University of Southern Maine Campus Parking Study – Gorham, Maine

Transcription

Bicycle Approaches to Tukey’s Bridge
Table of Contents
Executive Summary……………………………………………………..……………………………………………………...1
Introduction………........……..…………………………...............................……………………………………………2
Existing Conditions…………………………………………………………….……………………………………………….3
Peninsula Approach..……………………………………………….………………………………………………….3
East Deering Approach.……………………………………………………………………………………………….5
Identification of Alternatives……………………………………………….………………………………………………..7
Peninsula Approach…………………………………………….……………………………………………………...7
East Deering Approach……………………………………..………………………………………….…………...11
Washington Avenue Entrance Treatments……………..……………………………………………..…….12
Preliminary Opinions of Probable Construction Costs……………..…………………………………...………15
Recommendations……………………………………………..………………………………………….………………….16
Appendix A
Sheet 1………………………..……………………….………………………….………Study Area and Cross Sections
Sheet 2……………………………………….………………………………...………Peninsula Approach Options ‘A’
Sheet 3…………………………………….………………………………………….. Peninsula Approach Options ‘B’
Sheet 4…………………………………………..……………………………..……...East Deering Approach Options
Sheet 5…………………………………….…………..……...Washington Avenue Entrance Treatment Options
P.O. Box 1237/15 Shaker Road
Gray, Maine 04039
207.657.6910/[email protected]
JN 2228
Portland, Maine
Executive Summary
Gorrill-Palmer Consulting Engineers, Inc. has been retained by PACTS to complete a review of
the bicycle accommodations approaching Tukey’s Bridge from the Portland Peninsula as well as
the East Deering Neighborhood of Portland, and to identify potential entrance treatments on the
Peninsula side of Washington Avenue. The City currently has or is planning bicycle facilities both
on and off street in the vicinity of Tukey’s Bridge, but actual connections to the Tukey’s crossing
are inadequate or circuitous. This report is intended to identify the deficiencies and provide
options to improve the access. The plan provides focus for the capital investments necessary to
provide a short term approach to safer pedestrian/bicycle circulation, and identifies potential
longer term measures.
Our office completed an inventory and evaluation of the existing facilities on each side of Tukey’s
Bridge and proposes the following improvements to the facilities as shown on Figures 1 through 4
of Appendix A.
Peninsula Approach
¾ Widen the sidewalk along the west side of Washington Avenue from Eastern Prom to Tukey
Street (Anderson Street ramp) to provide a multi-use path.
¾ Construct a separated multi-use path along the northwest side of Tukey Street to connect with
the Bayside Trail.
Washington Avenue Entrance Treatment from the Peninsula
¾ Provide median with entrance treatment features such as landscaping and signing on the
Washington Avenue approaches to Eastern Prom.
¾ Long-term consideration of a potential roundabout at the Eastern Prom intersection.
East Deering Approach
¾ Provide direct access from the end of Bates Street to the Back Cove trail.
¾ Relocate a portion of the sidewalk along the Washington Avenue on-ramp to southbound I295 to address sight distance issues created by the retaining wall along the west side of the
ramp.
¾ Long term consideration should be given to widening this ramp to provide suitable bicycle
access from the Back Cove along this ramp to the Bates/Veranda intersection to avoid at-grade
crossing of Baxter Boulevard/I-295 ramp terminals.
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Chapter 1
Introduction
Tukey’s Bridge crosses the mouth of Back Cove and is the confluence of I-295 and Washington
Avenue as well as the Back Cove and Eastern Prom multi-use trails. There is a complicated
highway ramp system in this area that makes bicycle connections very difficult and/or circuitous.
This study encompasses the approach areas on each side of Tukey’s Bridge as well as a connection
to the proposed Bayside multi-use trail.
