HomeMy WebLinkAboutMarch 27, 2014 info pktCITY OF IOWA CITY
MEMORANDUM
Date:March 27, 2014
To:Tom Markus, City Manager
From:Rick Fosse, Public Works Director
Re:Gateway Project Design Elements
Based on our discussion at the March 25, 2014 City Council work session, we have prepared
the attached table summarizing staff recommendations for design elements of the Gateway
Project. Our intent is to use this table to facilitate discussion and decision making at the April 1st
work session. This table will also serve as an attachment for a resolution establishing design
elements that will be placed on the formal agenda.If the Council wishes to act on the design
elements at the April 1st meeting, the table attached to the resolution will need to be amended to
reflect the Council's decisions where they differ from the recommendations.
Also attached are the following two documents:
Dubuque Street and Park Road Energy and Delay Memorandum This
memorandum summarizes impacts of delay for the existing configuration of the Dubuque
Street / Park Road intersection.This study quantifies cumulative time of delay and
additional fuel consumed by the delay. Given the existing weekday traffic volume at this
intersection, the proposed improvements would provide an approximate annual savings
of 23,000 gallons of fuel and 31,000 hours of time. This analysis is limited to weekday
commutes and does not quantify improvements for event traffic.
2006 Traffic Study by Anderson Bogert Engineers recommending improvements to
the Dubuque Street / Park Road intersection.This study confirms HNTB's findings
regarding the need for a southbound right turn lane and three eastbound lanes on the
bridge, including dual left turn lanes.Two west bound lanes were not a part of the
Anderson Bogert's recommendation because a new bridge was not contemplated at that
time.
Staff will be at the April 1st work session to facilitate discussion and answer questions.
Cc:Ron Knoche, City Engineer
Melissa Clow, Special Projects Administrator
Exhibit A Gateway Project Design Elements
Trail and Sidewalk Cross Walks Parkway
Width
Travel Lanes Turn Lanes Lane Width Curb &
Gutter
Width
Speed
Limit
Design
Speed
Dubuque @
Foster
10' Trail on west
6' Sidewalk on east
Yes at
signalized
intersection
with Foster
8' min west
0'- 8' east
2 northbound
2 southbound
Left turn for
NB at Foster
12'1.5'35 mph 40 mph
Dubuque @
Taft
10' Trail on west
6' Sidewalk on east
None 8' min west
8' east
2 northbound
2 southbound
with median
None 12'1.5'35 mph 40 mph
Dubuque @
Ridge
10' Trail on west
6' Sidewalk on east
None 8' min west
8' east
2 northbound
2 southbound
with median
None 12'1.5'35 mph 40 mph
Dubuque @
Mayflower
10' Trail on west
8' Sidewalk on east
Yes midblock
non-signalized
8' min west
8' east
2 northbound
2 southbound
with median
None 12'1.5'35 mph 40 mph
Dubuque
@Kimball
10' Trail on west
8' Sidewalk on east
None 8' min west
8' east
2 northbound
2 southbound
None 12'1.5'Transition
to 25 mph
30 mph
Dubuque
@Park Road
10' Trail on west
8' Sidewalk on east
Yes- at
signalized
intersection
8'west
8' east
2 northbound
2 southbound
Right turn for
southbound
Left turn for
northbound
12'1.5'25 mph 30 mph
Park Road
Bridge
10' on both sides of
the bridge
Yes grade
separated
under west
abutment
Not applicable 5 Lanes total
3 eastbound
2 westbound
12'2.0'25 mph 30 mph
Park Road to
Riverside
8' Sidewalk on south
6' Sidewalk on north
Yes- midblock
non-signalized
at west end of
bridge
8' south
0' 8' north
1 eastbound
1 westbound
Center turn
lane
11' through
lanes with
12' center
turn lane
1.5'25 mph 30 mph
Dubuque Street and Park Road Energy and Delay Memorandum
March 2014
In response to questions heard from Council at the March 25th work session, City staff requested that
HNTB provide additional information related to the traffic analysis completed for the intersection of
Dubuque Street and Park Road. The additional analysis concerned computing the peak hour and annual
vehicle delays and fuel consumption. Following below, please find a summary discussion regarding the
analysis of peak hour and annual vehicle delay as well as fuel used during the delays at the Dubuque
Street and Park Road intersection.
