Prepared by The Kokomo and Howard County Governmental Coordinating Council in cooperation with the City of Kokomo,

Howard County, the Indiana Department of Transportation, and the U.S. Department of Transportation,

Federal Highway Administration and Federal Transit Administration.

The demand for transportation should grow along with the projected population, worker, and employment changes.  The Kokomo Road Network Model estimates the number of daily vehicle trips as growing from 477,161 trips during 2000 to 593,404 trips, assuming the higher population projection by 2030.  Changes in the distribution of population and employment across the Area should result in longer average trip distances by 2030.  The average trip times should grow as a result of the longer trips.  Average speeds will increase.  Fortunately, currently planned improvements to Dixon Road, Sycamore Street (SR22), US 35 and CR400N should reduce congestion, improve average speeds and reduce travel times.  Additional improvements may be needed depending on the impacts of decisions on US 31.  

Projected Travel Demand Change for Kokomo and Central Howard County

Section III.  TRAFFIC CONGESTION

Traffic congestion is a function of traffic volume and road capacity.  Road capacity depends on:  1.  The number of lanes.  2.  Traffic control.  3. Cross street traffic.  4.  Turning traffic and;  5.  On-street parking.

A single lane can easily carry some 1,800 vehicles per hour, as long as no one slows down or stops.  Slowing or stopping traffic for turning or parking vehicles or for cross street traffic at intersections quickly reduces the capacity of a road.

The Kokomo Road Network Model uses generalized values for road capacities.  The values are based on Federal Highway Administration research.  The values are adjusted for the number of lanes, and of traffic control devices.  The ratio of the traffic volume to the road capacity is an indicator of the level of service.  The level of service is generalized using  A through F scale.  Values A through C are considered uncongested with more or less unimpeded, free flowing travel.  Values D through F are considered congested with increasing degrees of traffic delays.  Actual levels of service will vary during the day as traffic volumes change.  Typically, transportation planning aims for a road system with a level of service of at least C during peak travel periods.  Level D is accepted sometimes where the cost and other impacts of improving to level C are judged excessive.
 

“Current Conditions” shows the location of peak hour congested road segments for 2000 as calculated by the Kokomo Road Network Model.  Most roads are uncongested.  Most congestion is at a D level of service.  Most occurs at a few, scattered intersections, or along U.S.31 during peak travel hours.
 

“Projected Conditions by 2030 without Planned Improvements” shows peak hour road congestion occurring with the higher forecasted population and employment growth and shifts.  It assumes no improvements to the current road system.  Congestion is greater, more widespread and occurs for longer period during the day.
 

“Projected Conditions by 2030 with Planned Improvements” shows peak hour road congestion occurring with the higher forecasted population and employment growth and shifts, after currently panned major road improvement projects are completed.  The projects will improve : US35; Dixon Road; Sycamore Street (SR22) and Co. Road 400 North.  Their completion is expected after 2005.

Section IV.  CURRENT PROJECTS FOR MAJOR ROAD IMPROVEMENTS

There are three major road improvement projects currently planned for completion by 2015.  The projects are discussed in their expected order of completion.  (Figure 7).

1.  Co. Rd. 400 North is a Howard County project.  It is rehabilitating the road from Touby Pike to the airport.  Previously, the project rehabilitated Co. Rd. 300 North from U.S.31 to Co. Rd. 50 East; Co. Rd. 50 East from Co. Rd. 300 North to Co. Rd. 400 North; and Co. Rd. 400 North from Co. Rd. 50 East to Touby Pike.  The project will slightly widen and resurface the existing two lanes.  The resurfacing will improve driving conditions for rural residents of north Howard County.  Some bridge work will occur over the next several years.  The project has seen the remaining construction start during 2004 and it will last through 2005, at an estimated construction cost of $1,700,000.

2.  Sycamore Street (SR22) is an Indiana Department of Transportation project.  It proposes widening the road to three lanes from Malfalfa Road to Washington Street.  The center lane would be a continuous left turn lane. It should reduce congestion from Malfalfa Road to Phillips Street.  Continued residential development should double traffic on SR22 West of Kokomo.  The extended project will include adding left turn lanes at Co. Rd. 300 West in addition to the added lanes.  The current project from Malfalfa Road to Washington Street is has started construction during 2004 and should be complete in 2006, at an estimated construction cost of $11,183,000.

3.  Dixon Rd. (Co. Rd. 200 West) is a joint project of Kokomo and Howard County.  It will widen the road to four lanes from Judson Road (Co. Rd. 200 North) to Alto Road (Co. Rd. 250 South).  It will add traffic signals and left turn lanes at Markland Avenue, Defenbaugh, Boulevard, Alto Road, and Lincoln Road.  It will eliminate most current and future congestion along most of the corridor.  The improvement will result in traffic shifts.  The shifts may create congestion problems on Dixon Road between Sycamore Street (SR22) and Markland Avenue.   The project should add left turn lanes, through lanes, and a traffic signal to the intersection.  Construction of the project started during 2000 and will continue until 2007, at an estimated construction cost of $12,530.00.

Recommended Actions

The Kokomo, Howard County and the Indiana Dept. of Transportation should devote the resources needed for the timely completion of the current projects.

