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11 3 08 Work Session East-West Corridor Connectivity Study MaterialsTHE CTTY OF Dubuque DLTB ,~~~ E 1 Masterpiece on the Mississippi 2007 TO: The Honorable Mayor and City Council Members FROM: Michael C. Van Milligen, City Manager SUBJECT: East-West Corridor Connectivity Study November 3, 2008 City Council Work Session Information DATE: October 28, 2008 City Engineer Gus Psihoyos is transmitting information for the November 3, 2008 Work Session on the East-West Corridor Connectivity Study. ~'~ ~~ ~~_ Michael C. Van Milligen MCVM/jh Attachment cc: Barry Lindahl, City Attorney Cindy Steinhauser, Assistant City Manager Gus Psihoyos, City Engineer THE CITY OF „~.. I~tT B Masterpiece on the Mississippi TO: Michael C. Van Milligen, City Manager ~,_---~ ~J ' FROM: Gus Psihoyos, City Engineer ~' ..--~ DATE: October 23, 2008 Dubuque a~-amerlca cmr '~II~~' zoos SUBJECT: East-West Corridor Connectivity Study November 3, 2008 City Council Work Session Information INTRODUCTION The purpose of this memorandum is to provide information for the scheduled work session with the City Council on November 3, 2008. BACKGROUND On July 22, 2008, an agreement was signed between the City and HDR Engineering, Inc. (HDR) of Omaha, Nebraska, to provide professional engineering, consulting, and related services for the East-West Corridor Connectivity Study. The purpose of the study is to: analyze the east-west traffic flow in the City; identify corridor improvements or modifications to support growing traffic demands; and to consider transit needs, pedestrian needs, and sustainability. DISCUSSION HDR, along with IIW Engineers & Surveyors, PC (IIW), have completed approximately one-third of the project's design phase. During the work session, the information contained in the attached technical memorandum will be presented to the City Council. Specifically, HDR will discuss: • Summary of data collection results along the four corridors being studied, Asbury Road, Pennsylvania Avenue, Loras Boulevard and University Avenue. • Results of travel run times performed for the study corridors. • 2031 travel demand model for the Dubuque metropolitan area. • Findings of 18 capacity improvements scenarios simulated in the 2031 travel demand model. • "Complete Streets" considerations to be incorporated into the proposed corridor improvements. The Engineering Department will have HDR present to the City Council its preliminary observations and seek input on the range of traffic improvement alternatives that could be implemented on each of the four corridors. All of the four corridors currently lack adequate existing public right-of-way width to make significant traffic capacity or Complete Streets amenities improvements without significant impacts to private property. At the work session, City Council input will be sought to provide guidance in determining the proper balance between road improvements and private property impacts. Council input will be used by HDR and the Engineering Department to finalize the corridor analysis and make acceptable final improvement recommendations. ACTION TO BE TAKEN This memo is for informational purposes only; no action is requested at this time. cc: Steve Sampson Brown, Project Manager Bob Schiesl, Assistant City Engineer Will Sharp, HDR Chandra Ravada, ECIA F:\PROJECTS\EAST-WEST CORRIDOR STUDY\Council 8~ Staff Documents\2008 10-22-08 City Manager Memo for Council Work Session.doc ~~ I ONE COMPANY M e m o j jJ~~ Many Solutions'" To: Steve Brown, The City of Dubuque From: Tara Kramer, PE Courtney Sokol, PE, Anne Peterson Project: East-West Corridor Connectivity Study cc: Date: October 22, 2008 DRAFT ,lob No: gg080 RE: East-West Corridor Study: ECIA model review and screening analysis An updated version of this memorandum and the detailed figures will be provided to the City Council at the November 3rd work session. Currently, the future daily volumes utilized in this analysis are being reviewed by ECIA. Introduction The purpose of this memorandum is to document: • Data collection efforts along four primary corridors An overview of the travel time runs performed for the initial study corridors The 2031 travel demand model review for the Dubuque metropolitan area • The findings of 18 capacity improvement scenarios ran in the 2031 travel demand model to be used to identify the corridors and improvements to be studied in further detail • Complete street considerations to be incorporated into the corridor improvements Data Collection Information was gathered along Asbury Road, Pennsylvania