TRANSPORTATION PLAN TOWN OF FISHERS, INDIANA

Transcription

1

2 Exhibit A

3 TRANSPORTATION PLAN TOWN OF FISHERS, INDIANA December 1, 2010 Prepared by: Town of Fishers, Indiana Development Department and Department of Engineering In Conjunction with: A & F Engineering Co., Inc. March 15, 2004 Amended August 18, 2008 Amended December 1, 2010

4 TABLE OF CONTENTS INTRODUCTION... 1 BACKGROUND:... 1 EXISTING SYSTEM... 2 GEOGRAPHIC NATURE AND HINDRANCES... 2 POTENTIAL GROWTH AREAS... 2 OBJECTIVES... 4 THE THOROUGHFARE PLAN... 4 FUNCTIONAL CLASSIFICATION... 5 ROAD AND STREET DESIGN STANDARDS: INTERSECTION STUDY TRAFFIC ACCESS MANAGEMENT DRIVEWAY LOCATIONS DRIVEWAY AND ENTRANCE STANDARDS Residential Driveways Commercial Driveways and Entrances FRONTAGE ROADS LONG RANGE PLANNING RIGHT-OF-WAY AND CORRIDOR PRESERVATION RIGHT-OF-WAY PROTECTION CORRIDOR PRESERVATION ALTERNATIVE MODES OF TRANSPORTATION SIDEWALKS MULTI PURPOSE PATHS BICYCLE LANES AND ROUTES PUBLIC TRANSIT BUS SERVICE: AIR SERVICE: TOWN CENTER AND SPECIAL FEATURES SPECIAL FEATURES PLANNED UNIT DEVELOPMENTS AND MASTER PLANNED COMMUNITIES MULTI-FAMILY PROJECTS..18 LARGE RETAIL CENTERS 18 TRANSPORTATION PLAN UPDATES AND IMPLEMENTATION MAINTENANCE & FUNDING 19 IMPACT FEES ii

5 TABLE OF CONTENTS (cont d) TABLES: TABLE 1: FUNCTIONAL CLASSIFICATION... 7 FIGURES: FIGURE 1: POPULATION GROWTH, FIGURE 2: STUDY AREA..3 FIGURE 3: PROJECTED POPULATION GROWTH 4 FIGURE 4: THOROUGHFARE PLAN...6 FIGURE 5: GREENWAYS MAP APPENDICES: APPENDIX I: LEVEL OF SERVICE..21 iii

6 I. INTRODUCTION The efficient and safe movement of people and goods is a basic goal for any urbanized area. This is done with a transportation system that provides a hierarchal circulation pattern able to meet current demands yet also with the flexibility to plan for future needs. The Town of Fishers Transportation Plan is one element of the comprehensive planning process used as a tool to help guide growth and plan for future circulation needs as indicated by long-range transportation studies. The Transportation Plan establishes a functional classification that helps guide transportation system development in coordination with land use development to make sure the transportation system fits and serves the land uses. Since the Town of Fishers is surrounded by other jurisdictions, the Transportation plan can coexist with other transportation plans to insure efficient and coordinated planning efforts for southeast Hamilton County, Marion County, Carmel and Noblesville. Background The Town of Fishers has seen incredible growth in the past twenty-five years growing from a population of 2,008 in 1980 to a population of 37,835 in the year 2000 (Figure 1). In the decade from 1990 to the year 2000, the Town of Fishers grew an astounding 28% a year. A special census taken in 2003 confirmed Fishers population at 52,390. A new special census taken in 2007 confirmed the current population at 65,382 with 25,126 housing units for 2.6 persons per household. The 2007 census shows an additional 25% increase in population from The Transportation Plan can help the Town of Fishers keep pace with current growth while at the same time plan for future growth by protecting potential transportation corridors, preserving needed right-of-way, and by implementing other modes of transportation. As a tool used in coordination with the Unified Development Ordinance, Town of Fishers Construction Specifications and Standard Construction Details, the Transportation plan helps control and provide access to both residential and commercial uses by providing and planning for safe and efficient circulation patterns. FIGURE 1 FISHERS POPULATION GROWTH, FISHERS POPULATION GROWTH, By the Town of Fishers Development Department & Department of Engineering & Public Works 1

