CONCEPT STUDY. Kasold Drive Improvements (6th Street to Bob Billings Parkway) Lawrence, Kansas PREPARED FOR

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1 CONCEPT STUDY Kasold Drive Improvements (6th Street to Bob Billings Parkway) Lawrence, Kansas PREPARED FOR City of Lawrence, Kansas Public Works Department July 2015 PREPARED BY: CFS Lawrence 2121 Moodie Road Lawrence, Kansas Topeka Lawrence Wichita Kansas City Branson Springfield Jefferson City

2 TABLE OF CONTENTS STAKEHOLDER TEAM CONSULTANT TEAM EXECUTIVE SUMMARY SECTION 1. INTRODUCTION Project Approach Goals and Objectives SECTION 2. PROJECT INFORMATION Project Area Existing Conditions Existing Utilities Design Criteria Related Studies and Work Product SECTION 3. ALTERNATIVES OVERVIEW, EVALUATION & SUMMARY Complete Streets Option Typical Street Reconstruction Option Intersections Kasold & 8th Pavement and Subgrade Waterline Replacement and Extension of Shared Use Path Utility Relocation Phasing, Traffic Control, Landscaping and Street Lighting Cost Estimates Community Outreach Conclusions SECTION 4. REFERENCES APPENDIX A - PRELIMINARY CONCEPT PLANS APPENDIX B - COST ESTIMATES APPENDIX C - EVALUATION OF OPTIONS LIST OF TABLES Peak Hour Traffic Volumes Traffic Travel and Delay Times LIST OF FIGURES Principles of Smart Transportation Smart Transportation Planning Ideal Site Vicinity Map and Study Area Page 1

3 Stakeholder Team City of Lawrence, KS Jeremy Farmer, Mayor Leslie Soden, Vice-Mayor Mike Amyx, City Commissioner Stuart Boley, City Commissioner Matthew Herbert, City Commissioner Charles Soules, PE, Public Works Director David Cronin, PE, City Engineer Steve Lashley, PE, Pavement Engineer David Woosley, PE, Traffic Engineer Mike Lawless, PE, Asst. Director of Utilities Captain Chris King, IAAI-CFI, Lawrence Fire Medical Department Crystal Miles, Horticulturalist Jeanne Pees, Sunset Hills Neighborhood Association Carolyn Crawford, Sunset Hills Neighborhood Association Ron May, Director of Administrative Services, USD 497 Wayne Zachary, Manager, First Student (Busses) Adjacent/Affected Residents Adjacent/Affected Commercial Business Owners Consultant Team CFS Engineers Lance Scott, PE, Principal-in-Charge Aaron Gaspers, PE, Project Manager Katherin Steinbacher, PE, Public Involvement Bill Stafford, PE, Geotechnical Engineer Tom Ingram, PE, Traffic Engineer Andrew Robertson, Traffic Engineer Mike Adams, PLS, Survey Grob Engineering Dean Grob, PE FTE, Inc. Kevin Vogt, LA Latimer, Sommers & Associates Dave Everhart, PE, LEED-AP Page 2

4 EXECUTIVE SUMMARY This concept study utilizes the Principles of Smart Transportation to evaluate the impacts of complete reconstruction of Kasold Drive from 6th Street to Bob Billings Parkway with: the Complete Streets Option - including lane reconfiguration, from four to two lanes, along Kasold from 14th Street to 8th Street, with construction of a roundabout at intersection of Harvard and Kasold, and the Typical Street Reconstruction Option - maintaining the four-lane section along Kasold with installation of a traffic signal at intersection of Harvard and Kasold. Both alignment options include a median with center left turn lanes when necessary, designated bike lanes on both sides, a sidewalk on the east side and a shared use path on the west side. Construction of a 20 wide pavement section in each direction or construction of a mountable median would be implemented to ensure emergency access as well as to enable ease of access for postal, garbage/recycling and street cleaning services. Various concepts for improving the intersection of 8th & Kasold were evaluated, including maintaining stop signs, constructing roundabout, installing traffic signal, installing pedestrian signal, and eliminating left turn movements. Costs and feasibility for replacement of the water distribution system along Kasold Drive and the extension of the shared use path along Kasold Drive north to Peterson Road were also evaluated. The options selected for study were chosen in an attempt to incorporate the City s 2012 Complete Streets Policy ( streets that are planned, designed and operated to enable efficient and safe access for all users--pedestrians, bicyclists, motorists and transit riders of all ages and abilities) as well as to evaluate the recent transition many similar communities have made in instituting calmer, safer, and more livable streets. A budget of approximately $5M was identified for all phases of this project (not including the proposed waterline replacement). Additional Federal-Aid funding sources were identified in the amount of $400,000 to offset the costs associated with design and construction of a round-a-bout at the intersection of Kasold Drive and Harvard Road. This study finds that Kasold Drive, between Bob Billings Parkway and 6 th Street, is a critical link in the City s transportation infrastructure and that the existing pavement has exceeded its current service life and requires full replacement. All options evaluated increase the level of service of the existing roadway and intersections. All options decrease vehicle travel time for the project corridor. The Complete Streets Option appears to present the most benefits and the least disadvantages while providing the most cost savings, allowing potential inclusion of the extension of the shared use path north along Kasold Drive to Peterson Road. Replacement of the water distribution system as part of this project is recommended. Page 3

