RQS26-0123 Design Services for DTO 2.0 Implementation

Procurement and Contracts Division RQS26-0123 Exhibit One - Page: 1

EXHIBIT ONE

ORANGE AVENUE SOW

Procurement and Contracts Division RQS26-0123 Exhibit One - Page: 2

EXHIBIT ONE – ORANGE AVENUE SOW

1.0 Project Description

A. Proposed roadway reconstruction along Orange Avenue (Colonial Drive to South Street) an approximate overall distance of 1.02 miles, where it will transition from southbound three lanes one-way travel way to three lane two-way roadway with occasional center bi-directional turning lane to vehicle traffic in all directions with improved sidewalk and bikeways facilities for pedestrians.

Streetscape with fully reconstructed signals at each intersection to facilitate two-way vehicular traffic.

1.1 Intent & Purpose

A. Orange Avenue reconfiguration of the street layout also allows for more consistent presence of curbside uses including parking, pickup and drop-off zones, and introducing features such as parking, outdoor dining areas, and parklets. It is anticipated to operate at times as an urban street which safely mixes vehicles, pedestrians, and sidewalk dining/retail. A sidewalk-level, 2-way bikeway along the entire eastern curb of Orange Avenue will provide safe connections from Colonial Drive all the way to South Street. The two-way reconfiguration will increase convenience in circulation options throughout the downtown while also ensuring the safety of all road users. The improvement will help in transforming circulation by building a bike connection, consolidating and enhancing the transit routes circulating on this corridor, and enhancing the streetscapes with contiguous landscaping on both sides.

B. Placemaking can create an interesting and easy to understand pedestrian network. Branding creates a distinct sense of place that is interesting and inviting for all road users to travel to and through.

C. Wayfinding allows pedestrians, bicyclists, and motorists to easily navigate to activity centers and attractions. Landscaping creates a comfortable environment for pedestrians by providing shade and a buffer from adjacent street traffic.

D. Canopy trees and shade structures create comfort in inhospitable environments, particularly for pedestrians and transit users. Trees also improve air quality, reduce heat island effect, and can reduce stormwater runoff.

E. Pedestrian networks should have purpose and create connections to important and popular destinations. Well-connected networks and well-designed pedestrian realms increase economic activity and support the growth of local businesses.

F. The Vision for Downtown is to develop a consistent Universal Streetscape that is built on essential civic lifecycle values for infrastructure — cost, maintenance, timelessness, comfort, and beauty. Utilizing exceptional materials and details to transform key corridors into lively connections between various landmarks and provide flexible spaces to connect to new gateways and celebrate the arrival into Orlando’s civic, cultural, and arts hubs.

Procurement and Contracts Division RQS26-0123 Exhibit One - Page: 3

G. The proposed streetscape guidelines are broken down into three categories (Exhibit Nine – Universal Streetscapes), based on the character and hierarchy, pedestrian use, and relevance to downtown.

H. Performance Streets

On these streets, the sidewalk is divided into clear walking and furnishing zones, allowing pedestrians to navigate seamlessly between buildings, the sidewalk, and the street. Furnishings like benches, trash cans, and streetlights are carefully placed to not clutter the sidewalk but support the day-to-day functioning of people and services.

I. Performance Plus Streets An enhanced sidewalk, integrating elevated paving materials and soil cells to create a high-performance tree canopy. On-street parking and curbside activities like café seating, bike racks, and mobility hubs are woven into the design of the sidewalk, enabling a smooth and integrated experience for pedestrians, cyclists, delivery workers, and residents.

J. Exceptional Streets The streetscapes build on the Universal Sidewalk concept; detailing creates a dual-functioning street that’s used every day by residents and can also transform holding crowds during events. Streets are designed with exceptional materials and details to serve as a holistic public space and mobility experience in the heart of downtown.

1.2 Roadway Typical Section:

A. Number of Typical Sections:

1. Existing Typical #1 Main corridor is one-way SB roadway with 3 or more-travel lanes, range 12–

30-foot sidewalks on both sides, NO designated bike lanes, and posted speed of 25-30 mph. On-street parking is available in many areas.

2. Proposed Typical #1 (Colonial Drive to Amelia Street) Performance Streetscape Two (2) 11-foot lanes undivided curb and gutter roadway (one in each direction) with a 10-foot bi-directional left turn lane, 10-20-foot sidewalks on both sides, 10-foot 2-way bikeway, 6-foot landscape buffer at 25 mph posted speed with 8-foot on-street parking that flips from the West-to-East side of the roadway.

3. Proposed Typical #2 (Amelia Street to Robinson Street) Performance Plus Streetscape Two (2) 11-foot lanes undivided curb and gutter roadway (one in each direction) with a 10-foot bi-directional left turn lane, 10–20-foot sidewalks on both sides, 10-foot 2-way bikeway at 25 mph posted speed with/without 8-foot on-street parking on both sides.

Procurement and Contracts Division RQS26-0123 Exhibit One - Page: 4

4. Proposed Typical #3 (Robinson Street to South Street)

Two (2) 11-foot lanes curb and gutter roadway (one in each direction) and

10-foot designated left turn lane that transitions to a bi-directional left turn lane, 7-10-foot sidewalks on both sides at 25 mph posted speed, NO On-street parking.

