pedestrian underpass
PEDESTRIAN SUPPORTIVE INTERSECTIONS
The second type of intersection is Pedestrian Supportive, where pedestrian visibility and safety
are improved over existing conditions, but bicycle, pedestrian, and automobile traffic is not
sufficient to warrant a major investment. This treatment includes:
Marked and high visibility crosswalks
Curb extension
Pedestrian scale lighting to illuminate waiting pads
MID BLOCK CROSSINGS
Many pedestrian crashes occur when a pedestrian attempts to cross the street at mid-block.
Where such crossings are needed, a special crosswalk between intersections may be
appropriate. Such crossings should be designed with signage, flashing lights and highly visible
pavement markings, because motorists do not expect pedestrians at mid-block. At mid-block
crossings with particularly heavy traffic, a signal warrant study may be conducted to determine
if a pedestrian activated signal may be installed.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
MARKED CROSSWALK
A marked crosswalk
is the cheapest and
most basic type of
crosswalk. A
marked crosswalk
should be a
minimum of six feet
in width and is
painted with non-
slip, reflective,
white paint or tape.
(Cost: $100-$300)
Some crosswalks are angled to the right in the
median. This is intended to facilitate a pedestrian's
view of oncoming traffic before crossing the second
half of the street..
Photo above right, by Dan Burden.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
HIGH-VISIBILITY CROSSWALK
Brick, stone, or other
high-visibility, textured
paving materials may be
used to improve the
aesthetics and increase the
emphasis on the
importance of a c
A high-visibility cro
should be a minimum of
six feet in width and of a
non-slip surface
accentuated with
reflective, white paint or
tape. (Cost: $3,000)
rosswalk.
sswalk
A well-defined crosswalk with brick paving and median refuge provides clear path for
pedestrians. Photo above right, by Dan Burden.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
RAISED CROSSWALK
A raised crosswalk
elevates either a marked
or high-visibility
crosswalk to a level
above the road that is at-
grade with the adjacent
sidewalk. This design
slows vehicle traffic at
the crossing and
increases the visibility of
the pedestrian. The flat
crosswalk surface is
typically three-four
inches above the street
and 10 feet in width.
The ramps on either s
should be six feet long
1:20 slope) which
reduces travel speed t
about 15-25 mph.
(Cost: $2,000-$15,00
ide
(a
o
0)
raised pedestrian crossing provides a continuous route
e
y
A
for the pedestrian at the same level as the sidewalk.
Pavement markings may be used on the slope to mak
the crossing visible to motorists. Photo below right, b
Dan Burden.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
CURB EXTENSION
A curb extension is a way of
redesigning the corner of an
intersection to narrow the travel
lane, shorten the pedestrian
crossing distance, and decrease
the speed of turning vehicles. T
curb should be extended so that a
10-11’ travel lane remains.
(Cost: $2,000-$20,000 per
corner)
he
Curb extensions, or bulb-outs, reduce crossing distance, and special pavement markings help to
alert motorists of pedestrian crossing. Photo above right, taken in Anchorage, Alaska. by
Michael King.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
CHOKER
A choker is used mid-block to narrow
the travel lane, shorten the pedestrian
crossing distance, and decrease the
speed of through traffic. The curb
should be extended so that a 10-11’
travel lane remains. (Cost: $5,000-
$20,000)
This choker narrows the street from two lanes to one. Traffic is forced to slow down and, in
some cases, wait for an approaching vehicle to pass before proceeding.
Photo below right by Michael King.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
MEDIAN REFUGE
A median refuge is used at
an intersection or mid-
block at a crosswalk to
narrow the travel lanes
and reduce the need to
cross both directions of
traffic at one time. Trees,
landscaping, bollards, or
some other physical
barrier should be located
at both ends of a median
refuge to provide extra
protection for a pedestrian
waiting in the median.
The level of the crossing
through the median s
be at the same height a
the adjacent crosswalk
(Cost: $4,00
hould
s
.
0-$30,000)
ew median refuge and marked crossing
to by Dan Burden.
N
provides shorter crossing distance for
pedestrian.
P
ho
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
PEDESTRIAN-ACTIVATED SIGNAL (AT AN INTERSECTION)
Pedestrian
activated signals
can be i
into existing
traffic signal
systems at
intersections. A
display that
counts down the
time left for a
pedestrian to
safely cross is
preferred.
(Cost: $20,000-
$40,000)
ntegrated
Pedestrians safely
cross a busy
intersection.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
PEDESTRIAN-ACTIVATED SIGNAL MID-BLOCK
Pedestrian activated signals can be
added to intersections or mid-block
where heavy pedestrian-traffic is
expected or where there are safety
concerns. This requires standalone
poles for the crossing push-button and
for the vehicle traffic signals. A display
that counts down the time left for a
pedestrian to safely cross is preferred.
(Cost: $20,000-$40,000)
Mid-block crossing
allows bikers and
pedestrians to cross a
highly trafficked road.
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007
PEDESTRIAN UNDERPASS
A pedestrian underpass completely separates the
pedestrian from vehicle traffic but is typically
very difficult and expensive to construct.
Lighting, drainage, graffiti, and personal security
are all issues that must be addressed with
pedestrian underpasses. ADA requirements also
lead to long entry and exit ramps to meet slope
requirements. Studies have shown that many
pedestrians will not use pedestrian bridges or
underpasses because of their inconvenience and
potential security concerns. Typically,
pedestrian underpasses are only used as a strategy
of last resort. Boulder, Colorado.
(Cost: $500,000-$4 million)
MONTGOMERY COUNTY VILLAGE TRANSPORTATION LINKS (VITL) PLAN – Final June 25, 2007