Midtown Streetscape Final Master Plan

8/3/2019 Midtown Streetscape Final Master Plan

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Phase 1 - Mt . Royal Avenue

St ree tsc ape Conc ep t s

Midtown Cultural District StreetscapeConcept Development

Balt imore Department of Transportation Planning Section

March 2009


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Balt imore Department o Transportat ion Planning Sect ion

Midtown Cultural Distr ict - Phase 1 Mt . Royal Avenue Streetscape Concepts

Name Organization

Brent Hooper Baltimore City Department o Public Works

Rebecca Feldburg Baltimore City Division o Forestry

Grishae Blackette Baltimore City DOT

Jamie Kendrick Baltimore City DOT

Jessica Keller Baltimore City DOT

Jerey Drinkwater Baltimore City DOT

Andy Frank Baltimore City Mayors Oce

Elaine Garven Baltimore City Mayors Oce

Alvin Turner Baltimore City Parking Authority

Peter Little Baltimore City Parking Authority

Laurie Feinberg Baltimore City Planning

Doug McCoach Baltimore City Planning

Jamie McDonald Baltimore City Transportation

Margaret Martin Baltimore City Transportation

Randal Scott Baltimore City Transportation

Paul Dombrowski Baltimore Development Corporation

Paul Meecham Baltimore Syphony Orchestra

Je Kayce Bozutto

Michael Deets Charles North Neighborhood Association

Kristen Speaker Charles Street Development

Diane Cho Cho Benn Holback

George Holback Cho Benn HolbackMichael Gaines DGS

Carol Macht Hord Coplan Macht

Julie Higgins Hord Coplan Macht

Jonua Lazarus Lazarus Design

Sandy Richmond Lyric

Fred Lazarus MICA

Mike Molla MICA

Eric Evans Mid-town Community Benets District

Charlie Du Mid-town Development Corporation

John Kyle Mt.. Royal Association MRIA

Paul Warren Mt... Vernon & Belvadere AssociationArt Hilsenrad UMMS

Mark Wasserman UMMS

Neb Sertsu University o Baltimore

Robert Bogomolny University o Baltimore

Steve Cassard University o Baltimore

Steve Kitchens University o Baltimore

Michael Campbell WR&A

Tom Hannan WR&A

Midtown Cultural District StakeholderCommittee and Participating Agency Sta


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Introduction 01

Existing Conditions 05

Plan Components and Costs Estimates 15

Mt. Royal Avenue Design Alternatives 16

Alternative A - Bulbouts and Median Improvements 16

Alternative B - Lane Reduction and Median Improvements 19

Individual Design Components 24

Cathedral St. & Mt. Royal Ave. Intersection Improvements 24

Eforts to Reduce Visual Clutter 26

Trac Signal Upgrades 27

Pedestrian Crosswalk Improvements 28

Typical Landscape Improvements 32

Typical Bicycle Facility Improvements 36

Typical Streetscape Components 39

Cost Estimates 40

Appendix A - Mt. Royal Trafc Analysis 41

Table o Contents


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Figure 01 - Project Area Map and Landuse

Figure 02 - Facility Master Plan Elements

Figure 03 - Streetscape Inventory ElementsFigure 04 - Transportation Elements Inventory

Figure 05 - Phase 1 Mt. Royal Avenue Design Alternatives Segment Map

Figure 06 - Mt. Royal Ave. Segment 1 Existing Cross Section



Figure 09 - Mt. Royal Ave. Design Alternative A Segment 1



Figure 12 - Mt. Royal Ave. Design Alternative B Segment 1



Figure 15 - Cathedral Street and Mt. Royal Avenue Roundabout - Alternative A

Figure 16 - Cathedral Street and Mt. Royal Avenue Roundabout - Alternative B

Figure 17 - Trac Signal Upgrade Location Map

Figure 18 - Mosher St. & Mt. Royal Ave. Mid-block Pedestrian Improvements

Figure 19 - Lanvale St. & Mt. Royal Ave. Pedestrian Improvements

Figure 20 - Oliver St. & Mt. Royal Ave. Pedestrian Improvements

Figure 21 - Oliver St. & Charles St. Pedestrian Improvements

Figure 22 - Typical Mid-block Landscape Median TreatmentFigure 23 - Typical Gateway/Intersection Landscape Treatment

Figure 24 - Shared Lane Markings (Alternative A)

Figure 25 - Designated Bike Lane (Alternative B)

Table 1 - Potential Mid-block Median Plantings

Table 2 - Potential Gateway/Intersection Plantings

Table 3 - Potential Street Tree and Groundcover Plantings

Table 4 - Phase 1 Potential Bicycle Parking Destinations and Recommended Parking

Table 5 - Cost Estimates

List o Figures & Tables

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Introduction

Page 1


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INTRODUCTION

Stakeholder Committee

The City o Baltimores Department o Transportation, in conjunction with the Mayors Oce, ormed the MidtownCultural District Stakeholder Committee in 2008 to develop a plan to improve streetscape conditions within the Mid-town Cultural District in the City o Baltimore. The Stakeholder and Participant Committee was composed o 41 mem-bers representing a cross section o community organizations, consultants, developers, institutions, business owners,

local residents and agency sta.

Mission Statement

It is the mission o the Midtown Cultural district Stakeholder Committee to establish an open orum to obtain publicinput, dene mutual interests, and ormulate a consensus on developing improvements to the Midtown Cultural Districtwhich can be implemented in the near uture.

Goals

The Citys intent is to identiy ways that they can help to make Midtown and the Cultural District a more inviting placethrough the implementation o Capital Improvement Projects that compliment initiatives o various institutions and

entities within the project area. The City intends to accomplish these goals without a long, drawn-out planning studyand will obligate unds to implement these improvements in the immediate uture.

Overall project goals included learning about stakeholders current and uture plans or development and identiying

available committed unds or improvements. Opportunities or greater collaboration, leveraging, and cost sharing willbe identied within the plan and priority projects will be developed or implementation. Specic objectives identied

rom stakeholder input includes:

Identiy streetscaping treatments which can uniy the individual institutions and entities while maintaining their unique identities

Look or ways to emphasize pedestrian scale and improve saety

Provide traic calming and intersection improvements

Prioritize improvements that can only be accomplished by the City

Improve aesthetics and reduce clutter

Improve electrical inrastructure to reduce City costs associated with Artscape

Plan Organization

The intent o this document is to suggest an approach or developing streetscape improvements in the Midtown

Cultural District area. Existing conditions and a streetscape elements inventory was collected or the entire MidtownCultural District project area; however, the improvements proposed in the plan are primarily ocused on the Phase 1 - Mt.Royal Avenue Streetscape Improvements. The document is divided into the ollowing our sections;

Introduction - A brie history o the project development, stakeholder involvement, project area, and available unding

Data Collection - An overview o data collected and existing conditions.

Plan Components & Cost Estimates - Phase 1 Mt. Royal Avenue Streetscape Concepts.

Mt. Royal Avenue Trac Analysis - An overview o existing and proposed trac conditions along Mt. Royal Avenue.

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I N T R O D U C T I O N

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Project Area & Phasing

The Midtown Cultural District project area includes portions o three city residential neighborhoods, a mix o culturalentities, educational institutions, commercial districts, as well as city and state government acilities. The overall project

area is bounded to the north and east by the Jones Falls Expressway, to the south by Read Street, and to the west byHoward Street. State Center and Maryland General Hospital abut the study area and improvements or these areas arecurrently being considered under dierent City projects.

The limits o the rst phase o project improvements were determined at the second stakeholder meeting based on a

review o the existing conditions analysis. The Phase 1- Mt. Royal Avenue Streetscape Improvements limits include theentire length o Mt. Royal Avenue rom North Avenue to Guilord Avenue, as well as the ollowing intersections: Mary-

land Avenue & Oliver Street; Charles Street & Oliver Street; Cathedral Street & MICA; Cathedral Street & Preston Street;Cathedral Street & Park Ave.

