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Chapter Nine Chapter 9 ‐ Transportation Resources Inventory and Plan CChhaapptteerr NNiinnee Transportation Inventory and Plan Organization of Chapter Inventory of Existing Transportation Conditions page 9‐2 Overview of Transportation Plan page 9‐12 System‐Wide Recommendations page 9‐14 Roadway Recommendations page 9‐20 Recommendations for the Movement of Goods and Agricultural Uses page 9‐29 Recommendations for Alternatives to Driving page 9‐32 Introduction The Oxford Region has experienced a more moderate level of development than most other areas in Chester County where residential uses have become the primary land use. The Region has retained a majority of its rural and agricultural character and the transportation resources are reflective of this fact. This Chapter provides an inventory and analysis of transportation resources at a regional level and an action plan for the consistent maintenance, management, and improvement of the transportation system in accordance with the following Goal: Plan for a safe, efficient, effective, and diversified transportation system that is compatible with land use strategies and addresses both current and future transportation needs of the Region and adjacent communities, regions, counties, and states. 9‐1 Chapter 9 ‐ Transportation Resources Inventory and Plan Plan Objectives This Plan Chapter focuses on how best to achieve the following Objectives: 9‐A Develop an interconnected roadway, transit, and trail network, which reflects the current and future transportation needs of the Region, promotes efficient transportation movement, and respects the natural and cultural objectives of the community. 9‐B Coordinate transportation needs and funding on a regional basis to prioritize and promote effective and efficient improvements that maximize transportation objectives and funding opportunities. 9‐C Maintain and enhance a roadway network that safely and effectively accommodates vehicular traffic while supporting (and where possible, facilitating) other community development objectives. 9‐D Manage roadway design, speed, volumes, and safety in the Borough and in and around areas with increased pedestrian activity such as schools, parks, villages, and centers. 9‐E Enhance pedestrian and bicycle opportunities by developing additional facilities in coordination with roadway projects, subdivision and land developments, park improvements, trail developments, and other related improvements to increase alternative modes of transportation, add recreational opportunities, and promote healthy lifestyles. 9‐F Enhance opportunities for transit through cooperation with local, regional, state, and federal agencies, changes to municipal design features, increases in intermodal connections, and coordination between transportation improvements and land use patterns and densities. Inventory of Existing Transportation Conditions The effective use of land and quality of life in the Region are dependent on an efficient transportation network. Planning for transportation and circulation needs of the Region is closely connected and influenced by the Region’s land use pattern. Land use influences the modes of transportation, circulation system, and traffic volumes found on any roadway. Therefore, the study of these factors helps in identifying inconsistencies between land use and transportation, and helps in enhancing the quality of life and livability of the Region. The existing conditions presented in this section were taken into consideration when developing the recommendations for addressing the future transportation needs of the Region. Transportation planning can also achieve greater regional consistency by resolving differences between municipal road functional classifications and design standards; protecting scenic and historic resources; increasing the opportunities for possible funding for transportation projects; planning for public transit needs; and helping the Region achieve its economic potential. 9‐2 Chapter 9 ‐ Transportation Resources Inventory and Plan Land Use Patterns The Oxford Region maintains a largely agricultural and rural land use pattern with some suburban residential development occurring primarily east of U.S. Route 1. Higher density development along with commercial and industrial development occurs in and around Oxford Borough in the center of the Region, trailing to the north along Route 10 and to the south along Baltimore Pike to Nottingham Village as indicated in Figure 9‐A. As a result of these patterns, Baltimore Pike and Route 10, particularly south of U.S. Route 1, experience the largest traffic volumes and greatest congestion of all roadways in the Region. Similarly, as the Borough is at the confluence of many of the Region’s major roadways and is the area of highest density, traffic congestion is an issue within the Borough and the surrounding developed areas. Figure 9-A: Existing Land Use Oxford Borough Inset 10 1 472 896 472 10 896 Existing Land Use Categories Agriculture Industrial Single Family Commercial 1 Vacant Mushroom Utilities Mobile Home Park 10 Institutional Multi Family