Working DRAFT REPORT | KAUFMAN COUNTY TRANSPORTATION PLAN
Cover Page
Working Draft
July 2016
Kaufman County Transportation Plan 2016
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Working DRAFT REPORT | KAUFMAN COUNTY TRANSPORTATION PLAN
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Working DRAFT REPORT | KAUFMAN COUNTY TRANSPORTATION PLAN
Table of Contents Acknowledgements ......................................................................................................................... vi Executive Summary .......................................................................................................................... 0 Chapter 1: Introduction .................................................................................................................... 1 Purpose of the Plan ...................................................................................................................... 1 Background ................................................................................................................................... 2 County Profile ............................................................................................................................... 2 Demographic Profile ................................................................................................................. 2 Related Planning Efforts in and Around Kaufman County ............................................................ 7 Kaufman County Bond Program ............................................................................................... 7 City Transportation Plans ......................................................................................................... 7 US 80 Corridor Study ................................................................................................................ 8 IH-20 Corridor Study ................................................................................................................. 8 North Central Texas Council of Governments Plans ................................................................. 8 Plan Input.................................................................................................................................... 11 Public Meetings ...................................................................................................................... 11 Steering Committee Meetings ................................................................................................ 12 County Commissioner Meetings............................................................................................. 12 City and Town Meetings ......................................................................................................... 13 Kaufman County Transportation Survey ................................................................................ 13 Chapter 2: Goals and Objectives..................................................................................................... 15 GOAL 1 | MOBILITY ..................................................................................................................... 16 GOAL 2 | PRESERVATION AND MAINTAINENCE OF EXISTING INFRASTRUCTURE ...................... 19 GOAL 3 | A SPECIAL PLACE TO LIVE ............................................................................................ 21 GOAL 4 | FISCAL STEWARDSHIP ................................................................................................. 23 GOAL 5 | ENHANCE ECONOMIC VITALITY .................................................................................. 24 Chapter 3: Existing Transportation Conditions .............................................................................. 27 Existing Transportation Framework ........................................................................................... 27 Network Connectivity ............................................................................................................. 27 Existing Roadway Functional Classification ............................................................................ 29 Existing Kaufman County City Functional Classification Systems ........................................... 33 Existing Roadway Operations ..................................................................................................... 36 Roadway Level-of-Service ....................................................................................................... 36 Traffic Volumes and Level of Service ...................................................................................... 38 2013 Daily Traffic Volumes ..................................................................................................... 38 Page | iii
Working DRAFT REPORT | KAUFMAN COUNTY TRANSPORTATION PLAN
Existing County Level of Service ............................................................................................. 40 Existing Roadway Conditions ...................................................................................................... 42 Roadway Maintenance Funding ............................................................................................. 42 Land Use Impacts .................................................................................................................... 42 Environmental Conditions ...................................................................................................... 43 Kaufman County Crash Statistics ............................................................................................ 44 Existing Transit System ........................................................................................................... 46 Existing Non-Motorized Systems ............................................................................................ 46 Aviation, Freight and Goods Movement................................................................................. 48 Load Restricted Roadways ...................................................................................................... 50 Bridge Conditions ................................................................................................................... 50 Chapter 4: Transportation Needs and Planning Issues .................................................................. 53 Safety Issues Matrix ................................................................................................................ 53 Maintenance Issues Matrix..................................................................................................... 54 Mobility Issues Matrix ............................................................................................................ 55 Critical Intersections ................................................................................................................... 56 Issue Corridors ........................................................................................................................ 58 Chapter 5: Travel Demand Model Analysis .................................................................................... 61 Regional Forecast Model Demographics .................................................................................... 61 Travel Forecast Modeling ........................................................................................................... 63 Methodology .......................................................................................................................... 63 Conceptual Future Land Use Scenario ........................................................................................ 64 County Demographics ............................................................................................................ 64 Baseline and Future Roadway Network Assessment.............................................................. 64 ................................................................................................................................................ 65 Model Results (Phase III) ........................................................................................................ 65 Results and System Performance ............................................................................................... 66 Overall System Performance Measures ................................................................................. 66 System Performance............................................................................................................... 66 Projected Level of Service ....................................................................................................... 68 Chapter 6: Transportation Plan ..................................................................................................... 73 Thoroughfare Planning ............................................................................................................... 73 Functional Street Classification .............................................................................................. 73 Chapter 7: Transportation Plan Recommendations ...................................................................... 76 Recommended Functional Classifications .............................................................................. 76 Page | iv
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Thoroughfare Design Standards ............................................................................................. 77 Transportation Plan Amendments ............................................................................................. 89 Functional Classification Amendments................................................................................... 89 Recommended Roadways .......................................................................................................... 89 Existing Roadway Enhancements ........................................................................................... 98 Intersection Recommendations ........................................................................................... 106 Access and Corridor Management Standards .......................................................................... 109 Access and Corridor Management Strategies ...................................................................... 109 Transit Plan ............................................................................................................................... 112 Bus Service ............................................................................................................................ 112 Future Commuter Rail Service .............................................................................................. 113 Goods Movement Plan ............................................................................................................. 115 Recommended Truck Route Designations ............................................................................ 115 Truck Route Recommendations ........................................................................................... 116 Roadway Maintenance and Preservation Recommendations .................................................. 119 Non-Motorized Transportation Integration ............................................................................. 120 Non-Motorized Transportation Recommendations ............................................................. 120 Recommended Non-Motorized Facility Types ..................................................................... 122 Additional Policy Recommendations ........................................................................................ 123 Chapter 8: Transportation Plan Implementation ........................................................................ 124 Transportation Action Plan ....................................................................................................... 124 Project Implementation ........................................................................................................ 124 Project Prioritization ............................................................................................................. 125 Project Timing ....................................................................................................................... 125 Funding Strategies .................................................................................................................... 128 Implementation Matrix ........................................................................................................ 128 Conclusion ................................................................................................................................ 132 Agency Coordination ............................................................................................................ 132
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Acknowledgements County Commissioners Court
Resource Members
Bruce Wood, County Judge
Brenda Callaway, Texas Department of Transportation
Jimmy Vrzalik, Precinct 1 Skeet Phillips, Precinct 2 Kenneth Schoen, Precinct 3
Dan Lamers, North Central Texas Council of Governments
Jakie Allen, Precinct 4
Colleen Colby, Northeast Texas Regional Mobility Authority
Ray Clark, Precinct 2*
Omega Hawkins, STAR Transit
Tom Manning, Precinct 4* *Former County Commissioners
County Staff
Transportation Plan Steering Committee
Angie Tijerina, Executive Assistant to the County Judge
Wynne Breeden Jerry Boze
Freese and Nichols, Inc.
Chuck Cade Larry Farthing
Edmund Haas, AICP, Project Manager
Wade Gent
Kevin St. Jacques, P.E., PTOE, PTP, Assistant Project Manager
Gina Nash Marcy Ratcliff Ray Raymond
Staron Faucher, AICP, Assistant Project Manager
Mike Sims
Kevin Johnson, P.E., Kaufman County Bond Program Manager
Jim Thompson
Stanford Lynch, P.E., Project Liaison
Cody Frazier
Chelsea Irby, Project Planner/Public Involvement Coordinator
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Executive Summary Introduction With a population projected to double over the next 20 years, Kaufman County’s population is forecasted to reach about 210,000 by 2035. Burgeoning growth pockets in the northeast section of the county and the gradual influx of population from Dallas County will continue to have a growing impact on the county’s transportation network. To plan for continued countywide growth, Kaufman County elected to update its Transportation Plan and to examine specific issues along US80, a key growth corridor within the county.
Transportation Plan Purpose The Kaufman Transportation Plan serves as a policy guide for addressing long-range transportation needs and investment strategies to accommodate continued county-wide growth. The plan was coordinated with other locally adopted planning documents within Kaufman County as well as those from adjacent counties. This Plan identifies current deficiencies in the existing thoroughfare network and guide the development of a comprehensive countywide thoroughfare system. Because the thoroughfare plan guides the preservation of rightsof-way needed for the development of long-range transportation improvements, it has far-reaching implications on the growth and development of urban and rural areas.
US80 Corridor Study Purpose The US80 Corridor Study is a focused evaluation of mobility needs within the US80 corridor from the eastern to western county limits; the examination of identified mobility alternatives, adjacent area access and circulation, and supporting corridor improvements to enhance safety and economic benefit.
Working DRAFT EXECUTIVE SUMMARY | KAUFMAN COUNTY TRANSPORTATION PLAN
Plan Input The Kaufman County Transportation Plan and US80 Corridor Study were led and directed, in part, by the two Plan Steering Committees, made up of key county stakeholders from various cities and agencies around the county.
Transportation Plan Steering Committee
Marcy Ratcliff Mike Sims Gina Nash Jerry Boze Wade Gent Wynne Breeden Jim Thompson Larry Farthing Ray Raymond Robert Messer
US80 Corridor Steering Committee
Steve Rogers Terry Capehart Chris Metz Chuck Shepard Gary Stringer Don Thurman Ken Cunningham Sidney Schlebach Chris Simpson Frank Nucherino Alan Bain
In addition to the Plan Steering Committees, seven (7) public meetings were held to gather public input and support for the plans. Plan input was also gathered from Kaufman County Cities, school districts, and a number of county stakeholder groups including, but not limited to, Leadership Kaufman County, City EDCs, TxDOT, NCTCOG, STAR Transit, and a number of local developers.
An online transportation plan survey was also administered to county residents to help prioritize county issues and needs. The results of the survey are available in Appendix XX of the plan document.
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Goals and Objectives The goals and objectives for the Kaufman County Thoroughfare Plan were developed in collaboration with the Plan Steering Committee and presented to county stakeholders at a series of public meetings. Centered on mobility, the primary objective of the plan is greeting a transportation system that will effectively and economically serve the existing and projected transportation needs of the county in a safe and efficient manner. The goals of the plan include: Mobility, Enhance Economic Vitality, Maintain and Preserve Existing Infrastructure, Fiscal Stewardship, and Special Place to Live.
Mobility is a primary tenet of the transportation system, with emphasis on a range of accessible and convenient, multi-modal transportation choices that provide connections between communities and population and employment centers.
Enhance Economic Vitality
Provide a seamless and efficient connectivity to support residential and business development.
Fiscal Stewardship
Prioritize investments that maximize benefits across multiple user groups in a way that is fiscally and environmentally responsible.
Maintain and Preserve Existing Infrastructure
Community viability through maintaining streets, utilities, and other infrastructure facilities.
Special Place to Live
A network that blends seamlessly with the character of Kaufman County communities.
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Working DRAFT EXECUTIVE SUMMARY | KAUFMAN COUNTY TRANSPORTATION PLAN
Existing Conditions, Issues and Needs The following existing conditions, issues, and needs reflect the state of Kaufman County’s transportation network in 2015 at the onset of the study. The elements identified in this section of the plan set the foundation for the overall plan and provides a basis from which the county must grow to accommodate future roadway demands.
Issues and Needs County stakeholders identified a number of transportation issues and needs through the public input process that should be addressed to meet future transportation demands. Figure 1 graphically illustrates a summary of Kaufman County Transportation issues and needs. The more prevalent issues and needs reported by county stakeholders included the following:
Primary Issues and Needs • • • •
Need for North to South Connectivity Need for East to West Supporting Connectivity Congested Corridors in Northwest Kaufman County Dangerous Intersections & Curves
North to South Connectivity North to south connectivity was identified as a major transportation need by every county stakeholder group. Because the majority of the roads in Kaufman County are situated in a diagonal pattern relative to major regional corridors that traverse the county, both residents and commuters have difficulty traveling between cities. The most direct north to south route currently in the county is SH34 between Kaufman and Terrell. This segment of SH34, however, does not have to capacity or proper alignment to adequately meet long-term north to south mobility needs in the county. Addressing this issue will provide a major boost to the county’s thoroughfare network.
The layout of the original transportation network in Kaufman County is based on the sectioning of land in accordance with the “Law of the Indies” system, which requires all streets and lots be oriented 45 degrees from true north and south to provide equal light to every side of a house throughout the day.
East to west connectivity was also identified as a major need in the county due to increasing congestion along the US80 corridor and the limited number of alternate east to west routes to divert traffic to when an accident occurs. Many of the east to west routes in the southern sector of the county such as CR4061 and FM148 are too narrow, prone to flooding, and/or in need of major maintenance.
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F IGURE 1. KAUFMAN C OUNTY ISSUES AND NEEDS MAP
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Congested Corridors Despite moderate overall traffic levels, a number of corridors in with county were identified by stakeholders as congested. Identified sources of congestion included poor road conditions, excess truck traffic, narrow lanes, limited alternative routes for major facilities, and access management issues. US80, as depicted to the right, is a major source of congestion in the county, particularly when an accident occurs. There are currently few parallel east to west routes and limited frontage roads. Identified congested corridors include, but are not limited to:
FM548 US80 FM460 FM148
Additional details on Kaufman County congested corridors are available in Chapter 3 of the Transportation Plan document. Dangerous Intersections and Curves A number of dangerous intersections were identified by stakeholders through the public input process. These intersections are not only characterized by a high number of traffic incidents, but geometric issues, high speeds, and poor maintenance as well. Table 1 contains a list of intersections identified as dangerous by Kaufman County Stakeholders. These intersections alone were the site of 265 traffic accidents between 2009 and 2014. A full list of identified intersections is available in Chapter 3.
T ABLE 1. DANGEROUS I NTERSECTION TRAFFIC A CCIDENTS
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Existing Transportation Systems Despite its rural nature, Kaufman County is developing a multimodal transportation system. The current transportation network supports automobile traffic, transit, and bicycle and pedestrian accommodations. In addition to these commuter systems, the network also facilitates aviation, freight, and goods movement. The following section provides a summary of the transportation systems in Kaufman County.
Existing Transit System Star Transit, located in Terrell, is the primary transit service provider in Kaufman County. Originally founded as Kaufman County Senior Citizens Service in 1980, and later Kaufman Area Rural Transit (KART), STAR Transit currently operates 92 busses, providing service to all Kaufman County cities, as well as Mesquite, Seagoville, and Balch Springs. Service is also available to portions of Dallas, Ellis, and Rockwall Counties.
Aviation, Freight, and Goods Movement Aviation, freight, and goods movement are essential to the wellbeing of the county and its residents, and was taken into consideration when planning the transportation network. Truck traffic, though a nuisance to commuters sharing the transportation system, are a vital part of the county’s economic system, providing goods that would otherwise be unavailable to many county residents. Designated county truck routes currently include: IH20, US80, US175, and SH34. New truck routes were identified and divided into primary, secondary, and tertiary routes for the Transportation Plan. Additional details, including a recommended truck routes map, is available in Chapter 8 of the plan document.
Bike and Network The county currently has limited investment in bike and pedestrian facilities on county roads, but a number of cycling groups are starting to appear on Kaufman County roads. Cyclists, according to stakeholders, bike for recreation or exercise rather than as mode of transportation to work, shopping, or entertainment venues. To go along with the increased presence of bicyclists, 48 bike and pedestrian crashes occurred in Kaufman County between 2010 and 2014; of which, five resulted in fatalities. The current identified bike routes within the county include rural paved shoulders along US175, US80, SH34, and SH205. The county also has a number of planned on and off-street routes around the county. A full illustration of the Kaufman County’s existing and planned bicycle facilities is available in Chapter 3.
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Working DRAFT EXECUTIVE SUMMARY | KAUFMAN COUNTY TRANSPORTATION PLAN
Existing Functional Classification The functional classification of streets is used to identify the hierarchy, function, and dimensional aspects of a roadway. Streets and highways are grouped into classes based on facility characteristics, such as geometric design, speed, traffic capacity, and land use access. Roadways, such as highways, with higher levels of mobility and speed, typically offer lower levels of land use access. Conversely, high access facilities, such as collectors, operate at lower speeds with limited mobility. Figure 2 is an illustration of the 2003 Kaufman County Transportation Plan Map. The 2003 Kaufman County Thoroughfare Plan included four (4) classifications:
Major Arterials Major Thoroughfares Collectors Minor Residential
Majors (Highways and Freeways) The existing right-of-way for majors range from 120 to 130 feet. No specific language exists on the designated number of lanes, but typical Kaufman County roads in this functional classification range have two (2) to four (4) lanes. Current examples of major arterials include:
US175 US80 (western portion) IH20 SH557
Major Thoroughfares Similar to major arterials, the right-of-way for major thoroughfares ranges between 120 and 130 feet and typically includes two (2) to four (4) lanes, though the allotted number of lanes is not specified. Examples of major thoroughfares include:
SH34 FM148 SH205 FM740
Collectors Collector facilities have a minimum right-of-way of 64 feet and contain two (2) travel lanes. Examples of existing collectors include:
CR322 FM2932 Abner Road
Though not typically included in a thoroughfare plan, Kaufman County minor residential streets are a minimum 60 feet of right-of-way and have two (2) lanes.
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F IGURE 2. 2003 KAUFMAN COUNTY T HOROUGHFARE MAP
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Working DRAFT EXECUTIVE SUMMARY | KAUFMAN COUNTY TRANSPORTATION PLAN
Network Analysis Current Daily Traffic Volumes Kaufman County traffic volumes ranged from fewer than 500 trips per day to over 67,000 trips per day in 2013. The highest AADT in the county was along US80 between Forney and the Dallas County Line with about 67,167 trips per day. Much of this traffic can be attributed recent growth in the Forney area as well as the number of Kaufman County residents utilizing US80 to get to jobs in Dallas. Overall, 2013 Kaufman County traffic volumes were significantly lower than other areas around the region, such as Dallas, with AADT volumes as high as 300,000 vehicles per day. In fact, most of the Kaufman County roadways, 75 percent, had AADT volumes of less than 10,000.
Current Level-of-Service The majority of the roads in the county are LOS ABC, meaning the current traffic volumes are much lower than the overall capacity of the roadways. There is little congestion caused by capacity limitations and traffic flows relatively smooth. Figure 3 emphasizes the high congestion areas around Forney and Terrell. Figure 4 displays current level-of-service in Kaufman County.
F IGURE 3. TERRELL AND FORNEY A REA 2013 LEVEL - OF -SERVICE
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F IGURE 4. KAUFMAN C OUNTY 2013 LEVEL - OF -SERVICE
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Working DRAFT EXECUTIVE SUMMARY | KAUFMAN COUNTY TRANSPORTATION PLAN
Travel Demand Model Ten model scenarios were developed in conjunction with the plan steering committee to explore the performance of different road investment strategies for the county. The scenarios were split into three phases to take into account differences in the calculation of external trips (i.e. trips that start or end somewhere outside the model area). The first phase includes all scenarios except Scenario C and Scenario C1. The second phase includes only these two scenarios (i.e. C and C1). The third phase includes a 2028 scenario with recommended 0-15 year improvements, a revised 2035 existing and committed base scenario, and a 2035 recommended network scenario, which are presented in the Phase III results section. Model Enhancements The following list describes the Phase I and II roadway improvements proposed in each scenario. Phase I 2035 Base Scenario: Existing and committed transportation improvements.
Scenario A: North-South Connector, SH34 realignment, and corridor improvements.
Scenario A1: North-South Connector, partial SH34 realignment, and corridor improvements.
Scenario B: SH34 realignment, eastern North-South Connector, and arterial improvements.
Scenario B1: SH34 realignment and arterial improvements (no North-South Connector).
Phase II Scenario C: North-South Connector, SH34 realignment, US175 improved to freeway, and arterial improvements.
Scenario C1: SH34 realignment, US175 improved to freeway, and arterial improvements.
Phase III
Revised 2035 Base Scenario: 2035 Existing and committed transportation improvements, adjusted external traffic volumes, and SH34 realignment. 2028 Scenario: 2028 Existing and committed transportation improvements, 0-15 year recommended improvements, and adjusted external traffic volumes. Recommended 2035 Network Scenario: 15 + year recommended improvements, adjusted external traffic volumes.
Figure 5 compares the performance of the 2035 Phase III Base and Recommended Scenarios. The recommended network enhancements significantly improved traffic operations on a number of Kaufman County roadways including Old SH34, SH205, FM429, and a number of other roadways. The recommended network enhancements not only improved projected traffic congestion, but enhanced connectivity in the county by providing new routes to improve north to south and east to west connectivity. Details on the performance of each network scenario is available Chapter 5 in the Transportation Plan.
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F IGURE 5. 2035 NETWORK S CENARIO C OMPARISON
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Thoroughfare Plan Figure 6 provides a description of the Kaufman County recommended thoroughfare network. The network was vetted through the County Judge, plan steering committee, Kaufman County Cities, County Commissioners, and a number of other stakeholder groups before being presented to the public. The recommended network was developed to not only relieve projected congestion, but to improve connectivity and facilitate economic development as well. The recommended functional classifications were designed to be flexible in terms of right-of-way and lane configuration in order to accommodate a range of development as the county grows and develops.
Recommended Functional Classifications The following cross-sections were developed for consideration in the 2035 Kaufman County Transportation Plan Map. Please note that recommended functional classifications are for rightof-way designation; roadways are not recommended for lane additions until development and or congestion warrants it. Highways/ Freeway: 4-6 Lanes, 400’ – 500’ ROW
Principal Arterial: 4-6 Lanes, 120’ – 140’ ROW
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Major Arterial: 4-6 Lanes, 120’ ROW
Minor Arterial: 3-4 Lanes, 100’-120’ ROW
Collector: 2-3 Lanes, 80’100’ ROW
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F IGURE 6. KAUFMAN C OUNTY 2035 THOROUGHFARE P LAN MAP
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Summary of Recommended Projects A number of new roadways, realignments, extensions, and lane additions are recommended to improve the Kaufman County Thoroughfare network. The following sections provides a brief summary of recommended roadways improvement for the county. A complete list and description of recommended thoroughfare network improvements is available in Chapter 7 of the Transportation Plan document. A few ley improvements are listed below.
North-South Connector The North-South Connector may be one of the most pivotal connections recommended for the county as it will provide the primary contiguous north to south route in the county. The roadway, a long-range improvement for the 20-year horizon, will eventually be a four (4) to six (6) lane highway facility carrying about 33,000 vehicles per day. Alignment Details Provides a primary north-south connection for the county Relieves congestion of parallel roads Improves overall regional mobility Improves county-wide development framework Time Frame: 20+ Years Estimated Cost: $167M – $334M
Southern Connector The Southern connector, located between Crandall and Kaufman, provides an alternative north to south connection in southern Kaufman County that direct links SH34 to the North-South Connector. The roadway will be classified a four (4) to six (6) lane principal arterial and facilitate about 19,000 vehicles per day.
Alignment Details Alternative route for truck traffic Reduces congestion in Scurry and Rosser Improves north to south connectivity Improves developable area between Crandall and Kaufman Timeframe: 20 + Years Estimated Cost: $53M - $80M
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FM986 – University Extension The FM986 - University Extension will be a three (3) to four (4) lane minor arterial will provide an alternative east to west connection north of Terrell and Forney. The segment is projected to carry about 9,000 vehicles per day by 2035. Additional Details Opens the area between Forney and Terrell for development Provides a congestions relief route Crosses Big Brushy Creek (Flood Plain) Northwest segment of University unpassable in flood conditions Time Frame: 10-15 Years Cost Estimate: $40M – $54M
FM1392 Realignment The FM1392 Realignment will straighten out FM1392 to create a more direct north to south connection through Terrell’s ETJ. The roadway is projected to accommodate about 15,000 trips per day in 2035 and operate at a level-ofservice DE. Additional Details Provides an alternative north to south route. Provides a backage road for the North – South Connector Provides a framework for economic development west of Terrell Improves connectivity around Terrell Timeframe: 10-15 Years Cost Estimate: $28M – $38M
Relocated SH34 The proposed Relocated SH34 was developed as an alternative to widening Old SH34 between the cities of Terrell and Kaufman. The alignment, stretching from the Windsor Avenue in Terrell to the SH34 bypass in Kaufman, will be classified a four (4) to six (6) lane principal arterial, and is projected to carry about 12,000 vehicles per day by 2035. The benefits of the connection include improved north to south connectivity through the county and reduced congestion on Old SH34. Alignment Details
Reduces congestion along Old SH34 Improves north to south connectivity Timeframe: 20 + Year Horizon Estimated Cost: $39K
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FM148 Bypass The FM148 Bypass reroutes FM148 to the east of Crandall. The roadway is part of the Kaufman County’s existing and committed network, and will initially be constructed as a two (2) lane collector. To improve projected level-of-service, the plan recommends widening the facility to a three (3) to four (4) lane collector facility in the 10-15-year timeframe. Alignment Details Improves circulation around Crandall Opens the area east of Crandall for Development Reduces projected congestion in downtown Crandall Timeframe: 1-3 years (Phase 1 - Initial construction) 10-15 years widening to 4 lanes Cost Estimate: $4,700,000 (Phase 1)
Additional of Policy Recommendations
Incorporate functional classification recommendations, such as right-of-way, lane widths, and shoulders into the County Subdivision Regulations and Engineering Standards. Develop a county truck route ordinance that identifies recommended truck routes through the county while simultaneously restricting truck access to other identified facilities. The county thoroughfare plan should be updated every 10 years to keep pace with population, employment, and other development trends within the county. Conduct a North – South Mobility corridor feasibility study to determine the most beneficial and least impactful north to south route through the county. Develop a county road pavement index to assess pavement conditions and inform maintenance decisions on county managed roads. Encourage adoption of the county transportation plan by Kaufman County Cities.
