114848 WarsawTEAP 2019-03-29 Rev0 · Street corridor from Harrison Street to Randall Avenue. The primary objectives of this Corridor Study are to recommend solutions to improve safety

CORRIDOR STUDY

City of Warsaw

COMMERCIAL STREET Harrison St to Randall Ave

Project No. 114848

Revision 1 4/8/2019

CORRIDOR STUDY

prepared for

City of Warsaw COMMERCIAL STREET

Harrison St to Randall Ave Warsaw, Missouri

Project No. 114848

Revision 1 4/8/2019

prepared by

Burns & McDonnell Engineering Company, Inc. Kansas City, Missouri

COPYRIGHT © 2017 BURNS & McDONNELL ENGINEERING COMPANY, INC.

Corridor Study Revision 1 Table of Contents

City of Warsaw TOC-1 Burns & McDonnell

TABLE OF CONTENTS

Page No.

1.0 INTRODUCTION AND BACKGROUND ........................................................... 1-1

2.0 EXISTING CONDITIONS .................................................................................. 2-1 2.1 Study Limits and Land Use.................................................................................. 2-1 2.2 Roadway Characteristics and Safety .................................................................... 2-2 2.3 Traffic Volumes and Intersections ....................................................................... 2-4 2.4 Pedestrian and Bicycle Safety .............................................................................. 2-5 2.5 Driveways and Parking ........................................................................................ 2-8 2.6 Stormwater Drainage ........................................................................................... 2-8 2.7 Utilities ............................................................................................................... 2-10

3.0 CONCLUSIONS AND RECOMMENDATIONS ................................................. 3-1 3.1 Bicycle Safety and Connectivity Improvements .................................................. 3-1 3.2 Pedestrian Accommodations ................................................................................ 3-2 3.3 Innovative Stormwater Management ................................................................... 3-2 3.4 Roadway Typical Sections ................................................................................... 3-7 3.5 Right-of-Way and Cost Considerations ............................................................... 3-8

ATTACHMENT A- PROJECT LOCATION

ATTACHMENT B- CONCEPT PLANS

ATTACHMENT C- TYPICAL SECTIONS

Corridor Study Revision 1 Table of Contents

City of Warsaw TOC-2 Burns & McDonnell

LIST OF TABLES

Page No.

Table 3-1: Budget-Level Cost Estimate ................................................................................... 3-9

LIST OF FIGURES

Page No.

Figure 2-1: Commercial Street Access to Drake Harbor Recreational Area .............................. 2-1 Figure 2-2: Land Use/Zoning Map ............................................................................................. 2-2 Figure 2-3: Commercial Street Profile ........................................................................................ 2-3 Figure 2-4: Fixed Objects near Town Branch creek crossing ..................................................... 2-4 Figure 2-5: Fixed Objects near Oak Street ................................................................................. 2-4 Figure 2-6: Uncontrolled Crosswalk Near Kosciusko ................................................................ 2-6 Figure 2-7: Uncontrolled Crosswalk Near Alley ........................................................................ 2-6 Figure 2-8: Warsaw Riverfront Trails ......................................................................................... 2-7 Figure 2-9: Existing Bike Lanes ................................................................................................. 2-8 Figure 2-10: Drainage Area to Town Branch Creek Box Culvert under Commercial

Street ....................................................................................................................... 2-9 Figure 3-1: Drake Harbor ............................................................................................................ 3-1 Figure 3-2: Green Gutter Rendering ........................................................................................... 3-4 Figure 3-3: Permeable Pavements .............................................................................................. 3-5 Figure 3-4: Permeable Paver Shoulder Example Photo (PaveDrain Product) ............................ 3-5 Figure 3-5: Potential Extended Detention Wetland .................................................................... 3-6 Figure 3-6: Roadway Section with Green Gutter ....................................................................... 3-7 Figure 3-7: Roadway Section with Permeable Paver Shoulder and Bioretention Planter .......... 3-8

Corridor Study Revision 1 INTRODUCTION AND BACKGROUND

City of Warsaw 1-1 Burns & McDonnell

1.0 INTRODUCTION AND BACKGROUND

The City of Warsaw, Missouri was awarded a Traffic Engineering Assistance Program (TEAP) grant from

the Missouri Department of Transportation to evaluate transportation improvements for the Commercial

Street corridor from Harrison Street to Randall Avenue. The primary objectives of this Corridor Study are

to recommend solutions to improve safety for all modes of transportation, particularly pedestrian and

bicycle modes and to incorporate innovative solutions to alleviate drainage concerns within the roadway

section. A separate stormwater management study will be performed under a separate contract to evaluate

drainage issues and recommend detailed stormwater improvements in the city.

