The transportation system for Lincoln and Lancaster County involves different modes of transportation to achieve the safe,

efficient and convenient movement of persons and goods. The transportation system includes streets and highways, public

transportation, railroads, trails, sidewalks, and airport facilities. The transportation system is primarily influenced by land

use, facility cost, operating cost, the environment and the socio-economic factors of the community.

The Mobility & Transportation section of the Comprehensive Plan guides decisions that will support the Plan’s overall

objectives by allowing Lincoln and Lancaster County’s transportation system to move people and goods around the commu-

nity in a safe, efficient, and convenient way. However, the roles and effects of the transportation system are far more com-

mum of inconvenience and delay. We also interact with the transportation system every day during work, shopping,

recreation, and social trips. Because of this, the transportation system attracts a high level of public interest and

debate.

6 The relationship between land use and urban development patterns. The transportation system both serves and

shapes development. When most trips were made by walking and public transportation, cities exhibited relatively

dense development patterns. The convenient access to all parts of the City provided by the automobile allowed peo-

ple to live, work, and shop in more dispersed locations, creating lower density cities. The construction of roads

opens areas to development, helping to mold the City’s directional growth. Just as the transportation system is influ-

enced by land use, land use is also influenced by transportation.

6 The environmental impact of transportation facilities. Of all public infrastructure investments, transportation facili-

quick, convenient way to work. However, the expectations of this commuter can conflict with the concerns of an

established neighborhood along the commuter’s route.

As a result, transportation planning must balance a variety of needs and priorities of the community. The transportation sys-

tem provides the links that knit Lincoln and Lancaster County together as one community. Yet, the impact of that same

transportation system can create physical barriers and conflicting interests that can also erode this sense of community. The

following four principles guide Lincoln and Lancaster County’s transportation planning:

6 A Connected City. In Lincoln and Lancaster County, the unifying qualities of transportation will be emphasized.

Neighborhoods, activity and employment centers, rural communities, and open lands should be connected by a con-

tinuous network of public ways. The transportation

network needs to sustain the One Community con-

system needs to effectively move people and goods

around the community, while minimizing impacts on

established neighborhoods and investments. The

concept of balance also applies to modes of trans-

portation. While the system must function well for

motor vehicles, it should also promote public trans-

portation, bicycling, and walking as realistic alterna-

tives now and into the future.

6 Transportation as a Formative System.

Transportation and land use are linked systems, that

reinforce desirable land use development patterns.

6 Planning as a Process. Transportation planning is a

dynamic process, responding to such factors as com-

munity growth, development directions, and social

and lifestyle changes. Therefore, the Comprehensive

Plan should also establish an ongoing process that

responds to these changes.

The overall objectives of the transportation plan include:

6 Developing a balanced transportation system that

meets the mobility needs of the community and sup-

environmental pollution.

6 Increasing the use of under-utilized means of transportation, including public transportation, bicycling, and walking,

6 Designing a street and road improvement program that is both physically attractive and sensitive to the environments

of urban neighborhoods.

6 Maximizing the safe and efficient movement of railroad traffic, while minimizing at grade street conflicts and reduc-

ing the creation of barriers by rail corridors.

6 Enhancing aviation facilities, while minimizing their impact on surrounding land uses.

6 Investigating and securing additional resources to implement the proposed transportation system.

The maintenance, improvement and expansion of the Long Range Transportation Plan is fiscally constrained. The benefits

and costs of alternative transportation improvements must be evaluated on an ongoing basis to assure that the public interest

is best served.

