Brooks Street Corridor Plan

Transcription

Brooks Street Corridor Plan
Reserve to Dixon
July 2014
Project Team
Owner
Missoula Redevelopment Agency
140 W. Pine Street
Missoula, MT 59802
(406) 552-6160
Planning & Engineering
WGM Group, Inc.
1111 E. Broadway
Missoula, MT 59802
(406) 728-4611
Additional Contributors
City of Missoula Development Services
Montana Department of Transportation
Mountain Line,
Eric Gabster, MUTD Board Member
References
Brooks Street Corridor Safety Audit, Buckhouse Bridge to Paxson Street, Missoula, Montana, 2012
http://www.ci.missoula.mt.us/DocumentCenter/Home/View/8326
Missoula, MT Wayfinding and Signage System, 50% Design Intent Drawings, 2014, MERJE Environments & Experiences
MDT Road Design Manual
http://www.mdt.mt.gov/publications/manuals.shtml#design
MDT Traffic Data Collection & Analysis
http://www.mdt.mt.gov/publications/datastats/traffic_maps.shtml
130112\Docs\Phase II Corridor Plan\Brooks Corridor Plan.indd
Table of Contents
Executive Summary
1
Introduction
3
PHASED IMPLEMENTATION
46
PURPOSE
3
COST ESTIMATE
46
BACKGROUND
4
FUNDING
46
GOALS & OBJECTIVES
4
NEXT STEPS
47
PREVIOUS STUDIES
5
TIMELINE
47
Existing Conditions
7
CHARACTER
7
RESERVE TO DIXON SEGMENT
8
TRAFFIC VOLUMES
10
CRASH TRENDS
11
ZONING
14
EXISTING LAND USE
15
EXISTING TRANSPORTATION NETWORK
16
Corridor Concept Plan
Implementation
17
VISION
17
DESIGN CRITERIA
18
STREETSCAPE DESIGN PALETTE
19
PHASE II IMPROVEMENTS
25
PHASE III IMPROVEMENTS
33
BEFORE & AFTER RENDERINGS
42
BROOKS STREET CORRIDOR PLAN - RESERVE TO DIXON
46
Executive Summary
The Brooks Street Corridor Plan establishes goals
and objectives, design criteria, and preliminary
engineering plans for improvements to Brooks Street
between Reserve Street and Dixon Avenue. The
plan is intended to be used as a guideline for safety
improvements, access management, and land use
decisions relative to redevelopment.
The plan recommends a balance between the need
to move traffic and the ability to safely access and
cross Brooks Street. This includes design treatments
that reduce speeds, improve awareness of
pedestrians and bicycles, and change the character
of Brooks Street to a modern urban arterial. These
improvements will improve access to underutilized
properties, incentivize and guide redevelopment, and
reduce the barrier Brooks creates to crossing.
MCDONALD/SCHILLING/BROOKS
EXISTING CONDITIONS LOOKING SOUTH
Implementation of the Brooks Street Corridor Plan
is envisioned over several years. The initial phase,
the Dore Lane intersection, was completed in
2014. Phase II is anticipated in 2015 and Phase III
is anticipated in 2016 or beyond. As with Phase I,
close coordination with the Montana Department of
Transportation (MDT), City Engineering, and adjacent
landowners will be required.
PHASE II MEDIAN REFUGE CROSSING
1
Executive Summary
Several potential funding sources are available
for these improvements, including both local
and Federal-Aid funding. Based on preliminary
discussions with MDT, the following funding scenario
is anticipated:
TYPICAL SECTION
MID-BLOCK
PHASE 2
MISSOULA REDEVELOPMENT AGENCY
$1,570,000









Street Lighting
Street Trees and Landscaping
Bike Lanes
On-Street Parking
Bus Stops
Enhanced Crosswalks
Curb Bulbouts
Median Refuge Crossing at McDonald
ADA-compliant Curb Ramps
PHASE 3
14’
Clear
Zone
6’
Sidewalk
15’ *
Boulevard
5’
8’
Parking Bike
Lane
14’
Clear
Zone
11’
Travel
Lane
11’
Travel
Lane
1’
Sh.
12’
Raised
Median
1’
Sh.
11’
Travel
Lane
11’
Travel
Lane
8’
5’
Bike Parking
Lane
15’*
Boulevard
6’
Sidewalk
14’
84’ Curb to Curb
MONTANA DEPARTMENT OF TRANSPORTATION
$700,000
 Landscaped Medians
 New Traffic Signal at McDonald
 Median Refuge Crossing at Eaton
2
Introduction
PURPOSE
3rd
US
rroot
Bitte
39th
Russell
Paxson
93
s
ok
o
Br
Higgins
Reserve
South
STUDY AREA
River
The purpose of this plan is to establish goals
and objectives, design criteria, and preliminary
engineering plans for improvements to Brooks Street
between Reserve Street and Dixon Avenue. The
plan is intended to be used as a guideline for safety
improvements, access management, and land use
decisions relative to redevelopment. The Brooks
Street Corridor Plan provides a comprehensive vision
for the corridor that integrates transportation, land
use, and urban design. To achieve this vision, goals
and objectives are identified that address the needs
and issues of the corridor. Through the development
of design standards that meet City of Missoula
and Montana Department of Transportation (MDT)
guidelines, future projects can be implemented with
consistency throughout the corridor. This plan builds
the framework for future actions that include public
involvement, landowner discussions, development
expectations, and incremental improvements.
VICINTY MAP
3
Introduction
BACKGROUND
The Brooks Street Corridor is within Missoula’s
Urban Renewal District III (URD III), which provides
Tax Increment Financing to help improve economic
vitality, create jobs, and encourage investment.
The District is administered by the Missoula
Redevelopment Agency (MRA), which often
partners with public and private entities to fund
public improvements like parks, trails, streets, and
sidewalks.
In 2014, MRA committed $1.8M toward the Brooks
Street Corridor improvements. The improvements,
referred to as Phase I of this plan, included the
reconstruction of Dore Lane, installation of a traffic
signal, decorative street lighting, sidewalks, bike
lanes, and landscaping.
GOALS & OBJECTIVES
The Brooks Street Corridor Plan addresses
specific needs identified in previous studies. These
include improving the overall safety for all users,
improving the ability to access and cross Brooks
Street, enhancing the aesthetics and walkability
of the corridor, improving bicycle connectivity, and
maintaining the function and capacity of Brooks as
an arterial street. This plan provides strategies that
can be implemented over time to improve the overall
value of the corridor.
