OKI Land Range Transportation Plan 2030

OKI 2030 REGIONAL TRANSPORTATION PLAN June 12, 2008

The preparation of this document was financed cooperatively by the Federal Highway Administration, the Federal Transit Administration, the Commonwealth of Kentucky Transportation Cabinet, the Ohio Department of Transportation, the Indiana Department of Transportation, the units of local and county government in the OKI region. The opinions, findings, and conclusions expressed in this document are those of the OKI Regional Council of Governments and are not necessarily those of the U.S. Department of Transportation. This report does not constitute a standard, specification, or regulation.

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Indiana Regional Council of Governments

2030 Regional Transportation Plan

AcknowledgementsOKI would like to express our gratitude to members of the Board of Directors, the Intermodal Coordinating Committee and staff for their time and input contributed to this plan.

The OKI Board of DirectorsRobert Allen Robert Ashbrock Timothy Bachman Shannon Barrow Craig E. Beckley Cindi Bedinghaus Joseph Beech Dan Bell Orion Bell Ken Bogard Tony Bradburn William Brayshaw Greg Breetz Mary H. Brown Steve Brun Wynndel Burns Thomas Cahill Courtney Combs Betsy Conrad Keith Corman Robert Craig John Cranley Bill Cunningham Bill DeBruler Pat Dewine Andrew Diehm Tom Dix Don Dixon Ralph Drees Sarah Anness Evans Beth Fennell Mark Fitzgerald Cathy Flaig Rhonda Freeze Dale Furtwengler Dennis Gordon Charles Graves Thomas Graves Ralph B. Grieme, Jr. W. David Hart Donnie Hastings, Jr. Thomas E. Holocher V. Anthony Simms-Howell G. Aaron Huff Jeff Hughes David Hunter Hans Jindal Archie Johnson Gregory Jolivette Michael F. Juengling Eric Kearney Joyce Kinley Kris Knochelmann Martin D. Kohler Dennis Kraus George Lang Robert Laws Mike Little MaryLynn Lodor Stephan Louis Virgil Lovitt, II Pat Manger Christine Matacic Larry Maxey Robert McGee Kathy McNear Steve Megerle Gregory Meyers Chuck Mitchell Jeffrey Monroe Gary W. Moore Lawrence Mulligan, Jr. Pamela E. Mullins Jim OReilly Steve Pendery David Pepper Todd Portune Roxanne Qualls Mark Quarry Kenneth Rechtin Kenneth F. Reed Peggy Reis James Ritter Lynda Roesch Elmo Rose Michael Rozow, Jr. Sean Rugless Mike Sadouskas Sal Santoro Victor Schneider Tom Schomaker Karl Schultz Randy Shank Tracy Shell Mike Snyder Pat Arnold South Greg Stautberg Mark Steffen Steve Stevens James W. Sumner Neil Tunison James Ude Ellen VanderHorst H. Lawson Walker Mary C. Walker Gene Weaver Thomas Weidman John Wells, III Teri A. Whitmore Gregory Wilkens Mike Williams Joseph Wolterman David Young

Intermodal Coordinating CommitteeMarshal Ball Orion Bell, IV Tim Bender John Braun Peggy Brickweg Scott Brunka Benjamin Capelle Cory Chadwick Jun-Han Chen Kevin Chesar Kevin Costello John Creech Ronald Davis Steve DeHart Erin Donovan David Duckworth Bernadette Dupont Tom Ewing John Fonner J. Standish Fortin Timothy Gilday Adam Goetzman Tracy Gragston, Jr. Valerie Griffin Jerry Haddix Robert Hans Ted Hubbard Helen Hunter Michael Juengling James P. Jurgensen Martha Kelly Peter Klear Catalina Landivar J. Todd Listerman Tom Logan Keith Logsdon Rick Lunnemann William D. Martin Bruce McClain Mark McCormack Charles Meyers David Mick Ed Moore Steve Murphy Robert Nicolls John Niehaus Emmanuel Nsonwu Ronald Porter Ralph Reigelsperger Cheri Rekow Tim Reynolds Roger Rolfes Kim Satzger Karl Schultz Steve Sievers Greg Sketch Craig Stephenson Amy Thomas Reggie Victor Joe Vogel Thomas Voss Carl (Doug) Walker Robert Ware Greg Wilkens Robert Yoder

OKI Staff ContributorsMark Policinski, Executive Director Robert Koehler, Deputy Executive Director Robyn Bancroft, Strategic Projects Manager Regina Fauver, Project Administrator Bill Brash Sarah Fry Larry Buckler John Heilman Don Burrell Summer Jones Aaron Crary Darryl Lankford Brian Cunningham Margo Lindahl Gayle Foster Mary Luebbers

Tim Maltry Bill Miller Mark Paine Florence Parker Andy Reser Andrew Rohne

David Shuey Larisa Sims Cheng-I Tsai Karen Whittaker Brandy Williams Jane Wittke

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Table of ConTenTs Chapter 1 Transportation Planning for the oKI Region Introduction Evolution of the Plan Plan Topics Plan Recommendations Goals and Objectives Summary Public Participation Introduction Environmental Justice Advisory Committee and Participation Plan OKIs Organizational Structure Focus of Participation Efforts Summary Transportation and land Use Planning Connectivity Introduction Developing the Strategic Regional Policy Plan (SRPP) Transportation in Context Implementing the Strategic Regional Policy Plan Adapting to Change Summary Demographic overview of the Region Introduction Population Change Household Change The Changing Age Structure Housing Density Employment Change Commuting Patterns Summary safety Introduction Regional Crash Data Coordination with Statewide Plans Crash Trends and Locations Summary Regional security Introduction Regional Homeland Security Coordinating CommitteeOhio

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Chapter Regional Homeland Security Regional Transit Security Strategy Regional Planning Elements Considered for Potential Application Summary 7 Congestion Management Introduction OKI Versus Other Metropolitan Areas Congestion Management Process Impact of Congestion on Travel by Transit Summary of Predicted 2030 Daily Highway Congestion Congestion Management Strategies Summary Roadways Introduction Roadway Network Strategies to Address Roadway Needs Roadway Preservation and Rehabilitation Operational Improvements Transportation Demand Management Roadway Strategies Capacity Improvements Summary bus and Rail Transit Introduction Bus Transit Rail Transit Development Rail Transit Vision Plan Summary Intelligent Transportation system Introduction National ITS Architecture ITS Components Existing ITS Elements Recommendations for ITS Summary freight Introduction Existing and Future Freight Conditions Promoting Regional Cooperation and Coordination Integration into Transportation Planning and Programming Summary 6 6 6 6 7 7 7 7 7 7 7 8 8 8 8 8 8 8 8

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Chapter 12 bicycle and Pedestrian Travel Introduction Bicycling and Bicycle Facilities Pedestrian Facilities Ongoing Bicycle and Pedestrian Planning Funding for Bicycle and Pedestrian Improvements Summary other Travel Mode alternatives Introduction Ridesharing Employer Programs Air Travel River Ferry Service Summary Corridor and Planning studies Introduction Corridor Studies Countywide Transportation Plans or Assessments Recommended Transportation Related Planning Studies Summary Transportation Improvements financing Introduction Funding Expectations Major Projects Federal Funding Sources State and Local Funding Sources Innovative Finance Public-Private Partnerships Funding Needs Estimation of Project Costs Year of Expenditures Summary economic, social and environmental Impacts assessment Introduction Economic Impact Social or Environmental Justice (EJ) Impact Environmental Impact Summary

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aPPenDICIes Chapter a summary of Process Made since 2004 Plan Introduction Land Use Commission Transit Bicycle and Pedestrian Projects Transportation Enhancements Program Summary TIP Projects oKI 2030 Regional Transportation Plan Project scoring Process Background The Project Scoring Process Public Participation Progress sheet Public Participation Progress Sheet needed but not fiscally Constrained Projects Needed but not Fiscally Constrained Projects DetailedResultsofSTEAMBenefit-CostProcess DetailedresultsofSTEAMBenefit-CostProcess air Quality Conformity Process Air Quality Conformity Process lIsT of fIgURes Chapter 1 2 4 1 OKI Region 2 OKI 2030 Regional Transportation Plan Goals 1 OKI Online Survey 2 Simulation Photos 1 2 3 4 5 6 7 8 9Ohio