1.3 Signalization

A. The Consultant shall utilize traffic and pedestrian data from the 2023 Traffic Study to develop complete mast arm signal plans for the following intersections:

A. Existing Mast Arm (26) heading northbound on Orange Avenue to be analyzed for adjustment or to be replaced

1. South Street and Orange Avenue (3)

2. Jackson Street and Orange Avenue (3)

3. Church Street and Orange Avenue (2)

4. Pine Street and Orange Avenue (3)

5. Central Boulevard and Orange Avenue (3)

6. Wall Street and Orange Avenue (1)

7. Washington Street and Orange Avenue (3)

8. Jefferson Street and Orange Avenue (3)

9. Robinson Street and Orange Avenue – FDOT FPID 441143-2-52-01 (Existing

Strain Pole)

10. Livingston Street. and Orange Avenue (3)

11. E Amelia Street and N Magnolia Avenue (3)

12. E Concord Street and Magnolia Avenue (Existing Strain Pole)

13. Colonial Drive and N Magnolia Avenue (1) Left-turn movement Northbound off

Orange to Westbound Colonial Drive signal head or new signal

B. Proposed Mast Arm Signals (17) heading Southbound on Orange Avenue at the following intersections

1. South Street and Orange Avenue (1)

2. Jackson Street and Orange Avenue (1)

3. Church Street and Orange Avenue (2)

4. Pine Street and Orange Avenue (1)

5. Central Boulevard and Orange Avenue (1)

6. Wall Street and Orange Avenue (1)

7. Washington Street and Orange Avenue (1)

8. Jefferson Street and Orange Avenue (1)

9. Robinson Street and Orange Avenue (4) (Existing Strain Pole) (Change to Mast

Arm in each direction)

10. Livingston Street. and Orange Avenue (2)

11. E Amelia Street and Magnolia Avenue (1)

12. E Concord Street and Magnolia Avenue (Existing Strain Pole) (Change to Mast

Arm in each direction)

Procurement and Contracts Division RQS26-0123 Exhibit One - Page: 5

13. Colonial Drive and N Magnolia Avenue (1) Left-turn movement Northbound off Orange to Westbound Colonial Drive head or new signal

1.4 Traffic Engineering & Signalization

A. Data Collection & Review Data

Traffic counts and data collection shall be conducted as necessary to support the development of the Design Traffic Technical Memorandum. Data collection Shall be performed at the specified study locations and Shall include vehicle classifications (including heavy vehicles), as well as pedestrian and bicycle counts. Counts Shall be conducted during weekday peak periods to capture typical traffic patterns. The peak-hour data collection periods are as follows:

1. One Weekday

a. 2-hour AM (7:00 AM to 9:00 AM) peak-hour

b. 3-hour PM (4:00 PM to 7:00 PM) peak-hour

2. Weekend

a. One 2-hour Saturday peak-hour

b. One 2-hour Sunday peak-hour

3. One Event

a. The Consultant shall work with the City to identify one event to collect an

8-hour TMCs during a special event. This event could include a Magic basketball game, a Dr. Phillips Center for the Performing Arts event, or an event at Lake Eola, etc.

b. Consultants are advised that the City has recently collected counts at the highlighted intersection during weekday peak hours; therefore, there is no need to conduct a recount at this location.

B. Forecast Model for the Project Corridor Area

Complete Year 2027 Model Assignments using the adjusted year 2023 Traffic Study Model, the Consultant shall complete assignment for the Project Corridor Area for the Build and No-Build conditions. Build and No-Build model assignments Shall be run with proposed FDOT Robinson St. improvements. The traffic projections shall be developed from the model assignment for the year 2027 average annual daily traffic (AADT) volumes, for the Build and No-Build conditions.

C. Updated SYNCHRO Analyses

The Consultant shall perform SYNCHRO analyses of final recommended intersection design and traffic control for 2027 Build and No-build conditions for the intersections listed below.

Procurement and Contracts Division RQS26-0123 Exhibit One - Page: 6

The Consultant Shall perform a vehicle delay and capacity analysis per Highway Capacity Manual (HCM 7) procedures as they apply to roadway intersections for the existing AM and PM peak hours for an average weekday, the Saturday and Sunday peak hour for an average weekend, and a peak hour for a special event for each of the three (3) preliminary alternatives determined for each of the study intersections identified in Task 12.1. In addition, a roadway segment analysis should be conducted to ensure sufficient capacity and to accommodate future traffic volumes.

1.5 Project Schedule

The tentative schedule duration for design and permitting of this project is fourteen

(14) months from NTP or as approved/agreed with City and CRA.

Schedule conditions are outlined in Exhibit Eight (8) - General Requirements Design.

Procurement and Contracts Division RQS26-0123 Exhibit Two - Page: 1

EXHIBIT TWO

ROSALIND AVENUE SOW

Procurement and Contracts Division RQS26-0123 Exhibit Two - Page: 2

EXHIBIT TWO (2) – ROSILIND AVENUE SOW

Proposed roadway reconstruction along Rosalind Avenue (From South Street to Colonial Drive) an approximate overall distance of 1.02 miles, where it will transition from northbound three directional lanes to bi-directional roadway with occasional center bi-directional turning lane to vehicle traffic in all directions with improved sidewalk and bikeways facilities for pedestrians. Streetscape with fully reconstructed signals at each intersection to facilitate two-way vehicular traffic.

A. Rosalind Avenue reconfiguration of the street layout also allows for more zones, and introducing features such as parking, outdoor dining areas, and parklets. It is anticipated to operate at times as an urban street which safely mixes vehicles, pedestrians, and sidewalk dining/retail. A sidewalk-level, 2-way bikeway along the entire eastern curb of Rosalind Avenue will provide safe connections from South Street all the way to Colonial Drive. The two-way reconfiguration will increase convenience in circulation options throughout the downtown while also ensuring the safety of all road users. The improvement will help in transforming circulation by building a bike connection, consolidating and

F. The Vision for Downtown is to develop a consistent Universal Streetscape that is timelessness, comfort, and beauty. Utilizing exceptional materials and details to transform key corridors into lively connections between various landmarks and

Procurement and Contracts Division RQS26-0123 Exhibit Two - Page: 3 provide flexible spaces to connect to new gateways and celebrate the arrival into Orlando’s civic, cultural, and arts hubs.

