HomeMy WebLinkAbout7B - Intersection Improvements on TH 13 @ 150th Street
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1) The TH 13/0akland Beach/Zinran Avenue intersection's current de-
sign is a safety issue because of the lack of a bypass lane and peak
left turns in the a.m. due to High School traffic and in the p.m. due to
return traffic from work. This intersection has a crash rate of 0.5
crashes per million vehicles ( Metro average 0.2) nearly twice as many
as at 150th Street and a severity rate of 0.9 (Metro average 0.3). 57%
of the crashes were rear-end collisions.
2) The proposed right in right out at the TH 13/0akland Beach/Zinran
Ave Intersection will increase traffic volumes in the morning for left
turns on Rustic Road. However the peak hour turning movement
counts indicate that only eight trips a.m. and nine trips p.m. would be
rerouted through the neighborhood during the peak hour.
3) The proposed right in right out at the TH 13/150th Street intersection
will result in increased traffic on Fairlawn Shores and Green Oaks
Trail. Peak hour turning movement counts indicate that a total of 69
trips a.m. and 34 trips p.m. would be rerouted through the neighbor-
hood during peak the peak hour.
Based on the concerns related to increased neighborhood traffic, the Council
determined that with limited transportation funds available this project was not
a priority at that time. Accordingly the City Council scheduled the project for
construction in 2016 in the City's Transportation Plan.
The City of Savage has currently identified this project in its 2012/2013 CIP.
Current Circumstances
MnDOT has contacted the cities and indicated there is $1 million in funding
available for this project in 2013 if the cities are interested in proceeding. Cur-
rently this project is not included in the City of Prior Lake's transportation plan
until 2016.
ISSUES:
The City Council needs to determine if this intersection should be advanced in
the City's Transportation Plan based on available MnDOT funding. This
project has not been considered a priority. The Oakland Beach/TH 13/Zinran
Intersection does have a high accident rate and is by far the number one in-
tersection in the City in terms of complaints received by the Public Works De-
partment.
There are potentially very inexpensive interim measures that can be consi-
dered at this intersection. They include:
Signing no left turns for south bound TH 13 at Zinran requiring those
turns to take place at 150th where turn lanes exist.
Closing Zinran to thru traffic would also accomplish the restriction on
left turns but would allow access to the existing business.
Any restrictions to Zinran would need to be approved by the Savage City
Council. They will be discussing this item at a March 8, 2010 meeting. The
option of signing "No Left Turns" may require additional enforcement; howev-
er, currently, the City spends considerable time enforcing illegal by-passes in
the "Right Turn Only" lane at Oakland Beach so there may not be a need for
increased enforcement.
R:\CounciJ\201O Agenda Reports\03 15 10\TH 13 150th Presentation (2).doc
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FINANCIAL
IMPACT:
The total project cost is estimated to be $3.9 million with the costs being split
three ways between MnDOT, Prior Lake and Savage if the project were to
receive State funding.
Moving the project to 2013 would require the shifting of other City projects
such as the Main Ave/TH 13/CR44 Intersection project.
ALTERNATIVES: The alternatives are as follows:
1. Provide staff direction on whether to make this project a priority for con-
struction in 2013.
2. Direct Staff to work with Savage and MnDOT to seek cheaper interim so-
lutions.
3. Defer this item until a future date.
RECOMMENDED Alternative #2.
MOTION:
Reviewed r:lJ
Frank Boyles, Cit an 9
R:\Council\20 1 0 Agenda Reports\03 15 10\ TH 13 150th Presentation (2).doc
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Technical MemorandumlICE Report
City of Savage and City of Prior Lake
TH 13 and 150th Street
June 30, 2008
~
SEH
TECHNICAL MEMORANDUM
TO:
John Powell, City of Savage
Steve Albrecht, City of Prior Lake
FROM:
Mike Kotila, PE
Mark Ray, Err
DATE:
June 30, 2008
RE:
Preliminary intersection control findings for 150th Street at TH 13
SEH No. ASA V AG0703.00 MTKA
1. Background Study Purpose
In 1996, Mn/DOT worked with the Cities of Savage and Prior Lake to develop an access
management plan for TH 13. The 1996 Access Plan identified the TH 13/150th Street intersection
to be perpetuated as a full access intersection. Adjacent local street intersections (TH 13 at Green
Oaks Road/152od Street and Oakland Beach Avenue/Zinran Avenue) on TH 13 were identified as
right-inlright-out intersections in the access plan.
The 150th Street intersection was identified for full access, but due to a severe skew between
intersecting roadway alignments, the long term geometric configuration of the intersection was
undetennined. Since 1996, the Cities and MnlDOT have implemented safety improvements on
TH 13 including turn lanes on TH 13 when the Prior Lake High School was opened westerly of
the intersection in 2003. Skew corrections on the 150th Street approaches to TH 13 were not made
at that time.
Increasing traffic demands in the area due to regional growth on TH 13, local growth from nearby
residential development and high school activities have increased local concerns for traffic safety
in the corridor. South bound left turn safety is a concern at the TH 13/Zinran intersection.
Eastbound and westbound cross-over movements are a concern at 150th Street especially due to
high school activities which attract trips from and across TH 13 at these locations. A severe crash
occurred involving school age drivers in 2006 has raised local concerns to a higher level. In
response to safety concerns, the Cities of Savage and Prior Lake have initiated this design study.
2. Study Purpose
The purpose of this study is to provide sufficient level of traffic operation analysis and design
feasibility to define a long term operational plan for the corridor of Trunk Highway between
Oakland Beach Avenue/Zinran Avenue and Green Oaks Road/152nd Street, including the
intersection of Trunk Highway 13 with 150th Street, in Prior Lake/Savage, Minnesota. The
Technical Memorandum/ICE Report
City of Savage and City of Prior Lake
TH 13 and 150th Street
June 30, 2008
intersections adjacent to 150th Street are being considered for access modifications to reduce
movements to right-in fright-out only.
The need to develop an operational plan has evolved as a result of growing regional and local
traffic demands. Findings in this study will allow City and State representatives to make informed
decisions regarding the future of the TH 13 intersection with 150th Street and the adjacent
intersections.
3. Study Location
TH 13 is classified as an "A" Minor Expander and serves both local and regional traffic. The
intersection of 150th Street with TH 13 is located in Scott County on the border between Savage
and Prior Lake, Minnesota. 150th Street is located roughly halfway between the central business
districts of Savage and Prior Lake. Attachment A is a figure of the study area.
Land use along TH 13 in the study corridor area is primarily residential with some commercial.
The Prior Lake/Savage High School is located less than 1 mile east of the intersection of 150th at
TH 13. Residential development in the area has not reached full build out and in the area to the
east of the study corridor 98 lots are currently unoccupied.
4. Existing Conditions
Currently, the intersection of TH 13 with 150th Street is a four-legged intersection with two-way
stop control on 150th Street. TH 13 is a two-lane undivided rural section highway through the
area, however, at 150th Street, the northbound and southbound movements have exclusive left
and right-turn lanes. The majority of the land uses in the area are residential and some light
commercial. The posted speed limit along TH 13 transitions from 55 mph at 1520d Street/Green
Oaks Road to 45 mphjust south of 150th Street. Along 150th Street, the posted speed limit is 30
mph. One major traffic generator in the area is Prior Lake High School which is located just to
the east of the intersection, along 150th Street.
MnlDOT traffic counts, collected in 2006, show that TH 13 has an AADT of 17,800 north of the
intersection and 16,400 south of the intersection with 150th Street. 150th Street has an AADT of
1,450 vpd west of TH 13 and 2,000 vpd east of TH 13.
The intersection of TH 13 and Oakland Beach A venue/Zinran A venue is a four-legged
intersection with two-way stop control on Oakland Beach A venue/Zinran A venue. Oakland
Beach Avenue and Zinran Avenue are each two lane local streets with a single lane of approach
to TH 13. Each approach widens immediately before TH 13, allowing right turns to bypass a
single vehicle waiting to cross or turn left on TH 13. If the queue exceeds two vehicles, the right
turn space is blocked. Northbound and southbound TH 13 operate with a through lane and a right
turn lane. The posted speed limit along TH 13 is 45 mph and along Oakland Beach
A venue/Zinran Avenue is 30 mph.
The intersection of Green Oaks Roadl152nd Street with TH 13 is a four-legged intersection with
two-way stop control on Green Oaks Road/l52nd Street. Green Oaks Road and 152nd Street are
two lane streets with a single lane of app.vach that widens immediately before TH 13, allowing
right turns to bypass a single vehicle waiting to cross or turn left. If the queue exceeds two
vehicles, the right turn space is blocked. Northbound and southbound TH 13 operate with a
Technical MemorandumlICE Report
City of Savage and City of Prior Lake
TH 13 and 150th Street
June 30, 2008
through lane and a right turn lane. Left turns are made from the through lane. The posted speed
limit along TH 13 is 55 mph and along Green Oaks Road/152nd Street is 30 mph.
a. Intersection Volumes
Turning movement counts were collected during the AM and PM Peak hours at the
intersections of TH 13 with 1 50th Street, Oakland Beach A venue/Zinran Avenue, and Green
Oaks Road/152nd Street on May 23,2007 while school was still in session. Figures in
Attachment B summarize the AM and PM Peak hour turning movement counts. Minnesota
Department of Transportation turning movement count and approach count data from June
13,2006 was also used in the analysis to identify trends in traffic patterns when the school is
in session and when school out for the summer.
