PART I – Chapter 4: TRANSPORTATION

1.0 BACKGROUND In general, major road improvements typically occur in a progression as an area Throughout its history, transportation develops. For example, an original 2-lane access and the location of routes have gravel road is improved to a 2-lane contributed dramatically to the capacity asphalt road then ultimately to a 4-lane and pattern of growth in Johnson County. thoroughfare after the area has been An excellent system of highways and annexed into a city and become fully major thoroughfares has facilitated this developed. growth - first by linking new residential areas with existing employment and com- 2.0 RURAL TRANSPORTATION SYSTEM mercial centers, and then by enabling the development of new suburban employ- The objective of a well-planned transpor- ment centers, especially retail and offices. tation system is to allow for safe, convenient, and efficient travel. The County Perhaps the single-most important factor strives toward an overall transportation shaping Johnson County’s overall major system that meets these objectives. road network occurred nearly 150 years ago in 1855. It was then that the original The transportation system serving the survey of the territory divided the County urbanized portion of Johnson County fully into a grid of one-mile square land exemplifies these objectives. Highways sections. A “right-of-way” (ROW) spacing and major arterials serving this portion of of at least 20-ft. reserved on each side of the County provide direct access and each section line became the initial basis convenient mobility for residents, busi- for the County’s future major road network nesses, and visitors. Limited public transit with enlarged ROWs serving thousands of service is available to some of the smaller motorists daily (e.g., Metcalf, Antioch, communities as well as to all the major Switzer, 95th, College Boulevard, and cities in the County. Railroads and airport 199th). The effect of this section line service support the County's growth in layout is evident today and will continue industrial and commercial development to play an important role in shaping the by providing means for cost-effectively location of future roadway improvements distributing goods and services. A growing as well influence the pattern of future network of linked pedestrian sidewalks/ development within the unincorporated trails and bikeways has become an im- area. portant mode of transportation as well as an amenity for the County’s suburban residents.

In contrast, the transportation system serving the unincorporated area functions at a much lesser capacity. This is because the rural road system has a limited ability to support large traffic volumes since it is intended to serve the comparatively low traffic volumes generated by a smaller and more dispersed population than

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PART I -- Chapter 4: TRANSPORTATION PLAN

found in the urbanized areas of the other assistance to the cities. County. Because of limited funding for CARS and because of the Other factors that directly contribute to program’s focus on cities, this condition of limited road capacity or only a small amount of CARS and traffic flow within the unincorporated funds is available annually for area includes: rural road improvements.

1. Limited County resources to  Unlike many cites, the County maintain a total of 518 miles of does not currently have an rural roads, of which, 248 miles excise tax to require are gravel-surfaced and 270 developers to help defray miles are asphalt-surface. the cost of improving roads to serve development within the unincorporated area.

2. Scattered development within the unincorporated area is difficult to serve with a consistent level of service.

3. Many County section line roads have only 40 ft. of right-of-way.

Nearly half of the roads within the This is 80 ft. less than the minimum unincorporated area are gravel-surfaced. 120 ft. required for major road installations. Thus, major im- There are over 120 bridges the in provements to roads in these the rural area maintained by the locations often require the County. added cost of land acquisition.

 Gravel roads are not suitable 4. Most rural roads lack shoulders for high traffic volumes. The and have open ditches, thereby Road Maintenance Budget necessitating low speed limits annually allows for upgrading and limited capacity. only one mile of gravel road

to asphalt surface. 5. Many rural roads have limited

connectivity because of missing  The County Assistance Road links due to geographic con- System (CARS) program is straints such as steep hills or intended to promote inter- unbridged creeks. local cooperation between

the County and the cities in 6. Numerous land parcels have the planning, maintenance, been divided into long and and construction of streets narrow “piano key” type lots that and associated roadway line many section line roads. The improvement and to estab- individual driveways resulting lish a program structure from these separate residences through which the County create potential traffic hazards, may provide financial or especially as traffic is anticipated

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to increase significantly on many system to primarily serving residents and of these roads as further de- directing through traffic to the few major velopment occurs. This type of existing or planned thoroughfares. lot also often limits the potential for future road connections into Due to low traffic counts, it is difficult to interior portions of land sections. justify major road expenditures to improve some rural roads. The County, however, 7. Some older subdivisions have recognizes its responsibility to protect the been laid out in an isolated future traffic capacity of roads by manner lacking tie-ins to sur- restricting access and preventing rounding lands, thereby pre- incompatible land uses adjacent to major cluding their connection and arterials. access to adjoining developments. The result of this is less Johnson County recently approved the convenience for residents and Comprehensive Arterial Road Network more travel time, fuel consump- Plan (CARNP) for upgrading some of the tion and pollution along with an major arterial roads within the excessive number of intersections unincorporated area. The following onto major thoroughfares. provides a summary of CARNP.