7 Existing System Before we plan for future transportation needs, it is prudent to look at the existing transportation system to take an inventory and to evaluate the system and circulation patterns to determine where deficiencies exist. Figure 2 shows the study area for the Town of Fishers. Typically, a road and street inventory is conducted to determine what the current transportation system looks like in the form of number of lanes, the amount of right-of-way present, whether the road or street has curb and gutters, if the street has sidewalks, multi purpose paths or bicycle lanes, and the condition of the road and street. Each road and street is listed and defined by mileage in a hierarchical classification based on the function of the roadway in terms of the amount of traffic carried. This functional, hierarchical classification will be discussed later. Once a road or street is classified, other factors like needed right-of-way, design standards, and access points can be determined for both current and future road improvement projects. Geographic Nature and Hindrances The Town of Fishers lies within Delaware and Fall Creek Townships consisting of approximately 19,456 acres or 30.4 square miles at the end of It is bordered by the White River to the west and Madison and Hancock Counties to the east. 96 th Street is the municipal border to the south separating Marion County. To the north, 141 st and 146 th Streets and I69 generally separate Fishers from Noblesville and Wayne Township. Besides the White River, another natural travel hindrance is the Geist Reservoir consisting of approximately 1,800 acres located in the southeast area of Fall Creek Township. Man-made barriers include the I-69 corridor, which traverses from the southwest to the northeast through both Delaware and Fall Creek Townships, SR 37, which intersects with I-69 and heads northward in Delaware Township, and the Norfolk Southern railroad right-of-way, which parallels I-69 and SR 37 in Delaware Township. There are currently three I-69 interchanges within the Town of Fishers municipal area. In a joint effort with Noblesville and Hamilton County, a study was commissioned to consider alternative interchange designs for Exit 10. The study also looked at possible new interchange designs at Cyntheanne Road. In discussions with the INDOT, the Town has requested a possible on/off ramp system at 106 th and I-69. The purpose of the study is to look at new interchange designs that will not only improve traffic flow in these areas, but also enhance the economic viability of Fishers and Hamilton County. Potential Growth Areas Looking at the Town of Fishers and the potential for growth, the majority of Delaware Township has been developed. Land use patterns have been determined by historical trends and zoning. Therefore, the potential for future corridor protection and right-of-way preservation is limited. On the other hand, only about two-thirds of Fall Creek Township is developed. Besides infill, most of the new growth will occur in Fall Creek Township. This provides the Town of Fishers with an excellent opportunity to protect corridors and preserve right-of-way as the town annexes and expands. By preserving corridors and rightof-way now, it reduces the future cost and potential impacts new road projects could have. This makes the planning process not only more efficient, but also less intrusive and costly. According to the Town of Fishers Development Department, by the year 2035, the population of Fishers is expected to increase by another 50% (Figure 3). 2

8 FIGURE 2 3

9 FIGURE 3 FISHERS PROJECTED POPULATION GROWTH Population Population Growth Year By the Town of Fishers Development Department & Department of Engineering & Public Works Objectives The Transportation Plan for the Town of Fishers was first adopted in In 1989, the Town Council contracted A&F Engineering, Inc. to update the 1980 plan and implement a road impact fee strategy. As the Town of Fishers continued to grow and annex land, by 1997, the town had outgrown the original Zone Improvement Plan. A&F Engineering again updated the Transportation Plan with the objectives of reviewing the existing transportation system and estimating the costs required to bring the system up to minimum standards, estimating the number of future trips based on future land use patterns and providing estimates for costs needed to update the transportation system to handle future traffic at an acceptable Level of Service (LOS). By estimating the costs required to handle future traffic, a road impact fee strategy was implemented. The purpose and objectives of this Transportation Plan update are to reevaluate current road and intersection design standards, to consider new ways to protect and preserve needed right-of-way for future road improvements, assess the cost of road impact fees for new development, and to consider and implement new strategies for alternative modes of transportation. II. THE THOROUGHFARE PLAN As mentioned earlier, one of the objectives of the Transportation Plan is to classify roads and streets into a functional, hierarchical system based on the number of lanes, the amount of traffic, and highway function in terms of moving traffic or providing access. This is typically called a Thoroughfare Plan and is done so by creating a functional classification of the transportation network of roads and streets. 4

