2035 COMMUNITY T RANSPORTATION P LAN
V OLUME 1: S UMMARY W ORKBOOK
Prepared for:
Prepared by:
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Ju ly 2017 | FINAL
Acknowledgements
The Town of Fuquay-Varina thanks the diverse group of participants whose input was instrumental in the development of the Community 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
Adam Mitchell Mark Matthews Mike Sorensen Samantha Smith Tracy Stephenson Adam Culpepper Heather Britt Natalie McKinney
CTP Steering Committee John Adcock Don Curry
Darcy Downs Tim Gardiner David Keilson Sara Merz Don Mizelle Jon Nance Alex Rickard Ed Ridpath Matthew Stark Tony Tate
Kimley-Horn and Associates, Inc.
Table of Contents
Table of Contents
Chapter 1: Introduction
What is a Community Transportation Plan? Why is a Community Transportation Plan important?
Page 1-1 Page 1-2 Page 1-4 Page 1-5 Page 1-7 Page 1-9 Page 2-2 Page 2-3 Page 2-4 Page 2-6 Page 2-8 Page 2-10 Page 2-11 Page 2-12 Page 2-15 Page 2-16 Page 2-18 Page 2-20 Page 2-21 Page 2-22 Page 2-23 Page 2-24 Page 3-1 Page 3-2 Page 3-4 Page 3-6 Page 3-9 Page 3-12 Page 4-1 Page 4-2 Page 4-3 Page 4-4 Page 4-6 Page 4-7 Page 5-1 Page 5-1 Page 5-3 Page 6-1 Page 6-2 Page 6-3 Page 6-6
What is the Study Area? Public Engagement Overview
Goals, Guiding Statements, & Objectives
Document Overview
Chapter 2: Existing Conditions Population Growth
Population Density Minority Population Income and Poverty
Age
Education
Zero - Vehicle Households Commuting Patterns
NCDOT Functional Classification Annual Average Daily Traffic ( AADT )
Crash History
Modeled Traffic Congestion
Freight Network
Transit
Active Transportation Review of Previous Plans
Chapter 3: Roadway Element
Introduction and Overview Planned Roadway Projects Access Management Recommended Projects Collector Streets Element
Key Corridors
Chapter 4: Bicycle and Pedestrian Element Introduction and Overview
Benefits of Cycling and Walking
Types of Facilities Recommendations Typical Cross-Sections Other Recommendations
Chapter 5: Freight, Rail, and Transit Element Introduction and Overview
Freight and Rail
Transit
Chapter 6: Implementation
Introduction and Overview
Project Prioritization
Action Plan
Funding Opportunities
Table of Contents
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Introduction
Community Transportation Plan What is a Community Transportation Plan?
A Community 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 2035 Community Transportation Plan will serve as a living document – one that the community can revisit as goals and projects are implemented.
Goal Setting – 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 discovery phase, recommendations were prioritized and folded into Chapter 6, where strategies were identified to support the implementation of the Town’s transportation vision.
Chapter 1: Introduction | page 1 - 1
Why is a Community Transportation Plan Important? Fuquay-Varina’s previous CTP was established in 2006 and defined Town goals, objectives and strategies. The major components of the 2006 CTP included a detailed study of thoroughfare functions and classifications, access and safety, and connections. Additional elements discussed in the plan include transit and rail, pedestrian and bicycle, and an implementation plan. Having an established plan helps community leaders when making transportation
decisions that will largely impact the community. With a CTP in place, each decision will work toward achieving the goals and objectives established by the community. The 2035 Community Transportation Plan provides residents and stakeholders the opportunity to reflect on the goals and objectives highlighted in past planning efforts while arriving at a vision that is representative of where Fuquay-Varina is now and wants to be in the future. The planning period for this CTP is set to a horizon year of 2035 – providing near- and long-term guidance. In addition to guiding future transportation decisions, a community transportation plan improves the Town’s chances of being awarded regional, state, federal, and private funds for transportation improvements. Obtaining funding is a highly competitive process, as Fuquay-Varina must compete against many other municipalities. The CTP provides the Town a competitive edge by showing that the Town has identified projects that are of high priority and has demonstrated a clear vision of future needs. Transportation and Land Use
Transportation and land use are both focused on creating neighborhoods and communities that function well, serve their people, respect their heritage, and offer new and enlarged opportunity. The transportation future envisioned by the community should work in conjunction with the 2035 Community Vision Land Use Plan of the Town. For example, the investment in specific transportation corridors and travel modes has a direct effect on where developers and consumers (e.g. home buyers, or business expansions and relocations) decide to locate.
