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St. Mary Parish |
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Code of Ordinances |
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Appendix C. ST. MARY PARISH COMPREHENSIVE PLAN |
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Chapter 4. TRANSPORTATION |
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Introduction The purpose of the Transportation element of the St. Mary Parish Comprehensive Plan is to address mobility needs in the region including sidewalks and trails, local streets and neighborhood access, as well as major streets, highways, railroads, ports and airports. Transportation planning is important to ensure continued economic development in the region and to provide for the safe and efficient movement of people and goods. A regional transportation system allows for the movement of goods, materials and services in a manner that permits the local and regional economy to function successfully. An efficient and coordinated intermodal transportation system, which ensures adequate access to rail, ports, airports and major thoroughfares, is instrumental to commerce in the Parish. This plan element includes the St. Mary Parish Thoroughfare Plan, which is the Parish's long-term general plan for developing an overall system of thoroughfares in the region. The thoroughfare plan is a guide for securing needed rights-of-way and upgrading and extending the network of streets, roads and highways within the Parish in an orderly and timely fashion as the Parish develops and the public's mobility and access needs continue to increase. KEY TRANSPORTATION ISSUES The following transportation issues were identified through the comprehensive plan development process, which included extensive input of citizens and stakeholders. Transportation Improvements - There are several transportation improvements identified in the Parish's Capital Outlay Program. Additionally the Louisiana Department of Transportation and Development (LA DOTD) is currently in the planning stages for upgrading U.S. 90 to interstate standards. Multimodal Transportation - The two ports, rail service and the airport in the Parish are important components of the region's transportation system. The continued maintenance and enhancement of these transportation facilities will be instrumental to continued economic development in the Parish. Alternative modes of transportation—Public transit, bicycle and pedestrian facilities - Bicycle and pedestrian facilities are important components of the transportation system. Coordinating these improvements is an important consideration of long range thoroughfare planning. Additionally public transportation was identified as a need in the region, providing for a safe and affordable way to commute to and from work. Intercity and interagency coordination - Coordination with other cities, neighboring parishes and local, state and federal agencies is important in the development of an integrated and coordinated regional transportation system. Corridor Image and Appearance - While providing for transportation facilities, it is important to preserve and enhance the attractiveness of the natural environment. Through integrating environmental aesthetics with roadway functionality, tree preservation, landscaping and architectural improvements, the overall aesthetics and visual appeal of the region's corridors can be improved and enhanced. TRANSPORTATION GOAL, OBJECTIVES AND ACTION STATEMENTS The following goals, objectives, and specific action statements are based on the issues identified by the Comprehensive Plan Advisory Committee as well as key persons representing the following interests: agriculture and seafood; developers and real estate investors; small business owners; bankers, realtors and attorneys; business and industry; government officials and staff; architects, landscape architects and engineers; major land owners; the Cajun Coast Visitors Bureau; athletic groups and parks and recreation organizations; neighborhood and civic organizations and interested citizens. These goals and objectives are intended to provide guidance for the long-term development of the regional transportation system. The goals of the Statewide Intermodal Transportation Plan for Louisiana, which were considered in the development of the goal statements for St. Mary Parish are as follows: GOAL 1: To develop and maintain an innovative, balanced, equitable, integrated system of transportation facilities and services. GOAL 2: To provide essential passenger-transportation services at reasonable public expense that meet the diverse needs of the people of Louisiana regardless of their geographic location, physical condition, or economic status. GOAL 3: To provide a transportation system that fosters diverse economic and job growth, international and domestic commerce, and tourism through prudent investment in facilities and services that improve mobility and access. The system should be responsive to free markets and to user needs and expectations through flexibility and choice in a competitive multimodal environment. GOAL 4: To provide a regulatory and comprehensive policy framework that promotes partnerships, coordination, and cooperation among transportation users and providers in a competitive multimodal environment. GOAL 5: To improve safety in all transportation modes through timely maintenance of existing infrastructure, development of new infrastructure, enhancement of operational controls of both passenger and freight movements, and through expanded public education and awareness. GOAL 6: To develop an efficient transportation system that limits air, water, and noise pollution to acceptable levels as defined by regulatory standards, reduces dependency on foreign energy sources, preserves historic, cultural, and environmentally sensitive sites, and promotes the natural beauty of the state. GOAL 7: To develop stable but flexible transportation financing that provides adequate funds for both the preservation of existing and the construction/implementation of new facilities and services. This financing system should rely on existing revenue sources and innovative funding methods including incentive-based partnerships. Transportation Improvements The Thoroughfare Plan for St. Mary Parish identifies right-of-way preservation needs and the corresponding improvement needs for roadway widening and extension. Incremental development of the street and highway network will occur concurrent with private development through dedication and construction of adjacent streets and through Parish and LA DOTD initiated projects. There are several projects that are programmed for construction within the next 5 years. These transportation improvements will expand the transportation system to improve mobility in the Parish, which will expand opportunities for economic development in the Parish. Most significantly, the I-49 South project involves the extension of I-49 from I-10 along U.S. 90 to the Westbank Expressway in New Orleans. LA DOTD has started the process of planning for upgrading segments of U.S. 90 to interstate standards, which includes the segment between the Wax Lake Outlet and Berwick in St. Mary Parish. The general improvements include interchange enhancements, elimination of at-grade intersections, capacity improvements and other necessary congestion and safety improvements. Goal 4.1: Improve parish wide transportation mobility through key thoroughfare system improvements. Objective A: Coordinate with the Louisiana Department of Transportation and Development to implement pending transportation system improvements along I-49 and other parish roadways. Objective B: Establish an ongoing transportation improvement program to improve current traffic conditions and plan for future improvement needs. Objective C: Protect long-term interests of the Parish through public and private coordination efforts and proactive means to preserve thoroughfare rights-of-way. Objective D: Through the development review process, ensure adequate provision of collector and arterial thoroughfares while preserving mobility and ensuring traffic safety. Action 4.1.1: Partner with the Louisiana Department of Transportation and Development (DOTD) to upgrade and expand U.S. 90 between the Wax Lake Outlet and Berwick to interstate standards. Action 4.1.2: Evaluate the feasibility of constructing a bridge from Morgan City to Avoca Island, which would create new economic development opportunities. Action 4.1.3: Continue to develop a list of capital street and roadway improvement projects and develop a multi-year capital improvement program. Action 4.1.4: Acquire additional rights-of-way through dedication or other means for thoroughfares identified on the Thoroughfare Plan map. Action 4.1.5: Utilize the Thoroughfare Plan and its planning principals during the subdivision and site development review process to ensure provision of continuous collector roadways between adjacent developments and local residential streets between subdivisions. Action 4.1.6: Coordinate the Parish Thoroughfare Plan with the plans of the individual municipalities to ensure efficient and orderly development of thoroughfares in the Parish. Action 4.1.7: Dedication of public right-of-way and construction of street improvements should be required as development occurs, in accordance with the thoroughfare requirements provided in the section of the Comprehensive Plan. Action 4.1.8: Consider traffic impacts on affected transportation facilities during review of zone changes (as adopted) and subdivision applications, with developer participation in improvements needed to maintain an adequate level of service. Action 4.1.9: Prepare an acquisition program to acquire rights-of-way in the land use growth areas to ensure adequate and cost effective thoroughfare improvement in advance of ensuing development. Goal 4.2: Establish a hierarchy of thoroughfare classifications that will provide for safe and convenient flow of traffic throughout the region. Objective A: Utilize the adopted Thoroughfare Plan to ensure efficient and desirable connections between major arterials and other thoroughfares