fones road se pre-design transportation analysis report
TRANSCRIPT
Fones Road SE Pre-Design
Transportation Analysis Report
Prepared for
City of Olympia
601 4th Avenue E
Olympia, Washington 98501
Prepared by
KPG
3131 Elliott Avenue, Suite 400
Seattle, Washington 98121
(206) 286-1640
June 2019
Fones Road SE Pre-Design i
Transportation Analysis Report
Table of Contents
Introduction .............................................................................................................................. 1
Existing Conditions .................................................................................................................... 1
Land Use Context .............................................................................................................................. 1
Pedestrian Facilities .......................................................................................................................... 2
Bicycle Facilities ................................................................................................................................ 2
Trail Facilities .................................................................................................................................... 2
Transit ............................................................................................................................................... 4
Vehicle Volumes – Trucks ................................................................................................................. 4
Vehicle Volumes – Passenger ........................................................................................................... 4
Traffic Operations ............................................................................................................................. 5
Level of Service ................................................................................................................................. 7
Speed Data........................................................................................................................................ 9
Collision Data Analysis .................................................................................................................... 11
Karen Fraser Woodland Trail Crossing .......................................................................................13
Access Analysis .........................................................................................................................13
2040 Forecasts ..........................................................................................................................15
2040 Intersection Operations......................................................................................................... 15
Transportation Concurrency .....................................................................................................16
Summary of Key Corridor Needs ...............................................................................................17
Between Pacific Avenue SE and Woodland Trail ............................................................................ 17
Between Woodland Trail and South Home Depot Driveway ......................................................... 17
Between South Home Depot Driveway and 18th Avenue SE ........................................................ 18
Proposed Corridor Design .........................................................................................................18
Roadway Improvements ................................................................................................................ 19
Intersection Improvements ............................................................................................................ 19
Access Management....................................................................................................................... 20
Non-Motorized Improvements ...................................................................................................... 21
Corridor Operations with Improvements ....................................................................................... 23
Cost Estimate .................................................................................................................................. 24
Additional Improvement Concepts ............................................................................................25
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List of Figures
Figure 1. Land Use Zoning Map .................................................................................................................. 1
Figure 2. Daily Bicycle and Pedestrian Volumes at the Woodland Trail Crossing ...................................... 3
Figure 3. Midweek/Weekend Bicycle Volumes at Woodland Trail Crossing ............................................. 3
Figure 4. Transit Routes near Fones Road SE ............................................................................................. 4
Figure 5. Hourly Weekday Vehicle Traffic Volumes ................................................................................... 5
Figure 6. Primary PM Peak Hour Turning Movements near Fones Road SE .............................................. 6
Figure 7. 6th Avenue SE/Trail Crossing ....................................................................................................... 9
Figure 8. Northbound Hourly Average Speeds and Volumes ................................................................... 10
Figure 9. Southbound Hourly Average Speeds and Volumes ................................................................... 10
Figure 10. Collisions at Intersections and Along Segments of Fones Road SE ......................................... 12
Figure 11. Property Access and Local Road Intersections along Fones Road SE ...................................... 14
Figure 12. Transportation Concurrency Model Volume-to-Capacity Forecast ........................................ 16
Figure 13. Proposed Roadway and Intersection Improvement Diagram ................................................. 19
Figure 14. Street Cross Section near Crown Packaging (Facing North) .................................................... 21
List of Tables
Table 1. Level of Service Criteria for Signalized and Unsignalized Intersections ....................................... 7
Table 2. Existing (2017) Peak Hour Intersection LOS ................................................................................. 8
Table 3. Reported Collisions for Five Years (2012-2016) on the Fones Road SE Corridor ....................... 11
Table 4. 2040 Peak Hour Intersection LOS with Existing Transportation Network .................................. 15
Table 5. 2040 Peak Hour Intersection LOS with Proposed Improvements .............................................. 23
Table 6. Summary of Costs ....................................................................................................................... 24
Fones Road SE Pre-Design 1
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Introduction
The Fones Road SE corridor is an important travel corridor connecting southeast Olympia to
Interstate 5 (I-5) and to downtown Olympia via Pacific Avenue SE. It is approximately two-thirds
of a mile long, extending between Pacific Avenue SE and 18th Avenue SE. The City envisions
Fones Road SE as a non-motorized (bicycle and pedestrian) corridor, serving a wide range of
users. Non-motorized improvements along the corridor would connect to the Karen Fraser
Woodland Trail (hereafter, Woodland Trail), which crosses Fones Road SE just south of 6th
Avenue SE, opening up access to the region’s trail system.
This design of the corridor is focused on non-motorized improvements that will encourage and
enhance multimodal travel along Fones Road SE, making it a “Complete Street”. The intention
of the City for this study is not to have the forecasted traffic volumes determine the corridor’s
design, but rather to design a corridor that follows Complete Streets principles and then
understand how the multimodal design may impact the corridor’s vehicle traffic operations.
The result of this approach will create a signature corridor for the City, where the needs of non-
motorized and vehicular travel are balanced to maximize mobility of all users. The
transportation analysis describes existing conditions, the Woodland Trail crossing, property
access, forecasted future conditions, transportation concurrency, corridor needs, and the
recommended preliminary corridor design for Fones Road SE.
Existing Conditions
This section describes the context of the Fones Road SE corridor, including the surrounding land
uses; existing facilities for each transportation mode – pedestrian, bicycle, transit, trucks and
passenger vehicle volumes; and traffic operations, travel speeds and collision data.
Land Use Context
The Fones Road SE corridor serves a variety of
land uses, including residential, light industrial
and retail. The northern end of the corridor
(north of the Woodland Trail) is made up of
primarily retail uses, including the Olympia
Square (Ross) shopping mall, a bulk grocery
store (Smart Foodservice/Cash & Carry), a
restaurant (Shari’s) and a fast food drive-
through (Taco Time). North of Pacific Avenue SE
is the Olympia Market Square, with additional
retail and a grocery store (Albertson’s). Figure 1
shows the City’s land use zoning for the Fones
Road SE area.
The middle section of the corridor is made up of
industrial uses including paper products
HDC-4 = High Density Corridor #4; LI = Light Industrial;
RM-24 = Residential Multifamily 24 units/acre;
R-6-12 = Two-Family Residential
Figure 1. Land Use Zoning Map
HDC-4
Fones Road SE Pre-Design 2
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manufacturing (Georgia-Pacific and Crown Packaging), light industrial uses (tool company,
motorcycle repair, meat distributor) and a gas station. A Home Depot is located on the west
side of the street and is set back behind retail parcels adjacent to Fones Road SE. The southern
portion of the corridor is mainly residential with several multifamily residential complexes, a
mobile home park and single-family homes.