10 Functional Classification Below are definitions of the road and street classifications that make up the Functional Classification. Interstate Divided highways with full control of access and grade-separated interchanges. Primary function is movement of traffic usually long trips from state to state through the study area, but can be used for short-trips within the study area. These roads are designed for high-speed operation consisting of several lanes. Primary Arterials Similar in function to an interstate, but not grade separated consisting of four or more travel lanes and usually divided. They have controlled access with major intersections typically one mile apart. Provides access to interstates or other Primary Arterials. Designed to carry large traffic volumes either through communities or from area to area. Secondary Arterials These routes are typically main thoroughfares carrying higher percentages of short trips and local traffic than Primary Arterials. They carry significant volumes and usually provide access to major commercial districts. Collectors Primary function is to collect traffic from an area, residential or work-place, and move it to an arterial while also providing substantial service to abutting land uses. Built with an urban design with curb and gutter to provide better storm water management from impervious surface runoff. Local Streets Primary function is to provide direct access to residential and commercial land uses and feed Collectors. Any street not shown on the Transportation Plan Map or listed in the Transportation Plan table is designated as a Local or private street. Thus is the hierarchy of the Functional Classification: Local streets feed to the Collectors, the Collectors feed into the Arterials, and the Arterials feed into the Interstate system. When the Functional Classification system works in concert with the land uses it is designed to serve, the end result is a smoother circulation of traffic providing for the safe and efficient movement of people and goods. The Town of Fishers Thoroughfare Plan Map is shown on Figure 4. The map classifies both existing roads and streets and future or proposed road improvement projects by functional classification, proposed interchange improvement locations, and improvement corridors. As a means to inventory and analyze the existing system, Table 1 lists current roads and streets shown on the Thoroughfare Plan Map by functional classification, minimum required right-of-way and length of road or street in miles. More detailed right-of-way requirements can be found in the Town of Fishers Construction Specifications and Standard Construction Details. The table also indicates where road improvements are needed to handle future growth. Private Streets are distinguished from Local Streets by dedicated right-of-way (r-o-w). If the r-o-w has been dedicated to the Town, the Town of Fishers is responsible for maintenance. Private Streets are maintained by the property owner. 5

11 FIGURE 4 6

12 TABLE 1 STREETS AND ROADS BY FUNCTIONAL CLASSIFICATION Street & Road by Functional Classification Minimum Required ROW (feet) Length (miles) Freeway: I-69 INDOT Expressway: SR 37: 141 st St to I-69 INDOT Primary Arterial: Southeastern Pkwy: Madison Co Line to I-69 INDOT 96 th St: White River to Hancock Co Line th St: White River to Olio Rd th St: Allisonville Rd to Atlantic Ave st St: SR 37 to Cumberland Rd Allisonville Rd: 96 th St to 146 th St Cumberland Rd: 96 th St to 141 st St Cyntheanne Rd: Southeastern Pkwy to I Fall Creek Rd: 96 th St to 96 th St Florida Rd: 104 th St to SR Georgia Rd: 96 th St to 104 th St Olio Rd: 96 th St to Southeastern Pkwy HAMILTON COUNTY Olio Rd: Southeastern Pkwy to I Secondary Arterial: 104 th St: Olio Rd to Connecticut Ave th St: Eller Rd to Mollenkopf Rd th St: Olio Rd to Southeastern Pkwy st St: Allisonville Rd to SR 37 Cumberland Rd to I

13 136 th St: Street & Road by Functional Classification Promise Rd to Marilyn Southeastern Pkwy to Atlantic Ave Minimum Required ROW (feet) Length (miles) st St: Allisonville Rd to Howe Rd Brooks School Rd: Fall Creek Rd to 136 th St Connecticut Ave: 104 th St to Southeastern Pkwy Cyntheanne Rd: 96 th St to 104 th St Lantern Rd: 96 th St to 106 th St Collector: 101 st St: Cyntheanne Rd to Hancock Co Line th St: Mollenkopf Rd to Hawthorne Ridge Rd th St: Hoosier Rd to Geist Rd st St: Cumberland Rd to Hoosier Rd st St: Brooks School Rd to Olio Rd th Pl: Britton Park Dr to Parkside Dr th St: Minden Dr to Olio Rd Atlantic Ave: I-69 to Atlantic Rd Atlantic Rd: Atlantic Ave to Southeastern Pkwy Britton Park Rd: 131 st St to 141 st St Commercial Dr: 116 th St to South Lantern Rd Crosspoint Blvd: Hague Rd to 106 th St Eller Rd: Allisonville Rd to 116 th St Exit 5 Parkway: 116 th St to 121 st St Geist Rd: Fall Creek Rd to 111 th St Hague Rd: 96 th St to 116 th St Hawthorne Ridge Rd: 106 th St to Brooks School Rd Hoosier Rd: 106 th St to 126 th St

14 Street & Road by Functional Classification Minimun Required ROW (feet) Length (miles) Howe Rd: 131 st St to 141 st St Kincade: 96 th St to 106 th St Lantern Rd: 106 th St to 131 st St Marilyn Rd: 131 st St to 136 th St Minden Dr: 131 st St to 136 th St Mollenkopf Rd: 96 th St to 106 th St North By Northeast: 96 th St to Lantern Rd Parkside Dr: 131 st St to 135 th Pl Pennington Rd: 126 th St to 131 st St Prairie Baptist Rd: SR 238 to 136 th St Promise Rd: 126 th St to 141 st St Trade Center Dr: Britton Park Dr to 141 st St USA Parkway: South Lantern Rd to 116 th St Willow View Rd: 96 th St to Allisonville Rd

