Washington St. Corridor Study

Transcription

1 Washington St. Corridor Study Prepared for Grand Forks-East Grand Forks Metropolitan Planning Organization Prepared by Kadrmas, Lee & Jackson, Inc. Final Report

2 Washington St. Corridor Study Grand Forks Washington St. Corridor Study Kadrmas, Lee & Jackson 128 Soo Line Drive Bismarck, ND Phone: Fax: Website: kljeng.com Prepared By: With Assistance From: Advanced Engineering and Environmental Services, Inc Garden View Drive, Suite 200 Grand Forks, ND Phone: Fax: Website: ae2s.com Braun Intertec Corporation th Street NE, Suite 300 West Fargo, ND Phone: Fax: Website: brauncorp.com On Behalf of the: Grand Forks-East Grand Forks Metropolitan Planning Organization (MPO) Grand Forks, ND 225 N 4th Street Grand Forks, ND Phone: East Grand Forks, MN 600 DeMers Avenue East Grand Forks, MN Phone: Website: theforksmpo.org January 2012 The preparation of this document was funded in part by the United States Department of Transportation with funding administered through the North Dakota Department of Transportation, Minnesota Department of Transportation, the Federal Highway Administration, and the Federal Transit Administration. Additional funding was provided through local contributions from the governments of Grand Forks, East Grand Forks, Grand Forks County and Polk County. The United States Government and the State of North Dakota assume no liability for the contents or use thereof. The document does not constitute a standard, specification, or regulation. The United States Government, the States of North Dakota and Minnesota, and the Metropolitan Planning Organization do not endorse products or manufacturers. Trade or manufacturers names appear herein only because they are considered essential to the objective of the document. The contents of the document reflect views of the authors, who are responsible for facts and accuracy of data presented herein. Contents do not necessarily reflect policies of the States and Federal Department of Transportation

3 Washington St. Corridor Study Acknowledgements Washington Street Corridor Study Steering Committee Stephanie Hickman, Federal Highway Administration North Dakota Division Ardin Striefel, North Dakota Department of Transportation Local Government Les Noehre, North Dakota Department of Transportation Grand Forks District Craig Amiot, 5-Star Collision Terry Bjerke, Grand Forks City Council Gary Malm, Grand Forks County Lynn Leibfried, Burlington Northern Santa Fe Staff to Steering Committee Earl Haugen, Grand Forks-East Grand Forks Metropolitan Planning Organization Jane Williams, City of Grand Forks Engineering Department Dale Bergman, Grand Forks Cities Area Transit Pete O Neill, City of Grand Forks Fire Department Mark Aubol, City of Grand Forks Street Department Barry Wilfahrt, Grand Forks - East Grand Forks Chamber of Commerce Brad Gengler, Grand Forks Planning Department Grand Forks East Grand Forks Metropolitan Planning Organization Technical Advisory Committee Earl Haugen (Chair), Grand Forks-East Grand Forks Metropolitan Planning Organization Stacey Hanson, North Dakota Department of Transportation Transit Division Michael Johnson, North Dakota Department of Transportation Bobbi Retzlaff, Minnesota Department of Transportation Regional Development Commission Brad Bail, East Grand Forks City Engineering Greg Boppre, East Grand Forks City Engineering Les Noehre, North Dakota Department of Transportation Grand Forks District Dustin Lang, North Dakota Department of Transportation Grand Forks District Joe McKinnon, Minnesota Department of Transportation (Bemidji) Kent Ehrenstrom, Minnesota Department of Transportation (Bemidji) Richard Onstad, Grand Forks County Engineering Rich Sanders, Polk County Engineering Lane Magnuson, Grand Forks County Planning Jane Williams, City of Grand Forks Engineering Department Brad Gengler, Grand Forks City Planning Nancy Ellis, East Grand Forks City Planning Dale Bergman, Grand Forks Cities Area Transit

