Nappanee US 6 Corridor Master Plan

INTRODUCTION

US 6 CORRIDOR REDEVELOPMENT PLAN CITY OF NAPPANEE, IN

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Table of Contents 1.0 INTRODUCTION

1.1 PLANNING PROCESS 1.2 PURPOSE OF THE PLAN 1.3 SCOPE OF THE PLAN 1.4 MASTER PLAN OBJECTIVES 1.5 HOW TO USE THIS PLAN

2.0 INVENTORY AND ANALYSIS

2.1 PROJECT AREA 2.2 EXISTING CONDITIONS 2.3 LAND USE 2.4 EXISTING ROADWAY CONDITIONS 2.5 COMMUNITY CONNECTIVITY ANALYSIS 2.6 WALKABILITY

3.0 RECOMMENDATIONS

3.1 CONCEPTUAL MASTER PLAN 3.2 FINAL MASTER PLAN 3.3 LAND USE RECOMMENDATIONS 3.4 DRAINAGE RECOMMENDATIONS 3.5 LIGHTING RECOMMENDATIONS 3.6 LANDSCAPE RECOMMENDATIONS 3.7 VEHICULAR CIRCULATION RECOMMENDATIONS 3.8 BIKE AND PEDESTRIAN CIRCULATION RECOMMENDATIONS 3.8 PARKING RECOMMENDATIONS

4.0 PROJECT IMPLEMENTATION SUMMARY 4.1 US 6 STREETSCAPE 4.2 EAST WALNUT ST EXTENSION 4.3 MARTIN’S PARKING LOT IMPROVEMENTS 4.4 EAST WALNUT EXTENSION 4.5 STAHLEY DRIVE 4.6 OUTLOT DEVELOPMENT 4.7 MIRIAM AVE 4.8 FAMILY FARE DRIVE 4.9 PRIORITIZATION 4.10 COST ESTIMATES 4.11 IMPLEMENTATION MATRIX 4.12 FUNDING OPPORTUNITIES

Acknowledgements

Mayor Phil Jenkins Redevelopment Commission Dale Davis Chistina Eshelman Scot Honeycutt Jane Leavitt Brad Sechrist Heath Yoder Brent Warren, Street Superintendent Gale Gerber, Utilities Manager Don Lehman, Planning & Zoning Administrator Business owners in the project area

1.0 INTRODUCTION

INTRODUCTION

Planning Process Discovery

US 6 runs east-west through the City of Nappanee. On the east side of the city, a commercial area lies north and south of US 6. Home to many businesses, the corridor needs to serve business access as well as through-traffic. As infrastructure ages in the area and is in need of reconstruction, the city is undertaking this study to integrate bicycle and pedestrian facilities and improve the aesthetics.

Inventory

Existing conditions information was inventoried through site visits, discussions with city personnel and business owners, and examination of GIS data and other planning information. Combining the information gathered through the engagement phases with the information from the physical inventory will allow for a thorough analysis of the site.

Analysis

When all of the existing conditions information and context is gathered, it is analyzed to determine issues, threats, strengths, and opportunities. The project goals are analyzed with this information to help develop strategies and objectives that will guide the proposed plan.

Plan

Once information is gathered and analyzed, the overall master planning process looks at individual projects and the design elements needed for each one. The over-arching goals and strategies guide development of implementation projects, planning strategies, and recommendations for land use, transportation improvements, drainage, landscape, lighting, and other design elements.

Inventory Discovery Develop a comprehensive understanding of the overall future needs of the US6 corridor

1 6

Gather information regarding physical conditions, and seek city and business owner engagement

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Refine

The preliminary plans and recommendations are reviewed with the city and business owners to acquire feedback. This process contributes to building consensus for the final plan. At this point, proposed projects and recommendations can be refined with more detail to develop estimates, prioritization, and phasing.

Finalize

The master plan and report is finalized to help accurately guide future development through design recommendations and implementation of specific projects that work towards the long-term goal of improving the commercial corridor to be a safe, lively, thriving area that is well connected to the community.

Finalize

Plan Analysis Analyze the existing conditions and community needs, and develop the vision, goals and objectives that will guide the design

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Implement specific elements for each individual project that follow the overall design goals and objectives

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Refine Refine conceptual planning solutions based on feedback and gathered information

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Finalize the master plan to guide implementation of proposed projects

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This plan will help the City maximize the money available for improvements through integrating land use, multi-modal transportation, and aesthetic upgrades with infrastructure reconstruction projects.

Estimates, prioritization, and phasing can help align potential projects with funding sources as they become available. Smaller projects and “low-hanging fruit” initiatives can begin to make an impact and set the tone for larger future improvements.

Ultimately, this plan serves to guide development in the US 6 Corridor on the east side of Nappanee to be more safe and accessible for all modes of transportation, while improving and unifying the aesthetics to create an atmosphere that attracts people to the area.

Scope of the Plan

Facility improvements and program recommendations proposed in this plan will be based on the following factors:

• • • •

An assessment of current roadway conditions, amenities, parking, and transportation.

Input from the business owners.

Input from city officials An evaluation of the present opportunities, constraints, and goals in relation to best planning practices.

The proposed recommendations serve as a guide for the redevelopment of the streetscapes and prioritize the growth of the transportation amenities and opportunities that will most benefit the Nappanee community.

Specifically, this Redevelopment Master Plan aims to accomplish the following: • Set achievable goals and objectives that reflect current issues, challenges, and opportunities as they relate to the current street conditions.

• Inventory and evaluation of the existing physical conditions of the parking and roadways.

• Provide a guide for the development of the US 6 corridor and adjacent areas that reflect the interests and needs of the community.

• Expand safe and equitable transportation opportunities for residents and visitors.

• • •

Analyze information and input to determine strategies, priorities, and an action plan.

Identify opportunities for development of streetscape and land use improvements.

Serve as a supporting document to secure funding for proposed projects.

INTRODUCTION

Purpose of the Plan The US 6 Corridor on the east side of Nappanee is a commercial area that is in need of infrastructure repair and improvement.

This plan provides recommendations and implementation projects that will help guide the improvements made to the corridor in future years. The planning process takes a broad approach to determine the goals for the area, and find the best ways to implement strategies to achieve the goals long-term.

How to Use the Plan

The plan sets forth the goals, proposed projects, strategies, and potential costs associated with improvements in the corridor.

The recommendations of the plan are summarized to identify goals, strategies, and action items for the streetscapes, and where applicable, provide an anticipated cost range, time line for implementation, and potential resources or partnerships for the project.

Master Plan Objectives • •

Discover strengths, opportunities, weaknesses, and threats.

Acquire input and gather support from city officials and business owners.

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2.0 INVENTORY AND ANALYSIS

INVENTORY AND ANALYSIS

Project Area

The City of Nappanee is working to improve vehicular and pedestrian access and circulation in the commercial area along the US 6 Corridor on the east side of the city. The project area is bordered by Miriam Ave to the west, Oakland Ave to the east, Stahley Drive to the south, and Berlin Court Ditch to the north. US 6 runs through the project area, serving as a major artery and the eastern entrance to the city. The project area is predominantly comprised of commercial properties, most common being food service and retail. The goal of the re-design is to better accommodate pedestrian, bicycle, and vehicular access and circulation, while improving aesthetics and providing a unified character to the area. The roadways need to accommodate the heavy vehicular traffic, but also provide safe transportation for bicycles, pedestrians, and Amish buggies that frequent the businesses.

Project Area

Individual Project Areas

Walnut Street Extension Walnut Street connects neighborhoods to the commercial area, but the street stops at Miriam Ave and becomes businessowned parking lot access. Extending Walnut St and public right of way into the commercial area will improve safety, access, aesthetics, and maintenance.

Miriam Avenue Miriam Avenue runs north-south on the west end of the overall project site. Improving the road and adding a trail or sidewalks will help create a pedestrian friendly environment for the commercial area.

Stahley Drive Stahley Drive runs east-west along the southern edge of the overall project site. Providing sidewalks along Stahley will connect this space to the business district, which will be utilized by customers of the Newmar RV facility.

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Walnut Street

Miriam Avenue

US 6 Corridor The US 6 Corridor project aims to enhance multi-modal transportation facilities within the commercial area. The project spans along US6 Corridor from Oakland Ave to Miriam Ave.

Walnut Extension US - 6

Stahley Drive

US - 6

The existing pedestrian trail along the US-6 corridor is currently in poor condition. There is no curb separating the trail from the roadway, and in some areas no grass buffer. There are many business entrances that intersect the trail, causing safety issues between trail users and vehicles. There are limited to no amenities provided, or pedestrian lighting. The existing trail connects this area to the surrounding residential areas, and eventually to the Nappanee downtown.

INVENTORY AND ANALYSIS

Existing Conditions

East Walnut Extension

The existing Walnut Street ends at Miriam Ave right at the transition of the residential zone to the business zone. Vehicles continue into the commercial area where the roadway and parking areas are not well defined. The expansive pavement is in poor condition.

The reconstruction of this area would allow an extension of Walnut Street and inclusion of pedestrian facilities to improve the safety of all users.

Miriam Avenue

Miriam Avenue is currently in very poor condition. The road connects the commercial area to neighborhoods and Stauffer Park to the north, but lacks bicycle and pedestrian facilities. A mill and resurface could provide a short-term roadway improvement, but a reconstruction with pedestrian facilities should be a long-term solution.

Stahley Drive

Stahley Drive is in fair condition, but there is no existing pedestrian connectivity or amenities.

Customers of the Newmar RV Facility located off Stahley would greatly benefit from sidewalk connectivity to the commercial area off of US-6 while their vehicles area being repaired.