4
GOALS & OBJECTIVES
STRATEGIES
IMPROVE SAFETY
•
•
•
•
•
•
•
•
•
•
•
•
•
•
IMPROVE NON-MOTORIZED FACILITIES
PRESERVE CAPACITY
ADDRESS ACCESS MANAGEMENT
IMPROVE LAND VALUE & DESIRABILITY
REDUCE SPEEDS
IMPROVE LIGHTING
IMPROVE SIGNING & PAVEMENT MARKINGS
REDUCE NUMBER OF DRIVEWAYS
IMPROVE SIDEWALK CONNECTIVITY
IMPROVE PEDESTRIAN CROSSINGS
ADD BIKE LANES
MAINTAIN NUMBER OF LANES
MAINTAIN LEFT TURN LANES
REDUCE NUMBER OF DRIVEWAYS
CONSOLIDATE DRIVEWAYS
UTILIZE CROSS-ACCESS EASEMENTS
INSTALL RAISED MEDIANS
ENHANCE STREETSCAPE
•
•
•
•
IMPROVE MAINTENANCE
•
ADDRESS KNOWN MAINTENANCE ISSUES
•
•
•
•
ENHANCE REDEVELOPMENT OPPORTUNITIES
IMPROVE GATEWAYS & WAYFINDING
IMPROVE TRANSIT ACCESS
•
•
•
•
•
•
LANDSCAPING
HARDSCAPING
STREET TREES
STREET FURNITURE
CHIP SEAL/PAVEMENT PRESERVATION
STRIPING
DRAINAGE
MAINTENANCE AGREEMENTS
IDENTIFY REDEVELOPMENT PROPERTIES
IMPROVE ACCESS AND CIRCULATION
DESIGN STREET TO SUPPORT DESIRED LAND USE
IMPLEMENT MISSOULA WAYFINDING STUDY
ADD LANDSCAPE/HARDSCAPE FEATURES AT KEY INTERSECTIONS
ADD BUS STOPS, BENCHES, SHELTERS
Introduction
PREVIOUS STUDIES
Several studies have been completed that address
issues along the Brooks Street Corridor.
2012 CORRIDOR SAFETY AUDIT
The 2012 Corridor Safety Audit performed by the MDT
focused on approximately 1.5 miles of Brooks Street
between Buckhouse Bridge and Paxson Street. The
study identified a number of intersection and corridorwide safety concerns:
CORRIDOR WIDE
 High occurrence of rear end crashes
 High vehicle speeds, which may contribute to
crash severity
DORE LANE INTERSECTION
 Change in speed limit from 45 mph to 35
mph
 No change in road characteristics
 Two recent fatal crashes, both involving high
vehicle speeds and alcohol / drugs
 High traffic volumes for an unsignalized
intersection
The Safety Audit recommended two engineering
studies: a corridor speed zone study and a traffic
signal warrant study at the intersection of Brooks
Street and Dore Lane. In addition to the engineering
studies, recommendations include higher visibility
pavement markings, updated signs, corridor lighting,
raised medians, and an access management plan.
Developing an access management plan would
be desirable to identify and eliminate duplicative
driveways and to regulate the size and operations
of the driveway. Installing raised center medians, as
they may be beneficial, would help to mitigate the
minor street turning movements that lack definition.
Raised medians would also provide a refuge for
pedestrians crossing Brooks Street.
The Phase I installation of the traffic signal at
the Brooks Street and Dore Lane intersection
addressed several of the identified safety concerns
at this intersection by producing a change in road
characteristics and addressing vehicular speed.
Additional intersection improvements, including
crosswalks and street lights, addressed other
recommendations from the Safety Audit.
Additionally, the recommended corridor speed zone
study was conducted which led to a change in the
speed limit extending the 35 mph zone west of
Reserve Street.
MIDTOWN MISSOULA REPORT
The 2003 Urban Land
Institute (ULI) Midtown
Missoula Report addressed
land use and redevelopment.
The report made several
recommendations for
redesigning Brooks Street
including:
 Median landscaping
 Narrower, ten-foot-wide, driving lanes
 Five-foot-wide bike lanes on each side of the
street
 Planting strip that is at least seven feet wide
 Sidewalks that are at least six feet wide
 Left-turn median cutouts at intersections
 Maple and/or ash trees planted at 20- to 30foot intervals
5
Introduction
The report discussed how the surrounding land
use and buildings affect traffic speed on streets.
By locating buildings close to the street and close
together, traffic speeds decrease and a more
pedestrian-friendly environment is created.
URD III CURB & SIDEWALK NEEDS
ASSESSMENT
URBAN ENEWAL DISTRICT ĚRB ƭ IĉEWALK EEĉS SSESSMENT
ANĉ PROBABLE OST OF ONSTRĚCTION EĕORT
RUSSELL
S
OK
GROWTH POLICY/URBAN FRINGE
DEVELOPMENT AREA
STEPHENS
RESERVE
O
BR
SOUTH
BANCROFT
PATTEE CREEK
EPHENS
GARFIELD
DEARBORN
RUSSELL
XSON
DORE
MCDONALD
PREĕAREĉ FOR:
PREĕAREĉ BY:
INAL EĕORT
DECEMBER 2011
HIS REĕORT BEST ĕRINTEĉ IN 11X17” FORMAT.
The 2011 URD III Curb & Sidewalk Needs
Assessment looked at specific infrastructure
improvements that would support the Midtown
vision. The report recommended improving road and
pedestrian/bicycle connectivity and public investment
in streetscapes to support desirable land uses and
redevelopment of underutilized properties. The report
also identified transportation network improvements
within the corridor including a new traffic signal at
Brooks Street and McDonald Avenue, and median
refuge crossings for pedestrians.
6
The 2006 Southgate Area Redevelopment Plan
studied the vacant area south of the Southgate Mall
and created a vision for this land while considering
the larger context of the surrounding area. The plan
presented concepts with opportunities for residential,
mixed-use, and commercial development that was
integrated with nearby neighborhoods, commercial
areas, and transportation networks. Access from
Brooks Street was identified as being a key to
developing this area.
MOUNT
NORTH
RBORN
93
SOUTHGATE AREA REDEVELOPMENT PLAN
The 2008 Urban Fringe Development Area Project
(UFDA) and Yearbook 2012 identified the Brooks
Street Corridor as “high suitability for residential
development” and designated over 2,000 future
residential units (of the planned 15,000) to be built in
this area over the next 20 to 30 years.
