ADOPTED NOVEMBER 2024
Acknowledgments The Town of Fuquay-Varina thanks the diverse group of participants whose input was instrumental in the development of the Comprehensive Transportation Plan. We extend our sincere appreciation to the Town of Fuquay-Varina Board of Commissioners, the Town of Fuquay-Varina Planning Board, agency partners including CAMPO, NCDOT, Wake County, and GoTriangle, and members of the public who participated in the planning process and guided the development of this plan. Everyone’s time, input, and energy are greatly appreciated. Town of Fuquay-Varina Staff Pam Davison Allyssa Holman
CTP Steering Committee Beth Blackmon Don Curry David Keilson Randy King Gary McCabe Kim Mills John Nance Akul Nishawala Matt Nolfo Michelle Peele
Matthew B. Poling Melissa Sigmund Tracy Stephenson Asa Utterback Allison Wylie
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Anna Powell Alex Rickard Larry Smith Dustin Williams
Introduction What is a Comprehensive Transportation Plan? 3 Purpose 3 Document Overview 4 Public Engagement 5 Phase 1: Raising Awareness & Identifying Needs 5 Phase 2: Community Guidance & Direction 6 Updating the Vision 7 Goals, Guiding Statements, and Objectives 8 Table of Contents
Bicycle + Pedestrian Element Multimodal Planning Considerations 51 Benefits of Biking and Walking 52 Recommended Bicycle and Pedestrian Network 53 Other Recommendations 56 The 5 E’s of Bicycle and Pedestrian Planning 56 Freight, Rail + Transit Element Overview 59 Freight and Rail 59 Challenges and Opportunities 59 Regional Initiatives 59 Fuquay-Varina Recommendations 60 Transit 61 Regional Recommendations 61 Transit Alternatives 62 Implementation Framework for Implementation 65 Responsible Agencies 65 Funding Opportunities 65 Action Plan 65 Project Development 66 Project Prioritization 67 Prioritization Criteria 67 Priority Corridors for Town Investment 68 Regional Partnership Projects 69 Development Driven Projects 69 Action Plan 69 Policy Modernization 69 Funding Opportunities 72 Local and Regional Programs 72 Federal Funding 73 Conclusion 73
Area Snapshot CTP Planning Area
11
Building Blocks
12 13
People Population
13 14
Demographic Trends
Mobility
15
Commute Patterns
15 17 21
Traffic and Congestion
Safety Trends
Alternative Transportation Modes
22
Roadway Element Recommendations Development Planned Roadway Projects Projects Programmed by Others Projects Programmed by the Town Intelligent Transportation Systems (ITS) Transportation Demand Management (TDM)
25 25
25 25 27 27
Access Management
28 29
Recommended Improvements Recommended Intersection Projects Potential Intersection Improvements
31
33 34 35
Collector Streets Element
Cross Sections
List of Figures and Tables
List of Tables Locally Adopted Plans
Figure 1. Figure 2. Figure 3. Figure 4. Figure 5. Figure 6. Figure 7. Figure 8. Figure 9. Figure 10. Figure 11. Figure 12. Figure 13. Figure 14. Figure 15. Figure 16. Figure 17. Figure 18. Figure 19. Figure 20. Figure 21. Figure 22. Figure 23. Figure 24. Figure 25. Figure 26. Figure 27.
CTP Planning Area
11
Table 1. Table 2. Table 3. Table 4. Table 5. Table 6. Table 7. Table 8. Table 9. Table 10. Table 11. Table 12. Table 13. Table 14. Table 15. Table 16. Table 17.
12
Population Density Map
13 15 16 17 18 19
8.2.1 and 8.2.1a Corridors
38 40
Transportation Disadvantage Index
8.2.2 Corridors 9.2.1 Corridors 9.2.2 Corridors 9.2.3 Corridors 9.2.4 Corridors 9.4.1 Corridors 9.4.2 Corridors 9.4.3 Corridors 9.4.4 Corridors 9.4.5 Corridors 10.6.1 Corridors
Maps of Households & Workplaces of Fuquay-Varina Workers
41
AADT Map
42 43 44 45 46 47 47 48 48 60 67 70
2050 Projected Traffic Congestion with No Improvements
2050 Projected Traffic Congestion with Existing + Committed Projects
2050 Projected Traffic Congestion with All Improvements
20
Crash History Map
21
Transit and Active Transportation Map
22 26 30 36 37 40
Programmed Projects Map
Corridor Recommendations Map Recommended Cross Sections Map
Cross Section 8.2.1 and 8.2.1a
Freight Specific Projects
Cross Section 8.2.2 Cross Section 9.2.1 Cross Section 9.2.2 Cross Section 9.2.3 Cross Section 9.2.4 Cross Section 9.4.1 Cross Section 9.4.2 Cross Section 9.4.3 Cross Section 9.4.5 Cross Section 10.6.1
Prioritization Criteria
41
Existing Policies and Programs
42 43 44 45 46 47 48 48 53 62 68
Recommended Policy or Program Modifications
71
Recommended Bicycle & Pedestrian Corridors Map
Potential Transit Alternatives Map
Priority Corridors for Town Investment Map
Introduction
Chapter 1
1 Introduction
What is a Comprehensive Transportation Plan? Purpose
Document Overview Transportation has long been the driving force behind economic and population growth in the Fuquay-Varina area. Today more than ever, citizens, elected officials, staff, and community stakeholders must work together to plan a transportation system that guides growth in a way that empowers the local economy and enhances quality of life. The Fuquay-Varina 2040 Comprehensive Transportation Plan blends the community’s vision for transportation and a review of existing conditions with a list of policies and projects to achieve this objective. The document provides a brief overview of existing conditions and describes a coordinated set of recommendations over the course of three (3) chapters – Roadway Element, Bicycle and Pedestrian Element, and Freight, Rail & Transit Element. The final chapter describes implementation strategies for the plan. The modal elements and implementation strategies were created concurrently and in coordination with each other to ensure individual projects lead to an integrated transportation system that effectively serves the Fuquay-Varina area both now and in the years to come. Since completion of the 2035 CTP, the Town has made significant strides to improve transportation. In 2021 Fuquay- Varina residents voted in support of a $20 million transportation bond. There are currently more than a dozen projects in design including sidewalks, greenways, intersection enhancements, and new location roadways. The Town has also completed a number of projects that were recommended in the prior CTP, such as NW Judd Parkway and a critical link of the Park Depot Greenway. In addition to projects getting built or designed, the Town has continued to actively plan for a more walkable and accessible transportation system through updates to the Land Use Plan and the creation of the Fuquay-Varina Pedestrian Plan. The 2040 CTP seeks to maintain the momentum and continue to position the Town to reach the vision established within the CTP.
