Document Moscow_doc_75df627794

MULTI-MODAL TRANSPORTATION PLAN FINAL July 2014 In association with DKS Associates and Alta Planning + Design Images from Nelson\Nygaard and Jen Heibert MOSCOW MULTI-MODAL TRANSPORTATION PLAN ADOPTED ---PAGE BREAK--- MULTI-MODAL TRANSPORTATION PLAN This page intentionally left blank. City of Moscow Multi-modal Transportation Plan I i ---PAGE BREAK--- MULTI-MODAL TRANSPORTATION PLAN Mayor Bill Lambert Nancy Chaney (outgoing) City Council Art Bettge Dan Carscallen John Weber Tom Lamar (Steering Committee representative) Walter Steed (Steering Committee representative) Wayne Krauss City Staff and Technical Advisory Committee (TAC) Les MacDonald, Public Works Director (Technical Advisory Committee representative) Kevin Lilly, City Engineer (TAC representative) Bill Belknap, Community Development Director (TAC representative) Tyler Palmer, Streets/Fleets Manager (TAC representative) Carey Edwards, Engineering Technician Philip Cook, Transportation Commission Vice Chair (TAC representative) Carl Root, University of Idaho Parking and Transportation Services Manager (TAC representative) Jenny Ford, SMART Transit (TAC representative) Steering Committee Karin Clifford, Paradise Path Task Force Greg Harris, Moscow School District Joel Hamilton, Moscow Planning and Zoning Commission Ronald Smith, University of Idaho VP for Finance and Administration and SMART Transit Board member Ken Helm, ITD District II Mary Dupree, Mobility Task Force Joe Williams, Moscow Fire Dept. Brian Johnson University of Idaho Associate VP for Facilities Dan Carscallen, North Latah County Highway District Mike Lowry, University of Idaho Faculty (Civil Engineering) Nancy Nelson, Moscow Transportation Commission Chair Gina Taruscio, Chamber of Commerce Mark Leeper, Disability Action Center Dennis Cockrell, Gritman Hospital Tom Grundin, Moscow Parks and Recreation Dept. Dave Lehmitz, Moscow Police Dept. Project Consultants Thomas Brennan, Nelson\Nygaard Evan Corey, Nelson\Nygaard Brie Becker, Nelson\Nygaard Tomoko Delatorre, Nelson\Nygaard Reah Flisakowski, DKS Associates Garth Appanaitis, DKS Associates Mike Tresidder, Alta Planning + Design ACKNOWLEDGEMENTS City of Moscow Multi-modal Transportation Plan I ii ---PAGE BREAK--- MULTI-MODAL TRANSPORTATION PLAN 1 INTRODUCTION 1-1 A Vision for Mobility and Accessibility 1-3 Guiding Principles and Objectives 1-5 Planning Process 1-6 Plan Organization 2 GETTING AROUND MOSCOW TODAY 2-1 Moscow at a glance 2-2 Activity Centers and Land Use Character 2-5 Mobility Profile 2-5 Walking and Bicycling in Moscow 2-9 Transit in Moscow 2-26 Roadway & Traffic Operations in Moscow 2-37 Parking Conditions in Downtown Moscow Today 2-39 Existing Transportation Demand Programs 3 LAND USE IMPACTS ON MOBILITY AND ACCESS 3-1 Demographic Profile and Growth 3-4 Future Land Uses and Growth Areas 3-8 Planned Transportation Improvements 3-9 Auto Traffic, 20 Years From Now 4 ROADWAY AND TRAFFIC OPERATIONS STRATEGY 4-1 Future Deficiencies and Needs 4-3 Recommended Strategies 4-41 Moscow on the Move Street Network Plan 5 ACTIVE TRANSPORTATION STRATEGY 5-1 Core Actions: Creating a Walkable and Bikeable City 5-14 Supporting Actions 5-25 Access to Transit Recommendations 5-27 Snow Removal Recommendations 5-30 Promoting Active Transportation and Recreation 6 TRANSIT STRATEGY 6-1 The Importance of Transit 6-6 Near-Term Transit Service Improvements 6-15 Long-Term Transit Strategy 6-21 Supporting the Near- and Long-Term Transit Vision 7 PARKING AND TRANSPORTATION DEMAND MANAGEMENT STRATEGY 7-1 Managing Parking in Downtown 7-5 Travel Option Programs TABLE OF CONTENTS City of Moscow Multi-modal Transportation Plan I iii ---PAGE BREAK--- MULTI-MODAL TRANSPORTATION PLAN 8 THE ACTION MANUAL 8-1 Elements of the Action Manual 8-7 Modal Action Plans: The Next 5 Years 8-21 Funding Moscow on the Move 8-27 Recommended Capital Improvement Program A-E APPENDICES A Transportation Fact Book B Active Transportation Toolkit C Community Outreach Summary D Community Transportation Survey Summary E Transit Survey and Ridecheck Summary Table of Figures Page Figure 2-1 Activity Centers in Moscow Figure 2-2 Means of Transportation to Work, Moscow, Lewiston, Pullman, Latah County, Idaho, 2006- 2010 Figure 2-3 SMART Overview (2012) Figure 2-4 SMART Existing Fixed-Route Service 2-11 Figure 2-5 Low-Income Population and Households without Cars, 2005 - 2009 2-15 Figure 2-6 Youth & Senior Population, 2010 2-16 Figure 2-7 Geographic Areas Underserved by Transit 2-19 Figure 2-8 Planned Growth Areas 2-23 Figure 2-9 Inflow and Outflow of Moscow Residents and Workers, 2010 2-27 Figure 2-10 Single Occupant Vehicle (SOV) Commuters in Moscow 2-27 Figure 2-11 Average Daily Traffic at Primary Gateways to Moscow (2011) 2-28 Figure 2-12 Functional Classification of Moscow Streets 2-29 Figure 2-13 Existing Intersection Performance (PM Peak Hour) 2-31 Figure 2-14 Adopted Street Designations 2-32 Figure 2-15 Severity of Reported Collisions in Moscow, 2007-2011 2-33 Figure 2-16 Citywide collision density and number of bicycle- and pedestrian-involved collisions, 2007- 2011 2-35 Figure 2-17 Off-Street Parking Utilization (2011) 2-37 Figure 2-18 Moscow Parking Zone Map (2012) 2-38 Figure 3-1 Historic & Projected Population in Moscow, 1900-2030 Figure 3-2 Moscow Employment Trends, 2000 - Figure 3-3 Population and Employment Density, 2010 Figure 3-4 Future Land Uses, Moscow Comprehensive Plan Figure 3-5 Historical growth patterns and future growth areas Figure 3-6 Comparison of Primary Base and Future Year Assumptions Figure 3-7 Forecast Average Daily Traffic at Primary Gateways to Moscow (2035) 3-10 Figure 3-8 Forecast PM Peak Hour Traffic Volumes by Approach (2035) 3-11 Figure 4-1 Future Roadway Connections Figure 4-2 Daily Forecast Volumes on Proposed Roadway Connections (2035) Figure 4-3 Third Street Connection Assessment (Daily 2035 Forecast Volumes) 4-11 Figure 4-4 Third Street Bridge Alternatives Evaluation 4-13 TABLE OF CONTENTS City of Moscow Multi-modal Transportation Plan I iv ---PAGE BREAK--- MULTI-MODAL TRANSPORTATION PLAN Figure 4-5 Ring Road Concept 4-16 Figure 4-6 Ring Road Daily Traffic Volume (2035) 4-17 Figure 4-7 Recommended Functional Classifications 4-21 Figure 4-8 Summary of 2012 Citywide Street Design Standards 4-24 Figure 4-9 Surveyed Neighborhood Traffic Management Performance 4-25 Figure 4-10 Neighborhood Traffic Management Toolbox 4-27 Figure 4-11 Summary of Intersection Level of Service Conditions 4-33 Figure 4-12 Future Intersection Performance (2035) 4-35 Figure 4-13 Intersection Traffic Control Plan 4-39 Figure 5-1 Core Active Transportation Actions for Moscow Figure 5-2 Facility Variety Benefits Figure 5-3 Education & Outreach Benefits Figure 5-4 Signage/Wayfinding Plan Benefits Figure 5-5 End-of-Trip Facility Benefits Figure 5-6 Maintenance Policy Benefits Figure 5-7 Crossings & Intersections Improvement Benefits 5-10 Figure 5-8 Signal Design and Timing Improvement Benefits 5-12 Figure 5-9 Sidewalk Infill/Completion Benefits 5-13 Figure 5-10 Complete Streets Implementation Process (Post-Policy Adoption) 5-15 Figure 5-11 Sidewalk Infill Project Criteria 5-16 Figure 5-12 Existing Bicycle Network 5-19 Figure 5-13 Bicycle Network and Crossing Improvement Needs Identified by the Community 5-20 Figure 5-14 Planned (20-year) Bikeway Network 5-23 Figure 5-15 City of Moscow Existing Snow Routes 5-27 Figure 6-1 Existing System with Minor Improvements Figure 6-2 Near-Term Service Design Recommendation Figure 6-3 Summary of Near-Term Service Design 6-11 Figure 6-4 Cost of Capital Improvements 6-13 Figure 6-5 Transit Service Options Needs Analysis 6-14 Figure 6-6 Long-Term Transit Vision 6-16 Figure 5-7 Example of Resource Allocation to Productivity vs. Coverage Oriented Service 6-18 Figure 6-8 Long-Term Transit Strategy Service Standards 6-18 Figure 6-9 Enhanced Stop Amenity Inventory 6-23 Figure 6-10 Station Stop Tiers and Thresholds for Investment 6-24 Figure 8-1 Project Evaluation Process and Immediate-/Short-term Priority Project Delivery Figure 8-2 Active Transportation Evaluation Criteria Figure 8-3 Motor Vehicle Evaluation Criteria Figure 8-4 Access Spacing Standards for City Street Facilities Figure 8-5 TDM Evaluation Criteria 8-20 Figure 8-6 Moscow on the Move Capital Improvement Program: Active Transportation Projects 8-28 Figure 8-7 Capital Improvement Program: Active Transportation Projects Map 8-35 Figure 8-8 Moscow on the Move Roadway and Traffic Operations Projects 8-37 Figure 8-9 Capital Improvement Program: Roadway and Traffic Operations Projects Map 8-43 TABLE OF CONTENTS City of Moscow Multi-modal Transportation Plan I v ---PAGE BREAK--- SETTING THE CONTEXT I CHAPTER 1 INTRODUCTION This chapter explains why the City is developing a multi-modal transportation plan and establishes the guiding principles and objectives of Moscow on the Move. The Introduction also summarizes Moscow on the Move’s planning process and the resulting document’s structure. ---PAGE BREAK--- Moscow on the Move MULTI-MODAL TRANSPORTATION PLAN This page intentionally left blank. ---PAGE BREAK--- Moscow on the Move I 1-1 Cultivating a balanced, sustainable, and efficient multimodal transportation system is a high-priority goal of the City of Moscow. This plan, Moscow on the Move, acts as an implementation tool for the policies established in the City of Moscow’s Comprehensive Plan. The Comprehensive Plan, along with several prior planning efforts such the Downtown Revitalization Plan, seek to improve mobility options and opportunities to access Moscow’s wealth of cultural, retail, civic, and university destinations. Moscow on the Move will guide transportation investments within Moscow over the next 20 years by establishing policies and strategies that promote a range of attractive and viable transportation options. A VISION FOR MOBILITY AND ACCESSIBILITY The Comprehensive Plan calls for a transportation system that extends its street and pathway networks and ensures safe access throughout the city for all transportation modes, including walking, bicycling, driving, carpooling, and public transportation. As the street, pedestrian, and pathway network is improved and expanded, the City will use transportation investments to leverage economic development, improve human health, and preserve community character. The City will balance the need for improved and safer local business access with its commitment to accommodate delivery vehicles and state highway traffic. Achieving these goals will in turn enhance Moscow’s attractiveness for future residents, visitors, and businesses, including University students, staff, and faculty. Developing a Multi-Modal Transportation Plan for Moscow According to the 2012 Moscow Biannual Citizens Survey, most Moscow residents rate the quality of life in Moscow as “good” or “excellent.” Still, transportation issues are among the community’s key concerns. Residents have expressed interest in a wide range of mobility issues, from the level and quality of transit service and lack of bikeway connections to deficient street connections and sidewalk conditions. Ultimately, the City’s streets are one of Moscow’s most heavily utilized and most critical community assets. Moscow on the Move seeks to balance the competing needs of the city’s diverse travel markets1 and improve local quality of life through transportation investments. Although transportation plans are necessary for ensuring adherence to Idaho Code, there are many other reasons to develop a multi-modal transportation plan. For the City of Moscow, these include the following:  People desire transportation options and a variety of route options.  The recent adoption of MAP-21, the updated federal transportation bill, will likely add new challenges to funding transportation improvements in Moscow. This plan seeks to expand funding options and local partnerships to develop the transportation network of the future. 1 A travel market is a segment of commuters or travelers using any particular mode, or the markets that are most likely to access a particular transportation service. For example, the transit market commonly includes students, elderly, carless, and low-income populations. 1 INTRODUCTION ---PAGE BREAK--- 1-2 I City of Moscow Multi-modal Transportation Plan  The cost of transportation is increasing due to rising fuel costs. Offering affordable travel options in a city with a large college student and elderly population is critical.  Many Moscow residents are physically active and are interested in expanding opportunities to walk and bicycle for transportation and recreation.  Moscow is competing on a national and global scale to attract new companies, talented workers, and new students and faculty. Developing streets that foster civic, retail, and social activity as well as vibrant, well- connected neighborhoods is a key strategy to attract new business and support cultural vitality.  Moscow residents enjoy a healthy Paradise Creek and clean air. Greater emphasis on infrastructure that promotes the use of low impact modes of travel like walking, bicycling, public transit, and ridesharing, can limit the impact on local air quality, water quality, and global climate change by reducing per capita tailpipe emissions and runoff.  To benefit from expanded opportunities for physical activity and active transportation, residents of all ages must feel comfortable and safe using Moscow’s streets, sidewalks, and pathways. Safe and inviting streets and clear connections to bicycle and pedestrian pathways are essential to encourage active living and recreation.  