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Resolution 12-1309RESOLUTION 12-1309 A RESOLUTION OF THE CITY COMMISSION OF THE CITY OF LONGWOOD, FLORIDA, ADOPTING THE BICYCLE AND PEDESTRIAN MASTER PLAN; PROVIDING FOR CONFLICTS AND AN EFFECTIVE DATE. WHEREAS, the Longwood Comprehensive Plan includes a commitment to provide the City's residents and visitors with mobility choice through the creation of a Bicycle and Pedestrian Master Plan; and contains other objectives promoting the implementation and maintenance of an efficient and effective multi -modal transportation system throughout the city; and WHEREAS, the success of SunRail in Longwood is dependent on a reliable, safe, multi - modal transportation network to move residents and visitors to and from Longwood's businesses and amenities; WHEREAS, the City of Longwood wishes to reverse the auto -dependent development pattern of recent decades by constructing the bicycle and pedestrian facilities to provide mobility choice, promote economic development, and improve the health and welfare of Longwood citizens; and WHEREAS, the City of Longwood desires to implement an interconnected facilities network that allows users of the popular Cross -Seminole and Seminole-Wekiva trails to safely access Longwood businesses and amenities, creating an economic benefit for the City; and WHEREAS, the City of Longwood shall consider Bicycle and Pedestrian improvements in the Capital Improvement Planning process, and shall explore all methods of funding projects, including but not limited to MetroPlan funding, grants, and coordination with other City projects including road resurfacing; and WHEREAS, the Bicycle and Pedestrian Master Plan identifies the projects and strategies necessary to provide cyclists and pedestrians with a system of safe and effective sidewalks, trails, street crossings, bike lanes, along with development and redevelopment that is conscientiously planned for pedestrians and cyclists; and NOW, THEREFORE, BE IT RESOLVED by the City Commission of the City of Longwood, Florida, as follows: Section I. The Longwood Bicycle and Pedestrian Master Plan, in the form provided hereto is hereby adopted. Section II: Conflicts. Any resolutions or policies in conflict herewith are hereby repealed. Section III: This resolution shall become effective immediately upon adoption. Resolution 12-1309 PASSED BY TIIE! IQTY COMMIS'' ON OF LONGWOOD, FLORIDA, IN REGULAR SESSION THIS ,_ DAY OF � �(m' j� 2012. Brian D. Sackett, Mayor I� O Sarah M. Mirus, MMC, MBA, City Clerk Approved as to form and legality for the use and reliance of the City of Longwood, Florida only. Daniel L Resolution 12-1309 2 fly, A a o q d d 'a � a R =: co a, o � q' Rfa � a bb o m � � R a CO3 3 b R M � a R Y n N F� �5 0 .R a a. to p R W G z � O � o C!•] H Y O W O T � bb > .G o r-- n i, .a W Y ^� • yJJ 'l. -- M w I� t- — ttm c; tD c y�' « •L. 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C m _v L L v � L -p v a, -C p 3 N V1 m _0 a) L m a) U N L Vn � � m °p 3 �s aJ r c ar v u '^ •`" o U @ CL O CL C C i m L � a) lD t N C .Q C y u V Cv (n Z VI C a) CA L1 f U cm: CC' U A m ` C N a+ ut 0 V, C (NO Y C m a) 3 a1 ❑. m n o cu +� a) o .a O ut L v.,) E -0 a--+ -a 3 Y a a, -0 m v a1 U O - n v m hD V) 2 C O 0 a w O U E S OD OD a v v � 44" I LO pw- CITY OF LONGWOOD 0 Bicycle and Pedestrian Master Plan FEASIBILITY STUDY EAST CORRIDOR: FROM CROSS SEMINOLE TRAIL TO SUNRAIL STATION PREPARED FOR: CITY OF LONGWOOD PREPARED BY: KIMLEY HORN AND ASSOCIATES, INC. 3660 MAGUIRE BOULEVAR SUITE 200'R ORLANDO, FLORIDA 32803-3062 ,) CA# 696 SEPTEMBER 2012 ` ce- hIIILEY—HORN AND ASSOCIATES, INC. 2012 LONGWOOD BIKE AND PEDESTRIAN MASTER PLAN Feasibility Study #1 — East Corridor: Candyland Park/Cross Seminole Trail/SunRail Connection INTRODUCTION........................................................................................................................1 PURPOSEAND NEED...............................................................................................................1 CONCEPT DEVELOPMENT.......................................................................................................1 SUMMARY OF FINDINGS..........................................................................................................2 CORRIDOR SEGMENT IDENTIFICATION................................................................................3 CORRIDOR EVALUATION AND PREFERRED ALTERNATIVES.............................................4 COST ESTIMATES....................................................................................................................8 CONCLUSION AND RECOMMENDATION.............................................................................10 APPENXIX: CONCEPTUAL DESIGN PLAN SHEETS i I P a g e Kimley-Horn and Associates, Inc. September 2012 Longwood Bike and Pedestrian Master Plan Feasibility Study #1 -East Corridor The East Corridor is intended to provide a connection from the Cross Seminole Trail to the planned Longwood SunRail station. This Feasibility Study is intended to identify and document the anticipated alignment, features, typical sections, and other components of the East Corridor. The study includes an evaluation of the corridor, an assessment of available right-of-way, a fatal flaw analysis, and preliminary cost estimates. The primary purpose of the East Corridor is to provide a bicycle and pedestrian facility that will enhance multi -modal mobility by providing connections to residential areas, the SunRail (commuter rail) station, a regional park, an industrial area, a recreational trail, and other parks. Under existing conditions, there are no direct connections between all of these uses. By providing a connection, the quality of life for adjacent residents will be enhanced. When considering future economic development and land -use mix potential, multi -modal connections such as the East Corridor will increase the viability and success of the region. The concept for this improvement was developed by working closely with the City of Longwood Community Development Services Department staff, Sheryl L Bower, AICP, Director, and Chris Kintner, AICP. The concept initiated out of an understanding of the need to provide improved multi -modal connectivity to the planned SunRail commuter rail station. The alternative alignments to be evaluated arose as a result of the following efforts: • Field review of existing conditions • Stakeholder Interviews • Coordination with City employees • Input received during the Public Workshop When initially envisioned, the project consisted of a north/south connection along portions of Grant Street, Rosedale Avenue, Credo Street, and through Candyland Park. The initial limits were from the intersection of Grant Street and Church Avenue to the intersection of Grant Street and Quail Avenue. Based on opportunities that were identified in the stakeholder interviews and the field reviews, it was determined that it would be beneficial to connect to the Cross Seminole Trail, likely'via Timocuan Way. Alternative options were identified for the portion running along Candyland Park, including an option that could shift the alignment to the east, using an existing utility corridor. An additional segment was identified that would connect to the southern portion of the City, running along Grant Street between Church Avenue and Wildmere Avenue. 