- This is Jarmans Gap in 2011, before sidewalks and bike lanes. More photos from that era.
- This is Jarmans in 2015.
- Imagine if Park Road and 240 got the same treatment. “I could see Park Road looking like that and being well used if it had sidewalks leading to the Park for the community to access the Park on foot or bike without worrying if you’re going to die from getting hit by a car.“
Jim’s comment: please comment with questions/thoughts/corrections/clarifications. We’re in this together.
Crozet and VDOT infrastructure thoughts, from NextDoor*
Post after post after post: Everyone blames the county for the lack of infrastructure. That is patently false. I’ve lived in Crozet for almost 20yrs, I have heard the same complaints. 20yrs later…the same complaints and misdirected ire continues.
Do you see Crozet anywhere in that list? Just the 240/250 intersection. Other than that…nothing. Why?
1) Because the 500 people complaining on ND day in and day out are not making their voices heard by state officials.
2) Most people do not understand just how difficult it is to build out infrastructure. You want sidewalks on Park Rd? Tabor St? The state, not the county, will have to negotiate with every single landowner along those roads to obtain rights of way easements, or they will have to use eminent domain. THAT is not going to be popular among of the owners along those roads.
1) The infrastructure never comes before building. So that means the county will need to deny all building permits. That will be quickly litigated and overturned as plaintiffs will point to prior approved permits and rezoning as permissible for their particular application.
2) “We have and will continue to reach out to state officials.” I disagree that actually happens. What I see are 500 posts about county meetings, CCAC meetings etc.
Can you point me to a single post along the lines of “Hey VDOT is hosting a meeting lets get 500 crozet residents down there to discuss why VDOT won’t build proper infrastructure?”
I’m fairly certain you can’t. I on the other hand can point to no less than 100+ posts (on Nextdoor) about county meetings, despite the fact the county has little to no authority. This is by design, it is baked into the Virginia state constitution. Just google Dillon Rule.
As my grandfather loved to say: that dog is barking up the wrong tree.
FYI: If Crozet were to incorporate, the newly formed “City of Crozet” Would obtain that legal authority to truly regulate growth and build out infrastructure. But that would require new taxes and the City of Crozet would need to levy a hefty real estate tax and provide tax relief based on income thresholds, so the tax targets those mostly responsible for the uncontrolled growth: Those living in developments. (me: what if Crozet became a town?)
However that tax proposal would be vehemently opposed by the very same people that created the situation in first place. 😉
*Note from Jim – copy/pasted from Mark McCardell’s comments with permission, and only changes made by me were to add links, and to add a ‘ here and there.
More from me: If Crozetians really want to have an effect on growth, etc in Crozet, organize and go to Board of Supervisors meetings. CCAC is about as effective as NextDoor. Go to the BoS meetings, and go again, and again, and again, and again. And again.
Transportation funding in Virginia is complicated (to me at least) and I genuinely do not quite grasp how or why needed building infrastructure is so complex or controversial (I get the controversy; it’s operated by humans).
(you really should pay to subscribe; it’s one of the most-needed things in the Charlottesville – Albemarle area)
TJPDC kicks off public process for long-range transportation plan
One of the key documents required for a community to build transportation projects is the federally-mandated Long Range Transportation Plan (LRTP). The Federal Highway Administration requires urban localities to have a public process for decisions related to projects that receive funding from the U.S. Government.
Twelve years ago, this document became a key battle point in fate of the Western Bypass. For many years, Albemarle officials used the LRTP and the companion Transportation Improvement Program to block construction dollars from being allocated to the planet. On June 8, 2011, a majority of the Board of Supervisors voted to drop that barrier allowing the project to move forward. The project ended up not getting built, but none of this would have been possible without the document being amended.
The last plan was adopted in 2019 and now transportation at the Thomas Jefferson Planning District Commission are preparing the next update in a process they’ve called Moving Toward 250. Visit the web page to learn more.
The first official meeting is a webinar at 6:30 p.m. tonight. Register here.
The official open house is Wednesday from 4 p.m. to 7 p.m. at the TJPDC’s headquarters on Water Street.
There’s also a survey. Will you take it? Share it with others? (link to survey)
This is not the only way transportation decisions are made, but it’s worth knowing about in an era of continued population growth.
Logo for the Moving Toward 2050 process
In the spirit of 2023, I asked ChatGPT, “How are transportation projects funded in Virginia?”
In Virginia, transportation projects are primarily funded through a combination of federal, state, and local sources. The Virginia Department of Transportation (VDOT) is responsible for managing and overseeing the transportation system in the state, including funding for various projects.
Here are some of the key sources of funding for transportation projects in Virginia:
- Federal Funding: Virginia receives significant funding from the federal government through various programs, such as the Federal Highway Administration (FHWA) and the Federal Transit Administration (FTA). These funds are allocated based on specific criteria and guidelines established at the federal level.
- State Funding: The Commonwealth of Virginia provides funding for transportation projects through several sources. One of the primary revenue streams is the state gas tax, which is levied on gasoline and diesel fuel sales. Other state funding sources include vehicle registration fees, motor vehicle sales taxes, and certain dedicated transportation funds.
- Regional and Local Funding: Local governments and regional transportation authorities in Virginia may also contribute to transportation project funding. They can generate revenue through sources like local taxes, tolls, grants, and bonds. For example, the Northern Virginia Transportation Authority (NVTA) in the Washington, D.C. metropolitan region has its own funding mechanism to support transportation projects in that area.
- Public-Private Partnerships (P3): Virginia has been a pioneer in utilizing public-private partnerships for transportation projects. Through P3s, private entities can invest in, build, operate, and maintain transportation infrastructure in exchange for long-term revenue streams. These partnerships have been used for major projects like toll roads and express lanes.
- Grants and Other Funding Programs: VDOT and other transportation agencies in Virginia actively seek grants and funding opportunities from various sources, including federal grants, state programs, and private foundations. These grants can provide additional funding for specific projects or initiatives.
It’s important to note that the specific funding mix for transportation projects can vary depending on the project type, location, and available resources. The allocation and distribution of funds are typically determined through comprehensive planning processes, in coordination with federal, state, and local transportation agencies.