LINCOLNAVENUEROADDIET LINCOLN AVENUE ROAD DIET

APRESCRIPTION FOR HEALTH

EVANSVILLE MPO DAVE STENSAAS

PROJECTDESCRIPTION:
o The conversion of ~11,000 of Lincoln Ave., with HES funding, from an undivided 4lane layout to a 3lane design:

o Milling and overlay, and the replacement of nonADA compliant curb ramps will be done on the eastern side(4/10). The remainder p ( ) of the project will consist of laneline removal and the application of new lane markings and other pavement markings.

INTENTOFPROJECT:
CrashReduction
The project will align turn lanes and reduce speeds and speed variability variability. Lincoln Avenue is a high accident corridor, due largely to offset, leftturn lanes.

PedestrianSafetyEnhancement

People will be safer on sidewalks and when crossing Lincoln Avenue. The corridor will also be more comfortable and attractive for walking. g

BicycleFacilityEnhancement

Larger curb lanes will provide space for designating a bicycle route, providing a vital piece of the developing Evansville bikeway system.

LINCOLN AVE. EXISTING CONDITIONS .

LINCOLN AVENUE CONCEPT

STUDY LIMITS AND CORRIDOR CHARACTERISTICS

PROJECT LIMITS: ROTHERWOOD AVE.TO S.HEBRON AVE.

o MainentrancetotheUniversityofEvansvilleandSt.BenedictsChurch o SecondaryentrancetoMemorialH.S.andtheEvansvilleStateHospital y p o Mainlyresidentialwithconcentratedcommercialandinstitutionaluses o Carrieslocalandthroughtraffic(commuterroutethroughneighborhoods) o Pedestriantrafficcanbesignificant,particularlynearschools g ,p y o Unappealingforbicycleoperation

LINCOLN AVENUE ACCIDENT DATA

YEARS 2001 2006 TOTALACCIDENTS 538 PROPERTYDAMAGE FATALITY/INJURY 486 52

Annual Average = 90 accidents

LINCOLN AVENUE TRAFFIC DATA

STUDY LOCATION WestofWeinbachAve. EastofVannAvenue AADT AADT Volume 7,868 13,375

SIGNALIZEDINTERSECTION VannAvenue BoekeRoad WeinbachAvenue

LEVELOFSERVICE C+ B+ B

LINCOLN AVENUE SPEED DATA

A48hourtrafficsurveyindicatedthatintheblockbetweenMemorialHSandthe UniversityofEvansville: University of Evansville: o Averagespeedsbetween9amand2pmreached3536mph(EBRL) o Morethan27%ofvehiclesweretravelling35mph o The85th percentilespeedwas38.2mph

Typicaltravelspeedsaremorealignedtoa35mphspeedlimitthanthe posted30mphspeedlimit:speedishigherthanitshouldbeforthe posted 30 mph speed limit: speed is higher than it should be for the existingconditions

THE LINCOLN AVENUE EXPERIENCE

PROJECT HISTORY
IntersectionCrashAnalysis 2003 y
CityCrashLocation Weinbach Avenue Green RiverRoad VannAvenue CrashRates 3.33 3.14 2.29 Rank #8 #14 #47

LincolnAvenueCorridorStudy 2004
andHESProjectapplication

PROJECT HISTORY CONTINUED

2005:INDOTapproval,localprojectrejection

Projectgoesintodormancyfor3+years

PROJECT REVIVAL
BikerouteideasbringuptheLincolnAvenueproject k d b h l INDOT says its still possible to fund the Lincoln Ave project INDOTsaysitsstillpossibletofundtheLincolnAve.project Favorablepoliticalalignmentandabikewaychampion Mayorgrantspermissiontoseekpublicsupport 12/07

PROJECT REVIVAL CONTINUED BuildingSupport:

o ResearchintoRoadDiets/LaneConversions
o Onlineresearch,casestudies,IowaDOT/ISUGuidelines o APBPContacts meetingwithDanGallagher

o Notifying City Council Members (4 with jurisdiction) NotifyingCityCouncilMembers(4withjurisdiction) o PresentationsandConversations

o o o o o o o UniversityofEvansville(wroteletterofsupport) ReitzMemorialHighSchool St.BenedictsCathedralParrish CallstoMethodistTemple,LutheranChurch,BethelTemple p , , p NeighborhoodAssociationsmeeting(fourgroups) CityEngineersOffice CityCouncil March17,2008(muchpublicsupport) City Council March 17 2008 (much public support)

PROJECT REVIVAL CONTINUED AdvancingtheProject:

o Mediaarticlesandeditorials,publicresponse
o Bikeroutebecomesunintendedprojectfocus

o WorkingwithCityEngineer,METS,PublicWorksDept. g y g , , p o CoordinationwithINDOT(HESprogram)tosecurefunding, with CMAQ Committee and with our LPA Consultant withCMAQCommittee,andwithourLPAConsultant o Followupmeetings(3)withMayorWeinzapfel
o Reviewing concepts and plans for Lincoln Avenue ReviewingconceptsandplansforLincolnAvenue o Discussionofprojectlimitsanddesignalternatives o IntegratingLincolnAve.intoacitybikewaysystem