G. The proposed streetscape guidelines are broken down into three categories

H. Performance Streets

On these streets, the sidewalk is divided into clear walking and furnishing zones, allowing pedestrians to navigate seamlessly between buildings, the sidewalk, and the street. Furnishings like benches, trash cans, and streetlights are carefully placed so as to not clutter the sidewalk but support the day-to-day functioning of people and services.

I. Performance Plus Streets An enhanced sidewalk, integrating elevated paving materials and soil cells to create a high-performance tree canopy. On-street parking and curbside activities like café seating, bike racks, and mobility hubs are woven into the design of the sidewalk, enabling a smooth and integrated experience for pedestrians, cyclists, delivery workers, and residents.

J. Exceptional Streets The streetscapes build on the Universal Sidewalk concept; detailing creates a dual-functioning street that’s used every day by residents and can also be transformed to hold crowds during events. Streets are designed with exceptional materials and details to serve as a holistic public space and mobility experience in the heart of downtown.

Main corridor is one-way NB roadway with 3 or more-travel lanes, range 7- 10-foot sidewalks on both sides, designated bike lanes @ posted speed of 25 mph. On-street parking is available in many areas.

2. Proposed Typical #1 (South Street to Central Boulevard)

Two (2) 11-foot lanes undivided curb and gutter roadway (one in each direction) with a 10-foot bi-directional left turn lane, 10-20-foot sidewalks on both sides, 10-foot 2-way bikeway, 6-foot landscape buffer at 25 mph posted speed with 8-foot On-street parking that on both sides of the

3. Proposed Typical #2 (Central Boulevard to Robinson Street)

Two (2) 11-foot lanes undivided curb and gutter roadway (one in each

Procurement and Contracts Division RQS26-0123 Exhibit Two - Page: 4 direction) with a 10-foot bi-directional left turn lane, 10–20-foot sidewalks on both sides, 10-foot 2-way bikeway at 25 mph posted speed with 8-foot On-street parking on both sides.

4. Proposed Typical #3 (Robinson Street to Livingston Street)

Two (2) 11-foot lanes curb and gutter roadway (one in each direction) and 10-foot designated left turn lane that transitions to a bi-directional left turn lane, 7–10-foot sidewalks on both sides, 10-foot 2-way bikeway at 25 mph posted speed, NO on-street parking.

5. Proposed Typical #4 (Livingston Street to Colonial Drive)

Milling and Resurfacing One (1) SB 11-foot lane and Two (2) NB 11-foot lanes with a 10-foot bi-directional left turn lane, 10–20-foot sidewalks on both sides, 10-foot 2-way bikeway at 25 mph posted speed with occasional on-street parking along both sides of the roadway.

The Consultant is to utilize traffic and pedestrian data from the 2023 Traffic Study to develop complete mast arm signal plans for the following intersections:

A. Existing Mast Arm (25) heading northbound on Rosalind Av to be analyzed for adjustment or to be replaced

1. South Street and Rosalind Avenue (2)

2. Jackson Street and Rosalind Avenue (3)

3. Church Street and Rosalind Avenue (3)

4. Pine Street and Rosalind Avenue (2)

5. Central Boulevard and Rosalind Avenue (3)

6. Washington Street and Rosalind Avenue (2) T-Intersection

7. Robinson Street and Rosalind Avenue (3) – FDOT FPID 441143-2-52-01

8. Livingston Street. and Rosalind Avenue (3)

9. E Amelia Street and N Magnolia Avenue (3)

10. Colonial Drive and N Magnolia Avenue (1) Left-turn movement Westbound

Colonial Drive to Southbound Magnolia signal head or new signal

B. Proposed Mast Arm Signals (10) heading Southbound on Rosalind Avenue at the following intersections

1. South Street and Rosalind Avenue

2. Jackson Street and Rosalind Avenue

3. Church Street and Rosalind Avenue

4. Pine Street and Rosalind Avenue

5. Central Boulevard and Rosalind Avenue

6. Washington Street and Rosalind Avenue – Analyze for Stop Sign Condition

7. Robinson Street and Rosalind Avenue

Procurement and Contracts Division RQS26-0123 Exhibit Two - Page: 5

8. Livingston Street. and Rosalind Avenue

9. E Amelia Street and Magnolia Avenue

10. E Concord Street and Magnolia Avenue (Existing Strain Pole) (Change to Mast Arm in each direction)

Traffic counts and data collection shall be conducted as necessary to support the development of the Design Traffic Technical Memorandum. Data collection shall be performed at the specified study locations and shall include vehicle classifications (including heavy vehicles), as well as pedestrian and bicycle counts. Counts shall be conducted during weekday peak periods to capture typical traffic patterns. The peak-hour data collection periods are as follows:

1. One weekday

a. 2-hour AM (7:00 AM to 9:00 AM) peak-hour

b. 3-hour PM (4:00 PM to 7:00 PM) peak-hour

2. Weekend

a. One 2-hour Saturday peak-hour

b. One 2-hour Sunday peak-hour

3. One event

a. The Consultant shall work with the City to identify one event to collect an

8-hour TMCs during a special event. This event could include a Magic basketball game, a Dr. Phillips Center for the Performing Arts event, or an event at Lake Eola, etc.

4. Study Intersections:

a. Magnolia Avenue/N Rosalinda Avenue at Colonial Drive.

b. Magnolia Avenue/N Rosalinda Avenue at Hillcrest Street.

c. Magnolia Avenue/N Rosalinda Avenue at Concord Street.

d. Magnolia Avenue/N Rosalinda Avenue at Amelia Street

e. Magnolia Avenue/N Rosalinda Avenue at Livingston Street.

f. Magnolia Avenue/N Rosalinda Avenue at Ridgewood Street.

g. N Rosalinda Avenue at Robinson Street.

h. N Rosalinda Avenue at Washington Street.

i. N Rosalinda Avenue at Wall Street.

j. N Rosalinda Avenue at Central Boulevard.

k. N Rosalinda Avenue at E Pine Street.

l. N Rosalinda Avenue at Church Street.

m. N Rosalinda Avenue at Jackson Street.

n. N Rosalinda Avenue at E South Street.