and to aid in prioritizing transportation improvement needs. Objective B: Adopt a street classification system to determine types of service relating to traffic movement and land access. Action 4.2.1: Adopt the recommended thoroughfare classification system, evaluate needed adjustments, and periodically consider amendments, as necessary. Action 4.2.2: Evaluate the compatibility of the Parish's codes and development standards with the Thoroughfare Plan, particularly with respect to right-of-way widths, continuation and projection of streets, alignment of thoroughfares and driveways on collector roadways. Action 4.2.3: Recognize where future transportation improvements are needed and incorporate thoroughfare planning into private development and public improvement programs. Action 4.2.4: Adopt standards for rights-of-way and typical street cross sections for each functionally classified roadway. Action 4.2.5: Incorporate thoroughfare development standards into the Parish subdivision regulations pertaining to location and alignment of thoroughfares, right-of-way and pavement width, continuation and projection of streets, location and angles of intersections, lengths of cul-de-sacs and geometric design standards. Multimodal Transportation Important components of the transportation system include rail, the airport and the two ports. These modes of transportation are important to economic development and commerce in the region and provide an economical means of moving goods. Continued development and enhancement of these modes of transportation, including maintenance of navigation channels and adequate access and development of land surrounding the ports and airport will provide for a range of economic opportunities in the region. Goal 4.3: Provide for the long-term development and enhancement of the region's airport, ports and rail facilities. Objective A: Facilitate business and aviation related industrial uses of the airport through the provision of adequate access and utility infrastructure. Objective B: Continue to seek funding sources to improve the physical facilities, improvements, and infrastructure supporting airport operations. Objective C: Coordinate with railroad companies to ensure the needs of industries dependent on rail are met. Action 4.3.1: Utilize this plan to guide future development of the airport facilities and operations and particularly surrounding lands. Action 4.3.2: Regulate development in the airport vicinity in accordance with Federal Aviation Administration (FAA) guidelines to maintain airspace required for safe airport operation. Action 4.3.3: Coordinate with the Southern Pacific Transportation Company in developing a new rail spur near Northwest Boulevard in Franklin. Goal 4.4: Improve and enhance waterborne commerce and transportation through effective and efficient operation of the ports. Objective A: Coordinate with the agencies and municipalities in the Parish in providing an efficient waterborne transportation system. Objective B: Promote the development and operation of the ports in an environmentally sound matter. Objective C: Ensure the navigation channels are adequate to meet the needs of industry in the region. Objective D: Provide adequate access to and from Port facilities. Objective E: Enhance and develop port facilities to meet industry needs. Action 4.4.1: Continue to work with the state government and the Millennium Port Authority to consider the Port of Morgan City as a vital component of the state's megaport facility. Action 4.4.2: Work with the Morgan City Port Commission and the Corps of Engineers in determining the benefit and feasibility of dredging a 35-foot navigation channel to the Gulf of Mexico. Action 4.4.3: Work with the Port of West St. Mary Commission in requesting maintenance of deeper channel access to and from the Gulf of Mexico. Action 4.4.4: Work with the U.S. Corps of Engineers to ensure navigation channels are maintained. (keep the channel at the mandated 20-foot level) Action 4.4.5: Encourage waterborne industries, research and development enterprises and seafood processing and production industries to be located around the Port of West St. Mary. Action 4.4.6: Implement the infrastructure and strategy improvements outlined in the Port of West St. Mary Master Plan. Action 4.4.7: Coordinate with Morgan City, the Corps of Engineers, and State and Federal governments to ensure compatible plans for the Port of Morgan City and the Port of West St. Mary as well as other regional ports and waterways. Action 4.4.8: Minimize negative impacts to the natural environment from industrial uses around the ports through best management practices. Action 4.4.9: Coordinate with Morgan City to improve direct access and way-findings to the port facilities. Intercity and interagency coordination Interagency and intergovernmental coordination is imperative to having a regional mobility system that is integrated and coordinated with local, state and federal transportation plans. Transportation planning in the Parish should include the cooperation and involvement of all affected agencies and governments to ensure a regional system that benefits all. Coordination with local municipalities, the Corps of Engineers and the Port Commissions will be necessary in the continued enhancement and development of the Ports. Additionally, coordination with LA DOTD will be necessary in the future development and improvement of the I-49 corridor. With regards to Parish roads, it will important for the Parish to coordinate with local municipalities to ensure an efficient and interconnected transportation system of thoroughfares and roads that cross multiple boundaries. Goal 4.5: Improve and enhance regional mobility through interagency and intergovernmental coordination. Objective A: Coordinate with appropriate agencies and governments in transportation planning and improvements. Action 4.5.1: Coordinate with LA DOTD, local municipalities and surrounding communities, to improve transportation in the region, including improvements and enhancements to thoroughfares, trails/bike lanes and public transportation opportunities. Action 4.5.2: Work with the cities in the Parish to plan, coordinate and jointly construct thoroughfares that cross multiple jurisdictional boundaries. Action 4.5.3: Continue to seek active involvement with the I-49 planning process through LA DOTD sponsored public meetings and coordination with the Louisiana Department of Transportation and Development to have input regarding the upgrades to U.S 90 (future I-49) to interstate standards. Action 4.5.4: Coordinate with local municipalities and local organizations in the development of an interconnected bicycle/ pedestrian system in the Parish. Action 4.5.5: Jointly work with the Port of West St. Mary, Port of Morgan City, the municipalities in the Parish, the Chambers of Commerce and industry specific groups on port related activities and interests. Corridor Image and Appearance
Resident's of the Parish have expressed concern over the negative perception and image
of the region, in particularly along key corridors in the Parish. The Parish's image
and perception can be enhanced through beautifying major roads and corridors through
landscaping, retaining open space and natural areas and other aesthetic improvements.
Through careful planning and design, transportation improvements can enhance their
visual impact and attractiveness.
Landscaped Medians
Goal 4.6: Provide for an increasing demand for transportation facilities while preserving and enhancing the attractiveness of the environment. Objective A: Ensure that all transportation projects include landscaping and green space within the right-of-way and other aesthetic enhancements, consistent with traffic safety and design standards. Action 4.6.1: Work with LA DOTD to ensure that the design of bridges, overpasses, retaining walls and other improvements include consideration of visual impact and utilize design features and materials, including landscaping treatments, that will enhance the aesthetic appearance of the structures. Action 4.6.2: Coordinate with the DOTD to preserve existing trees and/or include landscaping initiatives when upgrading U.S. 90 to interstate standards. Action 4.6.3: Plan and acquire right-of-way for thoroughfares to include open space areas and buffer zones adjacent to major land uses. Action 4.6.4: Place a high priority on tree preservation in roadway improvement planning and tree protection during construction. Action 4.6.5: Carefully regulate development and require high standards for landscaping and property maintenance along highways and major thoroughfares to maintain aesthetics and avoid a "strip development" pattern of use. Action 4.6.6: Implement strategies outlined in the Bayou Teche Scenic Byway Corridor Management Plan related to buffering, landscaping, signage and litter along LA 182 through the Parish. Action 4.6.7: Work with the railroad companies in the maintenance of their rights-of-way and bridges. Action 4.6.8: Coordinate with the DOTD in the maintenance of cypress trees along highways. Alternative Modes of Transportation—Pedestrian and Bicycle Facilities Eliminating barriers to mobility for cyclists and pedestrians is also an important feature in transportation planning. Designated bicycle routes, on-street bikeways, and off-street trails link major attractions and destinations. They are important components of the transportation and recreation system, since they serve the needs of area residents and visitors.
Through coordination with other agencies and cities in the Parish, designated bicycle
routes, on-street bikeways, and off-street bike/hike/jog trails should be developed
to link major attractions and destinations throughout the region, including neighborhoods,
parks, schools, churches, major employers, medical clinics, social service agencies,
and other shopping areas. In this way, bicycle/pedestrian routes can provide an alternative
mode of transportation while also serving the recreational needs of area residents.
Pedestrian and bicycle facilities should be designed and constructed in compliance
with the requirements of the Americans with Disabilities Act (ADA).