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Funding and Implementation A funding and implementation matrix was developed for the transportation plan to match recommended projects and identified transportation needs with potential funding sources. The following table provides a summary funding resources that may be utilized by the county to fund the plan recommendations. The complete Funding and Implementation Table is located in Chapter 8 of the plan document.
T ABLE 2. FUNDING AND IMPLEMENTATION TABLE SUMMARY
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Chapter 1: Introduction Located just 30 miles from the heart of the Dallas-Fort Worth Metroplex, Kaufman County is quickly becoming one of the most attractive places to live in the North Texas Region. With large master planned communities and multiple expanding employment centers, Kaufman County is poised to experience significant congestion and mobility challenges.
Purpose of the Plan The purpose of the Kaufman County Transportation Plan is to improve long-term transportation connectivity and access, and create a more efficient framework for economic development. The final products of the Plan are the Transportation Plan Document and Thoroughfare Map. The Transportation Plan Document includes transportation policy, goals and objectives, and implementation strategies to guide the growth and development of the thoroughfare network. The Transportation Plan Map is the long-term illustration of the thoroughfare network with identified rights-of-way for future preservation. The Kaufman County Transportation Plan was coordinated with other locally adopted planning documents within Kaufman County as well as those from adjacent counties. The Plan identifies current deficiencies in the existing thoroughfare network to help guide the development of a comprehensive countywide thoroughfare system. Because the Transportation Plan guides the preservation of rights-of-way needed for the development of long-range transportation improvements, it has far-reaching implications on the growth and development of urban and rural areas. As one of the most visible and permanent public investments for the county, it is critically important for the plan to align roadway and right-of-way needs for facility implementation and to maximize the potential for economic development. This long-term plan will be a catalyst for private development in the County and inform decisions on transportation infrastructure needs, maintenance, and placement. As development occurs, it becomes increasingly difficult to make changes to the thoroughfare network without significant cost and disruption. By identifying and preserving rights-of-way along existing corridors and connecting planned developments, stakeholders can maximize the economic return on transportation investments. The Plan considers current conditions, stakeholder input, County goals and objectives, NCTCOG’s 2040 Metropolitan Transportation Plan, and other input from TxDOT and regional and location agencies.
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Background Kaufman County, located east of Dallas in North Central Texas 16-County region, was established by the Texas Legislature in 1848. The County is made up of 788 square miles of land and is within the Blackland Prairie Region of Northeast Texas. Two large rivers divide the County: The Trinity River and The Sabine River. Located in the Trinity River watershed, the area is home to prairie grasses, mesquite, oak, pecan, and elm trees. The seat of Kaufman County is the City of Kaufman, which is located in the south central portion of the County along Highway 175 and Highway 34. Kaufman County is home to: Cities Combine Cottonwood Crandall Forney Kaufman Kemp Post Oak Bend Terrell
Towns Oak Grove Oak Ridge Scurry Talty
Villages Grays Prairie Rosser
County Profile Viewed as rural county for much of the past century, Kaufman County’s population has nearly tripled over the last 30 years, growing from 39,015 in 1980 to 103,350 in 2010. Much of this growth, according to County stakeholders, can be attributed to the growing appeal of a rural lifestyle in close proximity to employment and entertainment opportunities in Dallas. Kaufman County’s population is projected to increase to over 210,000 by 2040. New developments such as Heartland, Windmill Farms, Gateway, Las Lomas, and Whitt Ranch, illustrated in Figure 1, have fueled the attractiveness of the county.
Census Designated Place Elmo
F IGURE 1. F ORNEY AND TERRELL D EVELOPMENT AREAS
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F IGURE 2. KAUFMAN C OUNTY POPULATION PROJECTION
250,000
210,337 200,000 150,000 100,000
71,313
50,000 2000
2010
2020
2030
2040
Source: 2010 Census and FNI Calculations
T ABLE 1. HISTORICAL P OPULATION
Year 1970 1980 1990 2000 2010 2014*
Kaufman County Population Population Change 32,392 39,015 6,623 52,220 13,205 71,313 19,093 103,350 32,037 108,120 4,770
Percent Change 20% 34% 37% 45% 5%
16 County Region Population Population Change 2,506,973 3,116,152 609,179 4,111,750 995,598 5,309,277 1,197,527 6,539,950 1,230,673 6,841,530 301,580
Percent Change 24% 32% 29% 23% 5%
Source: 2010 Census and FNI Calculations
Demographic Profile Current demographics must be examined in order to strategically plan for the County’s future transportation system. Understanding who Kaufman County is today will help the County better understand the needs and desires of the population with respect to transportation. Factors such as population, age, and income create issues and opportunities unique to Kaufman County with regard to the number of people using the transportation system, where they need to go, and the types of transportation they will require to get there. Understanding current demographics and historical trends will also help project how needs and desires for transportation might change in the future, which is important because transportation projects are large endeavors that require substantial time and funding. Figure 2 and Table detail past and projected population growth in Kaufman County. County population is projected to reach 210,000 by 2040 – nearly doubling the current population.
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Age and Gender Figure 3 depicts the age and gender breakdown of Kaufman County and compares the data to the State of Texas. Overall the age and gender breakdown is fairly similar to Texas. However, the County is below average in the 2024-year-old and 25-29-year-old cohorts. In addition, the County is slightly above average for children and mid-to-end-of-career cohorts. The below average trends may be attributed to a lack of higher educational amenities and advanced employment in the County that would traditionally attract and retain students and young professionals.
F IGURE 3. KAUFMAN C OUNTY AGE C OHORTS AND P OPULATION P YRAMID 80 to 84 years
Texas
Female
Male
70 to 74 years 60 to 64 years 50 to 54 years 40 to 44 years 30 to 34 years 20 to 24 years 10 to 14 years Under 5 years 6%
4%
2%
0%
2%
4%
Source: 2010 Census
The surplus of younger and older portions of the population could also indicate that native residents have stayed in the community while population growth has been primarily made up of families with school-aged children. These findings are consistent with the regional trend of families seeking to live outside of the urban core and taking advantage of both urban amenities, such as retail, and rural suburban services, such as strong education systems. There is also a trend of people in the 60-84 year cohorts seeking to retire in quiet, rural areas. Overall, Kaufman County has a well-dispersed population in terms of age and gender. However, efforts to improve and attract higher education and employment opportunities would help attract and retain 20-29-year-olds. Ample opportunities and a balanced population will make Kaufman County an attractive place to live for all ages and create the potential for life-cycle housing and infrastructure. Providing transportation solutions for people of all ages could include safe routes for children through school zones, connectivity to regional amenities for families, efficient thoroughfares for commuters, and connectivity to healthcare and community facilities for those aging in place.
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6%
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Race and Ethnicity Considered alone, race and ethnicity help illustrate the makeup of Kaufman County but do not provide insight as to the needs or desires of residents. However, the information can be cross referenced with income data to better understand socioeconomic breakdowns and corresponding transportation needs.
TABLE 2. KAUFMAN COUNTY RACE
Race White Black or African American American Indian and Alaskan Native Asian Native Hawaiian & Other Pacific Islander Some Other Race
Percent 81.2% 11.1% 1.4% 1.2% 1.0%
Overall, Kaufman County is fairly homogeneous in terms of racial and ethnic diversity. Roughly 17 percent of the population identified as Hispanic or Latino; only 18.8 percent identified as a race other than White.
7.4%
Source: 2009-2013 American Community Survey\
F IGURE 4. ETHNICITY
Source: 2009-2013 American Community Survey
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Income It is important to understand income distribution because it can often be an indicator of a community’s car ownership levels, need for public transportation, and ability to finance public improvements. The median income in Kaufman County is $61,194. This is greater than that of the State of Texas, Dallas County, and Hunt County, which are $51,900, $50,000 and $44,900 per year respectively. However, Kaufman County’s median household income is lower than adjacent Rockwall County’s $86,000 per year. Ellis County is similar at $61,800 per year. It is important to note that median income is not a measure of average, it signifies the exact middle value of all incomes earned by all households in the County.
F IGURE 5. KAUFMAN C OUNTY I NCOME
Source: 2009-2013 American Community Survey
Figure 5 illustrates that despite a high median household income, roughly 25 percent of Kaufman County households earn less than $35,000 annually, with 10 percent of the county making less than $15,000 annually. This subset of the population will be important to consider as transportation planning progresses because it is the subgroup least likely to have adequate access to personal transportation. Addressing this portion of the community may require consideration for expanded public transportation or multimodal accessibility for those who walk or bike to work. For the roughly 40 percent of the population earning over $100,000 annually, transportation planning could include ample roadway connectivity and capacity for those who commute to or from neighboring counties.
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Educational Attainment Considered alone, educational attainment has seemingly little correlation with transportation planning. However, it does have a direct correlation with earned income, which impacts transportation planning. Educational attainment helps provide background to the needs and abilities of a community’s workforce. Workforce greatly influences the jobs and industries that are attracted to a community, and the different industries have a wide range of transportation needs. Educational attainment can also be an indicator of educational offerings in a community, and the location of schools often drives development patterns and therefore roadways. Kaufman County residents are relatively well educated; 81 percent of residents over 18 have at least a high school diploma and nearly 51 percent have attended college. This is similar to neighboring counties with the exception of Rockwall, which is higher in both categories. F IGURE 6. EDUCATIONAL A TTAINMENT
Source: 2009-2013 American Community Survey
A meeting was held with Kaufman County Independent School Districts to gather input on existing and planned schools, facility expansion, and transportation needs within the county. Planning streets to be compatible with schools will require consideration of school zone speeds, safe crosswalks, and bicycle accommodations.
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Related Planning Efforts in and Around Kaufman County A number of studies have been conducted within and around Kaufman County that will play a role in the development of the Kaufman County Transportation Plan. The findings in these studies will provide pertinent existing conditions information that can be used to inform county stakeholders in the development of the plan. Likewise, the recommendations developed in the Plan will be used to inform future studies in the region. Strategic coordination between Kaufman County and other regional agencies such as TxDOT and the NCTCOG will be pivotal in the implementation of the Plan. The following section is a summary of existing studies that have been completed within the region.
Kaufman County Bond Program The countywide transportation bond program includes the development, management and implementation of 26 projects throughout the county. A variety of mobility enhancements, maintenance, and other strategic planning initiatives were developed as part of this program. As a result, the leveraging of other funds has resulted in an increase of $44 to $100 million in additional transportation investments. It also included the leveraging of $56-million, voter-approved bond package to more than $100 million using regional, state and federal funding. The transportation bond program had provisions for three major transportation studies: Kaufman County Transportation Plan US-80 Corridor Study North – South Mobility Corridor Study
City Transportation Plans Most Kaufman County Cities have thoroughfare or comprehensive plans that lay out a vision for the future of transportation. Crandall, Combine, Forney, Kaufman, Kemp, Talty, and Terrell all have citywide transportation plans that were reviewed and analyzed during the development of the county-wide transportation plan. Using the existing City thoroughfare plans as the geographic foundation of the countywide network ensures roadway contiguity throughout the county and compatibility between City and County road networks.
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US 80 Corridor Study The US 80 Corridor Study focuses on examining mobility needs of US 80 within Kaufman County between the Dallas County to Van Zandt County lines. Planning along the corridor will center on long-term mobility needs when considering regional travel, sub-area access and circulation, and land planning to enhance specific origins and destinations within this stretch of corridor. Long-term mobility considerations include the provision of additional: frontage roads, ramp/interchange enhancements, bridge improvements, supporting access and circulation, and potential passenger rail alternatives.
IH-20 Corridor Study Texas Department of Transportation (TxDOT) conducted the IH 20 Corridor Study to identify and address maintenance, safety, and capacity concerns between IH 635 in Dallas and the Texas state line. The study includes a comprehensive needs assessment and master plan to efficiently implement transportation improvements throughout the corridor. Recommendations for the US 80 Corridor study were formulated with this TxDOT plan in mind. Recommendations from the IH 20 plan will also be integrated into the Kaufman County Transportation Planning process to ensure network coordination and compatibility.
North Central Texas Council of Governments Plans The Metropolitan Transportation Plan: Mobility 2040 Before projects recommended through the Kaufman County Transportation Plan can be implemented, they must be included in NCTCOG’s Metropolitan Transportation Plan (MTP). The MTP is a comprehensive regional transportation plan geared towards meeting the multimodal transportation needs of the Dallas-Fort Worth Metroplex – of which Kaufman County is a member. The plan is updated every two years to ensure compliance with federal air quality standards, and includes a wide range of transportation policy issues including, but not limited to transportation finance, social considerations, environmental considerations, mobility options, and operational efficiency. In order for projects to be considered for the MTP, the following criteria have to be met. Metropolitan Transportation Plan Requirements 1. Identified Funding Source (TxDOT concurrence is needed if federal or state funds are allocated to the project) 2. Local Government Support 3. Public Involvement (Satisfied or recommended through a study or similar mechanism)
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Transportation Improvement Program NCTCOG’s Transportation Improvement Program (TIP) is a multi-year listing of transportation projects located in the Dallas-Fort Worth Metroplex that have been approved for funding by federal, state, or local sources. The overall TIP is only updated every two years, but modification cycles occur throughout the year to address project issues such as cost overruns/ underruns, scope changes, and changes to a projects funding year. Kaufman County transportation projects selected for funding must be entered into the TIP before they can be implemented.
Kaufman County Multimodal Transportation Study The purpose of this plan was to “develop a transportation plan for Kaufman County that will be coordinated with other locally adopted planning documents in Kaufman and adjacent counties and that will also be reflected in NCTCOG’s Regional Transportation plan. This study identifies current deficiencies in the existing thoroughfare network and guides the future development of a comprehensive region-wide thoroughfare system.”
Eastside Transit Study The Eastside Transit Study examines the feasibility of transit options for Dallas County and west Kaufman County, exploring short-term public transportation options and the long-term ridership potential of multiple transit modes, including rail and bus. The study concluded that there is no one-size-fits-all transit solution for the near, mid or long-term. The Eastside Transit Study area is relatively diverse, ranging from a dense urban environment in Dallas County to a more rural setting in Kaufman County. Initial findings of the study reveal ridership numbers are not high enough to warrant rail expansion into Terrell or Kaufman. There is, however, potential for a route from Forney to Union Station.
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NCTCOG Transit Needs Assessment and Planning Study: Final Implementation and Funding Plan for Kaufman County NCTCOG identified a range of transportation service alternatives that could potentially meet the mobility needs of Kaufman County residents. According to the general public survey, 50% of respondents indicated transit was not available to them, when in fact it was. Recommendations included:
Marketing techniques, including signs and amenities at bus stops and transit vehicles, print information about services, web and social media presence, and outreach and partnerships. Dial-A-Ride (DAR), a shared, curb-to-curb transportation service available to the general public. Limited-stop bus service to key regional destinations. Express bus service to major regional employment destinations.
North Central Texas Council of Governments Aviation Plan System Plan recommendations focus on implementations related to airport facility encroachment and long-term sustainability through 2035. In North Central Texas, there are two commercial service airports, 11 reliever airports, and over 40 additional General Aviation (GA) facilities. Kaufman County is home to 13 GA airports. Key plan recommendations as they relate to Kaufman County include:
Protect and acquire land for future planned airport expansion. Educate local and County staff and officials on GA on the role and importance of GA facilities. Establish an airport council to guide development. Establishing operational policies and procedures for unmanned aircraft systems.
Texas Department of Transportation Rural Transportation Plan The Texas Rural Transportation Plan (TRTP) provides a multimodal approach to long-range rural transportation issues and needs. The plan, which is the rural section of the Statewide Long Range Transportation Plan, provides recommendations for roadway, transit, and non-motorized transportation improvements. Approximately 600 rural added capacity highway projects were identified in the TRTP. The following strategies were identified in the plan to address long-term transportation needs.
Focus available transportation funds on the most cost-effective investments. Manage the transportation system in ways that encourage costeffective shifts in how rural residents travel. Develop partnerships for providing transportation improvements.
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Plan Input One important element in the development of the plan was the incorporation of public input and involvement. It is not only a mechanism for gathering information and opinions on issues throughout the county, but gives county residents ownership of the Plan. Essential to this step was the formation of a plan steering committee. The Kaufman County Transportation Plan Steering Committee was comprised of Kaufman County Mayors, City Managers, Agency Leaders, and a number of concerned county stakeholders. Throughout the course of the project, the steering committee met four times, covering issues such as north south mobility, transportation network connectivity, economic development, and plan implementation. In addition to input from the plan steering committee, the study offered several opportunities for public input, including: public meetings, presentations to Leadership Kaufman County, several city Chambers of Commerce, and a meeting with Kaufman County school districts. The plan also includes a countywide transportation survey to gather information on travel patterns, destinations, and overall operation of the transportation network. Below is a summary of public involvement for the Transportation Plan.
Public Meetings A series of public meetings were held to provide information on the transportation planning process, present initial findings, and gather input and feedback from county stakeholders on existing county issues and needs. Seven (7) public meetings were held in the cities of Terrell, Forney, and Kaufman. The following issues and needs were identified in the meetings. The first three meetings were to introduce the project and gather information on transportation issues and needs throughout the county. Public Meeting Issues and Needs Safety Congestion Areas Truck Traffic North to South Mobility
T ABLE 3. SUMMARY OF PUBLIC MEETINGS
Public Meetings City of Kaufman Transportation Plan - Kaufman High School City of Terrell Transportation Plan - Furlough Middle School City of Forney Transportation Plan - Forney High School City of Forney Transportation Plan - Forney High School City of Kaufman Transportation Plan - TVEC Building City of Terrell Transportation Plan - Furlough Middle School City of Kaufman Transportation Plan - TVEC Building
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Date 1/20/2015 1/22/2015 1/27/2015 3/29/2016 3/30/2016 3/31/2016 4/11/2016
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Steering Committee Meetings The Kaufman County Transportation Plan was led and directed, in part, by the Plan Steering Committee, which was made up of key county stakeholders from various cities and agencies around the county. The Plan Steering Committee was involved throughout the entire planning process, providing guidance on transportation issues and needs, network connectivity, and Plan recommendations. Four (4) Plan Steering Committee meetings were held between October 2014 and January 2016. Steering Committee Guidance
Feedback on identified issues and needs Identification of potential north – south corridors Thoroughfare network scenario review Plan recommendations review County demographic and growth scenario review
County Commissioner Meetings The Plan was also vetted through Kaufman County Commissioners to provide overall guidance and direction. In addition to various Commissioners Court Briefings on the status of the project, eight (8) meetings were held with Kaufman County Commissioners to provide updates and gather feedback on the Plan.
Feedback on identified issues and needs Identification of potential north – south corridors Thoroughfare network scenario review Plan recommendations review
T ABLE 4. COUNTY C OMMISSIONER MEETING SUMMARY
Commissioner Meetings Commissioner Vrzalik Commissioner Manning Commissioner Schoen Commissioner Clark Commissioner Allen Commissioner Phillips Commissioner Vrzalik Commissioner Schoen Commissioner Allen Commissioner Phillips Judge Wood
Date 12/2/2014 12/2/2014 12/3/2014 12/5/2014 12/29/2014 12/29/2014 2/5/2016 2/5/2016 2/11/2016 2/11/2016 3/7/2016
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City and Town Meetings The Transportation Plan was also vetted through Kaufman County Cities to ensure coordination between the County and City plans and to provide an opportunity for Kaufman County Cities to provide input on the future of transportation in the county. The City input process included updates to demographics for the travel demand model, thoroughfare network review and comments, incorporation of City transportation plans, and issue and need identification. A total of 14 meetings were held with Kaufman County Cities, including a small Cities and Towns meeting in December 2014 with the Cities of Combine, Kemp, Talty, and Oak Ridge.
Kaufman County Transportation Survey An electronic survey was conducted in March 2015 to gather information on the transportation priorities and travel patterns of Kaufman County residents. A total of 310 Kaufman County stakeholders responded to the survey – most expressing concern for issues such as poor road conditions, congestion, and safety. Additional survey information and results is available in Appendix XX.
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T ABLE 5. KAUFMAN C OUNTY CITY M EETINGS
City Meetings City of Crandall City of Terrell City of Kaufman City of Forney Other City Input Meeting (Combine, Kemp, Talty, Oak Ridge) City of Kaufman City of Kemp City of Mabank City of Terrell City of Combine City of Crandall City of Forney Town of Scurry City of Mesquite
Date 12/2/2014 12/3/2014 12/3/2014 12/5/2014 12/8/2014 2/11/2016 2/11/2016 2/11/2016 2/11/2016 2/12/2016 2/12/2016 2/12/2016 2/18/2016 5/5/2016
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Chapter 2: Goals and Objectives The Goals and Objectives section of the Plan reflects the ideology and aspirations that a county desires of its transportation system. Goals are philosophical in nature and serve as a vision of what transportation should be in the future. The objectives discussed in this section are action oriented and are intended to create the framework for specific strategies to achieve the stated goals. Objectives should be: Specific, Measurable, Achievable, Relevant, and Timely.
Objectives
Specific Measurable Achievable Relevant Time Oriented
The following goals and objectives were developed for the Kaufman County Transportation Plan in collaboration with the Plan Steering Committee and presented to county stakeholders at a series of public meetings. The goals and objectives were further refined based on a questionnaire completed by Plan Steering Committee members. The goals and objectives developed for the Transportation Plan were packaged into the following base goals: Mobility, Maintain and Preserve Existing Infrastructure, A Special Place to Live, Fiscal Stewardship, and Enhance Economic Vitality.
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GOAL 1 | MOBILITY Mobility is the key goal and purpose of any thoroughfare system, moving people and goods within and through the transportation network. Improving mobility is essential to the overall well-being of Kaufman County because as the county grows and develops existing burdens such as congestion, truck traffic, and limited north-south mobility, will only be exacerbated. The tenets of mobility include: • •
A seamless system of transportation options and solutions that accommodates all users. A range of accessible and convenient, multi-modal transportation choices that provide connections between cities, neighborhoods and employment centers throughout the Metroplex.
The following mobility objectives were developed through the Transportation Plan Steering Committee to Specifically address mobility concerns within the county.
1.
Provide a transportation system that will effectively and economically serve the existing and projected travel needs of the county in a safe and efficient manner. Objectives: 1.1 Develop a coordinated and unified thoroughfare network that takes into account the concerns of all system users and jurisdictions within the county. Action and Performance Measures: Coordinate and incorporate existing development plans into the revised thoroughfare network. Incorporate existing City thoroughfare plans into the County Transportation Plan to maintain and improve the connectivity between adjacent city thoroughfare plans within Kaufman County. Coordinate with all Kaufman County Cities at the end of the Transportation Planning process to ensure consistency and incorporate the County thoroughfare network into future City thoroughfare plans to create more seamless network connectivity.