The transportation planning process establishes a framework within which all possible transportation improvements are

The key elements and directives of SAFETEA-LU, as they pertain to the long range transportation plan, are:

2. Annual List of Projects. Two new project types must be included: pedestrian walkways and bicycle transportation

facilities. The Metropolitan Planning Organization’s (MPO’s) intention to build such facilities must be written into

3. Planning Factors. SAFETEA-LU requires the metropolitan transportation planning process to provide for considera-

Nationally the Federal Highway Administration (FHWA) continues to emphasize transportation safety. As a result the pri-

mary focus of highway planning and investment is on improving the safety of the transportation system. In accordance

with the new provisions in SAFETEA-LU each state is required to develop, prepare, submit and implement a comprehen-

sive safety plan. The Nebraska Safety Plan developed in collaboration with public and private agencies has identified the

The City’s Annual Crash report and Transportation Crash records system are intended to address the requirements of

SAFETEA-LU and the state-wide Critical Emphasis areas. It is anticipated that the City’s transportation safety program

will continue to emphasize education, enforcement, engineering and evaluation to help mitigate crashes. It is imperative

that all funding opportunities be pursued to help mitigate and improve Lincoln’s transportation safety program.

The safe, secure and continuous movement of people and goods during emergencies depends upon well coordinated opera-

tions plans and policies. The full capability of the transportation system must be harnessed and optimized. To address the

security needs of our community and the transportation system infrastructure, it is anticipated that a greater emphasis would

be placed on the funding and implementation of Intelligent Transportation System(ITS) technologies. Applicable ITS tech-

nologies will be of enormous benefit, particularly when they are integrated with information and communication systems of

our public safety agencies. These ITS technologies would be supplemented by enforcement strategies, dissemination of

play. Often pedestrian facilities are overlooked or merely added onto street improvement

projects. However, to preserve and enhance the quality of life for Lincoln, consistent

maintenance and rehabilitation of the existing pedestrian system and additional facilities are

needed. Planning and developing pedestrian facilities should consider many factors:

6 Location of existing and planned activity centers and districts, such as shopping

malls, older neighborhood centers, libraries, community centers and schools.

6 Programs to retrofit established sections of town with pedestrian amenities.

6 Design standards for pedestrian facilities in new residential and mixed-use developments.

6 Location of existing and planned multi-use trails.

6 Requirements from the Americans With Disabilities Act (ADA).

pedestrians and bicyclists

in the community to be an

integral part of the

Transportation Plan.”

The City of Lincoln Public Works & Utilities Department will update the current Pedestrian Facilities ADA Transition Plan

(1992) with the development of a supplemental planning document (Pedestrian Master Plan). This plan will address the

requirement to install curb ramps at existing pedestrian walkways, to repair side-

walks and to meet the expectations of pedestrians. The objective is to comply with

ADA regulatory requirements and standards for pedestrians and follow guidance

assure public involvement by special interest groups. The City of Lincoln will be

hosting Civil Rights Training for staff to assure sensitivity and knowledge of laws

governing the stewardship of the American with Disabilities Act as it relates to

pedestrian transportation issues.

Five factors make up the quality of the pedestrian environment and define pedestrian level of service:

6 Continuity - The sidewalk

system should be complete,

without gaps, and maintained

in good repair. The pedestri-

Pedestrians should be sepa-

rated from motorists and

bicyclists. Adequate lighting

should be provided.

6 Visual Interest - Pedestrians

enjoy a visually appealing

environment. Street lighting,

fountains, and benches

should match the local archi-

tecture. Pedestrian amenities

6 Directness - Pedestrians should

the ratio of actual distance along

a sidewalk or pathway divided

by the minimum distance the

trip would take on a grid system.

6 Street Crossing - Street crossings should feel be safe and feel comfortable. Factors to consider are number of lanes

to cross, traffic volumes, turning movements, speed of traffic, signal indication, curb radius, crosswalks, lighting,

raised medians, visibility, curb ramps, pedestrian buttons and convenience.

Pedestrians are found throughout the community. Their needs can vary by where they are located:

6 Pedestrian Districts - These areas are typically located in settings where people go to walk around, shop, eat, or con-

6 Activity Corridors and Centers - These areas tend to be located along arterials, particularly where two major arteri-

als might intersect. These locations often have strip commercial or “L” shaped neighborhood shopping centers.

Directness and safety for pedestrians going to, from, and within these corridors and centers should be stressed.

6 Schools - While it might not be critical for the route to school to be picturesque and visually captivating, a safe and

secure environment must be provided for students going to and coming from schools. Sidewalks should be direct

and continuous with safe street crossings.