At the time of the development of the CTP, the Town is also developing the 2035 Community Vision Land Use Plan (LUP). This Land Use Plan allows residents, business owners and stakeholders to
Chapter 1: Introduction | page 1 - 2
have a voice in how the Town manages future growth and development, addresses current and future development trends, and manages the physical and fiscal components that comprise the LUP. The timing for the two plans allows for the Town to develop a more comprehensive transportation and land use strategy than ever before. Project teams for both plans met regularly through the planning process in an effort to create a cohesive set of documents. This coordination included discussion of the interrelationship of the planning goals, coordination between future land use designations (called “place types”) and supporting transportation improvements, and coordination on timelines and implementation strategies.
Chapter 1: Introduction | page 1 - 3
What Is the Study Area? As part of its focus on long-term solutions, the CTP provides guidance for an area that is larger than the town’s current municipal boundaries. The study area comprises approximately 74 square miles in southern Wake County, and includes the Town of Fuquay-Varina as well as the Town’s Extraterritorial Jurisdiction (ETJ) and Urban Service Area (USA).
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Public Engagement Overview As a true Community Transportation Plan, opportunities were provided throughout the planning process to create a successful plan that reflects the wishes of the community. Stakeholders such as agency partners, elected officials, a steering committee, and the general public were engaged with throughout the planning process. The Town’s project management team consisted of planning, engineering, and administration partners and played an active role throughout the plan’s development. A Steering Committee was formed at the start of the CTP development. This committee was composed of invited citizens (many of whom have a technical background or have been active in other Town planning efforts) and agency partners from CAMPO, NCDOT, Wake County, and GoTriangle. The steering committee included homeowners, business owners, attorneys, engineers, and developers, each bringing their respective interests and expertise to the development of the plan. These individuals worked closely with the project management team and the consultant team to guide the planning process to align fully with character of the community. The steering committee met six times during the plan’s development and weighed in on the formation of goals, recommendations, and prioritization. Public Workshop December 6 th , 2016 At the onset of the planning process a public workshop was held to better understand the goals and priorities of the community. Meeting attendees were first asked to share one word that describes their perception of transportation in Fuquay-Varina today and one word to describe their vision for transportation in the future. Additionally, attendees were asked to weigh in on the relative importance of the plan’s guiding statements, provide feedback about the most needed transportation improvements to the transportation system, and discuss issues and opportunities for multimodal travel within the study area. The information gathered during this early phase of the process was used to clarify
Who is involved?
One Word that describes transportation TODAY …
One Word that describes MY VISION for transportation …
Chapter 1: Introduction | page 1 - 5
and validate the CTP goals, guiding statements, and objectives and inform the recommendations development process. Second Public Workshop March 2 nd , 2017 This drop-in event was held during the recommendations development phase of the CTP planning process. The project team used this meeting to convey to the public the results of the analysis of the current and future needs of the Town and the recommendations identified in response to those needs. Meeting attendees could comment on recommendations and offer feedback on how projects should be prioritized and implemented.
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Community-Based Public Engagement In addition to the formal public workshops, Town staff capitalized on regularly occurring community events and resources to promote and gather feedback for the CTP. Information on the CTP was provided at events such as concerts and the Celebrate Fuquay-Varina Festival, and attendees were invited to offer input. Public workshops were advertised on the Town’s website, and opportunities for feedback on the plan were provided. Handouts were also made available at Town Hall to educate recipients on the CTP development process. By offering information and soliciting comments in a variety of ways, the Town attempted to reach a wide spectrum of potential participants. Goals, Guiding Statements, and Objectives An important step in developing the 2035 Community Transportation Plan was to create a comprehensive vision and cohesive set of guiding statements to provide direction throughout the planning process. The goals, guiding statements, and objectives established in this plan served as a foundation to create a set of recommendations for the study area. 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.