Future zoning along the corridor envisions mainly commercial areas along the northern portion,
light industrial in the middle and multi-family residential along the southern portion.
Pedestrian Facilities
Pedestrian facilities along the corridor are non-continuous, missing, or in poor condition. With
1,000 residents living within a 10-minute walk of Fones Road SE, improvements along Fones
Road SE would create new connections between the regional Woodland Trail, corridor
businesses, transit stops on Pacific Avenue SE and 18th Avenue SE, and destinations and
facilities north of Pacific Avenue SE.
Along the east side of Fones Road SE, there are multiple segments where sidewalks are missing,
including between 5th Street SE and 6th Avenue SE, 6th Avenue SE and the Woodland Trail,
Potamac Lane SE and the Bellwether Apartments (across from the South Home Depot
driveway), and 1600 Fones Road SE and 17th Way SE. Along the west side of Fones Road SE,
sidewalks are missing between the 1500 block and 17th Way SE. There are also several land
uses that have wide driveways, creating large areas where conflicts can occur between vehicles
and pedestrians.
There are three marked pedestrian crosswalks traversing the corridor: one at Pacific Avenue SE,
one at the Woodland Trail, and one on the north leg of the 18th Avenue SE roundabout.
Between the Woodland Trail and 18th Avenue SE, there is a half-mile gap without a marked
crosswalk for pedestrians.
Bicycle Facilities
The City of Olympia Bicycle Master Plan listed Fones Road SE as one of the top-priority locations
for bicycle facilities. As part of the construction of the 18th Avenue SE roundabout, short
segments of 5’-wide bicycle lanes were installed on both sides of Fones Road SE between 17th
Way SE and 18th Avenue SE. There are bicycle lanes to the east and west along 18th Avenue SE
and to the south on Hoffman Road SE.
Trail Facilities
The Karen Fraser Woodland Trail, a busy pedestrian and bicycle facility, crosses Fones Road SE,
just south of 6th Avenue SE. This connects to a network of regional trails including the I-5
Bicycle Trail, the Chehalis Western Trail and the Yelm-Tenino Trail. Figure 2 shows the crossing
volumes by day of the week. The highest level of activity consistently occurs on weekdays with
300 to 380 daily crossings. Crossing volumes tend to be lower and more variable on the
weekends, when outdoor activities may be more dependent upon weather conditions.
Fones Road SE Pre-Design 3
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Figure 2. Daily Bicycle and Pedestrian Volumes at the Woodland Trail Crossing
Source: City of Olympia 2015.
Figure 3 shows the average volume of bicycles using the Woodland Trail to cross Fones Road SE
per hour. Crossing volumes vary by day, with a clear PM peak hour (5:00 PM) observed during
the week, when the average combined eastbound and westbound volume of bicycle crossings
adds up to 41. On weekends, the daily peak occurs at 2:00 PM, when an average of 44 bicycle
riders cross Fones Road SE.
Figure 3. Midweek/Weekend Bicycle Volumes at Woodland Trail Crossing
Source: City of Olympia, June 9-14, 2015 mid-week and weekend averages.
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Transit
There are no transit routes operating on Fones
Road SE, although there are two Intercity Transit
bus routes that run nearby. On Pacific Avenue SE,
Route 66 operates with 30 minute headways and
connects the downtown Olympia Transit Center,
the Lacey Transit Center, and the Lacey Corporate
Center on College Street. Route 64 operates along
18th Avenue SE, connecting riders to the Olympia
Transit Center and the Olympia-Lacey Amtrak
Station, and operates at 30 minute headways
during commute hours. Figure 4 shows transit
routes in the vicinity of Fones Road SE.
Vehicle Volumes – Trucks
Truck traffic is a regular component for several existing businesses along the corridor. Truck
volumes are heaviest along the northern half of Fones Road SE. Traffic counts (2017) collected
near the Woodland Trail crossing indicate that approximately 7.0 percent of vehicle traffic is
comprised of heavy vehicles. In comparison, heavy vehicles make up only 2.5 percent of vehicle
traffic near the intersection of Fones Road SE and 18th Avenue SE.
Vehicle Volumes – Passenger
Traffic counts (2017) collected on Fones Road SE at the Woodland Trail show high northbound
traffic volumes during the morning commute hours and high southbound volumes during the
afternoon commute hour. During the AM peak hour, about 73 percent of vehicle traffic is
traveling northbound, towards I-5 and downtown Olympia. During the PM peak hour, the
reverse is true, with 66 percent of vehicles traveling southbound. The combined volumes of
both directions during the morning peak hour is around 960 vehicles per hour and
approximately 1,350 vehicles per hour during the afternoon peak hour. Figure 5 shows the
average midweek traffic volumes by direction and time of day.
Figure 4. Transit Routes near Fones Road SE
Fones Road SE Pre-Design 5
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Figure 5. Hourly Weekday Vehicle Traffic Volumes
Traffic Operations
Fones Road SE provides an important vehicle connection between the largely residential areas
of southeast Olympia and I-5, Pacific Avenue and Lilly Road. During the PM peak hour, the
following are the highest vehicle movements to and from Fones Road SE:
• Westbound from Pacific Avenue SE (410 westbound left).
• Eastbound from Pacific Avenue SE (370 eastbound right).
• Eastbound from 18th Avenue SE (320 eastbound left).
• Southbound to westbound 18th Avenue SE (680 southbound right).
• Northbound to westbound Pacific Avenue SE (310 northbound left).
Figure 6 illustrates the primary traffic flows entering (orange line) and exiting (green line) the
corridor. These movements define critical travel paths that need to be accommodated in the
project’s design.
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Figure 6. Primary PM Peak Hour Turning Movements near Fones Road SE
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Level of Service
The City of Olympia uses intersection and link-based LOS to identify potential capacity needs
along major corridors in the city. Generally, LOS D is used as the minimum standard, with LOS E
being acceptable on arterials in the City Center. The City is able to designate “strategy
corridors”, defined as streets where more future trips will be made by walking, biking or riding
the bus, and allows these corridors to fall below the adopted LOS standards.