Consultants are advised that the City has recently collected counts at the

Procurement and Contracts Division RQS26-0123 Exhibit Two - Page: 6 highlighted intersection during weekday peak hours; therefore, there is no need to conduct a recount at this location.

Area for the Build and No-Build conditions. Build and No-Build model assignments shall be run with proposed FDOT Robinson Street improvements.

The traffic projections shall be developed from the model assignment for the year the intersections listed below.

The Consultant shall perform a vehicle delay and capacity analysis per Highway the existing AM and PM peak hours for an average weekday, the Saturday and Sunday peak hour for an average weekend, and a peak hour for a special event for each of the three (3) preliminary alternatives determined for each of the study intersections identified in Task 12.1. In addition, a roadway segment analysis should be conducted to ensure sufficient capacity and to accommodate future

Schedule conditions are outlined in the Design Requirements document.

Procurement and Contracts Division RQS26-0123 Exhibit Three - Page: 2

EXHIBIT THREE

MAGNOLIA AVENUE SOW

Procurement and Contracts Division RQS26-0123 Exhibit Three - Page: 3

EXHIBIT THREE (3) - MAGNOLIA AVENUE SOW

Magnolia Avenue Phase I Interim project that shall be complete before Phase II is executed consists of roadway improvements from the intersection at N. Magnolia Avenue and E. Livingston Street to the intersection at S. Magnolia Avenue and E. South Street modifying the existing lane configuration along Magnolia Avenue to a two-lane operation with parking on one side by milling and resurfacing and concrete placement removal. The work includes site demolition; roadway reconstruction; signal modification;

roadway lighting removal; signing and pavement markings, bus stop removal and construction.

Phase II proposed roadway reconstruction along Magnolia Avenue (From South Street to Livingston Boulevard) an approximate overall distance of 0.6 miles, where it will transition from southbound three lanes one-way travel way to three lane two-way roadway with occasional center bi-directional turning lane to vehicle traffic in all directions with improved sidewalk and bikeways facilities for pedestrians. Streetscape with fully reconstructed signals at each intersection to facilitate two-way vehicular traffic.

A. Magnolia Avenue reconfiguration of the street layout also allows for more zones, and introducing features such as parking, outdoor dining areas, and parklets. It is anticipated to operate at times as an urban street which safely mixes vehicles, pedestrians, and sidewalk dining/retail. The two-way reconfiguration will increase convenience in circulation options throughout the downtown while also ensuring the safety of all road users. The improvement will help in transforming circulation by building a bike connection, consolidating and

Procurement and Contracts Division RQS26-0123 Exhibit Three - Page: 4

F. The vision for downtown is to develop a consistent Universal Streetscape that is timelessness, comfort, and beauty. Utilizing exceptional materials and details to transform key corridors into lively connections between various landmarks and provide flexible spaces to connect to new gateways and celebrate the arrival into Orlando’s civic, cultural, and arts hubs.

G. The proposed streetscape guidelines are broken down into three categories, based on the character and hierarchy, pedestrian use, and relevance to downtown.

H. Performance Streets On these streets, the sidewalk is divided into clear walking and furnishing zones, allowing pedestrians to navigate seamlessly between buildings, the sidewalk, and the street. Furnishings like benches, trash cans, and streetlights are carefully placed to not clutter the sidewalk but support the day-to-day functioning of people and services.

I. Performance Plus Streets An enhanced sidewalk, integrating elevated paving materials and soil cells to create a high-performance tree canopy. On-street parking and curbside activities like café seating, bike racks, and mobility hubs are woven into the design of the sidewalk, enabling a smooth and integrated experience for pedestrians, cyclists, delivery workers, and residents.

J. Exceptional Streets The streetscapes build on the Universal Sidewalk concept; detailing creates a dual-functioning street that’s used every day by residents and can also be transformed to hold crowds during events. Streets are designed with exceptional

Main corridor is one-way NB roadway with 1 or more-travel lanes and dedicated LYMMO bus lane, 6–15-foot sidewalks on both sides, raised landscape/concrete median, NO designated bike lanes, and posted speed of 25 mph. On-street parking is available in many areas.

2. Proposed Typical #1 - Exceptional Streetscape (South Street to Livingston

Street) Two (2) 11-foot travel lanes, one in each direction with occasional 10-foot bi-directional left turn lane and curbless roadway connection to adjacent 10–20-foot sidewalks on both sides, 6-foot landscape buffer at 25 mph posted speed with 8-10-foot on-street parking that occasionally flips from the West-to-East side of the roadway.

Procurement and Contracts Division RQS26-0123 Exhibit Three - Page: 5

3. Proposed Typical #2 - Exceptional Streetscape E Central Boulevard (Magnolia Avenue to Rosalind Avenue) Two (2) 11-foot travel lanes, maintaining one in each direction on a curbless roadway connection to adjacent 10-20-foot sidewalks on both sides, 6-foot landscape buffer at 25 mph posted speed with 8-10 foot on-street parking on the North side of the roadway.