6 Transit Corridors - Transit trips begin and end as pedestrian trips. Directness and safety are critical elements.

encourage walking and bicycling, reduce the number and length of automobile trips, and conserve energy.

6 Encourage, promote, and coordinate land use that supports pedestrian activity.

6 Target pedestrian improvements in areas shown on the Pedestrian Activity Centers Plan. Refine map as necessary.

6 Establish dedicated funding.

The existing and planned multi-use trail system that serves the community is a critical resource for pedestrian users as well

as other users such as bicyclists. As a strength of the community and a foundation to further meet the needs of pedestrians

and other users, the maintenance, rehabilitation, and expansion of the multi-use trail system should be a priority.

6 Extend the multi-use trail system into new neighborhoods as the city grows. Connections should be made to

schools, parks, and other activity areas.

6 Explore options to establish a dedicated funding plan to complete the multi-use trail facilities plan, and for the con-

tinued maintenance and rehabilitation of these facilities.

6 Identify critical segments offering greater system continuity and connections for major activity centers and schools.

Undertake projects to complete identified gaps in the system.

tinations include schools, parks, trails, and activity centers.

6 Develop minimum pedestrian standards for all new public works projects, including new roadways and reconstruc-

tion of existing roadways. These standards should include street crossing treatment, sidewalk design, and landscap-

ing.

6 Continue to develop and

implement pedestrian stan-

dards for private develop-

ments to provide pedestrian

facilities connecting key desti-

nations such as schools, parks,

works demonstration project

ment funds and rider fares.

Contract service is common in university cities as it (1) provides the transit operator a large and compact ridership base to

service, and (2) provides university students and faculty with convenient transit access. This type of contract also benefits a

StarTran provides special transportation services for persons with disabilities in

ment and better meet the needs of persons with disabilities.

Establishing park-and-ride locations along outlying areas of the community could support transit connections to the

Downtown and other mixed use centers. As Lincoln grows and expands its urban boundary, trip numbers will increase.

Shifting some automobile trips to transit can reduce traffic impacts within the existing community, reduce the cost of park-

ing in the central core, and provide increased mobility options for both future and existing development. The TDP should

address park-and-ride and other transit related services and enhancements.

Roadways are classified based on the function they serve. All roadways fall under one of four broad categories: principal

arterial, minor arterial, collectors or local streets.

“Arterials” are multiple use corridors that carry large volumes of through traffic. “Collectors” equally serve to carry traffic

but also provide access to neighborhoods and abutting properties. “Local” streets primarily provide access to abutting prop-

access. The freeway does not have at-grade crossings or intersections. The expressway is similar to a freeway

except it may have some cross streets that intersect at grade and access is either full or partially controlled. Both

the freeway and expressway are intended to provide the highest degree of mobility serving potentially large traf-

fic volumes and long trip lengths.

During the planning period, improvements are planned for Interstate 80 and many of the existing Nebraska State Highways

in Lincoln and Lancaster County. These improvements can generally be categorized as the widening of roadways or con-

struction of interchanges. All of the projects listed below are considered to have funds committed for design and construc-

tion during the 25 year planning period:

Interstate Highway 80, between east and west county lines 6 lanes

US-34 East, 84th Street to east county line 4 lanes + turn lanes

US-34 West, west city limits to west county line 4 lanes + turn lanes

US-6 West, west city limits to west county line 4 lanes + turn lanes

US-6 (Sun Valley Boulevard), “O” Street to Cornhusker Highway 4 lanes + turn lanes