To better understand corridor operations during peak conditions, the Fones Road SE study
analyzes traffic conditions at each intersection along the corridor for the highest one-hour
period (the peak hour). The intersection LOS ranges from A to F, with LOS A assigned when
minimal delays are present and LOS F when lengthy delays occur. Table 1 shows the LOS criteria
for signalized and unsignalized (stop or yield) intersections. For unsignalized intersections with
stop-controlled minor streets, the stop delay is calculated for the worst stop-controlled
approach. Roundabouts use the same criteria as a signalized intersection, with the intersection
falling to LOS F if an approach’s volume exceeds its capacity.
Table 1. Level of Service Criteria for Signalized and Unsignalized Intersections
Level of
Service
Signalized Average Delay per
Vehicle (seconds)
Unsignalized Average Delay per
Vehicle (seconds)
A 0 to 10 0 to 10
B 10 to 20 10 to 15
C 20 to 35 15 to 25
D 35 to 55 25 to 35
E 55 to 80 35 to 50
F > 80 > 50
Source: 2010 Highway Capacity Manual.
A Synchro 10 traffic operations model was developed to evaluate the existing corridor
operations at eleven intersections along Fones Road SE. The model uses intersection vehicle
and pedestrian volumes, lane channelization, traffic control and signal timing data to calculate
the intersection LOS. For roundabout locations, SIDRA 8.0 roundabout modeling software was
used to calculate the intersection LOS.
Results of the analysis found that during the PM peak hour, intersections along the corridor
operate at LOS D or better, except for at the South Home Depot Drive intersection that
operates at LOS E. The analysis also reviewed existing AM peak hour LOS at three study
intersections on Pacific Avenue SE, with all intersections operating at LOS C or better. Table 2
reports the results of the intersection LOS analysis for the AM and PM peak hours.
Fones Road SE Pre-Design 8
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Table 2. Existing (2017) Peak Hour Intersection LOS
Intersection Traffic Control Peak Hour LOS
PM Peak Hour
Fones Rd SE and Pacific Ave SE Signal C
Fones Rd SE and 5th St SE Stop B
Fones Rd SE and Ross (Olympia Square) driveway Stop C
Fones Rd SE and 6th Ave SE Stop D
Fones Rd SE and Woodland Trail Stop D
Fones Rd SE and North Home Depot Drive Stop C
Fones Rd SE and South Home Depot Drive Stop E
Fones Rd SE and Detray’s Park Drive Stop C
Fones Rd SE and 18th Ave SE Roundabout A*
Lilly Rd SE and Pacific Ave SE Signal C
I-5 northbound ramps and Pacific Ave SE Signal B
AM Peak Hour
Fones Rd SE and Pacific Ave SE Signal B
Lilly Rd SE and Pacific Ave SE Signal C
I-5 northbound ramps and Pacific Ave SE Signal B
Results using HCM 2010 methodology.
*SIDRA roundabout analysis following WSDOT protocols.
While the results of the analysis indicate acceptable operations, interactions between
intersections, such as closely spaced intersections can create issues. The following operational
issues are observed along the corridor:
5th Street SE - Ross Driveway: Southbound traffic turning left from Fones Road SE to 5th Street
SE can block southbound through traffic, and westbound left turning vehicles from 5th Street
SE can conflict with eastbound traffic exiting from the Ross Driveway. During peak periods,
northbound traffic queues back from the traffic light at Pacific Avenue SE frequently extending
past the intersection at 5th Street SE. Because the east side of Fones Road SE lacks a street grid
or connected driveways, drivers do not have the option to use alternate routes where turning
movements might be safer and easier.
6th Avenue SE Intersection: This low-volume street on the east side of Fones Road SE provides
access to the Cash & Carry loading dock, a municipal water pump station, small industrial
businesses and vehicle storage. Because there are driveways and the Woodland Trail crossing
within 100 feet of the intersection, left turns into and out of 6th Avenue SE can be difficult. In
addition, the center lane on Fones Road SE is designated for left turns at the Crown Packaging
driveway requiring westbound left turning vehicles from 6th Avenue SE to cross two lanes to
travel southbound on Fones Road SE. Figure 7 shows the lane configurations in the proximity of
the 6th Avenue SE intersection
Fones Road SE Pre-Design 9
Transportation Analysis Report
Karen Fraser Woodland Trail Crossing: This
crossing can cause delays and queuing because
of the frequent pedestrian and bicyclist
crossings. There are stop signs for the
eastbound and westbound trail users,
pavement yield markings and pedestrian
crossing signs for northbound and southbound
traffic, and limited sight triangles. The high
number of vehicles, pedestrians and bicycles
converging at this location creates potential
for conflicts. The crossing is also unusual
because the refuge island is located between
two southbound lanes, requiring westbound
pedestrians and bicyclists to look both
directions before crossing to the median
refuge island.
Access Issues: Along the southern portion of the Fones Road SE, the corridor has only two lanes
and left turn movements to driveways and roadways must occur from the through lane, causing
blocking issues and delays to through traffic.
Speed Data
Speed data was collected to the south of the Woodland Trail on February 10-16, 2017. Review
of the data found that overall average weekday speeds are 28-29 mph for northbound traffic
and 25-26 mph for southbound traffic. Speeds are fairly consistent throughout the week, with
only slightly higher average speeds on weekends than on weekdays.
A single day, February 15, 2017, was analyzed to further evaluate the relationship between
traffic volumes and average speeds. Generally, travel speeds along the corridor remained stable
regardless of the traffic volume. The lowest northbound speed (26.9 mph) corresponded with
the highest volume (7 AM to 8 AM), but this is only 2.8 mph lower than the average for the
entire day (29.7 mph). For southbound traffic, the travel speeds during daytime hours (7 AM to
7 PM) vehicles tended to travel within the narrow range of 24 to 26 miles per hour, regardless
of the traffic volumes. Figures 8 and 9 show the relationship between northbound and
southbound traffic volumes and speeds over a 24-hour period.
This analysis is useful in determining an appropriate speed limit for the corridor. Standard
engineering practice establishes the speed limit on a corridor to reflect the speed at which 85%
of drivers travel. Using the three weekdays of data collected, the 85th-percentile speed of
northbound vehicles was 33.9 mph and the 85th-percentile speed of southbound vehicles was
30.2 mph. Other factors in setting an appropriate speed limit include observed driver behavior,
frequency and density of driveways and minor streets, and the level of non-motorized activity.
KPG recommends a 25 mph speed limit (30 mph design speed) to support increased pedestrian
and bicycle activity and the high level of access along the corridor.
Figure 7. 6th Avenue SE/Trail Crossing
Fones Road SE Pre-Design 10
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Figure 8. Northbound Hourly Average Speeds and Volumes
Source: February 15, 2017
Figure 9. Southbound Hourly Average Speeds and Volumes
Source: February 15, 2017
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Collision Data Analysis
The Washington State Department of Transportation (WSDOT) provided a five-year collision
report for the period between January 1, 2012 and December 31, 2016.