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PROJECT AREA

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INVENTORY AND ANALYSIS

The project area is mostly classified as General Business, with a small area on the north east side classified as Low-Density Residential, and another small area to the south classified as Industrial. The surrounding area of the project sites consisted of more general business, industrial, and residential spaces, as well as open space.

Martin’s Gasoline

General Business Area

Label Shopper

Tractor Supply Co

LJ Wagner Home

Starbucks Martin’s Super

Side Door Deli Cafe

Extension of Walnut Subway

Nappanee Laundry

AutoZone CVS

Verizon

McDonald’s Pizza Hut

1st Source Bank

Oakland Ave.

Western Union

Pak-A-Sak

US 6

AADT 11, 252

Interra Credit Union

AADT 4,873

Miriam Ave.

Stickley Hardware

AAADT 2,392

The majority of the businesses in the project area are food service and retail. While there are some local businesses, the majority of businesses are national or regional franchises.

There is an abundance of surface parking lots, leading to low density of development. This low density combined with the lack of bicycle and pedestrian infrastructure leads to nearly all trips in and out of the area are by vehicle. Visitors to this commercial corridor typically are in and out quickly by vehicle, whereas visitors walking and bicycling tend to stop at multiple businesses and spend more time in the area.

INVENTORY AND ANALYSIS

Land Use

AADT 8,624 Arby’s

Retail Service

Stickley Hardware Tractor Supply Co. AutoZone Pak‐a‐Sak Label Shopper CVS Pharmacy Dollar General Verizon Tokers Tavern Boost Mobile

Hospitality Hospitality/Residential

Other

Eastown Villa Apartments Shamrock Motel

Rite Choice Foods

Boost Mobile Dollar General

Shamrock

Eastown Villa Apartments

Oakland Ave.

Starbucks Martin's Super Market Subway Pizza Hut McDonald's Bourbon Street Pizza Rite Choice Foods Arby's Burger King

Burger King

Miriam Ave.

Food Retail

Bourbon Street Pizza

Stahly Dr.

1st Source Bank Nappanee Laundry US 6 Corridor Nappanee, IN

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If the roadway is a lower priority area for bicycle and pedestrian infrastructure, and there isn’t enough budget or the roadway only has minimal cracking or deterioration, then a mill and resurface could be utilized short-term, and a reconstruction with pedestrian facilities could occur in the future.

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Extension of Walnut

US 6

Oakland Ave.

The analysis of the roadway conditions should be utilized to help determine phasing of improvement projects. The improvement of a poor rated roadway could be integrated with the addition or improvement of pedestrian and bicycle facilities if funding allows. This is especially true if the roadway is in poor enough condition that a reconstruction is necessary, and a mill and resurface would not be a viable solution. If any roadway in this area will be reconstructed, bicycle and pedestrian facilities should be analyzed and included as recommended during the project.

Miriam Ave.

The condition of the pavement within the project area is varied. The majority of Oakland Ave. is in fair to good condition, Stahley Dr is rated as fair throughout, Miriam Ave ranges from a two to five on the Paser scale, but is mostly considered to be in poor condition, and the extension of Walnut ranges from completely failed to good condition.

The largest area of concern is the intersection of Walnut and Miriam where all of the pavement is rated as less than a three.

Oakland Ave.

The Paser Pavement Surface Rating System is intended to assist local officials in understanding and rating the surface condition of asphalt pavement. It describes types of defects and provides a simple system to visually rate pavement condition.

Miriam Ave.

INVENTORY AND ANALYSIS

Existing Roadway Conditions

Stahley Dr.

6 Good

General Condition/Treatment: Slight raveling (loss of fines) and traffic wear.

Longitudinal cracks (open 1⁄4”– 1⁄2”), some spaced less than 10’. First sign of block cracking. Slight to moderate flushing or polishing. Occasional patching in good condition. Could extend life with seal coat.

2 Very Poor

General Condition/Treatment: Alligator cracking (over 25% of surface). Severe distortions (over 2” deep Extensive patching in poor condition. Potholes. Needs reconstruction with extensive base repair. Pulverization of old pavement is effective.

3 Poor

General Condition/Treatment: Closely spaced longitudinal and transverse cracks often showing raveling and crack erosion. Severe block cracking. Some alligator cracking. Moderate rutting or distortion. Occasional potholes. Needs patching and repair prior to major overlay. Milling and removal extends the life of overlay.

4 Fair

General Condition/Treatment: Severe surface raveling. Multiple longitudinal and transverse cracking with slight raveling. Longitudinal cracking in wheel path. Block cracking (over 50% of surface). Patching in fair condition. Slight rutting or distortions (1⁄2” deep or less). Would benefit from a structural overlay (2” or more).

7 Good

General Condition/Treatment: Very slight or no raveling, surface shows some traffic wear. Longitudinal cracks (open 1⁄4”) due to reflection or paving joints. Transverse cracks (open 1⁄4”) spaced 10’ or more apart, little or slight crack raveling. No patching or very few patches in excellent condition. Maintain with routine crack filling.

INVENTORY AND ANALYSIS

1 Failed

General Condition/Treatment: Severe distress with extensive loss of surface integrity.

Needs total reconstruction.

8 Very Good

General Condition/Treatment: No longitudinal cracks except reflection of paving joints. Occasional transverse cracks, widely spaced (40’ or greater). All cracks sealed or tight (open less than 1⁄4”). Little or no maintenance required.

9 Excellent

General Condition/Treatment: Recent overlay. Like New. No visible distress.

5 Fair

General Condition/Treatment: Moderate to severe raveling. Longitudinal and transverse cracks show first signs of slight raveling and secondary cracks. First signs of longitudinal cracks near pavement edge. Block cracking up to 50% of surface. Extensive to severe flushing or polishing. Some patching or edge wedging in good condition. Needs seal coat or thin nonstructural overlay.

10 Excellent

General Condition/Treatment: New construction. No visible distress.

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INVENTORY AND ANALYSIS

Community Connectivity Analysis

The project area is predominantly connected to surrounding areas by vehicle only. There are existing sidewalks in most neighborhoods, but they stop short of connecting to the commercial area. Extending Walnut Street with pedestrian facilities into and through the commercial area would greatly improve access from the neighborhoods to the west.

Improve connectivity to Stauffer Park

An existing trail runs along Oakland Ave and US 6, but along US 6 it is in very poor condition and not safe due to lack of separation from the roadway and the abundance of driveways to businesses that the trail crosses. There are no pedestrian facilities on the south side of US 6, making it dangerous to walk from the motel, apartments, or Newmar facility to adjacent businesses.

There is a critical population mass that could utilize this commercial area by bicycle or walking if the infrastructure is available. Improving this connectivity could reduce vehicle trips, parking requirements, emissions and pollution, and help foster an attractive atmosphere for this commercial area.

Improve connectivity to neighborhoods Sidewalks in poor condition

No sidewalks within commercial area

Improve connectivity to existing and future commercial development to the east No pedestrian facilities on the south side of US 6

Existing trail is in poor condition and lacks delineation

Improve connectivity to Coppes Commons and Downtown

Improve connectivity to businesses for clients of the Newmar facility Neighborhood west of Walnut Street

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US 6 east of project corridor

The popularity of walking and cycling has impacted the construction of sidewalks and trails suitable for activities throughout Indiana and the United States as a whole. Cities and towns throughout Indiana are focused on maintaining existing sidewalks and constructing new sidewalks and trails, paved and non-paved. Multi-use sidewalks serve multiple purposes as they connect a variety of community centers, green spaces, and commercial areas, and serve as an excellent venue for transportation and exercise. Furthermore, participants who utilize these sidewalks are more likely to use other facilities and shops along the paths.

The need for better sidewalks and trails is becoming more of an issue with the growing obesity epidemic, and Indiana is one of the most overweight states in the nation. Some of the reasons for this are many communities are built in ways that make it difficult or unsafe to be physically active. Safe routes for walking or biking to school, work, play spaces, shops, and amenities may not exist.

Currently, the project area is rated 47/100 for walking and 64/100 for biking according to the website walkscore.com. This score is based off of proximity to amenities such as food, shopping, parks, schools, and other resources, as well as the available infrastructure for walking and biking. A score of 64 is considered bikeable, meaning that while some biking infrastructure is present, it is limited. A 47 is a low walking score, considering the proximity of adjacent neighborhoods to stores and services.

The location of this commercial area has great potential for improving connectivity across the Nappanee community. The location is less than a mile (a 20 minute walk), from Downtown Nappanee. Thousands of Nappanee residents live within a 20 minute walk or less of the commercial area location.

1 Mile 0.75 Miles 0.50 Miles

INVENTORY AND ANALYSIS

Walkability

0.25 Miles

5 Minute Walk 10 Minute Walk 15 Minute Walk 20 Minute Walk

The Walk Score value is based on the following categories.

Pedestrian connectivity is important for families that have no or limited access to vehicular transportation, especially the significant Amish population that use this commercial space.

Increasing and improving safe multi-modal transportation opportunities within this area will help increase activity from the surrounding neighborhoods, help promote business use within the area, and provide better access for the Amish community and other residents that do no have access to a vehicle.

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3.0 RECOMMENDATIONS

Stahley Drive The Stahley Drive project will resurface the roadway and add a multi-use trail on the north side. The trail connects this area to the commercial businesses to the north, which provide access to shops and restaurants for customers of the adjacent RV service business.

Connecting Stahley Drive and improving streetscape conditions will encourage future growth on this south side area of the commercial district.

Martin’s Gasoline

Nappanee Laundry

AutoZone 1st Source Bank Pizza Hut

Interra Credit Union

CVS

McDonald’s

AADT 4,873

Miriam Ave.