The Peninsula approach to Tukey’s is along Washington Avenue, with no legal bicycle connection
to the bridge. Bicyclists have been observed crossing Tukey’s Bridge on the Interstate shoulder
(the bicycle prohibition sign is located almost on the bridge), as well as the Tukey’s shared use
sidewalk by proceeding in the shoulder against inbound ramp traffic or using the sidewalk along
Washington Avenue to reach the bridge shared use sidewalk. These methods of approaching
Tukey’s Bridge are not desirable or safe means of access. The Back Cove Trail does have a loop
connection under Tukey’s Bridge to Marginal Way and the Eastern Prom Trail. However, this is
a circuitous route for reaching downtown destinations.
The Back Cove Trail provides access to the Tukey’s Bridge crossing from East Deering, but
getting to the trail from the Washington Avenue/Bates Street/Veranda Street intersection is
inconvenient and involves a difficult crossing of Baxter Boulevard. There is a bike lane along
Bates Street, but to reach the trail, bicyclists are currently directed to use a pedestrian crosswalk on
Baxter Boulevard. As an alternative, some bicyclists are using the five-foot wide sidewalk along the
Washington Avenue southbound on-ramp to I-295. This is hazardous to pedestrians, particularly
in one section where a tall, curved retaining wall blocks sight distance.
Speeds along the Peninsula side of Washington Avenue are of concern due to the fact that the I295 ramp terminals are an extension of Washington Avenue. This is not so problematic on the
East Deering side since there is an immediate signalized intersection with difficult geometrics.
Therefore, in the interest of improving pedestrian and bicycle crossing safety, this report also
addresses potential entrance treatments on the Washington Avenue side of Tukey’s Bridge.
This report is intended to investigate options for improving bicycle access on the approaches to
Tukey’s Bridge. The goal of the plan is to identify alternatives that can be implemented quickly
and at reasonable costs as well as longer term measures that may optimize the safety and
convenience of access.
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Portland, Maine
Chapter 2
Existing Conditions
Peninsula Approach
There are two ways to access the Peninsula end of Tukey’s Bridge. One is via Washington
Avenue and the other is via Tukey Street, i.e. the one-way ramp from the Bridge to Anderson
Street. Each of these approaches is described below.
Washington Avenue
Washington Avenue is a major arterial for access to downtown Portland. North of Eastern Prom,
Washington Avenue has a twelve foot travel lane and eight foot shoulder in each direction. The
roadway widens to three lanes (two inbound and one outbound) with six foot shoulders and divides
at the ramp terminals to I-295. There is a six foot sidewalk along the west side of Washington
Avenue that is separated from the roadway by a guardrail. There is an overhead pedestrian
crossing sign array at the Eastern Prom intersection.
There is no posted speed on Washington Avenue inbound until Eastern Prom where a 25 MPH
limit is posted. There is a 30 MPH ramp advisory speed sign at the exit from I-295. There is no
posted speed on outbound Washington Avenue, with the assumption that the 25 MPH speed on
the downtown side of Washington Avenue applies north of Eastern Prom. However, that speed
limit is not adhered to by drivers; nor is the 30 MPH ramp advisory speed.
There is no legal crossing of Tukey’s Bridge on outbound Washington Avenue. A mounted
bicyclist should not use the existing sidewalk as shown below to reach the Tukey’s Bridge shared
Figure 2.1: Washington Avenue Existing Conditions
Figure 2.2: Washington Avenue Existing Typical
Section
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use sidewalk, and bicyclists are not allowed on the outbound shoulder of the bridge. Therefore
the existing conditions shown in the previous Figures are only for inbound Washington Avenue.
Tukey Street
Tukey Street is a one-way ramp from the Washington Avenue off-ramp to Anderson Street, but is
not heavily used. There is no posted speed, with the Washington Avenue off-ramp advisory speed
of 30 MPH assumed to apply. Tukey Street is 28 feet wide with no pavement markings. There
are no pedestrian or bicycle accomodations along Tukey Street. Tukey Street is stop controlled
for left turns onto Anderson Street and yield-controlled for right turns onto Plowman Street at the
bottom of the ramp.
