ANNUAL TRANSPORTATION REPORT

Transcription

1 ANNUAL TRANSPORTATION REPORT 2014

2 Table of Contents Executive Summary... 1 Introduction... 2 Transportation System Performance... 2 Traffic Counts... 3 Traffic Signals... 5 Street Lighting... 9 Pavement Marking and Signing Pedestrian/Bicycle Accommodations Bicycling Accommodations Pedestrian Accommodations Shared-Use (Pedestrian & Bicycle) Accommodations Transit Collisions Studies/Programs Road Safety Audits Neighborhood Traffic Safety Program School Safety Studies Development Study Review Thoroughfare Master Plan Public Communications Accomplishments City of Lee s Summit i 2014 Annual Transportation Report

3 Tables Table 1 Corridors with Coordinated Signal Timings... 7 Table 2: Sidewalk Summary and ADA Compliance Table 2 (continued): Sidewalk Summary and ADA Compliance Table 3: Traffic Signal ADA Compliance Statistics Table 4: Public On-Street Parking Statistics Table of Figures Figure 1 Overall Citizen Satisfaction with Flow of Traffic/Congestion... 3 Figure 2 Percentage of Mode Share... 4 Figure 3 City Traffic Signal Inventory... 5 Figure 4 City Traffic Signal Level of Service Summary... 8 Figure 5 Percentage of Arterial Roadways with Continuous Lighting Figure 6 - Bicycle Transportation Plan Progress Figure 7 - Bicycle Accommodation Summary Figure 8 - Bicycle Network Level of Service Summary Figure 9 - Pedestrian Accommodation Level of Service Summary Figure 10 Greenway Master Plan Progress Figure 11 - Route 152 Ridership Figure 12 - Route 252 Ridership Figure 13 - OATS Ridership Figure 14 - Crash History Figure 15 Pedestrian Involved Crash History Figure 16 Bicycle Involved Crash History City of Lee s Summit ii 2014 Annual Traffic Report

4 Executive Summary Within the Public Works Department, the Traffic Engineering and Operations Groups are tasked with managing a safe and efficient transportation system that includes vehicle, bicycle, pedestrian and transit traffic within the City of Lee s Summit. Privately owned streets and highways owned by the Missouri Department of Transportation within the city limits are not within the maintenance or operational management purview of the City. The Traffic Engineering Group is under the direction of the City Traffic Engineer and is responsible for the planning, design and operation of all traffic control within the City. This includes traffic signals, roundabouts, signs, speed limits, school zones, traffic calming, street lights, parking and pavement marking. The Traffic Engineering Group is also responsible for transportation planning, traffic impact assessment (development), multi-modal facilities and networks for bicyclist, pedestrians, and transit users. Other general traffic engineering efforts that target improved safety, mobility and efficiency are achieved through activities such as access management, intersection design, crash analysis, sight distance/visibility and roadside evaluation. This group works in cooperation with other city departments, adjacent jurisdictions, the Mid-America Regional Council (MARC) and the Missouri Department of Transportation (MoDOT) to provide the best transportation system possible for Lee s Summit. The Traffic Operations Group is under the guidance of the Public Works Operations Superintendent and is responsible for routine maintenance of the traffic control and street light networks in Lee s Summit; including signs, pavement markings, street lights and traffic signals. This report has been developed as a means of summarizing the operations of the current transportation system and activity of the traffic groups in regards to addressing traffic and transportation issues during Accomplishments, awards, recognition and projects will also be noted. The purpose of this report is to communicate the performance of various elements of the transportation system. City of Lee s Summit Annual Traffic Report

5 Introduction The City of Lee s Summit has a population of 93,184 (2013 Census Bureau Population Estimates) and encompasses a square mile area. The Public Works Department currently manages 53 traffic signals, 5,727 street lights and pavement marking and signage along 1,038 lane miles of roadway throughout the City. The Road Safety Audit and Neighborhood Sign Audit Programs, School Traffic Safety Study Program, Crash Analysis Program and Neighborhood Traffic Safety Program are all public safety initiatives managed by the Traffic Engineering Group. The Traffic Engineering Group also manages the Traffic Count Program and oversees development traffic studies and plan review for compliance with adopted transportation and traffic operation policies, standards and regulations. Accessibility for drivers, pedestrians and cyclists and opportunities to expand these networks, improve safety, efficiency and connectivity are considered. All of these tasks are representative components that make up the traffic and transportation system within the City. This report is meant to communicate the status and performance of various elements of the transportation system. The following sections in this report will include details covering several topics with regard to each transportation mode and network within the City: Traffic Counts Traffic Signals Street Lighting Pavement Marking/Signing Vehicular Accommodations Pedestrian/Bicycle Accommodations Transit Accommodations Collisions Programs/Studies Thoroughfare Master Plan Each topic will be expanded upon with information of work completed in 2014, issues addressed, reports, improvements and performance statistics. Many of the performance measures provide a comparison from year to year, trends, and reference targets or goals. Where Tables and Figures only note the current year performance, those Tables and Figures may be compared to similar data published in previous Annual Transportation Reports. Transportation System Performance The City of Lee s Summit conducted a citizen survey in Included in the survey were several questions pertaining to citizen satisfaction with the transportation network. Historical data is provided from two previous surveys conducted in 2004 and Overall, citizen satisfaction with the flow of traffic/congestion continued to improve with 57% of citizens satisfied or very satisfied. This has been an increasing trend since 2004 and compares favorably with the Kansas City metropolitan area and national averages; continued improvement is a goal of Lee s Summit. Figure 1 illustrates citizen satisfaction based on recently conducted citywide surveys and provides a comparison to the national average. Another citizen survey is not anticipated to be conducted for several years. There were no ancillary snap shot surveys related to transportation conducted in 2014 for the City of Lee s Summit. City of Lee s Summit Annual Traffic Report

6 Figure 1 Overall Citizen Satisfaction with Flow of Traffic/Congestion Several roadway improvement projects were completed in 2014 which improve the roadway network. The only City completed capital project resulting in additional lane miles to the network was the Tudor Road project. This project improved Tudor Road west of Douglas Street to Main Street from a two-lane section to a four-lane section with a new intersection at Main Street. Sloan Street was also extended as a two-lane facility south to Tudor Road. Other capital projects completed in 2014 that improved the network but did not add lane miles: Hook Road was re-built from Ward Road to M-291 as a 24-foot wide, two-lane section with 6- foot paved shoulders. 6-foot paved shoulders were added to Pryor Road from Hook Road to Longview Road. Blue Parkway was re-aligned south of Colbern Road. The roadway aligns with a new intersection at the Unity Village entrance. The new intersection is a roundabout. The transportation network was also expanded through development activities. New roadways related to development in 2014 only consist of residential streets. Traffic Counts A traffic count program has been developed in which City staff conduct traffic counts along arterials, or major roadways, on a cyclical basis. Traffic counts are conducted along collector and local roadways as needed. Every significant segment of city owned and maintained major road is scheduled to have a count conducted once approximately every four (4) years. The Missouri Department of Transportation (MoDOT) also conducts regular traffic counts on streets and highways within the City limits. City of Lee s Summit Annual Traffic Report