15 Road and Street Design Standards To allow the transportation network to be built according to the functional classification in an efficient and economic way, specific design standards are needed. Another need for design standards is to make sure the needed land or right-of-way is preserved to; 1) provide enough land so that the needed facility can be built; 2) provide enough land so that the needed infrastructures like sanitary sewer, water and other utilities can be built without the need for acquiring additional land; and 3) provide enough land for any future expansions needed to keep up with future demand without the need for acquiring any additional right-of-way. The design standards for road and street design shall be per the Town of Fishers Construction Specifications and the Standard Construction Details documents. Intersection Study The road and street network cannot be upgraded without improving intersections. To move existing and future traffic in a safe and efficient manner, intersections must be upgraded to reduce conflicts and move converging traffic through the intersections. A&F Engineering inventoried and studied all the major intersections in the Fishers study area to determine existing and future Level of Service (LOS) for each intersection. Intersections with future unacceptable LOS may need improvements such as added lanes or round-abouts. There are intersections where right-of-way may be needed for turn-lanes. For safety and adequate stacking, right-of-way would be needed at least 200 from the intersection. The Town of Fishers would also like to review the incorporation of round-abouts into intersection designs, looking at safety, cost and traffic movement considerations. Reference the latest Impact Fee Study as adopted by the Town Council. Traffic Access Management In order for the Transportation Plan to work, a key element is the controlling of access along the major thoroughfares. Access management is described as the process of controlling the number of access points or driveways as land along thoroughfares develops by limiting the spacing and number of access points in an effort to reduce conflicts caused by traffic maneuvers such as stopping, turning, ingress and egress, while preserving and maintaining a tolerable level of service and flow of traffic, but at the same time providing appropriate access to the land uses along the major arterials. The key words in the above description are limiting the spacing and number of access points. While it s true arterials should have limited access to move traffic, it is also true that today s arterials also function as major economic centers. With that in mind, access management becomes even more important especially when new development occurs along arterials or at major intersections. The roadways should be designed to support both the economic viability of commercial land uses and the traffic either passing through or making a destination trip. Driveway Locations One function of an arterial is the movement of large volumes of traffic either through or across an area. Remembering the hierarchy of the functional classification, Local Streets are used to provide access mainly to residential uses, and Collectors are used to feed traffic from the Local Streets to the Arterials. However, in many cases, Collectors provide access to commercial and industrial uses. Therefore, most commercial driveways should be limited to Local Streets and Collectors. However, because of the nature of commercial businesses, they traditionally like to be located along streets with large traffic volumes. 10

16 This can severely degrade the function of the arterial. Thus, it is the goal of the Town of Fishers Transportation Plan to limit the number and location of driveways along Arterials and other major thoroughfares, but at the same time, designing the roadway to an acceptable LOS to accommodate the commercial land uses. The required spacing of access points or driveways and standards are per the Town of Fishers Construction Specifications and the Standard Construction Details documents. Driveway and Entrance Standards In order for a driveway to function properly and be used efficiently, there must be design standards. The following are design standards for residential and commercial driveways. Since a residential driveway functions differently from a commercial driveway, each has its own standards. However, all entrances to a residential subdivision shall be treated as a commercial driveway or entrance. A residential subdivision shall include single-family homes, townhomes, condominiums and apartment complexes. Design standards and cross-sections can be found in the Town of Fishers Construction Specifications and Standard Construction Details. A. Residential Driveways: 1. No single-family residential driveway shall have direct access to an Arterial unless the parcel is landlocked. 2. Residential driveways shall meet the design and spacing standards as set forth in the Town of Fishers Construction Specifications and Standard Construction Details. 3. Residential driveways and entrances shall meet the standards as set forth in the Town of Fishers Unified Development Ordinance. 4. All residential driveways proposed on primary arterials may require curb-cut approval from Town Council. 5. Accel/Decel Lanes will be required for main entrances to subdivisions as specified in the Town of Fishers Construction Specifications or as required by the Director of Engineering. 6. Passing blisters opposite main subdivision entrances may be required upon the discretion of the Director of Engineering. B. Commercial Driveways and Entrances: 1. Commercial driveways and entrances shall meet the design and spacing standards as set forth in the Town of Fishers Construction Specifications and Standard Construction Details. 2. Residential driveways and entrances shall meet the design standards as set forth by the Town of Fishers Construction Specifications and Standard Details. 3. Commercial driveways and entrances shall meet the standards as set forth in the Town of Fishers Unified Development Ordinance. 4. Medians for planting and access control are encouraged at the entrance of commercial driveways and shall meet the standards as set forth in the Town of Fishers Unified Development Ordinance without corrupting sight distance. 5. No commercial driveway or entrance shall be approved before being reviewed by the Town of Fishers Technical Advisory Committee (TAC). 6. Passing blisters opposite entrances may be required upon the discretion of the Director of Engineering. 7. Accel/Decel Lanes will be required for main entrances to subdivisions and commercial developments as specified in the Town of Fishers Construction Specifications or as required by the Director of Engineering. 11