The city of Warsaw is a progressive community located in the heart of the Lake of the Ozarks region. The

city continues to improve access for pedestrian and bicycle modes of travel and strives for a livable

community through extensive planning, development, and construction projects. The following studies and

reports provide documentation of recent planning-level efforts related to the Commercial Street corridor:

Warsaw Livable Community Transportation Improvement Plan;

Commercial Street Improvements Hilltop Drive to Randall Avenue Preliminary Engineering

Report;

Main Street Complete Streets Preliminary Engineering Report;

Jackson Street Complete Streets Preliminary Engineering Report;

City of Warsaw Comprehensive Plan; and

Warsaw Trail Master Plan.

Commercial Street is the main north-south thoroughfare in the central part of the community. The roadway

is identified as a Minor Arterial route extending from the Drake Harbor recreational area on the south to

the Truman Dam Access Road on the north, providing access and connectivity to MO Route 7, recreational

areas, the historic downtown district, commercial areas, residential neighborhoods, and the school district.

Commercial Street currently has bike lanes through most of the study limits, however sidewalks for

pedestrian use are only present in a short one block section in the south part of the corridor. There is

significant need for sidewalks to serve school children walking to the elementary school and pedestrians

traveling to/from the residential areas to the commercial and recreational areas in the southern part of the

community. Attachment A shows the location of Commercial Street and its relationship to these areas.

CORRIDOR STUDY Revision 1 EXISTING CONDITIONS


2.0 EXISTING CONDITIONS

2.1 Study Limits and Land Use

The Commercial Street study limits begin at Harrison Street in downtown Warsaw. Harrison Street parallels

the Drake Harbor recreational area and is a one-way street in the eastbound direction. Figure 2-1 shows a

view of the Drake Harbor recreational area from Commercial Street. The study area extends northeasterly

along Commercial Street for approximately 4600-ft (0.9-mile) to Randall Avenue. Randall Avenue was

chosen as the northern terminus of this study because the 2600-ft (0.5-mile) section north of Randall

Avenue, including the MO Route 7 intersection, was previously studied by CFS Engineers under a separate

report.

Figure 2-1: Commercial Street Access to Drake Harbor Recreational Area

Land uses vary through the study area beginning with Drake Harbor recreational facilities south of Harrison

Street; the historic downtown and retail/commercial district between Harrison and Osage Streets; and

residential neighborhoods from Osage Street north to the end of the study area at Randall Avenue. Figure

2-2 shows the City of Warsaw Zoning Map showing land uses through the corridor.

The Warsaw R-IX North Elementary School is located one block northwest of Commercial Street between

Kosciusko and Niangua Streets. This school serves 195 students in 1st through 3rd grades and is the main

drop off location for students going to three other schools outside of the community. The Boonslick

Regional Library is on the southeast side of Commercial Street at the Jackson Street intersection. Being one



of the largest library collections in the region, this library provides outreach services to three counties -

Pettis, Benton and Cooper.

Figure 2-2: Land Use/Zoning Map

2.2 Roadway Characteristics and Safety

Commercial Street is functionally classified as a Minor Arterial and serves as the main north-south

thoroughfare in this part of the community. The posted speed limit is 25-mph through most of the study

limits. The northbound speed limit changes to 35 mph north of Hazel Street/Burlin Street where

development is slightly more dispersed. School speed limit assemblies are posted approaching Kosciusko

Street from the south and approaching Niangua Street from the north indicating 15-mph speed limit when

flashing; however, there is no yellow flashing beacon on the assembly approaching Kosciusko Street from

the south.

Commercial Street is generally on tangent/straight horizontal alignment with gentle reverse curvature

between Gold and Hazel/Burlin Streets. The roadway profile grade follows the rolling terrain with three

crest/high-point locations; one near Main Street; one south of Hazel/Burlin Street; and one north of Louise

Avenue. There are two sag/low-point locations; one between Jefferson and Jackson Streets and one between

Hazel/Burlin Street and Louise Avenue. The most significant aspect of the roadway profile is that there is

roughly 100-ft elevation difference between the lowest sag elevation at the Town Branch creek crossing



between Jefferson and Jackson Streets and the highest crest elevation north of Louise Avenue. The steepest

grade (roughly 5.3%) occurs between Oak and Hazel/Burlin Streets. Figure 2-3 shows the vertical profile

for Commercial Street.

Figure 2-3: Commercial Street Profile

The right-of-way width is approximately 65-feet south of Oak Street; 80-feet north of Oak Street; and 130-

feet north of Louise Avenue. The 130-foot ROW width north of Louise Avenue encompasses Summit

Avenue which parallels the northwest side of Commercial Street.

Commercial Street has a 33-foot wide pavement section from face to face of curb in the one-block section

from Main to Washington. The remainder of the corridor does not have curbing or defined shoulders. The

street width is narrowed to 22-feet from edge to edge of pavement between Washington and Jackson Streets.

Beyond Jackson Street, the pavement section widens to 32-feet with pavement markings for two 12-foot

lanes and 4-foot bike lanes on both sides.

Variable depth roadside ditches are present along both sides of the roadway with steep foreslopes.

