Casper Streetscape Enhancement Study by Nuszer Kopatz Urban Design Associates

Casper Streets Enhancement Study Casper Area Metropolitan Planning Organization August 2009

CH 1 - INTRODUCTION Acknowledgements ...................................................1-1 Context and History ...................................................1-2 Project Purpose and Need ..........................................1-3 Project Process ............................................................1-3 Project Goals ...............................................................1-3 Project Study Area ......................................................1-4 Existing Conditions Analysis ..........................1-4 to 1-5 CH 2 - TRAFFIC FLOW AND CIRCULATION Pedestrian/Bicycle Mobility ......................................2-1 Vehicular Flow Analysis ............................................2-1 Center Street ..............................................................2-3 Wolcott/Durbin Streets ................................2-3 to 2-5 Collins Drive ...................................................2-5 to 2-6 2nd Street .......................................................2-6 to 2-7 Beech Street .................................................... 2-7 David Street ..........................................................2-8 A Street .................................................................2-8 Parking .................................................................2-8 Vehicular Flow + Parking Diagram .........................2-9 Wolcott/Durbin Streets Diagram ..............2-10 to 2-11 Center Street Diagram .....................................2-12 Collins Drive Diagram .....................................2-13

CH 3 - DESIGN Project Framework ..............................................3-1 Design Character .................................................3-1 Framework Plan ....................................................3-2 Overall Illustrative Plan ........................................3-3 Beech Plaza Plan ............................................................3-4 Beech Plaza Sketches ...............................................3-5 Collins Drive Typical Plan .....................................3-6 Collins Drive Sketches .................................................3-7 Downtown Wayfinding Node..................................3-8 College/Downtown Gateway .................................3-9 Site Furnishings .....................................................3-10 Landscape Palette ..................................................3-11 Design Details ......................................................3-12 CH 4 - COST ESTIMATE Summary ..................................................4-1 Collins Drive - 5th/Center to Wolcott .................4-2 Collins Drive - Wolcott to Beech ........................4-3 Beech Street Plaza + Collins Beech to Kimball ........4-4 Durbin Street ..................................................4-5 Wolcott Street ......................................................4-5 College Avenue/Downtown Gateway ...............4-6 Typical Downtown Wayfinding Node .................4-6 APPENDIX Outreach Notes ..........................................A-1 to A-3 Traffic/Pedestrian Count Data ................A-4 to A-9

ACKNOWLEDGEMENTS Thomas O. Forslund, City Manager, City of Casper April D. Getchius, Community Development Director, City of Casper Leah Reeb, MPO Supervisor, Casper Area MPO Gary Clough, Public Services Director, City of Casper Andrew Beamer, City Engineer, City of Casper Stefanie Boster, City Council, City of Casper

chapter 1 INTRODUCTION

Casper Area MPO Citizenâ&#x20AC;&#x2122;s Commission Casper Area MPO Technical and Policy Committees Design Team Nuszer Kopatz Urban Design Associates JUB Engineers

Introduction

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CONTEXT + HISTORY At the crossroads of the North Platte River and many of the historic emigration trail routes, Casper was established in 1888 after the milirary’s Fort Caspar was abandoned. The city has since grown to its current population of 54,000 people, serving as the regional hub for business, transportation, and entertainment. The Casper vicinity has long been noted for its oil. An oil spring was discoverd in the 1850’s and Casper had its first small refinery by the mid 1890’s. Casper’s place as an oil boom town had begun. The first big boom lasted through the 1920’s, and the optimism and affluence of that era can still be seen in the large gracious homes that remain on the 900 to 1200 blocks of South Center, Wolcott, Durbin, and Beech Streets. Driven by oil and railroad growth, Casper has a well-developed and diverse downtown that serves as the City’s core for employment and entertainment. The transportation network within downtown is well developed and had undergone many changes any re-vitalization efforts over the years. The downtown is well-connected to regional transportation corridors including Interstate 25 and the Yellowstone Highway. Both of these corridors provide critical connectivity to and within the Downtown for both visitors and residents. 2nd Street serves as the retail and dining heart of downtown and has seen several streetscape enhancements in recent decades. The north end of Center and David Streets serve as the civic and business core of the downtown. The Old Yellowstone District, adjacent to the central business distric is currently being revitalized using forward thinking urban design ideals. CASPER AREA METROPOLITAN PLANNING ORGANIZATION The Casper Area Transportation Planning Process (CATPP) was initiated in 1962 at the request of the City of Casper in order to provide cooperative, comprehensive and continuing transportation planning to the Casper urbanized area. CATPP invited the various jurisdictions within the Casper urbanized area to join in the transportation planning process. These jurisdictions presently include the City of Casper, towns of Evansville, Mills, and Bar Nunn, the County of Natrona and the Wyoming Department of Transportation. The Metropolitan Planning Organization (MPO) was designated by the governor, is structured as the administrative arm of CATPP, and is funded through the Federal Highway Administration and the Federal Transit Administration. Various committees identify and analyze transportation needs within the metropolitan area, oversee special studies and establish transportation policies. Along with transportation planning, the MPO devotes time and effort toward future development, community enhancement and improving the quality of life within the Casper area. The MPO is responsible for helping support the economic vitality of the community, increasing the safety and security of both motorized and non-motorized individuals, promoting and maintaining safe accessibility and mobility, and preserving and protecting our environment. To provide the best opportunity for mobility and accessibility within our community, a fixed-route transit system called The Bus has been implemented. The Bus is owned by the City of Casper and operated by the Casper Area Transportation Coalition. The MPO is also responsible for the development of a Long Range Transportation Plan (LRTP), a Transportation Improvement Program, a Unified Planning Work Program, a Public Involvement Policy, and sub-area plans and special studies. The Wyoming Department of Transportation is responsible for developing a State Transportation Improvement Plan which addresses major issues facing state and non-urbanized areas.

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Introduction

PROJECT PURPOSE + NEED Changes to the City’s growth patterns in the 1970’s and 1980’s created the variety of existing one-way streets. At the time they were designed to easily direct residents to the City’s most popular destinations from surrounding Downtown neighborhoods. Over time, the need of the downtown one-way couplets has been questioned and re-evaluated on several occasions. Intersections where traffic changes from two-way to oneway are inefficient and confusing for vehicles and pedestrians. Outside of 2nd Street and small areas of Center and 1st Streets, little priority has been placed on pedestrian movements and safety within the Downtown core. Past transportation planning efforts have focused on moving vehicles, creating many streets which are currently operating well under capacity, with few amenities for bicyclists and pedestrians. A lack ot any pedestrian amenities and high vehicle traffic levels makes Collins Street in particular, street feel very unsafe for pedestrians and bicyclists. A vibrant Downtown is one which is dominated by people and activities. Vehicle travel is straightforward, safe, and well connected to destinations. The purpose of this project is to explore opportunities to create safer, pleasant environments for pedestrians, bicyclists and vehicles; in turn creating further opportunities for re-development. In order to be fully successful the recommendations in this study should be executed handin-hand with other City and community based revitalization efforts including goals outlined in the City’s comprehensive planning documents, URA, public-private partnerships/incentives and tax based improvement districts. Although not specifically part of this study, wayfinding for pedestrians and vehicles can be very difficult throughtout the study area. A comprehensi ve wayfinding plan would be reccomended in order to fully optimize the use of transportation corridors and further reinforce the Downtown identity. PROJECT PROCESS This study was undertaken with an extremely collaborative approach, incorporating opportunities for input from members of the MPO Technical Committee, City Staff and the general Public.

• Build upon City Council goals to invest in the critical core of the City to maintain economic vitality and balanced growth. • Create continuity of identity through the Downtown through the use of common threads of hardscape, landscape, furnishings and lighting. • Provide opportunity for flexible development and redevelopment.

Public Meeting #1 issues + concerns

PROJECT GOALS

Project Goals

• Provide enhanced bicycle and pedestrian connectivity to key destinations within Downtown.

Existing Conditions Analysis

• Explore options for simplified vehicular circulation throughout the study area. Concept Plans

• Create design standards for streetscape elements that can be used for re-development and infill projects within Downtown.

Public Meeting #2 draft concept plans

Concept Plan Refinement

• Showcase Casper’s western heritage, culture and landscape. • Convey a positive impression of the community to both residents and visitors.

Public Meeting #3 final concept plans

Final Study + Submittal

• Identify strategies for traffic calming methods that can reduce speeds and make our roadways safer. Introduction

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PEDESTRIAN / BICYCLE MOBILITY Concern over mobility of pedestrians and bicycles within the study area was discussed by several residents during the public involvement process. The concrete “Casper Rail Trail” currently runs diagonally (east-west) immediately south of Midwest Street. The trail terminates at Center Street but extends several miles to the east providing a strong bicycle connection from the downtown to residential and commercial areas in eastern Casper. The City plans to eventually extend this path further west to connect to the Platte River Parkway. Street crossing locations for the concrete path within the study area are delineated with textured concrete and pedestrian/bicycle crossing warning signs. Center Street also currently has 4’ wide painted bike lanes extending from Midwest South to 8th Street. The lanes provide some bicycle connectivity between an existing park / school near 8th Street and the concrete rail trail. Center Street was previously modified from a 4-lane road with parallel parking to a 3-lane road to accommodate the painted lanes. While these trails/paths provide a beginning pedestrian / bicycle framework within the study area, residents still noted concerns related to potential deficiencies within the existing pedestrian network. In particular, concern was expressed over the lack of adequate wayfinding signage within the downtown core as well as the lack of direct connectivity for bicycle traffic on surface streets. Bicyclists were observed riding either in the street with traffic or on the sidewalk in the downtown corridor during peak hours. Additional areas of concern identified include: • Downtown – Casper College Connection: Residents noted the lack of a direct bicycle connection between Casper Community College and the downtown area. It was noted during public meetings that the college and downtown area are considered two desirable destination points within the community and that additional pedestrian / bicycle traffic should be encouraged if at all possible. • Midblock Pedestrian Crossing at Collins / Kimball – This area adjacent to the Nicolaysen Art Museum is currently striped as a diagonal mid-block crosswalk. The posted speed limit is 25 mph however, due to the wide pavement section, vehicular speeds in this area are typically higher creating a potential barrier for pedestrian crossing movements. In addition, the location of the crosswalk coupled with the sharp horizontal angle of the roadway creates potential sight issues between pedestrians and motorists. The City currently has a pedestrian crossing sign at the crosswalk but no advanced signing was observed.

chapter 2 TRAFFIC FLOW & C I R C U L AT I O N

• Collins Street / Center Street Intersection – This 5-point intersection was noted by several residents as a “barrier” to pedestrian / bicycle movements in the study area. The 5th Street approach coupled with Collins Street creates a significantly long pedestrian crossing in the north south direction (on the east side of Center). The lack of pedestrian level lighting and the multi-directional flow of vehicles at this intersection further reduce the connectivity between the residential / transition area south of Collins and the downtown core. • Collins Street – Collins Street has several areas of dilapidated and / or missing sidewalk between Center Street and Beech Street. In addition, this area has very poor pedestrian level lighting making this area very uninviting to pedestrians during evening hours. Collins Street does over several crossing opportunities with a signal at Wolcott and 4-way stop signs at Durbin and Beech that coincide with painted crosswalks. • Lack of East-West Bicycle Connectivity South of Collins Drive – There are currently very limited opportunities for bicycle traffic in the east-west direction south of Collins Drive. Natrona County High School offers a logical destination point for pedestrians and bicyclists in the area. It is recommended that the City install designated

Traffic Flow & Circulation

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bicycle lanes along 9th Street from Beech to Ash Street. 9th Street is currently a narrow roadway section (2-lanes with parking) with detached sidewalks. Additional signage allowing the use of sidewalks for bicycles and/or elimination of parallel parking on one side of the roadway will likely be needed to accommodate this new bike route. • College Drive near Wolcott Street – The City currently has a large paved area at the south end of Wolcott Street that was previously abandoned as a part of the Wolcott Street/College Drive roadway realignment several years ago. An existing sidewalk is located along the west side of this paved area and continues to be used by pedestrians accessing Casper College from Wolcott Street. The pedestrians currently cross College Drive immediately west of a free-running right turn from Wolcott to College in an un-marked crossing location. This location provides a more direct route to sidewalk/pedestrian access on the Casper College property along the south side of College Drive. • Existing Russian Olive trees in the northwest quadrant of the Wolcott/College Drive intersection obstruct sight distance between pedestrians and vehicles in the free-running right turn. The lack of pedestrian crossing signage and striping also provide no warning to vehicular traffic to the potential presence of pedestrians in this area. • Potential improvements for each of the areas identified above are outlined in the remainder of this chapter within the Vehicular Flow Analysis discussed below. Illustrative diagrams and figures showing proposed improvements are also included later within this study. Casper Rail Trail

VEHICULAR FLOW ANALYSIS The evaluated streets generally include the downtown corridor north-south streets extending from David Street east to Beech Street; and the east-west streets from “A” Street south to Collins Drive. Durbin Street and Wolcott Street were also evaluated extending south to Casper College based on discussions with City staff and key stakeholders during the initial “kick-off” meetings. 1st Street is owned and maintained by the Wyoming Department of Transportation (WYDOT) and is the only principal arterial in the study area. Average daily traffic counts were provided by the City of Casper for use in this evaluation. City GIS data was also used in conjunction with an existing aerial photograph to establish existing lane striping, roadway widths, and parking patterns within the study area. Existing roadway functional classifications and roadway level of service (LOS) thresholds were obtained from the 2030 Long Range Transportation Plan (LRTP). Previously completed studies including the Downtown Casper Needs Assessment Report (1999) and the City of Casper Downtown Parking and Traffic Study (2000) were also reviewed as a part of this evaluation. The streets within the study area generally operate at a very high level of service and in several instances appear to have significant excess capacity compared to the existing average daily traffic. A summary of the existing street functional classifications, average daily traffic, and estimated operational levels of service is shown in Figure 1 in the Appendix. For the purposes of this study, the existing levels of service shown in Appendix Figure 1 are based on planning level roadway LOS thresholds as published in the 2030 LRTP. In an urban environment, the actual LOS is also influenced by intersection controls (i.e. signals, stop signs, etc.) however, the published thresholds provide a general indication of roadway size requirements between the intersections.

