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One-Way to Two-Way Conversion, 9th, 10th, 11th, Elm and Pine Streets_TabledMasterpiece on the Mississippi Dubuque bierd All-America City 1 2007 TO: The Honorable Mayor and City Council Members FROM: Michael C. Van Milligen, City Manager SUBJECT: 9th, 10th, 11th, Elm and Pine Streets: One -Way to Two -Way Conversion DATE: June 13, 2012 City Engineer Gus Psihoyos recommends City Council approval of the conversion of 9th 10t , 11th, Elm and Pine Streets from one -way to two -way traffic. This conversion is instrumental in the City's development of the Intermodal Terminal and Parking Facility, the Historic Millwork District, and the Downtown Central Business District. In October, 2010 Veenstra & Kimm completed a traffic study that indicated that 9th 10th and 11th Streets can sufficiently handle the traffic volume if converted from a one -way to two -way traffic pattern. Based on that recommendation, IIW, PC was selected in February, 2012, to design the improvements required for conversion from one -way to two -way and to provide a comprehensive analysis of the existing traffic signal timings in the Downtown Central Business District. On April 2, 2012, IIW, PC (IIW) and the City Engineering Department held a City Council work session that presented such topics as: Proposed US 52 routing and corridor improvements. Conversion of 9th, 10th, 11th, Elm and Pine Street from a one -way to two -way traffic. Improvements at the Kerper Boulevard, 9th Street, and 11th Street intersection. The City has budgeted $1,725,000 in FY 2012 to make the necessary improvements for conversion from one -way to two -way streets. The one- to two -way conversion of 9th, 10th, 11th, Elm and Pine Streets is instrumental in the City's development of its Intermodal Terminal and Parking Facility, the Historic Millwork District, and the Downtown Central Business District. In 2009, the Cuningham Group of Minneapolis, MN in coordination with the City of Dubuque developed the Historic Millwork District Master Plan. This master plan was adopted by the City Council in February 2009 and recommends the conversion of 9th, 10th and 11th Streets from one -way to two -way. The Engineering Department and IIW Engineers will do a presentation with more detailed information. I concur with the recommendation and respectfully request Mayor and City Council approval. Michael C. Van Milligen MCVM:jh Attachment cc: Barry Lindahl, City Attorney Cindy Steinhauser, Assistant City Manager Gus Psihoyos, City Engineer 2 Masterpiece on the Mississippi T0: Michael C. Van Milligen, City Manager FROM: Gus Psihoyos, City Engineer Dubuque kettd All-America City 2007 SUBJECT: 9t ", 10th, 11th, Elm and Pine Street: One -Way to Two -Way Conversion DATE: June 12, 2012 INTRODUCTION The purpose of this memorandum is to seek City Council concurrence on the conversion of 9th, lu 11 th, t ", Elm and Pine streets from one -way to two -way traffic via the attached resolution. BACKGROUND In October, 2010 Veenstra & Kimm completed a traffic study that indicated that 9th, 10t" and 11t" Streets can sufficiently handle the traffic volume if converted from a one-way to two -way traffic pattern. Based on that recommendation, IIW, PC was selected in February, 2012, to design the improvements required for conversion from one -way to two -way and to provide a comprehensive analysis of the existing traffic signal timings in the Downtown Central Business District. On April 2, 2012, IIW, PC (IIW) and the City Engineering Department held a Council work session that presented such topics as: — Proposed US 52 routing and corridor improvements. — Conversion of 9t ", 10t ", 11t ", Elm and Pine Street from a one-way to two -way traffic. — Improvements at the Kerper Boulevard, 9t" Street, and 11t" Street intersection. The City has budgeted $1,725,000 in FY 2012 to make the necessary improvements for conversion from one -way to two -way streets. The CIP number is 3602442. DISCUSSION The one- to two -way conversion of 9t ", 10t ", 11t ", Elm and Pine Streets is instrumental in the City's development of its Intermodal Terminal and Parking Facility, the Historic Millwork District, and the Downtown Central Business District. In 2009, the Cuningham Group of Minneapolis, MN in coordination with the City of Dubuque developed the Historic Millwork District Master Plan. This master plan was adopted by the City Council in February 2009 and recommends the conversion of 9th, 10th and 11th Streets from one -way to two -way. IIW is proposing the following changes: Current US 52 Routing Pattern (Exhibit A) - 9th Street and 11th Street: One -way between Central Avenue and Kerper Boulevard. - Pine Street and Elm Street: One -way between 9th Street and 11th Street. - E911 connector: One -way between 9th and 11th Street. Proposed US 52 Routing Pattern (Exhibit B) 9th Street and 11th Street: Two -way, with White Street added as part of the US 52 routing. Pine Street and Elm Street: Two -way. Partial elimination of the E911 corridor to serve the Intermodal Terminal and Parking Facility. Based on IIW's traffic volume review for current year and future year 2040, the conversion of 9th, 10th, 11 th Street, Elm Street, and Pine Street will provide the capacity to carry two -way traffic with the addition of turn lanes and traffic signal revisions. As noted in the attached letter, the Iowa Department of Transportation is willing to consider other traffic options around the proposed intermodal site. However, plan review is required prior to implementation. Exhibit 4.1 shows the conceptual layout of the intermodal transportation center with two - way traffic in place on 9th, 10th and 11th, Elm and Pine Streets. Traffic Si_gnalization Based on the Two -Way Conversion of 9th Street, 11th Street, Elm Street and Pine Street IIW and their sub - consultant, Brown Traffic Control Products, have explored two alternate traffic routing plans for the two way conversions. Alternate A: Converts 9th Street, 10th, 11 th Street (east of Central), Elm Street and Pine Street to two -way operation and maintains the existing traffic routing. Alternate B: Changes the traffic routing plan to eliminate the jog to 10th Street and maintains traffic on 11th Street to Bluff Street. With the additional signalization on 11th Street, traffic will increase past the Carnegie -Stout Public Library. It is recommended that the traffic progression of Alternate A be selected. Vehicle Turning Movement As part of the conversion, IIW studied the impact of vehicular turning movements. The following lane configurations are proposed: 9th Street at Central and White Streets (Exhibits 2.1, 2.2, 2.3, and 2.4) - Stop bar adjustments to avoid truck -car conflict on turn movements. - Installation of additional "Stop Here on Red" signs to remind drivers where to stop. - Removal of parking spaces. 11th Street at Central and White Streets (Exhibits 3.1, 3.2, 3.3 and 3.4) Stop bar adjustments to avoid truck -car conflict on turn movements. Installation of additional "Stop Here on Red" signs to remind drivers where to stop. Removal of parking spaces. Reconstruction of the northeast corner of 11 th & White Street to allow truck right - hand turn movement. Spahn & Rose Lumber Company expressed concerns about how their trucks will stage along 11th street prior to entering their yard. Currently the trucks stage along the south side of the street. After the conversion of 11 th street to two -way traffic, their trucks will need to stage on the north side of the street in the parking lane and make turns into their yard. Trucks will then exit and travel east on 11th Street. This change, however, will require modifications to their driveway and the chain Zink fence which would be at the City's expense. See exhibit EX 1.1. 10th Street IIW and City of Dubuque Engineering analyzed the turn movements onto 10th street from both White Street and Central Avenue. 10th Street is not designed as a truck corridor. Trucks will make deliveries to the downtown area as they always have done, using alternate routes that can accommodate their truck turning movements. Kerper Boulevard /9th Street /11th Street Intersection During the final design of the one- to two -way street conversion, IIW and Engineering staff will review means to improve the connectivity within this corridor. Current options include a roundabout or a traditional T- intersection where 9th and 11th would intersect. RECOMMENDATION Engineering recommends that the City Council approve the conversion of 9th, 14tH 11 to Elm and Pine Streets to two -way traffic. BUDGET IMPACT The preliminary estimate for these conversions is $1.725 million. This expense will be funded through the 1 way to 2 way conversion capital improvement project fund (CIP 3602442). This cost does not cover the conversion of the 9th Street 11 th street and Kerper Boulevard intersection into a roundabout. ACTION TO BE TAKEN The City Council is requested to adopt the attached resolution approving the conversion of 9th, 10th, 11 h, Elm and Pine Streets from one -way to two -way traffic. Prepared by Jon Dienst, P.E. cc: Julie Neebel, IIW, PC Jenny Larson, Budget Director Don Vogt, Public Works Director John Klostermann, Street & Sewer Maintenance Supervisor David Ness, Civil Engineer II Duane Richter, Engineering Technician RESOLUTION NO. -12 APPROVING THE CONVERSION OF NINTH, TENTH, ELEVENTH, ELM AND PINE STREETS FROM ONE -WAY TO TWO -WAY TRAFFIC Whereas, the conversion of Ninth, Tenth, Eleventh, Elm and Pine Streets from one -way to two -way traffic is instrumental to the City of Dubuque, Iowa's development of its Intermodal Transportation Terminal and Parking Facility, the Historic Millwork District and the Downtown Central Business District, and such conversion is part of the Historic Millwork District Master Plan; and Whereas, a traffic study of Ninth, Tenth, Eleventh, Elm and Pine Streets indicates that such streets can sufficiently handle the traffic volume if converted from a one -way to a two -way traffic pattern; and Whereas, improvements necessary for the conversion of Ninth, Tenth, Eleventh, Elm and Pine Streets from one -way to two -way traffic flow have been designed, and a comprehensive analysis of the existing traffic signal timing in the