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Professional Planning and Engineering Services for Main Street Road Diet Pilot Project

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Professional Planning and Engineering Services for Main Street Road Diet Pilot Project Community Development Department Planning Division 211 South Williams Street Royal Oak, MI 48067 Professional Planning and Engineering Services for Main Street Road Diet Pilot Project January 13, 2015 The Honorable Mayor Ellison and Members of the City Commission: On October 19, 2015, the city commission directed staff to engage a traffic planning or engineering firm with suitable experience to prepare plans and specifications for a temporary road diet on Main Street. For background purposes, attached is the city commission letter without attachments from the October 19th meeting regarding the temporary Main Street road diet pilot project (Attachment 1). The planning division solicited proposals from consultants for designing a temporary road diet along Main Street with dedicated bike lanes on each side of the street (RFP-SBP-RO-16-017). A copy of the request-for-proposals is attached (Attachment 2). The RFP called for bidders to produce construction documents, written specifications, and final cost estimates. The city could then use those plans and specifications to install the road diet with city crews or request bids from qualified construction firms to complete the installation. Six bids from engineering and planning firms were submitted and evaluated as shown in the table below. Firm Bid Amounts Anderson, Eckstein & Westrick $ 17,500 Additional Services: Construction Engineering $ 7,500 Traffic Study $ 10,000 Signal Timing Review $ 4,000 Giffels-Webster $ 12,274 Johnson & Anderson $ 13,194 Additional Services: Construction Engineering $ 4,888 Rowe Professional Services Co. $ 18,500 Additional Services: Bid Services $ 1,000 Construction Engineering $ 10,000 Spalding DeDecker $ 10,820 Wade-Trim Associates $ 7,104 The planning division recommends that the firm of Wade-Trim Associates be selected to provide professional engineering and planning services for designing and installing a temporary road diet along Main Street at the not-to-exceed fee of $ 7,104. A copy of their proposal is attached (Attachment 3). The following resolution is recommended for approval: Be it resolved, the mayor and city clerk are authorized to execute a professional engineering and planning services contract with Wade-Trim Associates to prepare plans and specifications for a temporary road diet along Main Street as outlined in the request-for-proposals dated November 16, 2015 (RFP-SBP-RO- 16-017), and directs staff to issue a purchase order in the amount of $ 7,104.00. Respectfully submitted, Timothy E. Thwing Director of Community Development Approved, Donald E. Johnson City Manager 3 Attachments Attachment 1 Community Development Department Planning Division 211 South Williams Street Royal Oak, MI 48067 Main Street Road Diet Pilot Project October 9, 2015 The Honorable Mayor Ellison and Members of the City Commission: At the August 3, 2015 regular meeting, the city commission discussed the possibility of a road diet for Main Street, converting its current four lanes into three for automobiles – two travel lanes and a center turn lane – and dedicated bicycle lanes on each side of the street. Staff was directed at the conclusion of that meeting to engage a firm to study safety improvements for Main Street for both motorists and pedestrians. The chapter on non-motorized transportation in the city’s 2012 master plan amendment recommends certain streets for possible road diets. All of Campbell Road and portions of Crooks Road, Main Street, and Rochester Road are suggested for further study to determine if they can accommodate road diets. The relevant pages from the master plan are attached (attachment 1). The master plan further states that not all of these streets may be suitable for road diets due to traffic volumes and other factors, and that alternative bike routes on parallel streets may need to be considered. Average daily traffic volumes (ADT) provide a useful approximation of whether a road diet is feasible. Recommended thresholds for a successful four-to-three lane road diet range from 15,000 to 25,000 ADT. These limits are endorsed by both traffic consultants and highway authorities. Attached for background purposes are excerpts from the Federal Highway Administration’s brochure “Road Diet Informational Guide” on determining feasibility for road diets (attachment 2), and the recommendations on complete streets from Designing Walkable Urban Thoroughfares: A Context Sensitive Approach, a handbook published by the Institute of Transportation Engineers and Congress of New Urbanism (attachment 3). Cities where successful road diets are being implemented – Pasadena, Seattle, and even Lansing – have used these maximum traffic volume limits. The figure to the right is the modeling flow chart used by Seattle in determining if a road diet from four or five lanes to three is suitable for any given street. Those with traffic volumes