1 1F'age Kimley-Horn and Associates, Inc. September 2012 Longwood Bike and Pedestrian MastE!r Plan Feasibility Study #1 —East Corridor While considering the project limits, it was determined that this project should also include a connection to the planned Sunrail station. Therefore, a segment was added along Church Avenue, from Grant Street to the planned SunRail station. An alternative to this segment is a corridor that would travel along Orange Avenue and Oleander Street. The East Corridor is anticipated to take the form of an urban trail, characterized by a combination of an 8-10' wide asphalt path, designated bicycle lanes, and shared lane markings. At cross streets, ADA compliant ramps will be provided, with enhanced crosswalk features when appropriate. SUMMARY OF FINDINGS The feasibility study for the East Corridor was completed to evaluate the feasibility of multiuse trails along all proposed corridors. Based on the findings of the feasibility study, a combination of multiuse trail, designated bicycle lanes, and shared lane markings are proposed for the East Corridor. The following Table 1 breaks down the corridors and presents the recommendE'd facility type that should be implemented. Table 1 — Recommended Bicycle Facilities Segment 1- Along Timocuan Way and N. Grant Street Begin End Recommendation Cross Seminole Trail Winding Oaks Lane Multiuse Trail Winding Oaks Lane Longdale Avenue Designated Bicycle Lanes Segment 2 - Along Church Street JSu7nRiltation N. Grant Street Signage and Shared Lane Marking (Sharrows) Segment 3 - Along N. Grant Street and S. Grant Street _ Wildmere Avenue E. Church Street Designated Bicycle Lanes Segment 4 - Along Orange Avenue/N. Oleander Street N. Grant Street SunRail Station age and Shared Lane Marking T(Srrows) Segment 5 - Along Orange Avenue N. Grant Street Community Recreation Center7�(Sig nage and Shared Lane Marking arrows) 2 1 P a g e Kimley-Horn and Associates, Inc. September 2012 Longwood Bike and Pedestrian Master Plan Feasibility Study #1 —East Corridor The corridor was initially divided into multiple segments with a variety of alternative alignments. Based on public involvement and data collection efforts, the alternatives and segments were assessed in order to determine the preferred alternative. The initial segments and alterna-:ives are listed below. Segment 1 Segment 1 includes four alternative routes that connect the Cross Seminole Trail to the corner of Grant Street and Rosedale Avenue (just south of Candyland Park). Alternative 1 starts at the intersection of the Cross Seminole Trail and Timocuan Way then travels south to the end of Timocuan Way where it continues along or over the drainage ditch behind Quail Avenue, connecting to the northern end of Grant Stneot. From that point, the corridor continues along the east side of Grant Street, adjacent to Candyland Park. Alternative 2 is similar to Alternative 1, with the exception of the portion along Candyland Park. Alternative 2 travels through the east side of Candyland Park (rather than along Grant Street on the west side of the park). Alternative 3 is similar to Alternative 1, with exception to the portion along Candyland Park, Alternative 3 travels on Grant Street, near the railroad tracks (rather than along the east side of Grant Street adjacent to the park). Alternative 4 includes a modification to shift a portion of the corridor to the east, traveling along Longdale Avenue, using an existing north/south utility corridor (east of Meadowlark Street) to connect to Raven Avenue. At that point, the connection could travel along Meadowlark Street then along the drainage ditch behind Raven Avenue to connect to the existing transmission line corridor. Segment 2 Segment 2 consists of the portion of the corridor that travels along Grant Street from Candyland Park to Orange Avenue. No alternatives were identified for this segment. Segment 3 Segment 3 includes two alternatives that connect Segment 2 (which ends at the intersection of Grant Street and Orange Avenue) to the intersection of Church Avenue and Oleander Street, connecting to Segment 4. Alternative 1 travels along Grant Street to Church Avenue, then along Church Avenue to the intersection of Church Avenue and Oleander Street. 3 1 P a g e Kimley-Horn and Associates, Inc. September 2012 Longwood Bike and Pedestrian Master Plan Feasibility Study #1 —East Corridor Alternative 2 travels along Orange Avenue to Oleander Street, then along Oleander Street, bridging over the existing pond and connecting to the intersection of Church Avenue and Oleander Street. Segment 4 Segment 4 consists of the portion of the path that travels along Church Avenue from the intersection of Church Avenue and Oleander Street (Segment 3) to the SunRail station. No alternatives were identified for this segment. Segment 5 Segment 5 is a southern extension of the corridor along Grant Street, connecting the intersection of Grant Street and Church Avenue to the southeastern portion of the city, terminating at Wildmere Avenue. Public input, stakeholder input, data collection efforts, field visits, and engineering judgment were used to evaluate the preferred alternatives. The corridor analyses for each segment and alternative are shown below. Preliminary conceptual design plans were developed to show the anticipated alignment of the recommended alternatives, as well as showing various destinations, alternatives, and potential obstacles. The plan sheets are provided as an Appendix. Segment 1 The portion of the corridor between the Cross Seminole Trail and the southern end of Tirocuan Way is outside of City limits. It will be necessary to coordinate with Seminole County to implement a connection along Timocuan Way. In preliminary