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HomeMy WebLinkAboutResolution - 390 - Agreement - Turner Collie & Braden, Inc - Quirt Ave Extension Feasibility Study - 01/24/1980'SMT:bs RESOLUTION #390 - 1/24/80 !l RESOLUTION BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF LUBBOCK: THAT the Mayor of the City of Lubbock BE and is hereby authorized and directed to execute for and on behalf of the City of Lubbock an Agreement for Engineering Services for the Quirt Avenue Extension Feasibility Study between the City of Lubbock and Turner Collie & Braden, Inc., a copy of which is attached herewith which shall be spread upon the minutes of the Council and as spread upon the minutes of this Council shall constitute and be a part of this'Resolution as if fully copied herein in detail. Passed by the City Council this 24th day of January 91980. WEST, MAYOR ATTEST: _;;Evelyn Gaffga; City Seci"eteasurer .APPROVED AS-TO.CONTENT: vv David Elliott,.Assistant Director of Traf- fic Engineering APPROVED AS TO FORM: Susan M. Tom, Assistant City Attorney RESOLUTION #390 - 1/24/80 . �:01 STATE OF TEXAS 1 COUNTY OF LUBBOCK ! KNOW ALL MEN BY THESE PRESENTS: This AGREEMENT is entered into as of this 24th day of January , 19 , by and between the City of Lubbock, P.O. Box 2000, Lubbock, Texas 79457, Attention: Mr. B. H. McDaniel (hereinafter referred to as the "CITY"), and Turner Collie & Braden Inc., P.O. Box 13089, Attention: Mr. T. P. Willis (hereinafter referred to as the "CONSULTANT"). The CITY and CONSULTANT, therefore, as the partners to this AGREEMENT, do mutually agree as follows: ARTICLE I SCOPE OF SERVICES The CONSULTANT agrees to undertake, perform, and complete in an expedient, satisfactory, and proper manner all of the profes- sional services required by the CITY for the project as described in the Scope of Services (attached to this AGREEMENT as Exhibit A and made a part hereof) related to the Quirt Avenue Extension Feasibility Study. ARTICLE II CONSULTANT PERSONNEL The CONSULTANT represents that it has or will -secure, and agrees to furnish personnel with the professional classifications, skill, and expertise required to perform the Scope of Services as described in Exhibit A. Additionally, the CONSULTANT will assume responsibility for the Scope of Services, and will provide all necessary supervision and coordination.of activities that may be required to complete its requirements, subject to the approval and concurrence required from the CITY. CONSULTANT designates Harvey E. Hawkins, P. E., as the Study Director. ARTICLE III TIME OF PERFORMANCE CONSULTANT agrees to commence work within seven (7) calendar days after receipt of a written Notice to Proceed from the CITY, based upon execution of this AGREEMENT. The work shall be under- taken and completed in such sequence as to assure its expeditious completion. The Scope of Services detailed in Exhibit A shall be completed and a draft report of the results and recommendations accomplished in a time interval of three (3) months following commencement of work. No extension of this AGREEMENT will be allowpd thereto unless prior written consent of the CITY is first obtained. Reason- able extensions of the schedule time shall be granted as provided in Article VIII in the event of unavoidable delays. ARTICLE IV STUDY COORDINATION AND REPORTS A. COORDINATION Study data, analyses, findings, and recommendations will be reviewed and coordinated with the CITY staff during the work program by the CONSULTANT. B. BRIEF PROGRESS REPORTS The CONSULTANT will submit to the CITY monthly progress reports in three (3) copies. This report will outline work accomplished during the previous month, or since the last progress report, for the CONSULTANT'S work under this AGREEMENT to perform services of the project. These reports will include, but not be limited to the percentage of completion of the overall work project and each work phase, special problems or delays encountered or anticipated, changes in the estimated value of each work phase, the anticipated work activities for the next work period, and a brief description of work accomplished, methodologies used, and conclusions reached, if any, for each task. Progress reports will. be due each month for the period of the AGREEMENT. C. DRAFT REPORT Upon completion of the Scope of Services, the CONSULTANT will submit twelve (12) copies of a draft report to the CITY. D. FINAL REPORT After review and approval of the draft report by the CITY, thirty (30) copies of the final report will be submitted to the CITY within fifteen (15) days. E. REPORTING The reporting of work completed by CONSULTANT under this AGREEMENT to parties other than the CITY must be approved in advance by the CITY. ARTICLE V COMPENSATION The CONSULTANT shall be compensated for services rendered under this AGREEMENT on the basis of a lump sum fixed fee. The maximum cost to the CITY for services and expenses to be rendered under this AGREEMENT is $30,000.00. -2- The basis of the compensation, by work task, is attached hereto and incorporated herein as Exhibit B. ARTICLE VI METHOD AND SCHEDULE OF PAYMENT The CITY will pay the CONSULTANT for services rendered on the basis of the lump sum fixed fee as set forth in Article V of this AGREEMEMT. Such sums will be paid in accordance with monthly billings prepared by the CONSULTANT and submitted to the CITY, accompanied by a progress report as described in Article IV. The amount of the lump sum fixed fee earned each month shall be the amount which bears the same proportion to the total fee as that determined by the project percent complete status of each study task as reported in the monthly progress reports. The CITY will cause payment to be made to the CONSULTANT within thirty (30) days of date of invoice. In the event of a change in scope, complexity, or character of the work to be performed, and with the concurrence of the CITY and the CONSULTANT, the lump sum fixed fee specified in Article V shall be adjusted in accordance with the provision of Article IX of this AGREEMENT. Up to 90 percent of the compensation due as specified in Article V shall be invoiced and paid on a monthly basis, as described in this Article. The remaining 10 percent shall be paid upon completion of the Scope of Services, described in Article I and Exhibit A, and the approval of said work by the CITY, with such approval and pay- ment not being unreasonably withheld. ARTICLE VII THE CONTRACT A. SERVICES BY THE CITY The CITY agrees to provide or have provided to the CONSULTANT, at no cost to the CONSULTANT, the following: 1. Copies of all requested material available regarding the physical facilities, statistical data, planning reports, maps and drawings, vehicular and rail data, and similar information that are pertinent to the scope of services. 2. Access to and use of all reports, data, or information in the possession of the CITY or participating agencies pertinent to the work set forth in the scope of services. 3. Photoreproducible copies of all written comments received. 4. Turning movement count for the intersection of Quirt Ave. and E. 34th Street (S.H. 835) for three one-hour intervals as follows: A.M. peak hour, off-peak hour, and P.M. peak hour. -3- B. TERMINATION 1. Convenience It is agreed that the CITY may cancel or terminate this AGREEMENT at any time by written notice by certified mail to the CONSULTANT, with the understanding that, upon receipt of written notice of termination, all work here- under of the CONSULTANT and its employees shall cease. In the event of such termination prior to completion of the Scope of Services provided for herein,•the CITY agrees to pay CONSULTANT on a prorated basis for work actually performed and invoiced in accordance with the terms of this AGREEMENT, less payment of any compensation previously paid. Reasonable termination costs shall be paid, which will be limited to the costs of work necessary to end the tasks in an orderly manner. 2. Default The CITY may, by written notice of default to the CONSUL- TANT, terminate the whole or any part of this AGREEMENT in any one of the following circumstances: 1) If the CONSULTANT fails to perform the work called for by this AGREEMENT within the time specified herein or any extension thereof; or 2) If the CONSULTANT fails to perform any of the other provisions of this AGREEMENT, or so fails to prosecute the work as to endanger performance of this AGREEMENT in accordance with its terms, and in either of these two circumstances does not cure such failure within a -period of ten days (or such extension as authorized by the CITY) after receiving notice of default. C. ASSIGNABILITY The CONSULTANT may subcontract, if required, portions of the services to be performed hereunder to approved firms with comple- mentary disciplines. Consultants or subcontractors are -subject to prior written approval of the CITY. All subcontractors to perform work under this AGREEMENT will conform to the the require- ments of all rules, regulations, and laws applicable to this AGREEMENT. D. VENUE Venue and jurisdiction of any suit, right, or cause of action arising under or in connection with the AGREEMENT shall lie exclusively in Lubbock County, Texas. -4- E. CONDITION PRECEDENT It is agreed that this AGREEMENT shall not be binding upon either party hereto until such time that the authorizing body of the CITY concurs in the provisions of this AGREEMENT. F. GENERAL COMPLIANCE WITH LAWS The CONSULTANT agrees that the professional services per- formed under this AGREEMENT by him or anyone acting in his behalf will comply with State, Federal, and local Statutes, Ordinances, and Regulations that are applicable to the entry into and the performance of this AGREEMENT. G. RESPONSIBILITY FOR CLAIMS AND LIABILITY The CONSULTANT will indemify, keep, and save harmless the CITY from all claims and liability due to its negligent acts or the negligent acts of its subcontractors, agents, or employees during the course of this work. ARTICLE VIII TIME EXTENSIONS The CONSULTANT may request in writing an extension of the time of completion beyond the time of performance specified in Article III, and the CITY may extend the contract period if it so warrants. The CITY shall promptly process all such time extension requests and advise the CONSULTANT within five (5) days of its decision. ARTICLE IX CHANGES The CITY, from time to time,•may require change in the Scope of Services of the CONSULTANT to be performed hereunder, provided the CONSULTANT agrees in writing. Changes, including any increase or decrease in the amount of the CONSULTANT'S compensa- tion, which are mutually agreed upon by and between the CITY and the CONSULTANT shall be incorporated in written amendment to this AGREEMENT. ARTICLE X AUDIT AND INSPECTION OF RECORDS The CONSULTANT shall permit the authorized representatives•of the CITY to inspect and audit all data and records of the CONSULTANT relating to its performance under the AGREEMENT. The CONSULTANT shall maintain complete and accurate records with respect to its performance under the AGREEMENT. All such records shall be main- tained in accordance with generally accepted accounting principles -5- and shall be clearly identified and readily accessible at all reasonable times. The CONSULTANT further agrees that the CITY shall, until the expiration of three (3) years after final payment of this AGREEMENT, have access to and right to examine any directly pertinent books, documents, papers, and records concerning this project. ARTICLE XI DISPUTES Any and all disputes concerning a question of fact arising under this AGREEMENT which is not disposed of by mutual agreement shall be decided by Mayor, City of Lubbock, who shall -reduce his decision to writing and mail or otherwise furnish a copy thereof to the CONSULTANT. The decision of the Mayor shall be final and conclusive unless, within thirty (30) days from the date of receipt of such copy, the CONSULTANT mails or otherwise furnishes to the Mayor a written appeal addressed to the CITY. In connection with any appeal under this Article, the .CONSULTANT shall be afforded an opportunity to be heard and offer evidence in support of the appeal. Pending final decision of a dispute hereunder, the CONSULTANT shall proceed diligently with the performance of this AGREEMENT and in accordance with the CITY's pre -appeal decision. ARTICLE XII OWNERSHIP OF MATERIALS All maps, data, reports, research, graphic presentation mate- rials, etc., developed by the CONSULTANT as a part of its work under this AGREEMENT shall become the property of the CITY upon completion of this AGREEMENT, or in the event of termination or cancellation hereof, at the time of payment under Article V fqr work performed. All such data and material shall be furnished to the CITY on request. ARTICLE XIII COPYRIGHT No report, maps, or other documents produced in whole or in part under this AGREEMENT shall be the subject of an application for copyright by or on behalf of the CONSULTANT. . ARTICLE XIV INTEREST OF PUBLIC OFFICIALS No member, officer, or employee of the public body or of a local public body during his tenure or for one year thereafter shall have any interest, direct or indirect, in the AGREEMENT or the proceeds thereof. -6- IN WITNESS WHEREOF, the parties hereto have executed this AGREEMENT in duplicate originally at Houston, Harris County, Texas, and Lubbock, Lubbock County, Texas and day and year hereinabove written. ATTEST: CITY OF LUBBOCK, TEXAS By:,. By: ity Se et ry ayor ATTEST: By; . A. 13ouffmAd Assistant Wretary APPROVED AS TO CONTENT: sst City Attorney TURNER COLLIE & BRADEN INC. By: Ted P. Willis, P. E. Senior Vice President -7- EXHIBIT A SCOPE OF SERVICES CITY OF LUBBOCK QUIRT AVENUE EXTENSION FEASIBILITY STUDY The scope of engineering services to be accomplished in the execution of the project work program for the Quirt Avenue Extension Feasibility Study is outlined in the tasks as follows: TASK 1 - INVENTORY The roadway facilities and land use will be inventoried and data will be collected for auto and truck traffic volumes and inter- section turning movements. Data will be collected through interviews with City officials, property owners, SDHPT, and from records and drawings'to be furnished by the City and SDHPT. The data to be obtained or developed in the study are as follows: General Data 1. Available maps (property, ROW, aerial survey,.topographic, etc.) 2. Available survey information (opinion, attitude, traffic) 3. Available transportation information including transit routes, school bus routes, bicyle routes, pedestrian routes 4. Available planning maps --land use, census, tax and zoning maps 5. Available reports on traffic, soils, etc. 6. Locate public institutions (schools, parks, churches, etc.) 7. Locate community facilities (libraries, hospitals) 8. Identify community services (fire, police, EMS) to the area Transportation Data 1. Existing ADT for the roadway network. 