Kasold Preliminary Design Report

Bartlett & West Engineers was selected in May 2004 by the City of Lawrence to provide surveying and engineering services for the design of Kasold Drive from 15^th Street to Clinton Parkway. As a part of these services, a preliminary study report was completed to review several options for completing the project. This report highlights four of the many options that were considered.

Kasold Drive is an arterial street in west Lawrence that carries approximately 20,000 vehicles per day. The future traffic projections indicate that there will be 31,000 vehicles per day in 2025. The existing roadway is generally a four lane divided section, which includes a grass median. The right-of-way along the route is minimal in most areas for an arterial classification. In addition, sidewalks do no exist on either side of the road for most of the route. The route is surrounded by mostly residential properties, except for the commercial areas that exist at both ends of the project near 15^th Street and Clinton Parkway.

This stretch of Kasold Drive is characterized by several hilly areas where the vertical curves along the road are short and choppy. The vertical curves are substandard to today’s engineering criteria, and they create sight distance hazards in most locations along the route. In addition, an 11.2% street profile exists along Kasold Drive just north of Augusta Drive, which exceeds generally accepted criteria for arterial streets. The existing pavement is seriously deteriorating, and the City maintenance crews are constantly working to patch pavement areas in most locations along this stretch of Kasold Drive. Furthermore, the openings in the grass median to provide left turn movements do not provide refuge areas wide enough to protect vehicles trying to turn and get out of the way of through traffic. It is also common to see traffic stacking up beyond the provided turn lanes at the signalized intersections, especially for southbound vehicles turning from Kasold Drive onto eastbound Clinton Parkway. The bottom line is that there are a lot of obstacles along this roadway that create frequent opportunities for accidents, and this condition will only get worse as the traffic volumes continue to grow.

This stretch of Kasold Drive is surrounded by utilities. Westar Energy has an overhead main transmission and distribution line adjacent to the roadway from the south end to the north end. Aquila, SBC, and Sunflower Broadband all have facilities along the road, mostly on the west side to serve the Alvamar Estates area. Finally, the City of Lawrence has an above ground water tank at approximately 19^th Street and Kasold Drive. In addition, the City has a 12” water main from 15^th Street to Clinton Parkway, mostly under the existing pavement and median. The City also has a 6” line in the median from the water tower sight south to Augusta Drive. The relocation of the utilities will be an important part to the overall success of this project. The utilities will need to be coordinated early in the design process to ensure that their facilities are appropriately relocated prior to the commencement of the road construction.

The preliminary design elements of this study have led to several conclusions. First, vehicles turning left along Kasold should have a dedicated left turn lane allowing the driver to move their vehicle out of the flow of traffic. Therefore, the grass medians should be removed in favor of left turn lanes for even the residential street locations. Furthermore, the traffic analysis indicates that geometric improvements need to be made at Kasold’s intersections with 15^th Street and Clinton Parkway. A right turn only lane needs to be added for northbound traffic approaching 15^th Street, and dual left turn lanes and a right turn only lane are necessary for southbound traffic approaching Clinton Parkway. Second, one of the biggest issues with Kasold Drive today is the condition of the pavement. The City of Lawrence has changed its standard pavement section dramatically since Kasold was originally constructed. The existing pavement was placed on compacted soil. The proposed pavement section will consist of either 12” of asphaltic or 10” of concrete pavement, both laid on a 4” drainable base, which is placed on 9” of treated subgrade. To further protect the section from deterioration due to moisture, edge drains will be used along each edge of the pavement. If the asphaltic pavement option is selected, then Bartlett & West recommends using concrete pavement between 15^th Street and Seminole Drive and between Augusta Drive and Clinton Parkway to protect the project from pavement issues that are common around Lawrence at intersection locations with significant stopping and starting and turning movements. Finally, pedestrian access is a key element of this project. The City of Lawrence prides itself on its facilities for pedestrians and cyclists. However, this section of Kasold presently does not have a sidewalk on either side along most of the route. All but one of the options presented in this study provide for a 10’ wide recreation path along the west side of the new roadway. This recreation path will connect the recreation paths along Clinton Parkway and Kasold Drive south of Clinton Parkway to the sidewalks along 15^th Street and Kasold Drive north of 15^th Street. These connections will help the City of Lawrence to continue to upgrade the access it provides its citizens and visitors.

Four options are presented in this study. The first option is to remove and replace the existing pavement, which will minimize the overall construction costs while still improving the driving surface. The disadvantages heavily outweigh the benefits to this option. The second, third, and fourth options are all based on a new street profile that will improve the road for the traveling public and pedestrians. The second option is a complete road reconstruction with a new recreation path on the west side. The grades are largely improved and the benefits of this option certainly outweigh the disadvantages. The third option is almost identical to the second option except for that the street profile north of Augusta Drive is slightly flatter. Generally, a flatter slope would be attractive, however this leads to many problems in this area of the project. Significantly more retaining wall will be required due to the flatter profile. These additional retaining walls will have a negative affect on sight distances for residents trying to get out of their homes on the east side of Kasold Drive. The benefits still outweigh the negatives on this third option. Finally, the fourth option considers using the second option’s profile, but reducing the project limits to 15^th Street to West 22^nd Street. Like the first option, this is being considered to reduce construction costs. This option has all the benefits of the second option, except that the intersection and street grade improvements near the Clinton Parkway intersection are not completed. These intersection improvements are critical to the overall success of the project. Therefore, the fourth option is less desirable than the second or third option.

A key element to this study is the construction sequencing and schedule. It is desirable to have the project complete by the end of 2005 and our sequencing plan is based on this premise. The proposed sequencing plan will close Kasold Drive for a 10-14 week timeframe to reconstruct the north leg of the intersection of Kasold Drive and Clinton Parkway and the south leg of the intersection of Kasold Drive and 15^th Street. After these intersections are reconstructed, the remaining portion of the project will be constructed one half at a time. This will allow traffic to be carried through construction for the majority of the project. The schedule of the project will be largely impacted by the relocation of utilities. The utility companies will have to be a part of the planning process from the very beginning of the final design phase. The more time they have to react and relocate the better the likelihood is that the project will be complete by the end of 2005. Overall, the completion date is a very aggressive timeframe, but can be accomplished if the utilities are allowed to get started soon and the weather cooperates throughout the year. Any delay in the relocation of the utilities may result in the inability to complete the project in 2005.

Finally, the recommendation portion of the study provides a couple tools to manage all the pieces of this complex project. There are several individual questions that have been asked along the way, including which pavement type to use, the number of lanes necessary, etc. The matrix provided in the recommendation section assists with trying to consider all factors of the project and weighting them to provide an overall score. The recommendation section concludes with the recommendation to proceed with the second option presented in the study. While the second option is not the cheapest option, it is also not the most expensive. In addition, the second option provides the most common sense approach to balancing all the wants and needs of the project into a manageable and sensible solution.

EXISTING CONDITIONS

Kasold Drive between 15^th Street and Clinton Parkway is a four lane arterial roadway that presently carries about 20,000 vehicles per day. Traffic projections indicate that there will be 30,000 vehicles per day in the year 2025. This portion of Kasold Drive was constructed in the early 1970’s.

The existing roadway can be characterized as a four lane road section with a divided grass median throughout most of the project. There are median openings at all of the side roads to allow for access into local residential and commercial areas. Left turn only lanes are provided only at the signalized intersections, but not at any of the unsignalized intersections, other than West 22^nd Street.

This section of Kasold Drive is surrounded by three types of land uses. First, there are residential properties along both sides of the route. More specifically, residential uses are prevalent between West 22^nd Street and Seminole Drive on the west side and between West 22^nd Terrace and just north of Scioto Drive on the east side. For the most part, this is mostly single family housing, other than a few duplex units on the west side near Seminole Drive and the Quail Creek Apartment complex between Augusta and West 22^nd Street on the west side. Second, commercial areas exist at each end of the project. At Clinton Parkway, the Hy-Vee Shopping Center exists at the northwest corner of Clinton Parkway and Kasold Drive. The Hy-Vee shopping extends from Clinton Parkway to West 22^nd Street. The shopping center includes the grocery store, a bank, a restaurant, and an associated strip center with a variety of retail stores. At the southwest corner of 15^th Street and Kasold Drive, there are offices in place, included a Coldwell Banker Real Estate Office and another office building. Finally, the third entity is the ground owned by the KU Endowment Association. Presently, this is undeveloped ground that is located on the east side of Kasold Drive between 15^th Street to a point just north of Scioto Drive.

This stretch of roadway is one mile in length and there are six side roads and twelve individual properties that have direct access to Kasold. The following table shows the details for each of the side roads that intersect Kasold throughout the project length.

Existing Right-of-Way/Easements

The original Kasold Drive road record was dedicated in 1904. Since that time, additional right-of-way has been acquired at different times throughout the life of Kasold Drive. Presently, the existing right-of-way varies throughout the project limits.

Beginning at the south end of the project, the right-of-way varies drastically between Clinton Parkway and West 22^nd Street. At Clinton Parkway, the right-of-way is approximately 192.5’ in width. The right-of-way varies to a point just north of West 22^nd Street, where the right-of-way becomes 50’ each side of the section line, which is coincidental with the centerline of the roadway.

The right-of-way line on the west side remains at 50’ from the section line (centerline) from West 22^nd Street to Scioto Drive. On the east side of Kasold Drive, the right-of-way line is 50’ in width between West 22^nd Street and a point approximately 300’ north of West 22^nd Street, at which point the right-of-way line becomes 35’ on the east side. The right-of-way line on the east side remains 35’ to a point about 100’ south of Scioto Drive, except for one location. The right-of-way in front of the Kincaid Addition is actually 60’ from the section line (centerline) due to a more recent plat.

The right-of-way on the east side remains at 50’ from a point about 100’ south of Scioto Drive to the intersection of 15^th Street & Kasold Drive, except in one area. The right-of-way on the east side of the Stoneland Court Subdivision, just north of the City water tower, is 35’. On the west side of Kasold Drive, the right-of-way line is 90 feet from the section line (centerline) from Scioto Drive to Seminole Drive. The extra right-of-way width to the west is there to accommodate the frontage road that exists along Kasold Drive from Scioto Drive to Seminole Drive.

As mentioned in the previous paragraph, the right-of-way on the east side remains at 50’ from Seminole Drive to the intersection of 15^th Street & Kasold Drive. In addition, the same 50’ wide right-of-way exists on the west side of Kasold from Seminole Drive to 15^th Street.

Utility easements exist along certain portions of the route, many of which are aligned in an east-west orientation, so they intersect the existing right-of-way at one location. There are a few easements that parallel the existing right-of-way. First, a 15’ utility/pedestrian easement exists on the west side of the Kasold Drive right-of-way between West 22^nd Street and Augusta Drive. Second, a 7.5’ utility easement parallels the west edge of the Kasold Drive right-of-way between Augusta Drive and Scioto Drive.

