510 Highways, Streets & Roads Comprehensive Plan Section 510

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1 Comprehensive Plan Section 510 Highways, streets, and roads provide for the movement of people and goods from one place to another. These public ways form a network that defines the relationship of private property uses to one another. Goals and objectives for these facilities are listed in Section 100 of this plan. This section will cover the interrelated concerns of... The functional classes of various streets and roads; Plans for improving the function, and thereby the safety, of our major roadways; and How land use patterns impact upon, respond to, and should accommodate traffic improvement projects. FUNCTIONAL CLASSIFICATION All streets do not serve the same functions. From freeways to alleys, vehicular ways vary in width and other geometric measurements because of the different functions they serve. In classifying streets by function, we can apply appropriate design standards to each class. The classification levels are based largely on the competing functions of mobility and land access. Exhibit 511-G1: Basic Roles of Roadways Principal Arterials High-volume corridors, which serve major activity centers and longest trip desires; serve major portion of trips entering and leaving the urban area, as well as intra-area travel, such as between the Central Business District (CBD) and fringe area; spacing is usually from less than one mile in the CBD to as high as five miles in suburban area; driveway access is controlled to minimize disruption to traffic movement. Minor Arterials Interconnect with principal arterials and provide service to trips of moderate length at a lower level of mobility; more emphasis on land access, but spacing still controlled; spacing is 1/3 to 1/2 mile in the CBD and 2 to 3 miles in fringe areas. Major Collectors Collect traffic from local streets and channel it into arterial systems; provide land access service with closer driveway spacing than arterials; serve local traffic movement within and between neighborhoods; may extend across arterials. Minor Collectors Similar to major collectors, but allow more driveway access; generally serve lower traffic volumes; do not extend across arterials; generally collect traffic within a single neighborhood in urban areas or within rural sectors bounded by arterials. Locals All remaining roadways not classified above; provide direct access to abutting land and higher order systems; have lowest level of mobility. HIGHWAY TRANSPORTATION PLAN SUMMARY The first comprehensive long-range transportation plan for the Owensboro urban area was prepared by Harland Bartholomew and Associates and was adopted in The plan analyzed transportation needs including highway, transit, airport and river port projects through Source: US Dept. of Transportation, Federal Highway Admin. DAVIESS COUNTY DEFINITIONS Exhibit 513-Ml illustrates the network of important roadways in Daviess County and the functional classes assigned to them as of April Subsequent updates in classifications approved by the Metropolitan Planning Organization (MPO) for transportation will be considered in effect for the purposes of this comprehensive plan. Freeways/Expressways Divided highways that provide the highest level of through-traffic mobility; full control of access with interchanges or widely spaced intersections; maximum speed limits, and largest traffic volumes. In 1984, the Metropolitan Planning Organization (MPO) for transportation re-examined the highway portion of the 1975 plan. In an effort to update the plan, the MPO staff at the Green River Area Development District and OMPC staff inventoried and analyzed revised population, employment and land use trends and projections through Physical characteristics of roadways in the urban area were studied and existing deficiencies were discussed. Further refinement of the plan update has been made through the development of a traffic model that can be used to determine the impact and feasibility of individual project recommendations. In 1987 a major update was made after a special detailed study recommended the new Ohio River bridge be located near Maceo rather than at the east end of the bypass as had been previously proposed. Minor updates are considered annually. RESIDENTIAL GROWTH PATTERNS Because most travel originates from the home, the growth patterns of residential development are of critical concern in analyzing the need and location of new or expanded transportation facilities. Retail centers tend to follow the growth

