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HomeMy WebLinkAbout07-14-2014 workshop I I I City Council of Peachtree City Workshop Meeting Minutes July 14, 2014 The Mayor and Council of Peachtree City met in workshop session on Monday. July 14, 2014. Mayor Fleisch called the meeting to order at 6:30 p.m. Other Council Members attending: Terry Ernst. Eric Imker, Mike King, and Kim Learnard. The purpose of the workshop was to review the SR 54 traffic study. City Engineer Dave Borkowski introduced Richard Fangmann of Pond + Company, the City's traffic consultant, who gave an overview of the traffic study conducted along SR 54 from Willowbend Road to MacDuff Parkway. Fangmann said the transportation goals for SR 54 were to reduce congestion, maintain and enhance commercial access. and to provide for future growth. Traffic was observed during the morning (7:00 - 9:00 a.m.) and afternoon peak periods (4:00 - 6:00 p.m.) and Saturday's peak period (1 :30 - 3:30 p.m.). He noted the traffic generators were the Industrial Park and the office buildings in Westpark. adding the retail in the area was not as active in the morning as it was during other times of the day. During the morning peak hours, the congestion was caused by the eastbound traffic. The congestion in the afternoon peak hours was caused by the westbound traffic. with the addition of traffic for the retail components along the corridor. While there was queuing on SR 54 as far back as Willowbend Road. the challenges were the intersections at The Avenue. Huddleston Road. and Planterra Way. There was a lot of traffic coming up Huddleston as people left the Industrial Park, and there was a lot of through traffic in the Planterra Ridge subdivision, all from people trying to avoid some of the congestion. on SR 54. Fangmann continued the heavy westbound queue of traffic coming from Marketplace Boulevard had gaps in it because of the hill. The gaps were created because of the stops at the traffic signals, so the space was not used efficiently and further reduced capacity. He noted the queuing on Saturdays was also in the westbound direction, while the traffic going eastbound was also heavy. but not as bad. On Saturday, approximately one-third of the traffic was going to the Walmart shopping area. Fangmann continued that there was an overall capacity problem on SR 54. There was simply not enough capacity with four lanes. compounded by the proximity of the median breaks and traffic signals. The Georgia Department of Transportation (GDOT) preferred a minimum of 1.000 feet between intersections. He noted that the median break at Commerce Drive was 450 feet from the signal at SR 54/SR 74, and the signal at the Avenue was 750 feet from the SR 54/SR 74 intersection. The closely spaced intersections and the railroad contributed to the congestion. There were 1,400 feet between the signals at the intersection of SR 54/Flat Creek/Willowbend and SR 54/Willowbend/Northlake. From the SR 54/Willowbend/Northlake signal, it was 1,600 feet to the SR 54/SR 74 intersection. The distance between SR 54/SR 74 and The Avenue signal was 750 feet. and there were only 550 feet between The Avenue signal and the signal at Huddleston Road. From Huddleston Road. vehicles traveled another 650 feet to the signal at Planterra Way. From Planterra Way/SR 54. it was 1,500 feet to the signal at SR 54/MacDuff Parkway. Fangmann discussed future growth along the SR 54 and SR 74 corridors. According to the results of the Regional Travel Demand Model, SR 54 would experience moderate future growth, going from 36,000 vehicles per day (vpd) now to 60.000 vpd by 2040. State Road 74 would experience lower future growth with the 29,000 vpd now growing to 33.000 vpd by 2040. Fangmann noted I I I City Council Workshop Minutes July 14, 2014 Page 2 the Regional Travel Demand Model was developed by the Atlanta Regional Commission (ARC) for the counties in the region and was based population and employment in the area. There were only a few east-west routes between Coweta and Fayette Counties. which was why a lot more volume would be on the SR 54 in the future. It was serving as a regional route. Fangmann noted that the extension of MacDuff Parkway to SR 74 would be important. but the benefits would be balanced by local and regional growth. The 2040 volume for MacDuff was predicted to be 16.000 vpd, which was compatible with a two-lane road. The extension would remove approximately 6.000 vpd from the SR 54/SR 74 intersection. Fangmann said the need to six-lane SR 54 existed with or without the extension of MacDuff Parkway. Without the extension of MacDuff Parkway, all the traffic generated from the future residential development would also be using SR 54. Fangmann said the toolbox of improvement strategies included adding/removing/modifying commercial access, adding turn lanes/short through lane sections, parallel access roads. major intersection improvements at SR 54/SR 74. road widening on SR 54. and alternative intersection configurations on SR 54. Fangmann reiterated that the road would still be over capacity with the improvements. but travel would improve. Short-term recommendations for the corridor included modifying the access points close to the SR 54/SR 74 intersection. Option 1 A was to change the signal at The Avenue to a Continuous Green T. Option 1 B was to change Commerce Drive to a right-in. right-out only intersection due to its close proximity to SR 54/SR 74; and Option 1 C was to install a new signal at SR 74/Westpark Drive. Imker said that changing the Commerce Drive intersection to right-in, right-out only could facilitate extending the left turn lane on SR 54 to SR 74, but would upset the businesses in Westpark. Imker asked what Westpark's rights to traffic access were. Fangmann said Westpark did not necessarily need to have a left-in at that entrance. There were other ways to enter the office/retail area. They did not want to make it difficult for businesses and preferred easy access, which