I-794, Lake Freeway Bicycle/Pedestrian Feasibility Study

1300-13-19 I-794 LAKE FREEWAY BICYCLE / PEDESTRIAN FEASIBILITY STUDY DRAFT

B-40-400

OCTOBER 2011

DRAFT

[Page Intentionally Left Blank] This document is designed for two-sided (duplex) printing.

DRAFT I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

EXECUTIVE SUMMARY INTRODUCTION In accordance with policy set forth by the Federal Highway Administration (FHWA), as well as state laws and policies, the Wisconsin Department of Transportation (WisDOT) is evaluating the feasibility of adding a shared-use path to the Daniel Hoan Bridge (Hoan Bridge) as part of the rehabilitation project expected to begin in 2013. This study includes an evaluation of the feasibility of alternatives for a shared-use path along Interstate 794, Lake Freeway (I-794), specifically along the Hoan Bridge. I-794 LAKE FREEWAY (HOAN BRIDGE REHABILITATION) PROJECT SCOPE WisDOT is moving forward on a project to make major improvements to the Hoan Bridge and the I-794 Freeway. This project is divided into three segments: 1. I-794 East-West (Milwaukee River to the Lake Interchange) • Remove and replace bridges with new structures 2. Lake Interchange (I-794 East-West to the Hoan Bridge) • Overlay concrete and repair concrete surface 3. Hoan Bridge (Lake Interchange to Lincoln Avenue) • Remove and replace the existing bridge deck and make structural modifications • Blast, clean, and repaint the bridge steel Though the Hoan Bridge deck replacement project currently does not include the addition of a shared-use path to the bridge, certain FHWA and state guidelines recommend investigating the feasibility of adding a shared-use path to projects involving a bridge redeck. EXISTING CONDITIONS EVALUATION The Hoan Bridge in its existing condition is 108 feet wide and consists of three 12-foot wide travel lanes in both the northbound and southbound directions. In both directions of travel, the left shoulder is 6 feet wide and the right shoulder is 10 feet wide. The bridge is currently (2011) limited to two lanes going both northbound and southbound due to ongoing maintenance projects. The posted speed limit is 50 miles per hour. The Hoan Bridge currently accommodates motor vehicle traffic; bicyclists and pedestrians are prohibited on the bridge. The Milwaukee County Oak Leaf Trail currently acts as the primary bicycle trail connecting the Bay View neighborhood to Downtown. The trail is off-road at Cupertino Park and transitions to a route along a series of municipal streets at Russell Avenue at the south end of the Hoan Bridge. Traveling along the variousDRAFT municipal streets north to Michigan Avenue, the off-road segments of the trail resume along the west side of Lincoln Memorial Drive and along Lake Michigan, east of the Milwaukee Art Museum and north of the Discovery World Museum. At the north end there is also a connection to the Hank Aaron State Trail at Lakeshore State Park. DESIGN ELEMENTS WisDOT standards state that the shared-use path on a high-speed facility such as the Hoan Bridge would require that the shared-use path be separated by a barrier. Further, the shared- use path must comply with other design and safety measures which include compliance with the Americans with Disabilities Act (ADA).

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I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Given the engineering focus of this study, design criteria were developed based on engineering guidelines accepted by both FHWA and WisDOT. The resources include: • WisDOT’s Facilities Development Manual (FDM) • WisDOT’s Bridge Design Manual • WisDOT’s Bicycle Facility Planning Handbook • AASHTO’s Guide for the Development of Bicycle Facilities • AASHTO’s A Policy on the Geometric Design of Highways and Streets • AASHTO’s A Policy on Design Standards – Interstate System • FHWA’s Manual on Uniform Traffic Control Devices DESCRIPTION OF ALTERNATIVES The original scope of the current study addressed four alternatives to provide a shared-use path on the Hoan Bridge. These alternatives were studied by WisDOT and the consultant team and have been expanded to include additional sub-alternatives. Of the 11 total alternatives analyzed, six were eliminated as infeasible. The five alternatives that were carried forward in the study are described below. Alternative 1 Alternative 1 involves adding a shared-use path on the existing roadway of the Hoan Bridge/I 794 structure without increasing the width of the bridge. This alternative would require the assignment of at least one travel lane to accommodate the shared-use path, resulting in the reduction in motor vehicle travel lanes on the bridge. Alternative 1A Alternative 1A involves the reduction of the I-794 northbound lanes from three to two travel lanes and the addition of a shared-use path for bicyclists and pedestrians located on the east side of the bridge. Alternative 1B Alternative 1B involves the reduction of I-794 northbound lanes from three to two travel lanes and the addition of a shared-use path for bicyclists and pedestrians in the center of the structure. Under this alternative, the shared-use path would be offset from the centerline of the structure. Alternative 2A Alternative 2A involves a shared-use path on the east side of I-794. This would involve widening the bridge on the approach spans, curving out around the horizontal tie girder on the main span, and attaching the shared-DRAFTuse path to the east side of the horizontal tie girder of the bridge. This alternative does not require a reduction in the number of travel lanes along I-794. Alternative 3B Alternative 3B proposes the construction of an additional elevated structure above the existing roadway of the Hoan Bridge. Like Alternative 2A, it does not require a reduction in travel lanes along I-794. Alternative 4 Alternative 4 involves the construction of a separate shared-use structure adjacent to I-794.

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I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

EVALUATION OF ALTERNATIVES Impact on Traffic Operations Because alternatives 1A and 1B include a reduction in vehicular travel lanes, this feasibility study includes an analysis of existing and future traffic operations along the Hoan Bridge. WisDOT developed design year (2035) traffic forecasts using sound technical methodologies. The forecasts included a 0.8% annual growth rate based on recent traffic growth trends on the Hoan Bridge as well as a modest 0.5% annual growth rate that considered the potential for a future growth rate lower than the recent trend. The Southeastern Wisconsin Regional Planning Commission (SEWRPC) independently developed a 2035 traffic forecast from a regional travel simulation model based on forecasts of land use, population, and transportation facilities. The SEWRPC forecast also equated to a 0.8% annual growth rate. This approach provided the basis for performing sensitivity analysis for future traffic operations. The current Hoan Bridge configuration of three traffic lanes in each direction operated during the year 2010 peak hour at level of service (LOS) ‘C’. If a traffic lane was removed in either direction (alternatives 1A and 1B), the Hoan Bridge is anticipated to have operated at LOS ‘D’ to ‘E’. Construction on the Hoan Bridge in 2011 resulted in motorist diversion, which lessened the overall operational impacts. Under the three-lane configuration, the Hoan Bridge is anticipated to operate at LOS ‘C’ to ‘D’ in 2035. Alternatives 1A and1B will require the reduction of one northbound lane along the I-794 corridor between the Lake and Carferry Drive interchanges. If a traffic lane is removed in either direction the Hoan Bridge is anticipated to operate at LOS ‘E’ to ‘F’ in 2035. The latter result is below WisDOT’s acceptable design year standard of LOS ‘D’ for Milwaukee County freeways. These conditions would worsen over the 50+ year life of the investment. Structural Feasibility An important element of determining the feasibility of each alternative is assessing the structural adequacy. Each alternative presented was modeled based on the depictions shown in the renderings and other details to determine the feasibility of constructing a shared-use path on the existing I-794 structure. Assumptions and simplifications were made in the individual analysis in order to identify “fatal flaws” of the alternatives presented. The alternatives were investigated for an occasional single maintenance truck utilizing the shared-use path to facilitate snow removal and routine maintenance. In addition, all alternatives, except for 3B, were evaluated to support the use of a UB vehicle to be utilized for inspection of the structure. To assess structural feasibilityDRAFT of each alternative, the following items were considered: • Existing structural capacity and rating • Additional loading applied to the structure • Reduction of existing structural capacity and rating • Required retrofits to existing structural elements All of the alternatives referenced in this summary were determined to be structurally feasible. However, due to additional loading, significant retrofits of the structural components of the existing Hoan Bridge would be required for alternatives 2A and 3B. While this study indicates

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I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

that both alternatives are feasible, further design analysis on the main span’s complex tied-arch system may result in additional changes. North and South Access Locations The evaluation of the feasibility of adding a shared-use path to the I-794 corridor must also consider safe access and network connectivity to trails and municipal streets within the study area. A review of existing facilities indicates that a new shared-use path along the I-794 corridor would have logical connection points to Milwaukee trail facilities and municipal streets at the following locations: • At the south end of the study area, an off-road segment of the Milwaukee County Oak Leaf Trail is located at the intersection of East Russell Avenue and South Lincoln Memorial Drive in Cupertino Park. Russell Avenue and other municipal streets provide connections to the Bay View neighborhood. • At the north end of the study area there are off-road segments of the Oak Leaf Trail on the west side of Lincoln Memorial Drive and along the lakefront on the east side of the Milwaukee Art Museum. This is also a connection to the Hank Aaron State Trail. There are arterial streets such as Lincoln Memorial Drive, Michigan Avenue and Clybourn Avenue that provide connections to Downtown Milwaukee and the lakefront. Other Considerations Other considerations beyond traffic, structural feasibility and access play a critical role in evaluating different alternatives for the shared-use path on the Hoan Bridge. These considerations include: • Maintenance – the regular upkeep of the shared-use path. This includes snow removal, snow storage, and drainage. • Real Estate Impacts – impacts on structures, roads, rail lines, parking lots, and other property. • Inspection and Emergency Vehicle Access – the ease with which essential vehicles such as a snooper for routine inspection or an ambulance for emergency operations can access the shared-use path; the ease with which an inspection team can fulfill its roles of routine fracture critical inspection (every 24 months). • Construction Schedule – the affect that the addition of a shared-use path will have on the construction schedule for the rehabilitation of the Hoan Bridge as described in Section 2.0 of thisDRAFT report. Cost Estimated construction costs have been developed for the alternatives presented in this study. Major areas of work have been identified, quantities estimated, and unit prices have been developed based on historic averages for similar types of work. In addition, a contingency factor has been added to the estimates that reflects the planning level of development and analysis of each of these alternatives.

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I-794, Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County Summary Table Alternative 1A Alternative 1B Alternative 2A Alternative 3B Alternative 4 NB I-794 reduced to 2 travel lanes; shared- Criteria NB I-794 reduced to 2 travel lanes; shared- No reduction in travel lanes; existing No reduction in travel lanes; shared-use path No reduction in travel lanes; shared-use path use path on east side of the existing use path in center of the existing structure structure widened to accommodate shared- over existing structure on separate structure structure use path on east side of facility Traffic Impacts – Corridor and traffic merges – Corridor and traffic merges – Results in acceptable levels of – Results in acceptable levels of – Results in acceptable levels of operate at LOS ‘E’ to ‘F’ in operate at LOS ‘E’ to ‘F’ in 2035 service along the segment and all service along the segment and all service along the segment and all  2035   merge/diverge locations within  merge/diverge locations within the  merge/diverge locations within the corridor corridor the corridor Structural Feasibility – Ramp at south end of the – South end of structure would – Existing structure will require – The entire length of the existing – Special erection method of the structure would require require widening significant retrofits to the main structure will require significant structure is needed due to high widening span tied arch and approach spans retrofits to support the shared-use elevation over the Milwaukee – Reduced northbound right     path  River – Reduced northbound right shoulder width to 8′ – New substructure supports will be shoulder width to 8′ required North and South – Access to existing trail – Access to existing trail – Access to existing trail – Access to existing trail connections – Access to existing trail Access Locations connections at the north and connections at the north and south connections at the north and south at the north and south ends are connections at the north and south south ends of the bridge are ends are difficult due to the need ends of the bridge are easily difficult due to the need to cross ends of the bridge are easily  easily signed and follow a  to cross active travel lanes of I  signed and follow a direct route  active travel lanes of I-794 to  signed and follow a direct route direct route 794 to provide connection to area provide connection to area trails trails and streets and streets − Agreements with a maintaining − Agreements with a maintaining − Location of shared-use path − Location of shared-use path greatly − Location and width of shared-use Maintenance authority needed for snow  authority needed for snow  greatly limits snow removal  limits snow removal capabilities  path make it extremely difficult  removal removal capabilities for snow removal equipment

– Real estate impacts limited to – Real estate impacts limited to – Right of way acquisition will be – The span lengths, and thus the – There is a 400′ gallery building access locations access locations necessary to construct the location of the support piers, may along the east edge of the Hoan Real Estate substructure supporting the need to be adjusted to avoid Bridge on the MMSD property Impacts      additional width of the obstruction above and underground that will complicate the placement superstructure of the new piers − Inspection and maintenance – Inspection and maintenance – Maintenance and inspection – Inspection can be performed from – Maintenance for the existing I vehicles would require closure would limit north bound traffic to hindered due to the shared-use the deck of the Hoan Bridge with 794 structures may be more Inspection/ of the bike lane 1 travel lane due to reduced right path being cantilevered from the standard man-lift inspection difficult and costly due to the Emergency shoulder width structure on the main span vehicles proximity of the proposed Vehicle − Potential difficulties for      separate facility

Other Considerations Access emergency responders due to – Potential difficulties for – Difficult for emergency vehicles to reduced number of lanes emergency responders due to provide assistance to those that may – Difficult for emergency vehicles reduced number of lanes require it to provide assistance

− South connection structural – One less barrier to construct DRAFT– Significant structural − Complex and multi-phased – Can be constructed as an Construction work may add to construction compared with Alternative 1A modifications and substructure construction required to retrofit independent project at a separate schedule construction will add considerable framing system time Schedule  – Additional time required for north     time to the construction schedule and south connections for this accelerated project 2011 Delivery $9.4 M $27.5 M $76.4 M $ 95.5 M $ 84.4 M

Cost Cost

No Significant Concerns Identified Caution Caution Red- Flag   Concerns Identified  Moderate Concerns Identified  Major Concerns Identified E - 5

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

TABLE OF CONTENTS

1.0 INTRODUCTION AND PURPOSE OF STUDY ...... 1 1.1 Goal and Purpose ...... 1 1.2 Location of Study ...... 1 1.3 History of Bay View to Downtown Bicycle Connectivity ...... 2 2.0 I-794 Lake Freeway (Hoan Bridge Rehabilitation) Project Scope ...... 5 3.0 EXISTING CONDITIONS EVALUATION ...... 8 3.1 The Hoan Bridge ...... 8 3.2 Bay View to Downtown Bicycle Path Connections ...... 8 4.0 DESIGN ELEMENTS ...... 10 5.0 DESCRIPTION OF ALTERNATIVES ...... 13 5.1 Alternative 1 – Shared-use path on existing facility ...... 13 5.2 Alternative 2 – Structure widened to accommodate shared-use path ...... 16 5.3 Alternative 3 – Provide Structure Below/Above Existing Bridge ...... 19 5.4 Alternative 4 – Structure proposed adjacent to the existing facility ...... 21 6.0 EVALUATION OF ALTERNATIVES ...... 23 6.1 Impact on Traffic Operations ...... 23 6.2 Structural Feasibility ...... 23 6.3 North and South Access Locations ...... 60 6.4 Other Considerations ...... 82 6.5 Cost ...... 92 7.0 SUMMARY TABLE OF ALTERNATIVES ...... 104 REFERENCES ...... 105 APPENDIX ...... 106

DRAFT

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

LIST OF EXHIBITS Exhibit 1.1: Bay View to Downtown Study Area ...... 3 Exhibit 1.2: Bay View to Downtown Stage 2 Preferred Alternatives, 2002 ...... 4 Exhibit 2.1: I-794 Repair Overview ...... 7 Exhibit 3.1: Existing Hoan Bridge Cross Section ...... 9 Exhibit 5.1: Alternative 1A Rendering...... 14 Exhibit 5.2: Alternative 1B Rendering...... 15 Exhibit 5.3: Alternative 2A Typical Section ...... 17 Exhibit 5.4: Alternative 2A Typical Section-Substructure Details ...... 18 Exhibit 5.5: Alternative 3B Typical Section ...... 20 Exhibit 5.6: Alternative 4 Rendering ...... 22 Exhibit 6.1: Alternative 1A Mid Span ...... 47 Exhibit 6.2: Alternative 1B Mid Span ...... 49 Exhibit 6.3: Alternative 2A Mid Span ...... 52 Exhibit 6.4: Alternative 3B Mid Span ...... 54 Exhibit 6.5: Alternative 4 Rendering ...... 57 Exhibit 6.6: Haunched Steel Box Girder ...... 58 Exhibit 6.7: Approach Span Steel Plate Girder ...... 59 Exhibit 6.8: South Access Route Locations – Alternative 1A ...... 61 Exhibit 6.9: North Access Route Locations Lincoln Memorial Drive – Alternative 1A ...... 63 Exhibit 6.10: South Access Route Locations – Alternative 1B ...... 65 Exhibit 6.11: North Access Route Locations Lincoln Memorial Drive – Alternative 1B .....67 Exhibit 6.12: South Access Route Locations – Alternative 2A ...... 69 Exhibit 6.13: North Access Route Locations Lincoln Memorial Drive – Alternative 2A .....71 Exhibit 6.14: South Access Route Locations – Alternative 3B ...... 73 Exhibit 6.15: North Access Route Locations Lincoln Memorial Drive – Alternative 3B .....75 Exhibit 6.16: South Access Route Locations – Alternative 4 ...... 77 Exhibit 6.17: North Access Route Locations Lincoln Memorial Drive – Alternative 4 ...... 80 Exhibit 6.18: North AccessDRAFT Route Locations Milwaukee River – Alternative 4 ...... 81 Exhibit 6.19: Alternative 2A/4 Pier Conflict Points...... 91

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

LIST OF FIGURES

Figure 6.1: Historic Average Weekday Traffic Volumes: I-94 and I-794 ...... 24 Figure 6.2: 2010 Monthly Variation of Average Weekday Traffic Volumes: I-794 ...... 25 Figure 6.3: 2010 Hourly Distribution of Weekday and Weekend Traffic: I-794 ...... 26 Figure 6.4: 2002-2010 Morning and Evening Peak Hour Percent of Weekday Traffic ...... 28 Figure 6.5: Historic Directional Distribution of Peak Hour Traffic: I-794 ...... 29 Figure 6.6: Freeway LOS Descriptions ...... 30 Figure 6.7: I-794 Historic AADT Patterns (1992-2010) ...... 34 Figure 6.8: I-794 AADT Year 2035 Projections ...... 35 Figure 6.9: Historic and Projected Hoan Bridge Peak Hour Traffic Volumes ...... 38 Figure 6.10: Pier reactions resulting from different loading configurations ...... 45 Figure 6.11: Pier reactions resulting from different loading configurations ...... 45 Figure 6.12: Maximum and minimum moments resulting from different loading configurations ...... 45 Figure 6.13: Maximum and minimum moments resulting from different loading configurations ...... 46

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I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

LIST OF TABLES

Table 4.1 Design Criteria ...... 11 Table 6.1: Highest Hourly Traffic Volumes on the Hoan Bridge: 2010 ...... 27 Table 6.2: Existing Peak Hour Operating Conditions: I-794 ...... 32 Table 6.3: Projected Average Annual Weekday Hoan Bridge Traffic Volumes ...... 36 Table 6.4: Hoan Bridge Traffic Projection Summary ...... 37 Table 6.5: Recommended Traffic Projections for Analysis of Hoan Bridge Operating Conditions ...... 39 Table 6.6: Summary of Year 2035 Hoan Bridge Operation with 3 or 2 Lanes ...... 40 Table 6.7: Hoan Bridge Level of Service Summary ...... 41 Table 6.8: I-794 Level of Service Summary for Alternatives 1A and 1B with Two Northbound Traffic Lanes ...... 42 Table 6.9: I-794 Level of Service Summary for Alternatives 1A and 1B with Two Southbound Traffic Lanes ...... 42 Table 6.10: I-794 Level of Service Summary for Alternatives 2A, 3B, and 4 with Three North and Southbound Traffic Lanes ...... 43 Table 6.11: Total Loads to One Half of the Structure ...... 44 Table 6.12: Alternative 1A Consideration Items ...... 83 Table 6.13: Alternative 1B Consideration Items ...... 84 Table 6.14: Alternative 2A Consideration Items ...... 85 Table 6.15: Alternative 3B Consideration Items ...... 87 Table 6.16: Alternative 4 Consideration Items ...... 88 Table 6.17: Cost Estimates for Alternatives ...... 93 Table 6.18: Alternative 1A Cost Estimate ...... 94 Table 6.19: Alternative 1B Cost Estimate ...... 96 Table 6.20: Alternative 2A Cost Estimate ...... 99 Table 6.21: Alternative 3B Cost Estimate ...... 101 Table 6.22: Alternative 4DRAFT Cost Estimate ...... 103

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

1.0 INTRODUCTION AND PURPOSE OF STUDY 1.1 Goal and Purpose In accordance with requirements set forth by the Federal Highway Administration (FHWA), as well as state laws and policies, the Wisconsin Department of Transportation (WisDOT) is evaluating the feasibility of adding a shared-use path to the Daniel Hoan Bridge (Hoan Bridge) as part of the rehabilitation project which is expected to begin in 2013. This study includes an evaluation of the feasibility of alternatives for a shared-use path along Interstate 794, Lake Freeway (I-794), specifically along the Hoan Bridge.

