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4646 Dakota Street S.E.
Prior Lake. MN 55372-1714
CITY COUNCIL AGENDA REPORT
MEETING DATE:
AGENDA #:
PREPARED BY:
AGENDA ITEM:
DISCUSSION:
DECEMBER 15, 2008
10D
STEVE ALBRECHT, DIRECTOR OF PUBLIC WORKS
CONSIDER APPROVAL OF A RESOLUTION ACCEPTING THE COUNTY
ROAD 42 CORRIDOR STUDY AND RECOMMENDATIONS
Introduction
The purpose of this agenda item is to consider a resolution accepting the County
Road 42 Corridor Study.
History
In the fall of 2006, the Scott County Highway Department began the County
Road 42 (CSAH 42) Corridor Study. The study covers CSAH 42 from Glendale
Avenue in Savage west to CR 21 in Prior Lake. The study does did not include
the 42/TH 13 intersection which was previously studied between Conroy Street
and Louisiana Avenue. The study does include some of the intersection
recommendations accepted- as part of that project. Scott County has followed a
lengthy process in creating this document which included 3 public meetings, a
number of meetings with local government, study management team meetings,
and citizen advisory committee meetings. The study process has taken more
than 2 years.
Current Circumstances
The Executive Summary for the study was included with this report. A complete
copy of the report has been provided to the Council.
The purpose of the study is to develop along-range vision and implementation
plan for CSAH 42 for the local roadway system components that support it.
County highway staff is present in conjunction with City Staff to provide an
overview of the CSAH 42 Corridor Study. The Study is now complete and the
City Council is being requested to adopt the study.
Conclusion
Staff recommends that the City Council adopt the attached resolution which
accepts the report. The report will be sent on to the County for their adoption.
The improvements contemplated in the study will be incorporated into the Prior
Lake and County capital improvement programs and development proposals for
completion in the coming years and as traffic conditions and funding allow.
ISSUES: The study identifies that ultimately CSAH 42 will expand from four to six lanes
west to CR 21. None of the expansion projects identified in this study are
currently included in the 10-year County Transportation Plan.
The primary issues impacting the City of Prior Lake are the closure of existing
residential driveway accesses and the restriction of existing street accesses over
www. cityofpriorlake. com
Phone 952.447.9800 /Fax 952.447.4245
time. The following intersections in Prior Lake are identified in the study with the
highlighted intersections identified for a change in future access:
Intersection Ex. Control
T e Ex. Access Fut. Control
T e Fut. Access
CSAH 21 Si nal Full Si nal Full
Pike Lake Road Thru Sto Full Si nal Full
Rolling Oaks Thru Stop Full Thru Stop Right in/
Ri ht out
Meadowlawn Rd. Thru Sto Full Si nalized Full
Ferndale Ave. Thru Sto Full Thru Sto '/.Int.
CSAH 18/Crest Ave. Si nalized Full Si nalized Full
Summit Preserve
future Thru Stop Right in/
Ri ht out
As en Avenue Thru Sto Full Si nalized Full
Kensington/Meadow Thru Stop Right in/
Ri ht out Thru Stop Right in/
Ri ht out
Heatherton Ridge
Sava a Thru Stop Full Thru Stop Right in/
Ri ht out
Shady Beach/Conroy* Thru Stop Full Thru Stop Right in/
Ri ht out
Boone Ave/
Greenwa Ave* Thru Stop Full Signalized Full
Harbor Place* Thru Stop Full Thru Stop Right in/
Ri ht out
Rut ers Street* Si nalized Full Si nalized Full
Commerce Ave.* Thru Stop '/. Design Thru Stop Right in/
Ri ht out
TH 13* Si nalized Full Si nalized Full
rreviousiy identified as part of TH 13/CR 42 Intersection Study
The proposed future access restrictions are consistent with intersection spacing
guidelines necessary to facilitate future safe traffic patterns in the corridor.
However in many cases either City off system or developer improvements are
necessary prior to any restrictions occurring.
In addition to identifying future access restrictions the study identifies future right
of way and signal needs so that City and County Staff can work with developers
to preserve necessary right of way and fund signals. The City has already worked
with Summit Preserve to preserve needed right of way and construct the future
signal at no cost to the City or County.
ALTERNATIVES: The alternatives are as follows:
1. Approve a resolution accepting the County Road 42 Corridor Study and
recommendations.
2. Table the Resolution for a specific reason.
3. Deny the Resolution.
RECOMMENDED Alternative No. 1
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4646 Dakota Street S.E.
Prior Lake, MN 55372-1714
RESOLUTION 08-xx
ACCEPTING THE SCOTT COUNTY, COUNTY ROAD 42 CORRIDOR STUDY
Motion By: Second By:
WHEREAS, Scott County identified the need for a long range vision and implementation plan for the
County Road 42 corridor; and
WHEREAS, the Study identifies recommended alternatives for access locations, restrictions and
supporting roadway locations; and
WHEREAS, the Study identifies recommended future right of way needs; and
WHEREAS, The recommendations of the Corridor Study have received support as the best plan to
serve the long-term transportation needs.
NOW THEREFORE, BE IT HEREBY RESOLVED BY THE CITY COUNCIL OF PRIOR LAKE
MINNESOTA as follows:
1. The recitals set forth above are incorporated herein.
2. The City Council hereby accepts the Corridor Study as submitted.
PASSED AND ADOPTED THIS 15TH DAY OF DECEMBER 2008.
YES
Nn
Hau en Hau en
Erickson Erickson
Hedber Hedber
LeMair LeMair
Millar Millar
Frank Boyles, City Manager
www. cityofpriorlake. com
Phone 952.447.9800 /Fax 952.447.4245
CSAH 42 VISION AND IMPI FAAFAITATI(11J PI AAI _ ClAldl D~°n~r
Executive Summary
Study Purpose and Process
This study focuses on CSAH 42 from CSAH 21, in the City of Prior Lake, to the Scott
County/Dakota County Border, in the City of Savage. This study revisits the
recommendations and findings of the 1999 County Highway 42 Corridor Study that analyzed
CSAH 42 from Trunk Highway (TH) 55 in Dakota County to TH 169 in Scott County. The
Implementation Plan for the 1999 study recommended various access management
strategies as the recommended corridor mitigation strategies.
This current study reevaluates these recommended strategies, and applies current traffic
and land use to asses the most appropriate improvement strategies to accommodate
current growth trends in the study area. This includes consideration of the two planned
projects in the corridor; Segment 8 (expansion of CSAH 42 from four to six lanes from CSAH
5 to Glendale Road/Joppa Avenue) and CSAH 21 (new corridor extending north from CSAH
42 to CSAH 18 near TH 169).
The purpose of this plan is to identify a preferred improvement strategy for further planning
and right-of-way preservation based on an objective evaluation of alternatives. The process
included documenting the current conditions on the corridor, developing evaluation criteria in
which alternatives would be compared, developing a universe of potential alternatives and
evaluating the alternatives in order to determine the preferred alternative.
Existing Corridor Conditions
The highway's importance is reflected by some of the highest traffic volume in the County,
with volumes projecting to increase annually by an average 2.4% and exceeding 50,000
vehicles per day by 2030. The CSAH 42 corridor currently has one intersection experiencing
congestion during both morning and evening peak hours, with average corridor speeds
ranging from 23 mph to 50 mph. By 2030, five intersections will experience congestion and
the average speeds are projected to decrease to between 14 mph and 29 mph if no
improvements are implemented.
Review of the existing and future corridor conditions provided the following conclusions:
• Congestion along the corridor is beginning to become an issue, especially in the eastern
segment of the corridor which is experiencing average speeds less than 40 mph. (With
the future traffic volumes projected to continue to increase the corresponding traffic
operations are projected to continue to decline).
• The supporting road network is underdeveloped, and the inability to provide additional
east-west arterials within the study area are concentrating the traffic volumes to use the
CSAH 42 corridor.
• There is proposed good continuity of trail and sidewalk facilities parallel to the CSAH 42
corridor, but as volumes increase on the roadway, it will become a barrier to north-south
movement of pedestrians.
UEGEMBER 2008
CSAH 42 VISION AND IMPLEMENTATInN PI AN _ Flnlal RFanar
Evaluation Criteria
The evaluation criteria included traffic operations, traffic safety, access, supporting road
system connections, and pedestrian safety. The traffic operation criteria included measures
such as Level of Service, corridor speed and intersection queue lengths. Traffic safety was
evaluated based on existing and expected crash rates based on corridor characteristics and
intersection types. The impact to access and the ability to implement access management
was another evaluation criteria along with the ability to improve the existing supporting road
system. The ability of the alternatives to provide safe pedestrian amenities was also
evaluated.
Preferred Alternative
The preferred alternative includes roadway expansion, along with several other strategies to
meet the goals established during this study for the CSAH 42 corridor. These strategies are
discussed below.
Roadway Expansion
The traffic operations analysis showed that only the 6-Lane Improvement Alternative would
result in traffic operations that would achieve the Level of Service (LOS) performance
measure of LOS D or better (with the exception of the CSAH 42lTH 13 intersection). The 6-
Lane Alternative also provided the highest average corridor peak speeds between 27 and
37 miles per hour, which is approximately equal to the current average peak hour speeds.
Based on the results of these analyses, the selected preferred alternative strategy is the 6-
Lane Improvement Alternative.
Access Management Strategies
Access management strategies should be considered for improving traffic safety and
operations, consistent with the Principal Arterial designation for CSAH 42, which, by
definition, establishes mobility as the highest priority for the roadway. Seven out of 24
intersections along the study corridor would be subject to access reductions; and traffic
signals would be added at three intersections (for a total of 12 signals along the corridor).
Of the thirty-six (36) properties that would be impacted by the expansion of CSAH 42 to 6-
lanes, three properties have setback issues meaning that the roadway would be closer than
the required minimum distance from their home. Thirty-three properties would have an
impact to their access with twenty-five (25) expected to have a variance to the county
guidelines. These properties are expected to be allowed to keep their access directly to
CSAH 42 as long as the site is not redeveloped. Upon redevelopment, access issues would
be addressed. Four of the thirty-three may be able to have access via another local roadway
and another four are expected to be removed when currently proposed private development
is completed.
Parallel Roadway Improvement Strategies
Potential parallel route improvements, such as the addition of turning lanes or the removal of
parking along routes, is recommended to the following existing roads:
• Connelly Parkway from Boone Ave east across TH 13 to CSAH 27,
• South Park Drive from TH 13 east to CSAH 27,
DECEMBER 2008
CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
• 150 Street West from TH 13 east to CSAH 27 and
• Fountain Hills Drive from Pike Lake Trail to existing terminus.
The following new roadway connections are recommended to provide additional parallel
route connectivity:
• Fountain Hills Drive connection from CSAH 21 east to existing terminus,
• Connection between Carriage Hills Parkway and Carriage Hill Road, and
• Connection from Pike Lake Trail across CSAH 18 to 138'h Street.
