1. Technical Committee Meeting September 9, 2014 SR 109 Access Management Study

2. Agenda  Welcome and Introductions  Project Management Report  Technical Report  Next Steps

3. Study Area

4. Study Goals and Objectives  Preserve and enhance the long-term safety, efficiency, economic development, and environmental resources of the SR 109 corridor  Develop an access management plan and permitting process that defines standards and policies for the location, spacing, design and operation of:  Driveways  Street connections  Median openings  Traffic signals  Interchanges

5. Study Outcomes Access Management Plan Corridor Vision Access Categories Recommended Improvements

7. Project Management Report  Project Schedule

8. Project Management Report  Public Workshops – Objectives 1.Establish a vision for the corridor 2.Discuss how access management can help achieve the vision for the corridor 3.Ask corridor stakeholders to identify areas of concern – opportunities and challenges

9. Project Management Report  Public Workshops – Agenda A.Welcome & Introductions B.Presentation – Setting the Context C.Establishing Corridor Values and Priorities – Priority Pyramid D.Locations of Concern and Opportunities – Mapping Exercise E.Establishing a Corridor Vision F.Adjourn

10. Project Management Report  Public Workshops – Location/Dates/Time -Potential locations – two meetings: o Sumner County Administration Building o Wilson County Courthouse -Potential meeting dates/time – 5:30-7:00 pm: o Wednesday and Thursday October 22 and 23 o Wednesday and Thursday October 29 and 30 o Wednesday and Thursday November 12 and 13

11. Project Management Report  Public Workshops – Outreach -Stakeholder database o Elected and government officials o Property owners along corridor o Other major stakeholders (civic, business, and community) -Workshop announcement o MPO media contact list o State, regional, and local partners – websites and social media

13. Task 3 - Existing Conditions & Trends  Existing Plans & Programs – Goals & Objectives  Environmental Features & Natural Resources  Land Use and Development Patterns  Travel Demand & Transportation System Performance  Performance Measures

14. Existing Plans & Programs SR 109 TDOT Long Range Transportation Plan MPO Regional Transportation Plan 2035 MPO Transportation Improvement Program 2014- 2017 MPO Regional Bicycle & Pedestrian Study MPO Tri-County Land Use and Transportation Study 2035 Comprehensive Plan: Sumner County’s Blueprint to the Future Wilson County Gateway Land Use Master Plan Gallatin on the Move 2020 Lebanon Future Land Use Plan Update Lebanon Major Thoroughfare Plan Portland Future Land Use Map

15. Related Goals & Objectives 1.Maximize economic opportunity and economic competitiveness by identifying strategic development areas 2.Maintain the rural character of communities by encouraging development in existing community centers 3.Preserve environmental features by protecting natural resources 4.Ensure that the highway operates as a high-speed, high volume transportation facility for the movement of people and goods by managing congestion 5.Support all transportation modes by providing access to safe and convenient pedestrian, bicycle, and transit systems 6.Establish and maintain ongoing collaborative partnerships across jurisdictions and agencies by coordinating policies and standards

16.  Five segments and fourteen sub-segments  Organized by typical cross section and context  Objective is to analyze key variables at different scales Analytical Framework

17. Segment 1  Industrial uses anchor both ends of corridor and ends of Gallatin Bypass  Office, commercial and mixed use concentrations – from Hickory Ridge Rd. to US 70/Lebanon Rd. and adjacent to Gallatin bypass  Residential/rural uses and significant environmental features north of US 70 to River and from Gallatin Bypass to Portland  Strip commercial from River to Gallatin Bypass and through Portland ParcelsProperty Owners 161128 Land Development and Environmental Constraints

18. Segment 2Segment 3 ParcelsProperty Owners 159296 ParcelsProperty Owners 265200 Land Development and Environmental Constraints

19. Segment 4Segment 5 ParcelsProperty Owners 358256 ParcelsProperty Owners 9764 Land Development and Environmental Constraints

20. Crash Locations  Between 2011-2013, SR 109 averaged more than 430 crashes per year  30% of the crashes resulted in injuries, including 11 fatalities - Six of the fatalities occurred between US 70 and the Gallatin Bypass  Crashes are concentrated at or near intersections and interchanges, including: - I-40 interchange area - Long Hollow Pike - SR 25/Red River Rd. - SR 52

