Loading...
South Ohio Street Concept Study n ENGINEERING REPORT submitted to the City of Salina, Kansas for the South Ohio Street Concept Study May 1999 w1ISON &COMPANY ENGINEERING REPORT I ' submitted to the ' City of Salina, Kansas Ifor the ' South Ohio Street Concept Study I ' City Commissioners Monte Shadwick,Mayor Kristin Seaton • ' Don Heath Alan Jilka Larry Matthews I City Manager IDennis Kissinger ' Director of Utilities Don Hoff,P.E. IDirector of Engineering and General Services I Shawn O'Leary,P.E. Director of Planning and Community Development ' Roy Dudark Il Address all communication ,p`••�.�'�HY•M•.y%,,,• I et regarding this work to: S• , • ‘)CE See •..t milI Wilson&Company �~ • P.O.Box 1640 s i 551 Salina KS 67402-1640 S J6//ey9 �11.SON (785)827-0433 449 S, 4-AN Pg /••• 12: I &COMPANY '%a.;.•.s.••• �a�.,. May 1999 ,'''4s'..ONA;ENG..�` 98-410-049 I I ITABLE OF CONTENTS IEXECUTIVE SUMMARY 1 I SECTION 1 — INTRODUCTION 3 Figure 1-1 Study Area 4 ISECTION 2—EXISTING CORRIDOR 5 SECTION 3 —TRAFFIC ANALYSIS 6 I Table 3-la Level-of-Service Criteria for Unsignalized Intersections 7 Table 3-lb Level-of-Service Criteria for Signalized Intersections 7 Table 3-1c Level-of-Service Criteria for a Class 2 Arterial 7 I Figure 3-1 Traffic Counts 9 Table 3-2 Summary of Results at Intersections for Existing Conditions 10 Table 3-3 Arterial Analysis for Existing Conditions During the P.M. Peak Hour 11 I Figure 3-2 Future Land Use 12 Table 3-4 Trips Generated by Land Use Development 13 Figure 3-3 Trips Generated by Land Use Development 14 I Figure 3-4 Horizon Year Traffic 15 Table 3-5 Intersection Analysis for Alternative 1 —Do Nothing for the Future Year 16 Table 3-6 Intersection Analysis for Alternative 2—Improved Capacity for the Future Year 17 ITable 3-7 Turn Bay Length Requirements 18 Table 3-8 Arterial Analysis for Future Conditions During the P.M. Peak Hour 19 ISECTION 4—DRAINAGE IMPROVEMENT CONCEPTS 22 Figure 4-1 Storm Drainage Systems 23 ISECTION 5 —PEDESTRIAN TRAFFIC 22 I SECTION 6—CORRIDOR AESTHETICS 24 • SECTION 7—.UTILITIES 24 ISECTION 8 —RECOMMENDATIONS 24 ISECTION 9—COST PROJECTIONS 25 Appendix A: Typical Sections and Intersection Layouts I Appendix B: Concept Plans Appendix C: Project Costs I * * * * * * I I South Ohio Concept Study 1 ' EXECUTIVE SUMMARY The purpose of this study was to analyze improvement needs along the South Ohio Street corridor ' between Belmont Boulevard and Schilling Road, and also along East Magnolia Road between Belmont Boulevard and the east city limits. These arterial streets provide major cross-town travel needs for a large part of the city, as well as local access to the southeast area. ' After completion of a traffic and drainage analysis, an evaluation of the existing roadway and • drainage system was performed. Intersection, roadway, and drainage improvement needs were developed based on projected traffic volumes, hydrology, and hydraulic data. The basic ' assumption guiding the study was the desire to improve traffic flow and drainage capacity with the least impact to properties along the corridor. ' The existing roadway characteristics in the study corridor vary in each direction from the Ohio Street/Magnolia Road Intersection. The north leg is a fully developed 2-lane curb & guttered section with multiple residential accesses. The south leg is a mostly rural, 2-lane section with ' open ditches to handle drainage. The west leg is a fully developed 4-lane curb & guttered section with residential subdivisions on the north and a high school and park on the south. The east leg is a 2-lane rural section currently serving an area with rapidly developing residential housing. Today, land use along the corridor is primarily residential or undeveloped. It is anticipated that most of the corridor will be a developed residential area within the 20-year forecast period. The Belmont Boulevard/Ohio Street and Magnolia Road/Ohio Street Intersections are the two ' major intersections in the corridor. These intersections functioned satisfactorily a few years ago, but are inadequate for present and future traffic demands. Recently, signals were added to the Magnolia Road/Ohio Street intersection. However,until turning lane improvements are made, the ' signal cannot be fully effective. The highest traffic volumes in the study corridor are on the north leg of Ohio Street from Belmont Boulevard to Magnolia Road. Traffic forecasts in this area for the next 20 years show volumes increasing from the current 10,000 vehicles per day to 16,900 vehicles per day, exceeding the capacity of the existing 2-lane roadway. A capacity analysis of the corridor determined that ' intersection improvements in conjunction with additional lanes on three of the four legs of the study corridor are required for the roadway to handle the projected traffic volumes efficiently. Both roadway rehabilitation and reconstruction alternates were analyzed as a part of this study. ' However, the west leg of Magnolia Road was the only area that had acceptable existing horizontal and vertical alignments where rehabilitation would be a viable choice. Much of the area within the project limits is prone to frequent flooding from local runoff, because of inadequacies in storm drain systems and drainage outlets. Adequate drainage inside the levee system requires detention storage, as well as larger storm drains. Both needs are addressed in a phased improvement plan. Wilson & Company 1 ' South Ohio Concept Study The roadway and drainage improvements for this corridor have been prioritized in a series of four phases based on their need: Phase I- Construct a 4-lane roadway with curb & gutter on Ohio Street between Belmont Boulevard and Magnolia Road. Realign Belmont Boulevard with Wayne Avenue and signalize the intersection. Add turning lanes and improve geometrics of Ohio Street/Magnolia Road intersection utilizing the existing signals. Overlay Magnolia Road between Belmont Boulevard and Ohio Street. Improve storm sewer system along Ohio Street and add storm sewer along Magnolia Road,Edward Street, and Aurora Avenue. Divert stormwater runoff to Knox Sandpit. Phase H- Construct a 3-lane roadway with curb & gutter and storm sewer on Magnolia Road from Ohio Street to the East City Limits. Phase III-Build Holmquist Oxbow detention pond. Add storm sewer outlet from Ohio Street to Holmquist Oxbow. tPhase IV- Construct a 4-lane roadway with curb & gutter and storm sewer on Ohio Street from Magnolia Road to Schilling Road. ' Estimated costs for each phase, inflated to year 2000 dollars, are as follows: Phase I $4.5 million ' Phase II $1.6 million Phase III $1.9 million Phase IV $2.3 million 1 Wilson & Company I 2 South Ohio Concept Study 1. INTRODUCTION ' Purpose The corridor study area defined as South Ohio Street, from Belmont Boulevard to Schilling Road, and Magnolia Road, from Belmont Boulevard to Salina's east city limits, consists of two major ' arterials that carry large volumes of traffic. The purpose today is to increase the capacity of these streets so they will efficiently handle present and future traffic demands for the next 20 years and at the same time develop a better drainage system that will reduce the chance of flooding for ' residences along the corridor. Another purpose of this study is to prioritize the order of the improvements. Then, the