link crash analysis crash analysis • 43 crashes ... kfc 4 starbucks 4 sinclair 3 ... potential...

Link Crash Analysis

• 43 crashes (62.3% of all link crashes) attributed to access or egress into or out of private driveways or alleyways

¹Access or Egress Crashes Into or Out of a Private Driveway or Alleyway.²Assumes Injury Class C ("Possible Injury") in Fact Resulted in Injury³Includes All Crashes Associated with the Valley Dairy Located on the NE Corner of the University and North Washington Intersection.

Corridor SegmentPrivate Driveways &

AlleywaysInactive Driveways

Access &

Egress Crashes¹Total Injuries²

North Corridor Termini - 5th Ave N 6 1 1 0

5th Ave N - University Ave N³ 7 1 9 1

University Ave N - 2nd Ave N 5 2 1 1

2nd Ave N - DeMers Ave³ 6 1 0 0

DeMers Ave - 13th Ave S 33 2 30 10

13th Ave S - 17th Ave S 14 0 2 0

Driveway and Alleyway Crashes

Establishment Total Crashes

McDonalds 8

Valley Dairy 6

KFC 4

Starbucks 4

Sinclair 3

Paradiso 3

Dairy Queen 3

Blockbuster 2


• Crashes resulting from motorists access or egress into private driveways or alleways:

– 12 Right Angle + Angle Not Specified Crashes

– 4 Left-Turn Crashes

– 2 Head-On Crashes

– 2 crashes caused by motorists swerving to avoid vehicles exiting private driveways

– No pedestrian or bicycle crashes occurred at driveways or alleyways


• 19 Rear-End crashes resulted from motorists slowing down to enter driveway or alleyway or entering Washington at a slower speed than mainline traffic

Access Management

Location of Driveways

Source: Access Management in the Vicinity of Intersection: FHWA, 2002

Access Management

Raised Medians


Access Management

Proper Design of Driveways


Access Management

Roadway and driveway alignment


Traffic Volumes and Capacity Analysis

• Traffic volume data comparison between 2010 turning movements counts at DeMersand 17th Avenue Intersections and historic counts reveal significant disparities.– Utilized 2009 Traffic Data

• 29 Lane Groups with LOS worse than D During PM Peak Hour– 8 at DeMers Avenue Intersection

– 6 at 17th Avenue South Intersection

– 4 at University Avenue South Intersection

Washington-DeMers Intersection

Highest level of traffic and delay in the metropolitan area

Current LRTP forecasts increased delay and traffic volumes

Existing Configuration and PM Peak-Hour Count

2035 Traffic Forecast

¹Existing Daily Traffic Count is One-Direction Only. Two Directional Daily Traffic Was Estimated Based Upon the D-Value Calculated from a Recent Turning Movement Count..

Prior Studies & Improvement Options

• Majority of Studies Focused on Washington Street and DeMers Avenue Intersection

– Highest level of traffic and delay in the metropolitan area

– Current LRTP forecasts increased traffic & delay

• Nominal traffic growth since the 1970s.

– Limited ROW Available

• BNSF, fire station, and private businesses.

Existing Configuration

Right-of-Way Constraints

BNSF, fire station, Parks and Recreation, and private businesses.

BNSFCentral Fire

Station

B & N Auto Plaza

Parks & Recreation

N

Mi Mexico

Purpur Arena

Prior Studies – Washington and DeMers Intersection

• Numerous interchange configurations considered

– Only option consistently achieving LOS “C”

– Considerable impact to adjacent businesses

– Significant Funding Requirements

• Improvements to nearby corridors unable to improve LOS at the intersection


• 32nd Avenue River Crossing

– Approved in previous two LRTP

– Estimated to divert 3,000 vpd from the intersection

Source: Long Range Transportation Plan Update – Street and Highway Element


• Several At-Grade Improvements Considered

– Current LRTP Recommends:

• Additional EB and WB through lanes

• Additional NB and SB left-turn lanes

– Achieves LOS “D”


LRTP Recommendations


LRTP Recommendations

• Pros—Additional lanes provide improved capacity at the

intersection.

—Nominal impacts to adjacent properties compared to grade separated interchange.

—Potential decrease in rear-end crashes due to reduction of stop-and-go traffic conditions and long queues

• Cons—Additional lanes increase pedestrian crossing distances

(increase pedestrian exposure and increase pedestrian clearance interval).