7 The traffic counts collected measure and monitor vehicular traffic patterns to help assess transportation needs and operation. Traffic counts are also a valuable resource within the real estate and property development industry. Exhibit 1, Traffic Count Map, provided in the Appendix, illustrates average daily travel (ADT) for roadways within the City limits. The map is generally updated annually after the first of the year to include traffic counts conducted during the previous year and also includes any updated count information from MoDOT. Although the map only depicts count data for the most recent six year period, historical data is available. Intersection traffic counts are conducted for each traffic signal controlled intersection on a cyclical basis, once approximately every four (4) years. In addition to data collected at traffic signal controlled intersections, peak hour traffic counts are collected at non-signalized intersections as needed. When traffic impact studies are completed for a proposed development, traffic counts at intersections in the vicinity of the proposed project are typically collected too. This count data supplements other traffic data collected by the City for operational analysis and transportation planning. Intersection traffic counts include vehicular traffic, bicyclists and pedestrians, each independently identified. While bicyclists and pedestrians are counted at intersections during peak hours, this is not a good indicator of daily use or demand of non-motorized transportation users. Non-motorized transportation users are typically quantified in citywide surveys. The most recent surveys show a 0.2% bicycle mode share and 2.0% pedestrian mode share of the population for commuting traffic in Lee s Summit, as illustrated in Figure 2. This information was determined using the 2000 Census and the American Communities Survey (updated data is not available at this time; mode share reports are the same as provided in the 2013 Annual Report). These resources should be referenced for comparison of prior years. While these surveys capture some data that may trend over time, this information does not identify the benefits of non-motorized transportation, whether economic, health, capacity or safety. These surveys do not include recreational use or secondary commute alternatives, which represents the vast majority of cyclists and pedestrians in Lee s Summit. Figure 2 Percentage of Mode Share City of Lee s Summit Annual Traffic Report

8 City staff conducted thirty-six (36) ADT and twenty (20) peak hour traffic counts during This data does not include data collected specifically for projects in the Neighborhood Traffic Safety Program (only applicable to residential streets). Data was collected manually and with automated equipment. Exhibit 2 in the Appendix lists the location of counts collected in Based on traffic count data, traffic volumes are generally consistent from previous years. Traffic volumes have increased at some intersections and decreased at others, but the average change in traffic volumes is negligible. Population growth has slowed in recent years which could impact traffic volumes on the roadways. In addition to a slower population growth rate, there are more transit opportunities, fuel prices have increased and the economy is coming out of a recession. All are factors that could impact traffic volumes. Traffic Signals The City of Lee s Summit maintains 53 traffic signals. Several Missouri Department of Transportation (MoDOT) maintained highways and interchanges are located throughout the City. The City and MoDOT work closely to provide coordinated signal timings between MoDOT and adjacent City owned signals. Exhibit 3 in the Appendix illustrates the location and ownership of traffic signals within the City limits. Figure 3 depicts the historical change in the City s owned traffic signal inventory. Figure 3 City Traffic Signal Inventory In 2014 City staff reviewed signal warrants and began signal design for replacement or new signal installations. Traffic signal warrant studies were completed in 2014 for the intersections of 2 nd Street with Green Street and Longview Road with Pryor Road. Based on current count data, the intersection of 2 nd Street with Green Street is approaching signal warrant limits; however, does not warrant signalization at this time. This intersection will continue to be monitored for future signalization. The intersection of Longview Road with Pryor Road meets signal warrant criteria and has been programmed in the Capital Improvement Plan for funds and construction in 2015/2016. Reconstruction of the existing traffic signals at the intersections of 2 nd Street with Douglas Street and 3 rd Street with Jefferson were completed in Audible pedestrian systems were provided at both City of Lee s Summit Annual Traffic Report

9 intersections per citizen request. Further discussion of the addition of audible pedestrian systems is provided later in the report. The intersections of Chipman Road with Commerce Drive (new signal) and 2 nd Street with East Main Street (reconstruction) are currently in construction and are expected to be completed in The intersection of Colbern Road and Town Centre Drive has been designed and a contract awarded for construction, however due to construction phasing this signal will not be constructed until Each City owned and maintained traffic signal in the traffic signal network will be reviewed at least once every four (4) years to inventory equipment and condition. The signals are documented in a database with detailed information regarding equipment in place, condition of equipment and the most recent traffic signal timings. Regular and consistently performed reviews proactively identify equipment failures and needed improvements. This work complements the completed 2010 Traffic Signal Communications Master Plan by identifying communications equipment at signalized intersections. This initiative also compliments the GIS Layer for traffic signals created in 2011, a database used to identify traffic signal related equipment, track work on such equipment and log customer service issues related to signal operations using Cityworks maintenance management software. In 2014, thirteen (13) traffic signal controlled intersections were inventoried. Traffic engineering and operations staffs are charged with maintaining the operations of traffic signals, which includes maintaining traffic signal timings. Traffic signal timings are determined and managed by the Traffic Engineering Group. Engineering staff have taken a more proactive role in reviewing existing signal timings and making adjustments as necessary to improve traffic flow as part of the developed operations management initiative noted above. This should result in a signal operational review for each traffic signal controlled intersection once every four (4) years, the same cycle stipulated in the traffic count program and inventory cycle. This review interval coincides with recommended best practice in the industry. More frequent signal operational reviews will be completed as needed. Where opportunities exist for the coordination of traffic signals, signal timing coordination plans are developed and implemented, including those adjacent to MoDOT facilities. By developing traffic signal timings that are based on current intersection traffic volumes, current geometrics, and account for surrounding land use and user behavioral changes, more efficient operations can be achieved at signalized intersections and compliance with federally regulated signal timing standards can be assured. The City of Lee s Summit currently manages signal timing coordination for seven (7) corridors. Each corridor with type of coordination, responsible agency and interagency participation is exhibited in Table 1. Interagency participation refers to cooperation between the City and other jurisdictions, in this case the Missouri Department of Transportation or the Mid-American Regional Council Operation Green Light program. Operation Green Light (OGL) is a Kansas City regional program developed to improve traffic flow and reduce vehicle emissions by coordinating traffic signals across jurisdictional boundaries. City of Lee s Summit Annual Traffic Report

10 Table 1 Corridors with Coordinated Signal Timings Corridor Status of Coordination Responsible Agency Interagency Participation Date of Timing Review Other 2 nd Street Inactive Will be active with reconstruction of intersection of 2 nd Street and East Main Street in Lee s Summit No 2014 Proposed construction in rd Street Active Lee s Summit, MoDOT Yes MoDOT 2014 City adjusted timing at HyVee drive in 2014 to improve operations Chipman Road/Blue Parkway/Pryor Road Active Lee s Summit, MoDOT Yes MoDOT and OGL 2014 Adaptive control. Phasing priority changes Significant upgrades and re-timing Douglas Road Active Lee s Summit, MoDOT Yes MoDOT and OGL 2014 Timing adjustments in 2014 M-291 North Active MoDOT No Continuous Updating Adaptive control Todd George Parkway Active Lee s Summit, MoDOT Yes MoDOT Lakewood Boulevard Active Lee s Summit, MoDOT Yes MoDOT Woods Chapel Road Active Lee s Summit, MoDOT Yes MoDOT 2011 Planned communications improvements in 2015 M-150 Active MoDOT No 2014 Timing adjustments in 2014 City of Lee s Summit Annual Traffic Report

