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condition and proper reflectivity will be relocated to the required horizontal clearance. Signs in poor condition that are still necessary will be replaced. Existing signs that do not meet the minimum height clearance will be raised to seven feet above the edge of travel to ensure proper clearance above the paved shoulder bike lanes on both sides. All pavement markings will be replaced with thermoplastic paint once the resurfacing is completed. Where roadway modifications are necessary the new markings and signing will be designed for the new conditions. Pedestrian crosswalks will be safely designated according to the latest standards noted above. All crosswalks will have adequate signage to provide advanced information to the motorists for safety and pedestrian landing pads will be installed on all corners that do not have sidewalk connections when sidewalk is present on the opposing side. It was noted that sidewalk alignments at 75th St and 81 st St. do not meet ADA requirements and need to be realigned at the intersection to guide users into the crosswalk instead of into the intersection. We will see that the sidewalk realignments are incorporated in the construction plans. These two intersections will need the pedestrian landing pads as will all four comers of the CR-510 intersection due to the existing signal with Ped features and crosswalks and no sidewalks. It was noted that GoLine Bus Route 9 serves this roadway segment. There are several bus stops located along the corridor such as the ones at 65th St, 69th St and 77th St..These bus stops are not ADA compliant, having no boarding and alighting pads present. We will, at the direction of the County, coordinate with GoLine to advise them of this deficiency and determine their schedule for improvements to avoid conflicts with the contractor during construction. Bus stop ADA improvements are typically the responsibility of the bussing authority. Design Approach: Preliminary Engineering: We propose the project be done in two phases, Preliminary Engineering and Final Design. We recommend this approach for several reasons. First, preliminary engineering gives us the opportunity to compile all the base information, set control grades, evaluate the extent of conforms (driveway and adjacent streets) required, confirm drainage patterns and ditch clearances, identify the key issues and impacts, develop an opinion of construction cost for the various elements, and perform a complete assessment the project. This can all be done for a fraction of the total cost of detailed final design, and if portions of the project are identified as too expensive, alternatives can be looked at prior to investing in the cost of detailed design. The preliminary design phase of this project will provide for proper project development and is consistent with our QA/QC procedures. At this first stage of the project we will compile the base information and background information and set up the project. We will evaluate the budget to assess what is the realistic cost of improvements. We will work with the county to sort through the proposed improvements and recommend refinements to the project based our experience. The first design-level step is to perform the development of the engineering control plan. This is where we work with the topographic mapping and start designing the road geometrics. Mapping is critical and we will rely on the mapping provided by the county. 36