Transportation Plan

Map 9: Proposed Transportation System Improvements

Table 13: Proposed Transportation Improvements

Map 10: Proposed Sidewalk Improvements

Many existing two-lane roads within the sector were originally built for rural and light suburban traffic have become congested and unsafe. As a result, there is a continuous effort to expand and build new roadways to handle the increased traffic demand. The Knoxville Regional Transportation Planning Organization (TPO) is required to develop a Long Range Transportation Plan (LRTP) for the Knoxville Urban Area. The LRTP identifies an integrated, intermodal transportation system that facilitates the movement of people and goods by highlighting future transportation improvements, potential funding sources, and projected time frames. This plan must be updated every three years and projected at least 25 years into the future. The current LRTP was reaffirmed in 2002 and provides an outline of transportation improvements through the year 2025. The TPO is also responsible for developing a Transportation Improvement Program (TIP) every two years, documenting how federal funds will be expended on transportation improvements within the urban area and describing projects in further detail. The Long Range Transportation Plan acts as the basis for determining which projects will be included in the Transportation Improvement Plan.

A reoccurring problem throughout many urban areas is a sole focus on a transportation plan to move automobiles and to warrant transportation improvements based on a computer model rather than through careful planning. One of the goals of the Northwest County Sector Plan is to create a comprehensive, safe, sensible, efficient, multi-modal transportation system that complements both the land use plan and community facilities plans.

The Long Range Transportation Plan and Transportation Improvement Program call for the widening of several roads throughout the sector to a five-lane section with sidewalks constructed along the curb. This type of roadway section is intended to serve multiple vehicle turning movements without interfering with through traffic, and is typically seen in commercial areas such as Kingston Pike and Cedar Bluff Road.

A four-lane section with a landscaped raised median and sidewalks separated from the curb by a landscaped buffer is preferred by the area residents, especially for areas where the dominant existing land use is residential or office, and a large amount of turning movements do not exist. This type of road section allows through traffic to travel uninterrupted by a large number of turning movements and provides turning lanes at controlled intersections.

In some cases, a three-lane section with center turn lane and directional 11-foot travel lanes with sidewalks separated from the curb by a landscaped buffer may be used, especially in low traffic commercial areas where turning movements are frequent but the traffic volume does not warrant additional directional travel lanes. Three lane sections are less obtrusive to communities and can still be pedestrian friendly.

In the case of Emory Road and Lovell Road, both are slated for widening to five lanes and both are primarily residential in nature with some concentrated commercial areas. Lovell Road has some heavier commercial activity toward I-40/75 where it has already been widened to five lanes. Emory Road has some larger concentrations of commercial activity near Clinton Highway. The construction of a five-lane road makes it very difficult to maintain residential character as pressure builds to convert it into a commercial strip due to the improved access and excess capacity, making it less desirable to live along. To correspond with the proposed land use plans of adjacent areas, any future improvements or new roads where the primary proposed land use is not commercial/industrial should follow the four-lane roadway section, shown above. Where commercial clusters along these roads exist, the roadway can include a center turn lane for the commercial area only.

In addition to the LRTP and TIP, the Sector Plan recommends transportation improvements or alterations that should be included in any updates. The following map shows transportation improvements that are outlined in the 2025 Long-Range Transportation Plan, the 2002-2004 TIP or are recommended by this sector plan update. Refer to the 5-year and 15-year plans for a detailed description of these proposals.

Schaad Road
The Schaad Road extension would be a 4-lane arterial with a raised median and sidewalks that extends Schaad Road west from its terminus at Western Avenue, running parallel to Ball Camp Pike, and terminates at the realigned intersection of Lovell Road and Middlebrook Pike. Schaad Road would then be widened to a four-lane section with raised median and sidewalks. This would provide improved access between I-75 and Middlebrook Pike and eventually I-40/75 through Schaad Road and Callahan Drive.

The Karns Connector
This project would improve access between Hardin Valley Road and Oak Ridge Highway. This connector would eventually be extended to Emory Road, resulting in improved access between I-75 and the Northwest County Sector. This proposed road would begin at Emory Road, just north of Oak Ridge Highway, then use a newly acquired right-of-way near Westbridge Business Park to access Westcott Boulevard providing improved truck access to the Westbridge Business Park.

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Railroad Underpass
Travel through the one lane railroad viaduct has continuously been identified as a problem area. Plans to widen Ball Camp-Byington Road and Byington-Beaver Ridge Road and either widen the railroad viaduct or create an overpass are being discussed. Widening Ball Camp-Byington and Byington-Beaver Ridge Roads would conflict with plans for the Karns Connector and have a negative impact on surrounding residences, and potentially devastating the “Karns Red Light” intersection at Oak Ridge Highway and Byington-Beaver Ridge Road, turning it into a sea of asphalt and automobile-oriented development. The preferred alternative is to construct the Karns Connector and improve the one lane railroad viaduct to allow two-way traffic to pass through it without having a negative impact on the Karns Community.