Martin’s

Tractor Supply Co

Extension of Walnut Subway

AAADT 2,392

US-6 The US-6 corridor plan introduces a multi-use trail and increased pedestrian access and greenspace. Entrance and exit drives along US-6 are decreased to create a safer environment for pedestrians and to provide better organization for vehicles. Added greenspace helps to give a pedestrian scale to the streetscape, and improves overall aesthetics of the corridor. Improving connections and aesthetics in this commercial area will help to draw users and businesses in the future, as well as better connect the area to the downtown district and adjacent neighborhoods.

Label Eastlake Shopper 24

Oakland Ave.

Stickley Hardware

Major Projects Overview

Walnut Street Extension The extension of the Walnut streetscape through this commercial district will help to organize traffic and pedestrian uses. Currently, the streetscape is nearly non existent, with just paved surfacing that allows vehicles to maneuver freely with few barriers or lines. The addition of sidewalks, greenspace, and designated turn openings into the parking lots will create a comfortable and accessible streetscape for all which will encourage future developments.

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Preliminary Master Plan

US 6 AADT 8,624

AADT 11, 252 Bourbon Street Pizza

Burger King

Arby’s

Boost Mobile Rite Choice Foods

Eastown Villa Apartments Dollar General

Shamrock

Newmar RV Lot

Stahly Dr.

Newmar

US 6 Corridor Nappanee, IN

Between Miriam Ave. & Oakland Ave.

Oakland Ave.

The overall master plan for the US 6 Corridor integrates multi-modal transportation improvements that will improve safety and circulation for vehicles, cyclists, and pedestrians. A multi-use trail will provide a separated facility for pedestrians and cyclists to safely travel through the corridor. The trail will be at least 8’ wide to accommodate pedestrians and cyclists simultaneously. Sidewalks will also be added to all streets within the corridor that currently do not have pedestrian facilities. Sidewalks will provide access to businesses from adjacent neighborhoods, the Newmar RV Facility, the Shamrock Motel, and the Eastown Apartments.

Miriam Ave.

DESIGN PROCESS AND RECOMMENDATIONS

Conceptual Draft Master Plan

lots that are unused. The infill development would increase the tax base and improve pedestrian scale in the area.

Street extension. The revised layout moves more spaces closer to the store, while adding greenspace and simplifying circulation.

Final Master Plan

Added Greenspace

Added Greenspace along sidewalks and the multi-use trail helps to designate the pedestrian space from the roadway. Greenspace improves aesthetics and drainage.

Martin’s Super Market Tractor Supply Co

Crosswalk Connections

Crosswalks help to safely connect destinations in the commercial area to the multi-use trail, neighborhoods, and other locations.

Walnut Street Rendering

Community Connectivity Walnut Street Extension Subway

Nappanee Laundry Center

Verizon AutoZone

Pak-A-Sak

Potential Redevelopment

LJ Wagner Home Interiors

Pizza Hut

CVS Pharmacy

Outlot Development

1st Source Bank

McDonald’s

Providing connections for cyclists and pedestrians to adjacent neighborhoods and businesses will encourage people to dine and shop in this area. This improves circulation for the community.

Excess parking area can be utilized and sold or leased to small businesses, which in turn increase pedestrian use of the area, and increase tax revenue.

US-6

DESIGN PROCESS AND RECOMMENDATIONS

road crossing. To create a safer crossing, traffic calming methods such as speed tables should be used.

encourage other transportation uses and provide safer connections within and adjacent to the corridor.

Multi-Use Trail

An 8’ wide multi-use trail traverses the corridor to encourage walking and biking, improving safety for all users.

Arby’s Country Shopping Center

US-6 Streetscape Improvements Rendering

US6 Section

Sidewalks

Sidewalks are added in multiple areas to better connect destinations to trails and the roadway.

Sidewalks increase pedestrian access across the commercial area and improve safety conditions.

Improved Parking

Improved parking at Martin’s Super Market moves more spaces closer to the store, while adding greenspace and simplifying circulation.

Newmar RV Facility

Drainage

Stahley Drive

Stahley Drive The Stahley Drive project will improve the street with curb and gutter, drainage infrastructure, and a multi-use trail. The trail connects this area to the

Walnut Street Extension The extension of the Walnut Street through this commercial district will help to organize traffic and pedestrian uses. Currently, Walnut Street stops at Miriam

The proposed retention area mitigates the loss of existing retention space near Martin’s. Green space, curbs, and infrastructure will also help improve drainage in the corridor.

US-6 Streetscape The US-6 corridor plan introduces a designated multi-use trail, sidewalk, curb and gutter, greenspace, and decorative lighting. Entrance and exit drives along US6 are reduced to create a safer environment for pedestrians and to provide better

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DESIGN PROCESS AND RECOMMENDATIONS

Land Use Recommendations These types of commercial areas were often developed adhering to suburban zoning ordinances that had large setbacks, lot sizes, and parking minimums. Development focused on getting vehicles in and out as quickly as possible in the greatest quantity possible. While this method of land development has produced many successful commercial corridors in previous decades, many of these corridors are in a state of decline. Many cities and towns are focusing on their downtowns, and changes in suburban commercial corridors have been minimal. This results in fragmented pieces of development that have poor connections to their surrounding context. Uncoordinated, unsightly, and unsafe development patterns too often characterize these commercial roadway stretches.

The existing land use in the US 6 corridor is predominantly strip commercial use, with a few areas of mixed use residential, commercial, or industrial land use, with a large portion of land utilized for parking. The current land use patterns are not conducive to multi-modal transportation, there is a lack of pedestrian amenities, and traffic patterns are unsafe in many locations.

Introducing new land use policies and urban design guidelines can make the area a safer for all modes of transportation.

Density is a critical factor for pedestrian activity; streets are active when densities are high enough to support goal-directed as well as spontaneous activities. Walkability increases when development becomes denser. Pedestrians are generally attracted to mixed use areas where there are opportunities for socializing, people watching, eating, and shopping. Encouraging business growth with retail and service uses such as bakeries, cafes, bookstores, sit-down restaurants, and professional offices, will create an environment that attracts people.

While the commercial district is already in close proximity to walkable residential areas, increasing mixed use developments in the future will increase density, which will further encourage new residents and existing residents to utilize other methods of transit outside of vehicles. Places that can serve as nodes, such as open spaces, plazas, cafes, and shaded benches, need to be present in pedestrian oriented environments. Planning these land use features 22

in future developments will aid in the success of the commercial corridor.

Extending the Walnut streetscape through the commercial corridor would improve vehicular and pedestrian circulation, as well as encourage land use changes. The existing corridor is an expanse of parking lots owned by various businesses. Most of the parking lots are left as under-used and under-developed space. Outdated parking ordinances and misunderstandings from business owners often lead to parking lots that are far too large for the actual need. The expansive asphalt surfaces have many negative effects including: Business costs: • Increased maintenance costs • Loss of space for a better use • Additional drainage infrastructure required • Empty parking spaces impact perception and atmosphere Environmental costs: • Heat island effect • Increased runoff causing flooding • Stormwater quality from oils and other contaminants City costs: • Lower density reduces tax base • Higher costs for infrastructure • Expansive scale makes these areas less walkable and less attractive Reducing parking minimums, encouraging business owners to reduce parking lot sizes, and adopting language in the ordinance for parking maximums will help create a healthier, more successful corridor.

Shared parking and on-street parking should also be encouraged through ordinance policies and design guidelines. Ordinances should require businesses to provide walkable, equitable connections to their businesses from pedestrian infrastructure in the right of way. As land becomes available through selling of businesses or reduction of parking areas, a development pattern should be utilized that increases density and provides walkable infrastructure. Zoning should also allow opportunities for subdivision of parcels or the development of secondary buildings to encourage infill development.

Proposed Land Use Section

Large under-used parking lots have negative economic, environmental, and functional impacts

Expansive asphalt parking lot under-utilized and in poor condition

Access drive lacks circulation delineation and has no pedestrian infrastructure

There is still an abundance of parking when lots are shared Outlot development provides economic benefits

Multi-use trail connects pedestrians to businesses and improves quality of place

Added pedestrian infrastructure improves safety, function, and economics Degraded pavement and poor drainage Blighted property currently un-used

Entry drive proximity to intersection is unsafe

US 6 is not conducive to multi-modal transportation

Clustered entry drives create excessive conflict points

Redevelopment with building frontage on the right of way and parking in back

Multi-use trail and streetscape amenities improve pedestrian scale and traffic calming on US 6

Properly planned redevelopment of unused parcel to improve sense of place

DESIGN PROCESS AND RECOMMENDATIONS

Existing Land Use Section

City to acquire Family Fare Drive to provide improvements, maintenance, and pedestrian infrastructure

Eliminate curb cut on US 6 and develop with building frontage

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DESIGN PROCESS AND RECOMMENDATIONS

Drainage Recommendations

n Co

The overall project area is very flat, and ultimately drains to the Berlin Court Grand Ditch, on the northern side of the site. The large areas of asphalt parking lots create some problems with drainage and water quality. There is very little area where storm water runoff has an opportunity to percolate into the ground due to high quantity of impervious surfaces. There are a few small retention areas at Martin’s and First Source Bank, and a drainage swale along the south side of US 6. Most parking lots and roadways in the area do not have curb and gutter, so most runoff sheet flows across the pavement and either ponds and evaporates or drains to stormwater infrastructure that outlets to large storm sewers on Oakland Ave and Miriam Ave. Overall drainage patterns on the site won’t be impacted much by the proposed improvement projects, and the overall ratio of impervious surface should be improved as some green space and best management practices can be integrated into the improvements. Adding curb and gutter may impact the current sheet flow patterns, so existing drainage conveyance should be analyzed with the proposed drainage infrastructure to ensure capacity of the existing system isn’t dramatically changed.

