HomeMy Public PortalAboutX. TRANSPORTATION.pdfAPRIL 2006 | RICHMOND, INDIANA |
COMPREHENSIVE PLAN TRANSPORTATION
X. TRANSPORTATION
The City of Richmond intends to have a well integrated transportation system composed of
context sensitive road networks, mass transit and hike/bike trails to allow local residents and
visitors to access employment, shopping, recreation, entertainment, and other destinations
quickly and efficiently with minimal adverse impacts to the environment or neighborhoods.
The City of Richmond intends to evaluate the effectiveness of its transportation system with
the health and safety of its citizens and visitors and sustainability standards as its primary
concerns.
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 193
X. TRANSPORTATION
A. Introduction
Transportation systems facilitate all motorized and non-motorized movement through a
community. A transportation system determines the interconnectivity that is necessary within a
community, and it includes all of those elements that contribute to its pedestrian and vehicular
circulation. This chapter provides information about this community’s transportation system
and network decisions, so that Richmond’s city officials will be better prepared for the critical
issues in the future. The recommendations made in this chapter are for using as the foundations
of a long-range transportation plan that will help guide Richmond’s transportation investments.
The transportation plan is to meet State and regional planning requirements while addressing
local transportation needs for cost-effective street, transit, freight, bicycle, and pedestrian
improvements. The goals, objectives, and recommendations identified in this chapter provide
transportation choices for residents, employees, visitors, and firms doing business in Richmond.
The ideas presented will suggest opportunities that can make it more convenient to walk,
bicycle, and take transit in order to be a less auto-dependent community. Ultimately, the
transportation plan created from this document will provide a balanced transportation system
that supports neighborhood and countywide connectivity, plus promote economic development,
while not detracting from the welfare of the community.
It is important to understand Richmond’s transportation system and its integral relationship to
land use throughout the city. A basic element of this relationship is the functional classification
of the roadway system. An analysis of Richmond’s transportation system provides insight into
what types of transportation improvements will best meet the needs of Richmond’s residents.
This analysis includes reviewing Richmond’s existing transportation network, vehicular
accidents, and traffic counts. An examination of the existing traffic counts, accident incidents,
planned improvements, and current level of public transportation provided the existing
conditions for this area. The recommendations that are made for improving the community’s
transportation system take into consideration all of the information received from proposals
regarding the addition or management of existing signals and signage, plus intersection and
roadway improvements. Additionally, the expansion of an interconnected bicycle and pathway
system, with connectors into the bike paths of adjoining cities in the region is an important part
of a successful transportation system for this community. Recommendations are listed at the end
of this chapter.
Richmond is located just south of Interstate 70 (I-70), and along major regional highways. These
corridors provide regional and cross-country access to Indianapolis, Dayton, and points beyond.
The area’s proximity to I-70 and regional highways provides employment opportunities to
residents and market opportunities for local businesses. At the same time, residents feel
vulnerable to negative impact of traffic congestion on local streets, primarily during peak traffic
periods. Part of local traffic problems stems from the city’s location and reliance on the car to get
around. City residents would like to minimize the impact of through traffic and create a sense of
identity at primary entranceways into the city. There is also a need to increase regional and local
transportation alternatives to the car. Strong support is voiced for a system of sidewalks, bike
paths, and trails that provided residents with safe and enjoyable access to services, school
campus areas, parks, and downtown area.
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 194
B. Goal and Objectives
Goal
Provide for existing and future transportation needs of the City through implementation of
transportation improvements that facilitate local motorized and non-motorized movement,
minimize the impact of regional traffic through the city, and facilitate local business access.
Objectives
1. System-wide
· The city will develop a balanced transportation system including a completed
motorized and non-motorized network.
· The network of public rights-of-way and easements that create travel corridors
are the primary infrastructure for all modes and will be managed and expanded
in a manner that preserves or improves the capacity and efficiency of all modes.
2. Safety
· Improve safety at locations where safety is deficient, striving to design solutions
that are most consistent with Richmond's city character.
· Provide and design for pedestrian safety, in the form of well-defined crosswalks
and safe, identifiable access to trails and pathways.
· Develop traffic calming measures to reduce speeding and discourage through
traffic on local streets.
3. Investment and Coordination
· Provide and implement a street maintenance program that prioritizes roadway
improvements and coordinates them with economic development initiatives.
· Identify local, state, and federal funding options to implement roadway
improvements that are acceptable to the City.
· Coordinate with neighboring communities to promote an effective and efficient
local and regional transportation system.
· Coordinate with private businesses and quasi-public agencies to develop
potential roadway improvements.
· Utilize traffic volumes along U.S. 40 and U.S. 27 as an opportunity to attract
businesses.
· Coordinate development with roadway improvements.
4. Integrated Design
· Design all transportation facilities to contribute to a positive and attractive
visual image and the desired community character.
· Include streetscape designs that improve the physical appearance of roadways
within the city.
· Develop access management standards to manage traffic flow along corridors.
· Enhance primary entryways to the community.
· Develop and implement design standards that require new development to
provide sidewalks and/or pedestrian and bicycle paths.
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 195
5. Transportation Impact
· Accommodate regional traffic by providing transportation options that direct
pass-through traffic away from the city’s internal roadway network and onto
regional transportation corridors.
· Discourage pass-through traffic patterns in residential areas.
· Minimize the intrusion of through traffic on Richmond's collector and local
streets.
· Direct trucks to designated routes through the city.
6. Multimodal Strategies
· Create an interconnected street system that facilitates safe travel throughout the
city for pedestrians, bicyclists, and automobiles.
· Promote the greater use of alternatives to single-occupancy automobile travel
with the objective of limiting the extent and duration of congestion.
7. Congestion Management
· The city will increase the efficiency of travel, promote innovative strategies, and
implement travel demand strategies to limit the increase of congestion.
C. Transportation System
An analysis of Richmond’s transportation system provides insight into the types of
transportation improvements that will improve the quality of life for residents of Richmond.
This analysis includes a review of Richmond’s existing transportation network, vehicular
accidents, and traffic counts. An examination of the existing traffic counts, accident incidents,
planned improvements, and current level of public transportation provides the existing
conditions for this area. The recommendations for improvements to Richmond’s transportation
system take into consideration all of the information from proposals regarding the addition or
management of existing signals and signage, intersection improvements, and roadway
improvements. Additionally, an interconnected bicycle and pathway system, with connectors
into the bike paths of adjoining cities in the region is an important factor for improving this
community’s transportation system. Recommendations are listed at the end of this chapter.
It is especially important to understand the transportation system and its integral relationship to
land use throughout the city. A basic element of this relationship is the functional classification
of the roadway system.
D. Existing Network
Interstate 70 (I-70) is the most important roadway to the City and the region, running east-west
on the west and north sides of the city limits. The I-70 Corridor has emerged as a key location for
new homes and many industries. The western part of the city region attracts more distribution
and manufacturing firms, while the northern section consists of technological companies and
higher education facilities.
Highway 27 runs north-south through the city. This full-access roadway provides the area with a
direct link to Fort Wayne, Oxford, Ohio, and Cincinnati. Highway 40 connects Richmond to all
the region’s major urban communities to the west including Centerville, East Germantown, and
Cambridge City. Urban areas in Ohio can also be accessed via Highway 40 to the east of
Richmond.
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 196
E. Street Functional Classification
Streets definition is based on a functional classification, using factors such as capacity, length,
spacing from other streets and the types of traffic served (shorter versus longer distance and the
percentage of trucks, for example). In theory, major streets designed to move traffic are classified
as arterial or collector streets, while streets designed to provide access to adjacent land uses with
little or no through traffic are classified as local streets. In reality, many roadways may serve both
functions in varying degrees. The Transportation Corridors Map illustrates the intended
function of the street system.
Functional classification categories are summarized below. A list of streets by classification is
provided in Table; Roadway Classifications. All of the city’s streets are considered “urban”
within the metropolitan area by the state and federal road agencies for purposes of planning and
funding.
· Interstates/Expressways. The highest category, interstates/expressways serve most of
the longer distance travel to and through the area and thus are designed to carry the
highest traffic volumes. The designated interstate/expressway in the city is I-70 that is
under the jurisdiction of the Indiana Department of Transportation.
· Major Arterials. (also referred to as Principal Arterials) This is the highest class of
streets under the city’s jurisdiction. Arterials often have links to the expressways
through interchanges and thus move large volumes of traffic through the city or to and
from major destinations within the city.
· Minor Arterials. This functional class serves trips of moderate length and moderate
volumes, usually with a lower design speed than the major arterials. Minor arterials are
intended to provide links to and between the major arterials, but have more emphasis on
access to adjacent land uses. Ideally, these streets should not penetrate identifiable
neighborhoods.