8. Older private roads often pose a 3.0 CARNP land use concern because: 1) the County is mistakenly as- CARNP was adopted January 7, 1999, by sumed to be responsible for the Board of County Commissioners as its maintenance; 2) poor alignment “plan for future roadways in southern and or connection to future streets or western Johnson County.” Board adjacent development; and 3) Resolution No. 001-99 adopting CARNP is design and construction that is provided in Appendix I, and is hereby not in accordance with current incorporated as part of the update of the County standards. Maintenance Johnson County Rural Comprehensive of private roads is the response- Plan. bility of the property owners. New private roads allowed to- The following is a description of the CARNP day must meet higher standards, planning process along with all of the thereby increasing the quality recommendations contained in it. while reducing the number of new private roads proposed or 3.1 Purpose and Objectives constructed. The mission of the CARNP planning 9. Long drive distances and lower process was “to achieve a community operating speeds due to road consensus for maximizing the utility of the conditions may affect the re- County's existing arterial road network to sponse times of emergency meet anticipated perimeter transportation vehicles within portions of unin- needs.” corporated Johnson County. CARNP recommends the development of In general, some of the factors listed both major and minor systems of routes, above are anticipated to continue, thus including parkways and boulevards that continuing to limit the County’s rural road would interconnect the County’s and the

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regional roadway network. Integral to the instructed County staff to "seek an alterna- development of the plan was the tive strategy for addressing the future utilization of previous local transportation transportation needs of Johnson County." studies, consideration of alternative trans- Responsibility for the assignment was given portation modes (e.g. transit, bicycle, and to the County Departments of Public pedestrian), and the incorporation of Works, Planning, and Financial Manage- growth management concerns (e.g. ade- ment. quate infrastructure and compatibility with local growth policies and plans). The consulting firm of Bucher, Willis & Ratliff Corporation was retained to conduct the CARNP includes recommendations for study with the assistance of the CARNP typical roadway design standards and Leadership Committee, comprised of recommendations for protecting the business and civic leaders and the CARNP environment as well as recommended Technical Committee comprised of local strategies for ensuring that adequate transportation officials and community rights-of-way will be available for future representatives. Public input included a needed roadway improvements. CARNP random telephone survey of residents, an recommends that roadway improvements ad hoc committee known as the Very should be coordinated with available Interested Group of Residents (VIGOR), financing and land use planning as well as numerous public informational meetings, timed so as not to accelerate a low- and two public hearings with over 600 density suburban pattern or result in people in attendance. leapfrog development. CARNP Recommendations An underlying goal of the project was to plan for improved arterial roads to serve CARNP establishes a corridor develop- primarily "through traffic" needs and ment plan defining major County road- secondarily to serve adjacent land uses. ways in terms of function, design The focus, therefore, is to improve arterials standards and right-of-way requirements to primarily connect major activity nodes as described in the Corridor Development and to have limited intersections with Criteria included as Table 1, and illustrated other roads, limited driveways, but have in Figure 1. medians, and similar road features to maximize traffic carrying capacity, rather Factors considered in developing the than providing direct access to adjoining recommendation were safety; preserva- properties. tion of neighborhoods, rural areas, and the natural environment; land acquisition 3.2 CARNP Planning Process and timing, costs, growth management, accommodating alternative modes of Preparation of CARNP was in response to transportation, relief of traffic congestion the Johnson County Board of County (mobility), existing and future economic Commissioner's decision, at the end of development, improving accessibility and 1995, to conclude further consideration of “through traffic,” and future planning. a controversial proposal for a controlled- Five alternative concepts were con- access, four-lane beltway highway known sidered that provided a range of ef- as the "21st Century Corridor." Recog- fectiveness relative to the factors con- nizing the need to continue planning for sidered. transportation needs and to protect future mobility within the County, the Board

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The recommended plan provides a system through the “triggers” review process comprised of two-lane roadways with (described in a following section) and paved shoulders, four-lane arterials, and subject to available funding. boulevards/parkways. Roadways would be improved subject to the prioritization The CARNP map is illustrated on page 4-7.

TABLE 1: CORRIDOR DEVELOPMENT CATEGORIES Roadway Type Item Type I – Low Type II – Medium Type III – High Type IV – Major 1

Functional Classification Minor Arterial Major Arterial Parkway Highway Example Urban 143rd at Mur-Len Antioch/Blackbob 135th/Northgate K-7 North of K-10 Example Rural 143rd West of 175th None K-7 North of K-10 Clare I-35 to US-169 Lanes – Urban 3-4 4-6 4-6 4 Lanes – Rural 2 2 2-4 2-4 Urban Speed Limit 35 45 45 60 Rural Speed Limit 45 50 55 65 Traffic volumes 7,500 - 20,000 9,150 - 40,000 9,150 - 50,000 18,300 - 70,000 Urban ADT Traffic volumes 2,000 - 7,500 2,000 – 10,000 7,500 - 30,000 18,300 - 50,000 Rural ADT Turn lanes As required All intersections All intersections N/A Median breaks/street 1,000 ft. 1/4 mile 1/2 mile N/A spacing (minimum) Intersection Type Stop/Signal Signal Signal/Grade Interchange separation Median breaks/street 1/4 mile 1/3 Mile 1/2 mile At interchanges spacing (recommended) Driveway corner 600 ft. 600 ft. 600 ft. N/A clearance from centerline (min.) 2 Frontage - Driveway 400 ft. 660 ft. 1000 ft. N/A spacing 3 R/W – Rural 80-120 ft. 120 ft. 150-200 ft. 200-300 ft R/W – Urban 4 120 ft. 120 ft. 150-200 ft. 200-300 ft. Bike lanes/paths Planned routes Planned routes Planned routes Planned routes

