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27 <br /> <br />- <br /> <br />also <br />/ <br /> <br />is <br />Cost <br />Impact <br />Street and <br />Property <br /> <br />, speeds, and <br /> <br />rd <br />would likely be <br />73 <br />avior <br /> <br />To the north of this <br /> <br /> <br /> <br />area.Speed <br />configuration is relatively <br />turn lane <br /> <br />Reduction <br />- <br /> <br />driver beh <br /> <br />Avenue). <br /> <br />Avenue, several residents have <br />Red: Worse <br /> <br />reduce the pedestrian crossing <br /> <br />th <br />st <br /> <br />residential <br />Crossing <br />Multimodal <br />Avenue) significantly changes from a rural <br />Street / 21 <br />th <br />lane roundabout alternative in this location <br />west pedestrian crossing, as well as overall <br />rd <br />- <br />- <br /> <br /> <br />traditional intersection <br />Yellow: Neutral <br />single <br />(all) <br />street access for motorists along <br />Safety <br />- <br /> <br /> <br />although a southbound right <br />. <br />, <br />lane roundabout would provide a physical slowing of vehicles <br />- <br />act as a gateway treatment, <br />Intersection <br />: Better <br /> <br />Note that a preliminary review of existing and future traffic volumes <br /> <br />(all) <br />Avenue intersection is the northern limit of the study area, but <br /> <br />A single <br />Green <br />st <br />Mobility <br /> <br />Avenue <br /> <br />st <br />developing area to a fully developed <br /> <br /> <br /> / <br />1 2 <br /> <br />no traffic signal warrants are expected to be met in this location. Therefore, <br />Street / 21 <br />with the roundabout configuration are likely to be less severe as compared to the <br /> <br />to today’s condition <br />rd <br />s <br /> <br />street access. <br />Street / 21 <br />- <br />Avenue. Although there is not a documented intersection crash issue as this location, <br />ernativeernative <br /> <br />rd <br />st <br />traditional intersection would be more easily implemented when compared to the single <br />Alternative Alt(Traditional)Alt(Roundabout) <br />73 The 73where the general context of CSAH 54 (20undevelopedarea, vehicle speeds and heavy commercial activity (i.e., trucks) are higher than other segments of the corridor. However, <br /> at 73expressed a desire to improve the eastvehicular safety for motorists turning onto CSAH 54 (20A lane roundabout configuration. The similarincorporated to minimize southbound conflicts <br /> with turning motorists. However, with the additional turn lane, the pedestrian crossing distance is increased and there is minimal change in the overall context of this intersection <br /> to influence sidethrough the intersection, distance, and help control side21crashetraditional intersection.indicates from a technical perspective, the appears to be more favorable <br /> <br /> <br />