· Collector Streets. These streets serve as a link between local streets and arterial streets.
Collector streets provide both access and traffic circulation within residential,
commercial, and industrial areas. Moderate to low traffic volumes are typical, but they
may have slightly wider pavement or design speeds than the local streets.
· Local Streets. Local streets make up the highest percentage of streets in the city. The
primary purpose is to move traffic from adjacent land uses to the arterials, sometimes via
a collector street. Design speed is typically low, as are volumes. Through-traffic on these
streets is deliberately discouraged.
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 197
The chart below indicates the classification of roadways within Richmond.
Roadway Classifications
Roadway Functional Classification
I-70/U.S. 35 Interstate/Expressway
Highway 40/National Road (W & E) Major Arterial
Highway 27/Chester Blvd Major Arterial
Industries Road Minor Arterial
Salisbury Road Minor Arterial
Middleboro Pike (S.R. 227) Minor Arterial
New Paris Pike (S.R. 121) Minor Arterial
Boston Pike Minor Arterial
Williamsburg Pike Minor Arterial
Union Pike Minor Arterial
8th Street Major Collector
Garwood Road Major Collector
Bridge Avenue/Sheridan St/Progress Dr Major Collector
Test Road Major Collector
Liberty Avenue Minor Collector
Rich Road Minor Collector
Peacock Road Minor Collector
West Main Street Minor Collector
Richmond Avenue Minor Collector
N A Street Minor Collector
E Street (N & S) Minor Collector
NW L Street Minor Collector
S L Street Minor Collector
Industrial Parkway Minor Collector
S. 37th St/Country Club Road Minor Collector
Henley Road Minor Collector
S. 23rd Street Minor Collector
15th Street (S & N, SW) Minor Collector
12th Street Minor Collector
Ft. Wayne Ave/S. 3rd Street Minor Collector
Sim Hodgin Parkway Minor Collector
5th Street (NW & SW) Minor Collector
Abington Pike/SW 2nd Street Minor Collector
13th Street (NW & SW) Minor Collector
18th Street (NW & SW) Minor Collector
Toschlog Road Minor Collector
Others Local Roads and Streets
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 198
Interstate 70 extends east-west on the north side of the city, and provides access to cities such as
Dayton to the east and Indianapolis to the west. This interstate forms the north border of the
city. Its location has attracted industrial land uses that have quick access to an express route.
Within Richmond, interchanges with I-70 are provided at U.S. 40, U.S. 27, U.S. 35, and S.R. 227.
Mostly vacant land exists along the corridor, but is expected to develop especially with the new
hospital campus and interchange development opportunities. U.S. 27 provides a north-south
route and intersects the city. A mixture of land uses including commercial, service, and light
industrial is located adjacent to the corridor. U.S. 40 provides an east-west route and also
intersects the city. The location of these two roadways creates a separation of areas within the
city but provides both a through route and local access to area businesses, city facilities and
neighborhoods.
The Federal Highway Administration defines level of service as a qualitative assessment of a
road's operating conditions. It is dependent on peak-hour traffic volumes, traffic composition
(vehicle size), vehicle speeds, the number of travel lanes, traffic signals, and on-street parking.
The level of service classifications for primary roadways in Richmond are provided on maps at
the end of this chapter.
Freeway
I-70/U.S. 35 borders the city to the north and east, and provides access to the city via the
Highway 35/Willamsburg Pike, Highway 27/Chester Boulevard, S.R. 227/Middleboro Pike, and
Highway 40 interchanges. The interstate is an important element of the overall transportation
network within the city, and brings local, regional, and national travelers to the area. In 2002,
two-way traffic along I-70 between the Highway 35/Willamsburg Pike interchange and Highway
40 interchange averaged 34,992 vehicles per day, a decrease of 3,648 vehicles per day (38,640
vehicles) in 1998. Signage, landscaping and associated corridor improvements will help to
provide an identity to the area and attract travelers. Diverse and distinct uses around the
interchanges will assist in establishing Richmond as a destination-base instead of a pass-through
area.
Arterial Streets
Highway 40/National Road (West and East) is a principal arterial roadway that extends east-
west through the city. It contains four lanes through the city and is divided by a landscaped
median from approximately Garwood Road/Hayes Arboretum Road to the I-70 interchange.
Highway 40 provides direct access to I-70 and continues into the state of Ohio. It also provides
direct access west to Centerville.
In 2003, two-way traffic along M-40 west of Whitewater River averaged 18,685 vehicles per day,
an increase of 1,318 vehicles (17,367 vehicles) from 1995. East of downtown, two-way traffic
averaged 15,021 vehicles per day, a decrease of 4,084 vehicles from 1995. The heaviest traffic
occurred during peak travel periods, or from 6:00 a.m.-8:00 a.m. and 4:00 p.m.-6:00 p.m. Both of
these roadway segments are currently operating at acceptable levels of service for daily traffic
volume. However, as traffic continues to grow additional roadway improvements may be
warranted. As a general rule, as 24 hour traffic volumes approach 15,000+ and 30,000+ vehicles
per day for the two lane and four lane portions, roadway design should be evaluated.
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 199
Highway 27/Chester Blvd is a principal arterial that runs north-south through the city. It
contains four lanes through the city, but is divided into 8th and 9th Street from C Street to south
of L Street. Highway 27 provides through routes to Fort Wayne to the north and Cincinnati to
the south. In 2003, two-way traffic along Highway 27 between I-70 and Highway 40 averaged
14,744 vehicles per day, an increase in 364 vehicles from 1995. Between Highway 40 and the
south city limit, two-way traffic averaged 6,380 vehicles per day, a decrease of 1,960 vehicles from
1995. Both of these roadway segments are currently operating at acceptable levels of service for
daily traffic volume, but additional roadway improvements may be warranted with the opening
of the new hospital and medical campus near Highway 27 and Industries Road and residential
growth on the southern portion of the city.
Industries Road is a minor arterial roadway that
serves east-west traffic movement on the north
side of the city. The road is a major route for
vehicles that access industrial properties, the Hill’s
Pet Products facility, Carpenter Manufacturing,
and Midwest Industrial Park from Highway 27 and
Williamsburg Pike. The roadway’s location and
parallel alignment with I-70 is ideal to serve these
uses without requiring motorists to travel on I-70.
Industries Road currently operates at acceptable
levels of service for daily traffic volume, but
additional roadway improvements may be
warranted as land develops along the roadway and
the new hospital campus opens.
Salisbury Road serves as a minor arterial road that provides a north-south route on the west side
of the city. The road connects to Highway 35 north of the city and continues south through the
city limits. Access is provided to the Midwest Industrial Park and intersects with Highway 40.
Improvements are planned from NW L Street to Highway 40. Salisbury Road currently operates
at acceptable levels of service for daily traffic volume.
National Road East
Source: LSL
Source: LSL
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 200
Middleboro Pike (the northern part of S.R. 227)
is a minor arterial roadway that provides regional
travel from near the downtown area (12th Street)
to areas northeast of the city. Access is provided
to I-70, and the road runs along the middle fork
of the Whitewater River and Middlefork
Reservoir into the downtown area. In 2003, two-
way traffic along Middleboro Pike (S.R. 227)
between I-70 and the U.S. 27 junction area near
North 1st Street averaged 2,805 vehicles per day.
The road currently operates at acceptable levels
of service for daily traffic volume.
North 1st Street averaged 2,805 vehicles per day.
The road currently operates at acceptable levels
of service for daily traffic volume.
New Paris Pike (S.R. 121) provides regional access to Richmond from Ohio. The minor arterial
roadway runs parallel to the east fork of the Whitewater River. Since the road does not access I-
70, New Paris Pike is designed to provide local and regional traffic access to Richmond and east-
central Ohio. In 2003, I-70 averaged 5,028 vehicles per day. The road currently operates at
acceptable levels of service for daily traffic volume.
Boston Pike (the southern part of S.R. 227) provides regional access to the airport and
destinations south and east of Richmond. Although only a small portion of the roadway is
located within the city limits, Boston Pike serves as an important roadway to the city and
regional area as the main route to the regional airport. The roadway intersects with Highway 27
on the south side of the city, and provides access to Richmond Power and Light and the nearby
Elks Country Club. In 2003, two-way traffic along Boston Pike averaged 2,030 vehicles per day
from the intersection of U.S. 27 and Union County Line (near the Richmond airport). The road
currently operates at acceptable levels of service for daily traffic volume, but volume should be
monitored if air service increases at the airport.
