Evansville, IN Lincoln Avenue road diet

8/4/2019 Evansville, IN Lincoln Avenue road diet

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A PRESCRIPTION FOR HEALTH

E VANSVILLE MPO

• DAVE STENSAAS





PROJECT DESCRIPTION:

o The conversion of ~11,000’ of Lincoln Ave., with HES funding,

from an undivided 4‐lane layout to a 3‐lane design:

o Milling and overlay, and the replacement of non‐ADA compliant

curb ramps will be done on the eastern side(4/10). The remainder

of the project will consist of lane‐line removal and the applicationof new lane markings and other pavement markings.



INTENT OF

PROJECT:

• Crash Reduction.

Lincoln Avenue is a high accident corridor, due largely to offset, left‐turn lanes.

• Pedestrian Safety Enhancement

•People will be safer on sidewalks and when crossing Lincoln Avenue. The

corridor will also be more comfortable and attractive for walkin .

• Bicycle Facility Enhancement

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



‐



LINCOLN AVENUE‐

CONCEPT



STUDY LIMITS AND CORRIDOR CHARACTERISTICS

ROJECT IMITS:

ROTHERWOOD AVE. TOS. HEBRON AVE.

o Main entrance to the University of Evansville and St. Benedict’s Church

o Secondary entrance to Memorial H.S. and the Evansville State Hospital

o Mainly residential with concentrated commercial and institutional uses

o Carries local and through traffic (commuter route through neighborhoods)

o Pedestrian traffic can be si nificant, articularl near schools

o Unappealing for bicycle operation



INCOLN VENUE CCIDENT DATA

YEARS TOTAL ACCIDENTS PROPERTY DAMAGE FATALITY/INJURY

2001 − 2006 538 486 52

Annual Average = 90 accidents



LINCOLN AVENUE TRAFFIC DATA

– o ume

West of Weinbach Ave. 7,868

East of Vann Avenue 13,375

SIGNALIZED INTERSECTION LEVEL OF SERVICE

Vann Avenue C+

Boeke Road B+

Weinbach Avenue B



LINCOLN AVENUE SPEED DATA

A 48‐hour traffic survey indicated that in the block between Memorial HS and the

o Average speeds between 9 am and 2 pm reached 35‐36 mph (EBRL)

o More than 27% of vehicles were travelling ≥ 35 mph

o The 85th percentile speed was 38.2 mph

Typical travel speeds are more aligned to a 35 mph speed limit than the

existing conditions





• Intersection Crash Anal sis – 2003

City Crash Location Crash Rates Rank

Weinbach Avenue 3.33 # 8

Green River Road 3.14 # 14

Vann Avenue 2.29 # 47

Lincoln Avenue Corridor Study ‐ 2004• and HES Project application



‐

• 2005: INDOT approval, local project rejection

• Project goes into dormancy for 3+ years



PROJECT REVIVAL

• Bike route ideas bring up the Lincoln Avenue project

• .

• Favorable political alignment and a bikeway champion

• Mayor grants permission to seek public support – 12/07



PROJECT REVIVAL ‐ CONTINUED

Building Support:

o Research into Road Diets/Lane Conversions

o Online research, case studies, Iowa DOT/ISU Guidelines

o APBP Contacts – meeting with Dan Gallagher

o Presentations and Conversations

o University of Evansville (wrote letter of support)

o Reitz Memorial High School

o St. Benedicts Cathedral Parrish

o Calls to Methodist Tem le Lutheran Church Bethel Tem le

o Neighborhood Associations meeting (four groups)

o City Engineers Office

o y ounc – arc , muc pu c suppor



PROJECT REVIVAL ‐ CONTINUED

Advancing the Project:

o Media articles and editorials ublic res onse

o Bike route becomes unintended project focus

o Workin with Cit En ineer METS Public Works De t.

o Coordination with INDOT (HES program) to secure funding,

– ,

o Follow‐up meetings (3) with Mayor Weinzapfel

o Discussion of project limits and design alternatives

o Integrating Lincoln Ave. into a city bikeway system



A BIKEWAY SYSTEM IS BORN



MAYOR’S PRESS CONFERENCE ON BIKEWAYS – JUNE 18



Linc ln Av n Pr ct A r v

o

State

and

Local

Agreement

completed

in

August

o Project added to our TIP in September

o Lincoln Ave. Conversion Project should be let this fall,

construction should begin in the spring



BIKE ROUTE SINGS BEGIN GOING UP − SEPTEMBER 15TH



Evansville Courier and Press EditorialsEmphasis on Health Improvement





Conversion safety benefits: – Reduced conflict points

– Improved sight distance

– Reduced collisions and injuries

– Reduced vehicle speeds

–

– Improved pedestrian environment



Traffic Ca acit data from cities that have done similar conversions

Location Road ADT: Before ADT: After

San Leandro, CA East 14th Street 17,700 16,700

Duluth, MN 21st Ave. East 17,000 17,000

amsey oun y, ce ree , ,

Toronto, Canada St. George Street 15,000 15,000

Kirkland, WA Lake Washington Blvd 23,000 25,900Seattle, WA North 45th Street 19,400 20,300

Covington, WA SR 516 29,900 32,800

Bellevue, WA Montana Street 18,500 18,500

East Lansing, MI Grand River Blvd. 23,000 23,000

Santa Monica, CA Main Street 20,000 18,000

Helena, MT US 12 18,000 18,000

San Francisco, CA Valencia Street 22,200 20,000

Oakland, CA High Street 22,000 24,000, , ,

Seattle, WA Madison Street 17,000 18,000

Reno, NV South Wells Ave 18,000 17,500

University Place, WA 67th Ave 17,000 15,000

University Place, WA Cirque Ave 16,900 14,400

East Lansing, MI West Grand River Ave 18,000 18,000

East Lansing, MI Abbott Road 15,000 21,000

Road Location ADT

Lincoln Ave. West of Weinbach Ave. 7,868

Lincoln Ave. East of Vann Avenue 13,375



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

East Lansing, MI

Grand River Blvd.