2. Turning movements at critical intersections 3. School transit system routes 4. Pedestrian and bicycle traffic 5. Accident data 6. Identify major trip generators impacting the study area -1- Public Policies and Documents 1. Comprehensive Plan 2. Annexation Plan 3. Public Transportation Plan 4. Proposed Roadway Plan 5. SDHPT 20 -year Project Development and Control Plan TASK 2 - TRAFFIC FORECASTS Vehicular traffic forecasts will be prepared for the design year of 2000 A.D. These forecasts will utilize existing data available (i.e., City and State Department of Highways and Public Trans- portation traffic projections) as input into the forecasts to be prepared by the Engineer. TASK 3 - ANALYSES The data collected in Tasks 1 and 2 will be analyzed to determine the nature and magnitude of the access problems to be addressed in subsequent tasks. These analyses will include study area access, railroad restraints, vehicle conflicts and congestion, roadway conditions, accidents, major traffic generator locations, defining acceptable standards and construction and right-of-way cost data for urban roadway facilities, etc. TASK 4 - DEVELOP ALTERNATIVE CONCEPTUAL DESIGNS Alternative conceptual designs for the problems defined in the previous tasks will be developed to improve or maximize the access and travel convenience into the study area. These alternative designs will include upgrading roadway facilities to accepted standards to meet the travel demand through the design year 2000 A.D. Specific recommendations will be made concerning the improvements needed for the Quirt Avenue extension, pedestrian and bicycle routes and facilities, and community cir- culation within the study area. The alternative design analyses will include the consideration of the "do-nothing" or "no -build" and the at -grade crossing alternatives and their associated impacts for the Quirt Avenue improvements. TASK 5 - DETAIL ALTERNATIVE CONCEPTUAL DESIGNS The alternative conceptual designs developed in Task 4 will be developed in sufficient detail to determine the impact of each alternative improvement on the roadway users, the local community, and its neighborhoods. Qualitative values will be used to•measure -2- the impact of each alternative for capital costs, operating and maintenance costs, travel delays, community access, etc. for cost -benefit analyses, final alternatives evaluation, and project feasibility analyses. TASK 6 - RECOMMEND BEST SOLUTION(S) Upon the basis of the previously performed tasks, the most effective alternative solution will be recommended for adoption by the community and the City. The Engineer will review the recommended alternative designs with the City, and SDHPT person- nel for the SH 835 crossing, prior to initiation of Tasks 7 and 8. TASK 7 - PREPARE IMPLEMENTATION PLAN A phased implementation plan for the recommended improvements in the study area will be prepared for the study solution(s) selected in Task 6. The plan will encompass the requirements necessary to provide for the orderly flow of required actions for plan implementation. TASK 8 - DOCUMENTATION The study findings and Implementation Plan will be incorporated in a draft report. The report will include appropriate exhibits, construction and right-of-way cost estimates (right-of-way costs to be based upon land values to be furnished by CITY), schedules, and supporting data as necessary to provide for concise interpre- tation of the study efforts. Upon review of the draft report by City of Lubbock officials, the final report will be prepared including City officials comments and revisions as required to incorporate pertinent data. TASK 9 - PUBLIC PARTICIPATION AND MEETINGS CONSULTANT will attend one meeting with involved parties and the public to review study details for all principals, participants, and interested groups and bodies, in order to effect cooperation, coordination, and understanding of the Study, and to encourage input and comments in all study areas. CONSULTANT will assist the CITY in conducting one meeting to present the results of the data gathered, inventories, and analyses performed in the work program of the study. -3- EXHIBIT B PROJECT BUDGET CITY OF LUBBOCK QUIRT AVENUE EXTENSION FEASIBILITY STUDY The lump sum fixed fee and its allocation across the work program Tasks are as contained in the project budget as follows: Task Description Amount ($) 1 2 Inventory 4,500 3 Traffic Forecasts 2,000 4 Analyses 4,500 Develop Alternative Conceptual 5 Designs 3,500 Detail Alternative Conceptual 6 Designs 5,000 7 Recommend Best Solution(s) 1,500 8 Prepare Implementation Plan 1,500 9 Documentation 6,000 Public Participation and Meetings 1,500 LUMP SUM TOTAL 30,000 -4- No Text CITY OF LUBBOCK, TEXAS QUIRT AVENUE EXTENSION FEASIBILITY STUDY 0444�5�4 L. Galfio e, Jr., P. T. Project Director Harold L. Lovd, P. E. Senior Vice President May 1980 Job No. 2772-002 I 00 Copyright 1980 cily RGRUAKY By Turner Collie & Braden Inc. TABLE OF CONTENTS P"' Title Page TEXT SECTION I INTRODUCTION 1 Public Attitude 2 SECTION II EXISTING CONDITIONS 6 Land Use 6 Transportation System 7 Access 8 Traffic Accidents City Emergency Services 9 10 Traffic Generators 10 Traffic Volumes 12 Transit 14 Rail Traffic 14 SECTION III DESIGN YEAR CONDITIONS 16 Land Use 16 �., Transportation System 18 Traffic 19 Design Standards and Concepts 21 SECTION IV ALTERNATIVE ANALYSES 25 Alternative Design - Concept A 25 Alternative Design - Concept B 28 Design Option - Concept B-1 31 Design Option - Concept B-2 32 'Alternative Design - Concept C Design Option - Concept C-1 34 35 Design Option - Concept C-2 36 Alternative Design - Concept D 32 _ } SECTION V COST ESTIMATES 38 Travel Costs 38 Construction Costs 38 SECTION VI COST-BENEFIT ANALYSES 45 TumerColiie cO' Braden Inc TABLE OF CONTENTS (Cont'd) TABLES Title Page SECTION VII PROJECT FEASIBILITY - 46 At -Grade Crossing 46 Table Underpass 47 Overpass 48 Table Feasibility 48 SECTION VIII CONCLUSIONS AND RECOMMENDATIONS 51 Table Conclusions 51 Recommendations 54 SECTION IX IMPLEMENTATION PLAN 57 BIBLIOGRAPHY Quirt Avenue Extension 45 TABLES Table 1 Travel Costs Analyses Summary Quirt Avenue Extension 39 Table 2 Travel Costs Summary Quirt Avenue Extension 41 Table 3 Turning Movements Travel Costs Summary Quirt Avenue Extension 42 Table 4 Preliminary Cost Estimate Summary Quirt Avenue Extension 44 Table 5 Cost -Benefit Ratio Quirt Avenue Extension 45 Table 6 Design Concept Feasibility Evaluation Quirt Avenue Extension 50 Table 7 Implementation Plan Quirt Avenue Extension 58 EXHIBITS Exhibit 1 Study Area Exhibit 2 Existing Land Use TumerCotlie&Braden Inc TABLE OF CONTENTS (Cont'd) ` Title tr' Exhibit 3 1980 Traffic Volume r Exhibit 4 Intersection Turning Movement Count Exhibit 5 Projected 2000 Land Use Exhibit 6 Projected 2000 Traffic Volume Exhibit 7, A and B At-Grade Crossing Design Concept Exhibit 8, I A and B Underpass Design Concept B-1 Exhibit 9, A and B Underpass Design Concept B-2 Exhibit 10, A and B Overpass Design Concept C-1 Exhibit ll, A and B Overpass Design Concept C-2 Exhibit 12, A and B Typical Cross Sections APPENDIX TumerC011ie&Braden Inc SECTION I - INTRODUCTION Turner Collie & Braden Inc. was retained by the City of Lubbock, Texas to perform a feasibility study for the extension of Quirt Avenue from E. 31st to E. 34th streets to determine the feasibility of extending Quirt Avenue across the Fort Worth and Denver (FW/D RR) and Atchison, Topeka, and Santa Fe (AT&SF RR) railroad tracks and E. 34th Street. The study area and project site are shown in Exhibit 1. Existing and future traffic needs of the study area were evaluated. This evaluation was used to determine what improvements will be required on Quirt Avenue between E. 31st and E. 34th streets to serve the City's traffic needs through the year 2000. Access in the study area across the AT&SF RR tracks is limited to the three major access points of E. 19th, E. 24th - E. 26th, and E. 34th streets. Motorists on Quirt Avenue travel- ing between this part of the study area and the area south of E. 34th Street must use either the at -grade railroad crossings on Teak Avenue and on E. 34th Street or the grade separation (overpass) on E. 24th -E. 26th Street over the AT&SF RR. Both choices have disadvantages which make them less than desirable alternatives. The probability of being delayed by a train at the Teak Avenue and E. 34th Street crossings is increasing each year. Motorists add over 1.5 miles to each trip by using E. 24th -E. 26th streets as a detour to avoid the E. 34th and FW/D RR-AT&SF RR at -grade crossings. In addition, the extra TumerCollie cO' Braden Inc. 1 rl 2 travel distance required to cross the railroads on Teak Avenue and E. 34th amounts to 0.24 mile added distance. The City of Lubbock revised its 20 -year transportation plan in 1970. Four projects were proposed to upgrade Quirt Avenue to arterial standards. The construction of a four -lane grade separation at the AT&SF RR and FW/D RR tracks was included in these short-range (1974-1980) projects. In February 1977, the City initiated action to extend Quirt Avenue across the railroad tracks at grade. The proposed Quirt Avenue centerline intersects the two railroads at the point of crossing for the main line tracks of the two railroads. In June 1977, the City sent its first proposal to AT&SF RR and FW/D RR officials requesting approval for the at -grade crossing. The engineering section of AT&SF RR (acting for the two railroads) replied that an at -grade crossing "did not seem feasible," but agreed to meet with City representatives for further discussions on the proposal. In subsequent meetings and letters over the next two years, both AT&SF RR and FW/D RR managements stated they could not approve an at -grade crossing at the proposed location. Both managements indicated the railroads would participate in the cost of a grade separation which might be constructed in lieu of an at -grade crossing of their tracks. Public Attitude A meeting was held at the Mae Simmons Park Clubhouse on February 19, 1980, to receive comments of the study area residents TumerW1ie&Braden Inc. D 3 concerning the Quirt Avenue Extension between E. 31st and E. 34th streets. In addition to the Engineer's and City's representatives, five of the study area's leaders attended the meeting to state the opinions of the area's residents as expressed in earlier meetings held to discuss the project. See Appendix Table A-1 for the Public Attitude Meeting roster of attendees. It was stated that the area's residents are opposed to a grade crossing for the Quirt Avenue Extension at the AT&SF RR and FW/D RR. They believe the resulting conditions would approxi- mate the conditions at the existing grade crossings used to obtain access into the study area from the south. The safety factors involved in a grade crossing are believed by the area residents to justify a grade separation for the following reasons: 1. Children must cross the tracks in this area. 2. A grade separation would expedite traffic movement, as the 15- to 20 -minute delays now experienced would be eliminated. 3. A direct connection is needed across the City in a north -south direction on Quirt Avenue without having to zigzag around the.area to cross the railroads. 4. Quirt Avenue provides direct access to Lubbock Inter- national Airport. 5. A grade separation would eliminate the hazards involved in school buses crossing the railroads at grade. TumerCoilieOBraden Inc r r- 6. The project is needed for access to the community and to permit the area to reach its growth potential. 7. Considerable additional travel is now required to bypass the grade crossings by using E. 19th or E. 24th-E.26th streets to reach E. 34th Street for travel in a westerly direction. 8. Additional development is needed in the study area in order for the area to contribute to the City's tax base. 9. This development is not likely to occur with the access restraints which now exist. While the area residents have strong feelings about the need for the Quirt Avenue Extension, the City's officials feel that the project must be viewed with respect to the other needs of the City for capital improvement funds. Doubts exist in many peoples minds that the use of Quirt Avenue as a route to the airport is a viable option, since traffic from the southwest part of the City has the option of two other routes. It can go either north and east on North Loop 289, or east and north on Loop 289 to the airport rather than become involved in the offset inter- section at Loop 289 and Quirt Avenue which is required in order to use Quirt Avenue as a direct route to the airport from the South Loop. These doubts are based upon the existing condition of Quirt Avenue between E. 50th Street and Loop 289. In this section, the street is only two lanes wide, needs improvement for the riding surface, has existing at -grade railroad lead tracks TumerCollie&Braden Inc. 4 5 crossing the street at two locations, has several traffic signalized intersections, and requires an offset travel path to continue south of Loop 289 on Quirt Avenue. Future improvements to the section of Quirt Avenue from E. 50th Street to Loop 289 was included in the 1974 to 1980 CIP, but have not been accomplished as of the time of this study. All of the interested parties to this project have reserved their final comments until completion of this feasibility study. TurnerCol ieOBraden Inc r SECTION II —EXISTING CONDITIONS 6 Land Use Land use within the study area has not changed appreciably during the past ten years. By comparing aerial photographs made in 1970 to current land use, no new major developments � p ents were found in the area. Approximately 70 percent of the study area is developed, with more than 50 percent of this developed land used for either public facilities or parks. The existing land uses are �.., illustrated in Exhibit 2. The largest land use in the study area is public facilities, which includes schools and cemeteries. There are four schools within the study area, including