discussions with Seminole County, it appears that the County will support this connection. The portion of the corridor that connects Timocuan Way to Grant Street will likely travel along the drainage ditch behind houses on the north side of Quail Avenue. In order to travel alonng the ditch while maintaining adequate drainage function, it may be necessary to install a large drainage pipe, cover the ditch, and construct the paved trail over the top of the pipe. It is recommended that the corridor travel through Arbor Park. The City has current plants and funding to make improvements to the park. Therefore, it is recommended that design of this portion of the trail is coordinated with the planned park improvements. Due to changes in right- of-way and varying constraints along the corridor there are two facility recommendations for Segment 1. From the Cross Seminole Trail to Winding Oaks Lane a multiuse trail should be implemented, at Winding Oaks Lane it is necessary for the facility to convert to designatM bicycle lanes until it terminates at Longdale Avenue. Providing a multiuse trail connection from the Cross Seminole Trail will provide continuity and enhance the image of the new facilities. 41Page Kimley-Horn and Associates, Inc. September 2012 Longwood Bike and Pedestrian Master Plan Feasibility Study #1 —East Corridor Alternative 1 (traveling along the east side of Grant Street) is the preferred alternative since this is the most direct route, there are fewer constraints, and there are fewer impacts to adjacent residences (when compared to other alternatives). Alternative 2 (traveling through the east side of Candyland Park) would result in conflicts with vehicles that are accessing the park, potentially requiring the removal of many shade trees near the parking lots. An additional complicating factor with Alternative 2 is the conflict arising when the corridor travels through the park gates that need to be closed and locked at times. Alternative 3 (traveling along the west side of Grant Street) would impact several) residences south of Winding Oak Lane by reducing driveway lengths, impacting front yards, and potentially requiring property acquisition due to limited right-of-way. Alternative 4 (eastern alignment using Longdale Avenue and the utility corridor) would impact several residences along Longdale Avenue by reducing driveway lengths, impacting front yards, and potentially requiring property acquisition due to limited right- of-way. This route is less direct, requiring users to travel farther east. There are many constraints due to existing conditions. Segment 2 There are no alternatives to consider for this segment. Due to right-of-way constraints along this corridor and potential for contentious issues during construction, signage and shared lane markings should be implemented along Church Street from the future SunRail Station to N. Grant Street. Segment 3 This segment includes two alternative routes that connect Segment 2 to Segment 4. Along North and South Grant Street between Wildmere Avenue and E. Church Street designatEd bicycle lanes should be implemented due to limited right-of-way. Alternative 1 (Orange Avenue and Oleander Street) improves mobility near the proposed senior housing development, to be located directly north of the intersection of Orange Avenue and Oleander Street. Implementation of this alternative requires construction of a bridge over an existing pond. The bridge would also provide a vehicular connE�ction between the two portions of Oleander Street. Due to the high cost of the bridge, t'1is alternative is likely only viable in the event that funding is obtained for the bridge. Since sidewalk widening improvements were recently completed along Orange Avenue and right-of-way is constrained along this portion, additional pavement improvements are not recommended in this location. It is not advisable to remove relatively new concrele in order to replace it with an asphalt path that is only 2' wider. Alternative 2 (Grant Street and Church Avenue) does not require a bridge and is therefore a much more financially feasible option. This alternative continues along the 5I13age Kimley-Horn and Associates, Inc. September 2012 Longwood Bike and Pedestrian Master Plan Feasibility Study #1 —East Corridor east side of Grant Street from Segment 2 to Church Avenue, where it runs along the north side of the road. Segment 4 There are no alternatives to consider for this segment. Along this segment it is recommended that signage and shared lane marking be implemented, this is due to the limited right-of-.Vfay and potential for conflict with adjacent properties. Segment 5 There are no alternatives to consider for this segment. If considered in the future, the corridor would likely be located on the east side of Grant Street. This segment could be implemented separately from the other segments. Right-of-way issues continue along Segment 5, therefore it is recommended that signage and shared lane marking also be implemented along this segment. The preferred alternative for the East Corridor is shown in Exhibit 1. 61Page Kimley-Horn and Associates, Inc. September 2012 Corridor 1 Segment 1 (Connection to Cro! Seminole Trail) I iC Segment 1 \77 Segment 4 Longwood Bike and Pedestrian MastEir Plan Feasibility Study #1 —East Corridor 'HUTONSONEM' Crw,s Seminole Trail 8i0ATREE ARH 2 Spring Hammock Preserve 7 �' fiAV Ef\ Boo is PARK MAGNOLIA � w LONGWOOD C ELEMENTARY REITER CommuNty Recreatlon Center) PARK DOwNrowN o E CHURCH AVE HISTORIC DISTRI T / SOUTH //% e g Segment 2 SEMINOI f HOSPITA: 1-- N I= 2 FLORIDA CENTRA COMMERCE rn PARK WILDM-*AVE 0 0:25� o s Exhibit 1: East Corridor (Shown in Red) �0 Legend �CorrEor I ■ ■ ■ Corridor I Alt—tn.. �Comdm 2 Comdor 2 Aeamalloa f "_, ldor 7 ■ Corridor 7 Conrwcrion E.I.Mg Trads Road. .} Raikoad ♦ Scrwoia ® P rk, FWAft U .q.d Area. Alec City o/ Longneod M Su Red SWUo CI I 7 Page Kimley-Horn and Associates, Inc. September 2012 COST ESTIMATES Longwood Bike and Pedestrian Master Plan Feasibility Study #1 —East Corridor Planning -level cost estimates were developed based on Florida Department of Transportation (FDOT) cost -per -mile models for a similar type of improvement. The cost estimates are intended to provide a general estimate based on limited information. Cost estimates will be refined in subsequent design phases when more information is available. Cost estimates are provided for each segment, as well as for the recommended alignment, with the recommemded alternatives highlighted in Table 2. 