—Impacts to adjacent properties

—Does not address high volume left-turning movements on DeMers Avenue.

Washington Street Underpass

• Provides continuous flow for Washington Street over DeMers Avenue.

• DeMers turning movements are provided at new intersections upstream and downstream of the underpass structure.

• Washington Street turning movements are maintained via off-ramps located on the SE and SW quadrants of the intersection.

Washington Street Overpass

Additional Alternatives

• DeMers Avenue underpass alternative eliminated from further analysis due to significant impacts to adjacent properties.

• Upon further review, several alternatives were eliminated from further analysis due to similar impacts to adjacent properties.

—Interchange• Diverging Diamond

• Split Diamond

• Single-Point Urban Interchange

—Jughandle • Near-side Jughandle

• Far-side Jughandle

—Flyover

Roundabout

DeMers-Washington intersection is converted into a multi-lane roundabout.

—Approach lanes are consolidated into roundabout entry and exit lanes.

Source: Roundabout – An Informational Guide: FHWA, 2000

Roundabout

N

Inside Radius = 150 feetOutside Radius = 180 feet

Was

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Roundabout

• Pros

—Potential for reduced motorist delay.


• Cons

—Potential for increased delay during peak hours.

—Potential concerns for snow plow operation.

—Impacts to adjacent businesses.

—Potential delay for emergency vehicles.

Continuous Flow Intersection

• Provides two additional partial signals upstream of the intersection of DeMers-Washington to separate left-turning movements from mainline traffic.

—Signals are coordinated with the central intersection to prohibit conflicting movements from entering the partial intersections at the same time.

—Allows DeMers Avenue WB and EB left-turn and through movements to enter the intersection at the same time.

• www.youtube.com/watch?v=oVI3Ledw7mc

Partial Continuous Flow Intersection

Source: Continuous Flow Intersection: MoDOT, 2007

• Continuous flow intersections have been implemented in New Jersey, New York, Maryland, Louisiana, Utah, Missouri, Ohio, Mississippi, and Colorado.

—11 currently implemented in the United States

Partial Continuous Flow Intersection – Fenton Missouri

DeMers Ave. CFI

N

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t

DeMers Ave. CFI

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• Pros

—Potential for reduced delay.

—Potential for improve safety by removing left-turn movements from main intersection.


—Nominal impacts to adjacent properties compared to grade separated interchange.

—Provides additional green time for through movements.

—Increased pedestrian safety through pedestrian refuge islands.


• Cons

—Potential initial motorist confusion (requires public education).

—Potential for increased delay for the left-turn movements.

Capacity Analysis

• Existing Intersection Configuration during PM Peak Hour

—74.6 seconds of delay per vehicle (Level of Service “E”)

—92.6 gallons of gas used

—Yearly Cost of $584,100—Based upon loss of productivity and cost of fuel

—1,130 foot maximum NB/SB queue length

—375 foot maximum EB/WB queue length

—21,730 (g) of Carbon Monoxide Emissions

—2,614 (g) of Nitrogen Oxides Emissions

Capacity Analysis

• Long Range Transportation Plan Option versus Existing Configuration for Existing PM Peak-Hour

—50.2 seconds of delay per vehicle (Level of Service “D”)— Reduction of 24.4 seconds/vehicle

—84.4 gallons of gas used — Reduction of 8.2 gallons

—Yearly Cost of $416,000— Reduction of $168,100

—381 foot maximum NB/SB queue length— Reduction of 749 feet

—240 foot maximum EB/WB queue length— Reduction of 135 feet

—26,444 (g) of Carbon Monoxide Emissions— Addition of 4714 (g)

—2,433 (g) of Nitrogen Oxides Emissions— Reduction of 181 (g)

Capacity Analysis

• Continuous Flow Intersection Option (Maintaining the Existing Number of Lanes) versus Existing Configuration for Existing PM Peak-Hour

—35.9 seconds of delay per vehicle (Level of Service “D”)— Reduction of 42.1 seconds/vehicle

—42.1 gallons of gas used — Reduction of 50.5 gallons

—Yearly Cost of $247,719— Reduction of $305,400

—426 foot maximum NB/SB queue length— Reduction of 704 feet

—325 foot maximum EB/WB queue length— Reduction of 50 feet

—19,334 (g) of Carbon Monoxide Emissions— Addition of 2396 (g)