1 No roads of Type IV are included in this plan. 2 Corner lots with less frontage than indicated are restricted to access along minor route. 3 Frontage required for each driveway. *4 Urban roads are not now in the study area, but are included here to show compatibility with rural *requirements. *Source: Johnson County Public Works, BWR Corp, Cities of Lenexa, Overland Park and Olathe

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FIGURE 1: CONCEPTUAL SCHEMATICS OF ROADWAY TYPES

1000 ft 1000ft 1000ft 1000ft Street Spacing Street Spacing Street Spacing Street Spacing

Landscaping Noise Buffer

48 ft

Existing Example: 143rd Type I / 120 ft Rural Daily Traffic: 2,000 - 7,500 24 ft ROW Rural Speed Limit: 45 Turning Lanes: As required 2 Lanes Intersection Type: Stop or Signal 48 ft

1/4 Mile 1/4 Mile Street Spacing Street Spacing

Landscaping / 28 ft Noise Buffer Existing Example: 175th I-35 to US-69 24 ft Rural Daily Traffic: 2,000 - 10,000 Type II / Rural Speed Limit: 50 120 ft Turning Lanes: All Intersections ROW (not shown) 2 Lanes Intersection Type: Signal 68 ft

1/4 Mile 1/4 Mile Street Spacing Street Spacing

Landscaping / 28 ft N oise Buffer Existing Example: Antioch / Blackbob Rural Daily Traffic: 9,150 - 40,000 Type II / 24 ft Rural Speed Limit: 50 120 ft 16 ft Turning Lanes: All Intersections ROW (not shown) 4 Lanes 24 ft Intersection Type: Signal

28 ft

1/2 Mile Street Spacing

Landscaping / Noise Buffer

64 ft

Existing Example: None (135th) Sidewalk / Bike Path Rural Daily Traffic: 7,500 - 30,000 Type III / 24 ft Rural Speed Limit: 55 200 ft Turning Lanes: All Intersections ROW (not shown) 2 Lanes Intersecti on Type: Signal or Interchange

112 ft

1/2 Mile Street Spacing

Landscaping / Noise Buffer 64 ft

Existing Example: 135th Rural Daily Traffic: 9,150 - 50,000 Type III / 24 ft Rural Speed Limit: 55 Turning Lanes: All Intersections (not shown) 200 ft 28 ft Landscaped Median and Turning Lanes 4 Lanes ROW Intersecti on Type: Signal or Interchange

24 ft

60 ft * Drawings not to scale

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MAP 3: CARNP

CARNP Supplementary Recommendations II. Integrate the access control and right- In addition to the map designating future of-way requirements proposed in the road improvements, CARNP contains the CARNP into the County’s Master Plan ten “Supplementary Recommendations” and the County Zoning and that are provided below: Subdivision Regulations.

I. Update the County’s Master Plan to incorporate the recommendations of the CARNP.

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III. Utilize growth management tech- taking action to proceed with niques as “Guiding Principles” construction of a proposed (comprehensive planning, zoning, roadway improvement. platting, infrastructure programming, etc.) to manage the type, location, 2. Sensitivity to the natural and built and timing of development. New environment will be a centerpiece roadway construction should be of the CARNP. Each improvement planned so that it does not encourage project will be designed such that leapfrog development. impacts to adjacent property owners and the natural CARNP Guiding Principles environment are minimized and/or mitigated. The following practices The following are guiding principles of will be incorporated into all CARNP that shall govern the roadway improvement plans: implementation of roadway improvements identified in the CARNP. a. Landscaping and vegetation will be relocated or replaced in 1. A strong emphasis will be placed “as good or better” condition toward public notification and upon completion of roadway involvement in the development of improvements. all roadway improvement plans. This notification and involvement b. Landscaping and vegetation will be particularly focused toward will be used to the extent prac- property owners adjacent or in tical to minimize adverse noise proximity to a proposed and visual impacts on ad- improvement project. jacent residential properties.

a. Public notification shall include c. Projects shall be designed to direct mailing, newsletters, avoid adverse impacts to the media advertisements, natural environment. Where signage, etc. adverse impacts to the natural environment are unavoidable, b. Public input shall, at a they shall be mitigated. minimum, include a community briefing at the start of an IV. Develop a right-of-way preservation action such as the construction plan and strategic acquisition of a proposed roadway program including how such a plan is improvement. to be financed over the next 20 years. The Board shall strive to complete this c. The Planning Commission, plan and implement its township boards, and township recommendations within one year of zoning boards will serve an the adoption of the CARNP. integral role in the improvement planning pro- V. Research the impacts of an excise tax cess. These boards shall, at a on new development similar to that minimum, have an opportunity used by the Cities of Overland Park, to review and comment on Olathe, and Shawnee to decrease the roadway improvement plans development pressure in rural areas, prior to the County Commission and also to place the burden of

