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HomeMy WebLinkAbout12-15-2003 Study SessionDublin City Council Study Session Monday, December 15, 2003 Mayor McCash called the Study Session to order at 6:15 p.m. in Council Chambers at the Dublin Municipal Building. The study session topic is the Muirfield/Brand Road roundabout alternatives. Present were: Mayor McCash, Mrs. Boring, Ms. Salay, Ms. Chinnici-Zuercher and Mr. Lecklider. Mr. Reiner arrived at 6:20 p.m. Mr. Kranstuber arrived at 7:00 p.m. Staff members present were: Ms. Brautigam, Ms. Grigsby, Mr. Smith, Mr. Ciarochi, Mr. Hammersmith, Ms. Willis, Ms. Martin, Ms. Wilt, and Mr. Richardson Mr. Hammersmith stated that staff is presenting tonight the results of the preliminary engineering for the Muirfield Drive/Brand Road intersection improvement, in particular the roundabout alternative. Council had directed staff on October 6 to proceed with a request for proposal for accelerating the intersection improvement. On October 20, staff presented a recommendation to select the design consultants for this intersection. He noted that the project would require extraordinary effort on the part of all involved to complete the project within the desired timeframes. He then introduced the staff members working on the project: Ken Richardson, Jean Willis, Jeannie Martin, and Christi Keller-Wilt. The project managers from Burgess & Niple are Dennis Chelsea and Don Mares, and the lead person on the team from B&N is Jim Dippel. Jim Dippel, B&N noted that they are responsible for project management and final design of the project, once the alternative is selected. To accomplish this project in the quality desired, they have assembled a team of sub consultants. They include Kittleson & Associates who specialize in transportation planning and traffic engineering firm and who are a nationally recognized expert in roundabout design and implementation. Ed Myers, a senior principal from the Baltimore office is present tonight for presentation of the findings and recommendations. Jim Burkhart, of James Burkart Associates leads the landscape design portion of the project. He has worked extensively with Dublin on other projects. Tonight's presentation will include analysis of the alternatives, the landscape features, and a brief discussion of the schedule and budget far the project. Ed Myers, Kittleson & Associates stated that their firm is nationally recognized in roundabout design and have developed several of the federal documents used for planning and design of roundabouts as well as state design guides for Maryland, Arizona and Kansas. He has been involved with roundabout planning and design for 15 years. He then reviewed the existing conditions at the intersection of Brand and Muirfield Drive. The unusual part of the intersection is the need for Brand Road drivers Study Session Monday, December 15, 2003 Page 2 proceeding straight through the intersection to stop twice through the intersection. This is a little unusual and does not meet driver expectancy, and it may contribute to the accident problems in this location. He reviewed the key features of roundabouts, including circulatory roadway, the central island, splitter islands, the entry and exit widths and crosswalk areas. He noted that several alternatives were explored for the traffic volumes at this intersection. The Opening Year roundabout design has two lanes entering and exiting on Muirfield Drive and one lane entering and exiting on Brand Road -the same number of lanes in existence today. The second alternative is a two-lane Brand Road roundabout design that adds a second lane on Brand. In year 2030, other options may be needed to address capacity issues, such as right turn bypass lanes which could be done within the existing intersection. He does not recommend this design at the outset, but by the year 2030, this may be quite common. The design would accommodate this future modification. In looking at a signalized alternative, it would require seven lanes on Brand Road and six lanes on Muirfield Drive to handle the traffic. Most accidents at the existing intersection - 75 percent -are angle-type accidents occurring at stop signs. These are the type that result in serious injuries and fatalities. A further summary of accidents shows that 75 percent were angled, 90 percent occurred an dry surface, most occurred in the daytime, and 25 percent were injury accidents. Roundabouts reduce the number of accidents and their severity, as they eliminate the potential for right angle collisions. They reduce the number of conflict points and reduce the speeds of vehicles to 20-25 mph in the approach. In looking at operations, during the a.m. peak hours, the roundabout will have less delay than either a signal or stop controlled intersection. In the p.m. peak, a similar scenario -the roundabout continues to be the better alternative. Burgess & Niple performed traffic counts at the end of October, input those numbers into the regional model and updated them, based on the