Downtown Central Business District has been performed. NOW, THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF DUBUQUE, IOWA: Section 1. Subject to the adoption of required amendments to the City of Dubuque Code of Ordinances, the conversation of Ninth, Tenth, Eleventh, Elm and Pine Streets from one -way to two -way traffic is hereby approved. Section 2. The City Attorney is directed to prepare the required amendments to the City of Dubuque Code of Ordinances for consideration by the City Council. Passed, approved and adopted this Attest: Kevin S. Firnstahl, City Clerk th day of 2012. Roy D. Buol, Mayor 4C� Iowa Department of Transportation 4+ District 6 Office 319 -364 -0235 430 Sixteenth Avenue SW FAX: 319 -364 -9614 Cedar Rapids, IA 52404 sam.shea @dot.iowa.gov Ref: STP -U -2100()- -70 -31 Jon Dienst, PE City of Dubuque 50 West 13th Street Dubuque, Iowa 52001 SUBJECT US Hwy 52 and Intermodal Transportation Facility Dear Mr Dienst It is our understanding that the City of Dubuque would like the Iowa DOT to consider additional options for traffic on US Highway 52 (9th and 11th Streets) in the "Millwork District," especially relating to the Intermodal Transportation Facility (ITF) As you may recall, last year the City made a similar request regarding this route (reso #191 -11, dated June 6th 2011) The DOT will require the same due diligence that the City provided for the previous request for any future requests This would likely include, but is not limited to, a formal resolution approved by City Council making the request, a proposed site plan demonstrating accesses to the new ITF site as well as all other access points along the affected highway area, a traffic impact study to include current and 20 year future forecast traffic, and maintenance estimates for the proposed highway changes As with the previous request, Iowa DOT staff will perform a thorough review of any new proposal Depending on staffing, workload, and coordination between our staffs and consultants, I would anticipate the review to take approximately the same amount of time as your previous request If you have further questions on this matter please contact me at 319-286-4907, or by email at sam shea@dot Iowa Rov Sincerely, Sam J Shea, Transportation Planner District 6 / Davenport Area CC Jim Schnoebelen, District Engineer Ken Yanna, Asst District Engineer Craig Markley, Office of Systems Planning Tim Simodynes, Office of Traffic & Safety Art Gourley, District Staff Engineer (Dyersville) EXISTING 1-0" ROUTING ■ EXISTING US 62 ROUTING r7 aim im o o 4. EXISTING ONE WAY TRAFFIC FLOWS > 1 iiw EXISTING ONE WAY TRAFFIC FLOWS exiaeigi- � PROPOSED US 52 ROUT(NO i2 la WWI 51 4 EXISTING ONE WAY TRAFFIC FLOWS <4. PROPOSED TWO WAY TRAFFIC FLOWS STAR gTAR ERE MODIFIED TRAFFIC FLOWS USING 9TH STREET AS HWY 52 ROUTING AND PINE STREET AS '70" US 61/151 AND "TO" US 52 ELM ST (n x / 0 ECO CRtr(NTU SCALE NFEET FFO ti CJv w J 1 WHITE ST CENT z HEEB ST LL LL 3 Ezu, AVE CITY HALL N. MAIN ST • • ELLIS ST 7// �rN k cc 0 'i I LO UST ST ( • EXISTING SIGNALIZED INTERSECTIONS ONE WAY CONTINUOUS TRAFFIC SIGNAL PROGRESSION COLOR IDENTIFIES SYSTEM MEMBERS TWO WAY CONTINUOUS TRAFFIC SIGNAL PROGRESSION COLOR IDENTIFIES SYSTEM MEMBERS GROVE TERRACE �4 CITY OF DUBUQUE EXISTING DOWNTOWN SIGNAL INSTALLATIONS • . GEOMETRY ALTERNATE 1 (n (c LOCUST T BLUFF ciF•v�o� ug,u,�uut uu twagw TrulFlc Products. Inc. lil AFlY6 lflOY1lIOA, I!(XY11P611 f(AN(I J IIW ARCHITECTURE CM. ENGNEERNG CaR51101.IC71. EFHVCES 1.01100010010. ENGNEFIR :G NGNcoMMY!G u ENGN EEJ G NlS i Pp TAtNENGNEERNG 15.00 48.00 NORTH HORIZONTAL SCALE IN FEET 0 10 20 DRAWNG MAY HAVE BEEN REDUCED 4.00 19.50 WB -62 Tractor Width Trailer Width Tractor Track Trailer Track feet : 8.00 : 8.50 8.00 8.50 Lock to Lock Time Steering Angle Articulating Angle 0 IW, P C •• IIW ARCHITECTURE CIVIL ENGINEERING CONSTRUCTION SERVICES ENVIRONMENTAL ENGINEERING LAND SURVEYING MUNICIPAL ENGINEERING STRUCTURAL ENGINEERING TRANSPORTATION ENGINEERING MEGRTW EXPERTISESOLHTCNS ) COPYRIGHT 2012 ALL RIGHTS RESERVED THESE DOCUMENTS HAVE BEEN PREPARED SPECIFICALLY FOR THIS PROJECT ONLY NO PART OF THIS DOCUMENT MAY BE REPRODUCED OR DISTRIBUTED IN ANY FORM WITHOUT THE PERMISSION OF IIW, P C ALL INFORMATION IN THIS DOCUMENT IS CONSIDERED PROPERTY OF IIW, P C z WO • ce 7 Z Ho W a }Q eE C > Z W ZOco < (") o W m II- }Q w Z a) o C 0] 0 U mu. AUTOTURN EXHIBIT P \10\041\041 -05 \DRAWINCS\CIVIL\10041- 05_SPAHN AND ROSE DETAILDWC 6/12/2012 11 46 AM CODY AUSTIN °dSIII Sheet No EX. 1.1 Project No 10041 -05 NORTH HORIZONTAL SCALE IN FEET 0 19 20 DRAWING MAY HAVE BEEN REDUC 15.00 X 530 EXISTING CONDITION STOP HERE ON RED 3.00 —0.00 R1 0-6 24" X 36" 4 00 19 50 WB -67 G0M SP`-- PROPOSED PAVEMENT MARKING HWY 52 ROUTING E - \S1\ LEGEND EXISTING CONDITION NOTES • 1 00 WAY, 9TH STREET BECOMES US52 IN BOTH DIRECTIONS • 11TH STREET BECOMES A LOCAL STREET • BOTH CENTRAL AND WHITE STREET BETWEEN 9TH & 11TH ST ARE US 52 EXISTING — DIRECTION OF TRAFFIC CENTER OF ROADWAY I IW, P C • • IIW ARCHITECTURE CIVIL ENGINEERING CONSTRUCTION SERVICES EN', .IRONMENT AL ENGINEERING LAND SUP,' /E'i ING MUNICIPAL ENGINEERING STRUCTURAL ENGINEERING TRANSPORTATION ENGINEERING INIEGWIY ERPERIISESCUIf IONS .. n,,i » • 44JI [C LP'RI HT 2012 ALL RIGHTS PE EP jED THESEC UMENTSHAVE BEEN PREPARED SPECIFIC ALL'i FOP THIS PROJECT ONLY NO PART OF THIS DOCUMENT NIA'i BE REPRODUCED OR DISTRIBUTED IN ANY FORM WITHOUT THE PERMISSION OF IRA P C ALL INFORMATION IN THIS DOCUMENT IS CONSIDERED PROPERTY OF 11Y, P C I-z WO W�/ (n LL z (1) U 00 HU�� >_ z ❑ — J Lu Z < �F Hi-w w°2 Q= w z Imo P \10\ 041\ 041 -05 \DRAWINGS \CIL1L \10041- 05_AUTO- TURN_WEST DWG 6/12/2012 11 45 AM CODY AUSTIN Em IL E V COUNCIL REVIEW Sheet No r EX. z.1 Project No 10041 -05 _.�mllllll��lllluw,.. NORTH HORIZONTAL SCALE IN FEET 0 10 20 DRAWING MAY HAVE BEEN REDUCED NON- TYPICAL TRUCK MOVEMENT CAN BE COMPLETED WITHOUT CURB ENCROACHMENT I • • 0 0 S<ER� P C� M FRCS , 0 PR�p OS�D 0E25`1". a a IIW ARCHITECTURE CIVIL ENGINEERING CONSTRUCTION SERVICES ENVIRONMENTAL ENGINEERING LAND SURVEYING MUNICIPAL ENGINEERING STRUCTURAL ENGINEERING TRANSPORTATION ENGINEERING IRIECRITYEXPER118ESOWTK S © COPYRIGHT2012 ALL RIGHTS RESERVED THESE DOCUMENTS HAVE BEEN PREPARED SPECIFICALLY FOR THIS PROJECT ONLY NO PART OF THIS DOCUMENT MAY BE REPRODUCED OR DISTRIBUTED IN ANY FORM WITHOUT THE PERMISSION OF IIW, P C ALL INFORMATION IN THIS DOCUMENT IS CONSIDERED PROPERTY OF IIW, P C o- PROPOSED PAVEMENT MARKING 15 00 53 00 E��S�1NG NOTES WATCH FOR TURNING TRUCKS • IF TWO WAY, 9TH STREET BECOMES US52 IN BOTH DIRECTIONS • 11TH STREET BECOMES A LOCAL STREET • BOTH CENTRAL AND WHITE STREET BETWEEN 9TH & 11TH ST ARE US 52 4.00 19.50 WB -67 LEGEND EXISTING DIRECTION OF TRAFFIC CENTER OF ROADWAY 0 qo 0 z 0 1- U w wm Z w J a� F 0 WD U 0 CDz 1- V P \10\ 0411,041- 05\DRAWINGS \CIVI0\10041- 05_AUTO- TURN_WEST DWG 6/12/2012 11 45 AM CODY AUSTIN COUNCIL REVIEW 1 0 Sheet No r EX. 2.2 Project No 10041 -05 _ .11111lll11lllluw,.. NORTH HORIZONTAL SCALE IN FEET 0 10 20 DRAWING MAY HAVE BEEN REDUCED 15.00 53.00 STOP HERE ON RED R10 -6 24" X 36" RECONSTRUCT CORNER CONVERT FROM PAVERS TO CONCRETE 400 1950 WB -67 .to ANO S_GO ROs- 403- G� PRO? os�� ‘1,1,\-`1" cn 0 0 0 NOTES EXISTING CONDITION LEGEND 0 • IF TWO WAY, 9TH STREET BECOMES US52 IN BOTH DIRECTIONS • 11TH STREET BECOMES A LOCAL STREET • BOTH CENTRAL AND WHITE STREET BETWEEN 9TH & 11TH ST ARE US 52 EXISTING — DIRECTION OF TRAFFIC CENTER OF ROADWAY I IW, P C • • IIW ARCHITECTURE CIVIL ENGINEERING CONSTRUCTION SERVICES ENVIRONMENTAL ENGINEERING LAND SURVEYING MUNICIPAL ENGINEERING STRUCTURAL ENGINEERING TRANSPORTATION ENGINEERING INTEGRITY oCPERnsESCLUnons © COPYRIGHT 2012 ALL RIGHTS RESER`, /ED THESE Doc MEETS HA)iE BEEN PREPARED SPECIFIC.ALL`i FOR THIS PROJECT ONLY I10 PART OF THIS DOCUMENT MA/ BE REPRODUCED OR DISTRIBUTED 10 ANY FORM WITHOUT THE PERMISSION OF 1100, PC ALL INFORMATION PI THIS DOCUMENT IS CONSIDERED PROPERTY 0011:00, P c I-z WO U �J/ 7) LO L.1_ V J z =O H U Q O I— I— I-1-1 W O- �z CD O P \10\ 041\ 041 -05 \DRAWINGS \CI11L \10041- 05_ADTD- IURN_WEST DWG 6/12/2012 11 45 4M CODY 400116 V 0 COUNCIL REVIEW Sheet No f EX. 2.3 Protect No 10041 -05 _ .11111lll11lllluw,.. NORTH HORIZONTAL SCALE IN FEET 0 10 20 DRAWING MAY HAVE BEEN REDUCED 15 00 53 00 4 00 19.50 WB -67 45.50 ANO 5-co RO�� 403- I IWP C • • claa RECONSTRUCT CORNER R���G 0• IIW ARCHITECTURE CIVIL ENGINEERING CONSTRUCTION OE0VICES Ell IRONMENT AL ENGINEERING LAND DUPVE'i ING MUNICIPAL ENGINEERING STRUCTURAL ENGINEERING TRANSPORTATION ENGINEERING I NIEGRRY ERPERTISESOWf IONS .. 440 t0 COPYRIGHT 2012. ALL RIGHT0 RESER`, /ED THESE DOCUMENTS HARE BEEN PREPARED SPECIFIC ALLY FOR THIS PROJECT ONLY NO 0000 OF THIS DOCUMENT MAY BE REPRODUCED OR DISTRIBUTED 111 ANY FORM WITHOUT THE PERMISSION 001100 P C ALL INFORMATION IN THIS DOCUMENT 1S CONSIDERED PROPERTY OF 1102 P C G� PROP oSEo 0 0 ® 0 MOVEMENT THAT SHOULD NOT OCCUR VERY OFTEN LEGEND EXISTING ---= DIRECTION OF TRAFFIC CENTER OF ROADWAY NOTES 0 PROPOSED PAVEMENT MARKING • IF TWO WAY, 9TH STREET BECOMES US52 IN BOTH DIRECTIONS • 11TH STREET BECOMES A LOCAL STREET • BOTH CENTRAL AND WHITE STREET BETWEEN 9TH & 11TH ST ARE US 52 0- V P \10\ 041\ 041 -05 \DRAWINGS \CIL1L \10041- 05_AUTO- TURN_WEST DWG 6/12/2012 11 45 AM CODY AUSTIN 0 COUNCIL REVIEW Sheet 202 EX. 2.4 Project No 10041 -05 _.�mllllll��lllluw,.. NORTH HORIZONTAL SCALE IN FEET 0 10 20 DRAWING MAY HAVE BEEN REDUCED 15 00 53 00 4.00 19 50 WB -67 0"\c'" „,s STOP HERE ON RED D- 5 c,Noon R10 -6 24" X 36" 11 0 - .11•11111101, —J !iiiiiIi]11I PROP OS�D NOTES • IF TWO WAY, 9TH STREET BECOMES US52 IN BOTH DIRECTIONS • 11TH STREET BECOMES A LOCAL STREET • BOTH CENTRAL AND WHITE STREET BETWEEN 9TH & 11TH ST ARE US 52 LEGEND PROPOSED PAVEMENT MARKING EXISTING DIRECTION OF TRAFFIC CENTER OF ROADWAY IWPC • • IIW ARCHITECTURE CIVIL ENGINEERING CONSTRUCTION SERVICES ENVIRONMENTAL ENGINEERING LAND SURVEYING MUNICIPAL ENGINEERING STRUCTURAL ENGINEERING TRANSPORTATION ENGINEERING IRIECRIIYEXPERI13ESOWTK S © COPYRIGHT2012 ALL RIGHTS RESERVED THESE DOCUMENTS HAVE BEEN PREPARED SPECIFICALLY FOR THIS PROJECT ONLY NO PART OF THIS DOCUMENT MAY BE REPRODUCED OR DISTRIBUTED IN ANY FORM WITHOUT THE PERMISSION OF IIW, P C ALL INFORMATION IN THIS DOCUMENT IS CONSIDERED PROPERTY OF IIW, P C WO W Fz �jo U ZW =O0) H > 1 m >zw p Z Z��� < z U a w0a �z Irno P \10\ 0411,041- 05\DRAWINGS \CIVI0\10041- 05_AUTO- IURN_WEST DWG 6/12/2012 11 45 AM CODY AUSTIN 0 0, 0 0 V co 0 03 u m `a COUNCIL REVIEW 1 0 ce Sheet No r EX. 3.1 Project No 10041 -05 _.