Chapter 7—Street and Highway System Plan

Transcription

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Acknowledgements
Direction 2035 was adopted by the UDC on November 18, 2010
Urbanized Development Commission
Steve Metli (Chair)
Kenny Anderson, Jr., Sioux Falls City Council
Jeff Barth, Minnehaha County Commission
Larry Beesley, Mayor of Brandon
Michelle Erpenbach, Sioux Falls City Council
David Gillespie, Lincoln County Commission
Dick Gregerson, SD Department of Transportation
Commission
Mark Hoines, Federal Highway Administration
Technical Advisory Committee
Chad Huwe (Chair), Sioux Falls Engineering
Scott Anderson, Minnehaha County Planning
Paul Aslesen, Lincoln County Planning
Shannon Ausen, Sioux Falls Engineering
Allan Bonnema, Lincoln County Highway
Mike Cooper, Sioux Falls Planning
Lynne Keller Forbes, SECOG
Steve Hey, Private Transportation
Mark Hoines, FHWA
Mike Huether, Mayor of Sioux Falls
Dick Kelly, Minnehaha County Commission
John Lawler, Lincoln County Mayoral Assoc.
Bob Litz, Sioux Falls City Council
Dale Long, Lincoln County Commission
Rex Rolfing, Sioux Falls City Council
Carol Twedt, Minnehaha County Commission
Dennis Weeldreyer, Lincoln County Commission
Dan Letellier, Sioux Falls Regional Airport
Bruce Lindholm, SDDOT Local Transportation
Bob Meister, Minnehaha County Highway
Jon Mulloy, Railroad
Jeff Parker , Trucking
Brad Remmich, SDDOT MPO Coordinator
Bill Smith, Sioux Falls School District
Karen Walton, Sioux Falls Public Transportation
Brooke White, SDDOT Operations Division
Citizen Advisory Committee
Kate Heligas (Chair), Private Transportation
Qadir Aware, Community Service Boards
Greg Boris, Private Transportation
Michael Christensen, Community Service
Kevin Gallo, Concerned Citizen
Jeff Gould, Concerned Citizen
Jared Gusso, Construction & Development
Perry Hanavan, Education
Dave Jackson, Business
Glen Klemme, Persons with Disabilities
Dean Nielsen, Business
Charles Santee, Persons with Disabilities
Doug Van Santen, Environment
The preparation of this report has been financed in part through grant[s] from the Federal Highway Administration and
Federal Transit Administration, U.S. Department of Transportation, under the State Planning and Research Program,
Section 505 [or Metropolitan Planning Program, Section 104(f)] of Title 23, U.S. Code. The contents of this report do not
necessarily reflect the official views or policy of the U.S. Department of Transportation.
This report was funded in part through grant[s] from the Federal Highway Administration [and Federal Transit
Administration], U.S. Department of Transportation. The views and opinions of the authors [or agency] expressed herein
do not necessarily state or reflect those of the U. S. Department of Transportation.”
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Table of Contents
Chapter 1—Executive Summary.................................................................................2
Chapter 2—Purpose.....................................................................................................4
Chapter 3—Plan Update Process................................................................................6
Chapter 4—Long-Range Transportation Strategy.................................................. 10
Chapter 5—Demographics and Growth Trends..................................................... 17
Chapter 6—Sioux Falls MPO Transportation......................................................... 30
Chapter 7—Street and Highway System Plan........................................................ 36
Chapter 8—Bicycle System Plan............................................................................... 56
Chapter 9—Pedestrian System Plan......................................................................... 62
Chapter 10—Public Transit System Plan................................................................. 65
Chapter 11—Air and Freight System Plan............................................................... 72
Chapter 12—Financing and Budget Plan................................................................ 78
Chapter 13—Environment and Livability............................................................... 83
Chapter 14—Public Involvement and Social Equity.............................................. 92
Chapter 15–Conclusion.............................................................................................. 94
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Chapter 1—Executive Summary
The Sioux Falls Metropolitan Area Long-Range
Transportation Plan (LRTP) “Direction 2035” is
designed to guide multi-modal transportation
planning activities through the year 2035.
Based upon a comprehensive market research
study, four major objectives were determined:
±±Improve the Condition of
Streets
Maintenance of Streets in Sioux Falls
and throughout the Metropolitan
Planning Area
The market research study clearly indicated
that satisfaction with the maintenance of
streets and highways has slipped significantly
over the past ten years. The City of Sioux Falls
has significantly increased funds for street
maintenance as has SDDOT and the other
communities in the MPO area. In addition,
MPO entities need to cooperate more closely
to help reduce the public’s frustration over
construction and detour routes.
±±Cross-Town Travel
• Russell to Rice extension
• Rice to Maple extension
• 60th Street North reconstruction and
expansion to four lanes
• Russell Street reconstruction and
expansion to six lanes
• Access management improvements to
existing corridors
±±Links to Sioux Falls
Safety and capacity improvements to roads/
highways that link Sioux Falls with other
communities in Minnehaha and Lincoln
Counties
Access to the communities of Brandon, Tea,
Harrisburg, Hartford, and other areas in
Lincoln and Minnehaha Counties was critical
in the findings of the research study. The
following improvements identified in the plan
will help provide those links:
• Lincoln County 106 to Tea (west corridor)
• Cliff Avenue to Harrisburg
• Holly and Maple corridors to Brandon
• SD 38 to Hartford
Improvements to East-West Traffic Flow
across Sioux Falls
• SD 11 north to Brandon
Much of the improvements to east-west traffic
will include some of the following projects as
included in the plan:
• Tea-Ellis Road to Tea and western Sioux
Falls (west corridor)
• 49th Street extension
• SD 100
• Benson extension east to Holly
• 57th Street across the Big Sioux River
• 85-Th Street interchange with I-29
• 69th Street and I-29 overpass
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• SD 115 south to Harrisburg
±±Improve Bicycling in Sioux Falls
Improvements to Biking Facilities in
Sioux Falls
Bicycling was found to have increased
significantly in the resident survey. Also,
based on significant interest on new and
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improved bicycling facilities in Sioux Falls, the
following improvements are recommended in
the plan and in the Sioux Falls Bicycle Plan:
• Encourage Complete Streets policies.
±±Livability
• Conserve land by allowing new
development options.
• Conserve the time and distance of trips
through mixed-use options.
• Expand the Bicycle Trail System and
consider interim surfacing options to
stretch resources.
• Strong Implementation of the Sioux Falls
Bicycle Plan and Sioux Falls MPO Bicycle
Plan.
• Have Sioux Falls work toward the Gold
level of the Bicycle Friendly Community
Program.
• Improve the Safety of Bicycling.
Other policies determined through the findings
of the Research Study include the following
Sustainable Planning Factors (see Chapter 4).
±±Multi-Modes (Alternative
Transportation)
• Develop safe, reliable, and economical
transportation choices to decrease
household cost and improve the
environment.
±±Preservation
• Budget for adequate resources for existing
transportation facilities.
±±Operations
±±Economy
• Implement technologies that maximize the
existing capacity of the system.
• Encourage transportation options to
support the economy.
±±Safety
• Target roadway safety problem areas for
improvements.
±±Accessibility
• Increase transportation options to access
housing, jobs, and activities.
• Accessible transportation facilities for all,
including people with disabilities, people
with lower income, and minorities.
±±Mobility
• Provide high quality and affordable air
service.
• Explore passenger rail options.
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The Long-Range Transportation Plan includes a
comprehensive discussion of all modes of travel
in the Sioux Falls Metropolitan Planning Area,
including all jurisdictions involved within the
Sioux Falls MPO. These policies and strategies
will guide the activities of the Sioux Falls MPO
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Chapter 2—Purpose
The Sioux Falls Metropolitan Area Long-Range
Transportation Plan (LRTP) is designed to guide
multi-modal transportation planning activities
through the year 2035. The first Metropolitan
Area Transportation Study was adopted in
1965. This 2035 LRTP is an update of the 2025
Long-Range Transportation Plan completed in
September of 2005.
The LRTP was cooperatively developed through
the Sioux Falls Metropolitan Transportation
Planning Committees which consist of staff,
officials, and residents from the cities of Sioux
Falls, Brandon, Crooks, Hartford, Harrisburg,
and Tea, Federal Highway Administration
(FHWA), Lincoln County, Minnehaha County,
South Dakota Department of Transportation
(SDDOT), and the South Eastern Council of
Governments (SECOG). The LRTP is a 25-year
plan with scheduled major updates every five
years and minor updates to be made when
needed.
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The strategies and goals of the Sioux Falls
Metropolitan Planning Organization (MPO) are
consistent with the Metropolitan Transportation
Planning Factors of SAFETEA-LU. All planning
factors are addressed in Section IV of this LongRange Transportation Plan.
This plan applies to all areas of the Sioux Falls
Metropolitan Plan area as illustrated on Map 1.
All long-term growth areas for each municipality
is included to detail the projected areas that will
see the most significant growth during the plan
period.
United States Code: Title 23 states that the
metropolitan planning study area shall
encompass, at a minimum, the existing
urbanized area and the contiguous area to be
urbanized within the 20-year forecast. The
geographic boundaries for transportation
planning in the Sioux Falls metropolitan area
boundaries contain at least portions of 14
townships. In Minnehaha County, the townships
include Sioux Falls, Split Rock, Wayne, Benton,
Brandon, Hartford, Mapleton, Red Rock, and
Valley Springs. In Lincoln County, the townships
include Springdale, Dayton, Delapre, LaValley,
and Perry.
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0
462ND AVE
Miles
2
Other Growth Area
4
Sioux Falls Growth Area
Municipal Boundary
MPO Boundary
June 11, 2010
262ND ST
466TH AVE
17
×
38
272ND ST
HWY
TEA
42
×
29
§
¦
¨
29
§
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¨
41ST ST
26TH ST
12TH ST
MADISON ST
MAPLE ST
BENSON RD
38
×
90
§
¦
¨
60TH ST N
RUSS ELL ST
KIWANIS AVE
HARTFORD
E
LOUISE AV
275TH ST
85TH ST
229
§
¦
¨
26TH ST
HARRISBURG
115
×
229
§
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¨
10TH ST
69TH ST
57TH ST
477TH AVE
BENSON RD
115
×
SIOUX FALLS
WESTERN AVE
CROOKS
256TH ST
MINNESOTA AVE
90
§
¦
¨
273RD ST
11
×
41ST ST
MADISON ST
SIX MILE RD
258TH ST
ELLIS RD
469TH AVE
CLIFF AVE
5
SE RT O M
475TH AVE
ST
CE
RI
SYCAMORE AVE
BRANDON
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11
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L
SP
HOLLY BL V D
258TH ST
CK
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IT
468TH AVE
Map 1 - MPO Area and Growth Management Areas
ASPEN BLVD
enca\planning\LRTP\2035 mpo growth areas
D
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481 ST A VE
A AVE
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Chapter 3—Plan Update Process
A.Public and Technical
Involvement
The LRTP update process involved two teams: a
public involvement team and a technical team. The public involvement team led the market
research study and the public involvement
process. The public involvement process was
designed to educate and gain insight and gather
input from all citizens in the Sioux Falls MPO
area. This included open houses, focus groups,
meeting presentations, surveys, and informal
comments.
The technical team led the development of
the specific projects, initiatives, and studies for
inclusion in the LRTP. For more information on
the technical team process, see page 9.
B.2010 Market Research Study
The purpose of the 2010 Sioux Falls MPO
Market Research Study was to gather input
from the community to help assess the needs
and the desires of users of the Sioux Falls area
transportation system. The data gathered from
the survey will be used as part of the Long-Range
Transportation Plan to understand the public’s
perception of the metropolitan area’s current
and future transportation issues. The Sioux Falls
MPO contracted with ETC Institute to complete
the research study. ETC Institute also completed
the research study in preparation for the
updates to the Long-Range Transportation Plan
in 2000 and 2005, and therefore has historical
knowledge of the Sioux Falls Metropolitan Area’s
transportation network, as well as cooperative
knowledge from work throughout the nation.
ETC has helped many communities use survey
research and focus groups as a guiding force in
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creating and sustaining long-range transportation
programs.
A Public Involvement Committee made up of
citizens from the Citizen Advisory Committee
was the steering committee for the research
study. The objective of the research study was
to provide recommendations on transportation
policy and to establish a list of seed projects for
the Long-Range Transportation Plan.
Purpose and Overview
During the spring of 2010, the Sioux Falls MPO
conducted a comprehensive market research
study to gather input from the MPO region
about transportation planning issues. The results
of the study have been used to help identify
priorities for the LRTP. This was the third time
the Sioux Falls MPO conducted a comprehensive
transportation market research assessment. The
first study was completed in 1999 and the second
in 2005. The five major components of the study
included:
• The MPO resident survey was
administered to 1,066 residents. The
resident survey contained many of the
same questions that were asked in 1999
and 2005 to allow area leaders to compare
how attitudes and perceptions of residents
have changed over time. The results of the
2010 resident survey have a precision of at
least +/-2.9% at the 95% level of confidence.
• An employer survey was administered
to a random sample of 370 employers
from the metro area. The 2010 survey
contained many of the same questions that
employers were asked in 1999 and 2005
to allow area leaders to compare how the
perceptions of the business community
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have changed over time. The results of
the employer survey have a precision of at
least +/-4.0% at the 95% level of confidence.
• A survey of traditionally underserved
populations (or transit survey) was
administered to 261 persons who use
public transportation services in the Sioux
Falls area. The transit survey was designed
to ensure that the needs of low income
people and people without cars were
adequately represented in the survey. Over
three-quarters (78%) of the respondents
indicated that their household did not
have a vehicle, and 56% indicated that
their annual household income was less
than $15,000.
• Focus groups were held with residents
living outside the city limits of Sioux
Falls, residents living inside the city limits
of Sioux Falls, seniors, business leaders,
freight carriers/drivers, and advocates for
underserved populations. The purpose
of the focus groups was to provide a
more detailed understanding of the
issues identified during the stakeholder
interviews. The information collected
from the focus groups was used to design
the questions that were included in the
surveys.
• Open-ended stakeholder interviews were
conducted with 42 leaders that influence
transportation decision making in the
Sioux Falls MPO area. The purpose of the
interviews was to identify the major issues
and concerns of the region’s transportation
decision makers to ensure that these
concerns were addressed during the study.
Major Findings
Overall Satisfaction with the Region’s
Transportation System has Continued to
Decline from 1999. In 1999, 66% of the residents
surveyed rated the region’s transportation system
as “excellent” or “good”; this number declined in
2005 to 49% and then to 41% in 2010.
Satisfaction with the Maintenance of Streets
has Declined. In 1999, 88% of Sioux Falls
residents were satisfied with the maintenance
of streets. In 2010, only 33% of residents were
satisfied with maintenance—a 50% reduction.
Outside of Sioux Falls, the satisfaction with
maintenance has declined by 40% over the past
10 years (80% to 40%).
• More than three-fourths (77%) of the
residents surveyed felt it was more
important to maintain existing streets and
highways versus building new ones.
Top Priorities for Transportation Improvements
in the Sioux Falls Metropolitan Area. Based
upon a combined percentage of respondents
who rated these items as “very high” or “high”
priorities, the items that both residents and
employers felt should be the top priorities for
improvement over the next 20 years were:
• Improving east-west roads across
Sioux Falls
• Setting aside land for future traffic
corridors
• Improving airport services
• Sustainability and livability
Air Transportation Service Improvements. The
air transportation service improvements that
both residents and employers felt were most
important, based upon a combined percentage
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of respondents who rated the item as “very” or
“somewhat important,” were:
• Reducing the cost of air travel to other
cities—More than half (57%) of residents
indicated they would have to save $100
or more on the cost of a flight to consider
traveling to Omaha for a lower fare; 24%
would have to save $50 to $75 to travel to
Omaha for a lower fare; and 19% were not
sure.
• Adding more airlines, flights, and
destinations
• Increasing the number of passengers served
Current or Emerging Issues with the Region’s
Transportation System. The two issues that both
resident and employer respondents felt were the
biggest problems with the region’s transportation
system, based upon a combined percentage of
respondents who rated these items as “current”
or “emerging” issues, were:
• Congestion on east-west roads in the city
of Sioux Falls
• Congestion on north-south roads in the
city of Sioux Falls
Increases in Alternative Forms of
Transportation. In the past ten years, residents
are walking (3% to 13%), bicycling (3% to 11%),
and carpooling (5% to 21%) at a much higher rate.
Single occupancy vehicle usage decreased from
97% to 93% since 2005.
Public Transit Has a Critical Role in Getting
Low-Income Residents to/from Work. 49% of
transit riders are using the bus to get to and from
work. 34% of transit riders are using the bus
for personal business, and 29% use the bus for
shopping trips.
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Streets and Corridors that Residents Felt Should
Receive the Highest Priority for Improvements.
The streets or roads in the metropolitan area that
residents and employers felt should receive the
top priority for improvement were: 1) 41st Street;
2) Minnesota Avenue; 3) 26th Street; 4) East Tenth
Street; and 5) Cliff Avenue.
Transportation Improvements Residents and
Employers Were Most Willing to Fund With
Their Tax Dollars. The four transportation
improvements that both residents and employers
were most willing to fund with their tax dollars
were:
• Improving east-west roads in the city of
Sioux Falls
• Improving north-south roads in the city of
Sioux Falls
• Improving airport services
• Adding interchanges on the interstates
Residents Continue to be More Tolerant of
Traffic Congestion. Since 1995, the percentage
of residents who rated traffic congestion as a
problem went down from 92% to 88%, and the
percentage of people that rated it as a major
problem stayed at 18%. This finding suggests that
even though residents indicate that traffic across
town and to certain destinations is difficult, they
are becoming more tolerant of the rising number of
vehicles on the roads and highways in the region.
Ratings of the Public Transportation System.
Ratings of the region’s public transportation system
from the transit survey are provided below:
• 71% of the transit riders surveyed rated
the overall transportation system as
“excellent” or “good,” 22% rated the system
as “average,” only 5% rated it as “poor,”
and 2% did not have an opinion.
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• Based on the percentage of transit users
who rated various public transportation
attributes as “excellent” or “good,” the
items that transit riders rated highest
were: 1) the appearance of buses; 2) airconditioning; and 3) safety.
• SDDOT
Trips that residents find the most difficult.
With 32% of respondents, the Empire Mall area
was rated as the most difficult trip in the region.
The eastside Target and Walmart area was next
with 29% of the people indicating it was difficult
followed by the Convention Center (28% difficult)
and downtown (20% difficult).
• Brandon
C.Public Participation Process
A public participation plan was approved by the
Urbanized Development Commission in 2007. It
included vital public involvement activities at all
stages of the plan formulation, especially during
the completion of the LRTP Research Study. The
plan included a very detailed research study
including stakeholder interviews, focus groups,
and three surveys of residents, employers, and
transit riders. An open house was held May 26,
2010, at the downtown Sioux Falls Public Library
to provide results of the research study to the
public. An open house was held on the draft plan
on July 29, 2010, at the downtown Sioux Falls
Public Library. The public participation plan is
included in the Appendix.
D.Technical Team and Plan
Formulation
Much of the technical team was composed of
the MPO’s Technical Advisory Committee.
In addition, other staff and other community
entities were included on the LRTP Technical
Team. The MPO Technical Team was composed
of representatives from the following entities:
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• FHWA
• Sioux Falls Public Works
• Sioux Falls Planning
• Minnehaha County
• Lincoln County
• Tea
• Harrisburg
• Crooks
• Hartford
• SECOG
The LRTP Technical Team determines potential
future studies and projects based upon model,
community plans, the research study, and other
citizen input. In addition, the group determined
how to mitigate obstacles and provided a guide to
future funding for all jurisdictions. The Technical
and Public Involvement Teams both provided
input to help formulate the plan priorities.
E.Official Public Hearing Review
Process
The MPO held two public hearings on July 29,
2010, and August 12, 2010, during the Technical
Advisory Committee (TAC) meetings. Notice
of the public hearings was published in
various newspapers in the region in an effort
to encourage the public to attend and provide
input. Drafts and updates of the Market Research
Study and the LRTP were also presented at
MPO Committee Meetings, all of which are
open to the public. Drafts and updates of the
Market Research Study and the LRTP were
also presented at MPO Committee meetings,
all of which were open to the public. The LRTP
plan was officially adopted by the Urbanized
Development Commission on September 23, 2010.
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Chapter 4—Long-Range Transportation Planning Factors
Strategic planning is “the process of articulating a
future vision of accomplishment for an organization, and planning, directing, and controlling the
organization’s entire range of activities to work
towards the desired state or position.”
—Strategic Planning and Management Guidelines for
Transportation Agencies: Transportation Research Board
Creating a Sustainable
Transportation System
Transportation systems exist to provide social
and economic benefits, and people quickly
take up the opportunities offered by increased
mobility. A sustainable transportation system
is achieved when economic, social equity, and
environmental elements are all balanced. The
Sioux Falls MPO strives to obtain sustainability
by applying the following nine planning factors
to the decision-making process.
The Sioux Falls MPO has considered all the
following factors in determining project priorities
within the 2035 Long-Range Transportation Plan.
The Sioux Falls MPO should continue to consider
the same factors when planning and designing
any transportation project.
Sustainability Planning Factors
1. Public Participation (social equity)—
Does the project meet the goals of the
long-range research study and is there an
ongoing effort to include the public in the
planning and design of the project?
2. Accessibility and Mobility (economic and
social equity)—Does the project enhance
access to jobs, housing, schools, and other
destinations for all people and businesses?
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3. Economy (economic)—Does the project
enhance the economy?
4. Multi-Modes (social equity)—Does
the project design for all forms of
transportation (including bicycle,
pedestrian and transit)?
5. Operations (economic)—Does the project
include a plan to operate efficiently?
6. Maintain Existing System (economic)—
Does the project help maintain and
preserve the existing transportation
system?
7. Environment and Livability
(environment)—Does the project protect
environmental assets, conserve resources,
and enhance livability of the region?
8. Safety (social equity)—Does the project
increase safety?
9. Security (social equity)—Does the project
maintain and increase the security of the
area?
Planning Factor Strategies
The Sioux Falls metropolitan organization
has developed the following planning factor
strategies to guide the transportation planning
process for the region.
Public Participation
Based upon a comprehensive market research
study, what objectives guide the Sioux Falls MPO?
• Improving the condition of the region’s
existing multi-modal transportation
system, particularly the condition of
streets in the Sioux Falls metro area.
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• Preserving people’s ability to travel within
the Sioux Falls metro area.
• Ensuring residents can safely travel
between Sioux Falls and other
communities in Minnehaha and Lincoln
Counties.
• Improving the quality of safe biking
facilities.
What are the Sioux Falls MPO priorities for
investment?
1. Maintenance of streets in the city of Sioux
Falls and the surrounding townships.
2. Improvements to east-west traffic flow in
the city of Sioux Falls.
3. Safety and capacity improvements to
roads/highways that link the city of
Sioux Falls with other communities in
Minnehaha and Lincoln Counties.
4. Improvements to biking facilities in the
city of Sioux Falls.
Guiding objectives and priorities for investment
are not the only items eligible for improvements as
a part of this public participation goal. However,
the technical team did ensure that projects that
are priorities for investment were included in the
plan at a higher rate. Other factors for including
projects were looking at research study findings
for moderate priorities that still have a significant
need for the transportation system.
To continue with the proactive public
participation philosophy of the Sioux Falls
MPO, a public participation plan for each MPO
project requiring approval of the UDC should be
completed and approved by the UDC. (See the
Sioux Falls MPO public participation plan for
more detailed information.) In addition, methods
to involve the public should be constantly
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evaluated and improved including periodic
updates to the MPO Public Participation Plan.
Economy
Support the economic vitality of the United
States, the States, and metropolitan areas,
especially by enabling global competitiveness,
productivity and efficiency (FHWA Planning
Factor #1).
Transportation leads to economic opportunities
for all people. The following economic strategies
should be determined.
Strategies
Definition: Refers to the actions of government and the
intentions that determine those actions.)
Transportation should support:
• Economic development activities
• Diversify the economy
• Housing
• Education
• Health and Social Services
• Improve economic competitiveness
through reliable and timely access
to employment centers, educational
opportunities, services, and other basic
needs by workers as well as expanded
business access to markets.
Safety
Increase the safety of the transportation system
for motorized and nonmotorized users (FHWA
Planning Factor #2).
Strategies
• Follow the South Dakota Highway Safety
Plan which includes the following safety
emphasis areas:
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1. Impaired drivers;
licenses and traffic violations of all
transit personnel
2. Occupant protection;
4. Implementing a “no cell phone” policy
for all transit personnel, whether in
private or City-owned vehicles, during
working hours
3. Young drivers;
4. Speed management;
5. Improving traffic records, data
collection, and data analysis;
6. Engineering;
7. Pedestrian and bicycle safety; and
8. Motorcycle safety.
• Monitor roadway system safety problem
areas and determine engineering
countermeasures including the following:
1. Signalization and stop signs;
2. Driveway and roadway access control;
3. Roadway geometrics;
4. Roadway expansion; and
5. Traffic calming.
• Track bicycle and pedestrian crashes
to determine areas where bicycle and
pedestrian improvements are most
needed and implement engineering
countermeasures such as:
1. Bicycle lanes, sharrows, shared
parking/bicycle lanes, and wide curb
lanes
2. Signalization;
3. Traffic calming;
4. Crosswalks; and
• Provide a safe and reliable transportation
option by:
1. Administering random drug and
alcohol screenings of transit personnel
2. Facilitating mandatory monthly safety
meetings for all transit personnel
3. Monitoring the status of driver’s
DTP/J12515.indd
• Increase railroad safety by considering
the use of railroad overpasses on major
arterial streets and consider the addition
of crossing arms with medians where
warranted.
Security
Increase the security of the transportation system
for motorized and nonmotorized users (FHWA
Strategies
• Follow the Minnehaha County Terrorism
Response Plan within a Unified Command
structure with Minnehaha and Lincoln
Counties and all communities within the
MPO. Transportation is an emergency
support function of terrorism.
• Sioux Area Metro has a Safety and
Security Plan which outlines policies
and procedures for handling incidents
endangering the lives of transit staff and
transit passengers which includes hiring
procedures requiring background checks,
and providing information to the public
concerning an incident through a data
base of media contacts, law enforcement,
medical and operations contacts. The plan
also outlines protective measures for transit
and system protocol in the event of various
emergency situations such as a bomb
threat, suspicious mail, and severe weather. • Maintain funding for the implementation
of safety improvements of railroad
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crossings where a public roadway
intersects active railroad tracks.
• Utilize all layers of aviation security at
airports to ensure the security of the
traveling public consistent with the
Transportation Safety Administration
rules and regulations.
Accessibility and Mobility
Increase the accessibility and mobility options
available to people and for freight (FHWA
Strategies
• Provide more transportation options
to improve access to housing, jobs,
businesses, services, and social activities.
• All persons, including people with
disabilities, should be able to travel on
all transportation facilities of the region
without barriers.
1. Increase public transit systems
accessibility to those with disabilities.
2. Increase public transportation systems
ability to provide access to job sites.
3. Sidewalks should be provided on all
streets where feasible
4. All sidewalk intersections should meet
ADA accessibility design guidelines.
• Make improvements wherever feasible to
accommodate travel by transit, bicycles,
and pedestrians as these modes of travel
are the most affordable to all people.
• Encourage development patterns and
transportation improvements that allow
children to walk or bicycle to school and
in their neighborhood without parents
fearing for their safety.
• Improve the coordination of transportation
13
services for the elderly, persons with
disabilities, and low-income individuals
through an MPO transportation
coordination committee that will improve
the following three key areas:
1. Enhance transportation access.
2. Minimize duplication of services.
3. Facilitate the most appropriate costeffective transportation possible with
available resources.
• Consider freight traffic when designing
street corridors and intersections to
increase safety and mobility.
• Encourage and foster high quality and
affordable air service.
• Encourage the State of South Dakota
to become a member of the Midwest
Interstate Passenger Rail Commission
to begin the process of exploring
opportunities to expand passenger rail
into the Sioux Falls MPO area with
connections to Omaha and Minneapolis.
• Encourage railroads to ensure that
railroad lines can be operated efficiently
and effectively with the least delays to
train and vehicle traffic. Consider grade
separated facilities between rail and
vehicles, where feasible in coordination
with the Rail Authority.
Environment and Livability
Protect and enhance the environment, promote
energy conservation, improve quality of
life, and consistency between transportation
improvements and state and local planned
growth and economic development patterns
(FHWA Planning Factor #5).
DIRECTION 2035
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Strategies
• Update information from each resource
agency on general mitigation plans,
inventories, and maps that could be
used to improve early environmental
coordination including the following four
common environmental areas:
1. Wetlands and Water Resources
2. Threatened and Endangered Species
3. Parks and Recreation Land
4. Cultural Resources
• Develop growth management policies that
will control the timing and location of
development to help ensure that adequate
public facilities are available at the same
time as new private development occurs.
The growth management methods should
include:
1. Recognizing an MPO city’s growth
area boundary as the division between
urban and rural densities (see Map 1
for all MPO city growth management
areas).
2. Beyond a city growth area, encourage
agriculture to remain the dominant
land use activity and minimize the
cost of providing future transportation
services by maintaining a rural
population density and preserving
agricultural lands.
by updating local zoning and land use
controls to encourage mixed-uses and
transit-oriented development that allow
people to live, work, and play in the same
area allowing for shorter and less frequent
vehicle trips.
• Conserve land by encouraging the
maintenance and redevelopment of
existing urbanized land to maintain
or revitalize neighborhoods and
communities.