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Population by County, 2005-2030 Population Change by County, 2005-2030 Population Trends for Selected Metropolitan Areas and States Households by County, 2005-2030 Household Change by County, 2005-2030 Household Change, 2005-2030 Age Composition for the OKI Region, 2005 and 2030 Age Composition for the OKI Region, 2005 and 2030 HouseholdDensitybyTrafficAnalysisZone,2005Kentucky



Chapter 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 5 1 2 3 4 5 6 7 8 9 10 11 12 13 Household Distribution, 2005-2030 Household Density, 2005 HouseholdDensitybyTrafficAnalysisZone,2030 Household Density, 2030 Growth and Household Density, 2005 and 2030 Employment by County of Work, 2005-2030 Employment Change by County, 2005-2030 Employment Change 2005-2030 Intra/Inter-County Commuting Numbers of Workers 1970-2000 Intra/Inter-County Commuting Percent of Workers 1970-2000 Ohio County Workers Commuting within county residence 1970-2000 Kentucky & Indiana Co Workers Commuting within co residence 1970-2000 Inter-County Commuting by Number of Workers, 2000 Inter-County Commuting by Percent of Workers, 2000 Commute Transportation Mode Crashes by Type by County, 2006 Ohio Five Percent Locations Kentucky Five Percent Locations Ohio Highest Crash Rate and Five Percent Locations Kentucky Highest Crash Rate and Five Percent Locations Indiana Highest Crash Rate Locations Crash Concentrations in the OKI Region Crash Rates by Roadway Segments, Ohio Crash Rates by Roadway Segments, Kentucky Crash Rates by Roadway Segments, Indiana Ten Highest Crash Rate Locations in Hamilton County, Ohio Ten Highest Crash Rate Locations in Kentucky Ten Highest Crash Rate Locations in Dearborn County, Indiana

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1 Regional Incident Management Task Force 1 2 3 4 5 6 7 8 Cincinnati Urban Area Mobility Statistics, through 2005 Total Vehicle Day PM Peak Hour Travel Times, 2005 (minutes) PM Peak Hour Forecasted Travel Times, 2030 (minutes) 2030 Daily Highway Congestion Report 2030 Level of Service TransportationProjectsPlannedHighCongestedIdentifiedLoc. OKI Congestion Management Strategies

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1 National Highway System 8- 2 2 HighNumberConflictPointsataTypicalFourWayIntersection 8-5 3 Continuous Flow Intersection 8- 8Ohio

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4 Five Mile Road Partial Continuous Flow Intersection Chapter 5 Existing Roundabout in Eden Park 6 Single Point Urban Interchange 7 Transportation Improvement Program Capacity Adding and Plan Projects 8 Butler County TIP Capacity Adding and Plan Projects 9 Clermont County TIP Capacity Adding and Plan Projects 10A Hamilton County West TIP Capacity Adding and Plan Projects 10B Hamilton County East TIP Capacity Adding and Plan Projects 11 Warren County TIP Capacity Adding and Plan Projects 12 Boone County TIP Capacity Adding and Plan Projects 13 Campbell County TIP Capacity Adding and Plan Projects 14 Kenton County TIP Capacity Adding and Plan Projects 15 Dearborn County TIP Capacity Adding and Plan Projects 9 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 ButlerCountyRegionalTransitAdmin.(BCRTA)ServiceArea Dearborn County Catch-A-Ride Service Area Clermont Transportation Connection (CTC) Service Area Middletown Transit System (MTS) Service Area SW Ohio Regional Transit Authority (SORTA) Service Area TransitAuthorityofN.Kentucky(TANK)ServiceArea Warren County Transit System Service Area Change in Transit Ridership, 2002-2006 Bus Transit Needs and Recommendations Metro Bus on Shoulders Project Bus Transit Service Improvements Bus Transit Intelligent Transportation System Improvements Transit Hub Improvements TANKMt.ZionParkandRide Park and Ride Improvements Rail Transit Improvements Proposed Cincinnati Streetcar Alignment Eastern Corridor Oasis Rail Transit Alignment Recommended Rail Transit Right of Way Preservation Rail Transit Vision Plan

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1 Key Intelligent Transportation System Projects 2 Total Cost Estimates for Intelligent Transportation System Projects 1 2 3 4 5 6Ohio

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Shipments by Mode and Value, 2002 and 2035 ($billions) Freight Activity Forecast, 2002 amd 2035 RegionalTruckTraffic Existing Truck Volumes, 2002 Projected Truck Volumes, 2035 Rail Transport FacilitiesKentucky



7 CSX Intermodal Facility Chapter 8 Norfolk Southern Double Stack Train 9 Freight Fiscally Constrained Plan Projects 12 1 2 3 4 5 6 7 8 9 10 11 12 Summary of On Street Bicycle Facilities in Region On Street Facilities in the OKI Region Striped Bike Lane in Union, Kentucky Little Miami Scenic Trail Regional Trail System Map of OKI Regional Trail System Five Mile Trail in Anderson Township Turkeyfoot Road Bike Lanes and Sidewalk Pedestrian Connection in Cincinnati, Ohio Walking Promotion Fiscally Constrained Bicycle and Pedestrian Improvements Non-Fiscally Constrained Shared Use Path Projects

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1 Regional Airports 2 General Aviation Airports and Operations 3 Anderson Ferry 1 2 3 4 5 6 Transportation Funds Summary by State Ohio Transportation Funds Northern Kentucky Transportation Funds Summary Indiana Transportation Funds Regional Summary of Plan Expenditures Distribution of Plan Expenditures STEAM Analysis Summary DefinitionsofEnvironmentalJusticePopulationGroups 2000 Environmental Justice Population Thresholds Elderly Population Concentrations and Plan Projects Minority Population Concentrations and Plan Projects People with Disabilities Concentrations and Plan Projects Households in Poverty Concentrations and Plan Projects ZeroCarHouseholdConcentrationsandPlanProjects Plan Projects and Environmental Justice Populations Quantitative and Qualitative Performance Measures Used to Assess Environmental Justice Impact Comparative Travel Times to Work by Auto Comparative Non-Work Travel Times by Auto Percentage of Vehicle Miles Traveled (VMT) Experiencing Congestion Population and Employment Served by Transit Transportation Improvement Program Capacity Expansion ExpendituresKentucky

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16 Plan Capacity Expansion Expenditures Chapter 17 18 19 20 21 22 23 24

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Environmental Financial and System Performance Comparisons 16 - 30 Agencies and Organizations Consulted by OKI 16 - 33 Surface Water Resources 16 - 36 Threatended and Endangered Species 16 - 37 Historic Resources and Parklands 16 - 38 EPA Superfund Sites 16 - 39 Plan Projects and Environmental Resources 16 - 40 Ozone Nonattainment Area 16 - 61 appendix

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1 Transportation Enhancement Projects Status 2 Corridor, Special and County Transportation Plans and Studies 3 Federally Funded Projects Implemented or Deleted since July 1, 2004 1 Non-Exempt Projects 2 Conformity Analysis Years and Tests for the Ohio and Indiana Portion of the Nonattainment Area - Ozone 3 Quantitative Conformity Findings of Ozone-forming Emissions (tons per day) for the Ohio1 and Indiana Portion2 of the Nonattainment Area 4 Conformity Anaylysis Years and Test for the Ohio and Indiana PortionoftheNonattainmentArea-PM2.5 5 QuantitativeConformityFindingsofPM2.5Emissions(tonsper year) for the Ohio Portion of the Nonattainment Area 6 QuantitatveConformityFindingsofPM2.5Emissions(tonsper year) for the Indiana Portion of the Nonattainment Area 7 Conformity Analysis Years and Tests for the Kentucky Portion of the Nonattainment Area-Ozone 8 Quantitative Conformity Findings of Ozone-forming Emissions (tons per day) for the Kentucky Portion of the Nonattainment Area 9 Conformity Analysis Years and Tests for the Kentucky Portion oftheNonattainmnetArea-PM2.5 10 QuantitativeConformityFindingsofPM2.5Emissions(tons per year) for the Kentucky Portion of the Nonattainment Area

