Technical Appendices

282 Pages·2016·20.01 MB·English

by  Patti Clare

Technical Appendices
Table of Contents

Appendix A: Modal Summaries
 Roadway Network
 Pedestrian Network
 Bicycle Network
 Transit Network

Appendix B: Project Listing
 Project Evaluation Criteria
 Priority Projects
 Projects Currently in Progress
 Unfunded Projects

Appendix C: Potential Change Parcel Map

Appendix D: Draft Transit Service Guidelines

Appendix E: Road Diet Feasibility Analysis

Appendix F: Public Comments
 Online submissions and email comments
 Written comments from local organizations
 Written workshop comments
Introduction

The Move Louisville planning process was ongoing for nearly two years
and as such the resulting plan document is supported by a number of
process-related and technical documents. As was noted in the body of
the Move Louisville Plan, the plan is supported by data, local input and
national best practices in transportation. It is important to note that the
Move Louisville Plan is the primary policy document and that the Move
Louisville Appendices support but do not supplant the Move Louisville
Plan.

The DRAFT Transit Service Guidelines are preliminary and are presented
as a resource for TARC. As with many of the route specific
recommendations, the guidelines and recommendations are preliminary
and must be reviewed internally by TARC and fully vetted with the public
before changes are implemented.
Technical Appendix A:

Modal Summaries
 Roadway Network
 Pedestrian Network
 Bicycle Network
 Transit Network

Move Louisville
Roadway Network Summary
The Move Louisville planning process was ongoing for nearly two years and as such the
resulting plan document is supported by a number of process-related and technical
documents. As was noted in the body of the Move Louisville Plan, the plan is supported by
data, local input and national best practices in transportation. It is important to note that the
Move Louisville Plan is the primary policy document and that the following documents
support but do not supplant the Move Louisville Plan.
The following Move Louisville policies will guide the implementation of projects,
practices, and programs to implement the roadway network:
1. MAKE COMPLETE STREETS DESIGN THE NORM
2. SET POLICY ON PREFERRED TRUCK/FREIGHT ROUTES
3. MANAGE PARKING
4. EMBRACE SMART MOBILITY

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The Louisville Roadway Network
Louisville’s Interstate Network
Three U.S. Interstates serve Louisville
including I-64, I-65, and I-71.
Louisville is one of a few American
cities with a freeway system
consisting of two loops that surround
the city; I-264 and I-265 . While this
has undoubtedly facilitated the
growth in a strong freight and logistics
economy, it has also greatly changed
the landscape of the city and greatly
expanded the urban footprint. It has
also left an unmistakable mark on
certain parts of the city, as I-64’s
alignment along the Ohio River
separates the river from downtown
Louisville, and the western and
southern portions of I-264 cross through historic, established neighborhoods. The map
below shows the interstate system and selected traffic volumes. Volume patterns illustrate
sections of the Watterson Expressway and Interstate 64 in east Jefferson County carrying
higher volumes than some of the mainline expressway segments that provide access to
downtown Louisville.
Major Corridors

Over time, Louisville’s development
has extended along a series of
radial roads, most of which
historically connected to nearby
cities and towns throughout north-
central Kentucky.
As the city has expanded into the
surrounding county and beyond, the
transportation role of each of the
radials has evolved from a farm-to-
market function to serving a
complex set of industrial,
commercial and residential land
uses. The following pages feature
detailed illustrations of some of
these corridors, including how many people they move, safety issues and other patterns.
One interesting pattern that occurs is that traffic volumes tend to be at their highest on each
corridor near the interchanges with expressways. This is due in part to the important role
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these thoroughfares serve in connecting different parts of the region to the interstate
highway system.
Dixie Highway
Dixie Highway (US 31) is one of Louisville’s primary freight corridors, providing regional
connections to the expressway system and to the Westport and Riverport industrial areas
along the Ohio River. It is the historic spine of the western and southwest neighborhoods of
the city and parallels many of the active railroad lines. Dixie Highway is also an important
retail corridor for southwest Louisville, especially outside of the Watterson Expressway (I-
264). The stretch of Dixie Highway from the Watterson Expressway to Lower Hunters Trace
carries dramatically high traffic volumes as regional through-
traffic (especially truck traffic) shares the road with local
traffic accessing retail and residential destinations.

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Preston Highway
Preston Highway is another major industrial access route that serves many of the supporting
commercial and industrial land uses, in particular Louisville International Airport and the
UPS Worldport. Although I-65 overtook Preston Highway as a primary freight corridor, the
high degree of industrial- and distribution-based land uses along the corridor have kept
Preston Highway widely used by trucks and other heavy vehicles. Much of the length of the
highway that is closer to downtown Louisville (where it is Preston Street) is a four-lane cross
section but with narrow medians that do not provide turning storage. This is partly
responsible for a high number of accidents along this corridor.

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Bardstown Road
Bardstown Road begins at Baxter Avenue near the eastern end of central Louisville and
continues southeast. It is well known as the primary commercial street of the Highlands
neighborhoods and is a popular destination for shopping, dining and entertainment. It is
also a busy street, generally carrying over 20,000 vehicles per day in the Highlands area.
Traffic volumes and right-of-way widths increase south of the Watterson Expressway. The
northern section is constrained to a relatively narrow right-of-way without room for
expansion. For this reason the northern end of Bardstown Road has been configured to
have reversible traffic flow, where two of its four travel lanes can be reversed to
accommodate peak directional traffic flow. Outside of the Watterson Expressway,
Bardstown Road is designed more as a suburban highway than as an urban street.

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