In 2003, two-way traffic along Boston Pike
averaged 2,030 vehicles per day from the
intersection of U.S. 27 and Union County Line
(near the Richmond airport). The road currently
operates at acceptable levels of service for daily
traffic volume, but volume should be monitored if
air service increases at the airport.
Williamsburg Pike serves as a key regional travel
route on the northwest side of the city. The
roadway is identified as Highway 35 north of the
city limits and changes to Williamsburg Pike
south of the I-70 interchange, where full access is
provided. The road provides service to industrial
properties, and terminates at NW 5th Street at the
fire station.
Salisbury Road at Industries Road intersection
Source: LSL
Williamsburg Pike at I-70 Interchange
Source: LSL
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 201
Union Pike provides north-south regional access to the city, and changes to NW 5th Street south
of Progress Drive/Sheridan Street. Although the roadway does not provide access to I-70, it does
function as an important roadway to serve industrial properties located between Highway 27
and Salisbury Road on the north side of the city. Union Pike road currently operates at
acceptable levels of service for daily traffic volume, but additional roadway improvements may be
warranted as land develops along the roadway.
F. Average Daily Traffic (ADT)
The table below lists the average daily traffic volumes for count stations located around
Richmond. A traffic count of average daily traffic (ADT) is taken on a road over a 24-hour period
counting in both directions. The magnitude of traffic is used to measure how near maximum
capacity the present road is and over time determine the rate at which traffic is growing. A
general ideal capacity for a two-lane road is about 15,000-16,000 ADT. For those counts where
traffic is counted separately in each direction, the two need to be added to obtain ADT.
capacity the present road is and over time determine the rate at which traffic is growing. A
general ideal capacity for a two-lane road is in the neighborhood of 15,000-16,000 ADT. For those
counts where traffic is counted separately in each direction, the two need to be added to obtain
ADT.
Average Daily Traffic
Traffic Area/Corridor Daily Count Source
I-70 at U.S. 35 Interchange 35,680 INDOT
I-70 at U.S. 27 Interchange 37,430 INDOT
I-70 at S.R. 227 Interchange 38,440 INDOT
I-70 at U.S. 40 Interchange 28,420 INDOT
U.S. 27 - SR 227 and US 27 southbound left (beginning of one-way
pair) 10,970 INDOT
U.S. 27 between South C Street and U.S. 40 Eastbound 7,165 INDOT
U.S. 27 between North C Street and U.S. 40 Westbound 8,700 INDOT
U.S. 27 between South J Street and U.S. 27 Northbound 7,800 INDOT
U.S. 27 between S.R. 121 & S.R. 227 and Waterfall Road 24,720 INDOT
U.S. 27 between University Boulevard and I-70 Interchange 18,210 INDOT
U.S. 35 between I-70 Interchange and Flatley Road 5,280 INDOT
U.S. 40 between Round Barn Road and South West 17th Street 14,,580 INDOT
U.S. 40 between South 6th St and U.S. 27 14,085 INDOT
U.S. 40 between North 12th Street and U.S. 27 13,195 INDOT
U.S. 40 between U.S. 40 Westbound & U.S. 40 Eastbound and 23rd
Street 22,380 INDOT
U.S. 40 between Industries Road and I-70 Interchange 15,020 INDOT
S.R. 121 between U.S. 27 and North 12th Street 10,620 INDOT
S.R. 121 between North 12th Street and S.R. 227 (Jct. North) 5,120 INDOT
S.R. 121 between S.R. 227 (Jct. North) and Garr Road 2,850 INDOT
S.R. 227 between Wolfe Road and U.S. 27 (Jct. South) 2,560 INDOT
Sources: Indiana Dept. of Transportation 2002 Interstate Annual Average Daily Traffic Volumes; Indiana Dept. of Transportation 2003
Annual Average Daily Traffic, Wayne County
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 202
Based on these figures, a decrease in traffic has occurred in the south and east portions of the city,
and along I-70 between the Highway 35/Williamsburg Pike interchange and Highway 40
interchange. Traffic volumes have increased north of National Road (Highway 40) and west of
U.S. 27. It is anticipated that traffic volumes will continue to increase north of National Road,
specifically near the I-70 interchange, with the addition of the new hospital and medical campus
and additional industrial developments. Such developments will cause a need to focus on access
management, truck routing, and traffic flow measures along U.S. 27, Industries Road, and
Salisbury Road. It is projected that traffic levels will increase south of National Road and east of
Whitewater River as new housing developments are built within the southeast portion of the
city; additional industrial parcels are developed near Industrial Parkway and Hodgin Road, and
air service increases occur at the Richmond Airport.
Accidents
Traffic accidents, simply termed “crashes” by traffic engineering professionals, are one factor used
to identify problems in the street system that may require correction: The number of crashes is
compared to the number of vehicles traveling along a segment or through an intersection to
determine the crash rate. High crash rates compared to similar locations may indicate the need
for improvements, especially where there is a trend for a particular type of correctable crash. For
the period from January 1, 2005 to March 31, 2005, there were 485 traffic accidents reported in
Richmond. The top accident intersections within the city during this period were:
· 3 on South 16th Street and A Street
· 3 on North 5th Street and Richmond Avenue
· 2 on Chester Boulevard and Sim Hodgin
· 2 on North 8th Street and A Street
· 2 on South 15th Street and B Street
· 2 on South 9th Street and E Street
· 2 on South West 3rd Street and National Road West (Hwy 40)
· 2 on College Avenue and National Road West (Hwy 40)
· 2 on South West 5th Street and National Road West (Hwy 40)
· 2 on Garwood and National Road East (Hwy 40)
Other accidents were dispersed throughout the city. This data indicates that improvements in
terms of access management, traffic signaling, and/or turning movements may need to be
considered in order to improve safety along Highway 40. The development and redevelopment of
parcels along this roadway should be accomplished by including access improvements and
design standards that encourage safe internal circulation.
The severity of crashes is also important. A location with a history of more severe accidents,
which result in personal injuries instead of just “fender benders,” may need special attention
even if the rate is below the thresholds. In addition, the City monitors accident data and
maintains active records through the police department, which will help identify locations
where crash reduction may help to justify the expenditure of improvement funds.
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 203
G. Improvements Planning and Scheduling
The City of Richmond does not have a Road Condition Survey or a formalized Road
Management Plan. The plan is based upon complaints, emergencies, new developments,
complexity of the job and the cost. The city paves a specified amount of roadway miles each year.
The city also receives a specified amount of state funds for local projects that occur on state or
federal roads.
Newer roads are built to current specifications for drainage and road width. When older roads
are repaved, they are brought up to current specifications for drainage and width. State and local
funds are used for all major road construction that involves capital improvements, curbing,
culverts, engineering fees, and major overhauls. For state and national roads, the city pays a
maximum of ten (10) percent of up front, design costs, and a total twenty (20) percent for an
entire project. State and federal contributions total eighty (80) percent. This was the case with
modifications to the I-70 and U.S. 27 interchange completed in 2003.
Richmond does not have a mapping system for the city sidewalks, nor is there a sidewalk
condition survey. The installation and maintenance of sidewalks are costly, so the city does not
make this amenity a priority. Often, sidewalks create conflicts occur with personal property.
Sidewalk repairs are scheduled when an adjoining road is repaired. Sidewalks are located in the
city along most major routes, but lack pedestrian signage or designated pedestrian crossings in
some areas. Clear pedestrian crossings with signage are located on National Road West (Hwy
40) and College Avenue to access Earlham College, and in the downtown area. Curbs and
sidewalks are planned as part of upcoming improvements for National Road West, and the I-
70/Hwy 27 interchange area. Sidewalk maintenance on state roads is the responsibility of the
city.
Currently, the city’s plan is to maintain the existing roadway facilities within the city, because
the funds available for improvements are limited. There are a few major transportation projects
scheduled for Richmond by 2010. Projects include state routes and city roads. Scheduled
projects listed in the Statewide Transportation Improvement Program for fiscal years 2005-2007,
and 2006-2008 (draft) include (also see Planned Transportation Improvement Projects Map):
· I-70 is scheduled by INDOT to add two additional travel lanes between S.R. 1 in Wayne
County to the Ohio State Line (length of 19 miles) in 2010.
· Industries Road is currently under construction to extend east of Hwy 27 into the
planned medical campus. The road will extend south internal to the development and
connect to University Boulevard. The city recognizes the need to improve Industries
Road from Williamsburg Pike west to Round Barn Road, and from North West 5th Street
to Highway 27 as a long-term project.