1.2 Improve the connectivity between county, local, and regional destinations through an integrated roadway network that considers all users. Action and Performance Measures: Develop County level thoroughfare standards and recommendations for roadways located in unincorporated areas and/or outside city ETJs to maintain consistent/efficient connections between adjacent cities. 1.3 Identify and enforce designated truck routes to reduce the amount of through truck traffic on commercial corridors and load restricted roadways and bridges. Action and Performance Measures: Increase police presence in areas with load restricted roadways and bridges. Page | 16
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Increase the number of truck weighing stations – particularly in the southeast sector of the county where there is a high number of load restricted bridges and roadways. Develop a roadway maintenance prioritization criteria based on identified pavement conditions and/or load zone rating. Recommend truck routes to divert truck traffic away from commercial corridors, residential areas, and load zoned roadways. 1.4 Develop a plan that prioritizes overall connectivity within the county. Action and Performance Measures: Reduce overall Vehicle Miles Traveled (VMT) within the county by creating more direct routes between major destinations within the county. Develop transportation improvements to reduce forecasted 2035 Level-of-Service (LOS) F roadways to LOS DE or better. 1.5 Improve roadway safety. Action and Performance Measures: Identify and assess critical and high accident intersections to determine mitigation strategies to reduce collisions. Identify strategies to reduce traffic accidents along County managed roadways. Identify safety concern areas and develop specific mitigation strategies to improve overall driving conditions within the county. 1.6 Identify feasible and direct North-South roadway alignments through the eastern and western sectors of the county. Action and Performance Measures: Conduct detailed planning studies to identify potential alignments for advancement to the environmental documentation and conceptual schematic planning. Provide project information to NCTCOG for incorporation into the Metropolitan Transportation Plan. 1.7 Identify long-term transit feasibility and needs within the county. Action and Performance Measures: Incorporate STAR Transit network expansion plans into the Transportation Planning process. Assist transit agencies in the evaluation of existing and planned transit routes for feasibility. 1.8 Increase the number of direct alternative connections between Kaufman cities and major destinations throughout the region. Action and Performance Measures: Identify alignments for east-west backage roads to parallel major corridors within the county for traffic mitigation and improved connectivity. Test the impact of backage roads on the overall County network and adjacent facilities in terms of congestion, volumes, and level-of-service in the travel demand model. 1.9 Maintain a hierarchy of thoroughfare classifications that will provide for safe and convenient flow of traffic throughout the county. Action and Performance Measures: Develop transitionary thoroughfare standards for County managed roadways between adjacent cities to ensure more seamless connectivity. Maintain a Transportation Planning process to ensure efficient and desirable connections between arterial class facilities and other thoroughfares.
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1.10 Coordinate with Kaufman County ISDs on transportation system implications of proposed school facility expansion/needs. Action and Performance Measures: Identify school bus routes within Kaufman County. Identify the location of future school sites and anticipated bus routes. Assess existing school bus routes in terms of accessibility to residential areas, congestion, maintenance, and safety. 1.11Promote integration between transportation and land use development. Action and Performance Measures: Incorporate master planned developments activities into the transportation planning process to promote connectivity with other planned facilities in adjacent areas. Develop a matrix of roadway treatments/characteristics that may be applied to County roads to accommodate different land uses that may be utilized in unincorporated areas. 1.12Strengthen partnerships between local governments and agencies to implement regionally significant projects. Participate with MPO, TxDOT, NETRMA, and other agencies in the planning and coordination of connections to and from the county. Attend MPO and agency planning meetings to coordinate and promote the county plan. 2. Identify roadways for improvement that will enhance and improve access to employment and activity destinations within Kaufman and neighboring counties. Objectives: 2.1 Improve the ease of access to residential and commercial destinations within the county. Action and Performance Measures: Develop access management strategies for roadways connecting adjacent residential communities. Develop access management strategies for commercial corridors including, but not limited to intersection, speed, and traffic calming. Identify and evaluate key county traffic generators and special destinations based on traffic counts and projected volumes on roadways providing access.
2.2 Promote the design and implementation of continuous frontage roads along major highways (US80, IH20, and US175) within the county. Action and Performance Measures: Identify alignments along US80, IH20, and US175 for potential frontage roads. Work with other agencies to test the impact of frontage roads (or extensions) on the overall County network and adjacent facilities in terms of congestion, volumes, and level-of-service in the travel demand modeling.
2.3 Monitor regional transportation systems and agency planning efforts to ensure a proactive County response to issues affecting the county. Action and Performance Measures: Develop a matrix of potential funding sources for county level transportation improvements.
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Develop a matrix of needed Kaufman County transportation improvements to be evaluated in the regional transportation model, prioritized, vetted through TxDOT and NCTCOG, and incorporated into the regional thoroughfare plan. 2.4 Plan and implement new and improved roadways to effectively accommodate vehicular traffic within the county and throughout the region. Action and Performance Measures: Develop a matrix of recommended prescriptive roadway improvements to improve connectivity within the county. Evaluate recommended roadway improvements in the travel demand model to determine the facilities’ impact on the overall transportation network. 2.5 Plan and implement strategic transit, bicycle and pedestrian mobility options for residents traveling within the county and throughout the region. Action and Performance Measures: Assist transit agencies in the identification of potential transit routes based on projected population and employment growth areas around the county. Identify potential bike and pedestrian connections within the county.
GOAL 2 | PRESERVATION AND MAINTAINENCE OF EXISTING INFRASTRUCTURE The tenets of Preservation and Maintenance of Existing Infrastructure include: Prioritize maintenance, rehabilitation, reconstruction and safety. Investments that balance the transportation needs of the county and local communities. Community viability through maintaining streets and other infrastructure facilities.
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1.
Upgrade and improve existing transportation infrastructure to enhance system carrying capacity, reduce congestion and minimize accidents.
Objectives: 1.1 Identify structurally deficient corridors and bridges for inclusion in a database that prioritizes roadway improvements by level of deficiency, current and projected traffic volumes, and cost of maintenance and repairs. Action and Performance Measures:
Develop a roadway performance index that allows the County to assign points to key roadways to indicate the level of deficiency. Dedicate adequate resources to maintain existing roadways, bridges and culverts at or above established minimum conditions standards.
1.2 Identify future points of congestion along existing major corridors and develop potential mitigation strategies to better accommodate projected volumes. Action and Performance Measures: Utilize initial travel demand model outputs to pinpoint projected areas of congestion and deficiencies within the county. Define roadway improvements to reduce congestion (LOS DE) on major transportation corridors. 1.3 Develop and prioritize a list of long and short-term transportation projects to address current and projected transportation needs within Kaufman County. Action and Performance Measures: Utilize the travel demand model to determine the most effective project phasing in terms of network operation. Identify alignments for backage and frontage roads paralleling US80 that may be used to relieve congestion and facilitate economic development. 1.4 Identify existing roadways that can be realigned and widened to improve connectivity to major highways and alleviate congestion. Action and Performance Measures: Test recommended realignments in the travel demand model to determine their impact on the overall transportation network. Identify routes frequented by emergency response vehicles to ensure adequate sizing to accommodate wider vehicles. 1.2 Identify high accident areas and develop alternative strategies to reduce overall traffic accidents and fatalities. Action and Performance Measures:
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Develop a map and matrix of high accident areas in the county to determine accident hotspots and trends. Utilize the data gathered from the matrix and map to develop specific recommendations for each high accident area.
1.5 Establish proactive planning dialogue and coordination with ISDs to optimize traffic operations and school safety to specific site issues. Action and Performance Measures: Meet with school district representatives to glean transportation and school siting issues and needs within the county. Coordinate with ISDs on identified school bus routes for deficiencies. 1.6 Upgrade and improve existing street infrastructure to enhance efficiency, improve intersection operations, reduce congestion and minimize accidents. Action and Performance Measures: Develop matrix of mitigation strategies that can be applied to specific types of intersection deficiencies. 1.7 Upgrade and improve existing transit, bicycle and pedestrian infrastructure to encourage usage of alternative transportation.
GOAL 3 | A SPECIAL PLACE TO LIVE The tenets of a Special Place to Live include:
1.
Transportation and Infrastructure designed to reflect both people and places. Enhance transportation choices and accessibility. Blends seamlessly with the character of Kaufman County communities, neighborhoods, employment centers and activity centers.
Promote a more livable county and high quality of life through incorporation of context sensitive transportation design practices and a proactive approach to aesthetic quality of key transportation corridors. 1.1 Promote policies that limit the number of driveways/curb cuts along major thoroughfares identified as commercial corridors. Action and Performance Measures: Identify existing and potential commercial corridors within the county based on existing future land use plans. 1.2 Encourage shared parking lots along major thoroughfares identified as commercial corridors.
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Action and Performance Measures: Identify existing commercial destinations within the county that may be able to consolidate and share parking between adjacent land uses and businesses. 1.3 Encourage sidewalks and other pedestrian amenities along commercial corridors in urbanized areas to facilitate pedestrian activity between adjacent uses and contiguous destinations. Action and Performance Measures: Evaluate existing sidewalks along key commercial corridors in terms of connectivity (to parks, businesses, and neighborhoods) and overall maintenance/condition. Identify key locations for pedestrian amenities and landscaping along identified commercial corridors. 1.4 Identify corridors for bike routes between residential areas, parks, and other destinations within the County. Action and Performance Measures: Identify key connectivity routes and points between existing city bike routes within Kaufman County. 1.5 Enhance the aesthetics of key arterial class roadways that lead travelers into the central cities and towns and major areas of retail and development. Action and Performance Measures: Identify key connectivity corridors for the implementation of gateways and other aesthetic attributes. Develop a map highlighting key destinations within the county and key existing and planned arterial facilities that connect them to other key destinations, neighborhoods, and highways. 1.6 Create visual gateways and other landmarks to establish a county-wide identity. Action and Performance Measures: Develop a county gateway and corridor design scheme (to be approved by the Plan Steering Committee) to be taken into consideration when developing beautification strategies for the county. Identify key locations for county gateways along major thoroughfares and highways (IH20, US175, US80, etc.) within the county. 1.7 Adopt policies and programs that promote context sensitive considerations and aesthetics into the planning and funding of transportation projects. Action and Performance Measures: Identify funding sources that can be used to design and/or construct context sensitive design elements, such as pedestrian amenities, landscaping, and other beautification strategies along commercial corridors within the county. 1.8 Invest in projects that minimize the impacts of railroad delay and noise. Action and Performance Measures: Identify quiet zones along rail corridors in urbanized areas. Engage stakeholder and steering committee members to determine key locations for quite zones along the UP Rail Line.
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GOAL 4 | FISCAL STEWARDSHIP The tenets of Fiscal Stewardship Include: Provide a detailed roadmap of actions for transportation and infrastructure improvements. Investments that maximize benefits across multiple user groups in a way that is fiscally and environmentally responsible.
1.
Optimize the use of County funds and leverage additional funding for strategic implementation of transportation improvements to maximize public return on investment in transportation infrastructure and operation. 1.1 Identify funding sources to leverage existing bond program funds and maximize the impact of dollars allocated to transportation improvements in the county. Action and Performance Measures: Partner with regional and state agencies, such as NCTCOG and TXDOT, to fund transportation infrastructure improvements within the County. Consider the construction of toll roads, managed lanes, and HOV lanes to meet funding gaps for future thoroughfares within the county. Develop a recommended project matrix that includes available funding sources and whether the project meets preliminary requirements. Utilize transportation funds for both large and small scale projects to improve overall connectivity and function of the thoroughfare network. Identify funds for roadway maintenance throughout the county. Prioritize and phase transportation investments to maximize the use of available and programmed funds. Identify and pursue private, regional, state and federal revenue sources for funding multimodal transportation improvements. 1.2 Provide transparency and meaningful public awareness, ongoing citizen input, and participation opportunities to implement and update the Plan. Action and Performance Measures:
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Continuously update the Kaufman County website with information on upcoming opportunities for funding and public-private partnerships that may benefit the county in terms of transportation and economics. Provide feedback on the development and implementation of the plan (even after adoption) to ensure it remains a part of future land use and transportation decisions throughout the county. Provide a plan feedback questionnaire on the Transportation Plan website and allow county residents and developers the opportunity to download and provide feedback on the Plan once it is adopted.
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Coordinate a Kaufman County Transportation forum where county stakeholders can more effectively communicate transportation issues and concerns with County Commissioners and other decision-makers.
1.3 Plan for and preserve rights-of-way and other properties for future multimodal transportation and supporting infrastructure investments. Action and Performance Measures: Identify future transportation corridors within the county to preserve the right of way for future transportation projects. Develop County thoroughfare standards to ensure available right of way for future transportation projects. Identify existing corridors that may need to be widened and/or upgraded in functional class to accommodate future transportation needs. Identify potential multimodal corridors that may accommodate automobiles, rail, bicyclists, and/or pedestrians. Identify truck/shipping corridors that may have wider designated rights-of-way to accommodate more truck traffic.
GOAL 5 | ENHANCE ECONOMIC VITALITY The tenets of Enhancing Economic Vitality include: Identify opportunities for linkages to employment centers and support job creation and retention. Provide a seamless and efficient connectivity to support residential and business development. Incorporate input from the community-at-large in an ongoing dialogue with stakeholders.
2.
Invest in transportation improvements that support the physical and economic vitality of Kaufman County and its cities, businesses, employment, and education districts. 2.1 Invest in transportation improvements that support the physical and economic vitality of Kaufman County’s neighborhoods, businesses, and commercial centers. Action and Performance Measures: Identify future transportation infrastructure improvements that improve the connectivity between Kaufman residential areas and planned commercial developments. Develop a phasing plan for improvements to County managed and maintained corridors between commercial and residential areas throughout the county. Identify potential commercial corridors for the implementation of roadway design standards conducive to commercial development. 2.2 Provide for safe and effective trucking, railroad and air freight movement to, from and through Kaufman County, including supporting facilities, while minimizing their impact on quality of life. Action and Performance Measures:
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Identify alternative truck routes through and around communities that avoid residential areas and enter commercial areas via adequate facilities. Provide for effective trucking, rail and air freight movements to, from and within the county. Review pavement conditions and overall congestion levels on existing truck routes to determine the long-term feasibility of the facilities as truck routes. Develop criteria for alternative routes throughout the county. Increase police presence along existing non-truck route facilities that have been identified as problem truck traffic problem areas. Install “no truck traffic” signs in residential areas.
2.3 Promote integration between transportation and land use development. Action and Performance Measures: Leverage transportation investments to enhance land use and economic benefit decisions within the county. Implement backage roads where possible along both sides of IH-20 and US 80 to enhance land use/economic benefit to the adjacent communities. 2.4 Identify and implement policies and programs to support and incentivize development initiatives within the county that encourage public-private partnerships and timely implementation of transportation improvements to reduce overall cost. Action and Performance Measures: Provide an annual or five-year report on developing projects and issues relative to thoroughfare planning for the Kaufman County Commissioners Court, Cities and ISDs. Identify transportation projects from future development plans that may be submitted for federal, state, and/or regional funds. Partner with TxDOT, Kaufman Cities, and NCTCOG to fund the construction and/or enhancement of commercial corridors within the county.
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Chapter 3: Existing Transportation Conditions Kaufman County has an advantage over many more urbanized areas around the region because it is largely undeveloped and has flexibility to make pivotal land use and transportation decisions considered infeasible in more developed areas. The existing conditions section of a transportation plan sets the foundation of the plan. It provides a baseline description of the county’s transportation network as it stands today regarding capacity, functional classification and modal accommodations, and serves as a platform for recommended system adjustments.
Existing Transportation Framework Figure 8 illustrates Kaufman County’s existing transportation network. The layout of the transportation network in Kaufman County is based on the “Law of the Indies” system, which requires all streets and lots be oriented 45 degrees from true north and south to provide equal light to every side of a house throughout the day. Rather than the roadways being laid out in the traditional north-south oriented grid pattern, they appear diagonal on a map. This network orientation has proven troublesome for commuters traveling within and through the county.
Network Connectivity There are few direct north – south road alignments in Kaufman County, and commuters traveling north to Forney and Terrell, or employment centers in Dallas have to utilize a number of discontinuous and meandering roadways to reach their destinations. The main arteries of north – south and east – west connectivity in Kaufman County include SH34 and US175 for commuters traveling north or south, and IH20 and US80 for travelers going east or west. There is also limited connectivity between adjacent cities. The commute between Kaufman, Oak Ridge, and Terrell is sufficient, connectivity wise, with the existing SH34 alignment providing an adequate connection. This route, however, while direct, has a number of safety and projected congestion issues that will need to be addressed to ensure the long-term viability of the route. Commuters traveling from the southeast sector of the county, around Maybank and Kemp, can utilize US175 to reach destinations in Kaufman and Crandall, but have limited access to the development around Forney. Likewise, Kaufman County residents in Combine and Crandall have no direct routes to Forney or Terrell. Improving ease of access and providing efficient connectivity are important goals of a transportation plan. Understanding the functionality and framework of facilities in Kaufman County and accomplishing the plan goals will require an evaluation of different aspects of the transportation system. The purpose of evaluating existing conditions is to better define transportation needs in order to identify solutions that meet the county’s current and future transportation demands. The following is a review of the existing transportation network in Kaufman County.
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F IGURE 7. KAUFMAN C OUNTY E XISTING ROAD NETWORK
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F IGURE 8. F UNCTIONAL C LASSIFICATION AND LAND USE A CCESS
Existing Roadway Functional Classification The functional classification of streets is used to identify the hierarchy, function, and dimensions of a roadway. Streets and highways are grouped into classes based on facility characteristics, such as geometric design, speed, and traffic capacity. The roadway functional class allows travelers ease of access to origins and destinations through a combination of streets. Functional class can be updated over time if surrounding land uses change significantly.
A facility will move up in hierarchy as the surrounding area becomes denser and additional cars are attracted to the area. Population and land use densification may also decrease the functional class of a roadway as the area becomes more walkable. Typically, the higher the roadway’s classification, the lower the access to adjacent land uses. Freeways, for instance, typically provide no direct access to land uses, but allow continuous connectivity between regional destinations. Figure 9 illustrates the relationship between land functional class and land use access.
Kaufman County Thoroughfare Standards There are currently four roadway classifications for Kaufman County managed roads: major thoroughfares, major arterials, collectors, and minor residential streets. The right-of-way for major thoroughfares and major arterials ranges between 120 and 130 feet and typically includes two (2) to four (4) lanes, though the allotted number of lanes is not specified. Collector facilities have a minimum right-of-way of 64 feet and two (2) lanes. Minor residential streets, typically not included in a thoroughfare plan, are a minimum 60 feet of right-of-way and have two (2) lanes. Table 6 and Figure 11 detail the current Kaufman County functional classification developed in 2003. T ABLE 6. EXISTING KAUFMAN COUNTY T HOROUGHFARE STANDARDS
Functional Class Major Thoroughfare Major Arterials Collectors Minor Residential
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ROW 120' - 130' 120' - 130' 64' 60'
Lanes Various Various 2 2
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F IGURE 9. 2003 KAUFMAN COUNTY T HOROUGHFARE P LAN MAP
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Freeways The foundation of the County’s thoroughfare network includes IH20, US80 and US175. The function of these roadways, though managed by the state, will be pivotal to the overall Plan. IH20 is part of the interstate highway system. It spans east to west through the entire county, with an alignment through Talty, Terrell, and Mesquite. US80 provides a second east to west route through the county, with a freeway section spanning from the Dallas County line to SH557. The roadway continues as a principal arterial from SH557 to the Van Zandt County Line. Additional information on US80 is available in the US80 Corridor Study, which is being completed in conjunction with this plan. US175 forms a diagonal connection through the county, aligning through Maybank, Kemp, Kaufman, and Seagoville within the Kaufman County limits. It provides a vital connection for residents in the southeast corner of the county who commute to northern Kaufman County cities and Dallas for work and shopping. It also provides a connection to Cedar Creek Lake. Interestingly, the main lanes of the southeastern portion of the US175, between Kaufman and Mabank, were never fully constructed and commuters utilize the frontage lanes intermittingly along the corridor. State Highways The county is also served by five state highways, including SH34, SH557, SH298, SH205, SH243, and SH274. SH34 is one of the most direct north-south roadways in the county. It travels north through Ennis, Rosser, Scurry, Kaufman, Oak Ridge, Terrell, and eventually Hunt County. Despite the number of cities it connects, SH34 is considered a “problem” roadway by county stakeholders and needs a number of operational improvements. SH205, located in the northern sector of the county, provides a north-south connection between US80 in Terrell and Rockwall. SH243 provides an east-west connection from Van Zandt County to the city of Kaufman before merging with US175 and continuing west to Dallas County. SH274 is located in the southeast sector of the county and provides a connection through Kemp to Seven Points and Henderson County. SH198 is also located in the southeast sector of the county and provides a connection from US175 in Mabank to Van Zandt County. It is important to note that most of the County’s state highways are functionally classified as principal arterials.
Principal Arterials Principal arterials are ideally designed to allow large volumes of traffic and operate at a high level of mobility. A principal arterial is designed for longer distance trips and provide access to major activity centers and adjacent cities. There should be a limited number of driveways directly accessing primary arterials, and they should only connect to other primary arterials or freeways. Typically, on-street parking should not be allowed on a principal arterial. Examples of principal arterials within the county include SH34, SH205, and SH243, and US80 between Terrell and the Van Zandt County limits.
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Minor Arterials Minor arterials connect traffic from collectors to primary arterials. They are designed to accommodate moderate traffic volumes at relatively low speeds, and often extend to a larger geographic area. In certain situations, minor arterials may accommodate on street parking. Examples of existing Kaufman County minor arterials include FM148, FM1389, and FM1641
Collectors Collectors are designed for short trips and low speeds. They serve primarily to connect trips to higher functional class facilities. Existing collectors include Helms Trail, Colquitt, and CR322.
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Existing Kaufman County City Functional Classification Systems The following functional classification systems may need to be revisited, coordinated and updated in conjunction with the overall county transportation plan and as new roadways are constructed – to ensure the efficiency of the overall network. Because of this, the overall approach to the transportation plan, including the functional classification system, was holistic in nature and based on the existing transportation plans of Kaufman County Cities. The following section describes each City’s thoroughfare plan.
Forney Thoroughfare Standards The City of Forney’s thoroughfare standards were developed in 2015 as part of the City’s comprehensive plan update. The plan includes five (5) cross-sections, ranging from principal arterials to major collectors. T ABLE 7. EXISTING CITY OF F ORNEY THOROUGHFARE STANDARDS
Functional Class Principal Arterial Urban Arterial Minor Arterial Greenway Arterial Major Collector
Type 1 2 3 4 5
ROW 130’ 110’ 100’ 104’ 70’
Lanes 6D 6D 4D 4D 2D
F IGURE 10. F ORNEY 2015 C OMPREHENSIVE PLAN CROSS -SECTIONS
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Terrell Thoroughfare Standards Terrell’s thoroughfare standards, developed through the City’s 2002 comprehensive planning effort, were last updated in 2009. The standards include 8 typical sections, ranging from an eight-lane major arterial (the former outerloop) to a 2 lane residential street.
F IGURE 11. TERRELL MAJOR T HOROUGHFARE CROSS -SECTIONS
T ABLE 8. CITY OF TERRELL THOROUGHFARE STANDARDS
Functional Class Major Arterial Major Thoroughfare Major Thoroughfare Secondary Thoroughfare Major Collector Minor Collector Residential Streets Rural Residential
Type AA AA B C
ROW 160’-180’ 120’ 100’ 80’
Lanes 8D 6D 6D 4D
D E F G
60’ 60’ 50’ 60’
2U 2U 2U 2U
City of Kaufman Thoroughfare Standards The City of Kaufman’s thoroughfare standards, developed in 2009, include five functional classifications ranging from Major Thoroughfares to Minor Collectors. T ABLE 9. CITY OF KAUFMAN THOROUGHFARE S TANDARDS
Functional Class Major Thoroughfare Major Arterial Minor Arterial Major Collector Minor Collector
Type AA AA B C D
ROW 240’ 120’ 100’ 80’ 60’
Lanes 6D 6D 4D 4U 4U
F IGURE 12. TYPE A – MAJOR AND M INOR ARTERIALS
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Due in part to the size of the county, and more importantly different jurisdictions and densities, the function and operation of a single contiguous roadway may vary as it traverses different areas of the county. FM2578, for instance, is a major collector in the city of Kaufman with 80 feet of right-of-way, becomes a major thoroughfare as it enters unincorporated county land, and continues as a major thoroughfare with 120 feet of right-of-way through the city of Terrell. Many of these inconsistencies are due to differences in the cities’ future land use and development plans and policies. Because of this, it is important to coordinate the existing thoroughfare and future land use plans of all Kaufman County cities to ensure coordinated, compatible and contiguous roadway alignments, sizes, lane numbers, and right-of-way. This will not only help alleviate future roadway issues such as bottlenecks and maintenance concerns, but provide for a safer and more efficient transportation network.
