PLATTEVILLE, WI 2013 Downtown Verona Mobility & Development Plan
DRAFT PLAN December 23, 2013
Contents and Acknowledgements Table of Contents
Preface
Executive Summary ................................... iii
Acknowledgements
Chapter 1: Background & Public Input .... 1
The following people are responsible for the creation, refinement, and adoption of this Plan
1.1 Introduction 1.2 Meeting Summaries 1.3 Public Outreach
Chapter 2: Mobility Plan ............................ 13 2.1 Existing Conditions 2.2 Intersection Alternatives 2.3 Mobility Recommendations
Chapter 3: Development Plan ................... 51 3.1 Parking Study 3.2 Urban Context 3.3 Redevelopment Scenarios 3.4 Master Plan
Chapter 4: Action Plan ............................... 75 4.1 Mobility Plan Actions 4.2 Development Plan Actions 4.3 Infrastructure Funding Strategies
Appendix A: Mobility Data & Maps Appendix B: Land Use Maps Appendix C: Main & Verona Cost Estimates
Verona Common Council Dale Yurs District 2 Elizabeth Doyle District 1 Brad Stiner District 3 Heather Reekie District 4 Luke Diaz District 3 Mike Bare District 4 Scott Manley District 2 William McGilvray District 1
Steering Committee
Mayor Jon Hochkammer Brad Stiner District 3 Alderman Dean Gorrell Verona Area School District Denny Beres Verona Area School District Elizabeth Doyle Verona City Council Jason Hunt Verona Vision Care John Faber Culver’s Frozen Custard Karl Curtis Verona Area Chamber of Commerce Mac McGilvray Common Council President Mary Egan State Bank of Cross Plains Mike Petta Capital Bank Ryon Savasta Sara Investment Real Estate
Verona City Staff Bill Burns City Administrator Adam Sayre Director of Planning & Development Ron Rieder Director of Public Works Bob Gundlach City Engineer
MSA Professional Services, Inc. Jason Valerius, AICP, LEEDÂŽ AP Kevin Ruhland, PE Stephen Tremlett, AICP, CNU-A Sarah Gengler
SRF Consultion Group, Inc. Derek Hungness, PE, PTOE, AICP Lee Gibbs, PE, PTOE Nathan Koster, AICP
GHD Ben Wilkinson, PE Verona residents, property owners, and business owners attended meetings, reviewed draft materials, and submitted comments that have improved this Plan.
Downtown Mobility & Development Plan
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Preface
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City of Verona, WI
Executive Summary
Preface
Executive Summary This Plan is a guide to help City officials shape the future of Downtown Verona. As with any vibrant downtown, there are varied interests competing for limited public investment and physical space in the Downtown area. The recommendations of this plan strike a careful balance between transportation and traffic needs, redevelopment opportunity, and enhancements to the appearance and character of the place.
Our vision:
Downtown Verona is the center of the community, a vibrant destination for residents and visitors. The downtown has grown with the City, adding more places to live, work, shop and eat, yet it has retained a small-town feel. Businesses are thriving. New parking lots and other improvements have eased congestion, and a series of sidewalk and streetscape improvements have made the entire area inviting, attractive, and recognizably “downtown�.
Our core objectives for Downtown Verona:
1. Manage traffic congestion and delays
2. Provide adequate parking for all downtown uses 3. Improve comfort and safety for pedestrians and bikers 4. Facilitate private investment and redevelopment 5. Establish a consistent and unique character through streetscape improvements and development standards
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Preface
Executive Summary
This Executive Summary focuses on the decisions and policies of this plan, and the process by which those decisions were reached. See Chapter 1 for summaries of the various public input and draft feedback. See Chapter 2 for transportation and mobility existing conditions and alternatives considered. See Chapter 3 for land use and development existing conditions and alternatives considered.
Project Milestones City Staff “Kickoff ” Meeting December 11, 2012
Steering Committee “Kickoff ” Meeting #1 February 7, 2013
Public Informational Meeting #1 Project Introduction / Public Input March 7, 2013
Planning Process
There are many people interested and invested in the future of Downtown Verona; an inclusive, transparent public process was vital to the success of this plan. The Project Milestones graphic (at right) illustrates the year-long planning process. In total, MSA and the City facilitated fourteen meetings, conducted a dozen stakeholder interviews and implemented a community survey. The business interviews, conducted early in the process, helped to identify the future plans, needs and desires of many downtown businesses. The visioning survey and public meeting provided input on a range of topics, including preferences for the function, physical design, and redevelopment of the downtown area.
City Staff Progress Report Meeting April 4, 2013
Stakeholder Interviews March 21-April 13, 2013
City Staff Progress Report Meeting April 15, 2013
Steering Committee Meeting #2 – Transportation Alternatives review April 19, 2013
Public Informational Meeting (2) Transportation Alternatives May 14, 2013
Steering Committee Meeting #3 – Transportation Alternatives final review May 23, 2013
Plan Commission Progress Report Meeting June 3, 2013
Downtown Visioning Survey July 10-24, 2013
Public Visioning Meeting July 20, 2013
Steering Committee Meeting #4 – Land Use & Transportation Recommendations September 16, 2013
Public Informational Meeting (3) Final Draft: Land Use & Transportation October 21, 2013
Steering Committee Meeting #5 – Draft Plan review December 2, 2013
Plan Commission Public Hearing and Recommendation
TBD - Jan/Feb 2014
Common Council Adoption TBD - Feb/March 2014
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City of Verona, WI
Executive Summary Mobility Recommendations
The final preferred solutions were selected and refined to meet four key goals identified during this planning process: 1. Improve pedestrian and bicycle facilities 2. Improve property access, especially during peak traffic periods 3. Reduce school-related traffic and congestion 4. Improvements should enhance downtown character and quality, not just reduce traffic congestion.
Preface
Stage One This redesign will include a left-, thru-, and right-lane on all approaches of the intersection. Storage lanes for left and right turn lanes will be extended to handle longer queue lengths. This alternative utilizes all of the available roadway width, including expanding the right-of-way to the building faces on S. Main Street. No building impacts are expected as part of this improvement project, however there may be impacts to the Mobil station operations that could limit circulation and or use of all existing fueling positions. Bike lanes will also be added to Main Street as part of this project. Figure 2.28: Main/Verona - Stage One Improvements
MAIN & VERONA INTERSECTION This intersection is the linchpin to the function of the local transportation network and was the focus of considerable study and discussion. Current traffic conditions include heavy congestion during peak periods, especially during the afternoon school release and evening commute periods. Future traffic projections indicate the eventual need (~2035) for four lanes of traffic north of this intersection and east of this intersection. The community considered three alternatives to expand capacity and improve the function of this intersection, including a roundabout, a larger signalized intersection, or a one-way pair that moves northbound traffic to Franklin St. Community consensus focused on the signalized intersection as the preferred alternative. It is proposed that this intersection be improved in two stages. The first stage will reduce congestion by adding turn lanes, but will not require the removal of any buildings. The second stage, considered the “longterm solution�, will expand the intersection to feature two through lanes in every direction. This stage will require the removal of several existing buildings.
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Preface
Executive Summary
Stage Two Figure 2.29 illustrates the stage two improvements to this intersection. These improvements assume two through lanes in all directions at the intersection. This translates to six lanes in each approach to the intersection. Figure 2.29: Main/Verona - Stage Two Improvements
LINCOLN STREET CONNECTION There were four alternatives considered to resolve the difficulty with left turns at Lincoln Street. The preferred alternative is to signalize the Lincoln Street intersection. At some point, as traffic volumes increase, the proximity of the Lincoln Street and Enterprise Drive signals may result in undesirable congestion. If and when this occurs, the City can choose to move the Enterprise Drive signal to Horizon Drive, which could also require the relocation of the park entrance drive to the south and reconfiguration of the intersection of Enterprise Dr. and Horizon Dr. GRID REPAIR IMPROVEMENTS A central shortcoming of the road network in Verona is the lack of viable north-south or east-west alternatives to traveling on Main Street or Verona Avenue when congestion is heavy. These project will improve the grid and moderate congestion.
MID TERM VISION Figure 2.30: Main / Verona Improvements - Stage Two
Stage One Improvements
LONG TERM VISION
Stage Two Improvements
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City of Verona, WI
Silent Street Completion and Realignment Connecting Silent Street to the (realigned) High School driveway creates an opportunity to relieve some traffic pressure from the Main Street and Verona Avenue intersection. Traffic from the high school that is heading east currently must travel south to the Main/ Verona intersection and then east on Verona Avenue. Harriet Street Realignment Harriet Street is busy during the school release peak hour. The City is encouraged to realign E. Harriet Street so that it connects directly with W. Harriet St., as a means of reducing pressure on other connecting roadways. On-street perpendicular parking could be incorporated in this design to help support adjacent redevelopment opportunities. Railroad Street / Church Street Connection East Railroad Street connects with neither West Railroad Street nor Church Street. This creates vehicle conflicts between the three separate intersections with Main Street. Crash reports confirm the anecdotal feedback about the poor visibility at this intersection. The removal of the Plumbing & Glass Services, Inc. (221 S Main Street) building will provide the necessary space to line up East Railroad Street with Church Street.
Executive Summary OTHER ROADWAY IMPROVEMENTS Don’t Block the Box This is a simple pavement marking/signing solution that keeps critical access locations clear of vehicles when queued. Basswood Avenue Connection to the Middle School By providing an access driveway to the parking lots and an official drop-off site from this cul-de-sac, the City and School District could draw traffic away from Main Street.
Preface
STREETSCAPING IMPROVEMENTS The streetscaping throughout the downtown area is proposed for improvement, following guidelines and a design menu provided in this plan. The design alternatives offer solutions to a variety of existing and future right-of-way conditions within a consistent design theme. The general design theme includes wider sidewalks, brick terraces, and black streetlights similar in form to the current blue light poles along Verona Ave.
Paoli Street Congestion and difficulty making left turns onto Main Street have led some to call for improvements to this intersection. A traffic signal is the preferred improvement for this location, and this project can proceed as soon as signal warrants are met for any one turning movement. CROSSING IMPROVEMENTS There are many places in the Downtown Core where pedestrian crossings could be improved. Standard Crosswalk Enhancements Whenever a segment of either Main Street or Verona Avenue is repaved, pedestrian crossings should be improved to make them more visible and consistent with the general streetscaping theme. The recommended design is either colored concrete or brick bordered in concrete. Westlawn Pedestrian Crossing The preferred improvement for this location is the addition of medians and small curb bump-outs. The median provides a pedestrian refuge to allow children to focus on crossing one direction of traffic at a time. Military Ridge State Trail Crossing The preferred improvement at this location is green colored pavement and curb bump-outs to enhance the visibility of trail bikers. It is also encouraged to place new multi-use trail crossing (MUTCD sign number W11-15) assemblies on both approaches of S. Main Street.
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Preface
Executive Summary
Development Plan
This section presents a variety of development and parking projects throughout the planning area consistent with the various transportation recommendations. PARKING The current parking supply is generally adequate for the peak period parking demands. However, the longterm mobility improvements identified in this Plan will require removal of some on-street parking. To offset this loss of parking, the City is interested in providing off-street public parking lots within the downtown core. P1 - Harriet Street On-Street Parking This Plan recommends E. Harriet Street be realigned to connect to W. Harriet Street at Main Street. Harriet Street could provide up to 38 perpendicular parking spaces. P2 - State Bank Shared Parking Lot It is suggested that the existing State Bank and Walgreens private parking lots be reconfigured to enable a single access point to Main St. P3 - 104 E. Verona Avenue Public Parking Lot This proposed public lot requires removal of one business (Sojo Blau Salon) and use of TDS’s underutilized parking lot. P4 - Park Lane Shared Parking Lot This lot would require removing two homes on S. Franklin Street (one recently purchased by the City) and reworking the existing parking areas of 119-125 S Main Street. If these parking spaces were shared, it would alleviate the existing parking issues within this block. P5 - Church Street Parking Lot This proposed lot requires removal of a home (305 S. Shuman Street) and quonset hut buildings (100 W. Railroad). It will support not only several downtown businesses, including Miller’s, Tuvalu and Falbo Pizzeria, but it will also support Hometown Junction Park activities and possibly other new businesses.
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Figure 3.10: Potential Public Parking Lots
Executive Summary REDEVELOPMENT PROJECTS
Preface
Figure 3.15: Concept Plan - South Main Street
This plan features a series of redevelopment concepts consistent with the various recommended street improvements in the Mobility Plan. See Chapter 3 for the full list of redevelopment ideas. These concepts are examples of what could work on these sites - property owners and developers will bring forward their own ideas over time. Hometown Junction Park Based on public comment and survey responses, the community desires a larger community park that can be a social gathering place for Verona. The best opportunity for this type of space Downtown is to expand Hometown Junction Park to the north, closing West Railroad Street. Design Guidelines A key component of this plan is the parameters within which new development should occur, including clear identification of the public street rights-of-way to be protected and acquired. Public discussion about the desired downtown character led to consensus on building heights (2-3 stories), building setbacks (5-15 feet) and the location of off-street private parking (generally side yards and rear yards). The City already has Design Standards for the downtown area, including the east and west gateway areas of Verona Avenue, and this plan recommends a few changes to those standards: ■■ Eliminate the requirement to align all Verona Ave. buildings along a “true” east/west line. ■■ Eliminate the 40% maximum building coverage standard Identify a “Downtown Core” area with unique standards: - Building Setback from Street : Min. 5’, Max. 15’ - Paved Surface Setbacks: Min. 5’ from any lot line, with landscape buffers required
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Preface
Executive Summary
Implementation
The Implementation Chapter summarizes the various public projects in the plan and offers recommendations on priority, timing, cost and funding, including grant opportunities. Short Term and “Any Time” Projects
Timeframe
Cost
Potential Public Funding Sources
1) Development Standards Update
Short Term
Staff Time
-
2) Downtown Zoning Amendments
Short Term
Staff Time
-
3) Don't Block the Box
Short Term
$5,000 - $7,000
4) Silent Street Realignment & Connection
Short Term
$800,000 - $1,000,000
5) Lincoln Street Signal and Intersection Improvement
Short Term
$500,000 - $700,000
TIF
6) Westlawn Pedestrian Crossing
Short Term
$80,000 - $100,000
SRTS, TIF
7) Military Ridge State Trail
Short Term
$130,000 - $150,000
RTP, TIF
8) Basswood Avenue Connection
Short Term
$300,000 - $500,000
SRTS, TAP, TIF
9) Park Lane Parking Lot
Short Term
$275,000 - $375,000
TIF
10) Paoli Street Signal
As Soon as Warranted
$150,000 - $200,000
TIF
HSIP, TIF SRTS, TAP, TIF
11) Main Street & Verona Avenue Crosswalk With Street Enhancements Improvements
Included in street project costs
SRTS, TIF
12) Streetscaping Improvements
With Street Improvements
Included in street project costs
TIF
Mid Term Projects
Timeframe
Cost
Potential Public Funding Sources
1) Main & Verona Intersection - Stage One
Mid Term
$750,000 - $1,000,000
2) 104 E. Verona Avenue Public Parking Lot
Mid Term
$300,000 - $400,000
TIF
3) Hometown Junction Park Expansion
Mid Term
$300,000 - $500,000
TIF
4) Church Street Parking Lot
Mid Term
$500,000 - $750,000
TIF
5) Harriet Street Realignment and Parking
Mid Term
$1,500,000 - $1,750,000
TIF
6) E. Railroad Street Realignment
Mid Term
$1,000,000 - $1,200,000
TIF
Long Term Projects "Main & Verona Intersection - Stage Two (includes corridor expansion to four lanes - N. Main to Silent Street and E. Verona to Lincoln St.) "
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City of Verona, WI
Timeframe Long Term
Cost $10,000,000 $12,000,000
STP Urban, LRIP, TIF
Potential Public Funding Sources STP Urban, LRIP, TIF
CHAPTER 1 Background & Public Input 1 4 6 7
Intro - Objectives, Process & Planning Area Existing Plan Summaries Meeting Summaries Public Outreach
1.1 Introduction
The City of Verona has experienced a period of expansion and economic growth over the past decade, most visibly the addition of healthcare software giant Epic Systems on the western edge of the City. Due to this growth, downtown traffic volumes and congestion have been increasing toward levels last seen prior to the US 18/151 bypass construction, especially during peak hours. Much of the downtown building stock was built when US 18/151 ran through the heart of the City, and have a character more suited to a highway corridor than a downtown. For these reasons the City hired MSA Professional Services, Inc. to help evaluate the Main Street and Verona Avenue corridors and facilitate decisions regarding their future improvement.
Our vision:
Downtown Verona is the center of the community, a vibrant destination for residents and visitors. The downtown has grown with the City, adding more places to live, work, shop and eat, yet it has retained a small-town feel. Businesses are thriving. New parking lots and other improvements have eased congestion, and a series of sidewalk and streetscape improvements have made the entire area inviting, attractive, and recognizably “downtown”.
“This planning document is intended to function as a guide to help City officials and economic development professionals attract and direct investment in Downtown Verona in ways that support the long term viability and sustainability of the downtown economy.
PLAN OBJECTIVES This plan serves to meet the following objectives:
1. Manage traffic congestion and delays 2. Provide adequate parking for all downtown uses 3. Improve comfort and safety for pedestrians and bikers
4. Facilitate private redevelopment
investment
and
5. Establish a consistent and unique character through streetscape improvements and design standards
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Chapter 1
Background & Public Input
PLANNING PROCESS There are many people interested and invested in the future of Downtown Verona; an inclusive, transparent public process was vital to the success of this plan. The City formed a Steering Committee representing diverse interests, including the Verona Area Chamber of Commerce, Verona Area School District, Common Council and Plan Commission, as well as several downtown business and property owners.
Project Milestones City Staff “Kickoff ” Meeting December 11, 2012
Steering Committee “Kickoff ” Meeting #1 February 7, 2013
Public Informational Meeting #1 Project Introduction / Public Input
The Project Milestones graphic (at right) illustrates the year-long planning process. In total, MSA and the City facilitated fourteen meetings, conducted a dozen stakeholder interviews and implemented a community survey.
March 7, 2013
The business interviews, conducted early in the process, helped to identify the future plans, needs and desires of many downtown businesses. The visioning survey and public meeting provided input on a range of topics, including preferences for the function, physical design, and redevelopment of the downtown area.
City Staff Progress Report Meeting
All meetings were public and noticed as such. Additionally, draft materials and meeting schedule were posted on the City’s website. Summaries of the meetings are provided in Section 1.3, and the summaries of the public outreach can be found in Section 1.4.
City Staff Progress Report Meeting April 4, 2013
Stakeholder Interviews March 21-April 13, 2013 April 15, 2013
Steering Committee Meeting #2 – Transportation Alternatives review April 19, 2013
Public Informational Meeting (2) Transportation Alternatives May 14, 2013
Steering Committee Meeting #3 – Transportation Alternatives final review May 23, 2013
Plan Commission Progress Report Meeting June 3, 2013
Downtown Visioning Survey July 10-24, 2013
Public Visioning Meeting July 20, 2013
Steering Committee Meeting #4 – Land Use & Transportation Recommendations September 16, 2013
Public Informational Meeting (3) Final Draft: Land Use & Transportation October 21, 2013
Steering Committee Meeting #5 – Draft Plan review December 2, 2013
Plan Commission Public Hearing and Recommendation
TBD - Jan/Feb 2014
Common Council Adoption TBD - Feb/March 2014
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City of Verona, WI
Introduction PLANNING AREA(s) The study area for this planning effort focused primarily on the Main Street and Verona Avenue corridors. As shown in Figure 1.1, these corridors (yellow arrows) intersect in the heart of downtown Verona. Since this project was focused on two separate (yet interconnected) topics, the extent of the area studied varied by topic, as described below. ■■
The mobility plan (Chapter 2) assessed both major corridors, as well as any other connection point that potentially affected operations along the two major corridors.
■■
The development plan (Chapter 3) focused just on the “Downtown Core” (blue circle), the area that features older buildings, smaller setbacks, and narrower streets.
Chapter 1
Based on public input during the visioning process, (see Sections 1.3 and 1.4), there is some community consensus regarding the entryways/extents of the “downtown core” area. These are: ■■ ■■ ■■ ■■
West Verona Ave - The water tower/hill crest East Verona Ave - Lincoln Street North Main St - Harriet Street South Main St - Paoli Street
Design Consensus Points:
Distinction between “Downtown Core” and “East/West Gateways” Figure 1.1: Planning Area Map
EAST GATEWAY WEST GATEWAY
DOWNTOWN CORE
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Chapter 1
Background & Public Input
1.2 Existing Plan Summaries
There have been multiple planning processes over the past decade that address some aspects of this portion of Verona. The visions crafted and decisions made in those plans are acknowledged here and are incorporated as appropriate in this Plan.
2005 DOWNTOWN VERONA STREETSCAPE MASTER PLAN
1997 DOWNTOWN DESIGN GUIDELINES & IMPROVEMENT PLAN
This 1997 plan was developed to provide guidelines for downtown development, redevelopment, and public improvements. Hand drawn sketches provided design ideas for several downtown parcels; however, many of those depicted have been improved since the plan was adopted, including, for example, the redevelopment of the former Brunsell lumberyard and creation of a trailhead for the Military Ridge State Trail (albeit with less parking than envisioned). One idea that has not been realized since this plan was developed was the potential to relocate Ellis manufacturing to allow for redevelopment of their site. In addition to the development concepts, the plan provided streetscaping and wayfinding recommendations, as well as design guidelines. Some of the recommendations listed were to add gateway features, pedestrian-scaled lighting, street tree planting with tree grates, pavers, and other pedestrian amenities. The plan included a wayfinding concept plan that incorporated a mix of trailblazer, directional and directory signs. The design guidelines covered items such as building height, width, detailing, materials and colors, as well as parking and signage.
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City of Verona, WI
This plan, supported in part by Dane County’s Better Urban Infill Development (BUILD) Program, focused on pedestrian, streetscaping and parking improvements within Verona’s downtown. The Plan reviewed the circulation of the Main and Verona intersection and incorporated a parking study. The intersection and parking facilities were found to be adequate at that time. However, the consultant did suggest the City consider adding additional travel lanes in the future on Verona Avenue and Main Street to handle projected growth. The recommendations of the plan included creation of a unique streetscape, improved pedestrian and bicycle accommodations, two municipal parking lots (at Hometown Junction Park and Memorial Baptist Church properties), and installation of downtown gateway features (a sample is pictured above). All the solutions illustrated in the plan were developed using existing right-of-way with no expansion of the Main and Verona intersection, nor adding any additional travel lanes on Main Street or Verona Avenue.
Existing Plans Summaries
Chapter 1
2008 VERONA COMPREHENSIVE PLAN (Plan for Downtown Verona Appendix) This City effort was incorporated in the City’s Comprehensive Plan. It looked at the four blocks immediately adjacent to the Main and Verona intersection, as well as two additional blocks south of Park Lane. Prior to completing this plan, several new businesses had just moved in - both as new construction and conversion of existing buildings. Since the City anticipated continued market pressure within the downtown, this Plan was created to promote and facilitate the redevelopment within the planning area. The plan included a property inventory, goals for redeveloping the planning area, land use recommendations, and an implementation plan. Implementation actions include expansion of the downtown tax incremental district (TID), creation of a business improvement district (BID), creation of a capital improvement budget for downtown projects, and exploration of a possible stormwater utility. Expansion alternatives for the intersection of Main St. and Verona Ave. were briefly discussed, with recommendations to expand both roads to four lanes of traffic with bike lanes, restricted parking in outside lanes, and landscaped terraces. The proposed land use plan showed the commercial uses on the west side of Main Street remaining and the residential uses converting to commercial along North Main Street and on the west side of Franklin Street. Within the redevelopment blocks, public parking was suggested as central “alleyway” spines accessed from Harriet Street in the northern blocks, and Park Lane in the southeast quadrant. Downtown Verona Plan
DRAFT 8-14-2008
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Chapter 1
Background & Public Input
1.3 Meeting Summaries
As described on page 2, this planning process included several meetings with a variety of groups, including City staff, the Steering Committee and Plan Commission. This section will summarize the input received during these meetings. CITY STAFF MEETINGS There were three meetings held with City staff. All of these meetings were in the first half of the project. 12/11/12 - The initial meeting allowed the City and MSA Professional Services to get up to speed on the project needs and discuss the formation of the potential steering committee. 4/04/13 - This meeting discussed MSA’s operational study of the downtown and the potential solutions for the Verona/Main intersection. From this meeting it was declared the “do nothing” alternative was not a viable option, but MSA would prepare an exhibit for this condition for comparison/baseline purposes. 4/15/13 - This meeting discussed in more detail the existing conditions of the transportation network within the downtown and the potential solutions for the Verona/Main intersection. These conversations included discussions about how each solution would function in the projected year 2035 and how it would affect existing conditions (i.e. potential parking and building loss). PLAN COMMISSION MEETINGS MSA attended and presented a summary of the project at two Plan Commission meetings. 6/3/13 - A summary of the traffic and transportation findings and alternatives was followed by limited Plan Commission discussion but extensive public questions and comments. TBD - Final Plan Presentation and Public Hearing TO BE ADDED
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City of Verona, WI
STEERING COMMITTEE MEETINGS MSA attended and facilitated discussions at five Steering Committee meetings. 02/07/13 - The committee’s first meeting featured a review of the scope and schedule and initial data collection efforts, plus a discussion of issues and opportunities. 04/19/13 - This meeting focused on transportation analysis findings and alternatives. The three leading alternatives to manage long term traffic needs were presented and discussed - large signalized intersection, one-way pair, and a roundabout. No preferred solution was identified. 05/23/13 - This meeting again reviewed the three main intersection improvement alternatives, and the public reactions to each. The committee declined to recommend a preferred alternative. Other transportation-related improvement ideas were also presented and discussed, including the connectivity improvements. 09/16/13 - This meeting featured the first review of the land use and development alternatives and a final review of the core transportation and intersection improvement alternatives. The committee voted to recommend an expanded, signalized intersection at Main and Verona as the “final build out” option, if and when traffic growth requires four travel lanes east and north of that intersection. 12/02/13 - At this final meeting the committee reviewed the full draft document, confirmed and edited the plan recommendations and implementation tasks, and voted to recommend the plan for adoption.