Figure 2.3: Tukey Street Looking from
Anderson to Washington
Figure 2.4: Tukey Street Existing Typical Section
Washington Avenue Ramp at Tukey Street
The Washington Avenue sidewalk is connected to the Washington Avenue Ramp shared-use
sidewalk by a crosswalk across Tukey Street. The ramp sidewalk is approximately 7’ 6” wide with
a 54” metal railing on the outside and a 32” concrete barrier on the vehicular traffic side. The
concrete barrier and railing transition to guard rail at the end of the bridge. The street-side guard
rail ends at the crosswalk while the guardrail at the back of the sidewalk continues on Tukey Street.
The interface between pedestrians/bicyclists and vehicular traffic is very complicated at this
location. The crossing is around the curve leading from the Washington Avenue ramp onto
Tukey Street causing sight distance concerns for motorists and pedestrians/bicyclists. The intent of
approaching drivers is often unclear as to whether they are turning onto Tukey Street as many do
not signal for this movement and speeds are high. These concerns and existing conditions are
depicted in the following photographs:
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Portland, Maine
Figure 2.5: Pedestrian Crossing partially obscured
Figure 2.6: Pedestrian and Bicyclist assessing
Crossing
Bicyclists approaching from the north on Baxter Boulevard can easily get onto the Back Cove
Trail to reach Tukey’s Bridge. However, those coming from Veranda Street or Presumpscot
Street must negotiate the Washington/Veranda/Bates intersection, utilize Bates Street, and cross
the Baxter Boulevard/I-295 ramp terminals or walk/illegally ride the five foot sidewalk along the
Washington Avenue southbound ramp to I-295.
Bates Street Route
This route is assigned as the East Coast Greenway. Bates Street serves as the access to Baxter
Boulevard as well as the I-295 northbound on ramp and southbound off ramp. There is one
travel lane in each direction with bike lanes mid-block. Approaching Washington Avenue, Bates
street quickly widens to what is essentially 2 ½ lanes plus an intermingled bike lane. Approaching
Baxter Boulevard, Bates Street splits to provide a right turn yield-controlled roadway to enter onto
Baxter Boulevard. Bates Street straight-ahead is stop-controlled for the left turn onto Baxter
Boulevard to the I-295 northbound ramp terminal. Bicyclists need to follow the right turn
roadway, dismount and cross in a pedestrian crosswalk over the right turn roadway and the I295/Baxter Boulevard ramp terminals for I-295 north of Portland to enter the Back Cove Trail.
Bicyclists headed outbound to East Deering and Falmouth need to make a u-turn at this crosswalk,
proceed east on Baxter Boulevard and then make a left turn onto Bates Street. These conditions
are depicted in the following photographs:
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Figure 2.7: Pedestrian crossing
of Baxter Boulevard to Back
Cove Trail
Figure 2.8: Left onto Bates from
Baxter Boulevard
Figure 2.9: Approach to Washington
Avenue from Baxter Boulevard
Washington Avenue/Ramp Sidewalk Route
This is currently not a legal route for a mounted bicyclist as it consists of a five foot wide sidewalk.
Exacerbating the use of the five foot sidewalk as a riding route is the presence of a tall, curved
retaining wall that obscures sight distances. Although there are some portions of this route that are
relatively unconstrained and could be easily widened, the noted retaining wall as well as bridge
abutment treatments would make upgrading this route very difficult. The following photos depict
the constrained conditions in the vicinity of the wall and abutments as well as more open
conditions where the sidewalk is separated from the roadway and where there is no retaining wall:
Figure 2.10: Sidewalk at Wall
Figure 2.11: Sidewalk in
unconstrained Area
Figure 2.12: Sidewalk at Abutment
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Chapter 3
Identification of Alternatives
Peninsula Approach
Two options to provide bicycle access for each of Washington Avenue and Tukey Street have
been identified. These are shown on Figures 2 & 3 of the Appendix and are described below:
Washington Avenue
Access from Washington Avenue can be provided only along the west side of Washington Avenue
since this is the location of the existing shared use sidewalk on the Washington Avenue ramp from
I-295/Tukey’s Bridge. Therefore a shared use path separated from the roadway is required. This
separation can be either by distance or by a barrier. Since Washington Avenue in this area is on a
steep, high embankment, it is most practical to use a barrier for separation. Ideally, a twelve foot
path would be provided, with a minimum of ten feet acceptable. We have evaluated using a twelve
foot width from the face of curb to edge of the path, yielding a net width of 10’ to 10’ 6” when
deducting for barriers. Two options for providing this path have been identified as follows:
Option A: Reduced Roadway Shoulder
To minimize impacts due to the steep embankment, this option would narrow the ten-foot
shoulder on Washington Avenue to six feet and then widen the existing sidewalk by two feet to
provide a total width of twelve feet minus barriers as shown in the following typical section:
Figure 3.1: Peninsula Approach Option ‘A’
It may be desirable to use a combination railing/guardrail along the street side for durability,
particularly for snow plowing operations. Also, since the shoulder is somewhat narrower in the
four-lane section of Washington Avenue, this option would include a portion in accordance with
Option B in the vicinity of Tukey Street. Also common to both options is placement of an
Interstate pedestrian/bike prohibition sign on Washington Avenue immediately north of Eastern
Prom so that bicyclists are notified at a point where they can reroute without riding against ramp
traffic.