Although, I-794 is signed as an east/west highway route, the portion of the highway that is being studied in this report travels north and south along the shoreline of Lake Michigan. For this reason, the terms northbound and southbound will be used throughout this report when describing the travel lanes.

I-794, Lake Freeway and the Hoan Bridge connect Downtown Milwaukee to the southern Milwaukee neighborhoods such as Bay View, Oak Creek, and Cudahy across the Milwaukee River inlet. It serves as a key transportation connection to numerous Milwaukee neighborhoods. The facility carries over 40,000 vehicles per day and provides a critical link for the movement of passengers and cargo. Between 100,000 and 120,000 trucks enter the Port of Milwaukee located below the Hoan Bridge each year and roughly half of these trucks use the Hoan Bridge. The Hoan Bridge was originally constructed from 1970-1972. Michael Baker Jr., Inc. (Baker) has been selected by WisDOT to develop design plans to remove and replace the existing bridge deck and make structural modifications. Construction is scheduled to start in 2013.

This document summarizes the findings of an evaluation of the feasibility of adding a shared- use path to the Hoan Bridge. The purpose of the report is to:

• Address the I-794 Lake Freeway (Hoan Bridge Rehabilitation) project scope, • Provide an evaluation of existing conditions, • Discuss the design elements used in the study, • Describe the alternatives that are being evaluated, and • Provide a thorough evaluation of these alternatives from a traffic, structural, accessibility, and cost analysis DRAFTstandpoint. 1.2 Location of Study

The Hoan Bridge is bounded by: Downtown Milwaukee to the north, Lake Michigan to the east, the Bay View Neighborhood to the South and the Milwaukee River Inlet to the west (Exhibit 1.1). Currently, bicyclists and pedestrians use the Oak Leaf Trail and municipal streets as an alternative to the Hoan Bridge for traveling between the Bay View neighborhood and Downtown

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Milwaukee. Section 3.0 of this report provides further details into the existing connectivity between Bay View and Downtown.

1.3 History of Bay View to Downtown Bicycle Connectivity

In 1997, WisDOT sponsored a study to determine how to best utilize a $1.5 million appropriation provided through the Intermodal Surface Transportation Efficiency Act of 1991. The goal of this study was to plan, design, and construct a facility that would “enhance the use of bicycles as an alternative mode of transportation between Downtown Milwaukee and the Bay View Neighborhood for both commuter and recreational purposes, with an emphasis on commuter travel.”

The study was broken into a three-stage process. Stage 1 involved the identification of alternative routes in the corridor and the selection of several routes for further study. In Stage 2, concept-level design was conducted to aid in the selection of a preferred bicycle route. During Stage 3, construction plans and documents were prepared for the preferred alternative and, as is further discussed in section 3.2 of this report, construction is currently under way (2011).

There were three alternatives selected for further study during Stage 1 (Exhibit 1.2). These routes included:

• Alternative 3 (Second Street)–involved the conversion of Second Street from four lanes with parking on both sides to two lanes with separate bike and parking lanes on both sides • Alternative 9 (Former Union Pacific Railroad) –involved the construction of a bikeway on an unused railroad corridor (formerly the Union Pacific Railroad) • Alternative 15T (Hoan Bridge) –involved the conversion of I-794 from three lanes to two in the northbound direction and the construction of a temporary bikeway on the east side of the Hoan Bridge

The result of the Stage 2 report was the decision to proceed with the design and construction of Alternative 9. The current state of Alternative 9 is discussed further in Section 3.2 of this report. DRAFT

INTERSTATE 794 n

w e DOWNTOWN MILWAUKEE s

INTERSTATE 794

S 2ND STREET

INTERSTATE 94

S CARFERRY DRIVE

S 1ST STREET I-794 (LAKE FREEWAY)

UNION PACIFIC RAILROAD

S HARBOR DRIVE CANADIAN PACIFIC RAILROAD PACIFIC CANADIAN DRAFTS KINNICKINNIC AVENEUE

S BAY STREET

LEGEND

BAY VIEW TO DOWNTOWN BAY VIEW STUDY AREA LIMITS NEIGHBORHOOD

EXHIBIT 1.1 - BAY VIEW TO DOWNTOWN STUDY AREA I-794 (LAKE FREEWAY) MILWAUKEE COUNTY, WI n

INTERSTATE w e 794 OAK LEAF TRAIL AT VETERANS PARK

PITTSBURGH AVENUE

INTERSTATE

794 S 2ND STREET 2ND S

INTERSTATE 94

S CARFERRY DRIVE

I-794 (LAKE FREEWAY)

S 1ST STREET

UNION PACIFIC RAILROAD

S HARBOR DRIVE CANADIAN PACIFIC RAILROAD PACIFIC CANADIAN MAPLE STREET DRAFT

OAK LEAF TRAIL LEGEND S BAY STREET AT CUPERTINO PARK 2002 BAY VIEW TO DOWNTOWN BICYCLE ROUTE STUDY-STAGE 2

ALTERNATIVE 3 - S 2ND STREET PRIMARY ROUTE

ALTERNATIVE 9 - UP/CP RAILROAD CORRIDOR PRIMARY ROUTE

S KINNICKINNIC ALTERNATIVE 15T - HOAN BRIDGE PRIMARY ROUTE

AVENUE CURRENT OAK LEAF TRAIL

DOWNTOWN TO BAYVIEW BIKEWAY PHASE 2 (ID: 1302-00-71)

EXHIBIT 1.2 - BAY VIEW TO DOWNTOWN STAGE 2 ALTERNATIVES, 2002 I-794 (LAKE FREEWAY) MILWAUKEE COUNTY, WI I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

2.0 I-794 LAKE FREEWAY (HOAN BRIDGE REHABILITATION) PROJECT SCOPE

The Hoan Bridge is a two mile long structure carrying I-794 over the Milwaukee River and several properties along the city’s lakefront. The main span over the Milwaukee River is a continuous tied arch structure. The approach spans are comprised of units using the girder/floor beam/stringer system and multi-girder system.

GRAEF, under contract with WisDOT, conducted a field inspection of the Hoan Bridge from August 26, 2010 until November 5, 2010. The inspection resulted in a recommendation to replace the existing bridge deck and to repaint the existing steel members. These improvements will address the majority of the deficiencies identified through the inspection process.

As a result of the 2010 inspections, WisDOT is moving forward on a project to make major improvements to the Hoan Bridge and the I-794 Freeway. This project is divided into three segments (Exhibit 2.1):

1. I-794 East-West (Milwaukee River to the Lake Interchange) • Remove and replace bridges with new structures 2. Lake Interchange (I-794 East-West to the Hoan Bridge) • Overlay concrete and repair concrete surface 3. Hoan Bridge (Lake Interchange to Lincoln Avenue) • Remove and replace the existing bridge deck and make structural modifications • Blast, clean, and repaint the bridge steel

Though the Hoan Bridge deck replacement project currently does not include the addition of a shared-use path to the bridge, certain FHWA guidelines recommend investigating the feasibility of adding a shared-use path to projects involving a bridge redeck.

FHWA policy states that:

“Bridges are essential in any transportation network and many Interstate or other freeway bridges often are the only possible bridges across rivers, canyons, railroads, other highways, or other major barriers. Major highway bridges often are necessary links for nonmotorized DRAFTtransportation networks.” “Bicyclists and pedestrians should be accommodated in new construction in corridors where there is current or potential demand. Under 23 U.S.C. 217(g), transportation plans must consider bicycle and pedestrian accommodations.” (U.S. Department of Transportation Federal Highway Administration [Online], 2011)

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Additionally under 23 U.S.C. 217(e), bridge deck replacement and rehabilitation must consider bicyclists:

“In any case where a highway bridge deck being replaced or rehabilitated with Federal financial participation is located on a highway on which bicycles are permitted to operate at each end of such bridge, and the Secretary determines that the safe accommodation of bicycles can be provided at reasonable cost as part of such replacement or rehabilitation, then such bridge shall be so replaced or rehabilitated as to provide such safe accommodations.”

WisDOT policy regarding bicycle and pedestrian accommodation is in conformance to federal policy and pursuant to Wisconsin State Statue 84.01(35) “Complete Streets Law” and Administrative Code Chapter Trans 75. The law is to include bicycle and pedestrian facilities on all new construction and reconstruction highway projects funded in whole or in part from state or federal funds, facilities may only be omitted when exceptional conditions apply. For improvements not defined as new construction or reconstruction federal law and policy, as well as state policy still require the consideration for potential inclusion of bicycle and pedestrian accommodation. There are bicycle and pedestrian design practices and principles that are applied to benefit and improve the safety of all roadway users.

While this study recognizes the importance of investigating a shared-use path on the Hoan Bridge, certain factors have been taken into consideration:

• The Lake Park Freeway south of Carferry Drive does not currently allow bicyclists on the facility.

• The planning horizon accounts for 20 years of traffic growth. • The scope of the Hoan Bridge project is a rehabilitation of the current bridge structure. This would signify that any pedestrian or bicycle accommodation that would require reconstruction of the main span is outside of the scope of the project. • Finally, any alternative that would involve a “separate bridge” is technically a separate project that could be built concurrently and not necessarily be considered part of the Hoan Bridge rehabilitation. DRAFT

n e

I-794 EAST-WEST - COMPLETE REPLACEMENT

LAKE INTERCHANGE

- CONCRETE OVERLAY - CONCRETE SURFACE REPAIRS

HOAN BRIDGE - REPLACE DECK - BLAST CLEAN AND REPAINT STEEL - RETROFITTING OF SHIPLAP JOINTS DRAFT EXHIBIT 2.1 - I-794 REPAIR OVERVIEW I-794 (LAKE FREEWAY) MILWAUKEE COUNTY, WI I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

3.0 EXISTING CONDITIONS EVALUATION 3.1 The Hoan Bridge The Hoan Bridge in its existing condition is 108 feet wide and consists of three 12 foot wide travel lanes in both the northbound and southbound directions. In both directions of travel, the left shoulder is 6 feet wide and the right shoulder is 10 feet wide (Exhibit 3.1). In 2011, traffic traveling along the bridge was reduced to two lanes in both the northbound and southbound directions due to ongoing maintenance projects. The posted speed limit is 50 miles per hour. The Hoan Bridge currently accommodates motor vehicle traffic only and is posted to prohibit bicyclists and pedestrians.

The Hoan Bridge was opened to traffic in 1977. In 1998 the Lake Parkway was connected with access to Oklahoma, Howard and Layton Avenues. Traffic volume patterns on the Hoan Bridge were impacted over the last 10 years by the I-794 repairs in 2001, reconstruction of the Marquette Interchange between 2003 and 2008, and more recently by the current (2011) reconstruction activities at the Mitchell Interchange and the segment of I-94 in Racine and Kenosha counties. It can be concluded that although construction activity has directly affected the I-94 traffic volumes, traffic on the Hoan Bridge has remained relatively stable during the same time period.

Recent inspections have shown the need for repairs to the bridge. GRAEF’s field inspections of August 26, 2010 through November 5, 2010, resulted in various observations:

• The girders are in fair to good condition. • Local areas of laminate rust exist along the top flanges, bottom flanges, and shiplaps at the expansion location. • The shiplaps are in poor condition and covered with corrosion due to the leaking expansion joints. • Delaminations, spalls, and cracks are common in the underside of the concrete deck.

3.2 Bay View to Downtown Bicycle Path Connections The Milwaukee County Oak Leaf Trail currently acts as the primary bike trail connecting the Bay View neighborhood to Downtown. The trail is off-road at Cupertino Park and transitions to a route along a series of municipal streets at Russell Avenue at the south end of the Hoan Bridge. Traveling along the variousDRAFT municipal streets north to Michigan Avenue, the off-road segments of the trail resume either along the west side of Lincoln Memorial Drive or along Lake Michigan, east of the Milwaukee Art Museum and north of the Discovery World Museum. At the north end there is also a connection to the Hank Aaron State Trail at Lakeshore State Park.

The portion of the project along the former Union Pacific Railroad right of way (Alternative 9) is being designed and constructed by the City of Milwaukee. Another portion of Alternative 9 along East Bay Street is currently under construction, which began in 2011 and is expected to continue through 2012. 8

` ` TIE GIRDER TIE GIRDER AND ARCH AND ARCH

4'-0" 114'-0" 4'-0" CLEAR WIDTH 108'-0" ` I-794

52'-0" 4'-0" 52'-0" CLEAR WIDTH CLEAR WIDTH

3'-0" 10'-0" 12'-0" 12'-0" 12'-0" 6'-0" 6'-0" 12'-0" 12'-0" 12'-0" 10'-0" SHOULDER TRAVEL LANE TRAVEL LANE TRAVEL LANE SHOULDER SHOULDER TRAVEL LANE TRAVEL LANE TRAVEL LANE SHOULDER 32"

TYPICAL EXISTING SECTION HOAN BRIDGE DRAFTLOOKING NORTH EXHIBIT 3.1 - TYPICAL EXISTING SECTION AT MAIN SPAN I-794 (LAKE FREEWAY) MILWAUKEE COUNTY, WI I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

4.0 DESIGN ELEMENTS

WisDOT standards state that the shared-use path on a high-speed facility such as the Hoan Bridge would require that the shared-use path be separated by a barrier. Further the shared-use path must comply with other design and safety measures which include compliance with the Americans with Disabilities Act.

The previously prepared Stage 1 & Stage 2 reports provided a comprehensive review of many elements that are often considered when evaluating and comparing routes between destinations. Elements such as wind, safety, aesthetics, lighting, and various other considerations were all components of the study. It is important to note that the intent of this study is to evaluate the feasibility of adding a shared-use path specifically to the Hoan Bridge facility. The evaluation of each alternative is focused on the following components:

1. The ability of the facility to maintain acceptable operating conditions for both existing and future traffic growth 2. An evaluation of the structural components of the existing facility and the compatibility with the proposed alternatives, i.e. what needs to be done to the existing structure to accommodate each of the proposed conditions 3. An evaluation of the feasibility of safe access to the bicycle/pedestrian facility from the north and south ends and the network connectivity to the existing trail facilities 4. Other considerations beyond structural feasibility and access that play a critical role in evaluating different alternatives for the bicycle/pedestrian facility on the Hoan Bridge include: maintenance, real estate impacts, inspection and emergency vehicle access and impacts to construction schedule 5. Cost of constructing the shared-use path Given the engineering focus of this study, design criteria were developed based on engineering guidelines accepted by both FHWA and WisDOT. The resources include:

• WisDOT’s Facilities Development Manual (FDM) • WisDOT’s Bridge Design Manual • WisDOT’s Bicycle Facility Planning Handbook • AASHTO’s GuideDRAFT for the Development of Bicycle Facilities • AASHTO’s A Policy on the Geometric Design of Highways and Streets • AASHTO’s A Policy on Design Standards – Interstate System • FHWA’s Manual on Uniform Traffic Control Devices

The following table provides guidance on the various design elements that guide the geometric development and feasibility analysis:

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Table 4.1 Design Criteria Value Design Criteria Source Minimum Desirable Interstate Highway Traffic Lane Width 12' 12' FDM 11-44-1.3.1 Right Shoulder Width 4' 10' FDM 11-44-1.3.5 Left Shoulder Width (4 Lanes) 4' 4' 11-35-1 -1.2.1 (Minimum based on long bridge criteria) Left Shoulder Width (6+ Lanes) 4' 10' Ramp width for single lane with curb on both 22′ FDM 11-30-5.1 sides Paved Shared-Use Path Width (Off-Street) FDM 11-46-15.6 (Two-Way) 10' WI Bicycle Facility Design Handbook 4.4 (8' width only allowable under certain conditions) Paved Shared-Use Path (On Structure > 45 mph) FDM 11-46-15.6 Two-Way Clear Width 12' 14' (8' width only allowable under certain conditions) FDM 11-35-1.6.3 Barrier Width Requirement > 45 mph 2' The minimum clear width of a shared-use path on a structure is 2’ wider than the path Vertical Barriers Between Path and Traveled Way 42" 42" WI Bicycle Facility Design Handbook 4.3.1 & 2.9.1 Outside Path 42" 54" FDM 11-35-1.6.3 MIN: WI Bicycle Facility Design Handbook 4.16.1 MAX: 11' Maxium for Inspection Equipment Apsen UB-60 and A-62 Fence Height / Protective Screening 9' 11' FDM 11-35-1.6.3

WisDOT Bridge Manual Chapter 37

Grades Sustained Grades (Longer than 800 ft) 2-3% WI Bicycle Facility Design Handbook 4.8 Maximum Grade1 for any distance 2-3% 5%

Shared-Use Path Design Speed 4% or Less 20 mph WI Bicycle Facility Design Handbook 4.6 Greater than 4% and Longer than 500 ft 30 mph WI Bicycle Facility Design Handbook 4.6 Pavement Cross Slopes 2% (Max) WI Bicycle Facility Design Handbook 4.12 Access Ramp Design Radius 36' minimum 12 mph WI Bicycle Facility Design Handbook 4.7 20 mph 100' minimum AASHTO LRFD Guide Specifications for the Design of Pedestrian Bridge Loading 90 psf Pedestrian Bridges, 2009 DRAFTWisDOT Bridge Manual Chapter 37 AASHTO LRFD Guide Specifications for the Design of H10 Design Load (Separate Path Alt 3/4) Pedestrian Bridges, 2009 (For Clear Width > 0 ft) WisDOT Bridge Manual Chapter 37

₁Maximum allowable running grade without handrails is 5.0% according to ADA Standards for Accessible Design (US DOJ, 1991)

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Table 4.1 (continued)

Design Criteria Value Source Minimum Desirable Maintenance Design Vehicle / Existing Inspection Equipment 12' Minimum Width Working Width for Bridge Inspection Vehicles Aspen UB-60 and A-62 Offset to Separate Structure Main Span 13' 16' Aspen UB-60 and A-62 Specifications Approach Span at Dock Walls I-794 & Separate Structure Inspected from ground 2' 16' surface. FDM 11-35-1 Vertical clearance over I-794 17'-9" Desirable WI Bicycle Facility Design Handbook 4.16.1 Vertical Clearance Over Milwaukee River 120' Above Low Water United States Coast Guard FDM 11-35-1 Vertical Clearance Over Rail Road 23' Desirable WI Bicycle Facility Design Handbook 4.16.1 WI Bicycle Facility Design Handbook 4.5 Vertical Clearance Over Suspended Path 8' 10' WDNR uses 12' for snow removal purposes Guidance for Separation of Bicycle & Pedestrian Excessive Speed WI Bicycle Facility Design Handbook 4.17.1 Users High Volume of Ped Users

DRAFT

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

5.0 DESCRIPTION OF ALTERNATIVES

The scope of the current study addressed four alternatives to provide a shared-use path on the Hoan Bridge. These alternatives were studied by WisDOT and the consultant team and have been expanded to include additional sub-alternatives.