Avenue, Loras Boulevard and University Avenue to determine possible corridor improvements. This information included existing speed limits, typical cross section and locations of on-street parking and sidewalks. The data collected is summarized in Figure 1. Travel Time Run Summary Travel time runs were performed for the study corridors. Each corridor was traversed at least three times in each direction during the morning and afternoon peak hours. Information gathered included travel time between major intersections, stop duration and observed queues. A summary of the travel time runs for each corridor is provided below. The summary was developed to help identify bottleneck areas, thus only possible bottlenecks/capacity issues were identified. It should be noted that delays were experienced at the NW Arterial intersections, but were not noted in the summary below. 32"d Street • No major delays observed Kaufmann Avenue AM • Delays experienced in WB direction near JFK Rd PM More than 10 vehicles queued in WB direction at JFK Rd Approximately 8 vehicles queued in the NB direction at JFK Rd Delays experienced in WB direction between Crissy Dr and Bonson St Asbury Road AM Two bicyclists were observed on NB approach of Springreen • Approximately 6 vehicles queued in WB left-turn lane at Hales Mill Rd causing delays • More than 15 vehicles queued in EB and NB directions at University Ave Approximately 10 vehicles queued in WB direction at St Ambrose St HDR Engineering, Inc. 18404 Indian Hills Drive I Phone (402) 399-4997 I Page 7 of 9 Omaha, NE 68114-0098 Fax (402) 392-6914 www.hdrinc.com Approximately 20 vehicles queued in WB direction at JFK Rd PM Delays noted due to school bus stop • Approximately 14 vehicles queued in WB direction at JFK Rd More than 20 vehicles queued in the EB and NB directions at University Ave • Approximately 15 vehicles queued in the WB direction at University Ave More than 30 and 15 vehicles queued in the EB and SB directions at JFK Rd Delays experienced in the EB direction at Irving St • Approximately 12 vehicles queued in the WB direction at Carter Rd • Delays experienced in the WB direction at St. Ambrose St Pennsylvania Avenue AM • More than 15 vehicles queued in WB direction at JFK Rd • Approximately 22 vehicles queued in NB direction at JFK Rd • Delays experienced in EB direction near Hempstead High School • Approximately 34 and 20 vehicles queued in WB and NB directions, respectively at Hempstead High School Approximately 15 vehicles queued in SB direction at Hempstead High School • More than 10 vehicles queued in the NB direction at Radford Rd PM More than 35 and 14 vehicles queued in EB and WB directions, respectively at JFK Rd Approximately 42 and 25 vehicles queued in the NB and SB directions, respectively at JFK Rd Approximately 20 vehicles queued in the WB direction at Hempstead High School North Cascade Road/Fremont Avenue AM Approximately 4 vehicles queued in NB direction at Kelly Ln PM • Approximately 7 vehicles queued in WB direction due to left-turning vehicle at Kelly Ln Loras Boulevard PM • Approximately 6 vehicles queued in EB and WB directions at Booth St Approximately 6 vehicles queued in WB direction at Grandview University Avenue AM • Approximately 10 vehicles queued in the WB and NB directions at Asbury Rd • Delays experienced in EB and WB directions between Pennsylvania Ave and Asbury Rd Delays experienced in EB direction near Grandview • Delays experienced in EB direction near Irving St • More than 10 vehicles queued in SB direction at Algona • More than 15 vehicles queued in SB direction at Asbury Rd Delays experienced in EB direction at Algona PM • Approximately 20 vehicles queued in the EB and SB directions at Asbury Rd • Approximately 33 vehicles queued in WB direction at Asbury Rd • Approximately 15 vehicles queued in the NB direction at Asbury Rd • Approximately 15 vehicles queued in the SB direction at Grandview Delays experienced in EB direction near Delhi • Delays experienced in EB direction near Hempstead High School • Delays experienced in EB direction near Asbury Rd Delays experienced in WB direction near Grandview • Delays experienced in WB direction between Pennsylvania Ave and Asbury Rd • Delays noted due to left-turning vehicles • Delays experienced in WB direction HDR Engineering, Inc. 18404 Indian Hills Drive I Phone (402) 399-4997 I Page 2 of 9 Omaha, NE 68114-4098 Fax (402) 392-6914 www.hdrinc.com • Delays experienced in EB direction near Algona Review of 2031 LRTP Travel demand model Major projects included in this 2031 LRTP (Base) model include: SW Arterial. This facility is coded as four-lane, 55 mph with daily directional capacities of 17,720 (4 lane divided, minimal side friction, with left turn lanes). • North Cascade. The speed on this facility was reduced to reflect residential development in the area and numerous access points along the southern portions of this corridor (Southwest Arterial to Cedar Cross). It is coded as 10 mph in the year 2031 on the southern portion, as directed by the City of Dubuque. The speed on this section of N. Cascade is coded at 35 mph in the 2005 model. Daily directional capacity is 6,030 (2 lane undivided, minimal side friction, without turn lanes). • Grandview Extension. The extension of Grandview Ave from W. 32"d Street to the NW Arterial is included in the 2031 LRTP travel demand model. The extension is coded as 35 mph with a daily directional capacity of 7,005 (two lane undivided). The base 2031 assignment on the Grandview extension, just south of the NW Arterial, is approximately 15,000, which is at daily capacity. By comparison, JFK Road just south of the Northwest arterial assignment is approximately 5,000, which is well under its daily capacity of 15,300. The Grandview extension provides a major travel path in the 2031 model: from the area north of the NW Arterial/ JFK/ Plaza Drive ~ NW Arterial -~ Grandview Ave ~ 32"d Street ~ US-52. • NW Arterial. Same as existing: coded speed at 50 mph +/- 5 mph. Daily directional capacity is 17,720 (4 lane divided, minimal side friction, with left turn lanes). Reviewed the volume to capacity ratios of the 2031 LRTP model assignments. Capacities reflect a Level of Service (LOS) D. Therefore, a V/C of 1.0 represents the LOS D threshold, V/C of 1.1 represents LOS E threshold. By inspection, the corridors with V/C above 1.0 include Asbury Road, US-20, Grandview Ave, Cedar Cross Road, Loras Blvd, and Pennsylvania. Avenue. Along Asbury Road, the 2031 V/C ratio changes from 0.84 to 1.0 at Spring Green Drive. Verified that Pennsylvania Avenue is coded as 3-lane roadway, reflecting the recent conversion from 4-lane to 3-lane adjacent to Hempstead High School. The daily directional capacity is 6,995 (2 lane undivided, heavy side friction). Refer to Figure 2 (not provided) for a summary of the existing traffic volumes and capacities. Refer to Figure 3 (not provided) for a summary of the 2031 projected traffic volumes and capacities. Corridor Improvement Scenarios Below are 18 corridor improvement scenarios that were run in the 2031 travel demand model by ECIA between September 2"d and 4th, 2008. The corridor improvements including coding modifications necessary to replicate the corridor improvements as well as the results are summarized for each scenario. It should be noted that similar capacities were used for 2-lane undivided with left-turn lanes and 3-lane corridors, thus more capacity may be realized fora 3-lane cross section given the high number of driveways along the study corridors. Figures 4 - 21 (not provided) summarize the resulting volume differences and capacities of the Scenarios 1 -18 corridor improvements, respectively. Table 1 provides a comparison of the capacities, public acceptance/impacts and rough costs for each of the scenarios. Scenario 1 (Figure 4) Improved corridor: • 5-lane along Asbury Road from Spring Green Drive, along the Asbury/University overlap section, and along University Avenue to Locust Street. Travel demand model coding modifications: • Did not modify the Asbury links around the NW Arterial intersection where coded capacity already high enough for current turn lanes • Entire corridor has 5-lane capacities that vary slightly due to changes in side friction categorization. 5-lane daily directional capacities range from 14,515 (heavy side friction) to 16,020 (minimal side friction). • No coded speed changes HDR Engineering, Inc. 84041ndian Hills Drive Phone (402) 399-4997 Page 3 of 9 Omaha, NE 68114-4098 I Fax (402) 392-6914 www.hdrinc.cam Scenario 2 (Figure 5) Improved corridor: • 5-lane along Asbury Road from Spring Green Drive, along the Asbury/University overlap section, and along Loras Blvd to Locust Street. Travel demand model codin4 modifications: • Did not modify the Asbury links around the NW Arterial intersection where coded capacity already high enough for current turn lanes • Entire corridor has 5-lane capacities that vary slightly due to changes in side friction categorization. 