According the the AASHTO Roadside Design Guide, foreslopes steeper than 3:1 generally are considered

critical foreslopes on which a run-off-the-road vehicle has a higher susceptibility to overturn. Foreslopes

between 3:1 and 4:1 are considered non-recoverable slopes on which a run-off-the-road vehicle would not

be able to stop or return to the roadway but would be expected to reach the toe or bottom of the slope.

Regarding roadside safety, the AASHTO Roadside Design Guide indicates fixed objects should not be

present on the roadside embankment or in the vicinity of the toe of slope on un-curbed roadways with

TOWN BRANCH CREEK BOX CULVERT

Elevation (ft)



design speed and traffic volume characteristics similar to Commercial Street and roadside slopes steeper

than 3:1. Several fixed objects currently exist along the steep roadway slopes including power poles, trees,

and drainage culvert headwalls, posing a safety concern for run-off-the-road vehicles. Figure 2-4 and

Figure 2-5 show fixed objects on the roadside slopes near the Town Branch creek box culvert crossing and

north of the Oak Street intersection.

Figure 2-4: Fixed Objects near Town Branch creek crossing

Figure 2-5: Fixed Objects near Oak Street

2.3 Traffic Volumes and Intersections

Traffic counts were taken at the Commercial Street/MO Route 7 intersection for a 13-hour period on August

30, 2016 as part of the CFS Preliminary Engineering Report. Traffic volumes on the south leg of this



intersection are representative of volumes along the section of the Commercial Street subject to this study.

The peak hour of the day was from 12:00 pm to 1:00 pm when traffic volumes on Commercial Street were

245 vph in the northbound direction and 197 vph in the southbound direction.

There are thirteen side-street intersections within the study limits. Commercial Street operates under free-

flow conditions through 10 of the 13 intersections where stop-control is placed on the side-street only.

Commercial Street is stop-controlled at Harrison, and the Main and Jackson Streets intersections in the

southern commercial district of the project are four-way stop-control.

2.4 Pedestrian and Bicycle Safety

The Warsaw community has a need for improved pedestrian and bicycle access to schools, jobs, and retail.

In addition to this fundamental need, Warsaw is becoming a regional and state tourist destination with an

array of pedestrian and bicycle-friendly attractions including recreational trails, parks, boat access, and a

historic downtown retail district.

There is a significant need for ADA compliant pedestrian accommodations along the corridor. Commercial

Street currently only has sidewalk along a one block section between Main and Washington Streets. There

is currently no safe route for school children to walk from the residential areas to the elementary school

northwest of the corridor. Additionally, there is currently no safe route for pedestrians to walk from the

residential area north of Osage Street to the historic downtown retail district, commercial area, or

recreational areas to the south. This is not only true along Commercial Street, but also along other parallel

streets. Because Commercial Street is the main thoroughfare in this part of the community, providing

sidewalks along the corridor is essential to improve pedestrian safety. Making streets usable for pedestrians

and bicyclists promotes active lifestyles and safer access to jobs, businesses, and schools.

The 4-way stop-controlled intersection at Commercial Street/ Main Street has marked crosswalks on all

four intersection approaches. This intersection provides safe crossing characteristics for pedestrians in the

historic downtown area. There are only two other crosswalk locations within the study area. Both are at

uncontrolled locations indicating vehicular traffic is not controlled by a stop sign or traffic signal. Both

locations are near the elementary school; one at the Kosciusko intersection; and one at the vacated alley

between Kosciusko and Niangua Streets. Both crossings are marked with crosswalk signage and the

crossing near the vacated alley has overhead yellow flashing beacons. Figure 2-6 and Figure 2-7 show the

uncontrolled crosswalk locations. Because there are no sidewalks in this location, school children often

walk in the bicycle lanes shown in the figures.



Figure 2-6: Uncontrolled Crosswalk Near Kosciusko

Figure 2-7: Uncontrolled Crosswalk Near Alley

Warsaw’s commitment to pedestrian and bicycle access is evident from their recent activities. The City and

the U.S. Army Corps of Engineers worked together to create scenic and accessible pedestrian and bicycle

trails in the Drake Harbor recreation area providing access to parks, historic sites, playgrounds, picnic areas,

fishing areas, boat ramps, boat slips, and the Osage Amphitheatre. Warsaw was one of twelve communities

in the nation highlighted for Best Complete Streets Initiatives of 2017 by the National Complete Streets

Coalition due to their strategic planning and development incorporating the Complete Streets Policy in the

waterfront trail area. In mid-2018, Warsaw was one of ten communities to receive national recognition from

the Coalition for Recreational Trails and was awarded the Community Linkage award for their use of



Recreational Trails Program (RTP) funds to create an accessible connection between downtown Warsaw

and the trail system in the Drake Harbor recreational area.

Commercial Street currently has bike lanes along most of the corridor from Jackson Street north beyond

the study limits at Randall Avenue. There exists a need however to widen the street and add bike lanes from

Jackson Street south to Harrison Street to improve safety for bicyclists traveling to the riverfront trails.