Pedestrian and Bicycle Accommodation Improvement Strategies
Pedestrian and bicycle improvement strategies include:
• Providing continuous sidewalk/trails parallel to CSAH 42,
• Improvements to the pedestrian phase of existing and future traffic signals,
• Construction of pedestrian refuge islands in the median of CSAH 42,
• Two over/underpass locations -west of CSAH 21 and between Natchez Avenue and
Glendale Avenue
Transit Improvement Strategies
The County and local communities should continue to coordinate with the Minnesota Valley
Transit Authority (MVTA) and the City of Prior Lake, to incorporate additional transit
operations within the corridor and to determine appropriate locations for future park and ride
lots. Consideration should also be given to transit signal system priority when service levels
within the corridor have increased to the point where providing this type of enhancement
provides benefits to transit riders.
Implementation Recommendations
Recommendation #1: Scott County and its partners should continue toward
completion of current project construction and planning efforts. These current efforts
include the improvements at the TH 13 intersection from Boone Avenue to Louisiana
Avenue, the Segment 8 expansion from the county line to Joppa/Glendale Ave, and the
construction of the CSAH 21 extension from CSAH 42 north to CSAH 18.
Recommendation #2: Scott County should move forward in the development of the
CSAH 42 preferred alternative. This would include the completion of the appropriate
environmental documentation, begin detailed design and begin determination of right-of-way
needs and the ability to begin preservation of right-of-way for the future expansion project.
Recommendation #3: The County and its partners should review possible interim
efforts for maintaining traffic operations along the corridor. Examples of this are the
retiming and synchronization of the existing signals along the corridor and implementation of
improvements to the proposed parallel roadways including completing missing segments as
development occurs.
Recommendation #4: The County should continue monitoring operations of the TH 13
and CSAH 42 intersection. Based on forecasts documented in this study, the TH 13
intersection did not meet the performance objectives in the year 2030, even with the
planned improvements. The county should continue monitoring the intersection, reviewing
traffic volumes and travel patterns, as enhancements to the surrounding roadway network
are implemented.
DECEMBER 2008 ill
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CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
Table of Contents
Executive Summary
1.0 Study Background & Purpose
1.1 Problem Statement 1-1
1.2 Study Background and Purpose 1-1
1.3 Report Structure 1-2
1.4 Corridor Vision 1-2
2.0 Public Involvement
2.1 Project Management Team 2-1
2.2 Community Advisory Committee 2-1
2.3 Public Open Houses 2-3
3.0 Planning Overview
3.1 Demographic Trends 3-1
3.2 Existing and Future Land Use Trends 3-2
3.3 Business Types Located along CSAH 42 3-5
4.0 Existing and Future Corridor Conditions
4.1 Roadway Characteristics 4-1
4.2 Traffic Volumes 4-1
4.3 Traffic Operations 4-6
4.4 Corridor Crash Analysis 4-8
4.5 Supporting Roadway Network 4-8
4.6 Pedestrian & Bicycle Facilities 4-10
4.7 Existing and Future Transit Services 4-10
4.8 Unmet Transit Needs and Future Transit Demand 4-14
4.9 Corridor Conclusions 4-14
5.0 Development of Alternative Strategies
5.1 Performance Measures and Project Objectives 5-1
5.2 Development of Alternative Strategies 5-2
5.3 Alternatives Analysis 5-9
6.0 Suggested Preferred Alternative Strategy
6.1 Roadway Expansion 6-1
6.2 Access Management Strategies 6-1
6.3 Parallel Roadway Improvement Strategies 6-3
6.4 Pedestrian and Bicycle Accommodation Improvement Strategies 6-4
6.5 Transit Improvement Strategies 6-5
7.0 Implementation Plan
7.1 Scott County Highway Project Planning and Programming Process 7-1
7.2 Preferred Alternative Costs 7-1
7.3 Implementation Recommendations 7-2
DECEMBER 2008
CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
Tables
3-1 CSAH 42 Project Area Population Trends and Percent Change
4-1 CSAH 42 Existing and Future Signalized Intersection Traffic Operations
4-2 Average Corridor Speeds (mph)
4-3 Crash Statistics - 2002-2005
4-4 Spacing Guidelines for Functionally Classified Roads
5-1 Performance Measure Objectives
5-2 Enhanced 4-Lane #1 Turn Lane Additions
5-3 Enhanced 4-Lane #2 Turn Lane Additions
5-4 CSAH 42 Improvement Alternative Traffic Operations Comparison
6-1 Proposed Intersection Improvements
7-1 County Construction Cost Examples
Figures
1-1 Study Area
1-2 Corridor Segments
2-1 Public Involvement Process
3-1 Regional Overview
3-2 CSAH 42 Corridor Development and Planned Land Uses
4-1 Functionally Classified Roadways
4-2 Existing Access Locations
4-3 Intersection Access Types
4-4 Existing (2006) and Forecast (2030) Daily Traffic Volumes
4-5 Level of Service
4-6 Existing and Planned Pedestrian/Bike Facilities
4-7 Existing and Proposed Transit Services
5-1 Opportunities for Parallel Supporting Roadway Improvements
5-2 Alternative Intersection Geometry
5-3 Enhanced 4-Lane Improvement #2 Example
5-4 6-Lane Alternative Example
5-5 Alternative Average Corridor Speeds
6-1 through 6-12 Preferred Alternative
6-13 Local Street Access Plan
7-1 Echelon Intersection Example
Appendix
Appendix A Business Impact Overview
Appendix B Study Technical Memorandum
DECEMBER 2008
CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
Executive Summary
Study Purpose and Process
This study focuses on CSAH 42 from CSAH 21, in the City of Prior Lake, to the Scott
County/Dakota County Border, in the City of Savage. This study revisits the
recommendations and findings of the 1999 County Highway 42 Corridor Study that analyzed
CSAH 42 from Trunk Highway (TH) 55 in Dakota County to TH 169 in Scott County. The
Implementation Plan for the 1999 study recommended various access management
strategies as the recommended corridor mitigation strategies.
This current study reevaluates these recommended strategies, and applies current traffic
and land use to asses the most appropriate improvement strategies to accommodate
current growth trends in the study area. This includes consideration of the two planned
projects in the corridor; Segment 8 (expansion of CSAH 42 from four to six lanes from CSAH
5 to Glendale Road/Joppa Avenue) and CSAH 21 (new corridor extending north from CSAH
42 to CSAH 18 near TH 169).
The purpose of this plan is to identify a preferred improvement strategy for further planning
and right-of-way preservation based on an objective evaluation of alternatives. The process
included documenting the current conditions on the corridor, developing evaluation criteria in
which alternatives would be compared, developing a universe of potential alternatives and
evaluating the alternatives in order to determine the preferred alternative.
Existing Corridor Conditions
The highway's importance is reflected by some of the highest traffic volume in the County,
with volumes projecting to increase annually by an average 2.4% and exceeding 50,000
vehicles per day by 2030. The CSAH 42 corridor currently has one intersection experiencing
congestion during both morning and evening peak hours, with average corridor speeds
ranging from 23 mph to 50 mph. By 2030, five intersections will experience congestion and
the average speeds are projected to decrease to between 14 mph and 29 mph if no
improvements are implemented.
Review of the existing and future corridor conditions provided the following conclusions:
• Congestion along the corridor is beginning to become an issue, especially in the eastern
segment of the corridor which is experiencing average speeds less than 40 mph. (With
the future traffic volumes projected to continue to increase the corresponding traffic
operations are projected to continue to decline).
• The supporting road network is underdeveloped, and the inability to provide additional
east-west arterials within the study area are concentrating the traffic volumes to use the
CSAH 42 corridor.
• There is proposed good continuity of trail and sidewalk facilities parallel to the CSAH 42
corridor, but as volumes increase on the roadway, it will become a barrier to north-south
movement of pedestrians.
DECEMBER 2008 t
CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
Evaluation Criteria
The evaluation criteria included traffic operations, traffic safety, access, supporting road
system connections, and pedestrian safety. The traffic operation criteria included measures
such as Level of Service, corridor speed and intersection queue lengths. Traffic safety was
evaluated based on existing and expected crash rates based on corridor characteristics and
intersection types. The impact to access and the ability to implement access management
was another evaluation criteria along with the ability to improve the existing supporting road
system. The ability of the alternatives to provide safe pedestrian amenities was also
evaluated.
Preferred Alternative
The preferred alternative includes roadway expansion, along with several other strategies to
meet the goals established during this study for the CSAH 42 corridor. These strategies are
discussed below.
Roadway Expansion
The traffic operations analysis showed that only the 6-Lane Improvement Alternative would
result in traffic operations that would achieve the Level of Service (LOS) performance
measure of LOS D or better (with the exception of the CSAH 42/TH 13 intersection). The 6-
Lane Alternative also provided the highest average corridor peak speeds between 27 and
37 miles per hour, which is approximately equal to the current average peak hour speeds.
Based on the results of these analyses, the selected preferred alternative strategy is the 6-
Lane Improvement Alternative.
Access Management Strategies
Access management strategies should be considered for improving traffic safety and
operations, consistent with the Principal Arterial designation for CSAH 42, which, by
definition, establishes mobility as the highest priority for the roadway. Seven out of 24
intersections along the study corridor would be subject to access reductions; and traffic
signals would be added at three intersections (for a total of 12 signals along the corridor).
Of the thirty-six (36) properties that would be impacted by the expansion of CSAH 42 to 6-
lanes, three properties have setback issues meaning that the roadway would be closer than
the required minimum distance from their home. Thirty-three properties would have an
impact to their access with twenty-five (25) expected to have a variance to the county
guidelines. These properties are expected to be allowed to keep their access directly to
CSAH 42 as long as the site is not redeveloped. Upon redevelopment, access issues would
be addressed. Four of the thirty-three may be able to have access via another local roadway
and another four are expected to be removed when currently proposed private development
is completed.
Parallel Roadway Improvement Strategies
Potential parallel route improvements, such as the addition of turning lanes or the removal of
parking along routes, is recommended to the following existing roads:
Connelly Parkway from Boone Ave east across TH 13 to CSAH 27,
South Park Drive from TH 13 east to CSAH 27,
DECEMBER 2008
CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
• 150 Street West from TH 13 east to CSAH 27 and
• Fountain Hills Drive from Pike Lake Trail to existing terminus.
The following new roadway connections are recommended to provide additional parallel
route connectivity:
• Fountain Hills Drive connection from CSAH 21 east to existing terminus,
• Connection between Carriage Hills Parkway and Carriage Hill Road, and
• Connection from Pike Lake Trail across CSAH 18 to 138th Street.