Public Outreach Summaries
Chapter 1
1.3 Public Outreach Summaries
Providing opportunities for feedback from residents, business owners, and other concerned citizens during the planning process helped the City and MSA understand community concerns and build consensus around the core elements of this Plan. PUBLIC INFORMATIONAL MEETINGS There were four public meetings during the planning process. Each of these meetings was publicized through public notices, Verona Press news articles, and letters to property owners in the downtown study area. Each meeting was specifically designed to engage stakeholders in constructive discussion.
10/21/13 - The final public information meeting was attended by about 35 people at the Verona Senior Center. Following a 30-minute presentation that focused primarily on the land use and development recommendations, attendees received a worksheet and were asked to comment on each in a series of 14 topics.
02/07/13 - The public kickoff meeting was hosted in the City Council room. Approximately 60 people attended. After a brief presentation, participants were asked to look at large maps of the downtown area and talk about the project with MSA and City staff. Everyone was encouraged to share their ideas and concerns regarding transportation and development issues by marking up the maps and filling out comment forms. 05/14/13 - About 50 people attended the second public information meeting, hosted at the Verona Senior Center. This meeting featured a presentation of the transportation analysis and improvement alternatives, followed by a question and discussion period. Participants were asked to provide comments on each of the main improvement alternatives using a comment form 7/29/13 - Approximately 45 people participated in visioning exercises at the Verona Senior Center. Following a presentation of the visioning survey results, attendees divided into four groups to discuss a series of physical design issues. Over the course of 90 minutes, participants tackled the same topics for each of the four “legs” of the corridor (north, south, east, west). At the conclusion of the meeting, the table facilitators presented summaries of the discussions and opinions for each area. See page 12 for a summary of the evening’s discussions.
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Chapter 1
Background & Public Input
STAKEHOLDER INTERVIEWS MSA and City staff conducted twelve interviews with a variety of downtown stakeholders, including business owners, developers and the Verona Area School District. This summary features feedback from all of the interviewees, without specific attribution. 1. Who are your customers/members/users and where do they live? ■■ ■■ ■■
City proper Surrounding area (Belleville, Waunakee, west side of Madison, Mt Horeb, Blanchardville, etc.) Employees: Verona / Clients: Nationwide
2. Why are you located in downtown Verona? What are the advantages of operating at your current location? ■■ ■■ ■■ ■■ ■■ ■■ ■■ ■■ ■■ ■■
Place to be 40 years ago Growing community Central location Proximity of retail and groceries Access to bike path Verona didn’t have a store like theirs People are interested in buying local Good access to highway Convenient to trucking lines Need to be around other businesses (but not next to my major competition)
3. Is there anything impeding the success of your business/organization that you think this plan could help to address? ■■ ■■ ■■ ■■ ■■ ■■ ■■
Need more development along Verona Avenue Visibility of business Traffic speeds on Main Grass terrace a nuisance Relieve congestion Parking and access issues Circulation of both school sites
4. Do you have any plans or aspirations for physical expansion in the next 5 years? ■■ ■■ ■■ ■■ ■■ ■■
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Would redevelop site(s) if numbers work Possible incremental expansion and reconfiguration of main building Not looking for condo buyers, but open to apartments Looking for commercial or mixed-use opportunities Expecting to need more space within 5 years Improve signage and freshen up the interior
City of Verona, WI
5. When is the peak time for traffic related to your business/organization? ■■ ■■ ■■ ■■ ■■
Evenings, especially Friday nights Mid-morning, and between 3:30-6pm Not much traffic - 2/3 trucks per day Lunchtime in summer, Saturday all day 3:30-7pm, begins when school releases
6. Is parking a constraint for your organization? Can you approximate your parking need in total stalls, in terms of typical demand and peak demand? ■■ ■■ ■■ ■■ ■■ ■■ ■■
Not really, but do rely on street parking Not an issue, but don’t want to lose any Not a constraint Have off-street parking, but rely on on-street parking Park at church (make annual donation in exchange) Parking is an issue -primarily access issue High School parking an issue
7. How far would your customers/users/members be willing to walk to reach your location? ■■
A block a way is okay, but closer is better
8. What concerns do you have related to any proposals we might put forward to reduce traffic congestion on Main St. and Verona Ave.? Is there anything you especially favor or oppose? Favor ■■ ■■ ■■ ■■ ■■
Parking on backside of 100 block of Main Street School connections to Basswood and to Silent Street Improved alignment of Rita & Logan Roundabout idea One-way pair idea
Oppose ■■ ■■ ■■ ■■ ■■ ■■ ■■ ■■ ■■
Losing on-street parking Losing access to Main or Verona If trying one-way, may not want to close streets west of Main Street Fitting in a roundabout at Main & Verona Extending Gilman Street to Lincoln Street through CECOR site Don’t do one-way pair (will kill retail) Don’t eliminate my building Closure of Railroad Street Improving Railroad through Ellis site would not be compatible with their business
Public Outreach Summaries 9. We will be looking for redevelopment opportunities – existing sites that have low value – and proposing infill development, likely including multi-story, mixed-use options. Do you have any ideas or concerns regarding infill development in the downtown area? How do you feel about buildings as high as 4-5 stories in downtown Verona?
11. What do you think the City could do, either within our outside the scope of this plan, to support your success? ■■ ■■
Infill Development
■■ ■■ ■■
■■ ■■
■■ ■■
■■ ■■ ■■ ■■ ■■ ■■
Only concern is parking needs for infill Favor multi-story and mixed use development - if parking isn’t an issue See the Lincoln Street and Verona Avenue as great mixed-use redevelopment opportunity Open to moving Ellis Manufacturing if City funds it Open to sale of Quonset hut site if an alternative location is found to store scrap metal If we want more retail, we need more residents first, especially downtown Baptist church and Cross Plains State Bank are potential redevelopment sites Don’t want Section 8 housing
Chapter 1
Incentives for development Spur development and investment on W. Verona, which is suffering as compared to E. Verona Property assemblage is hard - focus on this Do more to attract and retain young professionals Open to closing Park, Shuman or Church streets for purposes of expansion of Millers & Sons Sign grant monies Offer municipal parking
Height ■■ ■■
No concerns regarding height - as long as it looks good and works well Let the market decide - focus on design that activates the street
10. What has your past experience been working with the City of Verona? In what ways have you been frustrated, or in what ways have staff and/or elected officials helped your organization? ■■ ■■ ■■ ■■ ■■
Generally good experience Great experience working with City Neutral No concerns - City is fair to them Great - Verona is easy to work with, but would like lower taxes
Downtown Mobility & Development Plan
9
Background & Public Input
Chapter 1
DOWNTOWN VISION SURVEY The early public response to the transportation planning efforts revealed a desire to identify an inclusive vision for the downtown, to guide both the transportation and land use and development planning. A visioning process was added, starting with a public survey on a wide range of physical design and economic development topics.
Where do you typically park downtown? 4.9%
2.9% On the street
15.9%
In a private driveway or parking lot Don't park a car (bike/walk)
71.8%
Other
The survey was available online for two weeks with the option of a paper copy available at the Verona Senior Center and City Hall. A letter was sent to all downtown property owners and a general invitation published on the City’s website and in the Verona Press. Below is a summary of the responses gathered from more than 250 respondents.
How far do you typically park from your destination? 2.4% 0.4% 8.1%
Near entry
50.0% 39.0%
Demographic Responses ■■ ■■ ■■ ■■ ■■ ■■
What are the disadvantages to shopping downtown? (check all that apply) 1. Traffic Congestion (49% of respondents) 2. Poor Selection of Goods/Services (49%) 3. High Prices (31%) 4. Poor Appearance (26%) 5. Limited Hours (24%)
“A meeting place and the center of community social life with a mix of coffee shops, brew pubs, cultural and recreational spaces.“
Describe downtown Verona today...
(open-ended question - results categorized) Auto-Oriented / Congested Poorly-Defined Lack of Business & Attractions Bland/ Unappealing/ Ugly Convenient / Welcoming Not Ped-Friendly No Change Needed 10
10 City of Verona, WI
20
30
40
50
60
1 - 2 blocks away
What attracts you to shop downtown? 1. Convenient Location (91% agree) 2. Friendly Service (89%) 3. Independently Owned Stores (79%) 4. Quality of Products & Services (72%) 5. Convenient Parking (72%)
83% of respondents felt the following statement was appealing:
0
1/2 - 1 block away More than 2 blocks away
254 surveys completed 89% of respondents live in Verona (15% in downtown) 37% work in Verona (9% in downtown) 56% Female / 44% Male 45% under 45 / 55% were 45 or older Nearly 60% have children under the age of 18
Vision Statement ■■
Within 1/2 block
70
Downtown Vision Survey
Chapter 1
Other Church Military Ridge Trail
How often do you come downtown for...
Events Work
Big things to change in the next 25 years.
3 or more times per week
Professional Services
(open-ended question - results categorized)
2 or less times per week
Personal Care
Other
Tavern/Bar
Church
Restaurant/Cafe
Military Ridge Trail
Non-grocery retail shopping
Events
Miller & Sons
Rarely / Never
More Shops / Restaurants (esp. local) Improve Identity / Aesthetics
Work 0
50 100Services150 Professional
200
250
Traffic Bike/Ped Conflicts 3 orImprove more times per week
300
2 or less times per week
Personal Care
Rarely / Never
Tavern/Bar Restaurant/Cafe
Improve Bike/ Ped Accessibility
More Amenities / Parking
Non-grocery retail shopping
No Change
Miller & Sons 0
50
100
150
200
250
300
Top FIVE changes necessary to get more of your business? Greater Variety of Stores (69% of respondents) More Places to Eat (68%) Better Atmosphere (36%) Better Selection of Merchandise/Services (35%) Reduced Traffic Congestion (33%)
0
10
20
30
40
50
60
70
Where do you support redevelopment over time?
Small things to change in the next couple years? Transportation Remove parking on Main Right turn lane on S. Main to Verona Ave. Bike lanes on Main Bike path connection from Silent St. to Main St. Improve pedestrian-friendliness of crosswalks (repaint, other aids) 6. Restrict parking on Main based on travel patterns 7. Stop Sign at Main/Paoli 1. 2. 3. 4. 5.
1. 2. 3. 4.
Streetscaping More flowers in the summer Paint blue poles to another color Update light fixtures on Main St. New banners on light poles
Other 1. More shops & restaurants 2. More public events downtown 3. Building faรงade improvements
Downtown Mobility & Development Plan 11
80
Chapter 1
Background & Public Input
DOWNTOWN VISION MEETING SUMMARY A summary of key findings from the July 29 public visioning meeting: Land Use ■■ ■■ ■■
Groups were unanimous in their desire to protect local business, as well as a handful of specific older buildings Priority sites identified for redevelopment tend to be either in disrepair or aesthetically unappealing Multiple groups mentioned pedestrian access and safety as important issues to correct through redevelopment
Streetscaping ■■ ■■ ■■ ■■
All groups agreed that developing a consistent aesthetic was especially important Trees and planters were universally liked Groups were split on sidewalk width (expand vs maintain) but were mostly in favor of paved terraces (rather than grass) Streetlights should be different as compared to the gateway areas - no blue poles downtown
Parks and Art ■■ ■■
Issues Specific to South Main St. ■■ ■■ ■■
■■
■■
No clear consensus regarding where or how to accommodate bikers moving north and south Improving crosswalks and bike trail visibility is a priority
Parking ■■ ■■
Groups were split on: ■■ Adequacy of existing parking facilities ■■ Where additional parking would go Most groups supported time of day parking restrictions if and when more travel lanes are needed on Main St.
Street Enclosure ■■ ■■ ■■
All groups preferred setbacks between 5 and 15 feet from the public Right-of-way The Park Bank setback is uniformly considered too small 2 – 3 stories agreed upon as ideal height limit, with the exception of some sites in the western gateway area
12 City of Verona, WI
Downtown begins at Paoli St. Miller’s and older buildings with character must be protected Redevelopment that aids Miller’s is strongly supported, as is the redevelopment of the Mobil station, Quonset hut, and the east side of south Main St. in general Desire for a public gathering area, with the acknowledgment that space is limited
Issues Specific to North Main St. ■■ ■■ ■■
Bike and Pedestrian Accommodations ■■
Most groups expressed a desire for some kind of central park in downtown area, acknowledging that space for one is limited Art generally favored, especially as a means of reinforcing a consistent aesthetic for the downtown
Downtown begins at (or near) Harriet St. Preservation priorities include 302 N. Main St. and the homes north of Harriet St. General comfort with redevelopment on both sides of N. Main St., up to Harriet. Redevelopment on Franklin St. was generally deemed ok, but Shuman St. preferred to remain as single-family residential
Issues Specific to East Verona Ave. ■■ ■■ ■■
Downtown begins at Lincoln St. No clear preservation priorities in this area Redevelopment supported for the houses between Culvers and Kwik Trip, the old motel, the Hughes flooring site, and the Natural Health Works building
Issues specific to West Verona Ave. ■■ ■■ ■■
Downtown begins at Legion St. Redevelopment supported for St. Vincent, Bowling Alley, Chinmi Restaurant/Gas Station, and AmFam Building Buildings limited to 2 stories, with 3-4 fine further west
CHAPTER 2 MOBILITY PLAN 13 Existing Conditions 25 Intersection Alternatives 35 Mobility Recommendations
A sustainable and viable downtown must balance the many competing interests that exist in urban environments (i.e. traffic, parking, pedestrian and vehicle safety, landscaping and development). As the city has grown, traffic of all types through the downtown has increased. Backups are long at peak periods, and safety is a concern, especially for bikers and pedestrians. This chapter reviews the transportation network and offers solutions to make it safe and reasonably efficient for current and future needs. A central focus of the transportation analysis is identifying long-term public right-of-way needs, so that those needs can be protected as redevelopment occurs in the downtown area (see Chapter 3 for the redevelopment opportunities).
Figure 2.1: Current Functional Classification ÿ Network Æ
ÿ Æ PD
City of Verona
ÿ Æ MV
ÿ Æ M
Legend
ÿ Æ PB
Principal Arterial Minor Arterial Collector Township Boundaries Verona City Limits January 2009 Madison City Limits January 2009 Lakes/Streams
2.1 EXISTING CONDITIONS This section is an overview of existing roadway characteristics along Main Street (CTH M) from Paoli Street to Harriet Street and Verona Avenue (Business 18-151) from Legion Street to Lincoln Street. Elements evaluated include alternative transportation facilities, parking impacts, traffic volumes, crash analysis, and access and right-of-way encroachment investigations. This information, and associated illustrations, comes from a combination of MSA field surveys and prior work and data collected by City staff. The study area includes four distinct segments of arterial roadways: ■ Main St. from Paoli St. to Verona Ave. ■ Main St. from Verona Ave to W. Harriet St. ■ Verona Ave. from Legion St. to Main St. ■ Verona Ave. from Main St. to Lincoln St.
Both roadways provide two-way traffic, with one travel lane in each direction. There is one traffic signal in the study area located at the intersection of Main Street & Verona Avenue. Only a few of the intersections in the study area have turning lanes. Parking is generally available on both sides of Main Street and Verona Avenue throughout the corridor, with some limitations. ALTERNATIVE TRANSPORTATION FACILITIES Providing for alternative modes of transportation is important to maintaining a vibrant downtown district. Consideration for improved walking, bicycling, and transit through the corridor will be key to improving safety and user experience.
Downtown Mobility & Development Plan 13
Chapter 2
Mobility Plan
Figure 2.2: Intersection Controls and Crosswalk Locations
Bicycle and Pedestrian Facilities Pedestrian safety and connectivity is an important feature to the community, especially because it affects the ability of those who cannot drive to be active, independent, and engaged in the community. In general, sidewalks are provided within the project corridor. In an effort to increase pedestrian safety at crosswalks, the City installed crossing guards at multiple locations near the schools and added orange pedestrian flags at crosswalks to alert drivers.
Main/Verona One of the City’s major assets is the Military Ridge State Trail that cuts through the heart of the City, crossing S. Main Street just south of W. Railroad Street. This year-round 40-mile trail follows the old Chicago and Northwestern railroad corridor from Fitchburg to Dodgeville, and ultimately connects to the City of Madison trail system. A majority of the trail is unpaved, but suitable for walking and biking. In addition to the State trail, the City has a local trail spur that runs parallel to Verona Avenue from Lincoln Street to old PB.
Figure 2.3: Military Ridge State Trail (S. Main Street Crossing)
There are no bicycle lanes on Main Street or Verona Avenue. The existing cross sections do not provide adequate room for bike accommodations while also providing onstreet parking. Based on traffic video review, the majority of the children and young adult bicyclists use the existing sidewalk network and pedestrian crosswalks to avoid traffic in the road.
Bus Routes & Stops Figure 2.4: Main Street & Verona Avenue Intersection Bike Usage
14 City of Verona, WI
The project corridor is currently served by Madison Metro fixed transit routes 55 and 75, which run Monday - Friday during the peak hours (i.e. 6AM – 9AM and 3PM – 7PM). As shown in Figure 2.2, there are only a few stops along Verona Avenue and no stops along Main Street.
džŝƐƟŶŐ ŽŶĚŝƟŽŶƐ Other Transit Services
Chapter 2
Figure 2.5: Parking Locations and Access Points
Additional public transportation in the City of Verona is limited to services coordinated by the Verona Senior Center (located at 108 Paoli Street). These services are provided largely through volunteer efforts and donations. No other community-wide transit services are provided in the City. VEHICLE & PEDESTRIAN ACCESS Both vehicular access and pedestrian access to a property are critical to its value and desirability. A business in a highly visible location can be undermined by poor access and forced to relocate. Access in the study area was evaluated with respect to both vehicles and pedestrians for each of the four study segments previously identified. Driveway/doorway locations, types of access, ease of movements, and network connectivity are described below. Overview maps showing access, parking, crosswalks and traffic control are included in Appendix A.
S. Main Street (Paoli Street to Verona Avenue) This segment is a mix of commercial and residential land uses with direct access to Main Street.
Figure 2.6: S. Main Street Roadway Cross-Section
Vehicle Access There are 16 driveway access points along this stretch of roadway. Twelve of the access points/ driveways within this segment are on the east side of the street, and four on the west. From Paoli Street to W. Railroad Street there are seven homes and three multi-family buildings which face Main Street. Six of the seven homes have direct access to Main Street, the last using the adjacent side street for vehicle access. The multi-family buildings have one primary access on Main Street and parking on-site. There are no alleys for alternative driveway locations.
buildings directly connect to Main Street through one-way angle parking lots. A narrow grass terrace separates the public roadway from the private parking lot in front of each building, and the sidewalk is shifted onto the private parcels, between the parking area and the building. Directly west is a public park that only has access from W. Railroad Street. On-street parking begins just north of the Military Ridge State Trail.
On the east side of Main Street, straddling the Military Ridge State Trail, two commercial
The largest business on this segment is Miller & Sons Grocery Store; access to the store is provided off of Main Street, Park
Downtown Mobility & Development Plan 15
Chapter 2
Mobility Plan
Figure 2.7: Main Street & Church Street Pedestrian Crossing
Sidewalk is present throughout this segment. Near W. Railroad Street and the Military Ridge State Trail crossing, the sidewalk jogs away from the roadway and closer to the businesses due to the narrow terrace between the business parking lots and Main Street, as seen in Figure 2.8.
Figure 2.8: Main St Business Access and Shift in Sidewalk Location
Lane, Shuman Street and Church Avenue. Businesses on corner lots have primary access on the adjacent side street. Midblock businesses have vehicle access through Memorial Baptist Church property or the back alley between Park Lane and E. Railroad Street. Patrons of these businesses typically use onstreet parking. Memorial Baptist Church has one main access off Main Street but additional parking near the back alley as well. Park Bank and the Mobil gas station are located on the south leg of the Main Street and Verona Avenue intersection. Park Bank has primary access on Main Street and Verona Avenue, but additional access points on the surrounding roads of Shuman Street and Park Lane via the parking lots of adjoining properties. Mobil has two access points on Verona Avenue and an additional two access points on Main Street, one of which is shared with the building to the south. At least two of the access points are close to the signalized intersection and are often blocked during peak traffic periods due to long queues at the intersection. Pedestrian Access Pedestrian crossings are clearly marked near Park Avenue, Church Street and Military Ridge State Trail. One of the heaviest pedestrian access locations is near the Church Street intersection. Crash records indicate a number of accidents have been attributed to this crossing location (see Appendix A).
16 City of Verona, WI
N. Main Street (Verona Avenue to W. Harriet Street) This segment of Main Street is primarily a residential corridor with some properties converted to commercial businesses. Most of the commercial businesses are located on the southern end of the segment close to Verona Avenue. N. Main Street also provides direct access to Verona High School and Badger Middle School at the north end and beyond the project limits. Vehicle Access Walgreens is located at the southernmost end of the segment. This business has two driveways; one on Main Street and one on Verona Avenue. Access is also provided through a shared parking lot with the State Bank of Cross Plains. State Bank has two additional, direction-restricted access points on Main Street to and from the drive through window, and two access points on Shuman Street. Other businesses lining Main Street all have one primary driveway access point to Main Street. There are six residential driveways on this segment, with vehicles generally backing out onto the roadway to exit. Some properties are multi-family dwellings with parking generally in the back. Homes located on intersection corners commonly have driveways facing the side streets. There are no alleys for alternative access. The nine marked on-street parking spots are all on the east side of the street.
džŝƐƟŶŐ ŽŶĚŝƟŽŶƐ Pedestrian Access Sidewalk is present on both sides of Main Street and throughout the surrounding street network. Marked crosswalks across Main Street are limited to the north approach of the high school access and at Llanos Street. Both locations have crossing guards stationed to assist pedestrians. Pedestrians traveling southbound past W. Harriet Street commonly conflict with vehicular traffic leaving the school campus. As seen on the next page in Figure 13, Miovision traffic counting cameras captured video of vehicles during the school release hour attempting to turn onto N. Main Street but blocking pedestrian traffic and creating unsafe circumstances for both pedestrians and vehicles. Of the homes noted on this segment, seven have private sidewalk leading to Main Street. One residence has stairs directly behind the sidewalk leading up to the house. Others all are at grade sidewalk connections to the front entrance of the home. All businesses noted also have pedestrian access points to the main entrance of the building.
Chapter 2
Figure 2.9: N. Main Street On-Street Parking
Figure 2.10: Pedestrian & Vehicle Conflict Points at W. Harriet Street
Figure 2.11: E. Verona Avenue Cross Section
E. Verona Avenue (Main Street to Lincoln Street) This segment of Verona Avenue is a mix of commercial and residential properties. Vehicle Access There are 19 access points along Verona Avenue between Main Street and Lincoln Street, only three of which are residential driveways. The north side features eight access points, five business accesses and three residential properties. The south side features 12 access points, nine business accesses and three residential properties. Corner lots generally have their primary access on the adjacent side street, however four properties have access on both Verona Avenue
and the side street: Mobil, Capitol Bank, Klinke Cleaners, and Kwik Trip. Properties that have more than one access on Verona Avenue include Mobil, Natural Health Works, and Hughes Flooring. There are also 45 on-street parking spots; 20 on the north side and 25 on the south side. Pedestrian Access Sidewalk is present throughout with business and residential walking paths. There are a total of 11 pedestrian access points along this segment. A multi-use path begins on the southeast approach of Lincoln Street which connects Hometown USA Community Park to the Military Ridge State Trail to the east. Marked crosswalks crossing Verona Avenue are located at Jefferson Street and Lincoln Street.