The Phase 1 - Mt. Royal Avenue Streetscape Improvements project is the ocus o this plan. It is anticipated that vehicular,

pedestrian, aesthetic, and inrastructure improvements associated with Phase 1 will serve as a catalyst or improvementsto cross-streets and residential neighborhoods, which will in turn improve the overall condition o the Midtown area.

Phase 1 - Mt. Royal Ave. Streetscape Improvements

Proposed improvements recommended or Phase 1 are primarily ocused on pedestrian and vehicular saety, anddeveloping a consistent aesthetic treatment or the Mt. Royal Avenue corridor. Proposed plan components and cost

estimates have been broken down into two design alternatives or Mt. Royal Avenue and various individual streetscapeimprovement projects. Individual streetscape improvements may be implemented as stand alone projects and/or in-cluded in the Mt. Royal Avenue design alternatives. The ollowing list summarizes potential improvements included

within the plan;

Mt. Royal Avenue Design Alternatives

Pedestrian Crosswalk Improvements

Typical Landscape Improvements

Typical Bicycle Facility Improvements

Typical Streetscape Components - Lighting/Benches/Artwork

Individual Trac Improvements

Trac Signal Modernization

Electrical Inrastructure Improvements or Artscape

Available Funding and Implementation

Initial unding or Phase 1 - Mt. Royal Avenue Streetscape Improvements has been identied or implementation in s-cal year 2010. Three million dollars ($3,000,000) o unding has been dedicated to this project. An additional $3,000,000

has been identied or implementation in scal year 2011. The additional unding may be used or Phase 1 improve-ments or additional projects as they are developed during the planning process.


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Existing Conditions

Data Collection and Analysis

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EXISTINGC

ONDITIONS

Project Area Map and Landuse

The overall Midtown Cultural District Project area identied rom the initial stakeholder meeting includes major in-stitutions, cultural acilities, several neighborhoods, and commercial acilities (see gure 01, below). The majority o theproject area is located primarily in the Midtown Belvedere section o the city. Initial studies included data collection orthe overall project area. Upon completion o the data collection phase, the Mt. Royal Avenue corridor was identied as

the Phase 1 - Mt. Royal Avenue Streetscape Concept area.

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Figure 01 - Project Area Map and Landuse

Initial Study Area


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Facility Master Plan Elements

Facility master plans and uture improvement projects were identied through individual stakeholder meetings. Planswere reviewed or common themes and goals in order to develop unied streetscape concepts which compliment theindividual plans. Highlighted elements (see gure 02 below), represent ull build-out masterplan scenerios. The primarycommon themes identied rom the individual plans are to improve pedestrian saety, provide a sense o place, and create

a destination.

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Figure 02 - Facility Master Plan Elements

Initial Study Area

Maryland Institute

College o Art (MICA)

State Center

University o Baltimore

(UB)

Facility Master Plan Elements


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Mt. Royal Avenue Existing Cross Sections

For concept development purposes the Mt. Royal Streetscape Improvement project was broken down into threesegments based on landuse and cross section width. Segment 1 represents typical conditions rom North Avenue toWest Laayette Avenue, Segment 2 represents typical conditions rom West Laayette Avenue to Cathedral Street, andSegment 3 represents typical conditions rom Cathedral Street to Guilord Avenue. Existing cross sections are represen-

tative, and actual widths and site conditions may vary rom block to block. Throughout the discussions that ollow, Mt.royal Avenue is considered to be an east-west street, even though segments 1 and 2 run in a northwesterly direction.

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Figure 05 -Phase 1 Mt. Royal Ave. Design Alternatives Segment Map

EXISTINGC

ONDITIONS


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Mt. Royal Avenue Existing Cross SectionsSegment 1 - North Avenue to W. Laayette Avenue

Mt. Royal Avenue has historically been a key linear connector or visitors and residents traveling to various cultural

and institutional destinations in the Midtown section o the City. The Intersection o North Avenue and Mt. Royal Av-

enue serves as main entry point or travelers entering the district rom the north and west. Landsuse consists o a mixeduse o educational, commercial and residential buildings with wide building setbacks and various landscape buers.

Two travel lanes in each direction are bordered by metered on-street parallel parking and the median is primarily con-crete with let turn lanes at major intersections. The landscape median between North Avenue and McMechen Street iscluttered with oversized highway directional signage (including a butterfy-type twin panel directional sign) and a lack

o gateway treatment to dene the area. There is an undersized concrete sidewalk on the north side and the south sideo the street lacks a sidewalk, causing dangerous conditions or pedestrians leaving their vehicles. Existing pedestrian

acilities (corner ramps and median openings) do not meet current ADA standards.

Segment 1 - Mt. Royal Ave. Pedestrian

Crossing @ North Ave.

Segment 1 - Existing Median between

McMechen St. and Mosher St.

Segment 1 - Brick Landscape Strip along

Eastbound Mt. Royal Avenue (sidewalk is

on southside o grass strip).

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Mt. Royal Avenue Existing Cross SectionSegment 2 - W. Lafayette Avenue to Cathedral Street

Segment 2 has a streetscape cross sectional width o approximately 124 and is the widest cross section o the three seg-

ments. Surrounding landuse is primarily institutional and commercial. There is a Light Rail transit station north o Mt. RoyalAvenue at Dolphin Street. Proposed development includes a mixed use residential/retail development currently underconstruction on the north side o MRA at Oliver Street. The two vehicular travel lanes are bordered by on-street meteredparking and wide concrete sidewalks. The landscape median primarily consists o compacted lawn with a mix o fower-ing trees randomly scattered throughout. Various temporary and permanent artworks are placed in the median, and thelandscape treatment is inconsistent.

Segment 2 - Eastbound Mt. Royal Ave

aproaching Dolphin Street.

Segment 2 - Existing Median Segment 2 - Mt. Royal @ Dolphin Street

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EXISTINGC

ONDITIONS


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Plan Components

and Cost Estimates

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PLAN

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Mt. Royal Avenue Design Alternatives and Improvements

Two overall improvement alternatives have been developed or the Mt. Royal Avenue Corridor rom North Avenueto Guilord Avenue. In addition, this plan contains several individual design components which may be implementedas standalone projects and/or incorporated in to each design alternative. The goals o each alternative/component are

to improve pedestrian saety and accessibility, and to create a sense o place or the entire Mt. Royal Avenue corridorthrough consistent aesthetic improvements and streetscape enhancements. Potential impacts to trac can be ound

in Appendix A - Trac Anaysis

Alternative A - Bulbouts and Median Improvements

Alternative A achieves these goals through the ollowing potential improvements: Bulbouts(curbextensions)andlandscapingatmajorintersections

Removalofturninglaneswhereappropriate Mid-blocklandscapemediantreatments

Gatewaymediantreatments

PedestriancrosswalkimprovementsincludingADAcompliantrampsatallintersections

BicycleSharrows-Sharedtravellanes(seepage36)

Segment 1 - North Avenue to W. Laayette Avenue


Crosswalk Treatment TBD Turning LaneRemoval & GatewayMedian Landscape

Proposed Bulbouts& Landscape

Shared LaneMarkings

Proposed Sidewalk


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lternative A - Bulbouts and Median ImprovementsSegment 2 - W. Laayette Avenue to Cathedral Street

Segment 2 provides the best opportunity to provide an aesthetic median landscape treatment which can link the

entire Mt. Royal corridor and dene the area as the Citys prominent cultural and educational district. The wide median

should contain a combination o shade and understory plantings and provide dedicated areas or permanent and tem-porary art work. A consistent median landscaping treatment at intersections, pedestrian crossing improvements, and

bulbouts will provide visual interest and improve pedestrian conditions.