The Consultant is to utilize traffic and pedestrian data from the 2023 Traffic Study to develop complete mast arm signal plans for the following intersections:

A. Existing Mast Arm (32) heading northbound on Orange Avenue to be analyzed for adjustment or to be replaced

1. South Street and Magnolia Avenue (3)

2. Jackson Street and Magnolia Avenue (4) and (1-Strain Pole)

3. Church Street and Magnolia Avenue (3) and Pedestal Signal Pole (1)

4. Pine Street and Magnolia Avenue (3)

5. Central Boulevard and Magnolia Avenue (4)

6. Washington Street and Magnolia Avenue (4)

7. Jefferson Street and Magnolia Avenue (4)

8. Robinson Street and Magnolia Avenue (4) – FDOT FPID 441143-2-52-01

9. Livingston Street and Magnolia Avenue (4)

B. Proposed Mast Arm Signals (35) heading Southbound on Orange Avenue at the following intersections:

1. South Street and Magnolia Avenue (4)

2. Jackson Street and Magnolia Avenue (4)

3. Church Street and Magnolia Avenue (4)

4. Pine Street and Magnolia Avenue (3)

5. Central Boulevard and Magnolia Avenue (4)

6. Washington Street and Magnolia Avenue (4)

7. Jefferson Street and Magnolia Avenue (4)

8. Robinson Street and Magnolia Avenue (4) – FDOT FPID 441143-2-52-01

9. Livingston Street and Magnolia Avenue (4)

C. Pedestrian signals shall be installed on the new mast arms where signal poles are within the appropriate distance to the crosswalk.

1. Traffic counts and data collection shall be conducted as necessary to support the development of the Design Traffic Technical Memorandum.

Data collection shall be performed at the specified study locations and shall include vehicle classifications (including heavy vehicles), as well as

Procurement and Contracts Division RQS26-0123 Exhibit Three - Page: 6 pedestrian and bicycle counts. Counts shall be conducted during weekday peak periods to capture typical traffic patterns. The peak-hour data collection periods are as follows:

2. One Weekday

a. 2-hour AM (7:00 AM to 9:00 AM) peak-hour

b. 3-hour PM (4:00 PM to 7:00 PM) peak-hour

3. Weekend

a. One 2-hour Saturday peak-hour

b. One 2-hour Sunday peak-hour

4. One Event

a. The Consultant shall work with the City to identify one event to collect an 8-hour TMCs during a special event. This event could include a Magic basketball game, a Dr. Phillips Center for the Performing Arts event, or an event at Lake Eola, etc. and shall be the same event for all roadways.

5. Study Intersections:

a. South Street and Magnolia Avenue

b. Jackson Street and Magnolia Avenue

c. Church Street and Magnolia Avenue

d. Pine Street and Magnolia Avenue

e. Central Boulevard and Magnolia Avenue

f. Washington Street and Magnolia Avenue

g. Jefferson Street and Magnolia Avenue

h. Robinson Street and Magnolia Avenue

i. Livingston Street and Magnolia Avenue

Consultants are advised that the City has recently collected counts at specific intersections during weekday peak hours that will be provided during this design phase; therefore, there is no need to conduct a recount at this location.

Area for the Build and No-Build conditions. Build and No-Build model assignments shall be run with proposed FDOT Robinson St. improvements. The traffic projections shall be developed from the model assignment for the year the intersections listed below.

The Consultant shall perform a vehicle delay and capacity analysis per Highway

Procurement and Contracts Division RQS26-0123 Exhibit Three - Page: 7 the existing AM and PM peak hours for an average weekday, the Saturday and Sunday peak hour for an average weekend, and a peak hour for a special event for each of the three (3) preliminary alternatives determined for each of the study intersections identified in Task 12.1. In addition, a roadway segment analysis shall be conducted to ensure sufficient capacity and to accommodate future

Schedule conditions are outlined in Exhibit Eight (8) - General Requirements Design.

RQS26-0123 Design Services For DTO 2.0 Implementation Plan

Procurement and Contracts Division RQS26-0123 Exhibit Four - Page: 1

EXHIBIT FOUR

NORTH QUARTER ROADWAYS SOW

Procurement and Contracts Division RQS26-0123 Exhibit Four - Page: 2

EXHIBIT FOUR (4) - NORTH QUARTER ROADWAYS SOW

Proposed roadway improvements in the North Quarter district along Orange Avenue and Magnolia Avenue (From Colonial Drive to Orange Avenue) an approximate overall distance of 0.92 miles, where it will transition from northbound and southbound three lane one-way travel way to three lane two-way roadway with occasional center bi-directional turning lane to vehicle traffic in all directions with improved sidewalk and bikeways facilities for pedestrians. Streetscape with fully reconstructed signals at each intersection to facilitate two-way vehicular traffic.

1.1 Intent & Purpose

As gateway into downtown Orlando, the North Quarter has been rapidly growing with a mix of residential, office and civic/cultural uses. Bounded by Lake Ivanhoe to the north and Colonial Drive to the south with the Orlando Urban Trail that is parallel to the rail corridor and proceeds through the project limits onto Orange Avenue headed south.

Following the adoption of the DTO outlook, the traffic analysis demonstrated the technical viability of restoring the streets to a two-way traffic operation. Orange Avenue and Magnolia Avenue reconfiguration of the street layout also allows for more consistent presence of curbside uses including parking, pickup and drop-off zones.

A. Orange Avenue

1. To enhance the city's infrastructure and improve connectivity sidewalk-level, 2-way bikeway along the entire western curb of Orange Avenue will provide safe connections from Ivanhoe Boulevard all the way to Colonial Drive. The two-way reconfiguration will increase convenience in circulation options throughout the downtown while also ensuring the safety of all road users. The improvement will help in transforming circulation by building a bike connection, consolidating and enhancing the transit routes circulating on this corridor, and enhancing the streetscapes with contiguous landscaping on both sides.