Figure 2-8 shows the trail locations and their relationship to the study corridor.

Figure 2-8: Warsaw Riverfront Trails

The existing bike lanes are less than standard 5-foot width and are positioned between relatively narrow

11-foot vehicular lanes on one side and drop off to steep foreslopes on the other as shown in Figure 2-9.



Figure 2-9: Existing Bike Lanes

2.5 Driveways and Parking

A moderate number of 36 residential and commercial driveways exist within the 0.9-mile study corridor;

15 on the northwest side; and 21 on the southeast side of the street. A mix of parallel, perpendicular, and

angle on-street parking is provided on both sides of Commercial Street in the two-block section from

Harrison to Washington Street. Off-street parking is available for the businesses between Washington and

Osage Streets.

2.6 Stormwater Drainage

Commercial Street stormwater drainage is conveyed through open roadside ditches on both sides of the

street north of Washington Street. In the short two-block section between Harrison and Washington Streets,

stormwater drains along concrete curbs north and south of the crest at Main Street. The roadway profile

shown on Figure 2-3 indicates that the entire area between Main Street and Hazel/Burlin Street drains to

Town Branch Creek which serves as the primary stormwater drainage corridor through the City. The creek

crosses under Commercial Street through a concrete box culvert between Jefferson and Jackson Streets

where there is a history of flooding issues. The flooding issues are further demonstrated by the Flood

Emergency Management Agency (FEMA) 100-year floodplain showing a Base Flood Elevation (BFE) of

669, which is roughly 3-feet higher than Commercial Street. Figure 2-10 shows the approximate limits of

the 619-acre tributary area to the Town Branch Creek box culvert.

Jackson Street roadway improvements are being evaluated under a separate study. Stormwater drainage

along the Jackson Street corridor is also conveyed through open roadside ditches to Town Branch Creek.

Stormwater from both the Commercial and Jackson Street corridors converge at the concrete box culvert



under Commercial Street resulting in significant concern that the roadway improvements along both

corridors combined could exacerbate the Town Branch Creek flooding issues. It is imperative that a

stormwater study be performed to evaluate increased stormwater flow to the creek and recommend

innovative stormwater management solutions to mitigate the additional runoff and reduce the risk of

flooding to adjacent homes and businesses.

Figure 2-10: Drainage Area to Town Branch Creek Box Culvert under Commercial Street



2.7 Utilities

Utilities within the study limits include city sanitary sewer and water, Summit Natural Gas, KCP&L

electric, and CenturyLink telephone and internet. Based on conversations with the City, the utilities in the

study limits are in good condition and are not in need of upgrade. Above ground utilities noted during the

site visit include power poles carrying main power lines generally located on the northwest side of the street

and service poles generally located on the southeast side. Gas lines are marked in several locations on the

northwest side of the street. Fire hydrants, telephone and cable boxes are present on both sides of the

roadway.

CORRIDOR STUDY Revision 1 CONCLUSIONS AND RECOMMENDATIONS


3.0 CONCLUSIONS AND RECOMMENDATIONS

3.1 Bicycle Safety and Connectivity Improvements

New designated bike lanes are recommended from Harrison Street to Jackson Street to provide connectivity

between the existing bike lanes north of Jackson and the scenic riverfront trails along Drake Harbor

providing access to parks, historic sites, playgrounds, picnic and fishing areas, and other recreational

amenities. Under existing conditions bicyclists can travel in the traffic lanes in this four-block area, however

a designated bike lane would improve safety and encourage biking in the community.

Figure 3-1: Drake Harbor

North of Jackson Street, the shoulders should be widened to provide standard 5-foot bike lanes in lieu of

the existing narrow bike lanes. A striped 2-foot shoulder/buffer area should be provided between the traffic

and bike lanes to improve safety and further encourage bike activity.

Bicycle lane word and/or symbol and arrow markings should be used to define the bike lanes. The bike

lanes should be marked with 2 solid white lines on both sides to indicate crossing is discouraged, though

not prohibited. For clarity, consider dashing the white lines where cars are expected to cross at driveways.

The 2-foot shoulder area between the traffic and bike lanes does not require interior diagonal cross hatching.



3.2 Pedestrian Accommodations

Because Commercial Street is the main thoroughfare in this part of the community, providing ADA

compliant sidewalks throughout the corridor is essential to satisfy a fundamental need to provide safe

pedestrian access to the school, places of employment, and commercial businesses for citizens within the

community. Sidewalks would promote active lifestyles and contribute to pedestrian-friendly activities as

the city expands its recreational and tourist attractions including recreational trails, parks, historic

downtown, retail shops, and fishing and boating along the riverfront area.