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CrosswalkTreatment TBD

Turning LaneRemoval & GatewayMedian Landscape


Shared LaneMarkings


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lternative A - Bulbouts and Median Improvements

Segment 3 - Cathedral Street to Guilord Avenue

Several intersections in segment 3 have previously been rebuilt with bulbouts; however, there is not a consistent treat-

ment or conguration or the curb extensions and existing crosswalks do not meet the latest ADA requirements or curbramps. Proposed curb extensions, crosswalk treatment and median landscape improvements will improve saety and

soten the mass amount o hardscape which dominates the streetscape.

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Figure 11 - Mt. Royal Design Alternative A Segment 3

Crosswalk Treatment TBD

Turning LaneRemoval & GatewayMedian Landscape


Shared LaneMarkings


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Alternative B - Lane Reduction and Median Improvements

Alternative B contains concepts to develop Mt. Royal Avenue as a pedestrian and bicycle-riendly boulevard by reduc-ing vehicular travel lanes and enhancing pedestrian acilities. Potential improvements include all o those componentslisted or Alternative A plus:

Reducingvehiculartractoonetravellaneineachdirection

Dedicatedbikelane(seeFigure25,page37)insteadofasharedbicyclelane

Alternative B - Lane Reduction and Median ImprovementsSegment 1 - McMechen Street to W. Laayette Avenue

Eliminating one travel lane in each direction, as well as eliminating let-turn lanes, will provide the opportunity oradditional green space in Segment 1. The wider median at intersections will provide a better place o reuge or pedestri-ans crossing Mt. Royal Avenue and will shorten the in-street crossing distance. Removing a travel lane in each direction

urther reduces the in-street crossing distance and provides an opportunity or a sidewalk to be installed adjacent toon-street parking on the south side o Mt. Royal Avenue between McMechen Street and W. Lanvale Street.


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lternative B - Lane Reduction and Median ImprovementsSegment 2 - W. Laayette Avenue to Cathedral Street

s discussed in Alternative A, Segment 2 provides the best opportunity to provide an aesthetic median landscape treatment. The lane reduction will increase the median to a width o 52, increasing the opportunity to enhance median land-

scaping and designate areas or public artwork. A proposed single-lane roundabout at the Cathedral Street & Mt. Royaintersection (see discussion on page 24) will help calm trac and serve as a ocal point along the corridor.

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Alternative B - Lane Reduction and Median ImprovementsSegment 3 - Cathedral Street to Guilord Avenue

Segment 3 has a more o a traditional urban streetscape setting with wide sidewalks, minimal building setbacks, streettrees, and landscape median treatment.


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lternative B - Lane Reduction and Median ImprovementsTrac Analysis Summary

Through trac volumes along Mt. Royal Avenue vary considerably, as shown in Figure 1 in Appendix A. Typically, the

City considers 750 vph a rule-o-thumb upper limit or single lane operation and this volume is exceed at 4 intersections

in the AM peak hour and 4 intersections in the PM peak hour. The trac analysis (see Appendix A) conrms that reductiono Mt. Royal Avenue to one travel lane is not easible east o Maryland Avenue, where it crosses three major arterial streets

and, thereore, cross street trac volumes are the highest.

Since side street trac is lower at many o the intersections in the northwest section o Mt. Royal Avenue, however, a higherthrough volume could conceivably be accommodated in this section. Between Maryland Avenue and North Avenue, theanalyses show that reducing Mt. Royal Avenue to a single lane is more easible in the westbound direction than in the east-

bound direction, but not without trac operations issues.

Lane reduction:

The most signicant issue is reducing the number o travel lanes rom two to one. At North Avenue, the most heavilytraveled intersection in the entire corridor and the only one with a ull eight-phase trac signal operation, reducing

the southbound travel lanes entering the intersection (rom I-83 and Mt. Royal Terrace) is not easible without causingsignicant delays and congestion. Once through that intersection, reducing the lanes rom two to one prior to Mc

Mechen Street would likely cause merging problems that would spill back into the North Avenue intersection. Oncesouth o McMechen Street, the lanes could conceivably be reduced over a distance o approximately 500 eet beyond

the intersection, but even that lane reduction could have spill-back eects.

At Maryland Avenue, the highest westbound volume is 540 vph, and the lane reduction could be accomplished byconverting the right most through lane at Charles Street to a right turn only lane. The block o Mt. Royal Avenue between Charles Street and Maryland Avenue would then be re-striped as a let-turn lane and a through lane.

At Cathedral Street, northbound trac currently turns onto Mt. Royal Avenue in two lanes. South o the MD Institute

Driveway, Cathedral Street trac uses only one lane, with the widening to two lanes occurring in the short block between the MD Institute Driveway and Mt. Royal Avenue. I northbound Mt. Royal Avenue were converted to a single

lane, the right hand lane on Cathedral Street would be striped out in the short block. Though technically easible, thissolution has queuing implications, as discussed below.

Queuing:

The trac analysis shows queuing will increase in the southeast direction in AM peak trac hours and the northwest

direction in PM peak trac hours, corresponding to the directions o heavier inbound and outbound trac fows

with the queues extending through upstream intersections at more intersections. Under existing conditions, longqueues are conned to the northwest direction approaching the intersection o North Avenue, the most heavily traveled intersection in the study area. With the lane reduction, the Cathedral Street approach to Mt. Royal Avenue wilalso experience excessive queues.

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Trac Analysis Summary Continued:

Compatibility with Roundabout Alternative (see pages 24&25):

With the reduction o lanes rom two to one, the two lane roundabout option would make no sense. That wasthe only one that had a volume to capacity ( V/C) ratio less than the acceptable threshold. The single lane round-

about had a V/C ratio at the limit (0.85). Conceivably, with the lane reduction, some trac that currently uses Mt.Royal Avenue would divert, which could result in an acceptable V/C ratio. The roundabout would have the ben-

et o addressing the Cathedral Street queuing problem, i only westbound Mt. Royal were converted to a singlelane. I eastbound Mt. Royal Avenue remains two lanes wide, a lane would have to be dropped in advance othe roundabout, potentially at Dolphin Street, or the segment o the roundabout that serves southeast-bound

trac would be made two lanes wide, with the right lane turning onto Cathedral Street and the let continuingon Mt. Royal Avenue.

TravelTime:WiththelanereductionwestofMarylandAvenue,traveltimesfromendtoendwouldincreaseap -

proximately 20 % in the northwest-bound direction (rom just under 4 minutes to just under 5 minutes) and ap-

proximately 40% in the southeast-bound direction (rom approximately 3 minutes to just under 5 minutes).

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Cathedral St. & Mt. Royal Ave. Intersection Improvements

Replacing traditional signal controlled intersections with mod-ern roundabouts is a growing trend in Cities throughout the Unit-ed States. Modern roundabouts provide community enhance-ment, aesthetic gateway treatment, saety improvements, trac

calming, and potential operational improvements.

The intersection o Cathedral Street & Mt. Royal Avenue has thepotential to serve as key intersection to visually link the variousinstitutions in the Mid-town Cultural District. Currently, the inter-

section is controlled by dual signals: One at Mt. Royal Avenue &Cathedral Street and the other at the entrance to MICAs Mt. Royal

Station building. Under existing conditions let turns rom West-bound Mt. Royal Avenue are prohibited onto southbound Cathe-

dral Street. Pedestrians desiring to cross Mt. Royal Ave. or Cathe-

dral Street must cross several lanes o trac numerous times andmany o the pedestrian access routes do not meet current ADA

requirements. Three potential concepts have been developed orimproving this intersection:

Minor Alignment Adjustments, Pedestrian Improvements, and

Median Enhancement

Minor improvements are needed to improve fow congurationsat the intersection. Curb radii should be adjusted in the median to

improve let-turn operations rom Cathedral Street onto Mt. RoyalAvenue. Crosswalks should be aligned to minimize the number

o crossings and to direct pedestrians to signalized locations. Allcrosswalks should meet current ADA requirements. Median plant-ings should be re-designed to enhance the monument and visu-

ally link the Mt. Royal Avenue streetscape improvements.