was why they looked closely before suggesting the different options. King asked Fangmann if they had counted the left turn movements onto Commerce Drive from SR 54. Fangmann said it had not been a heavy movement. but there had been some significant crashes at the intersection. Fangmann said there was good access into West park when making a right turn off of SR 74. Imker noted there would be other ways for people leaving Marketplace Boulevard if the SR 54 entrance was right-in, right-out only with the Continuous Green T. Fangmann agreed since the center had access to SR 74. Fangmann continued that the Continuous Green T had been recommended for the Line Creek/SR 54 intersection. noting it would provide access out of the retail development as well as the best operation along the corridor. The intersection did not meet the GDOT criteria for spacing between traffic signals. The benefit of the Continuous Green T was that one through direction did not stop. and it allowed for greatly improved signal coordination. without overloading the SR 54/Planterra intersection. Ernst asked Fangmann to explained the plans for SR 54/Planterra. Fangmann said the short-term recommendations also included modifying the MacDuff Parkway intersection to accommodate needs for side street left turn traffic. He continued that the I I I City Council Workshop Minutes July 14, 2014 Page 3 Planterra Way intersection would be modified to improve efficiency of side street movements. including pushing back the median nose on the east side of the intersection and constructing a northbound left turn lane to allow removal of the split-phased operation at that signal, which would improve the efficiency of the signal. An inter-parcel connection between Line Creek drive and MacDuff Crossing was also recommended. Fangmann explained that the current split phasing at the Planterra signal meant the left turns out of Planterra and Walmart were two separate movements. They could not be completed at the same time. The main road was served first. With left turns from Walmart/Home Depot and Planterra Way occurring at the same time, the light on SR 54 could remain green longer. There would be less time overall for the side street movements. Imker said the proposed improvements could make the cut-through traffic in Planterra Ridge worse. He asked why there was not a recommendation to make the signal at SR 54/Huddleston Road a Continuous Green T. Fangmann said the businesses would be landlocked. Fangmann noted the short-term recommendations would take less time and cost less money. He continued that one change that could make a big difference would be to add a west- bound lane on SR 54 at the SR 54/SR 74 intersection through the Planterra intersection. which would add extra capacity in the critical areas. There was room in the medians to add the extra lane. Mid-term recommendations included adding a westbound lane through the congested section of SR 54 from SR 74 through MacDuff Parkway. Fangmann continued that constructing a six-lane section along SR 54 from east of MacDuff Parkway through the SR 54/SR 34 intersection was also a recommendation. He explained that, in order to be eligible for state and federal funding, there had to be logical termini. and the SR 54/SR 34 intersection was logical, but it also meant coordinating efforts with another county. The mid-term recommendations cost more money and would take longer to put in place. Additional recommendations included modifying the Huddleston Road intersection (realignment/dual northbound left turns) to improve the efficiency of the side street's movements. Fangmann said the modification of the Huddleston Road intersection was a mid- term challenge because of the cost. The hill on Huddleston was a challenge. and the intersection needed to be realigned; it should probably be done when the road was widened to six lanes. If the widening did not happen for a while. the City should look at what could be done in the meantime. Once changes were made at Planterra Way. Huddleston would continue to be an issue. The traffic that came through Huddleston backed up significantly. and improvements could relieve some of the cut-through traffic on Planterra Way. Imker asked if the Huddleston/SR 54 signal could also be a Continuous Green T. Fangmann said the businesses on SR 54 at the signal were landlocked because of the railroad, where the other shopping areas had other access points. There were also worries about overloading traffic at the Planterra intersection. Extending Riley Parkway to Westpark Drive and constructing major intersection modifications at the SR 54/SR 74 intersection were also included as mid-term recommendations. Extending Riley Parkway to West park Drive would provide another connection to Westpark. Fangmann noted major improvements were needed at SR 74/SR 54. The next steps, according to Fangmann, were to coordinate with GDOT and property owners regarding .access point modifications (Line Creek access and Market Place/Commerce Drive/Westpark Walk). Coordination was also needed with partner agencies [GDOT, Fayette I I I City Council Workshop Minutes July 14, 2014 Page 4 County. and Atlanta Regional Commission (ARC)] regarding programming. funding and further development of recommendations. King asked what the time frame would be to install a Continuous Green T intersection. Fangmann said one could be constructed in a few months. The main work would be in the medians. Just a simple traffic signal with minor modifications could take three to four weeks. Caryn Russell said the problem on SR 54 was during high peak times when people blocked the intersections and people could not make left turns, so she saw no reason for a right-in. right-out at Commerce Drive. She noted that the problem with the light at The Avenue was not people crossing SR 54 to get to the other shopping center. but people making a left turn to go west on SR 54. She said making that intersection a Continuous Green T would encourage