Outlet Road
The Outlet Road Extension would provide a frontage road along the north side of I-40/75 from Lovell Road to Campbell Station Road. This road would act as an economic development tool providing access to land with high visibility and great development potential. Widening and/or straightening Campbell Station Road is called for in the Knox County Major Road Plan, and would provide improved access between Hardin Valley Road and I-40/75. Currently, traveling this route involves winding, steep sections of roadway that will not be able to handle the increase in traffic soon to be found with the anticipated westward expansion of development.

Intersection Improvements
The following intersections should be improved through the use of traffic calming features, realignment of streets, highly reflective paint and improved signage and lighting:

• Amherst Road/Piney Grove Church Road
• Oak Ridge Highway/Byington-Beaver Ridge Road
• Middlebrook Pike/Old Cedar Bluff
• Lovell Road/Schaeffer Road
• Byington-Beaver Ridge Road/Byington Solway Road

Pedestrian and Bicycle Lane Improvements
A more balanced multi-modal transportation system should be developed to reduce the heavy reliance on the automobile. With air quality in our region degrading steadily, it is inevitable that alternative transportation options will be needed. Approximately 40% of all trips made are less than two miles. Walking or biking can accommodate many of these trips. In order to promote alternative transportation modes, safe, attractive, interconnecting and accessible facilities need to be provided. Sidewalks, bicycle lanes and other pedestrian facilities should be an integral part of the transportation system and be included in all roadway improvement projects, and should eventually forming a network connecting residences, businesses, stores, parks, schools, churches, libraries and other community and government facilities. Pedestrian facilities should also be incorporated in all new subdivisions and connect to adjacent neighborhoods. Pedestrian facilities should, wherever possible, be separated from travel lanes and curbs by a landscaped buffer, preferably with tree plantings and pedestrian scale lighting, not only for aesthetic reasons but also for improved safety. Bicycle lanes, when sharing the roadway with automobiles, should be striped and signed, at least five feet wide, and not within the shoulder or curb and gutter.

The I-40/75-Cedar Bluff Road interchange area contains many employers with offices along Executive Park Drive, Cross Park Drive, Sherrill Lane and Park West Boulevard. Unfortunately, sidewalks are scarce and exist only along portions of Cedar Bluff Road, making it difficult for employees, residents and shoppers to reach the service and retail establishments located throughout the area. Sidewalks should be installed on both sides of the streets to allow for pedestrian movement between offices, retail and service establishments, community and government facilities, public transportation stops and residences. Since there is a high concentration of employment in this area, making the area pedestrian-friendly would allow employees to run errands, eat, or shop during a lunch hour which in turn would reduce the number of automobile trips made.

Public Transportation Improvements
The draft KAT Action Plan 2010 outlines future strategies for service within the Knoxville area. Among the elements of the plan, KAT proposes more frequent service, possibly operating buses on certain high volume routes every 15 minutes. New neighborhood connectors operated by smaller buses, should provide service into certain neighborhoods that would connect them to fixed KAT routes. The Call-A-KAT service should be expanded to anyone living further than one-quarter mile from a KAT fixed bus route. A downtown transit center is proposed to act as a focal point for KAT routes originating or destined for downtown. This center would incorporate mixed uses such as retail, office, daycare and other entertainment attractions. Transit super stops that provide a drop-off point for neighborhood connectors that can also act as major transfer points should be developed at major attraction or destination areas. Alternative fuel vehicles as well as smaller, more efficient buses, should be utilized, especially for neighborhood connectors, university shuttles and downtown trolleys. Finally, the plan calls for the use of advanced technology at major stops and on buses to provide bus routes, schedules and real time information.

Public Transportation Improvements
The draft KAT Action Plan 2010 outlines future strategies for service within the Knoxville area. Among the elements of the plan, KAT proposes more frequent service, possibly operating buses on certain high volume routes every 15 minutes. New neighborhood connectors operated by smaller buses, should provide service into certain neighborhoods that would connect them to fixed KAT routes. The Call-A-KAT service should be expanded to anyone living further than one-quarter mile from a KAT fixed bus route. A downtown transit center is proposed to act as a focal point for KAT routes originating or destined for downtown. This center would incorporate mixed uses such as retail, office, daycare and other entertainment attractions. Transit super stops that provide a drop-off point for neighborhood connectors that can also act as major transfer points should be developed at major attraction or destination areas. Alternative fuel vehicles as well as smaller, more efficient buses, should be utilized, especially for neighborhood connectors, university shuttles and downtown trolleys. Finally, the plan calls for the use of advanced technology at major stops and on buses to provide bus routes, schedules and real time information.