ARLINGTON MAIN STREET REDESIGN INITIATIVE
FINAL STUDY
March 2021 Prepared by MJ Engineering and Land Surveying, P.C.
Dutchess County
Transportation Council ARLINGTON MAIN STREET REDESIGN INITIATIVE
TABLE OF CONTENTS
SECTION I: STUDY PURPOSE, BACKGROUND AND PROCESS ...... 3
STUDY PURPOSE AND BACKGROUND ...... 3 THE PROCESS ...... 4 SECTION II: EXISTING CONDITIONS ...... 9
DATA COLLECTION ...... 10 PHYSICAL CHARACTERISTICS ...... 11 CAPACITY ANALYSIS ...... 18 CRASH ANALYSIS ...... 19 PEDESTRIAN AND BICYCLE TRAFFIC ...... 25 ZONING ...... 27 LAND USES ...... 29 PROPERTY OWNERSHIP ...... 29 PARKING ...... 29 PARKING UTILIZATION ...... 29 SECTION III: DESIGN CONCEPT ALTERNATIVES ...... 31
OVERVIEW ...... 31 DESIGN CONCEPTS ...... 31 NORTH AND SOUTH GRAND AVENUE INTERSECTION...... 35 RAYMOND AVENUE INTERSECTION ...... 40 TAFT AVENUE AND FAIRMONT AVENUE INTERSECTION ...... 40 COORDINATION ...... 41 PRELIMINARY COST ESTIMATES ...... 42 SECTION IV: IMPLEMENTATION ...... 43
ITEMS FOR FURTHER INVESTIGATION...... 43 STEPS FOR IMPLEMENTATION ...... 43
APPENDICES Appendix A – Existing Conditions Supporting Information
Appendix B – Community Survey Highlights and Results
Appendix C – Summary of Other Public Engagement
Appendix D – Advisory Committee Coordination
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Section I: Study Purpose, Background and Process
Study Purpose and Background
The Arlington Main Street Redesign Initiative expands upon the recommendations suggested for Main Street in the 2017 Arlington Town Center Pedestrian Plan. That plan identified potential improvements to the Main Street corridor that would improve walking and bicycling, calm traffic, and improve the corridor’s appearance, making the area more appealing to everyone.
Complete Streets The Arlington Main Street Corridor Redesign Initiative was administered by the Dutchess County Transportation Council A Complete Street is a roadway planned and designed to consider (DCTC). M. J. Engineering and Land Surveying, P.C. (MJ) the safe, convenient access and facilitated this study on behalf of DCTC in conjunction with an mobility of all roadway users of all ages and abilities. This includes Advisory Committee consisting of members of DCTC, Dutchess pedestrians, bicyclists, public County Department of Public Works, Town of Poughkeepsie transportation riders, and motorists; it includes children, the elderly, and Planning Department, Town of Poughkeepsie Town Board, and persons with disabilities. - NYSDOT the Arlington Business Improvement District (BID).
The study identifies needs and opportunities for the half-mile span of County Route (CR) 114 (Main Street) in the Town of Poughkeepsie from North/South Grand Avenue to Taft/Fairmont Avenue, and to understand what walking, bicycling, transit, and vehicular improvements the community supports. This study explores how best to incorporate Complete Streets elements within the corridor and also investigates possible gateway treatments at the Grand Avenue intersection and the Taft/Fairmont Avenues intersection. The study area is illustrated below.
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The purpose of the study is to determine feasible concepts along with planning-level costs for a preferred concept that will be used to obtain funding to ultimately design and construct the improvements.
The study goals include: • Create a detailed, implementable conceptual design for CR 114 (Main Street) • Identify issues, costs, and actions needed to make the corridor a more Complete Street • Position the Town and County to pursue funding for design and construction in the next 3-5 years
The Process The study process included an existing conditions analysis, coordination with an Advisory Committee and key stakeholders as well as multiple opportunities for public input and feedback.
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Advisory Committee The study was guided by an Advisory Committee led by DCTC. The Advisory Committee conducted in-person work sessions early in the process and shifted to virtual meetings later in the process to comply with COVID-19 safety protocols. Meeting presentations and summaries are found in Appendix D.
Public Engagement
The Arlington Main Street Redesign Initiative process included an extensive public engagement component to gather input regarding needs, opportunities, and recommended improvements for the Main Street corridor. The purpose of this input was to help inform conceptual designs for improvements along the corridor.
A variety of outreach methods were utilized to capture input from residents, business owners, visitors, Town, County, and State agencies, and also the City of Poughkeepsie. Outreach included public workshops, informational pop-up stations, an online survey, and postings on the Town and County websites. A summary of all public engagement can be found in Appendices B and C.
Public engagement activities included the following:
• Arlington Street Fair Pop-up Station: September 21, 2019, 12:00 PM-6:00 PM, Raymond Avenue • Arlington Business Improvement District (BID) Breakfast: September 25, 2019 • Stakeholder Group Discussions: September 25, 2019 • Davies Hardware Pop-up Station: October 24, 2019, 11:00 AM-1:00 PM, 806 Main Street • Arlington Farmer’s Market Pop-up Station: October 24, 2019, 2:00 PM-6:00 PM, Vassar College Alumnae House Lawn, Raymond Avenue • Online Public Survey: September – December 2019 (Results found in Appendix B) • Virtual Public Workshop: October 5, 2020, 6:00 PM – 7:30 PM • Town of Poughkeepsie Comprehensive Plan Review Committee Update: October 28, 2020, 5:00 PM • Poughkeepsie Town Board Presentation: December 16, 2020, 7:00 PM
Final Report 5 ARLINGTON MAIN STREET REDESIGN INITIATIVE Arlington Street Fair Pop-Up Station
A pop-up station was set up at the 20th annual Arlington Street Fair on September 21, 2019. The Arlington Street Fair was located on Raymond Avenue between Collegeview Avenue and the eastbound Arterial. The Fair included 100-plus vendors, including restaurants, shops and craftspeople. The pop-up station included informational boards about the project and maps and comment cards to collect input about challenges, opportunities and recommended improvements to the Main Street corridor. Survey business cards were also distributed to encourage people passing by to take and spread the word about the survey. Many people stopped by to learn about the project and 15 people signed up for the project email list.
Stakeholder Group Meetings A series of stakeholder meetings were held at the Poughkeepsie Town Hall on September 25, 2019. Over 45 individual stakeholders participated in the meetings. The input received informed the development of concept plans for the redesign of the Main Street corridor. All stakeholders were encouraged to participate in the ongoing planning process and to help spread the word about public engagement opportunities.
The Advisory Committee assisted the project team in identifying stakeholders, which included the following groups:
• Town Departments (e.g. Planning, Police, etc.) • State and County Departments • Property Owners and Commercial Interests • Other Major Interest Groups, including Vassar College and the City of Poughkeepsie
Arlington Business Improvement District (BID) Breakfast
In conjunction with the stakeholder groups, comments and ideas were gathered at a meeting of the Arlington BID at a breakfast event at the Vassar College Alumnae House on September 25, 2019. The MJ Team and DCTC presented an overview of the study and facilitated an interactive discussion with BID members.
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Davies Hardware Pop-up Station A mid-day pop-up station was set up on the sidewalk at Davies Hardware at 806 Main Street on October 24, 2019. The purpose of this pop-up station was to provide information about the project and to collect input from community members that were visiting the Main Street area. Davies Hardware was chosen by the Advisory Committee for a pop-up station due to its central location on Main Street in an area with a significant amount of foot traffic. The pop-up station included information boards about the project, maps, and comment cards to collect input about challenges, opportunities, and recommended improvements to the Main Street corridor. Survey flyers were also distributed in both English and Spanish to encourage people passing by to take and spread the word about the survey.
Arlington Farmer’s Market Pop-up Station A pop-up station was set up during the Arlington Farmer’s Market on the Vassar College Alumnae House lawn on October 24, 2019. The purpose of this pop-up station was to provide information about the project and to collect input from community members that attend the farmer’s market. The Farmer’s Market is a popular destination in the community and close to Main Street, making it an ideal location for a pop-up station. The pop-up station included information boards about the project, maps and an interactive board to collect input about challenges, opportunities and recommended improvements to the Main Street corridor. Survey flyers were also distributed in both English and Spanish to encourage people passing by to take and spread the word about the survey. The interactive board included a prompt question and list of seven proposed improvements that participants could express support for using colored dot stickers.
Final Report 7 ARLINGTON MAIN STREET REDESIGN INITIATIVE Online Community Survey An online survey was created using Survey Monkey and went live on September 16, 2019. The survey remained open until December 9, 2019 and received a total of 256 responses. The survey was available in both English and Spanish.