811'age a) Ch m `o �70 O cU a) w LJ CL I ns it a) 7C3 m (� 0 T 0 }• 0— c3)cn O a) .J LL U C -1 .1 Ln Ln O W 00 41 Ln Ln Rt en LA O M d' n lD N N u m M 00' n ra r- ice/) Ln fM 4' 0 V). t/� till tT N I� P- O m m c O d th N N ih t/A OVA c Ln o^ � W m c ' O u 00 O 0) lD L.D O Ln ' °Ln° tw o Cl v 000 0 0 lDD N�00 •a) O rn lD I-,).ij'� N U 1V/ O LD Ln O i Y O O > 3 Ln w E O N in Ct t4 cn r- -1 00 00 O � L _ Ql l0 rr L--L M lD M Ln N M M 00 00 N N UO N t/> N th to r trn o C In tl)h till O 41 u L' a! 00 O 00 00 O O rn Ln r` LT Ln Ln O O M O lD lT O LD lD u L Ln N tJ} -1 N till tn• a) CL N ih d' d to E E E E E E E E na r_ a, w 00 -1 N Ql Zt lD N J rn O Ln O Ln o M m O O O O O M C V1 (D c a) ~ a) L o s c O 0 a) 0 — c U ° c O C C ca W Ln 41 m o v c a) aa)) E aE) m � °) w �' O cn a) � Ln O vL Ln m (, > > C Ln 0 Ln 0 �_ v L^ Ln a0.c) > U U 0 c c 41 O U O C Ll O E L O E c } 0 E m a — O CL E O O Y C Y 0 LO V) OL 0 Y > LL E O O "O o d m C C) O 0) ate+ : a) Ln 7 N V) E E N ++c r6 C (0 0 .L C m N Ln C C L O mc -0 _0 C C L 7 Y f6 (D U C V' U U= -a 0L. 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CnZN W Q w 0 J LY oudow�loov %p wpn.it lIOL Ml 8nyw npueap !OM 6.pyeo�dpy�\e+!Pn�St��,a a� oef\Md YIB P e.6uaT000iSZZ6l\Oldl �1M0\,M � w^u 6u�.oip CITY OF LONCTWOOD Bicycle and Pedestri-a.in-�- ---V-taster Plan Y ERN LONGWOOD BIKE AND PEDESTRIAN MASTER PLAN Feasibility Study #2 - South Corridor; From Cross Seminole Trail to SunRail INTRODUCTION........................................................................................................................2 PURPOSE AND NEED ................................... ...........................................................................2 CONCEPTDEVELOPMENT......................................................................................................2 SUMMARY OF FINDINGS.........................................................................................................3 CORRIDOR SEGMENT IDENTIFICATION................................................................................5 CORRIDOR EVALUATION AND PREFERRED ALTERNATIVES..............................................6 COST ESTIMATES...................................................................................................................10 CONCLUSION AND RECOMMENDATION..............................................................................13 APPENDIX: CONCEPTUAL DESIGN PLAN SHEET Kimley-Horn and Associates, Inc. Longwood Bike and Pedestrian Master Plan September 2012 Feasibility Study #2 — South Corridor The South Corridor is intended to provide a connection from the planned Longwood SunRail station to the historic downtown and western portions of the City. There are two main branches that are considered in this analysis, one that runs northwest from the station to EE Williamson Road, and one that runs southwest from the station to SR 434 near St Laurent Avenue. This Feasibility Study is intended to identify and document the anticipated alignment, features, typical sections, and other components of the South Corridor. The study includes an eva uation of the corridor, an assessment of available right-of-way, a fatal flaw analysis, and preliminary cost estimates. The primary purpose of the South Corridor is to provide a bicycle and pedestrian facility that will enhance multi -modal mobility by providing connections to residential areas, the SunRail (commuter rail) station, a regional park, a hospital, the historic downtown area, the western portion of SR 434 (a major arterial with many retail developments), and to the northwest portion of the city. Under existing conditions, there are no direct connections between many of tl-ese uses. By providing these connections, the quality of life for adjacent residents will be enhanced. When considering future economic development and land use mixture potential, multi -modal connections such as the South Corridor will increase the viability and success of the regic n. The concept for this improvement was developed by working closely with the City of Longwood Community Development Services Department staff, Sheryl L Bower, AICP, Director, and Chris Kintner, AICP. The concept of this project initiated out of an understanding of the need to provide improved connectivity to the planned SunRail commuter rail station. The alternative alignments to be evaluated arose as a result of the following efforts: • Field review of existing conditions • Stakeholder Interviews • Coordination with City employees • Input received during the Public Workshop 2 1 P a g e Kimley-Horn and Associates, Inc. Longwood Bike and Pedestrian Master Plan September 2012 Feasibility Study #2 — South Corridor Based on opportunities that were identified in the stakeholder interviews and the field reviews, it was determined that it would be beneficial to provide the northwest and the southwest branches of this corridor. Alternative options were identified for the western portion of each branch that could improve the end points of the corridors. The South Corridor is anticipated to take the form of an urban trail, characterized by a combination of an 8-10' wide asphalt path, designated bicycle lanes, and shared lane markings. At cross streets, ADA compliant ramps will be provided, with enhanced crosswalk features when appropriate. The feasibility study for the South Corridor was completed to evaluate the feasibility of multiuse trails along all proposed corridors. Based on the findings of the feasibility study, a combination of multiuse trail, designated bicycle lanes, and shared lane markings are proposed for the South Corridor. The following Table 1 breaks down the corridors and presents the recommended facility type that should be implemented. Table 1 — Recommended Facilities Segment 1- Along W. Church Avenue Begin End _ Recommendation SunRail Station Reiter Park (Milwee Street) _ Signage and Shared Lane Marking (Sharrows) Segment 2 - Along W. Church Avenue and Rangeline Road _ Reiter Park (Milwee Street) Tiberon Cove Road Designated Bicycle Lanes Tiberon Cove Road Sandalwood Way _ Signage and Shared Lane Marking (Sharrows) _ Sandalwood Way Rangeline Road Designated Bicycle Lanes _ W. Church Avenue EE Williamson Road Signage and Shared Lane Marking (Sharrows) Segment 3 - Along Milwee Street and W. Warren Avenue _ Reiter Park (W. Warren Avenue) SR 434/St. Laurent Street Designated Bicycle Lanes Segment 4 - Along Powerline Easement _ Longwood Hills Road I W. Church Avenue Multiuse Trail 3 1 P a g e Kimley-Horn and Associates, Inc. September 2012 Longwood Bike and Pedestrian