As Moscow residents age, the City must accommodate those who wish to age in place by providing mobility options for older adults. This will ensure senior populations are engaged, active, and independent. Moscow has a diversity of streets with varying levels of accommodation for walking, transit, and bicycles. Barriers like major arterials and topography can limit mobility options. Moscow on the Move aims to expand the availability of safe and efficient transportation options for Moscow’s residents, while addressing broader community issues. Image from Nelson\Nygaard ---PAGE BREAK--- 1-3 I Introduction GUIDING PRINCIPLES AND OBJECTIVES A set of visionary and achievable transportation principles and objectives will guide investment, management, and operation of Moscow’s local transportation system over the next twenty years. The key philosophy of Moscow on the Move is that outcomes generated from the plan are tied directly to broader community goals. Mobility and the investments that guide development of a multi-modal transportation system are not an end in themselves. Communities do not invest in transportation for the sole purpose of moving people and goods. Transportation is really a means to achieve wide-ranging local and regional economic, environmental, and community goals. Moscow on the Move’s guiding principles and objectives are summarized below and listed in Figure 1: Mobility and access. Ensures people can access destinations using a diversity of travel options, routes, and seamless multi-modal connections. Objectives relate to providing a variety of travel options for all types of users (including the provision of a connected sidewalk and pathway system); increasing transit ridership through improved transit service; establishing high-quality and affordable intercity transportation options to nearby regional centers; improving access to Pullman-Moscow Regional Airport; and ensuring efficient goods movement and delivery access. Downtown and University public spaces. Creates great community places throughout Moscow that residents and visitors want to visit and pass through. Objectives include ensuring downtown thoroughfares and the streets that lead to them are walkable, interesting, and safe; developing downtown and commercial districts as places that encourage people to stay, eat, shop, and play; and ensuring current campus street connections and future campus- related development makes car-free living an attractive and realistic option. Economic resilience. Develops a transportation system with active downtown and neighborhood environments that support and create sustained economic activity. Objectives include designing walkable commercial streetscapes that promote retail activity and local business growth; reducing transportation costs and insulating residents from global economic fluctuation in oil prices by providing affordable travel options; striking a balance between safe and efficient delivery access and fostering a walkable downtown; and developing a well-connected trail system that improves access to retail and jobs, while attracting visitors to Moscow. Land use, design, and quality of life. Supports expanded quality of life in downtown and residential neighborhoods through well-designed streets, growth, and trail development. This may include integrating land use decisions to promote walkable and well-connected communities supported by trails and open space. Related to this, a key objective is to advance neighborhood quality of life in Moscow by investing in, and developing, streets that foster active, healthy, tranquil, clean, safe, and socially cohesive neighborhoods. Safe streets. Promotes safer travel behavior and awareness of different roadway users through design, traffic operations, expansion of route choices, and education. Objectives cover the design, operation, and maintenance of streets and pathways to promote safe, comfortable use for all roadway users; applying the Complete Streets model; targeting lighting improvements in key corridors; and expanding awareness and traffic enforcement efforts. For more information on Complete Streets, see page 5-14 of Active Transportation Strategy (Chapter Active and healthy living. Encourages citizens to maintain an active lifestyle. Objectives relate to supporting walking to transit with adequate pedestrian infrastructure; providing a variety of bikeways and bike parking to expand the benefits of cycling to a broader section of Moscow’s population; and developing walking routes and intersections that are fully accessible to pedestrians of all ages and abilities. Environmental quality. Ensures Moscow’s transportation system coexists with and supports the health of the local and regional environment. Objectives include limiting the impact of transportation operations on air quality, watershed health, and farmland, and reducing transportation-related greenhouse gas emissions. ---PAGE BREAK--- 1-4 I City of Moscow Multi-modal Transportation Plan Figure 1 Moscow on the Move Guiding Principles and Objectives Guiding Principles/Goals Objectives Mobility and access: Ensure people can access destinations throughout Moscow using a diversity of travel options, routes, and seamless multi-modal connections. Ensure Moscow’s streets, intersections, and transportation networks facilitate multi-modal access to neighborhoods and major destinations accommodating all modes and all users, regardless of age or ability. Increase transit ridership by improving frequency, reliability, and service span, as well as the quality of transit facilities, passenger amenities, and vehicles. Establish and maintain high-quality, affordable intercity transportation options between Moscow and other regional centers like Pullman, Lewiston, Coeur d’Alene, Spokane, and Boise. Improve non-single occupant vehicle connections to Pullman-Moscow Regional Airport. Provide cost-efficient parking options that respond to customer demand and integrate with walkable street and community design. Downtown and University public spaces: Create great community places throughout Moscow that residents and visitors want to access. Ensure downtown thoroughfares and the streets that lead to them are walkable, interesting, and safe. Develop downtown and commercial districts as places that encourage people to stay, eat, shop, and play. Coordinate with the University of Idaho to ensure current campus street connections and future campus-related development makes car-free living an attractive and realistic option and allows people to arrive on campus and move about without a private vehicle. Economic resilience: Develop a transportation system with active downtown and neighborhood environments to support and create sustained economic activity. Design walkable commercial streetscapes that promote retail activity and local business growth. Develop a well-connected trail system that improves access to retail and jobs and attracts visitors to Moscow. Provide a range of transportation options to reduce transportation costs and retain local wealth. Reduce the impact on residents from global fluctuation in oil prices by expanding local and regional travel options beyond automobile travel. Ensure safe, efficient, and predictable freight and delivery access while acknowledging the need to foster walkable downtown and University streetscapes. Land use, design, and quality of life: Support expanded quality of life in downtown and residential neighborhoods through conscious street design, growth, and trail development. Integrate transportation and land use decisions to promote walkable and well-connected communities. Expand and develop better connections to Moscow’s trail and open space network to support more active transportation and recreation. Advance Moscow’s neighborhood quality of life by investing in and developing streets that foster active, healthy, quiet, clean, safe, and socially cohesive neighborhoods. Safe streets: Promote awareness of different roadway users through design, traffic operations, expansion of route choices, and education. Operate and maintain streets and pathways to promote safe and comfortable use for all roadway users. Improve user visibility by better illuminating key corridors. Improve safety by designing Complete Streets for all roadway users and discouraging excessive vehicle speeds. Coordinate with Moscow Police Department to enforce traffic laws and provide educational opportunities to traffic law offenders. Expand educational efforts for motorists (both cars and trucks), pedestrians (including transit users), and bicyclists on safe operation and behavioral expectations. Active and healthy living: Encourage citizens to maintain an active lifestyle. Ensure walking to transit is supported with adequate sidewalks and crossing facilities. Provide a variety of bikeways, including paths, bike lanes, low traffic bicycle routes, and separated on-street facilities, as well as secure bicycle parking to expand cycling’s benefits to a broader section of Moscow’s population. Develop walking routes furnished with sidewalks and intersections that accommodate the diverse needs of pedestrians of all ages and abilities. Environmental quality: Ensure Moscow’s transportation system coexists with and supports the health of the local and regional environment. Limit the impact of transportation operations on air quality, watershed health, and farmland. Reduce transportation-related greenhouse gas emissions. ---PAGE BREAK--- 1-5 I Introduction PLANNING PROCESS Moscow on the Move is a 20-year transportation plan that prioritizes short- and long-term actions for the City to reach the vision and goals set forth by the community. Input from key stakeholders and citizen participation guided the process of developing Moscow on the Move plan and setting implementation priorities. The plan’s recommended actions aim to balance residential, commercial, downtown, institutional, and regional interests through a community and stakeholder engagement process. The city’s transit provider Sustainable Moscow Area Regional Transportation (SMART), the University of Idaho, and the Idaho Transportation Department are key partners in the planning effort whose support will be needed to implement Moscow on the Move. City departments, Moscow School District, and Latah County participated throughout the process. A detailed summary of outreach activities will be provided in Appendix C, after the final open house is complete. Moscow on the Move was developed in three key phases:  Phase 1 – Define the issues: Involved meetings with stakeholders and interested citizens as well as technical work in the areas of Transit Operations, Traffic Operations and Street Design, Bicycle and Pedestrian Environments, and Parking and Travel Options Programming.  Phase 2 – Develop multi-modal transportation policy, program, and project options: Identified programs and physical improvements based on the findings of Phase 1.  Phase 3 – Develop a multi-modal transportation plan: Included definition of near- and long-term projects and programs for Streets and Traffic, Goods Movement, Transit, Active Transportation, and Parking and Travel Options. Figure 2 Moscow on the Move Planning Process Moscow on the Move’s first community open house gathered community members to discuss issues and opportunities for all transportation modes in Moscow. Image from Nelson\Nygaard ---PAGE BREAK--- 1-6 I City of Moscow Multi-modal Transportation Plan PLAN ORGANIZATION Moscow on the Move is a roadmap that guides transportation investments over the next 20 years. This document identifies projects and programs that help address Moscow’s community needs as well as current and future mobility challenges facing the city. Projects and programs underlined in the plan are prioritized and detailed to move them from plan to implementation. The plan also provides policy guidance to help meet, not only the goals of Moscow on the Move, but also broader community goals adopted in the Comprehensive Plan. Moscow on the Move is organized into four elements. The plan’s organization is listed below. Setting the Context Chapter 1: Introduction—Identifies the plan’s principles and objectives and explains the overall purpose and planning process. Chapter 2: Getting Around Moscow Today—Provides a brief summary of existing conditions, challenges, mobility and access gaps, and future growth and land use trends. Chapter 3: Land Use Impacts on Mobility and Access—Summarizes Moscow’s planned land uses, future development centers, and the population and growth trends that will influence needs for mobility and access in the future. Establishing Multi-modal Strategies Chapter 4: Roadway and Traffic Operations Strategy—Determines cost-effective strategies to improve street connectivity and manage traffic, and identifies critical capital improvements to the roadway network. Chapter 5: Active Transportation Strategy—Provides a policy blueprint for better walking and bicycling conditions as well as a citywide network of neighborhood greenways, bicycle lanes, and Paradise Path expansion with descriptions of bicycle and pedestrian projects. Chapter 6: Transit Strategy—Focuses on policy and implementation actions related to transit, leading to development of service guidelines, near-term transit improvements and vision for Moscow’s transit network in 2035. Chapter 7: Parking and Transportation Demand Management Strategy—Guides future parking management as necessary and recommends a package of transportation programs aimed at encouraging transit use, bicycling, and walking for transportation. Implementing the Plan Chapter 8: The Action Manual—Identifies a prioritized list of multi-modal projects for near-term, establishes a 20- year capital improvement plan, and highlights a realistic funding strategy for Moscow. Appendices Appendix A: Transportation Fact Book—Developed in the early stages of Moscow on the Move, the Transportation Fact Book documents existing conditions, best practices, and research on transportation outcomes. Appendix B: Active Transportation Toolkit—Offers design guidance for bicycle and pedestrian improvements. Appendix C: Community Outreach Summary—Overview of community outreach activities and their outcomes. Appendix D: Community Transportation Survey Summary—Summarizes a web-based community survey identifying citizen travel behavior, transportation priorities, and demographics. Appendix E: Transit Survey and Ridecheck Summary—Observed transit ridership data and passenger preferences, attitudes, and needs related to transit in Moscow. ---PAGE BREAK--- SETTING THE CONTEXT I CHAPTER 2 GETTING AROUND MOSCOW TODAY This chapter summarizes the current state of Moscow’s transportation system, including the roadway network and performance, parking supply, the bicycle and pedestrian network, and transit services and needs. Key issues, challenges, and barriers for each mode are highlighted that will inform modal strategies in the chapters to come. ---PAGE BREAK--- Moscow on the Move MULTI-MODAL TRANSPORTATION PLAN This page intentionally left blank. ---PAGE BREAK--- Moscow on the Move I 2-1 This chapter summarizes Moscow’s key transportation issues, including those related to the roadway network, parking supply, the bicycle and pedestrian network, and transit services and needs. Key issues, challenges, and barriers for each mode are highlighted and will inform modal strategies in Chapters 4-7. For a more comprehensive overview of existing conditions, please see the Moscow on the Move Transportation Fact Book in Appendix A. MOSCOW