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8B - 150th St / TH 13 Alignment
O� PRI2r N 9 U 4646 Dakota Street SE Prior Lake,NIN 55372 CITY COUNCIL AGENDA REPORT MEETING DATE: SEPTEMBER 8, 2014 AGENDA#: 8B PREPARED BY: LARRY POPPLER, CITY ENGINEER/ INSPECTIONS DIRECTOR PRESENTED BY: LARRY POPPLER AGENDA ITEM: CONSIDER APPROVAL OF A RESOLOUTION SELECTING AN ALIGNMENT ALTERNATIVE FOR THE 150TH STREET/TH 13 IMPROVEMENT PROJECT DISCUSSION: Introduction The purpose of this agenda item is to consider approval of a resolution selecting an alternative for the 150th Street and TH 13 Improvement Project. History In response to concerns regarding safety at the TH 13/150th Street Intersection the Cities of Prior Lake and Savage initiated a joint intersection improvement study in 2007 with the final report date of February 12, 2010. This study area includes TH 13 between 152nd Street and Rustic Road. MNDOT has also become a project partner. Once the study was complete an Intersection Control Evaluation (ICE) was pre- pared and a concept layout was approved and each agency began programming the project in their respective Capital Improvement Plans. The original concept layout provided a 3/ unsignalled access at 150th Street, right in / right out access at Zinran, and a pedestrian underpass. Ultimately each agency settled on 2015 for construction. Since the original study was commenced, a number of things have changed in the traffic intensity and patterns in the study area: 1. Construction of Aspen Academy Charter School at the intersection of Zinran and TH 13. 2. Residential Development along 150th Street just east of TH 13 adding addi- tional traffic. 3. Increase in traffic to and from the High School. On January 13, 2014, the City of Prior Lake entered into a professional services contract with Short Elliot Hendrickson to update the feasibility report information and lead a public participation process. On August 25th, the Prior Lake city council passed an advisory resolution support- ing the 150th Street intersection option. The resolution also indicated that a dedi- cated left turn lane be installed for Rustic Road and that a joint city council work session be conducted with the City of Savage since Savage expressed support for the Zinran option. On September 2"d, the Prior Lake and Savage city councils met to discuss the pro- ject. They discussed the pros and cons for each option. Savage was very con- cerned about the additional cost of the 150th intersection. The Prior Lake City Council sought to remove the skew from the proposed Zinran intersection necessi- tating the acquisition of the "Martial Arts" property and a corresponding cost in- crease to the project. At the Savage city council meeting later that evening, Savage chose the Zinran in- tersection option with the 10 degree skew. Current Circumstances Short Elliot Hendrickson has concluded the feasibility report update (See attached memo dated August 12, 2014). The memo provides the following paragraphs: Background Purpose of this Alternatives Analysis Existing Conditions Analysis of Alternatives Traffic Operational Analysis Alternative Traffic Operations Long Term Vision of TH 13 Pedestrian Facilities Open House Feedback Conclusions Recommendations Based on the analysis, two alternatives appear to be the most viable. These two alternatives are different than the original approved layout. Alternative 5B (Traffic Signal at 150t`' Street) This alternative builds a signal system at 150th Street. The Cost of this alternative is estimated at $6,502,000. This option is superior from a roadway geometry standpoint and a street network standpoint, but is the most expensive (costs are comparable to Zinran but higher at this location) and has the greatest amount of property acquisition. In part, the property to be acquired is in church ownership. Eminent domain is therefore not an option. In addition to the short term cost impli- cations, additional high cost alternatives would be necessary in the future to pro- vide an access to northbound TH 13 from the Rustic Road neighborhood(est. $2 million). In response to concerns at Rustic Road, option 5G was developed which provides for a dedicated left turn lane for Rustic Road. The total cost of option 5G is estimated to be $6,742,000. Alternative 6C (Traffic Signal at Zinran) This alternative builds a signal system at Zinran/Oakland Beach and TH 13. The Cost of this alternative is estimated at $5,521,000. This option technically pro- vides similar function to the 150th Street intersection at a cheaper cost and pro- vides a permanent northbound access for the Rustic Road neighborhood. How- ever, the travel shed is less than the 150th Street intersection on the Prior Lake side and presents some geometric challenges. In response to concerns over the skew, SEH has developed a concept (61D) which reduces the skew from 20 de- grees to 10 degrees. The cost for option 6D is $5,645,000. If the skew is further reduced to 0 degrees, the entire "Martial Arts" property would require acquisition 2 which could cost an additional $1,000,000. Attachments show option 5G and 6D and their costs breakdowns. The City of Savage recently discussed the alternatives and seemed concerned about the schedule uncertainty and additional costs created by the property acqui- sition at 150th Street. At a recent work session they expressed a preference for the 6C alternative-although this is not a final determination. Additional details regarding each option are provided in the attached SEH memo. In addition, a project comparison table is also provided with this report as well as a public feedback summary document. Conclusion There is a division in public perspectives. Generally two thirds of the persons who have expressed their opinion favor 5B with the remaining one third favoring 6C. Despite this division in alternatives, one common theme was echoed at the neigh- borhood meeting, "Something needs to be done". The Project Management Team has struggled to unanimously recommend one al- ternative. While the 150th Street signal alternative appears to be technically supe- rior, significant long term and short term costs, significant property acquisition, and access concerns for the Rustic Road Neighborhood are extremely concerning. By September 9th, MNDOT requires resolutions approving the same option from both cities. A resolution for each alternative is provided. However if the city coun- cil disagrees with the City of Savage on the Zinran alternative, MNDOT would not make the final decision and the project would not proceed. MNDOT funding would then be reallocated to other MNDOT projects. ISSUES: Since one alternative did not stand out as the obvious solution, the study of this area has taken considerable more time than expected. As a result the final design of the project must be completed within a compressed timeframe. The city council must make a final decision tonight to keep the project moving forward. If the project can- not be designed and bid by the end of June 2015, MNDOT funding of $2.1 Million will no longer be available. If the City of Prior Lake and the City of Savage disagree on which alternative should be selected, the project will not proceed and MNDOT funding will no longer be available. It was obvious based on the significant public comments, that people preferred dif- ferent alternatives based on where they lived. If a person lives in the Rustic Neigh- borhood they preferred the signal at Zinran. If a person lived off 150th Street they preferred the signal at 150th Street. Due to the higher density of persons living in the 150th Street area, more persons preferred Alternative 513— Signal at 150tH Neither option totally eliminates the necessity to go south to north from some streets accessing onto TH13. 