ABIKEWAY SYSTEM IS BORN

MAYORS PRESS CONFERENCE ON BIKEWAYS JUNE 18

LincolnAvenueProjectApproved Lincoln Avenue Project Approved

o StateandLocalAgreementcompletedinAugust o ProjectaddedtoourTIPinSeptember o LincolnAve.ConversionProjectshouldbeletthisfall, constructionshouldbegininthespring

BIKE ROUTE SINGS BEGIN GOING UP SEPTEMBER 15TH

EvansvilleCourierandPressEditorials
EmphasisonHealthImprovement

ROAD DIET PRESENTATION

Conversionsafetybenefits:
Reducedconflictpoints Improvedsightdistance Reducedcollisionsandinjuries Reducedvehiclespeeds Reduced speed variability Reducedspeedvariability Improvedpedestrianenvironment

Traffic Capacity data from cities that have done similar conversions p y
Location San Leandro, CA Duluth, MN Ramsey C R County, MN t Toronto, Canada Kirkland, WA Seattle, WA Covington, WA Bellevue, WA East Lansing, MI Santa Monica, CA Helena, MT San Francisco, CA Oakland, CA Orlando, Orlando FL Seattle, WA Reno, NV University Place, WA University Place, WA East Lansing, MI East Lansing, MI Road ADT: Before ADT: After East 14th Street 17,700 16,700 21st Ave. East 17,000 17,000 Rice St Ri Street t 18,700 18 700 16,400 16 400 St. George Street 15,000 15,000 Lake Washington Blvd 23,000 25,900 North 45th Street 19,400 20,300 SR 516 29,900 32,800 Montana Street 18,500 18,500 Grand River Blvd. 23,000 23,000 Main Street 20,000 18,000 US 12 18,000 18,000 Valencia Street 22,200 20,000 High Street 22,000 24,000 Edgewater Drive 20,500 20 500 21,000 21 000 Madison Street 17,000 18,000 South Wells Ave 18,000 17,500 67th Ave 17,000 15,000 Cirque Ave 16,900 14,400 West Grand River Ave 18,000 18,000 Abbott Road 15,000 21,000

Road LincolnAve. LincolnAve.

Location WestofWeinbachAve. EastofVannAvenue

ADT 7,868 13,375

SOME CITIES THAT HAVE DONE SUCCESSFUL 4LANE/3LANE CONVERSIONS

Iowa DesMoines SiouxCity y CouncilBluffs MasonCity Indianola StormLake St L k ClearLake SiouxCenter Glenwood IowaFalls Osceola BlueGrass Lawton Manchester RockRapids Tucson,AZ ColumbusBlvd. 4th Avenue CongressStreet PimaStreet TucsonBlvd. SantaCruzLane S t C L SarnoffDrive KenyonDrive GranadaAvenue CaminodelSol andmoretocome EastLansing,MI GrandRiverBlvd. W.GrandRiverAve. AbbottRoad OtherCities Charlotte,NC Duluth,Minn. , Salem,OR Athens,GA Helena,MT Orlando,FL O l d FL Seattle,WA Hamilton,Ontario Lewistown,PA Kirkland,WA Cambridge,MA Oakland,CA Toronto,ON Toronto ON Billings,MT SantaMonica,CA Vancouver,WA Dunedin,NZ

ColoradoSprings C l d S i CheltonRoad FlintridgeDr. CheyenneBlvd. y S.TejonStreet 6moreplanned

Isa3lanedesignreallysafer?Whatdataexists? Is a 3lane design really safer? What data exists?

Several data sources support 4lane to 3lane conversions for safety reasons. O of th b t sources i th I One f the best is the Iowa DOT Offi of T ffi S f t Office f Traffic Safety. The Iowa DOT funded before and after evaluations (covering 5 years before and up to 5 years after) of 15 sites that were converted from four p y ) lanes to three lanes, and compared these to 15 control sites, using annual crash data trends (crashes, crash types, and traffic volumes).

The Th results of the study i di l f h d indicated reductions of 28% i crash d d i f in h frequency and 21% in crash rate at converted sites. Major injury crashes were reduced by 11%, minor injury crashes by 31%, and overall, injury crashes were reduced by 34%.
Source:SafetyImpactsofRoadDietsinIowa(Stout,ThomasB.,etal,2005)

Edgewater Drive in Orlando, Florida

Edgewater Drive (Orlando) 4-lane to 3-lane Conversion

Before and After Crash Rate and Injury Rate

EdgewaterDriveRoadDietSafetyData
14

12.6 PerMillionVehicleMilesTra avelled

12

10

8.3
8

CrashRate
6

3.6

-34%
1.7 -51%

InjuryRate

Before

After

Before represents an average of years 1999, 2000, 2001. After represents year 2004.