City of Salina can implement these improvements as funds allow. Some of the improvements need to be made as soon as possible, while others can be postponed for several years without having a drastic effect on the corridor traffic flow. Corridor Characteristics ' The Ohio Street/Magnolia Road Intersection is an essential part of the corridor because the roadway characteristics and needs vary greatly in each direction from this intersection. For ' simplicity, we will refer to each roadway section by the direction it is from this intersection. The north leg includes Ohio Street from Belmont Boulevard to Magnolia Road and the south leg from Magnolia Road to Schilling Road. The west and east legs are along Magnolia Road from ' Belmont Boulevard to Ohio Street and from Ohio Street to Salina's east city limits, respectively. The north leg is a 2-lane urban section with many street and driveway accesses. It is currently the most congested of the study area. Ohio Street transitions from a 5-lane section to a 2-lane section ' at the north end of this leg. The south leg is currently a rural 2-lane section with ditches on both sides. Most of the adjacent ' property is currently undeveloped but is projected to eventually be residential subdivisions. The west leg is currently a 4-lane urban roadway section. The original road was a 2-lane with 18 ' foot driving lanes, but has been widened 12 feet to the south accommodate a 4-lane roadway. Capacity-wise,this section is adequate but it needs rehabilitation to extend the pavement life. ' The east leg is currently a 2-lane rural section with some adjacent residential housing. Several subdivisions are in the platting process, so this leg is transitioning from a rural area to a fully developed residential area. ' Location Map Figure 1-1 shows the project study limits. Wilson & Company I 3 ISouth Ohio Concept Study 1 Figure 1-1: Study Area ? 4 a "Ti" •'"n° "1G ^+'`"A� by ^-� +. r a t KANSAS ' $* pp _ r r '�t i is Y'at a�NEVERSAIT N . ti z u�, tCL y } f'# >, ,;. 0� a.r � •ACRED r a +,, I rtN4 2 4'1.11 '-it.'; swa44"1. aa no ra e HEAR + . f J as 1 . '1 '44 ros '., . . v Th' l. AVJEv r �S•.-, a � h ,� ui sa s -SiA 4 ,r i i @ 100:1® , Al '® 0 > 30WAYNE I - i te. F .p zw ti a It', A' 9�® At 9. 1- _ rA A i .v... g4,4 .. ff', ® 4:,A. 3 iA AAt < 9 N, { ',AEA"cAt® hay` a y7.3p f ? T I . 4441\ } '3iW P v®� ®' 4t" SSee,:;'*`-. MAGNO IA:;:RD f'�r - LI ,: HIGH SCHOOL' s rI 1 ®e t k , e } I" ` JER Y a, ®��-a ��,�'l ;IVEYfP RK 4 1 ''W00 " : € ' Study Area ° ._ sic' 'a 31 it .;" , ` ' `i "' 35" P r..5.4:::4:,1„ 4 f "p%° x.S, O +'T.::: :'r "-r of 6x aK4 ',1-2£• kat u.,.:dt:Laama r.+ "Ww6. 1 Vj �'A "t S ¢ 14 S `� 1 -- '� -- °+I SCHILLING RD I T 15 S in '1.-)t 0 I , 1 - 6 wac II I . { _ k 1 Wilson & Company I4 South Ohio Concept Study ' 2. EXISTING CORRIDOR ' Land Use Thirty years ago, Ohio Street and Magnolia Road were the east and south boundaries of ' residential areas for the City of Salina. Since then, residential areas have steadily expanded both south and east beyond these boundaries. Within the next 20 years, this entire corridor is expected to be fully developed. Traffic Traffic volumes in the study area are greatest on the north leg of Ohio Street and are presently ' just over 10,000 vehicles per day, on an average basis. Forecasts for a 20-year horizon indicate daily volumes on the order of 17,000 vehicles. The south, west, and east legs currently handle 3,400, 5,400, and 3,500 vehicles per day, respectively, with their anticipated horizon volumes to 1 be 12,000, 12,500, and 8,000 vehicles per day. Presently, the Magnolia Road/Ohio Street Intersection is the only signalized intersection in the ' study area. Currently this intersection has no dedicated turn lanes, which decreases its efficiency. The most congested intersection on the project is the Belmont Boulevard/Ohio Street/Wayne Avenue Intersection. While it has warranted a signal for some time now, installation has not been ' feasible due to the layout of the existing intersection. The timing, distribution, and volumes of individual turning movements and crossing traffic are, in many respects, more important than the total volumes of vehicles. These important details of ' traffic demand were evaluated in the traffic analyses as a part of this concept study, and are reflected in the recommended improvements. Roadway System From a visual standpoint,the north leg has the characteristics of a collector street, which include a ' 2-lane roadway, narrow right-of-way, and houses closely lining the street. In reality, Ohio Street is a major arterial street that handles a large number of vehicles every day. The south and east legs resemble a rural 2-lane paved county road with unpaved shoulders and grassed ditches. Until recently, nothing but open fields surrounded these roads. Today, these open spaces are being filled with residential subdivisions. The only 4-lane segment of roadway in the study area is the west leg. It currently is functioning as an arterial street and will function well in that capacity throughout the forecast year. 1 1 1 Wilson & Company South Ohio Concept Study Drainage Conditions ' Drainage concerns for the study area are equally as important as traffic. Many issues must be addressed when analyzing the drainage conditions including the existing drainage system, future drainage systems, and the outlet system. Currently only the north leg and portions of the west leg have existing storm sewers. These storm sewers are undersized for the current stormwater policy implemented by the City of Salina. Open ditches handle the stormwater on the south and east legs. Much of the study corridor experiences frequent flooding due in large part to an inadequate outlet system. Salina's close proximity to the Smoky Hill River made it susceptible to ' catastrophic flooding until the flood control levee was built around the city. However, this same levee system makes low areas within the City of Salina susceptible to flooding because water coming from inside the city can not pass through the levee system fast enough to prevent ' flooding. In fact, if the river is up high enough, water cannot pass through the levee system at all. Therefore, an improved outlet system with adequate storage capacity is the key to reducing the frequency of flooding in the low-lying areas of the study corridor. Utilities Both underground and overhead utilities line the corridor. Some utility adjustments will be necessary to accommodate the proposed improvements. 