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Traffic Flow & Circulation

The following pages provide a brief summary of each of the primary streets within the study area, including potential circulation improvements that will be evaluated further as the street enhancement study proceeds.

CENTER STREET Center Street is a critical north-south roadway within the study area connecting Interstate I-25 to the downtown core area and is currently classified as a minor arterial from I-25 south to 9th Street. Center Street is striped for (4) thru lanes north of 1st Street and is reduced to (3) lanes extending to the south. Angled parking on the west side of the street is provided between 1st Street and Midwest Avenue. The curbcurb pavement section on Center Street varies but is generally approximately 56’ wide. Traffic volumes on Center Street decrease significantly south of 1st Street from more than 12,200 vehicles per day (vpd) to 9,400 vpd indicating a significant percentage of traffic utilizes 1st Street as a major east-west arterial. A significant reduction in traffic flows on Center Street was also noted south of Collins Drive as the roadway transitions into more of a residential land use. The lane widths along Center Street are approximately 10’ based on the City’s GIS data. The City recently reduced Center Street from 4 lanes to 3 lanes south of Midwest Avenue to accommodate painted bike lanes and parallel parking on both sides of the street. The bike lanes terminate at Midwest Avenue and bike traffic is required to merge with vehicular traffic from that point north. The 60o angled parking on the west side provides approximately 14 additional parking spaces compared to parallel parking requirements within the same area. The sharp angled parking does, however, lead to higher potential for conflicts between cars backing out of the parking space and the southbound thru lane, particularly for smaller parked cars that have limited sight lines. In addition, the mix of parallel and angle parking has previously created confusion for drivers unfamiliar with the area, particularly during winter months when the parking lines are obscured by snow.

Center Street

The (3) lane section north of Midwest Avenue operates at a LOS “C” based on current traffic volumes. The narrowness of the existing lanes and the close proximity of angled parking within this section likely creates a sense of traffic calming during peak hour periods due to a perceived “congestion” by the driver. The Center Street / Collins Drive intersection is an important node in the overall transportation network connecting (2) minor arterial streets and providing a strong link from downtown to the southwest area of Casper. This 5-point intersection also includes a connection to 5th Street which requires an additional signal cycle to accommodate the 5th Street approach. This additional intersection leg may also create a visual barrier for pedestrians/bicyclists on the east side of Center due to the longer crossing length. As a part of this study, peak morning turning movement traffic counts were taken at this intersection and used to evaluate the intersection’s existing level of service. This information was also used to evaluate different improvement alternatives (outlined below) to determine the impact to traffic circulation at this location. A graphical summary of the peak hour turning movements (April 2009) is included in the Appendix.

Calculated Delay (sec.)

Calculated Level of Service

Southbound Center Street

16.2

Northbound Center Street

19.4

Eastbound Collins Drive

24.5

Westbound Collins Drive

28.6

5th Street

22.3

Overall Intersection

22.5

Approach

TABLE 1 – COLLINS DRIVE / CENTER STREET INTERSECTION – EXISTING CONDITIONS

Synchro traffic analysis software was used to evaluate the performance of the intersection during existing peak hour conditions. Existing traffic signal timing and signal phasing data was provided by the City’s traffic department for use in the analysis. The intersection currently operates at an overall level of service LOS “C” during peak morning hours with an average calculated delay of 22.5 seconds per vehicle. The northbound and southbound approaches on Center Street operate at a relatively high level of service LOS “B” with the approaches on Collins and 5th Street operating at LOS “C”. Table 1 provides a summary of the calculated existing conditions level of service and delays for the respective intersection approaches. A summary of the Synchro computer analysis output is included in the Appendix.

Traffic Flow & Circulation

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Center Street Potential Improvement Alternatives The following is a list of potential alternatives to improve overall pedestrian and vehicular conditions on Center Street. A. Modifications to Provide Parallel Parking - Revising the parking on the west side of Center Street from angled to parallel would allow the City to extend the bike lanes further north and would likely improve overall bicycle and vehicular traffic flow in the corridor by reducing angled parking conflicts with through traffic. This modification would result in a loss of approximately 14 parking spaces between Midwest and 1st Street. This striping improvement would need to be coupled with potential improvements to “A” Street (discussed later in this report) to provide a logical termini point for bicycle lanes north of the existing diagonal concrete trail (between Midwest and Collins). B. Modifications to the Collins Drive / Center Street Intersection - Elimination of the 5th Street approach at the Center Street / Collins Drive intersection would improve overall traffic circulation on both streets by eliminating an additional signal cycle for a relatively minor approach. Based on the traffic counts identified above, a traffic analysis was completed to determine the potential impacts to the Center Street / Collins Drive intersection if the 5th Street approach was eliminated. Traffic volumes to/from 5th Street were re-allocated to Collins Drive and Center Street approaches to maintain the same overall traffic volumes for the intersection. A graphical summary of the “reallocated” traffic volumes for each approach is included in the appendix.

Center Street

Calculated Delay (sec.)

Calculated Level of Service

Southbound Center Street

8.0

Northbound Center Street

8.8

Eastbound Collins Drive

16.5

Westbound Collins Drive

28.4

Overall Intersection

16.6

Approach

Table 2 – Collins Drive / Center Street Intersection – Proposed Improvements

According to the traffic analysis, the elimination of the additional signal cycle would improve the overall intersection level of service to LOS “B” with a calculated average delay of 16.6 seconds per vehicle (an improvement of approximately 5.9 seconds per vehicle of reduced delay). Table 2 provides a summary of the modified “4-leg” intersection calculated level of service and delays for the respective intersection approaches. A summary of the Synchro computer analysis output is included in the Appendix. Closing the 5th Street leg would also improve pedestrian / bicycle connectivity and provide the City an opportunity to create a “gateway” entrance to the southern portion of the downtown area. C. Eliminate Painted Bicycle Lanes On Center Street – As discussed later in this report, providing bicycle lanes on Durbin and Wolcott appear to provide a more logicial north-south bicycle / pedestrian corridor within the study area than the bicycle lanes currently painted on Center Street. Relocating these lanes to Wolcott and Durbin would allow the City to re-stripe parking on the west side of Center (south of Collins Drive) to provide angled parking between Collins and 7th Street. The angled parking would be consistent with parking striping on Center Street north of Collins Drive and would add 18 parking spaces to the study area. This restriping should only be considered by the City in conjunction with the addition of bicycle lanes on Wolcott Street and Durbin Street as discussed below.

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Traffic Flow & Circulation

WOLCOTT STREET / DURBIN STREET Wolcott Street is designated as a minor arterial from 1st Street south to the entrance to Casper College and is the primary north-south connection between the college and the downtown area. The street width varies from approximately 52’-56’ and is striped as a 4 lane roadway with parallel parking on both sides of the road south of Midwest Avenue. Wolcott Street transitions to a southbound one-way street north of Midwest Avenue and combines with Durbin Street to form a one-way couplet within the downtown core area. The one-way section of Wolcott is (3) lanes with a mixture of angled parking and parallel parking. Wolcott currently operates at a high level of service LOS “A” based on average daily traffic counts. Durbin Street is designated as a collector from 15th Street to “A” Street. The street width is approximately 56’ and is also striped as a 4-lane roadway with parallel parking on both sides south of Midwest Avenue. The one-way couplet portion of Durbin Street is a 3-lane roadway (northbound) and contains parallel parking on both sides of the street. Durbin also currently operates at a high level of service LOS “A” based on average daily traffic counts. Discussions with local residents indicate that the excessive capacity of these roadways coupled with an expansive pavement section has led to higher speeds along the length of roadway. Wolcott has comparable but slightly higher traffic volumes than Durbin. For reference purposes, the (4) lane section of Wolcott can accommodate nearly twice the existing traffic while still maintaining a level of service LOS “B” and the (3) lane one-way section of Wolcott has the capacity to accommodate more than 3-times the current traffic volume while still maintaining a LOS “A”.

Durbin Street

The transition to a one-way couplet for both roads occurs at Midwest Avenue. Several residents expressed concern over the suddenness of this transition point, lack of proper advanced warning signage, and driver confusion created at these locations, particularly to drivers not familiar with the area. The transition area at Durbin also creates potential problems for drivers accessing the library’s parking lot access on the south side of the building. In addition, residents noted some confusion for drivers leaving the parking structure onto Wolcott Street and turning the wrong way into oncoming one way traffic. Similar concerns were expressed over previous incidents of traffic on 1st Street turning the wrong direction on the one-way streets. Wolcott Street & Durbin Street Potential Improvement Alternatives The following is a list of potential alternatives to improve overall pedestrian and vehicular conditions on Wolcott and Durbin Street. A. Eliminate One-Way Couplet - One-way couplets generally provide a very efficient means of moving large volumes of traffic from logical termini points (i.e. connections to major thoroughfares). The lack of traffic volume and lack of logical termini points for the Wolcott / Durbin couplet indicates that the use of these one-way streets within the Casper downtown area is not currently warranted and may be detrimental to the overall function of the downtown core. Traffic Flow & Circulation

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Modification of the one-way streets to a 3-lane two-way street would still provide a LOS “A” for both roadways within the downtown area and would eliminate the transition at Midest Avenue. Elimination of the one-way couplets would include costs to reconstruct (4) existing traffic signals at the intersections of Wolcott & 1st Street, Wolcott & 2nd Street, Durbin & 1st Street, and Durbin & 2nd Street. Additional cost would be required for removal / replacement of existing traffic control signs as well as re-educating the traveling public in the Casper Area. A summary of these costs is included in Chapter 4 of this study. Conversations with the property manager for several of the federal buildings in the downtown area (i.e. post office, federal courthouse, Dick Cheney Federal Building) indicated that traffic circulation and security on and adjacent to these properties has been specifically established based on the one-way couplet concept. Recent conversations between the MPO and this property manager indicated that elimination of the one-way streets would create some difficulties in the federal government’s current logistics in these areas. Close coordination between the City and federal government would be needed prior to modifying the current one-way couplet configuration to ensure safety and other logistic issues associated with the federal buildings are properly mitigated. In addition, conversations with the Downtown Development Authority (DDA) revealed recent surveys of residents and downtown business owners were equally split on support / opposition to the couplet system. Any modifications to the proposed couplet would require a strong public involvement campaign prior to implementation as well as close coordination with the federal government property manager to reduce potential opposition to these changes. Wolcott Street

B. Retain Couplet & Institute Traffic Calming Improvements – Reduction of both Wolcott and Durbin from (3) one-way lanes to (2) one-way lanes would still provide a high level of service “A” for each street while also providing opportunities for traffic calming within the couplet area. The “excess” roadway area could be used to expand sidewalks and / or bulb-outs at intersections to assist in pedestrian circulation. In addition, parallel parking north of 2nd Street on the east side of Wolcott and on both sides of Durbin could be modified to diagonal parking, adding approximately 29 more parking spaces between 1st and 2nd Street alone. Improved signage should be installed as a part of this alternative to reduce driver confusion in this area. The improved signage would include additional, larger “DO NOT ENTER” signs, and advanced warning signs notifying drivers of the upcoming circulation change. Additional directional signage for accessing the library parking lot from Midwest Avenue would also assist in reducing driver confusion in this area. C. Wolcott and Durbin “Roadway Diet” (South of Midwest Avenue) – As noted, both Wolcott and Durbin are currently striped as 4 lanes with parallel parking from Casper College to Midwest Avenue. These roadways have significant excess capacity and can be reduced to 2 thru lanes with left turning lanes (as needed) at intersections without a reduction in level of service to the traveling public. As noted, Durbin Street and Wolcott Street provide a strong north-south vehicular connection with 4-lanes of traffic, however, there are currently no designated bicycle lanes on these streets. The existing tree canopy, residential architecture, and detached sidewalk provide a pleasant environment for pedestrians, however, there are no directional signs specifically dedicated to directing pedestrians between the College and downtown area. Elimination of one of the thru lanes would allow the City to stripe both roads with bike lanes in each direction, providing direct bicycle connectivity from Casper College to the downtown area and the existing Casper Rail Concrete bike path. A modified typical section with this configuration is shown later in this chapter.