Bike routes
Pedestrian walkways, sidewalks and crosswalks are part of the Parish's existing transportation system that serves the needs for pedestrian movement in residential neighborhoods, commercial business areas, and around schools, parks and other community facilities. Goal 4.7: Promote alternative modes of transportation and related facilities including pedestrian and bicycle routes, public transit, and others. Objective A: Pursue alternative modes of transportation, including financial participation where necessary. Objective B: Address pedestrian safety issues. Action 4.7.1: Prepare a bicycle and pedestrian master plan, particularly within and adjacent to the urban centers, to identify alignments and locations for on- and off-street trails and pedestrian walkways and connecting neighborhoods, schools, parks, shopping and employment centers. Action 4.7.2: Coordinate future bicycle improvements in the Parish with those of the local municipalities to ensure connections between bike lanes, trails and/or paths. Action 4.7.3: Fund and construct the proposed bicycle and pedestrian trail network in an incremental fashion to serve both recreational and alternative transportation needs. Action 4.7.4: Initiate pedestrian/ bicycle system planning to ensure advance acquisition and/or dedication of preferred routes. Action 4.7.5: Pursue Federal and State financial assistance grants on an ongoing basis for pedestrian and bicycle transportation projects, such as transportation enhancement funds under the Transportation Equity Act for the 21st Century (TEA-21). Action 4.7.6: Consider experimentation with "traffic calming" techniques, where necessary, such as speed humps or tables, street narrowing, etc. at appropriate locations to reduce speeds and discourage cut-through traffic in residential neighborhoods. Action 4.7.7: Install handicap accessible curb ramps where applicable. Action 4.7.8: Utilize street medians/ esplanades as pedestrian refuges on principal and secondary thoroughfares, where appropriate. Action 4.7.9: Design the traffic signal system to accommodate pedestrians through pedestrian-actuated sensors, signal timing, etc., where appropriate. Public Transit Public transportation was identified as a need in the Parish. Many residents live in the west and work in the east, and need an affordable and convenient service to travel to and from work. It is, therefore, advisable for the Parish to evaluate the opportunities for providing public transit services within the Parish as well as exploring the possibilities of a system with neighboring parishes, as many people work within St. Mary but live in surrounding communities. Goal 4.8: Develop a public transportation alternative to provide reliable, convenient and affordable service to persons traveling within the region. Objective A: Increase the availability of public transportation opportunities in the Parish. Action 4.8.1: Coordinate with the cities in the parish in determining the feasibility of a rural transit service. Action 4.8.2: Work with the Council on Aging, St. Mary Association for Retarded Citizens, Community Action Agency and Bayou Industrial Maintenance in coordinating public transportation needs for the Parish as a whole, including the elderly, low-income and disabled. Action 4.8.3: Develop a survey to evaluate the needs of public transit in the region. Action 4.8.4: Seek out funding opportunities for a rural transit service including funds available from the Federal Transit Administration (FTA). EXISTING TRANSPORTATION SYSTEM Because of the general east-west orientation and layout of developable soils in St. Mary Parish, most transportation corridors also follow an east-west orientation. The exception to this is the main channel of the Atchafalaya River. Major transportation features include waterways, highways, rail, airports, and helicopter bases. Major Thoroughfares U. S. Highway 90 (U.S. 90) is the major vehicular thoroughfare in the Parish. The highway is officially classified as Future Interstate 49 (I-49). It traverses the Parish from border to border entering the Parish from the east at Amelia with a river crossing over Bayou Boeuf. The roadway is elevated along some eastern reaches of the Parish and through Morgan City returning to grade after crossing the Atchafalaya River at Berwick. The asphaltic concrete surfaced highway is four-laned with most being designed and constructed to interstate standard through the Parish. Upgrades are required between the Wax Lake Outlet and Berwick to reach full interstate design compliance. Interchanges are either being constructed or have been designed for intersecting highways in the western end of the Parish The Patterson to Berwick section is in the planning stage with design expected to begin within one or two years. U.S. 90 is an important vehicular link in Louisiana's east-west and coastal transportation system as it makes up part of a regional highway network consisting of medium- and large-sized communities including Lafayette, Baton Rouge, New Orleans, Houma, Morgan City, Franklin, and New Iberia. This oval vehicular corridor is one of the most basic elements in the region's continued economic development strategy to diversify the central gulf coast region of the state. As the southern reach of I-49 in Louisiana from Shreveport through Alexandria, Lafayette, St. Mary Parish, Houma, and to New Orleans, the continued development of this highway continues to be a top priority to the local and regional citizenry. The DOTD has started the process of upgrading segments of U.S. 90 to interstate standards, which includes the segment between the Wax Lake Outlet and Berwick in St. Mary Parish. This process is currently in the planning stages, which includes extensive public hearings and the selection of an appropriate alignment through the Parish. A Line and Grade Study, which determines the route geometry of a highway, its frontage roads and interchanges for all alternative alignments is currently being completed. Following selection of an alignment, an Environmental Impact Statement (EIS) will be prepared. The project is expected to be complete in 7 to 10 years. While U.S. 90 is the major federal roadway corridor in the Parish, several state highways also exist. Of primary importance is LA 182. This state roadway was U.S. Highway 90 prior the construction of the four-laned U.S. 90. It was at that time and continues to be a two-laned thoroughfare that follows the Gulf coast from Florida to Texas as U.S. 90 does today. In St. Mary Parish, LA 182, locally referred to as the Old Highway, generally parallels the natural watercourses of Bayou Boeuf in the eastern end and, after crossing the Atchafalaya River at Berwick, Bayou Teche through the Parish to the western limits. The highway traverses each incorporated community in the Parish while U.S. 90 traverses only Morgan City, Berwick, and Patterson. As a state roadway today, LA 182 is part of the Old Spanish Trail, a national designation emanating from the early settlement and expansion of the U.S. Territories. Today, fitting within the emerging tourism market of the state and the nation, the highway is referred as the Cajun Coast Highway, a name developed and marketed by the Cajun Coast Visitor and Convention Bureau. The roadway is steeped in plantation lore. Along two reaches of Bayou Teche where LA 182 does not parallel the Teche, LA 326 provides access to sparse residential and agricultural interests in those locales. Other significant state highways include LA 70, a two-lane roadway, which begins at U.S. 90 in Morgan City and extends northward. It travels through Lower St. Martin Parish, Assumption Parish, and into Ascension Parish crossing the Sunshine Bridge at the Mississippi River near Donaldsonville. The corridor ends at Interstate 10 at Sorrento. Extending from U.S. 90 to the south in the central part of the Parish is LA 317. This state highway follows along the Bayou Sale ridge to Burns Point at East Cote Blanche Bay. In similar fashion, LA 318, LA 319, and LA 83 provide access along the Bayou Cypremort Ridge to the Port of West St. Mary; the residential, fishing, and resort development of Cypremort Point; and to West Cote Blanche and Vermilion Bays. Functional Classification Functional classification of transportation facilities are designed to describe the hierarchical arrangement and interaction between various roadways. Classification is based on each roadway's functional role in the overall network, including traffic movement and land access. Freeways/expressways are primarily devoted to traffic movement with no (or very little) direct land service function. As shown by the Schematic Functional Classification Map below, principal and secondary arterials provide access to freeways/ expressways and also are devoted primarily to traffic movement with minimal access to adjacent land uses. Collector roadways have limited through traffic movement, as their primary role is to provide access to adjacent land uses. The network is necessary to collect and distribute traffic thereby allowing a flow of traffic with limited interruptions. These classifications may change over time, as the function of roadways change to serve different land uses or other transportation facilities. As an area becomes more developed, roads that have previously been classified in one category may be reclassified to a higher category. The Louisiana Department of Transportation and Development (LA DOTD) has classified the highway network in St. Mary Parish into the following six categories: • Freeway • Principal Arterials • Minor Arterials • Major Collectors • Minor Collectors
• Collectors
Highway Network
A hierarchy or area roadways helps to collect and efficiently move traffic throughout the region. Traffic Volumes Traffic volumes identify existing travel patterns and assist in determining the transportation system's ability to serve the area travel demands. The most recent available average daily traffic volume counts for major area roadways were obtained from the DOTD, as displayed in Table 4.1 - Thoroughfare Data. Traffic volumes along major thoroughfares have ranged from 43 vehicles per day (VPD) on LA 87 between Charenton and Verdunville to 27,854 VPD along U.S. 90 between Morgan City and the Assumption Parish line. Volumes are highest in areas approaching the urbanized areas in the Parish.