• Preserve critical open space and
agricultural land.
• Encourage alternative forms of
transportation including walking,
bicycling, and transit.
• Encourage the greening of transportation
facilities to help reduce “heat island
effects” and reduce wind extremes
including urban forests, frequent and
well-spaced parks, greenway conservation
areas, urban gardens, plant diversity.
• Encourage alternative energy sources
including wind energy, solar energy, and
other renewable and alternative fuels.
• Improve public health by continuing
to expand the bicycle and pedestrian
facilities and programs in the region and
encourage development patterns that lend
themselves to be highly walkable and
bikeable which includes the following
attributes:
1. High development density
• Conserve land to reduce the cost
of infrastructure construction and
maintenance including updating
local zoning and land use controls by
allowing denser housing, transit-oriented
development, and other development
options.
2. Good mix of land uses
3. Highly connective street design
4. Continuous sidewalks
5. Transit oriented development
• Conserve the time and distance of trips
DTP/J12515.indd
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• Maintain all streets in an effort to
maintain clean, safe, and desirable
neighborhoods.
transportation opportunities including
links throughout the region.
• Explore railroads as an option to move
people and freight efficiently on shared
rail lines.
• Avoid widening and signalization of
streets designated as neighborhood
conservation corridors to maintain
livability and safety of the adjacent
neighborhoods.
Operations
• Strive to maintain or achieve a compatible
noise environment for all land uses in this
MPO area by preventing future unwanted
highway noise impacts and mitigating
existing highway noise in areas already
subject to such impacts.
Multi-Modes
Enhance the integration and connectivity of
the transportation system, across and between
modes for people and freight (FHWA Planning
Factor #6).
Strategies
• Enhance and improve transportation
choices by developing safe, reliable, and
economical transportation choices to
decrease household transportation costs,
reduce our nation’s dependence on foreign
oil, improve air quality, reduce greenhouse
gas emissions, and promote public health.
• Foster multimodal transportation systems
and effective multimodal connections.
• Enhance communities by investing
in healthy, safe, and walkable
neighborhoods—rural, urban, or suburban.
• Encouraged “Complete Street” policies
that ensure development and street project
integrate all modes of travel into design of
new or reconstructed streets.
• Improve bicycle trail recreation and
15
Promote efficient system management and
operation (FHWA Planning Factor #7).
Strategies
• All participating local governments should
share, as a part of the MPO process, any
applicable data including traffic counts,
crash reports, and transit ridership.
• Inform all interested parties (townships,
counties, etc.) of MPO planning activities
by including them in the MPO public
participation process.
• All MPO entities should coordinate
construction activities to provide the
traveling public with the most convenient
detour routes possible.
• Find methods to continue communication
with the air and railroad industry on
transportation issues. Explore quiet zones
in the Sioux Falls metro area.
• The Sioux Falls MPO should strive to
invest on projects that improve safety,
mitigate congestion, and optimize system
performance.
• Implement Intelligent Transportation
Systems (ITS) to maximize traffic flow,
improve equipment communications, and
improve the safety of the transportation
operations, components, and
infrastructure.
DIRECTION 2035
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Preservation
Emphasize the preservation of the existing
transportation system (FHWA Planning Factor #8).
Strategies
• Budget for adequate resources for existing
transportation facilities preservation to
fully utilize the design life and minimize
the investment required over the life-cycle
of all modes of transportation facilities.
DTP/J12515.indd
• Promote safe, logical, and adequate access
management onto all arterial highways
and streets. This access management
includes minimizing the direct driveway
entrances onto these arterial streets
where the location may result in traffic
hazards or impede traffic flow and
provide adequate right-of-way for future
arterial traffic routes in accordance with
the adopted major street plan through the
subdivision review.
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Chapter 5—Demographics and Growth Trends
The population of Sioux Falls has grown steadily
since its incorporation as a village in 1876.
Rapid growth transformed the city during the
“Dakota Boom” decade of the 1880s, when
the population mushroomed from 2,100 to
more than 10,100 by 1890. Population growth
continued throughout the following decades
and made Sioux Falls a regional urban center.
—Shape Sioux Falls 2035: Shape Community
The Sioux Falls metro area is a regional hub for
transportation, health care, employment, retail,
and services. Sioux Falls is located along the
banks of the Big Sioux River at the junction of I-29
and I-90. Due to its geographic placement within
the United States, the metropolitan area benefits
from rail and air improvements [See Map 2—
national vicinity map]. The ensuing information
in this section was gathered from previous
long-range plans, comprehensive plans, Census
Bureau documents, traffic models, and the 2009
National Highway Travel Survey.
Map 2 - Proximity to Other Regional Transportation Destinations
BISMARCK
FARGO
MINNEAPOLIS/
ST. PAUL
GREEN BAY
SIOUX FALLS
RAPID CITY
MADISON
OMAHA
MILWAUKEE
CHICAGO
DES MOINES
DENVER
KANSAS CITY
ST. LOUIS
5 0 0 M IL E S
June 29, 2010
1,000 MILES
Interstate Highway
State Boundary
0
200
D
400
Miles
enca\planning\LRTP\2035 mpo regional destinations
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A. Population
The city of Sioux Falls remains the largest city in
South Dakota with a 2000 population of 123,975.
Sioux Falls’ estimated 2010 population is 156,000.
The 2008 population of the MPO area was 206,308
based upon the traffic model estimates. Of that
population, approximately 73% of the people in the
study area live within the city limits of Sioux Falls.
The average annual growth rate for Sioux Falls
has been between 1.5% and 2.5% over the past
five years, and the average annual growth rate
for the MPO area has increased from 170,782
in 2001 to 212,176 in 2008—a 24.2% increase
over that seven-year period. One of the main
contributors to the increased growth rates is the
strong population increases of the surrounding
MPO communities. Harrisburg has seen a 250%
increase in population over the past decade. Tea
and Brandon are both posting similar increases
in households. This strong growth is illustrated
below in Charts 5-B and 5-C.
Chart 5-A: All Communities
% Change
1990–
1990
Brandon
Crooks
Harrisburg
Hartford
Sioux Falls
Tea
2000
2000
2005
2006
2007
2008
2009
2010
3,543
5,693
60.70%
6,984
7,458
7,806
8,451
8,631
9,000
671
859
28.00%
1,117
1,176
1,212
1,236
1,251
1,263
707
958
35.50%
1,833
2,399
3,284
3,701
4,091
4,370
1,262
1,844
46.10%
2,206
2,272
2,383
2,569
2,641
2,680
100,836
123,975
22.90%
141,000
144,600
148,000
151,300
154,100
156,500
786
1,742
121.60%
2,686
2,927
3,269
3,611
3,824
4,016
Source: Cities of Sioux Falls, Brandon, Crooks, Harrisburg, Hartford, Tea, and SECOG Estimates
Chart 5-B
Source: U.S. Census and Sioux Falls Planning Office
MSA is the Metropolitan Statistical Area as defined by the U.S. Census, and includes Minnehaha, Lincoln, Turner, and McCook Counties.
DTP/J12515.indd
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Chart 5-C
Source: Sioux Falls MPO 2009 NHTS Add-on Survey
The Sioux Falls MSA age distribution is well
balanced between the young, middle age, and
elderly. Nationally, census figures have shown
that the elderly population is growing faster
than the general population. However, for the
past 30 years, the Sioux Falls MSA 65 and over
population has remained stable at 10% to 11% of
the total population. This is mainly because of
the strong influx of young families to the Sioux
Falls area over the past 20 years. The biggest
change will occur when the “Baby Boom”
generation starts to reach 65 years of age around
the year 2010 (see Chart 5-D).
Chart 5-D
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B. Household Trends
The number of households, densities, and
locations are the key elements in forecasting
transportation needs. Based on 2.5 units per acre
within the Sioux Falls 2035 Growth Area, future
land use projections show a need for almost
50,000 dwelling units. In 2008, there were 82,500
dwelling units within the MPO area. Each year
Sioux Falls adds 1,000 to 1,500 new dwelling
units. The other communities and counties in
the MPO area add 300 to 500 new dwelling units
each year.
Source: Sioux Falls Planning Office and SECOG
C. Employment Trends
Employment has been projected to increase
through population increases and job expansion.
The Sioux Falls MPO area growth rate will be
slightly higher than the national rate based on
projections made by U.S. Department of Labor.
Continued migration within the state to the
metropolitan areas is expected, and the state’s
low tax rates and high work ethic will continue to
attract new businesses to the urban areas.
DTP/J12515.indd
It is estimated that the Sioux Falls MSA has
131,000 Nonfarm and Salaried Workers as of
March 2010 (Source: SD Labor Management
Information Center). The majority of this
employment is within the city of Sioux Falls.
Sioux Falls has three primary employment
centers: the northern industrial park area,
downtown, and the southwest commercial area.
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Nonfarm and Salaried Workers
Sioux Falls MSA
1990 79,600
1995 98,100
2000 119,000
2005 125,100
2010 131,400
Source: SD Labor Market Information Center
“The economic survival of every
local community depends on
its continuously importing and
the Sioux Falls MPO participated as an add-on
location which allowed for data of the Sioux Falls
area. The total number of usable households
for the Sioux Falls area was 1,008. Below is key
information from the NHTS survey.
Average Trip Miles by Purpose
An important part of planning for transportation
needs is being able to understand when how
far trips are based upon the purpose for the
trip. Each trip purpose provides insight in the
feasibility of utilizing alternative modes of travel
such as walking and bicycling. Chart 5-F below
highlights this information on an average basis
for each type trip purpose.
exporting goods, services, and
Chart 5-F:
Average trip miles by purpose
workers. Hence, all communities
find it necessary to be physically
linked to all other parts of a
Trip Purpose
metropolitan area and the country.
This occurs through an interlocking
To/From Work
network of roads, streets, and
Work Related Business
other transportation arteries.
Length in Miles
8.8
16.1
Shopping
5.5
Other Family/Personal
6.2
School/Church
4.5
of each community.”
Medical/Dental
6.1
Stuck in Traffic, Anthony Downs, p. 3
Vacation
26.5
Visit Friends/Relatives
15.7
Because of the regional nature
of these networks, the traffic
they carry is heavily influenced by
conditions outside the boundaries
D. Travel Characteristics
The National Highway Travel Survey (NHTS)
is the primary inventory of travel behavior
and daily travel in the United States. In 2009,
21
Other Social/Recreation
Source: Sioux Falls MPO 2009 NHTS Add-On Survey
7.5
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Percentage of Total Trips by Start Time
It is also important to understand which times of
the day most travel tends to occur. Understanding
which hours of the day are likely to be busier can
help planners to predict likely time periods of
congestion and increased traffic risk. As Chart 5G
demonstrates, the hour between 3 p.m. and 4 p.m.
is the time of day in which the highest percentage
of trips originate. This also is typically the time
of day in which most school days end. Between
4 p.m. and 6 p.m. is also a busy travel time, most
likely because of the traffic returning from work,
as is the hour between 7 and 8 a.m., when most
people are commuting to work or returning home
from night shift.
DTP/J12515.indd
Vehicle Type
In addition to the number of vehicles per
household, the data also provides useful
information on vehicle age and type. Figure
5H provides the distribution of vehicles in the
data by vehicle type. Almost half of the vehicles
reported in the survey are automobiles such as
cars or station wagons. About 17% are SUVs and
another 20% are pickup trucks. Understanding
the types of vehicles on the road can help in
estimating average miles per gallon, in planning
for traffic as well as expected road maintenance,
and for predicting potential harm associated with
vehicle crashes.
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Chart 5-I—Households by Number of Vehicles (by percent)
Source: Census Transportation Planning Package, US Census 2000 and National Highway Travel
Survey 2009
Number of Vehicles
A growing concern that the Sioux Falls MPO
and the nation faces is the increase in the
number of cars per household. When cars first
were invented, it was a novelty for a family to
23
have one car. Today, 77% of household have at
least two vehicles per household and 36% of
households have at least three or more vehicles
per household.
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Vehicle Age
Chart 5J provides a summary overview of the
average vehicle age by vehicle type. It also shows
the minimum and maximum for vehicle age by
each vehicle type to illustrate the distribution of
age for each type. As Chart 5-5 indicates in the
Sioux Falls area, the average age for all vehicles
is just under ten years, and the average age for a
standard automobile, the most frequent type, is
just over ten years.
Automobile
Min.
Freq.
Percent
30
1.64%
1–4,999 Miles
563
30.71%
5,000–9,999 Miles
469
25.59%
10,000–14,999 Miles
434
23.68%
15,000–19,999 Miles
173
9.44%
164
8.95%
1,833
100%
0 Miles
Vehicle Age
Mean
Chart 5-K: Annual Vehicle Miles
per Vehicle
Annual Vehicle Miles
Chart 5-J: Average Age of Vehicle
by Vehicle Type
Vehicle Type
the outliers provides similar means. Also, the
distribution of vehicles in terms of annual vehicle
miles, displayed in Chart 5K, provide a similar
picture. Of the majority of vehicles for which
there was actual mileage reported, approximately
58% travelled less than 10,000 miles annually.
Max.
10.17
1
74
Van (mini, cargo,
passenger)
8.18
1
25
SUV
8.02
1
52
Pickup truck
11.07
1
43
>20,000 Miles
Other truck
19.92
4
48
RV (recreational
18.07
1
40
Total
Motorcycle
11.31
1
39
5
5
5
Other
17.67
1
43
Total
9.98
1
74
Golf Cart
Average Vehicle Mileage
In addition to the age of the vehicle, it is also
useful to understand annual vehicle mileage.
There were 1,833 vehicles reported in the survey
for which the respondent was able to provide
exact mileage estimates. The average annual
mileage for all vehicles reported was just over
9,000 miles. There was a substantial range to the
data though with a minimum reported value of 0
miles and a maximum reported value of 140,000.
The extreme values introduce some concern
about the accuracy of the mean, but eliminating
DTP/J12515.indd
Average Number of Daily Trips
The NHTS survey also provides information
about how to evaluate the nature of trips,
including average number of trips per day,
average length of trip, mode of transportation
used, and trip purpose. The average number of
trips per day per person in the Sioux Falls area
was 3.9. Gender and age were both related to the
number of trips taken per day. On average, males
made 3.76 trips per day while females made 3.94
trips per day. As Chart 5-L demonstrates, age
also had an effect on the amount of trips made
per day. Only the youngest and oldest cohorts
average less than four (4) trips per day, while
those between 35-45 years old average almost
five (5) trips per day. Life Style Phase also had
an effect on the number of daily trips made per
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Chart 5-L: Number of Daily
Household Trips by Life Cycle
from Household Data
Life Cycle Phase
Household Trips
per Day
One adult, no children
4.15
2+ adults, no children
7.96
One adult, youngest child 0–5
7.89
2+ adults, youngest child 0–5
13.03
11.08
15.77
7.50
15.55
One adult, retired, no children
3.29
2+ adults, retired, no children
7.39
Chart 5-M: Percentage of Trips by
Mode of Transportation
Mode of Transportation
Percent
Private Vehicle (car, truck,
motorcycle, etc.)
89.5%
Public Transportation (bus, train, etc.)
1.6%
Taxi
0.1%
Bicycle
1.0%
Walk
6.7%
Other
1.1%
Total
100%
person as is illustrated in Chart 5-L. Predictably,
households with children and two or more adults
made the most number of trips per day. The
group with the highest number of trips per day at
almost 16 daily trips per person was households
with two or more adults and children between
the ages of 16 and 21. Single retired adults with
no children had the lowest average daily trips per
person at just over three trips per day.
Percentage of Trips by Mode of Transportation
The survey results also provide information
on the mode of transportation for these trips.
Of the 9,475 trips recorded, reported in Chart
5-M, the vast majority, 89.5%, were made in a
personal vehicle. The second most frequent mode
of transportation in terms of number of trips
was walking at 6.7%. This data indicates that
driving a personal vehicle is the primary mode of
transportation in the Sioux Falls MPO (see Chart
5-N).
Percentage of Trips by Mode of Transportation
and by Purpose
The purpose of the trip is also related to the mode
of transportation used. Chart 5-N provides a
breakdown of respondents’ choices for mode of
transportation by the purpose of their trip for three
primary purposes. The data indicates that trips
taken for the purpose of getting to and from school
have a higher percentage of respondents walking
or using public transportation. This may be in part
because of the close proximity of schools, as noted
below, and shopping centers to residential areas.
Chart 5-N: Transportation Mode Used
for Trip by Purpose of Trip
Mode of
Transportation
Private Vehicle
(car, truck,
motorcycle)
Public
Transportation
(bus, train, etc.)
Work
School
95.4%
81.0%
96.5%
0.1%
10.7%
0.1%
Taxi
0.0%
0.1%
0.1%
Bicycle
0.3%
2.3%
0.0%
Walk
2.9%
5.6%
2.9%
Other
1.3%
0.3%
0.4%
25
Shopping
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Chart 5-O: Respondents’ Level of Concern
for Topics Related to School Travel
Not an issue
A little bit of an issue
Somewhat of an issue
Very much an issue
A serious issue
Distance
19.8%
11.9%
12.4%
16.8%
39.1%
Crime
57.4%
21.3%
5.9%
5.0%
10.4%
Traffic
10.4%
11.9%
15.4%
25.3%
37.1%
Speed
15.4%
11.4%
20.3%
20.3%
32.7%
Weather
6.0%
6.0%
31.8%
27.4%
28.9%
Travel to School Information
The NHTS Add-on for 2009 also included a
section in the interview related to travel to
schools. In particular, the survey addressed
the age at which individuals felt comfortable
allowing their children to walk without an adult
to school, how far individuals lived away from
their school, and potential concerns that parents
have about allowing their children to walk to and
from school. Not all of the survey respondents
were selected to provide information for this
section; only 215 total respondents were included.
Respondents were also asked at what grade level
they would allow their child to walk or bike to
school without an adult. Fifth grade was the
mean response, and together with sixth grade
had the most frequent number of responses (each
had 21% of responses). Ten percent of respondents
indicated that they would feel comfortable with
their child walking unaccompanied to school as
young as first grade and eight percent said that
they would never allow it. To better understand
why parents might have reservations about
children walking or biking to school, the survey
also asked respondents to indicate how much
of an issue five potential concerns were in their
decision to allow their child to walk or bike to
and from school.
DTP/J12515.indd
Chart 5-O provides a breakdown of the
respondents’ level of concern about each of these
topics. The percentages are provided by column;
for example, 57.4% of all respondents asked about
crime along the route to school indicated that it
was not an issue. The largest areas of concern for
parents appear to be the distance to the school
and the amount of traffic along the route. The
majority of parents also indicated that speed and
weather were at least somewhat of an issue.
E.Growth Projections
Growth is a characteristic of a dynamic, healthy
community, and from that standpoint, population
growth is the major indicator of a strong
community. Sioux Falls’ population has been
projected to grow at 2.9% over the next 25 years.
As the study area grows in population,
households, and employment, the community
needs to plan for the accompanying land,
services, and infrastructure. The government
entities within the MPO have been working
together for over 30 years to manage growth and
scattered development and limit “urban sprawl.”
This managed growth creates the most efficient
use of our limited resources.
The MPO population and employment
projections are included in Chart 8 and help
26
DIRECTION 2035
20352035203520352035203520352035203520352035203520352035203520352035203520352035203520352035203520352035
Chart 5-P: MPO Community 2035 Growth Projections
Minnehaha County Population and Employment
City
Brandon
Crooks
Hartford
Sioux Falls
No. of
Employees
2008
Population
2008
2,058
127
558
117,954
Population
2010
9,000
1,263
2,680
151,000
9,500
1,272
2,717
156,500
Populationto-Employee
Ration
24.36%
10.30%
18.24%
51.17%
No. of
Employees
2035
4,889
285
935
208,493
Population
2035
19,500
2,800
5,000
270,000
Lincoln County Population and Employment
Tea
Harrisburg
834
923
3,600
3,700
4,000
4,400
determine transportation facilities through the
traffic model. Map 3 illustrates the projected
growth of Sioux Falls metropolitan area
communities by 2035. Each community has
determined a growth area as previously shown
on Map 1. The population projections for each
community were included in the traffic model.
The traffic model was calibrated to 2008 traffic
and land use conditions. So, Chart 5-P also
includes a population estimate for 2010 for each
of the communities.
The City of Sioux Falls determines its growth
areas by sanitary sewer basins. As a part of the
Sioux Falls 2015 Growth Management Plan,
the City of Sioux Falls analyzes all sanitary
sewer basins to determine where growth is best
directed. The City then builds main sewer trunk
lines and charges developers a cost recovery to
hook into the system. Several of the other MPO
communities are also using the same sanitary
sewer basin methodology when determining
their growth areas. Other communities have
identified their sewer basins within their local
comprehensive plan to help develop growth
areas. Map 3 shows those growth areas and
27
19.87%
20.61%
2,222
3,053
11,200
14,800
includes population estimates and 2035
population projections for each community.
F. Traffic Model
The Sioux Falls MPO traffic model was developed
to serve any situation in which relatively longrange forecasts of traffic volumes are needed.
Some typical uses might include:
• Review of the traffic component of site
plans.
• Provide input for detailed traffic
simulation modeling (e.g., at intersections).
• Development of city or regionwide
transportation plan.
The Sioux Falls MPO utilizes a standard “four
step” model approach. The “four step” process
is the current state-of-the-practice in travel
forecasting and consists of four models which
simulate the major choices made by travelers:
• Trip Generation: whether or not to travel
and for what purpose.
• Trip Distribution: where to go.
• Mode Choice: what travel mode to use.
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Map 3 - 2035 Population Projections
258TH ST
258TH ST
×
§
¦
¨
§
¦
¨
90
HOLLY BL V D
26TH ST
E
LOUISE AV
A AVE
41ST ST
§
¦
¨
229
×
CLIFF AVE
SE RT O M
KIWANIS AVE
12TH ST
26TH ST
57TH ST
69TH ST
RI
CE
ST
SIOUX FALLS
10TH ST
2008 - 151,000
2035 - 270,000
§
¦
¨
29
42
×
MINNESOTA AVE
MADISON ST
WESTERN AVE
ELLIS RD
229
RUSS ELL ST
L
SP
MADISON ST
11
×
SYCAMORE AVE
§
¦
¨
MAPLE ST
ASPEN BLVD
485TH AVE
BENSON RD
CK
BENSON RD
RO
262ND ST
90
60TH ST N
IT
38
×
38
466TH AVE
BRANDON
2008 - 8,500
2035 - 19,500
115
SIX MILE RD
462ND AVE
HARTFORD
2008 - 2,500
2035 - 5,000
HWY
477TH AVE
468TH AVE
256TH ST
CROOKS
2008 - 1,200
2035 - 2,800
41ST ST
42
×
41ST ST
11
×
17
85TH ST
115
×
July 20, 2010
§
¦
¨
29
275TH ST
Other Growth Area
0
2
HARRISBURG
2008 - 3,700
2035 - 14,800
273RD ST
475TH AVE
TEA
2008 - 3,600
2035 - 11,200
481 ST A VE
Municipal Boundary
469TH AVE
272ND ST
MPO Boundary
D
4
Miles
enca\planning\LRTP\2035 mpo population projections
• Traffic Assignment: what routes to use.
In 2009, the MPO traffic model was updated from
a previous 2003 traffic model. Recent applications
of the model to various planning studies around
the MPO had generated questions concerning
the model’s assumptions for traffic assignment.
Therefore, it was appropriate to revisit some of
those assumptions as part of an overall model
update.
In the previous model, it was discovered that
some zones were too coarse (large) and did not
provide enough detail for the kinds of analysis
they wished to conduct. So, as part of this update,
DTP/J12515.indd
zones were subdivided in order to provide
additional detail, mainly in the newer growth
areas. This resulted in a new total of 686 internal
zones from the previous 560 internal zones.
The old model was calibrated to 2001 conditions,
since that represented the year for which staff
had the most available data at the time (land use
and traffic counts). For the new model, staff had
data generally representing 2008 and wanted the
model to be recalibrated to that year. The 2008
highway network was developed from the 2001
highway network. Staff identified a number of
changes, a few of which were corrections, but
most of which represented actual improvements
28
DIRECTION 2035
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to the roadway system during that seven-year
period.
The Sioux Falls model was developed using
the Cube software package. This is a powerful
collection of microcomputer programs written
to perform the specific tasks required by a travel
model. It is important to distinguish between a
model, which is a set of travel relationships, and
a software package, which is the software used
to apply the model. Cube is a package in common
use around the country. However, the particular
model reported on here is unique to the Sioux
Falls MPO area. For a complete report of the 2009
traffic model and calibration, see the Report on
The Sioux Falls MPO Traffic Model estimates
that almost 5 million vehicle trip miles (VMT)
are made daily in the Sioux Falls MPO area. It is
projected that in 2035, that the number will more
than double to more than 10 million trips daily.
Charts 5-Q, 5-R, and 5-S show the estimated
VMT, Vehicle Hours Travelled, and the amount
of hours of delay each day within the Sioux Falls
MPO street system.
Chart 5-Q
Chart 5-R
Vehicle Miles Travelled
(VMT)
Vehicle Hours Travelled
(VHT)
12
10.2
10
8
6
Sioux Falls Travel Forecasting Model Update –
June 8, 2009 (access by contacting the City of Sioux
Falls Planning Office or South Eastern Council of
Governments).
4.8
2008
4
2035
2
0
700,000
600,000
500,000
400,000
300,000
200,000
100,000
0
641,000
2008
308,000
139,000
2035 with
improvements
VHT
VMT (in millions)
Chart 5-S
Delay Hours (congestion)
450,000
387,000
400,000
350,000
2008
300,000
250,000
2035 no
improvements
200,000
150,000
74,000
100,000
50,000
25,000
0
Delay Hours (in 24-hour period)
29
2035 no
improvements
2035 with
improvements
DIRECTION 2035
20352035203520352035203520352035203520352035203520352035203520352035203520352035203520352035203520352035
Chapter 6—Process, Operations, Safety, and Security
A.Transportation Improvements
Program and Air Quality
Certification (TIP)
As required by SAFETEA-LU, “The metropolitan
transportation planning process shall include
development of a transportation improvement
program (TIP) for the metropolitan planning
area by the MPO in cooperation with the State
and public transit operators.” SECOG and City
of Sioux Falls are responsible for assembling of
the Sioux Falls Metropolitan Area TIP, which
Transportation Planning Process
Sioux Falls Metropolitan Planning Area
FHWA / FTA
Funding
SDDOT
SECOG
Lincoln County
Minnehaha County
City of Sioux Falls
Urbanized Development Commission
[MPO]
Policy
Brandon Mayor
Lincoln County Commissioners (3)
Lincoln County Mayoral Association Representative
Minnehaha County Commissioners (3)
Sioux Falls Mayor
Sioux Falls Council members (4)
SDDOT Commissioner
Technical Advisory Committee
City of Sioux Falls (3)
FHWA
Lincoln County Staff (2)
Minnehaha County Staff (2)
Private Transportation Carrier
Railroad, Trucking, and Air Reps (3)
Sioux Falls School District
Sioux Falls Transit
SDDOT
SECOG
Citizens’ Advisory
Committee
Composed of Concerned Citizens and Organizations
Demonstrating an Interest in the Sioux Falls Metro Area
Transportation System
Public Input
DTP/J12515.indd
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represents a five-year prioritized program of
multi-modal transportation improvements.
SDDOT; the Cities of Sioux Falls, Tea, Hartford,
Harrisburg, Brandon, and Crooks; Lincoln and
Minnehaha Counties; and other participants
within the local transportation planning process
develop projects in the document jointly. The
creation of the TIP results from a series of
meetings between state and local transportation
officials where the transportation-related needs,
concerns, and priorities of each participant
are discussed and evaluated. Project-oriented
solutions were then developed and initiated
into the TIP by the governmental entity having
jurisdiction.
B.Unified Planning Work Program
The Unified Planning Work Program (UPWP)
is the document which describes the annual
objectives, work activities and products, and
planning research studies to be accomplished
by the participants of the Sioux Falls MPO
process. Each year, the various governmental
entities involved in the transportation planning
process cooperatively produce the UPWP.
Each entity is responsible for developing their
individual operating budgets. Through a series
of coordinated efforts, the agencies submit their
proposed work activities for inclusion in the
UPWP, which is then assembled by SECOG.
C.Self-Certification
Each year the participants in the metropolitan
transportation planning process must, in
accordance with 23 CFR 450.334, certify that the
transportation planning process is addressing the
major issues in the metropolitan planning area,
and that it is being conducted in accordance with
all applicable state and federal requirements.
31
D.Public Participation Program
SAFETEA-LU requires that “the metropolitan
transportation planning process shall develop
and adopt a proactive public involvement process
that provides complete information, timely
public notice, full public access to key decisions,
and supports early and continuing involvement
of the public in developing plans and TIPs.” To
attain these objectives, the Sioux Falls MPO has
approved a Public Participation Program and
establishes the following seven-step methodology
in an effort to attain all-inclusive public
involvement:
1. Determine the specific goals and objectives
that public involvement is to accomplish;
2. Identify the public that either might
be interested in participating or whose
involvement is necessary in order to
achieve the objectives;
3. Select a technique(s) for interacting with
the public that will achieve the objectives;
4. Select suitable notification techniques
for reaching the desired public with the
desired information;
5. Conduct the appropriate involvement
technique(s);
6. Determine how the techniques are to be
evaluated; and
7. Incorporate the results of the involvement
into the plan, document, special study, or
project.
F. Other Operations and Process
Work Activities
The Sioux Falls MPO also utilizes the following
work activities to assist in the cooperative MPO
process. The MPO Operations Plan, which
describes the work activities of the MPO more
DIRECTION 2035
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completely, describes these activities.