Alternative A Double-lane Roundabout

This alternative would be compatable to the Mt. Royal AvenueBulbouts and Median Improvements option (Alternative A). Ca-

thedral Street and Mt. Royal Avenue would maintain two travellanes in each direction. Design elements would include:

Minimum 150 diameter inscribed circle

Raised splitter islands and enhanced landscape

Raised center island with monument and enhanced land-

scape

Truck apron

Relocated pedestrian crossings to the perimeter legs o theintersection

Dedicated bike lane through intersection

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Cathedral Street & Mt. Royal Avenue Existing Conditions

Mt.RoyalAvenue

CathedralStreet

The Lyric

MI C A- M

t.Ro y a l

S ta tio n

Bu i ld ing

Non ADA compliant unsignalized pedestrian crossing


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Figure 15 - Cathedral Street & Mt. Royal Avenue

Double Lane Roundabout

Figure 16 - Cathedral Street & Mt. Royal Avenue

Single Lane Roundabout

There is a large existing Civil War memorial located in the center median which is visually obstructed by large trees plant-ed in the median. All proposed improvement concepts include maintaining the existing historical structure in the centerisland however; direct pedestrian access to the monument would be prohibited. Additional interpretive signage andviewing stations could be placed at key locations on the perimeter pedestrian paths to maintain the historic value o themonument. Line-o-site studies or trac entering the roundabout should be evaluated urther during nal design.

Minimum right-o-way would be required to install either the two-lane or single-lane alternative. Trac analysis describ-

ing operations with either roundabout can be ound in Appendix A o this document.

Alternative B Single-lane Roundabout

This alternative would be compatable to the Mt. Royal Avenue Lane Reduction and Median Improvements option (Al-ternative B). Cathedral Street and Mt. Royal Avenue would be reduced to a single lane prior to entering the intersection.Design elements would include:

Minimum 120 diameter inscribed circle

Raised splitter islands and enhanced landscape

Raised center island with monument and enhanced landscape

Truck apron

Relocated pedestrian crossings to the perimeter legs o the intersection

Dedicated bike path outside o intersection

Note:

Roundabout schematics refect the Federal Highway Administrations minimum design standards.


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Eorts to Reduce Visual Clutter

Signs:

An excess o directional and warning roadway signs accompanies the prolieration o utility wires and poles alongthe corridor and is a primary source o visual clutter. A large unsightly directional sign structure located in the median at

the north end o Mt. Royal Avenue serves as an unattractive gateway eature. There are existing signs directing trac toMt. Royal Avenue and I-83 in advance o the intersection and preliminary investigations show the sign at Mt. Royal Av-

enue is not needed. A shield assembly installed on the ar side o intersection would be adequate. Outdated temporaryconstruction signs should be removed and directional and way-nding signs should be consistant with Baltimore Citystandards and consolidated where applicable.

Existing traditional parking meters

(photo source: Baltimore

Parking Authority)

Existing o versized directional sign at North Avenue approach Existing o versized directional sign at

Mt. Royal Avenue Gateway

Parking Meters:

An abundance o on-street parking meters on Mt. Royal Avenue also detracts rom the visual appeal o the corridor.Traditional parking meters should be replaced with the multi-space pay stations. Parking restriction signs should be

urther evaluated to reduce the number o poles and improve visual aesthetics. Since the inception o this planningproject, the City Parking Authority has begun to replace several segments o traditional parking meters with multi-space

pay stations.

Multi-space pay station


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Overhead Utility Wires and Poles

Two o the primary goals o the Midtown Cultural District Improvement project are to reduce visual clutter and cre-ate more uniormity in street appurtenances along the Mt. Royal Avenue Corridor. Trac signals are one o the visuallyintrusive, but necessary, public utilities along the corridor. In all, there are eight signalized intersections in the section

o Mt. Royal Avenue between North Avenue and Calvert Street, plus three along Cathedral Street and one at MarylandAvenue and Oliver Street intersection. All o these all within the area o highest priority.

Years ago, the standard was set or using Inner Harbor-type street light poles and mast-arm trac signal poles in the

Midtown Cultural District. These poles have a square tubular section and a brown coated nish (see inset photo). Fouro the signals along the east-west section o the corridor already have Inner Harbor-type poles. The rest o the signalized

intersections have a mix o signal support types and exterior nishes:

Inner Harbor-type Poles:

Mt. Royal Avenue at Maryland Avenue, Charles Street, St. Paul Street,and Calvert Street.

Galvanized Mast Arms:

Cathedral Street and Preston Street, Cathedral Street and Park/Biddle

Span Wire with Various Pole Finishes:

Mt. Royal Avenue at North Avenue, McMechen Street, W. Laayette Av-

enue, and Cathedral Street. Cathedral Street & MD Institute, MarylandAvenue and W. Oliver Street

Converting the span wire intersections to Inner Harbor-Type Mast Arm will require the installation o an undergroundconduit system at each o the intersections, which will create a raceway or the wires that run rom the intersection

controller to the signal equipment. Those wire currently run overhead along the span wires. New pole oundations willalso be installed so that the new signal can be made ully operational beore the old one is taken down. There are several

additional advantages o updating the intersections:The number o poles needed or signal operations can be reduced in some cases (twin-arm pole replacing twopoles). Several existing street lights can be mounted on the signal poles, which will urther reduce visual clutter and

the number o obstructions in the sidewalk.

Modern countdown pedestrian signals can be installed to improve pedestrian crossings.

LED-type trac signal heads can be installed, which will improve signal visibility and reduce energy consumptionand new video-camera-based detection detection can be installed.

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Figure 17 - Trac Signal Upgrade Location Map

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W. Preston Street

W. BiddleStreet

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Existing Spanwire Poles

Existing Inner Harbor-type Poles

Existing Galvanized Mast Arms

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Inner Harbor-type Mast Arm

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W. Oliver Street

Dolphin Street


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Unsignalized Pedestrian Crosswalk Improvements atMosher Street & Mt. Royal Avenue

Currently, pedestrians do not have a designated place to saely cross Mt. Royal Avenue between McMechen St. and W.Laayette Street. Proposed improvements include:

RemovaloftheleftturnopeninginthemedianatMosherSt.

Installanewsidewalkadjacenttoon-streetparkingontheeastboundsideofMt.RoyalAvenue.

Providecurbextensions,cityapprovedcrossingtreatmentandwarningsignage.

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Figure 18 - Mosher Street & Mt. Royal Avenue Mid-block Crossing Pedestrian Improvements

Pedestrian Crosswalk Improvements

Pedestrian crosswalks at several intersections and desired mid-block crossings have been identied or improvedpedestrian conditions during the analysis phase. The implementation o a consistent crosswalk treatment throughout

the corridor will serve as a key visual link while enhancing the desired pedestrian oriented ocus o Mt. Royal Avenue.Crosswalks design should be simple and straightorward, allowing or easy and economic maintenance. Further analysisis currently being perormed by the City o Baltimore to determine an aesthetic, low maintenance, ADA accessible cross-

walk treatment to be implemented throughout the City.

Crosswalk Treatment TBD

Turning Lane Removal& Median Landscape

Proposed Bulbouts


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Figure 19 - Lanvale Street & Mt. Royal Avenue Pedestrian Improvements

Unsignalized Pedestrian Crosswalk Improvements atW. Lanvale Street & Mt. Royal Avenue

The intersection o Mt. Royal Avenue and Lanvale Street is a key pedestrian node or students and community mem-

bers desiring to cross Mt. Royal Avenue to access public transportation and campus acilities. High trac volume, poor

crosswalk treatment, and poor site distance at the hill crest lead to unsae conditions. Proposed improvements in-clude:

Providebulboutstoshortenthepedestriancrossingdistanceandtoassistwithtraccalming

RelocatethewestboundbusstopfarthereastonMt.RoyalAvenue

ProvideCity-approvedmid-blockcrosswalktreatmentandwarningsignage

Turning Lane Removal& Median Landscape

Proposed Bulbouts &Landscape


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Unsignalized Pedestrian Crosswalk ImprovementsOliver Street & Mt. Royal Avenue

Currently pedestrians crossing Oliver Street @ Mt. Royal Avenue have approximately 80 eet o two-way travel lanes to

cross in order to saely maneuver the intersection. The addition o the Fitzgerald retail development increases the need

or this improvement as the amount o trac using the intersection will increase when the new development is completeProposed improvements include:

Tightentheintersectionandprovidepedestrianrefugeislandtoreducepedestriancrossinglength.