4 Table of Contents Washington St. Corridor Study...1 Planning Process Existing and Forecasted Conditions Previous Studies Environmental Considerations Public Input Recommended Alternatives Implementation Appendix A Cost Estimates Figures FIGURE 1.1 Washington Street Corridor Study Planning Process... 2 FIGURE 1.2 Proposed DeMers Avenue Intersection Improvements... 3 FIGURE 1.3 Proposed BNSF Railway Underpass Improvements (Sloped Sections Alternative)... 3 FIGURE 1.4 Proposed BNSF Railway Underpass Improvements (Sloped Sections/Retaining Wall Combination Alternative)... 4 FIGURE 1.5 A Corridor Improvement Plan... 5 FIGURE 1.5 B Corridor Improvement Plan... 6 FIGURE 1.5 C Corridor Improvement Plan... 7 FIGURE 1.5 D Corridor Improvement Plan... 8 FIGURE 1.5 E Corridor Improvement Plan... 9 FIGURE 1.5 F Corridor Improvement Plan FIGURE 1.6 Looking North at Newly Completed Underpass, August FIGURE 1.7 Congested Traffic Operations at DeMers Avenue Intersection FIGURE 1.8 Dense Business Access Point Spacing in Congested Corridor FIGURE 1.9 Competing Vehicular and Pedestrian Traffic Demand at the Intersection of Washington Street and DeMers Avenue FIGURE 2.1 Planning Process for the Washington Street Corridor Study FIGURE 3.1 Existing Peak-Hour Traffic Volumes FIGURE 3.2 Forecasted 2035 Peak-Hour Traffic Volumes FIGURE 3.3 Existing BNSF Railway Underpass on Washington Street FIGURE 3.4 Water Leakage at Retaining Wall Expansion Joint FIGURE 3.5 South Pier Column Showing Original Construction and 1964 Addition FIGURE 3.6 Proposed Construction Segments FIGURE 3.7 Lift Station #183 Adjacent to Washington Street Underpass FIGURE 3.8 5th Avenue North Signalized Intersection FIGURE 3.9 At-Grade View of North Washington Street and 8th Avenue North Intersection FIGURE 3.10 Radio Interconnect at the Intersection of South Washington... 33

5 Washington St. Corridor Study FIGURE 3.11 Example of Access Density Along the Washington Street CorridorHigh Hazard Crash Locations FIGURE 3.12 Porkchop Island At DeMers Avenue Intersection FIGURE 3.13 Westbound Approach of the Intersection of South Washington Street with 10th Avenue South FIGURE 3.14 At-Grade View of Midblock Marked Crosswalk at 9th Avenue North FIGURE 3.15 Example of Head-On Conflict Point Between Offset Intersections FIGURE 3.16 Example of Poor Sidewalk Conditions Along the Corridor FIGURE 3.17 Sidewalk Obstacles FIGURE 3.18 Example of Driveway Apron in the Pedestrian Walkway FIGURE 3.19 Pedestrian Crossing Washington Street at 8th Avenue South FIGURE 3.20 Bike Route North of 8th Avenue North FIGURE 3.21 Current Pedestrian and Bicycle Path Under Railroad Bridge FIGURE 3.22 Bus Turn-Out North of 17th Avenue South FIGURE 3.33 Traffic Congestion Caused by Corridor Access Points FIGURE 3.34 Existing AM Peak-Hour Capacity Analysis FIGURE 3.35 Existing Peak-Hour Capacity Analysis FIGURE 3.36 Forecasted Peak-Hour Capacity Analysis FIGURE 4.1 Eastbound Approach of 17th Avenue South at Washington Street FIGURE 7.1 Illustration of Negative, No and Positive Offset Left-Turn Lanes FIGURE 7.2 A Access Management Plan FIGURE 7.2 B Access Management Plan FIGURE 7.2 C Access Management Plan FIGURE 7.3 Example of Conflict Elimination Through Median Control FIGURE 7.4 Corridor-Wide Traffic Signal and Video Monitoring Interconnection FIGURE th Avenue South Southbound Full-Width Turn-Lane Extensions FIGURE th Avenue South Intersection Eastbound and Westbound Lane Reconfiguration FIGURE th Avenue South Realignment FIGURE th Avenue South Realignment FIGURE 7.9 8th Avenue South Realignment FIGURE 7.10 Marked Southbound 7th Avenue South Left-Turn Lane FIGURE 7.11 Restricted Access to 7th Avenue South (Discarded) FIGURE 7.12 Proposed Continuous Flow Intersection Configuration FIGURE th and 5th Avenue South Access Reconfiguration FIGURE 7.14 Proposed BNSF Railway Underpass Improvements (Sloped Section Alternative) FIGURE 7.15 Proposed BNSF Railway Underpass Improvements (Sloped Sections Retaining Wall Combination Alternative) FIGURE 7.16 Bridge Replacement Options FIGURE 7.17 Bridge Alternatives - Cross Sections FIGURE 7.18 Signal Removal At 2nd Avenue North Intersection FIGURE 7.19 Northbound and Southbound Protected/Permitted Left-Turn Movement with Flashing Yellow Arrow FIGURE 7.20 Northbound and Southbound Protected Left-Turn Phase at the University Avenue Intersection (Discarded) FIGURE 7.21 Traffic Signal Implementation at 8th Avenue North Intersection FIGURE 7.22 Corridor Improvement Plan Cross Sections FIGURE th Avenue South Pedestrian Hybrid Beacon FIGURE th Avenue South Pedestrian Beacon (Discarded) FIGURE 7.25 North Approach of 14th Street North at the Intersection of 1st Avenue North FIGURE 7.26 Dyke Avenue Approach to Washington Street FIGURE 7.27 Pedestrian Beacon at the Intersection of University Avenue and 15th Street North FIGURE 7.28 Bicycle Improvement Plan