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Existing Roadway Operations Roadway Level-of-Service Level-of-Service (LOS) is a performance measure used to evaluate the function and flow of traffic through a transportation network. LOS is an operational expression that measures the volume to capacity ratio of a roadway. Traffic operations range from A through F, with A referring to free flow traffic conditions and F representing severely congested facilities. Figure 17 illustrates the relationship between level-of-service and traffic movement. F IGURE 13. LEVEL OF SERVICE , VOLUME TO CAPACITY RELATIONSHIP
Most cities design for LOS C and D operational conditions during the peak hours. Economically, LOS C or D roadways slow traffic down just enough for commuters to take notice of local businesses along a corridor; these conditions are also ideal for pedestrian activity. In some cases, mitigation of LOS may be constrained due to rightof-way or environmental factors. A description of the operational condition is listed below.
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LOS A-B-C: Traffic flow in this category moves at or above the posted speed limit. Travel time in this category is not hindered as a result of congestion because traffic volumes are much less than the actual capacity.
LOS D-E: This category is slightly more congested LOS A-B-C, however traffic volumes are beginning to reach their capacity of the thoroughfare. Traffic move along at an efficient rate and posted speeds are maintained.
LOS F: Congestion is apparent in this Level of Service category. Traffic flow is irregular and speed varies. The posted speed limit is rarely, if ever, achieved in this category. In more congested corridors traffic can be at a mere standstill with limited progression during peak hours.
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Traffic Volumes and Level of Service Understanding current traffic volumes on a road network is an important step in determining if facilities are functioning at capacity under current conditions. The Annual Average Daily Traffic (AADT) provides information on traffic history. AADT is the total volume of vehicle traffic divided by 365 days. Traffic counts can also be collected over a specific time period. This method, Average Daily Traffic (ADT) is the number of vehicles traveling in a 24-hour period, greater than a day but less than one year.
2013 Daily Traffic Volumes Kaufman County traffic volumes ranged from fewer than 500 trips per day to over 67,000 trips per day in 2013. The highest AADT in the county was along US80 between Forney and the Dallas County Line with about 67,167 trips per day. Much of this traffic can be attributed recent growth in the Forney area as well as the number of Kaufman County residents utilizing US80 to get to jobs in Dallas. Overall, 2013 Kaufman County traffic volumes were significantly lower than other areas around the region, such as Dallas, with AADT volumes as high as 300,000 vehicles per day. In fact, most of the Kaufman County roadways, 75 percent, had AADT volumes of less than 10,000. Traffic volumes, however, are only one component of roadway level-of-service. Capacity must also be taken into consideration. A roadway with high traffic volumes and the capacity necessary to accommodate it can still operate an efficient level-ofservice. Conversely, roadways with low capacity can be overwhelmed by a relatively small amount of traffic. Grove Street, located in the city of Kaufman, has an AADT volume of about 5,500, but operates a level-of-service F during peak hour traffic.
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F IGURE 14. KAUFMAN COUNTY E XISTING TRAFFIC VOLUMES
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Existing County Level of Service A capacity analysis of the existing roadway network was conducted to help identify existing operational issues in the county. The analysis indicates that under current conditions, there is sufficient capacity to accommodate the majority of the traffic on the Kaufman County road network. Other than a few highly congested road segments around Forney and Terrell, the majority of the county’s roads operate at LOS ABC. Figure 19 illustrates the 2013 congestion levels around Forney and Terrell. Segments of FM548, FM740, and FM460 are operating at LOS F; there are also a few segments of SH205 and SH34 operating at a LOS DE. Current level-of-service for the full Kaufman County Network is illustrated in Figure 20. F IGURE 15. 2013 FORNEY AND T ERRELL AREA LEVEL -OF -SERVICE
In light of normal operating conditions, Kaufman County is not immune to traffic congestion. The limited number of frontage roads throughout the county, particularly along US80, IH20, and US175, makes the county susceptible to major traffic congestion in the event of an automobile incident. Rather than diverting to a frontage road in the event of an accident, commuters must wait until an accident is cleared, which could take hours according to county stake holders.
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F IGURE 16. KAUFMAN COUNTY 2013 LEVEL - OF -SERVICE
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Existing Roadway Conditions Road conditions within Kaufman County vary depending on available funding for maintenance and improvements, land use, and the mode and level of traffic accommodated by the roadway. Other independent factors include the location and environmental conditions such as topography, soil type and weather. All of these factors in conjunction have a significant baring on the existing roadway conditions in Kaufman County. The following section details existing roadway conditions in Kaufman County.
Roadway Maintenance Funding Funding may also be a constraint to the maintenance and operation of roadways given the limited amount of funding for roadway improvements. Kaufman County’s overall budget for the maintenance of transportation facilities is $8,194,373 in 2016. This is less than neighboring Dallas County, which budgets about $52,786,453 for roads and bridges, but on par with counties with similar demographics such as Ellis and Hunt Counties, which budgeted $8,315,088 and $7,140,133 respectively for transportation maintenance in 2016. Despite the funds budgeted for roadway maintenance, the County is still unable to fix all its maintenance issues. To meet some of these needs, funding from other sources, such as TxDOT and NCTCOG, have been identified to pay for maintenance improvements. Table 3 breaks down funds allocated to roads and bridges in Kaufman County over the last three years. Overall, County funds allocated towards the maintenance of bridges and roads has increased 42 percent since 2013.
T ABLE 10. KAUFMAN C OUNTY 2013 - 2016 R OAD AND BRIDGE BUDGET
Precinct Precinct 1 Precinct 2 Precinct 3 Precinct 4 Misc. Expenses Total
FY 2013 $1,465,930 $1,194,140 $1,406,970 $1,672,960 $ 32,871 $5,772,871
FY 2014 $1,848,000 $1,232,000 $1,848,000 $2,072,000 $ 20,915 $7,020,915
FY 2015 $1,828,288 $1,265,738 $1,828,288 $2,109,563 $18,946 $7,050,821
FY 2016 $2,119,071 $1,467,049 $2,119,071 $2,445,082 $ 44,100 $8,194,373
Source: Kaufman County Budget for the 2015-2016 Fiscal Year.
Despite the increased funds allocated to road and bridge improvements, the County still lacks funding to improve all of its roadways. Because of this, it is important to prioritize and leverage key projects that help facilitate additional funding allocation to the County from outside sources such as NCTCOG, TxDOT, and the federal government. Overall, the NCTCOG projects a transportation budget shortfall of $300 billion for the 2035 planning horizon in the North Central Texas Region. Kaufman County will have to find innovative ways to leverage funding for future transportation infrastructure.
Land Use Impacts Both the maintenance and operation of a facility vary based on environmental conditions such as land use and topography. With the exception of the northwest sector of the county, the dominant land use in Kaufman County is agricultural/ranch land. This land use category typically supports a sparser population, fewer places of employment, and thus fewer trips and less demand on the road network. Two-lane arterial facilities, the dominant cross-section in the county, typically provide sufficient link level capacity to accommodate most of the traffic. There are, however, some commercial and densifying residential pockets throughout the county such as the Gateway development in Forney and the Heartland development along FM741 in Talty that are projected to
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generate enough traffic to warrant higher functioning facilities. Traffic conditions around these developments, as well as the areas north of Forney and Terrell, will continue to worsen as population increases and land use and development intensify.
Environmental Conditions Other environmental conditions in the county to be considered include topography and soil type. Although relatively flat, Kaufman County has very large flood plain areas associated with Big Brushy Creek, Kings Creek, and a number of other streams. This presents a problem in the development of roadways within the county due to the high cost associated with elevating/constructing a roadway above the flood plain. The flood plain area between Forney and Terrell stretches the entirety of the county – from north to south, creating an environmental barrier between the eastern and western cities in the county. Other flood plain areas, including the stretch between Crandall and Combine, stymie development in the southwest sector of the county. The eastern portion of the county, between Maybank and Elmo, is not only inhibited by the Cedar Creek flood plain area, but poor soil conditions as well. Kaufman County lies on the threshold of the Blackland Prairie and Post Oak/Claypan Soils of Texas. Blackland soils, also known as ‘cracking clays,’ form large deep cracks during dry weather that shrink down in rainy seasons. The expansion and reduction of the soils, also known as heaving, causes damage to building foundations, roads, and other structures. During public involvement, a number of Kaufman County residents complained about the roadway heaving and cracking in the southeast sector of the county. Some of the roadways affected by heaving, according to county stakeholders include SH243, US175, CR4037, and FM1836. Recommendations and mitigation strategies for these conditions will be addressed in Chapter 7.
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Kaufman County Crash Statistics The number of annual traffic accidents is important because it provides an understanding of operation and congestion issues in a county. The location, timing, and conditions of the accidents are also pivotal when assessing critical locations. Texas Department of Transportation (TxDOT) Crash Records Information System (CRIS) reported 8,751 traffic accidents in Kaufman County from 2009 to 2014; 111 resulted in fatalities. This is significantly lower than neighboring Dallas County which had 228,483 crashes with 1,122 resulting in fatalities. The annual number of traffic accidents declined in Kaufman County between 2009 and 2011, but has risen in recent years – increasing from a low of 1,341 in 2011 to 1,550 in 2014.
F IGURE 17. T OTAL ACCIDENTS B Y YEAR 1,600
1,550
1,550 1,500 1,450
1,481
1,400
1,399
1,350
1,393
1,414
1,341
1,300 1,250 1,200 2009 2010 2011 2012 2013 2014
During this same period within Kaufman County, the highest number of accidents occurred along the US80, SH34 and IH20 corridors. US80 experienced the most traffic accidents with 1,476, followed by SH34 and IH20 with 674 and 608 respectively. T ABLE 11. KAUFMAN C OUNTY IDENTIFIED H IGH A CCIDENT AREAS
High Accident Areas FM460 and US80 SH34 and US175 FM557 and US80 US80 (Trinity River to County Line) SH34 and US80 US175 and SH243 SH 243 (SH34 to Ferrell Rd) Windmill Farms and US80
City
Total Accidents
Forney Kaufman Terrell Unincorporated County
173 103 89 59
Terrell Kaufman
51 47
Kaufman
44
Forney
31
Table 11 charts historic accident data in the county. The intersection of FM460 and US80 was identified as one of the most dangerous intersection in the county by stakeholders. This estimation was confirmed by TxDOT accident statistics, which reported a total of 173 accidents at or around the intersection between 2009 and 2014. The intersection of SH34 and US175 was the site of 103 accidents during the same time period. Contributing factors listed for the accidents include, but are not limited to, driving under the influence (DUI), failure to control speed, failure to yield on a left turn, and distraction in vehicle. Figure 22 details the location of Kaufman County traffic accidents between 2009 and 2014.
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F IGURE 18. 2009-2014 KAUFMAN COUNTY TRAFFIC A CCIDENTS
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Existing Transit System STAR Transit, located in Terrell, is the primary transit service provider in Kaufman County. Originally founded as Kaufman County Senior Citizens Service in 1980 and later Kaufman Area Rural Transit (KART), STAR Transit currently operates 92 busses, and provides service to all Kaufman County cities, Mesquite, Seagoville, and Balch Springs. Service is also available in Dallas, Ellis, and Rockwall Counties. The service is primarily demand response, but fixed route service is available in the city of Kaufman (Kaufman Trolley) as well. STAR Transit also began operating the Mesquite Compass Passenger Shuttle, which provides a connection to the DART Green Light Rail Line.
Existing Non-Motorized Systems The rural nature of the county has limited investments in bike and pedestrian facilities on County roads. Despite this, a number of cycling groups are starting to appear on the Kaufman County transportation network. Kaufman County cyclists, according to stakeholders, bike for recreation or exercise rather than a means of transportation to work or shopping venues. There has also been an increase in bike and pedestrian crashes. According to NCTCOG, 48 bike and pedestrian crashes occurred in Kaufman County between 2010 and 2014; 5 resulted in fatalities. The bike routes illustrated in Figure 23 were developed by NCTCOG’s Bike and Pedestrian Advisory Committee (BPAC). According to NCTCOG, Kaufman County’s bike network is comprised primarily of rural paved shoulders and off-street routes. Rural Paved Shoulder Routes Rural paved shoulders are typically used to accommodate bicycle traffic on rural roadways with higher volumes or travel speeds. Identified rural paved shoulder routes include:
US175 US80 SH34 SH205
Off-Street Facilities Preliminary alignments for two planned off-street facilities have been identified for Kaufman County, but no trail segments have been designed. The two off-street alignments are both part of NCTCOG’s Regional Veloweb, and provide access through Forney. The north to south alignment provides a connection from Mesquite to Heath (Rockwall County) and the east to west connection runs parallel to the UP Rail corridor from the Dallas County line to the eastern edge of the Forney city limits.
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F IGURE 19. 2016 KAUFMAN C OUNTY BIKE AND PEDESTRIAN ROUTES
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Aviation, Freight and Goods Movement Essential to the development of a transportation plan, aviation, freight, and goods movement are often left out of the planning process. They do not involve the direct movement of individuals from one destination to another, but they do impact a county’s transportation network and overall quality of life. Aviation is nearly as important as mass transit (bus or rail) because it moves both people and goods between destinations. Evaluating a county’s freight and goods movement is important because trains and large trucks are essential to the movement of manufactured and raw materials that people and businesses need to create and maintain a thriving economy.
Aviation Terrell Municipal Airport is the only public GA airport located in Kaufman County. The county is also home to Hall Airport, a privately owned, but publicly accessible landing strip three miles north of Kemp. There are also 11 private landing strips located throughout the county.
Freight Union Pacific (UP) Railroad currently has the only freight rail line that traverses Kaufman County. The line, located in the northern sector of the county, passes through Forney, Terrell, and Elmo, and currently operates 24 freight trains per day. There are also 28 rail crossings along the route, including FM148, FM287, and FM548.
Goods Movement Truck traffic is one of the key concerns for Kaufman County stakeholders. There are few designated truck routes within the county, and limited enforcement on roadways with truck and/or weight restrictions. This is not only a concern for the operation and maintenance of Kaufman County roads, but a safety issue as well. According to the Kaufman County Transportation Survey, nearly 20 percent of county residents believe getting trucks onto designated truck facilities (major highways) is the number one concern for the county over the next 20 years.
The Federal Highway Administration divides truck routes into primary and secondary tiers. Primary routes include roadways that connect to major gateways, ports of entry, and freight generators. Most of these routes are listed among FHWA’s highways of national significance. Kaufman County primary routes include IH20, SH557, and US80. Secondary routes include connections to rural areas and energy sector corridors. Secondary Kaufman County truck routes include US175 and SH34 through the city of Kaufman. County stakeholders, however, report heavy truck traffic on SH34 (outside the city of Kaufman), FM148, FM1641, and a number of other non-designated truck routes. Many of these roadways were not designed to accommodate large volumes of truck traffic, and as a result, have deteriorated faster and experienced higher levels congestion than initially planned. Figure 24 provides an illustration of the existing Goods Movement, Freight, and Aviation in Kaufman County.
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F IGURE 20. E XISTING KAUFMAN C OUNTY G OODS M OVEMENT , FREIGHT AND AVIATION MAP
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Load Restricted Roadways Figure 25 maps the load zoned roadways and load restricted bridges throughout the county with gross vehicle weight (GVW) restrictions between 40,000 and 58,420 pounds. Load zone or load restricted roadways are roads, generally constructed prior to 1960, designed for lighter wheel loads than currently allowed by law. A number of the non-designated truck routes identified by county stakeholders, including FM148 and FM1641, are included on the list of load zoned roadways.
Bridge Conditions There are currently 402 bridges located within Kaufman County. Of that number, eight (8) are included on TxDOT’s list of load restricted bridges. Load restricted bridges (and roads) are facilities, generally constructed prior to 1960, designed to accommodate lighter axle configurations and wheel loads than presently allowed by law. Kaufman County bridges included on the list have weight restrictions ranging from 5,000 lbs. to 21,000 lbs. Although the list of load restricted bridges includes only eight Kaufman County bridges, several other bridges, as indicated in Table 12 were identified by county stakeholders as either unsafe (in terms of wear and tear) or too narrow.
T ABLE 12. KAUFMAN C OUNTY LOAD RESTRICTED BRIDGES
Crossing Duck Creek Trib. Muddy Cedar Creek Trib. Greasy Creek Trib. Greasy Creek Duck Creek Trib. Little High Point CR Walnut Creek Trib. of Kings Creek
Bridge Located On CR 340
Restriction Notice Single Axle or Tandem Axle
CR 115
Single Axle or Tandem Axle Single Axle or Tandem Axle Single Axle or Tandem Axle Single Axle or Tandem Axle Single Axle or Tandem Axle Single Axle or Tandem Axle
FM 148
Tandem Axle
CR 312 CR 324 CR 321 CR 338 Samuels RD (CR 240)
Load Restriction 5,000
5,000 10,000 10,000 10,000 12,000 12,000 21,000
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F IGURE 21. KAUFMAN COUNTY L OAD ZONE ROADS AND BRIDGES
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Chapter 4: Transportation Needs and Planning Issues Several public meetings, steering committee meetings, and other stakeholder input sessions, along with a stakeholder survey, were conducted to gather feedback on existing conditions and identify Kaufman County transportation issues and needs. The following section summarizes the issues and needs detailed by county stakeholders throughout the planning process. Identified issues and needs are categorized under safety, maintenance, and mobility. The full list of issues is available in Appendix XX.
Safety Issues Matrix Safety was identified as one of the most important issues among Kaufman County residents. Through a series of public meetings, stakeholders identified the type and location of a number of transportation safety issues within the county. Table 13 provides a brief summary of identified safety issues. Safety issues ranged from dangerous intersections, blind curves, and dangerous passing zones to narrow bridges, truck traffic, and limited police presence to enforce traffic laws. A full listing of stakeholder issues is available in Appendix XX.
T ABLE 13. KAUFMAN C OUNTY IDENTIFIED SAFETY ISSUES
Safety Issues Issue
Location
Problem Caused
Sharp Turn/ S Curve
SH34 & Oak Ridge SH34 & FM2578 SH34 & FM2728 FM2728 & US80 US80 & FM460 SH274 & FM148
Accidents Congestion
Dangerous Corridors/ Intersections
SH34 & FM2578 SH34 & FM2728 FM2728 & US80 US80 & FM460 SH274 & FM148 SH557 & FM148
Accidents Congestion Vehicle Damage
Truck Traffic
SH34 FM148 FM741 FM2728 FM2578
Accidents Congestion
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Potential Solution(s)
Realign Roadways
Traffic Signals Lighting Additional Lanes Better Enforcement of No Truck Roads Better Signage for Load Restricted Roadways & Bridges More Identified Truck Routes
Working DRAFT REPORT | KAUFMAN COUNTY TRANSPORTATION PLAN
Maintenance Issues Matrix County stakeholders identified a number of maintenance concerns throughout the county that need to be addressed in the county transportation plan. Table 14 provides a brief summary of identified maintenance issues. Maintenance issues included narrow roads, pavement deterioration and heaving, and load restricted bridges.
T ABLE 14. KAUFMAN C OUNTY IDENTIFIED ROADWAY MAINTENANCE ISSUES
Maintenance Issue
Location
Heaving/Cracking Roadways
SH34 FM741 FM148 CR217 & US80 Kings Crk & FM148 Walnut Crk & CR115 Greasy Crk & CR324 Muddy Cedar Crk & CR312 Little High Point Crk & CR240 FM1836 SH243 FM1895 CR4037 FM2860
Deteriorating Pavement/Asphalt & Other Conditions
SH34 US80 FM148 FM3029 FM741 FM148
Narrow Road/Widening Needed
Narrow/Load Restricted Bridge
Problem Caused
Potential Solution(s)
Accidents Congestion
Roadways Widening Additional Lanes Right-of-Way Acquisition
Accidents Congestion
Rehabilitate Bridges Retrofit Bridges Widen Bridges
Accidents Limited Development Opportunities
Preventative Maintenance Program Sulfates in Stabilizing Mixture
Accidents Limited Development Opportunities
Preventative Maintenance Program Pavement Management Program
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Mobility Issues Matrix Mobility is the primary goal of the Kaufman County Transportation Plan. As such, identifying and mitigating mobility issues is essential to the Plan. County stakeholders identified a number of mobility issues around the county, such as discontinuous alignments and high congestion areas to be addressed in the Transportation Plan. Table 15 provides a brief summary of identified mobility issues.
T ABLE 15. KAUFMAN C OUNTY IDENTIFIED MOBILITY ISSUES
Mobility Issue
Location
Discontinuous Alignment
FM148 FM1641 FM741 FM2578
High Congestion Areas/ Corridors
US80 FM540 FM460 US175 FM1641 IH20
Poor Road Conditions Narrow Shoulders
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FM1895 SH34 FM148 FM1836 SH148 SH34
Problem Caused
Accidents Congestion Confused Commuters Increased Drive Time Limits Development Opportunities
Accidents Congestion Increased Drive Time
Accidents Congestion Vehicle Damage Limits Development Potential Accidents Congestion
Potential Solution(s)
Straighten Curves Roadway Realignment Roadways Widening Additional Lanes Additional Frontage Roads Traffic Signalization Pavement Management Programs Roadway Realignment Retrofit Roadway ROW Acquisition Widen Shoulders
Working DRAFT REPORT | KAUFMAN COUNTY TRANSPORTATION PLAN
Critical Intersections A number of critical intersections were identified throughout the county by stakeholders through the public input process. These intersections are not only characterized by a high number of traffic incidents, but geometric issues, high speeds, and poor maintenance as well. The following sections details a few of the most identified critical intersections within Kaufman County. A complete listing of dangerous intersections is available in Appendix XX.
US175 and SH243 One of the most identified safety concern areas, the junction of US175 and SH243 in the City of Kaufman, has been the site of 47 traffic accidents between 2009 and 2014. The junction, an S-curve, requires automobiles to decrease their speed to 50 mph as they enter the curve in order to safely continue along US175. This, however, may prove difficult in less than ideal traffic or weather conditions, and is a primary cause of a number of the accidents at this juncture.
US80 and FM460 The intersection of FM460 and the US80 frontage road in Forney was also identified as a dangerous intersection by county stakeholders due to conflicts with heavy trucks entering the highway and the high number of traffic incidents that occur as drivers come off of the bridge. According to the TxDOT accident statistics, this intersection has had the highest number of traffic accidents in the county, 173 between 2009 and 2014. Despite the high number of traffic incidents, the median Average Annual Daily Traffic (AADT) for the intersection was only 9,000 during this same time period. This is an indicator that capacity limitations may not be the only cause of the high number of accidents at the intersection. County residents also identified truck traffic and intersection geometry as possible reasons behind the large number of accidents at this intersection.
SH34 and High Street The intersection of SH34 and High Street was identified as unsafe by county stakeholders due to the number of trucks utilizing High Street to access SH34 from US80. Trucks, attempting to access SH34 from US80, cut through the city of Terrell along N. Virginia Street and High Street cause major congestion at the intersection because it is not designed to handle the turning movements of the large trucks. The trucks are often forced to back up and readjust before completing the turn. This causes traffic to back-up on the adjoining streets.
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US80 and FM2728 The intersection of FM2728 and US80 was also identified as a safety concern area due to the close proximity of the Union Pacific rail line and US80. There is not enough space between the rail line and US80 to accommodate large trucks waiting at the stop sign to enter US80. A major accident is likely to occur if a large truck is unable to enter US80 due to heavy traffic volumes and a train is approaching. Twelve (12) traffic accidents occurred at this intersection between 2009 and 2014; the one accident involving a train resulted in a fatality.
SH274 and FM148 The intersection of FM148 and SH274 was identified as a major safety concern area, being the sight of 16 traffic accidents between 2009 and 2014. According to county stakeholders, the intersection is not only congested, but dangerous for automobiles, particularly school busses turning from FM148 to SH274. The problem is exacerbated by a narrow road segment, limited sight distance due to poorly maintained foliage, and limited lighting at the intersection.
SH34 and Abner Road Stakeholders also identified the intersection of SH34 and Abner as a critical intersection and major safety concern in the county. The intersection is not only within an S-curve, but drivers entering SH34 from Abner Road have a limited sight line for oncoming traffic. The intersection was the site of 17 traffic accidents between 2009 and 2014. The speed limit for the segment is 55 mph, but there is no signage recommending drivers to slow down as they approach and enter the curve. Additionally, commuters attempting to travel southbound on SH34 from Abner Road have to make a 50 degree turn across on-coming traffic to access SH34.