AT A GLANCE Moscow is a small but growing city located along the Idaho-Washington border in north central Idaho. At 6.2 square miles, the city is relatively compact in land area and is home to 23,800 residents. Moscow is located in the Palouse region of the Columbia River Plateau. Known for its strong agricultural heritage, the city has grown a more diverse economy that includes education and health care. The city is surrounded by mountains and ridges: the Moscow Mountain range lies to the northeast and Paradise Ridge and Tomer Butte are to the southeast. The city itself is situated on hilly terrain, especially the neighborhoods east of downtown. Moscow is well-known for its trail network including the iconic Bill Chipman Palouse Trail. Image from Nelson\Nygaard 2 GETTING AROUND MOSCOW TODAY ---PAGE BREAK--- 2-2 I City of Moscow Multi-modal Transportation Plan Moscow is located near several regional centers including Pullman, Washington (situated eight miles to the west), Lewiston, Idaho (located 32 miles to the south), and Spokane, Washington (roughly 80 miles to the north). The most populous city and the county seat of Latah County, Moscow is also home to the University of Idaho, which is the city’s largest employer. As part of the Palouse Knowledge Corridor, Moscow and the University are leveraging the community’s intellectual and creative assets to house new and growing industries, attract a diverse residential population, and grow and diversify its economy. As home to the University of Idaho and an active and engaged citizenry, Moscow hosts a variety of community, cultural, and art events including a thriving Farmers Market, Moscow Art Walk, and Rendezvous in the Park events. ACTIVITY CENTERS AND LAND USE CHARACTER Downtown Moscow (and areas immediately north of the center), Eastside Marketplace, and strip commercial on the eastern and western reaches of SH-8 serve as the city’s key commercial nodes. The University of Idaho is located directly to the southwest of Moscow’s downtown and is the city’s largest employer. The University is bordered by SH- 8 and US-95 and can be accessed via Taylor Avenue, Sweet Avenue, College Street, Line Street, Sixth Street, Stadium Way, Perimeter Drive, Old Pullman Road, and the Paradise Path. The K-12 schools serving Moscow include J. Russell Elementary, Lena Whitmore Elementary, West Park Elementary, A.B. McDonald Elementary, St Mary’s School, Logos School, Moscow Middle School, Moscow Charter School, Palouse Prairie Charter School, White Pine Montessori, Paradise Creek Regional Alternative School, and Moscow Senior High. Medical facilities in Moscow are clustered in the downtown area around the Gritman Medical Center, although several have moved to West A Street, making multi-modal access more difficult. Social services and nonprofits, including the United Way, Community Action Agency, Success by Six Cares Center, Opportunities Unlimited, and Inclusion North, are located in the core downtown area. The Health & Welfare Department and Latah County WIC Program are located further out, on the Troy Highway (SH-8) and East Palouse River Drive. Senior housing and assisted living facilities are less centralized than other uses. These facilities tend to be located outside of downtown, in less dense areas north of East D Street, south of Styner Avenue, and east of South Mountain View Road. Key destinations and activity centers that create travel demand are shown in Figure 2-1. Housing and residential form Residential housing is the most prevalent land use in Moscow. Housing is generally low density in nature, with the exception of multifamily and student housing in the neighborhoods immediately north, south, and southeast of the University. Residential housing can range from traditional neighborhood development (like the grid neighborhoods immediately east of downtown), planned subdivisions east of Mountain View Road, higher density apartments in portions of Southeast and Southwest Moscow, and mobile home parks. Most pre-1950s housing development occurs on a grid street network. However, mid-century and more recent suburban style subdivision development has led to the construction of “loop and lollipop” style street networks—land use decisions that impact current travel behavior. Because of urban expansion and changes to compact community form, car dependency has been instilled in many households. A sizable low-income population living along the North Polk Extension northeast of the downtown area is located outside of the area that receives transit service from SMART (Sustainable Moscow Area Regional Transit) Transit’s West and East Routes. Similarly, areas east of Mountain View Road have limited access to transit. The lack of public transportation services, sidewalk connectivity, and bikeways may lead to higher rates of driving in these areas. ---PAGE BREAK--- n n n n n n n n n n n G G G G G G G G " " " " Æc " " " n n " D St F St A St Polk St Palouse River Dr Almon St C St Baker St First St Main St Blaine St B St Itani Dr White Ave Lynn Ave Logan St Lilly St Line St Taylor Ave Mountain View Rd Harrison St Asbury St Morton St Public Ave Mabelle St Sixth St Alturas Dr Park Dr Grant St Castleford Moser St Elm St Sweet Ave Third St Farm Rd Daves Ave Concord Ave Nursery St Garfield St Eighth St Fifth St Conestoga Dr Fairview Dr Camas St Pintail Ln Adams St Granville St Lenter St Mckinley St Kenneth St Cleveland St Styner Ave Hayes St Shoshone St Weymouth St Slonaker Dr Quail Run Dr Residence St Empire Ln Mountain View Rd Howard St Panorama Dr Ford St Ridge Rd Susan Dr Southview Ave Victoria Dr Washington St Levick St Lincoln St Colt Rd Lexington Ave Brent Dr Lewis St Peterson Dr Orchard Ave Britton Ln College St Hirschi Rd Lemhi Dr Joseph St Ash St Cambridge Ct Homestead St Jefferson St Damen St Crestview Dr Jackson St Ekes Rd Third St Sixth St Rodeo Dr E St Harold St Arborcrest Rd Hayes St B St Orchard Ave Third St Adams St Blaine St Sixth St White Ave A St Sixth St WalMart Goodwill City Hall St. Augie's Clark House Friendship Square Creekside Seniors St. Mary's School University of Idaho Palouse Mall / Winco Eastside Market Place J. Russell Elementary Gritman Medical Center Moscow Jr. High Disability Action Center Lena Whitmore Elementary A.B. McDonald Elementary Moscow Senior High New Saint Andrews College Good Samaritan-Fairview Village Idaho Department of Labor Office Idaho Department of Health & Welfare Paradise Creek Regional Alternative School University of Idaho Student Health Services Intermodal Transit Center Sojourners Alliance Milestone Decisions Incorporated Logos School Gritman Adult Day Health Moscow Charter School Palouse Surgeons Lewis Clark Early Childhood Kindred Nursing and Rehabilitation-Aspen Park West Park Elementary Palouse Prairie Charter School Good Samaritan White Pine Montessori 1912 Center Rosauers ^ 0 0.25 0.5 Miles WASHINGTON IDAHO Data Sources: City of Moscow, SMART Transit, State of Idaho Department of Lands GIS, U V 8 95 U V 8 95 State Boundary Trails Downtown District City Limits Æc Library Civic n School Shopping G Medical Senior Housing " Social Service Landmarks Transfer Point West Route (Green) East Route (Blue) Limited Services SMART Transit Bus Stops " Figure 2-1 Activity Centers in Moscow To Pullman-Moscow Regional Airport To Lewiston To Troy To Potlatch / Palouse ---PAGE BREAK--- Moscow on the Move MULTI-MODAL TRANSPORTATION PLAN This page intentionally left blank. ---PAGE BREAK--- 2-5 I Getting Around Moscow Today MOBILITY PROFILE For a small city, Moscow excels in promoting commuting alternatives to the car.1 As noted in Figure 2-2 less than 60% of Moscow residents drive alone to work and 11% carpool; a total of 69% of residents drive or ride in a car to work. While public transit ridership is low, at just over walking and bicycling rates are very high, at almost 20% and 6% respectively. Moscow’s high non-motorized commute population is driven by the local University population and the city’s compact size. Compared to Moscow, fewer residents of Pullman drive or ride in a car to work This is partially due to Pullman exhibiting a higher student proportion than Moscow (65% compared to 52%, respectively). Due to Pullman’s more established transit system with dedicated funding sources and a higher student proportion, their transit ridership is dramatically higher than Moscow’s, at nearly Residents in Moscow and Pullman walk at similar rates, but bicycling in Pullman is much lower than Moscow, at only Compared to Latah County and Idaho as a whole, Moscow residents drive less, take public transit more often, and walk and bike at significantly higher rates than average. Boulder, Colorado is often described as a leading University town in the U.S. when it comes to maintaining a low drive alone mode split. Moscow has a similar drive alone mode split (Boulder was at 53% in 2010). Figure 2-2 Means of Transportation to Work, Moscow, Lewiston, Pullman, Latah County, Idaho, 2006-2010 Moscow Lewiston Pullman, WA Latah County Idaho State Drove alone 57.6% 82.5% 54.3% 63.1% 76.4% Carpooled 11.4% 10.2% 8.6% 13.7% 11.4% Public transportation 1.2% 0.4% 8.8% 0.8% 0.9% Walked 19.6% 2.5% 21.5% 13.2% 3.2% Bicycle 5.7% 0.7% 1.8% 3.8% 1.2% Worked at home 3.8% 2.2% 4.1% 4.6% 5.4% Source: American Community Survey 2006-2010 5 Year Estimates WALKING AND BICYCLING IN MOSCOW The City of Moscow has many programs in place to support a great walking and bicycling city. Many trips are within walking or biking distance – and no point within the city limit is farther than 1¾ miles from downtown Moscow or the University of Idaho. Moscow also has a well-used trail system and an active bicycle advocacy community. Today, there is a limited bicycle network provided for people riding bicycles for transportation or recreation. Outside of the trail network, much of the existing infrastructure requires riding in mixed traffic and may not appeal to many potential bicyclists. Expanding the current network and increasing the amount of dedicated bicycle facilities will be critical to encouraging new riders. Likewise, focusing on sidewalk continuity and safe crossings is necessary to ensure a safe and comfortable walking environment and potentially achieve greater levels of walking for all types of trips. In addition to continued investment in expanding the availability of safe facilities for walking and biking, new strategies for promoting active transportation must consider the following barriers: Auto-Centric Street Design. Many Moscow streets, like West A Street, have been designed primarily for the purpose of moving motor vehicles. The travel speeds and design of these streets can be a barrier to bicycling. For example, Washington and Jackson Streets downtown are regulated as 25mph streets, but their design facilitates 1 US Census Bureau, American Community Survey, 2006-2010 5-Year Estimates ---PAGE BREAK--- 2-6 I City of Moscow Multi-modal Transportation Plan speeding. Current roadway design, typified by wide travel lanes and large turning radii, inhibits safety for motor vehicle drivers, pedestrians, and people on bicycles. Topography. Moscow contains hilly terrain, especially east and south of downtown. With grades as high as 15-16%, traversing some of Moscow’s hillier streets can be challenging for cyclists and pedestrians. Pedestrians and cyclists alike select their route based on topography. Some pedestrians would not walk from their residence to work or to a downtown restaurant because of the steep grades in eastern Moscow. Highway Crossings. Crossings at several locations along SH- 8 and US-95 have limited visibility, sightline issues, and significant signal delay. These issues, as well as signal delay in downtown and along Pullman Road, were highlighted as problems by community members at Moscow on the Move’s first community open house. Without proper signal detection, pedestrians and bicyclists are more prone to ignore traffic control signals, thereby increasing their risk of collision. A bicycle and pedestrian underpass has been proposed at this location to eliminate the difficult crossing at Styner Avenue and SH-8. Image from Nelson\Nygaard Many east-west routes (such as Sixth Street as shown) have terrain that can be challenging for bicycles. Image from DKS Associates ---PAGE BREAK--- 2-7 I Getting Around Moscow Today Indirect Connections and Sidewalk Coverage. One of the most significant challenges for pedestrian travel is navigating the large number of gaps in the sidewalk network. These gaps particularly affect people with mobility or visual impairments and those walking to access SMART Transit. Gaps in the bicycle network are significant barriers for bicyclists as well. Although circuitous routes are sometimes necessary for bicyclists due to topography, dropped bike lanes at intersections or unnecessary detours necessitated by gaps in the bicycle network impede trip-making. Trail Connections. Because Paradise Path and the two regional trails—Latah Trail and the Bill Chipman Palouse Trail—are primary components of the Moscow bicycle network, connections to these trails are critical. Current trail connections are limited and sometimes difficult to access. White Avenue/Styner Avenue at SH-8 is a notoriously difficult crossing location for those seeking to access the trail network. Downtown Access. Enhanced bicycle connections to downtown Moscow are important to those who choose bicycling and to encourage new bicycle trips to and through downtown. Improving downtown access is critical to integrating University of Idaho student life into the broader fabric of the city. Downtown-bound bicyclists currently lack comfortable bicycle access and secure bicycle parking options. Improving these conditions will help students access downtown retail and keep Downtown Moscow competitive with other retail areas. Commercial Center Access. People seeking to access commercial centers outside of downtown (e.g. Eastside Marketplace and Palouse Mall) by bicycle or on foot are faced with a range of challenges including topography, bikeway connectivity, traffic conditions, and lack of bike parking. Pedestrian Delay in Downtown and Along Highways. Downtown traffic signals at the intersection of Jackson and Washington Streets require pedestrians to actuate the signal instead of providing an automatic WALK phase. Bicyclists’ Behavior. Today, there is a perception that many bicyclists in Moscow behave either illegally (riding the wrong direction on a street, failing to yield at stop signs and traffic signals) or unsafely (riding on the sidewalk, riding without