HomeMy WebLinkAbout031708 City Council work session
Engineering Division
Public Works Department
MEMORANDUM
City of Prior Lake
4646 Dakota St SE
Prior Lake, MN 55372
TO:
City Council
FROM:
Steve Albrecht, Director of Public Works
DATE:
2/14/08
RE:
TH13/150th Street Intersection
Workshop Presentation
In 2007 the City's of Savage and Prior Lake completed ajoint study of the THI31150th Street Intersection and
adjacent TH 13 Corridor from Oakland Beach Avenue to Green Oaks Trail. A draft of the studies findings and
recommendations will be presented by SEH at the February 19th City Council Workshop. The City of Savage
has reviewed the draft study and recommended option and supports proceeding.
Include for the City Councils review are the following items:
I) Draft Study
2) Recommended Altemative
3) Neighborhood Service Area Map for Intersections
Staff requests that the City Council provide direction regarding the following questions after reviewing the
information provided with this memorandum and the workshop presentation:
I) Is the 150th/THI3, Oakland Beach/THI3/, Green Oaks Trail/THI3 project a priority for the City? Ifit is
a priority where should the priority rank in comparison with the ArcadialCR 21 and
Main/Ridgemont/TH 13 projects?
2) Does the Council support pursuing the recommended option?
3) Is the proposed pedestrian tunnel and trail system a priority?
Staff offers the following comments for consideration as the Council reviews the project information:
a) While the 150th Street/TH 13 intersection is not the highest accident intersection in the corridor, this
project does provide a solution to the current safety issues at the Oakland Beach intersection which has a
G:\Streets_and_ Transportation\ 150th- TH 13 Intersection Study\TH13-15oth Memo.doc
higher rate of accidents and will become worse as trafIic volumes increase. The safety benefit to I 50th is
different in that this intersection also services the High School and special consideration may be
warranted. The project also deals with safety issues related to the Prior Lake Rental Center access.
b) Pedestrian safety in this area would be greatly enhanced and this project would provide the I st phase of a
needed TH 13 pedestrian corridor.
c) The project takes in to consideration costs and impacts to both Prior Lake and Savage and tries to
balance them to achieve a viable project. This project would represent a true partnership between the
two Cities in which both partners make sacrifices to accomplish needed safety improvements for the
larger community.
d) This project presents options that are supported by MnDOT Staff and therefore will maximize the
potential for State dollars on the project.
e) The intersection restrictions will cause additional traffic primarily on Fairlawn Shores Trail, Green Oaks
Trail and Glendale A venue/Rustic Road. The traffic volume impacts to Glendale A venue/Rustic Road
and Green Oaks Trail are anticipated to be very minimal based on the traffic data obtained by the study.
The impacts to Fairlawn are larger however that segment of street is part of the City's State Aid system
and was designed to handle much larger trafIic volumes than it currently ex~eriences. Additionally the
signal at Fish Point Road and TH 13 provides safe access for the entire I50t neighborhood to TI-I 13.
The proposed additional volumes are not substantial but the City may have to make some control tweaks
along the corridor to ensure safety is not compromised by increased traffic.
G:\Streets_and_ Transportation\150th- TH 13 Intersection Study\TH 13-150th Memo.doc
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SEH
DRAFT MEMORANDUM
TO:
John Powell, City of Savage
Steve Albrecht, City of Prior Lake
FROM:
Mike Kotila, PE; Mark Ray, EIT
DATE:
August 23, 2007
RE:
Preliminary intersection control findings for 150th Street at TH 13
SEH No. ASA V AG0703.00 MTKA
1. Background Study Purpose
In 1996, MnlDOT worked with the Cities of Savage and Prior Lake to develop an access
management plan for TH 13. The 1996 Access Plan identified the TH 13/150th Street intersection
to be perpetuated as a full access intersection. Adjacent local street intersections (TH 13 at Green
Oaks Road/152nd Street and Oakland Beach Road/Zinran Avenue) on TH 13 were identified as
right-in/right-out intersections in the access plan.
The 150th Street intersection was identified for full access, but due to a severe skew between
intersecting roadway alignments, the long term geometric configuration of the intersection was
undetermined. Since 1996, the Cities and MnlDOT have implemented safety improvements on
TH 13 including turn lanes on TH 13 when the Prior Lake High School was opened westerly of
the intersection in 2003. Skew corrections on the 150th Street approaches to TH 13 were not made
at that time.
Increasing traffic demands in the area due to regional growth on TH 13, local growth from nearby
residential development and high school activities have increased local concerns for traffic safety
in the corridor. South bound left turn safety is a concern at the TH 13/Zinran intersection.
Eastbound and westbound cross-over movements are a concern at 150th Street especially due to
high school activities which attract trips from and across TH 13 at these locations. A severe crash
occurred involving school age drivers in 2006 has raised local concerns to a higher level. In
response to safety concerns, the Cities of Savage and Prior Lake have initiated this design study.
2. Study Purpose
The purpose of this study is to provide sufficient level of traffic operation analysis and design
feasibility to define a long term operational plan for the corridor of Trunk Highway between
Oakland Beach Road/Zinran Ave and Green Oaks Road/152nd Street, including the intersection
of Trunk Highway 13 with 150th Street, in Prior Lake/Savage, Minnesota. The intersections
adjacent to 150th Street are being considered for access modifications to reduce movements to
right-in fright-out only.
The need to develop an operational plan has evolved as a result of growing regional and local
traffic demands. Findings in this study will allow City and State representatives to make informed
Short Elliott Hendrickson Inc., 10901 Red Circle Drive, Suite 200, Minnetonka. MN 55343-9301
SEH is an equal opportunity employer I www.sehlnc.com I 952.912.2600 I 800.734.6757 I 952.912.2601 fax
Preliminary intersection control findings
August 22, 2007
Page 2
decisions regarding the future of the TH 13 intersection with l50th Street and the adjacent
intersections.
3. Study Location
TH 13 is classified as an "A" Minor Expander and serves both local and regional traffic. The
intersection of l50th Street with TH 13 is located in Scott County on the border between Savage
and Prior Lake, Minnesota. l50th Street is located roughly halfway between the central business
districts of Savage and Prior Lake. Attachment A is a figure of the study area.
Land use along TH 13 in the study corridor area is primarily residential with some commercial.
The Prior Lake/Savage High School is located less than 1 mile east of the intersection of l50th at
TH 13. Residential development in the area has not reached full build out and in the area to the
east of the study corridor with 98 lots still empty.
4. Existing Conditions
Currently, the intersection ofTH 13 with 1 50th Street is a four-legged intersection with two-way
stop control on l50th Street. TH 13 is a two-lane undivided rural section highway through the
area, however, at 1 50th Street, the northbound and southbound movements have exclusive left
and right-turn lanes. The majority of the land uses in the area are residential and some light
commercial. The posted speed limit along TH 13 transitions from 55 mph at l52nd Street/Green
Oaks Road to 45 mphjust south of l50th Street. Along l50th Street, the posted speed limit is 30
mph. One major traffic generator in the area is Prior Lake High School which is located just to
the east of the intersection, along 1 50th Street.
MnlDOT traffic counts, collected in 2006, show that TH 13 has an AADT of 17,800 north of the
intersection and 16,400 south of the intersection with l50th Street. l50th Street has an AADT of
1,450 vpd west ofTH 13 and 2,000 vpd east ofTH 13.
The intersection of TH 13 and Oakland Beach Road/Zinran A venue is a four-legged intersection
with two-way stop control on Oakland Beach Road/Zinran Avenue. Oakland Beach Road and
Zinran Avenue are each two lane local streets with a single lane of approach to TH 13. Each
approach widens immediately before TH 13, allowing right turns to bypass a single vehicle
waiting to cross or turn left on TH 13. If the queue exceeds two vehicles, the right turn space is
blocked. Northbound and southbound TH 13 operate with a through lane and a right turn lane.
The posted speed limit along TH 13 is 45 mph and along Oakland Beach Road/Zinran Avenue is
30 mph.
The intersection of Green Oaks Road/152nd Street with TH 13 is a four-legged intersection with
two-way stop control on Green Oaks Roadl152nd Street. Green Oaks Road and l52nd Street are
two lane streets with a single lane of approach that widens immediately before TH 13, allowing
right turns to bypass a single vehicle waiting to cross or turn left. If the queue exceeds two
vehicles, the right turn space is blocked. Northbound and southbound TH 13 operate with a
through lane and a right turn lane. Left turns are made from the through lane. The posted speed
limit along TH 13 is 55 mph and along Green Oaks Roadl152nd Street is 30 mph.
a. Intersection Volumes
Turning movement counts were collected during the AM and PM Peak hours at the
intersections of TH 13 with 1 50th Street, Oakland Beach Road/Zinran A venue, and Green
Preliminary intersection control findings
August 22, 2007
Page 3
Oaks Roadll52nd Street on May 23, 2007 while school was still in session. Figures in
Attachment B summarize the AM and PM Peak hour turning movement counts. Minnesota
Department of Transportation turning movement count and approach count data from June
13, 2006 was also used in the analysis to identify trends in traffic patterns when the school is
in session and when school out for the summer.