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associated roadway improvement two years of study, the Board of costs on new development. County Commissioners concluded its participation in the SMC and VI. Complete detailed engineering and directed that CARNP be revised environmental studies to establish by: corridor alignments for the following locations: a. Removal of the “corridor to be determined” designation, and 1. Kill Creek/Corliss Road Corridor from K-10 Highway to 151st Street. b. Establishment of a CARNP Type I route designation of 179th 2. 111th/119th Street Corridor from K-7 Street between Metcalf and to the Kill Creek/ Corliss Road Nall Avenues. Corridor. In 2009, the Board of County 3. 119th/135th Corridor from Kill Commissioners further directed Creek/Corliss Corridor to Evening that CARNP be revised by: Star Road. a. Establishment of a CARNP Type Note: In 2002, the Board of County I on 183rd Street as a complete Commissioners approved a plan connection between Nall for the Northwest Corridor for items Avenue and Mission Road. 1-3, above. The Northwest Corridor Plan (see page 4-10), shows the b. Establishment of a CARNP Type location of this approved new I designation on Nall Avenue as road plan. a complete connection between 167th Street and 175th 4. Type III Corridor identified in the Street, and CARNP as Evening Star/ Edgerton Road from K-10 Highway to 159th c. The revision of Mission Road’s Street. This alignment study should CARNP Type II designation to a be addressed in conjunction with CARNP Type I designation. the redevelopment planning of the Sunflower Ordinance facility. (Note: No specific date has been set for undertaking item 4 above). 5. 175th/199th Corridor from Mission to State Line. VII. Develop a priority mechanism/ schedule for upgrading roadways in Note: In 2006, the Board of County which data such as traffic Commissioners authorized counts/accident statistics trigger the participation in a Mid-America need for improvement. These triggers Regional Council led South Metro will serve as indicators to the County Connection (SMC) transportation that improvements may be warranted study between Holmes Road in along a roadway segment and should Cass County, Missouri and U.S. be studied. These road studies should Highway 69 in Johnson County. include notification and significant in- The study included consideration volvement by those residents living on of the above 175th/199th Corridor or near the roadway segment being from Mission to State Line. After considered for improvement.

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Recognize the desire of citizens to be traffic. Due to safety concerns and actively involved and have public high maintenance costs, Johnson input in the development of the timing County will take aggressive action to mechanisms. discourage through truck traffic on local routes. It will start by conducting VIII. Incorporate alternative transportation a study for the unincorporated area to facilities (i.e., transit, bikeway, and determine the needs for local trucks pedestrian) into corridor development and establish truck routes to fulfill these plans where appropriate. needs.

IX. CARNP is not to accommodate X. Roadway improvements that require interstate truck traffic. It is Johnson the use of street lighting shall do so by County’s position that it is the primary incorporating the best technology function of the State and interstate available to minimize the adverse system to provide adequate access impacts of artificial lighting on the through the County for interstate truck surrounding residents.

MAP 4: JOHNSON COUNTY CORRIDORS

3.3 CARNP Triggers Policy address this timing concern, the Board of County Commissioners, on June 27, 2002, As part of CARNP, the Board of County approved a Triggers Policy to be used to Commissioners (BOCC) committed to help prioritize and determine when the establishing a "triggers" mechanism to road improvements are needed, and to prioritize when improvements would be assist in development of a 5-Year made to CARNP–designated roads. To Construction Plan. The decision of when

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actual construction projects would begin Committee, also participated in develop- will be made as separate decisions by the ment of the policy. Board of County Commissioners. Triggers Program Review An underlying concern throughout the CARNP planning process was that roads Inquiries or requests to initiate the Triggers are often catalysts for premature program review process may be made by development in locations that are various parties, including the Board of inappropriate or lacking other adequate County Commissioners, the County Plan- infrastructure (e.g., sewers, water, etc.). ning Commission, township boards, town- Therefore, one of the objectives of CARNP ship zoning boards, other County de- is to ensure that road construction is timed partments, or the general public, and major road improvements are not particularly residents living near the made in advance of need. The Triggers designated CARNP routes. Policy, therefore, sets forth criteria for Every two years, commencing from the prioritizing when to approve certain adoption of the Triggers Policy June 27, CARNP road improvements thereby 2002, Public Works will review the status of attempting to avoid the problems the designated CARNP Type II and Type III associated with premature development routes (see page 4-5 for Type II and III such as sprawl or “leapfrog” develop- route definitions). The majority of the ment. designated CARNP routes currently do not meet CARNP standards. Minimum thresh- The Triggers Policy enables private prop- old traffic volumes will be required before erty owners as well as the public sector to a Triggers review is conducted of a Type II be better informed and to plan or Type III corridor for potential im- accordingly. The Triggers criteria are not provement to CARNP standards. An intended to limit the planning of route existing two-lane CARNP designated road improvements or the preservation of rights- that does not meet CARNP standards shall of-way (e.g., land dedication, land use not be considered for improvement to planning, acquisition, zoning, etc.) CARNP design standards unless the traffic necessary for future road construction. volume is at least 1,500 ADT (Average Nor are the criteria intended in any way to Daily Traffic). An existing two-lane CARNP restrict the elimination of possible road designated road shall not be considered hazards or any road improvements for improvement to a four-lane road unless associated with general maintenance the existing traffic volume is at least 7,500 (e.g., adding shoulders or turn lanes, or ADT. upgrading gravel roads to asphalt). Any such roadway upgrades or the elimination Public Works’ 5-Year Construction Plan of identified possible hazards will continue to be addressed through the County’s Roads not under the County’s jurisdiction normal road maintenance and improve- are not reviewed or subject to the ment process. County’s Triggers Policy. The findings from Public Works' Triggers review and The Triggers Policy was initially prepared proposed 5-Year Construction Plan are to by Bucher, Willis & Ratliff, consulting be provided to the Johnson County engineers with extensive input from Planning Commission to be included as County staff and the CARNP Technical part of the Planning Commission's annual Committee. Special focus groups such as review of the Rural Comprehensive Plan. VIGOR and the CARNP Leadership Members of the township boards and