—1615 (g) of Nitrogen Oxides Emissions— Reduction of 999 (g)

Next Steps

• Determine Opportunities for Increased Roadway Capacity Resulting from Underpass Reconstruction Options

• Identify Corridor Access Management Strategies

• Select Alternative Improvement Options for Further Analysis

Washington st. Corridor study

Appendix B.3 – Public Input Meeting 3


1. NEWS ADVERTISEMENT

2. PRESS RELEASE

3. POSTCARDS

4. ATTENDEES

5. PRESENTATION

6. WRITTEN AND SUBMITTED COMMENTS

PUBLIC INPUT MEETING

WHY?

To identify public issues and discuss potential improvements to be considered in the Washington

Street Corridor Study in Grand Forks, ND. The study area includes Washington Street from 17th

Ave. S. to 8th Ave. N. including improvement alternatives for the railroad underpass and the intersection of Washington St. & Demers Ave.

WHEN?

September 20, 2011 Open House: 6:00 p.m. to 8:00 p.m. (CDT)

Formal Presentation at 6:30 p.m.

WHERE? Grand Forks City Hall – Council Chambers

255 North Fourth Street Grand Forks, ND

OPEN HOUSE CONDUCTED BY

Kadrmas, Lee & Jackson, Inc. Grand Forks-East Grand Forks Metropolitan Planning Organization (GF-EGFMPO), and

the City of Grand Forks Representatives from Kadrmas, Lee & Jackson, Inc., the GF-EGFMPO, and the City of Grand Forks will be on hand to answer your questions and discuss your concerns. WRITTEN STATEMENTS or comments about this project must be mailed or emailed by October 5, 2011 to: Jon Markusen, PE Kadrmas, Lee & Jackson, Inc. 2750 Gateway Drive Suite F Grand Forks, ND 58203 Email: [email protected] Note “Public Input Meeting” in email subject heading. Kadrmas, Lee & Jackson, Inc. and the GF-EGFMPO will make every reasonable accommodation to provide an accessible meeting facility for all persons. Appropriate provisions for the hearing and visually challenged or persons with limited English Proficiency (LEP) will be made if the meeting conductors are notified 5 days prior to the meeting date, if possible. To request language interpretation, an auxiliary aid or service (i.e., sign language interpreter, accessible parking, or materials in alternative format) contact Earl Haugen of GF-EGFMPO at 701-746-2660. TTY users may use Relay North Dakota 711 or 1-800-366-6888. Materials can be provided in alternative formats: large print, Braille, cassette tape, or on computer disk for people with disabilities or with LEP by Earl Haugen of GF-EGFMPO at 701-746-2660. TTY users may use Relay North Dakota 711 or 1-800-366-6888.

For more information contact: Jon Markusen, P.E. Kadrmas, Lee & Jackson, Inc. 701-775-1109 Public Input Meeting to be held on September 20, 2011 to discuss Washington Street Corridor Study in Grand Forks, ND. A Public Input Meeting will be held from 6:00 p.m. to 8:00 p.m. (CDT) on September 20, 2011 at the Grand Forks City Hall Council Chambers Room, 255 North 4th Street. The Public Input Meeting will utilize an open house format with a formal presentation at 6:30 p.m. (CDT). The purpose of the Public Input Meeting is to present concepts on how to improve facilities for transit, bicyclists and pedestrians along the corridor. In addition, concepts on how to improve safety by altering current road alignments, possibly closing some streets, implementing medians to restrict turning movements, closing driveways or consolidating driveways will be presented. The study area includes Washington Street from 17th Ave South to 8th Ave North. The Public Input Meeting will provide the opportunity for public input. Representatives from Kadrmas, Lee & Jackson, Inc., Grand Forks-East Grand Forks Metropolitan Planning Organization (GF-EGFMPO), NDDOT and the City of Grand Forks will be on hand to answer your questions and discuss your concerns. If unable to attend the Public Input Meeting, written statements or comments must be mailed by October 5, 2011 to Jon Markusen, P.E., Kadrmas, Lee & Jackson, Inc., 2750 Gateway Drive Suite F, Grand Forks, ND 58203 or email [email protected] with “Public Input Meeting” in the e-mail subject heading. Kadrmas, Lee & Jackson, Inc. and GF-EGFMPO will make every reasonable accommodation to provide an accessible meeting facility for all persons. Appropriate provisions for the hearing and visually challenged or persons with limited English proficiency (LEP) will be made if the Department is notified 5 days prior to the meeting date, if possible. To request language interpretation, an auxiliary aid or service (i.e., sign language interpreter, accessible parking, or materials in alternative format) contact Earl Haugen of GF-EGFMPO, at 701-746-2660. TTY users may use Relay North Dakota 711 or 1-800-366-6888. Materials can be provided in alternative formats: large print, Braille, cassette tape, or on