Downtown Mobility & Development Plan 17
Chapter 2
Mobility Plan
Figure 2.12: W. Verona Avenue Roadway Cross Section
Figure 2.13: W. Verona Avenue & Westlawn Avenue Pedestrian Crossing
Marietta Street, Westlawn Avenue and Legion Street. The heaviest pedestrian access locations appear to be near Westlawn Avenue. A crossing guard is stationed at the intersection for the three neighboring schools; New Century School, Sugar Creek Elementary School and Verona High School. Sidewalk is present throughout the segment with private and residential paths to each building. STREETSCAPING Over the last decade the City has reconstructed several street sections within and near the study area, including installation of some streetscaping features. Currently the streetscaping varies depending on the street and location along that street. The next page illustrates the current conditions along the Main Street and Verona Avenue corridors.
W. Verona Avenue (Legion Street to Main Street) This segment of Verona Avenue is a mix of commercial, institutional and residential properties. There are two elementary school facilities that impact W. Verona Avenue: Sugar Creek and New Century. Vehicle Access There are 14 businesses lining the west segment of Verona Avenue. All of the businesses have at least one vehicular access on Verona Avenue and those on corner lots have an additional access on the adjacent side-street. Some neighboring properties have shared access and shared parking facilities through connected parking lots. There are significant areas of park land between Legion Street and Marietta Street which have limited driveway access locations on Verona Avenue. New Century School has primary vehicle access on the surrounding street network, however the parking stalls in front of the school on Verona Avenue function as a school drop-off location. Of the six residential properties, four have a private driveway on Verona Avenue. Additional parking is available for most of the length of segment with 83 available on-street parking spaces; 37 on the north side and 46 on the south side. Pedestrian Access Marked crosswalks across Verona Avenue are located near
18 City of Verona, WI
Hometown Junction Park Unique to the corridor, this park incorporates several streetscaping features not found elsewhere on Main Street. Streetscaping features present include red stamped concrete terraces, gray stone paver accents, and decorative fencing.
džŝƐƟŶŐ ŽŶĚŝƟŽŶƐ Verona Avenue Corridor
Chapter 2
Main Street Corridor
Maple Grove to Lincoln
Paoli to Bike Path
Sidewalks: 5 ft. concrete (north side) / 10 ft. asphalt (south side) Terrace: 5-15 ft. grass (north side) / 10 ft. grass (south side) Median: grass / stamped concrete Lighting: Tall decorative single-arm full-cutoff (terrace) Other Streetscape Features: street trees, banners, hanging
Sidewalks: 5 ft. concrete Terrace: 5 ft grass Median: None Lighting: Tall Cobra Head on concrete pole Other Streetscape Features: banners
baskets, and directional signage
Bike Path to Main Lincoln to Main
Sidewalks: 5 ft. concrete Terrace: 5 ft. grass/concrete Median: None Lighting: Tall Cobra Head on concrete pole Other Streetscape Features: street trees, banners,
Sid Sidewalks Sid lk : 5 ft ft. concrete Terrace: 4-5 ft. grass Median: None Lighting: Tall Cobra Head on concrete pole Other Streetscape Features: banners
stamped concrete (park), a few benches & flower pots
Main to Legion
Main to High School Driveway
Sid Sidewalks: lk 5 ft ft. concrete Terrace: 4-7 ft. grass Median: None Lighting: Tall Cobra Head on concrete pole Other Streetscape Features: street trees & banners
Sidewa Sidewalks: Sid walk lks: 5 ft ft. concrete Terrace: 2-5 ft. grass/concrete Median: None Lighting: Tall Cobra Head on concrete or wood pole Other Streetscape Features: banners & street trees
High School Driveway to Cross Country
Legion to Nine Mound Sid Sidewalks: d lk 5 ft ft. concrete Terrace: 10+ ft. grass Median: grass / stamped concrete Lighting: Tall decorative double-arm full-cutoff (median) Other Streetscape Features: street trees, banners & hanging baskets
Sidewalks: Sid lk 10 ft ft. asphalt h l ((west side) d ) / 5 ft ft. concrete (east ( side)
Terrace: 5 ft. grass Median: grass / stamped concrete Lighting: Tall Cobra Head on wood (utility pole) Other Streetscape Features: banners
Downtown Mobility & Development Plan 19
Mobility Plan TRAFFIC ASSESSMENT To assess the existing operational conditions within the study area, MSA collected and reviewed the current traffic volumes within the corridors, and studied the existing operational conditions. Average delay and length of queuing were determined through analysis to assess the locations where transportation improvements are likely needed to maintain or improve operations in the future.
Intersection Operation & Capacity Analysis An operational and capacity analysis was completed using two different analysis outputs: Synchro 8 HCM Mode and SimTraffic. Synchro 8 HCM Mode is based on the procedures, methods and techniques contained in the Highway Capacity Manual, 2010 Edition. SimTraffic is based on microsimulation modeling that assesses the impact of blocked turn lanes and network flow on intersection operations.
Traffic Volumes The Wisconsin Highway Traffic Volume Data website maintained by the Wisconsin Department of Transportation (WisDOT) provides ADT on each segment of the study area. As shown in Table 2.1, the ADT within the project corridor varies by location.
This type of analysis provides a Level of Service (LOS) for the intersection, which is a quantitative measure that refers to the overall quality of flow at an intersection ranging from very good (LOS “A”) to very poor (LOS “F”). Typically, the minimum acceptable condition for most intersections is LOS “C”; however, lower LOS values can be acceptable in certain cases. The delay is measured in seconds per vehicle, which can be used to determine the Level of Service for the intersection. Table 2.3 represent the delay criteria used for determining the Level of Service at an intersection.
To supplement this ADT data, MSA collected traffic volume turning movements at several major intersections within the corridor using Miovision video collection units. The locations reviewed, including dates, times and type of traffic control, is shown in Table 2.2.
Chapter 2 Table 2.1: Existing Average Daily Traffic Summary
Roadway Main Street Main Street Verona Avenue Verona Avenue
From Paoli Street Verona Avenue Legion Street Main Street
To
2012 ADT
Verona Avenue W. Harriet Street Main Street Lincoln Street
10,800 10,300 11,400 13,900
Table 2.2: Video Collection Inventory
Intersection Main St & W. Harriet St Main St & Church/Railroad St Main St & Paoli St Verona Ave & Lincoln St Verona Ave & West Lawn Ave Main St & Verona Ave Verona Ave & Enterprise Dr
20 City of Verona, WI
Date
Time
Traffic Control
11/13/2012 11/14/2012 11/28/2012 11/15/2012 11/15/2012 11/28/2012 10/03/2013
7:00 AM - 6:00 PM 7:00 AM - 6:00 PM 7:00 AM - 6:00 PM 7:00 AM - 6:00 PM 7:00 AM - 6:00 PM 7:00 AM - 6:00 PM 7:00 AM - 6:00 PM
Stop Sign (West) Stop Sign (East/West) Stop Sign (West) Stop Sign (North/South) Stop Sign (North) Traffic Signal Traffic Signal
džŝƐƟŶŐ ŽŶĚŝƟŽŶƐ For this analysis MSA reviewed three peak hours: morning rush hour, afternoon (when the schools let out), and evening rush hour. The intersections that were reviewed are listed in Table 2.2. The outputs that best represented observed field conditions are summarized on the next page. Full output summaries of both analysis procedures are included in Appendix A. Table 2.3: Highway Capacity Manual “Level of Service”
Level of Service “A” (best) “B” (good) “C” (desirable) “D” (delay) “E” (congestion) “F” (forced flow)
■
Signal Control 0 to 10 >10 and <20 >20 and <35 >35 and <55 >55 and <80 >80
All turning movements operated at LOS C or better, except for the following: Morning Peak Hour ■
Verona Avenue & Lincoln Street Northbound LT, LOS D (26.2 sec)
■
Main Street & Paoli Street Eastbound LT, LOS D (26.9 sec)
■
Main Street & Verona Avenue Northbound TH/RT, LOS E (61.2 sec)
School Peak Hour ■
Verona Avenue & Lincoln Street Northbound LT, LOS F (66.8 sec) Southbound, LOS E (39.0 sec)
■
Main Street & W. Harriet Street Eastbound, LOS F (175.3 sec)
Main Street & Verona Avenue Northbound TH/RT, LOS F (102.8 sec) Southbound TH, LOS F (193.1 sec) Southbound LT, LOS D (44.7) Eastbound TH, LOS F (80.1 sec) Westbound TH, LOS E (65.2 sec) Westbound LT, LOS D (36.4 sec)
Evening Peak Hour ■
Verona Avenue & Lincoln Street Northbound LT, LOS F (66.9 sec) Southbound, LOS F (53.6 sec)
■
Main Street & W. Harriet Street Eastbound, LOS F (135.7 sec)
■
Main Street & Verona Avenue Northbound TH/RT, LOS F (108.9sec) Northbound LT, LOS D (35.5 sec) Southbound TH, LOS F (167.4 sec) Southbound LT, LOS D (35.5 sec) Eastbound TH, LOS E (63.5 sec) Westbound TH, LOS E (64.1 sec)
Average Control Delay (sec/veh) Stop Control 0 to 10 >10 and <15 >15 and <25 >25 and <35 >35 and <50 >50
Chapter 2
Intersection Queuing Analysis A queuing analysis was similarly conducted using both software outputs for all movements identified in the Level of Service (LOS) analysis. The primary purpose of the existing condition queue analysis was to determine if certain movement queue lengths are impacting access to turn lanes or properties within the study area. The following movements were identified as having a potential impact to the corridor: Verona Avenue & Lincoln Street The northbound left turn lane delay reaches LOS F during all peak hours of the day. However, due to the low volume, the 95th percentile queue length (i.e. projected queue is at this length or shorter 95% of the time) is not expected to reach the Verona Fire Department access south of the intersection. The southbound approach is the primary driveway access for a fast-food restaurant (Culver’s). The 95th percentile queue starting at the school release peak hour will likely block some on-site maneuverability for the restaurant.
Downtown Mobility & Development Plan 21
Chapter 2
Mobility Plan
Main Street & Paoli Street The eastbound (95th percentile) left turn lane is not anticipated to extend past the existing left turn storage lane queue length. All other movements are anticipated to clear the intersection quickly with minimal queuing. Main Street & W. Harriet Street The eastbound queue length is anticipated to extend through Shuman Street, blocking traffic leaving the student parking lot to travel south on Shuman Street or Marietta Street. These queues may be impacting travel behavior of students leaving school at the end of the day. Main Street & Verona Avenue A heavy inflow of traffic to the main intersection of the City creates long queue lengths and undesirable delay. ■ The longest eastbound queue length was noticed during the school release peak hour and is expected to extend through the Verona Avenue & Marietta Street intersection with potential to block all movements at Marietta Street and Shuman Street. Driveway access to the local businesses will likely also be blocked by queues. ■
The longest westbound queue length was noticed during the school release peak hour and is expected to extend through the Verona Avenue & Franklin Street intersection with potential to block all movements to the intersection as well as local driveway access locations.
■
The longest northbound queue length was noticed during the PM peak hour and is expected to extend to the Church Avenue intersection. The potential for all turning movements to be blocked at Park Lane are expected, as well as the surrounding business access points.
■
The longest southbound queue length was noticed during the school release peak hour and is blocking both the W. Harriet Street and E. Harriet Street intersections.
Figure 2.14: N. Main St & W. Harriet St - at School Peak Hour
Figure 2.15: Main/Verona Intersection - at School Peak Hour
SAFETY ASSESSMENT It is hard to understate the importance of user safety in a downtown area. Proper access spacing, improved sight lines, and dedicated multimodal facilities are all ways to enhance safety and reduce crashes. The following assessment of recent crash data will help determine specific locations where safety improvements will be particularly effective. The most recent five-year crash history for the entire project study area was requested and received from the University of Wisconsin Traffic Operations and Safety Laboratory. Crashes related to alcohol were not included in the analysis. Weather related crashes, such as snow, ice or wet road conditions, were identified and noted. Crashes were sorted by approach, type of crash and crash severity. Crash severity can be broken down into “Property Damage” or “Injury Severity”. Injury severity is classified as shown below: ■ ■ ■ ■
22 City of Verona, WI
Type C - possible injury/non-evident injury claims Type B - visible injury evident that is not incapacitating/minor injury Type A - incapacitating injury/severe injury Type K - fatality
džŝƐƟŶŐ ŽŶĚŝƟŽŶƐ Below is a summary of the crash data received. See Appendix A: Crash Location Map for more details.
Chapter 2
Figure 2.16: Main Street & Verona Avenue Crash Diagram
Crash Data Analysis A total of 59 crashes occurred within the project study area between 2007 and 2012. Of those, seven crashes involved bikes or pedestrians and 12 crashes relate to parked vehicles or business accesses. The high percentage of crashes involving bikes, pedestrians and vehicle access indicate a need to improve the visibility of bike and pedestrian facilities as well as create safer access management practices. Only two locations within the study area had greater than 10 crashes within the last five years. Main Street & Verona Avenue The crash history table indicates 22 crashes occurred at the signalized intersection of Main Street and Verona Avenue. The types of crashes reported are as follows: Eastbound: 3 Crashes ■ 2 rear end collisions, with property damage only ■ 1 left turn collision with a pedestrian, with injury severity C Westbound: 7 Crashes ■ 5 rear end collisions, with property damage only ■ 1 left turn collision involving a driveway access, property damage only ■ 1 angle collision involving a driveway access, property damage only Northbound: 6 Crashes ■ 3 rear end collisions, one injury severity C and two with property damage only ■ 1 angle collision with property damage only involving a driveway access ■ 2 left turn collisions with property damage only, one involving a driveway access Southbound: 6 Crashes ■ 3 rear end collisions with property damage only ■ 1 angle collisions with property damage only involving a driveway access ■ 2 collisions with a pedestrian, both injury severity C
A large number of crashes at this location are rear end collisions, which are common at signalized intersections. High vehicular volume causes long delays and driver frustration approaching the Main Street and Verona Avenue intersection. Vehicles following too closely and inattentively driving are the main contributor to the high number of rear end collisions. Other than one angle crash with a pedestrian (noted with a dashed line in Figure 2.16) and one left turn collision, all other crashes at this intersection are due to the close proximity of business accesses. Of the 22 crashes at the intersection, seven are due to vehicles trying to enter or leave a business driveway. Two crashes are related to vehicles attempting to enter a business driveway and running into a bicyclist riding in the roadway. No bike accommodations exist on Main Street or Verona Avenue. Main Street & Church Street/E. Railroad Street The crash history table indicates 15 crashes occurred at the stop controlled intersections of Main Street & Church Street/E. Railroad Street. The types of crashes reported are as follows: Eastbound: 1 Crash ■ 1 collision with a bicycle, injury severity C
Downtown Mobility & Development Plan 23
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Mobility Plan
Northbound: 11 Crashes ■ 2 angle crashes with property damage only, one involving a driveway access ■ 1 collision with a pedestrian, injury severity A ■ 6 rear end collisions, property damage only (one weather related), one involving a driveway access ■ 1 collision with a fixed object, property damage only ■ 1 left turn crash, property damage only
Figure 2.17: Main Street & Church Street Crash Diagram
Southbound: 3 Crashes ■ 3 same direction sideswipe crashes (involving parked vehicles) Crash history at this location shows that intersection geometry, traffic control, and physical characteristics of the area combine to create a problematic location. The high number of rear end crashes indicates there is likely a combination of inadequate sight distance and lack of driver awareness. A heavily used pedestrian crossing is located on the south approach of Church Street; drivers may not see pedestrians looking to cross the intersection and therefore not expecting drivers in front of them to stop. Also, two crashes at this location are angle crashes with pedestrians where drivers failed to yield to the pedestrians in the crosswalk. All three sideswipe collisions were with parked vehicles. These crashes indicate that current traffic channelization or areas of unrestricted parking may be impacting the crash rates, particularly under poor weather conditions. UTILITIES Numerous underground and overhead private utilities exist throughout the study area. Companies with known facilities in the area include MG&E, Alliant Energy, TDS and Charter Communications. Final design of recommended street improvements should include a determination of compensable and noncompensable relocations. Public utilities including sanitary sewer and water main have been systematically upgraded throughout the community. None of the sewer or water facilities in the study area are in need of upgrade or replacement.
24 City of Verona, WI
Figure 2.18: Main Street & Railroad Street Crash Diagram
RIGHT-OF-WAY ENCROACHMENTS Based on GIS and other provided data, right of way is generally assumed as extending from back of sidewalk to back of sidewalk. General encroachments may include business signs, awnings, decorative landscaping, and pedestrian access walks. Some residential properties have small retaining walls and decorative landscaping within close proximity to the back of sidewalk. These items may be encroaching on the right of way and should be reviewed in conjunction with potential improvements for facility expansions.
džŝƐƟŶŐ ŽŶĚŝƟŽŶƐ ARCHEOLOGICAL & HAZARDS REVIEWS A desktop review of potential archaeological sites and locations with hazardous materials was completed. These classifications were reviewed to identify any sites that might impede or increase the cost of proposed land use or transportation improvements.
Below is the list of eight sites still known to have groundwater and/or soil contamination. ■ ■
Archeological Sites A desktop review was used to determine if any archaeological sites are located within ½ mile of the project area. This search identified two known archaeological sites. Verona Cemetery is located north of the project limits on N. Main Street. There are approximately 2,700 interments buried at the cemetery since 1848. A second cemetery adjoins Verona Cemetery and is associated with St. Andrew Parish, with approximately 250 interments.
Chapter 2
■ ■ ■ ■ ■
Old Verona Quik Mart – 202 E. Verona Avenue – Groundwater Contamination Mobil Gas Station – 101 E. Verona Avenue – Groundwater and Soil Contamination Old Suburban II Motors – 100 E. Verona Avenue – Groundwater Contamination Old Kwik Trip – 201 E. Verona Avenue – Groundwater and Soil Contamination Old Dane County Prairie FS Co-op – Groundwater and Soil Contamination Zurbuchen Oil Co – 509 W. Verona Avenue – Groundwater and Soil Contamination John Erickson Chevrolet – 513 W. Verona Avenue - Groundwater and Soil Contamination Town & Country Ford – 515 W. Verona Avenue – Groundwater Contamination
An archeological survey may be considered to verify potential impacts and determine if other sites exist.
■
Hazardous Material Survey As part of the project a hazardous materials scan was conducted within the project area using the Wisconsin Department of Natural Resources Bureau for Remediation and Redevelopment Tracking System (BRRTS). Two open/ongoing cleanups of potential hazardous material sites are located within a ½-mile of the project area.
If alterations to these sites are anticipated for development or transportation facilities, further hazardous materials assessments may be appropriate.
■
■
Ellis Manufacturing Co., Inc. – 107 W. Railroad Street – Soil Contamination (Gasoline). This is in the study area. Kettle Café Union 76 – 507 W. Verona Road – Soil Contamination (Gasoline). This is outside the study area.
There are an additional 11 closed/completed sites located within or near the project limits. Of the 11 sites that are closed/completed, eight still have known groundwater and/or soil contamination. Though cleanup or remediation activities have been completed at these sites, some contamination may remain (i.e. under an approved surface cap) and may be an impediment to further site disturbance.
2.2 INTERSECTION ALTERNATIVES While there are many intersections in the study area that may see improvements in the coming years, only three of these require an analysis of unique alternative solutions: the intersection of Main Street and Verona Avenue, the intersection of Lincoln Street and Verona Avenue, and the proposed extension of Silent Street to Main Street. Both intersections are candidates for improvement and MSA prepared a range of alternatives for each to share and discuss with the community. This section considers the strengths and weaknesses of the alternatives considered. Other mobility improvements not requiring an alternatives analysis are presented in Section 2.3: Recommendations.
Downtown Mobility & Development Plan 25
Chapter 2
Mobility Plan
MAIN & VERONA INTERSECTION The intersection of Main Street and Verona Avenue is the linchpin of the downtown Verona traffic network. Due to the configuration of the existing street network, a high volume of both local and regional traffic travels through this intersection on a daily basis. Most of the current congestion and property access frustrations stem from the lack of sufficient turn lanes and queue lengths at this intersection. This intersection was therefore the primary focus of improvement alternatives. This study identified and evaluated three alternatives that could be viable improvements to manage current and future congestion: 1. An expanded signalized intersection, with two through lanes in each direction 2. A multilane roundabout 3. Creation of a one-way pair by moving northbound traffic to Franklin St. (from Railroad St. to Harriet St.)
The three selected alternatives were weighed using criteria similar to the WisDOT intersection control evaluation process. As part of the alternatives review, the following factors were compared using 2035 projected traffic volumes: ■ ■ ■ ■ ■ ■ ■ ■
Traffic operations Safety On-street parking Business access Pedestrian & bicycle accommodations Right of way impacts Land use and development impacts Cost
A.
It should also be noted that this study considered several other possible intersection types, as illustrated below. Each of these was deemed inappropriate for the Verona setting due to cost, space constraints, and/or character impacts. In particular, the restriction of movements and unfamiliarity with the configurations also made these alternatives undesirable when compared to the alternatives described above. A. B. C. D.
At-grade jug handle Left-turn crossover Right-turn to u-turn Grade separation (not illustrated)
C.
26 City of Verona, WI
B.
/ŶƚĞƌƐĞĐƟŽŶ ůƚĞƌŶĂƟǀĞƐ
Chapter 2
Figure 2.19: Balanced Design Diagram Design Standards
Parking
Real Estate Impacts
Environmental Constraints
Livable Community
Balanced Design
Traffic Operations
significantly change the existing safety conditions inherent with a traffic signal. Additionally, it is most desirable to align or offset left turn lanes to the left across the intersection to improve sight distance for both turning vehicles and the conflicting through traffic. However, in an attempt to minimize rightof-way and building impacts, the north/south left turn lanes are marginally offset to the right, reducing visibility from desired conditions slightly.
Cost
Safety Downtown Identity
Bicycles & Pedestrians
Alternative One - Traffic Signal Figure 2.20 (on the next page) illustrates this alternative. Traffic Operations - While the improved traffic signal would reduce traffic delays and backups in the near term, by 2035 traffic operations will only be a slight improvement to 2013 conditions (see Table 2.4 below). To further reduce delays, a larger intersection with dual left turn lanes and three through lanes would be necessary. However, these options were not explored further due to the significant amount of right-of-way, cost, and detrimental impact to non-vehicular traffic and the overall feel of the downtown area. Safety - Improved geometrics and up to date traffic signal equipment can help improve visibility at the intersection, however the signal alternative will not
On-Street Parking - The biggest on-street parking impacts are on the south and west approaches of the intersection, with approximately 35% loss due to the additional lanes necessary to improve intersection operations. Access - The access locations within 200 feet of the intersection are currently blocked by long queues waiting at the traffic signal. This will still be the case as queuing increases over time. Visibility may improve with the elimination of on-street parking, however entering and exiting any access points within the functional intersection area will continue to pose a challenge during peak traffic times. Access for future redevelopment is recommended to be placed further from the intersection or consolidated whenever possible.