two elementary schools, and two high schools. One of the largest single land usages in the study �..,, area is the City of Lubbock Cemetery. About 71 percent of the public land is contained in this one development. Dedicated park lands are an important part of the study area. A part of the Canyon Lakes water resources project is in the study area, where Mae Simmons Park is contiguous to the lake on both sides of Yellow House Canyon. Less than 15ercent p of the total study area is being used for either commercial or industrial activities. Industrial development includes both light manufacturing and agricultural - related businesses. The largest industrial plant within the study area is the cotton oil mill located at the northeast corner of E. 34th Street and n Avenue A. TumerC011ie0Braden Inc 7 Almost 30 percent of the study area developed land is used for single- and multi -family housing. Although most of the single-family houses are more than ten years old, they are well maintained and reflect the pride of the neighborhood residents in the study area. There are two areas of multi -family housing in the study area, consisting of apartments along Weber Drive which are occupied at this time and a second group of apartments northeast of Coronado Drive which are vacant. The Weber Drive apartments are two-story brick buildings built during the initial urban redevelopment of the area, while the Coronado Drive apartments are two-story frame buildings scheduled for rehabilitation as a part of the continuing urban redevelopment of the area. The population of the,study area has been decreasing during the last 20 years. This minority area is decreasing in popula- tion as the result of urban renewal relocations and migration to new housing. Transportation Svstem The transportation system of an area is more than roads and vehicles. It includes both natural and man-made access res- traints, roadway capacity restraints, roadway safety, and traffic generators. TumerCdiie cOBra&n Inc 8 Access The study area has access restraints on three of its four sides. The Yellow House Canyon forms a natural barrier along the east boundary from Quirt Avenue to the FW/D RR. Railroad tracks limit access on both the south and west sides of the area. Access to and from the area is limited to the three corridors of Quirt Avenue, E. 19th Street, and E. 34th Street. Quirt Avenue provides access to the north across Yellow House Canyon. Quirt Avenue is a four -lane divided arterial that ends at Lubbock International Airport. There are traffic signals on Quirt Avenue at E. 24th Street and at E. 19th Street. The roadway is in good condition within the study area and is 86 feet wide. East -west access across the AT&SF RR is provided by the E. 24th -E. 26th Street grade separation. This collector street overpasses the railroad tracks with a two-lane roadway of two 12 -foot lanes with guardrails installed close to the back of the curbs on each side of the overpass roadway. The utility of this overpass is decreased by its curvilinear alignment and the lateral clearance restrictions. The roadway is in good condition. E. 24th Street east of Quirt Avenue provides access to Dunbar High School and the residential properties. The street is in good condition and is 36 feet wide with curbs. The at -grade crossings of both the AT&SF RR and FW&D RR tracks on E. 34th Street and on Teak Avenue, respectively, allow access from the study area to the south. These at -grade crossings are TumerCd ie ctraden Inc I� 22 feet wide, in good condition, and the E. 34th Street crossing. n is protected by grade crossing flashers. The use of these cross- ings adds 0.24 mile of added travel distance for Quirt Avenue traffic. Quirt Avenue has four lanes to the north of E. 31st Street and to the south of E. 34th Street. The reduction in the number of travel lanes, plus the heavy train traffic, causes a serious capacity restraint. There is no direct access to the land east of Yellow House Canyon. This land y is currently undeveloped and utilized for agricultural uses; the lack of access is not a problem. roll Traffic Accidents There were 138 traffic accidents at 45 locations within the P study area and on its peripheral roads during 1979. The high accident location for the study area was Avenue A at E. 19th Street. There were 31 accidents at this intersection during 1979, which has the heaviest traffic volumes in the study area. Accidents on the peripheral streets of the study area, including E. 19th Street, Avenue A, and E. 34th Street, were 57 percent of the total accidents, excluding 14 accidents at or near Quirt Avenue and E. 34th Street. There were 46 accidents totally within the study area. Twenty of these accidents occurred within two blocks of the signal at Quirt Avenue and E. 24th Street. A majority of the accidents were at scattered locations, with one or two accidents at each location. TumerCoffie ftden Inc. 10 Many of the locations with more than five accidents per year are controlled by traffic signals. Other high -accident locations have geometric problems as a contributing factor to the accidents. The intersection of Quirt Avenue and E. 34th Street was the site of nine accidents during 1979. Seven of the nine accidents were right-angle collisions. This intersection is near the center of the curve where E. 34th Street curves into Southeast Highway, and the posted speed limit on E. 34th Street is 40 miles per hour. These two factors make it difficult for vehicles on Quirt Avenue to judge gaps in traffic. The accidents can be reduced either through signalization or separation of the two through -street movements. City Emergency Services The City's emergency services for fire, police, and emergency medical needs in the study area are dependent upon access into the study area at E. 19th Street and Quirt Avenue, E. 23rd Street from Avenue A, and E. 34th Street and Quirt Avenue. The latter two access points are subject to delay due to at -grade railroad crossing blockages. Fire protection services for the area are provided from the City's fire station located at E. 49th Street and Quirt Avenue. Traffic Generators The trafficenerators located g e in the study area include the public facilities of parks, schools, and the cemetery. Of these t a TumerCollie(f Braden Inc 11 parks, Mae Simmons Park is the major facility and contains a club- house where parks and recreation activities are offered. There .., are two senior high and two elementary schools in the study area. The Lubbock Independent School District is now busing students to schools outside of their neighborhoods. Students attending the study area schools are picked up at their neighbor- hood schools and bused to the senior high and elementary schools in the study area, while the study area students are picked up at the study area schools and bused to other schools in the City. " At the present time, loaded school buses are not generally routed through the Quirt Avenue and E. 34th Street area since their travel requires crossing two railroads at grade crossings, with �,.. the attendant accident hazards and travel delays. As a result, school buses from the southwest area of the City are routed to the east and north on Loop 289 to E. 19th Street, thence west to [ a Quirt Avenue, and south on Quirt Avenue to the schools. The buses using this routing total 10 trips per day in both directions. The additional travel costs associated with this routing total about $4,200 per year when compared to the direct route from Loop 289 via Quirt Avenue. In addition, the rerouting of these buses would conserve about 22,500 gallons of fuel in the 20 years to 2000 A.D. See Appendix Table A-2 for the supporting computations. The cemetery operated by the City of Lubbock, located in the southeast portion of the stud area, is the major cemetery in the Y J Y TumerCollie c5Braden Inc. 12 Lubbock area. An average of 12 burials per week are held in the cemetery and the funeral processions normally approach the ceme- tery from the Quirt Avenue and E. 34th Street intersection and enter the cemetery at its entrance at Teak Avenue and the FW/D RR crossing. Traffic Volumes Automotive Traffic The existing 1980 24-hour traffic volumes at selected loca- tions in the study area are illustrated in Exhibit 3. Currently, 49.9 percent of the traffic use the north segment of Quirt Avenue to enter and exit the study area. This route is the most direct route to the Central Business District, Texas Tech University, and work areas. Of the remaining 50.1 percent, 13.9 percent use E. 24th - E. 26th Street and 36.2 percent use the grade crossing on E. 34th Street. Although E. 24th -E. 26th Street has an over- pass across the AT&SF RR, there is no direct access to Avenue A and traffic must zigzag to either Coronada Drive or E. 23rd Street to enter Avenue A. This route involves crossing a FW/D RR spur track at grade. South of E. 34th Street, truck freight terminals, manufactur- ing and commercial establishments are located and are dependent upon E. 34th Street and Quirt Avenue for access. It is estimated that 10 percent of the traffic through the intersection of E. 34th TumerCollie cOBraden Inc a 0 Street and Quirt Avenue are trucks. Five percent of the total traffic is single -unit trucks and five percent is semi -trailer trucks. 13 i There is minimal traffic congestion in the study area. Short-term congestion occurs around Dunbar High School during school closing each day. Minor congestion is also present in the area near the E. 34th Street at -grade rail crossing and the E. 34th Street -Quirt Avenue intersection when trains activate the crossing flashers and block the crossing. The heaviest traffic in the study area is on the segment of Avenue A from E. 19th to E. 34th streets. This segment has an average daily traffic volume of over 22,000 vehicles per day. This street is on the west perimeter of the study area and has an indirect impact on traffic within the study area. A turning -movement count at Quirt Avenue and E. 34th Street was made on March 4, 1980, by City of Lubbock personnel. The intersection turning movements are summarized in Exhibit 4. This 3 -hour count covered the a.m. and p.m. peak hours, and one offpeak hour. Three turning movements at the intersection com- prise over 30 percent of the approach volumes. The turning movement with the highest percentage of turning vehicles is the elm Quirt Avenue southbound right turn to westbound E. 34th Street, I ,., with 39.5 percent of the approach traffic. TumerCdheOBrdden Inc. 14 Transit There are two transit routes serving the study area. The routes (Nos. 1 and 10) are routed along the same streets, but operate in opposing directions. The routing enters the study area at E. 19th Street and Birch Avenue, to E. 20th Street, to Cedar Avenue, to Coronada Drive, to Ivory Avenue, to Fir Avenue, to Globe Avenue, to E. 26th-E.24th Street, to Oak Avenue, to Weber Drive, to Quirt Avenue,.to E. 31st Street, to Teak Avenue,' to E. 26th Street, to Quirt Avenue, and leaves the study area at E. 19th Street to Quirt Avenue. The transit route is located through the northern portion of the proposed Quirt Avenue project limits. Rail Traffic In 1978, the AT&SF railway company conducted a survey of the train movements across the at -grade crossings at E. 34th Street and AT&SF RR, and at Teak Avenue and FW/D RR. During the two-day survey, there were 64 train movement on the two railroads in the project site area. In a typical 24-hour day in 1978, there were 7 train movements on the FW/D tracks and 25 train movements on the AT&SF RR. These rail movements included both through movements and switching operations. The AT&SF RR maintains a railroad yard within the study area which extends from E. 19th Street to E. 34th Street. This yard serves as a passing track such that as a northbound through freight train enters the yard, a waiting southbound freight train TumerCdfie Braden inm 15 then pulls onto the one-track main line to proceed to the south. The AT&SF RR had 24 through freight trains per day across the E. 34th Street crossing in 1978, while the FW/D RR had 1 through freight train each day each way in 1978. The other six train movements were switching movements. It is estimated that the minimum number of train movements per day in 1980 across the E. 34th Street and Teak Avenue at -grade crossings is 35 trains of up to 100 -car lengths. These trains will block the crossings for approximately three hours of each 24-hour period. The times that a grade crossing would be blocked by trains of varying speeds or lengths is tabulated in Table A-3 of the Appendix and is the basis for train -delay calculations developed in this study. TumerWfiie&Braden Inc SECTION III - DESIGN YEAR CONDITIONS 16 The alternative design concept analyses performed as a part of this study require that design -year conditions be defined with respect to the area growth in population, land use, traffic and rail volumes, and travel costs. Therefore, these items were projected to the 2000 A.D. design year on the basis of the City's Comprehensive Plan for population, housing, transportation facilities, urban redevelopment; and the growth in rail traffic in the Lubbock area as forecast by the Engineer. The City's fore- casts prepared in earlier years were reviewed and modified as required by current trends. Land Use Exhibit 5 illustrates the long-range land -use forecast for the study area as projected by the Lubbock Planning Department. This area contains a part of the Lubbock urban redevelopment project. The growth of the study area has been restrained as the urban redevelopment project removed substandard improvements and prepared the area for more desirable land use. The land area devoted to public uses is expected to drop by 2000 A.D. The major land -use components will not change, but several properties scattered throughout the area will be used for other land -use purposes. The acreage in the study area which is dedicated to parks is expected to increase. A park is planned near the Weber Avenue TumerCollie(cOraden Inc r it 17 apartments. A Green Belt is planned near the FW/D RR tracks, and Mae Simmons Park is expected to increase in size. The land use for both commercial and industrial activities will increase. Most of the land south of the study area and the FW/D RR tracks is expected to be devoted to industrial uses. This industrial property will be compatible with the industrial development (grain elevator and cotton compress) that exists to the south of the study area. A large tract of land between the AT&SF RR tracks and the apartments on Weber Avenue is planned for commercial development. This tract includes the AT&SF RR yard. Other properties in the study area planned for commercial development include as follows: 1. Property between E. 25th and E. 27th streets, east of Oak Avenue.