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Chapter 1 Transportation Planning for the OKI Region

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Chapter 1 transportation planning for the oKi regionintroDUCtion The region of the Ohio-Kentucky-Indiana Regional Council of Governments (OKI) encompasses eight counties in three states which include Butler, Clermont, Hamilton and Warren counties in Ohio; Boone, Campbell and Kenton counties in Kentucky; and Dearborn County in Indiana (Figure 1-1). OKI administers transportation planning for all eight counties. Transportation facilities have always been important to this regions growth and prosperity. In the late 1700s, the Ohio River supported Cincinnatis emergence as the gateway to the West and a point of convergence for people and goods. Other transportation routes enter the Cincinnati basin area through the broad Mill Creek Valley to the northwest and the much narrower Duck Creek Valley to the northeast. In the 1800s, the Miami-Erie Canal and the railroad system established the region as a commercial and transportation center. Over time, the valleys continued to contain the major radial transportation routes converging on the city such as rail lines, I-75 and I-71. Today, the OKI region has an extremely diverse, well-developed transportation system for the mobility of both people and goods. This plan, the OKI 2030 Regional Transportation Plan, is a long-range strategy and capital improvement program developed to guide the effective investment of public funds in transportation facilities for the next 20 plus years.figure 1-1 oKi region

Source: OKI. Ohio Kentucky Indiana Regional Council of Governments 2030 Regional Transportation Plan

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evolUtion of the plan This plan, the OKI 2030 Regional Transportation Plan, is a 2008 update of the plan with the same title which was prepared in 2004. Under the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) and the Transportation Equity Act for the TwentyFirst Century (TEA-21), the update process was required three years after the plans certification and every three years thereafter. Under the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), the most recent federal transportation legislation, the update requirement has been extended to every four years. The 1993 and 1998 plans were significant for setting a new direction for meeting this regions transportation needs. The 1998 plan responded to ISTEA and the Clean Air Act Amendments (CAAA) of 1990. These laws expanded the scope of transportation planning beyond improving mobility to include improving air quality and addressing a host of environmental, social and financial issues affected by transportation. The successor to ISTEA, TEA-21, was enacted in 1998 and continued many of the same programs as ISTEA. Building on the previous legislation, SAFETEA-LU puts special emphasis on new plan topics. In addition to noting the changes in federal requirements made over time to the plan, it is important to identify the projects that have been completed since the 2004 update. A summary of progress made is included as Appendix A. The appendix is separated into six categories by type of project and includes bicycle projects, enhancement projects, Land Use Commission recommendations, Transportation Improvement Program (TIP) projects, transit services, and corridor studies. This list illustrates the varied and numerous transportation plans and projects that affect residents, businesses and workers in the region and will impact future planning efforts. plan topiCs In concert with the directives of SAFETEA-LU, this update presents a plan to maximize the utility of the existing transportation facilities and services to reduce congestion and increase travel choices for people. Like its predecessor, the plan continues to place emphasis on community impacts and public participation. This plan also draws on a three year data acquisition effort that provides baseline data on observed travel time for significant roadways in the region and identifies locations with safety issues. This plans base year has been updated to 2005 and maintains a planning horizon of 2030. As with previous plans, this plan conforms to air quality standards and is fiscally constrained. Finally, for the first time, the plan addresses regional transportation issues related to regional transportation security and land use. Among the issues to be addressed as part of this transportation planning process are the metropolitan planning factors. The 16 planning factors in ISTEA were consolidated into seven factors in TEA-21 and are retained and expanded upon in SAFETEA-LU. Factors include supporting economic vitality, increasing safety, increasing accessibility and mobility, protecting the environment, enhancing intermodal connectivity, promoting efficiency and preserving the existing transportation system. In addition, transportation security and the connection between the infrastructure and land use are now stand alone factors as a result of SAFETEA-LU.1-2Ohio

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plan reCoMMenDations The impacts of the federal directives are evident in the plans recommendations. The recommendations place emphasis on expanding modal alternatives and improving the transportation systems efficiency. More specifically, the recommendations for improving roadways are accompanied by recommendations for improving transit service; using advanced technologies to move traffic more efficiently; applying strategies to help reduce single-occupant vehicles (SOV); promoting ridesharing, bicycle and pedestrian travel; upgrading roadway operating efficiency; and further exploring options for achieving plan objectives. In addition to meeting the future travel needs created by growth and development, the plans recommendations address requirements for land use, safety, security, congestion management, fiscal constraint, special social and economic populations, and the environment with a particular emphasis on air quality conformity. To tie together local growth and development with regional transportation planning, the reciprocal impacts of land use and transportation are examined to reach continuing, comprehensive, and cooperative solutions. To reduce the risk of crashes that cause death or injuries, the plan analyzes data in order to advance projects which address the regions safety needs. To respond and recover from manmade and natural disasters, OKI utilizes the most current technology and guiding principles in assisting collaborative regional security planning. To mitigate congestion, strategies for managing travel demand are considered for their regional applicability. To address financial concerns, the plan identifies revenue sources and distinguishes between expenditures needed to maintain existing infrastructure and expenditures needed for capital and operational improvements. To secure an active and representative participation from all segments of the community and minimize the extent of adverse impacts, OKI analyzes the social, economic, and environmental effects of proposed actions taking into consideration the needs of Environmental Justice populations in its transportation planning process and decision making activities. To protect air quality, the plans recommendations are assessed to insure that future travel growth does not prevent the region from achieving air quality goals. Everyone has a role in meeting the new transportation challenges. Local governments, for example, are presented with increased opportunities to work together on multijurisdictional issues. To reduce congestion, public agencies and private employers are encouraged to take new initiatives. The public is asked to support new measures and change traditional travel behavior. This plan continues a process designed to transform the regions transportation system into one that offers a variety of modes and reduces the use SOV travel. The transportation system envisioned for this plan is an intermodal system that expands travel options and improves and maintains transportation infrastructure. Finally, improving the project delivery process must be a key goal. Developing and implementing projects more quickly will reduce project costs and provide higher user benefits. Process Used For IdentIFyIng recommended Projects To respond to the regions transportation needs and create the plans recommended multimodal improvements, OKI evaluated all proposed transportation improvement projects using an iterative quantitative and qualitative process. The starting pointOhio

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for this plan update was the project listing from the 2004 plan. Added to the 2004 plan list were locations identified through the Congestion Management Process and all amendments made to the plan since 2004. Amendments reflect recommendations identified by several corridor studies completed since 2004. An initial draft list was distributed to local communities with the request that they provide a local prioritization (high, medium or low) for all of the projects located within their communities. They were also asked to provide suggestions for new projects. Staff then applied the project scoring process (Appendix B) to a new list of over 500 multimodal projects. The prioritization process assigns numerical scores for 16 criteria. The criteria include the following items: safety, right of way availability, level of service, average daily traffic, facility type, urgency, feasibility, environmental justice, economic vitality, air quality impacts, local and regional priority, multimodal investments, inclusion in local and regional studies, impacts to transit operation and ridership, implementation time frames, and benefit/cost. The OKI Board of Directors and Intermodal Coordinating Committee (ICC) reviewed the listing and provided comments. The list was adjusted as necessary to produce a draft plan update project list. The draft list was presented to the public via the OKI Web site and a series of eight public open houses held in March 2008. Staff reviewed and incorporated suggestions into the list of projects. The OKI Board of Directors, the ICC and local and state agencies were once again asked for comments. Staff made modifications to the list based on all comments received to result in the final projects included in this plan. Recommended transportation improvement projects are presented in separate chapters of this plan based on these respective travel modes; roadway (Chapter 8), bus and rail transit (Chapter 9), Intelligent Transportation Systems or ITS (Chapter 10), freight (Chapter 11), bicycle and pedestrian travel (Chapter 12), and other travel mode alternatives (Chapter 13). Finally, the plan requires adoption by the OKI Board of Directors. Projects included in the plan will be eligible to advance to the TIP once a sponsor and funding is identified. goals anD objeCtives Transportation has long been a major contributor to the regions prosperity and quality of life. For individuals and businesses, the efficiency of the transportation system in moving people and goods has a direct financial impact. From a broader perspective, the transportation systems efficiency has repercussions for the entire economy. In the year 2008 and beyond, the transportation systems efficiency will become increasingly important as prosperity becomes more dependent on regional performance in a global economy. If steps are not taken to improve the regions transportation system, it will become less efficient as evidenced by more congestion, reduced opportunity for travel by different modes, and poorer connections between modes. Transportation system inefficiencies could impede economic growth and lower the regions competitive edge by adding to transportation costs and delays, and reducing travel and transport opportunities.1-4Ohio