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Goals, Guiding Statements, and Objectives The following breaks down each goal by its guiding statement and objectives. The guiding statement explains the intent and focus on each goal; the objective describes the ways in which to measure or achieve the goal.
Land Use & Transportation Integration
Multimodal Options
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.
Coordinating 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. Making 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. Support the local economy by making it easier to move people and freight around and through the 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.
Network Mobility
Neighborhood Character
Enhancing the quality of life and preserving local character. Objective 1: Preserve and enhance established residential neighborhoods. Objective 2: Promote strong transportation connections between activity centers and neighborhoods. Promoting 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 interruptions, endure damages, and quickly recover
Economic Vitality
Safety & Security
from disturbances. Objective 2: Reduce multimodal conflicts by reducing frequency and severity of crashes and enhancing bicycle and pedestrian safety.
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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 2035 Fuquay-Varina Community Transportation Plan blends the community’s vision for transportation and a review of existing conditions with a detailed list of policies and projects to achieve this vision. The document provides a brief overview of existing conditions and describes a coordinated set of recommendations over the course of three 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 intermodal transportation system that will effectively serve the Fuquay-Varina area both now and in the years to come.
Chapter 1: Introduction | page 1 - 9
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Introduction
Transportation is not only a critical component of our daily life, but also represents a crucial part of a region’s social fabric and manmade infrastructure. Residents rely on transportation to access education, health care, and jobs, while surrounding cities, towns, and industries rely on a functioning network to keep the region moving. The 2035 Fuquay-Varina Community Transportation Plan defines the Town’s strategy for creating a transportation system that accommodates the current mobility needs of residents and looks to the future to anticipate where new needs may arise. Summary Overview The Existing Conditions Summary highlights and assesses demographics, economics, and transportation elements in the Town of Fuquay-Varina. The report also includes a review of previous plans, policies, and regulations that are related to the future growth and transportation of the Town. The existing conditions highlighted in this report informed the creation of transportation strategies as the planning process advanced.
Chapter 2: Existing Conditions| page 2 - 1
People
Population Growth Adding more than 7,000 people since 2010, the Town of Fuquay-Varina is growing rapidly. The Town has experienced an average annual growth rate of 7.2% over the last 15 years and is expected to continue to grow. The most rapid growth was experienced at the turn of the century, with notable slower growth rates during the Great Recession. Fuquay-Varina’s growth corresponds to Wake County’s rapid growth as people move to the region to enjoy its high quality of life, excellent school system, and strong job market. The Town’s growth continues to outpace Wake County and the State. The graph below compares the Town of Fuquay-Varina’s, Wake County’s, and North Carolina’s population growth rates between 2000 and 2014, based on Annual Estimates of the Resident Population from the U.S. Census Bureau.
26,178 people
2017
17,937 people
2010
12,859 people
2005
8,389 people
2000
12.0%
10.0%
8.0%
6.0%
4.0%
2.0%
0.0%
2000 2002 2004 2006 2008 2010 2012 2014 Fuquay-Varina Wake Co. NC
2000 to 2014 Annual Estimates of the Resident Population U.S. Census Bureau
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Population Density Population density varies greatly throughout the study area. The densest areas of the Town are near the downtown core, with notable areas of higher density north between NC 55 and Sunset Lake Road, as well as west between NC 42 and Wilbon Road.
Population density by block groups Data Source: U.S. Census Bureau, 2011-2015 American Community Survey 5-Year Estimates
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Minority Population In Fuquay-Varina, 28% of the population identifies themselves as a member of a racial minority group. The minority population is not evenly distributed thorough the study area, with minority populations concentrated around the downtown core. Federal transportation policy requires the consideration of the needs of those traditionally underserved by existing transportation systems, such as low income and minority households. Understanding where concentrations of minority populations are located will help ensure equitable transportation services across diversity lines.
Minority population by block groups Data Source: U.S. Census Bureau, 2011-2015 American Community Survey 5-Year Estimates
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A Closer Look – Race, Ethnicity, and Minority Populations
While the total percentage of the population identifying themselves as a member of a racial minority group has not seen a substantial change since 2000, the distribution of race and ethnicity has changed. Since 2000, the percentage of the population that identifies as Hispanic or Latino (any race) has increased from 7.4% to 12.5%, while the Black or African American population has decreased by nearly 4.5%.