Summary of Current Projects

Section V.  U.S.31

U.S.31 is one of Indiana’s earliest highways, The route connecting Indianapolis with South Bend, through Kokomo, was first designated as a “Main market Highway” before 1917.  Later, during the 1920’s the national significance of the route was recognized with designation as U.S.31.  During the 1940’s, highway interests began advocating construction of a national system of super highways.  Their efforts resulted in creation of the Interstate Highway System.  Indianapolis-South Bend route was proposed for interstate highway status.  Unfortunately, it was not designated.  It was essentially an intrastate route.

Indiana chose upgrading the U.S.31 route to higher standards during the late 1940’s.  Included was construction of a “By-Pass” around Kokomo.  The higher standards were below interstate highway and freeway standards.  Every cross street, and adjoining property owner, continued having direct access to the upgraded route.  The adoption of sub-interstate highway standards laid the foundations for current problems on U.S.31.

People started enjoying the greater speeds and convenience of the upgraded U.S.31 as it was built.  They began building homes, businesses, and industries along and near the highway.  The growth along U.S.31 added further traffic which attracted more businesses.  Figure 10 insert here

The so-called “U.S.31 By-Pass” became the retail and industrial core of Kokomo.  Eventually, the additional traffic resulted in increased accidents at the uncontrolled intersections.  Safety improvements, like traffic signals and reduced speeds limits where made.  The increased traffic delay, reduced the levels of service, and reduced the convenience of the road.  By the mid 1990’s, about half of the U.S. 31 By-Pass intersections had unacceptable levels of service.

The reduced convenience led to call for further improvements, including building a “By-Pass around the By-Pass”.  The calls started during the 1960’s.  They grew until the 1990’s. In 1995, a Major Investment Study was completed on US 31 in Kokomo and Howard County.  During 2002, the Indiana Department of Transportation, initiated an Environmental Impact Study of the Kokomo and Howard County U.S.31 corridor.  The study includes detailed modeling of the Kokomo road network.  The modeling will permit testing the travel impact of any proposed improvement or new by-pass route on the area.  The study will investigate the other social, economic, and environmental impacts.

High standards are recommended for upgrading U.S.31.  An upgraded U.S.31 would have four lanes with room for two more lanes in the future.  Access would occur at few interchanges.  Upgrading the existing route would cut off all driveways and unsignalized intersections.  It would replace most signalized intersections with bridges or interchanges.  Preserving access to adjacent properties would require construction of frontage roads at some locations.  An upgraded U.S.31 would require more wide right-of-way for the additional lanes, on and off ramps, frontage roads, and bridge approach fill.  It would require the purchase and relocation of many small business and homes, which front on the highway. Therefore, the KHCGCC adopted Resolution 2000-3 which recommends that INDOT construct a bypass of existing US31.

The cost of constructing an upgraded U.S.31 is high.  Preliminary cost estimates exceed $166,000,000.  Typically, the Indiana Department of Transportation programs about $100,000,000 worth of major construction work every year.  Construction of a new or upgraded U.S.31 would therefore require several years.

Start of construction will depend on the overall Indiana Department of Transportation schedule and finances.  It could start after 2008 or more likely 2010.  Time is required for completing the final highway design, the environmental impact analysis, and purchasing the needed right-of-way.  In addition, the Indiana Department of Transportation has, as of mid-2004, programmed major construction projects worth over $1.7 billion.  Time is required for completing the various other major projects.

Recommended Actions

The Indiana Department of Transportation should give consideration to the local preference for a new alignment U.S.31 corridor and initiate the required improvement project.  The Kokomo area will need to work toward insuring the project is actually followed through.  Further work is needed for insuring the project is not delayed by other communities, pushing their own critical highway improvements.

Section VI.  POSSIBLE FUTURE PROJECTS
Projects for Current Problems

The currently planned projects and the U.S. 31 upgrade will improve conditions at some current or projected congestion locations.  Some of the remaining locations require only minor improvements for ending their minor congestion.  Others require more expensive improvements.

a).    Park Avenue and Phillips Street - Southbound Phillips Street experiences delays waiting for Park Avenue traffic.  The traffic flowing from Phillips Street to Park Avenue west of the intersection, is greater than the through traffic flow on Park Avenue; or for Phillips Street to Park Avenue east of the intersection.  Changing the stop signs to require westbound Park Avenue traffic to stop would remove the problem.  It would not create excessive problems for Park Avenue.  Alternatives are changing the intersection to an all-way stop, adding traffic signals or reconstruction as a roundabout.  Improvements would require a field study verifying the sign warrants, adoption of an enacting ordinance and posting of signs.  A rough estimate of construction costs is $1,000 for the signs and $45,000 for the signals. The roundabout costs will require an engineering study.

b).    LaFountain Street and Washington Street - Southbound LaFountain Street is delayed by the primary traffic flow from Washington Street to LaFountain Street south of the intersection.  An additional lane for southbound LaFountain Street would remove the problem.  Adding a left turn lane for northbound LaFountain Street would improve conditions further.  It would permit dropping the separate northbound signal phase.  A rough estimate of construction cost is $500,000.

c).    Markland Avenue and Park Avenue - Markland Avenue is delayed by the all-way stop for Park Avenue.  A traditional intersection requires a traffic signal with left turn lanes on all four approaches, and a right turn lane for northbound Park Avenue.  The improvement would require either widening the Markland Avenue bridge over the Wildcat Creek, immediately west of the intersection, or moving the intersection and portions of Park Avenue to the east.  A rough estimate of construction costs is $1,400,000.  Installing just the Park Avenue turn lanes would reduce the estimated costs to $400,000.  Another alternative is to construct a roundabout. The cost estimate for this alternative should be roughly the same as the traditional intersection. Markland Avenue would still see occasional congestion, however, eventually projected traffic growth on Markland Avenue will require widening the road from two to four lanes from Dixon Road to Washington Street.