6 Washington St. Corridor Study FIGURE 7.29 Transit Improvement Plan FIGURE 7.30 Bus Shelters and Benches (Discarded) FIGURE 7.31 A Corridor Improvement Plan FIGURE 7.31 B Corridor Improvement Plan FIGURE 7.31 C Corridor Improvement Plan FIGURE 7.31 D Corridor Improvement Plan FIGURE 7.31 E Corridor Improvement Plan FIGURE 7.31 F Corridor Improvement Plan FIGURE 8.1 Corridor Improvement Plan Proposed Construction Segments FIGURE 8.2 Corridor Needs Matrix Tables TABLE 1.1 Full Reconstruction Project Priority TABLE 1.2 Standalone Project Priority TABLE 1.3 Implementation Plan with Regional Considerations TABLE 3.1 Intersection Crash Data TABLE 3.2 Link Crash Data TABLE 3.3 Corridor Access Point Inventory TABLE 4.1 Previous Washington Street and DeMers Avenue Study Results TABLE 4.2 Summary of Currently Recommended Improvements TABLE 5.1 Environmental Impact Categories TABLE 7.1 A Access Management Plan TABLE 7.1 B Access Management Plan TABLE 7.2 DeMers Intersection Analysis TABLE 8.1 Corridor Needs Assessment TABLE 8.2 Full Reconstruction Project Priority TABLE 8.3 Standalone Project Priority TABLE 8.4 Implementation Plan with Regional Considerations

7 Washington St. Corridor Study 1

8 Washington St. Corridor Study The Washington Street Corridor Study identifies strategies for improving all transportation modes through the year Strategies were developed in collaboration with government agencies, property owners and the public. The study was driven by competing issues such as improving deteriorating infrastructure, congestion, crashes and inadequate multimodal facilities while limiting impacts to businesses. The five-step planning process for the study included identification of corridor needs and deficiencies, solution development, solution evaluation, recommendation formulation and implementation strategy development. The recommendations identify alternatives that most effectively meet the study goal. Recommendations are subject to change based upon new or varied information uncovered during project development. Additionally, as denoted in FIGURE 1.1, public and steering committee input was obtained during each step of the planning process. FIGURE 1.1 Washington Street Corridor Study Planning Process Identify Corridor Deficiencies Develop Corridor Improvement Alternatives Evaluate and Refine Improvement Alternatives Formulate Recommendations Develop Implementation Strategy Public and Steering Committee Input The proposed Washington Street Corridor Study vision included the following improvement strategies (refer to FIGURES 1.5 A F for graphic representation of the strategies): Vehicle Improvements Replace the deteriorating BNSF Railway Bridge with a new longer structure that meets the corridor needs for motorists, cyclists and pedestrians. Install a continuous flow intersection (CFI) at the DeMers Avenue intersection. A CFI with additional eastbound and westbound through lanes is anticipated to reduce delays by more than 8.5 times compared to the existing configuration under forecasted traffic volumes. Reconstruct Washington Street in multiple phases with the five-lane concrete section with revised dimensions. Consolidate, relocate and remove access points along the corridor to reduce crashes and conflicts. Install new traffic signal interconnection hardwire throughout the corridor to provide improved signal coordination and traffic flow. Periodically update signal timing as future developments affect traffic patterns. Revise intersection traffic control and turn-lane geometry throughout the corridor to reduce congestion and conflicts. Realign negatively offset intersections of 8th Avenue South, 10th Avenue South and 14th Avenue South to eliminate head-on crash conflict points in the two-way left-turn lane between the two offset approaches and reduce overall motorist delay at the intersection. Remove the traffic signal at the intersection of 2nd Avenue North pending public, political and institutional buy-in. Install a new traffic control signal with railroad preemption at the 8th Avenue North intersection to minimize potential for westbound vehicles to be queued across the railroad crossing. 2