Hispanic or Latino percentage has grown significantly since 2000, when only 7.4% of residents identified as Hispanic or Latino.
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Income and Poverty Poverty thresholds are considered by income and the number of persons in a household. In 2014, 10.6% of the study area’s households were classified at or below the federal poverty line. Comparatively, Fuquay-Varina has fewer households that fall below the federal poverty line than both Wake County and North Carolina.
Persons in Household
2014 Federal Poverty Level (Threshold 100% FPL)
1 2 3 4 5 6 7 8
$ 11,670 $ 15,730 $ 19,790 $ 23,850 $ 27,910 $ 31,970 $ 36,030 $ 40,090
Households by Poverty Status by block groups Data Source: U.S. Census Bureau, 2011-2015 American Community Survey 5-Year Estimates
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A Closer Look – Income and Poverty For the households for which poverty status was determined, the Town of Fuquay- Varina reported 0.7 percentage points fewer households in poverty than Wake County, and 6.4 percentage points less than the statewide percentage. The Town of Fuquay-Varina has a median household income of $69,896. This value is higher than Wake County and North Carolina’s median household incomes of $66,579 and $46,693, respectively. The figure below takes a closer look at the breakdown of household income in Fuquay-Varina.
$200,000 or more
$150,000 to $199,999
$100,000 to $149,999
$75,000 to $99,999
$50,000 to $74,999
$35,000 to $49,999
$25,000 to $34,999
$15,000 to $24,999
$10,000 to $14,999
Less than $10,000
0%
5%
10%
15%
20%
Households by Poverty Status & Household Income Data Source: U.S. Census Bureau, 2011-2015 American Community Survey 5-Year Estimates
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Age The Town of Fuquay-Varina’s elderly population accounts for 10.7% of the total population, which is on par with the elderly population in Wake County (10.3%) and significantly lower than that of North Carolina (15.1%). Nearly 75% of older persons across the nation live in areas that require a high level of vehicular dependency, which requires the transportation system to be responsive to the needs of older residents, particularly if residents choose to age in place. Maintaining the flexibility and foresight to accommodate a variety of lifestyles and ensuring viable multimodal options exist for residents will be extremely important moving forward.
Population Age 65+ by block groups Data Source: U.S. Census Bureau, 2011-2015 American Community Survey 5-Year Estimates
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A Closer Look – Age Nationwide the older population is experiencing considerable growth as percentage of the greater population; however, this is not true for Fuquay-Varina. The percentage of population older than age 65 in 2000 was 13%, while today the population over age 65 accounts for only 10.7%. Fuquay-Varina has higher numbers of young children and middle aged adults than Wake County and North Carolina. This trend is reflected in the growing number of family households in the Town. Nearly 75% of households in 2014 were family households, while only 68% were family households in 2000.
MALE
FEMALE
10 to 14 years 15 to 19 years 20 to 24 years 25 to 29 years 30 to 34 years 35 to 39 years 40 to 44 years 45 to 49 years 50 to 54 years 55 to 59 years 60 to 64 years 65 to 69 years 70 to 74 years 75 to 79 years 80 to 84 years 85 years and over
Under 5 years 5 to 9 years
12.0%
8.0%
4.0%
0.0%
4.0%
8.0%
12.0%
FV Male
FV Female
Wake Co. Male
Wake Co. Female
NC Male
NC Female
Age and Sex Data Source: U.S. Census Bureau, 2011-2015 American Community Survey 5-Year Estimates
Chapter 2: Existing Conditions| page 2 - 9
Education Per the U.S. Census Bureau’s report, Educational Attainment in the United States: 2015 , the Town of Fuquay-Varina residents have higher than average levels of educational attainment. Nationwide, 32.5% of the population age 25 and older hold a Bachelor’s Degree or higher. However, at 35.4%, the Town of Fuquay-Varina has a lower educational attainment than Wake County (48.3%).