3. TRAFFIC ANALYSIS Introduction The purpose of the traffic analysis was to identify and examine the future year transportation requirements along the South Ohio Street Corridor from Schilling Road to Belmont Boulevard ' and Magnolia Road from Belmont Boulevard to the eastern city limits in Salina, Kansas. The primary focus of this analysis was to develop the lane requirements and intersection geometrics to handle future transportation needs along the corridor. ' The one and one half mile long corridor includes intersections with two major arterial streets, Magnolia Road and Belmont Boulevard, and several collector/residential streets. This traffic ' analysis section includes: the performance criteria used in evaluating the existing and future transportation system; existing transportation conditions; future land use and transportation conditions; alternatives to address the future transportation needs; and recommendations for ' improving traffic capacity. Performance Criteria ' The Highway Capacity Manual (HCM), 3rd edition, 1995, method of analysis was used to evaluate the existing and the future transportation requirements along this corridor. This methodology defines the service or performance level at which a street or highway is operating ' and categorizes traffic operation into one of six conditions. The scale sets Level-of-Service (LOS) A as a minimum delay for traffic operation. LOS B through E represent gradually declining traffic operation while LOS F represents a failure of the transportation system. Table 3- la shows the LOS grading criterion for unsignalized intersections while Table 3-lb shows the criterion for signalized intersections. I Wilson & Company 6 1 South Ohio Concept Study 1 Arterial performance is measured based on the average travel speed on the arterial. The average travel speed is strongly influenced by the number of signalized intersections in the section and the ' average delay experienced at each intersection. It should be noted that if the demand volume exceeds capacity at any point on the arterial facility, the average travel speed may not be a good measure of the arterial LOS. Table 3-1c shows the LOS grading criterion for a Class 2 arterial (typical free flow speed of 35 mph) as per the 1995 Highway Capacity Manual. PTable`34a' Le ekof'Servicet`Cnteria for&Uns"ignahzed Intersections ' Level-of-Service Average Total Delay(seconds per vehicle) A Less than 10.0 B 10.1 to 15.0 ' C 15.1 to 25.0 D 25.1 to 35.0 E 35.1 to 50.0 F Greater than 50.0 Tatile,3v16`�I:evel=of-Service Criteiiafbr Sigrialized(In4ersecttons#�;i Level-of-Service Average Total Delay(seconds per vehicle) A Less than 5.0 B 5.1 to 15.0 ' C 15.1 to 25.0 D 25.1 to 40.0 E 40.1 to 60.0 ' F Greater than 60.0 Table"3;lc:SL"evelofSecvice�Criter`ia�for atClas'ss2i'Aiterial�m�„ ,k^�,t Level-of-Service Average Travel Speed (miles per hour) A >30 B >24 ' C 18 14 >_ 10 ' F < 10 Existing Conditions Assessment An inventory of transportation operations along the South Ohio Street Corridor was completed to determine the level and extent of current operations and to establish a baseline from which to measure potential improvements. Current Land Use ' The volume of traffic that moves through an area is directly related to the social and economic characteristics of the area. The land use in the study area is predominantly residential in nature. ' The major employment centers in the City of Salina are located along the 1-135 corridor in the southwest region of the city. South Ninth Street, located to the west of the study area has a heavy commercial/retail land use. 1 Wilson & Company 1 South Ohio Concept Study Current Roadway Geometries ' South Ohio Street is a 2-lane undivided urban arterial from Schilling Road to Belmont Boulevard. North of Belmont Boulevard, South Ohio Street is a five lane urban arterial with two through lanes in each direction and a central left turn lane. The intersection of South Ohio Street and ' Magnolia Road is currently signalized. The northbound, southbound and westbound approaches have one lane for all the movements while the eastbound movement has an exclusive right turn and a shared through and left turn lane. The intersection of Belmont Boulevard and South Ohio Street is a `T' intersection. The intersection is unsignalized with traffic stopping on Belmont Boulevard. Belmont Boulevard has a typical parkway cross-section with a 100-foot wide median at the intersection. The eastbound approach to the intersection has two lanes, the lane closest to the median is an exclusive left turn lane while the outside lane is a shared left turn and right turn lane. The westbound leg of Belmont Boulevard has two through lanes. North of the westbound leg of Belmont Boulevard, ' South Ohio has a five lane cross section and south of this leg, South Ohio Street has a four lane cross section. Approximately 100 feet south of the intersection, South Ohio Street drops a through lane in each direction and has a 2-lane urban cross-section. IThe intersection of Wayne Avenue and South Ohio is also a 'T' intersection. This intersection is located approximately 100 feet south east of the intersection of South Ohio Street and Belmont ' Boulevard. Wayne Avenue is a two lane residential street. The intersection is unsignalized with traffic on Wayne Avenue stopped. South Ohio Street has a 4-lane cross-section at this intersection. Traffic Counts Traffic counts were obtained for the corridor and are summarized in Figure 3-1. The two-way ' count on South Ohio Street north of Schilling Road was approximately 6,650 vehicles and south of Nottingham Avenue was approximately 10,050 vehicles. At both locations, the morning peak occurs between 7:00 a.m. and 8:00 a.m. The evening peak occurs for an hour between 3:00 and 5:00 p.m. Approximately 1,100 vehicles use the intersection of South Ohio Street and Magnolia Road during the morning peak period and 1,250 vehicles during the evening peak period. At the intersection of South Ohio Street and Belmont Boulevard 1,450 vehicles use the intersection during the morning peak period and 1,700 vehicles during the evening peak period. I 1 I Wilson & Company 1 8 ' South Ohio Concept Study IFigure 3-1: Traffic Counts Irvigix,,r& 30 �( ;'/p� " iy,, f�+ t(55) t � -21 14§4' i i 467 N 26 4��. ,® vq3 "" 336 (344) 35 p (0) ` 1 (253) (16) a (3) ' , <"®® s 10 045/day .{<. a r 1 • ® MA NOL'. A RD " Belmont Blvd. r ' ® wrusomx+az " "� ;: Haim, ❑ �� ' 270 ».� �. tP�v ypm (2l 6 (5171 3 ®': � s rver rwg N (0 2)27 o :45(9 r 1' + 14 1) 524 9' rt•' t G H o- t-4 p 1 �--F3 s 34 T 1' r1?1,, M 31 0 �, 36 3 424/day 3,235/day °�' LI ?o Xa "rti r 244 v) 2 el ' 116 (195) 46 0 (132) f 39 ' *Sig 1.11 t Magnolia Road ` T 14 S ' '-'� SCHILLING RD. I (110)J I T 15 S 196 (22) (35) (39) 17 (268) 58 89 ~ 275 (21) 35 , J i wag 6 I .� LEGEND J 1 1211 Traff is During the A.M.Peak Hour 35 Traffic During the P.M. Peak Hour I Wilson & Company 9 ISouth Ohio Concept Study IEvaluation of the Existing Facility I The existing facility was evaluated for the operations of the two major intersections and the arterial sections along South Ohio Street and Magnolia Road. Intersection Analysis: I A highway capacity analysis of the existing facility with the existing counts was performed to obtain the operating LOS under existing conditions. LOS C is considered the minimum Iacceptable LOS during a peak hour operation. The results of the analysis for the intersections of South Ohio Street at Magnolia Road and IBelmont Boulevard are shown in Table 3-2. ITablei3=2' Summary%ofResults it InterialionsforaEwsti --Conditionsu ?x i ri Magnolia Rd.and S.Ohio St. Belmont Blvd.at S. Ohio St. Movement A.M.Peak r P.M.Peak A.M.Peak P.M.Peak I Left Delay' LOS Delay LOS Delay LOS Delay LOS 5.9 B 6.1 B Northbound Through 7.4 B 7.0 B I Right Left 5.2 B 4.4 A Southbound Through 7.8 B 8.4 B I Right Left Eastbound Through 27'8 D 32.0 D >120 F >120 F Right 9.3 B 9.4 B Left Westbound Through 13.9 B 10.8 B 5.5 B 4.2 A Right Overall Intersection 11.8 B 13.8 B >120 F >120 F * Delay in seconds per vehicle IIt is observed from the table that under the existing conditions of geometry and traffic, the intersection of South