�mllllll��lllluw,.. NORTH HORIZONTAL SCALE IN FEET 0 10 20 DRAWING MAY HAVE BEEN REDUCED 15 00 1 53 00 4.00 19 50 WB -67 0 EXISTING CONDITION NOT A COMMON MOVEMENT SINCE ALL STOP SIGNS AFTER THIS INTERSECTION STOP HERE ON RED R10 -6 24" X 36" SSG ��DOL S - n 6 00? °s'-° NOTES • IF TWO WAY, 9TH STREET BECOMES US52 IN BOTH DIRECTIONS • 11TH STREET BECOMES A LOCAL STREET • BOTH CENTRAL AND WHITE STREET BETWEEN 9TH & 11TH ST ARE US 52 PROPOSED PAVEMENT MARKING EXISTING CONDITION LEGEND EXISTING — DIRECTION OF TRAFFIC CENTER OF ROADWAY IWPC • • IIW ARCHITECTURE CIVIL ENGINEERING CONSTRUCTION SERVICES ENVIRONMENTAL ENGINEERING LAND SURVEYING MUNICIPAL ENGINEERING STRUCTURAL ENGINEERING TRANSPORTATION ENGINEERING IRIECRIIYEXPERI13ESOWTK S © COPYRIGHT2012 ALL RIGHTS RESERVED THESE DOCUMENTS HAVE BEEN PREPARED SPECIFICALLY FOR THIS PROJECT ONLY NO PART OF THIS DOCUMENT MAY BE REPRODUCED OR DISTRIBUTED IN ANY FORM WITHOUT THE PERMISSION OF IIW, P C ALL INFORMATION IN THIS DOCUMENT IS CONSIDERED PROPERTY OF IIW, P C W0 UJ fY �jo U ZW =00) H > 1 m >zw p Z Z0 < ~o z� I— 1- U a w0a Q� �z I0) 0 P \10\ 0411,041- 05\DRAWINGS \CIVI0\10041- 05_AUTO- IURN_WEST DWG 6/12/2012 11 46 AM CODY AUSTIN C kit 0 V 0 o COUNCIL REVIEW 0 ce Sheet No r EX. 3.2 Project No 10041 -05 �InlIIIIIIIIIi NORTH HORIZONTAL SCALE IN FEET 0 10 20 DRAWING MAY HAVE BEEN REDUCED 15.00 u_,. Zoo 7 © i 53.00 45.50 4 00 19 50 WB -67 0 G PROPOSED PAVEMENT MARKING E`AS -\\ �/ 5055 P0t0 NOTES • IF TWO WAY, 9TH STREET BECOMES US52 IN BOTH DIRECTIONS • 11TH STREET BECOMES A LOCAL STREET • BOTH CENTRAL AND WHITE STREET BETWEEN 9TH & 11TH ST ARE US 52 PGOOCO. LEGEND EXISTING ; DIRECTION OF TRAFFIC CENTER OF ROADWAY 111/11 P C • • IIW ARCHITECTURE CIVIL ENGINEERING CONSTRUCTION SERVICES ENVIRONMENTAL ENGINEERING LAND SURVEYING MUNICIPAL ENGINEERING STRUCTURAL ENGINEERING TRANSPORTATION ENGINEERING INTEGRITY ESPEAATISESOLUTIONS © C OP`i RIG HT 2012 ALL RIGHTS' RESER`, /ED THESE DOCUMENTS HA'...E BEEN PREPARED SPECIFIC.ALL`i FOR THIS PROJECT ONLY IVO PORT OF THIS DOCUMENT MAT BE PEPRODUC ED OR DISTRIBUTED IN APIY FORM WITHOUT THE PERMISSION OF ECU, PC ALL INFOROEATIDIV II+I THIS DOCUMENT IS CONSIDERED PROPERTY OF 110u, P C �z W0 W ) L N LL_ L 1- z W r 0 � `. i z 20w o r >- w < z w ❑ wz Z 0 Q� =o H1— 0 W1-a a7 O P \10\ 041\ 041- 05 \ORAWNGS \CIVIL \10041- 05_ANTO- IURN_WEST OWG 0/12/2012 11 46 AM CODY AUSTIN 2 .5 G UU 0 u. 0 c 0 2 1 0 V a COUNCIL REVIEW fi 1 Sheet No EX. 3.3 Project No 10041 -05 _ .11111lll11lllluw,.. NORTH HORIZONTAL SCALE IN FEET 0 10 20 DRAWING MAY HAVE BEEN REDUCED 15.00 53.00 45.50 0 EXISTING CONDITION 4 00 19 50 WB -67 8 PROPOSED PAVEMENT MARKING O- 1 SSG E � GOO S PROP OS�D so-5 o"cO 3P�G`�R EXISTING CONDITION — NOT A COMMON MOVEMENT SINCE ALL STOP SIGNS AFTER CENTRAL AVENUE INTERSECTION G A\- PGO)GO. NOTES • IF TWO WAY, 9TH STREET BECOMES US52 IN BOTH DIRECTIONS • 11TH STREET BECOMES A LOCAL STREET • BOTH CENTRAL AND WHITE STREET BETWEEN 9TH & 11TH ST ARE US 52 LEGEND EXISTING ; DIRECTION OF TRAFFIC CENTER OF ROADWAY IWPC •• IIW ARCHITECTURE CIVIL ENGINEERING CONSTRUCTION SERVICES EN', .IRONMENT AL ENGINEERING LAND DUP,' /Ei ING MUNICIPAL ENGINEERING STRUCTURAL ENGINEERING TRANSPORTATION ENGINEERING I NIEGRRY ERPERIISESCUIf IONS 4411 [C� CO P YR IG HT 2012 ALL RIGHTS' RESE ", /ED THESE DOCUMENTS' HA...E BEEN PREPARED SPECIFIC ALL'i FOP THIS PROJECT ONLY NO RAPT OF THIS DOCUMENT MAY BE REPRODUCED OR DISTRIBUTED IN ANY FORM WITHOUT THE PERMISSION OF IRA P C ALL INFORMATION IN THIS DOCUMENT IS CONSIDERED PROPERTY OF IHRf, P C �z LLI O LL � W 0 z z I o I O r >- w m <zw ZOL w Q� =o 1-1- 5 -I 15 LI-a • >_ w z Ia) 0 P \10\ 041\ 041 -05 \DRAWINGS \CIL1L \10041- 05_AUTO- 1URN_WEST DWG 6/12/2012 11 46 AM CODY AUSTIN COUNCIL REVIEW re Sheet No EX. 3.4 Project No 10041 -05 BLDG 6 C WALL HORIZONTAL SCALE IN FEET 0 30 60 DRAWING MAY HAVE BEEN REDUCED BRICK SLOG GM CUT 'M° EL 60639 2 CAS MRS 9510-55 RIM 50776 FL 597 05 SW Ja SAN MH RIM 606 27 FL 59712 METAL BLDG AS ONO STAIRS METAL STAIRS IIIII• ASPHALT 2 GAS METERS ASPHALT ELM ST BM CUT °X ON ELEC MH RIM EL 60903 TERMINAL BUILDING 0 iRANSM1S510N POLE SAN MH RIM 60984 FL 59791 SW FL 599 02 NE • 95 TOTAL PARKING SPACES LEGEND GAS ° PENT PIPE c=1›. DIRECTION OF TRAFFIC RF IIW, PC IIW ARCHITECTURE CIVIL ENGINEERING CONSTRUCTION SERVICES ENVIRONMENTAL ENGINEERING LAND SURVEYING MUNICIPAL ENGINEERING STRUCTURAL ENGINEERING TRANSPORTATION ENGINEERING INTEti11TY EXPERT SESOLUTENs [C� COP BRIGHT 2012 ALL RIGHTS RESER`,0E5 THESE DOCUMENTS HPSE BEEN PREPARED SPECIFIC PTTY FOR THIS PROJECT ONTY NO PART OF THIS DOCUMENT MA'( BE REPRODUCED OR DISTRIBUTED IN APIY 50515 WITHOUT THE PERMISSION OF 505, P C ALL INFOP.51ATI011 IIV THIS DOCUMENT 10 COPISIDEPED PROPERTY OF 1101, P C NOSOV A000 INV 91, LL ZIOZ /ZL /9 9M0LS 1] S133HS -0 -2Z SO- 17001 \11713 \SONIMVH9 \59- 140\Li \DL\ d C 2 g V(� CO LL 0 O_ 3 - :2 la N L m W O LL C -p Ea a 4 V COUNCIL REVIEW Sheet No Jr EX. 4.1 Project No 10041 -05 Page 1 of 1 Kevin Firnstahl - I will ask to table until July 16: 11th Street conversion From: Mike Van Milligen To: Firnstahl, Kevin Date: 6/18/2012 8:05 AM Subject: I will ask to table until July 16: 11th Street conversion CC: Hilkin, Juanita »> John Hannan <JHannan @spahnandrose.com> 6/18/2012 8:00 AM »> Mike, I see in today's TH that the City Council will be asked to approve the conversion of 9th, 10th and 11th Streets to two -way traffic. We heard about this plan a few months ago. In response to our concerns, we met with Jon Dienst and Julie Nebel from IIW on March 9, 2012. At that meeting, we shared our concerns with Jon and Julie related to truck traffic and access to our property. Spahn & Rose had representatives attend the April 2nd work session as well as the April 3rd presentation of the street conversion plan at the Public Library. Both representatives expressed (again) our concerns related to changing the traffic to two -way on 11th St. We were told that modifications would be considered and that we would be contacted again to discuss what those modifications would be. We were never contacted to review those changes and now I see that the City Council will be asked to approve the conversion plan. I respectfully ask you to table this topic for the time being to allow us to review the modifications and give you our feedback. Thanks for your consideration, I would appreciate your reply. John Hannan Spahn & Rose Lumber Co. file: / / /C:/ Users /kfirnsta/AppData /Local /Temp/XPgrpwise /4FDEE 132DBQ_DODBQ_PO1... 6/18/2012 Page 1 of 1 Kevin Firnstahl - Two -way conversion of 9th, 10th, 11th, Elm and Pine in the Millwork District From: "Ryan Dierks" <ryan @dubuquemainstreet.org> To: < dresnick @cityofdubuque.orgjconnors >, < cityofdubuque .org @dubuquemainstre... Date: 6/15/2012 9:51 AM Subject: Two -way conversion of 9th, 10th, 11th, Elm and Pine in the Millwork District CC: <CtyMgr @cityofdubuque.org> Attachments: Two Way Street Conversion.docx Members of the Dubuque City Council, Please accept the attached letter from the four major Millwork District property owners concerning two -way street conversion. If you have any questions or need further information please let me know. Thank you for your time and for all of the support you have given towards the rehabilitation of the Millwork District. Ryan Dierks resource coordinator (563) 588 -4400 file: / //C :/ Users /kfirnsta/AppData/ Local /Temp/XPgrpwise /4FDB06A9DB Q_DODBQ_PO 1... 6/15/2012 c7 tv C7`C c n ii c m CA 0 ii June 14, 2012 t?- _, C 5 o in _ 0 Re: Two -way conversion of 9th, 10th, 11th, Elm and Pine in the Millwork Distria' Dear Dubuque City Council members: As partners with the City of Dubuque on the rehabilitation and renovation of the Millwork District, we the major Millwork District property owners would like to voice our support for the proposed conversion of 9th, 10th, 11th, Elm and Pine in the District to two -way traffic. The Historic Millwork District Master Plan, adopted by the Dubuque City Council in February 2009, outlines the importance of improved connectivity to the success of the Millwork District. Due to its prime location between downtown, the Port of Dubuque, Chaplain Schmidt Island and the Washington Neighborhood, connectivity was important enough to the Cunningham Group that they made the return of 9th and 11th to two -way streets a key Master Plan recommendation. The plan explains that if the District is to be a destination it also needs to be a convenient place to live, work, and entertain. The return of 9th and 11th to two -way streets is also crucial for the completion of the future Intermodal Facility that has a proposed location northeast of 9th and Washington in the Millwork District. The addition of the Intermodal Facility will serve as key component to making the District a destination. Serving as source of traffic to commercial businesses, the Intermodal Facility will also create additional transportation options for residents in the Millwork District. Additionally, as property owners we feel that two -way streets will better serve both the District's businesses and residential tenants. Numerous studies have shown that two -way streets slow down traffic and make pedestrian movement more accessible. Two -way traffic also allows for traffic from both directions to pass by local business and increases the number of access points into the District. Two -way streets really are the next phase of our complete streets. Thank you for the opportunity to voice our opinion and for all of the work the City Council has given towards the efforts to transform the Millwork District. Sincerely, John Gronen Bob Johnson Tim McNamara Tony Pfohl Page 1 of 1 Kevin Firnstahl - Fwd: Dubuque Main Street support of one -way to two -way traffic conversion From: To: Date: Subject: Attachments: Mike Van Milligen Firnstahl, Kevin 6/15/2012 2:24 PM Fwd: Dubuque Main Street support of one -way to two -way traffic conversion 1 -Way to 2 -Way Street conversion Position Letter to council 6- 12.pdf; Converting One -way Streets to Two -way; Look Both Ways: Restoring Two -Way Traffic to Main Street; clemsonone- way to two -way abridged by Dan.pdf »> "Dan LoBianco" <dan @dubuquemainstreet.org> 6/14/2012 2:02 PM »> Honorable Mayor Buol and City Council; On behalf of the Dubuque Main Street Board of Directors and staff, attached is a letter of support and documentation regarding the conversion of one -way to two -way streets on your city council June 18, 2012, agenda . After reviewing the attached letter, should you have additional questions, would like to discuss this issue or are in need of more information, please contact me. Sincerely, -Dan Dan LoBianco Executive Director Dubuque Main Street 1069 Main Street Dubuque, IA 52001 563 - 588 -4400 www.dubuquemainstreet.orq Mission Statement: Dubuque Main Street is a not - for - profit organization dedicated to the development and ongoing support of downtown as THE place in our community to live, work & play. We serve eight downtown districts using four areas of concentration: 1. Design - Attractive buildings, storefronts, streets, signs, green space and well - preserved architecture 2. Economic Development - A strong commercial community, achieved through business growth and recruitment, job creation, as well as adaptive reuse ... made possible through resource programs, financial assistance and incentives. 