For the analysis, HNTB performed and reviewed the Synchro traffic analysis for the existing 2010 traffic in
the AM and PM peak hour. The existing 2010 traffic was analyzed using the existing intersection
configuration, as well as the configuration for the Design Concept. The Design Concept configuration
includes a southbound right turn lane and a five-lane Park Road Bridge. A feature of the Synchro
software includes the ability to compute the seconds of delay each vehicle experiences in the peak hour,
the total delay for the peak hour and how many gallons of fuel are expended during the delay in the peak
hour. By multiplying those values by 250 days (weekdays per year, minus holidays), the software
provides the total annual delay and fuel used.
AM Peak
For the AM peak hour the Synchro analysis was run on the existing intersection configuration first. The
analysis found that during the morning peak period, the Dubuque Street southbound approach was the
worst performing movement. During the morning peak hour, vehicles traveling southbound experienced
217 seconds of delay per vehicle, which used 91 gallons of fuel. Analysis of operations of all movements
at the intersection found that vehicles experience 149 seconds of delay per vehicle with 99 gallons of fuel
used during the morning peak hour.
In the recommended Design Concept's intersection configuration includes a right turn lane on southbound
Dubuque Street. The addition of the southbound right turn lane improves intersection operations. This
reduces the seconds of delay per vehicle to 22 seconds. Likewise, the fuel used due to delays on
southbound Dubuque decreased to 22 gallons in the morning peak hour. Operations for the intersection
as a whole improved to 19 seconds of delay per vehicle and 30 gallons of fuel consumed.
If the recommended Design Concept's intersection configuration is implemented to include a right turn
lane for southbound Dubuque, the analysis indicated that delays would decrease by approximately
23,000 hours annually, with approximately 17,000 gallons of fuel saved each year.
PM Peak
For the PM peak hour, the Synchro analysis was run with existing 2010 traffic on the existing intersection
configuration as well as the Design Concept's intersection configuration. The analysis found that the
eastbound left turn movement experienced the greatest delay during the afternoon peak hour. During the
afternoon peak hour, the eastbound left movement experienced 240 seconds of delay per vehicle, with 34
gallons of fuel used. The intersection as a whole experienced 58 seconds of delay per vehicle and 60
gallons of fuel used during the peak hour.
With the Design Concept's intersection configuration, Park Road eastbound has two dedicated left turn
lanes and one dedicated right turn lane. Implementation of the Design Concept would lead to a reduction
of vehicle delays and fuel used during delays. During the PM peak hour, eastbound left vehicles would
experience 34 seconds of delay, with a decrease to approximately 10 gallons of fuel consumed. For the
intersection as a whole, the delay per vehicle decreases to 16 seconds with 34 gallons of fuel used. On
an annual basis, the Design Concept would reduce delays on the eastbound left turn by approximately
8,000 hours, helping to save 6,000 gallons of fuel.
Date:May 19, 2006
To:Rick Fosse, Iowa City Public Works Director
Ron Knoche, Iowa City City Engineer
From: Anissa Williams, Traffic Engineering Planner
JCCOGrrio0 m e m o
Re:Traffic study final report for the intersection of Dubuque Street and Park Road, Iowa City,
Iowa
Following is the final report of a traffic study for the intersection of Dubuque Street and Park
Road completed for JCCOG by Anderson Bogert Engineers. This study was undertaken at the
request of Iowa City to determine if the current lane configuration is adequate or should be
redesigned.
The study concludes that to optimize capacity at this intersection, convert the interior westbound
lane of Park Road should be converted to an eastbound left turn lane by removing and
rebuilding the median a lane width to the north. A 300 foot long southbound right turn lane is
also recommended. The primary benefit is to eastbound left turn traffic in the p.m. peak. There
is as average reduction in delay of 27 seconds per vehicle for that movement. The bridge deck
is also in need of maintenance and this is recommended to be completed at the same time as
the geometric changes.
I recommend that this project be discussed at the next Capital Improvement Program committee
meeting.
Let me know if you have any questions.
cc:Jeff Davidson
Karin Franklin
jccogtp /mem /dubuque & park.doc
MEMORANDUM
Date:May 8, 2006
To:Anissa Williams
From:Jeff Morrow, P.E.
Anderson-Bogert Engineers, Inc.
Subject:Dubuque Street and Park Road
Intersection Study
This memorandum documents the findings of an intersection improvement study
for Park Road and Dubuque Street. The study provides details about
improvement alternatives to reduce delay and congestion at the intersection.
