South 36,h Street Feasibility Study
7.
SUMMARY AND RECOMMENDATIONS
Based on analysis results, the conceptual plans shown in Appendix L represent the recommended design and configuration of the proposed improvements for S. 36,h Street, between N-370 and Cornhusker Road.
7.1 Study Findings and Recommendations
Key findings and recommendations of this study are summarized as follows:
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- S. 36'h Street is currently a four-lane divided cross section with turn lanes between Twin Creek
DrivdSamson Way and N-370. lt is recommended that this cross section be continued north from Twin Creek Drive/Samson Way to the intersection with Cornhusker Road.
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With the recommended four-lane divided cross section for S. 36,h Street, the bridges over West
Papillion Creek and Big Papillion Creek will need to be widened. Per the Bellevue Complete Streets Policy, a l0-foot trail on the west side and a S-foot sidewalk on the east side of the bridges are recommended.
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Access to the Keystone Trail, West Papio Trail, and Marv Holubar Trail should be provided directly
from the proposed trail on the west side of S. 36.h Street.
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The Keystone Trail does not currently have direct access to S. 36*, Street. The Keystone Trail should be connected to the proposed S. 36,t Street trail on the west side near Cedar lsland Road, approximately 550 feet north of where the trail crosses under the road.
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The West Papio Trail does not currently have direct access to S. 36o Street. This trail should be extended along the current service vehicle path that follows the top of the levee on the south embankment of the Big Papillion Creek.
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The preliminary grade of S. 36,h Street at the Marv Holubar Trail access will be approximately 9 feet above the current grade. This will also require the trail to be raised 9 feet and the grade of the trail to be tied back into the existing grade along the current trail path.
r A northbound right-turn crash pattern was identified at the intersection of S. 36s Street and
Cornhusker Road. To reduce the potential for crashes, the approach angle of the channelized island for northbound right-turns should be altered or the island removed.
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Northbound left-turn and southbound left-turn crash patterns were identified at the intersection of
- S. 36'h Street with N-370. The protected/permitted phasing for these movements should be
converted to protect only phasing. This improvement could be implemented under the current intersection configuration before the roadway improvements are constructed. NDOT has jurisdiction over this intersection and the signalization.
7.2 Statement of Probable Construction Costs
A Statement of Probable Construction Costs was developed based on the conceptual design discussed in Chapter 4 and shown on the Conceptual Plans in Appendix L. Construction costs from recent projects
in the area were used to develop the cost estimate. At this conceptual level, quantities were grouped based
- n major construction items, including grading, surfacing, bridges, drainage, and right-of-way acquisitions.
An estimate of 3.0 percent of the construction costs was used to approximate the amount of utility relocations required for the project. A contingency value of 20 percent of construction costs was then
applied to the total to account for changes in quantities or to accommodate unknown conditions that may be identified during preliminary and final design. Based on these assumptions, the Probable Total Project Costs for widening this segment of S. 366 Street is approximately 927.4 million. Tabte 7- I summarizes the
construction costs broken down by major items. Appendix N provides a more detailed summary of the anticipated quantities and construction costs. Page 3 6