Ohio Street and Magnolia Road operates at a LOS B during both peak periods. An average vehicle experiences approximately 12 seconds of delay during the morning I peak period and 14 seconds during the evening peak period. However, the intersection of South Ohio Street at Belmont Boulevard operates at a LOS F during both peak periods. This is because vehicles on the eastbound approach experience delays greater than two minutes during both the I morning and afternoon peak period. This causes the overall intersection delay to be greater than two minutes. IArterial Analysis: South Ohio Street and Magnolia Road are split up into four sections for the analysis purposes. IThe four arterial sections are: I Wilson & Company I 10 South Ohio Concept Study 1. North Leg: South Ohio Street—Magnolia Road to Belmont Boulevard ' 2. South Leg: South Ohio Street—Schilling Road to Magnolia Road 3. West Leg: Magnolia Road—Belmont Boulevard to South Ohio Street 4. East Leg: Magnolia Road—South Ohio Street to the eastern city limits The current operational performance of the four sections was examined using the 1995 Highway Capacity Manual. The results of the analysis for the evening peak period are shown in Table 3-3. ' �Tab1e 3�3 �ArterialiArialysis'ifoi.:Eausting'aEon""ditions;Duiing;the<P, M:•P,eak'Hour s�'$,�E. ''� ' >� Section #of Through Lanes Average Travel Speed (mph) LOS S. Ohio—North Leg 2 10.3 E 1 S. Ohio—South Leg 2 18.1 C Magnolia—East Leg 2 23.0 C Magnolia—West Leg 4 19.7 C It can be observed from the table that the north leg of South Ohio Street from Magnolia Road to Belmont Boulevard operates at a LOS E with an average speed of ten mph, approximately. The ' south leg of South Ohio Street operates at an average travel speed of approximately 18-mph providing a LOS C. The east and west legs of Magnolia Road operate at a LOS C during the afternoon peak hour. There is currently minimal development along the east leg of Magnolia .I Road while the west leg of Magnolia Road is a 4-lane arterial. Future Conditions • ' Based on current traffic counts and potential growth along the corridor the future year traffic is estimated in this section of the chapter. ' Future Land Use The future land use information incorporating the comprehensive plan for the corridor is shown in ' Figure 3-2. Based on the current development rates in the City of Salina, it is assumed that the land would be fully developed within 20 years. ' Future Traffic Future traffic along this corridor would be a combination of the trips generated by the land use ' developments and the growth of the existing trips along the corridor. Generated Trips: The generated trips due to land use developments was estimated using the ITE Trip Generation Manual, 6th edition, published by the Institute of Transportation Engineers. For purposes of this study, the impact area was divided into eight zones and the types of land use in the zones were identified. The land use and zones along the corridor are shown in Figure 3-2. The trips generated due to development in these zones are shown in Table 3-4. i Wilson & Company ' 11 ISouth Ohio Concept Study ' Figure 3-2: Future Land Use r1 �� _ Y �� L riC"c Y.c�5'`k��''4' " . Y4 9 11.1,1t21; wAs�� € ' ,i, ` . "[ I aM a p it tAF .; f S -. h ri -iii` 4 t$ 1 C T .At O a, t ^ t t F .3 4s Y, .44rc' 3p . r1.- g o- -e 5 ,f L'...v +" �!�r u ',.'7 u r 1 Y I' I1011ll� .,, 1 1 ,a i t 5 `, ,i f �ri. M 1 ® 14-Ai tt t` .ra `® ' AG �LIARD . ...:±±7Iii1 - ' III1111 I 1/1 1111` = jI .00�i. i34; ,r, soum } . IIIIIII I® 1 I V®®® S�gWOL e.,,..,:,.,;4„:., � `s/ I IIII IIID I II I I. Tta O 31 I 3• 6 y }M 4 P.4 I�IIIIIIIIII� 1111 x . r IIII III A- I �S ' 00 III ^- �''� SCHILLING RD. LEGEND I _ 'r d Land Use-Apartment "' Land Use-Du lex 3❖a4. P — Land Use-Park 111111111 Land Use SFDU © Zone Number I 1 Wilson & Company I 12 I South Ohio Concept Study ' :Tattle'3=4„Thai,rener'atedlby!LandlUie?Developmentit- . ' I AV,' ° a*w ;' Day A.M.Peak Period P.M. Peak Period I Nobe Land use ITE de (acres) Daily Enter Exit A.M. Enter Exit P.M. Enter Exit Trips Trips Trips Apartment 220 1.55 41 21 20 4 1 3 4 3 1 ' 1 SFDU 210 13.97 364 182 182 37 11 26 38 25 13 ctetatiO Zei aA`%tea, .s ,.':405„ M203'1 _202, fl 41d Wt 12 =:29, =xg,5.42, .c.;:28i 'gxi14ri Apartment 220 1.94 52 26 26 5 1 4 5 3 2 I 2 SFDU 210 931 242 121 121 27 8 19 26 17 9 Total;for.Zone2OZ,1 x , , .294:"147; 4'147, Fit:323.1..,.-79 .,231 x31 n142Irn Ztli SFDU 210 11.25 293 147 146 31 10 21 31 20 11 I 3 T6talfor.Zon?3 ,z ,} -. . 293;)" 11,47 =146, :W:a-3C71,10;, ,2P =an: yZ:20.. ;1<'11t Apartment 220 1.55 41 21 20 4 1 3 4 3 1 I 4 Duplex 230 2.04 156 78 78 16 3 13 16 11 5 SFDU 210 836 218 109 109 25 8 17 23 15 8 <Toial for,Zone4' " . ';>-,, P415` .,208n;ta 207 MA45t t,�.12^ 334 W431.i.ti:11,:!;29;i Aa,14r SFDU 210 13.38 348 174 174 36 11 25 37 24 13 ' Totatifor,Zone`5i1;; C'" _x " '348; I South Ohio Concept Study IFigure 3-3: Trips Generated by Land Use Development 'z:d ,. ti . t(.1,::: 2^, %i t'z J :;'-'4„.;;:: , t'' '`. y-i 30 -ii l iy: a ha �i ". lk'''''%' or, t 1621 bibt ' t ®00y 101 1631 1631 vt-0 4. 1(12261)1 L 10 ' 0 a (241 o®�� a .�� t5) r-)v MA NOL- A p i i. Belmont Blvd. 1 7x "' w ' 101 i r � wGx �` 11251 11441 1451 I ��® +T „��,�P�� .� ,NEY eiwc (18) (IB) I(6)1 (q) x }K �r zo 11191 2 ` , st�ls - 5) � va .,5. �' o 15 t x a 'o 31 Ell, :.:C.:. .? x \ sa r ®+ 36 ., N 11101 1 ® L(15) (891 t 4 NO ; .k 1131 (6) 1941 0 (10191 �-, t .:r... - 0 L° C!II. • a1• o"s T 14 S Road SCHILLING RD. 1101 ri - T 15 S 19211 11311 I 11221 (15) (29)11411 (5) 28 17 (12) 5 (1891 8 (1 1) , I 9 ' I 6 ILEGEND J _ (53) Daily Traffic (21) Traffic During the A.M. Peak Hour - 35 Traffic During the P.M. Peak Hour I I Wilson & Company 1 14 South Ohio Concept Study ' Figure 3-4: Horizon Year Traffic I : t� i X13 N' � �� t C 30 `� � 1i ' .1 :v d�� 25k ,4 } ,4 17 000/day �fr�i ' L I ®® . . ) 753 .n 44 " �o®`. �' " , ,,le .r 538 (552) 65 Q ii ( (0)) �, �,®t 16200/day ) , ,' (405) (28) -c (10) IBelmont Blvd. � _ MIMO 1 r i `, ` (293)521 ' ®® 12.500/day I 8,000/day 432 I wrx sgxooi oQ� .-^;.�!m' I (18 17 (833) 9 �� ,� �r. `�r HQ's rev rw 28 nime 840 12 300/day o 69) E I'>= 69 MI '� 31 ...fit, } r l a 14 036zi' ti } J N L(57062 ) 9�o (318)88 0 4 9) r3°' 17 324: r ' ) ,.man -ter 0/ "e„„ k (20 7 ) (3�0 (124) z r r:17;; ',11 12,000/day 67 ° - ' IT 14 S Magnolia Road ....'