Existing Conditions
5th
BUCKHOUSE BRIDGE TO DIXON






Highway commercial land use
Two lanes each direction
Two-way center turn lane
Large building setbacks
Wide street section
Higher running speeds
South
S
ks
39th
US
te
oo
Br
93
University
of
Montana
Clark Fork
River
MOUNT TO HIGGINS
DIXON TO MOUNT
BUCKHOUSE BRIDGE
Pattee Canyon
Recreation Area
TO DIXON
CORRIDOR SEGMENTS
DIXON TO MOUNT







6th
ns
e
ph
Arthur
Reserve
Brooks Street is a principal arterial that connects
southwest Missoula to the Downtown Central
Business District. Brooks Street serves as US
Highway 12 and Business US 93. The corridor can be
broken down into three distinct segments, each with
unique characteristics:
Russell
Orchard
Homes
Higgins
CHARACTER
Higher-intensity commercial land use
Raised medians
More frequent intersections
Two lanes each direction
Left turn bays
Narrow travel lanes (±11’)
Lower running speeds
MOUNT TO HIGGINS
 Residential land use
 Large, mature street trees
 One lane in each direction with left turn lanes
at major intersections only
 On-street parking/bike lanes
7
Existing Conditions
RESERVE TO DIXON SEGMENT
ERNEST
ERNEST
Larchmont
Golf Course
MCDONALD
MCDONALD
DORE
The existing street is 84 feet wide, consisting of four
12-foot travel lanes, 10-foot shoulders, and a 16-foot
center two-way left-turn lane. Sidewalks are generally
in good condition, however, the existing streetscape
is inconsistent and unfriendly to pedestrians and
bikes.
3
S
OK
34TH
MFCU
South
Crossing
Shopping
Center
BELLE
CORRIDOR PLANNING AREA
1ST
AKE
THOMAS
RBARA
23RD
24TH
39TH
RESERVE
RAINBOW
ROY
BUCKLEY
38TH
Safeway
35TH
36TH
PAXSON
BRO
FASSETT
Y9
EATON
WA
RESERVE
D
OL
H
HIG
SCHILLING
CHARLOTT
38TH
8
To
Southgate
Mall
SCHILLING
DIXON
EATON
DIXON
CLARK
This plan focuses on the portion of the corridor from
Reserve to Dixon, which represents the most rapidly
changing land use in the corridor. Older commercial
buildings and vacant land are beginning to redevelop
into higher-intensity uses, which may eventually
include residential use. As this redevelopment occurs,
the wide, fast-moving street that exists today will
become increasingly out of character with the new
land uses.
±
Existing Conditions
 Existing buildings are set back from the street
and access is primarily auto-oriented
 Numerous driveways present potential
conflicts between vehicles, bikes, and
pedestrians
 Curbside sidewalks are uncomfortable for
pedestrians adjacent to traffic
 Numerous signs and billboards compete for
drivers’ attention
 Curb ramps do not meet current ADA
standards
 The width of the street is difficult for
pedestrians to cross and encourages higher
speeds
 Landscaping and street trees are
inconsistent
 No street lighting currently exists
 There are no designated bike lanes
9
Existing Conditions
TRAFFIC VOLUMES
In addition to regional traffic using US Highway 12,
Brooks Street serves as a major commercial corridor
for local traffic. It is likely that a high percentage of
the traffic volume on Brooks Street is local traffic
accessing businesses and services in the corridor.
Traffic growth on Brooks Street has been relatively flat
over the past five years. The area is largely built out,
and has not added new significant trip generators.
Redevelopment in the corridor has not measurably
affected traffic volumes, however, new developments
with higher-intensity uses could create additional
traffic on Brooks Street.
ANNUAL AVERAGE DAILY TRAFFIC (VEHICLES PER DAY)
YEAR
BROOKS BETWEEN
39TH & RESERVE
(32-3A-21)
BROOKS NE OF RESERVE
(32-3A-22)
BROOKS BETWEEN MALL
ENTRANCE & HARVE AVE.
(32-3A-289)
2009
32,590
22,560
23,000
2010
32,460
22,330
23,070
2011
33,680
23,830
22,530
2012
34,490
24,110
22,760
2013
35,010
24,470
23,100
SOURCE: WWW.MDT.GOV/PUBLICATIONS/DATASTATS/TRAFFIC_MAPS.SHTML
BROOKS STREET TRAFFIC COUNTS
10
Existing Conditions
CRASH TRENDS
RESERVE STREET INTERSECTION
The 2012 Corridor Safety Audit recorded 110
crashes at the Reserve Street intersection during
the study period. It was noted that “this intersection
experiences similar crash types as the entire corridor.
No major identifiable trends were identified related to
crash type.”1
RESERVE STREET INTERSECTION MAP
Collision Type
Crash Severity
1
Brooks Street Corridor Safety Audit, Buckhouse
Bridge to Paxson Street, Missoula, Montana, 2012
Number
SOURCE: 2012 CORRIDOR SAFETY AUDIT
Number
% Total
REAR END
67
66.3%
RIGHT ANGLE
12
11.9%
SIDESWIPE SD
11
10.9%
% Total
LEFT TURN OD
5
5.0%
2
2.0%
1.0%
NO INJURY
76
75.2%
SIDESWIPE OD
POSSIBLE INJURY
14
13.9%
PEDESTRIAN
1
NON INCAPACITATING INJURY
5
5.0%
FIXED OBJECT
1
1.0%
INCAPACITATING INJURY
6
5.9%
OVERTURN
1
1.0%
FATAL INJURY
0
0.0%
UNKNOWN
1
1.0%
RESERVE STREET INTERSECTION CRASH SEVERITY
RESERVE STREET INTERSECTION COLLISION TYPE
11
Existing Conditions
The 2012 Corridor Safety Audit recorded 30 crashes
at the Dore Lane intersection during the study period.
The majority of the crashes were rear-end, and there
was “a higher occurrence of right angle crashes” 1
at this intersection compared to other intersections
in the corridor. There was one fatality and three
incapacitating injury crashes during the analysis
period and a recent crash involving a motorcycle that
resulted in two fatalities that was not included in the
data analysis.
DORE LANE INTERSECTION MAP
NOTE: THE PHOTO WAS TAKEN PRIOR TO PHASE I IMPROVEMENTS.
Crash Severity
NO INJURY
1 Brooks Street Corridor Safety Audit, Buckhouse
12
Number
% Total
21
70.0%
POSSIBLE INJURY
4
13.3%
1
3.3%
3
10.0%
FATAL INJURY
1
3.3%
Collision Type
Number
% Total
REAR END
18
60.0%
RIGHT ANGLE
7
23.3%
LEFT TURN OD
2
6.7%
SIDESWIPE SD
1
3.3%
PARKED MV
1
3.3%
OTHER
1
3.3%
DORE LANE INTERSECTION CRASH SEVERITY
DORE LANE INTERSECTION COLLISION TYPE
Existing Conditions
PAXSON STREET INTERSECTION
The 2012 Corridor Safety Audit recorded 17 crashes
at the Paxson Street intersection during the study
period with two of the crashes involving pedestrians.