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township zoning boards are to be invited County Commissioners approved the first and notified along with the public to 5-Year Construction Plan based on the attend this meeting. The findings of the findings from the Triggers Review Process. Planning Commission are then to be for- The 5-Year Construction Plan calls for the warded to the Board of County Com- widening and improvement of approxi- missioners. mately 10 miles of 199th Street between Metcalf Avenue in the Aubry-Stilwell area Based upon the results of the findings from and U.S. 169 Highway in Spring Hill. the Triggers review and the comments received from the Planning Commission, the Board of County Commissioners will then determine whether to hold a public hearing on any proposed changes to the 5-Year Construction Plan. If a decision is made to not hold a public hearing, then the priorities on the existing 5-Year Construction Plan will not change.

The diagram below illustrates the proposed Triggers Program Review.

On September 18, 2003, the Board of

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TRIGGERS PROGRAM REVIEW CARNP GUIDING PRINCIPLE NO. 7

BOCC Public Zoning Boards

Township Planning Initiation of Triggers Review Process Commission Boards

Public Works Dept. Biennial Review of CARNP Type II & III Routes

* Must Meet Minimum Threshold Levels * 1,500 ADT for 2-lane roads and 7,500 ADT for 4-lane roads

Report to Planning Commission:

Public Works Dept. Trigger Review and 5-year Construction Plan Public

Planning Commission Reviews Triggers Township Report and 5-year Construction Plan as Boards Zonin g Boards Part of Annual Comprehensive Plan Review

BOCC Reviews Planning Commission Findings and Comments

BOCC Public Hearing on 5-Year Construction Plan (If priority changes are desired from previous year)

BOCC decision to modify 5-Year Construction Plan

4.0 COUNTY ROAD AND STREETS roads and their conditions, minimum design and construction standards for new Knowledge of the location and type of roads, design and layout considerations County roads provides an important for new subdivisions, and the trip component for consideration in both generation and road capacity standards plans for the future and during review of for planning and development of the development proposals. Integral com- street and transportation system. ponents of the streets and transportation elements include an inventory of existing

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4.1 Existing Roads in Unincorporated munities in Jackson County, Johnson County Missouri, to the east and Wyandotte County, Kansas, 1. Freeways to the north and provides access to Kansas City a. U.S. 69 Highway is a four-lane, International Airport (KCI), divided, limited access, about 26 road-miles from north-south freeway approxi- Johnson County. Interstate mately 3.75 miles west of the 435 intersects Interstate 35 state line. about 1-mile east of the K-10, I-435 interchange. b. U.S. 169 Highway is a north- south, four-lane, divided, d. Interstate 35 diagonally controlled access freeway crosses the County from the with at-grade intersections northeast to southwest. It is a approximately 11.75 miles limited-access, divided, free- west of the State Line. This way which has four lanes highway extends through the southwest of the City of metropolitan area and con- Olathe. Northeast of Olathe, nects the cities of Olathe and Interstate 35 has been im- Spring Hill within the Johnson proved to a six-lane road County planning area. with eight lanes at key highway interchanges. It extends c. Kansas Highway 10 is an east- into the central business dis- west, four-lane, divided, trict in Kansas City, Missouri, limited access freeway, ap- about 4 miles from the proximately 14 to 15 miles northeast corner of Johnson north of the south County County, and it intersects with Line. The eastern end of K-10 Interstate 70 in downtown Highway connects with Inter- Kansas City, Missouri. As men- state 435 approximately 9 tioned above, Interstate 35 miles west of the state line. intersects K-10 Highway and Kansas Highway 10 provides Interstate 435 in Johnson a four-lane, divided, limited County. Interstate 35 also access highway between the intersects U.S. Highway 169 metropolitan area and the near the south edge of the City of Lawrence, approxi- City of Olathe at 151st Street. mately 8 miles west of the Interstate 35 exits the north west County Line. Within County Line about 3 miles Johnson County, Kansas west of the State Line, and Highway 10 provides ready Interstate 35 intersects Inter- access to the cities of De state 635, a north-south, Soto, Olathe, Lenexa, and inner-loop freeway, at that Overland Park. Through its point. connection to Interstate 435, ready access is also provided e. Kansas Highway 7 is a north- to the cities of Shawnee, south, four-lane, divided, Overland Park and Leawood, freeway, with some at-grade in Johnson County, and com- intersections and some