5 SECTION 1. INTRODUCTION PROJECT APPROACH In March 2015 the City of Lawrence engaged CFS Engineers to prepare a concept study for improvements to Kasold Drive from 6 th Street to Bob Billings Parkway (BBP). Throughout the process the Stakeholder Team and the Consultant Team served to implement the Principles of Smart Transportation as listed in the graphic to the right. This process provides the foundation for balancing competing interests and needs against various options for improvement and employs significant public involvement, including the following qualities and characteristics: An open, honest and transparent decision-making process conducted through constructive two-way communication between the project team and the public. Early opportunities for stakeholders to share values, understand the study area, develop potential solutions and raise issues and concerns to be considered by the project team. Proactively inform and encourage the participation of stakeholders. Build widespread community understanding of opportunities, constraints, findings and decisions. Implement a process driving ownership, validity and commitment to the development of solutions. Principles of Smart Transportation The context of the Kasold Drive Concept Study is described through the various components of the Smart Transportation Planning Ideal as outlined in the graphic to the left. Each component s relevance to the project was considered in the analysis of each alternative. Smart Transportation Planning Ideal Page 4

6 GOALS AND OBJECTIVES The purpose of this study was to evaluate the following: 1. Impacts of complete reconstruction of the roadway with: The Complete Streets Option: Lane reconfiguration, from four to two lanes, along Kasold from 14th Street to 8th Street, with construction of a roundabout at intersection of Harvard and Kasold The Typical Street Reconstruction Option: A four-lane section along Kasold with installation of a traffic signal at intersection of Harvard and Kasold 2. A sustainable sub-grade and pavement section that will minimize construction costs while providing for the longest service life for the new roadway. 3. Costs and feasibility for: Various concepts for improving the intersection of 8th & Kasold, including maintaining stop signs, constructing roundabout, installing traffic signal, installing pedestrian signal, eliminating left turn movements Replacement of the water distribution system along Kasold Drive Extension of the shared use path along Kasold Drive north to Peterson Road Each typical section being evaluated included a median with center left turn lanes when necessary, designated bike lanes on both sides, a sidewalk on the east side and a shared use path on the west side. Reconstruction of the intersection of Kasold Drive and Bob Billings Parkway was also included in both options while neither option included replacement of the intersection of Kasold Drive and 6th Street. The options selected for study were chosen in an attempt to incorporate the City s 2012 Complete Streets Policy ( streets that are planned, designed and operated to enable efficient and safe access for all users--pedestrians, bicyclists, motorists and transit riders of all ages and abilities) as well as to evaluate the recent transition many similar communities have made in instituting calmer, safer, and more livable streets (refer to related studies in References section). A budget of approximately $5M was identified for all phases of this project (not including the proposed waterline replacement which would be funded through the City s Utilities Department). Additional Federal-Aid funding sources were identified in the amount of $400,000 to offset the costs associated with design and construction of a round-a-bout at the intersection of Kasold Drive and Harvard Road. Page 5

7 SECTION 2. PROJECT INFORMATION Site Vicinity Map and Study Area PROJECT AREA The project area includes an approximately mile long stretch of Kasold Drive located between Bob Billings Parkway on the south end and 6th Street on the north end. Kasold Drive is one of the most used north-south arterials in Lawrence, second only to Iowa Street. The surrounding vicinity is an established residential area with commercial and office areas along 6 th Street and along 15 th / Bob Billings Parkway (BBP). The area surrounding this segment of Kasold between 6 th and BBP has been fully developed for over twenty-five years. Kasold Drive south of the Bob Billings Parkway has been recently reconstructed all the way to the 31st Street curve incorporating a four-lane road section with a shared use path. EXISTIING CONDITIONS Existing Kasold Drive Page 6