The AM Peak hour occurred from 6:30 AM to 7:30 AM. This time frame coincides with the
start of the school day at 7:20 AM at the Prior Lake/Savage High School. The PM Peak hour
was from 5:00-6:00 PM which does not overlap with the high school dismissal time which
occurs at 2: 10 PM.
b. Crash History
Crash data from 2003-2006 was obtained from MnlDOT's MnCMAT data files to identify
historical safety concerns and develop collision diagrams. Attachment C, in the appendix,
provides a detailed breakdown of the intersection crashes, as well as the Metro District
averages from 2002. Crash diagrams are in Attachment D for review. A brief summary of the
crash history is included below.
Between 2003 and 2006 there were a total of 8 crashes at TH 13 and 150th Street. Four of the
crashes were right angle and two were rear-end crashes. The crash rate at the intersection was
0.30 crashes per million entering vehicles while the severity rate was 0.40. These rates are
higher than the 2004-2005 Minnesota Metro District crash rates for rural thru/stop
intersections. The Metro average crash rate was 0.20 and the average severity rate was 0.30.
The intersection of Oakland Beach RoadlZinran A venue with TH 13 had 14 crashes of which
8 (57%) were rear-end collisions. The crash rate at the intersection was 0.50 crashes per
million entering vehicles while the severity rate was 0.90 (higher than Metro averages for
rural thru/stop intersections)
The intersection of Green Oaks Road/152nd Street and TH 13 had 5 crashes of which all 5
were rear-end collisions. The crash rate at the intersection was 0.20 crashes per million
entering vehicles while the severity rate was 0.20 (lower than Metro area averages)
5. 150th Street Intersection Traffic Control Alternatives based on Existing Conditions
Traffic control alternatives were considered consistent with the Intersection Control Evaluation
(ICE) guidelines which evaluate all-way stop control, signalized control and roundabout control
for full access intersections.
a. All Way Stop Control
All way stop control has been considered for the intersection. TH 13 is configured as an
undivided 2-lane highway with a rural cross section. Northbound and southbound left and
right turn lanes are in place at 150th Street. Very high through traffic volume demands on TH
13 make it undesirable to create an all-way stop condition as stop sign control on high
volume multilane intersection approaches presents several operational and safety challenges
including capacity, assignment of right of way and driver compliance.
Preliminary intersection control findings
August 22, 2007
Page 4
Under existing volume conditions, MMUTCD all-way stop warrants are NOT MET due to
low volume demands on the side streets. The all-way stop warrant analysis are attached as
Attachment E. For the above stated reasons, all-way stop control is not a recommended
treatment along TH 13.
b. Traffic Signal Control
Existing (2007) traffic volume demands on TH 13 at 150th Street DO NOT SATISFY
minimum volume thresholds prescribed in the MMUTCD for consideration of a traffic signal.
It should be noted that not satisfying a minimum volume threshold is only one indicator when
considering signalization. Many other factors (See the MMUTCD) should be considered prior
to selection of signalization as an intended method of solving operational problems that may
exist.
Warrant 1 in the MMUTCD requires that 8 hours of volume demand be present to consider
signalized control and Warrant 2 requires 4 hours. Warrant 3 considers only the peak hour
volumes. None of the volumes met the minimums for Warrant 1, only 1 hour (11 am) met the
minimum for Warrant 2, and no hours met the Peak Hour requirement for Warrant 3. The
failure to satisfy any of the signal warrants was based upon the relatively low minor street
volumes. Volumes along the major street (TH 13) did satisfy the minimum thresholds for a
signal. Attachment F summarizes the signal warrant analysis under existing conditions.
c. Roundabout Control
The Minnesota Department of Transportation has adopted the practice of considering the use
of a roundabout at an intersection if an all-way stop or traffic signal warrants have been met.
In the event that neither the traffic signal nor all-way stop warrants have been met, the
existing two-way stop condition would be evaluated as part of an overall access management
plan along the corridor. Based on the existing conditions warrant analysis, a roundabout is not
a recommended course of action. However, in the interest of planning for future conditions
analysis was performed based on existing and future conditions. A summary figure is
included as Attachment G and a written summary is below.
A single lane roundabout has a maximum volume to capacity ratio (V/C) of 1.01 and 1.02
during the AM and PM Peak, respectively. As a rule of thumb, V/C ratios over 0.85 are not
recommended for roundabout operation. The high V/C ratio during the AM Peak is due to the
high volume of northbound thru traffic and the high V/C ratio during the PM Peak is due to
the high southbound thru traffic volume.
The V/C ratio improves with the use of a double lane roundabout over a single lane
roundabout. A double lane roundabout has a maximum AM Peak V/C ratio of 0.50 and a max
PM Peak V/C ratio of 0.51. Based on this basic analysis, a double lane roundabout would be
preferred over a single lane roundabout. The operational demand for a two lane roundabout
increases the size ofthe right of way needed.
The high differential between mainline (TH 13) and cross street (150th Street) traffic demands
should also be considered. With a low percentage ofTH 13 drivers turning at 150th Street,
natural gaps in the circulatory roadway may not occur frequently enough to serve the minor
entries and under these flow conditions. In addition TH13 drivers may not yield to circulatory
Preliminary intersection control findings
August 22, 2007
Page 5
flow when yield conflicts occur infrequently. Roundabout design would need to consider this
imbalance of traffic flow to safely promote yielding by entering vehicles to the circulatory
flow.
Another challenge with using a roundabout at 150th Street is that the approaches are skewed
to fairly extreme angles. This could increase the right of way needed for the project to allow
for the appropriate approach geometry.
Operational benefits that a roundabout would provide include: full access for all movements
at the intersection, reduction in vehicular conflicts, the potential for smooth flow for all
movements during the off-peak times, and no signal maintenance costs.
In the most recent 3-year crash history, there were two right-angle collisions out of the five
total collisions. A roundabout at the intersection could aid reducing those types of collisions
however, roundabouts may increase the number of rearcend collisions.
Additional analysis using Rodel and/or VISSIM should be performed if roundabouts are to be
considered.
6. Short Term Traffic Demands - Planned Development
A review of short term traffic growth due to imminent development to determine effect on need
for traffic control has been performed.
a. Build-out of Residential Subdivision
A mostly vacant residential subdivision was included in the study due to its' close proximity
to the intersection and the impact it will have once it is fully occupied. A field study done in
July 2007 found that there were 98 empty lots in the subdivision. It was assumed that only
single detached family homes would be built on the lots. The ITE Trip Generation Manual
7th Edition was used to develop AM Peak, PM Peak, and Daily trips forecasts. Trip routing
was performed based upon based upon known traffic patterns (turn move counts) and trip
comparison of trip length/travel time through the local transportation network. Attachment H
includes figures of the trips routed through the study corridor during the AM and PM peak
hours.
b. Expansion of High School
The Prior Lake/Savage High School currently has an enrollment of approximately 1,850
students. The school district anticipates enrollment to grow to 2,450 students. The original
high school transportation impact analysis plan (on file with the City of Savage) was based on
an estimated a student population of 2,000. The method of analysis used in the original traffic
impact study was extrapolated to represent traffic impacts of 2,450 students. Updated traffic
data was used in developing trip volume and routing estimates for the additional students.
Attachment I includes figures of the trips routed through the study corridor during the AM
and PM peak hours.
7. Access Management Plan
A few different access management and safety improvement plans are under consideration for the
corridor. The following sub-sections describe the options considered at each of the three
intersections in the study area. Each intersection's assumed access condition would be considered
with assumed access conditions at adjacent intersections when traffic routing is considered.
Preliminary intersection control findings
August 22, 2007
Page 6
a. Zinran A venue/Oakland Beach Road
Two alternatives were considered for this intersection. The first is the complete closure of the
Zinran Avenue access to TH 13 and reduction of Green Oaks Trail to a right in/right out
configuration. Zinran Avenue is being considered for closure for multiple reasons. With the
exception commercial site on TH 13 (boat dealership which is now closed), there are no other
private accesses along Zinran Avenue. The closure Zinran would shift trips Avenue to the
intersection of TH 13 at l50th Street.
The second alternative would be to provide right in/right out only access from TH 13 to
Zinran A venue and Oakland Beach Road. Unlike complete closure of Zinran Ave, the limited
access would still allow drivers to get to the commercial site at the intersection of TH 13 and
Zinran Avenue directly from northbound TH 13.
Support for the reduction in movements at the intersection comes from multiple sources. The
first is the safety concerns related to vehicles making left turns at the intersection. Currently,
there are no separate left turn lanes for either the northbound lefts or the southbound lefts
from TH 13. Left trons from the through lane result in exposure to a rear end collisions and/or
evasive (and illegal) maneuvers through the right turn lanes. Rear end collisions were the
most common type of crash at the intersection between 2003 and 2006 and all of the crashes
occurred along TH 13. Furthermore, a detailed review of each of the crashes revealed that of
the 14 crashes that occurred at Zinran A venue/Oakland Beach Road between 2003 and 2006,
only 3 of the crashes would have occurred if the intersection was a right in/right out only
configuration.
b. 152nd Street/Green Oaks Road
As part of the corridor access management plan this intersection would remain a full access
intersection with TH 13 and have stop control for the minor street approaches to TH 13. The
roadway network around the intersection does not easily facilitate alternate routes for drivers
in the event that the intersection was made a right-in / right-out intersection.
In addition to no readily accessible alternate route, current peak hour volumes entering and
exiting the intersection on Green Oaks Road are less than 20 vehicles during both the AM
and PM peaks. On l520d Street, entering and exiting volumes are less than 25 vehicles during
the AM and PM peak hours. Appendix B summarizes the AM and PM Peak hour trips at
Green Oaks Road/152od Street.