Further detail showing the existing right-of-way and easements is shown on Figure A, which shows the existing plan view of the project.

Geotechnical Investigation

GeoSystems/Kleinfelder, Inc. was hired to drill borings at 14 different locations along the existing route. The borings were drilled to a maximum of 11’ in depth or auger refusal, whichever occurred first. Auger refusal generally indicates that unweathered rock is present.

Generally speaking, the project can be broken into two parts when considering the findings of the borings. First, the north half of the project, north of Scioto Drive, contained rock at elevations approximately 5.5’ to 6’ deep in all locations. The materials found were pavement on top of red-brown fat clays, which all lies on top of limestone rock formations. The limestone prevented the borings from reaching the maximum depth of 11’. Second, all borings taken on the portion of the project south of Scioto Drive were taken to the 11’ maximum depth. Much of the material found along the south half of the project included highly weathered shale that is characterized as soft to moderately hard. GeoSystems indicated that this material should be able to be excavated using traditional excavation techniques without the need for hammering or blasting. In addition, some areas of the south portion of the project were described as fat clays.

Somewhat surprisingly, no ground water was found in any of the borings during a time of 2004 that was pretty wet. The City of Lawrence and adjacent residents both have witnessed ground water in this area. Some residents have even indicated that springs exist in the area of the project. While no ground water was found at the boring locations, the project pavement section will provide a subsurface drainage system to handle seasonal ground water.

The 14 borings are shown on the plan and profile sheets. In addition, a full copy of the geotechnical report can be found in the appendices.

Utilities

Power, telephone, cable television, gas, and water lines exist along much of Kasold Drive between 15^th Street and Clinton Parkway. The one main utility that is not located next to this stretch of the roadway is sanitary sewer. Bartlett & West Engineers located the utilities as marked by Kansas One Call and the City of Lawrence Department of Utilities locator services and this information is provided on the plan and profile sheets presented in this report.

Each utility company was sent a set of drawings that showed the existing surveyed location for their surface and underground infrastructure. Bartlett & West asked each utility to review the drawings and provide feedback concerning their present locations. A list of utility contacts is included in the appendices. Pertinent information regarding each individual utility is discussed in more detail below.

Westar Energy

Westar Energy is prominent along Kasold Drive. There are main transmission and distribution lines located on overhead power poles and distribution lines located underground along parts of the route. Westar also provides street lighting on overhead power lines located in the grass median throughout much of the route.

The power poles and overhead power lines that carry transmission and distribution lines exist along the east side of the project from Clinton Parkway to a point just north of Tam O’Shanter Drive. The poles and lines then cross over the roadway and remain on the west side of Kasold Drive from north of Tam O’Shanter Drive to 15^th Street. This facility is of utmost concern due to the costs involved to relocate the poles and lines.

Bartlett & West, Westar Energy, and the City of Lawrence have met regarding the existing power facilities. The intent of the proposed project is to allow the overhead power lines to remain as they exist for as much of the route as possible. Westar has agreed that they will provide clearances from the existing ground line to the sag points of the overhead lines for any areas of concern once the final profile is accepted. There will most likely be between two and four poles that will have to be relocated to accommodate the new road section.

The overhead transmission and distribution lines were in place prior to the road right-of-way being expanded. Therefore, any costs required to rise, lower, or relocate those facilities will have to be borne by the City of Lawrence as a part of this project.

Aquila Inc.

Aquila has a 4” gas main that exists along the entire route. The gas line is a steel line that is well east of the project limits from Clinton Parkway to West 22^nd Terrace. Just north of west 22^nd Terrace, the gas line heads to the east for 60’ +/- and then turns north under the existing Kasold Drive. The section of gas line between West 22^nd Street and Augusta Drive was relocated a few years ago due to a local development project. This portion of the gas line is PVC. Around Augusta Drive, the gas line becomes steel again. On the west side of Kasold Drive, the gas line north of Augusta Drive to 15^th Street is then located west of the existing curb and gutter for the remainder of the project.

Bartlett & West visited with Chuck Hoag of Aquila about the potential relocation of their facility. Aquila indicated that they need 60 to 90 days to relocate the facility. Bartlett & West will need to submit the final profile to them before their engineer can begin design of the new facility.

Sunflower Broadband

Sunflower Broadband provides cable television, internet, and telephone service to customers along this route. Bartlett & West has discussed this project with Jim Day of Sunflower Broadband. Jim indicated that Sunflower’s facilities are aging in this area, and much of the existing coaxial cable is buried without a conduit. Therefore, they are welcoming the opportunity to replace their aging infrastructure with conduit encased cable lines.

Sunflower has fiber optic lines in two locations along the project. First, a fiber optic cable exists along the south side of 15^th Street and crosses Kasold Drive. Due to 15^th Street being the tie-in location for the north end of the project, it is considered unlikely that this line would be negatively impacted. Second, a fiber optic line exists on the east side of Kasold Drive between West 22^nd Terrace and a point about 150’ north of West 22^nd Street. While it does not appear likely that this line would need to be relocated, it is too early to determine for sure if that is the case. Jim indicated that if either of these fiber optic lines needed to be relocated then additional time would be necessary for their relocation.

Jim indicated that the main issue is actual location of their new fiber lines. Sunflower would entertain the notion of being located in the same trench as telephone and power. However, they do not want to be near the gas company. In addition, Jim expressed concern about where they might need to relocate. Significant grade changes create challenges with providing a new facility while keeping the existing service available. Interruption of service is not an option.

Jim felt that it would take 60 to 90 days to complete the relocation of their facility. This time frame is dependent on two main items. First, the weather would add delays to the relocation. In addition, if rock excavation is encountered then they would experience delays.

Finally, Sunflower Broadband will be responsible for all relocation costs associated with this project.

SBC

SBC has facilities along much of the route, including a fiber optic cable that runs down the middle of the existing median. Most of their facilities are buried cables along the west side of Kasold Drive. SBC has indicated that the fiber optic line that exists in the median could be taken out of service and rerouted temporarily during relocation of the existing line.

Bartlett & West met with Janice Bowers and Fred Laubach to discuss their facility. Janice and Fred verified the location of their utilities as shown on the drawings sent to them. In addition, SBC noted a few minor areas that needed to be updated, which have since been completed by Bartlett & West.

SBC indicated that they will need 6 months from the time that they receive final plans to relocate their facility. SBC will be responsible for all relocation costs associated with this project.

City of Lawrence Water

There are two City of Lawrence waterlines that exist along Kasold Drive between Clinton Parkway and 15^th Street. Both lines are approaching 40 years old.

First, there is a 12” low pressure line that extends from the north end of the project to the south end of the project. This line is located under the northbound lanes from 15^th Street to Tam O’Shanter. The 12” line jogs to the west at Tam O’Shanter and is located in the existing median from Tam O’Shanter to West 22^nd. At West 22^nd, the roadway enters two reverse curves, which moves the centerline of the road to the west. The 12” waterline continues directly south, which results in the waterline crossing under the northbound lanes. Just southeast of the intersection of Kasold Drive and West 22^nd Terrace, the waterline is located east of the existing curb line.

Second, a 6” high pressure line exists in the median from the water tower site, which is between Scioto Drive and Tam O’Shanter Drive, to Augusta Drive. The 6” waterline turns to the west at Augusta Drive to provide service for the existing residential area west of Kasold Drive.

The City of Lawrence Department of Utilities has indicated that they would prefer to relocate both of these lines outside of the new pavement limits. The early indications are that both lines would be located on the east side of the proposed Kasold Drive section. There will be limited locations where the waterline will need to remain under pavement for very short stretches. Both water lines provide services to adjacent houses. Therefore, the Utilities Department will determine how future water service will be provided to these homes.

Each utility agreed that it would be helpful to get all interested parties at a meeting soon after the final profile is adopted so that discussions can begin regarding relocation. Bartlett & West would propose holding this meeting as one of the first items to be taken care of in the final design phase. Relocating the utilities needs to be completed prior to the bidding of the project. There is some time available in Phase 1 of the construction project to allow for final work associated with the utility relocations.

PRELIMINARY DESIGN

Bartlett & West provided a traffic analysis for the existing and future traffic projects. In addition, to the traffic volume analysis, Bartlett & West reviewed accident data relating to this stretch of Kasold Drive. Based on the traffic analysis, a proposed lane configuration layout was developed. Finally, the traffic signals were analyzed to determine present and future needs.

Perhaps the most critical result of the traffic analysis is the recommendation to close the access to Kasold Drive at Scioto Drive. This analysis is discussed with the Traffic Analysis portion of the report below.

Traffic Analysi s

The existing four lane section on Kasold has two through lanes in each direction, separated by a grass median. The intersections of Kasold with: West 22^nd Street, Augusta Drive, Scioto Drive, Tam O’Shanter Drive, and Seminole Drive are all stop-controlled intersections. Currently there are median breaks on Kasold at each intersection. These median breaks do not provide any left turn storage for vehicles turning off Kasold. The absence of left turn storage increases accident potential and also slows the through traffic on Kasold, thus reducing capacity as well.

The City of Lawrence provided A.M. and P.M. peak hour turning movement counts for each of the side street intersections. These counts were used to evaluate the need for left-turn storage on Kasold. By eliminating the existing median, there is an opportunity to provide an additional turning lane at these intersections and not increase the width of the roadway. There have been engineering studies by the Federal Highway Administration, ITE and others on the use of left-turn lanes at unsignalized intersections. All studies come to the same conclusion; the addition of the left-turn reduces accidents 30% to 60%. In looking at each of the side street locations, it is necessary to provide left-turn storage on Kasold.

When considering the existing geometrics of each side road, the intersection of Scioto Drive and Kasold immediately raises safety concerns. Scioto Drive currently intersects Kasold at about a 17% grade. There is also a connecting frontage road very close to the intersection with Kasold. The existing traffic counts show that there are a total of four vehicles exiting Scioto Dr. in the morning and evening peak hours. Augusta Dr. to the south and Tam O’Shanter to the north still provide close access points to the neighborhood, so the closing of Scioto Drive would not provide any major negative influence on the local traffic using the roadway. Fire protection and emergency access would still have adequate routes to the neighborhood. In addition, both the Fire and Police Departments raised no concerns about the potential closing of Scioto Drive. The combination of low traffic volumes, poor geometrics, proximity to the adjacent frontage road, and adequate access by other routes, led us to the recommendation of closing the direct access between Scioto Drive and Kasold Drive.