It was noted that “there is a higher occurrence of
angle crashes at this intersection than the rest of the
corridor.”1
PAXSON STREET INTERSECTION MAP
Collision Type
Crash Severity
1
Brooks Street Corridor Safety Audit, Buckhouse
Number
% Total
REAR END
7
41.2%
RIGHT ANGLE
3
17.6%
RIGHT TURN SD
2
11.8%
Number
% Total
NO INJURY
11
64.7%
SIDESWIPE SD
1
5.9%
POSSIBLE INJURY
1
5.9%
LEFT TURN OD
1
5.9%
1
5.9%
PEDESTRIAN
1
5.9%
3
17.6%
FIXED OBJECT
1
5.9%
1
5.9%
OVERTURN
1
5.9%
FATAL INJURY
PAXSON STREET INTERSECTION CRASH SEVERITY
PAXSON STREET INTERSECTION COLLISION TYPE
13
Existing Conditions
AGNES AVE
C2-4
HARVE AVE
RM2.7
RM0.5
EAT ON ST
RT2.7
C2
-4
CT
ON
DI
X
CLARK ST
DIXON AVE
C2-4
C1-4
C 2-
4 /C
R5
C1-4
G
AVE
B2 -2 /CG
PAXSON ST
34th ST
URD III BOUNDARY
35th ST
36th ST
BELLE LANE
R5.4
38 th ST
ROY D
R8
L
BE
ES
CR
LE
T
U
PR
CY
LUX DR
B2-2
RM1-35
CHARLOTT
39th ST
39th S T
39th
ST
E
C1-1/
CG
RT2.7
RT2.7
FASSETT
C1-4/
CLB-I
C1-4
C1-4
12
C1-4
CLB
-I
G
4/C
C1CLB
3&
CHARLOTT AVE
SCHILLING ST
.
U.S
9
AY
HW
HIG
HALL LANE
UN
ZO
NE
D
LB
/C
-4
1
C
R IVE
C1-1
C1-4
/CG
3
BUCKLEY PL
R-2
C1-4
DORE LANE
R-2
M1R-2/
CLB
9
AY
HW
RESERVE ST REET
C2-4/CG
IG
DH
C1-4/
CLB
THOMAS PLACE
C2-4
C1-4
McDONALD
R8
C1-4
C1-4
RT2
ERNEST
McDONALD AVE
OL
B
R
RT10
SOURCE: CITY OF MISSOULA TITLE 20 ZONING ORDINANCE
EXISTING ZONING
14
RM1-35
DIXON AVE
C1-4/CLB
C
HARVE AVE
LB
/C
-4
C1
32
C1-4
C1-4
C1-4/CLB
LB
/C
-4
C1
ERNEST AVE
There are also two small areas within the study area
that are zoned for RT2.7 which is a residential district
that generally allows one dwelling unit per 2,700
square feet of parcel area.
C1-4
GRANT ST
The Brooks Street Corridor is zoned for commercial
uses. There are two commercial zoning districts
found within the study area. These districts are
C1-4 Neighborhood Commercial and C1-4/CLB
Neighborhood Commercial with a Casinos/Taverns,
and Nighclubs overlay. The maximum building height
for C1-4 districts is 125 feet. There are no minimum
setback requirements unless the property abuts an
R-zoned property.
PAXSON ST
C1 1
ZONING
LionsSchool
Park
Washing
Middl
Schoo
Trempers
Jeơerson
School
FairgroundsPark
Ben ton Ave
Bit
USFS
Southgate Mall
Southgate Mall
Mary Ave
URD III
BOUNDARY
M
Holiday
Village
McLeod
Agnes Ave
Park
Agnes A
YMCA
Harve Ave
Boyd
Park
Jeơerson
School
Ern
est Ave
Southg
Multi-Family
Neig
Single Family
Wa
on t
stm
sL
an'
o rm
35th St
Belle Ln
B
Public/Institutional
W Hallm ark Ln
Industrial
St
is
Ho ll
Dr
Vacant
t
sC
ru
p
Cy
Arling t
Lux Dr
Ro y
39th St
38th St
±
Sw
Commercial
ttee Creek Dr
Buckley Pl
38th St
36th St
Tho mas Pl
Russell
School
Ban croft
Park
34th St
Queen St
34th St
Playfair
Park
N Hallm ark Ln
YMCA
St
o ks
Bro Boyd
4th Ave
Garfield St
Grant St
Charlott Ave
Eat on St
Several properties identified in the 2011 study,
including the former K-Mart shopping center at
Brooks and Dore, are undergoing redevelopment.
Dix on Ave
Mcdonald Ave
Paxson St
h
H ig
S
Sentinel
College
High
of
Technology
Dix on Ave School
Fassett Dr
O ld
93
Bo
Pa
Sch illing St
Eat on St
Fairgrounds
Mcdonald Ave
y
wa
Middle
School
ErnRussell
est Ave
School
Dixon Ave
Southgate Mall
Playfair
Park
Har
ve Ave
Washington
Lions
Park
Trempers
Har
ve Ave
Do re Ln
Underutilized lands were identified in the 2011
URD III Curb & Sidewalk Needs Assessment as
potential redevelopment properties. These are
properties that are vacant, industrial, or where the
Larchmont
underlying property
may be of higher value than the
Golf Course
improvements. This includes properties exhibiting
conditions of blight, structures that are approaching
the end of their useful life, and land that can support
a higher intensity of use.
Sentinel
High
School
College
of
Technology
Rose
n
The primary land use within the study area is
commercial. There is a mix of retail, offices, motels,
restaurants, and banks. Many of the buildings are
nearing the end of their useful life and there are
redevelopment opportunities on or near Brooks
Street.
Larchmont
Golf Course
Clark St
Larchmont
EXISTING LAND USE Golf Course
Existing Conditions
Underutilized Lands
SOURCE: URD III CURB & SIDEWALK NEEDS ASSESSMENT
EXISTING LAND USE
15
Existing Conditions
Southgate
Mall
The existing transportation network is limited by
gaps and barriers in the system. Brooks Street lacks
pedestrian and bicycle connections and facilities,
and presents a significant barrier to crossing. Access
to underutilized lands is inhibited by an incomplete
collector street system, which includes McDonald
Avenue, Dore Lane, and a future extension to
Johnson Street to the north.
BR
O
O
KS
SOURCE: URD III CURB & SIDEWALK NEEDS ASSESSMENT
16
VISION
*
L
to
Johnson
Street
AI
TR
M C D O N A LD
B RO
OK
S
±
³
³
é
R ES E R V E
34TH
MFCU
±
³
³
é
Ä
MIXED USE
*
South
Crossing
Arterial Street
Trail
RESIDENTIAL
é
é
±
³
³
±
1ST
23RD
39TH
LA K E
RO Y
TH O M A S
MF RESIDENTIAL
B U C K LEY
38TH
24TH
35TH
36TH
*
Ä
BELLE
Y
RESIDENTIAL
C H A R LO T T
PAXSON
WA
COMMERCIAL
REDEVELOPMENT
MIXED
USE
Ä
PAXSON
GH
é
é
COMMERCIAL
REDEVELOPMENT
FA S S ET T
HI
93
RCIAL
é
S C H I LLI N G
O
LD
EA TO N
NC
RA
TB
NEIGHBORHOOD COMME
DO RE
BIT
TE
RR
Larchmont
Golf Course
ER N E S T
MULTI-FAMILY
RESIDENTIAL
H
C LA R K
OO
DIX O N
RA IN BO W
Redevelopment of Brooks Street will largely depend
on the ability to safely and conveniently access land
along the corridor. This requires a balance between
the need to move traffic and the ability to access and
cross Brooks Street by all modes of transportation.