The zoning ordinance should have language that requires or encourages green infrastructure and retaining runoff on site to the greatest extent possible. Green infrastructure includes strategies such as bioswales, rain gardens, permeable pavers, underground storage, and other best management practices. Sometimes these practices can be more expensive, such as permeable pavers and underground storage systems, than typical paving with asphalt and storm sewer infrastructure. And rain gardens and retention areas can take up space that business owners would rather have for parking. However, there are many short and long term environmental, social, and economic benefits of green infrastructure. Some of these benefits include less demand for storm sewer infrastructure, improved water quality, passive irrigation, urban cooling and energy savings, air quality, lifespan of infrastructure, improved aesthetics and character, and increase in property values and marketability.

Incentives or matching programs could be utilized to encourage use of green infrastructure to make the up front investment more appealing to business owners.

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Berli

urt D

itch

Existing Retention Basin

Proposed Storm Sewer

Proposed Storm Sewer

Existing Storm Sewer

Proposed Storm Sewer

Existing Retention Basin

Existing Retention Basin

Existing Storm Sewer

N

Adding lighting along US-6 corridor will improve safety and visibility, as well as increase use in evening hours. Light poles can be utilized to hold banners that display town logos or information, which give the area a sense of place and an identity that represents Nappanee. This area serves as the east entry into Nappanee, and adding decorative lighting and signage will help designate this area as a gateway corridor and establish an identity that is reflected throughout the town.

DESIGN PROCESS AND RECOMMENDATIONS

Lighting Recommendations Decorative Pedestrian Scale Lighting - 16’

There are three main types of lighting that could be used within the corridor; Decorative Pedestrian, Shoebox, and Cobrahead. Each type can be used depending on the context of the area, but all lighting should be of the same material, color, and style to maintain a consistent aesthetic.

Decorative pedestrian lights (+/- 16’ height) create a intimate, and classic feeling corridor with a pedestrian scale. Similar lighting is currently used through downtown Nappanee.

Utilizing the downtown decorative light poles will help visually connect this commercial corridor to downtown.

Since the decorative light poles are shorter than shoebox or cobrahead light poles, they do not have as far of a spread.

Therefore more light poles are needed in a typical stretch of road which can increase cost. US 6 between Miriam and Oakland would require about 20 decorative poles at 16’ height.

Cobrahead or Shoebox Style Lighting - 25’

Cobra-head or Shoe-box light poles (+/- 25’ height) are beneficial in that they provide more lighting with less poles, which saves on installation and energy costs. US-6 between Miriam and Oakland would require about 11 cobrahead poles at 25’ height. While taller light poles are typically are used on higher speed or wider roadways, certain designs can have a more classical look that better reflects the identity of Nappanee.

The light poles used in this corridor should come from the same manufacturer as other light poles/fixtures throughout town for ease of ordering and having replacement parts available. LED fixtures should be used to take advantage of benefits such as lower consumption of energy and longer service lifetime. All light fixtures should have cutoffs to reduce glare and light pollution, directing the lighting only to the area it needs to illuminate.

Decorative lighting in Nappanee

Cobrahead lighting

Shoebox style lighting

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DESIGN PROCESS AND RECOMMENDATIONS

Landscape Recommendations Investing into the beautification of commercial corridors , aesthetically pleasing infrastructure, and proper landscape design all promote a cohesive community, provide a safer and more pleasant living and working environment, and aid in water resource management.

The landscape recommendations aim to provide aesthetic enhancement of the project site, create and foster usable public space, utilize appropriate, native, and low maintenance plant materials, promote water conservation through water-efficient landscaping, and reduce urban heat island effect within heavily paved areas.

Things to consider when choosing plant material are soil types and content, plant hardiness zones, four season appearance, view corridors and sight triangles for vehicles, mature size, urban and salt tolerance, irrigation needs, and maintenance needs.

Suggested Planting Materials A landscape ordinance should be set in place in order to enable and preserve the aesthetics and function of the US 6 corridor plan.

Requirements such as parking lot buffers, spacing of trees, buffers between zoning land use types, minimum planting heights/sizes, and maintenance agreements, would highly benefit the upkeep, organization, and beautification of the commercial district.

In order for the landscape to be aesthetically pleasing and effective, certain varieties with specific characteristics should be considered for various needs, such as columnar varieties for tree lawns and lower height ornamental trees near power lines. Trees with shallow roots should be avoided due to uprooting of sidewalks, and trees with heavy fruit or seeds that can create excess litter should also be avoided.

Soils

The soils within the project area are listed as Urban Land-Crosier Complex and Urban Land-Rensselaer complex according to the USDA soil surveys website. These types of soils consists of flat slopes (0-3%), have poorly drained qualities, medium levels of runoff, no flooding, but somewhat frequent ponding issues. These soils are characterized by long existing areas of infrastructure, with underlying layers of loam soils.

Hardiness Zones/Climate Hardiness zones are categorized by climate areas within the U.S. The USDA Plant Hardiness Zone Map is the standard by which horticulturists determine which plants are most likely to thrive at a specific location.

Gleditsia triacanthos inermis Thornless Honeylocust

Acer x freemanii Freeman Maple

Cercis canadensis Eastern Redbud

Liquidamber styraciflua American Sweetgum

Quercus rubra Northern Red Oak

Tilia cordata Littleleaf Linden

Elkhart County is described as Hardiness Zone 5b, which is lists annual extreme temperatures of -15F. Choosing plants per climate zones is important to ensure plant survival and minimal maintenance needs. Native plants tolerant to zone 5 will be the best options for planting choices.

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The following shrubs, ornamental grasses, and perennials are some that are recommended for use on the US6 corridor and surrounding commercial area.

Echinacea purpurea Purple Cone Flower

Hemerocallis spp.

Daylily

Calamagrostis acutiflora Feather Reed Grass

Rhus aromatic ‘Gro-Low’ Fragrant Sumac

Spirea japonica Japanese Meadowsweet

Panicum virgatum Switchgrass

Green Infrastructure Rain Gardens Rain gardens are planted with native shrubs, perennials, and flowers planted in a small depression, generally formed on a natural slope.

Rain gardens are effective in removing up to 90% of nutrients and chemicals and up to 80% of sediments from the storm water runoff.

Compared to a conventional lawn, rain gardens allow for 30% more water to soak into the ground. Rain gardens are dry most of the time, and typically hold water only during and following a rainfall event.

Because rain gardens will drain within 12-48 hours, they prevent the breeding of mosquitoes. They can also increase habitat for butterflies, song birds and other wildlife. Rain gardens can be a cost effective and beautiful way to reduce runoff from hardscapes.

Bioswales Bioswales achieve the same goals as rain gardens by slowing and filtering storm water, but are designed to manage a specified amount of runoff from a large impervious area, such as a parking lot or roadway. Because they need to accommodate greater quantities of storm water, they often require use of engineered soils and are deeper than rain gardens. They are also linear systems that are greater in length than width. Like rain gardens, they are vegetated with plants that can withstand both heavy watering and drought.

Bioswale Example

DESIGN PROCESS AND RECOMMENDATIONS

Shrubs Utilizing shrubs, grasses, and perennials not only improves aesthetics within the corridor area, but can aid in water retention, increase pollinator habitat, improve air quality, and more. Due to the harsh climate that exists in the corridor, choosing plants hardy enough to withstand the climate, pollution, and salt can be difficult. Planting for the US 6 corridor should have a high salt tolerance, smaller size, high visibility, all season interest, and require low maintenance.

Rain Garden Example

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DESIGN PROCESS AND RECOMMENDATIONS

Vehicular Circulation Recommendations Currently, vehicular circulation in the US 6 corridor area is relatively unorganized. Along US 6, there are excessive business access drives which can cause confusion and safety issues when it comes to vehicle circulation. The abundance of entrance/exit drives creates excessive turning movements which increase the likelihood of vehicular accidents. Having excessive access drives also increases the points where pedestrian and vehicular uses cross, which poses an increased risk to vehicular-pedestrian accidents.

Decreasing these conflict points will create a safer streetscape for both vehicles and pedestrians. This is a critical safety measure when implementing pedestrian facilities, especially a separated trail.

Where the Walnut Street extension is currently proposed, there is no distinguished driving lane or clear access points to the parking lots. This creates a large area of open unmarked asphalt space that poses safety risks to vehicles and pedestrians. The expansive asphalt surface without pavement markings is not conducive to cyclists or pedestrians, so it is not often that people use this business access outside of their vehicle. Defining the roadway and parking lot areas using curb, pavement markings, and planter islands will organize the roadway extension, and create a corridor that is convenient and safe for all users.

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Three adjacent drives causes too many conflict points

Entrance/exit is too close to the intersection. Difficult to exit from or turn left into the property.

Limit each business to at most one drive on US 6

Two adjacent drives increases conflict points

Lack of delineation of access points Potential to remove entrance here. May be necessary for truck access.

Two apartments drives could be reduced to one

DESIGN PROCESS AND RECOMMENDATIONS

Existing US-6 Streetscape

Proposed Streetscape and Entry Drive Improvements

Entrance improved to allow for added exit traffic

Right turn entrance only

Trail and tree lawn clean up aesthetics and delineate entrance off Family Fare Dr

Pizza Hut US 6 access shared with McDonalds

Entrance removed to create shared access with CVS

Entrance removed so Apartment complex has one instead of two

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DESIGN PROCESS AND RECOMMENDATIONS

Bike and Pedestrian Circulation Recommendations As the city implements improvements to the US 6 Corridor, it will be important to integrate pedestrian and bicycle transportation facilities into the design. Developing street networks that provide active transportation routes to everyday destinations make it safer and more convenient for people of all abilities to walk, run, bike, skate, or use wheelchairs.

