Chapter Viii Transportation

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CHAPTER VIII TRANSPORTATION

GENERAL

The Transportation Plan, included within the 1972 Official Area-Wide Comprehensive Plan and the 1981, 1986, 1991 and 1996 Plan Updates, herein incorporated, is part of the larger eight-county 2030 Regional Transportation Plan adopted by the Ohio- Kentucky-Indiana Regional Council of Governments (OKI) in September 2001. Since the 1986 Update, OKI serves eight counties, with Ohio County in Indiana no longer participating in the regional program. The Transportation Plan includes recommendations concerning highways, mass transit, water, rail, pedestrian, bicycle, and air facilities. The NKAPC will continue to coordinate this Update and all future efforts with the OKI 2030 Regional Transportation Plan. The initial portion of this section of the Plan will focus on the OKI 2030 Regional Transportation Plan, followed by Plan recommendations for the Northern Kentucky/Kenton County area. The recommendations incorporate the top five priority issues raised at the two initial public hearings, held in Independence and Covington.

OKI REGIONAL TRANSPORTATION PLAN

Since the adoption of the last Comprehensive Plan Update in 1996, OKI, in accordance with the Federal Interstate Surface Transportation Efficiency Act (ISTEA) of 1991 and the 1998 Transportation Equity Act for the 21st Century (TEA-21), adopted the regional 2030 Regional Transportation Plan for the tri-state region of southwest Ohio, Northern Kentucky, and southeastern Indiana. OKI’s 2030 Regional Transportation Plan was adopted in September 2001, and continues the requirements of the Federal Highway Administration and Clean Air Act that call for the mitigation of congestion, air pollution, and other environmental, social and financial issues.

In June 1998, Congress passed the Transportation Equity Act for the 21st Century (TEA- 21). TEA-21 continued and reinforced the emphasis on public involvement during the planning and development of transportation improvements. TEA-21 also added representatives of transit users and freight suppliers to the list of entities given an opportunity to comment on transportation plans and programs. These acts give state and local officials tools for adapting the transportation system to meet the Clean Air Act Amendments (CAAA) requirements, including increased funding, flexibility to mix project types (e.g., transit, bicycle), and metropolitan and statewide planning requirements. Under TEA-21, one source of funding is the Congestion Mitigation and Air Quality Improvement Program (CMAQ). The CMAQ program funds transportation projects or programs that will contribute to attainment or maintenance of the national ambient air quality standards for ozone and carbon monoxide. The CAAA are described in further detail below.

Under the Clean Air Act Amendments (CAAA) of 1990, air quality attainment became a central objective of transportation policy, planning and program development. Within

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the OKI region, air quality plans were required to specify transportation control measures (TCM) to help meet ozone standards by late 1996. The OKI region became an air quality attainment area in 2000, however, transportation projects must continue to be consistent with air quality goals and the long-range transportation plan must ultimately conform to the air quality plan. The CAAA of 1990 is complemented by the ISTEA, passed in 1991 and TEA-21 in 1998. Those acts provide metropolitan areas with the funding and flexibility to help improve air quality through improving the transportation system. The OKI 2030 Regional Transportation Plan, in addition to enhancing mobility, must also insure that the growth of future travel does not reverse the air quality improvements required by this Act. Because of the new requirements placed on transportation planning for the OKI region (the CAAA and the ISTEA legislation), the OKI 2030 Regional Transportation Plan must continue to take into consideration the following issues:

• Travel demand management is to be applied to balance the need for new transportation facilities with demand (e.g., alternatives to driving alone are to be promoted in order to reduce the need for expanding transportation facilities);

• Transportation demand is to be accommodated by a multi-modal system that includes, in addition to highways, transit, ride-share programs, and bicycling and pedestrian facilities;

• Transportation projects that involve capacity expansion will not be permitted to advance in planning unless they are in conformity with provisions in the air quality plan;

• Congestion is to be mitigated; and

• Plan recommendations must be accompanied by a financial plan to clarify funding availability and implementation responsibilities.

These federal acts on air quality in the OKI region continue the need for transportation planning because federal funding for roadway construction or expansion will only be available for those projects that accompany improvements in air quality. In addition, the OKI 2030 Regional Transportation Plan lays the groundwork for increasing travel by transit and other drive-alone alternatives, for using roadways more efficiently, and for balancing travel supply and demand.

Based on ISTEA and TEA-21, the forum for transportation decision-making on a regional basis is the Metropolitan Planning Organization (MPO). The OKI has been the designated MPO for the metropolitan region since 1965. The NKAPC is a contributing and funding member of OKI.

The Transportation Plan Element of the 2001 Plan Update, as contained herein, is consistent with the 2030 OKI Regional Transportation Plan (September 2001), as updated.

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The Goals of the 2030 OKI Regional Transportation Plan are as follows: z Improve mobility for people and goods z Protect environmental quality z Develop new transportation funding sources and strategies z Improve travel safety z Provide transportation opportunities in an equitable manner z Strengthen the connection between land use and transportation planning

The OKI 2030 Regional Transportation Plan identifies Highway Capacity Projects (projects for which funding is allocated and are thus considered “committed” for implementation) in the FY 2002- 2005 Transportation Improvement Program in Northern Kentucky/Kenton County, as follows:

Facility Location Description KY 16 I-275 to KY 1501 Widen to 3 lanes KY 17 Pelly Road to KY 16 Widen to 5 lanes KY 1303 Autumn Road to Richardson Road Widen to 5 lanes KY 1303 Lindenwood Drive to Autumn Road Widen to 5 lanes KY 1303 Dudley Pike to Lindenwood Drive Widen to 5 lanes New Bridge Over Ohio River New bridge New Dolwick to Erlanger- Crescent Springs Construct new connector Connector Road

Recommended Highway Capacity Projects in the 2030 Regional Transportation Plan are those projects identified as needed but not financially constrained, meaning there is not expected to be available funding for them. These are considered to be projects with merit and will remain available for future consideration, but should not be considered as part of the OKI Plan until funding becomes available. The projects identified as Recommended Highway Capacity Projects are as follows:

Facility Location Description KY 1072 I-75 to Henry Clay Avenue Add 1 lane I-75 Brent Spence Over Ohio River Replace with new 10 lane bridge Bridge KY 1501 KY 16 to KY 17 New 3-lane facility S of existing KY1501 I-75 KY 1072 to Brent Spence Add 2 lanes Bridge KY 1303 Dudley Road to US 25 Add bike lanes & add 2 lanes north of I-275 KY 1303 KY 536 to Richardson Add 1 lane & bike lanes KY 16 KY 17 in Nicholson to Hands Add 1 lane Pike KY 8 4th Street Bridge over Licking Add 3 lanes River KY 8 4th St. (Main Street to I-75) Modify alignment, add approach

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lane to I-75 KY 536 Boone County to KY 17 Add 1 to 3 lanes KY 536 KY 17 to KY 16 Add 3 lanes KY 536 KY 16 to KY 177 2-lane facility on new alignment KY 1072 North of I-275 New 2-lane connector

Most of the projects identified as deficiencies in the 2030 Regional Transportation Plan are identified in the Six-Year KTC Transportation Plan, or are proposed for improvement in this Plan Update.

In the section regarding bicycle and pedestrian travel, the OKI 2030 Regional Transportation Plan emphasizes the need to give priority funding to those projects that promote bicycle and pedestrian travel to reduce vehicular trips. The Northern Kentucky Area Planning Commission previously completed the Kenton County Bicycle Plan in 1999 and a part of the Kenton County Pedestrian Plan in 2001.

The 1990 Clean Air Act Amendments places emphasis on the adoption and implementation of 'transportation control measures' (TCMs). A number of TCMs are identified in the Act, including expanded public transit, high-occupancy vehicle lanes, employer-based transportation management plans, trip reduction ordinances, programs to provide high occupancy shared-ride services, limiting sections of metropolitan areas to pedestrian or non-motorized vehicle use, providing secure bicycle storage and bicycle lanes, and the construction of paths exclusively for the use of pedestrians and non-motorized vehicles, all of which are included in the OKI Plan.

The TCMs in the OKI 2030 Regional Transportation Plan are consistent with the Transportation Systems Management (TSM) approach included in the previous Comprehensive Plan Update. This approach places emphasis on making the most effective use of existing transportation corridors and systems and promotes:

• Widening and realignment of existing roadways rather than new construction; • Operational improvements to existing facilities; and • Encouraging expansion of transit, carpooling, vanpooling, and shifting peak hour work trips to non-peak hour periods.

The use of Operational Improvements in the OKI 2030 Regional Transportation Plan continues to be a key recommendation of this Plan Update and would include the following types of improvements:

• Widening intersection approaches; • Provision of reversible lanes; • Provision of left-turn storage lanes; right-turn storage lanes; deceleration or acceleration lanes; • Prohibition of turning movements; • Prohibition of on-street parking; and • Synchronized signalization.