Continuing social and economic trends are redistributing the population, employment sites, and shopping areas of the Kokomo urban area.  Continued development in the area south and west of Kokomo will increase traffic on the roads serving them.  Results from the Kokomo Road Network Model indicate increasing congestion will occur.  Several improvement projects could reduce the traffic congestion.  Forecasted conditions and possible improvement projects on the roads are discussed below.  They assume completion of the currently planned major road improvement projects.

d).    West Alto Road (Co. Rd. 250 South) - Traffic volumes on Alto Road from west of Dixon Road (Co. Rd. 200 West) to Park Road are projected as growing by some 5,000 vehicles per day.  The additional traffic will require additional lanes on Alto Road for reducing congestion problems.  The additional lanes may not eliminate the congestion.

        An Alto Road improvement project would start at Park Road.  It would continue the four lanes for about one mile to west of Dixon Road. A rough estimate of the project cost is $2,500,000.

e).    Boulevard - Traffic volumes growth on Boulevard will vary from minor increases to adding 5,000 vehicles per day.  There are three intersections which will need improvement.

1.    Boulevard and Park Road - The additional traffic on both roads will require improving the intersection.  It will need left turn lanes on all approaches; right turn lanes for westbound Boulevard and northbound Park Road; and traffic signals.  A rough estimate of the project cost is $200,000.

2.    Boulevard and LaFountain Street - The additional traffic on northbound LaFountain Street and westbound Boulevard will require improving the intersection.  It will need left turn lanes for Boulevard and LaFountain Street; northbound right turn lanes for LaFountain Street and traffic signals.  A rough estimate of the project cost is $200,000.

f).    West Lincoln Road - Traffic volumes on Lincoln Road between Webster Street and Berkley Road are projected as growing by some 11,000 vehicles per day.  Accommodating the additional traffic will require widening Lincoln Road to four lanes.  The Park Road and Berkley Road intersections would require left turn lanes on all approaches.  Considerations should be given to extending the four lanes the last half mile to Dixon Road in anticipation of future traffic increases.  The Lincoln Road and Dixon Road "T" intersection may have congestion problems.  Adding lanes would not help.  A rough estimate of project costs for the Webster Street to Berkley Road segment are $2,900,000 for the Berkley Road to Dixon  Road segment are $1,500,000, and a total of $4,400,000.

g).    West Markland Avenue - Traffic volumes on Markland Avenue between Washington Street and Park Avenue are projected as growing by some 5,000 vehicles per day.  It will need four lanes for accommodating the additional traffic.  The intersections with Webster Street and Park Avenue will require left turn lanes on all approaches, and traffic signals.  Northbound Park Avenue will need an exclusive right turn lane.

Traffic volume on Markland Avenue from Park Avenue to Berkley Road is projected as growing by some 2,000 vehicle per day.  As noted previously, the Markland Avenue intersections with Berkley Road and Park Avenue already have problems.  The segment could get by with improving the intersections with turn lanes and traffic signals.  Widening the segment to four lanes would be better.

Traffic volumes on Markland Avenue from Berkley Road to Dixon Road are projected as growing by some 5,000 vehicles per day.  The existing two lanes are adequate for accommodating future traffic.  Widening the segment to four lanes will require replacing the low, narrow railroad bridge over the road.  Widening the opening of automobile traffic is appropriate.  It has room for one vehicle at a time from either direction.  It impedes traffic.  Raising the bridge, or lowering the road for accommodating tall trucks is not technically feasible.  Replacing the bridge with fill and a grade crossing is unlikely.  Current federal policy encourages removing grade crossings wherever possible.  Finding federal aid for adding a grade crossing would be difficult. Fortunately, only a few tall trucks are inconvenienced by the low bridge.  Alternate routes exist that are convenient.  Better marking of the routes would reduce any inconvenience.  Currently, drivers do not see the low bridge warning signs until after they have passed the alternate routes.  Additional signs at the Markland Avenue intersections with Park Avenue, Berkley Road and Dixon Road would reduce problems with the low railroad bridge.

A rough estimate of project costs for widening Markland Avenue from Washington Street to Berkley Road is $4,800,000; for just replacing the low railroad bridge is $500,000; for widening from Berkley Road to Dixon Road including replacing the low railroad bridge is $2,000,000; and the total costs are $6,800,000.

h) Phillips Street - Traffic Volumes on Phillips Street from north of Jefferson Street to south of Sycamore Street should increase by between 4,500 vehicles per day to 7,900 vehicles per day.  The greatest increase should occur north of Jefferson Street.  Most of the existing street can accommodate the increases with traffic signal timing adjustments.  The Phillips Street and Jefferson Street intersection will require major improvements.  It will require widening both streets to four lanes and adding a southbound right turn lane for Phillips Street.  The intersection is projected as having an unusually high number of southbound right turns, and eastbound left turns.  They are on an average, forty percent of the approaching traffic.  Much of the turning traffic is from the north end of Kokomo.  Providing an alternate route, such as extending Morgan Street from Phillips Street to Dixon Road could reduce the turning traffic by an average of sixty percent.  Southbound Phillips Street would still require an exclusive right turn lane.  Adding it would involve less disruption and cost to the community.  A rough estimate of project costs for widening Phillips Street from Jefferson Street to Sycamore Street is $1,500,000.