The survey was advertised via the DCTC homepage, project webpage, email lists, and the Town’s website. It was also advertised through a press release that was distributed prior to and during the survey period. Information and links to the survey were also distributed on flyers and business cards; these included a Quick Response (QR) code so respondents could access the survey directly on their smartphone or tablet. These flyers and cards were distributed at the Arlington Street Fair, Arlington Farmers Market, and Davies Hardware pop-up events, and through the project’s Advisory Committee, Arlington BID, Vassar College, and other stakeholders.
Community Survey Business Card Handout
Virtual Public Workshop Due to the COVID-19 pandemic, public engagement shifted from an in-person platform to a virtual platform for the public presentation of the preferred concept. A Zoom webinar was hosted by MJ Engineering with each Advisory Committee member serving as a panelist. Following a welcome by Town of Poughkeepsie Supervisor Baisley and Mark Debald of DCTC, the MJ Engineering team facilitated the presentation which included interactive polls and questions throughout and culminated with a live question and answer opportunity. Virtual Public Workshop Recording
Town of Poughkeepsie Comprehensive Plan Review Committee Update
The Town of Poughkeepsie is in the process of updating its Comprehensive Plan. As part of that effort, the MJ team and DCTC were invited to share the preferred design concept with the Town’s Comprehensive Plan Review Committee at their October 28, 2020 virtual meeting. The update included a presentation of the study process and the preferred concept as well as a question/answer discussion.
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ARLINGTON MAIN STREET REDESIGN INITIATIVE Poughkeepsie Town Board Presentation
The MJ team and DCTC presented the preferred design concept with the Town Board at the December 16, 2020 virtual meeting. The presentation included an overview of the study process and the preferred concept as well as a question/answer discussion.
Public Engagement top: Davies Hardware Pop-up (left); Arlington Farmers Market Pop-up (right)
Public Engagement bottom: Arlington Street Fair Pop-up
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Section II: Existing Conditions
The following section summarizes the results of the existing conditions data collected along Main Street between North/South Grand Avenue and Taft/Fairmont Avenue. Evaluation of existing conditions was an important step to identify where improvements can be implemented to increase the safety and comfort for all modes of transportation and provide an improved appearance along the corridor.
Data Collection The study area consists of a half mile segment of Main Street in the Town of Poughkeepsie and includes the intersections of Main Street with North/South Grand Avenue, Raymond Avenue, and Taft/Fairmont Avenue. Existing conditions supporting information can be found in Appendix A. An inventory of the physical characteristics of the study site was performed, along with a crash analysis, capacity analysis and parking inventory along the length of the study area. Vehicular turning movement and pedestrian/bicycle counts were taken at four times: 8:00 to 9:00 am, 12:00 to 1:00 pm, and 4:00 to 5:00 pm during a weekday, and on a Saturday between 12:00 and 2:00 pm. Vehicular turning movement and pedestrian/bicycle counts were recorded at the three study area intersections in addition to screen lines at two midblock locations.
Study Area
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Physical Characteristics The Main Street corridor is located in an urban area within the Town of Poughkeepsie and serves east- west travel. Main Street is a County Route (CR 114) and has a functional classification of Urban Major Collector meaning it provides both land access and traffic circulation within residential, commercial and industrial areas, accommodates shorter trip lengths and feeds the arterial roadways. The right-of-way width in this corridor generally varies from 60 to 66 feet with a maximum of 72 feet immediately east of Raymond Avenue based on a review of the plans for the gas distribution improvements along Main Street dated March 5, 2019. Most of the commercial buildings are storefronts or restaurants with the notable exception of the Holy Trinity Catholic Church. Sidewalks are present along both sides for the entire length of the study area. A double yellow centerline pavement marking is present, but other striping is limited as white edge lines are only present in isolated areas east and west of the Raymond Avenue intersection. The three study area intersections have pavement markings and symbols for turning lanes and are the only signalized intersections within the study area.
The travel lanes on Main Street vary in width from 10.3 feet (+/-) on the west approach to the intersection with Raymond Avenue to 15 feet (+/-) between Jones Street and Raymond Avenue. Sidewalk widths vary from 4 feet (+/-) to 9 feet (+/-) with the wider sidewalks present in front of the store fronts. On-street parking lane widths are 8.5 (+/-) feet adjacent to Raymond Avenue where they are delineated. On the remainder of the corridor parking lanes are not delineated but are assumed to be 8 feet wide; this width was utilized to determine travel lane widths.
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There are three unsignalized intersections between Grand Avenue and Raymond Avenue at Streit Avenue, Lewis Avenue, and Jones Street, and three unsignalized intersections between Raymond Avenue and Taft/Fairmont Avenues at Van Wagner Road, Fowler Avenue, and Woodcliff Avenue.
A description of the signalized intersections within the corridor follows.
Intersection 1: Main Street and North/South Grand Avenue Intersection
The Main Street/Grand Avenue intersection is located at the western limit of the study area. The eastbound approach consists of ±10.5 foot wide through/left and ±10 foot wide right turn only lanes and no crosswalk. The northbound approach, South Grand Avenue, consists of one ±16.5 foot wide lane serving all turning movements with a crosswalk. The westbound approach consists of one ±20 foot wide lane for all turning movements with on-street parking and a crosswalk. The southbound approach, North Grand Avenue, consists of a ±15.5 foot wide lane serving all turning movements and a faded crosswalk. There are no vehicle detectors for the traffic signal at this location nor any pedestrian signals or push buttons. North and South Grand Avenue are offset with separate signal phases for these two approaches.
NORTH
Intersection 1: Main Street and North/South Grand Avenue
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Intersection 1: Main Street and North/South Grand Ave – Looking East
Measurements: Main Street and North/South Grand Ave
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Intersection 2: Main Street and Raymond Avenue
The Main Street/Raymond Avenue intersection is located at the midway point of the corridor. On both sides of the intersection, Main Street has a striped parking lane with the narrowest width measured at ±8.5 feet. The eastbound approach has ±9.5 foot wide left turn and ±10 foot wide through/right lanes. The northbound approach has ±11 foot wide left and ±11.5 foot wide through/right lanes. The westbound approach consists of ±11.0 foot wide left and ±12.0 foot wide through/right lanes. The southbound approach consists of ±11 foot wide left and ±12.5 foot wide through/right lanes. This approach has a ±11 foot wide median barrier separating the inbound and outbound directions. Each approach has a crosswalk with pedestrian signals and pushbuttons which activate a 20 second exclusive pedestrian phase when all traffic signals turn red. There are detectable warnings at each crosswalk; however, they are in poor condition. The traffic signal uses four phases and has vehicular detection on all four approaches allowing for the signal to adjust phases according to changes in traffic volume, which increases efficiency.
NORTH
Intersection 2: Main Street and Raymond Avenue
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Intersection 2: Main Street and Raymond Avenue – Looking West
Measurements: Main Street and Raymond Avenue
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Intersection 3: Main Street and Taft/Fairmont Avenue
The Main Street/Fairmont Avenue intersection is at the eastern end of the study area. The eastbound approach consists of a ±11.5 foot wide left/through lane and a ±11.0 foot wide through/right lane. Fairmont Avenue is the northbound approach which has two unmarked lanes measuring ±10 and ±10.5 feet wide. There are two 6 foot long vehicle detector loops in the pavement. The westbound approach consists of a ±9 foot wide left turn and a ±10 foot wide through/right lane. There is a 6 foot long vehicle detector located at the stop bar. The final approach is southbound Taft Avenue. There are three lanes: a ±10.5 foot wide left, a ±10 foot wide through, and a ±11.0 foot right turn lane. As with Fairmont, there is a 6 foot long loop detector at the stop bar and a 5 foot loop located 95 feet back. There are crosswalks with pedestrian signals and pushbuttons at each approach, however the detectable warnings and push buttons are in poor condition.
NORTH
Intersection 3: Main Street and Taft/Fairmont Avenue
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Intersection 3: Main Street and Taft/Fairmont Avenue - Looking East
Measurements: Main Street and Taft/Fairmont Avenue
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Capacity Analysis The Average Annual Daily Traffic (AADT) volumes, heavy vehicle (HV) percentages, and speeds along Main Street are summarized in Table 1.
TABLE 1 Main Street Traffic Characteristics Segment AADT Distribution HV % 85% Speed*
West of Grand Ave 11,813 53% EB 2.25% 27.8
Grand to Raymond 12,441 52% EB 3.15% 28.4
Raymond to Taft/Fairmont 10,085 51% WB 6.55% 33.0 * the speed that 85 percent of drivers are driving at or below.
