In response to a public invitation by City of Alcoa officials for citizens to come talk with them about the Alcoa Parkway/bypass project (as reported in the Maryville Daily Times on Nov. 11, 2010), the publishers of FixAlcoaHighway.com (formerly StopAlcoaParkway.com) met yesterday with City of Alcoa officials to discuss the project.

We met with Alcoa City Manager Mark Johnson and Assistant City Manager Bill Hammon to gather information about the history of the bypass proposal, the decision making process, and the public involvement in the decision to substitute the bypass alternative for the original TDOT improvement proposal.

We had a frank and open discussion about where the project is today and how it got there. We expressed our concerns and those of other citizens we have heard from.

Mr. Johnson opened the meeting by thanking us for being involved and expressing his desire to convince us of the merits of the project. He presented a project timeline and provided dates of media coverage. He reiterated the justifications for the bypass alternative as presented in the November 2010 public meeting and outlined the city and local business objections to the original TDOT improvement proposal.

He explained that the first proposal presented by TDOT in 1999 was to widen Alcoa Highway and include limited access frontage roads and connected by underpasses. He said that he presented the plan to civic groups and was surprised by the negative reaction from local businesses and the Airport Authority. According to Mr. Johnson, there were concerns about the "concrete canyon" that would limit visibility and access to businesses, the disruption of traffic and associated impact on businesses along the "motor mile" during construction, the cost of relocating utilities, and the relocation of 160 grave sites at a cemetery near the highway.

[NOTE: TDOT held its first public meeting for the original proposal in May of 2000. The Environmental Assessment found no significant environmental, social, cultural, business, or community impacts and little impact on local tax revenues. All state and federal regulatory agencies, local governments, and cultural alliances signed off on the overall plan, with some suggested changes. The "Motor Mile" car dealers said they would support the plan with some additional changes. The public was generally supportive, with a few people objecting to the cost, some calling it "overkill" and others suggesting simpler alternatives such as lower speed limits and traffic signals. A few objected to relocation of family grave sites. One business that would have to be relocated objected and submitted a petition signed by customers. Another business wanted assurance about access.]

As a result of opposition to the original plan, the city looked into alternatives and identified unused land owned by Alcoa, the Airport, the University of Tennessee, and a commercial golf course (Pine Lakes) that might be suitable for building a bypass. After a study by the City's engineering department, the City coordinated a meeting in August of 2000 among stakeholders that included city officials, local businesses, the Chamber of Commerce, the Airport Authority and the Knoxville Area Transportation Planning Office (TPO). At that meeting, the City proposed building the bypass.

Following that meeting, city officials pitched the idea to the City of Maryville, Blount County, the TPO, the Motor Mile Association (of car dealers) and the Airport and got signoff. Those groups agreed to fund the Wilbur Smith design which is the basis for the current TDOT bypass project design. City officials also met with local businesses and property owners to gain support for the bypass alternative.

Sometime in the fall of 2000, a delegation made up of local business and government officials presented the proposed plan to TDOT, who accepted it but warned it would delay the project for two years. In May of 2001, TDOT approved funding for engineering work on the new design.

The first public hearing on the new design and its Environmental Assessment was in 2004. Except for no-build, no other alternatives were included for consideration. Mr. Johnson notes there was very little opposition voiced at that meeting. In 2010, the Federal Highway Administration requested another public hearing because of the length of time that had elapsed since the 2004 meeting. Mr. Johnson notes that there was considerable opposition at this meeting, despite the fact that nothing had changed since the 2004 meeting.

[NOTE: In our review of the 2004 TDOT meeting, the majority of attendees were not supportive of the new road. Our count indicates 33 meeting attendees were opposed to the new road, 16 were not opposed, 4 of which were City employees and 1 relative of a city employee and 1 Airport Authority employee.]

We were also informed via a copy of a Jan. 21 letter from Knoxville Regional TPO to Alcoa Mayor Don Mull that the Alcoa Parkway/bypass project has been moved to the top of the regional TPO high priority list. The status is still listed as engineering, with a request to TDOT to finalize the Environmental Assessment, obtain approval from the Federal Highway Administration, and begin right of way acquisition.

We discussed some specific concerns that have been raised about the project. In general, the City believes the bypass is the best alternative and that the benefits outweigh any concerns. Further, they have invested significant effort and expense and believe the project should go forward as proposed. Mr. Hammon also noted that the bypass project is only one part of a larger, long-term plan to improve U.S. 129 all the way from 411 to I-40.