9 Washington S t. C orridor S tudy FIGURE 1.2 Proposed DeMers Avenue Intersection Improvements Pedestrian Improvements Expand sidewalks to provide a buffer from Washington Street traffic. These improvements can be made generally within the existing right-of-way (ROW). Relocate utilities currently located within the footprint of the sidewalk, where feasible, to improve pedestrian mobility and accessibility. Utility relocation would require acquisition of individual ROW easements. Install a pedestrian hybrid beacon south of 9th Avenue South to improve the pedestrian crossing of Washington Street. In this scenario, the eastbound approach of 9th Avenue South would be closed as part of the proposed 10th Avenue South realignment. Bicycle Improvements Develop an alternate bicycle route on 14th Street to avoid high traffic volumes, 35 mph speeds and potential driveway conflicts present on Washington Street. The alternative bicycle route would consist of shared lanes between motorists and bicyclists on the low volume and 25 mph speeds of 14th Street. The bicycle route would cross under the railroad tracks on Washington Street. FIGURE 1.3 Proposed BNSF Railway Underpass Improvements (Sloped Sections Alternative) 3

10 Washington S t. C orridor S tudy FIGURE 1.4 Proposed BNSF Railway Underpass Improvements (Sloped Sections/Retaining Wall Combination Alternative) Transit Improvements Install bus turn-outs and restrict bus pick-ups and drop-offs to turn-out locations only. Implementation Strategy Two implementation plans were developed as part of the Washington Street Corridor Study. The first was a prioritization based plan that looked at the corridor in isolation and ranked projects based strictly on need with no consideration to overall regional needs or funding (refer to TABLES 1.1 and 1.2). The second plan was developed in conjunction with NDDOT and City staff based upon regional needs and available funding (refer to TABLE 1.3). Anticipated completion terms and term costs were developed for programming purposes. 4

11 Washington St. Corridor Study LEGEND Existing Roadway Width Existing Right-Of-Way Removed Access Remaining Access Consolidated Access Existing Side Path Proposed Shared Lanes Proposed Side Path Proposed ROW Acquisition N E W S Washington St. Corridor Study Grand Forks - East Grand Forks MPO Corridor Improvement Plan FIGURE 1.5 A Corridor Improvement Plan 5

12 Proposed Side Path Remaining Access Proposed ROW Acquisition Consolidated Access FIGURE 1.5 B Corridor Improvement Plan S Removed Access Washington St. Corridor Study E Proposed Shared Lanes Grand Forks - East Grand Forks MPO Corridor Improvement Plan W Existing Side Path N Width Existing Right-Of-Way LEGEND Existing Roadway Washington S t. C orridor S tudy 6

13 Proposed Side Path Remaining Access Proposed ROW Acquisition Consolidated Access FIGURE 1.5 C Corridor Improvement Plan S Removed Access Washington St. Corridor Study E Proposed Shared Lanes Grand Forks - East Grand Forks MPO Corridor Improvement Plan W Existing Side Path N Width Existing Right-Of-Way LEGEND Existing Roadway Washington S t. C orridor S tudy 7

14 Washington St. Corridor Study FIGURE 1.5 D Corridor Improvement Plan 8

15 Washington S t. C orridor S tudy Removed Access Proposed Side Path Remaining Access Proposed ROW Acquisition Consolidated Access FIGURE 1.5 E Corridor Improvement Plan Washington St. Corridor Study S Proposed Shared Lanes E Existing Side Path Grand Forks - East Grand Forks MPO Corridor Improvement Plan W Width Existing Right-Of-Way N LEGEND Existing Roadway 9

16 Washington S t. C orridor S tudy Removed Access Proposed Side Path Remaining Access Proposed ROW Acquisition Washington St. Corridor Study Consolidated Access FIGURE 1.5 F Corridor Improvement Plan S Proposed Shared Lanes E Existing Side Path Grand Forks - East Grand Forks MPO Corridor Improvement Plan W Width Existing Right-Of-Way N LEGEND Existing Roadway 10