Turning movements were recorded at the Grand Avenue, Raymond Avenue, and Taft/Fairmont Avenue intersections with Main Street. Midweek and Saturday counts were collected on:
• Wednesday, September 18, 2019, from 8:00 to 9:00 AM. • Wednesday, September 18, 2019, from 12:00 to 1:00 PM. • Wednesday, September 18, 2019, from 4:00 to 5:00 PM. • Saturday, September 28, 2019, from 12:00 to 2:00 PM. For each intersection a Level of Service (LOS) was determined using the traffic analysis software Synchro 10©. Level of Service is defined by the NYSDOT Highway Design Manual (HDM), Section 5.2.3.4 as “a qualitative measure describing operational conditions with a traffic stream, based on service measures such as speed and travel time, freedom to maneuver, traffic interruptions, comfort, and convenience. Levels of Service are given letter designations, from A to F with LOS A representing the best operating conditions LOS F the worst.” LOS A represents free flow conditions where all queues clear and there is minimal to no delay, while LOS F represents congested conditions with long delays. Table 2 summarizes the Level of Service ranges for signalized intersections.
TABLE 2 Level of Service Ranges (Signalized Intersections) Level of Service Stopped Delay Per Vehicle (seconds) A 0 – 10.0 B 10.1 – 20.0 C 20.1 – 35.0 D 35.1 – 55.0 E 55.1 – 80.0 F 80.1 +
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For an urban location, current NYSDOT standards recommend a minimum of LOS D, with LOS C preferred, for the overall intersection. The overall intersection LOS is a weighted average of the individual approach lane LOS for the entire intersection. On Main Street, the three study intersections existing conditions operate at LOS C or better during the time periods studied, with the highest delays at the North/South Grand Avenue intersection. The PM peak hour exhibits the highest delays across all the intersections. Under existing conditions, the only turning movement with LOS worse than D is the westbound left turn at the Taft/Fairmont Avenue intersection during the PM and Saturday peak hours. This approach has a left turn only lane and a protected left turn phase with a five second green time. The results of the existing conditions analysis are included in Table 3, volume diagrams are provided in Appendix A, and the Synchro Analysis files are provided in Appendix A.
TABLE 3 Overall Intersection LOS Table (Delay in Seconds) Existing No. Location AM Midday PM Sat Main Street & N/S 1 C (27.2) C (30.0) C (31.1) C (29.5) Grand Avenue Main Street & 2 B (19.4) C (23.3) C (23.6) B (18.0) Raymond Avenue Main Street & 3 B (19.2) C (20.3) C (26.2) C (25.7) Taft/Fairmont Avenue
Crash Analysis A crash analysis of the study area was performed using data from January 2014 to November 2018, as provided by the DCTC and summarized in the Crash Summary Table included in Appendix A. The crash data came from the Accident Location Information System (ALIS), which is a statewide database of vehicle crashes collected from the following sources:
• Traffic and Criminal Software (TraCS) – installed in most police cars • NYSDMV Report of Motor Vehicle Accident forms (Form MV-104)
Crash rates were calculated according to NYSDOT’s Highway Design Manual (Chapter 5) and compared to the statewide average crash rate for similar facilities. The statewide average crash rates are recalculated on a yearly basis and based on the data for the previous two full calendar years. The rates currently available from NYSDOT are calculated using data from the 2017 and 2018 calendar years. Crash rates are measured in Crashes per Million Vehicle Miles (MVM) for linear segments of roadways or Million Entering Vehicles (MEV) for intersections and calculated using the following formulas:
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1,000,000 x No. of Crashes per Year Segment Crash Rate (c/MVM): 365 x AADT x Segment Length (miles)
1,000,000 x No. of Crashes per Year Intersection Crash Rate (c/MEV): 365 x Sum of directional AADTs on all approaches
where: • AADT is the average annual daily traffic volume, and • directional AADT is the average annual daily traffic volume entering the intersection
The corridor had 163 reported crashes between January 2014 and November 2018. Table 4 shows the breakdown of crash severity. A review of the reported crashes showed 47% occurred along segments of Main Street and the remaining 53% occurred at intersections. Most crashes occurred at the Taft/Fairmont Avenue intersection. The predominant crash types were Right Angle (21%), Rear End (20%), and Overtaking (11%), with 21% of crashes recorded as “Other.” There were no fatal crashes and only 1% of crashes were considered “serious injury”. This implies that most crashes were at low speeds. There were eight crashes involving pedestrians and four involving bicyclists. Most of the crashes (69%) occurred between 10:00 am and 7:00 pm. Wet or slippery roads were present in 18% of crashes and snow/icy roads were present in only 1%. Table 5 shows a breakdown of all the crashes by type and Table 6 shows the breakdown of segment and intersection crashes.
TABLE 4 Crash Severity Number of Severity Percentage of Crashes Crashes Fatal 0 0 %
Serious Injury 2 1 %
Injury 76 47 %
Property Damage Only 85 52 %
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The crash rate for this segment of Main Street is more than twice the statewide average. The intersections range from 1.5 to 9 times the statewide average. The Raymond Avenue intersection has the lowest crash rate (and is the only intersection in the study area with curb extensions and parking delineation). The Taft/Fairmont Avenue intersection has the highest crash rate, at more than 9 times the statewide average. Most of these crashes are right-angle collisions caused by drivers attempting to make left turns onto Taft Avenue or Fairmont Avenue from Main Street. The crash rate for the Grand Avenue intersection is 4.7 times the statewide average. Table 7 compares the segment and intersection crash rates with the statewide average rates for similar facilities.
The crash map below shows the location of the crashes within the study area. There is a noticeable concentration around the Grand Avenue intersection and on the adjacent segment of Main Street. This intersection has the second-highest crash rate in the corridor after Taft/Fairmont Avenue; the concentration on the map includes segment crashes and crashes in parking lots. At the Taft/Fairmont Avenue intersection, most of the crashes occurred in the middle of the intersection.
TABLE 5
Crash Types Crash Type Number Percent
Overtaking 18 11%
Rear End 32 20%
Right Angle 35 21%
Left Turn 15 9%
Sideswipe 3 2%
Run Off Road 0 0% Fixed Object 9 6% Pedestrian 8 5% Bicycle 4 2% Right Turn 4 2% Head On 0 0% Other 35 21% Total 163 100%
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TABLE 6 Crash Locations Segments Number of Crashes Percentage Main Street – Grand Ave to Raymond Ave 39 Main Street –Raymond Ave to Taft/Fairmont Ave 13 Main Street Total 52 32 % Other Streets 9 6 %
Number of Crashes Percentage Intersections Grand Ave 29
Raymond Ave 10
Van Wagner Rd/Fowler Ave 6
Taft/Fairmont Ave 46
Other Intersections 11
Total Intersection Crashes 102 62 %
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TABLE 7 Crash Rates Factor Above Statewide Crash Rate Segments Statewide Roadway Type Average Crash (c/MVM) Average Rate Rate (c/MVM) Urban 2 lane Main Street 5.27 2.3 2.25 Undivided
Factor Above Statewide Crash Rate Intersections Statewide Roadway Type Average Crash (c/MEV) Average Rate Rate (c/MEV) Urban 4-Leg Signal Grand Ave 0.94 4.7 w/o Left Turn, 5&> 0.2 Lanes
Urban 4-Leg Signal w/ Raymond Ave 0.37 1.9 0.23 Left Turn, 5&> Lanes
Urban 4-Leg Sign, 4 Van Wagner Rd/Fowler Ave 0.41 2.7 0.15 &> Lanes
Urban 4-Leg Signal w/ Taft/Fairmont Ave 2.12 9.2 0.23 Left Turn, 5&> Lanes
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Crash Locations: N/S Grand Avenue to Jones Street
Crash Locations: Jones Street to Van Wagner Road
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Crash Locations: Van Wagner Road to Taft/Fairmont Avenues
Pedestrian and Bicycle Traffic Pedestrian and bicycle counts were performed at the study area intersections in addition to two midblock screen lines: Midblock 1 is west of the Dunkin’ Donuts between Grand Avenue and Raymond Avenue; Midblock 2 is at Fowler Avenue between Raymond Avenue and Taft/Fairmont Avenue. Crosswalks are marked at all legs of each signalized intersection except for the eastbound leg of the Grand Avenue intersection. However, the crosswalk on the southbound leg at Grand Ave is severely faded and only barely visible immediately adjacent to the curb.
The corridor has multiple generators of pedestrian traffic including local and fast-food restaurants, hair salons/barber shops, numerous commercial/retail businesses, and a laundromat. These locations can be assumed to be the main draws of pedestrian and bicycle traffic in the study area.