Table 4.1
Source: LADOTD, 2002 Transportation Modes In addition to roadways, there are other modes of transportation that are instrumental to continued economic development and the movement of people and goods through the region, including the Parish's ports and waterways, the airport, rail services, public transportation and pedestrian and bicycle facilities. The following is an inventory of each mode of transportation in the Parish. Rail Transportation Rail transportation traverses the Parish from east to west. The Burlington Northern-Santa Fe rail line generally parallels U.S. 90 on the south side of the highway. No scheduled stops exist in the Parish. Historically, rail service played a vital role in providing both residential and cargo movements from the Bayou Teche-Atchafalaya region to and from New Orleans. Rail spurs off the main line service are present within the industrial complexes in the eastern end of the Parish. A spur also extends to the Port of Morgan City public terminal. In western St. Mary Parish, the Delta Southern Railroad provides services southward to the Port of West St. Mary and Weeks Island, a salt dome just west of St. Mary Parish in Iberia Parish. Another major spur line extends off the main service near Jeanerette, also located at the eastern edge of Iberia Parish, that extends to Oaklawn, the site of Oaklawn Plantation, vast acreages of sugar cane production, and sugar mills. Recently this spur line was abandoned. A study was prepared in 2001 to evaluate the potential construction of a new rail spur and storage facility in Franklin, which would facilitate the movement of sugar to Sterling Sugars and keep sugar cane truck traffic out of the city. The study determined appropriate locations for the proposed rail spur and storage yards and formulated a land use plan in and around the proposed rail transportation facilities. Waterborne Transportation Given Louisiana's strategic location at the mouth of the Mississippi River and on the Gulf of Mexico, the port and maritime industry is one of the state's most important economic generators. The Louisiana port system serves as one of the major gateways to Louisiana and the entire mid-section of the United States. The ports not only serve as the means by which cargo comes into and flows out of the country but they also serve as major economic catalysts for the economy of the state. The ports create a large number of economic opportunities related to the servicing of the vessels that call on the ports. They also act as magnets for attracting warehousing and manufacturing firms that use the ports to import raw materials into the area or export finished products out of the area. In 1994, the Louisiana ports and the maritime industry produced $7.6 billion of primary spending and $14.3 billion of secondary spending for a total of $21.9 billion. This constitutes 21 percent of total Louisiana gross state product, which is the total dollar value of the state's goods and services. The ports and related activities produced $3.8 billion of income for Louisiana residents. This constitutes 4.7 percent of the entire personal income in the state. The economic activities of port-related firms support 178,582 permanent jobs for the people of the state. This constitutes approximately one out of every 10 jobs in the state. In addition, the economic activities of those port-related firms created $209.0 million in state tax revenue and $101.1 million in local tax revenue for a total of $310.1 million in revenue for the state and local governments. Regarding waterborne transportation, navigable waterways are numerous. Two major water bodies, the Atchafalaya River and the Gulf Intracoastal Waterway (GIWW), intersect at Morgan City. This intersection is one of the busiest mixed vessel locations in the region. The Atchafalaya River, oriented to north-south traffic going to and from the Gulf of Mexico, and the GIWW, which is oriented to east-west traffic, create high traffic and waterborne activity levels. The GIWW and Atchafalaya River intersection is monitored and controlled by the U. S. Coast Guard. Three bridges, two sets of locks, and more than one hundred small, medium, and large recreational, commercial, and industrial vessels per day within a two-mile radius are an indication of the level of waterborne commerce within the jurisdiction of the local port authority. In the eastern end of the Parish with jurisdiction as far west as the Wax Lake Outlet, the Morgan City Port Commission focuses on waterborne commerce with particular emphasis on maintaining the navigability of the Atchafalaya River and Berwick Bay. Presently, the Atchafalaya River is maintained at a depth of -20 feet Mean Sea Level (MSL). The port authority and the regional community are presently petitioning state and federal authorities for a 35-foot channel to facilitate newer vessel propulsion and guidance systems. Improvements to the port that may increase its competitiveness in the region include straightening the Atchafalya River south of Morgan City to enhance navigation along this channel and/or construction of port facilities closer to the mouth of the river. This would shorten the distance to the 35-foot contour and deeper water, which would be especially beneficial to vessels making daily trips to and from the Port. The Port Commission also owns and operates a public terminal in Morgan City along the Gulf Intracoastal Waterway. The terminal contains 800 linear feet of berthing space, 50,000 square feet of concrete open storage dock, 20,000 square feet of transit shed storage, and a 46-ton heavy lift crane. The public terminal is capable of handling containerized cargo, bulk, neo-bulk, and project cargo. As noted, it is accessible to on-site rail service and it is approximately one mile from U.S. 90. Within the jurisdiction of the Morgan City Port Commission is over 20 miles of existing developed waterfront along Berwick Bay; Bayous Boeuf, Black, and Chene; and the GIWW. Along this waterfront is solid high land that has been used for water-dependent commerce for decades. As the birthplace of offshore oil and gas exploration and production, the waterfront has been and continues to be host to hundreds of commercial and industrial enterprises tailored to shipping and oil and gas industries. An additional major federally monitored waterway in the Parish is the Gulf Intracoastal Waterway Alternate. This waterway extends north to south from the Mississippi River at Baton Rouge and Port Allen to Morgan City. From Baton Rouge, this alternate reduces barge-traveling distance to Houston by 182 miles. The waterway is a major barge route for east-west oriented traffic originating or destined for Baton Rouge or other points north of Morgan City. On the western end of the Parish, the Port of West St. Mary Parish has jurisdiction over waterborne commerce. The port's public terminal is located just off the GIWW at its intersection with LA 317 as previously noted. Its dock consists of steel bulkheading and its wharf is concrete. Near the port, the GIWW is maintained at a depth of -14 feet MSL making the site ideally suitable for shallow draft vessel activity. Because of the limits of the GIWW, the Port Commission has joined the Port of Iberia in requesting maintenance of deeper channel access to and from the Gulf of Mexico at a depth of -20 feet MSL. In contrast to the public terminal at Morgan City, the Port of West St. Mary has acres of open land areas available for development. Serving as an economic engine for the western rural end of the Parish, the Commission is active in soliciting business and industry that is diverse in nature and not necessarily water dependent. With water, rail, and highway access as well as large land holdings, the port is poised for commercial and industrial activity that requires or desires to be away from dense urban areas. Airports Airborne transportation is also significant in St. Mary Parish. Just west of Patterson, a state-owned, Parish-operated and maintained airport, the Harry P. Williams Memorial Airport is situated between U.S. 90 and LA 182. The facility has a 5,400 foot runway that is 150 feet wide. The airfield has a full-length parallel taxiway that is fully lighted. With a Category 1 instrument landing system supplemented by a Medium Intensity Approach Lighting System with Rapid Alignment Indicator Lights (MALSR), the runway approach has visibility minimums of 200 feet (vertical) and one-half mile (horizontal). The FBO provides full-service aviation needs including certified aircraft mechanics and navaid specialists. Besides fixed wing aircraft activity at the airport, rotorcraft activity is plentiful. Five helicopter companies operate out of the FBO facility while AirLogistics, Inc., one of the largest helicopter operators in the country, is also based at the airport. Being located on a public airport with a public helicopter landing area, the helicopter base at HPW is one of the largest concentrations of rotorcraft activity in the nation. On the eastern end of the Parish, Petroleum Helicopters, Inc. is based on the shores of Lake Palourde. With dozens of based rotorcraft that also caters to the offshore oil industry on a daily basis, the Petroleum Helicopters, Inc. facility is one of the largest private helicopter bases in the nation. As trends in the offshore transportation industry have changed over the years from boats and seaplanes to short- and long-haul helicopters, the aviation industry in St. Mary Parish has adjusted accordingly. While the airport does have a 4,000-foot seaplane canal, use is less than 10 percent of what it was in the early years of in-shore oil exploration and production. Public Transportation There currently is no consolidated rural public transportation provider within the Parish although there are several special need providers as described below. There are two programs available through the Federal Transit Administration (FTA) that provide funding for rural service, including Section 5311 for rural public transit, which will pay for capital (vans) and operating costs, and Section 5310, which will pay for capital costs only (provides vans for elderly and disabled). The agencies providing special needs transportation services within the Parish include the following: Council on Aging (COA) - At one time the COA received operating funds under Section 5311. However, this program