5-lane daily directional capacities range from 14,515 (heavy side friction) to 16,020 (minimal side friction). • No coded speed changes Scenario 3 (Figure 6) Improved corridors: • 5-lane along Asbury Road from Spring Green Drive, along the Asbury/University overlap section, to Loras Blvd • 3-lane along Loras Blvd. from University Ave. to Locust St. • 3-lane along University Ave. from Loras Blvd. to Locust St. Travel demand model codin4 modifications: • Did not modify the Asbury links around the NW Arterial intersection where coded capacity already high enough for current turn lanes • 5-lane capacities vary slightly due to changes in side friction categorization. 5-lane daily directional capacities range from 14,515 (heavy side friction) to 16,020 (minimal side friction). • No coded speed changes Scenario 4 (Figure 7) Improved corridors: • 5-lane along Asbury Road from Spring Green Drive, to the Asbury/University overlap section, ending at Loras Blvd. Travel demand model coding modifications: • Did not modify the Asbury links around the NW Arterial intersection where coded capacity already high enough for current turn lanes • Entire corridor has 5-lane capacities that vary slightly due to changes in side friction categorization. 5-lane daily directional capacities range from 14,515 (heavy side friction) to 16,020 (minimal side friction). • No coded speed changes Scenario 5 (Figure 8) Improved corridors: • 3-lane along Asbury Road from Spring Green Drive, to the Asbury/University overlap section • 5-lane along the Asbury/University overlap section (University Ave. from Asbury Rd to Loras Blvd.). Travel demand model coding modifications: • Did not modify the Asbury links around the NW Arterial intersection where coded capacity already high enough for current turn lanes • Did not modify the Asbury links around the JFK Rd. intersection where coded capacity already high enough for current turn lanes • 3-lane daily directional capacities that vary slightly due to changes in side friction categorization. S- lane daily directional capacities range from 6,955 (moderate side friction) to 7,955 (minimal side friction). • 5-lane daily directional capacity in overlap section is 15,405 (moderate side friction) • No coded speed changes HDR Engineering, Inc. 8404 Indian Hills Drive Phone (402) 399-4997 I Page 4 of 9 Omaha, NE 68114-4098 Fax (402) 392-6914 www.hdrinc.com Scenario 6 (Figure 9) Improved corridors: • 5-lane along Pennsylvania from Sieppel Rd along the Asbury/University overlap section to Loras Blvd. • 3-lane along Loras Blvd. from University Ave. to Locust St. • 3-lane along University Ave. from Loras Blvd. to Locust St. Travel demand model coding modifications: • Did not modify the Pennsylvania links around the NW Arterial intersection where coded capacity already high enough for current turn lanes • Did not modify the Pennsylvania links around the JFK Rd. intersection where coded capacity already high enough for current turn lanes • 5-lane daily directional capacity is 15,405 (moderate side friction) • 3-lane daily directional capacity is 6,995 (moderate side friction) • No coded speed changes Scenario 7 (Figure 10) Improved corridors: • 5-lane along Pennsylvania from Sieppel Rd to just east of NW Arterial (Hempstead High School) • 5-lane Asbury/University overlap section (University from Pennsylvania Ave to Loras Blvd.) Travel demand model coding modifications: • Did not modify the Pennsylvania links around the NW Arterial intersection where coded capacity already high enough for current turn lanes • Did not modify the Pennsylvania links around the JFK Rd. intersection where coded capacity already high enough for current turn lanes • 5-lane daily directional capacity is 15,405 (moderate side friction) • No coded speed changes Scenario 8 (Figure 11) Improved corridor: • 5-lane Asbury Road from Spring Green Drive, to the Asbury/University overlap section • 7-lane University overlap (University Ave from Asbury Rd to Loras Blvd) • 5-lane Loras Blvd. from University Ave. to Locust St Travel demand model coding modifications: • Did not modify the Asbury links around the NW Arterial intersection where coded capacity already high enough for current turn lanes • 5-lane daily directional capacities vary slightly due to changes in side friction categorization. 