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Home My WebLink AboutCOUNCIL - AGENDA ITEM - 08/26/2014 - MIDTOWN IN MOTIONDATE: STAFF: August 26, 2014 Aaron Iverson, Senior Transportation Planner WORK SESSION ITEM City Council SUBJECT FOR DISCUSSION Midtown in Motion: College Avenue Transportation Study. EXECUTIVE SUMMARY The purpose of this item is to update City Council on the status of the Midtown in Motion: College Avenue Transportation Study. Phase 3 of the project is near completion which includes the proposed draft final alternative. Staff invites feedback and direction on proposed final alternative for improving circulation for all modes in Midtown. GENERAL DIRECTION SOUGHT AND SPECIFIC QUESTIONS TO BE ANSWERED 1. What feedback or questions does Council have on the draft final alternative, including: a. Frontage road improvements b. The addition of multi-use paths adjacent to College Avenue c. Intersection improvements for traffic flow and pedestrian safety d. Improvements to East / West connectivity BACKGROUND / DISCUSSION The limits of the Midtown in Motion study are College Avenue from Prospect Road to Harmony Road. The study is addressing circulation for College Avenue, the adjacent frontage roads, and east/west connections to the MAX Bus Rapid Transit (BRT) stations. Midtown in Motion is an implementation item stemming from the City of Fort Collins Transportation Master Plan and the Midtown Plan. A project team that includes city staff, Colorado Department of Transportation (CDOT), Federal Highway Administration (FHWA), residents, and corridor landowners are studying the following: - Improving safety for all modes of travel - Improving frontage road intersections and functionality - Providing bicycle circulation options (on or near the corridor) - Improving pedestrian circulation along and across College Avenue - Ensuring mobility and accessibility for people of all ages and abilities - Creating a beautiful, identifiable, and unique design - Identifying funding and building partnerships - Integrating with the planned repaving of College Avenue in 2015 by CDOT Project Purpose and Need Although College Avenue is one of the most important north-south roadways in Fort Collins, it lacks the design character and appearance identified in the Midtown Plan, which include: - “Transform College Avenue into a multi-modal corridor that is inviting to pedestrians and bicyclists, while still functioning as a major vehicular arterial for Fort Collins and the region.” - “Improve access to MAX throughout Midtown.” August 26, 2014 Page 2 - “Improve existing and implement new east-west connections” - “Streets will be inviting to pedestrians, and public art and civic facilities will be located throughout the area.” Improvements to College Avenue are necessary to help achieve the vision identified in the Midtown Plan. This vision includes improving College Avenue for pedestrians and bicyclists with safe connections to the MAX Bus Rapid Transit (BRT) service, and a high functioning automobile network. Proposed Draft Final Alternative The draft final alternative was developed in response to comments and input from stakeholders, business and property owners, boards and commissions and the general public. This recommended alternative maintains and improves auto circulation, upgrades basic infrastructure, provides accommodation for bicyclists and enhances pedestrian safety within Midtown. This is achieved through the following major features: - Improvements to frontage road access and circulation - Addition of comprehensive multi-use paths adjacent but separated from College - Intersection improvements to major intersections adding free flow right turns, with pedestrian refuge islands - Infrastructure modernization throughout the corridor - Enhanced signing, way-finding, landscaping and gateway features Frontage Road Improvements Frontage roads exist in about one-third of the corridor, mostly within the middle section of the corridor from Rutgers south to Monroe. The proposed improvements to these frontage roads include: - Closing frontage road access at major intersections - Adding “on-ramps” and “exit-ramps” before and after intersections to access frontage roads - Changing circulation to one way travel on the frontage road - Adding multi-use paths along frontage road - Residential section of frontage road north of Drake to Rutgers remains two-way travel, shared with bicyclist and with controlled intersection access Multi-Use Paths Currently there are no bicycle facilities along College Avenue in Midtown and pedestrian facilities are lacking. Multi-use paths that parallel College Avenue are proposed throughout Midtown (except the residential