54 th Avenue North Complete Streets Concept Plan
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1 54 th Avenue North Complete Streets Concept Plan June 2018
2 TABLE OF CONTENTS Introduction and Purpose...1 Existing Conditions...5 Stakeholder and Public Outreach...15 Preferred Options West Segment...19 Preferred Options East Segment...25 Traffic Operations and Travel Time Analysis of Options...31 Implementation and Next Steps...33
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4 Introduction and Purpose 1
5 Introduction and Purpose The 54th Avenue North (54th Avenue N) Complete Streets Concept Plan (Plan) is intended to identify preferred complete street improvements along 54th Avenue N between 49th Street N (CR 611) and 34th Street N (US 19). Top improvements will enhance safety and mobility for all modes of transportation including motor vehicle, bicyclists, public transit, and pedestrians. Ultimately, the goal of the improvements is to reduce injuries and fatalities along the corridor. Study Area Overview Legend Lealman Study Area 54th Avenue N Study Area School Park The Plan also supports parallel redevelopment and planning efforts in the area. Elements of green infrastructure that leverage existing and proposed recreational amenities like Joe s Creek Greenway Park, the Pinellas Trail east-west extension, and proposed pedestrian improvements along 40th Street N, between 58th Avenue N and 54th Avenue N were also explored. This conceptual plan is being prepared concurrently with the 62nd Avenue Corridor Study, as well as the overall Linking Lealman Action Plan, which will address complete street improvement opportunities and concepts for the wider Lealman area. Complete Streets Complete streets are streets that are designed to accommodate all users, including pedestrians, bicyclists, motorists, and transit users of all ages and abilities. They are designed, operated, and maintained to enable safe and comfortable travel for all users. 2
6 Study Focus The focus on the 1.25 mile east-west corridor of 54th Avenue N is part of the larger Linking Lealman effort to connect and improve mobility throughout a larger planning area. The Forward Pinellas Complete Streets Program Grant awarded $50,000 in matching funds to Pinellas County Planning to assist with conceptual planning on 54th Avenue N. This grant is intended to assist local governments in planning, designing, and constructing complete streets projects with the long-term goal of catalyzing transformative redevelopment. The following design criteria were considered and prioritized in identifying 54th Avenue N Complete Street designs: Safety Connectivity Health Livability Context Equity Aesthetics Economic Competitiveness The consideration for a viable Main Street in the Lealman Community Redevelopment Area (CRA) in Unincorporated Pinellas County has broad support from community stakeholders a corridor that adequately and equitably connects commuters and residents and supports future, multimodal improvements is the focus of this Plan. 54th Avenue N is identified as a potential redevelopment corridor in several previous plans, including the Lealman Community Redevelopment Area Plan and the Pinellas County Comprehensive Plan. 3
7 Corridor Characteristics and Challenges 54th Avenue N is a four-lane minor arterial under the jurisdiction of Pinellas County. 49th Street N is a minor arterial and 34th Street N is a principal arterial; both serve regional and local traffic and 54th Avenue N serves as an important connector between these two corridors. Properties along 54th Avenue N are generally privately owned with the exceptions of Lealman Neighborhood Park and the Lealman Special Fire Control District. A CSX railroad track divides the study corridor and defines West and East Segments. For planning purposes, the corridor is divided into the West and East Segments. The unique characteristics and challenges of the West and East Segments include abutting land uses, roadway geometry, and right-of-way width. 54th West Existing Typical Section 54th East Existing Typical Section 34TH ST N 54th Avenue N Study Corridor 4
8 Existing Conditions 5