current land uses. The total future buildout is estimated at 2030 with 4,900 vehicles, and the interim year of 2020 is projected to include 3,600 vehicles. In the year 2020, a second lane will likely be needed on Brand. He reviewed the various alternatives and the related delays projected, as outlined in the slides. Study Session Monday, December 15, 2003 Page 3 In summary, the Opening Year roundabout is recommended as the best alternative, both operationally and from a safety perspective. The design can accommodate future modifications as needed. Jim Burkhart noted that there are three important points in terms of the concept for the architectural design: 1. The Jack Nicklaus sculpture is located in this area and the intersection is the gateway to the renowned golf course. This was a major criteria used as the design basis. 2. There are safety issues to be considered in the design. 3. Dublin is renowned for its landscaping, but future maintenance costs must also be considered. He has continued the concept from the Jack Nicklaus sculpture, developed in conjunction with City landscape architect Jeannie Martin, of creating a series of architectural mounds with natural grasses. In addition, it was important to maintain a view across the roundabout, and sa a series of pot bunkers was created with vertical stonewalls. He then showed a rendering of the concepts that ties to the golf course image. Mr. Dippel stated that the City desires construction of the project within a short timeframe, with the roadway portion to begin after the Tournament and opening before school begins. The schedule is very challenging and could be affected by such factors as weather and the possibility of closing Brand Road to through traffic during construction. The road would remain open for emergency vehicles. Incentives and disincentives could be included in the contract -rewarding the contractor for early completion and penalizing for later completion. It may be necessary to allow for extended hours of construction in order to complete the project. In terms of the budget, the preliminary estimates for the Opening Day roundabout with the two lanes on Muirfield and single entrance lanes on Brand Road are $1.4 million for construction, including lighting and landscaping. If the City wants to bury the overhead utilities, this item is not included in the $1.4 million estimate. He offered to respond to questions. Ms. Chinnici-Zuercher asked about the additional costs for two lanes with right turn bypasses. Mr. Dippel responded that they did not review this option, but it would likely add approximately $200,000 to the project. Mr. Hammersmith added that the presentation was provided to the Police and Fire Departments and the same issue was raised. Mrs. Boring asked if this change would impact the construction schedule. Study Session Monday, December 15, 2003 Page 4 Mr. Myers responded that the team did consider this option. However, the desire is to make the roundabout as simple as possible for the public education phase. The more lanes added, the more complex it is, and the less safe. From an operational standpoint, the Opening Year roundabout is projected to operate safety and efficiently for 10 to 15 years into the future. They do not recommend adding lanes at this time, but it would be prudent to preserve the right of way needed to add them later. Adding lanes at this point would also be particularly challenging for pedestrians. Mr. Reiner asked about the estimated cost for burying utilities. Mr. Dippel stated that the cost can vary, but he would estimate in the range of $200-300,000. Mr. Hammersmith stated that this option can be reviewed in the final detailed design phase, and he will report back to Council at that time. Mr. Lecklider noted that the project estimate seems high compared to previous estimates for signalization. He had understood a roundabout would be less expensive than a signalized intersection. Mr. Hammersmith responded that, generally speaking, it is. But there will be much more capacity with the modern roundabout, enhanced safety and lower operational costs into the future. The difference in this case is the wide median with a much larger area of the roads separated that must be brought together. The CIP programming for the intersection was $1.8 million for construction, but that included a pedestrian tunnel that was estimated to cost $400,000. A pedestrian tunnel is not included in the roundabout. Ms. Salay asked for the breakout of costs for pavement and landscaping. Mr. Hammersmith stated that the landscaping is estimated at $200,000, compared to the GlicklMuirfield landscaping at $400,000. Ms. Salay asked if the roadway must be closed in order to meet the timeframes. Mr. Dippel responded that he believes it will be necessary to close Brand to through traffic, and Muirfield Drive will be closed one half at a time. The detours will be determined in the final design detail. These details are not available at this time. Mr. Hammersmith added that it would be important to