5.1 Alternative 1 – Shared-use path on existing facility

Alternative 1 involves adding a shared-use path on the existing Hoan Bridge/I 794 structure without increasing the width of the bridge. This alternative would require the reduction of motor vehicle travel lanes from three to two in one direction along the Hoan Bridge to accommodate the shared-use path. This Alternative is very similar to what was presented in the Bay View to Downtown Bicycle Route Study Stage 2 Report. In order to comply with the design criteria a 14 foot shared-use path with a 4-foot median shoulder and an 8 foot outside shoulder was studied as opposed to a 13-foot shared-use path with a 3 foot median shoulder and a 10-foot outside shoulder.

Alternative 1A (Exhibit 5.1) The objective of this alternative is to place a shared-use path within the clear width of the existing structure, without widening or making geometric alterations to the structure. In order to fit the shared-use path into the existing clear width, northbound traffic will be reduced to two12-foot lanes with a 4-foot median shoulder and 8-foot outside shoulder. A 14-foot shared-use path and a traffic barrier will be added on the east side of the structure. Southbound traffic will continue to utilize three travel lanes (the same as the existing conditions).

Alternative 1B (Exhibit 5.2) The objective of this alternative is to place a shared-use path within the clear width of the existing structure, without widening or making geometric alterations to the structure. In order to fit the shared-use path into the existing clear width, northbound traffic will be reduced to two 12-foot lanes with a 4-foot median shoulder and 10-foot outside shoulder. A 14-foot shared-use path and a traffic barrier will be added down the center the structure. Southbound traffic will continue to utilize three travel lanes (the same as the existing conditions).

Alternative 1C (DRAFTEliminated from further study) Alternative 1C involves the reduction of the I-794 northbound and southbound lanes from three to two travel lanes in each direction. Under this alternative, a one-way shared use path would be provided on each side of I-794. This alternative did not proceed to further study in this report since it does not meet WisDOT’s criteria. When planning for shared-use paths, WisDOT does not consider one-way shared use paths.

DRAFT EXHIBIT 5.1 - ALTERNATIVE 1A TYPICAL SECTION I-794 (LAKE FREEWAY) MILWAUKEE COUNTY, WI DRAFT EXHIBIT 5.2 - ALTERNATIVE 1B TYPICAL SECTION I-794 (LAKE FREEWAY) MILWAUKEE COUNTY, WI I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

5.2 Alternative 2 – Structure widened to accommodate shared-use path Alternative 2 incorporates the widening of the Hoan Bridge to accommodate a shared-use path. Alternative 2A (Exhibits 5.3-5.4) The objective of this alternative is to create a shared-use path on the east side of the structure while maintaining all existing travel lanes. The resulting widened northbound bridge section would consist of a 6-foot median shoulder, three 12-foot wide travel lanes, one 10-foot wide outside shoulder, one concrete barrier approximately 2-feet in width, a 14 foot shared-use path and one concrete barrier with protective screening. The Hoan Bridge will need to be widened approximately 16-feet and support piers will need to be added to accommodate the new shared-use path. Alternative 2B (Eliminated from further study) Alternative 2B involves a shared-use path in the center of I-794. The shared-use path would be offset from the centerline. If a shared-use path were to be placed in the center of the bridge, the widening of the bridge would result in one of the travel lanes located to the outside of the tied arch. This would cause safety concerns for motorists as they attempted to maneuver between lanes that would be separated by the arch. This alternative was not carried forward for further study due to these safety concerns. Alternative 2C (Eliminated from further study) Alternative 2C involves one-way shared-use paths on both sides of I-794. Similar to Alternative 2A, the bridge would be widened on the approach spans to accommodate the shared-use paths. The paths would taper out when they reached the tie girders to extend outside of the arch. Similar to concerns identified for alternative 1C, this did not proceed to a more in depth study as it does not meet WisDOT’s criteria for a shared-use path. Alternative 2D (Eliminated from further study) Alternative 2D involves widening to accommodate a shared-use path with a raised median separation between pedestrian and bicycle facilities. Similar to Alternative 2A, the bridge would be widened on the approach spans to accommodate the shared-use path. The path would be located outside of the arch on the main span. The need to provide separation between pedestrians and bicyclists is reserved for locations where high volumes of both users are present. This alternative did not proceed further into the study because a need to separate pedestrians and bicyclists has not been identified for this location. Alternative 2E (EliminatedDRAFT from further study) Alternative 2E involves studying the maximum width that the bridge could be widened without requiring modifications to the existing superstructure or substructure. The maximum amount that the bridge could be widened is 3- feet on the approach spans and no widening on the main span. The allowable widening was not enough to allow for a shared-use path and maintain three travel lanes and therefore this alternative did not proceed further into the study.

DRAFT EXHIBIT 5.3 - ALTERNATIVE 2A TYPICAL SECTION I-794 (LAKE FREEWAY) MILWAUKEE COUNTY, WI ` I-794

+ 68' -

+ 2' - 6' 12' 12' 12' 10' 14' SHOULDER TRAVEL LANE TRAVEL LANE TRAVEL LANE SHOULDER SHARED-USE PATH

CONCRETE PARAPET TYPE HF 9'-0" MIN. 2' 14' 1' SHARED-USE PATH 42"

54" MIN.

32"

EXISTING TIE GIRDER

1' 3' 10' 4' EXISTING FLOOR BEAM 16'

TYPICAL PROPOSED SECTION-ALTERNATIVE 2A EAST SIDE SHARED-USE PATH W/ WIDENED DECK

THROUGH MAIN SPAN

EXISTING PIER SHOWN FOR INFORMATION ONLY

NEW PIER SUPPORTING WIDENED PORTION OF BRIDGE

TYPICAL PROPOSED SECTION-ALTERNATIVE 2A EAST SIDE SHARED-USE PATH W/ WIDENED DECK SUPPORT DETAILS LOOKING NORTHDRAFT

EXHIBIT 5.4 - ALTERNATIVE 2A TYPICAL SECTION-SUBSTRUCTURE DETAIL I-794 (LAKE FREEWAY) MILWAUKEE COUNTY, WI I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

5.3 Alternative 3 – Provide Structure Below/Above Existing Bridge

Alternative 3A (Eliminated from further study) Alternative 3A does not require a reduction in travel lanes along I-794. To achieve this, a shared use path underneath the Hoan Bridge was evaluated. The minimum navigable vertical clearance at the harbor inlet is 120 feet, which is a United States Coast Guard minimum standard at all ports throughout the Great Lakes. The floor beam system between the arch ties does not allow a pedestrian facility to be located within the existing superstructure depth of the main span. A facility under the Hoan Bridge will infringe on the minimum vertical clearance of the navigable channel by approximately 12 feet and would represent a 10% reduction to the existing vertical clearance. Reduction in the minimum vertical clearance might have future implications on the economics of the Port of Milwaukee by forcing shipping to seek other ports with adequate clearance.

North and south of the main span, the shared-use path can be accommodated below the structure, and it will need to be located below the pier caps. Vertical clearances above railroads, surface streets, and buildings adjacent to the Port of Milwaukee, MMSD, and Summerfest would be significantly reduced to values less than design standards allow.

Based on the vertical clearance restrictions, this alternative was not considered for further evaluation.

Alternative 3B (Exhibit 5.5) Alternative 3B proposes the construction of an additional structure above the roadway of the existing Hoan Bridge. Like Alternative 3A, Alternative 3B does not require a reduction in travel lanes along I-794. The new shared-use path would be constructed over the center of the existing I-794 facility.

DRAFT

TIE GIRDER AND ARCH 4'-0" `

3'-0"

32" SHOULDER 10'-0" TRAVEL LANE 12'-0" CLEAR WIDTH 52'-0" TRAVEL LANE EXHIBIT 5.5-ALTERNATIVE 3BTYPICALSECTION 12'-0" I-794 (LAKE FREEWAY)

DRAFT17'-9" VERTICAL CLEARANCE TRAVEL LANE 12'-0" MILWAUKEE COUNTY,WI TYPICAL SECTION-MAINSPAN

10'-0" MIN. CLEARANCE SHOULDER

6'-0" 32" SHARED USEPATH LOOKING NORTH HOAN BRIDGE ` I-794 14'-0" 4'-0"

CLEAR WIDTH 108'-0" 114'-0" SHOULDER

32" 6'-0"

9'-0" MIN. TRAVEL LANE 12'-0" TRAVEL LANE 12'-0" CLEAR WIDTH 52'-0" TRAVEL LANE 12'-0" SHOULDER 10'-0"

32" 3'-0"

TIE GIRDER AND ARCH 4'-0" `

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

5.4 Alternative 4 – Structure proposed adjacent to the existing facility (Exhibit 5.6)

Alternative 4 proposes a shared-use bridge as a separate structure parallel and adjacent to the existing Hoan Bridge. The new bridge would span over the Milwaukee River entrance to the inner harbor, Henry Maier Festival Park, MMSD's Jones Island Wastewater Treatment Plant, and the Port of Milwaukee facilities. For the purposes of this study, the length of the bridge is planned to match the length of the existing I-794 facility. A shorter structure is possible, but considerations such as multiple railroad crossings, potential future Port of Milwaukee development, and the elevation the access points would need to reach make this a less desirable option.

DRAFT

DRAFT EXHIBIT 5.6 - ALTERNATIVE 4 TYPICAL SECTION I-794 (LAKE FREEWAY) MILWAUKEE COUNTY, WI I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

6.0 EVALUATION OF ALTERNATIVES

The alternatives described in Section 5.0 were analyzed using the following criteria:

• Impact on traffic operations • Structural feasibility • North and south access locations • Other considerations, such as maintenance, real estate impacts, inspection and emergency vehicle access, and construction schedule impacts • Cost

6.1 Impact on Traffic Operations

6.1.1 Background

This section summarizes the traffic study prepared to analyze the short and long-term impacts of modifying the six-lane Hoan Bridge (I-794) by converting an existing northbound or southbound traffic lane for use as an exclusive shared-use path. In order to analyze the impact of a shared-use path on the Hoan Bridge the first step is to determine existing traffic levels and operating conditions during peak traffic time periods. The next steps are to identify future traffic volumes and future operating conditions with and without a shared-use path on the Hoan Bridge. This report will initially identify year 2035 average annual daily traffic (AADT), annual average weekday (AWDY) traffic volumes followed by the identification of peak directional traffic volumes on the Hoan Bridge. For purposes of this traffic analysis it is assumed that either the northbound or southbound direction of travel on the Hoan Bridge between the Lake Interchange and Carferry Drive Interchange would be reduced from three lanes to two lanes of traffic.

6.1.2 Existing Conditions

Existing Traffic: The Hoan Bridge was opened to traffic in 1977. In 1998 the Hoan Bridge was connected to the Lake Parkway with access to Oklahoma, Howard and Layton Avenues. Traffic volume patterns on the Hoan Bridge have been impacted over the last 10 years by the I-794 deck girder cracks in December 2000, reconstruction of the Marquette Interchange between the fall of 2003 and Labor Day of 2008, and more recently by the current reconstruction activities at the Mitchell Interchange and the segment of I-94 in Racine and Kenosha counties. Figure 6.1 illustrates the average annualDRAFT weekday (AWDY) traffic volume levels on both the Hoan Bridge and on the parallel segment of I-94 between the Mitchell and Marquette Interchanges for 2002 through 2010. From Figure 6.1 it can be concluded that although construction activity has directly affected the I-94 traffic volumes, traffic on the Hoan Bridge has remained relatively stable during the same time period.

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Figure 6.1: Historic Average Weekday Traffic Volumes: I-94 and I-794

DRAFT

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Figure 6.2 illustrates the monthly variation of average weekday traffic volumes on the Hoan Bridge in 2010. The month of June represents the highest volume month of the year with the lowest volume month occurring in January. Traffic volumes ranged during these months from 42,600 to 51,800 vehicles per day. Interestingly, the current lane closure from 3 to 2 traffic lanes in both directions of travel on the Hoan Bridge for maintenance activity indicates a June, 2011 reduction of 12% in weekday volume compared to 2010 volumes going from 51,800 vpd to 45,400 vpd.

Figure 6.2: 2010 Monthly Variation of Average Weekday Traffic Volumes: I-794

2010 Monthly Variation of Average Weekday Traffic Volumes: I-794 110%

105%

100%

95%

90% Percent of Average Annual Weekday Traffic (AAWDT) (AAWDT) Traffic Weekday Annual Average of Percent

85% Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Month

DRAFT

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

For traffic operation analysis purposes, average weekday volumes are broken down into peak hour traffic volumes that occur during the morning and evening commuter peak hour time periods. Figure 6.3 illustrates the average annual weekday, Saturday, and Sunday hourly distribution of two-way traffic on the Hoan Bridge. As shown on Figure 6.3, the 2010 morning 7:00 to 8:00 am peak hour totals 4,515vph compared to 4,555 vph during the evening 5:00 to 6:00 pm peak hour. It is noted that prior to 2007, the evening peak hour on the Hoan Bridge occurred from 4:00 to 5:00 pm, but has shifted to 5:00 to 6:00 pm since 2007. Regardless of starting at 4:00 pm or 5:00 pm, the magnitude of traffic in the evening peak hour has remained consistent with slight growth. The morning peak hour has fallen between 7:00 to 8:00 am since 2002. Figure 6.3 also illustrates that weekend Saturday and Sunday peak hour volume patterns are typically less than those experienced on the Hoan Bridge during normal commuter peak hour time periods.

Figure 6.3: 2010 Hourly Distribution of Weekday and Weekend Traffic: I-794

2010 Hourly Distribution of Weekday and Weekend Traffic: I-794 5,000

4,500

4,000

3,500

3,000

2,500 Weekday I-794 Traffic Saturday I-794 Traffic

Traffic Volume 2,000 Sunday I-794 Traffic

1,500

1,000

500

0 0 2 4 6 8 10 12 14 16 18 20 22 24 Time DRAFT

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Table 6.1 summarizes the ten highest hourly traffic volumes in each direction of travel on the Hoan Bridge in 2010. The highest hourly traffic volumes in the northbound direction occur on Tuesdays and Wednesdays during the 7:00 am to 8:00 am time period. The highest hourly traffic volumes in the southbound direction occur predominantly on Wednesdays during the 5:00 pm to 6:00 pm time period. Interestingly, special events such as Summerfest or the 4th of July fireworks associated with the Milwaukee Lakefront do not generate the highest traffic volumes compared to volumes that occur on a regular weekday peak hour basis. Most high attendance events on the Milwaukee Lakefront have detailed traffic management plans to spread traffic impacts over the adjacent downtown street grid and incorporate special utilization of the Milwaukee County Transit System. From the data in Table 6.1, it appears that the Milwaukee Lakefront events do not produce peak traffic volumes on the Hoan Bridge that surpass the weekday peak hour volumes.

Table 6.1: Highest Hourly Traffic Volumes on the Hoan Bridge: 2010

Northbound I-794 Southbound I-794 Date Day Time Volume Date Day Time Volume 1 Sep 15 Wed 7 AM 3,987 Jul 28 Wed 5 PM 4,183 2 Mar 31 Wed 7 AM 3,985 Jun 16 Wed 5 PM 4,169 3 Sep 14 Tue 7 AM 3,984 Jun 30 Wed 5 PM 4,134 4 Sep 28 Tue 7 AM 3,983 Jul 21 Wed 5 PM 4,131 5 Sep 22 Wed 7 AM 3,982 Jun 9 Wed 5 PM 4,089 6 Jan 26 Tue 7 AM 3,950 Jun 15 Tue 5 PM 4,041 7 May 19 Wed 7 AM 3,944 Jun 7 Mon 5 PM 4,018 8 Sep 29 Wed 7 AM 3,937 Jun 22 Tue 5 PM 4,003 9 May 12 Wed 7 AM 3,925 Jul 14 Wed 5 PM 3,999 10 Feb 23 Tue 7 AM 3,918 Aug 4 Wed 5 PM 3,992

DRAFT

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

For traffic operations analysis purposes it is necessary to define in greater detail morning and evening peak hour traffic characteristics. As shown on Figure 6.4, peak hour traffic volumes have varied slightly over the years comprising between 9.0 to 9.9 % of weekday traffic during the morning peak hour and 8.8 to 9.6% of weekday traffic during the evening peak hour. From the data shown on Figure 6.4, the trend in the relationship of peak hour volumes to weekday traffic volume patterns has remained relatively stable. The current 2010 percentage of 9.4 for the morning and 9.5 for the evening appear to be reasonable values to use in identifying future peak hour traffic volumes for analysis of year 2035 peak hour operating conditions on the Hoan Bridge.

Figure 6.4: 2002-2010 Morning and Evening Peak Hour Percent of Weekday Traffic: I-794

2002 - 2010 Morning and Evening Peak Hour Percent of Weekday Traffic: I-794

12.0%

10.0%

8.0%

I-794 AM Peak Hour

6.0% I-794 PM Peak Hour

4.0% Percent of AWDT in the Peak Hour Hour Peak the in AWDT of Percent 2.0%

0.0% 2000 2002 2004 2006 2008 2010 2012 Year DRAFT

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Figure 6.5 illustrates the directional distribution percent of traffic traveling in the peak direction during the morning and evening peak weekday traffic periods. As shown on Figure 6.5, traffic is highest in the northbound direction during the morning peak hour ranging between 77.7 to 80.5% of the total hourly volume. Figure 6.5 shows the morning directional traffic distribution has slowly been decreasing. Also shown on Figure 6.5 is the directional distribution for evening peak hour traffic which is highest in the southbound direction ranging between 72.4 to 74.6% of the total peak hour volume. This directional traffic distribution has remained relatively stable over time with a minor decreasing trend.

Figure 6.5: Historic Directional Distribution of Peak Hour Traffic: I-794

Historic Directional Distribution of Peak Hour Traffic: I-794

84.0%

82.0%

80.0%

Northbound I-794 78.0% (AM Peak Hour)

76.0% Southbound I-794 (PM Peak Hour)

74.0%

72.0% Percentof Peak Hour Traffic Traveling in Peak Direction

70.0% 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 Year

Summary: From this set of historic traffic pattern data it can be concluded that the current weekday traffic volume on the Hoan Bridge, without the current maintenance lane closure impact on traffic, is 48,200DRAFT vpd of which 4,515vph (9.4%) use the bridge during the morning peak hour and 4,555 vehicles (9.5%) use the bridge during the evening peak hour. Of the total peak hour traffic, 3,505 vehicles travel northbound during the morning peak hour (77.7 %) and 3,345 vehicles (73.5%) travel southbound during the evening peak hour. It is also concluded that special events along the Milwaukee Lakefront do not exceed normal weekday peak hour commuter traffic volume levels.

Existing Peak Hour Operating Conditions: It has been noted that the Hoan Bridge is currently (2011) restricted to two lanes of traffic operation due to bridge maintenance activities. As a 29

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County result of this lane restriction approximately 12% of its 2010 AWDY traffic (6,400 vpd) appears to have been diverted to other routes. The following traffic operation analysis addresses year 2010 peak hour conditions with both two lanes of traffic without any traffic diversion and with three lanes of traffic also under normal traffic levels. Traffic operation on a freeway such as the Hoan Bridge is typically controlled by a combination of basic freeway segments, ramp merge and diverge traffic conflict points or traffic weaving locations. For study purposes this analysis focuses on peak hour traffic operation at the I-794 basic freeway segment of the Hoan Bridge between interchanges and at the merge and diverge conditions at the Lake Interchange at the north end of the Hoan Bridge and at the Carferry Drive Interchange at the south end of the Hoan Bridge. Operation of traffic on the bridge itself, which is about two miles long, is considered to operate as a ‘basic’ freeway segment.

Freeway operation is defined by Level of Service (LOS) grades that range from ‘A’ to ‘F’ conditions. The 2010 Highway Capacity Manual methodology for freeway operation was used to identify existing and future LOS conditions for this study. LOS grades are defined in Figure 6.6. It can be seen from Figure 6.6 that freeway speeds remain very constant until the lower limit of LOS ‘D’ on a 55 mph design freeway. Likewise, a 60 mph design freeway experiences speed reductions near the start of LOS ‘D’ operation.

Figure 6.6: Freeway LOS Descriptions

DRAFT

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Source: Highway Capacity Manual

The Wisconsin Department of Transportation designs freeway systems in Milwaukee County to operate at LOS ‘D’ conditions during peak traffic periods.