3. Promotion - We bring people downtown to live, work & play 4. Organization - We build partnerships by collaborating between many organizations, across the public /private spectrum. file: / / /C:/ Users /kfirnsta/AppData/Local/ Temp /XPgrpwise /4FDB4595DBQ_DODBQ PO 1... 6/15/2012 (6/15/2012) Kevin Firnstahl - 1 -Way to 2 -Way Street conversion Position Letter Page 1 MAIN STREET 4 0 5 6 M A I N S T R E E T ' D U B U Q U E • I O W A • 5 2 0 0 1. 4 7 2 0 [ 6 6 S ] 6 S S • 4 4 0 0 •(5433599.0 5 4 5 •FAX • W W W. E U B 0 0 0 E M A I N S T R E E T. O R O June 14, 2012 City Council Members City of Dubuque Dear Honorable Mayor and City Council Members: On behalf of the board of directors of Dubuque Main Street, I am writing in support of converting sections of 9th, 10`s, 11'", Elm, and Pine Streets from one -way to two -way traffic. Not only is the concept of converting these street to two -way traffic supported in the Historic Millwork District Master Plan, adopted by the City Council, the Dubuque Main Street board of directors, and the Historic Millwork District Revitalization ownership group; conversion from one -way streets to two -way traffic is generally thought of as an appropriate effort to further enhance the viability of downtowns, according to the Main Street Center within the National Trust for Historic Preservation. Advocacy for two -way traffic in downtowns is supported in the three reports attached. As you will note, the studies address both negative and positive aspects of street conversion, but most urban center advocates nationwide and the National Complete Streets Coalition espouse to the value of two -way streets when traffic is not too heavy to move efficiently with pedestrian- friendly streets. I have only included base information and conclusions of the Clemson University study. If you desire the full 80+ -page report, complete with comprehensive data, let me know. We really see three major advantages to converting these streets to two -way traffic: I) It really is the next step, after the TIGER Grant implementation, in the Complete Streets initiative the City has endeavored upon. The two way streets, not just in the Millwork District but traveling up to Main and Locust Streets, will make these streets safer. Two -way streets calm traffic. We know in the long run we will see fewer accidents and those that occur will be at lower speeds and have less dangerous impacts. In addition, pedestrian peace -of -mind and safety will improve exponentially. Specifically on 9's Street, we concur with the wishes of the fire chief to enable our public safety vehicles to travel legally in any direction as they leave our fire headquarters. As recently as this past Tuesday, I observed a relatively panicked Illinois driver almost angle park to get to the side of the left lane of 9th between Main & Iowa, as she observed the emergency vehicles leaving the station and head out towards her, west on 9`B Street. (She had no way of knowing the vehicles would be turning to the north on Iowa.) 2) The conversion to two -way traffic will add valuable exposure to the commercial entities in our emerging Millwork District and along the connecting corridors up to Locust Street. Residents and visitors will drive by our retailers' and other important businesses' signs and street -front properties in both directions. Customer access is a crucial benefit to the conversion, as is outlined in the attached studies. 3) Another valuable benefit to having two -way traffic in our city center is travel distances and ease of orientation. National studies show and we know from our conversion of Main, Iowa, 4th, and 51h Streets in the late '90s that after an adjustment period, ease of navigation through our central business district will improve. Infrequent users of a street network do not have the knowledge needed to choose alternative routes and get frustrated when they have to travel out of their way to reach a destination. Furthermore, even frequent users are forced to make out -of- direction travel choices to reach a destination with one -way streets. Should anyone need further details of our endorsement of the two -way street conversion, please call me at 563 -588- 4400. I will also be in attendance at Monday's council meeting, should clarification be needed then. Sincerely, 6131LeVe61—.. Daniel L. LoBianco Executive Director cc: Mike Van Milligen A M A I N S T R E E T I O W A A F F I L I A T E (6/15/2012) Kevin Firnstahl - clemsonone -way to two -way abridged by Dan.pdf Page 1 ONE -WAY TO TWO -WAY STREET CONVERSIONS AS A PRESERVATION AND DOWNTOWN REVITALIZATION TOOL: THE CASE STUDY OF UPPER KING STREET, CHARLESTON, SOUTH CAROLINA A Thesis Presented to the Graduate School of Clemson University and the Graduate School of the College of Charleston In Partial Fulfillment of the Requirements for the Degree Master of Science Historic Preservation by Meagan Elizabeth Baco May 2009 Accepted by: Robert D. Russell, Jr., Ph.D., Committee Chair Marcus T. Allen, Ph.D. Jonathan H. Poston Barry L. Stiefel, Ph.D. (6/15/2012) Kevin Firnstahl - clemsonone -way to two -way abridged by Dan.pdf Page 2 CHAPTER ONE INTRODUCTION There is a common adage used amongst preservationists that indicates use as a major factor in ensuring the continued preservation of a building. When a building is no longer useful as its intended purpose or even with a modified use, the probability that it will be neglected or demolished increases drastically. This is particularly noticeable in historic commercia I storefronts and the streets that they line. Furthermore, it is difficult to preserve commercial buildings for two reasons, they by their nature change frequently to keep up with the economic trends, and secondly, because the way in which Americans currently shop has siphoned business away from central business districts. The twentieth century was a time for great change in American cities. The first half was a period of growth, popularity, and influence. It is in this time that automobile traffic was fully integrated into the working infrastructure of urban environments. In order to accommodate their machines, traffic engineers promoted the concept of one -way streets. One -way streets carry a greater capacity of traffic and allow cars to move at faster speeds. Based on other national trends, residential properties were neglected due to increased suburbanization, but the commercial aspects of cities were maintained. However, in the late twentieth century commercial ventures also increasingly left the city. Many central business districts in downtowns or major business streets in large cities were abandoned. After a long period of decline, a new interest in downtown has begun to emerge. 1 (6/15/2012) Kevin Firnstahl - clemsonone -way to two -way abridged by Dan.pdf _ _ Page 3 Along with the new interest came a new perspective on the place and purpose of the automobile. Starting in the 1960s, the concept of traffic calming entered many American cities. By decreasing the negative effects of the automobile, residential neighborhoods were successfully improved and it can even be said that they regained their historic appeal. The same concept was soon extended to historic commercial streets. Because access is essential for commercial ventures, however, there must be a balance of automobile traffic, pedestrian safety, and general attractiveness of the area. Remember, shoppers must choose to shop. A common method for calming the traffic on commercial streets is the re- conversion of one -way streets to two -way streets. The decreased traffic capacity and traffic speed, along with streetscape improvements, have been successful components for downtown revitalization. Charleston, South Carolina's business district on King Street has in many ways followed national trends of the twentieth century. Long operated as a busy commercial street, it was converted to one -way traffic in the 1950s to decrease traffic congestion. When the national decline of urban areas and development of suburban communities began in the mid twentieth century, the one -way street served as a commuter road and not as a business street. The shopping district continued to decline until the 1980s when several publicly funded projects aided the revitalization of Lower King Street, south of Calhoun Street. The benefits of these projects, however, did not reach north of Calhoun Street, to the area known as Upper King Street. It was not until 1992 that the area was granted appropriate attention from the local government, preservationists, and shoppers and a full retail strategy study was 2 W Figure 1.1 (UPPER) Map of the Charleston Metropolitan area. Figure 1.2 (LOWER) Map of the Charleston Peninsula, including downtown Charleston, the most historic and urban area of the Metropolitan area. King Street travels in the north -south direction near the center of the peninsula. Upper King Street, the focus of this thesis, is defined as the area of King Street