maintain access for the Brand Road fire station. This could be done with temporary pavement. Mrs. Boring asked what alternatives would be available in the future if the roundabout were no longer able to handle the traffic. Mr. Hammersmith stated that the alternative would be signalization. Mr. Myers added that roundabouts have been signalized in England and Washington, D.C., but they are no longer considered roundabouts. For Dublin, he does not believe this will be an issue, as there is the ability to add turn lanes in the future. Study Session Monday, December 15, 2003 Page 5 Mayor McCash asked how the roundabout would function with the Memorial Tournament traffic. Will there be more back up? Mr. Hammersmith responded that there is actually more initial capacity in the roundabout. For high volume traffic related to events, traffic assistance will be needed in any event. The speeds are slower with roundabouts, so the intersection will be safer during high volume periods. Mr. Myers added that the roundabout is not designed to accommodate one week of traffic during a special event. At the University of Maryland football games, traffic is cycled through very effectively. Mayor McCash asked if the roundabout would require more police assistance for traffic movement during events. Mr. Myers responded that two officers could likely handle the traffic control, similar to what would be done with a signalized intersection. Mrs. Boring stated that because it feels that Dublin is always under construction, could Council consider doing the entire project at one time -two lanes with the right turn bypasses? How would it affect the land acquisition needed and how much more landscaping would be necessary? Mr. Myers responded that there would be additional construction costs for more pavement, but the project would stay largely within the footprint. Ms. Chinnici-Zuercher stated that she would like definitive figures on the costs of burying overhead utilities and adding right turn bypass lanes so that the total budget can be determined. Mr. Hammersmith pointed out that the burial of utilities is costly and would be the same with signalization or a roundabout. To maintain the timeframe, staff is seeking direction from Council tonight on the preferred alternative in order to proceed with detailed design. The additional information on utility burial and right turn bypasses can be provided at a later date. Much of the right turn bypass information will be based upon future traffic volumes, and until there is a need, it does not make sense to add these. It can be re-evaluated in 10 to 15 years. Ms. Chinnici-Zuercher responded that there have been past problems with the traffic projections in Dublin. They are often underestimated. The high school to the west of the intersection is a great concern in view of the many teen drivers. Ms. Chinnici-Zuercher moved to approve the roundabout concept as recommended and to direct staff to move forward with the detailed design phase, with the understanding that staff will provide cost estimates for the burying of utilities and adding the right turn bypasses. Mr. Reiner seconded the motion. Mrs. Baring asked if the bypass lane could be added, depending upon the cost estimates obtained. Study Session Monday, December 15, 2003 Page 6 Mr. Myers responded that in terms of blending, the roundabout is designed to accommodate the two lane, three lane, or to add a right turn bypass. However, he reiterated that their recommendation is to keep the roundabout as simple as possible. He would recommend that Council consider adding a second lane on Brand versus right turn bypasses. On the other hand, there would probably not be a demand for a second lane if and until Brand Road is widened to four lanes in the future. Ms. Chinnici-Zuercher stated that the peak hour traffic showed a substantial improvement in traffic flow with the bypass lanes. Mr. Myers clarified that this is for year 2030. Mrs. Boring asked if there is a need to take public testimony. Mr. Reiner stated that the Muirfield Association is satisfied that their concerns have been addressed at this point. Cynthia Reed, Muirfield Civic Action Committee stated that they are hopeful that Council will accept the plans in order to expedite the revision of the intersection for the safety reasons cited. Vote on the motion: Ms. Chinnici-Zuercher, yes; Mrs. Boring, yes; Mr. Reiner, yes; Mayor McCash, yes; Mr. Lecklider, yes; Mr. Kranstuber, yes; Ms. Salay, yes. Mayor McCash noted that the study session is now adjourned. Ms. Brautigam requested that the Council adjourn to executive session for discussion of land acquisition matters, prior to the regularly scheduled Council meeting at 7:30 p.m. Mayor McCash moved to adjourn to executive session for discussion of land acquisition matters at 7:05 p.m. Mr. Kranstuber seconded the motion. Vote on the motion: Mrs. Boring, yes; Mr. Reiner, yes; Mr. Lecklider, yes; Mayor McCash, yes; Mr. Kranstuber, yes; Ms. Salay, yes; Ms. Chinnici-Zuercher, yes. Clerk of Council