- 2. venue.2. Property located south of E. 19th Street, east of Avenue A. 3. Property located east of Quirt Avenue, north of E. 24th Street. 4. Property located east of Elm Avenue, north of E. 22nd Street. Properties 3. and 4. above are expansions of existing areas. The Lubbock Urban Renewal Commission proposes to emphasize single- and multi -family housing development in the study area, and there is ample vacant land available for this purpose. More TumerCollieOBraden Inc I g 18 than 100 acres are available for additional low-density housing development. The area for medium- and high-density housing is expected to be doubled by 2000 A.D. Currently, the only area of multi -family dwelling units in use is the apartments on Weber Avenue. City officials have indicated that the apartments at Coronado Drive and Southeast Drive will be rehabilitated and returned to service. The multi -family area near Weber Avenue is expected to be expanded across Quirt Avenue to Teak Avenue. It is not expected that the study area will be totally developed by the year 2000. The development of each land use is partially related to other land uses. Industry and housing are interdependent in their development, while commercial areas are dependent on both of these land uses to develop their market areas. The area is expected to grow due to its good access to the Central Business District and other community facilities. As the area develops, the population will increase at a moderate growth rate at least equal to the total City growth rate of two to three percent per year. Transportation System The traffic access and circulation system within the study area is not expected to change during this study's 20 -year study period. Most of the proposed improvements detailed in the 1970 transportation plan have been completed. The only major TumerCollieOBraeien Inc. 19 r l projects incomplete at the present time are the proposed improve- ments to Quirt'Avenue from E. 31st Street to E. 34th Street, and from E. 50th Street to South Loop 289. Minor improvements to the local and secondary street network may be required as the area develops. Traffic accidents could increase as the area develops and traffic volumes increase on the street network. These accidents should remain scattered, with one to three accidents per year at any given location. Traf f is Automotive Traffic Exhibit 6 illustrates the projected 2000 A.D. traffic volumes at selected locations in the study area. Traffic volumes are expected to double during the next 20 years. The percentages of traffic destined for or originating in the study area and using each of the three area access points is not expected to change. Usually, drivers will select the most direct route to their destinations unless the traffic problems encountered create lengthy trip delays. The percentage of trucks on the major streets should remain approximately the same as the 1980 percentage throughout the study period. The industrial area in the southern part of the study area will continue to attract large numbers of trucks into the area, and the extension of Quirt Avenue will provide improved access. Tun erCollieOft&nIm it 19 The traffic at the study area traffic signalized intersec- tions will increase and the functional operation of the signal at Quirt Avenue and E. 19th Street would ultimately be similar to the multi -phase signal operation at the existing intersection of Avenue A and E. 19th Street. The section of Teak Avenue near Dunbar Senior High School will also experience an increase in congestion as students arrive at or leave'the campus. This con- gestion will exist for 15- to 30 -minute periods twice a day during school days. Because the problem will exist over a short time, no major improvements will be required. Rail Traffic Rail demand forecasts being made for the Houston -Galveston region of the state indicate that rail traffic will increase at the rate of 3 to 5 percent per year during the next 20 years. AT&SF RR through Lubbock is a major trunk line feeding freight into the Houston -Galveston region for local consumption or for export. Therefore, for the purposes of this study, rail traffic is forecast to increase on the Lubbock area rail lines at the rate of 4 percent per year, or an increase of 120 percent above the 1980 rail freight movements. The lengths of freight trains are not expected to change, nor will individual freight car tonnages increase since heavier freight cars cause accelerated wear on railroad facilities and the gross car tonnages now utilized are near the maximum limits. Therefore, the additional TumerCc9 ieg&aden Inc 20 r21 rail traffic generated will be accommodated by increasing the frequency of trains. By 2000 A.D., it is expected that there will be 55 through ` freight trains and 9 switching movements per day on the AT&SF RR, and 5 through freight trains and 8 switching movements per day on the FW/D RR. These 77 trains are expected to block the at -grade crossings for a total of approximately 6 hours and 30 minutes out of each 24-hour period. This projected growth of rail traffic could be conservative. The AT&SF RR through Lubbock is one of the three major railroads serving the Houston -Galveston region. This rail line is an existing link between the coal fields in the western states and Houston -Galveston. Should the use of coal as an energy source increase asP redicted, the unit coal train rail traffic could be greater than that included in the rail forecast. Many uncertain- ties in coal -related energy shipments exclude its use as an I escalation factor. The train traffic projected by using the 4 percent growth rate is expected to require a double track through the Lubbock area. The AT&SF RR tentatively plans to double track their line across E. 34th Street in the future (5-10 years). Design Standards and Concepts The design standards developed for this project would accommodate the traffic forecasted to use the facility through TumerWheOBraden Inc rail traffic generated will be accommodated by increasing the frequency of trains. By 2000 A.D., it is expected that there will be 55 through ` freight trains and 9 switching movements per day on the AT&SF RR, and 5 through freight trains and 8 switching movements per day on the FW/D RR. These 77 trains are expected to block the at -grade crossings for a total of approximately 6 hours and 30 minutes out of each 24-hour period. This projected growth of rail traffic could be conservative. The AT&SF RR through Lubbock is one of the three major railroads serving the Houston -Galveston region. This rail line is an existing link between the coal fields in the western states and Houston -Galveston. Should the use of coal as an energy source increase asP redicted, the unit coal train rail traffic could be greater than that included in the rail forecast. Many uncertain- ties in coal -related energy shipments exclude its use as an I escalation factor. The train traffic projected by using the 4 percent growth rate is expected to require a double track through the Lubbock area. The AT&SF RR tentatively plans to double track their line across E. 34th Street in the future (5-10 years). Design Standards and Concepts The design standards developed for this project would accommodate the traffic forecasted to use the facility through TumerWheOBraden Inc 71, the 2000 A.D. design year. The alternative design concepts con- sidered are based upon providing a minimum of four through lanes for the Quirt Avenue extension from E. 31th Street to E. 34th Street. For the grade separation concepts, frontage roads at each end are included as a part of the design to provide access to abutting properties and local streets and to provide U-turn capabilities for the local traffic. Under the grade separation concepts, the existing at -grade railroad crossings on E. 34t 9 h Street and on Teak Avenue are proposed to be eliminated. Traffic now using these crossings for access into the Wheatley Subdivision, located between the FW/D RR and the grain elevator on E. 37th Street, would be rerouted to the existing private grade crossing at the entrance to the cotton compress p plant. This crossing is proposed to be made a public crossing with a connecting public street between the crossing and the intersection of Railroad Avenue and E. 37th Street. The crossing has flashing signal light protective devices in place at the present time. Alternative grade separation options were investigated for accommodating the interchanging traffic movements between Quirt Avenue and E. 33rd or E. 34th streets. The first design option (B-1) utilizes the surface street system to accommodate the turning movements, while the second design option (B-2) utilizes direct connection ramps for traffic between Quirt Avenue and TUmerCoI ie cO&a&n Inc r D 23 E. 33rd or E. 34th streets. The B-1 design is a minimum design, while the B-2 design is the desirable design. For the B-1 design, the interchange turning movements between Quirt Avenue and E. 34th Street -Southeast Highway (SH 835) would be accommodated on the surface street system south of E. 34th Street -Southeast Highway. The operation is virtually the same as that provided by cloverleaf interchanges (B-2 design), except the City's local street system is used in lieu of separate road- ways constructed especially for the interchange movements. The design standards associated with the project concepts provide for 7 -inch reinforced concrete pavement with 6 -inch curbs, to be constructed over a 6 -inch stabilized subgrade. Areas in the median and outer separation are proposed to be surfaced with (- 4 -inch concrete surfacing to reduce maintenance needs. For the underpass grade separation concept, retaining walls of drilled shafts with -concrete facing walls are proposed. This design permits construction within the minimum right-of-way width and minimizes the pump station pumping requirements. For the over- pass concept, retaining walls are utilized to retain the approach fills and reduce right-of-way requirements to a minimum. The geometric design criteria adopted for this project pro- vide for a minimum design speed of 35 mph, and during the design phase, a more detail investigation should be made to increase this design speed to the desirable level of 40 mph. The vertical TumerCollie ccgkaden Inc 24 r grade criteria were set for a maximum of 6 percent, with all verti- cal grade intersections exceeding 1 percent algebraic difference to be provided with vertical curves. The horizontal curvature criteria adopted provide for minimum P 1,146 -foot (50) centerline radius curves on the through roadways. In the area of the frontage road ramp connections with the through roadways, the ramp pavements have been narrowed to a 16 -foot width to assure that ramp movements are made as one -lane movements. These 16-foot-wideavements are then transitioned with 11146 -foot P , (50) radius curves to the normal 24 -foot frontage road width. Turning radii for turning vehicles have been adopted to provide a minimum of a 50 -foot radius for the outside wheels of the vehicles when turning. The frequency for storm drainage design adopted for the alternative design concepts provide for a 3 -year storm frequency for the at -grade crossing and overpass concepts. The underpass concept utilizes a 10 -year frequency for the depressed roadway and a 3 -year frequency for the surface roadways. The pump station ti would be sized to accommodate the 10 -year -frequency storm and would have two electrical service sources to assure its operation in the event one power source is interrupted (or as an alternative t energy source, a direct pump drive from a gas -powered engine). Is TumerCol ie c&Braden tnm SECTION IV - ALTERNATIVE ANALYSES 25 The alternative design concepts investigated in this study for the extension of Quirt Avenue across the AT&SF RR and FW/D RR from E. 31th Street to E. 34th Street are as follows: A. At -grade crossing on Quirt Avenue. B. Quirt Avenue under the railroad tracks. C. Quirt Avenue over the railroad tracks. D. No build or "do-nothing." Each alternative design concept was developed and analyzed in detail to determine its advantages, disadvantages, and costs. Preliminary drainage layouts, utility adjustment layouts, and geometric designs were prepared for each of the concepts. These are not included in this report but are the basis of the pre- liminary cost estimates contained in Section V and the Appendix. Alternative Desiqn - Concept A The first alternative design concept investigated was an at -grade crossing of Quirt Avenue at the AT&SF and FW/D RR's. The proposed design developed for this concept is illustrated in Exhibit 7, A and B, with the roadway typical section shown in Exhibit 12A. This concept was proposed by the City of Lubbock in 1977. Construction of the at -grade crossing would make Quirt Avenue a continuous throughfare from the airport on the north of the City to the south city limits. Existing access to Quirt Avenue would be maintained for all streets between 31st and E. 34th streets. By eliminating the extra one-quarter mile of TumerC.d ie ctraden Inc 26 travel required to use the Teak Avenue and E. 34th Street at -grade crossings, this street extension as an at -grade crossing -would save Lubbock drivers $7,268,787 and reduce vehicle energy consump- tion by approximately 1,016,000 gallons of fuel during the 20 -year study period. See Appendix Table A-4 for the supporting fuel conservation computations. The citizens living in the study area have publicly stated that an at -grade crossing is not an acceptable solution for the extension of Quirt Avenue. They will not accept any plan other than a grade separation as proposed in the 1970 CIP and Transportation Plan. Both AT&SF and FW/D railway companies have objected strongly to the at -grade crossing concept. They have given a number of reasons why this is not a feasible project. First, the existing interchange trackage would have to be abandoned for car storage and additional trackage built at a location to the west of Quirt Avenue to continue existing rail interchange operations. The