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 204
· Hwy 27 interchange is planned for the following projects:
- Pavement replacement from the centerline of Richmond Avenue to just north of SR
227/121 intersection at the Whitewater River in 2007; resurfacing from
approximately one mile south of US 40 to just north of SR 121/227 in 2005;
- Median construction including signals, signs and lights from south of the
interchange to North J Street; and
- Road construction from approximately one mile north of I-70 to 1.21 miles north of I-
70;
- Including creation of a center turn lane and improved turning radii from North I
Street to almost a mile north of I-70 between now and 2009;
- Right-of-way landscaping from north of I-70 to Industries Road; improvements to I-
70/US 27 interchange including enhanced landscaping and unique retaining walls on
I-70; and
- Resurfacing of remainder of US 27 south to City limits by 2011; installation of
sidewalks on both sides of US 27 from I-70 south through the City.
· Hodgin Road is in the process of being reconstructed between Henley and South 37th
Street. The city recognizes the need to improve Hodgin Road from South 37th Street to
Industrial Parkway.
· Plans for improvements to Salisbury Road include widening and resurfacing from
Industries Road to US 40 West. Sight improvement plans will include the railroad
crossing and at Salisbury and NW L Streets. The bridge over Lick Creek is also to be
replaced.
· NW 5th Street is scheduled for a bridge replacement over the Norfolk and Southern
Railroad.
· US 35 will be expanded to include added travel lanes from the I-70 interchange to SR 38.
· US 40 (National Road) is planned for the following projects:
- In 2009, the section from SW 2nd Street to SW 17th will be reconstructed;
- Road reconstruction from the Indiana/Ohio State Line to approximately
Garwood/Hayes Arboretum Road in 2013 for a middle lane to help move regional
and local traffic and improve access to the I-70 interchange;
- Road rehabilitation from 3rd Street to 16th Street (one way pair) in 2012; and
- Roadway improvements (curbs, sidewalks and road surface) from South West
17th Street to SW 2nd Street in 2009.
· I-70 is planned for the following projects:
- Landscape improvements at the US 40 interchange;
- Interchange modifications (signals, signs and lights and two bridges) at the US
27 interchange; and
- Roadway rehabilitation from US 27 to the Indiana/Ohio State Line.
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 205
The INDOT has also earmarked $215,000 in fiscal year 2007 for navigation and wayfinding
signage on various roads in the City of Richmond.
H. Rights-of-Way
An evaluation of Richmond’s will determine the space available for future sidewalks,
landscaping, streetlights, signage, pedestrian amenities, roadway expansion, and other road
improvements. The rights-of-way along the primary north-south streets tend to vary, while the
rights-of-way along the east-west streets remain fairly constant. Due to the age of many of these
streets, the available right-of-way is limited to the original sixty-six foot width. This condition
inhibits future expansion due to complications and increased costs. The shallow building
setbacks for the existing development reflect the current right of way. In many cases, the existing
right-of-way width will have lane configurations that are sufficient for existing and projected
traffic volumes.
I. Public Transportation
Roseview Transit Service
Roseview Transit provides fixed route bus service in Richmond. Hours of service are Monday
through Friday, 6:15 a.m. to 5:45 p.m., and Saturday 10:15 a.m. to 5:45 p.m. Demand (on-call)
service only is provided after 4:30 p.m. and no Sunday service is provided. The system operates
six (6) routes throughout the city (see Route map). Service frequency is one-half hour for all
routes and stops are posted along the roadways and are located past the nearest intersection. No
bus pull-out areas, shelters, benches, or service information are provided at the stops. New signs
were placed at approximately forty (40) bus stops in late 2004/early 2005. All buses are lift-
equipped for the disabled but not equipped with bike carrying capabilities. Roseview Transit
provides paratransit service for the elderly and disabled population. Paratransit, functionally
defined, is a transportation service, which does not have a fixed route. It is characterized by
many origins and many destinations. It is also known as demand-responsive because all trips are
arranged by appointment. Special stops are also provided at Reid Hospital and State Hospital.
Buses also provide hourly and half-hourly service at five (5) apartment complexes within the city.
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 206
Roseview Transit Service Map
Roseview Transit does not conduct a six (6) year Transit Development Program to identify a
short-term list of capital and operations and maintenance needs, or a long range transit plan.
Operational, maintenance and administrative costs are primarily dependent on federal funds
rather than state assistance and fare revenues. Generally, transit fares account for up to twenty
(20) percent of revenue generation. Federal grants are the main source of transit funding. The
transit service plans to continue to operate with its existing fleet size and preventive
maintenance plan. Routes are subject to change based on demand and potential reallocation of
vehicles to high-demand areas.
With limited available federal funds, no service increases or route additions are planned with the
exception of shuttle service between the I-70 interchange area and new medical campus and
hospital location at U.S. 27 and Industries Road in 2007. The campus area could potentially
provide Transit Oriented Development (TOD) opportunities with the integration of shuttle
service. Transit Oriented Development areas focus a mix of land-uses, such as residential, office,
shopping, civic uses, and entertainment within easy walking distance from a transit station (1/4
mi., 5-10 minutes). This mix of uses, combined with thoughtfully designed community spaces,
plazas, etc., forms a vibrant village-like neighborhood where people can live, work, and play.
Such a village is compact in size, pedestrian-friendly in design, can be customized to offer a wide
variety of housing options, with convenient access to services, jobs, and plenty of ways to get
around. The U.S. 27 corridor could provide transit connection areas that can serve as hubs for
connecting non-motorized travelers to local transit services.
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 207
J. Rail
There are two active main rail lines in the city. The northern line runs northwest and southeast,
turning south past Hwy 40. Operated by Norfolk Southern Railroad, this line provides rail
service via a spur line to an industrial park located on South D Street west on Industrial Parkway
on the east side of the city, and via the main line to the Midwest Industrial Park located on the
northwest side of the city. Norfolk Southern is one of four primary operational lines in this
service area, averaging twenty-two trains per day in 2004. The line provides through freight
service from Chicago to Cincinnati, continuing to Atlanta and points south. A rail junction area
exists in the vicinity bordered by Sheridan, Northwest 5th, Northwest J, and Northeast E Streets.
A rail spur also extends north in the area of Hunt Street and serves additional industrial land
uses, while another spur line extends west from Sheridan to Northwest First Street. This line
runs diagonally with the city’s grid street pattern and can cause traffic congestion at rail
crossings. Grade separations exist at North 20th Street, Hwy 27, and Northwest 4th Street.
Norfolk Southern anticipates significant opportunities for growth in rail operations along this
line, with the potential future expansion of between one and two tracks.
The second line is operated by CSX Railroad and is located on the south side of the city, running
primarily north into the city and terminating near the intersection of South 2nd Street and Hwy
40. The rail line follows parallel with the street system with limited crossings. The nearest
Amtrak Station is located southwest of Richmond in Connersville, Indiana.
K. Air
While the Richmond Municipal Airport currently serves small private aviation needs, its
proximity to the City and I-70 corridor, coupled with its location between Indianapolis and
Dayton, suggest a greater future potential as a primary part of the overall local and regional
transportation system. Good vehicular access, a growing industrial/employment base, and a
convenient location offer great promise for the airport facility.
The Federal Aviation Administration (FAA) states that increased passenger traffic and larger
aircraft will severely strain existing airports in the coming years. As a result, the FAA is currently
focusing on new large aircraft, terminal building planning, and facilities and systems for
passenger access to airports. Therefore, the City of Richmond may consider the opportunities
offered to the Municipal Airport by the following trends within the aviation industry:
· Improved market position for newer, lower-cost commercial carriers that
concentrate on short-haul service.
· Increased demand by the airlines for smaller 30-100 passenger aircraft.
· Growing demand for business, corporate and chartered aircraft.
· Increased usage of smaller hub and metropolitan general aviation airports.
· The growth of airports that specialize in cargo service.
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 208
Benefits of a Regional Airport
Aviation services can play a substantial role in the State and regional economy. Indiana’s public
airports contributed an economic impact of $4.8 million in 2001, an increase of approximately $3
million since 1991 (source: Aviation Association of Indiana Economic Impact Study, 2002). The
key economic contributions of having aviation services located close to the City of Richmond
include:
· Operating efficiencies gained by local businesses because of air service.
· A majority of tourists, conventioneers, and business travelers to the region arrive via
commercial air service.
· Potential to attract companies that provide a wide variety of professional services to
both national and overseas clients.
· Airlines, airports, and businesses that support public airports provide jobs and
income within the region.
· Government agencies that are responsible for functions such as fire suppression,
disaster response, and law enforcement rely upon air service and airports to
effectively carry out their missions.
· Aviation generates tax revenue through personal property taxes, taxable aviation
gasoline revenues, taxable aircraft jet fuel, excise tax revenues, and sales tax on
general aviation aircrafts.