Safety concerns at this intersection are less severe than the Oakland Beach Road/Zinran
Avenue intersection or the I 50th Street intersection.
c. 150th Street
See the Section 7" 1 50th Street Intersection Traffic Control Alternatives based on Near-
Future Conditions" for detailed analysis on the different traffic control alternatives for the
intersection.
8. 150th Street Intersection Traffic Control Alternatives - Short Term Traffic Demands
The volumes used in this analysis includes expanded high school enrollment and in fully
occupied residential development.
Preliminary intersection control findings
August 22, 2007
Page 7
a. All Way Stop Control
Very high through volume demands on TH 13 make it undesirable to create an all-way stop
condition as stop sign control on high volume multilane intersection approaches presents
several operational and safety challenges including capacity, assignment of right of way and
driver compliance. All-way stop control is not a recommended treatment along TH 13. All-
Way Stop Warrants are not satisfied.
b. Traffic Signal Control
Each of the corridor access management alternatives was run through MMUTCD signal
warrants, the only one that lead to a MMUTCD warrant being satisfied was the complete
closure of Zinran A venue which resulted in displacement of trips to the 150th Street
interesction. The primary turn movements experienced at the Zinran Avenue and TH 13
intersection is the southbound left turn and the westbound right turn. If Zinran Avenue is
closed, the westbound rights shift down to 150th Street. Satisfaction of warrants is dependant
upon the proportion of right turns included in the warrant analysis. With a 50% right turn
reduction applied to the right turn demand, the Eight Hour, Four Hour, and Peak Hour
warrants were satisfied. Attached to this memo is summary of the warrant analysis.
The traffic signal warrant analysis, with the right-in/right-out condition at Zinran A venue, is
included in Attachment J. The traffic signal warrant analysis, with Zinran A venue closed, is
included in Attachment K.
c. Roundabout Control
While a traffic signal warrant would be met with the closure of Zinran Avenue, even with the
change in the configuration of access points along the corridor, the high differential between
mainline (TH 13) and cross street (150lh Street) traffic demands may reduce the number
natural gaps in the circulatory roadway available to serve the minor entries. Roundabout
design should acknowledge that TH 13 drivers may not yield to circulatory flow when yield
conflicts occur infrequently. Thus, the analysis performed in Section 4.C remains relevant,
even if a signal warrant has been met.
9. Enhanced Access Management Plan
Based on the findings of the traffic control analysis at the intersection of 150lh Street and TH 13,
alternative methods of improving safety at the intersection were sought out. An enhanced access
management plan was developed to accommodate traffic demands while improving safety at the
intersections along the corridor.
a. Oakland Beach Road / Zinran A venue
This intersection would be modified to a right-in / right-out configuration for traffic on the
minor streets. See Section 6.a for further support for this intersection configuration. Existing
turning movement counts show that few vehicles make left-turns from the side streets. One
heavy movement that would be disrupted by the limited access would be the southbound-left
turning vehicles. However, this southbound left turn demand would be served 150lh Street.
Traveling this route would extend a drivers route by less than half a mile to a location that
could safely serve the demand.
Preliminary intersection control findings
August 22, 2007
Page 8
The real benefit from the modified access would be seen in terms of intersection safety.
Attachment C shows a list of the types of crashes that occurred at the intersection. A majority
of the rear end crashes occurred while vehicles were waiting to turn left from the southbound
through lane. Right angle collisions also occurred as vehicles were turning left at the
intersection. Combined, the right angle and rear end collisions comprise over half of all the
crashes that occurred at the intersection during the 4 years of crash data reviewed.
b. 150th Street
Based on the traffic control alternative analysis, an alternative method was sought out to
correct safety concerns while meeting the travel demand needs of the corridor and
surrounding communities. A layout of the 150th Street intersection was developed to in1cude
right in / right access to/from 150lh Street. Southbound left-turns from TH 13 would also be
allowed by providing an exclusive southbound left turn lane and median opening.
An additional component of this intersection re-configuration would be the re-alignment of
the west leg of 150lh Street. Currently the west approach to the intersection is at a skewed
angle. The reconfiguration would square up the intersection with TH 13 and improve
intersection sight lines.
The greatest benefit from the modified access will be seen in terms of intersection safety.
Attachment C shows a list of the types of crashes that occurred at the intersection. A majority
of the rear end crashes were due to vehicles getting hit while waiting to turn left. The right
angle collisions also occurred as people were turning left at the intersection. Combined, the
right angle and rear end collisions make up well over half of all the crashes that occurred at
the intersection during the 4 years of crash data reviewed.
c. Green Oaks Road /152nd Street
Similar to the original access improvement plan, as part of this enhanced access improvement
plan this intersection would remain a full access intersection with TH 13 and have stop
control along the minor streets. The roadway network around the intersection does not easily
facilitate alternate routes for drivers in the event that the intersection was made a right-in /
right-out intersection.
10. 2030 Traffic Forecast
Based Met Council Regional Model outputs City of Prior Lake's Comprehensive Plan, a growth
rate for volumes along the corridor was determined to be 1.2% per year. This This rate was used
to acknowledge background growth, but was not applied to the high school traffic volumes or the
full build-out of the housing development. Attachment L summarizes the future AM and PM peak
hour turning movement forecast, based on the limited access at 150lh Street and Oakland Beach
Road/Zinran Ave.
11. 2030 Traffic Analysis
Analysis on 2030 Peak Hour traffic volumes was done on a macroscopic level. Simulation
software was not used in the analysis due to the low volumes at each of the intersections and the
similarity in movement trends between existing and future volumes.
a. Oakland Beach Road / Zinran Ave
With the median closure at this intersection overall traffic flow is not expected to improve
much over existing conditions due to the fact that the current high volume movements are
Preliminary intersection control findings
August 22, 2007
Page 9
along TH 13 and are free flowing. As noted in Section 8.a, the major improvement to
intersection, as a result of the restricted movements, is the safety of the intersection under
both existing and future volumes.
b. 150th Street
With the median closure at this intersection overall traffic flow is not expected to improve
much over existing conditions, due to the fact that the current high volume movement along
TH 13 is free flowing at 150lh Street. An increase of southbound left turns will occur due to
the shift in the movement from the Oakland Beach Road / Zinran Ave intersection. The east
leg of the intersection will see an overall reduction in the number of vehicles that turn at 150lh
Street. The reason for this is that most ofthe existing traffic on 150th Street is either through
or left-turning vehicles. These vehicles would now have to shift down to 1520d Street in order
to make a left turn.
c. Green Oaks Road / 1520d Street
The biggest change in traffic patterns at this intersection due to the restricted movements at
the other intersections would be the increase in left turn volumes from the minor streets.
Highway Capacity Software was used to evaluate the performance of the intersection under
the 2030 volumes. During the PM Peak hour the level of service (LOS) on the minor streets
was F for the through and left-turn movements on both legs. On 1520d Street the right turn
movement had an LOS B and on Green Oaks Road the left turn LOS was C. Traffic on TH 13
had an LOS B heading northbound and an LOS A heading southbound. Attachment M
summarizes the HCS output for the intersection under 2030 conditions.
12. Conclusions and Recommendations
Based on the analysis performed on this corridor a strong case for full access traffic control
treatments cannot be made. Considering the nature of the existing safety issues and the high cost
and impact of any full access treatment that could be considered, an access management and
safety improvement solution is recommended.
TH 13 should be planned with a median separation of northbound and southbound lanes. This
center median treatment would eliminate safety concerns related to southbound left turn
movements from TH 13 to Zinran A venue from the through lane. The median should be extended
through the 150th Street intersection to restrict low demand left turn and crossing movements. The
higher demand southbound left turn movement with displaced left turn movements from Zinran
Avenue would be served with a protected southbound left turn channelized to allow only that
movement at 150lh Street. Right in and right out movements would be allowed at Oakland Beach
Road / Zinran Avenue and also at 150th Street.
The existing conditions and traffic demands along THl 3 at 1520d Street are less severe than those
at 150lh or at Zinran. An opportunity may exist however to eliminate a commercial driveway from
TH 13. The effect of the above suggested access changes at 150th Street may result in an small
increase in traffic demand at the Green Oaks Road/152od Street intersection with TH 13. The
increase volume is expected to be less than 100 vehicles on each of the side streets during the
peak hour. The intersection of Green Oaks Road/152od Street should be monitored for safety
concerns that could develop as traffic volumes increase.
p:\pt\s\savag\070300\tratlic\dratl tratlic study report 082307.doc
Preliminary intersection control findings
August 22, 2007
Page 10
Attachment A
Project Location Map
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Attachment A
Preliminary intersection control findings
August 22, 2007
Page I I
Attachment B
Existing Peak Turning Movement Counts
Oakland Beach
150th
152nd
City of Savage and City of Prior lake
TH 13 at 150th Street
Preliminary Design Study
1,007
415
"t- 142
I 6 I 289 120 131
~ 1 L. +-- 6
15 ...- 5 --
1-- 7 ~ ~ T r 124
1 --+
11 ~ 3 869 3 I
19
875
305
NB Oiff
5B Oiff
875
305
"t- 41
l_ 9 I 259 37 ~-
J 1 L. +-- 5
16 ...- 13 --
1-- 47 ~ ~ T r 286
22 --+
3 ~ 2 805 227 I
72
1,034
275
4 NB Oiff
58 Oiff 5
1,030
270
"t- 23
I 2 I 267 1 8
~ 1 L. +-- 0
4 ...- 15 --
1-- 12 ~ ~ T r 8
0 --+
5 ~ 2 1,010 7 I
17
1,019
287
~
SEH
AM Peak Hour
Intersection Volumes
6:30 - 7:30
Oakland Beach
150th
152nd
City of Savage and City of Prior Lake
TH 13 at 150th Street
Preliminary Design Study
654
1,183
70
I 15 1,059 I 109 "'L- 63
.J ! L. +-- __.!L._
19 ..- 7 ~
f- 8 -3" ~ T r 113
1 ---+
8 ---::a.. 4 I 583 I 3 I
17
590
1,074
4 NB Diff
SB Diff -14
586
1,088
48
I 93 957 38 "'L- _28 ~~
..I ! L. +-- 6
107 ..- 14 ~
1- 24 -3" ~ T r 71
10 ---+
7 ---::a.. 8 534 23 I
41
565
978
-2 NB Diff
SB Diff 2
567
976
23
I 7 965 4 "'L- 12
.J ! L. +-- 0
14 ..- 11 ~
f- 7 -3" ~ T r 18
1 ---+
6 ---::a.. 7 548 13 I
14
568
982
3t.