Pedestrian and Bicycle Accommodation Improvement Strategies
Pedestrian and bicycle improvement strategies include:
• Providing continuous sidewalk/trails parallel to CSAH 42,
• Improvements to the pedestrian phase of existing and future traffic signals,
• Construction of pedestrian refuge islands in the median of CSAH 42,
• Two over/underpass locations -west of CSAH 21 and between Natchez Avenue and
Glendale Avenue
Transit Improvement Strategies
The County and local communities should continue to coordinate with the Minnesota Valley
Transit Authority (MVTA) and the City of Prior Lake, to incorporate additional transit
operations within the corridor and to determine appropriate locations for future park and ride
lots. Consideration should also be given to transit signal system priority when service levels
within the corridor have increased to the point where providing this type of enhancement
provides benefits to transit riders.
Implementation Recommendations
Recommendation #1: Scott County and its partners should continue toward
completion of current project construction and planning efforts. These current efforts
include the improvements at the TH 13 intersection from Boone Avenue to Louisiana
Avenue, the Segment 8 expansion from the county line to Joppa/Glendale Ave, and the
construction of the CSAH 21 extension from CSAH 42 north to CSAH 18.
Recommendation #2: Scott County should move forward in the development of the
CSAH 42 preferred alternative. This would include the completion of the appropriate
environmental documentation, begin detailed design and begin determination of right-of-way
needs and the ability to begin preservation of right-of-way for the future expansion project.
Recommendation #3: The County and its partners should review possible interim
efforts for maintaining traffic operations along the corridor. Examples of this are the
retiming and synchronization of the existing signals along the corridor and implementation of
improvements to the proposed parallel roadways including completing missing segments as
development occurs.
Recommendation #4: The County should continue monitoring operations of the TH 13
and CSAH 42 intersection. Based on forecasts documented in this study, the TH 13
intersection did not meet the performance objectives in the year 2030, even with the
planned improvements. The county should continue monitoring the intersection, reviewing
traffic volumes and travel patterns, as enhancements to the surrounding roadway network
are implemented.
DECEMBER 2008 III
CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
1.0 Study Background & ,Purpose
1.~ Problem Statement
CSAH 42 is the only continuous east-west roadway searing northern Scott County, making it
an important connector to local communities and north-south
principal arterials in the region. Growth in the corridor, as well CSAH 42 is the only
as lack of a supporting road network, have and will continue to
present considerable challenges to maintaining the safety and continuous east-west
efficiency of this corridor. The highway's importance is roadway serving northern
reflected by some of the highest traffic volume in the County,
with volumes projecting to increase annually by an average Scott County.
2.4% and exceeding 50,000 vehicles per day by 2030. The
CSAH 42 corridor currently has one intersection experiencing
congestion during both morning and evening peak hours, with average corridor speeds
ranging from 23 mph to 50 mph. By 2030, five intersections will experience congestion and
the average speeds are projected to decrease to between 14 mph and 29 mph if no
improvements are implemented.
1.2 Study Background and Purpose
This study focuses on CSAH 42 from CSAH 21, in the City of Prior Lake, to the Scott
County/Dakota County Border, in the City of Savage and is shown in Figure 1-1. This study
revisits the recommendations and findings of the 1999 County Highway 42 Corridor Study
that analyzed CSAH 42 from Trunk Highway (TH) 55 in Dakota County to TH 169 in Scott
County. The Implementation Plan for the 1999 study recommended various access
management strategies as the recommended corridor mitigation strategies. This current
study reevaluates these recommended strategies, and applies current traffic and land use to
asses the most appropriate improvement strategies to accommodate current growth trends
in the study area.
Currently, there are two planned projects on CSAH 42 in the corridor. The first project,
scheduled to be completed in 2009, is referred to as Segment 8. This project includes the
expansion of CSAH 42 from a 4-lane facility to a 6-lane facility from Dakota CSAH 5 to
Glendale Road/Joppa Avenue in Scott County. Improvements are also planned for CSAH
42 at the intersection with TH 13; this would include the expansion of CSAH 42 from four to
six-lanes from Boone Avenue through Louisiana Avenue. The TH 13 intersection
improvements are planned for 2015. In addition, CSAH 21 is programmed to be extended
north of CSAH 42 to CSAH 18 near TH 169 in 2011.
This CSAH 42 corridor study was divided into two segments -the western segment is from
CSAH 21 to Boone Avenue and the eastern segment is from Louisiana Avenue to Glendale
Road/Joppa Avenue. The location of the two programmed projects and the corridor study
segments are shown in Figure y-2.
The purpose of this plan is to identify a preferred improvement strategy for further planning
and right-of-way preservation based on an objective evaluation of alternatives. This plan
addresses the following questions:
DECEMBER 2008 y _~
CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
• What level of mobility should be provided by 2030; and what should CSAH 42 look like
(based on review of County Highway 42 Corridor Study completed in February 1999)?
• What are the impacts to adjacent property access?
• What other alternative investments could be considered -for example, transit
improvements or parallel supporting roads, and what impacts could these strategies
have?
• How can improvements be implemented or phased; and how can along-term vision be
coordinated with developments or highway projects now being planned or built?
This plan addresses all of these questions and provides guidance for planning the future of
this important corridor -how it should be designed and what projects should be
implemented in the near future.
1.3 Report Structure
This chapter documents this plan's purpose, objectives and the long-term corridor vision, as
determined by Scott County along with corridor partners - in particular, the Cities of Prior
Lake and Savage. The involvement of these cities and other community partners is
summarized in Chapter 2, Public Involvement.
Chapter 3 introduces the transportation planning perspective of the CSAH 42 project
development process considering past, existing, and anticipated demographic and land use
development trends along the corridor and surrounding area, and their impact on the
transportation network. Included in Chapter 4, Existing and Future Transportation
Conditions, are roadway characteristics such as existing traffic volumes and operations,
review of future traffic, and a summary of existing and planned transit on the corridor.
Chapter 5, Development of Alternative Strategies, summarizes the development and
evaluation of strategies to address the future needs of the CSAH 42 corridor. Chapter 6,
Preferred Alternative, documents the strategy that was selected by the county and corridor
partners as the preferred alternative for the future transportation network. Chapter 7,
Implementation Plan, addresses the principal recommendations of this corridor study.
Additional supporting information is located in the appendices including all technical
memorandums.
1.4 Corridor Vision
The vision statement focuses only on the immediate CSAH 42 corridor and how the highway
relates to the surrounding area; it is not a vision for the greater area. The vision sets the
basic 2030 performance goal for the corridor, which is to maintain or improve the average
travel speed for roadway users in the corridor.
CSAH 42 Vision Statement
By 2030, CSAH 42 in the Cities of Prior Lake and Savage will be designed and managed to:
• Provide a balance between regional mobility and suitable local access as growth
continues and traffic increases.
DECEMBER 2008 1-2
CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
Maintain or improve average speeds .and consistency of performance, with the baseline
as observed in 2006.
• Maintain or improve safety for motorists and for other users including pedestrians,
bicyclists, residents, businesses, and transit riders.
Scott County, working with Prior Lake, Savage, and other agencies, will implement actions
to preserve needed right-of-way and to facilitate timely implementation of improvement
projects. Involved agencies will also collaborate so that improvements are coordinated with
growth and development, to preserve or enhance natural amenities and support diverse
activities, including outdoor recreation.
DECEMBER 2008 1-$
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CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
2.0 Public Involvement
The public involvement process for this project included both a Project Management Team
(PMT) that included County staff, City staff and the project consultant, CH2M HILL and a
Citizen's Advisory Committee (CAC) that included public landowners and business owners
within the study area. There were also three public Open Houses to share progress and
information with the public. The structure of the Public Involvement is shown in Figure 2-y.
2.1 Project Management Team
The purpose of the Project Management Team (PMT) was to oversee the project, confirm
project goals and objectives and to provide a local perspective to the process of designating
the preferred alternative. Regular meetings were held to discuss project progress, share
analytical results and plan for future implementation. Members of the Project Management
team are listed below:
PMT Member Representing
Joseph Gustafson Scott County Public Works
Craig Jenson Scott County Public Works
Steve Albrecht City of Prior Lake
Jane Kansier City of Prior Lake
John Powell City of Savage
Bryan Tucker City of Savage
Howard Preston Consultant, CH2M HILL
Doug Abere Consultant, CH2M HILL
Nikki Farrington Consultant, CH2M HILL
Michael Barry Consultant, CH2M HILL
2.2 Community Advisory Committee
Corridor partners were invited to participate in the development of the CSAH 42 Vision and
Implementation Plan primarily through attendance at Community Advisory Committee
meetings. The purpose of the Community Advisory Committee (CAC) was to actively involve
corridor community representatives in an open, collaborative process of developing a
corridor vision for CSAH 42.
Committee members provided input into identifying the needs of the corridor and in the
evaluation of proposed roadway improvements. A critical role for the CAC members was to
provide two-way communication between the Project Management Team and their
agency/municipality and the community. Input provided by the committee members was
incorporated in the decision-making process. Committee members are shown below:
DECEMBER 2008 2-1
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CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
CAC Member
Jeff Carriveau
Bob Barsness
Steve Hall
Mayor Tom Brennan
Bryan Peterson
Tony and Tammy Johnson
Paul Perez
Joe Zieska
Kermit Mahlum
Ron Jabs
2.3 Public Open Houses
Representing
HJ Development
Prior Lake State Bank
Prior Lake State Bank
City of Savage
Cal's Market and Garden Center
Homeowners
PL Planning Commission
Homeowner
Shepherds Path
MVEC
In addition to committee meetings, three public Open Houses were held to share study
information and to receive public comments on the process and results of the study. The
first Open House for the CSAH 42 Corridor Vision and Implementation Study was held on
November 29, 2006 at the Savage City Hall.
Community members were notified of the meeting by a one-page summary mailer that was
sent to over 4,000 households. Boards+were on display that provided project background
and existing conditions information. Aerial maps of the study area were provided to facilitate
discussion and comments from attendees. In addition, the current layout for the
improvements to CSAH 42 in the area of TH 13 was provided for interested attendees.
The second Open House was held on June 27, 2007 at Savage City Hall. Again, community
members were notified by a one-page summary mailer and newspaper announcements.
The purpose of this open house was to inform the public of the universe of alternative
strategies that were evaluated for the project. Attendees were encouraged to provide
feedback and comments on the alternatives either verbally to County representatives that
night or through comment cards provided. The concept layouts for the improvements to
CSAH 42 in the area of TH 13 and the Segment 8 project were also on display for
comments or questions.
The third and final Open House was held on February 21, 2008 at Savage City Hall and was
used to receive comments from over 40 attendees on the proposed preferred alternative,
which was on display.
DECEMBER 2008 2-3
CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
3.0 Planning Overview
3.1 Demographic Trends
Scott County was the fastest growing Minnesota county during the 1990s, the population
increased by nearly 55 percent (see Table 3-1 ).The U.S. Census Bureau notes that Scott
County was the 15th fastest growing county in the nation between April 1, 2000 and July 1,
2005; and had the 9th largest population of all 87 Minnesota counties.
This growth was also experienced in both the City of Savage and the City of Prior Lake. Out
of all Minnesota communities, the City of Savage had the 10th largest net population gain
between 1990 and 2000. Between 2000 and 2005 the City of Prior Lake ranked 10th out of
all Minnesota communities in terms of largest population increases during that time period.