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Traffic Flow & Circulation

The reduced number of lanes would also have a traffic calming effect leading to lower speeds and a more pedestrian friendly environment. Left turn lanes would likely not be required at several of the lower volume cross streets, creating opportunities for landscaping / center median treatments to further define these roadway corridors. The costs for modifying the roadway would be minor and limited to additional pedestrian/bicycle signage as well as pavement paint striping. The addition of these bicycle lanes in conjunction with gateway and landscaping improvements outlined later in this report would significantly improve the overall visual connectivity between Casper College and the downtown core area. D. Wolcott and College Drive Pedestrian Improvements – Pedestrians continue to use an unmarked crossing at College Drive west of the Wolcott/College Drive signalized intersection. Due to the lack of advanced warning to vehicular traffic and limited sight distance from existing trees, this crossing is a potentially dangerous location. It is recommended that the City add several pedestrian related improvements to this intersection to improve the overall intersection safety. These improvements include: • A pedestrian refuge center median should be added to College Drive to reduce the overall crossing distance. • Landscaping in the northwest corner of College Drive / Wolcott should be modified to relocate taller trees that limit sight triangles for the free running right turn from southbound Wolcott to westbound College. • Additional sidewalk should be installed along Wolcott along the west side of the free-running right turn. Additional sidewalk should also be installed along the north side of the existing center island including a new crosswalk at the throat of the free-running right turn.

Collins Drive

• Additional pedestrian warning signage should be installed on Wolcott and College Drive to provide motorists advanced visual warning of this crossing location. COLLINS DRIVE Collins Drive is a minor arterial along the southern boundary of the downtown area that is located in the “transition” area between the downtown commercial district and residential neighborhoods to the south. Collins Drive provides an important link from the 2nd Street commercial corridor east of downtown to areas in southwest Casper. The City has also identified this area as a high priority for redevelopment and revitalization. Several properties along the south side of Collins within the study area are either vacant or contain structures that are in poor shape. In addition, overhead power line utilities along the south side of the road create a visually unappealing corridor that may be limiting future redevelopment opportunities. Collins Drive is located in a 70’ right of way and contains an approximate 50’ pavement section from curbcurb and varies from (2) lanes at 2nd Street to (5) lanes at the Center Street Intersection. The average daily traffic volumes within this corridor range from 11,581 vpd to 8,693 vpd. Traffic control along Collins is provided by traffic signals at Center Street and Wolcott Street and 4-way stops at Durbin Street and Beech Street. The City of Casper completed peak hour traffic counts at each of these intersections in April 2009 and these counts were used to complete a level of service analysis for these intersections using Synchro computer software. The following is a summary of this evaluation for each intersection: Traffic Flow & Circulation

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Collins Drive / Durbin Street

Traffic Volume (vehicles / hour)

Approach Northbound Durbin Street

Southbound Durbin Street

Total Durbin Street Vehicles / Hour

As shown in Table 3, the peak hour traffic on Collins Drive is nearly 5 times the traffic on Durbin Street. Typically, 4-way stops are more effective as a means of traffic control for approach traffic volumes that are fairly close between the major and minor streets and allow the delay to be more equally distributed between the various approach legs.

120

Eastbound Collins Drive

301

Westbound Collins Drive

283

Total Collins Drive Vehicles / Hour

Table 3 illustrates a summary of peak hour counts taken at Collins Drive / Durbin Street intersection.

An analysis of the current intersection indicates that even with the high disparity of traffic volumes between the major and minor approaches, the intersection as a whole operates at a very high level of service (LOS “B”) with an average delay of 11.2 seconds per vehicle. Table 4 shows the existing calculated delay for each approach during the peak traffic hour

584

Table 3 – Collins Drive / Durbin Street Intersection – Existing Traffic

An analysis was completed to determine the impacts of modifying this intersection to a two-way stop controlled intersection to maintain a thru movement on Collins Drive. This modification would promote better flow along Collins while adding delay to approach traffic on Durbin Street during the peak hour.

Calculated Delay (sec.)

Calculated Level of Service

Southbound Durbin Street

9.2

Northbound Durbin Street

9.2

Eastbound Collins Drive

12.1

Westbound Collins Drive

11.1

Overall Intersection

11.2

Approach

Table 4 – Collins Drive / Durbin Street Intersection – Existing Intersection Level Of Service Summary

Calculated Delay (sec.)

Calculated Level of Service

Southbound Durbin Street

17.2

Northbound Durbin Street

15.1

Eastbound Collins Drive

Westbound Collins Drive

2.7

Approach

Overall Intersection

Table 5 – Collins Drive / Durbin Street Intersection – Two-Way Stop Intersection Level Of Service Summary

2-8

Traffic Flow & Circulation

Based on the analysis results, the overall intersection delay would be reduced to an average of 2.7 seconds per vehicle (LOS”A”). The Durbin Street approaches would be reduced to LOS “C” to accommodate the free moving traffic on Collins Drive. Table 5 summarizes the calculated delay for each approach for a two-way stop intersection. Collins Drive / Beech Street Table 6 illustrates a summary of peak hour counts taken at Collins Drive/Beech Street intersection. As shown in Table 6, the peak hour traffic on Collins Drive more comparable to Beech Street than as compared to the Durbin Street intersection, however, it is still nearly 2.5 times the traffic on Beech Street. An analysis of the current intersection indicates that the intersection as a whole operates at a very high level of service (LOS “B”) with an average delay of 11.95 seconds per vehicle. Table 7 shows the existing calculated delay for each approach during the peak traffic hour. An analysis was completed for this intersection as well to determine the impacts of modifying this intersection to a two-way stop controlled intersection to maintain a thru movement on Collins Drive. As discussed with the Durbin Street intersection above, this modification would promote better flow along Collins while adding delay to approach traffic on Beech Street during the peak hour. Based on the analysis results, the overall intersection delay would be reduced to an average of 4.2 seconds per vehicle (LOS”A”). The southbound Beech Street approach would be reduced to LOS “C” and the northbound Beech Street approach would be reduced to LOS “B” to accommodate the free moving traffic on Collins Drive. Table 8 summarizes the calculated delay for each approach for a two-way stop intersection. Collins Drive transitions from a narrow 5-lane section with no parking to 2 lanes with parallel parking on both sides of the street east of Durbin Street. The wide 2-lane section continues to the intersection at 2nd Street.

Based on the traffic counts and the roadway LOS threshold levels previously discussed, the overall level of service of Collins varies dramatically due to the significant change from 5 lanes to 2 lanes within a short distance in the corridor. Based solely on average daily traffic counts, the predicted LOS east of Beech Street is LOS “D” (2-lane section) and the LOS west of Durbin is LOS “A” (5-lane section). For practical purposes, the lack of side traffic friction west of Beech likely allows that section of roadway to operate at a higher level of service than shown. Collins Drive Potential Improvement Alternatives The following are potential alternatives to improve overall pedestrian and vehicular conditions on Collins Drive. A. Create Consistent 3-Lane Roadway Section from Center Street to 2nd Street – Based on the traffic counts, modifying the existing roadway to a consistent 3 lane section would provide a minimum roadway level of service LOS “C” throughout the corridor while also creating a consistent driver expectancy. Additional parallel parking opportunities would be created between Center Street and Durbin Street which may assist in facilitating redevelopment of the adjacent properties. Bulb-outs at each intersection would accommodate the roadway parking while also providing traffic calming and landscaping enhancements in the area. Overhead utilities could be relocated below ground to further improve the aesthetic look of the area. Additional pedestrian level street lighting should be installed to improve the pedestrian safety and security during evening hours. B. Improve Traffic Circulation – The existing 4-way stop controlled intersections provide a traffic speed calming effect by stopping through traffic on Collins Drive at Beech and Durbin Streets. As previously noted, the traffic volumes on Collins Drive during the peak hour range from 2.5-5 times the approach volumes on Durbin and Beech Street indicating that a 4-way stop at these locations may not be the most effective means of traffic control. Modifications of these two intersections to a two-way stop to allow free movement on Collins would significantly improve the overall intersection & roadway level of service along Collins. As both of these intersections currently operate at a very high level of service LOS”B” under existing conditions modifications are not immediately needed and may not provide much benefit. If the City moves forward with modifying Collins Drive to a 3-lane section, modifying Durbin Street and Beech Street intersections to two-way stop control would assist in off-setting the reduced Collins Drive level of service west of Durbin and promote better traffic circulation in the corridor. Traffic calming would still be realized through on-street parking on Collins and proposed bump-outs at the intersections. C. Improve Pedestrian Connectivity – Collins Drive has several areas of missing or dilapidated sidewalks which inhibits pedestrian use and connectivity of pedestrians from the residential areas to the downtown core. Striped crosswalks are currently provided at Durbin, Wolcott, and Center Street intersections and a mid-block pedestrian crossing is striped near the southeast corner of the museum connecting the residential neighborhood at 3rd and Kimball. Pedestrian level lighting currently exists adjacent to the NIC Museum making Collins Drive very unattractive and inaccessible to pedestrians during evening hours. Additional pedestrian street lighting on Collins should significantly improve the overall pedestrian use in this area and provide a strong transitional area between the downtown and residential neighborhoods.

Traffic Volume (vehicles / hour)

Approach Northbound Beech Street

Southbound Beech Street

141

Total Beech Street Vehicles / Hour

196

Eastbound Collins Drive

252

Westbound Collins Drive

242

Total Collins Drive Vehicles / Hour

494

Table 6 – Collins Drive / Beech Street Intersection – Existing Traffic

Calculated Delay (sec.)

Calculated Level of Service

Southbound Beech Street

9.8

Northbound Beech Street

9.2

Eastbound Collins Drive

13.0

Westbound Collins Drive

12.7

Overall Intersection

11.95

Approach

Table 7 – Collins Drive / Beech Street Intersection – Existing Intersection Level Of Service Summary

Calculated Delay (sec.)

Calculated Level of Service

Southbound Beech Street

15.1

Northbound Beech Street

14.2

Eastbound Collins Drive

Westbound Collins Drive

4.2

Approach

Overall Intersection

Table 8 – Collins Drive / Beech Street Intersection – Two-Way Stop Intersection Level Of Service Summary

Traffic Flow & Circulation

2-9

Highly visible signs for pedestrian crossings should be installed to provide additional advanced warning to vehicles for these crossings. A mid-block bulb-out and center pedestrian refuge median at the museum crossing would improve pedestrian visibility in this area, reducing the crossing distance, and improve traffic calming at this horizontal curve. This intersection could also be modified to allow right-in/right-out traffic movements between Collins and Kimball Street as shown graphically in the “Beech Street Plaza Concept Plan” later in this study. The Downtown Development Authority (DDA) has expressed support for redeveloping this area and in particular for re-focusing funding currently proposed for Center Street to assist in constructing improvements for Collins Drive. 2nd STREET 2nd Street is designated as a collector and along with Center Street is the primary commercial / retail corridor for the downtown area. Recent improvements to 2nd Street between David Street and Durbin Street have created a meandering 2-lane roadway with a mix of parallel and angled parking and a high emphasis on pedestrian movements in the area. 2nd Street transitions from 4 lanes to 2 lanes at the Durbin Street intersection as the outer westbound lane on 2nd Street transitions to a right turn only lane to Durbin Street. This lane transition occurs over a relatively short section of road and with limited advanced warning. Several weaving conflicts were noted during peak hour field observations as drivers from the outer westbound lane would make sudden lane changes to avoid being forced to turn right at Durbin Street. 2nd Street

2nd Street does not have a dedicated left turn lane at the intersections from Center Street to Durbin Street. Left turning traffic from 2nd Street created minor congestion during peak hour periods due to the lack of this turn lane as thru traffic would stack up behind the left turning vehicles. Field observations revealed this congestion was short lived and did not appear to be a significant concern to the overall traffic circulation on 2nd Street. BEECH STREET Beech Street is classified as a 4-lane collector roadway from 2nd Street north to “A” Street with an average daily traffic count of 2,919 vpd north of 2nd Street. Beech Street also serves as a transit transfer area south of 2nd, adjacent to the museum and library area. Conversations with City staff indicate the section of Beech between 2nd and Collins Drive is periodically closed on a temporary basis for street festivals and other community activities. This section of Beech Street is classified as a local road with an average daily traffic of 1,823 vpd. Beech Street provides an additional north-south connection from the eastern edge of downtown to residential areas to the north and south. The traffic volumes on Beech are relatively light indicating that Beech does not play a significant role in the overall traffic circulation in the downtown area. Beech Street Potential Improvement Alternatives The following are potential alternatives to improve pedestrian and vehicular conditions on Beech Street.

2-10

Traffic Flow & Circulation

A. Roadway Diet North of 2nd Street – The section of Beech from 2nd Street to “A” Street could be reduced from 4 lanes to 3 lanes while still maintaining a high level of service LOS “A”. The lane reduction would provide additional opportunities for bicycle lanes and/or modification of existing parking from parallel to diagonal, creating several additional parking spaces. These modifications would entail minimal investment for the City and not require modifications to the existing roadway curb lines.

B. Modify Beech Street Between 2nd Street and Collins Drive – This section of Beech Street provides minimal vehicular circulation for the downtown street network and the primary function appears to be related to transit and access to the Library and Museum Parking Areas. Modifying Beech to a meandering two-lane roadway in this area would provide the City an opportunity to create a pedestrian / transit focused area that compliments and builds upon the existing open space adjacent to the museum. The reduced roadway section would provide opportunities for additional plaza areas and provide a strong focal point and destination for pedestrians and bicyclists on the Casper Rail Trail. DAVID STREET David Street is classified as a local road with average daily traffic counts ranging from 1,900 to 3,000 vpd between Midwest and “B” Street. The street primarily accommodates local traffic accessing City Hall and the Justice Center near the “B” Street Intersection. The City is in process of developing plans for extending David Street south to connect to Collins Drive. This connection should alleviate some of the north south traffic on Center Street and improve overall traffic circulation in the area. “A” STREET

Beech Street

East “A” Street is classified as a collector from Center Street to the Yellowstone Highway. The street is striped for 4 thru lanes with parallel parking on both sides west of Wolcott Street. “A” Street transitions into a short one-way street at the Center Street intersection to accommodate traffic circulation patterns adjacent to the federal buildings. The maximum ADT on “A” Street is 3,827 vpd indicating that the roadway operates at a high level of service LOS “A” and has significant excess capacity. Any modifications to the Durbin/Wolcott couplet will potentially impact circulation on “A” Street, particularly adjacent to the federal building complex, and these impacts should be included in the overall evaluation process. “A” Street Potential Improvement Alternatives A. Roadway Diet East of Wolcott Street – Reducing “A” Street from 4 lanes to 3 Lanes would maintain a LOS “A” for the roadway and could be accomplished with minimal investment from the City. This modification would allow the City to either add restripe parking on the south side of “A” Street from parallel to angled parking adding approximately 15 parking spaces from Wolcott to Beech Street. A summary of the additional parking in the downtown area is shown in the vehicular flow and parking exhibit later in this study.