11 While a complete review of coordinated signal timings does not occur every year, coordination is monitored throughout the course of the year and minor adjustments are made as needed. The Second Street corridor does not currently have active coordination; rather time based coordination is periodically adjusted. A construction project completed in 2014 installed communication equipment along the corridor which will allow for active coordination of traffic signals along Second Street from Market Street to Independence Avenue. With improvements to the signal at 2 nd Street and East Main expected to occur in 2015, communications will be provided to all signals along this segment of the 2 nd Street corridor and active coordination implemented. As communication equipment is provided to more intersections throughout the City opportunities to extend signal coordination along Colbern Road, Chipman Road and Todd George Parkway may be feasible. The City of Lee s Summit Traffic Signal Communications Master Plan details plans for future communications infrastructure. Based on current intersection geometrics, traffic signal timings, and traffic volumes, an analysis of existing traffic operations was reviewed for all City maintained traffic signals in Using the traffic analysis software Synchro (version 7.0), a vehicular level of service (LOS) was obtained for each intersection. LOS is represented by a range of values from A to F based on average calculated vehicle delay. LOS A represents best operations while LOS F represents poorer operations. This performance assessment is a nationally standardized measure defined in the Highway Capacity Manual. Based on policy adopted by the City Council, an overall signalized intersection LOS of C or better is deemed the minimum goal, although an intersection LOS D may be acceptable in certain situations. Pedestrian, bicycle and transit LOS are discussed in each respective section of this report. A summary of vehicular LOS for each traffic signal controlled intersection is provided in the Appendix, Exhibit 4. Figure 4 charts the LOS for all city owned traffic signals. Figure 4 City Traffic Signal Level of Service Summary City of Lee s Summit Annual Traffic Report

12 Street Lighting Street lighting benefits the safety of motorists, cyclists, and pedestrians by improving visibility for nighttime conditions. The City of Lee s Summit has several street light networks. There are privately owned street lights in the City, street lights owned and maintained by the City, street lights owned and maintained by the Missouri Department of Transportation (MoDOT) and street lights owned and maintained by Kansas City Power and Light (KCPL) that are leased by the City. The City s street light network and leased street light network are inventoried in GIS. Street light maintenance activity is tracked in Cityworks for City owned facilities. The City contracts annual routine maintenance and significant repairs of its own street light network and the traffic operations group performs maintenance and locating service as needed. MoDOT and KCPL perform maintenance and locating service of their respective street light networks in Lee s Summit. Helpful information for reporting street light damages, outages, etc. is available on the City s website. This information includes tips for ownership identification, contacts and improvement plans. The City leases the majority of its street lighting within residential areas from Kansas City Power and Light (KCPL). The Traffic Engineering Group is responsible for managing this leased street light network, including street light requests, removals, changes and authorizations, but KCPL owns and maintains these street lights according to the lease agreement with the City and tariffs established by the Missouri Public Service Commission. This leased street light network includes a variety of street light poles, fixtures and types. The City Council adopted Resolution to standardize residential street lighting leased from KCPL. This standard includes a 25-foot steel pole with a 150-watt high pressure sodium lamp in a cobra head fixture with underground wiring. These street lights will be provided at every intersection, at each cul-de-sac, and along residential streets spaced apart no more than 1,000 feet. Any residential area that desires a different standard or more lights than the minimum standard allows must enter into an agreement with the City such that the perpetual incremental cost difference of upgraded and/or additional lighting is borne by the residents in the area making such a request. There are several residential areas within the City where upgraded and/or additional lighting has been provided. The Traffic Engineering Group manages these agreements. There are currently 3,981 leased street lights in the City. The total inventory increased by 6 street lights (removal of 11 leased street lights and installation of 17 leased street lights) in 2014 as a result of continued development, arterial street lighting that replaced leased lights or public requests for lighting changes, additions or removals in consideration of adopted standards and policies. KCPL continues to change out older mercury vapor lights to current standards adopted by the City in compliance with Environmental Protection Agency regulations. Alternative energy efficient lighting options continue to be investigated, but so far available alternatives do not meet the standard lighting requirements of the City and result in overall reduced life-cycle costs. Energy efficient lighting alternatives will continue to be investigated, especially as prices become more competitive. There were no changes to the KCPL street light policy, upgrade/fixture options or tariffs in The City currently owns and maintains 1,746 street lights (poles). Nearly all of these street lights are installed along major thoroughfares. Exhibit 5 in the Appendix illustrates streets with continuous street lighting. The City desires continuous street lighting along all arterials as noted in Resolution Continuous street lighting improves safety and is sometimes required to maintain adequate sight distance for roadways depending on profile constraints. Arterial street lighting has been funded by two past initiatives; a $1.7 million 2004 ½-cent road and bridge sales tax allocation approved in the CIP City of Lee s Summit Annual Traffic Report

13 budget by City Council and a $3.5 million 2007 voter approved bond issue. Arterial street lighting is also funded through annual capital road improvements (street lighting constructed with comprehensive road improvement projects). All of the projects scheduled under street light specific funding (totaling $5.2 million) have been completed with the exception of 2 nd Street from Independence Avenue to M-291. This project is anticipated to bid early in 2015 with street lighting installed along this segment in Street light installation along 2 nd Street from Jefferson Street to Independence Avenue was completed in That project resulted in the addition of 26 street lights to the City system and the removal of 10 leased street lights. Arterial street lighting was also provided with the Tudor Road Phase 1 project, completed in The Tudor Road project provided street lighting along Tudor Road between Main Street and Douglas Street, adding 24 lights to the system. A total of 50 new arterial street lights were installed in Figure 5 illustrates the percentage of arterials with continuous street lighting in Lee s Summit. Figure 5 Percentage of Arterial Roadways with Continuous Lighting Several arterials, such as those built to interim road standards (e.g. Pryor Road south of Longview Road, Hook Road, Colbern Road west of Douglas Road, Todd George Parkway north of Colbern Road) or unimproved roads (e.g. Scherer Road east of Sampson Road) will not have continuous street lighting until the permanent road standard is constructed. Consequently, those roadways have been excluded from the arterial street light program until such time those roadways are improved. In the interim road condition, only intersection lighting has been or will be pursued. Considering the remaining street light projects scheduled for construction in 2015 and accounting for funded capital road improvements with street lighting, about 80% of the arterial street light plan completion is anticipated. Additional funding for street lights and/or new capital road projects beyond the 5-year Capital Improvement Plan are needed to fully complete the arterial street light plan. Since the inventory of City owned street lights is significant and increasing, routine maintenance has been contracted. Proactive maintenance, such as the systematic re-lamping of street lights, improves lighting, reduces the required lighting design levels, improves safety and reduces maintenance costs. Relamping of the following streets segments occurred in 2014: Longview Road between Pryor Road and Ward Road, Strother Road at I-470, Woods Chapel Road between Independence Avenue and I-470, Colbern Road between Todd George Parkway and the East City Limits, Lakewood Way at Woods Chapel Road, Longview Boulevard between Longview Road and 3 rd Street, and Woods Chapel Road between I- 470 and West Park Road. This represents the re-lamping of 315 lighting structures. City of Lee s Summit Annual Traffic Report