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Option B: Maintain Existing Shoulder
Should maintenance of the existing shoulder width on Washington Avenue be a desirable
objective, the full extent of the widening to achieve a twelve-foot wide shared use path could be
achieved through use of a retaining wall. The existing Washington Avenue curb line would be
preserved and a wall varying in height from two to four feet would be needed along the widened
edge of the path. This would require a railing along both sides of the path for separation from
traffic on one side and to limit exposure to the wall drop-off and steep slope on the other side.
This option is depicted in the following typical section:
Figure 3.2: Peninsula Approach Option ‘B’
Tukey Street
This one-way street that serves as a ramp from Tukey’s Bridge to Anderson/Plowman Streets will
be an important link to the planned Bayside Trail. Given the ramp width, it is possible to provide
bike lanes on each side within the existing paved area, or a curb line could be moved to provide a
separated path. Similar to the Washington Avenue approach, steep grades on each side of
Tukey’s Street present challenges to the work.
One consideration in the selection of an option is the location of the Bayside trail to the north side
of Tukey Street. Placing a separated path on the north side of Tukey Street would limit the
number of street crossings required to reach the shared use sidewalk on Tukey’s Bridge. This is of
particular importance at the top of the Street/ramp where vehicular speeds and driver intent greatly
complicate the crossing maneuver.
Both options would have one element in common: improve safety at the top of the ramp. We
propose to accomplish this through modification of the curb line for traffic bearing right from the
Washington Avenue/Tukey’s Bridge ramp onto Tukey Street. The following excerpt from the
plans in Appendix A depicts the change to the curb line:
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Figure 3.3: Curb Adjustment at Washington Avenue/Tukey’s Bridge Ramp at Tukey Street
This adjustment would accomplish several goals: first would be to tighten the radius slightly to
slow exiting traffic; second would be to shift the observation point for crossing pedestrians and
bicyclists to provide a better view of approaching vehicles; third would be to make the
pedestrian/bicyclists more apparent to drivers; and fourth would be to “shadow” the bike lane or
path on Tukey Street.
Option A: One-Way Bicycle Lanes & Sidewalk
This option would provide six foot bike lanes on each side of Tukey Street, and leave a sixteenfoot vehicular travel lane between them. This option would also include a five-foot sidewalk on the
south side of the street to provide pedestrian access to the bridge. Although this is a viable option,
we do have concerns for safety relative to a contra-flow bike lane on what is essentially an off-ramp,
and the somewhat complicated interface at the intersection with Washington Avenue. A variation
of this option would be to provide an eight-foot wide multi-use sidewalk on the south side in lieu of
the contra-flow bike lane. This option is depicted in the following typical section:
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Figure 3.4: One-Way Bicycle Lanes with Sidewalk (Option ‘A’)
Option B: Shared-Use Path
This path would be along the north side of Tukey Street and would be accomplished by shifting
the north curb line to narrow Tukey Street to nineteen feet. This would allow a twelve-foot shared
use path separated from the street with a pedestrian/bike railing. Unlike Washington Avenue, this
route would not need a guard rail as snow would likely all be plowed to the south, reducing
durability concerns. Also, vehicular momentum to the south on this ramp reduces any likelihood
of crossing a curb on the north side of the ramp. As noted earlier, this option minimizes
crossings of Tukey Street by placing all pedestrians and bicyclists on the same side of the street
with the Bayside Trail and Tukey’s Bridge. This option is depicted in the following typical section:
Figure 3.5: Shared-Use Path (Option ‘B’)
Tukey Street at Anderson Street/Plowman Street
The current configuration has a delta island with a right turn slip lane that is in close proximity to
the Bayside Trail. Figures 2 & 3 show the minimum treatment of converting the slip lane to “stop”
control due to its proximity to the Bayside Trail. Figure 3 also shows an alternative treatment to
eliminate the slip lane and delta island that would require relocation of a large utility pole.