W. Grand River Ave.

Iowa

Des Moines

Sioux Cit

Tucson, AZ

Columbus Blvd.

4th Avenue

Other Cities

Charlotte, NC

Duluth Minn.

Abbott RoadCouncil Bluffs

Mason City

Indianola

Congress Street

Pima Street

Tucson Blvd.

Salem, OR

Athens, GA

Helena, MT

orm a e

Clear Lake

Sioux Center

Glenwood

an a ruz ane

Sarnoff Drive

Kenyon Drive

Granada Avenue

Co ora o Springs

Chelton Road

Flintridge Dr.

Che enne Blvd.

r an o,

Seattle, WA

Hamilton, Ontario

Lewistown, PA

Iowa Falls

Osceola

Blue Grass

Camino del Sol

and more to come

S. Tejon Street

6 more planned

Kirkland, WA

Cambridge, MA

Oakland, CA

Manchester

Rock Rapids

,

Billings, MT

Santa Monica, CA

Vancouver, WA

Dunedin, NZ



‐

Several data sources support 4‐lane to 3‐lane conversions for safety

reasons. ne o e es sources s e owa ‐ ce o ra c a e y.

The Iowa DOT funded before and after evaluations (covering 5 years

before and u to 5 ears after of 15 sites that were converted from four

lanes to three lanes, and compared these to 15 control sites, using annual

crash data trends (crashes, crash types, and traffic volumes).

e resu ts o t e stu y n cate re uct ons o n cras

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: Safety Impacts of “Road Diets” in Iowa (Stout, Thomas B., et al, 2005)



Edgewater Drive in Orlando, Florida



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

Before and After Crash Rate and Injury Rate

Edgewater Drive Road Diet Safety Data

12.6

12

a v e l l e d

8.3

8

10

h i c l e M i l e s T r

Crash Rate

3.6

1.7

4

6

e r M i l l i o n V e

Injury Rate-34%

0

Before After

P

-51%

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



Fre uenc

of

Crashes

and

In uries

– Ed ewater

Drive

Orlando

Statistic Before After

Crash Occurring Every _ Days 2.5 4.2

Injury Occurring Every _ Days 8.9 20.3

Pedestrian and Bicycle Crashes – Edgewater Drive

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

Statistic Before After

Crashes Involving Bicyclists 3 1

Crashes Involving Pedestrians 3 0

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





Speed ReductionGlisan Ave. at 30th Street ‐ Portland, OR

NE Glisan at 30th ‐ Westbound

15

2025

30

percent of

vehicles

0

5

10 Before

After

NE Glisan at 30th ‐ Eastbound

motor vehicle speeds

10

15

20

25

percent of

vehicles

Before

0

5 After



e es r an a e y

85%80%

90%

45%50%

60%

Likelihood

of

Pedestrain

30%

40%a y vs.

Vehicle

Speed

0%

10%



- - Pedestrian Volumes - Before and After

Increase of 23%

2,6322500

3000

s,

2000

e d

e s t r i a

1000 b e r o f P

500 N u

Before After



As a edestrian which would ou rather cross?

Crossing 4 lanes requires gaps fromboth directions at once, multiplethreats, and no refuge areas

ross ng 3 anes nvo ves ewer

gaps and threats, and is aidedby the turn lane “gap”, whichalso could contain a refugeisland for edestrians



Lincoln Ave. ‐ Existing Conditions



Lincoln Ave. ‐ Concept



Bic cle Accommodation and SafetExisting Conditions are Unsafe for Bicycle Travel

Sidewalk bicycle riding is unsafe, but a logical choice for someone who wants to bicycle in this

corr or w ou a ng a w o e ane an poss y ac ng roa rage rom mo or s s.



Athens, GA before and after photos

Before: Narrow lanes withoutdedicated left-turn lanes

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



East Blvd. ‐ Charlotte, NC

Before road diet After road diet



“transportation system includes several modes

safely used by people of all ages, physical”, .

Source: A Case for Narrower Arterial Streets, Brownoun y ann ng omm ss on , arc .





A Cost/Benefit Analysis was completed in 2004 to demonstrate support for the

ro ect. Cost estimates were obtained from the Cit En ineer and an a lication was

prepared for Federal Highway Administration (FHWA) review and approval. FHWA has

reviewed and approved the project.

1600000

1800000

Cost/Benefit Estimates for Lincoln Avenue Road Diet Project

Cum. 20 Yr. Benefit

$1,593,435

1000000

1200000

1400000

a l u e

600000

800000 D o l l a r V

Cum. Yr. Benefit

Cost

0

200000

400000 Cost: $303, 984

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

Year



summary benefits of project

• Improved Vehicular Safety: Case studies a significant show reduction in crashes

when 4‐lane undivided roads were converted to 3‐lane cross‐section designs

• Traffic

Calming:

Case

studies

found

a

significant

reduction

in

excessive

speeding,

lower speed variability, and a reduction in 85th percentile speed

• Improved Pedestrian Safety: The 3‐lane configuration is easier to cross, and through

traffic moves farther from sidewalks in wider outside lanes

• ‐

and cars within the same lanes

• Improved Emergency Response Time: The center two‐way left‐turn lane can be

use as a ower con ct access route a ong t e corr or

• Excellent Benefit/Cost Ratio: Based on the calculations done in 2004, the monetary

benefits of this project would exceed five times (5.24) the cost after twenty years



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Evansville, IN Lincoln Avenue road diet

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