14 MoDOT owns and maintains lighting along highways and interchanges, except that the City maintains the lighting along M-150 Highway. Pavement Marking and Signing City staff maintains the pavement marking and signing along 1,038 lane miles of roadway throughout Lee s Summit. In 2014, pavement markings were applied along 124 centerline miles of roadway. This work included pavement markings applied in coordination with the street pavement maintenance programs (e.g. overlay) and routine annual maintenance. As part of the street pavement maintenance program, any pavement marking modifications or changes in lane configuration that better accommodate all road users are integrated. This approach allows for beneficial changes to occur without substantial cost. For example, 2 nd Street from Jefferson Street to Independence Avenue was restriped as a three-lane section (from a four-lane section) as part of the street pavement maintenance program in The City contracts annual pavement marking maintenance. The Traffic Operations Group perform pavement marking maintenance as needed and for small projects as directed by the Traffic Engineering Group. The contracted maintenance provides re-marking of all longitudinal lines along arterials and industrial/commercial collectors, one-half of longitudinal striping on residential collectors and local streets and one-fourth of the City s pavement marking symbols, stop lines, and crosswalks each year to maintain compliance with national standards for visibility and to enhance public safety. To better manage, track and provide efficiency in making pavement marking improvements the City is divided into four maintenance sections. Replacement of symbols, stop lines and crosswalks every four years is done with more durable, longer-lasting, pavement marking materials as opposed to longitudinal markings that are done annually with high-build paint. Longitudinal striping for arterials and non-residential collectors was done citywide in Longitudinal striping for residential collector and local streets in maintenance sections 1 and 3 were completed in Symbols, stop lines and crosswalks in maintenance section 3 were completed in The pavement marking maintenance sections are mapped in the Appendix, Exhibit 6. Types of signage located throughout the city include warning, regulatory, and guide signs. Often the public works department will get notification that a sign has been damaged or knocked-down. Operations personnel are responsible for maintenance and repair of all signs. Additionally, the Traffic Engineering Group reviews existing signage to determine if it is accurate or needs to be removed or replaced. Signing must meet national standards adopted by the City of Lee s Summit for type, design, location, consistency and retro-reflectivity. These standards are incorporated in City policies and further defined in the Manual on Uniform Traffic Control Devices (MUTCD), a federal law. Traffic operations staff works with traffic engineering to install, remove, replace or relocate signs. Each year hundreds of signs are removed, replaced, relocated, or added to the system. The RSA and NSA programs both review pavement markings and signing along roadways within the City. Both programs are discussed in further detail later in this report. Pedestrian/Bicycle Accommodations In 2010 the City adopted a Livable Streets Policy, Resolution The livable streets approach to transportation supports safe and efficient access along and across Lee s Summit streets for citizens of all abilities, including those who use an automobile, motorcycle, truck, bicycle, transit or walk. With this concept in mind, City staff plan for and design streets that meet the livable streets goal as appropriate. When it is not feasible or appropriate to design and/or construct a complete street, an interim standard City of Lee s Summit Annual Traffic Report

15 is constructed. Vehicular and transit transportation are covered under their respective sections of this report. Bicycle and pedestrian transportation are more specifically considered in the following information. Bicycling Accommodations Lee s Summit was designated a Bicycle Friendly Community, Bronze Level, in 2012 by the National League of American Bicyclist. This distinguished designation, valid for four years, recognizes significant community support and investment in the cycling environment. This accomplishment and continued progress towards advancement in designation is a measure of performance for bicycle accommodation throughout the city. A citizen survey conducted in 2013 indicated that 47% of citizens are satisfied or very satisfied with the bicycle network currently provided; 33% were neutral and 20% were unsatisfied. The City continues to work on improving accommodations for all road users. The City of Lee s Summit adopted a Bicycle Transportation Plan in 2012 that provides direction and guidance for the development of a cycling network throughout Lee s Summit. This plan is incorporated in the City s Comprehensive Plan and primarily targets the utilitarian rider or commuter; an on-road user. However, this plan also facilitates recreational use and compliments the Greenway Master Plan so that in combination all potential cyclists may be accommodated. Improvements to the network in 2014 include re-striping along 2 nd Street from Jefferson Street to west of Independence Avenue which provides for a wide through lane. Paved shoulders were constructed along Pryor Road from Hook Road to Pryor Road and along Hook Road from Ward Road to M-291 Highway in A shared-use path was constructed along Tudor Road from Douglas Street to Main Street. Several routes were signed, including O Brien Road, West Main Street, Market Street and Jefferson Street, that totaled 2.9 miles of bikeway. Many of these routes are also included in the Greenway Master Plan. The bicycle transportation network includes over 160 miles of planned facilities. Currently there are over 90 miles of on-road bike network constructed. The percentage of total network (on-road and off-road routes) developed is approximately 66% of the plan. In 2014, over four miles of new bike accommodation were built or provided. Figure 6 illustrates progress of plan implementation. Figure 6 - Bicycle Transportation Plan Progress Within the City of Lee s Summit, bicycles have access to all city owned streets. Cyclists also have access to all sidewalks and shared-use paths (greenways), except within the central downtown district. However, not all streets are accommodating to cyclists. Recommended bicycle routes are those which are not only accessible, but are also accommodating in some form for cyclists and create a connected City of Lee s Summit Annual Traffic Report

16 network of individual routes. These facilities may be shared road, wide curb lanes, paved shoulders, shared-use paths (sidepaths within the street right-of-way) and dedicated bike lanes, in addition to local streets. Figure 7 illustrates the current mileage of each type of bike route accommodation compared to how many miles of the facility are included in the Bicycle Transportation Plan. Figure 7 - Bicycle Accommodation Summary The 2010 Highway Capacity Manual provides guidance on determining level of service (LOS) for bicycle facilities. Using this methodology, the current LOS for all routes in the Bicycle Transportation Plan was determined. A goal LOS C for bicycle travel is consistent with City Council policy for vehicular LOS at intersections. Figure 8 depicts the LOS for all currently available bike routes contained in the Bicycle Transportation Plan. City of Lee s Summit Annual Traffic Report

17 Figure 8 - Bicycle Network Level of Service Summary As illustrated in Figure 8, the majority of existing bicycle route accommodations are operating at an acceptable LOS of C or better. This summary does not include a LOS summary of all streets accessible by bike in Lee s Summit, e.g. local streets, but only the streets identified as bike routes in the Bicycle Transportation Plan. As the bicycle transportation network continues to be developed operations will be considered and accommodations built as opportunities for improvement are provided and feasible. Information regarding cyclist involved crashes is detailed in the section of this report regarding collisions. Bicycle demand is discussed in the section of this report regarding Traffic Counts. On October 2, 2014, the City Council adopted ordinance amending Article III, Motorcycles and Bicycles, of Chapter 29. The previous ordinances pertaining to bicycles had not been reviewed or updated in many years. Changes to the ordinance included safety equipment requirements (use of lighting in lieu of reflectors), operational requirements that were outdated or in conflict with other operating laws (use of two hands on the handle bars at all times yet requirement to use arm signals to indicate turning movements) and additional provisions for the protection of bicyclists and operations best practices modeled after state law and other Missouri communities (anti-harassment, red light violations, etc.). These changes have again positioned Lee s Summit as a model community, as referenced by regional advocacy BikeWalkKC and state advocacy MOBikeFED. Lee s Summit also helped to develop a regional Bikeway Plan through MARC in As a member of the plan steering committee and MARC Bicycle Pedestrian Advisory Committee, staff ensured a cohesive integration of local routes to connect the City regionally in a long-range bikeway plan. This plan should be adopted early 2015 by the MARC Board and may subsequently be referenced on the MARC website. Pedestrian Accommodations Lee s Summit was designated a Walk Friendly Community (WFC), Bronze Level, in 2011 by the National Pedestrian and Bicycle Information Center (NPBIC). This distinguished designation, valid for three years, recognizes significant community support and investment in the pedestrian environment. This accomplishment and continued progress towards advancement in designation is a measure of performance for pedestrian accommodation throughout the city. Another WFC application to NPBIC was submitted in 2014 for consideration. The citizen survey conducted in 2013 indicated that 51% of citizens are satisfied or very satisfied with the pedestrian network currently provided; 32% were City of Lee s Summit Annual Traffic Report