The Corridor Vision Concept identifies gateway
intersections that provide access to underutilized
properties and safe locations to cross Brooks Street.
Gateway intersections include enhanced crosswalk
treatments, wayfinding, and future traffic signals.
The vision for the corridor also includes decorative
street lighting, landscaped medians, and median
refuge crossings, which serve to enhance safety and
reduce traffic speeds. A network of bicycle lanes
and routes is included to connect existing residential
neighborhoods with commercial destinations and the
Bitterroot Branch Trail.
Southgate
Mall
Existing Traffic Signal
Future Traffic Signal
Wayfinding
Gateway Intersection
±
Retail Anchor
Bus Stop
Median Refuge Crossing
CORRIDOR VISION CONCEPT
17
DESIGN CRITERIA
Design criteria is based on the MDT Road Design
Manual (RDM), Figure 12-7, for Urban Principal
Arterials (NHS – Non Interstate) and the AASHTO A
Policy on Geometric Design of Highways and Streets,
6th Edition, 2011, commonly referred to as the “Green
Book”.
Design exceptions are proposed to provide
consistency with other segments of the Brooks Street
corridor and to create the desired conditions for an
urban arterial street. These include narrowing the
standard travel lane width from 12 feet to 11 feet,
narrowing the inside shoulder width from 2 feet to
1 foot, narrowing the raised median width from 20
feet to 14 feet, narrowing the two-way left-turn lane
(TWLTL) from 16 feet to 14 feet, and narrowing the
parking lane from 10 feet to 8 feet. These design
exceptions deviate from MDT standards, but are
consistent with AASHTO guidelines and with recent
decisions on the Russell Street project.
CRITERIA
VALUE
DESIGN SPEED
SIGNED SPEED
TRAVEL LANE WIDTH
SHOULDER WIDTH
40 MPH
35 MPH
11’ (MINIMUM)*
OUTSIDE: N/A (SEE BIKE LANES)
INSIDE: 1’ (MINIMUM)*
MEDIAN WIDTH
FLUSH: 4’ (MINIMUM)
RAISED: 14’ (MINIMUM)*
TWLTL WIDTH
14’ (MINIMUM)*
BIKE LANE WIDTH (RDM 18.2.2.3) 4’ (MINIMUM) ADJACENT TO PARKING
5’ (MINIMUM) ADJACENT TO CURB
PARKING LANE WIDTH (RDM 11.2.5) 8’ (MINIMUM)*
BOULEVARD WIDTH
4’ (MINIMUM)
SIDEWALK WIDTH
ATTACHED: 7’ (MINIMUM)
BOULEVARD 6’ (MINIMUM)
305’ (MINIMUM)
533’ (MINIMUM)
2.0% (TYPICAL)
4% (MAXIMUM)
CREST: 44(MINIMUM)
SAG: 64 (MINIMUM)
ROADWAY: 6%
SIDWALKS: 5%
RAMPS: 8%
DRIVEWAYS: 10%
0.5%
STOPPING SIGHT DISTANCE
MINIMUM RADIUS
CROSS SLOPE
SUPERELEVATION RATE
VERTICAL CURVATURE (K-VALUE)
MAXIMUM GRADE
MINIMUM GRADE
*REQUIRES DESIGN EXCEPTION
18
PAVERS
PATTERNED CONCRETE
The streetscape design pallette was developed so
that consistent materials, colors, patterns, and details
can be used within the corridor.
The palette includes:








decorative street lights
traffic signals
pavers
patterned concrete
crosswalks
medians
landscaping
wayfinding
Mutual Materials Roman Dominion Paver,
or approved equal
 Color:Harvest Blend
 Pattern: Random Running Bond
 Size: 6” x 6” and 6” x 9”
 Base Color: Davis Color “Yosemite Brown,”
or approved equivalent, integral with
concrete.
 Release Agent: “Cobblestone,” or approved
equivalent.
 Pattern: Brickform “Cheshire Cobble,”
Matcrete “London Cobblestone,” or
approved equivalent.
Mutual Materials Double Holland Paver,
or approved equal
 Color: Charcoal
 Pattern: Square Grid
 Size: 8” x 8”
19
DECORATIVE STREET LIGHTS
6'-0"
MOUNTAIN STATES LIGHTING, OR APPROVED EQUAL, HANG STRAIGHT
PLUMBIZER MOUNT WITH OR WITHOUT PHOTOCELL RECEPTACLE
MOUNTAIN STATES, OR APPROVED EQUAL, SUPPLIED BELL LED FIXTURE.
126 LED, 207 WATT, 120-277 VOLT.
POLE, LUMINAIRE ARM, AND MOUNTING HARDWARE
TO BE PAINTED BLACK BY POWDER COATING OR
APPROVED EQUAL ALTERNATIVE METHOD.
31'-4 1/8"
33'-0"
LIGHT POLE LOGO
POLE BY MOUNTAIN STATES LIGHTING, OR APPROVED EQUAL
PART# 33RSS-5.56(.258)-SA 6'L AC ARM-46'AVE(NAME)-BK
33' ROUND STRAIGHT STEEL POLE
PAINTED WITH FIRST 16"
OF POLE AND BASE PLATE TO BE
COATED WITH INDUSTRIAL ZINC COATING
MIN EPA OF 10.5 IN 90 MPH ZONE (1.3 GUST FACTOR)
4'-0"
USE PHILIPS ADVANCE XITANIUM PROGRAMMABLE LED DRIVER, CLASS 1,
OUTDOOR RATED (IP66), OPERATING AT 120-277 VAC, 530 mA, 50-60 Hz
AUTO SENSING WITH <3kV BUILT IN SURGE SUPPRESSION, >90% POWER
FACTOR, AND <20% THD.
MOUNTAIN STATES LIGHTING, OR APPROVED EQUAL, HANG STRAIGHT
PLUMBIZER MOUNT WITH OR WITHOUT PHOTOCELL RECEPTACLE
MOUNTAIN STATES SUPPLIED BELL LED FIXTURE.
70 LED, 75 WATT, 120-277 VOLT.
COORDINATE INITIAL PROGRAMMING OF PROGRAMMABLE LED DRIVER
WITH THE CITY OF MISSOULA PRIOR TO ORDERING EQUIPMENT FROM
MANUFACTURER.