Pedestrian activity was generally higher throughout the corridor during the PM peak hours. The highest movements were in the east-west direction with minimal north-south crossings at the intersections. The Grand Avenue intersection had the most pedestrian activity of the three study intersections. The section of the corridor with the most pedestrian activity was between Grand Ave and Dunkin Donuts. Data from the Midblock 1 screen line at Dunkin Donuts indicated that a significant amount of the pedestrian traffic from the Grand Avenue and Raymond Avenue intersections did not cross the screen line, indicating that much of the walking activity is localized within the segments between Grand Avenue and Dunkin Donuts and Dunkin Donuts to Raymond Avenue.
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Bicycle activity was generally highest during the Saturday midday period. The volume of bicycles decreased from west to east through the corridor with the highest concentration of bicycles between Grand Avenue and Raymond Avenue for all peak periods analyzed. The directional distribution of bicycle volumes (eastbound vs westbound) was generally equal.
Figures showing pedestrian and bicycle volumes are located below.
Crosswalk – Looking South Across Main Street at Raymond Avenue
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Pedestrian Volumes
Bicycle Volumes
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Zoning The study area is located within the Arlington Town Center District (ATC). The existing zoning is illustrated in the Zoning Map found in Appendix A. Table 8 identifies permitted uses and uses allowed with a special permit in the ATC District.
The ATC District also includes design standards that must be applied during site plan and subdivision review for any development project involving undeveloped land. For redevelopment projects, the Planning Board can use its discretion as to the applicability of these guidelines. The design standards take into consideration land use type, building height, landscaping, parking lot design, setback requirements, sidewalks, façade design, architectural design, and mobility and connectivity.
TABLE 8 Permitted Uses Special Uses (Note: "*" designates (Note: "*" designates a use which is subject to both special use a use which is subject to site plan approval by the Planning Board) permit and site plan approval by the Planning Board; "+" designates a use that is subject to special use permit approval by the Zoning Board of Appeals.) *Art galleries +Accessory apartment within a single-family dwelling *Bank and financial services. *Day-care center *Bakeries. *Bed-and-breakfast *Bed-and-breakfasts. *Clinics *Boutiques with or without goods processed or *Adaptive reuse of existing residential structure for assembled on site nonresidential use. *Delicatessens *Funeral home *Dwellings, two-family Home occupations Dwellings, single-family *Hotel, motel *Family day-care homes *Inn *Laundries, laundromats *Nursery school *Libraries *Motor vehicle accessory sales facilities *Museums *School-age child-care facility *Offices *Multifamily dwellings, new construction, and mixed *Supermarkets residential and nonresidential uses within multistory *Personal service businesses, no drive-in or drive- structures as part of a unified development on a single through lot. *Theaters *Restaurants, no drive-in or drive-through *Places of religious worship *Retail businesses, no drive-in or drive-through.
*Service businesses, no drive-in or drive-through
Source: Poughkeepsie Town Code § 210-22
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Land Uses The study area is located with the Arlington BID. As expected within a BID, land uses along the corridor are primarily commercial with some religious and residential uses interspersed. Service businesses, restaurants, gas stations and other retail establishments are the primary land uses found along the corridor.
Property Ownership Properties along the Main Street corridor are privately owned. There is a total of 47 parcels that front Main Street within the study area and a total of 36 individual property owners. The ownership is illustrated on the ownership map in Appendix A.
Parking Both sides of Main Street from Taft Avenue to the boundary with the City of Poughkeepsie (just west of Grand Avenue) are limited to 2-hour parking from 9:00 am to 6:00 pm, Monday through Saturday. Public parking is also available in a municipal parking lot owned by Dutchess County and maintained by the Town of Poughkeepsie, located at the northeast corner of Main Street and Raymond Avenue. The parking lot is limited to 2-hour parking between the hours of 9:00 am and 6:00 pm, Monday through Saturday, except for 12 designated all-day parking spaces.1 The Town of Poughkeepsie has seasonal parking restrictions that prohibit overnight parking to allow for better snow removal during the winter months. Poughkeepsie Town Code § 195-30 states that from November 1 to April 1, vehicles are not permitted to be parked or stopped on any street, road or highway in the Town of Poughkeepsie or in the Town-maintained parking lot at Main Street and Raymond Avenue between the hours of 12:00 am and 8:00 am. The only exceptions to this are emergency vehicles or vehicles of a physician on a call.2
Parking Utilization An inventory of the parking utilization along Main Street was performed between the morning and midday peaks from 9:00 am to 11:00 am, between the midday and afternoon peaks from 1:00 pm to 3:00 pm and after the Saturday midday peak from 2:00 pm to 3:00 pm. There are 115 existing on-street parking spaces between North/South Grand Avenue and Taft/Fairmont Avenue; these were determined by dividing the available parking length by 20 feet (the average length of a space). There are very few signs limiting parking. “No Parking Nov – April” signs are located periodically throughout the corridor, which applies Town-wide. There are “2 Hour Parking” signs throughout the corridor. The only location where parking lanes are striped are on the west, east, and south approaches to the Raymond Avenue intersection.
Most of the parked vehicles were identified near the Grand Avenue intersection, which also had the highest pedestrian activity. During the three studied times, the parking utilization (percent of spaces that were occupied) was relatively consistent. The morning had 15% utilization, the afternoon had a slightly lower 12% utilization, and Saturday had 16% utilization. These results are summarized in Table 9
1General Legislation / Vehicles and Traffic Town of Poughkeepsie, Dutchess County, New York § 195-54 2General Legislation / Vehicles and Traffic Town of Poughkeepsie, Dutchess County, New York § 195-30
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ARLINGTON MAIN STREET REDESIGN INITIATIVE
and maps of the parking utilization inventory are included in Appendix A. Observations did not capture evening dining or the 12-1 pm lunch hour. Saturday lunch and dinner periods were also not observed.
TABLE 9 Parking Inventory Morning Afternoon Saturday Available Location 9:00 am to 11:00 am 1:00 pm to 3:00 pm 2:00 pm to 3:00 pm Spaces Utilized % Utilized % Utilized % Spaces Utilization Spaces Utilization Spaces Utilization North/Sou th Grand 20 3 15% 2 10% 10 50% Ave to Streit Ave Streit Ave to Lewis 23 8 35% 5 22% 3 13% Ave Lewis Ave to 25 1 4% 2 8% 0 0% Raymond Raymond Ave to Van 30 3 10% 1 3% 3 10% Wagner Rd Van Wagner 17 2 12% 4 24% 2 12% Rd to Taft/Fairm Entire Project 115 17 15% 14 12% 18 16% Area
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ARLINGTON MAIN STREET REDESIGN INITIATIVE
Section III: Design Concept Alternatives
Overview The goal of the project is to redesign the Main Street corridor in Arlington to accommodate all modes of travel to the extent practicable, to make a safer and more inviting corridor, and to introduce gateway features at the east and west ends of the corridor. As described in the Existing Conditions section, the roadway includes sidewalks with buffer strips, parking lanes on both sides, and vehicular travel lanes of varying width. Parking is only delineated near the Raymond Avenue intersection.
Based on DCTC’s internal analysis, this corridor has the highest crash rate of all County roads, the North and South Grand Avenue intersection is among the highest crash-rate County intersections, and the Fairmont/Taft Avenue intersection is among the highest crash-rate State intersections in the county.
To transform this corridor into a more inviting and vibrant town center, some of the existing conditions need to be addressed. The conceptual design would include a consistent buffer strip between the roadway and sidewalk, pedestrian-scale lighting, street furniture, and reduced pavement width to promote lower speeds and increase safety. These modifications would make Main Street a more complete street that will better accommodate different types of travel and levels of mobility in a safe and inviting environment.
Design Concepts Two initial draft design concepts were developed to determine the preferred treatment options. These concepts were first reviewed with the Advisory Committee, DCTC, and Dutchess County Department of Public Works (DCDPW), and then refined into a Preferred Concept, which was presented for input at the virtual public workshop, the Town Board presentation and the Comprehensive Plan Committee presentation.