existing railroad interlock system between the two railroad tracks would have to be extensively modified. The signal building housing this interlock equipment is located on the centerline of Quirt Avenue at the crossing of the two tracks. Adjusting the alignment of Quirt Avenue to miss the equipment building would not eliminate the need for modifying the interlock system. TumerWheftraden Int. I 27 Several design aspects of the roadway also add to the costs of the at -grade crossing. The magnitude of the traffic volume over the at -grade crossing indicates that rubber crossing material would be required to minimize maintenance of the crossing. Since there are four existing tracks plus two possible future tracks, automatic crossing grade protection would be required. These gates would be more expensive than normal gate installations, due to the interlock signal system between the two railroad tracks. The railway companies estimated that the required railroad adjustments to extend Quirt Avenue along its existing centerline with at -grade crossings would cost approximately $957,000. The cost estimate was made in 19781 and subsequent inflation over the past two years would make the current costs of the improve- ments about $1,16010001 exclusive of the street paving costs. If the City of Lubbock should condemn for the crossing and try to force the railway companies to allow the crossing, the railway companies are expected to refuse to participate in the cost of the crossing. Constructing the at -grade crossingwould not solve the access ss problems. By the design year of 2000 A.D., over 25 percent of the Quirt Avenue vehicles would be required to stop at this crossing due to its being blocked by the train movements. The at -grade crossing delays would amount to a total cost to motorists of TumerC011ie cif' Bradenlnc 28 approximately $20,651,000 over the 20 -year study period. A sum- mary of these travel -delay costs is included in Section V, Cost Estimates. Alternative Design— Concept B The second alternative design concept considered was con- structing a depressed roadway under the railroad tracks. The proposed alignment of Quirt Avenue was shifted east to miss both the intersection of the two main line railroad tracks and the signal interlock equipment building. The proposed minimum design option (B-1) developed for the underpass concept is illustrated in Exhibit 8, A and B, and the desirable design option (B-2) is illustrated in Exhibit 9, A and B, with the roadway and structure typical sections shown in Exhibit 12A. Construction of an underpass has several advantages. In addition to extending Quirt Avenue as a thoroughfare, it elimi- nates the automobile vs. train conflicts. By providing free flow for Quirt Avenue traffic, motorists can save $24,912,000 in operation and train delay costs that would result from having to use the existing Teak Avenue and E. 34th Street crossings during the 20=year study period. The traffic on Quirt Avenue and E. 34th Street would be grade separated and result in additional motorists' savings in traffic signal delays of $5,607,000. The energy conserved as a result of the underpass construction would amount to approximately 2,016,900 gallons of TumerCollie c&' Braden Inc 29 fuel during the 20 -year study period. See Appendix -Table A-4 for the supporting fuel conservation computations. An underpass has several environmental advantages to be considered. The roadway noise is reduced as a result of the buffering effect provided by the walls. This type of grade separation is more aesthetically pleasing to residents since all parts of it are below ground. During cold weather, the warmth retained by the subgrade and pavement retards freezing of water on the pavement and allows the underpass to remain open longer than an overpass. An underpass will require less maintenance than an overpass since the structures are shorter. There are also disadvantages resulting from the construction of an underpass. There are a number of utility lines that would be in conflict with underpass construction. A 27 -inch water main in Quirt Avenue would need to be relocated in several places to eliminate conflicts with underpass construction. A 12 -inch water- line crosses Quirt Avenue along E. 34th Street and would need to be adjusted across the underpass on the proposed E. 34th Street. (SH 835) bridge. In addition to these waterlines, there are two 4 -inch waterlines parallel to Quirt Avenue which would require relocation. There are two sanitary sewers (8 -inch and 30 -inch) crossing Quirt Avenue south of the railroad tracks that would require adjustment around the construction. The 8 -inch sewer line could be tied to the 30 -inch sewer west of the construction site and the rumercalieO&aden im N 30 r 30 -inch sewer rerouted around the south end of the underpass and back to the north to E. 34th Street. A sanitary sewer siphon would be an alternative to rerouting the sewer around the south end. Pioneer Gas Company has a transmission line in a 20 -foot easement adjacent to the east side of Quirt Avenue that would con- flict with construction, thereby requiring it to be relocated. The utility relocations resulting from this construction would be a major part of the construction. The relocation of the 30 -inch sanitary sewer can become a problem due to the available slope for the rerouted line. During construction, both the main line and interchange rail- road tracks must remain in service. A shoo -fly for each main line track would be required to detour rail traffic during construction. Approximately 1,600 feet of shoo -fly would be required for each main line track. Staged construction for the interchange tracks is proposed in order that one of the two tracks remain in operation at all times. The collection and disposal of storm drainage is a problem common to underpasses. A pump station capable of removing the expected stormwater runoff resulting from a 10 -year -frequency storm would be required. The depressed section stormwater would be pumped and discharged through a proposed storm sewer connecting with an existing storm sewer in Southeast Drive at Coronado Drive. TumerGollie &aden Inc 31 In addition, surface drainage from the surface roadways would be discharged to the proposed outfall sewer at the downstream pump station discharge point. Although sustained rainfalls are infrequent in Lubbock, high-intensity thundershowers occur frequently and a higher design frequency would be necessary to prevent inundation of the underpass during these periods of intense rainfall. Design Option B-1 Construction of grade separation concept B-1 would restrict some of the traffic movements between Quirt Avenue and other road- ways in the immediate area of the structure. Traffic originating within the area between E. 29th to E. 33rd streets, and E. 34th to E. 37th streets, would be forced to drive extra distance to gain access to Quirt Avenue. The turning movements between Quirt Avenue and E. 33rd and E. 34th streets on each side of the rail- roads would be accomplished by utilizing the local and secondary street systems in the area, such as E. 29th, E. 37th, and E. 38th streets, respectively. The total travel distance and 20 -year costs associated with the eight bi-directional turning movements in the B-1 design option amount to 19,815 feet and $17,231,000, respectively. These distances and costs include turning movements travel within the proposed limits of Magnolia Avenue and E. 34th Street, Quirt Avenue and E. 38th Street, Southeast Highway and E. 38th Street, TumerColl'ieO&aden im Redbud Avenue and E. 33rd Street, and Quirt Avenue and E. 29th Street. Traffic destined for or originating in the Wheatley Subdivi- sion would enter the area from Southeast Highway on the cotton compress grade crossing of the AT&SF RR. This existing private crossing would be converted to a public crossing and connected with the Railroad Avenue and E. 37th Street intersection by a proposed public roadway. This area is under consideration for redevelopment to industrial land uses. Therefore, the access into the area from Southeast Highway across the railroad is subject to modification in accordance with the area's redevelopment plans. A new crossing of the railroad into the area is under consideration in its redevelopment. Funeral processions destined to the City cemetery from E. 34th Street would be routed via Magnolia, E. 37th Street, Quirt Avenue, E. 29th Street, Redbud Avenue, E. 33rd Street to the cemetery entrance. An alternative entrance into the northwest corner of the cemetery from Teak Avenue would remove the cemetery entrance from its present location in close proximity to the FW/D RR tracks. Desian Option B-2 Grade separation option B-2 provides for direct connections from Quirt Avenue to E. 33rd and E. 34th streets. The interchange turning movements would be made on these connecting roadways. The design criteria for the turning roadways provide for a 25 -mph Tun erCollie0ftdentnm 32 POOR i Redbud Avenue and E. 33rd Street, and Quirt Avenue and E. 29th Street. Traffic destined for or originating in the Wheatley Subdivi- sion would enter the area from Southeast Highway on the cotton compress grade crossing of the AT&SF RR. This existing private crossing would be converted to a public crossing and connected with the Railroad Avenue and E. 37th Street intersection by a proposed public roadway. This area is under consideration for redevelopment to industrial land uses. Therefore, the access into the area from Southeast Highway across the railroad is subject to modification in accordance with the area's redevelopment plans. A new crossing of the railroad into the area is under consideration in its redevelopment. Funeral processions destined to the City cemetery from E. 34th Street would be routed via Magnolia, E. 37th Street, Quirt Avenue, E. 29th Street, Redbud Avenue, E. 33rd Street to the cemetery entrance. An alternative entrance into the northwest corner of the cemetery from Teak Avenue would remove the cemetery entrance from its present location in close proximity to the FW/D RR tracks. Desian Option B-2 Grade separation option B-2 provides for direct connections from Quirt Avenue to E. 33rd and E. 34th streets. The interchange turning movements would be made on these connecting roadways. The design criteria for the turning roadways provide for a 25 -mph Tun erCollie0ftdentnm Irl 33 design speed, or the next even 5 -mile increment above the speed determined from 70 percent of the through roadway design speed. The connecting roadways would provide for turning movements in the north quadrants of the interchange north of E. 33rd Street and the south quadrants of the interchange south of E. 34th Street. The total travel distance and 20 -year costs associated with the eight bi-directional turning movements in the B-2 design option amount to 22,173 feet and $15,924,000, respectively. These distances and costs include turning movements travel from entrance into the project limits through the completion of the turning movements. The project limits on the various entry streets for these movements are as follows: Magnolia Avenue and E. 34th Street, Quirt Avenue and E. 38th Street, Southeast Highway and E. 38th Street, Redbud Avenue and E. 33rd Street, and Quirt Avenue and E. 29th Street Additional right-of-way would be required to implement the B-2 design option. Since the design loops the connecting road- ways around existing buildings, access to these improvements would be provided by 24 -foot roadways, with cul-de-sacs, located within the Quirt Avenue right-of-way. Under this design option, access to the Wheatley Subdivision would be accomplished in the same manner as under design B-1; see page 32. Funeral processions destined to the City cemetery from E. 34th Street would be routed via the southeast quadrant connecting roadway, Quirt Avenue, northeast quadrant connecting TumerWheftraden Inc. roadway, Redbud Avenue, and E. 33rd Street to the cemetery entrance. Alternative Design - Concept C The third alternative design concept considered for the Quirt Avenue extension was the construction of an overpass over the railroad tracks. The alignment of Quirt Avenue would be shifted east to avoid conflict with public utilities.and railroad equip- ment. The proposed minimum design option (C-1) developed for the overpass concept is illustrated in Exhibit 10, A and B, and the desirable design option (C-2) is illustrated in Exhibit 11, A and B, with the roadway and structure typical sections shown in Exhibit 12B. Construction of an overpass would result in savings to the motoring public which would be identical to the underpass concept; i.e., $24,912,000 in operation and train delay costs, $5,607,000 in traffic signal delay costs, and 2,016,900 gallons of fuel conserved during the 20 -year study period. See Appendix Table A-4 for the supporting fuel conservation computations. In addition to these savings, less utility adjustments would be required. The 27 -inch waterline parallel to Quirt Avenue would need adjustments near both approach fills. The Pioneer gas line would require relocation throughout the project's length. Conflicts with most utilities in the area could be avoided by judicious bent location and design. Construction of the overpass can be TumerCofreftraden Inc. 34 roadway, Redbud Avenue, and E. 33rd Street to the cemetery entrance. Alternative Design - Concept C The third alternative design concept considered for the Quirt Avenue extension was the construction of an overpass over the railroad tracks. The alignment of Quirt Avenue would be shifted east to avoid conflict with public utilities.and railroad equip- ment. The proposed minimum design option (C-1) developed for the overpass concept is illustrated in Exhibit 10, A and B, and the desirable design option (C-2) is illustrated in Exhibit 11, A and B, with the roadway and structure typical sections shown in Exhibit 12B. Construction of an overpass would result in savings to the motoring public which would be identical to the underpass concept; i.e., $24,912,000 in operation and train delay costs, $5,607,000 in traffic signal delay costs, and 2,016,900 gallons of fuel conserved during the 20 -year study period. See Appendix Table A-4 for the supporting fuel conservation computations. In addition to these savings, less utility adjustments would be required. The 27 -inch waterline parallel to Quirt Avenue would need adjustments near both approach