SEH
PM Peak Hour
Intersection Volumes
5:00-6:00
Preliminary intersection control findings
August 22, 2007
Page 12
Attachment C
Crash Summary Table
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Preliminary intersection control findings
August 22, 2007
Page 13
Attachment D
Collision Diagrams
Collision Diagram
TH 13 at Oakland Beach Ave S&Zinran Ave
Location: TH 13 at Oakland Beach Ave S5Zinran Ave
Time Period: 111103 - 12131106
Pm:' ~R_ F
NORTH J
r-- -
Date: 06112107
@ 7.15.16 - 17:20 - L-C-O ~ ~ 2.18.05 - 04:40 - OO-C-O
) :L ~ 11.3.05 - 11:30 - L-C-O
II' 1 0 12.6.05 _ 08:35 _ L-C-O
1 @ 4.7.04 - 7:35 - L-C-O
o 6.7.04 - 18:11 - L-C-O
@ 6.1.06 - 12:11 - L-C-O
) ) )
9.20.06 - 08:06 - L-C-O @
l______
KEY
~
--000-7
---7
Motor Vehicle Backing Up
Motor Vehicle Out of Control
Motor Vehicle Ahead
Details Unclear
:1
-r-
*
o Fixed Object
. Fatal Accident
@ A Injury Accident
@ B Injury Accident
@ C Injury Accident
o Property Damage Accident
---70--7
T
118,800 1
June 12, 2007
I
I
I
~
o 9.29.04 - 08:48 - L-C-O
~8.80ol ~~~ -"~ - """
@ 12.3.03 - 08:43 - L-C-O
--7 0 8.17.05 - 16:55 - L-C-O
r
~ 3.3.05 - 15:44 - L-C-O r
05.26.05 - 17:25 - L-G-W r
No. of Accidents
Fatal =
A injury =
B injury =
C injury =
Injury Total =
Property Damage
Total Accidents =
t.:::::::= _
0
0
3
5
8
= 6
14
-- -I
I
I
I
I
I
I
I
I
I
I
I
I
I
NOTES
[1] ENTERING ADT = 18,800 [3] SEVERITY RATE = 0.9
[2] CRASH RATE = 0.5
Sideswipe
Left Turn
Light:
L - Daylight (1)
Rear End / ON - Dawn (2)
DU - Dusk (3)
Property Damage DL - Darl<. lighted (4)
DO - Dark. Ughts Off (5)
o - Darl<. Unlighted (6)
X - Unknown (0. 90. 99)
Right Angle
B Injury
2005 ADT
Other
Veillc~
COLLISION DIAGRAM
Weather: Surface:
C - Clear or Cloudy (1. 2) 0 - Dry (1)
R _ Rain (3) W - Wet or Waler(2. 6)
S - Snow or Sleet (4. 5) S - Snow. Slush. or Ice (3. 4, 5)
F - Fog. Smog. Smoke (6) M - Muddy (7)
B = BIaMng Sand /Oust (7) Db - Debris (8)
W _ Severe Crosswinds (8) 0 - Oily (9)
X - Other or Unknown (0. 90. 99) X - Other or Unkoown (0. 90. 99)
@ [Dale] - [T1me (Ivs)) - [Ugh! -Weather - Surface]
FIGURE
~
1
i
o
l
~
9-
~
i
%
I
;
0:
~
:i:
Location: TH 13 at 150th St
Time Period: VV03 - 1213V06
Pm:: ~R_S-
NORTH J
r-- -
12.2.03 - 07:06 - L-C-O --J
l______
KEY
~
---000-1
~
Motor Vehicle Backing Up
Motor Vehicle Out of Control
Motor Vehicle Ahead
Details Unclear
d
-r-
*
o Fixed Object
. Fatal Accident
@ A Injury Accident
@ B Injury Accident
@ C Injury Accident
o Property Damage Accident
~
T
118,800 I
June 12,2007
Collision Diagram
TH 13 at 150th St
No. of Accidents
Fatal =
o
o
Date: 06112107
A injury =
B injury =
C injury =
I
Injury Total = 2
I Property Damage = 6
Total Accidents = 8
L.::::::==
I
2
o
d 010.11.04 - 17:44 - L-C-O
@ 5.19.06 - 07:08 - L-C-O
r- 5.3.05 - 07:29 - L-C-O
1 0 7.13.06 - 18:53 - L-C-O
~8,8001 ----.1-- 02.16.06 -15:40 - L-C-O
@ 425.03 - 17:48 - L-C-O T
o 4.14.04 - 16~6 - L-C-O T
Sideswipe
NOTES
[1] ENTERING ADT = 18,800 [3] SEVERITY RATE = 0.4
[2] CRASH RATE = 0.3
Left Turn
Ught:
L - Daylight (1)
Rear End / ON - Dawn (2)
OU - Dusk (3)
Property Damage OL - Darl<, lighted (4)
DO - Darl<, lights Off (5)
D - Dark, Unlighted (6)
X - UnI<rtaMI (0. 90. 99)
Weather: Surface:
c - Clear or Cloudy (1.2) 0 - Dry (1)
R - Rain (3) W - Wet or Water(2. 6)
S - Snow or Sleet (4. 5) S - Snow, Slush. or Ice (3. 4, 5)
F - Fog. Smog. Smoke (6) M - Muddy (7)
B - Blowing Sand /Dust (7) Db - DebrIs (8)
W - Severe Crosswinds (8) 0 - Oily (9)
X - Other or Unknown (0. 90. 99) X - Other or Unknown (0. 90. 99)
~ [Date] - [nme (Ivs)) - [Ugh! -Weather - Surface]
~
Right Angle
B Injury
2005 ADT
Other
Vehlc~
COLLISION DIAGRAM
FIGURE
-,
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Collision Diagram
TH 13 at 152nd St WGreen Oaks Rd
Location: TH 13 at 152nd St WGreen Oaks Rd
Time Period: VV03 - 1213V06 Date: 06112107
Pm:: MWR_ S-
NORTH J
r---- -
)
o 6.30.06 - 8:52 - L-C-O
l______
KEY
~
----000-7
---7
Motor Vehicle Backing Up
Motor Vehicle Out of Control
Motor Vehicle Ahead
Details Unclear
1
-r
*
o Fixed Object
. Fatal Accident
@ A Injury Accident
@ B Injury Accident
@ C Injury Accident
o Property Damage Accident
--D-7
-,
117,2001
June 12, 2007
to 8.23.05 - 14:04 - L-C-O
@11.18.05 -18:39 - ~
( (
I
I
I
n7,2001
o 8.14.04 - 17:00 - L-C-O
o 6.30.06 - 8:52 - L-C-O
)
012.18.06 - 19:34 - D-C-D
f
No. of Accidents
Fatal =
A injury =
B injury =
C injury =
Injury Total =
Property Damage
Total Accidents =
t.::::==
0
0
0
1
1
= 4
5
-- -,
NOTES
[1] ENTERING ADT = 17,200 [3] SEVERITY RATE - 0.2
[2] CRASH RATE = 0.2
Sideswipe
Left Turn
Light:
L - Oayllght (1)
Rear End / ON - Dawn (2)
OU - Dusk (3)
Property Damage OL - Dark, LIghted (4)
00 - Dark, Ughls Off (5)
o - Dark, Unlighted (5)
X - Unknown (0. 90, 99)
Right Angle
B Injury
2005 ADT
Other
Vehlc~
COLLISION DIAGRAM
Weather: Surface:
C - Clear or Cloudy (1. 2) 0 - Dry (1)
R - Rain (3) W - Wet or Wat"'(2. 5)
S _ Snow or Sleet (4, 5) S - Snow. SIIlsh. or Ice (3. 4, 5)
F - Fog. Smog. Smoke (5) M - Muddy (7)
B - Blowing Sand /Dust (7) Db - Debris (8)
W . Severe Crosswinds (8) 0 - Oily (9)
X. Other or Unknown (0. 90. 99) X - Oth... or UnI<nown (0. 90. 99)
@ [Oate] - [TIme (I'lS)] - [Ught-Weather- Surface]
FIGURE
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Preliminary intersection control findings
August 22, 2007
Page 14
Attachment E
All Way Stop Warrant Analysis using Existing Volumes
SEH Inc
10901 Red Circle Drive, Suite 200
. Minnetonka MN 55343
MultI-Way Stop Warrant Report
Major Street Approaches
Minor Street Approaches
Northbound: TH 13
Total Approach Volume: 10,337
Approach Speed: 45
Southbound: TH 13
Total Approach Volume: 10,733
Approach Speed: 45
Eastbound: 150th St
Total Approach Volume: 722
Westbound: 150th St
Total Approach Volume: 876
Warrant Summary
Criteria A -Interim Measure ................................................................................................................................................... Not.Evaluated
If traffic signals are justified, stop signs can be installed as an interim measure.