Educational Attainment in Fuquay-Varina (25 years and older) No High School Diploma (or Equivalent) High School Graduate (or Equivalent) Some College, No Degree
Percent of Population
Town of Fuquay-Varina Bachelor’s Degree or Higher 35.4%
10.4%
20.8%
23.3%
Associate’s Degree
Wake County Bachelor’s Degree or Higher 48.3%
10.1%
Bachelor’s Degree (Or Higher)
35.4%
State of North Carolina Bachelor’s Degree or Higher 27.7%
Nationwide Bachelor’s Degree or Higher 32.5%
Educational Attainment – Population Age 25+ Data Source: U.S. Census Bureau, 2011-2015 American Community Survey 5-Year Estimates
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Zero-Vehicle Households Approximately 6% of households in the Town of Fuquay-Varina do not have vehicles available to them. These households are primarily located between NC 42 and Wilbon Road, as well as between Kennebec Road and Old Stage Road south of NC 42. Of these households, 86.5% are renter occupied households, while only 13.4% are owner occupied households. It is important to know the location of these households to provide adequate services, as these households are more likely to rely on non-motorized travel or transit.
Zero-Vehicle Households by block groups Data Source: U.S. Census Bureau, 2011-2015 American Community Survey 5-Year Estimates
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Commuting Patterns Fuquay-Varina residents overwhelmingly choose to commute to work by driving alone or carpooling. Currently, very few commuters take advantage of alternative commute options, such as walking, biking, or public transit. Fifty- six percent (56%) of residents drive longer than 30 minutes to work, which is reflective of the lack of balance between home and work locations. In 2014 19,799 residents left the study area for work, while only 1,800 stayed local. Additionally, 9,504 people from across Wake County and Angier commute into Fuquay-Varina for work.
Travel Time to Work and Means of Transportation to Work Data Source: U.S. Census Bureau, 2011-2015 American Community Survey 5-Year Estimates
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Where Fuquay-Varina Residents Work Most Fuquay-Varina residents travel north towards Raleigh, Apex, Cary, and Research Triangle Park for work. Residents that stay local for work are concentrated around the downtown hub and Wake Technical Community College where the built environment is denser and less residential.
Data Source: U.S. Census Bureau, Center for Economic Studies 2014 LEHD Origin-Destination Employment Statistics
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Where Fuquay-Varina Workers Live Fuquay residents who live and work in the Town have the largest concentration of employment opportunities around the convergence of NC 55, NC 42, and US 401. The prominent industries in this area are health care, retail, and food services. As shown in the radial chart, the distribution of workers traveling to and staying within Fuquay-Varina is more balanced than the directional distribution of those leaving Fuquay-Varina shown on the previous page.
Data Source: U.S. Census Bureau, Center for Economic Studies 2014 LEHD Origin-Destination Employment Statistics
Chapter 2: Existing Conditions| page 2 - 14
Mobility
NCDOT Functional Classification Functional classifications are defined by the Federal Highway Administration (FHWA) and used by policy makers, planners, engineers, and citizens to designate the characteristics and purposes of the roadways in a system. The functional classification system categorizes streets along a general hierarchy that is used to identify each roadway’s importance to the overall transportation system for planning purposes.
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Annual Average Daily Traffic (AADT) Traffic volumes typically correlate with the purpose and function of each roadway’s design and location. Annual average daily traffic indicates traffic volumes for each corridor based on 2014 information provided by the North Carolina Department of Transportation. AADT is one way to identify the Town’s most heavily traveled corridors. The AADTs for roadways within the study area are shown to the right.
Data Source: NCDOT 2014 Annual Average Daily Traffic by corridor
Chapter 2: Existing Conditions| page 2 - 16
Annual Average Daily Traffic Growth Annual average daily traffic (AADT) volumes for 2015 were obtained from the North Carolina Department of Transportation. The map below illustrates the annual average change in AADT between 2009 and 2015 along major corridors in the Town of Fuquay-Varina.
Data Source: NCDOT 2015 Annual Average Daily Traffic Stations
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Crash History From October 2011 through September 2016, nearly 3,800 crashes were reported within the study area. Of the 3,791 crashes, 44 resulted in fatalities or disabling injuries. Additionally, Traffic Engineering Accident Analysis System (TEAAS) data was provided by the Town of Fuquay-Varina for the Town limits. The heat map below displays the concentration of crashes. The red on the map is indicative of a location with a high quantity of crashes.