8 Existing Kasold Drive is a four-lane roadway with curb and gutter and a raised grass median that was originally constructed in The northbound and southbound sides are set at different crown elevations with individual cross slopes. The associated geo-technical report identifies the pavement as un-reinforced concrete with an asphalt overlay and no known sub-grade treatment. The existing pavement has significant cracking and rutting and has been milled, overlaid and patched multiple times and has failed in many locations. The existing stormwater collection and conveyance system includes inlets along the eastern and western sides of the roadway as well as within the median, necessitated by the differing crown elevations and individual cross slopes of the northbound and southbound sides of the roadway. The locations of existing inlets and stormwater piping are represented graphically on the plan sheets located in the appendices. The associated geotechnical report identifies site soils as mainly consisting of fat clays with little or no evidence of rock. The current traffic counts along the project site are as shown below. Kasold Drive - 14,735 vehicles per day (VPD) Harvard Road - 3,035 VPD Intersection of Kasold and Harvard - 17,902 VPD Between the City of Lawrence and the University of Kansas, the area appears to be well-served by public transportation; several City and University busses were observed during traffic counting sessions. The western side of Kasold has continuous sidewalks extending all the way from 6 th Street to Bob Billings Parkway to accommodate pedestrians and there are no existing bicycle lanes along Kasold. EXISTING UTILITIES For the purpose of this concept study existing utilities were investigated using field observation and utility maps obtained from the City of Lawrence and local utility companies. Field locates were not made and more detailed information will be obtained during the full topographic survey of the project prior to the commencement of design. From the information collected the following utilities were observed: Page 7

9 Westar Overhead power - Overhead power lines can be seen along the west side of Kasold Drive. City of Lawrence Water - 8 cast iron waterline (circa 1960 s) along Kasold under southbound driving lane from 6th St. to Yale, 12 cast iron waterline (circa 1960 s) along Kasold under the median south of Yale City of Lawrence Sanitary Sewer - Sanitary lines outside of the existing right-of-way on the north end of the corridor, crossing Kasold just south of 6th St. Black Hills Energy AT&T WOW Cable Fiber Optic Existing Utilities, Kasold Drive The locations of these utilities are represented graphically on the preliminary plan sheets located in the appendices. These locations are provided for informational purposes only and have been obtained directly from maps and information provided by the respective utility company. DESIGN CRITERIA The following design criteria was used for completion of this study: City of Lawrence, Kansas Design Criteria, Standard Technical Specifications and Standard Detail Sheets, 2015 City of Lawrence, Kansas Complete Streets Policy, 2012 City of Lawrence, Kansas, Lawrence-Douglas County Metropolitan Planning Organization, Kansas Transportation 2040, 2013 (T2040) Kansas Department of Transportation Standard Specifications for Road and Bridge Construction, 2007 T2040 traffic predictions utilized a 59% increase over current traffic levels or, in other words, a growth rate of 1.56% increase in traffic every year. It was determined that this appeared to be unrealistic for a fully developed arterial street; therefore City staff and the Consultant team agreed upon a growth rate of approximately 0.5% per year to establish projected traffic volumes. These projections are believed to provide conservative estimates that will serve to incorporate any alterations to traffic due to the construction of the final portion of the South Lawrence Trafficway as well as the construction of the new interchange for the western extension of Bob Billings Parkway. RELATED STUDIES AND WORK PRODUCT The following related studies and surveys were used for the completion of this study: Traffic Impact Study, Kasold Drive Improvements, 6 th Street to 15 th Street/Bob Billings Parkway, 2015, CFS Engineers, Lawrence, KS Geotechnical Investigation and Study, Kasold Drive Improvements, 6 th Street to 15 th Street/Bob Billings Parkway, 2015, CFS Engineers, Lawrence, KS Page 8

10 Topographical Survey, Kasold Drive (6 th Street to 15 th Street/Bob Billings Parkway), completed 2015, CFS Engineers, Lawrence, KS The website found at the following URL has been designed and is being managed in order to offer information about this project and its progress and to facilitate public input. This is the first ever project-specific website utilized by the City of Lawrence Public Works Department. This website serves as a format for the public to voice opinions, comments and questions and will be managed throughout the project life-cycle to provide real time updates of progress and construction/traffic control information. Website, Kasold Drive Improvements, 6 th Street to 15 th Street/Bob Billings Parkway kasolddrive.com Page 9