A Comprehensive Transportation Plan (CTP) identifies transportation needs for motorists, bicyclists, pedestrians, transit, and freight. Beyond these multimodal elements, this CTP seeks to establish the desired vision of the community and identifies the incremental steps to achieve it. The Fuquay-Varina 2040 Comprehensive Transportation Plan serves as a living document — one that the community can revisit as goals and projects are implemented. Planning Process → Visioning – Based on community input, a vision and set of goals was created to provide direction on the development of the plan. → Existing Conditions – The process began with a comprehensive assessment of the community, including demographic trends, natural and built environment, and transportation conditions. → Needs Assessment – Based on community input and the existing conditions phase, existing and future multimodal needs were identified. → Final Recommendations – Using the goals identified during the existing conditions and visioning phase, recommendations were prioritized and folded into Chapters 3, 4, 5, and 6, where strategies were identified to support the implementation of the Town’s transportation vision.
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Phase 2: Community Guidance & Direction Phase 2 of the engagement process focused on informing and educating the public about the draft modal recommendations while seeking input on project priorities. The second phase of engagement lasted from December 2023 to June 2024. Overview 1 Introduction
Public Engagement Public involvement is a vital part of successful transportation planning. Strategic engagement involves identifying a variety of community members and leaders to provide meaningful input. A collaborative approach allows for a fuller understanding of the community’s desires and needs so that a comprehensive transportation vision can be created. As a result, local staff and the project team reached out to residents, stakeholders, elected officials, and other community representatives throughout the planning process. The engagement was divided into two (2) distinct phases, each with different objectives and components to inform the development of the plan. Phase 1: Raising Awareness & Identifying Needs Phase 1 of the engagement process revolved around raising awareness of the CTP and identifying transportation needs. Engagement strategies focused on outreach that informed the development of goals, visioning, and priorities, as well as began to identify needs for each transportation mode. The first phase of engagement lasted from September to November 2023. Overview
2 Steering Committee Meetings
+ 50 Individual Participants
1 Pop-Up Event at Fuquay- Varina Grower’s Market 1 Public Workshop
+ 500 Individual Participants
4 Stakeholder Meetings 2 Steering Committee Meetings
+ 470 Survey Responses
1 Pop-Up Event at Celebrate Fuquay 1 Public Workshop 1 Online Survey
+ 800 Unique Data Points
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1 Introduction
Updating the Vision
Goals, Guiding Statements, and Objectives The following table breaks down each goal with its guiding statement and objectives. The guiding statement explains the intent and focus of each goal; the objective describes the ways in which to measure or achieve the goal.
Land Use & Transportation Integration Multimodal Options
An important step in developing the 2040 Comprehensive Transportation Plan is updating and validating the vision established in the last CTP and creating a cohesive set of guiding statements to provide direction throughout the planning process. The goals, guiding statements, and objectives established in the 2035 Community Transportation Plan served as a foundation to create a set of recommendations for the Town. Goals, guiding statements, and objectives were also used to guide the development and application of a project prioritization process. The ultimate intention is to let the direction for the plan, established early on in the process, carry through to all phases of its development and implementation. The goals, guiding statements, and objectives were presented at community outreach events for feedback and refinement. The goals, detailed on the following pages, align with larger initiatives outlined in relevant planning policies that guide transportation planning at the federal, state, and regional levels. This coordination is crucial to ensure that Fuquay- Varina’s transportation planning responds to and addresses its challenges as one part of a much larger inter-connected system. Each goal includes a key phrase referred to as a guiding statement and clarification provided through a pair of planning objectives. Collectively, these thoughts represent a set of value statements for priorities identified early in the planning process. As transportation strategies were identified and evaluated, the project team revisited the goals to determine which principles a given project or strategy addresses, and prioritized recommendations based on their performance against these goals.
Coordinate transportation investments with land use and development decisions. • Objective 1: support efficient infill and redevelopment opportunities by maximizing use of the existing transportation system • Objective 2: Prepare for continued population growth by coordinating transportation strategies with land use initiatives to foster a vibrant and livable community.
Provide a balanced transportation system that makes it easier to bike, walk, or take transit. • Objective 1: Increase intermodal connectivity to allow system users greater mode and route choices. • Objective 2: Improve accessibility and performance of facilities for transit users, pedestrians, and bicyclists to encourage alternative modes.