US-77 and Warlick Boulevard Intersection Interchange

US-77 and West Pioneers Boulevard Intersection Interchange

South Beltway, US-77 South to Nebraska Highway 2 4 lanes

The Interstate 80 project is part of the Nebraska Department of Roads’ intent to ultimately widen this facility to six lanes

from Omaha on the east to Grand Island on the west. This widening will include reconstructing several interchanges and

upgrading the facility to freeway sta-

tus from its present classification as

an expressway from I-80 to the South

Beltway. This upgrade will require

eliminating existing at-grade intersec-

tions. These intersections could be

replaced with interchanges, overpass-

es or the road connection could be

eliminated altogether with no cross-

ing provided. As part of the US-

participation element, and an appro-

priate environmental review. The

study will be started no later than one

year prior to the contract letting of the

US-77 (West Bypass) freeway

upgrade. The study will comply with

FHWA procedures for Federal Aid

projects and will attempt to maintain

an Old Cheney connection to 1st

Street.

crossing points at the planned

Pioneers Boulevard interchange and at the abandoned railroad right-of-way south of the planned Warlick interchange would

be provided. The existing US-77 bridge structures over the abandoned railroad right-of-way are intended to remain and be

used to separate US-77 traffic from pedestrians and bicyclists, and the design of the new Pioneers interchange is to contain

a multi-use trail facility. An extensive system of trail facilities is planned within this area extending along both the east and

new growth area to the west and the existing urban area and the Wilderness Park Trails system to the east of US-77. Also,

the City, County, and State will work together to resolve bicycle access issues that will result from the upgrading of this

segment of US-77 to freeway status. The City, County, and State will collectively work together to provide a comparable

these routes.

In addition to their four lanes of freeway, the beltway corridors are assumed to be multi-use areas incorporating the follow-

ing features:

a. trails and pedestrian facilities

b. open spaces, including linear green ways, parks and natural areas

c. utility corridors

d. potential routes for alternative transportation modes

A beltway corridor of approximately 1,320 feet in width is assumed in this Plan. While this area

is more than is ultimately needed (or obtained) for the project, this planning assumption will

allow greater flexibility in the facility’s final design. This will also allow the multi-use corridors outside of the roadway to

vary in width, with the final design of the roadway corridor being approximately 300 feet wide. During the design phase,

every effort should be made to reduce the impact on adjacent residences and other sensitive uses where and whenever possi-

ble.

Of the two beltway alignments, the South Beltway must be built first, with construction coming within the first half of the

planning period. The South Beltway is considered a committed City project. Planning and programming for the East

Beltway should continue, with studies completed in the Stevens Creek Basin to address preservation of salient natural, cul-

tural, and historic features, and the sensitive integration of these features into the basin. In the interim, corridor protection

associated with a portion of the Antelope Creek drainage basin.

The Antelope Valley Roadway project envisions a multi-lane (four to six lanes) boulevard with turn lanes and a landscaped

South Beltway

- US-77

- 27th Street

- 70th Street

- 84th Street

- Nebraska Highway 2

- Pine Lake Road

- Nebraska Highway 2

center median. When complete, the first phase of implementation will include community revitalization elements, construc-

tion of the north/south roadway from approximately N. 14th Street and Salt Creek south to K Street, construction of the

east-west diagonal road from the 9th/10th Street connection to a point east of 27th Street, and construction of the storm

water and flood control elements. The overpass for the Burlington Northern-Santa Fe railroad tracks will be constructed to

carry six lanes of through traffic, dual left turns and one right turn lane. Phase 1 of the “Draft Single Package” is under

construction and is considered a committed City project.

Implementation of the Antelope Valley Roadway project will be conducted through the Joint Antelope Valley Authority

(JAVA), which includes representatives from all three of the study’s original participants listed above.

As the community seeks low impact ways to minimize traffic congestion while preserving the character and viability of the

established neighborhoods and other components of the built environment, it renews its commitment to an essential pro-

gram implementing the “two plus center turn lane” concept in the “ built environment.”

Under this concept, designated arterial streets in the “built environment” are to be improved with a street design that

This program is considered a priority and is assumed to be fully in place well before the end of the planning period.

These include a wide range of projects for which the City has already committed funds, as well as longer term projects that

do not have specifically earmarked funding.