In addition to the above benefits, an expansion of aviation services at the Richmond Municipal
Airport could greatly enhance the quality of business, personal and family life. Aviation service
affects life in Richmond in numerous ways, including:
· Catalyst for Economic Development: Many companies locate in a community because
of the presence of an airport. An increasing number of companies and executives are
avoiding the “hassle factor” of commercial airports and airlines by opting to use
corporate charter air services for business travel, typically operating from smaller
airports. With the expansion of the Richmond Municipal Airport as a regional-serving
facility, the City should consider a marketing effort to try to attract regional or national
corporate headquarters.
· Convenient Venues for Business Activities: Airports that offer convenient schedules to
and from multiple destinations are efficient meeting venues for government officials,
executives, managers, and decision-makers. General aviation airports serve as offices to
“briefcase businesses.” Expansion plans should include meeting rooms and conference
areas that allow business meetings to take place directly on the site.
· International Export of Goods and Services: Air transport is critical for those
companies that export goods internationally and participate in a global economy.
Consideration should be made to offer an international shipment center at the Richmond
Regional Airport to serve companies with a global focus.
· Air Cargo Services: Air cargo, consisting mainly of high-value, time-sensitive documents
and goods, can play a significant role in the vitality of the region’s economy. Expedient
delivery of goods and services is essential to many manufacturing, e-commerce, catalog,
and service businesses. Postal services depend on air transportation for timely delivery
of small packages, and air cargo carriers provide air express service. Air cargo storage
and distribution facilities should be considered in the development of an airport area
plan.
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 209
· Agriculture: A regional airport can contribute greatly to the success of the region’s
agricultural industry, providing services for export shipment, corporate travel, crop
dusting, crop storage facilities, and aerial photography. Located in a rural area and
surrounded by agricultural fields, the airport needs to recognize the importance of the
agriculture industry within the area and provide such facilities to assist with the
distribution of local goods.
· Disaster Preparedness and Emergency Response: An airport is critical for providing
emergency response services to areas, and plays an important role in disaster
preparedness and response. As a regional airport, the Richmond Municipal Airport
could serve as a base to conduct emergency preparedness training. A facilities plan
should include areas to conduct such training, including classrooms and outdoor activity
areas.
· Medical Services: Many emergency and critical medical services are provided through
aviation, including medical and life flights, flights carrying donated organs, and the
retention of specialized medical professionals. An important use of the airport upon
expansion is the ability to handle jets that provide emergency and medical services.
· Education and Training: Many smaller airports such as the Richmond Municipal
Airport serve aviation-related training and education functions that concentrate on
technological innovation. The students and visitors that take part in these training
programs spend local dollars at hotels, restaurants, shops, and service establishments. A
facilities plan should include areas to conduct such training, including classrooms and
outdoor activity areas.
· Airports as Civic Partners: The Richmond Municipal Airport could be a destination
facility for special events such as air shows, fundraising events benefiting local charities,
and meetings or services for local non-profit organizations. They may also provide
educational information and events for local schools and youth groups.
· Managing Airport as a “System”: The Richmond Municipal Airport has the
opportunity to provide a wide range of air services to growing communities within the
region and serve businesses along the I-70 corridor. The airport system could support
businesses from high technology and medical anticipated on the north side of the City, to
small companies and industries located at the Midwest Industrial Park and businesses
located south of U.S. 40 off Industrial Parkway. The airport could also provide a spur
connection to the Norfolk Southern Railroad line as a way to transport goods and
services.
· Recognition of Historic Significance. The airport is potentially eligible for designation
within the National Register of Historic Places, which would make a small amount of
money available for restoration work. Listing in the Register could make federal
transportation enhancement funds more likely available.
Development of a System Plan
The Indiana State Aviation System Plan (ISASP) (2003 Update) describes the aviation system as
a journey, which begins with ground access to the airport. The ISASP is the principal means by
which the State identifies airports to serve present and future air transportation needs, and to
identify airport development projects, which are consistent with state policies and priorities.
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 210
The ISASP plan is also designed to allocate federal, state, and local matching funds for airport
improvements.
The development of a system plan for the Richmond Municipal Airport should include the
following considerations:
· Airport Access: The airport currently has direct access from Richmond along
S.R. 227. Consideration will need to be given toward roadway improvements,
including resurfacing and lane expansion, as demand for aviation services grows.
Direct access via I-70 and an expansion of transit service to the airport should be
considered. An extension of the Norfolk Southern Rail Line or the CSX Railroad
through a rail spur should be considered as an alternative to transport goods to
local businesses.
· Airport Facilities and Services: The current airport facilities and anticipated
increase in private carrier frequency are conducive to smaller, private carrier use
only. The FAA forecasts suggest that in order to increase capacity utilization
and “stretch” of existing infrastructure, upgrades are needed to accommodate air
traffic and to distribute utilization more evenly given the expected growth of
regional jet service to smaller cities and the availability of smaller “personal” or
micro-jets. As a result, an opportunity may exist to upgrade the Richmond
Municipal Airport to become a “relief” facility and handle regional jet services.
In order to serve the region and become a “relief”
airport for commercial carriers that would otherwise
travel to Indianapolis, Cincinnati or Dayton, the airport
will need to be expanded. A master planning effort will
be needed to determine the space requirements and
design parameters of an expanded facility. Upgrades
such as water and sewer lines, a control tower,
additional runways and hangars, and storage facilities
will likely be needed. A water line is needed to the
airport. There is currently no storm sewer. The current
sanitary hook up is to Boston, Indiana but the overall
capacity is unknown. In general, the site needs a
variety of infrastructure improvements including but
not limited to replacement of the ILS (Instrument
Landing System), repair/replacement of the main
hanger and improvement to the terminal.
· Airport Vicinity Land Use: Land surrounding
the airport would most likely be developed with expanded and complementary aviation
services. A market study should be performed to assist in identifying future development
opportunities and related uses for adjoining lands. A land planning effort in partnership
with Wayne County would also assist in determining the development design, layout,
and intensity. This may entail the adoption of specific zoning provisions to ensure land
use compatibility surrounding the airport.
Richmond Municipal Airport
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 211
· Airspace Access: Within the State of Indiana, the INDOT Aeronautics Section is
responsible for promoting aviation safety. All private and public-use landing facilities are
required to receive a Certificate of Site Approval. The airport is required to have an
approved FAA Airspace Determination. Different applications need to be completed
with the State based on the type of airport planned (public, private, etc.).
Overall, the Richmond Municipal Airport has the potential to be a strong asset for the region to
serve residents and businesses, alike. The intent of the recommendations made in this Plan is to
position the airport to successfully meet the region’s future aviation and economic development
needs, serving as a catalyst for the future prosperity of the community and surrounding region.
L. Land Use/Transportation Linkages
A link between transportation and land use is visible in the historical development pattern of
Richmond (also refer to the existing land use map). Transportation routes and access provided
opportunities for residential development. This residential development, which also occurred
due to factors such as available land supply, lower development costs, and convenient access to
emerging employment centers, and other period-specific social and cultural factors, brought
other land use activities. For example, commercial uses followed residential growth. Further,
larger scale regional commercial centers were attracted by the accessibility to the growing trade
area population and market throughout the area by Interstate 70 (I-70), Highway 40, and
Highway 27. The growing traffic counts attracted still other businesses to the commercial and
industrial areas of the community.
While a variety of factors involving available land, lower development costs, convenience, and
labor markets resulted in industrial land development, industrial development patterns remain
principally related to transportation access. Older industrial uses developed near rail lines. Most
new, significant industrial (and also office) uses have developed along major roadways and
freeways. This historical development trend is readily apparent in Richmond. Industrial and
other intensive land uses have occurred along major street corridors, with interchange access to
freeways and interstates, adjacent to I-70.
Investment in the transportation system to meet the needs of various land uses has been a
priority in the city. Continuous roadway improvements have improved the capacity and traffic
operations to and through the main commercial and employment areas. Several of the more
recent projects include bridges, lane improvements, signage and streetscaping that improve
aesthetics in addition to operational benefits. Progress has also been made toward a non-
motorized system of bikeways and walkways with the support of the Cardinal-Greenway Trail.
In Richmond, transportation investments are intended to ensure a comprehensive transportation
system, to preserve the quality of life for residents and retain a desirable business climate. The
future vision for Richmond involves a balanced and coordinated, multi-modal transportation
system to accommodate ongoing growth and development. Thus, recommendations are provided
both for the street system and modes other than the automobile, such as walking, bicycling, or
use of transit. A convenient, congestion free, safe and multi-modal transportation system will
continue to be an important goal for the community.
While Richmond has control over most of the streets within the city, cooperation from other
agencies is needed. The Indiana Department of Transportation and Federal Highway
Administration control the allocation of state and federal dollars for transportation
improvements.