i).    West Jefferson Street - Traffic volumes on Jefferson Street are projected as increasing up to 6,000 vehicles per day between Dixon Road and Phillips Street.  Accommodating the additional traffic will require widening Jefferson Street to four lanes.  Removing the on-street parking and making intersection improvements would provide sufficient room for the additional lanes between Dixon Road and Berkley Road.  Building new lanes is required between Berkley Road and Phillips Street.  The Morgan Street extension (as discussed for Phillips Street) would also benefit Jefferson Street for the same reasons.  A rough estimate of project costs for widening Jefferson Street to four lanes is $1,500,000.

j).    East SR 22 (U.S.35, Co. Rd. 00NS, Markland Avenue) - Traffic volumes are projected as growing by some 6,000 vehicle per day.  Accommodating the growth will require widening SR22 to four lanes, from the end of the existing four lane section at Goyer Road to near Greentown.  INDOT is acquiring the right-of-way for the project now and work is estimated to begin in 2007. A rough estimate of costs is $11,600,000.

k).    Other intersections - There are several intersections which will probably see congestion problems from increased traffic volumes.  The are:  Albright Road and Southway Boulevard; Park Road (Co. Rd. 100 West) and Center Road (Co. Rd. 300 South); Park Road (Co. Rd. 100 West) and SR26 (Co. Rd. 400 South).  They will need traffic signals and turn lanes.  The intersection of Dixon Road (Co. Rd. 200 West) and SR26 (Co. Rd. 400 South) will need turn lanes.  A rough estimate of costs is $150,000 for each.  The intersection of Defenbaugh Street and Webster Street may need an all-way stop.  A rough estimate of costs is $1,000.

Possible Road Extensions

Several extensions of roads have been suggested over the years.  The impact of extending several of the roads are discussed below:

l).    West Morgan Street - The proposed extension of Morgan Street would start at Phillips Street; cross the north edge of Northwest Park to Judson Road (Co. Rd. 200 North); and continue west along Judson Road to Dixon Road.  It would provide an improved connection for travelers in north Kokomo, to west and southwest Kokomo and Howard County.  As mentioned previously, it would benefit Jefferson Street and Phillips St.  It is projected as carrying between 7,000 - 8,000 vehicles per day depending on the number of lanes and traffic signals.  A rough estimate of project costs is $2,800,000 for a four lane extension.

m).    South Berkley Road - The proposed Berkley Road extension would start at Markland Avenue cross the Wildcat Creek and continue south to Defenbaugh Street.  It would allow travelers on the west side of Kokomo to avoid Dixon Road and Park Avenue.  It is projected as carrying some 6,700 vehicles per day.  The diverted traffic is insufficient for helping congestion on  either Dixon Road or Park Avenue.  Most of the extension crosses the Wildcat Creek flood plain and the settling ponds portion of the Continental Steel U.S. Environmental Protection Agency Superfund environmental hazard site.  They will add to the cost of the project.  As a result, the project should have a low priority.  A rough estimate of project costs is $3,300,000.  It excludes any environmental remediation cost for the Superfund site.

n).    South Phillips Street - The proposed Phillips Street extension would start at Park Avenue.  It would cross the old Continental Steel properties, Markland Avenue and the Kokomo Creek to the intersection of Defenbaugh Street and Park Road.  It would provide a more direct route between north and northwest Kokomo to southwest Kokomo.  It is projected as carrying around 10,000 vehicles per day, as either a two for four lane road.  Park Avenue would benefit the most.  The project has been suggested as part of the Continental Steel site redevelopment.  Portions of the site are a U.S. Environmental Protection Agency Superfund environmental hazard site.  Correction of the environmental problems and removal of some remaining buildings of the abandoned steel making facilities is needed before considering the Phillips Street extension.  The project is an opportunity for a public/private partnership.  As mentioned previously, traditionally land developers would provide all roads within their site.  In this case, the developer should build the Phillips Street extension from Park Avenue to the Kokomo Creek. The clean up will help to facilitate the future road project. The city and county could as funding became available, bridge the Creek and connect the street to Defenbaugh Street and Park Road.  A rough estimate of project costs is $2,500,000 excluding any special site preparation costs.

p).    Extend Webster Street south to SR26 - The project has extended Webster Street as a four lane street from the previous dead-end south of Cambridge Drive south and east across the new Jackson-Morrow Park, to Center Road (Co. Rd. 300 South). The project would continue the extension south across the south Fork of the Little Wildcat Creek, to the Ivy Hill Sub-Division portion of Webster Street.  It would widen the existing street and connect it with SR26 (Co. Rd. 400 South).  The project would improve and add a roundabout at the intersection with Center Road (Co. Rd. 300 South) and a signalized intersection with turn lanes at SR26 (Co. Rd. 400 South).  Testing the project with the Kokomo Road Network Model found the new road carrying some 17,000 vehicles per day.  It would attract some 8,500 vehicles per day off U.S.31 between Alto Road and Center Road (Co. Rd. 300 South).  It would add between 1,000 and 3,000 vehicles per day to the existing portion of Webster Street between Lincoln Road and Alto Road, and some 13,500 to the Ivy Hills Sub-Division portion.  The traffic volume shifts would improve the levels of service on U.S.31 between Alto Road to Center Road (Co. Rd. 300 South), from level "F" to "E".