New minimum 5-foot wide ADA compliant sidewalks are recommended along both sides of Commercial

Street between Washington and Gold Streets. North of Gold, a new sidewalk/walking path is recommended

on the northwest side only where development is somewhat less concentrated. Between Gold and Burlin

Streets, a meandering walking path is recommended through the landscape area behind the residences to

add interest to the walking path and increase separation between pedestrians and vehicular traffic. Between

Burlin and Louise Streets the new sidewalk would parallel Commercial Street. The sidewalk would parallel

Summit Avenue between Louise and Randall Avenue at the north project limits where it would tie into a

future walking path to the north. Refer to Attachment B for a conceptual layout of the recommended

sidewalk locations.

Elimination of the uncontrolled crosswalk near the elementary school at the vacated alley between

Kosciusko and Niangua Streets is recommended. Eliminating this crosswalk would encourage school

children to cross the street in one location at Kosciusko Street where additional pavement markings, signage

and overhead flashing beacon meeting requirements of the Manual on Uniform Traffic Control Devices

(MUTCD) are recommended. It is also encouraged to have an adult school crossing guard or law

enforcement officer on duty in this location before and after school hours.

Crosswalk pavement markings should be provided on stop-controlled side-street intersection approaches

with sidewalk. All four intersection approaches should have crosswalk pavement markings at the 4-way

stop intersections at Main and Jackson Streets.

3.3 Innovative Stormwater Management

As indicated in Section 2.6, Town Branch Creek serves as the primary stormwater drainage corridor through

the City and has a history of flooding issues along the creek and at the box culvert crossing under

Commercial Street between Jefferson and Jackson Streets. There is significant concern that the Commercial

Street improvements combined with similar improvements planned along the Jackson Street corridor could

exacerbate the Town Branch Creek flooding issues. It is imperative that a stormwater study be performed



for both corridors combined to evaluate increased stormwater flow to the creek and recommend innovative

stormwater management solutions to mitigate the additional runoff and reduce the risk of flooding to

adjacent homes and businesses.

Widening the Commercial Street and Jackson Street roadways and adding new sidewalks is necessary for

safe travel for bicyclists and pedestrians within the community. The new wider roadway/sidewalk section

would require replacing the existing open roadside ditches with enclosed storm sewer systems to convey

stormwater drainage. If a typical curb and gutter and storm sewer system is installed, peak flows would

reach the creek much quicker, potentially adding to flooding problems downstream. The current time of

concentration with unpaved roadside ditches for the primary drainage area is estimated to be a minimum of

15 minutes, resulting in about 147 cubic feet per second of peak stormwater flow reaching Town Branch

Creek in a typical 10-Year design storm. However, with a conventional storm sewer system, the time of

concentration would likely be reduced to 5 minutes or less, resulting in an estimated 50% increase in

stormwater flows to the creek. For this reason, it is recommended to manage stormwater in a more

innovative and sustainable way, by implementing green stormwater infrastructure practices for continuous

stormwater collection along Commercial Street. Continuous collection uses green stormwater infrastructure

infiltration and storage practices such as bioretention and pervious pavement along the shoulder of the

roadway to collect stormwater, filter it though a soil and/or aggregate subbase layers, and slowly release it

through a small diameter perforated underdrain system. Green stormwater infrastructure practices provide

both a stormwater quantity control, and stormwater quality benefit.

In lieu of paved concrete gutters, it is recommended to provide bioretention type green stormwater

infrastructure, such as “green gutters” between the roadway and sidewalks. Green gutters are a type of

bioretention practice implemented in narrow, shallow landscaped strips along the roadway designed to

manage stormwater runoff by placing the top of the planning media lower than the street and sidewalk

elevations. Benefits associated with the use of green gutters include: (1) reduced impervious area and

stormwater runoff; (2) increased temporary stormwater storage volume; (3) safe physical buffer between

pedestrians and vehicular traffic; and (4) enhanced streetscaping opportunities with a green space for native

grasses, shrubs or perennials. An example green gutter from Kansas City, Missouri’s Green Stormwater

Infrastructure Manual is shown in Figure 3-2. Green gutters are typically not recommended in areas with

steep topography, e.g. the area between Oak Street and Burlin Street, but can be used with proper design of

check dams and weirs to slow stormwater flows through other practices.



Figure 3-2: Green Gutter Rendering

Rendering Source: Kansas City, Missouri Green Stormwater Infrastructure Manual.

Permeable pavement materials are recommended to construct the new sidewalks in select locations.

Permeable pavements consist of materials that allow water to pass freely through the surface, serving to

reduce stormwater runoff as compared to traditional impervious paving materials. Stone media below the

pavements provide structural pavement support as well as temporary storage of stormwater. Permeable

pavements are recommended in the same sections of Commercial Street where green gutters are suggested;

i.e. from Washington to Oak Street and from Burlin to Randall Avenue. Renderings of different permeable

pavement types from Philadelphia’s Green Streets Design Manual are shown in Figure 3-3. Additionally,

an example photo displaying permeable paver shoulders on an asphalt street is shown in Figure 3-4.



Figure 3-3: Permeable Pavements

Rendering Source: City of Philadelphia Green Streets Design Manual.

