Board Of Aldermen - Agenda - 9/9/2020 - P284
@ Vanasse Hangen Brustlin, Inc.
bicyclists traveling in the same direction. This type of signal phasing, as opposed to
exclusive pedestrian phasing that only allows pedestrians to cross when vehicles on
all approaches to the intersection are stopped, would provide enhance both
pedestrian and vehicular mobility.
Next Steps
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Gireulation Stucywreports'Final ReportFinal
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This planning study identified a number of issues and potential solutions on a
concephual basis. Some of the actions will require more detailed evaluation and
design. However, there are steps that the City can begin to take now to improve
traffic circulation with the goal of enhancing the experience of those who live, work,
and visit the Downtown. These next steps are described as follows:
1.
The City should establish and adopt a consistent and continually reinforcing
Vision for the Downtown. This stated Vision will serve to guide decision
makers with the development and implementation of consistent actions and
programs over the coming years.
An important outcome of the Vision should be to convert at least some of the
many one-way Downtown streets to two-way operation. However, changing
the street circulation patterns in downtown areas can be disruptive and
therefore, it would be best to implement these types of changes gradually
overtime. As an initial project, the City should consider converting Spring
Street from Hollis Street to East Pearl Street from its existing one-way
northbound operation to two-way flow. Doing so will necessitate
modifications to the East Hollis Street/Spring Street traffic signal at an
estimated cost of approximately $40,000.
The City should initiate discussions with the development community in an
effort to encourage the redevelopment of the Walnut Street Oval area. The
two-roundabout alternative would serve to improve vehicular, pedestrian,
and bicycle mobility while also maximizing developable land. The economic
development potential of the area is tremendous. However, the investment
costs are considerable. The roadway reconstruction cost alone (not including
land costs) are estimated at over $2 million. A creative public/private
partnership could improve traffic circulation, enhance pedestrian and bicycle
mobility, and stimulate economic development within this important part of
the Downtown.
Upon the completion and opening of the Broad Street Parkway, the City
(perhaps in partnership with the NRPC) should conduct updated traffic
volume counts throughout the Downtown. Previous studies have estimated
diversionary effects of the Parkway. However, prior to committing to any
substantial modifications to the Downtown street system, the City should
obtain actual post-Parkway traffic volumes. This is particularly important in
assessing the increase in traffic demand destined to Main Street from the
Parkway.
Following the opening of the Broad Street Parkway and upon review of the
post-Parkway traffic volume counts, the City should consider converting
West Pearl Street to two-way operation. However, to maintain parking on
Study Findings