ProvideCity-approvedmid-blockcrossingtreatmentandwarningsignage.

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Figure 20 - Oliver Street & Mt. Royal Avenue Mid-block Pedestrian Improvements

Proposed PedestrianReuge Island

Existing Curb Edge

Fitzgerald Development(Under Construction)

Proposed Curb Realignment


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Figure 21 - Oliver Street & Charles Street Pedestrian Improvements

Signalized/Unsignalized Pedestrian Crosswalk ImprovementsOliver Street and Charles Street

Under existing conditions, students and members o the community walking between the Cultural District and Penn

Station use W. Oliver Street as part o their route. When they reach Charles Street they have two alternatives; 1) They can

take an indirect route, crossing the JFX entrance ramp twice, and Charles Street once, at a signalized intersection, or 2)they can take the direct route and cross Charles Street at an unmarked, unsignalized our-lane-wide crossing. On-site

eld observations show that trac entering the block south o the crossing at Mt. Royal Avenue has a tendency to ac-celerate as they head northbound due to wider travel lanes and less congestion.

Potential improvements include the addition o short-term parking on the west side o Charles Street in ront o the Uni-versity o Baltimore Administration building. The University has expressed a need or short-turnaround parking to en-

able students better access to administration unctions within the building. Permitting ull-time parking on the east sideand constructing curb extensions at the intersection o W. Oliver Street and the entrance to Penn Station will shorten

pedestrian crossing length to two lanes. The proposed bulbouts will require modications to several stormwater inletsin order to maintain drainage patterns. Further pedestrian analysis is needed to ensure the current MUTCDs warrant or

a signalized pedestrian crossing is met at this location.

Penn Station

W. Oliver Street

University o BaltimoreAdministrative Building

I-83Southbo

und

I-83Ramp

Existing University o BaltimoreParking Lot (Proposed Law Build-ing)

Existing MeteredParking

Proposed Bulbout

I-83Northboun

d

Proposed Short-Turnaround Parking

I-83 NorthboundTurning Lane

Proposed Bulbout

PotentialPedestrianSignal

CharlesStreet

I-83Ramp

Existing Signal

Existing PedestrianAlternatives

(1)

(2)


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Mid-block Landscape Median Treatment

A low ence planted with shrub/ground cover mass plantings will provide a visual buer deterring pedestrians romcrossing mid-block and will serve as a common theme or the corridor. The low ence and landscape treatment should

be designed so that portions may be removed during Artscape as needed. Further evaluation o how Mt. Royal Avenue

unctions during Artscape should be perormed to avoid damage to the landscape during these events. A list o potentiallow growing and low maintenance plantings can be ound in the attached table.

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Figure 22 - Typical Mid-block Median Landscape Treatment

Typical Landscape Improvements - Mt. Royal Avenue

Landscape median treatment along Mt. Royal Avenue shall be cohesive, with emphasis on pedestrian scale relatingto the institutional and cultural character o the corridor. Plantings should have bold textures and colors and massed in

broad sweeps along the length o the corridor. Shade trees, fowering trees, and shrub masses strategically placed in themedian will provide an intimate vertical scale, shade canopy, and visual trac calming throughout the corridor. Institu-

tions and businesses along the corridor should be encouraged to use similar textures and colors in their landscapes tohelp uniy the corridor.

Grass Buer Strip(width varies)

Low GrowingFlowering Trees

Low Shrubs &Ornamental Grasses

Low Ornamental Fence


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Table 1 - Potential Mid-block Median Plantings:

Shade Trees (All shade trees shall be selected rom the Baltimore Citys Approved Tree List)

Scientic Name Common Name Size/Comment

Acer buergeranum Trident Maple 2.5 - 3 B&B

Acer rubrum October Glory, red Sunset Red Maple 2.5 - 3 B&B

Carpinus caroliniana American hornbeam 2.5 - 3 B&B

Cerdidiphyllum japonicum Katsuratree 2.5 - 3 B&B

Ginko biloba Sentry Sentry Ginko 2.5 - 3 B&B

Gleditsia triacanthos Shademaster Shademaster Honeylocust 2.5 - 3 B&B

Nyssa Sylvatica Blackgum 2.5 - 3 B&B

Oxydendrum arboreum Sourwood 2.5 - 3 B&B

Tilia tomentosa Silver Linden 2.5 - 3 B&B

Zalkova serrata Greenvase, Village Green Japanese Zelkova 2.5 - 3 B&B

Flowering Trees

Scientic Name Common Name Size

Acer ginnala Amur Maple 2.5 - 3 B&B

Amelanchier arborea Serviceberry 2.5 - 3 B&B

Cercis canadensis Eastern Redbud 2.5 - 3 B&B

Cornus forida Flowering Dogwood 2.5 - 3 B&B

Cladrastris kentukea Yellowwood 2.5 - 3 B&B

Prunus x yedoensis Yoshino Cherry 2.5 - 3 B&B

Viburnum sieboldii Siebold Viburnum 2.5 - 3 B&B

Shrubs


Deutzia gacilis Nikko Nikko Deutzia 3 gal. container

Ilex crenata Helleri Helleri Japanese Holly 3 gal. container

Itea virginica henrys Garnet Henrys Garnet Virginia Sweetspire 3 gal. container

Prunus laurocerasus Otto Luyken Otto Luyken Cherry Laurel 3 gal. container

Rosa rugosa (low growing species) Low Growing Rose Species 3 gal. container

Spirea japonica Little Princess Little Princess Japanese Spirea 3 gal. container

Ornamental Grasses


Panicum virgatum Heavy Meatal Heavy Metal Switchgrass 2 gal. container

Pennisetum alopecuroides Hameln Dwar Fountain Grass 2 gal. container


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Figure 23 - Gateway/Intersection Landscape Treatment

Table 2 - Potential Gateway/Intersection Median Plantings:

Shrubs

Scientifc Name Common Name Size/Comment

Deutzia gacilis Nikko Nikko Deutzia 3 gal. container

Ilex crenata Helleri Helleri Japanese Holly 3 gal. container

Itea virginica henrys Garnet Henrys Garnet Virginia Sweetspire 3 gal. container

Prunus laurocerasus Otto Luyken Otto Luyken Cherry Laurel 3 gal. container

Rosa rugosa (low growing species) Low Growing Rose Species 3 gal. container

Spirea japonica Little Princess Little Princess Japanese Spirea 3 gal. container

Groundcovers/ Perennials


Coreopsis sp. Tickseed 1 gal. container

Cotoneaster adpressus var. praecox Creeping Cotoneaster 1 gal. container

hemerocallis minor Stella DOro Stella DOro Day Lilly 1 gal. container

Juniperus horizontalis Bar Harbor Bar Harbor Creeping Juniper 1 gal. container

Liriope muscari Big Blue Big Blue Lillytur 1 gal. container

Perovskia atripliciolia Russian Sedge 1 gal. container

Rudbeckia ulgida Goldstrum Black-Eyed Susan 1 gal. container

Sedum Autumn Joy Autumn Joy sedum 1 gal. container

Gateway/Intersection Landscape Median Treatment

Landscape treatment at key intersections should be designed to a higher level o detail with mass plantings o low-growing, low-maintenance perennials and shrub plantings. Plant texture and color combinations should be designed or

visual interest at the vehicular and pedestrian level. Selected species should be low-growing and placed so that propersight distances are maintained.