Pioneers Boulevard., S. 70th Street to S. 84th Street 4 lanes + turn lanes

Antelope Valley Phase I Projects

Antelope Valley P1, Big "T" Overpass, includes West Leg 6 lanes + turn lanes

Antelope Valley P1, North/South Roadway,"Y" St. to Vine Street 6 lanes + turn lanes

Antelope Valley P1, North/South Roadway, "Q" Street to "K" Street 6 lanes + turn lanes

Antelope Valley P1, East Leg, Overpass to west of N. 27th Street 6 lanes + turn lanes

Antelope Valley P1, North/South Roadway, Vine Street. to "Q" Street 4/6 lanes + turn lanes

locate along those facilities that have already received improvements capable of supporting such development. The Future

County Road Improvements Plan shows county roads which are candidates for paving in the future.

A new program adopted in 2006 is the Rural-to-Urban Transition for Streets (RUTS). Lancaster County and the City of

jurisdiction of the City to City streets at the time of annexation. This process provides a more useful life from the public

investment in these County roads while at the same time accommodating future growth of the City by establishing right-of-

way and construction standards to allow these County roads to transition from rural to urban standards without disruption to

county coalition, has common communication protocols; to avoid duplication of non-collaborative investments in infra-

structure, including hardware and software; to provide the ability to share data between agencies; and to bring the region

into compliance with the nationally established ITS Standards and Architecture.

A critical component of this Architecture was the stakeholder and community outreach program. This program was success-

ful in involving over 300 individuals representing various public agencies in the region. As a result of this effort, we now

have the ability and support to pursue funding and implementation of approximately 39 ITS projects. These projects are

expected to enhance the safety, security, operations and economic well being of our residents and communities. The region-

al Architecture successfully integrates the Urban and Rural needs of this progressive region of Southeast Nebraska. It is

anticipated that this outreach effort and Architecture maintenance, project funding and project implementation will continue

and expand to also include the private sector. These activities are anticipated to occur throughout the 25 year planning peri-

collection. This monitoring and data collection program is intended to provide the community with a balanced perspective

on how well the overall transportation system is performing relative to the adopted Long Range Transportation Plan (LRTP)

and the future Land Use Plan.

Over the past several years, the measures used to monitor, evaluate, and manage the MPO’s transportation system has been

the subject of considerable dialogue between the community and staff - beginning with the Congestion Management Task

Force in the mid-1990s. This continuing dialogue has resulted in a variety of parameters being used to judge the perform-

ance of the transportation system. These include travel time, average speed, intersection delay, vehicle occupancy, traffic

volumes, crash rates and other relevant measures. These measures remain an important statistical foundation upon which to

build a valid process to evaluate and manage the overall transportation system.

The City, County, and Lincoln MPO have a long tradition of monitoring the overall performance of its area-wide transporta-

data on a regular basis for virtually the entire City’ major street network, the County roadway system, and alternative trans-

6 Travel time and average speed across entire corridors

6 Pedestrian and bicycle volumes

6 Overall traffic volumes (24 hour mechanical)

6 Volume of truck traffic

6 Turning counts at intersection (a.m., noon, and p.m. peak hours)

6 Computer simulations

6 Continue to develop methods to distribute real time travel information to the traveling public. Incorporate traffic

6 Routinely update tools, data, and methods to aid in monitoring the transportation system’s performance.

The standards used to evaluate the performance of the urban street network (a.k.a., Level of Service (LOS)) should include

a range of factors. In approaching this task, the community desires to continue addressing street performance differently

between the “built environment” and newly developing areas. The standards should reflect the varying character of differ-

and network are judged. These standards are to be used in examining existing and projected (i.e. modeled) street

network performance.

6 The urban street network standards should build upon existing data collection and analysis practices, while striving

to incorporate new and innovative information gathering and system monitoring technics.

6 Elements aiding to define the urban street network level of service should address:

6 Average speed (MPH) across an entire travel corridor

6 Volume to capacity ratio

6 Delay

6 Consistency of travel time

6 System connectivity

6 Access management

6 Visual interest (e.g. 3-D perspective)

studies conducted by the MPO or by individual participating agencies. Such processes are expected to include com-

seek the involvement of applicable stakeholders using a balanced and collaborative study approach. These studies

will address impacts on the community, neighborhood, and the natural and built environments, as well as the overall

transportation system and the future land use plan, including its core principals and objectives.