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In addition to its economic impacts, transportation also plays an important role in the quality of life. The interstate system, for example, has improved mobility at the same time that it has promoted a population and job shift from core areas to suburbs with significant social, environmental, and economic consequences. Transportation improvements will continue to affect development, travel patterns and opportunities. This plan aspires to provide transportation opportunities in an equitable manner and is developed with considerable attention to environmental justice ideals. The transportation system should be balanced so that no group or groups of people assume a disproportionate share of positive or negative impacts. This plan will evaluate the impacts of proposed transportation investments to assure that positive and negative impacts of the investments are distributed in an equitable and meaningful manner. OKI has established a set of nine goals which define how to meet this regions transportation needs both now and in the future (Figure 1-2). Each goal represents a key issue addressed and the various aspects of how each are reflected in this plan. Objectives clarify how to achieve the goals.figure 1-2 oKi 2030 regional transportation plan goals

1. 2. 3. 4. 5. 6. 7. 8. 9.

Improve travel safety Improve accessibility and mobility options for people and goods Protect and enhance the environment Enhance the integration and connectivity of the transportation system Promote efficient system management and operation Emphasize the preservation of the existing transportation system Support economic vitality Consider regional security Strengthen the connection between infrastructure and land use

Source: OKI

goal 1: ImProve travel saFety The transportation system should provide for reducing the risk of crashes that cause death or injuries. Chapter 5 is devoted to the topic of vehicular safety. The highest crash rate locations in the region are identified. Engineering studies are recommended for problem locations. Chapter 10 describes the integration of ITS with other agencies and systems to facilitate emergency response. Chapter 12 includes several recommendations for bicycle and pedestrian travel safety. objectives Reduce the number and severity of traffic crashes Expand the deployment of ITS to reduce crashes and improve incident response time Reduce crashes occurring during transfers between transit and pedestrian facilities Facilitate use of improved design of shared roadways to increase safety forOhio

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motorists, cyclists and pedestrians goal 2: ImProve accessIbIlIty and mobIlIty oPtIons For PeoPle and goods To enable people and commodities to have greater accessibility and to be moved with greater speed and safety, major investments are needed to improve the transportation system and reduce congestion. Improvements are needed both for expanding the present system and improving its efficiency. Improvements should be sensitive to differences in development patterns and community needs with special consideration given to safe use of the transportation system by our regions older population. Chapter 4 provides demographic information to help determine future travel needs in the region, including population and household projections, anticipated age structure changes, employment projections, and commuting patterns. Chapter 8 discusses means to improve roadway travel operations, such as access management and improved signalization, thereby increasing accessibility. By enabling roadways to perform more efficiently, operational improvements increase roadway capacity, which will help reduce the need for expansion projects and help preserve and maintain the existing infrastructure. Preservation of right of ways recommended in Chapter 9 safeguards rail transit as a mobility option in the future. Chapter 11 discusses multiple freight modes and recommends continued monitoring and facilitation of freight movement efficiently throughout the region. objectives Improve the operating efficiency of existing infrastructure Expand transportation infrastructure to provide additional access and capacity for moving people and goods Reduce congestion by expanding alternatives to SOV travel and reducing peak hour travel Expand the implementation of ITS such as Advanced Regional Traffic Interactive Management and Information System (ARTIMIS) Acknowledge and incorporate the use of non-motorized travel (walking and biking) into the planning process as an alternative mode of travel and means of connecting modal options Facilitate efficient intermodal transfers for both passengers and freight goal 3: Protect and enhance the envIronment Air quality is a major environmental issue in the OKI region. Much progress has been made in reducing mobile source emissions but the impact of travel growth on total emissions could threaten the regions ability to maintain federal clean air standards. Emission reductions are needed to protect air quality. Strategies that promote the effective and efficient use of natural resources would reduce mobile source emissions and would also have a beneficial effect on other environmental issues and quality of life. Chapter 9 focuses on transit improvements including making recommendations for expansion of transit services, facilitating transit usage through technological improvements, and construction of transit hubs and park and ride lots. In addition, development of rail transit in the Eastern Corridor is recommended to reduce SOV travel, thereby reducing vehicular emissions. Chapter 12 includes planning efforts to encourage greater use of walking and bicycling, which would have the effect of conserving fuel, reducing vehicle emissions, and improving personal health. Chapter 13 provides information on current transportation systems operating in the region such as ridesharing and1-Ohio

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teleworking that promote energy conservation through reducing SOV. Chapter 1 deals with transportation initiatives to improve air quality. One project highlighted in the chapter is the Regional Clean Air Program, a program committed to reducing smog in the region. This local commitment, which began in 1994, encourages voluntary efforts by individuals and businesses to reduce ozone and particulate matter pollution. objectives Reduce SOV travel Facilitate greater use of non-motorized modes (walking, biking) Promote strategies that reduce travel Reduce mobile source emissions Encourage use of alternative fuels by both individuals and transit fleets Encourage measures that reduce transportations impact on water quality and noise levels goal 4: enhance the IntegratIon and connectIvIty oF the transPortatIon system A functional transportation system is one that allows people and goods to travel efficiently between their desired destinations. Chapter 9 provides recommendations to improve the connectivity between various modes of transportation in the region. Proposed rail transit developments would integrate transit services to rail sites. Transit hubs, including the intermodal transit center in downtown Cincinnati, are facilities where transfers can be made between bus routes and proposed rail transit lines, or between different transit lines. The plan recommends the construction of 17 transit hubs in addition to the existing 40 park and ride lots that already exist in the region. Chapter 11 highlights the importance of integrating the various freight transport modes such as roadway, rail, water, air and intermodal, and recommends the continued monitoring and facilitation of the movement of freight in, around and through the region. Chapter 12 encourages the creation of linkages between roadway and transit with bicycle and pedestrian facilities. objectives Plan in such a way that the functional design of a roadway is consistent with the intended use of the roadway Optimize the surface transportation facilities access to airports, transit facilities, park and ride lots and freight intermodal facilities goal 5: Promote eFFIcIent system management and oPeratIon The Congestion Management Process (CMP) is a systematic process for managing congestion that provides information on transportation system performance and on alternative strategies for alleviating congestion and enhancing the mobility of persons and goods to levels that meet state and local needs. Chapter 7 provides information on managing congestion in the region. Chapters 8 and 13 all address different strategies for managing travel demand that focus on changing travel behavior to mitigate traffic congestion, in lieu of building infrastructure to accommodate travel needs. Chapter 8 also provides information on improving traffic operations including access management techniques that improve mobility and safety. Finally, enhancing the ITS is discussed in Chapter 10.