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grade-separated interchanges. f. 151st Street from Old U.S. 56 It is located approximately 13 Highway to Gardner West miles west of the state line, Road. and it joins with U.S. Highway 169 through the City of g. 175th Street from Pflumm Olathe. K-7 Highway co- Road to I-35. nnects the cities of Shawnee, Lenexa, Olathe, and Spring h. 175th/179th Street from South Hill. U.S. 69 Highway west to Pflumm Road. 2. Paved Roads - Constructed to Engineering Standards i. Lone Elm road, 175th Street to 159th Street. Generally, the paved roads in unincorporated Johnson County 3. Chip-and-Seal Surfaced Roads are two-lane, state or federal highways, or former highways, Several roads have dust-free and County roads improved with surfaces that largely consist of federal funds and include the chip-and-seal surfacing placed following: on roadways that formerly were gravel roads. In places, some of a. Metcalf Avenue (former U.S. these roads have been overlaid Highway 69) is a two-lane, with asphalt or have been rebuilt north-south road approxi- with asphalt pavement in con- mately 3.25 miles west of the junction with bridge or inter- State Line. section reconstruction projects. Since the pattern of chip-and- b. U.S. 56/Old U.S. 56 Highway is seal surfaced roadways shows a two-lane, northeast-south- considerable dispersion, the west road that parallels latest County Road Map pro- Interstate 35. This roadway vides the best data on the connects the cities of Olathe, location, length and pattern of Gardner, and Edgerton, and such roadways. That map shows it exits the west County Line both paved and chip-and-seal about 2 miles north of the surfaced roads with solid black southwest corner of the lines, therefore, the list of paved County. two-lane roads in subparagraph (2) above needs to be con- c. Old K-10 Highway follows sidered when reviewing that Lexington Avenue and 103rd map. Street west of the City of De Soto. 4. Gravel Roads

d. Webster Street from 207th Gravel surfaced roads are shown Street to U.S. 169 Highway. on the County Road Map with lightweight, double lines. Be- e. Gardner Road from 167th cause of the somewhat random Street to 151st Street. distribution pattern of gravel roads, the variety in their seg-

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ment lengths, and their generally lines for the construction of low-capacity for providing ac- private roads. cess to development in unincorporated Johnson County, the 4.3 Penalties Regarding Street Standards map of existing County roads should be carefully reviewed On November 17, 1988, the Board of and considered with respect to County Commissioners adopted each proposed development Resolution No. 159-88 that established site in the County to identify any penalties for the violation of Resolution gravel roads which might be Nos. 150-88, 151-88, 152-88 and 153-88. expected to experience in- creased traffic in excess of the 4.4 Right-of-Way Dedication Policy capacity of such roads. The Board of County Commissioners, on 5. Existing Traffic Counts. February 8, 1996, adopted policies to guide the administration of the right-of- The Public Works Office has way dedication requirements. In summary, counted traffic volumes in unin- the policies: corporated Johnson County in 1986, 1988, 1990, 1992, 1994, 1. Do not require dedications of 1998, and 2001. Latest Traffic right-of-way from rural or resi- Count maps are available at the dential tracts or lots with more County Public Works Depart- than 600 feet of frontage. ment. 2. Require arterial street right-of- 4.2 Minimum Standards for New Streets way dedications of forty (40) feet from section line or from half- 1. On October 27, 1988, the County section line unless any one of the adopted several resolutions that following conditions apply, in established revised standards for which case right-of-way dedica- new streets, bridges and storm tions to sixty (60) feet from drainage system improvements section line or from half-section including: line shall be required:

a. Resolution No. 150-88 which a. In the Urban Fringe Policy adopted "Street Construction Area and where there is a and Storm Drainage need to match city require- Standards for New Sub- ments; divisions, 1988 Edition.” b. If the land is adjacent to a b. Resolution No. 151-88 which Major Arterial or Parkway as adopted a new storm sewer designated on the CARNP design code and readopted map; specifications for road and bridge construction. c. If the development is for commercial, industrial, quasi- c. Resolution No. 152-88 which public, or institutional zoning adopted policies, proce- or land uses; or dures, standards and guide-

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d. If a subdivision plat is pro- needs to provide appropriate routes for posed for 2-acre or smaller lot through traffic, especially with respect to sizes. major nodes of urban development. Local streets that serve individual building 3. Establish an Official Street Line at sites need to be interconnected to the 60 feet from the section line or network of the major and minor arterial from the half-section line along streets which primarily provide for the Major Arterial Streets and along through traffic needs. As areas of the Minor Arterial Streets. The Official County develop, a pattern of inter- Street Line delineates: connected streets needs to be developed, therefore, new developments a. The typical boundary of need to be reviewed with due street right-of-way that may consideration to the need for stub-out be needed for street im- streets to adjoining tracts. provements and widening purposes as the County An effective street system also needs to continues to develop. respect the constraints provided by natural features such as floodplain areas, b. The line from which front yard steep slopes, existing developed areas or building setbacks are land uses which should not be disrupted measured. by significant through traffic. Similar overall design factors need to be c. The required setback line for considered as plans for the future street purposes of septic system system are developed. installations and other private improvements that may not 4.6 Future Road Planning Considerations be subject to the front yard setback requirements (e.g., Trip generation, road capacities, and fences, gates, landscaping). general cost estimates are important components of planning for the future 4. Enable rebates of some pre- road and transportation system. viously dedicated rights-of-way on a case-by-case basis as may 1. Traffic Volume Projection Factors be determined by the Board of County Commissioners after a a. Trip Generation Ratios: public hearing, staff recommendation and findings. The Trip generation ratios are cost of such rebating shall be available from sources such paid by the persons requesting as the Urban Land Institute reconsideration and rebating of (ULI) and the Institute of Traf- previously dedicated rights-of- fic Engineers (ITE). Trip gen- way. eration references from these two sources were considered 4.5 Street Design and Layout Considerations during the preparation of the Comprehensive Plan. A convenient, safe street system is important for the health, safety and welfare The trip generation ratios of the community and the economic well presented below in Table 2 being of the County. The street system are based upon local

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experience within the unincorporated area com- b. Traffic Capacity Levels for bined with adjusted inform- Various Street Types: ation from ULI and ITE. Table 2, therefore, is presented The Long-Range Road Net- here for consideration with work Draft prepared by Public respect to the review and Works, includes the following evaluation of individual land road traffic capacity guide- use or development pro- lines shown in Table 3 below posals relative to the unin- on this page. corporated area of Johnson County.