The following two initial concepts were developed:
Design Concept A
• Maintain traffic signal at North/South Grand Avenues with upgrades including pedestrian signals and curb extensions • Maintain the existing curb line, buffer strip and sidewalk • 12 ft wide travel lanes with 8 ft wide minimum parking lanes • Curb extensions at all side street intersections • 2 midblock crossings • On-street parking delineation (continuous striping)
Design Concept B
• Mini roundabout at North/South Grand Avenue • Reconstruct curb • 11 ft wide travel lanes • 7 ft wide parking lanes
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ARLINGTON MAIN STREET REDESIGN INITIATIVE
• 5 ft wide buffer strip • 6 ft wide minimum sidewalk • Curb extensions at all side street intersections • 2 midblock crossings • On-street parking delineation (T’s)
The Preferred Concept combines various elements of the draft concepts, and includes the following treatments:
• Mini roundabout at North/South Grand Avenue Intersection • 11 ft wide travel lanes • 8 ft wide parking lane • 4 ft wide buffer strip • 6 ft wide minimum sidewalk • Curb extensions at all side street intersections • 2 midblock crossings • “T” on-street parking delineation • Full depth asphalt reconstruction OR mill and overlay • Access management at key locations • Roundabout (preferred) or median at the Taft/Fairmont Avenue intersection
The preferred concept plans are also presented in the pages that follow.
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ARLINGTON MAIN STREET REDESIGN INITIATIVE
AUGUST 11, 2020 40'-0" to 46'-0"
MAIN PREFERRED CONCEPTUAL DESIGN STREET c TYPICAL SECTIONS 1 6 EXISTING ELEMENTS 3 4 5 4'-0" MIN. 2 4'-0" MIN. DRAFT - NOT FOR CONSTRUCTION & VARIES EXISTING 20'-0" TO 23'-0" 19'-0" TO 23'-0" EXISTING & VARIES 1. EXISTING SIDEWALK 2. EXISTING BUFFER STRIP EXISTING BUFFER WB TRAVEL LANE & PARKING LANE EB TRAVEL LANE & PARKING LANE BUFFER EXISTING 3. WB TRAVEL LANE & PARKING LANE EXISTING HIGHWAY SIDEWALK STRIP STRIP SIDEWALK 4. EB TRAVEL LANE & PARKING LANE BOUNDARY/PROPERTY 5. EXISTING BUFFER STRIP LINE (TYP.) 6. EXISTING SIDEWALK VARIES VARIES
EXISTING CONCRETE CURB (TYP.) ORIGINAL EXISTING ROADWAY GROUND PAVEMENT SECTION
EXISTING
MAIN STREET TYPICAL SECTION
LOOKING EAST SCALE: „" = 1'-0"
5 MAIN STREET c 4 1 2 3 6 7 8 9 VARIES VARIES 16'-0" 12'-9" 22'-6" 12'-9" 16'-0" VARIES VARIES
SIDEWALK BUFFER WB TRAVEL LANE TRUCK APRON ROUNDABOUT ISLAND TRUCK APRON EB TRAVEL LANE BUFFER SIDEWALK EXISTING HIGHWAY STRIP BOUNDARY/PROPERTY LINE (TYP.) 1.5% 1.5% 1.5% 1.5% 1.5% 1.5% VARIES VARIES
ORIGINAL CENTER ISLAND PROPOSED EXISTING ROADWAY TEXTURED AND COLORED GROUND TRAVERSABLE PAVEMENT SECTION ASPHALT SURFACE CONCRETE CURB (TYP.) (SEE NOTE 1) (SEE NOTE 2) SAW CUT EXISTING PAVEMENT (TYP.) PROPOSED CONCRETE PROPOSED CURB (TYP.) CONCRETE SURFACE (TYP.) PROPOSED PAVEMENT MINI ROUNDABOUT TYPICAL SECTION (MATCH EXISTING) (TYP.) LOOKING EAST PROPOSED ELEMENTS SCALE: „" = 1'-0"
1. PROPOSED SIDEWALK 2. PROPOSED BUFFER STRIP LEGEND 3. WB TRAVEL LANE 4. PROPOSED MINI ROUNDABOUT 5. EB TRAVEL LANE EXISTING SIDEWALK 6. PROPOSED BUFFER STRIP 7. PROPOSED SIDEWALK
PROPOSED SIDEWALK MAIN STREET c 1 2 3 4 5 6 7 8 EXISTING BUFFER STRIP PROPOSED ELEMENTS 6'-0" MIN. & VAR. 4'-0" 8'-0" 11'-0" 11'-0" 8'-0" 4'-0" 6'-0" MIN. & VAR.
SIDEWALK BUFFER WB PARKING WB TRAVEL LANE EB TRAVEL LANE EB PARKING BUFFER SIDEWALK 1. PROPOSED SIDEWALK EXISTING HIGHWAY 2. PROPOSED BUFFER STRIP STRIP 20'-0" TO 22'-0" 20'-0" TO 22'-0" STRIP PROPOSED BUFFER STRIP BOUNDARY/PROPERTY 3. WB PARKING LANE LINE (TYP.) LONG WHITE EDGE LINE LONG 4. WB TRAVEL LANE 5. EB TRAVEL LANE 1.5% VARIES 1.5% VARIES VARIES VARIES 6. EB PARKING LANE EXISTING PAVEMENT SECTION 7. PROPOSED BUFFER STRIP 8. PROPOSED SIDEWALK
EXISTING ROADWAY ORIGINAL PROPOSED CONCRETE YELLOW SOLID PAVEMENT SECTION GROUND PROPOSED PAVEMENT SECTION CURB (TYP.) DOUBLE LINE (SEE NOTE 1) SAW CUT EXISTING PROPOSED PAVEMENT WHITE EDGE LINE PAVEMENT (TYP.) (MATCH EXISTING) (TYP.) NOTES: PROPOSED
1. POTENTIAL EXISTING PAVEMENT TREATMENT (DEPENDING ON FUNDING AVAILABILITY): MAIN STREET TYPICAL SECTION
LOOKING EAST A. 1-1/2" PAVEMENT MILLING WITH A 1-1/2" TOP COURSE PAVEMENT OVERLAY SCALE: „" = 1'-0" B. FULL-DEPTH RECONSTRUCTION Engineering and Land Surveying, P.C. 2. PEDESTRIAN LEVEL LIGHTING AND STREET TREES PROPSOED FOR BUFFER STRIP. 1533 Crescent Road - Clifton Park, NY 12065 SEE PLANS FOR LOCATIONS. ARLINGTON MAIN STREET REDESIGN INITIATIVE LEGEND
CHAI NLINK FENCE AUGUST 11, 2020 COLORED AND TEXTURED ASPHALT
RAISED ISLAND PREFERRED CONCEPTUAL DESIGN POTENTIAL BUS STOP
DRAFT - NOT FOR CONSTRUCTION DIRECTION OF TRAFFIC
A
A P
P P
P R
E R O
O X U
X . N
. E WENDY'S
T LITTLE V C O
A I W T CAESARS
E Y N
D C
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O O E
A F F F ID
R R G N TH G R P P E NO
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O O O
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U U RAISED SPLITTER ISLAND (TYP.) O W G G
H H TREATMENT TO BE DETERMINED
K K
E E
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I I YIELD LINE (TYP.) E E L LAUNDROMAT L
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G CONCRETE TRUCK APRON N I
N I
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T CENTER ISLAND WITH CURB.
E
R TREATMENT TO BE DETERMINED. PEDESTRIAN STREET D ANTICIPATED BUS E LIGHTING (TYP.) P TREE (TYP.) STOP LOCATION O L BENCH S
1 6 '- 0 "
1 NO PARKING ZONE 2 S 8'-0" PARKING LANE '- S S 9 "
2 11'-0" TRAVEL LANE 86'-0" MAIN STREET 2 MAIN STREET '- 6 "
1 11'-0" TRAVEL LANE 2 '- 9 " S 1 NO PARKING ZONE 6 8'-0" PARKING LANE NO PARKING ZONE '- 0 " S S E S T T U
T N
T E V
4'-0" BUFFER STRIP P A
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N 6'-0" MIN. SIDEWALKS
I E
ON MAIN STREET ADA CURB RAMP WITH E F R
DETECTABLE WARNING N T E (TYP.) S
D E
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TOWN & COUNTRY SUBWAY CLEANERS E U N E
NOTES: V A
D SUNOCO 1. RIGHT-OF-WAY IMPACTS WILL REQUIRE FURTHER INVESTIGATION N
THROUGHOUT THE CORRIDOR DURING FUTURE PHASES. A R G
2. ANTICIPATED BUS STOP LOCATIONS COORDINATED WITH DUTCHESS COUNTY PUBLIC TRANSIT. S
3. MUTCD NOS. W11-1 WITH NYW5-32P "IN LANE" PLAQUE SHOULD BE CONSIDERED TO SUPPLEMENT SHARED LANE MARKINGS (SHARROWS).
IN LANE DWG. 1 OF 5 CE FEN NK INLI CHA 20 0 20 40 60 80' Engineering and Land Surveying, P.C.