!..i-'4. SCHILLING RD. T 15 S 315 ) t (61) ' (76) 77 (4411 98 70 448 (45) 85 , J ' 6 N&L = LEGEND I J (21)Traff is During the A.M.Peak Hour 351 Traffic During the P.M. Peak Hour ° Approximate Two-way Volume During 2020. II II Wilson & Company 15 ISouth Ohio Concept Study ' Alternatives Evaluation This section deals with the development and evaluation of alternatives to accommodate the future Itransportation needs for the intersections of South Ohio Street at Magnolia Road and Belmont Boulevard. Alternatives are developed and evaluated for performance on the arterial sections of South Ohio Street and Magnolia Road. I Intersection Analysis I Two alternatives were considered at the intersections and evaluated for the LOS they would provide in the year 2020. IAlternative I —Do nothing: This alternative used the horizon year volumes developed in the earlier section and existing I geometry and intersection control to obtain the projected LOS of the facility in the year 2020. The results of this analysis are shown in Table 3-5. I `Table3eS Intersection'Analysiilit Alternatry"eAril iesk tt ingifo`ritlie Future;re aci Magnolia Rd.and S.Ohio St. Belmont Blvd.at S.Ohio St. Movement A.M.Peak P.M.Peak A.M.Peak P.M.Peak IDelay LOS Delay LOS Delay LOS Delay LOS Left 8.9 B 13.3 C Northbound Through 50.2 E >120 F IRight Left 7.1 B 7.9 B Southbound Through 28.7 D >120 F I Right Left Eastbound Through >120 F >120 F >120 F >120 F I Right 8.7 B 20.4 C Left Westbound Through >120 F >120 F >120 F >120 F I Right Overall Intersection >120 F >120 F >120 F >120 F I It is observed from the table that both intersections would operate at a LOS F during the peak periods of the year 2020. The delays experienced are greater than two minutes for both the morning and evening peak period. I I I I Wilson & Company I 16 I South Ohio Concept Study • IAlternative 2-Improved Capacity: Capacity on the southbound and northbound approaches to the intersection of South Ohio Street Iand Magnolia Road could be improved by providing a dedicated left turn lane, one dedicated through lane and a shared through and right turn lane. On the eastbound approach to the intersection, one dedicated left turn lane and a shared through and right turn lane is proposed. I The westbound approach would have a similar configuration to the eastbound approach except for the addition of a dedicated through lane. The planning application of the Highway Capacity Manual was used to evaluate the proposed intersection and the results are tabulated in Table 3-6. IAt the intersection of South Ohio Street and Belmont Boulevard, Belmont Boulevard could be realigned to form a four-way intersection with Wayne Avenue as the eastern leg of the I intersection. Capacity on the northbound approach of South Ohio Street would be improved by providing one dedicated left-turn lane, one dedicated through lane and one shared through and right turn lane. On the southbound approach of South Ohio Street, one dedicated left turn lane, Itwo dedicated through lanes and one dedicated right turn lane would improve capacity. Two cases of capacity improvement were examined for the eastbound approach of Belmont ' Boulevard. The first alternative involved providing two dedicated left-turn lanes and one shared through and right-turn lane. The second alternative examined providing one dedicated left-turn lane and a shared through and right-turn lane. In both alternatives examined for the intersection, the existing lane geometry on Wayne Avenue was modified to allow for a dedicated left turn lane. I The planning application of the Highway Capacity Manual was used to evaluate the intersection and the results are tabulated in Table 3-6. Oable:3,6:?Intersechon.Analy`sis for,Alte"rnahve,r4ImprovetlCapacity,forthe"1F.uttireLYeai•relLIa Magnolia Rd. &S.Ohio St. Belmont Blvd.at S.Ohio St. I Movement A.M.Peak P.M.Peak Single EB LT Turn-lane Double EB LT Turn-lane A.M.Peak P.M.Peak A.M.Peak P.M.Peak Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS LT. 13.3 B 12.1 B 11.1 B 15.1 C 11.1 B 13.5 B I NB TH. RT. 13.4 B 20.2 C 15.4 C 14.2 B 15.4 C 11.9 B LT. 12.1 B 11.5 B 9.3 B 15.6 C 9.3 B 13.9 B I SB TH. 13.6 B 24.0 C 193 C 39.2 D 21.9 C 19.3 C 23.8 C RT. 16.9 C 16.9 C 16.6 C LT. 14.3 B 30.3 D 18.6 C 21.4 C 14.2 B 15.8 C II EB RT.. 9.1 B 24.5 C 13.0 B 12.2 B 13.0 B 14.2 B RT LT. 9.5 B 10.9 B I WB TH. 10.6 B 24.5 C 25.8 D 212 C 219 C 24.6 C RT. Overall • 12.5 B 23.6 C 17.3 C 23.5 C 16.6 C 16.9 C Intersection I . It is observed from the table that the intersection of South Ohio Street at Magnolia Road operates a LOS B during the morning peak period and a LOS C during the evening peak period. The I delays experienced by an average vehicle at this intersection due to the improved geometry is approximately 13 seconds during the morning peak period and 24 seconds during the evening peak period. Wilson & Company • 17 South Ohio Concept Study IImproving capacity at the intersection of Belmont Boulevard and South Ohio Street provides a LOS C for both alternatives during both the peak periods. However, the delays per vehicle experienced with two left-turn lanes on Belmont Boulevard are lower than the corresponding I delays experienced with a single left-turn lane. The turn bay lengths required at each intersection are computed using the method suggested in I the Highway Capacity Manual, 3rd Edition, 1995. The relationship used in the manual between the turn volume and turn storage bay length is based on random arrivals and a five-percent probability of storage bay overflow. The results for the required left and right-turn bay lengths at I the intersections of South Ohio Street at Magnolia Road and Belmont Boulevard are summarized in Table 3-7. I Table3=7e TtiiviBlikaZ Ath(Regtiireme itr .` a a^ . fE6 * Turn Volumes #of Turn Bay Length per Intersection Movement (vehicles per hour) Turn Lane(feet) I South Ohio Northbound left A.M. P.M. Highest* Lanes Required Rounded 64 77 100 1 108 125 Street at Southbound left 37 88 100 1 108 125_ I Magnolia Eastbound left 176 315 325 1 348 350 Road Westbound left 124 67 125 1 135 150 Northbound left 47 17 50 1 55 75 I South Ohio Southbound left 28 65 75 1 82 100 Street at Eastbound left 293 432 450 1 360 375 Belmont Eastbound left 293 432 450 2 180 200 I Boulevard Westbound left 10 5 25 1 28 50 Southbound right 405 538 550 1 294 300 * The highest volume between the morning and afternoon peak hours is rounded to the higher 25 I vehicles per hour. ** Using 1.5 x Mean left-turn bay storage (in feet) required. Arterial Analysis I For the lane requirements at mid-block sections on South Ohio Street and Magnolia Road, the following alternatives were considered: INorth Leg on South Ohio Street—Magnolia Road to Belmont Boulevard: I • Alternative 1 — Do-nothing: This alternative used the existing geometry on north leg of South Ohio Street. I • Alternative 2: Improved Capacity: The operation of the north leg was evaluated for a four lane section and a five lane section. Both sections involved providing South Ohio Street two through lanes for northbound and southbound travel. However, the 5-lane section I included a central two-way, left-turn lane to access the driveways along South Ohio Street. I South Leg on South Ohio Street—Schilling Road to Magnolia Road: • Alternative 1 — Do-nothing: This alternative used the existing geometry on the south leg ' of South Ohio Street. Wilson & Company I 18 ISouth Ohio Concept Study ' • Alternative 2—Improved Capacity: The operation of the south leg was evaluated for a 3- lane and a 4-lane section. The 3-lane section provided one through lane for the I northbound and southbound movements along with a central two-way, left-turn lane. However, the four lane section provided two through lanes for the northbound and southbound directions without a central two-way,left-turn lane ' West Leg on Magnolia Road—Belmont Boulevard to South Ohio Street: • Alternative 1 — Do-nothing: This alternative used the existing geometry of four lanes 1 (two in each direction for the eastbound and westbound movements) and evaluated it to handle future traffic demands along this corridor. 