Table 2.4: 2035 Volumes Summary Table (Alternative One) WĞĂŬ ,ŽƵƌ
KƵƚƉƵƚ
WĂƌĂŵĞƚĞƌƐ
^ŝŵdƌĂĨĨŝĐ
ĞůĂLJ ;ƐͿ YƵĞƵĞ ;ĨƚͿ >K^
>d ϭ ϯϭ͘ϰ ϮϱϬ ϰϳ͘Ϭ Ϭ͘ϵϯ ϯϭ͘Ϭ ϭϬϬ ϰϲ͘ϲ Ϭ͘ϵϮ ϯϰ͘ϭ Ϯϳϱ
, D
ĞůĂLJ ;ƐͿ ǀͬĐ ƌĂƚŝŽ
ϱϵ͘ϳ Ϭ͘ϵϱ
>ĂŶĞƐ ^ŝŵdƌĂĨĨŝĐ D WĞĂŬ , D
^ŝŵdƌĂĨĨŝĐ ^ĐŚŽŽů WĞĂŬ , D
WD WĞĂŬ
>K^ ĞůĂLJ ;ƐͿ YƵĞƵĞ ;ĨƚͿ >K^ ĞůĂLJ ;ƐͿ ǀͬĐ ƌĂƚŝŽ >K^ ĞůĂLJ ;ƐͿ YƵĞƵĞ ;ĨƚͿ >K^ ĞůĂLJ ;ƐͿ ǀͬĐ ƌĂƚŝŽ >K^
tĞƐƚ ƉƉƌŽĂĐŚ d, Zd Ϯ ^ŚĂƌĞĚ Ϯϯ͘ϳ ϮϱϬ Ϯϱ͘ϯ Ϭ͘ϱϭ ϳϲ͘Ϭ ϱϬϬ Ϯϲ͘ϴ Ϭ͘ϲϳ ϲϭ͘Ϯ ϱϱϬ ϯϳ͘Ϯ Ϭ͘ϲϮ
>d ϭ ϮϬ͘ϳ ϭϬϬ Ϯϱ͘ϭ Ϭ͘Ϯϴ ϮϬ͘Ϭ ϭϱϬ ϭϵ͘ϱ Ϭ͘ϱϰ ϰϲ͘ϭ ϮϮϱ
ĂƐƚ ƉƉƌŽĂĐŚ d, Zd Ϯ ^ŚĂƌĞĚ ϯϮ͘Ϭ ϮϮϱ ϯϵ͘Ϯ Ϭ͘ϳϳ ϯϬ͘ϲ ϮϮϱ Ϯϵ͘ϲ Ϭ͘ϳϯ ϳϲ͘ϳ ϳϳϱ
ϯϮ͘ϲ Ϭ͘ϱϵ
ƌƌ Ͳ sŽůƵŵĞ ĞdžĐĞĞĚƐ ĐĂƉĂĐŝƚLJ͕ ǀĂůƵĞ ĐĂŶŶŽƚ ďĞ ĐĂůĐƵůĂƚĞĚ YƵĞƵĞƐ ƌŽƵŶĚĞĚ ƚŽ ƚŚĞ ŶĞĂƌĞƐƚ ǀĞŚŝĐůĞ ůĞŶŐƚŚ ;Ϯϱ Ĩƚ ƉĞƌ ǀĞŚŝĐůĞͿ
ϲϳ͘ϭ Ϭ͘ϴϵ
>d ϭ ϮϮ͘ϵ ϭϱϬ Ϯϯ͘ϴ Ϭ͘ϰ Ϯϱ͘ϱ ϭϬϬ ϮϬ͘ϲ Ϭ͘ϯϱ ϰϯ͘ϳ ϭϮϱ ϯϯ͘Ϭ Ϭ͘ϲ
^ŽƵƚŚ ƉƉƌŽĂĐŚ d, Zd Ϯ ^ŚĂƌĞĚ ϯϱ͘ϰ ϯϬϬ ϰϵ͘Ϯ Ϭ͘ϴϵ Ϯϵ͘ϳ ϮϬϬ Ϯϳ͘ϰ Ϭ͘ϲϯ ϯϮ͘Ϯ ϮϱϬ ϯϮ͘ϰ Ϭ͘ϱϭ
>d ϭ Ϯϴ͘ϰ ϭϱϬ ϯϱ͘Ϯ Ϭ͘ϳϵ Ϯϱ͘ϰ ϭϮϱ ϭϵ͘ϯ Ϭ͘ϰϵ Ϯϲ͘ϳ Ϯϳϱ Ϯϯ͘ϯ Ϭ͘ϰϱ
EŽƌƚŚ ƉƉƌŽĂĐŚ d, Zd Ϯ ^ŚĂƌĞĚ ϮϬ͘ϲ ϮϱϬ ϰϯ͘Ϯ Ϭ͘ϴϲ ϯϱ͘Ϯ ϯϱϬ ϯϭ͘ϵ Ϭ͘ϴϯ ϲϰ͘ϭ ϳϬϬ
KǀĞƌĂůů /ŶƚĞƌƐĞĐƚŝŽŶ Ͳ Ϯϲ͘ϰ ϰϬ͘Ϭ ϯϭ͘ϭ Ϯϵ͘ϯ ϰϵ͘ϭ
ϳϬ͘ϭ Ϭ͘ϵϴ
ϱϮ͘ϯ
Downtown Mobility & Development Plan 27
Chapter 2
Mobility Plan
Figure 2.20: Alternative One - Traffic Signal
28 City of Verona, WI
/ŶƚĞƌƐĞĐƟŽŶ ůƚĞƌŶĂƟǀĞƐ Bike and Pedestrian Accommodation - Bike and pedestrian facilities will further increase the roadway cross section through the downtown. A 5-foot bike lane and wide sidewalks are included in the design. Traffic signals should be timed to accommodate pedestrian crossing times and countdown timers added to improve pedestrian knowledge and safety. Right-of-Way Impacts - Several buildings near the intersection will need to be removed in order to provide the amount of lanes necessary for traffic flow. Some sites will be need to be reconfigured to function properly (see Appendix A). Land Use and Development Impacts - This alternative does not drive significant changes in the current or future land use plans for the City. Cost - Rough cost estimates were prepared for both right-of-way and construction costs. Construction is estimated to cost between $4.5-6 Million, with the total cost for this alternative ranging from $10-12 Million. Alternative Two - Roundabout Figure 2.21 (on the next page) illustrates this alternative. Operations - As shown in Table 2.5 (below), the roundabout shows the shortest queues for the design year traffic (2035). It also has the shortest average delays on all approaches. An operational concern is the possibility of long-term failure. While the timing of a traffic signal can be adjusted to manage congestion and queue lengths, a roundabout can’t be tweaked in the same way. Safety - Historically, roundabouts have a good safety record when compared to other full access at-grade
Chapter 2
intersections. A roundabout reduces speed through the intersection and the number of conflict points to create a safer condition compared to the stop or signal control alternatives. In particular, roundabouts have shown significant reductions in injury and fatal crashes. Studies by the Insurance Institute for Highway Safety show that roundabouts reduce all crashes by up to 40%, injury crashes by up to 75%, and fatality collisions by 90%. Parking - The roundabout has the smallest overall footprint and least on-street parking loss. The biggest impact to parking is the south approach due to the physical constraints of the existing buildings. Access - A roundabout is a unique alternative in the fact that business access closest to the intersection may be restricted to right-in, right-out due to the splitter islands. However, the roundabout provides a u-turn option that allows drivers to avoid left turns in and out of driveways during peak traffic periods. It can be easier to accommodate access closer to the intersection on a roundabout due to this u-turn ability. Bike and Pedestrian Accommodation - Pedestrians and bikes are accommodated for this alternative using an off-street multi-use path. There are mixed opinions on the safety of roundabout pedestrian crossings and significant local concerns were expressed at the public information meetings. Roundabout experts have data showing that roundabouts are no more dangerous than other intersection types, though they acknowledge the importance of active efforts by pedestrians to manage their safety by being aware and assertive when crossing. The perceived danger and vulnerability for pedestrians at roundabouts is not supported through any data or crash history at existing roundabout locations.
Table 2.5: 2035 Volumes Summary Table (Alternative Two) WĞĂŬ ,ŽƵƌ
KƵƚƉƵƚ
WĂƌĂŵĞƚĞƌƐ
>ĂŶĞƐ WD WĞĂŬ
^ŝĚƌĂ
>K^ ĞůĂLJ ;ƐͿ YƵĞƵĞ ;ĨƚͿ ǀͬĐ ƌĂƚŝŽ
tĞƐƚ ƉƉƌŽĂĐŚ >dͬd, d,ͬZd ϭ ϭ ϰϱ͘ϰ ϰϱ͘ϰ ϮϬϬ ϮϬϬ
ĂƐƚ ƉƉƌŽĂĐŚ >dͬd, d,ͬZd ϭ ϭ ϭϴ͘ϳ ϭϴ͘ϳ ϭϬϬ ϭϬϬ
ƌƌ Ͳ sŽůƵŵĞ ĞdžĐĞĞĚƐ ĐĂƉĂĐŝƚLJ͕ ǀĂůƵĞ ĐĂŶŶŽƚ ďĞ ĐĂůĐƵůĂƚĞĚ YƵĞƵĞƐ ƌŽƵŶĚĞĚ ƚŽ ƚŚĞ ŶĞĂƌĞƐƚ ǀĞŚŝĐůĞ ůĞŶŐƚŚ ;Ϯϱ Ĩƚ ƉĞƌ ǀĞŚŝĐůĞͿ
^ŽƵƚŚ ƉƉƌŽĂĐŚ >dͬd, d,ͬZd ϭ ϭ ϭϱ͘ϯ ϭϱ͘ϯ ϳϱ ϳϱ
EŽƌƚŚ ƉƉƌŽĂĐŚ >dͬd, d,ͬZd ϭ ϭ ϯϬ͘ϵ ϯϬ͘ϵ ϮϬϬ ϮϬϬ
KǀĞƌĂůů /ŶƚĞƌƐĞĐƚŝŽŶ Ͳ Ϯϴ͘ϵ
Downtown Mobility & Development Plan 29
Chapter 2
Mobility Plan
Figure 2.21: Alternative Two - Roundabout
30 City of Verona, WI
/ŶƚĞƌƐĞĐƟŽŶ ůƚĞƌŶĂƟǀĞƐ
Right-of-Way Impacts - The largest right-of-way impact for this alternative is to the southeast quadrant of the intersection. Several buildings may be lost to the construction and additional right-of-way strip taking at the tie-in points as well (see Appendix A). Land Use and Development - There is some concern, locally, that drivers may be less likely to see or think about businesses near the roundabout because they will be more focused on navigating the intersection, as compared to the time that people sitting at red lights may spend looking around while they wait. However, this alternative does not drive significant changes in the current or future land use plans for the City. Cost - Rough cost estimates were prepared for both right-of-way and construction costs. Construction is estimated to cost between $3.5-5 Million, with the total cost for this alternative ranging from $6-8 Million.
Chapter 2
Alternative Three - One-Way Pair Figure 2.22 (on the next page) illustrates this alternative. Operations - As shown in Table 2.6 (below), the oneway pair of Main Street and Franklin Street provides the most capacity beyond the design year volumes, meaning it would likely function effectively for a longer time than the other two alternatives. It provides the least amount of delay and queues, by reducing conflicting vehicle movements. Safety - The one-way pair reduces conflicts for vehicles and pedestrians by allowing pedestrians to focus on only one direction of travel. Left turning vehicles no longer have to yield to oncoming traffic (operate more like a right hand turn) and reduce the potential for rear end crashes. Parking - On-street parking is reduced by 42% with this alternative; however there is the potential to add marked parking spaces on Franklin Street. The biggest impact to parking is on S. Main Street due to the physical constraints on that block. Access - While the one-way pair access patterns are safer due to the one directional travel, it can become more difficult for patrons to navigate the downtown. Some drivers may have to circle a block in order to get into the main access. Additional side-street connections would be made to provide more opportunities to turn around.
Table 2.5: 2035 Volumes Summary Table (Alternative Three) Main & Verona Intersection WĞĂŬ ,ŽƵƌ
KƵƚƉƵƚ
WĂƌĂŵĞƚĞƌƐ
>ĂŶĞƐ ^ŝŵdƌĂĨĨŝĐ WD WĞĂŬ ^zE ,ZKΎ
>K^ ĞůĂLJ ;ƐͿ YƵĞƵĞ ;ĨƚͿ >K^ ĞůĂLJ ;ƐͿ YƵĞƵĞ ;ĨƚͿ ǀͬĐ ƌĂƚŝŽ
tĞƐƚ ƉƉƌŽĂĐŚ d, Ϯ ϱϬ͘Ϯ ϳϴ͘ϰ ϰϬϬ ϴϱϬ Ͳ ϱϯ͘ϰ ϯϳϱ Ͳ Ϭ͘ϵϱ
Zd ϭ Ϯϵ͘ϴ ϯϳϱ Ϯϳ͘ϴ ϭϬϬ Ϭ͘Ϯϱ
>d ϭ ϯϴ͘ϱ ϭϮϱ ϭϱ͘ϱ ϱϬ Ϭ͘ϲϮ
ĂƐƚ ƉƉƌŽĂĐŚ >dͬd, d, ϭ ϭ ϰϭ͘ϴ Ϯϭ͘ϱ ϭϱϬ ϯϱϬ ϭϲ͘Ϯ ϱϬ Ϭ͘ϳϲ
>d
^ŽƵƚŚ ƉƉƌŽĂĐŚ d, Zd
>d ϭ Ϯϵ͘ϭ ϮϱϬ ϭϵ͘ϰ ϭϮϱ͘Ϭ Ϭ͘ϯϮ
EŽƌƚŚ ƉƉƌŽĂĐŚ d, Ϯ ϯϳ͘ϴ ϰϬϬ ϯϬ͘ϴ ϰϮϱ͘Ϭ Ϭ͘ϵϰ
Zd ϭ ϭϯ͘ϳ Ϯϳϱ Ϯϭ͘Ϭ ϳϱ͘Ϭ Ϭ͘ϯϵ
KǀĞƌĂůů /ŶƚĞƌƐĞĐƚŝŽŶ Ͳ ϰϬ͘ϵ ϯϳ͘ϰ
Franklin & Verona Intersection WĞĂŬ ,ŽƵƌ
WD WĞĂŬ
tĞƐƚ ƉƉƌŽĂĐŚ ĂƐƚ ƉƉƌŽĂĐŚ ^ŽƵƚŚ ƉƉƌŽĂĐŚ d, >d >dͬd, d, Zd >d d, >ĂŶĞƐ Ϯ Ϯ ϭ ϭ ϭ ϭ >K^ ^ŝŵdƌĂĨĨŝĐ ϲ͘ϱ ϭϰ͘Ϭ ϭϮ͘Ϯ ϰϬ͘ϯ ϱϮ͘Ϭ Ϯϲ͘ϴ Ϯϴ͘ϱ Ϯϴ͘ϰ ĞůĂLJ ;ƐͿ YƵĞƵĞ ;ĨƚͿ ϭϮϱ ϭϮϱ ϯϮϱ ϯϳϱ ϱϳϱ ϯϮϱ ϮϬϬ ϮϬϬ >K^ ϵ͘ϲ ĞůĂLJ ;ƐͿ ϭϭ͘ϲ Ͳ ϰϯ͘ϳ ϯϭ͘Ϯ Ͳ ϰϯ͘ϳ ^zE ,ZKΎ ϭϳϱ YƵĞƵĞ ;ĨƚͿ ϭϳϱ Ϯϳϱ ϭϬϬ ϮϱϬ͘Ϭ ǀͬĐ ƌĂƚŝŽ Ϭ͘ϲϮ Ϭ͘ϲϮ Ͳ Ϭ͘ϴϯ Ϭ͘Ϯϵ Ͳ Ϭ͘ϴϭ Ύ^LJŶĐŚƌŽ KƵƚƉƵƌƚƐ ƌĞǀŝĞǁĞĚ ĚƵĞ ƚŽ , D ϮϬϭϬ ŵĞƚŚŽůŽŐLJ ŶŽƚ ƐƵƉƉŽƌƚŝŶŐ ƚƵƌŶŝŶŐ ŵŽǀŵĞŶƚƐ ǁŝƚŚ ƐŚĂƌĞĚ Θ ĞdžĐůƵƐŝǀĞ ůĂŶĞƐ KƵƚƉƵƚ
WĂƌĂŵĞƚĞƌƐ
Zd ϭ ϴ͘ϯ ϭϬϬ ϲ͘ϵ ϱϬ͘Ϭ Ϭ͘ϯϮ
>d
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Figure 2.22: Alternative Three - One-Way Pair
32 City of Verona, WI
/ŶƚĞƌƐĞĐƟŽŶ ůƚĞƌŶĂƟǀĞƐ
Bike and Pedestrian Accommodation - Pedestrians and bicyclists have only one direction of travel to navigate in this alternative. Due to the reduced amount of lanes on Main Street and Franklin Street, additional roadway width is available to provide bike lanes and increased sidewalk/terrace width for pedestrians. The increased width also enhances local business entrances and creates a pedestrian friendly downtown. Right-of-Way Impacts - This alternative takes the least amount of overall right-of-way in the downtown core. The roadway cross section generally fits within the existing limits and left-over width will be dedicated to sidewalk and terrace width. There would be significant impacts however at the merge and diverge locations of the one-way pair (see Appendix A). Land Use and Development - The one-way pair would increase the exposure and value of land along Franklin St. for retail or service use. However it could also decrease total traffic on Main St. and compromise the value of those sites. Cost - The merge/diverge locations will have the biggest cost for reconstruction and right-of-way acquisition. Also, the intersection of Verona Avenue and Franklin Street will need to be signalized, increasing cost of construction and maintenance. Rough cost estimates were prepared for both right-of-way and construction costs. Construction is estimated to cost between $5-6 Million, with the total cost for this alternative ranging from $11-13 Million.
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LINCOLN STREET CONNECTION The lack of signal control at the Lincoln and Verona intersection has been noted as major frustration for those making left turns onto Verona Avenue. Though installation of a signal may not be warranted based on current traffic volumes, another signal could be considered if it improves the traffic progression within the corridor. Four alternatives were considered, as described below. The associated data tables are found in Appendix A. Alternative One - Realign Lincoln to Gilman & signalize Lincoln/Gilman St and West Verona Ave This alternative would eliminate the existing intersection of Lincoln Street and move all traffic to Gilman Street. Traffic signals could be installed and provide reasonable traffic signal spacing between the existing signals at Main Street and Enterprise Drive. Redevelopment of the parcels south of Verona Avenue between Lincoln Street and Jefferson Street would be required and coordination with those property owners vital. The installation of a traffic signal at Gilman Street would trigger the need to expand Verona Avenue to four lanes sooner than the no-build scenario. In addition, east/west left turn lanes are desired for safety and operational benefits. Figure 2.23: Lincoln Street Fix - Alternative One
Downtown Mobility & Development Plan 33
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Mobility Plan Figure 2.24: Lincoln Street Fix - Alternative Two
Alternative Two – Realign Lincoln St to Enterprise Dr Similar to Option 1, the existing Lincoln Street roadway would be removed and aligned to the existing signalized intersection of Enterprise Drive. This alternative would require rebuilding/relocating the Eagle’s Nest hockey rink. Initial discussions with residents and City Staff gave mixed accounts of whether the rink is open to redevelopment due to the condition of the facility. Also, enhancements to the Military Ridge State Trail are desired to improve sight distance and driver awareness of the crossing. Significant coordination with the Eagle’s Nest will be necessary to determine the viability of this alternative.
Alternative Three – Move signal infrastructure from Enterprise Dr to Horizon Dr & signalize Lincoln St Only minor geometric changes would be necessary at each of the three intersections. The existing signal infrastructure would be reused at Horizon Drive to reduce costs. Changes to the Enterprise and Horizon intersection would be desirable to guide traffic onto Horizon Drive, as shown in Figure 2.25. The primary benefit of this option is signal spacing; the spacing between Main Street, Lincoln Street, and Horizon Drive is optimal for the speed limit and traffic volumes. The progression of vehicles is optimized for conditions and flow through the corridor closer to ideal.
Alternative Four – Add a traffic signal at Lincoln Street This option creates the least disruption of current travel behavior. Intersection improvements to Lincoln Street would be the only geometric upgrades. Due to the short distances between Lincoln Street and Enterprise Drive, the two signals may need to operate as a one controller setup as volumes increase to minimize backups between the intersections. Additionally, the fire station has planned to create a new vehicle access directly onto Verona Avenue between the two intersections. This creates a challenging signal timing plan and safety concern for queued vehicles when the fire department needs access to Verona Avenue. It also provides the least amount of flexibility for adjustments as traffic volumes grow in the future.
34 City of Verona, WI
Figure 2.25: Lincoln Street Fix - Alternative Three
Figure 2.26: Lincoln Street Fix - Alternative Four
DŽďŝůŝƚLJ ZĞĐŽŵŵĞŶĚĂƟŽŶƐ SILENT STREET CONNECTION Two alternatives were considered for connecting Silent Street to Main Street. Currently right-of-way is reserved for a direct connection to Main Street from the western stub of Silent Street. A second alternative to align Silent Street with the High School access was also reviewed. Aligning the street and High School driveway into one intersection improves the likelihood of installation of a traffic signal near the school access, and could improve both traffic and pedestrian accommodations. Additionally, by connecting the school to Silent Street, it improves alternative access for school staff, students, and visitors by providing a route to the school from the east that avoids the Main and Verona intersection. Church access may also be improved by the signal if the parking is connected to the Silent Street extension.
2.3 MOBILITY RECOMMENDATIONS This section presents the recommended solutions to alleviate existing and forecasted mobility problems within the study area. These final preferred solutions were selected and refined to meet four key goals identified during this planning process: 1. Improve pedestrian and bicycle facilities 2. Improve property access, especially during peak traffic periods 3. Reduce school-related traffic and congestion 4. Improvements should enhance downtown character and quality, not just reduce traffic congestion.
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It is proposed that this intersection be improved in two stages. The first stage will reduce congestion by adding turn lanes, but will not require the removal of any buildings. The second stage, considered the “long-term solution”, will expand the intersection to feature two through lanes in every direction. This stage will require the removal of several existing buildings. Stage One This redesign will include a left-, thru-, and right-lane on all approaches of the intersection. Storage lanes for left and right turn lanes will be extended to handle longer queue lengths. This alternative utilizes all of the available roadway width, including expanding the right-of-way to the building faces on S. Main Street. No building impacts are expected as part of this improvement project, however there may be impacts to the Mobil station operations that could limit circulation and or use of all existing fueling positions. See Figure 2.27 (below) and Figure 2.28 (on the next page). Bike lanes will also be added to the Main Street approaches. The S. Main Street typical section south of Park Street will be modified to include on-street bike Figure 2.27: Main / Verona Improvements - Stage One
Existing Conditions
See Chapter 4: Action Plan for the phasing of the solutions presented in this section. MAIN & VERONA INTERSECTION This intersection is the linchpin to the function of the local transportation network and was the focus of considerable study and discussion. See Section 2.2 for alternatives discussed and reviewed during this planning process. The signalized intersection alternative was selected based on its effectiveness to alleviate existing traffic concerns, while maintaining familiar traffic patterns and improving bike and pedestrian safety.
Stage One Improvements
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Figure 2.28: Main/Verona - Stage One Improvements
South Main Street Cross Section
THRU LANE
36 City of Verona, WI
LEFT TURN LANE
THRU LANE
RIGHT TURN LANE
DŽďŝůŝƚLJ ZĞĐŽŵŵĞŶĚĂƟŽŶƐ
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Figure 2.29: Main/Verona - Stage Two Improvements
lanes, driving lanes and one side of on-street parking. Bike lanes were not considered for installation on Verona Avenue as part of this short term improvement. East/west bike traffic will be encouraged to utilize the Military Ridge State Trail as the preferred route. As shown in Figure 2.28 (on the previous page), pedestrian crossings are maintained on all four approaches of the intersection. A crossing of the E. Verona Avenue approach is contingent upon closure of the Mobil station driveway at the corner. Stage Two Figure 2.29 illustrates the stage two improvements to this intersection. These improvements assume two through lanes in all directions. This translates to six lanes in each approach to the intersection. The on-street parking will be lost along all approaches. This loss will be offset by the addition of off-street public parking areas as outlined in the land-use plan (See Section 3.3). Based on the results of the study, the following improvements are recommended as part of the long term solution.
Figure 2.30: Main / Verona Improvements - Stage Two
Stage One Improvements
Travel lanes - provide one left turn lane, one through lane, and one shared through/right turn lane on all four approaches to the intersection. Lane widths are recommended at 11 feet to balance operations and right-of-way limitations. Bike lanes are included in both directions on each leg. Sidewalk/Terrace - A minimum of 6 feet is provided for areas where the sidewalk is adjacent to the back of curb. Wherever possible, a 6’ terrace and a 6’ sidewalk should be constructed to provide space for streetscaping elements (including lights, benches, landscaping and other items), width for shared sidewalk space, and space for snow storage, hydrants and other public works needs.
Stage Two Improvements
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LINCOLN STREET There were four alternatives presented to the Steering Committee and general public to resolve the difficulty with left turns at Lincoln Street (see page 33-34). The preferred alternative, based on public feedback, is to signalize the Lincoln Street intersection (alternative 4). At some point, as traffic volumes increase, the proximity of the Lincoln Street and Enterprise Drive signals may result in undesirable congestion. If and when this occurs, the City can choose to move the Enterprise Drive signal to Horizon Drive. Figure 2.32 illustrates the relocation of the access driveway for the Eagleâ&#x20AC;&#x2122;s Nest and ball fields that would be necessary if this change were made. Figure 2.31 illustrates the reconfiguration of the intersection of Enterprise Drive and Horizon Drive to direct traffic to the relocated signal - the corresponding right-of-way should be protected from development to preserve this option. Figure 2.31: Horizon/Enterprise Redesign Concept
GRID REPAIR IMPROVEMENTS A central shortcoming of the road network in Verona is the lack of viable north-south or east-west alternatives to traveling on Main Street or Verona Ave when congestion is heavy. Several improvement opportunities were discussed and identified during this process, and could be constructed at any time. Silent Street Connecting Silent Street to the (realigned) High School driveway creates an opportunity to relieve some traffic pressure from the Main Street and Verona Avenue intersection. Traffic from the high school that is heading east currently must travel south to the Main/Verona intersection and then east on Verona Avenue. With this connection, traffic could use Silent Street to travel east, away from the Main/Verona intersection. Silent Street connects with Enterprise Drive to allow this traffic to access Verona Avenue at a signalized location. This connection should reduce queues at Main Street and Verona Avenue that are particularly long during the school release hour. Traffic signal warrants will likely be met at the intersection. The High School may need to rework their existing parking lot configuration to allow two-way access for the driveway. Property from the Church will need to be purchased and the existing public right-of-way can be transferred back to the Church. It should also be noted that the traffic signal provides a signalized pedestrian crossing for students.