Including elements such as sidewalks, crosswalks, protected bicycling lanes, and multi-use trails help to create an activity-friendly route that is physically protected from cars and makes it easy to cross the street while providing a convenient connection to everyday destinations. Providing pedestrian and cycling access is beneficial for social, economic, and environmental well-being.

Social

The social benefits and effects of walking and cycling infrastructure are crucial for developing healthy communities. Increased pedestrian infrastructure improves public health, streetscape safety, public convenience and enjoyment, and builds walkable communities that improve social equity.

One of the U.S. Department of Health and Human Services Healthy People 2020 objectives is to encourage walking and cycling to get to work, school, and errands. This strategy helps build exercise into people’s daily commute, since most people do not have time to exercise. Walking and cycling as part of everyday travel is as effective as structured workouts for improving health. With accessible and convenient routes for both walking and cycling, people are given choice and encouraged to make these healthier transportation options. Simple improvements such as sidewalks can make a significant impact on the public in terms of reducing poor health trends; each 0.62 mile walked per day is associated with a 5% decrease in likelihood of obesity.

Walkable neighborhoods are significantly safer than automobiledependent locations. Investing in walking infrastructure can reduce the increased risk of injury many seniors face due to their slower walking speeds. Pedestrian crossing islands, particularly on multi-lane highways, can provide older pedestrians a safe place to wait for the signal to change, while countdown pedestrian signals tell people how much time remains to safely cross the street.

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Walking is particularly important for elderly, disabled, and lower-income residents who have fewer opportunities to participate in sports or formal exercise programs. The country is seeing increases in cyclists, especially amongst lower income communities and people of color. Providing safe places for people to bike not only promotes health and sustainability, but creates equity in transportation for all users.

Economic

Walking infrastructure is cost effective and economically beneficial for both individual residents, and entire communities. In 2005, the Center for Disease Control found that the annual direct medical benefit of using trail infrastructure was $564 per person. This equates to a 300% return on investment. Investing in walking infrastructure saves money in the longrun: National Safety Council estimates the cost of a pedestrian fatality at $4.3 million, while many pedestrian safety improvements can be installed rather inexpensively.

Walking infrastructure improvements can help create more compact, mixed, multi-modal communities where residents drive less and use other travel modes. Transportation alternatives are beneficial for economic development and have been shown to increase local business use and outsider investment. With increased investment and build-up, along with community oriented infrastructure, the communities are able to increase property values and tax revenues.

Environmental

Walking can help reduce traffic and parking congestion, improve safety, conserve energy, and reduce pollution. Providing pedestrian and bicycle routes gives people access to the environment, and thus encourages those people to return investment back into the environment.

Encouraging pedestrian accessibility reduces vehicle use, which benefits the environment in a multitude of ways. Getting cars off the road decreases carbon dioxide output, and reduces energy needs.

Decreased vehicular use also decreases the need for impervious surfaces, which allows for restorative planting of greenspaces. These added greenspaces can improve air quality, storm water runoff retention and quality, and possibly restore lost habitat.

DESIGN PROCESS AND RECOMMENDATIONS

Environmental • Reduced air and noise pollution • Reduced energy usage • Habitat preservation • Decreased impermeable surfaces

Economic

Social

• Increased local property values • Reduced road and parking costs • Consumer savings • Energy conservation • Lower transportation costs • Reduced sprawl costs

• Improved walking conditions • Improved user convenience • Improved accessibility • Improved pubic health • Increased community cohesion • User enjoyment • Reduced traffic congestion

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DESIGN PROCESS AND RECOMMENDATIONS

Parking Recommendations

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The US-6 corridor area has a substantial amount of parking lots. Future planning and zoning opportunities should consider measures of decreasing parking amounts where possible, and adjust ordinances to rethink parking minimums. Vast areasArticle of parking not only decrease aesthetic appeal of an 7 General Development Standards Sec. 7.2.

Off-Street effective.

Parking, Loading and Stacking area, but they are not economically

Parking Lots within the US-6 Corridor Project Area

Use Category Specific Use Off-Street Parking Spaces While parking requirements by cities have good Minimum intentions, they are SF = square feet NFA = net floor area often excessive and can cause more harm than good.

Excessive parking 1 per employee on largest shift plus 1 Penal or correctional institution per 5 cells requirements lead to unused, lost space that hinders economic success, and Government Facilities 1 per official vehicle plus 1 per negatively environment and social opportunities..

Excessive Article 7 General Development Standards [see 5.2.3D] impacts the on largest shift plus 1 per All other 7.2. uses Parking, Loading employee and Stacking parking area createsSec. a loss inOff-Street potential property tax funds by decreasing 200 SF NFA density and land value, and inhibiting future growth 1 per 3opportunities. beds plus 1 per employee on Use Category Specific Use Minimum Off-Street Parking Spaces Hospital largest shift Medical Facilities [see SF = square feet NFA = net floor area Maintenance costs are high for the large parking lots, often leading to poor 5.2.3E] 1 per each 250 SF plusshift 1 perplus 1 employee onNFA largest other uses Penal orblighted correctional institution pavement conditionsAll and properties. employee per 5 cells on largest shift

Government Facilities Parks and Open Areas 1 per official vehicle plus 1 per All other uses per 10,000 SF outdoor area [see 5.2.3D] [see 5.2.3F] Parking Standards from the Elkhart County Zoning1employee Ordinance on largest shift plus 1 per All other uses 1 perSFemployee on largest shift plus 1 200 NFA Article 7 General Development Standards 1,000 SF plus hangar space or outdoor Airport Passenger Terminals 1and per 3 beds 1 per employee on Sec. 7.2.

Off-Street Parking, Loading per Stacking Hospital aircraft storage space [see 5.2.3G] largest shift Medical Facilities [see All otherUse uses 1 per 4 seats ofSF waiting area1 per Use Category Specific Minimum Off-Street Spaces 5.2.3E] each 250 NFAParking plus All other uses Places of Worship [see employee SF = square feet NFA = net floor area on largest shift All uses 1 per 4 seats in main place of assembly 5.2.3H] Parks and Open Areas Appliance or furniture store 1 per 400 SF retail floor area All other uses 1 per 10,000 SF outdoor area Social Service [see 5.2.3F] Electronic and mixed media store 1 per 350 SF retail floor area 1 per 300 SF office area plus 1 per Establishments [see All uses home or mortuary employee on largest plus 1 Funeral 1 per 4 seats main place shift of assembly employee on in largest shift 5.2.3I] per 1,000 SF hangarplus space or 800 outdoor Airport Passenger Terminals 1 per 2 employees 1 per SF 1 per vehicle aircraft storage space [see 5.2.3G] waiting roomrequired area plusto1 serve per 5 the Utilities [see 5.2.3J] All uses utility All other uses 1 per 4 seats of waiting Retail Sales and Service boarding animals, basedarea on the Kennel Commercial Use Categoriesmaximum number of boarders that [see 5.2.4G] Places of Worship [see All uses 1 per 4 seats in main place of assembly Bowling alley 5 perbelane 5.2.3H] can handled by the kennel at any Dance hall or skating rink 1 pertime 50 SF of floor area used for one Social Service 1 per 300 SF office area plus 1 per assembly Establishments [see All uses 1 per 300 SF NFA plus 1 per examining Indoor Recreation [see employee on largest shift Veterinary clinic or hospital Tennis or racquetball facility 2 per court 5.2.3I] room 5.2.4A] Theater, 2 seats vehicle required serve the All other movie uses or other 1 per 300 SF retail floortoarea Utilities [see 5.2.3J] All uses utility 1 per 200 SF NFA , plus 1 per 2 seats in Self-Service Storage [see other uses All uses 1 per 300 SF office space Commercial Use Categoriesmain place of assembly or recreation 5.2.4H] Offices [see 5.2.4B] All uses 1 Bowling 5 per 300 laneSF NFA Car washalley 2 bay Circus, carnival, fair orrink corn maze 50per per250 acre Dance hall or skating 50 SFSFofretail floorsales area area used for Fuel sales 1 assembly 3 per hole plus 1 per 4 seats in Vehicle, manufactured home, Golf course, driving range, or mini Vehicle Sales and Service Indoor Recreation [see 1 per 500 SF showroom floor area plus accessory Tennis or racquetball facility 2 per courtrestaurant, bar or banquet mobile home, portable building or [see 5.2.4I] 5.2.4A] 1 per 2,000 SF outdoor sales area Outdoor Recreation [see golf course facility trailer sales, rental, or leasing Theater, movie or other 1 per 2 seats 5.2.4C] Stable, public or commercial 1 per 200 stallor 5 bay per, 250 NFA,2 seats in SF 1NFA plusSF 1 per All other uses whichever is or greater All other uses with fixed seats 1 per place 4 seats per 6 feet benches main of assembly or of recreation Industrial Offices [see 5.2.4B] 300 SF NFA All uses other uses without Use fixedCategories seats 1 per 250 1 SF office space plus 1 per Circus, carnival, fairovernight or corn maze 50per per300 acre Campground with pad Heavy Industrial [see Overnight 1,000 SF outdoor storage area All uses accommodations or recreational 3 per hole plus 1 per 4 seats in plus 5.2.5A] Accommodations [see Golf course, driving range, or mini 1 per 2,500restaurant, SF indoor storage area vehicle park accessory bar or banquet 5.2.4D] Outdoor Recreation [see golf course 1 per 300 office space plus 1 per facility All other uses guestSFroom Light Industrial [see 5.2.4C] 1,000 SF outdoor storage area plus All usespublic or commercial Stable, 1 per stall Parking, Commercial 5.2.5B] All uses None 1 per 2,500 storage area [see 5.2.4E] All other uses with fixed seats 4 seatsSForindoor per 6 feet of benches Warehousing and5.2.4F] All uses 1 per 300 SF office Restaurants [see 3 seats other uses without fixed seats 250 NFA space plus 1 per Freight Movement [see 1,000 SF outdoor storage area plus All uses Campground with overnight 1 per pad Overnight 5.2.5C] 1 per 2,500 SF indoor storage area Elkhart County Zoning Ordinance accommodations or recreational Accommodations [see 7-4 Waste-Related Service 1 per 300 SF office space plus 1 per 4

Potential solutions to expansive parking areas are to encourage and maintain on-street parking, encourage development of shared lots or structures, link public transportation or pedestrian routes to parking facilities, and design parking areas to be easily transitioned into new development when parking is no longer in high demand or when they’ve past their useful life. It is also encouraged to review the local zoning ordinance’s parking requirements.