17 8. All commercial driveways proposed on primary arterials may require curb-cut approval from Town Council. Frontage Roads In some instances, the Town may ask for a frontage road to provide access to specific land uses. Frontage roads or streets can be applied to both residential and commercial uses. For residential uses, it allows homes to front along major thoroughfares, which provides more appealing aesthetics and access. For commercial uses, frontage roads provide better access and limit the number of driveways needed along arterials reducing potential conflicts and helping the flow of traffic. Typically, frontage roads are classified as Local Streets unless they become through streets connecting arterials where they would be built to Collector standards when servicing commercial uses. However, the same standards would not apply to frontage roads servicing residential uses. III. LONG RANGE PLANNING Probably the most important component of the Transportation Plan is long range planning. Long range transportation planning looks into the future to see what improvements are needed to keep the transportation network performing at an acceptable LOS. As mentioned earlier, the Transportation Plan for the Town of Fishers was updated in 1997 and 2005 by A&F Engineering. It is the goal of the Department of Engineering & Public Works and the Development Department to update the Transportation Plan every five years as directed by Town Council. Again, A&F Engineering has assessed the existing transportation network and made recommendations for road improvements based on existing LOS and costs needed to bring the network up to minimum standards. This study also estimates future traffic volumes and trips based on historic growth trends. By using a computer model, traffic trips can be assigned to the transportation network to estimate future traffic flows and volumes, and see where road improvements and expansions will be needed to alleviate future traffic congestion. Based on what the model tells us, new road impact fees can be calculated and road projects can be programmed and assigned to the Transportation Plan. Then, the function of the Thoroughfare Plan will be for not only assigning the proper design standards, but preserving the needed right-of-way as well. Long range planning also considers other modes of transportation. As the Town grows and builds new roads and streets, alternative modes of transportation like multi purpose paths, bicycle lanes and mass transit can be incorporated and added in hopes of building a multi-faceted and interconnected community easing the burden on the street network. Right-of-way and Corridor Preservation As mentioned previously, an integral part of the Transportation Plan is corridor preservation and right-ofway protection. By preserving future corridors and right-of-way, it accomplishes three important aspects of planning; 1) lowers the cost of land acquisition by preventing the need to purchase developed land; 2) reduces the physical cost of development by preventing structures from being built on land that could be needed for transportation system improvements; and 3) reduces the social cost of development by reducing or preventing the need to relocate families or businesses. 12

18 Right-of-Way Protection One method of preserving transportation corridors is with the use of right-of-way protection. Right-ofway protection is a way to lower the cost of construction and to reduce negative impacts associated with construction. Right-of-way is based on functional classification of the street. Actual right-of-way shall be per the Town of Fishers Standard Construction Details. For example, while 120 ft. of right-of-way may seem more than enough for a Primary Arterial, by the time you consider five travel lanes or 62 ft. of pavement width, 10 ft. on each side for sidewalks, and another 10 ft. on each side for utilities, it takes all of the required 120 ft. In many cases, in an effort to save money, a road or street may initially be designed for two lanes even though it is classified as a Primary or Secondary Arterial because the demand for four or five lanes is not met at the present time. However, as growth occurs in the area, the road will eventually be expanded to handle the increased congestion without the need or expense of acquiring additional right-of-way. The same can be said for the need to acquire additional right-of-way for multi purpose paths and bicycle lanes or routes. The Transportation Plan map shows where extra right-of-way is needed along a specific road or street to incorporate facility enhancements like sidewalks and multipurpose paths. The intersection analysis table lists intersections inventoried and studied where additional right-of-way may be needed for intersection improvements such as added lanes or round-abouts. Corridor Preservation To prevent any development in areas where future transportation corridors may exist, or along existing corridors, these corridors are highlighted in the Transportation Plan map. Some examples of these are new interstate interchanges at 106 th Street and Cyntheanne Road, the extension of 126th, the Cyntheanne Road corridor, and even the rapid transit study for a future light-rail corridor. It is important to include these corridors in an effort to preserve and protect the right-of-way needed in case these projects are funded and constructed. IV. ALTERNATIVE MODES OF TRANSPORTATION Roads and streets are not the only mode of transportation provided in the Town of Fishers. As our streets become more congested with more vehicles each day, it is important that other modes of transportation are available. There are many benefits to other modes of transportation. By providing alternatives to driving, other modes of transportation can help create a sense of community by connecting activity centers for pedestrians, provide alternatives for youngsters, be a form of exercise, conserve fuel and help our environment by getting pollution emitting vehicles off the roads. Sidewalks Sidewalks are required to be installed as stipulated in the Town of Fishers Unified Development Ordinance. Sidewalks are typically required in all residential and commercial subdivisions within the right-of-way on both sides of the street. The sidewalks must be compliant with the American with Disabilities Act (ADA) with regards to the installation of handicapped ramps and grades. While roads and streets provide different functions based on the functional classification, the same can be said for sidewalks. For example, sidewalks along a commercial district served by a Secondary Arterial will probably have more foot-traffic than a sidewalk in a residential subdivision. The design standards for sidewalks are located within the Town of Fishers Construction Specifications and Standard Construction Details. Private drives are not listed as a functionally classified street since they are maintained by the 13