fills. The Pioneer gas line would require relocation throughout the project's length. Conflicts with most utilities in the area could be avoided by judicious bent location and design. Construction of the overpass can be TumerCofreftraden Inc. r I 35 completed with minimal disturbances to railroad and automotive movements. Lubbock Power and Light Company has planned a high voltage power transmission line parallel to the FW/D RR tracks. This transmission line is designed for an ultimate capacity of 1381,000 volts. Initial operation of the line will be at half the design capacity, or 69,000 volts. The clearance between the overpass deck and the power lines appears to be adequate for the initial operation of the line, but may not be high enough for the ulti- mate power line's capacity. Construction of the power line should begin in August 1980 when foundation construction is initiated. Design Option C-1 The restriction of access for design options C-1 and C-2 to certain streets and turning movement routes from Quirt Avenue to E. 33rd and E. 34th streets which would result from the con- struction of the overpass would be identical to those of the underpass design options B-1 and B-2. r` Access to the Wheatley Subdivision area and for funeral processions from E. 34th Street to the cemetery for the C-1 and C-2 design options would be the same as that provided for in design options B-1 and B-2, respectively; see page 32. The total travel distance and 20 -year costs associated with the eight bi-directional turning movements in the C-1 design option amount to 19,815 feet and $17,231,000, respectively. TumerColreOftden lm 36 These distances and costs include turning movements travel from entrance into the project limits through the completion of the turning movements. The project limits on the various entry streets for these movements are the'same as for design option B-1; see page 31. Design Option C-2 Design option C-2 provides for turning movements to be accommodated on direct connecting roadways between Quirt Avenue and E. 33rd and E. 34th streets similar to option B-2. See pages 32-34 for the connecting roadway criteria, abutting property access, Wheatley Subdivision access, and funeral procession rout- ing to the cemetery. The total travel distance and 20 -year costs associated with the eight bi-directional turning movements in the C-2 design option amount to 22,173 feet and $15,924,000, respectively, or the same as that under design option B-2. See page 33 for the explanation of the C-2 project limits, which are the same as for design option B-2. Alternative Design - Concept D The fourth alternative design concept considered the "no - build" or "do-nothing" concept. The study area residents have indicated that some type of improvement must be made at this location to provide for the extension of Quirt Avenue. TumerWheCOBradenim 19 WA During the 20 -year period to 2000, at -grade crossings at the railroads will cost the motoring public approximately $24,912,000 in delay and added travel. By the year 20001 the combination of increased traffic on Quirt Avenue and trains on the railroads will cause extreme congestion. The reduced capacity of the existing E. 33rd and E. 34th streets, coupled with heavy future traffic and turning movements required to negotiate the existing at -grade crossings, will result in increased accident potential. In the event the intersection of Quirt Avenue and E. 34th Street remains as an at -grade intersection, traffic signals would be required to control traffic. Seven of the ten accidents in 1979 were right-angle collisions and are subject to accident reduction by traffic signal control. Traffic signal control appears to be warranted at this intersection at this time, since the minimum volume warrants specified in the Texas Manual of Uniform Traffic Control Devices can be reduced by 30 percent due to the 40 mph approach speed on E. 34th Street. The cost of vehicle delay for the 20 -year design period associated with a traffic signal installation at Quirt Avenue and E. 34th Street would amount to $5,607,000. TumerCollie&Braden Im r SECTION V - COST ESTIMATES 38 Travel Costs Preliminary cost estimates were prepared on the basis of the travel and train delay analyses to provide the base conditions for the cost benefit analyses. These cost estimates are tabulated in Table 1 for the representative year of 1980 and the succeed- ing 5th years to the design year of 2000 A.D. These costs were then converted to 5 -year total costs to determine the extent of savings which would be available to road users if: 1) the bypass crossings of Teak Avenue and E. 34th Street are replaced by a Quirt Avenue extension crossing, and 2) the Quirt Avenue extension is grade separated at the railroads to eliminate the delays due to train blockages of the crossings. These travel costs for each 5 -year increment of the study period are summarized in Table 2. The travel costs associated with each design concept's turning movements were analyzed for the four alternative designs; i.e., f rade crossing, rade separation with local street interchange, 9 9. 9 P 9 , f grade separation with direct connection interchange, and the existing conditions (do-nothing). These travel costs are summarized in Table 3 by each of the 5 -year increments in the 20 -year design period. The 5 -year total and accumulative costs' consider the effects of future inflation at the*6 percent per year increase rate. Construction Costs Preliminary construction cost estimates, based upon 1980 dollars, were prepared for each of the alternative design concepts TumerCollie c&Braden Inc. o� M tC A✓ RS " Ln %o r- CD m r♦ ON In CO O C Ln S.t ONNOCD qj to O CD qw r v^ Nr M C0 h j r -I • q' � ref' -I f -I -I coS IJ�O r -I tO14Nqw LM P-4 Q rcoOo�o �gtt1MNMr L1 rlfi ^ r- rM-1 thn A UP % N r-4 r-1 • MOrhO 0►M01hr Mhr1000 .0 hrOirp-1NN ^ 040000 • ONOepc0 (rjC er er r -I %0 N •� eD%DMC4rhi N h 0% CO to rs0>1 . P-4 84 m m v v to U Com! N ri V O�OO�D v4 CD co N N In CDN CO Lnar r-1 N M tC A✓ RS " Ln %o r- CD m N 0 0 0 0 ri %D %D M r -I INN"'VcoV fl- c0M0 N sil a w Lo co 00% O ,91 "I r-1 r4 r-4 N en Lna%01M C ^ C% r-1 co m e♦ co CO M CO to to qj to O CD qw r iJ � j r -I • q' � ref' -I f -I -I coS V CO HN riNtVMM P-4 Q N%DOrc0 �gtt1MNMr ^r-4Na1NM C .r Mertn%Dr N 0 0 0 0 ri %D %D M r -I INN"'VcoV fl- c0M0 N sil a w Lo co 00% O ,91 "I r-1 r4 r-4 N LnrM-I rO-I M 001 I� r-INMertn h er N M O r-1 � a''iocoona`"o en Lna%01M l0 ^ C% r-1 co m e♦ co CO M CO to to N O CD qw r iJ CO N N to M %D SN M V%a w It !.� P-4 Q N%DOrc0 •r1 ^r-4Na1NM C .r M M M CO CO LnrM-I rO-I M 001 I� r-INMertn h er N M O r-1 � a''iocoona`"o m N M�1%0 ChD O :2 co towNtDN N f0 r♦ r-1 N 80 O O N 8^ !.� N MLn-w •r1 � m %D C4 N co r-1 • • • • • m N M�1%0 ChD " 'COO to O to o air oi 0O% 0% CN, c 'rl r-1 ri ri r♦ N Orj 101Dtf1O M ' t1'f r O r-1 O co N f0 to CD W to to 80 O O !.� N MLn-w v � tn011ntnN er h 1n r-1 r-1 0►M01hr r•1 r -I N M " 'COO to O to o air oi 0O% 0% CN, c 'rl r-1 ri ri r♦ N Orj 101Dtf1O M ' t1'f r O r-1 C B to Q �v �E MCOrOr r 0► N �D 0'► r -I r -i N N N W Otootoo vco cc CA M C% ON00`% 0 }I ri r-1 r-1 r-1 N O co M h M IP 0% 0% M r -I to M !.� 01 hNtDM v � �ON1ONM r -I r♦ r-1 1� O co N h 0% CO to F-4 to O t0 M m m v v to U C B to Q �v �E MCOrOr r 0► N �D 0'► r -I r -i N N N W Otootoo vco cc CA M C% ON00`% 0 }I ri r-1 r-1 r-1 N CD lr H O A C `r o LM C N u •to L K 4) T1 �Qpl • r¢ HC fQ • •.g•1 Aj �1 i l • to tY1 O O to U O O O LneW� C H � rM-I ob U C 41 r E E ON CD . rp Ln N N O M W. Ln Ort 01 Ln cm 4* 0 r -i44 N + 14 O 44 C1 O uli �7 r- r0 0 0 9 to ,.i � T C to �.+ ori � .� b 8 s.+ .r -1•i O � CJ 4J 4J VO r -t •• m in •� coo 4 rp QW)A q�� a x� W � M 4w Ln kD rl- H (1)Dollar values for future year costs based upon a 6 percent per year inflation factor applied to 1980 costs. TumerCol[ie&Braden im 41 TABLE 2 — TRAVEL COSTS SUMMARY QUIRT AVENUE EXTENSION ro% Train Delay and Extra Extra Distance Interval Distance Cost ($)(1) Cost ($)(1) 1980-1985 2,073,415 502,435 1985-1990 31785,656 769,977 1990-1995 61833,213 1,180,171 12,220,197 11808,929 1995-2000 Accumulative Totals 198072000 24,912,481 41261,512 (1)Dollar values for future year costs based upon a 6 percent per year inflation factor applied to 1980 costs. TumerCol[ie&Braden im 1 42 ate• TABLE 3 - TURNING MOVEMENTS TRAVEL COSTS SUMMARY QUIRT AVENUE EXTENSION r Turning Movements Travel Costs(l) Existing Grade Concept Concept Interval Conditions Crossing B-1 & C-1 B-2 & C-2 1980-1985 $ 1,961,385 $ 11472,745 $ 1,991,747 $ 1,844,728 1985-1990 3,085,689 2,311,966 31133,055 2,897,756 1990-1995 4,746,275 3,550,316 44817,991 4,451,976 r7 1995-2000 7,180,756 5,364,412 71,288,518 6,729,665 �4 TOTAL $16,974,105 $12,699,439 $17,231,311 $15,924,125 TRAVEL CO TS SAVINGS(2 $4,274,666 ($257,206) $1,049,980 (1) Dollar values for future years based upon a 6 percent per year inflation factor applied to 1980 costs. (2)Based upon comparison of respective design concept to existing conditions. TumerCotlie c&Braden Inc 9 43 E. which required construction. Detail summaries of these cost estimates are contained in Appendix Table A-5. The total pre- liminary cost estimates for each of the concepts are tabulated in Table 4. In addition to the construction costs, the costs include work associated with utility relocations or adjustments, ri ht-of-wa Y, railroad adjustments (whether included in the construction con- tract, or work performed by the railroad companies and billed direct to the City), and local street improvements required to ,..., provide access to Quirt Avenue for turning movements. The pre- liminary cost estimates include a 20 percent allowance for r7 engineering and project contingencies. TumecCollieOft&n 1m etr er N I O O O O O O O O O O O O U O O O O O O O O N m fl- Ln w Q ri ef' N .IJ to • ► • ► • • ► + a to %o Ln t- N co r -I t- ON W CL to <31 r -i o t`- O N U M N M M t- r -I d) Ca > l ob % ob V v V). o 0 o O o 0 0 0 o O O o U O O O O O O O O O N M N V u�ftb � 1t3 tl1 N o t0 a. co r -I tC Q1 01 aCL N to to M O t- o w r•1 U I•a N LA M M t - G a ► + sr Ln U O vi- V1- N 1 O O O O O O O O O O O O CO to O O O O O M O w O qP O v O U1 It 41 • ► . ► Q rr—It � N t!1 et' ` L N t` ^ a Ise M r•I yr O t- t- o d' ri U a t� N r-4 .-i M M t,- an .o lal• O r -I • Ln ► Ch 4 to hta it rs r r-1 r -I 1 O O O O O O O O O O O O G •r� Ll W O t[1 co CO On %0 q' O a u to • • • a co t- N t- tl1 N co 0%Ln N C O a s•+ O �O t0 tl1 O (� t� r -I w to •� N Q► r-1 M 111 P-4 O a r4 O C Ln O a yr BUD u W to to .O O Q O O Q O O O O O O O W U O O O O O O O O O to E-1 a V M .-I 01 N o O o O r- a Q 2. 'Z. unto C - U It3 •r+ ► tl1 . (- . M • e!' ► N • • N . N + Ill U G s4 w c4 r-1 M N r -I Q' co E•1 O d O M N n L 3 W 2 11 u $4 r- U v} +h E-4 H a ow a U ra W :3 r -i to a W a 41 C N Qr uS f� a E C a u a . w m c w � w ►�.� rtetyl • I r-1 c v C 5 a w cin •n � >I can co a sra C ro �v 3 •, to u of .�9 .O er tp u •rl r—I 0 RI ?1 O U u '^ 41 !� (a r-1 m 0 u O u 1 •ra U O C V W C > •r•1 C 3 V Irl •r+ 41 w 44 a W O a fn a fu CO U .0 to -*a > a 'a O s.1 r—I •rI v-4 •rI .0 tT to G G a U ^ u f Q' u f.1 X u 0 r1 a Id u •rd I•+ O r•i E N A w w a W w a D a Ea U .. F- r 11 SECTION VI - COST -BENEFIT ANALYSES 45 Utilizing the project cost estimates and differential travel costs for each of the alternative design concepts investigated, a cost -benefit ratio was computed for the comparison of each con- cept's cost effectiveness. The cost -benefit ratio for each concept is summarized in Table S. As noted in the table, the cost -benefit ratio for the over- pass concept is slightly less than the ratio for the at -grade crossing concept, and one-third larger when the C-2 overpass concept is compared to the B-2 underpass concept. Therefore, the most benefits to be received for each dollar spent would be accomplished through the construction of an overpass on Quirt Avenue at the AT&SF RR and FW/D RR. TABLE 5 - COST -BENEFIT RATIO QUIRT AVENUE EXTENSION Cost - Project Cost Project Benefit -Benefit Design Concept (1980 Dollars) (1980-2000 Dollars)(1) Ratio At -Grade Crossing 1,585,100 7,268,787 4.58 Underpass B-1 Concept 8,052,600 30,262,013 3.758 Underpass B-2 Concept 9,546,500 31,569,199 3.306 Overpass C-1 Concept 5,719,900 301262,013 5.290 Overpass t C-2 Concept 7,129,200 31,569,199 4.428 No -Build 0 0 1 (1)Dollar value for future years are increased at rate of 6 percent per year from 1980 to 2000. TumerColNe cO' Baden Inc. 9 SECTION VII - PROJECT FEASIBILITY 46 Based upon the analyses and geometric design studies per- formed as a part of this study, the alternative design concepts developed for an at -grade crossing, an underpass, and an overpass of the two railroads for the extension of Quirt Avenue are feasible. The savings in travel time, distance, energy, and reduced accident potential provide for more benefits during the 20 -year study period than it would cost to construct any of the concepts. At -Grade Crossing The at -grade crossing concept is not acceptable to the rail- road companies, or to the study area residents. The probability of one or more vehicles being stopped by each train is 0.9865, or 98.65 percent of the time a train is on the crossing there will be one or more vehicles waiting for the train to clear the cross- ing. This condition will lead to complaints from motorists to City and railroad company officials. The pursuance of this con- cept by the City of Lubbock administration will likely be countered by the railroad company managements. The area residents would likely object on issues of environment, safety, delay, and other public issues at public meetings and hearings which would be required if federal funds are used to finance the project. These federal funds would be involved if the project is con- structed as an urban system or community development project. These funding sources could also require that a Preliminary TumerWhe cOBraden Inc r r 47 Environmental Report, a Negative Environmental Declaration, or an Environmental Impact Statement be prepared, circulated for comment by interested parties, and presented in a public hearing. It is unlikely federal -aid secondary highway funds would be used to participate in any of the project concepts since SH 835 (E. 34th Street -Southeast Highway) is a secondary highway. Federal Highway Administration policies do not permit spending federal -aid secondary funds on secondary highways within urban limits. In addition, the SDHPT is faced with a critical funding problem to implement the adopted 20 -year Highway Plan