Scott County is one of seven counties of the Twin Cities metropolitan area. As shown below
in Table 3-1, all seven metropolitan area counties experienced a high level of growth
between 1990 and 2000 (between 5 and 55%). This growth continued at a slower pace
between 2000 and 2005. However, Scott County topped the seven counties in terms of
positive percentage of population change between 1990 and 2000; as well as 2000 to 2005.
The Metropolitan Council's projections indicate that the population of Scott County, including
Prior Lake and Savage, are anticipated to continue growing at a rapid rate through 2030.
TABLE 3-1
CSAH 42 Project Area Population Trends and Percent Change
Place Name 1990
Population 2000 Population
(% Change 1990-2000) 2005 Population
(% Change 2000-2005)
Study Area
Scott County 57,846 89,498 (54.7%) 115,997 (29.6%)
City of Prior Lake 11,482 15,917 (38.6%) 21,395 (34.4%)
City of Savage 9,906 21,115 (113.2%) 24,662 (16.8%)
City of Shakopee 11,739 20,568 (75.2) 29,335 (29.9%)
Other Six Counties in Twin Cities Metro Area
Anoka 243,641 298,084 (22.3%) 326,393 (9.5%)
Carver 47,915 70,205 (46.5%) 85,204 (21.4%)
Dakota 275,189 355,904 (29.3%) 391,558 (10.0%)
Hennepin 1,032,431 1,116,033 (8.1%) 1,150,192 (3.1%)
Ramsey 485,783 511,202 (5.2%) 515,258 (0.8%)
Washington 145,858 201,130 (37.9%) 224,857 (11.8%)
Source: 2005 population from Minnesota State Demographic Center and Metropolitan Council; 2000 and 1990
data from U.S. census Bureau.
DECEMBER 2008 3-1
CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
3.2 Existing Future Land Use Trends
Population increases are accompanied by land development, including new housing and
commercial development. These trends are documented below.
3.2.1 Existing Land Use-Described from East to West
The highest intensity of land use along the corridor occurs at the east end of the study area
in Savage. This area is dominated by commercial businesses located in strip malls and
multi-family and single-family residences. The area around CSAH 42 and Glendale Road
includes a small, sub-regional shopping center. A larger, sub-regional shopping center is
located in Savage at CSAH 42 and MN 13 (also see discussion regarding the existing
business types represented along the corridor, below).
Moving to the west, the commercial development is replaced by residential land uses. These
homes are generally moderate and high priced single-family residences. There are relatively
few acres of developable, vacant land near the middle portion and most western portions of
the corridor.
3.2.2 Future Land Use Trends
The Metropolitan Council's Regional Framework classifies Prior Lake as a developing
community, which will play a role in absorbing a substantial amount of regional residential
and job growth. This is reflected in population, household, and employment projections for
both communities.
Several factors outside the communities of Savage and Prior The City of PriorLake's
Lake impact the use of the CSAH 42 corridor and development in recently updated
these communities. This includes a number of highway
improvements (the connection of County Road 21 with I-35 east Comprehensive Plan,
of Prior Lake, and intense commercial and recreational
acknowledges thatthe
development by the Shakopee Mdewakanton Sioux Community
(SMSC)) as shown in Figure 3-y. community will continue
The City of Prior Lake's recently updated Comprehensive Plan, to grow, primarily in the
acknowledges that the community will continue to grow, primarily
in the form of residential development. Development will be form of residential
limited by a number of factors, including the amount of development.
developable land. Both the City of Savage 2020 Land Use
Comprehensive Plan Map and the City of Prior Lake's
Comprehensive Land Use Plan Map show a mix of residential, commercial, and
office/industrial land uses adjacent to the CSAH 42 corridor.
3.2.3 Planned Land Uses
There are currently three proposed developments along the study corridor shown in Figure
3-2. The Pike Lake Meadow site (at CSAH 42 & Pike Lake Trail) is a proposed 22-acre
development that includes approximately 16multi-family lots. The 55-acre Prior Lake Mixed
use development (in the northeast quadrant of CSAH 42 and CSAH 18) would include a
combination of commercial, retail, and residential development. Finally, a retail development
has been proposed for the northeast quadrant of CSAH 42 and Dakota Avenue.
DECEMBER 2008 3-2
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CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
3.3 Business Types Located along CSAH 42
A review of businesses located along the CSAH 42 corridor was completed in October 2006,
using both a windshield surrey as well as a review of aerial photographs. Details of the
review can be found in Appendix A. The purpose of this review was to determine the mix of
business types that are located along the corridor. The following categories were used to
describe the businesses located along the corridor:
Destination Businesses-are establishments that customers plan trips to; customers
generally know their locations, or get directions to them. This type of business is tolerant
of being located away from major roads. They are also more tolerant of increases: in
travel time, distance, circuity, and loss of visibility that
might occur when a major highway project or access Overall, the CSAH 42
management project is completed. Examples of
destination businesses include: banks, sit-down corridor includes
restaurants, insurance agencies, furniture stores, and primarily destination and
beauty salons.
Drive-by Businesses-have a large customer base of mixed businesses; less
people making impulse buying decisions. For example, a than five percent of the
driver may see a sign for a business while driving down a businesses identified
highway and make a spur of the moment decision to stop
and purchase something, or take advantage of a service. during the field review
This business type is sensitive to changes in direct
access and visibility than are the destination type
were categorized as drive-
businesses. Examples include: truck stops, gasoline by,
stations, convenience stores, and fast food restaurants.
• Mixed Businesses-have a customer base composed of
both impulse customers and customers who planned on visiting the business. This
business type has some tolerance to changes in direct access and visibility given that
many customers pre-plan trips and/or are "regulars." Examples include: grocery stores
and big box department stores.
Overall, the CSAH 42 corridor includes primarily destination and mixed businesses; less
than five percent of the businesses identified during the field review were categorized as
drive-by. The results of this assessment indicate that there is only a handful of "drive-by"
businesses located along the entire nearly three-mile long study corridor. These include,
from west to east:
The CSAH 42 corridor includes primarily destination and mixed businesses
• An Arby's fast food restaurant, Super America convenience store, and Taco Bell fast
food restaurant all located on the north side of CSAH 42, west of MN 13. These
businesses are all located in or near a large strip mall complex anchored by a Rainbow
Foods store. (Rainbow Foods would be classified as a "mixed" business".)
• A Holiday convenience store, KFC fast food restaurant, and Wendy's fast food
restaurant all located just east of MN 13 in two strip mall complexes anchored by a Cub
Foods grocery store and a Target big box department store. (The Cub Foods store and
Target store are both "mixed" businesses.)
DECEMBER 2008 3-5
CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
• A Kwik Trip convenience store located at O'Connell.
• A second Super America convenience store and a Quizno's fast food restaurant located
in a strip mall complex anchored by an Aldi grocery store also at O'Connell Road. (The
Atdi would be classified as a "mixed" business.)
In terms of land directly fronting on the CSAH 42 study corridor, the dominant land use is
strip mall complexes made up of "mixed" and "destination" businesses. These strip mall
complexes are all relatively new, although there are some small, older commercial
developments that are destination/service oriented along MN 13 just south of CSAH 42. The
second most prevalent land use is single family residential. There are relatively few acres of
developable, vacant land left near the middle of the corridor.
DECEMBER 2008 3-6
CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
4.0 Existing and Future Corridor Conditions
4.1 Roadway Characteristics
CSAH 42 is a signalized four-lane divided arterial and is classified as a Principal Arterial
from the Scott/Dakota County border to CSAH 18/Crest Avenue. West of CSAH 18 it is
designated as an Minor Arterial. The County's 2030 Transportation Plan identifies the
remaining portion of CSAH 42 (west of CSAH 18) as a "Future Principal Arterial". Principal
Arterials usually carry the largest volumes of traffic and accommodate the longest trips on
the county roadway system. Figure 4-1 shows the functional classification of roadways
within the study area.
The corridor currently contains nine signalized intersections, fifteen STOP controlled local
street accesses, 4 private commercial accesses and 38 residential accesses. The locations
of these accesses are shown in Figure 4-2. The signalized intersections are as follows:
• CSAH 21
• CSAH 18/Crest Avenue
• Rutgers Avenue
• TH 13
• Quebec Avenue
• CSAH 27/Dakota Avenue
• O'Connell Avenue
• Ottawa Avenue
• Glendale Road/Joppa Avenue
The fifteen STOP controlled intersections are either full access (provides all turning
movements), 3/a access (provides only left-turns off of CSAH 42, does not allow left-turns
from cross street onto CSAH 42) or right-in/right-outs (can only turn right into and out of the
access, no left turns from any direction). Figure 4-3 includes examples of the types of
intersection access. The local street locations are:
• Pike Lake Road (full)
• Rolling Oaks Circle (full)
• Ferndale Avenue (full)
• Kensington Ave/Meadow Ave (RIRO)
• Heatherton Ridge Drive (full)
• Conroy Street/Shady Beach Trail (full)
• Boone Ave/Greenway Ave (full)
• Harbor Place (full)
• Commerce Avenue (3/4)
• Rhode Island Avenue (RIRO)
• Louisiana Avenue (full)
• Allen Boulevard/Loftus Lane (RIRO)
• Alabama Avenue (3/4)
• Quentin Avenue (full)
• Natchez Avenue (RIRO)
4.2 Traffic Volumes
The current (2006) Average Daily Traffic volumes on the CSAH 42 corridor ranges from
18,700 vehicles per day at the west end of the study area to 35,900 vehicles at the east end
near Glendale Road. By 2030 it is estimated that the volumes near CSAH 21 will be around
32,300 vehicles per day and close to 52,700 vehicles per day near CSAH 42 and Glendale
Road. The volumes and locations are shown in Figure 4-4. The 2030 forecasts are from the
Metropolitan Council's Regional Model and accounts for existing and planned land use and
development locally (along the corridor) and regionally (within Scott County and the
metropolitan area). Turning traffic volumes at the signalized intersections were collected by
Traffic Data Inc. in mid-August 2006 at all of the signalized intersections. These volumes
DECEMBER 2008 4-1
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CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
were then projected to year 2030 turning volumes using the same growth factor used by the
Metropolitan Council's Regional Model for the average daily traffic volumes, except at CSAH
21 which had a separate turning volume forecast developed for the environmental process
for the extension of the roadway north of CSAH 42. The existing 2006 turning volumes can
be found in Technical Memorandum #1, Existing Conditions and Background (Figure 1.5)
and the forecasted 2030 turning volumes are located in Technical Memorandum #3, Existing
and Forecasted Traffic Operations (Figure 3.8) in the Appendix B.
