STEP
1 | STEP 2 | STEP 3 | STEP
4 | STEP 5 | STEP 6
The goal of Step Three
was to identify conceptual alternatives with potential to solve transportation
needs in the corridor and those with fatal flaws. Alternatives with
potential to solve the corridor’s transportation needs were
carried forward for further study while conceptual alternatives with
fatal flaws were dropped from further consideration.
Our
analysis indicated that none of the modes studied could resolve
the problem alone, but that roadway improvements must be the primary "design component." AMATS concurred with this finding. The
following table presents an overview of these concepts:
No Action Concept |
This concept assumes that no improvements are made in this segment besides
those already planned and programmed to be constructed. While this conceptual alternative
does not provide a solution to the corridor’s transportation problems, the National
Environmental Policy Act requires that it be carried forward for further analysis and as a
baseline for comparison. |
Stand Alone Eight Lane Roadway Concept |
This concept features two additional through lanes in each direction from
Gambell Street to the McCarrey Street overpass. Under a couplet configuration, 5th
Avenue would carry eastbound traffic and 3rd Avenue would carry westbound
traffic. A 5th Avenue widening option includes interchanges (elevated
intersections) at both Airport Heights Drive and Bragaw Street. A 3rd/5th
Avenue couplet option includes one interchange at Bragaw Street. This concept includes
improvements for pedestrian and bicyclist mobility. |
Primarily Six Lane Roadway Concept |
This concept features one additional through lane in each direction from
Gambell Street to the McCarrey Street overpass. Under a couplet configuration, 5th
Avenue would carry eastbound traffic and 3rd Avenue would carry westbound
traffic. A 5th Avenue widening option includes interchanges (elevated
intersections) at both Airport Heights Drive and Bragaw Street. A 3rd/5th
Avenue couplet option includes one interchange at Bragaw Street. This concept includes
improvements for pedestrian and bicyclist mobility, and relies on bus transit improvements
and transportation demand strategies to decrease forecasted traffic volumes within the
corridor. |
Limited Right-of-Way Roadway Concept (previously named Spot Improvement) |
This concept is intended to preserve the character and function of the
existing commercial district on both sides of 5th Avenue and to maximize
investment value by concentrating capital on roadway enhancements that do not require
purchasing additional rights-of-way. It includes a reversible flow general-purpose lane
between Medfra Street and Airport Heights Drive and an additional eastbound and westbound
lane between Airport Heights Drive and McCarrey Street. An interchange would be
constructed at Bragaw Street and possibly at Airport Heights Drive. This concept includes
improvements for pedestrian and bicyclist mobility, and relies on bus transit and
transportation demand strategies to decrease the forecasted traffic volumes within the
corridor. |
Stand Alone
Transportation Demand Management and System Management Concept |
|
This conceptual alternative emphasizes the use of demand reduction
strategies and system management strategies such as employer incentives and subsidies to
encourage transit and carpool usage in the corridor, bicycle lockers and storage
facilities, turn prohibitions, consolidated access, and trip reduction goals. While
preliminary analysis of this conceptual alternative indicates that it does not satisfy the
transportation needs within the segment on its own, it nonetheless will be carried forward
in response to public comments and to federal regulation. According to 23 CFR 500.109 (c),
federal regulations guiding Transportation Management Areas in non-attainment for carbon
monoxide and/or ozone, TDM/TSM strategies should be incorporated into road expansion
projects even if these strategies, on their own, do not satisfy the need for additional
capacity. The Stand Alone TDM/TSM Concept will be carried forward to allow further
analysis of TDM/TSM features. |
Read more about the evaluation
process in the report titled "Screening Analysis Technical Memorandum," on
the Reports page.
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