Network Mobility
Neighborhood Character
Make it easier to connect within and through the Town for all modes. • Objective 1: Provide efficient regional routes and internal connectivity. • Objective 2: Develop strategies to better manage travel demand and identify system optimization measures.
Enhance the quality of life and preserve local character. • Objective 1: Preserve and enhance established residential neighborhoods. • Objective 2: Promote strong
transportation connections between activity centers and neighborhoods.
Economic Vitality
Safety and Security
Support the local economy by making it easier to move people and freight around and through Town. • Objective 1: Support investment in identified existing and future development nodes. • Objective 2: Leverage transportation improvements that position the Town for improved access to regional assets and increased market competitiveness .
Promote a safe and secure transportation system by reducing crashes and improving emergency response. • Objective 1: Promote long-term adaptability of the transportation network to prevent disruptions, endure damages, and quickly recover from disturbances. • Objective 2: Reduce multimodal
conflicts by reducing frequency and severity of crashes and enhancing bicycle and pedestrian safety.
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Area Snapshot
Chapter 2
Area Snapshot
2
CTP Planning Area The Fuquay-Varina 2040 Comprehensive Transportation Plan (CTP) defines the strategy for creating a town-wide transportation system that accommodates the current mobility needs of its residents and looks to the future to anticipate where needs may arise. This chapter examines the current conditions, travel and development trends, and existing plans and visions for the future of the planning area to create a regional transportation strategy that can meet both present and future needs. As part of its focus on long-term solutions, the CTP provides guidance for an area that encompasses more than the town’s current municipal boundaries. The CTP Planning Area includes the Fuquay-Varina Town Limits, the Town’s Extraterritorial Jurisdiction (ETJ), and the Town’s Urban Service Area (USA).
Building Blocks The 2040 CTP is an opportunity to revisit the groundwork that has already been laid for the future of transportation and growth in Fuquay-Varina. The 2040 CTP acts as a direct update to the previous 2035 CTP. To build upon the last CTP, various plans from Fuquay-Varina were compiled and reviewed. While not a comprehensive list, all of the plans summarized in the table below were collected because they are relevant to the 2040 CTP . These plans are the building blocks of transportation and land use decision making and are important considerations when identifying investments over the coming years. The following table gives a brief overview of these plans.
Table 1. Locally Adopted Plans
Plan
Year
Summary
Figure 1. CTP Planning Area
Analysis of existing greenway conditions in Fuquay-Varina and recommendations on how to create a town-wide system of greenways and urban trails Analysis of downtown districts and recommendations on how to improve downtown design. The Town Center Design Guidelines were absorbed into the Downtown Districts established in 2012.
Fuquay-Varina Greenway Plan
1999
Fuquay-Varina Town Center Design Guidelines
2009
Design plan for the public realm around East Broad Street and surrounding parts of downtown Varina
Varina Streetscape Master Plan
2014
2020 Comprehensive Parks, Recreation & Cultural Resources Master Plan 2023 Commercial Market Study Report
Analysis of current park amenities in Fuquay-Varina and recommendations for future improvements
2021
Analysis of community assets; a vision, goals, and initiatives for economic development
2023
Fuquay-Varina Land Development Ordinance
Unified set of regulations that govern the overall development of the corporate limits and extraterritorial jurisdiction Analysis of transportation conditions in Fuquay-Varina and recommendations for the town on how to implement their transportation vision Analysis of town resources and community wants; goals and objectives for future land use, economic development, and community character Updated framework for the Town of Fuquay-Varina to continue strategically building better connections for walking throughout the community Identification and assessment of hazards prevalent to Wake County and recommendations and toolkits on how to mitigate existing hazards
2016
Fuquay-Varina 2035 Community Transportation Plan
2017
2040 Community Vision Land Use Plan
2022
Fuquay-Varina Pedestrian Plan
2022
Wake County Multi-Jurisdictional Hazard Mitigation Plan
anticipated 2024
Data sourced from Town of Fuquay-Varina
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Area Snapshot
2
People This section examines demographic trends in the CTP Planning Area including an assessment of population makeup, growth, prosperity, education, and vulnerable groups. Understanding who lives and works in the CTP Planning Area today will inform important considerations for who to plan for in the future. The “present day” information in this section was analyzed using the 2010, 2016, and 2021 American Community Survey, 5-year estimates. Population The population as a whole is concentrated near downtown Fuquay-Varina with pockets of density expanding into the surrounding neighborhoods. The higher density areas (those with densities over 1,001 people per square mile) are predominately located in neighborhoods adjacent to US 401 and NC 55 Highway, near downtown. The area between Optimist Farm Road and Lake Wheeler Road, near Wake Tech Community College, is another pocket of higher density. Areas farther south and east of US 401 towards Johnston and Harnett Counties are rural and less densely populated.