4.3 Traffic Operations
Existing and forecast traffic operations for CSAH 42 were documented in Technical
Memorandum #3, Traffic Operations. Intersection traffic operations were measured using
Level of Service (LOS) based on the amount of delay experienced by motorists at the
intersection. The average
intersection delay correlates to
A to F, A representing free flow ~~
with no corigestion and F M
representing congested =~•~ °+~ ~+
conditions. The D/E boundary is
typically what Scott County `' Index of ~_
uses as its performance Con eston
9
measures for Level of Service _ Congested {LOS D-F)`
(see Figure 4-5). ~(]S C
Traffic volumes, type of control
(signalized or STOP controlled),
and roadway geometry (number
of turn or through lanes at each
approach) were entered into the
computer model to compute an
average delay at each
signalized intersection. Future
operations were also projected ,,,,
using the forecasted 2030
turning volumes. These
projections accounted for
planned improvements at the
TH 13 and CSAH 21 "'''
intersections including the
extension north of CSAH 21
and additional through lanes on
the TH 13 and CSAH 42
intersection approaches. The
corresponding LOS for each
intersection in year 2006 and
forecast year 2030 are shown in Table 4-1.
FIGURE 4.5
Level of Service
In 2006, the only intersection with CSAH 42 to operate below the D/E Level of Service
boundary is CSAH 21 during both the AM and PM peak hours By 2030, if no improvements
are made to the corridor, five out of the nine signalized intersection with operate at LOS E or
F during the peak hours.
DECEMBER 2008 4-6
CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
TABLE 4.1
CSAH 42 Existing and Future Signalized Intersection Traffic Operations
2006 Operations 2030 Operations
AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour
Delay (sec/LOS) Delay (sec/LOS) Delay (sec/LOS) Delay (sec/LOS)
CSAH 21 73/E 105/F 46/D 74/E
CSAH 18/Crest Ave 39 / D 43 / D 48 / D 56 / E
Rutgers Avenue 19 / B 23 / C 13 / B 49 / D
TH 13 17/B 28/C 138/F 95/F
Quebec Avenue 20/ C 20 / B 28 / C 25 / C
Dakota Avenue 32/ B 44 / D 87 / F 113 / F
Vernon Avenue 23 / C 28 / C 49 / D 45 / D
Ottawa Avenue 14 / B 18 / B 42 / D 46 / D
Glendale Road 17 / B 36 / D 81 / F 142 / F
Source: Synchro modeling summarized in Technical Memorandum #3, Existing and Forecast Traffic
Operations
In addition to intersection LOS, the average corridor travel speed was documented for each
CSAH 42 segment in the study area and are summarized in Table 4-2. The average corridor
speed ranged from 23 mph to 50 mph (excluding around the intersection of TH 13) in 2006.
The current speeds were also compared to historic speeds from the County Highway 42
Corridor Study completed in February 1999. All segments, except at the western end of the
study area and near CSAH 27, have experienced declining speeds in the last decade. By
2030, the average speeds will range from 14 mph to 29 mph if no corridor improvements are
made.
TABLE 4-2
Avera a Corridor Speeds mph
egment
Distance
(mi.) 1996 Average
Segment Seed
(mph) 2006 Average
Segment
Speed (mph)
PM Peak Hour 2030 Estimated
Segment
Speed (mph)
PM Peak Hour
CSAH 21 to CSAH 18/Crest Ave 1.5 46 50 28
CSAH 18 /Crest Ave to Rutgers 1.2 46 44 29
Rutgers to TH 13 0.2 46 16 10
TH 13 to Quebec Ave 0.2 37 23 14
Quebec Ave to DakotalCSAH 27 0.8 37 34 24
Dakota /CSAH 27 to O'Connell 0.5 40 44 18
O'Connell to Ottawa 0.4 40 33 19
Ottawa Ave to Glendale Rd 0.3 40 39 17
1 Source: Table 6-5 County Highway 42 Corridor Study, February 1999
The traffic analysis summarizes the existing operations of the corridor showing that the
quality of operations is nearing the regional threshold with intersections operating close to
the D/E boundary and speed degrading. The population growth and the corresponding
increase in traffic volumes will continue to degrade the operations of the system with five
DECEMBER 2008 4.7
CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
intersections operating below the D/E boundary and speeds averaging less than 20 mph for
much of the corridor. The analysis supports the need for corridor improvements based on
traffic operations.
4.4 Corridor Crash Analysis
Crash records from 2002 to 2005 for CSAH 42 from CSAH 21 to the County Line were used
to complete the safety analysis. Data included severity, accident type, and number of
vehicles, collision type, junction type, location, control device, light conditions, weather
conditions, and road surface conditions at the time of crash. More information on the crash
analysis can be found in Technical Memorandum #1, Existing Conditions and Background in
the appendix materials (Appendix B).
Crash rates for roadway segments are crashes per million vehicle miles, while intersection
crash rates are crashes per million entering vehicles. The segment from CSAH 21 to TH 13
experienced a segment crash rate of 0.34 per million vehicle miles. From TH 13 to Glendale
Road the crash rate was 1.76 per million vehicles miles.
Intersections along the corridor were also analyzed to determine intersection crash
frequencies and rates. The two locations that experienced the most crashes and had the
highest crash rates were Quebec Avenue and CSAH 27. The crash statistics for these two
intersection are shown in Table 4-3.
TABLE 4-3
Crash Statistics - 2002 - 2005
Crash Type
# of Crash Ran Off
Crashes Rate Rear Side- Left Right Road - Head
Other
End swipe turn Angle Right On
Side
9 1 4 4 1 1 3
Quebec Ave 23 0.6
39% 4% 17% 17% 4% 4% 13%
10 2 3 6 1
CSAH 27 22 0.5
45% 9% 14% 27% 0% 0% 5%
While these locations experienced the most crashes, the crash rates are similar to the
expected range for signalized intersections in the Metropolitan Area.
4.5 Supporting Roadway Network
Transportation planning research suggest that Metropolitan areas are best served when
they have a robust system of roadways that includes a small fraction of roads focused on
mobility and the remainder (the majority) focuses on providing access to abutting property
owners. All roadways fall into one of four categories:
• Principal Arterials -The main function is mobility and provides the greatest speed for
the longest uninterrupted distance, with access control (CSAH 42 is a principal arterial).
DECEMBER 200$ 4-8
CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
• Minor Arterials - Provides a combination of mobility and access with reasonable speed
for some extended distance, with some access control (TH 13, CSAH 27/Dakota Ave,
CSAH 21 are minor arterials).
• Collectors -usually lower speed for shorter distances; collects traffic from local roads
and connects them with arterials (there are no collectors designated within the study
area).
• Local Streets -Consists of all roads not defined as arterials or collectors; primarily
provides access to land with little or no through movement.
The location and classification of all county roadways within the study area are shown in
Figure 4-1. Other existing functionally classified roadways near the study area are as
follows:
• Principal Arterials - TH 13/169 is a little over 2 miles north of CSAH 42, there are no
other east-west principal arterials to the south.
• Minor Arterials -CSAH 16 is a little over 1 mile north of CSAH 42, there are no other
east-west continuous minor arterials until .CSAH 21, which runs south-east after it
crosses CSAH 42 on the west side of the study area. The parallel east-west segment of
CSAH 21 is approximately 4.5 miles from the east side of the CSAH 42 study area.
Table 4-4 provides spacing guidelines developed by the Federal Highway Administration
and adopted by the Metropolitan Council and that aid in the planning of future transportation
systems within developed and developing areas.
TABLE 4.4
Spacing Guidelines for Functionally Classified Roads
Land Use
Characteristics Principal Arterials Minor Arterials Collectors Local Streets
Developed Areas 2 to 3 Miles 1/4 to 1/2 Mile 1/8 to 1/2 Mile As Needed to
Access Land Uses
Developing Areas 3 to 6 Miles 1 to 2 Miles 1/2 to 1 Mile As Needed to
Access Land Uses
Source: Metropolitan Council, Metropolitan Development Guide, Appendix F and Federal Highway Administration, Highway
Functional Classification
Review of the spacing of functionally classified roadways in the study area demonstrates
that the lack of Principal Arterials causes:
• A concentration of traffic (and thus higher traffic volumes) on the few arterials that do
have continuity across the region (including CSAH 42), and
• Higher than expected volumes on much of the local street system.
The inability to provide a supporting arterial to CSAH 42 based on constraints (Parkland and
Prior Lake to the south and intense development to the north) emphasizes the need to
provide the necessary capacity to CSAH 42.
DECEMBER 2008 4-9
CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
4.6 Pedestrian & Bicycle Facilities
Currently, CSAH 42 provides sidewalk on the north side of CSAH 42 at the following
locations:
• North Side of CH 42- between Boone Avenue and Quebec and between Dakota
Avenue (CSAH 27) and Glendale
• South Side of CH 42- . A sidewalk/trail exists on the south side of the corridor
throughout the study area (CSAH 21 to Glendale Road) except in the vicinity of TH 13
between Commerce Avenue and Dakota Avenue (CSAH 27).
In addition to the parallel sidewalk/trail system, all signalized intersections have painted
crosswalks and push-button activated pedestrian signals, except across the south leg at TH
13. Crosswalks are also marked across the unsignalized intersections of Alabama Avenue
and Quentin Avenue.
There is a pedestrian/bicycle trail along the north side of CSAH 42 between CSAH 83 and
the eastern limit of Scott County. Plans for the proposed CSAH 21 extension include plans
for construction of a trail along the east side of the highway (CSAH 2i Extension Project
DE/S, p. 1-9 and 6-32, June 2006). The location of existing and planned sidewalk and trails
is shown in Figure 4-6.
A review of the crash records for the years 2002 to 2005 showed two pedestrian/bike
crashes, one between the intersections of Louisiana and Quebec, and another at the
intersection of Ottawa. Any future reconstruction or expansion of the facility will need
specific improvement strategies to better improve the north-south connections across CSAH
42 for pedestrians and bicycle users.
4.7 Existing and Future Transit Services
Several local and regional transit providers, including Scott County Transit, Laker Lines
(provided by City of Prior Lake), Shakopee Transit, and the Minnesota Valley Transit
Authority (MVTA), currently provide transit service to this area of Scott County.
4.7.1 MVTA
The MVTA was founded in 1990 as a joint powers agency. Within the study area, The MVTA
serves the City of Savage (in addition to the cities of Apple Valley, Burnsville, Eagan, and
Rosemount). As mentioned above, the cities of Shakopee and Prior Lake are independent
opt out providers. Below is a discussion of MVTA infrastructure and routes (also see Figure
4-7).
• MVTA Savage Park and Ride Lot-This lot, located at CSAH 42 and Huntington
Avenue, has capacity for 195 vehicles.
• MVTA Bus Routes-The four routes described below serve Savage and provide
connections to Burnsville, MSP Airport, the Mall of America, downtown Minneapolis, and
the University of Minnesota. The Flex Route 421 and the Minneapolis Express Route
464 are located within the study area as shown on Figure 4-7; the other two routes
provide service east of the study area.