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PROJECTS COMPLETED OR UNDERWAY FOR OKI REGION

Central Area Loop Study

The Central Area Loop Study presents the unique opportunity to study the public transportation needs at the core of the Cincinnati and Northern Kentucky region during a dynamic period of growth. Major investment studies were performed for the Northeast Boone County Corridor in Kentucky, the Eastern Corridor in Ohio, the bi-state I-71 Corridor and Fort Washington Way. Each of these studies addressed significant regional transportation issues, dealing primarily with transportation into and through the core of the region. Unlike these prior studies, the Central Area Loop Study focuses on serving the transportation needs within and between the central business districts and activity centers of Cincinnati, Newport and Covington. Uniquely, the Central Area Loop Study will connect with these other studies at a common intersection—the central business districts of the tri-city area. The recent success of the Southbank Shuttle has clearly demonstrated a demand for an effective transportation system serving the riverfront cities. The study looked at ridership, in terms of numbers, characteristics, origins and destinations, and willingness of the public to use the service. A Southbank Shuttle on-board survey was conducted and it was concluded that the majority of riders were residents verses visitors. These residents were of varying incomes but of those surveyed, the riders used the Shuttle on a daily basis as their sole means of transportation. The majority of visitors using the Shuttle were coming from the hotels located in Covington. OKI compared competing transit technologies —their characteristics, costs and implications for the existing environment — to develop a proposal that considers a mix of alternatives that provide the best match with present and future ridership and mobility. The study made the following recommendations:

• Enhancements to Southbank Shuttle - Link Southbank Shuttle with SORTA (Southern Ohio Regional Transit Authority), including components of MetroMoves (plan for future of transit in Greater Cincinnati) - Revise and expand routes to include urban core of Cincinnati, Covington, and Newport and increase frequency - Implement measures to improve operational mobility of transit, which may include dedicated transit lanes and transit signal priorities - Implement recommendations by Transit Authority of Northern Kentucky (TANK) and SORTA through amendment of their existing Inter-Local Agreement • Advancement of the Street Car alternative for further study under the Regional Rail Plan • Inclusion of the Newport Light Rail Spur into the Southeast Corridor Study; integrate the findings of the study into the Regional Rail Plan • Personal Rapid Transit (Taxi 2000) - Is not recommended for adoption as the loop circulator technology for the Central Area • Traffic Improvements on 4th and 5th Streets, including: - Signal modification

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- Signal detectors - Lane striping - Addition of left-turn lanes - Additional signage - Construction of right-turn lane at the Clay Wade Bailey Bridge • Licking River Bridge: - The Cities of Newport and Covington have agreed to work together on a solution for the rehabilitation and/or replacement of the Veteran’s Memorial Bridge. - The new design will not involve the taking of any existing buildings.

For further information, the Central Area Loop Study is available at the NKAPC offices.

I-71 Corridor, Phase I Study (completed by Ohio Department of Transportation -1997)

The I-71 Corridor Study began in 1994 as an effort to evaluate the operations of the interstate and options to improve mobility in the corridor. The corridor is defined as the area within approximately one mile east and west of the interstate facility. The boundaries of the study area were defined as SR 48 to I-275 in Warren County, Ohio. The study recommended that I-71 in Warren County be widened to four lanes in each direction between I-275 and SR 48. The portion south of Western Row Road to I-275 is complete, and the portion north between Western Row Road and SR 48 is scheduled for completion this year.

Fort Washington Way Study (completed by OKI-1997)

The Fort Washington Way section of I-71, along the central riverfront area of Cincinnati, was studied as a sub-corridor within the I-71 Corridor, Phase II Study. The study of Ft. Washington Way was conducted separately but concurrently with the I-71 Study and was completed in January 1997. At the request of the City of Cincinnati, the OKI Board of Trustees agreed in September 1995 to conduct an analysis of Fort Washington Way, to determine whether to rebuild it as it is, modify it in some manner, or eliminate it altogether. The decision was made to redesign the facility. It became apparent that this major highway project would prove to be the keystone for redevelopment of the Cincinnati riverfront.

The redesign of Fort Washington Way not only improved the performance of the highway system, but did so on a smaller “footprint”, freeing up valuable real estate for future reuse. Other major projects, dependent on the redesigned transportation artery, began to move forward. The new home of the Cincinnati Bengals, Paul Brown Stadium, opened in August 2000. Great American Ball Park, a new professional baseball park for the Reds, is under way, as is the Freedom Center, a museum dedicated to the Underground Railroad. A major storm water retention basin was built into the project at the foot of the new Third Street. Staging areas for buses were included in the design below the new Second Street. The main line of the new facility was fully open by the end of 2000. Other improvements, completed in 2001, include the following: a four-lane facility (I-71) in both directions and the separation of I-71 and U.S. 50, and improved

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bridge access between Northern Kentucky and Cincinnati. These include direct connections between the Central/ Southgate Bridge from Newport into Broadway Street in Cincinnati and from the Clay Wade Bailey Bridge in Covington into Second and Third Streets in Cincinnati.

I-71 Corridor, Phase II Study (completed by OKI-1997)

The I-71 Corridor will operate at Level of Service F by the year 2020 if nothing is done to improve mobility. This translates into severely increased travel times, diminished air quality, and delays in emergency and municipal services. With these factors in mind, it was concluded that a Major Investment Study would be necessary for this corridor. The Phase II I-71 Corridor extends from two points — Florence, Kentucky and the Cincinnati/Northern Kentucky International Airport — north through Boone and Kenton Counties; along I-71/I-75 into downtown Covington; through downtown Cincinnati, the University of Cincinnati/Medical Center area, the cities of Norwood, Silverton, and Blue Ash and several other Hamilton County cities; and terminates in southern Warren County at Kings Mills Road.

Light rail transit was identified by OKI as the preferred alternative to address the transportation goals established for the Corridor, including improving mobility, accessibility, the physical and social environment, economic development, and air quality. The minimal operable segment (MOS) was identified as the area between 12th Street in Covington, Kentucky and approximately Cornell Road in Blue Ash, Ohio. The Preliminary Engineering and Draft Environmental Impact Statement (PE/DEIS) of the MOS is currently underway and is scheduled to be completed by December 2001. During the PE/DEIS portion of the study, the exact alignment and station locations will be determined and environmental impacts will be evaluated.

Advanced Regional Traffic Interactive Management & Information System (ARTIMIS)

This traffic management system continuously monitors traffic conditions along 88 miles of highway in the Cincinnati - Northern Kentucky region. The system became operational in 1998. The goals of ARTIMIS are to improve air quality, reduce travel time, and make driving safer and easier. Key capabilities of the system include route guidance through pre-trip travel information supplied through the SmarTraveler telephone system, and en-route driver information provided through changeable message signs and radio instruction reports. The system provides incident and congestion management and assists with traffic control. Such congestion is typically due to excess travel during peak commute periods or reduced highway capacity resulting from traffic incidents. A traffic incident may be defined in terms of a traffic accident, stall or other vehicular failure, spilled load, construction zone, or special event.

Fiber optic cables have been installed along Interstate 71/75 from Florence to Interstate 275, north of Cincinnati, as well as Interstate 275, from Interstate 71 to Ohio State Route 4. The system also includes traffic control detectors on the freeway to identify congestion and potential incidents, cameras for video coverage to assist in evaluating

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identified congestion, changeable message signs, and highway advisory radio to provide motorist information.

The information collected is sent back to the operations control center, located in downtown Cincinnati, near I-75/71, which monitors and manages traffic flow. The information is analyzed by computer to determine if a potential incident exists. If an incident exists, a traffic manager uses the video cameras to verify the type and severity of the incident. Then a response plan is initiated based upon the type of problem encountered. The traffic manager can then take the necessary actions such as contacting appropriate emergency personnel and informing motorists via the changeable message signs and highway advisory radio. Another response would be to contact one of the freeway service vans, which patrol the highways during the peak period of the day. The van drivers are able to assist with minor repairs and request additional assistance through communications with the operations control center. During this past summer, the system was expanded to include 24-hour surveillance, 7 days a week.

The OKI 2030 Regional Transportation Plan recommends that ARTIMIS be extended to cover an additional 119 miles of the region’s freeway system, inclusive of fiber optic cable. The freeway segments to be included in the ARTIMIS extension are: z The remainder of I-275, z I-74 inside the beltway, z I-75 outside the beltway north to SR 73, z I-71 outside the beltway north to SR 48, z I-75/I-71 outside the beltway south to the junction where I-75 and I-71 separate, z Ronald Reagan Highway between I-75 and I-275, z Tie-ins to major arterials, ramp metering at key Interstate 71 interchanges, tie-ins to public transit, and information kiosks at the workplaces, shopping centers, and other major trip generators.

Kenton County Transportation Initiative Study (underway)

The Kenton County Transportation Study is an initiative of the Kenton County Fiscal Court. The plan is being developed by OKI, in partnership with the Northern Kentucky Area Planning Commission, the Transit Authority of Northern Kentucky, and the Kentucky Transportation Cabinet. The plan will provide a comprehensive, multi-modal strategy for improving transportation in Kenton County. It will include a demonstration element linking transportation improvements with the County's future land use, a model that may be used for future transportation planning in the region. The plan will account for the importance of transportation in sustaining economic growth and enhancing the quality of life. It will address issues related to travel equity, air quality impacts, and financial constraints.

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RECOMMENDED CORRIDOR STUDIES (OKI)

I-275 South Corridor

The I-275 South Corridor is Northern Kentucky’s primary east-west route. It runs from KY 212, at the Cincinnati/Northern Kentucky International Airport, east to I-471. The I- 275 South Corridor will continue to grow in response to residential, commercial, and industrial development in Northern Kentucky and airport expansion. This growth will place greater demand on I-275 and adjacent roadways.