Wide landscape medians provide opportunities or gateway signage and cultural identiers to be placed at key intersec-

tions. Using consistent median signage materials throughout the corridor will help to link the various institutions and cul-tural entities. Design competitions could be held by community organizations, educational institutions, and city schoolprograms to design gateway signage and cultural identiers which tell the story o the Midtown Cultural District.

Shade Tree

Low GrowingFlowering Trees

Low Shrubs& PerennialGroundcovers

Gateway Signage/Cultural Identier


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Street Trees


Acer buergeranum Trident Maple 2.5 - 3 B&B (acceptable under utility lines)

Acer rubrum October Glory, red Sunset Red Maple 2.5 - 3 B&B

Ginko biloba Sentry Sentry Ginko 2.5 - 3 B&B

Gleditsia triacanthos Shademaster Shademaster Honeylocust 2.5 - 3 B&B

Nyssa Sylvatica Blackgum 2.5 - 3 B&B

Oxydendrum arboreum Sourwood 2.5 - 3 B&B

Tilia tomentosa Silver Linden 2.5 - 3 B&B

Zalkova serrata Greenvase, Village Green Japanese Zelkova 2.5 - 3 B&B

Groundcovers/ Perennials


hemerocallis minor Stella DOro Stella DOro Day Lilly 1 gal. container

Juniperus horizontalis Bar Harbor Bar Harbor Creeping Juniper 1 gal. container

Liriope muscari Big Blue Big Blue Lillytur 1 gal. container

Sedum Autumn Joy Autumn Joy sedum 1 gal. container

Table 3 - Potential Street Tree and Groundcover Plantings:

Decorative tree guards suitable or residential areas Tree guards suitable or commercial/ institutional streetscapes

(note: guard should not be placed on street side)

Tree Guards should be placed at the perimeter o the planting pit except on the street side where onstreet parkingexists and damage to car doors may occur. Materials should consist o rust-resistant metal anchored securely into the

subgrade to prevent rost heaving and damage rom pedestrian activity. Patterns and styles may vary according to thesurrounding architecture; however, colors and height should remain consistent throughout the project area.

Street Trees and Planting Pit Treatment Recommendations

Street trees within the public right-o-way and outside o the median plantings should be planted in open plantingpits with a minimum size o 4 x 6 , with a preerred size o 5 x 8 where there is sucient sidewalk width to meet ADA ac-

cessible route requirements. Planting pits should have a solid concrete or paver edge around the entire perimeter whichis fush to the adjacent sidewalk and top o curb to allow stormwater runo to enter the pit. A low growing, low mainte-

nance, groundcover and mulch layer should be placed within each tree pit. Trees should be spaced approximately every30 where appropriate. Reer to the latest Baltimore City Approved Street Tree manual or additional planting species andrequirements.


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Typical Bicycle Facility Improvements

Mt. Royal Avenue has been designated as a potential bike route in the 2006 Baltimore City Bike MasterPlan. On-site observations support the need or improved bicycle acilities within the project area to improve

saety or commuters and students. The close proximity to public transportation nodes such as the CulturalLight Rail Line and Penn Station reinorces the case or improved acilities. Improving bicycle conditions along

Mt. Royal Avenue will provide several benets to the community, such as reducing trac congestion, reduc-ing carbon emissions, and linking the surrounding neighborhoods.

Typical Bicycle Facility ImprovementsShared Lane Markings - Alternative A Mt. Royal Avenue

Shared lane markings (sharrows) may be used where existing pavement widths are not sucient to allowor a exclusive bike lane preerred alternative. Although this application does not provide an exclusive spaceor bicyclists, it does provide warning to drivers o slower orms o trac sharing the roadway. Shared LaneMarkings have been installed throughout the City and were recently applied along Mt. Royal Ave. rom St. Paul

to Guilord Ave. Reer to the City o Baltimore Bicycle Master Plan - 2006 or material and installation specica-tions.

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Figure 24- Shared Lane Markings - Alternative A Mt. Royal Avenue

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Source: City o Baltimore Bicycle Master Plan -2006


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Figure 25- Designated Bike Lane - Alternative B Mt. Royal Avenue

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Source: City o Baltimore Bicycle Master Plan -2006

Typical Bicycle Facility ImprovementsExclusive Bike Lanes - Alternative B Mt. Royal Avenue

lternative B provides the preerred improvement or bicycles using Mt. Royal Avenue. Reducing vehicular trac toone lane in each direction provides sucient room to install exclusive bike lanes in each direction while maintaining

thru trac and let turn lanes. Exclusive bike lanes provide trac calming, increase saety, and act as a buer betweenthru trac and pedestrians exiting their vehicles. Mid-block exclusive bike lanes and treatment at intersections should

be designed as described in City o Baltimore Bicycle Master Plan - 2006 or material and installation specications.


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Typical Bicycle Facility Improvements - Bicycle Parking

Bicycle racks should be placed at key pedestrian destinations along the Mt. Royal Avenue corridor and throughoutthe Midtown Cultural District project area. Individual rack design may vary to refect the character o the destination

entity; however, color, material, and intended unction should be consistent throughout the Midtown Cultural District.

General Bicycle Parking Design Guidelines:

Bicycle racks should support the bicycle rame in at least 2 places, allow-ing the rame and wheel to be locked using a U-lock or cable lock. Racks

should be secured to the existing surace as recommended by the manu-acturer. All hardware shall be tamper proo and rust resistant. See man-

uactures recommendations or installing in new sidewalk applications.Racks shall not impede pedestrian trac.

Sample Specications:

Materials: Centerbeam: 2 Schedule 40 pipeRing: 1.5 OD 11 gauge tube

Finish: 250 TGIC Powder Coat(Various Colors available)

Mounting: In-ground mount or Surace Mountas recommended by the manuacturer.

Spacing/Setbacks: Racks Parallel to Wall - Minimum 24

Racks Perpendicular to Wall - Minimum 38Minimum 24 Spacing between racks

Minimum 36 rom street

Standard U-Frame Rack

Custom Bike Hitch

Photo Source: Dero Bike Rack Company

Photo Source: Dero Bike Rack Company

Table 4 - Phase 1 Potential Bicycle Parking Destinations and Recommended ParkingFacility Facility Type No. of Bikes No. of Racks

MICA - several locations College/University 100 50

UB - several locations College/University 250 125

Cultural District Light Rail Station Public Transit 20 10

Penn Station Public Transit 50 25

The Lyric Opera House Event Facility 42 21

The Fitzgerald Shopping Center/ Residential Building Commercial District 132 66


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Typical Streetscape Components

Typical Streetscape Components - Lighting

Based on discussions with community members and stakeholders, it was determined that there is a general lack olighting in residential neighborhoods throughout the entire Midtown Cultural District project area. An inventory o lightxtures was collected during the initial phases o design and urther analysis should be perormed to include lighting

improvements in the residential areas into uture phases o the project.

Lighting along urban boulevards such as Mt. Royal Avenue should be addressed at both the pedestrian and vehicularlevel. Overhead lighting xtures are the primary source o light along Mt. Royal Avenue and there are two styles o x-

tures. Segment 1 rom North Avenue to West Lanvale Street uses shadowbox light xtures placed on tapered bronzecolored poles. Several xtures are not eective where trees exist and do not provide enough street level lighting whenoset rom the street. Cobra head style xtures and aluminum posts are used throughout the remainder o the corridor.

Pedestrian lighting is non-existent or the majority o the Mt. Royal Ave. corridor and urther lighting analysis is needed

to determine specic deciencies.Lighting xture styles should be clean, modern, and simple in design so they blend in with streetscape and do not take

away rom the architectural characteristics o the area. Recommended pedestrian light xtures or the Mt. Royal Avenueinclude Washington Style Lamp Posts and/or Teardrop style globe xtures placed on black powder coated aluminum

futed poles and base. Overhead street lights should have a consistent style and lighting should be combined with tracsignal poles at intersections where applicable to reduce streetscape clutter.