3 FINANCIAL The MNDOT contribution is proposed to be $2.1 Million for any alternative. The IMPACT: Cities of Prior Lake and Savage will evenly split the remainder of the cost the pro- ject including design, right of way acquisition, construction costs, and project sup- port costs. In addition, the City of Prior Lake is estimating $200,000 in water and sewer system updates as well as possible expansion of scope in the amount of $200,000 for option 6C to include reconstruction of 150th Street to Estate Avenue. The table below compares the City Cost of this project: FUNDING SOURCE ALTERNATIVE 5B — ALTERNATIVE 6C — SIGNAL AT 150TH SIGNAL AT ZINRAN STREET* State Aid $500,000 $500,000 Street Oversize Fund $150,000 $150,000 Tax Levy $1,491,000 $1,200,500 Sewer Fund** $100,000 $100,000 Water Fund** $100,000 $100,000 Water ualit Fund $60,000 $60,000 TOTAL CITY COST $2,401,000 $2,110,500*** *Future improvements at Rustic Road to provide northbound access to TH 13 is estimated to exceed $2 Million. **Estimates for sewer and water upgrades are based on minimum repairs includ- ing hydrant replacement, service replacement, and manhole adjustment. During design preparation, pipe evaluation will determine if more extensive upgrades are necessary. This would occur with either alternative. ***Includes an estimated $200,000 for reconstruction of 150th Street to Estate Ave- nue. City of Savage contribution is estimated at $2,201,000 for 5B and $1,710,500 for 6C plus other sewer and water upgrades as they determine. To incorporate the left turn lane for Rustic Road the cost of the 150th Street option 5B increases by approximately $240,000. Reducing the skew at Zinran (6C) from a 20 degree to a 10 degree skew increases the costs by approximately $124,000. If either of these options are chosen, it is anticipated to be a city expense for the project split between the cities of Savage and Prior Lake. ALTERNATIVES: 1. Approve Resolution selecting Alternative 5B—Intersection at 150th Street for the TH 13 and 150th Street Improvement Project. 2. Approve Resolution selecting Alternative 6C — Intersection at Zinran for the TH 13 and 150th Street Improvement Project. 3. Deny this item for a specific reason and provide staff with direction. 4. Table this item until some date in the future. RECOMMENDED A motion and a second for Alternative#2. MOTION: 4 o� p�O1P N U tx 4646 Dakota Street SE :�INNESO'"' Prior Lake, MN 55372 RESOLUTION 14-xxx A RESOLUTION SELECTING AN ALTERNATIVE FOR CONSTRUCTION OF TRUNK HIGHWAY 131 150TH STREET IMPROVEMENTS (PROJECT#TRN-2015.0001) Motion By: Second By: WHEREAS, The 2015-2019 Capital Improvement Program identifies improvement of 150th Street and Highway 13 in 2015; and WHEREAS, The City of Savage and MNDOT have also programmed the 150th Street and Highway 13 project into their capital improvement plans for construction in 2015; and WHEREAS, Safety at this intersection is a high priority for both Cities and MNDOT; and, WHEREAS, Short Elliot Hendrickson completed the original feasibility study dated February 12, 2010. The cost of the study was split by the Cities of Savage and Prior Lake; and WHEREAS, Short Elliot Hendrickson has updated the original feasibility study information with a memo dated August 12, 2014 and lead a public meeting which input was sought; and WHEREAS, The options to improve safety in this corridor have been narrowed to a Signal system at 150th Street or a signal system at Zinran, and WHEREAS, Supporting information describing the tradeoffs and costs for each alternative are provided with the agenda report. 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. Based on the updated supporting information, the Prior Lake City Council chooses option 6C for construction. 3. Construction of alternative 6C will immediately modify the following intersections: a. Install the signal at Zinran b. Glascow will be connected to 150th Street c. 150th Street will be converted to a right in I right out on both the Savage and Prior Lake sides d. Rustic Road will be converted to a right in/right out 4. While not part of this project, selection of alignment 5B will ultimately require future modifications to the following intersections: a. 152nd would be converted to right in/right out b. Green Oaks Trail would be converted to a right in/right out 5. After subtracting MNDOT programmed funding of approximately$2.1 million, the City of Prior Lake and City of Savage will evenly split the remaining costs to deliver the project including design, construction, right of way acquisition, and project support costs estimated at$1,710,500 each plus an estimated $124,000 to reduce the skew to 10 degrees, 6. Other City cost would include individual modifications and updates to the City of Prior Lake water and sewer system estimated at$200,000 and completion of the reconstruction of 150th Street to Estate Avenue estimated at$200,000. 7. Funding for the project will be drawn from the Construction Fund Account#501-48385 8. The City Council authorizes the following preliminary funding sources and corresponding transfers to the Construction Fund for the project: Funding Source Amount State Aid $500,000 Street Oversize Fund $150,000 Tax Levy $1,200,500 Water Utility Fund $100,000 Sewer Utility Fund $100,000 Water Quality Fund $60,000 Project Total Estimated City Cost $2,172,500 PASSED AND ADOPTED THIS 8th DAY OF SEPTEMBER 2014. VOTE Hedberg Keeney McGuire Morton Soukup Aye ❑ ❑ ❑ ❑ ❑ Nay ❑ ❑ ❑ ❑ ❑ Absent ❑ ❑ ❑ ❑ ❑ Abstain ❑ ❑ ❑ ❑ ❑ Frank Boyles, City Manager 2 b� PR12� ti U 4646 Dakota Street SE `�rlNx�so�P Prior Lake, MN 55372 RESOLUTION 14-xxx A RESOLUTION SELECTING AN ALTERNATIVE FOR CONSTRUCTION OF TRUNK HIGHWAY 131 150TH STREET IMPROVEMENTS (PROJECT#TRN-2015.0001) Motion By: Second By: WHEREAS, The 2015-2019 Capital Improvement Program identifies improvement of 150th Street and Highway 13 in 2015; and WHEREAS, The City of Savage and MNDOT have also programmed the 150th Street and Highway 13 project into their capital improvement plans for construction in 2015; and WHEREAS, Safety at this intersection is a high priority for both Cities and MNDOT; and, WHEREAS, Short Elliot Hendrickson completed the original feasibility study dated February 12, 2010. The cost of the study was split by the Cities of Savage and Prior Lake; and WHEREAS, Short Elliot Hendrickson has updated the original feasibility study information with a memo dated August 12, 2014 and lead a public meeting which input was sought; and WHEREAS, The options to improve safety in this corridor have been narrowed to a Signal system at 150th Street or a signal system at Zinran, and WHEREAS, Supporting information describing the tradeoffs and costs for each alternative are provided with the agenda report. 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. Based on the updated supporting information, the Prior Lake City Council chooses option 5B for construction. 3. Construction of alternative 5B will immediately modify the following intersections: a. Installation of a signal system at 150th Street b. Glascow will be connected to 150th Street c. Zinran will be converted to a right in/right out 4. While not part of this project, selection of alignment 5B will ultimately require future modifications to the following intersections: a. 152nd would be converted to right in /right out b. Green Oaks Trail would be converted to a right in/right out c. Rustic Road would remain a full access or another northbound access into and out of the Rustic Road neighborhood would be provided. 