a helmet). Highly visible education campaigns for all roadway users are necessary to ensure bicycling remains safe and predictable for all roadway users. A cyclist waits over a minute to cross Washington Street. Image from Nelson\Nygaard Friendship Square in downtown Moscow offers a safe, comfortable pedestrian environment. Image from Nelson\Nygaard ---PAGE BREAK--- 2-8 I City of Moscow Multi-modal Transportation Plan Signage directing cyclists to Paradise Path and destinations within Moscow. Image from Nelson\Nygaard Legibility & Public Awareness. In some places, lack of information about the existing bicycle network, trip travel times, and routing may prevent residents from taking trips by bicycle. In some cases, the fact that much of the city’s bicycle network and, specifically, Paradise Path, are not visible to motorists might cause residents to overlook the network’s potential utility for cycling for transportation, in addition to cycling for recreational purposes. Bikeway and Sidewalk Maintenance. Sidewalks and bikeways in Moscow require maintenance and snow removal to prevent slipping hazards, sidewalk cracking, pavement drift from heavy vehicles (a phenomenon where pavement corrugates or ripples due to extensive use by heavy vehicles like trucks and buses), exposed railroad tracks, unswept debris, and gutter seams wide enough to catch bicycle tires. Without policies guiding how to address these issues, current conditions can discourage and endanger people walking and biking. Providing better accommodations for mobility-impaired citizens in Moscow In 2010, the City of Moscow established the Mobility Task Force to assess the condition of City streets to determine the efficacy of a continuous network of accessible pedestrian facilities including curb ramps for those with mobility impairments. The Task Force developed a set of mobility route principles that guided mobility improvement recommendations and sidewalk construction priorities. In the Mobility Task Force Report, these principles include the following fundamental principle: Moscow should be accessible to citizens of all ages and physical abilities. We should be able to use sidewalks to move safely and without serious impediments from any neighborhood to and throughout the downtown business district, to major shopping centers, to the University of Idaho, to major medical complexes and care facilities, and to schools, parks, and major recreational complexes. The estimated cost of installing sidewalks on at least one side of every street, including replacing all nonconforming pedestrian facilities and building accessible curb ramp improvements, is $19 million. This may be supplemented by the City’s planned enforcement of City Code Title V Chapter 7, which requires property owners to maintain their sidewalks “in good repair and safe condition” and indicates that “where no sidewalks exist on a street, the Council may require construction by the property owner.” ---PAGE BREAK--- 2-9 I Getting Around Moscow Today TRANSIT IN MOSCOW SMART (formerly known as Moscow Valley Transit) is the primary transit service provider in Moscow. SMART provides three types of transit service: fixed-route, Dial-A-Ride (DAR) service which includes Medicaid transportation, and complementary ADA paratransit service. General service characteristics for the fixed-route and DAR services are summarized in Figure 2-3 below. Further detail on system characteristics and performance can be found in Chapter 3 of the Moscow on the Move Transportation Fact Book (Appendix A of this document). Figure 2-3 SMART Overview (2012) Type of Service No. of Routes Total Vehicles/ Max. in Service Weekday Service Hours Service Frequency Standard Fare Annual Unlinked Trips Fixed-route 2 5 / 2 6:40 a.m. – 6:00 p.m. 30 minutes None 168,756 Dial-A-Ride N/A 3 / 2 6:40 a.m. – 6:00 p.m. Demand Response $1.50 11,094 Source: SMART Transit *Note: Unlinked passenger trips referred to the number of passengers who board public transportation vehicles. Passengers are counted each time they board vehicles no matter how many vehicles they use to travel from their origin to their destination Fixed-Route Service and Performance Trends: SMART fixed-route service includes two routes: the West Route and the East Route. Both routes, depicted in Figure 2-4 operate as one-way clockwise loops every 30 minutes from 6:40 a.m. until 6:00 p.m. during weekdays only. These routes play a critical role in increasing mobility for Moscow residents. SMART fixed route service has become more popular and more efficient over the past 5 years, with a 134% increase in total passengers and a 65% increase in passengers per revenue hour. Page 2-12 summarizes how SMART performs compared to an average of similar peer fixed-route transit systems. Dial-A-Ride Service and Performance Trends: SMART’s DAR service is provided to those who are unable to use fixed-route transit service, including people with disabilities and older adults. This service operates on the same days and hours as the SMART fixed-route service: 6:40 a.m. to 6:00 p.m., weekdays only. The fare for DAR is $1.50 for ADA qualified riders, and no fare is charged to ADA Priority Paratransit eligible riders. SMART provided 11,094 DAR rides in 2012. Use of the system has fluctuated somewhat over the years, with a net decrease in ridership of approximately 1% and an equivalent increase in passengers per revenue hour. SMART’s East Route at Mountain View and F Street is a key stop for students. Image from Nelson\Nygaard ---PAGE BREAK--- Moscow on the Move MULTI-MODAL TRANSPORTATION PLAN This page intentionally left blank. ---PAGE BREAK--- n n n n n n G G " Æc " " D St F St A St Polk St Palouse River Dr Almon St C St Baker St First St Main St Blaine St B St Itani Dr White Ave Lynn Ave Logan St Lilly St Line St Taylor Ave Mountain View Rd Harrison St Asbury St Morton St Public Ave Mabelle St Sixth St Alturas Dr Park Dr Grant St Moser St Sweet Ave Third St Farm Rd Daves Ave Concord Ave Nursery St Garfield St Eighth St Fifth St Conestoga Dr Fairview Dr Camas St Pintail Ln Adams St Granville St Lenter St Mckinley St Kenneth St Cleveland St Styner Ave Hayes St Shoshone St Weymouth St Slonaker Dr Quail Run Dr Residence St Empire Ln Mountain View Rd Howard St Panorama Dr Ford St Ridge Rd Susan Dr Southview Ave Victoria Dr Washington St Levick St Lincoln St Colt Rd Lexington Ave Brent Dr Lewis St Peterson Dr Orchard Ave Britton Ln College St Hirschi Rd Lemhi Dr Joseph St Cambridge Ct Homestead St Jefferson St Damen St Crestview Dr Jackson St Ekes Rd Sixth St Rodeo Dr E St Harold St Arborcrest Rd Hayes St B St Orchard Ave Third St Adams St Blaine St Sixth St White Ave A St Sixth St WalMart Goodwill City Hall St. Augie's Friendship Square St. Mary's School University of Idaho Palouse Mall / Winco Eastside Market Place J. Russell Elementary Gritman Medical Center Moscow Jr. High Disability Action Center Lena Whitmore Elementary Moscow Senior High Intermodal Transit Center Gritman Adult Day Health Moscow Charter School 20 23 64 35 73 12 44 10 16 24 39 12 12 17 10 39 14 54 118 186 10 40 12 52 86 15 69 179 15 43 42 0 0.25 0.5 Miles WASHINGTON IDAHO Data Sources: City of Moscow, Moscow Valley Transit, State of Idaho Department of Lands GIS, U.S. Census Bureau, 2005-2009 American Community Survey 5-Year Estimates U V 8 95 U V 8 95 State Boundary Trails Downtown District 1/4 mile Walking Buffers around Stops City Limits c Library Civic n School Shopping ^ G Medical Landmarks Transfer Point West Route (Green) East Route (Blue) Limited Services SMART Transit " Figure 2-4 SMART Transit Existing Fixed Route Service Total Activities by Stop ! ! Boarding Alighting (Proportionally Sized) ! ! ! 50 25 10 Data collected on 4/3/2012 & 4/4/2012 (Total Boarding and Alighting) To Pullman-Moscow Regional Airport To Lewiston To Troy To Potlatch / Palouse ---PAGE BREAK--- Moscow on the Move MULTI-MODAL TRANSPORTATION PLAN This page intentionally left blank. ---PAGE BREAK--- 2-13 I Getting Around Moscow Today How does SMART perform compared to similar systems? Peer Review of Fixed-Route Services A peer review was conducted to illustrate SMART’s performance compared to other similarly-sized systems. Five systems were chosen as peers:2  Billings Metropolitan Transit (Billings, Montana)  City of Cheyenne Transit Program (Cheyenne, Wyoming)  Corvallis Transit System (Corvallis, Oregon)  Missoula Urban Transit District (Missoula, Montana)  Pocatello Regional Transit (Pocatello, Idaho) Peer data were collected from the National Transit database (NTD); Moscow Valley Transit data was submitted by SMART staff. The table below summarizes key operating and system performance statistics for the year 2010 for Moscow Valley Transit/SMART and the average of its peers. SMART’s operating expenses per revenue mile is about 47% higher than that of its peers, but is only 4% higher per revenue hour than the peer average. Passenger trips per revenue mile are significantly higher for SMART Comparison of Key Operating & System Effectiveness Statistics – SMART and Peer Systems Statistic (2010 numbers) SMART Peer Average SMART vs. Peers Service area population 24,080 67,656 36% Service area square miles 6.8 23 29% Passenger trips 137,121 535,031 26% Vehicle revenue miles 61,574 519,370 12% Vehicle revenue hours 6,277 35,585 18% Fare revenues $0 $248,724 n/a Operating expense $393,434 $2,191,221 18% Estimated operating subsidy $393,434 $1,942,497 Available vehicles 6 20.8 29% Peak vehicles 2 13.3 15% Operating expense per revenue mile $6.39 $4.34 147% Operating expense per revenue hour $62.68 $60.46 104% Passenger trips per revenue mile 2.2 1.35 166% Passenger trips per revenue hour 21.84 18.29 119% Revenue hours per capita 0.26 0.54 48% Passenger trips per capita 5.69 8.17 70% Source: Data provided by SMART staff; peer data is from the National Transit Database (2010) 2 Peers were selected based on the presence of a major university, the presence of a local transit agency (i.e. one that is not part of a regional system), and population. ---PAGE BREAK--- 2-14 I City of Moscow Multi-modal Transportation Plan Transit Service Needs As part of Moscow on the Move, a number of public outreach efforts were conducted to gauge the transportation needs of the community. Transit needs in Moscow are presented below based on community input. Additionally, an assessment of existing transit service in Moscow today and a review of existing transit service relative to planned growth are provided. Transit priorities and gaps identified in this section are used to develop the Service Design Scenarios in the Transit Strategy (Chapter Key Transit Markets in Moscow Transit demand in Moscow is driven by the needs of specific travel markets. Low-income residents, households without cars, University affiliates, youth, and senior populations are key transit markets in Moscow. As Moscow implements its vision for transit for the next 20 years, transit service should be prioritized for these populations and connect to major activity centers. Low-Income Residents Twenty-three percent of households in Moscow are considered low-income, defined as households earning at or below the federal poverty level, based on household size. As shown in Figure 2-5, the highest density of low-income residents is concentrated along Sixth Street on the campus of the University, in student dormitories. Although the highest density clusters are generally served by transit, portions of moderate density low-income clusters, such as those located south of Styner Avenue, are not in close proximity to transit. Households without Cars Households without access to a car may represent households without economic means to own a vehicle, as well as households with individuals that choose not to own a car or are unable to drive. Moscow on the Move identifies projects, policies, and programs to help households without a car access transit. Six percent of households in Moscow do not have access to a vehicle. Figure 2-5 shows that the distribution of these households is roughly aligned with the distribution of low-income households and seniors. A notable exception is the pocket of students living on campus between Third Street and Sixth Street. Although these students are low-income, many have and store a vehicle on campus. Youth & Senior Population Public transportation and walking serve as critical means of transportation for older adults and youth. Older adults often exhibit higher demand for transit (especially door-to-door demand-response service like SMART’s DAR service) as they become less capable or less willing to drive themselves, or can no longer afford to own a car on a fixed income. Young people without driver’s licenses, those unable to drive, and those who choose not to drive need reliable transit service and safe and convenient biking and walking routes to access school, after-school activities, part-time jobs, recreation, and entertainment. In Moscow, the highest concentration of youth is located in close proximity to the University of Idaho campus (see Figure 2-6). The greatest concentration of senior residences is at the Good Samaritan Village on Eisenhower Street northeast of downtown roughly one-half mile from the closest transit route. Other concentrations of senior residences are located at the Kindred Nursing and Rehabilitation Center on Styner Avenue, directly on the SMART’s East Route, and the Good Samaritan-Fairview Village located on the outskirts of Moscow. ---PAGE BREAK--- 2-15 I Getting Around Moscow Today Figure 2-5 Low-Income Population and Households without Cars, 2005 - 2009 ---PAGE BREAK--- 2-16 I City of Moscow Multi-modal Transportation Plan Figure 2-6 Youth & Senior Population, 2010 ---PAGE BREAK--- 2-17 I Getting Around Moscow Today Existing Transit Service Needs Gaps in existing transit service were identified based on community input, an assessment of existing transit service in Moscow, and the locations of key services and transit-dependent populations. Existing transit service needs are illustrated in Figure 2-7 and summarized below:  South of Styner Avenue: Low-income residential neighborhoods south of Styner Avenue in the south end of town are not currently served by transit.  Southeast of Gritman Medical Center: Although centrally located, the neighborhood between South Adams Street and South Lynn Street (west to east) and 7th Avenue and Kenneth Street (north to south) is not within one-quarter mile walking distance to transit service.  