The Webster Street extension does not produce sufficient benefits for replacing any major improvements to U.S.31.  It is useful as a supplement to any proposed U.S.31 improvements.  Any future land development which is adjacent or crosses the Webster Street project corridor, like the Jackson-Morrow Park should construct Webster Street to the described project standards.  Extending Webster Street to just Center Road could shift some 5,000 vehicles per day from U.S.31 and Park Road.  A rough estimate of costs for the complete extension is $3,200,000.

Section VII.  FUNDING FUTURE PROJECTS

The previous sections discussed the needs for projects improving the Kokomo urban area road network.  The next question is:  "Can Kokomo and Howard County build all of the proposed local projects by 2030?"  The answer is: "No, there is insufficient time and money".

Currently, Kokomo and Howard County each receive an average of $1,000,000 annually from state highway user taxes, local property taxes, and local highway user taxes, for local use.  The local funds are used for maintaining and improving local bridges, streets and roads.  About one third of the local funds are available for preparing for major projects.  State and Federal highways are maintained and improved by the Indiana Department of Transportation (InDOT).  InDOT has its own sources of funding.

In addition, Kokomo and Howard County have available federal highway funds under the Transportation Equity Act for the 21st. Century (TEA-21) for improving local bridges, street, and roads.  The various federal highway fund categories have different assigned uses and distribution requirements.  For example; federal bridge funds and railroad crossing funds are made available using state wide rankings.  Other funds are allocated directly to groups of local communities.  The metropolitan status of the Kokomo urban area qualifies it for annual Surface Transportation Program allocations. The average annual allocation for fiscal years 2002, 2003 and 2004 was $1,561,000.  The unused portions of the annual allocations accumulate until the end of the TEA-21 in fiscal year 2004.  The Surface Transportation Program has another statewide allocation for rural areas.  Current rules limit each county to using only $1,000,000 per year. 

Using federal highway funds for improvement faces many requirements.  Usually the local community must pay for any preliminary engineering costs and for any right-of-way property purchases with local funds.  Usually, the federal funds will pay only eighty percent of the construction costs.  The local community must match the federal funds by paying the remainder of the cost with local funds.

There are other sources of funds for highway improvements.  Their availability fluctuates from year to year.  Their use is a matter of finding and seizing the opportunity.  The Long Range Transportation Plan assists the search by identifying potential uses for the funds.

The local funds, the Surface Transportation Program funds  and their future equivalents are the only funds available in sufficient quantity and availability for long range planning consideration.

Another consideration is the length of time needed for preparing a project for construction.  Current local funding levels and InDOT approval processes stretch out preparations for an average of about seven years.  Actual construction requires about one year per mile of road under construction.  The various proposed major projects are about one and a half miles long.  They would require two years for construction.

The currently planned major projects are East SR22, Dixon Road and SR26 (Co. Rd. 400 South).  They are planned for completion during fiscal year 2007, 2008 and 2008 respectfully.  Kokomo could plan on starting work on another major project during 2008 with the expectation of building it during 2015 and 2016.  It should accumulate sufficient funds for paying for construction by then.  The following project would see construction after 2015.  Howard County could plan starting another project after 2015 with construction after 2021.  Other smaller projects such as intersection improvements could occur at anytime.

Section VIII.  RECOMMENDED FUTURE LOCAL HIGHWAY PROJECTS

Many potential future highway projects were discussed in the earlier sections for Kokomo and Howard County.  Which projects are implemented next, after the current major projects is the question.  Reviewing the various projects, their costs, their traffic impacts with both high and low population forecasts, available funding and existing projects schedules resulted in the following recommendations.

1.    Improve the intersection of Markland Avenue and Park Avenue.  Improving just the intersection will alleviate the existing congestion and reduce future problems.  It will delay the need for widening Markland Avenue to four lanes in the future.  Also, the reduced project size will permit quicker project implementation.  A rough estimate of project cost is $1,400,000.

2.   Widen Lincoln Road West to four lanes.  Lincoln Road is projected as having the second greatest traffic volume growth after U.S.31 in the Kokomo area.  A rough estimate of project cost is $4,400,000.

3.    Extend Morgan Street from Phillips Street to Dixon Road.  It will provide north Kokomo with a better route to west and southwest Kokomo and Howard County.  It will reduce traffic congestion on  Phillips Street and Jefferson Street enough to remove the need for widening them to four lanes.  A rough estimate of project costs is $2,800,000.

4.    Improve the other various intersections discussed as local funding becomes available.  Often, improving an intersection will permit more efficient use of existing facilities and reduce the need for major improvements.
 
 

Section IX.  ALTERNATIVES TO HIGHWAY CONSTRUCTION

Building our way out of traffic congestion is an expensive and time consuming method which is often ineffective.  All too often it encourages more traffic which generates more congestion.  Possibly, it is time for recognizing that the single occupant automobile is an inefficient form of mass transportation and use of limited public and private resources.  Possibly, it is time for encouraging more efficient use of our highways and use of other forms of transportation modes.

Surveys in Kokomo, for the InDOT U.S.31 study found an average occupancy rate of 1.05 persons per car for home to work trips.  It is less than the national average of 1.1 and twenty percent less than the 1977 average of 1.3 persons per car.  Much of the existing and future traffic congestion would disappear if residents started using their automobiles more efficiently by increasing the number of persons per automobile.  Forming car pools is an inexpensive partial solution to congestion.  Low level efforts should be encouraged of all medium and large employers and of all clusters of employment such as office buildings, shopping centers and business districts.  These efforts could include reserving space on company bulletin boards for those seeking car pools and preparing newsletters, public service announcements and brochures encouraging use of car pools.