requires that a certain level of "general public" ridership be maintained in order to keep the federal funding. When that category of ridership level fell below this threshold, the federal funds were withdrawn. These funds could be reinstated if it became plausible for the COA to build "general public" ridership. However, COA's mission is to meet the transportation needs of the elderly rather than other non-elderly riders. St. Mary Parish Association for Retarded Citizens - The Association operates vans under the Section 5310 program, which have outlasted (been depreciated beyond their useful life) their required reporting period. There is potential to partner with this Association to provide an expanded transportation service to meet the rural transportation need. Community Action Agency (CAA) - CAA has contracts for Welfare-to-Work and Medicaid transportation, which assists low-income clients. Similar to the Association of Retarded Citizens, there may be an opportunity to partner with the CAA to expand their services to provide service throughout the Parish. Bayou Industrial Maintenance (BIMS) - BIMS operates vans through FTA's Section 5310 program. Their services are to train the disabled for employment, which includes providing transportation to and from the training site as well as providing access to and from jobs. As is common in many parishes, there are several providers of transportation, each of which cater to their respective clientele. There are efficiencies to be gained and benefits to creating a rural transportation system that meets the needs of each individual client group as well as the needs of the general citizenry. Parish residents have expressed a need for public transportation in the Parish as many residents live in the west and work in the east, and need an affordable and convenient service to travel to and from work. Coordination with the different agencies in the region will ensure a transit system that meets the varying needs of the Parish, including the elderly, disabled and low-income residents. Bicycle and Pedestrian Facilities Eliminating barriers to bicycle and pedestrian mobility is one of the most important features in bicycle/ pedestrian planning. Freeways, major arterials, railroads, water features, and topography all impose significant barriers to access and mobility. As a region grows and such improvements become more feasible, designated bicycle routes, on-street bikeways, and off-street bike/hike/jog trails should be developed to link major attractions and destinations throughout the region, including neighborhoods, parks, schools, churches, the public library, museums, major employers, medical clinics, social service agencies, and other shopping areas. In this way, bicycle/pedestrian routes can provide an alternative mode of transportation while also serving the recreational needs of area residents and the tourism interests of visitors. Pedestrian and bicycle facilities should be designed and constructed in compliance with the requirements of the Americans with Disabilities Act (ADA). Certain types of roadways are more attractive to riders than others as a result of traffic volumes, speeds and street design. Skilled/commuter bicyclists usually prefer to travel along the street system and, where possible, should be accommodated through striped bike lanes or extra wide curb lanes on arterials and collectors. The majority of bicyclists, however, is less skilled and need to be separated from high speeds and high volume traffic through the use of off-street bike lanes and paths. Local and collector streets are suitable for use by most adult bicycle riders while minor arterial streets are suitable for limited use by bicyclists due to higher traffic volumes and speeds. Rural arterials, especially those with shoulders wider than four feet, attract sport cyclists interested in longer-distance travel with fewer interruptions. Bicycle facilities are limited in the Parish. Currently, there are two trails proposed for Berwick and Morgan City. The proposed pedestrian/bicycle path in Berwick would enhance an existing trail, which currently extends from the Gilmore/Hwy 182 intersection to the Hwy 182/Patti intersection. Phase one of the proposed Berwick pedestrian/bike path is the north phase, which will stretch from the Hwy 182/Patti intersection to Berwick High School, along Patti. Phase one will be accepting bids in June. Phase two is the South phase, which begins at the Hwy 182/Patti intersection. The path will end west on Hwy 182. Phase two will begin accepting bids soon after the beginning of the fiscal year. The proposed Morgan City pedestrian/bike path would traverse through the City to Lake End Park. The contract for this project has been let and is scheduled for completion by the end of 2002. In addition to these trails, a bike path along LA 182 from Baldwin to Hanson Canal is proposed on the Parish's Five Year Capital Outlay Program for 2002. There are numerous river and bayou corridors, parks and recreation areas, and various rights-of-way and easements that represent opportunities for future development of bicycle and pedestrian facilities. These opportunities can be incorporated as transportation enhancement projects such as multi-use trails, historic sites, and scenic beautification areas. Such projects should be pursued in coordination with the Natural Resources, Tourism and Recreation element of the Comprehensive Plan. Traffic Generators
Traffic generators can have a significant impact on the transportation system, particularly
regarding traffic volumes and flow patterns. These generators were identified and
considered in the development of the Transportation element and the Thoroughfare Plan
map. Specific traffic generators are shown in Figure 4.1 - Traffic Generators.
Figure 4-1 Traffic Generators
THOROUGHFARE PLAN The main objective of the St. Mary Parish Thoroughfare Plan is to preserve adequate rights-of-way with sufficient width to allow for the orderly expansion of the transportation system. The alignments of any planned extensions or new roadways will vary depending on the design and layout of development. The thoroughfare plan will ensure the provision of adequate transportation facilities concurrent with development. Decisions regarding the planning and programming of future streets and roads through the review of subdivision plats will be compared to the Thoroughfare Plan.
St. Mary Parish's existing and proposed thoroughfare system is displayed in Figure
4.2 -Thoroughfare Plan. It generally shows the existing thoroughfare system with consideration
for additional right-of-way acquisition to meet the long-range system improvement
needs in the Parish. In addition, where warranted, the approximate alignments for
planned thoroughfares that will be considered in platting of subdivisions, right-of-way
dedication, and construction of major roadways within the Parish are also shown.
Figure 4-2 Thoroughfare Plan and Natural Resources
CONSTRAINTS TO THOROUGHFARE DEVELOPMENT There is an abundance of natural resources in the Parish that hinder thoroughfare development in the region. The result of these barriers is the linear east/west development of the Parish along the Teche Ridge. The majority of the Parish lies within the 100-year flood zone and development in these areas would be subject to local, state and federal regulations. There is limited north/south access in the Parish due to the presence of marsh and swampland, and numerous lakes, bayous and rivers located south of U.S. 90. To the north of LA 87 there are several lakes and the presence of marsh and swamplands as well. In addition to these natural resources, the Intracoastal Waterway imposes a constraint to thoroughfare development as any access to the coast would have to cross this waterway. THOROUGHFARE PLAN IMPLEMENTATION Implementation of thoroughfare system improvements occurs in stages as the Parish grows and builds toward the ultimate thoroughfare system reflected in the Thoroughfare Plan. Perhaps more than any other planning element, transportation system improvements extend beyond the horizon of this plan due to the level of investment and planning necessary to plan and construct new roadways. Therefore, the right-of-way widths and ultimate cross sections of the Parish roadways are long-term, with some being very long-term - perhaps more than 50 years. The future thoroughfares shown on the map do not represent a commitment to a specific time frame for construction, or that the Parish will build the roadway improvement. Private developers, St. Mary Parish, municipalities or LA DOTD, may construct individual street improvements or coordinate to construct roadways across jurisdictional boundaries. The Plan recommends continuous collector and arterial roadways as well as residential street connections between developments to provide adequate circulation of vehicles, bicyclists and pedestrians. The Thoroughfare Map is designed to assist landowners in subdivision planning, dedication of public rights-of-way, and provision of setbacks for new buildings, utility lines, and other improvements located along the rights-of-way for existing or planned thoroughfares. FUNCTIONAL CLASSIFICATION Streets are grouped into functional classes according to their purpose of moving traffic or providing access to development. The Thoroughfare Plan references the functional class of streets including freeways, principal arterials and secondary arterial roadways. These classifications are generally consistent with LA DOTD's categories, however, the collector roadway system is not delineated since this is a regional plan focused on area wide mobility of the Parish. Collector roadways serve to collect and distribute traffic to the arterial street system and are, therefore, more appropriately placed at the development review and platting stage of system development. Roadway Cross Sections The cross section of a roadway is related to traffic volume, design capacity, and level of service. The Parish's current design standards for arterial and collector roadway classes are summarized in Table 4.2 - Existing Roadway Cross Sections. Roadway cross sections identify minimum dimensional criteria for right-of-way and pavement width as well as drainage improvements and sidewalks. Implementation of these design standards is accomplished through the Thoroughfare Plan and development ordinances.