The AM Peak hour occurred from 6:30 AM to 7:30 AM. This time frame coincides with the
start of the school day at 7 :20 AM at the Prior Lake/Savage High School. The PM Peak hour
was from 5:00-6:00 PM which does not overlap with the high school dismissal time which
occurs at 2: 10 PM.
b. Crash History
Crash data from 2003-2006 was obtained from MnlDOT's MnCMAT data files to identify
historical safety concerns and develop collision diagrams. Attachment C, in the appendix,
provides a detailed breakdown of the intersection crashes, as well as the Metro District
averages from 2002. Crash diagrams are in Attachment D for review. A brief summary of the
crash history is included below.
Between 2003 and 2006 there were a total of 8 crashes at TH 13 and l50th Street. Four of the
crashes were right angle and two were rear-end crashes. The crash rate at the intersection was
0.30 crashes per million entering vehicles while the severity rate was 0040. These rates are
higher than the 2004-2005 Minnesota Metro District crash rates for rural thru/stop
intersections. The Metro average crash rate was 0.20 and the average severity rate was 0.30.
The intersection of Oakland Beach Avenue/Zinran Avenue with TH 13 had 14 crashes of
which 8 (57%) were rear-end collisions. The crash rate at the intersection was 0.50 crashes
per million entering vehicles while the severity rate was 0.90 (higher than Metro averages for
rural thru/stop intersections)
The intersection of Green Oaks Road/152nd Street and TH 13 had 5 crashes of which all 5
were rear-end collisions. The crash rate at the intersection was 0.20 crashes per million
entering vehicles while the severity rate was 0.20 (lower than Metro area averages)
5. 150th Street Intersection Traffic Control Alternatives based on Existing Conditions
Traffic control alternatives were considered consistent with the Intersection Control Evaluation
(ICE) guidelines which evaluate all-way stop control, signalized control and roundabout control
for full access intersections.
a. All Way Stop Control
All way stop control has been considered for the intersection. TH 13 is configured as an
undivided 2-lane highway with a rural cross section. Northbound and southbound left and
right turn lanes are in place at 150th Street. Very high through traffic volume demands on TH
Technical Memorandum/ICE Report
City of Savage and City of Prior Lake
TH 13 and 150th Street
June 30,2008
13 make it undesirable to create an all-way stop condition as stop sign control on high
volume multilane intersection approaches presents several operational and safety challenges
including capacity, assignment of right of way and driver compliance.
Under existing volume conditions, MMUTCD all-way stop warrants are NOT MET due to
low volume demands on the side streets. The all-way stop warrant analysis is attached as
Attachment E. For the above stated reasons, all-way stop control is not a recommended
treatment along TH 13.
b. Traffic Signal Control
Existing (2007) traffic volume demands on TH 13 at l50th Street DO NOT SATISFY
minimum volume thresholds prescribed in the MMUTCD for consideration of a traffic signaL
It should be noted that not satisfying a minimum volume threshold is only one indicator when
considering signalization. Many other factors (See the MMUTCD) should be considered prior
to selection of signalization as an intended method of solving operational problems that may
exist.
Warrant 1 in the MMUTCD requires that 8 hours of volume demand be present to consider
signalized control and Warrant 2 requires 4 hours. Warrant 3 considers only the peak hour
volumes. Four hours of the volumes met the minimums for Warrant lB, only 1 hour (11 am)
met the minimum for Warrant 2, and no hours met the Peak Hour requirement for Warrant 3.
The failure to satisfy any of the signal warrants was based upon the relatively low minor
street volumes. Volumes along the major street (TH 13) did satisfy the minimum thresholds
for a signal. Attachment F summarizes the signal warrant analysis under existing conditions.
c. Roundabout Control
The Minnesota Department of Transportation has adopted the practice of considering the use
of a roundabout at an intersection if an all-way stop or traffic signal warrants have been met.
In the event that neither the traffic signal nor all-way stop warrants have been met, the
existing two-way stop condition would be evaluated as part of an overall access management
plan along the corridor. Based on the existing conditions warrant analysis, a roundabout is not
a recommended course of action. However, in the interest of planning for future conditions
analysis was performed based on existing and future conditions. A summary figure is
included as Attachment G and a written summary is below.
A single lane roundabout has a maximum volume to capacity ratio (VIe) of 1.01 and 1.02
during the AM and PM Peak, respectively. As a rule of thumb, V/C ratios over 0.85 are not
recommended for roundabout operation. The high V IC ratio during the AM Peak is due to the
high volume of northbound thru traffic and the high VlC ratio during the PM Peak is due to
the high southbound thru traffic volume.
The V IC ratio improves with the use of a double lane roundabout over a single lane
roundabout. A double lane roundabout has a maximum AM Peak V IC ratio of 0.51 and a max
PM Peak V/C ratio of 0.52. Based on this basic analysis, a double lane roundabout would be
preferred over a single lane roundabout. The operational demand for a two lane roundabout
increases the size of the right of way needed.
Technical Memorandum/ICE Report
City of Savage and City of Prior Lake
TH 13 and 150th Street
June 30, 2008
The high differential between mainline (TH 13) and cross street (l50th Street) traffic demands
should also be considered. With a low percentage ofTH 13 drivers turning at 150th Street,
natural gaps in the circulatory roadway may not occur frequently enough to serve the minor
entries and under these flow conditions. In addition TH13 drivers may not yield to circulatory
flow when yield conflicts occur infrequently. Roundabout design would need to consider this
imbalance of traffic flow to safely promote yielding by entering vehicles to the circulatory
flow.
Another challenge with using a roundabout at 150th Street is that the approaches are skewed
to fairly extreme angles. This could increase the right of way needed for the project to allow
for the appropriate approach geometry.
Operational benefits that a roundabout would provide include: full access for all movements
at the intersection, reduction in vehicular conflicts, the potential for smooth flow for all
movements during the off-peak times, and no signal maintenance costs.
In the most recent 3-year crash history, there were two right-angle collisions out of the five
total collisions. A roundabout at the intersection could aid reducing those types of collisions
however, roundabouts may increase the number of rear-end collisions.
Additional analysis using Rodel and/or VISSlM should be performed if roundabouts are to be
considered.
6. Short Term Traffic Demands - Planned Development
A review of short term traffic growth due to imminent development to determine effect on need
for traffic control has been performed.
a. Build-out of Residential Subdivision
A new residential subdivision was included in the study due to its' close proximity to the
intersection and the impact it will have once it is fully occupied. A field study done in July
2007 found that there were 98 empty lots in the subdivision. It was assumed that only single
detached family homes would be built on the lots. The lTE Trip Generation Manual 7th
Edition was used to develop AM Peak, PM Peak, and Daily trips forecasts. Trip routing was
performed based upon based upon known traffic patterns (turn move counts) and trip
comparison of trip length/travel time through the local transportation network. Attachment H
includes figures of the trips routed through the study corridor during the AM and PM peak
hours.
b. Expansion of High School
The Prior Lake/Savage High School currently has an enrollment of approximately 1,850
students. The school district anticipates enrollment to grow to 2,450 students. The original
high school transportation impact analysis plan (on file with the City of Savage) was based on
an estimated a student population of 2,000. The method of analysis used in the original traffic
impact study was extrapolated to represent traffic impacts of 2,450 students. Updated traffic
data was used in developing trip volume and routing estimates for the additional students.
Attachment I includes figures of the trips routed through the study corridor during the AM
and PM peak hours.
Technical Memorandum/ICE Report
City of Savage and City of Prior Lake
TH 13 and 150th Street
June 30, 2008
7. Access Management Plan
Several access management and safety improvement concepts are being considered for the
corridor as part of this ICE study. The following sub-sections describe the options considered at
each of the three intersections in the study area. Each intersection's assumed access condition
would be considered with assumed access conditions at adjacent intersections when traffic
routing is considered.
a. Zinran A venue/Oakland Beach A venue
Two alternatives were considered for this intersection. The first is the complete closure of the
Zinran Avenue access to TH 13 and reduction of Green Oaks Trail to a right in/right out
configuration. Zinran A venue is being considered for closure for multiple reasons. With the
exception commercial site on TH 13 (former retail boat dealership currently boat storage and
service), there are no other private accesses along Zinran Avenue. The closure of Zinran
Avenue would shift trips to the intersection of TH 13 at 1 50th Street.
The second alternative would be to provide right in/right out only access from TH 13 to
Zinran A venue and Oakland Beach A venue. Unlike complete closure of Zinran Ave, the
limited access would still allow drivers to get to the commercial site at the intersection ofTH
13 and Zinran Avenue directly from northbound TH 13.
Support for the reduction in vehicular movements at the intersection comes from multiple
sources. The first is the safety concerns related to vehicles making left turns at the
intersection. Currently, there are no separate left turn lanes for either the northbound lefts or
the southbound lefts from TH 13. Left turns from the through lane result in exposure to a rear
end collisions and/or evasive (and illegal) maneuvers through the right turn lanes. Rear end
collisions were the most common type of crash at the intersection between 2003 and 2006
and all of the crashes occurred along TH 13. Furthermore, a detailed review of each of the
crashes revealed that of the 14 crashes that occurred at Zinran A venue/Oakland Beach
Avenue between 2003 and 2006, only 3 of the crashes would have been likely to occur if the
intersection was operating as a right in/right out only configuration.
b. 152nd Street/Green Oaks Road
As part of the corridor access management plan this intersection would remain a full access
intersection with TH 13 and have stop control for the minor street approaches to TH 13. The
roadway network around the intersection does not readily facilitate alternate routes for drivers
in the event that the intersection was made a right-in / right-out intersection.