9 Existing Conditions West Segment Between 49th Street N and the CSX railroad track, 54th Avenue N traverses a primarily single-family residential neighborhood of mid- 20th century single family homes. Memorial Park Funeral Home and Cemetery are located west of the 54th Avenue N/49th Street N intersection. Some commercial development can be found at the 54th Avenue N /49th Street N intersection and the 54th Avenue N/CSX intersection. Southwest of the 54th Avenue N/CSX intersection, there is a Transportation/Utilities land use parcel. There are six transit stops along the west segment. West Segment Key Issues 1 2 West Segment Characteristics & Challenges Minor arterial Wide right-of-way Designated left turn lanes 40 mph posted speed limit Primarily single-family residential land use Existing sidewalks with buffers 54th Avenue N/49th Street N signalized intersection Lack of signalized intersections/midblock crossings Numerous driveways Railroad crossing limits roadway geometry changes 49th Street N intersection westbound queuing issues vehicles stack up and block 48th Street N High vehicle speeds and a lack of crosswalks contribute to dangerous mid-block crossings. 3 Numerous private driveways limit design options. 4 Railroad limits design changes around rail crossing. Existing issues with 49th Street N intersection with queuing westbound. 6
10 Existing Conditions East Segment East of the CSX line, 54th Avenue N is a narrower four-lane, undivided roadway with numerous commercial driveways, 11 transit stops, twoway stop intersections at side streets, and a designated left turn lane at the 34th Street N intersection. The area of mixed land uses around this segment of the corridor has been identified as a Commercial Redevelopment Corridor in the Lealman CRA Plan. West Segment Key Issues 1 2 Industrial land uses are located along the CSX track to the south. Commercial, mixed-use, residential and office uses are interspersed along the corridor to 34th Street N. The Lealman Special Fire Control District Station is located at the 54th Avenue N/CSX intersection. Lealman Neighborhood Park is north of 54th Avenue N, between 39th Street N and 37th Street N. Automotive sales and service businesses occupy several parcels near the 54th Avenue N/34th Street N intersection. West Segment Characteristics & Challenges Minor arterial 40 mph posted speed limit Narrow sidewalks without buffers (sidewalks are typically 5 ft or narrower where grass and soil is encroaching) Mixed land use including commercial & residential Potential to connect to existing & proposed trail network 54th Avenue N/40th Street N signalized intersection and school crossing 54th Avenue N/34th Street N signalized intersection Rectangular Rapid Flash Beacons (RRFB) crosswalk at 54th Avenue N/37th Street N intersection Emergency access and signals for the Lealman Fire Rescue- Railroad crossing arms and signals Inadequate visibility for the rectangular rapid flash beacon at 37th Street N Narrow and broken, unbuffered sidewalks place pedestrians and moving traffic directly adjacent to one another. 3 A high-crash corridor that has experienced four fatalities in the past five years, one of which was a pedestrian. 4 Limited designated mid-block crossings and poor lighting at night make crossing uncomfortable or dangerous. Lack of a designated left-turn lane causes left-turn congestion along corridor and rear-end crashes. 7
11 Safety Considerations 54th Street Collision Summary by Type and Movement (49th Street N to 34th Street N) Pedestrian, bicyclist, and motorist safety is a primary concern of complete street considerations along 54th Avenue N, summarized below. Four people lost their lives between 2012 and Safety concerns along the corridor include aggressive and distracted driving, rear end crashes due to the lack of designated left-turn lanes, a lack of safe crossings for vehicular and pedestrian cross-traffic, and vehicle speeds. Lighting is also a safety concern in the corridor. Corridor Safety Facts 16,500 vehicles per day Inadequate and missing street lighting 108 injuries & 4 fatalities in past 5 years ( ) along the 1.25-mile stretch 23 crashes in involved a pedestrian or bicyclist VEHICLE MOVEMENT CRASHES INJURY PEDESTRIAN BICYCLIST MOTORCYCLE VULNERABLE USERS Straight Ahead % Turning Left % Turning Right % Making U-Turn % Backing % Changing Lanes % Overtaking/Passing % Slowing % Other % Unknown % TOTAL % % Annual Crash Total Years 54th Avenue N Street All Crashes 5-Year Trend ( ) Lealman Crash Heat Map 8
12 54TH AVE N 49TH ST N 54th Avenue N Crash Summary Map ( ) 9