If the direct access from Scioto Drive to Kasold is eliminated, there would be an opportunity to narrow the roadway section to four lanes between Augusta Dr. and Tam O’Shanter. This roadway section would be narrower than existing and provide an opportunity to minimize impacts to adjacent landowners, while trying to provide the recreation path adjacent to the proposed roadway. In narrowing the roadway to a four lane section, left-turn access would not be allowed through the southbound lanes on Kasold to the homes on the east side of the road. This access will be blocked by constructing a narrow center island to eliminate left turns in an area where no center turn lane will be available. Currently, these homes do not have left turn access due to the existing grass median. This would force a southbound vehicle to go further south, make a U-turn at the signalized intersection of West 22^nd Terrace & Kasold Drive and then back north to their residence.

Right turn lanes for southbound traffic on Kasold at W 22^nd Street and W 22^nd Terrace have been added to help maintain through traffic movement on Kasold. These lanes will be replaced as a part of the project.

Traffic Signal Analysis

Bartlett & West received both A.M. and P.M. existing peak hour turning movement counts from the City for the three signalized intersections along this project (Clinton Parkway, West 22^nd Terrace, and 15^th Street). Existing AADT (19,780 vehicles per day) and year 2025 AADT (31,000 vehicles per day) were provided be the City of Lawrence. A growth factor using the existing and future traffic volumes was determined to be 2.1%. This factor was then used to adjust all of the turning movements at the three intersections to the year 2025. This includes increasing traffic volumes on Clinton Parkway and 15^th Street at the same growth factor. The existing and future year turning movement volumes are shown below.

Trafficware Synchro 5, Traffic Signal Coordination Software was used to analyze the signalized intersections at Clinton Parkway & Kasold Drive, West 22^nd Terrace & Kasold Drive, and 15^th Street & Kasold Drive. Synchro 5 computes the capacity and Level of Service for signalized intersections in accordance with the procedures of the 2000 Highway Capacity Manual, Chapter 16. Synchro provides intersection capacity analysis and timing optimization. Synchro incorporates the SimTraffic traffic simulation model to provide traffic performance Measures of Effectiveness (MoE) beyond those provided by the HCM. These include average and maximum queue lengths, which are useful to evaluate turn lane storage requirements.

A current Level of Service was determined for each of the signalized intersections after evaluating the current intersection geometrics and traffic volumes. Year 2025 traffic projections were then inserted into the model to obtain a Level of Service of each of the intersections while maintaining the current roadway geometrics.

The two main intersections at Clinton Parkway & Kasold and 15^th Street & Kasold both currently operate in the PM peak hour at a Level of Service (LOS) C. In looking at the future year 2025 scenario, both intersections will have significant delay due to the increased traffic volume. It was our assumption that this study will look at improvements to the north leg of Kasold at Clinton and the south leg of Kasold at 15^th Street to help reduce the overall delay. The improvements identified will be a part of, and planned to work with, several improvements necessary to improve the operation of the intersections in the future.

There were several different intersection improvements that were considered along Kasold Drive.

At 15^th Street, it is necessary to add a northbound right turn lane on Kasold, as well as lengthening the existing northbound left turn bay. In order to fully separate northbound right turn vehicles, a 500’ storage length is required, or maximize the storage available prior to the Seminole Drive intersection.
At the intersection of Kasold Drive and Clinton Parkway, a southbound right turn lane was added. Dual left turn lanes were also added.

The results of the analysis of the existing, future and future with improvements are shown below. Additional Synchro model output and summaries are available upon request.

Accident Analysis

Accident history was provided by the City for the years 2001-2003. Intersection Collision Diagrams were developed for each intersection and can be provided upon request.

The un-signalized T-intersections between 15^th Street and Clinton Parkway showed an accident pattern due to the lack of left turn lanes from Kasold Drive to the side streets. Bartlett & West is proposing to provide the left turn lanes at all side roads. This should greatly reduce that accident pattern.

The intersection at 15^th Street and Kasold Drive had a total of 38 accidents in the three year period. Twenty-six of the 38 accidents were left turning vehicles colliding with opposing through vehicles. The intersection currently has protected/permissive left turns in all four directions. The northbound/southbound left turning movements meet KDOT’s warrants for protected left turn phasing. The intersection also meets the criteria for four or more accidents in one year, six or more in two years occurring on one approach. In addition, the intersection also meets the criteria for six or more accidents in one year and ten or more in two years occurring on both approaches. The collision diagram for the intersection can be provided upon request. Eliminating the permissive left turn movements from the intersection should reduce the number of accidents, but might cause increased overall delay at the intersection.

The intersection at Clinton Parkway and Kasold Drive had a total of 42 accidents in the three year period. Fourteen of these accidents were vehicles turning left off Kasold Drive to Clinton Parkway colliding with opposing vehicles. Currently this movement is protected/permissive from Kasold Drive. The installation of dual left turn lanes on the north leg of Kasold will require the north/south turning movements to be protected only. East/west left turns off Clinton Parkway are already protected. This phasing change will reduce the number of accidents at the intersection.

Although the improvements to Kasold at 15^th Street & Clinton Parkway don’t solve the overall operation problems of the intersections, they should be a part of the overall solution. The overall solution will need to include intersection improvements at the other legs of the intersection before the intersection will be considered to operate at an efficient level.

Traffic Analysis Recommendations

This project will take significant steps to increase safety along the Kasold corridor. Below is a summary of the recommendations based upon the traffic analysis, accident analysis, and signal analysis.

Close direct access from Scioto Dr. to Kasold.
Provide left turn storage on Kasold to all side roads
Provide a four lane section with a narrow median from Augusta to Tam O’Shanter
Replace southbound right turn lanes at W 22^nd Street & W 22^nd Terrace.
Provide a right turn lane and dual left turn lanes for southbound traffic on Kasold at Clinton Parkway
Provide a right turn lane for northbound traffic on Kasold at 15^th Street. Left turning phasing for northbound/southbound left turn movements on Kasold Drive at 15^th Street should be changed to protect only and the signals modified accordingly.

Finally, Figure B graphically shows the recommendations for the number of lanes at all locations along Kasold Drive between 15^th Street and Clinton Parkway. Specific transitions and lane limits will be determined during the final design phase of the project.

Pavement Design

As a part of the study Bartlett & West was responsible for examining rigid and flexible pavement systems. The purpose of examining the two pavement systems is for the design and comparison of pavement systems for the project. The pavement systems are designed for the street in accordance with the methods described in the “American Association of State Highway and Transportation Officials Guide for Design of Pavement Structures”, 1993 edition (AASHTO Guide). Several issues are involved in the pavement analysis, most of which are summarized in the following discussion. The pavement analysis report can be found in it’s entirety in the Appendices.

Design Parameters

The AASHTO Guide pavement design method requires input parameters relative to the pavement system which describe the traffic loadings that will be imposed on the system, soil conditions, concrete parameters, pavement design reliability, and pavement serviceability. The pavement design criteria were taken from the Kansas Department of Transportation and AASHTO. The analysis period for the pavement design is 30 years. Listed below are the values used for these design parameters in this report.

Traffic

Traffic loadings over the design life of the pavement are expressed as equivalent 18-kip single axle loads (ESAL). This expression is used as a common unit of measure which allows summation of different axle loads and configurations from a mixed traffic stream. This means that cars and trucks can be accounted for based on axles and then summed together.

2025 future traffic volumes, provided by the City of Lawrence, were used in the analysis. These traffic volumes and distribution are shown in the pavement analysis report in the Appendices. Assuming a linear relationship, the traffic volumes are averaged to calculate the daily two-way traffic volume for the 30 year analysis period. A directional distribution factor of 60% and a lane distribution factor of 100% are applied to the daily traffic volume.

Once the traffic volume is established, the traffic mix must be determined to assess the weights and axle loadings which will be applied to the pavement system over the analysis period. Due to the lack of statistical information in the immediate area of the proposed improvements, average distribution values were used. These values are based upon similar traffic mixes, as stated in the Kansas Department of Transportation (KDOT) study “Kansas Truck Weight Survey 1994 and 1992-1994 Combined”. Refer to the report in the Appendix for a complete listing of the traffic distribution. Average axle load equivalency factors that are also taken from the study to convert the loadings into ESALS.

Soil Conditions

Site geotechnical investigations were performed by GeoSystems/Kleinfelder in June 2004. Soil samples were taken from 14 borings extending six to ten feet below the existing ground surface drilled on the proposed project site.

The borings were monitored while drilling and after completion for the presence and level of groundwater. Groundwater was not observed in the borings. This may have been influenced by the time of year and the low permeability of the cohesive soils encountered in the borings.

Typically, the subgrade material is a fat clay material. Most of the soils encountered in the borings will have a high shrink-swell potential. Based on this typical classification, we estimate the soil design characteristics to be:

Subgrade Modulus, k, = 165 p.c.i.

Modulus of Elasticity = 4000 p.s.i.

The subgrade modulus was adjusted to account for loss of support using AASHTO Guide methods. A loss of support factor of 0.80 was used for a fly-ash treated subgrade. The resulting effective modulus of subgrade reaction is 100 p.c.i.

Fly-ash treatment of the clay subgrade soils will significantly reduce the shrink-swell potential. The City has had success on recent projects using fly-ash treated subgrades. Therefore, only fly-ash treated subgrades were looked at in this report.

Other Design Parameters

The characteristics and joint transfer information pertaining to the rigid pavement system and statistical standard deviation estimates were generally obtained from recommendations listed in the AASHTO Guide. A reliability factor of 90%, design period of 30 years, and serviceability loss of 2.5 also reflect values recommended by AASHTO Guide for urban arterials.

Pavement Systems

As a part of the pavement design, both rigid and flexible pavement systems were analyzed. The flexible system is a 2” asphaltic concrete surface course, 10” asphaltic concrete base course, a 4” bound drainable base course on a 9” fly-ash treated subgrade. All told, the flexible pavement system will be 25” thick. The rigid system analyzed includes a full-depth 10” concrete pavement with a 4” bound drainable base on a 9” fly-ash treated subgrade. Therefore, the rigid pavement system will be 23” thick.

In addition to the pavement section, edge drains will be used on both sides of the roadway to accommodate the proper drainage of subsurface ground water away from the pavement section.

Regardless of the pavement system used, the pavement will be considerably thicker than the existing pavement system, which generally is a concrete base with an asphaltic overlay. The real difference is that the base of the older roadways was not treated with bound drainable bases or fly ash.

Economic Analysis

The KDOT’s Life Cycle Cost Analysis Procedure was chosen to make the economic comparison of the two alternatives. Typical maintenance activities for both flexible and rigid systems were used to determine future maintenance costs. These future maintenance activities for flexible systems include a two inch mill and overlay every 10 years after construction. Crack filling will occur throughout the life of the pavement. Rigid systems do not have a future maintenance planned, because they are assumed to last for the entire 30 year design life. Crack and joint sealing will occur as necessary. This analysis procedure assumes that for major rehabilitation projects, the salvage value at the end of the analysis period will be equivalent. Thus this value does not enter into the present worth analysis.