The analysis evaluated the collision data by collision type for the five-year period. Table 3
shows the number of collisions by type for the Pacific Avenue SE and Fones Road SE
intersection, the remainder of the corridor, and total.
Table 3. Reported Collisions for Five Years (2012-2016) on the Fones Road SE Corridor
Collision Type
Pacific Avenue SE &
Fones Road SE
Intersection
Fones Road SE Corridor
Collisions (excluding Pacific
Ave SE/Fones Rd SE)
Total
Collisions
Rear-End 27 31 58
Left Turns 11 21 32
Entering at an Angle 17 4 21
Sideswipe 12 6 18
Ped/Bike 2 8 10
Object/Other 2 3 5
Total 71 73 144
Source: WSDOT.
At the intersection of Pacific Avenue SE and Fones Road SE, most collisions were rear-ends,
sideswipes and entering at angle collisions. These collision types correlate to high vehicle
volumes, congestion, and lane change movements that are present at the intersection.
For the remainder of the corridor, rear-ends and left turn collisions account for more than 80
percent of collisions. High vehicle volumes, congestion, and closely-spaced intersections and
driveways are key factors for these types of collisions.
The analysis also evaluated the location of collisions along the corridor at intersections and
segments. There were 144 collisions during the analysis period with 71 crashes (49 percent)
occurring at the Pacific Avenue SE/Fones Road SE intersection. Of the 73 remaining collisions
occurring on Fones Road SE, more than half (39 collisions) occurred between 5th Street SE and
6th Avenue SE. The number of collisions along the southern portion of the corridor is relatively
low.
Almost a third of all corridor collisions were related to vehicles entering the roadway or turning
left across Fones Road SE to access a side street or driveway. At the 5th Street SE and Fones
Road SE intersection, there were 12 collisions during the five years analyzed. Review of the
data shows that most of these collisions are related to left-turning vehicles (either southbound
or westbound). The northbound queues from the Pacific Avenue SE and Fones Road SE
intersection frequently back up through the 5th Street SE intersection, and vehicles can only
make left turns into or out of the side street if northbound drivers leave a gap in the queue.
Fones Road SE Pre-Design 12
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There were 10 vehicle-pedestrian and vehicle-bicycle collisions along the corridor, three of
which occurred at the Woodland Trail crossing. Figure 10 shows the number and location of
collisions along the corridor at intersections and segments.
Figure 10. Collisions at Intersections and Along Segments of Fones Road SE
Fones Road SE Pre-Design 13
Transportation Analysis Report
KarenFraserWoodlandTrailCrossing
The Manual on Uniform Traffic Control Devices (MUTCD) and the National Cooperative Highway
Research Program (NCHRP) Report 562 were used to identify the level of crossing control
recommended at the Woodland Trail crossing of Fones Road SE.
The analysis used the National Cooperative Highway Research Program (NCHRP) Report 562
procedures to determine the appropriate crossing treatment at the Woodland Trail crossing of
Fones Road SE. These treatments range from signage and crosswalk markings at low-volume
locations to installing a red signal or beacon to stop vehicle traffic at high-volume locations. The
Woodland Trail crossing has peak traffic volumes above 1,400 vehicles per hour (both
directions) and peak pedestrian and bicycle crossing volumes between 50-70 crossings per
hour. Because the crossings are primarily bicycle traffic, an active or enhanced crossing is
recommended at the location. Appendix A shows the results of the NCHRP Report 562 analysis.
The design recommendation includes the installation of a Rectangular Rapid Flashing Beacon
(RRFB) at the Woodland Trail Crossing, which uses flashing yellow beacons to indicate a
pedestrian or bicycle is using the crossing. Additionally, the crossing should retain a center
median refuge island that allows pedestrians to cross in two stages. Other design elements
include raising the crosswalk, adding striping or pavement treatments, and adding advanced
signage on all approaches.
AccessAnalysis
There are a total of 44 access points on the corridor with 38 business and residential driveways
as well as six street intersections. Nineteen are on the west side of Fones Road SE, and the
remaining 25 are on the east side. The City of Olympia’s Engineering Design and Development
Standards, Section 4I.040 Table 16 states that the minimum distance between the centerlines
of adjacent access points on a 35 mph adjacent street shall be 160’, with 245’ of separation
desirable. Much of the congestion and many of the collisions on the corridor are due to the
closely spaced or duplicate property access points on Fones Road SE.
Figure 11 shows the access points and locations where spacing may cause problems with traffic
operations along the corridor. Segments of the corridor colored orange on the figure are
candidate areas for access modifications to reduce conflict points and manage queueing.
Fones Road SE Pre-Design 14
Transportation Analysis Report
Figure 11. Property Access and Local Road Intersections along Fones Road SE
Fones Road SE Pre-Design 15
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2040Forecasts
The Thurston Regional Planning Council (TRPC) provided 2040 forecasts to support the analysis
of future conditions. The travel demand model predicts future traffic volumes and travel
patterns based on adopted land use policies and expected future street network
improvements. The model was used to evaluate corridor intersections and test design
alternatives. From 2015 to 2040 traffic growth on Fones Road SE is forecast to increase
approximately 22-23 percent, with similar growth in northbound and southbound traffic.
2040 Intersection Operations
The TRPC travel demand forecasts were used to develop 2040 turning movement volumes at
intersections. The traffic growth between the 2015 and 2040 travel forecasts was added to the
existing counts to develop the 2040 peak hour turning movement volumes at each intersection.
The 2040 volumes were applied to the existing configuration of the Fones Road SE corridor with
adjustments to signal cycle length and timing. If no improvements are completed, the
intersections at the Olympia Square driveway, 6th Avenue SE and the South Home Depot
Driveway will operate at LOS F during the PM peak hour. Table 4 compares the existing and
future intersection traffic operations on the existing transportation network.