5-lane daily directional capacities range from 15,405 (moderate side friction) to 16,020 (minimal side friction). • 7-lane daily directional capacity is 27,170 (based on 6-lane divided moderate side friction) • No coded speed changes Scenario 9 (Figure 12) Improved corridor: • 3-lane Asbury Road from Spring Green Drive, to the Asbury/University overlap section • 5-lane University overlap (University Ave from Pennsylvania Ave to Loras Blvd) • 3-lane Loras Blvd. from University Ave. to Locust St. • 3-lane University Ave. from Loras Blvd. to Locust St. Travel demand model coding modifications: • Did not modify the Asbury links around the NW Arterial intersection where coded capacity already high enough for current turn lanes • Did not modify the Asbury links around the JFK Rd. intersection where coded capacity already high enough for current turn lanes • 5-lane daily directional capacity is 15,405 (moderate side friction) • 3-lane daily directional capacity is 6,955 (moderate side friction) • No coded speed changes HDR Engineering, Inc. 84041ndian Hills Drive Phone (402) 399-4997 Page 5 of 9 Omaha, NE 68114-4098 Fax (402) 392-6914 www.hdrinc.com Scenario 10 (Figure 13) Improved corridor: • 5-lane Asbury Road from Spring Green drive to the Asbury/University overlap section • 7-lane University overlap (University Ave from Pennsylvania Ave to Loras Blvd) • 5-lane Loras Blvd. from University Ave. to Locust St. • 3-lane University Ave. from Loras Blvd. to Locust St. Travel demand model coding modifications: • Did not modify the Asbury links around the NW Arterial intersection where coded capacity already high enough for current turn lanes • 5-lane daily directional capacity is 15,405 (moderate side friction) • 7-lane daily directional capacity is 27,170 (based on 6-lane divided moderate side friction) • 3-lane daily directional capacity is 6,955 (moderate side friction) • No coded speed changes Scenario 11 (Figure 14) Improved corridor: • 3-lane Asbury Road from Spring Green Drive to Clarke Drive • 3-lane Rosedale Ave (Clark Drive in model) to Grandview Ave • 3-lane Loras Blvd. from Grandview Ave to Locust Street Travel demand model coding modifications: • Did not modify the Asbury links around the NW Arterial intersection where coded capacity already high enough for current turn lanes • Did not modify the Asbury links around the JFK Rd. intersection where coded capacity already high enough for current turn lanes • 3-lane daily directional capacities vary slightly due to changes in side friction categorization. 3-lane daily directional capacities range from 6,955 (moderate side friction) to 7,955 (minimal side friction). • Changed speed on Clark from 25 to 30 mph Scenario 12 (Figure 15) Improved corridor: • 3-lane Asbury Road from Spring Green Drive to Clark Drive • 3-lane Clark Drivel Locust Street to Loras Blvd. • 3-lane University Ave from Loras Blvd to Locust Street Travel demand model codin4 modifications: • Did not modify the Asbury links around the NW Arterial intersection where coded capacity already high enough for current turn lanes • Did not modify the Asbury links around the JFK Rd. intersection where coded capacity already high enough for current turn lanes • 3-lane daily directional capacities vary slightly due to changes in side friction categorization. 3-lane daily directional capacities range from 6,955 (moderate side friction) to 7,955 (minimal side friction). • Changed speed on Locust from 25 to 30 mph Scenario 13 (Figure 16) Improved corridor: • 3-lane Asbury Road from Spring Green Drive to Bonson Road • 3-lane Kaufmann Ave from Bonson Road to Central Ave (US-52) Travel demand model coding modifications: • Did not modify the Asbury links around the NW Arterial intersection where coded capacity already high enough for current turn lanes • 3-lane daily directional capacities vary slightly due to changes in side friction categorization. 3-lane daily directional capacities range from 6,940 (heavy side friction) to 7,955 (minimal side friction). • Changed speeds on Kauffman from 25 to 30 mph Scenario 14 (Figure 17) Improved corridor: • 3-lane W 32nd. Street from Grandview Ave to Central Ave (US-52). HDR Engineering, Inc. 84041ndian Hills Drive Phone (402) 399-0997 I Page 6 of 9 Omaha, NE 68114-4098 Fax (402) 392-6914 www.hdrinc.com • 3-lane Grandview extension from W. 32"d Street to NW Arterial (2-lane in Base) Travel demand model coding modifications: • 3-lane daily directional capacities 7,640 (light side friction) • No coded speed changes Scenario 15 (Figure 18) Improved corridor: • 3-lane Fremont Ave/ N. Cascade Rd. from US-20 to SW Arterial Travel demand model coding modifications: • 3-lane daily directional capacities vary slightly due to changes in side friction categorization. 