Ohio River Corridor Plan

Some of the major features of this plan are summarized below: z Project Area: The project area would extend 86 miles from Utopia, Ohio to Aurora, Indiana, to include the entire length of the Ohio River through the OKI region. The planning corridor’s width would vary, but all of the political jurisdictions along the River would be invited to participate in the planning effort. z Plan Components: The plan would define a shared vision for the Ohio River Corridor’s development. It would include identification of areas of special interest for recreation (bike trails along with greenspace projects) or tourism (scenic, historical, geologic, or unique resources); identification and prioritization of potential development projects; conceptualization of transportation improvements to provide mobility through the corridor; and recommendations for preserving areas of special interest, developing new projects, and improving the transportation system. z Transportation Element: The need for improving east-west mobility and north- south connectivity would be assessed for the highways that parallel the Ohio River (US 50 and US 52 in Ohio and KY 8 in Kentucky). Issues that affect the River’s importance as an inland waterway for moving freight may also be addressed. z Getting the Process Started: As a first step, OKI would oversee the development of a consortium of local governments and private organizations with an established interest in the Ohio River Corridor. The consortium would agree on a project scope that would define the study elements and the process to be used for involving the public in the plan’s development. z Funding: Funds to cover the estimated $2,000,000 study cost would come from county and municipal jurisdictions bordering the river, federal and state sources, and contributions from the private sector.

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NORTHERN KENTUCKY / KENTON COUNTY

TRAFFIC FLOW CHANGES SINCE THE PREVIOUS PLAN UPDATES

Major traffic flow1 changes have occurred along the following routes since the last Plan Update: z KY 536 (Bristow Road, Mt. Zion Road, Harris Road, and Decoursey Pike) - increased from 1,166 - 5,394 Average Daily Traffic (ADT) (1994-96) to 1,540 – 6,324 ADT (1999-2000) z KY 16 (Taylor Mill Road) from I-275 to Hands Pike - increased from 10,084 - 24,119 ADT (1996) to 17,249 – 27,467 ADT (1997-1999). z Madison Pike (KY 17) north of Kyles Lane to Orphanage Road - increased from 22,905 ADT (1996) to 34,918 ADT (1999). z Madison Pike (KY 17) from I-275 to Hands Pike - increased from 17,830 - 25,252 ADT (1996) to 28,797 (1999). z Hands Pike from KY 17 to KY 16 - increased from 3,087 - 7,967 ADT (1996) to 3,425 – 8,165 ADT (1999). z Anderson/Bromley Crescent Springs Road from Buttermilk Pike to KY 8 - increased from 5,386 ADT (1996) to 6,260 – 6,479 ADT (2001). z Dixie Highway (U.S. 25) from the Boone/Kenton County line to south of Garvey Road - increased from 25,039 - 25,353 ADT (1994) to 36,545 ADT (1999).

HIGHWAY IMPROVEMENTS COMPLETED OR UNDER CONSTRUCTION SINCE LAST PLAN UPDATE

Since 1996, a number of highway improvements were completed, or are under construction. The projects and their status are as follows: z I-75 - Widening of Interstate 75 from KY 338 to the KY 491 Interchange, through Boone, Grant and Kenton Counties – completed z 12th Street (Shortway) Bridge - Replacement of the bridge between 12th Street in Covington and 11th Street in Newport with a new bridge consisting of four (4) travel lanes – completed

1 Kentucky traffic count stations and changes in traffic flow may be viewed via www.kytc.state.ky.us/planning/Count_Maps. Traffic Counts were requested in areas that are not included in the Traffic Count Station Map and are available in the NKAPC offices.

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z I-71/I-75 - The widening and realignment of I-71/I-75 from 3000 feet south of Dixie Highway to Kyles Lane – completed z I-71/I-75 Interchange at Donaldson Road - Reconstruction of the Interstate 71/75 Interchange at Donaldson Road - under construction to be completed in 2002. z KY 1018 (US 42 to KY 18 - Boone County) – completed z Connector road east of I-75 (John Weaver Road to Mt. Zion Road) - completed z Dixie Highway/Turkeyfoot Road Intersection - The addition of a left turn lane for congestion mitigation on Dixie Highway (US 25) at Turkeyfoot Road (KY 1303) – completed z Dixie Highway (US 25) at Sleepy Hollow Intersection - Construction of a left turn lane on Dixie Highway (US 25) at Sleepy Hollow Road (KY 1072), for congestion mitigation – completed z Buttermilk Pike (KY 371) - The widening and reconstruction of Buttermilk Pike from the post office to Dixie Highway (US 25) – to be completed in late 2001 or early 2002 z Madison Pike - Major widening and roadway alignment of KY 17 (Madison Pike) from the four-lane section to Pelly Road – under construction z Dixie Highway - The reconstruction of Dixie Highway (US 25) through Park Hills to address drainage problems – completed z KY 536 - Reconstruction and realignment of KY 536 to eliminate the at-grade railroad crossings at Banklick Road and Hogreffe Road – under construction z Installation of traffic signal systems - Installation of traffic signal systems, for congestion mitigation, along KY 8, KY 1120, KY 16, and KY 17 in Ludlow, Bellevue, Newport, and Taylor Mill. The limits in Taylor Mill will be from the south Covington city limits to the KY 16 / KY 17 connector - completed z Madison Pike - New roadway alignment of KY 17 (Madison Pike) from Pelly Road to KY 16 – right-of-way acquisition and utility relocation z Covington Traffic Signal System - Computerized - The rehabilitation of the downtown Covington traffic signalization system, for congestion mitigation – completed z I-71/I-75 – Restoration and rehabilitation of five detention basins along I-71/I-75 at Park Hills/Covington – completed z Clay Wade Bailey Bridge – Power-wash and paint the bridge between Covington and Cincinnati – completed z KY16 – Grade, drain, and surfacing project from Mile Point (MP) 2.6 to MP 3.05 – completed z I-75 – Add restroom facility to I-75 weigh station in Kenton County – completed z Mt. Zion Road – Construct grade separation at CNO and TP railroad, located 0.7 mile east of Interstate 75, near Kenton County line - completed

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PROJECTS CURRENTLY INCLUDED IN THE SIX-YEAR PROGRAM

The Kentucky Transportation Cabinet's Six-Year Program provides for a number of transportation improvements expected to occur over the next several years.2 This information, which is available in the offices of the NKAPC, provides a description of the various projects within Kenton County, and projects within Boone and Campbell Counties, which affect Kenton County. The following is a summary of projects currently included in the Kentucky Transportation Cabinet's Six-Year Highway Plan that are located in Kenton County, and those in Campbell or Boone Counties which impact Kenton County:

• Turkeyfoot Road (KY 1303) - Relocation from Lindenwood Drive to Autumn Road – scheduled for construction FY 2001-2002.

• Turkeyfoot Road (KY 1303) - Widening and realignment from Dudley Road to Lindenwood Drive – scheduled for construction FY 2002.

• Turkeyfoot Road (KY 1303) - Widening and realignment from Autumn Road to West Richardson Road – right-of-way acquisition and utility relocation for FY 2004 – construction FY 2005.

• KY – 536 – Reconstruct to a 3-5 lane rural section from the Boone County line to KY 17 - design FY 2002.

• 12th Street / KY 1120 - Reconstruction including minor widening from Interstate 75 to the Shortway Bridge - design in FY 2001 - right-of-way acquisition and utility relocation FY 2002 - construction FY 2004-2006 - Historic Mitigation Review Underway.

• Turfway Connector – From intersection of Dolwick Drive east, parallel to I-275 and I- 75 to Erlanger-Crescent Springs Road - right-of-way acquisition FY 2001 - utility relocation partially under construction Erlanger/Crescent Springs Road, completion FY 2002 - construction FY 2004-2005.

• I-75 (Brent Spence Bridge) – Initiate preliminary engineering and environmental studies to evaluate the replacement of the existing I-71/75 Brent Spence Bridge over

2 The Kentucky Transportation Cabinet's Six-Year Program includes construction projects to be commenced during a given biennium of the Legislature. These projects are based upon anticipated revenues to be appropriated by the General Assembly. The Program includes a list of pre-construction projects in various stages of planning and preparation and a four-year planning document for projects that are being reviewed by the Kentucky Transportation Cabinet, but not being included for funding during the first two years of the Six-Year Program. This program is then reviewed and approved by the General Assembly.

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the Ohio River between Covington and Cincinnati - design engineering and environmental studies FY 2006.

• Taylor Mill Road - Reconstruction of KY 16 (Taylor Mill Road) from Interstate 275 to Hands Pike - scheduled for right-of-way acquisition and utility relocation FY 2003 - construction FY 2005-2006.

• Bridge Replacement - Bridge replacement over the railroad at KY 8 in Ludlow - construction FY 2002.

• Madison Pike (KY 17) – Major widening of KY17 from Pelly Road to KY16 - utility relocation FY 2001 - construction FY 2003-2004.

• Taylor Mill Road (KY 16) – Reconstruct intersection with KY 536 west (cut vertical curb) - right-of-way acquisition and utility relocation FY 2001 - construction FY 2002.

• I-275 – Pavement rehab from MP 82.48, US 25 to MP 83.78, I-75 - construction FY 2001.

• I-275 – Pavement rehab from MP 0.00, I-75 to MP 4.06, 0.09 miles west of KY 212 - construction FY 2001.

• Various Northern Kentucky Area CMAQ (Congestion Mitigation and Air Quality Improvement Program) funded projects for congestion mitigation. Construction is underway and slated for 2004.

• ARTIMIS Regional Traffic Management System operations and management costs - funds are appropriated for FY 2001, 2002, 2003, and 2004.