cutting through The Avenue. People who wanted to cross SR 54 to get to Marketplace from The Avenue would not be able to do so. Fangmann said that movement was not very heavy. but those people would be inconvenienced. Russell continued she was very disappointed in the recommendations for SR 54/Planterra Way, saying it would encourage more cut-through traffic if an extra left turn lane onto SR 54 was added. Nothing addressed letting the residents get out of the neighborhood. and an extra lane for a right turn onto SR 54 was what was needed. No consideration had been given to the subdivision residents. Fangmann said the left-turn lane should give those cutting through the ability to get out of the subdivision faster. so the residents could get to the light. Russell said the residents could not make a right turn out of the subdivision due to the traffic. Borkowski said he had spoken to GDOT about that issue, and they had discussed adding a sensor in the right turn lane to help Planterra and Cardiff Park residents get out on SR 54. Fleisch stated the study was done for the City. and it still had to be vetted through the DOT and ARC. adding they would make any adjustments they wanted as well. The workshop was just the kick-off. Russell asked who would make the point if the City did not. Fleisch said many of the things had already been discussed with GDOT. Borkowski said that, when it came to designing modifications at SR 54/Planterra Way, adding an extra right-turn lane on Planterra was just a matter of City funding versus something the state would have to pay for. Fangmann added that. if an additional left-turn lane was constructed, there would be another lane for residents. He understood Russell's concern. Ernst reminded those attending the meeting that all comments should be directed to Mayor and Council since Council would be making the decision. The study had been presented. Russell asked Council when the cut-through traffic would be addressed. Learnard said the point of the study was to understand the factors that played into the backup on SR 54 westbound. Two Continuous Green T's would keep the flow going to reduce the congestion, removing the prohibitions on SR 54 that the cut-through traffic was trying to avoid. Learnard said she understood Russell's points about the traffic going left out of Planterra. but she disagreed that the plans would encourage cut-through traffic in Planterra. The point was to keep traffic moving on SR 54 so people would take the main roads as originally intended. Imker said the signal timing could be controlled to discourage the cut-through left turn by making the light so long the people would find travelling the main roads was as fast or faster. I I I City Council Workshop Minutes July 14, 2014 Page 5 Russell asked if another right turn lane from SR 74 North onto SR 54 West could be added, so there would be two right turn lanes, possibly changing the far right straight lane into a right-turn lane. Imker referred to the funding, noting the total for the short-term projects was $2.7 million. The bulk of the funding ($1.4 million) was for the access road to MacDuff Crossing from the other shopping areas. If that access road was not built. the price immediately dropped $1.4 million. Imker understood the Line Creek retail developer was willing to pay for the Continuous Green T signal at the Line Creek intersection. which cost approximately $400.000. The cost of the remaining short-term projects was now $1.1 million, which was palatable with citizen support. The sum of the mid-term projects was approximately $9.5 million. The long-term projects were estimated at $15 million. Steve Gleason asked Council to confirm there would not be a connection from the new shopping center to Planterra Way. Council confirmed that an access road was not included. Tim Lydell asked why the traffic growth predictions for SR 74 were so much less than on SR 54. Fangmann said more traffic was going back and forth along SR 54 than was headed up to 1-85. Fangmann clarified they studied the road with the plan that MacDuff Parkway would be extended. taking 6,000 vpd off SR 54. More and more traffic was going through Peachtree City to Newnan. There were more north-south routes than east-west routes. The numbers on SR 74 would be 6,000 vpd higher if not for MacDuff Parkway. Lydell said another east-west connection was needed. possibly a road from Coweta County to Castlewood to SR 74. Fangmann said they were not asked to look at new road connections as part of the traffic study, but alternate routes would siphon off traffic from SR 54. Lydell said the traffic was going to increase, and his point was alternate routes were needed to siphon the traffic off before reaching the City. Felix Kelly suggested connecting Dogwood Trail across SR 74 North until it hit Major Road. which ran into Raymond Road. and then Newnan. The connection was only 1.500 feet. He also supported extending TDK Boulevard into Coweta County. Fangmann said those routes would relieve traffic on SR 54. Frank Destadio, Planning Commission member. asked if the highway would be widened at the Overlook retail area so traffic leaving the center would be able to accelerate into traffic if a Continuous Green T intersection were approved. Fangmann said the median was wide in that area. and it would be reconstructed. John Gardner said the traffic on SR 54 was not the City's problem. but was Coweta County's problem. He suggested banning left turns onto SR 54 from 4:00 - 7:00 p.m. from Planterra Way and Huddleston Road in order to force everyone onto SR 54. Gardner felt the City was being ripped apart and should petition Coweta County to four-lane its roads to 1-85. He asked Council to consider a six-month test of the left-turn ban to see if it would work. If it did not work. then it was reversible. There being no further business to discuss, the meeting adjourned at 7:45 p.m. ~' '^- .........""', ..) . .!.~ . \' . . _"\,'-,<:)',.~ ~J"i: '"' anessa Fleisch, ayor