3-lane daily directional capacities range from 6,955 (moderate side friction) to 7,955 (minimal side friction). • Modified speeds from 20 or 25 to 30 mph on Fremont. Kept the 10 mph coding in residential area along N. Cascade. Speeds on this corridor range from 10-45 mph. Scenario 16 (Figure 19) Improved corridor: • 5-lane along Asbury Road from Spring Green Drive, along the Asbury/University overlap section, and along University Avenue to Locust Street. • 6-lane NW Arterial from US-20 to Plaza Drive Travel demand model coding modifications: • Did not modify the Asbury links around the NW Arterial intersection where coded capacity already high enough for current turn lanes • Did not modify the Asbury links around the JFK Rd. intersection where coded capacity already high enough for current turn lanes • 5-lane daily directional capacity is 15,405 (moderate side friction) • 6-lane daily directional capacity is 26,620 (minimal side friction) • No coded speed changes Scenario 17 (Figure 20) Improved corridor: • 3-lane Asbury Road from Spring Green Drive to the Asbury/University overlap section • 5-lane University overlap section (University from Asbury Rd to Loras Blvd) • 3-lane University Avenue from Loras Blvd. to Locust Street. • 6-lane NW Arterial from US-20 to Plaza Drive Travel demand model codino modifications: • Did not modify the Asbury links around the NW Arterial intersection where coded capacity already high enough for current turn lanes • Did not modify the Asbury links around the JFK Rd. intersection where coded capacity already high enough for current turn lanes • 3-lane daily directional capacities vary slightly due to changes in side friction categorization. 3-lane daily directional capacities range from 6,955 (moderate side friction) to 7,955 (minimal side friction). • 5-lane daily directional capacity is 15,405 (moderate side friction) • 6-lane daily directional capacity is 26,620 (minimal side friction) • No coded speed changes Scenario 18 (Figure 21) Improved corridor: • 8-lane US-20 from Old Highway Road to Devon Drive _Travel demand model codina modifications: • 8-lane daily directional capacity is 28,130 (used 4-lane one-way arterial street outside CBD) • No coded speed changes Complete Streets Considerations Improvements along the selected corridors will also consider complete streets philosophy in accommodating all roadway users. This philosophy stresses the provision of safe access for motorists, pedestrians, bicyclists HDR Engineering, Inc. 84041ndian Hills Drive Phone (402) 399-4997 P e 7 of 9 Omaha, NE 68114-4098 I Fax (402) 392-6914 I ~ wvuw.hdrinc.com and transit users. Besides safety, other improvements to the visual and physical environment of the roadway can provide additional health and economic benefits to users. Current use may not reflect the true potential for alternative transportation use because of lack of opportunity. Local land use, such as schools, parks, shopping areas, medical centers, etc. need to be considered in examining the user character with the study corridors. Although it may not be a consideration within the scope limits of this study, access between local land uses and neighborhoods and access to the main east/west routes is an important factor in the eventual improvement of east/west connectivity. The needs of motorists, pedestrians, bicyclists and transit users may sometimes conflict, so the benefit to each user needs to be weighed within the context and constraints of each corridor. For safe and efficient travel, motorists desire minimal travel delays, minimal visual and physical conflicts or distractions and consistency in design. If walking is to be encouraged, pedestrians need more than a simple sidewalk and safe crossings to feel secure and comfortable. Protection from climate, buffering from motorists, an aesthetically pleasing environment, and access for the disabled are some of the issues to be considered. Bicyclists want a connected network of facilities that are safe and direct, they want to avoid stoppages, and they need their visibility to other roadway users improved. Transit users are defined not only by the riders, but also the drivers. Transit operators need space to operate, minimal delays to keep on schedule, and minimal conflicts with other roadway users or facilities. Riders desire accessible, comfortable and secure waiting areas placed along awell-connected network. As different scenarios are examined in this study to improve motorist connectivity, the following design elements need to also be considered. Available right-of-way will be a factor in determining how the strategies and opportunities discussed below fit with each scenario. Street Design Long, straight, wide streets encourage motorists' speed, which has an impact on the safety of all roadway users. Shorter distances between blocks encourage more