• US 25 – Dry Ridge – Florence Road - minor widening to 3-lane US 25 from KY 1829 (Industrial Road) to KY 338 at Richwood - design FY 2002 - right-of-way and utilities FY 2004 - construction FY 2006.

RECOMMENDED TRANSPORTATION PLAN IMPROVEMENTS

Highway Plan

The Highway Plan for Kenton County is shown on Maps 8A and 8B and summarized in Table 8 - 1. The Highway Plan is similar to the plan contained within the 1996 Plan Update, excluding those recommended highway projects that have been completed or are under construction and anticipated to be completed in the near future.

The Highway Plan recommends improvements to the existing roadway system and, in some instances, new roadways. Recommendations may include various improvements

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along a given corridor, including widening, realignment, and other improvements such as intersection redesign.

To effectively evaluate and select a system of recommended highway improvements for this and previous Plan Updates, the following classification of highway facilities and service criteria is recommended:

Freeways - These facilities are divided highways with full control of access and grade separations for all intersection traffic flows. There are no traffic signals, pedestrians, or parking to interfere with the continuity of high-speed travel. The controlled access of freeways results in high-lane capacities, enabling them to carry up to three times as much traffic per lane as arterial streets.

The principal design features of freeways include the following:

1. Control of access - Full control of access permits ingress and egress only at designated points. It eliminates possible marginal interference and assures that the high capacity of the initial construction will be maintained throughout the life of the facility.

2. Grade Separations - All at-grade intersections with cross streets and railroads are eliminated by grade separation structures to permit continuous traffic flow at high speeds with no interruptions.

3. Interchanges - Ingress and egress points are provided at selected locations commensurate with traffic and/or land use requirements. Ramps are constructed to provide adequate approaches to the mainline of the freeway and to minimize interference with through traffic.

4. Lanes - A minimum of four twelve-foot lanes are provided, and curbs, where used, are offset at least two feet from the pavement edge.

5. Medians - Median dividers separate opposing traffic and minimize the potential of head-on collisions.

6. Shoulders - Paved shoulders provide refuge for emergency vehicles.

7. Design speed - The maximum design speed for through lanes on freeways is 65 miles per hour in outlying areas and 55 miles per hour in urban areas, where physical and/or land use conditions make the use of higher design speeds unreasonable. Horizontal alignments, vertical curvature and grades, super- elevation, and sight distance are correlated to achieve efficient design.

8. Rights-of-way - Rights-of-way are adequate to encompass all construction elements including side slopes and marginal drainage installations.

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2001 AREA-WIDE COMPREHENSIVE PLAN 8-15 COMPREHENSIVE 8-15 PLAN 2001 AREA-WIDE TABLE 8-1 RECOMMENDED HIGHWAY IMPROVEMENTS KENTON COUNTY Page 1 of 6 DESCRIPTION FROM TOA.D.T.* SUMMARY

FREEWAYS 1-71 Extension (Boone I-71/I-75 U.S 25- Extension of I-71 from its interchange with I-75 to U.S. 25 County) ARTERIALS

Traffic operational improvements -- intersection widening and realignment for left-turn storage at Arlington, Kyles Lane, 13,571-29,294 ('94) U.S. 25 (Dixie Highway) Boone County 12th Street Zayre Shopping Center, Beechwood Road, and Burdsall. 11,833 -36,545 ('99) Synchronization of signals with area-wide signal system completed.

KY 1303 Turkeyfoot Road I-275 Dixie Highway10,151 ('96) Upgrade from two to three lanes

Upgrade from two to five lanes and realign -- widen and realign between Dudley Pike and Richardson Road to provide 8,644 ('98) - 23,237 ('97) for five 12 foot lanes (continuous center left-turn lane). KY 1303 Turkeyfoot Road I-275 Mt. Zion Road 25,201 - 15,216 ('00) Richardson Road to Mt. Zion Road -- Widen and improve roadway to contain three to five lanes. Improve turning movements at key intersections.

Widen to accommodate 3 to 5 lanes, and provide adequate KY 536 (Mt. Zion Road, 1,166 - 5,394 ('96) shoulder and realign where necessary, incorporating Bristow Road, Harris Road, I-75 Visalia 6,324 ('99) sidewalks and bicycle lanes. For specific recommendations, and Decoursey Pike) 1,540 ('00) refer to KYTC KY 536 Corridor Study.

Villa Hills/ Crescent Need to provide alternative access into Villa Hills/ Crescent Alternative Access Corridor I-75 Springs/ Fort Mitchell/ New Springs/ Fort Mitchell area to relieve Buttermilk Pike Corridor. Ludlow TRANSPORTATIO A.D.T.- Average Daily Traffic Volume N/A - Not Available R/W - Right-of-Way * Note: Traffic counts (2001) were taken during major reconstruction of a number of routes in Northern Kentucky. Therefore, these counts may not represent normal average daily traffic volumes. SOURCE: Northern Kentucky Area Planning Commission PREPARED BY: Northern Kentucky Area Planning Commission, 2001

2001 AREA-WIDE COMPREHENSIVE PLAN 8-16 COMPREHENSIVE 8-16 PLAN 2001 AREA-WIDE Table 8-1 Page 2 of 6 DESCRIPTION FROM TOA.D.T.* SUMMARY

Philadelphia St., Main 4th Street: Crescent St./Clay Wade Bailey Avenue, Philadelphia KY 8 (4th and 5th Streets Bridge, Garrard St., St., Main St./Clay Wade 9,130 - 17,638 ('96) Refer to OKI's Central Area Loop Study. paired system) Philadelphia St., Bailey Bridge, Greenup Greenup St., Garrard St., Garrard St. St. Traffic Operational Improvement -- Remove parking and Lagoon Street, 9,153 ('96) Bromley Lagoon Street, provide for three lanes with center left - turn storage or KY 8 Southern R.R., 4,502 ('98) Southern R.R. reversible lane. For specific recommendations, refer to State Crescent Avenue 12,617 ('99) Route 8 Corridor Study KY 212 (Boone 1,555 ('96) Major reconstruction of sections necessary to repair hillside KY 8 Bromley County) 2,085 ('99) slippage problems and stabilize hillside. Extension of KY 8 to provide access to proposed riverfront Southern R.R. Bridge Highway Avenue (KY 8) Swain Court development in Covington and Ludlow. Refer to Special Area Development Area designation for this area.

Use of one-way paired system from north of 12th Street (KY 1120). Redesignation of Scott Street and Greenup Streets to Scott and Greenup Streets Scott Street: 3rd Street local streets south of 12th Street, with Madison Avenue 11th Street 9,310 ('96) 10,365 ('99) (one-way paired system) Greenup Street: 3rd carrying north/south through movement. Traffic Operational 11th Street 9,310 ('96) 9,511 ('98) Revised Street Improvement -- Remove parking at key intersections for required turning movements; synchronization of signals with area - wide system

Traffic Operational Improvement -- Remove parking at key 13,817 ('93) Main Street 5th Street Pike Street intersections; synchronization of signals with area - wide 9,449 ('99) system.

Russell Street, Upgrade/Widening - Provide a two-way system with exclusive I-75, Russell Street, 11,536-15,072 ('96) 12th Street Madison Avenue, turn lanes at key intersections. Currently undergoing Section Madison Avenue 7,212 -17,231('99) Licking River 106 Review to study historic remediation.

A.D.T.- Average Daily Traffic Volume TRANSPORTATIO N/A - Not Available R/W - Right-of-Way * Note: Traffic counts (2001) were taken during major reconstruction of a number of routes in Northern Kentucky. Therefore, these counts may not represent normal average daily traffic volumes. SOURCE: Northern Kentucky Area Planning Commission PREPARED BY: Northern Kentucky Area Planning Commission, 2001

2001 AREA-WIDE COMPREHENSIVE PLAN 8-17 COMPREHENSIVE 8-17 PLAN 2001 AREA-WIDE Table 8-1 Page 3 of 6 DESCRIPTION FROM TOA.D.T.* SUMMARY

Madison Avenue planned to handle major north/south traffic flow. (Reclassification of Scott and Greenup Streets south of 12th Street to local street status and redesign to stop through 10,721- 20,347 ('96) Madison Avenue 3rd Street 26th Street movement of traffic). Traffic Operational Improvements 12,023- 17,028 ('01) including necessary widening to accommodate left-turn storage lane at all key intersections; synchronization of signals with area-wide system.

