2nd Street Project Overview

SECOND STREET CORRIDOR IMPROVEMENT PROJECT

What is a ‘Road Diet’? A road diet

a segment of roadway. For this project, the road diet is the conversion of Second Street, an

four-lane roadway, into a three-lane roadway consisting of one through la

dedicated center left-turn lane. Roads with daily volumes

candidates for road diets.

Why Second Street? The Second Street corridor from Jefferson Street to Independence Avenue service

about 10,000 vehicles per day. Currently the four

direction with no dedicated left-turn lane. With

corridor congestion is often experienced when left

result in unnecessary delay, driver confusion and crashes. Second Street is proposed to be re

year, in conjunction with that project Second Street can be re

What are the other proposed improvements?

replacement, signal replacement, signal communications and intersection modification at Second Street

and Jefferson Street are proposed along the corridor, in addition

striping will be from Jefferson Street to Independence Avenue. Curb improvements and re

continue along Second Street from Independence Avenue to M

Second Street from Independence Avenue to M

Pros:

• Decrease number of vehicle lanes

for pedestrians to cross

• Potential reduction of rear

swipe and angle crashes

• Potential to improve speed limit

compliance and decrease crash

severity

• Provide improved bicycle safety

• Wider through travel lanes

• Potential decrease of del

non-peak hour periods

SECOND STREET CORRIDOR IMPROVEMENT PROJECT

oad diet is the reduction of the number of travel lanes or width of lanes along

a segment of roadway. For this project, the road diet is the conversion of Second Street, an

lane roadway consisting of one through lane in each direction and a

turn lane. Roads with daily volumes of 20,000 vehicles or less per day are good

The Second Street corridor from Jefferson Street to Independence Avenue service

about 10,000 vehicles per day. Currently the four-lane section provides two through lanes in each

turn lane. With a number of intersections (streets and drives)

corridor congestion is often experienced when left-turning vehicles occupy the through lanes. This can

driver confusion and crashes. Second Street is proposed to be re

year, in conjunction with that project Second Street can be re-striped for minimal cost.

other proposed improvements? Street lighting, curb and drainage improvements, ramp


proposed along the corridor, in addition to the re-striping project. The re

striping will be from Jefferson Street to Independence Avenue. Curb improvements and re

continue along Second Street from Independence Avenue to M-291. Sidewalk along the north side of

endence Avenue to M-291 is also proposed.

Decrease number of vehicle lanes

for pedestrians to cross

Potential reduction of rear-end, side-

swipe and angle crashes

Potential to improve speed limit

compliance and decrease crash

Provide improved bicycle safety

Wider through travel lanes

Potential decrease of delay during

peak hour periods

Cons:

• Potential increase of delay during

peak hour periods

• Potential diversion of traffic to

parallel routes

is the reduction of the number of travel lanes or width of lanes along

a segment of roadway. For this project, the road diet is the conversion of Second Street, an undivided

ne in each direction and a

of 20,000 vehicles or less per day are good

The Second Street corridor from Jefferson Street to Independence Avenue services

lane section provides two through lanes in each

(streets and drives) along the

turning vehicles occupy the through lanes. This can

driver confusion and crashes. Second Street is proposed to be re-paved this

minimal cost.

Street lighting, curb and drainage improvements, ramp


striping project. The re-

striping will be from Jefferson Street to Independence Avenue. Curb improvements and re-paving will

idewalk along the north side of

delay during

Potential diversion of traffic to

Crash History

A review of crashes along the corridor for a five

illustrates a summary of crash types along the corridor.

Crash Type

Right-Angle

Rear-End

Sideswipe

Fixed Object

Backed Into

Head On

TOTAL

Table 1: Second Street Corridor Crash Type Summary

Similar Corridors

The Second Street corridor is not the first street in Lee’s Summit to be considered for a road diet. Road

diets have been completed for the corridors listed in

Second Street are listed in Table 3.

Table 2: Comparative Road Diet Locations

Corridor

Jefferson Street (Blue Parkway

to Second Street)

Blackwell Road (Shenandoah

Drive to Langsford Road)

Table

Corridor

Third Street (Blue Parkway to

Jefferson Street)

Independence Avenue (Tudor

Road to Colbern Road)

Douglas Street (Second Street to

Chipman Road)

*ADT = Average Daily Traffic

crashes along the corridor for a five-year period (2007 to 2011) was conducted.

illustrates a summary of crash types along the corridor.

Crash Type Frequency

Right-Angle 81

Rear-End 53

Sideswipe 19

Fixed Object 14

Backed Into 2

Head On 1

TOTAL 170

Table 1: Second Street Corridor Crash Type Summary


diets have been completed for the corridors listed in Table 2. Roads with comparative characteristics to

Table 2: Comparative Road Diet Locations

Treatment ADT* Posted Speed Limit

Jefferson Street (Blue Parkway Four Lane to Three

Lane Section 8,200 35 mph

Four Lane to Three

Lane Section 2,500 35 mph

Table 3: Comparative Road Sections

Treatment ADT* Posted Speed Limit

Street (Blue Parkway to Three Lane Section 10,500 35 mph

Independence Avenue (Tudor Three Lane Section 7,000 35 mph

Street to Two Lane Section 9,000 35 mph

year period (2007 to 2011) was conducted. Table 1


Roads with comparative characteristics to

Posted Speed Limit

35 mph

35 mph

Posted Speed Limit

35 mph

35 mph

35 mph

2nd Street Project Overview

Documents

Transcript of 2nd Street Project Overview