18 neutral and 17% were unsatisfied. City staff continues to focus on providing an acceptable pedestrian environment. Sidewalks and shared-use paths (a.k.a. greenways or trails) make up the primary facilities for pedestrian accommodation. The Greenway Master Plan, managed by the Parks and Recreation Department, is a network of recreational trails for pedestrians and cyclists. More information regarding the Greenway Master Plan is described elsewhere in this report. Based on a study conducted in 2008 evaluating the sidewalk network within the City of Lee s Summit and considering new sidewalk and sidewalk ramps constructed as part of development and capital improvement activities, there are currently over 410 miles of sidewalk and over 4900 sidewalk ramps. Sidewalk and sidewalk ramps must comply with ADA requirements. Sidewalk is required on one side of all local residential streets and both sides of all arterials, collectors, and commercial/industrial local streets in accordance with standards adopted by the City and incorporated in the Unified Development Ordinance. In 2009 a Public Sidewalk Inventory Analysis Report was prepared which detailed existing sidewalk and sidewalk condition, identified sidewalk gaps based on current standards, outlined a plan for maintenance and provided new construction priorities. This sidewalk and sidewalk ramp information is inventoried in GIS. Public Works Operations is responsible for maintaining the sidewalk and sidewalk ramp information and managing associated maintenance and construction programs. Sidewalk is also constructed as part of road projects. Public Works Engineering, including traffic engineering, assists in the review of sidewalk, sidewalk ramps, construction, planning, prioritization and ADA compliance. Public Works Operations had an operational budget of $40,000 for sidewalk work in Sidewalk work, specifically sidewalk ramps, is also done in association with the annual curb maintenance program, managed by Public Works Operations. As part of this program there was approximately $175,167 allocated for curb ramp repair and construction in Several sidewalk defects were noted during the sidewalk inventory conducted in To start addressing repair of sidewalk defects, all offsets of one-inch (1 ) and greater were to be corrected as well as addressing gaps in the sidewalk network around neighborhood schools. Offsets of three-inches (3 ) or greater were given a higher priority due to the severity of the defect. The 2010 bond issued provided additional funding to begin addressing offsets of one-half to one inch (1/2 1 ), other sidewalk defects, and continuing to address gaps in the sidewalk system. In 2014, through capital programs and capital projects managed by operations and engineering staff, 79 sidewalk ramps were replaced, approximately 8,800 feet of sidewalk were installed and 4,353 sidewalk defects were corrected. Continued development activity throughout the city also results in new sidewalk and ramps added to the system. Table 2 provides a summary of the sidewalk network and ADA compliance. City of Lee s Summit Annual Traffic Report

19 Table 2: Sidewalk Summary and ADA Compliance Sidewalk Defect Statistics* Sidewalk Defects** 8459 New Reported Defects 30 Defects Corrected 4333 Defects Remaining 4156 % Defects Remaining 29% Sidewalk Ramp Statistics* ADA Ramp Endpoints** 4912 ADA Ramp Compliance Issues** 2450 New Reported Defects 0 New ADA Compliant Ramps 11 ADA Ramp Mitigation 396 ADA Ramp Endpoints 4923 ADA Ramp Compliance Issues 2054 % ADA Ramp Compliance 58% *Statistics based on available data as of December 31, 2014 **Data at beginning of City of Lee s Summit Annual Traffic Report

20 Table 2 (continued): Sidewalk Summary and ADA Compliance Sidewalk Statistics* Sidewalk Network Standard (miles)** 692 Existing Sidewalk (miles)** 368 Sidewalk Gaps (miles)** 324 New Reported Gaps (miles) 0 Gaps Closed (miles) 2.1 New Sidewalk (not gap related) (miles) 1 Existing Sidewalk (miles) 370 Sidewalk Gaps (miles) 322 % Sidewalk Standard Met 53% *Statistics based on available data as of December 31, 2014 **Data at beginning of The 2010 Highway Capacity Manual provides guidance on determining LOS for pedestrian facilities. Using this methodology, the current LOS for pedestrian facilities was determined. A goal LOS C for pedestrian travel is consistent with City Council policy for vehicular LOS at intersections. Figure 9 illustrates the calculated LOS for pedestrians along all City roadways. Figure 9 - Pedestrian Accommodation Level of Service Summary City of Lee s Summit Annual Traffic Report

21 As illustrated in Figure 9, pedestrian facilities are operating at an acceptable level of service. Several factors are considered when determining level of service for pedestrian accommodations, as detailed in the Highway Capacity Manual. Features considered include sidewalk width and condition, length of segment, buffer from roadway, surrounding environment and speed of adjacent vehicles. Maintenance and repair of the existing sidewalk system is an on-going process of locating defects and gaps in the system and repairing or constructing as necessary. Information regarding pedestrian involved crashes is detailed in the section of this report regarding Collisions. Pedestrian demand is discussed in the section of this report regarding Traffic Counts. The Americans with Disabilities Act requires that all public rights-of-way be accessible to persons with disabilities. To address these requirements, City staff began an initiative in 2012 to develop an official ADA transition plan. The ADA transition plan was adopted by resolution by the City Council on September 4, The ADA transition plan for public rights-of-way for the City of Lee s Summit is focused on pedestrian accessibility within the public right-of-way. It is the intent for all individuals with disabilities to be reasonably accommodated by the City of Lee s Summit. Pedestrian accessibility is also considered when evaluating signalized intersections. As discussed earlier in the report, City staff conducts periodic reviews of traffic signals. This work includes reviewing the accessibility of pedestrian devices (push buttons). In 2014 two signals were replaced at the intersections of 2 nd Street with Douglas Street and 3 rd Street with Jefferson Street. Prior to final installation City staff received a citizen request to provide audible pedestrian accommodations at these signalized intersections. Both locations were constructed with audible pedestrian accommodations. Consideration of other signalized locations where audible pedestrian accommodations may be beneficial will be based on requests of persons with need. Table 3 illustrates current traffic signal ADA compliance statistics. Table 3: Traffic Signal ADA Compliance Statistics Signal Controlled Pedestrian Crosswalks (marked) 148 Pedestrian Activated Signal Controlled Crosswalks % ADA Compliant Push Buttons (Type) % ADA Compliant Push Buttons (Location) % ADA Compliant Pedestrian Indications (Type and Location) % ADA Compliant Pedestrian Timings % Evaluation of pedestrian accessibility must also consider parking. The City is responsible for maintaining public parking lots and on-street parking. A parking study was completed in 2010 which reviewed parking provided in the downtown area. The City is planning on conducting another parking study within the next few years. As improvements are made in the downtown area improvements to parking accessibility are made, similar to any area where on-street parking is designated throughout the City. In 2014, design for signal improvements at the intersection of 2 nd Street and Main Street was finalized. This City of Lee s Summit Annual Traffic Report

22 design work included improvements to the pedestrian network and improved access to parking. Construction of these improvements is anticipated to be complete in Table 4 tabulates current ADA compliance for locations where public parking on-street is designated. Table 4: Public On-Street Parking Statistics Minimum ADA Spaces Required/Provided 37/33 89% Not ADA Compliant 13 39% Nearly ADA Compliant 12 36% Meets ADA Compliance per Initial Assessment 8 24% Minimum Van Accessible ADA Spaces Required/Provided 18/10 56% Not Van Accessible ADA Compliant 4 40% Nearly Van Accessible ADA Compliant 6 60% Meets Van Accessible ADA Compliance 0 0% Shared-Use (Pedestrian & Bicycle) Accommodations Pedestrian and bicycling accommodations within the city have been a focal point for several years. The Lee s Summit Parks and Recreation Department developed a Greenway Master Plan in 1998, updated most recently in This plan is part of the City s Comprehensive Plan and outlines a system of trails located throughout Lee s Summit to provide recreational opportunities for pedestrians and bicyclists. This plan also provides connectivity to surrounding communities (i.e. Mid-America Regional Council s Metro Green Plan). Although much of the Greenway Master Plan is constructed by Public Works as part of the arterial street network, Parks and Recreation is responsible for the Greenway Master Plan and associated infrastructure. Traffic engineering provides assistance to Parks and Recreation for greenway signing review, approval, and inventory/tracking. The Greenway Master Plan is illustrated on Exhibit 7 in the Appendix. Plan progress is reported on Figure 10. A shared-use path was constructed along Tudor Road between Douglas Street and Main Street. Parks and Recreation installed 2.8 miles of route signing along O Brien Road, W. Main Street, Market Street, and Jefferson Street in These routes are also a part of Bicycle Transportation Plan. More detailed performance measures for implementation of the Greenway Master Plan (e.g. miles of network, shared-use path constructed, etc.) are contained in the Appendix. City of Lee s Summit Annual Traffic Report