In addition to no readily accessible alternate route, current peak hour volumes entering and
exiting the intersection on Green Oaks Road are less than 20 vehicles during both the AM
and PM peaks. On l520d Street, entering and exiting volumes are less than 25 vehicles during
the AM and PM peak hours. Appendix B summarizes the Existing AM and PM Peak hour
trips at Green Oaks Road/152od Street.
Safety concerns at this intersection are less severe than the Oakland Beach A venuelZinran
A venue intersection or the l50th Street intersection.
Technical MemorandumlICE Report
City of Savage and City of Prior Lake
TH 13 and 150th Street
June 30, 2008
c. 150th Street
See Section 7 - "150th Street Intersection Traffic Control Alternatives based on Near-Future
Conditions" for detailed analysis on the different traffic control alternatives for the
intersection.
8. 150th Street Intersection Traffic Control Alternatives - Short Term Traffic Demands
The volumes used in this analysis includes expanded high school enrollment and in fully
occupied residential development.
a. All Way Stop Control
Very high through volume demands on TH 13 make it undesirable to create an all-way stop
condition as stop sign control on high volume multilane intersection approaches presents
several operational and safety challenges including capacity, assignment of right of way and
driver compliance. All-way stop control is not a recommended treatment along TH 13. All-
Way Stop Warrants are not satisfied.
b. Traffic Signal Control
Each of the corridor access management alternatives was evaluated against MMUTCD signal
warrants. The only scenario that lead to a MMUTCD warrant being satisfied was the
complete closure of Zinran A venue which resulted in displacement of trips to the 150th Street
intersection. The highest volume turn movements experienced at the Zinran A venue and TH
13 intersection is the southbound left turn and the westbound right turn. If Zinran Avenue
were closed, the westbound right turns would be shifted down to 150th Street. Satisfaction of
traffic signal warrants is dependant upon the proportion of right turns included in the warrant
analysis. With a 50% right turn reduction applied to the right turn demand, the Eight Hour,
Four Hour, and Peak Hour warrants were satisfied. Attached to this memo is summary of the
warrant analysis.
The traffic signal warrant analysis, with the right-inlright-out condition at Zinran Avenue, is
included in Attachment J. The traffic signal warrant analysis, with Zinran Avenue closed, is
included in Attachment K.
c. Roundabout Control
While a traffic signal warrant would be met with the closure of Zinran A venue, even with the
change in the configuration of access points along the corridor, the high differential between
mainline (TH 13) and cross street (150th Street) traffic demands may reduce the number
natural gaps in the circulatory roadway available to serve the minor entries. Roundabout
design would need to acknowledge that TH 13 drivers may not yield to circulatory flow when
yield conflicts occur infrequently. Thus, the analysis performed in Section 4.C remains
relevant, even if a signal warrant has been met.
9. Enhanced Access Management Plan
Based on the findings of the traffic control analysis at the intersection of 150th Street and TH 13,
alternative methods of improving safety at the intersection were sought. An enhanced access
management plan was developed to accommodate traffic demands while improving safety at the
intersections along the corridor.
Technical MemorandumlICE Report
City of Savage and City of Prior Lake
TH 13 and 150th Street
June 30, 2008
a. Oakland Beach A venue! Zinran A venue
This intersection would be modified to a right-in / right-out configuration for traffic
approaching TH 13 from the minor streets. See Section 7.a for further support for this
intersection configuration. Existing turning movement counts show that few vehicles make
left-turns from the side streets. One heavy movement that would be disrupted by the limited
access would be the southbound-left turning movement. However, this southbound left turn
demand can also be served from TH 13 at 150th Street. Displaced traffic would travel less
than one-half mile more and would be served at a location that would serve the demand more
safely.
The greatest benefit from the modified access scenario would be seen in terms of intersection
safety. Attachment C shows a list of the types of crashes that occurred at the intersection. A
majority of the rear end crashes occurred while vehicles were waiting to turn left from the
southbound through lane. Right angle collisions also occurred as vehicles were turning left at
the intersection. Combined, the right angle and rear end collisions comprise over half of all
the crashes that occurred at the intersection during the 4 years of crash data reviewed.
b. 1S0th Street
Based on the traffic control alternative analysis, an alternative method was sought to correct
safety concerns while meeting the travel demand needs of the corridor and surrounding
communities. A geometric layout of the 150th Street intersection has been developed to
include right in / right access to/from 150th Street. Southbound left-turns from TH 13 would
also be allowed by providing an exclusive southbound left turn lane and median opening.
An additional component of this intersection re-configuration would be the re-alignment of
the west leg of 150th Street. Currently the west approach to the intersection is at a skewed
angle. The reconfiguration would square up the intersection with TH 13 and improve
intersection sight lines.
The greatest benefit from the modified access will be seen in terms of intersection safety.
Attachment C shows a list of the types of crashes that occurred at the intersection. A majority
of the rear end crashes were due to vehicles getting hit while waiting to turn left. The right
angle collisions also occurred as people were turning left at the intersection. Combined, the
right angle and rear end collisions make up well over half of all the crashes that occurred at
the intersection during the 4 years of crash data reviewed.
c. Green Oaks Road / 152nd Street
Similar to the original access improvement plan, as part of this enhanced access improvement
plan this intersection would remain a full access intersection with TH 13 and have stop
control along the minor streets. The roadway network around the intersection would not
easily be adapted to facilitate alternate routes for drivers in the event that the intersection was
made a right-in / right-out intersection.
10. 2030 Traffic Forecast
Based upon Met Council Regional Model outputs City of Prior Lake's Comprehensive Plan, a
growth rate for volumes along the corridor was determined to be 1.2% per year. This rate was
used to acknowledge background growth, but was not applied to the high school traffic volumes
or the full build-out of the housing development. Attachment L summarizes the future AM and
Technical MemorandumlICE Report
City of Savage and City of Prior Lake
TH 13 and 150th Street
June 30, 2008
PM peak hour turning movement forecast, based on the limited access at 150th Street and Oakland
Beach A venue/Zinran Avenue.
11. 2030 Traffic Analysis
Analysis on 2030 Peak Hour traffic volumes was done on a macroscopic leveL Simulation
software was not used in the analysis due to the low volumes at each of the intersections and the
similarity in movement trends between existing and future volumes.
a. Oakland Beach A venue / Zinran Ave
With the median closure at this intersection overall traffic flow is not expected to improve
much over existing conditions due to the fact that the current high volume movements are
along TH 13 and are free flowing. As noted in Section 9.a, the major improvement to
intersection, as a result of the restricted movements, is the safety of the intersection under
both existing and future volumes.
b. 150th Street
With the median closure at this intersection overall traffic flow is not expected to improve
much over existing conditions, due to the fact that the current high volume movement along
TH 13 is free flowing at 150th Street. An increase of southbound left turns will occur due to
the shift in the movement from the Oakland Beach Avenue / Zinran Ave intersection. The
east leg of the intersection will see an overall reduction in the number of vehicles that turn at
150th Street. The reason for this is that most of the existing traffic on 150th Street is either
through or left-turning vehicles. These vehicles would now have to shift down to 152nd Street
in order to make a left turn.
c. Green Oaks Road / 1520d Street
The biggest change in traffic patterns at this intersection due to the restricted movements at
the other intersections would be the increase in left turn volumes from the minor streets.
Highway Capacity Software was used to evaluate the performance of the intersection under
the 2030 volumes. During the PM Peak hour the level of service (LOS) on the minor streets
was F for the through and left-turn movements on both legs. On 152nd Street the right turn
movement had an LOS B and on Green Oaks Road the left turn LOS was C. Traffic on TH 13
had an LOS B heading northbound and an LOS A heading southbound. Attachment M
summarizes the HCS output for the intersection under 2030 conditions.
12. Conclusions and Recommendations
Based on the analysis performed on this corridor a strong case for full access traffic control
treatments cannot be made. Considering the nature of the existing safety issues and the high cost
and impact of any full access treatment that could be considered, an access management and
safety improvement solution is recommended.
TH 13 should be planned with a median separation between the northbound and southbound
lanes. This center median treatment would eliminate existing safety concerns related to
southbound left turn movements from TH 13 to Zinran A venue occurring from the through traffic
lane. The median should be extended through the 150th Street intersection to restrict low demand
left turn and crossing movements. The higher demand southbound left turn movement with
displaced left turn movements from Zinran Avenue would be served with a protected southbound
left turn channelized to allow only that movement at 150th Street. Right in and right out
movements would be allowed at Oakland Beach Avenue / Zinran Avenue and also at 150th Street.