19 property owner. However, since private drives, especially in commercial districts, can be incorporated into the overall transportation network and provide access to specific land uses, sidewalks and connections are still required. Multi Purpose Paths Another means of transportation for pedestrian traffic are the Town s multi-purpose paths. Asphalt paths are required to be installed as stipulated by the Town of Fishers Unified Development Ordinance. These paths were originally suggested by the Development Department to replace perimeter sidewalks and added as an element of the Town s Park and Recreation Facility Plan. The intention was to link subdivisions together and also to link these neighborhoods to parks, schools, retail areas throughout the community to provide a safe, healthy and neighborly approach to promoting community relationships and activity. Since, the multi-purpose paths have become so popular, they are now a familiar sight along major thoroughfares. The original Land Use Code was amended to require a multi-purpose path instead of the standard perimeter sidewalk to help facilitate safe family travel from subdivisions to parks, schools and commercial areas. An advantage of the multi-purpose path over the sidewalk is that it is wide enough to handle other forms of traffic besides just pedestrians. The paths also can be used by joggers, bicyclist and skaters. The typical eight foot width helps to prevent conflicts among the various users. Consisting of asphalt or concrete, the path is to be separate from and adjacent to all thoroughfares. Where there is not enough right-of-way, an additional ten (10) ft. shall be dedicated for multi use paths. Figure 5 shows existing paths and also were future paths should go in an attempt to create a continuous and connective system of paths. Also, there are potential locations for pedestrian bridges or overpasses. Pedestrian or multi purpose path bridges could provide vital links connecting commercial and residential centers that otherwise would be unavailable due to man-made barriers like SR 37 or I-69 and also natural barriers like the many creeks that meander throughout the Fishers community. Design standards and cross-sections for sidewalks and the multi use path can be found in the Town of Fishers Construction Specifications and Standard Construction Details. 14

20 FIGURE 5 15

21 Another aspect of the multi use path system is the Greenway Corridor Plan also shown in Figure 5. This plan calls for the construction of multi use paths along the White River and creek tributaries that flow through the Town of Fishers. The intent is to provide scenic byways incorporated into the multi use path master plan providing access to Town parks and connectivity to the multi use path system. It is hoped that federal funding will be available to help in the construction and maintenance of the Greenway Corridor. Bicycle Lanes and Routes While many municipalities offer dedicated bicycle lanes striped with the streets, only Olio Road has lanes on both sides striped from the Geist Bridge to SR 238. It is also part of the Hamilton County Alternative Transportation bicycle route network, which is a system of bicycle routes throughout the Greater Indianapolis area. Public Transit As discussed in corridor preservation, it is important to define and protect future transportation corridors either for new highways or for alternative modes of transportation like commuter rail, light-rail, or highspeed rail systems in the Transportation Plan. This makes the cost of land less and prevents any development from occurring within the designated corridors. To this end, the Town of Fishers and the City of Noblesville had the foresight to purchase the abandoned right-of-way of the Norfolk and Western rail corridor when it became available. In an effort to mitigate and alleviate the daily congestion on I-69, studies looking at potential corridors for rapid transit have been conducted. Currently, a rapid transit corridor study is being conducted by the Indianapolis MPO and one potential corridor is the existing Norfolk and Western railroad corridor. Therefore, a potential rapid transit corridor is shown on the Town of Fishers Thoroughfare Plan (Figure 4). While it may not be the final corridor, any potential corridor or changed corridor will still be represented by the corridor shown on the Transportation Plan. Once a known or final corridor is chosen, the Transportation Plan can be updated to show the recommended corridor. Bus Service Another alternative mode of transportation and form of public transit is bus service. While bus service is currently available to the Indianapolis area, it is not currently available in the Town of Fishers. However, this does not mean that bus service will never be an option in the Town of Fishers. Bus service is currently available at the southwest boundary of Fishers along 96 th Street from Allisonville to Masters Road provided by IndyGo of Indianapolis. IndyGo has entered into joint agreements with other communities on their periphery and could possibly extend their service into Fishers at some point in the future. Air Service The Indianapolis Metropolitan Airport is located within the Fishers planning area. It is located north of 96 th Street between Allisonville Road and I-69. The facility also is considered a relief airport for the Indianapolis International Airport. Operated by the Indianapolis Airport Authority, the airport has one runway approximately 3,800 ft. long and 120 hangers for 234,000 square feet of storage. There has been much public discussion recently about the future of the airport. While the airport continues to serve a useful but limited function, the proposal to sell this property and replace it with a mixed use development would bring tremendous tax benefits to the Town of Fishers. The location of the 16