Existing Conditions... Dubuque Street is a four lane arterial roadway, with
separate turn lanes at some of
the major intersections,
running north-south from
downtown Iowa City to
Interstate 80. Park Road tees
into Dubuque Street and
extends west, across the Iowa
River, to the north edge of the
University of Iowa campus.
The Park Road bridge over the
Iowa River is a 353'
prestressed concrete girder
with four 13' lanes, a 4' raised
median and 5' sidewalks on
both sides, see picture at right.
The Johnson County Council of Governments (JCCOG) collected traffic count
data for the intersection. Figure 1 in the Appendix summarizes the traffic count
data.In addition to the heavy northbound and southbound through traffic, there
is a very heavy (532 vehicles per hour (vph)) eastbound to northbound PM peak
left turn movement and reciprocal southbound to westbound AM peak right turn
movement (645 vph).
Based on the traffic volume data provided by JCCOG, the existing intersection
operates overall with 22.3 seconds of delay per vehicle during the AM peak hour.
The PM peak hour delay is 37.2 seconds per vehicle. These travel delays
correspond to level of service (LOS) C and D, respectively. Reported operational
levels of service, as defined by the Highway Capacity Manual, range from A
(Best characterized by uninterrupted flow) to F (Worst characterized by
complete congestion and long delays).
Specific movements operate
at very poor LOS such as the
eastbound left turn
movement which operates at
LOS D in the AM peak and
LOS E in the PM peak, see
picture at right.
During the PM peak the
queue length is unstable and
has been observed to back
up to the Hancher Auditorium
driveway.
The southbound right turn movement is mixed with the through movement and
operates at LOS C in the AM peak hour and LOS D in the PM peak hour. In the
AM Peak, 40% of the traffic traveling southbound on Dubuque Street is turning
right at Park Road.
The northbound left turn has an AM peak hour delay of 41.2 seconds per vehicle
and a PM peak hour delay of 62.4 seconds.
Detailed results of the existing intersection capacity analyses may be viewed in
Tables 1, 2, and 3 for AM Peak, Noon Peak, and PM Peak hours, respectively, in
the Appendix of this memo.
Existing Bridge Conditions... The existing Park Road Bridge was built in 1959
and has a sufficiency rating of 80 on the Iowa Structural Inventory and Appraisal
sheet (SI&A). The sufficiency rating is on a scale of 0 to 100,
with 0-50 qualifying for federal-aid replacement funds, 51-80
qualifying for federal-aid rehabilitation funds, and above 80 as
generally in good condition or in need of minor maintenance.
The last inspection was completed in June of 2005. The
lowest condition rating is a 5 for the deck. A rating of a 5
according to the Recording and Coding Guide for the
Structure Inventory and Appraisal of the Nation's Bridges
means the deck is in fair condition and (the concrete) may
have cracking and spalling. The SI&A for the 2003 inspection
notes the curb has exposed rebar in some places (see picture at right).
2
Proposed Improvements ...To alleviate the eastbound left turn congestion and
the southbound right turn congestion, two improvements were analyzed:
1.Reallocate one of the westbound lanes on Park Road, by removal of
the existing median and light poles, to an eastbound left turn lane, to
allow for a dual eastbound left turn movement (Refer to Figure 2,
Sheet 1 of 3). Note that the bridge lighting would only be from the
ends of the bridge after the median modification.
2. Widen southbound Dubuque Street to provide a separate southbound
right turn lane (Refer to Figure 2, Sheet 2 of 3).
The modifications to change the Park Road Bridge from 2 eastbound and 2
westbound lanes to 3 eastbound and 1 westbound lane would involve the
removal and rebuilding of 370' of a 4' wide median, removal of existing bridge
light poles in the median, and the addition of another left turn signal head. The
position of the new median would move to the north 12' of the old location. The
new median would be doweled onto the bridge deck in the new location. These
modifications are estimated to cost $185,000, (Refer to Table 5 in the attached
Appendix for a cost breakdown).
The rebuilding of the median 12' to the north of the existing median may not be
necessary to convert the bridge.If the median was not rebuilt the bridge could
be more easily converted back to 2 eastbound and 2 westbound lanes in the
future.
However, the median does play an important role in transforming the bridge to 3
eastbound and 1 westbound lanes. The traffic along this corridor is familiar with a
median in the current location and lane modification will take traffic time to adjust.
The adjusted median will provide a physical guide for traffic to the proper lanes.