Quantities were calculated for the two pavement systems and future overlays using guidelines from KDOT’s “Design Manual Volume II. Using these quantities and recent bid tab information from KDOT, initial construction costs were determined for each of the pavement systems.

In the life cycle cost analysis, the present cost of future actions are inflated by 5%. All future costs and salvage values are then discounted at a rate of 7% to attain a present worth to be used for comparison. The present worth calculations for each pavement system are shown below. The following is a summary of the present worth costs of the both pavement system alternatives:

Flexible Alternate $1,574,248.58

Rigid Alternate $1,815,405.74

Flexible Alternate, which is a 2” surface course, and a 10” base course on a 4” bound drainable base on 9” of fly ash subgrade, proved to be the most economical section.

Typical Sections

The typical section for the roadways is impacted by several issues. Available right-of-way, traffic capacities, and existing grades are all issues that drastically affect a proposed typical section. In addition, the type of pavement will affect the typical section. Bartlett & West worked with City staff to develop typical sections that work for the Kasold Drive project.

Before proceeding to the typical sections, a few main issues need to be briefly recapped to determine how they impacted the typical sections. First, the City staff indicated that their preference was to use a typical section that would fit within the existing right-of-way, which will ultimately reduce project costs. Second, the traffic analysis provided in the previous section determined the number of lanes needed throughout the project. This analysis dictates the geometric configurations at the signalized intersections. It was decided that a comparison between asphaltic and concrete pavement would be included in this study. The typical sections shown in the study do not reflect asphaltic or concrete pavement material. Details on pavement type will be addressed during final design. However, the intent of the typical sections is valid no matter which pavement system is selected.

Typically, the City typical section for an arterial roadway would have 12’ driving lanes, a 2’ wide curb and gutter section, 6’ between the curb and gutter and the edge of the sidewalk/recreation path, and a 6’ sidewalk or 10’ recreation path. Assuming that a typical arterial roadway would have four through lanes and one center turn lane, and then the typical section would consume 88’ if there are 6’ sidewalks on both sides. This does not take into account tie-in grades or recreation paths. Typically, 100’ of right-of-way is needed for an arterial road section. However, there is a fairly significant stretch of the Kasold Drive project that provides only 85’ of right-of-way. Therefore, the normal City of Lawrence typical section will need to be revised throughout this area as a minimum.

The typical sections discussion that follows will progress from Clinton Parkway to 15^th Street. Again, there are some details for these typical sections throughout the project that will have to be addressed as part of final design. However, the general intent of the typical sections for each area of the project will be followed during the design phase. These typical sections are for the preferred road reconstruction option. Typical sections for removing and replacing the pavement as it exists today, shown on Figure C, have been included but no discussion is included.

General Typical Section Discussion For Preferred Road Reconstruction Options

The typical section defined itself for the most part after reviewing several alternatives for typical sections throughout the project. Generally speaking, the typical sections will have 12’ lanes, 2’ curb and gutters, and a 10’ recreation path on the west side of the proposed roadway. There will be two through lanes in each direction for the entire length of the project. Left turn only and right turn only lanes will be added as necessary throughout the project. The driving lanes will have a 3/8” per ft. cross slope. The recreation path location will be 2’ from the back of curb for the majority of the project. Retaining walls will be required, mostly on the west side due to the recreation path construction. Where applicable, a 4’ raised concrete median will be used to control traffic movements.

The grass median that exists on much of the project will no longer be a part of the proposed typical section. This circumstance is due to the fact that the number of lanes is increasing in many areas of the project without acquiring additional right-of-way. In addition, center left turn lanes are recommended for any turning movements throughout the project due to the traffic volumes for Kasold Drive. The center left turn lanes provide a measure of safety that will eliminate many of the rear end accidents that occur on this stretch of roadway. The existing street lights in the median will be moved to each side of the street.

Utilities will be required to move to accommodate the new typical section. These utilities may locate under the recreation path for much of the project in separate conduits. The typical section has been designed to try and minimize the disturbance to the existing overhead power facilities.

From Clinton Parkway North to 150’ South of West 22^nd Terrace

The typical section at Clinton Parkway will be the widest section required for the project. This typical section is shown on Figure C and is labeled as the Kasold Drive and Clinton Parkway Intersection Typical Section. At the intersection there will be two through lanes for both northbound and southbound traffic. In addition to the through lanes for the southbound traffic, there will be dual left turn lanes and a right turn only lane. Therefore, the pavement section will be seven lanes wide. The dual southbound left turn lanes will be separated from the northbound through lanes by a 4’ wide raised concrete median. The section will include a 10’ recreation path on the west side of the roadway. The recreation path location will be 2’ from the back of curb to the edge of the recreation path. This area will require additional right-of-way or a pedestrian easement so the recreation path can be constructed. A retaining wall will be constructed along the east side to address the steep slope up to the DCCCA.

The critical issue at this intersection is that the existing condition is in a failing state when considering the traffic capacity of the intersection. It is very common that southbound traffic wanting to turn left onto eastbound Clinton Parkway will back up out of the left turn lane and into one of the through traffic lanes. This is a safety issue that will progressively worsen as traffic counts increase. The seven lane section will alleviate the traffic capacity issues that exist at this intersection today and it will maximize the effectiveness of the north leg of the Kasold Drive and Clinton Parkway intersection in future years. All legs of this intersection will need to be improved in the near term to alleviate traffic capacity issues. The north leg will be reconstructed as a portion of this project so that it works efficiently with future improvements of the other legs of the intersection.

South Side of West 22^nd Terrace

The south side of the West 22^nd Terrace and Kasold Drive intersection will be very similar to the existing condition. This typical section is shown on Figure C and is labeled as the Kasold Drive and West 22^nd Terrace Intersection (South) Typical Section. This section requires five lanes. There will be two southbound and two northbound through lanes. The fifth lane will be for traffic traveling northbound wanting to make a left into the Hy-Vee grocery store center. The northbound left turn lane will be separated from the two southbound through lanes by a 4’ raised median. The recreation path will continue on the west side. However, its location will vary from 2’ to over 10’ from the back of curb to the edge of the recreation path. This area may require some additional right-of-way or a pedestrian easement to accommodate the construction of the recreation path.

Between West 22^nd Terrace and West 22^nd Street

In addition to the two through lanes in each direction, there will be a center turn lane and a southbound right turn only lane added to this section. The grass median that exists in this stretch of the project will be replaced by the center turn lane. The center turn lane maximizes the available storage available between these two streets. The separation between the two intersections is only about 250’, which really minimizes the storage lengths available. Therefore, maximizing those storage lengths will allow for some stacking for residential traffic turning eastbound on West 22^nd Terrace and for residential/truck traffic turning westbound on West 22^nd Street. The recreation path location will vary from 2’ to over 10’ from the back of curb to the edge of the recreation path. This area may require some additional right-of-way or a pedestrian easement to accommodate the construction of the recreation path. This typical section is shown on Figure C and is labeled as West 22^nd Terrace to West 22^nd Street Typical Section.

Between West 22^nd Street and Augusta Drive

This section of Kasold Drive will be very similar to the five lane section that exists today. There will be two through lanes for both the northbound and southbound traffic. In addition, there will be a right turn only lane between West 22^nd Street and Augusta Drive. Finally, the existing grass median will be replaced with a center turn lane that will provide storage and improve safety in this area. The existing sidewalk will be replaced by the 10’ recreation path on the west side of Kasold Drive. The recreation path location will be from 2’ behind the back of curb. This area will require some additional right-of-way or a pedestrian easement to accommodate the construction of the recreation path. This typical section is shown on Figure C and is labeled as West 22^nd Street to Augusta Drive Typical Section.

Between Augusta Drive and 400’ South of Tam O’Shanter Drive

This stretch of the project presents the most challenges relating to the typical section. The right-of-way between Augusta Drive and Scioto Drive is only 85’ wide. The west side of Kasold Drive is a steep slope up from the road to the backyards along Camelback Drive. The east side of the road is bordered by homes that have direct access to Kasold Drive. The homes on the east side are buffered by landscape berms and plantings. An additional obstacle on the east side is the overhead power lines and associated poles, which sit essentially at the right-of-way line. The design team recognized the need to maintain the landscaping protection that exists for the homes on the east side. Therefore, the typical section between Augusta Drive and Scioto Drive was built from the west right-of-way line to the east. Minor temporary construction easements will be necessary along this stretch of the project.

The typical section will require retaining wall along most of the stretch between Augusta Drive and Scioto Drive on the west side, as well as another area north of Scioto Drive. There are two typical sections shown on Figure C. One of the typical sections is labeled as Augusta Drive to Scioto Drive, while the other one is labeled as Scioto Drive to 400’ South of Tam O’Shanter Drive. The distance between the retaining wall and the back of curb on the west side will be 13’, which allows for 1’ between the recreation path and the retaining wall, a 10’ recreation path, and a 2’ buffer between the recreation path and the west back of curb. There will be two through lanes in each direction. The through lanes will be divided by a 4’ wide raised concrete median throughout the entire stretch of this typical section. The purpose of the 4’ raised concrete median is to prevent southbound traffic from turning left into the homes on the east side of Kasold Drive. This is being done because a center turn lane cannot be constructed through this stretch to provide protection to turning vehicles. The sole reason the center turn lane cannot be constructed is because of space limitations. Constructing a center turn lane would necessitate the removal of the landscaping on the east side of Kasold, which was deemed an unacceptable solution.

400’ South of Tam O’Shanter to Seminole Drive

Generally speaking, this portion of the roadway is bordered on the west by a frontage road that provides residential access and on the east by the University of Kansas Endowment property, which is undeveloped at the time of this study. Presently, there are no plans for development of the KU property. Left turn lanes have been recommended for northbound traffic turning onto Tam O’Shanter Drive and Seminole Drive. Westar Energy’s overhead transmission and distribution lines have now crossed to the west side of Kasold Drive and become a controlling feature throughout this portion of the project.

The typical section labeled 400’ South of Tam O’Shanter to Seminole Drive on Figure C indicates the road section to be found along this stretch of the route. The 10’ recreation path will be built in the grass area between the frontage road and Kasold Drive. In addition, the recreation path will be fit in between the existing power poles and proposed back of curb. The pavement will be five lanes wide, which includes two through lanes in each direction plus a center turn lane. This typical section will require some temporary construction easement along the KU endowment property.

Seminole Drive to 15^th Street

The only difference between the existing conditions and the proposed improvements for the south leg of the intersection of 15^th Street and Kasold Drive is the addition of a right turn only lane. Therefore, the pavement section will be six lanes wide. In addition to the right turn only lane, there will be two through lanes in each direction and a left turn only lane for vehicles traveling northbound on Kasold Drive and turning westbound onto 15^th Street. This typical section is labeled as Seminole Drive to 15^th Street and is shown on Figure C. Some temporary construction easement may be needed along the KU Endowment property.

