But Approval Expected At Alaska Meeting In October
posted September 21, 2002
Federal transportation officials have joined state officials in criticizing a move to two-way streets for McCallie Avenue and Bailey/MLK Boulevard.
The Federal Highway Administration said the planned narrow lanes may pose safety hazards and that traffic density will be heavier with only one lane each way on McCallie.
In a letter to State Transportation Commissioner Bruce Saltsman, they also said one-way streets offer operational advantages over two-way and questioned the recent Glatting report that future vehicle volumes would remain steady on the two thoroughfares.
Despite the stance by the state and federal officials, the state DOT said it will recommend that those roads no longer have state and federal designations and be turned over to the city.
That recommendation is expected to be approved by a committee of the American Association of State Highway and Transportation Officials during a national meeting in Alaska Oct. 10-15.
New routes would then be found for U.S. 11/64 and State Route 2, and the city will be free to proceed with the controversial two-way conversion. The city would have to take over maintenance on the two streets.
Mayor Bob Corker favors it and the City Council has unanimously approved it. UTC officials are also in favor, and the UTC Faculty Senate recently voted 18-5 in support.
A group called Save Our Streets is fighting it, and it released copies of the federal letter to the news media.
The FHA said the Glatting analysis that traffic volumes would remain steady should be confirmed by the Chattanooga Metropolitan Planning Organization.
It says one-way streets "have operational advantages that are not described in the analysis. One-way streets offer improved capability to set the timing of traffic signals to allow good progressive movement. Progressive signal timings are generally less effective on two-way streets. The improved traffic flow allowed by good signal progression reduces travel delay, reduces some air pollutants, and typically reduces the number and severity of crashes. The capacity analysis does not appear to account for the benefits derived from good signal progression. The analysis report of October 1998 conducted by Neel-Schaffer Inc. correctly observes that the existing one-way signals can be synchronized to allow a large group of vehicles to pass through adjacent signalized intersections. The signal timings may be set to allow the progression of vehicles at a predetermined speed. Under two-way traffic flow, signal progression is much less efficient and often unable to be achieved."
The FHA said there are "apparent discrepancies between the Glatting report and the Neel-Schaffer report with regard to the operations of the signalized intersections under two-way conditions. The Neel-Schaffer report contains greater detail with regard to the analysis that was performed and the assumptions that were made. The Neel-Schaffer report correctly states that under the proposed two-way operations, defacto left-turn lanes would emerge. The Neel-Schaffer report states that although two-way traffic would operate within acceptable limits, traffic conditions will deteriorate if the conversion is made. The Neel-Schaffer report also bases its analysis on providing two-lanes in each direction on both McCallie and MLK/Bailey. The proposal in the Glatting report is based on only one lane in each direction on McCallie."
The FHA said the lane width of a roadway "greatly influences safety and the comfort of driving. The American Association of State Highway and Transportation Officials Policy on Geometric Design of Highways and Streets notes that 12-foot lane widths are desirable on urban facilities, the use of 11-foot lanes is acceptable in areas of restrictive right-of-way, and 10-foot lanes are acceptable on low-speed facilities. The proposed 9.5-foot lanes on MLK Boulevard from Georgia Avenue to Central Avenue do not conform with this policy and could pose a potential traffic safety problem. Although the lane widths on the existing roadways are between 9 and 10 feet, the concurrent flow directions and lower vehicle density reduce the effects of the narrow lanes. The effect of narrow lanes will be more severe with the proposed condition due to the introduction of head-on traffic flow and the higher vehicle densities that will result from the reduced number of travel lanes."
The FHA said the Glatting report "shows provisions for bicycle lanes on the portion of McCallie Avenue east of Central Avenue. No bicycle lanes are proposed on MLK Boulevard/Bailey Avenue or on McCallie west of Central Avenue. The city of Chattanooga is seeking federal-aid funding for the Northside-Southside Alternate Transportation Corridor Projects to develop bicycle corridors within the city. McCallie and Bailey avenues are both identified as Priority One bicycle routes in the Northside-Southside Corridor Project. It appears as though the proposed typical sections on McCallie and MLK/Bailey are inconsistent with the proposal to develop these routes as viable bicycle corridors."
It says an extensive public information campaign is recommended prior to a two-way conversion to advise motorists of the changes. It says the cost of a public information campaign should be included as part of the overall estimated cost of conversion.
The FHA also said, "Other available options to make the corridor more pedestrian and business-friendly should be examined while maintaining traffic efficient one-way operations. Improvements such as landscapting, streetscaping, improved signing and improved parking access may also achieve the desired goals.
"The report does not describe potential effects to bus service operations of the Chattanooga Area Regional Transportation Authority or the impacts to traffic operations on McCallie and Bailey avenues resulting from bus operations (conflicts at bus stops)."
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