New connector from the intersection of Highland Pike and KY Highland Pike Extension New 17 to the Fidelity site. 26th and Madison Southern Avenue 11,164 - 15,635 ('96) Traffic Operational Improvements - synchronization of signals KY 16/ KY 177 Avenue (Ritte's Corner) 13,924 ('97) with area-wide system. Traffic Operational Improvements including necessary 3,386 - 4,244 ('94) widening to accommodate left-turn storage lane at all key Decoursey Pike (KY177) Southern Avenue Banklick Creek 3,871 ('00) intersections - synchronization of signals with area -wide system. 10,084 - 24,119 ('96) Relocate KY 16 to Old Taylor Mill Road; Installation of Taylor Mill Road (KY 16) I-275 Hands Pike 17,249 ('97) sidewalks and bike lanes. 27,467 ('99) Relocation of existing KY 16 to Old Taylor Mill Road Traffic KY 16/ Wayman Operational Improvements including necessary widening to Old Taylor Mill Road I-275 NA Branch Road accommodate left-turn storage lane at all key intersections; Installation of sidewalks and bike lanes. Wayman Branch Road Hands Pike KY 162,495 ('01) Widen and realign to provide east/west access Rural Safety Improvement - Widen to 3 lanes and provide U.S. 25 (Boone adequate shoulder; Widen intersections for left - turn storage KY 16 Hands Pike 5,442 ('94 )- 8,570 County) lanes at Hands Pike, Cox Road, Cherokee Shopping Center entrance, Harris Road and KY 17. Traffic Operational Improvements - Widen to 22-foot wide 7,332 - 9,518 ('94) pavement; widen intersection for left - turn storage lane at KY 236 (Stevenson Road) Turkeyfoot Road Dixie Highway 8,915 - 10,712 ('00) Turkeyfoot Road. Synchronization of signals with area -wide TRANSPORTATIO system. A.D.T.- Average Daily Traffic Volume N/A - Not Available R/W - Right-of-Way * Note: Traffic counts (2001) were taken during major reconstruction of a number of routes in Northern Kentucky. Therefore, these counts may not represent normal average daily traffic volumes. SOURCE: Northern Kentucky Area Planning Commission PREPARED BY: Northern Kentucky Area Planning Commission, 2001 N

2001 AREA-WIDE COMPREHENSIVE PLAN 8-18 COMPREHENSIVE 8-18 PLAN 2001 AREA-WIDE Table 8-1 Page 4 of 6 DESCRIPTION FROM TOA.D.T.* SUMMARY

KY 212 (Boone Widen to accommodate four lanes of traffic and center left Donaldson Road (KY 236) I-75 (Kenton County) 26,083 ('96) County) turn lane. Erlanger - Crescent Springs 8,022 ('99) I-75 I-275 Widen to accommodate two or three lanes of traffic. Road 9,036 ('01) Hartman/Erlanger Road Donaldson Road Dolwick RoadNA Widen and realign Widen to three lanes (center lane for left-turn storage) or four lanes with left-turn storage lanes at Turkeyfoot Road and Dixie Industrial Road U.S. 42 (Boone County) Turkeyfoot Road 11,816 ('98) Highway. Synchronization of signals with area wide signal system. KY 1303/ Turkeyfoot 4,070 ('96) Widen and realign - construct a new connector between KY Richardson Road KY 17 Road 6,588 ('98) 1303 and Richardson Road Widen to two or three lanes. Widen intersection for left-turn Richardson Road U.S. 25 (Boone County) Turkeyfoot Road NA storage lanes at KY 1303 and Dixie Highway. 12,598 ('96) Orphanage Road Intersection improvements with KY 17 8,915 ('01) 4,657 ('94) - 9,185 Widen to 3 lanes -- Realign in parts; widen intersection at Sleepy Hollow Road (KY Adela Street Dixie Highway 4,572 ('00) Amsterdam Road and Dixie Highway for left - turn storage 1072) 9,410 ('99) lane Traffic Operational Improvements -- Remove parking at key Laurel Street, Adela 2,818 ('94) Deverill Street KY 8, Laurel Street intersections to provide for left - turn storage lane (KY 8, Oak Street 2,092 ('00) Street) Widen to 3 lanes and realign to provide improved alternate Anderson/Bromley Crescent 5,386 ('96) Buttermilk Pike KY 8 access between KY 8/Villa Hills/Crescent Springs and Springs Road 6,479 ('01) Erlanger Area COLLECTORS Bromley-Crescent Pleasant Run Pike Railroad2,966 ('96) Widen to 3 lanes and realign Springs Road

New Buffington Station New segment of roadway providing access between U.S. 25 Buffington Station Road Road at Southern Turkeyfoot Road NA (Boone County) and Turkeyfoot Road while discouraging Connector Railroad through traffic movements along Autumn Road TRANSPORTATIO A.D.T.- Average Daily Traffic Volume N/A - Not Available R/W - Right-of-Way * Note: Traffic counts (2001) were taken during major reconstruction of a number of routes in Northern Kentucky. Therefore, these counts may not represent normal average daily traffic volumes. SOURCE: Northern Kentucky Area Planning Commission PREPARED BY: Northern Kentucky Area Planning Commission, 2001

2001 AREA-WIDE COMPREHENSIVE PLAN 8-19 COMPREHENSIVE 8-19 PLAN 2001 AREA-WIDE Table 8-1 Page 5 of 6 DESCRIPTION FROM TOA.D.T.* SUMMARY

8,169 - 14,981 ('96) Widen to three lanes and widen to provide for left - turn Dudley Pike KY 17 Dixie Highway 8,306 - 14,080 ('01) storage lanes Bromley/Crescent Widen and reconstruct, providing for left - turn storage lanes Amsterdam Road Collins Road Springs Road 1,387 - 4,123 ('96) for improved access to Villa Hills Intersection Widen to two 11-foot lanes; widen intersections to provide for Bromley-Crescent Sleepy Hollow Road Amsterdam Road 3,402 ('01) left-turn lane at Fort Henry Drive and Sleepy Hollow Road; and Springs Road (KY 1072) other realignments where necessary. Sleepy Hollow Road (KY Amsterdam Road Arlington RoadNA Traffic Operational Improvements 1072) Pike Street Main Street Pike Street/ 7th and 8th Russell Street Greenup 7th and 8th Streets 7,127 ('01) Traffic Operational Improvements Streets Street Russell Street Traffic Operational Improvements -- Remove parking at key Russell Street 19th Street 4th Street 1,425 - 4,881 ('01) intersections for required turning movement 19th Street/ Highland 6,355 ('96) Traffic Operational Improvements -- Remove parking at key Henry Clay Madison Avenue Avenue 8,437 ('01) intersections for required turning movement 3,087 - 7,967 ('96) Hands Pike KY 17 KY 16 Widen and realign - To three lanes at KY 17 and KY 16. 3,425 - 8,165 ('99) KY 16 (Walton Banklick Road KY 536 529 - 958 ('97) Widen and reconstruct to serve anticipated industrial growth Nicholson Road) Mineola Pike Terminus of present Widen to provide for increased traffic flow and left - turn Dolwick Road interchange (Boone NA location storage lane serving industrial area. County) New roadway to provide improved access between KY 16 and KY 16/177 Connector Taylor Mill Road Decoursey Pike New KY 177. Buttermilk Pike/ Collins Western Reserve Avenue Anderson RoadNA Widen and realign to provide for improved access Avenue Proposed Buffington Garvey Avenue Dixie Highway Station Road NA Widen and realign to provide north/south access

Connector TRANSPORTATIO A.D.T.- Average Daily Traffic Volume N/A - Not Available R/W - Right-of-Way * Note: Traffic counts (2001) were taken during major reconstruction of a number of routes in Northern Kentucky. Therefore, these counts may not represent normal average daily traffic volumes. SOURCE: Northern Kentucky Area Planning Commission PREPARED BY: Northern Kentucky Area Planning Commission, 2001 N

2001 AREA-WIDE COMPREHENSIVE PLAN 8-20 COMPREHENSIVE 8-20 PLAN 2001 AREA-WIDE Table 8-1 Page 6 of 6 DESCRIPTION FROM TOA.D.T.* SUMMARY

Sierra Drive/Erlanger - Erlanger Crescent Crescent Springs Road Sierra Drive NA Provision of connector road to increase access to Villa Hills Springs Road Connector Upgrade existing road from McCullum Pike to Cox Road via 1,939 ('94) McCullum Pike/Cox Road KY 17 KY 16 Oliver Road, providing for improved east/west access between 2,544 ('99) KY 17 and KY 16.

Independence Station Road 1,358 - 2,435 ('96) Turkeyfoot Road Madison Pike Widen and realign for improved east/west access. (reclassify as collector) 3,551 - 4,957 ('01)

Fowler Creek Road KY 17 Senour Road1,634 ('99) Widen and realign (reclassify as collector) Maher Road (reclassify as Boone County line Wilson Road 974 ('01) Widen and realign collector)

Senour Road (reclassify as KY 17 and the KY 16 1,509 ('00) Widen and realign collector) relocated Pelley Road

Marshall Road (reclassify as KY 16 KY 1771,363 ('97) Widen and realign collector) Green Road (reclassify as KY 16 U.S. 25399 ('99) Widen and realign collector) Glenhurst Drive (reclassify KY 536 Maher RoadNew Widen and realign as collector) Wilson Road (reclassify as KY 536 KY 16NA Widen and realign collector) A.D.T.- Average Daily Traffic Volume N/A - Not Available R/W - Right-of-Way * Note: Traffic counts (2001) were taken during major reconstruction of a number of routes in Northern Kentucky. Therefore, these counts may not represent normal average daily traffic volumes. SOURCE: Northern Kentucky Area Planning Commission PREPARED BY: Northern Kentucky Area Planning Commission, 2001

TRANSPORTATIO

TRANSPORTATION

Expressways - Expressways represent an intermediate type of facility, incorporating many of the design features of freeways, but also including segments comparable to arterial streets. (Examples of expressway design would include state route KY 17, south of I-275, AA Highway in Campbell County, etc.) Lane widths, median requirements, sight distances, alignment, and grades are generally similar to those for freeways, however, expressway design speeds are somewhat lower.

Expressways provide full control of access to abutting properties, thereby precluding traffic interference from abutting land. Some intersections are at-grade and may be signalized. Most new highways in outlying or rural areas are designated as expressways or controlled-access arterials (even when only two lanes are provided) to protect their right-of-way areas from encroachment.