13 Transit in the Corridor 54th Avenue N is served by PSTA Route 75 and connects the major transit routes (Route 34 and Route 97) on 34th Street N and 49th Street N, respectively. Complete streets improvements along the corridor should consider bicycle and pedestrian needs to facilitate first and lastmile gaps in accessing transit in the area and potentially encourage increased transit ridership. 3 local bus routes serve study area PSTA Route 75 runs along corridor 16 bus stops along the corridor 60-minute headways on Route 75 Routes 34 and 97 operate nearby Existing & Planned Multimodal Facilities Improvements to 54th Avenue N that benefit bicyclists and pedestrians should consider connecting to the planned and existing multimodal facilities near the corridor including: Planned Joe s Creek Trail connection at east end of corridor Connection to proposed regional bike network Pinellas Trail extension Planned pedestrian improvements such as sidewalk improvements and repair Transit Infrastructure 10
14 Pedestrian Infrastructure Existing Lighting Conditions Standard illuminance is to be maintained on Florida roadways. According to the FDOT Plans Preparation Manual, most roadways are required to maintain an average illuminance of 1.0 horizontal foot-candle (H.F.C.). A major arterial road must maintain an average illuminance of 1.5 H.F.C. Additionally, a pedestrian facility that is separate from the roadway must maintain an illuminance of 2.5 H.F.C. Illumination along 54th Avenue N was measured in six locations to determine any areas where lighting may be inadequate. Findings were as follows: FDOT illumination level average and measured maximum and minimum illuminance of each location is shown in the Figure to the right. Average figures represent the required light level set by FDOT standards. Minimum illuminance measured at each location is compared with the FDOT average to determine whether the location meets FDOT lighting standards. If the minimum illuminance measured is less than 25% of the average, then the location does not meet FDOT lighting standards. None of the measured locations on 54th Avenue N meet FDOT lighting standards. Photos at each of the six locations measured are shown on the next page. Avg: 1.0 H.F.C. Max: 0.1 H.F.C. Min: 0.0 H.F.C. A B C D E F Avg: 1.5 H.F.C. Max: 0.2 H.F.C. Min: 0.0 H.F.C. Avg: 1.5 H.F.C. Max: 3.8 H.F.C. Min: 0.6 H.F.C. Avg: 1.0 H.F.C. Max: 0.3 H.F.C. Min: 0.0 H.F.C. Avg: 1.0 H.F.C. Max: 0.5 H.F.C. Min: 0.1 H.F.C. Avg: 1.5 H.F.C. Max: 0.1 H.F.C. Min: 0.0 H.F.C. 11
15 A B C Looking westbound on 54th Avenue. There is very little lighting on this segment. Looking westbound on 54th Avenue. There is very little lighting on this segment. Looking eastbound on 54th Avenue. Lighting is not uniform as evidenced by dark spots on road and sidewalk. D E F Looking westbound on 54th Avenue. This location had the best lighting out of all locations sampled, with a max of 3.8 H.F.C. Looking westbound on 54th Avenue. The lighting at this location varied greatly, with an outlier of 2.7 H.F.C recorded on the southside. This outlier was not included in the Figure 1. Looking eastbound on 54th Avenue. There is very little lighting on this segment. 12
16 Average Annual Daily Traffic 54th Ave N is a minor arterial, and its annual daily traffic presents an opportunity to apply complete streets concepts traffic volumes on 54th Avenue N were: 16,500 average annual daily traffic on corridor Up from 15,900 in 2012 Down from 19,000 in 2009 OnTheMap Inflow/Outflow Report As part of the existing conditions in 54th Avenue N corridor, U.S. Census Bureau OnTheMap data was used to identify high-level traffic patterns and movements. Findings from this analysis include: Those employed within the study area tend to live just north and west of the study area, within one mile of the corridor Those living within the study area tend to work further than five miles from home, with larger concentrations in Largo and Saint Petersburg 54th Street Corridor (49th St to 34th St) Inflow/Outflow Report* Home Destinations for Individuals Employed within 54th Avenue N Corridor EMPLOYED IN THE STUDY AREA LIVING IN THE STUDY AREA LIVING AND EMPLOYED IN THE STUDY AREA 1,651 1, *Source: U.S. Census Bureau, OnTheMap Application and LEHD Origin-Destination Employment Statistics (Beginning of Quarter Employment, 2nd Quarter of ) Work Destinations for Individuals Living within 54th Avenue N Corridor 13
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18 Stakeholder and Public Outreach 15
19 Stakeholder and Public Outreach Public and stakeholder participation in the planning process provided insight and agency coordination as well as feedback on the complete streets elements proposed for the corridor. Outreach was accomplished using a variety of tools to facilitate public involvement, including community workshops and surveys. Lealman Community Redevelopment Agency (CRA) Advisory Committee Workshop (January 23, 2018) CRA Advisory Committee feedback was received on potential Plan concepts and overall opportunities in Lealman. Infrastructure improvements (i.e. landscaping the right-of-way & median and gateway features) was heard as a top priority, followed by a path/wide-walk and street lighting as other top priorities. Behind street lighting, safe crossing features such as controlled mid-block crossings and enhanced pedestrian signalization were heard as important. CRA Workshop Sample Survey & Response 16