2 of residential areas and increase traffic generation in their vicinities. Since the 1970s residential development has been scattered throughout the urban area but has been greatest in the southcentral, southwest, southeast and east fringes. TRAFFIC SERVICE PROBLEM AREAS In the 1975 plan, four overall problem areas were identified, concerning north-south and east-west traffic service. The resolution of these problem areas was identified as a major planning and community improvement goal: North-south service between Carter Rd. & Frederica St. North-south service between Frederica St. and the US 60 Bypass on the east. East-west service between 4th St. and Parrish Av. East-west service between Parrish Av. & Scherm Rd. The 1984 study analyzed land use, population changes, area growth potential, traffic volume and deficiency areas. It concluded that the problem areas from 1975 still existed in However, between 1984 and 2000, numerous improvements have been or are in process of addressing the east-west and north-south deficiencies found in These include the widening of existing streets to 5-lanes or 3-lanes, intersection realignments and added turn-lanes, and new major streets (e.g., J. R. Miller Boulevard and East Byers Avenue connections). East-West Capacity deficiencies are evident on US 60 East, especially at its intersection with the US 60 Bypass; the long-proposed Wendell Ford Expressway (Bypass) Extension should ultimately alleviate this problem. At present, the state is working on right-of-way acquisition for the western portion of the bypass extension with a planned construction to begin around September The work would begin on the eastern section and with right-of-way activities beginning seamlessly on the eastern portion. However, near-term improvements are needed to handle the additional traffic that has been generated by the William Natcher Bridge at Maceo. Since 1984, east-west traffic service improvements have been made to 9 th Street, Parrish Avenue, 18 th Street, 24 th Street extension, East 26 th Street extension, Scherm Road, Byers Avenue extension, Tamarack Road, Salem Drive/ Veach Road, and Southtown Boulevard. In the next few years, East 9 th Street should be widened all the way to Leitchfield Road, and East Byers Avenue should extend from New Hartford Road to East Parrish Avenue (KY 54) at Ragu Drive. The 24th/25th streets one-way couple may yet be needed if capacity problems arise in that corridor. respectively). Frederica may yet need widening south of 25th St. in the future. J. R. Miller Boulevard has been extended from Southtown Boulevard to Frederica Street south of the Malco Cinemas. Further east, Bluff Avenue should be connected into a continuous north-south major collector street, and the Fairview Drive extension through The Downs subdivision should connect to Pleasant Valley Road. On the west side, major improvements should occur to align the intersection of Worthington Road, KY 56, and KY 81. The Kentucky Transportation Cabinet has conducted public meetings in regards to the construction of a roundabout at the KY 56 and KY 81 intersection that would also realign portions of Worthington Road to incorporate into the design. As of the writing of this section, the funding for the project is yet to be determined which could slow the potential construction of the roadway improvements. TRAFFIC VOLUMES The Green River Area Development District (GRADD) cooperatively maintains a computerized traffic model with the Kentucky Transportation Cabinet. The model can be adjusted to reflect completed or proposed traffic service improvements so that their impacts may be studied. Projections of average daily traffic and peak hour counts are critical to calculations of level of service (LOS), a prime consideration for studying the warrants for roadway improvements and widening. Also, this model is used to qualify the long-range transportation plan under air pollution requirements of the Federal Highway Administration and Environmental Protection Agency. Historically the GRADD office maintained a database of current traffic volumes for Daviess County. However, over time, and due to a lack of necessary funding, their traffic counting program has diminished. They still provide traffic counting services to the local government entities upon request but cannot afford the manpower to continually update the entire county every few years. Therefore, current traffic count information comes from the Kentucky Transportation Cabinet which systematically updates traffic volumes on state maintained and some local roadways. Exhibit 515-M1 shows the current traffic volume on major roadways within Daviess County as collected by the transportation cabinet. The state periodically updates the traffic count information on their website and the most current information should be used for future traffic volume references. North-South Frederica Street continues near or over capacity despite added turn lanes and removal of medians on this principal arterial spine, and despite improvements in north-south service to the west and east (Carter Road widening and J. R. Miller Boulevard,

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4 SUMMARY OF TRANSPORTATION PLAN: ROADWAY IMPROVEMENT ITEMS Because transportation planning and plan implementation is ongoing, the summary below and the listing and maps of specific proposals included in this section are for illustration purposes. Subsequent updated versions of the long-range transportation plan and the short-range (6-year) Transportation Improvement Program (TIP) will be considered the effective plans in relation to this comprehensive plan. At the time of this writing, the long-range plan is the one adopted and amended by the MPO Committee as of April 2006, and the TIP is for fiscal years Also included are projects proposed by GRADD's MPO Committee. Exhibit 514-T1 summarizes the proposed projects and estimated costs for most project items. The projects are listed in Exhibit 516-T1, and their locations are illustrated in Exhibit 517-Ml. Exhibit 517-M1 does not include various projects from the transportation plans that are designated as studies or other miscellaneous projects that are not conducive to mapping. Exhibit 514-T1: Transportation Plan Projects Plan (TIP or LRP) Mileage Estimated Costs TIP $116,113, LRP 9.39 $30,735, LRP $62,855, LRP 2.79 $18,300, LRP 2.88 $14,200,000 RELATIONSHIP OF MAJOR ROADWAYS TO LAND USE may require the purchase of sound buildings -- and due to utility relocation and construction costs. RIGHT-OF-WAY RESERVATION Reservation of right-of-way is recommended as an important way to facilitate the implementation of planned roadway improvements. If private structures and site improvements are set back to allow for future right-of-way enlargement, the cost of major roadway projects can be significantly reduced, allowing these projects to be accomplished sooner. This will enhance the land development potential and values of the affected area, and requires cooperation between government and landowners. Exhibit 518-GT1 depicts the recommended standards for rightof-way reservations for major roadways in Daviess County. INTERSECTION AND DRIVEWAY ACCESS CONTROL Controls on the spacing of street intersections and driveway entrances along major roadways are recommended as the primary way of maintaining the highest possible levels of transportation service and safety. This maximizes efficiency of existing roadways and can forestall the need for costly improvements, thereby saving tax dollars. Currently, two mechanisms are used to implement controls on intersection and driveway spacing: subdivision regulations and an access management policy manual. These two mechanisms should be refined and integrated into all land development processes. Exhibit 518-T2 depicts the recommended standards for intersection and driveway spacing along major roadways in Daviess County. The standards of Exhibits 518-GT1 and 518-T2 are recommended to apply to all new subdivision and site development, to major reconstruction and redevelopment projects, and as important criteria for determining the appropriate type, intensity, scale and phasing of land use development along major roadways. Roadways themselves are land uses because they occupy space on the land. The amount of space -- right-of-way width -- they require to function efficiently and safely is determined largely by the amount of traffic they must carry. There exists a cyclic relationship between land development and traffic generation as noted by the Northwestern University Traffic Institute: 1. Development generates vehicular trips. 2. Trips increase transportation needs. 3. Transportation needs cause transportation improvements. 4. Improved transportation increases land access. 5. Improved accessibility increases land values. 6. Increased land value intensifies land development. 7. Increased development generates more trips; then the cycle starts again. Undersized roadways and too many access points lead to reductions in level of service and safety of roadways, and a correlated reduction in the development potential of adjoining land. Major improvements to roadways usually are not made until critically warranted. By this time, they are often very costly propositions due to necessary right-of-way acquisition -- which