Master Plan Feasibility Study #2 — South Corridor Segment 5 - Along Rangeline Road SR 434 1W. Church Avenue _ Designated Bicycle Lanes Segment 6 - Along Powerline Easement (South) Southern City Limits SR 434 Multiuse Trail 4 1 P a g e Kimley-Horn and Associates, Inc. September 2012 Longwood Bike and Pedestrian Master Plan Feasibility Study #2 — South Corrido, The South Corridor is divided into multiple segments with alternative alignments on the western portions of the corridors. Based on public involvement and data collection efforts, the alternatives and segments were assessed in order to determine the preferred alternative. The initial segments and altematives are listed below. Segment 1 Segment 1 consists of the portion of the corridor that runs along Church Avenue from the SunRail station to Reiter Park (at the intersection of Church Avenue and Milwee Street). There are no proposed alternatives for this portion of the corridor. The western terminus of this segment connects to Segment 2, which continues along Church Avenue, and to Segment 3, which continues south along Milwee Street then along W Warren Avenue. Segment 2 Segment 2 consists of the portion of the corridor that travels along Church Avenue from Reiter Park to the intersection of the transmission line corridor and Church Avenue (near Eastgate Trail / Sandalwood Way). There are no alternative alignments to this segment. Segment 3 Segment 3 includes two alternatives that connect Segment 2 to EE Williamson Road. Note that a separate feasibility study was completed for the EE Williamson Road corridor. Alternative 1 continues along Church Avenue to Rangeline Road, then along Rangeline Road to EE Williamson Road. Alternative 2 travels along the eastern portion of the transmission line corridor, between Church Avenue and EE Williamson Road. Segment 4 Segment 4 connects Reiter Park to the southwestern portion of the city, traveling along Milwee Street between Church Avenue and W Warren Avenue then along W Warren Avenue to St Laurent Avenue. Two alternatives were identified for the western portion of the corridor that are intended to provide a connection to SR 434. Alternative 1 continues along W Warren Avenue to St Laurent Avenue, then along St Laurent Avenue to SR 434. 51I:1age Kimley-Horn and Associates, Inc. September 2012 Longwood Bike and Pedestrian Master Plan Feasibility Study #2 — South Corridor Alternative 2 crosses W Warren Avenue at the transmission line corridor then travels south through a retail parking lot to SR 434. Public input, stakeholder input, data collection efforts, field visits, and engineering judgment were used to evaluate the preferred alternatives. The corridor analyses for each segment and alternative are shown below. Preliminary conceptual design plans were developed to show the anticipated alignment of the recommended alternatives, as well as showing various destinations, alternatives, and potential obstacles. The plan sheets are provided as an Appendix. Segment 1 The City of Longwood is currently working with Seminole County to evaluate and recommend potential modifications to Ronald Reagan Boulevard. The coordination may result in changes that affect the configuration of the intersection of Ronald Reagan Boulevard and Church Avenue. Therefore, it is recommended that the design of this segment is coordinated with City and County staff to accommodate and better understand the potential changes. If the bicycle and pedestrian corridor through this segment is designed prior to developing design plans for modifying Ronald Reagan Boulevard, there are limited options to improve bicycle and pedestrian conditions. The typical section adjacent to the storefronts on Church Avenue is 44' wide, composed of two travel lanes, two lanes of on -street parking, and sidewalks on both sides of the road. The existing on -street parking on the north side of the road (approximately 5 spaces) would need to be removed to widen the sidewalks or provide arty other accommodations for bicycles and pedestrians. While wider sidewalks or other accommodations would improve pedestrian conditions, it is anticipated that the adjacent stores would like to retain the existing on -street parking. Because of the current speed limits along the Corridor are 20 miles per hour and because on -street parking will act as traffic calming along the corridor, shared lane markings and signage is recommended for Segment 1, improving conditions for cyclists without impacting the on -street parking. Seament 2 Segment 2 begins at the intersection of Milwee Street and W. Church Avenue at Reiter Park and follows W. Church Avenue northwest 1 mile to Rangeline Road. The segment then heads north on Rangeline Road, connecting to the intersection of EE Williamson Road and Longwood 6113age Kimley-Horn and Associates, Inc. Longwood Bike and Pedestrian Mas':er Plan September 2012 Feasibility Study #2 — South Corridor Hills Road. Designated bicycle lanes should be added to W. Church Avenue from Milwee Street to just south of Tiberon Cove Road, where curbs are present. Shared lane markings and signage can be used from this portion of the segment to Sandalwood Way. Designated bicycle lanes should be added from Sandalwood Way to Rangeline Road. Signage and shared lane markings should be added to Rangeline Road from Church Avenue to EE Williamson Road. Designated bicycle lanes can be considered during future resurfacing or reconstruction oi: this corridor. Segment 2 would provide a connection for residents in the northwest portion of the City to Reiter Park and the Longwood Historic District. North of Florida Avenue, additional considerations are needed to replace a drainage structure that is located beneath the existing sidewalk, and to maintain a short section of wooden beams that are currently used as a bench for a school bus stop (see South Corridor Plan Sheet Map 3). North of Parson Brown Way there is a pedestrian bridge over a drainage structure (see South Corridor Plan Sheet Map 4). It will be necessary to replace the bridge and reconstruct the drainage structure(s). North of Tiberon Cove, a short section of chain link fence, a retaining wall, and a drainage structure will need to be replaced to accommodate a wider asphalt path. Further north, the corridor is constrained by a significant grade differential with several large mature trees growing from the area near the sidewalk, currently separated by a short brick retaining wall (see South Corridor Plan Sheet Map 5). These conditions occur for approximately 3020' along Church Avenue. There