20 Community Open House (March 8, 2018) A community open house was scheduled and coordinated by county staff. The open house included an opening presentation, as well as interactive exercises such as build your own street where participants could design 54th Avenue N given the existing constraints. The purpose of the open house was to provide opportunity for residents, property owners, and other stakeholders to explore and develop visions of what a complete 54th Avenue N would look like, as well as review and provide feedback on initial draft concepts. A summary of key items heard is below: Numerous intersections need to be evaluated to optimize signal timing and reduce left-turn traffic queues. Concerns over traffic congestion with two lane options Build-up of left-turning traffic is a key factor in crashes on 54th Avenue Extra right-of-way space should be allocated towards improvements like wider sidewalks Mid-block crosswalks were a top priority due to safety concerns. The open house was the first public event held at the Lealman Community Campus. 17
21 Public Workshop (June 5, 2018) The purpose of the event was to provide an opportunity for public and stakeholders to provide feedback on refined concepts. The Linking Lealman Community Workshop was held on June 5, 2018 with approximately 25 members of the public participating. The workshop was at the Lealman Community Campus with an interactive, open house format. Participants were asked to complete five different exercises to express their concerns and opinions about Linking Lealman. Overall, the number one comment/concern along 54th Avenue N and in the Lealman area in general was the need for sidewalks. Other reoccurring themes were lighting, bike lanes, and landscaping. The participants had the chance to provide feedback through several exercises. There was one particular exercise that was a 54th Avenue Spotlight that showed refined concepts from the first public meeting as well as meetings with county staff. Participants were shown potential scenarios for 54th Avenue N and asked if they had any concerns with any of the concepts. There was a board for the section from 49th Street N to the Railroad and from the Railroad to 34th Street N. The portion from the Railroad to 34th Street received the highest number of comments with some voicing concerns on pedestrian volumes and safety. Other participants voiced disapproval of the lane reduction scenario and the fire department mentioned concerns over a crash blocking the roadway. The intersection improvement at 49th Street N and 54th Street N received almost unanimous approval. 18
22 Preferred Options West Segment 19
23 Initial Recommended Options West Segment Option A Add Wider Sidewalks/Multimodal Path + Landscaped Medians/Crossings Three complete streets recommended options were initially presented to the public for the West Segment (Options A, B, and C) as well as sub-options, which are slight variations of the three main options. Right of Way Dimensions Total: 100 Feet Curb to Curb: 60 Feet Edge of Pavement: 56 Feet Option B Lane Reapportionment (Road Diet) + Bike Lanes Option C Lane Reapportionment (Road Diet) No Bike Lanes 20
24 West Segment Evaluation Matrix Initial Recommendations The three complete streets recommended options for the West Segment (Options A, B, and C) as well as two sub-options A.1 and B.1 (minor modifications of A and B) are summarized in the table below. The table provides a comparison to the street elements in the Florida Department of Transportation (FDOT) context classification for each option. The existing conditions do not meet standards for sidewalk width; comparisons among the recommended options show that not all options meet all FDOT standards. OPTION A OPTION A.1 OPTION B OPTION B.1 OPTION C STREET ELEMENTS EXISTING FDOT COMPLETE STREETS CONTEXT CLASSIFICATION STANDARDS* Maintain Curb Wider Sidewalks/Multimodal Path + Landscaped Medians/Crossings Maintain Curb Bike Lanes + Wider Sidewalks/ Multimodal Path + Remove Median Move Curb + Road Diet Bike Lanes + Wider Sidewalks/Multimodal Path + Landscaped Medians/Crossings Move Curb + Road Diet Bike Lanes + Landscaped Medians/ Crossings + Wider Sidewalks Move Curb + Road Diet Landscaped Medians/ Crossings + Wider Sidewalks/Multimodal Path Travel Lane Width 4-11 lanes 10 to lanes 4-11 lanes 2-11 lanes 2-11 lanes 2-11 lanes Center Turn Lane Width N/A Bicycle Lane Width N/A 7 N/A N/A Sidewalk Width 5'** 6 to 8 desired (depends on use) ** 8 Posted Travel Speeds 40 N/A Areas in orange indicate conditions not desired. *Based on a review of the FDOT Complete Streets Context Classification, this corridor would be classified as C4-Urban General. The C4 Classification has a mix of uses set within small blocks with a well-connected roadway network. May extend long distances. The roadway network usually connects to residential neighborhoods immediately along the corridor or behind the uses fronting the roadway. **Many sidewalks are narrower than 5 ft in places where grass and soil encroach. 21
25 Crash Modification Factor* (CFM) Analysis Initial Recommendations Each option and sub-option was analyzed to determine its crash modification factor a multiplicative factor used to compute the expected number of crashes after implementing a roadway improvement. A CMF score below 1.00 indicates a reduction in estimated crashes, if the described change is implemented on the roadway; a CMF score above 1.00 indicates an increase in estimated crashes All options have a CFM rating that indicate a reduction in estimated crashes, except A.1 which had a slight increase in crashes expected Options that include applying a road diet performed best in the CFM analysis (Options B, B.1, and C) *Source: OPTION DESCRIPTION COMBINED CMF A (Maintain Curb) Wider Sidewalks/ Multimodal Path + Landscaped Medians / Crossings A.1 (Maintain Curb) Bike Lanes + Wider Sidewalks/Multimodal Path + Remove Median B (Move Curb + Road Diet) Bike Lanes + Wider Sidewalks/ Multimodal Path + Landscaped Medians/Crossings B.1 (Move Curb + Road Diet) Bike Lanes + Landscaped Medians/Crossings + Wider Sidewalks C (Move Curb + Road Diet) Landscaped Medians / Crossings + Wider Sidewalks/Multimodal Path
26 Preferred Scenarios West Segment Two preferred roadway scenarios and 49th Street N intersection improvements were developed from the initial recommendations. Identification of these preferred scenarios was based on analysis and stakeholder and public input. West Segment Preferred Scenarios - Typical Sections and Plan Views The recommended typical sections for the West Segment depict two general scenarios for the roadway cross-section (1. Leave as Is and 2. Add Median & Widen Sidewalks) and the 49th Street N intersection improvements. Intersection improvements include extending the median and dedicated leftturn lane to reduce westbound congestion and reduce travel time as well as to prevent cut through traffic through the neighborhoods (the same could also be considered on the northside of the intersection). SCENARIO PROS CONS Intersection Improvements Prevents left turns into neighborhood Reduces congestion Decreases travel time 1 Leave as Is Least expensive ($) It s a known entity Does not change travel time 2 Add Median and Widen Sidewalks Provides enhanced walkability Includes left turn lanes Includes landscaping Does not impact travel time West Segment Planning Costs Reduces access to some streets Does not address the issues Moderate cost ($$) Planning-level cost estimates were developed for Scenario 2 shown below. Summary of Project Costs Scenario 2 IMPROVEMENT DESCRIPTION SCENARIO 2 1 Add Median, Widen Sidewalks $378,000 2 Street Lighting $57,300 3 Landscaping $210,600 4 Property Acquisition $0 Subtotal $645,900 Design $64,600 Other (CEI, Mobilization, MOT, Cont.) $166,100 Total $876,600 Scenario 1: Existing Leave as Is Scenario 2: Add Median and Widen Sidewalks 23
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28 Preferred Options East Segment 25
29 Initial Recommended Options East Segment Four complete streets recommended options were initially presented to the public for the East Segment (Options A, B, C, and D) as well as sub-options, which are slight variations of the four main options. Option A Left Turn Lanes with Landscaped Medians and Crossings + Bike Lanes (Lane Reapportionment) Right of Way Dimensions Total: 60 Feet Curb to Curb: 47 Feet Edge of Pavement: 43 Feet Option B Wider Sidewalks/Multimodal Path + Landscaped Medians/Crossings (Lane Reapportionment) Features Existing Option A: Left Turn Lanes with Landscaped Medians and Crossings + Bike Lanes Option B: Wider Sidewalks/Multimodal Path + Landscaped Medians/Crossings Option C: Landscaping + Wider Sidewalks/ Multimodal Path Option D: Left Turn Lanes with Landscaped Medians and Crossings + Wider Sidewalks/Multimodal Path Curb to Curb Additional ROW Needed A B C D No No No Yes Yes Lanes 4 lanes 2 lanes 2 lanes 4 lanes 4 lanes Option C Landscaping + Wider Sidewalks/Multimodal Path Mobility Comfort Option D Left Turn Lanes with Landscaped Medians and Crossings + Wider Sidewalks/Multimodal Path Business and Residential Impacts Economic Development Benefits Costs Low High $ $ $ $ $ $ $ $ $ 26