23 Figure 10 Greenway Master Plan Progress The citizen survey conducted in 2013 indicated that 53% of citizens were satisfied or very satisfied with the quality of trails and shared-use paths provided by the City. Transit Traffic engineering is responsible for managing transit service in Lee s Summit. Providing transit services in a community provides economic opportunities, an affordable and sometimes necessary alternative to driving and environmental benefits. Transit service in Lee s Summit began in 1999 with a commuter bus service pilot between Lee s Summit and downtown Kansas City, Missouri. A Transit Demand Study completed in 2000 initiated a permanent commuter bus service and circulatory bus service for the community in Based on a transit demand study completed in 2009, the need for convenient transit service caused several changes including adjustments to commuter service schedules, more service times, an additional bus service, and expansion of service zones. Staff continues to monitor service and demand. Rising gas prices and an aging population further enhance the need to continue to support transit services within the City. Transit demand studies should be conducted every 6-8 years to ensure efficiency in operations and acceptable availability of service; the next study is tentatively scheduled to begin in The 2013 citizen survey indicated that 32% of citizens are satisfied or very satisfied with the transit network currently provided. The City of Lee s Summit currently contracts with the Kansas City Area Transit Authority (KCATA) and OATS to provide transit opportunities for all residents. The KCATA operates two bus services within Lee s Summit. KCATA Route 152 provides bus service from a park-and-ride lot located in the southeast quadrant of Chipman Road and US-50 to downtown Kansas City. Four busses in the morning and four busses in the afternoon provide for a rider capacity of 320 daily commute riders (160 riders in the morning and 160 riders in the evening). The current bus fare for a one-way trip is $3.00. Figure 11 illustrates daily ridership for KCATA Route 152. City of Lee s Summit Annual Traffic Report

24 Figure 11 - Route 152 Ridership Funding sources for KCATA Route 152 service are primarily federal with matching support from the city. The City of Lee s Summit paid $84, in 2014 to support the Route 152 transit service. The KCATA also operates the Route 252 Lee s Summit MetroFlex, which provides more local transit service through Lee s Summit. The service is an on-demand, curb to curb, bus service that travels within a set boundary. The boundaries are roughly Todd George Parkway on the east, I-470 to the north, Pryor Road to the west, and US-50/Longview Road to the south. Service requires at least 24 hour advance notice. The current bus fare for a one-way trip is $1.50. Figure 12 illustrates daily ridership for KCATA Route 252. City of Lee s Summit Annual Traffic Report

25 Figure 12 - Route 252 Ridership Funding sources for the Route 252 service are primarily federal with support from the city. The City of Lee s Summit paid $77, in 2014 to support the Route 252 transit service. OATS is a transit service offering door-to-door service to any resident, not just the elderly or disabled. Service is offered within the city limits and requires at least 24 hour advance notice. The current bus fare for a one-way trip is $2.00. Figure 13 illustrates daily ridership for the OATS bus. Figure 13 - OATS Ridership Funding sources for the OATS service are from the city. The City of Lee s Summit paid $60, in 2014 to support the OATS transit service. City of Lee s Summit Annual Traffic Report

26 Additional statistical information regarding these transit services and funding trends are provided in the Appendix. Collisions Traffic engineering works with the Police Department to track crash data throughout the City. Crash data is used in several ways. With the Road Safety Audit (RSA) program, described in detail later in this report, crash data is reviewed for specific corridors. Dependent upon results, recommendations are made that may assist in reducing crash severity or crash frequency. Crash data is also reviewed each year to determine if crash rates and severity are increasing, decreasing or stagnant. Based on Lee s Summit Police Department crash data from January 1, 2014 to December 31, 2014, the total number of crashes within the City was 1,660 (excluding private property locations). This is a decrease in total crashes from 2013 by approximately 3%. There were two fatal crashes in 2014 compared to three fatal crashes in 2013, but none of the fatalities in 2014 were on City maintained roadways. An average annual crash reduction goal of 2% (all crashes; not just injury crashes or fatal crashes) has been targeted. This compares to a regional goal of 2% annual reduction in fatalities established by the MARC Jackson County Strategic Safety Plan, adopted in Figure 14 illustrates the crash history for all public roadways (City and MoDOT) in the City by type; fatality, injury, or property damage only (PDO). Figure 14 - Crash History The Traffic Engineering Group reviews high crash locations within the City every three years. In 2013 crash data was reviewed for the three year period of 2010 through The crash analysis included a review of all crash data during this time period. High crash locations were further investigated to determine the top ten high crash locations, potential causes of the higher number of crashes at the identified locations and to provide recommendations for improvements to potentially reduce the number of crashes. Information regarding this review can be found in the 2013 Transportation Annual Report. Three-year crash trends and high crash locations will be reviewed in City of Lee s Summit Annual Traffic Report

27 In addition to vehicular crash data, pedestrian and bicycle related crashes occurring along City owned roadways are monitored on an annual basis. Figures 15 and 16 illustrate the crash history for incidents involving pedestrians and bicycles on Lee s Summit municipal roadways. The number of pedestrian related crashes decreased slightly this year. A review of crash reports did not indicate a trend in location or crash type. Causes of crashes were typically driver inattention/distraction and pedestrian inattention (not yielding to vehicle). Figure 15 Pedestrian Involved Crash History The number of bicycle related crashes decreased slightly this year. A review of crash reports did not indicate a trend in crash type. Causes of crashes were driver inattention/distraction and failure to yield by either the vehicle driver or the cyclist. City of Lee s Summit Annual Traffic Report

28 Figure 16 Bicycle Involved Crash History Crash event reporting has improved over the past few years, specifically relating to crashes involving a pedestrian or bicyclist. An increase of pedestrian and bicycle related crashes could be correlated to improved reporting methods and increased activity levels supported by efforts to improve the bicycle and pedestrian environment throughout the City. Another factor could be a more diverse mix of modes (vehicular, bicycle, pedestrian) using the roadways. Furthermore, there are very few pedestrian and bicycle related crashes each year which tends to exaggerate total pedestrian and bicycle related crash variability from year to year. The number of pedestrian-vehicle and bicycle-vehicle crashes as a percent of total vehicular crashes is less than or equal to the percent of its transportation mode share (a positive proportionate indicator compared to national trends). Pedestrian and bicyclist related crashes should continue to be monitored and trends noted for any disproportionate or correctable patterns. Studies/Programs City staff has developed several programs to improve operations of the transportation system, ensure compliance with appropriate agency standards, or review a site or roadway for safety. The current status of programs and activity during 2014 are discussed in further detail below. Road Safety Audits With over 1,038 lane miles of roadway to maintain, tracking the condition of signs, pavement markings and traffic control devices can be a large task. In addition to reviewing physical characteristics, state and federal standards are often updated, requiring a review and at times re-design of existing systems to meet current requirements. City staff developed a roadway safety audit plan to systematically review all of the roadways in the City to ensure that current devices comply with adopted standards. A road safety audit (RSA) is a performance evaluation of an existing or new roadway. This program began in 2007 with the review of all arterial roadways. The initial phase of the program was completed City of Lee s Summit Annual Traffic Report