• Operations Plan
• Public Transportation Planning
• Coordinated Public Transit/Human
• Services Transportation Planning
• PL Accounting and Vouchering
• Land Use Report
• Street Construction Information
• Travel Demand Forecasting
• Aerial Photography
• Transit Development Plan and Transit
• Coordination
• Management Systems
○ Pavement Management
(Sioux Falls and SDDOT)
○ Transportation Management Efficiency
(Sioux Falls/SDDOT)
○ Safety Management Systems Report
○ Bridge Inventory (SDDOT/Sioux Falls)
• Inventories
• Traffic Counts
• Bike Trail Counts
E.Operations and Management
Does a project help improve the efficiency of
the transportation system? The Sioux Falls
MPO has several policies within Chapter 4 that
guide operations improvements over the plan
period. This includes sharing data with all MPO
participants, coordinating construction activities,
communicationg with the air and rail industry,
and investing in safety, congestion mitigation and
optimizing system performance with Intelligent
Transportation Systems (ITS).
1.
Intelligent Transportation Systems (ITS)
Intelligent Transportation Systems (ITS) is the
DTP/J12515.indd
practical use of computer and communication
technology to maximize the flow of multimodes of transportation, data sharing between
equipment and people, and improve the safety
of transportation operations, components,
and infrastructure. The City of Sioux Falls has
invested in ITS technologies for many years.
Developing a master plan for ITS early on was
essential to ensure all the correct infrastructure
was installed. The Sioux Falls MPO area agencies
have participated in the master planning
development
In 1999, the Year 2025 Long Range Transportation
Plan market survey asked residents about
ITS. Approximately 80% of residents strongly
supported investing in ITS technologies. In
early 2001–2002, the City completed the ITS
Plan and Strategy, which prioritized various
projects for all City departments. A key element
of the ITS Strategy was to develop an integrated
communication system that is endorsed by all
agencies involved in the Sioux Falls Metropolitan
Area and to develop a system that can be
built within the parameters of common ITS
architecture.
In 2005, an ITS Architecture was prepared for
the Sioux Falls MPO. The architecture defines a
framework within which an ITS system can be
built. The ITS architecture functionally defines
the pieces of the systems and the information
that is exchanged between them. It also describes
what entities are responsible for the information
exchange. Simply, architecture was developed to
allow communication and the flow of data.
The last step to the ITS master planning was to
identify how the communication was to occur
and to develop a redundancy plan. In 2005, the
Communications Network Master Plan was
32
DIRECTION 2035
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completed by the City of Sioux Falls. The main
focus of this document identified the existing
communication network, consisting of fiber optic
cable, various communication wire, and wireless
towers. All City departments were involved in
the plan preparation. The final outcome of the
plan was a listing of prioritized projects for
implementation when funds were available for
establishing the communication backbone. In
2010, an update to the Communications Master
Plan is being completed. The City has completed
or is scheduled to complete approximately 30%
of the projects listed in the plan. Currently, the
City has 64 miles of fiber optic cable that provide
communication for City buildings and traffic
signals.
There are 238 traffic signals in the City of
Sioux Falls with over 80% of these are timed
in coordination with each other to efficiently
operate. Of the 238, 166 signals have emergency
priority for fire rescue and 56 have battery
backup in case of a power outage. Over 85% of
the traffic signalized intersections have Light
Emitting Diode (LED) bulbs. These bulbs are 80%
more efficient than previous incandescent signal
bulbs and save the City approximately $240,000
per year in electricity costs. By the end of 2010, all
traffic signals will have LED bulbs.
Through the 2010 market research study, 50%
of residents responded positively to having
improved traffic flow by improving traffic signal
timing, reducing train delays, and improving
bus service. ITS measures can assist in all three
of these areas. It is imperative as the MPO area
congestion continues to increase, other forms of
transportation and other technologies to improve
the flow of transportation is vital to having an
efficient transportation system.
33
2.
Safety and Security
Management of the system includes methods to
operate a safe and secure transportation system.
Policies related to safety and security in Chapter
4 include consistency with the South Dakota
Highway Safety Plan, monitoring and improving
roadway system problem areas, tracking and
reducing bicycle and pedestrian crashes, and
Sioux Area Metro’s safety strategies. Below are
more detailed safety and security strategies.
A.
Safety
Emergency Preparedness Planning
The Sioux Falls MPO follows the Emergency
Operations Plan for Minnehaha and Lincoln
Counties and the City of Sioux Falls in regards
to planning for emergency preparedness.
Minnehaha and Lincoln Counties and the City
of Sioux Falls all have Emergency Operations
Plans to provide for a coordinated and effective
response to any incident, natural, or man-made.
The Emergency Operations Plan is comprised of
five segments
• Basic plan—details emergency response
policies and assigns responsibilities
• Emergency Support Function Annex—
provides information about City
department capabilities and describes how
City departments will carry out a specific
function in an emergency situation.
• Support annexes—provides guidance
and describes the functional process
and administrative requirements
necessary to ensure efficient and effective
implementation of the plan.
• Incident Appendix—provides information
about how City departments will respond
to specific situations including debris
clearance, drought, flood, tornado, and
winter storm.
DIRECTION 2035
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The Sioux Falls MPO follows the Minnehaha
and Lincoln County and the City of Sioux Falls’
combined multi-hazard pre-disaster mitigation
plan. This plan lists all sites and areas of critical
concern that have hazardous materials. The
plan also lists strategies and proposed hazard
mitigation projects.
Strategic Highway Safety Plan
The South Dakota Department of Transportation
is developing a Highway Safety Plan has been
developed a Roadway Safety Commission
consisting of state, federal and local private
agencies. The plan includes strategies in
key emphasis areas that affect highway
safety. Each of the emphasis areas includes
strategies and an outline of what is needed to
implement each strategy. The draft Highway
Safety Plan can be found at the SDDOT
website at http://www.sddot.com/docs/
SouthDakotaStrategicHighwayPlan.pdf
Core strategies for achieving these goals
The Sioux Falls MPO will be consistent with
South Dakota’s Strategic Highway Safety
Plan including the use of four core strategies
to reduce highway fatalities, injuries and
collisions.
Education
Driver education is used to establish
behaviors that keep people safe on our
highways.
Educational strategies also aim at changing
behaviors that contribute to crashes, such
as drunk driving, speeding, lack of safety
restraint usage and inattentive driving.
Educational efforts also can make good
drivers better at using antilock brakes and
other safety technologies.
Enforcement
Enforcement of traffic laws boosts compliance.
DTP/J12515.indd
Greater compliance with seat belt laws,
laws against drinking and driving, and speed
limits will reduce fatalities, injuries and
crashes.
Engineering
Road design affects driver behavior and the
severity of crashes. Modification of the
roadway can be a solution in some crashprone locations. Increasing the number of
Road Safety Audits on key projects also could
have benefits.
Emergency Services
The difference between a fatal crash and an
injury crash can be the length of time it takes
to transport victims to appropriate medical
care and the quality of care victims receive in
transit.
Safety emphasis areas
South Dakota and the Sioux Falls MPO will
continue to reduce traffic deaths, injury
crashes and total crashes on all roads and
highways by focusing on the following nine
safety emphasis areas.
1.
2.
3.
4.
5.
6.
7.
8.
9.
Impaired drivers.
Occupant protection.
Run off road crashes and head on
collisions.
Preventing crash fatalities and injuries
among young drivers.
Speed management.
Emergency response services.
Preventing deer-auto collisions.
Improving data collection.
Improving data analysis.
City of Sioux Falls Traffic Safety
Management Strategies
Federal and state governments recommend
that a safety management system be used
34
DIRECTION 2035
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by local governments to monitor crashes
within city limits. The City of Sioux Falls
Engineering Office uses data provided by
Local Law Enforcement using the Aegis
System and the SDDOT using a Crash Magic
Server to compile statistics, determine high
crash locations, and evaluate locations. When
a high crash location is identified, a field study
is performed by personnel to investigate
an evident problem. Different alternatives
are discussed among staff (Engineering,
Planning, Police, etc.) and then the most
logical cost-effective solution is chosen and
implemented.
Transit System Safety Program Plan
Sioux Area Metro drivers have regular
safety training to ensure that best practices
and industry standards are utilized and
implemented to achieve a safe environment
for the passengers and employees. In
addition, peer reviews, safety audits, and
standardized programs are incorporated into
the operational process. The bus is also an
identified “Safe Haven” for anyone feeling
threatened in any way. The driver allows the
person to wait in the bus while they contact a
public safety official via their radio.
B.
Security
Transportation System Security Plan
The Sioux Falls Area Emergency Operations
Plan describes how Sioux Falls MPO entities
and departments will respond to terrorism
situations. The Sioux Falls MPO follows the
Minnehaha County Terrorism Response Plan
within a Unified Command structure with
Minnehaha and Lincoln County. Transportation
is an emergency support function of terrorism.
Agencies and departments are tasked with
support functions such as traffic control,
35
transportation for affected citizens, street
closures, evacuation routes, and debris clearing.
Transit Security Plan
Sioux Area Metro maintains a secure
environment for its employees and passengers in
and around the transit system. Physical security
measures include security cameras and locks
with limited authorization of keys. Procedural
security measures include log-in for visitors
with designated ID tags and a system protocol
established for various emergency situations such
as a bomb threat, suspicious mail, and severe
weather. For passenger security, passenger
rules have been established giving the driver the
ability to refuse service to those riders that are
inebriated, using foul language, or are exhibiting
behavior deemed to be a physical threat to others.
Sioux Area Metro also hopes to expand the use
of technology by installing cameras on the buses
within the next few years.
DIRECTION 2035
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Chapter 7—Street and Highway System Plan
“The Sioux Falls area transportation system has
improved and expanded considerably since the
winter of 1870–1871 when Dr. Joshiah L. Phillips
laid out lots and marked streets in his newly
acquired property, putting on paper for the first
time the grid system that remains the layout of
the city between Sixth and Ninth Streets from
Phillips Avenue to Minnesota Avenue.”
Spirit of Sioux Falls, Woster, 1992 p. 16
Meeting the goals of the Long-Range Plan
depends in part upon the region’s ability to move
people and goods from place to place through
a quality street and highway system. With this
in mind, it’s important to get an overview of the
study area’s existing street and highway system.
An analysis of the existing street and highway
system is important in helping understand the
systems strengths and weaknesses. Also, the
description of existing system helps people
understand all the different jurisdictions involved
with constructing and maintaining roads in the
MPO area. Specific impacts will be discussed
within the various subsections below. Map 4
shows the current street and highway system for
the MPO area.
A.Interstate Highway System
The Eisenhower Interstate Highway System is
a system of divided controlled access highways
connecting every state. Responsibility for these
highways remains with the state’s Department
of Transportation. Within the Sioux Falls MPO
area, the interstate highway system includes
Interstates 29, 90, and 229. Interstate 229 is a highspeed corridor serving as a bypass and important
traveling route for the region. Interstates 29 and
DTP/J12515.indd
90 serve cross-country truck and passenger
vehicles as well as local residents. The interstate
roadway system is designed to carry a large
volume of traffic at high speeds with few
interruptions.
The interstate system has both positive
and negative impacts within the overall
transportation system. The positive result is
efficient vehicle flow. The interstate system
also supplements economic trade between the
urban and rural communities. It also allows
interstate travel in this region of South Dakota,
Iowa, Minnesota, and Nebraska. This region will
continue to be influenced by its proximity to the
junction of I-29 and I-90.
A negative impact of the interstates is the barrier
effect that it creates for residents and employers.
This barrier can create divisions and lack of
continuity for all modes of travel. Therefore, one
major obstacle to consider for improved eastwest and north-south travel in the region is the
interstate systems. Adding additional local street
connections, pedestrian overpasses, and bicycle
trails can all help alleviate these barriers and
help develop connections to neighborhoods and
employment areas.
B.State, County, and Township
Road System
The MPO highway and road system is made
up of state, county, and township controlled
roadways that provide longer trips for through
movements (arterials); distribute traffic to home,
work, and entertainment (collectors); and provide
rural roads to farms and rural residences.
36
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State highways are designed to carry trips
through the state or multi-county areas. County
highways carry trips within each individual
county. Township roads are usually gravel
section line roads and carry low volumes of
traffic mainly for farms and low density rural
residences. How improvements are prioritized
within the Transportation Improvements
Program is determined through the MPO’s
cooperative, coordinated and continuing process.
Funds for improvements to these three highway
systems depend on who controls the roadways—
state, county, or township.
beneath the surface, but are not intended
to be used for through traffic.
D.Street and Highway Safety
Long-term street and highway safety hazards are
assumed to be consistent with congestion areas.
More complete safety management is investigated
in a yearly safety management system report and
implemented within the TIP/STIP. In many cases,
the Roadway Safety Improvement (RSI) program
through SDDOT provides funds to mitigate
roadway safety hazards.
E.Traffic Signal Control
C.Local Area Street System
The majority of Sioux Falls MPO cities have a
rectangular grid street system that is common
to the Midwest. Definitions and descriptions of
arterials, collectors, and local streets are provided
below. In general, arterials are placed on section
lines with collectors at half-mile sections. Within
the Metropolitan Planning area, the DOT
differentiates between urban and rural street
classifications.
Street facilities within the MPO are based on the
following major system descriptions:
• Arterial streets are the main traffic arteries
through an area. They are more or less
continuous across an area and act as a
principal connecting street with state and
federal highways.
• Collector streets carry traffic from local
streets to arterial streets. They are also
the main entrance street to residential
developments and the streets for
circulation within such a development.
• Local streets provide access to other
streets from individual properties and
provide right-of-way for various utilities
37
Traffic signals allow vehicles (as well as trains,
bicycles, and pedestrians) to safely cross or
turn onto intersecting streets. With electronic
technology and computer software, traffic signals
can be programmed to allow these movements to
happen in the most efficient manner. Currently,
there are approximately 238 traffic signals in the
city of Sioux Falls and 10 traffic signals in the
MPO outside of Sioux Falls.
F. Detours
Below are survey results in regard to the number
of people that believe they are adequately
informed about closures and detours with road
construction activities
Streets in Sioux Falls
85% said yes they were informed adequately
Streets in cities outside of Sioux Falls
Rural roads
G.Cross-Town Routes
An important component of the Sioux Falls
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MPO transportation system is highways and
streets that will allow a vehicle to cross through
the whole region. Without continuity and
connections across the MPO, an arterial street
or highway will not attract enough vehicles to
adequately distribute the traffic. In addition,
disconnects (jogs) to the corridor also limit
the effectiveness of the corridor. Travelers are
deterred from continuing on a corridor when
they must go off the corridor to continue the next
leg of the same corridor. Map 5 shows the crosstown routes for the Sioux Falls MPO area. Below
is an analysis of the existing continuity and
effectiveness of each cross-town corridor.
East-West Corridors
• SD 38/60th Street North Corridor: This
corridor provides good connectivity from
I-90 to Timberline, although additional
capacity will be needed over the plan
period. Some connection to I-229 should
be further studied. This road jogs to the
north where another gravel road runs
into Brandon and becomes Redwood
Boulevard. Overall, this road will be a
critical connection from Hartford on the
west to Brandon on the east. A challenge
and constraint will be if and/or how to
continue this road past Timberline to the
east. The close proximity of I-90 will also
help this road maintain acceptable levels
of service.
• Rice/Benson Road Corridor: The corridor
provides little continuity across town
because of the airport. The road could
provide additional continuity with a
project linking I-229 to Rice Street and
to Brandon with good connections to
employment centers.
DTP/J12515.indd
• Maple/Russell/Rice Corridor: The
corridor has gaps in two places along the
corridor. Good high capacity corridors
are available now from Marion Road to
Minnesota and from Cliff to Cleveland
Avenues. The roadway would be another
good connection to Brandon on the east.
• Madison/Sixth Street Corridor: This
corridor provides a very disjointed and
limited capacity cross-town route. Marion
to Kiwanis and Cleveland to Sycamore
are high capacity routes. However, from
Kiwanis to I-229, the route becomes Sixth
Street and travels through downtown
and neighborhoods with homes fronting
closely to the corridor.
• Tenth/12th Street Corridor: The corridor
is presently the only continuous street
and/or highway to travel east/west
through Sioux Falls and the entire region
other than Interstate 90. The capacity
of the corridor is somewhat limited by
traveling through downtown and due to
strip commercial development along most
of the corridor.
• 26th Street Corridor: The corridor
has one major gap between I-29 and
Kiwanis Avenue and is very limited to
future capacity due to traveling through
neighborhoods with homes fronting
closely to the corridor.
• 41st Street Corridor: The corridor is a high
capacity route from Sertoma to Minnesota
Avenue. However, it is limited by the strip
commercial development on most of that
section. One major gap between Cliff
and Southeastern Avenues prevents this
corridor from being a continuous crosstown route. Because of the close proximity
of I-229, much needed additional capacity
38
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is available for east/west travel. Also, 49th
Street provides some assistance with the
high volumes from Marion to Western
Avenues and in the future to Minnesota
Avenue.
• 57th Street Corridor: The corridor has
become a major cross-town route for Sioux
Falls travelers. With the growth of the city
to the south, 57th Street will continue to
experience additional volumes into the
future. The only detriment to the corridor
is that it does not continue west of Tea-Ellis
Road or east across the Big Sioux River.
Thus, the corridor is not a regional route
for travelers.
• 69th Street Corridor: The corridor is
being constructed as development occurs.
The corridor has one short but expensive
gap across I-29 between Sundowner and
Tallgrass Avenues. With proper planning,
this corridor has the potential to become a
good cross-town route.
• 85th Street Corridor: The corridor is
presently mainly a gravel section with
a portion developing within Sioux Falls
and in the future in Tea as development
occurs. The corridor has a short but
again expensive gap across I-29 between
Sundowner and Tallgrass Avenues. With
proper planning, this corridor can remain
a good potential route with potential
access to I-29 and connection with Tea.
• County 106: This roadway provides a
good connection from Tea to Lincoln
County Highway 135 on the east. The
roadway will form the future boundary
between Sioux Falls and Harrisburg future
growth creating a need for cooperation
from the Lincoln County and the two
communities. West of Tea the roadway
39
corridor is a gravel road, but should be
studied as a future link to SD Highway 17.
• County 110: This roadway provides a
good connection from Tea-Ellis Road
through Harrisburg to Lincoln County
Highway 135 on the east. This roadway
should also be investigated in the longrange for a connection to SD Highway 17.
North/South Corridors
• SD 17: This SD Highway provides a
connection from Lennox to SD Highway
42. However, a connection to Interstate 90
could provide a long-range high-speed
corridor for future regional traffic. A study
should be done to look at alternatives
during this planning period.
• Tea-Ellis Corridor: The rural section
corridor provides good north-south
connectivity through the region except
with one jog at 57th Street with no
continuation across or connection to I-90.
Also, the roadway travels through the
town of Tea and Ellis in close proximity to
several homes.
• Sertoma/LaMesa Corridor: The corridor
has two major jogs at 12th Street and at
57th Street. This will limit the corridor’s
volume. A study has been completed to
eliminate the jog at 12th Street.
• Tallgrass/Marion/Sundowner Corridor:
The corridor lacks continuity because
of the gap between 57th Street and 69th
Street. Some study has been done to help
bridge that gap via Solberg Avenue, but a
jog or disconnect will always be present
at 57th Street. At the north end of the
corridor, there is a new connection to I-90.
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With I-29 in close proximity, the corridor
has good capacity assistance.
• Louise/Kiwanis/Westport Corridor:
The corridor is continuous through town,
but has two major jogs at 41st Street and
at Russell Street. The corridor has good
capacity with Kiwanis Avenue from 12th
Street to 41st Street and also at Louise
Avenue from 41st Street to 85th Street.
With I-29 in close proximity, the corridor
has good capacity assistance.
• Western Avenue Corridor: This corridor
has one major gap through the airport
area. Western is very limited to future
capacity from 12th to 41st Streets due to
traveling through neighborhoods with
homes fronting closely to the corridor.
Some additional capacity is available
between Russell and 12th Street with West
Avenue.
• Minnesota Avenue Corridor: The corridor
has one gap across I-90 from 72nd Street
North to 60th Street North. An overpass
from 60th Street North to Dike Place has
been studied and found to be feasible and
provides good congestion relief to Cliff
Avenue. Otherwise, the corridor provides
good north/south continuity through
Sioux Falls. However, the capacity of the
corridor is somewhat limited by traveling
through downtown and with the strip
commercial development along much of
the corridor.
• Cliff Avenue Corridor: This corridor
provides a continuous north/south route
throughout the city and region with
links to Dell Rapids and Harrisburg. The
capacity of the route is good overall except
for some strip commercial and homes that
front the corridor.
DTP/J12515.indd
• Cleveland/Southeastern Corridor: The
corridor is limited to capacity from Rice
to 26th Street and has one jog at 26th
Street. However, the corridor runs so
close to I-229 that capacity is not as much
of an issue presently. Also, the corridor
is limited by homes that closely front the
corridor on a section along Southeastern
from 49th to 57th Streets. North of Rice
Street, the corridor runs into I-229 which
runs along the section line.
• Sycamore Avenue Corridor: The corridor
has two major gaps—one between
Madison Street and Benson Road and the
other crossing I-90. In the last 5 years,
the corridor was expanded between Sixth
Street and 26th Street.
• Powder House Road Corridor: The
corridor has one major gap between
Maple and Rice Streets. The corridor is
designated as SD 11 from Arrowhead
Parkway (Tenth Street) south. The corridor
will be designated SD 100 (East Corridor)
for future expansion from 57th Street
north to I-90.
• 6 Mile Road Corridor: This corridor is
a rural section roadway. Two gaps of
continuity are along this corridor—one
between Rice Street and I-90 and between
57th Street and 85th Street. The 57th to
85th Street gap has been studied and will
be implemented with development of the
area. The I-90 to Rice Street gap has also
been studied along with an interchange to
I-90.
• Lincoln County 135: This rural section
roadway provides connection from 69th
Street to Canton. The roadway ends at
69th Street and no roadway on this section
line continues north into Minnehaha
40
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County in part because of environmental
considerations such as floodplains and
steep slopes and also due to existing
residential homes.
• SD 11 North: A state highway that
provides a good connection from SD 42
through Brandon and north to Garretson.
The roadway becomes a county highway
south of SD 42 for two miles and ends
at state-line road. No connection south
is possible with the Big Sioux River and
floodpain issues within the corridor area.
H.Current Situations and
Perceptions/Attitudes
(2010 Research Study Survey)
Safety
• 54% rated traffic safety in Sioux Falls as
good or excellent;
occurred during that time, it shows that efforts
to maintain and even improve safety have
been successful. However, there are still 46% of
residents that are concerned with safety of the
roads and streets in Sioux Falls and the area is
still projecting additional congestion. Therefore, a
continued emphasis on traffic safety will be very
important.
Traffic Congestion
• In 1999, 94% believed traffic congestion
was a major problem of which 29%
believed it was a major problem;
was a major problem of which only 18%
was a major problem of which only 18%
• 61% rated traffic safety near schools as
good or excellent;
• 69% of residents thought it was easy to get
to the Empire Mall area (up from 53% in
2005);
• 75% are satisfied with signage along city
streets and highways;
to the downtown area (up from 64%);
• 70% of residents are satisfied with the
maintenance of interstate highways
around Sioux Falls.
to the Convention Center area;
• 43% of people outside of Sioux Falls rated
maintenance of township roads as one
of their top priorities (only 11% in Sioux
Falls);
• 31% of people outside of Sioux Falls rated
maintenance of rural roads as one of their
top priorities (only 7% in Sioux Falls).
Generally, residents of the Sioux Falls MPO
area are satisfied with the safety of the roadway
system. Since 1999, the survey results on safety of
the roadways have remained stable. Considering
how much growth and additional traffic has
41
to the eastside Target/Walmart area;
• Between 8% and 13% of residents thought
it was difficult to travel to Brandon,
Crooks, Hartford, Harrisburg, or Tea;
• 54% thought the Empire Mall will become
the most difficult destination in the next 20
years (down from 74% in 2005); and
• 36% thought downtown Sioux Falls will
become the most difficult destination in
the next 20 years (down from 54% in 2005).
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Other than the decrease in concern of traffic
congestion, it was important to learn where Sioux
Falls MPO residents believe which areas have the
worst traffic congestion. All residents, whether
within the Sioux Falls or outside of Sioux Falls,
believe that the most difficult destination to travel
to in the next 20 years will be the Empire Mall
area followed by downtown, the eastside Target/
Walmart area, and the Convention Center area.
Roadway Improvements and Maintenance
The residents’ top priorities for roadway
improvements in the next 20 years are as follows:
• 77%—improving east/west roads;
• 65%—setting aside land for future traffic
corridors;
• 53%—adding interchanges on the
interstate;
• 50%—improving the timing of traffic
control lights;
• 49%—improving north/south roads;
• 46%—improving existing interchanges on
interstates; and
• 38%—improving highways that link Sioux
Falls to outlying areas.
The residents’ roadway satisfaction ratings were
as follows:
• 55% reduction in satisfaction by residents
of maintenance of streets in Sioux Falls
(88% in 1999 to 33% in 2010);
of maintenance of roads outside of Sioux
Falls (80% in 1999 to 40% in 2010);
• Only 43% of residents are satisfied with
the maintenance of rural roads;
• Only a 17% reduction in satisfaction by
residents of maintenance of interstate
highways (87% in 1999 to 70% in 2010); and
DTP/J12515.indd
for the ease of travel from one side of Sioux
Falls to the other (69% in 1999 and 53% in
2010).
One of the most significant results of the survey
was the decrease in residents’ satisfaction of
the maintenance of streets in the city of Sioux
Falls. In 1999, Sioux Falls had one of the higher
rankings in the country for street maintenance.
In the 2010 survey, Sioux Falls streets were
ranked in the bottom quarter of cities where
surveys where completed by ETC Institute. Also,
the level of satisfaction with maintenance of
roads outside Sioux Falls decreased significantly.
A 55% reduction in Sioux Falls and 40% reduction
outside of Sioux Falls should indicate the
importance of making street maintenance a
high priority for transportation budgeting in the
present and future.
The roads that residents rated as top priorities for
improvement in 2010 are listed below. Four of the
six highest rated streets affect east-west traffic flow.
• 41st Street—52%;
• Minnesota Avenue—36%;
• 26th Street—31%;
• East Tenth Street—31%;
• Cliff Avenue—28%; and
• 57th Street—23%.
Travel Characteristics
Below are the survey results of the different
modes that people normally use to get to and
from work, school, or other frequently traveled
destinations
• Drive (alone)—93% (97% in 2005);
• Drive (car pool)—21% (8% in 2005);
• Transit—3% (2% in 2005);
42
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their destination in a 24-hour period;
• Bicycle—11% (6% in 2005);
• Walk—13% (10% in 2005);
• Taxi—2% (same in 2005); and
• Motorcycle—7% (6% in 2005).
*Exceeds 100% because some respondents indicated they use more
than one mode of transportation
I. 2035 Traffic Analysis
A traffic model is a tool used by cities, MPOs,
and state DOTs to estimate future traffic and
to evaluate possible street or highway impacts.
In 2009, the Sioux Falls MPO completed an
update of the traffic model. Since that time, the
model has been used for various future street
and road alternatives to determine whether
each alternative will be effective in reducing
congestion.
Calibrated 2008 Model
The calibrated network is a baseline for the
current state of traffic congestion and travel
statistics. Currently, the MPO and state have a
goal to maintain all roadways at Level of Service
of C. This level of service will typically allow for
traffic to experience minimal delays. However, in
the future, the state and MPO may accept lower
Level of Service levels if funding is not available
and if certain corridors within neighborhood
conservation areas. To help in determining the
effectiveness of proposed street and highway
projects, the MPO Traffic Model measures four
things at the aggregate level:
• Vehicle Miles Traveled (VMT): This
provides a snapshot of how many miles
vehicles are traveling in a 24-hour period
for a particular scenario;
• Vehicle Hours Traveled (VHT): This
provides a snapshot of how many hours it
takes all vehicles in the MPO to travel to
43
• Delay: This measures the amount within
the MPO in which vehicles are stopped or
slowed in traffic during a typical 24-hour
period; and
• Lane Miles: This statistic is the amount
of lane miles for the MPO traffic model
network.
The 2008 MPO calibrated traffic model statistics
are below:
• Number of Traffic Model Zones = 686
• Vehicle Miles Traveled (VMT) = 4,832,000
miles
• Vehicle Hour Traveled (VHT) = 139,000
hours
• Delay (number of hours stopped or slowed
in traffic) = 25,000 hours
• Traffic Model Lane Miles (arterial and
collector miles) = 2,114 miles
J. Traffic Model Comparisons of
Street and Highway Projects
Because the horizon for the next Long-Range
Transportation Plan is the year 2035, the traffic
model also is projecting all traffic out to the year
2035. The following scenarios have been grouped
to help provide an idea of the effectiveness of
each scenario in reducing congestion by the year
2035.
K. No-Build Scenario
(no additional capacity)
This scenario assumes that no more roads are
built or expanded after the calibration year of
2008.
DIRECTION 2035
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Street, Sixth Street, Tenth Street, and
26th Street. Also, the Cliff Avenue and
River Boulevard/Southeastern Avenue
corridors will also see significant increases
in traffic. The Northeast Transportation
Feasibility Study completed in 2009
should be the basis for projects to assist in
accommodating increased traffic volumes.
Projects here include:
• Vehicle Miles Traveled (VMT) = 10,578,000 miles;
• Vehicle Hours Traveled (VHT) =
641,000 hours;
in traffic) = 387,000 hours; and
collector miles) = 2,114 miles.