Criteria B - Crash Experience ................................................................................................................................................ Not Evaluated
Criteria C - Minimum Volumes and Delays ........................................................................................................................... Not Satisfied
Delay data not evaluated
Average of 8 highest hours does not meet volume criteria.
Criteria D - 80% of Volumes, Delays, and Crashes .............................................................................................................. Not Satisfied
Delay data not evaluated
Number of crashes (-1) is less than the minimum required (4).
Average of 8 highest hours does not meet volume criteria.
Analysis of 8-Hour Volume Warrants:
Time Major Major Minor Minor Crit C CritD
Total Avg Total Avg Major Minor Meets? Major Minor Meets?
18:00 - 19:00 1528 1,144.4 93 77.9 210-Yes 140-No Major 240-Yes 160-N 0 Major
13:00 . 14:00 1191 92
07:00 - 08:00 1115 92
04:00 - 05:00 106 9
10:00 - 11:00 1123 88
16:00 - 17:00 1695 87
14:00 . 15:00 1213 86
19:00 - 20:00 1184 76
08:00 - 09:00 1029 76
21 :00 - 22:00 750 68
06:00 - 07:00 924 67
01 :00 - 02:00 68 6
00:00 - 01 :00 147 6
02:00 - 03:00 51 4
05:00 - 06:00 362 33
22:00 - 23:00 422 25
23:00 - 00:00 261 16
11 :00 - 12:00 1137 129
15:00 - 16:00 1491 115
12:00 - 13:00 1320 115
17:00 - 18:00 1810 109
20:00 - 21 :00 1008 105
09:00 . 10:00 1079 100
03:00 - 04:00 56 1
Preliminary intersection control findings
August 22, 2007
Page 15
Attachment F
Traffic Signal Warrant Analysis using Existing Volumes
SEH Inc
10901 Red Circle Drive, Suite 200
S. 11.11 t S Minnetonka MN 55343
Igna rvarran S - ummary
Major Street Approaches
Minor Street Approaches
Northbound: TH 13
Number of Lanes: 2
Approach Speed: 45
Total Approach Volume: 10,337
Southbound: TH 13
Number of Lanes: 2
Approach Speed: 45
Total Approach Volume: 10,733
Eastbound: 150th St SE
Number of Lanes: 2
Total Approach Volume: 722
Westbound: 150th St W
Number of Lanes: 2
Total Approach Volume: 876
Warrant Summary (Rural values apply.)
Warrant 1 . Eight Hour Vehicular Volumes ...........................................................................................................................
Not Satisfied
Warrant 1A. Minimum Vehicular Volume .........................................................................................Not Satisfied
Required volumes reached for 0 hours, 8 are needed
Warrant 18 . Interruption of Continuous Traffic .............................................................................. Not Satisfied
Required volumes reached for 4 hours, 8 are needed
Warrant 1 A&8 . Combination of Warrants ......................................................................................Not Satisfied
Required volumes reached for 0 hours, 8 are needed
Warrant 2 . Four Hour Volumes .............................................................................................................................................
Number of hours (1) volumes exceed minimum < minimum required (4).
Not Satisfied
Warrant 3 . Peak Hour ................. ....... ............................................................... ................................... ...................................
Not Satisfied
Warrant 3A . Peak Hour Delay ...........................................................................................................Not Satisfied
Approach volumes on minor street don't exceed minimums for any hour. Delay data not evaluated.
Warrant 38 . Peak Hour Volumes ......................................................................................................Not Satisfied
Volumes do not exceed minimums for any hour.
Warrant 4. Pedestrian Volumes ............................................................................................................................................ Not Evaluated
Warrant 5 . School Crossing .................................................................................................................................................. Not Evaluated
Warrant 6 . Coordinated Signal System ................................................................................................................................ Not Evaluated
Warrant 7 . Crash Experience ................................................................................................................................................ Not Satisfied
Number of accidents (1) is less than minimum (5). Volume minimums are met.
Warrant 8 . Roadway Network ............................................................................................................................................... Not Evaluated
SEH Inc
10901 Red Circle Drive, Suite 200
S. I ..,1 S Minnetonka MN 55343
Igna rvarrants - ummary
700
I 600
0..
c..
-5
ell 500
e
0.
0.
~
Q)
E 400
::;,
(5
>
:u
.c 300
Cl
J:
I
Qi
2! 200
ii5
'-
0
c:
~ 100
0
I I I
Warrant Curves
Peak Hour Warrant
Four Hour Warrant
[Rural, 2+ major lanes and 2+ minor lanes curves us d
"- I
'" ~
"'-
~ '" I
~ I
~
,I ~
~ ............... '--... I---..
- " 'I. I I 1 'ii I
2~ I 50 I ~ 21 ro 180 ~o r~ 1~li "0 I I'i l~
I
200
400
1800
600
800
1000
1200
1400
1600
Major Street - Total of Both Directions (VPH)
Analysis of 8.Hour Volume Warrants:
Hour Major Higher Minor War.1A War-1 B War-1A&B
Begin Total Vol Dir Major Grit Minor Grit Meets? Major Crit Minor Grit Meets? Major Grit Minor Crit Meets?
00:00 147 4 EB 420-No 140-No .-- 630-No 70-No -.. 504-No 112-No -..
01:00 68 5 EB 420.No 140-N 0 .-. 630-No 70-No -.. 504-N 0 112-N 0 .-.
02:00 51 3 WB 420-No 140.N 0 -.. 630-No 70-No -.. 504.No 112-No ...
03:00 56 1 EB 420-No 140-No ... 630-No 70-No ... 504.No 112.No -..
04:00 106 9 EB 420.No 140.N 0 --. 630.No 70-No -.. 504-No 112.No ...
05:00 362 27 EB 420-No 140.N 0 .-. 630.No 70-No .-- 504.No 112-No ---
06:00 924 49 EB 420.,yes 140.N 0 Major 630.Yes 70-No Major 504.Yes 112.N 0 Major
07:00 1,115 66 EB 420-Yes 140.N 0 Major 630.Yes 70-No Major 504.Yes 112.No Major
08:00 1,029 44 EB 420.Yes 140.N 0 Major 630,Yes 70-No Major 504-Yes 112.N 0 Major
09:00 1,079 57 WB 420-Yes 140.N 0 Major 630.Yes 70.No Major 504. Y es 112.N 0 Major
10:00 1,123 50 WB 420.Yes 140.N 0 Major 630.Yes 70-No Major 504.Yes 112.N 0 Major
11:00 1,137 87 WB 42().Yes 140.No Major 630.Yes 70-Yes Both 504.Yes 112.No Major
12:00 1,320 65 WB 420-Yes 140.No Major 630.Yes 70-No Major 504.Yes 112.N 0 Major
13:00 1,191 52 WB 420-Yes 140-No Major 630.Yes 70.No Major 504.Yes 112.No Major
14:00 1,213 51 WB 420.Yes 140-N 0 Major 630.Yes 70-No Major 504- Y es 112-No Major
15:00 1,491 76 WB 420-Yes 140.N 0 Major 630.Yes 70-Yes Both 504-Yes 112-No Major
16:00 1,695 57 WB 420-Yes 140-No Major .630.Yes 70-No Major 504-Yes 112-No Major
17:00 1,810 70 WB 420.Yes 140-No Major 630.Y.es 70-Yes Both 504-Yes 112.No Major
18:00 1,528 62 WB 420.Yes 140-No Major 630'Yes 70-No Major 504. Y es 112.N 0 Major
19:00 1,184 45 EB 420-Yes 140.No Major 630-Yes 70.No Major 504- Yes 112.No Major
20:00 1,008 74 WB 420.Yes 140-No Major 630.Yes 70-Yes Both 504-Yes 112.No Major
21:00 750 37 EB 420- Y es 140.N 0 Major 630.Yes 70.No Major 504.Yes 112-No Major
22:00 422 15 WB 420-Yes 140-No Major 630.N 0 70-No -.. 504-N 0 112.No ...
23:00 261 10 WB 420.No 140-No .-. 630.N 0 70-No .-. 504.No 112.No -..
Preliminary intersection control findings
August 22, 2007
Page 16
Attachment G
Roundabout Analysis using Existing Volumes
Intersection: 150th St Single Lane Roundabout. AM Peak
EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR PHF tHV
47 22 3 13 5 23 2 805 227 37 259 9 0.90 1.00
Default Values
Parameter Assumptions Approach WisDOT FDM FHWA
EB WB NB SB Single Double Single Double
o - inscribed circle diameter (ft) 131 131 131 131 130 160 131 180
r - entry radius (ft) 66 66 66 66 65 80 66 66
cP - entry angle (deg) 30 30 30 30 30 30 30 30
v - approach half width (ft) 13 13 13 13 lane(s) prior to flare 13 26
e - entry width (ft) 13 13 13 13 at yield point 13 26
I' - effective flare length (ft) 131 131 131 131 15 to 330 if needed 131 131
Southbound
339
~ "L- 972
+-- 22
18 343
J !