11 SECTION 3. ALTERNATIVES OVERVIEW, EVALUATION & SUMMARY Various alternatives were considered for this project, including: The options selected for study were chosen in an attempt to incorporate the City s 2012 Complete Streets Policy ( streets that are planned, designed and operated to enable efficient and safe access for all users--pedestrians, bicyclists, motorists and transit riders of all ages and abilities). The current and projected annual daily traffic and peak hour traffic volumes for this project corridor fall within the range of volumes in which similar communities have successfully instituted transitions to calmer, safer, and more livable streets by constructing lane reconfiguration and geometric intersection improvement projects. Utilizing the above information, two alternatives were considered for the length of the new roadway. They include: The Complete Streets Option: Lane reconfiguration, from four to two lanes, along Kasold from 14th Street to 8th Street, with construction of a roundabout at intersection of Harvard and Kasold The Typical Street Reconstruction Option: A four-lane section along Kasold with installation of a traffic signal at intersection of Harvard and Kasold Both options include a median with center left turn lanes when necessary, designated bike lanes on both sides, a sidewalk on the east side and a shared use path on the west side. THE COMPLETE STREETS OPTION Lane Reconfiguration A two-lane section was proposed for Kasold Drive between the intersections of 14 th Street and 8 th Street. The areas south of 14 th Street and north of 8 th Street would remain four lanes, similar to the existing street. The section would consist of two 12 feet wide lanes and the inclusion of an 8 feet wide center median which would easily allow for designated left turn lanes when necessary without any need for lane shifting, constructing pavement within the median only when necessary for turn lanes. The section would be crowned at the median, therefore eliminating the need for inlets at the median and reducing the amount of storm sewer required. In discussions with Fire Medical staff, two options were identified that would help to ensure emergency access: 1) maintaining a minimum of 20 of pavement from toe of curb to toe of curb in each direction, 2) the construction of mountable median curb. The raised median could also be completely eliminated and a full length center turn lane constructed - this option would entail higher pavement costs and would provide a lower level of safety by removing pedestrian refuge areas and allowing adjacent property owners to make left turns into driveways. The Complete Streets Option allows for the use of five feet wide bike lanes (these are usually only four feet wide), providing more room and increasing safety for bicycle traffic from vehicle traffic and obstacles such as curb inlets. The narrower nature of this proposed roadway allows for minimization of the need to acquire additional rights-of-way and/or easements resulting in probable cost savings. This narrower section also greatly reduces the need for relocation of existing utilities, minimizing disruption to surrounding residents and providing additional cost savings. An improvement in traffic flow and a general reduction in vehicle speed were identified while no significant increases in delay for the project corridor were identified with this option. Page 10

12 Several published studies and papers outline the benefits of conversion of a four- lane, undivided roadway to a three- lane roadway with a center left turn lane and present examples of locations where successful conversions have taken place. These studies found that this lane-reconfiguration resulted in better traffic flow, no significant increase in delay and a significant decrease in vehicle collisions. The lane-reconfigurations resulted in a general reduction of congestion and vehicle speed, and improvement of safety. Several studies document examples where successful conversions have taken place on roadways with Average Daily Traffic (ADT) ranges of 10,000 to 25,000 vehicles (see References Section). These studies also illustrated an increase in bicyclist and pedestrian safety as the three- lane facilities provided refuge allowing crossing bicyclists and pedestrians to focus on one lane of traffic at a time. In addition to those provided in the aforementioned studies, the following locations provide examples a little closer to home. Haskell Avenue, from 23rd to 31st: This roadway is striped as a two-lane road with a center turn lane and has similar traffic volumes to the studied section of Kasold. 9th Street, from Emery to Mississippi: This roadway was recently re-striped from a four-lane roadway to a two-lane road with a center left turn lane and bike lanes and has similar traffic volumes to the studied section of Kasold. Haskell Avenue, south of 23rd 9th Street, east of Emery Each of these converted roadways function well and exhibit the positive benefits identified in the studies discussed above. The existing traffic signals along 9th Street actually decrease the flow of traffic along this stretch - indicating that Kasold Drive would function at an even more efficient level than 9th Street. Round-a-bout at Kasold and Harvard In the proposed Complete Streets Option improvements, the existing intersection at Kasold and Harvard would be reconstructed as a roundabout. This option would increase the level-of-service (LOS) ratings for all directions of the intersection to LOS A (the best). On the southeastern quadrant of the roundabout, an additional northbound right-turn lane would be added to improve the turning movements around the sharp corner. The center of the roundabout would be shifted north to provide increased clearance for the existing residential driveway on the southwest quadrant (the existing driveway location is approximately 25' south of Harvard's south curb-line). Even with the reduction in lanes from four to two, traffic modeling actually showed improved capacity over the existing stop-controlled intersection at Harvard Road, with the ability of the roundabout to keep traffic in constant motion without having to stop. While the skewed nature of the intersecting streets creates a Page 11