K
N
E I 1533 Crescent Road - Clifton Park, NY 12065
L C 1" = 40'
N
N
I
E
A
F
H
C ARLINGTON MAIN STREET REDESIGN INITIATIVE LEGEND
AUGUST 11, 2020 COLORED AND TEXTURED ASPHALT
RAISED ISLAND PREFERRED CONCEPTUAL DESIGN POTENTIAL BUS STOP
DRAFT - NOT FOR CONSTRUCTION DIRECTION OF TRAFFIC
ID GR H RT NO
WENDY'S TACO BELL
COCINA LA CABANITA J O N DE OAXACA E S
S T ADA CURB RAMP WITH R E DETECTABLE WARNING E (TYP.) ROSY'S T QUINCEANERAS STREET TREE (TYP.)
PEDESTRIAN LIGHTING (TYP.)
G
INING WALLS BLOCK RETA
S NO PARKING ZONE NO PARKING ZONE 8'-0" PARKING LANE S SEE NOTE 1 12'-1" MAIN STREET 11'-0" TRAVEL LANE
12'-0" S 11'-0" TRAVEL LANE 86'-0" S
S S NO PARKING ZONE 8'-0" PARKING LANE
E S T T U
N 4'-0" BUFFER STRIP E
V ANTICIPATED
A 6'-0" MIN. SIDEWALKS BUS STOP
ON MAIN STREET E T CURB EXTENSION WITH LOCATION U I N E STAMPED AND COLORED E R ASPHALT (TYP.) V T A S ARLINGTON
S
I BAR & GRILL
PROPOSED CROSSWALK W E
(TYP.) L
VINCITORE'S DUNKIN DONUTS PIANO CENTER
NOTES: NOTES: DWG. 2 OF 5
1. MIDBLOCK PEDESTRIAN CROSSING SHALL HAVE SIGNING PER THE NATIONAL MUTCD AND NYS PEDESTRIAN SAFETY ACTION PLAN. 4. INSTALLATION OF SHARROW MAY BE CONSIDERED THROUGHOUT THE CORRIDOR. 20 0 20 40 60 80' Engineering and 2. RIGHT-OF-WAY IMPACTS WILL REQUIRE FURTHER INVESTIGATION THROUGHOUT THE CORRIDOR DURING FUTURE PHASES. 5. INSTALLATION OF BENCHES AND TRASH RECEPTACLES THROUGHOUT CORRIDOR SHOULD BE LOCATED NEAR LIGHT POLES OR Land Surveying, P.C. STREET TREES. 1" = 40' 3. ANTICIPATED BUS STOP LOCATIONS COORDINATED WITH DUTCHESS COUNTY PUBLIC TRANSIT. 1533 Crescent Road - Clifton Park, NY 12065 ARLINGTON MAIN STREET REDESIGN INITIATIVE LEGEND
AUGUST 11, 2020 COLORED AND TEXTURED ASPHALT
RAISED ISLAND PREFERRED CONCEPTUAL DESIGN POTENTIAL BUS STOP
A
E
R A DIRECTION OF TRAFFIC DRAFT - NOT FOR CONSTRUCTION
D
E
D
O
O
W
ID GR H RT NO R&C AUTO
E
U AND TIRE
N
E CENTER
V
A
D
N
O
M
Y
A
R STREET TREE (TYP.)
CHURCH OF THE HOLY TRINITY
NO PARKING AREA ALL EXISTING CURB RAMPS TO CE IN FEN G LANE CHA PARKIN REMAIN AT THIS INTERSECTION 8'-0" T STREE MAIN L LANE TRAVE 11'-0"
LANE TURN 11'-0" CHAINLINK E H FENCE EL LAN TRAS S " TRAV 11'-0 CAN
G LANE PARKIN 8'-0"
NG LANE 8'-0" PARKI
VEL LANE PEDESTRIAN 11'-0" TRA E LIGHTING (TYP.)
N LANE 10'-0" TUR LKS SIDEWA " MIN. P 6'-0 EET STRI IN STR VEL LANE BUFFER ON MA 11'-0" TRA 4'-0" ADVANCED
S AUTO PARTS NG LANE 8'-0" PARKI VASSAR BARBER
USPS MAILBOX
L
E
Y
T
N
A
I
G V
RFM
TONYS RFM THE EDGE PIZZA PIT BARBER SHOP
R
A
Y
M
O
N
D
A
V
E
N B
U
R
E U
C
.
C
N
O C
DWG. 3 OF 5
NOTES: 20 0 20 40 60 80' Engineering and 1. RIGHT-OF-WAY IMPACTS WILL REQUIRE FURTHER INVESTIGATION THROUGHOUT THE CORRIDOR DURING FUTURE PHASES. 1" = 40' Land Surveying, P.C. 2. SIGNAL TIMING MAY NEED TO BE MODIFIED TO REMOVE THE ALL-PEDESTRIAN PHASE AS VOLUMES DO NOT APPEAR TO WARRANT. 1533 Crescent Road - Clifton Park, NY 12065 LEGEND ARLINGTON MAIN STREET REDESIGN INITIATIVE
AUGUST 11, 2020 COLORED AND TEXTURED ASPHALT
RAISED ISLAND PREFERRED CONCEPTUAL DESIGN POTENTIAL BUS STOP
DRAFT - NOT FOR CONSTRUCTION DIRECTION OF TRAFFIC
ID GR H RT NO FORMERLY FORMOSA
RESTAURANT
E
C N
APPLY ACCESS MANAGEMENT. E F
RESTRICT ACCESS.
K
N
I
L
N
I A
GRAVEL H
E C
C LOT VALERO N
V E
A F
N N
E D
W
R&C AUTO RUTH'S O
A O W AND TIRE COLLECTIBLES G ION AS STAT N G CENTER PY E CANO
REDLS R LANE RKING '-0" PA
R 8 S
O
R I
SABOR A E A AN AVEL L
D T TR 11'-0"
TAKEOUT S ONE KING Z NO PAR LANE STREET RAVEL REA ET 1'-0" T KING A TREE (TYP.) STRE 1 NO PAR MAIN ANE 1 L ARKING 2 8'-0" P SEE NOTE 3 ' - NLINK 0 CHAI " N STRUCTO G ZONE CON 1 KIN NO PAR NCE 2 FE
' - S
0 S " K S AINLIN 4' CH WITH ZONE NCE RKING FE NO PA U TE T N GA PLANET
D P R A FLOWERS WINGS PEDESTRIAN 9 I V V DEXTER ' E E D BY KARY LIGHTING (TYP.) C ADA CURB RAMP WITH F H TRADING T E A N I DETECTABLE WARNING N C F L E I (TYP.) N O PROPOSED OVERHEAD K
W E SIGN ASSEMBLY. 400' G ZON L PARKIN ADVANCE POSTING PER NO E R MUTCD. SEE NOTE 2.
A
V
E
N U TOWN AUTOMOTIVE P E R STRI BUFFE 4'-0" DAVIES HARDWARE 44 55 LKS SIDEWA MIN. 6'-0" ET N STRE ON MAI LEFT RIGHT LANE LANE
NOTES: DWG. 4 OF 5 1. RIGHT-OF-WAY IMPACTS WILL REQUIRE FURTHER INVESTIGATION THROUGHOUT THE CORRIDOR DURING FUTURE PHASES. 20 0 20 40 60 80' 2. ALTERNATE SIGNING COULD INCLUDE GROUND MOUNTED SIGNS IN THE UTILITY STRIP. THIS COULD LIMIT VISIBILITY DEPENDING Engineering and ON FINAL LOCATION OF STREET TREES AND PEDESTRIAN LIGHT POLES. 1" = 40' Land Surveying, P.C.
1533 Crescent Road - Clifton Park, NY 12065 3. MIDBLOCK PEDESTRIAN CROSSING SHALL HAVE SIGNING PER THE NATIONAL MUTCD AND NYS PEDESTRIAN SAFETY ACTION PLAN. ARLINGTON MAIN STREET REDESIGN INITIATIVE LEGEND
MARCH 19, 2021 COLORED AND TEXTURED ASPHALT
RAISED ISLAND CONCEPTUAL ROUNDABOUT DESIGN GRASS AREAS
DRAFT - NOT FOR CONSTRUCTION DIRECTION OF TRAFFIC
E V
A RID
G TH
T R
NO
F
A T
EET MAIN STR
T STREE MAIN
F
A
I R
M
O
N
T
A
V
E
DWG. 1 OF 1
30 0 30 60 90 120' NOTES: Engineering and
1" = 60' Land Surveying, P.C. 1. RIGHT-OF-WAY IMPACTS WILL REQUIRE FURTHER INVESTIGATION THROUGHOUT THE CORRIDOR DURING FUTURE PHASES. 1533 Crescent Road - Clifton Park, NY 12065 ARLINGTON MAIN STREET REDESIGN INITIATIVE AUGUST 11, LEGEND
2020 COLORED AND TEXTURED ASPHALT PREFERRED CONCEPTUAL DESIGN - MEDIAN CONCEPT RAISED ISLAND POTENTIAL BUS STOP DRAFT - NOT FOR CONSTRUCTION DIRECTION OF TRAFFIC 0
ACROPOLIS DINER �"" 0 �� t. ADA CURB RAMP0 AND ,- PEDESTRIAN PUSH BUTTONS 0 (TYP. Ab,_L FOUR CORNERS) ® S ROU�4 -ri �ROM U -ri MAIN SiR 0
SiREEi «.��/1-----:J MAIN c:::;> ------
PROPOSED OVERHEAD SIGN ASSEMBLY. 400' FORMERLY ADVANCE POSTING PER PIZZERIA UNO MUTCD.