and it is also unlikely State highway funds would be used in financing the portion of the project within the SH 835 right-of-way. Underpass The underpass concepts are the more costly of the design con- cepts considered. However, they would provide for the continuity of Quirt Avenue without the delays associated with the at -grade railroad crossing(s). These concepts create delays for rail traffic during construction due to the lowering of operating t speeds over the shoo -fly tracks during construction. When com- pleted, the underpass aesthetics would be more compatible with the neighborhood, and during periods of freezing weather the underpass would be open to traffic for a longer period of time g than an overpass. The maintenance associated with an underpass is expected to equal that associated with an overpass as the pump TumerCollie ctradenim 48 station requires a high level of maintenance to assure reliable operation, but the shorter underpass structures would require less maintenance than the longer overpass structure. Overpass The overpass concepts are the least costly of the grade separation concepts considered. They also provide for the con- tinuity of Quirt Avenue as a major thoroughfare without railroad delays. An overpass is the more easily constructed grade separa- tion concept and does not involve as many utility adjustments as an underpass. The only utilities to be adjusted,are those utili- ties which would conflict with the approach retaining walls and fill, or would be under the structure longitudinally. It would not be expected to require adjustment of railroad facilities. The location of residential properties near the project site indi- cates that there could be some infiltration of traffic noise into these areas from the elevated roadway. Determination of the extent of these noise impacts would have to be made from field studies and analyses. Feasibility The comparison of the six design concepts as evaluated in Table 6 results in the selection of the overpass grade separation concept as the most feasible solution to provide for the con- tinuity and extension of Quirt Avenue. The railroad companies have indicated that they would participate in the project cost TumerCO19e c&&aden Inc. I 49 of a grade separation in the amount of five percent of the con- struction cost for the main travelway grade separation required to cross only the railroads. Therefore, the project cost partici- pation would be based upon a theoretical structure length deter- mined by moving the grade points closer to the railroads. This five percent cost participation would be shared by the two rail- road companies on a negotiated basis to be agreed upon between the companies. The feasibility determination was accomplished through the use of a matrix chart rating each concept impact. The final ratings are summarized in Table 6. TumerCollieCiBraden Inc r 1 Olivu 1Id3N38.LS00 t N o 7 1500 O m V W �.�.a } N CD ro m cnZ Q LU w E.,. W- 1S00 X H W Q'W uj ZZ to cui a <u zCD F cc is Qui M m 50 )INVU M m N m mLa N to a 31io3s M R' N : Q Cd m Olivu 1Id3N38.LS00 ao N o m 1500 a m V 1N3W3AOUdWI 'NIW N m 1S00 a ONVI WnW1NIW is m M m id M Of A111I81 LvdW00 n m Q A11NnWW00 of ad m m m Z A1111911VdW00 m m 3SnCNVI ^ co m gym. r 13VdWl 3SION WnWINIW e a to ai 6 to m Li Z10vawi W Allivn0 + ^ �n alvwnwlNIW 30NV1Si55t/ NOI1v0013H wnwlNlw ^ ^ M ^ M O S1NMUUinou S3llillln m m W 311S-dd0 wnwiNIW m m �o Q P S1N3W1Snrov S3111111n m 311S -NO WnwlNIW epi Ci Ad ^ o AlIl19VlIVAV °C moa P4m N m N Rd S1N3W1Snrav N r s W uu WnwINIW M of N ^ o A110VdV0pt m a V AvmovouWAl1119vdv9NNOISNVdX3 Pod v epi ^K ^ AV130 OVOU11VU in ' wnWINIW o 0 0 o r ai A0N310IddnS 1a > 133HIS SS300V of m su3luuv8 m A111181SS300V ON ^ m ao m m ani 3ONVH:)U31N1 + w m v 3101H3A P4o id 4C A11nNI1N00 a ki 31nou ^ o o A111181SS300V Alll3dOdd DNI1ln8V rm. rm. m n 2 OC ~ v W y N y N M y N O :9 (us � cc W W C Irtu �y LUp > > d a SECTION VIII - CONCLUSIONS AND RECOMMENDATIONS 51 TunnerCollieOWaden Inc. Conclusions The analyses performed and design concept drawings prepared in this feasibility study for the extension of Quirt Avenue in Lubbock, Texas, result in the conclusions as stated in the follow- ing paragraphs. 1. The study area is in a transitional state of development due to portions of the.area being included in the City's redevelopment program. Certain areas have been acquired, ' improvements cleared, and new streets developed to permit development. 2. The City's growth is expected to continue as industrial development occurs and new jobs are created. This is evidenced by the City's ranking as the city with the lowest unemployment rate in the country. 3. The City's traffic volumes are expected to increase at a rate of approximately 2.75 percent per year during the next 20 years. Lubbock is essentially an automobile - oriented community dependent upon autos as the primary travel mode. Home-based work trips will continue to be made during future years and energy-related travel cost increases will impact the discretionary trips unrelated to work trips. The use of more fuel-efficient vehicles has reduced.gasoline consumption in recent months, but vehicle -miles of travel continue to increase. TunnerCollieOWaden Inc. 52 4. Rail traffic will more than double during the next 20 years as railroads become more competitive in the move- ment of bulk and large cargo. Train lengths are expected to remain the same as those operated today, as this opera- tion is governed by railroad operation policies. The AT&SF RR has a reputation for quick movement of freight, and train car lengths of under 100 cars is the maximum lengths which will conform to this policy. Therefore, the future year rail demands will be accomplished by increasing the frequency of trains, and this will result in 2000 A.D. in approximately 77 trains per day for the two railroads crossing Quirt Avenue. S. The existing route of traffic using Quirt Avenue from E. 31st to E. 34th streets creates additional travel costs and delay for this traffic. In addition, the vehicle occupants are exposed to the accident potentials associated with railroad grade crossings. During the next 20 years, these accident -potential exposures will be increased due to the increase in vehicular and rail traffic. 6. The study area residents do not consider an at -grade crossing of the two railroads for the Quirt Avenue exten- sion as a viable solution to their access problems. 7. The at -grade crossing design concept is expected to continue the Lubbock Independent School District TumerCollka ctraden Inc 53 L.I.S.D. t ) policy y of routing school buses along Loop 289 for access to the study area schools. This is done in order to avoid crossing railroads at-grade with loaded buses. school 8. The L.I.S.D. has recently placed a school bus facility, for maintenance and storage of buses, in operation on Quirt Avenue south of E. 50th Street. At the present time, buses originating at or destined for this facility generally avoid the use of Quirt Avenue between E. 31st and E. 34th streets. 9. The extension of Quirt Avenue across the two railroads will decrease the response time for emergency vehicles, especially the fire and emergency medical vehicles which t. now, or in the future, would be housed in the existing fire station at Quirt Avenue and E. 49th Street. 10. The extension of Quirt Avenue as a grade separation at the railroads would permit unrestrained use of Quirt Avenue by vehicles for the conditions noted in para- graphs 7, 8, and 9. 11. When considered on the basis of cost-benefit ratio to existing conditions, design concept C-1 is better than C-2. However, when the difference in travel and con- struction costs for the two overpass concepts are com- pared, the C-2 concept would cost approximately $102,100 more than the C-1 concept. This cost is approximately TumerWheOMaden Inc 54 1.5 percent of the C-2 concept construction cost and is less than the order -of -magnitude construction cost estimates prepared for the concepts and the unknwown future inflation costs for travel throughout the 20 - year design period. Upon this basis, the two overpass design concepts are considered to be equal in cost benefits and the selection of the design to be based upon factors other than costs. 12. Based upon project considerations, the overpass C-2 design concept is the most feasible solution for the extension of Quirt Avenue from E. 31st to E. 34th streets, as it provides the best access and lesser travel costs for turning movements than the C-1 design concept. Recommendations To provide an arterial facility for Quirt Avenue which would accommodate the projected traffic volumes to the 2000 A.D. design year, remove the existing railroad -motor vehicle conflicts, and reduce the impact of increased traffic associated with the City's growth, the extension of Quirt Avenue across the AT&SF RR and FW/D RR as outlined in the following paragraphs is recommended. Because field surveys and soils investigations g s are not within the scope of this study, the recommendations are subject to modification with respect to design concept details when the project design phase is authorized. TumefCoIIie cO&aden Inc. r 55 1. Provide for the extension of Quirt Avenue across the AT&SF RR and FW/D RR between E. 31st and E. 34th streets. 2. Quirt Avenue extension be accomplished by constructing an overpass over the two railroads and E. 34th Street. --, The project limits would be from E. 31st Street at the ( north end to E. 38th Street at the south end. The over- pass centerline should be transitioned to the east to intersect the railroads east of the railroads' crossing point and permit the structure's west parapet to clear this crossing. 3. Acquire additional right-of-way in the four quadrants of the overpass to provide direct connection roadways from Quirt Avenue to E. 33rd and E. 34th streets. Existing improvements and businesses could generally be maintained and only the property required for the connecting road- ways would be acquired unless the property owners object. This could then require acquisition of the entire parcel with the unused portion then sold as surplus property after completion of the project. 4. Utilize design criteria for the C-2 overpass which pro- vide for a minimum 35 mph through roadway design speed (40 mph -desirable) and connecting roadway design speed of 25 mph with vertical grades not exceeding 6 percent. The column bent spacing at the railroad main lines should be located to provide for a second main line track on TUmerC.d ieCMrd&n Inc it 9 56 each railroad and the columns located a minimum of 15 feet from the track centerlines to the face of columns. Vertical clearances for the overpass should provide for minimum distances of 23 feet from the railroad track top of rails and 16.5 feet over E. 33rd and E. 34th streets. 5. Provide a minimum of four traffic lanes on the overpass structure with a 12 -foot -wide median separating opposing traffic flows. This cross-section is desirable to meet the 2000 A.D. projected traffic volumes. 6. Provide turning capabilities on E. 33rd and E. 34th streets at each side of the structure to permit access to abutting properties on the cul-de-sac local access roadways paralleling the Quirt Avenue project. 7. The proposed overpass, as illustrated in Exhibit 11, A and B, is cost-effective since the improvement would result in a savings of approximately $31,569,200 for the public during the 20 -year study period compared to the estimated project cost of $7,1291200, and would conserve approximately 2,016,900 gallons of fuel during the study period. TumerCollie lkaden Inc 19 SECTION IX - IMPLEMENTATION PLAN 57 The implementation plan developed for this project provides for the design and construction of an overpass at the earliest time the project can be funded and constructed. In addition, the plan specifies the respective responsibilities of City, federal, and other sources of funding for the project components. Funding sources for the project financing may be obtained from City bond funds, community development block grant funds, federal -aid urban system funds (subject to conditions noted l below), and railroad company funds. The availability of each r7 type of funding source for this project must be determined by the City, and/or SDHPT officials, when considered with respect to other improvement needs of the City. Quirt Avenue at the present time is a designated federal -aid urban highway. It could be possible for the City to finance a portion of the Quirt Avenue Extension project as an urban highway system project using federal -aid funds. This action would be accomplished in cooperation with the SDHPT District office. Based upon the assumption that the funds (including federal - aid funds) are available to construct the overpass design concept, P . the implementation schedule would be phased as indicated in Alternate I of Table 7. With the project financed and controlled entirely by the City of Lubbock, the implementation schedule would be phased as noted in Alternate II of Table 7. TumerCol ieOBm den Inc. TABLE 7 - IMPLEMENTATION PLAN QUIRT AVENUE EXTENSION Alter- nate Item I. Project Executed Under Federal -Aid Regulations and Policies Preliminary Planning Stage Design Stage Right -of -Way Acquisition Stage Letting Stage Construction Stage II. Project Executed Under City of Lubbock Control Design Phase Letting Phase Construction Phase TumerCotiie &&den im Start Date August 1980 July 1981 January 1982 July 1982 November 1982 August 1980 August 1981 December 1981 58 Complete Date June 1981 June 1982 June 1982 October 1982 May to November 1984 July 1981 November 1981 June to December 1983 BIBLIOGRAPHY TumerCollie cOBraden Inc BIBLIOGRAPHY "A Manual on User Benefit Analysis of Highway and.Bus Transit Improvements," American Association of State Highway and Trans- portation Officials (1977). "Land -Use Report," Department of Planning, City of Lubbock, Texas (1974). "Neighborhood Statistical Indicators of Housing and Social Change," Department of Planning, City of Lubbock, Texas (1977). "Lubbock Urban Transportation Plan, Volume 3 Recommended Plan 1970-1990," City of Lubbock, County of Lubbock, Texas Highway Department (1970). "Municipal Cost Index," The American City and County, March 1980, p. 87. "Building Construction Cost Data, 1979," Robert Snow Means Com- pany, Inc., Duxbury, Mass. "Average Low Bid Unit Prices, January 31, 1980," State Department of Highways and Public Transportation, Austin, Texas. Curry, David A., Anderson, Dudley G., "Procedures for Estimating Highway User Costs, Air Pollution, and Noise Effects," NCHRP Report 133, 1972. DeLeuw, Cather & Company, "Characteristics of Urban Transportation Systems, a Handbook For Transportation Planners," May 1975. "A Manual on User Benefit Analysis of Highway and Bus -Transit Improvements," American Association of State Highway and Trans- portation Officials, Washington, D.C., 1977. "Highway Capacity Manual," Special Report 87, Highway Research Board, Washington, D.C., 1965. Pignataro, Louis J., "Traffic Engineering Theory and Practice," 1973. Traffic Control and Roadway Elements - Their Relationship to Highway Safety/Revised, Chapter 1 Railroad Grade Crossings, Automotive Safety Foundation, Washington, D.C., 1968. TumerCollieftraden Inc., EXHIBITS �^ TumerCollie&Bra&n Inc. 1 ��.. -�, 17 \. sruor AREA 1 hiii 7-1 it \� Source: City of Lubbock Land Use Report (19 74 ) LEGEND LOW DENSITY HOUSING I MEDIUM—HIGH DENSITY COMMERCIAL CITY OF LUBBOCK INDUSTRIAL QUIRT AVENUE EXTENSION PUBLIC USE PARKS EXISTING LAND USE AWN Turner Colhe&Braden inG ft PASO "OLGTOr CW -+b. ro.,K,M, Exhibit IJobR& 2772-002 1009 MAY 1990 INTERSECTION: INTERSECTION TURNING MOVEMENT COUNT E. 34TH STREET & QUIRT AVENUE, LUBBOCK, TEXAS 116 125 81 302 348 109 172 249 109 77 51 59 NOTE: LAYOUT OF AM, PM AND OFF-PEAK TRAFFIC VOLUME COUNTS: AM PM OFF TurnerCollie `cC.s' BradenInc Ln C 41 a Lr ko -4 4- n N !