21. Crash Locations

26. Crash Rates and Access Points  Crash rates on two sub- segments are twice as high as statewide averages: - I-40 interchange area - Gallatin Bypass between Nashville Pike and SR 25  Many sub-segments are at or near statewide averages – additional development will present new challenges  Total number of access points – driveways and streets – and signalized intersections strongly impacts safety

27. Crash Rates

32. Access Points

37. Traffic Volumes & Speed  Traffic volumes are projected to more than double by 2040 on SR 109 between SR 840 and Portland  The percentage of truck traffic is forecasted to increase as much as fourfold over the next 25 years  As percent of free flow speed, average peak hour speeds are lowest: - Between I-40 and US 70/Lebanon Road - On the southern end of the Gallatin Bypass - South of SR 52 in Portland

38. Traffic Volumes

43. Corridor Travel Time Peak period: 7 AM to 8 AM Southbound 53:45 travel time 42.3 miles per hour

44. SR 109 Travel Time Today  Free flow  47 minutes, 8 seconds  Peak hour delay  6 minutes, 43 seconds

46. Driveway connections and speed Less connections = more speed

48. Current practice One parcel = one connection (or more)

50. Speed guidelines Speed (mph)Minimum Connection Spacing 20120 25200 30330 35470 40630 45870 TRB Access Management Manual

51. 3,2705,600 11,800

54. SR 109 Travel Times  Today  47 minutes, 8 seconds  At Buildout  One hour, 12 minutes, 34 seconds  25+ minute increase

55. SR 109 Travel Times 47 minutes, 8 seconds One hour, 12 minutes, 34 seconds 25+ minute increase

56. Key Findings  Land Development & Environmental Constraints - Four general land development patterns: industrial, commercial/mixed use, strip commercial, and residential/rural  Safety - High number of crashes throughout corridor, but concentrated at or near intersections and interchanges - Total number of access points and signalized intersections strongly impacts safety  Travel Demand - Traffic volumes projected to more than double and the percentage of truck traffic to increase fourfold over the next 25 years – projected 25+ minute increase

57. Proposed Performance Measures  Safety - Crash potential  Mobility - Average travel time  Access - Connection spacing  Economic Development - Market area - Time required to process permits  Environmental Impacts - Air pollution - Water quantity/Water quality

59. Driveway Permitting on SR 109 Statute directs Commissioner to adopt Rules Current Rules are dated 2003, but have changed little for several decades The Rules are substantially inadequate for major arterials considering modern access design practice TDOT does not appear to have the ability to adopt stricter permitting criteria for specific corridors such as SR 109 TDOT driveway Rules need updating to current accepted practice

60. Access Permitting Process Permit coordination is maintained between TDOT and local agencies, but vary in method Local agencies are generally pleased with TDOT coordination process TDOT driveway Rules approve driveway access but local agencies control requests TDOT has authorized new driveways during projects without consulting locals

61. Insufficient Criteria in Current Rules Short driveway spacing Allows multiple driveways per parcel Normally all movement driveways allowed Low speed driveway design with short radii Left/right turn lanes rarely required Under designed turn lanes, too short for arterial speeds and traffic density Does not incorporate modern research identifying access as the single most significant roadway design element impacting safety and capacity along a roadway

62. Three Levels of Access Control (Controlled-Access facilities, TCA 54-16-101.) Facilities with Full Access Control (Interstate) - Full access control, interchanges only limits Facilities with Limited Access Control (to SR25) - Access allowed at public roads and streets only - No driveways permitted access to the mainline Facilities with Partial Access Control (SR25 to Portland) > Minimum control - Public roads and streets - One 50-foot opening per private tract, unless.. - Existing driveways per tract replaced in-kind

63. Rules say good things but don’t have decision criteria to achieve them “Where feasible within the frontage limits, any driveway shall be located so as to afford maximum sight distance along the highway…” “Driveways shall be so located that vehicles entering or leaving the establishment will not interfere with the free movement of traffic or create a hazard on the highway..” - Criteria and values are from the late 1950s, or minimum Diagrams and control dimensions are from the late 1950s and do not address modern volumes & safety criteria - Diagrams and control dimensions are from the late 1950s and do not address modern volumes & safety criteria