1 East Leg on Magnolia Road—South Ohio Street to the Eastern City Limits • Alternative 1 — Do-nothing: This alternative evaluates the operational capacity of the ' existing geometry to handle future traffic needs. • Alternative 2—Improved Capacity: The operation of the east leg of Magnolia Road was Ievaluated for a 3-lane and a 4-lane section. The Planning Analysis of the Highway Capacity Manual was used for analysis of the above I developed alternatives and the results are shown in Table 3-8. The performance of the south leg of South Ohio Street and the east leg of Magnolia Road for the alternatives mentioned above are examined for the year 2010. This allows us to evaluate whether it would be feasible to construct some additional lanes now and add more later as the traffic warrants it. The results of the Ianalysis on these sections for 2010 are shown in Table 3-8. Table 3-8)ArteriabAnalysisforFuture';Conditions During;the'P.M:Peak Hour:.. w<y;r I Section #of Through Lanes Average Travel Speed(mph) LOS Future Year:2010 2(existing) 6.3 F I S. Ohio—South Leg 3 19.6 C 4 24.0 B 2(existing) 17.9 D Magnolia—East Leg 3 23.6 C 4 24.5 B Future Year:2020 I 2 (existing) 0.3 F S. Ohio—North Leg 4 14.8 D 5 18.2 C I 2 (existing) 1.7 F S. Ohio—South Leg 3 13.1 E 4 21.6 , C I 2 (existing) 5.9 F Magnolia—East Leg 3 20.9 C 4 24.1 B ' Magnolia—West Leg 4 (existing) 17.3 D 1 Wilson & Company I 19 South Ohio Concept Study ' Roadway Improvement Recommendations ' Based on the analysis conducted in the traffic analysis section of this report, recommendations have been made for improvements at the intersections and the arterial sections of South Ohio Street and Magnolia Road. See Appendix A for proposed typical sections and intersection ' layouts. Intersection Improvements ' The existing geometry at the intersection of South Ohio Street at Magnolia Road can not meet the future traffic demands due to insufficient capacity. Capacity improvement needs on the northbound and southbound approaches of South Ohio Street include providing a dedicated left- turn lane, a dedicated through lane and a shared through and right-turn lane. Correspondingly, required improvements on the eastbound approach of Magnolia Road include providing a dedicated left-turn lane and a shared through and right turn lane. The requirements for the westbound approach are the same as the eastbound approach with the addition of a through lane. This proposed layout results in improved service at the intersection as shown in Table 3-6. The improved intersection operates with an average delay of approximately 13 seconds per vehicle providing a LOS B during the morning rush hour and approximately 24 seconds during the evening rush hour providing a LOS C. ' At the intersection of South Ohio Street and Belmont Boulevard, Belmont Boulevard will be realigned to intersect South Ohio Street opposite Wayne Avenue to provide a four-way intersection. Capacity improvement needs on the northbound approach of South Ohio Street include a dedicated left turn lane, one through lane and a shared through and right turn lane. ' Improvement needs on the southbound approach include a dedicated left-turn lane, two through lanes, and a dedicated right turn lane. ' Two alternatives for the eastbound approach of Belmont Boulevard to the intersection were examined. The first alternative provided one long dedicated left-turn lane and one shared through and right-turn lane. For the second alternative, two dedicated left-turn lanes and one shared through and right turn lane were evaluated. Based on the results of the analysis shown in Table 3-6, the intersection operates at a LOS C for both alternatives during both peak periods. The delays experienced with a single left-turn lane on Belmont Boulevard are higher than the delays experienced with two dedicated left-turn lanes. However, the single left-turn lane bay length requirement during peak periods would cause conflicts at the Oxford Drive Intersection, which is undesirable. Therefore, it is recommended that two dedicated left-turn lanes be provided. Since ' Wayne Avenue is a:local street and heavy future traffic is not expected, the only intersection improvement needed is a dedicated left-turn lane. 1 1 1 Wilson & Company 20 South Ohio Concept Study Arterial Improvements ' Arterial improvements along the two sections of South Ohio Street and the two sections of Magnolia Road are recommended here. Refer to Appendix A for the proposed typical sections on all four legs of the corridor study area. South Ohio Street — North Leg: It is observed from Table 3-8 that the existing 2-lane cross- section would not meet the future demands of traffic along this section of South Ohio Street. The four lane (two through lanes in each direction) typical section would operate at an average travel speed of 15 miles per hour and provide a LOS D. The 5-lane section (two through lanes in each direction and a central two-way left turn lane) operates at an average travel speed of approximately 18-mph and provides a LOS C. This section of South Ohio Street is approximately 0.6 miles long and currently 59 driveways or side roads access it. The projected traffic on South Ohio Street in this section is approximately ' 17,000 vehicles per day. Due to a high number of access points and heavy through traffic, a S- lane section would be ideal for this section of the arterial. However, limited right-of-way availability along this section and the desire to minimize the impacts to adjacent landowners, a 4- lane section is recommended to handle the future traffic demand at a small loss to the LOS. Temporary construction easements will be required along the project for new sidewalks, driveways,and to blend in front and side yards. ' South Ohio Street— South Leg: This section of South Ohio Street was examined for operations during the year 2010 and the year 2020. It is observed from Table 3-8 that the existing roadway on this section of South Ohio Street would have an unacceptable LOS F by 2010 during the peak hour. In 2010, the three lane typical section would operate at an average travel speed of approximately 20-mph and a LOS C. However, the 3-lane typical section would not be capable of meeting the traffic demand in 2020 and would operate at an average travel speed of 13 mph and provide a LOS E. The 4-lane section operates at an average travel speed of approximately 24-mph providing a LOS B for 2010 and approximately 22 mph and LOS C for 2020. Based on the results of the analysis, it is recommended that at least a 3-lane typical section be provided by 2010 to handle the short-term demand on this section of South Ohio Street. However, the 3-lane section would need to be upgraded to a 4-lane section before 2020 to handle the added demand. Therefore, depending on availability of funds and the desires of city staff, the ' south leg could be built with all four lanes at once or it could be phased to where the fourth lane is added when traffic demand requires it. Magnolia Road— East Leg: This section of Magnolia Road from South Ohio Street to the east ' city limits was examined for operation during the years 2010 and 2020. It is observed from Table 3-8 that for 2010,the 2-lane section would operate at a LOS D. The 3-lane section would operate at a LOS C and the 4-lane section would operate at a LOS B with average travel speeds improving with improved capacity. However, the 2-lane section would not be capable of handling the long-range traffic demands for 2020. In 2020, the 3-lane section operates at a LOS C and the 4-lane section