5. After subtracting MNDOT programmed funding of approximately$2.1 million, the City of Prior Lake and City of Savage will evenly split the remaining costs to deliver the project including design, construction, right of way acquisition, and project support costs estimated at$2,201,000 each plus$240,000 for the turn lane for Rustic Road. 6. Other City cost would include individual modifications and updates to the City of Prior Lake water and sewer system estimated at$200,000. 7. The City Council authorizes the following preliminary funding sources and corresponding transfers to the Construction Fund for the project: Funding Source Amount State Aid $500,000 Street Oversize Fund $150,000 Tax Levy $1,611,000 Water Utility Fund $100,000 Sewer Utility Fund $100,000 Water Quality Fund $60,000 Project Total Estimated Ci Cost $2,521,000 PASSED AND ADOPTED THIS 8th DAY OF SEPTEMBER 2014. VOTE Hedberg Keeney McGuire Morton Soukup Aye ❑ ❑ ❑ ❑ ❑ Nay ❑ ❑ ❑ ❑ ❑ Absent ❑ ❑ ❑ ❑ ❑ Abstain ❑ ❑ ❑ ❑ ❑ Frank Boyles, City Manager 2 - m m o E o E c A d LL C K C m via mr N rn S a `- `u E m v 2 a m w ^ - - cu - m E p E m m 5 �o m v m m�_ A S a E N E E E Q ~ ml > °u t v= ° t 'E a S ui O E - > y ° u O n f3 L '^ nm N m y F o o Q n > N m = m u E m Lrn c L m o.2 = o E� N V p °r m m- Nm `uag m m N ` °o ff m c c m m RU � u� mm� 16 c oto nc o u n ao CN c 1=- m° m m r �°a °� E m m = "o -ma m E o ° _ u S y r p N $ m o N u a o L L .m L 3 = - - `. L uo m °u y ° 'y E o m a o- z °¢ m m O mo F J O a 'N 1.3 _ ¢ O z° a a L t o N c5 °N d L N = E m a' m c 3 c rn aa m J n u m d = ° in �o u o = E a? x E m w m E a F C L n E L - w d m mm N -' c n 0S o w mCO c 3 d = N o F w 2 a 3 w Amo m O1 -m v m y y- E t m _ o E a i7 C p Q r c m o m Om m w '� m'i E L N o K N N a N m t o v m m 0 cc U u c O w a E m g t N -m m a a - C m m N2 Nc mm m y« m9 w` uN rn w o E (O m m L U) y o o E o~ tE m �c� � c >m �{ fA a - m .o= z-- m m > O m N LE a c v 4 d .0 .3 O L m E r F m _ v lu m _ > 0 ~ u ma - - rn'r°-o '•Ez F 3 a o E ° m om O a rn = m O_ - m QCL Le) u. O Ec s` a^ = g d U) m u o l0 C y u, m pn vN mco � d �N E� - o m Q r a a o yQ t mmE 0 _ h m E m �e m r m o `-° m y O p - N y o m = F N 'm"- v O E fA 0 �r = c rn=a EoA mo Wim 9 - aL. N R p, E =Fw - - m ?' wn v m o- rn a m c O n W N ; dv m xE °j°' mW U, 10 N C LL mm w moc mQo E� r' 4 U O v m `.= o m-- m 4 `o `o 'o m a! E ttU w'o °m mu `um Eo o nN M 0 Q d mE m maZ m o9 ? m 9'co E cu. U `� a HU Ny EE = oEo ` m � � c Qm= a - `. ° �� - ° o' `o n CY I r? a m c c v o Z _p w E a1 E o vJ h o 3 a o o z, y E u c rn u m u m p o y 'E Q NO J m D o F m m N _ N J °u > m h v = 0 a o _ m m o C E _ m m O E m _ 3 n- o Em v> m C O a m N¢ N o E - m O LL m N m C U E m a _ m m W 3 n in N z° Z Z z E N cO m - O W G x •` ` E d N N N W p K O a L c = h m C o Vo - J m 0 N v ry Cm E u o LL C Z = z o N Gro F CD C T V 3 N S 0 ►� 7 O LL N',� N~ V N C N N 2 0 O m K y O. O fn a a OF u o mcc N Z oM �� t E to L) my r m C_ a > 0 61— W c 9 � y U O SEH Building Better World MEMORANDUM for All off Use TO: Larry Poppler, PE, City of Prior Lake John Powell, PE, City of Savage FROM: Graham Johnson, PE Mike Kotila, PE DATE: August 20, 2014 RE: TH 13 at 150th Street Area Alternatives Analysis SEH No. PRIOR 127031 14.00 BACKGROUND In 1996, MnDOT worked with the Cities of Prior Lake and Savage to develop an access management plan for TH 13. The 1996 Access Plan identified the TH 13 and 1501h Street intersection to be perpetuated as a full access intersection while the adjacent local access intersections were identified as right-in/right-out(RI/RO) intersections. Since 1996, the Cities and MnDOT have implemented some safety improvements including turning lanes and turn restrictions. Turning lanes were added along TH 13 at the 150th Street intersection and the southbound left turn movement at Zinran Avenue was restricted. In 2008, the Cities of Prior Lake and Savage initiated a design study, including an intersection control evaluation (ICE) report, for the intersection of TH 13 at 150th Street. The 2008 study recommended safety and access management strategies along TH 13 as traffic volumes did not warrant other forms of full access traffic control (i.e. all way stop, control traffic signals or a roundabout). A modified%acces intersection was identified for the TH 13 and 150th Street intersection plus trail tunnel under TH 13 to facilitate non-motorized users; 150th Street would be converted to RI/RO and a southbound left turn from TH 13 to 150th Street would be allowed. The TH 13 at Oakland Beach/Zinran Avenue would be converted to a Ri/RO. The 2008 plan did not identify potential long term access management objectives beyond the immediate project area. No change was identified for the TH 13/Rustic Road intersection or for the existing TH 13/152nd Street intersection. Both Cities and MnDOT identified funding within their 2015 Capital Improvement plans for safety improvements on TH 13 in the 150th Street area. In 2013, the Cities of Prior Lake and Savage in cooperation with MnDOT and Scott County participated in an access planning exercise for TH 13. The study reviewed TH 13 between CR 81 and CR 42 to create a long term vision for TH 13 that provides effective access, economic viability, and preserves the functionality of TH 13. An open house was conducted for the Access Plan Study. The public conveyed general disapproval regarding the identified Ri/RO access locations between South Park Drive and Fish Point Road; insisting the lack of full access intersections creates unreasonably long U-turn routes for many of the residents on the west side of TH 13 destined to the north. The findings of the 2008 design study were called into question when considered in combination with potential additional access restrictions in the corridor over the long term. The 2013 planning exercise was not adopted by either City. The Cities of Prior Lake and Savage agreed it best to re-evaluate the TH 13 and 150' Street intersection again undercurrent traffic conditions. Engineers i Architects i Planners i Scientists Short Elliott Hendrickson Inc.,10901 Red Circle Drive,Suite 300,Minnetonka,MN 55343-9302 SEH is 100%employee-owned i sehinc.com 1 952.912.2600 1 800.734.6757 1 888.908.8166 fax TH 13 at 150th Street Area Alternatives Analysis August 20, 2014 Page 2 PURPOSE OF THIS ALTERNATIVES ANALYSIS The purpose of this study is to determine the most appropriate type of traffic control for the existing intersections along TH 13 and the long term access management between Fish Point Road and South Park Drive. The MnDOT Intersection Control Evaluation (ICE) process will be used to investigate what type of traffic control should be provided at the intersections along the corridor under the recommended alternative. A separate ICE document will be developed to document the proposed traffic control after this alternatives analysis is complete. The Project Management Team (PMT)will discuss the different alternative options evaluated as part of the project and recommend short term and long term solutions to be considered by both City Councils and MnDOT. The PMT includes MnDOT and the Cities of Prior Lake and Savage. Figure 1 depicts the study area in a location map. Figure 1 Location Map Y ' Ss a ��wK tTNiRi'e61N� � � a = 4 FUTURE Access _ MANAGEMENT PROJECT 2015 SAFETY IMPROVEMENT PRO.IEcr �m FUTURE ACCESS MANAGEMENT PRO.IF.CT TH 13 at 150th Street Area Alternatives Analysis August 20, 2014 Page 3 EXISTING CONDITIONS TH 13 is classified as an A Minor Expander and currently