Many cities across the country are re-writing their ordinances to require less parking. Increasing flexibility in the ordinance based on context will help develop appropriate sized parking lots. The size and quantity requirements should be reviewed against current usage patterns to determine effectiveness.

With the existing parking areas that are no longer in high use, one recommendation is to develop an out-lot by selling or leasing the excess space to a developer who can utilize the space for a new commercial development. Outlots can provide an excellent opportunity to increase property values and grow the tax base, while improving the aesthetics and atmosphere of the area.

Elkhart County Zoning Ordinances; Section 7.2.7 Design and Maintenance of Parking Areas A. Dimensions 1. A required parking space must be a minimum of 9 feet in width and 20 feet in depth, plus 70 square feet of maneuverable area, must be available for each vehicle parking space 2. One-way aisles between off-street parking spaces set at 45- degree angles must have a minimum width of 12 feet. Two-way aisles between off-street parking spaces set at 90-degree angles must have a minimum width of 24 feet.

3. The Zoning Administrator may approve parking space angles and aisle configurations not described in paragraph 2 above provided the design supports the purpose of this Section as set forth in Sec. 7.2.1.

B. Required Setbacks 1. A parking space must be setback a minimum of 10 feet from the rightof-way line, or 35 feet from the centerline of the right-of-way, whichever is greater, in the A-1, R-1, and R-2 zoning districts.

2. A parking space must be setback a minimum of 15 feet from the front property line or 55 feet from the centerline of the right-of way, whichever is greater, in the R-3, R-4, B-1, B-2, B-3, M-1 or M-2 zoning districts.

C. Surfacing 1. Except as permitted in paragraph 2 below, off-street parking areas and driveways must be surfaced with dust free materials and must be maintained in good condition.

2. The surfacing requirement in paragraph 1 above does not apply to parking areas or driveways accessory to single-family dwellings and Agricultural Use categories permitted in the A-1, A3, A-4 and A-5 zoning districts.

D. Lighting Any device illuminating an off-street parking area must reflect that light away from all adjoining residential properties.

Elkhart County Zoning Ordinances; Section 7.2.8 Alternative Parking Plans The required number of off-street parking spaces in Sec. 7.2.4 may be modified where applicant-submitted parking data, sealed and certified by a Professional Engineer in the State of Indiana, illustrates that required parking ratios cannot or do not accurately apply to a specific development. To that end, a land owner may use either shared off-street parking or off-site parking areas, but not both.

Shared Parking Shared off-street parking among two or more uses may be permitted subject to the following requirements.

1. The shared parking spaces must be on the same lot.

2. Total off-street parking provided must be sufficient to meet the requirements of the greatest combined peak parking demands.

3. An analysis must be submitted to the Zoning Administrator based on the Urban Land Institute’s publication, Shared Parking or its equivalent.

The analysis must address, at minimum, the size and type of the proposed development, the composition of tenants, the anticipated rate of parking turnover and the anticipated peak parking and traffic loads for all uses that will be sharing parking spaces.

DESIGN PROCESS AND RECOMMENDATIONS

Article 7 on Elkhart County’s zoning Ordinances outlines the required parking guidelines for commercial and industrial spaces.

The owners of the properties involved in the alternative parking plan must submit a written commitment guaranteeing that the parking spaces will be provided and maintained as stipulated in the approved site plan, so long as parking is required for the properties in question or until the required parking is provided by other means.

Ordinance Recommendations The ordinance includes some good language that allows site context to allow alternative parking plans certified by a Professional Engineer.

Parking quantities per type of use are pretty standard in accordance with other zoning ordinances. It is encouraged to reduce parking minimums by roughly 10% where possible as bicycle and pedestrian infrastructure is expanded. Parking space and aisle size could be reduced slightly.

Nine feet is a good minimum width, but the minimum length could be reduced to 18 feet, especially where vehicle overhang is possible. Aisle width could be reduced to 22 feet instead of 24 feet, especially where the parking space length is 20 feet.

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4.0 PROJECT IMPLEMENTATION SUMMARY

LJ Wagner Home Interiors

Intersection and crosswalk improvements

currently vehicle-centric corridor into a safe, appealing area that encourages multiple modes of transportation.

The existing conditions present a streetscape in need of renovations. There is very limited pedestrian access, and where access is given there is minimal protection from vehicular traffic.

There has been little to no attention given to the aesthetics or curb appeal of the commercial district, with limited lighting, plantings, and signage. Providing infrastructure and amenities to enhance the pedestrian experience in this area would help connect Nappanee resident’s to the businesses in the corridor, improving social, physical, environmental, and economic returns.

Potential Redevelopment

Entrance designated as right turn only

Family Fare Dr

US-6 is the primary roadway through the business district. The success of the commercial corridor relies on the effectiveness of it’s vehicular and pedestrian circulation. Several improvements have been identified for the US-6 corridor, including the addition of curb and gutter for improved drainage, protected pedestrian facilities, lighting improvements to provide character and scale, the addition of a multi-use trail for improved connectivity, increased greenspace for aesthetics and storm water infiltration, sidewalk and intersection improvements for pedestrian safety, and reduction of driveways to minimize pedestrian/vehicular conflict points. Together, these improvements can change the

Miriam Ave

PROJECT IMPLEMENTATION SUMMARY

US6 Streetscape

Pizza Hut

US 6 Entrance removed to reduce curb cuts

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McDonal

AutoZone There are no sidewalks on the south side, and the lighting reflects highway scale CVS Pharmacy

PROJECT IMPLEMENTATION SUMMARY

Existing pedestrian infrastructure is in poor condition and lacks delineation

ld’s

Entrance improved to allow for added exit traffic

Entrance relocated to create shared access and reduce curb cuts

Intersection and crosswalk improvements

Oakland Ave

1st Source Bank

10’ multi-use trail

US 6 5’ sidewalk

Second apartment entrance removed

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PROJECT IMPLEMENTATION SUMMARY

Existing US6 Section

Proposed US6 Section

(Above) The existing multi-use trail has no barriers from the streetscape, and the pavement is in extremely poor condition making it unsafe and difficult to ride a bicycle. There are no amenities such as lighting, trees, or benches that improve function and aesthetics of the corridor. The current roadway lends itself to vehicular traffic only since other methods of travel are not safe or accessible.

(Left) The existing streetscape section shows that the scale of the roadway is vast, leading to higher speeds and a mindset that vehicles are the priority. Implementing lighting, street trees, curb and gutter, and other streetscape amenities can help reduce the perceived scale and work towards traffic calming and safer routes for cyclists and pedestrians.

Proposed US6 Section

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PROJECT IMPLEMENTATION SUMMARY The proposed streetscape encourages walking and biking through the multi-use trail, which will connect throughout the commercial corridor and to other adjacent areas in the city. This pedestrian trail is protected by the roadway through the implementation of curb and gutter, as well as the planting buffer. Lighting, trees, other plantings, and signage improve the pedestrian experience, enhance aesthetics, and display the identity of the city to better connect this space and establish the corridor as a gateway for Nappanee.

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PROJECT IMPLEMENTATION SUMMARY 40

East Walnut Street Extension Walnut Street currently ends at the intersection of Miriam Avenue, at the western edge of the commercial area. While a vehicular route extends through the commercial area, it is not public right-of-way. Within the commercial area, there is no street designation or clear distinction between parking lots and the roadway. This lack of delineation poses safety issues, driver confusion, and discouragement of pedestrians.

In the proposed design, the roadway is defined utilizing curb and gutter, tree lawns, and clear entry points to access the parking lots. Sidewalks and a trail are added to provide access for pedestrians and cyclists, and streetscape amenities such as lighting, trees, and signage are included to improve safety, direction, aesthetics, and scale. This proposed layout will improve the entire commercial area, and increase business use by allowing pedestrians to access the area safely. By improving the roadway conditions and providing designated parking lot entrance point, vehicular traffic is safer and more effective. The existing businesses benefit from better access and curb appeal, which helps to draw in customers and increase property values. By transitioning the lost space in the parking lots to public roadway, it also decreases the area in which the businesses are responsible for maintenance.

Existing Conditions

The existing pavement is in extremely poor condition. There is no delineation to distinguish where the parking lots end and where the roadway begins. No amenities that aid in pedestrian use and experience are present.