DECEMBER 2008 4-10
CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
• Flex Route 421-provides a combination of fixed stops and flexible routing in Savage
with a connection to the Burnsville Transit Center. Riders on Route 421 may connect
with Route 444 at the Savage Park & Ride to go to the Burnsville Center.
• Minneapolis Express Route 464-provides express service between the Savage Park
and Ride and downtown Minneapolis. Only three morning and evening trips are provided
Monday through Friday during peak periods.
• Route 444-provides regular fixed route service between the Savage Park and Ride,
the Burnsville Center, Burnsville Transit Center, Mall of America and the MSP Airport (on
select trips).
• Express Route 460-provides service between the Savage park and Ride lot and
downtown Minneapolis and the University of Minnesota.
MVTA provides significant local and express bus service out of the Burnsville Station,
however, this service is remote from much of the western portions of Scott County and is
generally used to a lesser degree by the residents of Prior Lake and Shakopee compared to
the residents of Savage.
4.7.2 Laker Line (Prior Lake Routes)
In July 2007, the City of Prior lake, the City of Shakopee and Scott County partnered to
begin operation so fthe BlueXpress (route 490), anon-stop commuter service from Prior
Lkae and Shakopee to Downtown Minneapolis. BlueXpress operates from two park and ride
facilities located at Safe Haven for Youth (north of CSAH 42 and west of McKenna Road)
and the Southbridge Corssings Transit Station, a 500-stall park and ride facility at CSAH 18
and TH 169 in Shakopee. BlueXpress currently offers 8 morning and 8 evening commuter
routes. Buses currently head east on CSAH 18 before accessing the TH 169 corriddor to 1-
394 before reaching downtown Minneapolis. In 2010, construction is planned on a bus only
access ramp from Southbridge Crossing Transit Station to TH 169.
4.7.3 Scott County Transit-Fixed Routes
The fixed routes provided by Scott County Transit are located north of the CSAH 42 project
area, in the cities of Chaska and Shakopee.
DECEMBER 2008 4-11
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CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
4.8 Unmet Transit Needs and Future Transit Demand
Scott County's Unified Transit Management Plan (UTMP) (May 2005) is a comprehensive
transit study intended to serve as a blueprint for the County and its communities to follow in
improving public transit service over the next 20 years. The study identified unmet transit
needs within the study area that included the need for additional Park and Ride lots to meet
the significant park and ride demand within Scott County. Generally, within the study area,
there is unmet transit demand in Prior Lake and Shakopee. The Unified Transit
Management Plan included the following recommendations:
The significant park-and-ride demand identified from Scott County shows the need for
improved transit services, in particular, commuter express services into downtown
Minneapolis and into suburban areas such as Edina, Bloomington, Richfield, and Eden
Prairie. It is recommended that new services focus first on the Minneapolis commuter
markets, downtown St. Paul, the University of Minnesota, Normandale Community
College, and Hennepin Technical College.
As such, two transit stations are under consideration in close proximity to the project area.
The CSAH 21/CSAH 16 transit station, which would include 500 parking spaces, is being
constructed as part of the CSAH 21 extension project. Additionally, a facility at CSAH 21
and CSAH 18 opened July of 2007 and as of May 2008 accommodates 260 vehicles per
day. This lot has approximately 500 parking spaces. Both park and ride facilities are
intended to meet unmet transit demand and to reduce congestion on the TH 169 corridor.
4.9 Corridor Conclusions
Review of the existing and future corridor conditions provided the following conclusions:
• Congestion along the corridor is beginning to become an issue, especially in the eastern
segment of the corridor which is experiencing average speeds less than 40 mph. (With
the future traffic volumes projected to continue to increase the corresponding traffic
operations are projected to continue to decline).
• The supporting road network is underdeveloped, and the inability to provide additional
east-west arterials within the study area are concentrating the traffic volumes to use the
CSAH 42 corridor.
There is proposed good continuity of trail and sidewalk facilities parallel to the CSAH 42
corridor, but as volumes increase on the roadway, it will become a barrier to north-south
movement of pedestrians.
DECEMBER 2008 4-14
CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
5.0 Development of Alternative Strategies
5.1 Performance Measures and Project Objectives
Early in the CSAH 42 Corridor Study process, performance measures were selected which
were used to evaluate the alternative strategies. Performance measures were selected prior
to the development of alternatives, to ensure an objective evaluation. Performance
measures used to evaluate the alternative strategies are summarized in Table 5-1.
Additional information about the performance measures is provided in Technical
Memorandum 2, Performance Measures and Project Objectives located in Appendix B.
TABLE 5.1
Performance Measure Objectives
Performance Measure Unit Deficiency Threshold
Traffic Operations Level of Service (LOS) D/E Boundary
Average Speed Maintain peak directional operational speeds
Queues Mainline < 1,200 feet
Turn bays < 300 feet
Traffic Safety Crash Rate Less than Countywide Average
(Intersection &
Segment)
Access Number of Accesses Meet desired density of access (based on
per mile county or corridor specific access policy)
No private access
Public streets
- Right-in/outs at 1/8 mile spacing
- Collectors at'/a mile spacing
- Full access at'/z s acin
Supporting Road Spacing Meet the Metropolitan Council's functional
System classified roadway spacing guidelines:
Connectivity - Minor arterials at'/2 mile spacing
- Collectors'/a mile spacing
- Full access at'/z s acin
Pedestrian Operations Crossings Provide crosswalks at all major intersections
Linear-Connectivity Provide a continuous facility along both north
and south sides of the CSAH 42 corridor
Grade Separations Consider underpasses where topography is
favorable, and where there is a need to
enhance pedestrian amenities
DECEMBER 2008 5-1
CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
5.2 Development of Alternative Strategies
5.2.1 Initial Universe of Alternatives
The initial universe of CSAH 42 study area alternative strategies was developed in response
to the identified traffic operations (speed and level of service) deficiencies in the corridor
along with input from the PMT, CAC and public. The alternatives were developed to address
operational issues on CSAH 42-by either minimizing the increase in traffic demand along
the road, or by increasing capacity. Transit improvements, the addition or improvement of
roadways parallel to CSAH 42, and geometric improvements were considered. Each of
these areas of improvement is described below.
5.2.2 Transit Improvement Alternative
Technical Memorandum 5 contains an overview of the existing transit services in the study
corridor's area. These services are also shown on Figure 3-1. Scott County's Unified Transit
Management Plan (UTMP) (May 2005), identified unmet transit needs in the study area. The
study noted that additional park-and-ride lots are needed to meet commuter demand. Other
transit oriented improvements could include traffic signal modifications to give priority to
transit vehicles and special design considerations for bus pullouts at existing transit stops.
These transit enhancements along CSAH 42 would likely divert some single occupant
vehicles from the corridor.
5.2.3 Signal System Improvement Alternative
The County routinely reviews the signal timing and potential for signal coordination between
the signalized intersections along the CH 42 corridor. By optimizing signal timings and
progression by making changes to cycle lengths, phase sequence and phase splits has
allowed slight improvements to the overall mobility of the corridors, especially during peak
hours, but as more of the signalized intersections reach their capacity this type of
improvement will have less effect on the overall corridor performance.
5.2.4 Parallel Roadway Improvement Alternative
The lack of connectivity of the local road network to the north and south of CSAH 42 results
in traffic being forced to use the limited roads available.
Improving roadways that run parallel to CSAH 42 would likely
The lack of connectivity
divert some vehicles from CSAH 42. As shown on Figure 5-
1, there is limited potential within a mile of either side of of the local road network
CSAH 42 to develop a system of parallel roadways that could
ease existing and future traffic congestion on CSAH 42. to the north and south of
To the south, Prior Lake presents a natural barrier to the CSAH 42 results in traffic
development of a parallel route. North of CSAH 42, existing being forced to use the
development would make creating a continuous parallel route
prohibitively expensive due to right-of-way acquisition costs limited roads available.
and impacts. There are some opportunities for adding short
sections of parallel routes. Several of these have been
identified by the Cities of Prior Lake and Savage, and are
included within existing plans. Improvements to existing
roadways could include intersection improvements (addition of turn lanes) or removal of
parking.
DECEMBER 2008 5-2
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CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
Locations of potential parallel roadway improvements are shown in Figure 5-1 and include:
• Connelly Parkway from Boone Ave east across TH 13 to CSAH 27,
• South Park Drive from TH 13 east to CSAH 27,
• 150th Street West from TH 13 east to CSAH 27 and
• Fountain Hills Drive from cul-de-sac at the western terminus to Pike Lake Trail.
Non-existing potential parallel routes should be considered in undeveloped locations.
Implementation of routes will help divert future additional traffic on CSAH 42. Potential
corridors for these routes include Carriage Hills Drive connection from CSAH 21 to existing
western terminus, and a connection from Pike Lake Trail across CSAH 18 to 138th Street
north of CSAH 42.
5.2.5 CSAH 42 Roadway Improvement Alternatives
The universe of alternatives includes capacity improvements on CSAH 42 which range from
adding a minimum amount of capacity by completing committed projects with no other
improvements; to providing some additional capacity by adding turn lanes at key
intersections; to adding a through lane on CSAH 42 (the greatest capacity increase). These
alternatives are described below.
Existing Plus Committed Alternative
The Existing Plus Committed Alternative would keep the existing configuration on CSAH 42
and would make only the following currently programmed improvements:
• CSAH 42 Expansion (Seament 8 in Dakota County--Currently under construction,
CSAH 42 is being expanded from a 4-lane to a 6-lane highway from Joppa
Avenue/Glendale Road in Savage, Scott County to just east of CSAH 5 in Burnsville,
Dakota County. This project will also replace the signal at Huntington with a 3/a design
intersection.
• Extension of CSAH 21 from CSAH 42 north to CSAH 18-the existing three-leg
intersection will become afour-leg intersection when the CSAH 21 is extended north to
CSAH 18 in 2010. The lane configuration will be two through-lanes, one left-turn lane
and aright-turn lane on all four approaches.
• Reconstruction at TH 13 and CSAH 42 intersection --currently scheduled for 2015, this
project will increase the through-lanes on CSAH 42 from 4- to 6-lanes between Rutgers
Avenue and Quebec Avenue. Additional left turn lanes will be provided for east- and
westbound CSAH 42 at TH 13 and westbound CSAH 42 at Quebec.
Enhanced 4-Lane Improvemenf#1
The Enhanced 4-Lane Improvement would add additional turn lanes to the six intersections
along CSAH 42 that are outside the TH 13 improvement area. The specific intersections and
proposed improvements are provided below in Table 5-2 and shown in Figure 5-2. These
improvements would increase intersection efficiency by reducing the amount of green time
for the intersecting roadways, thereby increasing the green time on CSAH 42.
