7.2. HRSR 08-25-2003 - Laserfiche WebLink

Home Browse Search

Downtown Revitalization Project Update August 25,2003 HRA Meeting Page 3 of 5 amount of dollars spent on both segments. The Municipal State Aid designation on • Main Street would need to be removed back to a point where the State Aid designation would end on another Municipal State Aid route. That would take the designation all the way back to Proctor Avenue. Even if the City were to remove these designations and repay the money spent on these routes,it would be impossible to get diagonal parking on both sides of the routes in a safe and effective manner. The City would accept substantial liability if an accident were to occur because the design would not meet any reasonable standard for diagonal parking relative to the total street width. Also,the City would see much more congestion in the downtown area caused by the diagonal parking on both sides of a substandard width street. As vehicles pull out of stalls,they would likely stop the flow of through traffic because there would not be enough width to pass a backing vehicle while staying in your own through lane. The other issue would be when deliveries are made in the downtown area, oftentimes large delivery vehicles stop in Main Street for an extended period of time. Currently,these vehicles are able to not significantly impact flow of traffic because of the wider width for diagonal parking. If the street were narrowed by placing diagonal parking on both sides, delivery vehicles parked in Main Street would cause significant disruption to traffic flow. Q Could additional diagonal parking be utilized during the construction time frame? A: It should be possible that additional parking,utilizing diagonal stalls on the north side of Main Street, could be used effectively during the construction period. If the . site is clearly signed as a construction zone,then traffic driving through the area is warned to drive with extreme caution and to expect the unexpected. By sliding the centerline further to the south temporarily,there may the possibility to get additional diagonal parking on the north side. This would only be possible in the area disrupted or signed as a construction zone. Q. Will the upgrading of Trunk Highzery 10(TH 10)through the dozzrrtorzn area in accordance with the January 2002 Intenvgional Corridor Management Plan require right-of zt y acquisition? A: The TH 10 Interregional Corridor Management Plan did not go to the level of detail necessary to pinpoint the amount,if any,of right-of-way acquisition needed in the downtown area. That would be an outcome of the next level of study.An EIS would most likely be required for a project that large,which would deal with a number of issues,including land acquisition. Q. List some of the pros and cons,as well as an estimatcd project cost for a pedestrian bridge and/or pedestrian tunnel crossing TH 10 at Jackson Avenue A: In TH 10's current configuration,it is unlikely that a pedestrian tunnel could be constructed in this area. Given both the close proximity of the railroad track on the north, and buildings on the south, and the large quantity of utilities along TH 10,it is unlikely that there is sufficient area for access and egress to a pedestrian tunnel. If a pedestrian bridge were built over TH 10,it is unlikely that there would be sufficient room to construct ADA ramps on either side. It is more likely that a pedestrian bridge would have to be accessed by a set of steps rather than a ramp. The typical cost of a pedestrian bridge is approximately$125 per square foot. Pedestrian bridges are typically a minimum of 12 feet in width. There would be approximately 250 S:\Downtown Revitalization\Memos\8.25HRA.doc