Agenda Packets - 2014/11/24 - Laserfiche WebLink

Home Browse Search

Res. 8329 Approving Non-Standard Street Design and Parking Restrictions for Groveland Road in Area H Page 3 $125,000 in life cycle costs ($80,000 in initial costs) and decreases stormwater management requirements by four to six infiltration basins. Bump-out parking is proposed on Ardan Avenue next to the Groveland Park shelter and can serve as additional parking for baseball games. Speeding The predominant complaint to the City by residents adjacent to this section of Groveland Road have is speeding traffic. Motorists will typically drive at a speed that they feel comfortable to adequately react to a situation which requires them to slow down, stop, or change course. A typical situation is a basketball that rolls into the street from an adjacent driveway or a vehicle pulling out of the driveway. A street that is wide with no adjacent obstacles will encourage higher speeds, while a narrow street or traffic lanes with obstacles adjacent to the lane (e.g. parked cars, barrier curbs, etc.) will encourage responsible motorists to slow down. Pedestrian/Bicycle Accommodations A sidewalk on the east side of Groveland Road would also serve the local properties to gain access to the future trail segment 6 on County Road 10. Pedestrian and bicycle usage may increase on Groveland Road if the multi-use trail (segment 6) is constructed in the north boulevard of County Road 10 – which will provide service to the trail network. Given Groveland’s intersection with County Road 10 is in close proximity to the County Road 10’s intersection with Hillview Road (a west-east corridor) and to the protected traffic signalized County Road 10/Red Oak Drive/Silver Lake Road, close easy access to the east (Hillview) or south (Silver Lake Road) provides a good benefit to cost. Long Lake Road may serve as a connection to the east at the north end of Groveland. The sidewalk on the east side would also provide good access to Groveland Park. A single parking lane on the west side of the roadway could also be used as a shared-use lane for pedestrians and bicyclists. A 5.5-foot bike lane would cost approximately $75,000 in life cycle costs ($45,000 in initial costs). Constructing a 6-foot sidewalk would cost approximately $80,000 but it’s life cycle cost would only be approximately $100,000. Public Feedback A public information meeting was conducted on October 20, 2014 where adjacent properties owners were invited to a presentation and provide public input. Most of those who attended and spoke were not in favor of a sidewalk or elimination of a parking lane. Another feedback form showing an option with two parking lanes was mailed and reviewed at the November 24, 2014 Street and Utility Committee meeting. Of the 71 properties that were sent the mailing, 31 responded (44%) – 15 north of Ardan and 16 south. A summary of the response is shown on the attached feedback form. In general, adjacent properties prefer Option C with parking lanes on both sides of the street – most similar to existing conditions. Option B with a single parking lane and a combined sidewalk/bike lane was second most popular, and Option A with a single parking lane and sidewalk was least popular with those that responded. Since only 44% of the properties responded, there is no popular consent for any option. Recommendation: Engineering Recommendation Engineering staff recommends a 32-foot wide street section with two 11-foot travel lanes, a single 8-foot parking lane adjacent to the southbound travel lane (west side) for Groveland Road (Option A). A 6-foot wide concrete sidewalk is also recommended on the east side immediately behind the curb for the entire length. The parking lane on the west can serve as a shared-use lane due to the low parking utilization and low traffic volumes. The 2-foot reaction zone is adequate for bike traffic heading north due to the low traffic volumes allowing passing vehicles to encroach into the southbound lane. This recommendation is based upon engineering judgment related to benefit-to- cost ratio of constructing an additional parking lane, reducing speed, and consistent design with other municipal streets.