computer disk for people with disabilities or with LEP by contacting Earl Haugen of GF-EGFMPO, at 701-746-2660. TTY users may use Relay North Dakota 711 or 1-800-366-6888.

###

North ENd AdjAcENt LANdowNEr MEEtiNg




Washington Street Corridor Study and Underpass Evaluation ReportWhy?

To identify public issues and discuss potential improvements to be considered in the Washington Street Corridor Study in Grand Forks, ND. The study area includes Wash-ington Street from 17th Ave. S. to 8th Ave. N. including improvement alternatives for the railroad underpass and the intersection of Washington St. and Demers Ave. The meeting provides an opportunity for landowners adjacent to Washington St. to visit with the project team about potential changes or impacts to their driveways/individual property. If you are unable to attend at the time indicated below, a public meeting will be held from

6:00 - 8:00 pm on September 20 at the Grand Forks Council Chambers.

When and Where?Tuesday, September 20, 2011

Open House: 9:30 am to 12:00 pm (CDT)Blockbuster Building1302 University Drive

Grand Forks, ND






Grand Forks, ND






Grand Forks, ND






Grand Forks, ND

Kadrmas, Lee & Jackson and the GF-EGFMPO will make every reasonable accommodation to provide an acces-sible meeting facility for all persons. Appropriate provi-sions for the hearing and visually challenged or persons with limited English proficiency will be made if notification is provided five days prior to the meeting date, if possible.

To request language interpretation, an auxiliary aid or service (i.e., sign language interpreter, accessible parking, or materials in alternative format) contact Earl Haugen of GF-EGFMPO, at 701-746-2660. TTY users may use Relay North Dakota 711 or 1-800-366-6888.

If unable to attend the meeting, written statements or comments about this project must be mailed or emailed by October 5, 2011 to Jon Markusen, PE, Kadrmas, Lee & Jackson, Inc., 2750 Gateway Drive Suite F, Grand Forks, ND 58203 or email Jon at [email protected], note “North End Adjacent Landowner Meeting” in email subject heading.










Kadrmas, Lee & Jackson 2750 Gateway Drive Suite F, Grand Forks, ND 58203




South End AdjAcEnt LAndownEr MEEting South End AdjAcEnt LAndownEr MEEting

South End AdjAcEnt LAndownEr MEEting South End AdjAcEnt LAndownEr MEEting





Open House: 1:30 pm to 4:00 pm (CDT)Italian Moon Restaurant

810 South Washington StreetGrand Forks, ND





















If unable to attend the meeting, written statements or comments about this project must be mailed or emailed by October 5, 2011 to Jon Markusen, PE, Kadrmas, Lee & Jackson, Inc., 2750 Gateway Drive Suite F, Grand Forks, ND 58203 or email Jon at [email protected], note “South End Adjacent Landowner Meeting” in email subject heading.














Public inPut M eeting





To identify public issues and discuss potential improvements to be considered in the Washington Street Corridor Study in Grand Forks, ND. The study area includes Wash-ington Street from 17th Ave. S. to 8th Ave. N. including improvement alternatives for the

railroad underpass and the intersection of Washington St. and Demers Ave.


Open House: 6:00 pm to 8:00 pm (CDT)Formal Presentation at 6:30 pm

Grand Forks City Hall - Council Chambers255 North Fourth Street

Grand Forks, ND







Grand Forks, ND







Grand Forks, ND







Grand Forks, ND



If unable to attend the meeting, written statements or com-ments about this project must be mailed or emailed by October 5, 2011 to Jon Markusen, PE, Kadrmas, Lee & Jackson, Inc., 2750 Gateway Drive Suite F, Grand Forks, ND 58203 or email Jon at [email protected], note “Public Input Meeting” in email subject heading.