East of Mountain View Road: Residential neighborhoods east of Mountain View Road do not have access to transit. This neighborhood includes some low-income households, in addition to senior housing at Good Samaritan Village on North Eisenhower Street and on Fairview Drive.  North of McKinley Street: Senior housing in the north end of town (Clark House on North Polk Extension) and youth and low-income populations on and around Rodeo Drive are not currently served by transit.  South of Taylor Avenue: Residents, students, and faculty accessing the south and southwest side of the University of Idaho campus must walk between a one-half mile to a mile to access the East Route.  North Almon Street: Neighborhoods to the east of North Almon Street are home to some of Moscow’s poorest residents. Parts of this community are within one-quarter mile of the West Route, while other areas—most notably the mobile homes to the north– is up to one-half mile to the nearest transit stop. ---PAGE BREAK--- Moscow on the Move MULTI-MODAL TRANSPORTATION PLAN This page intentionally left blank. ---PAGE BREAK--- n n n n n n n n n n n G G G G G G G G " " " " Æc " " " n n D St F St A St Polk St Palouse River Dr Almon St C St Baker St First St Main St Blaine St B St Itani Dr White Ave Lynn Ave Logan St Lilly St Line St Taylor Ave Mountain View Rd Harrison St Asbury St Morton St Public Ave Mabelle St Sixth St Alturas Dr Park Dr Grant St Moser St Elm St Sweet Ave Third St Farm Rd Daves Ave Concord Ave Nursery St Garfield St Eighth St Fifth St Conestoga Dr Fairview Dr Camas St Pintail Ln Adams St Granville St Lenter St Mckinley St Kenneth St Cleveland St Styner Ave Hayes St Shoshone St Weymouth St Slonaker Dr Quail Run Dr Residence St Empire Ln Mountain View Rd Howard St Panorama Dr Ford St Ridge Rd Susan Dr Southview Ave Victoria Dr Washington St Levick St Lincoln St Colt Rd Lexington Ave Brent Dr Lewis St Peterson Dr Orchard Ave Britton Ln College St Hirschi Rd Lemhi Dr Joseph St Ash St Cambridge Ct Homestead St Jefferson St Damen St Crestview Dr Jackson St Ekes Rd Sixth St Rodeo Dr E St Harold St Arborcrest Rd Hayes St B St Orchard Ave Third St Adams St Blaine St Sixth St White Ave A St Sixth St WalMart Goodwill City Hall St. Augie's Clark House Friendship Square Creekside Seniors St. Mary's School University of Idaho Palouse Mall / Winco Eastside Market Place J. Russell Elementary Gritman Medical Center Moscow Jr. High Disability Action Center Lena Whitmore Elementary A.B. McDonald Elementary Moscow Senior High New Saint Andrews College Good Samaritan Fairview Village Idaho Department of Labor Office Idaho Department of Health & Welfare Paradise Creek Regional Alternative School University of Idaho Student Health Services Intermodal Transit Center Sojourners Alliance Milestone Decisions Incorporated Logos School Gritman Adult Day Health Moscow Charter School Palouse Surgeons Lewis Clark Early Childhood Kindred Nursing and Rehabilitation-Aspen Park West Park Elementary Intercity Bus Station Palouse Prairie Charter School Good Samaritan White Pine Montessori 0 0.25 0.5 Miles WASHINGTON IDAHO Data Sources: City of Moscow, SMART Transit, State of Idaho Department of Lands GIS, U.S. Census Bureau, 2005-2009 American Community Survey 5-Year Estimates U V 8 95 U V 8 95 State Boundary Trails Downtown District 1/4 mie Walking Buffers around Stops City Limits c Library Civic n School Shopping ^ G Medical Senior Housing " Social Service Landmarks Transfer Point West Route (Green) East Route (Blue) Limited Services SMART Transit Bus Stops " Figure 2-7 Geographic Areas Underserved by Transit Persons per Acre By Census Block Groups Population at or below Federal Poverty Line 0.0 - 0.5 0.6 - 1.0 1.1 - 2.0 2.1 - 7.1 To Pullman-Moscow Regional Airport To Lewiston To Troy To Potlatch / Palouse ---PAGE BREAK--- Moscow on the Move MULTI-MODAL TRANSPORTATION PLAN This page intentionally left blank. ---PAGE BREAK--- 2-21 I Getting Around Moscow Today Transit Service Needs for Planned Growth Based on an assessment of planned growth in the city, gaps in service would exist if the following targeted growth areas were developed without changes to transit service (see the following chapter of Moscow on the Move for a complete discussion on future targeted growth areas):  Legacy Crossing: The formation of the Legacy Crossing Urban Renewal District came about from the community’s desire to eliminate conditions impeding the City’s economic growth between Moscow’s historic downtown and the University of Idaho campus. The Legacy Crossing project is important because it reinforces the connection between downtown and the University. A well-designed redevelopment project at Legacy Crossing provides an opportunity to build dense, urban residential development and prime retail space for students and faculty at the University and visitors to downtown. Future transit service will need to provide service to this mixed-use center.  Street Development between Warbonnet Drive and Farm Road: Without a change in transit routing to serve new development near the Street extension, this development would be about a one-half mile walk to existing transit service on SH-8.  Alturas Technology Park: The Alturas Technology Park Urban Renewal District was established in 1996 to encourage business development south of SH-8/Troy Road and west of Mountain View Road. Today, Alturas is home to a growing cluster of high-tech companies that benefit from their proximity to the University of Idaho and Washington State University. The SMART East Route currently stops at the corner of Blaine Street and White Avenue, a roughly one-half mile walk to the Alturas Technology Park.  Southeast Industrial Corridor: As described in the Comprehensive Plan, the area between the Indian Hills subdivision and the Palouse River between South Main Street and Carmichael Road would provide opportunities for residential, commercial, and industrial development. Currently, the section of this corridor east of South Mountain View Road is not within walking distance to transit. In addition to the projects noted above, Figure 2-8 provides a map of future residential, mixed-use, and commercial growth areas in Moscow. ---PAGE BREAK--- Moscow on the Move MULTI-MODAL TRANSPORTATION PLAN This page intentionally left blank. ---PAGE BREAK--- " G n n Æc " n " WalMart Good Will City Hall St. Augie's Moscow Senior High Moscow Jr High Friendship Square Palouse Mall / Winco Eastside Market Place J. Russell Elementary Gritman Medical Center University of Idaho Intermodal Transit Center Disability Action Center D St F St A St Polk St C St Palouse River Dr Almon St B St First St Main St Blaine St White Ave Lynn Ave Logan St Lilly St Line St Taylor Ave Mountain View Rd E St Asbury St Morton St Baker St Public Ave Harrison St Van Buren St Mabelle St Sixth St Indian Hills Dr Victoria Dr Grant St Sweet Ave Third St Farm Rd Sunset Dr Concord Ave Nursery St Garfield St Eighth St Fifth St Conestoga Dr Fairview Dr Harold St Pintail Ln Eisenhower St Seventh St Adams St Pine Cone Rd Lenter St Kenneth St Panorama Dr Spotswood St Hayes St Borah Ave Weymouth St Slonaker Dr Vista St Quail Run Dr Shelby Ln Residence St Hathaway St Lauder Ave Blake Ave Ford St Ridge Rd Southview Ave Cleveland St Deakin Ave Washington St Veatch St Levick St Lincoln St Colt Rd Lexington Ave Brent Dr Lewis St Cherry St Peterson Dr Arborcrest Rd Orchard Ave Vandal Dr Hillcrest Dr Fourth St Sherwood St Britton Ln Home St Northwood Dr Meadow St College St Hirschi Rd Truman St Joseph St Thatuna Ave Mckinley St Lorien Ln Jefferson St Paradise Dr Henley St Damen St Trail Rd Pleasant Pl Kennedy St Jackson St University Ave Rowe St View St Boyde Ave Hunter St Flint St Blaine St Lincoln St C St A St Harold St Lincoln St A St Seventh St Third St Cleveland St Rodeo Dr Mountain View Rd Third St Joseph St D St Jefferson St White Ave Sixth St Eighth St Hayes St Grant St A St B St E St Daves Ave E St Eighth St First St Adams St Seventh St Styner Ave First St Monroe St Mill Rd 270 Sand Rd Darby Rd Farm Rd Robinson Park Rd Mix Rd Trail Rd Guske Rd Paradise Ridge Rd Pullman Airport Rd Mountain View Rd Moscow Mountain Rd Parker Rd Plant Science Rd Polk Ext Palouse River Rd Old Pullman Rd Tomer Rd Carmichael Rd Almon St Harden Rd Youmans Ln Blue Heron Ln Pavel Ct Lundquist Ln Midway St Schaper St Arnys Trailer Ct Data Sources: City of Moscow, SMART Transit, State of Idaho Department of Lands GIS 0 0.2 0.4 Miles WASHINGTON U V 8 £ ¤ 95 £ ¤ 95 U V 8 Figure 2-8 Planned Growth Areas State Boundary Downtown District 1/4 mile Walking Buffers around Stops City Limits c Library Civic n School Shopping ^ G Medical Landmarks Transfer Point West Route (Green) East Route (Blue) Limited Services SMART Transit " High Density Residential Low Density Residential Commercial Industrial Mixed Use Land Use Type Horizon 10-Year 20-Year 50-Year Future Developments ---PAGE BREAK--- Moscow on the Move MULTI-MODAL TRANSPORTATION PLAN This page intentionally left blank. ---PAGE BREAK--- 2-25 I Getting Around Moscow Today Transit Coverage, Frequency, and Span In addition to the geographic gaps in transit service noted above, the frequency and span of existing transit service was identified as an issue by community members. Community members identified the following needs:  Expand the Coverage of SMART Service. Many believe that several key areas, including the residential area south of downtown (The Grove), subdivisions to the east, and senior housing in the northeast are not well served by transit. The south and southwest side of the University campus also needs better service. Better transit support is needed for elderly populations to retire in Moscow. Adding a new route is a priority investment for the near future, once funding is made available.  Expand Service Frequency. The on-board survey reported that 26% of passengers would ride transit more often if there was more frequent bus service. Evidence from other communities suggests that improved frequency would also draw new riders.  Extend Evening Hours and Add Saturday Service. The on-board survey asked passengers to choose the most important transit improvement. Thirty-seven percent of passengers identified later evening service as the most important improvement, and 28% chose Saturday service as the most important. Other Needs  Regional access to/from Moscow by Transit. Transit access to/from Pullman, the Pullman/Moscow airport, Lewiston, and Coeur D’Alene could be strengthened and better marketed. About 16% of on-board passengers surveyed said they would ride transit more often if an additional route within Moscow was provided. Pullman was by far the most commonly cited additional location (including areas within Moscow) respondents would like SMART to serve. Given the cost to provide this service and the level of coordination between the Cities of Moscow and Pullman, University of Idaho, Washington State University and both states, this will likely serve as a long-term improvement.  Grow and Sustain Funding for SMART. SMART needs to establish a sustainable funding source and better manage the costs of paratransit service. University support, including possibly student fees, was mentioned by several stakeholders. There is disagreement regarding instituting fares; some stakeholders view fares as the solution to the funding shortfall and others view preserving the free service as a priority. Collecting fares comes with a variety of tradeoffs. Fare collection would work in the City and SMART’s favor by freeing up funds for local match and covering operating costs. Eliminating the current fareless system would have minimal impact on ridership and would not impact the City’s ability to secure ITD funding from the Public Transportation Advisory Council. However, if the City decides to pursue the competitive federal Small Transit Intensive Cities (STIC) grant, introducing fares would change some of the metrics of securing such a funding source. If SMART were to secure federal funding in the future, instituting fare collection would require the agency to comply with federal civil rights requirements per Title VI of the Civil Rights Act of 1964. ---PAGE BREAK--- 2-26 I City of Moscow Multi-modal Transportation Plan ROADWAY & TRAFFIC OPERATIONS IN MOSCOW The City of Moscow operates roughly 80 miles of roadway within its city limits, including 34 miles of collector streets, which make up 42% of all roadway facilities in the city. The street network is gridded in downtown Moscow and in the historic Fort Russell neighborhood. It includes more suburban street designs to the north and east of the city, including curving roads, cul-de-sacs, and many streets without adequate sidewalks. There are two main highways connecting Moscow to its regional neighbors and the Interstate Highway System: US-95 and State Highway-8. Moscow’s roadways serve freight traffic for local deliveries and through movement to other regional destinations like Pullman, Potlatch, Troy, Lewiston, Spokane, and Coeur d’Alene. Driving in Moscow today Today, driving in Moscow includes using a mix of local streets and large arterials. Arterials are characterized by multiple lanes and significant delays at some traffic signals. Residential streets are a mix of gridded blocks in older sections near downtown and more suburban street designs that offer limited connectivity. Census data are the best available indicator of work-related transportation because data are available for individual “places” and are based on reported data. Census commuting data show over half of Moscow residences stay in Moscow for work. A large proportion, 16%, travels to Pullman, Washington for work. Figure 2-9 shows that more workers live outside of Moscow and commute in (5,348) than live in Moscow and stay for work (5,100). Twenty- seven percent of Moscow’s residents leave the city to access work. A majority of people who work in Moscow travel 10 miles or less to work, mostly from the east and northeast. However, 17% travel more than 50 miles, mostly from the north. Residents who commute to work by single occupancy vehicle (SOV)—illustrated in Figure 2-10—mostly live in residential areas to the east, west, and south of downtown Moscow. However, a high percentage of residents living downtown north of Third Street and west of Polk Street also drive alone to work. Residents on the University of Idaho campus and downtown south of Third Street have lower rates of SOV use. US-95 is a critical freight and interstate highway connection that bisects Moscow from north to south. Image from Nelson\Nygaard ---PAGE BREAK--- 2-27 I Getting Around Moscow Today Figure 2-9 Inflow and Outflow of Moscow