Figure 2.32: Lincoln Street Connection Improvements
38 City of Verona, WI
DŽďŝůŝƚLJ ZĞĐŽŵŵĞŶĚĂƟŽŶƐ
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Figure 2.33: Main / Silent Street Connection
Harriet Street Harriet Street is busy during the school release peak hour. The City is encouraged to connect East and West Harriet Street as a means of reducing pressure on other connecting roadways. On-street perpendicular parking could be incorporated in this design to help support adjacent redevelopment opportunities (see Section 3.3). Railroad Street / Church Street Connection Currently East Railroad Street does not line up with either West Railroad Street or Church Street. This creates vehicle conflicts between the three separate intersections with Main Street. Crash reports confirm the anecdotal feedback about the poor visibility at this intersection. The removal of the Plumbing & Glass Services, Inc. (221 S Main Street) building will provide the necessary space to line up East Railroad Street with Church Street. Combining this with the proposed closure of West Railroad Street to expand Hometown Junction Park (see page 67) will improve the safety and function of this section of South Main Street, especially for pedestrians. This is also an opportunity to create a small public plaza at the northeast corner of this newly created intersection, following the streetscaping theme described in Section 2.3.
Figure 2.34: Harriet Street Connection
Figure 2.35: East Railroad Grid Repair
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RIGHT-OF-WAY NEEDS The street infrastructure improvements recommended in the preceding pages include some intended for completion within the next several years, and others intended as part of the â&#x20AC;&#x153;ultimate build-outâ&#x20AC;? scenario, not to be completed for several decades or more. While the completion of those longer-term projects may never come to pass, the option of those improvements should be protected. The following table summarizes the public rights-of-way that may eventually be needed, and which should be protected from development and acquired by the City during redevelopment projects.
Street Realignment ROW Needs East Railroad Street
East Harriet Street
Silent Street
Enterprise Drive at Horizon Drive
Description As illustrated in Figure 2.35 on page 39, 221 South Main Street (Plumbing & Glass Services, Inc.) should be acquired to enable the realignment and connection of E. Railroad St. with Church St. As illustrated in Figure 2.34 on page 39, the realignment of Harriet Street would improve the function of the downtown street grid. The three parcels affected by this realignment should be redeveloped only in coordination with this project. As illustrated in Figure 2.33 on page 39, the realignment and completion of Silent Street would improve the function of downtown street grid and reduce school-related congestion. The necessary ROW corridor should acquired by the City, possibly as a trade for the existing ROW connection to Main Street. As illustrated in Figure 2.31 on page 38, ROW should be acquired along the west side of Enterprise Dr., up to 55' of additional width at the widest point, to enable realignment with Horizon Drive if and when the Enterprise Drive signal is moved to Horizon.
Corridor Expansion ROW Needs Verona Avenue between Franklin/Jefferson Verona Avenue west of Marietta Street Main Street near Harriet Street Main Street north of Silent Street Main Street south of Church Avenue
40 City of Verona, WI
Cross Section Layout
Total Width Needed*
11' travel lane x 4, 4' bike lanes, 2.5' C&G, 6' terrace, 6' sidewalk 11' travel lane x 2, 6' parking x 1, 4' bike lanes 2.5' C&G, 6' terrace, 6' sidewalk 11' travel lane x 4, 4' bike lanes, 2.5' C&G, 6' terrace, 6' sidewalk 11' travel lane x 4, 4' bike lanes, 2.5' C&G, 6' terrace, 6' sidewalk 11' travel lanes x 2, 6' parking x 2, 4' bike lanes, 2.5' C&G, 6' terrace, 6' sidewalk
83 67 83 83 73
DŽďŝůŝƚLJ ZĞĐŽŵŵĞŶĚĂƟŽŶƐ Intersection Improvement ROW Needs
Cross Section Layout
Chapter 2 Total Width Needed*
Main Street & Verona Avenue North Leg East Leg South Leg West Leg
11' travel lane x 5, 4' bike lanes, 2.5' C&G, 6' terrace, 6' sidewalk 11' travel lane x 5, 4' bike lanes, 2.5' C&G, 6' terrace, 6' sidewalk 11' travel lane x 5, 4' bike lanes, 2.5' C&G, 6' terrace, 6' sidewalk 11' travel lane x 5, 4' bike lanes, 2.5' C&G, 6' terrace, 6' sidewalk
94 94 94 94
Main Street & Silent Street North Leg
11' travel lane x 5, 4' bike lanes, 2.5' C&G, 6' terrace, 6' sidewalk
94
East Leg
11' travel lane x 3, 4' bike lanes, 2.5' C&G, 4' terrace, 6' sidewalk
72
South Leg
11' travel lane x 5, 4' bike lanes, 2.5' C&G, 6' terrace, 6' sidewalk
94
West Leg
11' travel lane x 3, 4' bike lanes, 2.5' C&G, 4' terrace, 6' sidewalk
72
Verona Avenue & Lincoln Street North Leg East Leg South Leg West Leg
no change 11' travel lane x 5, 4' bike lanes, 2.5' C&G, 6' terrace, 6' sidewalk no change 11' travel lane x 5, 4' bike lanes, 2.5' C&G, 6' terrace, 6' sidewalk
94 94
* All right-of-way widths include one foot behind the sidewalk. The intersection widths indicate the widest point of each leg, at the intersection. The necessary right-of-way narrows and tapers away from the intersections to the widths described in the “Corridor Expansion ROW Needs” table on the preceding page. See the design concept illustrations in this chapter.
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OTHER ROADWAY IMPROVEMENTS This includes additional solutions that will help improve the overall functionality within the study area. Don’t Block the Box This is a simple pavement marking/signing solution that keeps critical access locations clear of vehicles when queued. This option encourages progression of vehicle traffic nearest the intersection with the most uninterrupted flow and low cost. Signs and pavement markings can be installed as soon as possible on North and South Main Street in areas of critical driveway locations. This roadway improvement will allow patrons of local businesses to easily access driveway that would otherwise be blocked by long queues due to the traffic signal at Main Street & Verona Avenue. Some public outreach or education about the pavement markings may increase compliance. Installation is recommended for the first driveways north and south of Verona Avenue on Main Street.
Figure 2.36: “Don’t Block the Box” Example
Figure 2.37: Basswood Avenue Connection
Basswood Avenue Connection Some parents are already using the Basswood Avenue cul-de-sac as a drop-off location for the Middle School. This is both more convenient for residents from the northwest quadrant of the City and a way to avoid congestion on Main Street. By providing an access driveway to the parking lots and an official drop-off site from this cul-de-sac, the City and School District could draw even more traffic away from Main Street. A preliminary design concept is illustrated in Figure 2.37. Paoli Street Congestion and difficulty making left turns onto Main Street have led some to call for improvements to this intersection. A roundabout is not considered viable due to it’s effects on adjacent residential properties that access Main Street very near or directly into the intersection with Paoli Street. The traffic volume does not meet warrants for a traffic signal at this time, however a traffic signal is the preferred improvement for this location, and this project can proceed as soon as signal warrants are met for any one turning movement. Any changes to the intersection must accommodate the residential property whose driveway aligns with Paoli Street.
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North/South Bypass While working through the mobility solutions, the community endorsed a north-south bypass connecting CTH M to USH 151 to redirect commuter traffic away from Downtown Verona. Further analysis of this potential bypass was not included within the scope of this project. However, the City may pursue additional studies of this project in the future in coordination with the Madison Area Metropolitan Planning Organization, WisDOT, Dane County and surrounding jurisdictions. Any future study should address environmental, economic, and socioeconomic impacts of various alternative routes prior to selecting a preferred route, budgeting, and completing construction.
DŽďŝůŝƚLJ ZĞĐŽŵŵĞŶĚĂƟŽŶƐ CROSSING IMPROVEMENTS There are many places in the Downtown Core where pedestrian crossings could be improved. The most important locations for improvements are those with high pedestrian volumes, especially the routes students use. Several of these are already targeted for general intersection improvement, and crosswalk improvements should be part of those changes. Those intersections include Main Street and Verona Avenue, and Main Street and Church Street. Other intersections are not otherwise planned for improvement, but should have pedestrian crossing improvements. These are described here. Standard Crosswalk Enhancements Whenever a segment of either Main Street or Verona Avenue is repaved, pedestrian crossings should be improved to make them more visible and consistent with the general streetscaping theme. The recommended design is either colored concrete or brick bordered in concrete. These can be used with either concrete or asphalt street paving (see Main Street in Mt. Horeb for an example of brick crosswalks in an asphalt street). If and when brick or colored concrete are not selected, the “continental” striping style should be used (solid white bars parallel to the direction of vehicle travel). Westlawn Pedestrian Crossing Westlawn Avenue is one of a few key points at which elementary students from north of Verona Avenue cross that busy street to reach school. Currently, a crossing guard is stationed before and after school at this location to assist children crossing the street. Existing on-street parking and poor visibility make this a dangerous crossing for young children. The Figure 2.38: Westlawn Crossing Improvements
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preferred improvement for this location is the addition of medians and small curb bump-outs. The median provides a pedestrian refuge to allow children to focus on crossing one direction of traffic at a time. The small bump-outs would ensure that no vehicles are able to park near or approaching the pedestrian crossing. Some on-street parking in this location would be lost. However, this guarantees maximum visibility of any pedestrians waiting to cross. In addition, this location is a prime candidate for the installation of a rectangular rapid flashing beacon (RRFB). It was expressed at public meetings that drivers do not yield to pedestrians at marked crosswalks. The RRFB would be pedestrian activated and alert drivers to slow down and stop. The RRFB signs would be installed at the curb ramps including the proposed median location. Military Ridge State Trail Crossing The Military Ridge State Trail is a busy commuter and recreational trail that passes through the center of downtown Verona on S. Main Street. The trail currently has a single school crossing sign and pavement markings indicating the location of the crossing. The existing trees lining the trail obstruct the visibility of trail users waiting to cross the road. On-street parking also exists which can hinder visibility further. The preferred improvement at this location is green colored pavement and curb bumpouts to enhance the visibility of trail bikers. Similar to the West Lawn crossing, bump-outs will place trail users in a more visible location when waiting to cross the street. The colored concrete pavement will also alert drivers to use caution in the area. It is also encouraged to place new multi-use trail crossing (MUTCD sign number W11-15) assemblies on both approaches of S. Main Street. The existing school crossing should be reviewed for MUTCD updates and correct sign placement for the Church Street crossing. As a side note, multiple public participants requested the paving of the Military Ridge State Trail (it is currently crushed limestone). Residents have argued that more people would use the trail if road bikes could navigate the trail more easily, especially commuter travelers. Military Ridge is part of the Rails to Trails program and would need DNR approval to extend the paved section of the trail into and through Verona.
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STREETSCAPING IMPROVEMENTS One method of attracting investment in the downtown is to make public improvements that show residents and business owners that the City is taking the initiative in revitalizing the area. These improvements will also help to create a distinct identity for the downtown, which separates it from other areas of the City and other downtowns in the region. A well designed streetscape incorporates crosswalks, sidewalks, light fixtures, trees, planters, trash receptacles, banners/flags, benches and green spaces within the public right of way. Guidelines in this section are intended to inform streetscape design, either as stand-alone projects or as part of street reconstruction. “Pedestrian Friendly” Streets In a downtown setting such as this, foot traffic and convenient pedestrian transportation is nearly as important as vehicle traffic. In general, a “friendly” street has features that provide safety, mobility, and comfort. Examples of these features are described and illustrated on pages 44-45. General Streetscaping Guidelines The following principles are consistent with the best practices for downtown urban design illustrated in the following pages, and they are tailored to match the menu of streetscape configurations for Verona beginning on page 46. Terraces ■ Terraces in the Downtown Core will be paved with brick using a concrete base. ■ Where space and maintenance budget allows, landscaping may be added to the terrace. Landscape boxes will be flush with the curb and sidewalk - no raised curbs or walls will be used to make winter maintenance less problematic. Figure 2.39: Terrace Design Examples
44 City of Verona, WI
Sidewalks ■ Maintain a minimum of five, preferably six feet of clear path. Refrain from placing fire hydrants, light and electrical poles, traffic lights, signs, benches, etc. in the clear path zone. Streets ■ Reduce/modify the number of existing driveway access points by sharing driveways wherever possible. ■ Reduce corner radii (or provide bump-outs) to slow cars during turning movements and reduce pedestrian crossing distances wherever feasible. ■ Clearly mark crosswalks by using either colored concrete or brick set in and bordered by concrete. Both are options even if the roadway material remains asphalt - see Main Street in Mt. Horeb as an example and performance indicator of concrete+brick crosswalks in an asphalt street. If crossings are not provided special paving, pavement markings should utilize the continental/ladder configuration for improved visibility and longevity. Figure 2.40: Crosswalk Design Examples
Signs and Lights ■ Enhance the existing street sign system and make it consistent throughout downtown. ■ Provide unique street identifiers within the Downtown Core. ■ Extend the Verona Avenue Gateway streetlight design into the Downtown Core, but with black poles instead of blue.
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Entryway Features â&#x2013; Add entryway features at the edges of the downtown core along Main Street and Verona Avenue (see map on page 46 for locations). The design of the entry features should meet the following criteria (see Figure 2.41 below for examples): t 6TF B DPNNPO TJHO BOE PS MPHP XFMDPNJOH people to â&#x20AC;&#x153;Downtown Veronaâ&#x20AC;? t 6TF CSJDL XBMM BOE PS DPMVNO t *MMVNJOBUF FYUFSOBMMZ SBUIFS UIBO CBDL MJU and from above (rather than pointed toward the sky) t *ODMVEF MBOETDBQJOH JF CVTIFT BOE PS perennials) that will not obscure the sign at mature growth t %FTJHO TIPVME CF EJTUJOHVJTIBCMF CVU appropriate in size and height to enhance the downtown pedestrian environment t *G QPTTJCMF locate on both sides of the street; otherwise, consider coordinated elements on both sides of the street (e.g. stone wall in the sidewalk terrace, as shown in the first image below) Figure 2.41: Entryway Feature Examples
Trees â&#x2013;
â&#x2013;
â&#x2013;
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Provide a cohesive planting policy and select trees based upon the treeâ&#x20AC;&#x2122;s characteristics of growth, durability, branching habit, visual appeal, and maintenance requirements. No pavement within a 32 sq ft area around tree trunks to allow for growth (varied configurations feasible, 4â&#x20AC;&#x2122; minimum width) Trees placed in hardscaped terraces shall have a tree grate around the base.
Figure 2.42: Tree Grate Example
â&#x2013;
Maintain a 7-foot height clearance within the clear path zone. Prune trees that impede this zone.
Street Furniture â&#x2013; Provide a bench on every other block and trash receptacles at high-volumed pedestrian crosswalks. Bolt the benches to pavement to prevent vandalism. â&#x2013; Provide bike racks at major destinations and near large parking lots. Figure 2.43: Street Furniture Examples
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PEDESTRIAN FRIENDLY STREETS In general, a â&#x20AC;&#x153;friendlyâ&#x20AC;? street has features that provide safety, mobility, and comfort. Below describes guidelines to achieve such an environment.
SAFETY 1) Good sight distance Limit obstructions at crossings (newspaper/ advertising & electrical boxes, over-grown vegetation, etc.)
4) Adequate height clearance Well maintained landscaping Adequate Awning heights
2) Separation & buffering from other modes of travel Wide sidewalks Parking areas Sidewalk terrace Limit curb-cuts
5) Limit crossing distances Provide bump outs Reduce corner radii Provide refuge medians at ped. crossings
3) Pedestrian visibility Adequate lighting
46 City of Verona, WI
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MOBILITY
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2) Accessible to all citizens ADA-compliant sidewalks and building entrances
1) Clear path No obstructions within areas of travel
3) Clear connections Pedestrian pathways to building entrances
COMFORT
/LPLW DXWRPRELOH WUXFN WUDIÂżF LVVXHV
1) At human scale
Lower vehicle speed limits 3URYLGH WUDIÂżF FDOPLQJ GHYLFHV
Establish a 1:3-1:2 street width to building height ratio
5) 2)
Add benches, table and chairs, bike racks, etc.
Soften the urban hardscape Add planters, street trees, landscaped spaces, etc.
3)
Buildings designed w/ pedestrian-friendly features $ZQLQJV ODUJH DQG FOHDU ZLQGRZV RQ WKH JURXQG Ă&#x20AC;RRU building entrances, view of products/activities, etc.
Provide pedestrian amenities
6)
Well-maintained infrastructure Well-maintained sidewalks, streets, VWUHHW Âż[WXUHV DQG VWUHHW WUHHV
Downtown Mobility & Development Plan 47
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Figure 2.44: Streetscaping Map
Downtown Core Entryway Features Alternative Location East and West Gateways (no changes) Streetscaping Improvement Areas
48 City of Verona, WI
DŽďŝůŝƚLJ ZĞĐŽŵŵĞŶĚĂƟŽŶƐ
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Specific Recommendations Based on the general guidelines and best practices discussed in the prior pages, a streetscaping theme was created for the downtown core. This design theme was established in several formats to work with both existing and expanded sidewalk and right-of-way widths. The result is an interchangeable menu that fits one design theme. It is recommended that the entire length of Verona Avenue and Main Street within the Downtown Core (see Figure 2.44 on the previious page) eventually be reconstructed in one of these formats, in conjunction with improvements to the adjacent street. Figures 2.45-2.46 provide conceptual layouts to illustrate how the sidewalk formats can work along South Main Street using existing (Figure 2.45) or Figure 2.45: Existing R.O.W. Alternatives expanded (Figure 2.46) right-of-way. Alternative 1 (existing right-of-way w/ 8 feet available) An 8-foot sidewalk section will allow for a 2-foot brick paver terrace and 6-foot sidewalk. Obstructions need at least two feet of clearance from the curb face; therefore, the base of the light fixture will need to encroach upon the sidewalk. However, the design shown below (and in Figure 2.45) illustrates how this condition can be built into the sidewalk scoring pattern.
Alternative 2 (existing right-of-way w/ 9/10 feet available) A 9/10-foot sidewalk section will allow for a 3-foot brick paver terrace and 6/7-foot sidewalk. At this width street trees can be incorporated into the street section; however, the tree grate will impede on the sidewalk. The design shown below (and in Figure 2.45) illustrates how this condition can be built into the sidewalk expansion joint pattern.
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Alternative 3 (expanded right-of-way to 12 feet) A 12-foot sidewalk width will enhance the pedestrian experience in two ways: 1) allow space for additional streetscaping elements and 2) allow space to buffer parking areas. As shown below and in Figure 2.46, a 12-foot section could include a 2-foot brick terrace, 6-foot sidewalk, and a 4-foot landscaped buffer in front of an adjacent parking area that has insufficient space for its own buffer. As illustrated, a brick half-wall would further enhance this buffer, but should not replace the landscaping within this buffer. Evenly spaced street trees could break up the continuous brick wall, which enhances the pedestrian experience as well as provide access between the parking area and the public sidewalk (see Figure 2.46).
Figure 2.46: Expanded R.O.W. Alternatives
5B
5A
Alternative 4 (expanded right-of-way to 12 feet) This alternative is the same as Alternative 2, but with a 9-foot sidewalk section. As shown below and in Figure 2.46, this increases the â&#x20AC;&#x153;clear pathâ&#x20AC;? walking area, but maintains the 3-foot brick terrace and street tree grates (that impede a foot into the sidewalk section). In this scenario street furniture could be placed along the back edge of sidewalk.
50 City of Verona, WI
5B
DŽďŝůŝƚLJ ZĞĐŽŵŵĞŶĚĂƟŽŶƐ
Chapter 2
Alternative 5A (expanded right-of-way to 12 feet) The expanded right-of-way could also allow for a 6-foot brick terrace with a 6-foot “clear path” sidewalk. This wider terrace allows tree grates to remain out of the sidewalk portion, and provides ample room for street furniture. See the illustration below and in Figure 2.46 (on the east side of the street).
Alternative 5B (expanded right-of-way to 12 feet) This is a hybrid of Alternative 5A. It includes 6-foot sidewalks and 6-foot terraces with planting beds evenly spaced (rather the tree grates, as in Alternative 5A). As envisioned in Figure 2.46, this can work in combination with Alternative 5A with landscaping beds near intersections and tree grates in the middle of the block (adjacent to on-street parking). To simplify winter maintenance and reduce maintenance costs, planting beds should be constructed at the level of the sidewalk, without a raised curb, wall, or decorative fencing .
Downtown Mobility & Development Plan 51
Mobility Plan
Chapter 2
MAIN STREET VISION
Existing Conditions
Stage One Improvements
Stage Two Improvements
52 City of Verona, WI
VERONA AVENUE VISION
CHAPTER 3 Development Plan 53 55 62 65
Parking Study Urban Context Redevelopment Scenarios Master Plan
Before the US 18/151 bypass was constructed, Verona Avenue was the primary east/west route through the region. As traffic increased through the decades and development trends shifted, many sites in this downtown study area took on a low-density, car-centric format. Since the construction of the bypass, there has been interest by Verona residents to enhance the character and function of Downtown Verona as a place where people socialize, shop and work. This plan began with an emphasis on traffic needs and improvement alternatives, so that the City could identify a long-term strategy to manage traffic and decide where to protect space for any additional street right-of-way that may be needed. It is the intent of this plan to identify those long-term right-of-way needs so that redevelopment can proceed with the confidence that the City is protecting its transportation options. See Section 2.3 for the recommended transportation solutions and right-of-way needs for both the Main Street and Verona Avenue corridors. This chapter reviews existing land uses and developments, identifies redevelopment opportunities, recommends guidelines on building placement and setbacks, and identifies strategies and priorities for pursuing redevelopment. Specific action steps and funding recommendations are described in Chapter 4.
3.1 Parking Study
The purpose of the parking study was to observe current utilization of existing parking spaces within the downtown and to identify specific issues and opportunities related to existing parking infrastructure. Methodology The occupancy of parking spaces was documented by observing the number of occupied parking spaces during what is considered peak periods for parking within the planning area. In total, three peak parking periods were observed: weekday AM peak, weekday lunchtime, and weekday PM peak. All observations were completed during normal business hours, on dry days in June and July, to minimize any weather-related impacts on parking activity. Parking occupancy refers to the percentage of parking spots that are filled during a selected time period, and the period of interest is the peak period during a typical day or week. Occupancy rates at or close to 100 percent are generally considered undesirable because drivers must hunt for available parking and may be tempted to park illegally or not stop at all. When evaluating parking we consider supply to be inadequate when occupancy rates consistently exceed 85%. This 15% cushion makes it easier to find a spot and compensates for the inevitable loss of spaces resulting from temporary disturbances such as construction, mis-parked cars, etc.
Downtown Mobility & Development Plan 53
Chapter 3
Development Plan
Inventory On June 25th, 2013, MSA counted all marked and unmarked parking spaces within the highlighted area in Figure 3.1. In total, this area can park 1,281 vehicles at the same time, excluding garage spaces. This includes 333 on-street spaces and 948 off-street spaces. There are two-hour parking restrictions within the downtown core (from 6 a.m. - 6 p.m., except Sundays and Holidays), and there is no parking from 7:30 a.m. - 4:30 p.m. on school days on Verona Avenue adjacent to the Sugar Creek Elementary and Charter School property. Additionally, there is an overnight parking restriction from 1-6 a.m. Results MSA tallied occupancy throughout this area between 11:00 and 1:00, and again between 4:00 and 6:00 PM on June 25th. City staff completed a similar tally between 7:00 and 9:00 AM on July 24th. Figure 3.1: Parking Study Map (Weekday Lunchtime)
54 City of Verona, WI
Based on the data collected during these periods, parking supply is not generally an issue within downtown Verona. At the highest peak period studied (i.e. weekday lunchtime), only 30% of the spaces were occupied (385 out of 1,281 spaces). As shown in Figure 3.1, there were a few blocks with elevated number of occupied on-street parking spaces, but none were above the 85% threshold. See Appendix B for complete parking study results. It should be noted in the context of the parking occupancy study that there is a safety concern related to some of the current on-street parking. In multiple places, especially on S. Main Street, on-street parking near driveways and intersections impedes visibility for cars trying to turn out onto the street. This is a problem during peak hours, when congestion is high and gaps to pull out into traffic are small and infrequent.
Urban Context 3.2 Urban Context
Chapter 3
Every downtown has a unique physical structure and appearance. To evaluate and understand downtown Verona as a place, we consider it at three levels: as a single, cohesive district; as a collection of streets that each have their own character; and as a group of unique parcels. The purpose of this analysis is to understand the “urban fabric” and identify opportunities to improve that fabric.
area are illustrated in Figure 3.2 and listed in table 3.1 (on the next page). In total, commercial uses make up only 34% of the downtown parcels, while nearly 40% of the parcels are single-family homes. Of the commercial uses, the majority are categorized as “service and retail” (24 parcels / 38% of commercial uses), followed by “Mixed Commercial” and “Office” (14 parcels / 22% each).
DISTRICT A district is a cohesive area with an identifiable character. Building uses, types and styles establishes this character.