RUN TWO NO. 16 AWG CONDUCTORS FROM LED DRIVER TO BASE OF THE
POLE AND COIL THREE FEET OF EACH WIRE AT BASE TO ENABLE FUTURE
PROGRAMMING OF LED DRIVER. FINAL TERMINATION OF WIRES TO BE
DETERMINED AT THE TIME OF INSTALLATION.
19'-0"
17'-1"
46" DECORATIVE BASE
BASE BY MOUNTAIN STATES, OR APPROVED EQUAL
PART# UTAH-18"W X 46"H-HDEB-XX
HIGH DENSITY FOAM CORE ELASTOMER
BASE, DENSITY OF 71 LBS PER CUBIC
FOOT. PAINTED BLACK WITH A MODIFIED
URETHANE BEDLINER COATING BASE TO
BE AN AVERAGE OF 5/8" THICK
1
POLE BY MOUNTAIN STATES LIGHTING, OR APPROVED EQUAL
PART# 19RSA-4.5-SM AC SM TRUSS ARM- 42"AVE(NAME)-BK
19' ROUND STRAIGHT ALUM 4.5" OD POLE (.226 WALL THICKNESS)
PAINTED WITH FIRST 16"
OF POLE AND BASE PLATE TO BE
USE PHILIPS ADVANCE XITANIUM PROGRAMMABLE
COATED WITH INDUSTRIAL ZINC COATING
LED DRIVER, CLASS 1, OUTDOOR RATED (IP66),
MIN EPA OF 13.4 IN 90 MPH ZONE (1.3 GUST FACTOR)
OPERATING AT 120-277 VAC, 530 mA, 50-60 Hz
AUTO SENSING WITH <3kV BUILT IN SURGE
SUPPRESSION, >90% POWER FACTOR, AND <20% THD.
42" DECORATIVE BASE
BASE BY MOUNTAIN STATES, OR APPROVED EQUAL
PART# UTAH-18"W X 42"H-HDEB-XX
HIGH DENSITY FOAM CORE ELASTOMER
BASE, DENSITY OF 71 LBS PER CUBIC
FOOT. PAINTED BLACK WITH A MODIFIED
URETHANE BEDLINER COATING BASE TO
BE AN AVERAGE OF 5/8" THICK
DECORATIVE STREET LIGHT POLE
20
PEDESTRIAN LIGHT POLE
COORDINATE INITIAL PROGRAMMING OF
PROGRAMMABLE LED DRIVER WITH THE CITY OF
MISSOULA PRIOR TO ORDERING EQUIPMENT FROM
MANUFACTURER.
RUN TWO NO. 16 AWG CONDUCTORS FROM LED
DRIVER TO BASE OF THE POLE AND COIL THREE FEET
OF EACH WIRE AT BASE TO ENABLE FUTURE
PROGRAMMING OF LED DRIVER. FINAL TERMINATION
OF WIRES TO BE DETERMINED AT THE TIME OF
INSTALLATION.
TRAFFIC SIGNALS
*7
15'-0"
40'
MOUNTING
HEIGHT
SIGNAL POLE, MAST ARM, LUMINAIRE EXTENSION,
AND LUMINAIRE ARE PER MDT STANDARD DETAILS.
MOUNTAIN STATES LIGHTING, OR
APPROVED EQUAL, HORIZONTAL
MAST ARM MOUNT WITH HANG STRAIGHT
PLUMBIZER. CAST ALUMINUM #356HM ALLOY,
TO FIT 2-3/8" O.D. VERIFY THE NEED FOR
PHOTOCELL OR NOT.
OPTIONAL (SHOWN) TWIST-LOCK
PHOTO CONTROL (EYE BY OTHERS)
NECK: CAST ALUMINUM WITH 1 1/4" NPT NIPPLE
CAST ALUMINUM
SNAP LATCH:
TOOL-LESS, STAINLESS STEEL
HOUSING:
DIE-CAST ALUMINUM
COLOR:
BLACK
LED ARRAY MOUNTED ON DIECAST HEATSINK
WITH IP66 RATED FLAT GLASS LENS.
LIGHT FIXTURE
USE PHILIPS ADVANCE XITANIUM PROGRAMMABLE
LED DRIVER, CLASS 1, OUTDOOR RATED (IP66),
OPERATING AT 120-277 VAC, 530 mA, 50-60 Hz
AUTO SENSING WITH <3kV BUILT IN SURGE
SUPPRESSION, >90% POWER FACTOR, AND <20% THD.
COORDINATE INITIAL PROGRAMMING OF
PROGRAMMABLE LED DRIVER WITH THE CITY OF
MISSOULA PRIOR TO ORDERING EQUIPMENT FROM
MANUFACTURER.
RUN TWO NO. 16 AWG CONDUCTORS FROM LED
DRIVER TO BASE OF THE POLE AND COIL THREE FEET
OF EACH WIRE AT BASE TO ENABLE FUTURE
PROGRAMMING OF LED DRIVER. FINAL TERMINATION
OF WIRES TO BE DETERMINED AT THE TIME OF
INSTALLATION.
TRAFFIC SIGNALS WITH LUMINAIRE ARM
21
CROSSWALKS
MEDIANS
NOTES:
NOTES:
CROSSWALK DETAIL
22
LANDSCAPE MEDIAN DETAIL
LANDSCAPING
The selected plants have been used in other projects along Brooks Street or are included on the City of Missoula Desirable Street Tree List. These plants are intended
for boulevards, medians, and accent areas, but individual species may not be appropriate for all locations.
STREET TREES
GREENSPIRE LITTLEAF, LINDEN TILIA CORDATA ‘GREENSPIRE’
AUTUMN GOLD GINGKO, GINGKO BILOBA `AUTUMN GOLD’
GREEN MOUNTAIN SUGAR MAPLE, ACER SACCHARUM ‘GREEN MOUNTAIN’
ACCOLADE ELM, ULMUS WILSONIANA X JAPONICA ‘ACCOLADE’
TARTARIAN MAPLE, ACER TATARICUM
ACCENT TREES
JAPANESE TREE LILAC, SYRINGA RETICULATA
PRAIRIE GEMUSSURIAN PEAR, PYRUS USSURIENSIS ‘MORDAK’
AUTUMN PURPLE WHITE ASH, FRAXINUS AMERICANA ‘AUTUMN PURPLE’
SPRING SNOW CRABAPPLE, MALUS ‘SPRING SNOW’
SHRUBS
HENRY HUDSON SHRUB ROSE, ROSA ‘HENRY HUDSON’
BUFFALO JUNIPER, JUNIPERUS SABINA ‘BUFFALO’
MORDEN SUNRISE SHRUB ROSE, ROSA ‘MORDEN SUNRISE’
GUMBALL SPIREA, SPIRAEA BUMALDA ‘GUMBALL’
PINK BEAUTY POTENTILLA, POTENTILLA FRUTICOSA ‘PINK BEAUTY’
BLUE STAR JUNIPER, JUNIPERUS SQUAMATA ‘BLUE STAR’
GOLDSTAR POTENTILLA, POTENTILLA FRUTICOSA ‘GOLDSTAR’
GRASSES
SHENANDOAH SWITCH GRASS, PANICUM VIRGATUM ‘SHENANDOAH’
KARL FOERSTER FEATHER REED GRASS, CALAMAGRISTIS X ACUTIFLORA ‘KARL FOERSTER’
BLUE FESCUE, FESTUCA OVINA GLAUCA ‘ELIJAH BLUE’
23
MERJE Environments and Experiences is developing
a wayfinding program for Missoula. Specific
locations for a “Midtown” district identification
sign and vehicular directional signs have been
identified. There is the potential for additional district
identification signs and directional signs to be placed
within the Brooks Corridor.