22 airport adjacent to the rail corridor opens the possibility for a transit village and park and ride opportunities on this parcel. V. TOWN CENTER AND SPECIAL FEATURES The Town of Fishers Transportation Plan has been written in a comprehensive manner in an effort to consider all forms of land uses and the safe and efficient movement of people and goods throughout the town. The area known as Town Center, was platted many years ago as a small, rural community without any consideration for the explosive growth that would occur around and through it. Therefore, the development standards used then are not appropriate for existing and future growth. For example, development standards like building setbacks, street widths and parking were not a major consideration many years ago. As the Town grew and the land use changed, much of the Town Center is nonconforming with today s typical suburban development standards. As land uses and zoning changes in the Town Center, projects will be reviewed and evaluated on an individual bases to assess the needs/standards that would best suit the area. Special Features In an effort to apply progressive land use planning techniques, the Town of Fishers encourages the use of new, progressive development devices with regards to enhancing public safety and creating a more efficient and economical thoroughfare system and transportation network. An example of this is the use of round-abouts, curvilinear streets, curb bump-outs, passing blisters, special crosswalk treatments and narrow street designs in a neo-traditional manner. These types of special features can best be applied in Planned Developments, Master Planned Communities, or even Fishers Town Center and central business district. Planned Unit Developments and Master Planned Communities To provide developers with more flexibility in land use design and use, the Town of Fishers Unified Development Ordinance allows Planned Unit Developments (PUD) for both residential and commercial uses and mixed uses. The application of a planned unit development gives the developer more flexibility with specific standards like lot widths, setbacks, and lot size. With PUD s however, come requests for variations in the transportation aspects such as street design and lane widths. The Town will thoroughly review any standards proposed to be minimized and take appropriate action to make sure all roads and streets are built to acceptable standards to insure proper safety and maintenance. New development, sometimes ranging from traditional downtown block style design to typical suburban curve-de-linear subdivisions, should not necessarily follow one criteria in all transportation standards. The Unified Development Ordinance allows certain local street variations of certain standards depending on the type of subdivision being developed. 17

23 A development on a large scale could be called a Master Planned Community. A re-development of the airport site could reflect such a proposal. This type of development might combine both residential and commercial aspects in an attempt to build a self-sustained community that could function independently it could have its own town center as well as fire and police protection. This could be built around a multi-model transportation hub, which would allow for the opportunity to incorporate many of the alternative modes of transportation previously discussed as well as alternative street designs, which would foster a more pedestrian friendly atmosphere. Such a project, due to its variety of land uses and how it is integrated into the community, might require specific standards to address the very unique design opportunities and challenges presented. Multi-Family Projects Another type of development that sometimes requires variations in standards like street widths and parking, are multi-family projects. A multi-family project is described as attached buildings combing three or more dwelling units. Common examples of these are apartments, townhomes and condominiums. For multi-family projects, the major transportation related issues are access and parking. Proper access and parking must be provided to all buildings. To provide internal access and parking from building to building, dedicating right-of-way and building streets to Public Road standards is not practical. In an effort to provide some guidance for multi-family project design, the Town is creating standards for Private Roads/Streets in the Unified Development Ordinance. These standards can also be applied to single-family and duplex projects where needed. Since the streets are not within dedicated right-of-way, the Town is not required to accept the streets for maintenance and snow removal. Use of the streets will be granted through access easements and shall be detailed on applicable plats or development plans. Large Retail Centers Large retail centers can have many of the same problems as multi-family projects regarding access and parking. It is also the Town s goal to prevent from having seas of asphalt associated with large retail centers, which are addressed in the Unified Development Ordinance with landscaping and parking requirements. Like multi-family projects, in some cases it is not practical to have streets, driveways or entrances designed and built to Public Road standards with dedicated right-of-way. In these instances, the roads/streets will be built and designated as Private Roads/Streets and will meet the standards as discussed above. VI. TRANSPORTATION PLAN UPDATES AND IMPLEMENTATION Like the dynamic nature of land use development, a Transportation Plan must be flexible; able to change to keep up with ever changing transportation needs. A perfect example of this is how the invention of the automobile changed land use forever; created a mobile society with unlimited boundaries. However, as the landscape has changed, so too has where we live, go to work and recreate. The technology to move people and good will continue to change our transportation needs. The Transportation Plan is a major component of comprehensive planning. As the Comprehensive Plan changes, the Transportation Plan should change with it. It is the goal of the Town of Fishers to review and update the Transportation Plan every five (5) years. However, if necessary, the plan should be amended as needed if it does not reflect the direction of the community. 18