Most of these current uses contribute positively to the vibrance of the district; only those uses with little or no activity, such as the several storage facilities, are impeding that vibrance. Those uses that generate the most traffic are the economic and emotional heart of the downtown, beginning with Miller and Sons’ grocery, but also including the banks, coffee shops, restaurants and other uses that attract customers.
Land Use Verona’s downtown core has a good mix of uses, including varied formats of residential, retail, office, and civic uses. The existing land uses within the study
Enter
Richard Street
Noel Way
Street
prise
West Lawn Circle Loder Lane
W Harriet Street
N Franklin Street
N Shuman Street
Plympton Street
ven
City of Verona Dane County, Wisconsin Legend Project Boundary
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Building Footprints Existing Land Use Industrial & Storage
Park Avenue
Mixed Commercial Service & Retail
e
Ro
Lincoln Street
Mixed Use Parking Park & Open Space
Ra
ilr
d oa
Single-Family & Duplex
Schweitzer Drive
Multi-Family
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Public & Civic Douglas Street Valley View Court
Industrial Drive
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y le
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Church Avenue et tre
rk Be
Food & Beverage
William Street
ad
Valley View Street
Vacant
°
Holiday Court
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et tre
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iS ol Pa
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Grove Avenue
Legion Street
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venu ona A
W Ver
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Rita Avenue
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rc le
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rd
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Ed wa
Existing Land Use
Gilman Street
Mary Lou Street
Lucille Street
N Jefferson Street
W Harriet Street Westlawn Avenue
re St
Drive
E Harriet Street
ce ra G
et
Drive Horizon
Arthur
Gilman Street
Figure 3.2: Downtown Existing Land Use Map
0
n ou
Oak Court
400
800
d R d oa
Sources: - Base data provided by Verona - 2010 NAIP Ortho provided by USDA Drafted - LSR, Date - 02-05-13, File - p:/9286003
Downtown Mobility & Development Plan 55
Chapter 3
Development Plan
Building Patterns The downtown area features several different ages, styles, and format of development. Most of the commercial uses are located either in converted two-story residential structures with minimal building setbacks (example lower left), or in a single-story “suburban” format set back behind parking. Also present in the downtown core are a few new infill developments. Some of these infill projects fit the new downtown vision (i.e. minimal building setback, taller “commercial” first floor height, vertical proportions, no front yard parking, etc.), while others still follow the highway commercial / suburbanstyle design (i.e. one-story, building set back from the street, horizontal proportions, parking in the front yard, etc.).
Table 3.1: Downtown Existing Land Uses # Mixed Commercial Food/Beverage Service/Retail Mixed Use Office Industrial/Storage Multi-Family Res Single-Family Res Parking Park Public/Civic Vacant TOTAL
Parcels 14 5 24 6 14 3 12 73 12 5 12 4
% 7.6% 2.7% 13.0% 3.3% 7.6% 1.6% 6.5% 39.7% 6.5% 2.7% 6.5% 2.2%
184
#
Area 5.3 2.8 10.4 1.4 6.5 4.1 6.7 18.9 2.9 1.9 22.5 1.6 85.1
STREETS The district character is strongly influenced by the design of each street, including not only dimensions and configuration of the street itself, but also building sizes and setbacks.
Converted Home
New “Downtown” Development
Strip Mall Retail
New “Suburban-Style” Development
56 City of Verona, WI
% 6.2% 3.3% 12.3% 1.7% 7.6% 4.9% 7.9% 22.2% 3.4% 2.2% 26.5% 1.9%
Urban Context Street Hierarchy In general, a city’s downtown is comprised of three major road types (primary, secondary, and tertiary) that form a specific hierarchy based on their function. Analyzing this road hierarchy enables one to define road corridors based on their urban context, as described on the next page (and shown in Figure 3.3). ■■
Primary Streets carry the majority of traffic through the downtown and are usually the most critical for establishing the downtown character. Main building entrances are most likely to be oriented toward these streets and curb cuts for access minimized for safety and appearance. In the downtown core these streets usually feature minimal building setbacks and a consistent street wall of buildings built to the minimum setback line.
Chapter 3
■■
Secondary Streets provide alternate routes for travelers and provide access to parcels for parking and loading. The consistent street wall is broken by driveways and parking in many places. It is noteworthy that there are few secondary streets in downtown Verona. Only Legion Street (southwest) and Enterprise Drive (northeast) are viable alternate routes to avoid the intersection of Main Street and Verona Avenue.
■■
Tertiary Streets are minor roadways that handle light traffic and help to complete the grid system, providing access to parcels. In a downtown context, the majority of these roads are either residential streets or side streets with few main building entrances and limited pedestrian features (e.g. awnings, large windows, etc.).
Figure 3.3: Street Hierarchy Map
Downtown Mobility & Development Plan 57
Chapter 3
Development Plan
Streetscape The streetscape is simply the landscape of the street - it can be barren or inviting. Common streetscape improvements include features that break up the harsh hardscape that exists within a downtown (e.g. trees, shrubs, benches, planters, crosswalks, fountains, and special light fixtures). In general, there are few existing streetscape features within the “Downtown Core”. Existing streetscaping features include decorative fencing and hanging baskets at the Main Street/Verona Avenue intersection, a few banners hung on light poles, sporadic planters and benches, and inconsistent use of street trees. Outside of the downtown core along the “East and West Gateways” there is a common theme being used, which includes decorative blue light poles, banners and hanging baskets. Section 2.1 (page 18-19) describes the streetscaping features within downtown Verona in more detail. Street Enclosure Street enclosure refers to the features that define the three-dimensional space of a street. Where buildings or other features tend to follow a consistent setback from the right-of-way, they form a “streetwall”, the enclosure of the street is strong, and the experience of being in that space is usually enhanced, especially for pedestrians. In some cases, well-designed open spaces may reinforce this sense of enclosure by using halfwalls, fencing and landscaping in lieu of building faces. Most historic and loved “Main Streets” have strong enclosure and are pleasant places to walk around. In places where the streetwall is discontinuous due to large gaps between buildings and large variations in setbacks, enclosure is weak and the experience less pleasant and distinctive. The following notes summarize street enclosure conditions throughout the Main Street and Verona Corridors:
Figure 3.4: Downtown Streetscaping Photos
West Gateway
Downtown Core (Verona)
Downtown Core (Main)
East Gateway
■■
Verona Avenue to High School Driveway: Consistent Streetwall (most with minimal setback and no front yard parking)
■■
North of H.S. Driveway: No Streetwall
Verona Avenue ■■ East of Lincoln Street: Large lots, deep setbacks, no
Main Street
■■
■■
■■
■■
South of Bike Trail: Consistent Streetwall (minimal setbacks, narrow lots, and no front yard parking) Bike Trail to Verona Ave: Inconsistent Streetwall (some properties with minimal building setback, while others with significant building setbacks with parking areas in front)
■■
58 City of Verona, WI
Streetwall Lincoln Street to Main Street: Intermittent streetwall (minimal building setbacks, angled facades, some front yard parking) Main Street to Legion Street: Intermittent streetwall (some properties with minimal building setback, while others with significant building setbacks with small/large parking areas in front) West of Legion: Large lots, deep setbacks, no streetwall
Urban Context PROPERTIES Individual properties (parcels and buildings) can have a lasting impression on a personâ&#x20AC;&#x2122;s perception of an area, both positively and negatively. For instance, a building could be so well-designed, unique, or historically significant that it is the first thing someone thinks of when someone mentions the City of Verona. Examples of a property that can leave a negative impression would be a poorly designed or dead public space, a rundown/ falling apart building, or a large vacant parcel.
Chapter 3
In general, buildings within the downtown are in fair to good condition. However, there are a few sites that have dilapidated buildings that likely would cost more to update than to tear down. Table 3.2: Building Conditions Summary
Parcels #
Building Conditions Figure 3.5 illustrates the building conditions within downtown. This is not an evaluation of the structural integrity of the building, but rather a subjective opinion of the condition based on the exterior appearance as viewed from the street.
Area %
#
%
Good
49
26.6%
22.8
26.6%
Good to Fair
63
34.2%
42.1
49.2%
Fair
39
21.2%
11.6
13.6%
Fair to Poor
8
4.3%
1.9
2.3%
Poor
4
2.2%
1.3
1.5%
21
11.4%
5.8
6.8%
No Building TOTAL
184
85.5
tree t
Loder Lane
ce S Gra
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Park Lane
Lincoln Street
Park Lane
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Industrial Drive
Gilman Street
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N Franklin Street
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Church Avenue
y le
City of Verona Dane County, Wisconsin
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rk Be
Building Conditions
Park Avenue
Good Good to Fair Fair Fair to Poor
William Street
Poor None
R
lr ai
d oa
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et
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°
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ad
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Av e
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u Aven
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rona
Grove Avenue
Legion Street
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Mark Drive
N Main Street
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rc le
Barbara Street
Ci
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ar d
Edward Street
S Shuman Street
Ed w
N Marietta Street
Mary Lou Street Lucille Street
Westlawn Avenue
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ve e Dri
E Harriet Street W Harriet Street
D rive
rpris
West Lawn Circle
Noel Way
Richard Street
Horizon
et
Ente
Arthur Stre
Gilman Street
Figure 3.5: Downtown Building Conditions Map
0
Oak Court
400
800
nd R oa d
Sources: - Base data provided by Verona - 2010 NAIP Ortho provided by USDA Drafted - LSR, Date - 02-05-13, File - p:/9286003
Downtown Mobility & Development Plan 59
Chapter 3
Development Plan
Property Values Land and improvement (building) values are assessed annually for tax purposes and provide an objective evaluation of the condition of properties within the City (with the exception of tax exempt properties for which no data exists). Figure 3.4 illustrates the ratio of improvement value to land value within the downtown. In general, strong candidates for redevelopment are properties with land values greater than the improvement values (0-0.9 ratio). Two important trends that are evident: ■■
Almost 50% of the parcels in the downtown (excluding tax exempt parcels) are contributing significantly to the tax base (2.0 or more—green).
■■
15% of the parcels in the downtown are strong candidates for redevelopment/reinvestment as their improvements are not contributing significantly to the tax base (less than 1.0 - orange and red). Most of these are in the East and West Gateway districts.
Table 3.3: Property Value Ratio Summary
Parcels #
Area %
#
%
4.0 or More
14
7.4%
5.3
6.2%
2.0-3.9
77
41.0%
23.2
27.1%
1.0-1.9
36
19.1%
13.9
16.2%
0.5-0.9
14
7.4%
8.0
9.4%
Below 0.5
15
8.0%
7.9
9.2%
No Data / Tax Exempt
32
17.0%
27.4
31.9%
TOTAL
188
85.7
Figure 3.4: Downtown Property Value Ratio Map
Property Value Ratio City of Verona Dane County, Wisconsin
Legend Tax Exempt or No Data Below 0.5 0.5-0.9 1.0-1.9 2.0-3.9 4.0 or More
° Feet
0
400
Sources: - Base data provided by Verona - 2010 NAIP Ortho provided by USDA Drafted - LSR, Date - 02-05-13, File - p:/9286003
60 City of Verona, WI
800
Urban Context
Chapter 3
Architectural & Historical Character The architectural character of downtown Verona is eclectic, comprised of structures and styles from the past 100+ years. While there are no registered historic structures in the study area, there are several (pictured below) that were noted in the statewide Architectural and Historic Inventory (AHI) compiled in the 1970s. None of these buildings are recognized as architecturally or historically significant, but they are part of the eclectic character of the downtown area. The planning process revealed limited interest to ensure protection of these structures. Buildings noted most frequently as desirable were 101 N. Main St. and 102 W. Railroad St.
212 E. Verona
324 N. Main
200 Park
101 N. Main
102 E. Park
125 S. Main
201 S. Marietta
102 W. Railroad
201 S. Main
324 S. Main
Downtown Mobility & Development Plan 61
Chapter 3
Development Plan
3.2 Redevelopment Scenarios
As discussed in the prior section, there are a variety of development patterns within the downtown core some enhance the vision established by this process, while some detract from or are neutral to this vision. This section offers an illustration of how the downtown core could be transformed in the next 20+ years as redevelopment occurs. REINVESTMENT SITES Based on the urban context analysis (see Section 3.1), there are several parcels that offer significant opportunities for reinvestment. Strong candidates for reinvestment are either vacant or are for sale, have low improvement value (relative to land value), or have buildings that are in poor condition. Figure 3.7 (shown below) illustrates redevelopment/reinvestment opportunities within the downtown core. See Section 3.3 for redevelopment priority sites.
■■
Red parcels are the most viable for redevelopment, as they do not have structures (red) or they are currently for sale (red outline with black hatch).
■■
Orange parcels are strong candidates for reinvestment or redevelopment due to low values and poor exterior building conditions (even though they are not currently for sale or vacant).
■■
Yellow parcels have some viability for reinvestment or redevelopment due to low improvement values (even though they are not currently for sale, vacant, or in poor condition).
■■
White parcels are less viable for redevelopment due to stronger values, but are candidates for reinvestment to improve poor exterior conditions.
Figure 3.7: Downtown Reinvestment Map
ReInvestment Opportunities City of Verona Dane County, Wisconsin
Legend For Sale (as of Nov 2012) Vacant Low Value & Poor Building Low Property Value Ratio Poor Building Conditions
° Feet
0
400
Sources: - Base data provided by Verona - 2010 NAIP Ortho provided by USDA Drafted - LSR, Date - 02-05-13, File - p:/9286003
62 City of Verona, WI
800
Redevelopment Scenarios DEVELOPMENT SCENARIOS At the time of land use scenario development, the Steering Committee had not yet selected a preferred solution to the long-term traffic needs of the downtown area. MSA therefore prepared two land use scenarios to illustrate how the transportation choices might affect redevelopment outcomes. The two land use scenarios were based on the following mobility scenarios (see Section 2.2 for more information): 1. Roundabout/Signal* - Expand both Verona and Main to four lanes (two-way traffic on both) 2. One-Way Pair* - Relocate northbound traffic from Main Street to Franklin Street to create a one-way pair within existing right-of-way (one-way traffic on each street), and expand Verona to four lanes (two-way traffic) Both of the land use and redevelopment scenarios were reviewed by the Steering Committee and the City prior to making a recommendation for the mobility solution. Assumptions of the land use and redevelopment scenarios (Figure 3.8 - 3.9). ■■
Properties that will be significantly impacted by future right-of-way acquisition (i.e. loss of building or significant loss of parking) will become redevelopment sites.
■■
Some property assembly will occur as necessary to create viable redevelopment sites.
■■
Surface parking will be the typical format to meet parking demand. If underground or above ground parking becomes a viable option, the intensity of the proposed development could be increased (in comparison to these concepts) either as additional height or as footprint expansion.
■■
Redevelopment will generally be driven by the private market; however, the City may assist with project funding in some cases and may be involved in some land purchases, especially as needed to acquire/ protect needed street right-of-way.
* The land use and redevelopment scenarios focused primarily on the Main Street corridor because the transportation alternatives would each have had a similar affect on Verona Avenue outcomes.
Chapter 3
See Section 3.3 for the final development “master” plan based on the Steering Committee’s recommended mobility solution. Roundabout/Signal Scenario Figure 3.8 (on the next page) illustrates the future redevelopment opportunities if Main Street is converted to a four-lane road section north of Verona Avenue to handle all north/south traffic through the downtown. This solution will greatly impact properties along North Main Street and adjacent parcels to the Main and Verona intersection. South Main Street (beyond the improvements to the Main/Verona intersection) will not be greatly impacted by this mobility solution. Development Summary If and when North Main Street is expanded to four travel lanes, properties will lose a portion of their front yards and will see increased traffic. As a result, these parcels will have more value as commercial or mixed use developments than as residential-only development. As shown in Figure 3.8, uses could be a mix of 2/2.5-story townhomes, 2-3 story office buildings, 2-3 story mixed use buildings, and 1.5-story retail stores. The State Bank of Cross Plains, Walgreens, Main Street Dentists (105 N Main), the Norland Learning Center, and all existing development on Franklin Street will remain for the foreseeable future. South Main Street will not require four travel lanes, but the intersection with Verona Avenue will have a significant impact on the first block of S. Main Street. Changes to the S. Main Street area include: ■■
■■ ■■ ■■
Loss of most buildings on the east side of Main Street, north of Park Lane (only the Sow’s Ear can remain). These sites would be redeveloped with 1.5-story to 3-story buildings. New parking behind the Sow’s Ear to compensate for the loss of parking on Main Street Closure of W. Railroad St. and expansion of Hometown Junction Park Reconfiguration of the Miller and Sons parking lot and expanded parking south of Church Street
Downtown Mobility & Development Plan 63
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Development Plan
Figure 3.8: Land Use Alternative 1 (Only on Main)
One-Way Scenario Figure 3.9 (on the next page) illustrates the future redevelopment opportunities if the north/south traffic is split between Main Street and Franklin Street, creating a one-way pair system. This solution would impact properties near the proposed oneway splits and at the Main and Verona intersection. Outside of these sections the right-of-way would not need to be expanded. Redevelopment would be precipitated not by rightof-way changes, but by the shift in traffic pattern exposing more parcels to more traffic and customers. This scenario envisions development on Franklin Street that would not otherwise be as viable without the increase traffic on that street. Development Summary All of the developments proposed in the prior scenario (see figure 3.8) are considered viable and appropriate in this scenario as well, though in this scenario they are afforded more space due to the narrower right-of-way requirements. As shown, Franklin Street developments would be only 1.5- to 2-stories in height and would have smaller footprints in order to be more compatible with the existing housing on the other side of the street. Along S. Main Street, the east side of the 200 block would be removed in order to provide space for the one-way split. The loss of several older buildings (including the Memorial Baptist Church) would be offset by providing a large redevelopment site in the heart of the downtown, an additional public parking lot north of the existing townhomes, and a public green space within the island created at the split. In this scenario the Main Street businesses on the east side of the 100 Block could remain (excluding the Mobil Gas Station). As shown, the west side of S. Main Street would redevelop similarly to the other scenario with additional off-street parking and an enlarged park space.
64 City of Verona, WI
Master Plan Figure 3.9: Land Use Alternative 2 (Main & Verona)
Chapter 3
3.3 Master Plan
The prior section, including the illustration at left, discusses the land use scenarios presented to the Steering Committee to help select a preferred transportation and mobility solution. The Steering Committee eventually recommended that if and when four lanes become necessary on N. Main Street, traffic should stay on Main Street and the intersection control should continue to be a traffic signal. (see Section 2.3 for more details). This section presents a variety of development projects throughout the planning area consistent with the various transportation recommendations. PRIORITY REDEVELOPMENT SITES Section 3.2 discusses those sites that are prime for reinvestment based on MSA’s urban context analyses (see page 62). However, the City can choose to influence the pace and timing of redevelopment by directly pursuing land acquisition or offering development incentives for catalyst projects - projects deemed likely to generate enthusiasm for and further investment in the Downtown area. The various redevelopment sites have been prioritized based on their perceived value as catalysts of further investment. See the following pages for specific recommendations for some of these potential catalyst projects. High Priority ■■ Hometown Junction Park & Parking (100 W. Railroad) ■■ Park Lane Parking (102 E Park & 108 S Franklin) Medium Priority ■■ West Verona Avenue Downtown Core Gateway (415 W Verona & 410-420 W Verona) ■■ East Verona Avenue Downtown Core Gateway (102 Lincoln & 303-415 E Verona) ■■ Harriet Street Realignment/North Main Street Downtown Core Gateway (120 N Franklin, 101 E Harriet & 133 N Main) Low Priority ■■ North Main Street (114-126 N Main, 115-129 N Main) ■■ South Main Street (east side of 100 & 200 Block)
Downtown Mobility & Development Plan 65
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Development Plan
PARKING As discussed in Section 3.1 (on pages 51-52), the current parking supply is generally adequate for the peak period parking demands. However, the long-term mobility improvements identified in this Plan (see Section 2.3) will require removal of all on-street parking along N. Main Street and East Verona Avenue, and removal of some on-street parking along S. Main Street and W. Verona Avenue. This will effect the total supply that will be available to meet the existing and future demand for parking. To offset this loss of parking, the City is interested in providing off-street public parking lots within the downtown core. If placed and signed correctly, this can successfully offset the on-street parking loss. However, it is important to be strategic when locating public parking lots within the existing urban fabric for two reasons. First, this solution requires removing existing taxable development, which reduces City revenues. The second challenge is that surface parking lots can weaken the urban character of the downtown. Therefore, the locations that work best include the following: build on parcels that are not contributing significantly to the tax base, expand existing parking facilities, and maximize the number of on-street parking spaces. Each proposed parking project is described below. P1 - Harriet Street On-Street Parking This Plan recommends E. Harriet Street be realigned to connect to W. Harriet Street at Main Street (see Figure 3.10). This will provide a redevelopment opportunity in the NE quadrant of this newly created intersection. However, the lot size will limit the size of the development of this lot. To supplement private off-street parking, Harriet Street could provide up to 38 perpendicular parking spaces if incorporated in the Harriet Street reconstruction project. In total, this will create a net increase of approximately 24 parking spaces. P2 - State Bank Shared Parking Lot Currently there are two access driveways to the Walgreens and State Bank parking lot on the west side of N. Main Street. It is suggested the existing private parking lots be reconfigured to enable a single access point as shown in Figure 3.10. This will reduce the number of curb cuts on Main Street, move the parking lot access further from the Main Street and Verona Avenue intersection, and allow Walgreens to offset their parking loss if and when the long term expansion of that intersection eliminates Walgreens parking spots. The net result of this
66 City of Verona, WI
Figure 3.10: Potential Public Parking Lots
Master Plan redesign is zero (includes supplementing Walgreens’ parking loss along Verona Avenue). If a lack of public parking becomes an issue on the west side of N. Main Street, the City should consider working with the bank to make part of this lot available to the general public if it is under-utilized. P3 - 104 E. Verona Avenue Public Parking Lot This proposed public lot requires removal of one business (Sojo Blau Salon) and use of the under-utilized TDS parking lot. This will offset the loss of on-street parking on Main Street and Verona Avenue, as well as offset the loss of off-street private parking on 101 N. Main Street (Norland Learning Center). The net gain of this lot would be two spaces. P4 - Park Lane Shared Parking Lot This lot would require removing two homes on S. Franklin Street (one recently purchased by the City) and reworking the existing parking areas of 119-125 S Main Street. If these parking spaces were shared, it would alleviate the existing parking issues within this block. Figure 3.10 (on the previous page) illustrates the long-term parking layout in relation to other redevelopment, while Figure 3.11 below illustrates the short-term improvement by itself. P5 - Church Street Parking Lot
Chapter 3
This proposed lot requires removal of a home (305 S. Shuman Street) and quonset hut buildings (100 W. Railroad). It will support not only several downtown businesses, including Miller’s, Tuvalu and Falbo Pizzeria, but it will also support Hometown Junction Park activities and possibly other new businesses. This change provides a net gain of approximately 12 parking spaces as compared to current public and private parking. In conjunction with expanding the parking lot on the south side of Church Street, this concept suggests a redesign of Miller’s main parking lot as well. The current layout provides 95 parking spaces, but is limited in pedestrian amenities. This redesign provides parking island at several locations and a walkway that links the entrance to the grocery store to the proposed Hometown Junction Park parking lot. To increase the efficiency of the Miller’s parking lot, the parallel parking on the north side of Church Street was removed, allocating some public right-of-way to the Miller’s parking lot. The result is no parking loss within the Miller’s lot, while providing space for landscaping and pedestrian walkway improvements.
Figure 3.12: Potential Miller’s Parking Lot Improvements
Figure 3.11: Potential Park Lane Parking Lot (short-term)
Downtown Mobility & Development Plan 67
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FINAL CONCEPT PLAN As discussed in Chapter 2, the recommended mobility solutions for the downtown will be a factor in how and where sites may redevelop. This final concept land use scenario is a refinement of previously presented ideas, revised per stakeholder feedback and adjusted to fit the transportation choices selected by the Steering Committee. The final concepts (Figures 3.13-3.16) illustrate both the development potential for reinvestment sites and public improvements that further the Vision established in this Plan. See page 61 for the design assumptions used to develop the proposed redevelopments shown within this section. The images shown with each redevelopment opportunity are representative of the type and massing of each suggested development. North Main Street This segment of the downtown may eventually be completely transformed by the expansion of the street to four travel lanes with twelve foot pedestrian ways (i.e. six-foot hardscape terrace and six-foot sidewalk). The Harriet Street realignment and the Main Street and Verona Avenue intersection expansion are the other improvements planned in this segment. All existing commercial buildings (excluding Verona Electric) would remain north of Verona Avenue for the foreseeable future. Redevelopment The reduction of front yards and projected increase in traffic suggest Main Street properties will transition to a higher intensity of use and development in the foreseeable future. Uses will primarily be commercial and mixed use. The Main Street facades are designed to be within fifteen feet of the sidewalk with the majority of the parking located in the side or rear of the buildings. The remainder of the street frontage is designed for pedestrian zones (i.e. outdoor plazas, seating areas and landscaping). The overall building heights are 1.5- to 3-stories. As illustrated in the representative photos and concept plan, the design of the buildings should make an effort to fit in with the housing behind the Main Street properties. This can be accomplished by reducing the height of the building along the rear of the site (near residential), or by breaking up the footprint with sections being pulled back from the street.