DECEMBER 2008 5-4
CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
TABLE 5-2
Enhanced 4-Lane #1 Turn Lane Additions
ti
CSAH 42 I
t North Approach South Approach
n
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.RTL LTL
RTL LTL
CSAH 21 / /
CSAH 18 / / /
TH 13 Construction
__
CSAH 27 / /
Vernon Avenue
Ottawa Avenue /
Glendale Avenue / / / /
Enhanced 4-Lane Improvement #2
Building on the Enhanced 4-lane improvement #1 option, this improvement would also add
left turning lanes for the mainline approaches shown in Table 5-3 and Figure 5-2.
TABLE 5-3
Enhanced 4-Lane #2 Turn Lane Additions
CSAH 42 I
ti
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CSAH 21 / /
CSAH 18 / /
TH 13 Construction
CSAH 27 / /
Vernon Avenue
Ottawa Avenue
Glendale Avenue / /
An example of the proposed improvements to the intersection of CSAH 42 and Dakota
Avenue (CSAH 27) is shown in Figure 5-3. This figure also shows across-section of CSAH
42, as well as an estimate of the alternative footprint, which would increase from 85 to 100
feet.
6-Lane Improvement
The 6-Lane Improvement alternative incorporates the turn lane additions from both
Enhanced 4-lane Improvement Options and adds a third through-lane in each direction
along the corridor. Changes to the geometry of all signalized intersections are shown in
Figure 5-2. Figure 5-4 illustrates what this alternative would look like at the intersection of
CSAH 42 and Dakota Avenue (CR 27). This alternative includes adding left turn lanes on
CSAH 42 and an additional through lane-providing three through lanes in each direction.
The roadway width for this alternative would be increased from the existing 85 feet to 124
feet.
DECEMBER 2008 5-5
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CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
5.3 Alternatives Analysis
5.3.1 Technical Analysis
A capacity analysis evaluated how CSAH 42 intersections would perform with year 2030
traffic volumes under each of the improvement alternatives (Existing Plus Committed,
Enhanced 4-Lane Improvements #1 and 2, and the 6-Lane Improvement). Table 5-4
provides a comparison of the traffic operations for each alternative. This analysis shows that
only the 6-Lane improvement would result in traffic operations that achieved the LOS
performance measure of LOS D or better for the entire corridor, except for the intersection of
TH 13 and CSAH 42. Table 5-4 also shows the lowest travel speeds along the corridor for
each alternative in the year 2030. Figure 5-5 provides an overview of the anticipated
average corridor speeds on a yearly basis to the year 2030. The graphs show a steady
decline in both AM and PM peak hour average speeds over time. The graphs also include
the average peak hour speeds with the implementation of the three alternative strategies in
2030. The corridor speeds increase with any of the improvements, but show the greatest
improvement with the 6-lane improvement.
TABLE 5.4
CSAH 42 Improvement Alternative Traffic Operations Comparison-Using Year 2030 Traffic Volumes
CSAH 42 Roadway Improvement Alternatives
Existing Plus
Committed Enhanced 4- Enhanced 4- 6-Lane
Alternative Lane #1 Lane #2 Improvement
Intersection Level of Service (LOS) (# of
intersections operating at or below D/E 5 5 3 1
boundary)
Corridor Operating Speeds (for lowest
segment)
West End (CSAH 21 to Rutgers) 28 29 30 32
East End (Quebec to Glendale) 15 16 16 19
Queues (# of intersections not meeting 5 5 4 2
performance measure)
Source: Figure 6.5 from Technical Memorandum 6, Development of Alternative Strategies. See this memo for
additional details about the Synchro analysis.
Enhanced transit operations throughout the corridor could marginally address traffic
congestion by decreasing traffic volumes. However, the local transit provider, Minnesota
Valley Transit Authority (MVTA), currently does not plan to increase the number of buses
along CSAH 42. The Local Laker Link may be expanded to provide service along the
corridor between Prior Lake, Shakopee and Savage, but is unlikely to divert enough riders
from their vehicles to have significant impact on traffic operations along the corridor.
Improvements to local road systems to provide additional parallel minor arterials for
extended lengths along the corridor are not feasible due to existing development and
environmental impediments and only minor improvements can be anticipated.
DECEMBER 2008 5-9
CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
5.3.2 Feasibility of 6-Lane Alternative -Right-of-Way
Throughout the CSAH 42 study process, the public has generally agreed with the need for
improvements along the roadway, however, there were
concerns regarding right-of-way acquisition and access
changes. This study included a preliminary analysis of right-of- Analysis determined that
way impacts of widening CSAH 42 from 4 to 6-lanes: 1) to the the amount of land that
north; 2) to the south; and 3} symmetrically.
would need to be acquired
It was assumed that the 6-lane road would require 200 foot
wide right-of-way. Analysis determined that the amount of land from adjacent land
that would need to be acquired from adjacent land owners could owners could be
be minimized by holding the existing CSAH 42 south curbline,
and widening the road to the north. The preliminary analysis minimized by holding the
found that widening to the north would impact 59 parcels existing CSAH 42 south
including 8 potential residential relocations compared to 126
parcels if the roadway was widened to the south. Widening to curbline, and widening the
the north takes advantage of several large vacant parcels road to the north
(some of which are now in the planning stages of development); .
and provides an opportunity for negotiating with landowners
during the development approval process for right-of-way
dedication. The additional right-of-way needs along the north side of CSAH 42 should not
have an adverse economic impact on the affected properties.
As noted above, this was a preliminary analysis and is not a final decision in terms of
roadway location. The actual roadway alignment will be documented in more detail during
the next phase of conceptual design. Additional information, including the methodology used
to calculate parcel impacts and potential residential relocations, as well as information about
the impacts associated with all alternative strategies is available in Technical Memorandum
6: Development of Alternative Strategies located in Appendix B.
5.3.3 Feasibility of 6-Lane Alternative -Safety
Statewide crash data indicates that the average crash rate on urban/suburban arterials
increases directly with the number of lanes from 2.3 crashes per million vehicle miles (mvm)
traveled for 2-lane facilities, 3 to 5 crashes/mvm for 4-lane facilities (depending on median
design and level of access) and 6.5 crashes/mvm for 6-lane facilities. Further review of the
data indicates that one of the primary factors contributing to the difference in crash rate is
the density of access along the urban corridors. The average density of access along the 6-
lanefacilities is 15% higher than the density along 2 and 4 lane facilities. Understanding the
factors that contribute to the higher crash rates along 6-lane facilities suggests that when a
decision is made to go to a wider roadway in order to meet congestion and travel speed
performance objectives, the best way to address safety concerns is to manage access along
the corridor. The plan for access management is discussed in section 6.2.
DECEMBER 2008 5-10
55
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Average CorrEdarSpeeds - AM Peak Hour
CSAH d2 -Scott County
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_ _ (CSAF,' 21 t0 Rt~ttpers_~____ _ _ 36 mph (~4-lane h1'mor hnprorement #2)
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Figure 5-5
CSAH 42 Vision and Implementation Plan
oai,7ios Alternative Average Corridor Speeds
2005 2010 2015 2020 2025 2030 2035 20dt
Year
CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
6.0 Suggested Preferred Alternative Strategy
A combination of strategies aimed at providing a balance between improving mobility and
maintaining suitable local access is the preferred alternative strategy recommendation. This
strategy combines aspects taken from each of the alternative strategies that were studied,
including transit, parallel route, roadway, pedestrian amenity and access management
improvements.
6.1 Roadway Expansion
As discussed in Section 5.0, the traffic operations analysis showed that only the 6-Lane
Improvement Alternative would result in traffic operations
that would achieve the Level of Service (LOS) The traffic analysis
performance measure of LOS D or better (with the
exception of the CSAH 42/TH 13 intersection). The 6- showed that only the 6
Lane Alternative also provided the highest average lane alternative would
corridor peak speeds between 27 and 37 miles per hour,
which is approximately equal to the current average peak result zn traffic operations
hour speeds. Based on the results of these analyses, the that would achieve the
selected preferred alternative strategy is the 6-Lane
Improvement Alternative. The concept design for the 6- LOS performance
lane alternative is shown in Figures 6-1 to 6-12.
measures.
In addition to roadway expansion, several other strategies
are also recommended for further investigation to meet
the goals established along the CSAH 42 corridor. These strategies are discussed below.
6.2 Access Management Strategies
Access management strategies should be considered for improving traffic safety and
operations, consistent with the Principal Arterial designation for CSAH 42, which, by
definition, establishes mobility as the highest priority for the roadway. Currently, 47
commercial or residential properties directly access CSAH 42. As the preferred alternative
layout is developed, implementation of Scott County's intersection access spacing
guidelines should be considered, including converting some full access intersections to
limited access, either 3/a design or right-in/right-out design.
Possible intersection access control revisions were documented in the implementation plan
for the CSAH 42 Corridor Plan (1999). Proposed intersection improvements are
documented below in Table 6-1 and Figure 6-13. Seven out of 24 intersections along the
study corridor would be subject to access reductions; and traffic signals would be added at
three intersections (for a total of 12 signals along the corridor). The timing of the access
changes is a function of the planned development near the access and the construction of
some necessary roadway connections. For example, prior to Rolling Oaks and Ferndale
having access restrictions, it is assumed that Meadowlawn, a new full access intersection,
would be constructed first. This would provide indirect access for Rolling Oaks and Ferndale
by either a new roadway connection, or u-turns at the new signal at Meadowlawn.
DECEMBER 2008 6-1
CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
TABLE 6-1
Proposed Intersection Improvements
CSAH 42 I
i Existing Future
ntersect
on
Control Type
Access
Control Type
Access
CSAH 21 Signalized Full Signalized Full
Pike Lake Road Thru Stop Full Signalized Full
Rolling Oaks Thru Stop Full Thru Stop Right-In/Right-Out
Meadowlawn Road Thru Stop Right-In/Right-Out Signalized Fulf
Ferndale Thru Stop Full Thru Stop 3/a Design
CSAH 18/Crest Ave. Signalized Full Signalized Full
New Access - - Thru Stop Right-lnlRight-Out
Aspen Ave. (East) Thru Stop Full Signalized Full
Kensington/Meadow Ave. Thru Stop Right-In/Right-Out Thru Stop Right-In/Right-Out
Heatherton Ridge Thru Stop Full Thru Stop Right-In/Right-Out
Shady Beach/Conrry Thru Stop Full Thru Stop Right-INRight-Out
Boone/Greenway Ave. Thru Stop Full :Signalized Full
Harbor Place Thru Stop Full Thru Stop Right-ln/Right-Out
Rutgers Street Signalized Full Signalized Full
Commerce Ave. Thru Stop 3/a Design Thru'Stop Right-ln/Right-Out
TH 13 Signalized Full Signalized Full
Rhode Island Ave. Thru Stop Right-In/Right-Out Thru Stop Right-In/Right-Out
Quebec Ave. Signalized Full Signalized Full
Louisiana Ave. Thru Stop 3/a Design Thru Stop 3/a Design
Allen/Loftus Thru Stop Right-In/Right-Out Thru Stop Right-In/Right-Out
CSAH 18/Dakota Ave. Signalized Full Signalized Full
Alabama Thru Stop 3/a Design Thru Stop 3/a Design
Vernon/O'Connell Signalized Full Signalized Full
Quentin Thru Stop Full Thru Stop 3/a Design
Ottawa Signalized Full Signalized Full
Natchez Thru Stop Right-In/Right-Out - Closed
CSAH 31/Glendale Signalized Full Signalized Full
Source: CSAH 42 Corridor Study, February 1999
DECEMBER 2008 6-2
CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
There is a total of thirty-six (36) properties that would be impacted by the expansion of
CSAH 42 to 6-lanes with either an access change or setback issue. The locations of these
properties are shown in Figures 6-1 to 6-12. Three properties have setback issues meaning
that the roadway would be closer than the required minimum distance from their home.