A. Magnolia Avenue

1. A more auto-oriented corridor that is restrictive due to minimum mixed-use building, setbacks and narrow sidewalks and inconsistent landscaping. The overall function of the roadway is access to the interstate with minimal attention to the local community. The two-way restoration will allow two-way travel designated left-turn lanes, southbound on-street parking and bikeway along the entire eastern curblines to Ivanhoe Boulevard.

B. Objectives

1. Provide direct routes/convenience for motorists, cyclists and bus transit

2. Results in slower and safer vehicle speeds

3. Reduce/eliminate traffic-related fatalities and serious injuries

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4. Flexibility and redundancy for emergency response, special events

5. Wayfinding for pedestrians and motorists

6. Enhance lighting, landscape/hardscape providing shade and a buffer from adjacent street traffic.

The two-way reconfiguration limits for Orange Avenue and Magnolia Avenue should NOT impact the traffic operations entering and exiting the I-4 Interstate on and off-ramps as well as tie-into the goes-with projects for Orange Avenue & Rosalind/Magnolia Avenue improvements (from South Street to Colonial Drive). The design should review the traffic network and analyze how to integrate the North-South motorists from the one-way highway ramps into the two-way streets.

1. Existing Typical #1 Orange Avenue SB (Colonial Drive to Weber Street) Main corridor is one-way SB roadway with 3 or more-travel lanes, 6–12-foot sidewalks on both sides, bike trail and designated bike lanes, and posted speed of 25-30 mph. On-street parking is mostly on the east side of the

2. Existing Typical #2 Magnolia Avenue NB (Colonial Drive to Weber Street) Main corridor is one-way NB roadway with 3 or more-travel lanes, range 7–

10-foot sidewalks on both sides, designated bike lanes @ posted speed of 30 mph with on-street parking along both sides of the roadway.

3. Proposed Typical #1 Orange Avenue SB (Colonial Drive to Weber Street) direction) with a 10-foot bi-directional left turn lane. Maintain existing landscaping, sidewalks on both sides and on-street parking.

4. Proposed Typical #2 Magnolia Avenue NB (Colonial Drive to Weber Street) direction) with a 10-foot bi-directional left turn lane, while evaluating potential opportunities for 6–10-foot sidewalks on both sides, designated bike lanes with on-street parking on both sides of the corridor.

1.3 Project Schedule

The tentative schedule duration for design and permitting of this project is sixteen

(16) months from NTP or as approved/agreed with City and CRA.

Schedule conditions are outlined in the Design Requirements document (Exhibit Eight – General Requirements Design).

Procurement and Contracts Division RQS26-0123 Exhibit Four - Page: 4

The North Quarter of Downtown Orlando is a rapidly growing area with several urban amenities. This scope of work expands upon previous studies to develop detailed microsimulation analysis of the North Quarter roadway network.

A. The North Quarter study area (see Exhibit Ten – North Quarter Analysis – Study Area) includes the intersections within the bounds of:

1. Northern – I-4 / Lakeview Street / Magnolia Avenue / Weber Street

2. Southern – Concord Street

3. Eastern – Highland Avenue

4. Western – I-4

B. North Quarter Review and Data Collection

The Consultant shall review previous efforts and findings to establish a baseline for this updated analysis. The following studies will be provided upon award:

1. Downtown Orlando North Quarter District – One-way to Two-way Conversion

Transportation Study – Phase 1 prepared by Metric Engineering and associated Synchro files for the network

2. Plans developed by Toole Design in the Phase 2 Charrettes

3. I-4 Ultimate SAMR

4. Previous simulations developed by HDR in 2018.

C. The Consultant shall collect new traffic counts (24-hour and peak hours) and Origin-Destination (OD) data for the intersections within the study area to support the development of the Design Traffic Technical Memorandum. Data collection shall be performed at the specified study locations below and shall include vehicle classifications (including heavy vehicles), as well as pedestrian and bicycle counts. Counts shall be conducted during weekday peak periods to capture typical traffic patterns. The data collection periods are as follows:

24-hour approach counts shall be collected at the following locations:

1. N. Orange Avenue (North of Colonial Drive)

2. N. Magnolia Avenue (North of Colonial Drive)

3. N. Orange Avenue (North of Marks Street)

4. N. Magnolia Avenue (North of Marks Street)

D. Weekday Turning Movement Counts (TMCs) shall include at the following study intersections between AM peak-hour (7:00 AM to 9:00 AM) and PM peak-hour (4:00 PM to 7:00 PM):

1. N. Orange Avenue at Concord Street

2. N. Magnolia Avenue at Concord Street

3. N. Orange Avenue at Colonial Drive

4. N. Magnolia Avenue at Colonial Drive

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5. Colonial Drive at I-4

6. Colonial Drive at Highland Avenue

7. N. Magnolia Avenue at Marks Street

8. N Orange Avenue at Marks Street

9. N. Magnolia Avenue at Weber Street

10. N Orange Avenue at N Garland Avenue/Legion Place

11. N Magnolia Avenue at N Orange Avenue

12. S Ivanhoe Avenue /N. Magnolia Avenue at I-4

Additional count locations may be needed/required depending on the requirements of the methodology document. Any counts beyond those listed may be considered additional services.

E. Existing Conditions

The collected traffic data shall be utilized to conduct existing conditions analysis.

The analysis of the existing conditions shall be conducted using the Synchro software. The analysis shall utilize the performance measures of average delay, LOS, V/C at intersections, corridor average speed, queue lengths compare to available storage, and network delay.

The City will provide the Consultant with the existing signal timing plans for development of existing conditions analyses.

F. Future Conditions

The Consultant shall create and submit a draft of the Design Traffic Technical Memorandum for Traffic Analysis Methodology for the City and FDOT's review and approval. This document shall outline the process of reassigning traffic volumes within the study area for two-way conversion of N. Orange Avenue and N. Magnolia Avenue.