Table 4. 2040 Peak Hour Intersection LOS with Existing Transportation Network
Intersection
Traffic
Control
Existing
Conditions
2040 on
Existing
Network
PM Peak Hour
Fones Rd SE and Pacific Ave SE Signal C D
Fones Rd SE and 5th St SE Stop B C
Fones Rd SE and Ross (Olympia Square)
driveway
Stop C F
Fones Rd SE and 6th Ave SE Stop D F
Fones Rd SE and Woodland Trail Stop D E
Fones Rd SE and North Home Depot Drive Stop C D
Fones Rd SE and South Home Depot Drive Stop E F
Fones Rd SE and Detray’s Park Drive Stop C E
Fones Rd SE and 18th Ave SE Roundabout A* B*
Lilly Rd SE and Pacific Ave SE Signal C C
I-5 northbound ramps and Pacific Ave SE Signal B B
AM Peak Hour
Fones Rd SE and Pacific Ave SE Signal B C
Lilly Rd SE and Pacific Ave SE Signal C D
I-5 northbound ramps and Pacific Ave SE Signal B B
Results using HCM 2010 methodology. *SIDRA roundabout analysis following WSDOT protocols.
Fones Road SE Pre-Design 16
Transportation Analysis Report
TransportationConcurrency
The City of Olympia Concurrency Ordinance
(OMC 15.20.030) requires the City to evaluate
the expected growth in traffic to determine if
there is adequate transportation capacity on the
roadway network. The concurrency evaluation
uses 6-year traffic volume forecasts and the new
trips from proposed development to identify new
roadway capacity needs. The result of the 6-year
modeling indicated that the southbound segment
of Fones Road SE, between the Woodland Trail
and the North Home Depot driveway would
exceed the City’s LOS standard. The City has
determined that widening this segment to two
southbound lanes will be necessary to meet the
current concurrency requirements.
The City’s concurrency ordinance allows the City
to designate “strategy corridors”, defined as streets where more trips can be made by walking,
biking or riding the bus. These streets do not focus on increasing additional vehicle capacity, but
rather seek to make improvements that could increase the movement of people by a variety of
modes.
As part of its update Transportation Master Plan process, the City is reviewing how it
determines concurrency and expects to move to a new multi-modal concurrency model in the
future.
Figure 12. Transportation Concurrency
Model Volume-to-Capacity Forecast
Fones Road SE Pre-Design 17
Transportation Analysis Report
SummaryofKeyCorridorNeeds
The existing conditions analysis and concurrency requirements were used to identify a list of
needs along the Fones Road SE corridor. These needs help guide and prioritize the
development of the corridor’s design alternatives. They are organized into three lists,
corresponding to the northern, middle, and southern segments of the corridor.
Between Pacific Avenue SE and Woodland Trail
• Reduce the number of access points to reduce turn-related collisions and delay
resulting from vehicles waiting to make left turns.
• Reduce speed limit from 35 mph to 25-30 mph to reflect observed traffic speeds.
• Provide roadway capacity to meet the City’s concurrency requirements. This will
require maintenance of two southbound travel lanes between Pacific Avenue SE and
the North Home Depot Driveway.
• Provide necessary intersection capacity at Pacific Avenue SE and Fones Road SE
intersection to serve existing and future vehicle volumes entering and exiting the
corridor. This includes adding northbound left turn capacity on Fones Road SE and
retaining two westbound left turn lanes on Pacific Avenue SE.
• Control left turn movements to and from 5th Street SE to improve intersection safety
and reduce corridor congestion.
• Identify a north-south connection between 5th Street SE and 6th Avenue SE and work
to consolidate access points along the east side of Fones Road SE.
• Improve sidewalks that connect Fones Road SE to transit stops on Pacific Avenue SE.
Between Woodland Trail and South Home Depot Driveway
• Reduce the speed limit to 25-30 mph.
• Provide capacity to meet the City’s LOS standard and concurrency requirements. This
will require two southbound travel lanes and one northbound lane through this
segment.
• Provide a center turn lane to facilitate truck turning movements to and from adjacent
businesses.
• Relocate driveways near the Woodland Trail crossing to improve access to businesses
and minimize driveway blocking issues.
• Upgrade the Woodland Trail crossing to include a pedestrian-activated beacon (RRFB)
to facilitate trail crossings.
• Provide protected bicycle lanes for “all ages and abilities” users to connect Woodland
Trail to existing bike lanes on 18th Avenue SE.
Fones Road SE Pre-Design 18
Transportation Analysis Report
Between South Home Depot Driveway and 18th Avenue SE
• Reduce the speed limit to 25-30 mph.
• Provide protected bicycle lanes for “all ages and abilities” users to connect the
Woodland Trail to existing bike lanes on 18th Avenue SE.
• Set back sidewalks from roadway to improve the walking environment and create level
driveway crossings for pedestrians.
• Support existing and future development by adding a roundabout or traffic signal at the
South Home Depot Driveway.
• Retain one lane in each direction to accommodate forecasted vehicle volumes.
• Manage access to properties along the segment either by widening to add a center turn
lane to facilitate left turns or by creating U-turn locations.
ProposedCorridorDesign
The proposed corridor design was developed to meet the existing and future needs for all
modes of travel along the Fones Road SE corridor. In developing a corridor design, the project
team and City staff reviewed a number of different alternatives to enhance the mobility of non-
motorized users while meeting the multiple needs of the corridor. These alternatives were
evaluated based on factors such as space needed, cost requirements, ease of construction and
maintenance, safety and attractiveness to users, and driver expectations.
The proposed design includes widened sidewalks, new bicycle facilities, and landscaping which
will improve the quality of the non-motorized environment. New pedestrian crosswalks will be
added to facilitate crossings throughout the corridor. The proposed corridor design includes a
roundabout at the South Home Depot Driveway, intersection channelization and traffic control
modifications to address forecasted intersection LOS deficiencies. Because of the need to meet
concurrency under the City’s LOS standard, the design extends the two southbound lanes from
Pacific Avenue SE that currently end at the Woodland Trail crossing to approximately the North
Home Depot Driveway.
Appendix B provides the preliminary corridor design proposed for the Fones Road SE corridor.
The following sections detail the corridor improvements included in the preliminary design.
Fones Road SE Pre-Design 19
Transportation Analysis Report
Roadway Improvements
The proposed roadway design will accommodate
existing and future traffic, while lowering travel
speeds. The roadway design assumes a 30 mph
design speed for the corridor. Figure 13 provides a
graphic representation of the proposed corridor
design.
Southbound Direction
Traffic traveling southbound from Pacific Avenue SE
will use two southbound travel lanes that narrow to a
single lane approaching a new roundabout at the
South Home Depot Driveway. Fones Road SE will
widen to two southbound lanes prior to the
roundabout at 18th Avenue SE. Travel lanes are at
least 11’ wide to accommodate freight traffic.
Northbound Direction
Traffic traveling northbound from 18th Avenue SE
will use a single lane that will widen to two lanes
approaching the intersection of Fones Road SE and
Pacific Avenue SE. Northbound travel lanes vary by
exact location, but are typically 12’ wide.