Demographic Trends Since the 2035 CTP, adopted in 2017, Fuquay-Varina has continued to grow rapidly with a 144% increase in total population from 2010 to 2023. Compared to North Carolina’s growth rate of 13%, Fuquay-Varina is growing significantly faster. Fuquay-Varina’s median age is 35.3, which is younger than North Carolina’s median age of 39 and men have a slightly lower median age than women within the town at 34.3 and 36.6, respectively. Fuquay-Varina is a predominately white community (71.7%) with the Black and African American population making up 17.8% of the total. The remaining 10.5% of people represent another race or are biracial. Fuquay-Varina’s racially underrepresented, or minority community, accounts for 28.3% of the population, whereas the state’s total minority share is 35%. Approximately 95.3% of Fuquay-Varina’s population has obtained, at the least, a high school diploma, and 49.9% of people have a bachelor’s degree or higher. These rates are higher than the state’s rates of educational attainment, which reflects an educated population well equipped for skilled employment. Fuquay-Varina is wealthier than North Carolina as a whole, with a median household income that is 39.5% more than the state and a poverty rate that is 2.2 percentage points less than the state. Vehicle access trends are relatively the same between the Fuquay-Varina and North Carolina, with about 4% of the town’s households not having access to a car. It is significant to note that, in this economy which often requires multiple household incomes, 24% of the households in Fuquay-Varina have access to only one (1) vehicle.
Figure 2. Population Density Map
Population
Diversity and Age
43,817 Total Population
43,817 in 2023
71.7 White
34,152 in 2020
17,937 in 2010
Median Age 35.3
Income and Poverty
17.8% Black or African American
Median Male Age
34.3 Median Female Age 36.6
Fuquay-Varina North Carolina
$94,142 Median Household Income
$67,481 Median Household Income 12.8% Households in Poverty
8.4% Hispanic or Latino
10.5% Other Race or Biracial
10.6% Households in Poverty
Vehicle Access
Education
24% of households can only access one (1) vehicle
4% of households have no access to a vehicle
95.3% High School Grad or higher
49.9% Bachelor’s or higher
HS
B.A.
Source text
Data sourced from 2022 ACS 5-year Estimates and Fuquay-Varina Economic Development (2022 ACS 5-Year Estimates, 2023 Annual Population Estimate, 2020 Census) The data above is for Fuquay-Varina’s Municipal Boundary, not the CTP Planning Area
Data sourced from 2021 ACS 5-year estimates
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Area Snapshot
2
Mobility Creating recommendations that support improved movement of people within and through Fuquay-Varina requires a thorough analysis of the state of mobility as it exists today. This section looks at Fuquay-Varina’s transportation system through measures of quantity, connectivity, traffic demand, and safety in order to create a picture of current mobility in Fuquay-Varina. Commute Patterns Transportation Equity and Access The map below displays NCDOT’s transportation disadvantage index. Areas with a lower score have less barriers impacting their access to transportation, whereas areas with a high score have more barriers to accessing transportation. The index accounts for racial minorities, people with low incomes, ethnic minorities, households without vehicle access, youth and senior populations, and populations with mobility impairments.
Travel Flows The maps below show the workplaces and homes of Fuquay-Varina workers (people living in the CTP Planning Area who are employed, people who are employed in the CTP Planning Area but live elsewhere, or people who live and work in the CTP Planning Area), respectively. About 29.8% of this commuting population come to town to work from places like Raleigh, Cary, and Holly Springs and approximately 64.1% of them leave town to go to work in downtown Raleigh, Research Triangle Park, Durham, and Cary. Only 6.1% live and work in the CTP Planning Area.
While existing non-auto commute trips are low, the National Institute for Transportation and Communities found that the addition of protected bike lanes increased use between +21% to +171%.
Mode to Work 76.1% drive alone
0.14% by bike
15.9% work from home 0.05% by public transit
0.07% by motorcycle
0.04% by taxi
6.3% carpool
1.00% by walking
Figure 3. Transportation Disadvantage Index
Travel Flow
12,215
26,314
2,499 STAY
commute IN
commute OUT
Figure 4. Maps of Households & Workplaces of Fuquay-Varina Workers
Where Workers Come From Daily
Where Workers Go Daily
Source text
Data sourced from NCDOT 2024 Transportation Disadvantage Index (TDI)
The data on this page is collected for the entirety of the CTP Planning Area. Data sourced from 2021 ACS 5-year estimates, 2020 LEHD.
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Area Snapshot
2
Traffic and Congestion Annual Average Daily Traffic
Congestion Sophisticated models can simulate the interaction of estimated demand and available supply at a regional scale. The Triangle Regional Model comprises both the Raleigh and the Durham-Chapel Hill urbanized areas. For the purposes of this document, current congestion levels are derived from the Triangle Regional Model 2050 Future Year Model and are symbolized based on volume-to-capacity (V/C) ratios. The model represents the roadway network and traffic volumes as they will be in 2050, if no new projects are built. Modeled traffic congestion provides system level insights into congestion issues and can indicate corridors that warrant higher levels of study and analysis or capacity improvements. Roads are typically approaching capacity at a V/C of 0.75 and above, considered at capacity at a V/C of 1.0, and considered over capacity above that threshold. If no improvements are implemented by 2050, various roadways will contain a V/C above capacity or approaching capacity. Roadways containing segments above capacity include NC 42 Highway, West Academy Street, South Main Street, North Main Street, Banks Road, Kennebec Road, Old Honeycutt Road, and Dwight Rowland Road. Most roadway segments with a V/C above capacity are located next to intersections where key corridors intersect. A substantial number of roadways will have a V/C approaching capacity, including US 401, Hilltop Needmore Road, Judd Parkway, NC 55 Highway, and NC 42 Highway.