L. Build Scenarios (Additional capacity)
With all the projected growth for 2035, output
from the 2035 Travel Demand Model was
analyzed to determine what new roadways
will be required to maintain an acceptable
level of service. Congestion was determined to
be the most important factor to measure and
provide a baseline to identify possible areas for
improvement for the long-range transportation
plan. Congestion was determined by a mid-link
level of service and an increase in Average Daily
Traffic in a 24-hour period. There are several
general areas of projected congestion in the Sioux
Falls area. Those areas should be studied more
closely for possible improvements. Please note
that this model does not mean that congestion
is imminent in these areas, but is a basis for
analyzing possible alternatives.
The areas identified as needing additional
capacity in the Sioux Falls MPO include the
following areas:
• Northeast Sioux Falls Growth Area: With
the projected expansion of Sioux Falls
to the east, the east/west arterials will
experience heavy increases in traffic over
the next 20 years. The major challenges
include East 60th Street North, Rice
DTP/J12515.indd
○ Rice/Russell connection (providing
improvements for east-west travel)
○ Benson/Holly connection
(providing improvement for
east-west travel)
○ Rice/Maple connection (providing improvement for east-west travel)
○ Bahnson connection (Third Street to Rice Street)
○ Minnesota/I-90 overpass
○ 6 Mile Road/I-90 interchange
○ 60th Street North/Redwood
connection.
• Interstate Interchange Areas: As with any
growing city, the interstate interchanges
are challenges. There are only a few ways
to cross or enter/exit an interstate. So, the
interchange areas are magnets for traffic.
Significant coordination between the
MPO cities and SDDOT should continue
to ensure that these interchange areas are
properly configured to handle projected
2035 volumes.
• Russell Street Area: The northwest
growth area is projected to be a significant
employment center by 2035. Russell Street
will be an attractive route for commuters
44
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because of the amount of access points.
However, this also will attract a great deal
of traffic volume creating some possible
congestion.
• I-29/I-229/85th Street Area: This area is a
planned regional employment center. With
this increase in employment, an I-29/85th
Street interchange should be studied to
provide access and congestion relief to
the area. Also, this growth area should be
studied more carefully in regard to future
arterial and collector roads that would help
service and alleviate some of the traffic
from this interchange such as a 69th Street
overpass, Solberg-Tallgrass overpass, and
arterial improvements in the area.
• West Corridor: A corridor study and
preliminary environmental assessment
was completed in 2004. The final
environmental assessment was delayed
for several reasons. The project cost was
more than could be constrained by the
Sioux Falls MPO and the growth area
requires additional capacity in the near
future. Instead, another alternative for
the Environmental Assessment will be
explored that includes the existing TeaEllis Road corridor.
• Tea-Ellis Road Corridor: A continuous
principal arterial will be required through
the Sioux Falls west growth area to
accommodate increases in traffic. The TeaEllis corridor provides a good connection
from Tea to I-90. An interchange should be
studied for access to the Tea-Ellis corridor
with it needed sometime near the end of
the planning period.
45
• County Road 106: This roadway leading
from I-29 to the city of Tea is already
currently operating at or near failing
conditions. The roadway will need to be
improved within the next ten years and
should be designed to handle significant
volumes out to the year 2035.
• Sioux Falls Core: Presently, the “Core”
area of Sioux Falls, which is generally
within the interstate system of Sioux
Falls, has a grid street system that
allows for several options for travel, but
few options for increases in capacity.
Therefore, many of the two-lane roadways
will experience some moderate level of
congestion during peak hours. However,
major increases in capacity are not
recommended because of the severe effect
it would have on neighborhoods in the
Core area. Instead, access management,
intersection improvements, and safety
improvements are suggested. In addition,
the area should be encouraged to explore
methods to improve the commercial strips
along Minnesota, Tenth/11th/12th Streets,
Cliff Avenue, and 41st Street to allow
mixed-use development and street car
corridor developments that create a more
pedestrian-friendly environment.
• South Cliff Avenue and South SD 115:
Both corridors leading from Sioux Falls to
Harrisburg show significant volumes that
must be accommodated with additional
lanes to maintain acceptable levels of service.
• Holly Boulevard: This roadway will be
congested by the year 2035 in the western
Brandon growth area.
DIRECTION 2035
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• North SD 11 Corridor: This roadway
will be congested from SD 42 to the
existing Brandon city limits by the year
2035. Additional capacity should be
accommodated by the end of the plan
period.
• South SD 11 Corridor: This roadway
will be congested from Sioux Falls to
Harrisburg by 2035. Additional capacity
should be planned.
DTP/J12515.indd
• Sioux Falls Development-Driven Streets:
Several other streets in Sioux Falls will
need to be expanded to four lanes to
maintain acceptable levels of service as
development occurs in growth areas of
Sioux Falls (see the appendix for a full list
of these roadways).
• 41st Street Area: This corridor generally is
congested during prime shopping times. It
is projected that the area will see moderate
increases in traffic. With implementation
of the 49th Street extension and
development of new employment and
commercial centers, this area should
maintain or improve its operations.
46
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Build Scenario #1—Base Scenario
This scenario includes all capacity projects
planned for the next five-year period including
TIP and STIP projects. (See Map 6).
• Vehicle Hour Traveled (VHT) =
428,000 hours
in traffic) = 182,000 hours of delay
collector miles) = 2,358 miles
• Vehicle Miles Traveled (VMT) =
10.3 million miles
47
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Below are the model statistics for the Planned
Scenario:
Build Scenario #2—
Planned Scenario
This scenario includes all base scenario projects
and all capacity projects planned in the next 6
to 25 years. Studies are, in part, needed to help
determine the cost and benefits of these new
corridor projects. Also, consideration should
be given to the environmental impacts of
these study projects. The major studies include
the projects illustrated in Map 7 below. (See
Appendix A for a complete list.)
• Vehicle Miles Traveled (VMT) = 10.17 million miles
• Vehicle Hour Traveled (VHT) =
310,000 hours
in traffic) = 75,000 hours of delay
collector miles) = 2,567 miles.
Map 7 - Planned Projects
477TH AVE
468TH AVE
256TH ST
CROOKS
258TH ST
X X X X X
!
!
!
!
115
×
! !
! !
X X X X X
90
!
!
§
¦
¨
!
!
!
!
!
!
! !
KIWANIS AVE
CK
RO
IT
!
! !
!
CE
RI
!
!
!
!
X X X X
X X X X X X X X X X X X
SYCAMORE AVE
X X X X X
!
!
!
!
!
X X X X X X X X
! !
! !
!
!
! !
!
!
!
!
475TH AVE
X
ELLIS RD
X X
WESTERN AVE
!
X X X X X
!
!
X
X X X X X X X
MINNESOTA AVE
! !
X X X X X
CLIFF AVE
! !
X
!
!
!
!
!
!
!
!
!
!
X X X
!
X X X X X
! !
X X X
!
!
!
481 ST A VE
469TH AVE
! !
X X
!
!
!
X
!
X X X X X
!
!
X
!
!
! !
!
!
!
!
X X X X X X X X X X
!
X
!
X X X X X X X
!
X X X X X X X X X
!
!
!
!
!
!
!
42
×
273RD ST
!
2
41ST ST
11
×
X X X X X X X X X X X X X X X X X X X
HARRISBURG
275TH ST
Other Growth Area
0
29
! !
X X X X X X X
!
Municipal Boundary
115
×
§
¦
¨
X X
X X
MPO Boundary
X X X
X X X X X
TEA
272ND ST
!
2026-2035 (Tier 2 - SDDOT)
!
X X X X X
!
85TH ST
X X
!
XX
!
!
X
! !
69TH ST
!
X X X X X
2031-2035 (Tier 3B)
!!
X X
X X X X
X X X
11
×
X X X X X X X X
41ST ST
57TH ST
229
!
X
X
X
×
!
! !
!
§
¦
¨
17
2026-2030 (Tier 3A)
X X
!
2016-2025 (Tier 2 - SDDOT)
E
LOUISE AV
!
!!
!
X X X X
!
!
XX X
X X
! !
2021-2025 (Tier 2B)
X
X X
!
X
X
X
X XX X
X X
41ST ST
A AVE
2016-2020 (Tier 2A)
26TH ST
!
26TH ST
X
10TH ST
!
466TH AVE
SIOUX FALLS
12TH ST
X
L
SP
!
29
SE RT O M
October 26, 2010
MADISON
ST
X X X X
X X X
42
×
X
X X
X X X
ASPEN BLVD
!
§
¦
¨
X
MADISON ST
X
X X
!
X X X
X
X
X X X X
229
X
X
X X X X X X X X X X X X
X
!
! !
!
!
!
X
X X X
ST
X X X
§
¦
¨
RUSS ELL ST
X
SIX MILE RD
BENSON RD
ST
MAPLE
X X X
X X X X X X X
!
BRANDON
HOLLY BL V D
X
X
BENSON RD
X X X X
X X X X X
262ND ST
60TH ST N
485TH AVE
§
¦
¨
38
×
38
! !
HWY
90
!
X X X X
HARTFORD
462ND AVE
!
! !
!
!
258TH ST
D
4
Miles
enca\planning\LRTP\map 7 - 2035 mpo planned projects
DTP/J12515.indd
48
DIRECTION 2035
20352035203520352035203520352035203520352035203520352035203520352035203520352035203520352035203520352035
Remaining Congestion
Map 8 shows the remaining congestion areas
after all the projects have been added with the
planned scenario.
Map 8 - Projected Additional Traffic Congestion
477TH AVE
468TH AVE
256TH ST
CROOKS
258TH ST
258TH ST
§
¦
¨
§
¦
¨
42
×
E
LOUISE AV
§
¦
¨
229
×
L
SP
MADISON ST
11
×
10TH ST
CLIFF AVE
A AVE
41ST ST
MINNESOTA AVE
SE RT O M
26TH ST
KIWANIS AVE
12TH ST
CE
ST
SIOUX FALLS
29
26TH ST
57TH ST
69TH ST
SYCAMORE AVE
§
¦
¨
WESTERN AVE
ELLIS RD
466TH AVE
229
RI
§
¦
¨
RUSS ELL ST
ASPEN BLVD
485TH AVE
BENSON RD
MAPLE ST
MADISON ST
BRANDON
HOLLY BL V D
BENSON RD
CK
262ND ST
90
60TH ST N
RO
38
×
38
IT
HWY
115
×
90
SIX MILE RD
462ND AVE
HARTFORD
41ST ST
42
×
41ST ST
11
×
17
85TH ST
115
×
November 1, 2010
§
¦
¨
29
HARRISBURG
275TH ST
Other Growth Area
0
2
273RD ST
481 ST A VE
Municipal Boundary
TEA
475TH AVE
272ND ST
MPO Boundary
469TH AVE
Area of Congestion
D
4
Miles
enca\planning\LRTP\map 8 - 2035 mpo additional congestion
49
DIRECTION 2035
20352035203520352035203520352035203520352035203520352035203520352035203520352035203520352035203520352035
Illustrative Scenario
This scenario includes all projects that either
cannot be budgeted during the planning period
or may have difficulty in gaining a commitment
from the appropriate jurisdiction to be
constructed. Each illustrative project is described
in greater detail below. Map 9 shows the location
of all illustrative projects.
Map 9 - Illustrative Projects
256TH ST
477TH AVE
468TH AVE
CROOKS
258TH ST
258TH ST
! ! !
115
×
!
!
§
¦
¨
!
! !
!
60TH ST N
!
90
!
BENSON RD
CK
! !
!
RO
IT
!
!
!
!
!
!
!
! !
!
!
!
!
!
!
!
!
SYCAMORE AVE
!
!
!
CLIFF AVE
!
!
!
!
!
!
!
!
! !
!
§
¦
¨
!
!
29
275TH ST
Other Growth Area
D
!
469TH AVE
HARRISBURG
273RD ST
481 ST A VE
Municipal Boundary
!
!
TEA
!
272ND ST
MPO Boundary
2
!
11
×
69TH ST
115
×
Illustrative Project - SDDOT
0
! !
! !
!
57TH ST
475TH AVE
!
!
!
!
!
!
!
42
×
41ST ST
85TH ST
Illustrative Project
! !
!
!
×
41ST ST
!
229
26TH ST
17
November 1, 2010
!
11
×
10TH ST
! !
§
¦
¨
MINNESOTA AVE
E
LOUISE AV
A AVE
41ST ST
L
SP
!
SIOUX FALLS
KIWANIS AVE
SE RT O M
26TH ST
CE
ST
29
42
×
ASPEN BLVD
MADISON ST
§
¦
¨
12TH ST
WESTERN AVE
ELLIS RD
466TH AVE
229
RUS S ELL ST
RI
§
¦
¨
MAPLE ST
MADISON ST
BRANDON
HOLLY BL V D
BENSON RD
SIX MILE RD
462ND AVE
!
262ND ST
!
38
×
38
!
!
!
HWY
§
¦
¨
90
!
!
!
! !
!
!
! !
!
!
!
485TH AVE
!
!
!
!
!
!
!
HARTFORD
4
Miles
enca\planning\LRTP\map 9 - 2035 mpo illustrative projects
Illustrative Projects
Tenth Street
Cliff Avenue to Gordon Drive
To 6 lanes
Minnesota and I-229
Interchange Reconstruction
Tenth Street
Franklin to Gordon Drive
3 lanes Tenth/3 lanes 12th
I-229
26th to Tenth Street
60th Street North
Interchange at I-229
Interchange
Cliff Avenue
Railroad Overpass at 12th Street
72nd Street North
476th Avenue to EROS Road
New Roadway
26th Street
Railroad Overpass at Southeastern
Additional Lanes
Minnesota Avenue
60th Street North to Cliff Avenue
New Overpass over I-90
County 106
Minnesota to Sycamore
Additional Lanes
Sycamore Avenue
Madison to Maple
New Roadway
Sundowner Avenue
First Avenue to 273rd Street
Additional Lanes
Crooks
Growth Area Arterials
Development Driven
85th Street
Tea-Ellis road to Main
Additional Lanes
Redwood Blvd
SD 100 to Sioux Blvd.
Major Collector
468th Avenue
85th Street to 271st Street
Additional Lanes
60th Street to I-90
Additional Lanes
Maple Street
6 Mile Road to Sioux Blvd.
Brandon Growth Area
Kiwanis Avenue
I-29 and I-90
System Interchange
Reconstruction
Ellis Road
57th Street to 85th Street
Additional Lanes
I-229 and I-90
System Interchange
85th Street
Cliff Avenue to Six-Mile Road
Additional Lanes
DTP/J12515.indd
50
DIRECTION 2035
20352035203520352035203520352035203520352035203520352035203520352035203520352035203520352035203520352035
Projects Planned
Beyond Plan Period
preservation is important with these projects and
corridor studies, alternative analysis, preliminary
engineering, and environmental assessments
should be investigated on the following projects
as illustrated on Map 10.
Also, the MPO has identified projects that will
be needed after 2035, but should be planned
and designed during the plan period. Corridor
Map 10 - Projects Beyond 2035
477TH AVE
468TH AVE
256TH ST
CROOKS
258TH ST
§
¦
¨
BENSON RD
BRANDON ASPEN BLVD
CK
RO
CE
ST
! !
!
229
26TH ST
57TH ST
69TH ST
41ST ST
42
×
41ST ST
11
×
!
!
×
11
×
SYCAMORE AVE
§
¦
¨
!
L
SP
10TH ST
CLIFF AVE
!
! !
!
!
!
! !
!
E
LOUISE AV
A AVE
41ST ST
MINNESOTA AVE
KIWANIS AVE
SE RT O M
26TH ST
!
SIOUX FALLS
12TH ST
WESTERN AVE
ELLIS RD
466TH AVE
!
29
!
!
MADISON ST
§
¦
¨
!
!
229
RUSS ELL ST
RI
§
¦
¨
MAPLE ST
42
×
!
HOLLY BL V D
BENSON RD
MADISON ST
!
IT
262ND ST
90
60TH ST N
485TH AVE
§
¦
¨
SIX MILE RD
!
!
!
38
×
!
462ND AVE
!
38
!
HWY
90
! !
115
×
HARTFORD
!
258TH ST
17
!
!
November 1, 2010
!
85TH ST
! !
115
×
!
!
!
2036+ (Tier 4)
!
!
!
!
!
!
2036+ (Tier 4 - SDDOT)
§
¦
¨
29
HARRISBURG
275TH ST
Other Growth Area
0
2
273RD ST
481 ST A VE
Municipal Boundary
TEA
469TH AVE
272ND ST
MPO Boundary
475TH AVE
! !
D
4
Miles
enca\planning\LRTP\map 10 - 2035 mpo projects beyond 2035
Projects Beyond the 2035 Plan Period
Ellis Road
I-90 to Madison Street
New interchange at I-90
6 Mile Road
Holly Blvd. to I-90
I-90 interchange—Brandon
SD 17 extension
271st Street to I-90
Study alternatives for high
speed roadway
271st Street
SD 17 to Tea-Ellis Road
Study alternative for high
speed roadway
Harrisburg
Growth Area arterials
Preserve right-of-way for
development
Brandon
Growth Area arterials
Preserve right-of-way for
development
51
DIRECTION 2035
20352035203520352035203520352035203520352035203520352035203520352035203520352035203520352035203520352035
Other Congestion Management
Strategies
Because overall delay still increases significantly
from 2008 to 2035, the MPO may need to accept
lower levels of service in some situations. In
addition, the following studies will be looked at
in the next 25 years to further reduce congestion:
• Expansion of transit to future high-transit
generator areas.
• Downtown Sioux Falls and Core Area
Circulation Study.
• Bicycle and Pedestrian alternatives.
M. Future Highway and
Street Financing Plan
Over the 25-year plan period, over $1 billion
will need to be spent in the Sioux Falls area
on capacity street and highway projects. An
exhaustive listing of all projects with cost
estimates is included in Appendix A, including
maps showing all projects by date of anticipated
construction. Projects listed by each jurisdiction
are considered to be constrained if they stay
within the projected budget each jurisdiction has
developed within Chapter 7. The SDDOT projects
are determined to be constrained if they stay
within the $40 million that has been budgeted
for capacity projects as a part of the 2011–2015
Statewide Transportation Improvement Program
(STIP) for the Sioux Falls MPO area.
DTP/J12515.indd
Sioux Falls Summary of Constrained Budgets
(See appendix for breakdown of projects and revenue.)
Budget Years
2011–2015
2016–2020
2021–2025
2026–2030
2031–2035
Constrained Dollar Amount
$142,500,000
$100,018,854
$116,023,570
$143,803,245
$151,118,818
Brandon Summary of Constrained Budgets
Budget Years
2011–2015
2016–2020
2021–2025
2026–2030
2031–2035
$2,000,000
$3,809,000
$7,760,835
$4,730,000
$2,128,000
Hartford Summary of Constrained Budgets
Budget Years
2011–2015
2016–2020
2021–2025
2026–2030
2031–2035 Constrained Dollar Amount
$10,950,000
$ 9,359,855
$13,743,565
NA
NA
Harrisburg Summary of Constrained Budgets
Budget Years
2011–2015
2016–2020
2021–2025
2026–2030
2031–2035
$3,908,025
$3,438,866
$2,105,554
$7,642,143
$1,713,895
Tea Summary of Constrained Budgets
Budget Years
2011–2015
2016–2020
2021–2025
2026–2030
2031–2035
52
$10,708,000
$ 5,390,000
$13,456,000
$14,579,000
$19,968,000
DIRECTION 2035
20352035203520352035203520352035203520352035203520352035203520352035203520352035203520352035203520352035
maintenance is also reflected in one of four of the
MPO’s priorities for investment which states:
SDDOT Summary of Constrained Budgets
Budget Years
2011–2015
2016–2020
2021–2025
2026–2030
2031–2035
$52,794,000
$115,166,595
$53,344,700
$78,626,309
$53,373,558
• Maintenance of Streets in the City of Sioux
Falls and surrounding townships.
Also, an important policy within Chapter 4 states:
• The Sioux Falls MPO should regularly
budget for adequate resources for existing
transportation facilities preservation to
fully utilize the design life and minimize
the investment required over the life-cycle
of all modes of transportation facilities.
Street Maintenance and Reconstruction
Fifty percent of the Sioux Falls street CIP funds
go to street maintenance and reconstruction. This
has been increased based upon the citizens’ desire
to see existing street conditions improved. The
percentage of funds committed to maintenance
is planned to remain the same over the course of
planning period. Other jurisdictions within the
Sioux Falls MPO area have also increased money
for maintenance of streets including SDDOT.
N.Major Street Plan (Subdivision
and Access Management)
The MPO adopts a Major Street Plan comprised
of existing and proposed street facilities. The
streets are required to accommodate future
traffic volumes forecasted to the year 2035.
The alignments shown for the proposed new
facilities are approximate and are subject to final
engineering studies.
Within Chapter 12—The Financing and Budget
Plan—several of the MPO entities projected
the amount of money that would be directed
to maintenance and reconstruction activities
over the plan period. This commitment to
Street Maintenance Dollars Projected
Entity
Sioux Falls **
Brandon
Harrisburg
Hartford
Tea
SDDOT
Year of Expenditure
2011-2015
$67,475,000
2,386,000
425,000
697,000
375,000
7,500,000
2016-2020
$72,133,000
4,485,000
450,000
769,000
383,000
7,500,000
** 1/2 of Sioux Falls maintenance dollars also add capacity
53
2021-2025
$80,621,000
4,201,000
475,000
850,000
390,000
7,500,000
2026-2030
$90,109,000
5,450,000
500,000
938,000
398,000
7,500,000
2031-2035
$100,712,000
7,254,000
800,000
1,306,000
406,000
7,500,000
DIRECTION 2035
20352035203520352035203520352035203520352035203520352035203520352035203520352035203520352035203520352035
The Major Street Plan is also a method
communities and counties use to manage access.
For instance in the City of Sioux Falls, access is
limited on minor and principal arterial streets.
When a subdivision plan is reviewed, double
frontage lots are required along residential areas
abutting an arterial street. This practice avoids
placing most private driveways onto arterial
streets and protects residential land uses from
high traffic impacts. In addition, the City of Sioux
Falls constructs and pays for all arterial streets.
In exchange, developers pay an arterial street fee
based upon the zoning of a plat. Access is then
The 2035 Major Street Plan is a legal document
required by SDCL 11-6-26 to implement
extraterritorial platting jurisdiction. Therefore,
the Major Street Plan allows a community to
exercise its subdivision regulations within the
determined platting or joint jurisdictional area.
The subdivision ordinance is initiated after a
landowner subdivides or plats the land into
smaller pieces. A subdivision ordinance includes
specific transportation requirements such as
future right-of-way and access management
requirements. Also, the subdivision ordinance
includes requirements for water, sewer, drainage,
street naming, and park land.
Map 11 - Joint Corridor Preservation
477TH AVE
468TH AVE
256TH ST
CROOKS
258TH ST
258TH ST
115
×
§
¦
¨
§
¦
¨
HOLLY BL V D
BENSON RD
ST
CE
RI
L
SP
MADISON ST
§
¦
¨
11
×
29
E
LOUISE AV
×
229
CLIFF AVE
A AVE
§
¦
¨
New
MINNESOTA AVE
SE RT O M
Corridor Preservation
41ST ST
KIWANIS AVE
12TH ST
26TH ST
57TH ST
69TH ST
SYCAMORE AVE
42
×
10TH ST
WESTERN AVE
ELLIS RD
466TH AVE
MADISON ST
July 6, 2010
41ST ST
42
×
41ST ST
11
×
17
85TH ST
115
×
Expanding
29
273RD ST
HARRISBURG
275TH ST
Other Growth Area
2
§
¦
¨
481 ST A VE
Municipal Boundary
TEA
475TH AVE
272ND ST
MPO Boundary
469TH AVE
Neighborhood
Conservation
0
229
RUSS ELL ST
26TH ST
Joint
§
¦
¨
SIOUX FALLS
MAPLE ST
ASPEN BLVD
BRANDON
485TH AVE
BENSON RD
CK
262ND ST
90
60TH ST N
RO
38
×
38
IT
HWY
90
SIX MILE RD
462ND AVE
HARTFORD
D
4
Miles
enca\planning\LRTP\2035 mpo corridor preservation
DTP/J12515.indd
54
DIRECTION 2035
20352035203520352035203520352035203520352035203520352035203520352035203520352035203520352035203520352035
maintained based upon three types of arterial
street levels. The highest level of arterial limits
access to 1/4 mile access. The lowest level of
access allows access at 1/8 mile access as long as
traffic impacts are mitigated.
As a part of this plan, a Major Street Plan is
adopted and is encouraged to be used by all
participating MPO communities for extraterritorial subdivision planning and access
management. A combined Major Street Plan will
highly enhance the cooperative process of the
MPO. The Major Street Plan map is located in
Appendix C.
O.Joint Corridor Preservation Plan
The 2035 Corridor Preservation Plan identifies
roads that need special treatment with
regard to future right-of-way preservation
and identification of future jurisdiction of the
corridors. Map 11 illustrates all corridors to be
preserved based upon the following criteria.
• The preservation plan shows joint
agreement corridors where a corridor
will need expansion in the next 25 years
according to the MPO Traffic Model,
however, the jurisdiction to improve
the road has not been determined and
should be jointly determined through the
MPO process. Which jurisdiction will be
responsible for roads in the future is based
55
upon growth areas and traffic needs.
• The preservation plan illustrates
expanding corridors that will need
widening in the future.
• The preservation plan shows new
corridors that may require corridor
preservation techniques such as official
map controls and advance acquisition of
right-of-way.
• The preservation plan illustrates roads
that will have congestion issues as
indicated by the MPO Travel Demand
Model, but that should be protected as
neighborhood conservation corridors.
Neighborhood conservation corridors are
characterized by two-lane facilities which
are predominately in the core area of a
community in which a majority of the
corridor has homes fronting closely to the
corridor.
The Corridor Preservation Plan will be
implemented with the following tools:
1. Subdivision and required platting
dedication
2. Purchase of right-of-way and
easements
3. Joint cooperative agreements for
construction and maintenance of
roadways.
4. Official map controls and ordinances
DIRECTION 2035
20352035203520352035203520352035203520352035203520352035203520352035203520352035203520352035203520352035
Chapter 8—Bicycle System Plan
In 2009, the Sioux Falls MPO completed the
first MPO Bicycle Plan for the area. The MPO
Bicycle Plan’s goal is to improve the state of
bicycling in the entire Sioux Falls metro area.
The Plan provides guidelines including the
identification of facility improvements, programs,
and actions. The Plan was guided by the MPO
Bicycle Committee and included an open
house and meetings with MPO communities.
The Sioux Falls MPO Bicycle Plan refines the
recommendations of the Sioux Falls MPO LongRange Transportation Plan. The plan identifies
short-term and long-term priorities for on-road
routes and future trail projects.
In 2006, the City of Sioux Falls updated its
Bicycle Plan. The Bicycle Plan was led by the
Sioux Falls Bicycle Committee over the course
of several meetings. As a part of the 2035
Long-Range Transportation Plan, one of four
guiding objectives is to improve the quality of
safe bicycling facilities in the Sioux Falls area.
This plan goes into greater detail than the MPO
Bicycle Plan on issues such as on-street bicycle
facilities, bicycle route improvements, educational
projects, trail improvements, and other policies
to improve bicycling. In 2009, Sioux Falls was
named as a Bicycle Friendly Community by the
League of American Cyclists. Sioux Falls was
also named by Bicycling Magazine as the 31st most
Bicycle Friendly Community in America. Strong
commitment to the implementation of the Bicycle
Plan is needed to work toward one goal of the
Bicycle Plan—a gold level status in the Bicycle
Friendly Community program.
Harrisburg has completed a master trails
plan and has implemented a major step in the
development of the plan in 2010 with the passing
DTP/J12515.indd
of a revision to the Subdivision Ordinance. In
this revision, any land that cannot be mitigated
out of the floodplain will be required to be
donated to the City and additional land of up to
20’ paralleling the floodplain may be required
for maintenance and access. These steps will
guarantee that in addition to smart growth,
there are areas where connected trails will be
provided for. In addition, the requirement to look
at complete streets will enable Harrisburg to look
at additional areas and ways to expand its bike
trail system.
In the spring of 2010, the citizens of Hartford
formed the Hartford Area Multi-Use Trail
Committee with the goal of aggressively
moving forward with its multi-use trail plan.
In addition to existing Safe Routes to School
(SRTS) and a designated Nature Trail, the trail
committee hopes work with the City of Hartford
to complete a formal master plan for multi-use
trails throughout the community. Several sections
of unpaved, mown trail already exist in the
community, that when joined with paved sections
of the SRTS pathway and the existing, unpaved
Nature Trail will complete nearly a three-mile
loop connecting neighborhoods throughout the
community, a picnic area, Turtle Creek Park, the
new ball field and a proposed disk golf course.
Extensions off of the loop trail connect to the
schools, the school athletic facility, City Park,
the golf course, the swimming pool and existing
ball fields. An additional trail is proposed along
Highway 38, connecting the Hartford Heights
Development to the City of Hartford. During the
life of this LRTP, and extension of the Highway
38 trail could also extend in to the Sioux Falls
trail system. The City of Hartford has committed
funding to the trails project and the Committee
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is currently moving forward with planning and
fundraising. In addition, the City of Hartford is
currently updating its Comprehensive Plan and
includes the proposed trail alignment.