section on the east side of College between Drake and Rutgers, bicyclists would share the low-speed frontage road). These 10 to 12 foot multi-use paths would be a shared space for pedestrians and bicyclists providing business access. Intersection Improvements To improve traffic flow and improve pedestrian safety the preferred alternative includes improvements to major intersections (Troutman, Horsetooth and Drake). The improved features are similar to the existing intersection of Harmony Road and College and include: - Free-flow right turn lanes - Pedestrian “pork chop” refuge islands - Speed tables at pedestrian crossings within the right turn lane This intersection design shortens the crossing distance for pedestrians during the walk signal phase. The refuge islands provide a safer and more visible space for pedestrians to wait to cross, without worrying about right turning traffic. August 26, 2014 Page 3 Infrastructure Modernization and Enhancements Basic infrastructure upgrades and modernization are also included in the proposed final alternative these include the following elements: - Reconfigure travel lanes to have consistent lane configurations for better driver expectation and continuity - Consolidate access points if possible to reduce conflicts - Rebuilding medians throughout and update landscaping (similar to the Harmony and College, or Harmony and Lemay intersections) - Enhance the parkways with updated landscaping, add parkways where missing - Improved and updated signing, lighting, and way-finding as identified in the “2013 Midtown Plan” - Upgrade and update deficient sidewalks throughout the corridor, including east/west connections to MAX stations Improvement Costs and Implementation Roadway improvements are a significant investment that will happen over time and through various funding sources including local, state, federal and private funds. The range of draft cost estimates are as follows: Frontage roads improvements: $20-25 million Infrastructure modernization: $18-20 million Intersection improvements: $12-15 million Traffic flow improvements: $10-13 million Median and streetscape upgrades: $8-10 million Multiuse path construction: $7-10 million Art, signage and way-finding: $3-5 million The local portion of the needed funding is expected to be around 20% of the overall costs, with those local dollars leveraging State and Federal funds, similar to how the MAX project and the North College improvements were funded. Midtown is rapidly redeveloping as well, as such a portion of improvements will be done with redevelopment, currently underway along the Mall frontage. To achieve the vision for College Avenue in Midtown the plan lays out a fifteen year implementation strategy. In 2015 CDOT will repave this portion of College Avenue, with that effort the City is coordinating some sidewalk and striping improvements. The first phase (2015 to 2020) is envisioned to be Drake to Horsetooth, focused on intersection improvements in particular the Horsetooth intersection that has some identified funding currently. The second phase (2021 to 2026) is likely to be Prospect to Princeton and the third phase (2027 to 2030) would be the southernmost section Horsetooth to Harmony Road. Public Outreach To develop the vision and purpose and need the project team has conducted extensive public and stakeholder outreach. The process began in October 2013 with a kick-off meeting and corridor tour with the Technical Advisory Committee (TAC), which includes members from staff and stakeholders including CDOT. The TAC held a workshop in December to starting visioning for the project. A stakeholder and public workshop was held in January at the Midtown Arts Center. This seven hour event was coupled with a virtual open house gaining input from nearly 300 community members. Most recently the project team hosted a neighborhood outreach event at Whole Foods and has created an on-line input tool (<http://midtowninmotion.com>). To date over 700 people have used the on-line input tool with overall support for the concept, specifically bicycle improvements, safety improvements and cleaning up the corridor. This project was also part of the joint transportation open house at the Discovery Museum. Staff has also presented to the following groups: - South Fort Collins Business Association - Transportation Board - Bicycle Advisory Board - Planning and Zoning Board August 26, 2014 Page 4 - Senior Advisory Board - Air Quality Advisory Board This project is also scheduled to be presented at the joint meeting of all boards and commissions in October. Triple Bottom Line Analysis A Triple Bottom Line Analysis was conducted very early in the development of the project and