Technical MemorandumlICE Report
City of Savage and City of Prior Lake
TH 13 and l50th Street
June 30, 2008
The existing conditions and traffic demands along TH 13 at l52nd Street are less severe than those
at l50th or at Zinran. An opportunity may exist however to eliminate a commercial driveway from
TH 13. This potential access closure should be shown in the layout for consideration with the rest
of the improvements at adjacent intersections. The effect of the above suggested access changes
at l50th Street may result in a modest increase in traffic demand at the Green Oaks Road/152nd
Street intersection with TH 13. The increase volume is expected to be less than 100 vehicles on
each of the side streets during the peak hour. The intersection of Green Oaks Road/152nd Street
should be monitored for safety concerns that could develop as traffic volumes increase.
p:\pt\s\savag\070300\final report\th 13 at 15Ot:h st ice report 063008.doc
Technical Memorandum/ICE Report
City of Savage and City of Prior Lake
TH 13 and 150th Street
June 30, 2008
Attachment A
Project Location Map
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Attachment A
Technical MemorandurnlICE Report
City of Savage and City of Prior Lake
TH 13 and 150th Street
June 30, 2008
Attachment B
Existing Peak Turning Movement Counts
City of Savage and City of Prior Lake
TH 13 at 150th Street
Preliminary Design Study
1,007
415
t-.. 142
I 6 I 289 I 120 1 131
.J 1 4 ~ I 6
15 .r- I 5
Oakland Beach -----. 7 l-r ., T r 124
1 1 I
11 I~ 3 869 3
19
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I 9 I 259 37 23
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22 I
3 I~ 2 805 227
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AM Peak Hour
Intersection Volumes
6:30 - 7:30
City of Savage and City of Prior Lake
TH 13 at 150th Street
Preliminary Design Study
654
1,183
t.- 70
I 15 I 1,059 1 109 1 63
.J 1 4 ~ 1 0
19 .r- 1 7 ...;
Oakland Beach -----. 8 l-r , T r 113
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5:00-6:00
Technical Memorandum/ICE Report
City of Savage and City of Prior Lake
TH 13 and lS0th Street
June 30, 2008
Attachment C
Crash Summary Table
TH 13 Intersection Study
Intersection Related Crash Types
2003 . 2006
P:\Pl\S\Savag\070300\TraHic\Crashes\[TH 13 2003-2005 Crash Analysis.xfslBy Intersection
Technical Memorandum/ICE Report
City of Savage and City of Prior Lake
TH 13 and lS0th Street
June 30, 2008
Attachment D
Collision Diagrams
Collision Diagram
TH 13 at Oakland Beach Ave SEl.Zinran Ave
Location: TH 13 at Oakland Beach Ave SEtZinran Ave
Time Period: W03 - 1213V06
Prepared By: MWR
o
NORTH
) ) )
9.20.06 - 06:06 - L--c-D C
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Motor Vehicle Backing Up
Motor Vehicle Out of Control
Motor Vehicle Ahead
Details Unclear
*
o Fixed Object
. Fatal Accident
0) A Injury Accident
@ B Injury Accident
C C Injury Accident
o Property Damage Accident
June 12, 2007
Date: 06'12107
C 7.15. 6 - 17:20 - L--c-D
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~ $ 2.18.05 - 04:<<> - DO-C-O
~ $11.3.05 -11:30 - L--c-D
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" 0 12.8.05 _ 06:35 _ L--c-D
'-' C 4.7.04 - 7:35 - L--c-D
o 6.7.04 - 18:11 - L--c-D
C 6.1.06 - 12~1 - L--c-D
No. of Accidents
Fatal = 0
A injury = 0
B injury = 3
C injury = 5
Injury Total = 8
Property Damage = 6
Total Accidents = 14
( (
o 9.29.04 - 06:48 - L--c-D
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---7 08.17.05 - 18:55 - L--c-D
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05.26.05 - 17:25 - L~ ' "
NOTES
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. / Sideswipe
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[1] ENTERING ADT = 18,800 [3] SEVERITY RATE = 0.9
[2] CRASH RATE = 0.5
Left Tum
Ught:
L - DaytIgIt (1)
Rear End / ON - ~ (2)
llU - Dusk (3)
Property Damage OL - 0lIrk, IJghIIld (4)
00 - Dork, I..ighIB on (5)
o - 0lIrk, lk1Ig1IBd (8)
Right Angle x - lk1mMn (O.IlO.llII)
B Injury
2005 ACT
OCher
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COLLISION DIAGRAM
Weather: Surface:
c - a-ratClcudy (1.2) 0 - Dry (1)
R - RIIn (3) W - Wot at WB'(2. 6)
S - Snow at S10et (4, 5) S - Snow, Slush, at Ice (3, 4, 5)
F - Fog, Smog, Smok8 (8) M - Muddy (7)
B - Blowing Srd I!luIt (7) Db - Debris (B)
W - s-ec".. ., (8) 0 - 0IIy(9)
x - OCher at lk1mMn 1Il.IlO,llII) X - OCher 0( lk1mMn Ill. 90, llII)
@ [Dale] - [TImo (In)] - lUlt1t -Weather - Surface]
FIGURE
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Location: TH 13 at 150th St
Time Period: VV03 - 1213V06
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June 12, 2007
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Collision Diagram
TH 13 at 150th St
Date: 06'12107
\
~ / 010.11.04 - 17:44 - L--c-D
~ 5.19.06 - 07:06 - L--c-D
r-- 5.3.05 - 07:29 - L--c-D
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~8,8001 --.1- 02.16.06 -15:-40 - L--c-D
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o 4.14.04 - 16~6 - L--c-D /,
No. of Accidents
I Fatal = 01
I A injury = 0 I
I B injury = 2 I
I C injury = 0 I
II Injury Total = 2 I
I Property Damage = 6 I
I Total Accidents = B I
I _
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NOTES
[1] ENTERING ADT = 18,800 [3] SEVERITY RATE = 0.4
[2] CRASH RATE = 0.3
Weather: Surface:
C - Cloer Of Cloudy (1, 2) 0 - DIy (1)
R - RaIn (3) W - Wet Of WaB(2. 6)
S - Snow Of Sleet (4, 5) S - Snow. _. Of Ice (3. 4, 5)
F - Fog. Smog. Smoke (6) M - MLIldy (7)
B - I!lawIr1l S8nd IDu8l (7) Db - llobrto (II)
W - -.. CIos8wInds (II) 0 - OIly (II)
X - 0Iher Of ~ (0.90,89) X - 0Iher Of ~ (0.90,89)
@ [Dale] - rnme (In)] - lUltrt..weolher - Surface]
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Ught:
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Rear End / ON - Il8wn fll
DU - lll.8k (3)
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00 - Olrk, 1.JgI1fB Of! (S)
o - Olrk, UnIIg1I8d (8)
x - ~ (0.90,89)
Right Angle
B Injury
2005 ACT
0Iher
Vehicle ~
o Fixed Object
. Fatal Accident
@ A Injury Accident
@ B Injury Accident
@ C Injury Accident
o Property Damage Accident
COLLISION DIAGRAM
FIGURE
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II
Collision Diagram
TH 13 at 152nd St WGreen Oaks Rd
Location: TH 13 at 152nd St WGreen Oaks Rd
Time Period: VV03 - 1213V06
MWR_ J
Prepared By:
0:
NORTH
) >
o 6.30.06 - 8:52 - L--c-D
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Motor Vehicle Backing Up
Motor Vehicle Out of Control
~ Motor Vehicle Ahead
Details Unclear
'^^'
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. Fatal Accident
@ A Injury Accident
@ B Injury Accident
@ C Injury Accident
o Property Damage Accident
~
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117,2001
June 12, 2007
Date: 06'12107
o 8.23.05 - 14:04 - L--c-D
,/ @11.18.05 - 18:39 - D-C-O
,/
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~7.2001
o 8.14.04 - 17:00 - L--c-D
o 6.30.06 - 8:52 - L--c-D
012.18.06 - 19:34 - D-C-O
/,
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No. of Accidents
I Fatal = 01
IAinjury= 01
I B injury = 0
I C injury =
~ I Injury Total =
I Property Damage = 4
I Total Accidents = 5 I
1__
\
. / Sideswipe
\,[.,/
NOTES
[1] ENTERING ADT = 17,200 [3] SEVERITY RATE = 0.2
[2] CRASH RATE = 0.2
Left Turn
Ught:
L - llayIghl (1)
Rear End / ON - ll&wn (2)
DU - Dusk (3)
Property Damage DL - 0IIrk, I.JghIlld (4)
DO - 0IIrk, LighIB 011 (5)
D-OIIrk,~(8)
X - UnI<nown (0. 90, 99)
Right Angle
B Injury
2005 ADT
0Iher
Vehicle ~
COLLISION DIAGRAM
Weather: Surface:
c - a-orOoudy (1.2) 0 - Illy (1)
R - RaIn (3) W - We! cr WaB(2, 6)
S - Snow cr SIeot (4, 5) S - Snow. SIuoh. or Ice (3, 4. 5)
F - Fog. Smog, _ (8) M - Muddy (7)
B - BlowIng Sond IlluII (7) Db - Dobrto (8)
W - s-. c . ,.,. . I (8) 0 - 0lIy (9)
x - 0Ihar or UnI<nown (0.90.99) X - 0Iher cr UnI<nown (0,90.99)
~ [DaIB] - [T1me (In)) - [l.Ict1l-- SIMface)
~
FIGURE
!
~
I
!