Typical Streetscape Components - Benches/

Trash Receptacles/ Planters

In general there is a signicant lack o pedestrian amenities throughout the entire Midtown Cultural District studyarea. The lack o amenities discourages pedestrian activity and improvements to the entire area should be addressed inuture phases o the project.

Mt. Royal Avenue presents an opportunity to provide an enjoyable space or pedestrians who live, work, attend school,

and visit the various institutions and cultural entities along the corridor. Benches and receptacles should be placed atkey destinations and evenly spaced along the corridor. Planters may be added where street trees are not easible. Plant-

ers should only be incorporated into the streetscape when maintenance agreements with private organizations are inplace. Materials, sizes, and placement o street urniture should be consistent to enhance streetscape aesthetics and to

provide a visual link to the corridor. Proper spacing and placement o street urniture is a key design element and careshould be taken to avoid adding visual clutter.

Typical Trash Receptacle

Photo Source: www.victorstanley.com

Typical Streetscape Bench

Photo Source: www.landscapeorms.com


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Table 5 - Phase 1 Cost Estimate Menu

Page 40

Project Improvements Description Capital Costs

Individual Improvement Components

Electrical Upgrades Associated with Artscape* $300,000*

Resuracing - ADA Ramps $1,280,000

Trac Signal Modernization (eight intersections) $1,430,000

Pedestrian Lighting $8,400 each (quantity TBD)

Roadway Lighting $1,1250 each (quantity TBD)

Benches $1,200 each (quantity TBD

Pedestrian and Bicycle Improvements

Proposed Sidewalk - McMechen St. to W. Laayette Avenue $180,000Unsignalized Pedestrian Crossing @ Mosher St. & Mt. Royal Avenue $27,000

Unsignalized Pedestrian Crossing @ W. Laayette St. & Mt. Royal Aenue $47,000

Unsignalized Pedestrian Crossing @ Oliver St. & Mt. Royal Avenue $25,000

Signalized Pedestrian Crossing @ Oliver St. & Charles St. $230,000

Shared Lane Markings and Signage (Sharrows) $17,000

Standard U Frame Bicycle Rack $200 each (quantity TBD)

Custom Bike Rack $400 each (quantity TBD)

Aesthetic and Landscape Improvements

Median Landscape Treatment $930,000

Gateway Landscape Median Improvements $29,000

Sign Removal $15,000

Intersection Improvements

Turning Lane Removal $180,000

Cathedral Street & Mt. Royal Avenue - Minor Improvements $37,000

Cathedral Street & Mt. Royal Avenue - Roundabout Alternative A $3,000,000 - $5,000,000

Cathedral Street & Mt. Royal Avenue - Roundabout Alternative B $3,000,000 - $5,000,000

Mt. Royal Avenue Entire Corridor Improvements(cost does not include Cathedral St. & Mt. Royal Ave. roundabout alternatives)

Alternative A - Bulbouts and Landscape Median Enhancements $5,900,000

Alternative B - Lane Reduction, Bike Lane, and Median Improvements $5,900,000

*Estimate under review by City


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Appendix A

Trafc Analysis

Page 41


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APPENDIXA

TRAFFICANALYSIS

Midtown Cultural District Streetscape StudyMt. Royal Avenue Trafc Analysis

March 31, 2009

Intersection capacity analyses were perormed at the study intersections or existing weekday morning and eveningpeak hour trac volumes using Synchro and SimTrac analysis. Perormance measures o eectiveness include delay,

level o service (LOS), 95th percentile queue length, and travel time. The level o service (LOS) is a letter designation thatcorresponds to a certain range o roadway operating conditions. The levels o service range rom A to F, with A indicat-

ing the best operating conditions and F indicating the worst, or a ailing, operating condition.

Analyses were perormed or the ollowing scenarios:

removingonelanefromeachdirectionofMt.RoyalAve.betweenMcMechenSt.andGuilfordAve.

removingonelanefromeachdirectionofMt.RoyalAve.betweenMcMechenSt.andMarylandAve.

removingturninglanesalongMt.RoyalAve.attheintersectionswithMosherSt.,LafayetteSt.,andCharles

St. while retaining the existing number o thru lanes.

roundaboutatCathedralSt.andMt.RoyalAve.

Existing peak hour volumes are shown in Figure 1. Comparison o the rst three scenarios with existing conditions can be

ound in Tables 1 5 and Figures 2 5. Analysis to the roundabout ollows Figure 6.

Table 1. Existing Geometry and Trafc Volumes AM (PM)

Intersection Delay (s) LOSDirection o Longest

Queue Length1

95th % Queue2 (t)

or Longest Move-

ment

North Ave. 29.5 (44.1) C (D) SEB (NWB) 304 (*)McMechen St. 12.3 (74.4) B (E) SEB (NWB) 203 (*)

Mosher St. 1.6 (86.6) A (F) SEB (NWB) 48 (*)

Laayette Ave. 11.8 (70.8) B (E) SEB (NWB) 199 (*)

Lanvale St. 2.6 (19.1) A (B) NWB Lets (NWB) 48 (301)

Dolphin St. 14.3 (15.4) B (B) SEB (SEB) 296 (198)

Oliver St. 2.4 (5.2) A (A) SEB (NWB) 30 (123)

Cathedral St. 5.3 (8.6) A (A) NWB (NWB) 63 (80)

Maryland Ave. 10.3 (11.5) B (B) WB (EB) 112 (127)

Charles St. 11.4 (14.7) B (B) WB Rights (EB Lets) 85 (116)

St. Paul St. 9.9 (10.2) A (B) WB (WB) 98 (156)Calvert St. 14.3 (18.6) B (B) WB (WB) 149 (175)

Guilord Ave. 9.6 (7.3) A (A) SEB (NWB) 73 (129)

1Thru lane unless otherwise specied

2Queues measured along Mt. Royal Ave.

*Queue extends to next intersection


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Figure 1. Existing Peak Hour Volumes AM (PM)

APPENDIXA


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APPENDIXA

Under existing conditions, all intersections operate at acceptable levels o service during the AM peak hour. During thePM peak hour, the North Ave. intersection experiences long queues that extend past the Laayette Ave. intersection,causing the intersections in this area to operate at ailing conditions.

Table 2. Removal o One Lane and Existing Trafc Volumes AM (PM)


Queue Length1

95th % Queue2 (t)

or Longest Move-

ment

North Ave. 40.3 (39.7) D (D) SEB (NWB) 306 (*)

McMechen St. 14.5 (25.8) B (C) SEB (NWB) 407 (*)

Mosher St. 4.1 (8.3) A (A) SEB (NWB) 165 (*)

Laayette Ave. 17.7 (19.6) B (B) SEB (NWB) * (*)

Lanvale St. 12.5 (4.2) B (A) SEB (NWB) 325 (69)

Dolphin St. 27.2 (19.7) C (B) SEB (SEB) * (*)

Oliver St. 5.4 (26.3) A (C) NWB (NWB) 164 (*)Cathedral St. 7.7 (144.1) A (F) NWB (NWB) 137 (204)

Maryland Ave. 14.1 (16.4) B (B) EB (WB) 190 (245)

Charles St. 12.8 (16.3) B (B) WB Rights (EB) 97 (179)

St. Paul St. 11.0 (16.3) B (B) WB (WB) 163 (*)

Calvert St. 17.8 (36.3) B (D) WB (WB) 211 (*)

Guilord Ave. 9.8 (1267.9) A (F) SEB (NWB) 159 (145)1Thru lane unless otherwise specied2Queues measured along Mt. Royal Ave.


Under this scenario, capacity problems occur during both the AM and PM peak hours. In the AM peak hour, queues de-velop or eastbound trac at the Dolphin St. intersection. The eects o these queues are experienced at the Lanvale St.,

Laayette St., Mosher St., and McMechen St. intersections. The cause o these queues is that 44 seconds out o every 80second cycle o the trac signal at Dolphin St. is provided or pedestrian recall. During the PM peak, only 37 seconds are

provided or this phase. This phase occurs during every cycle. I the signal is altered to be pedestrian-actuated, then thepedestrian phase would only occur when a pedestrian presses push-button, improving vehicular operations there.