Brandon has a bicycle trail leading into the Big
Sioux Recreation area and has plans for more
trail including trails leading to the Sioux Falls
trail system. Tea has a trail and plans for trails
leading to all neighborhoods and a trail leading
to the Sioux Falls trail system.
As part of its Comprehensive Plan update, the
City of Tea designated proposed bike path
locations, including a loop around the city, as
well as several spokes linking to the future
athletic park, City Park and pool, and future
regional park. A portion of the trail along Main
Avenue has already been constructed. Currently,
a half mile section of bike path is under
construction along Hwy 111 from 1st Street to
Brian Street. In addition, Tea is participating in
the MPO Multi-Use Trail Corridor Study which
will identify a connection from the Sioux Falls
Trail network to the community of Tea.
Within the 2030 Tea Comprehensive Plan, the
City of Tea has adopted a policy that all flood
plain property which can not be mitigated is
donated to the City. This policy is currently in
draft form within the Tea Subdivision Ordinance.
Currently, Tea has a minimum of 5% reservation
of land for open space (parks, schools and
recreational areas). Tea’s outer loop trail will be
constructed as bike lanes and off-street paths in
conjunction with road projects as listed in the
LRTP.
2010 Market Research Study
Survey Results
Eleven percent of residents frequently travel to
57
work, school, and other destinations by bicycle.
In 2005, only 6% (3% in 1999 survey) of residents
answered that they ride to their destinations by
bicycle. This finding illustrates the increasing
importance of multi-modal design considerations
in the future.
• 20% of residents think that a bicycle
should never be ridden in the street (25.8%
in 2005).
• 59.4% of residents think that a bicycle
should sometimes be ridden in the street
(56.7% in 2005).
• 20.2% of residents think that a bicycle
should most of the time be ridden in the
street (17% in 2005).
This survey finding indicates that citizens are
not informed about the rights of bicyclists to ride
on the streets of the city. Also, it indicates that
citizens feel unsafe riding their bicycles on the
street facilities, and bicycle considerations should
be included where feasible. However, the number
of people that indicated that they should never
ride bicycles in the street declined by almost 6%.
Also, 80% of respondents indicated that most of
the time or some of the time city streets are safe
and appropriate places to ride, which is a 7%
increase from 2005.
• 40% (42% in 2005) of residents think that a
bicycle should most of the time be ridden
on the sidewalk.
• 45% (41% in 2005) of resident think that a
bicycle should sometimes be ridden on the
sidewalk.
In addition, a majority of residents do not think
that bicycles should be ridden on sidewalks
most of the time. Residents in this case might
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• 23.4% (26.4% in 2005) of residents think
that a bicycle should most of the time
should be ridden on county roads.
be worried about the safety of pedestrians or
might also be worried about the safety of some
sidewalks.
• 92% (91% in 2005) of residents think that a
bicycle should most of the time be ridden
on paved recreational trails.
• 56% (55.4% in 2005) of residents think that
a bicycle should sometimes be ridden on
county roads.
• 20.7% (18.2% in 2005) of residents think
that a bicycle should never be ridden on
county roads.
Most residents felt that bicycles should be ridden
on paved recreational trails. Because the Sioux
Falls bicycle trail system has very few conflicts
with vehicles, the safety of the residents is very
important. It might also lead to the perception that
residents consider bicycles as recreational modes
of transportation, while the percent of people
using bicycles to commute is actually increasing.
Residents perceive that county roads and
city streets to be very similar for safety and
appropriateness of bicycling. However, the
comparison of surveys indicates a slight
reduction in the percent of people that perceive
Map 12 - Bicycle Trails
477TH AVE
468TH AVE
256TH ST
CROOKS
258TH ST
258TH ST
§
¦
¨
§
¦
¨
HOLLY BL V D
BENSON RD
§
¦
¨
Future Trail
17
×
229
11
×
29
HARRISBURG
475TH AVE
273RD ST
481 ST A VE
2
§
¦
¨
275TH ST
Other Growth Area
0
TEA
469TH AVE
272ND ST
69TH ST
42
×
41ST ST
115
×
Future Sidepath
Municipal Boundary
57TH ST
41ST ST
85TH ST
Proposed Rail with Trails
MPO Boundary
CE
ST
Existing Sioux Falls Trail
26TH ST
SYCAMORE AVE
E
LOUISE AV
A AVE
41ST ST
11
×
10TH ST
CLIFF AVE
SE RT O M
September 2, 2010
KIWANIS AVE
12TH ST
26TH ST
Other Municipality Trail
SIOUX
FALLS
29
42
×
L
SP
MADISON ST
§
¦
¨
MINNESOTA AVE
MADISON ST
WESTERN AVE
ELLIS RD
466TH AVE
229
RUSS ELL ST
RI
§
¦
¨
MAPLE ST
ASPEN BLVD
485TH AVE
BENSON RD
CK
262ND ST
BRANDON
90
60TH ST N
RO
38
×
38
IT
HWY
115
×
90
SIX MILE RD
462ND AVE
HARTFORD
D
4
Miles
enca\planning\LRTP\map 12 - 2035 mpo bicycle trails
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Sioux Falls Bicycle Trail Projects
Segment
Distance
Trail from I-29 to Sertoma Park
2 miles
Projected
Cost
(2010 $)
$300,000
Trail from Falls Park to Great Bear
Bicycle Plan Timeline
0–5 years (Tier 1)
$1,000,000
0–5 years (earmark) (Tier 1)
5–10 years (Tier 2A)
Cherry Creek Trail
From master plan
$2.8 million
Diamond Creek Trail
From master plan
$2 million
Arrowhead Trail
From master plan
$2 million
Trail connection to Brandon
4 miles
$1 million
10–15 years (Tier 2B)
Trail connection to Tea
2 miles
$500,000
15–20 years
Trail connection to Harrisburg
4 miles
$1 million
15–20 years
$1 million
20–25 years
Trail from Arborteum to
Big Sioux Recreation Area
county roads to be safe or appropriate for
bicycles. Therefore, the MPO Bicycle Plan’s goal to
establish on-street routes and educate the public
is important.
• 69% of residents were satisfied with the
availability of safe bicycling facilities.
• 48% of residents thought lack of bicycle
lanes or routes on streets to be a current
or emerging problem (16.6% a current
problem and 31.4% emerging problem).
With almost 50% of the respondents indicating
the bicycle lanes were an issue, implementation
of the MPO and Sioux Falls Bicycle Plans policies
59
and routes becomes a very important issue.
• 16% of residents were most willing to
have their tax dollars used to support
developing new pedestrian and biking
facilities (one of four choices).
• 15% of residents were most willing to
have their tax dollars used to support
improving existing pedestrian and biking
facilities (one of four choices).
Many residents would like to see continued use
of their tax dollars for the use of the expansion
and maintenance of the pedestrian and bicycle
facility system. This again indicates there is a
fair number of the people that would like to see
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their governments investing in sidewalks, bicycle
trails, and on-street bicycle facilities.
Future Plans
Harrisburg, Tea, Brandon, and Hartford are all
beginning to either build or consider building
bicycle trails. As a part of that process, Map 12
illustrates the location of current trails, future
trails, and study trails that are planned to be
implemented throughout the MPO area. The list
below includes future bicycle trail projects in
the Sioux Falls MPO area. These projects will be
included in each city’s individual CIP over the
next 25 years. The MPO Bicycle Plan identified
trail linkages to the Sioux Falls Bicycle Trail
System as a high priority. In 2010, the MPO MultiUse Trail Corridor Study was initiated to help
determine possible trail and route alternatives
to develop those safe trail connections. This
would create a seamless bicycle trail system for
many more residents of the MPO area. It will
be important to plan new bicycle trails ahead
of development as much as possible because
the public understands and is more receptive to
trail preservation than trails being retrofitted
after development takes place. In 2007, the City
of Sioux Falls looked at a trail master plan for
expansions to the trail system. This master plan
was designed to determine new bicycle trails for
the new growth areas of the city.
these trails. Therefore, the City should look
at local fundraising opportunities and less
expensive interim trail section such as crushed
limestone.
In addition, bicycling should continue to be
considered as a mode of transportation rather
than just a recreational activity. Therefore,
options should be provided for safe bicycle
routes throughout the MPO communities.
Activities should continue to be expanded
that provide awareness and education of safe
bicycling skills and the methods of bicycling
to school and work. The following types of onstreet bicycle facilities should be considered
for implementation as recommended by the
2009 Sioux Falls MPO Bicycle Plan and the
2006 City of Sioux Falls Bicycle Plan:
On-Street Bicycle Facilities
1. MPO Bicycle Routes with Share the
Road signs
2. Bicycle Lanes on appropriate arterial
streets
3. Sharrows or Shared Bicycle Parking
Lanes on appropriate bicycle routes
4. Bicycle Route connections to increase
route connectivity
5. Connections to the Trail System
Above is a listing of bicycle trail projects that have
been recommended as a part of the 2006 Sioux
Falls Bicycle Plan and 2009 MPO Bicycle Plan.
Sioux Falls is projected to have $1 million
every five years for bike trail expansion
projects. The City of Sioux Falls Bicycle Plan
has three trail plans completed with plans to
construct over the next 10–15 years. However,
there are not sufficient funds to complete
DTP/J12515.indd
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Tea has planned for bicycle trail projects along with its projected construction projects. The following projects are
constrained as a part of the street project list as included in Appendix A:
Tea Bicycle Trail Projects
Project
Segment
Bicycle Plan
Timeline
Projected Cost
(2010 $)
Bike Trail
Devon to Main
2011–15
$
Bike Trail
Main Street Ext. to Quinton
2016–20
$ 116,000
271st Street Bike Trail
Nine Mile Creek to Main Street
2016–20
$ 174,000
Bike Trail
469th Street to Ninth Street
2021–25
$ 128,000
Quinton Street Bike
Trail
Ivy Road to 469th Street
2026–30
$ 226,000
469th Street Bike Trail
271st Street to 85th Street
2026–30
$ 283,000
Nine Mile Creek Trail
Lincoln Co. Hwy. 106 to 85th
Street
2031–35
$ 312,000
Ninth St. Bike Trail
Main to 468th Avenue
2031–35
$ 156,000
61
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Chapter 9—Pedestrian System Plan
Consistent with Safe Routes to School initiatives
contained within SAFETEA-LU, the City of
Sioux Falls has been implementing a local safe
routes to school initiative for over 20 years called
Pedestrians Avoiding Traffic Hazards (PATH).
This initiative includes a committee of school
administrators, PTA, and local City staff that
help develop safe routes for all school children in
Sioux Falls. Harrisburg, Hartford, and Tea also
have received Safe Routes to School grants in the
past few years. These initiatives have all created
programs where each school district and city are
working together to encourage students to walk
safely to school.
of four foot wide trail was constructed to connect
several community neighborhoods to the schools.
In addition, flashing signals and crosswalks
for safe roadway crossings will be installed at
two locations. Using Round 2 funding, a bridge
will be installed to connect the pathway system
across the creek in Turtle Creek Park. Third, the
City of Hartford passed a subdivision regulation
ordinance in 2005 requiring sidewalks to be
installed as a condition of obtaining a building
permit. In addition, for the last two years, the
City of Hartford has offered a rebate program to
encourage sidewalk installation throughout the
community.
For instance, Harrisburg is currently planning
on construction a connective path for Liberty
Elementary School students through the central
part of town with funding from the Safe Routes
to School program. There is possible expansion
of this project for a route to the middle school
in future years. In addition to Safe Routes to
School, Harrisburg also has mandated through
ordinances that any new construction project must
include sidewalk. Along arterial and collector
streets, this construction can be delayed if the
street is a few years away from construction.
During a 2005 engineering study, the City of
Tea identified areas for sidewalk improvements,
especially targeting the older neighborhoods
surrounding the school. The project evaluated
such obstacles as existing trees, grade changes,
utilities and drainage problems. The result of
the engineering study was a City ordinance
mandating sidewalk on all developed properties
in Tea, largely in part to provide safe routes
for children. The subsequent construction
project was divided into two phases giving the
homeowner the opportunity to complete their
project first, followed by a City project in 2007.
Phase II sidewalk improvements were completed
in 2009. The total sidewalk installed in both
projects was 5.97 miles. The City reimbursed
homeowners for ADA accessible corner ramps
and 20’ feet of sidewalk on corner lots. There was
extensive driveway replacement and retaining
wall construction which also made these routes
safer. In addition, numerous crosswalks have
been installed and upgraded as part of this and
other projects. The City will initiate a sidewalk
maintenance program in 2011 and will continue
Hartford has addressed its pedestrian system
plan from three fronts. First, the multi-use trail
system, which was discussed in detail in Chapter
8, includes proposed and existing paved and
unpaved trails. Second, Hartford was awarded
both Round 1 and Round 2 Safe Routes to School
funding to help promote and improve safe
pathways to school. The construction of the Round
1 designated safe routes will be completed in the
fall of 2010. During this project 3,200 linear feet
of ten foot wide concrete trail and 400 linear feet
DTP/J12515.indd
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addressing the many areas that need new
sidewalk and accessible corners in the coming
years. Additionally, the City has established
pedestrian pathways and designated crosswalks
as part of the Lincoln County Highway 111 project
currently under construction. This project will set
the stage for future pedestrian improvements.
In addition, Tea was awarded Round 3 Safe Routes
to School (SRTS) funding to help continue its
commitment to pedestrian safety, especially by
providing safe pathways for school children. As
County Highway 106 enters Tea from the west and
transitions into the City’s 1st Street, it also becomes
a line of separation between a new neighborhood
to the south and the school complex to the north.
Unfortunately many drivers entering into town
fail to reduce their speeds, while drivers existing
town begin to accelerate before reaching the city
limits. Both of these actions significantly affect the
safety of students trying to cross Hwy. 106 at its
intersection with both Elsie and Poplar Avenues,
two main routes to the school complex. To alert
drivers to their high speeds and warn them to
slow down and potentially stop for pedestrians
in the crosswalk, a solar powered radar/speed
limit sign will be installed west of Elsie Avenue
for eastbound traffic and east of Poplar Avenue for
westbound traffic. End School Zone signs will also
be installed to notify drivers to where the speed
limit increases. In addition to the construction
project, the community of Tea has committed to an
extensive education and encouragement program
that promotes walking and biking to school to
students and their parents, while also educating
the traveling public to be aware of pedestrian
students on their way to school. Community,
school and City representatives have all worked
together extensively on developing an overall
SRTS plan that they hope to implement over the
upcoming years.
63
To look at pedestrian issues for all citizens of the
city, the City of Sioux Falls adopted a Pedestrian
Plan in March of 2006. A Pedestrian Committee
consisting of various citizen and government
representatives met on several occasions to form
the plan. The purpose of the plan was to refine
the recommendations of the MPO Long-Range
Transportation Plan and provide pedestrian goals,
objectives, and policies including the identification
of facility improvements, programs, and actions.
Benefits of a Walkable
Community
• Why are pedestrian facilities important to
the Sioux Falls MPO area?
○ More Active and Healthier People;
○ People and Family-Oriented
Development;
○ Transportation Choices;
○ Independent Mobility for Children;
○ Accessibility for All; and
○ Lower Income Mobility.
Vision of the Sioux Falls
Pedestrian Plan
• Two major goals set by the Pedestrian
Committee are:
○ Find methods to create a safe,
accommodating, and attractive
atmosphere for all pedestrians; and
○ Educate the public about pedestrian
rules and standards to help them make
informed decisions and input.
As a part of the 2035 Long-Range Transportation
Plan, the resident survey found important
information to consider when planning and
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implementing pedestrian facilities and policies in
the Sioux Falls Metropolitan Planning area.
• 70% (only 58% in 2005) of residents were
satisfied with the availability of safe
walking and pedestrian facilities in the
Sioux Falls Metropolitan area.
• 18% of residents indicated that safe
walking and pedestrian facilities is
one of the three top priorities of the
transportation system.
• 54% (51% in 2005) believed that traffic
safety is good or excellent.
Future Plans
The entire MPO area should complete a
Pedestrian Plan that includes general pedestrian
policies to help create consistency for all units of
government involved in the MPO process.
The Sioux Falls pedestrian plan was the first
pedestrian plan for the city. An update of this
plan should be completed over the next five years.
As a part of the currently adopted Sioux Falls
Pedestrian Plan, policies have helped encourage
new methods for safe and accessible pedestrian
ways in Sioux Falls. Some pedestrian policies that
Sioux Falls will continue to consider in the future:
• 61% (66% in 2005) believed that traffic
safety near schools is good or excellent.
• Sidewalks on both sides of the street;
• 37% of residents believed that pushing
the pedestrian button on a signal either
sometimes or never helps a person cross
the street (16% did not know).
• Installing more countdown timers;
A survey of transit riders indicates the
importance of pedestrian facilities for people to
safely access the transit system.
• 42% of transit riders believe pedestrian
safety is a current or emerging problem—
the highest rated issue.
As for spending taxpayer money, the survey
found many people are interested in spending
tax payer dollars on pedestrian and bicycle
facilities.
• 16% of residents picked the funding of new
pedestrian or biking facilities as one of
their top four choices.
• 15% of residents picked the funding of
improved existing pedestrian and biking
facilities as one their top four choices.
DTP/J12515.indd
• Retrofitting sidewalks (especially along
arterial streets) where they don’t exist now;
• Maintenance of sidewalks;
• Sidewalk connections master plan;
• Update of zoning and subdivision
ordinances to provide direct pedestrian
pathways from the public right-of-way to
major building entrances and between
buildings in multi-building developments;
• Provide street connectivity in residential
areas;
• Identify “complete street” corridors
designed to accommodate pedestrian,
bicycle, and public transportation; and
• Encourage mixed use developments
which provide pedestrian-scale and street
orientation designs.
Also, pedestrian and safety education for the
pedestrian and drivers will help provide a safer
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Chapter 10—Public Transit System Plan
Public transit services have been available in the
Sioux Falls area since 1887 when R. F. Pettigrew
established a horse-drawn streetcar system. In
October 1907, an electric streetcar system was
established. Today’s Sioux Falls-owned fixedroute bus system is a direct descendent of a
private operation established in 1923 when a
private entrepreneur began operating a fleet of
five buses. Ridership reached its peak during
World War II, when gas and tire rationing
contributed to increases in ridership.
Providing transit alternatives contributes to
the quality of life within a community by
giving people who are unable to utilize private
automobiles the mobility which allows them to
take advantage of the amenities a community has
to offer. Public transit is also a boost to the local
economy. Transit gets people to work, it provides
a broader employee base for employers, and it
assists in keeping people off of social services.
There are positive environmental impacts from
public transit as well. By getting cars off the road,
transit reduces greenhouse gas emissions and
relieves congestion.
The Federal Transit Act separates public transit
into urbanized and nonurbanized areas. The
city of Sioux Falls is in the urbanized category
and is served by Sioux Area Metro. Sioux Area
Metro is a division under the Planning and
Building Services Major Organizational Unit of
the City of Sioux Falls. Transit operations are
currently managed by First Transit, Inc., a private
corporation.
Since Sioux Falls still has a population under
200,000, it receives FTA 5307 Program funds
for transit operating assistance. However, it is
65
projected that within the next 25 years, Sioux
Falls will exceed 200,000 in population in a
U.S. Government Census and Sioux Falls will
no longer be eligible to receive those funds. It
is imperative that a plan of action begin now
to secure funding for the transit system in the
future. Research into the development of a
Transit Authority with taxing capabilities to pay
for transit operations will be one of the project
priorities of this plan.
Sioux Area Metro has 29 fixed-route buses,
22 paratransit buses, and two trolleys. The
vehicles are housed in a bus barn facility which
also houses administrative offices. The newest
paratransit buses are on a truck chassis vs. a
van chassis which provides space for additional
wheelchairs, thus improving efficiencies, but it
also makes the bus much bigger. This has created
extremely tight conditions within the building.
To add to the space concerns, the paratransit fleet
will need to be expanded in the near future to
be able to keep up with the demands for service.
A space needs study of the bus barn facility will
need to be conducted within the near future to
determine whether an addition to the existing
building is the best way to relieve crowded
conditions or whether paratransit should have its
own separate facility at a different location.
Sioux Area Metro operations follow a hub and
spoke pattern. A main transfer station is located
in the core area of downtown and a majority of
the routes radiate out from that point, like spokes
on a wheel, and back again. Another smaller
transfer center is located on the southwest part
of town with some routes starting at the main
transfer station and terminating at that location.
It is questionable as to whether this is the most
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efficient way of providing transit services within
Sioux Falls. A study to conduct an evaluation of
the current system type will be included as a
project within this plan. If it is determined that
a hub and spoke type of system is ideal for this
community, it is proposed that another study
be conducted to evaluate the need for a transfer
station on the east side of town. The transfer
stations allow the routes to cover a greater area
of the city while keeping the length of each route
under a manageable timeframe.
Sioux Area Metro provides both fixed-route
bus service and paratransit service for persons
with disabilities who are unable to access the
fixed-route services. The fixed-route bus service
operates 12 regular bus routes throughout the
community (see Map 13) using fully accessible
vehicles. On weekdays, most routes operate on
half-hour headways during the morning and
afternoon peak periods and hour headways
during the midday. Hourly headways are
provided on Saturdays. There is no bus service
provided on Sundays. In addition to the regular
fixed routes, Sioux Area Metro operates three
DTP/J12515.indd
“tripper” routes for the benefit of high school
students, a limited service route to Southeast
Technical Institute, and a downtown trolley
circulator route.
Future Projects
Future planning within the next 25 years will
evaluate the development of express routes
to surrounding communities such as Tea,
Harrisburg, Crooks, and Brandon for work
commutes. Additional express routes along
various major corridors such as Minnesota
Avenue, Cliff Avenue, and 41st Street will also
be considered. An express route would only run
up and down the designated corridor stopping at
each stop about every 10–15 minutes.
Other future planning projects may include
the incorporation of more technology options
to improve services, adding Bus Rapid Transit
lanes, using streetcars, and ensuring that all bus
stops are completely and continuously accessible.
Below is a listing of new service projects or ITS
projects planned over the next 25 years.
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SIOUX AREA METRO
Project type
Study
Study
Express route
Express route
ITS Improvements
ITS Improvements
ITS Improvements
Study
Transit Authority
Express route
Express route
Commuter route
Commuter route
Commuter route
Commuter route
ITS Improvements
Illustrative Project
Facility
Proposed project
Bus barn facility space needs
Transit service operations analysis
Minnesota Avenue
41st Street
Safety feature—Video event recorders
on buses
Safety feature—Security cameras at
transfer stations
Real-time information systems at bus
stops (100 stops)
2011-2015 Total
East side transfer station
Establish future funding mechanism for
transit operations
Cliff Avenue
12th Street
2016-2020 Total
Tea
Harrisburg
Brandon
2021-2025 Total
Crooks
2026-2030 Total
Transit signal prioritization system
2031-2035 Total
Estimated cost
$52,020
$52,020
$344,893
$344,893
$156,060
Projected Timeline
0 – 5 years (Tier 1)
$26,010
$52,020
$1,027,915
$57,434
$114,869
6 – 10 years (Tier 2A)
$380,789
$380,789
$933,881
$224,225
$224,225
$224,225
$672,675
$247,563
$247,563
$77,299
$77,299
East side transfer station
$1,109,712
11 – 15 years (Tier 2B)
See Appendix B for Budget Analysis showing funding sources for all above projects. 67
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Brandon Transit
The Brandon transit system was established in
2003 for the purpose of serving the needs of
the community. Ridership includes the general
public. A 12-passenger, two-wheelchair bus
services various destinations in the area. The cost
is $1.00 per ride (each way). If 60 or older, there
is no charge. The service runs Monday through
Friday, 8:30 a.m.–3:30 p.m., and Sundays, 9 a.m.–12
noon (for church services). A 24-hour advance
notice is required to the dispatcher to schedule a
ride.
in the Americans with Disabilities Act (ADA).
Passenger trips on paratransit service for the
period 2000–2010 are shown below:
Paratransit Ridership
Year
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
Sioux Area Metro (SAM) Transit
Ridership, Revenues and Expenses
Passenger trips on fixed-route service for the
period 2000–2010 are shown below:
Fixed-Route Ridership
Year
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
Passenger Trips
603,279
690,807
673,859
657,448
684,469
724,271
803,450
835,821
905,780
927,282
Passenger trips in 2009 are up 324,000 or 53% since 2000
Paratransit services are provided for persons
with disabilities who are unable, due to their
functional limitations, to access the fixed-route
bus service. Passengers must meet eligibility
criteria to utilize the service. Paratransit service
levels are in compliance with and in some cases
exceeds the minimum standards prescribed
DTP/J12515.indd
Passenger Trips
108,702
107,903
109,175
111,671
110,421
112,066
127,118
117,694
120,434
127,075
Paratransit trips in 2009 are up 18,000 trips or 17% since 2000.
System operating revenue for outside and local
funding sources including both fixed-route and
paratransit services for the period 2000–2009 are
shown below:
Outside Funding Sources
Year
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
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Federal
State Grant
Grant
$780,417
$46,575
$948,421
$46,575
$932,150
$46,575
$1,248,550
$46,575
$1,325,000
$46,575
$1,507,000
$46,575
$1,753,085
$46,575
$1,823,459
$46,575
$1,976,504
$46,575
$1,969,780
$46,575
Medicaid
Reimbursement
$26,461
$20,890
$22,935
$19,809
$15,835
$26,434
$55,175
$69,537
$43,921
$28,954
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Local Funding Sources
Year
Fixed-route
Fare
Paratransit
Fare
Advertising
Charter
General
Fund
2000
$319,344
$243,737
$26,030
$0
$2,205,014
2001
$343,837
$214,091
$23,410
$2,600
$2,609,357
2002
$326,453
$202,097
$44,010
$9,176
$2,752,630
2003
$321,276
$215,585
$44,280
$8,003
$2,791,086
2004
$351,722
$209,473
$44,785
$9,225
$2,935,991
2005
$377,470
$201,260
$38,200
$10,781
$2,936,015
2006
$403,356
$224,592
$38,433
$37,732
$2,350,000
2007
$408,851
$218,735
$35,933
$29,770
$3,437,785
2008
$466,359
$213,100
$39,200
$13,219
$4,008,774
2009
$489,185
$240,717
$80,216
$0
$4,525,244
Operating expenses for both paratransit and
fixed-route services for 2000–2009 are located
below.
Operating Expenses
Year
2000
2001
2002
2003
2004
Operating
Expense
$3,866,694
$4,150,788
$4,300,356
$4,541,160
$4,773,219
Year
2005
2006
2007
2008
2009
Operating
Expense
$5,021,198
$5,529,028
$5,910,016
$6,883,290
$7,267,552
A portion of the LRTP 2010 Market Research
Study focused on public transportation. The
following information was compiled from the
results of the study.
Resident Survey
Residents in the Sioux Falls area are appear
fiercely independent when it comes to their
transportation decisions; and thus, most
people would like to travel how and when they
please—usually by car. A car only becomes less
convenient when congestion becomes a major
issue. This was found in our survey results when:
69
• 57% of residents indicated that they do not
use public transit more often because they
do not need it because they have a vehicle.
Also, the number of people who have used public
transit in other cities, but have not in Sioux Falls,
indicates that transit is not as convenient because
congestion in Sioux Falls is just not a large
enough issue at this point. Likely, most of those
people used public transit because it was actually
more convenient in a large metropolitan area
where congestion is an issue.
• 20% of residents have used public
transportation in Sioux Falls.
• 54% of residents have used public
transportation outside of Sioux Falls.
Other issues that indicate that transit is not yet
a convenient option in Sioux Falls include a low
number of people that would use transit even if
gas was to hit $5 per gallon or if the bus would
stop within three to four blocks of their house or
it would arrive very frequently near their house.
However, a fairly significant amount of people
would consider transit if the bus arrived every
15 minutes. This might substantiate a study of
express transit services in some locations of Sioux
Falls in the future.
• 38% of residents would use public transit if
gas prices rise to $5 per gallon.
• 33% of residents would consider using
transit if their employer provided
incentives to use public transit.
• 30% would consider transit if it was three
to four blocks or less from their home.
• 25% of residents would consider using
transit if they were better informed about
the bus system.
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• 27% would consider using transit if the
bus arrived every 30 minutes.
• 57% would consider using transit if the
bus arrived every 15 minutes.
• 14% would consider using transit service
into or from Sioux Falls.
• 19% would consider using a park and ride
service for transit.
Although the survey did not find evidence that
citizens believe that a decrease in services are
warranted, the survey did not give a high priority
for transit to make significant improvements.
• Only 9% of residents answered that
public transit was a top priority for
improvements.
Employer Survey
Another common theme was employers’ support
for some increase in the transit system. However,
employers are only minimally supportive of
incentives for employees to use the transit system.
transit users seem to make residential location
decisions based upon their proximity to bus
routes. 66% of transit users live within two blocks
of a bus route and only 12% live five blocks or
more from a bus stop.
• 46% of transit users ride the bus because
it is their only transportation alternative
(24% to save money).
• 54% of transit users said that it takes them
30 minutes or less to get to their most
frequent destination.
• 39% of transit users live one block or less
from a bus stop (27% live two blocks).
Transit users were asked how they rate public
transportation service in Sioux Falls. Overall,
ratings were high among transit riders especially
for attractiveness and safety. The services that
rated lowest were weekend and evening service.
Likely, the transit riders who rated this as low did
so because they would like to see the bus operate
for additional hours during the evenings and
weekend.
• 44% of employers would support an
increase of funding to improve and extend
the current bus system (23% would not
support).
• 89% of transit users rated public
transportation attractiveness and safety as
good or excellent.
• 25% of employers are willing to provide
incentives to encourage employees to use
the bus or carpool to work (38% are not
willing).