is approximately 6' between the brick retaining wall and the back of the curb. Providing a corridor that is 8' wide would therefore require reconstruction of the curb and gutter and reduced travel lane widths, or removal of many large trees and reconstruction of the brick wall. This section of Church Avenue has 52' of available right of way. Therefore, reconstruction of the curb, gutter, and roadway lanes is possible and would allow improved conditions for the bike/pedestrian corridor. This modification is anticipated to cost approximately $30,000, which is included in the total cost shown later in this report. Segment 3 The connection from Church Avenue to EE Williamson Road could occur via Church Avenue to Rangeline Road (Alternative 1) or via the transmission line corridor (Alternative 2). Alternative 1: The west side of Rangeline Road is preferred due to conflicts on the east side of Rangeline Road, including significant impacts to large mature trees and c;cnflicts with many residential driveways that access Rangeline Road (on the east side). 71''age Kimley-Horn and Associates, Inc. September 2012 Longwood Bike and Pedestrian Masier Plan Feasibility Study #2 — South Corridor Alternative 2: Implementation of this alternative would require approval from residential property owners since the corridor travels through the back yards of single family residences. If the residents are opposed to this alignment, the trail will not be feasible. If the residents are supportive of this alignment, this would be the preferred alignment. A separate feasibility study was completed for the EE Williamson corridor. The eastern limits of that corridor are dependent on the location where the South Corridor connects to EE Williamson Road. Due to the unknown support from property owners along the transmission corridor, Alternative 1 is currently recommended as the preferred alternative. If, however, property owner coordination efforts result in support from the affected property owners, Alternative 2 will be the preferred alternative. Therefore, it is recommended that the design efforts begin with property owner coordination. In order to have the best chance at being implemented, designated bicycle lanes are recommend along this corridor. If the on street parking is kept along the corridor there will need to be specialized design standards that are used to assure the safety of bicyclists a -ound parking cars. Segment 4Optional segment 4 would provide an multiuse trail alternative connection be blveen W. Church Avenue and Longwood Hills Road. The optional segment 4 begins at the intersection of Lake Emma Road and Longwood Hills Road and heads south along the power line easement between W. Church Avenue and Longwood Hills Road. The segment would connect to 'the proposed Segment 2 at W. Church Avenue between Harbour Drive and Sandalwood Way. Linear ponds along the optional segment 4 would likely need to be modified or replaced in order to provide adequate separation from the trail. Further negotiations would also need to be made with property owners along the power line easement before any action could be made. An additional connection between W. Church Avenue and W. Warren Avenue, following the same power line easement, was also assessed but was removed as a recommendation due to lack of local support and the potential high cost that would be associated with the right-of-way acquisitions from private property owners along the corridor. This segment of the corridor would have traveled through a number of private residences. These residents would have needed to agree to significantly reduce their yard space in order to provide a continuous trail. A portion of the W Warren Avenue corridor is constrained by a brick wall and landscaping, with limited space between the wall and the curb. In this location, 6' wide concrete sidewalks were recently constructed. The right-of-way for W Warren Ave is 60'. A new asphalt path is not recommended through this portion of the corridor as it would require expensive reconstruction of the recently constructed sidewalk, reconstruction of the curb and gutter, and reconstruction of the road in order to reduce the travel lane widths (or further reconstruction of the road to shift 8 1 P a g e Kimley-Horn and Associates, Inc. September 2012 Longwood Bike and Pedestrian Master Plan Feasibility Study #2 — South Corridor the centerline and allow the lane widths to be maintained). While the extra 2' would be beneficial for the bike/pedestrian facility, it is anticipated that removal of the new concrete sidewalk could be viewed as wasteful and inefficient, causing a significant negative response to the project. Approaching SR 434, two alternatives are available, traveling along St Laurent Avenue (Alternative 1), or along the transmission line corridor (Alternative 2): Alternative 1 is constrained by limited right-of-way and limited sight distances near St Laurent Avenue. Alternative 2 is complicated by traveling through a parking lot. It is not possible to avoid the drive isle without removing a significant number of large trees that provide shale to the park. While each alternative has benefits, neither will result in optimum conditions, Alternative 1 is preferred due to the more traditional alignment along a public road, avoiding conflicts with vehicles accessing the retail site. Modifications to the crossing at St Laurent Avenue and W Warren Avenue are recommended in order to provide better visibility. The recommended modifications to consider in the design phase include: • Moving the crossing closer to the intersection • Moving the stop bar (for westbound traffic) back in order to accommodate the crosswalk • Modifying the median island and landscaping to accommodate the crosswalk • Providing a high emphasis crosswalk The preferred alignment for the South Corridor is shown in Exhibit 1. 9 1 P a g e Kimley-Horn and Associates, Inc. September 2012 Corridor Z Longwood Bike and Pedestrian Mas•:er Plan Feasibility Study #2 — South Corridor W ODLANDS N ELEMENT RY LONGWOOD,HILLS RD Segment 41 Segment -2 Le Segmei it EE,WILLIAMSON RD 0 Z HIGHLAND HILLS Z w PARK w i i i R• LA E � , / / w �C � ORANGE AVE y9� MAGN - LIA / PA REITER PARK WCH RCHAVE ECHURCHAVE Legend Existing Trails Roads a_cNp y DOWNTOWN � S UT SEMINOLE w HISTURICe iH - SPITAL 3 DISTRIC r ® / r FLORIDA CENTRARailroadL / _ COMMERCEPARK Floods Managed Areas 5—R.il Station 0 0.2li 0.5 Miles Exhibit 1: South Corridor (Shown in Green) Planning -level cost estimates were developed based on Florida Department of Transportation (FDOT) cost -per -mile models for a similar type of improvement. The cost estimates are 10Ii'age Kimley-Horn and Associates, Inc. September 2012 Longwood Bike and Pedestrian Master Plan Feasibility Study #2 — South Corridor intended to provide a general estimate based on limited information. Cost estimates will be refined in subsequent design phases when more information is available. Cost estimates are provided for each segment, as well as for the recommended alignment, with the recommended alternatives highlighted in Table 2. 