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objectives Implement techniques that improve traffic operations including access management techniques that improve mobility and safety Identify and prioritize locations that require system enhancement and/or expansion Advance the coverage area of intelligent transportation systems Identify new or expanded transit services goal 6: emPhasIze the PreservatIon oF the exIstIng transPortatIon system Financial resources are needed to maintain the regions transportation system and address its deficiencies. In light of limited federal and state resources, there is a real need to generate funds from within the region for transportation improvements. New funding sources are needed, particularly for capital formation, and strategies to use funds prudently. Each travel mode has its own chapter in this plan. Each chapter begins with a snapshot of the regions existing transportation system. In the ever-changing transportation environment, these overviews serve as a baseline to which policies, alternatives and improvements can be referenced. Chapter 8 highlights the plans effort to optimize the existing system through recommendations for applying roadway operational improvements. In addition, information on roadway expansion is provided however funding priority is given to system preservation with the allocation of a sizeable portion of available revenues to this purpose. Chapter 10 discusses expanding the use of ITS technologies to optimize the existing system. objectives Insure adequate funding to preserve and maintain the integrity of the existing transportation infrastructure Initiate efforts to establish a local revenue base to fund transportation system improvements goal 7: sUPPort economIc vItalIty The transportation network can support the economic vitality of the region by enabling global competitiveness, productivity and efficiency as shown through the plans emphasis on ideas that address this issue. Chapter 3 discusses the OKI Land Use Commissions development of policies that will promote the economic vitality of the region. Chapter 4 analyzes the regions demographic trends and notes that the population in the OKI region is projected to grow 17 percent and employment to increase 19 percent over the planning period. Chapter 8 provides a list of management strategies and technologies to deal with this growth through development and travel pattern ideas. Finally, Chapter 10 deals with expanding ITS to reduce congestion and delay. objectives Implement techniques that improve traffic operations and mobility so that travel times are reliable and the cost of doing business in the OKI region is competitive and predictable Increase the coverage area and effectiveness of ARTIMIS so that traveler information is readily available and the impacts of incidents can be minimized Increase security for travel by transit and non-motorized modes

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goal 8: consIder regIonal secUrIty A regional security strategy relates to sustainable prevention, detection, response and recovery efforts to protect regional transportation systems critical infrastructure from terrorism. Chapter documents actions and strategies being implemented throughout the region for strengthening regional security. objectives Facilitate implementation of Homeland Security measures to protect key regional infrastructure assets Incorporate the transit providers system security program plans into this plan and other regional transportation planning efforts Collaborate with agencies throughout the region to assist in developing security goals and appropriate strategies Utilize the most current technology and guiding principles in helping to minimize risks to regional security goal 9: strengthen the connectIon between InFrastrUctUre and land Use The Strategic Regional Policy Plan (SRPP) calls for sustained cooperation and coordination among transportation planning, land use planning, housing, capital budgeting, natural resource and economic development organizations. The transportation system, along with other infrastructure, has a significant impact on future land use, economic development, and the environment. Transportation decisions should be consistent with local land use policies, resulting in travel and land use patterns that promote multimodal travel alternatives and reduced vehicle trips. Chapter 3 discusses the SRPP and the land use-transportation connection. objectives Implement the recommendations of the SRPP Improve consistency between local land use planning and regional transportation planning Acknowledge local government comprehensive planning processes and consider local planning recommendations as part of transportation studies, transportation improvements and funding prioritization Promote regional and local land development techniques and policies that create transportation choices, and that ensure coordination between the provision of public facilities and services and land development and redevelopment sUMMarY The OKI regions transportation system is complex. It includes roads and rails, highways and bridges, transit and freight, and other alternative travel modes. Transportation options must be reliable, flexible and affordable enough to safely connect people to each other, to their workplaces, to the institutions that matter to them and to the services on which they depend. The system also must support the regions economic vitality and development demands. This plan works to address these public interests and travel demands to result in a coordinated regional roadmap for guiding transportation improvements for the next 20 years and beyond.

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Chapter 2 Public Participation

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Chapter 2 publiC partiCipatiONiNtrODuCtiON OKI is committed to the goal of securing active and representative participation from all segments of the community in its transportation planning and decision making process. In accordance with the Safe, Accountable, Flexible, Efficient Transportation Equity Act: a Legacy for Users (SAFETEA-LU) guidelines, all OKI public participation activities include an Environmental Justice (EJ) component, where appropriate, which is designed to involve EJ communities in a meaningful way. Environmental Justice communities include minority, low income, disabled and elderly population groups and zero car households. The purpose of EJ efforts is to analyze the environmental and social effects of proposed actions to ensure that these groups have adequate access to public information relatied to locally preferred alternatives developed, to provide opportunities for participation in the process and to ensure that federal funds are used fairly and without discrimination. Alternatives are reviewed in such a way that adverse impacts are minimized to every extent possible. eNvirONmeNtal JustiCe aDvisOry COmmittee aND partiCipatiON plaN In support of this public participation commitment, OKI established an Environmental Justice Advisory Committee composed of elected officials and representatives from organizations serving the elderly, disabled, low income, minority and zero car households in the tri-state region. It is OKIs mission to make every reasonable effort to include EJ considerations in all of its public participation programs. First adopted by OKIs Board of Directors in April 2003, the EJ Advisory Committee maintains an OKI Participation Plan. This stand alone plan describes the process for collecting public input on regional studies, initiatives and other OKI documents and includes: Recognizing the importance of proactive civic engagement when implementing transportation planning recommendations. Identifying impacted, as well as interested publics, with special efforts to communicate with EJ target population groups. Taking all reasonable actions to secure early participation and input from EJ target populations including tailoring public participation techniques as appropriate to the diverse needs of the public and the variety of planning elements. Making regional transportation plans and Transportation Improvement Program (TIP) documents available for public viewing in advance of OKI Board of Directors meetings where these documents will be adopted. Structuring meeting formats to accommodate public commentary and scheduling meetings at convenient times in accessible places near public transportation routes when feasible. Strengthening public participation by making transportation planning information more accessible and easier to understand with the use of visualization techniques such as artist renderings, audio-visual slide/PowerPoint presentations, 3D computer imaging, traffic simulation, drawings, flowcharts, interactive geographic information systems, online surveys (Figure 2-), Web sites, maps, models, photoOhio

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manipulation, animation, scenario planning tools, simulated photos (Figure 2-2), sketches, videos and visual preference surveys. Publishing this plan, the TIP and other corridor or special studies documents by electronic means, including on the internet. Disseminating information using means that are appropriate to the target audiences. Evaluating public participation processes and procedures periodically so that adjustments can be made for maximum effectiveness.Figure 2-1 OKi Online survey

SOURCE: OKI.

Figure 2-2 simulation photos

Before

Access Management Principles

After

SOURCE: OKI.

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The success of efforts to engage the public to participate in transportation planning efforts depends upon the methods employed to publicize opportunities for participation, access to information for education or comment, type and format of information provided, timing of participation in terms of frequency and correlation to final decision making, opportunities for dialogue and comment, consideration given to public comments and discussion, and incorporation of public participation. OKis OrgaNizatiONal struCture Independent of OKIs Participation Plan, the public is involved in decision making through provisions in OKIs organizational structure. This structure is related to OKIs establishment as a public, non-profit organization under the Ohio Revised Code. Agency structure, responsibilities and authority are described in the OKI Articles of Agreement. The structure of OKI includes four standing committees that involve public officials and others in the development of plans, programs and policy adoption. These committees are the Board of Directors, the Executive Committee, the Intermodal Coordinating Committee (ICC) and the EJ Advisory Committee. Additional opportunities for direct participation are provided by interim groups such as task forces, stakeholder groups, or subcommittees, which are established for specific purposes of short duration. As legally required, OKIs policy level committees consist of public officials that represent local governments and major transportation and planning agencies. Other public organizations as well as individual citizens also serve on these committees. The times and agendas of committee meetings are made available in advance by notification through direct mail, electronic mail and OKIs Web site (www.oki.org). All meetings are open to the public. FOCus OF partiCipatiON eFFOrts In addition to the publics participation or representation through OKIs organizational structure, opportunities for participation are provided as part of the transportation planning program. Meaningful opportunities for participation in transportation decision making are provided through the scheduled updates of the Annual Listing of Obligated Projects, the TIP, corridor or special studies, and this plan. AnnuAl listing of obligAted Projects By September 30 of each year, an Annual Listing of Obligated Projects is published on the OKI Web site in order to inform the public of projects obligated for the previous year. The annual listing specifically includes information on pedestrian walkways and bicycle transportation facilities for which federal funds have been obligated. Cost information that is shown in the listing is consistent with the funding categories identified in the TIP. This requirement in SAFETEA-LU is intended to increase the transparency of government spending on transportation projects and strategies in metropolitan areas to state and local officials and to the public at large. trAnsPortAtion imProvement ProgrAm The TIP is the short-range programming element of OKIs transportation planning process. The TIP schedules transportation projects for funding and implementationOhio