serves both local access and regional traffic demands. The intersection of 150th Street with TH 13 is located in Scott County on the border between the Cities of Savage and Prior Lake. The speed limit along TH 13 through the study area is 45 mph. 1501h Street serves as a collector in the local street networks of Savage and Prior Lake on both sides of the TH 13. There are four access intersections under consideration in the study area along TH 13 that all operate under minor street stop control. Two additional intersection were included in the operations analysis along TH 13 at Fish Point Road and South Park Drive as these two signalized intersections directly impact traffic flow into the study segment. The study intersections include: • TH 13 at Rustic Road o A southbound right turn lane is provided o A northbound left turn bypass lane is provided • TH 13 at Oakland Beach Avenue/Zinran Avenue o A southbound right turn lane is provided o A northbound left turn bypass lane is provided o Southbound left turns are prohibited • TH 13 at 150th Street o Northbound and southbound left and right turn lanes are provided • TH 13 at 152nd Street o Northbound and southbound left turn bypass/right turn lanes are provided Land use along TH 13 in the study area is primarily residential with some commercial uses mixed in. The Prior Lake/Savage High School is located less than 1-mile east of the 150th Street intersection. Since the 2008 study, some recent development has occurred. A new charter school,Aspen Academy, was constructed in the northeast quadrant of TH 13 and Zinran Avenue serving grades K-8. Prior Lake High School operates with an expanded enrollment and anticipates further growth. There has also been residential growth in Savage neighborhoods that access 150th Street easterly of TH 13. Traffic Demands TH 13 has continuously served high demands through the study area; the average daily traffic(ADT) has fluctuated from 12,700 to 19,400 vehicles per day. Table 1 shows the historical ADT's along TH 13 north and south of 150th Street. ADT's south of 150th Street have been consistently lower than ADT's north of 150th Street and Zinran Avenue indicating local street access to TH 13 has been shared by these access points. Table 1 TH 13 Historical Average Daily Traffic(ADT) Year North of 150th Street South of 150th Street 1996 15,600 15,600 1998 16,200 14,500 2000 14,300 12,700 2002 16,000 13,200 2004 18,800 17,200 2006 17,800 16,400 2008 18,400 15,600 2010 18,400 15,600 2012 19,400 16,100 TH 13 at 150th Street Area Alternatives Analysis August 20, 2014 Page 4 150th Street has an existing ADT of 1,300 west of TH 13 and 3,350 east of TH 13. Daily traffic demands at the other three minor roads are not available. MnDOT collected peak period turning movement counts in the Fall of 2013 at the Zinran Avenue and 152nd Street intersections. In early spring of 2014 MnDOT collected counts at Rustic Road and 150th Street intersections. All counts were conducted for 3 hours in both the AM and PM peak periods; 6 AM to 9 AM and 3 PM to 6PM. The only exception is the TH 13 at 150th Street intersection was counted from 6 AM to 6 PM for use in the traffic control warrant analysis. TH 13 is a highly directional roadway with the AM peak period having a high northbound demand and the PM peak period having a high southbound demand. In the AM peak hour, traffic from TH 13 to eastbound 150th Street has a high demand likely destined to the high school; the southbound left turn demand is 245 vehicles and the northbound right turn demand is 260 vehicles in the peak hour. The eastbound approach to TH 13 at 150th Street volumes are much lower than the previous 2008 study. Comparing the 6 hours (3 hour AM period and 3 hour PM period)of turning movement data from the current counts to the previous study shows a reduction of over 40% of the traffic. The 2006 numbers had a total of 275 vehicles approach TH 13;which is reduced to only 156 in 2014. This is likely due to the incurred delay of trying to get onto TH 13 during peak periods, so traffic instead back tracks on the local street system to the Fish Point Drive signalized intersection. The existing vehicular turning movement volumes are shown in Figure 2. TH 13 at 150th Street Area Alternatives Analysis August 20, 2014 Page 5 Figure 2 Existing Traffic Demands AM PEAK HR TH 13 PM PEAK HR TH 13 16 2014 TRAFFIC DATA(FEBRUARY) 16 2014 TRAFFIC DATA(FEBRUARY) 576 987 1,178 662 576 1,178 4 572 24 1.154 Rustic 9 28 31LA T 23 16 h � I Z 5 962 7 Z 4 646 31 967 23 650 578 967 1,161 650 -4 �9 43 -110 9 2013 TRAFFIC DATA(NOVEMBER) 9 2013 TRAFFIC DATA(NOVEMBER) 574 1,036 1,204 760 574 163 1,204 110 4 570 L 156 96% 13 1,185 6 L 107 97% 2 � 2 Tinran 11 r 5 163 16 r 1 110 24 7 25 11 8 12 8� t 38% 9 5 873 17 18% 2 1 1 645 5 24 895 11 651 584 895 1,188 651 -25 114 -27 74 6 2014 TRAFFIC DATA(FEBRUARY) 6 2014 TRAFFIC DATA(FEBRUARY) 559 781 1,161 577 559 49 1,161 52 16 297 246 t 27 84 1 937 1 146 L 23 7 7 15Dth 26 r 15 49 99 r 22 52 21 9 513 19 10 192 6 Z 3 745 261 5 Z 8 544 42 21 1,009 19 594 318 1,009 958 594 39 39 -93 40 3 2013 TRAFFIC DATA(NOVEMBER) 9 2013 TRAFFIC DATA(NOVEMBER) 357 1,048 865 634 357 35 865 21 6 345 6 t 8 9 1 853 1 3 L 6 42 I 1 151nd 12 j_ 25 35 13 y r 14 21 32 23 14 23 11 15 1 2 1 6 4 1.017 5 10 3 617 10 32 1,026 23 630 376 1,026 877 630 TH 13 at 150th Street Area Alternatives Analysis August 20, 2014 Page 6 Crash History Crash data from January 1st, 2010 through December 31st, 2012 was provided by MnDOT. The type and severity of the crashes were reviewed and crash and severity rates were calculated for each intersection. The crash information is summarized in Table 2. Crash rates at the intersections are expressed as number of crashes per million entering vehicle(MEV) at the intersection. The critical crash rate is a statistical value that is unique to each intersection based on vehicular exposure and the statewide average crash rate for similar intersections; an intersection with a crash or severity rate higher than the critical rates indicates a sustained crash problem at the intersection. The intersection of TH 13 at Rustic Road had only experienced one crash in the previous 3 years. The intersection of TH 13 at 152nd Street has only experienced three crashes in the previous 3 years. The intersection of TH 13 at Zinran Avenue has experienced 8 crashes during the 3-year analysis period and has a crash and severity rate just under the critical rates. 4 of the 8 crashes involved vehicles in a rear-end collision along TH 13. The Injury B crash involved a 14 year of boy crossing TH 13 on a bicycle while heading to the high school. The intersection of TH 13 at 150th Street has experienced 10 crashes during the 3-year analysis period and has a crash rate that is over the critical crash rate. The crashes included 4 right angle collisions and 2 left turn collisions. Table 2 Existing Crash History Fatal/ Critical Critical Injury Injury Injury Property Total Crash Crash Severity Severity TH 13 at: A B C Damage Crashes Rate Rate Rate Rate Rustic Road 0 0 0 1 1 0.05 0.44 0.05 0.57 Zinran 0 1 1 6 8 0.38 0.44 0.52 0.57 Avenue 150th Street 0 0 0 10 10 0.50 0.45 0.50 0.58 152nd Street 0 0 0 3 3 0.17 0.46 0.17 0.60 Analysis of Alternatives The Minnesota Manual on Uniform Traffic Control Devices (MnMUTCD) provides guidance on when it may be appropriate to use all-way stop or signal control at an intersection. This MnMUTCD guidance is provided in the form of"warrants,"or criteria, for when all-way stop or signal control may be justified. Though all-way stop or signal control should not be