of more than 25,000 ADT are not considered suitable for road diets. Pasadena has a cap of 15,000 ADT for road diets while Lansing uses 18,000 ADT. Royal Oak’s master plan suggests a threshold of 20,000 ADT over which a four-to-three lane road diet is not recommended. Attachment 1 Page 2 of 3 Most sections of Main Street currently have traffic volumes that are already at or above 20,000 ADT based on vehicle counts taken by the Engineering Division in 2007. Traffic volumes have most likely not decreased significantly since then. This suggests that Main Street may not meet generally accepted criteria for a road diet. A new traffic study may verify this but it wouldn’t provide any additional information that is not already available. Even if a new traffic study confirms that Main Street is not a good candidate for a road diet, it will most likely not satisfy public enthusiasm and demand for more bicycle and pedestrian infrastructure on Main Street and other major thoroughfares. Staff therefore recommends an alternative to the requested traffic study as a pilot project: installation of a temporary road diet along Main Street with dedicated bike lanes on each side. This temporary project could be installed next spring and within a few weeks it should be evident whether it works or if there are negative impacts such as increased automobile congestion that outweigh its benefits. If successful, the temporary infrastructure and lane markings could be made permanent or even extended further. Other streets could also be considered for similar treatment. If it doesn’t work, then the temporary measures could be easily removed and the former traffic pattern re-established without great difficulty. Similar temporary methods have been used successfully by other cities to install not only bike lanes but pedestrian amenities and non-motorized infrastructure, most notably New York and Chicago. To avoid the costs of studies that may not address all of their issues, these cities simply re-striped streets with bike lanes and other features on a temporary basis. If they were successful and negative impacts minimal then the improvements were left in place. If they didn’t work or congestion rose to unreasonable levels then the temporary measures were removed. Attached is a presentation from the New York Department of Transportation highlighting many of the improvements they made (attachment 4). Anticipated costs for this pilot project should be significantly less than another traffic study. The largest expenditure would be for designing the actual road diet to be implemented. This would preferably be done by a private firm with expertise designing non-motorized infrastructure. Their experience would be beneficial and staff may not have sufficient time to prepare plans and specification due the number other on-going projects. The only remaining expenditures would be for re-striping lane markings and installing signs. Those tasks could be completed by either staff or a private contractor. Although the exact specifications have yet to be determined, staff would recommend certain patterns for a temporary road diet. The southern part of Main Street between the I-696 service drive and downtown currently has four lanes for automobile traffic and two on-street parking lanes. A left turn lane is also in place but only at the intersection of Lincoln Avenue and one block north of the service drive. These lanes could be converted into three lanes for automobiles (two travel lanes and a center turn lane), two on-street parking lanes, and dedicated 5-foot wide bike lanes on each side. It should be noted that a previously-approved project is scheduled to begin on May 1, 2016 to reconstruct South Main Street into a five lane configuration. A center turn lane would be provided the entire length of the street between the service drive and Lincoln Avenue. This project is being funded by a Federal grant that is predicated on installing a five lane configuration. If there is another configuration that is desired by the city commission that does not include five lanes then the city will forfeit the Federal grant. The city received a similar grant to fund the reconstruction of North Main Street from 11 Mile Road to Catalpa Drive. Attachment 1 Page 3 of 3 The northern part of Main Street between the downtown and Catalpa Drive / Gardenia Avenue currently has four travel lanes, a center turn lane, and two on-street parking lanes. Since the center turn lane is already in place, the inside travel lanes could be converted into bike lanes without altering the existing lane patterns. With a typical width of 10 feet to 11 feet, the inside travel lanes are wide enough to accommodate not only 5-foot wide bike lanes but also painted buffer zones to separate them from adjacent automobile traffic. Another road diet method besides eliminating vehicle lanes involves keeping the existing number of lanes the same but narrowing their widths to provide enough space for bike lanes on each side. This method will not be feasible for Main Street because the existing lane widths are 11 feet or less.
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