Memorandum

City of Lawrence

Department of Public Works

 

TO:

Mike Wildgen

FROM:

Chuck Soules

CC:

Dave Corliss, Debbie Van Saun, Terese Gorman

Date:

July 5, 2005

RE:

Project No. 15-CP4-404(C)

Kasold Drive, Bob Billings Parkway to W. 22nd Street

City Commission Agenda Item for July 19, 2005

 

During the June 28, 2005 City Commission meeting, neighbors affected by the proposed project presented some concerns to the City Commission.  Before addressing those concerns in this memo, we present a summary of the history of the project to date:

Project History. 

August 23, 2004 – A public meeting was held to introduce and discuss the overall project and preliminary design report.

October 6, 2004 – The City Commission held a study session at which the Kasold Drive Preliminary Study was presented.  Four alternatives were evaluated:

1.       Option 1:  Remove and replace existing pavement.  This option does not make any improvements for access, future traffic, visibility, or safety.  Pedestrian access is also not provided.  This option does provide reduced construction costs and a reduced schedule.  The typical section included four lanes with a median.

2.       Option 2:  This option provided some improvements from Tam O’Shanter Drive to 15th Street and Augusta Drive to 22nd Street.  The fifth turning lane was provided from Tam O’Shanter Drive to 15th Street and Augusta Drive to 22nd Street.  The intersections at Bob Billings Parkway and Clinton Parkway would be improved to meet future traffic volume demands.  There would not be any grassed area between lanes, and costs are more than desired.

3.       Option 3:  Improves sight distances and grades of the road section of Option 2 to meet current AASHTO standards.  This option increases excavation costs and requires extensive retaining wall construction which drives construction costs up.

4.       Option 4:  This option reduces the scope of the project provided by Option 2.  The project limits are 15th Street to West 22nd Street.  No improvements are provided for the intersection at Clinton Parkway.  This option reduces the costs of Option 2 by 20%.  A 10’ rec path and turning lanes are provided, however the grassed median is removed.

The study can be accessed at http://www.lawrencepublicworks.org/kasold/pre-design-report.shtml

After much discussion, staff was asked to develop an additional option (#5) to include a grassed median, and narrow the project scope to the immediate need to repair the section of pavement that was failing.

October 26, 2004 – Bartlett & West and city staff revisited the scope and parameters of the project and presented Option 5 for City Commission consideration.  The project scope/limit for this option is from Bob Billings Parkway (15th Street) to West 22nd Street.  The typical section includes:

1.      4-11 ft. driving lanes (reduced from 12 ft.)

2.      18 in. dry curb on the medians

3.      8 ft. wide sidewalk

4.      South end of project a 7ft. median; north end of project a 16 ft. median.

 

October 26, 2004 - City Commission directed staff to proceed with Option 5. (typical cross sections)

 

June 20, 2005 – Public Works staff and representatives from the project design firm held public meeting to discuss construction sequencing/schedule and answer questions.

 

June 28, 2005 – Neighborhood residents affected by the project discussed their concerns with the City Commission.  There are really two main issues that were raised at this City Commission meeting: construction sequencing and loss of green space/”bike path” location.  (A June 23, 2005 letter from Price Banks, affected property owner, was the agenda item.  Staff’s response to comments made within that letter is attached.)

 

Construction Sequencing – Residents expressed concerns that if Kasold is closed, the 20,000 vehicles using Kasold would not follow a detour to Wakarusa and Iowa but instead would cut through Alvamar Estates.  The public meeting held on June 20, 2005 was to specifically discuss the options of construction sequencing.  The options presented were a phase approach (keeping one lane in each direction open), and closing the road.

 

 

PHASED CONSTRUCTION

STREET CLOSURE

Ability to carry traffic

One-lane each way

None

Construction schedule

15 months

8 months

Cost savings

None

5-10% of construction

Worker safety

Adequate

Maximum

 

There were 34 neighbors at the meeting and they initiated a “straw poll” where it was unanimous to close the road.  Hy-Vee was represented and was not in agreement with full closure. 

 

Some concerns have been expressed about the perceived traffic that will cut through the neighborhood.  There is no doubt that certain streets will see more traffic under either scenario.  During construction the access from Tam O’Shanter, Scioto, Augusta, and Seminole will be closed and neighbors who used these streets to access the neighborhood will be using St. Andrews and Quail Creek Drive.  There is no doubt that someone, not a neighbor, will cut through thinking they can circumvent the construction.  Attached is a draft traffic control plan that could be implemented, if a closure is decided, to discourage cut through traffic.  This plan includes the installation of temporary speed humps making the route less desirable for cut through traffic. 

 

Finally, whether closed or not, it appears that an assumption has been made that 20,000 vehicles will show up at 15th Street or 23rd and Kasold and have to take the detour to Wakarusa or Iowa.  This may happen the first day or two, however once people realize that this section of Kasold is closed they will adjust their route accordingly.  Recently the city closed the east bound lane of 6th Street between Tennessee and Kentucky.  Sixth Street carries approximately 34,000 vehicles per day, Tennessee between 6th and 7th Street – 8,000 vpd, and Kentucky between 6th and 7th Street – 11,000 vpd.  Assuming the traffic on 6th Street is 50% east bound and 50% west bound, the KLINK project would have detoured 17,000 vpd.  If this had happened the area would have come to a stand still, especially with Kentucky reduced to one lane at 7th Street.  What we observed was only about 25% increase in the traffic on Tennessee and Kentucky during the peak hour in the morning.