FrequencyofCrashesandInjuries EdgewaterDrive,Orlando q y j g ,
Statistic CrashOccurringEvery_Days InjuryOccurringEvery_Days Before 2.5 8.9 After 4.2 20.3

Before represents an average of years 1999, 2000, 2001. After represents year 2004.

PedestrianandBicycleCrashes EdgewaterDrive
Statistic CrashesInvolvingBicyclists CrashesInvolvingPedestrians Before 3 3 After 1 0

Before represents an average of years 1999, 2000, 2001 for pedestrians and 2000 & 2001 for bicycles. After represents year 2004.

SpeedReduction
GlisanAve.at30th Street Portland,OR
NEGlisanat30th Westbound
30 25 20 percentof 15 vehicles 10 5 0

Before f After

NEGlisanat30th Eastbound
30 motorvehiclespeeds 25 20 percentof 15 vehicles 10 5 0

Before After

motorvehiclespeeds motor vehicle speeds

PedestrianSafety Pedestrian Safety

90% 80%

85%

Likelihood of Pedestrain Fatility F tilit vs. Vehicle Speed

70% 60% 50% 40% 30% 20% 10% 0%

45%

15%

20 MPH

30 MPH

40 MPH

Edgewater Drive (Orlando) 4-lane to 3-lane Conversion Pedestrian Volumes - Before and After Increase of 23%

3000

2,632
Num mber of Pe edestrian ns 2500

2,136 2 136
2000 1500 1000 500 0

Before

After

Asapedestrian,whichwouldyourathercross? As a pedestrian, which would you rather cross?

Crossing 4 lanes requires gaps from both directions at once, multiple threats, and no refuge areas

Crossing 3 l C i lanes i involves f l fewer gaps and threats, and is aided by the turn lane gap, which also could contain a refuge island for pedestrians p

LincolnAve. ExistingConditions

LincolnAve. Concept

BicycleAccommodationandSafety Bicycle Accommodation and Safety

ExistingConditionsareUnsafeforBicycleTravel

Sidewalk bicycle riding is unsafe, but a logical choice for someone who wants to bicycle in this corridor without taking a whole lane and possibly facing road rage from motorists motorists.

Athens,GAbeforeandafterphotos

Before: Narrow lanes without dedicated left-turn lanes

After: Wider lanes with two-way center left-turn lane, plus bike lanes

EastBlvd. Charlotte,NC

Before road diet

After road diet

A truly comprehensive and balanced A transportation system includes several modes and facilities that can be conveniently and safely used by people of all ages, physical abilities, abilities and income levels levels.

Source: A Case for Narrower Arterial Streets, Brown County Pl C t Planning C i Commission (WI) March 2005. i i (WI), M h 2005

PublicHealthandtheBuiltEnvironment bli lh d h il i
Improving the built environment to support more walking and bicycling has been recommended in several recent studies of obesity and health, including y , g one carried out for Congress by the National Academy of Science Institute of Medicine, who cited an urgent need to create activityfriendly communities.
Source: Does the Built Environment Influence Physical Activity? Examining the Evidence Special Report 282, National Academy of Science Transportation Research Board and Institute of Medicine Jan 11 2005 Medicine, Jan. 11, 2005.

A Cost/Benefit Analysis was completed in 2004 to demonstrate support for the p j project. Cost estimates were obtained from the City Engineer and an application was y g pp prepared for Federal Highway Administration (FHWA) review and approval. FHWA has reviewed and approved the project.
Cost/BenefitEstimatesforLincolnAvenueRoadDietProject
1800000 1600000 1400000 1200000 DollarVa alue 1000000 800000 600000 400000 200000 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 Cum.Yr.Benefit Cost

Cum.20Yr.Benefit $1,593,435

Cost:$303,984

Year

summarybenefitsofproject
ImprovedVehicularSafety:Casestudiesasignificantshowreductionincrashes when4laneundividedroadswereconvertedto3lanecrosssectiondesigns TrafficCalming:Casestudiesfoundasignificantreductioninexcessivespeeding, lowerspeedvariability,andareductionin85th percentilespeed ImprovedPedestrianSafety:The3laneconfigurationiseasiertocross,andthrough trafficmovesfartherfromsidewalksinwideroutsidelanes ProvisionofaBicycleRoute:Wideoutsidelaneswillpermitcooperationofbicycles Provision of a Bicycle Route: Wide outside lanes will permit cooperation of bicycles andcarswithinthesamelanes ImprovedEmergencyResponseTime:Thecentertwowayleftturnlanecanbe usedasalowerconflictaccessroutealongthecorridor d l fli l h id ExcellentBenefit/CostRatio:Basedonthecalculationsdonein2004,themonetary benefitsofthisprojectwouldexceedfivetimes(5.24)thecostaftertwentyyears