The Park Road Bridge is crowned in the middle with a 2% transverse slope.
Adjustment of the median to the north could cause water to run along the median
and across the westbound lane at either end of the bridge. Different drainage
design alternatives will need to be evaluated to determine the best configuration
for the median.
The addition of a dual left turn lane can be constructed with minor modifications
(pavement markings) on the Dubuque Street northbound receiving lanes. This
can be seen in the Appendix, Figure 4.
The primary benefit of the conversion of the westbound lane on Park Road to an
eastbound left turn lane can be seen in Table 3 for the PM Peak hour conditions.
As can be seen in Table 3, eastbound left turn delay is reduced from a LOS E to
a LOS D. Also, the northbound left turn movement benefits from the improved
intersection capacity and receives a reduction in delay of 27 seconds per vehicle
and LOS upgrade from poor E to an acceptable C. The overall intersection delay
3
improves from 37.2 seconds per vehicle, LOS D to 22.6 seconds per vehicle and
LOS C.
Most of the operational benefit of the eastbound dual left turn lanes is realized in
the PM Peak. The existing and proposed queue lengths in Table 1, AM Peak, in
the Appendix are the same for the northbound left and through and the
southbound through. The queues do not change because the pedestrian phase
on the eastbound approach extends the green time to allow a pedestrian to
cross. In other words, the length of the eastbound phase is dictated by
pedestrian traffic, not vehicular traffic during the AM Peak.
Therefore, the northbound and southbound queue lengths do not change in the
AM Peak before and after the improvement because the proportions of the signal
cycle do not change.
The widening improvements to add a 300' right turn lane to the southbound lanes
on Dubuque Street will involve 12' pavement widening, a retaining wall, and
traffic signal relocation. The estimated cost for this improvement is nearly
$200,000. During the AM peak hour the addition of the right turn lane
significantly improves the overall operation of the intersection. The intersection
improves from 19.8 seconds per vehicle of delay (under just the eastbound left
improvement) to 14.3 seconds per vehicle with the addition of the right turn lane
(Refer to Table 4 in the Appendix).
RECOMMENDATIONS
Based on the above analyses and discussion, the following is recommended:
Convert the interior westbound lane of Park Road to an eastbound left turn
lane by removing and rebuilding the median 12' to the north.
Widen southbound Dubuque Street to accommodate a 300' long right turn
bay.
Perform bridge deck maintenance concurrently with median modifications.
Note, the bridge deck maintenance costs are not included in this memo.
Maximum benefit for the intersection can be realized if both proposed
improvements are constructed simultaneously. However, if funds are
insufficient for both, the first priority should be the eastbound dual left turn
lanes on Park Road.
4
APPENDIX
Park Road
A.M. Peak
P.M. Peak
149(532))
104(295)
)
-A
ii
N. T. S.
Figure 1
Existing Traffic Volumes
Cl)ANDERSON-BOGERT
Engineers & Surveyors, Inc.
0.
M.4-
N
0
ID0
0
ca,
-0
0.0
ID
N
s
00
O
rn
0-
-o
coce)
OO
O
C.)
0 40
Topers to twolone r Tiway
Bridge Wing Woll
Proposed Left
Turn Lane
Proposed Median
14'PARK RD
12'
13'
Remove Light Poles
in median
Bridge to be lighted
from the ends only New Street
(3110)---(3110)-- --(3,(0)--(3H0.)-- --(3110)---(3410)---(3H0)-- --(3110)-- --(3H0)-- --(3110)-- --(3110)-- --(3H0)-- --(3110)---(3110)---(3110)---(3110)-- --(3110)-- -
Client:JCCOG
Address
Iowa City,IA Zip
Phone: (###) ###-####
(1) ANDERSON-BOGERT
Engineers & Surveyors, Inc.
Drown By: TPM Approved By: JCM
Dote: 3/15/06
Project No. 200136
//////
NO.REVISION DESCRIPTION APPROVED DATE
Light
zr Proposed Left Turn
Signal Head
V
- - 13110)- - - -(3110)- - - -(3H0)- - -- - -(oHO-Eir -(OHE)
56'
E)-0.
Dubuque Street and Park Road
Intersection
Figure 2
Proposed Park Road
Improvements
SHEET NO.