13 challenge to the geometric layout of a round-a-bout, the layout presented balances both the realignment of the intersection and the need for additional rights-of-way acquisition. Round-a-bouts also have zero operating costs compared to traffic signals which require regular maintenance and attention along with equipment upgrades. Preliminary plan sheets for the construction of a round-a-bout at this intersection can be found in Appendix A. A study conducted by Persaud, Retting, Garder and Lord evaluated the changes in motor vehicle crashes following conversion of 23 intersections from stop sign and traffic signal control to modern roundabouts. The study found highly significant reductions in both vehicle collisions (40% reduction) and injury crashes (80% reduction). The reasons provided for the increased safety level at roundabouts are as follows: Roundabouts have fewer conflict points in comparison to conventional intersections. They completely eliminate right angle crashes and left turn head on crashes. Roundabouts with single- lane approaches have fewer potential conflicts between vehicles and pedestrians due to short crossing distances thereby producing greater safety benefits than roundabouts with multi-lane approaches. Since the approach speeds and circulating speeds in roundabouts are low they give drivers more time to react to potential conflicts, thus helping to improve the safety performance of roundabouts. Due to low relative speeds, crash severity can be reduced compared to some traditionally controlled intersections. Pedestrians must concentrate on only one direction of traffic at a time, at each approach, as they traverse roundabouts, when compared to un -signalized intersections. Conflict points between vehicles and pedestrians are generally not affected by the presence of a roundabout. $400,000 in Federal-Aid Highway Safety Improvement Program Funds has been identified as an additional funding source for construction of a round-a-bout at this intersection, providing the most cost effective solution by far. If these funds are utilized it would be necessary to prepare and submit a separate set of plans to the Kansas Department of Transportation (KDOT) for review and approval. This would entail minimal additional costs to the design phase of the project. Preliminary plan sheets for the Complete Streets Option can be found in Appendix A. Traffic count tables and diagrams can be found in the related Traffic Study. The cost estimate for the Complete Streets Option is significantly less than for the Typical Street Reconstruction Option, mainly due to the inclusion of lesser pavement quantities in this design and the exclusion of costly traffic signal equipment. TYPICAL STREET RECONSTRUCTION OPTION Four-Lane Section The proposed option for the four-lane section would reduce the existing lane widths to 11 feet and reduce the existing median width to 7 feet. This would allow for the addition of five foot bike lanes in both directions while maintaining the same total width of street as currently exists. The roadway would be crowned at the median, therefore eliminating the need for inlets at the median and reducing the amount of storm sewer required. No increase in delay was identified for this option. traffic with faster motorists passing slower drivers. This configuration would be less conducive to calming Acquisition of temporary construction easements would Page 12

14 be necessary to construct this option, and it is probable that additional easements and/or rights-of-way would need to be obtained. Traffic Signal at Kasold and Harvard For the proposed Typical Street Reconstruction Option improvements, the intersection of Kasold and Harvard would be fully signalized with new north and southbound left-turn lanes constructed in the center median. Signalizing this intersection would increase the level-of-service (LOS) ratings for all directions of the intersection to LOS A (the best). The north and southbound left-turns would be permitted and protected. The east and west legs would remain single lanes due to right-of-way restrictions with the established homes fronting Harvard Road. The delays, level-of-service ratings and queue lengths for vehicles stopped at intersections would improve th over the existing conditions while a coordinated signal system with the existing signalized intersections at 6 Street and at Bob Billings Parkway would accommodate motorists by cutting down on stops at intersections. The Typical Street Reconstruction Option provides the highest construction cost due mainly to the increased pavement quantities and traffic signal equipment costs. Preliminary plan sheets for the Typical Street Reconstruction Option can be found in Appendix B. count tables and diagrams can be found in the related Traffic Study. Traffic INTERSECTIONS The associated traffic study finds that the intersections at Kasold Drive and Bob Billings Parkway and Kasold Drive and 6 th Street function well as currently configured and no geometric improvements are recommended. This project proposes to fully reconstruct the intersection of Kasold and Bob Billings Parkway which provides an excellent opportunity to complete the proposed waterline crossing at the same time. This project will tie in to the existing section at the south curb return of the intersection of 6th St. and Kasold; the proposed waterline crossing would be bored under 6th St. All other intersections, with the exception of Kasold Drive and 8 th Street (which is discussed below) will incorporate designated left turn lanes with both options. As discussed above, no significant increase in delays were identified with either option. KASOLD AND 8TH STREET The associated traffic study identified that the intersection of Kasold & 8th warrants improvements to achieve an increase in level of service The accident history of this intersection is also an extremely sensitive topic that engenders high emotions in surrounding residents. Various alternatives for improvement were considered, including: maintaining the existing three-way stop construction of a round-a-bout removal of stop signs installation of a traffic signal installation of a pedestrian crossing signal elimination of left-turn movements Three-Way Stop at Kasold and 8 th Street If the intersection of 8 th & Kasold were to remain a three-way stop configuration, as modeled with Option 2 in the associated Traffic Study, the addition of a southbound left-turn lane to the median is recommended to Page 13

15 help facilitate the relatively high number of movements (129 vehicles per hour (VPH) during the AM peak hour and 90 VPH during the PM peak). A right turn lane is not practical due to right-of-way constrictions and the location of the existing house and driveway on the southeast corner. Round-a-bout at Kasold and 8 th Street This option, modeled with Option 1 in the associated Traffic Study, would reconstruct the existing intersection as a roundabout. This option would increase the level-of-service (LOS) ratings for all directions of the intersection and improve the values for all approaches over the existing three-way stop conditions. Construction of this option would require significant acquisition of additional rights-of-way. Signalization at Kasold and 8 th Street Signalizing this intersection would increase the level-of-service (LOS) ratings for all directions and improve the values for all approaches over the existing three-way stop conditions. This option could also incorporate pedestrian crossing signals for walkers and schoolchildren going to and from Sunset Hill Elementary School, located further east on 8 th /9 th Street. If the existing three-way stop-control intersection were modified to remove the northbound and southbound stops and add only a pedestrian crossing signal the values for delays and LOS for the remaining stop-controlled westbound approach would suffer considerably. The westbound approach LOS would drop by one rating point for both the AM and PM peak hour conditions, and the corresponding delays would nearly double over the existing conditions. Elimination of left turn movements at Kasold and 8 th Street If the proposed median along Kasold were carried through this intersection, left turning movements could be eliminated for the south bound traffic on Kasold as well as the west bound traffic on 8th Street. While this option was not modeled, it would be anticipated that this would most likely increase LOS ratings for the intersection. TRAVEL TIME ANALYSIS The associated traffic study calculated the travel times for vehicles along Kasold Drive between 6th Street and Bob Billings Parkway. The following table summarizes the travel times for both northbound and southbound passenger vehicles. Tr avel Times along Kasold Dr ive between 6th Str eet and Bob Billings Par kway Pre-Development (minutes) NB - SB - Total Complete Streets Option (minutes) NB - SB - Total Typical Street Stop Signs at 8th (minutes) NB - SB - Total Typical Street Signal at 8th (minutes) NB - SB - Total AM Peak - Current PM Peak - Current AM Peak PM Peak Page 14