Figure 3-4: Permeable Paver Shoulder Example Photo (PaveDrain Product)



The properties outlined in red on Figure 3-5 were recently donated to the City of Warsaw. The City also

has the opportunity to purchase the property designated with a star, providing a continuous connection

between these properties and Town Branch Creek. These three properties provide the opportunity to

implement a larger scale green stormwater infrastructure practice, such as an extended detention wetland,

to alleviate existing flooding issues along the creek. Wetlands provide significant water quality benefits

including suspended solid and nutrient removal from urban runoff, as well as channel stability and

reduced erosion by slowing flows through the existing bend in Town Branch Creek. Wetlands with a

detention component can also alleviate larger scale flooding concerns by providing temporary storage of

stormwater and slow release back into the creek. This location provides further water quality benefit as it

is situated just 1,300 feet upstream of the Town Branch Creek confluence with the Osage River, providing

water quality pretreatment to the majority of stormwater runoff that Warsaw contributes to the river.

Figure 3-5: Potential Extended Detention Wetland

TOWN BRANCH CREEK BOX CULVERT



3.4 Roadway Typical Sections

Roadway typical sections that incorporate the bike lanes, pedestrian accommodations, and green

stormwater infrastructure described in previous sections are illustrated on Attachment C in the back of this

report. Figure 3-6 below is a rendering from Philadelphia’s Green Streets Design Manual further

demonstrating the green gutter section proposed through most of the corridor. Figure 3-7, shows a

rendering of a permeable paver shoulder applied with a bioretention practice, similar to the green gutter and

permeable pavement combination proposed for Commercial Street.

Figure 3-6: Roadway Section with Green Gutter

Source: City of Philadelphia Green Streets Design Manual.



Figure 3-7: Roadway Section with Permeable Paver Shoulder and Bioretention Planter

3.5 Right-of-Way and Cost Considerations

Acquisition of additional right-of-way or permanent easements and temporary easements will be required

in several locations to accommodate roadway improvements described in this study.

The budget-level cost estimate for the recommended Commercial Street improvements from Harrison

Street to Randall Avenue is $4.6 million, as summarized in Table 3-1. This estimate includes costs for

surveys, engineering design, easements, utility relocations and construction. Topographic surveys and

additional engineering design are needed to better define the cost of the project as well as right-of-way



and/or easement limits. Actual project costs are significantly dependent upon the funding source(s) to be

used, subsequent engineering and environmental studies, and fluctuations in the economy.

Table 3-1: Budget-Level Cost Estimate

ITEM QTY UNIT UNIT COST COST

Removal of Pavement, etc. 1 L SUM $65,000.00 $65,000

Common Excavation 300 CY $12.00 $4,000

Rock Excavation 1000 CY $35.00 $35,000

Embankment in Place 8360 CY $30.00 $251,000

Subgrade Compaction (6 Inch Depth) 40 STA $400.00 $16,000

Compacting Embankment 300 CY $10.00 $3,000

4" Type 1 Aggregate Base 2780 SY $8.00 $22,000

Asphalt Pavement 3300 TON $72.00 $238,000

Driveways 2231 SY $70.00 $156,000

6" Gravel 533 SY $8.00 $4,000

Concrete Curb, Type "S" 12650 LF $45.00 $569,000

Green Gutter, not incl 2 curbs 1260 SY $100.00 $126,000

Storm Sewer Inlets 54 EACH $2,500.00 $135,000

Storm Sewer Pipe 7420 LF $50.00 $371,000

End Sections 8 EACH $725.00 $6,000

Retaining Wall 2700 SF $50.00 $135,000

Hand Rail 540 LF $50.00 $27,000

Sidewalk 920 SY $45.00 $41,000

Permeable Conc Sidewalk, not incl 2 curbs 2240 SY $54.00 $121,000

Concrete Sidewalk, Curb Ramp 42 EACH $2,300.00 $97,000

RCB Extension 70 CY $700.00 $49,000

Pavement Marking 37000 LF $1.20 $44,000

Erosion Control 1 L SUM $25,000.00 $25,000

Traffic Control 1 L SUM $25,000.00 $25,000

Lighting (incl cable, etc.) 21 EACH $5,000.00 $105,000

Seed, mulch, etc. 2 ACRE $8,000.00 $16,000

Relocating Mailboxes 30 EACH $200.00 $6,000

Signing and Overhead Flashing Beacon 1 L SUM $12,000.00 $12,000

Guardrail 500 LF $60.00 $30,000

Subtotal $2,734,000

Contractor Construction Staking (2%) 1 L SUM $54,680.00 $55,000

Mobilization (5%) 1 L SUM $136,700.00 $137,000

Subtotal $2,926,000

Contingency (15%) $439,000

Sub‐Total Construction $3,365,000

Engineering & Surveying costs (15%) $505,000

Construction Administration Costs (10%) $337,000

Easement Costs $30,000

Utility Adjustment & Relocations $200,000

Escalation (2% per year for 3 years) $202,000

Grand Total $4,639,000

The stormwater management study will better define the recommended runoff collection and needed