installed at an intersection unless a MnMUTCD warrant is met, meeting a warrant at an intersection does not in itself require the installation of that particular type of control. MnDOT typically relies on either Warrant 1 (8-hour volume) or Warrant 7 (crash experience)to justify the installation of a traffic signal; however, other warrants can be used as indicators of need to consider a traffic control change. Under the MnDOT ICE process, roundabouts are considered to be warranted if traffic volumes meet the criteria for either all-way stops or traffic signal Warrant 1. An engineering study that considers factors, including warrants, should be performed to determine the"best"type of control at an intersection. Warrant Guidelines MnDOT guidelines suggest removing 100%of right turning traffic from the minor leg since this movement typically is able to enter the traffic stream with minimal conflicts. Therefore, a traffic signal would not be needed to reduce delay or improve safety for this right turn movement. In certain circumstances(i.e. high right turn volume, minimal mainline gaps etc.), MnDOT allows for the inclusion of 50%of the minor street TH 13 at 150th Street Area Alternatives Analysis August 20, 2014 Page 7 right turning traffic in the analysis. The MnDOT guidance states if"right turning volume exceeds 70%of its potential capacity for any hour for each approach, 50% of the right turning volume for all hours should be added back in." Based upon the MnDOT guidance and existing traffic demands, all right turning traffic from the minor approaches was removed from the signal warrant analysis. Section 4C.1 of the MnMUTCD allows the use of the mainline left turn volume as the minor approach. The following is from the MnMUTCD: "At an intersection with a high volume of left-turn traffic from the major street, the signal warrant analysis may be performed in a manner that considers the higher of the major-street left-turn volumes as the"minor street'volume and the corresponding single direction of opposing traffic on the major street as the"major-street'volume". This case was used as part of the analysis for the existing traffic demands at the 1501h Street intersection. Traffic Forecasts Traffic forecasts were not explicitly developed as part of this project. Instead, this analysis will utilize the existing conditions for the operations analysis. However, future year forecasts were checked against traffic control warrants. Typical design year traffic would be forecasted out to a 20-year design life; the project will be complete at the end of 2015, so the year of opening is 2015 with a typical design year of 2035. The Scott County Comprehensive Plan (2008) has a 2030 forecast along TH 13 of 21,000 north of 150th and 19,300 south of 150th. Linear regression was used to forecast out to the 2035 design year; this results in a forecast of 21,700 to the north and 19,900 south of 150th Street. This is an average linear growth rate of approximately 1% per year. The 1%growth per year was used to factor up all existing approach counts. Warrant Results All four intersections along TH 13 do not meet the All-Way stop warrant or any of the signal warrants under existing traffic demands. Under the future demands,the 150th Street intersection would meet the Peak Hour signal warrant. Three of the four intersections would be converted to RI/RO intersections and traffic would be rerouted to adjacent full access intersections; for this reason, additional warrants were run that included combinations of intersections. The intersection volumes for 150th Street and 152nd Street were combined and the peak hour warrant was met for both the existing and 2035 demands. The intersection volumes for 150th Street and Zinran Avenue(east side of TH 13 only)were combined and the peak hour warrant was met for both the existing and 2035 demands. Using section 4C.1 of the MnMUTCD,the southbound left turn demands were evaluated as the minor street approach and compared against only the northbound through and right demands. Under this condition, the existing 1501h Street intersection would meet both the 4-hour and peak hour warrants under existing and 2035 demands. The 8-hour warrant is met for only 5 out of the 8 hours; however it is close to the thresholds on additional hours. The 150th Street southbound left turn demand was also used in combination with displaced movements from the access changes that would make traffic from both Rustic Road and Oakland Beach Road complete a U-turn at 150th Street to head north. This added an additional hour to the 8 hour warrant in 2035, meeting the volume thresholds for 6 hours. TH 13 at 150th Street Area Alternatives Analysis August 20, 2014 Page 8 Table 3 provides the existing conditions warrant summary and Table 4 provides the 2035 warrant summary. Table 3 Existing Warrant Analysis All Way Si nal Warrants TH 13 Intersection Stop 8-Hour 4-Hour Peak Hour Warrant Warrant Warrant Warrant Hours Needed 8 Hours 8 Hours 4 Hours 1 Hour Rustic Road Not Met Not Met Not Met Not Met 0 0 0 0 Zinran Avenue Not Met Not Met Not Met Not Met 2 0 0) 0 150th Street Not Met Not Met Not Met Not Met 1 1 1 0) 152nd Street Not Met Not Met Not Met Not Met 0 0) 0 0) Additional Warrant Analysis Scenarios (combined intersections, mainline left turn) 150th and 152nd Combined Not Met Not Met Not Met 2 2 2 150th and Zinran Combined Not Met Not Met Not Met 5 1 1 150th Street Southbound Not Met Not Met Left Turn Warrant 3 5 150th Street Southbound Not Met Not Met Left Turn Warrant* 4 5 Table 4 2035 Warrant Analysis All Way Si nal Warrants TH 13 Intersection Stop 8-Hour 4-Hour Peak Hour Warrant Warrant Warrant Warrant Hours Needed 8 Hours 8 Hours 4 Hours 1 Hour Rustic Road Not Met Not Met Not Met Not Met 2 2 1 0 Zinran Avenue Not Met Not Met Not Met Not Met 3 0 0 0 150th Street Not Met Not Met Not Met 2 2 1 152nd Street Not Met Not Met Not Met Not Met 0) 0 0 (0) Additional Warrant Analysis Scenarios(combined intersections, mainline left turn) 150th and 152nd Combined Not Met Not Met Not Met 2 6 3 150th and Zinran Combined Not Met Not Met Not Met 7 2 1 1501h Street Southbound Not Met Not Met Left Turn Warrant 4 5 150th Street Southbound Not Met Not Met Left Turn Warrant* 5) 6 *This Scenario includes RI/RO at Rustic and Zinran,so there are additional southbound left turns as U-turns. TH 13 at 150th Street Area Alternatives Analysis August 20, 2014 Page 9 Safety Analysis Future vehicular crash estimates were not estimated as part of the alternatives analysis for the different intersection configurations. The recommended alternative will have a full MnDOT ICE evaluation conducted to determine the proper intersection control. However, it should be noted that all of the proposed alternatives will include access management strategies that will convert 3 of the 4 existing full access intersections to right-in/right-out access points. TRAFFIC OPERATIONS ANALYSIS Traffic operations analyses were conducted to determine the level of service (LOS), delay, and queuing information for the AM and PM peak hour conditions. LOS is a qualitative rating system used to describe the efficiency of traffic operations at an intersection. Six LOS levels are defined, designated by letters A through F. LOS A represents the best operating conditions(no congestion), and LOS F represents the worst operating conditions(severe congestion). For this project, it was assumed that LOS D or better represents acceptable operating conditions. LOS for intersections is determined by the average control delay per vehicle. The range of control delay for each LOS is different