I
I
s;
I~
0:
~
Technical Memorandum/ICE Report
City of Savage and City of Prior Lake
TH 13 and 1 50th Street
June 30, 2008
Attachment E
All Way Stop Warrant Analysis using Existing Volumes
SEH Inc
10901 Red Circle Drive. Suite 200
M It" IJIII St IJIII t R rtMinnetonka MN 55343
U ,-""ay op ""arran epo
Major Street Approaches
Minor Street Approaches
Northbound: TH 13
Total Approach Volume: 10,337
Approach Speed: 45
Southbound: TH 13
Total Approach Volume: 10,733
Approach Speed: 45
Eastbound: 150th St
Total Approach Volume: 722
Westbound: 150th St
Total Approach Volume: 876
Warrant Summary
Criteria A - Interim Measure ................................................................................................................................................... Not Evaluated
If traffic signals are justified, stop signs can be installed as an interim measure.
Criteria B - Crash Experience ................................................................................................................................................ Not Evaluated
Criteria C - Minimum Volumes and Delays ........................................................................................................................... Not Satisfied
Delay data not evaluated
Average of 8 highest hours does not meet volume criteria.
Criteria D - 80% of Volumes, Delays, and Crashes .............................................................................................................. Not Satisfied
Delay data not evaluated
Number of crashes (-1) is less than the minimum required (4).
Average of 8 highest hours does not meet volume criteria.
Time
Analysis of 8-Hour Volume Warrants:
08:00 . 09:00
21 :00 - 22:00
06:00 - 07:00
01 :00 - 02:00
00:00 - 01 :00
02:00 - 03:00
05:00 - 06:00
22:00 - 23:00
23:00 - 00:00
11 :00 - 12:00
15:00 - 16:00
12:00 - 13:00
17:00 - 18:00
20:00 - 21 :00
09:00 - 10:00
03:00 - 04:00
Major
Total
Major
Avg
1,144.4
Minor
Total
Minor
Avg
77.9
CritC
Major Minor
210-Yes 140-No
Crit D
Major Minor
240-Yes 160-No
Meets?
Major
Meets?
Major
1029
750
924
68
147
51
362
422
261
1137
1491
1320
1810
1008
1079
56
76
68
67
6
6
4
33
25
16
129
115
115
109
105
100
1
Technical Memorandum/ICE Report
City of Savage and City of Prior Lake
TH 13 and l50th Street
June 30, 2008
Attachment F
Traffic Signal Warrant Analysis using Existing Volumes
SEH Inc
10901 Red Circle Drive. Suite 200
S. "AI t S Minnetonka MN 55343
Igna narran S - ummary
Major Street Approaches
Minor Street Approaches
Northbound: TH 13
Number of Lanes: 2
Approach Speed: 45
Total Approach Volume: 10,337
Southbound: TH 13
Number of Lanes: 2
Approach Speed: 45
Total Approach Volume: 10,733
Eastbound: 150th St SE
Number of Lanes: 2
Total Approach Volume: 722
Westbound: 150th St W
Number of Lanes: 2
Total Approach Volume: 876
Warrant Summary (Rural values apply.)
Warrant 1 . Eight Hour Vehicular Volumes ...........................................................................................................................
Not Satisfied
Warrant 1A - Minimum Vehicular Volume .........................................................................................Not Satisfied
Required volumes reached for 0 hours, 8 are needed
Warrant 18 -Interruption of Continuous Traffic .............................................................................. Not Satisfied
Required volumes reached for 4 hours, 8 are needed
Warrant 1 A&8 - Combination of Warrants ......................................................................................Not Satisfied
Required volumes reached for 0 hours, 8 are needed
Warrant 2 - Four Hour Volumes .............................................................................................................................................
Number of hours (1) volumes exceed minimum < minimum required (4).
Not Satisfied
Warrant 3 - Peak Hour ... ............................ .............. ..................... ..................... ........ ............. ..................... ....... ........... ... .......
Not Satisfied
Warrant 3A - Peak Hour Delay ...........................................................................................................Not Satisfied
Approach volumes on minor street don't exceed minimums for any hour. Delay data not evaluated.
Warrant 38 . Peak Hour Volumes ......................................................................................................Not Satisfied
Volumes do not exceed minimums for any hour.
Warrant 4 - Pedestrian Volumes ............................................................................................................................................ Not Evaluated
Warrant 5 - School Crossing .................................................................................................................................................. Not Evaluated
Warrant 6 . Coordinated Signal System ................................................................................................................................ Not Evaluated
Warrant 7 - Crash Experience ................................................................................................................................................ Not Satisfied
Number of accidents (1) is less than minimum (5). Volume minimums are met.
Warrant 8 . Roadway Network ............................................................................................................................................... Not Evaluated
SEH Inc
10901 Red Circle Drive, Suite 200
S. I_AI t S Minnetonka MN 55343
Igna ""arran s - ummary
700 "
I 600
c...
C.
.s::
u
ell 500
e
0.
0.
<(
<ll
E 400
~
"0
>
a;
.s:: 300
Cl
I
Qi
~ 200
ii5
l5
c:
~ 100
2~
0
200
I I I
Warrant Curves
Peak Hour Warrant
Four Hour Warrant
[Rural, 2+ major lanes and 2+ minor lanes curves us~d 1
"'-
"-
""
~
~" "'~-
'I~ ~I~r--
C ---'" ?(1 ..i~1
21 '. S. l:I.'I~ ~t
i
1~1 _
-)<0
I
'I~
<r
5. ~i
400
600
800
1000
1200
1400
1600
1800
Major Street - Total of Both Directions (VPH)
Analysis of 8-Hour Volume Warrants:
Hour Major Higher Minor War-1A War-1 B War-1A&B
Begin Total Vol Dir Major Crit Minor Crit Meets? Major Crit Minor Crit Meets? Major Crit Minor Crit Meets?
00:00 147 4 EB 420-No 140-No 630-No 70-No 504-No 112-No
01:00 68 5 EB 420-No 140-No 630-No 70-No 504-No 112-No
02:00 51 3 WB 420-No 140-No 630-No 70-No 504-No 112-No
03:00 56 1 EB 420-No 140-No 630-No 70-No 504-No 112-No
04:00 106 9 EB 420-No 140-No 630-No 70-No 504-No 112-No
05:00 362 27 EB 420-No 140-No 630-No 70-No 504-No 112-No
06:00 924 49 Ee 140-No Major 70-No 112-No Major
07:00 1,115 66 EB 140-No Major 70-No 112-No Major
08:00 1,029 44 EB 140-No Major 70-No 112-No Major
09:00 1,079 57 WB 140-No Major 70-No 112-No Major
10:00 1,123 50 WB 140-No Major 70-No 112-No Major
11:00 1,137 87 WB 140-No Major 112-No Major
12:00 1,320 65 we 140-No Major 112-No Major
13:00 1,191 52 WB 140-No Major 112-No Major
14:00 1,213 51 we 140-No Major 112-No Major
15:00 1,491 76 WB 140-No Major 112.No Major
16:00 1,695 57 WB 140-No Major 112-No Major
1,810 70 WB 140-No Major 112-No Major
1,528 62 we 140-No Major 112-No Major
1,184 45 EB 140-No Major 112-No Major
1,008 74 we 140-No Major 112-No Major
750 37 EB 140-No Major 112-No Major
422 15 WB 140-No Major 630-No 504-No 112-No
261 10 we 420-No 140-No 630-No 504-No 112-No
Technical Memorandum/ICE Report
City of Savage and City of Prior Lake
TH 13 and l50th Street
June 30, 2008
Attachment G
Roundabout Analysis using Existing Volumes
Intersection: 150th St Single Lane Roundabout - AM Peak
EBl
47
EBR
3
EBT
22
WBl
13
NBR
227
fl;!,{
1.00
SBl
37
SBT
259
SBR
9
PHF
0.90
WBT
5
WBR
23
NBl
2
NBT
805
Parameter Assumptions Approach
EB WB NB SB
o - inscribed circle diameter (ft) 131 131 131 131
r - entry radius (ft) 66 66 66 66
C/) - entry angle (deg) 30 30 30 30
v - approach half width (ft) 13 13 13 13
e - entry width (ft) 13 13 13 13
I' - effective flare length (ft) 131 131 131 131
Default Values
WisDOT FDM FHWA
Sin~le Double Sinqle Double
130 160 131 180
65 80 66 66
30 30 30 30
lane(s) prior to flare 13 26
at yield point 13 26
15t0330ifneeded 131 131
18 343
J !
80 ~
Eastbound
Southbound
339
I "L.. 972
... ~ 22
F~
Westbound
"L.. 46
T r
1 ,452
~"]J
118::: r
306 ..
Entering Volume =
949 318
% Left Turns =
% Crossing =
% Major Street =
7%
75%
92% N-S
1,149
Northbound
Capacity Summary
Shows 100% & 85% capacities based on paramters chosen;
default FHWA thresholds shown for reference only
Volume to Capacity Ratios (VIe):
Max I EB WB NB SB
0.08 0.07 0.29
- . -. FHWA 1-Lane
- . . - FHWA 2-Lane
Delay (sec/veh):
I Av.q EB WB
I 32 4 6
Queuin{ (feet):
EB WB
050 2 2
095 6 5
Roundabout Analysis
2,500
i-
,00% Capacity
-85% Capacity
NB
44
:c 2,000
Co
~
~ 1,500
o
ii: -A.Northb ,und
~ 1,000 .~-..
an ..... _
500 -
o ,.so.o~ ;S~bound~ w..,,;:,~
o 500 1,000 1,500 2,000
Circulatory Flow (vph)
2,500
3,000
SB
4
NB
348
538
SB
10
30
.....