again recently as part of the alternatives screening process, specifically focused on the preferred alternative. The results of the most recent analysis are included as an attachment, highlights include: Social - Consistent pathways encourage safer walking and riding and more physical activity. - The barriers created by 40,000 vehicles on College Avenue (daily) exist, but will be safer - Neighborhoods along the frontage roads will have safer streets and stronger identity. Economic - The phased funding program will minimize business impact during construction and ensure the corridor is always open for business which can help trigger redevelopment - Supports ongoing redevelopment efforts and joint public and private sector investment - The capital cost of the various project elements will require a systematic plan with a 20-year investment program. Environmental - The multi-use pathways, sidewalks and better traffic flow provide transportation options and connections that contribute less greenhouse gas - New median and edge treatments will use landscaping that requires less water and reduces heat reflection - The ability to achieve greenhouse gas reduction goals, improved water quality, and reduced energy use in the corridor could be limited by available funding. NEXT STEPS The next steps are to finalize the study effort, including the 10% plans and final report, based on City Council direction. This will also include a summary of all public input. The final plan is currently scheduled to come for Council consideration for adoption on December 16, 2014. ATTACHMENTS 1. Work Session Summary, April 8, 2014 (PDF) 2. Upper District: Rutgers to Prospect (PDF) 3. Neighborhood District: Princeton to Rutgers (PDF) 4. Center District: Monroe to Princeton (PDF) 5. South District: Harmony to Monroe (PDF) 6. Triple Bottom Line Analysis (PDF) 7. Powerpoint presentation (PDF) ATTACHMENT 1 Upper District: Rutgers to Prospect Overall District Analysis Chart Raised Median (varies) 11’ 11’ Travel Lanes (excluding pans) Travel Lanes (excluding pans) Pedestrian 11’ 4’-6’ 11’ 11’ 11’ Zone NOTE: Pedestrian Amenity Zone could be installed as properties redevelop and new buildings front College Ave. NOTE: Pedestrian Amenity Zone could be installed as properties redevelop and new buildings front College Ave. Pedestrian Zone Future Commercial Future Commercial Buer (varies) 5’ Buer (varies) 5’ 8’-10’ Multi-Use Path 10’-12’ Multi-Use Path Varies Facing North 2’ Pan 1’ Pan 1’ Pan 2’ Pan Local Access Roads Total Travel Lanes Center Medians Travel Lanes Bikes Flow Line Landscape Buﬀer Enhanced Ped Zones On-street parking Upper District: Prospect to Rutgers None 6 thru 4' raised (they are reduced from current width to accommodate multiuse paths) Six (6) 11' Lanes Multi-Use Paths on east and west side (10'-12') Modiﬁcation to accommodate multi-use paths on east and west side 5' buﬀer on east and west side (converted from travel lane width) Multi-use paths on east and west side (10'-12') Neighborhood District: Princeton to Rutgers Overall District Analysis Chart Raised Median (width varies) 11’ 11’ 11’ 11’ 11’ Travel Lanes (excluding pans) Travel Lanes (excluding pans) Pedestrian 21’ 11’ Zone NOTE: Pedestrian Amenity Zone could be installed as properties redevelop and new buildings front College Ave. Future Commercial Buer (varies) 8’ Walk 5’ Buer (varies) 10’ 21’ Living Street Residential Access Road with Parallel Parking (two-way) 10’-12’ Multi-Use Path Varies Existing Front Yard Landscapes & Driveways Existing Residential Local Access Roads Total Travel Lanes Center Medians Travel Lanes Bikes Flow Line Landscape Buﬀer Enhanced Ped Zones On-street parking Upper District: Prospect to Rutgers None 6 thru 4' raised (they are reduced from current width to accommodate multiuse paths) Six (6) 11' Lanes Multi-Use Paths on east and west side (10'-12') Modiﬁcation to accommodate multi-use paths on east and west side 5' buﬀer on east and west side (converted from travel lane width) Multi-use paths on east and west side (10'-12') None Neighborhood District: Rutgers to Princeton Center District: Monroe to Princeton Overall District Analysis Chart Raised Median (width varies) 11’ 11’ Travel Lanes (excluding pans) 11’ 11’ 11’ Travel Lanes (excluding pans) Pedestrian 21’ 11’ Zone NOTE: Pedestrian Amenity Zone could be installed as properties redevelop and new buildings front College Ave. NOTE: Pedestrian Amenity Zone could be installed as properties redevelop and new buildings front College Ave. Future Commercial Future Commercial Buer (varies) 7’ Parking 7’ Parking 2’ Pan 1’ Pan 1’ Pan 2’ Pan 8’ Buer (width varies) Facing North 23’ 18’ Existing Frontage Road with Parallel Parking (one-way) 10’-12’ Multi-Use Path Varies 18’ Existing Frontage Road with Parallel Parking (one-way) 10’-12’ Multi-Use Path Pedestrian Zone Local Access Roads Total Travel Lanes Center Medians Travel Lanes Bikes Flow Line Landscape Buﬀer Enhanced Ped Zones On-street parking Upper District: Prospect to Rutgers None 6 thru 4' raised (they are reduced from current width to accommodate multiuse paths) Six (6) 11' South District: Harmony to Monroe Overall District Analysis Chart Raised Median (width varies) 11’ 11’ Travel Lanes (excluding pan) Travel Lanes (excluding pan) Pedestrian 11’ 21’ 11’ 11’ 11’ Zone NOTE: Pedestrian Amenity Zone could be installed as properties redevelop and new buildings front College Ave. NOTE: Pedestrian Amenity Zone could be installed as properties redevelop and new buildings front College Ave. Pedestrian Zone Future Commercial Future Commercial Buer (width varies) 8’ Buer (width varies) 8’ 10’-12’ Multi-Use Path 10’-12’ Multi-Use Path Varies Local Access Roads Total Travel Lanes Center Medians Travel Lanes Bikes Flow Line Landscape Buﬀer Enhanced Ped Zones On-street parking Upper District: Prospect to Rutgers None 6 thru 4' raised (they are reduced from current width to accommodate multiuse paths) Six (6) 11' Lanes Multi-Use Paths on east and west side (10'-12') Modiﬁcation to accommodate multi-use paths on east and west side 5' buﬀer on east and west side (converted from travel lane width) Multi-use paths on east and west side (10'-12') None Neighborhood District: Rutgers to Princeton Page 1 Triple Bottom Line Analysis Map (TBLAM) Project or Decision: Midtown in Motion (Mim): College Avenue Transportation Plan – MiM is a long-range transportation infrastructure reinvestment plan for 3 miles of College Avenue as identified in the Midtown Plan. Investments include new multi-use pathways, intersection safety improvements, medians, lighting, signage and connections to MAX. Evaluated by: Staff and Midtown in Motion project team Social Environmental Economic Community STRENGTHS:  The investments support the Midtown Plan vision and goals for placemaking, civic identity, and mobility.  Consistent pathways could encourage safer walking and riding and more physical activity.  The investments support safer neighborhood circulation.  The art, signage, and median treatments reinforce the public realm in the corridor.  New sidewalks and pathways connect to Mason Corridor/MAX allowing city-wide access to College Avenue.  Neighborhoods along the frontage roads will have safer streets and stronger identity.  The multi-use pathways connect to Spring Creek allowing neighborhoods near the corridor to access open space.  The multi-use pathways provide safer transportation options for women, children, disabled travelers and seniors.  The investments offers convenient, world-class, and safe transportation options to residents and visitors of all income levels  The strategic locations for pubic art meet the cultural and civic themes identified in the Midtown Plan.  The funding options include representation from corridor property owners in capital and maintenance investments.  Incremental project funding allows for adapting trends and changing identities over the next 20 years. STRENGTHS:  The multi-use pathways and sidewalks provide transportation options and connections that contribute less GHG.  The proposed investments will be located near existing neighborhoods and commercial areas that have been previously developed (location efficiency).  The GHG contributed by motor vehicles at intersections could be reduce by the proposed “free right” intersection design.  New median and edge treatments will use landscaping that requires less water and reduces heat reflection.  Rebuilt retaining walls, medians, and edge treatments will include landscaping to reduce sound reflection into neighborhoods and businesses.  New lighting and traffic signal equipment will use LED technology to minimize energy costs and consumption.  New medians and edge treatments will be designed to filter storm water prior to conveying it to the storm water system.  Recycled concrete will be used for the construction of the multi- use pathways when possible and available from contractors.  Advanced construction methods and materials will be requested by all contractors to reduce emissions created by heavy Page 2 LIMITATIONS:  The investments are contingent on available funding that could take up to 20 years to achieve the Midtown Plan vision.  The investments are part of changing transportation priorities that will take time to gain larger acceptance.  