TABLE 2: TRIP GENERATION RATIOS

Residential Uses ...... 7 vehicle trips/day per dwelling unit

Office Uses Office Buildings (100,000 sq. ft.) ...... 20 vehicle trips per day/1,000 square ft.

Industrial Uses Industrial Park (200 Acres) ...... 10 vehicle trips per day /1,000 sq. ft.

Manufacturing/Assembly (80 Acres) ...... 4 vehicle trips per day /1,000 sq. ft.

Warehousing (60 Acres) ...... 5 vehicle trips per day /1,000 sq. ft.

TABLE 3. STREET CAPACITY GUIDELINES

Class Name Description ADT*

1 Primitive Narrower than 17 feet N/A 2 One Lane Gravel Narrower than 17 feet 40 3 Narrow Gravel 17'-20' wide 200 4 Gravel Wider than 20 feet 350 5 Narrow Asphalt Less than 22 feet wide 1,000 6 Asphalt No shoulders, wider than 22 feet 2,000 7 Asphalt With shoulders, wider than 24 feet 4,000 8 Rural Major Arterial Engineered plan and profile, >24' wide 8,000 9 Rural Major Arterial With turn lanes, >24' wide 10,000 10 Urban Major Arterial 4-lane, >48' wide 20,000

*Optimum Average Daily Traffic

4.7 CARNP Missing Links arterial section line road system and there is no CARNP designation. Included in the planning for future road and transportation systems is The CARNP planning process primarily consideration of areas that are referred to focused on the major arterial and as “missing links.” These are locations parkway routes (CARNP Type II and Type where there are breaks in the existing III), and consideration of connecting these

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missing links was limited, thereby leaving provided. The only major location within gaps in the Type I network grid system. the unincorporated served by rail is New Century AirCenter. An old railroad spur of Some of these missing links have never undetermined utility is also still available to been opened because of existing the former Sunflower Army Ammunition developments or because of geographic Plant. constraints such as waterways or topography. In other instances some of Because of the limited availability of these arterial roads were opened years infrastructure to support heavy industry, ago but were closed due to a lack of use except for businesses at New Century or because of the high cost of AirCenter and possibly at the former maintenance or repair. Sunflower Army Ammunition Plant, there are no other locations within the As part of the review of proposed unincorporated area anticipated to need development along section lines where rail service in the near future. such missing links exist and the CARNP Map 3 does not show a specific road The primary impact of rail service within designation, consideration will be given to the unincorporated area is from the the potential of a future CARNP Type I location of the tracks. The locations of road connection. Factors such as these rails can pose a constraint to connectivity, proposed and existing development as well as limit traffic flow on developments, and geographic or other streets. Most of the tracks within the constraints (e.g., rail lines) will be reviewed unincorporated area, however, are when considering the designation of a located in relatively remote areas along missing link as a CARNP Type I route. streambeds or in floodplains. It is not Developments proposals in these anticipated that there will be any major locations, therefore, may be required to changes in the locations of these tracks include the provision of right-of-way for a within the planning horizon for this Plan. future CARNP Type I route constructed on In recent years there have been informal or along the section line. In addition, discussions among community leaders adherence to other County regulations about the need and potential to relocate associated with CARNP Type I routes may railroad tracks out of some of the cities be required for developments adjacent to within the County; especially within the these missing links.” downtown area of Olathe. These discussions have often pointed to the 5.0 RAILROADS possibility of installing alternate routes The railroad routes that cross through the within the western rural portions of the unincorporated portions of the County are County, but no formal actions or studies the Burlington Northern Santa Fe Railroad have been made or undertaken as of this and the Missouri Pacific Railroad. This net- time. work of rail service is important to the economic welfare of the County as well The following is a summary of the two as being a factor affecting the location major railroad lines, and their routes, that and type of future development. pass through Johnson County:

1. The Missouri Pacific Railroad has Within the unincorporated area, rail a main north-south line that service is limited to freight traffic with only enters the east side of the a few locations where such service is County just south of 143rd Street

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and State Line. It follows the Blue River Valley and Camp Branch 6.0 AIRPORTS AND AIRCRAFT Creek in a south-southwest TRANSPORTATION direction and exits the County at Antioch Road and 215th Street. 6.1 County Airports