Table 6.2 summarizes existing peak hour operating conditions on I-794 at the Lake and Carferry Drive Interchange ramp merge and diverge points and for the basic freeway segment of I-794 between these two interchanges with 2 and 3 traffic lane configurations. As shown on Table 6.2, with only two lanes in each direction of travel on the Hoan Bridge, 2010 traffic operation would be reduced to LOS ‘D’ at the Lake and Carferry Drive ramp interchange merge/diverge locations. The basic Hoan Bridge freeway segment between interchanges would also be reduced to LOS ‘D’ operation in the northbound direction during the morning peak hour and to LOS ‘E’ operation during southbound peak hour traffic conditions. (This is not the same as analyzing the conditionsDRAFT occurring due to the 2011 construction lane closures, because this analysis assumes no traffic diversion or reduced traffic speed levels typically associated with construction activity work zones.)

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Table 6.2: Existing Peak Hour Operating Conditions: I-794

*2010 - 3 Lanes 2010 - 2 Lanes NB IH 794 (AM Peak Hour) LOS A D Merge with Carferry Density (pc/mi/ln) N/A 30.7 Drive On-Ramp Average Speed (mph) N/A 52.0 Bridge Segment LOS C D Between Density (pc/mi/ln) 22.0 34.6 Interchanges Average Speed (mph) 60.0 57.3 Diverge at Lake LOS A D Interchange Off- Density (pc/mi/ln) N/A 32.0 Ramp Average Speed (mph) N/A 54.2

*2010 - 3 Lanes 2010 - 2 Lanes SB IH 794 (PM Peak Hour) Merge at Lake LOS A D Interchange On- Density (pc/mi/ln) N/A 31.2 Ramp Average Speed (mph) N/A 48.0 Bridge Segment LOS C E Between Density (pc/mi/ln) 22.5 35.6 Interchanges Average Speed (mph) 60.0 56.8 Diverge with LOS A D Carferry Drive Off- Density (pc/mi/ln) N/A 32.6 Ramp Average Speed (mph) N/A 54.2 *Under the 3 lane condition, merge and diverge points include a lane add/drop condition and therefore were not analyzed and were assumed to be LOS 'A'.

In comparison, with three lanes of traffic in both directions on the Hoan Bridge all interchange merge/diverge locations operate at LOS ‘A’ conditions during both the morning and evening peak weekday commuter traffic hours. However, the basic Hoan Bridge freeway segment between these two interchanges operates at LOS ‘C’ in both the north and southbound directions during peak hour traffic conditions. (It is noted that Hoan Bridge peak traffic period free-flow speeds were set at 60 mph for use in the 2010 Highway Capacity Manual (HCM) freeway operational analysis. It is also noted that the Hoan Bridge is posted at a 50 mph speed limit with non-peak direction free-flow speeds measured at 53.3 to 54.9 mph. These speeds (measured in September DRAFT2011) recognize that work zone activity was present on the Hoan Bridge which typically influences reductions in traffic speeds. For analysis purposes, the lone exception to the 60 mph free-flow speed assumption is the southbound I-794 merge point at the Lake Interchange on-ramp where a 55 mph free-flow speed was used to reflect the reduced speeds caused by the horizontal curve on eastbound I-794 prior to the ramp merge point.)

Based on traffic speeds data collected in September 2011, the average northbound morning peak hour travel speed on the Hoan Bridge was 46.0 mph (with a range of 42.9 to 51.4 mph)

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County while the southbound evening peak hour average travel speed was 42.7 mph (with a range of 29.7 to 49.2 mph). These travel speed measurements are lower than those calculated in the Highway Capacity analysis methodology reflecting speed conditions influenced by current work zone activities on the bridge.

Summary: From this set of existing year 2010 traffic operating analysis data it is concluded that when reduced to two lanes of traffic in each direction of travel, the existing southbound evening peak hour traffic fails to meet acceptable design levels with operation at LOS ‘E’ while northbound traffic conditions during the morning peak hour operates at LOS ‘D’. When the Hoan Bridge has all three lanes open to traffic it operates at acceptable LOS ‘A’ and ‘C’ conditions during the morning and evening peak weekday traffic hours. Based on traffic volume data from June 2010 and 2011 it is noted that about 6,400 vehicles per day may have diverted from using the Hoan Bridge due to the traffic operation impact of a two-lane reduced cross- section.

6.1.3 Future Traffic

For study purposes FHWA requires all projects using Federal Aid Highway funds to design roadways for a 20-year traffic condition. The year 2035 time frame is analyzed in this study because converting back to full three-lane traffic operation after the addition of a shared-use path to replace a traffic lane is not considered a small task.

Numerous amounts of historic traffic data and projections of future traffic levels have been prepared for the Hoan Bridge since it opened to traffic in 1977. This study reports on the historic traffic growth trends on the Hoan Bridge as well as its future traffic projections. Data sources referenced in the preparation of this report include:

• WisDOT’s 1992 Historic Traffic Count Data • The Southeastern Regional Planning Commission’s year 2035 traffic projection • Bay View to Downtown Bicycle Route Study – Stage 2: Location Study Report • WisDOT’s Update of Hoan Bridge Future Peak Hour Traffic Volume Estimates

DRAFT

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Historic Traffic Growth Patterns: Figure 6.7 shows the annual average daily historic traffic volume patterns on the Hoan Bridge since 1992.

Figure 6.7: I-794 Historic AADT Patterns (1992-2010)

I-794 Historic AADT Patterns (1992-2010) 50000 45000 40000 35000 30000 I-794 AADT 25000 AADT AADT 20000 15000 10000 5000 0 1990 1995 2000 2005 2010 2015 Year

As shown on Figure 6.7, between 1992 and 1998 traffic on the Hoan Bridge grew at an annual rate of about 2.4 % per year. In the year 1999, traffic levels increased by about 12,000 vpd with the opening of the Lake Parkway. After 2002, traffic growth on the Hoan Bridge settled down to an average annual rate of about 0.8% per year. The traffic growth pattern over the last ten years seems reasonable based on the fact that both the downtown Milwaukee central business district and the southern Milwaukee neighborhoods are well developed with little opportunities for new development that would generate additional trips between the two areas. It is recognized that the Hoan Bridge also provides a link between I-94 and the areas south of Layton Avenue which also contributes to the existing traffic growth rate pattern.

DRAFT

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Figure 6.8 shows the projection of average annual daily traffic volumes through the year 2035.

Figure 6.8: I-794 AADT Year 2035 Projections

I-794 AADT Year 2035 Projections 60,000

50,000 Historic AADT

40,000

Continuing Growth 30,000 Rate Trend

AADT AADT (0.8%/year)

20,000 Reduced Growth Rate Trend (0.5%/year)

10,000

2000 2010 2020 2030 2040 Year

Projecting the historic traffic growth trend since 2002 it is possible to identify year 2035 AADT volume of 52,100 vpd on the Hoan Bridge. From a traffic projection sensitivity perspective it is also possible to assume that future Hoan Bridge traffic growth rates could be lower than recent trends. This is referred to as a ‘reduced’ traffic growth rate trend and, for purposes of this study, could also be considered a reasonable assumption. Under this assumption, the 2035 projected AADT would be 48,600vpd in 2035. Based on the historic relationship of AADT which is an average value based on 365 days of traffic data to an AWDY volume which represents only Monday through Friday volumes over a year, the AWDY volume is 12.4% higher than the AADT. For traffic operationDRAFT analysis purposes AWDY volumes will be used in this study. It is recognized that traffic growth on the Hoan Bridge could be constrained in the future by the capacity of the four-lane Lake Parkway. The traffic projections for this study recognize that special capacity enhancements may need to occur on the Lake Parkway in the future to maintain acceptable safety and traffic operating conditions. The need for these type of state highway system improvements are regularly monitored by WisDOT and can include traffic signal timing changes, ramp capacity improvements and/or elimination of system bottlenecks.

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Historic Hoan Bridge traffic volume data also appears to show a degree of variability affected by construction activity on the adjacent street system. Over time these volume count variations typically normalize when projecting future traffic volumes based on historic growth patterns. It is recognized that the Hoan Bridge volumes will continue to be impacted by future roadway construction activities, particularly on the local arterial street system. The projection of historic traffic growth patterns can produce a range of future volume levels for the Hoan Bridge based on how existing trends are statistically extrapolated to identify future annual traffic growth rates. Depending on historic traffic growth trend line interpretation it is projected that growth rates could range between 0.5% to 0.8% per year on the Hoan Bridge.

Table 6.3 summarizes the 2035 projected AWDY traffic volumes for the Hoan Bridge for a continued and a reduced growth rate trend condition.

Table 6.3: Projected Average Annual Weekday Hoan Bridge Traffic Volumes

Growth Scenario 2035 Continuing Growth Rate Trend 58,500 Reduced Growth Rate Trend 54,650

Since traffic operation is based on directional peak hour traffic volumes, an additional analysis was conducted of historic peak hour volumes between 2002 and 2010 and projected forward to the year 2035 under a ‘continuing’ growth and a ‘reduced’ growth rate trend assumption.

Other Traffic Projections: A review of the ‘Bay View to Downtown Bicycle Route Study – Stage 2 Location Study Report’ indicates a year 2013 AADT projection of 40,500 vpd and a 2023 projection of 46,500 vpd. Adjusting these AADT values to represent AWDY volumes results in a 2013 AWDT volume of 45,500 and a 2023 AWDY volume of 52,300 vpd. The report also notes that the northbound peak occurs during the 7:00 to 8:00 am time period with trucks comprising 3.9% of the morning peak hour traffic composition.

Historic traffic trend projection techniques are only one method to project future traffic volumes. A different traffic projection approach is to apply a traffic demand/land use model such as utilized by SEWRPC. The SEWRPC model analyzes future land use changes expected by population, employment andDRAFT housing statistics. Based on those socio-demographic projections, trip origins and destinations are assigned to the roadway network to identify future traffic travel demand. The roadway network reflects future capacity and travel speed data. The current SEWRPC projections do not reflect a potential extension of the Lake Parkway to STH 100 but do reflect potential expansion from six to eight lanes of the parallel segment of I-43/94 between the Mitchell and Marquette interchanges. It is noted that according to SEWRPC, if I-794 would be extended south of Layton Avenue to State Highway 100 that traffic on the Hoan Bridge could be expected to increase by 10%.

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

SEWRPC, at the request of WisDOT, indicated that based on its long-range transportation demand/land use model that the year 2035 AADT on the Hoan Bridge is projected to be 52,100 vpd with a 2035 AWDY volume of 55,700 vpd. SEWRPC also projected a year 2035 northbound morning peak hour of 4,300 vehicles and a southbound evening peak hour volume of 4,100 vehicles. As previously noted, roadway corridor bottleneck capacity can also limit the volume of traffic demand utilizing a higher capacity roadway segment. The projection of future year 2035 daily traffic volumes by SEWRPC recognizes the lower capacity of the Lake Parkway south of Oklahoma Avenue which they treat in their model as having arterial roadway characteristics with a lower capacity than on the freeway segment of the Hoan Bridge.

In the Technical Memorandum prepared in 2002 by WisDOT, an analysis was conducted of detailed historic average weekday and peak hour volumes between 1992 and 2002, as well as an analysis for a range of six traffic projection methods including four different 10-year averaging trends, direct regression analysis and historic growth rates. All six methods were averaged to produce final volume projections for the year 2023. The resultant projections were all stated in terms of future morning and evening peak hour volumes. All of these traffic projections are indentified on Figure 6.9.

Summary: The basic conclusion from this traffic projection information is that a fair amount of consistency exists in AADT and AWDY traffic projections over time from 2023 through the year 2035 as shown on Figure 6.9 and summarized in Table 6.4.

Table 6.4: Hoan Bridge Traffic Projection Summary

Future Morning Peak Evening Peak Source Year AADT AWDY Northbound Southbound Stage 2 (2002) 2023 46,500 52,300 -- -- WisDOT (2002) 2023 -- -- 4,040 3,620 SEWRPC (2011) 2035 52,100 55,700 4,300 4,100 WisDOT (2011) Continuing Growth Rate Trend 2035 52,000 58,500 4,290 4,060 Reduced Growth Rate Trend 2035 48,600 54,650 4,010 3,795 DRAFT

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Figure 6.9: Historic and Projected Hoan Bridge Peak Hour Traffic Volumes

Historic and Projected Hoan Bridge Peak Hour Traffic Volumes: 0.8% Annual Growth Model Northbound I-794 (AM Peak 4,500 Hour) 4,300 Southbound I-794 (PM Peak 4,100 Hour)

3,900 Northbound I-794 (AM Peak Hour) 0.8% Annual Growth 3,700 Projection Southbound I-794 (PM Peak 3,500 Hour) 0.8% Annual Growth Projection 3,300 NB SEWRPC Projection

Peak Hour Volume 3,100 SB SEWRPC Projection 2,900

2,700 NB WisDOT Projection 2,500 2000 2005 2010 2015 2020 2025 2030 2035 2040 SB WisDOT Projection Year

Historic and Projected Hoan Bridge Peak Hour Traffic Volumes: 0.5% Annual Growth Model 4,500 Northbound I-794 (AM Peak Hour) 4,300 Southbound I-794 (PM Peak 4,100 Hour)

3,900 Northbound I-794 (AM Peak Hour) 0.5% Annual Growth 3,700 Projection Southbound I-794 (PM Peak 3,500 Hour) 0.5% Annual Growth Projection 3,300 NB SEWRPC Projection Peak Hour Volume 3,100 SB SEWRPC Projection 2,900

2,700 NB WisDOT Projection 2,500

2000 2005 2010 2015 2020 2025 2030 2035 2040 SB WisDOT Projection DRAFTYear

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

As shown on Table 6.5, 2035 AWDY traffic projections range from a low of 54,650 to a high of 58,500 vpd with weekday peak hour volumes ranging from a low of 3,795 vph to a high of 4,290 vph. Based on these traffic projections, the AWDY and corresponding peak hour volumes summarized in Table 6.5 are used in the analysis of future traffic operating conditions on the Hoan Bridge.

Table 6.5: Recommended Traffic Projections for Analysis of Hoan Bridge Operating Conditions

Future Morning Peak Evening Peak Projection Year AADT AWDY Northbound Southbound Continuing Growth Rate Trend 2035 52,000 58,500 4,290 4,060 Reduced Growth Rate Trend 2035 48,600 54,650 4,010 3,795

6.1.4 Future Traffic Operating Conditions

Using the year 2010 edition of the Highway Capacity Manual, both year 2035 morning and evening peak hour traffic volumes were analyzed under the existing three-lane and a potential two-lane option. Table 6.6 summarizes the results of that analysis. The capacity analysis does not assume any traffic diversion to other routes that could result from a permanent capacity constrained 2-lane condition to accommodate a shared-use path on the Hoan Bridge. The goal of WisDOT is to serve existing and future long-term traffic demand patterns as efficiently as possible between downtown Milwaukee and the southern Milwaukee neighborhoods. It is noted that most of the shared-use path alternatives considered in this report reduce the northbound direction of I-794 to 2 lanes leaving the southbound direction at its existing 3-lane operating conditions. The following table, however, indicates traffic impacts should either the northbound or southbound direction be converted to 2-lanes of traffic.

DRAFT

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Year 2035:

Table 6.6: Summary of Year 2035 Hoan Bridge Operation with 3 or 2 Lanes

Continuing Growth Rate Trend Reduced Growth Rate Trend *2035 - 3 Lanes 2035 - 2 Lanes *2035 - 3 Lanes 2035 - 2 Lanes NB IH 794 (AM Peak Hour) LOS A F A D Merge with Carferry Density (pc/mi/ln) N/A 37.2 N/A 34.9 Drive On-Ramp Average Speed (mph) N/A 48.0 N/A 50.0 Bridge Segment LOS D F C E Between Density (pc/mi/ln) 27.0 51.0 25.2 43.7 Interchanges Average Speed (mph) 60.0 47.6 60.0 51.9 Diverge at Lake LOS A F A E Interchange Off- Density (pc/mi/ln) N/A 39.3 N/A 36.7 Ramp Average Speed (mph) N/A 53.9 N/A 54.0

Continuing Growth Rate Trend Reduced Growth Rate Trend *2035 - 3 Lanes 2035 - 2 Lanes *2035 - 3 Lanes 2035 - 2 Lanes SB IH 794 (PM Peak Hour) Merge at Lake LOS A F A E Interchange On- Density (pc/mi/ln) N/A 37.5 N/A 35.1 Ramp Average Speed (mph) N/A 44.0 N/A 46.0 Bridge Segment LOS D F C E Between Density (pc/mi/ln) 27.3 52.4 25.5 44.7 Interchanges Average Speed (mph) 60.0 46.8 60.0 51.3 Diverge with LOS A F A E Carferry Drive Off- Density (pc/mi/ln) N/A 39.7 N/A 37.1 Ramp Average Speed (mph) N/A 53.9 N/A 54.0 *Under the 3 lane condition, merge and diverge points include a lane add/drop condition and therefore were not analyzed and were assumed to be LOS 'A'.

Year 2035 operating conditions, as shown in Table 6.6, indicate that with a continued historic growth rate assumption north and southbound operation during the morning and evening peak hours with the existing three-lane roadway will be at LOS ‘A’ at both the I-794 ramp merge/diverge locations, with the main I-794 span between interchanges expected to operate at LOS ‘D’ conditions. The ‘reduced’ growth rate trend assumption results in LOS ‘C’ operating conditions in the year 2035.

In comparison, should either a north or southbound lane be removed for construction of a shared-use path on the Hoan Bridge it can be expected that the ramp merge/diverge operation at the Lake and Carferry Drive Interchanges will operate at a reduced LOS ‘F’ condition, as will the main basic freeway segmentDRAFT between interchanges. Under a ‘reduced’ growth trend assumption the I-794 merge/diverge conditions at the Lake and Carferry Drive Interchanges can be expected to operate at LOS ‘E’ with the exception of the northbound merge at Carferry Drive which is expected to operate at LOS ‘D’. The main freeway segment between interchanges is expected to operate at LOS ‘E’ condition in the year 2035 under the ‘reduced’ growth trend assumption.

The previous traffic studies conducted as part of the 2002 Stage 2 Report prepared by URS/Bloom Consultants and the 2002 Technical Memorandum prepared by WisDOT identified

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

future year 2023 peak hour Level of Service conditions should a lane be converted to a shared- use path on the Hoan Bridge. Table 6.7 summarizes the year 2023 peak hour directional LOS conditions published in the above reports and the year 2035 LOS operation identified above.

Table 6.7: Hoan Bridge Level of Service Summary

Northbound Southbound Report Year 3 Lanes 2 Lanes 3 Lanes 2 Lanes Stage 2 (2002) 2023 D F -- -- WisDOT (2002) 2023 D E/F C E WisDOT (2011) 2035 D/C F/E D/C F/E Note: X/Y =continuing growth rate trend/reduced growth rate trend assumption

As shown on Table 6.7, all two-lane Hoan Bridge scenarios are identified as exceeding LOS ‘D’ conditions while the existing three-lane traffic operation can be expected to operate at LOS ‘D’ through the year 2035 under a continued historic traffic growth rate trend assumption of 0.8 % per year. Similar year 2035 traffic operation findings occur with a reduced traffic growth rate trend of 0.5% per year.

Summary: The results of this analysis indicate that, should an existing travel lane on the Hoan Bridge be converted to a shared-use path, peak weekday morning and evening traffic conditions will fall below Wisconsin Department of Transportation LOS ‘D’ design requirements. With all three lanes available to accommodate traffic movement year 2035 operation will be at an acceptable LOS ‘D’ operation. These findings are consistent with previous studies conducted on the conversion of a traffic lane on the Hoan Bridge for a shared-use path.

6.1.5 Alternative Evaluation

For evaluation purposes alternatives are grouped together based on their impact on traffic lane conditions on I-794.