Westbound
"L- 46
T r
949 318
Entering Volume = 1,452
80 ~
Eastbound
% Left Turns =
% Crossing =
% Major Street =
7%
75%
92% N-S
118 ~
306 ~
r
1,149
Northbound
Volume to Capacity Ratios (V/C):
~EB WB NB SB
_ 0.08 0.07 _ 0.29
Capacity Summary
Shows 100% & 85% capacities based on paramters chosen;
default FHWA thresholds shown for reference only
2,500
-100% Capacity . FHWA 1-Lane
- -85% Capacity - - - - FHWA 2-Lane
WB NB SB
6 44 4
Queuin (feet):
EB WB NB SB
050 2 2 348 10
095 6 5 538 30
:c 2,000
Q.
.2-
~ 1 ,500
ii:
~ 1,000
C
w
500
500
1,000 1,500 2,000
Circulatory Flow (vph)
2,500
3,000
Source: FHWA Roundabouts Guide (2000)
Roundabout Analysis
SEH Inc.
6/26/2007
Intersection: 150th St Single Lane Roundabout - PM Peak
EBl EBT EBR WBl WBT WBR NBl NBT NBR SBl SBT SBR PHF fHv
24 10 7 14 6 28 8 534 23 38 957 93 0.90 1.00
Default Values
Parameter Assumptions Approach WisDOT FDM FHWA
EB WB NB SB Single Double Single Double
o - inscribed circle diameter (ft) 131 131 131 131 130 160 131 180
r - entry radius (ft) 66 66 66 66 65 80 66 66
4> - entry angle (deg) 30 30 30 30 30 30 30 30
v - approach half width (ft) 13 13 13 13 lane(s) prior to flare 13 26
e - entry width (ft) 13 13 13 13 at yield point 13 26
I' - effective flare length (ft) 131 131 131 131 15 to 330 if needed 131 131
119 1,121
J !
't-
+-
46 ~
Eastbound
Westbound
"t- 53
T r
629 79
Entering Volume = 1,742
% Left Turns =
% Crossing =
% Major Street =
5%
87%
95% N-S
80
1,087
--+
~
r
628
Northbound
Volume to Capacity Ratios (V/C):
IIIiII EB WB NB IiiiII
0.08 0.06 0.54
Capacity Summary
Shows 100% & 85% capacities based on paramters chosen;
default FHWA thresholds shown for reference only
2,500
-100% Capacity - FHWA 1-Lane
- -85% Capacity - - - - FHWA 2-Lane
Dela~ (sec/veh):
I ~~ I ~B
WB
4
NB
7
SB
46
:c 2.000
c.
~
~ 1,500
o
u::
~ 1.000
c
w
500
500
1,000 1,500 2,000
Circulatory Flow (vph)
2,500
3,000
Queuing (feet):
EB WB NB SB
050 2 2 29 382
095 6 5 85 573
Source: FHWA Roundabouts Guide (2000)
Roundabout Analysis
SEH Inc.
6/26/2007
Intersection: 150th St Double Lane Roundabout - AM Peak
EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR PHF tHV
47 22 3 13 5 23 2 805 227 37 259 9 0.90 1.03
Default Values
Parameter Assumptions Approach WisDOT FDM FHWA
EB WB NB SB Single Double Single Double
o - inscribed circle diameter (ft) 180 180 180 180 130 160 131 180
r - entry radius (ft) 66 66 66 66 65 80 66 66
cP - entry angle (deg) 30 30 30 30 30 30 30 30
v - approach half width (ft) 26 26 26 26 lane(s) prior to flare 13 26
e - entry width (ft) 26 26 26 26 at yield point 13 26
/' - effective flare length (ft) 131 131 131 131 15 to 330 if needed 131 131
Southbound
349
J 1:....- 1,001
+-- 23
18 354
J !
82 ~
Eastbound
Westbound
1:....- 47
T r
977 327
Entering Volume = 1,452
% Left Turns =
% Crossing =
% Major Street =
7%
75%
92% N-S
121 ~
315 ~
r
1,183
Northbound
Capacity Summary
Shows 100% & 85% capacities based on paramters chosen;
default FHWA thresholds shown for reference only
Volume to Capacity Ratios (V/C):
I Max I EB WB NB
0.51 0.04 0.03 0.51
Dela~ (sec/veh):
I A; I E2B
WB
2
Queuing (feet):
EB
050 1
095 3
WB
1
2
Roundabout Analysis
5B
0.15
2.500
500
100% Capacity - FHWA 1-Lane
- -85% Capacity - - - - FHWA 2-Lane
NB
3
:c 2,000
Co
~
~ 1 ,500
u::
~ 1,000
c
w
"~orthb und
5B
2
NB
26
77
3,000
"
"
SB
4
13
.....
500
1,000 1,500 2,000
Circulatory Flow (vph)
2,500
Source: FHWA Roundabouts Guide (2000)
SEH Inc.
6/26/2007
Intersection: 150th St Double Lane Roundabout. PM Peak
EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR PHF tHV
24 10 7 14 6 28 8 534 23 38 957 93 0.90 1.03
Default Values
Parameter Assumptions Approach WisDOT FDM FHWA
EB WB NB SB Single Double Single Double
o - inscribed circle diameter (ft) 180 180 180 180 130 160 131 180
r - entry radius (ft) 66 66 66 66 65 80 66 66
CP - entry angle (deg) 30 30 30 30 30 30 30 30
v - approach half width (ft) 26 26 26 26 lane(s) prior to flare 13 26
e - entry width (ft) 26 26 26 26 at yield point 13 26
/' - effective flare length (ft) 131 131 131 131 15 to 330 if needed 131 131
122 1,155
J !
t- 671
~ 32
47 --:J,.
Eastbound
Westbound
t- 55
T r
648 81
Entering Volume = 1,742
% Left Turns =
% Crossing =
% Major Street =
5%
87%
95% N-S
82
1,119
--+
--:J,.
r
647
Northbound
Volume to Capacity Ratios (V/C):
I Max I EB WB NB
0.52 0.03 0.03 0.28
Capacity Summary
Shows 100% & 85% capacities based on paramters chosen;
default FHWA thresholds shown for reference only
SB
0.52
500
-100% Capacity . FHWA 1-Lane
- -85% Capacity - - - - FHWA 2-Lane
2,500
WB
2
NB
2
SB
3
:c 2,000
CI.
~
== 1,500
o
u::
~ 1,000
c
w
Dela~ (sec/veh):
I A~ I E2B
Queuing (feet):
.....
EB WB NB SB
050 1 1 10 27
095 2 2 28 81
.....
o
o
.....
500
1,000 1,500 2,000
Circulatory Flow (vph)
2,500
3,000
Source: FHWA Roundabouts Guide (2000)
Roundabout Analysis
SEH Inc.
6/26/2007
Preliminary intersection control findings
August 22, 2007
Page 17
Attachment H
New House Development Peak Hour Trips
22
8
"L- 0
r 0 8 0 0
.J ! L. +-- 0
0 ..c-- 0 +--
- O~ ~ T r 0
0--.
O~ 0 22 0 I
0
22
8
NB Diff
SB Diff
22
8
"L- 28
I 0 0 8 22
.J ! L. +-- 0
0 ..c-- 6 +--
- o~ 1 T r 10
0--.
O~ 0 0 2 I
0
2
6
NB Diff
SB Diff
2
6
"L- 0
r 0 I 6 I 0 0
.J ! L. +-- 0
0 ..c-- 0 +--
- o~ 1 T r 0
0--.
o~ 0 I 2 0 I
0
2
6
2 NB Diff
S8 Diff 6
3t.
SEH
AM Peak
House Development Trips
~
SEH
14
26
t- O
I 0 I 26 0 0
~ 1 4 +-- 0
0 .s:- o --
- o ---3" ~ T r 0
0--+
o ---.. 0 14 I 0 I
0
14
26
NB Oiff
58 Ojff -
14
26
t- 18
I 0 I 0 26 14
.J 1 4 +-- 0
0 .s:- 4 --
- o ---3" ~ T r 32
0--+
o ---.. 0 0 I 6 I
0
6
4
NB Oiff
58 Ojff
6
4
t- O
I 0 4 0 0
~ 1 4 +-- 0
0 .s:- o --
- o --1'" ., T r 0
0--+
o ---.. 0 I 6 0 I
0
6
4
6 NB Oiff
5B Ojff 4
PM Peak
House Development Trips
Preliminary intersection control findings
August 22, 2007
Page 18
Attachment I
School Expansion Peak Hour Trips
4
15
"L- a
I a 15 a a
J ! 4 +-- a
a ~ a -
- a --3" ~ T r a
a --+
o~ a 4 a I
0
4
15
NB Diff
SB Diff
4
15
11
I 0 0 I 15 "L- 4
J ! 4 +-- a
0 ~ 7 -
- o --3" ~ T r 40
0--+
o~ 0 a 25 I
0
25
7
NB Diff
SB Diff
25
7
"L- a
I a 7 0 a
J ! 4 +-- a
0 ~ 0 -
- o --3" ~ T r 0
0--+
o~ 0 I 25 I 0 I
0
25
7
25 NB Diff
S8 Diff 7
~
SEH
AM Peak
School Expansion Trips
20
0
t- O
I 0 0 0 0
.J ! 4 ...- 0
0 .r- 0 -
- o -3" ., 1 r 0
0-+
0-. 0 20 0 I
0
20
0
N8 Diff
S8 Diff
20
0
t- 50
I 0 0 0 20
.J ! 4 ...- 0
0 .r- 30 -
- o -3" ., 1 r 0
0-+
0-. 0 0 0 l
0
0
30
N 8 Diff
S8 Diff
0
30
t- O
r 0 30 I 0 0
.J ! 4 ...- 0
0 .r- 0 -
- o -3" ., 1 r 0
0-+
0-. 0 0 I 0 l
0
0
30
N 8 Diff
S8 Diff 30
Jt.