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over a four year period. The opportunity for participation is provided when the TIP is updated, which is every two years. Project amendments can occur routinely in the interim between updates. corridor And sPeciAl studies Corridor and special studies focus on specific areas within the region or specific transportation issues. They are conducted for issues requiring detailed study but are not conducted on a scheduled basis. For these studies, public participation is provided primarily through a team of technical or funding partners, an advisory committee comprised of key interested parties, and the public at large. These committees help design a specific public participation process, develop study goals, identify problems and alternatives, and make recommendations to be acted upon by the OKI Board. Corridor and special studies members represent affected communities and interest groups, regional transportation organizations, and local, state, and federal transportation departments. Public participation is defined at the onset of each study and carried throughout the studys development, as well as during the process of updating or amending the plan to incorporate new recommendations. Study recommendations are reviewed and adopted by the OKI Board and incorporated into this plan. oKi 2030 regionAl trAnsPortAtion PlAn uPdAte Process This plan addresses the regions transportation needs for a minimum 20 year period. The public is provided opportunities for participation in the update of the plan, which occurs every four years. To support public participation in the plan update process, OKI has made a concentrated, ongoing effort to identify deficiencies in the existing transportation systems ability to meet year 2030 travel demand, present the range of issues and concerns to be addressed through transportation planning, introduce potential transportation improvement strategies and projects for public review and debate, provide adequate opportunities for public discussion of the plans financial implications, integrate public preferences into the transportation plan update, and consult, as appropriate, with state and local agencies responsible for land use management, natural resources, environmental protection, conservation, and historic preservation in developing long range transportation plans. To meet these objectives, OKI applied a combination of techniques to provide information and obtain input from both transportation stakeholders and the general public (Appendix C). The key elements of the public participation program for the plan update involved OKI working with members from its standing committees throughout the process, conducting presentations to interested organizations, hosting two series of interactive public open houses, conducting two surveys and making accessible all information and data on the OKI Web site. iCC, board and executive Committee Staff presented key components of the plan update on a monthly basis to the OKI ICC and Board of Directors or Executive Committee beginning in August 2007. Written updates and information were also included in monthly mailings for these committees. presentations OKI staff took the opportunity to share information on the plan update during2-Ohio

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involvement in other planning activities with jurisdictions and agencies throughout the region including the cities of Aurora, Cincinnati, Hamilton, Lebanon, Monroe, and Reading; Liberty Township; Dearborn County; Southwest Ohio Regional Transit Authority Board; Kentucky Transportation Cabinet District 6; Ohioans for Health, Environment and Justice; Xavier University; the Northern Kentucky Homebuilders Association; the OKI Regional Conservation Council; and, the Cincinnati Cycle Club. public Open houses Public participation included two rounds of interactive public open houses which were used to communicate with the regions residents about regional transportation issues and also issues of special concern in particular geographic areas within the region. The open houses provided participants with opportunities to obtain and review information, ask questions and express their opinions. Comments were recorded and reported to the ICC for their consideration and kept on file at OKI. Public comments included not only the statements made at the open houses, but also public comments shared with OKI via phone, email, regular mail and fax. Comments received also included those from local, regional and state transportation agencies. Public open houses were held at central locations easily accessible by EJ populations. Notice of the open houses was provided via OKIs Web site, announcements at committee meetings, during meetings of various civic groups, telephone calls, direct mailings and emails. In addition, press releases were sent to major regional media sources and minority oriented newspapers. The open house formats featured stations at which participants viewed displayed information which was most frequently presented in map form. Open house attendees talked one-on-one with staff resource people to ask questions and share input. Held in September 2007, the first round consisted of four open houses and shared information on base data and the alternatives to be considered in addressing year 2030 travel demand. Public comments from the first round of open houses related to defining what the regions existing and future transportation concerns were or would be. Public perspectives on transportation issues provided direction for the plans development. Held in March 2008, the second round consisted of eight open houses held in each of the regions counties. Public comments from the second round of open houses provided feedback to better refine the draft list of fiscally constrained plan improvement projects. These second round comments were considered in the final draft of plan projects. surveys At each of the two rounds of public open houses, participants were asked to complete a survey. The surveys sought perceptions of the overall quality of the regions transportation system, invited suggestions for specific multimodal transportation improvements and asked respondents to rate the importance of various types of transportation improvements. Space was also provided for general comments. An online survey was also available on the OKI Web site throughout the entire plan update process. Draft plan update The draft plan update was posted on the OKI Web site on April 28, 2008. The draft plan was also placed in major public libraries throughout the region and in the OKI lobby forOhio

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public review and comments. Copies were also distributed to the Ohio, Kentucky and Indiana departments of transportation. The draft document was shared with more than 30 other local, regional, state and federal agencies. public hearing A public hearing was held on Thursday, May 29, 2008 at :30pm in the OKI Board room. Fifty-six people were in attendance. Thirty people made oral comments and eight provided comments in writing. Both written and oral statements were accepted into the record. Statements generally covered three topic areas. First, Sierra Club members oppose roadways in general and specifically the Eastern Corridor Project. 650 postcards opposing the project were received. Second, it was voiced that rail transit would be good for the environment, create less dependence on oil, address high gas prices, retain and attract college graduates and young professionals to live and work in region, and improve health. Third, the need for bus transit to assist in mobility and access for people with disabilities and elderly also received support. The statements received were recorded, summarized, and shared with the OKI Intermodal Coordinating Committee and Board of Directors at their respective June meetings for consideration prior to plan adoption. executive summary and adoption The May 29, 2008 public hearing served as the conclusion for all public comments on the draft plan update. All final editing necessitated by public comment was made to the draft plan update. For review purposes, each ICC and Board member was provided in their June 2008 mail-out an electronic link to the executive summary, the updated draft plan, and a memorandum which summarized changes made to the plan since the April 28, 2008 Web site posting. Printed, full copies of the plan were provided to members upon request. Printed copies of the executive summary were provided to every ICC and Board member in attendance at their respective June meeting. The plan update was presented to the ICC for recommendation to the Executive Committee at their June 0, 2008 meeting. With recommendation from the ICC, a similar presentation was made to the Board of Directors at their June 2, 2008 meeting. The 2030 OKI Regional Transportation Plan 2008 Update was formally adopted by the Board of Directors on Thursday, June 2, 2008. summary The OKI Participation Plan describes in detail, the process for collecting public input on regional studies, initiatives, and other documents. The Participation Plans public involvement process has been summarized in this chapter. In addition, the public participation used during the update of this plan has been presented and shows OKIs commitment to the goal of securing active and representative participation from all segments of the community in its transportation planning process and decision making activities. Further discussion of the special EJ or social and economic considerations are presented in Chapter 6 along with the environmental factors and impacts of this plan.

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Chapter 3 Transportation and Land Use Planning Connectivity

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CHAPTER 3 Transportation and Land Use Planning ConnectivityINTRODUCTION Transportation systems and services are provided in the context of both the built environment and the natural environment. Transportation affects and is affected by patterns of economic development, housing and other infrastructure investment such as water supply, sewers and waste disposal, as well as affecting and being affected by natural features such as slopes, soils and streams. Fundamentally, the relationship between land use and transportation is reciprocal. Development patterns shape travel patterns. An automobile is necessary where subdivision design makes transit and walking a challenge and the separation of land uses in lowdensity developments makes driving a necessity. Transportation policy and projects influencing land development patterns is evidenced by commercial development stretching out along highway corridors; new subdivisions built soon after new freeway capacity opens; and high-volume franchises, gas stations and malls amassing at or near interchanges. An increase in the intensity of land use within a community typically increases the demand for transportation, and transportation facilities and services are catalysts for land development. This increased demand for adequate public facilities and services increases the demand for timely capital budgeting and construction, both in individual communities and also cumulatively in the region for planning transportation improvements. These trends and relationships have been known over the years but metropolitan planning organizations (MPOs) around the country did not always address them in planning documents. A new era in federal transportation investment began with the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) which mandated that MPOs maintain a continuing, comprehensive and cooperative transportation planning process, and that 6 planning factors, including land use, be considered during transportation planning. In addition, since the early 1990s, OKIs regional transportation plans have consistently estimated a shortfall of over $3 billion to meet the regions transportation needs over 30 year planning periods. The regions yardsticks of vehicle miles traveled and land consumption are also both projected to outpace population growth. These imbalances are tied to the regions land development trends. Land use decisions are made locally and they vary considerably among cities and counties. As a result, OKI, which is responsible for long range transportation planning at the regional level, often has to react to these trends instead of planning and funding transportation solutions that would come on line concurrent with the impacts of land development. DEvELOPINg THE STRATEgIC REgIONAL POLICy PLAN (SRPP) While acknowledging that OKI has no authority and seeks no authority over local land use decisions, OKIs board decided to study the complex connection betweenOhio