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Issue Corridors A number Kaufman County roadways were identified as issue corridors by county stakeholders and through the analysis stage of the Plan. The following section describes the key issue corridors in Kaufman County. A full list of issue corridors is available in Appendix XX.
State Highway 34 SH34 is a two (2) lane undivided arterial throughout the majority of the county with four (4) lane sections in Terrell and Kaufman. Despite relatively low traffic counts and operating at LOS A through the majority of the county, SH34, in its entirety, was identified as unsafe by county residents due to narrow shoulders, dangerous curves and intersections, truck traffic, and a number of other factors. In fact, the corridor was the site of 722 traffic accidents between 2010 and 2014; 10 resulted in fatalities. In addition to the high number of traffic accidents, truck traffic, like many corridors in the county, was cited as a major cause of concern on SH34. Although SH34 is a designated truck corridor, segments of the roadway are not wide enough to adequately accommodate commercial trucks. The lane width in the segment between Kaufman and Scurry, for instance, is only 10 feet, and there are no shoulders. This segment, though wide enough for most automobiles, is not wide enough for most of the commercial trucks utilizing the roadway on a daily basis. According to AASHTO guidelines, the recommended lane width for a truck route is 12 feet because it provides adequate clearance between large trucks traveling along two (2) lane roads in opposite directions.
AASHTO also recommends at least 12 foot lanes and 8 foot shoulders on rural arterials, such as SH34. Many segments along SH34 fall below this standard in Kaufman County. The segment north of Terrell between CR319 and CR322, for instance, has 11 foot lanes and 12 foot shoulders; the segment between CR139 and Country Rd in Oak Ridge has 11 foot lanes and six (6) foot shoulders. Other areas, such as the segment in Rosser between CR4088 and FM2451, has 10 foot lanes and no shoulders.
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Farm to Market Road 148 FM148 is one of the most pivotal roadways in Kaufman County, providing the primary east-west connection in the southern sector of the County between Cedar Creek Lake and the Peeltown area, and a north-south route connecting Cottonwood and Terrell. The roadway is primarily a two (2) lane major arterial with rights-of-way ranging between 60 feet and 160 feet. The roadway expands to a four (4) lane major arterial in Terrell. As a north-south connector, FM148 weaves thorough the western sector of the county connecting Cottonwood, Grays Prairie, Scurry, Crandall, Talty, and Terrell. Despite its utility as a north-south connector, FM148 is limited by the number of twists and curves it makes between cities. The zig-zag alignment is difficult for commuters unfamiliar with the County to navigate, and a nuisance for County residents making connections to IH20 and US80 for work in Dallas. The segment in Talty, for instance, has a northeast to southwest trajectory until it intersects FM1641, which has a northwest to southeast trajectory. The roadway continues on its original northeast – southwest trajectory as CR215. The FM1641 alignment then becomes FM148 and continues east towards FM987.
In addition to a zig-zag alignment, FM148, between SH34 and IH20, is a load zoned roadway. The gross vehicle weight recommended for this segment of the corridor is 58,420 pounds. This restriction permits most cars and light trucks, but limits the access of many larger trucks. Despite this restriction, trucks make up about 15 percent of the traffic on FM148.
A number of safety issues have been identified along FM148. In fact, between 2010 and 2014 333 traffic accidents occurred along the corridor. The largest cluster of accidents along FM148, 12, occurred within the half-mile segment outside Kemp between CR4054 and Hubert Lane. Narrow lanes and poor lighting are contributing factors in many of these accidents.
Farm to Market Road 741 FM741 is located in western Kaufman County and provides the primary north to south route between Forney and Crandall. The roadway functions as a two (2) lane minor arterial class facility between FM548 and FM2757, with two (2) lane collector class segments between FM548 and FM740 and south of FM2757 to US175. Despite the difference in functional class, the current right-of-way for the roadway is about 90 feet with a 60 feet constrained segment between Chinaberry Trail and FM740 in Forney. There are currently no shoulders on the facility. Similar to FM148, FM741 does not provide a straight route between cities, and commuters have to weave through the county in a zig-zag pattern. Although the pattern reduces commuter speeds, it also diminishes safety. Between 2009 and 2014 175 traffic accidents occurred along the corridor.
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Chapter 5: Travel Demand Model Analysis A Travel Demand Model (TDM) is a computerized representation of a community or region’s transportation system. TDMs use land use and demographic forecasts to simulate the movement of commuters throughout a transportation network under various conditions. Model results are used by transportation planners to display current network conditions and predict what impact changes to the system and/or the environment in which it operates will have on future travel demand.
TDMs can be programmed to model all of the modes of travel utilized in a regional transportation system; however, most TDMs - including the one used for this analysis- only include the roadway and the transit networks. Bicycle and pedestrian travel are rarely included in TDMs because of the relatively small number of trips generated by these travelers. The TDM specifically modified for Kaufman County aims to accurately forecast travel demand through 2035 for several different transportation improvement scenarios. This model is based on the four-step transportation model developed for the North Central Texas Council of Governments (NCTCOG) in their 2035 Regional Transportation Plan Update. NCTCOG’s responsibilities include coordinating regional transportation planning with the Texas Department of Transportation (TxDOT), Federal Highway Administration, Federal Transit Administration, and with local jurisdictions in the MPO. The NCTCOG 2035 Regional Travel Demand Model covers the thirteencounty area, and its primary function is to support regional mobility planning as the tool by which to measure the performance of the surface transportation system.
Regional Forecast Model Demographics Kaufman County is divided into much smaller analysis areas known as traffic survey zones (TSZ). The TSZs are geographical areas that link land uses and the transportation system. TSZs are characterized by sociodemographic data such as income, households, population, and employment, which in turn influence potential traffic patterns. In the original NCTCOG TDM, Kaufman County was split into 101 TSZs. These broad TSZs were refined by the project team for the Kaufman County TDM, resulting in a more detailed delineation of zones and land uses in the county and thereby creating more realistic traffic loadings onto the model network. The 101 original TSZs were split into 404 new zones. Figure 26 shows the TSZs for Kaufman County, as modified for this planning effort. Special attention was paid along the US80 corridor in support of the US-80 corridor study.
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F IGURE 22. ORIGINAL AND REVISED TSZ S , KAUFMAN C OUNTY , TX
Specifically, the refined 2035 projections included a 3% increase in population and household projections, concentrated in the central and west portions of the county. Additional population and household growth was projected in the north and along the southeastern edge of the county. Again, while the projections showed population and household increases, overall employment was projected to decrease. Specifically, basic and service employment were expected to either remain flat or decrease. Despite the overall projected employment decrease, retail employment was actually expected to increase slightly.
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Travel Forecast Modeling Methodology The Kaufman County Transportation Plan Steering Committee, in conjunction with the planning team, developed Phase I transportation network scenarios and refined the demographic forecasts for the county. The refined demographics were then integrated into the NCTCOG model to reflect a conceptual future land-use scenario for Kaufman County (i.e. the distribution of updated demographic data across the new TSZs) and develop the transportation networks to test in the model. The model was then executed for the different scenarios utilizing a traditional 4-step transportation modeling process. As a part of that process, the land use and demographic forecasts were used to calculate trip tables, which show the number of trip productions and attractions in the model area. The project team then applied the proportions used to disaggregate the demographic data to the new set of TSZs to the trip tables. Following this, the trip tables, along with the road networks, were used as inputs for the traffic assignment portion of the modeling process completed in TransCAD. Traffic assignment is the process of allocating trips between trip productions and attractions, taking into account the route each trip is expected to follow. The custom Kaufman assignment mimicked the NCTCOG assignment routine and produced results consistent with the NCTCOG model. This traffic assignment process was completed for the base scenario and repeated using the alternative road networks for the six different scenarios. After gathering the Phase I model results, the project team and steering committee convened again to discuss the outcomes of the model and any necessary improvements. At this meeting, the steering committee identified external trip travel patterns that were not realistic. The committee attributed this to growth outside the county that did not accurately reflect what was likely to occur through 2035. To address this issue, the project team adjusted the model, creating Phase II. As part of Phase II, a new set of transportation network scenarios (C and C1) were created, as suggested by the committee. Using only these two new scenarios and the updated external demographic data, the model was executed again using the same modeling process. Using feedback from the steering committee regarding previous model results, Phase III was developed to incorporate re-aligned SH-34 into the revised base scenario. For the 2028 and 2035 scenarios, projects were chosen based on the Phase I and Phase II model results and included arterial improvements, as well as the NorthSouth Connector and Southern Connector. External volume data was also adjusted as part of Phase III (see Appendix XX).
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Conceptual Future Land Use Scenario County Demographics The key demographic data inputs for this TDM were population, households, and employment. Using sociodemographic projections from NCTCOG as a base, the project team worked with stakeholders to help identify any known future growth and development patterns. After considering the stakeholder feedback, projections for Kaufman County were refined to more accurately reflect where people are expected to live and work in 2035. The project team achieved this by redistributing the population and employment projection data across the new revised TSZs, based on where growth was anticipated to occur. The resulting projection refinements closely followed NCTCOG projections with only small increases in population and household growth for several TSZs and slight decreases in overall employment.
Baseline and Future Roadway Network Assessment Ten model scenarios were developed in conjunction with the plan steering committee to explore the performance of different road investment strategies for the county. The base road network developed for this analysis was based on NCTCOG’s existing and committed 2035 forecast network for Kaufman County. In addition to the existing and committed network, recommended transportation projects were added in six different build scenarios. The scenarios were split into three phases to take into account differences in the calculation of external trips (i.e. trips that start or end somewhere outside the model area). The first phase includes all scenarios except Scenario C and Scenario C1. The second phase includes only these two scenarios (i.e. C and C1). The model results for Phases I and II, though beneficial to the development of the network, were not used to evaluate the performance of recommended network additions due to anomalies in external trip generation that resulted in unusually high volumes at the edge of the network. Full details on the Phase I and II model scenarios is available in Appendix XX. The third phase includes a 2028 scenario, a revised existing and committed 2035 network with revised external trips, and a recommended 2035 network scenario, which are presented in the Phase III results section. The following sections summarize the performance of the Phase III Kaufman County thoroughfare network scenarios. Full details on the performance of each network scenario is available in Appendix XX.
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Model Results (Phase III) Phase III included adjustments to volumes generated from several external stations, as a review of the external traffic generated at the external stations by the team and steering committee revealed volumes that were deemed unrealistically high. Adjustments to the external traffic were confirmed reasonable by NCTCOG staff and used in Phase III of the analysis. Table 16 provides the total number of roadway lane miles for each of the Phase III scenarios:
T ABLE 16. NETWORK LANE MILES BY P HASE III S CENARIO , KAUFMAN C OUNTY 2035 Scenario Base (Revised)
Scenario 2028
Scenario 2035
2,372
2,524
2,765
Lane Miles of County Model Network
Figure 38 provides an illustration of the recommended transportation improvements for each of the Phase III Scenarios. F IGURE 23. P HASE III NETWORK IMPROVEMENTS
2035 Existing and Committed Network
2028 Network
2035 Recommended Scenario
The Third and final phase of scenarios analyzed, which resulting in the recommended 2035 network, are described below:
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2035 Existing and Committed Network: 2035 Existing and committed transportation improvements, adjusted external traffic volumes, and SH34 realignment. 2028 Network: 2028 Existing and committed transportation improvements, 0-15 year recommended improvements, and adjusted external traffic volumes. 2035 Recommended Scenario: 15 + year recommended improvements, adjusted external traffic volumes.
Working DRAFT REPORT | KAUFMAN COUNTY TRANSPORTATION PLAN
Results and System Performance Results of the transportation model scenarios were reviewed with the Kaufman County Transportation Plan Steering Committee, and with regional agency partners. The model results depict both improvements to the system overall as well as on specific links for Kaufman County. This is important to the plan recommendations, as it illustrates a system approach to the improvements, and how improvements in one portion of the network are leveraged to benefit the network. The results show that the new high-level network links and system improvements result in measurable improvements over the baseline scenario, and over scenarios with alternative improvements not chosen. The results of scenarios are compared to each other using performance metrics. In general, the performance metrics depict important goal objectives being met for the plan – Increased average speeds, and reduced travel time delay for the system performance, resulting in travel time savings for residents and freight movement.
Overall System Performance Measures Performance measures are important quantitative measures used to compare system alternatives and scenarios to each other, as well as to monitor system and individual links over time. These measures can, in turn, be linked back to plan goals and objectives. Increasingly, they are also referenced in regional and State planning and programming discussions for project prioritization. Typical performance measures were considered for this Plan effort. In order to compare the performance of the scenarios, the following measures were calculated from the model results: ► Vehicle Miles Traveled (VMT): Product of the number of vehicles and the length of roadways traveled. ► Vehicle Hours Traveled (VHT): Product of the number of vehicles and their travel times on the roadway network. ► Average Speed: Average roadway speed across the network. ► Delay: Difference between congested travel times and free-flow travel times. ► Level of Service (LOS): A commonly used, simplified measure of congestion, based on ratio of volume and capacity of roadways.
System Performance The recommended 2035 network scenario outperformed the revised existing and committed network in terms of travel delay, average speeds, and VHT, despite having a greater VMT. According to Figure XX, improvements included in the recommended 2035 scenario are projected to reduce travel time delay by nearly 10,000 hours from projected conditions in the 2035 existing and committed network. The time savings are reflected in Figure 42 with over 10,000 fewer VHT in the recommended 2035 scenario. Average speeds, according to Figure 40 were 3 mph faster in the recommended scenario. The faster speeds, coupled with lower VHT and time delay indicate less start and stop traffic along busy corridors and fewer delays. This may explain why the recommended network performs more efficiently despite higher VMT.
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F IGURE 24. VEHICLE MILES TRAVELED BY P HASE III S CENARIO , KAUFMAN COUNTY 2035
F IGURE 25. AVERAGE SPEED (MPH) OF NETWORK BY P HASE III SCENARIO , KAUFMAN C OUNTY 2035 48.00
9,500,000
47.50 9,000,000
47.00 46.50
8,500,000 8,000,000
MIles Per Hour
Miles
46.00
7,500,000
45.50 45.00 44.50 44.00
7,000,000
43.50 43.00
6,500,000 Scenario Base (Revised)
Scenario 2028
Scenario Base (Revised)
Scenario 2035
Scenario 2028
Scenario 2035
F IGURE 26. VEHICLE H OURS TRAVELED BY P HASE III S CENARIO , KAUFMAN COUNTY 2035
F IGURE 27. TRAVEL TIME DELAY ON NETWORK BY PHASE III S CENARIO , KAUFMAN COUNTY 2035
250,000
45,000 40,000
200,000
35,000 30,000
150,000
Hours
Delay
25,000 20,000
100,000
15,000 10,000
50,000
5,000 0
0 Scenario Base (Revised)
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Scenario 2028
Scenario 2035
Scenario Base (Revised)
Scenario 2028
Scenario 2035
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Projected Level of Service As mentioned in Chapter 3, a relatively few number of roads currently operate at a poor level of service during AM or PM peak periods in Kaufman County. This, however is not true for the 2035 existing and committed network. Based on the results of the 2035 Base (existing and committed) network model run, a number of roadways are projected to operate a level-of-service F – particularly around the Forney and Terrell areas. Table 17 lists roadways projected to operate at level-of-service F in the existing and committed network. Examples include FM740, FM548, SH205, SH34, and FM429. T ABLE 17. 2035 E XISTING AND C OMMITTED NETWORK LEVEL -OF -SERVICE F R OADWAYS
Roadway FM148 FM740 FM460 FM548 FM741 SH205 SH34 FM1565 SH274 IH20 FM1392
Limits US175 to CR4102 Rockwall County Line to Lovers Ln US80 to FM740 and FM2451 to CR4061 FM741 to Mann Rd and Colquitt to SH205 FM548 to IH20 US80 to Rockwall County Line to Timber CT CR319 to North of Bob White LN and IH20 to High St FM986 to Hunt County Line US175 to Henderson County Line Malloy Bridge Rd to east of FM741 Colquitt to Elm
AM Peak LOS F F F F F F
PM Peak LOS F F F F F F
Daily LOS F F F F F F
F F F F F
F F F F DE
F F F F F
In regards to level-of-service in Kaufman County, some of these major thoroughfares that are experiencing high projected daily traffic volumes are also forecasted to operate at poor levels-ofservice. In some cases, due to right-of-way constraints, there may be few feasible strategies to improve the LOS on the corridor. SH34, between FM2728 and IH20, is a prime example, as a number of houses and churches along the corridor are situated too close to the road for it to be widened. To mitigate this problem, Relocated SH34 was conceptualized (Phase III Existing and Committed Network) to relieve the traffic previously projected for the corridor. To address the remaining issues along the corridor, a number of access management strategies, such as turn lanes and intersection improvements, and signage were recommended for the corridor. Additional information on Relocated SH34 and Old SH34 are available in Chapter 7. Overall, according the Figure 45 and Figure 46, nearly a quarter of the roadways in the county will perform at level-of-service DE, or F by 2035 in this scenario. Improvements added to the 2035 recommended scenario, such as widening and realigning FM1392, construction of the North – South Connector, and upgrading US175 (south of the city of Kaufman) to a freeway facility will significantly improve projected level-of-service in the county. In fact, only 14 percent of the roads in the recommended scenario are projected to operate at level-of-service DE, or F. FM1392 and US175 are projected to operate and level-of-service ABC in the recommended scenario compared in level-of-service F in the 2035 existing and committed network. Additionally, the North-South Connector will improve congestion throughout the county by attracting vehicles from a number of adjacent facilities, such as Old SH34. Figure 47 and Figure Page | 68
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48 illustrate daily hour level-of-service for the 2035 Existing and Committed and Recommended Networks. F IGURE 28. NETWORK LOS PERCENTAGES FOR AM PEAK PERIOD BY P HASE III SCENARIOS , KAUFMAN C OUNTY 2035 100.00% 90.00% 80.00% 70.00% 60.00% 50.00% 40.00% 30.00% 20.00% 10.00% 0.00% LOS ABC LOS DEF
88.33%
86.20%
76.40%
23.60%
Scenario Base Revised
11.67%
13.80%
Scenario 2028
Scenario 2035
F IGURE 29. NETWORK LOS PERCENTAGES FOR PM PEAK P ERIOD BY P HASE III SCENARIO , KAUFMAN C OUNTY 2035 100.00% 90.00% 80.00% 70.00% 60.00% 50.00% 40.00% 30.00% 20.00% 10.00% 0.00%
88.33%
23.60%
LOS ABC Scenario Base Revised LOS DEF
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86.20%
76.40%
11.67%
13.80%
Scenario 2028
Scenario 2035
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F IGURE 30. KAUFMAN COUNTY 2035 EXISTING AND C OMMITTED N ETWORK LEVEL -OF -SERVICE
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F IGURE 31. KAUFMAN COUNTY 2035 RECOMMENDED NETWORK LEVEL - OF -SERVICE
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Chapter 6: Transportation Plan A transportation plan balances the existing supply of infrastructure with the projected needs of the future. Population and employment growth are projected to a specific horizon year (typically 20 years in the future), and the amount of infrastructure needed to accommodate that growth at an acceptable level-of-service is determined. Chapter 5 identified the process of using the regional travel demand model to project the future conditions of Kaufman County’s thoroughfare network by 2035. These future needs help to determine how much vehicle capacity is required and what multi-modal elements should be considered such as transit, HOV lanes, and/or bike and pedestrian elements.
Thoroughfare Planning In addition to evaluating the need for additional infrastructure, the transportation plan also identifies maintenance concerns within the county that will need to be addressed to prevent further deterioration of the existing network. The following chapter details the amended Kaufman County thoroughfare network and how it fits within the overall context of the region’s transportation network. It also provides a review of the revised functional classification system, long-term roadway sizing and needs, and transportation system alternatives. Included in each functional classification recommendation is also the amount of required rightof-way that is needed as the thoroughfares are built, widened, or as development occurs. Texas Counties do not have land use authority, but do have the power to regulate right-of-way for roadways. Preserving right-of-way for future roadway needs is an important part of the plan for Kaufman County. Kaufman County’s Transportation Plan is built upon traditional thoroughfare planning concepts, which focus on functionality in providing mobility and accessibility for vehicular traffic, transit, and other modes of transportation.
Functional Street Classification The thoroughfare network is the foundation for the entire surface transportation system. Access to abutting and adjacent land is provided by local streets, while through traffic is accommodated by the major thoroughfares and arterials. Local streets are not designed to accommodate through traffic, whereas major thoroughfares assume the dual purpose of providing for local access traffic in addition to providing for the movement of through traffic.
The majority of the counties in Texas incorporate a traditional functional classification system to organize roadway types within their jurisdiction. As mentioned in Chapter 3, this system provides key information and standards for each roadway type to assist citizens and developers in understanding the types of roadways that are planned for the region’s transportation system and how those roadways may be designed. The existing Kaufman County functional classifications include freeways, principal arterials, minor arterials, collectors, and locals. In the past, functional classification systems have been rigid and inflexible, providing little ability to incorporate alternative design options. This concept of rigidity has evolved over time as the relationship between transportation and land use has become more influential in the design and
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operation of our streets. Now, as development patterns are changing, Kaufman County has an opportunity to plan for multiple modes of transportation. Thoroughfare design practice has evolved beyond solely accommodating single occupancy automobiles, and now includes a number of different design considerations such as bicycle and transit accommodations. This has resulted in a variation of the typical street design along certain corridors to incorporate multi-modal design implementation. In the county context this includes wider shoulders to accommodate bicycles and roadways wide enough for the turning movements of busses and emergency vehicles.
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Chapter 7: Transportation Plan Recommendations Recommendations for the Kaufman County Transportation Plan were vetted through the Plan Steering Committee, County Commissioners, and a number of other County stakeholders. Please note that all funding and implementation recommendations – including cost estimates and realignments - were based on planning level analysis and will need further analysis as the projects move closer to implementation.
Recommended Functional Classifications Versatility is a strength in any policy document because it gives policymakers flexibility to address unforeseen issues that may arise during the implementation phase. To provide flexibility in the Kaufman Transportation Plan, recommended functional classifications (see Table 20) were developed with variable rights-of-way and lane configurations. This would allow policymakers the flexibility to vary rights-of-way and lane configurations to support transportation continuity and connectivity despite environmental impediments, such as flood plains, and constrained corridors, such as Old SH34. The range of lane configurations will facilitate multiple land uses within the prescribed right-of-way. The following functional classification recommendations were vetted through the Plan Steering Committee, Kaufman County Commissioners, and a series of public meetings. T ABLE 18. KAUFMAN C OUNTY RECOMMENDED FUNCTIONAL CLASSIFICATIONS AND DESIGN S TANDARDS
Functional Classification Freeway/ Highway
Principal Arterial AA
Major Arterial A
Minor Arterial B
Collector C
Area Type
Lanes*
Rural Urban Rural Urban Rural Urban Rural Urban Rural Urban Rural Urban Rural Urban Rural Urban
4 to 6 4 4 6 6 4 4 6 6 3 3 4 4 2 2 3 3
Spacing (Miles)
ROW
1 1 1 1 1 1 1 1 ½ ½ ½ ½ ½ ½ ½ ½
400' - 500' 120' 120' 140’ 140’ 120' 120' 120’ 120’ 100' 100' 120’ 120’ 80' 80' 100’ 100’
Pavement Width (feet)
2@36 2@24 2@48 2@36 2@36 2@24 2@48 2@48 48 36 56 48 32 24 44 36
Design Speed (mph)
Median
45-55 45-55 45-55 45-55 35-45 35-45 45-55 45-55 30-35 30-35 30-35 30-35 30-35 30-35 30-35 30-35
*Lane additions are not recommended for implementation until warranted by development or congestion.
It is important to note that changes in lane configurations from existing cross-sections will not be mandatory, but occur as growth, development, and congestion demands it. Two lane roadways, such as FM2728 (a recommended major arterial) should not be widened to four (4) or six (6)
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Yes Yes Yes Yes Yes Yes Yes Yes Yes No No No No No No No No
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lanes until traffic volumes and/or development warrants it. Right-of-way designations, however, should be adopted immediately to ensure its preservation ahead of development.