17 Washington St. Corridor Study TABLE 1.1 Full Reconstruction Project Priority Year Full Reconstruction Project Priority 1st Avenue North to 5th Avenue South Full Reconstruct¹ Burlington Northern Sante Fe Railway bridge reconstruction Right-Of-Way acquisition Storm sewer lift station #183 upgrade and replacement Full pavement reconstruction Signage and pavement markings Utilities adjustments Reconstruct pedestrian and bicycle facilities Lighting rehabilitation 5th Avenue South to 7th Avenue South Full Reconstruct Continuous flow intersection at Washington Street and DeMers Avenue Intersection Installation of new traffic signal and lighting systems Overhead signage, at grade signage and pavement markings Right-Of-Way acquisition Fire Station reconfiguration 4th Avenue South/5th Avenue South DeMers Access Reconfiguration Full pavement reconstruction Access management and driveway modifications Signage and pavement markings Utilities adjustments and improvements Reconstruct pedestrian facilities Relocate utilities outside sidewalk footprint 7th Avenue South to Hammerling Avenue Full Reconstruct Full pavement reconstruction Access management and driveway modifications Signage and pavement markings Utilities adjustments 8th, 10th and 14th Avenue South realignments Pedestrian beacon south of 9th Avenue South Reconstruct pedestrian facilities Relocate utilities outside sidewalk footprint Bus turn-outs Traffic signal and lighting rehabilitation 8th Avenue North to 1st Avenue North Full Reconstruct Full pavement reconstruction Access management and driveway modifications Signage and pavement markings Utilities adjustments Reconstruct pedestrian facilities Relocate utilities outside sidewalk footprint Traffic signal and lighting rehabilitation Hammerling Avenue to 17th Avenue Full Reconstruct All projects within this segment of the corridor shall be addressed as standalone projects 2011 Cost $11,891,000 Federal $9,512,800 State $1,189,100 Local $1,189,100 $11,716,269 Federal $9,373,015 State $1,171,627 Local $1,171,627 $6,456,000 Federal $5,164,800 State $645,600 Local $645,600 $5,008,000 Federal $4,006,400 State $500,800 Local $500,800 Outside Study Horizon ¹Cost conservatively represents the highest cost bridge alternative. This alternative includes full bridge replacement with sloped sides. 11

18 Washington St. Corridor Study TABLE 1.2 Standalone Project Priority Year 2016 Standalone Project Priority 2nd Avenue North Intersection Signal Replacement with Two-Way Stop Control 8th Avenue North Traffic Signal Installation University Avenue Northbound and Southbound Left-Turn Improvements¹ Alternate Bicycle Route Adjacent to Corridor² Traffic Signal Fiber Optic Interconnect 2011 Cost $72,000 Federal $57,600 State $7,200 Local $7,200 $312,000 Federal $249,600 State $31,200 Local $31,200 $19,000 Federal $15,200 State $1,900 Local $1,900 $173,000 Federal $138,400 State $17,300 Local $17,300 $685,000 Federal $548,000 State $68,500 Local $68,500 $85, th Avenue South Right Turn-Lane Installation 17th Avenue South Turn-Lane Modifications Federal $68,000 State $8,500 Local $8,500 $97,000 Federal $77,600 State $9,700 Local $9,700 ¹Cost is based upon the assumption that the existing mast arms are able to withstand new wind loading resulting from replacing the existing 3-section signal heads with 4-section traffic signal heads. ²Cost assumes that roadway widening is not required to implement an alternate bicycle route adjacent to the corridor. Additionally the cost assumes that the pedestrian hybrid beacon at the intersection of North 15th Sreet and University is relocated to the North 14th Street and University. This improvement is pending Winship Elementary School acceptance. 12