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transportation and how we use land for homes, businesses, parks and factories. The board agreed to work as a land use commission to bring about better coordination between local land use planning and regional transportation planning, and to develop a regional policy plan focused on a regional vision and the regions critical challenges or fundamental policy concerns. OKIs intent was to create a land use commission that represented the region geographically. It was also clear that the commissions efforts would involve many jurisdictions and organizations, and would require gathering information from the regions 190 local governments and 138 planning authorities. Since broad representation is the foundation of OKIs board, board members elected to work as the Land Use Commission. The board added other experts from throughout the region to the commission and the commission then apportioned its members among working committees dealing with land use planning and policy, environment and infrastructure, economic development and funding, and later, publicity and outreach committees. Early on, the commission adopted this mission: Through open dialogue and communication with decision makers and the public, the OKI Commission on Land Use shall develop a strategic regional plan which encourages land use patterns that promote multimodal travel and the efficient use of land, natural resources, and public facilities and services. The commission then methodically created the Strategic Regional Policy Plan by preparing detailed inventories and analyses; establishing a regional vision; identifying strategic regional issues; developing goals, objectives, and policies for the strategic issues; and seeking extensive public input. Sustained participation in the work of the Land Use Commission came from many individuals, institutions, local governments, and public and private organizations. For example, over two-thirds of OKIs board was actively involved in creating the plan. This was an unprecedented level of involvement for a multi-year effort. Several means of public participation were offered during the creation of the SRPP. Public participation was encouraged through media coverage, recruiting outreach teams with dozens of volunteers for each county, public meetings, surveys and grassroots efforts to distribute information throughout organizations and stakeholder groups in the region. Eight public forums were held during the visioning process, which were attended by 335 people who participated in extensive small group discussions and provided over ,000 written comments. As the plan neared adoption, public meetings were held in each county to get feedback on draft policies and an electronic survey about the draft policies was made available at the meetings and through OKIs Web site. Over 400 people took advantage of these opportunities to provide input and made over 500 comments about the draft policies. Several concerns and themes recurred in the comments made through the public meetings and the survey responses. These included concerns about heavy traffic congestion, the need for a public transit system to serve the entire region, interest in large-scale transit projects like light rail and the need to address the impacts of freight on the transportation system, especially truck traffic on the interstates. Other recurring themes included the need to preserve greenspace, concerns over the future adequacy3-2Ohio

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of water supplies, the idea that redevelopment would solve a lot of transportation cost problems and the need to plan before growth occurs. The creation of the SRPP yielded over 200 transportation-related issues. Through the processes of visioning and public input, OKIs Land Use Commission decided that the regions expensive land use and infrastructure trends should be altered. Otherwise, if current land use trends continue, the region will need to develop an additional 24 square miles which is an area equivalent in size to that of Boone County. To alter this trend, the commission focused on the regions most critical challenges for achieving consistency between regional transportation and local land use planning so that that limited tax dollars could be stretched for maximum benefit. Twenty-eight strategic regional issues were identified as the regions critical challenges or fundamental policy concerns. For each strategic issue, an analysis of trends and conditions was conducted. Then, the board created sets of goals, objectives and policies. The final draft of the SRPP incorporates all the phases of the Land Use Commissions work, including its mission and vision. Its strategic regional issues; trends and conditions statements; goals, objectives and policies were assembled into six general categories: transportation, public facilities and services, natural systems, housing, economic development and land use. TRANSPORTATION IN CONTExT The Strategic Regional Policy Plan addresses transportation or a relationship to transportation demand and needs in all six of its topical areas. The SRPP encourages land use patterns that promote multimodal travel and the efficient use of land, natural resources and public facilities and services. Land development and most economic development projects depend on the availability and adequacy of different types of public facilities and service. Transportation improvements, water capacity improveents, sewer capacity improvements, storm water management, greenspaces and school capacities all have an impact on a communitys ability to accommodate land use changes. The timing, location and cost of water, sewer and road facilities can have a significant impact on land use patterns; and the density and intensity of land development is influenced by the availability and adequacy of these public facilities and services. Land use changes, in turn, create a greater or lesser need for roads and public transit. The long-term viability of the OKI region is tied to the quality of our interdependent natural resources and open spaces. New buildings, public utilities and roads have an impact on individual resources and broader natural systems. Natural systems contribute significant value to the region, including enhanced quality of life, economic vitality, physical attractiveness, and higher property values. The quality and quantity of natural systems such as streams and plentiful, clean groundwater supplies can encourage development, creating additional transportation demand. Community decisions about development locations or densities can also be based on the desire to maintain sensitive natural features and greenspace. Housing availability and affordability has a direct relationship to quality of life and helps to drive commuting patterns and travel choices. The location and density of housing affects not only transportation systems but also other infrastructure such as sewerOhio

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and water lines and public services such as emergency response and school systems. Conversely, the availability and affordability of housing is affected by public facilities and services such as school systems, police and fire protection, economic development and the transportation system. Transportation investments influence economic growth. Successful economic development such as business retention and recruitment can generate demand for capital investments in new or upgraded public facilities and services; economic development efforts are more fruitful when businesses know that adequate public facilities and services are in place when they need them. Economic development helps to shape areas that may become centers of employment, which in turn helps to determine commuting patterns. Underlying all these issues, and especially transportation, is land use. Land use is the relationship of the built environment to mobility and travel demand. Transportation is one factor that influences land use, but it is an essential part of local and regional infrastructure. In turn, transportation system efficiency can be improved using techniques such as multimodal options and access management coupled with compact, efficient development patterns. OKIs regional transportation plan has promoted the expansion of public transit service for years and the SRPP promotes multiple modes of transit service and transit-friendly development. The 2005 federal Safe, Accountable, Flexible and Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) recognizes these interrelationships by adding several requirements to the process of regional transportation planning. SAFETEALU requirements include: consultation with state and local agencies responsible for land use management, natural resources, environmental protection, conservation, and historic preservation in developing regional transportation plans; promoting consistency between transportation improvements and state and local planned growth and economic development patterns; a process that provides for effective management of congestion; and, considering potential mitigation activities to reduce impacts to the environment associated with the implementation of a regional transportation plan. Many of the new themes addressed in SAFETEA-LU were already being addressed in the SRPP and will be further addressed as the SRPP and this regional transportation plan are implemented. The main goal of the SRPP, bringing about consistency between regional transportation planning and local land use planning and decision making, is very similar to SAFETEA-LU requirements. A variety of stakeholders were consulted during the creation of the SRPP. The results of consultations undertaken as the SRPP was developed and as it is being implemented are hereby incorporated into this regional transportation plan. ImPLEmENTINg THE STRATEgIC REgIONAL POLICy PLAN The SRPP is being implemented through voluntary cooperation among local governments, OKI and many other organizations, and will consequently come to fruition in phases ranging from the near term to the very long term. OKIs board agreed to implement the SRPP in three phases; a near-term phase of3-4Ohio

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approximately three years following plan adoption, a mid-term phase of three to five years following plan adoption and a long-term phase of five to 10 years following plan adoption. The near-term phase of plan adoption focuses on those policies that continue or extend existing activity, that help build momentum, and for which some level of communication and interaction was already occurring among potential implementers. In addition, policies from each of the SRPPs six topic categories are involved to demonstrate commitment to the strategic plan as a whole. Consultations OKI will pursue the SRPPs policies for transportation, but implementation of many others is up to the affected jurisdictions and other organizations on a voluntary basis. For that reason, OKI is continuing to build relationships and consultation that were key to developing the SRPP and that will be essential for implementing it. The types of groups that are or will be consulted include state and federal regulatory agencies; state and local agencies responsible for land use management, natural resources, environmental protection and conservation agencies; local planning and major economic development agencies; and, local agencies that promote transit and alternatives to the single-occupant automobile. For example, in developing the SRPPs transportation section, OKI consulted with transportation professionals from state agencies and transit authorities in addition to OKIs own staff. This consultation will continue as both long and short-term transportation planning occurs. In developing the SRPPs public facilities and services section, OKI consulted with peer reviewers from large and small water and wastewater utilities. Consultation with these utilities continues through OKIs Groundwater Committee, interaction with wastewater providers on planning issues under Section 208 of the Clean Water Act and tracking the growth of water and sewer systems to help identify where new development may increase the need for transportation system improvements. In developing the SRPPs natural systems section, OKI consulted peer reviewers from academia, watershed groups and local government environmental compliance staff. This consultation continues as OKI conducts transportation corridor studies and provides technical assistance for source water protection and watershed groups. In developing the SRPPs housing section, OKI consulted peer reviewers from the Home Builders Association, a major developer, an organization serving the homeless, a county board of education and a city planning commission. Additional consultation will occur as OKI surveys local governments and school districts to determine their degree of interaction on planning, development, neighborhood and public safety issues. In developing the SRPPs economic development section, OKI consulted peer reviewers from county and metropolitan chambers of commerce, commercial banking and a state development agency. Additional consultation will occur with both local and regional level economic development organizations about the ways in which local governments can support efforts to grow businesses and provide adequate public facilities. In developing the SRPPs land use section, OKI conferred with peer reviewers from planning agencies at both the county and city levels, and this consultation is ongoing as OKI develops planning tools and practical technical assistance.