The one-way frontage roads will require education and enforcement to achieve the vision  Multi-use pathways provide access to businesses in the corridor but connections through the parking lots to front doors will be contingent on private land owners  The existing right of way has limited space to add travel lanes to accommodate more vehicles.  The barriers created by 40,000 vehicles on College Avenue (daily) will exist, but will be safer. LIMITATIONS  The retaining walls, medians, and edge treatments will reduce the amount of impervious land, but new sidewalks and multi-use paths will be constructed.  Construction will create temporary carbon emission increases from equipment and workers.  The potential GHG benefit from the sidewalks and multi-use paths could maintain current GHG levels as trip making increases, but 40,000 vehicles will still travel in the corridor.  The ability to maximize the GHG reduction from the investments will require increased support of FC moves programs in Midtown.  Sustainable maintenance practices will need to be identified for the additional vehicles and materials required for summer and winter maintenance of the sidewalks and multi-use paths. LIMITATIONS:  The capital cost of the various project elements will require a systematic plan with a 20-year investment program.  The 3 mile corridor will be phased over time as funding is available  The investments will require education and understanding of the economic benefits by groups such as the Chamber of Commerce, the city’s finance department and the SFCBA.  The investments may need to be made in advance of the private sector redevelopment efforts  The investments may require additional private sector subsidy to maintain the higher quality infrastructure (possibility for BID funding)  Managing construction impacts to businesses and neighbors. OPPORTUNITIES:  The investments leverage the College Avenue “brand” that is iconic across Colorado and Fort Collins  The investments demonstrate the city’s commitment to complete streets for all travelers  The investments in public art establish a gateway in the Midtown area.  The investments demonstrate what is possible on a world- class street. OPPORTUNITIES:  The local and regional destinations in this corridor will showcase the energy, water, social, and economic sustainability solutions to a diverse audience.  The investments in sidewalks and multi-use paths could demonstrate “before and after” how much GHG is reduced by shifting transportation modes  The investments in LED lighting could demonstrate “before and City Council Work Session August 26, 2014 ATTACHMENT 7 2 QUESTIONS FOR CITY COUNCIL What feedback or questions does Council have on the draft final alternative, including: 1. Frontage road improvements 2. The addition of multi-use paths adjacent to College Avenue 3. Intersection improvements for traffic flow and pedestrian safety 4. Improvements to East / West connectivity 3 Project Goals Safer for all modes of travel Strengthened bicycle and pedestrian connections to MAX Universal designs for all ages and all abilities Create a well functioning high quality and attractive street Upper District Neighborhood District Center District South District 4 Functional Improvements: Frontage Roads: Streetscape Improvements: Bicycling Improvements: Walking and: Connections to MAX Proposed Draft Final Alternative Intersections, lane configurations, access points, east /west sidewalk improvements Closed at intersections, slip ramps for access and one way circulation Medians, parkways, signing, lighting and way-finding Multi-use paths adjacent but separated from College Ave. Update and fix sidewalks, improve pedestrian crossings across College Ave. 5 Alternative Evaluation 16 measures evaluated: - Pedestrian safety - Accommodating bicycles - Automobile access - Public support - Capital cost - Triple Bottom Line measures 6 Upper District (Prospect to Rutgers) 7 Neighborhood District (Rutgers to Princeton) 8 Neighborhood District (frontage road intersection example) 9 Center District (Princeton to Monroe) 10 Center District (example frontage road intersection, Swallow) 11 South District (Monroe to Harmony) 12 Intersection Improvements (example at Drake) 13 Functional Improvements: Frontage Roads: Streetscape Improvements: Bicycling Improvements: Walking and: Connections to MAX Proposed Draft Final Alternative Intersections, lane configurations, access points, east /west sidewalk improvements Closed at intersections, slip ramps for access and one way circulation Medians, parkways, signing, lighting and way-finding Multi-use paths adjacent but separated from College Ave. Update and fix sidewalks, improve pedestrian crossings across College Ave. 14 Draft Cost Estimate Feature Cost (in millions) Frontage Roads $20-25 Infrastructure $18-20 Intersections $12-15 Traffic Flow $10-13 Medians $8-10 Multiuse Path $7-10 Art/Signage & Way-finding $3-5 15 Draft Cost Estimate 16 Potential Funding Sources 17 Implementation Plan 2015 - 2020: 2021 - 2026: 2027 - 2030: Center District (Drake to Horsetooth) - Final design and engineering - Horsetooth intersection Upper and Neighborhood Districts (Drake to Prospect) South District (Harmony to Horsetooth) 18 QUESTIONS FOR CITY COUNCIL What feedback or questions does Council have on the draft final alternative, including: 1. Frontage road improvements 2. The addition of multi-use paths adjacent to College Avenue 3. Intersection improvements for traffic flow and pedestrian safety 4. Improvements to East / West connectivity after” how much energy was saved OPPORTUNITIES:  The designation of this corridor as a state and federal highway could leverage additional funding sources  The private land owners in the corridor are aware of the need to invest in this corridor to achieve the Midtown Plan  The investments are consistent with the criteria for many local, state, and federal transportation-funding sources.  The upcoming CDOT repaving project will reduce some short-term action item costs by adding curb ramps, removing signs, and providing safer access points with new striping. THREATS:  Managing public perception on how the investments are working toward the Midtown Plan vision.  Community consensus on the role and location of public art in the corridor.  Balancing the need to make safer walking and wheeling connections if it results in increased delay for motor vehicles. THREATS:  The investments will take 20 years to quantify the GHG reduction goals, improved water quality, and reduced energy benefits.  The ability to achieve GHG reduction goals, improved water quality, and reduced energy use in the corridor could be limited by available funding. THREATS:  The community perception of the 20-year shared cost of achieving the Midtown Plan transportation vision.  Allocating the necessary 20-30% local matching funds for state and federal funding programs.  Priority of these investments given the other city-wide transportation needs. NOTES: equipment STRENGTHS:  The investments in College Avenue have city-wide benefit to sales tax revenue and world-class identify.  The phased funding program will minimize business impact during construction and ensure the corridor is always open for business.  The multi-use pathways and sidewalk will increase the number of patrons that can access businesses in the corridor, even if motor vehicle traffic increase in the future.  The transportation, arts, signage, and median investments reinforce the city’s commitment to implementing the Midtown Plan to current and future land owners.  Safer intersections and the multi-use pathways support safer neighborhood access to and from businesses in the corridor.  Sidewalk and multi-use pathway connections to the Mason Corridor/MAX bring more patrons into the corridor.  Supports the economic and identity objectives outlined by the South Fort Collins Business Association.  Supports creation of mid and high wage jobs in the corridor during and after construction.  Supports ongoing redevelopment efforts and joint public and private sector investment at Foothills Mall. ATTACHMENT 6 Yes, where they exist today - closed at intersection to motor vehicle north-south through movements 6 thru 2 local where they exist today up to 21' raised (they are increased by reconﬁguring the travel lanes to 11' widths) Six (6) 11' Lanes Multi-Use Paths on west side (10'-12') shared route on east side local acccess road No modiﬁcation 10' buﬀer on west side and 8' buﬀer for residential frontage roads on west side Multi-use paths on west side (10'-12') living street treatment on residential local access road West side none and east side has parallel on living street treatment on residential local access road Center District: Princeton to Monroe Yes, where they exist today - closed at intersection to motor vehicle north-south through movements 6 thru 2 local where they exist today up to 21' raised (they are increased by reconﬁguring the travel lanes to 11' widths) Six (6) 11' Lanes Multi-use paths on east and west side (10'-12') No modiﬁcation 23' buﬀer on west frontage roads and 8' buﬀer on the east side frontage roads Multi-use paths on east and west side (10'-12') 7' parallel parking on local access roads South District: Monroe to Harmony None 6 thru up to 21' raised (they are increased by reconﬁguring the travel lanes to 11' widths) Six (6) 11' Lanes Multi-use paths on east and west side (10'-12') No modiﬁcation 8' buﬀer on east and west side Multi-use paths on east and west side (10'-12') None Facing