Table 4.2
Source: St. Mary Parish Subdivision and Development Regulations In the administration and enforcement of the Thoroughfare Plan, special cases and unique situations will occasionally arise where existing physical conditions and development constraints in certain areas conflict with the need for widening of designated thoroughfares to the planned right-of-way width and roadway cross section. Such special circumstances require a degree of flexibility and adaptability in the administration and implementation of the Plan. Acceptable minimum design criteria and special roadway cross sections may have to be applied in constrained areas where existing conditions limit the ability to meet desirable standards and guidelines. Special roadway cross sections should be determined on a case-by-case basis when a unique design is necessary, and these exceptions should be subject to approval by the Parish Council. Otherwise, standard roadway cross sections should be used in all newly developing areas and, whenever possible, in existing developed areas. Proposed Roadway Cross Sections
Principal Arterial. Depending on whether it is located within an urban or rural environment, it may be
a divided or undivided thoroughfare with a minimum total street right-of-way of 100
to 120 feet. It is proposed that the right-of-way of the existing cross section be
increased by an additional 20 feet to accommodate increased future travel demand and
roadway safety. Within a rural environment, a minimum of 120 feet of right-of-way
offers four, 12-foot travel lanes, a grassy median and 10-foot shoulders on each side.
In an urban context, a divided roadway may have a 48-foot pavement section with a
12-foot raised median. Where there are constrained conditions, an undivided roadway
may have 48 to 60 feet of pavement width with a center turn lane at intersections.
Sidewalks are located on both sides and are located nine feet from the back of the
curb. A 12-foot median/esplanade provides for access control and is sufficient for
decorative street lighting, landscaping and green space.
Principal Arterial
Secondary Arterial. An undivided thoroughfare with a minimum recommended total street right-of-way of
90 feet within a rural environment and 86 feet in an urbanized area. These proposed
widths increase the existing cross sections by 20 feet and 26 feet for rural and urban
roadways, respectively. A rural cross section would include four, 12-foot travel lanes
and a 16-foot two-way continuous left turn lane with 10-foot shoulders on each side.
Within urbanized areas, 86 feet of right-of-way would accommodate a 48-foot pavement
section. Sidewalks are located on both sides of the street and are located nine feet
from the back of curb. The 28 feet of right-of-way, excluding the width of pavement,
provides ample space for decorative street lighting, landscaping, and public green
space.
Secondary Arterial
Collector. Collector streets are the connectors between arterial and local streets. Collectors
are undivided roadways with a total street right-of-way of 75 feet within a rural
environment and 60 feet in an urban context, which proposes an increase in right-of-way
of 15 feet on rural roadways and 10 feet within urbanized areas. A rural collector
provides three, 11-foot travel lanes and eight foot shoulders on each side. An urban
collector roadway allows a pavement width of 42 feet. As an alternative, a developer
willing to set aside space for added green space or enhanced pedestrian pathways,
may request that pavement width be reduced to 36-foot, which will allow reduced development
costs, increased green space, increased pedestrian safety, improved ability to locate
the street to preserve trees and other natural features, and reduced travel speed
resulting from the narrower street. The 36 feet of pavement width is adequate to serve
its designed purpose of collecting and distributing traffic to the arterial roadway
network, particularly when walking is encouraged and considered in development design.
The 24 feet of right-of-way, excluding the width of pavement, provides ample space
for neighborhood-scale street lighting, street trees and public green space.
Collector
Local Residential. Local residential streets are recommended to have a total street right-of-way of 50 feet and a pavement width of 30 feet, which is consistent with the current cross sections. Sidewalks are located either on one or both sides, dependent upon local preference. With a 30-foot street section, the right-of-way is constrained with respect to sidewalk spacing resulting in a 3-foot separation from back of curb. The 30 feet of pavement is more than sufficient to accommodate two travel lanes. The 20 feet of right-of-way, excluding the width of pavement, is sufficient yet constrained for neighborhood-scale street lighting, landscaping, and green space.
An alternative to 30 feet of pavement is a cross-section with a reduced pavement section
to 24 feet. This width is sufficient to accommodate two travel lanes and adequate
for fire apparatus, but offers the added benefit of neighborhood traffic calming.
This approach is one of the defining principals of new urbanism, which is designed
to create a pedestrian-scaled neighborhood with reduced streets and building setbacks.
A narrower street width also allows an increase in the distance from the sidewalk
to the street.
Local (Residential)
CRITERIA FOR ROADWAY CLASSIFICATION Criteria used in determining the functional classifications of roadways are shown in Table 4.3 - Functional Classifications. Classification is based on each roadway's functional role in the overall network, and the existing and future travel patterns and areas served. Arterial roadways form an interconnecting network for community wide movement of traffic through connections to expressways, parkways and interstates. Although they usually represent only five to ten percent of the total roadway network, arterials typically accommodate about 30 to 40 percent of an area's travel volume. Since traffic movement, not land access, is the primary function of arterials, access management is essential to avoid traffic congestion and delays caused by turning movements for vehicles entering and exiting driveways. Likewise, intersections of arterials with other public streets and private access drives should be designed to limit speed differentials between turning vehicles and other traffic to no more than 10-15 miles per hour. Signalized intersection spacing should be long enough to allow a variety of signal cycle lengths and timing plans that can be adjusted to meet changes in traffic volumes and maintain traffic progression (preferably one-third to one-half mile spacing). The cross section of arterials may vary from multi-lane roadways with three, four or five lanes down to two-lane roadways in developing fringe and rural areas where traffic volumes either have not increased to the point that more travel lanes are needed or are not warranted due to limited density. Functional classification is not dependent on the existing number of lanes since the functional role served by a roadway typically remains constant over time while the roadway's cross section is improved to accommodate increasing traffic volumes. Thus, lower-volume roadways that are continuous over long distances may also function as arterials, particularly in fringe and rural areas. Subdivision street layout plans and commercial and industrial districts should include Collectors as well as Local Residential Streets in order to provide efficient traffic ingress/egress and circulation. Since collectors generally carry higher traffic volumes than local residential streets, they may require a wider roadway cross-section or added lanes at intersections with arterials to provide adequate capacity for both through traffic and turning movements. However, since speeds are slower and more turn movements are expected, a higher speed differential and much closer intersection/access spacing can be used than on arterials. Collectors typically make up about five to ten percent of the total street system. Local residential streets allow direct property access within residential and commercial areas. Through traffic and excessive speeds should be discouraged by using appropriate geometric designs, traffic control devices, curvilinear alignments, and discontinuous streets. Local Streets typically comprise about 65 to 80 percent of the total street system in urban areas.