Residents and Workers, 2010 Note: Overlay arrows do not indicate direction of worker flow between home and employment locations. Source: 2010 Census Longitudinal Employer Household Dynamics, OnTheMap Figure 2-10 Single Occupant Vehicle (SOV) Commuters in Moscow Source: American Community Survey 2005-2009 5-Year Estimates ---PAGE BREAK--- 2-28 I City of Moscow Multi-modal Transportation Plan Characteristics of Moscow Travel A host of characteristics influence daily travel in Moscow, including topography, the transportation network, and population makeup, among others. Many of the primary east-west streets that connect the residential areas of eastern Moscow with the downtown core are characterized by steep grades making for challenging use by non- motorized users or vehicles in inclement weather. Moscow is located at the junction of two highways, which carry regional freight and are impacted by seasonal traffic volume fluctuations related to tourism and recreational travel. The University of Idaho staff and student population contribute to motor traffic levels on city streets as well as use of non-motorized modes. The variations of the academic calendar (including differences between the number of midweek classes on Tuesday versus Wednesday, for example) and summer break influence how heavily streets are used at various times. Traffic Volumes and Performance Individual traffic counts were collected during the morning and evening peak periods at 18 intersections throughout Moscow during April 2012. High morning peak counts were concentrated at Third/Jackson Street and SH-8/Farm Road. Evening peak counts were highest at the same locations but also included SH-8/US-95/Washington Street and SH-8/Line Street. The Idaho Transportation Department (ITD) maintains permanent data collection stations at the four major gateways to the city. These automatic traffic recorders (ATR) collect daily traffic volumes (both directions) on all days of the year. Figure 2 provides a summary of average daily traffic volumes at primary gateways to the City. Average daily traffic (ADT) at three of the city’s major gateways ranges from approximately 5,000 to 6,000 vehicles per day. However, the western gateway has significantly higher traffic – approximately 15,000 vehicles per day. Figure 2-11 Average Daily Traffic at Primary Gateways to Moscow (2011) Location Average Daily Traffic (ADT) SH-8 (West) 14,900 US-95 (South) 6,300 US-95 (North) 6,200 SH-8 (East) 4,800 Source: ITD/DKS Associates Traffic Capacity, Intersection Performance Measurements, and Alternatives Vehicle/capacity (v/c) ratio and intersection level of service (LOS) are indicators of the speed, convenience, and quality of motor vehicle travel on a road. For vehicular traffic on arterial streets, the v/c ratio measures the number of vehicles projected to use a road in a particular period divided by its capacity of that same period. A v/c ratio close to 0.0 represents free-flowing traffic while a ratio exceeding 1.0 means that the flow of vehicles exceeds capacity. Level of service measures the average delay per vehicle at an intersection, ranging from A (representing almost no delay) to F (representing significant delay). ITD requires a level of service of B in rural areas and level of service C in urban areas. The City does not have a mobility standard (LOS or v/c) for intersection operations. For the traffic analysis, LOS D (signalized intersections) and LOS E (unsignalized intersections) were applied as a minimum level of service standard at City intersections. In urban areas, these are typical standards for intersections to balance the needs of all Many east-west routes (such as Sixth Street as shown) have terrain that can be challenging for bicycles and local delivery trucks. Image from DKS Associates ---PAGE BREAK--- 2-29 I Getting Around Moscow Today roadway users. The objective is to allow moderate motor vehicle delay while providing a safe and comfortable roadway size for pedestrians, cyclists and transit riders. Intersection Operations In general, most intersections in Moscow operate with a relatively low vehicle delay and (LOS of B or better) and with little congestion, even during morning (7 to 9 a.m.) and evening (4 to 6 p.m.) peak periods. A key concern in town is traffic operations at the intersection of Washington Street (US-95) at Third Street (SH-8). During the PM peak hour, this intersection operates at LOS B and the northbound left turn movement experiences vehicle queues that extend up to a few blocks in length. Figure 2-13 summarizes existing LOS conditions at study intersections. Roadway Functional Classification Moscow’s Thoroughfare Plan classifies streets in the City based on intended function and character. This “functional classification,” described in Figure 2-12 and illustrated in Figure 2-14 on page 2-32, serves as a general plan for streets and their role in the community. City staff has begun the process of updating these designations. Proposed updates are shown in Chapter 4. The classification not only identifies the purpose of the street, but it can be used to apply design criteria such as driveway spacing and access requirements. Streets classified for more intensive use, such as arterials, are intended to provide mobility and move large volumes of traffic through and within the City. To achieve this goal, these streets typically have higher posted speeds and more lanes, require vehicles to stop at fewer locations, and have limited side streets and driveways. Streets with lower functional classifications, such as local streets, are intended to focus more on providing access to properties. These streets typically have lower posted speeds, one lane in each direction, and may have numerous intersections that require vehicles to stop. Figure 2-12 Functional Classification of Moscow Streets Classification Characteristics Examples(s) National Highways Regional travel, high volumes, high speed, limited access; should include sidewalk, bike, and transit facilities Portions of Jackson St, Washington St, and MainSt Principal Arterials Regional travel, high volumes, moderate to high speed, limited access; should include sidewalk, bike, and transit facilities SH-8 Minor Arterials Typically fed by collectors with limited local street access; should include sidewalk, bike, and transit facilities Mountain View Rd, D St Collectors Distribute traffic from local streets to arterials with low to moderate speed; should include sidewalk, bike, and transit facilities Sixth St Local Streets Low volume, low speed, high access; should include sidewalk facilities Adams St, Jefferson St Source: Thoroughfare Plan, Moscow Comprehensive Plan, Adopted December 7, 2009. Moscow is located at the junction of US-95 and SH-8, which contribute to regional traffic passing through the community. Image from DKS Associates ---PAGE BREAK--- Moscow on the Move MULTI-MODAL TRANSPORTATION PLAN This page intentionally left blank. ---PAGE BREAK--- " G " n n Æc n " " n " WalMart Goodwill City Hall Moscow High Disability Action Center Moscow Jr High Friendship Square Palouse Mall / Winco Eastside Market Place J. Russell Elementary Gritman Medical Center Living Learning Community University of Idaho Moscow Charter School 1912 Center D St F St A St C St Almon St Polk St First St Main St Blaine St B St Palouse River Dr White Ave Lynn Ave Logan St Lilly St Line St Taylor Ave Mountain View Rd E St Asbury St Orchard Ave Baker St Public Ave Harrison St Mabelle St Sixth St Alturas Dr Indian Hills Dr Park Dr Grant St Itani Dr Moser St Sweet Ave Third St Farm Rd Concord Ave Nursery St Fifth St Conestoga Dr Fairview Dr Camas St Harold St Pintail Ln Eisenhower St Adams St Pine Cone Rd Lenter St Kenneth St Styner Ave Panorama Dr Spotswood St Hayes St Shoshone St Borah Ave Weymouth St Vista St Slonaker Dr Quail Run Dr Shelby Ln Residence St Hathaway St Kouse St Lauder Ave Ford St Ridge Rd Susan Dr Southview Ave Travois Way Cleveland St Victoria Dr Castleford Washington St Veatch St Levick St Sunnyside Ave Lincoln St Colt Rd Lexington Ave Roosevelt St Rolling Hills Dr Brent Dr Lewis St Ridgeview Dr Cherry St Julie Dr Nez Perce St Stadium Way Vandal Dr Appaloosa Rd Hillcrest Dr Fourth St Sherwood St Daves Ave Britton Ln Lieuallen St Home St Northwood Dr Meadow St Lemhi Dr Monroe St Truman St Deakin Ave Joseph St Cambridge Ct Ilene Dr Thatuna Ave Robinson Park Rd Mckinley St Homestead St Granville St Chinook St Railroad St. Paradise Dr Henley St Walenta Dr Damen St Alpowa Ave White Pl Highland Dr Crestview Dr Moore St Kennedy St Jackson St Pinto Dr Henry Ct Conestoga St Sunrise Dr Lathen St Harding St Rowe St View St Wildrose Dr Virginia Ave Leith St Boyde Ave Ventura St Cayuse Dr C St Home St Fifth St Rodeo Dr Victoria Dr Eighth St Palouse River Dr Seventh St Grant St Second St Third St First St Morton St Harding St E St Blaine St A St Adams St Sixth St Seventh St Styner Ave White Ave Van Buren St A St Eighth St Hayes St E St Lewis St Jefferson St Garfield St D St Sixth St Ridge Rd Blaine St C St Daves Ave E St Cleveland St A St Joseph St Blake Ave West View Dr Moore St Panorama Dr Hayes St Lewis St Jefferson St Garfield St Mountain View Rd Lincoln St Polk St Howard St Ash St Grant St College St Lincoln St E St Mountain View Rd Harold St Garfield St Fifth St B St Third St Kenneth St Sixth St Eighth St Vandal Dr University Ave Idaho Ave C C B B B B B D A A E F A A A A A A D C C C C A A E C WASHINGTON U V 8 £ ¤ 95 U V 8 £ ¤ 95 U V 8 Data Sources: City of Moscow, State of Idaho Department of Lands GIS 0 0.2 0.4 Miles Figure 2-13 Existing Intersection Performance (PM Peak Hour) State Boundary Downtown District City Limits Landmarks Library Æc Civic/Social Service n School Shopping G Medical " Signalized, Roundabout or All-Way Stop Intersection Intersection Type X Unsignalized Two-Way Stop Intersection Major Street Minor Street Level of Service C B D E A F Level A Level B Level C Level D Level E Level F ---PAGE BREAK--- Moscow on the Move MULTI-MODAL TRANSPORTATION PLAN This page intentionally left blank. ---PAGE BREAK--- 2-33 I Getting Around Moscow Today Freight Mobility Both US-95 and SH-8 have high freight weight/size limits within Idaho (only rated lower than the Federal Interstate system), which contributes to freight use along both corridors. US-95 connects south through Lewiston to I-84 and Boise, and to the north through Coeur d’Alene to I-90 and Canada. SH-8 connects through Pullman (via SR 270) to US-195 to the west and through Troy to Elk River to the east. The majority of Idaho freight travels through I-84, which connects to Moscow via US-95. Heavy vehicles (including delivery trucks, larger freight, and buses) generally compose between 2-5% of intersection vehicle traffic during the morning peak hour and 2% or less during the evening peak hour, with school buses contributing to the higher heavy vehicle share at several intersections during the morning peak. The intersections with the highest share of heavy vehicle traffic are typically those located along US-95 or SH-8. Source: U.S. Department of Transportation, FHWA (Major Flows by Truck To, From, and Within Idaho: 2007) Road Safety According to ITD collision data reporting, shown in Figure 2-15 and displayed in Figure 2-16, 753 collisions were reported in Moscow between 2007 and 2011. Collisions in nearly every category decreased during this time, year to year. However, 2011 saw the first traffic-related fatality in five years. Collisions occurred in a variety of weather conditions, but only 13% occurred in snowy or rainy conditions. In addition, road surface conditions were primarily dry (67% of collisions versus the 18% occurring in icy or snow covered road conditions), and three quarters of all collisions (77%) occurred during the daylight hours. Factors contributing to collisions included high travel speeds, failure to yield, limited sight distances or obstructed visibility, and failure to obey traffic control devices such as red lights and stop signs. Figure 2-15 Severity of Reported Collisions in Moscow, 2007-2011 Year Property damage only Injury C (minor) Injury B (moderate) Injury A (severe) Fatal Total 2007 108 33 15 7 0 163 2008 112 30 16 2 0 160 2009 118 22 17 8 0 165 2010 94 25 10 3 0 132 2011 78 18 31 5 1 133 Total 510 128 89 25 1 753 Source: Idaho Transportation Department State Crash Database/DKS Associates Note: The source for collision information is the Idaho Transportation Department State Crash Database. The database consists of collision reports completed by all law enforcement agencies in Idaho. All law enforcement agencies use a standard collision report, as designated in Idaho Code 49‐1307. The resulting numbers are conservative since the database consists of only collision investigated by law enforcement officers. ---PAGE BREAK--- Moscow on the Move MULTI-MODAL TRANSPORTATION PLAN This page intentionally left blank. ---PAGE BREAK--- n n G Æc " " D St F St A St Polk St Palouse River Dr Almon St C St Baker St First St Main St Blaine St B St Itani Dr White Ave Lynn Ave Logan St Lilly St Line St Taylor Ave Mountain View Rd Harrison St Asbury St Morton St Public Ave Mabelle St Sixth St Alturas Dr Park Dr Grant St Moser St Elm St Sweet Ave Third St Farm Rd Daves Ave Concord Ave Nursery St Garfield St Eighth St Fifth St Conestoga Dr Fairview Dr Pintail Ln Adams St Granville St Lenter St Mckinley St Kenneth St Cleveland St Styner Ave Hayes St Shoshone St Weymouth St Slonaker Dr Quail Run Dr Residence St Empire Ln Panorama Dr Ford St Ridge Rd Susan Dr Southview Ave Victoria Dr Washington St Levick St Lincoln St Colt Rd Lexington Ave Brent Dr Lewis St Stadium Dr Orchard Ave Britton Ln College St Hirschi Rd Lemhi Dr Joseph St Ash St Cambridge Ct Homestead St Jefferson St Damen St Crestview Dr Jackson St Ekes Rd Flint St Sixth St Rodeo Dr E St Harold St Arborcrest Rd Hayes St B St Orchard Ave Third St Adams St Blaine St Sixth St White Ave A St Sixth St N ez Per c e Dr Old Pullman Rd Perim eter D r D St Blaine St Palouse River Dr W A St Warbonet Dr Mountain View Rd WalMart Goodwill City Hall St. Augie's Friendship Square University of Idaho Palouse Mall / Winco Eastside Market Place Gritman Medical Center Moscow Jr. High Moscow Senior High Intermodal Transit Center 0 0.25 0.5 Miles WASHINGTON U V 8 U V 8 IDAHO 95 95 Data Sources: City of Moscow, SMART, State of Idaho Department of Lands GIS, To Pullman-Moscow Regional Airport To Lewiston To Troy To Potlatch / Palouse State Boundary Trails City Limits Number of Collisions Æc Library Civic n School Shopping G Medical Transfer Point " 0.1 21 10 