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Transportation Analysis Green Bay Smart Growth 2022 Transportation Analysis Roadways .................................................................. 5-35 Introduction...............................................................5-1 Pedestrians ................................................................ 5-35 Land Use and Transportation.....................................5-1 Public Transit ............................................................. 5-36 Bicycle ....................................................................... 5-36 Historical Trends ...........................................................5-1 Parking ...................................................................... 5-36 Land Use ......................................................................5-1 Rail............................................................................ 5-37 Population ....................................................................5-2 Airport ....................................................................... 5-37 Housing Units ...............................................................5-2 Waterways ................................................................. 5-37 Existing Transportation System.................................5-3 Conclusion................................................................5-38 Travel Behavior.............................................................5-3 Roadway Network .........................................................5-3 Road Design Elements...................................................5-7 List of Figures Public Transit Network.................................................5-19 Pedestrian Network .....................................................5-23 Figure 5-1: 1990 Green Bay Urbanized Area Commuter Mode Bicycle Network ..........................................................5-24 Choice...................................................................... 5-3 Passenger Rail ............................................................5-27 Figure 5-2: Functional Class and National Highway Passenger Air..............................................................5-27 System ..................................................................... 5-5 Freight Transport ........................................................5-27 Figure 5-3: Roadway Geometry....................................... 5-10 Assessment of Existing Transportation Policies ......5-31 Figure 5-4: Hourly Vehicle Capacity Per Lane by Speed..... 5-12 Figure 5-5: Selected Roadway Site for Historical Traffic Zoning........................................................................5-31 Count Data ............................................................ 5-13 Streets .......................................................................5-31 Figure 5-6: Levels of Service Descriptions ........................ 5-14 City Ordinances...........................................................5-32 Figure 5-7: 2020 Level of Service (LOS) Forecast ............. 5-16 Summary of Findings and ........................................5-33 Figure 5-8: Sources of METRO Operating Funds ............... 5-20 Figure 5-9: Green Bay METRO Transit Service.................. 5-22 Conclusions ..............................................................5-33 Figure 5-10: Proposed Bicycle Network............................ 5-26 Figure 5-11: Airport Zoning and Freight Routes................ 5-30 Major Transportation Planning Issues ....................5-34 Primary Transportation Issues......................................5-34 May 2003 Analysis of Conditions 5. Transportation List of Tables Table 5-1: Green Bay Urbanized Area Functional Classification Mileage............................................. 5-4 Table 5-2: Historical Traffic Count Data for Selected Roadways, 1989-1998 ......................................... 5-13 May 2003 Analysis of Conditions Transportation Analysis The popularity of the automobile and the economic prosperity Introduction following World War II dramatically changed the form of cities. To accommodate the growing use of cars, more and more public This chapter summarizes the condition of the City’s transportation resources were funneled into road construction. The car became the system and identifies the issues to be addressed through the accepted and expected mode of transportation. As a result, land comprehensive planning process. Many of today’s transportation farther from the city core was now available for development. issues and problems are rooted in past development decisions and City policies. Transportation is not an isolated City component, but In an effort to avoid the negative impacts associated with different directly related to land use decisions and other public policies. land uses, new residential, commercial, and industrial land uses Thus, transportation should be considered with respect to all were segregated. Because land was cheaper on the city fringe, aspects of the planning process. developments could afford to provide plenty of space for “free” parking. Little effort was made to accommodate walkers and transit users in new developments. As auto-oriented development Land Use and Transportation continued, vehicle trips and traffic increased, and more roads were built and widened to serve demand. New and wider roads provided Historical Trends easier access to these areas, encouraging more development. Thus, a cycle of ever-increasing road demand developed. In the earliest cities, walking was the primary transportation mode. Early cities were densely populated and people lived close to where The connection between land use and transportation has become they worked. Many commercial buildings prior to 1900 were increasingly clear. Population and employment densities and mixed designed to accommodate businesses on the first floor with upper land uses are particularly critical for transit, biking, and walking to floors serving as residences for the owner or workers. With the be viable transportation modes. Furthermore, clustered housing and introduction of the streetcar, residential areas were located farther commercial sites near each other result in lower Vehicle Miles away from the fumes and noise of factories and commercial areas. Traveled (VMT). Downtowns evolved into more concentrated business centers with easy worker access via the transit system. Even though land uses Land Use became more separated, people still needed to be within walking distance of the streetcar line and neighborhood commercial areas. In 1990, about 59 percent of Brown County’s lands were for agricultural use, 11 percent less than in 1970. These lands had been May 2003 5-1 Analysis of Conditions 5. Transportation converted to urban land uses (i.e., residential, commercial, housing units in Brown County for both 1990 and 2000. Population industrial, governmental, institutional and transportation land per occupied housing unit in 1990 was 2.6 and in 2000 is estimated combined). In 1970, urban land uses accounted for 10 percent of to be about 2.4, suggesting a continued trend in declining total land uses in Brown County. By 1990, urban land uses had household size. It is important to take into account that these increases to 18 percent of total land uses. Between 1970 and 1990, figures are state-generated estimates. The more accurate 2000 the Brown County population grew by 23 percent, whereas total census data was not available at the time of this report. urban land uses increased by 78 percent. During this time, Residential and Commercial land uses increased by 120 and 157 Because land use and development patterns effect transportation percent, respectively. As a result, residential land use densities decisions, most of the transportation issues will relate to existing decreased from an average of 13 persons per acre in 1970 to seven and potential land uses and their relationship to the various persons per acre in 1990; a 44 percent decrease. transportation modes, infrastructure, and services. Population densities were likely significantly higher prior to World War II. The decades following the Second World War saw most cities changing to more auto-oriented, low-density, suburban development patterns. The community impact of this type of development pattern has led to longer travel distances, and greater road, sewer, and other utility costs. Population According to the US Census Bureau, the 2000 population of the City of Green Bay was 102,313, an increase of six-percent since 1990. Over the same period, Brown County grew 16.5 percent from 194,594 to around 226,778. Even though the City of Green Bay is growing in population, the areas outside the city limits have grown at a faster rate. In 1990, 50 percent of the Brown County population lived in the City of Green Bay; in 2000, 45 percent lived in Green Bay. The Brown County Planning Commission projects the 2022 population of Green Bay to increase to 108,700. Housing Units Housing units in Brown County increased to an estimated 91,800 in 2000 from 74,740 in 1990, a 23 percent increased. Occupied housing units were estimated to be about 97 percent of total Analysis of Conditions 5-2 May 2003 5. Transportation Existing Transportation System Figure 5-1: 1990 Green Bay Urbanized Area Commuter Mode Choice The “conditions” component of this report is a summary of the Biked Walked Worked Other existing transportation system. The transportation system includes 0.4% 4.4% at Home 0.5% the obvious elements such as the road and transit