Attendee Title/Representing Bob Shannon Kadrmas, Lee & Jackson

Brad Westrum Gerrells Sports Center Chris Leevers Did Not Specify

Cliff and Marilyn Coss Twin City Motors Craig Amiot 5-Star Collision Center

Dan Sampson Omega Property Greg Nelson B&N Oil Company Greg Nelson B&N Oil Company

Jane Williams City of Grand Forks - Engineering JoAnne Flaten Dairy Queen/Orange Julius Jon Markusen Kadrmas, Lee & Jackson Karal Knudson Art and Learn

Kevin Ritterman Dakota Commercial Mike Bittner Kadrmas, Lee & Jackson

Mike Marcotte Valley Auto Sales Shannon Schauer Northern Motors

Washington Street Corridor Study& Underpass Evaluation Report

Grand Forks-East Grand ForksMetropolitan Planning Organization

Public Input Meeting #3

September 20, 2011

Presentation Outline

Bicycle Accommodations

Pedestrian Accommodations

Transit Accommodations

Access Management

DeMers Avenue Intersection Update


• A shared use path along Washington Street would impact 10 buildings

• Bike Lanes were ruled out due to Right-Of-Way requirements

• Recommend bike route on 14th Street (1 block west of Washington Street)

– Connects shared use path south of Hammerling Avenue and north of 8th Avenue North


• Barriers for an alternate route along 14th

Street South included:

– Railroad tracks north of DeMers Avenue

• Bicyclists would be rerouted under Washington Street Bridge– Currently routed on sidewalks as one-ways

• Could be accommodated by widening path when the west half or entire bridge is replaced– Widening may impact 2 buildings between the bridge and

1st Avenue North


• Barriers for an alternate route along 14th

Street South included:

– High Traffic Volumes on University Avenue

• Option 1: Reroute bicyclists to Washington Street– Zero (0) building impacted

• Option 2: Relocate flashing beacon on 15th Street South to 14th Street South– Flashing beacon intended for Winship Elementary School

pedestrian traffic

» Winship Elementary School is located between 14th and 15th Street North

» Would require revisions to existing safe route to school map


• 14th Street South Options:– Shared Use Path– Bike Lanes– Shared Lanes (Shared Roadways)

• Shared use path would require some tree removal

• Bike lanes and shared lanes would require road widening along some of 14th Street


• The majority of pedestrian facilities do not meet American with Disabilities Act (ADA) standards for side-slope and passing distance at utilities or NDDOT standards for driveway design.


• Two (2) pedestrian options identified:

– Option 1: No Boulevards: includes 5 feet of sidewalk with a 2 foot stamped concrete buffer space. Also included two lighting options:

• Lighting option 1: In sidewalk with 3 feet of wheelchair passing distance

• Lighting option 2: outside of sidewalk at individual ROW easements

– Option 2: Boulevards: includes a 6 foot boulevard for sign and lighting placement with 5 feet of sidewalk


• Continue stopping as demanded versus fixed stop locations

• Two (2) fixed stop options identified:– Option 1: Bus turn-outs at highest use locations

identified by Cities Area Transit (CAT)• Based upon current rates

• Adjustments were made based upon the functional area of the intersection, driveway and business impacts and motorist confusion concerns

– Option 2: Bus turn-outs based upon balancing current demand with business impacts and proximity to safe pedestrian crossings


• Turn-outs may include bus shelters and/or benches

Access Management

• 43 crashes related to driveways or alleyways

Access Management

• Relocate Driveways to minor streets or backage roads if possible

• Eliminate un-needed driveways

• Consolidate Driveways where possible

• Move driveways away from intersections

Access Management

• Raised Medians

– Reduced conflict points to improve safety

Access Management

• Negatively Offset Intersections– Option 1: Median Control

Access Management

• Negatively Offset Intersections– Option 2: Realignment of 8th Avenue South

Access Management


DeMers Avenue Intersection

• Recommend Continuous Flow Intersection

– Only acceptable option in terms of capacity other than an interchange

– Additional safety and vehicle emissions benefits versus existing configuration

– Additional safety, vehicle emissions, and building impact benefits versus long range transportation plan recommended configuration