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Two options to provide bicycle access from East Deering to Tukey’s Bridge have been identified.
These are shown on Figure 5 of the Appendix and are described below:
Option A: Bates Street Extension
This option addresses the current need for bicyclists to dismount to legally cross Baxter
Boulevard/I-295 ramp terminals to arrive at the Back Cove Trail or to leave the Back Cove Trail
bound for Bates Street. This option provides for a fourth, bicycles- only, leg to the Bates Street
intersection that connects directly to the Back Cove Trail. Two one-way connections are proposed
to provide proper alignment with Bates Street without an unduly wide connection to the Trail. To
enter the Trail, bicyclists proceeding southwest along Bates Street would cross the right turn
roadway leading to Baxter Boulevard westbound and proceed straight along Bates Street to the
stop controlled intersection with Baxter Boulevard. A connection to the Back Cove Trail, which
bicyclists could reach by proceeding straight across this intersection, would be provided. Similarly,
a connection aligning with the existing Bates Street northeast-bound bike lane would be provided
for cyclists leaving the Trail. We anticipate that this crossing may be limited to more advanced
bicyclists due to the difficulty of the intersection, and recommend maintaining the option of
utilizing the existing crosswalk for less experienced cyclists. The following plan excerpt shows the
proposed connection:
Figure 3.6: Bates Street Connection (Option ‘A’)
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Option B: Ramp Sidewalk Widening
Providing a suitable shared use sidewalk along the Washington Avenue/I-295 SB on-ramp may be
the better option for connecting to Tukey’s Bridge as it allows for grade-separated crossing of the I295 ramps/Baxter Boulevard.
The outbound crossing to Veranda Street at the
Bates/Washington/Veranda intersection may be somewhat complicated, but this may be preferable
to the at-grade crossing of Baxter Boulevard. However it is far more challenging relative to
construction and costs. The first challenge would be to relocate the significant retaining wall shown
in the existing conditions photos. This would likely have impacts on the commercial property
(parking lot) that sits atop this retaining wall. The second challenge would be the modification of
the abutment treatments for the I-295 ramp overpasses. We recommend this option for further
study as the preferred approach to East Deering. The following plan excerpt depicts the existing
sidewalk route:
Figure 3.7: East Deering Ramp Sidewalk (Option ‘B’)
Washington Avenue Entrance Treatments
As previously mentioned, the speed of traffic entering and leaving the I-295 ramp terminals are of
concern for pedestrian and bicycle crossings in the vicinity of Eastern Prom. There is a marked
crosswalk with an overhead pedestrian crossing sign assembly, but vehicular speeds appear to be in
the 35 MPH+ range through the intersection and Washington Avenue is about 40 feet wide in this
area. We have evaluated various measures to address the speeds as follows:
Speed Limit Signage
The 30 MPH ramp advisory speed for southbound I-295 traffic exiting to Washington Avenue is
not heeded by motorists in general, and the first regulatory speed sign (25 MPH) is immediately in
advance of the Eastern Prom intersection. We recommend a regulatory 30 MPH speed limit sign
be posted on the ramp in advance of the Tukey Street exit to make this the legal speed limit. This
may help to reduce vehicular speed prior to the 25 MPH limit at the Eastern Prom intersection.