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 212
Another document that lists more specific recommendations, using this Plan as the foundation, is
the City’s Capital Improvements Program (CIP). The CIP identifies transportation
improvements, along with priorities, estimated costs, and funding mechanisms.
Movement is a defining characteristic of life, and we travel to access our work, school, shopping,
and entertainment opportunities. For most of us, travel itself is not the purpose, but rather it is
the accessibility provided by the transportation system that contributes to our quality of life.
The efficient movement of people and goods through and within Richmond depends on an
organized and well-planned system of highways, roads, walkways, trails, and transit options. A
system of roadways, transit corridors, bikeways and paths tie the city together, creates a system
of movement within which regional centers, neighborhood centers, and residential centers are
located. Major transit corridors connect the city to the region. Primary streets, high frequency
transit corridors, and major bikeways connect the city within itself; and trails and paths connect
the city to its natural surroundings.
M. Strategies and Recommendations
T R 1. Transportation Plan
The City should consider preparing a comprehensive transportation plan. This document should
include complete data collection of traffic counts, road cross sections, signalization and timing
information, and an update of crash statistics. The Plan should be a cooperative effort between
the county, city engineering department, and the police department.
More specific road improvements should be considered including road widening or narrowing
based on traffic volumes and function, intersection improvements based on traffic volumes and
crash data, opportunities to utilize new transportation technology, and a complete study of one-
way pairs in the city.
A Coordinated Development Review Process and Committee for All Applications should be
established – City of Richmond/Wayne County
T R 2. Street and Corridor Character
Street width and scale, presence of on-street parking and sidewalks, block length, building
setbacks, design speed, street trees and even pavement markings and signs all contribute to the
functions of the street and the perceptions of the driver. Driver perceptions can affect vehicle
speed and the care used in driving. The character of the roadway corridor as viewed by the
motorist also impacts the image of the community.
Successful commercial corridors should be free of unsightly clutter and easy to navigate to find a
destination. Streets in residential areas should cause speeds to be reduced. In some cases, the
road design elements in the city reinforce the desired image. In other cases, improvements need
to be considered. This Plan relies on a wide range of concepts to help ensure the future
transportation system operates safely and efficiently, but also in context with the character of
the city.
T R 3. Expressway Viewsheds
Visitors’ first perceptions of Richmond are largely created from views along the expressways or
from their experience if exiting at the interchanges. A number of techniques can be used to help
promote the quality image for the interchange areas at I-70 and Williamsburg Pike, Hwy 27,
Middleboro Pike (S.R. 227), and Hwy 40.
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 213
· Work with the INDOT to coordinate improvements to I-70 and use context-sensitive
design techniques to provide diverse materials for bridges and medians, extensive
landscaping and appropriate lighting so the expressways contribute to the urban
landscape.
· Promote use of the state’s standard freeway logo signs and informative signs along the
expressways to help direct motorists to local activity areas.
· Apply access management and special zoning standards to help ensure uses near
interchanges are well designed in terms of access, landscaping, lighting and signs.
T R 4. Route Designations
The identification of specific routes for types of traffic ranging from truck and hazardous
materials transport routes to bicycle routes should be included in the creation of an overall
transportation plan. Truck and hazardous material routes should be identified along primary
routes to industrial areas and guide traffic from the interstate to such points of destination. It is
important to keep such traffic away from the downtown and residential areas.
Signage and pavement striping can be used to designate on-street bike routes throughout the city
in an effort to facilitate the use of alternative transportation modes and provide an
interconnected motorized and non-motorized transportation system.
T R 5. Major Street Corridors
Travelers along city streets encounter a diverse
mixture of land uses and a range of physical
characteristics. The spectrum ranges from tree-
lined residential streets with sidewalks to
commercial arterials with a complexity of signs,
parking, traffic controls, and turning movements.
Major institutional, research, and industrial uses
usually fall between those two extremes of
intensity.
Land use and transportation are obviously closely
linked. Arterial corridors offer a prime example of
the relationship of land use and traffic. Therefore,
an evaluation of major streets must consider the
entire “corridor” along that street. A corridor is
defined as not only the street, but also sidewalks, streetscape and the adjacent sites extending
from building face to building face. A “zone of influence” that extends beyond those boundaries
also affects the corridor, such as nearby major land uses with their primary access to the corridor.
Both land use and traffic characteristics along major streets were inventoried to help plan for the
development and redevelopment, as needed. This evaluation considered potential land uses that
would complement the existing character and the traffic carrying capability of the streets.
Source: LSL
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 214
Using the “character” approach, the major corridors were classified into three categories. Some
corridors can be placed entirely within one category. Other corridors exhibit varying
characteristics and may change category from one segment to another. The category used to
identify the major thoroughfare corridor or segment thereof is particularly important in
identifying and programming planned actions to address problems. The three major thoroughfare
corridor categories are described below and illustrated on the Corridor Character Map at the end
of the chapter.
· “Preservation Corridors” are streets such as portions of U.S. 27 and U.S. 40, which pass
through areas where the potential for significant redevelopment or conversions from one
land use to another exists. These parcels should be reviewed with an eye toward
preventing land use and thoroughfare conflicts through application of zoning and access
management standards. Streets in this category have the opportunity to contribute
positively to a well- coordinated transportation system in a setting consistent with the
desired character of the corridor.
· “Correction Corridors” are streets bounded primarily by commercial and/or industrial
uses. Traffic volumes along several of these corridors are well above the capacity
envisioned when the roads and right-of-way were conceived. For example, some
expressway interchanges were not designed for the level of use today. Other corridors,
such as the segment of U.S. 27 between Industrial Drive and North J Street, developed
over a period of years under old street design, subdivision, and zoning/site plan design
standards that did not contemplate today’s volume and did not reflect the city’s current
design philosophy. These corridors are complex, with confusion, traffic congestion,
intensive activity, and/or an incomplete transportation network. These corridors are in
need of multiple actions, such as widening and medians, to correct problems that
resulted from cumulative changes over time.
· “Expressway Viewshed Corridors” are areas either along a freeway or expressway or
at interchanges that act to serve as a “front door” to motorists traveling along these
roadways. Expressway Viewshed Corridors within the study area are located along I-70.
Key interchange areas are located at Williamsburg Pike Road, U.S. 27, Middleboro Pike
(S.R. 227), and U.S. 40. These interchanges are in need of significant enhancements to
make a dramatic statement that one has arrived in the City of Richmond. Such
enhancements include:
· “Welcome to Richmond” signs;
· Enhanced landscaping including street trees and flowerbeds;
· Ornamental features such as lighting, benches and banners; and
· Extended gateway treatment along the roadways for one or two blocks.
Improvements to the appearance of the corridor along I-70 could include the addition of
landscaping, signs and lighting, and screening of outdoor storage and loading areas.
Some of these corrective actions will occur gradually over time as land uses change. The
zoning ordinance should assure site plans are reviewed when uses change or expand so
that upgrades to the site features can be applied.
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 215
T R 6. Specific Major Street Corridor Recommendations
Based on as assessment of existing conditions and public comments, the following specific
improvements are identified for Hwy 40 and Hwy 27, the two main corridors within the city and
also an improvement of Salisbury Road from Industries Road to US 35:
· Hwy 40 (Main Street). The streetscape should be improved outside of the downtown
area to accommodate a continuous sidewalk system on both sides of the road. A
boulevard with street trees and lawn should be considered for approximately ¼ mile
along Hwy 40 from the city limits. The feasibility of on-street bike lanes should be
considered. The remaining portion of the cross section should be preserved for a
minimum of two lanes of through traffic lanes in each direction. Refer to the gateway
enhancement recommendations for details on entry signage and treatment at the city
limits.
· Hwy 27 (Chester Boulevard). As mentioned in the existing conditions segment of this
chapter, it is anticipated that traffic volumes will continue to increase on Hwy 27 north
of National Road, specifically near the I-70 interchange, U.S. 27 between University
Boulevard and I-70 Interchange can be expected to increase from 18,210 to 22,570 within
five (5) years (based on the rate of annual increase), with the addition of the new
hospital and medical campus and additional industrial developments. Such
developments and property redevelopments will cause a need to focus on access
management, truck routing, and traffic flow measures. In addition, future improvements
should be coordinated with the I-70/Hwy 27 interchange improvement project from
south of the interchange to North J Street in
2007, and from 1.2 miles north of the
interchange (Tingle Road) to 5.7 miles north
of I-70 in 2007. The city should also
coordinate with Roseview Transit regarding
the potential for bus shelters and pull-outs,
and transfer facilities in anticipation of a
circulator route with increased bus
frequencies.