1
OF
E0
0 40
T n e
12'
12'
1 -5'
Existing Utility Box
Modify Controller
DUBUQUE ST
Varies _4 _(3NO)_ - _(3140 4140)_
Rip Rap
Proposed
-1-Lr Bock of Curb
Proposed Retaining Wall
Rebuild Decorative Plaza
-01401- _Elor - -(3110)- - - -(3140)- - -- -(3140)- --(3146)--OHO- - - -(3Hi L -
Remove and
Relocate
Bridge Wing Wall
IOWA RIVER
NE lr
t+
Proposed 5Section
Signal Head
-9
C
///
I NO.REVISION DESCRIPTION APPROVED DATE
Client:JCCOG
Address
Iowa City,IA Zip
Phone: (###) #######
CD ANDERSON-BOGERT
Engineers & Surveyors, Inc.
Drown By: TPM
Date: 3/15/06
Project No. 200136
Approved By: JCM Dubuque Street and Park Road
Intersection
Figure 3
Proposed Dubuque Street
Improvements
SHEET NO.
2
Or
0 40
Vehicle Swept Poth
Modify pavement markings_,
\\,\\\N:\\.\\,,,,,,,,,,,,,,,
/
///// 7///// //////lf //;;;= // // / // // / /gi/////// eX / //,
13'
5'
,,,A
//1 \\
---(3110)--(3 Di--(390)- --(1110)-(31-I0)-(2110)-(3110)--(3110)--(3H0)--(3110)--(3110)--(3140)--(31.10)-(3110)-(311())(3i-t0)--(31,0)-(3110)--(3110)- -(31,0)-
//Client:JCCOG
Address
Iowa City,IA Zip
Phone: (###) ###-####
////
NC.REVISION DESCRIPTION APPROVED DATE
Vehicle
Swept
Path
(I) ANDERSON-BOGERT
Engineers & Surveyors, Inc.
Drawn By: TPM
Dote: 3/15/06
Project No. 200136
Approved By: JCM Dubuque Street and Park Road
Intersection
Figure 4
Dual Left Turn
SHEET NO.
OF
3
3
TABLE 1
Dubuque Street and Park Road
AM Peak
Existing Proposed
100s Cycle
Movement Lanes
Vol.
Cvpill
Queue
(Ft)
Delay
(sec/veh)LOS Lanes
Vol.
cypD)
Queue
(Ft)
Eastbound
Left 1 149 154 46.9 2 149 73
Right 1 104 44 9.2 A 1 104 44
Northbound
Left 1 242 #255 41.2 1 242 #255
Thru 2 461 67 4.0 A 2 461 67
Southbound
Thru 2 971 #660 23.7 2 971 #660
Right 645 645
I 22.3
Note:LOS Level of Service
* Indicates movement has continuous right of way.
- Indicates movement shares traffic lane.
# Indicates 95th percentile volume exceeds capacity, queue may be longer.
m Indicates Volume for 95th percentile queue is metered by upstream signal.
Delay
(sec/veh)LOS
36.3
10.1
37.4
3.3 A
21.0
19.8
TABLE 2
Dubuque Street and Park Road
Noon Peak
100s Cycle
Movement Lanes
Vol.
(vph)
Existing
LOS Lanes
Vol.
(vph)
Proposed
LOS
Queue
(Ft)
Delay
(sec/veh)
Queue
(Ft)
Delay
(sec/veh)
Eastbound
Left 1 201 169 25.9 C 2 201 73 21.6
Right 1 137 44 6.4 A 1 137 44 7.2 A
Northbound
Left 1 187 70 7.5 A 1 187 50 5.8 A
Thru 2 494 82 6.2 A 2 494 58 4.7 A
Southbound
Thru 2 450 201 17.0 2 450 164 14.3
Right 172 1 172
12.9 10.8
Note:LOS Level of Service
* Indicates movement has continuous right of way.
Indicates movement shares traffic lane.
# Indicates 95th percentile volume exceeds capacity, queue may be longer.
m Indicates Volume for 95th percentile queue is metered by upstream signal.
TABLE 3
Dubuque Street and Park Road
PM Peak
100s Cycle
Movement Lanes
Vol.
(vph)
Existing
LOS Lanes
Vol.Queue
(Ft)
Delay
(sec/veh)
Eastbound
Left 1 532 #585 59.8 2 532
Right 1 295 57 4.5 A 1 295
Northbound
Left 1 354 #385 62.4 1 354
Thru 2 1317 421 18.4 2 1317
Southbound
Thru 2 760 #508 50.3 2 760
Right 275 275
I 37.2
Note:
Proposed
Queue Delay
(Ft)(sec/veh)LOS
246 42.0
71 7.5 A
#311 34.1
273 8.9 A
405 30.3
22.6
LOS Level of Service
* Indicates movement has continuous right of way.