• 74% of transit users rated on time
performance as good or excellent.
Underrepresented Survey
(Transit Riders)
Transit users predominately ride the bus because
it is either their only transportation alternative
or to save money. However, almost 50% of all
bus trips are used to get to and from work. Also,
DTP/J12515.indd
• 76% of transit users rated transfer
connections as good or excellent.
• 51% of transit users rated evening service
as good or excellent (29% rated it as poor).
Sioux Falls Transit Development Plan
The Sioux Falls Transit Development Plan will
include a review, analysis, and recommendations
for the following items.
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• Routes
• Services and service provisions
• Demographics of riders
• Current and future facilities
• Maintenance standards
• Fares and fare options
• Statistics—population, ridership, income,
survey results
• Current land use data
• Capital inventory
• Travel behavioral characteristics
Transportation Coordination
The Sioux Area Metro paratransit service
and fixed route service alone cannot provide
transportation services to all people in all
circumstances in the Sioux Falls MPO area. Nor
can the Brandon Transit system or the many
non-profit agencies utilizing van and bus services
to transport their clients. With this in mind,
a federally mandated Sioux Falls MPO Area
Coordinated Public Transit – Human Services
Transportation Plan (Coordinated Plan) was
completed in 2008. The purpose of the plan
was to identify the unmet transportation needs
for older adults, persons with disabilities and
persons with low incomes; develop strategies
for addressing the unmet needs; and identify
opportunities for improving the efficiency and
effectiveness of existing transportation services.
The plan specifically identified the gaps and
overlaps in transportation needs within the
MPO, listed options for combining services and
identified other strategies to accomplish the
goals of the Coordinated Plan. Transportation
coordination is the process to help address these
issues.
71
The coordination process involves interaction
and cooperation among various agencies
and organizations currently involved in
providing transportation for clients such as
the developmentally disabled, the elderly
population, and individuals with low-incomes.
Upon completion of the plan, a Transportation
Coordination Committee was formed to
investigate the possibility to coordinate or
combine services, maintenance, purchases,
training, etc. In addition, a smaller Transportation
Coordination working subcommittee was formed
under the Urbanized Development Commission
of the MPO. The goals of the committee and
subcommittee are to accomplish the strategies for
coordination identified in the Coordinated Plan.
The Transportation Coordination process is led
by a Mobility Manager through the South Eastern
Council of Government. The Coordinated Plan is
scheduled to be updated every four years.
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Chapter 11—Air and Freight System Plan
A.Airport
Sioux Falls Regional Airport and Joe Foss Field
The Sioux Falls Regional Airport (SFRA) is
operated by a five-member Regional Airport
Authority Board. Therefore, the City of Sioux Falls
does not provide any financial support to the
SFRA. However, the Sioux Falls City Council does
confirm all board members. The Airport in 2004
and 2005 began to see a rebound with passenger
numbers since the September 11, 2001, tragedies.
Freight shipments out of the Sioux Falls Airport
have continued to increase over the past five
years as indicated by the table below. Freight
volumes have declined over the past few years
with the slowdown in the economy. Volumes
have started to rebound and the SFRA is hopeful
the trend will continue.
Total Deplaned Cargo
Year
2001
2002
2003
2004
2005
2006
2007
2008
2009
Passenger enplanements have declined in 2008
and 2009 from an all-time high in 2007. The
decline is primarily due to the recession and to
some extent the higher air fares charged than are
available in surrounding airports.
Passengers (enplaned)
Year
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
Passengers
362,671
335,502
303,897
300,958
335,076
358,450
371,693
395,987
371,436
332,775
Passenger Projections
Year
2010
2015
2025
Passengers
350,000 (est.)
395,000 (est.)
525,000 (est.)
Source: 2006 SIoux Falls Regional Airport Master Plan
Enplanements forecasted to increase at an annual rate of 3%.
DTP/J12515.indd
Pounds
32.1 million
33.9 million
37.5 million
40.7 million
40.8 million
33.8 million
27.5 million
24.5 million
21.5 million
Cargo Projections
Year
2010
2015
2025
Pounds
23.6 million (est.)
27.3 million (est.)
35.0 million (est.)
Based on a 3.2% annual growth rate
Source: 2006 SIoux Falls Regional Airport Master Plan
Freight shipments expected to increase at an annual rate of 3%.
Sioux Falls Airport Future Needs Plan
The Sioux Falls Regional Airport continues to
follow 2006 Master Plan for our future growth
requirements. The following are projects
identified in the Capital Improvement Plan from
2011-2015:
Airfield Items—Replacement of the runway
intersection between runways 3-21 and 15-33 is
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scheduled for the year 2012. This will require
the closure of the airport over 3 successive
weekends. Staff is completing an Environmental
Assessment to determine the course of action
to provide a 1,000 ft safety barrier at the south
end of runway 21. A potential corrective action
may be to move perimeter fence and round an
additional 400 ft into the Elmwood Golf Course,
which may require the repositioning of several
holes. Resurfacing of the General Aviation Ramp
along with several hangars is also identified over
the next five years. Upgrades to runway lighting
is also planned.
Commercial Passenger Terminal Items—The
remodel of the concourse/gate area that began
in 2010 will continue into 2012. The project will
provide a large restaurant/lounge area and add
additional seating in the gate areas, as well as
two additional gates with jetbridge access. A
Master Plan Update related to parking needs
will lead to a rehabilitation project in 2011 for
the public surface parking lot and identify the
need and location for a future parking structure,
tentatively scheduled for 2014-15.
Air cargo, general aviation, air rescue,
firefighting, airport maintenance, and snow
removal items—Relocation of snow removal
equipment, construction of air cargo sort
building, construction of additional general
aviation storage hangers, expansion of airport
rescue and firefighting facility.
Other Airport Services
Sioux Falls Business Aviation Service provides
charter service for smaller aircraft including
operation and sales of aircraft. The South Dakota
Air Guard is also located on the grounds of the
SFRA. The Air Guard is located on the south side
of the field, and its staff operates the fire station.
73
Other MPO Area Airports
The Lincoln County—Marv Skie Airport operates
one 3,650-foot asphalt runway near the Tea I
29 interchange during the day. The airport has
improvements and maintenance projects listed in
the five-year STIP.
Survey Results
• 71% (64% in 2005) of employers believe that
the region’s airports will be able to support
their business freight transportation needs
over the next 20 years (only 9% answered
no).
• 91% of residents rate reducing the costs
of air travel as an important air service
improvement.
• 86% of residents rate increasing passenger
flights and destinations as an important
air service improvement.
• More than half (57%) of residents indicated
they would have to save $100 or more on
the cost of a flight to consider traveling to
Omaha for a lower fare; 24% would have
to save $50 to $75 to travel to Omaha for a
lower fare, and 19% were not sure.
Overall, employers believe the region’s airport
facilities will provide adequate services to
support their business needs into the future. For
residents, the most important improvement was
reducing the cost of air travel and increasing
airport flight and destination opportunities. The
SFRA understands that a significant portion of its
market each year is lost to other airport markets
such as Minneapolis and Omaha. In response to
the lost customers, the airport has recently added
direct flights to Las Vegas, Phoenix, Orlando,
Dallas, and Los Angeles.
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Map 14—2035 Freight Truck Traffic
B.Truck
In regard to trucking issues, the Long-Range
Transportation Market Research Study found
that:
• 63% of employers believe that the region’s
road system will be able to support their
business’ freight transportation needs over
the next 20 years (only 10% of employers
answered no).
DTP/J12515.indd
Truck traffic is expected to grow throughout
South Dakota over the next 25 years. Much
of the growth is projected to occur in urban
areas such as Sioux Falls and on the interstate
highway system. Overall, truck freight within
South Dakota is projected to grow from 54.4
million tons of shipments to 104 million tons
of shipments per year. Map 14 illustrates 2035
major truck routes by projected total truck
volumes throughout the country. Although the
truck volume is significant along I-90 and I-29,
the volumes do not nearly approach the volumes
along the I-80 corridor.
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As a part of the research study for the Long-Range
Transportation Plan, a freight and commercial
vehicle focus group was held to identify issues
in the Sioux Falls area in consideration for freight
and trucking. During the freight session, it was
generally the consensus of the group that getting
in and out of Sioux Falls for trucks and commercial
vehicles is much more convenient than other areas
around the country. Within the city of Sioux Falls,
many participants agreed that improvements
could be made to intersections along truck routes
and improvements to the addressing system that
includes signage of the address.
Within the Sioux Falls MPO area, there are
specific roads that are identified for truck traffic.
Roads are then built to handle the additional
weight of the truck traffic. Roads not identified
should not be used by trucks as through routes,
but only when needed for a destination.
C.Railroads
In regard to railroad freight issues, the LongRange Market Research Study found that:
• 55% (49% in 2005) of employers believe
that the region’s railroads will be
able to support their business’ freight
transportation needs over the next 20 years
(only 15% answered no).
• 34% of residents believe that improving
the area’s freight transportation system is
one of the top transportation priorities in
the next 20 years.
• 29% of residents believe that reducing
traffic delays caused by trains is one of the
top transportation priorities in the next 20
years.
75
Railroad Freight Projections
Railroad freight volumes within the state are
expected to grow in South Dakota over the next
25 years from 900,000 tons of shipments to 1.4
million tons of shipments per year. Although
a significant volume of freight is hauled by
railroads, it is much lower than the railroad
routes through Nebraska and North Dakota as
illustrated on Map 15 on the next page.
Future Railroad Freight Issues
Railroad is a vital method of hauling freight
in South Dakota. The railroad should be an
important priority to help in assisting with the
Sioux Falls metro area economic development
strategy.
The major corridor routes shown on the
map above are projected to continue to have
significant train volumes in the future. Some of
the unused corridors have been abandoned and
have excellent reuse possibilities. For instance,
the 49th Street extension project from Western
to Minnesota Avenue will utilize an old railway
corridor for a portion of the new road. In the
future, other corridors that are abandoned or
unused should be studied for reuse for new road
corridors or bicycle trails.
The relocation of the railroad switching yard
from downtown Sioux Falls to the northeast part
of Sioux Falls is in an Environmental Assessment
process. An earmark of $40 million dollars
was appropriated to this project as a part of
the SAFETEA-LU Transportation Bill. This will
provide great advantages for traffic operations
including reduced delay and safety. In addition,
the area vacated by the switching yard will
provide significant urban renewal possibilities to
help revitalize the urban core and downtown of
Sioux Falls.
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Map 15—U.S. Freight by Tonnage and Mode, 2002
As a part of the street and highway projects
plan, railroad separated grade projects have
been included. For example, 57th Street was
reconstructed in 2009 with a grade separated
railroad crossing. Also, in the current CIP is a
similar grade separated crossing on the 69th
Street expansion and reconstruction project. This
will again provide reduction in delays for drivers
and increase safety for all modes of travel.
DTP/J12515.indd
Passenger Railroad
• 30% of residents believe that adding
passenger service to the Sioux Falls area is
either a high or very high priority.
Across the country there is a vision for high
speed rail. South Dakota is one of the only states
in the country that does not have passenger rail
services. With gas prices projected to rise and
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governments looking for ways to reduce green
house gas emissions, passenger rail should be
one alternative to study for longer interstate trips.
As an example, the Minnesota Rail Plan proposes
several high speed passenger rail corridors
including the BNSF corridor that runs between
Minneapolis and Omaha with Sioux Falls along
the route.
77
To begin the process, the Urbanized Development
Commission should recommend to the Governor
and Legislature that South Dakota become a
member of the Midwest Interstate Passenger
Rail commission. This would require an act
of the legislature and the governor to appoint
commission members. Participation with this
commission will help South Dakota find ways to
best incorporate passenger rail as a viable mode
of travel.
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Chapter 12—Financing and Budget Plan
A.Funding Process
The SDDOT receives federal funding from
the Federal Highway trust fund. The SDDOT
allocates funding through a formula to cities
with a population of greater than 5,000 people
and all counties. The jurisdictions that receive
federal funding in the MPO area are Sioux
Falls, Brandon, Minnehaha County and Lincoln
County. Based on the uncertainty of the
Highway Trust Fund, the Sioux Falls MPO has
agreed to keep federal funding at a constant
dollar level throughout the planning period and
increase local dollars by 3% per year. The MPO
has projected construction costs will increase by
2% per year during the planning period.
Proposed projects must then be included in the
Transportation Improvements Program, which is
approved by the state of South Dakota. The TIP
represents a financially constrained prioritized
program of transportation improvements in
the following multimodal areas: streets and
highways, public transportation, aviation,
railroads, bicycles, and pedestrian. Projects are
prioritized within each program year by funding
category. In order to meet this constraint, funds
from numerous government agencies need to
be used. These are summarized within the
following sections. Each summary is only a
description of possible funding programs; no
funds are allocated within this Long-Range Plan.
B.US Department
of Transportation
The Safe, Accountable, Flexible, Efficient
Transportation Equity Act: A Legacy for Users
DTP/J12515.indd
(SAFETEA-LU) was signed into law by the
president on August 10, 2005. With guaranteed
funding for highways, highway safety, and
public transportation totaling $244.1 billion,
SAFETEA-LU represents the largest surface
transportation investment in our nation’s
history. The two landmark bills that brought
surface transportation into the 21st century—the
Intermodal Surface Transportation Efficiency Act
of 1991 (ISTEA) and the Transportation Equity
Act for the 21st Century (TEA-21)—shaped the
highway program to meet the nation’s changing
transportation needs. SAFETEA-LU builds
on this firm foundation, supplying the funds
and refining the programmatic framework
for investments needed to maintain and grow
our vital transportation infrastructure. A new
transportation bill is scheduled to go through the
legislative process over the next couple of years.
The SAFETEA-LU bill expired at the end of 2009
and has been operating through congressional
extensions.
C.SD Department
of Transportation
The SDDOT receives funds from the Federal
Highway Trust Fund to allocate to the
MPOs. Based on historic trends, the state’s
apportionment based on trust fund contributions
is projected to remain at its current funding level
with no inflation included. So, effectively SDDOT
is projecting declining revenue in an uncertain
time of federal revenues.
Currently, the state has a fuel tax of 22 cents
per gallon. Because consumption has decreased
along with Vehicle Miles of Travel, the amount
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collected on the gas tax has decreased. With this
decrease, the fuel tax revenue has decreased
and has created a significant problem with
an underfunded state transportation budget.
Additionally, the same trend is occurring
nationally, which has created a huge shortfall in
the National Highway Trust Fund.
D.Local Match
To implement transportation improvements
either through special studies or actual
construction, the respective government agency
must supply a local match to the federal or state
funding. The following funding sources are
typical of Sioux Falls MPO counties and cities.
1. General Revenue—Revenue that is not
dedicated toward particular purpose
within a city or county budget.
2. Sales Tax (2nd Penny)—An additional
1 percent tax levied on gross receipts
of retail business and services within
the city’s jurisdiction that may be
used for specific purposes, primarily
capital improvement projects, and debt
retirement. The City of Sioux Falls has
dedicated the second penny to capital
projects.
3. Special Earmark Funds—Earmark
funds are allocated by the federal
government for a specific project.
4. State Jurisdictional Funds—
Jurisdictional funds are available for a
SDDOT state highway.
5. Surface Transportation Program
(STP)—Public transportation
improvement revenue that is provided
to communities over the population
of 5,000. In the Sioux Falls MPO area,
79
the communities of Sioux Falls and
Brandon currently receive STP funds.
By the end of the plan period, the
communities of Tea and Harrisburg
are projected to also be eligible.
6. Roadway Safety Improvements (RSI)—
Federal and state funds dedicated for
roadway safety projects.
7. State Revolving Fund (SRF) Loan—The
SRF program is a low interest loan
program administered through the state
for water and wastewater utility projects.
8. Bicycle Trail Expansion—Within this
LRTP, any revenue projected to be
budgeted for bicycle trails. Typically
this would be a subset of second penny
sales tax or general revenue.
9. Enhancement Fund—Federal funds that
are eligible to enhance the highway or
other transportation project.
10.Assessments (Special)—Cost recoveries
that are levied against real property
based upon the cost of improvements
made by the City.
11. Platting Fees—In Sioux Falls, a fee
is charged to developers on plats
for development for arterial street
improvements.
12.User Fees—Fees charged for goods and
services to recover the costs associated
with providing those goods and
services.
13.Wheel Tax—In both Minnehaha and
Lincoln Counties, all commercial
motor vehicles registered in the county
have a wheel tax imposed upon each
vehicle at a rate not to exceed $4 per
vehicle wheel and the total vehicle tax
may not exceed $16 per vehicle.
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All other communities have allocated general
revenues or bond funds instead of sales tax
revenue to the street and road projects.
The Sioux Falls Metropolitan Area Transportation
Improvements Program (TIP) represents
a prioritized program of transportation
improvements in the following multimodal areas:
streets and highways, public transportation,
aviation, railroads, bicycles, and pedestrian.
Minnehaha and Lincoln Counties fund their
annual provisional budgets with the following
sources: Wheel Tax, Intergovernmental
Revenue, Charges for Goods and Services, and
Miscellaneous Revenue.
E.Future Trends
Flat gas tax revenues in gas tax revenue have
directed transportation planners to rethink
current trends as well as reshape future trends.
The national highway trust fund is extremely
underfunded and is projected to only maintain
its currently dollar funding level throughout
the plan horizon. With that, expansion projects
will be more difficult to fund in the next 10 to 20
years. Maintenance and preservation will be a
strong priority, especially over the next five years
to bring Sioux Falls metro area streets up to better
conditions. Sioux Falls and the region will continue
to grow, but highway funding has not kept up
with the demand generated by this growth.
F. Operation and Management
SAFETEA-LU is encouraging more efficient use
of the roadway capacity through ITS and other
modes of transportation. Technology, designbuild, public involvement, and creative publicprivate financing could very likely become a high
priority and future trend. For more information
on strategies for operation and management see
Chapter 6.
G.Street Capacity Revenue
Projections
Each community has identified capacity revenue
projections based upon local revenue data and
historical trends. In Sioux Falls, a 3% yearly
increase in local revenue was determined and
similar projections were made by Harrisburg,
Brandon, Hartford, and Tea. Federal funding
has been projected to maintain its current
spending levels with no increases expected over
the entire plan period. Below is a summary of
revenue projections in five-year increments for
all MPO cities and counties and the SDDOT. The
five-year increments coincide with the capacity
street projects identified as a part of Chapter 7
and listed in the Appendix. For each of the fiveyear periods, funding levels provide a basis to
constrain this Long-Range Transportation Plan
for each community, county, and SDDOT in the
Sioux Falls MPO.
SAFETEA-LU’s financial reasonableness
requirement for Long-Range Transportation
Plans (LRTP) was intended to have MPOs give
proper consideration to the needs of the planning
area. At the same time, the intent of SAFETEA-LU
is that the TIP financial constraint be more exact
than the LRTP’s 25-year projection.
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Table 12A: Street Capacity Improvement Dollars Projected
Entity
Sioux Falls*
Brandon
Harrisburg*
Hartford
Tea*
SDDOT*
2011–2015
$143,774,900
4,112,000
4,810,000
10,950,000
10,708,000
52,794,000
Year of Expenditure
2016–2020
2021–2025
$102,316,500
$116,426,700
4,379,000
9,557,000
4,030,000
3,030,000
9,359,855
13,743,565
5,390,000
13,456,000
115,166,595
53,344,700
2026–2030
$144,155,220
4,604,000
8,760,000
NA
14,579,000
78,626,309
2031–2035
$151,316,000
2,203,000
3,080,000
NA
19,968,000
53,373,558
*Includes earmark funds that are identified below.
Table 12B: Earmarks Dollars Projected by Jurisdiction
Entity
Sioux Falls
Brandon
Harrisburg
Hartford
Tea
SDDOT
2011–2015
Year of Expenditure
2016–2020
2021–2025
$750,000
$6,000,000
$7,000,000
$37,900,000
2026–2030
$11,460,000
$1,500,000
$1,750,000
$22,400,000
$58,869,000
2031–2035
$46,000,000
All earmarks are included within Table 12A (Street Capacity Improvement Dollars).
Earmark projections are included in the Appendix.
Earmarks have historically been allocated to the Sioux Falls MPO area. Based upon the historical trend, the Sioux
Falls MPO projects that $200 million will be allocated during the 25-year plan period. To review the earmark
documentation, see the Appendix. In Table 12B, projected earmarks are included for each entity within the MPO
as a part of their financial revenue projections. All earmark dollars are included in each entity’s Street Capacity
Improvement budgets as shown in Table 12A.
Table 12C: Street Maintenance Dollars Projected
Entity
Sioux Falls **
Brandon
Harrisburg
Hartford
Tea
2011-2015
$67,475,000
$2,386,000
$425,000
$697,000
$375,000
Year of Expenditure
2016-2020
2021-2025
$72,133,000
$80,621,000
$4,485,000
$4,201,000
$450,000
$475,000
$769,000
$850,000
$383,000
$390,000
** 1/2 of Sioux Falls maintenance dollars also add capacity
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2026-2030
$90,109,000
$5,450,000
$500,000
$938,000
$398,000
2031-2035
$100,712,000
$7,254,000
$800,000
$1,306,000
$406,000
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H.Street Maintenance Revenue
Projections
The Research Study found that the satisfaction
with the maintenance of streets and roads had
decreased significantly over the past ten years.
With this in mind, the Sioux Falls MPO has
projected maintenance of the streets and roads
for each jurisdiction. The increased emphasis
of maintenance especially in Sioux Falls is an
important policy shift and is reflected in these
projections.
The Street and Utilities divisions of Sioux
Falls Public Works Department maintain the
Sioux Falls city streets and other utilities. The
employees are responsible for street maintenance
tasks including street overlay, crack sealing, curb/
gutter repair, street sweeping, pothole patching,
and winter snow removal. The majority of
revenue comes from a street frontage property
tax and wheel tax. The street frontage property
tax has increased from $0.50 six years ago and
slowly has increased to today at $1.00 per front
foot of property to help keep pace with street
maintenance needs in the city of Sioux Falls.
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In Minnehaha and Lincoln Counties and the
SDDOT, maintenance is completed with highway
crews on staff including snow removal, pothole
patching, mowing, and replacing signs. In all
other communities within the MPO, minor
street maintenance and snow removal is the
responsibility of staff. All other communities
have a street maintenance frontage fee that is
$0.40 per front foot.
Sioux Falls Regional Airport Financing
The Sioux Falls Regional Airport (SFRA) finances
its operation through a combination of user fees
and lease agreements. Capital and infrastructure
improvements are financed through federal
funding with the local match from the SFRA user
fees and lease agreements. All federally financed
infrastructure and capital improvement projects
are included within the MPO’s TIP.
Other Airport Financing
The Lincoln County—Marv Skie Airport is
operated and receives financial support through
Lincoln County.
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Chapter 13—Environment and Livability
A.Environmental Consultation
and Mitigation
Early consultation with the resource agencies
is a goal of the LRTP and an important link
to NEPA and the overall planning process.
This goal includes early agency environmental
coordination that will allow public involvement,
alternative consideration, and environmental
information to help determine how a project may
have to be altered or changed to help create a
more streamlined environmental review process
once it does reach the formal consultation stage.
Also, Long-Range Transportation Plans shall
include a discussion of potential environmental
mitigation activities at the policy level.
An important consideration to the environmental
process is the overall environment planning
factor of the MPO:
• Protect and enhance the environment,
promote energy conservation, improve
quality of life, and consistency between
transportation improvements and state
and local planned growth and economic
development patterns
The environment should not be considered only
as a constraint and as something to mitigate,
but also as an opportunity to enhance and to
improve the quality of life. The City of Sioux
Falls has other plans which take a proactive
approach to the environment including the
Shape Sioux Falls 2035 Comprehensive Plan,
the Greenway Plan, the Parks and Recreation
System Plan, and the Sioux Falls Master Plan
for Stormwater Best Management Practices
(this approach is to address both water quality
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and flood control). The Cities of Harrisburg,
Brandon, Hartford, and Crooks also proactively
approach the environmental issues through their
Comprehensive Plans.
As a part of the SAFETEA-LU policy of including
a discussion of potential environmental
mitigation activities at the policy level, the Sioux
Falls MPO requested environmental consultation
with five state and federal resource agencies.
Letters and emails were sent to each resource
agency including information from the LRTP.
A meeting on July 13, 2010, was held over the
SDDOT teleconference system in Pierre and
Sioux Falls as a follow-up to request information
from each resource agency on general mitigation
plans, inventories, and maps that could be used
to improve early environmental coordination
at the LRTP stage. The letters and email sent to
the agencies and the responses from all resource
agencies are included in the Appendix.
General Mitigation Activities
The Sioux Falls MPO has identified four common
environmental issues for discussion in this 2035
Long-Range Transportation Plan amendment.
The environmental issues include:
• Wetlands and Water Resources
• Threatened and Endangered Species
• Parks and Recreation Land
• Cultural Resources
The following sections provide a brief description
of each of the potential mitigation activities
that the Sioux Falls MPO typically utilizes
when a transportation project may impact an
environmental feature. In addition, state and
federal resource agencies were consulted with in
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regard to the mitigation activities and strategies
for their input and advice.
Wetlands and Water Resources
The US Army Corps of Engineers and South
Dakota Department of Environment and
Natural Resources were consulted in regard to
wetland and water resources. The key applicable
requirements are the Clean Water Act and Rivers
and Harbors Act. The purpose is to improve,
restore, and maintain the water quality of the
state’s lakes, streams, wetlands, and ground
water in partnership with citizens. Project success
depends on watershed based strategies, local
initiative, and commitment. Potential mitigation
activities for wetland and water resources
include:
• Avoidance
• Mitigation sequencing requirements
involving avoidance
• Minimization
Key applicable requirements here are the
Endangered Species Act. The state of South
Dakota has nine (9) endangered or threatened
species as listed below. Only one of the species,
the Topeka Shiner, has known or potential to
occupy streams and is included on the map
inventory.
South Dakota Endangered (E)
or Threatened (T) Species
E Beetle, American burying
E Crane, Whooping
E Curlew, Eskimo
T Eagle, Bald
E Ferret, Black-footed
T Plover, Piping except Great Lakes watershed
E Shiner, Topeka
E Sturgeon, Pallid
E Tern, Least-interior pop.
Potential measures to avoid adverse affects for
threatened and endangered species include:
• Compensation such as preservation,
creation or replacement, restoration, in lieu
fees, riparian buffers
• Avoidance—all feasible and prudent ways
of avoiding an impact must be evaluated
• Watershed assessments
• Minimization
• Water quality reports
• Time of year restrictions
• Total Maximum Daily Loads
• Construction sequencing
• Pollution prevention
• Design exceptions and variances
• Best management practices
• Riparian buffers or even greenbelts (e.g.,
parks, conservation areas)
• Watershed restoration
• Water quality information and education
• Lake and wetlands protection efforts
• Environmental compliance monitoring
Threatened and Endangered Species
The US Fish and Wildlife Service and SD Game
Fish and Parks Department were consulted in
regard to threatened and endangered species.
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• Species research
• Species fact sheets
• Development impacts to habitat (e.g.,
analyze impacts to Topeka Shiner streams)
• Memoranda of Agreements for species
management
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Parks and Recreation Areas
The Federal Highway Administration was
consulted with in regard to Parks and
Recreation areas. Key applicable requirements
are Section 4(f) of the U.S. Department of
Transportation Act. Potential mitigation activities
for parks and recreation include:
Cultural Resources
The SD State Historic Preservation Office was
consulted in regard to cultural resources. The key
applicable requirement here is the Natural Historic
Preservation Act. Potential mitigation activities
include:
• Avoidance
• Avoidance—all feasible and prudent ways
of avoiding an impact must be evaluated
• Minimization
• Minimization
• Preservation in place or excavation for
archeological sites
• Environmental compliance monitoring.
85
• Landscaping for historic properties
• Memorandum of agreement with the
Department of Historic Resources
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• Steep slopes
• All rivers, streams, and lakes
Environment Asset Inventories and Maps
The following environmental resources are
illustrated on Map 16 (see previous page) to
help provide a better determination on how
future transportation projects may impact our
environmental assets.
• Floodplains
• Wetlands
• City, county, and state parks
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• Topeka Shiner protected streams and rivers
This information is provided as a guide to MPO
cities and counties as methods and opportunities
to preserve the environment or to mitigate
projects within the Transportation Plan and
progress through the project development
process. Once a major transportation project
moves to the study phase, a more intensive
project specific environmental assessment will be
completed.
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B.Man-Made Development
Constraints
D.Livability
The following man-made development
constraints are illustrated on Map 17 at left to
help provide a better determination on how
future transportation projects may be impacted
by significant man-made constraints such as:
• Major Gas Lines
• Airport Noise Area
• Major Electrical Transmission lines
• Towers
• Landfills
C.National Environmental Policy
Act (NEPA) Process
The environmental process for all transportation
projects begins with the Long-Range Transportation
Plan. Many of the projects reviewed and
considered for study should be reviewed along
with the environmental asset map and man-made
development constraints map. In the past, many
transportation projects have waited to gain NEPA
clearance at the final engineering stage. In the
future, corridor studies and other transportation
studies will coordinate early with state and
federal agencies to gain comments with regard
to any considered alternatives. The linking of the
National Environmental Planning Act (NEPA)
and Planning will create the best and most
efficient method to construct new transportation
projects. The goal will be to create a flexible
process to allow early agency environmental
coordination with corridor studies that will allow
public involvement, alternatives consideration,
and environmental information collected to
proceed into a more formal environmental
mitigation process.