30 East Segment Evaluation Matrix Initial Recommendations The four complete streets recommended options for the West Segment (Options A, B, C, and D) as well as three sub-options A.1, B.1, and D.1 (minor modifications of A, B, and D) are summarized in the table below. OPTION A OPTION A.1 OPTION B OPTION B.1 OPTION C OPTION D OPTION D.1 FEATURES EXISTING FDOT COMPLETE STREETS CONTEXT CLASSIFICATION STANDARDS* Maintain Curb Left Turn Lanes with Landscaped Medians and Crossings + Bike Lanes Maintain Curb Left Turn Lanes with Narrow Medians and Crossings + Bike Lanes Move Curb Wider Sidewalks/ Multimodal Path + Landscaped Medians/Crossings Move Curb Wider Sidewalks + Grass Buffer + Landscaped Medians/Crossings Maintain Curb + Increase ROW Landscaping + Wider Sidewalks/ Multimodal Path Move Curb + Increase ROW Left Turn Lanes with Landscaped Medians and Crossings + Wider Sidewalks/ Multimodal Path Move Curb + Increase ROW Left Turn Lanes with Landscaped Medians and Crossings + Wider Sidewalks + Bike Lane Travel Lane Width lanes 10 to lanes lanes 2-11' lanes 2-11' lanes lanes 4-11 lanes 11 Two Way Left Turn Lanes Bicycle Lane Width N/A N/A N/A N/A N/A N/A N/A 6 Sidewalk Width 5'** 6 to 8 desired (depends on use) 5 ** 5 ** Posted Travel Speeds 40 N/A Areas in orange indicate conditions not desired. *Based on a review of the FDOT Complete Streets Context Classification, this corridor would be classified as C4-Urban General. The C4 Classification has a mix of uses set within small blocks with a well-connected roadway network. May extend long distances. The roadway network usually connects to residential neighborhoods immediately along the corridor or behind the uses fronting the roadway. **Many sidewalks are narrower than 5 ft in places where grass and soil encroach. 27
31 Crash Modification Factor* (CFM) Analysis Initial Recommendations Each option and sub-option was analyzed to determine its crash modification factor a multiplicative factor used to compute the expected number of crashes after implementing a roadway improvement. A CMF score below 1.00 indicates a reduction in estimated crashes, if the described change is implemented on the roadway; a CMF score above 1.00 indicates an increase in estimated crashes All options have a CFM rating that indicate a reduction in estimated crashes Options that include adding a center turn lane performed best in the CFM analysis (Options D and D.1) *Source: OPTION DESCRIPTION COMBINED CMF A (Maintain Curb) Left Turn Lanes with Landscaped Medians and Crossings + Bike Lanes A.1 (Maintain Curb) Left Turn Lanes with Narrow Medians and Crossings + Bike Lanes B (Move Curb) Wider Sidewalks/Multimodal Path + Landscaped Medians/Crossings B.1 (Move Curb) Wider Sidewalks + Grass Buffer + Landscaped Medians/Crossings C (Maintain Curb + Increase ROW) Landscaping + Wider Sidewalks/ Multimodal Path D (Move Curb + Increase ROW) Left Turn Lanes with Landscaped Medians and Crossings + Wider Sidewalks/ Multimodal Path D.1 (Move Curb + Increase ROW) Left Turn Lanes with Landscaped Medians and Crossings + Wider Sidewalks + Bike Lane
32 Preferred Scenarios East Segment Three preferred roadway scenarios were developed from the initial recommendations. Identification of these preferred scenarios was based on analysis and stakeholder and public input. East Segment Preferred Scenarios - Typical Sections & Plan Views The recommended typical sections for the West Segment depict three general scenarios for the roadway cross-section (1. Leave as Is, 2. Road Diet, and 3. Widen Roadway). Scenario 1: Existing Leave as Is Scenario 2: Lane Reapportionment (Road Diet) Scenario 3: Widen Roadway/Purchase Right-of-Way SCENARIO PROS CONS 1 Leave as Is Least expensive ($) 2 Lane Reapportionment (Road Diet) 3 Widen Rightof-Way It s a known entity Does not change travel time Includes left turn lanes Provides enhanced walkability Potential to decrease speeding Does not significantly impact travel times (same travel time as it is controlled by the signals at 49th Street N and 34th Street N which are either staying the same or are improved) Includes left turn lanes Increase in capacity Provides enhanced walkability Does not significantly affect travel times Does not address the issues Potential increase in auto congestion Moderately expensive ($$) Will affect approximately 80% of surrounding properties Significant costs ($$$$$) Significant implementation time 29