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There is an outbound 25 MPH speed limit sign on Washington Avenue approximately 500 feet
south of Eastern Prom, but this appears to be quickly forgotten by outbound drivers. There is a
regulatory 35 MPH speed limit sign about 800 feet north of the Eastern Prom intersection. We
recommend placement of a 25 MPH speed limit sign immediately north of the Eastern Prom
intersection to reinforce the lower speed through the intersection.
Option A: Roundabout Treatment
This option is depicted on Sheet 4 of the Appendix. While this would provide a very definitive
entrance treatment that would slow traffic through the Eastern Prom intersection, the grades in this
area would be very challenging. The steep grades down to the west and up to the east would likely
result in retaining walls up to twenty feet tall in spots. Further study and evaluation of grades is
needed to fully assess this option, which could include an oblong as opposed to circular
roundabout. The following plan excerpt shows the roundabout option:
Figure 3.8: Potential Roundabout Treatment (Option ‘A’)
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Option B: Median Treatment
The width of Washington Avenue at the Eastern Prom intersection would allow placement of an
eight or ten foot wide raised median on both approaches. There is room for a 50 foot long
median on the south side of the intersection without blocking driveways, and we recommend a 75
foot long median on the north side where there are no driveways. The median would provide an
entrance treatment that would narrow the pavement and help control speeds, and also provide a
pedestrian refuge.
Figure 3.9: Potential Median Treatment (Option ‘B’)
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Chapter 4
Preliminary Opinions of Probable Construction Cost
Gorrill-Palmer Consulting Engineers, Inc. has prepared preliminary opinions of probable
construction costs for the various treatments that have been identified, except for those requiring
further study. These are the roundabout option and the Washington Avenue SB I-295 ramp
sidewalk option.
The following preliminary opinions of probable construction costs do not include the following:
¾ Legal or Engineering Costs
¾ Remediation or removal of hazardous materials
¾ Right-of-way costs
¾ Wetland remediation or permitting
¾ Utility relocations
Costs based on MaineDOT 2008 unit prices as follows:
Preliminary Opinion of Probable Construction Costs
Improvement
Opinion of Cost
Washington Avenue
Option A – Reduced Shoulder
Option B – Maintain Shoulder
Tukey Street (Anderson Street Ramp)
Option A – Bike Lanes
Option B – Shared Use Path
East Deering
Bates Street Extension
Washington Avenue Entrance Treatment
Median
$168,000
$286,000
$ 42,000
$162,000
$ 45,000
$ 46,000
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Portland, Maine
Chapter 5
Recommendations
Gorrill-Palmer Consulting Engineers, Inc. recommends the following for short-term actions to
improve access to Tukey’s Bridge:
Peninsula Approach
Option A – Reduced shoulder to provide path widening is recommended for Washington Avenue
to minimize impacts to the steep embankment on the east side of Washington Avenue and to
provide roadway narrowing to help with speeding concerns.
Option B – Shared Use Path is recommended for Tukey Street as this provides the safest most
convenient option and would be the long-term solution for this approach. Institute “stop” control
for slip lane on Tukey Street at Plowman Street.
Installation of medians for entrance treatment and to provide pedestrian refuge is recommended
for the Eastern Prom intersection regardless of the selected bicycle path option.
Construction of the Bates Street extension (bicycles only) is recommended as a short-term
measure to improve access to/from East Deering. However, further study should be provided to
assess the possibility of widening the Washington Avenue/I-295 SB sidewalk to be a shared use
sidewalk.
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Appendix A
Study Area and Cross Sections….……………………..………………...A.1
Peninsula Approach Options ‘A’.…..………………………..…………..A.2
Peninsula Approach Options ‘B’…………………………………….……A.3
East Deering Approach Options…………...……….……………….……A.4
Peninsula Approach Entrance Treatment Options…….……….…….A.5
Gray, Maine 04039
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Portland, Maine

University of Southern Maine Campus Parking Study – Gorham, Maine

Transcription

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