29 in 2013, which represented the review of all arterial roadways within Lee s Summit. With the completion of the program City staff developed a schedule to complete a follow-up review of each roadway every five (5) years. The initial RSA consisted of a thorough review of the roadway including speed limit, lane width, classification, number of lanes, surface type, edge treatments, lighting, and several other characteristics. Unless road improvements have been made since the initial review, it is not anticipated that most of the road characteristics have changed. The purpose of the follow-up review is to check the condition of signs, ensure appropriate signage is still provided, review sign visibility, review pavement markings, and review general road condition. Previous long term recommendations were reviewed and additional recommendations made if noted. The review is not intended to be a full RSA as was initially completed. In 2014 a schedule was developed to review all roadways included in the RSA program every five (5) years. Roadways were scheduled for review based on the year of the initial review. In 2014 ten (10) roadways were scheduled to be reviewed. Nine (9) of those reviews were conducted. The other, Strother Road, is currently under construction and was not reviewed. At final completion of the project a review of the roadway should be completed for sign location and visibility. Based on the RSA review minor recommendations were made for the corridors. Recommendations included replacing signage that was damaged or faded, trimming branches to improve sign visibility, or updating signage to meet current standards (i.e. removing 4-way plaques at four-way stop controlled intersections and replacing with the All-way plaque). The majority of the signing was in good condition; only a few signs were observed to be faded with reduced visibility and it appears that fading of those few signs is not consistent with other installations made during the same period. Neighborhood Sign Audits The Neighborhood Sign Audit (NSA) program is similar to the RSA program although the audit is not as extensive as that associated with an RSA. The goal of the NSA program is to review all signage in neighborhoods throughout the City. Many neighborhoods have signage which is missing, in poor condition or is no longer relevant. The NSA program involves reviewing signing in neighborhoods and recommending signing updates. In 2014 reviews were completed for thirteen (13) neighborhoods. Neighborhoods are selected for review based on the condition of existing signage as well as location (an effort is made to review signage in neighborhoods located in all districts throughout the City each year). The purpose of the NSA program is not to provide an in-depth review of signage or to make long term recommendations for roadway improvements. Rather, the program sets to replace signage and bring it to current standards. Similar to the RSA program, the NSA program will span several years. The RSA and NSA programs meet the city s requirement for planning, achieving and maintaining proper sign retroreflectivity conditions set by Federal law in Neighborhood Traffic Safety Program The Neighborhood Traffic Safety Program is a comprehensive program designed specifically to protect the environment and quality of life in neighborhoods through the management and control of traffic on neighborhood streets. The program is based on neighborhood participation, encouraging residents and City staff to work together to address concerns. This program was conceived in To participate in the program a resident, group of residents or association who have a traffic concern about a roadway in their neighborhood submit an application to City of Lee s Summit Annual Traffic Report

30 participate. A petition is required for the application to initiate a project. Neighborhood meetings and a traffic study are part of the program and project implementation process. The study will result in recommendation of education, enforcement or engineered solutions. Regardless of the outcome, City staff communicates with neighborhood representatives regarding the results of the study. Any engineered recommendation, i.e. traffic calming, requires certain conditions in the traffic study, a subsequent petition of support by residents and available construction funds. Engineered solutions can include speed humps, raised crosswalks or several other methods of impacting driver behavior. A full description of the program and project history is available on the City s website. In 2014, six (6) applications were received through the Neighborhood Traffic Safety Program. Staff conducted two (2) studies and three (3) studies were scheduled for (One of the studies completed in 2014 is for an application received in 2013.) Two (2) of the applications did not pass a successful study petition. The completed studies did not result in recommended traffic calming treatment. No traffic calming devices were installed in Exhibit 8 in the Appendix illustrates locations within the City with traffic calming solutions implemented. Also included in the Appendix are figures illustrating historical data of applications to the program. The public can find information regarding the Neighborhood Traffic Safety Program including a description of the program, request forms, descriptions of traffic calming tools and staff contact information on the City of Lee s Summit website. School Safety Studies Another initiative to improve traffic safety throughout the City is the school safety studies program. The City started a process of reviewing school area traffic control for each elementary and junior high school within Lee s Summit. Due to the age range of students, maturity, and personal transportation access of the student body, high schools were not considered for study. The proper way to evaluate school area traffic control is for a professional engineer to perform an engineering study as described in the Manual on Uniform Traffic Control Devices (MUTCD), the National standard for traffic control which has been adopted by the State of Missouri and the City of Lee s Summit. With each study, recommendations may arise that are designed to increase pedestrian safety and improve traffic flow in school areas. The studies also ensure that signage and pavement markings in school areas are in accordance with the MUTCD and applied consistently at all locations. School Safety Studies are planned for each school once every four year cycle. A total of nineteen (19) school sites (22 total schools) have been reviewed since the program was started. All elementary and middle schools, public and private, within Lee s Summit have been studied. A summary of reports and findings was presented in 2012, which represented work completed over several years. Individual reports included recommendations for public roadways as well as for each school property. Recommendations on school property were the responsibility of the school district or private institution to complete. With the completion of the field review of all school locations, the first phase of this program has been completed. The next phase of this program is to complete a second review of school sites noting improvements made by the City and school district and revising recommendations as needed. The second review of schools began in A schedule was developed to review each school every four (4) years. In 2014, six (6) school studies were conducted. The studies were not as intensive as the original City of Lee s Summit Annual Traffic Report

31 study. The original study was reviewed to determine if recommended improvements had been made. Existing signage was reviewed to determine if it is still appropriate. AM and PM school peak period field reviews were conducted to observe pick-up and drop-off activity. Recommendations from the field reviews were minor and pertained primarily to updating signage. Development Study Review The City of Lee s Summit requires the completion of a traffic impact study when new or re-development of a property is proposed. The purpose of the study is to protect the integrity of the transportation system by planning appropriately for current and future needs of the transportation system. Guidelines for the completion of traffic impact studies are provided in the City of Lee s Summit Access Management Code. City staff provides a scope of work for each site based on the Access Management Code. The traffic impact study is typically completed by a consultant associated with the developer of the property. City staff assists during the completion of the traffic impact study by providing requested information. After completion of the study City staff review the study considering proposed access and improvements to the roadway system or study intersections. When a development project is proposed and a traffic impact study is not required, staff performs a traffic evaluation of the project for Planning Commission and City Council consideration. Following guidelines adopted in the Access Management Code, roadway and traffic improvements for development sites are recommended as appropriate. Additional information regarding development activity is available from the Planning and Development Department. Thoroughfare Master Plan The City of Lee s Summit Thoroughfare Master Plan is a comprehensive document reflecting the existing and future travel in Lee s Summit. The Thoroughfare Master Plan was previously updated in 2006 and it is the City s intention to periodically update the report to better reflect the transportation network. City staff maintains a transportation model which reflects the City s roadway network and land use. Staff is responsible for updating the model when new roadways are built, when roadway characteristics change or when land use changes occur. This model serves as the analysis tool for developing the Thoroughfare Master Plan. Throughout 2014 City staff has been focusing on the development of the Thoroughfare Master Plan. This work has included reviewing the existing transportation model and ensuring the roadway network, road characteristics and land use is updated to reflect existing conditions. Once the base roadway network is complete, future land use changes are considered and potential future improvements to the network can be reviewed. The model reflects year 2014, 2025 and 2040 conditions. Work associated with the transportation model is anticipated to be complete in 2014 with a report presented in The Thoroughfare Master Plan will be referenced when developing a list of roadway improvements projects for future consideration. Public Communications City traffic engineering staff addresses citizen requests for information regarding signing, marking, signals, street lighting, and various traffic engineering programs. In addition to contacting City staff directly, the website is a resource residents can use to find information regarding traffic engineering topics. Information such as facts about signage, bicycle and walk friendly applications, public meeting City of Lee s Summit Annual Traffic Report