Traffic Signal Analysis

Bartlett & West has analyzed how the Kasold Drive reconstruction will affect the existing traffic signals at Clinton Parkway, 22^nd Terrace and 15^th Street.

Clinton Parkway & Kasold Drive

The City of Lawrence currently has a signal replacement project underway. Our project will define the lane configuration on the north leg of Kasold. Horizontal and vertical alignments will also be established. The City will order poles and mast arms that will work with our design.

Video Detection is in place, so there will not be any in ground loops to replace.

22^nd Terrace & Kasold Drive

The number of lanes will not change with our proposed design. However, the lane configuration and geometrics will vary slightly from existing. The existing poles and mast arms on three corners (NE, SE and SW) will have to be moved to new bases to account for the vertical grade difference between the existing ground and proposed design.

The conduit that carries the traffic signal wiring will be in conflict with the approximately 24 inches of pavement and subgrade preparation. That conduit and cabling will have to be replaced from each of the relocated poles to the controller.

Video detection will be added to the existing signal system, which will eliminate the need to cut detection loops into the new pavement section.

15^th Street & Kasold Drive

Our project will only affect the south leg of the intersection. All existing poles and mast arms are outside the proposed curb alignment.

Currently the northbound and southbound left turning movements are protected/permissive movements. There is a history of left turn accidents caused by the permissive movement. These movements meet warrants for protected left turn phasing. The intersection meets the criteria for four or more accidents in one year, six or more in two years occurring on one approach. The intersection also meets the criteria for six or more accidents in one year and ten or more in two years occurring on both approaches. The collision diagram for the intersection can be found in the Appendices.

To convert to protected only northbound and southbound left turning movements, new poles and mast arms will have to be installed in the NE and SW corners of the intersection. Left turn signals will be added.

Video detection will be added to the existing signal system, which will eliminate the need to cut detection loops into the new pavement section.

Storm Sewer Analysis

Providing an adequate storm sewer system is vital to the success of designing any roadway project. Road flooding is one of the biggest complaints heard from the general public. Standard engineering practice is to intercept the 10 year storm event and collect it through a system of inlets and pipes. Anything larger than the 10 year storm will be carried overland on the roadway. The proposed storm sewer system along Kasold Drive was designed according to these standards. As usual the biggest concern when rehabilitating an existing roadway is if the downstream storm sewer capacity.

The drainage areas adjacent to this section of Kasold Drive are relatively small. Storm sewer inlets have been placed according to width of spread criteria. The width of spread refers to the distance that runoff carried at the edge of a roadway extends from the curb. The width of spread is determined by the cross slope of the roadway, the longitudinal grade of the roadway, and the drainage area to the point of consideration.

The storm sewer system was designed using concrete pipes, which is appropriate for an arterial roadway. The storm sewer on the north half of the project consists of pairs of inlets that connect across Kasold Drive and direct runoff to an existing system west of Kasold Drive along the frontage road. Therefore, there will not be a storm sewer main along this portion of the project. The storm sewer on the south half of the project will parallel most of Kasold Drive, with the storm sewer main located along the west side of the road. The system will outlet into an existing system along West 22^nd Street.

The area just east of Kasold Drive and between West 22^nd Terrace and West 22^nd Street was raised as an area of concern by a landowner. There is an apparent low spot that exists where storm water ponds at the rear lot lines of the first three homes just east of Kasold Drive in this area. The City has agreed to further investigate this as a portion of the roadway improvements. The preliminary solution is to add area inlets in the backyards and connect this system to the storm sewers along Kasold Drive.

Generally speaking, the downstream systems that the proposed Kasold Drive storm sewers are connecting to will be sufficient in size. Therefore, no significant downstream upgrades will be necessary. However, there is one location north of Scioto Drive that will need to be checked during the final design phase. The downstream data was not available during this study phase to check the capacity of the existing system. Therefore, the sizing of this system will need to be verified.

Figure D shows a plan view of the existing layout for Kasold Drive between 15^th Street and Clinton Parkway. The proposed storm sewer inlets and pipes can be seen on this drawing.

OPTION 1 – REMOVE & REPLACE EXISTING PAVEMENT

Many options were considered viable for the ultimate replacement of Kasold Drive from Clinton Parkway to 15^th Street. One of the options considered in this study is the removal and replacement of the existing pavement without improving the roadway profile.

A design speed of 45 mph was selected for all of the designs included in this study. The existing and proposed posted speed will be 40 mph.

Figure E shows the existing profile. The curves shown in red indicate the vertical curves that are substandard for the design speed. The scope of this option includes replacing the existing pavement, curb and gutter, and storm sewers. The replacement of the existing pavement includes stabilized base treatment, bound drainable base, and edge drains. A sidewalk/recreation path will not be included in this option except in areas where a sidewalk presently exists.

A couple issues will need to be addressed even though the intention of this option is to just replace the pavement. First, the existing pavement is crowned in the middle of the southbound lanes and the northbound lanes. Therefore, storm sewer inlets are necessary on both sides of the pavement. Bartlett & West would propose removing the crown from the through lanes and replace the section with a consistent cross slope from the median to the outside curb line. This will eliminate the need for inlets on the median side, thus reducing maintenance issue. Second, a portion of the existing grade between Scioto Drive and Tam O’Shanter Drive is less than 1.0%, which is less than normal City of Lawrence design criteria. Longitudinal street slopes less than 1.0% cause problems with street drainage, and our design adjusts the street profile in this area to achieve minimum desirable grade.

There are advantages to the removal and replacement of the existing pavement. Unfortunately, they are limited. The advantages include the following:

Reduced construction costs
Reduced construction schedule

Both these advantages go somewhat hand in hand. Of the four options discussed in this study, the construction cost for this option is the cheapest at $3,100,000 for the asphaltic pavement option and $3,327,000 for the concrete option. The lesser cost is attractive when considering only the here and now. In addition, the construction schedule will be the shortest of any option due to the limited utility relocation and limited roadway improvements. Choosing not to provide a recreation path will reduce many of the projects obstacles, thus reducing the time required for construction.

There are several disadvantages to consider for this option. Some of the disadvantages are related to not adjusting the roadway profile so that current engineering design criteria can be met. Other disadvantages are related to project amenities that will not be achievable due to existing conditions. The disadvantages include the following:

Poor sight distances on vertical curves
Steep tangent grades
No left turn lanes throughout much of the project
Poor access through the grass median
Failure of the intersection of Kasold Drive and Clinton Parkway
Not providing pedestrian access throughout the project

First, almost all of the existing vertical curves are substandard for the entire length of the project. There are presently 14 vertical curves along the route. Of the 14 curves, only three of the vertical curves meet the standard AASHTO design criteria for the design speed, none of which are crest curves. A crest curve is one in which the driver is coming over the top of a hill and needs sight distance to react to objects in the road so that appropriate stopping or maneuvering can occur. If the design speed is reduced to the posted speed, then 6 of the 14 curves are substandard, two of which are crest vertical curves.

Second, the existing 11.2% grade north of Augusta Drive is in excess of 10%, which is the City’s maximum street grade according to the design criteria. To complicate the issue, the AASHTO criteria indicate that the appropriate maximum grade for an arterial street is six to eight percent unless site issues prohibit this possibility. While there are significant site issues, the profile can be improved to a certain degree.

This option does not include left turn bays to protect turning movements. With present traffic at 20,000 vehicles per day and future traffic counts in excess of 30,000 vehicles per day, safe travel becomes very difficult without refuge for turning vehicles in the form of left turn lanes. The left turn movement, unlike the right turn movement, often requires a driver to come to a complete stop due to oncoming traffic. This stop condition in a through lane results in many opportunities for conflict. Rear end accidents are common in areas where vehicles come to a complete stop in a through lane.

Additionally, the existing openings in the grass median create hazards for turning vehicles, as well as through traffic. While the existing grass median is aesthetically pleasing, the storage area in the median is not adequate for a turning vehicle to remove itself from the through lanes. Therefore, these openings add to the hazard of stopping in a through lane. Rear end accidents are common at these locations.

Fifth, the intersection of Kasold Drive and Clinton Parkway is already failing from a traffic capacity standpoint. The traffic analysis that was completed shows that all legs of this intersection are in poor condition. Not surprisingly, the north leg is the intersection in the worst condition. The Kasold Drive southbound traffic wanting to turn eastbound onto Clinton Parkway is provided a very short left turn only lane. However, this left turn only lane is short due to the proximity of the West 22^nd Terrace intersection. The short left turn only lane causes vehicles turning left onto Clinton Parkway to stack up into the southbound through lane even during off peak hours of the day. This is a dangerous condition that will result in additional accidents as the traffic volumes increase. The analysis shows that a dual left turn lane is necessary to improve the efficiency of this portion of the intersection. The improvement of this intersection is a key component to the overall success of the Kasold Drive project.

Finally, pedestrian access is a key benefit to living in Lawrence. There are sidewalks and recreation paths throughout the City that are used by thousands of people on a daily basis. The recreation paths are being connected through town so that pedestrians and cyclists can have access to safe activity throughout the City of Lawrence. Removing and replacing the existing pavement will not provide an opportunity to add sidewalks or recreation paths to the project. There are a limited amount of sidewalks along the existing route. Arterial streets are not meant for shared access with pedestrians. Furthermore, the stretches of Kasold to the north of 15^th Street and south of Clinton Parkway offer sidewalks/recreation paths on both sides of the street, so continuity becomes a real issue for this project.

Construction Cost Opinion

As mentioned previously, the construction cost opinion for this option is the lowest of all options being considered. The construction cost opinion on the following page provides information for both the asphaltic pavement option and the concrete pavement option. The asphaltic pavement option includes concrete pavement from Clinton Parkway to just north of Augusta Drive and from just south of Seminole Drive to 15^th Street. Using concrete in these areas is to compensate for the heavy amount of stopping and starting and turning movements for car and truck traffic. The other cost issue that needs to be accounted for is the relocation of the City’s waterlines, which the Department of Utilities has estimated to cost $750,000.

OPTION 2 – PREFERRED PROFILE ALIGNMENT (10% GRADE)

The profile for Kasold Drive was studied extensively to address many of the sight distance issues that exist along the route. Several variations of proposed profiles were considered to determine which profile best fit the existing conditions. Ultimately, a profile was developed that not only improves the existing conditions but reasonably fits into the existing improvements. The only difference between Option 2 and 3 is the street profile north of Augusta Drive. For Option 2, the grade north of Augusta Drive is 10 percent. The Option 2 profile is shown on Figure F.