16 As this table illustrates, all options studied exhibit decreased travel times as compared to existing conditions. PAVEMENT AND SUBGRADE In order to improve the sustainability of the roadway section the associated geotechnical report identified the following design alternatives for consideration for both the pavement and the sub-grade preparation: City standard concrete pavement Structurally equivalent thickness of pervious pavement City standard fly ash treated sub-grade Structurally equivalent thickness of recycled crushed pavement sub-base Subgrade and Pavement Recommendations It is possible that the inclusion of pervious pavement would help to reduce stormwater runoff and therefore minimize sizes of inlets and stormwater piping. While this could result in minor cost savings and environmental benefit, we would not recommend the use of pervious pavement for this project. The costs of maintenance requirements associated with ensuring optimum performance of the pavement would far outweigh the possible initial savings while the soils present on site are not ideal for the pervious pavement option. No need for underdrain was identified as the field investigation found little or no evidence of rock or ground water. The City of Lawrence standard KCMMB concrete section is recommended for this project along with a sub-grade preparation recycling the existing pavement into crushed aggregate base. This allows for a significant cost savings over fly ash treated sub-grade and adds environmental benefit by re-using the existing roadway rather than wasting and landfilling it. WATERLINE REPLACEMENT AND EXTENSION OF SHARED USE PATH The following two items have also been investigated for inclusion into this project: Replacement of the water distribution system along Kasold Drive Extension of the shared use path along Kasold Drive north to Peterson Road Waterline Replacement Replacement of the existing water distribution system has been identified as a priority by the City of Lawrence Utilities Department. It has been proposed that this utility work be included in the scope of the Kasold Improvements project. A new 12 watermain would be installed at a probable location behind the proposed eastern curb. All cross street lines would be up-sized, if needed, to 8" within Kasold right-of-way and reduced to connect to existing main sizes. Existing services and hydrants would be adjusted to connect to the new watermain. 6th Street would be crossed (bored) to connect to the existing 12" main that runs east-west on the north side of 6 th St. Bob Billings would be crossed to connect to the existing 12" main that runs east-west on the south side of Bob Billings. This work would be funded by the City Utilities Department, separate from the other project costs. Page 15

17 Inclusion of the waterline replacement work with the Kasold improvements project would offer the following benefits: prevent the removal and replacement of new pavement which would occur if the waterline were replaced after the Kasold project were complete minimize ongoing disruption to adjacent property owners as the road project will be fully reconstructing the intersection of Kasold and Bob Billings Parkway it provides an excellent opportunity to complete this waterline crossing at the same time The preliminary plan sheets found in the appendices illustrate the proposed location of the new water main. Extension of Shared Use Path In order to extend pedestrian traffic to the north of this corridor the option of extending the shared use path along Kasold north to Peterson Road for a little over a mile was identified. Inclusion of this option in this project would entail relatively minor amounts of additional survey and design time and could be accomplished if the monies remain available in the budget after the completion of the previously discussed road improvements. It is most likely that this option would be able to be included in this project only if the Complete Streets Option were selected due to estimated construction costs. UTILITY RELOCATION The necessity for relocation of existing utilities appears to be minimal for the options and alternates investigated (with the exception of the waterline replacement project discussed above). Impacts to sanitary sewer would be minimal with only the adjustment of existing manholes anticipated. Some moderate work to the existing sanitary system may be required if the round-a-bout option is constructed at 8 th & Kasold. PHASING, TRAFFIC CONTROL, LANDSCAPING AND STREET LIGHTING No matter which alternates or options are eventually selected, this project will entail challenges in operation and phasing during construction. A detailed phasing plan and a traffic control plan will be produced during the design phase that will ensure that access to residences, businesses and properties would be maintained at all times. Design plans will also include landscaping, irrigation and street lighting plans. COST ESTIMATES Preliminary costs were developed for each option. The cost estimates can be found in Appendix B. Costs were estimated for both options as well as for the separate alternates for 8th Street and for the waterline replacement and the extension of the shared use path north to Peterson. For each estimate, unit prices are based on 2015 values. The costs shown on the estimates represent an estimate of probable costs prepared in good faith and with reasonable care. CFS Engineers has no control over the costs of construction labor, materials or equipment, nor over bidding and negotiating methods and does not make any commitment or assume any duty to assure that final costs will not vary from this estimate. Cost estimates are for construction costs only and do not include the costs of engineering design, right-of-way acquisition, utility relocation, construction inspection or administration. COMMUNITY OUTREACH MEETINGS Public Outreach Meeting A public outreach meeting was held on Wednesday, May 27, 2015 from 7:00PM until 9:00PM at Christ Community Church located at 1100 Kasold Drive. Members of City staff and the Consultant team began by presenting the project goals, and the studied options. Preliminary plan sheets and a video were presented Page 16