Encouraging non-automobile transportation modes such as walking or bicycling would also help.  Many of the arterials and collectors in areas developed for urban uses after World War II lack sidewalks.  Many of the larger businesses and shopping areas in Kokomo do not have sidewalks connecting them with adjoining residential areas.   Building sidewalks would encourage greater walking for shorter trips.  In addition, the current policy of not building sidewalks denies the public the option of walking.

Similarly, bicyclists face obstacles using the street.  Often major streets are too narrow and too busy for motorists to safely pass the slower bicycles.  Some older parts of Kokomo have a grid of local streets which parallel the major streets.  They permit efficient bicycle movement to some destinations.  However, the presence of streams and railroads break up the local street grid.  The bicyclists are forced onto the major street or to make lengthy detours.  The newer areas lack the old style local street grid.  Many neighborhood streets connect only with major streets.  As a result, the bicyclist must use the major street for trips of any length.  Helping bicyclists does not require a specialized network of separate bicycle trails.  Rather, they can be accommodated on major urban streets and roads by simply widening the outside lane by two feet, on major rural roads by providing paved shoulders and by marking the route as accommodating bicycles.

In October of 2000, the official groundbreaking for the first phase of the Wildcat Walk of Excellence (WCWE) occurred. This was the beginning of a multiphase effort, with significant public support, to develop an urban trail system in Kokomo. Phase 1 was open to public use in 2001. It runs along the Wildcat from roughly Phillips Street to Main Street. In 2001, the City made application to INDOT for Transportation Enhancement (TE) funding of Phases 2 and 3. That request was subsequently approved and the project is on schedule for construction in 2005. Currently, the City has submitted a request for additional TE funds for construction of a pedestrian bridge over Wildcat Creek near the Kokomo Middle School athletic fields. This project will provide an alternative to use of the street bridge on Apperson Way.

Recommended Actions

Kokomo, Howard County, and InDOT should build sidewalks along all arterials and collectors which are rebuilt or widened within the build-up portion of the urbanized area, in the future.  Adequate right-of-way should be acquired such that green space can be included in the design or added later. When traffic calming is appropriate, roundabouts should be given consideration. They should require construction of sidewalks in all new residential subdivisions and new commercial developments.  All commercial developments should be required to have marked walkways connecting their main entrances with the street sidewalk.  And, when rebuilding or widening arterials within the urban area, Kokomo, Howard County and InDOT should add an additional two foot of width to the outside lanes or add paved shoulders for bicyclists.  Kokomo with InDOT should begin a low level effort at encouraging ride-sharing. Kokomo should continue efforts to expand the urban trail system. The planning done for the WCWE suggest future development may be directed to Highland Park, the Little Wildcat Creek or along a northwest alignment.

Section X.  PUBLIC TRANSPORTATION

Kokomo provides two public transportation services.  The Kokomo Senior Citizen Bus Service provides a free demand responsive, "dial-a-bus" service for the elderly, handicapped and some low income residents of the city.  It provided approximately 50,000 passenger trips during 2004 at a cost of $580,000.  The Kokomo First City Rider Program is a user-side subsidy service.  It subsidizes patron taxi cab fares within Kokomo and the central third of Howard County.  It is open to any resident of the service area who is at least sixteen years old.  The Program subsidizes half of the fare of most patrons up to a maximum of $3.00 per trip.  Senior citizens and the handicapped receive an additional fifty percent subsidy during off-peak travel hours (8pm to 5am).  Also, the Program pays any additional cost of transporting wheelchairs for handicapped patrons.  The average patron fare for First City Rider Program trips was $4.00 during 2004.  It subsidized 65,000 passenger trips during 2004 at a cost of $500,000.  The two services are funded by:  The City of Kokomo; grants from the Federal Transit Administration; grants from the U.S. Department of Health and Human Services; First City Rider Patron fares; and Senior Citizen Bus Service patron donations.

There is a continuing need for public transportation in the Kokomo area.  As of 2000, ten percent of Kokomo households did not own a motor vehicle.  The percentage may grow as the proportion of elderly residents grow during the coming decades.  People, who can not drive or can not afford an automobile are isolated and must depend on the kindness of others for transportation.  Basic services, like supermarkets and doctors' offices, and employment opportunities are often miles away in areas without sidewalks.  Not having public transportation would require every adult own and use an automobile for full participation in society.  Buying and maintaining automobiles is the second largest expense for most households.  Much of the large investment is lost every year through depreciation and deterioration.  After all, the primary activity of the typical automobile is sitting and rusting in a parking space.  Automobiles are typically three-fourths empty when in actual use.  Their current average occupancy rate is one and a half persons.

Most metropolitan cities provide public transportation with mass transit services using buses and trains.  Kokomo chooses providing public transportation services with demand responsive and, later, user-side subsidy services because of their relatively lower public costs and the greater flexibility of user-side subsidy services.  Providing a traditional fixed route bus service would cost at least five times the cost of the existing Kokomo services.

The Kokomo transportation services have disadvantages for patrons.  Senior Citizen Bus Service patrons are limited to three one-way trips per day.  First City Rider Patrons are limited to sixty one-way trips per month.  In addition, the average fare for First City Rider patrons is about four times higher than patrons of bus services in other Indiana small metropolitan areas.

As of 2004, Indiana provided $853,982 to Kokomo for supporting public transportation services through the Indiana Public Mass Transportation Fund (PMTF).  Kokomo is included in the fund and supports the Senior Citizens Bus Service with those funds.