5 per Acre Data Source: Idaho DOT All Reported Collisions, 2007-2011 Collisions Involving Bicycles Collisions Involving Pedestrians 1 2 3 4 1 2 3 Frequency Frequency Figure 2-16 Citywide collision density and number of bicycle- and pedestrian-involved collisions, 2007-2011 TOP 15 COLLISION LOCATIONS IN MOSCOW Rank Street Cross Street Collisions 2 SH-8 Driveway/Parking Lot 50 3 SH-8 Peterson Drive 44 1 Jackson Street Third Street 51 4 SH-8 Farm Road 26 5 Jackson Street Sixth Street 24 6 SH-8 Line Street 22 7 Third Street Asbury 21 8 Main Street D Street 19 9 Third Street Lilly Street 17 10 SH-8 Warbonnet Drive 16 12 Main Street E Street 14 12 Third Street Washington Street 14 15 Third Street Almon 13 15 Jackson Street A Street 13 15 SH-8 Perimeter Drive 13 ---PAGE BREAK--- Moscow on the Move MULTI-MODAL TRANSPORTATION PLAN This page intentionally left blank. ---PAGE BREAK--- 2-37 I Getting Around Moscow Today PARKING CONDITIONS IN DOWNTOWN MOSCOW TODAY This section provides an overview of parking facilities and utilization in Moscow today, and a summary of key issues and opportunities. As of 2008, there were 959 public parking spaces downtown, including on-street and off-street parking. One thousand ninety additional spaces in downtown are privately owned. The Downtown Parking District is shown in Figure 2-18 on the following page. On-Street Parking There are a total of 736 on-street public parking spaces in downtown Moscow. On-street parking is free and is limited to three hours, Monday through Friday between 8:00 a.m. and 5:00 p.m. On-street parking in downtown is both angled (head-in) and parallel. Angled parking is found primarily in the vicinity of Friendship Square on portions of First, Second, Fourth, Fifth, and Main Streets. Where angled parking does exist, it is often found on one side of the street with parallel parking is on the other. Although head-in angle parking provides a more prominent pedestrian buffer and is an easier parking maneuver, back-in or head-out angle parking offers additional benefits for downtown patrons and roadway users and should be considered. Off-Street Parking There are four public off-street parking facilities in downtown Moscow. These include the North Jackson Lot, the South Jackson Lot, the City Hall Lot, and the Third and Jefferson Street Lot—with a total of 223 parking spaces. Patrons can park in the Jefferson off-street parking lot all day in designated “all day parking” spaces for free. All other designated spaces in off-street parking lots are restricted to three-hour or reserved permit parking. Permit parking spaces are also reserved for those who pay $85 per year, called Green Permits. These spaces are available on a first come first served basis. One hundred thirty Green Permits are currently available for purchase each year. Figure 2-17 provides an overview of off-street parking utilization. Figure 2-17 Off-Street Parking Utilization (2011) Parking Lot # of Spaces Average Utilization (permits) Average Utilization (all cars) North Jackson 29 30% 72% South Jackson 129 27% 65% City Hall 30 69% 82% Jefferson St. 35 33% 52% Overall Average 68% Source: City of Moscow Downtown Parking Challenges Downtown currently has enough public parking supply to meet the demands of downtown patrons and employees,3 although this is not always the perception of shoppers, business owners, and employees. As noted in Figure 2-17 above, current utilization rates for both on- and off-street parking are well below optimal levels.4 Optimal parking 3 Per the off-street utilization analysis described below, off-street utilization is at 68%. 4 While no parking utilization survey has been conducted, observed occupancy during peak and off-peak parking periods appear well below 85% on most block faces throughout downtown. ---PAGE BREAK--- 2-38 I City of Moscow Multi-modal Transportation Plan levels are typically around 85% for on-street and 90% for off-street. This creates a number of problems, beginning with the inability to generate sufficient parking revenues to help pay for parking maintenance costs. Parking in Moscow faces the following challenges and opportunities:  On-street and off-street parking are free in downtown (paid parking is available for a low cost if patrons would like to purchase a parking permit to park in downtown lots longer than three hours).  Parking is easy to find in most areas – off-street parking operates at an average of 68% utilization,5 which is low. An optimal parking utilization rate is around 85%. At this level, parking appears to be full, yet there are still 1 or 2 available spaces per block. Figure 2-18 Moscow Parking Zone Map (2012) 5 City of Moscow Parking Utilization, 2011 ---PAGE BREAK--- 2-39 I Getting Around Moscow Today EXISTING TRANSPORTATION DEMAND PROGRAMS Transportation Demand Management (TDM) is a term for strategies that increase transportation system efficiency by reducing auto travel and congestion. A number of organizations and programs in Moscow seek to educate residents about travel options, including:  City of Moscow Vanpool: The vanpool program is operated by the City of Moscow and currently offers a regular Commuter Route from Lewiston to Moscow and a Conference Commuter Service that provides a transportation alternative for those one-time trips out of the area for conferences and training opportunities.  SMART: SMART provides fixed route and ADA paratransit service.  University of Idaho: The University of Idaho is crucial to TDM, providing programs for students, faculty, staff, and visitors. The University operates the Vandal Access Shuttle service, stores two Zipcars on campus, and recently launched ZimRide – an online social network ridesharing platform. The Division of Student Affairs at the University hosts a transportation website that provides information on SMART, taxi service, and transit options for people with disabilities.  Bike for Life: Bike for Life is a local advocacy organization that provides safety information and organizes bicycling-related events in Moscow.  Safe Routes to School: Safe Routes to School (SR2S) is a state funded program with a mission to encourage teachers, parents, and children to walk, bike, and share rides to school. Transportation Demand Management Needs Moscow does not currently have a coordinated TDM strategy that focuses on marketing the use of biking, walking, transit, and ridesharing. Although individual programs do exist, these programs primarily focus on providing transportation services vanpool, fixed-route transit service, and the Vandal Access Shuttle) and lack an emphasis on encouraging and educating people about travel options. Bike Fest 2012, Bike for Life provided snacks and refreshments for bicyclists on their morning commute to school and work.. Image from Bike for Life ---PAGE BREAK--- Moscow on the Move MULTI-MODAL TRANSPORTATION PLAN This page intentionally left blank. ---PAGE BREAK--- SETTING THE CONTEXT I CHAPTER 3 LAND USE IMPACTS ON MOBILITY AND ACCESS This chapter offers a snapshot of what land use and growth factors in Moscow will play into future travel patterns and behavior. A summary of Moscow’s demographic profile, growth trends, future land uses, and geographic areas targeted for growth is also reported. The chapter culminates with the city’s projected traffic conditions in 2035—a result of Moscow’s demographic, land use, and growth factors. ---PAGE BREAK--- Moscow on the Move MULTI-MODAL TRANSPORTATION PLAN This page intentionally left blank. ---PAGE BREAK--- Moscow on the Move I 3-1 Moscow on the Move balances the transportation system’s shifting demands with the growth of City population, the local and regional economy, and the University of Idaho population. As the City and University continue to grow, pressures to maintain quality access to all of Moscow’s offerings will increase. Moscow on the Move recognizes that land use is a critical element of any long-range transportation plan. This chapter sets the land use context for recommendations established in Chapters 4-7, describes current and projected population and job growth, and identifies where that growth will be located per the Moscow Comprehensive Plan (2009). The chapter ends with a discussion of planned transportation improvements. DEMOGRAPHIC PROFILE AND GROWTH Current & Projected Population Growth Of Moscow’s 23,800 residents in 2010, 48% were enrolled in the University of Idaho (graduate and undergraduate). Relatively dense pockets of population and employment are concentrated in downtown, within and just south of the University and in the neighborhoods immediately east of downtown. Figure 3-3 on page 3-3 shows the population and employment density in 2010. Based on past ratios and the University’s targets for future enrollment, roughly half of the projected population growth is likely to be students at the University of Idaho. Figure 3-1 on the following page provides a snapshot of historic population growth since 1900 (pop. 2,500) and projected population growth in 2030 (pop. 31,761). Expansion of Moscow’s boundary is limited by the city’s ability to serve outlying areas with costly infrastructure like streets, sewer, and water. All across the United States, cities are struggling to maintain and expand infrastructure and services to sprawling communities that were developed in better economic times and were often initially financed through developer fees. In many recent cases, this burden has contributed to insolvency and cities declaring bankruptcy. Much of the 32% projected increase in population in Moscow between now and 2030 will need to occur within the existing community to avoid building and operating costly new infrastructure outside of Moscow’s area of impact. This is consistent with the Comprehensive Plan’s general land use and community character goal: “Direct land uses to meet current and future community desires and needs while conserving natural resources and protecting agricultural lands from scattered development through efficient and orderly development.” Current & Projected Employment Trends Moscow is a key player in the regional economy, providing jobs, retail, and services to Latah and Nez Perce County communities, and Pullman and Whitman County communities in Washington. Analysis of Census data has revealed that Moscow is increasingly an attractive place for residents and for workers employed throughout the region. To remain an inviting place to live, job growth needs to match the pace of population growth. As such, concerted effort is noted in the Comprehensive Plan to create a better jobs/housing balance, not only making more jobs available, but also distributing employment near existing activity centers and housing to allow workers the opportunity to commute by transit, walking, and bicycling. 3 LAND USE IMPACTS ON MOBILITY AND ACCESS ---PAGE BREAK--- 3-2 I City of Moscow Multi-Modal Transportation Plan As shown in Figure 3-2, the number of employed residents in Moscow has fluctuated considerably in the last ten years. In 2011, the Moscow unemployment rate was almost a full percentage point below the state of Idaho. Figure 3-1 Historic & Projected Population in Moscow, 1900-2030 0 5,000 10,000 15,000 20,000 25,000 30,000 35,000 1900 1910 1920 1930 1940 1950 1960 1970 1980 1990 2000 2010 2020 2030 Population Year Figure 3-2 Moscow Employment Trends, 2000 - 2011 0 1 2 3 4 5 6 7 8 9 10 14,000 14,500 15,000 15,500 16,000 16,500 17,000 17,500 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 % Unemployed # Residents Employed # Residents Employed % Unemployed (Moscow) % Unemployed (Idaho) Source: Bureau of Labor Statistics Local Area Unemployment Statistics Source: City of Moscow Comprehensive Plan (2009) ---PAGE BREAK--- 3-3 I Land Use Impact on Mobility and Access Figure 3-3 Population and Employment Density, 2010 ---PAGE BREAK--- 3-4 I City of Moscow Multi-Modal Transportation Plan FUTURE LAND USES AND GROWTH AREAS Since incorporation in 1891, Moscow’s city boundaries have grown commensurate with the pace of population and University growth. This section highlights future land uses and growth areas. Future Land Uses In 2009, the City of Moscow adopted its current Comprehensive Plan—a 20-year plan that envisions sustainable population and economic growth while maintaining and enhancing Moscow’s unique small-city character. Maintaining the character of the city and its neighborhoods and providing for the needs of all its residents were of paramount importance. Moscow’s population is forecast to grow from 23,519 in 2010 to 31,761 in 2030—a 35% increase. Residential use is currently the dominant land use in the community. The Comprehensive Plan envisions a Moscow that:  Protects existing neighborhood identity and character  Provides a mix of housing that meets the needs of the diverse population  Preserves and enhances special areas of the community  Guides the expansion of downtown development while considering the needs for parking and the desire to maintain the existing historic character  Provides a continuum of land uses that allow a variety of uses and housing types to meet the needs of the community Figure 3-4 on the following page maps future land use and growth plans for the City of Moscow. The Comprehensive Plan has designated a substantial portion of the city as “neighborhood conservation” land. Urban mixed-use development is slated for parcels immediately northeast and east of the University spanning along the west side of US-95 from A Street and Sweet Avenue. Neighborhoods north of the University are planned for Auto-Urban Commercial uses. Figure 3-5 on page 3-7 illustrates the expansion of Moscow’s city boundaries and summarizes key future growth areas. University of Idaho Long-Range Campus Development Plan The footprint of University of Idaho’s 1,585 acre campus encompasses a major portion of southwest Moscow. The goal of the University of Idaho Long-Range Campus Development Plan is to optimize land use, preserve historic qualities and features, and improve the experience for students. Increased density within the existing land area of campus will allow the campus enrollment to reach 15,000-17,000 before new clusters of buildings are needed in areas beyond the central area. The University envisions a “compact academic core” that will accommodate much of the growth. Infill sites within the existing campus have been identified. The University has also reserved the “West Farm” area to accommodate growth after infill development has been maximized. As the University grows, surface parking will be replaced with residential and academic