Annual average daily traffic (AADT) is a measure of the average daily traffic passing through a specific location along a roadway. Traffic volumes typically correspond to the function, design, and location of the roadway where larger roadways serving long- distance travel generally have higher traffic volumes. AADT volumes help to identify areas with a high demand for travel, such as commercial hubs, schools, hospitals, etc. AADT volumes, in some cases, can also highlight roadways that may experience a higher level of pass-through traffic. As the largest highways through the area, US 401 and Broad Street (NC 55 Highway) have the highest traffic volumes in the CTP Planning Area, followed by NC 42 Highway. Among roads primarily serving the local community, Ten Ten Road has the highest traffic volumes with sections carrying over 26,000 vehicles a day. Judd Parkway and Sunset Lake Road also contain higher traffic volumes with sections carrying over 22,000 and 20,500 vehicles a day, respectively.
Figure 6. 2050 Projected Traffic Congestion with No Improvements
Figure 5. AADT Map
Source text
Data sourced from 2021 NCDOT AADT Segments
Data sourced from Triangle Regional Model (TRM) G2v1.3
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2 Area Snapshot
Figure 7. 2050 Projected Traffic Congestion with Existing + Committed Projects The map to the right depicts the projected congestion levels in 2050 if all of the CTP’s recommended projects are completed and built. The model predicts that building the recommended projects will help reduce the amount of corridors that are close to reaching capacity. For example, Hilltop Needmore and SE Judd Parkway will experience reductions in congestion. The majority of the local roadways in the CTP Planning Area will also experience reduced congestion levels when compared to the 2050 congestion predictions without the recommended projects. N Main Street (US 401) will still experience higher levels of congestion even with the recommended projects being built. It is important to note that given available funding levels, it is unlikely that all CTP projects will be able to be built by 2050, and this figure is illustrative only. Future Congestion The map below depicts the projected congestion levels in 2050 if the existing and committed projects shown in Figure 11 were to be constructed. Compared to current conditions, congestion is expected to increase over the next 26 years. Although congestion is projected to increase, the majority of roadways will still remain below capacity. Congestion is expected to start reaching capacity along key corridors, including Hilltop Needmore Road, N Main Street (US 401), and SE Judd Parkway. The only location expected to experience congestion that is greater than capacity is Banks Road around the intersection with Fayetteville Road (US 401).
Figure 8. 2050 Projected Traffic Congestion with All Improvements
Data sourced from Triangle Regional Model (TRM) G2v1.3
Source text
Data sourced from Triangle Regional Model (TRM) G2v1.3
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2 Area Snapshot
Safety Trends Crash History
Alternative Transportation Modes Transit and Active Transportation
Improving the safety of the transportation system is a high priority for the 2040 CTP and analyzing crash data is a key way to identify problem areas or “hot spots” for crashes. Within the CTP Planning Area, crashes were predominately concentrated at intersections along US 401 and NC 55 Highway between 2018 and 2022. NC 42 Highway, NE/SE Judd Parkway, Sunset Lake Road, Ten Ten Road, and Hilltop Needmore Road also experienced a high concentration of crashes. Four (4) specific intersections stood out as crash hot spots:
In Fuquay-Varina, the most complete sidewalk networks are scattered in pockets of neighborhoods throughout the CTP Planning Area. Portions of Judd Parkway and downtown Fuquay-Varina also contain developed sidewalk networks. Large gaps in sidewalk infrastructure exist along roads between neighborhoods and on roads inside of Judd Parkway near the downtown districts. The CTP Planning Area also has multiple greenways that connect parks and schools to surrounding neighborhoods but lack a connection to any larger multimodal network. While not much dedicated bike infrastructure currently exists in town, a segment of NW/SW Judd Parkway contains standard bike lanes, connecting US 401 to Broad Street (NC 55 Highway). Fuquay-Varina’s only transit route is the GoRaleigh FRX, an express route that connects to downtown Raleigh. Transit stops are located at Wake Tech South Campus and South Park. Areas east of S NC 55 Highway and US 401 towards Johnston County largely lack alternative transportation infrastructure.
• Sunset Lake Road & US 401, with 159 crashes • Dwight Rowland Road & US 401, with 106 crashes • Market View Lane & US 401, with 70 crashes • US 401 & Broad Street (NC 55 Highway), with 66 crashes
From 2018 to 2022, US 401 experienced the largest concentration of intersections with pedestrian and bike crashes. US 401 also had several intersections with fatal crashes, more than any other section of road within the CTP Planning Area.
Figure 9. Crash History Map
Figure 10. Transit and Active Transportation Map
Since bicycle and pedestrian crashes are less frequent than automobile crashes, the latest ten (10) year period of crash data is included to show a more comprehensive crash network in Fuquay-Varina. Since automobile crashes are more frequent, the map accounts for the latest 5 year period.