Alternatives 1A will require the reduction of one northbound lane along the I-794 corridor between the Lake and CarferryDRAFT Drive interchanges. As discussed in this report and summarized in Table 6.8, a reduction of lanes in the northbound direction will result in the following level of service at key points along the study segment of I-794:

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Table 6.8: I-794 Level of Service Summary for Alternatives 1A and 1B with Two Northbound Traffic Lanes

2035 Continuing Reduced Growth Rate Growth Rate Location 2010 Trend Trend Merge with Carferry Drive D F D On-Ramp Bridge Segment Between D F E Interchanges Diverge at Lake Interchange D F E Off-Ramp

Table 6.8 above reflects traffic operating conditions expected with the loss of a northbound traffic lane to accommodate a shared-use path. For information purposes, Table 6.9 summarizes the impact of converting a southbound traffic lane of I-794 to a shared-use path.

Table 6.9: I-794 Level of Service Summary for Alternatives 1A and 1B with Two Southbound Traffic Lanes

2035 Continuing Reduced Growth Rate Growth Rate Location 2010 Trend Trend Merge at Lake Interchange D F E On-Ramp Bridge Segment Between E F E InterchangesDRAFT Diverge with Carferry Drive D F E Off-Ramp

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Alternatives 2A, 3B, and 4 do not require any lane reductions along the I-794 corridor maintaining three lanes of traffic in both directions between the Lake and Carferry Drive interchanges. As discussed in this report and summarized in Table 6.10, maintaining the existing three-lane operation will result in the following northbound and southbound levels of service at key points along the study segment of I-794:

Table 6.10: I-794 Level of Service Summary for Alternatives 2A, 3B, and 4 with Three North and Southbound Traffic Lanes

2035 Continuing Declining Growth Rate Growth Rate Location 2010 Trend Trend Merge/Diverge with Carferry Drive A/A A/A A/A On/Off-Ramp Bridge Segment Between C/C D/D C/C Interchanges Diverge/Merge at Lake Interchange A/A A/A A/A Off/On-Ramp

Note: X/Y represents the northbound LOS/southbound LOS

DRAFT

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

6.2 Structural Feasibility

The existing structure must be analyzed for any changes in loading resulting from the addition of a shared-use path. As noted in section 4.1, the design loads for a shared-use path is 90 psf applied over the entire path area. Depending on the geometry of the different alternatives, additional loading that must be considered include the weight of the new structural components. These include, but are not limited to the weight of new barriers, fencing, concrete deck, steel supporting members. For the purpose of this study, a few loading conditions were selected to determine if any fatal flaws existed. If any of the alternatives move into final design, all load cases must be thoroughly investigated and additional items of work may be required.

6.2.1 Alternative 1A (Exhibit 6.1) NB I-794 reduced to 2 travel lanes; shared-use path on east side of existing structure

For this alternative, the total loads to one half of the structure were compared for relative magnitudes. A summary of the loads that were analyzed is presented in Table 6.11.

Table 6.11: Total Loads to One Half of the Structure

# of 12-foot HL-93 # of 14-foot # Barriers Design Lanes Pedestrian Paths Case 1 4 0 2 (existing condition) Case 2 3 1 3 (proposed condition)

The difference between the two loading cases simply replaces one 12-foot traffic lane with one 14-foot pedestrian path plus one barrier. The relative magnitudes between those two loads were compared. Positive moment, negative moment, and pier reactions were investigated. The results show that there is a slight increase in pier reactions and moments when a traffic lane is replaced with a 14-foot shared use path. The results are shown graphically in Figures 6.10 – 6.13. HL-93 refers to the new AASHTO designation of the highway loading. The highway loading was previously called HS-20. The figures also include results for pedestrian loading of 75 psf (previous design requirements) as well as the WisDOT inspection vehicle (UB) for reference. DRAFT

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Figure 6.10: Pier reactions resulting from different loading configurations Units S5 and S6 (7 Girder Unit) - Pier Reactions 300.0

250.0

200.0

150.0

100.0

Pier Reaction (Kips) (Kips) Reaction Pier 50.0

0.0 Pier 17S Pier 16S Pier 15S Pier 14S Pier 13S Pier 12S Pier 11S

Max HL-93/ Pedestrian Pedestrian Max UB -M Truck (75psf) + 1 Barrier (90 psf) + 1 Barrier (A-62 & UB-60)

Figure 6.11: Pier reactions resulting from different loading configurations Units S2 and S3 (3 Girder Unit) - Pier Reactions 500.0 450.0 400.0 350.0 300.0 250.0 200.0 150.0

Pier Reaction (Kips) (Kips) Reaction Pier 100.0 50.0 0.0 Pier 8S Pier 7S Pier 6S Pier 5S Pier 4S Pier 3S Pier 2S

Max HL-93/ Pedestrian Pedestrian Max UB -M Truck (75psf) + 1 Barrier (90 psf) + 1 Barrier (A-62 & UB-60)

Figure 6.12: Maximum and minimum moments resulting from different loading configurations Units S2 and S3 (3 Girder Units) - Moments 80,000 60,000 in) - 40,000 20,000 0 -20,000

-40,000 -60,000 -80,000

Live Load Moment - (Kip 100,000 DRAFT -120,000 Midspan Midspan Midspan Midspan Midspan Midspan CL Pier 8S CL Pier 7S CL Pier 6S CL Pier 5S CL Pier 4S CL Pier 3S Max HL-93/ Pedestrian Pedestrian Max UB -M Truck (90 psf) + 1 Barrier (75psf) + 1 Barrier (A-62 & UB-60)

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Figure 6.13: Maximum and minimum moments resulting from different loading configurations Units S5 and S6 (7 Girder Unit) - Moments 40,000

in) 30,000 - 20,000 10,000 0 -10,000 -20,000 -30,000 -40,000 Live Load Moment (Kip -50,000 Midspan Midspan Midspan Midspan Midspan Midspan CL Pier 17S CL Pier 15S CL Pier 14S CL Pier 13S CL Pier 12S CL Pier 16S Max HL-93/ Pedestrian Pedestrian Max UB -M Truck (90 psf) + 1 Barrier (75psf) + 1 Barrier (A-62 & UB-60)

Since it was shown that there was an increase in loads caused by removing a traffic lane and adding a shared-use path with a barrier, an exterior girder was analyzed. Based on preliminary investigations, it was determined that the exterior girders have adequate capacity to carry the changed loading condition. Therefore, the existing structure should be able to accommodate the addition of the shared-use path without significant structural modifications. While preliminary calculations indicate no major modifications will be required, further detailed final calculations may result in minor modifications or structural improvements.

This alternative does require modification and widening of the existing structure from the south end of the Carferry on ramp, B-40-400 Unit S24 over East Lincoln Avenue, to just north of East Bay Street (units S18 and S17 over South Lincoln Memorial Drive and Units S16 and S15) to accommodate a 14-foot shared-use path. The widening consists of steel girders similar to the existing structure and supported on concrete piers in the same alignment as the existing structure. At a few locations, the piers may interfere with existing local streets requiring additional modifications to existing piers by extending the pier caps to accommodate the pedestrian path. Extending the pier caps may also require modification to the existing pier foundations. DRAFT

SECTION A-A

s C/L n I-794

108' e

52' 52'

4' SHOULDER 1'-5 3/8 "

10' 12' 12' 12' 6' 12' 12' 8' 14' SHOULDER TRAVEL LANE TRAVEL LANE TRAVEL LANE SHOULDER TRAVEL LANE TRAVEL LANE SHOULDER SHARED-USE PATH 1" = 150'

CONCRETE PARAPET CONCRETE PARAPET TYPE LF (TYP.) 9' MIN. TYPE HF

42" 32"

I-794 (LAKE FREEWAY)

LEGEND DRAFT ALTERNATIVE 1A PRIMARY ROUTE EXHIBIT 6.1 - ALTERNATIVE 1A AT TIED ARCH SPAN I-794 (LAKE FREEWAY) MILWAUKEE COUNTY, WI I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

6.2.2 Alternative 1B (Exhibit 6.2) NB I-794 reduced to 2 travel lanes; shared-use path in center of existing structure

For this alternative, there would be few impacts to the structure from a capacity standpoint as the loading is similar to Alternative 1A with one less concrete barrier required. Refer to Section 6.2.1 Alternative 1A, for a description of the loading analysis performed.

This alternative would also require new structures at the north and south ends of the existing Hoan Bridge to allow access to and from the shared-use path. At the south end, the new structure will begin on the south side of Carferry Drive, elevate above Carferry Drive and the northbound lanes of I-794. From this location, the path turns northward along the existing median of I-794 where it will descend to the existing grade at the existing south abutment at Lincoln Avenue. In addition, realignment of I-794 northbound would be necessary to mitigate traffic movement through this area. The northbound structure and ramp would need to be replaced to accommodate the new alignment. At the north end of I-794 a structure will be required just beyond Harbor Drive at approximately Pier 2-6B. The structure would parallel the existing structure and land at the abutment. See Exhibits 6.10 and 6.11 for more details.

The approach structures will consist of steel girders similar to the existing structure and supported on concrete piers in the same alignment as the existing structure’s piers. At a few locations, the piers may interfere with existing local streets requiring modifications to existing piers by extending the caps to accommodate the pedestrian path. Extending the cap may also require modification to the existing foundations.

The gap between the northbound and southbound structures needs to be addressed by this alternative. The gap could be eliminated and the decks for the two structures could be made continuous. In order to prevent cracking in the deck, diaphragms and connector plates will need to be added between the two girders under the median. Another option to minimize impacts to the structure would be to maintain the gap between the northbound and southbound structures and add a low curb along the west edge of the pedestrian path. This curb would prevent water from draining onto the steel superstructure below the deck.

DRAFT

SECTION A-A s

C/L n I-794

108' e

54' 54' 5'

1'-5 3/8 " 1'-5 3/8 " SHOULDER 10' 12' 12' 12' 6' 14' 12' 12' 10' SHOULDER TRAVEL LANE TRAVEL LANE TRAVEL LANE SHOULDER SHARED-USE PATH TRAVEL LANE TRAVEL LANE SHOULDER 1" = 150'

CONCRETE PARAPET CONCRETE PARAPET TYPE LF (TYP.) TYPE HF

42" 32" 32"

I-794 (LAKE FREEWAY)

LEGEND DRAFT ALTERNATIVE 1B PRIMARY ROUTE EXHIBIT 6.2 - ALTERNATIVE 1B AT TIED ARCH SPAN I-794 (LAKE FREEWAY) MILWAUKEE COUNTY, WI I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

6.2.3 Alternative 2A (Exhibit 6.3) No reduction in travel lanes; existing structure widened to accommodate shared-use path on east side of facility

This alternative would require extensive modification to the approaches and main span of the Hoan Bridge. Modification would include, but are not limited to, the strengthening or replacing of existing members, installing new members and supporting piers, and significant modification of the main arch span. The existing superstructure will maintain its present load carrying capacity for this alternative while the new structure would be designed for pedestrian and maintenance vehicle loading.

The north and south approach spans range from 115 feet to 217 feet in length, and it is expected that the proposed supporting piers would be placed in line with the existing piers. It is expected that the superstructure for the widened portion of the bridge would consist of steel plate girders supporting a concrete deck, similar to the existing superstructure. The use of steel plate girders would facilitate erection, minimizing construction time.

At a few locations, additions to the piers may interfere with existing railroads and existing buildings (Exhibit 6.19). This would make it necessary to modify the existing piers by extending the pier caps to accommodate the pedestrian path. Extending the pier cap may also require modification to the existing pier foundations. Adjusting the locations of the piers for the widened portion of the structure to avoid these obstructions would result in differential deflections of the superstructure and would likely lead to deck cracking and future maintenance problems.

The shared-use path at the main span would be cantilevered from the east side of the arch tie. It would need to maintain the minimum navigable vertical clearance. The location of the path would require special erection methods due to the high elevation over the Milwaukee River and to minimize the long-term interference of the Port of Milwaukee’s operations during construction.

This alternative requires major retrofitting to the main span of the Hoan Bridge including strengthening the east tie and replacing the existing cable and hangers adjacent to the shared- use path. The replacement of the existing hangers will be performed during the time when northbound traffic is diverted to the southbound structure. Temporary cables will be placed between the arch rib and the horizontal tie member to supplant the existing cables during the removal and installation sequence. Furthermore, cable retrofitting may require modifications to the hanger connections atDRAFT the horizontal tie and arch rib, a detailed analysis of the cables and connection will be developed during final design if this alternative proceeds forward. The retrofitting of the horizontal tie to accommodate the shared-use path could be done through providing additional plates to strengthen these areas in order to take the combined bending and tensile forces. There have been historical issues with the welds on the fracture critical tie-girder. In the late 1970’s, several of the electroslag welds were tested and required bolted cover plate retrofits. The locations of these retrofits may limit the details and options for the required

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County strengthening. Also, results of additional weld testing during final design may increase the amount of strengthening required to support the pedestrian facility.

The limits of strengthening will be developed during final design. Preliminary investigation of the existing structure did not reveal any major retrofits necessary for the arch rib and floor beams but further investigation during final design may reveal strengthening and retrofitting may be necessary.

During the final design, additional strengthening may be required due to consideration of torsion, fatigue loadings or other loading conditions that were not included in the scope of this study.

DRAFT

SECTION108'-0" A-A s

` n

I-794 e

4'-0" 52'-0" 2'-0" 14'-0" 1'-0" CLEAR WIDTH TWO-WAY SHARED USE PATH 1" = 150' 6'-0" 12'-0" 12'-0" 12'-0" 10'-0" 3'-0" SHOULDER TRAVEL LANE TRAVEL LANE TRAVEL LANE SHOULDER 1'-0" 54" MIN. 32" 32" 32"

I-794 (LAKE FREEWAY) A

LEGEND DRAFT ALTERNATIVE 2A PRIMARY ROUTE EXHIBIT 6.3 - ALTERNATIVE 2A AT TIED ARCH SPAN I-794 (LAKE FREEWAY) MILWAUKEE COUNTY, WI I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

6.2.4 Alternative 3B (Exhibit 6.4) No reduction in travel lanes; shared-use path over the existing structure

The proposed elevated shared-use path would be elevated over the centerline of the existing facility. Therefore, the vertical columns of the elevated pedestrian structure must not be wider than the median parapets on the existing structure. With the compact shapes available, steel is the ideal material. Steel also can offer small vertical heights to support the deck of the shared- use path structure. This allows for the greatest horizontal and vertical clearances around the shared-use path structure. For the deck, precast concrete panels will offer quick erection, minimize formwork, and offer durability.

The columns for the shared-use path structure would be supported by cross-members placed between the existing longitudinal members of the bridge on the approach spans and by the floor beams of the main arch span. This option requires slender columns so that they could be installed within the median without reducing the clear travel width of both northbound and southbound structures.

Alternative 3B requires extensive retrofitting of the existing approach structures and the floor beams of the main arch span. Retrofitting of the existing approach span superstructure may include the need of cover plating the existing steel girders to resist the additional loads due to the elevated structure. The floor beams in the main arch span cannot be cover plated due to the existing longitudinal stringers placed on the top flange of the floor beam. Possible retrofitting can be done with angles bolted below the top flange to increase load carrying capacity. This retrofitting would require labor extensive modifications to the existing bearing and transverse stiffener plates.

Preliminary structural investigation of the existing arch structure did not reveal the need for retrofitting the arch rib, existing horizontal tie and hangers, but further investigation during final design may reveal that some strengthening and retrofitting may be necessary. In addition, further structural analysis may require that some of the existing approach girders may need to be replaced requiring modifications to the framing system and supporting piers.

For the elevated structure on the arch spans, span lengths will be selected to minimize impact to the structure. Structural strengthening will be required at the floor beams and pier caps supporting the shared-useDRAFT path columns of the elevated path. A majority of the elevated structure will be steel girders as this is the most common and basic type of bridge. At a few locations, where longer spans are needed, prefabricated trusses will be considered. Prefabricated trusses will also provide greater vertical clearances for a given profile than a steel girder structure with deeper support members.

` SECTION A-A `

TIE GIRDER TIE GIRDER s

AND ARCH AND ARCH

n e

1" = 200'

` SHARED USE PATH BRIDGE AND I-794

14'-0" TWO-WAY SHARED USE PATH 9'-0" MIN. 10'-0" MIN. CLEARANCE 32" 17'-9"

4'-0" 114'-0" 4'-0" CLEAR WIDTH VERTICAL CLEARANCE 108'-0"

52'-0" 4'-0" 52'-0" CLEAR WIDTH CLEAR WIDTH

3'-0" 10'-0" 12'-0" 12'-0" 12'-0" 6'-0" 6'-0" 12'-0" 12'-0" 12'-0" 10'-0" 3'-0" SHOULDER TRAVEL LANE TRAVEL LANE TRAVEL LANE SHOULDER SHOULDER TRAVEL LANE TRAVEL LANE TRAVEL LANE SHOULDER 32" 32" 32"

I-794 (LAKE FREEWAY)

LEGEND DRAFT ALTERNATIVE 3B PRIMARY ROUTE EXHIBIT 6.4 - ALTERNATIVE 3B AT TIED ARCH SPAN I-794 (LAKE FREEWAY) MILWAUKEE COUNTY, WI I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

6.2.5 Alternative 4 (Exhibit 6.5) No reduction in travel lanes; shared-use path on separate structure

The design constraints and requirements for an independent structure not attached to the main structure are:

• The shipping clearance calls for the main span of the shared-use bridge to have a minimum vertical clearance of 120 feet over Low Water Datum (LWD) and a horizontal clearance of 400 feet wide. The harbor channel is approximately 500 feet between the existing dock walls.

• A special erection method of the structure is needed due to the high elevation over the Milwaukee River in addition to minimizing the long-term interference of the Port of Milwaukee's operations during construction of the main span.

• The structure is planned to have a 600 foot clear span over the Milwaukee River to match the existing main span of the Hoan Bridge; therefore, the structure will have a superstructure depth in proportion to the existing Hoan Bridge arch

• For the approach structures on both the north and south sides of the main span, there are no special design constraints beyond minimizing any impact to the existing facilities, above and below ground.

• Location of the new piers shall minimize disturbance to the operational activities in MMSD, the Port of Milwaukee facilities and the Henry Maier Festival grounds.

Main Span Structure Types Several structure types capable of meeting the design requirements to span the Milwaukee harbor were studied in preparation of the writing of this study. Structure types investigated included: a haunched steel box girder bridge, a smaller tied arch structure similar to the existing Hoan Bridge, a cable stayed bridge, and a steel truss bridge. The study resulted in a recommendation of a haunched steel box girder bridge for the main span of the separate shared-use path (Exhibit 6.6). The structure of the main span would consist of three spans of which the center span is approximately 600 feet long and the side spans are approximately 270 feet each.

The main structure wouldDRAFT consist of three spans over the Milwaukee harbor. The structure could be fabricated from steel plates or fabricated using heavier precast concrete segments. Girder depth could vary from approximately 35 feet at the piers, tapering to a depth of approximately 20 feet at the center of the main span and at both ends of the 3-span bridge. With a main span of approximately 600 feet, the deflection and natural vibration of the structure must be investigated during the design. This investigation is necessary for the structural stability of the bridge and for the comfort of pedestrians and bicyclists.