PROJECT IMPLEMENTATION SUMMARY

Proposed Walnut Street Rendering

The proposed street extension converts the space into a public street that integrates active transportation. A multi-use trail on the south side of the street will provide access throughout the commercial corridor and to other adjacent areas in the Town. Lighting, trees, other plantings, and signage improve the pedestrian experience, enhance aesthetics, and display the identity of the town to better connect this space. Limiting the entrances to the parking lots helps with organization and safety by limiting vehicle/pedestrian conflict points.

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Miriam Ave

PROJECT IMPLEMENTATION SUMMARY

Proposed Walnut Street Extension

Stickley Hardware, Eastlake 24, and Label Shopper Parking

Crosswalk for trail

Four-way stop intersection with crosswalks

Tractor Supply Parking Gated access to Tractor Supply Co outdoor storage area

East Walnut St Exten 8’ multi-use trail

Connect Trail To Intersection

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Four-way stop intersection with crosswalks

PROJECT IMPLEMENTATION SUMMARY

Oakland Ave Martin’s Parking

Improved parking bays and added islands to simplify circulation

Entrance provides maneuverability for trucks accessing the dock

nsion Dock Access

Parking removed and relocated

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PROJECT IMPLEMENTATION SUMMARY

Martin’s Parking Lot Improvements Martin’s Supermarket parking lot was analyzed as part of the East Walnut Street extension project. The roadway extension requires a reorganization of the parking lot to improve circulation and parking conditions. Several designs were created to analyze how the parking layout affected store access and total number of parking spaces. The existing parking lot has 264 total spaces, however, about 40 of those spaces are located more than 200’ from the store entrance. The goals of Martin’s parking redesign is to maintain the amount of provided spaces, while increasing the available parking in close proximity to the store, and improving circulation by redefining bays, adding islands and green space, and locating specific parking areas for employees and Amish buggies.

The parking concepts tested different parking layouts including horizontal bays, angled parking, and one-way aisles. Ultimately, Martin’s owners wanted to maintain the existing layout which utilizes north-south perpendicular parking bays. Using this layout, different mechanisms were used in a few concepts to maximize space and efficiency.

Parking stalls were increased along the far east side of the lot to help increase spaces closer to the gas station and Side-Door Deli entrances. Buggy parking was moved to the west side of the building in order to improve vehicular circulation and maximize parking spaces, and employee parking was added in a separate parking area from the main lot. Since some proposed parking spots will reduce the size of the existing retention basins, this impact is mitigated by providing a retention area north of the building. Access to the parking lot off the walnut street extension was reduced to three entrances. This reduction of entry and exit points helps to define the parking lot circulation and is safer for both vehicles and pedestrians.

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Existing Conditions

Proposed First Iteration- Concept 1

Final Parking Lot Concept

Retention Area

ark eP

First Iteration- Concept 2

ing

e loy p m

Buggy Parking

E

PROJECT IMPLEMENTATION SUMMARY

Area Included in Parking Count

264 Total Spaces

Martin’s Supermarket

First Iteration- Concept 3

First Iteration- Concept 4

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PROJECT IMPLEMENTATION SUMMARY

Stahley Drive Plans for the Stahley Drive project were completed May 24th, 2019. Bids were accepted June 10th, 2019.

Construction for the project is to begin Summer of 2019.

The project is funded through an INDOT Community Crossings grant and the construction cost is $377,000.

The Stahley Drive improvements project consists of various work along Stahley Drive, from Miriam Avenue to Oakland Avenue. The work covered in this project included milling, HMA patching, HMA wedging and HMA overlay of existing pavement, installation of curb and gutter along the north and south edges of pavement, installation of inlets and storm sewer throughout the project limits, installation of an 8ft concrete sidewalk along the north edge of pavement.

The improvement project along Stahley drive will improve roadway conditions for vehicles, as well as provide pedestrian connection to the commercial district. The implementation of the 8’ wide trail along Stahley Drive is the first segment of an ongoing trail design that will improve circulation throughout the commercial district, and eventually connect to other Nappanee destinations. The trail specifically connects the Newmar RV Facility to the commercial businesses, which provides walkable access for Newmar customers waiting for repairs to be made to their RV. The trail will provide convenience to Newmar customers and increase business visitation for the existing businesses along the commercial corridor.

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Existing Conditions: Pictures taken during construction of the Newmar RV Facility

4

6

2

5 3

1

2

3

4

5

6

1

When large retail buildings and strip malls were developed, many were forced to adhere to outdated minimum parking requirements that created over-sized parking lots. And with the rise of e-commerce shopping, retail centers and commercial corridors are seeing a steady decline in visitation. The over-sized parking lots combined with a decrease in visitation have led to the existence of large, unused portions of parking lots. These underutilized lots have the potential to be leased or sold to developers. The parking lot on the far west side of the Walnut extension, Stickley’s Ace Hardware lot, is under-utilized and has the potential to become an out-lot development for a smaller commercial business. This development would benefit the owner of the lot, who would financially benefit off the under-utilized space through leasing, or selling the land through subdivision. The out-lot would benefit the city through increased tax revenue, and provide the residents with a type of business that may not be present in the commercial area.

Miriam Ave

Proposed Outlot Development

Stickley’s lot currently contains 155 parking spots. The Hardware Store is approximately 28,500 square feet, which, according to Elkhart County Zoning Ordinances, only requires 7282 spots. The space would allow for a row of small businesses, that could share parking with the hardware store. Stickley’s owner would not only benefit from the revenue generated from the lease or sale, but also from the new visitors coming to the area who may not have if the other businesses were not present. The new development increases the likely of shared business from these new customers by providing a new convenience in access. Providing a new type of commercial development that does not already exist in the area is the best way to attract new customers to the area.

PROJECT IMPLEMENTATION SUMMARY

Out-Lot Development

Outlot Development Example

Outlot Development E Walnut St Extension

Outlot Development Example

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Future Bridge Improvements

North Miriam Steetscape Improvements

East Walnut St

8’ Wide Trail

Intersection with East Walnut St

Connection to Multi-Use Trail along US-6

South Miriam Steetscape Improvements

Multi-Use Trail

Miriam Avenue North Currently the pavement is in poor condition in many places and there are no pedestrian facilities available.

An 8’-10’ wide multi-use trail should be constructed on the east side of the street to connect to the trail on US 6, the proposed trail on the East Walnut St extension, and north to the existing trail along Derksen Rd. A 5’ wide sidewalk should be located on the west side of the road. The roadway should be improved with curb and gutter to control drainage and improve pedestrian safety.

Connection to Existing Trail

Miriam Ave.

Miriam Avenue is an important northsouth connector street that lies on the western edge of the project area. This study breaks Miriam Ave into a north and south portion. The north portion is north of US 6 to Derksen Road, and the south portion south of US 6 to Stahley Drive.

N Miriam Enlarged Plan

5’ Sidewalk

PROJECT IMPLEMENTATION SUMMARY

Miriam Avenue

Connection to Stahley Improvements

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Existing Miriam Ave Looking North

Multi-Use Trail

US 6 5’ Sidewalk Multi-Use Trail

Miriam Avenue South Currently the pavement is in poor condition and there are no pedestrian facilities available. An 8’-10’ wide multiuse trail should be constructed on the east side of the street to connect to the trail on US 6 and the proposed trail on Stahley Drive. The roadway should be improved with curb and gutter to control drainage and improve pedestrian safety.

Family Fare Drive is currently a privately-owned roadway that connects US-6 to the businesses north of East Walnut Street. Acquiring the roadway and transitioning the area to public right of way would give the city control for improvements and maintenance. The right of way should be wide enough to add sidewalks to improve pedestrian circulation and safety. This project combined with the Walnut Extension project, the adjacent properties will be able to increase visitation as well as property values.

With further development (see Land Use Plan, pg 23), businesses can be fronted along East Walnut St and US 6 with parking lots off of Family Fare Drive.

Walnut Street Extension Connect to Proposed Walnut St Trail

PROJECT IMPLEMENTATION SUMMARY

Family Fare Drive

South Facing View of Family Fare Dr

Reduce to one entry drive to this parcel

Family Fare Drive

5’ Sidewalk with 5’ Wide Lawn Buffer

Crosswalks to improve pedestrian safety North Facing View of Family Fare Dr

US-6

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PROJECT IMPLEMENTATION SUMMARY

Nappanee US 6 Corridor Project Prioritization Matrix Project Prioritization Matrix Project East Walnut Extension US 6 Streetscape Miriam Ave (South) Stahley Drive Miriam Ave (North) Family Fare Drive

Pavement 6 3 5 2 1 4

Need 5 6 3 4 2 1

Safety 5 6 2 3 4 1

Pavement Analysis The projects are ranked based on the current condition of the pavement. Since it is beneficial to integrate the improvement projects as roads need to be re-paved, this rating gives a higher score to the roadways in worse condition.

Need Analysis This rating takes into account the overall need for the project based on the goals of this master plan to integrate active transportation infrastructure, beautify the corridor, create an attractive atmosphere, and improve the economics to retain existing businesses and attract new ones.

Pavement Analysis The safety rating measures the impact of the improvement project on the safety of the roadway and the entire corridor. The higher number means the project has greater importance and impact towards improving the safety.

Function Analysis This rating is based on the how much the improvement project would increase the function of the project. The higher number shows the projects that would most improve the circulation of vehicles, bicycles, and pedestrians while creating a safe, attractive atmosphere.

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Function 6 5 3 4 2 1

ROI 5 6 3 2 4 1

Cost 2 1 5 3 4 6

Timeline 2 1 5 6 4 3

Total 31 28 26 24 21 17

Return on Investment (ROI) Analysis The ROI ranking measures the expected economic impact of a given project in relation to its overall costs. The higher numbers are given to projects that will make a major impact to attracting more people to the corridor by providing multi-modal transportation facilities and creating an atmosphere that makes people want to spend time in the area.