bounded on the south by Calhoun Street and to the north at Spring Street. (6/15/2012) Kevin Firnstahl - clemsonone -way to two -way abridged by Dan.pdf (6/15/2012) Kevin Firnstahl - clemsonone -way to two -way abridged by Dan.pdf Page 5 completed for the commercial district. While there is no mention of a one -way to two - way conversion in the 1992 study, Upper King Street was converted to two -way traffic in 1994, following general recommendations of the study. The one -way to two - way conversion acted as a catalyst for further revitalization, and Upper King Street now resembles the busy and diverse commercial corridor of the past, with several new additions and themes as well. City officials, merchants and shoppers, have observed the benefits of the conversion as generally successful but there have been no further study into the effects of the conversion on real estate values, pedestrian safety, business retention, new business development, or any other aspect. The goal of this thesis is to statistically evaluate the practice of converting one -way streets to two -way operation in historic commercial corridors by studying Upper King Street. While some studies are available that describe the decision making process of past one -way to two -way conversion, few go beyond anecdotal evaluations after the conversion. The trend of conversions has continued because of their apparent success, but in order to be held up as viable methods for revitalization and preservation, more statistical and analytical research is required. The next chapter of this thesis is devoted to presenting the pros and cons of both one -way and two -way streets as commercial corridors and understanding the practice. In the comparison, variables were chosen to show business and pedestrian safety related issues. One -way to two -way street conversions fall under a larger category of traffic calming that is described in Chapter Three. Following this information, several case studies are presented along with current information on the state of traffic calming and conversions in South Carolina and the City of Charleston. 4 (6/15/2012) Kevin Firnstahl - clemsonone -way to two -way abridged by Dan.pdf Page 6 The second half of this thesis delves further into the specific case of Upper King Street, including its history, its re- conversion to two -way traffic in 1994 and the evaluation of that conversion. A detailed history of Upper King Street is presented in Chapter Four that outlines major economic, transportation, and preservation trends from the 1950s to the 1990s. Finally, Chapter Five contains analytical and statistical evaluation of the one -way to two -way conversion of Upper King Street. The type of businesses found on the street along with vacancy rates derived from City Directories are presented in a brief look at the benefits of two -way traffic. The most detailed analysis involves creating a regression model with data from the Charleston County Assessor's Office. The analysis evaluates the change in sale price for commercial properties between the years 1990 and 1998, and identifies the most significant variables. On King Street, it was found that an increase of property values can be associated with the conversion of traffic from one -way to two -way. By expanding the traditional scope of preservation research to including commercial district revitalization and real estate techniques, this thesis seeks to validate the field to a large audience. The concept of historic preservation, along with new perspectives on urbanity and livability can come together to help create successful places. One -way to two -way street conversions are a method of revitalization, and therefore a method of preservation, especially when implemented in historic commercial districts. 5 (6/15/2012) Kevin Firnstahl - clemsonone -way to two -way abridged by Dan.pdf Page 7 CHAPTER TWO COMPARISON OF ONE -WAY AND TWO -WAY STREETS AS COMMERCIAL CORRIDORS During the high point of commercial urban development in the early to mid twentieth century, American cities grew rapidly in density and importance. At the same time, automobile traffic increased exponentially in urban areas. This mobility increased access to all parts of cities, but also created unforeseen traffic problems. Because of the influx of cars, roadways were unprepared to deal with increased traffic volume. First much of the urban traffic volume increase is attributed to the increase of automobiles on the street and then, later in the twentieth century, the need to facilitate traffic in and out of downtown areas by commuting suburbanites. Traffic engineers tried to accommodate an ever increasing number of automobiles through urban areas. Traffic engineers prescribed numerous measures widely, including highways, major arterials, and more precise traffic management. Smaller traffic projects were implemented in tighter urban areas that worked with the existing street network. This included street widening, construction of parking garages, and the conversion of many two -way streets to one -way streets. Most one -way streets in this country were first created from two -way streets in the 1930s through the 1950s. These conversions took place in areas built before the automobile became the prevalent form of transportation. Such areas tend to have narrower streets and smaller blocks than post -auto cities. One -way streets were thus an attempt to accommodate auto traffic in areas not built for the auto.' 1 Thoreau Institute, "Should Cities Convert One -Way Streets to Two Way ?" The Vanishing Automobile 30. Available at http: / /www.ti.org /v aupdate30.html. Accessed November 2009. 6 (6/15/2012) Kevin Firnstahl - clemsonone -way to two -way abridged by Dan.pdf Page 8 Traffic engineers and municipal govern ments accepted the benefits of one - way streets. At this time, traffic engineers did not seek public participation or suggestions from the communities affected, and hundreds of one -way streets were created to accommodate the automobile. The goal of city centers was to remain accessible and viable by allowing a high amount of automobile traffic. Furthermore, for some cities, one -way streets offered a way to increase traffic capacity and decrease congestion without the construction of new highways, arterials, or other thoroughfares. Because it's confined geographic setting and dense road network was not conducive to highways, the historic city of Charleston, South Carolina completed several one -way street traffic plans in the 1950s. Some streets were widened during this time, but few network changes were made throughout downtown Charleston beyond one -way conversions. After several decades of boom, Charleston, like the majority of American downtowns, experienced bust in the 1960s through 1990s. As the rural landscape changed through residential suburbanization, so did the central cities. Over time, commercial ventures sought the same benefits as suburban homeowners: easy automotive travel, and cheap land.2 With this exodus of commercial power, downtowns lost retail businesses, restaurants, and office space. Traffic volumes in American cities decreased substantially between the late 1950s and early 1970s, no longer requiring the capacity offered by one -way street grids. A new interest in downtown was not seen until the early 1990s, partially spurred by the building damage caused by Hurricane Hugo in 1989. 2 G. Wade Walker, Walter M. Kulash, and Brian T. McHugh, Downtown Streets: Are We Strangling Ourselves on One -Way Networks ?,1999, 2. 7 (6!15!2012) Kevin Firnstahl - clemsonone -way to two -way abridged by Dan.pdf Page 9 Because of their strategic location within cities and typical long running length, commercial streets were the ones most frequently converted to one -way. The typical types of lots along these urban streets were long, rectangular parcels with the narrow side abutting the streets. This configuration allowed for maximization of storefront exposure and number of businesses per block. Furthermore, this type of development pattern was created before the emergence of the automobile but is still a viable and desirable layout. Many of America's historic downtowns illustrate this pattern and are seeking to revitalize and preserve its importance. This resurgence of interest was supported by the status of downtowns as cultural and entertainment centers, as well as their previous role as commercial centers. The revitalization of central cities to their former status is wide and well - supported and there is a desire to correct the transportation patterns that contributed to their decline. It is in the 1990s that the one -way streets of the 1950s, 1960s, 1970s, and 1980s began to be reconverted to two -way operation. Presented below is a comparison of one -way and two -way streets as urban commercial corridors. The criteria used are traffic efficiency, including capacity and speed, as well as pedestrian safety, total travel distance, and ease of orientation, and business recognition. These four categories of criteria have been chosen to highlight both the commercial and public safety issues of one -way and two -way streets. TRAFFIC EFFICIENCY: CAPACITY, SPEED, AND TOTAL TRAVEL TIME Traffic engineers of the early and mid twentieth century created a new science and profession aimed at facilitating vehicular traffic. This period of American 8 (6/15/2012) Kevin Firnstahl - clemsonone -way to two -way abridged by Dan.pdf _ Page 10 history includes the paving of national highways, regional thruways and a reevaluation of urban transportation. National trends of suburbanization also affected the travel needs of downtowns. It was thought that cities could best compete with suburbanization by allowing the greatest volume of traffic to travel to and through their downtown. In order to keep up with automobile dependence, many downtowns converted two -way streets to one -way streets to gain traffic capacity, traffic speed and the perceived benefits. The perspective of traffic engineers was narrow and focused on the automobile. Because of this, one -way and two -way streets will first be compared based on traffic efficiency. Traffic efficiency is a measure of the speed and success of transporting people and freight on roads to a determined destination. There are several components of traffic efficiency, including traffic capacity, traffic speed, and total travel time. Capacity is a measure given to a street or road that indicates the traffic volume that it can accommodate over a defined period. The measure of traffic capacity is related to the determined or estimated traffic volume which represents the vehicles per hour, day, month, or any determined period. Vehicular speed of traffic is determined by the posted speed limit and the ability of a vehicle to reach and maintain that speed. Beyond speed limits, placement of regulatory systems such as stop signs and traffic lights, as well as the design of the street itself can regulate traffic. The design of the street can affect the number of vehicular conflicts at intersections. Traffic capacity, traffic volume, and rate of vehicular speed determine the total travel time needed to reach a determined location. 