Traffic Flow & Circulation

2-11

PROJECT FRAMEWORK The project framework sets up the basis for the project design, providing a structure for decision making and identifying specific elements that are needed in order to accomplish the project goals. Figure 3-1 illustrates the overall project framework. The project Area of Influence was evaluated in the context of detailed street designs and what impacts this area might have on overall circulation and character within the greater Downtown. Three identifiable districts within the core study area include the Downtown, Transition and Residential. These districts can be identified by differences in land use, density and level of use. Streets are classified with three levels of enhancement opportunities, primary, secondary and tertiary. Primary streets may receive more attention to detail in their design, finishes, materials and density of design elements. Opportunities for redevelopment as discussed with City staff, developers and the public are indicated within the Framework Plan. These areas do not suggest any specific improvements, but simply identify currently under-utilized parcels. Redevelopment proposals should be evaluated for their fit within the Downtown and streetscape context and their ability to contribute to the City’s cultural and economic goals. On-street parking modifications are proposed for several streets and are outlined in detail in Chapter 2. The addition of onstreet parking on several blocks of Collins will further enhance its potential for redevelopment opportunities. Future redevelopment opportunities may arise once phases of the streets project begin to be built and could further support community driven sites such as the Library and NIC. The Downtown area currently lacks a true urban plaza of any size. Small gatherings are currently held at Burlington Park, but its proximity to Center street and land-locked position amongst surrounding streets prevents larger events and presents some safety concerns. By narrowing Beech Street and creating a curvilinear road alignment, the opportunity exists to build upon the space already available at the NIC and playground area to create a true community gathering space. This area is already used many times throughout the year to host events such as the NIC Fest. Beech Street and portions of Collins Drive are closed during these large events. The closure of the 5th Street approach at Center Street also creates an opportunity for a small urban gathering space. The site’s highly visible location also makes it a very suitable site for a Downtown Gateway. Although wayfinding and monumentation is not specifically part of this project, locations of key Downtown Gateways and Wayfinding Nodes have been located on the Framework Plan. Wayfinding signage and monuments are critical elements to the streetscape and should be carefully integrated into the street system and design. Onstreet bike lane routes have been identified and are discussed thoroughly in Chapter 2. Better connectivity of bike lanes to 2nd Street, the Rail Trail, NIC, transit stops and greater Downtown are critical to its continued success and to meeting the City’s goal of providing a balanced network of transit. DESIGN CHARACTER Proposed street enhancements are intended to respect Casper’s history and culture with key design added elements to reflect the City’s forward direction. Designs build upon current City Downtown Design Guidelines and existing conditions on 2nd Street. Paving materials include brick pavers, standard concrete and colored or textured concrete. The design includes specialty materials where they have the most impact on users at intersections and community gathering spaces. Patterns and color selections reflect timeless character that will complement the existing Downtown streets and architecture. Lighting will be added throughout the study area to include updated street lights, pedestrian lights and landscape/accent lights. Receptacles will be located to provide electrical service for events and seasonal displays. Street trees are located to provide shade, seasonal interest and pedestrian scale. Hanging pots or banners will provide seasonal color throughout the streetscape. Landscape beds are located within freestanding walls or widened curb areas to reduce maintenance. Brick wall designs from 2nd Street will be carried to other streets to further tie together the Downtown image. Landscape materials will provide maximum visual impact and seasonal interest.

chapter 3 D E S I G N

Design

3-1

STREET

KIMBALL STREET

Overall Illustrative Plan BEE

LIBRARY

NIC

E AV T S I

AIL

R LT

DURBIN STREET

CENTER STREET

WOLCOTT STREET

E DW I M

LI OL

IV DR

5TH STREET 0

Casper Streets Enhancement Study

125

250 FT

NORTH 18 Mar 2009

Beech Street + Plaza - Concept Plan

Summary • Revise roadway from existing 4 lane section with parking to 2-lane curvilinear roadway section between Collins and 2nd Street.

pedestrian access to 2nd Street

exising plaza/water feature to remain

Library parking lot to remain library access

IL RA

children’s activity plaza expanded lawn re-configured play area

EC H

STR

2 travel lanes no parking

EET

ornamental tree

• Revised roadway section will more closely match traffic volume requirements – existing roadway has significant excess capacity. • Create additional lawn and plaza space for events and community gatherings. • Curvilinear road creates traffic calming / reduces traffic speeds through area • Enhanced connectivity for pedestrians and bicycles to existing rail trail • Opportunity for on-street parking for library within existing excess road right of way

NICOLAYSEN ART MUSEUM + DISCOVERY CENTER

planting area w/ landscape curb

shade tree

IL RA

KIMBALL STREET

2ND STREET

stage/ performance area evergreen tree

parking lot landscape screen art plaza/ classroom existing parking lot to remain ng rki a p lel l IVE a R r D S pa LIN L CO

• Create strong entry statement for Beech Street Plaza, the NIC and Collins Street. • Restore vehicular movements at Kimball/Collins with intersection design that safely accomodates vehicles and pedestrians. • Clearly define transit center stops on Beech. Locate for convienent access to NIC, Library, Rail Trail and greater downtown. • Create enhanced pedestrian access from transit stops to 2nd Street. re-configured intersection

entry monument 0

Casper Streets Enhancement Study

120 FT

NORTH

Beech Street + Plaza Perspectives

Casper Streets Enhancement Study

18 Mar 2009

Collins Drive - Typical Concept Plan curbed landscape planter at bulb-outs

brick intersection

street trees in rectangular grates 40’ o.c. brick paving band - 8’

pedestrian lighting - 80’ o.c.

LI OL

ornamental trees at intersections

approx 12’ wide sidewalk - both sides re-configured roadway - 3 lanes (2 through lanes, 1 center turn)

in ark

le ral

standard concrete sidewalk maintain existing drive accesses

five lanes west of Center Street (stays as existing) City standard downtown crosswalk

benches at intersections

IV DR

WOLCOTT STREET

CENTER STREET

brick carriage walk - 4’

bulb-out

add sidewalk west of Center Street where possible, both sides

colored concrete paving

Summary • Revise intersection at Center to more standard 4-way approach by closing 5th Street approach • Improved traffic flow on arterials (Collins & Center) by eliminating additional traffic signal cycle • Elimination of sharp angled approach from 5th Street and potential driver confusion • Add bulb-outs to reduce pedestrian crossing distance • Create gateway plaza oportunity.

Downtown Gateway Plaza/Marker

change to right turn lane at Center

• Utilize materials to tie Collins Street to existing 2nd Street design • Create standardized streetscape design that may be implemented as re-development occurs

eliminate 5th Street intersection approach

Casper Streets Enhancement Study

100

150

200 FT

NORTH

Collins Drive - Perspectives

Casper Streets Enhancement Study

18 Mar 2009

Typical Downtown Wayfinding Node - Concept Plan WOLCOTT STREET

existing residential lots to remain undisturbed

parallel parking to remain

bulb-out

existing detached sidewalk to remain

specialized intersection paving 9TH STREET

existing street trees to remain

wayfinding signage/ marker raised planter bed w/ signature landscape

ornamental trees (where no existing street trees)

city standard crosswalk

Casper Streets Enhancement Study

120 FT

NORTH

College/Downtown Gateway - Concept Plan

re-route sidewalk add pedestrian crossing/yield sign park shelter and gathering plaza

planting bed for screening eliminate parking area

add sidewalk to roadway perimeter add delineated pedestrian crossing

lawn relocate problem trees behind site triangle

create delineated pedestrian crossing add pedestrian crossing/yield sign

Downtown Casper Gateway/ Monumentation

add concrete sidewalk

low signature plantings at sidewalk add pedestrian refuge/median Casper College Gateway/ Monumentation 0

Casper Streets Enhancement Study

100 FT

NORTH 18 Mar 2009

Landscape Palette COMMON NAME

BOTANICAL NAME

CANOPY TREES Autumn Purple Ash Marshall’s Seedless Ash Summit Ash Fall Gold Ash Common Hackberry Skyline Honey Locust Shademaster Honeylocust Imperial Honeylocust American Linden Boulevard Linden Greenspire Linden Redmond Linden Emerald Lustre Norway Maple Northfire Maple Shumard Oak Bur Oak Chinkapin Oak

Fraxinus Americana ‘Autumn Purple’ Fraxinus Pensylvanical ‘Marshall’s Seedless’ Fraxinus Pennsylvanica ‘Summit’ Fraxinus Nigra ‘Fall Gold’ Celtis Occidentalis Gleditsia Triacanthos Inermis ‘Skyline’ Gleditsia Triacanthos ‘Shademaster’ Gleditsia Triacanthos ‘Imperial’ Tilia Americana Tilia Americana ‘Boulevard’ Tilia Cordata ‘Greenspire’ Tilia X Euchlora ‘Redmond’ Acer Platanoides ‘Emerald Lustre’ Acer Rubrum ‘Olson’ Quercus Shumardii Quercus Macorcarpa Quercus Muehlenbergii

ORNAMENTAL TREES Amur Chokecherry Centurion Crabapple Flame Crabapple Spring Snow Crabapple Thornless Cockspur Hawthorn Amur Maple (Tree Form) Prairie Gem Flowering Pear Purpleleaf Plum Princess Kay Plum

Prunus Maackii Malus Sp. ‘Centurion’ Malus Sp. ‘Flame’ Malus Sp. ‘Spring Snow Crataegus Crusgalli Inermis Acer Ginnala Pyrus Ussuriensis ‘Ordak’ Prunus Cerasifera Prunus Nigra ‘Princess Kay’

EVERGREEN TREES (Plaza Spaces Only) Austrian Pine Pinus Ponderosa Pine Pinus Scotch Pine Pinus Colorado Blue Spruce Picea

Nigra Ponderosa Sylvestris Pungens Glauca

COMMON NAME

DECIDUOUS SHRUBS Crimson Pygmy Barberry Alpine Currant Dwarf Ninebark Mountain Ninebark Prairie Snow Potentilla Pink Beauty Potentilla Dwarf Blue Rabbitbrush Pawnee Buttes Sandcherry Fringed Sage Little Princess Spirea Froebel Spirea EVERGREEN SHRUBS Blue Star Juniper Blue Point Juniper Blue Chip Juniper Blue Creeper Juniper Mops Mugo Pine PERENNIALS Basket Of Gold Black Eyed Susan Purple Coneflower Moonbeam Coreposis Shasta Daisy Red Rocks Penstemon Autumn Joy Sedum Snow In Summer Red Beauty Yarrow Moonshine Yarrow ORNAMENTAL GRASSES Blue Oat Grass Little Bluestem Feather Reed Grass Dwarf Fountain Grass Blue Fescue

Casper Streets Enhancement Study

BOTANICAL NAME

Berberis Thungergii ‘Atropurpurea Nana’ Ribes Alpinum Physocarpus Opulifolius ‘Nana’ Physocarpus Monogynus Potentilla Fruticosa ‘Davurica’ Potentilla Fruticosa ‘Pink Beauty’ Chrysothamnus Nauseous Nauseous Prunus Besseyi ‘Pawnee Buttes’ Artemisia Frigada Spirea Japonica ‘Little Princess’ Spirea x Bumalda ‘Frobeli’ Juniperus Squamata ‘Blue Star’ Juniperus Chinensis ‘Blue Point’ Juniperus Horizontalis ‘Blue Chip’ Juniperus Scopulorum ‘Blue Creeper’ Pinus Mugo ‘Mops’ Alyssum Saxatile Rudbeckia Fulgida ‘Goldstrum’ Echinacea Purpurea Coreopsis Verticillata ‘Moonbeam’ Leucanthemum X Superbum Penstemon X Mexicali ‘Red Rocks’ Sedum Spectabile ‘Autumn Joy’ Cerastium Tomentosum Achillea Millifolium ‘Red Beauty’ Achillea Millifolium ‘Moonshine’ Helictotrichon Sempervirens Schizachyrium Scoparium Calamagrostis Acutiflora ‘Karl Foerster’ Pennisetum Alopecuroides ‘Hameln’ Festuca Glauca 18 Mar 2009

Casper Streets Enhancements COLLINS DRIVE - 5th/Center to Wolcott

Prepared By: Nuszer Kopatz Prepared For: City of Casper/MPO

Item Demolition Asphalt Concrete Sidewalk Overhead Utility Undergrounding Curb & Gutter Storm Drainage Wet Utilities Site Structures and Landscape Utilities Storm Drainage Water Catch Basins Sanitary Power Misc Infrastructure Traffic Control + Signals Roadway Subgrade Preparation Asphalt - paving Curb + Gutter Adjust Manholes / Valve Boxes Concrete Driveways Pavement Markings