19 Washington St. Corridor Study TABLE 1.3 Implementation Plan with Regional Considerations Year Implementation Plan with Regional Considerations Planning Term Programming Cost (1st Year of Term) Programming Cost (Mid-Term Year) Programming Cost (Last Year of Term) nd Avenue South to Hammerling Avenue Preventive Maintenance¹ Mid-Term $2,281,224 Federal $1,824,979 State $228,122 Local $228,122 $2,566,067 Federal $2,052,854 State $256,607 Local $256,607 $2,886,476 Federal $2,309,181 State $288,648 Local $288,648 1st Avenue North to 5th Avenue South Full Reconstruct (Include Underpass Improvements)² Alternate Bicycle Route Adjacent to Corridor³ Mid-Term Mid-Term $14,466,859 Federal $11,573,487 State $1,446,686 Local $1,446,686 $210,286 Federal $168,229 State $21,029 Local $21,029 $16,273,248 Federal $13,018,599 State $1,627,325 Local $1,627,325 $236,543 Federal $189,234 State $23,654 Local $23,654 $18,305,191 Federal $14,644,153 State $1,830,519 Local $1,830,519 $266,079 Federal $212,863 State $26,608 Local $26,608 8th Avenue North to 1st Avenue North Full Reconstruct Long-Term $8,017,637 Federal $6,414,110 State $801,764 Local $801,764 $10,144,869 Federal $8,115,895 State $1,014,487 Local $1,014,487 $12,836,495 Federal $10,269,196 State $1,283,650 Local $1,283,650 7th Avenue South to Hammerling Avenue Full Reconstruct Long-Term $10,336,000 Federal $8,268,800 State $1,033,600 Local $1,033,600 $13,078,337 Federal $10,462,670 State $1,307,834 Local $1,307,834 $16,548,269 Federal $13,238,615 State $1,654,827 Local $1,654,827 Alternate Bicycle Route Adjacent to Corridor² Long-Term $276,722 Federal $221,378 State $27,672 Local $27,672 $350,142 Federal $280,114 State $35,014 Local $35,014 $443,041 Federal $354,433 State $44,304 Local $44,304 Traffic Signal Fiber Optic Interconnect Long-Term $1,097,052 Federal $877,642 State $109,705 Local $109,705 $1,388,121 Federal $1,110,497 State $138,812 Local $138,812 $1,756,416 Federal $1,405,133 State $175,642 Local $175,642 5th Avenue South to 7th Avenue South Full Reconstruct (Include DeMers Avenue Intersection Improvements) Long-Term $18,758,124 Federal $15,006,499 State $1,875,812 Local $1,875,812 $23,735,011 Federal $18,988,009 State $2,373,501 Local $2,373,501 $30,032,361 Federal $24,025,889 State $3,003,236 Local $3,003, nd Avenue North Intersection Signal Replacement with Two-Way Stop Control, 8th Avenue North Traffic Signal Installation, University Avenue Northbound and Southbound Left-Turn Improvements, 15th Avenue South Right Turn-Lane Installation & 17th Avenue South Turn-Lane Modifications Part of Another Priority Part of Another Priority Part of Another Priority Part of Another Priority ¹The majority of this project is beyond the project limits and scope of this study. This cost represents an NDDOT estimate and is not included in the Appendix. ²Cost conservatively represents the highest cost bridge alternative. This alternative includes full bridge replacement with sloped sections. ³Cost assumes that roadway widening is not required to implement an alternate bicycle route adjacent to the corridor. Additionally the cost assumes that the pedestrian beacon at the intersection of North 15th Sreet and University is relocated to the North 14th Street and University. This improvement is pending Winship Elementary School acceptance. 13

