Agenda Packets - 2009/07/06 - Laserfiche WebLink

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Pedestrian/Bicycle Accommodations Standard: Sidewalks and trailways in the City’s Comprehensive Sidewalk/Trailway Plan may be installed as part of an area’s street and utility improvement project. If a sidewalk or trailway is parallel to an existing roadway, the City will develop pedestrian/bicycle options including, but not limited to: Designating the shoulder of the roadway for pedestrian/bicycle movement; A separate walkway on one side of the roadway; A separate walkway on both sides of the roadway. Options and cost estimates will be presented at a neighborhood meeting. It will ultimately be the City Council’s decision whether a planned sidewalk or trailway will be built with a street project. A summary of the recommendations coming forward to the City Council from the Committee are discussed below. Please note that recommendations are not listed in any particular order of priority. Area B Street Issues: Springview Lane: Non-Standard Street Width Knollwood Drive: Pedestrian/Bicycle Accommodations Woodcrest Drive: Pedestrian/Bicycle Accommodations Springview Lane: Non-Standard Street Width Springview Lane is an “L”-shaped, dead-end road located off the west side of Knollwood Drive between County Road H and Spring Creek. The current width of the road is only 22.5 feet and a substandard turn-around exists at the dead end portion. The roadway terminates at a residential driveway with no clear delineation between public street and private driveways. In addition, there are many mature oak trees in and around the dead end and some steeper grades exist. The existing public right-of-way is also very narrow. The right-of-way width for the east-west segment is only 40 feet and the width for the north-south segment is 60 feet. The standard right-of-way width is commonly 66 feet on all the other streets in the project area. A small number of homes exist on the roadway and traffic volume is low. Staff recommended to the Committee that Springview Lane be reconstructed to a width of 24 feet for the following reasons: The 24-foot width most closely matches the existing width; The existing right-of-way is significantly less than standard in the east-west direction; Springview Lane is a dead end street that serves a small number of homes, and therefore low daily traffic volumes; Widening the road would result in the loss of two trees and two shrubs; and Widening the road would require a retaining wall on the property in the NW corner of Springview Lane and Knollwood Drive. The existing right-of-way and topography also make it difficult to provide an adequate cul-de- sac, hammerhead, or other “turnaround” at the dead-end of the street. Discussion of dead- end options included: Terminating Springview Lane at the right-of-way line; Constructing concrete curb across the north end (i.e. at the terminus) to indicate the end of the public street; Constructing curb cuts and commercial strength concrete driveway aprons on the driveways in the area so that City maintenance vehicles (i.e. snow plows) can use the driveways for turning maneuvers, as they currently do; and Constructing a “dog-elbow” or bump-out on the outside radius at the 90 degree bend (corner) in the road.