May 11, 2009

Quantity

Unit

Cost

Total

38,240 2,000 1 1,610 50 0 1

SF SF ALLOW LF LF ALLOW ALLOW

$0.67 $2.00 $100,000.00 $6.00 $20.00 $1,500.00 $10,000.00 Category Subtotal

100 0 4 0 0

LF LF EA EA EA

$75.00 $50.00 $2,000.00 $3,500.00 $1,500.00 Category Subtotal

$7,500.00 $0.00 $8,000.00 $0.00 $0.00 $15,500.00

ALLOW

$170,000.00 Category Subtotal

$170,000.00 $170,000.00

15,500 15,500 975 3 2 1

SF SF LF EA EA LS

$0.75 $3.70 $18.00 $450.00 $2,000.00 $1,000.00 Category Subtotal

$11,625.00 $57,350.00 $17,550.00 $1,350.00 $4,000.00 $1,000.00 $92,875.00

2,000 5,200 3,800 600

SF SF SF SF

$6.00 $9.00 $22.00 $6.00 Category Subtotal

$12,000.00 $46,800.00 $83,600.00 $3,600.00 $146,000.00

Intersection Improvements Concrete - Std. Grey - roadway Brick Pavers - roadway Concrete - Colored Crosswalks Curb Ramp

0 3,700 1,600 30

SF SF EA EA

$15.00 $30.00 $18.00 $2,500.00 Category Subtotal

$0.00 $111,000.00 $28,800.00 $75,000.00 $214,800.00

5th Street Area and Gateway Plaza and Gateway Subgrade Preparation Asphalt - paving Curb + Gutter Pavement Markings

1 9,500 9,500 625 1

ALLOW SF SF LF LS

$200,000.00 $0.75 $3.70 $18.00 $500.00 Category Subtotal

$150,000.00 $7,125.00 $35,150.00 $11,250.00 $500.00 $204,025.00

Cost Estimate

Page 2

Notes

$25,620.80 $4,000.00 $100,000.00 per Rocky Mountain Power $9,660.00 $1,000.00 $0.00 $10,000.00 $150,280.80

Pavement Concrete - Grey Concrete - Colored with Finish Pavers Concrete - Building Band

4-2

Casper Streets Enhancements

Sidewalk Field paving at corner bulb outs brick/concrete pavers on concrete base 18" band 4" thick 1 intersection

COLLINS DRIVE - 5th/Center to Wolcott

Prepared By: Nuszer Kopatz Prepared For: City of Casper/MPO

Item

May 11, 2009

Quantity

Unit

Cost

Total

Landscape Street Trees Ornamental Trees Shrub Beds

21 8 2,500

EA EA SF

$450.00 $275.00 $4.50 Category Subtotal

$9,450.00 3" cal $2,200.00 2" cal $11,250.00 Shrubs, Perennials and Ornamental Grasses $22,900.00

Irrigation Tap Backflow and Enclosure Controller - RainMaster Eagle Sleeving Allowance Drip-Shrub Beds Bubbler/Drip in Tree Grate

1 1 1 400 2,500 21

EA EA EA LF SF EA

$10,360.00 $900.00 $4,000.00 $1.25 $1.20 $70.00 Category Subtotal

$10,360.00 $900.00 $4,000.00 $500.00 $3,000.00 $1,470.00 $20,230.00

Furnishings Tree Grates Benches Trash Receptacle Bike Racks News Paper Stand

21 4 4 2 1

EA EA EA EA EA

$4,000.00 $2,500.00 $1,250.00 $1,500.00 $3,500.00 Category Subtotal

$84,000.00 $10,000.00 $5,000.00 2 per side $3,000.00 1 per side $3,500.00 1 per block $146,300.00

Custom Design Elements Raised Curb

500

$25.00 Category Subtotal

$12,500.00 6" concrete $12,500.00

Signage Regulatory Signage

ALLOW

$5,000.00 Category Subtotal

Lighting Electrical Service Wiring/Conduit Lighting Control Center Vehicular / Intersection Light Mid-block Street Light Pedestrian Light Electrical Receptacles

1 1 1 1 1 14 14

ALLOW LS EA EA EA EA EA

$25,000.00 $10,000.00 $5,000.00 $15,000.00 $3,000.00 $10,000.00 $800.00 Category Subtotal

$5,000.00 $5,000.00 $25,000.00 $10,000.00 $5,000.00 $15,000.00 head only - mount to traffic signal $3,000.00 $140,000.00 $11,200.00 $209,200.00

SUBTOTAL COLLINS 5TH/CENTER TO WOLCOTT

$1,339,470.40

8% Contractors Mobilization, General Conditions 2% Traffic Control 12% - Design Fees and Survey 10% Base Accuracy Contingency

$107,157.63 $26,789.41 $160,736.45 $133,947.04 $1,768,100.93

GRAND TOTAL COLLINS 5TH/CENTER TO WOLCOTT

Page 3

Notes

Casper Streets Enhancements

Casper Streets Enhancements COLLINS DRIVE - Wolcott to Beech

Prepared By: Nuszer Kopatz Prepared For: City of Casper/MPO

May 11, 2009

Quantity

Unit

50,600 1,200 1 1,760 210 0 1

SF SF ALLOW LF LF ALLOW ALLOW

Cost $0.67 $2.00 $175,000.00 $6.00 $20.00 $1,500.00 $10,000.00 Category Subtotal

Total

Notes

$33,902.00 $2,400.00 $175,000.00 per Rocky Mountain Power $10,560.00 $4,200.00 $0.00 $10,000.00 $236,062.00

305 0 6 4 0 0

LF LF EA EA EA EA

$75.00 $50.00 $2,000.00 $450.00 $3,500.00 $1,500.00 Category Subtotal

$22,875.00 $0.00 $12,000.00 $1,800.00 $0.00 $0.00 $36,675.00

ALLOW

$5,500.00 Category Subtotal

$5,500.00 $5,500.00

Roadway Subgrade Preparation Asphalt - paving Curb + Gutter Pavement Markings

30,500 30,500 1,890 1

SF SF LF LS

$0.75 $3.70 $18.00 $5,000.00 Category Subtotal

$22,875.00 $112,850.00 $34,020.00 $5,000.00 $174,745.00

Pavement Concrete - Grey Concrete - Colored with Finish Pavers Concrete - Building Band

4,000 10,400 7,600 1,200

SF SF SF SF

$6.00 $9.00 $22.00 $6.00 Category Subtotal

$24,000.00 $93,600.00 $167,200.00 $7,200.00 $292,000.00

Intersection Improvements Concrete - Std. Grey - roadway Brick Pavers - roadway Concrete - Colored Crosswalks Curb Ramp

0 7,400 3,200 16

SF SF EA EA

$15.00 $30.00 $18.00 $2,500.00 Category Subtotal

$0.00 $222,000.00 $57,600.00 $40,000.00 $319,600.00

Landscape Street Trees Ornamental Trees Shrub Beds

24 20 2,000

EA EA SF

$450.00 $275.00 $4.50 Category Subtotal

$10,800.00 3" cal $5,500.00 2" cal $9,000.00 Shrubs, Perennials and Ornamental Grasses $25,300.00

Irrigation Tap Backflow and Enclosure Controller - RainMaster Eagle Sleeving Allowance Drip-Shrub Beds Bubbler/Drip in Tree Grate

2 2 1 800 2,000 24

EA EA EA LF SF EA

$10,360.00 $900.00 $4,000.00 $1.25 $1.20 $70.00 Category Subtotal

$20,720.00 $1,800.00 $4,000.00 $1,000.00 $2,400.00 $1,680.00 $31,600.00

Misc Infrastructure Traffic Control + Signals

COLLINS DRIVE - Wolcott to Beech

Prepared By: Nuszer Kopatz Prepared For: City of Casper/MPO

Item

May 11, 2009

Quantity

Unit

Cost

Total

Notes

Furnishings Tree Grates Benches Trash Receptacle Bike Racks News Paper Stand

24 8 8 4 2

EA EA EA EA EA

$4,000.00 $2,500.00 $1,250.00 $1,500.00 $3,500.00 Category Subtotal

$96,000.00 $20,000.00 $10,000.00 2 per side $6,000.00 1 per side $7,000.00 1 per block $179,800.00

Custom Design Elements Raised Curb

250

$25.00 Category Subtotal

$6,250.00 6" concrete $6,250.00

Signage Regulatory Signage

ALLOW

$7,500.00 Category Subtotal

$7,500.00 $7,500.00

Lighting Electrical Service Wiring/Conduit Lighting Control Center Vehicular / Intersection Light Mid-block Street Light Pedestrian Light Electrical Receptacles

1 1 1 2 2 20 20

ALLOW LS EA EA EA EA EA

$15,000.00 $7,500.00 $5,000.00 $15,000.00 $3,000.00 $10,000.00 $800.00 Category Subtotal

$15,000.00 $7,500.00 $5,000.00 $30,000.00 head only - mount to traffic signal $6,000.00 $200,000.00 $16,000.00 $279,500.00

SUBTOTAL COLLINS - WOLCOTT TO BEECH $1,481,501.00

Sidewalk Field paving at corner bulb outs brick/concrete pavers on concrete base 18" band 4" thick

8% Contractors Mobilization, General Conditions 2% Traffic Control 12% - Design Fees and Survey 10% Base Accuracy Contingency

GRAND TOTAL COLLINS - WOLCOTT TO BEECH

$118,520.08 $29,630.02 $177,780.12 $148,150.10 $1,955,581.32

2 intersections

Cost Estimate Page 4

Page 5

4-3

Casper Streets Enhancements BEECH STREET PLAZA + COLLINS BEECH TO KIMBALL

Prepared By: Nuszer Kopatz Prepared For: City of Casper/MPO

Item Demolition Asphalt Concrete Sidewalk Overhead Utility Undergrounding Curb & Gutter Storm Drainage Wet Utilities Site Structures and Landscape Utilities Storm Drainage Water Catch Basins Adjust Manholes / Valve Boxes Sanitary Power Misc Infrastructure Traffic Control + Signals Roadway Subgrade Preparation Asphalt - paving Concrete Driveways Curb + Gutter Pavement Markings

May 11, 2009

Quantity

Unit

48,700 400 1 1,970 190 0 1

SF SF ALLOW LF LF ALLOW ALLOW

Cost $0.67 $2.00 $100,000.00 $6.00 $20.00 $1,500.00 $10,000.00 Category Subtotal

Total

LF LF EA EA EA EA

$75.00 $50.00 $2,000.00 $450.00 $3,500.00 $1,500.00 Category Subtotal

$23,250.00 $0.00 $12,000.00 $2,700.00 $0.00 $0.00 $37,950.00

ALLOW

$15,000.00 Category Subtotal

$15,000.00 $15,000.00

$0.75 $3.70 $2,000.00 $18.00 $2,500.00 Category Subtotal

$28,200.00 $139,120.00 $6,000.00 $46,440.00 $2,500.00 $222,260.00

SF SF EA LF LS

Pavement Concrete - Grey Concrete - Colored with Finish Pavers Concrete - Building Band

1,450 2,220 300 200

SF SF SF SF

$6.00 $9.00 $22.00 $6.00 Category Subtotal

$8,700.00 $19,980.00 $6,600.00 $1,200.00 $36,480.00

Intersection Improvements Concrete - Std. Grey - roadway Brick Pavers - roadway Concrete - Colored Crosswalks Curb Ramp

0 3,700 1,600 8

SF SF EA EA

$15.00 $30.00 $18.00 $2,500.00 Category Subtotal

$0.00 $111,000.00 $28,800.00 $20,000.00 $159,800.00

4-4

1 1 1 35 17 8,720 7,900 15 16 10 4 3,260 1 1 10 500 7,900

Cost Estimate

ALLOW ALLOW ALLOW EA EA SF SF EA EA EA EA SF EA ALLOW EA LF SF

$50,000.00 $25,000.00 $150,000.00 $500.00 $275.00 $4.50 $1.00 $4,000.00 $2,500.00 $1,250.00 $1,500.00 $9.00 $25,000.00 $75,000.00 $500.00 $1.25 $0.90 Page 6

Notes

$32,629.00 $800.00 $100,000.00 per Rocky Mountain Power $11,820.00 $3,800.00 $0.00 $10,000.00 $159,049.00

310 0 6 6 0 0

37,600 37,600 3 2,580 1

Plaza Area Stage Structure Play Area Interactive Water Feature Street Trees Ornamental Trees Shrub Beds Sod Tree Grates Benches Trash Receptacle Bike Racks Concrete - Colored with Finish Entry Monument Art Display Panels Sculptural Pedestals Sleeving Allowance Spray-Turf

Casper Streets Enhancements

$50,000.00 $25,000.00 $150,000.00 $17,500.00 $4,675.00 $39,240.00 $7,900.00 $60,000.00 $40,000.00 $12,500.00 $6,000.00 $29,340.00 $25,000.00 $75,000.00 $5,000.00 $625.00 $7,110.00

Sidewalk Field paving at corner bulb outs brick/concrete pavers on concrete base 18" band 4" thick 1 intersection