vehicle stops and also provide more pedestrian access points for crossing, which in turn results in less jaywalking. Narrower streets encourage slower motorists' speeds and provide shorter widths for pedestrian crossing. Traffic calming strategies, such as mid- block bulbouts, center medians, reduced turning radii, etc. which benefit the pedestrian also need to be weighed with the needs and safety of bicyclists, and operability of transit vehicles. Dedicated bus lanes increase access and visibility for those users. For bus transit, the use of bulbouts and turnouts need to be evaluated for effectiveness. Turnouts should occur at the far side of a signal so a bus does not get delayed waiting to re-enter traffic. Bulbouts allow more room for riders waiting to access transit and can reduce delay motorists waiting behind the transit vehicle. Intersection Design Crossing features such as medians, bulbouts, pavement markings, distinct pavement types and pedestrian and bicycle signalization help to regulate different travel modes as well as increase visibility. On-demand signalization dedicated to pedestrians and bicyclists gives some additional control to those users for crossing. Medians and bulbouts provide pedestrians with additional landing areas while crossing and more space along roadway edges. Distinct paving types and pavement markings increase awareness from other motorists that this crossing space is dedicated to pedestrians or bicyclists. It can also reflect character of a neighborhood or region, which may subtly play into wayfinding strategies. Roundabouts allow vehicles and bicyclists to continue moving through the intersection, at reduced speeds, while providing shorter crossing distances for pedestrians. They also provide opportunities for more visual interest and identifying neighborhood character. Sidewalks Sidewalks are often seen as optional or omitted due to current land use needs. When evaluating the scenarios, the land uses beyond the limited study corridors need to be considered, such as schools, parks, shopping, etc, as those are destinations from neighborhoods. Orientation and alignment are important considerations so that the walk provides an access between destinations. Pedestrians, and in some cases bicyclists, are more exposed to the environment as the users of sidewalks. This makes them more aware of the effects of sidewalk design elements such as location, width, utility interferences, shading, plantings, and the presence of amenities. A narrow sidewalk abutting the curb not only gets diminished by sharing space with utility poles, but makes the user feel less secure because there is no buffer from traffic. Conversely, a planting strip with room for trees provides buffering and shade, but require more right-of-way and may HDR Engineering, Inc. 84041ndian Hills Drive Phone (402) 399-0997 Page 8 of 9 Omaha, NE 68114-4098 I Fax (402) 392-6914 www.hdrinc.com interfere with utilities. Pedestrian comfort is increased if they are buffered from passing vehicles. Some of the elements that serve as buffers include planting strips and landscaping, bicycle lanes, and on-street parking. Walking can be encouraged if the perceived distance can be minimized. Some ways to shorten a perceived distance is to create direct connections between land uses, provide mid-block crossings, and offer amenities along the way, such as benches, landscaping, defined paving, shelters and other resting area type design features. These amenities are also important design elements for transit stops. Rest areas' functions can be shared between users. The addition of water coolers and bike racks within rest areas along key points provides full service for the bicyclists. Lighting Lighting is a key element affecting roadway users' perception and safety. Motorists need better sight distances for safety, so higher levels of lighting provide better visibility. From a pedestrian level, the vehicular lighting level may not serve as well to provide the security that lower height lighting could achieve. Pedestrian scale lighting is spaced closer together and adds a higher lighting level for the user. The use of distinct poles provides an opportunity to identify a neighborhood or district. Another important pedestrian scaled lighting area is transit stop locations. Sustainable Design Opportunities Some of the strategies advocated by the complete streets philosophy, such as separation of walks and adding planting strips also provide the opportunity for additional sustainable design functions. A planting strip can also be utilized as a rain garden since it is adjacent to the curb. Runoff can be directed into these areas to be filtrated before being released which results in improved water quality and reduced velocities. Trees planted in this strip provide shade for pedestrians, bicyclists and parked cars, which results in reducing the heat island effect. Sidewalks can be constructed of porous pavements, which also reduce runoff and helps with groundwater recharge. Recommendations This section will be completed based on input provided by the City of Duqubue. HDR Engineering, InC. 18404 Indian Hills Drive I Phone (402) 399-4997 I Page 9 of 9 Omaha, NE 68114-4098 Fax (402) 392-6914 www.hdrinc.com T_~i_ ~ e__.._.:.. ~+.......