for signalized and unsignalized intersections. The expectation is that a signalized intersection is designed to carry higher traffic volumes and will experience greater delays than an unsignalized intersection; driver tolerance for delay is greater at a signal than at a stop sign. Therefore, the LOS thresholds for each LOS category are lower for unsignalized intersections than for signalized intersections. The traffic operations analyses were performed using both the Highway Capacity Software(HCS) and the Synch ro/S i mTraffic software package. Beyond the four study intersections, the two full-access, signalized intersections on both ends of TH 13 were included in the Synchro/SimTraffic analysis;the existing signals are coordinated together and have a major influence on traffic flows into the corridor. The four study intersections included in the traffic operations analysis are as follows: • TH 13 at Rustic Road • TH 13 at Oakland Beach/Zinran Avenue • TH 13 at 150th Street • TH 13 at Green Oaks Trail/152nd Street The two additional intersections included in the traffic simulation modeling are as follows: • TH 13 at South Park Drive(Traffic Signal) • TH 13 at Fish Point Road (Traffic Signal) All way stop control along TH 13 was not considered as an acceptable type of control for the study intersections and was not evaluated as part of the traffic operations analysis. Stop sign control on high volume TH 13 approaches present operational and safety challenges and it removes the benefit of the coordination between the existing signals along TH 13. Roundabout control along TH 13 was also not considered acceptable intersection control for the study intersection and was not evaluated as part of the traffic operations analysis. Roundabouts would disrupt the existing coordination of traffic flows between the existing signals along TH 13. The high directional volumes would require multi-lane roundabouts that reduce the safety benefits that might be achieved with a single lane roundabout. TH 13 at 150th Street Area Alternatives Analysis August 20, 2014 Page 10 Existing Traffic Operations A traffic operations analysis was performed for the existing conditions at the four study intersections for both the AM and PM peak hours using HCS software. See Section 2.0 for a full description of the existing conditions. During both peak hours, all of the minor street approaches experience long delays for the left turn and through movements. The high through demands on TH 13 provide few usable gaps for the minor street traffic to make a left turn onto TH 13 or for a crossing movement of TH 13. The southbound left turn demand at 150th Street has a high volume all day long; however during the AM peak hours the school traffic reflects a significant spike. The AM peak hour southbound left turn demand is 245 vehicles that must yield to approximately 800 northbound through vehicles in a single lane plus the 260 northbound right turns that also have the right of way. Table 5 summarizes the existing conditions traffic operations analysis. Table 5 Existing HCS Operations Peak Intersection NB SB Westbound Eastbound Hour LT LT LT&T RT LT&T RT TH 13 at Rustic Road 9.2/A 62.8/F 13.9/6 TH 13 at Zinran Avenue 8.9/A 59.1/F 36.1/E 178.6/F 13.5/6 AM TH 13 at 150th Street 8.0/A 20.6/C 1660.0/F 19.6/C F 10.2/13 TH 13 at 152nd Street 8.1/A 11.2/6 109.0/F 21.8/C 104.0/F 10.6/6 TH 13 at Rustic Road 11.3/6 JIMM83.8/F 22.0/C TH 13 at Zinran Avenue 11.0/6 82.9/F 17.3/C 286.9/F 21.2/C PM TH 13 at 150th Street 10.2/6 9.7/A 276.0/F 12.4/6 179.5/F 16.3/C TH 13 at 152nd Street 9.5/A 9.1/A 75.0/F 13.6/6 61.7/F 16.2/C Alternative Traffic Operations Based on the warrant analysis, traffic signals warrants are met based only on the southbound left turn volumes for both the four hour and peak hour warrants. This left turn demand is destined for the high school,Aspen Academy and residential areas, east of the study intersection. This traffic movement pattern could be served at either the 150th Street or at Zinran Avenue intersections. Therefore this analysis will include 3 right-in/right-out intersections and a single 3/,or full access intersection. Rustic Road and 152nd Street will always be assumed as RI/RO access locations; the next section of this memorandum will go into greater detail about potential future projects along TH 13 in this project area. Modified%Access(2008 Design) This unsignalized alternative would include RI/RO access at Rustic Road, Zinran Avenue, and 152nd Street; at 1501h Street a modified%access design would be utilized. Since the demand is very low for the northbound left turn, that movement would be removed from this intersection as they have an option to make that movement at Fish Point Road. Essentially, traffic approaching on 150th Street will operate as a RI/R0 access intersection. The southbound left turn will be median separated from the northbound traffic making the movement safer than it is today. However, the movement still must wait for gaps in northbound TH 13 traffic. TH 13 at 150th Street Area Alternatives Analysis August 20, 2014 Page 11 A southbound u-turn movement could attempt to maneuver directly at the 150th Street intersection, or they could follow 150th Street to Zinran Avenue and make a right turn to northbound TH 13. The figure below represents the design of this alternative. Figure 3 2008 Modified 3/4 Access Spy :nq; S! F 15CTH ST.S.g_ r- + a-- FRQNTACf AD,. TAL ` � �- �.T54TM ST U ms`s° •; ?� Under this design, all traffic originating on the west side of TH 13 from Rustic Road and Zinran Avenue destined to the north would be required to make a right turn onto southbound TH 13 and make a U-turn at 150th Street. The increased left turn movement at the unsignalized intersection increases the movement delay and the LOS reaches a LOS E. It should be noted that the U-turn movement is not directly taken into account in the HCS analysis, while the demand volume is included in the left turn demands, the additional gap time needed for the u-turn movement is not accounted for. Therefore it is likely that the operational results in the field would be worse than analyzed. Table 6 summarizes the HCS traffic operations analysis. Table 6 2008 Modified%Access HCS Operations Peak NB SB Westbound Eastbound Hour Intersection LT LT LT&T RT LT&T RT AM TH 13 at 150'h Streets 37.8/E 30.5/D 10.8/13 PM TH 13 at 150th Street10.5/6 13.3/B 17.7/C Alternative Summary • Estimated Construction Cost: $5.04 million • Right of Way Impacts: Numerous partial takes to expand frontage roads; does include partial church property impacts; Estimated RNV Cost$251,000 • Total Project Cost: $5.29 million TH 13 at 150th Street Area Alternatives Analysis August 20, 2014 Page 12 • Pedestrian Crossing: a pedestrian tunnel is provided to cross TH 13 • Traffic Routing: o West Side of TH 13, all northbound destined traffic must make U-turn at 150th Street or Fish Point Road o East Side of TH 13, all southbound destined traffic must make U-turn at South Park Drive • Traffic Operations: Southbound left turn operates at a LOS E during AM peak hour Modified%Access U-turn This unsigalized alternative is very similar to the 2008 design with the exception that a u-turn route is provided for the southbound u-turn movement. Rather than attempting to make a full u-turn against northbound TH 13 traffic, southbound u-turning vehicles would utilize the frontage road and then enter northbound TH 13 from the next frontage road access. The figure below represents the design of this alternative. Figure 4 Modified 3/4 Access U-tum JV 14 A 44 . e i s y h e: m