Intersection Improvements
The recommended design includes improvements at
the following corridor intersections:
• Pacific Avenue SE. The northbound approach of
Fones Road SE will be channelized with a
dedicated left turn lane and a shared left-
through-right turn lane. This change will require
separate signal phases for the northbound and
southbound movements (split phases) and will
provide an eastbound protected right turn arrow
at the same time as the northbound phase
(overlap phase).
• Woodland Trail. To improve visibility of non-
motorized users, the crossing will be raised and have a center refuge island between the
northbound and southbound traffic lanes. A RRFB will provide an indication to drivers of a
crossing pedestrian or bicyclist.
Figure 13. Proposed Roadway and Intersection Improvement Diagram
Fones Road SE Pre-Design 20
Transportation Analysis Report
• South Home Depot Driveway. A new roundabout will improve intersection operations, and
provide a U-turn location. Crosswalks will be striped on all four legs of the roundabout.
Access Management
Fones Road SE has frequent access points where vehicles enter and exit the flow of traffic. The
mix of traffic includes large WB-67 tractor trailers that require large turning radii. The proposed
corridor design increases the spacing of these access points and limits turning movements at
locations with a high number of past collisions.
The following list the recommended access modifications for the corridor by location. Numbers
in brackets refer to the driveway reference numbers from the preliminary corridor design plans.
• Restrict left-turn movements into and out of 5th Street SE and the north Olympia
Square driveway.
• Consolidate the two Cash & Carry driveways to a single driveway [D30] located near the
existing south driveway.
• Provide a center turn lane to serve selected streets and driveways located between the
combined Cash & Carry driveway [D30] and the south APP driveway [D25] to improve
access to streets and adjacent properties.
• Consider alternative truck access to 6th Avenue SE. The design does not accommodate
northbound right turn truck (WB-67) movements.
• Relocate the north Crown Packaging driveway [D29] approximately 40’ to the south,
increasing the distance from the Woodland Trail.
• Limit Crown Packaging driveway [D28A] to right turns in/out only using a center
landscaped median.
• Limit outbound vehicles from the Georgia-Pacific parking lot [D13] to right turns only.
• Restrict large (WB-67) truck movements to and from the Home Depot store to the
North Home Depot driveway. The proposed South Home Depot roundabout is designed
to accommodate only northbound and southbound through movements for large (WB-
67) trucks.
• Restrict movements at residential driveways [D23 and D24] located north of the South
Home Depot roundabout to right-in and right-out turns within the roundabout
approaches.
• Install a mid-block crosswalk with a pedestrian refuge island midway between the
South Home Depot roundabout and the 18th Avenue SE roundabout, approximately at
Station 17+00. There will be splitter islands extending approximately 60’ north and
south of the crossing, resulting in four residential driveways [D3, D4, D18 and D19]
being restricted to right-in right-out access only.
• Due to a moderate level of southbound left turning vehicles entering the Bellwether
Apartments, the new roundabout at the South Home Depot driveway is designed to
have a shortened splitter island on the south leg to allow southbound left turning
passenger vehicles to access the Bellwether Apartments [D21]. This design feature will
Fones Road SE Pre-Design 21
Transportation Analysis Report
need to be modeled in the next phase of design to determine the appropriate length of
this southbound left turn pocket.
Non-Motorized Improvements
A primary objective of the Fones Road SE design was to create high-quality non-motorized
facilities that will improve the pedestrian and bicycle environment and connect the corridor to
the Woodland Trail.
Sidewalks and Bicycle Facilities
The recommended non-motorized facilities between the Woodland Trail and 18th Avenue SE
include one-way 5’-wide protected bike lanes on each side of the street, separated from vehicle
traffic by a curb and a 6’-wide planter (landscaped buffer). 8.5’-wide sidewalks will be
constructed adjacent to the protected bike lanes. The design provides separated bicycle and
pedestrian facilities and allows level crossings at driveways for all non-motorized facility users.
Special treatments, such as painted striping or colored pavement, will be needed at driveways
and street crossings to help inform drivers they are entering a space shared with other modes,
and to help prevent vehicles from blocking non-motorized facilities. Figure 14 shows a cross-
section of the recommended design with non-motorized improvements. North of the
Woodland Trail, the design includes improved sidewalks and some segments of landscaped
buffers, but right of way limitations and topographical constraints restrict the construction of
bicycle facilities at this time.
Figure 14. Street Cross Section near Crown Packaging (Facing North)
Fones Road SE Pre-Design 22
Transportation Analysis Report
Crosswalk Locations
The proposed corridor design keeps the existing crosswalks at Pacific Avenue SE, 18th Avenue
SE and the Woodland Trail. Improvements at the trail crossing (previously described) include a
raised crosswalk, center refuge island and RRFB.
The proposed South Home Depot roundabout will include pedestrian crosswalks on all legs and
will create needed pedestrian crossings of Fones Road SE to the south of the Woodland Trail. A
mid-block crosswalk with a pedestrian refuge island is featured at approximately Station 17+00.
There will be center median islands extending approximately 70’ in each direction, restricting
access to four residential driveways [D3, D4, D18 and D19] to right in, right out only. As part of
the future design process, an additional crossing location is recommended between the
Woodland Trail and the North Home Depot intersection (between approximately Station 29+00
to Station 34+00) to provide roughly 600’ spacing between crosswalks along Fones Road SE,
thereby improving the pedestrian network. See the dashed line rectangle on the recommended
design (Appendix B) for the approximate location of another crossing. An additional crossing
could include enhanced features such as a pedestrian refuge island, a raised crosswalk,
enhanced signage, pedestrian-scaled lighting, distinctive pavement, or other features that
improve pedestrian visibility and safety. To provide flexibility, the design could allow for the
future installation of a user-activated RRFB.
Fones Road SE Pre-Design 23
Transportation Analysis Report
Corridor Operations with Improvements
The proposed corridor design will improve traffic operations at many of the intersections along
the corridor. Each study intersection was evaluated using the 2040 PM peak hour forecasted
volumes on the existing corridor and 2040 PM peak hour forecasted volumes with
recommended improvements. All intersections operate at LOS D or better with the proposed
improvements. Table 5 compares intersection operations under existing conditions, 2040
forecasted volumes on the existing network, and 2040 forecasted volumes with the proposed
corridor improvements.