32 documents for the neighborhood traffic safety program, school studies and other reports are provided on the website for public use. Documents can be found on the City of Lee s Summit website: Also available on the website are several maps for public use. Posted on the website are speed limit, parking, street classification, traffic volume and transit maps. Maps can be found on the City of Lee s Summit website: Accomplishments As detailed in this report, the Traffic Engineering Group has a wide reach within the City; planning, designing, building, and maintaining the transportation system. Occasionally, the City and/or staff are recognized for these efforts. Several notable accomplishments in 2014 are listed below: Published articles/papers/guides/manuals: An article regarding the Neighborhood Traffic Safety Program was published in the APWA Reporter, a national publication. The City Traffic Engineer received the 2014 Institute of Transportation Engineers Traffic Engineering Council Outstanding Paper Award City of Lee s Summit Annual Traffic Report

33 ANNUAL TRAFFIC REPORT APPENDIX A Exhibit 1: Exhibit 2: Exhibit 3: Exhibit 4: Exhibit 5: Exhibit 6: Exhibit 7: Exhibit 8: ADT Map List of 2013 Traffic Count Locations Traffic Signal Location Map Intersection Level of Service Summary Street Lighting Corridors Pavement Marking Maintenance Sections Greenway Master Plan Traffic Calming Locations City of Lee s Summit Annual Traffic Report

34

35 Exhibit Traffic Count Locations Location 1st Street & East Main Street 2nd Street & Jefferson Street 3rd Street & Hy-Vee driveway 3rd Street & Murray Road 3rd Street & Winterpark Blvd. Chipman Road & Independence Avenue Chipman Road & Murray Road Chipman Road & Rice Road Chipman Road & Todd George Parkway Colbern Road & Blackwell Parkway Douglas Street & Missouri Road Douglas Street & Skyline Drive Hamblen Road & Oldham Parkway Langsford Road & Blackwell Road Murray Road & O'Brien Road Ranson Road & Bailey Road Scruggs Road & Blackwell Parkway Strother Road & Independence Avenue Strother Road & Todd George Parkway Woods Chapel Road & Channel Drive 2nd Street east of Douglas Street 2nd Street east of Green Street 2nd Street west of Corder Avenue 3rd Street and Bridlewood Drive 3rd Street west of Douglas Street 3rd Street west of M-291 Highway Anderson Drive west of Hidden Meadow Road Blackwell Parkway north of Richardson Elementary Blackwell Road south of 3rd Street Blackwell Road south of 5th Street Blue Parkway south of Park Lane Chipman Road east of Pryor Road Chipman Road west of Pryor Road Colbern Road west of Burgandy Lane Colbern Road west of Blackwell Parkway Colbern Road east of Blackwell Parkway Hamblen Road south of Oldham Parkway Independence Avenue south of Mulberry Drive Independence Avenue north of Swann Avenue Lee's Summit Road north of Colbern Road Murray Road south of O'Brien Road/Oldham Parkway Pryor Road south of Summit Woods Entrance Pryor Road south of Chipman Road Quarry Park Road west of Pryor Road Ranson Road south of 11th Street Ranson Road south of Bailey Road Sampson Road South of Longview Road Scherer Road east of Ward Road Shenandoah Drive west of Battery Drive Smart Road south of US 50 Highway Todd George Parkway north of Strother Road Tudor Road east of Douglas Street Tudor Road north of Scruggs Road Ward Road north of 34th Street Ward Road south of Lemans Lane Woods Chapel Road east of Renneau Drive Count Type Peak Hour Intersection Count Peak Hour Intersection Count Peak Hour Intersection Count Peak Hour Intersection Count Peak Hour Intersection Count Peak Hour Intersection Count Peak Hour Intersection Count Peak Hour Intersection Count Peak Hour Intersection Count Peak Hour Intersection Count Peak Hour Intersection Count Peak Hour Intersection Count Peak Hour Intersection Count Peak Hour Intersection Count Peak Hour Intersection Count Peak Hour Intersection Count Peak Hour Intersection Count Peak Hour Intersection Count Peak Hour Intersection Count Peak Hour Intersection Count

36

37 Exhibit 4 Summary of Intersection Levels of Service Signalized Intersection PM Peak Hour Level Intersection of Service Delay 2nd Street & Douglas Street B nd Street & East Main Street A 7.3 2nd Street & Independence Avenue A 6.9 2nd Street & Market Street A 8.2 3rd Street & Hy-Vee Drive B rd Street & Jefferson Street B rd Street & Pryor Road C rd Street & View High Drive D rd Street & Winterpark Boulevard A 7.8 Blue Parkway & Summit Fair Drive 1 C 21.6 Blue Parkway & Summit Fair Drive 2 C 23.1 Blue Parkway & Summit Fair Drive 3 C 20.8 Blue Parkway & Ward Road B 14.2 Chipman Road & Blue Parkway C 33.1 Chipman Road & Douglas Street C 30.5 Chipman Road & Independence Avenue A 6.8 Chipman Road & Penny Lane B 11.8 Chipman Road & Pryor Road C 26.5 Chipman Road & Railroad Tunnel A - Chipman Road & Summit Woods Drive C 22.1 Chipman Road & Ward Road C 32.6 Colbern Road & Ball Drive A 6.7 Colbern Road & Blackwell Parkway B 12.1 Colbern Road & Douglas Street D 52.1 Colbern Road & Mustang Xing A 7.2 Colbern Road & Todd George Road C 28.3 Douglas Street & Mulberry Street C 31.6 Douglas Street & Sycamore Street B 11.3 Douglas Street & Tudor Road B 16.4 Douglas Street & Victoria Drive B 14.2 Hamblen Road & Oldham Parkway A 7.2 Hook Road & Ward Road B 14.1 Lakewood Boulevard & Anderson Drive B 10.9 Langsford Road & Blackwell Road B 11.5 Langsford Road & Clubhouse Drive B 10.7 Langsford Road & Ridgeview Drive B 15.0 Langsford Road & Todd George Parkway E 73.1 Longview Road & Ward Road B 10.3 Pryor Road & O'Brien Road B 13.2 Pryor Road & Summit Woods Drive B 18.5 Scherer Road & Ward Road B 15.7 Strother Road & Independence Avenue/Ralph Powell Road A 9.9 Todd George Parkway & 5th Terrace B 17.5 Todd George Parkway & Scruggs Road B 12.7 Todd George Parkway & Shenandoah Drive C 20.3 Tudor Road & Independence Avenue C 20.8 Tudor Road & LSN HS Drive A 9.5 Ward Road & LSW HS Drive A 5.3 Ward Road & Persels Road (North) A 5.9 Ward Road & Persels Road (South) A 3.1 Woods Chapel Road & Independence Avenue B 11.0 Woods Chapel Road & Todd George Parkway/Lakewood Way C 27.2 Woods Chapel Road & Ralph Powell Drive D 37.7

38

39

40

41

42 APPENDIX B Statistical Information for Transit Services and Funding City of Lee s Summit Annual Traffic Report

43 $450, Route 152 Funding Summary $400, $350, $300, $250, $200, $150, Route 152 (Fare) Route 152 (Local) Route 152 (Federal) Route 152 (State) $100, $50, $ $300, Route 252 Funding Summary $250, $200, $150, $100, Route 252 (Fare) Route 252 (Local) Route 252 (Federal) Route 252 (State) $50, $

44 $70, $60, $50, $40, $30, $20, OATS (Fare) OATS (Local) Actual OATS (Federal) OATS (State) $10, $ $250, $200, $150, $100, Route 152 (Local) Route 252 (Local) OATS (Local) Actual $50, $

45 APPENDIX C Neighborhood Traffic Safety Program Historical Figures City of Lee s Summit Annual Traffic Report

46