T R 7. Traffic Calming
Residents expect low volumes of traffic and low
speeds within neighborhoods. Increases in local
traffic, width of streets, and other factors may cause
neighborhood traffic safety and related concerns.
Traffic calming is a way to visually and physically
impede speeding in residential areas. The physical
change in the road parameters and the psychological
change in the “feel” of the road combine to reduce the
speed of vehicles. Some of the most common traffic
calming devices includes:
Variation in Speed Humps and Speed Tables
Street Narrowing, Slow Points or Chokers
Source: LSL
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 216
· Speed humps are vertical constraints on vehicular speed and are designed according to a
safe vehicle speed (15 to 20 mph). They are raised areas that extend across the width of
the pavement and range between 2-4 inches in height and 14-22 ft in length.
Specifications on speed hump design are site specific and dimensions are unique to each
location.
· Speed tables are vertical constraints, similar to speed humps, constructed with a table
or flat portion in the center. They can create a street environment that is pedestrian
friendly by being used in combination as a raised crosswalk. They provide visual
enhancement, reduce vehicle speed and enhance the use of non-motorized
transportation. Unlike speed bumps, speed tables are designed to allow traffic
movement and can even accommodate snow plowing.
· Street narrowing, slow points, or chokers include curb modifications, channelization,
and sometimes landscaping features that narrow the street to a minimum safe width.
They are often installed at intersections to reduce speed and/or redirect traffic. They
provide larger areas for landscaping, enhance the neighborhood, facilitate loading and
unloading, and optimize the pedestrian crossing locations.
· Angle points or chicanes are curbed horizontal deflections in the path of vehicle travel.
They are built along the edge of the travel-way similar to street narrowing treatments.
They use physical obstacles and parking bays, and are staggered so drivers must slow
down in order to maneuver through the street. Trees are often used at the slow point to
restrict driver vision and create a feeling of a “closed” street.
· Boulevard slow points or channelization include center located islands that divide the
opposing travel lanes at intersections or at mid-blocks, pedestrian refuge treatments, and
the other standard forms of intersection traffic control islands. These are aimed at
reducing speeds while enhancing the pedestrian crossing points and safety.
· Intersection diverters are features that partially close an intersection to limit the
allowable turning movements and divert traffic. They are used to convert an intersection
into two unconnected streets, each making a sharp turn. This alters traffic flow patterns
and limits the ability of vehicles to cut through residential neighborhoods.
· Street closures are highly constrictive and affect the network traffic flow by eliminating
neighborhood traffic from cutting through. Closure may be an option where there is a
correctable crash history. Road closures are generally a poor choice, since traffic may
just divert to other streets and repeat the problems elsewhere. Also access by emergency
vehicles is impeded.
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 217
· Roundabouts are raised, center rotary
islands that are used as a replacement for
traffic signals and stop signs at intersections.
While these can be used as an effective
intersection control, they also have an added
traffic-calming benefit by deflecting vehicles
out of their normal path, slowing traffic, and
reducing the number of conflict points. They
also improve capacity and safety of the
intersection and improve neighborhood
aesthetics. Modern American roundabouts
are also being used at a growing number of
locations as alternatives to signals along
arterial streets. Smaller scale “traffic circles”
are also being used on non-arterial streets.
· Perimeter treatments are visual and physical treatments used to communicate a
message to drivers entering a residential neighborhood. Traffic signs, intersection
narrowing, boulevards, textured pavement surfaces such as brick and landscaping
features are often used to create this effect. Entry treatments are used to increase driver
awareness to changes in roadway environment.
Residential developers should be specifically encouraged to incorporate traffic calming measures
during the planning and design phases of new residential areas. Where appropriate, these
concepts greatly reduce future problems and will help maintain the value of the neighborhood.
The cost of a traffic calming measure when incorporated in the planning and design phases of the
project is minimal. However, retrofitting an existing intersection or residential roadway segment
with traffic calming measures could be significantly more expensive.
With regard to existing situations in developed neighborhoods, “retrofitting” traffic calming
measures may also be appropriate. For example, there may be complaints about cut-through
traffic, especially when the adjacent arterial streets become congested, and motorists begin
seeking alternate routes. In some cases, the traffic problems are just a perception, but in other
cases there may be a problem to address. Installation of stop signs is a common response, but
studies have shown they are not always effective in producing desired results.
Alternatives to stop signs could be considered, especially where the location does not meet
“warrants” specified by the State of Indiana. Where such concerns arise, the city may wish to
follow the following three-step sequence used successfully by other cities:
· Document the problem. This could involve speed studies or evaluation to determine if
there is an unusually high percentage of cut-through traffic. Some communities involve
the residents in this process as an educational element as often they realize their
neighbors are the speeders. The neighborhood can then work to reduce the problem
with help from the city.
· Where a documented problem exists, such as more than 15% of the vehicles traveling
over 30mph, corrective measures may be needed. The first step is typically enforcement,
speed monitor signs, and other simple methods to slow traffic or direct it to more
appropriate streets.
Roundabout
Source: drivers.com
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 218
· Where measures are needed, one of the variety of tools mentioned above can be used to
alter driver behavior and help traffic fit the character of the area.
To conclude, implementing a traffic calming program within new residential developments or to
address circumstances within existing developed areas, should involve the following:
· Traffic calming measures should be examined from an area-wide traffic calming
perspective.
· Traffic calming measures should be used as speed controls rather than volume controls
to prevent the diversion of through-traffic to parallel residential streets.
· It is important to highlight the presence of traffic calming measures by landscaping and
treating the street edges. These measures complement the engineering design by
softening the appearance of speed humps and enhancing the appearance of more
aesthetic measures such as chicanes and traffic circles. Also, landscaping measures can
enhance engineering measures and make them more effective and safer by highlighting
their presence.
· Traffic calming devices should be designed in coordination with emergency services to
ensure that safe emergency vehicle access is maintained to all areas. Details such as
mountable curbs and gutters can often help resolve access problems.
· A risk management program should be implemented to minimize liability issues through
proper location, design, signage, marking and lighting of traffic calming devices.
T R 8. Street Capacity & Operational Improvements
Street capacity refers to the capability of a roadway to accommodate the expected traffic flow
with an acceptable amount of delay, i.e. minimal congestion. Traffic engineers measure this
capacity through a comparison of the volumes, usually during the peak hour, to the designed
capacity. This determines the amount of average delay per vehicle. This statistical analysis is
then translated into a “level-of-service” from A-F. Streets with current or projected poor traffic
operations should be designated for improvements. Actual traffic conditions, including crashes,
will need to be frequently monitored to adjust the list of recommended projects in a Capital
Improvement Program.
Future traffic conditions should also consider land use and socio-economic factors. Street
improvement projects typically fall into two major categories: Capacity Expansion Projects and
Capacity Preservation Projects. Capacity Expansion projects include widening major roadway
that will add lanes, new roadways, and new freeway interchanges. Capacity Preservation
Projects include reconstruction without addition of lanes, signal improvements, or enhancement
actions such as bikeways, walkways, landscaping, and historic preservation. Pavement
management, bridge maintenance, and many types of safety improvements are included in the
preservation category.
Major planned transportation improvements are illustrated on maps at the end of this chapter
and a more detailed list of proposed projects including the year that improvements are scheduled
to occur can be found in the existing conditions section under the subsection titled,
Improvements Planning and Scheduling.
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 219
In addition to street improvements, the city can help manage traffic through a variety of tools to
reduce vehicle trips or lessen their impact. These various “transportation management” tools are
described in the next section.
N. Transportation Management Techniques
The concept of transportation management is simple. Every automobile trip that can be
eliminated by giving people other choices, such as transit or walking will help to relieve the
street system, as will a land use arrangement that shortens trips. Every driveway that is
eliminated or redesigned will help preserve capacity and reduce potential for accidents. Current
streets may be able to operate better with new technology, such as signals that respond to actual
traffic conditions or informing motorists of alternate routes when there is congestion or an
accident. Collectively, these ideas will help address the city’s transportation needs in the future.
Another tool to help address traffic flow is to reduce the amount of travel demand, especially
during the peak travel hours when congestion is most prevalent. This approach, called demand
management, can involve working with major employers to revise shifts or offer flexible hours to
reduce peak demands. Other ideas could be to encourage use of transit for employees by
working with Roseview Transit on scheduling and to ensure site plans are designed in a “transit
friendly” way.
Traffic Impact Analysis
One procedure to help ensure that traffic impacts are properly evaluated is to require a traffic
impact study prior to approving site plans, rezoning, or special uses for significant projects.