Arterial Streets - Arterial streets are important components of the total transportation system. They serve both as feeders to freeways and expressways and as principle travel-ways between major land use concentrations. The primary function of an arterial street is traffic service. Consequently, direct land service functions should be minimized, and high standards for curb cuts and driveways should be applied to protect arterial street capacities so they may function according to design. Arterial streets should include many of the same design characteristics as expressways. Where new arterials are to be constructed or existing routes improved, access to abutting property should be strongly controlled and limited. Such control should be achieved by the use of parallel access roads or other types of improvements. In addition, on-street parking should not be permitted on major arterial routes.

Typical daily capacities for regular arterials (50 percent green signal-light time and no separate left-turn lane) range from approximately 10,000 vehicles, for a two-lane route to over 20,000 vehicles for a four-lane facility. Typical daily capacities for special arterials with separate left turn lanes would be much higher.

Collector Streets - Collector streets are designed to provide both land service and traffic movement functions. They serve as the intermediate feeders between local streets and arterials and primarily accommodate short trips. Typical capacities for collector streets are somewhat less than those for arterials. Spacing of access points should be limited to 400 feet. Map 8C indicates the recommended collector and subcollector street system.

New Transportation Planning Concepts

The changing approach to transportation planning emphasizes maximizing existing and proposed roadway efficiency rather than building new roadways. The expansion roadways is often limited due to funding, environmental, and other constraints, therefore, state and federal funding is now giving priority to projects that include access and corridor management tools. These concepts, which are incorporated in this Plan Update, are described in further detail below.

2001 AREA-WIDE COMPREHENSIVE PLAN 8-21 TRANSPORTATION

Corridor Management (from KY Smart Growth Forum) Corridor management integrates all forms of transportation, including bicycling, pedestrians, and automobiles, and non-road characteristics such as bike lanes, sidewalks, landscaping, and utilities, to create a corridor that addresses all transportation needs. In addition, this concept encourages access management to create a corridor that moves traffic efficiently but is also aesthetically pleasing and functional to pedestrians and bicyclists.

Access Management (from KY Smart Growth Forum) Access management is the process of administering the connections between public highways and the adjoining land. It provides for a balance between the access to property along a roadway and the preservation of traffic flow and safety. Access management protects the public investment in roads, advances economic development goals and enhances community character.

Access Management includes: • Classifying road systems based on their area-wide importance into a logical functional hierarchy (i.e. Interstate, Arterial, Collector, Local). • Planning, designing and maintaining roadways (systems) based on the functional classification. • Defining acceptable access for each class of roadway that does not degrade its function (speeds, capacity) in the hierarchy. Specifically, it defines standards for the design and spacing of driveways, medians, median openings, traffic signals and interchanges. • Applying appropriate geometric design criteria and traffic engineering analysis to each allowable access. • Utilizing driveway permit procedures and regulations to assure that decisions are reasonably enforceable and that the governmental agency can maintain control over roadway operation and design.

The approach to transportation planning is also evolving to include public input from the beginning of the planning stages and is placing a greater weight on environmental justice and context-sensitive design, both of which are included in this Plan Update.

The following definition of environmental justice was derived from the U.S. EPA Office of Environmental Justice: "The fair treatment and meaningful involvement of all people regardless of race, color, national origin, or income with respect to the development, implementation and enforcement of environmental laws, regulations and policies. Fair treatment means that no group of people, including racial, ethnic, or socio-economic group should bear a disproportionate share of the negative environmental consequences resulting from industrial, municipal, and commercial operations or the execution of federal, state, local and tribal programs and policies." For more information, please refer to Chapter III, Environmental Characteristics.

2001 AREA-WIDE COMPREHENSIVE PLAN 8-22 See Inset Map 8B

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COLLECTOR FROM AERIAL PHOTOGRAPHY DATED: MARCH 25TH, 1999 Notice: The PlaNet GIS Partnership accepts no liability arising from any incorrec t, incomplete or misleading information contained in this product. ARTERIAL The information presented in this product is accurate for planning purposes only.

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FROM AERIAL PHOTOGRAPHY DATED: COLLECTOR MARCH 25TH, 1999 Notice: The PlaNet GIS Partnership accepts no liability arising from any incorrect, incomplete or misleading information contained in this product. ARTERIAL The information presented in this product is accurate for planning purposes only.

The Kentucky Transportation Cabinet’s definition for context-sensitive design is as follows: “Context Sensitive Design is a process of designing safe and efficient highways that extends throughout the project development phases while maintaining the proper balance with the environment and the community.” This concept encourages the design of new roadways to be in harmony with the community, and to preserve the environmental, scenic, aesthetic, historic, and natural resource values of the area. The intent is to design and build the project with minimal disruption to the community and environment.

Principles of environmental justice and context-sensitive design go hand-in-hand in the transportation planning process. Both attempt to minimize the negative impacts of transportation projects on the environment and the community while maximizing the safety and efficiency of highway projects. The principal goal is to involve the public in the planning process from the beginning of the project and throughout all phases of the project.

RECOMMENDED PROJECTS

Major Recommendations

The following is a summary of some of these major highway recommendations for the region:

Turkeyfoot Road (KY 1303) Corridor - The Turkeyfoot Road Corridor from Dudley Pike to south of Richardson Road continues to be a high-priority project in this Plan Update. The first phase of this project, Lindenwood Drive to Autumn Road, was recently awarded construction. The two remaining phases of the project, Dudley to Lindenwood and Autumn to West Richardson Road, are recommended to be given a high priority by KYTC to improve the safety and capacity in a major growth area in Kenton County.

Taylor Mill Road (KY 16) - This project continues to be a very important project to improve north/south access to the Taylor Mill and Kenton County area. The need for this project was identified as part of the Taylor Mill Corridor Study, previously prepared by the NKAPC, with assistance from the Taylor Mill Advisory Committee. The preferred alternative by the KYTC is to construct a new corridor that would generally follow along Old Taylor Mill Road, extending from I-275 south to KY 16 in the Hands Pike area. The NKAPC is recommending that if the Old Taylor Mill Road alternative is chosen, improvements to the existing Taylor Mill Road be initiated, including the installation of sidewalks, bike lanes, and other necessary improvements to move all forms of transportation. The walkways/bike lanes should then be interconnected with the new route to provide improved access to Scott High and Middle Schools and local parks.

2001 AREA-WIDE COMPREHENSIVE PLAN 8-26 TRANSPORTATION

KY 17 (Madison Pike) from near north of Hands Pike south to Nicholson - Widening and relocation. Long-term traffic needs identified in the last Plan Update require that a new roadway be constructed. This project entails the construction of a new route that would extend from the end of the existing four- lane highway, just north of Hands Pike, south to the Nicholson area, generally following to the east of existing KY 17. The first phase of this project (currently under construction) extends south into KY 17, near Pelly Road. The second phase would extend from the Pelly Road area to the Nicholson area. Scheduled for construction – 2003-2004.

KY 1120 (12th Street) - This project has been delayed within the six-year plan, however, the construction of a new four-lane bridge crossing the Licking River, replacing the old 12th Street Shortway Bridge was completed in 2001. The 12th Street project continues to be a very important project to provide for improved east/west access between I-75 in Covington with I-471 in Newport. Twelfth Street is currently identified in the Six-Year Plan by KTC for major widening. Section 106 Review for historic mitigation is currently underway and construction is planned for FY 2004-2006.

Madison Avenue north/south corridor through the central portion of Covington - This project continues to be an important project as part of this Plan Update. It was first incorporated into the 1986 Plan Update. This project, which is part of a study that was authorized by the KYTC, recommends that Madison Avenue function as the major north/south route through the Covington area. Madison Avenue would serve as the major north/south route south of 12th Street (KY 1120) and connect with Scott Boulevard and Greenup Street, via 11th and 12th Streets, north of 11th Street to the Ohio River. South of 12th Street, Scott Boulevard and Greenup Street would be removed from KY 17 as one-way paired streets, and converted back into local two-way streets to serve local neighborhood traffic. Recommended improvements include:

• Peak-hour on-street parking along Madison Avenue would be removed from Sterrett Avenue north to 11th Street, providing two lanes northbound in the a.m. peak hours and two southbound in the p.m. peak hours (the right-turn lane only at Sterrett Avenue and other signs would be removed to provide for the additional northbound lane). On-street parking would be permitted on the opposite side of the street during a.m. and p.m. periods.

• Construction of potential off-street parking lot at the northeast corner of Sterrett and Madison Avenue and in the general vicinity of the City of Covington Administration Building area.

• Ample off-street parking and/or on-street parking is available along existing side streets on Madison Avenue north of Sterrett Avenue. (A number of residents/apartments have off-street parking capability to the rear of their structures, and could be made available for additional off-street parking).

2001 AREA-WIDE COMPREHENSIVE PLAN 8-27 TRANSPORTATION

• Traffic signals along this entire corridor were upgraded/replaced and interconnected during the last Plan Update to provide for needed improvement in traffic flows for both peak a.m./p.m. and off-peak conditions. However, there will be a need to further update the signal system when this improvement is made.

• Disincentives are proposed along Scott Boulevard and Greenup Street to discourage short-cut traffic from continuing to use neighborhood streets.

• Since the last Plan Update, Third Street has been converted to a two-way street between Scott Street and Madison Avenue.

Taylor Mill Road - Decoursey Pike Connector - A new road connector, extending from Decoursey Pike west to Taylor Mill Road and extending into Wayman Branch Road, is proposed to be located south of Wolf Road. This proposed route would provide improved east/west access in this general area, which is characterized by steep topography and limited access between the north-south arterials, Taylor Mill Road and Decoursey Pike. Another alternative is to construct a connection in the area of Hands Pike, extending from KY 16 to KY 177.