24 Maintenance & Funding The Town of Fishers is responsible for maintaining most of the roads and streets within the Town s incorporated limits. The INDOT is responsible for maintenance on I-69 and the interchanges, SR 37, and SR 238. However, the INDOT will eventually give control of SR 238 to the Town of Fishers. While this will give Fishers more influence over potential land uses and access along SR 238, it will also bring with it the financial burden of added maintenance. When new commercial or residential development occurs, it is the developer s responsibility for building streets needed to serve the development. The Transportation Plan provides design standards for building these roads and streets. The plan also provides standards for incorporating alternative modes of transportation like sidewalks, multi purpose paths and bicycle lanes into new developments. Besides design standards, the Transportation Plan also details the amount of right-of-way needed for roads and streets by functional classification. This gives the developer guidance when they dedicate land to the Town of Fishers for the installation of utilities, infrastructure and the continued maintenance of the roads and streets. Another function of the Transportation Plan is the functional classification of roads and streets to match the FHWA functional classification for potential federal funding of road projects. According to regulations established in ISTEA, the groundbreaking transportation bill and carried forward with TEA- 21, Federal-aid highways and roads on the National Highway System are eligible for federal funding. These roads are functionally classified according to standards established by the Highway Capacity Monitoring System (HCMS). Therefore, in order to receive federal funding, it is important that the Town of Fishers Transportation Plan matches the functional classification of the Federal Highway Administration (FHWA). Impact Fees The Town of Fishers acknowledges the existence of law adopted by the Indiana General Assembly regulating the imposition of impact fees. It is the intent of the Town to comply with such legislation as stated in the in the Unified Development Ordinance. As the cost of road construction increases and land use changes, impact fees will be reevaluated periodically to determine if the fees should be increased by amendment. In the event that any parcel of real estate considered in the creation of the Zone Improvement Plan (ZIP) undergoes a change in use, redevelopment, or a modification, which requires an Improvement Location Permit and/or a structural building permit and creates a need for a new infrastructure, an impact fee will only be assessed for the increase in the burden on infrastructure. Reference latest Road Impact Fee Ordinance and Bridge Impact Fee Ordinance as adopted by the Town Council. 19

25 APPENDICES 20

26 APPENDIX I LEVEL OF SERVICE Thoroughfare systems provide varying levels of service throughout the day. During peak travel hours a system may be congested with traffic but provide for congestion free flowing movement during other periods of the day. Obviously, an urban system designed for complete freedom of movement at all times is not economically feasible - nor is a continually congested circulation system desirable. Therefore, system planning must provide for some reasonable compromise between these two conditions. The service volume of a street is defined as the maximum number of vehicles that can pass over a given section of a lane or roadway in one direction on multi-lane highways (or in both directions on a two or three lane roadway) during a specified time period while operating conditions are maintained corresponding to the selected or specified level of service. Service volumes are ranked from A through F depending upon flow characteristics. For instance, at service Level A, traffic is free flowing and vehicles operate at speeds independent of one another. By contrast, service Level F describes a forced flow condition in which the roadway acts as storage for vehicles backing up from a downstream bottleneck. Traffic operation at Level C is in the range of stable flow rather than free flow. Under such a stable flow condition, vehicles move in regimented platoons without the freedom of speed lane or choice. The volumes of traffic that can be handled at intersections govern the hourly capacity of urban arterials, except those with limited access. Basic considerations in the development of the intersection service volumes are as follows: Physical features: pavement width of approaches, parking conditions and the type of operation (one or two way); Environmental conditions: the size of the urban area, and the location of the intersection within the urban area; and Traffic characteristics: turning movements, trucks and buses and proportion of total signal cycle time allocated to the various intersection approaches. 21