NORTH RESERVE DISTRICT
WAYFINDING
Downtown
Missoula
Adams Center
University of
Montana
VDIR.6
Vehicular Directional
(6” Message - 25mph or more)
DISTRICT IDENTIFICATION SIGN
24
VEHICULAR DIRECTIONAL SIGNS
OVERVIEW
PHASE I CORRIDOR ELEMENTS
Phase I improvements involved reconstructing Dore Lane, intersection lighting,
and a new traffic signal on Brooks. Phase II continues these improvements
north and south of Dore Lane, including extending the decorative street
lighting, adding enhanced crosswalk treatments, designating bike lanes,
adding on-street parking, narrowing the travel lanes to 11 feet, and adding
a median refuge crossing at McDonald/Schilling. This phase will require
discussion of a design exception for 11-foot lanes with MDT.
 Crosswalk Treatments
 Dore Lane Reconstruction
 Intersection Lighting
 Brooks Traffic Signal
MCDONALD AVENUE INTERSECTION





Bulbouts
Crosswalk Treatments
Refuge Crossing
Sidewalk Widening
ADA-compliant Curb Ramps
PHASE II CORRIDOR ELEMENTS






Decorative Street Lighting
Street Trees & Landscaping
Wayfinding
On-street Parking
Bike Lanes
Bus Stops
DIXON AVENUE INTERSECTION
 Green Space
 Landscaping
 Wayfinding Sign
25
BICYCLE & PEDESTRIAN CIRCULATION
Continuity of the bicycle and pedestrian network
is an important element of the design to allow
safe and comfortable use of Brooks Street. Onstreet parking and bike lanes are proposed for the
existing wide shoulders on Brooks. The bike lanes
are interconnected with other on-street bike lanes
and routes, allowing multiple crossing points on
Brooks and access to the Bitterroot Branch Trail. The
pedestrian network is enhanced with wider sidewalks,
improved curb ramps, additional street trees and
landscaping to buffer pedestrians from traffic, and the
median refuge crossing at McDonald/Schilling.
Proposed Bike Lane
Existing Bike Lane
Proposed Bike Route
Proposed Trail
Existing Trail
é
é
Ä
ON
ALD
A
Existing Traffic Signal Crossing
Proposed Median Refuge Crossing
VEN
UE
DOR
E LA
NE
MCD
Proposed Traffic Signal Crossing
é
BROOKS STREET
BICYCLE & PEDESTRIAN CIRCULATION
26
é
Ä
MCD
ON
ALD
A
VEN
UE
TYPICAL SECTIONS
MID-BLOCK
14’
Clear
Zone
6’
Sidewalk
5’
Bike
Lane
8’
Parking
15’ *
Boulevard
14’
Clear
Zone
11’
Travel
Lane
11’
Travel
Lane
14’
Turn
Lane
11’
Travel
Lane
11’
Travel
Lane
5’
Bike
Lane
8’
Parking
15’*
Boulevard
6’
Sidewalk
84’ Curb to Curb
*WIDTH VARIES
ALL DIMENSIONS
TO FACE OF CURB
INTERSECTION
14’
Clear
Zone
6’
Sidewalk
20’ *
Boulevard
*WIDTH VARIES
8’
Bike
Lane
14’
Clear
Zone
11’
Travel
Lane
11’
Travel
Lane
14’
Turn
Lane
11’
Travel
Lane
11’
Travel
Lane
8’
Bike
Lane
20’*
Boulevard
6’
Sidewalk
74’ Curb to Curb
ALL DIMENSIONS
TO FACE OF CURB
27
SCHEMATIC LAYOUT
84’
8’
5’
11’
11’
14’
11’
11’
5’
P
3:1 Ta
per
aper
3:1 T
P
8’
11’
11’
2’
12’
11’
11’
74’
28
8’
8’
Existing Landscaping
Existing Cobrahead Streetlight
Proposed Landscaping
Proposed Decorative Streetlight
Proposed Wayfinding Sign
Existing Sidewalk
Proposed Sidewalk
Pavers/
Patterned Concrete/
Stamped Asphalt
Business Sign or
Billboard
é
é
Proposed Signal
Existing Signal
Existing Tree
Proposed Tree
WAYFINDING SIGN
BUS STOP
`
29
Existing Sidewalk
Proposed Sidewalk
Pavers/
Patterned Concrete/
Stamped Asphalt
Business Sign or
Billboard
é
é
Proposed Signal
Existing Signal
Existing Tree
Proposed Tree
BUS STOP
BUS STOP
WAYFINDING SIGN
`
30
Existing Sidewalk
Proposed Sidewalk
Pavers/
Patterned Concrete/
Stamped Asphalt
Business Sign or
Billboard
é
é
Proposed Signal
Existing Signal
Existing Tree
Proposed Tree
BUS STOP
BUS STOP
`
31
WAYFINDING SIGN
GREEN SPACE
MEDIAN REFUGE CROSSING
Existing Sidewalk
Proposed Sidewalk
`
32
Pavers/
Patterned Concrete/
Stamped Asphalt
Business Sign or
Billboard
é
é
Proposed Signal
Existing Signal
Existing Tree
Proposed Tree
OVERVIEW
Phase III improvements include adding raised, landscaped medians, an additional median refuge crossing
at Eaton, and a new traffic signal at McDonald. Raised medians improve safety and preserve capacity by
reducing the number of conflict points between turning vehicles and encouraging lower speeds, as well as
improving the aesthetics of the corridor. This phase will require meetings with the adjacent landowners and
businesses to discuss access and additional analysis of signal warrants.