9 (6/15/2012) Kevin Firnstahl - clemsonone -way to two -way abridged by Dan.pdf Page 11 One -way streets increase traffic capacity when implemented in pairs. These "couplets" spread the total number of cars that previously traveled on a single street to two streets. The total increase of capacity gained by converting a two -way street to a pair of one -way streets has been determined to be as much as 50 percent.3 In a time when urban streets were severely congested with traffic, this increase in capacity was greatly desired. Another benefit of one -way streets, seen by traffic engineers, was increased vehicular speed. Because one -way streets segregate directional traffic, each one - way couplet can have wider travel lanes. Wider travel lanes encourage an increase of vehicular speed because of the decreased perception of friction. The appearance of friction created by a narrow street, on- street parking, and /or on- coming traffic affects the driver's perception and therefore his or her calculation of safe speed. In fact, traffic theorists in the 1930s promoted one -way streets because they required the driver to pay less attention.4 Also affecting vehicular speed is the placement and frequency of uniform traffic control devices, such as stop signs and traffic signals. On the commercial streets of medium sized cities, traffic lights are used more than stop signs. Traffic lights on one -way streets can be synchronized to reduce the number of stops. It is understood that traffic lights stop traffic at their immediate location and decrease speed while approaching and leaving an intersection. By creating a traffic pattern 3 Traffic Engineering Handbook, ed. James L. Pline, Fourth ed. (Englewood Cliffs, New Jersey: Prentice Hall, 1992), 330. Richard W. Lyles, Chessa D. Faulkner, and Ali Muazzam Syed, Conversions of Streets from One -Way to Two-Way Operation, (East Lansing, MI: Michigan Department of Transportation, 2000), 5. 10 (6/15/2012) Kevin Firnstahl - clemsonone -way to two -way abridged by Dan.pdf Page 12 that reduces stopping, automobiles are allowed "to proceed indefinitely at a fixed rate of speed." 5 Furthermore, because of the design of one -way streets, this fixed speed is increased. In the 1990s, the purpose of one -way streets in American downtowns began to be re- evaluated. The circumstances, including traffic congestion, that lead to their proliferation were no longer universally apparent. Furthermore, the goal of downtown revitalization often includes the decrease or mitigation of automobile presence. Issues of traffic efficiency were also paramount to the decision to convert one -way streets to two -way streets but the latest conversions utilized a much different set of criteria. Traffic capacity increases when a two -way street is converted to a one -way street. This fact is not typically disputed, but high- capacity one -way couplets may no longer be needed nor desired in downtown areas. A conversion of a one -way street to a two -way street can decrease traffic capacity. This decrease in capacity can lead to increased congestion. Traffic engineers of the mid twentieth century reconfigured cities to eliminate congestion while some downtowns are now seeking congestion. The appearance of congestion, to a certain degree, can give an area a look of healthiness and vitality. Congestion is measured on an A to F scale, known as Level of Service (LOS). A LOS of A characterizes highways and major free - flowing transportation routes, while a LOS of F means stop- and -go traffic.6 An appropriate level of congestion in a downtown area is between a LOS of D and E, which 5 Thoreau Institute, "Should Cities Convert One -Way Streets to Two Way ?" The Vanishing Automobile 30. Available at http: / /www.ti.org /v aupdate30.html. Accessed November 2009. 6 John D. Edwards, "Traffic Issues for Smaller Communities," Journal of the Institute of Transportation Engineers (1998): 32. 11 (6/15/2012) Kevin Firnstahl - clemsonone -way to two -way abridged by Dan.pdf Page represents a wait no greater than sixty seconds at an intersection.' This LOS offers a balance of efficiency and congestion. As discussed earlier, one -way streets allow for more vehicular traffic and at higher speeds. Even with traffic speed control measures such as a posted speed limit, stop signs and traffic lights, drivers on one -way streets typically travel at higher speeds. Higher speed was long desired by traffic engineers even in congested cities, but is now often seen as unsafe to motorists and pedestrians. In commercial areas, operating speeds of 20 to 25 miles per hour are ideal.8 This speed allows a driver to access areas in a reasonable amount of time while also creating a pace that allows for observance of storefronts, signs, and display windows. For commercial ventures on downtown streets, visibility is essential for success. Downtown commercial streets have seen a dramatic change in their level of use in the twentieth century. Their boom and bust have occurred in the same century. Cities of the early twentieth century were centers of retail operations, office headquarters, and cultural and entertainment venues. With their popularity came the need to facilitate automobile traffic to and from these destinations. One -way streets were a common method implemented by traffic engineers to gain traffic capacity and increase traffic speed. However, with a shift in residential and commercial growth to the suburbs, the need for such streets decreased and in fact contributed to the further decline of central cities by creating hostile environments to all non - motorists. With new perspectives and needs for downtown traffic, many one -way streets were ibid., 32.; John D. Edwards, Converting One -Way Streets to Two-Way: Managing Traffic on Main Street, (Washington, D.C.: The National Trust's Main Street Center, 2002), 13. 8 Edwards, Traffic Issues for Smaller Communities, 32. 12 (6/15/2012) Kevin Firnstahl - clemsonone -way to two -way abridged by Dan.pdf Page 14 converted back to two -way streets. With a desire to decrease the negative effects of automobile traffic in downtowns, an increase in congestion and a decrease in vehicular speed were desired. PEDESTRIAN SAFETY Perhaps the greatest consideration for one -way to two -way conversions is that of pedestrian safety. The speed and pattern of vehicular traffic on a street greatly impacts the level of safety afforded to non - vehicular street users. This group of users can be pedestrians, bicyclists, and other non - motorists. Pedestrian safety in downtown commercial streets is paramount because pedestrians are shoppers. Even shoppers that arrive at a commercial street by automobile are at some point... a pedestrian. In most cases, a downtown motorist's destination is some place to park the car, namely a garage, lot or on- street parking space; upon parking, the motorist leaves the vehicle as a pedestrian to access the final destination." 9 Both sides of the one -way to two -way debate accept the importance of pedestrian safety but there is not an agreement as to which way of travel is actually safer. There are studies and statistics that quantitatively show the benefits of both one -way and two -way streets on pedestrian safety. Both sides of the debate are presented here, as pedestrian safety may depend on characteristics that can only be determined on a case -by -case basis. However, there are several benefits of two -way streets that positively affect pedestrian safety and pedestrian experience; a relatively new criterion for successful downtowns. 9 Walker, Kulash, and McHugh, Downtown Streets: Are We Strangling Ourselves on One -Way Networks ?, 4. 13 (6/15/2012) Kevin Firnstahl - clemsonone -way to two -way abridged by Dan.pdf Page 15 I 1 I I I I I 1 L _ — _ _ _ _ — _ J L Pedetion amswalk • Wel point hro-arry *le paperrt El Doe canflo remand depeodga7 on draction cf one-My tal c on nonsked. Q• rmlGd removed hyoeesayslreipeen. rt OedrOl road removed— dependep on de•liao of onra'oy trek on (MS *reel. Ileke tml$d fit/Owed moosstee]. • Colo paBds lmwey steel peat • Oee (calk moored *deg guidon of pigmy ki onaasstul. O Cook aroundhy emery met peo • DeaMt mad mooted- -deye* dceoknolnem rife co uasstwt. Nato: row ricked co uossred, Figure 2.1 Illustration of vehicle /pedestrian conflicts of one -way street intersections. All black dots identify conflict points in two -way street intersections. All but two (right) or four (left) are presented as being eliminated in one -way street networks. This illustration and the article, from which it was taken, present one -way streets as safer than two -way streets. From "One -Way Streets Provide Superior Safety and Convenience," 1998, pg 48 -49. Pedestrian safety has always been a concern for traffic engineers. At the time of many two -way to one -way conversions, it was believed that one -way streets offered several advantages to pedestrians. The main principle of this promotion was based on the need of both drivers and pedestrian to only be aware of traffic traveling in one direction. 10 There are also sources that contend there are fewer vehicle /pedestrian conflict points in a one -way system. An article in the Journal of the Institute of Transportation Engineers in 1998 calculated that there are either two or four conflict points in a one -way system depending on the number of lanes and 10 Traffic Engineering Handbook, 331. 