Table 4.3
Source: Wilbur Smith Associates THOROUGHFARE DEVELOPMENT REQUIREMENTS AND STANDARDS This section outlines typical criteria for certain characteristics of street and land development, which should be part of a Parish's thoroughfare development standards and subdivision regulations. Location and Alignment of Thoroughfares. The general location and alignment of thoroughfares must be in conformance with the Thoroughfare Plan. Subdivision plats should provide for dedication of needed right-of-way for thoroughfares within or bordering the subdivision. Any major changes in thoroughfare alignment that are inconsistent with the Plan require Parish approval through a public hearing process. A major change would include any proposal that involves the addition or deletion of established thoroughfare designations, or changes in the planned general alignment of thoroughfares that would affect parcels of land beyond the specific tract in question. Right-of-Way and Pavement Width. The pavement width and right-of-way width for thoroughfares and other public streets should conform to minimum standards unless the Parish grants a waiver. Properties proposed for subdivision that include or are bordered by an existing thoroughfare with insufficient right-of-way width should be required to dedicate land to compensate for any right-of-way deficiency of that thoroughfare. When a new thoroughfare extension is proposed to connect with an existing thoroughfare that has narrower right-of-way, a transitional area should be provided. Continuation and Projection of Streets. Existing streets in adjacent areas should be continued and, when an adjacent area is undeveloped, the street layout should provide for future projection and continuation of streets into the undeveloped area. In particular, the arrangement of streets in a new subdivision must make provision for continuation of right-of-way for the principal existing streets in adjoining areas - or where new streets will be necessary for future public requirements on adjacent properties that have not yet been subdivided. Where adjacent land is undeveloped, stub streets should include a temporary turnaround to accommodate fire apparatus. Location of Street Intersections. New intersections of subdivision streets with existing thoroughfares within or bordering the subdivision should be planned to align with existing intersections, where feasible, to avoid creation of off-set or "jogged" intersections and to provide for continuity of existing streets, especially Collectors and higher classes of thoroughfares. Angle of Intersection. The angle of intersection for street intersections should be as nearly at a right angle as possible. Corner cutbacks or radii should be required at the acute corner of the right-of-way line, to provide adequate sight distance at intersections. Offset Intersections. Offset or "jogged" street intersections should have a minimum separation of 125 feet between the centerlines of the intersecting streets. Cul-de-sacs. Through streets and tee-intersections are preferable to cul-de-sacs. However, when cul-de-sacs are used, they should have a maximum length of no more than 600 feet measured from the connecting street centerline to centerline of radius point, with a paved turnaround pad of at least 80 feet and a right-of-way diameter at least 100 feet in residential areas, and at least 180 feet diameter on a street with a 200 foot right-of-way diameter in commercial and industrial areas. A cul-de-sac with an island, subject to fire access and acceptable emergency vehicle maneuverability, should have a diameter of no less than 150 feet. Residential Lots Fronting on Arterials. Wherever feasible, subdivision layout should avoid the creation of residential lots fronting on arterials with direct driveway access to the arterial street. Lots should be accessed from Collector or, preferably, Local Residential streets within or bordering the subdivision or an auxiliary street designed to accommodate driveway traffic. Residential Lots Fronting on Collectors. Wherever feasible, subdivision layout should minimize the arrangement of lots to access Collectors, particularly within 180 feet of an intersection. To the extent possible, lots should be accessed from local residential streets. Geometric Design Standards and Guidelines. Other requirements and guidelines for the geometric design of thoroughfares and public streets should be provided in the Parish Subdivision Regulations and standard specifications. This includes special provisions for lot width and building setbacks on corner lots to preserve sight distances at adjacent intersections. Private Streets. The Parish should not approve a plat containing private streets, including gated communities and possibly manufactured housing communities, unless there are assurances that the development standard meets or exceeds that provided for public streets and there is sufficient right-of-way to accommodate improvement in the future. It should be a policy of the Parish not to accept private streets unless they are of suitable condition and it is warranted for the purposes of the public health, safety and welfare. Sidewalks. Within the boundaries of a subdivision, sidewalks should be installed on one or both sides of Arterial, Collector and Local Residential Streets, unless the development occurs in a rural area and will construct an internal trail system. ACCESS MANAGEMENT Access management is the coordination between land access and traffic flow along streets in the Parish, with a basic premise to preserve and enhance the performance and safety of the major street system. It manages congestion along existing corridors and protects the capacity of future streets by controlling access from adjacent development. Properly utilized, it can slow or eliminate the need for street widening or right-of-way acquisition. When widening is necessary, the limited number of access points improves the speed of design and development. Techniques to accomplish access management include limiting and separating vehicle (and pedestrian) conflict points, reducing locations that require vehicle deceleration, removing vehicle turning movements, creating intersection spacing that facilitates signal progression, and providing on-site ingress and egress capacity. In addition, regulation focuses on the spacing and design of driveways, street connections, medians and median openings, auxiliary lanes and transit facilities, on-street parking and parking facilities, on-site storage aisles, traffic signals, turn lanes, freeway interchanges, pedestrian and bicycle facilities, bus stops and loading zones. Research indicates that a well-designed and effectively administered access management plan can result in the following tangible benefits: • Accident and crash rates are reduced by 40 to 60 percent; • Roadway capacity and the useful life of transportation facilities is prolonged; • Travel time and congestion is decreased; • Better coordination between access and land uses is accomplished; • Air quality is improved; • Economic activity is enhanced; • Urban design and transportation objectives are reconciled; and, • The unique character and livability of the Parish is preserved through the coordination of land use and transportation. On the other hand, failure to manage access negatively impacts the efficiency of transportation networks in the following ways: • More driveways related to strip commercial development; • Local streets become bypasses for congested streets thereby creating the need to address cut-through traffic in residential neighborhoods; • More frequent driveway related accidents; • Vehicle conflicts from closely spaced driveways, which increase congestion thereby reducing capacity; • Longer travel times that shrink market areas for business; • More difficulty in providing safe access for new development thereby affecting economic growth; • Lower cost/benefit ratios of transportation improvements; • Greater need for wider streets to compensate for lost capacity; and, • More cluttered streets and frequent driveways, which create an undesirable environment for pedestrians and bicyclists. The following access management strategies may be used to coordinate the access needs of adjacent land uses with the function of the transportation system: • Intergovernmental Coordination. Certainly access management in the Parish will require coordination between the Parish and the municipalities. However, a more regional strategy involves members of the LA DOTD and federal organizations involved in design and construction of roadways. Through coordinated efforts, access management can even further emphasize thoroughfare efficiency. • Separate Conflict Points. Two common conflict points are driveways and adjacent intersections. Spacing driveways so they are not located within the area of influence of intersections or other driveways is a method to achieve access management objectives. • Restrict Turning Movements at Un-signalized Driveways and Intersections on Multi-Lane Roadways. Full movement intersections can serve multiple developments through the use of joint driveways or cross-access easements. Turning movements can be restricted by designing accesses to limit movements or by the construction of raised medians that can be used to provide turn lanes. • Establish Design Standards. Design standards addressing the spacing of access points, driveway dimensions and radii, sight distance, and the length of turn lanes and tapers are effective mechanisms for managing the balance between the movement of traffic and site access. • Locate and Design Traffic Signals to Enhance Traffic Movement. Interconnecting and spacing traffic signals to enhance the progressive movement of traffic is another strategy for managing mobility needs. Keeping the number of signal phases to a minimum can improve the capacity of a corridor by increasing green bandwidth by 20 seconds. • Remove Turning Vehicles from Through Travel Lanes. Left and right turn speed change lanes provide for the deceleration of vehicles turning into driveways or other major streets and for the acceleration of vehicles exiting driveways and entering major highways. • Encourage Shared Driveways, Unified Site Plans and Cross Access Easements. Joint use of driveways reduces the proliferation of driveways and preserves the capacity of major transportation corridors. Such driveway arrangements also encourage sharing of parking and internal circulation among businesses that are in close proximity. FUNDING SOURCES Implementation of the Thoroughfare Plan and the goals, objectives and actions of the transportation element is not the responsibility of a single entity or agency. Instead, it will require coordination and the combined resources of local, state and federal transportation funding programs, as well as participation by the private sector. Following are alternative funding sources that are available or could be considered for financing future improvements to the transportation system in the Parish. As mentioned in the Statewide Intermodal Plan, the recommendations for long-range transportation funding priorities in Louisiana are as follows: • Maintenance of the existing transportation system (overlay, bridge replacement, basic transit services, etc.); • Urban congestion relief (expansion of existing facilities, new facilities, transit systems, etc.); • Safety improvements (spot safety improvements, upgrading of existing facilities to current standards, highway-rail grade crossing improvements, etc.); • Economic development (expansion of existing facilities, improved access, new facilities, etc.); and • Public transportation (increased service areas, increased service levels, special programs for the elderly and handicapped). Federal Funding Many of the transportation improvements will be eligible to receive federal funds as part of the Transportation Efficiency Act of the 21st Century (TEA-21). This six-year program (through 2003) provides federal funding for surface transportation improvements, including roadways, public transportation, pedestrian facilities, and a number of other transportation improvements. TEA-21 emphasizes the development of a National Intermodal Transportation System that effectively connects highways with other modes of transportation. Additionally, TEA-21 gives states and local governments a significant amount of flexibility in determining the use of available federal funds. The federal share required