operates at LOS B providing average travel speeds of approximately 21 ' mph and 24 mph along this section of Magnolia Road. Based on the results of the analysis it is recommended that a 3-lane section be provided. Wilson & Company ' 21 South Ohio Concept Study Magnolia Road— West Leg: The west leg of Magnolia Road from Belmont Boulevard to South Ohio Street was examined for the adequacy of the existing four lane section to handle the long ' term traffic demands along this corridor. From Table 5-3 it is observed that this section would operate at an average travel speed of approximately 17 mph during the evening peak hour and provide a LOS D. The results suggest that the 4-lane section along this section of Magnolia Road would be able to handle the future traffic demands. ' 4. DRAINAGE IMPROVEMENT CONCEPTS The 1997 Southeast Salina Drainage Study identified storm drainage system improvements needed to relieve some of the community's most difficult flooding and drainage problems, which occur in this area. New and larger storm drains are required along portions of both Ohio Street and Magnolia Road. Drainage system outlets must be enlarged east from Ohio Street at Belmont Boulevard, to the Holmquist Oxbow; and also south and east from Ohio Street at Magnolia Road, ' to the Knox Sandpit. Temporary ponding of stormwater must be provided for at both outlet locations. ' Figure 4-1 shows preliminary sizes and locations of needed storm drain improvements. The major underground system shown as Phase I will divert 80 acres of drainage from the Holmquist Oxbow, which has inadequate storage, to the Knox Sandpit, which has ample. This system will ' collect stormwater along Ohio Street, beginning at East Wayne Avenue, and along Magnolia Road west of Ohio Street, with laterals to low areas on Aurora Avenue and Edwards Street; flowing south from the Ohio Street/Magnolia Road intersection in a concrete box drain to the Knox Ditch and thereby to the Knox Sandpit. The Knox Ditch will be deepened and enlarged. Smaller underground storm drains are shown on Magnolia Road east of Ohio. They will be required when the street is improved and curb-and-guttered during Phase H. Part of this system ' will drain west,into the Ohio Street system, and part will drain east to the Knox Sandpit outlet. Phase HI improvements include a large underground storm drain from Ohio Street in the vicinity of West Wayne Avenue,east to a proposed ponding area which will be excavated adjacent to, and connected into,the Holmquist Oxbow. ' Phase IV drainage improvements are the minor storm drains which will be required along Ohio Street between Magnolia and Schilling Roads when the street is improved and curb-and-guttered. The south part will drain into the Schilling Road Ditch. The rest includes underground storm drains by the Bonnie Ridge area, flowing north into an existing ditch on the west side of Ohio Street, which discharges into the Knox Ditch. 5. PEDESTRIAN TRAFFIC With two schools located along the South Ohio Street corridor study area, pedestrian traffic is a ' major concern. Existing sidewalks will be utilized on the west leg and new sidewalks are planned on both sides of the road for the remaining three legs. Pedestrian crossings will be added to the Belmont Boulevard/Ohio Street and Magnolia Road/Ohio Street Intersections. Existing ' unsignalized pedestrian crossings in front of Salina South High School on Magnolia Road will remain. Wilson & Company ' 22 NM MO E i a i a ME ME a ME MI Ell a MI ME SI IS a co• A 0� La CO �-18"RCP `S. p^ Z �4> r 24"RCP--,""'" 54. 0e - d I-- r36"RCP /i_ Z y m �6"RCP 0 P Gt' W 33 r 36"RC60 P OP 1P ct O 30"RCP L / , 42 RCP 4'X 4'RCB,i 5� �Q m1-4 OHIO ST. 111 5'X4'RCB AURORA -----1..-'=.24"RCP OjF0�0 ____ __ I\\`{ • OHIO ST. enen A_24"RCP 18"RCP 12'X4'24"RRCB C� \ �A ` - D o / ♦♦♦♦�(6'X6'RCB) 30'Bottom Ditch y pA a A k n n ♦♦ A a w -0 La 2 18"RCP m m m a /-- `♦♦ 0 2 I ♦ Ao m 1 HOLMQUIST OXBOW& D. i PROPOSED POND ; 18"RCP —o---• Z ♦ / "' ,/ Jo. a KNOX 24"RCP—'' 0 m SANDPIT p c c 30"RCP-- 1 ? r n ZI _ +r _ — Q 36"RCP--^ p' LEGEND a n Phase One 'n Phase Two (n 01 Phase Three ---- a ` Phase Four --- `` South Ohio Concept Study On Ohio Street, changes are proposed to both of the existing pedestrian crossings. The existing signalized crosswalk located between Belmont Boulevard and Shalimar Drive is too close to the proposed signalized intersection. It is recommended that the crosswalk be removed and pedestrian traffic directed to the new signalized intersection for crossing Ohio Street. The second pedestrian crossing is located at Nottingham Drive. This is an unsignalized crossing with a reduced speed school zone. Widening Ohio Street to four lanes will substantially increase the crossing distance for pedestrians. It is recommended that a signalized crosswalk be installed near Nottingham Drive. 6. CORRIDOR AESTHETICS Right-of-way is limited within the study area, restricting landscaping opportunities along the project. One potential area with landscaping possibilities is in the northwest corner of the ' Belmont Boulevard/Ohio Street Intersection where trees, shrubs, and other plant materials could be arranged if the City desires to do so. Existing roadway lighting systems will be utilized for Phase I. Modern decorative light fixtures could be used on Phases II and IV if desired. No allowance has been made for lighting or landscaping improvements in the project cost estimates. 7. UTILITIES The South Ohio Street corridor is lined by overhead and underground utilities including electric power, gas, telephone, fiber optic, water, cable television, and storm sewer. Like most roadway and drainage projects, some utility conflicts are anticipated. The concept design considered the existing utility locations and every attempt was made to avoid as many utilities as possible. There are two locations where utility conflicts are anticipated. New storm sewer will cross the Magnolia Road/Ohio Street Intersection as a part of the Phase I Construction. With all of the utilities located in the intersection, some conflicts are sure to arise. Other conflicts are anticipated in Phase IV on the east side of Ohio Street between Magnolia Road and Schilling Road. There is ' an existing overhead power line in a utility easement paralleling the right-of-way on the east side of the road. To avoid the existing houses on the west side, all additional right-of-way for the new 4-lane roadway is suggested to come from the east side of the road. Therefore, this entire power ' line will have to be relocated. Other minor utility conflicts will most likely be discovered during final design after all of the utilities have been surveyed. ' 8. RECOMMENDATIONS Improvements to meet both current and anticipated drainage and traffic flow needs along the ' South Ohio Street corridor were identified as part of this study. Due to size and cost, the improvements were divided into the four phases described below. The sequencing of the various phases was based on the need to address current deficiencies first, followed by improvements to accommodate on-going and expected development. Wilson & Company ' 24 South Ohio Concept Study Phase I- Construct a 4-lane roadway with curb & gutter on Ohio Street between Belmont Boulevard and Magnolia Road. Realign Belmont Boulevard with Wayne Avenue and signalize