Parks/Recreation Two Family Vacant/Agriculture 472 Ü 1 Issues/Analysis: More recent development activity in the Region has largely consisted of suburban residential subdivisions. Regional decentralization, a lack of roadway connections, and a growing need for pedestrian facilities and connections are all outcomes of this development pattern. Because agriculture is the predominate land use (about 56% of the Region) and its retention and expansion a primary focus of this Plan, there is a need to 9‐3 Chapter 9 ‐ Transportation Resources Inventory and Plan accommodate agricultural vehicles and truck traffic associated with moving goods and services, particularly in the Resource Protection areas shown on Figures 9‐I and 9‐Q. Commuting Patterns/Mode of Travel/Demographics Work trips are a key piece of data that can be measured using census data and show accurate information about where residents of the Oxford Region travel to work. This information, as shown in Figure 9‐B, can help determine how far people drive, in which direction, and which roads may be more important in regard to commuting. Almost 30% of the Region’s residents work within the Region. Conversely, a majority (roughly 70%) of employment is located outside Figure 9-B: Top 5 Work Locations of for Oxford Region Residents the Region and the pattern for those working outside the Region is to the south and east1. This data emphasizes the importance of Route 1 as an expressway linking the Oxford Region with the rest of the Delaware Valley. In comparing the findings of the 2000 Census to the 2005‐2009 American Community Survey (ACS), in regard to commuting patterns, the results indicate that more workers drove alone and the Source: U.S. Census Bureau, 2000 Carpool and Walked [to work] categories decreased by 4% and 1%, respectively, since 2000. While the data indicates that the Region surpasses the County average in regard to carpooling and walking, the majority of residents remain dependent on the use of single occupancy vehicles as a means of reaching employment destinations. Figure 9-C: Journey to Work for Oxford Region Residents Oxford Region Oxford Region Chester County Journey Type 2000 Census 2005‐2009 ACS 2005‐2009 ACS Percent Number Percent Number Percent Drove Alone 75% 8,794 80% 198,004 81% Carpooled 13% 959 9% 18,740 8% Public Transportation 1% 60 1% 6,433 2.5% Walked 5% 480 4% 6,247 2.5% Other Means (Bicycle, etc) <1% 67 <1% 2,083 <1% Worked at Home 6% 668 6% 12,653 5% Totals ‐11,028 244,160 Source: U.S. Census Bureau, ACS, 2005‐2009 1 US Census, 2000 9‐4 Chapter 9 ‐ Transportation Resources Inventory and Plan Issues/Analysis: The Oxford Region leads the County in percentage of workers carpooling. This may be partly due to the fact that there are two park‐and‐ride lots located in the Region while there are only a limited number of park‐and‐ride lots throughout the rest of the County (See Figure 9‐Q), reinforcing the demand and need for additional opportunities for workers to reach employment destinations outside of the Region. Because residents of the Oxford Region travel further to work there is a need for alternatives to trips via single‐ occupancy vehicles. At the same time, 29% of workers who live in the Region also work within the Region as shown in Figure 9‐B. Similarly, of the employment opportunities within the Region, 52% of these are filled by residents of the Region; this figure is the highest in the County. The Oxford Region has a higher percentage of households where no vehicle is owned (9.8%) as compared to the County (5.2%). This data may also reflect the higher percentage of households in the Region making less than $40,000.00 per year (38.7%) which is much higher than the County’s 28.2%. These facts reiterate the need for both additional pedestrian connections within the Region as well as increased alternatives to driving such as transit opportunities for local trips that could be coordinated with the needs for workers traveling outside the Region. Roadway Conditions The Oxford Region’s transportation resources primarily consist of smaller rural roadways similar to the image on page 9‐1. The exceptions are U.S. Route 1 and Routes 10, 896, 472, and 272, and Baltimore Pike, an important regional roadway The US Route 1 Expressway was that once served as the primary road between Philadelphia constructed in the 1960s, and has and Baltimore, Maryland (see Traffic Volumes). As seen in served as a key factor in both the commuting patterns, other than those residents who work economy and development of the in the Region, a majority of the remaining work trips are to Region. the east and south of the Region, with many residents using U.S. Route 1 to travel to work. Figure 9‐D shows the miles of roadway in each municipality and indicates the level of responsibility for maintenance. Further, this mileage is used in the equation for liquid fuels funding [per mile] that each municipality receives from the state for annual road maintenance. Issues/Analysis: Road maintenance and improvements are costly yet important and necessary aspects of every municipality’s responsibilities.
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