Thoroughfare Design Standards Functional classification not only dictates the function and relationship between roadways in a transportation network, but provides minimum design standards as well. The combination of the design elements in a roadway and the associated spacing between facilities directly impact the right-of-way widths needed to accommodate them adequately. The right-of-way widths are then targets for corridor preservation through county, city, and state action. The following section outlines the targeted details of each functional classification developed for the Kaufman County Transportation Plan. Given the rural nature of Kaufman County, rural cross-sections were provided below. Illustrations and details on urban sections are available in Appendix XX.
Highways/ Freeways The right-of-way recommended for freeways and highways ranges between 400 and 500 feet to accommodate travel lanes (including frontage roads), buffer space for safety, slope grading and drainage, and room to increase capacity in the future. For initial flexibility, four (4) to six (6) 12 foot lanes are recommended with eight (8) to 10 foot outside shoulders and minimum four (4) foot inside shoulders. The 12 foot lanes have a higher design speed and can better accommodate larger commercial vehicles. Wide outside shoulders are beneficial for disabled and emergency vehicles, and act as a buffer between higher speed traffic and adjacent development. Additionally, wide shoulders can accommodate bike traffic on highway sections such as US175. Bicycles are prohibited on freeway sections. Appropriate median widths for highway/freeway facilities vary depending on the available rightof-way and adjacent land uses. Rural highways typically have depressed or ditched medians that span about 76 feet. The larger width allows sufficient shelter for commercial vehicles crossing in steps and sufficient space for drainage in the median. Right-of-way designated for medians in freeway sections are also important because they allow the roadway to expand from the outsidein. Expanding inward, rather than outward, has the principal benefit of setting the line of development on the edge of the roadway which avoids disturbing development and established landscaping and green areas. It also allows for more established land use opportunities. The higher end of the right-of-way range is recommended where it meets other arterials, and the narrower dimension for sections between arterials. Figures 65 and Figure 66 depict typical four (4) and six (6) lane highway/freeway sections. The medians and parkway were condensed for clarity in this this section of the document, but a scaled rendering of the cross-section is available in Appendix XX. Detailed designs for Highways and Freeways are typically refined during a project development stage based on site specifics, volume projections, stormwater requirements and detailed survey work. Kaufman County Network Examples: US175 US80 IH20 North – South Connector
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F IGURE 32. FREEWAY /HIGHWAY - 4 LANES , 400’ ROW
F IGURE 33. FREEWAY /HIGHWAY - 6 LANES , 500' ROW
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F IGURE 34. KAUFMAN COUNTY 2035 FREEWAYS AND FRONTAGE R OADS
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Principal Arterials The recommended right-of-way for principal arterials ranges from 120 feet to 140 feet depending on the environmental constraints such as flood plains or existing structures. The rightof-way will accommodate four (4) to six (6) 12-foot travel lanes with a minimum 16-foot median. A divided median of sufficient width provides space for dedicated left turn lanes at intersections, improves traffic flow, and reduces turning conflicts. Rural medians are often depressed away from the roadway and accommodate drainage. They should be should be between 48 feet and 76 feet, and wider right-of-way widths may be required to provide adequate spacing for turning commercial vehicles. The eight (8) to 10 foot paved outside shoulders provide refuge for disabled vehicles and emergency responders, provide structure support for the main lanes, and increase sight distance for drivers. They also provide bicycle and pedestrian accommodations in rural areas. Inside shoulders, according to TxDOT design criteria, should be four (4) feet minimum. Space outside of the paved shoulders is intended for grading and stormwater drainage. Driveway access onto principal arterials should be limited by access management and spacing guidelines (see below); parking along arterial roadways is generally prohibited. The recommended spacing between principal arterials is a minimum of one (1) mile with a one (1) mile minimum between signalized arterial to arterial intersections, and a minimum of a half mile between signalized arterial to collector intersections. Kaufman County Principal Arterial Examples: FM548 SH205 SH34
Southern Connector SH243 SH274
F IGURE 35. KAUFMAN COUNTY 6 LANE , 140' ROW PRINCIPAL A RTERIAL
F IGURE 36. KAUFMAN COUNTY 4 LANE , 120' ROW PRINCIPAL A RTERIAL
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F IGURE 37. KAUFMAN COUNTY 2035 PRINCIPLE ARTERIALS
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Major Arterial The recommended right-of-way for major arterials in the Kaufman County Transportation Plan is 120 feet with four (4) to six (6) 12 foot lanes. The major arterial cross section will also include four (4) foot inside shoulders and eight (8) foot outside shoulders. A 16 foot depressed or ditched median is recommended for more rural areas, but a 16 foot raised median (with left turn lanes where applicable) may also be implemented along commercial corridors for access management. The minimum recommended spacing between Major Arterials is one (1) mile with one (1) mile minimum spacing between signalized arterial to arterial intersections and one half mile minimum spacing between arterial to collector intersections. Kaufman County Network Examples: FM741 FM2728 Dozier Extension
South Terrell Loop Gateway Boulevard FM740
F IGURE 38. KAUFMAN COUNTY M AJOR ARTERIAL - 6 LANE , 120' ROW
F IGURE 39. KAUFMAN COUNTY MAJOR ARTERIAL 4 LANE , 120' ROW
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F IGURE 40. KAUFMAN COUNTY 2035 MAJOR ARTERIALS
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Minor Arterial The recommended right-of-way for minor arterials in the Kaufman County Transportation Plan is 100 feet. The cross-sections for these roadways include three (3) and four (4) lane undivided sections with 12-foot lanes and eight (8) to 12 foot shoulders. The three (3) lane section will include two 12-foot main travel lanes and a 12 foot enter turn lane. The four (4) lane undivided section will include four 12-foot travel lanes. The four (4) lane section, though being phased out in many areas, is ideal for segments with higher congestion, but not enough right-of-way to accommodate a divided section. The minimum recommended spacing between Minor Arterials is one half mile with one half mile minimum spacing between signalized arterial to arterial intersections and one half mile minimum spacing between arterial to collector intersections.
Kaufman County Network Examples: FM146 FM1641 FM90 FM148
F IGURE 41. KAUFMAN COUNTY M INOR ARTERIAL , 3 LANES , 100’ ROW
F IGURE 42. KAUFMAN COUNTY M INOR ARTERIAL , 4 LANES , 120' ROW
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F IGURE 43. KAUFMAN COUNTY 2035 MINOR ARTERIALS
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Collector The recommended right-of-way for collector facilities ranges from 80 feet to 100 feet with two (2) and three (3) lane sections. The two (2) lane section includes two (2) 12- foot lanes with eight four (4) foot shoulders. The three (3) lane section includes two (2) 12-foot travel lanes with a 12foot center turn lane with four (4) foot shoulders. Collector facilities should be spaced a minimum of one half mile apart with at least a half mile between signalized intersections. Kaufman County Network Examples: CR279 Ranch Road CR214 CR243
F IGURE 44. KAUFMAN COUNTY C OLLECTOR - 2 LANE , 80' ROW
F IGURE 45. KAUFMAN COUNTY C OLLECTOR - 3 LANE , 80' ROW
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F IGURE 46. KAUFMAN COUNTY 2035 C OLLECTOR FACILITIES
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F IGURE 47. KAUFMAN COUNTY 2035 T HOROUGHFARE P LAN MAP
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Transportation Plan Amendments Plan amendments were developed to improve transportation connectivity, relieve congestion, or facilitate economic development. The following recommendations were tested in the regional travel demand model for compatibility with the overall regional transportation network. Upon plan approval, recommended amendments will be provided to NCTCOG for eventual incorporation into the regional mobility plan. Because the regional mobility plan is fiscally constrained, potential funding sources and planning level construction cost estimates were identified to better gage the overall cost of the plan. Please note that planning level cost estimates were only developed for construction based recommendations such as new roadways and roadway reconstruction.
Functional Classification Amendments A number of roadways were recommended to be upgraded or downgraded from their current functional classification based on the results of the travel demand model run, input from county stakeholders, or future development plans. Table 22 provides an excerpt of roadways recommended for functional classification downgrades or upgrades through the transportation planning process. A full list of recommended functional classification amendments is available in Appendix XX.
T ABLE 19. RECOMMENDED FUNCTIONAL C LASSIFICATION AMENDMENTS
Roadway US80 SH34 CR249 FM2728 CR138 CR305 FM2578 CR322 CR283
From SH557 IH20 FM986 SH34 IH20 Relocated FM1392 SH34 FM986 Southwest Dr
To CR322 Extension FM2728 Hunt County Line FM429 SH34
Amendments AA to A AA to B C to B B to A C to A
CR304 FM987 FM429 FM987
C to A B to A AA to A C to AA
Recommended Roadways Contiguous connectivity was one of the primary needs expressed by county stakeholders. The following new roadways or extensions were recommended to improve connectivity between Kaufman County cities and/or improve the framework for economic development. A complete table of recommended new roadways and extensions is available in Appendix XX. The proposed roadways described below were vetted through the Transportation Plan Steering Committee, Kaufman County Cities, TxDOT, NCTCOG, and a number of other county stakeholder groups. Preliminary construction cost estimates were derived from the TxDOT Statewide Planning Map Sketch Planning Tool. Please note that the cost estimates below are only planning level observations and are based on average 2003-2013 construction costs in 2013 dollars. Additional analysis will need to be performed to determine actual cost estimates.
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North-South Connector The North-South Connector may be one of the most pivotal connections recommended for the county as it will provide the primary contiguous north to south route within the county. The roadway, a long-range improvement for the 20-year horizon, may eventually be a four (4) to six (6) lane highway facility carrying about 33,000 vehicles per day. The roadway will span from the outer loop connection in Rockwall County to US175, where it will transition into Southern Connector (see description below). The roadway will not only improve connectivity between Kaufman County cities, but create a more viable truck route to divert truck traffic away from small cities. Alignment Details Provides a primary north-south connection for the county Relieves congestion of parallel roads Improves overall regional mobility Improves countywide development framework Time Frame: 20+ Year Horizon Estimated Cost: $167M – $334M
Southern Connector The Southern Connector, located between US175 and existing SH34 south of Scurry, provides an alternative north to south connection in southern Kaufman County that directly links SH34 to the North-South Connector. The roadway will be classified as a four (4) to six (6) lane principal arterial and facilitate about 19,000 vehicles per day. Some of the benefits of the connection include opening up the developable area between Kaufman and Crandall and providing an alternative route to reduce the amount of truck traffic on SH34 and FM148. Alignment Details Alternative route for truck traffic Reduces congestion in Scurry and Rosser Improves north to south connectivity Improves developable area between Crandall and Kaufman Timeframe: 20 + Year Horizon Estimated Cost: $53M - $80M
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Relocated SH34 The proposed Relocated SH34 was developed as an alternative to widening Old SH34 between the cities of Terrell and Kaufman. The alignment, stretching from the Windsor Avenue in Terrell to the SH34 bypass in Kaufman, will be classified a four (4) to six (6) lane principal arterial, and is projected to carry about 12,000 vehicles per day by 2035. The benefits of the connection include improved north to south connectivity through the county and reduced congestion on Old SH34. Alignment Details
Reduces congestion along Old SH34 Improves north to south connectivity Timeframe: 20 + Year Horizon Estimated Cost: $39K
South Terrell Loop The South Terrell Loop extends from existing CR305 west to US80 and east to CR139 and CR309. The connected segments extend west to the proposed US80, FM2728, and CR371 interchange. The recommended roadway will be classified as a four (4) to six (6) lane major arterial, and is projected to carry about 2,500 vehicles per day by 2035. The loop should draw some of the traffic traveling through downtown Terrell along US80, making downtown Terrell more conducive to pedestrian activity. In addition to diverting traffic around downtown, the South Terrell Loop will also provide a southern boundary for Terrell to grow against – thus stimulating economic development. The loop’s construction will be built in phased out over a 20-year period – with the first segments starting construction in the next five to 10 years. Alignment Details Alterative east-west route around Terrell Provides a southern boundary for economic growth Opens economic development opportunities from the Los Lomas development area to IH20 Retains existing configuration of US80 through Terrell (between the N-S Connector and CR354). Timeframe: 10-20 Year Horizon Estimated Cost: $22M – $74 M
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FM2728 - CR249/CR322 - Connection The FM2728 – CR249/CR322 Connection will be a four (4) to six (6) lane major arterial facility spanning north from the SH34 bypass in Kaufman to the Hunt County line. The proposed connection links FM2728, CR249, and CR322 to create an alternative route for commuters coming off the SH34 bypass and traveling north to Hunt County. Segments of the connection, such as CR322 between SH34 and FM986, are currently two (2) lane dirt roads that will need to be significantly upgraded. The roadway is projected to carry 9,000 vehicles per day in 2035. Alignment Details Improves north to south connectivity in eastern Kaufman County Improves FM2728 Widens existing bridge at FM429 and IH20 Creates above grade crossing at intersection with US80 and the UP Rail Line Timeframe: 20 + Year Horizon Cost Estimate $42M - $53M
FM986 – University Extension The FM986 - University Extension will be a three (3) to four (4) lane minor arterial and will provide an alternative east to west connection north of Terrell and Forney. The segment is projected to carry about 9,000 vehicles per day by 2035. Alignment Details Opens the area between Forney and Terrell for development Provides a congestion relief route Crosses Big Brushy Creek (Flood Plain) Northwest segment of University unpassable in flood conditions Time Frame: 10-20 Year Horizon Cost Estimate: $40M – $54M
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FM90 Extension The FM190 Extension will be a three (3) to four (4) lane minor arterial that bridges the gap between CR109 and FM90 to provide a contiguous north to south connection in eastern Kaufman County. The route is projected to carry about 6,000 vehicles per day. Alignment Details Crossing Cedar Creek (Flood Plain) Improved north to south connectivity in eastern Kaufman County Creates a framework for future development Timeframe: 20 + Year Horizon Cost Estimate: $27M – $55M
Venner Extension The Venner Extension provides an alternate route for north to south traffic between US175 and IH20. The roadway will provide more direct access for commuters driving to and from the growing residential areas between Forney, Mesquite, and Talty. The connection will be a four (4) to six (lane) major arterial with 120’ of right-of-way. The roadway is projected to carry about 5,600 trips per day in 2035 and operate at a level-of-service ABC. Alignment Details Provides a more direct route between IH20 and US175 Improves north – south mobility in western Kaufman County Reroutes traffic around the Heartland residential development Timeframe: 10-15 Year Horizon Cost Estimate: $20M – $31M
FM1392 Realignment The FM1392 Realignment will straighten out FM1392 to create a more direct north to south connection through Terrell’s ETJ. In addition to straightening the roadway, the realignment also extends the roadway past US80 and IH20 to the proposed North – South Connector. The roadway is projected to accommodate about 15,000 trips per day in 2035 and operate at a level-ofservice DE. Alignment Details Provides an alternative north to south route Provides a backage road for the North – South Connector Provides a framework for economic development west of Terrell Improves connectivity around Terrell Timeframe: 10-15 Year Cost Estimate: $28M – $38M
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FM429 Extension The FM429 Extension realigns FM429 to provide a continuous connection across US80. The extended segment will be a three (3) to four (4) lane minor arterial projected to carry about 8,800 vehicles per day in 2035. Alignment Details Provides a continuous route through east Terrell Crosses Walnut Creek (Flood Plain) Timeframe: 20+ Years Cost Estimate: $5M – $6M
FM2727 Extension FM2727 will be extended from its intersection with FM429, where it currently ends, to the Hiram Road and IH20 interchange. The roadway will be classified as a three (3) to four (4) lane minor arterial and is projected to carry about 6,000 vehicles per day in 2035. Alignment Details Provides a direct connection for commuters traveling to IH20 Improves connectivity in eastern Kaufman County Will require a bridge at Muddy Cedar Creek Timeframe: 20+ Years Cost Estimate: $5M – $11M
FM1895 Extension FM1895 will be extended from its current intersection with FM1836 and CR103, where it will connect to CR104 and continue to FM420. The extension will improve connectivity in the eastern sector of the county and provide a more feasible framework for development. The roadway will be a three (3) to four (4) lane minor arterial and accommodate about 3,500 vehicles per day in 2035. Alignment Details Improves connectivity in eastern Kaufman County Creates a framework for development opportunity Requires a bridge at Jones Creek and Williams Creek Timeframe: 20+ Years Cost Estimate: $16M – $33M
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FM1389 Realignment The Realignment of FM1389 will shift the roadway east of its exiting alignment to straighten the two dangerous curves at its junction with Kaufman Street. The intersection was the sight of 8 traffic accidents between 2010 and 2014; one resulting in a fatality. The roadway will be classified as a three (3) to four (4) lane minor arterial, and accommodate about 10,000 trips per day in 2035. Alignment Details Improves safety by straightening two dangerous curves Provides a more direct north to south connection to US175 Timeframe: 10-15 Years Cost Estimate: $7M – $15M
Forney Parkway Forney Parkway will be a major transportation connection in the Gateway development in Forney. The roadway provides improved access to US80 for commuters and a major through route for local residents. Forney Parkway will be a four (4) to six (6) lane major arterial, and is projected to carry about 2,000 vehicles per day in 2035. Alignment Details Improved access to US80 Improved access to FM548 Supports residential development Timeframe: 1-2 Years Cost Estimate: $30M – $50M
FM2451 Extension to CR4061 The FM2451 Extension provides a seamless east to west connection in southern Kaufman County between Grays Prairie and Kemp. The roadway is extended southeast and makes a connection with CR4061 where the route continues east to Kemp. To make this connection, CR4061 will need to be significantly improved. CR4061 is primarily a two (2) lane dirt road plagued with frequent flooding and muddy conditions. The roadway will be a three (3) to four (4) lane minor arterial and is projected to carry about 11,917 vehicles per day in 2035. Alignment Details Provides more fluid east to west connectivity in Southern Kaufman County Crosses King Creek
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Improves access to Kemp and Mabank Timeframe: 20 + Year Horizon Cost Estimate: $6M -$9M
Old Kaufman Road Extension The proposed project extends Old Kaufman Road northwest to CR4061. To utilize the existing bridge structure, the intersection with CR4061 will be just east of Little Cottonwood Creek. The Old Kaufman Road Extension improves circulation within and around the city of Kemp by providing an alternative access point to the city. Additionally, the extended roadway may open up the areas just went of the city to new development opportunities. The proposed road will be a collector class facility and is projected to accommodate 200 vehicles per day in 2035. Alignment Details Improves circulation in and around Kemp Opens up developable area west of Kemp Improves access in southern Kaufman County Timeframe: 20 + Years Cost Estimate: $2M – $3M
FM148 Bypass The FM148 Bypass reroutes FM148 to the east of Crandall. The connection improves circulation around Crandall by diverting traffic away from the city center and opens up the area east of the city for more development opportunities. The roadway is part of the Kaufman County’s existing and committed network, and will initially be constructed as a two (2) lane collector. 2035 existing and committed network traffic volumes, however, have the roadway accommodating over 23,000 vehicles per day and operating at LOS F. To remedy this, the Plan recommends widening the facility to a three (3) to four (4) lane collector facility in the 10-15-year timeframe. Alignment Details Improves circulation around Crandall Opens the area east of Crandall for development Reduces projected congestion in downtown Crandall Timeframe: 1-3 years (Phase 1 - initial construction) 10-15 years (Phase 2 - widening to 4 lanes) Cost Estimate: $4,700,000 (Phase 1)
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CR121 Extension The recommended project extends CR121 north to FM2965 to improve north to south mobility in eastern Kaufman County. The roadway will be a two (2) to three (3) lane collector facility, and is projected to carry about 6,400 vehicles per day at a level-of-service ABC. Alignment Details Improves circulation in eastern Kaufman County Improves north to south mobility in eastern Kaufman County Timeframe: 20+ Years Cost Estimate: $3M – $6M
CR101 Extension CR101 will be extended from its current intersection with SH243 to the FM1836 and CR146 intersection utilizing the existing Cartwright Ranch Road alignment. The extension will improve connectivity and access in the area just east of the city of Kaufman. The roadway will be a two (2) to three (3) lane collector facility and accommodate about 1,200 vehicles per day in 2035. Alignment Details Improves access to the city of Kaufman Improves connectivity in east Kaufman County Timeframe: 20 + Years Cost Estimate: $6M – $9M
CR283 Extension CR283 will play a pivotal role revised 2035 thoroughfare network, providing a link between Old SH34, Relocated SH34, and the North – South Connector. In addition to improving connectivity in central Kaufman County, the roadway will also enhance the economic framework around the City of Kaufman, giving the city a new northern boundary to grow towards. The roadway will span east to west from the Southwest Drive and New Street B to Old SH34. The roadway will be extended from FM987 to Old SH34 as a four (4) to six (6) lane principal arterial facility. The segment spanning east from FM987 to the Southwest Drive – New Street B intersection will be expanded and upgraded from a two (2) lane collector facility to a four (4) to six (6) lane principal arterial. Alignment Details Improves East to West Connectivity
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Improved development framework around the city of Kaufman Critical connection between Old SH34, Relocated SH34, and the North – South Connector Time Frame: 10 – 15 Years Cost Estimate: $12M – $18M
Existing Roadway Enhancements In addition to new road construction and roadway extensions, a number of roads were recommended for enhancements. Recommended enhancements ranged from safety improvements and access management to lane additions and roadway reconstruction.