EATON INTERSECTION
 Refuge Crossing
 Crosswalk Treatments
PHASE III CORRIDOR ELEMENTS
 Landscaped Medians
 Traffic Signal at McDonald
 Refuge Crossing at Eaton
MCDONALD INTERSECTION
 New Traffic Signal
33
ACCESS & CIRCULATION (INGRESS)
ON
ALD
A
VEN
UE
NA
VEN
UE
34TH
STRE
ET
LLIN
GS
TRE
ET
FIGURE 1: INGRESS ACCESS & CIRCULATION
TRE
ET
ON
S
ON
ALD
A
VEN
UE
PAXS
MCD
SCHI
EATON STTRREET
BROOKS STREET
34
DIXO
SCHI
DOR
Cross-Access
Easement
E LA
NE
MCD
turning traffic. Allowing U-turns at signalized
intersections should also be considered with the
addition of raised medians.
TRE
ET
Brooks. In some cases, cross-access easements will
be required between different ownerships to allow
access from the signals. The new traffic signal at
McDonald plays an important role in providing access
to the local street network and evenly distributing
LLIN
GS
Raised medians will alter access and circulation
patterns to adjacent properties. In general, right
turns will remain unchanged, but left turns will require
new routes. In most cases, the local street network
provides left turn access from traffic signals on
ACCESS & CIRCULATION (EGRESS)
VEN
LLIN
GS
ON
ALD
A
UE
DIXO
NA
VEN
UE
TRE
ET
34TH
STRE
ET
TRE
ET
ON
S
ON
ALD
A
VEN
UE
PAXS
MCD
LLIN
GS
EATON STREET
SCHI
DOR
Cross-Access
Easement
E LA
NE
MCD
TRE
ET
are proposed as left-in-only access, requiring
left turns out to occur at the signals. In all cases,
reasonable access to the adjacent properties can be
accomplished with minimal (less than one block) outof-direction travel.
SCHI
Left turn access to Brooks should be encouraged
at the signalized intersections. Again, this requires
use of the local street network and cross-access
easements to connect individual properties to
the signals. Several mid-block median openings
FIGURE 2: EGRESS ACCESS & CIRCULATION
35
MID-BLOCK
TYPICAL SECTIONS
14’
Clear
Zone
6’
Sidewalk
15’ *
Boulevard
5’
8’
Parking Bike
Lane
14’
Clear
Zone
11’
Travel
Lane
11’
Travel
Lane
1’
Sh.
12’
Raised
Median
1’
Sh.
11’
Travel
Lane
11’
Travel
Lane
8’
5’
Bike Parking
Lane
15’*
Boulevard
6’
Sidewalk
14’
84’ Curb to Curb
INTERSECTION
14’
Clear
Zone
6’
Sidewalk
20’ *
Boulevard
8’
Bike
Lane
11’
Travel
Lane
11’
Travel
Lane
14’
Turn
Lane
11’
Travel
Lane
*WIDTH VARIES
ALL DIMENSIONS
TO FACE OF CURB
36
74’ Curb to Curb
14’
Clear
Zone
11’
Travel
Lane
8’
Bike
Lane
20’*
Boulevard
6’
Sidewalk
SCHEMATIC LAYOUT
84’
5’
11’
11’
12’
Raised
Median
P
1’
11’
11’
5’
P
aper
3:1 T
1’
r
pe
Ta
:1
10
8’
11’
11’
8’
3:1 Ta
per
8’
2’
12’
11’
11’
8’
74’
37
Existing Sidewalk
Proposed Sidewalk
Pavers/
Patterned Concrete/
Stamped Asphalt
Business Sign or
Billboard
é
é
Proposed Signal
Existing Signal
Existing Tree
Proposed Tree
`
38
Existing Sidewalk
Proposed Sidewalk
Pavers/
Patterned Concrete/
Stamped Asphalt
Business Sign or
Billboard
é
é
Proposed Signal
Existing Signal
Existing Tree
Proposed Tree
MEDIAN REFUGE CROSSING
`
39
Existing Sidewalk
Proposed Sidewalk
Pavers/
Patterned Concrete/
Stamped Asphalt
Business Sign or
Billboard
é
é
Proposed Signal
Existing Signal
Existing Tree
Proposed Tree
`
40
Existing Sidewalk
Proposed Sidewalk
Pavers/
Patterned Concrete/
Stamped Asphalt
Business Sign or
Billboard
é
é
Proposed Signal
Existing Signal
Existing Tree
Proposed Tree
`
41
BEFORE & AFTER RENDERING
DORE LANE/BROOKS
EXISTING CONDITIONS LOOKING NORTH
42
DORE LANE/BROOKS
PHASE I/PHASE II IMPROVEMENTS
43
EXISTING CONDITIONS LOOKING SOUTH
44
PHASE II MEDIAN REFUGE CROSSING
45
Implementation
PHASED IMPLEMENTATION
COST ESTIMATES
FUNDING
Implementation of the Brooks Street Corridor
improvements is envisioned over several years.
The initial phase, the Dore Lane intersection, was
completed Spring 2014. Phase II is anticipated
in 2015 and Phase III is anticipated in 2016 or
beyond. As with Phase I, coordination with MDT,
City Engineering, and adjacent landowners will be
required for Phases II and III. The raised medians
in Phase III will require significant discussion, and
possible negotiation of easements, with the adjacent
landowners to resolve access changes.
The preliminary cost estimate for Phase II and Phase
III improvements is shown below.
Several potential funding sources are available for
these improvements, including both local and federalaid funding. Based on preliminary discussions with
MDT, the following funding scenario is anticipated:
FUNDING
PHASE
SOURCE
TYPE
ESTIMATED COST
II
MRA
TAX INCREMENT FINANCING
$1,570,000
III
MDT
NATIONAL HIGHWAY (NH)
PROGRAM
$ 700,000
TOTAL
BROOKS STREET CORRIDOR PLAN- RESERVE TO DIXON
$2,270,000
46
Implementation
NEXT STEPS
This includes:
 Review and Approval by MRA Board of
Directors
 Review and Approval by City Engineering
 Review and Approval by MDT
 Review and Approval by Parks & Recreation
 Review and Approval by City Council
 Maintenance Agreements
 Landowner/Stakeholder Meetings
 General Public Meetings
Implementation of the Brooks Corridor Plan will
require cooperation between MDT, City, adjacent
landowners, and other stakeholders. To date, the plan
has been an internal effort between MRA and MDT
staff. To be implemented, the plan will need broad
public and political support.
TIMELINE
2013
2014
2015
2016
2017
Phase I
Design &
Construction
City/MRA
Preliminary Design
Brooks
Corridor Plan
Review &
Approval
Phase II
Final Design
Landowner/
Stakeholder
Meetings
Final Construction
Drawings
Phase II
Construction
Advertise &
Bidding
Construction
MDT
Phase III
Final Design
Traffic
Analysis
Easement
Negotiations
Phase III
ConstrucƟon
Final ConstrucƟon
Drawings
AdverƟse &
Bidding
ConstrucƟon
47

Brooks Street Corridor Plan

Transcription

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