 

The other concern expressed with a closure was loss of business.  With any construction in an area there will be some people that will decide to go around, and some reduction in traffic.  The City has maintained other streets partially opened during construction:

§         6th and Kasold – adjacent businesses expressed concerns about the length of time the construction lasted.

§         31st and Iowa – 31st Street was kept open and the adjacent mall expressed concerns about loss of sales.

§         6th Street west to K-10 – adjacent restaurants and stores have expressed concerns about reduced business.

 

If a closure is decided, additional signage could be included into the project to direct customers how to get to adjacent businesses (see attached draft traffic control plan / temporary speed humps).

 

As with any neighborhood abutting a major arterial, the quality of life will be temporarily affected during the completion of improvements to Kasold Drive.  During the construction of this project, we will work diligently with the engineer and contractor to minimize the negative impacts.  Once constructed, we believe the current design of the project will positively impact the quality of life for the neighbors along this section of the Kasold Drive corridor.

 

Loss of Green Space/Location of “Bike Path” – These issues were discussed at length at the study session (October 6, 2004), and are identified and discussed in the Preliminary Design Report.  Option 1 within the report was only to remove and replace the road.  The Commission directed pedestrian access to be made available.  The current sidewalk will be 8 ft. wide, located two foot from the back of curb.  Our typical section would be 6 ft. on both sides, or 10 ft. multi use path on one side.  The east side has less right-of-way, a significant Westar transmission main (which in the preliminary design report was determined to have senior rights to the street right-of-way; any relocation, therefore, is at the city’s expense), the waterline is planned for this side, and the landscaping, grades and drives make installing a sidewalk significant.  The landscaping is the only buffer from Kasold to the front of the neighbors on the east side.  The City Commission discussed the importance of maintaining this buffer.

           

The sidewalk and road will have a 10% grade for 150 ft., not an 11% grade.  Grade was a big issue and discussed at length with the Commission in October.  The AASHTO recommended grade of 8% would have increased costs substantially, required acquisition of right-of-way, and required a substantially higher wall on both sides of the street.  The speed for a bicycle presented in the letter was based on a comment from one of the meeting attendees, not the city or the consultant. 

 

The sidewalk has been referred to as a bike path because it is a little wider than the standard 6 ft. sidewalk.  If nothing is built, there will be no pedestrian or bicycle access on Kasold.  Staff has received numerous requests to include a sidewalk on Kasold.  Similar grades do exist along Bob Billings Parkway: west of Kasold Drive (10.96%), west of El Dorado Drive (11.56%), and along sections of 14th Street (14% grade).

 

Two bike path options on the KU Endowment property have been discussed with the Bicycle Advisory Commission (recreation path options).  The BAC’s basic position is that a route is provided from 15th Street to 23rd Street.  Their preference for a rec path would be on the east side of Kasold, however a west side route would be acceptable.  Daryl Beene, KU Endowment Association, has indicated that their master plan does not address developing west of Yankee Tank Creek at this time.  This area is expected to have a 20-30 year build-out.  For this reason, they do not want to commit to any sidewalk or bike path easement across this property because it is not known where buildings, utilities, roads, and pedestrian access should be located.

 

Of the two bike route options on the Endowment property, neither would address pedestrian access along Kasold for which staff has received many requests and much support.  Additionally, construction of Option 1 has significant grade issues.  Therefore, staff is still recommending the 8 ft. sidewalk/rec path along the west side of Kasold.

 

While it is not necessary to construct a sidewalk path along Kasold while reconstructing this arterial street (this option was presented in the Preliminary Design Report – Option 1),  placing a sidewalk path at this location will further City Commission goals related to pedestrian connectivity within the community.

 

Emergency Services:

Public Works discusses projects with the Police and Fire/Medical Departments regularly to anticipate any issues.  In discussion with Deputy Chief Bradford, Fire/Medical will be aware of the construction and closures, detours, etc.  They regularly visit areas under construction to see what has or has not changed.  Regardless of the construction sequencing or phasing, emergency services will be prepared and ready to respond as needed.

 

Project Status:

Plans are 85-90% complete.  Staff proceeded with the consultant on design of the plans with the direction provided by the City Commission.  A few details and construction sequence/schedule is all that is remaining to be completed.  Grades, profiles, cross sections, drainage, horizontal and vertical control have all been established.  Changes to the sidewalk or location of the street (horizontally moving east/west, or vertically) will necessitate redesign, ranging from minor to significant, depending on the Commission’s direction.

 

Action Requested:  Provide staff direction specifically with respect to construction sequencing.  Additional direction as appropriate.

 

Respectfully submitted,

Charles F. Soules, P.E.

Director of Public Works

 

CFS/je

 

Attachments