Cost Analysis This rating look at the anticipated total project cost for each of the proposed projects. The higher numbers are given to the projects with the lowest cost.

Timeline Analysis The proposed projects are ranked based on their expected completion timelines. The projects that can be completed the fastest are given the higher number ranking.

East Walnut St Extension Preliminary Cost Estimate Description Clearing/Excavation Asphalt Milling HMA Surface HMA Wedge & Level HMA Intermediate Compacted Aggregate Base Concrete Sidewalk (Trail) Curb and Gutter Storm Sewer Street Trees Lighting Sod Street Signs & Pavement Markings Erosion Control Maintenance of Traffic Mobilization/Demobilization Construction Engineering/Staking Property Acquisition Survey Engineering Contingency (15%) Total

Unit CYS SYS Tons Tons Tons Tons SYS LF Lump Sum Each Lump Sum SYS Lump Sum Lump Sum Lump Sum Lump Sum Lump Sum Lump Sum Lump Sum Lump Sum

$ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $

Unit Cost 40.00 6.00 120.00 175.00 105.00 35.00 60.00 27.00 140,000.00 650.00 130,000.00 5.00 10,000.00 4,000.00 5,000.00 65,000.00 15,000.00 1.00 10,000.00 80,000.00

Quantity 1780 1900 315 150 415 380 1150 2400 1 32 1 2000 1 1 1 1 1 1 1 1

$ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $

Total Cost 71,200.00 11,400.00 37,800.00 26,250.00 43,575.00 13,300.00 69,000.00 64,800.00 140,000.00 20,800.00 130,000.00 10,000.00 10,000.00 4,000.00 5,000.00 65,000.00 15,000.00 1.00 10,000.00 80,000.00 124,068.90 951,194.90

PROJECT IMPLEMENTATION SUMMARY

Preliminary Estimates of Cost

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PROJECT IMPLEMENTATION SUMMARY 52

US 6 Streetscape Improvements Preliminary Cost Estimate Description Clearing/Excavation Asphalt Milling HMA Surface HMA Wedge and Level HMA Patching Concrete Sidewalk Curb and Gutter Concrete Approaches Curb Ramps Pavement Markings Storm Sewer Street Trees Lighting Sod Erosion Control Maintenance of Traffic Mobilization/Demobilization Construction Engineering/Staking Survey Engineering Contingency (15%) Total

Unit Lump Sum SYS Tons Tons Tons SYS LF SYS Each Lump Sum Lump Sum Each Lump Sum SYS Lump Sum Lump Sum Lump Sum Lump Sum Lump Sum Lump Sum

$ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $

Unit Cost 70,000.00 6.00 120.00 175.00 105.00 60.00 27.00 85.00 1,500.00 7,000.00 170,000.00 650.00 125,000.00 5.00 4,000.00 8,000.00 75,000.00 18,000.00 13,000.00 110,000.00

Quantity 1 5400 445 250 110 1900 2300 665 20 1 1 30 1 2400 1 1 1 1 1 1

$ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $

Total Cost 70,000.00 32,400.00 53,400.00 43,750.00 11,550.00 114,000.00 62,100.00 56,525.00 30,000.00 7,000.00 170,000.00 19,500.00 125,000.00 12,000.00 4,000.00 8,000.00 75,000.00 18,000.00 13,000.00 110,000.00 155,283.75 1,190,508.75

Description Clearing/Excavation Asphalt Milling HMA Surface HMA Wedge & Level HMA Patching Concrete Sidewalk Curb and Gutter Storm Sewer Street Trees Lighting Sod Erosion Control Maintenance of Traffic Mobilization/Demobilization Construction Engineering/Staking Survey Engineering Contingency (15%) Total

Unit Lump Sum SYS Tons Tons Tons SYS LF Lump Sum Each Lump Sum SYS Lump Sum Lump Sum Lump Sum Lump Sum Lump Sum Lump Sum

$ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $

Unit Cost 30,000.00 6.00 125.00 175.00 105.00 60.00 30.00 45,000.00 650.00 50,000.00 5.00 2,500.00 4,000.00 25,000.00 6,000.00 5,000.00 35,000.00

Quantity 1 1870 155 75 100 780 1400 1 12 1 850 1 1 1 1 1 1

$ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $

Total Cost 30,000.00 11,220.00 19,375.00 13,125.00 10,500.00 46,800.00 42,000.00 45,000.00 7,800.00 50,000.00 4,250.00 2,500.00 4,000.00 25,000.00 6,000.00 5,000.00 35,000.00 53,635.50 411,205.50

PROJECT IMPLEMENTATION SUMMARY

Miriam Drive (US 6 to Stahley Dr) Preliminary Cost Estimate

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PROJECT IMPLEMENTATION SUMMARY 54

Miriam Drive (North of US 6) Preliminary Cost Estimate Description Clearing/Excavation HMA Patching Concrete Sidewalk Curb and Gutter Storm Sewer Street Trees Lighting Sod Erosion Control Maintenance of Traffic Mobilization/Demobilization Construction Engineering/Staking Survey Engineering Contingency (15%) Total

Unit Lump Sum Tons SYS LF Lump Sum Each Lump Sum SYS Lump Sum Lump Sum Lump Sum Lump Sum Lump Sum Lump Sum

$ $ $ $ $ $ $ $ $ $ $ $ $ $

Unit Cost 55,000.00 105.00 60.00 30.00 45,000.00 650.00 50,000.00 5.00 3,000.00 5,000.00 35,000.00 12,000.00 10,000.00 50,000.00

Quantity 1 176 1670 2400 1 16 1 2000 1 1 1 1 1 1

$ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $

Total Cost 55,000.00 18,480.00 100,200.00 72,000.00 45,000.00 10,400.00 50,000.00 10,000.00 3,000.00 5,000.00 35,000.00 12,000.00 10,000.00 50,000.00 71,412.00 547,492.00

Description Clearing/Excavation Asphalt Milling HMA Surface HMA Wedge & Level HMA Patching Concrete Sidewalk Curb and Gutter Storm Sewer Street Trees Lighting Sod Erosion Control Maintenance of Traffic Mobilization/Demobilization Construction Engineering/Staking Property Acquisition Survey Engineering Contingency (15%) Total

Unit Lump Sum SYS Tons Tons Tons SYS LF Lump Sum Each Lump Sum SYS Lump Sum Lump Sum Lump Sum Lump Sum Lump Sum Lump Sum Lump Sum

$ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $

Unit Cost 15,000.00 6.00 125.00 175.00 105.00 60.00 30.00 35,000.00 650.00 30,000.00 5.00 1,500.00 2,000.00 15,000.00 3,000.00 1.00 5,000.00 25,000.00

Quantity 1 900 75 35 25 172 610 1 12 1 205 1 1 1 1 1 1 1

$ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $

Total Cost 15,000.00 5,400.00 9,375.00 6,125.00 2,625.00 10,320.00 18,300.00 35,000.00 7,800.00 30,000.00 1,025.00 1,500.00 2,000.00 15,000.00 3,000.00 1.00 5,000.00 25,000.00 28,870.65 221,341.65

PROJECT IMPLEMENTATION SUMMARY

Family Fare Drive Preliminary Cost Estimate

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PROJECT IMPLEMENTATION SUMMARY 56

Stahley Drive Engineer's Construction Cost Estimate Description Mobilization and Demobilization Construction Engineering Clearing Right of Way Maintenance of Traffic Pavement Removal Curb, Concrete, Remove Common Excavation Borrow Structure Backfill, Type 1 Compacted Aggregate, No. 53 Milling, 1.5" Milling, Scarification HMA Surface, Type B HMA Wedging, Type B HMA Patching, Type B Asphalt for Tack Coat Joint Adhesive Surface Joint Adhesive Intermediate Liquid Asphalt Sealant Sidewalk Concrete Curb and Gutter Mulched Seeding, Type U Pipe, Type 2 Circular, 12 in Pipe, Type 2 Circular, 15 in Pipe, Type 2 Circular, 18 in Casting, Type 4, Furnish and Adjust to Grade Inlet, M-10 Manhole C-10, Modified Sign, Reset Temporary Silt Fence Temporary Inlet Protection Total

Quantity 1 1 1 1 112 325 50 100 584 540 364 2604 298 312 142 1.6 1200 1200 1200 906 2225 1070 401 575 83 3 6 5 2 530 19

Unit LS LS LS LS CYS LFT CYS CYS CYS TONS SYS SYS TONS TONS TONS TONS LFT LFT LFT SYS LFT SYS LFT LFT LFT EA EA EA EA LFT EA

$ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $

Unit Cost 17,400.00 15,500.00 9,300.00 15,500.00 30.00 15.00 40.00 20.00 35.00 25.00 4.00 2.50 70.00 70.00 70.00 500.00 1.00 1.00 1.00 50.00 25.00 2.00 60.00 60.00 60.00 800.00 2,000.00 3,000.00 200.00 2.50 100.00

$ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $

Total Cost 17,400.00 15,500.00 9,300.00 15,500.00 3,360.00 4,875.00 2,000.00 2,000.00 20,440.00 13,500.00 1,456.00 6,510.00 20,860.00 21,840.00 9,940.00 800.00 1,200.00 1,200.00 1,200.00 45,300.00 55,625.00 2,140.00 24,060.00 34,500.00 4,980.00 2,400.00 12,000.00 15,000.00 400.00 1,325.00 1,900.00 368,511.00

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PROJECT IMPLEMENTATION SUMMARY