Recommended Actions

Kokomo and Howard County should continue support of the Senior Bus and First City Rider programs. Also, the feasibility of using automatic vehicle location technology as well as onboard data terminals should be explored.

Section XI.  ACCESS TO AREAS OUTSIDE THE URBAN AREA

Access to areas outside the Kokomo area is provided by state and federal highways, by railroad lines, and by airplanes using the Kokomo area airports.  Access is needed for supplying the social and economic needs of the urban area.  Improved access would reduce the cost of supplying the needs.

Highways

Highway access for the Kokomo urban area is provided by the state and federal highways serving the area.  U.S.31 provides very good access north to South Bend and south to Indianapolis, and their interstate highway connections to other areas.  Travelers on U.S.31 enjoy near freeway speeds and levels of service.  They face increasing congestion in the South Bend, Kokomo, and Hamilton County areas.  The congestion is a result of continued urban development in the areas along U.S. 31.  The development occurs as people take advantage of the convenience of higher speeds and of the easy access of the sub-freeway design used for U.S.31.  The success of the highway is killing it.  InDOT initiated studies for upgrading or replacing portions of the highway with freeway standard designs, in the three urban areas during the mid 1990's.  It has followed up the studies with quick actions implementing the study recommendations.  Upgrading of the entire route to freeway standards would go a long way toward eliminating existing problems and preventing future ones.

Highway access for Kokomo to the east is provided by U.S.35 / SR 22, and to the northeast, by U.S.35 / SR22 and I-69.  The routes are supplemented by U.S.24 to the north and SR26 to the south of the area.  U.S.35 / SR22 provides good access to I-69.   

Highway access for Kokomo to the west is provided by SR26.  Access to the northwest and Chicago is provided by either SR26 and I-65 or U.S.31 and U.S.30.  The SR 26 and I-65 route is somewhat faster as it has fewer traffic signals than U.S.31 and U.S.30.  The narrow width of SR26 impedes highway truck use.  INDOT will be making alignment and pavement improvements on SR 26 in 2008. Many Kokomo area trucking firms prefer using the U.S.31 and U.S. 30 route as a result.  They feel it is the safer, though a less convenient route.  Relatively inexpensive widening of the existing highway to twelve foot lanes with paved, wide shoulders, would eliminate the problem.  The portion of the highway between the west Howard County line and Rossville needs the most improvements. It is the section to be improved in 2008. Additional improvements are needed in the Lafayette area.

Railroads

Railroad access for Kokomo has changed recently.  At the end of World War II, Kokomo was served by two major companies.  Rail lines entered the city from six directions.  Kokomo is fortunate that, by the mid 2000's, it still has service on two of the rail lines.  The lines are controlled by the Central Railroad Company and the Winamac Southern Railway Company.  The lines of both companies are operated by the Central Railroad Company.

American railroads are seeing a rebirth during the 1990's.  The railroads are adding capacity and improving service.  Previously, they were abandoning entire railroads.  Most of the improvements have occurred on the main lines of the major companies.  The main lines enjoy the benefits of the economies of scale and efficiency provided by operating long, single cargo unit trains and containerized intermodal trains.  The benefits partially offset the massive direct and indirect subsidies provided their competing modes and the inherent efficiencies of the other modes.

Kokomo has seen only the fringes of the rebirth.  All of the lines servicing it are considered secondary.  The Central Railroad Company is considered a short line railroad.  The presence of the Central Railroad Company is, in many ways, to the advantage of Kokomo.  No longer are local service decisions made in some far off city after long debate through multiple layers of bureaucracy.  Rather, decisions are made in Kokomo by people familiar with the city and the county.

There is little Kokomo and Howard County can do in direct support of continued efficient railroad service.  The inter-city orientation of railroads means any government aid is provided directly by state and federal agencies.  Kokomo and Howard
County can support continued service by working cooperatively with the Central Railroad Company, and by insuring their actions do not interfere with railroad services. Also, local officials should work to preserve a railroad line to Indianapolis for use as a future transit corridor.

Air Transportation

Direct aircraft access for Kokomo is provided by the Kokomo Municipal Airport and several smaller private airports.  The Kokomo Municipal Airport has had irregular commercial airline service.  It is used by many private aircraft and by corporate aircraft serving local industries.  Maintaining quality service for the private and corporate users is important for the continued economic vitality of the Kokomo area.

Surface access to the Kokomo Municipal Airport is over local roads.  Most are in good condition.  Completion of the Co. Rd. 400 North project will improve the last road serving the airport.  There have been complaints over the difficulty of finding the airport.  Highway signs directing traffic to the airport are described as inadequate.  The Coordinating Council, in cooperation with Kokomo, Howard County, and InDOT should investigate improving airport signs.

Recommended Action

Kokomo and Howard County should work with Indiana toward upgrading the entire U.S.31 corridor to freeway standards from Indianapolis to South Bend.  They should work toward making west SR26 usable for routine use by interstate trucks.  They should work with local railroads to maintain service.  They should maintain quality service at the Kokomo Municipal Airport and improve airport access, including improving directional signs.

Section XII.  CONSIDERATION OF OTHER PLANS

The City of Kokomo has a comprehensive plan as of 2001. The KHCGCC will work cooperatively with the Kokomo-Howard County Plan Commission to implement the transportation components of the plan. At this time, Howard County is working on their comprehensive plan and it is expected to be complete in 2005.