Indicates movement shares traffic lane.
# Indicates 95th percentile volume exceeds capacity, queue may be longer.
m Indicates Volume for 95th percentile queue is metered by upstream signal.
TABLE 4
Dubuque Street and Park Road
Southbound Right Turn Lane
Proposed AM Proposed PM
100s Cycle
Movement Lanes
Vol.
fy_p_11),
Queue
(Ft)
Delay
(sec/veh)LOS Lanes
Vol.
(yp_lj)
Queue
(Ft)
Eastbound
Left 2 149 68 28.9 C 2 532 236
Right 1 104 42 8.7 A 1 295 67
Northbound
Left 1 242 152 16.1 B 1 354 240
Thru 2 461 67 4.2 A 2 1317 306
Southbound
Thru 2 971 337 22.0 C 2 760 313
Right 1 645 181 6.7 A 1 275 44
14.3 B
Note:LOS - Level of Service
* Indicates movement has continuous right of way.
Indicates movement shares traffic lane.
# Indicates 95th percentile volume exceeds capacity, queue may be longer.
m Indicates Volume for 95th percentile queue is metered by upstream signal.
Delay
(sec/veh)LOS
33.5 C
6.6 A
22.4
10.7
30.2
2.5 A
18.5
TABLE 5
DUBUQUE STREET & PARK ROAD
CONCEPT STUDY
IOWA CITY - 200136
OPINION OF CONSTRUCTION COSTS TO CONVERT
WESTBOUND LANE ON PARK ROAD TO EASTBOUND OPERATION
ITEM DESCRIPTION QTY UNIT UNIT PRICE TOTAL COST
1. MOBILIZATION 1 LS $10,000 $10,000
2. CONSTRUCTION SURVEY 1 LS $2,000 $2,000
3. DECK REPAIR UNDER EXISTING MEDIAN 1 LS $10,000 $10,000
4. MEDIAN REMOVAL 370 LF $150 $55,500
5. PCC MEDIAN, 6"200 SY $50 $10,000
6. PAINTED PAVEMENT MARKINGS, DURABLE 1 LS $1,000 $1,000
7. REMOVE LIGHT POLES 8 EA $350 $2,800
8. STREET LIGHTS 2 EA $5,000 $10,000
9. TRAFFIC SIGNAL MODIFICATION 1 LS $20,000 $20,000
10. TRAFFIC CONTROL 1 LS $10,000 $10,000
SUBTOTAL $132,000
CONTINGENCY (25%)$33,000
ENGINEERING $20,000
TOTAL $185,000
TABLE 6
DUBUQUE STREET & PARK ROAD
CONCEPT STUDY
IOWA CITY - 200136
OPINION OF CONSTRUCTION COSTS TO WIDEN SOUTHBOUND
DUBUQUE STREET TO ADD A SEPARATE RIGHT TURN LANE
ITEM DESCRIPTION QTY UNIT UNIT PRICE TOTAL COST
1. MOBILIZATION 1 LS $10,000 $10,000
2. EXCAVATION, CL 10, ROADWAY 1,000 CY $5 $5,000
3. CONSTRUCTION SURVEY 1 LS $4,000 $4,000
4. PCC PAVEMENT, 10 IN 600 SY $30 $18,000
5. MODULAR BLOCK WALL 1,800 SF $25 $45,000
6. SPECIAL BACKFILL, 6"200 TON $15 $3,000
7. CURB REMOVAL 500 LF $8 $4,000
8. CURB AND GUTTER 525 LF $20 $10,500
9. SUBDRAIN, LONGITUDINAL, 4" DIA 500 LF $5 $2,500
10. PAINTED PAVEMENT MARKINGS, DURABLE 1 LS $1,500 $1,500
11. TRAFFIC SIGNAL MODIFICATION 1 LS $20,000 $20,000
12. TRAFFIC CONTROL 1 LS $10,000 $10,000
13. TOPSOIL, FURNISH, SPREAD 100 CY $10 $1,000
14. SEEDING/EROSION CONTROL 1 LS $2,000 $2,000
SUBTOTAL $137,000
CONTINGENCY (25%)$35,000
ENGINEERING $20,000
TOTAL $192,000