87
Livability is about tying the quality and
location of transportation facilities to broader
opportunities such as access to good jobs,
affordable housing, quality schools, and safe
streets. This includes addressing safety and
capacity issues on all roads through better
planning and design, maximizing and expanding
new technologies.
Livability Initiative. The Federal Highway
Administration has developed a Livability
Initiative to promote livable communities and
enhance the economic and social well-being
of all Americans by creating and maintaining
a safe, reliable, integrated, and accessible
transportation network. The Livability Initiative
will work to build on innovative ways of doing
business that promote mobility and enhance the
unique characteristics of our neighborhoods,
communities, and regions. The following six
principles guide the initiative:
• Provide more transportation choices (see
multi-mode planning factors in Chapter 4).
• Promote equitable, affordable housing
(see best practices below and accessibility
planning factors in Chapter 4).
• Increase economic competitiveness (see
economy planning factors in Chapter 4).
• Support existing communities (see best
practices below).
• Leverage federal investment (see financing
and budget plan in Chapter 12).
• Value communities and neighborhoods
(see best practices below).
56% of the survey respondents answered that the
concept of sustainability and livability is a top
priority for transportation improvements over the
next 20 years.
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Based upon the desire of the citizens to make
livability and sustainability a more prominent
issue, the Sioux Falls MPO has developed a set of
best practices in conjunction with the livability
policies within Chapter 4. The best practices
should be investigated by all cities and counties
as methods to enhance the livability of the
region. The best practices include conservation,
critical open space, growth management, land
use, and transportation connections and are
described in greater detail below.
E.Conservation
One method that is critical to maintaining the
environment and improving the livability of
the area is to conserve resources. Conservation
then allows government to utilize taxpayer
dollars more wisely by not expanding utility
and road systems and expanding landfills. Also,
the conservation of resources helps provide for
a more attractive and healthier environment
for everyone and puts a high value on existing
communities and neighborhoods. The following
conservation best practices are encouraged for
all MPO entities to incorporate as part of their
governmental ordinances and activities.
1. Cleanliness—Programs to help improve
neighborhood cleanliness such as citywide
cleanup days and code enforcement.
minimizing production of waste.
4. Greening—Increasing urban forests
including incentives for street trees, park
and open space within walking distances
of urban residents, and protect the area’s
ecology and biodiversity with greenway
conservation areas. Strongly encourage
plant diversity in order to not leave
landscape areas vulnerable to disease.
5. Alternative Energy—Encouraging the
use of wind power and solar energy by
providing standards within the zoning
ordinance that allow their use in most, if
not all zoning districts. Also, encourage
the development of renewable fuel
infrastructure and other alternative fuels.
6. Land—Encouraging the conservation of
2. Pollution Prevention—Reducing
greenhouse gas emissions, improve water
quality, reduce risks of release/exposure to
hazardous materials, and improve health
of indoor environments.
3. Resource Conservation—Encouraging
more recycling, reduce energy
consumption, reduce water consumption,
including incentives for adaptive and
native landscaping, reuse of water,
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land consumption by adding incentives to
redevelop within existing city limits, and
to add density options within the zoning
ordinance.
7. Green Transportation Facilities—
Encouraging green building standards
and LEED certification for transportation
facilities including site standards, water
use, energy efficiency, indoor air quality,
and impact on atmosphere and resources.
F. Critical Open Space
G.Growth Management
Growth Management is a method of planning the
timing and location of growth in cost-effective
manner. Transportation relies on connections
most typically with streets and highways. When
development and housing is spread far apart, street
lengths will undoubtedly be longer. The benefits of
growth management include the following:
1. Reducing land costs by ensuring adequate
amounts of land are available for the
projected amount of development needed.
2. Compact development that limits sprawl
and scattered development to lessen the
lengths of roadways.
Open space areas should be preserved in all
MPO communities based upon each city’s
comprehensive plan. In all MPO community
Comprehensive Plans, nature conservation,
greenbelt, and open spaces are identified
for future preservation including on general
locations on the future land use map.
3. Cost-effective or economies of scale
that are provided by higher density
development that allows for development
to occur in existing development areas or
new compact development that minimize
all public utilities and city services.
4. Affordable housing is much more feasible
when utilities and land are less expensive.
Local Growth Management Control Methods
Each entity within the MPO has a comprehensive
plan that manages growth for the jurisdiction. In
Sioux Falls, the Shape Sioux Falls comprehensive
plan manages growth through policies and
specifically identified 2035 growth boundary.
Within that growth area, three tiers of growth
are defined by time periods in which all services
are projected to be available. The comprehensive
plan is then adopted by Lincoln and Minnehaha
Counties to create a consistent growth boundary
to guide the joint planning and zoning process.
Within the other communities and counties within
the Sioux Falls MPO area, the communities and
counties also work together to clearly delineate
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their growth boundaries so that they are
consistent through the future land use map.
Density and Lot Orientation
Within the Sioux Falls MPO, suburban-style
development has practically been the only
style constructed over the past 60 years. MPO
community zoning ordinances have all required
suburban style development including large
setbacks and yards to provide private open space.
However, this style of development tends to also
create automobile dominant modes with the need
for longer streets, front-entry garages, and front
orientation parking lots.
In the future, MPO communities should
investigate landscape and setback requirements
to encourage small setbacks and tight urban
patterns in appropriate neighborhood contexts, or
in projects designed for a small pedestrian scale.
Also, the setbacks and yards should be consistent
with the many varieties of housing types that
are needed to provide the appropriate types of
housing for the region.
H.Land Use and Transportation
Connection
However, the single-use zoning method still
requires residential areas to be segregated far
from many employment areas. This type of land
use and transportation connection causes people
to use their cars to travel between employment,
shopping, and residential areas because of the
long distances. The Sioux Falls MPO cities are
encouraged to incorporate these other options into
their comprehensive plans and zoning ordinances.
• Encourage Mixed-Use Development
• Mixed-use areas allow multi-use buildings
based upon the form rather than the
use. A mixed-use area will emphasize
pedestrian orientation and minimize
auto-oriented uses or uses geared
towards the automobile. The advantage
for the community is a diverse urban
environment which functions as a whole
and not as individual parts—with the
neighborhood’s inhabitants living and
working in close proximity. Mixeduse planned developments differ from
conventional employment centers in that
they are favorable to pedestrians and
public transit (vs. automobiles) and have
integrated land uses (residential uses are
encouraged) and public spaces.
The Sioux Falls MPO cities and counties all
have future land use maps that help guide
future development. The land use categories
identify residential and employment land uses.
Employment centers are typically based upon
the future traffic demand and access needs for
each future street intersection. This land use
and transportation connection has successfully
guided single-family development away from
heavy traffic corridors. The method has also
reduced the strip commercial development that
leads to unsafe, congested, and automobiledominated corridors.
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use areas, streets should also provide for
an attractive and inviting environment
for pedestrians including methods to
limit street speeds such as reduced
street widths, on-street parking, and
use of traffic calming devices such as
roundabouts and curb extensions.
• Streetscape and Pedestrian-Friendly
Design
• Encourage streets to be distinguished
by distinctive streetscape elements
such as street trees, native and adaptive
landscaping, thematic lighting, graphics,
and banners. In residential and mixed-
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Chapter 14—Public Involvement and Social Equity
As a part of the Long-Range Transportation
Market Research Study, the public was asked
about their views of public involvement. In
addition, a survey of transit riders was included
which also typically are underserved citizens.
The transit riders were interviewed face-to-face
on transit buses.
A.Public Involvement
• 69% of residents responded that TV
news was the best way to keep people
informed followed by local newspaper
(62%), a website (33%), radio announcement
(31%), access channel or cable TV (30%),
newsletters (22%), and website (24%); and
• 29% of residents believe that local
governments in the Sioux Falls area
do a good job of involving residents in
the process of planning transportation
improvements (28% do not; 42% don’t
know).
Although only 30% of residents believe that the
Sioux Falls metro area is doing a good job of
involving residents, the 30% is actually fairly
high in comparison to other communities around
the country. Additional efforts, as always, are
warranted with public involvement. During the
next five years, the public involvement plan, last
updated in 2007, should be updated to determine
new or additional ways to involve the public.
B.Underserved Populations
As a part of the Market Research Study, the Sioux
Falls MPO surveyed underserved citizens to
determine how their views compared with the
DTP/J12515.indd
general population and to ensure that the needs
of low income persons and persons without cars
were adequately represented in the research
study. It was determined that transit riders were
the best group to represent the underrepresented
population.
• 261 persons completed the survey—by
face-to-face interview;
• 56% of the transit survey respondents had
an annual income of under $15,000;
• 61% (81% in 2005) of the transit survey
respondents did not have a vehicle;
• 41% of transit riders believe that local
governments in the Sioux Falls area
do a good job of involving residents in
the process of planning transportation
improvements (23% do not think Sioux
Falls does a good job of involving
residents; 36% don’t know);
• 71% of the transit survey respondents
rated the Sioux Falls area transportation
system as good or excellent (compared
with 41% of all residents);
• 38% of transit survey respondents believed
that lack of public transportation and
bus service to be a current or emerging
problem (compared with 27% of all
residents);
pedestrian safety to be a current or
emerging problem (compared with 37% of
residents); and
that the lack of bicycle lanes or routes on
streets is a current or emerging problem
(compared with 48% of all residents).
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The underserved survey differs from the
residents survey in that the underserved
citizens have a much higher priority for transit,
bicycle, and pedestrian services. Interestingly,
underserved citizens ranked the overall
Sioux Falls transportation system higher than
all residents. This fact is likely due to the
underserved residents’ good ratings of the
transit system which they rely heavily for their
transportation services.
participation process. The process is detailed in
the Public Participation Plan for the Sioux Falls
MPO—adopted in November of 2007. The mission
of the public participation plan is:
Title VI of the Civil Rights Act prohibits
discrimination on the basis of race, color, and
national origin in programs and activities
receiving federal financial assistance. As a part of
this LRTP, effort is made to ensure that decisions
are made that avoid or mitigate adverse and
disproportionate effects on minority populations
and low-income populations. Below is an
Environmental Justice Analysis Map (see Map
18) which is included to depict the areas of the
Sioux Falls MPO that have high percentages of
minority and low-incomes. Also, included are
the Transit routes and past and future Sioux Falls
Neighborhood Revitalization Projects.
To ensure that there is equal opportunity to
involve people in the decision-making process,
the Participation Plan challenges staff to go
beyond the minimum. The Public Participation
Plan goes on to detail this by saying:
The map indicates that transit routes are
providing access to most areas with a high
percentage of minority or low-incomes residents.
A few of the areas indicated as high percentage
have very few people living in the areas. Also,
the neighborhood revitalization projects have
positively impacted many of the high percentage
areas. The major study projects impact few of the
high percentage neighborhoods. Overall, the map
seems to show a very favorable and balanced
level of impact to the neighborhoods with high
percentages of minority or low-income residents.
Public Participation and Transportation
As discussed in Chapter 5, the Sioux Falls MPO
has a very comprehensive and dynamic public
93
“The Metropolitan Planning Organization’s
public participation process will focus the type
of participation on the decisions to be made
and ensure the public has the opportunity to be
included in the decision-making process.”
“The benefits of such a public participation process
are far-reaching. When well planned transportation
decisions are made with public participation, it
generally reduces the likelihood that individual
transportation plans and projects will falter. The
process reduces time and expenses. The decision
makers and public build trust and better working
relationships, and in the end, there is a broadbased ongoing support for the local transportation
planning process.”
DIRECTION 2035
20352035203520352035203520352035203520352035203520352035203520352035203520352035203520352035203520352035
Chapter 15—Conclusion
Through further planning and detailed
studies, proposed project improvements will be
coordinated and implemented in subsequent
Unified Planning Work Programs (UPWP),
Transportation Improvement Programs (TIP),
State-wide Transportation Improvement
Programs (STIP), and Capital Improvement
Programs (CIP). Each one of these documents has
its own public participation opportunities and
approval process.
DTP/J12515.indd
The public participation process of the LongRange Transportation Plan (LRTP) was most
shaped by the Market Research Study. However,
the LRTP also included participation by the
public in two open houses and two public
hearings at the Technical Advisory Committee
of the MPO. The public was notified of these
opportunities through press releases, targeted
email, meetings, news stories, and word-ofmouth.
94
LRTP Appendix
A. Capacity Project Listings
(including Street and Highway Capacity Project Map)
B. Budget Analysis
C. Major Street Plan
D. Environmental Consultation
E. Public Participation Plan
1
Appendix A. Street and Highway Capacity Projects
On the following page is a map illustrating all projects listed by 5-year increments. The pages following the
map are listings of all projects by jurisdiction. Illustrative projects are identified as needed but not constrained.
For Sioux Falls Projects the Tiers apply to the following 5-year increments:
2011-2015
2016-2020
2021-2025
2026-2030
2031-2035
2
3
Sioux Falls Street and Highway Capacity Projects
Street
Segment
RAIL YARD RELOCATION
57th Street
Ellis Road to Marion Road
41st Street
Sertoma to Tea-Ellis
41st Street
Harmodon park to SD 100
49th Street
Minnesota to Western
57th Street
Sycamore to SD 100
69th Street
1/4 mile east of Cliff to 1/4 mile east of SE Ave
85th Street
Sundowner to Louise
Benson Road
I-229 to Sycamore
Benson Road
Career to Marion
Cleveland
Rice Street to 10th Street
Cliff Avenue
Cliff Avenue
Cliff Avenue
Ellis Road
Louise Avenue
85th Street to 93rd Street
Madison Street
Louise Avenue to Kiwanis Avenue
Maple Street
Career to Valley View
Marion Road
Solberg Avenue
Southeastern Avenue 18th to 26th Street
Sundowner Avenue
Sycamore Avenue
60th Street North to Benson Road
Tallgrass Avenue
Westparkway
Bike Trails
Western Avenue
Street
Six-Mile Road
Tallgrass Avenue
26th Street
41st Street
41st Street
Madison Street
Marion Road
Six-Mile Road
57th Street
60th Street North
Segment
Assam School to Arrowhead Pkwy
85th Street to SD 100
Ellis Road to Sertoma Avenue
Tea-Ellis Road to 468th Avenue
Southeastern Avenue to Harmodon Park
Kiwanis Avenue to West
Madison to 60th Street North
Madison to Assam School
SD 100 to Six-Mile Rd
Westport to 4th Avenue
4
* includes new bicycle trails
Lanes
Tier
2011-2016
4 lanes 2011-2016
4 lanes 2011-2016
4 lanes 2011-2016
4 lanes 2011-2016
4 lanes 2011-2016
4 lanes 2011-2016
4 lanes 2011-2016
4 lanes 2011-2016
2 lanes 2011-2016
4 lanes 2011-2016
4 lanes 2011-2016
4 lanes 2011-2016
4 lanes 2011-2016
4 lanes 2011-2016
4 lanes 2011-2016
4 lanes 2011-2016
4 lanes 2011-2016
4 lanes 2011-2016
4 lanes 2011-2016
4 lanes 2011-2016
4 lanes 2011-2016
2 lanes 2011-2016
2 lanes 2011-2016
2 lanes 2011-2016
2011-2016
4 lanes 2011-2016
2011-16 Total
Factype Tier
4 lanes 2016-2020
4 lanes 2016-2020
4 lanes 2016-2020
4 lanes 2016-2020
4 lanes 2016-2020
4 lanes 2016-2020
4 lanes 2016-2020
4 lanes 2016-2020
4 lanes 2016-2020
4 lanes 2016-2020
2015 cost
$ 35,000,000
$
1,500,000
$
5,000,000
$
1,250,000
$
6,250,000
$
5,000,000
$
5,000,000
$ 10,000,000
$
5,000,000
$
1,250,000
$
6,250,000
$
2,500,000
$
3,750,000
$
5,000,000
$ 10,000,000
$
2,500,000
$
2,500,000
$
5,000,000
$ 10,000,000
$
2,500,000
$
2,500,000
$
2,500,000
$
2,500,000
$
5,000,000
$
1,000,000
$
1,000,000
$
2,750,000
$ 142,500,000
2018 cost
$
5,306,040
$
2,653,020
$
5,306,040
$
5,306,040
$
9,285,570
$
2,653,020
$ 15,918,120
$
2,653,020
$
5,306,040
$ 10,612,080
Sioux Falls – continued
60th Street North
60th Street North
69th Street
69th Street
69th Street
85th Street
Westparkway
Bike Trails
85th Street
4th Avenue to Cliff
Cliff to I-229
Sundowner to Tea-Ellis Road
Old Yankton Trl to Minnesota Ave.
Southeastern to SD 100
Tea-Ellis to Sundowner
4 lanes
4 lanes
4 lanes
4 lanes
4 lanes
4 lanes
2 lanes
Minnesota to Cliff
4 lanes
Street
69th Street
26th Street
41st Street
Benson Road
Benson Road
Cliff Avenue
Ebenezeer
Ellis Road
Kiwanis Avenue
LaMesa Road
LaMesa Road
Louise Avenue
Madison Street
Madison Street
Maple Street
Riverview Avenue
Sertoma Avenue
Six-Mile Road
Southeastern Avenue
Tea-Ellis Road
Bike Trails
Westparkway
Segment
SD 100 to SD 42
Six-Mile Road to Riverview Avenue
Marion to LaMesa
I-29 to Westport
72nd Street North to Dike Place
26th Street to 18th Street (Skunk Creek crossing)
Maple Street to Madison
Madison to 12th Street (inc connect to Sertoma)
Valley View to Tea-Ellis
Dubuque Ave. to Six-Mile Road
Valley View to LaMesa
Arrowhead Pkwy to 41st Street
Arrowhead Pkwy to 57th Street
12th Street to Madison
Factype
4 lanes
4 lanes
2 lanes
2 lanes
4 lanes
4 lanes
4 lanes
4 lanes
4 lanes
2 lanes
2 lanes
4 lanes
2 lanes
4 lanes
4 lanes
2 lanes
4 lanes
4 lanes
4 lanes
4 lanes
2 lanes
Street
Southeastern Avenue
Westport Avenue
57th Street
26th Street
Segment
Benson Road to 60th Street North
Six-Mile Road to Iowa
468th Avenue to Sertoma
Factype
4 lanes
4 lanes
4 lanes
4 lanes
5
2016-2020
2016-2020
2016-2020
2016-2020
2016-2020
2016-2020
2016-2020
2016-2020
2016-2020
2016-20 Total
Tier
2021-2025
2021-2025
2021-2025
2021-2025
2021-2025
2021-2025
2021-2025
2021-2025
2021-2025
2021-2025
2021-2025
2021-2025
2021-2025
2021-2025
2021-2025
2021-2025
2021-2025
2021-2025
2021-2025
2021-2025
2021-2025
2021-2025
2021-25 Total
Tier
2026-30
2026-30
2026-30
2026-30
$
2,653,020
$
5,306,040
$
2,653,020
$
7,959,060
$
7,959,060
$
2,653,020
$
2,122,416
$
1,061,208
$
2,653,020
$ 100,018,854
2023 cost
$
8,787,445
$
8,787,445
$
4,393,723
$
2,929,148
$
5,858,297
$
4,393,723
$
5,858,297
$
5,858,297
$
2,929,148
$
4,100,808
$
2,929,148
$
1,464,574
$
4,393,723
$
8,787,445
$
2,929,148
$
2,196,861
$ 11,716,594
$ 14,645,742
$
3,690,727
$
5,858,297
$
1,171,659
$
2,343,319
$ 116,023,570
2028 cost
$
323,402
$
6,468,033
$ 19,404,099
$
6,468,033
Sioux Falls – continued
468th Avenue
57th Street
60th Street North
60th Street North
69th Street
72nd Street North
85th Street
Benson Road
Cliff Avenue
Benson Road
LaMesa Road
Bike Trails
Maple Street
Maple Street
Six-Mile Road
SD 42 to 41st Street
468th Avenue to Ellis Road
LaMesa to Marion
I-229 to EROS Road
Cliff Avenue to 476th Avenue (ext of I-229)
Louise to Minnesota
LeMesa to Ellis Road
85th Street to County 106
Sycamore to Rice
72nd Street North to Maple Street
2 lanes
2 lanes
4 lanes
4 lanes
4 lanes
2 lanes
4 lanes
2 lanes
4 lanes
4 lanes
2 lanes
Rice to Maple
LaMesa to Tea-Ellis
4 lanes
4 lanes
4 lanes
Street
72nd Street North
Rice Street
Maple Street
Marion Road
Rice Street
Six-Mile Road
Solberg Avenue
Southeastern Avenue
Sundowner Avenue
Western Avenue
85th Street
Benson Road
Six-Mile Road
Bike Trails
Tallgrass Avenue
69th Street
85th Street
85th Street
Southeastern Avenue
Segment
LaMesa to Sertoma
Russell to Cliff
North growth area to 72nd Street North
Cleveland to Maple
85th Street to County 106
69th to 57th Street
Cliff to Six-Mile
Rice to Holly
Holly to Madison Street
Factype
2 lanes
4 lanes
4 lanes
2 lanes
4 lanes
2 lanes
4 lanes
2 lanes
4 lanes
4 lanes
4 lanes
Sundowner to Tea-Ellis Road
Tea-Ellis to Sundowner
Minnesota to Cliff
4 lanes
4 lanes
4 lanes
4 lanes
4 lanes
4 lanes
2026-30
2026-30
2026-30
2026-30
2026-30
2026-30
2026-30
2026-30
2026-30
2021-2025
2026-30
2026-30
2026-30
2026-30
2026-30
2026-30 Total
Tier
2031-2035
2031-2035
2031-2035
2031-2035
2031-2035
2031-2035
2031-2035
2031-2035
2031-2035
2031-2035
2031-2035
2031-2035
2031-2035
2031-2035
2031-2035
2031-2035
2031-2035
2031-2035
2031-35 Total
* A 2% yearly inflation rate was considered for all projects and the middle year for each 5 year
tier was determined to be the year to constrain to revenue projections
Illustrrative Projects
Ellis Road
Kiwanis Avenue
60th Street North to I-90
4 lanes
4 lanes
6
2026-30
2026-30
$
6,468,033
$
3,234,017
$
6,468,033
$ 12,936,066
$
8,085,041
$
3,234,017
$
7,761,640
$
3,234,017
$
6,468,033
$ 18,000,000
$
9,702,050
$
1,293,607
$ 12,936,066
$
6,468,033
$
4,851,025
$ 143,803,245
2033 cost
$
4,284,739
$ 39,990,895
$
5,355,923
$
3,570,616
$
5,355,923
$
3,570,616
$
3,570,616
$
3,570,616
$
5,355,923
$
7,141,231
$ 14,282,462
$ 14,500,000
$ 17,853,078
$
1,428,246
$
4,284,739
$
4,239,485
$
4,239,485
$
4,239,485
$
4,284,739
$ 151,118,818
SDDOT Capacity Street and Highway Projects
Street
Segment
Solberg Ave. Overpass 59th Street to 69th Street
SD 11 (SD 100)
Cliff Avenue Interchage I-90 and Cliff Ave
I29/I229 Improvements 85th Street to 57th
SD 115
Lincoln Co Hwy 110 to 85th St
Tier
2015 Costs
2011-15
$
6,560,000
2011-15
$
7,623,000
2011-15
$
6,711,000
2011-15
$ 24,172,000
2011-15
$
7,728,000
2011-15 Total $ 52,794,000
Street
Segment
Type
Tier
2018 Costs
I29/41st St. Interchange Interchange Improvements
Interchange
2016-20
$
4,020,000
I-229 and 26th Street Interchange Improvements
Interchange
2016-20
$
8,600,000
SD 100
Madison to Maple
4 lanes
2016-20
$
7,116,461
SD 100
Maple to Rice
4 lanes
2016-20
$ 14,818,709
SD 100
Rice Street to I-90
4 lanes
2016-20
$ 42,484,369
SD 100
I-29 to Louise
4 lanes
2016-20
$ 16,252,401
I-29 and 85th Street
Interchange Improvements
Interchange
2016-20
$ 15,000,000
69th Street Overpass
Tallgrass to Sundowner Ave
4 lanes
2016-20
$
6,874,655
2016-20 Total $ 115,166,595
Street
Segment
Type
Tier
2023 Costs
SD 42
Gordon Dr. to 1.8 E of SD 11
4 lanes
2021-25
$ 18,282,491
I229/Minnesota Ave
Interchange Improvements
Interchange
2021-25
$ 12,680,000
SD 100
Louise to Minnesota Avenue
4 lanes
2021-25
$ 22,382,209
2021-25 Total $ 53,344,700
Street
Segment
Type
Tier
2028 Costs
SD 100
Minnesota to Cliff
4 lanes
2026-30
$ 27,386,946
at I-229
4 lanes
2026-30
$
2,638,577
SD 100
Cliff to Sycamore
4 lanes
2026-30
$ 29,280,786
I-29 and Co 110
Exit 71 for Harrisburg
Interchange
2026-30
$
4,760,000
SD 11/I90 interchange at Brandon and I-90
Interchange
2026-30
$ 14,560,000
2026-30 Total $ 78,626,309
Street
Segment
Type
Tier
2033 Costs
SD 100
Sycamore to 69th Street
4 lanes
2031-35
$ 46,000,000
SD 115
67th St N to Renner Road
4 lanes
2031-35
$
7,373,558
2031-35 Total $ 53,373,558
Projects in blue are fiscally constrained by earmarks and will move forward if SDDOT secures and
earmark which does not affect the normal federal allocation.
Illustrrative Projects
SD 38
I-90 to Western Avenue (Hartford) 4 lane facty illustrative
SD 42
26th Street to SD Hwy 11
4 lane facty illustrative
SD 11 North
SD 42 to Aspen Blvd (Brandon)
SD 11 South
69th Street to Lincoln Co. 110
60th Street North
1/2 Diamond Interchange
Interchange illustrative
I-29/I-229
System Interchange Reconstruction
illustrative
I-29/I-90
System Interchange Reconstruction
illustrative
I-229 Auxillary Lanes
illustrative
7
Type
4 lanes
4 lanes
Interchange
Interchange
4 lanes
Hartford Capacity Street and Bike Trail Projects
Street
Segment
Main Avenue
South Street to Mickelson Road
Vandemark Avenue
SD 38 to the North
Ninth Street
Vandemark west to Mundt
Mickelson Road
SD 38 to Western Avenue
Safe Route to School
Bike Path
Lanes
2 lanes
2 lanes
2 lanes
2 lanes
bike/ped trail
bike trail
Street
Menth
Ninth Street
Mundt
Mickelson Road
Western Avenue
Bike Path
Segment
Western to Main
Vandemark east to Colton Road
4th to SD Highway 38
Western to 1/2 mile west
SD Highway 38 to I-90
Lanes
2 lanes
2 lanes
2 lanes
2 lanes
2 lanes
bike trail
Street
Railroad Street - truck rt.
Railroad Street - truck rt.
Gravel to Paved streets
Other section line streets
Bike Path
Segment
Main to Feyder
Feyder to SD Highway 38
all city streets now gravel
in Growth area
Lanes
2 lanes
2 lanes
2 lanes
2 lanes
bike trail
Street
Other section line streets
Bike Path
Segment
in Growth area
Lanes
2 lanes
bike trail
8
Tier
2011-15
2011-15
2011-15
2011-15
2011-15
2011-15
2011-15 total
Tier
2016-20
2016-20
2016-20
2016-20
2016-20
2016-20
2016-20 total
Tier
2021-25
2021-25
2021-25
2021-25
2021-25
2021-25 total
Tier
2026-30
2026-30
2026-30 Total
2015 cost
$
530,000
$
1,450,000
$
660,000
$
3,950,000
$
280,000
$
430,000
$ 7,300,000
2018 Cost
$
880,000
$
1,600,000
$
1,540,000
$
2,180,000
$
4,800,000
$
930,000
$ 11,930,000
2023 Costs
$
810,000
$
2,410,000
$
2,090,000
$
2,410,000
$
1,030,000
$ 8,750,000
2028 Costs
$
4,430,000
$
570,000
$ 5,000,000
Tea Capacity Street and Bike Trail Projects
Street
Segment
Lincoln Co 106
I29 to Lincoln Co. 111
1st Street
Lincoln Co. 111 to Sundowner
468th Ave
1st Street to 271st Street
Bike Trail
Devon to Main
Lanes
4 lanes
2 lanes
2 lanes
Bike Trail
Street
Main
271st Street
Bike Trail
271st St. Bike Trail
Segment
271st Street to Quinton Street
Lincoln Co. 111 to Cole
Main Street Extension to Quinton
Nine Mile Creek to Main Street
Lanes
4 lanes
2 lanes
Bike Trail
Bike Trail
Street
Sundowner Ave
Brian Street
Lincoln Co. 111
Berlin Ave
Nine Mile Creek Trl
Bike Trail
Segment
Lincoln Co. 106 to 85th Street
Lincoln Co. Hwy 111 to Berlin
1st Street to Lincoln Co. Hwy 111
Brian St. to Lincoln Co. Hwy 106
Lanes
4 lanes
2 lanes
2 lanes
2 lanes
Bike Trail
Bike Trail
Street
Lincoln Co. Hwy 111
Quinton Street
9th Street
Main
468th Ave
Quinton St Bike Trail
469th St. Bike Trail
Segment
Lincoln Co. 106 to 85th Street
469th Street to Main Street
271st St. to 85th Street
Lanes
4 lanes
2 lanes
2 lanes
2 lanes
2 lanes
Bike Trail
Bike Trail
Street
Main
Brian Street
9th Street
85th Street
468th Avenue
Nine Mile Creek Trail
9th St. Bike Trail
Segment
Quinton to 85th Street
Berlin to Sundowner
Sundowner Ave. to 469th Ave.