Generally, a traffic impact study is recommended for a project that would generate 50 or more
directional (one-way) trips in the peak hour or 500 trips in an average day. A well prepared
traffic impact study will also address site access issues, such as the potential to share access or
use service drives. The study should analyze options to mitigate traffic impacts, such as changes
to access or improvements to the roadway. In some cases, the developer may assist in funding
improvements to help offset the direct impacts of the project.
• Roadway Improvements
• Transportation System
Management
• New Technology
• Access Management
• Transit
• Non-motorized
• Planning
• Zoning
• Urban Design
• Mixed Use
• Alternative Work
Schedules
• Alternative
Modes
• Employer Support
Programs
DEMAND MANAGEMENT
SUPPLY
MANAGEMENT LAND USE
MANAGEMENT
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 220
Access Management
Widening and intersection improvements are not the only ways to improve traffic operations
along a street. One technique to help preserve capacity and promote safety while delaying or
avoiding the need for widening is access management. Access management involves
comprehensive controls to minimize conflict points, reduce the potential for accidents, and help
preserve the street’s ability to carry traffic.
Access management standards could be applied
to new development proposals, and during road
improvements to revise existing access that does
not meet the current standards. A general review
of access management concepts is provided
below, and provides a foundation for a Codified
Access Management Ordinance.
· Number of Access Points. The number of driveways allowed along major streets affects
traffic flow, ease of driving, and accident potential. Reasonable access must, however, be
provided for each use. If direct access to the adjacent roadway is necessary, the number
of access points should be limited to one where possible. Every effort to limit the number
of driveways; and encourage access off side streets, service drives, frontage roads, and
shared driveways will help.
· Driveway Spacing from Intersections. The minimum spacing of access points from
intersections should be in accordance with the table below (measured from pavement
edge to pavement edge as shown on the figure):
Signalized locations: *
· along U.S. 27 and Hwy 40 300 feet
· along other public streets 200 feet
Unsignalized locations:
· along U.S. 27 and Hwy 40 300 feet
· intersections with U.S. 27 and Hwy 40 300 feet
· other intersections 150 feet
* Spacing shown for signalized intersections should also be applied at intersections where INDOT
indicates spacing and approach volumes may warrant a signal in the future.
Driveway Spacing from Intersections
Source: LSL
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 221
Changes to these guidelines should only be
considered if it can be demonstrated by a traffic
impact study that the driveway operation will
not result in conflicts with vehicles at the
adjacent intersection. These guidelines can also
generally be applied to spacing from access
points on the opposite side of the street.
Preferably, major access points should be aligned
with, or 250 feet from, major access points on the
opposite side of the street. The actual
dimensions will vary depending upon existing
and expected turning movements.
Alternative Access. Alternative access should
be encouraged along arterials, such as shared
driveways, rear service drives, or frontage
roads. Commercial developments and parking
lots should be connected through front or rear
service drives. Frontage drives, rear service
drives, shared driveways, and connected
parking lots should be used to minimize the
number of individual driveways along major
streets, while preserving the property owner's
Frontage roads or service drives should be
constructed in accordance with the following
standards:
A. Service drives and frontage roads
should be set back as far as
reasonably possible from the
intersection of the access driveway
with the public street. A minimum
of eighty (80) feet should be
maintained between the public
street centerline and the pavement
of the frontage road, with a
minimum sixty (60) feet of throat
depth provided at the access point,
as measured from exit lane stop
bar to service drive.
B. The alignment of the service drive
can be refined to meet the needs of
the site and anticipated traffic
conditions, provided the resulting
terminus allows the drive to be
extended through the adjacent
site(s).
Frontage Road Minimum Setbacks
Source: LSL
Alternative Access
Source: LSL
Table 8-1
Driveway Spacing Guidelines
Driveway Spacing *
(in feet)
Posted
Speed
(mph) Minimum Recommended
30 150 185
35 175 245
40 200 300
45 315 350
50+ 350 455
* As measured from the centerline of each
driveway.
Note: Spacing on boulevards may be adjusted
Source: LSL
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 222
In areas within one-quarter mile of existing or future signal locations, access to
individual properties should be provided via these alternative access methods rather
than by direct connection to a major arterial. Ideally, this should be through a rear
service drive (a rear service drive has adequate depth for on-site stacking, compared to a
"frontage" road).
In the case of existing, proposed or recommended rear service drives, additional access to
individual properties may be allowed through direct connection to the adjacent arterial
street, provided that movements at these driveways are restricted to right turns into
and/or out of the site, and are appropriately spaced as discussed later in this section.
· Driveway Spacing from Expressway Ramps. A minimum of 600 feet is recommended
between expressway ramps and any driveway.
· Driveway Spacing from Other Driveways. Minimum and desirable driveway spacing
requirements should be determined based on posted speed limits along the parcel
frontage, traffic conditions, and sight distance and in consideration of the amount of
traffic a particular use is expected to generate. Guidelines are shown on Table 8-1 but
can be varied upon specific findings and in consideration of published traffic engineering
manuals such as the AASHTO Greenbook.
The "desirable" values provided in Table 8-1 are based on the sight distance necessary to
allow an egressing vehicle to enter the arterial traffic stream without causing oncoming
traffic to decrease their speed by more than 10 mph, and should be required where parcel
size permits. The "minimum" values in the table are based on the distances required to
avoid conflicts between vehicles turning right or left from adjacent driveways. In order to
prevent left turn conflicts, possible driveways should be aligned with those across the
street or offset a sufficient distance from driveways across the street in accordance with
the minimum spacing standards listed in the table. In the case of expansion, alteration,
or redesign of existing development where it can be demonstrated that pre-existing
conditions prohibit adherence to the minimum driveway spacing standards, the
driveway spacing requirements could be modified, but the recommended driveway
spacing should not be reduced by more than 60 feet.
Right-of-Way Preservation
they are expected to handle now or in the future. The right-of-way and development along
several segments limit road widening, intersection improvements, installation of boulevards,
and/or the addition of desired bike paths. Acquisition of additional right-of-way to
accommodate desired improvements can delay projects and escalate costs. The advance right-of-
way acquisition process also reduces later disruption to homes and businesses that would
otherwise need to relocate or redesign their site.
A cooperative effort to preserve right-of-way in advance of the planned roadway improvements
could help address this issue. Three methods that could be considered are negotiations to donate
lands during development approvals, advanced acquisition, or preservation through clustering.
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 223
1. Donation. Landowners and developers often understand the benefits of donation of land
needed for right-of-way. Land donation can expedite improvements that will benefit the
landowner. A landowner may also be eligible for tax benefits through donation or
dedication. In some cases, the city may wish to support variances from setbacks where
the setback from the new right-of-way would create a non-conforming situation.
Alternatively, the zoning ordinance could include special standards for such situations.
2. Advance acquisition. Traditionally, right-of-way is purchased after the improvement
has been designed. Advanced acquisition could involve purchase at an earlier date when
costs are lower. Some road agencies maintain funds to purchase right-of-way if a
development is proposed where right-of-way will be needed in the future. Thus, the
right-of-way can be purchased at a lower cost.
3. Density Transfer. The city might allow a developer to transfer the density that could
occur in the future right-of-way to another location on the site through special zoning
provisions.
Multi-Modal System Recommendations
A unified multi-modal system for the city of Richmond with connections between modes could
provide additional transportation alternatives to a vehicle. The following is a brief description of
its components.
Sidewalks and Pathways
The sidewalk and pathway segment includes three different cross-sections to serve their
intended function. These cross-sections are described below along with their relationship to
other aspects of the Comprehensive Plan.
· Sidewalks – five foot wide or greater sidewalks
· Multi-Modal Paths – six to eight foot wide sidewalk
· Greenway Pathway - eight-ten foot wide pathway
Bus Routes
The plan indicates a linkage between established routes and the other modes of travel offered in
the City. The City should continue to work in collaboration with the transit authority so the
system can respond to changing needs and new development projects. A circulator system
should be considered along Highway 27 to service the new hospital campus and higher education
facilities that are located in close proximity to each other. The route could provide high
frequency service between a downtown transit center and the campuses, while providing
connections to existing routes.
Bus Routes and Multi-Modal Pathways
In instances where there is an important link to a community facility, connection to an
additional transportation mode, or along key transportation routes, the bus route and multi-
modal pathway routes overlap.
Rail
The multi-modal plan links sidewalks, pathways, and bus routes to the historic train station.
The train station serves as a historic feature to the city and enhancements at the train station are
encouraged.
COMPREHENSIVE PLAN TRANSPORTATION
APRIL 2006 | RICHMOND, INDIANA | 224
O. Transportation Maps
1. Corridor Character
2. Planned Transportation Improvement Projects
3. Right-of-Way