Congestion management and mitigation should remain flexible and ongoing. There should be a regular process in place to

identify and respond to traffic congestion challenges. Many management and operational actions will be undertaken at the

departmental level to provide the quickest possible resolution, while more serious issues may require a formal study

process.

6 Additional studies may be desirable to identify specific congestion mitigation strategies that appear most reasonable

6 Intelligent Transportation System (ITS) improvements

6 Transportation Demand Management (TDM) techniques

6 Alternative transportation modes

6 Studies or recommendations for congestion mitigation must address as a minimum the impacts on the following:

6 Established neighborhoods

6 Homes and businesses

6 Pedestrian and bicycle safety

6 Public and private trees

6 Property values of the surrounding area

6 Access to adjacent properties

als as well as a means to provide traveler information via the internet.

6 Dynamic message signs should continue to be placed at appropriate locations to notify drivers of road closures and

detours, allowing them to make better choices when determining their travel routes.

6 Continue to develop methods to distribute real time travel information to the traveling public.

The monitoring and planning of the community’s land use patterns and transportation systems is an integral part of a contin-

uing process. This process involves the periodic examination of the City-County Comprehensive Plan and Long range

Transportation Plan. Amendments to these two plans - as well as related capital improvement programs and other imple-

mentation documents - are an inescapable part of this process. Such amendments help insure these plans remain current, rel-

evant, and practical.

6 Develop and prepare an Annual Transportation Report. An Annual Transportation Report can provide a meaning-

ful perspective on the performance of the overall transportation system and its relationship to the future land use

plan. This Report is to be prepared under the auspices of the MPO Technical Committee and, as applicable,

coordinated with any annual review of the City-County Comprehensive Plan. It shall be researched and authored

by staff from a diversity of local, State and Federal agencies. The Report’s conclusions and recommendations

integration of existing planning and capital improvement programming process.

The city and county are served by both freight and passenger rail service. There are currently a number of projects in the

planning analysis, study, development or implementation stage which should reduce the rail/vehicular/pedestrian conflicts at

street crossings. These projects include:

6 Antelope Valley Phase I roadway, elevated intersection (Big “X”) in the vicinity of N. 16th Street and State Fair

Road

6 Antelope Valley Phase II North 33rd Street underpass at the BNSF rail corridor south of Cornhusker Highway.

6 Antelope Valley Phase II at grade rail crossing closure, on Adams Street east of 35th Street. Road closures on

6 Salt Creek trail underpass at BNSF railroad, west of 1st and “J” Street.

6 South 68th Street roadway overpass south of Wagon Train Road, south of Hickman at BNSF rail corridor.

6 Holdrege Street at 18th Street

6 BNSF crossing “A” Street west of SW 56th Street

The consolidation of railroad tracks along the southern portion of the community should be explored. A transportation cor-

ridor that also offers the potential of combining railroad activities, including the BNSF facilities along Highway 2, would

increase the safety and security of our growing community. Future evaluation and use of railroad right-of-ways and tracks

should consider light rail possibilities.

of the City of Lincoln

ground transportation

The Plan will continue

to provide for a high

level of access to the

associated facilities.

The City of Lincoln’s

Airport Environs

Noise District and

Airport Zoning

Regulations have been

Noise Compatibility Planning Study. The study was completed in September, 2003. This study proposed measures to

reduce noise and non-compatible land uses. The Comprehensive Plan will use information from the Part 150 Study to

guide land use planning throughout the airport environs.

6 The Lincoln Airport F.A.R. Part 150 Noise Compatibility Study, was completed in 2003 and is part of the

Comprehensive Plan. Recommendations of the Study may be implemented over time.

6 Maintain compatible land uses and zoning within the 60 DNL and 75 DNL noise contour line.

The Lincoln Airport provides essential commercial air service for the region as well as a wide variety of general aviation

6 Build on current efforts to establish an MPO freight advisory task force. MPO should consider establishing a freight