11 Page c m fn 0 (6 -O 2 C O a1 U Z5 L_ a 0 O a) U) d I 0 N m4t T a 'a Y � m (� O . o — rn(n c Ca O a J LL U C U) ro T U O U) rn Q O N C � N O E N ` o a) 2 0 0 ECL m Y U) N 0 Z ca F- n Ln m o Ln O o rn U M O V) V) r-1 d lQ O V} � Om (6 M c-I � w +� O V} V} V} to ih i1 O � o M 00) N Ln W V} M Ln l0 N cLn�t m c-1 cn to to tn• to V} c ' 0 u M 00 ci d• w c-1 M m C i o Ln Ln l0 Ln 0) m N O O cn IZT N 00 00 00 w O N V} N n a) p u n ih V� w to 4111• Ln n th m a) L Y 3 O 4+ � N N E 0 to tn- 0 vf rCo w 01 N Ol (n N W) N Na) O N Ln Ln r- N O O h V t/) 0000 if)- icen W 00 ci 0000 C . tV V} N V} m ci O 41 ` a 0) r� O O r, 00 00 vi .E N c-I 00 a) O Ln O Ln 00 m c-1 e-i 00 a) c-i -1 O t\ O lQ lD O m O m O L to N V} N Ln N Ln fl. tomn to tcn In V)- t E E E E E E E E tw C O 1-4 00 ci m M In � m 00 J M w w LO LO M r- r- w O O O O O O (5 O 4 C O L O a a > a. OC OC a > u '"' cca)-0 (n } N ro 0 U c VI N Q L EO Ln C C a O O _I_-U U a 3 E CU0 C� -O Q N V) L 7 L L `1- CO 'aj u a a aai U a + 3 C Ln c C cm I-- E T j co = _ 3 _ 3 a m o 41 C(a U J0 O E C m V C TuU,ai a v O T 7 oo 0 0 a O` a E aO E U o E c a c 3 a' ( o a, C c C o Y > o > cu c> > m= _0 a (A , - O O W= or � W L 4- C) Q. L C 0 O L M N E C C a -0 C QJ a C O .O Q C i cuE L Q '- C to v N O C o aCi aLA QJ U -a � v a tw o ?: a v tw 3 w v$ 3 E y== c m e d c c a v ` °wE c a° ° Q a°O U a a � O •i �--1 N v N m M d' Ln iD V c c ca c O c IT c a c� c= c � L a E a � E a a" E a� E o a~ E 'Q a o E •� a E o •+� a o m 3 W to Y 00 L 00 0 oA O 00 O 00 IZ tw Q O LA to cn CO to N In � In J 1n � V) O In O F- Kimley-Horn and Associates, Inc. September 2012 Longwood Bike and Pedestrian Master Plan Feasibility Study #2 — South Corridor Based on data collected in support of this feasibility study, it is anticipated that the South Corridor is feasible, and it can be constructed if funding is obtained. 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Longwood Bike and Pedestrian Master Plan September 2012 Feasibility Study #3 —West Corridor The West Corridor is intended to provide an improved connection from the City of Longwood to the Seminole Wekiva Trail while improving conditions associated with traveling to and from Woodlands Elementary School. This Feasibility Study is intended to identify and document the anticipated alignment, features, typical sections, and other components of the West Corridor. The study includes an evaluation of the corridor, an assessment of available right-of-way, a fatal flaw analysis, and preliminary cost estimates. The primary purpose of the West Corridor is to provide a bicycle and pedestrian facility that will enhance multi -modal mobility by providing connections to residential areas, enhanced features near Woodlands Elementary School, a connection to the Seminole Wekiva Trail (a regional trail system), and a connection to the planned South Corridor, which then provides a connection to the planned SunRail (commuter rail) station, a regional park, a hospital, the historic downtown area. Under existing conditions, the connections between these uses are limited to narrow concrete sidewalks. By providing an enhanced connection, the quality of life for adjacent residents will be enhanced. The concept for this improvement was developed by working closely with the City of Longwood Community Development Services Department staff, Sheryl L Bower, AICP, Director, and, Chris Kintner, AICP. The concept of this project initiated out of an understanding of the need to provide improved connectivity to the northwest portion of the city, including an improved connection to the Seminole Wekiva Trail. The following efforts assisted with conceptual development of the Corridor: • Field review of existing conditions • Stakeholder Interviews • Coordination with City employees • Input received during the Public Workshop Based on opportunities that were identified in the stakeholder interviews and the field reviews, very few alternatives were considered. The primary consideration for this corridor is determining which side of EE Williamson Road should be improved, and where the road should be crossed. 11 Page Kimley-Horn and Associates, Inc. September 2012 Longwood Bike and Pedestrian Mastor Plan Feasibility Study #3 —West Corridor The West Corridor is anticipated to take the form of an urban trail, characterized by a combination of an 8-10' wide asphalt path, designated bicycle lanes, and shared lane ma kings. At cross streets, ADA compliant ramps will be provided, with enhanced crosswalk features when appropriate. The feasibility study for the West Corridor was completed to evaluate the feasibility of multiuse trails along all proposed corridors. Based on the findings of the feasibility study, a combination of multiuse trail, designated bicycle lanes, and shared lane markings are proposed for the West Corridor. The following Table 1 breaks down the corridors and presents the recommended facility type that should be implemented. Table 1 — Recommended Facilities Segment 1- Along Longwood Hills Road and EE Williamson Road _ Begin End Recommendation _ Lake Emma Road Woodlands Elementary School Designated Bicycle Lanes Woodlands Elementary School Seminole Wekiva Trail Multiuse Trail Segment 2 - Along Longwood Hills Road _ Lake Emma Road Ronald Reagan Boulevard Designated Bicycle Lanes Segment 3 - Along Lake Emma Road, Lazy Acres Lane, and Bay Meadow Road Longwood Hills road Lazy Acres Lane/Powerline Easement Designated Paved Shoulders Lake Emma Road Ronald Reagan Boulevard Multiuse Trail Segment 4 - Along Powerline Easement Lazy Acres Lane I Cross Seminole Trail Multiuse Trail The West Corridor was not separated into multiple segments since the entire corridor is along EE Williamson Road. 21 "age Kimley-Horn and Associates, Inc. September 2012 Longwood Bike and Pedestrian Master Plan Feasibility Study #3 — West Corridor CORRIDOR EVALUATION AND PREFERRED ALTERNATIVES Public input, stakeholder input, data collection efforts, field visits, and engineering judgment were used to evaluate the alignment. Preliminary