The following discussion summarizes the changes made to the existing street profile that improve vehicular and pedestrian travel along the route. First, the hill directly north of Clinton Parkway has been cut down approximately two vertical feet to improve sight distance at the adjacent intersections. This will benefit both directions so that southbound cars approaching the Clinton Parkway intersection and northbound cars approaching the West 22^nd Terrace intersection can see vehicles at those intersections from a greater distance, which will increase the overall safety of these signalized intersections. Second, the two sag vertical curves near West 22^nd Street and the Quail Creek apartments have been combined into one longer curve. Short, choppy curves produce an undesirable effect on drivers. The single, longer vertical curve will improve the feel of the roadway in this area. Third, the crest at the top of the hill north of Augusta Drive will be cut down approximately two vertical feet. In addition, this vertical curve will be almost doubled in length and the grade on the south side of the crest will be reduced from 11.2% to 10.0%. Both of these measures result in much improved sight distance, making for a safer roadway. Fourth, the roller coaster area between Tam O’Shanter and Seminole Drive will be softened. The top of the middle hill will be reduced by approximately two vertical feet. This solution will increase sight distances and improve the ride of the roadway. Finally, the vertical curve just north of Seminole Drive will be reduced by approximately one vertical foot. In addition, the grade just south of the top of this hill will be reduced from 7.5% to 6.0%. This will minimize sight distance issues coming into this hill.

This option will be constructed according to the typical sections discussed previously. This option also includes the construction of a 10’ recreation path adjacent to the new roadway. The recreation path will extend along the entire route on the west side. In most instances, the recreation path will be two feet from the back of curb.

There are several advantages to this option. Many of these advantages are engineering related, in addition to aesthetic items that will help improve the roadway. The advantages of Option 2 are as follows:

Improved sight distances on vertical curves resulting in better safety
Flatter tangent grades resulting in better route continuity
Center left turn lanes provided for all minor intersections
Appropriate intersection geometrics for traffic volumes at signalized intersections
Pedestrian access throughout the entire length of the project

First, the vertical curves have been improved along the route to meet the AASHTO design criteria for a 45 mph design speed. The ultimate advantage to improving the vertical curves is to provide added safety for the traveling public. The vertical curves are improved by softening the grades into and out of the curves, as well as increasing the curve length. These improvements combine to provide a safer environment. Drivers in the through lanes are able to see far enough in front of them that they are able to safely stop and/or maneuver their vehicles, if necessary. This also assists drivers trying to enter the roadway. For instance, this becomes especially important in the areas where vehicles are entering and exiting the residential home sites along the east side of Kasold Drive between Augusta Drive and Tam O’Shanter Drive. The improved vertical curves also increase the safety at the signalized intersections. Being able to see the oncoming intersections when approaching a signalized intersection is of utmost importance for drivers in all situations.

Second, reduced grades assist drivers with sight distances and make vertical curves more gradual and easier to drive. The existing grades have been reduced in almost every instance. The previous paragraph discussed the benefits made to the vertical curves along the route. Perhaps the most important tangent grade issue to discuss is the steep grade just north of Augusta Drive. The existing grade in this area is 11.2%, and this option has reduced the grade to 10.0%. While the 10% grade is not as flat as AASHTO design criteria dictates, it is an appropriate grade when considering the surrounding existing conditions. The 10.0% grade will require retaining walls within the existing right-of-way. Figure F-1 shows a cross section for the location where the tallest wall will be necessary. In addition, this figure also shows the cross section 200’ north and south of the tallest wall point. It is important to note that the necessary wall height decreases rather quickly.

Furthermore, a center turn lane has been proposed for all intersections. Traffic volumes dictate that a turn lane is appropriate anywhere a left turn needs to occur. The center turn lanes will be constructed from West 22^nd Street to Augusta Drive and from Tam O’Shanter Drive to Seminole Drive.

Fourth, the intersections at Clinton Parkway and 15^th Street will be improved to make the flow of traffic more efficient. The Clinton Parkway intersection will include seven lanes at the north leg of the intersection. The southbound traffic will have access to dual left turn lanes, two through lanes, and a right turn only lane. Two through lanes will be constructed for the northbound traffic. These improvements will repair an intersection that is presently not able to handle the existing traffic. Next, the 15^th Street intersection will be improved to include a right turn only lane in addition to the existing lanes. There are considerable right turn movements from northbound Kasold Drive to eastbound 15^th Street.

Finally, a 10’ recreation path will be constructed along the west side of the entire route. The path will connect existing sidewalks/recreation paths throughout Lawrence to provide continuity of pedestrian access. Presently, a 10’ recreation path exists on the west side of Kasold Drive south of Clinton Parkway. A sidewalk exists north of 15^th Street on the west side of Kasold Drive. Therefore, the proposed recreation path for this project will connect sidewalks that presently do not connect.

There are some disadvantages for this option. Some of these items are a result of advantages that are being provided to the project. While some items are listed as disadvantages, there are also reasons provided to justify some of the disadvantages. The disadvantages include the following:

Steep grade north of Augusta Drive still questionable
Retaining wall required for recreation path construction
Higher construction costs
Longer construction schedule

First, while the grade north of Augusta Drive has been improved from 11.2% to 10.0%, this still leaves a relatively steep grade through this stretch of Kasold Drive. AASHTO design guidelines indicate that the maximum allowable grade for an arterial road should be 8%. There is flexibility in the criteria that will allow steeper grades if existing conditions require such. In this case, reducing the grade to something less than 10.0% will require significantly more retaining wall, which will be shown in the discussion of Option 3.

Second, retaining wall will be required along much of the project due to the recreation path construction. Unfortunately, the construction of a retaining wall for the recreation path is a necessary evil to the benefit of gaining the recreation path. The retaining wall protects the existing landscaping and fences in the yards along the west side of Kasold Drive. In addition to the benefit of the recreation path, the retaining wall also eliminates the need for additional right-of-way. So, ultimately, the cost of the retaining wall is offset by two things. First, the retaining wall saves the real cost of additional right-of-way if the wall was not constructed. Second, the wall also allows the recreation path to be constructed. The recreation path’s value to the general public is very difficult to estimate.

Third, the improved profile will cost more money for a few reasons. First, the proposed profile will require additional earthwork. Second, as discussed previously, the recreation path with the retaining wall will cost additional project dollars. Again, the additional costs are providing additional real value for the project, which is somewhat difficult to measure.

Fourth, the additional amenities will require additional construction time. The improved profile will require significant utility relocations. In addition, the recreation path and retaining wall will require additional time over the option of just removing and replacing the pavement. However, similar to costs, the additional time required to construct the improved profile, recreation path, and retaining wall is somewhat difficult to measure against the value added by improved amenities.

Construction Cost Opinion

The construction cost opinion on the following page provides information for both the asphaltic pavement option and the concrete pavement option. The asphaltic pavement option includes concrete pavement from Clinton Parkway to just north of Augusta Drive and from just south of Seminole Drive to 15^th Street. Using concrete in these areas is to compensate for the heavy amount of stopping and starting and turning movements for car and truck traffic.

There are a few other issues that may affect the costs for the project. First, the Department of Utilities has determined that the waterlines along the project need to be relocated as a part of the project. The Department of Utilities has estimated that relocating the 6” and 12” waterlines will cost approximately $750,000. Second, some easements will be required for construction of this project to accommodate the new profile, recreation path, and tie-in grades. The easements will be pedestrian and/or temporary construction easements. Additional road right-of-way will not be required. Although the easement limits have not been identified, a cost of $50,000 is estimated for the purposes of this study. Finally, the City may need to pay for the relocation or adjustment of some of the overhead power poles for the Westar Energy facilities. These potential costs have not been identified, but roughly are estimated to cost $40,000.

OPTION 3 – PREFERRED PROFILE ALIGNMENT (8% GRADE)

Much of the discussion from Option 2 is applicable to the Option 3 discussion. Therefore, many of the issues discussed under this option will be a repeat of the previous discussion. However, any repetition of previous discussions is necessary so the analysis of this option can be considered separately from the other options.

The profile for Kasold Drive was studied extensively to try and address many of the sight distance issues that exist along the route. Several variations of proposed profiles were considered to determine which profile best fit the existing conditions. Ultimately, a profile was developed that not only improves the existing conditions but reasonably fits into the existing landscape. The only difference between Option 2 and 3 is the grade north of Augusta Drive. For Option 3, the grade north of Augusta Drive is 8.0%. The Option 3 profile is shown on Figure G.

The following discussion summarizes the changes to the existing profile to improve vehicular and pedestrian travel along the route. First, the hill directly north of Clinton Parkway has been cut down approximately two vertical feet to improve sight distance at the adjacent intersections. This will benefit both directions so that southbound cars approaching the Clinton Parkway intersection and northbound cars approaching the West 22^nd Terrace intersection can see vehicles at those intersections from a greater distance, which will increase the overall safety of these signalized intersections. Second, the two sag vertical curves near West 22^nd Street and the Quail Creek apartments have been combined into one longer curve. Short, choppy curves produce an undesirable effect on drivers. The single, longer vertical curve will improve the feel of the roadway in this area. Third, the crest curve at the top of the hill north of Augusta Drive will be cut down approximately seven vertical feet. In addition, this curve will be almost doubled in length and the grade on the south side of the crest will be reduced from 11.2% to 8.0%. Both of these measures result in much improved sight distance, making for a safer roadway. Fourth, the roller coaster area between Tam O’Shanter and Seminole Drive will be softened. The top of the middle hill will be reduced by approximately two vertical feet. This solution will increase sight distances and improve the ride of the roadway. Finally, the vertical curve just north of Seminole Drive will be reduced by approximately one vertical foot. In addition, the grade just south of the top of this hill will be reduced from 7.5% to 6.0%. This will alleviate any sight distance issues coming into this hill.

Improved sight distances on vertical curves resulting in better safety
Flatter tangent grades resulting in better route continuity
Center left turn lanes provided for all minor intersections
Appropriate intersection geometrics for traffic volumes at signalized intersections
Pedestrian access throughout the entire length of the project

Second, reduced grades assist drivers with sight distances and make vertical curves more gradual and easier to drive. The existing grades have been reduced in almost every instance. The previous advantage discussed the benefits to the vertical curves along the route. Perhaps the largest tangent grade issue to discuss is the steep grade just north of Augusta Drive. The existing grade in this area is 11.2%, and this option has reduced the grade to 8.0%. An 8.0% grade is at the upper limit of acceptable grades for arterial roadways according to the AASHTO design criteria. The 8.0% grade will require retaining walls to remain within the existing right-of-way. Figure G-1 shows a cross section for the location where the tallest wall will be necessary. In addition, this figure also shows the cross section 200’ north and south of the tallest wall point. When comparing these road sections to the road sections referred to in Option 2, Figure F-1, it quickly becomes obvious that there will be substantially more retaining wall required for Option 3.