64. Common Access Problems on SR 109 Strip development with no secondary access roads Two-way-left turn lanes versus raised medians Residential properties with driveways on arterial Spacing of driveways too close to each other and to intersections Design not adequate for current & future arterial volume and speeds Far more driveways than necessary to give reasonable access No plans for adequate traffic signal spacing

65. What is Not Working… For the stated performance goals of SR-109, the current process and access decision criteria are not working well Permit Rules, local ordinances and planning processes are not sufficient to protect the roadway against increasing traffic demands and travel distances Frontage businesses with direct and left turn access is not compatible with regional arterial operation In the developed areas with abutting businesses, SR-109 is operating a wide commercial “collector”, not a regional arterial

66. When modern access principles are applied to a specific corridor….  Crashes reduced by 30 to 60 percent  Capacity increased by 20 to 40 percent 66 Demosthenes

68. Decreasing crash rates by adding medians…. Florida DOT

69. Speed Variation is a Major Factor

70. Critical Elements in Arterial Performance  Use raised medians to limit left turns  Uniform and well spaced intersections  All access design elements reducing speed differential to 10 mph or less (radii, turn-lane)  Treat SR 109 as an arterial - not a wide commercial collector

71. Design Criteria Needs Modernizing - TDOT left turn lane warrant: about 50 veh/hr (using old AASHTO guidance), no firm number - Recent research warrant guidance: recommends 5 veh/hr - Current left turn bay design: taper + storage = about 250 ft. - Modern left turn bay design: taper + deceleration + storage = 365 ft. at 35mph, 710 ft. at 55mph (10 mph differential) - Current Access Spacing: Rule has 25 to 30 feet - Modern Access Spacing: 250 ft. at 35mph, 475 ft. at 55mph

72. Best Practice - Administrative Model ordinances and resolutions (local) Zoning overlays for SR-109 corridor Adding criteria to existing zoning language to address arterials and access to secondary's Adding criteria to site planning requirements, i.e., access spacing, left turns accommodation, denial of direct access at critical locations Adopt access management plan using intergovernmental agreements

73. Access Management Resource Kit Will present and discuss the benefits of improving the management of access on an arterial corridor Will also discuss the complications and challenges to applying access techniques Presentation of the practices, policies, techniques and implementation strategies

74. Modern Access Management is successful because… 1 It limits conflict frequency on the roadway 2 It reduces the velocity of conflicts 3 It reduces the frequency of uncontrolled left turn conflicts which create the greatest likelihood of fatalities and severe injuries 4 It improves business mobility by getting goods, services and customers to businesses more efficiently (just not always most conveniently on a property-by-property basis)

75. I-40 north for 0.5 mile to Hickory Ridge 117 crashes, 50 injuries in 3 years 59 at intersections, 9 turn angles, 32 rear end Between 60 and 80% access related Only 4 single vehicle crashes out of 117

76. From South Park Circle, for 0.8 mile north to the Gallatin Bypass Intersection  90 crashes, 65 injuries, 1 fatal (ped)  Over 70% access related  70 were rear end crashes (35 at intersections)

77. Bypass Section Crashes in 3 years  308 crashes reported, with 315 injuries, 4 fatalities  About 156 access related crashes  51% access related on controlled-access road  123 rear end crashes

78. Portland: Hardison North to Freedle  134 crashes with 110 injuries (55 serious)  Only 7 single vehicle crashes  About 77% access related

79. Best Practices (modern criteria) No driveway without necessity Raised median always if frequent access Spacing - Min 225 ft. at 35mph, 450 ft. at 55mph Turn lane length 35mph = 410 ft., 55mph = 700 ft. Uniform and well spaced intersections Consider roundabouts rather than traffic signals Shared driveways to reduce numbers All new subdivisions with internal circulation Left turn warrant 10 veh/hr or less

80. Driveway Test for Arterial Access  The property owner must find the location with the least level of public hazard while still achieving the test of reasonable access (does not rise to the level of substantial impairment)  Then design the access to mitigate impacts  The challenge for local agencies is to prevent subdivision of land that creates even more parcels requiring direct access over time