Top 5 High Crash Locations within Fuquay-Varina Town Limits Rank Intersection
Crash Frequency
1 2 3 4 5
Judd Parkway NE & US 401 111 Judd Parkway NE & NC 55 99
Sunset Lake & US 401
72 70 55
NC 55 & US 401 NC 55 & NC 42
*TEAAS data provided by Town Staff
Crashes by locations October 2011 to September 2016
Chapter 2: Existing Conditions| page 2 - 18
A Closer Look – Crashes
CRASH SEVERITY
CRASH TYPE
TEAAS Crash Data October 2011 to September 2016
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Modeled 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 urbanized area and the Durham-Chapel Hill urbanized area. For the purposes of this Existing Conditions Summary, current congestion levels are derived from the Triangle Regional Model 2010 Base Year Model and are symbolized in the map below based on daily volume-to-capacity ratios. 2010 is the base year for the adopted Triangle Regional Model and as such is used to simulate existing conditions across the Triangle. The model represents the roadway network and traffic volumes as they were in 2010 and does not necessarily reflect the impact of intersections and railroad crossings on traffic congestion. Actual congestion near these locations may be greater than what is shown in the travel demand model. Modeled traffic congestion provides systems-level insight into overall congestion issues and can indicate corridors that warrant higher levels of study and analysis. It should be noted that given the extensive growth within the study area between 2010 and 2017, existing congestion levels exceed the modeled 2010 conditions in many locations; however, 2010 is the latest model data currently available from CAMPO.
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Freight Network The efficient movement of goods is one of the keys to effective competition in a global economy. Towns that provide efficient systems for moving goods will have a competitive advantage at the local, regional, and State level. Truck As the number of trucks on local roadways increase, it becomes more important to guide trucks to appropriate routes. Only one route, US 401, in Fuquay-Varina is recognized as part of the State’s primary freight network. However, NC 42 and NC 55 have similar truck traffic volumes. The map below shows the percentage of daily traffic that is trucks. Rail Norfolk Southern provides approximately 19 miles of rail service to the study area with two transload facilities within a 25-mile radius.
Data Sources: NCDOT 2014 Annual Average Daily Traffic by corridor (Percentage of Daily Truck Traffic) FHWA National Highway Freight Network
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Transit Route 40X: Wake Tech Express
Route 40x Wake Tech Express
The Wake Tech Express (Route 40X) stretches from Wake Technical Community College to Moore Square Station in Downtown Raleigh. Service along the Wake Tech Express Route is Monday – Friday from 6:15 AM (inbound) to 6:15 PM (outbound). This route has modified schedules for the summer and semester breaks. Route FRX: Fuquay – Raleigh Express The Fuquay – Raleigh Express extends from Moore Square Station to the Fuquay-Varina South Park, Park & Ride. The FRX route also stops at the Hilltop Crossings Shopping Center Park & Ride off Hilltop Needmore Road. Service along this route is provided during peak hours Monday – Friday.
Service Monday – Friday 6:15 AM – 6:15 PM
Fare $1.25
Route FRX Fuquay-Raleigh Express
Service Monday – Friday AM & PM peak hours
Fare $3.00
Data Sources: http://www.gotriangle.org/maps-and-schedules http://goraleigh.org/maps-and-schedules
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Active Transportation Active transportation facilities are an important part of a community’s transportation network. Bike lanes, sidewalks, trails, and other shared-use facilities provide recreational opportunities, but also practical and healthy ways to move around the Town and link destinations. The Town of Fuquay-Varina currently contains approximately 92 total miles of sidewalks and approximately 5 miles of shared-use facilities. There are currently limited marked on-road bicycle facilities within the Town. Small stretches of bike lanes exist along Judd Parkway and Sunset Lake Road.