18 and attendees were given time to review the presentation materials and have informal discussions with project team members. Several attendees asked questions and made comments regarding issues including, but not limited to, the associated traffic study, roundabouts, traffic flow along Kasold, bike lanes and shared use paths, street lighting and the accident history at 8th & Kasold. The project s website was unveiled at kasolddrive.com - the City s first ever project specific website for a Public Works project. Comment cards were also available for attendees to fill out. WOW 6 news was in attendance and interviewed several attendees. Public input that has been received as of the date of publication of this study has been compiled and summarized. Commercial Business Owner Meeting A meeting with affected commercial business owners was held on Tuesday, July 7, 2015 from 2:00PM to 3:00PM at University National Bank located at 1400 Kasold Drive. Members of City staff and the Consultant team began by presenting the project goals, and the studied options. Preliminary plan sheets and a video were presented and attendees were given time to review the presentation materials and have informal discussions with project team members. Several attendees asked questions and made comments regarding issues including, but not limited to, access during construction, project schedule, the associated traffic study, traffic flow and previous construction projects along Kasold Drive. Presentations to additional community organizations are also anticipated. This study will be presented to the Lawrence City Commission on a future agenda with additional opportunity for public comment. CONCLUSIONS Kasold Drive, between Bob Billings Parkway and 6 th Street is a critical link in the City s transportation infrastructure. The existing pavement has exceeded its current service life and requires full replacement. All options evaluated increase the level of service of the existing roadway and intersections. Neither option negatively affects travel or delay times within the corridor. The Complete Streets Option appears to present the most benefits and the least disadvantages while providing the most cost savings, allowing potential inclusion of the extension of the shared use path north along Kasold Drive to Peterson Road. Replacement of the water distribution system as part of this project is recommended. Page 17

19 SECTION 4. REFERENCES New Jersey Department of Transportation & Pennsylvania Department of Transportation. Smart Transportation Guidebook. March City of Lawrence, Kansas Design Criteria, Standard Technical Specifications and Standard Detail Sheets, 2015 City of Lawrence, Kansas Complete Streets Policy, 2012 City of Lawrence, Kansas, Lawrence-Douglas County Metropolitan Planning Organization, Kansas Transportation 2040, 2013 (T2040) Kansas Department of Transportation Standard Specifications for Road and Bridge Construction, 2007 CFS Engineers, Traffic Impact Study, Kasold Drive Improvements, 6 th Street to 15 th Street/Bob Billings Parkway, 2015 CFS Engineers, Geotechnical Investigation and Study, Kasold Drive Improvements, 6 th Street to 15 th Street/Bob Billings Parkway, 2015 Knapp, K.K., Welch, T.M. and Witmer, J.A., Converting Four Lane Undivided Roadways to a Three-Lane Cross Section: Factors to Consider, ITE Annual Meeting,1999. Knapp, Chandler, et al. for the Federal Highway Administration, Road Diet Informational Guide, 2014 Kansas City Missouri Public Works Department, Road Diet Analysis, 2015 Russell & Mandavilli for Kansas State University, Analysis of a Road Diet Conversion and Alternative Traffic Controls, 2003 AARP and the Walkable and Livable Communities Institute, Road Diets - A Livability Fact Sheet, 2014 Burden, D. and Lagerwey, P., Road Diets: Fixing the Big Roads, Walkable Communities, Inc., March Walkable Streets (August 2003), Economic Merits of Road Diets and Traffic Calming Safe Routes to School National Center (November 2013), Safe Routes to School Online Guide crossing_distances_for_pedestrians.cfm#diet Page 18

20 APPENDIX A Preliminary Conceptual Plans

21 Complete Streets Typical 56' Back to Back STA TO STA STA TO STA LANE (NOT TO SCALE) Typical Street Reconstruction Typical 69' Back to Back STA TO STA STA TO STA LANE (NOT TO SCALE) Kasold Drive Improvements Lawrence, KS Street, Storm & Waterline Improvements EXISTING KASOLD DRIVE 4 LANE (NOT TO SCALE) 2