Garvey Avenue - Dixie Highway to the Proposed Buffington Station Road Connector - Widen and realign to provide improved north-south access in Elsmere. This Plan Update redesignates much of this area for industrial land use. The provision of roadway improvements in this area is most important for this area to properly develop.

Bromley - Crescent Springs Road, connecting Anderson Road, Beechwood Road with KY 8 - Much development is happening in the Crescent Springs/Villa Hills area and an alternate access is extremely important to adequately serve these areas. This improvement would provide for a link connecting with the Dolwick Connector in Erlanger and Boone County, via the new Turfway Road facility.

Cross-County Highway - A cross-county connector, extending from the vicinity of the I - 71/75 Interchange, through Boone and Kenton Counties into Campbell County, was identified as a project which needed further study in previous Plan Updates. During the previous Plan Updates, the Kentucky Transportation Cabinet studied various alternatives for this type of facility. Much concern has been expressed in the areas of southern Kenton and Campbell Counties concerning the need for such a facility. This Plan Update continues to maintain that the long-term need for this facility is important and necessary and that it be fully studied by representatives from Campbell, Boone and Kenton Counties, with input from the OKI. In the short-term, the Comprehensive Plan recommends upgrading KY 536 and extending it from I-75 in Boone County, via Mount Zion Road to the Visalia Bridge, and then extending from the Visalia Bridge via Pond

2001 AREA-WIDE COMPREHENSIVE PLAN 8-28 TRANSPORTATION

Creek Road to US 27 and the AA Highway. This route was also identified in previous Plan Updates.

Projects to Improve East/West Access

These projects were included in previous Plan Updates. They are identified here in order to emphasize the need for improved east/west access.

East/West connector north of I-275 – New route extending Highland Pike from KY 17 east to the Fidelity site.

Dudley Pike, from U.S. 25/Dixie Highway to KY 17 - Recommendations concerning this corridor were prepared by the NKAPC and included in the Dudley Road Corridor Study.

Richardson Road and KY 1828 from Dixie Highway (US 25 via KY 17 and Wayman Branch Road) to KY 16 - NKAPC studies recommend a variety of alternative solutions, including regulatory measures, traffic control devices, and physical improvements. This study covers the area from Dixie Highway (US 25) to KY 17.

Mount Zion Road (KY 536) from I - 75 to Visalia Bridge Crossing at Licking River Widen and realign. This important connector will provide for improved east/west access between Boone, Kenton and Campbell counties, using the existing highway system with recommended realignment and widening. During 1995 and 1996, the NKAPC completed a study recommending improvement of this corridor.

Other Recommended Projects

KY 17 / Highland Pike / Orphanage Road area – Widen and necessary operational improvements along KY 17 from Highland Pike to Dudley Road. Intersection improvements at KY 17 and Highland Pike, Orphanage Road, I-275 interchange, and Dudley Road. A traffic study commissioned by the City of Fort Wright in 2000 identified traffic improvements were necessary to address existing traffic conditions in the above referenced area. Traffic continues to increase with residential growth in south Covington and Independence as well as commercial growth in the immediate vicinity in Fort Wright.

Western Reserve Avenue from Buttermilk Pike/Collins Avenue to Anderson Road - Changed from local to collector street during previous Plan Update. Widen and realign at certain locations.

Independence Station Road from Turkeyfoot Road to Madison Pike - Widen and realign at certain locations.

2001 AREA-WIDE COMPREHENSIVE PLAN 8-29 TRANSPORTATION

Mills, Pruett, and Petty Roads from Taylor Mill Road to Decoursey Pike - Improve access to proposed park on Mills Road, and improve east/west access -- widen and realign. A portion of this route, along Mills Road from KY 16 to Mills Road Park, was widened and improved by Kenton County Fiscal Court during 1996.

Green Hill Drive - It is recommended that Green Hill Drive be opened at its terminus with Sugar Camp Road, once Sugar Camp Road is upgraded to meet current standards.

It is recommended that the following roads be upgraded from local to collector streets:

Fowler Creek Road – From KY 17 to Senour Road Maher Road – From Boone County line to Wilson Road Senour Road – From KY 16 to KY 17 and the relocated Pelly Road Marshall Road – From KY 16 to KY 177 Green Road – From KY 16 to U.S. 25 Hogreffe Road – From KY 536 to Glenhurst Drive Glenhurst Drive – From KY 536 to Maher Road Wilson Road – From KY 536 to KY 16

TRANSIT

The Transit Plan is a critical component of the Transportation Plan for meeting the air quality and transportation needs of the area. This Plan Update, as previously noted, incorporates many of the recommendations of the OKI Regional Transportation Plan and the 2001 TANK Strategic Plan (See Map 8D).

It is recommended that transit operators expand their service and improve service frequency with reduced headways and more express service. In addition, service between suburban areas is needed as more development occurs in these areas.

It is recommended that the two largest transit systems in the region — Metro and TANK — continue to evaluate available technology and its use to better meet the area’s transportation system needs through the following actions:

• Improve and expand web site and customer awareness regarding the site • Investigate a system that will track and provide bus arrival/departure time and delay information in “real time” and on the web sites • Investigate voice-activated/language interpretation information system • Consider installation of route schedules/maps kiosks in key locations in the region • Regularly re-evaluate security technology • Enhance on-line route and schedule information • Investigate installation of fare-payment system that would allow use of charge cards, ATM, or Smart Cards

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• Investigate technology that would allow preemption of signal lights • Evaluate additional uses for AVL (vehicle location) technology • Identify and evaluate alternative fuels • Assess the need, costs, advantages, and efficiencies of using Geographic Information System (GIS), Automated Vehicle Location (AVL) and Mobile Data Terminal (MDT) technologies

Overall transit services have increased by 30% since the 1997 Comprehensive Operational Analysis. Transit Ridership via the Transit Authority of Northern Kentucky (TANK) has increased from approximately 3.65 million in 1996 to approximately 4.3 million in 2000, an increase of approximately 18%. The Transit Authority of Northern Kentucky (TANK) expanded service to the fast-growing Hebron area of Boone County in February 1998, and serves the Parkwest and Southpark Industrial Parks as well as Toyota and Levi Strauss. In August 1998, TANK opened its Covington Transit Center that improved transfer and hub operations in Covington and also provides fringe park- and-ride arrangements for Cincinnati workers. In May 1998, TANK began operation of the Southbank Shuttle, a circulator route that connects the Cincinnati and Northern Kentucky riverfront restaurant and entertainment areas. TANK also began DayTripper service, which is a demand-responsive service designed to address service needs in areas where traditional fixed-route services are not efficient to operate. This-door-to door service completes trips within specified geographical zones, or transfers passengers to fixed-route service for longer trip needs.

TANK has a total of 32 official and unofficial Park & Ride lots in Northern Kentucky, 13 of which are located in Kenton County. In 2000, TANK purchased its first Park & Ride facility in Crescent Springs. The facility has a total of 160 spaces and, currently, an average of 100 spaces issued. TANK continues to expand Park & Ride facilities such as sites in Independence and the one on KY 17 at the TANK garages/ offices. TANK is searching for new facilities by partnering with retail and daycare sites to use excess parking that is underutilized. TANK is coordinating efforts with the KYTC in developing a new Park & Ride facility in the vicinity of the new KY 17 and the Old KY 17 near Hands Pike. This facility is proposed to accommodate 100 vehicles. TANK is also proposing to expand the garages and offices at its current location on KY 17 in Ft. Wright.

TANK continues to modify its routes and services to accommodate the changing needs of its users and the changing technology. TANK is researching the use of alternative fuels that are cleaner for the environment and offer the same efficiency as current fuels. TANK continues to implement new technology in transit vehicles, stops, and transit hubs. Future technological advances include the installation of real time information on kiosks at transit centers and Park & Ride facilities. In addition, TANK is cooperating with ARTIMIS to give advanced warning to drivers of routes that may have delays and alternative routes to avoid those delays. Real time information, vehicle locators using GPS, and ARTIMIS technology will all enhance scheduling and reliability, which in turn improves transit efficiency for users.

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FROM AERIAL PHOTOGRAPHY DATED: MARCH 25TH, 1999

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Efforts should be made to increase usage of public transportation as provided by TANK. Greater emphasis on this system provides for a more efficient movement of people and can reduce the number of vehicles on the highway system, thus contributing to improved air quality. Once again, realization of increased mass transit ridership seeks to also realize some of the objectives of sustainable development.

DEVELOPMENT OF RAIL TRANSIT

In addition to bus transit, the OKI Regional Transportation Plan also includes a rail transit plan for the entire region. Rail transit is recommended for the seven corridors in the OKI region. The specific rail transit alignments recommended in the OKI plan include:

z I-71 light rail z Eastern Corridor commuter rail z Wasson Preserve rail right-of-way z Central Area Loop z Southeastern light rail z I-75 to be determined z Western to be determined

BICYCLE AND PEDESTRIAN TRAVEL

Since the 1996 Plan Update, the Northern Kentucky Area Planning Commission has completed the Kenton County Bicycle Plan (June 1999) and the Kenton County Pedestrian Plan (October 2001). These plans are incorporated into this Plan Update.