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Previous Plans
The 2035 Community Transportation Plan will build on previous planning efforts completed by the Town of Fuquay-Varina, as well as the Capital Area Metropolitan Planning Organization’s 2040 Metropolitan Transportation Plan . The table below is chronologically organized and summarizes major planning efforts since1998. It is by no means all-inclusive, but captures some of the most recent and more major studies. Review of Previous Plans
Name
Date
Relevant Recommendations
2035 Community Vision Land Use Plan
Adoption expected Summer 2017
2017
Increase connectivity between Fuquay and Varina town centers Address parking issues Streetscape recommendations including a variety of sidewalk, curb and gutter, street tree, lighting, and seating along: East Broad Street Western Section, East Broad Street Eastern Section, Ransdell Road, Stewart Street, North Street, Fayetteville Street, Durham Street, Charlotte Street Incentivize, promote, and plan for downtown redevelopment/infill Identify and secure state and federal funding resources for infrastructure to support population growth and attract development Implement fiscally constrained projects for highways, transit, bicycle, and pedestrian facilities 2045 MTP is currently under development and projected for completion in 2017 System recommendations for sidewalks, multi- use trails, and crossing improvements to create a connected and comprehensive pedestrian network for all ages and mobility levels
Downtown Redevelopment Study
2015
Varina Streetscape Master Plan
2014
Town of Fuquay-Varina Economic Development Strategy 2015-2025
2014
CAMPO 2040 MTP
2013
Community Pedestrian Master Plan
2013
Chapter 2: Existing Conditions| page 2 - 24
Review of Previous Plans (continued)
Name
Date Relevant Recommendations
Support pedestrian safety and linkages Support infill development Promote mixed-use development Preserve heritage and “small-town” atmosphere Ensure infill and redevelopment corresponds to the appropriate building forms Multimodal transportation recommendations on major corridors including roadway widenings, new locations, collector streets, bike lanes, paved shoulders, and transit service Thoroughfare plan with proposed improvements to existing roadways and new locations Intersection recommendations for high-crash locations Proposed pedestrian and bikeway facilities Maintaining current system through a variety of management and operations measures Recommendations for Primary, Secondary, and Connector greenway trails
Town Center Plan
2012
Southwest Area Study 2012
Comprehensive Transportation Plan
2006
Greenway Master Plan 1999
Chapter 2: Existing Conditions| page 2 - 25
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Roadway Element
Introduction and Overview 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 simply 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.
Chapter 3: Roadway Element | page 3-1
Planned Roadway Projects 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. This list of planned roadway projects is generated from the formally adopted 2016-2025 STIP, revised April 2017. Several projects in Fuquay-Varina’s planning area are already slated for construction with funding support from NCDOT. The following table lists the projects that are funded in the STIP during the period between 2016-2025. The projects included in the list are within Fuquay-Varina’s Town limits or immediately surrounding its municipal limits.
Year (ROW, Construction)
Funded Amount
ID
Location
Description
NW Judd Parkway NE Judd Parkway
U-5317
2017, 2017
New Location
$ 26,500,000
U-5927A
2017, 2017
Widen
$ 4,248,000
Bridge Replacement
B-4833
2018, 2019
Wimberly Road
$ 830,000
Town wide ITS/Signal System
2019 (utilities), 2020
Town of Fuquay-Varina
U-6022
$ 2,144,000
Convert intersection to trumpet interchange
US 401/NC 55/NC 42
U-5751
2019, 2022
$ 45,434,000
U-5746
2019, 2019
US 401 SE Judd Parkway
Widen
$ 21,985,000
U-5927B
2020, 2020
Widen
$ 1,350,000
R-2828
2020, 2020
Future NC 540 New Location
$ 741,882,000
R-2721
2020, 2020
Future NC 540 New Location
$ 455,521,000
R-5705B
2020, 2022
NC 55
Widen
$ 5,240,000*
R-5705C $ 15,973,000* *indicates that project cost includes only committed STIP funds, and does not include funds in the development program or unfunded future years 2020, 2022 NC 55 Widen 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 grand funding such as the Locally Administered Projects Program (LAPP) and also to fully fund and implement projects locally. Recent success in obtaining local funding can be partially attributed to the $21 million bond referendum approved by citizens in the Town of Fuquay-Varina in 2015. Locations benefitting from recent local funding include: ® SW Judd Parkway, NE Judd Parkway, and NW Judd Parkway ® Judd Parkway and Main Street (US 401)/Broad Street ® Main Street (US 401) and Sunset Lake Road/Purfoy Road ® Sunset Lake Road and Bass Lake Road/Hilltop Needmore Road ® Local streetscape and sidewalk improvement
Chapter 3: Roadway Element | page 3-2