33 East Segment Planning Costs Planning-level cost estimates were developed for scenarios 2 and 3. Summary of Project Costs Scenario 2 and 3 IMPROVEMENT DESCRIPTION SCENARIO 2 SCENARIO 3 1 Widen Roadway, Construct Sidewalks $3,080,800 $4,627,000 2 Street Lighting $229,000 $229,000 3 Landscaping $430,900 $348,000 4 Property Acquisition* $0 $7,140,000 - $11,742,700 Subtotal $3,740,700 $12,344,000 - $16,946,700 Design $374,100 $1,234,400 - $1,694,700 Other (CEI, Mobilization, MOT, Cont.) $903,000 $3,860,500 Total $5,017,800 $17,438,900 - $22,501,900 *Property acquisition costs are related to the parcel impacts incurred by increasing rightof-way. These costs are represented by a range of costs associated with partial parcel impacts to full, 2017 market values of each of the impacted parcels. The costs do not reflect inflation. Scenario 3 Parcel Impacts Summary 6 parcels High impacts (8%) Takes all parking Clips a building 26 parcels Medium impacts (35%) Takes some parking 31 parcels Low impacts (41%) Clips parcel, but does not take parking 75 parcels total along 54th Avenue N corridor (east segment) High level impacted parcel costs = 2017 Market Value; Medium level impacted parcel costs = 2017 Market Value * 0.75; Low level impacted parcel costs = 2017 Market Value * Scenario 3: Right-of-Way Increase Impacted Parcels (west of 40th Street N) Scenario 3: Right-of-Way Increase Impacted Parcels (east of 40th Street N) 30
34 Traffic Operations and Travel Time Analysis of Options 31
35 Traffic Operations and Travel Time Analysis of Options A vehicular travel time analysis of the recommended scenarios along the 54th Avenue N corridor was completed to determine whether any significant delays could be expected with any of the designs. Conclusions from analysis include: No significant difference in travel times between the different alternatives Summary The controlling factor for the arterial LOS and travel time are the major signalized intersections at each end of the corridor (49th Street N and 34th Street N). For all alternatives, the intersection geometry stayed constant. Improving the intersection at 49th Street N as shown in the concepts improves operations. Approximately just over 3-minute travel time between 34th N and 49th N for all scenarios The road diet is not expected to materially affect travel time along the corridor; the travel delay experienced is due primarily to the signal delay at either end of the corridor and not the number of travel lanes along the free-flow sections. 32
36 Implementation and Next Steps 33
37 Implementation & Next Steps The purpose of this plan was to identify preferred conceptual plans to review further with a next phase. One action alternative was identified for further analysis in the eastern segment of 54th Avenue N that includes adding a median, widening sidewalks, and intersection improvements at 49th Street N. The two preferred action scenarios identified for the area east of the railroad include a widening or a reapportionment of lanes. Currently, there is no clear consensus on the conceptual plans, with the exception of the proposed intersection improvements at 49th Street N. Additional review will be conducted during the next phase of the project to review the feasibility of each of the action and no-action alternatives and to come up with a design that can be constructed. If it is determined to be feasible, the widening alternative would be a much longer-term improvement due to needed right-of-way and the time to construct versus the reapportionment of lanes. The Concept Plans summarized in this report are just the start. Currently, the county is budgeting for the next phase of the project, which is preliminary engineering. The improvements are anticipated to be implemented as a multi-phase (Design and Construction) project. A preliminary engineering report (PER) will document additional engineering and environmental analysis and support future decision-making related to project alternatives. The PER will include detailed plans at the property level, as well as costs on the corridor. The PER between 49th Street N and 34th Street N would look at where the transition would occur between the area to the west and east of the railroad. The phase would include additional public outreach and opportunity for the public to be heard to get to a final design that would then be funded for construction. 34
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