City Engineer Bike Path Report
January 8, 2000

Report of the Engineer

Final Issues Regarding the Design of the Southwest Commuter Bike and Pedestrian Path and the Spooner Street Bridge Replacement

Drafted By: Larry D. Nelson, City Engineer

Date: January 8, 2000

Presented February 1, 2000

Referred Board of Public Works, PBMV Committee

1.0 Purpose. This report has been submitted to provide the recommendation by staff regarding salient design issues for the Southwest Commuter Bike and Pedestrian Path (the "SW Path") and the Spooner Street Bridge Replacement projects.

2.0 Background.

City staff proposed the construction of a pedestrian and bike path between Hammersley Road and Odana Road using the existing right of way which parallels and is north of the existing rail corridor. With the abandonment of rail operations by the South Central Rail Commission, came the opportunity to build a 4.2 mile path within the corridor between the southerly limits of the City to Randall Avenue. This off-road pedestrian and bike path would intersect with the Dane County Capital City Bike Path (E-Way Link) and the Wisconsin Military Ridge Bike trail, in the Nine Springs Valley just south of Lovell Lane.

Federal funding was obtained for the design and construction of an underpass beneath Verona Road, an Overpass over the Beltline at Hammersley Road, as well as the construction of the path.

The overpass over the Beltline Highway was designed by Earthtech in 1997, constructed in 1998 and placed in service with an interim connection using the Odana Golf Course maintenance road.

To assist with the design, on August 5, 1997 the Common Council adopted Resolution 54534 establishing an Advisory Committee for the Design of the Southwest Commuter Bike and Pedestrian Path. Twenty-five members were appointed to the Committee consisting of representatives of the neighborhoods and Alderpersons of the 1, 7, 10, 11, and 20 Aldermanic Districts. The committee identified the needs and concerns of the residential neighborhoods through which the path will operate.

In 1999, the City and the Wisconsin Department of Transportation (WIDOT) again retained the firm of Earthtech to design the SW Path. In a separate completion, the WIDOT and the City retained the firm of Earthtech to design the replacement of the Spooner Street Bridge, which was placed in service in 1908 over the railroad corridor.

On June 4, 1999, the Common Council adopted Resolution 56256 accepting the Report of the Committee for the Design of the Southwest Commuter Bike and Pedestrian Path and directed various city agencies to prepare for the design and operation of the transportation corridor.

3.0 Public Information Meetings.

A public information meeting was held regarding the Spooner Street Pedestrian Bridge at the West High School on July 28, 1999. The meeting was well attended and numerous written comments were received. In addition, prior to the public information meeting, meetings with property owners next to the bridge were held as well as a meeting hosted by the Regent Neighborhood Association.

A public information meeting was held regarding the SW Path at Edgewood College on September 15, 1999. Approximately 145 people were in attendance and again, numerous written comments were received through the remainder of 1999.

4.0 Identification of the Salient Design Issues and Recommendations by Staff.

The various comments have been reviewed by Earthtech and City Staff in detail. We do not believe that there is universal consensus on a number of salient issues that involve either the potential users of the path or property owners who abut the SW Path and/or the Spooner Street Bridge.

Those issues and the recommendation of staff follows.

4.1 Path Width and Grading.

It is recommended that the SW path be paved with asphaltic concrete with the following widths:

Randall Avenue to Commonwealth Avenue 12 Feet

Commonwealth Avenue to Capital City Trail 10 Feet

It is recommended that the shoulders be typically 2 feet in width in cut or flat areas and 4 to 5 feet in existing fill areas.

It is recommended that the shoulders shall be top soiled and seeded or sodded, as appropriate.

It is recommended that existing vegetation within the slope intercepts of the proposed construction will be removed. The disturbed areas will be top soiled and seeded. Existing vegetation outside of the construction limits will not be removed unless it is deemed a hazard by the City Forester.

4.2 SW Path Lighting.

It is recommended that conduit for lighting be installed along the entire path.

It is recommended that path lighting be provided at all intersections at grade with the SW Path and roads and streets.

It is recommended that path lighting be installed south of the Beltline Highway.

4.3 Access to SW Path.

It is recommended that access be provided to the SW Path be provided at all points where the path intersects with existing street rights of way and which there is evidence of pedestrian or bike use. Those access points are as follows:

It is recommended that access not be provided at Glenway Park, Odana Golf Course, or Zook Park with the initial construction of the SW Path due to both the opposition of the Parks Division, neighboring residents, and the inherent difficulty in resolving issues involving park lands contained within the federal regulations. It is anticipated by staff, however, that the residents adjacent of Zook Park will appreciate the value of the SW Path after construction and request a paved connection to the trail. And it is staff's belief that the Park Division will find that the SW Path does not represent a risk to the Odana Golf Course.

It is recommended that access not be provided to the SW Path with the construction of Spooner Street Bridge. There is not any evidence of use of Spooner Street to access the rail corridor as there is at other locations such as Harrison Street, Prospect Avenue, or Sheldon Street/Virginia Terrace. Access could be developed in the future if such a use developed but staff regards that as being unlikely unless rail was re-established in the corridor.