North 2’ Pan 1’ Pan 1’ Pan 2’ Pan ATTACHMENT 5 Lanes Multi-Use Paths on east and west side (10'-12') Modiﬁcation to accommodate multi-use paths on east and west side 5' buﬀer on east and west side (converted from travel lane width) Multi-use paths on east and west side (10'-12') None Neighborhood District: Rutgers to Princeton Yes, where they exist today - closed at intersection to motor vehicle north-south through movements 6 thru 2 local where they exist today up to 21' raised (they are increased by reconﬁguring the travel lanes to 11 ' widths) Six (6) 11' Lanes Multi-Use Paths on west side (10'-12') shared route on east side local acccess road No modiﬁcation 10' buﬀer on west side and 8' buﬀer for residential frontage roads on west side Multi-use paths on west side (10'-12') living street treatment on residential local access road West side none and east side has parallel on living street treatment on residential local access road Center District: Princeton to Monroe Yes, where they exist today - closed at intersection to motor vehicle north-south through movements 6 thru 2 local where they exist today up to 21' raised (they are increased by reconﬁguring the travel lanes to 11' widths) Six (6) 11' Lanes Multi-use paths on east and west side (10'-12') No modiﬁcation 23' buﬀer on west frontage roads and 8' buﬀer on the east side frontage roads Multi-use paths on east and west side (10'-12') 7' parallel parking on local access roads South District: Monroe to Harmony None 6 thru up to 21' raised (they are increased by reconﬁguring the travel lanes to 11' widths) Six (6) 11' Lanes Multi-use paths on east and west side (10'-12') No modiﬁcation 8' buﬀer on east and west side Multi-use paths on east and west side (10'-12') None ATTACHMENT 4 Yes, where they exist today - closed at intersection to motor vehicle north-south through movements 6 thru 2 local where they exist today up to 21' raised (they are increased by reconﬁguring the travel lanes to 11' widths) Six (6) 11' Lanes Multi-Use Paths on west side (10'-12') shared route on east side local acccess road No modiﬁcation 10' buﬀer on west side and 8' buﬀer for residential frontage roads on west side Multi-use paths on west side (10'-12') living street treatment on residential local access road West side none and east side has parallel on living street treatment on residential local access road Center District: Princeton to Monroe Yes, where they exist today - closed at intersection to motor vehicle north-south through movements 6 thru 2 local where they exist today up to 21' raised (they are increased by reconﬁguring the travel lanes to 11' widths) Six (6) 11' Lanes Multi-use paths on east and west side (10'-12') No modiﬁcation 23' buﬀer on west frontage roads and 8' buﬀer on the east side frontage roads Multi-use paths on east and west side (10'-12') 7' parallel parking on local access roads South District: Monroe to Harmony None 6 thru up to 21' raised (they are increased by reconﬁguring the travel lanes to 11' widths) Six (6) 11 ' Lanes Multi-use paths on east and west side (10'-12') No modiﬁcation 8' buﬀer on east and west side Multi-use paths on east and west side (10'-12') None Facing North 2’ Pan 1’ Pan 1’ Pan 2’ Pan ATTACHMENT 3 None Neighborhood District: Rutgers to Princeton Yes, where they exist today - closed at intersection to motor vehicle north-south through movements 6 thru 2 local where they exist today up to 21' raised (they are increased by reconﬁguring the travel lanes to 11 ' widths) Six (6) 11' Lanes Multi-Use Paths on west side (10'-12') shared route on east side local acccess road No modiﬁcation 10' buﬀer on west side and 8' buﬀer for residential frontage roads on west side Multi-use paths on west side (10'-12') living street treatment on residential local access road West side none and east side has parallel on living street treatment on residential local access road Center District: Princeton to Monroe Yes, where they exist today - closed at intersection to motor vehicle north-south through movements 6 thru 2 local where they exist today up to 21' raised (they are increased by reconﬁguring the travel lanes to 11' widths) Six (6) 11' Lanes Multi-use paths on east and west side (10'-12') No modiﬁcation 23' buﬀer on west frontage roads and 8' buﬀer on the east side frontage roads Multi-use paths on east and west side (10'-12') 7' parallel parking on local access roads South District: Monroe to Harmony None 6 thru up to 21' raised (they are increased by reconﬁguring the travel lanes to 11' widths) Six (6) 11' Lanes Multi-use paths on east and west side (10'-12') No modiﬁcation 8' buﬀer on east and west side Multi-use paths on east and west side (10'-12') None ATTACHMENT 2