The Consultant will be provided with a copy of the I-4 Ultimate VISSIM (version

10) model for use and consideration in the North Quarter analysis. This model was developed to support the design of the I-4 Ultimate for its construction and included a calibrated 2030 model. The Consultant shall expand the I-4 Ultimate VISSIM model to include the street network within the North Quarter analysis study area and calibrate it to the current conditions. An agreed upon growth factor to be applied to the TMCs collected by the Consultant for the Operational Analysis Scenarios described in the next section.

As the North Quarter is a high pedestrian area, the Future Conditions model will require close attention to pedestrian signal timings considering crossing lengths and other pedestrian accommodations as needed to create a safe pedestrian environment.

G. Operational Analysis: No Build and Build Scenarios

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1. No Build: The No Build analysis will involve developing opening Year and Design year (set to 20 years post opening year) traffic volumes while maintaining the existing roadway network configuration.

2. Build Scenarios: Analyses will be conducted for up to two (2) traffic volume/lane configuration in the Build Scenarios.

3. The consultant shall prepare a draft Technical Memorandum to include a comparison of No-Build and Build Scenarios analysis tabulated using the intersection performance measures (average delay, LOS, and V/C) and network performance measures (average speed, travel time, and fuel consumption). The memorandum will include Build Scenario conceptual plans showing the lane configurations and multimodal facilities.

4. The Consultant shall attend up to two (2) meetings with City and FDOT staff to review the analysis scenarios. Through discussion with city staff and FDOT, a preferred scenario should be advanced to the design phase.

Procurement and Contracts Division RQS26-0123 Exhibit Five - Page: 1

EXHIBIT FIVE

CHURCH STREET SOW

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EXHIBIT FIVE (5) CHURCH STREET SOW

Proposed roadway reconstruction along Church Street (From Orange Avenue to Magnolia Avenue) an approximate overall distance of 480 feet, where it will transition from eastbound three lanes with one-way vehicular travel way, designated LYMMO bus lane and occasional parking along the Northside of the corridor. Roadway conversion to three lane two-way roadway with vehicle traffic integrated bus operations, with on-street parking, and improved sidewalk facilities for pedestrians.

A. The City and CRA are pursuing the design and construction vendors for roadway streetscape improvements project along Church Street from Garland Avenue heading east towards Magnolia Avenue. The Action Plan provides a clear understanding of the community’s vision for the future of downtown Orlando to discourage cut-through traffic and create streets that allow for attractive and convenient multimodal travel where access, movement and place are systematically organized. Proposed improvements along Church Street will be transformed into a Festival Street, which will utilize the street’s civic importance, high pedestrian traffic, and cultural programming. Exceptional streetscapes reflect the historic, civic, and cultural importance of streets like Magnolia Avenue, Church Street, Pine Street, and Central Boulevard where the streetscapes incorporate elements from the city’s past while transitioning into a simple, unified, and enduring design for the future.

B. The Vision for Downtown is to develop a consistent Universal Streetscape that is timelessness, comfort, and beauty. Utilizing exceptional materials and details to transform key corridors into lively connections between various landmarks and provide flexible spaces to connect to new gateways and celebrate the arrival into Orlando’s civic, cultural, and arts hubs.

C. The proposed streetscape guidelines are broken down into three categories

D. Performance Streets

On these streets, the sidewalk is divided into clear walking and furnishing zones, allowing pedestrians to navigate seamlessly between buildings, the sidewalk, and the street. Furnishings like benches, trash cans, and streetlights are carefully placed to not clutter the sidewalk but support the day-to-day functioning of people and services.

E. Performance Plus Streets An enhanced sidewalk, integrating elevated paving materials and soil cells to create a high-performance tree canopy. On-street parking and curbside activities

Procurement and Contracts Division RQS26-0123 Exhibit Five - Page: 3 like café seating, bike racks, and mobility hubs are woven into the design of the sidewalk, enabling a smooth and integrated experience for pedestrians, cyclists, delivery workers, and residents.

F. Exceptional Streets The streetscapes build on the Universal Sidewalk concept; detailing creates a dual-functioning street that’s used every day by residents and can also be transformed to hold crowds during events. Streets are designed with exceptional

1.2 Roadway Typical Section

Main corridor is one-way eastbound roadway with one-way travel way and dedicated LYMMO bus lane, 6-15-foot sidewalks on both sides, no bike lanes, and posted speed of 25 mph with on-street parking on the northside of the

2. Proposed Typical #1 - Exceptional Streetscape (South Street to Livingston

Street) Two (2) 11-foot travel lanes, one in each direction with 8-10-foot on-street parking along the north side of the roadway, curbless roadway connection to adjacent 10-20-foot sidewalks on both sides at 25 mph posted speed.

Additionally, the Lynx/LYMMO bus lane operations will be integrated with vehicular traffic.

1.3 Traffic Engineering & Signalization

1. Traffic counts and data collection shall be conducted by the Consultant as necessary to support the development of the Design Traffic Technical Memorandum. Data collection shall be performed at the specified study locations and shall include vehicle classifications (including heavy vehicles), as well as pedestrian and bicycle counts. Counts shall be conducted during weekday peak periods to capture typical traffic patterns. The peak-hour data collection periods are as follows:

2. One Weekday

a. 2-hour AM (7:00 AM to 9:00 AM) peak-hour

b. 3-hour PM (4:00 PM to 7:00 PM) peak-hour

3. Weekend

a. One 2-hour Saturday peak-hour

b. One 2-hour Sunday peak-hour

Procurement and Contracts Division RQS26-0123 Exhibit Five - Page: 4

4. One Event

a. The Consultant shall work with the City to identify one event to collect an

8-hour TMCs during a special event. This event could include a Magic basketball game, a Dr. Phillips Center for the Performing Arts event, or an event at Lake Eola, etc.