drainage system as well as associated costs. While green stormwater infrastructure practices decrease the



needs for curb and gutter, stormwater inlets, and large diameter stormwater pipe, green practices are still

typically more expensive than a standard storm sewer system and traditional pavement materials. However,

implementation of these green street infrastructure elements in strategic locations rather than along the

entire street could minimize costs variation. The stormwater study will also evaluate the potential need for

larger scale stormwater storage along Commercial street to alleviate flooding issues at the Town Branch

creek. Utilizing green stormwater infrastructure elements such as green gutters and permeable pavements

would reduce runoff thereby reducing the potential volume and costs of larger scale stormwater storage.

ATTACHMENT A- PROJECT LOCATION

Commercial St TEAP

From Harbor/Main to Hwy 7

2000 ftN

➤➤

N© 2018 Google

© 2018 Google

© 2018 Google

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PROJECT ENDS AT RANDALL AVE

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PROJECT BEGINS AT HARRISON ST

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PolyLine

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WARSAW R-IX NORTH ELEMENTARY SCHOOL

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TOWN BRANCH BOX CULVERT

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UNCONTROLLED CROSS-WALK

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UNCONTROLLED CROSS-WALK

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JACKSON ST 4-WAY STOP-CONTROL

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MAIN ST 4-WAY STOP-CONTROL

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PROJECT LOCATION COMMERCIAL STREET

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COMMERCIAL ST

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OSAGE RIVER/ LAKE OF THE OZARKS

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DRAKE HARBOR RECREATIONAL AREA

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BOONSLICK REGIONAL LIBRARY

ATTACHMENT B- CONCEPT PLANS

CITY OF WARSAW, MISSOURI

COMMERCIAL STREET

680

680

685

685

690

690

695

695

700

700

HA

RRIS

ON S

T

MAIN S

T

WA

SHIN

GT

ON S

T

COMMERCIAL ST

5' BIKE LANE

5' BIKE LANE

EXIST R/W

EXIST R/W

22' TRAVEL WAY

5' PERMEABLE SIDEWALK

3' GREEN GUTTER

3' GREEN GUTTER


BEGIN PROJECT

NO

RTH

0 120'60'

SCALE IN FEET

MA

TC

HLIN

E - S

EE S

HE

ET 2

PLAN SHEET

SHEET 1 OF 8


COMMERCIAL STREET

670

670

675

675

680

680

JE

FF

ER

SO

N S

T

JA

CK

SO

N S

T

COMMERCIAL ST

TO

WN B

RA

NC

H

EXIST R/W

5' BIKE LANE

22' TRAVEL WAY

5' BIKE LANE

EXIST R/W


3' GREEN GUTTER

3' GREEN GUTTER


TO BE DETERMINEDREPLACE WITH NEW BOX CULVERT

EXTEND EXIST BOX CULVERT OR

100 Y

EA

R B

FE

100 Y

EA

R B

FE

100 Y

EA

R B

FE

0 120'60'

SCALE IN FEET

NO

RTH

MA

TC

HLIN

E - S

EE S

HE

ET 3

MA

TC

HLIN

E - S

EE S

HE

ET 1

PLAN SHEET

SHEET 2 OF 8


COMMERCIAL STREET

670

675

675

680

680

680

685

685

685

690

690

695

695

700

700 705

JA

CK

SO

N S

T

OS

AG

E S

T

COMMERCIAL ST

EXIST R/W

5' BIKE LANE

22' TRAVEL WAY

5' BIKE LANE

EXIST R/W


3' GREEN GUTTER

3' GREEN GUTTER


100 Y

EA

R B

FE

MA

TC

HLIN

E - S

EE S

HE

ET 2

MA

TC

HLIN

E - S

EE S

HE

ET 4

NO

RTH

0 120'60'

SCALE IN FEET

PLAN SHEET

SHEET 3 OF 8


COMMERCIAL STREET

685

690

690

695

695

700

700

705

705

710

710

715

720

KO

SCIU

SK

O S

T

NIA

NG

UA S

T

COMMERCIAL ST

5' BIKE LANE

22' TRAVEL WAY

5' BIKE LANE

EXIST R/W

EXIST R/W3' GREEN GUTTER


3' GREEN GUTTER


MA

TC

HLIN

E - S

EE S

HE

ET 3

MA

TC

HLIN

E - S

EE S

HE

ET 5

NO

RTH

0 120'60'

SCALE IN FEET

PLAN SHEET

SHEET 4 OF 8


COMMERCIAL STREET

705

710

715

715

720

720

725

725

730

730

735

735

740

740

745

745

750

750

755

GO

LD S

T

OAK

ST

COMMERCIAL ST

EXIST R/W

5' BIKE LANE

22' TRAVEL WAY

5' BIKE LANE

EXIST R/W


3' GREEN GUTTER

3' GREEN GUTTER5' PERMEABLE SIDEWALK

MA

TC

HLIN

E - S

EE S

HE

ET 4

MA

TC

HLIN

E - S

EE S

HE

ET 6

NO

RT

H

0 120'60'