SEH
PM Peak
School Expansion Trips
Preliminary intersection control findings
August 22, 2007
Page 19
Attachment J
Traffic Signal Warrant Analysis with Zinran Ave as Right inlRight out
Also includes new house and school trips
SEH Inc
10901 Red Circle Drive, Suite 200
S. IIAI t S Minnetonka MN 55343
Igna ""arran s - ummary
Major Street Approaches
Minor Street Approaches
Northbound: TH 13
Number of Lanes: 2
Approach Speed: 45
Total Approach Volume: 10,615
Southbound: TH 13
Number of Lanes: 2
Approach Speed: 45
Total Approach Volume: 12,077
Eastbound: 150th St SE
Number of Lanes: 2
Total Approach Volume: 740
Westbound: 150th St W
Number of Lanes: 2
Total Approach Volume: 1,009
Warrant Summary (Rural values apply.)
Warrant 1 - Eight Hour Vehicular Volumes ...........................................................................................................................
Not Satisfied
Warrant 1A . Minimum Vehicular Volume .........................................................................................Not Satisfied
Required volumes reached for 0 hours, 8 are needed
Warrant 18 - Interruption of Continuous Traffic .............................................................................. Not Satisfied
Required volumes reached for 5 hours, 8 are needed
Warrant 1 A&B - Combination of Warrants ...................................................................................... Not Satisfied
Required volumes reached for 0 hours, 8 are needed
Warrant 2 - Four Hour Volumes .............................................................................................................................................
Number of hours (2) volumes exceed minimum < minimum required (4).
Not Satisfied
Warrant 3 . Peak Hour ..... ..... ....... ..... ................ ....... .............. ....... .......................................... ....... .................. ............ ..... .......
Not Satisfied
Warrant 3A - Peak Hour Delay ...........................................................................................................Not Satisfied
Approach volumes on minor street don't exceed minimums for any hour. Delay data not evaluated.
Warrant 38 . Peak Hour Volumes ...................................................................................................... Not Satisfied
Volumes do not exceed minimums for any hour.
Warrant 4 - Pedestrian Volumes ............................................................................................................................................ Not Evaluated
Warrant 5 - School Crossing .................................................................................................................................................. Not Evaluated
Warrant 6 - Coordinated Signal System ................................................................................................................................ Not Evaluated
Warrant 7 - Crash Experience ................................................................................................................................................ Not Satisfied
Number of accidents (1) is less than minimum (5). Volume minimums are met.
Warrant 8 - Roadway Network ............................................................................................................................................... Not Evaluated
SEH Inc
10901 Red Circle Drive, Suite 200
S. J IAI t S Minnetonka MN 55343
Igna vvarran S - ummary
700
I 600
a..
2:-
.c
u
ell 500
e
c..
c..
<(
Q)
E 400
::;,
'0
>
'-
Q)
.c 300
Cl
I
I
CD
l!:! 200
Ci5
'-
0
c:
~ 100
0
I I I
Warrant Curves
Peak Hour Warrant
I Four Hour Warrant
[Rural, 2+ major lanes and 2+ minor lanes curves us d
I
"-
'"
'" ~
~ '" ~ I
........ I
......... ~ '-----
i'-- ~
I~ 1M
2~ I - "''J. I I 1 n
I Oi o 1 "! 11~'i I '0 . Oil
2j 50 2~ I I
200
400
600
800
1000
1200
1400
1600
1800
Major Street - Total of Both Directions (VPH)
Analysis of 8-Hour Volume Warrants:
Hour Major Higher Minor War-1A War-1B War-1A&B
Begin Total Vol Dir Major Crit Minor Crit Meets? Major Crit Minor Crit Meets? Major Crit Minor Crit Meets?
00:00 159 4 EB 420-No 140-No .-- 630-No 70-No --- 504-No 112-No .--
01:00 72 5 EB 420-No 140.No -oo 630.No 70.No --- 504-No 112-No -oo
02:00 55 3 WB 420-No 140-No -oo 630-No 70-No -oo 504-N 0 112-N 0 -oo
03:00 60 1 EB 420-No 140-No --- 630-No 70-No .-- 504-No 112.N 0 -..
04:00 110 9 EB 420-No 140-No --- 630.No 70-No ... 504-N 0 112-No .-.
05:00 374 27 EB 420-No 140.No -oo 630-No 70-No oo. 504-No 112-No ...
06:00 1,087 61 EB 420.Yes 140-No Major 630-Yes 70.No Major 504-Yes 112-N 0 Major
07:00 1,474 59 WB 420-Yes 140-No Major 630-Yes 70.No Major 504. Yes 112-No Major
08:00 1,104 52 EB 420.Yes 140-No Major 630-Yes 70.No Major 504-Yes 112-No Major
09:00 1,130 60 WB 420';Yes 140-No Major 630-Yes 70-No Major 504-Yes 112-No Major
10:00 1,191 58 WB 420-Yes 140-N 0 Major 630-Yes 70.No Major 504.Yes 112.No Major
11:00 1,209 99 WB 420-Yes 140-No Major 630.Yes 70-Yes Both 504-Yes 112-No Major
12:00 1,408 74 WB 420-Yes 140-No Major 630-Yes 70.Yes Both 504-Yes 112-No Major
13:00 1,275 60 WB 420.Yes 140-No Major 630-Yes 70-No Major 504.Yes 112-No Major
14:00 1,301 59 WB 420-Yes 140-No Major 630-Yes 70-No Major 504-Yes 112-No Major
15:00 1,626 69 WB 420-Yes 140-N 0 Major 630-Yes 70-No Major 504-Yes 112-No Major
16:00 1,700 59 WB 420-Yes 140.No Major 6~0-Yes 70-No Major 504- Y es 112-No Major
17:00 1,792 78 WB 420-Yes 140-N 0 Major 630-Yes 70-Yes Both 504-Yes 112-N 0 Major
18:00 1,672 70 WB 420-Yes 140.N 0 Major 630-Yes 70.Yes Both 504- Yes 112-No Major
19:00 1,268 45 EB 420-Yes 140-N 0 Major 630-Yes 70-No Major 504- Y es 112-No Major
20:00 1,080 86 WB 420-Yes 140-N 0 Major 630.Yes 70-Yes Both 504-Yes 112-No Major
21:00 806 37 EB 420.Yes 140-N 0 Major 630.Yes 70.No Major 504-Yes 112-No Major
22:00 458 18 WB 420-Yes 140-N 0 Major 630-No 70-No --- 504-No 112-No .--
23:00 281 10 WB 420-No 140-No --- 630.No 70-No --- 504-No 112-No oo-
Preliminary intersection control findings
August 22, 2007
Page 20
Attachment K
Traffic Signal Warrant Analysis with Zinran Ave Closed
Also includes new house and school trips
SEH Inc
10901 Red Circle Drive, Suite 200
S. lIAr t S Minnetonka MN 55343
Igna ""arran s - ummary
Major Street Approaches
Minor Street Approaches
Northbound: TH 13
Number of Lanes: 2
Approach Speed: 45
Total Approach Volume: 10,615
Southbound: TH 13
Number of Lanes: 2
Approach Speed: 45
Total Approach Volume: 12,077
Eastbound: 150th St SE
Number of Lanes: 2
Total Approach Volume: 785
Westbound: 150th St W
Number of Lanes: 2
Total Approach Volume: 1,807
Warrant Summary (Rural values apply.)
Warrant 1 - Eight Hour Vehicular Volumes ...........................................................................................................................
Satisfied
Warrant 1A - Minimum Vehicular Volume .........................................................................................Not Satisfied
Required volumes reached for 2 hours, 8 are needed
Warrant 1 B -Interruption of Continuous Traffic .............................................................................. Satisfied
Required volumes reached for 13 hours, 8 are needed
Warrant 1 A&B - Combination of Warrants ......................................................................................Not Satisfied
Required volumes reached for 7 hours, 8 are needed
Warrant 2 - Four Hour Volumes .............................................................................................................................................
Number of hours (12) volumes exceed minimum >= minimum required (4).
Satisfied
Warrant 3 - Peak Hour ... ................... .............................. ............................ .............. .............. ....... .............. ............................
Satisfied
Warrant 3A . Peak Hour Delay ...........................................................................................................Not Satisfied
Approach volumes on minor street don't exceed minimums for any hour. Delay data not evaluated.
Warrant 38 - Peak Hour Volumes ...................................................................................................... Satisfied
Volumes exceed minimums for at least one hour.
Warrant 4 - Pedestrian Volumes ............................................................................................................................................ Not Evaluated
Warrant 5 - School Crossing .................................................................................................................................................. Not Evaluated
Warrant 6 - Coordinated Signal System ................................................................................................................................ Not Evaluated
Warrant 7 - Crash Experience ................................................................................................................................................ Not Satisfied
Number of accidents (1) is less than minimum (5). Volume minimums are met.