2. The Burlington Northern and Johnson County owns and operates the Santa Fe Railroad has main New Century AirCenter (formerly named railroad tracks that enter the the Johnson County Industrial Airport) north side of the County near northwest of 175th Street and Interstate 35 Metcalf Avenue and Interstate and the Johnson County Executive Airport 35. These tracks follow generally southeast of 151st Street and Pflumm a southwesterly alignment paral- Road. Both airports serve general aviation lel and adjacent to the west side uses. of Interstate 35 until it crosses 143rd Street (Dennis Avenue) in New Century AirCenter is the larger of the the City of Olathe. South of two airports, and it could be used for air- 143rd Street, these railroad tracks passenger and airfreight operations in the generally follow U.S. 169 Highway future. and Woodland Road straight south through the City of Spring New Century AirCenter (NCAC) is located Hill. within the unincorporated area, east of the city of Gardner at I-35 and 175th Street. The Burlington Northern and The facility has been owned by Johnson Santa Fe Railroad also have County since it was acquired from the U.S. main railroad tracks along the Navy in 1973. NCAC is the second busiest south side of the Kansas River general aviation airfield in Kansas with near Interstate 435. From that approximately 65,000 flight operations a point, one branch of these tracks year. The only Kansas airport with more follows the bluffs along the south flight operations is Executive Airport side of the Kansas River valley, (90,000 per year), located within the city west through the City of De Soto limits of Olathe and also owned by and into Douglas County near Johnson County. what would be 90th Street. The other branch of these tracks NCAC is home base for nearly 200 aircraft turns south along the west side of and seven aviation-related businesses Mill Creek and follows the Mill employing over 200 people. The airport Creek Valley into the City of includes over 1,000 acres of land, 84 lane Olathe. South of 143rd Street miles of pavement, 90 hangars, large (Dennis Avenue) this railroad line runway and approach lighting systems, a turns to a southwesterly path control tower, and a crash/fire/rescue past the south side of the New service. The Federal Aviation Admini- Century AirCenter, travels stration (FAA) licenses NCAC for com- through the City of Gardner and mercial operations. the City of Edgerton. This railroad line exits the County south of the The Board of County Commissioners City of Edgerton about 1.5 miles approved the current master plan for east of the southwest corner of NCAC in 1993. The master plan recom- the County. mends the continued expansion of the

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airport operations and continued leasing Auxiliary field and deeded to the City of of land for business park development. An Olathe after the war. In 1967 Olathe update of the master plan for NCAC is transferred ownership of the airport to the anticipated provided funding is available Johnson County Board of County Com- from the FAA. missioners.

As part of the County’s 2000 infrastructure plan, Preserving Our Future (POF), the need to plan and control land uses surrounding NCAC was identified as essential to avoiding conflicts or limiting future aviation activities. POF recommended that continued joint planning in this location is needed between the County and neighboring cites to update regulations and planning efforts to protect

NCAC from encroachment by new development. Executive Airport has over 60 T-hanger units for small planes and private facilities for airplane servicing and pilot training.

A group appointed by the County, and composed of representatives of the cities of Gardner, Olathe, and Overland Park, plus representatives of the County and the Johnson County Airport Commission, studied land use compatibility charac- teristics around Executive Airport and New Century AirCenter. The initial report from that study suggested that procedures be explored for joint city-county planning and land use controls, to identify techniques for dealing with airport vicinity land use POF recommended convening a group of compatibility considerations. representative pilots, aircraft owners/ operators, business and economic devel- The Board of County Commissioners has opment interests, etc. to develop a set of adopted, as a part of the Rural recommendations for the County Airport Comprehensive Plan, the Johnson County Commission for use in strategic planning Executive Airport Comprehensive efforts regarding the development of a Compatibility Plan, and the New Century future master plan for NCAC and future AirCenter Comprehensive Compatibility improvements. Plan. The two airport plans strive to develop land use compatibility guidelines Portions of Executive Airport are located associated with the existing airport within both the cities of Olathe and operations and nearby development. Overland Park. This airport is primarily for public use by smaller privately owned Airport vicinity overlay districts and zones planes. This airport was originally con- have also been adopted as a part of the structed during World War II as a Naval

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Zoning and Subdivision Regulations of 1. “Gardner Airport,” southeast of Johnson County, Kansas. The regulations 175th Street and Waverly Road, is are intended to regulate, among other owned by the City of Gardner things, the height of structures and objects and serves as a general aviation of natural growth in the vicinity of the airport for small, private aircraft. airports pursuant to K.S.A. 3-701 et seq. 2. “Cedar Airpark,” located on the Furthermore, airport master plans for both north side of 111th Street about Executive Airport and New Century 1.5 miles west of Kansas Highway AirCenter have been adopted by the 7 and about 1 mile south of Board of County Commissioners, and Kansas Highway 10, is open to approved by the Federal Aviation Admin- the public. istration. The airport master plans set forth the blueprint for proposed development 3. “Hillside,” located at about 16900 of the airport complexes in the future. Kenneth Road adjacent to the state line, is a private turf airstrip. In addition to general planning and zoning authority pursuant to K.S.A. 19-2956 et seq., and county home rule authority, the Kansas Legislature has provided Johnson County with specific zoning authority of public airports and all property located within one mile thereof. K.S.A. 3-307e provides in part that city zoned areas shall keep such city zoning control, except that any changes in existing city zoning must have the approval of the Board of County Commissioners.

6.2 Scheduled Airline Passenger Service

The Kansas City metropolitan area is served by airlines operating at Kansas City International Airport, about 26 road-miles north of the County. Both Interstate 435 and Interstates 35, 635 and 29 provide highway access to that airport.

6.3 Other Airports and Aircraft Landing Fields in the County

Several public, quasi-public or private facilities exist in the County as follows. It should be noted, however, that the County has not formally determined the status of many of these airport or aircraft landing fields under the County’s Zoning and Subdivision Regulations.

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