the intersection. Add turning lanes and improve geometrics of Ohio Street/Magnolia Road intersection utilizing the existing signals. Overlay Magnolia Road between Belmont Boulevard and Ohio Street. Improve storm sewer system along Ohio Street and add storm sewer along ' Magnolia Road,Edward Street, and Aurora Avenue. Divert stormwater runoff to Knox Sandpit. Phase II- Construct a 3-lane roadway with curb & gutter and storm sewer on Magnolia Road from Ohio Street to the East City Limits. Phase III- Build Holmquist Oxbow detention pond. Add storm sewer outlet from Ohio Street to Holmquist Oxbow. Phase IV- Construct a 4-lane roadway with curb & gutter and storm sewer on Ohio Street from Magnolia Road to Schilling Road. ' Phase I is scheduled to begin in late 1999 or early 2000 and take one construction season to complete. Phases II through IV will follow as traffic demand necessitates, or as City finances ' allow. Ohio Street will be closed to through traffic during Phase I Construction. Access will be maintained to local residents during most of the construction process. However, residences should expect short periods without direct access to their properties. Traffic will be carried through construction on Magnolia Road during Phase I. 9. COST PROJECTIONS ' Project costs are summarized below by the phases described earlier, inflated to year 2000 dollars. For a more detailed breakdown of the costs,refer to APPENDIX C:Project Costs. ' Phase I—North Leg Ohio Street $4.5 million Phase II—East Leg Magnolia Road $1.6 million Phase III—Holmquist Oxbow $1.9 million ' Phase IV—South Leg Ohio Street $2.3 million APPENDIX A: Typical Sections and Intersection Layouts APPENDIX B: Concept Plans APPENDIX C:Project Costs 1 Wilson & Company 25 1 APPENDIX A ' TYPICAL SECTIONS AND INTERSECTION LAYOUTS 1 1 1 . 1 MI ME MN NM w a I - M a MI - IS MI I I E a = r !-, r i_r r i•izi iry Exist R/W C Exist. R/W �r it - i 30'-0" 30'-0" _I 2-Lane Roadway - House 33'Back to Back 7 J House Southbound Lanes Northbound Lanes Existing Ohio St 2-Lane Section (Magnolia Rd. To Belmont Blvd.) /101100013101111115121C ® tj,,-,:y7(2.f ® ® Exist. R/W Exist. R/W ESSICENIEMEMI u,IMICEIIEUS 25'-0" _ 30'-0" _ 30'-0" 35'-0" Setback Setback 5'-0" 2'-6" 2 @ 11'=22' _ 2 @ 11,=22' zz-6„ 5'_0„ House �. - - 'ii � l Ho use' . . .. . ... ... . ... . „. .. . ... 2 Southbound Lanes Northbound Lanes y Proposed Ohio St 4-Lane Section (Magnolia Rd. To Belmont Blvd.) WILSON SOUTH OHIO ST. CONCEPT STUDY &COMPANY I I N I E MN = EN a M N N — — MN = N MI NM 12'-0"± 12'-0"± 12,-0"± 121-0"± Bituminous Overlay Exist. Sidewalk Exist. Sidewalk ¶'l Exist. Sloe ` 2.6%± v N f Exist. Conc. Pavement) Proposed Magnolia Rd. Rehabilitation Section (Belmont Blvd. To Ohio St.) 2'-0" 2'-0" 5'-0" 5'-0" 7'-6" 2'- " 121_0" 1 @ 121_0" 17-0" " 7'-6" 5'-0" `5'-0" Tie-I Tie-I 2% 2%Q 2% /o Max-. a� — MaX Exist. Groundline Proposed Magnolia Rd. 3-Lane Section (Ohio St. To Levee) MASON SOUTH OHIO ST. CONCEPT STUDY &COMPANY I M a - - a - - MI NM M - M - - M NM I MO Exist. R/W 'V Exist R/W 30'-40' Typical 30'-50' Typical r _ 2-Lane Roadway _ 1 24' Wide Exist. Power jaesimablbegiailisallouthbound Northbound Pole Location Lanes Lanes Existing Ohio St. 2-Lane Section (Schilling Rd. to Magnolia Rd.) 80'-0"Proposed R/W 'V Exist. Road 30'-0" 50'-0" it New Road 10'-0" 5_0" 1-6" 2'-6" 2 @ 12'=24' 2 @ 12'=24' 2'-6" 7'-6" Southbound Lanes Northbound Lanes Exist Groundline Proposed Power Proposed Ohio St. 4-Lane Section Pole Location (Schilling Rd. to Magnolia Rd.) ILSON SOUTH OHIO ST CONCEPT STUDY &COMPANY I= I M . — MN MIN M a N II= — M MO N a MI M IIIIIII • 12 I -.tx 6 rii vacc 1 , SJ H.c ali a (r{ 1 xy 1 !: op r;` 1 1 i hiry 14 i 1, � :i s 12 ,12(12'12'1 �� 11�11111�111 ��� � • i,L t " — N rr' 1titi A , N " b ac a ozG y '.h�-'., �h 6' :dBelmont;Blvd N N " '. „ n, Al w. 't i.N "!;Wa-,-4a-Avenue :. r3- ,e+ a Ei�' s" a4 f hW.1 r" -. s 4� ..... . ���` 'ie x f.6� v i a +�.: k r'R'i O gandEMEMBEr k„1 73 _> o . .l !Md.noha Road, * .. ,:,ice N 4- " 'C .a: ... ...,,t,'-1,2,;(,'`?BS� t � 1 y ! �K �IIIIIIIIIII' �0� IIIIIIIII11117 (so, D" 12 112 2'12 12 60 1 1 ' i Y 1,; 11 111,1- I I 1 1 4,41:.., , ,4 i' i "` v J X L 1` 111 kol r ; �rr "°I + say v E O l, 4., i 1. ` ,, y 34 0:x30 t p Y' I7. {ih, P h h. ;411.-IgiV t544 WILSONSOUTH OHIO ST. CONCEPT STUDY &COMPANY INTERSECTION LAYOUT ' APPENDIX B CONCEPT STUDY PLANS 1 1 1 1 1 1 0 APPENDIX C PROJECT COSTS a 0 I - I 1 I I I I I II ALBERT N AVE. . Phase 3-$1.9 Million oI. v, u � WAYNE ' &. Oe/' �-!1/� WSC � dfr�►� Phase 1 -$4.5 Million �, e��o �S 44 4 cc 0* 6.40*. A4 0.404P. O i POI 4. • - - — a♦ ♦ ♦ DO♦ •;••V :► Y w '� a FMAGNGLUI s RD: 7 • ?O 4,,,*1 `�i+'' 4 eta 1 g. JERRY ' oy1P' IVEY PARK\ Phase ii:fl : I \� it o 4tiz p AVE. Ti INI I \\ Phase 4-$2.3 Million U \Li � U I N _ SCHILLING RD0 , 2 i I SOUTH OHIO STREET CONCEPT STUDY il � TOTAL PROJECT COSTS BY PHASE &COMPANY PROJECT COST SUMMARY Phase 1 Ohio Street - From Magnolia Road North to Belmont Boulevard Magnolia Road - From Belmont Boulevard East to Ohio Street Roadway and Drainage System Improvements with Drainage to Knox Sandpit A. Construction Costs Roadway Improvements $1 ,573,000 Basic Drainage Improvements $1 ,660,000 Extras & Contingencies (10%) $323,000 Total Estimated Construction Costs $3,556,000 B. Project Costs ' Estimated Construction Costs $3,556,000 Utility Adjustments $61,000 Land Rights, Engineering, Legal & Administration $673,000 ' Inflation (1.5 years @ 4%) $257,000 Total Estimated Project Cost $4,547,000 1 WILSON &COMPANY ' Note: Total Estimated Project Cost based on the year 2000 1 PROJECT COST SUMMARY Phase 2 Magnolia Road - From Ohio Street East to East City Limits 3-Lane Roadway & Drainage Improvements IA. Construction Costs Roadway Improvements $961 ,000 Basic Drainage Improvements $192,000 Extras & Contingencies (15%) $173,000 Total Estimated Construction Costs $1 ,326,000 I B. Project Costs ' Estimated Construction Costs $1 ,326,000 Utility Adjustments $13,000 Land Rights, Engineering, Legal & Administration $209,000 Inflation (1 .5 years @ 4%) $93,000 Total Estimated Project Cost $1,641,000 1 1 i WILSON ' &COMPANY Note: Total Estimated Project Cost based on the year 2000 II PROJECT COST SUMMARY Phase 3 Ohio Street, Wayne Avenue & Belmont Boulevard Drainage System Outlet Improvements and Detention Pond A. Construction Costs Basic Drainage Improvements $1 ,329,000 Extras & Contingencies (15%) $199,000 Total Estimated Construction Costs $1 ,528,000 B. Project Costs Estimated Construction Costs $1 ,528,000 ' Land Rights, Engineering, Legal & Administration $249,000 Inflation (1 .5 years @ 4%) $107,000 ' Total Estimated Project Cost $1,884,000 1 1 WILSON &COMPANY Note: Total Estimated Project Cost based on the year 2000 1 PROJECT COST SUMMARY Phase 4 Ohio Street - From Schilling Road North to Magnolia Road 4-Lane Roadway & Drainage Improvements A. Construction Costs Roadway Improvements $1 ,334,000 Basic Drainage Improvements $172,000 Extras & Contingencies (15%) $226,000 Total Estimated Construction Costs $1 ,732,000 I B. Project Costs Estimated Construction Costs $1 ,732,000 Utility Adjustments $106,000 ' Land Rights, Engineering, Legal & Administration $332,000 Inflation (1 .5 years @ 4%) $130,000 Total Estimated Project Cost $2,300,000 i 1 1 1NI S0N &COMPANY Note: Total Estimated Project Cost based on the year 2000