The OKI Transportation Plan Update, as previously noted, has also recommended that funding priority be given to projects which promote bicycle and pedestrian travel to reduce vehicular trips. Consideration should be given for these modes of travel when streets and bridges are being constructed or reconstructed. It is recommended that developers be encouraged to provide sidewalks and bikeways as part of the infrastructure of the site being developed, and to provide connections to other neighborhoods and community facilities. It is further recommended that criteria be established to insure such provisions for pedestrian and bicycle facilities are incorporated within all types of land development plans.

AIR TRANSPORTATION

The Cincinnati/Northern Kentucky International Airport, owned by the Kenton County Fiscal Court, is the primary air carrier airport serving all of Northern Kentucky and the Cincinnati metropolitan area. Accessible primarily via I-275, the airport is located in northeastern Boone County, two miles west of the Kenton County line.

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The largest general aviation airport in the metropolitan area, Lunken Municipal (City of Cincinnati) Airport, is located in Hamilton County, Ohio, across from the city of Fort Thomas and is easily accessible to Northern Kentucky via I-275 from Campbell County.

Other general aviation airports within approximately ten miles of Northern Kentucky are Cincinnati - Blue Ash Airport, in northeastern Hamilton County, and Clermont County Airport, near Batavia, Ohio.

The Cincinnati/Northern Kentucky International Airport encompasses approximately 6,000 acres in Boone County and consists of three runways: (1) a north - south runway which has been extended to 11,000 feet in length; (2) an east - west runway which has been extended to 10,000 feet in length; and (3) a north - south runway 10,000 feet in length. A second east - west runway was closed due to the construction of Concourse B.

During 2000, the airport served 22.5 million passengers, setting an all-time record. This was an increase of approximately 48 percent from 1995 to 2000. The airport had 13 carriers that offered over 570 daily departures to 114 cities. During the same period, the airport handled in excess of 400,000 tons of airmail, air express and airfreight, or more than two-million pounds a day, an increase of approximately 24% from 1995 to 2000.

The Kenton County Airport Board (KCAB) has established an Aviation Noise Abatement Committee, made up of representatives from residential areas surrounding the airport. The main purpose of the committee is to review both existing and potential aircraft operating procedures and recommend those that will, in a safe manner, best mitigate noise in affected neighborhoods.

The Airport’s 1996 Master Plan proposed construction of a new north/south runway in addition to other support facility improvements. The recent growth in air traffic at the airport was faster than originally forecasted by the 1996 Master Plan and the 1998 FAA Terminal Area Forecast (TAF). The number of flight operations rose from 365,000 in 1995 to 442,276 in 1999. The 1998 TAF projects that total aircraft operations are anticipated to grow to 598,235 by 2005, a 5.2 percent average annual growth from 1999 to 2005. A summary of airport forecasts is listed in Table 8-2.

In September, 2001, an EIS (Environmental Impact Study) was submitted to the FAA for the following projects: • A third north/south parallel runway, 8,000 feet long, located 4,300 feet west of the existing Runway 18R/36L, and all support facilities (i.e., additional taxiways or taxiway extensions, and associated lighting and navigational aids); • A 2,000 foot western extension to Runway 9/27 to a total length of 12,000 feet, and all support facilities (i.e., additional taxiways or taxiway extensions, and associated lighting and navigational aids); • Terminal area expansion projects and ancillary facilities development (such as the reconfiguration of the airport access road and terminal roadway system, cargo

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Table 8-2 Summary of Airport Forecasts Cincinnati/Northern Kentucky International Airport

1999 2005 2011 1996 Master Plan Originating Passengers 2,115,400 2,484,400 2,831,900 Total Enplaned1 Passengers 7,740,600 10,585,900 14,159,600 Aircraft Operations 437,800 573,600 675,700

2000 Terminal Area Forecast (TAF) Total Enplaned Passengers 10,801,642 15,266,910 19,913,237 Aircraft Operations 466,030 616,392 756,002

FAA Verification Calculated Originating 2,394,650 3,236,000 3,763,000 Passengers Total Enplaned Passengers 10,562,108 13,789,077 18,814,783 Aircraft Operations 442,276 598,235 675,980 1) Connecting flight passengers SOURCE: FEIS September 1, 2001 Appendix R, page R-3 PREPARED BY: Northern Kentucky Area Planning Commission, 2001

buildings, rental car facilities, auto parking, and other ground support building construction).

In order for the projects identified in the 2001 EIS to be implemented, the following associated and necessary actions would be required: • Extend runway 9/27 1,000 feet to relocate the glide slope antenna for Runway 9 out of the obstacle free zone and approach surface for proposed Runway 35. (This action would be necessary if the proposed new runway is constructed prior to the proposed 2,000 – foot extension to Runway 9/27.) • Relocate the Mid-Valley and other public utility pipelines, KY 20 (Petersburg Road), Conner Road, and Limaburg Road. • Close Hossman Road permanently, or close Hossman Road and relocate in-kind. Because Boone County initially indicated that it may not want to close this road, the FAA examined the relocation/replacement of Hossman Road to the west of proposed Runway 17/35. With this option, the KCAB would petition Boone County to permanently close Hossman Road as a public road. Or conversely, in exchange for the closure of Hossman Road, KCAB would make funds available to Boone County that would be used to reimburse Boone County for roadway improvements and maintenance to the roadways in the vicinity of the airport that would serve as a functional replacement for Hossman Road. • Acquire and convert approximately 563 acres to airport property (the current use of this acreage is 349 acres in residential use, five (5) acres of church property, and

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209 undeveloped/vacant acres), relocate the occupants of approximately 188 residences, one business, and the Hebron Baptist Church.

The FAA conducted an independent evaluation in conjunction with the FAA 1998 Aviation Capacity Enhancement Plan and the KCAB 1998 Airport Delay Analysis and determined that the construction of a third parallel runway is justified by 2005 projections.

RECOMMENDATIONS

1. Incorporate context-sensitive design tools and principles into the Plan Update.

2. Mass Transit a. Incorporate TANK, OKI 2030 Regional Transportation Plan, and MetroMoves initiatives into the Plan Update b. Improve east – west transit connections c. Provide additional Park & Ride locations d. Install bike racks on buses and selected Park & Ride facilities e. Consider additional options for mass transit including but not limited to light rail, dedicated bus lanes, etc.

3. Bicycle and Pedestrian a. Incorporate Kenton County Bicycle Plan (1999) into 2001 Plan Update b. Incorporate Kenton County Pedestrian Plan (2001) into 2001 Plan Update

4. Local and County Roads a. Identify key connections and improvements (i.e. Bromley-Crescent Springs Road and Marshall Road) b. Provide access control along new collector/subcollector roads to preserve efficiency of roadway.

5. Arterials and Collector Roads a. Use greater access spacing on newly-constructed or realigned roads (i.e. KY 17, KY 16, and KY 536). One-fourth mile or approximately 1,250 feet is recommended wherever possible, versus the current standard of 600 feet on all other roads, to preserve/enhance traffic flow along these corridors. b. Provide access spacing of 400 feet along collector streets, wherever possible. c. A number of collector streets are recommended to be added with this Plan Update to serve the anticipated growth in the Independence area (See Table 8-1).

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6. ARTIMIS That ARTIMIS be extended to include an additional 119 miles of the OKI region’s freeway system, inclusive of fiber optic cable. The segments in Northern Kentucky include: 1. The entire section of I-275 and I-471, 2. I-75/I-71 outside the beltway, south to the junction where I-75 and I- 71 separate, and 3. Extend ARTIMIS to include the major arterials (i.e. U.S. 25, AA Highway, etc.).

7. Incorporate Kentucky Transportation Cabinet’s Six-Year Plan projects into the Plan Update.

OTHER TRANSPORTATION RECOMMENDATIONS

The following recommendations, from the 1996 Plan Update Transportation Focus Group, have been identified for inclusion in this Plan Update:

• The transportation plan should encourage a conceptual road plan for those growth areas that are being developed or are anticipated to be developed during the planning period. This plan should provide for existing traffic and anticipate improvements needed for future demands. • There is a need to further study means of connecting residential developments with both bicycle paths and sidewalks. • Development of a coordinated, computerized, traffic signalization system which operates on an area-wide basis. This system would incorporate the major arterial street system within the region with those systems developed for downtown Covington and Dixie Highway. • A county-wide/regional funding mechanism should be implemented that would expedite spot and intersection improvements. • Further study of the OKI I-71 Corridor Study is recommended, and it should be expanded to include other corridors within Northern Kentucky. • Maximize the maintenance of the existing roadways and traffic signals. These improvements should have the same or greater priority as new construction. • Consider the realignment of the intersection of Kyles Lane and Dixie Highway to Sleepy Hollow, creating a 90-degree angle intersection with left-turn storage lanes. For specific information see the Dixie Highway Corridor Study. • Widen KY 16, and make improvements to the intersections of north KY 16 and Old Taylor Mill Road, and Sandman Drive at the Remke’s store entrance, prior to any future commercial development. • Roadways serving commercial areas should be designed to ensure safe and efficient traffic movement using stringent access-control measures and proper signalization. All major commercial areas should be accessible via mass transit.

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• Potential future Park & Ride lot locations should be evaluated and coordinated with OKI’s Park & Ride Program. • Protect residential on-street parking by researching legal ways to reserve on-street parking for residents in highly urbanized and historic districts, and promote usage of existing parking in Covington’s commercial areas. • Develop additional river transportation, such as river taxis, to improve access between Cincinnati and Covington. • Evaluate and reserve land for manufacturing purposes that has accessibility to the railroad systems. • Garvey Road should be improved to better serve the industrial area of Elsmere. • Place an increased emphasis on the improvement of state routes in southern Kenton County.

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