Source text Data sourced from NCDOT Crash Frequency By Intersection (2018-2022), NCDOT Fatal & Serious Injury Crash Locations (2018-2022), NCDOT Bicyclist & Pedestrian Crash Map (2013 - 2022)
Data sourced from Town Fuquay-Varina, NCDOT Pedestrian and Bicycle Infrastructure Network (2014-2023), and GoRaleigh
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Roadway Element
Chapter 3
3 Roadway Element
Figure 11. Programmed Projects Map
Recommendations Development
Existing Conditions and Previous Plans
As residential, commercial, and industrial growth occurs and more vehicles take to the road, roadway improvements are needed to reduce traffic congestion and improve safety. The interaction between activity centers and transportation corridors that link them is important, as are the mobility choices provided within the Town. Often neighborhoods and activity centers rely on a few transportation corridors to provide essential links between home, school, employment, shopping, social, and recreational destinations. A unique challenge in creating a successful transportation system for the Town of Fuquay-Varina is blending local and regional connectivity and access functions with preservation of the Town’s unique character. To develop a set of realistic and effective roadway recommendations, it was necessary to look beyond congestion relief to consider other important factors. Each of the following criteria was considered during the formulation of recommendations. • Mobility and safety – Congestion relief and safety improvements often serve as the primary motivating factors for roadway projects. The project’s impact on local and regional congestion and safety should be considered. • Land use and development – Identifying areas with projected or targeted growth in future years helps identify roadway projects that could address future demand. • Environmental and cultural features – Neighboring features such as floodplains, wetlands, and community resources must be identified. In the case of community features that serve as destination points, consideration should be given on how to best connect potential users to these areas, while having minimal impact of natural and cultural elements of the Town. Planned Roadway Projects Projects Programmed by Others The State Transportation Improvement Plan (STIP) is North Carolina’s 10-year State and Federally- mandated plan that identifies the construction funding for and scheduling of transportation projects throughout the State. The map of planned roadway projects is generated from the formally adopted 2024-2033 STIP, current as of May 2024. Several projects in Fuquay-Varina’s planning area are In addition to leveraging federal and state funding, the Town of Fuquay-Varina aggressively looks for additional funding sources. These local funds are used to leverage larger state and federal funding amounts, to increase competitiveness for regional grant funding such as the Locally Administered Projects Program (LAPP) and also to fully fund and implement projects locally. The map on the following page includes these projects, as well as those funded by the State. The latest information on transportation projects within the Town’s Capital Improvement Plan (CIP) can be found on the Town’s website by clicking the link below. already slated for construction with funding support from NCDOT. Projects Programmed by the Town
Universe of Projects
Needs and Gaps Analysis
Draft Recommendations
Travel Demand Model Test Steering Committee Input
Final Recommendations
Click here to access the Town’s latest CIP
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3 Roadway Element
Access Management The Federal Highway Administration (FHWA) defines access management as “the process that provides access to land development while simultaneously preserving the flow of traffic on the surrounding system in terms of safety, capacity, and speed.” According to the Access Management Manual, access management results from a cooperative effort between state and local agencies and private land owners to systematically control the “location, spacing, design, and operation of driveways, median openings, interchanges, and street connections to a roadway.” Poor access management directly affects the livability and economic vitality of commercial corridors, ultimately discouraging potential customers from entering the area. Corridors with poor access management often have higher crash rates, greater congestion, and more spillover cut-through traffic on adjacent residential streets. Overall, poor access management increases commute times, creates unsafe conditions, lowers fuel efficiency, and increases vehicle emissions. The access management solutions outlined in this section can be divided into three (3) major categories: site access treatments, median treatments, and intersection and minor street treatments. An overview of these three (3) major categories are provided below.
Intelligent Transportation Systems (ITS) Intelligent Transportation Systems (ITS) have many potential benefits when implemented in concert with an overall transportation management strategy. ITS solutions use communications and computer technology to manage traffic flow in an effort to reduce crashes, mitigate environmental impacts such as fuel consumption and emissions, and reduce congestion from normal and unexpected delays. Successful systems include a variety of solutions that provide surveillance capabilities, remote control of signal systems components, seamless sharing of traveler information with the public, and even allowances for emergency vehicles to have priority to proceed safely through signalized intersections. NCDOT is implementing a town-wide ITS (U-6022) project which will connect all major signals in Fuquay-Varina under the State’s ITS system. Intelligent Transportation Systems include items such as the following:
• Integrated Corridor Management Systems (ICM) • Active Transportation Demand Management (ATDM) • Fiber Optic Networks
• Dynamic Message Signs (DMS) • Emergency Vehicle Preemption While ITS infrastructure is largely planned and coordinated at the regional or statewide level, the Town should consistently integrate elements such as fiber, cameras, and roadside units to ensure future interoperability and data sharing. Transportation Demand Management (TDM) Transportation Demand Management (TDM), also known as travel demand management, refers to a set of strategies and policies aimed at enhancing the efficiency of transportation systems. These approaches either reduce travel demand or redistribute it in terms of space or time. Here are some key points about TDM: 1. Purpose and Goals: • Efficiency: TDM aims to make transportation systems more efficient by optimizing existing infrastructure and resources. • Reducing Congestion: By encouraging alternatives to single-occupancy vehicle (SOV) trips, TDM helps alleviate traffic congestion. • Lowering Emissions: TDM strategies contribute to reduced vehicle emissions, benefiting air quality and the environment. 2. Examples of TDM Strategies: • Promoting Public Transit: Encouraging the use of buses, trains, and other forms of public transportation. • Carpooling and Ridesharing: Encouraging commuters to share rides to reduce the number of single-occupancy vehicles. • Telecommuting and Flexible Work Hours: Allowing employees to work from home or adjust their work schedules.