Intelligent Transportation Systems (ITS) In the 2016-2025 State Transportation Improvement Plan (STIP), the Town received funding commitment from NCDOT for a Town-wide signal system. Along with Fuquay-Varina, several other jurisdictions received similar project support, and these stand-alone projects are the first steps in NCDOT’s vision of having a regionally connected ITS network. From a regional perspective, a multi-jurisdictional traffic signal system could provide an array of benefits to the travelling public, as well as to local agencies. Although traffic signals are localized to a small geography, it is impossible to discount the impacts effective management and operations can have on both mobility and congestion at a regional level. This is especially inherent in Fuquay-Varina where major thoroughfares such as US 401, NC 55, NC 42, Ten-Ten Road, and Sunset Lake Road cross multiple jurisdictional boundaries. Coordinated signal systems could allow for smoother traffic flow between and through connecting towns. In addition to mobility improvements, the coordination across jurisdictions can allow partner agencies to leverage their strengths to enhance operation and maintenance of signal systems. While the creation of a regional signal system is not a cure-all and can be challenging to implement, it would ultimately yield benefits to the Town and the study area by reducing delays and congestion levels while improving predictability of traffic movement. The Town will continue to partner with CAMPO and NCDOT on the implementation of the connected signal system. More detailed information about how ITS works is provided later in this chapter. Transportation Demand Management (TDM) Transportation Demand Management (TDM), sometimes referred to as Travel Demand Management, is a transportation industry standard term referring to a body of actions that seek to “manage the demand for travel by drive-alone private car, rather than catering for that demand, or managing the road system.” In simple terms, TDM provides people with a variety of mobility options (other than driving alone) to reduce vehicle miles traveled (VMT) and gain environmental, conservation, and sustainability benefits—generally without large infrastructure investments. Measures are directed at increasing vehicle occupancy, shifting travel mode or time of travel, or reducing the need for travel. Much of the time, the focus is to reduce vehicular demand during peak morning and afternoon commute periods, but TDM measures have benefits that extend to off-peak and special event travel times as well. TDM measures typically fall into four categories: alternative work arrangements, employer or institutional support actions, local and regional infrastructure and policy, and financial incentives and disincentives. 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 study area.
Key Tenets of ITS and TDM Measure Success :
Regional Collaboration
Infrastructure Enhancements
Shared Financial Responsibility
Chapter 3: Roadway Element | page 3-3
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.” 1 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. Access Management Toolbox Access management is not a one-size fits all solution to corridor congestion, and a diversity of techniques have already been and could continue to be considered in the study area. The toolkit that follows provides a general overview of the various strategies available to manage congestion and its negative effects. A comprehensive access management program includes evaluation methods and supports the efficient and safe use of the corridors for all transportation modes. The purpose of the toolkit is to provide local engineering and planning officials with access management techniques as well as an overview of their application. The access management solutions outlined in this section can be divided into four major categories: site access treatments, median treatments, intersection and minor street treatments, and intelligent transportation systems. An overview of these four major categories is included here. Site Access Treatments 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
Before
After
Driveway Throat
1 Access Management Manual, Transportation Research Board, National Academy of Sciences, Washington DC, 2003
Chapter 3: Roadway Element | page 3-4
Median 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:
Access Management Techniques
Directional Crossover (Left-Over)
· Non-Traversable Median · Median U-Turn Treatment · Directional Cross (Left-Over Crossing) · Left-Turn Storage Bays · Offset Left-Turn Treatment Intersection and Minor Street Treatments
Intersection and Driveway Curb Radii
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 Intelligent Transportation Systems 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. Several of these solutions have been implemented throughout the study area. Intelligent Transportation Systems include the following: · Signalization · Progression-Controlled Signal System
Dynamic Message Sign
Emergency Vehicle Preemption
· Dynamic Message Signs (DMS) · Emergency Vehicle Preemption · Transit Vehicle Preemption
Chapter 3: Roadway Element | page 3-5
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