conceptual design plans were developed to show the anticipated alignment of the recommended alternatives, as well as showing various destinations, alternatives, and potential obstacles. The plan sheets are provided as an Appendix. When determining whether the corridor should be on the north or south side of EE Williamson Road, the primary considerations include potential conflicts with: • Large mature trees • Utility Impacts • Driveways and intersections • Landscaping impacts • Significant slopes / cross section issues • Drainage considerations Primarily due to the likely impacts to a significant number of large trees that provide considerable shade, it was determined that most of the corridor should be on the south sidle of EE Williamson Road. Along the bridge over 1-4, there is an existing sidewalk on the north side of EE Williamson Road, but no sidewalk on the south side. There is not sufficient room to modify the bridge to improve the crossing. Therefore, the West Corridor must be on the north side of EE Williamson Road near and across 1-4. Multiple types of bicycle facilities are recommended for various locations along this corridor. Beginning at Lake Emma Road and running along Longwood Hills Road and EE Williamson Road to Woodlands Elementary School designated bicycle lanes are recommended. From Woodlands Elementary to the Seminoles Wekiva Trail a multiuse trail is proposed. The multiuse trail will serve as an important connection to link existing bicycle and pedestrian facilities to neighborhoods and amenities within the City of Longwood. Additional optional segments are shown in Table 1 above. During field investigations, several features were identified that should be considered during design: On the east end of the corridor, there is a limited amount of space to provide a wider path. Therefore, it is recommended that the path includes all of the space available between the property line and the road, with a barrier is installed to separate the corridor from vehicular travel lanes. In front of Woodlands Elementary School, the existing traffic signal poles are locaied in the middle of the recommended centerline of the West Corridor. Several options are available to accommodate the trail and the traffic signal: o Move the signal poles. 311'age Kimley-Horn and Associates, Inc. Longwood Bike and Pedestrian Master Plan September 2012 Feasibility Study #3 —West Corridor o Construct the bicycle/pedestrian pathway (both directions) around the poles, closer to the road. o Split the path into one -direction paths, with one located between the poles and the fence, and the other located between the poles and the road. The third option is recommended, to split the path to go around both sides of the traffic poles. • It is recommended to cross EE Williamson Road at the existing crosswalk located at Penelope Drive, just east of 1-4. High -emphasis crosswalk improvements are recommended to provide additional visibility to the crosswalk. The preferred alternative for the West Trail is shown in Exhibit 1. Corridor 3 l Ej .. . 0 F= J9 losing soft o SMV_ID Segment 1 #j + 1 �d11::iiSS ;..totem.. GC °T�3I Legend ao 40010comdof 1 Q ... Comdor t Anemaoves .Comda 2 y Y ■ e e Comdv 2 Altematry �Comdw3 L' rti 3 e t t Comdx 3 ConnvKtion j � Existing Ttads Roads Railroad .I 0 S hods t ♦` Pa*s Flonda Managed Areas Mle Gly of Lmgwood pj GfD (Nj SunRad Stalion off - Exhibit 1: West Corridor (Shown in Purple) 411'age Kimley-Horn and Associates, Inc. September 2012 Longwood Bike and Pedestrian Master Plan Feasibility Study #3 —West Corridor Planning -level cost estimates were developed based on Florida Department of Transportation (FDOT) cost -per -mile models for a similar type of improvement. The cost estimates are intended to provide a general estimate based on limited information. Cost estimates will be refined in subsequent design phases when more information is available. Cost estimates are provided in Table 2. 51l3age C (0 d N U) O m C O mU a�i rn m � M c m T Y � m U) -O T O !-' O C M J U- U C O a) O d' r1 M 1l� O Ln LO 00 W a) to O V n .--1 1,, O IZT LD u r- ri ai cri ai Lr m n r0 N tr- Vji Ln m Vl- L} V} V} H Vl- OLn rn O1 C Ln M Zt LO c-i M CDLO to Ln Ln N V} V} Ln -Ln -Ln Vl- Vn c ' O u O c-1 O O n O , Ln N Ln al O LO to M N 01 M 00 ll n in Orn N 0000 t^/f t�i� m LO p u V� V} V} to Y m O Ln tD 3 0 a, lzj I-1 O al O N Ln Ch a a, H � O u V} 4A. to rn O n O w LO O ffl O N lzl rm 0 Ln OM U N M N C M i-I V} to M N O u a) 00 w O O 00 O r LA E 00 at r1 .-I O O O O c-1 -1 O O C O U '' O fn N 00 V} 00 V? M N C1 N CL L E E E E E E E CO r-1 n Ln n r- 'I 1� J 00 Ln O N r4 O1 O O r1 LA L 'a (D ,� O o a) C L Y a) OO m � 3 3 6 a) C f6 �p J O L ++ U0 J E m > a 0G 'D O m -O C O m C O O Ln a) w W _C E c ro LL) v Ln to C a) a) Ln 3 ` E c` M m CL E a) N Or CC v'�i 6- >u v E> o C° O v f6 m u a) m ER a m w a) E m E o p > ^ J W> W> C C a) 6 Incu aJ O p O E J n a) m 4! Y m O O aJ O oC ro O '- E cu u o C U to C u C cII O W j Q --1 m Q J m N E E j m N E ca c a) C_ O LnW o -c (n W (n -e J m N 0 J 4- Cr J O CC U m E E E '' vLn u a) L C O v m aai E -- — E` ac) E w O u to to N to C U) Ln Ln U rO J m m a) E CU L E a) O E+ >= a) ° Y C C ° _ m Us ar E a) a tInaJ '^ t1 O_ n 00 m- n O w c m cn J Ln to O O co O M O 66701 Kimley-Horn and Associates, Inc. September 2012 Longwood Bike and Pedestrian Master Plan Feasibility Study #3 — West Corridor The majority of this corridor is outside of Longwood City limits. Therefore it will be critical to work closely with Seminole County to implement the facility. In preliminary discussions, Seminole County has indicated that they generally support these types of improvements, and recognize that this project would benefit the City and the County. Implementation of this project would require an inter -local agreement between the City of Longwood and Seminole County. Based on data collected in support of this feasibility study, it is anticipated that the South Corridor is feasible, and it can be constructed if funding is obtained. It is recommended that the project proceed into the design phase, including additional coordination with Seminole County. 71F'age o U) N N Z Uw d r� < o , z o C� .6 LL o U)4w Q N'O o N z oO r J z � Q' LL m 5 a Z� p o U) z a .` J o r a< U d o ►y rt 1 N U _ �t#r zo m� r M LLJ LO U a�i ,. wo O m Z ov Md W D J r N zui 9F 27 ro3 %Sa gyfQ J J mm0 Las: 3 a ao� Ct mz� Waz ❑ O=O mop n 3 ZZ, > a pm� 1 < a U � J = A O paa C z < z O. 'yl i zoo X � OJ'�O _ Z < F- e �' ► w ..w:� i c) �. N z �; a Y � IJ O N J F- a . 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