20 Washington St. Corridor Study Introduction 14

21 Washington St. Corridor Study Introduction Goal The overall goal of the study is to create a safe, efficient and synchronized transportation environment for all road users. However, the goal needs to be balanced with the competing goal of limiting business impacts. To achieve the goal, the Washington Street Corridor Study focused on developing and documenting relevant and accurate information that lead to decisions made within the corridor. This included comprehensively addressing future transportation needs, considering multimodal transportation requirements, prioritizing transportation projects and promoting active public participation in the planning process. Purpose Although transportation planning can occur at various application scales, the corridor level is one of the most important. Corridor planning allows planners to focus on specific transportation problems that affect mobility and accessibility, thus identifying problem-specific solutions. The Grand Forks-East Grand Forks Metropolitan Planning Organization (GF-EGF MPO) uses corridor plans as a way to identify projects for their overall transportation plan. Additionally, the plan will assist the North Dakota Department of Transportation (NDDOT) and City of Grand Forks identify infrastructure, safety, multimodal, capacity and operations improvements at the city, regional or statewide level. A corridor study conducted at the right time and with clear objectives can provide important information to transportation investment decision-making process and regional transportation plan update. Decisions resulting from a corridor plan may lead directly to a project definition and design process and require a degree of detail that may be absent from a broader planning process. The plan is a collaborative effort with the GF-EGF MPO alongside the NDDOT and the City of Grand Forks to determine the Washington Street study corridor s transportation needs and develop strategies to address the needs through the study horizon of Need Washington Street (US Business 81) is functionally classified as a principal arterial serving as one of the few connecting streets between north and south Grand Forks. This Washington Street Corridor Study extends from 17th Avenue South to 8th Avenue North. The title Washington Street Corridor will imply these specific study limits when used in context of the report. In addition to being a primary regional road for the City of Grand Forks, the corridor also serves as one of the primary commercial corridors within the metropolitan area generating a significant number of trip ends. The situation creates conflicts between high volumes of through traffic and traffic accessing adjacent properties. The Washington Street Corridor Study was driven by current corridor concerns identified by GF-EGF MPO, NDDOT and the City of Grand Forks. Concerns included condition of the BNSF underpass structure north of DeMers Avenue, aging pavement along the corridor, congestion at the DeMers Avenue intersection, access management throughout the corridor and multimodal user needs. This corridor planning effort identified solutions to the aforementioned problems within the corridor as well as all other transportation related needs uncovered during the study. The BNSF Railway Bridge north of the DeMers Avenue intersection was originally constructed in 1937 (refer to FIGURE 1.6). The original bridge was built to facilitate two lanes of traffic. The bridge was lengthened in 1964 to accommodate two additional lanes of traffic on Washington Street. In addition to the four lanes of traffic currently in place today, five-foot pedestrian/one-way bicycle paths are maintained on both the east and west sides of Washington Street. The bridge s superstructure currently accommodates three railroad tracks with room for an additional track. The structure has noticeable deterioration on the superstructure, substructure and retaining walls. Additionally, vertical clearance constraints underneath the BNSF Railway Bridge have eliminated asphalt overlays as improvement options, leaving the pavement reconstruction as the only option. 15

22 Washington St. Corridor Study FIGURE 1.6 Looking North at Newly Completed Underpass, August 1937 The corridor study includes DeMers Avenue intersection (refer to Figure 1.7). According to the GF-EGF MPO, Washington Street and DeMers Avenue intersection has the highest level of traffic and travel delay in the Grand Forks-East Grand Forks metropolitan area. The intersection has been identified for improvements since the Grand Forks-East Grand Forks 1969 Urban Area Study. For decades the Long Range Transportation Plans (LRTP) repeatedly recommended an urban interchange coupled with a new river crossing reliever route as a solution. However, a new river crossing has not been constructed and interchange construction has been cancelled due to unacceptable right-of-way (ROW) and business impacts, and increased traffic volumes have resulted in compounded traffic congestion. FIGURE 1.7 Congested Traffic Operations at DeMers Avenue Intersection 16

23 Washington St. Corridor Study The Washington Street Corridor is home to dozens of businesses and serves as one of the main commercial corridors within the city (refer to FIGURE 1.8). Developed before access management codes were in effect, the corridor has driveway densities well above City and NDDOT restrictions. Access management codes allow development of a corridor, while maintaining traffic operations and safe and convenient access to businesses. The high density access points introduce conflicts and friction into the traffic stream. This scenario is particularly problematic between DeMers Avenue and Hammerling Avenue. The uncontrolled environment experiences crash rates well above state and county averages. FIGURE 1.8 Dense Business Access Point Spacing in Congested Corridor 17

24 Washington St. Corridor Study Finally, the corridor provides travel opportunities for many types of travelers and serves a variety of purposes (refer to FIGURE 1.9). Current corridor design is primarily auto-centric and offers many challenges for bicyclists, pedestrians and transit. A large portion of the corridor s sidewalks are in poor condition. Furthermore, sidewalk obstacles and sharp driveway side-slopes make pedestrian travel for the physically impaired exceedingly difficult. Currently, the majority of the corridor does not have any bicycle specific routes. The high speeds and volumes along Washington Street compounded by the high density of access points makes bicycling along the corridor potentially unattractive to even the most skilled bicyclists. Finally, throughout the majority of the corridor, transit is forced to stop within the traffic stream to pick-up or drop-off bus patrons. The scenario has negative effects on traffic operations and may interfere with motorist expectance. Making alternate travel choices more convenient, attractive and safe means people do not need to rely solely on automobiles. Alternate travel methods can replace congested vehicle trips with bus rides or environment friendly, economical and healthy pedestrian or bicycle trips. FIGURE 1.9 Competing Vehicular and Pedestrian Traffic Demand at the Intersection of Washington Street and DeMers Avenue 18