Along EB Mt. Royal Ave., there are currently two through lanes, an added let-turn lane, and an added right-turn lane at

the McMechan St. intersection. Under this scenario, one o the through lanes would be removed so that vehicles travel-ing in this lane north o North Ave. would be in the right-turn lane at McMechan St. SimTrac analysis shows that queuesat the McMechan St. would increase rom 203 t to 407 t during the critical AM peak hour or this movement. Queues

would not extend past the intersection with North Ave. Along WB Mt. Royal Ave., the two lanes along Guilord Ave. that

turn onto Mt. Royal Ave. would be required to merge south o the Mt. Royal Ave. @ Guilord Ave. intersection. SimTracshows unacceptably large levels o delay or trac along Guilord Ave. trying to enter Mt. Royal Ave.

APPENDIXA

TRAFFICANALYSIS


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APPENDIXA

TRAFFICANALYSIS

During the PM peak hour, the Cathedral St. and Guilord Ave. intersections operate at ailing conditions. At Cathedral St.,the two northbound let-turn lanes would be reduced to one lane with only one receiving lane on Mt. Royal Avenue. Thiswould cause long queues and delay or this approach. Queues rom the Calvert St. intersection extend to the Guilord

Ave intersection, blocking trac at that intersection and causing it to ail. Many o the other intersections appear to haveimproved operations; however, this is due to the act that the two ailing intersections meter trac, blocking vehicles

rom entering the other intersections. While retiming the signals would improve operations at the Cathedral St. andGuilord Ave intersections, it would likely cause other intersections along Mt. Royal Ave., and potentially other nearby

intersections, to ail.

Table 3. Removal o One Lane West o Maryland Avenue (EB) and Charles St (WB)

and Existing Trafc Volumes AM (PM)


Queue Length1

95th % Queue2 (t)

or Longest Move-

ment

North Ave. 41.6 (42.5) D (D) SEB (NWB) 296 (*)

McMechen St. 13.9 (36.8) B (D) SEB (NWB) * (*)

Mosher St. 4.4 (19.5)-- A (C) SEB (NWB) 190 (*)

Laayette Ave. 18.4 (29.8) B (C) SEB (NWB) * (*)

Lanvale St. 18.6 (6.5) B (A) SEB (NWB) * (234)

Dolphin St. 27.6 (19.6) C (B) SEB (SEB) * (349)

Oliver St. 5.3 (39.8) A (D) NWB (NWB) * (*)

Cathedral St. 8.1 (274.0) A (F) NWB (NWB) 119 (*)

Maryland Ave. 13.8 (25.2) B (C) EB (WB) 187 (*)

Charles St. 11.4 (21.3) B (C) WB Rights (WB) 91 (218)

St. Paul St. 9.9 (16.6) A (B) WB (WB) 81 (292)

Calvert St. 14.6 (32.0) B (C) WB (WB) 111 (*)

Guilord Ave. 9.1 (9.7) A (A) NWB (NWB) 68 (148)1Thru lane unless otherwise specied2Queues measured along Mt. Royal Ave.


This scenario removes one lane west o the Maryland Ave. intersection (EB) and the Charles St. intersection ( WB) only in

order to avoid the delay problems at Guilord Ave. Under this scenario, one o the two added right-turn lanes onto NBCharles St. would be removed, requiring trac rom the SB I-83 o-ramp to merge with trac rom WB Mt. Royal Ave.As the highest-hour volume rom the SB I-83 o-ramp is 132 vehicles per hour, SimTrac shows no major operational

problems at this intersection. Queuing and delay problems still occur, but the problems are less severe and occur at ewer

intersections. The capacity constraint issue still exists at the Cathedral St. intersection during the PM peak hour. All otherintersections operate at acceptable levels o service; however, long queues exist that extend through multiple intersec-tions, including EB queues in the AM peak hour at Cathedral St. that extend past Laayette Ave., WB queues in the PM

peak hour at North Ave. that extend past Lanvale St., and queues in both directions in the PM peak hour at Cathedral St.that extend past Oliver St. and Maryland Ave.

APPENDIXA


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APPENDIXA

Figure 2. NW Mt. Royal Ave. (AM) Travel Time

0.0

50.0

100.0

150.0

200.0

250.0

300.0

350.0

Guilfo

rdAve

.

Calve

rtSt

.

St.PaulS

t.

Charles

St.

Maryla

ndAve

.

Cath

edralS

t.

Olive

rSt.

Dolph

inSt

.

Lanvale

St.

Lafa

yette

Ave

.

Moshe

rSt.

McM

echa

nSt

.

North

Ave

.

Intersection

CumulativeTravelTime(s)

Exist ing Condi tions Removal of One Lane Removal of One Lane West o f Maryland Ave. Turn Lane Removal

Figure 3. NW Mt. Royal Ave. (PM) Travel Time

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Exist ing Condit ions Removal of One Lane Removal of One Lane West o f Maryland Ave. Turn Lane Removal

Figures 2 5 display travel time during the AM and PM peak hours or vehicles traveling along Mt. Royal Ave. in

each direction.


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APPENDIXA

TRAFFICANALYSIS

Figure 4. SE Mt. Royal Ave. (AM) Travel Time

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Exist ing Condi tions Removal of One Lane Removal of One Lane West of Mary land Ave. Turn Lane Removal

Figure 5. SE Mt. Royal Ave. (PM) Travel Time

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APPENDIXA

Roundabout Analysis

The Mt. Royal Ave @ Cathedral St intersection was analyzed as a two-lane roundabout, as a one-lane roundabout, andas a one-lane roundabout with a separate EB right-turn lane. WB let turns are currently prohibited at this intersection.

Let turns would be allowed at the roundabout, so trac volumes would increase slightly due to this new movement.A higher percentage o WB vehicles along Mt. Royal Ave would turn let at Maryland Ave instead o the roundabout, as

it provides the shortest SB route, but a small increase in let turns onto Cathedral St should be expected due to localtrac.

The one-lane roundabout scenarios would be compatible with the lane removal options. Installing a one-lane round-about under the scenarios that maintain two through lanes would require merging the through lanes, likely resulting in

queuing problems. The two-lane roundabout is compatible with all options.

Analyses were conducted using existing volumes. According to HCM, the acceptable volume-to-capacity (v/c) ratio ora roundabout is 0.85 or less. Table 2 summarizes SIDRA analysis or the proposed roundabout designs. See the attached

SIDRA output or detailed data.-

Table 2. SIDRA Analysis Summary

ScenarioAM PM

V/C Ratio Delay (s) V/C Ratio Delay (s)

Two-Lane Round-about

0.285 3.8 0.374 5.8

One-Lane Round-

about0.522 5.3 0.850 13.8

One-Lane Round-

about with SeparateEB Right-Turn Lane

0.342 5.4 0.850 13.9

The two-lane roundabout design operates at an acceptable v/c ratio during both the AM and PM peak hours. The one-lane roundabout design operates at an acceptable v/c ratio during the AM peak hour; however, it operates at the thresh-

old or an unacceptable v/c ratio during the PM peak hour. Considering that additional WB let turns may be expected,and accounting or uture growth, a one-line roundabout would not be acceptable. The roundabout was analyzed as aone-lane roundabout with a separate EB right-turn lane to determine i the right-turn lane would improve operations.

Currently, the intersection has two EB through lanes and one EB right-turn lane, so the removal o one through lane toaccommodate a bicycle lane would still allow or a right-turn lane. While the additional lane would improve operations

in the AM peak hour, it would not improve operations in the critical PM peak hour.


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Department o Transportat ion - Planning Sect ion

City o Balt imore, Maryland

Documents

Midtown Streetscape Final Master Plan