There are a few disadvantages for this option. Some of these items are a result of advantages that are being provided to the project. While some items are listed as disadvantages, there are also reasons provided to justify some of the disadvantages. The disadvantages include the following:

Extensive retaining wall required for both sides of the roadway
Higher construction costs
Longer construction schedule

First, retaining wall will be required along much of the project due to the recreation path construction and the 8.0% grade. While the 10.0% grade of Option 2 requires retaining wall on the west side to complete the recreation path construction, the 8.0% grade will require extensive retaining wall on both the west side and east side of Kasold Drive to construct the proposed roadway. On the west side, the retaining wall will be almost 13 feet tall. On the east side, the retaining wall at this same point would be approximately 7.5 feet tall. This section of roadway would feel much like a tunnel to the drivers. The other complication to this section of the profile is the sight distance available for the cars pulling out of the driveways of the homes on the east side. Many of the sight lines would be obstructed by the retaining walls. The only viable option to reduce the retaining wall on the east side is to cut down the landscape berms and relocate the Westar Energy power poles. The landscaping berm would be expensive from a public relations perspective. The relocation of the power poles would be expensive monetarily. Therefore, the only perceived possibility for Option 3 would be to construct the additional retaining wall, so that the existing landscape berms and power poles can remain in place as much as reasonably possible. Unfortunately, building this amount of retaining wall and/or removing and replacing the landscape berms and power poles becomes an unrealistic option.

Second, the improved profile will cost more money for a couple reasons. First, the proposed profile will require additional earthwork. Second, as discussed previously, the retaining walls will increase the costs significantly.

Fourth, the additional amenities will require additional construction time. The improved profile will require significant utility relocations. In addition, the recreation path and retaining walls will require additional time over Options 1 and 2. In addition, the construction sequencing will require additional time due to the grade differences. The larger the vertical difference, the more difficult the construction and therefore the need for more time.

Construction Cost Opinion

OPTION 4 – PARTIAL PREFERRED PROFILE (10% GRADE)

Much of the discussion from Option 2 is applicable to the Option 4 discussion. Therefore, many of the issues discussed under this option will be a repeat of the Option 2 discussion. However, any repetition of previous discussions is necessary so the analysis of this option can be considered separately from the other options.

The profile for Kasold Drive was studied extensively to try and address many of the sight distance issues that exist along the route. Several variations of proposed profiles were considered to determine which profile best fit the existing conditions. Ultimately, a profile was developed that not only improves the existing conditions but reasonably fits into the existing landscape. The only difference between Option 2 and 4 is that Option 4 does not include the improvements between Clinton Parkway and West 22^nd Street. Option 4 was developed to reduce overall project costs while still improving the existing roadway and amenities. The Option 4 profile is shown on Figure H.

The following discussion summarizes the changes made to the existing street profile that improve vehicular and pedestrian travel along the route. First, the crest at the top of the hill north of Augusta Drive will be cut down approximately two vertical feet. In addition, this vertical curve will be almost doubled in length and the grade on the south side of the crest will be reduced from 11.2% to 10.0%. Both of these measures result in much improved sight distance, making for a safer roadway. Second, the roller coaster area between Tam O’Shanter and Seminole Drive will be softened. The top of the middle hill will be reduced by approximately two vertical feet. This solution will increase sight distances and improve the ride of the roadway. Finally, the vertical curve just north of Seminole Drive will be reduced by approximately one vertical foot. In addition, the grade just south of the top of this hill will be reduced from 7.5% to 6.0%. This will minimize sight distance issues coming into this hill.

There are some benefits to this option. The advantages of Option 4 are as follows:

Improved sight distances on most of the vertical curves resulting in slightly better safety
Flatter tangent grades resulting in better route continuity
Center left turn lanes provided for all minor intersections
Appropriate intersection geometrics for traffic volumes at 15^th Street
Pedestrian access throughout the entire length of the project

First, the vertical curves have been improved along the portion of the route to be improved to meet the AASHTO design criteria for a 45 mph design speed. The ultimate advantage to improving the vertical curves is to provide added safety for the traveling public. The vertical curves are improved by softening the grades into and out of the curves, as well as increasing the curve length. These improvements combine to provide a safer environment. Drivers in the through lanes are able to see far enough in front of them that they are able to safely stop and/or maneuver their vehicles, if necessary. This also assists drivers trying to enter the roadway. For instance, this becomes especially important in the areas where vehicles are entering and exiting the residential home sites along the east side of Kasold Drive between Augusta Drive and Tam O’Shanter Drive.

Second, reduced grades assist drivers with sight distances and make vertical curves more gradual and easier to drive. The existing grades have been reduced in almost every instance north of West 22^nd Street. The previous paragraph discussed the benefits made to the vertical curves along the route. Perhaps the most important tangent grade issue to discuss is the steep grade just north of Augusta Drive. The existing grade in this area is 11.2%, and this option has reduced the grade to 10.0%. While the 10% grade is not as flat as AASHTO design criteria dictates, it is an appropriate grade when considering the surrounding existing conditions. The 10.0% grade will require retaining walls within the existing right-of-way. The previously discussed Figure F-1, shows a cross section for the location where the tallest wall will be necessary. In addition, this figure also shows the cross section 200’ north and south of the tallest wall point. It is important to note that the necessary wall height decreases rather quickly.

Furthermore, a center turn lane has been proposed for all intersections north of West 22^nd Street. Traffic volumes dictate that a turn lane is appropriate anywhere a left turn needs to occur. The center turn lanes will be constructed from West 22^nd Street to Augusta Drive and from Tam O’Shanter Drive to Seminole Drive.

Fourth, the intersection at 15^th Street will be improved to make the flow of traffic more efficient. The 15^th Street intersection will be improved to include a right turn only lane in addition to the existing lanes. There are considerable right turn movements from northbound Kasold Drive to eastbound 15^th Street.

Finally, a 10’ recreation path will be constructed along the west side of the entire route north of West 22^nd Street. The path will connect existing sidewalks/recreation paths throughout Lawrence to provide continuity of pedestrian access. Presently, a 10’ recreation path exists on the west side of Kasold Drive south of Clinton Parkway. A sidewalk exists north of 15^th Street on the west side of Kasold Drive. Therefore, the proposed recreation path for this project will connect sidewalks that presently do not connect.

There are several disadvantages for this option. Some of these items are a result of advantages that are being provided to the project. The disadvantages include the following:

Intersection of Clinton Parkway still in failing condition
Steep grade north of Augusta Drive still questionable
Retaining wall required for recreation path construction
Higher construction costs
Longer construction schedule

First, the hill directly north of Clinton Parkway will not be cut down like it would in either Option 2 or 3. This vertical curve does not meet the AASHTO design criteria. Second, the intersection geometrics of Clinton Parkway will not be improved. The left turn lane already stacks up beyond the available left turn lane storage, which is a hazardous condition. This leg of the intersection will need to be improved very soon regardless of the fact that it will not be addressed with this option. If this option is chosen and completed in 2005, then the residents and traveling public will most likely react negatively when Kasold Drive goes back under construction within 5 years to improve a portion of an intersection that should have been improved with an adjacent previous project. These two issues combined will ignore a very important part of this corridor that needs to be improved.

Second, while the grade north of Augusta Drive has been improved from 11.2% to 10.0%, this still leaves a relatively steep grade through this stretch of Kasold Drive. AASHTO design guidelines indicate that the maximum allowable grade for an arterial road should be 8%. There is flexibility in the criteria that will allow steeper grades if existing conditions require such. In this case, reducing the grade to something less than 10.0% will require significantly more retaining wall, which was discussed as a part of Option 3.

Next, retaining wall will be required along much of the project due to the recreation path construction. Unfortunately, the construction of a retaining wall for the recreation path is a necessary evil to the benefit of gaining the recreation path. The retaining wall protects the existing landscaping and fences in the yards along the west side of Kasold Drive. In addition to the benefit of the recreation path, the retaining wall also eliminates the need for additional right-of-way. So, ultimately, the cost of the retaining wall is offset by two things. First, the retaining wall saves the real cost of additional right-of-way if the wall was not constructed. Second, the wall also allows the recreation path to be constructed. The recreation path’s value to the general public is very difficult to estimate.

Fourth, the improved profile will cost more money for a few reasons. First, the proposed profile will require additional earthwork. Second, as discussed previously, the recreation path with the retaining wall will cost additional project dollars. Again, the additional costs are providing additional real value for the project, which is somewhat difficult to measure.

Finally, the additional amenities will require additional construction time. The improved profile will require significant utility relocations. In addition, the recreation path and retaining wall will require additional time over the option of just removing and replacing the pavement. However, similar to costs, the additional time required to construct the improved profile, recreation path, and retaining wall is somewhat difficult to measure against the value added by improved amenities.

Construction Cost Opinion

CONSTRUCTION ISSUES

Construction issues for this project include constructing the project in a manner that provides as little disruption to the existing traffic and residents while completing the project in a timely fashion. The ensuing discussion will uncover the issues required to create a reasonable traffic control plan. This will be followed by scheduling issues based on the proposed sequencing.

Construction Sequencing

A few options were discussed as possibilities for completing the construction of this project. Those options included closing the road for the entire length until all construction is complete, completing the project one half at a time, and closing the project in phases.

First, closing the entire length of the project during construction to through traffic during was considered as an option. The benefit to this option is that the project could be completed in the shortest time frame possible. The contractor could perform work along all stretches of the project, and in all likelihood, should be able to complete the project within one construction season. The biggest downside to closing the entire route until construction is complete is finding an alternate route for 20,000 vehicles per day. The closest arterials are Wakarusa, one and a half miles to the west, and Iowa Street, one mile to the east. The only other through routes between Clinton Parkway and 15^th Street are residential type roads, including Crossgate, which passes through the parking lot of Alvamar Country Club, and Inverness Drive. In addition, drivers could find their way from Clinton Parkway to 15^th Street through the residential street network of Alvamar Estates, which lies just to the west of Kasold Drive between Clinton Parkway and 15^th Street. Using the residential streets is not really an option for this amount of traffic. Detouring this amount of traffic to Wakarusa and/or Iowa Street for an entire construction season is probably not a reasonable alternative either.

Second, completing the project one half at a time is a fairly common solution to traffic control for major road projects. The benefit to completing the road one half at a time is that the traffic can be carried through construction. Therefore, some traffic will naturally find its way around the project; however, much of the existing traffic will continue to use the existing roadway. The difficulty in this type of construction really lies at the intersections, especially those that are signalized. For instance, if the southbound lanes of Kasold were closed for construction and traffic was using the two northbound lanes then major issues would arise at Clinton Parkway. As discussed previously, the left turn movements are very significant from southbound Kasold Drive onto eastbound Clinton Parkway. If there was only one lane available to southbound traffic, then the left turn movements would back up traffic for hundreds of feet. Even if signing was used to prevent left turns at this intersection, drivers might ignore the signing and still make left turns having an adverse impact on traffic. This scenario would require constant patrolling by the police to ensure that traffic control signing was being followed. Finally, this type of sequencing will create a longer time frame than just completely closing the route.