SH205 SH205 is currently a two (2) lane principal arterial facility that carries about 14,700 vehicles per day and operates at a level-ofservice DE. By 2035, under existing and committed conditions, the roadway is projected to accommodate 21,000 vehicles per day and operate at a level-of-service F. To combat the burgeoning traffic conditions, the Plan recommends widening the roadway to four (4) lanes within the 10-year planning horizon and six (6) lanes in the 20 plus year horizon. As a four (4) lane facility in the recommended 2035 network scenario, the roadway is projected to accommodate about 18,000 vehicles and operate at a level-ofservice DE. The roadway will be widened from the Rockwall County line to IH20. In addition to widening the facility, Kaufman County and City officials have discussed the possibility of realigning SH205. Proposed alternative alignments have not been developed. However, the FM1392 realignment is designed as a reliever route with a grade separation at US80, the UP rail line, Spur 557, and IH20. Alignment Recommendations Widen SH205 to four (4) lanes in short term (5 years) Widen SH205 to six (6) lanes in the long term (20 + Years) Implement access management strategies (turning lanes, traffic signal synchronization, medians, etc.) throughout the corridor. Time Frame: 5-20 Years Cost Estimate: o Widen to 4 Lanes: $40,128,000 o Widen to 6 Lanes: $80,256,000
US175 US175, from the SH34 Bypass to the Henderson County line is currently a four (4) lane divided principal arterial, carrying about 15,000 vehicles per day and operating at a level-of-service DE. Under the current roadway configuration, traffic volumes are projected to reach about 40,000 vehicles per day by 2035, and operate at a level-of-service DE. To address this issues, the Plan recommends upgrading the roadway to a four (4) lane freeway class facility. The highway section will be constructed in the middle of existing right-of-way and the existing lanes will be converted
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to frontage roads. As a highway facility in 2035, the roadway is projected to carry 40,000 vehicles per day at a level-of-service ABC. Alignment Recommendations Upgrade to four (4) lane freeway facility Convert existing main lanes to frontage lanes Time Frame: 20 + Years Cost Estimate: $189M - $286M
SH34 SH34, as previously mentioned, is one of the most important corridors in Kaufman County. It is primarily a two (2) lane principal arterial with four (4) lane sections in Terrell and along the SH34 bypass around the city of Kaufman. The roadway runs diagonally from the Hunt County line to the Ellis County line, with segments such as the stretch between US80 and IH20 carrying as many as 15,000 vehicles per day and operating at a level of service ABC. Other segments, such as the stretch between northern Terrell City limits and CR322 accommodate about 11,800 vehicles per day and operate at a level-of-service DE. Given the nature and length of SH34, recommended amendments were broken out by the following road segments. SH34 Segments
Old SH34 (FM2728 to IH20) SH34 (CR319 to Hunt County line) SH34 (Ellis County line to SH34 Bypass)
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Old SH34 (FM2728 to IH20) Old SH34, despite being a primary north to south principal arterial connection within the county, is not equipped to safely accommodate the existing or projected traffic volumes. The existing facility is characterized by dangerous curves, narrow lanes and shoulders, and a constrained right-of-way. The roadway currently carries about 8,500 vehicles per day, and primarily operates at a level-of-service ABC. Under its current configuration (and no alternative alignment), traffic volumes along this stretch of SH34 range between 11,000 and 25,000 vehicles per day. Congestion is particularly high north of CR279A, where volumes range between 16,000 and 25,000 vehicles per day and operate primarily at a level-of-service F. Volumes are lower in the southern portion of this segment, ranging between 11,000 and 13,000 vehicles per day and operating at level-of-service ABC. Right-of-way constraints along the corridor reduce the feasibility of typical congestion relief strategies, such as lane additions. Rather than widening the facility, the Plan recommends constructing a new north to south route (North – South Connector or Relocated SH34) that pulls trips away from Old SH34. Construction of the new facility is projected to significantly reduce projected volumes within the corridor. Volumes between Abner Road and CR279, for instance, decreased from a projected 20,500 vehicles per day to about 7,800 (a 62 percent reduction) with the addition of a parallel north to south route (Relocated SH34). With the lower volumes, the functional classification of Old SH34, can be amended to a minor arterial. As a minor arterial, the plan recommends widening the roadway (in feasible segments) to a three (3) lane facility with safety improvements such as eight (8) to 10 feet shoulders, turn lanes, and intersection improvements at various locations. Segments with constrained right-of-ways such as the segment between Abner Road and CR279 may be “super-two” minor arterial facilities, which have a third lane at certain segments to allow passing. The super-two facility cross-section is available in Appendix XX. Alignment Recommendations Install turn lanes at key intersections (5-10 Years) Construct eight (8) to 10 foot shoulders where ROW permits (5-10 Years) Widen to three (3) lanes where ROW permits (15-20 Years) Cost Estimate: $12,355,200
SH34 (CR319 to Hunt County Line) Under the existing and committed network, the segment of SH34 between CR319 and the Hunt County line is a two (2) lane arterial facility. The roadway is projected to accommodate upwards of 25,000 vehicles per day and operate at a level-of-service F. To get ahead of these conditions, the plan recommends widening the roadway to a four (4) lane arterial facility with enough right-of-way to eventually expand to six (6) lanes if traffic volumes demand it. Alignment Recommendations Page | 100
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Widen to four (4) lanes (10-15 Years) Construct eight (8) to 10 foot Shoulders (10-15 Years) Widen to six (6) lanes (20+ Years) Cost Estimate: o Widen to four (4) lanes: $21,189,000 o Widen to six (6) lanes: $42,379,000
SH34 (Ellis County line to SH34 Bypass) Under the existing and committed network, the segment of SH34 between the SH34 Bypass and the Ellis County Line is a four lane arterial facility. Similar to the northern segment of the SH34, the roadway is projected to accommodate just under 25,000 vehicles per day, but will operate at a level-of-service DE due to the additional capacity. Volumes in this segment will be higher in the recommended scenario (32,000 vehicles per day at LOS F), due to the additional commuters projected to use SH34 to access the Southern and North-South Connectors. To mitigate traffic, the Plan recommends further expanding this segment of SH34 to six (6) lanes. Alignment Recommendations Widen to four (4) lanes (10-15 Years) Construct eight (8) to 10 foot Shoulders (10-15 Years) Widen to six (6) lanes (20+ Years) Cost Estimate: o Widen to four (4) lanes: $36,984,000 o Widen to six (6) lanes: $73,968,000
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FM148 FM148, as mentioned in Chapter 4, is one of the most pivotal roadways in the county, providing the primary north to south connection in western Kaufman County. A number of transportation issues were identified for the corridor, including, but not limited to a zig-zag alignment, truck traffic, and a need for wider shoulders. Similar to SH34, recommendations for FM148 were broken out by segment. FM148 Segments FM148 (FM148 Bypass to FM1390) FM148 (FM1388 to FM3094) FM148 (FM148 Bypass to FM1390) Under existing and committed network conditions, this segment of FM148 will continue to be a two lane minor arterial facility – carrying about 22,000 vehicles per day and operating at a level-of-service F. In addition to high levels of congestion, the roadway is projected to accommodate about 1,000 trucks per day. Because of these conditions and the safety concerns expressed by county stakeholders in Chapter 4, the Plan recommends widening the roadway to a three (3) to four (4) lane minor arterial facility. Two lane sections with turning lanes and eight (8) to 10 feet shoulders are recommended for areas with constrained ROW. Roadway weight limitation and “No Thru Truck Traffic” signs need to be installed to help reduce the amount of truck traffic on the road. To ensure compliance, additional police presence and to enforce truck restrictions is recommended. In addition to these recommendations, the construction of the Southern Connector should help reduce the volume of heavy trucks utilizing FM148. Although some stakeholders expressed a desire to straighten this segment of FM148 to create a more direct north to south route, the Plan recommends keeping the existing alignment. This recommendation was made due to the number of right-of-way constraints such as the large flood plain area and existing development. In addition to these constraints, straightening the alignment may invite more truck traffic to the corridor. Alignment Recommendations Widen to three (3) to four (4) lanes Install “No thru trucks” signs throughout corridor Construct turning lanes at key intersections Construct eight (8) to 10 foot Shoulders Increase police presence to enforce speed and no thru truck/ load limitations Cost Estimate: o Widen to three (3) lanes: $6,606,000 o Widen to four (4) lanes: $13,211,000
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FM148 (FM1388 to FM3094) This stretch of FM148 between FM1388 and FM3094 is part of a valuable link connecting Scurry, Rosser, Grays Prairie, and Cottonwood. To address current maintenance and safety concerns, $12 million was programmed in the Kaufman County Bond Program to repave and add shoulders to this segment of FM148. 2035 Recommended Network volumes along this section of FM148 range between 7,000 and 12,000 vehicles per day. Although congestions levels are not high along this stretch, level-of-service spikes from ABC to DE within the village of Grays Prairie. Given that there was no reduction in the number of lanes and no significant change in volume, the spike in levelof-service could be an indicator of projected access management or operations issues. To alleviate this congestion, a 12-foot center turn lane and eight (8) to 10 foot shoulders are recommended for the segment between Fox Lane and CR4061. The center turn lane will prevent traffic from backing up when drivers attempt left turns, and the shoulders will make it easier for commuters to make right turn into the adjacent driveways. Alignment Recommendations Widen to three (3) to four (4) lanes Construct turning lanes at key intersections Construct eight (8) to 10-foot shoulders Construct center turn lanes in village of Grays Prairie Cost Estimate: o Widen to three (3) lanes: $4,815,000 o Widen to four (4) lanes: $9,629,000
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FM548 FM548 is pivotal to the development of the northwest sector of the county around Forney. The roadway is currently a two (2) lane minor arterial facility accommodating between 5,000 and 10,000 vehicles per day. The southern segment of the facility, south of US80, currently carries about 5,000 vehicles per day at a level-of-service ABC. The mid segment, between US80 and University Drive carries about 10,000 vehicles per day at a level-of-service DE. Similar to the mid segment, the northern segment, from University drive to the Rockwall County line, carries about 10,000 vehicles per day. This segment, however operates at a level-of-service F due, in part, to limited capacity and a high number of turning movements. Conditions are projected to worsen in the next 20 years. To mitigate the problem, the Plan recommends widening the roadway to a four (4) to six (6) lane principal arterial from north of US80 to the Rockwall County line and a four (4) to six (6) lane major arterial facility from south of US80 to IH20. FM548 Segments FM548 (North of US80 to Reeder Road) FM548 (South of US80 to IH20) FM548 (Reeder Road to Rockwall County line) FM548 (North of US80 to Reeder Road) The first phase of improving this segment of FM548, funded through the Kaufman County Bond Program, will be widening the roadway from two (2) to four (4) lanes. The widening will improve level-of-service in this segment of FM548 to DE in the 10-year timeframe, but changes will be needed to improve long-term conditions. According to the 2035 existing and committed network, this segment of FM548 is projected to carry over 20,000 vehicles per day and operate and level-of-service F. To mitigate these conditions, the Plan recommends widening the segment to six (6) lanes in the 10-15 year timeframe. Access management strategies, such as driveway consolidation, turn lanes, medians, and synchronized traffic signalization also need to be implemented to ensure efficient traffic operation as the area grows and develops. Alignment Recommendations Widen FM548 north of US80 to Reeder Road to four (4) lanes (1-5 Years) Widen FM548 north of US80 to Reeder Road to six (6) lanes (10 -15 Years) Implement access management strategies (turning lanes, traffic signal synchronization, medians, etc.) Cost Estimate: o Widen to 4 Lanes: $4,072,000 o Widen to 6 Lanes: $8,144,000 FM548 (South of US80 to IH20)
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This segment of FM548, which transitions into FM740 just north of IH20, is projected to carry between 13,000 and 25,000 vehicles per day under existing and committed network conditions. The highest volumes are projected for the section just north of IH20 where the roadway transitions into FM740 (25,000 at LOS F) and just south of US80 (18,000 at LOS F). The largest stretch of this segment, however, is projected to carry about 13,000 vehicles per day and operate and levelof-service DE. To mitigate these conditions, the plan recommends widening the roadway to four (4) lanes. Alignment Recommendations Widen FM548 south of US80 to IH20 to four (4) lanes Implement access management strategies (turning lanes, traffic signal synchronization, medians, etc.) throughout the corridor Cost Estimate: $12,259,000 FM548 (Reeder Road to Rockwall County line) This segment of FM548 is projected to carry over 18,000 vehicles per day and operate and level-of-service F under 2035 Existing and Committed network conditions. To combat these conditions, the Plan recommends widening the roadway to four (4) lanes. Alignment Recommendations Widen FM548 from Reeder Road to Rockwall County line to four (4) lanes Implement access management strategies (turning lanes, traffic signal synchronization, medians, etc.) throughout the corridor. Cost Estimate: $17,881,000
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Intersection Recommendations A number of critical intersections were identified in the plan input process that need to be addressed. The following intersection recommendations were developed to improve connectivity, relieve congestions, or improve safety. A full list of intersections, with recommended improvements is available in Appendix XX. Abner Road Intersection The SH34 and Abner Road intersection was identified as one of the most dangerous curves/ intersections in the county. It was the sight of 17 accidents between 2009 and 2014, and is projected to accommodate 17,000 vehicles per day in the existing and committed network (without Relocated SH34). Despite public perception, the most dangerous aspect of the intersection is not the curve, but the limited sight distance for vehicles entering SH34 and the angle at which Abner Road intersects SH34. This is particularly an issue for commuters heading south from Abner road who have to make a 50 degree turn towards on-coming traffic with limited sight to enter SH34. To mitigate this issue, the Plan recommends relocating the Abner Road intersection south of its existing location to form a T intersection. Relocating Abner Road to form a T intersection will improve sight distance at in the intersection and allow commuters to make a 90 degree turn onto SH34. Intersection Recommendations Relocate Abner Road intersection south of existing intersection Construct left turn lane at intersection Intersection will be a 90-degree T intersection Time Frame: 5-10 Years FM148 and SH274 Intersection The intersection of FM148 and SH274, as mentioned in Chapter 4, was identified as a dangerous intersection due to the relatively high number of traffic accidents that have occurred at the junction. Much of this is due to the limited site distance for commuters turning from FM148 onto SH274, and the high level of congestion on SH274 (LOS DE). Conditions are projected to worsen in the future. According to the Existing and Committed 2035 Thoroughfare Network, this segment of SH724 is projected to accommodate about 28,000 vehicles per day and operate at a level-of-service F. The following recommendations were developed to improve safety at the intersection of FM148 and SH274. Intersection Recommendations Trim the foliage in the northwest corner of the intersection to improve the sight distance. Move the stop bar on FM148 closer to the intersection to improve sight distance and provide commuters a better viewpoint from which to see oncoming traffic. Install a traffic signal at the intersection of FM148 and SH274 (traffic signal warrant study needed). Page | 106
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Install a right turn lane on FM148 to protect southbound vehicles entering SH274. Congestion on SH274 will be alleviated by widening the roadway to a four (4) to six (6) lane principal arterial.
US80 and FM2728 Intersection The intersection of US80 and FM2728 was identified as a major safety concern area due to truck traffic on FM 2728 queueing at the stop sign controlled intersection with US 80. There is currently only room for one truck to safely pass the stop sign and cross the rail road track to enter US80. If more than one truck attempts to cross the rail road track at one time, the second truck will only be halfway across the railroad track if the first truck is unable to immediately enter US80. This could be disastrous if a train is approaching and there is too much traffic for the first truck to quickly enter US80. To mitigate the problem, the Plan recommends adding a right turn lane for vehicles entering US80 from FM2728. The turn lane onto US80 increases the amount of space available between the railroad track and US80 and allows vehicles to go straight or turn right at the same time. This mitigates congestions at the intersection and reduces the risk of a collision between a train and an eighteen-wheeler. To better protect vehicles entering US80, the Plan also recommends turning US80’s right lane into a right turn only lane as it approaches FM2728. This improvement will allow vehicles turning right onto US80 from FM2728 to enter US80 without stopping for oncoming traffic. In addition to turn lanes, signage needs to be developed to warn trucks about the short distance between the rail line and US80 and/or signage indicating that only one truck should cross the rail line to enter US80 at a time. A traffic signal warrant study may also be needed to determine if a traffic signal may be needed to improve safety conditions at the intersection. Intersection Recommendations
Install right turn lanes for traffic entering US80 from FM2728 Convert the westbound right lane of US80 into a right turn only lane as it approaches FM2728 to provide protection to vehicles entering US80 from FM2728. Develop signage to warn trucks of the limited space for vehicle queuing between rail line and US80. Develop signage to warn trucks that there is only space for one vehicle to enter US80 at a time. Conduct a traffic signal warrant study to determine if a traffic signal is needed to improve safety at the intersection. Install enhanced traffic control at US80 the intersection with FM2728 near Elmo.
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US80 and SH205/ FM148 Intersection The intersection of US80 and the SH205 (as it transitions to FM148) is one of the most dynamic intersections in Kaufman County. It is the intersection of two heavily traveled principle arterials, projected to accommodate about 30,000 vehicles per day by 2035, and within 100 feet of the UP rail line, which currently operates 24 trains per day. The sight of 80 traffic crashes between 2009 and 2014, stakeholders identified the junction of the two arterials as a critical intersection. Intersection Recommendations
Upgrade traffic signalization per the Kaufman County Bond Program initiative. Widen intersection per Kaufman County Bond Program initiative. Construct a right turn lane on east bound US80 to keep traffic moving on US80 when a train is at the rail crossing. Design and implement the long range set of operational improvements for this junction
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Access and Corridor Management Standards Access management refers to the practice of coordinating access connection points onto a roadway by considering specific design criteria for the location, spacing, design and operation of driveways, median openings and intersections. Generally, as the mobility and capacity of a roadway increase, the access on a specific facility is decreased in order to maintain the roadway efficiency and maintain traffic safety. The goal of access management is to safely balance access to land development while maintaining efficiency of the transportation system. Under current roadway conditions, Kaufman County has few roads with access management issues. However, as development continues, particularly in the northern sector of the county, access management strategies will need to be implemented to ensure a more efficient network. Access management provides a significant benefit to the mobility and function of the roadway, and more importantly, reduces the potential for accidents by minimizing speed differentials between vehicles and turning movements. Research has shown that accident rates increase consistently with an increase in the number of roadway access points, while accident rates decrease with the construction of raised medians and controlled signalized cross access. What is Access Management? Access management limits the number of driveways and turning movements to improve corridor safety and reduce congestion.
Other benefits of access management include:
Improving safety conditions Reducing traffic congestion and delay Aesthetically improving corridors Providing safe access to/from adjacent development Creating a more pedestrian friendly environment
Access and Corridor Management Strategies A number of strategies can be used to manage traffic along arterial and freeway frontage roads. The following strategies are designed to mitigate congestion and facilitate a more balanced land use and transportation connection.
Access Connection Spacing Access connections are facilities for entrance and/or exit from a roadway such as a connecting street (intersection) or driveway. They have a major impact on the relative flow of traffic through a corridor. It is not only based on the distance between intersections, but the speed in which
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commuters travel through a corridor. As mentioned above, speed differentials can have a negative impact on level-of-service in a corridor. Proper intersection spacing can limit speed differentials and improve traffic flow within a corridor. Table 24 details TxDOT’s recommended access connection spacing for state managed (off-system) facilities below the freeway functional classification. These recommendations can be applied to non-state managed (off-system) roadways as well.
T ABLE 20. RECOMMENDED ACCESS CONNECTION SPACING
*Precludes new highways on new alignments, freeway mainlines, and frontage roads. Source: TXDOT Access Management Manual, 2011
Auxiliary Lanes Auxiliary lanes are designed to facilitate turning movements outside the general flow of traffic. Rather than commuters turning right or left from the main lanes, traffic is funneled to an auxiliary right or left turning lane or entrance ramp. This reduces the number of speed differentials in the corridor by separating the slowing or halting traffic from the main lanes. Turn lanes are usually installed at busy intersections or the entrances of major traffic generators. In addition to providing a separate lane for right and left turning traffic, raised turn lanes can provide a pedestrian refuge and reduce traffic accidents. Auxiliary lanes would also be beneficial and improve access along constrained corridors, such as SH34 through the city of Oak Point, where additional capacity for turning and passing is needed to improve safety and projected congestion.
Median Improvements A median is right-of-way designated for the space between opposing directions of traffic on a divided roadway. Depending on the roadway setting, medians can be striped, raised (with a curb), and/or landscaped, and range can vary in width. Medians improve safety and traffic operations by physically separating traffic and/or providing a shelter for roadway crossing. Where access is needed, directional median openings can be used to restrict some turning movements while simultaneously improving access for others.
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Signalized Intersection Spacing and Timing Signalized intersections, if properly timed, can significantly reduce the start and stop traffic along a corridor. Too many intersections in a short span and/or poor signal timing, however, can cause delays and headaches for drivers. According to TxDOT access management guidelines, every traffic signal added per mile reduces travel speeds 2 to 3 mph. This can lead to serious corridor congestion and delays.
Table 25 describes the increase in travel time for every traffic signal added within a mile span. Increasing from two (2) to three (3) traffic signals can increase travel time nine percent. If multiple traffic signals are warranted within a short span along a corridor, signal maintenance and timing should be prioritized to ensure efficient traffic movement. To improve traffic signal optimization, Kaufman County and its Cities should develop traffic timing plans to interconnect traffic signals along key commercial corridors, such as SH205 and FM548. According to the Federal Highway Administration (FHWA), every dollar invested in traffic signal optimization saves $40 in time and fuel savings.
T ABLE 21. TRAVEL TIME INCREASE PER TRAFFIC SIGNAL
Source: TXDOT Access Management Manual, 2011
Shared Access or Consolidated Parking Shared access allows multiple adjacent businesses to utilize a single parking entrance. This improves congestion by reducing the number of turning movements within a corridor, and facilitates a more pedestrian friendly environment.
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Transit Plan As mentioned in the Chapter 3, STAR Transit is the primary transit provider in Kaufman County, providing fixed route service in the city of Kaufman and demand response service to all Kaufman County cities, Mesquite, Seagoville, and Balch Springs. As transit demand increases, additional fixed routes will be added to the transit network. The following section details the proposed Kaufman County transit network.
Bus Service For the foreseeable future, busses will comprise the bulk of transit service in Kaufman County. Demand response service will continue to be the primary form of transit in the county, but plans are underway to expand fixed route service within the city of Kaufman and add fixed route service in the city of Terrell. In addition to fixed route service, five (5) potential bus transit stations/hubs are planned for the county. Service from the stations will utilize either US80, IH20, or US175 to connect to the DART transit system. Figure 74 provides an illustration of the recommended Kaufman County transit routes.
Proposed Bus/Transit Stations A. Terrell Park N’ Ride/Bus Transit Hub – Located at Terrell’s Historic Terminal, the station will provide bus/ trolley service. This is one of the proposed commuter rail station locations if Kaufman County ever grows large enough to warrant rail service. Bus/trolley service will connect riders to the DART network at Handy Park and Ride Station via the US80 route and the Buckner Light Rail Station via the IH20 route. B. Kaufman Bus Transit Hub – This station will be located in the Kaufman County Courthouse Square and accommodate bus/ trolley service. Bus/trolley service will connect riders to the DART network at the Buckner Light Rail Station via the US175 route. C. Crandall Bus Hub – The location of this potential station has not been determined. This station will accommodate bus/ trolley service and connect riders to the DART network at the Buckner Light Rail Station via the US175 route. D. Forney Transit Hub – This station will be located adjacent to the Gateway Bridge and initially provide bus/trolley service. The Forney Transit Hub is also a potential commuter rail station if transit demand warrants it. Bus/trolley service will connect riders to the DART network at Handy Park and Ride Station via the US80 route. E. Downtown Forney/US80 Station – The location of this station has yet to be determined. Potential locations include Downtown Forney or an undetermined location along US80. This station would initially provide bus service/trolley service, but may transition to a commuter rail station as transit demand increases. Initial service from this station will be to the DART Hanby Stadium Park and Ride via the US80 route. Page | 112
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Future Commuter Rail Service Kaufman County does not currently have the density or ridership demand to warrant a rail station; population projections indicate that this will not change in the next 20 years. Despite the limited demand for rail, identifying potential station locations is imperative as the most suitable station locations may not be available or much more expensive once demand reaches a level to warrant rail service. STAR Transit identified three potential commuter rail station locations along the US80 and UP Rail corridors that will be designed to accommodate both bus and rail service. The three stations, described above, include:
Terrell Park N’ Ride/ Bus Transit Hub Forney Transit Hub Downtown Forney/ US80 Station
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F IGURE 48. P LANNED TRANSIT MAP
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Goods Movement Plan Truck traffic and goods movement are two of the most dynamic aspects of a transportation plan because industry cannot function without them. This presents an issue for most counties or cities because they have to balance the benefits of trucks being able to freely transport goods to local businesses with the damage and congestion caused by truck traffic. The following recommendations were developed to improve the flow of goods and services through and within the county while simultaneously minimizing the negative impacts on transportation infrastructure and traffic operations. For this section, trucks include Class 5 or higher trucks. Trucks in this range are medium to heavy trucks with a gross vehicle weight rating (GVWR) over 16,000 pounds.