~.:~.... Tehln IGYIG 1. VbG11 Scenario W IV vvu~rrwnavn ~www Traffic Operations Public Acceptance/ Impacts Cost Additional Capacity Asbury Rd Pennsylvania Ave Loras Blvd University Ave (Lane-miles) Base Existing NIA N/A NIA Base 2031 • • • Q NIA N/A NIA Scenario 1 Q Q Q 0 • Requires purchase of numerous homes/ businesses and right-of-way along Asbury Rd, the Asburyl University overlap section and University Ave • 11.4 Scenario 2 Q Q O Q • Requires purchase of numerous homes/ businesses and right-of-way along Asbury Rd, the Asbury! University overlap section and Loras Blvd • 11.4 Scenario 3 Q Q . Q Requires purchase of numerous homes and right-of-way along Asbury Rd; some business/ right- . of-way purchases required in the Asburyl University overlap section; eliminates most or al) on- street parking along Loras Blvd and University Ave • 10.0 Scenario 4 Q ~ • Q • Requires purchase of numerous homes and right-of-way along Asbury Rd; some business/ right- of-way purchases required in the Asburyl University overlap section • 7 7 Scenario 5 • • • Q 0 Minimal impacts to Asbury Rd; some business/ right-of-way purchases required in the Asburyl University overlap section O 2 2 Scenario 6 • 0 • Q Requires purchase of numerous homes and right-of-way along Pennsylvania Ave; some business/ • right-of-way purchases required in the Asburyl University overlap section; eliminates most or all on-street parking along Loras Blvd and University Ave • 12.1 Scenario 7 • • • O • Minimal impacts to Pennsylvania Ave; some business/ right-of-way purchases required in the Asburyl University overlap section Q 6.5 Scenario 8 ~ Q O O • Requires purchase of numerous homes/ businesses and right-of-way along Asbury Rd, the Asburyl University overlap section and Loras Blvd • 11.7 Scenario 9 • • • Q Minimal impacts to Asbury Rd; some business/ right-of-way purchases required in the Asburyl 0 University overlap section; eliminates most or all on-street parking along Loras Blvd and University Ave 0 4.6 Scenario 1P Q Q O O Requires purchase of numerous homes) businesses and right-of-way along Asbury Rd, the • Asburyl University overlap section and Loras Blvd; eliminates most or al) on-street parking along University Ave • 13.2 Scenario 11 • • • Q O Minimal impacts to Asbury Rd; requires purchase of several homes/ businesses and right-of-way along Rosedale Ave and Grandview Ave; eliminates most or al) on-street parking along Loras Blvd O 3.4 Scenario 12 • • Q Q 0 Minimal impacts to Asbury Rd; requires purchase of some homes and right-of-way along Clarke Dr and Locust St; eliminates most or al) on-street parking along University Ave O 4.4 Scenario 13 • • Q Q 0 Minor home and right-of-way impacts along Asbury Rd and Kaufmann Ave, eliminates on-street parking along Asbury Rd and Kaufmann Ave 0 3.5 Scenario 14 • • • Q O Minimal impacts to W 32nd St; no impacts to the Grandview Ave extension since it has not been built yet 0 1.4 Scenario 15 • • • Q O Minimal impacts to Freemont Ave; eliminates most or al/ on-street parking along Freemont Ave; would require new bridges over the Middle and South Forks of Catfish Creek Q 3.0 Scenario 16 Q Q Q O • Requires purchase of numerous homes/ businesses and right-of-way along Asbury Rd and Universit Ave; minimal im acts alon NW Arterial • 15.9 Scenario 17 • • Q O Minimal impacts to Asbury Rd; some business/ right-of-way purchases required in the Asburyl O University overlap section; eliminates most or al/ on-street parking along University Ave; minimal impacts along NW Arterial • 7.8 Scenario 18 • Q • Q Q Moderate right-of-way purchases and impacts to businesses along U.S. 20 • 9.6 Symbol Key: • Operations -Over Capacity; Political Acceptance/Impacts -Extremely Challenging; Cost -High Q Operations - At Capacity; Political Acceptancellmpacts -Challenging; Cost -Moderate 0 Operations -Under Capacity; Political Acceptance/Impacts -Fair; Cost -Low ~onzizooe