Table 5. 2040 Peak Hour Intersection LOS with Proposed Improvements
Intersection
Existing
Conditions
2040 with
Existing
Network
2040 with
Proposed
Improvements
PM Peak Hour
Fones Rd SE and Pacific Ave SE C D D
Fones Rd SE and 5th St SE B C B
Fones Rd SE and Ross (Olympia Square)
driveway
C F D
Fones Rd SE and 6th Ave SE D F D
Fones Rd SE and Woodland Trail D E D
Fones Rd SE and North Home Depot Drive C D D
Fones Rd SE and South Home Depot Drive E F A*
Fones Rd SE and Detray’s Park Drive C E C
Fones Rd SE and 18th Ave SE A* B* B*
Lilly Rd SE and Pacific Ave SE C C C
I-5 northbound ramps and Pacific Ave SE B B B
AM Peak Hour
Fones Rd SE and Pacific Ave SE B C C
Lilly Rd SE and Pacific Ave SE C D D
I-5 northbound ramps and Pacific Ave SE B B B
Results using HCM 2010 methodology. *Results from SIDRA roundabout analysis.
Fones Road SE Pre-Design 24
Transportation Analysis Report
Cost Estimate
An engineer’s estimate of probable cost has been completed for the preliminary design plans.
As the design of the corridor advances, the cost estimate will become more refined. Table 6
summarizes the key elements of the cost estimate. The quantities, unit prices and assumptions
used to develop of the cost estimate are found in Appendix C.
Table 6. Summary of Costs
Fones Road SE Corridor Improvements Cost Estimate
Final Design, Environmental Documentation & Project Funding Estimate
(PFE) Costs
$ 5,207,900
Construction Costs $ 10,179,600
Right-of-Way Costs $ 453,400
Total Project Costs $ 15,840,900
Fones Road SE Pre-Design 25
Transportation Analysis Report
AdditionalImprovementConcepts
Additional improvement concepts were identified during the Fones Road SE corridor study and
design discussions, but are outside of the scope of this preliminary study and will need to be
further analyzed and refined. These potential improvement concepts include:
• Lilly Road SE Extension from Pacific Avenue to 6th Avenue SE. This would create an
alternate route for traffic between Lilly Road SE and Fones Road SE via 6th Avenue SE,
and would provide an alternate access for businesses on the east side of Fones Road SE.
• Signal at Olympia Square/5th Street SE/Cash & Carry Access. Combining these access
points into a single location aligned with the Olympia Square Driveway (Ross) would
improve access for businesses on the east side of Fones Road SE. Coordination with the
Fones Road SE/Pacific Avenue E signal would be necessary.
• East Side Street Network. A future grid street network on the east side of Fones Road
SE may help to guide redevelopment, secure easements and provide a north-south
connection between 5th Street SE and 6th Avenue SE.
• 6th Avenue SE Extension. Connecting 6th Avenue SE to Poplar Street SE would allow a
portion of traffic to bypass the Pacific Avenue SE and Fones Road SE intersection.
• Crown Packaging access to 6th Avenue SE. An alternative access that would cross the
Woodland Trail could facilitate truck movements into and out of Crown Packaging and
may be appropriate if expected vehicle volumes are low.
Appendix A
Result of NCHRP Analysis
WORKSHEET 1: PEAK-HOUR, 35 MPH (55 KM/H) OR LESS
Analyst: KPG Major Street:
Analysis Date: 2/9/2018 Minor Street:
Data Collection Date: Peak Hour:
1a 35
1b 31
1c N
2a 73
If 2a 20 ped/h, then go to Step 3. Y
If 2a 20 ped/h, then consider median refuge islands, curb extensions, traffic calming, etc. as feasible.
3a 1481
3b130
3c 133
3d 133
If 2a 3d, then the warrant has been met and a traffic signal should be considered if not within 300 ft (91 m) of
another traffic signal. Otherwise, the warrant has not been met. Go to Step 4.
4a 45
4b 3.5
4c 3
4d 16
4e 1481
4f 0.41
4g 1637
4h 33
5 a HIGH
Total Pedestrian Delay,
Dp (from 4h ) and Motorist
Compliance, Comp (from
5a )
Dp 21.3 h (Comp = high
or low) OR
5.3 h Dp 21.3 h and
Comp = low
1.3 h Dp 5.3 h (Comp =
high or low) OR
5.3 h Dp 21.3 h and
Comp = high
Dp 1.3 h (Comp = high or
low)
ACTIVE OR
ENHANCED
USE OTHER TREATMENTS
Fones Road SE
OWT
4:00 to 5:00 PM
Average pedestrian delay (s/person), d p = (e v tc – v t c – 1) / v OR [ (e 4f x 4d – 4f x 4d – 1) / 4f ]
Total pedestrian delay (h), Dp = (dp Vp)/3,600 OR [(4g 2a )/3600]
(this is estimated delay for all pedestrians crossing the major roadway without a crossing treatment – assumes Step 5: Select treatment based upon total pedestrian delay and expected motorist compliance.
Expected motorist compliance at pedestrian crossings in region, Comp = high or low
Treatment Category
(see Descriptions of Sample Treatments for examples)
RED
Pedestrian crossing distance, curb to curb (ft), L
Pedestrian walking speed (ft/s), Sp
Pedestrian start-up time and end clearance time (s), ts
Critical gap required for crossing pedestrian (s), tc = (L/Sp) + ts OR [(4 a/4b ) + 4c )]
Major road volume, total both approaches or approach being crossed if median refuge island is present during
peak hour (veh/h), Vmaj-dMajor road flow rate (veh/s), v = Vmaj-d/3600 OR [4e/3600 ]
Step 3: Does the crossing meet the pedestrian volume warrant for a traffic signal?
Major road volume, total of both approaches during peak hour (veh/h), Vmaj-s
Minimum signal warrant volume for peak hour (use 3a for Vmaj-s), SC SC = (0.00021 Vmaj-s2 – 0.74072 Vmaj-s +
734.125)/0.75
OR [(0.00021 3a 2 – 0.74072 3a + 734.125)/0.75]If 3b 133, then enter 133. If 3b 133, then enter 3b .
If 15th percentile crossing speed of pedestrians is less than 3.5 ft/s (1.1 m/s), then reduce 3c by up to 50 percent;
otherwise enter 3c.
Step 4: Estimate pedestrian delay.
Analyst and Site Information
Step 1: Select worksheet (speed reflects posted or statutory speed limit or 85th percentile speed on the major street):
a) Worksheet 1 – 35 mph (55 km/h) or less
b) Worksheet 2 – exceeds 35 mph (55 km/h), communities with less than 10,000, or where major transit stop exists
Step 2: Does the crossing meet minimum pedestrian volumes to be considered for a TCD type of treatment?