14 (6/15/2012) Kevin Firnstahl - clemsonone -way to two -way abridged by Dan.pdf Page 16 type of turns allowed, up to 24 conflict points of any two -way configuration (Figure 2.1).11 Furthermore, because vehicles only travel in one direction, both head -on and left -turn accidents will dramatically decrease. It has been stated that traffic accidents involving both vehicle /vehicle and vehicle /pedestrian conflicts can decrease between 10 to 50 percent if one -way streets are employed.12 While there are indicators for the level of safety provided to pedestrians on one -way streets, there is a similar amount of evidence that contradicts that conclusion. The Traffic Engineers Handbook published by the Institute of Transportation Engineers indicates, "vehicles turning left out of one -way streets appear to hit pedestrians significantly more frequently than do all other turning vehicles." 13 Furthermore, in an article published in the Journal of the Institute of Transportation Engineers in 2004, a computer model was used to compare one -way and two -way networks and concluded that on one -way streets, vehicles travel at higher speeds, have a lesser average delay, and stop less often, and because of these attribute are not safe for pedestrians. Superficially, it would seem that crossing single direction of traffic on one -way streets is preferable to crossing a two -way street. As is often the case, the conventional wisdom is wrong. In fact, crossing a one -way street presents greater difficulties to the pedestrians than crossing a two -way street. The explanation lays in the greater numbers of different vehicle /pedestrian conflict sequences that are encountered in crossing a one -way street. 14 11 John J. Stemley, "One -way streets provide superior safety and convenience," Journal of Institute of Transportation Engineers (1998), 48. 12 University of North Carolina Highway Safety Research Center, "One -way Streets," in Florida Pedestrian Planning and Design Handbook (1999), 89. 13 Traffic Engineering Handbook, 331. 14 Lum Kit Meng and Soe Thu, "A Microscopic Simulation Study of Two -Way Street Network Versus One -Way Street Network," Journal of The Institution of Engineers, Singapore. 44, no. 2 (2004): 114. 15 (6/15/2012) Kevin Firnstahl - clemsonone -way to two -way abridged by Dan.pdf Page 17 Analysis of vehicle /pedestrian conflict points by those advocating for two -way streets has been calculated as two possible sequences for conflicts at a two -way street intersection and sixteen possible conflict sequences at one -way intersections (Figure 2.2).15 This is a much different conclusion than that previously presented from the article "One -Way Streets Provide Superior Safety and Convenience." It appears that with the manipulation of specific intersection criteria it is possible to determine a far different number of vehicle /pedestrian conflicts. The individual intersections in commercial districts must be evaluated on a case -by -case basis to create an accurate measure of pedestrian safety. While the number of vehicle /pedestrian conflicts and the rate of accidents cannot be unequivocally determined until the traffic pattern is determined and implemented, there are indications that two -way streets are safer. As noted earlier, two -way streets, regardless of posted speed limit tend to have slower vehicular speeds. A decrease in vehicular speed decreases both the total number of collisions and because of lower speeds can decrease the seriousness of those collisions.16 15 Walker, Kulash, and McHugh, Downtown Streets: Are We Strangling Ourselves on One -Way Networks ?, 11. 16 Reid H. Ewing, Traffic Calming: State of the Practice (Washington, D.C.: Institution of Transportation Engineers, 1999), 109. 16 (6/15/2012) Kevin Firnstahl - clemsonone -way to two -way abridged by Dan.pdf Page 18 Figure 2.2 Illustration showing sixteen total pedestrian /vehicle conflicts created by a system of one -way streets and only two possible conflict points in two -way street systems. The article from which this figure was taken advocates for the conversion of one -way street to two -way streets in order to increase pedestrian safety. From Are We Strangling Ourselves With One -Way Street Networks ?" 1999, pg 11. 17 (6/15/2012) Kevin Firnstahl - clemsonone -way to two -way abridged by Dan.pdf _ Page 19 Pedestrian safety is a quality of life issue. The ability of non - motorists to utilize public space, specifically in the form of commercial corridors is essential for downtown vitality. Research by traffic engineers and those in other fields has competently analyzed the safety of both one -way and two -way streets. The results of these studies seem to be reliant on a number of factors beyond the direction of travel. It has been determined, however, that the single most dangerous vehicle /pedestrian conflict, a left turn from a one -way street, only occurs in a one - way street network. There is also evidence that two -way streets are better for pedestrian safety based on the decreased traffic speed. Pedestrian safety is cited as a major factor in the conversion of one -way streets to two -way streets in Denver, Colorado, Milwaukee, Wisconsin, and Toledo, Ohio.17 TRAVEL DISTANCE AND EASE OF ORIENTATION The success of urban transportation is dependent on the ability of a motorist to reach his or her destination. Traffic capacity, speed, and street design affect this ability, so too does the availability of routes within the greater street network. Placement of one -way and two -way streets affects the number of routes available to reach a destination, and may increase or decrease total travel distance. Knowledge of the street network can greatly influence the ease with which a driver can find 17 Robert F. Dorroh and Robert A. Kochevar, One -Way Conversions for Calming Denver's Streets, 1996), 110.; A. Nelessen Associates, Milwaukee Downtown: Catalytic Projects (Milwaukee, WI: City of Milwaukee, 1999), 43.; Development Consulting Group and Typlan Consulting Ltd, One Way Couplets Impact Analysis (Kelowna, British Columbia, Canada: City of Kelowna; Downtown Kelowna Association, 2003), 20. 18 (6/15/2012) Kevin Firnstahl - clemsonone -way to two -way abridged by Dan.pdf Page 20 suitable routes. Drivers that traverse an area more frequently are better able to evaluate the best route. Infrequent users of a street network do not have the knowledge needed to choose alternative routes and are therefore greatly affected by the street network. If the street network cannot be assessed and understood by infrequent users, such as visitors to a new city, motorists will often be forced to travel out of their way to reach a destination. Furthermore, even frequent users are forced to make out -of- direction travel to reach a destination. An easily understood road network is necessary to decrease total travel distance and ensure ease of orientation for drivers and therefore the ability to access their final destination. By limiting travel in one direction, one -way streets restrict access to certain destinations in the street network and increase total travel distance. The need of street users to make extra turns was and is known by traffic engineers. 18 It seems that a decrease in congestion and an increase in travel speed were more desirable in the mid twentieth century than the most efficient travel distance. Today there is evidence that some traffic engineers are still unconcerned with total travel distance because it does not always affect total travel time.19 Because total travel time is dependent on a number of other factors, travel distance is not the most important variable. However, in requiring additional turns and out -of- direction travel, the street network may become confusing to infrequent street users. .... [lit is the occasional visitors to downtown who are often most confused and disoriented on encountering a one -way street network. Often, these motorists are able to see their destination but are shunted away from it by 18 Traffic Engineering Handbook, 332. 19 Stemley, One -way streets provide superior safety and convenience. 19 (6/15/2012) Kevin Firnstahl - clemsonone -way to two -way abridged by Dan.pdf Page 21 one -way streets. But these occasional users are in fact the customers that revitalized downtowns are trying to attract. If circulation in the downtown area can be made easier by converting one -way streets, people in this target market segment may be better pleased with their overall downtown experience and become more regular downtown patrons.20 During the revitalization of many American downtowns in the 1990s, it was determined that two -way streets were more "user friendly" for local, regional, and out -of -town shoppers. The desire to improve the ease of orientation by infrequent visitors is referenced in one -way to two -way conversions in Milwaukee, Wisconsin; Lubbock, Texas; Lansing, Michigan; Lafayette, Indiana; Dubuque, Iowa; New Haven, Connecticut and Great Falls, Montana.21 BUSINESS RECOGNITION: VISIBILITY AND STOREFRONT EXPOSURE Traffic efficiency, pedestrian safety, and travel distance are common variables in assessing one -way and two -way streets. In evaluating the use of one - way and two -way streets as a commercial corridor there are more factors, including business visibility and storefront exposure. Business visibility is the ability of a driver to see and identify a storefront or sign and assess its use. Storefront exposure is the ability of a driver to see a specific storefront based on its location within the street network and within the block. These factors are essential to understanding the pros and cons of one -way and two -way traffic on commercial streets. The assertion that one -way streets are good for business is verified for only a certain type of business. "Supermarkets and other high - volume, low- margin stores 20 Walker, Kulash, and McHugh, Downtown Streets: Are We Strangling Ourselves on One -Way Networks ?, 4. 21 A. Nelessen Associates, Milwaukee Downtown: Catalytic Projects, 43.; Lyles, Faulkner, and Syed, Conversions of Streets from One -Way to Two-Way Operation, 13.; ibid., 13.; Development Consulting Group and Typlan Consulting, One Way Couplets Impact Analysis, 20.; ibid., 20.; ibid., 20.; Planning Department, City of Great Falls, Montana, The Conversion of Downtown One -Way Streets Back to Two-Way Streets , 2007), 5. 