Source: FHWA Roundabouts Guide (2000)
SEH Inc.
6/26/2007
Intersection: 150th St Double Lane Roundabout - AM Peak
EBl
47
EBT
22
EBR
3
WBl
13
WBT
5
WBR
23
NBl
2
NBT
805
NBR
227
PHF
0.90
fHv
1.03
SBl
37
SBT
259
SBR
9
Parameter Assumptions Approach
EB WB NB SB
o - inscribed circle diameter (ft) 180 180 180 180
r - entry radius (ft) 66 66 66 66
4:J - entry angle (deg) 30 30 30 30
v - approach half width (ft) 26 26 26 26
e - entry width (ft) 26 26 26 26
/' - effective flare length (ft) 131 131 131 131
Default Values
WisDOT FDM FHWA
Sinqle Double Sinqle Double
130 160 131 180
65 80 66 66
30 30 30 30
lane(s) prior to flare 13 26
at yield point 13 26
15 to 330 if needed 131 131
18 354
J !
82 ~
Eastbound
Southbound
349
I 'L- 1,001
+I +-- 23
F~
Westbound
'L- 47
T r
1,452
Entering Volume =
977 327
% Left Turns =
% Crossing =
% Major Street =
7%
75%
92% N-S
121
315
~
~
r
1,183
Northbound
Capacity Summary
Shows 100% & 85% capacities based on paramters chosen;
default FHWA thresholds shown for reference only
Volume to Capacity Ratios (V/C):
Max EB WB NB SB
0.51 0.04 0.03 0.51 0.15
Delay (sec/veh):
AV9 EB WB
322
Queuinr (feet):
I EB WB
Q50 1 1
095 3 2
Roundabout Analysis
2,500 .
I I I I
'I. 100% Capacity -" -" FHWA 1-Lane
- -85% Capacity - " " - FHWA 2-Lane
NB
3
:2 2,000 ,.~
Q.
~
~ 1,500
ii: .~O~hb Jund
~ 1,000
c
w
~'~
~
SB
2
NB
26
77
500 . "-. .
o ~Sout.o~;bound ~ W.."th~'::" "
o 500 1,000 1,500 2,000
Circulatory Flow (vph)
3,000
SB
4
13
2,500
Source: FHWA Roundabouts Guide (2000)
SEH Inc.
6/26/2007
Intersection: 150th St Single Lane Roundabout - PM Peak
EBl EBT EBR WBl WBT WBR NBl NBT NBR SBl SBT SBR PHF fllv
24 10 7 14 6 28 8 534 23 38 957 93 0.90 1.00
Default Values
Parameter Assumptions Approach WisDOT FDM FHWA
E8 W8 N8 S8 Sinqle Double Sinqle Double
o - inscribed circle diameter (ft) 131 131 131 131 130 160 131 180
r - entry radius (ft) 66 66 66 66 65 80 66 66
CP - entry angle (deg) 30 30 30 30 30 30 30 30
v - approach half width (ft) 13 13 13 13 lane(s) prior to flare 13 26
e - entry width (ft) 13 13 13 13 at yield point 13 26
/' - effective flare length (ft) 131 131 131 131 15 to 330 if needed 131 131
119 1,121
J 1
46 ~
Eastbound
Southbound
1,209
I 't- 651
+I .- 31
~~
Westbound
't- 53
T r
~}I
r
80
1,087
--+
~
Volume to Capacity Ratios (V/C):
Max I EB WB NB SB I
0.08 0.06 0.54
Delay (sec/veh):
Avp EB
31 7
W8
4
Queuinr (feet):
I EB
050 2
095 6
WB
2
5
Roundabout Analysis
NB
7
SB
46
NB
29
85
88
382
573
Entering Volume =
1,742
629 79
% Left Tums =
% Crossing =
% Major Street =
5%
87%
95% N-S
628
Northbound
Capacity Summary
Shows 100% & 85% capacities based on paramters chosen;
default FHWA thresholds shown for reference only
2,500
I
1-
- - - - FHWA 1-Lane
- - - - FHWA 2-Lane
100% Capacity
-85% Capacity
:c 2,000
Q.
.::.
~ 1,500 _.
ii: ~bo4lnd .......
~1,000 ~_~ .
~ . Northbc unrr- _ ..... .
500.
o ~~
o 500 1,000 1,500 2,000
Circulatory Flow (vph)
Source: FHWA Roundabouts Guide (2000)
.....
2,500
3,000
SEH Inc.
6/26/2007
Intersection: 150th St Double Lane Roundabout - PM Peak
EBl
24
EBT
10
EBR
7
WBl
14
WBT
6
WBR
28
NBl
8
NBT
534
Parameter Assumptions Approach
EB WB NB SB
o - inscribed circle diameter (ft) 180 180 180 180
r - entry radius (ft) 66 66 66 66
cP - entry angle (deg) 30 30 30 30
v - approach half width (ft) 26 26 26 26
e - entry width (ft) 26 26 26 26
/' - effective flare length (ft) 131 131 131 131
Southbound
1,245
J 'L- 671
+- 32
122 1,155 ~
J 1 Westbound
'L- 55
47 ---. T r
Eastbound ~
648 81
82 ~ r
1,119 ---.
647
Northbound
Volume to Capacity Ratios (V/C):
I Max I EB WB NB SB
, 0.52 0.03 0.03 0.28 0.52
Delay (sec/veh):
Avq EB WB NB SB
3 2 2 2 3
Queuinr (feet):
EB WB NB SB
050 1 1 10 27
095 2 2 28 81
Roundabout Analysis
NBR
23
SBl
38
SBT
957
SBR
93
PHF
0.90
fHv
1.03
Default Values
WisDOT FDM FHWA
Sinqle Double Sinqle Double
130 160 131 180
65 80 66 66
30 30 30 30
lane(s) prior to flare 13 26
at yield point 13 26
15 to 330 if needed 131 131
Entering Volume = 1,742
% Left Turns =
% Crossing =
% Major Street =
5%
87%
95% N-S
Capacity Summary
Shows 100% & 85% capacities based on paramters chosen;
default FHWA thresholds shown for reference only
2,500
:2 2,000 -~~
Co ......
~ ......
~ 1,500 .l.. . I......
ii: ,. ~~hbol rnd ......
~ 1,000 - -, _ . I
r:: -.
W ANorthb(und -. -'.
500-~ -'_
o , ~O"F~~:G/h
o 500 1,000 1,500 2,000
Circulatory Flow (vph)
SEH Inc.
I I I
I' 100% Capacity - - - - FHWA 1-Lane
- -85% Capacity - - - - FHWA 2-Lane
2.500
3.000
Source: FHWA Roundabouts Guide (2000)
6/26/2007
Technical Memorandum/ICE Report
City of Savage and City of Prior Lake
TH 13 and l50th Street
June 30, 2008
Attachment H
New House Development Peak Hour Trips
22
8
t- O
I 0 8 0 10
J ! 4 10
...; 0 .... 10
Oakland Beach -- o --3" ~ T r 0
0 I
o ---:a. 0 22 0
0
22
8
NB Diff
SB Diff
22
8
t- 28
I 0 0 8 22
J ! 4 0
+-- 0 .... 16 +--
01 --3" I
150th -- ~ l r 10
01 I
01 + 0 0 2
0
2
6
NB Diff
SB Diff
2
6
"L- 0
1 0 6 0 10
J ! 4 '. 10
+-- 0 .... 10
o --3" I
152nd -- ~ T r 0
0--+
o ---:a. 0 2 0
0
2
6
2 NB Diff
SB Diff 6
~
SEH
AM Peak
House Development Trips
14
26
t- O
1 0 1 26 0 10
.J 1 4 10
0 .r- 10
Oakland Beach -----. 1 01....:1" ., T r 0
1 01--+
I ol~ 0 14 0
0
14
26
NB Diff
SB Diff
14
26
t- 18
I 0 1 0 1 26 114
.J 1 4 ..- 10
0 .r- 14
150th -----. 01-3" , T r 32
01--+
ol~ 0 0 6
0
6
4
NB Diff
SB Diff
6
4
t.- O
1 0 1 4 0 10
.J 1 4 ~ 10
0 .r- 10
152nd o ....:I" , T r 0
0 l
o~ 0 6 0
0
6
4
6 NB Diff
SB Diff 4
~
SEH
PM Peak
House Development Trips
Technical Memorandum/ICE Report
City of Savage and City of Prior Lake
TH 13 and l50th Street
June 30, 2008
Attachment I
School Expansion Peak Hour Trips
4
15
""L- a
I 0 15 0 10
.J ! L. . 10
-- 0 .. 10 --
Oakland Beach - 01---3" ., T r 0
01--+
01 + 0 4 0
0
4
15
NB Diff
58 Diff
4
15
t- 11
1 0 0 15 14
.J ! 4 1 10
...; 0 + 17 --
150th - o ---3" ., T r 40
0 .
o """""+ 0 0 25
a
25
7
N8 Diff
5B Diff
25
7
t- o
1 0 7 0 10
.J ! L. 1 10
0 + 10 ,
152nd - o ---3" ., T r 0
0 .'
o """""+ 0 25 0
0
25
7
25 NB Diff
58 Diff 7
~
SEH
AM Peak
School Expansion Trips
20
0
t- O
I 0 I 0 0 10
.J ! 4 ~ 10
0 .r- 10 --
Oakland Beach -----. Ol---=r , T r 0
01 l
ol~ 0 20 0
0
20
0
NB Diff
SB Diff
20
0
t- 50
1 0 I 0 0 120
.J 1 4 ~ 10
0 .r- 130 --
150th -----. Ol-r , T r 0
01 l
ol~ 0 0 0
0
0
30
NB Diff
SB Diff
0
30
t- O
1 0 30 0 10
.J ! 4 ~ 10
0 .r- 10 ...;
152nd -----. o l---=r , T r 0
01 .