a! Traffic operations are very similar to the 2008 Modified %Access design; therefore no additional analysis was completed. The southbound left delay would be slightly improved but re-entry into northbound TH 13 would incur additional delay. Alternative Summary • Estimated Construction Cost: $5.04 million • Right of Way Impacts: Numerous partial takes to expand frontage roads; does include partial church property impacts; Estimated R/W Cost$251,000 • Total Project Cost: $5.29 million • Pedestrian Crossing: a pedestrian tunnel is provided to cross TH 13 • Traffic Routing: o West Side of TH 13, all northbound destined traffic make a U-turn at 150th Street or Fish Point Road o East Side of TH 13, all southbound destined traffic must make U-turn at South Park Drive • Traffic Operations: Southbound left turn operates at a LOS E during AM peak hour TH 13 at 150th Street Area Alternatives Analysis August 20, 2014 Page 13 RCUT-turn Design This unsignalized alternative is very similar to the 2008 design with the exception that all u-turn and southbound left turning vehicles would drive past the intersection and reverse direction using a u-turn loon to head northbound on TH 13. Traffic destined for eastbound 150th Street would then make a right turn onto 150th Street after completing the u-turn maneuver. Unlike the other unsignalized alternatives, this would allow an eastbound left turn movement to be served from 150th Street as they would have access to the turn-around. This alternative would force all southbound left turning vehicles to make a u-turn maneuver and then a right turn. The turn-around loon would physically impact the frontage road in order to accommodate single unit trucks and buses. Therefore this alternative was not continued further. The figure below represents the design of this alternative. Figure 5 R///CUT Design f/ E.M?W&T 8E �FRONTAPF i 'M,'may^ s_--�M�7'Af3�y' '-- `--- _ ' - ` �. A OF SAVAGE' $.t4ES"L Alternative Summary • Estimated Construction Cost: $5.04 million • Right of Way Impacts: Numerous partial takes to expand frontage roads; does include partial church property impacts; Estimated R/W Cost$251,000 • Total Project Cost: $5.29 million • Pedestrian Crossing: a pedestrian tunnel is provided to cross TH 13 • Traffic Routing: o West Side of TH 13 -all northbound destined traffic make a U-turn south of150th Street o East Side of TH 13 -all southbound destined traffic make a U-turn at South Park Drive • Traffic Operations: Southbound U-turn operates at best a LOS E during AM peak hour TH 13 at 150th Street Area Alternatives Analysis August 20, 2014 Page 14 150th Street Signalized Intersection A traffic signal at the 150th Street intersection was evaluated based on the 4-hour and peak hour warrants being met for the southbound left turn demand. To gain MnDOT support, this alternative must incorporate access management at the three other intersections to RI/RO and facilitate northbound and southbound U-turns. To properly align the intersection, the east side frontage road connection must be modified to provide storage for vehicles on the new signalized westbound approach. This creates property impacts for at least two residential homes and the church property. The figure below represents the 150th Street signalized intersection design. Figure 6 150th Street Signal r -- �L_ \ rsonr sa.- - ! /CITY OF SAVAGES n" , During both peak hours, all of the RI/RO access locations operate with an intersection LOS A and all minor approaches at a LOS D or better. The signalized intersection would operate within the existing coordinated signal system along TH 13. Therefore, the platoons of traffic along TH 13 would be served well under this alternative. Both the northbound and southbound approaches along TH 13 will operate at a LOS B or better during both the AM and PM peak hours. Table 7 summarizes the signalized conditions traffic operations analysis from Synchro/SimTraffic. TH 13 at 150th Street Area Alternatives Analysis August 20, 2014 Page 15 Table 7 150th Street Signal SimTraffic Operations Approach Intersection Peak Intersection (Delay/LOS (Delay/ Hour NB SB EB WB LOS) TH 13 at Rustic Road 2.4/A 1.2/A 4.8/A 2/A AM TH 13 at Zinran Avenue 3.8/A 1.5/A 10.2/B 24.7/C 5.1 /A Peak TH 13 at 150th Street 13.8/B 14.1 /B 36.8/D 28.3/C 14.5/B TH 13 at 152nd Street 0.6/A 0.5/A 7.6/A 6.9/A 0.8/A TH 13 at Rustic Road 1.7/A 2.7/A 15.4/C 2.5/A PM TH 13 at Zinran Avenue 2.2/A 2.5/A 32.5/D 14/B 3.2/A Peak TH 13 at 150th Street 4.8/A 6.6/A 67.51 E 43.6/D 7.4/A TH 13 at 152nd Street 0.9/A 4.2/A 23.4/C 7.2/A 3.2/A Alternative Summary • Estimated Construction Cost: $5.64 million • Right of Way Impacts: There are two full residential properties impacted and a large partial impact to Bethesda Church. The church property is not subject to the eminent domain process, so they would need to be willing participants in a right of way negotiation. Estimated Right of Way costs, or this alternative are approximately$862,000 including anticipated church site remediation work. • Total Estimated Project Cost: $6.50 million • Non-motorized Crossing: pedestrians/bikes cross at the signalized intersection under normal operations • Traffic Routing: o West Side of TH 13, all north bound destined traffic from Zinran and Rustic must make U- turn south of 150' Street o East Side of TH 13, all traffic can access a signalized intersection • Traffic Operations: no major impacts to TH 13 traffic, 150th Street operates at LOS E or better • System Considerations: Traffic patterns continue to be focused on collector streets to/from TH 13 Zinran Avenue/Oakland Beach Signalized Intersection A traffic signal at the Zinran Avenue/Oakland Beach intersection was evaluated based on the 4-hour and peak hour warrants being met for the southbound turn demand; this left turn demand can be served at either Zinran Avenue or 1501h Street dependent upon the design selected. To gain MnDOT support, this alternative must incorporate access management at the three other intersections to RI/RO and facilitate northbound and southbound U-turns. This alternative would limit construction near the 150th Street intersection and would rebuild the existing Zinran Avenue roadway between TH 13 and 1501h Street. This creates fewer property impacts than the 150th Street signal alternative; however the expansion of Zinran would still requires some significant partial takes. The figure below represents the Zinran Avenue signal design. TH 13 at 150th Street Area Alternatives Analysis August 20, 2014 Page 16 Figure 7 Zinran Avenue Signal W CffY OF SAVAGE �� �4 During both peak hours, all of the RI/RO access locations operate with an intersection LOS A and all minor approaches at a LOS D or better. The signalized intersection would operate within the existing coordinated signal system along TH 13. Therefore, the platoons of traffic along TH 13 would be served well under this alternative. Both the northbound and southbound approaches along TH 13 will operate at a LOS B or better during both the AM and PM peak hours. Table 8 summarizes the signalized conditions traffic operations analysis from Synchro/SimTraffic. Table 8 Zinran Avenue Signal SimTraffic Operations Approach Intersection Peak Intersection Dela /LOS (Delay/ Hour NB SB EB WB LOS) TH 13 at Rustic Road 3.8/A 1.1 /A 5.7/A 2.8/A AM TH 13 at Zinran Avenue 12.7/6 13.7/B 50.7/D 25.8/C 15.5/6 Peak TH 13 at 150th Street 3.5/A 0.6/A 3.3/A 6/A 2.9/A TH 13 at 1 52nd Street 1.5/A 0.4/A 8/A 7/A 1.5/A TH 13 at Rustic Road 2.3/A 2.4/A 6.4/A 2.4/A PM TH 13 at Zinran Avenue 7.1 /A 7.2/A 79.3/E 27.5/C 9.6/A Peak TH 13 at 150th