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6 Exhibit 516-T1: Transportation Plan Roadway Improvement Items (November 2006) - Note: See Exhibit 514-T1 for more information. Length Project ID Street Description Cost (miles) Plan/Year GR E 9TH ST Reconstruction/Improvement from Hall St. to Leitchfield Rd. $1,048, TIP GR US 60 BYPASS EXTENSION New construction from near KY 54to the US 60/KY 144 intersection $71,500, TIP GR SOUTHTOWN BLVD Widen to 5 lanes from J.R. Miller Blvd. to US 431 $800, TIP GR SOUTHTOWN BLVD Major widening from Carter Road to Frederica St. $8,600, TIP GR FAIRVIEW DR Extend from KY 54 to Pleasant Valley Rd. $2,100, TIP GR KY 54 Design for widening from Thruston-Dermont Rd. to Jack Hinton Rd. $22,750, TIP GR W 5TH STREET RD Widen to 2, 12 foot lanes with curb/gutter, bike and turn lanes. $5,300, TIP GR FREDERICA ST/MLK Reconstruct NB and SB section to include turn lanes for safety $1,500, TIP GR KY 81/KY 56/WORTHINGTON RD Reconstruct to a roundabout and relocate Worthington Rd. $1,395, TIP GR KY 279 Replace bridge at Panther Creek $1,120, TIP GR E 26TH ST Realign intersection and roadway improvements $2,820, LRP GR KY 56 Install six foot shoulders from KY 81 to KY 279 S $7,300, LRP GR OLD HARTFORD RD Reconstruct to provide turn lanes and sidewalks $5,300, LRP GR E 18TH ST Reconstruct from E 18th St. to J.R. Miller Blvd. $6,400, LRP GR INDUSTRIAL DR Reconstruction/Pavement Rehab to serve the Riverport. $2,565, LRP GR EWING RD Reconstruction/Pavement Rehab to serve the Riverport. $6,150, LRP GR E BYERS AVE New construction to connect US 231 and Old Hartford Rd. $200, LRP GR THRUSTON-DERMONT RD Reconstruct from KY 54 to Hayden Rd. $6,800, LRP GR PLEASANT VALLEY RD Reconstruct from US 60 E to Hayden Rd. $5,500, LRP GR DANIELS LN Reconstruct from the railroad tracks to Hayden Rd. $2,000, LRP Reconstruct to correct horizontal alignment between Boetler Rd and GR KY 144 KY 1831 $3,250, LRP GR SOUTHEASTERN PARKWAY Reconstruct to provide turn lanes, improving safety and access $2,500, LRP GR KY 81/KY 56 Widen KY 81 from existing 4 lanes to KY 56 $3,205, LRP GR KY 81 Widen from KY 56 to Keller Road $16,700, LRP GR KELLER RD Widen Keller Rd. between KY 81 and US 431 $7,900, LRP GR W.H. NATCHER PARKWAY Construct new interchange at either KY 142 or KY 764 $15,000, LRP GR US 431 Reconstruct from MLK Jr. Loop to Panther Creek $8,000, LRP GR US 231 Widen between Owensboro Community College and Burton Rd. $10,300, LRP GR SETTLES RD Reconstruct roadway to improve safety and access $4,600, LRP GR TODD BRIDGE RD Reconstruct from the sports complex to Southtown Blvd. $4,500, LRP GR MARTIN LUTHER KING BLVD New construction from MLK Jr. Loop to Todd Bridge Rd. $3,000, LRP OLD HARTFORD RD/FARIVIEW GR DR Reconstruct intersection to provide separate turn lanes $2,100, LRP

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8 Exhibit 518-GT1: Roadway Buffer Standards Exhibit 518-T2: Intersection & Driveway Spacing Standards