Ol~ 0 0 0
0
0
30
NB Diff
SB Diff 30
~
SEH
PM Peak
School Expansion Trips
Technical Memorandum/ICE Report
City of Savage and City of Prior Lake
TH 13 and l50th Street
June 30, 2008
Attachment J
Traffic Signal Warrant Analysis with Zinran Ave as Right inlRight out
Also includes new house and school trips
SEH Inc
10901 Red Circle Drive, Suite 200
S. 'IAI t S Minnetonka MN 55343
Igna ""arran s - ummary
Major Street Approaches
Minor Street Approaches
Northbound: TH 13
Number of Lanes: 2
Approach Speed: 45
Total Approach Volume: 10,615
Southbound: TH 13
Number of Lanes: 2
Approach Speed: 45
Total Approach Volume: 12,077
Eastbound: 150th St SE
Number of Lanes: 2
Total Approach Volume: 740
Westbound: 150th St W
Number of Lanes: 2
Total Approach Volume: 1,009
Warrant Summary (Rural values apply.)
Warrant 1 - Eight Hour Vehicular Volumes ...........................................................................................................................
Not Satisfied
Warrant 1A - Minimum Vehicular Volume .........................................................................................Not Satisfied
Required volumes reached for 0 hours, 8 are needed
Warrant 18 -Interruption of Continuous Traffic .............................................................................. Not Satisfied
Required volumes reached for 5 hours, 8 are needed
Warrant 1 A&8 - Combination of Warrants ......................................................................................Not Satisfied
Required volumes reached for 0 hours, 8 are needed
Warrant 2 - Four Hour Volumes .............................................................................................................................................
Number of hours (2) volumes exceed minimum < minimum required (4).
Not Satisfied
Warrant 3 - Peak Hou r .......... ..................... .............. ....... ..................... ....... ................................... ....... ............................ .......
Not Satisfied
Warrant 3A - Peak Hour Delay ...........................................................................................................Not Satisfied
Approach volumes on minor street don't exceed minimums for any hour. Delay data not evaluated.
Warrant 38 - Peak Hour Volumes ......................................................................................................Not Satisfied
Volumes do not exceed minimums for any hour.
Warrant 4 - Pedestrian Volumes ............................................................................................................................................ Not Evaluated
Warrant 5 - School Crossing .................................................................................................................................................. Not Evaluated
Warrant 6 - Coordinated Signal System ................................................................................................................................ Not Evaluated
Warrant 7 - Crash Experience ................................................................................................................................................ Not Satisfied
Number of accidents (1) is less than minimum (5). Volume minimums are met.
Warrant 8 - Roadway Network ............................................................................................................................................... Not Evaluated
SEH Inc
10901 Red Circle Drive, Suite 200
S. I UIJ: t S Minnetonka MN 55343
Igna ""arran s - ummary
700
I 600
0...
c..
.<::
()
'" 500
e
0.
0.
<(
Q)
E 400
:oJ
"0
> "
:u
.<:: 300
OJ
I
0
Cil
f! 200
U5
....
0
c:
~ 100
I I I
Warrant Curves
Peak Hour Warrant
Four Hour Warrant
[Rural, 2+ major I.anes and 2+ minor lanes curves USI ,d
"-
""
~.
~ ~
~" ~
'~ "-.~
~ ~-
--...
2~
50
2~
2 ~
"l\
0& ~o
11 1 } I {
''6 'fjl' 5 '0 ~ ~ · ilr
1 '0
1200 1400 1600 1800
o
200
400
600
800
1000
Major Street - Total of Both Directions (VPH)
Analysis of 8-Hour Volume Warrants:
Hour Major Higher Minor War-1A War-1 B War-1A&B
Begin Total Vol Dir Major Crit Minor Crit Meets? Major Crit Minor Crit Meets? Major Crit Minor Crit Meets?
00:00 159 4 EB 420-No 140-No 630-No 70-No 504-No 112-No
01:00 72 5 EB 420-No 140-No 630-No 70-No 504-No 112-No
02:00 55 3 WB 420-No 140-No 630-No 70-No 504-No 112-No
03:00 60 1 EB 420-No 140-No 630-No 70-No 504-No 112-No
04:00 110 9 EB 420-No 140-No 630-No 70-No 504-No 112-No
05:00 374 27 EB 420-No 140-No 630-No 70-No 504-No 112-No
06:00 1,087 61 EB 140-No Major 70-No Major 112-No Major
07:00 1,474 59 WB 140-No Major 70-No Major 112-No Major
08:00 1,104 52 EB 140-No Major 70-No Major 112-No Major
09:00 1,130 60 WB 140-No Major 70-No Major 112-No Major
10:00 1,191 58 WB 140-No Major 70-No Major 112-No Major
11:00 1,209 99 WB 140-No Major 70-Yes Both 112-No Major
~.. ....~ Both
12:00 1,408 74 WB 140-No Major 70-Yes 112-No Major
13:00 1,275 60 WB 140-No Major 70-No Major 112-No Major
14:00 1,301 59 WB 140-No Major 70-No Major 112-No Major
15:00 1,626 69 WB 140-No Major 70-No Major 112-No Major
16:00 1,700 59 WB 140-No Major 70-No 112-No Major
17:00 1,792 78 WB 140-No Major 112-No Major
18:00 1,672 70 WB 140-No Major 112-No Major
19:00 1,268 45 EB 140-No Major 112-No Major
20:00 1,080 86 WB 140-No Major 112-No Major
21:00 806 37 EB 140-No Major 112-No Major
22:00 458 18 we 140-No Major 630-No 504-No 112-No
23:00 281 10 WB 420-No 140-No 630-No 504-No 112-No
Technical Memorandum/ICE Report
City of Savage and City of Prior Lake
TH 13 and 150th Street
June 30, 2008
Attachment K
Traffic Signal Warrant Analysis with Zinran Ave Closed
Also includes new house and school trips
SEH Inc
10901 Red Circle Drive, Suite 200
S. I_AI t S Minnetonka MN 55343
Igna narran S - ummary
Major Street Approaches
Minor Street Approaches
Northbound: TH 13
Number of Lanes: 2
Approach Speed: 45
Total Approach Volume: 10,615
Southbound: TH 13
Number of Lanes: 2
Approach Speed: 45
Total Approach Volume: 12,077
Eastbound: 150th St SE
Number of Lanes: 2
Total Approach Volume: 785
Westbound: 150th St W
Number of Lanes: 2
Total Approach Volume: 1,807
Warrant Summary (Rural values apply.)
Warrant 1 - Eight Hour Vehicular Volumes ...........................................................................................................................
Satisfied
Warrant 1A - Minimum Vehicular Volume .........................................................................................Not Satisfied
Required volumes reached for 2 hours, 8 are needed
Warrant 18 -Interruption of Continuous Traffic ..............................................................................Satisfied
Required volumes reached for 13 hours, 8 are needed
Warrant 1 A&8 - Combination of Warrants ......................................................................................Not Satisfied
Required volumes reached for 7 hours, 8 are needed
Warrant 2 - Four Hour Volumes .............................................................................................................................................
Number of hours (12) volumes exceed minimum >= minimum required (4).
Satisfied
Warrant 3 - Peak Hou r ... ............................... .................. .............. ....... ....... ....... ............................ ....... ....... .............. ..............
Satisfied
Warrant 3A - Peak Hour Delay ...........................................................................................................Not Satisfied
Approach volumes on minor street don't exceed minimums for any hour. Delay data not evaluated.
Warrant 38 - Peak Hour Volumes ......................................................................................................Satisfied
Volumes exceed minimums for at least one hour.
Warrant 4 - Pedestrian Volumes ............................................................................................................................................ Not Evaluated
Warrant 5 - School Crossing .................................................................................................................................................. Not Evaluated
Warrant 6 - Coordinated Signal System ................................................................................................................................ Not Evaluated
Warrant 7 - Crash Experience ................................................................................................................................................ Not Satisfied
Number of accidents (1) is less than minimum (5). Volume minimums are met.
Warrant 8 - Roadway Network ............................................................................................................................................... Not Evaluated
SEH Inc
10901 Red Circle Drive, Suite 200
S. I_AI t S Minnetonka MN 55343
Igna ""arran s - ummary
700
I 600
c...
<:.
.c
u
co 500
e
a.
a.
<(
Ql
E 400
:J
"0
>
lii
.c 300
Cl
I
Qi
f:? 200
Ci5
0
c
~ 100
2~
0
200
I I I
Warrant Curves
Peak Hour Warrant
Four Hour Warrant
[Rural, 2+ major lanes and 2+ minor lanes curves USI d
"
"-
'"
~
~ ~
~'- ~
.......... ~
~ ~ 2~
'-......._ ____ 9
2 \ --..