AD SIGN MAIN. SEE � 55 rn +
NOTES: NOTES:
1. RIGHT-OF-WAY IMPACTS WILL REQ,UIRE FURTHER INVESTIGATION THROUGHOUT THE CORRIDOR DURING FUTURE PHASES. 4. PROPOSED MEDIAN MAY BE RAISED OR STRIPED. DWG. 5 OF 5 20 0 20 40 60 80' 2. ALTERNATE SIGNING COULD INCLUDE GROUND MOUNTED SIGNS IN THE UTILITY STRIP. THIS COULD LIMIT VISIBILITY 5. ROADSIDE SIGNAGE LOCATED WITHIN THE BUFFER STRIP SHOULD BE AT AN APPROPRIATE SCALE. DEPENDING ON FINAL LOCATION OF STREET TREES AND PEDESTRIAN LIGHT POLES. 1 1 L;;d 1" = 40' 3. A ROUNDABOUT IS BEING CONSIDERED FOR THIS INTERSECTION. ARLINGTON MAIN STREET REDESIGN INITIATIVE
Corridor Design Considerations Emergency Access
The Arlington Fire District (AFD) noted that their primary travel routes in this area are westbound on Main Street and southbound on Grand Avenue. The design vehicle used to approximate the AFD’s fire truck is a WB-40 tractor trailer combination as depicted in Figure A. The geometric requirements for the roadway and intersections to accommodate this vehicle will also accommodate school buses, transit buses, and all other vehicles using this corridor on a consistent basis. The team tested the preferred design concept with this design vehicle and the vehicle was able to navigate the mini-roundabout. Minor adjustments could be made to the design in future phases if needed. These drawings are preliminary concepts and will be refined in the future phases of the project to ensure that the required design vehicles are accommodated.
Figure A – WB-40 Design Vehicle Dimensions and Profile
Parking
While parking is a priority for the Business Improvement District, there are some trade-offs when redesigning a town center. To make this corridor safer for walking, certain design elements were included to improve safety by lowering speeds, improving visibility of pedestrians, and reducing pedestrian crossing distances.
The existing on-street parking was determined to be 115 spaces between Grand Avenue and Taft/Fairmont Avenues. This includes areas where parking is allowed or not expressly prohibited by signing. A length of 20 feet for a parking space was utilized to determine parking since the existing parking spaces are not delineated. Some spaces used today would not qualify as proposed spaces based on safety or the standard length of 20 feet for end spaces and 22 feet for internal spaces.
The number of parking spaces provided in the preferred concept is 94. The reduction of 21 spaces is due to requiring a minimum of 20 feet per space and adding curb extensions at the intersections. Some spaces were sacrificed to allow for safer mid-block pedestrian crossings at Lewis Avenue and Fowler
Final Report 33 ARLINGTON MAIN STREET REDESIGN INITIATIVE
Avenue. Other spaces that are currently used but do not meet the length requirements noted above are, for example, between the driveways to Wendy’s and Taco Bell on the north side of Main Street along two (2) short curb sections. Additionally, parking from Woodcliff Avenue to Taft Avenue was restricted to allow for a raised median/pedestrian refuge and to allow vehicular traffic to transition back to the travel lane for the remainder of the corridor. This parking restriction would also occur with the installation of a roundabout at the intersection of Main Street, Fairmont Avenue and Taft Avenue. The preliminary geometric layout that was performed results in a near identical raised median with pedestrian refuge area as well as a lengthy transition back to the proposed/existing travel lane. However, based on the parking utilization there is sufficient on-street parking currently. Also, the formal delineation of parking spaces will encourage more efficient use of space and therefore the reduction in overall parking on-street parking spaces is not anticipated to have a significant impact when compared to the overall benefits of the corridor improvements.
Transit
Dutchess County Public Transit (DCPT) is responsible for transit service in the project area. Currently the Route L serves Main Street between Grand Avenue and Raymond Avenue with designated stops at the following locations:
• North side of Main Street by laundromat near Grand Avenue • North side of Main Street immediately west of Raymond Avenue
DCPT was consulted as to the preferred locations for future transit stops. The two proposed transit stop locations are as follows:
• North side of Main Street by laundromat near Grand Avenue (maintained) • South side of Main Street immediately west of Lewis Avenue
While portions of the bus pull-offs in the concept plans are shown crossing driveways, the typical bus is approximately 40 feet in length and are not anticipated to block the driveways. On the rare occasion the driveway becomes blocked by a transit bus, the duration will only be for the time needed for passengers to unload and load. The parking striping is also shown in these locations as these transit stops are tentative at this time. At locations where a transit stop is included in the future, parking spaces would be removed.
Bicycle Access
The team evaluated opportunities for bicycle access and determined that the current right-of-way does not allow for dedicated bicycle lanes without the loss of parking spaces. However, marking sharrows to indicate a shared street would be appropriate and is recommended.
Utilities
Based on the magnitude of reconstruction through the corridor, there is a possibility of utility relocations based on the preferred design concept. Future phases of the design process should investigate the feasibility of relocating the utilities to the back of the highway boundary along Main Street or installing them underground. This would enhance the corridor visually, as well as remove obstructions from the
Final Report 34 ARLINGTON MAIN STREET REDESIGN INITIATIVE
buffer strip that conflict with pedestrian lighting, on-street parking, and street furniture. If in the future phase design process the relocation of utilities is deemed monetarily unachievable then the design shall be done in a manner to avoid relocations as much as possible.
Lighting
Pedestrian-scale lighting is proposed to enhance the walking experience during low light and nighttime conditions. In addition to pedestrian level lighting, street furniture and street trees are proposed. The street furniture would consist of benches, trash receptacles, etc. and would be placed to not interfere with on-street parking. Per the County DPW’s request, these elements should be clustered to reduce damage during winter snow removal.
EV Charging Stations
The Town of Poughkeepsie has taken a Climate Smart pledge and the Town is looking to include more EV charging stations. It is recommended that charging stations be installed in the County-owned parking lot northeast of the Main Street and Raymond Avenue intersection. This lot is currently under-utilized and the impact to parking availability here would be minimal. This has been discussed with the County and they are open to the idea. Further coordination is needed to determine who will be responsible for maintenance, utility bill payment, etc.
North and South Grand Avenue Intersection The North and South Grand Avenue intersection presented some challenges when developing the ideal design for this intersection, while achieving the goals of the project to provide a gateway entrance into Arlington, lower vehicular speeds, and increase safety for all modes of traffic. It was decided that a mini- roundabout was the preferred option. The National Cooperative Highway Research Program (NCHRP) Report 672 titled Roundabouts: An Informational Guide, developed in cooperation with the Federal Highway Administration (FHWA), is a guide for the design of roundabouts and provides criteria for the size of roundabout as shown in its Exhibit 6-9 below.
Final Report 35 ARLINGTON MAIN STREET REDESIGN INITIATIVE
The inscribed diameter refers to the outside diameter of the circular roadway within the roundabout as shown below in Figure B.
Figure B – Roundabout Geometric Elements
To provide a roundabout that can accommodate all vehicle types means that property impacts are unavoidable. The inscribed diameter directly relates to the impact to adjacent properties. A typical 1- lane roundabout has an inscribed diameter of 120 feet. A template of this size roundabout was placed at the intersection to gauge the impacts and is presented below in Figure C. As shown, this would impact all four adjacent properties.
Final Report 36 ARLINGTON MAIN STREET REDESIGN INITIATIVE
Figure C – 120 foot Roundabout To limit the impact to adjacent properties, a mini-roundabout is proposed for the North and South Grand Avenue intersection with an inscribed diameter of 80 feet as shown in Figure D. This is comparable to the roundabout at the intersection of Raymond Avenue with Main Campus Drive at the entrance to Vassar College, which has an approximate inscribed diameter of 80 feet. See Figure E below.