Under consideration but not yet resolved is the potential access at Briar Hill. This unimproved street has a grade in excess of 10% and, thus, would not provide accessible access. Further work is required before a recommendation can be made.

4.3 Drainage of SW Path.

It is recommended that the storm water drainage deficiencies in the area between the Beltline Highway and Chippewa Drive be addressed by increasing the culvert capacity beneath the path and Midvale Boulevard and the installation of a turfed ditch parallel to the corridor.

The consulting engineers calculations of the flows of storm water during storm events and the comments of residents have confirmed the information that the City previously collected regarding the lack of storm water capacity within the corridor. Increasing the capacity of the culverts beneath the rail corridor should reduce the risk that the SW Path will be washed out during the design storm event. The culvert capacity has also been increased under Midvale Boulevard where reports have been received of that street being flooded at frequent intervals.

Storm water along the corridor will be conveyed with the construction of a turfed trapezoidal ditch with an eight foot wide base. The consulting engineers have confirmed that such a channel, should be able to withstand scour and erosion, after the turf is established.

Several concerns have been raised by neighboring residents that the construction of the drainage ditch would necessitate the removal of the existing vegetation that has grown up in the drainage swale and provided screening between the corridor and neighboring properties. It has been suggested that a storm sewer be installed in lieu of grading the ditch. The consulting engineer has estimated that the cost of such a storm sewer could exceed $250,000.

The excavation of a drainage channel has been recommended rather than a storm sewer for the following reasons:

• That a drainage channel provides more capacity than a storm sewer during large storm events, such as the storm of 1996.

• That a drainage channel has greater storm water infiltration potential than a storm sewer.

• That the construction of a storm sewer would also remove some, if not all the screening vegetation.

• Lack of funds to finance the storm sewer.

4.4 Spooner Street Bridge.

It is recommended that the Spooner Street Pedestrian Bridge be reconstructed to accommodate two 12 foot wide vehicular lanes, which is the minimum width and two 8.5 foot wide sidewalks.

Based on the comments made by the public, including bike advocates, there was not support for the installation of bike lanes on the Spooner Street Bridge, despite the fact that Spooner Street is a bike corridor. This position is more understandable given the geometrics of the bridge and the intersecting streets, the narrow width of the approaching streets to the south, and the nearness of the adjacent residents.

The wider sidewalks will enable the removal of the railing and provide for a needed increase in pedestrian capacity.

4.5. Maintenance of Path.

It is recommended that the path be maintained for winter use and in a fashion to accommodate X-Country Skiing.

It is recommended that tree maintenance be limited to the removal of those plants that are determined by the City Forester to represent a risk to the public.

It is recommended that mowing shall be restricted to areas within five feet of the path, areas that are currently mowed, and areas that are determined to be mowed after discussions with the adjacent property owners.

To that end, the Engineering Division has purchased a "Trackless" maintenance vehicle that is approximately five feet in width. The vehicle can be equipped with a plow blade, a snow blower, a brush (for snow or debris), and a distributer for abrasives. In addition, markers will be installed every 105 feet to establish the edge of the path. The markers will also serve as 0.10 mile markers to inform the public as well as determine maintenance needs.

4.6 Traffic Signals at Midvale Boulevard and Odana Road.

It is recommended that conduit be installed at Midvale Boulevard and Odana Road for future traffic signals.

There is a strong belief on the part of the public that the intersection SW Path at both Midvale Boulevard and Odana Road will result in risk to the public and that the risk can only be reduced through the installation of traffic signals. That concern is not shared by staff who are of the belief that the geometric modifications to the pavement of both Midvale and Odana and the sight lines are adequate to address the risk. Conduit will be installed, to carry the wiring for signals, if determined to be necessary or desirable in the future.

4.7 Construction Phasing of SW Path and Spooner Street Bridge.

It is recommended that the SW Path be constructed in three phases, as necessitated by available funding.

Phase I would be the SW Path between the southern terminus and Breeze Terrace, excepting those elements in Phase II and III.

Phase II would be the Spooner Street Bridge.

Phase III would be:

• The SW Path between Randall Avenue and Breeze Terrace.

• The Harrison Street Bridge

• The connection to the SW Path between the Pontiac Trail/Hammersley Intersection, parallel to the Beltline and thence easterly on the rail corridor to intersect with the path from the Hammersley Road Overpass.

There is a strong possibility that a portion of this connection would have to be included with the proposed improvements to the Beltline Highway due to the close proximity of that construction.

4.8 Schedule for City Approval.

This report, along with a resolution which would provide for the City to enter into contracts with the Wisconsin Department of Transportation for the construction of the SW Path, the Spooner Street Bridge, and the use of the transportation corridor, will be submitted to the Council for referral on February 1, 2000.

Tentatively, the Board of Public Works and the Pedestrian Bike Motor Vehicle Commission will consider this issue in joint session on February 16, 2000.

That should allow the resolution to be considered by the Common Council on March 7, 2000.

City Engineer

Cc. Mayor Bauman

Ald. Bellman

Ald. Thomas

Ald. Golden

Ald. MacCubbin

Ald. Poulson

David Dryer, Traffic Engineer