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Construction of this segment 120 feet above the harbor without interfering with harbor operations could be accomplished using a balanced cantilever construction method. In balanced cantilever construction, segments of the structure are erected in a manner to maintain relatively equal weight of the box girder on each side of the pier. Approach Span Structure Types Two structure types were investigated for the approach spans leading up to the main span over the Milwaukee harbor. The study team evaluated both a steel truss style bridge and a steel plate girder bridge. The recommendation is a steel plate girder bridge which would look identical to the existing structure. The appearance of the structure would be a painted steel girder with a concrete deck and railing. To minimize the disturbance of the existing facilities under the bridge, the piers for the new approach span should be in the same alignment as the existing piers of the Hoan Bridge unless there is a conflict. Conflicts may be with a building, underground utility or the functionality of the area in which the new pier would interfere with everyday activities. Refer to Exhibit 6.19 for possible conflict locations. The steel plate girder bridge will be of similar depth and span as the existing bridge. The existing spans of the Hoan Bridge vary between 115 feet and 217 feet with a depth between 5 feet and 9 feet. The girders will be fabricated and painted in the shop, shipped to the site, and bolted together prior to lifting in place. The concrete deck is placed on top of the steel girders, and a separate pedestrian railing/fencing will be provided (Exhibit 6.7). The concrete deck and railings are poured in place after the steel erection. There are known conflicts on the MMSD property for the placement of the new piers. One such conflict is with a gallery building, approximately 400 feet long, along the east edge of the Hoan Bridge. To avoid this conflict there are several options that can be further investigated to span over the MMSD gallery building. 1. The structural system of the main span over the harbor is capable of spanning a longer distance. Therefore, the same structural system can be used to span over the MMSD gallery building at a higher structure cost. 2. Place the piers for the pedestrian/bicyclist structure through the middle of the building. Any interfering systems inside the building will have to be relocated around the construction of the piers. 3. A special concreteDRAFT pier would be designed that has a vertical shaft that is offset and outside of the building. On top of the concrete shaft, a concrete beam would cantilever over the building supporting the steel plate girders of the bridge. 4. Straddle the building with two piers that would be located outside the building on either side of the building. Any underground utilities must be located and avoided. The concrete pier cap would span between these two piers and support the steel plate girders of the bridge. 5. Relocate the building. 56

DRAFT EXHIBIT 6.5 - ALTERNATIVE 4 RENDERING I-794 (LAKE FREEWAY) MILWAUKEE COUNTY, WI

PRINT THIS SHEET WITH Pscript_Plot_Color DRIVER, NO PEN TABLE

s e 30' 14' CLEAR 16' OUT/OUT

PLAN

9'-8" FENCE

30'

20' 35'

TOP OF 9'-8" HIGH FENCE

20' +/-

DOCK WALL DOCK WALL

WATER WATER SECTION DRAFTELEVATION EXHIBIT 6.6 - HAUNCHED STEEL BOX GIRDER I-794 (LAKE FREEWAY) MILWAUKEE COUNTY, WI

PRINT THIS SHEET WITH Pscript_Plot_Color DRIVER, NO PEN TABLE

s e

14' CLEAR 16' OUT/OUT 2" MIN. 13' MAX.

2" MIN. 1' 14' 13' MAX. SHARED-USE PATH CHAINLINK FENCE

PLAN 9'-8"

UP TO MAX. PROPOSED BRIDGE EXISTING FENCE 4-BEAMS TOP OF PARAPET BRIDGE

SECTION

DRAFTELEVATION EXHIBIT 6.7 - APPROACH SPAN STEEL PLATE GIRDER I-794 (LAKE FREEWAY) MILWAUKEE COUNTY, WI I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

6.3 North and South Access Locations

The evaluation of the feasibility of adding a shared-use path to the I-794 corridor must also consider safe access and network connectivity to trails and municipal streets within the study area. A review of existing facilities (Exhibit 1.2) indicate that a new shared-use path along the I 794 corridor would have logical connection points to Milwaukee trail facilities and municipal streets at the following locations:

• At the south end of the study area, an off-road segment of the Milwaukee County Oak Leaf Trail is located at the intersection of East Russell Avenue and South Lincoln Memorial Drive in Cupertino Park. Russell Avenue and other municipal streets provide connections to the Bay View neighborhoods. (Exhibit 1.2)

• At the north end of the study area there are off-road segments of the Oak Leaf Trial on the west side of Lincoln Memorial Drive and along the lakefront on the east side of the Milwaukee Art Museum. This is also a connection to the Hank Aaron State Trail. There are arterial streets such as Lincoln Memorial Drive, Michigan Avenue and Clybourn Avenue that provide connections to Downtown Milwaukee and the lakefront. (Exhibit 1.2)

6.3.1 North and South Access Locations Alternatives 1A NB I-794 reduced to 2 travel lanes; shared-use path on east side of the existing structure

Alternative access routes to allow connectivity between the new facility and the existing trail facilities and municipal streets within the project area for Alternative 1A have been evaluated for feasibility based on design criteria as defined in Section 4 of this report.

South Access Point (Exhibit 6.8) Access Route S-1 – The proposed shared-use path is located on the east side of the existing Hoan Bridge and along the east side of the Carferry entrance ramp to I-794. As discussed in Section 6.2.1 of this report, this alternative requires modification and widening of the existing ramp structure, B-40-400 Units S24, S18, S17, S16, and S15. The path is located on structure until it touches down at grade approximately 600′ north of Carferry Drive. The recommended route would avoid crossing the Carferrry entrance ramp to I-794 by continuing as a shared-use path on the north side of DRAFTCarferry Drive to S. Lincoln Memorial Drive. At this location the bicyclists could travel on S. Lincoln Memorial Drive to Russell Avenue to various destinations in the Bay View neighborhood and could connect to the off-road segment of the Oak Leaf Trail located at Cupertino Park as shown in Exhibit 6.8.

1" = 450'

lincoln avenue

s bay street s carferry drive

s harbor drive I-794 (LAKE FREEWAY) PIER 43

S-1

russell avenue

s lincoln memorial drive

LEGEND SECTION A-A C/L A 14' ALTERNATIVE 1A PRIMARY ROUTE

A 2' 5' 5' 2' ALTERNATIVE 1A POTENTIAL ACCESS ROUTE

0.04} 0.02} 0.02} 0.04} ON-GRADE SHARED-USE PATH VARIES VARIES

3" ASPHALTIC SURFACE s superior street LIMITS OF STRUCTURE WIDENING 6-INCH BASE AGGREGATE 4" TOPSOIL AND TEMPORARY DENSE 1 1/4 INCH (TYP.) SEED TO ALL DISTURBED AREAS s shore drive DRAFT EXHIBIT 6.8 - SOUTH ACCESS ROUTE LOCATIONS, ALTERNATIVE 1A I-794 (LAKE FREEWAY) MILWAUKEE COUNTY, WI I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

North Access Point – Lincoln Memorial Drive (Exhibit 6.9) Access Route N-1 – The proposed shared-use path facility is located on the east side of the existing Hoan Bridge and follows the profile of the existing northbound, I-794 exit ramp to N. Lincoln Memorial Drive. The shared-use path transitions from structure to an at-grade path approximately 1000′ south of Ted Seaver Street. The shared-use path would continue north on grade as a separate facility along the east curb line of Lincoln Memorial Drive to the intersection with Michigan Avenue; east along Michigan Avenue to Harbor Drive; crossing the west side of the intersection of Michigan Avenue and Harbor Drive; and connect to the off-road segment of the Oak Leaf Trail on the west side of Lincoln Memorial Drive and continue along the lakefront on the east side of the Milwaukee Art Museum as shown in Exhibit 6.9.

Access Route N-2 – The proposed shared-use path facility is located on the east side of the existing Hoan Bridge and follows the profile of the existing northbound, I-794 exit ramp to N. Lincoln Memorial Drive. The shared-use path transitions from structure to an at-grade path approximately 1000′ south of Ted Seaver Street. The shared-use path would travel on grade down the fill slope located east of Lincoln Memorial Drive to the intersection of Michigan Avenue & Harborview Drive; retaining walls would be necessary to construct the path. At the intersection, path users could transition to area off-road trails or local street connections. Off- road segments of the Oak Leaf Trail are located on the west side of Lincoln Memorial Drive and continue along the lakefront on the east side of the Milwaukee Art Museum as shown in Exhibit 6.9.

DRAFT

1" = 300' harbor drive

i-794 (LAKE FREEWAY)

N-1

lincoln memorial dr michigan ave

harbor drive

N-2

ted seaver street

LEGEND

ALTERNATIVE 1A PRIMARY ROUTE

ALTERNATIVE 1A POTENTIAL ACCESS ROUTE ON-GRADE SHARED-USE PATH DRAFT EXHIBIT 6.9 - NORTH ACCESS ROUTE LOCATIONS LINCOLN MEMORIAL DRIVE ALTERNATIVE 1A I-794 (LAKE FREEWAY) MILWAUKEE COUNTY, WI I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

6.3.2 North and South Access Locations Alternative 1B NB I-794 reduced to 2 travel lanes; shared use path in center of existing structure

Alternative access routes to allow connectivity between the new facility and the existing trail facilities and municipal streets within the project area for Alternative 1B have been evaluated for feasibility based on design criteria as defined in Section 4 of this report.

South Access Point (Exhibit 6.10) Access Route S-2 – The proposed shared-use facility is located in the center of the existing I 794 facility. South of the northbound entrance ramp at Carferry Drive, the existing I-794 corridor only consists of four travel lanes and would require reconstruction to allow for the path to be accommodated between the southbound and northbound travel lanes. Reconfiguration of the interchange would be needed to allow the through lanes to be moved approximately 15 feet east to allow for the shared-use path to travel up and over the northbound lanes of I-794 as well as Carferry Drive on a new structure. Grades for the facility will be required to range from 3.5 to 3.8%. The route could then travel at grade along the east side of S. Superior Street to various destinations in the Bay View neighborhood and could connect to the off-road segment of the Oak Leaf Trail located at Cupertino Park as shown in Exhibit 6.10. It is recommended that if this alternative were to move forward, level landings should be considered to improve the design of this facility.

Access Route S-3– The proposed shared-use facility is located in the center of the existing I 794 facility. South of the northbound entrance ramp at Carferry Drive, the existing I-794 corridor only consists of four travel lanes and would require reconstruction to allow for the path to be accommodated between the southbound and northbound travel lanes. Reconfiguration of the interchange would be needed to allow the through lanes to be moved approximately 15 feet east to allow for the shared-use path to descend to Carferry Drive in the median. The recommended route would then travel along Carferry Drive to S. Lincoln Memorial Drive. At this location the bicyclists could travel on S. Lincoln Memorial Drive to Russell Avenue to various destinations in the Bay View neighborhood and could connect to the off-road segment of the Oak Leaf Trail located at DRAFTCupertino Park as shown in Exhibit 6.10.

1" = 450'

lincoln avenue

s bay street s carferry drive

s harbor drive

PIER 43

I-794 (LAKE FREEWAY) S-2

russell avenue A A

s lincoln memorial drive

LEGEND SECTION A-A C/L

14' ALTERNATIVE 1B PRIMARY ROUTE

2' 5' 5' 2' ALTERNATIVE 1B POTENTIAL ACCESS ROUTE

0.04} 0.02} 0.02} 0.04} ON-GRADE SHARED-USE PATH VARIES VARIES

3" ASPHALTIC SURFACE s superior street LIMITS OF PROPOSED STRUCTURE 6-INCH BASE AGGREGATE 4" TOPSOIL AND TEMPORARY DENSE 1 1/4 INCH (TYP.) SEED TO ALL DISTURBED AREAS s shore drive DRAFT EXHIBIT 6.10 - SOUTH ACCESS ROUTE LOCATIONS, ALTERNATIVE 1B I-794 (LAKE FREEWAY) MILWAUKEE COUNTY, WI I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

North Access Point (Exhibit 6.11) Access Route N-3 – The proposed shared-used facility is located in the center of the existing I 794 facility and would travel on a standalone facility under the existing northbound lanes of I 794 to the southwest corner of the intersection of the northbound I-794 exit ramp to Lincoln Memorial Drive. After crossing Lincoln Memorial Drive on the south approach to the intersection, the shared-use path would continue north on grade as a separate facility along the east curb line of Lincoln Memorial Drive to the intersection with Michigan Avenue; east along Michigan Avenue to Harbor Drive; cross on the west side of the intersection of Michigan Avenue and Harbor Drive; and connect to the off-road segment of the Oak Leaf Trail on the west side of Lincoln Memorial Drive and continue along the lakefront on the east side of the Milwaukee Art Museum as shown in Exhibit 6.11. A ramp would be added south of the Michigan Avenue intersection to allow bicyclists access to Lincoln Memorial Drive and Downtown Milwaukee destinations. The configuration of the existing intersection of Michigan Avenue and Lincoln Memorial Drive does not currently have designated areas to accommodate bicycle movements through the intersection. Providing bicycle accommodations through the intersection would require reconstruction or at least widening to the intersecting roadways.

DRAFT

1" = 300' harbor drive

i-794 (LAKE FREEWAY) N-3

lincoln memorial dr

michigan ave

harbor drive

ted seaver street

LEGEND

ALTERNATIVE 1B PRIMARY ROUTE

ALTERNATIVE 1B POTENTIAL ACCESS ROUTE

ON-GRADE SHARED-USE PATH LIMITS OF PROPOSED STRUCTURE DRAFT EXHIBIT 6.11 - NORTH ACCESS ROUTE LOCATIONS LINCOLN MEMORIAL DRIVE ALTERNATIVE 1B I-794 (LAKE FREEWAY) MILWAUKEE COUNTY, WI I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

6.3.3 North and South Access Locations Alternative 2A No reduction in travel lane; existing structure widened to accommodate shared-use path on east side of facility

Alternative access routes to allow connectivity between the new facility and the existing trail facilities and municipal streets within the project area for Alternative 2A have been evaluated for feasibility based on design criteria as defined in Section 4 of this report.

South Access Point (Exhibit 6.12) Access Route S-1 – The access considerations are similar with regards to route location to those shown under Alternative 1A, Access Route S-1. Slight differences exist at the location where the proposed path connects to the existing or widened structure. Refer to section 6.3.1 and Exhibit 6.12 for a description of this route.

Access Route S-4 – The proposed shared-use path is located on the east side of the existing Hoan Bridge on a separate structure and descends to the existing street level grade at approximately Bridge Pier 43, located approximately 300 feet north of Lincoln Avenue. The shared-use path travels at surface grade through the Port Authority right-of-way and along the east edge of Lincoln Memorial Drive to Russell Avenue to various destinations in the Bay View neighborhood and could connect to the off-road segment of the Oak Leaf Trail located at Cupertino Park as shown in Exhibit 6.12.

DRAFT

1" = 450'

lincoln avenue

s bay street s carferry drive

s harbor drive I-794 (LAKE FREEWAY) PIER 43

S-1

russell avenue

S-4

s lincoln memorial drive

LEGEND SECTION A-A C/L A 14' ALTERNATIVE 2A PRIMARY ROUTE

A 2' 5' 5' 2' ALTERNATIVE 2A POTENTIAL ACCESS ROUTE

0.02} 0.04} 0.02} 0.04} ON-GRADE SHARED-USE PATH VARIES VARIES

3" ASPHALTIC SURFACE s superior street LIMITS OF PROPOSED STRUCTURE 6-INCH BASE AGGREGATE 4" TOPSOIL AND TEMPORARY DENSE 1 1/4 INCH (TYP.) SEED TO ALL DISTURBED AREAS s shore drive DRAFT EXHIBIT 6.12 - SOUTH ACCESS ROUTE LOCATIONS, ALTERNATIVE 2A I-794 (LAKE FREEWAY) MILWAUKEE COUNTY, WI I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

North Access Point (Exhibit 6.13) Access Route N-1 – The access considerations are similar with regards to route location to those shown under Alternative 1A, Access Route N-1. Slight differences exist at the location where the proposed path connects to the existing or widened structure. Refer to section 6.3.1 and Exhibit 6.13 for a description of this route.

Access Route N-2 – The access considerations are similar with regards to route location to those shown under Alternative 1A, Access Route N-2. Slight differences exist at the location where the proposed path connects to the existing or widened structure. Refer to section 6.3.1 and Exhibit 6.13 for a description of this route.

DRAFT

1" = 300' harbor drive

i-794 (LAKE FREEWAY)

N-1

lincoln memorial dr

michigan ave harbor drive

N-2

ted seaver street

LEGEND

ALTERNATIVE 2A PRIMARY ROUTE

ALTERNATIVE 2A POTENTIAL ACCESS ROUTE

ON=GRADE SHARED-USE PATH LIMITS OF PROPOSED STRUCTURE DRAFT EXHIBIT 6.13 - NORTH ACCESS ROUTE LOCATIONS LINCOLN MEMORIAL DRIVE ALTERNATIVE 2A I-794 (LAKE FREEWAY) MILWAUKEE COUNTY, WI I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

6.3.4 North & South Access Locations Alternative 3B No reduction in travel lanes; shared-use path over existing structure

Alternative access routes to allow connectivity between the new facility and the existing trail facilities and municipal streets within the project area for Alternative 3B have been evaluated for feasibility based on design criteria as defined in Section 4 of this report.

South Access Point (Exhibit 6.14) Access Route S-5 – The shared-use path is located approximately 20′-6″ above grade in the center of the I-794 facility. In order to provide a connection to the existing trail head in Cupertino Park, a new structure is proposed that will allow the users to travel over the northbound lanes of I-794 to Carferry Drive. Grades for the facility would be required to be 3.66 %. The route could then continue at grade along the route shown in Exhibit 6.14 to the existing Oak Leaf Trail head at East Russell Avenue.

DRAFT

1" = 450'

lincoln avenue

s bay street s carferry drive

s harbor drive

PIER 43

I-794 (LAKE FREEWAY)

S-5

russell avenue

s lincoln memorial drive

LEGEND SECTION A-A C/L

14' ALTERNATIVE 3B PRIMARY ROUTE

2' 5' 5' 2' ALTERNATIVE 3B POTENTIAL ACCESS ROUTE

0.04} 0.02} 0.02} 0.04} ON-GRADE SHARED-USE PATH VARIES VARIES

3" ASPHALTIC SURFACE s superior street LIMITS OF PROPOSED STRUCTURE 6-INCH BASE AGGREGATE 4" TOPSOIL AND TEMPORARY DENSE 1 1/4 INCH (TYP.) SEED TO ALL DISTURBED AREAS s shore drive DRAFT EXHIBIT 6.14 - SOUTH ACCESS ROUTE LOCATIONS, ALTERNATIVE 3B I-794 (LAKE FREEWAY) MILWAUKEE COUNTY, WI I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

North Access Point (Exhibit 6.15)

Access Route N-4 – The shared-use path is located in the center of the existing I-794 approximately 20′-6″above grade in the center of the I-794 facility. At Bridge Pier 11NA, the route would begin to travel along a standalone facility under the existing northbound lanes of I 794 to the southwest corner of the intersection of the northbound I-794 exit ramp to Lincoln Memorial Drive. The connection could then follow the route shown in Exhibit 6.15 to connect to the paths located in War Memorial Center and eventually connect to both the Oak Leaf and Hank Aaron State Trails. Further study of this alternative revealed that grades of 4.7 - 4.8% are required.

DRAFT

1" = 300' harbor drive

i-794 (LAKE FREEWAY) N-4

lincoln memorial dr

michigan ave PIER 11NA harbor drive

ted seaver street

LEGEND

ALTERNATIVE 3B PRIMARY ROUTE

ALTERNATIVE 3B POTENTIAL ACCESS ROUTE

ON-GRADE SHARED-USE PATH LIMITS OF PROPOSED STRUCTURE DRAFT EXHIBIT 6.15 - NORTH ACCESS ROUTE LOCATIONS LINCOLN MEMORIAL DRIVE ALTERNATIVE 3B I-794 (LAKE FREEWAY) MILWAUKEE COUNTY, WI I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

6.3.5 North and South Access Locations Alternative 4 No reduction in travel lanes; shared-use path on separate structure

Alternative access routes to allow connectivity between the new facility and the existing trail facilities and municipal streets within the project area for Alternative 4 have been evaluated for feasibility based on design criteria as defined in Section 4 of this report.

South Access Point (Exhibit 6.16) Access Route S-1 – The access considerations are similar with regards to route location to those shown under Alternative 1A, Access Route S-1. Slight differences exist at the location where the proposed path connects to the proposed separate structure. Refer to section 6.3.1 and Exhibit 6.16 for a description of this route.

Access Route S-4– The access considerations are similar with regards to route location to those shown under Alternative 2A, Access Route S-4. Slight differences exist at the location where the proposed path connects to the proposed separate structure. Refer to section 6.3.3 and Exhibit 6.16 for a description of this route.