Final Report 37 ARLINGTON MAIN STREET REDESIGN INITIATIVE
Figure D – North and South Grand Avenue Mini-Roundabout
Figure E – Main Campus Drive at Vassar College Mini-Roundabout
Final Report 38 ARLINGTON MAIN STREET REDESIGN INITIATIVE
Other options were evaluated for this intersection but were determined to not achieve the desired outcome. These included the following:
• Maintain the existing signal and geometry and update with pedestrian signals and curb extensions • Realign north approach to south approach (Figure F – Dark blue is ideal, light blue to reduce property impacts) • Realign south approach to north approach (Figure F – Red linework)
Both realignment options would require a new traffic signal with upgrades to include pedestrian crossing signals, marked crosswalks, and curb extensions at the west side of the intersection. However, they would not provide the gateway, traffic calming, and safety benefits of the proposed mini- roundabout.
Figure F – North and South Grand Avenue Realignment Options
Final Report 39 ARLINGTON MAIN STREET REDESIGN INITIATIVE
Raymond Avenue Intersection The intersection of Main Street with Raymond Avenue (NY Route 376) was reconstructed as part of a project to redesign Raymond Avenue that was completed in 2009. The corridor work would tie into the existing curb lines prior to the curb extensions. The signal timing at the intersection should be investigated to determine whether the exclusive pedestrian phase, which operates on its own while all traffic is stopped, is necessary. Removal of the exclusive pedestrian phase would reduce the amount of time pedestrians wait for a walk signal and decrease the amount of time vehicular traffic is delayed. Instead, the pedestrian signals would operate when parallel vehicular signals have a green indication. This change is recommended for NYSDOT consideration.
Taft Avenue and Fairmont Avenue Intersection At the intersection of Main Street with Taft Avenue and Fairmont Avenue, a median concept and a roundabout concept have been advanced. A description and costs for both concepts follows. An ongoing study, Poughkeepsie 9.44.55, will be analyzing design alternatives for the east- and westbound arterials. The recommendations of that study should be carefully considered, particularly any impact they may have on any future modifications at this intersection.
Median Concept
The median concept maintains the lane assignments as requested by NYSDOT. This does not allow for curb extensions at this intersection. To promote lower turning speeds onto Main Street and to provide a pedestrian refuge area, a raised median was added. This area could also serve for a gateway feature to be added. Any features added to this location must not in any way inhibit visibility of pedestrians, the traffic signal, or other vehicular traffic thereby introducing a new safety issue.
The signing approaching the intersection from the west includes an overhead sign structure that is not consistent with a town center. In addition to moving the signing for the Routes 44/55 lane assignments to the side of the roadway, the Manual on Uniform Traffic Control Devices (MUTCD) requires additional signs in advance of this intersection as shown in the plans. This will increase driver awareness of the lane usage and reduce safety concerns with late lane adjustments to access Routes 44/55.
Roundabout Concept
A preliminary analysis was performed to determine the feasibility of a roundabout at this location. The NCHRP Report 672 titled Roundabouts: An Informational Guide was used to determine the number of lanes needed at this location for a roundabout. See Figure G and Figure H below regarding how volumes are calculated and the thresholds for the number of lanes within the roundabout.
A mini-roundabout similar to the one proposed for the Grand Avenue intersection was evaluated at the Taft/Fairmont Avenue intersection. This option was not deemed feasible due to the size of the intersection and transition to Routes 44 and 55 to the east. As a result, a full-size single-lane roundabout was progressed for the concept plan while minimizing impacts to the adjacent properties as much as practicable.
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Ve – Entering volume
Vc – Circulating volume
Vex – Existing volume
Figure G – Traffic Flow at Roundabout Entry
Figure H – Volume Thresholds for Number of Lanes Required The maximum sum of the entering and conflicting volumes at this intersection are 815 for the north approach when the existing traffic volumes are projected 25 years using a growth rate of 0.5%. This shows that single lane entry is likely to be sufficient. However, with the buildings on the northwest and southeast corners close to the intersection, impacts to adjacent properties are anticipated and would need to be addressed during the design phase.
Coordination The preferred concepts were reviewed with the Advisory Committee, DCTC, and DCDPW for review and comment. DCDPW expressed concern regarding the placement of the curb extensions and street furniture for snow maintenance during the winter months. It was agreed that there is an added safety benefit of the curb extensions for pedestrians and they would work around those. DCDPW requested that any street furniture be placed in groups to allow for snow removal in the buffer strips and to reduce damage. A preliminary design concept was sent to NYSDOT staff, who provided comments regarding stop bar and parking placement, sight lines, and left turn lanes. Further coordination with NYSDOT will be necessary, particularly for the Taft/Fairmont Avenue intersection.
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Preliminary Cost Estimates The construction phasing and cost will be determined based on the amount of funding that is obtained. The ideal scenario would be to construct the entire corridor, including the intersections, as one project. This will save on mobilization and other costs that are included in each construction project. If funding is limited, the corridor could be constructed in phases by splitting the project between the Grand Avenue intersection and the linear Main Street segment. The Taft/Fairmont Avenue intersection could also be progressed separately if needed.
The estimates below have been prepared in today’s dollars and are for the preferred corridor concept with the median at the Taft/Fairmont Avenue intersection. The cost estimates are shown with different pavement treatments. Both include the same costs for landscaping, lighting, pedestrian signal upgrades, replacement of vehicle detection within the Main Street roadway, drainage, stormwater and signing. A conservative 35% contingency is added to account to features not included. They both also include the reconstruction of the Grand Avenue intersection to provide a gateway mini-roundabout. The Resurfacing Estimate pavement treatment includes reconstruction of the curb and sidewalk only with approximately 2 feet of pavement on each side of Main Street. The remainder of the existing pavement will be milled and receive a new top course of asphalt pavement. The Reconstruction Estimate pavement treatment includes the complete removal and replacement of the asphalt pavement and subbase for the limits shown on the concept. The roundabout concept for Taft/Fairmont intersection would include an additional cost of approximately $4,000,000 and is shown below.
RESURFACING ESTIMATE RECONSTRUCTION ESTIMATE
Grand Ave Mini-Roundabout $ 450,000 Grand Ave Mini-Roundabout $ 450,000
Corridor Roadway, Curb, and Sidewalk $ 1,170,000 Corridor Roadway, Curb, and Sidewalk $ 1,820,000
Landscaping $ 75,000 Landscaping $ 75,000
Work Zone Traffic Control $ 75,000 Work Zone Traffic Control $ 100,000
Lighting $ 500,000 Lighting $ 500,000
Pedestrian Signals and Vehicle Detection $ 100,000 Pedestrian Signals and Vehicle Detection $ 100,000
Drainage $ 250,000 Drainage $ 250,000
Stormwater $ 250,000 Stormwater $ 250,000
Signing $ 50,000 Signing $ 50,000
Mobilization $ 120,000 Mobilization $ 150,000
Sub-Total: $3,040,000 Sub-Total: $3,745,000
35% Contingency: $1,070,000 35% Contingency: $1,320,000
Right-of-Way*: $600,000 Right-of-Way*: $600,000
Total with Median @ Taft/Fairmont: $4,710,000 Total with Median @ Taft/Fairmont: $5,665,000
Total with RA @Taft/Fairmont: $8,710,000 Total with RA @Taft/Fairmont: $9,665,000
* Right-of-Way cost assumed to include the Fair Market Value of the affected property at 737 Main Street plus $95,000 for relocation and other property acquisitions needed throughout the corridor. The actual cost will need to be verified in future phases.
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Section IV: Implementation
Items for Further Investigation Throughout this study, items requiring further investigation were identified, as listed below. It is expected this additional investigation would be part of the design effort to implement the preferred design concept.
• Conduct full engineering survey as part of preliminary/detailed design • Determine right-of-way acquisition needs for intersection improvements, specifically at the North/South Grand Avenue intersection and Fairmont/Taft Avenue intersection • Refine preferred alternative for Taft/Fairmont intersection in coordination with NYSDOT • Finalize bus stop locations • Explore alternatives to shift overhead utilities underground or in rear of lots • Consider the need and feasibility of loading areas
Steps for Implementation One goal of this study is to position the Town and County to pursue funding for the design and construction of the preferred concept. This study provides the information needed to pursue funding opportunities when they become available.
The County has expressed interest in sponsoring future funding opportunities, but direct involvement by the Town will be necessary for key components such as right-of-way acquisition, local contribution and public support. It is recommended that the Town and County continue to coordinate efforts to seek funding for implementation.
In addition, the design elements and vision identified through this effort can assist the Town and BID with future planning and coordination efforts within the Arlington Town Center.
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