Recommended Truck Route Designations Figure 75 details the 2035 recommended truck routes for Kaufman County. Truck routes were divided into three categories Primary, Secondary, and Tertiary, depending on their overall role in the transportation network. The following sections describes recommended truck route designations. Primary Truck Routes Primary routes are located on FHWA identified corridors of national significance. These roadways are critical to the national highway system. The routes also provide connections to major freight generators, gateways, and ports-of-entry. No new routes were recommended for the primary truck route network as none of the new roadways recommended for the county meet FHWA primary truck route criteria. Kaufman County primary routes include the following roadways. Kaufman County Primary Routes IH20 US80 (Dallas County line to Spur 557) Spur 557 Secondary Truck Routes Secondary routes improve the continuity of the overall freight network, providing access to pivotal transportation facilities and linking primary routes. Additionally, identified secondary routes provide connections to rural areas and energy sector corridors. Energy sector corridors are roadways (located in identified energy sector areas) frequented by heavy trucks and other automobiles that service the oil and gas industry. Secondary routes also provide connections between resource extraction points, such a rock quarries or dirt yards, to primary truck routes. Kaufman County secondary routes include the following facilities. Kaufman County Secondary Truck Routes US175 SH34 US80 (FM429 to Van Zandt County line) North – South Connector Southern Connector
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Tertiary Truck Routes Tertiary routes are more local in nature and provide connections between primary and secondary routes to divert truck traffic away from non-truck routes. Additionally, tertiary routes provide access to commercial and industrial areas within Kaufman County cities. These routes are not included in FHWA’s national freight network, but were recommended for Kaufman County to improve the overall flow of truck traffic through the county and reduce unnecessary through truck traffic in Kaufman County cities and/or residential areas. Kaufman County recommended tertiary routes include the following roadways. Kaufman County Tertiary Routes SH205 FM548 FM2728 (extended to CR322) CR309
Truck Route Recommendations Legally, trucks are allowed to traverse most roadways, even if they are not part of FHWA’s truck routes. This is because it may not be possible for them to travel between origin and destination without veering from designated truck routes. Trucks can, however, be limited by low bridges, “no thru truck “areas, travel time restrictions, truck lanes, and a number of other factors. The following strategies can be used to regulate truck traffic in Kaufman County Communities. Truck Route Recommendations
Creating a list of designated truck routes – Designating specific roadways for truck traffic reduces the amount of truck traffic on roadways not designed to accommodate heavy vehicles. Additionally, designated routes can be improved to handle higher volumes of heavy trucks. Allowing access to non-truck routes ONLY if the truck is making a delivery, pick-up, or is generally housed at a destination along the segment – Many City ordinances allow trucks along non-truck routes if they are making a delivery or pick-ups along the routes. Allowing emergency vehicles, school busses, and maintenance vehicles access to nontruck routes – Trucks or heavy vehicles are typically allowed along non-truck routes to make roadway repairs, repairs to businesses or houses along the restricted segment, emergency services, or to pick up school children or the disabled. Signage indicating truck routes or truck restricted routes - Develop signage for truckroutes or truck restricted routes. The signs include height, weight, and/or load restrictions. Truck Lanes – Truck lanes are typically designated along freeway or highway facilities, but can be used to separate trucks from general commuter traffic. The trucks are typically only allowed to leave the lanes when exiting or passing slower vehicles. Non-truck route time restrictions – Time restrictions typically restrict truck traffic along certain routes during peak traffic hours or evening hours (typically between 6 p.m. and 6 a.m.). Page | 116
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Fines for Violations – Fines for Violators of truck restrictions can be developed as a disincentive for truckers driving on truck-restricted roadways. Fines typically range from $25- $200, but can go as high as $500 with suspended access to non-truck routes for the owner and/or operator of the truck for 30 days. Height Restrictions – Height restrictions are typically put in place due to the presence of low bridges, overhead lines, underpasses, etc. Hazard Routes – Hazard routes restrict the movement of hazardous materials to specific hazard routes. Some jurisdictions make exceptions for the delivery of gasoline, but trucks are required to take the most direct route to destinations. Requiring a City Issued Sticker, Permit or License Plate to Access Certain Road Segments - Some jurisdictions only allow trucks with stickers, permits, or license plates access to certain roadway segments to ensure the trucks using the routes are making deliveries or pickups at destinations along the roadway and not simply driving through. Restricted Access for Through Trucks – These restrictions would limit roadway access only to trucks making deliveries or pick-ups along particular roadways. Trucks attempting to use the roadway to pass through would be prohibited. Reinforced Pavements for Secondary and Tertiary Routes – many of the routes currently utilized by trucks in the county do not have adequate pavement thickness to accommodate heavy trucks and are quickly degraded. The following pavement treatments are recommended for Kaufman County truck routes. - Strengthen pavement structures to a minimum12 inches thickness on recommended truck routes. - Recommended GVW of a minimum 80,000 (federal gross vehicle weight limit) for recommended routes. - Construct eight (8) to 10 foot shoulders along recommended truck routes for passing and protecting the pavement edge. - Install turn lanes at key intersections. Develop a County truck route ordinance that identifies recommended truck routes through the county while simultaneously restricting truck access to other identified facilities.
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F IGURE 49. KAUFMAN COUNTY RECOMMENDED TRUCK R OUTES
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Roadway Maintenance and Preservation Recommendations This section focuses on the maintenance, rehabilitation, reconstruction and safety of the existing roadway network through maintaining streets, sidewalks, utilities, storm water systems and other transportation infrastructure facilities. One of the key goals of the plan, Maintain and Preserve Existing Infrastructure, encourages upgrading and improving existing transportation infrastructure to ensure adequate design of future roadways to extend pavement life, enhance system carrying capacity, reduce congestion, and minimize accidents.
Develop a county road pavement index to assess pavement conditions and inform maintenance decisions on County managed roads.
Annually assess current roadway network pavement and bridge conditions and prepare a plan to address deficiencies within a five-year time frame.
Utilize sulfides in the roadway base to prevent roadway heaving and cracking. Coordinate with ISDs prioritize improvement to roadway heavily utilized by school busses. Develop County roadway engineering standards with pavement standards based on roadway functional classification.
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Non-Motorized Transportation Integration Non-motorized transportation is becoming more and more important to transportation planning as fuel costs fluctuate and funding becomes scarcer for transportation improvements. The following nonmotorized transportation recommendations are regional in nature and geared towards improving bike and pedestrian safety and connectivity in Kaufman County. Figure 67 illustrates the recommended non-motorized facilities for Kaufman County. These routes were developed by NCTCOG and the Bike and Pedestrian Advisory Committee (BPAC).
Non-Motorized Transportation Recommendations Most Kaufman County bicyclists, according to county stakeholders, ride recreationally after work or on weekends. These trips are not to and from work, but long bike rides (sometimes in large groups) between cities. In fact, only one transportation survey respondents reported using a bike to travel to and from work; many believe it is too dangerous to bike most places. The following recommended routes were identified for Kaufman County in NCTCOG’s Mobility 2040 Regional Thoroughfare Plan. It is important to note that the routes below do not include existing nonmotorized facilities. Recommended Bike Facilities
SH34 Paved Shoulder Route – The SH34 paved shoulder route stretches from the SH34-Bypass in Kaufman to the Ellis County line. The recommended route is contingent upon the construction of eight (8) to 10 foot shoulders. Old SH34 Paved Shoulder Route – The Old SH34 paved shoulder route runs from the SH34 bypass to Kind Creek Drive in Terrell. The route is contingent upon implementation of recommended roadway improvements such as eight (8) to 10 foot shoulders, and construction of alternative parallel facilities to reduce projected congestion and truck traffic. UP Rail Corridor Off-Street Route – The UP Railroad Corridor Off-Street Route spans from the Dallas County line to Windmill Farms Boulevard. The facility, a planned shared use pathway, will accommodate both pedestrians and bicyclists. The trail continues east into Terrell as a rural paved shoulder. IH20 Off-Street Routes – The IH20 Off-Street Routes run parallel to IH20 between the Dallas County Line and FM2932. The trail, a planned shared use pathway, is part of a larger non-motorized connection between Mesquite, Talty, Forney, and Heath. Forney Off-Street Trails – The Forney Off-Street Trails stretch from IH20 in Mesquite to the Rockwall County line. As mentioned above, the trail is part of a larger trail network between Forney, Mesquite, Talty, and Heath. The trail will be a shared use pathway the accommodates both bicyclists and pedestrians. Terrell On-Street Routes – The Terrell On-Street Routes include alignments along SH34 through the city, US80, FM986, and a number of other facilities. The type of onstreet route (sharrow, signed route, etc.) will be at the discretion of the City of Terrell.
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F IGURE 50. RECOMMENDED N ON -MOTORIZED FACILITIES
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Recommended Non-Motorized Facility Types The following trail types may be implemented by Kaufman County and Cities for the nonmotorized network. Signed Routes Given the rural nature of Kaufman County, most bike facilities should be signed routes with bicyclists utilizing shoulders where available. Bike signs not only guide bicyclists along designated routes, but alert drivers to the potential presence of bicyclists. This will improve bicycle safety and alert bicyclists where it is safer to ride.
Paved Shoulder Routes Shoulder routes are important because they separate bicyclists from automobile traffic and facilitate long distance trips between cities and major destinations. The majority of the routes identified for Kaufman County by NCTCOG and BPAC are paved shoulder routes. Paved shoulders routes should be at least five (5) feet wide, according to AASHTO Guidelines. This is narrower than the eight (8) to 10 foot shoulders recommended for Kaufman County Roadways.
Shared Lanes Shared lanes or sharrows may be considered within city limits where there is limited right-of-way for wide shoulders and low traffic volumes. This may be ideal for the on-street routes within the city of Terrell. Share use lanes are typically painted with the sharrow emblem or “share the road” signs.
Shared Use Path A shared use path is an on or off-street facility separated by a barrier or open space that is designed to accommodate all non-motorized modes including pedestrians, bicyclists, skaters, and joggers.
Sidewalks Sidewalks are primarily pedestrian off-street facilities located between the curb line of the roadway and the adjacent property. Sidewalks are located intermittently throughout the Kaufman County, but primarily located in cities. The instillation of sidewalks along commercial corridors may facilitate pedestrian movement between adjacent businesses and reduce congestion levels.
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Additional Policy Recommendations
Incorporate functional classification recommendations, such as right-of-way, lane widths, and shoulders into the County Subdivision Regulations and Engineering Standards. The County Transportation Plan should be updated every 10 years to keep pace with population, employment, and other development trends within the county. Conduct a North – South Mobility corridor feasibility study to determine the most beneficial and least impactful north to south route through the county. Encourage adoption of the County Transportation Plan by Kaufman County Cities. Develop a SH34 Consortium between Ellis, Hunt, and Kaufman Counties to coordinate on the long-term development of the corridor. Develop a coalition between Rockwall, Hunt, Collin, and Kaufman Counties to coordinate on the Outer loop alignment between Collin County, Rockwall, and Kaufman Counties. Establish a regular transportation working group to meet quarterly and work on project implementation. Potential participants may include Cities, the County, NCTCOG, NETRMA.
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Chapter 8: Transportation Plan Implementation Transportation Action Plan Projects recommended for implementation in the Kaufman County Transportation Plan will be prioritized based on available funding, potential to leverage additional transportation improvements, and economic benefit. Projects selected for implementation range from new road construction and realignments to rehabilitation to intersection improvements. In addition to prioritization of recommended projects, a number of funding sources were identified and categorized based on the types of transportation projects eligible for the funds.
Project Implementation Figure 68 summarizes the process for moving a project from the planning and discovery phase to construction. All projects selected for funding and implementation may follow this process from selection to construction. It is important to note that once funded, all projects must be submitted to NCTCOG’s Metropolitan Transportation Plan (MTP) and Transportation Improvement Program (TIP). Depending of the funding source (typically federal or state funds), and/or whether the project is located on an on-system facility, projects will also be subject to the environmental documentation, where the environmental impacts of a project are gaged and mitigated through an Environmental Assessment and/or Environmental Impact Statement. Projects with local or non-federal or non-state funds and not located on state facilities may only require Categorical Exclusion documentation. Right-of-way can be acquired at any time during the implementation, but should be started as early as possible in the projects life cycle to ensure timely completion of the project. More detailed information on the project implementation process, including details on the environmental documents required for the project is located in Appendix XX.
F IGURE 51. PROJECT IMPLEMENTATION PROCESS
Project Selection
Funding Identification
MTP Submission
TIP Submission
Environmental
Right-of-Way Acquisition
PSE (Engineering)
Project Construction
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Project Prioritization Projects selected for implementation in the Kaufman County Transportation Plan were prioritized based on their overall impact of the transportation network, position to leverage for additional transportation funds, feasibility, and funding. The following tables illustrate recommended roadway construction and enhancement prioritization for the Kaufman Transportation Plan. The North – South Connector, Relocated SH34, and the Southern Connector are the highest priority projects recommended in the study. These projects, though recommended for implementation in the 20 + year horizon, will provide pivotal transportation arteries within the county that significantly impact the overall transportation network in terms of congestion, connectivity, and economic development. Although these projects are long-term, preliminary analysis will be needed prior to project implementation to determine the feasibility of the potential roadways and to determine the best alignments.
Project Timing Timing for projects recommended for the Kaufman County Transportation plan was based on available or identified funding for recommended projects, overall network impact, and/or the ability of the project to facilitate additional transportation improvements. Short-range projects include projects recommended for the one (1) to five (5) year term, medium-term projects are recommended for the five (5) to 15-year term, and long-term projects are envisioned for the 20-plus year horizon. Although projects are not recommended for the near term, additional planning, design, and engineering is recommended for the projects as funds become available. This will better position projects for implementation as new funding sources become available.
Short-Range Actions (1-5 Years) T ABLE 22. KAUFMAN C OUNTY RECOMMENDED SHORT -TERM PROJECTS
Short Term Projects Project Gateway Boulevard Crandall FM148 Bypass Falcon Way Ridgecrest Dr Extension Irongate Blvd Extension Windmill Farms Blvd Extension US175 Frontage Lanes US80 and FM460 Intersection SH205 and US80 Intersection FM148 Widening IH20 Frontage Lanes
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Limits FM548 to FM1641 FM148 to US175 FM548 to Windmill Farms Blvd FM548 to Reeder Rd Reeder Rd to Falcon Way
Functional Class Major Arterial Minor Arterial
Time Frame 1-5 Years 1-5 years
Collector Minor Arterial Collector
1-5 Years 1-5 Years 1-5 Years
Reeder Rd to FM548 FM148 to FM4106
Collector Frontage
1-5 Years 1-5 Years
Principal Arterial Major Arterial Frontage
1-5 Years 1-5 Years 1-5 Years 1-5 Years
Spur 557 to Bachelor Creek Dallas County Line to FM741
Medium Range Actions (5-15 Years) T ABLE 23. KAUFMAN C OUNTY RECOMMENDED MEDIUM TERM PROJECTS
Medium Term Projects Project New Street A Los Lomas Parkway CR305 Extension (Terrell Loop)
Limits FM1641 to CR305 Extension US80 to CR305
CR283 Extension Venner Extension (FM741 Realignment) FM986 and University Extension FM986 and University Extension Ranch Rd Extension CR233 Extension FM1392 Realignment FM1389 Realignment FM429 Realignment US175 Frontage Lanes Crandall FM148 Bypass IH20 Frontage Lanes SH34 and Abner Road Intersection FM148 and SH274 Intersection US80 and FM2728 Intersection FM2932 and Helms Trail Intersection
CR304 to SH34
Functional Class Collector Major Arterial
Time Frame 5-10 Years 10-15 Years 10-15 Years
FM987 to SH34
Major Arterial Principal Arterial
IH20 to FM741
Major Arterial
10-15 Years
N-S Connector to SH205
Minor Arterial
10-15 Yeas
SH205 to FM986 FM688 to FM740 FM548 to North of the Rockwall County Line CR233 (Colquitt) to IH20 Kaufman St to US175 Appx .25 miles West of FM429 and US80 Kaufman Sheriff’s Office to Fair Rd US175 to FM148 FM741 to Spur557
Minor Arterial Minor Arterial
10-15 Years 5-10 Years
Collector Minor Arterial Minor Arterial
10-15 Years 10-15 Years 10-15 Years
Minor Arterial
10-15 Years
Frontage Minor Arterial Frontage
5-10 Years 10-15 Years 10-15 Years
10-15 Years
5-10 Years 5-10 Years 5-10 Years 10-15 Years
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Long-Range Actions (15 Year +) T ABLE 24. KAUFMAN C OUNTY RECOMMENDED LONG -TERM PROJECTS
Long Term Projects Project North - South Connector
Rockwall County Line to US175
Southern Connector
US175 to SH34
New Street B New Street C CR309 Extension (Terrell Loop) CR322 Extension (Terrell Loop) FM1895 Extension FM429 Extension CR101 Extension FM2727 Extension CR4006 Extension CR306 Extension CR121 Extension CR318 Extension
Fm2878/CR282 to CR283 FM2965 to CR346
Functional Class Highway/ Freeway Principal Arterial Principal Arterial Minor Arterial
CR308 to US80
Major Arterial
20+ Years
FM429 to FM2728 FM1836 to FM429 SH243 to CR109 SH243 to FM1836 FM429 to CR310 Adair Rd to Business 175 CR308 to FM2728 CR122 to Hiram Rd CR318 to CR321 CR2458 to North of the Hunt County Line FM1836 to CR109 CR323 to CR364 IH20 to N-S Connector Fair Rd to Henderson County Line
Major Arterial Minor Arterial Minor Arterial Collector Minor Arterial Collector Collector Collector Collector
20+ Years 20+ Years 20+ Years 20+ Years 20+ Years 20+ Years 20+ Years 20+ Years 20+ Years
Collector Minor Arterial Collector Collector Frontage
20+ Years 20+ Years 20+ Years 20+ Years 20+ Years
CR243 Extension FM90 Extension Samples Extension FM1392 Realignment US175 Frontage Lanes
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Limits
Time Frame 20+ Years 20+ Years 20+ Years 20+ Years
Funding Strategies A number of potential funding sources have been identified for the implementation of recommended transportation improvements in Kaufman County.
Implementation Matrix The funding and implementation matrix was developed to identify potential funding sources for Plan recommendations. For this section of the document, the matrix was broken into four (4) categories:
Roadway Construction Roadway Rehabilitation Intersection Improvements Miscellaneous
Roadway Construction Roadway construction funding sources, such as Category 12: Strategic Priority Funds, are geared towards new road roadway construction, roadway realignments, and interchange construction. Table 29 provides a list of funding sources that can be used to roadway fund construction. Category 12 Funds, specifically, are obligated to projects that promote economic development and improve interstate connectivity. Eligible projects include additional lanes and new roadways, grade separations, interchanges, bottleneck removal, and safety improvements. These funding sources would be instrumental in the construction of recommended projects such as the North – South Connector, Venner Extension, and FM1392 Realignment. Additional details on the funding sources in Table 29 are available in Appendix XX.
T ABLE 25. P OTENTIAL FUNDING S OURCES FOR ROADWAY CONSTRUCTION Roadway Construction
Recommendation Street Construction
Frontage Road Construction
Roadway Realignment
Interchange Construction
Problem Addressed Improved Access Capacity Improvement Congestion Relief Economic Development Congestion Relief Economic Development Capacity Improvement Safety Improved Traffic Flow Congestion Relief Capacity Improvement Congestion Relief
Potential Funding Source(s) Category 12: Strategic Priority Funds Category 4E: Rural Mobility/Rehabilitation Category 11: Texas Mobility Fund Category 8B: Texas FM Road Expansion Proposition 7 Funds
Category 12: Strategic Priority Funds Category 11 Proposition 7 Funds
Category 12 Category 4E Category 11 Proposition 7 Funds Category 12 Category 11 Texas Mobility Fund Proposition 7 Funds
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Roadway Rehabilitation Roadway rehabilitation projects include investments in transportation improvements that increase capacity, improve safety, or facilitate economic development. It includes enhancements such as grade separations, roadway resurfacing, lane additions, road diets, and right-of-way acquisitions. Funding options for roadway rehabilitation include, but are not limited to Category 4F: Rehabilitation in Urban and Rural Area and Category 3C: Rehabilitation funds. Category 4F funds are geared towards the rehabilitation of on-system roadways that are functionally classified higher than minor collectors. Category 3C funds are geared towards funding lower functionally classified on-system facilities. Table 30 provides a list of funding sources that could be used to fund roadway rehabilitation improvements. T ABLE 26. P OTENTIAL FUNDING S OURCES FOR ROADWAY REHABILITATION
Recommendation
Roadway Rehabilitation Problem Addressed
Potential Funding Source(s)
Grade Separation
Congestions Relief Safety
CMAQ Category 2: Metro Corridor Funds Category 11 Texas Mobility Fund
Lane Addition
Congestion Relief Improved Capacity
STP-MM Category 12: Strategic Priority Funds Category 11 Texas Mobility Fund
Roadway Widening
Congestion Relief Improved Capacity Accommodates wider vehicles
STP-MM Category 12 Category 4F Category 3C Category 11: State Discretionary Funds Texas Mobility Fund
Narrower Lanes
Traffic Calming Safety
Category 11 Category 4E
Right-of-Way Acquisition
ROW for future Road Expansion
HOV Lane
Congestion Relief Capacity Improvement
Category 2 Category 4E: Rural Mobility/Rehabilitation Proposition 7 Funds Texas Mobility Fund
Road Dieting
Traffic Calming Safety Economic Development
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Category 11 Category 4E
Intersection Improvements Intersection improvement funds are geared towards intersections safety improvement and access management projects that improve the overall flow of traffic within a corridor. Intersection improvements include traffic signalization, intersection lighting, roundabouts, turn lanes, and intersection geometry improvements. Intersection improvement funding sources include, but are not limited to Category 10A Traffic Control Devices and Category 4E: Rural Mobility/Rehabilitation. Category 10A funds can be used for the installation or rehabilitation of traffic signals and intersection lighting on on-system roadways. Category 4E funds can be used in rural unincorporated areas or cities with populations below 5,000. Eligible projects include right and left turn lanes, intersection geometry improvements, and roundabouts. Table 31 includes a list of funding sources that can be used to fund intersection improvement. Additional information on the funding sources is available in Appendix XX.
T ABLE 27. P OTENTIAL FUNDING S OURCES FOR INTERSECTION IMPROVEMENTS
Recommendation Traffic Signalization
Intersection Geometry Improvements
Intersection Improvements Problem Addressed Potential Funding Source(s) Congestion Relief CMAQ Safety Category 10A: Traffic Control Devices category 10B: Rehab of Traffic Management Systems Category 11 Safety Congestions Relief Capacity Improvement Accommodates Wider Vehicles Safety
CMAQ Category 4E Category 11
Left and Right Turn Lanes
Safety Congestions Relief Capacity Improvement
CMAQ Category 11 Category 4E
Round-A-Bout
Congestion Relief Capacity Improvement Safety Traffic Calming
CMAQ STEP Funds Category 11 Category 4E
Intersection Lighting
Category 12 CMAQ Category 11
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Miscellaneous Projects Miscellaneous improvements range from bridge construction to pedestrian amenities and traffic impact assessments. Some of the eligible funding sources for these improvements include Green Ribbon Funds and Statewide Transportation Enhancement Program (STEP) funds. Green Ribbon Funds are geared towards improving the visual or aesthetic appeal of corridors. These funds are primarily used for landscaping. STEP funds are available for non-traditional transportation projects such as bike and pedestrian initiatives, landscaping, and special studies. Although federally funded, these funds are not restricted to on-system facilities. Table 32 provides a list of funding options available for miscellaneous projects. Additional information on the funding sources is available in Appendix XX. T ABLE 28. P OTENTIAL FUNDING S OURCES FOR MISCELLANEOUS TRANSPORTATION PROJECTS
Recommendation Bridge Construction/ Reconstruction
Miscellaneous Problem Addressed Safety Capacity Improvement Accommodate Wider Vehicles
Potential Funding Source(s) Category 6A: On System Bridge Program Funds Category 6B: Off System Bridge Program Funds Category 11
Street Lighting
Safety Economic Development
CMAQ STEP Funds Green Ribbon Funds Category 11
Railroad Grade Separation Repair/ Construction
Congestion Relief Safety
Category 4G: Railroad Grade Separation Category 11
Pedestrian Amenities/ Landscaping
Traffic Calming Safety Economic Development Beautification
CMAQ STEP Funds Green Ribbon Funds Category 11
Transit Expansion
Transit Needs Multimodal Connectivity
CMAQ STEP Funds Category 11
Traffic Impact Assessment Congestion Relief Traffic Calming Safety Improved Access
CMAQ Regional Toll Revenue
Miscellaneous
Category 4F: Rehabilitation in Urban and Rural Areas Category 4E Category 3C: NHS Rehabilitation Category 8A: Rehabilitation of FM Roads Category 11 Texas Mobility Fund
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Safety Congestion Relief Capacity Improvement
Conclusion Successful implementation of the Kaufman County Transportation Plan will require the coordination between a number of agencies and stakeholder groups in terms of public buy in and funding. Two of the biggest deterrents to plans implementation are: public buy-in and a lack of agency coordination. Public participation is essential to the implementation of a project. Many projects, though planned, designed, and funded, have fallen apart due to public disapproval. In order to avoid this, all recommendations presented in this plan need to be vetted through the public participation process prior to implementation. Each project needs to be specifically and explicitly presented and reviewed by the public to provide awareness of any negative or positive impacts of the project. The current work in progress on roadways throughout the county would not be possible without the voters support for the 2013 County Transportation Bond Election and without the leadership of elected officials from across the county advocating together for improvements to roads and other transportation infrastructure in the county. To implement this plan, continued leadership and coordination in the county is indispensable.
Agency Coordination Agency coordination is also essential in the implementation of transportation projects. Because transportation is regional, different agencies and jurisdictions have to communicate to ensure more seamless connectivity. One City or County’s strategy to widen a roadway in order to accommodate more traffic can be a nightmare to an adjacent City or County that has not prepared for an influx of traffic due to a roadway capacity increase in an adjacent county or municipality. Successful implementation of the Kaufman County Transportation Plan will require constant and transparent communication between all Kaufman County Cities, in addition to Dallas, Ellis, Rockwall Van Zandt, Hunt, and Henderson Counties, NCTCOG, and TxDOT.
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