Mr. Johnson and Mr. Hammon both emphasized that the City considers quality of life in all their planning and that this alternative reflects that, particularly the transformation of the existing segment into a boulevard more suitable for future development.

We noted that their past efforts relating to quality of life issues are clearly evident, and very much appreciated, in nearly every project undertaken by the City of Alcoa, which is why we are somewhat surprised by this proposal which divides communities, destroys significant green space, and impacts the rural character of the area.

Mr. Hammon was somewhat dismissive of concerns regarding the impact on the neighborhoods in or near the right of way, including Springbrook neighborhood and park in Alcoa as well as the Cedar Hill and Glenmore Estates neighborhoods in Rockford, saying it would not affect property values or increase noise levels. He also stated that it is a value add for Springbrook because of improved traffic flow and better access to Alcoa Highway.

Regarding the value of the displaced land to the community for other purposes, both Mr. Johnson and Mr. Hammon said that the land is mostly unused and not suitable for other development such as mixed-use residential/commercial/retail.

When asked why the original TDOT plan for limited access frontage roads would not work, Mr. Hammon explained the "concrete canyon" concerns. Basically, some portions of the highway would be built above existing surface grade to accommodate frontage roads. This would require concrete walls and support slopes that extend too far into existing right of way, causing relocation of several businesses or disruption of existing businesses such as car dealer showrooms.

[NOTE: We did not have any maps or drawings of the original TDOT proposal to fully understand the extent of the "concrete canyon." It is our understanding from the 1998 EA that this was primarily a concern at the Wright's Ferry interchange, and there were suggestions to utilize existing low topography to minimize it.]

[NOTE ALSO: The EA identifies nine businesses displacements: Ramada Inn, Waffle House, Airport Kia, Airbase Market, Airport Auto Sales, Leader Auto Sales, Just One More (a bar), and a Uniform Shop. Some of these businesses are no longer there. Of the seven "Motor Mile" car dealers who wrote identical letters saying they would support the project with suggested changes, three are no longer there. Also, Airport Kia, mentioned as one relocation, is now Rusty Wallace Kia and has already relocated. A motel that expressed concerns about access is no longer there.]

We asked if any consideration has been given for future light rail plans. Mr Johnson said there had been some discussions about light rail in connection with the Alcoa town center project on the Alcoa west property. We suggested that any Alcoa Highway improvements should allow for connecting that to the Airport.

One concern we mentioned involves to the level of public participation in the planning and decision-making process. We noted that there had been only three TDOT public meetings on the project over the past ten years. It appears there was little or no public participation in the decision to build a bypass as opposed to improving the existing highway.

Mr. Johnson countered that there have been numerous meetings and workshops among local stakeholders that were widely publicized in the media. He said these were open to the public, but it is not clear to us if they were widely announced or attended by the public. We had asked before and we asked again if there were any records or minutes of these meetings that document who attended, what was discussed, what decisions were made and any public participation or comments. Mr. Johnson said there should be and that he would try to track them down.

We are specifically interested in the August 2000 meeting between the City, local businesses, the chamber and the airport where the bypass idea was first presented. We believe this is essential for the public's complete understanding of the justifications for a bypass and of the decision-making process involved.

We also noted that media coverage does not equate to public participation. The public only hears what the media decides to report, which is not always the full story and typically represents the position of local officials and the chamber of commerce point of view. It is after the fact, and frequently reported as a "done deal" when in fact it is anything but.

Further, there does not appear to be any formal process for organizing, notifying, and reporting public participation in the local planning for projects with such far-reaching impact on the community.

For example, were residents of Springbrook, Cedar Hills, and Glenmore notified of the chamber of commerce workshops and invited to attend? Clearly the business community was involved. Residents should be given the same consideration and opportunity to participate, and be encouraged to do so.

We understand that residents aren't, for the most part, transportation planning experts or engineers. We believe, however, that a more transparent public process will go a long way towards maintaining and promoting public trust in our public officials and government employees who are.

The City of Alcoa has always been open and responsive beyond expectations in all our dealings with them. In this case, we respectfully disagree that a bypass is the best solution. Whatever the outcome, though, it should be arrived at in the most open and transparent way possible. All stakeholders, including the public, must be involved and fully informed so that all concerns are heard and considered in reaching the best solution for the community.

We thank Mr. Johnson and Mr. Hammon for taking the time to meet with us and sincerely appreciate the open discussion and their willingness to listen to our concerns.