1st Street to 271st Street
Lincoln Co. Hwy 106 to 85th Street
Lanes
4 lanes
2 lanes
2 lanes
2 lanes
2 lanes
Bike Trail
Bike Trail
Tier
2011-15
2011-15
2011-15
2011-15
2011-15 total
Tier
2016-20
2016-20
2016-20
2016-20
2016-20 total
Tier
2021-25
2021-25
2021-25
2021-25
2021-25
2021-25
2021-25 total
Tier
2026-30
2026-30
2026-30
2026-30
2026-30
2026-30
2026-30
2026-30 Total
Tier
2031-35
2031-35
2031-35
2031-35
2031-35
2031-35
2031-35
2031-35 Total
2015 cost
$
6,000,000
$
3,054,610
$
1,600,000
$
52,410
$ 10,707,020
2015 cost
$
2,900,000
$
2,200,000
$
116,000
$
174,000
$ 5,390,000
2015 cost
$
6,800,000
$
1,600,000
$
1,600,000
$
3,200,000
$
128,000
$
128,000
$ 6,656,000
2015 cost
$
7,070,000
$
2,800,000
$
1,800,000
$
900,000
$
1,500,000
$
226,000
$
283,000
$ 14,579,000
2015 cost
$
3,900,000
$
1,950,000
$
1,950,000
$
1,950,000
$
3,900,000
$
312,000
$
156,000
$ 14,118,000
* A 2% yearly inflation rate was considered for all projects and the middle year for each 5 year tier
was determined to be the year to constrain to revenue projections
9
Harrisburg Capacity Street Projects
Street
Segment
Cliff Avenue
Willow Street to 272nd Street
Willow W.
Cliff Avenue to Minnesota Ave.
272nd Street
Cliff Avenue East .3 miles
Lanes
4 lanes
4 lanes
2 lanes
Street
Willow E.
272nd Street
Segment
Lanes
Cliff Avenue to Southeastern Ave. 2 lanes
Cliff Avenue to Minnesota Ave.
2 lanes
Street
Cliff Avenue
Segment
272nd St. Lincoln Co 106
Lanes
2 lanes
Street
Willow Street
272nd Street
Southeastern Avenue
Segment
Minnesota Ave. west .5 miles
.3 miles E of Cliff to Southeastern
272nd Street to 274th Street
Lanes
4 lanes
2 lanes
2 lanes
Street
272nd Street
Segment
Lanes
.3 miles E of Cliff to Southeastern 2 lanes
Tier
2011-2015
2011-2015
2011-2015
11-15 total
Tier
2016-2020
2016-2020
16-20 total
Tier
2021-2025
21-25 total
Tier
2026-2030
2026-2030
2026-2030
26-30 Total
Tier
2031-2035
31-35 total
2015 cost
$
1,803,890
$
1,807,300
$296,835
$ 3,908,025
2015 cost
$
2,115,115
$
1,323,751
$ 3,438,866
2015 cost
$
2,105,554
$ 2,105,554
2015 cost
$
1,164,556
$
1,154,951
$
5,322,635
$ 7,642,143
2015 cost
$
1,713,895
$ 1,713,895
Four-lane Urban
1 Cliff Avenue - from Willow Street to 274th Str illustrative
2 Willow Street - from SE Aveue to Sycamore illustrative
3 County Hwy 106 - from Southeastern Avenue illustrative
$
$
$
1,810,028
1,728,870
5,401,440
Cliff Avenue - from 274th Street to 275th Stre illustrative
Southeasern Avenue - from 274th Street to 27illustrative
Southeasern Avenue - from 272nbd Street to Cillustrative
477th Avenue (Sycamore) - from Willow Streeillustrative
274th Street - from Minnesota Avenue to 477 illustrative
275th Street - from Minnesota Avenue to 477 illustrative
$
$
$
$
$
$
1,215,060
1,217,370
1,220,835
2,434,740
3,638,250
3,607,065
Two-lane Urban
4
5
6
7
8
9
* A 2% yearly inflation rate was considered for all projects and the middle year for each 5 year
tier was determined to be the year to constrain to revenue projections
10
Brandon Capacity Street and Highway Projects
Street
Segment
Aspen
Sioux to Splitrock
Holly/Sandstone
New Intersection
Lanes
2 lanes
Tier
2011-15
2011-15
Tier 1 total
Tier
2016-20
2016-20
Tier 2A total
Tier
2021-25
2021-25
2021-25
2021-25
Tier 2B total
Tier
2026-30
2026-30
2026-30
Tier 3A Total
Tier
2031-35
Tier 3B Total
Street
New Collector
Holly
Segment
Lanes
Aspen north to Holly
2 lanes
Sioux to Sandstone pt 1 (.375 miles) 4 lanes
Street
Holly
Redwood
Chestnut
Holly
Segment
Chestnut east 1/2 mile
Splitrock bridge to Chestnut
1/4 mile S of Holly to Redwood
Sioux to Sandstone pt 2 (.375 miles)
Lanes
2 lanes
2 lanes
2 lanes
4 lanes
Street
Holly
Aspen Blvd
Holly
Segment
Bear Valley Road to 1/2 mile West
McHardy Road to .3 miles east
Heritage to .2 miles west
Lanes
2 lanes
2 lanes
4 lanes
Street
Aspen Blvd
Segment
Chestnut to .45 miles west
Lanes
2 lanes
Aspen Blvd
Aspen Blvd
Redwood
Redwood
Maple Street
Six-Mile Interchange
Chestnut to 1/2 mile east
Bear Valley Road to 1/2 mle west
Chestnut to Bear Valley Road
Sioux Blvd to W. Growth Area Bdry
Sioux Blvd to Six Mile Road
Holly to I-90
2 lanes 2036+
2 lanes 2036+
2 lanes 2036+
2 lanes illustrative
4 lanes illustrative
interchang2036+
11
2015 cost
$
1,000,000
$
1,000,000
$ 2,000,000
2018 cost
$
1,656,000
$
2,153,000
$ 3,809,000
2023 cost
$
1,828,000
$
2,282,835
$
1,319,000
$
2,331,000
$ 7,760,835
2028 cost
$
2,100,000
$
1,285,000
$
1,345,000
$ 4,730,000
2032 cost
$
2,128,000
$ 2,128,000
$
2,412,000
$
2,412,000
$
2,412,000
TBD
TBD
TBD
Appendix B – Budget Analysis
Sioux Falls
FUNDING SOURCES
Capital Improvements Progam: City of Sioux
Falls Funding Sources
Sales Tax (Second Penny:Eng)
Sales Tax (Second Penny:Streets)
State Funds (jurisdictional)
Surface Transportation Program (STP)
Roadway Safety Improvements (RSI)
State Revolving Fund Loan
Enhancement Funds (Bike Trail)
User Fees (sanitary and water)
Special Assessments
Platting Fees
Total
subtract earmark funds
Total Funds
% of related to capacity projects
$ related to capacity projects
add earmark funds back in
Total Capacity Projects Revenue Estimated
2011-2015
Funding Levels
$
56,000,000
$
44,000,000
$
20,000,000
$
15,000,000
$
2,400,000
$
750,000
$
1,000,000
$
9,300,000
$
1,500,000
$
5,000,000
$ 154,950,000
$
$
$
$
2016-2020
2021-2025
2026-2030
2031-2035
Funding Levels Funding Levels Funding Levels Funding Levels Type of Funds Facility Use
$ 61,200,000 $ 71,000,000 $ 82,250,000 $ 95,300,000 Local
Transportation
$ 48,100,000 $ 55,700,000 $ 64,600,000 $ 74,900,000 Local
Transportation
Federal
Transportation
$ 15,000,000 $ 15,000,000 $ 15,000,000 $ 15,000,000 Federal
Transportation
$ 2,400,000 $ 2,400,000 $ 2,400,000 $ 2,400,000 Federal
Transportation
$
750,000 $
750,000 $
750,000 $
750,000 Federal
Utility
$ 1,000,000 $ 1,000,000 $ 1,000,000 $ 1,000,000 Federal
Trail
$ 10,160,000 $ 11,800,000 $ 13,660,000 $ 15,400,000 Local
Utility
$ 1,640,000 $ 1,900,000 $ 2,200,000 $ 2,500,000 Local
Transportation
$ 5,500,000 $ 6,300,000 $ 7,300,000 $ 8,300,000 Local
Transportation
$ 145,750,000 $ 165,850,000 $ 189,160,000 $ 215,550,000
154,950,000 $ 145,750,000 $ 165,850,000
70.2%
70.2%
70.2%
108,774,900 $ 102,316,500 $ 116,426,700
35,000,000
143,774,900 $ 102,316,500 $ 116,426,700
$ 189,160,000 $ 215,550,000
70.2%
70.2%
$ 132,790,320 $ 151,316,100
$ 11,400,000
$ 144,190,320 $ 151,316,100
* RSI funding is based upon the latest STIP budgeted dollar figure.
Harrisburg
FUNDING SOURCES
Capital Improvements Progam: City of
Harrisburg, SD Funding Sources
Speical Earmark
Enhancement Funds
Annual Street Assessment
Storm Water Assessment
Special Assessments
Total
2011-2015
Funding Levels
$
750,000
$
$
$
$
60,000
$
$
425,000
$
785,000
$ 3,050,000
$ 5,070,000
2016-2020
Funding Levels
$
$
$
$ 1,000,000
$
30,000
$
$
450,000
$
800,000
$ 2,000,000
$ 4,280,000
2021-2025
Funding Levels
$ 1,500,000
$
$
$
$
30,000
$
200,000
$
475,000
$
825,000
$
$ 3,030,000
12
2026-2030
Funding Levels
$ 1,750,000
$
650,000
$
150,000
$ 1,800,000
$
60,000
$
400,000
$
500,000
$
850,000
$ 2,600,000
$ 8,760,000
2031-2035
Funding Levels
$
$
850,000
$
200,000
$
$
30,000
$
600,000
$
525,000
$
875,000
$
$ 3,080,000
Type
Federal
Federal
Federal
Federal
Federal
Local
Local
Local
Local
Facility Use
Transportation
Transportation
Utility
Trail
Utility
Transportation
Transportation
Transportation
Tea
FUNDING SOURCES
Capital Improvements Progam: City of Tea
Funding Sources
Sales Tax (Second Penny:Eng)
Sales Tax (Second Penny:Streets)
Special Earmark Funds
State Funds (jurisdictional)
City of Sioux Falls cost share on 85th St.
Safe Routes to School
Special Assessments
Platting Fees
Total
2011-2015
2016-2020
2021-2025
2026-2030
Funding Levels
Funding Levels Funding Levels Funding Levels
$
1,000,000 $ 1,900,000 $ 1,056,000 $ 2,779,000
$
1,000,000 $ 1,090,000 $ 1,000,000
$
6,000,000
$
$
$
755,000 $
53,000
1,000,000 $
$
1,900,000 $
1,400,000 $
$
10,708,000
$
5,390,000
$
2031-2035
Funding Levels Type of Fund Facility Use
$ 5,000,000 Local
Transportation
$ 1,968,000 Local
Transportation
$
- Federal
Transportation
Federal
Transportation
$ 3,900,000
800,000 $
800,000 $ 1,500,000 Federal
Transportation
Federal
Transportation
1,000,000
Federal
Utility
Federal
Trail
Local
Utility
9,600,000 $ 11,000,000 $ 7,600,000 Local
Transportation
Local
Transportation
13,456,000 $ 14,579,000 $ 19,968,000
Hartford
Capital Improvements Progam: City
of Hartford Funding Sources
Sales Tax
State Grants
State Grants
Bicycle Trail Expansion
SRTS Grant
Enhancement Funds
Special Assessments
Developer Contributions
County Share
Platting Fees
Total
2011-2015
Funding Levels
$ 1,381,408
$ 1,000,000
$
250,000
$
775,000
$
95,697
$
280,000
$
500,000
$ 1,925,261
$
712,800
$
530,000
$
$
2,654
$ 7,452,820
2016-2020
Funding Levels
$ 1,763,068
$ 1,000,000
$
250,000
$ 1,000,000
$
110,937
$
$
825,000
$ 2,358,796
$ 1,296,240
$ 1,635,000
$ 2,400,000
$
3,079
$ 12,642,120
2021-2025
Funding Levels
$ 2,250,173
$
500,000
$
250,000
$
750,000
$
128,607
$
$
901,393
$ 2,746,319
$
777,216
$ 2,973,000
$
$
3,572
$ 11,280,280
13
2026-2030
Funding Levels
$ 2,871,854
$
$
$
$
149,090
$
$
421,000
$ 3,282,752
$
495,000
$ 1,107,500
$
$
4,140
$ 8,331,336
2031-2035
Funding Levels
$
$
$
$
$
$
$
$
$
$
$
$
$
-
Type of Funds
Local
State
State
Federal
Local
Federal
Federal
Local
Local
Developer
County
Local
Facility Use
Transportation
Transportation
Trail
Utility
Trail
Trail
Trail
Utility
Transportation
Transportation
Transportation
Transportation
Earmark History and Future Projections
FY 2000-10
Year
FY 2002
Russell St
FY 2003
Madison Street Interchange
$4,000,000
State
FY 2004
Construct Madison Street Interchange I-29 in Sioux
Falls, South Dakota
$5,000,000
State
FY 2006
Reconstruct Interchange at South Dakota Highway
42 and Interstate 29. Sioux Falls
$3,000,000
State
FY 2008
Sioux Falls SD 11 and SD 42
$2,263,800
State
FY 2009
Powderhouse Road from SD 42 to Madison Street,
Road Improvements
$2,850,000 Non-State
FY 2010
FY 2010
Description
I-90 Marion Road Interchange
I-29 Improvement from 57th Street North to South of
26th Street
Total for Appropriation Bills
Federal Funds
$14,000,000
System
State
$1,000,000
State
$1,461,000
$33,574,800
State
Discretionary
Year
SAFETEA-LU 2005
SAFETEA-LU 2005
SAFETEA-LU 2005
SAFETEA-LU 2005
SAFETEA-LU 2005
Description
Construct Phase II and III of Phillips to the Falls
Project in Sioux Falls
Sioux Falls Bike Path - Dunham Park, Skunk Creek,
12th Street, and 1-29 to Sertoma Park
Construct an interchange on I-90 at Marion Road in
Sioux Falls
Extend the Sioux Falls Bike Trail to the Great Bear
Recreation Area
Reconstruct Exit 79 - I-29 in Sioux Falls (12th
Street)
Total for Reauthorization Bills
Grand Total
Federal Funds
$40,000,000 Non-State
$1,170,000
NA
$5,600,000
State
$960,000
$12,323,000
$60,053,000
$93,627,800
Earmark Summary
Total Earmarks over 8 year period
$93,000,000
Minus Rail Yard Relocation of
-$40,000,000
Total Earmarks for 8 Years
$53,000,000
Average per year per history is:
$6,625,000
Add approximately $1.3 million to this total for today's value of the
money and we are estimating $8 million a year.
Assume per year earmark award is:
Assume total earmarks for 25 years is
14
System
$8,000,000
$200,000,000
NA
State
Sioux Falls MPO Earmark Projections
Street
County 106
Willow Street
SD 100
SD 100
I-29 and 85th Street
Cliff Avenue
SD 100
57th Street
SD 100
SD 100
Southeastern Ave
SD 100
Segment
I-29 to Co. 111
Cliff-Minnesota (Harrisburg)
I-29 to Louise
Interchange
Solberg to Sundowner
272nd St. to Co. 106
Six-Mile to Iowa
Minnesota to Cliff Avenue
Cliff to Sycamore
272nd Street to 274th Street
Sycamore to 69th Street
Jurisdiction
Tea/Lincoln County
Harrisburg
SDDOT
SDDOT
SDDOT
SDDOT
Harrisburg
SDDOT
Sioux Falls
SDDOT
SDDOT
Harrisburg
SDDOT
GRAND TOTAL OF SIOUX FALL MPO EARMARKS FOR 25 YEARS
* Based upon Earmark History - allocation cannot exceed $200 million.
15
Tier
2011-15
2011-15
2011-15
2016-20
2016-20
2016-20
2016-20
2021-25
2026-30
2026-30
2026-30
2026-30
2031-35
Cost
$
$
$
$
$
$
$
$
$
$
$
$
$
6,000,000
750,000
7,000,000
16,000,000
15,000,000
6,900,000
1,500,000
22,400,000
11,400,000
27,386,946
29,300,000
1,750,000
46,000,000
$ 191,386,946
Appendix C - Sioux Falls MPO Major Street Plan
16
Appendix D – Environmental Consultation
•
•
•
•
•
Letters sent to 5 of following state and federal agencies on June 28, 2010 (one letter attached)
o SD Game Fish and Parks
o SD Dept of Environment and Natural Resources
o US Fish and Wildlife
o SD State Historic Preservation Office
o US Army Corps of Engineers
Consultation Meeting held with agencies on July 13, 2010 – one agency attended
No written comments yet received
Information on how to view and comment on the Draft LRTP sent to same 5 agencies on
August 26, 2010 – (one sample letter attached)
No Comments received:
17
18
19
Project: Sioux Falls MPO Long-Range Transportation Plan
UDC Meeting Date: 9/24/09
Project Specific Public Participation Plan
The Sioux Falls MPO “Seven Step Process”
Public involvement should not merely be conducting public meetings to meet federal regulations, but
rather public involvement should be considered as access to information and influence over the outcome
of decisions. Therefore, prior to development of any transportation product, staff should consider the
following seven-step process, read through each step’s section in the PPP, and design a specific public
participation plan.
Step 1 Goals: What is the public participation goal?
Early Continuous Contribution (see page 5-6 of MPO Public Participation Plan)
LRTP objectives and initiatives: Public involvement is needed to help determine guiding objectives and
strategic initiatives to meet the long-range transportation needs of the Sioux Falls MPO. The guiding
objectives and strategic initiatives will be formulated out of the LRTP survey and open houses.
Specific Studies and Alternatives: The method to obtain the objectives is to educate the public as to the
projected 2035 transportation issues and actively engage the public to gain comment and reaction to
specific project alternatives and studies as developed by an MPO technical committee. The LRTP
objectives and initiatives will guide the formulation of the studies and alternatives.
Step 2 Stakeholders: Who are the stakeholders?
A LRTP scientific survey will be conducted in early 2010. The survey will represent all citizens and
employers of the MPO area. The Citizen Advisory Committee will review the survey questions and
provide feedback during the entire survey process. The Technical Advisory Committee will review
technical transportation issues and strategies to be included within the plan. Focus groups and
stakeholder interviews will also be held to provide feedback for the survey and overall process.
Stakeholder groups will be identified in areas of business, social services, disabled people,
neighborhoods, education, government and private transportation. These stakeholders will also help in
providing contact with underserved citizens.
Step 3 Methods: What public participation method(s) for interacting with the public will be
utilized?
LRTP survey will be a scientific survey of customer satisfaction and the public’s priorities for
transportation needs in the MPO area , stakeholder interviews, focus group meetings, open
houses, public hearings and presentations to groups.
Step 4 Notification: What notification techniques will be used to inform the public?
Local MPO media press releases for open house, Channel 16 and MPO/City of Sioux Falls websites
for review of draft LRTP, and open house media news stories.
Step 5 Implementation: Where, when and how will the public participation techniques be
implemented?
The survey research project will take place in the first quarter of 2010. One open house in late spring of
2010 to educate the public about the results of the survey, draft objectives, strategic initiatives and
transportation issues and strategies recommended. The open house(s) will be held at a time and a place
to maximize attendance.
Two public hearings will be held during the meetings of the Technical Advisory Committee (TAC) in the
summer of 2010.
A final draft of the plan will be available for review on the City and SECOG websites.
20
Step 6 Evaluation: What documentation will the plan or product include to fulfill the identified participation
goals and objectives?
A public participation section will be included in the plan detailing how Steps 1-5 were completed including
documentation of specific public participation techniques. Evaluation of the survey will also include
feedback through the Citizen Advisory Committee (CAC).
Step 7 Incorporate: How will the documented participation be reviewed for changes to the plan or product?
The CAC and MPO staff will analyze all public participation comments and detail how comments
should change the plan. This information will also be documented in the public participation section of
the plan.
Outcome (or The Decision): Who recommends and approves? What does the approval of this plan or
product determine? (Link this back to the participation plan goals – Step 1)
Recommendations shall be provided by the CAC and TAC.
Approval of the LRTP shall be by the UDC. The approved 2035 Long-Range Transportation Plan will
guiding objectives and strategic initiatives that address the comments and concerns of the public.
21
Appendix D – Public Participation Report
Long-Range Transportation Research Study
o Stakeholder Interviews - completed in January 2010
o Focus Groups – six focus groups held February 23 and 24
 Residents in Sioux Falls
 Residents outside Sioux Falls
 Freight Carriers and commercial drivers
 Advocates of underserved population
 Business leaders
 Seniors
o Resident Survey – 1,066 random sample survey (March 2010)
o Employer Survey – 370 random sample survey (March 2010)
o Transit Survey – 261 riders (March/April 2010)
o Open House on Research Study Findings – May 26, 2010
 At Main Branch Library - 25-30 attendees
Long-Range Transportation Plan
o Technical Team Meetings – Held At SECOG on following dates
 May 20th
 June 10th
 June 24th
 July 8th
o Public Open House – held July 29, 2010 from 4:00 PM to 6:00 PM
o Public Hearing #1 – held July 29, 2010 at meeting of Technical Advisory Committee Meeting 4:30 PM
 At Main Branch Library 25-30 attendees
o Public Hearing #2 – held August 12, 2010 1:30 PM
 At SECOG Board Room during Technical Advisory Committee meeting
Comments sent by SDDOT on September 21, 2010
 The following SDDOT projects cannot be fiscally constrained during the plan period
o SD 100 - Rice to I-90 becomes illustrative
o SD 100 - Minnesota to Cliff becomes illustrative (instead of Minnesota to Cliff?
o SD 100 - Sycamore to 69th Street becomes illustrative
o 69th Street Overpass becomes illustrative
o SD 17 is not a state project
o Add Lincoln county 110 and I-29 Interchange
o Add 41st Street and I-29 Interchange
o Add Minnesota Ave. and I-229 interchange (from illustrative to 2021-2025)
Comments during CAC meeting – September 22, 2010
 Perry Hanavan suggested that noise control should be added to the Long-Range Transportation Plan.
Action: A new noise mitigation strategy was added to the Strategies section.
 The CAC voted to defer action on the LRTP with the recommendation to receive public involvement on
the SDDOT’s September 21, 2010 changes.
Comments during TAC meeting – September 23, 2010
22

Mark Hoines stated that the change made by the SDDOT is significant, and stated that the final draft is
not financially constrained.
 The CAC voted to defer discussion of the Final Draft of the Sioux Falls MPO Long-Range
Transportation Plan until the November 18, 2010 meeting.
Comments during the UDC meeting – September 23, 2010
 The UDC voted to go with the TAC’s recommendation to defer discussion of the Final Draft of the
Sioux Falls MPO Long-Range Transportation Plan until the November 18, 2010 meeting.
Proposal compromise from SDDOT and the City of Sioux Falls
 The following changes were made to the LRTP to ensure the plan is fiscally constrained and gain more
public input.
October Draft LRTP Plan Significant Changes
Sioux Falls Project Changes
Sioux Falls Projects
69th Street
Southeastern Avenue
Westport Avenue
Six-Mile Road
85th Street
Benson Road
Ellis Road
Kiwanis Avenue
Benson Road
Segment
New Cost
September Draft
$
7,959,000 2016-2020
$
323,000 2021-2025
Benson Road to 60th Street North $
6,468,000 2021-2025
$
4,851,000 2031-2035
Cliff to Six-Mile
$ 14,282,462 4-lanes
Rice to Holly
$ 14,500,000 2021-2025
$
2026-2030
60th Street North to I-90
$
2026-2030
Sycamore to Rice
$ 18,000,000 2021-2025
October Draft Changes
2021-25
2025-30
2025-30
2025-30
Reduced to 2-lane project
2031-35
Moved to illustrative
Moved to illustrative
2026-30
October Draft LRTP Plan Changes
SDDOT Project Changes
SDDOT Projects
Segment
SD 100
Rice Street to I-90
I-29 and 85th Street Interchange Improvements
69th Street Overpass Tallgrass to Sundowner Ave
SD 100
SD 100
Cliff to Sycamore
I-29 and Co 110
Exit 71 for Harrisburg
SD 11/I90 interchange at Brandon and I-90
SD 115
67th St N to Renner Road
Cost
$ 42,484,369
$ 15,000,000
$
6,874,655
$ 22,382,209
$ 29,280,786
$
4,760,000
$ 14,560,000
$
7,373,558
September Draft
2021-2030
2021-2025
2021-2025
2026-2030
2031-2035
2021-2025
2021-2025
2026-2030
October Draft Changes
2016-2020
2016-2020
2016-2020
2021-2025
2026-2030
2026-2030
2026-2030
2031-2035
Public Open House – November 4, 2010
 At Main Branch Library – 15-20 attendees
 Written comments from open house
o The dates are way too far out in the future for SD 100 and the Benson Road connection (i.e.,
2031-2035) Map 7. The transportation system between Brandon and Sioux Falls is very very
important for the City of Brandon and its residents that travel to Sioux Falls via Rice Road now.
Action: It was noted during the meeting that funding was limited and decisions made were
based on priorities. However, some projects did need to be moved back to fiscally constrain the
plan.
o Add a provision on “noise” I think in Chapter 7. Action: A policy was added.
Comments from webpage – with action of how comment was incorporated in plan

I would like to see more planting of shrubs and trees in the Interstate interchanges, as you would see in
other parts of the country.
23
Action: A policy is included in the plan to “encourage the greening of transportation facilities….” and
other landscaping and green alternative strategies are included in the Livability section of the plan.

The proposed map shows a serious lack of principal arterial streets. In order to move traffic quickly and
effectively a principal arterial street should exist on each mile section line. These streets need to have a
minimum speed of 45 mph and be a minimum of five lanes.
Action: The plan recognizes that there are gaps in the arterial system and suggest improvements
especially to east-west traffic flow across Sioux Falls. These arterial improvements are included in the
Executive Summary and more completely in Appendix A – Street Capacity Project Listing and Appendix
B – Major Street Plan.

It is imperative that Sioux Falls implement and expand a public transportation system that will take us
into the future. I recently spent 3 years in Europe as part of a military assignment. Their systems are
cheap, clean and attractive to all social classes and purposes. Public transportation in America seems to
be looked down upon as a haven for the poor or criminals. Sioux Falls is a beautiful city and our public
transportation system should reflect that both for visitors and residents. It can be a wonderful asset! If
we make it so.
Action: The plan discusses strategies to improve public transportation including transit, coordinated
transit and passenger rail. Transit improvements include looking at expansion of routes, express routes,
and service improvements. Passenger rail is not available is this area and the plan suggests
investigating alternatives for high speed rail in the future.

Extend SAM to the Sioux Falls Airport. I have worked various jobs at the airport since 2003 and that is
a common theme that I hear from passengers. I also used to work at Eppley Airfield in Omaha, NE, and
when I started there they did not have bus service, but after adding a bus route it appeared to be
successful.
Action: Sioux Area Metro has looked at the airport as an option in the past; however, there are not
enough employment generators in the immediate area currently to justify the airport as part of a transit
route. However, as routes are evaluated in the future, the airport will be a destination that will be
looked at for a future route.

I know the city has been contemplating a possible exit between 41st Street and I-229. I think you could
have a southbound exit & entrance at 49th (the ramps on the north side of the street, maybe connecting
to Terry Ave??) and a northbound exit & entrance at 57th (ramps on south side of the street, if there is
enough room-otherwise just an off-ramp) This would relieve a future traffic bottleneck in my
neighborhood. Another suggestion is a southbound exit & entrance for W. 69th Street (an off-ramp
would need to be constructed, the existing on-ramp would be used, would possibly need an additional
ramp.) With my plan, there would be no need for a 69th St. bridge over the interchange, unless you
wanted one. I'm a 12-year-old.
Action: SDDOT has included a 41st Street and I-29 interchange improvement project for the next 5-10
years.

Something needs to be done about the I-229 East 26th Street exit congestion. From 2-7 pm, drivers
waiting to turn east on 26th sit and wait on the interstate for 20 minutes. Likewise, those driving
eastbound on 26th get stuck in stop and go traffic from Horace Mann Elementary to Southeastern.
However, as soon as one gets past Southeastern, the congestion disappears. Anyone that lives on the east
side of Sioux Falls knows the problem, and with continued growth and development on that side of
town, something needs to be done sooner than five or six years from now.
Action: SDDOT has included a I-229 and 26th Street interchange improvement project for the next 5 to 10 years.
24
Comments from Open House – July 29, 2010
 General comment, public information meetings should not take place at venues where public is required
to pay for parking.
Action: The public open house was scheduled for a location that had a central location and area that
was accessible to transit.
 Several poster results seem to be wrongly labeled, e.g. in response to “Satisfaction with the maintenance
of streets in Sioux Falls” response are listed as “very easy” to “very difficult”.
Action: Rectified the issue.
Comments during UDC meeting – August 12, 2010
 Rail freight should be included as a priority for important economic development opportunities within
the plan
Action: Included as policy in the plan
 57th Street to Iowa and 85th Street Interchange at I-29 should both be programmed earlier than identified
in draft plan.
Action: The plan must be fiscally constrained and although these projects may be needed in a shorter
time frame, the money is not available with plan budget projections.
25

Chapter 7—Street and Highway System Plan

Transcription

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