Third, the notion of closing the project in phases was considered. For instance, maybe 15^th Street to Tam O’Shanter would be closed, and then Tam O’Shanter to West 22^nd Street, and then West 22^nd Street to Clinton Parkway. The biggest benefit to this type of sequencing is that it allows a contractor to work uninterrupted in certain areas of the project making more efficient use of time. However, there are a couple downsides to this type of sequencing. The first downside was discussed in detail in the option considering closing the entire route for construction. Detouring this amount of traffic for the entire construction season is difficult. Closing Kasold in phases really requires the majority of traffic to be detoured for the entire construction season, because the contractor would be doing essentially the same thing as closing the entire route throughout construction. The second difficulty lies in utility relocations. Doing utility relocations a portion of the project at a time is not efficient for the utilities and creates a delay each time a new phase is begun. Most of the time the utilities need to be moved before the road construction can occur. Finally, this type of construction will probably be no more efficient than closing the road one half at a time.

Based on the three previous construction sequencing options, Bartlett & West is proposing a fourth sequencing option, which is a combination of the three previous options. This discussion is appropriate for any of the options chosen. However, Option 4 may require some modifications to this sequencing plan. This three phase sequencing plan has balanced the construction activities with completing the project as quickly as possible. The general sequencing plan is shown on Figure J.

Phase 1

To begin the project, the north leg of the intersection of Kasold Drive and Clinton Parkway and the south leg of the intersection of Kasold Drive and 15^th Street will be closed completely. Kasold Drive would be closed from Clinton Parkway to just south of West 22^nd Street and from just north of Seminole Drive to 15^th Street. The contractor would be given 10 to 14 weeks to complete the construction of both these portions of the project. Traffic would be detoured away from Kasold Drive during this portion of the project.

This solution provides several benefits. First, the contractor will be able to work on the two most difficult portions of the project without having to handle traffic through any of the signalized intersections. This will provide time efficiencies for the project. Second, traffic will not have to be carried through the major intersections at Clinton Parkway or 15^th Street. This will eliminate the danger of left turns at Clinton Parkway and finding a place to transition traffic back to the existing roadway south of Clinton Parkway. In addition, this eliminates the need to transition traffic back to the existing north of 15^th Street, which would be a very difficult endeavor due to the existing grass medians north of 15^th Street. Third, temporary traffic signals will not be necessary on the project. Instead, when the signalized intersections are reopened, the new traffic signals are in place and operational allowing the traffic to flow smoothly through these highly congested areas. Fourth, access to the commercial areas will be interrupted for as short a time frame as possible. If the option was chosen to carry traffic through construction, then disruption at the entrances to the retail areas would be for the whole construction season instead of just for a few months. Finally, utility relocations in both these areas will be minor, so the contractor would not be delayed during construction. In addition, this would allow utility companies to work on relocating their facilities in the middle portion of the project, so the contractor could begin work immediately on Phase 2 when Phase 1 is finished.

This solution does have one main disadvantage. Closing the intersections will create a need to detour through traffic away from Kasold Drive. However, this detour would be for a relatively short time frame, therefore reducing the negative impact on the existing traffic.

Phase 2

After Phase 1 is complete and reopened to traffic, the contractor would then proceed with the project by closing the road one half at a time. Kasold Drive could now be opened for traffic, allowing the return of traffic to Kasold Drive and easing the original burden placed on Iowa Street and Wakarusa Drive.

Phase 2 will consist of the contractor closing the southbound lanes, moving traffic to the northbound lanes, and reconstructing the west half of the project. This side makes the most sense due to roadway geometrics. In addition, the proposed profile needs to be constructed on the west side first so that side road connections can be made before northbound traffic is moved over. The contractor can more easily maintain the traffic on the northbound lanes first. The reconstruction of the southbound lanes would include the completion of the recreation path and the retaining wall, as well as the reconstruction of the side roads. The Alvamar Estates residents will have access from 15^th Street or Clinton Parkway during this phase.

Phase 3

After Phase 2 is complete, the contractor would then move traffic onto the southbound lanes and reconstruct the northbound lanes, which should be the easiest part of the project since there will not be any side road reconstruction to complete. The only access issue is for the homes directly abutting Kasold Drive on the east side. The contractor should be able to provide temporary access to each driveway through the use of temporary access roads.

Construction Schedule Issues

The Public Works Department has indicated that they would like to get this project constructed in 2005. The project will need to be bid as early as possible in 2005 for this schedule to be met.

Major road projects almost always begin with the relocation of utilities, if necessary. As discussed in the utilities section of this study, every utility along the route will be impacted. Therefore, it will be vital to get the utility companies involved as early as possible in the process to allow them to move before major road construction occurs. SBC has indicated that they may need as much as 6 months to relocate their facilities. This would include their internal engineering time and actual construction process. As mentioned previously, a meeting will be held with all utilities present shortly after approval of this study from the City Commission. This meeting will make all the utilities aware of the time critical nature of the project.

The road construction alone will normally take the better part of a construction season to complete. This is especially true considering the fact that this project is one mile long. As an example, the O’Connell Road project, which is only a three lane roadway, will take at least 6 months of construction time, and it is slightly shorter than this project.

Therefore, the utilities will need to start working on relocations as soon as reasonably possible. The proposed construction sequencing provides an additional opportunity upfront to finish utility relocations. As mentioned earlier, the areas between 15^th Street and Seminole Street and between West 22^nd Street and Clinton Parkway have minor utility issues. Therefore, while the road contractors are working on those sections of the project, the utility contractors can work in the middle of the project finishing their relocations prior to Phase 2 construction beginning. In addition to that time frame, the utility companies will have time prior to the project being bid.

The overall schedule of the project is a very aggressive time frame for the project to be completed. The City can create a date certain contract for the contractor. No matter how the contract is written, there are always the unforeseen circumstances that may create scheduling difficulties. For instance, a longer than usual winter, wetter than normal spring, or an early winter in 2005, will all cause issues with the construction season. Other unknown issues may occur during construction that cannot be seen ahead of time.

RECOMMENDATION

There are countless ways to analyze improvements for this project. The key is to assess what key factors are important for this section of roadway. Some of the questions that need to be answered include the following:

How many lanes are necessary?
How should utilities be relocated?
Should asphalt or concrete be used?
Are sidewalks necessary on both sides of the roadway?
How can a new road be built and still protect the existing landscaping on the east side?

The questions are numerous, and no particular item is any more important than the other. The difficulty is how do you balance the necessary amenities with all the factors to be considered.

To begin the recommendation section, the pros and cons of each option will be reviewed. Second, Bartlett & West has developed an option alternative analysis matrix that considers seven factors that are deemed important to the overall success of the project. Next, a project cost comparison matrix for each option is provided. Finally, after considering the information important to the project, a final recommendation will be made.

First, each option offered its own benefits and disadvantages. For a couple of the options, certain advantages created their own disadvantages. For instance, an improved profile also resulted in additional retaining wall construction. The following is a brief summary of the pros and cons of each option.

Option 1 – Remove and Replace Existing Pavement

The advantages include:

Reduced construction costs
Reduced construction schedule

The disadvantages include:

Poor sight distances on vertical curves
Steep tangent grades
No left turn lanes throughout much of the project
Poor access through the grass median
Failure of the intersection of Kasold Drive and Clinton Parkway
Not providing pedestrian access throughout the project

Option 2 – Preferred Profile (10% Grade North of Augusta Drive)

The advantages include:

Improved sight distances on vertical curves resulting in better safety
Flatter tangent grades resulting in better route continuity
Center left turn lanes provided for all minor intersections
Appropriate intersection geometrics for traffic volumes at signalized intersections
Pedestrian access throughout the entire length of the project

The disadvantages include:

Steep grade north of Augusta Drive still questionable
Retaining wall required for recreation path construction
Higher construction costs
Longer construction schedule

Option 3 – Preferred Profile (8% Grade North of Augusta Drive)

The advantages include:

Improved sight distances on vertical curves resulting in better safety
Flatter tangent grades resulting in better route continuity
Center left turn lanes provided for all minor intersections
Appropriate intersection geometrics for traffic volumes at signalized intersections
Pedestrian access throughout the entire length of the project

The disadvantages include:

Extensive retaining wall required for both sides of the roadway
Higher construction costs
Longer construction schedule

Option 4 – Partial Preferred Profile (10% Grade North of Augusta Drive)

The advantages include:

Improved sight distances on most of the vertical curves resulting in slightly better safety
Flatter tangent grades resulting in better route continuity
Center left turn lanes provided for all minor intersections
Appropriate intersection geometrics for traffic volumes at 15^th Street
Pedestrian access throughout the entire length of the project

The disadvantages include:

Intersection of Clinton Parkway still in failing condition
Steep grade north of Augusta Drive still questionable
Retaining wall required for recreation path construction
Higher construction costs
Longer construction schedule

Second, Bartlett & West developed an option alternative analysis matrix that included seven of the important items that needed to be considered as a part of the final solution. The seven key elements that have been identified are safety, pedestrian access, aesthetics, route continuity, long-term maintenance, its fit with existing conditions, and the operation of the intersections. Each of the seven elements has been given a weighting factor based on its importance to the project. Each element can than be broken down by a range of scores. The sum of the weighting factors multiplied by the points assigned for that element provide an overall score based on a total possible point total of 100 points.

Each option is shown on the alternative analysis matrix, and they are separated into the asphaltic pavement option and the concrete pavement option. The alternative analysis matrix, shown on the following page, shows that Option 2 and Option 3 have received significantly higher point totals than Options 1 and Option 4.

Next, a project cost matrix breaks the costs of the project into several groups. The first five elements are related to the previously shown opinion of construction costs that were discussed at the end of each option in the Proposed Options section of the study. Additional items that include approximate costs are utility relocations, potential easement costs, and engineering fees. The project cost matrix is shown following the alternative analysis matrix.

Finally, reviewing the information from the pros and cons list and the matrices provides a pretty definitive answer to the appropriate road that should be constructed. While Option 2 and Option 3 ranked fairly closely in the alternative analysis matrix, the pros and cons list differentiate the two rather easily. The only real difference between Option 2 and Option 3 is the difference in the street grade for the area north of Augusta Drive. The grade north of Augusta is 10% for Option 2 and 8% for Option 3. While it would appear that the flatter grade would be preferable, that is not the case. The 8% grade will require substantially more retaining wall, which will create sight distance issues for the people exiting the homes on the east side of Kasold Drive. In addition, the extra wall and additional earthwork will increase the costs substantially for the project without providing an equally offsetting improvements to the roadway. Therefore, Option 2 is considered the preferred solution for the project.