Intersection and Minor Street Treatments The operation of signalized intersections can be improved by reducing driver confusion, establishing proper curb radii, and ensuring adequate laneage of minor street approaches. Intersection and minor street treatments include the following: • Skip Marks (Dotted Line Markings) • Intersection and Driveway Curb Radii • Minor Street Approach Improvements
Median Treatments
Site Access Treatments
Segments of a corridor with sufficient cross access, backdoor access, and on-site circulation may be candidates for median treatments. A median divided roadway improves traffic flow, reduces congestion, and increases traffic safety — all important goals of access management. While medians restrict some left-turn movements, overall traffic delays are reduced by removing conflicting vehicle movements from the corridor. Landscaping and gateway features incorporated into median treatments improve the aesthetics of the corridor, in turn encouraging investment in the area and contributing to the overall quality of the surrounding environment. Median treatments include the following: • Non-Traversable Median • Median U-Turn Treatment • Directional Cross (Left-Over Crossing) • Left-Turn Storage Bays • Offset Left-Turn Treatment
Improvements that reduce the total number of vehicle conflicts should be a key consideration during the approval of developed and redeveloped sites along corridors identified for access management programs. Site access treatments include the following: • Improved On-Site Traffic Circulation • Number of Driveways • Driveway Placement/Relocation • Cross-Access to Adjacent Sites
• Biking and Walking Infrastructure: Creating safe and accessible paths for cyclists and pedestrians. • Congestion Pricing: Charging higher fees during peak hours to discourage unnecessary travel. • Parking Management: Implementing policies that influence parking availability and pricing.
While access management should be considered as projects are being developed, it is important that the Town leverage the provisions laid out in the Land Development Ordinance (LDO) and Standard Specifications and Details to enforce strong access management early in the process. Early and consistent application of these standards is critical, as retroactively deploying access management is often met with strong community and business opposition.
There are already a variety of TDM measures that have been implemented at the regional level. The Town will look for ways to promote these measures and partner with agencies such as Go Triangle and CAMPO to help reduce pressure on the transportation network within the CTP Planning Area.
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Figure 12. Corridor Recommendations Map
Recommended Improvements To create a balanced and efficient transportation network, transportation recommendations must blend connectivity and access with mobility. Use of the proposed roadway recommendations will strike this balance. The Fuquay-Varina 2040 CTP recommendations provide a baseline for advancing complete street concepts by incorporating pedestrian and bicycle improvements, as further detailed in the Cross Sections section and associated Recommended Cross Sections Map. Using previous planning efforts as a starting point, the needs and opportunities for future roadway improvements were further refined by public engagement and a needs assessment. The map on the following page illustrates the recommendations. Corridor Recommendation Types The following improvement types are the categories that the CTP recommendations are organized within. The Corridor Recommendations Map showcases all of the roadway projects that respond to identified needs. While only a portion of the identified roadway needs can be funded during the lifetime of this plan, the vision projects can be considered in future iterations of this plan or opportunistically as funding becomes available. The results of the prioritization process and identification of priority investment corridors are explored in Chapter 6.
Median/Access Management The restriction of certain turning movements, consolidation of driveways, and addition of medians to enhance mobility and safety along the corridor.
Future Roadway The construction of a future roadway to provide drivers with increased options and to distribute vehicular traffic on alternative routes. Modernization The modernization of existing roadways to meet current transportation needs and design standards. Improvements may include rehabilitating and re-striping roads, lane reconfiguration, shoulder additions and curb and gutter enhancements. Realignment The shift or relocation of strategic intersections or curves to increase safety or simplify vehicular movements .
Added Lanes The addition of at least one lane of travel lane in each direction to address congestion concerns, improve mobility, and improve travel time reliability.
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Recommended Intersection Projects Intersections can have as large an influence on the overall travel experience as street design, and many elements of intersection design can be in tension with each other, requiring careful planning and evaluation. Accommodations for left turning vehicles often have the most influence on intersection operations, but space constraints may limit their inclusion or shorten the needed length for queuing vehicles. In addition to impacting traffic flow, intersection design has an out-sized impact on safety for drivers, bicyclists, and pedestrians. According to the FHWA (The Federal Highway Administration), roughly one-quarter of traffic fatalities and about one-half of all traffic injuries in the United States are attributed to intersections. The Fuquay-Varina 2040 CTP leverages existing safety and traffic data, as well as feedback from the community, to screen and identify intersections in need of improvement. The CTP does not identify specific recommendations for each intersection, as further study and detailed analysis will be needed to identify the best combination of geometric and control solutions. This analysis is often known as Intersection Control Evaluation (ICE) and is described in greater detail below. Intersection Control Evaluation Intersection Control Evaluation (ICE) is a performance-based process and framework used to consider alternatives and identify optimal solutions for intersection improvements. ICE is applicable to most intersection improvements. The checklist below can help determine if an ICE should be pursued.
Step 1: Scoping and Screening Step 1 determines potential alternatives that meet the purpose and need of the project. The following data is needed to identify potential alternatives: • Crash assessment • Traffic volumes for safety and operational analysis
• Planning-level cost estimates • Right-of-way/footprint needs
• Environmental impacts • Stakeholder feedback Screening Alternatives Filter through the alternatives and narrow the pool to two (2) to three (3) options by asking: does the alternative... • Address the project purpose and need? • Improve safety? • Improve operational performance? • Consider multiple modes including pedestrians and bicyclists? • Fit the context of the site in terms of land use characteristics? • Meet the needs of directly affected stakeholders? Potential design alternatives are provided on the following page. While not comprehensive, the list includes many of the most common alternatives, as well as several innovative solutions. Step 2: Alternative Selection Step 2 focuses on determining the preferred alternative based on a benefit-cost analysis, outcomes from detailed evaluations conducted during typical preliminary engineering activities, and a qualitative assessment. Benefit-Cost Analysis In general, ICE analyses focus on five (5) performance measures to calculate the benefit-cost ratio.