Thirty-three properties would have an impact to their access -out of the thirty-three (33),
twenty-five (25) are expected to have a variance to the county guidelines. These properties
are expected to be allowed to keep their access directly to CSAH 42 as long as the site is
not redeveloped. Upon redevelopment, access issues would be addressed. Four of the
thirty-three may be able to have access via another local roadway and another four are
expected to be removed when currently proposed private development is completed.
As mentioned in section 5.3.3, the best way address the safety concerns of reconstructing to
a 6-lane facility is to manage access. The access management plan discussed above as
part of the preferred alternative improvements to access from two perspectives. First, the
density of access has been reduced from approximately 12 per mile to 10 per mile by
redirecting a number of private driveways from CSAH 42 to adjacent local streets. Secondly,
at each unsignalized local access locations, the number of vehicle conflicts if being
minimized by closing median openings or creating 3/a designs as summarized in Table 6-1.
This strategy eliminates the one vehicle maneuver that is the most hazardous at
uncontrolled intersections -the minor street crossing which contributes to between 70 and
90 percent of angle crashes.
6.3 Parallel Roadway Improvement Strategies
Improvements to potential existing parallel routes may include the addition of turning lanes
or the removal of parking along routes. These improvements will allow drivers to use the
alternative parallel routes; however, the number of vehicles diverted will not be great enough
to completely address congestion on CSAH 42. Potential parallel route improvements to
existing roads include:
• Connelly Parkway from Boone Ave east across TH 13 to CSAH 27,
• South Park Drive from TH 13 east to CSAH 27,
• 150 Street West from TH 13 east to CSAH 27 and
• Fountain Hills Drive from Pike Lake Trail to existing terminus.
Non-existing potential parallel routes should also be considered in undeveloped locations.
Implementation of routes will help divert future additional traffic on CSAH 42. (See Section
5.2.1 and Figure 5-1 for more details).
Potential corridors for these routes include:
• Fountain Hills Drive connection from CSAH 21 east to existing terminus,
• Connection between Carriage Hills Parkway and Carriage Hill Road, and
• Connection from Pike Lake Trail across CSAH 18 to 138'h Street.
DECEMBER 2008 6-3
CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
6.4 Pedestrian and Bicycle Accommodation Improvement Strategies
Strategies for improving pedestrian and bicycle safety on the reconstructed corridor were
based on NCHRP Report 500, Volume 10, A Guide for Reducing Collisions Involving
Pedestrians which includes research and effectiveness of strategies to improve pedestrian
safety on a roadway. Review of this document provided the following improvement
strategies to be considered for implementation on the CSAH 42 corridor:
Strategy 1 -Provide Sidewalk/Walkways and Curb Ramps -this strategy is currently
being implemented on the corridor with the existing and planned sidewalk/trail system
parallel to CSAH 42 (see Section 4.6).
Strategy 2 -Install or Upgrade Traffic Signals
Traffic signals can create gaps in the traffic flow of sufficient size to allow pedestrians to
cross the street. The recommended intersection improvements are summarized in Table 6-1
and include 12 future signalized intersection within the study area. The new/upgraded traffic
signals should also consider having the following strategies:
Pedestrian Signal Timing -Where pedestrian traffic is regular and frequent,
pedestrian phases should come up automatically and not rely on a pedestrian push
button for activation.
Accessible Pedestrian Signals -Accessible pedestrian signals (APS) provide
audible and/or vibrotactile information coinciding with visual pedestrian signals, to
inform visually impaired pedestrians precisely when the WALK interval begins and
when it is no longer safe to cross.
Right-Turn-on-Red Restrictions -Motorists who stop at the intersection and look left
to see if the road is clear sometimes do not look right before turning right and may
not see pedestrians coming from the right. RTOR restrictions during the busiest
times of the day may be beneficial near school routes along the CSAH 42 corridor.
Strategy 3 - Construct Pedestrian Refuge Islands and Raised Medians
Raised medians allow pedestrians to concentrate on only one direction of traffic at a time.
Raised pedestrian refuge islands, or medians at crossing locations along roadways, provide
another strategy to reduce exposure between pedestrians and motor vehicles. Refuge
islands and medians that are raised (i.e., not just painted) provide pedestrians more secure
places of refuge during the street crossing. This simplifies the crossing maneuver for
pedestrians by creating the equivalent of two narrower one-way streets instead of one wide
two-way street. The preferred alternative includes a raised median throughout the length of
the corridor that would provide refuge to crossing pedestrians at signalized intersections.
Strategy 4 - Install Overpasses/Underpasses
Two over/under passes are recommended within the study area -one on the west end of
the study area just west of CSAH 21, and another between Natchez Avenue and Glendale
Avenue on the east end of the study area. The location of the over/under passes are shown
in Figure 6-1 and 6-12. In addition, the City of Savage's 2030 Comprehensive Plan includes
an additional pedestrian overpass between Quebec and Louisiana Avenues located within
the TH 13 Improvement Project study area.
DECEMBER 2008 6-4
CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
Strategy 5 -Comprehensive Safety Approach
Recent research has shown that a comprehensive approach is most effective in creating
safer walking environments. Many pedestrian safety problems cannot be solved simply by
addressing one of the "three Es" (engineering, education, enforcement) in isolation.
Engineers, law enforcement, designers, planners, educators, and citizens should all play a
role in identifying and implementing effective improvement strategies for pedestrian safety.
The focus of the strategies recommended in this section is on the engineering road design
strategies. The County's most effective approach to addressing education and enforcement
strategies will be to focus on public education, law enforcement, and cooperation and
collaboration with other County departments, agencies, and schools.
6.5 Transit Improvement Strategies
The County and local communities should continue to coordinate with the Minnesota Valley
Transit-Authority (MVTA) and the City of Prior Lake, to incorporate additional transit
operations within the corridor and to determine appropriate locations for future park and ride
lots. Consideration should also be given to transit signal system priority when service levels
within the corridor have increased to the point where providing this type of enhancement
provides benefits to transit riders.
DECEMBER 2008 6-5
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CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
7.0 Implementation Plan
7.~ Scott County Highway Project Planning and Programming
Process
Scott County, as the owner, operator and maintainer of the county highway system,
schedules construction projects through a series of County Board-adopted plans. The
process for planning and programming of roadway projects is briefly described below.
Scott County 2030 Comprehensive Plan Update -this plan provides the basic
framework for the development of the Scott County Transportation System through
the year 2030.
Transportation Improvement Plan (TIP) - 2008 - 2017- the TIP refines the scope
of improvements recommended in the Transportation Plan and starts prioritizing
based on the need for improvement. Prioritization criteria include road condition,
crash statistics, projected traffic volumes, existing and projected congestion and local
jurisdictional input. The TIP is constrained by the amount of funding available.
Funding types and limitation also play a major role in the selection and scheduling of
improvement projects. An ongoing issue for Scott County is the system needs far exceed
the current funding available. The County seeks to take advantage of funding opportunities
that develop from coordination with other agencies. The County's "Policies for Cost
Participation with Municipalities, State of Minnesota and Other Agencies" is part of the
Transportation Plan.
7.2 Preferred Alternative Costs
The CSAH 42 Preferred Alternative of expansion to 6-lanes is currently NOT in the 2008-
2017Transportation Improvement Plan. Unless additional funding becomes available, the
project is not expected to be implemented until after 2017.
The CSAH 42 expansion to 6-lane project construction cost was estimated based on
previous County project costs as shown in Table 7-1. These costs are for construction only
and do not include right-of-way that could exceed 30% of the construction costs.
TABLE 7.1
~niinty C;nnstn,ction Costs Examples (Does not include Rioht-of-Wav costs)
Project Cost per Mile
CSAH 42 (Burnsville/Savage) 4-lane divided to 6-lane divided $7.7 million/mile
CSAH 21 (Prior Lake) 4-lane undivided to 4-lane divided $3.6 million/mile
CSAH 82 (Prior Lake) 2-lane undivided to 4-lane divided $5.4 million/mile
Based on the past experience of the County in the projects shown in Table 7-1, an estimate
of $6.0 million per mile (in 2008 dollars) was used to determine the construction costs of
expansion of the CSAH 42 corridor to a 6-lane facility. The corridor's eastern segment is 1.8
miles and the western segment is 2.6 miles long equaling 4.4 miles of roadway that would
DECEMBER 2008 7-1
CSAH 42 VISION AND IMPLEMENTATION PLAN -FINAL REPORT
be reconstructed. This makes the construction cost of the CSAH 42 preferred alternative, of
expanding from a 4-lane divided to a 6-lane divided facility, $26.4 million (in 2008 dollars).
7.3 Implementation Recommendations
Recommendation #1: Scott County and its partners should continue toward
completion of current project construction and planning efforts. These current efforts
include the improvements at the TH 13 intersection from Boone Avenue to Louisiana
Avenue, the Segment 8 expansion from the county line to Joppa/Glendale Ave, and the
construction of the CSAH 21 extension from CSAH 42 north to CSAH 18.
Recommendation #2: Scott County should move forward in the development of the
CSAH 42 preferred alternative. This would include the completion of the appropriate
environmental documentation, begin detailed design and begin determination of right-of-way
needs and the ability to begin preservation of right-of-way for the future expansion project.
Recommendation #3: The County and its partners should review possible interim
efforts for maintaining traffic operations along the corridor. Examples of this are the
retiming and synchronization of the existing signals along the corridor and implementation of
improvements to the proposed parallel roadways including completing missing segments as
development occurs.
Recommendation #4: The County should continue monitoring operations of the TH 13
and CSAH 42 intersection. The intersection of TH 13 and CSAH 42 currently experiences
the highest traffic volumes in the study area and is forecasted to continue to be a critical
intersection. Based on forecasts documented in this study, the location did not meet the
performance objectives in the year 2030, even with the planned improvements. The county
should continue monitoring the intersection, reviewing traffic volumes and travel patterns, as
enhancements to the surrounding roadway network are implemented. A plan for possible
improvements for the year 2030 could include capacity improvements to TH 13 or new
innovative grade-separation solutions such as an Echelon intersection shown in Figure 7-1.
FIGURE 7-1
Echelon Intersection
Source: University of Maryland Applied Technology and Traffic Analysis Program
DECEMBER 200$ 7-2
-_..~