1
2/2.5-story Townhomes - 18 Units 12 spaces (plus garages)
2
2-story Office - 7,500 sqft 26 spaces
3
2/3-story Mixed Use - 8,200 sqft-Com / 14 Units 49 spaces (11 underground)
4
2-story Office - 13,800 sqft 46 spaces (17 spaces from Harriet Street)
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Chapter 3
Figure 3.13: Concept Plan - North Main Street
5 1
4
3-story Mixed Use - 9,600 sqft-Com / 12 Units 65 spaces (21 on Harriet Street)
6 1.5-story Retail - 6,100 sqft (in two buildings)
2
3
20 spaces
5
6
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South Main Street The mobility improvements that will influence redevelopment include the rerouting of East Railroad Street to align with Church Street, expanding the sidewalk to twelve feet (i.e. sixfoot hardscape terrace and six-foot sidewalk), and expanding the Main and Verona intersection. For the foreseeable future, all commercial buildings would remain on the west side of S. Main Street, while only the Sow’s Ear and buildings south of Railroad Street will remain on the east side of South Main Street. Redevelopment This section of the study area is the heart of the downtown core. It is home to several larger traffic generators, including Miller’s grocery store, as well as several smaller local retail and restaurant establishments. The long term vision for this section of the downtown is higher-density 1.5- to 3-story mixed use buildings with the majority of the facades within 15 feet of the sidewalk. The existing larger establishments are significant assets to the downtown core and should remain for the foreseeable future. However, there is potential to enhance these properties, especially their building facades and parking configurations. Suggested facade improvements include adding more streetlevel windows/display areas, accentuating the verticality of these buildings through bays and columns, and adding higherquality exterior materials. The potential enhancements to the parking areas include enhanced landscaping through parking islands and sidewalk buffers, and adding walkways/crosswalks that connect public sidewalks to building entrances. At this time Miller’s is not looking to expand; however, if plans change there is potential to redevelop the site as a multi-story building with residential units above the grocery store and liner shops. This format is becoming more and more prevalent and would enliven the street at all hours of the day. The largest redevelopment opportunity in this portion of the downtown is the block bound by Main, Verona, Franklin and Park. Any redevelopment of this site should include a “signature” building at the corner of Main and Verona that is at least 2.5 stories tall. As illustrated in Figure 3.15 (Site “a”), there is potential to set the development back from Verona Avenue, creating a “signature” green space that would be quite visible from both Main Street and Verona Avenue. There is potential to include a focal point park feature (such as a fountain or statue) that will entice people to stop and linger.
70 City of Verona, WI
7
3-story “Signature” Mixed Use (12,500 sqft / 14 Units) 64 spaces
8
1.5-story Office (6,900 sqft) 23 spaces
9
3-story Mixed Use (8,500 sqft / 12 Units) 60 spaces (20 underground & 9 on-street)
10
1.5-story “Signature” Restaurant (6,000 sqft) 36 spaces (6 on-street)
Master Plan
Chapter 3
Figure 3.15: Concept Plan - South Main Street
11
a
2/2.5-story Townhomes - 6 Units on-street parking (plus garages)
7
Existing:
Proposed:
8
12
Option A
3-story Condo/Apartments - 30 Units 55 spaces (40 underground)
9 S. Shuman St.
Church Ave
10
b
Proposed Options:
11
Hometown Junction Park Another asset to the downtown is Hometown Junction Park. Based on public comment and survey responses, the community desires a larger community park that can be a social gathering place for Verona. The best opportunity for this type of space is to expand Hometown Junction Park to the north, closing West Railroad Street and relocating Ellis Manufacturing’s storage facility (as shown in Figure 3.15 - Site “b”). If Ellis Manufacturing remains downtown, the storage facility could be rebuilt at 308 S. Shuman, using the terrain as a buffer from the park and neighboring properties (as shown below).
Option B
A: If Ellis Manufacturing is relocated (new housing) B: If Ellis Manufacturing remains (new Ellis storage facility)
12
Downtown Mobility & Development Plan 71
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Development Plan
East Verona Avenue This portion of the downtown will be affected by the proposed expansion of Verona Avenue (i.e. two to four lanes of travel with twelve-foot sidewalk/terrace), and expansion of the Lincoln Street and Verona Avenue intersection to a signalized intersection. Based on interviews with the property owners, this entire area could potentially redevelop. Redevelopment The size of this block offers opportunities for a variety of alternatives for redevelopment. The proposed concept (see Figure 3.15) shows three developments two commercial buildings along Verona Avenue and a multi-family complex sitting behind the commercial uses. If the entire site was redeveloped as commercial, parking would become a larger portion of the site (unless it was built above the ground floor or underground). In either case, a â&#x20AC;&#x153;signatureâ&#x20AC;? building should be built near the corner of Lincoln and Verona that is at least two stories tall.
13
2/3-story Multi-Family Buildings (72 Units) 118 spaces (80 underground)
14
2-story Mixed Commercial (16,000 sqft)
Figure 3.15: Concept Plan - East Verona Avenue
65 spaces
15 15
2-story Commercial Building (13,700 sqft)
14
13
72 City of Verona, WI
44 spaces
Master Plan
Chapter 3
West Verona Avenue This section of Verona Avenue will remain at two-lanes for the foreseeable future, so the only major improvement will be increased sidewalk widths. This will have a minimal impact for properties west of Westlawn Avenue. Other improvements suggested include a school drop-off at the elementary school and street connection between Church Street and Industrial Drive (which currently ends in a cul-de-sac).
16
Redevelopment 2.5-story Mixed Commercial (21,800 sq.ft) The majority of the commercial properties will remain 75 spaces for the foreseeable future, excluding two sites (415 W. Verona Avenue and 420 W. Verona Avenue). These properties were recommended as redevelopment sites due to their size, location, and ownership. The former bowling alley (415 W. Verona) is at a major entry point to the downtown. It is important the development build near the intersection with a â&#x20AC;&#x153;signatureâ&#x20AC;? building at least two stories in height. The other site (#17) includes a bar, parking and undeveloped land. If the Anchor Bank property (420 W. Verona Avenue) were included in this 3-story Mixed Use (8,500 sq.ft / 12 Units) redevelopment, a significantly larger development is 62 spaces possible. In this case, a new building should anchor the Rita and Verona intersection. Figure 3.16 illustrates how both of these sites could redevelop with the parking located to the side and rear of the sites. Figure 3.16: Concept Plan - West Verona Avenue It is important to note that a large portion of West Verona Avenue land is owned by the School District. If the school were to improve their site, consideration should be given to increasing the parking lot and creating a drop-off location next to the Sugar Creek Elementary School. If the District should ever decide to move the school from this location, the site could be redeveloped with commercial uses along Verona Avenue and residential uses behind. However, the building located at 401 W. Verona Avenue (currently New Century Charter School) should be preserved, as it has historical value to the community. In either case (if the school site remains or gets redeveloped), the corner of Marietta and Verona (red hatching in Figure 3.16) could be redeveloped as a commercial use without affecting the school activities.
17
17
16
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Development Plan
DEVELOPMENT STANDARDS The City currently maintains and enforces design standards for Verona Ave. and Main St. The Downtown Design and Use Overlay District, which is part of the zoning ordinance, is intended to “create a vibrant, functional, and attractive commercial downtown”. These standards are generally appropriate, however they are applied uniformly throughout both the “Gateway” areas and the Downtown Core area as identified in this plan. The Downtown Core has and should continue to have a unique and more compact design character, as compared to the more “suburban” character of the Gateway portions of Verona Ave. This plan recommends amendment of the Downtown Design and Use Overlay District to protect the downtown’s design character. Recommended changes: Eliminate the requirement to align all Verona Ave. buildings along a “true” east/west line. There is no compelling aesthetic or functional reason not to allow alignment parallel to the street. Eliminate the 40% maximum building coverage standard, allowing the underlying zoning to determine building coverage. Identify a “Downtown Core” area as described in this plan (Lincoln to Legion, Harriet to Paoli). Add standards specific to this area: Building Setback from Street ■■ Current Standard: Min. 15’ ■■ Downtown Core Standards: Min. 5’, Max. 15’ At least a portion of the building (e.g. 30% of width) must be built to the maximum setback. ■■ Rationale: Based on Visioning results; will help maintain a consistent downtown character.
74 City of Verona, WI
Paved Surface Setbacks ■■ Current Standard: Min. 10’ from rear lot line ■■ Downtown Core Standards: Min. 5’ from rear lot line, and 6’ tall fence and/or tall coniferous plantings required when parking is within 20’ of a residential district. ■■ Current Standard: Min. 15’ from street ■■ Downtown Core Standards: Parking lot setback Min. 5’, plus 3’ tall landscape buffer required (fence or bushes). Pedestrian paths and patios permitted to sidewalk. ■■ Rationale: Smaller lots, limited space for parking, desire for outdoor seating and activities to enliven the street.
CHAPTER 4 Action Plan 75 Public Project and Actions 80 Private Development 80 Funding Program Summaries
This Plan includes an array of recommended public projects and actions to achieve the vision described for Downtown Verona. This chapter discusses the phasing and costs of these actions.
3) “Don’t Block the Box” Signs and Pavement Markings This project is HSIP eligible (see section 4.3) but a grant application is not recommended for a project of this cost.
4.1 Public Projects and Actions
4) Silent Street Realignment and Connection This project will offer relief to the Main/Verona intersection during peak school-related traffic. A complete engineering study, including traffic signal warrant, is needed prior to construction.
SHORT TERM (0-2 Years) and “ANY TIME” ACTIONS Ideally these projects would be completed as soon as possible. The projects are not dependent upon each other and can be staged when funding or resources become available. 1) Development Standards Update This update should proceed as soon as feasible. 2) Downtown Zoning Amendments To reduce barriers to redevelopment in the Downtown core, many of the sites fronting onto Main Street and Verona Avenue could be proactively rezoned to Central Commercial (CC). See Figure 4.1 on the next page. Short Term and “Any Time” Projects
Timeframe
5) Lincoln Street Signal and Intersection Improvement This project should be planned and completed in coordination with proposed changes to the Verona Fire Department site. 6) Westlawn Pedestrian Crossing This project can proceed at any time to improve student safety, but it may be appropriate to allow the School District to first confirm long term plans for the adjacent schools.
Cost
Potential Public Funding Sources (Other than City's General Fund)
1) Development Standards Update 2) Downtown Zoning Amendments
Short Term Short Term
Staff Time Staff Time
3) Don't Block the Box 4) Silent Street Realignment & Connection 5) Lincoln Street Signal and Intersection Improvement 6) Westlawn Pedestrian Crossing
Short Term Short Term
$5,000 - $7,000 $800,000 - $1,000,000
Short Term
$500,000 - $700,000
TIF
Short Term
$80,000 - $100,000
SRTS, TIF
-
HSIP, TIF SRTS, TAP, TIF
Downtown Mobility & Development Plan 75
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Action Plan
Figure 4.1: Future Land Use Map with Proposed Rezoning to Central Commercial
76 City of Verona, WI
Public Projects and Actions 7) Military Ridge State Trail Crossing This project can proceed at any time, but coordination with other projects should be considered, including the proposed closure of W. Railroad St. and/or street or other projects affecting this segment of S. Main Street. 8) Basswood Avenue Connection to the Middle School This project is on Verona Area School District property and must be initiated by the district. The proposed improvements will benefit both the school and the City, and cost sharing is anticipated.
Chapter 4
10) Paoli Street Signal This lot will reconstruct the existing parking area for 119-125 S. Main Street and expand to Franklin Street. 11) Crosswalk Enhancements All crosswalks should be improved in conjunction with street improvements. 12) Streetscaping Improvements Streetscaping should occur in conjunction with street improvement projects.
9) Park Lane Public Parking Lot This lot will reconstruct the existing parking area for 119-125 S. Main Street and expand to Franklin Street.
Short Term and â&#x20AC;&#x153;Any Timeâ&#x20AC;? Projects (cont.) 7) Military Ridge State Trail 8) Basswood Avenue Connection 9) Park Lane Parking Lot 10) Paoli Street Signal 11) Main Street & Verona Avenue Crosswalk Enhancements 12) Streetscaping Improvements
Timeframe
Cost
Potential Public Funding Sources (Other than City's General Fund)
Short Term Short Term Short Term As Soon as Warranted With Street Improvements With Street Improvements
$130,000 - $150,000 $300,000 - $500,000 $275,000 - $375,000 $150,000 - $200,000 Included in street project costs Included in street project costs
RTP, TIF SRTS, TAP, TIF TIF TIF SRTS, TIF TIF
Downtown Mobility & Development Plan 77
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Action Plan
MID TERM PROJECTS (2 – 5 years) These projects are considered either lower in priority or higher in complexity than the “Short Term” projects, but still desired for completion relatively soon. 1) Main Street & Verona Avenue Intersection - Stage One Grant funding could be pursued for this project. Applications for the STP Urban and LRIP programs should be considered now for approval in the upcoming cycles. Engineering design cost can be included as part of the funding. The cost estimate assumes that the Mobil gas station property will remain in business and does not include cost to relocate. See Appendix C for more detail on the estimated construction cost. 2) 104 E. Verona Avenue Public Parking Lot This project should occur before or in conjunction with the changes to the Main/Verona intersection, to help compensate for some of the on-street parking loss. 3) Expand Hometown Junction Park This project can happen at any time, though it is dependent upon land acquisition from Ellis Manufacturing, the current owner of the triangular parcel on the north side of West Railroad St.
The amphitheater project in this park should be contingent upon a clear plan for its use, and any groups interested in using this facility should demonstrate their commitment by assisting with fundraising efforts. 4) Church Street Parking Lot This project may be a joint venture with Miller and Sons, who already own and use some of the land for parking to support their store. The expanded lot is intended to serve both the grocery store and other regional uses. 5) Harriet Street Realignment and Parking This project could happen at any time, and it could be delayed for many years. Interest in redeveloping any of the three affected parcels may be the trigger to proceed with this project. 6) E. Railroad St. Realignment This project could happen at any time, but will likely proceed in coordination with redevelopment of the Baptist Church block.
It is recommended that this project be designed and constructed in conjunction with the proposed parking improvements on the south side of Church St, which are also dependent upon land acquisition. Mid Term Projects
Timeframe
Cost
Potential Public Funding Sources (Other than City's General Fund)
1) Main & Verona Intersection - Stage One 2) 104 E. Verona Avenue Public Parking Lot 3) Hometown Junction Park Expansion 4) Church Street Parking Lot 5) Harriet Street Realignment and Parking 6) E. Railroad Street Realignment
78 City of Verona, WI
Mid Term
$750,000 - $1,000,000
Mid Term
$300,000 - $400,000
TIF
Mid Term Mid Term Mid Term
$300,000 - $500,000 $500,000 - $750,000 $1,500,000 $1,750,000 $1,000,000 $1,200,000
TIF TIF TIF
Mid Term
STP Urban, LRIP, TIF
TIF
Public Projects and Actions LONG TERM PROJECTS (15 – 40 years) Eventually, the City may choose to expand N. Main Street and E. Verona Ave. to four lanes, and to make corresponding improvements/expansions to the Main/ Verona intersection. These improvements are lumped together as the one “long term” project. Verona and Main Reconstruction Projects Funding is recommended to be pursued for this project. Applications for STP Urban and LRIP are highly recommended as total cost for both construction and real estate is likely to exceed $10,000,000. See Appendix C for complete cost estimates for all long term improvement alternatives considered during the planning process. Long Term Projects
Timeframe
Chapter 4
There are several buildings that need to be acquired to implement this long term build-out, and it is recommended that the City acquire the necessary right-of-way to preserve the feasibility of this alternative whenever it becomes available, especially during redevelopment projects. The acquisition and relocation process must follow the WisDOT rightof-way process in order to preserve eligibility for any State or Federal funding that may become available.
Cost
Potential Public Funding Sources (Other than City's General Fund)
"Main & Verona Intersection - Stage Two (includes corridor expansion to four lanes - N. Main to Silent Street and E. Verona to Lincoln St.) "
Long Term
$10,000,000 $12,000,000
STP Urban, LRIP, TIF
Downtown Mobility & Development Plan 79
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Action Plan
4.2 Private Development
4.3 Infrastructure Funding Strategies
PRIVATE DEVELOPMENT There are many potential private redevelopment projects throughout the Downtown Core. These projects are, for the most part, not dependent upon public infrastructure projects and they can proceed at any time, given property owner and developer interest. On the other hand, several of the sites will be affected by the long-term street improvements identified in this plan, such that those improvements will require building removal and will precipitate redevelopment.
TRANSPORTATION FUNDING OPTIONS
Several sites have the potential to become gateway features that welcome visitors to the Downtown Core and catalyze further excitement and investment. For each the preferred redevelopment is a high-quality, 2-3 story building featuring commercial uses, at least on the ground floor. These sites include: • Corner of Legion St. and W. Verona Ave. (Wildcat Lanes) • Corner of E. Harriet St. and N. Main St. (former library) • Corner of Lincoln St. and E. Verona Ave. (multiple parcels, including Hughes Flooring and Cecor, Inc.) Public Role in Private Development At minimum, the City’s role in the redevelopment of private property includes reviews and permit approvals to ensure compliance with zoning and building code requirements. As has already occurred several times with other projects, the City can support new real estate investment through the use of tax incremental finance funds. Downtown redevelopment is often more expensive than building on farmland due to the need to clear prior improvements and also due to space constraints that require more complicated design and construction techniques. Financial assistance helps “level the playing field” as compared to development on easier sites.
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Under Moving Ahead for Progress in the 21st Century (MAP-21) the following programs have been developed. As future Federal and State budgets are approved, these options or the requirements for obtaining certain funds could change: Highway Safety Improvement Program (HSIP) “The goal of the program is to achieve a significant reduction in traffic fatalities and serious injuries on all public roads, including non-State-owned public roads and roads on tribal lands. The HSIP requires a datadriven, strategic approach to improving highway safety on all public roads that focuses on performance.” Typical eligible projects include: intersection safety improvements (modifying traffic signals, turning radii, channelization), improving sight distance, access modifications, constructing turn lanes, enhancing pedestrian-bicycle crossings) General Guidelines: ■■ Must have had a crash history, identify crashes that would have been avoided ■■ Projects are reimbursed for 90% of the total project costs, up to the approved project cost ■■ The current 2014 – 2017 Mid-Cycle HSIP submittals are due February 14th, 2014 ■■ New projects cap at $200,000 Potentially Eligible City Projects: ■■
Don’t Block the Box
Infrastructure Funding Strategies
Chapter 4
Transportation Alternatives Program (TAP) Under MAP-21, the TAP program merged several distinct funding programs into one program to streamline the application process. These merged programs include Safe Routes to School (SRTS), Transportation Enhancements (TE), and Bicycle & Pedestrian Facilities Program (BPFP).
Southwest Region WisDOT Contact:
Typical eligible project include: ■■ Construction, planning, and design of on-road and/or off-road trail facilities for pedestrians, bicyclists and other non-motorized forms of transportation ■■ Construction, planning and design of infrastructure-related projects and systems that will provide safe routes for non-drivers ■■ Conversion and use of abandoned railroad corridors for trails ■■ Construction of turnouts, overlooks and viewing areas ■■ Community improvement activities (e.g. outdoor advertising, historic preservation/ rehab of historic transportation, vegetation management practices in R.O.W., etc.) ■■ Any environmental mitigation activity ■■ Recreational Trails Program ■■ Safe Routes to School (SRTS) program
Statewide WisDOT Contact: Tressie Kamp Wisconsin Department of Transportation Bureau of Transit, Local Roads, Railroads, & Harbors 4802 Sheboygan Ave., Room 951 Madison, WI 53707
General Guidelines: ■■ Excluding exceptions in the 2014-2018 Transportatoin Alternatives Program Guidelines, projects that met eligibility criteria for the prior SRTS, TE, and/or BPFP programs will be eligible for TAP funding. ■■ TAP funds will provide up to 80% of the project costs ■■ The department plans to solicit TAP applications every second calendar year, so the next opportunity to submit TAP applications should occur in 2015 (as prescoping application for 2014-2018 were due on December 13, 2013).
Marilyn Daniels Marilyn.Daniels@dot.wi.gov Phone: 608-246-3864
Potentially Eligible City Projects: ■■ Basswood Connection to the Middle School ■■ Silent Street Connection ■■ Pedestrian crossing at West Lawn Avenue and Verona Avenue Recreational Trails Program Federal transportation funds benefit recreation by making funds available to the states to develop and maintain recreational trails and trail-related facilities for both nonmotorized and motorized recreational trail uses. Potentially Eligible City Projects: ■■
Military Ridge State Trail Crossing of S. Main Street
Local Roads Improvement Program (LRIP) Eligible projects include reconstruction, pavement replacement, reconditioning, resurfacing, and structures, no new construction. The program helps fund the feasibility study, design engineering, grade, base, paving, right-of-way acquisitions and pavement. Stand alone traffic signals are not eligible however if work on the road includes signals as part of the improvement project it is eligible.
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General Requirements: Must receive a State Municipal Agreement prior to advertising for the project. WisDOT signs and mails an executed State Municipal Agreement to the project applicant along with a Request for Project Reimbursement. ■■ LRIP funds programmed to the project must be advertised for bids and let to contract. The City may not use their own work forces. ■■ The total project cost must equal at least twice the approved LRIP limit to be fully reimbursed. ■■ Municipal Street Improvement Programs are divided into cities with a population less than 20,000 (MSILT) and cities with a population greater than 20,000 (MSIGT) ■■ Bike and pedestrian facilities must be considered in the scope of all construction and reconstruction projects (Trans75). ■■ Funding is on a two year cycle with the current being 2014 – 2015. Potentially Eligible City Projects: ■■ Long Term Transportation Project ■■ Mid Term Transportation Project
Surface Transportation Urban Program (STP Urban) General Requirements: ■■ Urban and urbanized areas (based on population) are eligible on roads functionally classified as collectors or higher ■■ Connecting highways are not eligible ■■ Projects must meet federal and state roadway requirements ■■ Program funds 80% of project cost with a 20% local match ■■ Currently in the 2013 – 2018 cycle with a full six-year program of projects. In 2015, WisDOT will solicit for the 2015-2020 program cycle beginning with a review and adjustment opportunity for the 2015 and 2016 projects.