1 ~
1Q
1111'.;
1 ~ 70
1~ 1~(
1l
~ll
,}'c
o
'i
50 2~
400
600
800
1000
1200
1400
1600
1800
Major Street - Total of Both Directions (VPH)
Analysis of 8-Hour Volume Warrants:
Hour Major Higher Minor War-1A War-1 B War-1A&B
Begin Total Vol Dir Major Crit Minor Crit Meets? Major Crit Minor Crit Meets? Major Crit Minor Crit Meets?
00:00 159 4 EB 420-No 140-No 630-No 504-No
01:00 72 5 EB 420-No 140-No 630-No 504-No
02:00 55 6 WB 420-No 140-No 630-No 504-No
03:00 60 1 EB 420-No 140-No 630-No 504-No
04:00 110 9 EB 420-No 140-No 630-No 504-No
05:00 374 27 EB 420-No 140-No 630-No 504-No
06:00 1,087 64 EB 140-No Major
07:00 1,474 132 WB 140-No Major
08:00 1,104 79 WB 140-No Major
09:00 1,130 104 WB 140-No Major
10:00 1,191 104 WB 140-No Major
11:00 1,209 178 WB Both'
12:00 1,408 134 WB 140-No Major
13:00 1,275 108 WB 140-No Major
14:00 1,301 106 WB 140-No Major
15:00 1,626 123 WB 140-No Major
16:00 1,700 101 WB 140-No Major
17:00 1,792 129 WB 140-No Major
18:00 1,672 120 WB 140-No Major
19:00 1,268 62 WB 140-No Major
20:00 1,080 152 WB 4(h'(ti~.{ . 'vBoth)(
21:00 806 62 WB 140-No Major
22:00 458 30 WB 140-No Major 630-No 504.No
23:00 281 20 WB 420-No 140-No 630-No 504-No
Technical Memorandum/ICE Report
City of Savage and City of Prior Lake
TH 13 and l50th Street
June 30, 2008
Attachment L
2030 Peak Hour Turning Movement Forecast
Includes limited access at Oakland Beach Avenue/Ziman Avenue and 150th Street
City of Savage and City of Prior Lake
TH 13 at 150th Street
Preliminary Design Study
1,313
545
t.... 175
I 8 537 0 I 175
J ! ~ I 0 Zinran Ave
8 ~ I 0 +-- 175
Oakland 15- 0 ..J" ., T r 4-
Beach Ave 0 --+
15 ~ 0 1,139 4
15
1,143
552
14 NB Oiff
SB Oiff
1,129
552
t.... 39
1 11 324 I 217 I 39
.J ! 4 +- 1 0 150th St
11 r- I 0 39
150th St 4 -----. 0 ..J" , T r 559-
0 --+
4 ---. 0 1,089 343
4
1,432
328
5 NB Oiff
SBOiff 6
1,427
322
t- 66
I 3 318 1 I 10
.J ! 4 +- 1 6 152nd St
14 r- I 49 66
Green Oaks 11 0 -----. 103 I..J" ., T r 1 0 -----.
Trail 0 l--i
6 5 1,313 9
110
1,327
373
Background Growth Rate
1.20%
~ 2030 AM Peak Hour
Partial Access at 150th. Zinran Rin/Rout. Full Access at 152nd
SEH 6 :30-7 :30
City of Savage and City of Prior Lake
TH 13 at 150th Street
Preliminary Design Study
863
1,536
t- 80
19 1,516 0 I 80
J 1 L. +-- I 0 Ziman Ave
19 ..-- I 0 80
Oakland 11- 0 l-r ., T r 4-
Beach Ave 0 1--+
11 I~ 0 783 4
11
787
1,528
5 NB Diff
5B Diff -18
782
1,546
t- 70
I 119 1,212 I 215 I 70
.J ! 4 +-- 1 0 150th St
119 ~ I 0 70
150th St 9 -----. 0 l-r ., T r 263-
0 1--+
9 I~ 0 712 48
9
760
1,221
-3 NB Diff
5B Diff 3
763
1,219
t- 98
I 9 1,205 5 I 15
.J ! 4 1 I 8 152nd St
36 ~ I 75 98
Green Oaks 61 -----. 52 l--=r ., T r 23-
Trail 1 1--+
8 I~ 19 695 17
61
731
1,287
Background Growth Rate
1.20%
~ 2030 PM Peak Hour
Partial Access at 150th. Zinran Rin/Rout. Full Access at 152nd
SEH 5:00-6:00
Technical Memorandum/ICE Report
City of Savage and City of Prior Lake
TH 13 and l50th Street
June 30, 2008
Attachment M
Highway Capacity Software Output
2030 Forecast Conditions at Green Oaks Road 11520d Street
Two-Way Stop Control
Page 1 of 1
General Information
Analyst M. Rav
Aqency/Co. SEH Inc
Date Performed 08/09/2007
Analysis Time Period 6:30 am
'East/West Street: Green Oaks/152nd St
Intersection Orientation: North-South
TWO-WAY STOP CONTROL SUMMARY
Site Information
IIntersection
kJurisdiction
IAnalysis Year
I!:!:9l~C!.! D
North/South Street: TH 13
Study Period (hrs): 0.25
Vehicle Volumes and Adiustments
Maior Street Northbound
Movement 1 2
L T
5 1313
0.92 0.92
5 1427
2
Volume
Peak-Hour Factor, PHF
Hourly Flow Rate, HFR
Percent Heavy Vehicles
Median Type
RT Channelized
Lanes
,
Configuration
Upstream Signal
Minor Street
Movement
o
LT
o
7
L
49
0.92
53
2
Westbound
8
T
6
0.92
6
2
o
y
2
'Volume
Peak-Hour Factor, PHF
Hourly Flow Rate, HFR
Percent Heavy Vehicles
Percent Grade (%)
Flared Approach
Storage
RT Channelized
~nn 0
Configuration L T
'Delav. Queue Len~th, and Level of Service
Approach N8 S8
Movement 1 4
Lane Configuration L T L T
v (vph) 5 1
C (m) (vph) 1211 473
v/c 0.00 0.00
95% queue length 0.01 0.01
Control Delay 8.0 12.6
WS A B
Approach Delay
Approach LOS
HCS2000™
3 4
R L
9 1
0.92 0.92
9 1
2
Undivided
o
1 0
R LT
9 10
R L
10 103
0.92 0.92
10 111
2 2
0
1 0
R LT
Westbound
7 8 9
LT R
59 10
62 166
0.95 0.06
4.52 0.19
210.2 28.1
F 0
183.8
F
Copyright <9 2000 University of Florida, All Rights Reserved
file://C:\Documents and Settings\maray\Local Settings\Temp\u2k135.tmp
Green Oaks Rd & TH 13
2030
I
1
I
1
I
I
I
I
J
J
I
I
I
I
Southbound
5 6
T R
318 3
0.92 0.92
345 3
o
1
R
o
Eastbound
11 12
T R
o 6
0.92 0.92
o 6
2 2
o
y
2
0
1
R
Eastbound
10 11 12
LT R
111 6
54 698
2.06 0.01
10.93 0.03
652.8 10.2
F B
619.8
F
Version 4.1
8/2312007
Two-Way Stop Control Page 1 of 1
TWO-WAY STOP CONTROL SUMMARY
General Information Site Information
IAnalyst M. Ray Intersection Green Oaks Rd & TH 13
IAQency/Co. SEH Inc Jurisdiction
ID~te Performed 08/09/2007 Analysis Year 2030
IAnalysis Time Period 5:00 pm Project ID
East/West Street: Green Oaks/152nd St North/South Street: TH 13
Intersection Orientation: North-South Study Period (hrs): 0.25
Vehicle Volumes and Adiustments
Maior Street Northbound
Movement 1 2
L T
19 695
0.92 0.92
20 755
2
Volume
Peak-Hour Factor, PHF
Hourly Flow Rate, HFR
Percent Heavy Vehicles
Median Type
RT Channelized
Lanes
Configuration
Upstream Signal
Minor Street
Movement
o
LT
o
7
L
75
0.92
81
2
Westbound
8
T
8
0.92
8
2
o
y
2
Volume
Peak-Hour Factor, PHF
Hourly Flow Rate, HFR
Percent Heavy Vehicles
Percent Grade (%)
Flared Approach
Storage
RT Channelized
~n~ 0
Configuration L T
Delay, Queue Lenath, and Level of Service
Approach NB SB
Movement 1 4
Lane Configuration L T L T
v (vph) 20 5
C (m) (vph) 524 842
v/c 0.04 0.01
95% queue length 0.12 0.02
Control Delay 12.1 9.3
LOS B A
Approach Delay
Approach LOS
HCS2000™
3 4
R L
17 5
0.92 0.92
18 5
2
Undivided
o
1 0
R LT
9 10
R L
15 52
0.92 0.92
16 56
2 2
0
1 0
R LT
Westbound
7 8 9
LT R
89 16
33 409
2.70 0.04
10.25 0.12
14.2
F B
869.6
F
Copyright @ 2000 University of Florida, All Rights Reserved
file://C:\Documents and Settings\maray\Local Settings\Temp\u2k13C.tmp
Southbound
5
T
1205
0.92
1309
6
R
9
0.92
9
o
1
R
o
Eastbound
11
T
1
0.92
1
2
o
y
2
12
R
8
0.92
8
2
1
o
1
R
Eastbound
10 11 12
LT R
57 8
28 195
2.04 0.04
6.78 0.13
781.4 24.2
F C
688.2
F
Version 4.1
8/23/2007