for TEA-21 funding is generally 80 percent, with the remaining 20 percent provided by the state or local governments. The various titles and programs of TEA-21 include the following: Title I - Surface Transportation - This title includes a number of programs and provisions oriented toward providing funding primarily for highway related projects. Some of the key programs within this title include the following: • National Highway System (NHS) - This program provides funding for improvements to rural and urban roads that are part of the NHS, including Interstate Highways and designated connections to major intermodal terminals. In certain circumstances, NHS funds may also be used to fund transit improvements in NHS corridors. • Surface Transportation Program (STP), Federal Hazard Elimination Program - This program addresses safety-related projects on and off the state highway system. Projects are evaluated using three years of accident data, and ranked by a Safety Improvement Index. • Surface Transportation Program (STP), Federal Railroad Signal Safety Program - This program provides for installation of automatic railroad warning devices at most hazardous railroad crossings on and off the state highway system. Projects are selected from a statewide inventory list, which is prioritized by an index (number of trains per day, train speed, ADT, type of existing warning device, train-involved accidents within prior five (5) years, etc.). • Highway Bridge Replacement and Rehabilitation Program (HBRRP) - This program provides funds to assist the States in their programs to replace and rehabilitate deficient on-state highway bridges. • Congestion Mitigation and Air Quality Improvement Program - The primary purpose of the Congestion Mitigation and Air Quality Improvement Program (CMAQ) is to fund projects and programs in air quality and maintenance areas for ozone, carbon monoxide (CO), and small particulate matter (PM-10) which reduce transportation related emissions. • Transportation Enhancements (TE) - Transportation enhancements are transportation-related activities that are designed to strengthen the cultural, aesthetic, and environmental aspects of the Nation's intermodal transportation system. The transportation enhancements program provides for the implementation of a variety of non-traditional projects, with examples ranging from the restoration of historic transportation facilities, to bike and pedestrian facilities, to landscaping and scenic beautification, and to the mitigation of water pollution from highway runoff. • Recreational Trail Program - This program provides funds to develop and maintain recreational trails for motorized and non-motorized recreational trail users. • Bicycle Transportation and Pedestrian Walkways - The Bicycle Transportation and Pedestrian Walkways provisions of Section 217 of Title 23, as amended by TEA-21, describe how Federal-aid funds may be used for bicycle and pedestrian projects. These projects are broadly eligible for all of the major funding programs where they compete with other transportation projects for available funding at the State level. • Job Access and Reverse Commute Grants - The Access to Jobs Program provides competitive grants to local governments and non-profit organizations to develop transportation services to connect welfare recipients and low-income persons to employment and support services. State Funding Transportation Enhancement Program (TEP) - The Transportation Enhancement Program is a federally funded program administered through LA DOTD. The goal is to work toward building a more balanced transportation system that includes pedestrians and bicyclists as well as the motoring public. However, projects are not limited to sidewalks and bike paths. They can include safety and educational activities for pedestrians and bicyclists, landscaping and other scenic beautification, historic preservation, acquisition of scenic easements and scenic or historic sites, preservation of abandoned railway corridors, scenic or historic highway programs including the provision of tourist and welcome center facilities, archaeological planning and research, control and removal of outdoor advertising, environmental mitigation and establishment of transportation museums. Transportation Infrastructure Model for Economic Development (TIMED) - The Transportation Infrastructure Model for Economic Development is based upon state legislation (Act 11 of the 1989 General Session) to allocate an additional four cent fuel tax to a fifteen year construction program for sixteen projects considering economic development opportunities versus needs. Capital Outlay Program - The Capital Outlay Program is a Bond Program that provides a source of funding for public improvement type projects not eligible for funding through any of the dedicated funding programs. The funds are provided through the sale of State General Obligation Bonds and can be used for acquiring lands, buildings, equipment or other properties, or for their preservation or development of permanent improvements. Items that qualify as capital outlay expenditures include acquisition of land; site development and improvement; construction of buildings and other structures; additions, major improvement, and alterations to an existing facility that will extend its life or increase its usefulness; installation, extension, or replacement of utility systems, fire protection, and other major facilities; initial equipment and furnishings for new buildings; and major equipment and furnishings for existing buildings. Projects compete through the legislative process, and successful ones are grouped into various funding priorities and included in the approved Capital Outlay Bill. Funding for a specific project does not become available until such time as the bonds for that project are sold, or the State Bond Commission approves an advance cash line-of-credit. Port Construction and Development Priority Program - The Port Construction and Development Priority Program was created by the Legislature in 1989. According the to LA DOTD, the purpose of this priority program is to allocate state funds to port projects that have the highest prospects of success as determined by objective standards such as technical and financial feasibility and overall impacts. The program specifically emphasizes the need to equitably distribute state funds and to avoid duplication of port infrastructure. A rigorous analysis of forecasted project benefits is undertaken in order to ensure that project impacts are positive and beneficial to the State. In order to be eligible for funding, a port authority must submit an application for consideration. These applications are reviewed, evaluated and prioritized. As allowed by statute, LA DOTD contracts with the LSU National Ports and Waterways Institute for assistance with the economic evaluation of these projects. The program requires a cost participation from the ports of 10 percent based on construction cost of the project. Local Impact Fees Annually, it is advisable for the Parish to prepare a five-year capital program and a one-year capital budget. Included in the budget should be lists of projects, cost estimates and the source(s) of funding. Foregoing any federal, state, or private participation, the primary source of local funding, outside of general budget expenditures and the use of bonds is impact fees. Consideration could be given to establishing an impact fee program to serve as an additional funding source for transportation improvements. A growing number of local jurisdictions and state governments throughout the United States are establishing impact fee programs as a method of private financing of needed transportation and other infrastructure improvements. Traffic impact fees are prevalent in the states of Florida and California, with State enabling legislation for local implementation enacted in Arizona, Colorado, Georgia, Illinois, Maryland, New Jersey, New Hampshire, North Carolina, Oregon, Pennsylvania, Texas, Utah and Washington. This trend is due to the increasing cost of maintaining existing infrastructure and the difficulty of local governments to provide needed improvements due to the lack of adequate funding on the federal, state and local levels. A traffic impact fee is an exaction imposed by a local government on new development to generate revenue for funding transportation improvements needed to accommodate or alleviate traffic impacts caused by the development project. Impact fees, as distinguished from a general-purpose tax, are levied to allow the local government to build public infrastructure made necessary by a new development or renovation that results in new impacts. However, impact fees cannot be used to pay for correcting past deficiencies in existing facilities due to failure to keep pace with the impact of past development, nor can impact fees be used to support operation and maintenance of existing facilities. Impact fees have been used to provide capital funding for infrastructure improvements such as streets and other transportation improvements, water supply systems, wastewater collection and treatment systems, drainage, recreational facilities, police and fire protection facilities, and medical facilities. Developers can also be allowed to construct improvements and/or dedicate land for rights-of-way in lieu of paying impact fees. Traffic impact fees provide a means of sharing the cost of transportation improvements that provide capacity for new development projects within a particular area. Generally, a district is delineated and transportation improvement needs within the district are identified based on projected future development. The number of trips that are generated by a particular development and an assessment of its traffic impacts are usually the basis for determining the share of total improvements costs that are assessed to the developer. Level-of-Service "C" or "D" is typically used as the standard for identifying needed improvements. In residential areas, the traffic impact rate is often based on a cost per dwelling unit, and in commercial and industrial areas on cost per square foot or acre. Five-year capital improvements programs and major street plans are the most common background documents for calculating and implementing impact fee structures. Traffic impact fees are typically paid at the building permit stage. Some advantages of an impact fee program include: • Improvement costs shared by all area development on a pro-rata basis based on their respective trip generation and traffic impacts; • Provides an additional source of revenue to finance a portion of future transportation and other infrastructure improvements; • Existing revenue sources can be devoted to maintaining existing service levels and funding improvements to correct existing deficiencies; • The cost of infrastructure improvements is paid, all or in part, by those who directly benefit from those facilities; and, • As a form of user charge, impact fees introduce the cost of necessary public infrastructure improvements into the private development decision-making process, thereby imposing a degree of market discipline on resource allocation decisions. Plan Amendment Process It will be necessary for the Parish to periodically consider and adopt amendments to the Thoroughfare Plan to reflect changing conditions and new needs for thoroughfare system improvements and development. A systematic procedure should be followed for making Plan amendments, including a set schedule for annually inviting and considering proposed changes. The process for amending the Thoroughfare Plan should be established by ordinance. Typically, Plan amendment requests may originate from landowners, civic groups, neighborhood associations, developers, other governmental agencies, Parish staff, and other interested parties. The Parish should analyze proposed revisions. The Parish should then formally consider the proposed changes and staff recommendations. The Parish should conduct a public hearing on proposed amendments, including required public notice in advance of the hearing. Proposed amendments should be considered in a fair, reasonable, and open process. The burden for proving compelling reasons for the public benefit of any proposed changes should rest with the requesting parties. Decisions and determinations should represent the best interests of the public. |
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