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ConsistenCy One way the SRPP and this regional transportation plan strive to improve consistency with planned growth and development patterns is to encourage better comprehensive planning at the local level. When local governments base their future land use and transportation needs on sound data and analyses and better understand the implications of alternative development patterns, OKI is able to be more proactive when planning for transportation improvements on the regional scale. In an effort to stay informed about local planned growth and development patterns, OKI will also update the composite existing land use and existing zoning maps that were created as part of the SRPP, as well as keep track of local government comprehensive plans throughout the region. Perhaps most significantly, OKI has revisited the prioritization process for regional transportation investments. A total of 00 points maximum can be awarded when transportation projects are evaluated and scored. Of these 00 points, 40 points are related to criteria specific to either roadway or transit projects that help to indicate the regional need, efficiency, safety and access associated with the project. An additional 60 points of the total 00 are related to criteria that apply to all projects. The criteria that apply to all projects include: environmental justice, economic vitality, air quality/energy, multimodal/intermodal considerations, status in a corridor study or comprehensive plan, relative priority to affected communities and relative benefit/cost ratio. For all transportation projects, up to five points can be awarded for positive impacts on environmental justice communities. Up to five points can also be awarded for projects that serve to support existing, expanding or new non-retail employment centers. Up to 0 points can be awarded for projects that have positive impacts on air quality and energy use. Up to 10 points can be awarded for projects that include or enhance more than one mode of transportation or specifically address freight needs. Up to 10 points can be awarded for projects that have been identified as high priority through a formal corridor study or comprehensive planning process. Up to 10 points can be awarded for projects because of their relative priority with affected communities. Up to 10 points can be awarded for projects depending on their relative cost/benefit. OKI will continue to encourage local planners to engage in proactive planning processes and to make the transportation elements of their local comprehensive plans consistent with the regional transportation plan and Transportation Improvement Plan (TIP). PubliC Costs and FisCal imPaCts Another aspect of promoting consistency between planned transportation improvements and local growth patterns is to look at the likely public costs and fiscal impacts of proposed economic development on public infrastructure and public services. Decisions on land development, redevelopment and improvements to public facilities and services should be made with a clear understanding of their fiscal impacts to individual communities and the region. It is most economical to provide adequate public facilities and services concurrent with the impacts of development. Retrofitting adequate public facilities and services in response to growth is typically more expensive than directing or managing growth with3-6Ohio

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public investments. The tri-states trend is that limited transportation resources are spread ever more thinly across the region. In response, the SRPP addresses the need for communities to have a full understanding of the public costs and benefits associated with development proposals. In the first phase of SRPP implementation, OKI is evaluating models for calculating the public costs and benefits associated with new development for potential use at the regional and local level. A fiscal impact analysis model that can be adapted to the tristate region and made widely available is being investigated. A fiscal impact analysis estimates the impact of a development project or alternative land use scenarios on a local government budget by comparing the difference between revenues and expenditures generated by the proposed or hypothetical development. Communities can use this tool as part of their local land use planning and development decision making processes. Congestion management Implementing the SRPP is also helping OKI to address the SAFETEA-LU requirement for a process that provides for effective management of congestion. OKIs Congestion Management Process includes evaluating and promoting travel demand management strategies such as parking management, trip reduction programs and growth management. OKI has worked with peer reviewers and local planning agencies in every county to create and disseminate several related planning tools as part of SRPP implementation. These tools and techniques promote reduction in vehicle miles traveled, reduction in single-occupant vehicle trips and travel demand management through such measures as; encouraging street and parking networks designed for pedestrians, the disabled, bicyclists, transit and automobiles; supporting compact, pedestrian, bicycle and transitfriendly land uses, where appropriate; encouraging local comprehensive plans to support a mix of land uses, higher density development, infill development and nonmotorized connections, where appropriate; and, promoting the use of local strategies for connectivity and access management. environmental mitigation Another SRPP policy initiative is to identify greenspace stakeholders and successful strategies for maintaining greenspace in the tri-state region. This is a process which involves a comprehensive look at natural systems and how they are valued by local communities. This policy initiative should also be helpful to the SAFETEA-LU task of considering environmental mitigation activities to avoid or reduce any impacts associated with implementing the regional transportation plan. OKIs key constituents are local governments, therefore many of the policy initiatives from the SRPP involve determining how local land use and transportation planning efforts can achieve goals of economic development and redevelopment, maintaining or improving environmental quality and managing limited public facility and service budgets. ADAPTINg TO CHANgE As the SRPP is implemented, OKIs consultation with many constituencies and organizations in the tri-state region should result in more informed transportation planning. The policy plan itself is intended to be a dynamic document. It should evolveOhio

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as the tri-state continues to grow, and it will be regularly evaluated and updated at the same times that updates to the regional transportation plan occur. As the SRPP is implemented, it should achieve the following effects; moving the region toward realizing a common vision, especially as the vision relates to linking land use and transportation planning; encouraging land use patterns that promote multimodal travel and the efficient uses of land, natural resources and public facilities and services; focusing on high priority, strategic issues facing the region over a 20-year horizon; bringing about consistency between the regional transportation plan and local land use policies; providing a framework to link the planning and implementation activities of various entities; providing a framework to tie planning to capital budgeting; providing a basis for OKIs decisions regarding transportation projects; emphasizing consensus and coordination between local governments, regional entities, state and federal agencies and the public; and, serving as a key resource for community education efforts on issues related to growth and development, transportation and a host of other interrelated topics. Planning and imPlementation The classic first-level planning tool is the local comprehensive plan, which should address all aspects of land development, including traffic circulation, bicycle and pedestrian access, economic development, public facilities, housing, natural resources, recreation, intergovernmental coordination and capital budgeting. Comprehensive plans are treated differently by state laws in Ohio, Kentucky and Indiana. Ohio law mandates a comprehensive plan as a prerequisite to zoning and subdivision regulation but provides no requirements or guidance as to content or updates. Kentucky law requires a regularly updated comprehensive plan as a prerequisite to zoning and subdivision regulation, and includes detailed guidelines for comprehensive plan preparation. Indiana law permits comprehensive planning and provides a list of what may be included in the plan. Comprehensive plans should be implemented through local regulations and incentives, such as zoning and subdivision regulations, that are consistent with such comprehensive plans. In the OKI region, however, local governments commonly evaluate and accommodate growth only through zoning and subdivision regulations, which are narrowly focused on individual parcels, rather than on comprehensive plans, which address the timing, location and cost of land development. Many local governments in the region have adopted effective planning and capital budgeting principles; however, those efforts are so fragmented that they do not effectively implement regional long range transportation recommendations. Local land use and transportation techniques, implemented concurrently and focusing on moving people, moving fewer people fewer miles and improving travel quality can benefit the regions transportation system. Three objectives for managing travel demand are to reduce the number of single-occupant vehicle trips, to reduce trip lengths and to increase modal choice. There are many land use plan

OKI Land Range Transportation Plan 2030

Documents

Transcript of OKI Land Range Transportation Plan 2030