BEECH STREET PLAZA + COLLINS BEECH TO KIMBALL

Prepared By: Nuszer Kopatz Prepared For: City of Casper/MPO

Item

May 11, 2009

Quantity

Unit

8,720 35 300 14,400 3,025 4

SF EA LF SF SF EA

$1.20 $24.00 $25.00 $6.00 $25.00 $2,500.00 Category Subtotal

Landscape Street Trees Ornamental Trees Shrub Beds

5 4 520

EA EA SF

$450.00 $275.00 $4.50 Category Subtotal

Irrigation Tap Backflow and Enclosure Controller - RainMaster Eagle Sleeving Allowance Drip-Shrub Beds Bubbler/Drip in Tree Grate

1 1 1 400 520 5

EA EA EA LF SF EA

$10,360.00 $900.00 $4,000.00 $1.25 $1.20 $70.00 Category Subtotal

$10,360.00 $900.00 $4,000.00 $500.00 $624.00 $350.00 $16,734.00

Furnishings Tree Grates Benches Trash Receptacle Bike Racks News Paper Stand

5 4 4 2 1

EA EA EA EA EA

Signage Regulatory Signage

$4,000.00 $2,500.00 $1,250.00 $1,500.00 $3,500.00 Category Subtotal

$20,000.00 $10,000.00 $5,000.00 2 per side $3,000.00 1 per side $3,500.00 1 per block $82,300.00

ALLOW

$5,000.00 Category Subtotal

Lighting Electrical Service Wiring/Conduit Lighting Control Center Vehicular / Intersection Light Mid-block Street Light Pedestrian Light Electrical Receptacles

1 1 1 1 1 14 14

ALLOW LS EA EA EA EA EA

$25,000.00 $10,000.00 $5,000.00 $15,000.00 $3,000.00 $10,000.00 $800.00 Category Subtotal

Drip-Shrub Beds Bubbler/Drip in Tree Grate Raised Curb Concrete - Std. Grey Brick Pavers Curb Ramp

Cost

SUBTOTAL BEECH PLAZA + COLLINS BEECH TO KIMBALL assumes new assumes re-use of existing equipment 3" cal 2" cal Shrubs, Perennials and Ornamental Grasses Bluegrass Sod

8% Contractors Mobilization, General Conditions 2% Traffic Control 12% - Design Fees and Survey 10% Base Accuracy Contingency

GRAND TOTAL BEECH PLAZA + COLLINS BEECH TO KIMBALL

2 per side 1 per side

Page 7

Total

Notes

$10,464.00 $840.00 $7,500.00 6" concrete $86,400.00 $75,625.00 $10,000.00 $745,719.00

$2,250.00 3" cal $1,100.00 2" cal $2,340.00 Shrubs, Perennials and Ornamental Grasses $5,690.00

$5,000.00 $5,000.00 $25,000.00 $10,000.00 $5,000.00 $15,000.00 head only - mount to traffic signal $3,000.00 $140,000.00 $11,200.00 $209,200.00

$1,620,657.50 $129,652.60 $32,413.15 $194,478.90 $162,065.75 $2,139,267.90

Casper Streets Enhancements

Casper Streets Enhancements DURBIN STREET

Prepared By: Nuszer Kopatz Prepared For: City of Casper/MPO

May 11, 2009

Item

Quantity

Unit

Cost

Total

Notes

Demolition Asphalt Traffic Signal Pole Foundations

250 1

SF $0.67 EA $2,500.00 Category Subtotal

$167.50 Center Island immediately south of Midwest $2,500.00 $2,667.50

Misc Infrastructure Replace Sign

EA $450.00 Category Subtotal

$7,200.00 $7,200.00

Roadway Subgrade Preparation Asphalt - paving Concrete - paving Curb + Gutter Pavement Markings

250 250 0 0 1

SF $0.75 SF $3.70 SF $7.00 LF $18.00 LS $5,000.00 Category Subtotal

$187.50 Remove "Pork-chop" Island @ Midwest $925.00 $0.00 $0.00 $5,000.00 $6,112.50

Traffic Signal Improvements 1st & Durbin Signal Pole Foundation (3' dia x 12' Deep) Signal Pole (match existing WYDOT) Mast Arm (Match Existing WYDOT) Traffic Signal Head (3 Section) Signal Wire, 7 conductor #14 2" PVC Signal Conduit Polymer Concrete Junction Boxes Mast Arm Street Sign (1st Street) Detection Loops, Single Conductor 2" PVC Detection Conduit Connection to Ex Controller / Controller Mods Programming 2nd & Durbin Signal Pole Foundation (3' dia x 12' Deep) Signal Pole w/ Black powder coating Mast Arm w/ Black powder coating Traffic Signal Head (3 Section) Signal Wire, 7 conductor #14 2" PVC Signal Conduit Polymer Concrete Junction Boxes Mast Arm Street Sign (1st Street) Detection Loops, Single Conductor 2" PVC Detection Conduit Connection to Ex Controller / Controller Mods Programming

WOLCOTT STREET

Prepared By: Nuszer Kopatz Prepared For: City of Casper/MPO

May 11, 2009

Item

Quantity

Unit

Demolition Asphalt Traffic Signal Pole Foundations

850 1

SF EA

$0.67 $2,500.00 Category Subtotal

$569.50 $2,500.00 $3,069.50

Misc Infrastructure Replace Sign

$450.00 Category Subtotal

$7,200.00 $7,200.00

Roadway Subgrade Preparation Asphalt - paving Concrete - paving Curb + Gutter Pavement Markings

850 850 0 0 1

SF SF SF LF LS

$0.75 $3.70 $7.00 $18.00 $5,000.00 Category Subtotal

$637.50 Remove "Pork-chop" Island @ Midwest $3,145.00 $0.00 $0.00 $5,000.00 $8,782.50

1 1 1 2 1 1 5 1 1 1 1 1

EA EA EA EA LS LS EA EA EA LS LS LS

$4,000.00 $3,900.00 $2,500.00 $950.00 $400.00 $750.00 $900.00 $300.00 $450.00 $800.00 $7,500.00 $2,500.00

$4,000.00 $3,900.00 $2,500.00 $1,900.00 $400.00 $750.00 $4,500.00 $300.00 $450.00 $800.00 $7,500.00 $2,500.00

1 1 1 2 1 1 5 1 1 1 1 1

EA EA EA EA LS LS EA EA EA LS LS LS

$4,000.00 $4,700.00 $2,900.00 $950.00 $400.00 $750.00 $900.00 $300.00 $450.00 $800.00 $7,500.00 $2,500.00 Category Subtotal

$4,000.00 $4,700.00 $2,900.00 $1,900.00 $400.00 $750.00 $4,500.00 $300.00 $450.00 $800.00 $7,500.00 $2,500.00 $60,200.00

Traffic Signal Improvements 1st & Wolcott Signal Pole Foundation (3' dia x 12' Deep) Signal Pole (match existing WYDOT) Mast Arm (Match Existing WYDOT) Traffic Signal Head (3 Section) Signal Wire, 7 conductor #14 2" PVC Signal Conduit Polymer Concrete Junction Boxes Mast Arm Street Sign (1st Street) Detection Loops, Single Conductor 2" PVC Detection Conduit Connection to Ex Controller / Controller Mods Programming 2nd & Wolcott Signal Pole Foundation (3' dia x 12' Deep) Signal Pole w/ Black powder coating Mast Arm w/ Black powder coating Traffic Signal Head (3 Section) Signal Wire, 7 conductor #14 2" PVC Signal Conduit Polymer Concrete Junction Boxes Mast Arm Street Sign (1st Street) Detection Loops, Single Conductor 2" PVC Detection Conduit Connection to Ex Controller / Controller Mods Programming

Cost

Total

Notes

1 1 1 2 1 1 5 1 1 1 1 1

EA EA EA EA LS LS EA EA EA LS LS LS

$4,000.00 $3,900.00 $2,500.00 $950.00 $400.00 $750.00 $900.00 $300.00 $450.00 $800.00 $7,500.00 $2,500.00

$4,000.00 $3,900.00 $2,500.00 $1,900.00 $400.00 $750.00 $4,500.00 $300.00 $450.00 $800.00 $7,500.00 $2,500.00

1 1 1 2 1 1 5 1 1 1 1 1

EA $4,000.00 EA $4,700.00 EA $2,900.00 EA $950.00 LS $400.00 LS $750.00 EA $900.00 EA $300.00 EA $450.00 LS $800.00 LS $7,500.00 LS $2,500.00 Category Subtotal

$4,000.00 $4,700.00 $2,900.00 $1,900.00 $400.00 $750.00 $4,500.00 $300.00 $450.00 $800.00 $7,500.00 $2,500.00 $60,200.00

SUBTOTAL DURBIN

$74,846.25

SUBTOTAL WOLCOTT

$77,717.25

8% Contractors Mobilization, General Conditions

$5,987.70

8% Contractors Mobilization, General Conditions

$6,217.38

10% Traffic Control

$7,771.73

12% - Design Fees and Survey 10% Base Accuracy Contingency

$9,326.07 $7,771.73

10% Traffic Control 12% - Design Fees and Survey 10% Base Accuracy Contingency

GRAND TOTAL DURBIN

Page 8

Higher than other areas to cover traffic $7,484.63 transition to two way roadway $8,981.55 $7,484.63

$104,784.75

Higher than other areas to cover traffic transition to two way roadway

GRAND TOTAL WOLCOTT $108,804.15

Page 9

Cost Estimate

4-5

Casper Streets Enhancements Prepared By: Nuszer Kopatz Prepared For: City of Casper/MPO

May 11, 2009

Item Signage Demolition Median Curb and Gutter Median Paving Sidewalk Park sidewalk Park Plaza paving Site Furnishings Crosswalk Curb Ramp Shade Tree Shrub/perennial beds Turf Shelter Irrigation Regulatory Signs Downtown Gateway Signage Casper College Signage

4-6

Casper Streets Enhancements

College Ave/Downtown Gateway

Quantity

Unit

Cost

1 340 1,200 1,150 2,000 1,250 1 560 6 19 3,500 4,000 1 1 1 1 0

ALLOW LF SF SF SF SF ALLOW SF EA EA SF SF ALLOW ALLOW ALLOW ALLOW NIC

$15,000.00 $18.00 $7.00 $4.50 $4.50 $7.00 $5,000.00 $18.00 $2,500.00 $450.00 $4.50 $1.00 $25,000.00 $7,500.00 $1,800.00 $25,000.00 $0.00 Category Subtotal

Total

Notes

$15,000.00 curb + gutter, asphalt, trees $6,120.00 $8,400.00 $5,175.00 brick w/ conc cap $9,000.00 $8,750.00 $5,000.00 $10,080.00 $15,000.00 $8,550.00 $15,750.00 $4,000.00 $25,000.00 $7,500.00 assumes tie into existing system and controller $1,800.00 $25,000.00 $0.00 $170,125.00

SUBTOTAL COLLEGE AVE/DOWNTOWN GATEWAY COST

$170,125.00

8% Contractors Mobilization, General Conditions 2% Traffic Control 12% - Design Fees and Survey 10% Base Accuracy Contingency Total College Ave/Downtown Gateway Cost

$13,610.00 $3,402.50 $20,415.00 $17,012.50 $224,565.00

Typical Downtown Wayfinding Node - per each

Prepared By: Nuszer Kopatz Prepared For: City of Casper/MPO

Item

May 11, 2009

Quantity

Misc Improvements Demolition Curb and Gutter Raised Planter Wall Corner Paving Intersection Paving - concrete Intersection Paving - brick Crosswalk Curb Ramp Ornamental Tree Shrub/perennial beds Irrigation Downtown Wayfinding Marker

1 360 480 580 1,650 1,350 1,050 8 8 1,480 1 4

Unit

Cost

Total

ALLOW $1,500.00 LF $18.00 LF $150.00 SF $7.00 SF $15.00 SF $25.00 SF $18.00 EA $2,500.00 EA $275.00 SF $4.50 ALLOW $2,500.00 EA $3,000.00 Category Subtotal

$1,500.00 $6,480.00 $72,000.00 $4,060.00 $24,750.00 $33,750.00 $18,900.00 $20,000.00 $2,200.00 $6,660.00 $2,500.00 $12,000.00 $204,800.00

Subtotal Typical Downtown Wayfinding Node Cost - per each

$204,800.00

8% Contractors Mobilization, General Conditions 2% Traffic Control 12% - Design Fees and Survey 10% Base Accuracy Contingency Total Typical Downtown Wayfinding Node Cost - per each

$16,384.00 $4,096.00 $24,576.00 $20,480.00 $270,336.00

Cost Estimate Page 10

Page 11

Notes

remove C+G, cut asphalt, remove ramps brick w/ conc cap

assumes tie into existing system and controller design TBD

MEETING NOTES

TING NOTES

1600 SPECHT POINT ROAD, SUITE 109, FORT COLLINS, CO, 80525 970.224.2539 fax 303.534.3884 www.nuszer-kopatz.com 1600 SPECHT POINT ROAD, SUITE 109, FORT COLLINS, CO, 80525 970.224.2539 fax 303.534.3884 www.nuszer-kopatz.com

Project: Casper Streets Enhancements, Public Mtg #1 Meeting Date + Time: 17 Dec 2008, 6:30-8:30 : Casper Streets Enhancements, Public Mtg #1 pm g Date Meeting + Time: Attendees: 17 Dec 2008, 6:30-8:30 pm sheet See sign-in

g Attendees:

See sign-in sheet

Distribution: project team, file

ution: project team, file

Discussion items: sion items:

em neral ments nd cerns

Comment Resp most “hilly” streets. Item Comment Resp INFO Food General Ugly flower pots Mossholders areabynot planted and eye sores. by Ugly flower pots Mossholders area not planted andand eyeflower sores.gardens INFO No more mono-cropped median (and other) plantings: too comments No more one-ways Creates economic zones economic dead Noplease! more one-ways please!dead Creates zones vulnerable to disease, loosing one plant looks like missing a tooth Medians w/ trees on Beech/Durbin in old neighborhoods and Medians w/ trees on Beech/Durbin in old neighborhoods (all crabapples) Good ideas for infill development along Collins. There are too concerns Good ideas for infill development along Collins. There are in too Plant NOW next development areas. many empty, weedy parcels. many empty,w/weedy Community Garden combined public parcels. art or housing project infill Bike lane on 12th and 13th to further slow traffic Kill stopproject light on infill 9th and Wolcott – it is ridiculous. Round-about? a great idea here (Collins). Community Garden combined w/ public art or housing st nd Sidewallk on hill of 12th – no forced walking in streets. Curb returns – connect West 1 to East(Collins). 2 , connect South Wolcott a great idea here Nice apartment buildings in Bi-Rite area with businesses on ground to North Center South Wolcott Curb returns – connect West 1st to East 2nd, connect floor. Community Gardens in infill areas on Collins to North Center Emphasize walkability, biking and synergies with OYD and More enforcement of speeding and other traffic laws need Community Gardens areas on Collins parkway system. Street crossings more time, especiallyinatinfill 1st and Center. More enforcement of speeding and laws Radial streets idea in OYD save historical buildings. Diagonals and parallels mixed parking can be confusing – other I’ve traffic st and MakeCenter. wide under-used streets narrower w/ trees. seen vehicles parked diagonal in parallel Center between at 1 Street crossings need spots more(on time, especially Much of Downtown looks “noisy”, cluttered, confusing. A simplified 2nd and Midwest) Diagonals and parallels mixed parking can be confusing – I’ve unifying element would Make all auto bridges have pedestrian capabilities on one or both seen vehicles parked diagonal in parallel spots (on Center between help. Subsidized day care for children of qualified downtown workers. sides of them (left/right). 2nd and Midwest) Safe “play-parks” for children and seniors to enjoy. Slopes on sidewalks seem steep on Wolcott (west side of street) nd 2Make all auto bridges have pedestrian capabilities on one or both Need to change Wolcott and Durbin to 2-way traffic. between 1st and . st sides of them (left/right). Any streets that are replaced need all water, sewer renewed at the What about parking garage and retail facility on 1 /Center lot? st st or Slopes onand sidewalks seem steep on Wolcott (west same side of street) time to avoid additional costs later. Garage 1 level retail 1 garage above. nd for N-S traffic on Beech. Do engineering concept design for N Wolcott to N Kimball all the light is cycled too2fast Beech and 1st stop between 1st and . to C street BICYCLES What about parking garage and retail facility on way 1st/Center lot?(make sure drainage ties in) Public sculpture competitions, well advertised - The only bike rack in the downtown area is at the st st library. More Garage 1 level or retail 1 and garage above. One or more “light fountains” Downtown. would be inviting to riders. light River is cycled toosystem fast for on for Beech. Beech 1sttostop traffic Incentives companies to donate labor and materials to install - Connecting on-street bikeand trails the Platte Parkway is N-S solar panels for non-profits such as Joshua’s Storehouse. Talk to appealing. BICYCLES only bike in the library. about Morethis. - A line painted- onThe the street is fine,rack but does notdowntown offer much area is at theJoshua’s More “shop and eat downtown” campaigns. protection, and many riders are concerned about this. would be inviting to riders. nd - Trails in the City good, but on-street an E-W, N-S trailtrails 2 and CY would - are Connecting bike to the Platte River Parkway system is complement Center street. appealing. Bicycle paths should be practical for transportation – not just on the

A line painted on the street is fine, but does not offer much -1protection, and many riders are concerned about this. Trails in the City are good, but an E-W, N-S trail 2nd and CY would

A P P E N D I X

Appendix

A-1

MEETING NOTES 1600 SPECHT POINT ROAD, SUITE 109, FORT COLLINS, CO, 80525 970.224.2539 fax 303.534.3884 www.nuszer-kopatz.com

Project: Meeting Date + Time: Meeting Attendees:

Casper Streets Enhancements, Public Mtg #2 18 Mar 2009 See sign-in sheet

Distribution: project team, file Discussion items: Item Comment General - As to “traffic calming” – we need strategies to reduce the idling comments time at stop lights and encourage people to maintain speeds of 30and 35 MPH so we save on fuel and patience. concerns - I’d like to see the barrier across from the NIC be taken down so we can open up access to that area. I realize there will be traffic issues, but I think it will provide more connectivity as well as accessibility to the NIC and the neighborhood. - Love the elimination of one-ways in Downtown. 3 lanes on Center St has proven to be a bad idea. Unsafe, congested parking. - Good idea to eliminate one-ways Downtown. They are dangerous and ugly. This would make the streets and businesses more accessible. - Sure hope these ideas considered the fact that most people drive huge vehicles in Casper. - Good work… interesting ideas. Like the idea of more walkability, trees and greenery and ditching the one-way messes. - Parking at library – don’t lose any, add if possible. Gets very crowded now. - Making Downtown more pedestrian friendly is a great idea! It will bring more business and make Casper a more appealing place to live! - I love the Downtown Gateway area at 5th/Center, but does this mean another sculpture? - I really like the idea of cutting off 5th at Center. That area is a malfunction junction. I also love the public meeting space along Beech.

-1-

A-2

Appendix

Resp INFO

MEETING NOTES MEETING NOTES SPECHT ROAD, SUITE 109, COLLINS, CO, 80525 1600 SPECHT POINT1600 ROAD, SUITEPOINT 109, FORT COLLINS, CO,FORT 80525 970.224.2539www.nuszer-kopatz.com fax 303.534.3884 www.nuszer-kopatz.com 970.224.2539 fax 303.534.3884

Project: Casper Streets Enhancements, Project: Casper Streets Enhancements, Public Mtg #3 Public Mtg #3 Time: Meeting Date +Meeting Time: Date15+Apr 2009 15 Apr 2009 Meeting Attendees: See sign-in sheet Meeting Attendees: See sign-in sheet

Distribution: project team, file team, file Distribution: project

Discussion items: Discussion items: Item General

Item Comment Comment - Itbetter! keeps getting better! Totally cool - ItGeneral keeps getting Totally cool -

Resp INFO

Need vandal resistant bicycle parking-locking racks.

nd designto choose bench configurations which and Collins to autoclosure not Traffic Close Beech between Traffic viable,closure design not viable, - Need Close Beech- between 2nd and Collins 2to auto to remain as-is to remain as-is create a pedestrian mall. discourage sleeping on them and encourage traffic; create atraffic; pedestrian mall. homeless to utilize approved shelters I LOVE the proposed plans for Beech St. Will be INFO I LOVE the proposed plans for Beech St. Will be INFO great forgathering a community gathering place. - Need motorcycle-locking provisions great for a community place.

will be used per existing Angle will be usedAngle per existing - Use 45than degree 60 degree angled - Need to make all motor bridges have pedestrian Use 45 degree rather 60 rather degreethan angled city standards to maximize city standards to maximize parking. sections. parking. parking parking

- soil Userather structural rather than vaults for Will treesbe explored inWill be explored in- detailed Need to encourage owners of buildings to apply Use structural thansoil vaults for trees detailed design design graffiti-resistant coating over paint on outside - Make the overall designs for and special spaces and walls. Make the overall designs for special spaces Detailsas will be evaluated as Details will be evaluated details more ‘indigenous’ shapes, colors, textures, details more ‘indigenous’ shapes, colors, textures, design moves forward design moves forward etc. - Need to employ feng-shui architectural principles etc. to calm traffic and “uplift” areas and flows. Optionstowill be explored to offset Need holistic strategy to mitigate parking loss on Options will be explored offset Need holistic strategy to mitigate parking loss on some parking losssome parking loss Wolcott. Wolcott.

- Make the primary element, stop will be evaluated Make the transit stop the the transit primarystop design element,designTransit stop will beTransit evaluated not an afterthought. further during not an afterthought. further during detailed design detailed design

- No fountains No fountains

No curb and gutter in the Beech Plaza Usewill of be roll-over curb will be No curb and- gutter in the Beech Plaza Use of roll-over curb

We need maintain the parking We need to -maintain theto parking access to the access to the Designtowill be modified to Design City lotofatBeech the corner of BeechThis and Collins. Thiswill be modified City lot at the corner and Collins. this access thisaccommodate access is used by residents of the Skylineaccommodate Towers parking is usedparking by residents of the Skyline Towers Apartments. Apartments.

Designs are compliant Use of center arms with City standard bench can be explored in final design phase. Not a part of this project scope. Not a part of this project scope.

Not a part of this project scope.

Detailed design evaluations will be completed in future phases.

Any water featuresAny will water be features will be evaluated during detailed design evaluated during detailed design explored detailed design phase explored in detailed design in phase

-1-

Appendix

A-3

A-4

Appendix

General Information Analyst Agency/Co. Date Performed Analysis Time Period Project Description East/West Street: Intersection Orientation:

ALL-WAY STOP CONTROL ANALYSIS

TWO-WAY STOP CONTROL SUMMARY Site Information Intersection Jurisdiction Analysis Year

03/30/2009 5:00 pm

Collins & Beech

Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Median Type RT Channelized Lanes Configuration Upstream Signal Minor Street Movement Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Percent Grade (%) Flared Approach Storage RT Channelized Lanes Configuration

Analyst Agency/Co. Date Performed Analysis Time Period

Intersection Jurisdiction Analysis Year

East-West

1 L 20 0.82

Eastbound 2 T 228 0.82

3 R 4 0.82

278

0 LT

4 L 32 0.82

Westbound 5 T 205 0.82

6 R 5 0.82

250

0 1 R

0 LT

Approach Movement %Thrus Left Lane

PHF

0 1 R

Flow Rate (veh/h) % Heavy Vehicles

Southbound 11 T 91 0.82

12 R 49 0.82

110

2 0 N 0

Lane Configuration

v (veh/h)

C (m) (veh/h)

1309

v/c 95% queue length Control Delay (s/veh)

0 0 TR

114

1280

312

529

361

503

Capacity (veh/h)

0.02

0.03

0.07

0.08

0.16

0.23

Delay (s/veh)

0.06

0.09

0.24

0.26

0.54

0.86

LOS

7.8

7.9

17.5

12.4

16.8

14.2

Approach: Delay (s/veh)

LOS

Approach Delay (s/veh)

Northbound T

Southbound T

1 50

Westbound L2

Northbound L2

LT 0.82 289 2

2 5

Generated: 3/30/2009

1:54 PM

R 0.82 6 2

Southbound L2

LT 0.82 23 2

TR 0.82 43 2

2 5

LT 0.82 55 2

2 5

TR 0.82 113 2 2 5

0.1 0.0 0.0 0.5 -0.7 1.7 0.1

0.0 1.0 0.0 0.5 -0.7 1.7 -0.7

0.3 0.0 0.0 0.5 -0.7 1.7 0.2

0.0 0.6 0.0 0.5 -0.7 1.7 -0.4

0.0 0.0 0.0 0.5 -0.7 1.7 0.0

0.0 0.5 0.0 0.5 -0.7 1.7 -0.3

3.20 0.26 5.61 0.45

3.20 0.01 4.84 0.01

3.20 0.02 6.50 0.04

3.20 0.04 5.95 0.07

3.20 0.05 6.21 0.09

3.20 0.10 5.84 0.18

2.5

4.2

3.6

3.9

2.3 3.3

2.3

2.3 3.5

Capacity and Level of Service Eastbound L1

LOS

552 13.07 B

Westbound L2

254 7.56 A 13.00 B

Intersection LOS

C Version 5.3

205

Intersection Delay (s/veh)

15.1

B HCS+TM

0.25

Saturation Headway Adjustment Worksheet Prop. Left-Turns 0.1 0.0 Prop. Right-Turns 0.0 1.0 Prop. Heavy Vehicle 0.0 0.0 hLT-adj 0.5 0.5 hRT-adj -0.7 -0.7 hHV-adj 1.7 1.7 hadj, computed 0.1 -0.7 Departure Headway and Service Time hd, initial value (s) 3.20 3.20 x, initial 0.27 0.00 hd, final value (s) 5.57 4.83 x, final value 0.47 0.01 Move-up time, m (s) 2.3 Service Time, ts (s) 3.3 2.5

Southbound

14.2

228

Duration, T

R 0.82 4 2

Geometry Group

10 L 1 0.82

Northbound

Westbound T

LT 0.82 302 2

No. Lanes

9 R 22 0.82

0 LT

Northbound 8 T 28 0.82

Eastbound

7 L 5 0.82

0 LT

Eastbound T

5 50

Volume (veh/h)

0 0 TR

%Thrus Left Lane

Configuration

North/South Street:

Approach Movement

Undivided

Collins & Beech

Volume Adjustments and Site Characteristics Volume (veh/h)

Approach LOS

03/30/2009 5:00 pm

East/West Street:

North/South Street: Study Period (hrs): 0.25

Delay, Queue Length, and Level of Service Approach Eastbound Westbound Movement

Site Information

Project ID

Vehicle Volumes and Adjustments Major Street Movement

General Information

539 12.83 B

Northbound

Southbound

256 7.58 A 12.72 B

273 9.48 A

293

305 9.56

9.10 A

363 9.84

9.23 A

A 9.75 A

11.95 B HCS+TM Version 5.3

Generated: 3/30/2009

Appendix

1:47 PM

A-5

ALL-WAY STOP CONTROL ANALYSIS

TWO-WAY STOP CONTROL SUMMARY General Information

Site Information

Analyst Agency/Co. Date Performed Analysis Time Period Project Description East/West Street: Intersection Orientation:

Intersection Jurisdiction Analysis Year

03/30/2009 5:00 pm

Collins & Durbin

Analyst Agency/Co. Date Performed Analysis Time Period

Intersection Jurisdiction Analysis Year

East-West

1 L 32 0.82

Eastbound 2 T 236 0.82

3 R 33 0.82

287

1 L

4 L 56 0.82

Westbound 5 T 222 0.82

6 R 5 0.82

270

0 1 R

1 T 0

Approach Movement %Thrus Left Lane

-PHF

0 0 TR

2 T 0

Flow Rate (veh/h) % Heavy Vehicles

12 R 10 0.82

2 0 N 0

Lane Configuration

222

Northbound T

Southbound T

4 50

Westbound L2

TR 0.82 327 2

Northbound L2

L 0.82 68 2

0 0 TR

TR 0.82 276 2

LT 0.82 27 2

TR 0.82 58 2

2 5

LT 0.82 23 2

2 5

TR 0.82 31 2 2 5

1.0 0.0 0.0 0.5 -0.7 1.7 0.5

0.0 0.0 0.0 0.5 -0.7 1.7 0.0

0.2 0.0 0.0 0.5 -0.7 1.7 0.1

0.0 0.6 0.0 0.5 -0.7 1.7 -0.4

0.2 0.0 0.0 0.5 -0.7 1.7 0.1

0.0 0.4 0.0 0.5 -0.7 1.7 -0.2

3.20 0.06 5.80 0.11

3.20 0.25 5.28 0.41

3.20 0.02 6.40 0.05

3.20 0.05 5.85 0.09

3.20 0.02 6.43 0.04

3.20 0.03 6.07 0.05

2.3 3.5

Eastbound

1284

1229

298

481

268

384

Capacity (veh/h)

v/c

0.03

0.06

0.09

0.12

0.09

0.08

Delay (s/veh)

95% queue length

0.09

0.18

0.31

0.42

0.29

0.27

LOS

Control Delay (s/veh)

7.9

8.1

18.3

13.5

19.7

15.2

Approach: Delay (s/veh)

LOS

Approach Delay (s/veh)

15.1

17.2

2.3 3.0

4.1

Approach LOS

LOS

289 8.88 A

Westbound L2

577 12.48 B 12.10 B

Intersection Delay (s/veh) Intersection LOS 1:53 PM

Southbound L2

2.3 3.5

4.1

3.8

Capacity and Level of Service

Generated: 3/30/2009

0.25

C (m) (veh/h)

HCS+TM Version 5.3

Saturation Headway Adjustment Worksheet Prop. Left-Turns 1.0 0.0 Prop. Right-Turns 0.0 0.1 Prop. Heavy Vehicle 0.0 0.0 hLT-adj 0.5 0.5 hRT-adj -0.7 -0.7 hHV-adj 1.7 1.7 hadj, computed 0.5 -0.1 Departure Headway and Service Time hd, initial value (s) 3.20 3.20 x, initial 0.03 0.29 hd, final value (s) 5.79 5.20 x, final value 0.06 0.47 Move-up time, m (s) 2.3 Service Time, ts (s) 3.5 2.9

Southbound

236

Duration, T

Northbound

2 5

Geometry Group

Southbound 11 T 33 0.82

0 LT

Westbound T

L 0.82 39 2

No. Lanes

10 L 4 0.82

Eastbound

9 R 31 0.82

0 LT

Northbound 8 T 37 0.82

0 0 TR

Eastbound T

5 50

Volume (veh/h)

Configuration

1 L

%Thrus Left Lane

7 L 5 0.82

Appendix

North/South Street:

Approach Movement

Undivided

Collins & Durbin

Volume Adjustments and Site Characteristics Volume (veh/h)

Movement

A-6

03/30/2009 5:00 pm

East/West Street:

North/South Street: Study Period (hrs): 0.25

Delay, Queue Length, and Level of Service Approach Eastbound Westbound

v (veh/h)

Site Information

Project ID

Vehicle Volumes and Adjustments Major Street Movement

General Information

Northbound

Southbound

318 9.21 A

526 11.53 B 11.07 B

277 9.43 A

9.15 A

308

9.24 A

273 9.41

281 9.11

A 9.24 A

11.21 B HCS+TM Version 5.3

Generated: 3/30/2009

1:10 PM

2008 PM Peak Corrdir SIM SimTraffic Simulation Summary

3/30/2009

Summary of All Intervals Start Time End Time Total Time (min) Time Recorded (min) # of Intervals # of Recorded Intvls Vehs Entered Vehs Exited Starting Vehs Ending Vehs Denied Entry Before Denied Entry After Travel Distance (mi) Travel Time (hr) Total Delay (hr) Total Stops Fuel Used (gal)

6:57 7:15 18 15 2 1 253 245 18 26 1 0 84 4.1 1.0 395 7.5

Interval #0 Information Seeding Start Time 6:57 End Time 7:00 Total Time (min) 3 Volumes adjusted by Growth Factors. No data recorded this interval.

Interval #1 Information Recording Start Time 7:00 End Time 7:15 Total Time (min) 15 Volumes adjusted by PHF, Growth Factors. Vehs Entered Vehs Exited Starting Vehs Ending Vehs Denied Entry Before Denied Entry After Travel Distance (mi) Travel Time (hr) Total Delay (hr) Total Stops Fuel Used (gal)

253 245 18 26 1 0 84 4.1 1.0 395 7.5

SimTraffic Report Page 1 J-U-B Engineers, Inc.

Appendix

A-7

A-8

Appendix

62 189 57

9 95 12

9 127 20

W Collins

Main Street

24 157 15 E Collins 9 127 20

Main Street

62 244 2

28 93 8

28 93 8 W Collins

Main Street



Main Street



E Collins

15 62 3

2008 AM Collins_Center Existing 4 Leg 3/18/2009

Lane Group Lane Configurations Ideal Flow (vphpl) Total Lost Time (s) Leading Detector (ft) Trailing Detector (ft) Turning Speed (mph) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Satd. Flow (RTOR) Headway Factor Link Speed (mph) Link Distance (ft) Travel Time (s) Volume (vph) Peak Hour Factor Adj. Flow (vph) Lane Group Flow (vph) Turn Type Protected Phases Permitted Phases Detector Phases Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) Maximum Green (s) Yellow Time (s) All-Red Time (s) Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) Recall Mode Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS 3/18/2009 3/18/2009 J-U-B Engineers, Inc.

3: W Collins & Main Street

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

1900 4.0 50 0 15 1.00

1900 4.0 50 0

1900 4.0

1900 4.0 50 0 15 1.00

1900 4.0 50 0

1900 4.0

1900 4.0 50 0 15 1.00

1900 4.0 50 0

1900 4.0

1900 4.0 50 0 15 1.00

1900 4.0 50 0

1900 4.0

0.950 1770 0.513 956

1.00

0.95 0.999 3536 3536 2 1.00 30 6298 143.1 244 0.75 325 328

62 0.75 83 83 pm+pt 7 4 4 7 4 5.0 5.0 9.0 9.0 15.0 42.0 21.4% 60.0% 11.0 38.0 3.0 3.0 1.0 1.0 Lead Yes 3.0 3.0 Max None

24.3 0.35 0.18 16.0 0.0 16.0 B

24.3 0.35 0.27 16.6 0.0 16.6 B 16.5 B

9 0.95

0.950 1770 0.554 0 1032 Yes 0

1.00

2 0.75 3 0

15 0.75 20 20 Perm

0.95 0.980 3468 3468 26 1.00 30 8312 188.9 157 0.75 209 241

8 8 8 8 5.0 5.0 21.0 21.0 0.0 27.0 27.0 0.0% 38.6% 38.6% 23.0 23.0 3.0 3.0 1.0 1.0 Lag Lag Yes Yes 3.0 3.0 None None 5.0 5.0 12.0 12.0 0 0 9.3 9.3 0.13 0.13 0.15 0.50 28.3 28.4 0.0 0.0 28.3 28.4 C C 28.4 C

9 0.95

0.950 1770 0.641 0 1194 Yes 0

1.00

24 0.75 32 0

9 0.75 12 12 Perm

1.00 0.979 1824 1824 13 1.00 30 4748 107.9 127 0.75 169 196

9 1.00

0.950 1770 0.592 0 1103 Yes 0

1.00

20 0.75 27 0

8 0.75 11 11 Perm

1.00 0.966

9 1.00

1799

0 Yes

23 1.00 30 3972 90.3 93 0.75 124 161

2 2 2 2 5.0 5.0 24.0 24.0 0.0 28.0 28.0 0.0% 40.0% 40.0% 24.0 24.0 3.0 3.0 1.0 1.0

3.0 3.0 C-Max C-Max 5.0 5.0 14.0 14.0 0 0 37.7 37.7 0.54 0.54 0.02 0.20 8.6 8.9 0.0 0.0 8.6 8.9 A A 8.8 A

3.0 3.0 C-Max C-Max 5.0 5.0 14.0 14.0 0 0 37.7 37.7 0.54 0.54 0.02 0.16 8.6 8.0 0.0 0.0 8.6 8.0 A A 8.0 A

1.00

28 0.75 37 0

0.0 0.0%

Synchro 6 Report Page 1

2008 AM Collins_Center Existing 5 Leg 3/18/2009

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL2

SBT

SBR NWL2

NWL

NWR

1900 4.0 50 0 15 1.00

1900 4.0 50 0

1900 4.0

1900 4.0 50 0 15 1.00

1900 4.0 50 0

1900 4.0

1900 4.0 50 0 15 1.00

1900 4.0 50 0

1900 4.0

1900 4.0 50 0 15 1.00

1900 4.0 50 0

1900 4.0

1900 4.0 50 0 15 1.00 0.971 0.961 1738 0.961 1738

1900 4.0

1.00 30 6461 146.8 62 0.75 83 103

1.00

0.950 1770 0.537 1000

1.00

0.95 0.965 3415

3415

0.950 1770 0.554 1032

1.00 30 6298 143.1 189 0.75 252 328

1.00

57 0.75 76 0

12 0.75 16 16 Perm

62 0.75 83 83 pm+pt 7 4 4 7 4 5.0 5.0 9.0 9.0 9.0 30.0 12.9% 42.9% 5.0 26.0 3.0 3.0 1.0 1.0 Lead Yes 3.0 3.0 Max None

15.4 0.22 0.29 23.7 0.0 23.7 C

9 0.95

15.4 0.22 0.44 24.7 0.0 24.7 C 24.5 C

0.95 0.987

9 0.95

3493

0 Yes

12 1.00 30 8312 188.9 95 0.75 127 139

8 8 8 8 5.0 5.0 21.0 21.0 0.0 21.0 21.0 0.0% 30.0% 30.0% 17.0 17.0 3.0 3.0 1.0 1.0 Lag Lag Yes Yes 3.0 3.0 None None 5.0 5.0 12.0 12.0 0 0 7.7 7.7 0.11 0.11 0.14 0.35 30.2 28.4 0.0 0.0 30.2 28.4 C C 28.6 C

0.950 1770 0.637 1187

1.00

9 0.75 12 0

9 0.75 12 12 Perm

1.00 0.979

9 1.00

1824

0.950 1770 0.586 1092

1.00 30 4748 107.9 127 0.75 169 196

1.00

20 0.75 27 0

8 0.75 11 11 Perm

2 2 2 2 5.0 5.0 24.0 24.0 0.0 27.0 27.0 0.0% 38.6% 38.6% 23.0 23.0 3.0 3.0 1.0 1.0 Lag Lag Yes Yes 3.0 3.0 C-Max C-Max 5.0 5.0 14.0 14.0 0 0 23.0 23.0 0.33 0.33 0.03 0.33 16.3 19.6 0.0 0.0 16.3 19.6 B B 19.4 B

1.00 0.966

9 1.00

1799

0 Yes

23 1.00 30 3972 90.3 93 0.75 124 161

2 2 2 2 5.0 5.0 24.0 24.0 0.0 27.0 27.0 0.0% 38.6% 38.6% 23.0 23.0 3.0 3.0 1.0 1.0 Lag Lag Yes Yes 3.0 3.0 C-Max C-Max 5.0 5.0 14.0 14.0 0 0 23.0 23.0 0.33 0.33 0.03 0.27 16.4 16.2 0.0 0.0 16.4 16.2 B B 16.2 B

1900 4.0 50 0 15 1.00 0.950 1770 0.950 1770

1.00

28 0.75 37 0

3 0.75 4 4 Perm

1 1 1 1 5.0 5.0 9.0 9.0 0.0 13.0 13.0 0.0% 18.6% 18.6% 9.0 9.0 3.0 3.0 1.0 1.0 Lead Lead Yes Yes 3.0 3.0 Max Max

19.6 0.28 0.01 20.3 0.0 20.3 C

9 1.00

0 0

15 0.75 20 0

0.0 0.0%

19.6 0.28 0.21 22.4 0.0 22.4 C 22.3 C

3/18/2009 3/18/2009 J-U-B Engineers, Inc.

Appendix

A-9

C a s p e r

S t r e e t s

E n h a n c e m e n t

S t u dy