Access Route S-5 (Eliminated) – The proposed shared-use path is located on the west side of the existing Hoan Bridge on a separate structure and descends to the existing street level grade at approximately Pier 43. The path travels at surface grade through the Port Authority right of way and along the east edge of Lincoln Memorial Drive to both the off-road segment of the Oak Leaf Trail located in Cupertino Park as well as the Russell Avenue. Further study of this alternative revealed that conventional pier placement was not possible due to a lack of space between Lincoln Memorial Drive, the Port Authority Railroad and the existing I-794 corridor. This eliminated this access route from further study.

DRAFT

1" = 450'

lincoln avenue

s bay street s carferry drive

s harbor drive I-794 (LAKE FREEWAY) PIER 43

S-1

russell avenue

S-4

s lincoln memorial drive

LEGEND SECTION A-A C/L A 14' ALTERNATIVE 4 PRIMARY ROUTE

A 2' 5' 5' 2' ALTERNATIVE 4 POTENTIAL ACCESS ROUTE

0.02} 0.04} 0.02} 0.04} ON-GRADE SHARED-USE PATH VARIES VARIES

3" ASPHALTIC SURFACE s superior street LIMITS OF PROPOSED STRUCTURE 6-INCH BASE AGGREGATE 4" TOPSOIL AND TEMPORARY DENSE 1 1/4 INCH (TYP.) SEED TO ALL DISTURBED AREAS s shore drive DRAFT EXHIBIT 6.16 - SOUTH ACCESS ROUTE LOCATIONS, ALTERNATIVE 4 I-794 (LAKE FREEWAY) MILWAUKEE COUNTY, WI I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

North Access Point Lincoln Memorial Drive (Exhibit 6.17) Access Route N-1 – The access considerations are similar with regards to route location to those shown under Alternative 1A, Access Route N-1. Slight differences exist at the location where the proposed path connects to the proposed separate structure. Refer to section 6.3.1 and Exhibit 6.17 for a description of this route.

Access Route N-2 – The access considerations are similar with regards to route location to those shown under Alternative 1A, Access Route N-2. Slight differences exist at the location where the proposed path connects to the proposed separate structure. Refer to section 6.3.1 and Exhibit 6.17 for a description of this route.

North Access Point – Milwaukee River (Exhibit 6.18) Access Route N-5 (Eliminated) – The new structure runs adjacent to the east side of the existing Hoan Bridge and descends to the street level grade on the north side of the Milwaukee River using a series of switch backs to descend 120 feet. The design of the trail could make use of the existing grade located on the south end of the Marcus Amphitheater. The path would connect to the existing Hank Aaron State Trail to travel on the east side of Henry Maier Festival Park and eventually connect to the Oak Leaf Trail located in the War Memorial Center. Study of this alternative revealed that the undesirable grades (3.5% - 4.5%) and minimum turning radii for the switch backs (36 feet) combined for long distances is not recommended for a shared-use path. These design requirements do not meet desirable design criteria as defined in Section 4 of this report. For this reason, this connection is dismissed from further consideration and evaluation.

Access Route N-6 (Eliminated) – The new structure runs adjacent to the east side of the existing Hoan Bridge and begins to descend to the existing street level grade on the north side of the Milwaukee River using a helix ramp design to descend the 120 feet to existing surface street grade. The path would connect to the existing Hank Aaron State Trail to travel on the east side of Summerfest grounds and eventually connect to the Oak Leaf Trail located in the War Memorial Center. The design of the helix ramp alternative meets the design criteria of a sustained 3.0% grade if longer than 800 feet; however, a grade along the shared- use path of 4.7% is required to maintain 10′ clearance as the path crosses under I-794 east of the helix access ramp entrance/exit. In general, the combination of steep grades and tight curves over long segments of facility are undesirable for a shared-use path. In comparison to Access Route N-1, this design results inDRAFT real estate impacts including a loss of approximately 2.35 acres of Summerfest parking. For this reason, the alternative has been dismissed from further consideration and evaluation.

Access Route N-7 (Eliminated) – The new structure runs adjacent to the east side of the existing Hoan Bridge and begins to descend to the existing street level grade on the north side of the Milwaukee River using a series of switch backs running parallel to the Milwaukee River. The path would connect to the existing Hank Aaron State Trail to travel on the east side of Henry Maier Festival Park and eventually connect to the Oak Leaf Trail located in the War

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Memorial Center. The design of this facility requires less than desirable grades (4.7% - 4.8%) and the minimum turning radius (36′) for bicyclists; the combination of these two factors makes for a less than desirable facility. For this reason, the alternative has been dismissed from further consideration and evaluation.

DRAFT

1" = 300' harbor drive

i-794 (LAKE FREEWAY)

N-1

harbor drive

michigan ave

N-2

LEGEND

ALTERNATIVE 4 PRIMARY ROUTE

ALTERNATIVE 4 POTENTIAL ACCESS ROUTE

ON-GRADE SHARED-USE PATH LIMITS OF PROPOSED STRUCTURE DRAFT EXHIBIT 6.17 - NORTH ACCESS ROUTE LOCATIONS LINCOLN MEMORIAL DRIVE ALTERNATIVE 4 I-794 (LAKE FREEWAY) MILWAUKEE COUNTY, WI

w s

N-6 n

N-7 e

1" = 300'

i-794 (LAKE FREEWAY)

N-5

LEGEND

ALTERNATIVE 4 PRIMARY ROUTE

ALTERNATIVE 4 POTENTIAL ACCESS ROUTE DRAFT EXHIBIT 6.18 - NORTH ACCESS ROUTE LOCATIONS MILWAUKEE RIVER ALTERNATIVE 4 I-794 (LAKE FREEWAY) MILWAUKEE COUNTY, WI I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

6.4 Other Considerations

Other considerations beyond structural feasibility and access play a critical role in evaluating different alternatives for the shared-use path on the Hoan Bridge. These considerations include

• Maintenance – the regular upkeep of the shared-use path. This includes snow removal, snow storage, and drainage facilities • Real Estate Impacts – impacts on structures, roads, rail lines, parking lots, and other property • Inspection and Emergency Vehicle Access – the ease with which essential vehicles such as a inspection vehicle for routine inspection or an ambulance for emergency operations can access the shared-use path; the ease with which an inspection team can fulfill its roles of routine fracture critical inspection (every 24 months) • Construction Schedule – the affect that the addition of a shared-use path will have on the construction schedule for the rehabilitation of the Hoan Bridge as described in Section 2.0 of this report

DRAFT

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

6.4.1 Alternative 1A NB I-794 reduced to 2 travel lanes; shared-use path on east side of the existing structure

The summary of consideration items for Alternative 1A can be found in Table 6.12:

Table 6.12: Alternative 1A Consideration Items Consideration Item Advantage Disadvantage

− Agreements with a maintaining authority will be needed for snow removal if path is to remain open year round − Northbound right traffic lane may have to be closed to facilitate Maintenance snow removal operations due to reduced shoulder width if auger type snow removal equipment is used to deposit snow into haul away trucks traveling in the northbound right shoulder Real Estate Impacts − Real estate impacts limited to access locations – No need to close down the − Closure of the shared-use facility Inspection and Emergency northbound lane during bridge will be required for inspection Vehicle Access inspection as equipment would − Reduced right shoulder width use shared-use facility from existing 10’ to 8’

− Additional structural work Construction Schedule − Minor approach work required required at south connection

DRAFT

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

6.4.2 Alternative 1B NB I-794 reduced to 2 travel lanes; shared-use path in center of structure

The summary of consideration items for Alternative 1B can be found in Table 6.13: Table 6.13: Alternative 1B Consideration Items Consideration Item Advantage Disadvantage

− Agreements with a maintaining authority will be needed for snow removal if path is to remain open year round

− Southbound left traffic lane may Maintenance have to be closed to facilitate snow removal operations due to reduced shoulder width if auger type snow removal equipment is used to deposit snow into haul away trucks traveling in the southbound left lane

Real Estate Impacts − Real estate impacts limited to access locations Inspection and Emergency − No impacts to existing inspection Vehicle Access operations

− Considerable additional time Construction Schedule − One less barrier to construct required for north and south compared with alternative 1A connections

DRAFT

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

6.4.3 Alternative 2A No reduction in travel lanes; existing structure widened to accommodate shared-use path on east side of facility The summary of consideration items for Alternative 2A can be found in Table 6.14: Table 6.14: Alternative 2A Consideration Items Consideration Item Advantage Disadvantage

− Agreements with a maintaining authority will be needed for snow removal if path is to remain open year round − Northbound traffic lane may Maintenance have to be closed to facilitate snow removal operations if auger type snow removal equipment is used to deposit snow into haul away trucks traveling in the northbound right shoulder − Requires right of way acquisition and/or leasing agreements to construct the substructure supporting the additional width of the superstructure Potential conflicts with pier Real Estate Impacts − locations include roadways, railroads, and buildings (Exhibit 6.19) − Additional columns may be objectionable to current property occupants

DRAFT

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Table 6.14(continued) Consideration Item Advantage Disadvantage

− Future maintenance and inspection of the main span would be hindered due to the shared-use path being cantilevered from the structure. In the event that future repairs or − No need to close down the maintenance is necessary for the Inspection and Emergency northbound lane during bridge fracture critical arch tie, removal Vehicle Access inspection as equipment would of the walkway could become use shared-use facility necessary to accommodate these activities − Facility would be closed to bicyclists and pedestrians during routine bridge inspections (every 2 years) − A larger portion of the underside of the bridge would not be Inspection and Emergency accessible by an inspection Vehicle Access (continued) vehicle. Inspection by barge or additional catwalks would be required − Significant structural modifications and substructure Construction Schedule construction will add time to the construction schedule for this project

DRAFT

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

6.4.4 Alternative 3B No reduction in travel lanes; shared-use path over existing structure The summary of consideration items for Alternative 3B can be found in Table 6.15: Table 6.15: Alternative 3B Consideration Items Consideration Item Advantage Disadvantage

− A fence enclosure is needed to minimize objects being thrown over onto freeway traffic below

− Potential for ice to collect on the fence and fall on traffic below the shared-use path

− Agreements with a maintaining authority will be needed for snow Maintenance removal if path is to remain open year round

− Location and width of shared-use path make it extremely difficult for snow removal equipment

− Determining where to put the snow removed from the shared- use path may be a challenge

− Majority of the structure is − Additional property leasing Real Estate Impacts contained within existing Hoan agreements may be required at footprint the north and south connections − Inspection can be done from the − A separate structure, at a deck of the Hoan Bridge with different elevation, makes it Inspection and Emergency standard man-lift inspection more difficult for emergency Vehicle Access vehicles DRAFTvehicles to provide assistance − No impacts to inspection from the freeway procedures on the Hoan Bridge − Complex and multi-phased Construction Schedule construction required to retrofit framing system

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

6.4.5 Alternative 4 No reduction in travel lanes; shared-use path on separate structure

The summary of consideration items for Alternative 4 can be found in Table 6.16:

Table 6.16: Alternative 4 Consideration Items Consideration Item Advantage Disadvantage

− Location and width of shared-use path make it extremely difficult for snow removal equipment

− Determining where to put the snow removed from the shared- Maintenance use path may be a challenge

− Agreements with a maintaining authority will be needed for snow removal if path is to remain open year round − New Structural supports may interfere with everyday activities (Exhibit 6.19) a. Henry Maier Festival b. Milwaukee Metropolitan Sewerage District − The piers of a parallel structure c. Port of Milwaukee are typically in line with the − Additional columns may be existing piers, with the advantage Real Estate Impacts objectionable to current property of allowing the piers to be shifted occupants reducing property occupants conflict − Additional property leasing agreements will be required

− Relocation or special design DRAFTconsiderations will be required of MMSD buildings for the placement of the proposed bridge

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Table 6.16 (continued): Consideration Item Advantage Disadvantage

− Connections N-5, N-6 and N-7 require significant real estate acquisition or easement Real Estate Impacts (continued) agreements from the City of Milwaukee and Maier Festival Park

− A separate structure makes it difficult for emergency vehicles to maneuver (back up, avoid pedestrians, etc.) and provide assistance

− The structure would be considered as "Fracture Critical" and will need a higher level and frequency of inspection than other bridges

− Due to the operating limits of the under bridge deck inspection unit, the railing for the main span

Inspection and Emergency of the shared-use bridge cannot − A steel plate girder structure for exceed a height of 11 feet and Vehicle Access the approaches to the main span cannot be curved inward over is easier to inspect the path. Temporary closure of the shared-use path will be required during the inspection of the shared-use bridge.

− The inspection of all units over DRAFTland will need to be conducted using equipment on-grade for most of the south approach spans due to the close proximity to the existing dock wall and the narrow space between the proposed bridge and the existing bridge.

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Table 6.16 (continued) Consideration Item Advantage Disadvantage

− Can be constructed as an independent project at a later − Construction of the main span is date limited to periods of "good Construction Schedule weather" − Can be constructed at the same time as the redecking of the − Construction of the main span existing bridge to minimize requires "higher skilled" laborers disturbance in the area

DRAFT

s n

UNIT S23 UNIT S22 UNIT S21 UNIT S20 UNIT S15 UNIT S14 UNIT S13 UNIT S12 UNIT S11 UNIT S10 UNIT S9 UNIT S8 e

LEGEND

POTENTIAL CONFLICTS USING EXISTING PIER CONFIGURATION

POTENTIAL CONSTRAINTS USING MODIFIED PIER CONFIGURATION

MATCH LINE

POTENTIAL ROADWAY INDICATES LIMITS POTENTIAL FUEL POTENTIAL BUILDING POTENTIAL FUEL CONFLICTS UNIT S19 UNIT S18 UNIT S17 UNIT S16 OF WIDENING PIPE CONFLICT CONFLICT PIPE CONFLICT (16' FROM EXISTING)

POTENTIAL PARKING

MATCH LINE LOT CONFLICT

POTENTIAL BUILDING

POTENTIAL PIPE/ POTENTIAL BUILDING/ POTENTIAL BUILDING POTENTIAL SERVICE CONFLICTS FLUME CONFLICT SERVICE ENTRY CONFLICT ROAD CONFLICT POTENTIAL BUILDING CONFLICT CONFLICTS

UNIT S7B UNIT S6B UNIT S5B UNIT S4B UNIT S3B UNIT S2B ARCH UNIT 1B UNIT N2B UNIT N3B UNIT N4B UNIT 5A

POTENTIAL RAILWAY POTENTIAL BUILDING CONFLICTS (TYP.) CONFLICTSDRAFT EXHIBIT 6.19 - ALTERNATIVE 2A & 4 POTENTIAL PIER CONFLICTS I-794 (LAKE FREEWAY) MILWAUKEE COUNTY, WI I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

6.5 Cost

Estimated construction costs have been developed for the alternatives presented in this study. Major areas of work have been identified, quantities estimated, and unit prices have been developed based on historic averages for similar types of work. In addition, a contingency factor has been added to the estimates that reflects the planning level of development and analysis of each of these alternatives and associated segments of work. These contingencies primarily address the uncertainty of the total scope of these work items, the variability in cost and quantity for these items, the unknown items of work, and reflect the level of structural analysis for the proposed repairs. In addition, the access structures have many unknowns due to the limitations of the feasibility study that could increase costs.

A 15% engineering and construction cost has been added to determine the delivery cost of the project. This represents the cost for field engineering and anticipated construction change orders. The estimated construction costs for the alternatives presented in this study are summarized in Table 6.17.

Additional details for each alternative, including specific items of work, quantities and estimated unit prices are included in Tables 6.18-6.22 in this section. There are several instances where similar bid items are used in different applications that results in differences in unit prices. These items have been identified in the detailed cost estimates with a brief description indicating the specific application. One example is concrete masonry for substructure and superstructure. Concrete masonry can be used in both the superstructure and in the foundations of the substructures. Concrete in the superstructure is more labor- intensive than the concrete used in the foundations of the substructures; therefore, there are two different costs associated with this item.

Utility relocations and real estate impacts have not been assessed at this time, further investigation to identify utility conflicts and assess land values will need to be considered to further define total project costs if alternatives are to proceed past the feasibility stage.

DRAFT

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Table 6.17: Cost Estimates for Alternatives

Alternative Alternative 1B Alternative Alternative 3B Alternative 4 1A NB I-794 reduced 2A No reduction in No reduction in NB I-794 to 2 travel lanes; No reduction in travel lane; travel lanes; shared-use path reduced to 2 shared-use path travel lanes; shared-use path over existing on separate travel lanes; in center of existing structure structure structure structure shared-use path widened to on east side of accommodate the existing shared-use path structure on east side of structure

Estimated $8,214,000 $23,901,000 $66,419,000 $83,027,000 $73,364,000 Cost

15% Engineering and $1,233,000 $3,586,000 $9,963,000 $12,455,000 $11,005,000 Construction 2011 Delivery $9,447,000 $27,487,000 $76,382,000 $95,482,000 $84,369,000 Cost

DRAFT

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Table 6.18: Alternative 1A Cost Estimate ALTERNATIVE 1A: $8,214,000 NB I-794 reduced to 2 travel lanes; shared-use path located along east side of existing structure

PART A - New Barrier on Main Span Description Quantity Unit Unit Cost Amount Railing/Barrier 1,100 LF $260.00 $286,000 Contingency 10% $28,600 Contingency based on: material and fabrication costs Sub-Total Part A $315,000

PART B - New Barrier South Units Description Quantity Unit Unit Cost Amount Railing/Barrier 4,000 LF $260.00 $1,040,000 Contingency 10% $104,000 Contingency based on: material and fabrication costs Sub-Total Part B $1,144,000

PART C - New Barrier North Units Description Quantity Unit Unit Cost Amount Railing/Barrier 4,000 LF $260.00 $1,040,000 Contingency 10% $104,000 Contingency based on: material and fabrication costs Sub-Total Part C $1,144,000

PART D - New Substructure Along Ramp Description Quantity Unit Unit Cost Amount Concrete Masonry - Substructure 1,250 CY $418.00 $522,500 HS Bar Steel Reinforcement 187,500 LB $0.80 $150,000 Cast-In-Place Concrete Piles Furnished and Installed 9,300 LF $40.00 $372,000 Excavation for Structures, Bridge 1,500 CY $40.00 $60,000 Contingency 25% $276,125 Contingency based on: foundation costs adjacent to existing dock wall tiebacks, varying pier heights, poor soils Sub-Total Part D $1,381,000

PART E - New Superstructure Along Ramp Description Quantity Unit Unit Cost Amount Structural Steel 800,000 LB $3.00 $2,400,000 Concrete Masonry - SuperstructureDRAFT 460 CY $500.00 $230,000 HS Bar Steel Reinforcement - Epoxy Coated 69,000 LB $1.10 $75,900 Railing/Barrier 1,000 LF $260.00 $260,000 Contingency 25% $741,475 Contingency based on: erection complexity, material and fabrication costs. Sub-Total Part E $3,707,000

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Table 6.18 (continued) PART F - South Approaches Description Quantity Unit Unit Cost Amount Excavation 700 CY $5.00 $3,500 Select Fill 500 CY $10.00 $5,000 Surface Paths (Asphalt & Aggregate) 1300 SY $40.00 $52,000 Retaining Wall 1200 SF $150.00 $180,000 Landscaping 1200 SY $3.00 $3,600 Contingency 15% $36,615 Contingency based on: exact location of the shared use path on grade Sub-Total Part F $281,000

PART G - North Approaches Description Quantity Unit Unit Cost Amount Excavation 800 CY $5.00 $4,000 Select Fill 600 CY $10.00 $6,000 Surface Paths (Asphalt & Aggregate) 1200 SY $40.00 $48,000 Retaining Wall 1000 SF $150.00 $150,000 Landscaping 800 SY $3.00 $2,400 Contingency 15% $31,560 Contingency based on: exact location of the shared use path on grade Sub-Total Part G $242,000

DRAFT

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Table 6.19: Alternative 1B Cost Estimate ALTERNATIVE 1B: $23,901,000 NB I-794 reduced to 2 travel lanes; shared-use path in center of existing structure

PART A - New Barrier on Main Span Description Quantity Unit Unit Cost Amount Railing/Barrier 1,140 LF $260.00 $296,400 Contingency 10% $29,640 Contingency based on: material and fabrication costs Sub-Total Part A $326,000 PART B - New Barrier South Units Description Quantity Unit Unit Cost Amount Railing/Barrier 5,000 LF $260.00 1,300,000 Contingency 10% $130,000 Contingency based on: material and fabrication costs Sub-Total Part B $1,430,000