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Southwest Region Contact Michael Erickson Michael.Erickson@dot.wi.gov Phone: 608-246-5361 Potentially Eligible City Projects: ■■ Long Term Transportation Improvement Project ■■ Mid Term Transportation Improvement Project
APPENDIX A Mobility Data & Maps
Downtown Mobility & Development Plan A1
Stop (North/South)
Stop (West)
Stop (East)
Stop (West)
Stop (East)
Verona Ave & Lincoln Street
Main St & W. Harriet St
Main St & Church Ave
Main St & Railroad St
Main St & Paoli St
*Peak Hour by Approach
Signal
Signal (North)
Verona Ave & Westlawn Ave
Main St & Verona Ave
Traffic Control
Intersection
Lanes
Lanes
Lanes
Lanes
Lanes
PM Peak
LOS Delay (s) v/c ratio Queue (ft) LOS Delay (s) v/c ratio Queue (ft) LOS Delay (s) v/c ratio Queue (ft)
LOS Delay (s) v/c ratio Queue (ft) LOS Delay (s) v/c ratio Queue (ft) LOS Delay (s) v/c ratio Queue (ft)
LOS Delay (s) v/c ratio Queue (ft) LOS Delay (s) v/c ratio Queue (ft) LOS Delay (s) v/c ratio Queue (ft)
LOS Delay (s) v/c ratio Queue (ft) LOS Delay (s) v/c ratio Queue (ft) LOS Delay (s) v/c ratio Queue (ft)
LOS Delay (s) v/c ratio Queue (ft) LOS Delay (s) v/c ratio Queue (ft) LOS Delay (s) v/c ratio Queue (ft)
LOS Delay (s) v/c ratio Queue (ft) LOS Delay (s) v/c ratio Queue (ft) LOS Delay (s) v/c ratio Queue (ft)
1 C 24.4 0.56 100 C 18.6 0.42 50 C 22.4 0.46 75 1 B 19.6 0.43 75 C 22.2 0.48 100 C 27.3 0.59 150
LT
1 C 34.4 0.75 250 D 41.5 0.83 400 D 48.7 0.81 425
1 C 23.3 0.1 50 C 24.9 0.19 75 C 30.3 0.21 100
-
-
1 -
West Approach TH RT Shared A 0.8 0.03 25 A 0.3 0.01 25 A 0.2 0.01 0 Shared A 0.1 0.01 0 A 1.4 0.05 25 A 1.9 0.07 25 Shared D 33.4 0.55 75 C 15.5 0.22 25 C 22.3 0.22 25 Shared B 13.3 0.07 25 C 15.5 0.22 25 C 17.1 0.24 25
1 C 22.3 0.33 50 C 24.9 0.67 175 C 28.9 0.69 200
1 C 30.5 0.58 225 C 30.0 0.67 350 D 39.2 0.69 400
Shared B 12.9 0.04 25 C 16.2 0.03 25 C 19.2 0.04 25
1 C 27.2 0.33 100 C 23.1 0.22 100 C 27.9 0.18 100
East Approach TH RT Shared 0.0 0.31 0 0.0 0.35 0 0.0 0.39 0 Shared 1 A 0.0 8.6 0.31 0.02 0 25 A 0.0 9.2 0.45 0.05 0 25 A 0.0 8.7 0.49 0.04 0 25 LT
Err - Volume exceeds capacity, value cannot be calculated Queues rounded to the nearest vehicle length (25 ft per vehicle)
Lanes
School Peak
AM Peak
PM Peak
School Peak
AM Peak
PM Peak
School Peak
AM Peak
PM Peak
School Peak
AM Peak
PM Peak
School Peak
AM Peak
PM Peak
School Peak
AM Peak
PM Peak
LOS Delay (s) v/c ratio Queue (ft) LOS Delay (s) v/c ratio Queue (ft) LOS Delay (s) v/c ratio Queue (ft)
Parameters Lanes
School Peak
AM Peak
Peak Hour
Table 1 - 2012 Existing Operations City of Verona
1 A 8.0 0.05 25 A 8.9 0.04 25 A 9.4 0.03 25 1 C 21.5 0.23 75 C 21.2 0.22 50 C 24.6 0.4 50
1 D 26.6 0.06 25 F 69.3 0.17 25 F 66.7 0.09 25
LT
Shared B 12.8 0.1 25 C 15.0 0.12 25 C 17.8 0.13 25 Shared A 1.0 0.04 25 A 0.7 0.02 25 A 0.3 0.01 25 Shared A 0.9 0.03 25 A 0.7 0.02 25 A 1.1 0.04 25 Shared 0.0 0.35 0 0.0 0.25 0 0.0 0.28 0 1 0.0 0.26 0 0.0 0.14 0 0.0 0.17 0 Shared E 65.7 0.98 600 C 34.2 0.7 275 C 32.8 0.62 275
South Approach TH RT
1 D 35.9 0.79 150 C 20.5 0.55 100 C 21.1 0.41 100
LT
North Approach TH Shared C 15.7 0.08 25 C 24.5 0.3 50 D 26.3 0.14 25 Shared D 25.1 0.02 25 E 39.3 0.39 50 F 53.0 0.62 100 Shared 0.0 0.26 0 0.0 0.36 0 0.0 0.42 0 Shared 0.0 0.2 0 0.0 0.36 0 0.0 0.4 0 Shared A 0.2 0.01 0 A 0.1 0 0 A 0.3 0.01 25 1 A 0.0 0.1 0 A 0.0 0.22 0 A 0.0 0.28 0 1 C 25.2 0.51 225 C 31.2 0.7 300 D 40.1 0.81 425 1 A 0.0 0.08 0 A 0.0 0.15 0 A 0.0 0.18 0 1 C 22.0 0.19 75 C 22.6 0.12 50 C 24.6 0.14 75
RT
D 35.5 0.77
C 30.2 0.83
D 36.0 0.9
A 3.5
A 3.7
A 6.0
A 0.3
A 0.2
A 0.3
A 1.7
A 1.6
A 1.0
A 1.1
A 1.6
A 4.0
A 5.2
A 3.3
A 1.0
A 0.6
A 1.8
Overall Intersection A 0.8
dƌĂĨĨŝĐ ŽŶƚƌŽů
^ŝŐŶĂů
^ŝŐŶĂů
dƌĂĨĨŝĐ ŽŶƚƌŽů
^ŝŐŶĂů
dƌĂĨĨŝĐ ŽŶƚƌŽů
^ŝŐŶĂů
^ƚŽƉ
^ŝŐŶĂů
dƌĂĨĨŝĐ ŽŶƚƌŽů
^ŝŐŶĂů
^ŝŐŶĂů
/ŶƚĞƌƐĞĐƚŝŽŶ
'ŝůŵĂŶ ^ƚƌĞĞƚͬ>ŝŶĐŽůŶ ^ƚƌĞĞƚ Θ sĞƌŽŶĂ ǀĞŶƵĞ
ŶƚĞƌƉƌŝƐĞ ƌŝǀĞ Θ sĞƌŽŶĂ ǀĞŶƵĞ
/ŶƚĞƌƐĞĐƚŝŽŶ
ŶƚĞƌƉƌŝƐĞ ƌŝǀĞͬ>ŝŶĐŽůŶ ^ƚƌĞĞƚ Θ sĞƌŽŶĂ ǀĞŶƵĞ
/ŶƚĞƌƐĞĐƚŝŽŶ
>ŝŶĐŽůŶ ^ƚƌĞĞƚ Θ sĞƌŽŶĂ ǀĞŶƵĞ
ŶƚĞƌƉƌŝƐĞ ƌŝǀĞ Θ sĞƌŽŶĂ ǀĞŶƵĞ
,ŽƌŝnjŽŶ ƌŝǀĞ Θ sĞƌŽŶĂ ǀĞŶƵĞ
/ŶƚĞƌƐĞĐƚŝŽŶ
>ŝŶĐŽůŶ ^ƚƌĞĞƚ Θ sĞƌŽŶĂ ǀĞŶƵĞ
ŶƚĞƌƉƌŝƐĞ ƌŝǀĞ Θ sĞƌŽŶĂ ǀĞŶƵĞ
WD WĞĂŬ
WD WĞĂŬ
WĞĂŬ ,ŽƵƌ
WD WĞĂŬ
WD WĞĂŬ
WD WĞĂŬ
WĞĂŬ ,ŽƵƌ
WD WĞĂŬ
WĞĂŬ ,ŽƵƌ
WD WĞĂŬ
WD WĞĂŬ
WĞĂŬ ,ŽƵƌ
ϱ͘ϰ Ϭ͘ϭϵ ϱϬ
ϭϬ͘ϲ Ϭ͘Ϭϲ Ϯϱ ϭ
>d ϭ
ϳ͘Ϭ Ϭ͘Ϯϲ ϭϬϬ
ϳ͘ϯ Ϭ͘ϲϰ ϭϳϱ Ϯ
tĞƐƚ ƉƉƌŽĂĐŚ d, Zd ϭ
ϲ͘ϴ Ϭ͘Ϭϭ Ϯϱ
ϴ͘ϯ Ϭ͘Ϭϴ Ϯϱ ϭ
>d ϭ
ϱ͘ϵ Ϭ͘ϭϵ ϱϬ
>d ϭ
ϳ͘ϳ Ϭ͘Ϯϳ ϭϬϬ
tĞƐƚ ƉƉƌŽĂĐŚ d, Zd Ϯ
ϳ͘ϰ Ϭ͘Ϭϭ Ϯϱ
>d ϭ
ϭϬ͘ϴ Ϭ͘ϰϭ ϭϱϬ
ĂƐƚ ƉƉƌŽĂĐŚ d, Ϯ
>K^ ĞůĂLJ ;ƐͿ YƵĞƵĞ ;ĨƚͿ >K^ ĞůĂLJ ;ƐͿ ǀͬĐ ƌĂƚŝŽ YƵĞƵĞ ;ĨƚͿ
>K^ ĞůĂLJ ;ƐͿ YƵĞƵĞ ;ĨƚͿ >K^ ĞůĂLJ ;ƐͿ ǀͬĐ ƌĂƚŝŽ YƵĞƵĞ ;ĨƚͿ
>K^ ĞůĂLJ ;ƐͿ YƵĞƵĞ ;ĨƚͿ >K^ ĞůĂLJ ;ƐͿ ǀͬĐ ƌĂƚŝŽ YƵĞƵĞ ;ĨƚͿ
WĂƌĂŵĞƚĞƌƐ
ϱ͘ϭ Ϭ͘ϭϴ ϱϬ
ϵ͘ϰ Ϭ͘ϭϭ Ϯϱ ϭ
ϲ͘ϱ Ϭ͘ϭϰ Ϯϱ ϭ
>d ϭ
Ϯ
ϳ͘Ϯ Ϭ͘ϯϬ ϭϮϱ
Ϯ
ϴ͘ϰ Ϭ͘ϱϯ ϮϮϱ
tĞƐƚ ƉƉƌŽĂĐŚ d, Zd Ϯ
^ŝŵdƌĂĨĨŝĐ Θ , D ϮϬϭϬ KƵƚƉƵƚƐ
ϲ͘ϱ Ϭ͘Ϭϭ Ϯϱ
ϭ
ϱ͘ϱ Ϭ͘Ϭϳ Ϯϱ
>d ϭ
ϭϮ͘ϴ Ϭ͘ϳϭ ηϯϳϱ
ϵ͘ϯ Ϭ͘ϯϳ ϭϱϬ
Ϯ
Ϯ
ĂƐƚ ƉƉƌŽĂĐŚ d, ϭ
KƉƚŝŽŶ ϯ Ͳ DŽǀĞ ^ŝŐŶĂů ; ŶƚĞƌƉƌŝƐĞͿ Θ ĚĚ Ă ^ŝŐŶĂů ;>ŝŶĐŽůŶͿ
>K^ ĞůĂLJ ;ƐͿ YƵĞƵĞ ;ĨƚͿ >K^ ĞůĂLJ ;ƐͿ ǀͬĐ ƌĂƚŝŽ YƵĞƵĞ ;ĨƚͿ
WĂƌĂŵĞƚĞƌƐ
^ŝŵdƌĂĨĨŝĐ Θ , D ϮϬϭϬ KƵƚƉƵƚƐ
ϵ͘ϵ Ϭ͘ϯϵ ϭϱϬ
ϭϮ͘ϲ Ϭ͘ϴ ηϯϮϬ Ϯ
ĂƐƚ ƉƉƌŽĂĐŚ d, ϭ
KƉƚŝŽŶ Ϯ Ͳ ZĞĂůŝŐŶ >ŝŶĐŽůŶ ƚŽ ŶƚĞƌƉƌŝƐĞ
>K^ ĞůĂLJ ;ƐͿ YƵĞƵĞ ;ĨƚͿ >K^ ĞůĂLJ ;ƐͿ ǀͬĐ ƌĂƚŝŽ YƵĞƵĞ ;ĨƚͿ
>K^ ĞůĂLJ ;ƐͿ YƵĞƵĞ ;ĨƚͿ >K^ ĞůĂLJ ;ƐͿ ǀͬĐ ƌĂƚŝŽ YƵĞƵĞ ;ĨƚͿ
WĂƌĂŵĞƚĞƌƐ
ϱ͘ϴ Ϭ͘ϭϭ Ϯϱ
Zd ϭ
Zd
Zd
, D
^ŝŵdƌĂĨĨŝĐ
>ĂŶĞƐ
, D
^ŝŵdƌĂĨĨŝĐ
>ĂŶĞƐ
KƵƚƉƵƚ
ϱ͘ϯ Ϭ͘ϭϵ ϱϬ
ϱ͘ϴ Ϭ͘ϭϮ Ϯϱ ϭ
>d ϭ
ϳ͘Ϭ Ϭ͘Ϯϲ ϭϬϬ
ϱ͘ϲ Ϭ͘Ϯϰ ϭϬϬ Ϯ
tĞƐƚ ƉƉƌŽĂĐŚ d, Zd Ϯ
ϲ͘ϴ Ϭ͘Ϭϭ Ϯϱ
ϰ͘ϯ Ϭ͘Ϭϳ Ϯϱ ϭ
>d ϭ
ϭϬ͘ϯ Ϭ͘ϲϰ ϯϮϱ
ϵ͘ϵ Ϭ͘ϯϵ ϭϱϬ
Ϯ
ĂƐƚ ƉƉƌŽĂĐŚ d, ϭ
YƵĞƵĞƐ ƌŽƵŶĚĞĚ ƚŽ ƚŚĞ ŶĞĂƌĞƐƚ ǀĞŚŝĐůĞ ůĞŶŐƚŚ ;Ϯϱ Ĩƚ ƉĞƌ ǀĞŚŝĐůĞͿ
>K^ ĞůĂLJ ;ƐͿ YƵĞƵĞ ;ĨƚͿ >K^ ĞůĂLJ ;ƐͿ ǀͬĐ ƌĂƚŝŽ YƵĞƵĞ ;ĨƚͿ
>K^ ĞůĂLJ ;ƐͿ YƵĞƵĞ ;ĨƚͿ >K^ ĞůĂLJ ;ƐͿ ǀͬĐ ƌĂƚŝŽ YƵĞƵĞ ;ĨƚͿ
WĂƌĂŵĞƚĞƌƐ
^ŝŵdƌĂĨĨŝĐ Θ , D ϮϬϭϬ KƵƚƉƵƚƐ
ϱ͘Ϯ Ϭ͘ϭ Ϯϱ
Zd ϭ
KƉƚŝŽŶ ϰ Ͳ ^ŝŐŶĂůŝnjĞĚ ĂŶĚ ŽŽƌĚŝŶĂƚĞ >ŝŶĐŽůŶ ^ƚƌĞĞƚ ǁŝƚŚ ŶƚĞƌƉƌŝƐĞ ƌŝǀĞ
, D
^ŝŵdƌĂĨĨŝĐ
>ĂŶĞƐ
, D
^ŝŵdƌĂĨĨŝĐ
>ĂŶĞƐ
, D
^ŝŵdƌĂĨĨŝĐ
>ĂŶĞƐ
KƵƚƉƵƚ
, D
^ŝŵdƌĂĨĨŝĐ
>ĂŶĞƐ
KƵƚƉƵƚ
, D
^ŝŵdƌĂĨĨŝĐ
>ĂŶĞƐ
, D
^ŝŵdƌĂĨĨŝĐ
>ĂŶĞƐ
KƵƚƉƵƚ
^ŝŵdƌĂĨĨŝĐ Θ , D ϮϬϭϬ KƵƚƉƵƚƐ
KƉƚŝŽŶ ϭ Ͳ ZĞĂůŝŐŶ >ŝŶĐŽůŶ ƚŽ 'ŝůŵĂŶ
Ϯϭ͘ϰ Ϭ͘ϬϮ Ϯϱ
Ϯϰ͘ϴ Ϭ͘Ϭϯ Ϯϱ ϭ
>d ϭ
Ϯϯ͘ϯ Ϭ͘ϬϮ Ϯϱ
ϭ
Ϯϭ͘ϯ Ϭ͘Ϭϯ Ϯϱ
>d ϭ
ϮϬ͘ϴ Ϭ͘Ϭϰ Ϯϱ
>d ϭ
Ϯϭ͘ϰ Ϭ͘ϬϮ Ϯϱ
ϭϰ͘Ϯ Ϭ͘ϬϮ Ϯϱ ϭ
>d ϭ
ϮϬϭϮ dƌĂĨĨŝĐ sŽůƵŵĞƐ Ͳ >K^ ^ƵŵŵĂƌLJ dĂďůĞƐ ďLJ ůƚĞƌŶĂƚŝǀĞ
ϭϴ͘ϭ Ϭ͘Ϭϰ Ϯϱ
Ϯϰ͘ϰ Ϭ͘Ϯϵ Ϯϱ ϭ
^ŽƵƚŚ ƉƉƌŽĂĐŚ d, Zd ϭ
ϭϵ͘ϳ Ϭ͘Ϭϰ Ϯϱ
ϭ
ϮϬ͘ϲ Ϭ͘Ϯϳ Ϯϱ
^ŽƵƚŚ ƉƉƌŽĂĐŚ d, Zd ϭ
ϭϴ͘ϭ Ϭ͘ϭϲ Ϯϱ
^ŽƵƚŚ ƉƉƌŽĂĐŚ d, Zd ϭ
ϭϴ͘ϭ Ϭ͘Ϭϰ Ϯϱ
ϭϱ͘Ϭ Ϭ͘ϯϯ Ϯϱ ϭ
^ŽƵƚŚ ƉƉƌŽĂĐŚ d, Zd ϭ
ϮϬ͘ϱ Ϭ͘ϯϳ ϳϱ
Ϯϰ͘ϯ Ϭ͘ϭϯ ϱϬ ϭ
>d ϭ
ϮϮ͘ϰ Ϭ͘ϯϴ ϭϬϬ
ϯϬ͘ϯ Ϭ͘ϯ ϱϬ ϭ
ϮϬ͘ϳ Ϭ͘ϭϭ Ϯϱ ϭ
>d ϭ
Ϯϭ͘Ϭ Ϭ͘ϯϴ ϭϬϬ
>d ϭ
ϮϬ͘ϱ Ϭ͘ϯϳ ϭϬϬ
ϭϰ͘Ϭ Ϭ͘Ϭϴ Ϯϱ ϭ
>d ϭ
ϭϭ͘ϳ Ϭ͘Ϯ Ϯϱ
ϭ
Ϯϭ͘ϴ Ϭ͘ϱϳ Ϯϱ
Ϯϴ͘Ϭ Ϭ͘ϱϵ Ϯϱ ϭ
EŽƌƚŚ ƉƉƌŽĂĐŚ d, Zd ϭ
Ϯϯ͘ϳ Ϭ͘ϱϵ Ϯϱ
ϭ
Ϯϯ͘ϰ Ϭ͘ϱϱ Ϯϱ
EŽƌƚŚ ƉƉƌŽĂĐŚ d, Zd ϭ
ϮϬ͘ϯ Ϭ͘ϰϵ ϱϬ
EŽƌƚŚ ƉƉƌŽĂĐŚ d, Zd ϭ
Ϯϭ͘ϴ Ϭ͘ϱϳ Ϯϱ
ϭϰ͘Ϭ Ϭ͘ϯϵ Ϯϱ ϭ
EŽƌƚŚ ƉƉƌŽĂĐŚ d, Zd ϭ
ϭϬ͘ϲ
Ͳ
ϭϬ͘ϯ
KǀĞƌĂůů /ŶƚĞƌƐĞĐƚŝŽŶ Ͳ
ϭϬ͘ϰ
Ͳ
Ϯ͘ϵ
Ͳ
ϭϭ͘ϰ
KǀĞƌĂůů /ŶƚĞƌƐĞĐƚŝŽŶ Ͳ
ϭϭ͘ϯ
KǀĞƌĂůů /ŶƚĞƌƐĞĐƚŝŽŶ Ͳ
ϭϬ͘ϲ
Ͳ
ϭϬ͘ϱ
KǀĞƌĂůů /ŶƚĞƌƐĞĐƚŝŽŶ Ͳ
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APPENDIX B Land Use Maps
Downtown Mobility & Development Plan B A1
Noel Way
Gilman Street
West Law n Circle
r St
W Harriet Street
rc le
Plympton Street
N Franklin Street
na ero EV
Legend Project Boundary
nue Ave
Building Footprints Existing Land Use Industrial & Storage
Park Avenue
Mixed Commercial Service & Retail
Rita Avenue
S Shuman Street
Parking
R
lro ai
ad
Single-Family & Duplex
Schweitzer Drive
Multi-Family
S
Public & Civic Douglas Street
ad
Valley View Street
Vacant
째
Holiday Court
Feet
S N e in
St li o Pa
et re
M
S Jefferson Street
y le
Mixed Use
Park & Open Space
Valley View Court
Industr ial Drive
W
rk Be
Office
Church Avenue et tre
Ro
Food & Beverage
William Street
S Main Street
Topp Avenue
Park Lane
S Franklin Street
Park Lane
Grove Avenue
Legion Street
r W Ve
Lincoln Street
e venu ona A
S Marietta Street
Mark Drive
N Main Street
N Shuman Street
Ci
Barbara Street
Edward Street
N Shuman Street
rd
N Marietta Street
Ed wa
City of Verona Dane County, Wisconsin
Gilman Street
Mary Lou Street Lucille Street
N Jefferson Street
W Harriet Street Westlawn Avenue
ce ra G
rive
Loder Lane
E Harriet Street t ee
e n Driv
Richard Street
eD rpris Ente
Street
Horizo
Arthur
Existing Land Use
0
n ou
Oak Court
400
d R
Sources: - Base data provided by Verona - 2010 NAIP Ortho provided by USDA
d oa
Drafted - LSR, Date - 02-05-13, File - p:/9286003
800
t tree
Noel Way
Gilman Street
Loder Lane
ce S Gra
Industrial Drive
y le
Park Lane
S Franklin Street
Park Lane
Lincoln Street
Legend
W
rk Be
Gilman Street
N Jefferson Street
N Franklin Street
Park Avenue
Church Avenue
Ro
City of Verona Dane County, Wisconsin
ue ven
Good Good to Fair Fair Fair to Poor
William Street
Poor None
R
lr ai
d oa
re St
Schweitzer Drive
et
Douglas Street
Holiday Court
째
ad
Valley View Street
Feet
S N e in M
ol Pa
ou
e tre S i
t
S Jefferson Street
Topp Avenue
E
A ona Ver
S Main Street
r
Grove Avenue
Legion Street
W Ve
e venu ona A
S Marietta Street
Rita Avenue
Mark Drive
N Main Street
N Shuman Street
Plympton Street
S Shuman Street
rc le
N Shuman Street
Ci
Barbara Street
Edward Street
N Marietta Street
ar d
Westlawn Avenue
Ed w
e
Mary Lou Street
Lucille Street
Drive
W Harriet Street W Harriet Street
e rpris
E Harriet Street
n D riv
Richard Street West Lawn Circle
Ente
Street
Horizo
Arthur
Building Conditions
0
Oak Court
400
nd R
Sources: - Base data provided by Verona - 2010 NAIP Ortho provided by USDA
oa d
Drafted - LSR, Date - 02-05-13, File - p:/9286003
800
Property Value Ratio
City of Verona Dane County, Wisconsin
Legend Tax Exempt or No Data Below 0.5 0.5-0.9 1.0-1.9 2.0-3.9 4.0 or More
째 Feet
0
400
Sources: - Base data provided by Verona - 2010 NAIP Ortho provided by USDA Drafted - LSR, Date - 02-05-13, File - p:/9286003
800
ReInvestment Opportunities
City of Verona Dane County, Wisconsin
Legend For Sale (as of Nov 2012) Vacant Low Value & Poor Building Low Property Value Ratio Poor Building Conditions
째 Feet
0
400
Sources: - Base data provided by Verona - 2010 NAIP Ortho provided by USDA Drafted - LSR, Date - 02-05-13, File - p:/9286003
800
APPENDIX C Cost Estimates
Downtown Mobility & Development Plan A1 C
Traffic Signal Alternative
Item Concrete Pavement 8-Inch Base Aggregate Dense 1 1/4-Inch Concrete Curb & Gutter Concrete Sidewalk 5-Inch Traffic Signal Equipment
Approx. Quantity 52,309 25,736 14,160 128,080 1
Unit SY TON LF SF LS
Unit Price $32.00 $11.00 $11.00 $8.00 $150,000.00 Sub Total 35% Contingencies Total Estimated Cost
Total Price $1,673,884.44 $283,096.00 $155,760.00 $1,024,640.00 $150,000.00 $3,287,380.44 $1,150,583.16 $4,437,963.60
Roundabout Alternative
Item Concrete Pavement 8-Inch Base Aggregate Dense 1 1/4-Inch Concrete Curb & Gutter Concrete Sidewalk 5-Inch Traffic Signal Equipment
Approx. Quantity 40,901 20,189 12,080 103,660 0
Unit SY TON LF SF LS
Unit Price $32.00 $11.00 $11.00 $8.00 Sub Total 35% Contingencies Total Estimated Cost
Total Price $1,308,817.78 $222,079.00 $132,880.00 $829,280.00 $0.00 $2,493,056.78 $872,569.87 $3,365,626.65
One-Way Pair Alternative
Item Concrete Pavement 8-Inch Base Aggregate Dense 1 1/4-Inch Concrete Curb & Gutter Concrete Sidewalk 5-Inch Traffic Signal Equipment
Approx. Quantity 52,108 27,076 20,140 205,230 2
Unit SY TON LF SF LS
Unit Price $32.00 $11.00 $11.00 $8.00 $150,000.00 Sub Total 35% Contingencies Total Estimated Cost
Total Price $1,667,466.67 $297,836.00 $221,540.00 $1,641,840.00 $300,000.00 $4,128,682.67 $1,445,038.93 $5,573,721.60
Mid Term Intersection Improvements
Item Concrete Pavement 8-Inch Base Aggregate Dense 1 1/4-Inch Concrete Curb & Gutter Concrete Sidewalk 5-Inch Traffic Signal Modification
Approx. Quantity 8,699 4,145 2,945 13,985 1
Unit SY TON LF SF LS
Unit Price $32.00 $11.00 $11.00 $8.00 $75,000.00 Sub Total 35% Contingencies Total Estimated Cost
Total Price $278,376.18 $45,595.00 $32,395.00 $111,880.00 $75,000.00 $543,246.18 $190,136.16 $733,382.34