Warrant 8 - Roadway Network ............................................................................................................................................... Not Evaluated
SEH Inc
10901 Red Circle Drive, Suite 200
S. IIJlI t S Minnetonka MN 55343
Igna ""arran s - ummary
700
:c 600
c...
~
~
<)
ClI 500
e
a.
a.
<l:
Ql
E 400
::l
"0
>
:v
~ 300
Ol
I
I
Qj
~ 200
ii.i
5
c:
~ 100
0
I
Warrant Curves
Peak Hour Warrant
Four Hour Warrant
[Rural, 2+ major lanes and 2+ minor lanes curves us d
"-
"'" ~
""-.
I~ ~
"- ~
........... ~ '-....... 110
"-. 2~ 11 70 1I
.............. ---'9 1QI 1~ ~1~
I 2~ .0 I
2~ I I 0 r~ I I I I
50 2i I I I
200
400
600
800
1000
1200
1400
1600
1800
Major Street - Total of Both Directions (VPH)
Analysis of 8-Hour Volume Warrants:
Hour Major Higher Minor War-1A War-1 B War-1A&B
Begin Total Vol Dir Major Crit Minor Crit Meets? Major Crit Minor Crit Meets? Major Crit Minor Crit Meets?
00:00 159 4 EB 420.No 140-No --- 630.No 70-No --- 504-N 0 112-No ---
01:00 72 5 EB 420-No 140.N 0 --- 630-No 70-No -.- 504-No 112-No .--
02:00 55 6 WB 420-No 140-No --- 630.No 70.No --- 504.N 0 112-N 0 ---
03:00 60 1 EB 420-No 140-N 0 --- 630-No 70-No --. 504-No 112-No -..
04:00 110 9 EB 420-No 140.No --. 630-No 70-No -" 504-No 112-N 0 .--
05:00 374 27 EB 420-No 140-N 0 --. 630-No 70-No .-- 504-No 112.No ---
06:00 1,087 64 EB 420-Yes 140-No Major 630-Yes 70-No Major 504.Yes 112-No Major
07:00 1,474 132 WB 420-Yes 140.N 0 Major 630-Yes 70-Yes Both 504- Y es 112-Yes Both
08:00 1,104 79 WB 420.Yes 140-No Major 630"Yes 70"Yes Both 504-Yes 112.No Major
09:00 1,130 104 WB 420-Yes 140-N 0 Major 630-Yes 70-Yes Both 504-Yes 112-N 0 Major
10:00 1,191 104 WB 420.Yes 140-No Major 630-Yes 70-Yes Both 504-Yes 112.N 0 Major
11:00 1,209 178 WB 420-Yes 140- Yes Both 630-Yes 70-Yes Both 504-Yes 112-Yes Both
12:00 1,408 134 WB 420-Yes 140-No Major 630- Yes 70-Yes Both 504-Yes 112.Yes Both
13:00 1,275 108 WB 420-Yes 140-No Major 630-Yes 70-Yes Both 504- Yes 112-N 0 Major
14:00 1,301 106 WB 420-Yes 140-No Major 630.Yes 70.Yes Both 504- Yes 112-No Major
15:00 1,626 123 WB 420-Yes 140.No Major 630~Yes 70.Yes Both 504-Yes 112.Yes Both
16:00 1,700 101 WB 420-Yes 140-N 0 Major 630~Yes 70-Yes Both 504.Yes 112-No Major
17:00 1,792 129 WB 420.Yes 140.No Major 630.Yes 70-Yes Both 504-Yes 112.Yes Both
18:00 1,672 120 WB 420-Yes 140-No Major 630-Yes 70-Yes Both 504-Yes 112-Yes Both
19:00 1,268 62 WB 420-Yes 140-No Major 630-Yes 70-No Major 504.Yes 112-No Major
20:00 1,080 152 WB 420-Yes 140-Yes Both 630-Yes 70-Yes Both 504-Yes 112-Yes Both
21:00 806 62 WB 420-Yes 140-N 0 Major 630-Yes 70-No Major 504.Yes 112.No Major
22:00 458 30 WB 420-Yes 140.No Major 630.No 70-No .-- 504.N 0 112-No ---
23:00 281 20 WB 420-No 140-No --- 630-No 70-No --- 504-No 112.No ---
Preliminary intersection control findings
August 22, 2007
Page 21
Attachment L
2030 Peak Hour Turning Movement Forecast
Includes limited access at Oakland Beach RoadlZinran Ave and 150th Street
City of Savage and City of Prior Lake
TH 13 at 150th Street
Preliminary Design Study
Oakland
Beach Ave
1,313
545
t- 175
I 8 I 537 0 175 I
J 1 4 ~ 0 Zinran
-- 8 .r- 0 -- 175
15- 0 --3' ., T r 4- I
0 --+
15 --. 0 I 1,139 4 I I
15
1,143
552
14 NB Diff
5B Diff
1,129
552
t- 39
I 11 I 324 I 217 39
.J 1 L. ~ 0 150th 5t
-- 11 .r- 0 -- 39
4- ~_ 0 --3' 1 T r 559-
-0- --+
I 4 --. 0 1,089 I 343 I
4
1 ,432
328
5 NB Diff
5B Diff 6
1 ,427
322
t- 66
I 3 I 318 1 10
J 1 L. ~ 6 152nd 5t
-- 14 .r- 49 -- 66
110- I 103 --3' 1 T r 10-
! 0 --+
6 --. 5 I 1,313 9 I
110
1,327
373
wth Rate
te
150th 5t
Green Oaks
Trail
Background Gro
1.20%
~
SEH
2030 AM Peak Hour
Partial Access at 150th. Zinran Rin/Rout. Full Access at 152nd
6 :30-7 :30
City of Savage and City of Prior Lake
TH 13 at 150th Street
Preliminary Design Study
Oakland
Beach Ave
150th St
Green Oaks
Trail
Background Gro
1.20%
863
1,536
t- 80
I 19 1,516 0 80 I
~ ! 4 ~ 0 Zinran
-- 19 ...- 0 -- 80
11-- 0 -3" ., T r 4-- I
0 --.
11 -:z,. 0 I 783 4 I I
11
787
1,528
5 NB Diff
SB Diff -18
782
1,546
t...... 70
I 119 I 1,212 215 70
J ! L. ~ 0 150th St
-- 119 ...- 0 -- 70
9-- I 0 -3" ., T r 263--
0 --.
9 -:z,. 0 I 712 48 I
9
760
1,221
-3 NB Diff
SB Dill 3
763
1,219
t...... 98
I 9 I 1,205 5 15
~ ! L. ~ 8 152nd St
-- 36 ...- 75 -- 98
61-- 52 -3" ., T r 23--
1 --.
8 -:z,. 19 695 17 I
61
731
1,287
wth Rate
te
~
SEH
2030 PM Peak Hour
Partial Access at 150th. Zinran Rin/Rout. Full Access at 152nd
5:00-6:00
Preliminary intersection control findings
August 22, 2007
Page 22
Attachment M
Highway Capacity Software Output
2030 Forcast Conditions at Green Oaks Road / l52nd Street
Two-Way Stop Control
Page 1 of 1
TWO-WAY STOP CONTROL SUMMARY
General Information Site Information
Analyst M. Ray Intersection Green Oaks Rd & TH 13
AQency/Co. SEH Inc !Jurisdiction
Date Performed 08/09/2007 Analysis Year 2030
Analysis Time Period 6:30 am Proiect 10
East/West Street: Green Oaks/152nd St North/South Street: TH 13
Intersection Orientation: North-South Study Period (hrs): 0.25
Vehicle Volumes and Adiustments
Maior Street Northbound Southbound
Movement 1 2 3 4 5 6
L T R L T R
Volume 5 1313 9 1 318 3
Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92
Hourly Flow Rate, HFR 5 1427 9 1 345 3
Percent Heavy Vehicles 2 -- -- 2 -- --
Median Type Undivided
RT Channelized 0 0
Lanes 0 1 1 0 1 1
Configuration LT R LT R
Uostream Sianal 0 0
Minor Street Westbound Eastbound
Movement 7 8 9 10 11 12
L T R L T R
Volume 49 6 10 103 0 6
Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92
Hourly Flow Rate, HFR 53 6 10 111 0 6
Percent Heavy Vehicles 2 2 2 2 2 2
Percent Grade (%) 0 0
Flared Approach Y y
Storage 2 2
RT Channelized 0 0
Lanes 0 1 1 0 1 1
Configuration LT R LT R
Delav, Queue Lenath, and Level of Service
Approach NB SB Westbound Eastbound
Movement 1 4 7 8 9 10 11 12
Lane Configuration LT LT LT R LT R
Iv (vph) 5 1 59 10 111 6
C (m) (vph) 1211 473 62 166 54 698
Iv/c 0.00 0.00 0.95 0.06 2.06 0.01
95% queue length 0.01 0.01 4.52 0.19 10.93 0.03
Control Delay 8.0 12.6 210.2 28.1 652.8 10.2
LOS A B F D F B
Approach Delay -- -- 183.8 619.8
Approach LOS -- -- F F
HCS2000™
Copyright @ 2000 University of Florida, All Rights Reserved
Version 4.\
file://C:\Documents and Settings\maray\Loca1 Settings\Temp\u2k135.tmp
8/23/2007