buildings. Providing a range of travel options for faculty, students, and staff will help the University meet its growth projections while providing a safe and attractive transportation system that meets the needs of everyone. ---PAGE BREAK--- 3-5 I Land Use Impact on Mobility and Access Figure 3-4 Future Land Uses, Moscow Comprehensive Plan ---PAGE BREAK--- 3-6 I City of Moscow Multi-Modal Transportation Plan Future Growth Areas The following is an overview of areas within Moscow’s existing city limits that are slated to absorb future population and job growth. Figure 3-5 displays the spatial distribution of these growth areas. Downtown Downtown Moscow is the cultural and economic heart of Moscow. Friendship Square is located in the middle of the city, providing benches, a fountain, a playground, and central bus connections. The 2002 Downtown Revitalization Plan, an earlier planning study that was not adopted by the City, envisions downtown Moscow as a “vibrant, mixed- use district with attractive streetscape, public spaces, and buildings serving the regional population’s needs and desires for shopping, eating, entertainment, government services, education, culture, recreation, medical, and other professional services.” The 2009 Comprehensive Plan sets a vision for an urban mixed-use and commercial center from the University east to Jefferson Street and from B Street south to where S Main Street meets S Washington Street (the south couplet). Urban Renewal Areas The Moscow Urban Renew Agency was formed in 1995 to encourage redevelopment of designated areas. Since its inception, two urban renewal areas have been established. Alturas Technology Park The Alturas Technology Park Urban Renewal District was established in 1996 to encourage business development south of SH-8/Troy Road and west of Mountain View Road. Today, Alturas is home to a growing cluster of high-tech companies that benefit from their proximity to the University of Idaho and Washington State University. The urban renewal area has increased the value of property considerably. In 1996, when the area was formed, the assessed value of property within the revenue allocation area was approximately $6.4 million. Improvements and developments made as a result of the Alturas Research and Technology Park Urban Renewal Plan have helped increase property values to more than $22 million. This District is due to expire in 2015. Legacy Crossing The formation of the Legacy Crossing Urban Renewal District came about from the community’s desire to eliminate conditions impeding the City’s economic growth between Moscow’s historic downtown and the University of Idaho campus. The Legacy Crossing project is important because it reinforces the connection between downtown and the University. A well-designed redevelopment project at Legacy Crossing provides an opportunity to develop dense, urban residential development and prime retail space for students and faculty at the University and visitors to downtown. Southeast Industrial Corridor As described in the Comprehensive Plan, the area between the Indian Hills subdivision and the Palouse River between South Main Street and Carmichael Road would provide opportunities for residential, commercial, and industrial development. Adjacent to the industrial corridor, the Southeast Moscow Industrial Park Project Plan, completed in 2010, provides a vision for 68-acres of industrial land. The proposed plan includes 22 business park parcels ranging from 0.60 to 1.5 acres each and 18 Industrial Park parcels ranging in size from 1.1 to 4.1 acres. ---PAGE BREAK--- 3-7 I Land Use Impact on Mobility and Access Other Targeted Areas In recent years, the City has targeted two other areas for growth:  Street between Warbonnet Drive and Farm Road; and  Mountain View Road between the Moser and Rolling Hills neighborhoods. Without a change in transit routing to serve new development near the A Street extension, portions of this growth area would require about a one-quarter mile walk to existing transit service on Pullman Road or Warbonnet Drive; development of the area between Moser and Rolling Hills would have easy access to existing transit service along North Mountain View Road. Figure 3-5 Historical growth patterns and future growth areas ---PAGE BREAK--- 3-8 I City of Moscow Multi-Modal Transportation Plan PLANNED TRANSPORTATION IMPROVEMENTS Since 2006, the City has made major improvements to Moscow’s transportation system, including road improvements, installation of sidewalks and bicycle lanes, and bus infrastructure improvements. As the federal transportation funding picture shifts, Moscow will need to develop new funding mechanisms and tap into a variety of different funding sources to implement planned improvements. Planned projects in Moscow that have received funding include: Pedestrian improvements planned for 2013-2020  Sidewalks and asphalt path improvements on D Street to improve walking routes to school  Installation of new ADA compliant pedestrian ramps along SH-8 and US-95  Sidewalk improvements at US-95 and Sweet Avenue North Main Street, and on Hatley Way  Installation of sidewalks on west side of North Polk Street and south side of Public Avenue  Improvements to the downtown streetscape including installation of vintage lighting, street trees, artwork, benches, and bicycle racks  Additional pedestrian or ADA “hotspot” projects Roadway improvements planned for 2013-2020 New roadway projects, or projects that increase capacity, encourage outward growth. Planned transportation improvements in Moscow aim to expand roadway capacity and improve signalized intersections on key roadways, including A Street and Mountain View Road, in future growth areas. Most roadway improvements include pedestrian improvements and bicycle facilities. Pedestrian-specific improvements are focused on downtown, the University campus, and along SH-8 and US-95 (part of an ITD ADA ramp program). Projects include:  Reconstruction—including widening, curb, gutter, and sidewalk construction, and striping bike lanes—of several streets including A Street from Peterson Drive to Home Street, Mountain View Road from Fairgrounds to Sixth Street, including a potential roundabout at Sixth/Mountain View, and Mountain View Road from White Avenue to SH-8 The recent bus stop and sidewalk enhancement project was funded through the American Recovery and Reinvestment Act. Image from Nelson\Nygaard ---PAGE BREAK--- 3-9 I Land Use Impact on Mobility and Access AUTO TRAFFIC, 20 YEARS FROM NOW Moscow on the Move addresses existing system needs and additional facilities that are required to serve future growth in the forecast year 2035. A transportation forecast model was created to determine future traffic volumes in Moscow. This forecast model translates assumed land uses (such as residential and commercial) into trips per person, allocates travel modes (such as walking, biking, and driving), and assigns motor vehicles to the roadway network. These traffic volume projections form the basis for identifying potential roadway deficiencies and for evaluating improvements. Travel demand modeling uses computer software to replicate the “real world” transportation system around us (roads, intersections, traffic control devices, congestion delays, use of a transit system, pedestrian-bicycle use, etc.). Model inputs include land use, socioeconomic data, local travel behavior data, and roadway information to estimate travel patterns and roadway traffic volumes. Land use is a key factor in developing a functional transportation system. The amount of land that is planned to be developed, the type of land uses, and how the land uses are mixed together have a direct relationship to expected demands on the transportation system. Understanding the amount of development and type of land use is critical to taking actions to maintain or enhance transportation system operation. Projected land uses were developed for the study area with support from City staff, creating projections for the year 2035. At the existing level of land development, the transportation system generally operates without significant motor vehicle deficiencies in the study area. As land uses are changed in proportion to each other there is a significant increase in employment relative to household growth), there will be a shift in the overall operation of the transportation system. Retail land uses generate higher numbers of trips per acre of land than residences or other land uses. The location and design of retail land uses in a community can greatly affect transportation system operation. Additionally, if a community is homogeneous in land use character all employment or all residential), the transportation system must support significant trips coming to or from the community rather than within the community. Typically, there should be a mix of residential, commercial, and employment type land uses so that some residents may work and shop locally, reducing the need for residents to travel long distances. The key inputs and assumptions for the Moscow base and future year travel demand models are summarized in Figure 3-6, including the source of the data used to develop the models. Future traffic growth is an outcome of planned development within both the city and the region. The City plans for a 61% increase in employment and 37% increase in population by 2035. The University of Idaho plans for a modest 27% enrollment growth throughout its entire campus system by 2035. When these growth factors are combined with development throughout the region, regional and local trip generation is influenced. Figure 3-6 Comparison of Primary Base and Future Year Assumptions Element 2012 2035 Change Source/Notes General Demographics Approximate population 25,500 35,000 +37% Sewer Master Plan Citywide jobs (regardless of employee home location) 9,716 13,600 +40% City Staff UI system enrollment 11,178 14,180 +27% Historical Growth Trends Non-auto mode split 26% 27% Based on Team Discussion Regional Trips (Round Trips) Trips originating from outside Moscow 12,675 17,300 +40% Relative to Moscow Employment Growth Trips originating from Moscow 11,250 13,726 +22% Regional Growth Trips through Moscow 3,345 4,084 +22% Regional Growth ---PAGE BREAK--- 3-10 I City of Moscow Multi-Modal Transportation Plan The future travel demand model also incorporated an estimate of potential freight vehicle increases in Moscow generated by the proposed expansion of the Port of Lewiston facilities, approximately 30 miles to the south. The freight vehicle increase was based on the project description and assumptions for regional freight vehicle travel patterns. The travel demand model provides a foundation for analyzing and comparing the performance of potential plans, aiding decision making and strategic development. However, it is important to note that future-year traffic projections are based on numerous assumptions about how population, employment, automobile operating costs, roadway system, and other factors will change over time. Although the model is a tool used to guide the analysis process, it requires careful interpretation. Future 2035 Forecasts Travel demand models were developed for Moscow on the Move for 2012 base and 2035 future conditions based on relevant local data (land use, demographics, transportation system, etc.). The model was used to determine the future traffic volumes on streets, assess system deficiencies, and test network alternatives to address the identified needs. Figure 3-6 on the previous page provides an overview of the assumptions included in the development of future 2035 Moscow travel demand model. These model inputs were developed in coordination with City staff. Once the traffic forecasting process was complete using the travel demand model, 2035 volumes were developed to determine the areas of the street network that are expected to be congested and that may need future investments to accommodate growth and to assess the benefit of future roadway connections. Figure 3-7Figure 3-7 also shows a comparison of existing and future daily traffic volumes at primary gateways into the City. Although the highest daily volumes would remain on SH-8 to the west, the highest growth percentage is expected to occur on US-95 south of the City. The future evening peak hour traffic volumes at study intersections are shown in Figure 3-8. The SH-8 intersections at Farm Road, Line Street, Jackson Street, and US-95 continue to serve the highest volume of vehicles during the evening peak hour. The intersections with the highest forecasted growth in volume from 2012 to 2035 are SH-8 at Mountain View, US-95, and Styner Avenue. Figure 3-7 Forecast Average Daily Traffic at Primary Gateways to Moscow (2035) City Gateway 2012 2035 Percent change Source/Notes SH-8 – West Gateway 14,700 17,300 17.7% Historical Trend* is 12% SH-8 – East Gateway 7,900 9,400 19.0% Historical Trend* is 9% US-95 – North Gateway 5,900 6,800 15.3% Historical Trend* is 21% US-95 – South Gateway 6,100 7,500 23.1% Historical Trend* is 12% Source: ITD/ DKS Associates *Trend based on automatic traffic recorder (ATR) data and prorated to 23 year planning horizon. ---PAGE BREAK--- D St First St Main St Mountain View Rd Jackson St Sixth St Third St Hayes St A St White Ave Styner Ave Lauder Ave Farm Rd Sweet Ave Railroad St. A/Line SH8/US95 SH8/Line SH8/Farm D/MtView 6th/Main 3rd/Main 6th/Hayes 3rd/Hayes SH8/MtView 6th/Jackson 3rd/Jackson White/MtView 6th/Washington 3rd/ Washington SH8/White/Styner US95/Styner/Lauder 6th/MtView 1,400 240 460 340 895 1,055 515 325 905 1,315 110 375 330 560 25 695 1,005 1,035 350 535 1,295 190 640 595 105 125 385 475 175 1,390 295 455 945 820 1,435 755 185 190 1,045 160 705 940 195 195 570 775 210 350 180 280 295 430 60 275 405 360 155 350 180 245 380 175 145 55 295 235 " G " n n Æc n " " n " City Hall Moscow High Disability Action Center Moscow Jr High Friendship Square Palouse Mall / Winco Eastside Market Place J. Russell Elementary Gritman Medical Center Living Learning Community University of Idaho Moscow Charter School 1912 Center U V 8 £ ¤ 95 £ ¤ 95 U V 8 0 0.1 0.2 Miles Motor Vehicle Approach Volumes (4:30 - 5:30 PM) ! Less than 1,000 (Proportionally Sized) Total Volume ! 1,000 to 2,000! 2,000 or More By Direction NB WB EB SB Less than 500 500 - 1,000 1,000 or more Figure 3-8 Forecast PM Peak Hour Volumes (2035) Downtown District Landmarks Library Æc Civic/Social Service n School Shopping G Medical " ---PAGE BREAK--- Moscow on the Move MULTI-MODAL TRANSPORTATION PLAN This page intentionally left blank.