DeMers Intersection


• Continuous Flow Intersection

– Would require Central Fire Station to be remodeled to maintain operation

• Pull through garage bays

– Would require 5th Avenue South access relocation on the NE quadrant to maintain full access to Xcel Energy, Central Fire Station, Newman Signs and residential apartment building

• Access relocation requires ROW acquisition from Xcel Energy

Next Steps

• Steering Committee and Public Input Meeting to Address Corridor Capacity Needs

• Present Corridor Improvement Alternatives to North Dakota Department of Transportation

• Prepare Construction Cost Estimates

• Prepare Draft Report for Final Steering Committee Meeting

From: Brad Westrum

To: Mike Bittner

Subject: Washington Corridor Study

Date: Wednesday, September 21, 2011 2:15:15 PM

Mike,

Thanks for helping to organize the meeting at the Italian Moon, yesterday. It was helpful to be able

to look at the overhead maps and discuss possible changes to the South Washington Street corridor.

I certainly understand the safety issues surrounding traffic proceeding north and south on

Washington and vehicles entering and exiting from businesses along the street, however, I'm quite

concerned about the prospect of our customers losing direct access to our parking lot. I know that

patrons would still be able to enter our lot via the alley or 10th street, yet I question the convenience

factor. Therefore, I would oppose any plan to limit access to our business lot.

Doing business on South Washington has been a challenge for many merchants on Washington as

much of the retail has moved to Columbia Road and 32nd Ave. South. Eliminating access

to existing South Washington retailers would simply push more of our customers to other locations in

our city.

I'm also concerned about possible plans to use medians to divide traffic on South Washington. Once

again, I understand that this plan is intended to eliminate left turns against traffic into parking lots,

however, this plan also eliminates access to businesses. I would oppose the use of medians on South

Washington Street.

I would be in favor of moving curbs, widening the sidewalks, and slightly narrowing the corridor

itself. I would also support a reduced speed on South Washington Street. Currently the speed limit is

35 mph. I believe a reduced speed limit of 25 mph north of 17th Ave. S would reduce traffic accidents.

Thanks, again, for the opportunity to share my views and opinions regarding this project.

Brad Westrum

Gerrells Sports Center

701 232 5353

3203 32nd AveSSuite201

PO Box 9767

Fargo, ND 58106-9767

Fax 701 232 5354

kljeng.com

November 22, 2011

Greg Nelson B & N Auto Plaza 604 South Washington Grand Forks, ND 58201

Re: Washington Street Corridor Study Comments

Dear Mr. Nelson:

We appreciate your input and understand your concerns. Public input is a crucial part of the planning process. All of the public input we have received regarding this study has been documented in the report which will be available to the public soon.

There is a considerable balancing act between limiting business impacts and promoting safe and efficient traffic flow. Although, it is highly unlikely that nothing will change along the corridor, we are fully confident that a solution that is satisfactory at meeting both goals can be achieved during the project development phase. The purpose of this study is to provide insight into the possible impacts related to an access management plan when/if a project proceeds.

In regards to your concern over losing your northern-most Washington Street access: if it is determined during project development that your business could not properly function without this access, several provisions could be made. Examples of provisions could be; revising this access to right-in only, financial considerations to improve internal circulation within your property that would allow your business to function without this access point, providing a new driveway access or even potentially leaving this access undisturbed. In regards to your second concern regarding raised medians, the access management plan we have developed has limited the number of non-intersection access locations to the point that a median has been deemed unnecessary. If a relaxed access management plan is ultimately implemented, a raised median concept may be reanalyzed during project development.

Finally, we would like to thank you for your input. We encourage you to stay involved with this study and into project development. We will inform the responsible agencies to continue to involve businesses along the Washington Street corridor as any projects are programmed and developed.

of 2

Sincerely,

Kadrmas, Lee & Jackson, Inc.

Jon Markusen, PE Project Manager

CC: Earl Haugen – Executive Director Grand Forks – East Grand Forks MPO Major Michael Brown – City of Grand Forks

Washington st. Corridor study



1. NEWS ADVERTISEMENT

2. PRESS RELEASE

3. POSTCARDS

4. ATTENDEES

5. PRESENTATION

6. WRITTEN AND SUBMITTED COMMENTS

link crash analysis crash analysis • 43 crashes ... kfc 4 starbucks 4 sinclair 3 ... potential...

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