Peak-hour pedestrian volume (ped/h), Vp
Speed Limit, Major Road (mph)
85th Percentile Speed (mph)
Population <10,000 or major transit stop (Y/N)
Appendix B
Preliminary Recommended Plan
FONES RD S
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PACIFIC AVE SE TO 18TH AVENUE SE
JUNE 2019
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FONES ROAD PRELIMINARY LAYOUT
PACIFIC AVE SE TO 18TH AVENUE SE
JUNE 2019
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FONES ROAD PRELIMINARY LAYOUT
PACIFIC AVE SE TO 18TH AVENUE SE
JUNE 2019
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PACIFIC AVE SE TO 18TH AVENUE SE
JUNE 2019
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FONES ROAD PRELIMINARY LAYOUT
PACIFIC AVE SE TO 18TH AVENUE SE
JUNE 2019
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FONES ROAD PRELIMINARY LAYOUT
PACIFIC AVE SE TO 18TH AVENUE SE
JUNE 2019
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FONES ROAD PRELIMINARY LAYOUT
PACIFIC AVE SE TO 18TH AVENUE SE
JUNE 2019
Appendix C
Engineer’s Estimate of Probable Cost
5/22/2019 1 17126 STIP Cost Estimate.xlsx;PREFERRED LAYOUT
VERSION 1REVISED: 05/22/19
Item No.Spec.
SectionDescription Unit Unit Price** Quantity Amount
CIVIL SITE FEATURES
1 1-05 Construction Surveying (1.5% of Const. Subtotal) LS 101,000.00$ 1 101,000.00$
2 1-09 Mobilization (8% of Const. Subtotal) LS 538,400.00$ 1 538,400.00$
3 1-10 Project Temporary Traffic Control (10% of Const. Subtotal) LS 673,000.00$ 1 673,000.00$
4 1-10 Pedestrian Traffic Control (1.5% of Const. Subtotal) LS 101,000.00$ 1 101,000.00$
5 2-03 Earthwork - Low SF 0.50$ 255,684 127,842.00$
6 2-03 Removals SF 1.25$ 89,000 111,250.00$
7 2-03 Unsuitable foundation excavation CY 60.00$ 100 6,000.00$
8 4-04 Crushed Surfacing Top Course TON 50.00$ 7,700 385,000.00$
9 5-04 HMA Cl. 1/2" PG 58H-22 TON 110.00$ 200 22,000.00$
10 5-04 HMA Cl. 1/2" PG 58H-22 for Overlay TON 100.00$ 2,100 210,000.00$
11 5-04 Planing Bituminous Pavement SY 5.00$ 13,000 65,000.00$
12 5-05 Cement Concrete for Truck Apron SY 200.00$ 350 70,000.00$
13 5-05 Cement Concrete for Raised Intersection CY 400.00$ 160 64,000.00$
14 8-01 Erosion Control and Water Pollution LS 96,600.00$ 1 96,600.00$
15 8-04 Cement Concrete Curb and Gutter LF 25.00$ 8,195 204,875.00$
16 8-04 Roundabout Truck Apron Cement Concrete Curb LF 30.00$ 1,680 50,400.00$
17 8-31 Junction Boxes & Spare Conduit LF 70.00$ 3,278 229,460.00$
18 8-33 Miscellaneous Utilities (Adjustments & Relocations) SF 1.25$ 255,684 319,605.00$
19 8-22 Pavement Markings LF 35.00$ 2,580 90,300.00$
SIDEWALK ITEMS
20 8-14 Cement Concrete Sidewalk and Cycle Track SY 85.00$ 11,900 1,011,500.00$
21 8-14 Decorative Cement Concrete Medians SY 200.00$ 160 32,000.00$
22 8-14 Curb Ramp EA 2,500.00$ 28 70,000.00$
STORMWATER RETROFIT
23 7-05 New Stormwater Conveyance System LF 125.00$ 3,278 409,750.00$
24 7-05 Stormwater System - Flow Control SF 5.00$ 73,750 368,750.00$
25 7-07 Stormwater System - LID (Required for projects 2,000 SF +) SF 3.00$ 255,684 767,052.00$
URBAN DESIGN ELEMENTS
26 8-05 Urban Design Amenities (street furniture, decorative lights, etc) LS 200,000.00$ 1 200,000.00$
LANDSCAPE / PLANTING MATERIALS
27 8-02 Trees and Plantings SY 100.00$ 3,750 375,000.00$
28 8-02 Topsoil Type A and Bark Mulch CY 65.00$ 1,300 84,500.00$
29 8-02 Irrigation System, Complete LS 78,000.00$ 1 78,000.00$
ILLUMINATION ITEMS
30 8-20 Roadway and Pedestrian Illumination, Complete LF 275.00$ 3,278 901,450.00$
SIGNALIZATION ITEMS
31 8-20 Rectangular Rapid Flash Beacon (RRFB) EA 95,000.00$ 4 380,000.00$
Subtotal 8,143,734.00$
Contingency (25%) 2,035,900.00$
10,179,600.00$
ROW COST SUMMARY
COMMERICIAL ROW ($50/SF) 79,100.00$
SIDEWALK / UTILITY EASEMENTS ($10/SF) 265,100.00$
ROW ADMINISTRATION (10%) 38,200.00$
CONTINGENCY (15%) 71,000.00$
ROW PROJECT COST 453,400.00$
TOTAL PROECT COST
1) Unit prices are based on 2017-2018 bid tabs CONSTRUCTION COST 10,179,600.00$
2) Water and sewer utility upgrades have NOT been included at this time JUT DESIGN AND CONSTRUCTION 2,100,000.00$
3) Grind and overlay of entire roadway is included INFLATION (3%/YEAR FOR 1 YEAR) 305,500.00$
4) Joint trench utility undergrounding includes design costs split with utilities DESIGN ENGINEERING FEE 1,361,700.00$
5) Cycle track is separted from sidewalk by 3-inch curb CONSTRUCTION / ADMIN FEE (15%) 1,440,700.00$
6) Assume green MMA or colored concrete surface along length of cycle track ROW PROJECT COST 453,400.00$
TOTAL PROJECT COST 15,840,900.00$
Construction Total (Rounded to
Nearest $100)
FONES ROAD PRE-DESIGN STUDYFrom 18th Avenue SE to Pacific Avenue SEROUNDABOUT WITH CYCLE TRACK
FULL PROJECT BUILDOUT