5. Study Intersections:

a. Jackson Street and Orange Avenue

b. Church Street and Orange Avenue

Consultants are advised that the City has recently collected counts at the highlighted intersection during weekday peak hours; therefore, there is no need to conduct a recount at this location.

G. Forecast Model for the Project Corridor Area

1. Complete Year 2027 Model Assignments using the adjusted year 2023 Traffic

Study Model, the Consultant shall complete assignment for the Project Corridor Area for the Build and No-Build conditions. Build and No-Build model assignments shall be run with proposed FDOT Robinson Street improvements. The traffic projections shall be developed from the model assignment for the year 2027 average annual daily traffic (AADT) volumes, for the Build and No-Build conditions.

H. Updated SYNCHRO Analyses

1. The Consultant shall perform SYNCHRO analyses of final recommended intersection design and traffic control for 2027 Build and No-build conditions for the intersections listed below.

2. The Consultant shall perform a vehicle delay and capacity analysis per

Highway Capacity Manual (HCM 7) procedures as they apply to roadway intersections for the existing AM and PM peak hours for an average weekday, the Saturday and Sunday peak hour for an average weekend, and a peak hour for a special event for each of the three (3) preliminary alternatives determined for each of the study intersections identified in Task 12.1. In addition, a roadway segment analysis shall be conducted to ensure sufficient capacity and to accommodate future traffic volumes.

1.4 Project Schedule

The tentative schedule duration for design and permitting of this project is fourteen (14) months from NTP or as approved/agreed with City and CRA.

Schedule conditions are outlined in Exhibit Eight (8) - General Requirements Design.

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EXHIBIT SIX

LIVINGSTON CORNER PARK SOW

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EXHIBIT SIX (6) - LIVINGSTON CORNER PARK SOW

1.0 Project Discussion

The Livingston Corner Park (LCP) project shall be designed and constructed in general conformance with the design criteria outlined in this section. Exceptions to these criteria may be granted by the Community Redevelopment Agency (CRA) only upon written approval of the CRA’s Executive Director.

1.1 Project Phasing and General Requirement

A. LCP Project Design Phase will develop the design in close collaboration with the

CRA project team, generally following the criteria and programming outlined herein. The Consultant, in collaboration with City and CRA staff, shall develop the design intent and function of the LCP. Once a design intent and functions are agreed on, the Consultant shall schedule regular meetings with the CRA project team to obtain input on the site elements during design development. Early deliverables for review by the CRA include a site plan of the LCP with dimensions, preliminary programming, site elevations, and the Sustainability Report described further in the Orlando Green Works Initiative section for the project. These items shall be combined in a Preliminary Concept Design Plan (30% submittal) which will outline all the project parameters and describe the LCP design features and shall be submitted to the CRA project team for review and comment.

B. The Consultant shall proceed with design development based on input received from the CRA on the early deliverables and Preliminary Concept Design Plan. The Consultant shall continue to hold regular meetings with the CRA project team for ongoing coordination and development of the design elements. At the 60% design point, the Consultant shall submit plans and specifications, a description of the design, the requirements of the proposed space, and the schedule for final design and construction phasing.

C. Once the CRA Project Manager has accepted and approved of the 60% deliverables, the Consultant shall complete production of the final construction documents. Comments provided at the conclusion of the 60% review shall be incorporated in the construction documents unless otherwise agreed to by the CRA Project Manager. The technical specifications for the project shall conform to the format of the Construction Specification Institute (Divisions 0 through 16). The General Conditions and the General Contract Documents (Division 1 specifications) shall conform to those used by the City of Orlando.

D. The Consultant shall obtain and pay for all necessary permits required by state and local agencies for the construction of the LCP, which shall include, but not be

Procurement and Contracts Division RQS26-0123 Exhibit Six - Page: 3 limited to, such things as environmental permits, building permits and utility service permits and right-of-way permits.

E. Studies, investigations, designs, and calculations shall be performed by responsible, licensed professionals who shall design complete elements that meet the needs and expectations of the CRA project team. The Consultant design professionals shall be required to certify, sign, and seal their respective drawings and specifications in compliance with Florida Statutes.

1.2 Schedule

A. The design schedule for the completion of the LCP is anticipated to ten (10) months from the Notice to Proceed. The Consultant shall submit a proposed schedule for the work and detail to the CRA Project Manager to be agreed upon by the parties prior to the issuance of the NTP

B. The CRA understands that the project duration may be subject to modification depending on the time associated with the various agencies, organizations and entities that need to perform reviews and provide approvals which are out of the control of the Consultant.

1.3 Orlando Green Works Initiative

The City of Orlando has adopted compliance with the sustainability goals set by Mayor Dyer’s Green Works Initiative as a top priority.

A. The goals for this initiative are:

1. Reduction of City energy consumption by 50% by 2030.

2. All municipal energy consumption must be delivered by renewable resources by 2030.

3. New facilities shall be designed to use environmentally friendly products, minimize energy consumption, enhance indoor air quality, and provide for recycling within the project budget.

A. The Consultant shall prepare a Sustainability Report during Concept Phase, to help the CRA determine the appropriate sustainability approach for this project.

This report shall include the following:

1. Preliminary Energy Model. The City has a goal of utilizing 100% renewable energy for municipal operations by 2030. A preliminary energy model shall be created in Concept 1, to help the City understand which energy design features should be incorporated and to determine an Energy Use Intensity (EUI) Goal for the project. The energy model results shall include various iterations, Procurement and Contracts Division RQS26-0123 Exhibit Six - Page: 4 different lighting and mechanical systems, solar photovoltaic (“PV”) systems, etc. The results shall indicate the EUI for the project as well as the potential LEED (Leadership in Energy and Environmental Design) points.