20 (6/15/2012) Kevin Firnstahl - clemsonone -way to two -way abridged by Dan.pdf Page 22 that have their own parking lots probably do better on a one -way couplet that gives lots of people quick access to those stores.22 This type of business typically sells convenience items needed regularly by a large number of people, such as household supplies, food, and other regularly purchased items. While urban environments, specifically small historic commercial districts, do sell this type of item they are not sold in a supermarket setting, but in small groceries. Many storefronts of downtown commercial corridors are locally owned and sell unique items. Research has determined the appropriate speeds for smaller commercial streets and for business visibility. A traffic engineer of more than forty years, John D. Edwards, has determined that 'operating speeds of 20 to 25 mph are necessary so that the shopper does not feel hurried and so that a leisurely pace is present. Furthermore, at operating speeds in excess of 30 mph it is difficult for the motorist or a researcher to even observe the types of retail outlets present.i23 The posted speed of a street can reflect this appropriate speed, but because users of one -way streets are more likely to accelerate beyond the posted limit, storefronts and signs will be even less visible. Because the shopper does not typically plan purchases from small businesses on commercial streets, they can be considered "impulse" purchases. For this type of sale, storefront visibility from a moving automobile is essential, even if the shopper intends to return to the store on foot. 22 Walker, Kulash, and McHugh, Downtown Streets: Are We Strangling Ourselves on One -Way Networks, 5. 23 Edwards, Traffic Issues for Smaller Communities, 32. 21 (6/15/2012) Kevin Firnstahl - clemsonone -way to two -way abridged by Dan.pdf Page 23 Figure 2.3 Graphic representation of eclipsed storefronts caused by one -way streets. From Are We Strangling Ourselves With One -Way Street Networks ?" 1999. Increased vehicular speed decreases business visibility, so too does the direction of travel. If direction of travel is restricted to one direction, as it is on a one - way street, storefront eclipsing occurs. Storefront eclipsing is the loss of exposure to first floor commercial property caused by one -way streets. A methodology to determine storefront eclipsing was determined by several members of Glatting Jackson Kercher Anglin Lopez Rinehart Inc., a national community planning firm specializing in urban design, transportation planning and engineering. "The quantity of eclipsed store frontage is a function of the quantity of one -way street approaches 22 (6/15/2012) Kevin Firnstahl - clemsonone -way to two -way abridged by Dan.pdf Page 24 in the intersection, block perimeter size, building setback and street width.i24 Consider the approach needed to view the maximum number of storefronts (Figure 2.3): As a vehicle stops at or enters an intersection the driver has excellent visibility of the storefronts on the far side of the cross street. On one -way street networks, precious storefronts exposure is lost when one direction of travel is removed, causing one side of every cross street to be partially 'eclipsed' from view... 25 Even opponents of one -way to two -way conversions admit that two -way streets may provide better visibility based on the type of business. "Specialty stores that rely on impulse sales and depend on high margins per sale do better on two -way streets, since only half their potential customers would see them on a one -way couplet. "26 The stores along most small historic commercial streets are exactly the type of businesses that do better on two -way streets. Furthermore, there is evidence that very successful nationally known chain retailers of coffee and books choose locations on two -way streets because of increased exposure and accessibility. 27 The direction of travel on a street greatly influences the exposure of storefronts and signs to vehicular traffic. There are numerous ways that traffic patterns are determined with the decision typically in the hands of the traffic engineer. In the 1950s, traffic engineers sought to facilitate the greatest amount of traffic through urban areas; little consideration was given to other factors such as business vitality, pedestrian safety 24 Walker, Kulash, and McHugh, Downtown Streets: Are We Strangling Ourselves on One -Way Networks, 13. 25 Meng and Thu, A Microscopic Simulation Study of Two -Way Street Network Versus One -Way Street Networks ?, 114. 26 Thoreau Institute, Should Cities Convert One -Way Streets to Two Way ?, 29 October 2008. 27 Walker, Kulash, and McHugh, Downtown Streets: Are We Strangling Ourselves on One -Way Networks ?, 5. 23 (6/15/2012) Kevin Firnstahl - clemsonone -way to two -way abridged by Dan.pdf Page 25 CHAPTER SIX CONCLUSION The field of historic preservation promotes a set of concepts, standards and skills that can be integrated into myriad other professions and fields. In this thesis the fields of transportation planning, specifically traffic calming and methods of economic development, were employed under the direction of public and private interests in order to recapture the past successes of Charleston's major commercial corridor, Upper King Street. In Charleston, a leading city in preservation advocacy and action, these revitalization efforts were aligned with the need to retain the historic use, design, and buildings of the area. In the case of Upper King Street, it was, in fact, transportation planners working to revitalize the business district who were responsible for the preservation of the area. The connection between preservation and downtown revitalization is clearly illustrated in the National Trust for Historic Preservation's Main Street program. By combining the concepts of economic redevelopment and historic preservation, each can aid the goals of the other. In 2002, the Main Street program promoted the conversion of one -way to two -way streets, effectively declaring the method appropriate for historic streets but also effective enough to be an economic development tool. A transportation planner with 35 years experience, John D. Edwards, wrote for the Main Street News, "While a growing number of communities are opting for two -way traffic in their business districts and there is significant anecdotal evidence that positive changes occur after most street conversions, there has been limited research 135 (6/15/2012) Kevin Firnstahl - clemsonone -way to two -way abridged by Dan.pdf Page 26 on actual retail sales and property value increases. More economic data is needed to support the economic benefits of these conversions." 251 This thesis heeded Mr. Edwards' request and conduct a research study that statistically evaluated the success of the 1994 one -way to two -way conversion. In increasing property values on Upper King Street, the one -way to two -way conversion preserved the historical use, design, architecture, and importance of Charleston's most recognizable street. By including this level of qualitative and quantitative research, historic preservation can increase its acceptance and influence in the field of real estate development and appraisal. Additionally, the study of Upper King Street welcomes another profession into the conversation: transportation engineers. For the first part of the twentieth century the plans and actions of transportation engineers were the problem, today, they can be part of the solution for historic American downtowns. In fact, like the case of Upper King Street, it is essential to undo the previous one -way plans that accommodated the needs of motorist above all others, including pedestrians, business vitality, and the street life of downtowns. One -way streets have been shown to increase automobile speed, decrease pedestrian experience, and decrease business storefront visibility. In returning appropriately selected one -way streets back to two -way operation, street restoration, like buildings restoration, can be used to return a corridor to a more appropriate match for its historic use. Beyond typical economic redevelopment methods or historic preservation methods, 251 John D. Edwards, Converting One -Way Streets to Two -Way: Managing Traffic on Main Street, (Washington, D.C.: The National Trust's Main Street Center, 2002). 136 (6/15/2012) Kevin Firnstahl - clemsonone -way to two -way abridged by Dan.pdf Page 27 successful revitalization projects require a comprehensive approach that includes diverse methods from diverse fields. This thesis has looked at the recent history of Upper King Street and determined that there was a series of systematic one -way transportation plans that contributed to the decline of the district. An appropriate method to reverse the negative effects includes the re- conversion of one -way streets to two -way operation. In analyzing the affects of a 1994 one -way to two -way conversion, it became apparent that historic research must adapt to new periods of significance, and start to include detailed research of the happenings of the mid and late twentieth century. Urban patterns and buildings in the modern style, and specifically modern commercial buildings, of which Upper King Street has several, are in need of fervent protection and preservation. The research conducted to this thesis and others like it will be the building blocks for historic researchers in the approaching times. The decline of American downtowns in the mid twentieth century has finally reached that all- important fifty year birthday, the age at which preservationist start to deem a building "historic." This distinction in age is essential to ensure that an appropriate amount of time has passed, and a fresh and hopefully, respectful perspective can be applied. It is now that the effects of America's greatest transportation plans and suburban settlement patterns of the past century can be viewed critically, and the resounding desire is to return downtowns to their previous and prosperous conditions. 137