SCALE IN FEET

PLAN SHEET

SHEET 5 OF 8


COMMERCIAL STREET

725

725

730

730

735

735

740

740

745

745

750

750

755

755

760

765

COMMERCIAL ST

EXIST R/W

5' BIKE LANE22' TRAVEL WAY

5' BIKE LANE

EXIST R/W

5' SIDEWALK

MA

TC

HLIN

E - S

EE S

HE

ET 5

MA

TC

HLIN

E - S

EE S

HE

ET 7

NO

RTH

0 120'60'

SCALE IN FEET

PLAN SHEET

SHEET 6 OF 8


COMMERCIAL STREET

755

760

HA

ZE

L S

T

BU

RLIN S

TCOMMERCIAL ST

EXIST R/W

5' BIKE LANE

22' TRAVEL WAY

5' BIKE LANE

EXIST R/W


3' GREEN GUTTER

5' SIDEWALK

MA

TC

HLIN

E - S

EE S

HE

ET 6

MA

TC

HLIN

E - S

EE S

HE

ET 8

NO

RTH

0 120'60'

SCALE IN FEET

PLAN SHEET

SHEET 7 OF 8


COMMERCIAL STREET

750

755

760

760

765

765

770 770

775

RA

ND

ALL A

VE

LO

UIS

E A

VE

COMMERCIAL ST

SUMMIT AVE

EXIST R/W

5' BIKE LANE

22' TRAVEL WAY

5' BIKE LANE

EXIST R/W5' SIDEWALK

END PROJECT

MA

TC

HLIN

E - S

EE S

HE

ET 7

NO

RTH

0 120'60'

SCALE IN FEET

PLAN SHEET

SHEET 8 OF 8

ATTACHMENT C- TYPICAL SECTIONS

EX

RO

W

EX

RO

W

5'5' 3'

GREEN GUTTER

5' 5'3'

GREEN GUTTER


COMMERCIAL STREET

TYPICAL SECTIONS

SHEET 1 OF 2

PEDPED BIKE BIKE

2' 11' 11' 2'

PERMEABLE SIDEWALK

PAVEMENT WIDENING

PERMEABLE SIDEWALK

PAVEMENT WIDENING

COMMERCIAL STREET

5'PED 5'

BIKE BIKE

11' 11'

COMMERCIAL STREET

HARRISON TO WASHINGTON STREET

PARKING PEDPARKING

EX

RO

W

EX

RO

W

5'5' 3'

GREEN GUTTER

5' 5'3'

GREEN GUTTER

PEDPED BIKE BIKE

2' 11' 11' 2'

PERMEABLE SIDEWALK

PAVEMENT WIDENING

PERMEABLE SIDEWALK

PAVEMENT WIDENING

COMMERCIAL STREET

EX

RO

W

EX

RO

W

5'5' 3'

GREEN GUTTER

5' 5'3'

GREEN GUTTER

PEDPED BIKE BIKE

2' 11' 11' 2'

PERMEABLE SIDEWALK

PAVEMENT WIDENING

PERMEABLE SIDEWALK

PAVEMENT WIDENING

COMMERCIAL STREET

WASHINGTON TO JEFFERSON STREET

JACKSON TO OAK STREET

JEFFERSON TO JACKSON STREET


COMMERCIAL STREET

TYPICAL SECTIONS

SHEET 2 OF 2

EX

RO

W

EX

RO

W

5' 5'

BIKE BIKE

2' 11' 11' 2'

COMMERCIAL STREET

EX

RO

W

EX

RO

W

5'5' 3'

GREEN GUTTER

5'

PED BIKE BIKE

2' 11' 11' 2'

PERMEABLE SIDEWALK

PAVEMENT WIDENING

COMMERCIAL STREET

HAZEL/BURLIN TO LOUISE STREET

OAK TO HAZEL/BURLIN STREET

WIDENINGPAVEMENT

WIDENINGPAVEMENT

PE

RM

ES

MT

2:1

3:1

3:13:1

EX

RO

W

5' 5'

BIKE BIKE

2' 11' 11' 2'

COMMERCIAL STREETWIDENINGPAVEMENT

WIDENINGPAVEMENT

3:1

LOUISE TO RANDALL AVENUE

3:1

PAVEMENT WIDENING

EX

RO

W

SIDEWALK

SUMMIT AVENUE

5'

PED

Burns & McDonnell World Headquarters 9400 Ward Parkway

Kansas City, MO 64114 O 816-333-9400 F 816-333-3690

www.burnsmcd.com

Documents

114848 WarsawTEAP 2019-03-29 Rev0 · Street corridor from Harrison Street to Randall Avenue. The primary objectives of this Corridor Study are to recommend solutions to improve safety