Recommended Action

The land use plans of all jurisdictions will be considered in any actions taken with regard to this long-range plan. Kokomo and Howard County are encouraged to maintain updated comprehensive land use plans. 

Section XIII.  PRESERVATION OF RIGHT OF WAYS

Highway construction and other transportation system expansions are usually catching up with existing problems.  Sometimes costs are increased by erecting homes or businesses too close to the new highway.  Kokomo and Howard County have tried to reduce the additional costs and inconveniences through enforcement of their Thoroughfare Plan Ordinances.  The ordinances have proved effective tools.  Some land developers have sought removals or rerouting of planned highways, for their convenience.  In some cases, the changes do not create future problems, in other cases they do.  Kokomo and Howard County should carefully consider any future petitions for changes.  They should consider the impact of the change on conditions in the future.

Recommended Action

Kokomo and Howard County Plan Commissions should carefully consider the impact of future thoroughfare changes on the entire road network and not just the convenience of land developers.

Section A.  ROAD NETWORK MODELING

Road network modeling is a collection of techniques and formulas which use social, economic, and roadway data for calculating trips and traffic flowing into, out of, and within an area.  The model permits identifying congested roads and testing of the effectiveness of proposed solutions.  Repeating the model, with social and economic projections, permits identifying future congestion and testing of solutions.

The modeling starts by identifying the road network.  The Kokomo model uses all roads functionally classified as arterials or collectors.  Roads are functionally classified on the basis of their principal use.  Local streets provide local access to land.  Arterial roads provide travel mobility.  collectors provide both access and mobility.  The arterial and collectors are further divided into primary and minor arterial, and major and minor collectors.  The differences are based upon the role of the road with its class.  Another division is between urban and rural roads.  Urban roads are within the urbanized area.  The urbanized area is initially designated by the U.S. Census, after each decennial census, using population density.  The area boundaries are refined by local agencies to reflect practical considerations.  Detailed traffic count, travel time and road character data, such as number of lanes, types of traffic control and speed limits is collected for the road network.

The next step is dividing the study area into traffic analysis zones.  Zone boundaries are the road network, natural boundaries like streams and railroads, and land use boundaries, such as between residential and industrial areas.  Population, household income, employment, school attendance, and vehicles available data is collected for each zone.  Other data on vehicle occupancy and travel into and out of the area are collected through special surveys.

The data is then used for calculating the person and vehicle trips of various types produced and attracted by each zone and the routes taken between origin and destination.  The results are compared to traffic count data, adjusted, and recalculated until the model faithfully reproduces traffic flows for the study area.  The final Kokomo Road Network Model reproduces travel in the area to within an average of two percent of actual vehicle miles of travel.

The modeling was repeated using population and economic projections for the year 2030.  Comparing the base year model with the future year model permits identifying current and future traffic conditions.  Recalculating the models with changes, such as additional or widened roads, permits identifying the impact of proposed changes.

   Section B.  PUBLIC PARTICIPATION

Proactive public participation in the development of The Long Range Transportation Plan for Kokomo and Central Howard County followed the process adopted by the Coordinating Council Policy board on January 27, 1994.  The appropriate policy section follows:

    The Transportation Plan is the comprehensive, long-range transportation plan for the area.  It covers the entire area for twenty (20) years for all transportation modes.  Actions proposed by the Transportation Plan initiate the various improvement projects implemented in the area.  It is reviewed and updated every (5) years.  Preparation of the Transportation Plan should have the greatest public involvement.

    The need for proactive involvement requires the Coordinating Council solicit input from the public and various groups and organizations.  There are two (2) points during preparation when solicitation will occur.

    1.  The first is when preparations start.  A legal advertisement in local newspapers and letters mailed to various groups and organizations, would announce the start of work on the Transportation Plan.  It would describe the scope of work.  It would request comments and suggestions.

    2.  The second is when the draft Transportation Plan is completed and submitted for review.  Another legal advertisement and letter would announce completion of the draft.  The availability for inspections and distribution provide for requests for public hearing, presentations to groups and request for public comment.  Other solicitations would occur as necessary.  Also, significant differences between the draft and final Transportation Plan would require an additional solicitation.  Significant comments will be reviewed, analyzed and included in the final document.

Example of  materials from the Public Participation effort are:

    Mailing lists of private/public agencies, organizations and individuals involved in community and transportation affairs.
    Cover letters for the distribution of discussion papers
    Letters received from public citizens
    Available public advertisements and related newspaper articles
    Presentations and discussions with the City/County Chamber of Commerce Transportation Committee

Public participation for the 2030 Long Range Plan involved began by placing public notices in the two local papers. The notices included the list of projects remaining to be done from the 2025 plan. Included in the notices was the offer to conduct public hearings if so requested. The public response received was low. No new projects arose from the public participation process. With the US 31 EIS in progress, the community was focused on the meetings and activities of the EIS. Those comments we did receive were exclusively asking that projects be scaled back, look at alternate design options or delayed until the US 31 project is more clearly defined. As it turns out, the Policy Board was pleased with most of the input and all significant comments have been incorporated into the plan.

When the Policy Board approved the final draft of the plan, it was announced in Public Notice section of the two local papers that public comment was sought on the final version of the plan. The plan was made available for comment for one month and no significant negative comments were received. Therefore, on February 3, 2005 the Executive Board accepted and adopted this as the long-range transportation plan for the Kokomo Urbanized Area.

TRAFFIC FLOW MAPS

2005 Current Conditions Map

2030 Without Planned Improvements Map

2030 With Planned Improvements