When to Conduct ICE • New intersection or intersection modification
• Safety improvement • Congestion mitigation • Full access median opening • Intersection signalization
NCHRP Report 1087: Guide for Intersection Control Evaluation provides further information on intersection control evaluation, as well as methods for screening and analysis.
• Corridor widening/reconstruction • Multimodal facility enhancement When NOT to Conduct ICE • No change to intersection geometry or control • Converting 2-way stop to 4-way stop • Changing a full median opening to a directional median opening • Adding right-turn lanes • Changing signal phasing/timing • No alteration of footprint
1. Safety 2. Delay (travel time reduction savings) 3. Emission reductions (optional)
4. Operations and maintenance 5. Initial capital cost
Cost Performance Measures calculate the added costs of an alternative compared to the existing condition
Benefit Performance Measures calculate the benefits of an alternative compared to the existing condition
An ICE is a two-step process of screening potential intersection design alternatives and selecting the ultimate preferred alternative.
Additional Assessment Additional quantitative and qualitative elements to consider when determining the preferred alternative(s) include:
• Environmental impacts • Right-of-way impacts
• Multimodal accommodations • Public opinion and input
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Collector Streets Element Expanding Fuquay-Varina’s transportation system with an increased number of collector streets will enhance travel between local streets and arterials. The primary purpose of a collector street is to collect traffic from neighborhood and local level streets and distribute it to minor and major thoroughfares. Responsibility for building a collector street system relies on developers for funding, design, and construction and the Town to help construct critical gaps. A properly implemented plan can improve accessibility to activity centers and minimize harmful impacts to sensitive areas. Both local and through- traffic can and will benefit from the reduced reliance on minor and major thoroughfares. Identification of Future Collector Streets The following guidelines were used to develop the Fuquay-Varina collector street network: • Minimize impact to the built environment • Avoid FEMA designated floodplains • Minimize wetland impacts • Minimize the frequency and length of stream crossings • Minimize at-grade rail crossings • Be responsive to existing and planned development patterns • Maximize usage of existing stub streets • Consider the Land Use Plan goals for area of development Future Collector Street Network A future collector street network was developed using the guidelines discussed in this chapter. Key goals of this network included improving accessibility to higher intensity residential areas and identified activity centers, while avoiding or minimizing impacts to sensitive areas for
Potential Intersection Improvements There are innumerable strategies that can be leveraged to improve intersection safety and operations. The list below has been adapted from FHWA’s Intersection Safety Strategies, Second Edition and includes strategies within seven (7) overarching categories.
Street connectivity refers to a grid-like network of streets that provides many routing options to get from one place to another. The image below shows two (2) examples of street networks with varying degrees of connectivity. The one on the left, typical of many newer residential developments, has fewer four-way intersections as well as larger and less-defined blocks. The trip to go from A to B is much longer (in time and distance) than the connected network on the right.
Traffic Control and Operational Improvements • Replace permissive left turns with protected left turns • Optimize signal timing • Restrict or eliminate certain turning movements • Employ signal coordination • Install pedestrian signal improvements
Geometric Improvements
Sight Distance
• Provide or improve turn lanes and channelization • Leverage innovative intersection geometry • Install roundabouts • Implement median closures • Provide right turn lanes at intersections • Reduce or extend curb radius
Access Management Near Intersections • Modify driveway access • Implement median closures • Install medians and pedestrian crossing islands • Clear sight triangles • Increase positive turn lane offset • Change horizontal and/or vertical alignment • Eliminate parking near intersections • Provide pedestrian refuge in medians and via curb extensions
Driver Awareness
Driver Compliance
Why do we include collector streets? • Offers options to avoid congested intersections
• Improve visibility on approaches • Improve visibility of signals and signs • Install signal backplates • Install intersection warning devices • Install supplemental signals or advanced warning signs
• Provide targeted enforcement • Provide public education and outreach
• Reduces reliance on major routes • Integrates bicyclists and pedestrians • Improves emergency response time How is the collector street network implemented? • Incrementally as development occurs
While not a comprehensive list, the following are innovative intersection alternatives that may explored when screening alternatives. • Bowtie: left-turn movements are completed at an adjacent roundabout • Center Turn Overpass/Echelon: grade-separation of select movements with elevated structures • Continuous Green-T: left turns from side street utilize channelized receiving lane on the major street to merge • Displaced Left Turn: left turns cross to other side of opposing through- traffic before the main intersection • Median U-Turn: left-turns from one or both roads make U-turns at median openings • Quadrant Roadway: one main intersection and two (2) secondary intersections linked by a connector road • Reduced Conflict Intersection: side street movements must begin with a right turn • Roundabout/Mini-Roundabout: circular intersection where traffic moves counterclockwise • Single Loop: all left-turn movements or all right-turn movements are rerouted onto connector road • Split Intersection: divides traffic onto two (2) one-way streets that connect at separate intersections • Thru-Cut: prohibits side street through movements
the preservation of the natural environment. In addition to the collector street network, the following will provide Town staff with the ability to encourage connectivity as future development occurs. Ultimately, the future collector street network will provide a greater level of connectivity and mobility for residents by reducing the travel time between local streets and arterial streets. General Policy Items The future collector street network is shown on the Recommended Cross Sections Map. Depending on potential phasing of and adjustments to actual development growth patterns, additional collector roads may need to be identified in the future.
Other Infrastructure Treatments
• Improve drainage • Provide high friction surface treatment • Relocate signal infrastructure out of the clear zone • Enhance striping such as turn path markings, stop bar locations, and high visibility crosswalks
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