*ft rn N .-1 N O DATE: MARCH 4, 1980 HOURS: AM- 7:00 - 8:00 OFF- 10:00 -11:00 PM - 4:30 - 5:30 E. 34TH STREET 39 25 .22 198 109 241 140 4 122 4 6 6 MAY 1980 I =E-00 ..xx 7 Well, 9 V mmovr 411 N Source: City of Lubbock Land Use Report (1974) LEGEND LOW DENSITY HOUSING II MEDIUM—HIGH DENSITY COMMERCIAL INDUSTRIAL PUBLIC USE PARKS Q 9 (E) E) (2) Q a a r F - z_ 9 a 1 _ e � Q Opp �cr2 Na=O ._1 lY•IYIY 1 IBJ D d IYYpIlYNY11Y1 f1�MMll � •Ni p•1 .1 f,�, M COC gz / 8 it 1) Ea' •yk Ley P - aoaIr \ • as ooi ea � t w w r SW O= aj J Y t00 p �t p Ocr O o tip a ~ ~ 2 W W 1 SYY O 47 Y Z m > ! M W U "g J W lL Z k (1- « w 0w ra H Q ~ _ Q z yytt pQ VW O Mx X N J i W O a G >g JW W W W LL ! Q Cr (� W' V d .-- 'o Wt O O >F a ^ • Y , p Oi �r u S, W X3 1 "oo I a it 1 u jl II C 6 Od PI/ 3N/ 7 Ho.L pn 0 i ~ xm v� m W za COraO W X J W U) V cr Z M V V �3�N 30 till a U. wo tL O D > c co w H$~ Q �i w l� o I c till rj� '►`7 ty& O �k I - I , MOwl pxl F 4 g C V Z I 1 ' N n � I 1-2i g I I S I '1S 4SI£'3 $ w w L n � K W O � N I O 0® Ory 0 O O T NO/1YAd7i 8 ' 1S 418£ O z O� co w �Z $ ctrl - Z FCL Nw C) I= wU aZ g 0 �£ > `a 8 # $ * )-a ir( i- (D ai $ v� 1 ao V 0 2 b g 8 yy w W 6i oil 1 � f � r � $- � ti 1 $ LL 1S 41 L£ AM x 1 tl J oOo y Xoo D C O i a g o, 1 � IS 419 £ K t7 O7' 1S W r1w d f w, A �s I x I ysi ��I d, .� w ,'•y V�p, V' h ' as 7r si l5 'o'c :i cc JR:t �`�§• Oa0 �iSj ad, • Rit � S qip @14 --- - --- (9£8 HS) \�S41b£' 0 0 f ilf 'b'1 9 3W 7 HOJ dW 004i'l x v' .. �a 3 31V/ 7 H01 VII 9 co X z iii V W F- F - MW mU JW NV �z a W �Z oa zUJ cn cy 00489WS 3N/7 NOIViV '1S 418£ "3 0�S o o bO "g4r� \X y 004PI 'V.LS 1S 41 9£'3 1S 48b£ 3N/ 7 1-101 Vn z Y Z m3 e l >, V � a O ~T CL ` mX �LU cs z JZ Cf) Cf) LL. �_Z s }a z N V m a 3 p p O Q O � p w N U fA LL CE ac a M w V) In scrv� 'r E. 31st ST. »ga y MATCH L INE C >3 rnz v < rn z -c < G , z0 rn i URf T 8 z N Xw u m 0 g w : moo w fil Zo z MIS e o . z 'r E. 31st ST. »ga y MATCH L INE F i URf T rn N 0 m Ncc m 0 0 0 m 0 g 'r E. 31st ST. »ga y MATCH L INE MATCH L /NE STA. /4 f OG .Al, L 8 S ST �: � a�� �C+ b a g a PP r r. e' CMEVK^�PAF/ � � AI/R9 JE[EJ /-" r ..{ c m Jt m C C-) CA z M Z 0 O N D Mow �l °o z N m C w x A m -4 m I mo ro z0 cn o z wags v 0 M c V M ;u m m a to �, to in m v � 0 M > 0 0 D N W x a >,. % Y y ror -VETRgCk�,. 5, /N/op# � ♦ APOR L.PIL � �V ere+L�ae er I �r w a crn, Q m� 0 N c 0 p o cn m c, Y = x m MATCH L /NE s n o z z TF 40 / +J} qr :p J O&r .\ cy STA. /4 t00 7/J�iJ .!W/INIM.HplNl 1S 41 BQ •3 Li I� J ` r r I..n, .. - . :. 7p ��a � ����� tea• a� 4aa yeti R��t� Oa0 eft• y ip :1S4;K'3 00 f tr/ 'G'1 S 3N/ 7 1-1,9l vjV z V5lull Y V Z P W VZ JW M U. aZ 0 W� Q >W cy isss•.9 m IERfNAM?C � D v � � O ///9f iM/QP.R D �PeRP L P R v uivsei�a�t c�etE g O D -c srRenocE eEvr C rn � o cn m G) ;a m -< z D m -n o W r z m g X� �+ u z o 'O N r in z E. 31 st ST. MATCH L/NE STA. /4 4-00 I� I V sky 156, 00 f b/ *V.L S 4.18£ 3 3N/ 7 Hod VjV r a 3 o a c W � J N W El EM 0 Yv5 o U Z Om FW- J W 0 V) LL W V) U � 0Z a N n Z = 1}- � W Ci t a U ym 0 p ,vQ . Ir � O F ri . ! . ! 2 CO ��. � ! , � • . � � � ��� � ; ,�� . _ . 2 CO .. 7A 2 ` q x �w 7 � . li-q 0 o ) |= 2 � y 5 � ' _ � § , w | F _ e � -- 2 . i : § . . . _ k2 . � c� | ■ f/Ir 0U) «� � Lu }0,0 0� . �f | a fn . � ! , � • . � � � ��� � ; ,�� . _ . 0 o In Y CO m WW }� M X N �= OW J N 0 0 � >- W a a 3 U h- UV CE cr W 0 z 0 4F U 4 W z� OJ a UU wa H r H 4 APPENDIX TumerCollie cO to len Inc TABLE A-1 - ROSTER OF ATTENDANCE PUBLIC ATTITUDE MEETING 7:00 PM, February 19, 1980, Mae Simmons Park Community House Name Harry Stokley, Jr. Harold M. Chatman T. J. Patterson Eddie P. Richardson Heenan Johnson B. H. McDaniel H. E. Hawkins TumerCdlie c� ft&n Inc. Representing Residents Residents Residents Residents Residents City of Lubbock Turner Collie & Braden Inc. A-1 A-2 TABLE A-2 - ADDED SCHOOL BUS TRAVEL COSTS QUIRT AVENUE EXTENSION School One -Way Bus Route Trips Miles/Day DE -25 2 8.3 DE -26 2 9.8 DE -28 2 9.8 DE -29 2 9.8 RS -3 2 6.0 TOTAL 10 43.7 43.7 mi./day x 180 days/yr. = 7,866 mi./yr. 1975 Travel Costs = $122.45/1,000 mi. 1980 Travel Costs Petroleum Products $50.45 x $1.25 (1980 fuel costs) _ $191.10 $0.33 (1975 fuel costs) Other Costs = $72.00 x $229.4 (1980 CPI) = 105.81 156.1 (1975 CPI) TOTAL $296.91/1,000 mi. 7,866 mi./yr. x $296.91/1,000 mi. _ $2,335.50 in 1980 Expand to 1990 (study period mid -point) @ 6%/yr. increase = $4,182.52/yr. average cost $4,182.52/yr. x 20 yrs. _ $80,651/20 yrs. travel costs Fuel Conserved 7,866 mi./yr. s 7 mi./gal. = 1,123.7 gal./yr., use 1,124 gal./yr. 1,124 gal./yr. x 20 yrs. = 22,480 gals. fuel conserved in 20 yrs. TumerCollieO aden Inc. r-1 co ri co r - O O RW an N Ln tr N r -I O tD er M M N N N N O O ca ri C) tp O O O 1[1 O O Q1 N O O "4 r -I O •. 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W T c w •� C: O '"I V N sr M co M M sr N Ln r Ln E-1 • y+ o in Ln Ln Ln a p 0 v x E-1 E wro to 91 tu y1 Ln M M M N Ln o r -I r-1 er o r•I M r•I N o Q1 r-1 U1• • N M Q1 ab M r -i O •..i � C14 � � c4i to c It 41 .'.L c fL 41 •Ol v > •1, r -•I %D N r- U S.1 I I 1 I W 3 144 tC ICI o Ln w v Ln 01 O O � -I r x r•I r -i r-1 N c� 3 O Lin LLn n o N r O M a1 r -I 41 10 C1 Ln 9 J N M Ln r O 'rq > r tT v c v In ca V A Ln Ln Ln Ln '" I • Ln kD � M t0 M t0 M tD M � w rn x x x x $4 :� x v a r r o ro .c • r .-I o o '$ a r .•� Ln r -I r•�I N co N 44 W O •� $•L ( O Ln O Ln O N Ei >+ .� •I r r -I � o P-1 O N •k N v 1+ 04-) lU r-4 ,c W W 4-1w :3 sr m w M 54 H mW • 4 v go> • N c0 LD M t0 er r N As 111 1D r co 11 r•I r -i r•i kc ale s� Ln Ln Ln Ln x 4 rt v A rn x c co Ch 4m o O to r o O 41 E W C: O '"I V r6 sr M co M M sr N Ln r Ln 1�D r o C1 O wro RSA W I O N Ln o r -I r-1 er r N r N o Q1 r-1 U1• M M et' er Ln Ln r -I It 41 c fL •:3 •Ol v > LD r -•I %D N r- U W 144 tC ICI o Ln w O C1 Ln 01 O O � -I r r•I r -i r-1 N c� v 1+ 04-) lU r-4 ,c W W 4-1w :3 sr m w M 54 H mW • 4 v go> in— wet qw t0 a1 �D � r•� to rn 41 r vw n co M 4. v N r �o r N ri Q1 C O C1 O > O O V r -q N r--1 of U O 41 r er r O -r, a i� I.1 Q) t0 N r �O RS Q) U r♦ r N r-4 > ra C O C1 O w C O + Q! D U r -I N ul c O U CT C r--! •r1 Q) to O N w O �+U4 r- >4 >+ 'O U r-1 ri 1 C O O O S+ O + + N U' U ►•i r -I Q1 to U >y C � cC ri U! G A r -t � a a tp o �� • 4 E W � q�a j A v O •rl ,v % w aJ v -r+ w E E+ A-7 TABLE A-5 - PRELIMINARY COST ESTIMATES l QUIRT AVENUE EXTENSION At-Grade Crossing Project Limits - E. 31st Street to E. 35th Street. Unit Price(1) Item Unit Quantity (1980 Dollars) Amount(2) Excavation C.Y. 4,741 $ 3.60 $ 17,100 Stabilized Subgrade S.Y. 12,538 2.70 33,900 7-inch Concrete Pavement S.Y. 13,595 33.60 456,800 6-inch Concrete Curb L.F. 7,600 3.60 27,400 4-inch Concrete Sidewalk S.F. 7,600 3.00 22,800 Drainage 18-inch RCP L.F. 180 30.00 5,400 24-inch RCP L.F. 1,130 42.00 47,500 30-inch RCP L.F. 300 48.00 14,400 36-inch RCP Type B-B Inlet L.F. Ea. 2,000 8 54.00 1,440.00 108,000 111,600 Manhole Ea. 16 2,400.00 38,400 Railroad t , Crossing L.F. 350 420.00 147,000 Railroad Crossing Gates L.S. 1 180,000.00 180,000 Railroad Track Relocation L.S. 1 420,000.00 420,000 (1)Unit prices include allowances for engineering and contingencies. (2)Amounts rounded up to next $100. TumerCollie ct aden Im TumerCdIie &&den Inc. A-8 TABLE A-5 (Cont'd) At Grade Crossing Cont'd Unit Price(l) Item Unit Quantity (1980 Dollars) Amount(2) Traffic Signal L.S. 1 $42,000.00 $ 42,000 Right-of-Way S.F. 10,625 1.20 12,800 TOTAL $1,585,100 r•. TumerCdIie &&den Inc. A-9 TABLE A- (Cont' (Cont d) d) f Underpass Concept B-1 (Minimum Design) r Unit Price(l) t Item Unit Quantity 11980 Dollars) Amount(2) Project Limits - E. 31st Street to E. 38th Street. t Excavation C.Y. 74,576 $ 3.60 $ 268,500 Stabilized Subgrade S.Y. 25,101 2.70 67,800 7-inch Con rete E Pavement(3� S.Y. 23,956 33.60 805,000 6-inch Concrete Curb L.F. 15,280 3.60 55,100 4-inch Concrete Surfacing S.F. 60,720 3.00 182,300 Drainage 18-inch RCP L.F. 2,035 30.00 611,100 21-inch RCP L.F. 230 33.60 7,800 24-inch RCP L.F. 1,490 42.00 62,600 30-inch RCP L.F. 10 48.00 500 36-inch RCP L.F. 30 54.00 1,700 48-inch RCP L.F. 10,800 72.00 129,600 �-• Type B-B Inlet Ea. 11 1,440.00 15,900 [ Manhole Ea. 17 2,400.00 40,800 Pump Station L.S. 1 1801000.00 1801000 t Retaining Walls S.F. 65,529 57.67(4) 3,779,100 Railroad Bridge S.F. 7,850 108.00 847,800 Roadway Bridge S.F. 10,020 48.00 481,000 t � (3) Quantity includes that necessary to provide a 24-foot-wide roadway with swale ditch drainage on Avenue to Southeast Highway. E. 38th Street from Quirt (4)Unit price is average amount for low height retaining walls at $42 per S.F. and high height retaining walls at $66 per S.F. TumerCollieOft&n Inc. A-10 TABLE A-5 (Cont'd) Unit Price(l) Item Unit Quantity (1980 Dollars) Amount(2) Utility Adjustments 27-inch Water(S) L.F. 21030 $ 130.60 $ 265,200 12-inch Water L.F. 205 19.20 4,000 6-inch Water L.F. 440 10.80 4,800 4-inch Water L.F. 990 7.80 7,500 30-inch Sanitary L.F. 1,340 39.60 53,100 12-inch Sanitary L.F. 130 18.00 2,400 12-in h Natural �6) Gas Relocate Fire L.F. 21,400 94.60 227 1 00 Hydrant Ea. 3 1,440.00 4,400 Relocate Gate Valve Ea. 6 600.00 3,600 Railroad Shoo-Fly Track L.F. 3,200 78.00 249,600 Switch or Frog Ea. 5 25,200.00 126,000 Right-of-Way S.F. 98,272 1.20 118,000 TOTAL $8,052,600 (5)Unit price per linear foot includes cost of boring and casing the waterline under four railroad tracks, and making wet con- nections at each end of project. (6)Unit price per linear foot includes cost of boring and casing t the gas line under four railroad tracks. 1, TumerCOMe ftc en Inc A-11 TABLE A-5 (Cont'd) Underpass Concept B-2 (Desirable Design) Unit Price(l) Item Unit Quantity (1980 Dollars) Amount(2) Project Limits - E. 31st Street to E. 38th Street. Excavation C.Y. 81,092 $ 3.60 $ 292,000 Stabilized Subgrade S.Y. 42,568 2.70 115,000 7 -inch Concrete Pavement S.Y. 44,572 33.60 1,497,900 6 -inch Concrete Curb L.F. 22,390 3.60 80,600 4 -inch Concrete Surfacing S.F. 55,362 3.00 166,100 Drainage 18 -inch RCP L.F. 2,035 30.00 61,100 21 -inch RCP L.F. 230 33.60 7,800 24 -inch RCP L.F. 3,390 42.00 142,400 30 -inch RCP L.F. 10 48.00 500 36 -inch RCP L.F. 30 54.00 1,700 48 -inch -RCP L.F. 1,800 72.00 129,600 Type B -B Inlet Ea. 27 1,440.00 38,900 Manhole Ea. 29 2,400.00 69,600 Pump Station L.S. 1 180,000.00 180,000 Retaining Walls S.F. 65,529 57.67(4) 3,779,100 Railroad Bridge S.F. 7,850 108.00 847,800 Roadway Bridge S.F. 10,020 48.00 481,000 Utility Adjustments 27 -inch Water(5) L.F. 2,030 130.60 265,200 12 -inch Water L.F. 205 19.20 4,000 6 -inch Water L.F. 440 10.80 4,800 4 -inch Water L.F. 990 7.80 7,800 TumerW]k-.&Braden Inc. t; A-12 TABLE.A-5 (Cont'd) Underpass Concept B-2 (Desirable Design) (Cont'd) Price(1) ItemUnit Unit Quantity _(1980 Dollars) Amount(2) 30 -inch Sanitary 12 -inch Sanitary L.F. L.F. 1,340 130 $ 39.60 $ 53,100 18.00 2,400 12 -inch Natural Gas(6) L.F. 2,400 94.60 227,100 Relocate Fire Hydrant Ea. 3 1,440.00 4,400 Relocate Gate k Valve ` Ea. 6 600.00 3,600 Railroad Shoo -Fly Track Switch or Frog L.F. Ea. 3,200 78.00 249,600 5 25,200.00 126,000 Right -of -Way S.F. 294,745 2.40(7) 707,400 TOTAL $9,546,500 t: (7)Existing improvements acquisition costs and damages are subject to negotiation by owner and city, or as determined in condemna- tion proceedings. TumerCd ieO&aden Inc A-13 TABLE A-5 (Cont'd) Overpass Concept C-1 (Minimum Design) Project Limits - E. 31st Street to E. 38th Street. Unit Price(1) Item Unit Quantity (1980 Dollars) Amount(2) Fill C.Y. 14,500 3.60 $ 52,200 Stabilized Subgrade S.Y. 18,633 2.70 50,400 7 -inch Conrete Pavement(3T S.Y. 16,647 33.60 559,400 6 -inch Concrete Curb L.F. 6,100 3.60 22,000 4 -inch Concrete Surfacing S.F. 14,960 3.00 44,900 Drainage 18 -inch RCP L.F. 180 30.00 5,400 24 -inch RCP L.F. 1,130 42.00 47,500 30 -inch RCP L.F. 300 48.00 14,400 36 -inch RCP L.F. 2,000 54.00 108,000 Type B -B Inlet Ea. 8 1,440.00 118,600 Manhole Ea. 16 2,400.00 38,400 Roadway Bridge S.F. 78,120 48.00 3,749,800 Retaining Walls S.F. 13,290 42.00 558,200 Utility Adjustments 27 -inch Water(5) L.F. 1,035 130.60 135,200 4 -inch Water L.F. 1,125 7.80 8,800 12 -inch Natural Gas(6) L.F. 2,400 94.60 227,100 Right -of -Way S.F. 72,153 1.20 86,600 TOTAL $5,719,900 TumerW1k-.& „in A-14 TABLE A-5 (Cont'd) Overpass Concept C-2 (Desirable Desf n) Project Limits - E. 31st Street to E. 38th Street. Unit Price(1) Item Unit Quantity (1980 Dollars) Amount(2) Fill C.Y. 21,016 3.60 $ 75,700 Stabilized Subgrade S.Y. 36,100 2.70 57,500 7 -inch Concrete Pavement S.Y. 31,104 33.60 1,045,100 6 -inch Concrete Curb L.F. 17,950 3.60 64,700 4 -inch Concrete Surfacing S.F. 34,272 3.00 102,800 Drainage 18 -inch RCP L.F. 180 30.00 5,400 24 -inch RCP L.F. 3,030 42.00 127,300 30 -inch RCP L.F. 300 48.00 14,400 36 -inch RCP L.F. 2,000 54.00 1080,000. Type B -B Inlet Ea. 24 11440.00 34,600 Manhole Ea. 28 2,400.00 67,200 Roadway Bridge S.F. 78,120 48.00 3,749,800 Retaining Walls S.F. 13,290 42.00 558,200 Utility Adjustments 27 -inch Water(5) L.F. 1,035 130.60 135,200 4 -inch Water L.F. 10,125 7.80 8,800 12 -inch Natural Gas(6) L.F. 2,400 94.60 227,100 Right -of -Way S.F. 294,745 2.40(7) 707,400 TOTAL $7,129,200 TurnerCollie0toiden Inc.