PART C - New Barrier North Units Description Quantity Unit Unit Cost Amount Railing/Barrier 5,000 LF $260.00 1,300,000 Contingency 10% $130,000 Contingency based on: material and fabrication costs Sub-Total Part C $1,430,000

PART D - New Superstructure North Unit Description Quantity Unit Unit Cost Amount Structural Steel 1,200,000 LB $1.45 1,740,000 Concrete Masonry - Superstructure 4,000 CY $500.00 2,000,000 HS Bar Steel Reinforcement - Epoxy Coated 1,000,000 LB $1.10 1,100,000 Railing/Barrier 4,000 LF $260.00 1,040,000 Contingency 25% $1,470,000 Contingency based on: erection complexity, material and fabrication costs. Sub-Total Part D $7,350,000

PART E - New Substructure North Unit Description Quantity Unit Unit Cost Amount Concrete Masonry - Substructure 3,100 CY $418.00 $1,295,800 HS Bar Steel Reinforcement 465,000 LB $0.80 $372,000 Cast-In-Place Concrete Piles FurnishedDRAFT and Installed 3,650 LF $40.00 $146,000 Excavation for Structures, Bridge 1,500 CY $45.00 $67,500 Contingency 25% $470,325 Contingency based on: varying pier heights, poor soils Sub-Total Part E $2,352,000

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Table 6.19(continued) PART F - New Structure for shared pathway beginning at Lincoln Ave. Description Quantity Unit Unit Cost Amount Structural Steel 881,000 LB $3.00 2,643,000 Concrete Masonry - Superstructure 500 CY $500.00 250,000 HS Bar Steel Reinforcement - Epoxy Coated 125,000 LB $1.10 137,500 Railing/Barrier 2,500 LF $260.00 650,000 Concrete Masonry-Substructure 2,450 CY $418.00 $1,024,100 HS Bar Steel Reinforcement 367,500 LB $0.80 $294,000 Cast-In-Place Concrete Piles Furnished and Installed 5,000 LF $50.00 $250,000 Excavation for Structures, Bridge 1,000 CY $45.00 $45,000 Contingency 25% $1,323,400 Contingency based on: erection complexity, material and fabrication costs. Sub-Total Part F $6,617,000

PART G - New Northbound Structure at Carferry Drive Description Quantity Unit Unit Cost Amount Structural Steel 260,000 LB $3.00 $780,000 Concrete Masonry - Superstructure 300 CY $500.00 $150,000 HS Bar Steel Reinforcement - Epoxy Coated 67,500 LB $1.10 $74,250 Railing/Barrier 360 LF $260.00 $93,600 Concrete Masonry-Substructure 175 CY $418.00 $73,150 HS Bar Steel Reinforcement 17,500 LB $0.80 $14,000 Cast-In-Place Concrete Piles Furnished and Installed 3,700 LF $40.00 $148,000 Excavation for Structures, Bridge 1,300 CY $45.00 $58,500 Demolition of Existing Structure 1 LS $500,000.00 $500,000 Contingency 25% $472,875 Contingency based on: erection complexity, material and fabrication costs, and maintaining traffic on Carferry Drive. Sub-Total Part G $2,364,000

PART H - New Northbound Ramp Structure at Carferry Drive Description Quantity Unit Unit Cost Amount Structural Steel 160,000 LB $3.00 $480,000 Concrete Masonry - Superstructure 225 CY $500.00 $112,500 HS Bar Steel Reinforcement - Epoxy Coated 50,625 LB $1.10 $55,688 Railing/Barrier 360 LF $260.00 $93,600 Concrete Masonry-Substructure 100 CY $418.00 $41,800 HS Bar Steel Reinforcement 10,000 LB $0.80 $8,000 Cast-In-Place Concrete Piles Furnished and Installed 2,500 LF $40.00 $100,000 Excavation for Structures, Bridge DRAFT800 CY $45.00 $36,000 Demolition of Existing Structure 1 LS $300,000.00 $300,000 Contingency 25% $306,897 Contingency based on: erection complexity, material and fabrication costs, and maintaining traffic on Carferry Drive. Sub-Total Part H $1,534,000

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Table 6.19(continued) PART I - South Approaches Description Quantity Unit Unit Cost Amount Excavation 800 CY $5.00 $4,000 Select Fill 600 CY $10.00 $6,000 New Retaining Walls 900 SF $150.00 $135,000 Surface Ramps (Asphalt & Aggregate) 1500 LF $40.00 $60,000 Landscaping 1200 SY $3.00 $3,600 Contingency 15% $31,290 Contingency based on: exact location of the shared use path on grade Sub-Total Part I $240,000

PART J - North Approaches Description Quantity Unit Unit Cost Amount Excavation 900 CY $5.00 $4,500 Select Fill 650 CY $10.00 $6,500 Abutment and Retaining Walls 1000 SF $150.00 $150,000 Surface Ramps 1500 LF $40.00 $60,000 Landscaping 1200 SY $3.00 $3,600 Contingency 15% $33,690 Contingency based on: exact location of the shared use path on grade Sub-Total Part J $258,000

DRAFT

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Table 6.20: Alternative 2A Cost Estimate ALTERNATIVE 2A: $66,419,000 No reduction in travel lanes; existing structure widened to accommodate shared-use path located along east side of facility

PART A - New Substructure South Approaches Description Quantity Unit Unit Cost Amount Concrete Masonry - Substructure 4,850 CY $418.00 $2,027,300 HS Bar Steel Reinforcement 727,500 LB $0.80 $582,000 Cast-In-Place Concrete Piles Furnished and Installed 40,500 LF $40.00 $1,620,000 Bearings 180 EA $1,100.00 $198,000 Foundation Complexity at Dock Wall 43 EA $10,000.00 $430,000 Contingency 25% $1,214,325 Contingency is based on: foundation costs adjacent to existing dock wall, varying pier heights and poor soils. Sub-Total Part A $6,072,000

PART B - New Substructure North Approaches Description Quantity Unit Unit Cost Amount Concrete Masonry - Substructure 5,800 CY $418.00 $2,424,400 HS Bar Steel Reinforcement 870,000 LB $0.80 $696,000 Cast-In-Place Concrete Piles Furnished and Installed 44,800 LF $40.00 $1,792,000 Bearings 190 EA $1,100.00 $209,000 Contingency 25% $1,280,350 Contingency is based on: varying pier heights and poor soils. Sub-Total Part B $6,402,000

PART C - New Structure, Structural Retrofits/Strengthening on Main Span Description Quantity Unit Unit Cost Amount Structural Steel 810,000 LB $8.00 $6,480,000 Concrete Masonry - Superstructure 600 CY $500.00 $300,000 HS Bar Steel Reinforcement 150,000 LB $1.10 $165,000 Replace Hangers 8 EA $50,000.00 $400,000 Railing/Barrier 2,280 LF $260.00 $592,800 Contingency 25% $1,984,450 Contingency is based on: difficulty with erection, complexity of retrofitting tie girder and replacing existing hangers. Sub-Total Part C $9,922,000

PART D - New Superstructure South Units Description DRAFTQuantity Unit Unit Cost Amount Structural Steel 4,250,000 LB $3.00 $12,750,000 Concrete Masonry - Superstructure 3,000 CY $500.00 $1,500,000 HS Bar Steel Reinforcement - Epoxy Coated 825,000 LB $1.10 $907,500 Railing/Barrier 10,000 LF $260.00 $2,600,000 Contingency 25% $4,439,375 Contingency is based on: unknown erection complexity. Sub-Total Part D $22,197,000 99

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Table 6.20(continued) PART E - New Superstructure North Units Description Quantity Unit Unit Cost Amount Structural Steel 5,100,000 LB $3.00 $15,300,000 Concrete Masonry - Superstructure 3,400 CY $500.00 $1,700,000 HS Bar Steel Reinforcement - Epoxy Coated 935,000 LB $1.10 $1,028,500 Railing/Barrier 10,000 LF $260.00 $2,600,000 Contingency 25% $5,157,125 Contingency is based on: unknown erection complexity. Sub-Total Part E $20,629,000

PART F - North and South Approaches Description Quantity Unit Unit Cost Amount Excavation 1500 CY $5.00 $7,500 Select Fill 1100 CY $10.00 $11,000 Abutments and Retaining Walls 6000 SF $150.00 $900,000 Surface Paths (Asphalt & Aggregate)Ramps 2900 LF $40.00 $116,000 Landscaping 2000 SY $3.00 $6,000 Contingency 15% $156,075 Contingency is based on: exact location of the shared use path on grade. Sub-Total Part F $1,197,000

DRAFT

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I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Table 6.21: Alternative 3B Cost Estimate ALTERNATIVE 3B: $83,027,000 No reduction in travel lanes; shared-use path over existing structure

PART A - New Substructure South Approaches Description Quantity Unit Unit Cost Amount Concrete Masonry - Substructure 6,300 CY $418.00 $2,633,400 HS Bar Steel Reinforcement 945,000 LB $0.80 $756,000 Cast-In-Place Concrete Piles Furnished and Installed 24,000 LF $40.00 $960,000 Excavation for Structures, Bridge 3,800 CY $40.00 $152,000 Contingency 25% $1,125,350 Contingency is based on: foundation costs adjacent to existing dock wall, varying pier heights and poor soils. Sub-Total Part A $5,627,000

PART B - New Substructure North Approaches Description Quantity Unit Unit Cost Amount Concrete Masonry - Substructure 5,800 CY $418.00 $2,424,400 HS Bar Steel Reinforcement 870,000 LB $0.80 $696,000 Cast-In-Place Concrete Piles Furnished and Installed 20,000 LF $40.00 $800,000 Excavation for Structures, Bridge 2,100 CY $45.00 $94,500 Contingency 25% $1,003,725 Contingency is based on: varying pier heights and poor soils. Sub-Total Part B $5,019,000

PART C - New Structure, Structural Retrofits/Strengthening on Main Span Description Quantity Unit Unit Cost Amount Structural Steel for Overhead Bridge 740,000 LB $3.00 $2,220,000 Concrete Masonry -Superstructure 460 CY $500.00 $230,000 HS Bar Steel Reinforcement - Epoxy Coated 115,000 LS $1.10 $126,500 Strengthen Floor Beams 9 EA $80,000.00 $720,000 Railing/Barrier 2,200 LF $260.00 $572,000 Contingency 25% $967,125 Contingency is based on: difficulty with erection, complexity of retrofitting floor beams. DRAFTSub-Total Part C $4,836,000

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I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Table 6.21(continued) PART D - New Superstructure South Units Description Quantity Unit Unit Cost Amount Structural Steel 3,500,000 LB $3.00 $10,500,000 Prefabricated Truss 7,800 SF $150.00 $1,170,000 Concrete Masonry - Deck 7,500 CY $500.00 $3,750,000 HS Bar Steel Reinforcement - Epoxy Coated 1,125,000 LB $1.10 $1,237,500 Retrofit Existing Median Girders 1,150,000 LB $7.00 $8,050,000 Railing/Barrier 12,000 LF $260.00 $3,120,000 Contingency 25% $6,956,875 Contingency is based on: difficulty with erection, complexity of retrofitting of exterior girders. Sub-Total D $34,784,000

PART E - New Superstructure North Units Description Quantity Unit Unit Cost Amount Structural Steel 4,000,000 LB $3.00 $12,000,000 Prefabricated Truss 3,000 SF $250.00 $750,000 Concrete Masonry - Deck 6,500 CY $500.00 $3,250,000 HS Bar Steel Reinforcement - Epoxy Coated 1,625,000 LB $1.10 $1,787,500 Retrofit Existing Median Girders 800,000 LB $7.00 $5,600,000 Railing/Barrier 8,000 LF $260.00 $2,080,000 Contingency 25% $6,366,875 Contingency is based on: difficulty with erection, complexity of retrofitting of exterior girders. Sub-Total Part E $31,834,000

PART F - South Approach Description Quantity Unit Unit Cost Amount Excavation 900 CY $5.00 $4,500 Select Fill 800 CY $10.00 $8,000 Retaining Walls and Abutment 2600 SF $150.00 $390,000 Surface Ramps (Asphalt and Aggregate) 1600 LF $40.00 $64,000 Landscaping 1000 SY $3.00 $3,000 Contingency 15% $70,425 Contingency based on: exact location of the shared use path on grade Sub-Total Part F $540,000

PART G - North Approach Description Quantity Unit Unit Cost Amount Excavation DRAFT1000 CY $5.00 $5,000 Select Fill 700 CY $10.00 $7,000 Retaining Walls and Abutment 1800 SF $150.00 $270,000 Surface Ramps (Asphalt and Aggregate) 1300 LF $40.00 $52,000 Landscaping 960 SY $3.00 $2,880 Contingency 15% $50,532 Contingency based on: exact location of the shared use path on grade Sub-Total Part G $387,000 102

I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County

Table 6.22: Alternative 4 Cost Estimate ALTERNATIVE 4: $73,364,000 No reduction in travel lanes; shared-use path on separate structure

PART A - 3 Span Continuous Steel Box Girder Bridge Description Quantity Unit Unit Cost Amount Structural Steel 4,000,000 LB $4.50 $18,000,000 Concrete Masonry - Superstructure 340 CY $500.00 $170,000 HS Bar Steel Reinforcement - Epoxy Coated 51,000 LB $1.10 $56,100 Railing\Barrier 2,280 LF $260.00 $592,800 Contingency 25% $4,704,725 Contingency based on: erection complexity, material and fabrication costs, vibration dampening

Sub-Total Part A $23,524,000

PART B - New Substructure Description Quantity Unit Unit Cost Amount Concrete Masonry - Substructure 9,636 CY $418.00 $4,027,848 HS Bar Steel Reinforcement 1,204,444 LB $0.80 $963,555 Piling 90,000 LF $40.00 $3,600,000 Bearings 306 EACH $1,100.00 $336,363 Foundation complexitiy at dockwall 43 EACH $10,000.00 $430,000 Contingency 25% $2,339,442 Contingency based on: foundation costs around existing dockwall tiebacks, pier heights, poor soils

Sub-Total Part B $11,697,000

PART C - Structural Approaches Description Quantity Unit Unit Cost Amount Steel Plate Girder 9,938 LF $2,745.60 $27,285,773 Railing\Barrier 11,264 LF $260.00 $2,928,640 Contingency 20% $6,042,883 Contingency based on: unknown erection complexity

Sub-Total Part C $36,257,000

PART D - On-grade Approaches Description Quantity Unit Unit Cost Amount Excavation DRAFT1,500 CY $5.00 $7,500 Select Fill 1,100 CY $10.00 $11,000 Surface Paths (Asphalt & Aggregate) 2,900 LF $40.00 $116,000 Landscaping 1,933 SY $3.00 $5,800 Retaining Wall (North Connection)* 10,000 SF $150.00 $1,500,000 Contingency 15% $246,045 Contingency based on: exact location of the shared use path on grade

*Wall may be required for north connection Sub-Total Part D $1,886,000 103

I-794, Lake Freeway Bicycle/Pedestrian Feasibility Study MilwaukeeCounty 7.0 SUMMARY TABLE OF ALTERNATIVES Alternative 1A Alternative 1B Alternative 2A Alternative 3B Alternative 4 NB I-794 reduced to 2 travel lanes; shared- Criteria NB I-794 reduced to 2 travel lanes; shared- No reduction in travel lanes; existing No reduction in travel lanes; shared-use path No reduction in travel lanes; shared-use path use path on east side of the existing use path in center of the existing structure structure widened to accommodate shared- over existing structure on separate structure structure use path on east side of facility Traffic Impacts – Corridor and traffic merges – Corridor and traffic merges – Results in acceptable levels of – Results in acceptable levels of – Results in acceptable levels of operate at LOS ‘E’ to ‘F’ in operate at LOS ‘E’ to ‘F’ in 2035 service along the segment and all service along the segment and all service along the segment and all  2035   merge/diverge locations within  merge/diverge locations within the  merge/diverge locations within the corridor corridor the corridor Structural Feasibility – Ramp at south end of the – South end of structure would – Existing structure will require – The entire length of the existing – Special erection method of the structure would require require widening significant retrofits to the main structure will require significant structure is needed due to high widening span tied arch and approach spans retrofits to support the shared-use elevation over the Milwaukee – Reduced northbound right     path  River – Reduced northbound right shoulder with to 8′ – New substructure supports will be shoulder width to 8′ required North and South – Access to existing trail – Access to existing trail – Access to existing trail – Access to existing trail connections – Access to existing trail Access Locations connections at the north and connections at the north and south connections at the north and south at the north and south ends are connections at the north and south south ends of the bridge are ends are difficult due to the need ends of the bridge are easily difficult due to the need to cross ends of the bridge are easily  easily signed and follow a  to cross active travel lanes of I  signed and follow a direct route  active travel lanes of I-794 to  signed and follow a direct route direct route 794 to provide connection to area provide connection to area trails trails and streets and streets − Agreements with a maintaining − Agreements with a maintaining − Location of shared-use path − Location of shared-use path greatly − Location and width of shared-use Maintenance authority needed for snow  authority needed for snow  greatly limits snow removal  limits snow removal capabilities  path make it extremely difficult  removal removal capabilities for snow removal equipment

− South connection structural – One less barrier to construct – Significant structural − Complex and multi-phased – Can be constructed as an work may add to construction compared with Alternative 1ADRAFT modifications and substructure construction required to retrofit independent project at a separate Construction schedule construction will add considerable framing system time Schedule  – Additional time required for north     time to the construction schedule and south connections for this accelerated project 2011 Delivery $9.4 M $27.5 M $76.4 M $ 95.5 M $ 84.4 M

Cost Cost

No Significant Concerns Identified Caution Caution Red- Flag   Concerns Identified  Moderate Concerns Identified  Major Concerns Identified

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REFERENCES

American Association of State Highway and Transportation Officials. (1999). Guide for the Development of Bicycle Facilities. Washington, DC: American Association of State Highway and Transportation Officials.

American Association of State Highway and Transportation Officials. (2009). LRFD Guide Specifications for the Design of Pedestrian Bridges. Washington, DC: American Association of State Highway and Transportation Officials.

Graef, Anhalt, Schloemer and Associates, Inc. (1990). Feasibility Study: Lakefront Bike Trail over Daniel Hoan Bridge.

U.S. Department of Transportation Federal Highway Administration [Online]. (2011, September). Shared-use Paths Along or Near Freeways and Bicycles on Freeways. http://www.fhwa.dot.gov/environment/bikeped/freeways.htm .

United States Access Board. (2007). Architectural Barriers Act Accessibilty Guidelines for Outdoor Developed Areas. Washington, DC: United States Access Board.

United States Access Board. (2005). Draft Public Rights of Way Accessibility Guidelines. Washington D.C.: United States Access Board.

United States Department of Justice. (1991). ADA Standards for Accessible Design (23 CFR Part 36). Washington, DC: United States Departmetn of Justice.

United States Department of Transportation. (2010). Policy Statement on Bicycle and Pedestrian Accomodation Regulations and Recommendations.

URS and Bloom Consultants. (2002). Bayview to Downtown Bicycle Route Study Stage 2: Location Study Report. Waukesha: Wisconsin Department of Transportation.

Wisconsin Department of Transportation [Online]. (2011, September). Hoan Bridge/Lake Interchange Fact Sheet. http://www.dot.wisconsin.gov/business/engrserv/docs/hoanDRAFT-factsheet.pdf . Wisconsin Department of Transportation [Online]. (2011, September). I 794/Hoan Bridge. http://www.dot.wisconsin.gov/projects/seregion/794hoan/index.htm .

Wisconsin Department of Transportation. (2004). Bicycle Facility Design Handbook. Madison: Wisconsin Department of Transportation.

Wisconsin Department of Transportation. (2011). Facilities Development Manual (FDM) . Madison: Wisconsin Department of Transportation.

APPENDIX

FHWA LETTER CONCERNING A SHARED-USE PATH ON THE HOAN BRIDGE

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