22 APPENDIX B Preliminary Estimates of Probable Construction Costs

23 ENGINEER'S OPINION OF PROBABLE CONSTRUCTION COST Kasold Drive, Bob Billings to 6th Street Lawrence, Kansas Typical Street Reconstruction Option ITEM DESCRIPTION UNIT Total UNIT PRICE Total Street, Storm & Waterline 1 Site Preparation L.S. 1 $50, $50, Unclassified Excavation C.Y. 15,000 $5.00 $75, Compaction of Earthwork C.Y. 15,000 $3.00 $45, " Concrete S.Y. 38,975 $60.00 $2,338, Flyash S.Y. 44,043 $4.50 $198, Curb & Gutter L.F. 14,359 $14.00 $201, ' Sidewalk L.F. 4,575 $18.50 $84, ' Shared Use Sidewalk L.F. 5,600 $26.50 $148, Ramps EA. 54 $1, $59, " RCP L.F. 1,095 $50.00 $54, " RCP L.F. 1,006 $55.00 $55, " RCP L.F. 252 $65.00 $16, " RCP L.F. 35 $80.00 $2, Curb Inlets EA. 19 $3, $60, Junction Box w/ Type II R & C EA. 8 $3, $30, Connect Proposed Inlets to Ex Pipe EA. 5 $ $4, " Nominal Dia. Rip-Rap S.Y. 100 $30.00 $3, Flowable Fill C.Y. 675 $69.00 $46, Remove Existing Inlets EA. 34 $1, $40, Remove Existing Storm Pipe L.F. 2,483 $15.00 $37, Remove Ex. Curb & Gutter L.F. 17,000 $6.75 $114, Remove Ex. Sidewalk L.F. 7,500 $6.75 $50, Remove Ex. Full Depth Pavement S.Y. 50,000 $9.00 $450, Remove Ex. Access Ramp EA. 39 $ $10, Adjust Ex. MH Rim EA. 5 $ $2, R/W & Easement Acquisition L.S. 1 $100, $100, Pavement Markings & Signage L.S. 1 $90, $90, Landscaping L.S. 1 $100, $100, Street Lighting L.S. 1 $150, $150, Repair & Maintenance of E.C. L.S. 1 $67, $67, Traffic Control L.S. 1 $125, $125, Construction Staking L.S. 1 $40, $40, Seed, Fertilize & Mulch L.S. 1 $25, $25, STREET & STORM TOTAL $4,877,996.10

24 ENGINEER'S OPINION OF PROBABLE CONSTRUCTION COST Kasold Drive, Bob Billings to 6th Street Lawrence, Kansas Complete Streets Option ITEM DESCRIPTION UNIT Total UNIT PRICE Total Street, Storm & Waterline 1 Site Preparation L.S. 1 $50, $50, Unclassified Excavation C.Y. 10,000 $5.00 $50, Compaction of Earthwork C.Y. 10,000 $3.00 $30, " Concrete S.Y. 31,525 $60.00 $1,891, Flyash S.Y. 39,450 $4.50 $177, Curb & Gutter L.F. 16,682 $14.00 $233, ' Sidewalk L.F. 4,575 $18.50 $84, ' Shared Use Sidewalk L.F. 5,600 $26.50 $148, Ramps EA. 62 $1, $68, " RCP L.F. 1,005 $50.00 $50, " RCP L.F. 996 $55.00 $54, " RCP L.F. 232 $65.00 $15, " RCP L.F. 35 $80.00 $2, Curb Inlets EA. 19 $3, $60, Junction Box w/ Type II R & C EA. 3 $3, $11, Connect Proposed Inlets to Ex Pipe EA. 5 $ $4, " Nominal Dia. Rip-Rap S.Y. 100 $30.00 $3, Flowable Fill C.Y. 475 $69.00 $32, Remove Existing Inlets EA. 34 $1, $40, Remove Existing Storm Pipe L.F. 2,483 $15.00 $37, Remove Ex. Curb & Gutter L.F. 17,000 $6.75 $114, Remove Ex. Sidewalk L.F. 7,500 $6.75 $50, Remove Ex. Full Depth Pavement S.Y. 50,000 $9.00 $450, Remove Ex. Access Ramp EA. 39 $ $10, Adjust Ex. MH Rim EA. 5 $ $2, R/W & Easement Acquisition L.S. 1 $100, $100, Pavement Markings & Signage L.S. 1 $90, $90, Landscaping L.S. 1 $100, $100, Street Lighting L.S. 1 $150, $150, Repair & Maintenance of E.C. L.S. 1 $67, $67, Traffic Control L.S. 1 $125, $125, Construction Staking L.S. 1 $40, $40, Seed, Fertilize & Mulch L.S. 1 $25, $25, STREET & STORM TOTAL $4,372,775.50

25 APPENDIX C Evaluation of Alternates Chart

26