Street 2.7/A 1.3/A 10.3/B 6.3/A 2/A TH 13 at 152nd Street 0.9/A 1 /A 14.9/B 7.4/A 1.2/A TH 13 at 150th Street Area Alternatives Analysis August 20, 2014 Page 17 An evaluation of the Zinran Avenue at 150th Street intersections was completed using HCS and estimated traffic demands based on existing counts from TH 13. The new intersection would shift approximately half the major AM eastbound through movement to become a southbound left turn from Zinran Avenue to 150th Street. The HCS analysis indicated the existing traffic control would operate very well under the demand shift. If delays do become a problem, an All Way Stop control could be implemented and provide improved operations. Alternative Summary • Estimate Construction Cost: $5.28 million • Right of Way Impacts: Partial impacts to properties along Zinran Avenue. Estimated Right of Way costs are approximately$241,000. Partial impacts to the residential parcel on Oakland Beach Avenue • Total Estimated Project Cost: $5.52 million • Pedestrian Crossing: pedestrians cross at the signalized intersection under normal operations • Traffic Routing: o West Side of TH 13, all northbound destined traffic from 150th and 152nd Streets must take local routes to Fish Point Road o East Side of TH 13, all traffic can access a signalized intersection • Traffic Operations: no major impacts to TH 13 traffic, Zinran Avenue operates at LOS E or better • System Considerations: Traffic patterns are focused to/from TH 13 via local streets Long Term Vision of TH 13 Dependent upon which alternative is selected for the 2015 project, the limits of the project along TH 13 vary between the different alternatives. In all of the alternatives, the intersections of 1501h Street and Zinran Avenue will be modified as part of the construction project. MnDOT does intend to conduct a pavement management project along TH 13 in this area at some point in the future; however the time frame and limits of that project are not yet known. In all alternatives, 152nd Street/Green Oaks Trail would not be directly impacted as part of this initial project. However the long term vision for TH 13 includes converting this existing full access into a RI/RO intersection. On the north side of TH 13, the existing roadway network would allow connection to the full access intersection at TH 13 and Fish Point Road. On the south side of TH 13, there is a potential need to connect the existing frontage road system for easier access to Fish Point Road; however the existing roadway network does connect to both 150th Street and Zinran Avenue. If the proposed improvements are located at the Zinran Avenue intersection, the intersections of Rustic Road will be directly impacted as part of this project. This project would create the RI/RO intersections at 150th Street and at Rustic Road. Due to the full access at Oakland Beach, any improvements for the Rustic Road intersection would not be necessary. If the proposed intersection improvements are located at 150th Street, the intersections of Rustic Road will not be directly changed as part of this project. For the long term vision there are a few potentially feasible options to address restricted access and safety issues. The first option would be to allow a full access intersection with safety improvements including medians and separate turn lanes. The second option would be to convert the full access into a%access intersection; this would allow TH 13 to enter Rustic Road from both directions, but limit Rustic Road to only entering southbound TH 13. The third and fourth options are more complex, and more costly.Additional feasibility study work would need to be performed to confirm acceptability by approving agencies(i.e. MnDOT, MnDNR,Army Corp of Engineers, etc). The third option would convert the Rustic intersection to a RI/RO and create a frontage road connection between Rustic Road and Boudin Street on the west side of TH 13. This option has wetland impacts, shoreline impacts and lengthy retaining walls resulting in a$1.8 million estimated construction cost. It would however provide access from Rustic Road to TH 13 via South Park Drive and be the safest option for TH 13. The fourth option maintains full access at Rustic Road by providing a channelized northbound TH 13 at 150th Street Area Alternatives Analysis August 20, 2014 Page 18 left turn lane from TH 13 and a channelized acceleration lane to northbound TH 13. Costs would be about $700,000 more than reconstructing TH 13 with RI/RO access at Rustic Road. Pedestrian Facilities Currently, no pedestrian facilities are provided along TH 13 or for crossing TH 13 within the study area. The only existing crossings are at South Park Drive and Fish Point Road,which are over 1.6 miles apart. The construction of any of the project alternatives allows implementation of segments of trail along TH 13. Each of the proposed build alternatives would provide pedestrian crossings of the vehicle traffic in the study area. The following is a description of the build alternatives and the associated pedestrian crossings. Un-Signalized Intersection Options: Pedestrian and bicycle crossing for the un-signalized build options would include a pedestrian tunnel to cross underneath TH 13 safely. The tunnel would be located between 150th Street and Zinran Avenue. This facility would provide a safe crossing of TH 13 with no delay times for pedestrians. The design of the grade separated crossing would require significant retaining walls adding to the construction costs. Residents within the project area have voiced concerns about potential security issues associated with a tunnel; however many commented on the improved safety of the crossing of TH 13 traffic. Signalized Intersection: Pedestrian crossings at a signalized intersection would operate as any standard intersection. All of the crossing locations would operate under the signal control and provide adequate crossing times. The turning traffic from the parallel street would be allowed to turn concurrently with the pedestrian walk phase while yielding to the pedestrians. Pedestrians would incur some delay as the traffic signal changes to bring up the pedestrian phases. The cost of a traffic signal system is comparable to the cost of a tunnel, however the signalized options require less retaining wall construction costs. Open House Feedback A public informational meeting (open house)was held at the Prior Lake City Hall on June 2411, 2014. The meeting was well attended, with approximately 73 people signed in representing 59 different households near the project area. The open house discussions reflected distinct trends of support for preferences between a signal at 15011 Street or a signal at Oakland Beach/Zinran Avenue dependent upon the neighborhood that the individual lived in.All un-signalized options had very little support. There were a total of 45 written comments provided at the meeting;As of August 9, 2014, 38 additional written comments were submitted by email or the project website: www.sehinc.com/online/l3-150; Neighborhood preferences for intersection improvements heard at the open house were solidified by written comments. • The 150th Street signal location is preferred by the majority residents providing written comments in Prior Lake living in the neighborhood served by the 150th intersection as well as the majority of residents providing written comments from the Savage side of the highway. TH 13 at 150th Street Area Alternatives Analysis August 20, 2014 Page 19 • The Zinran Avenue/Oakland Beach Avenue signal location is preferred by the majority of Prior Lake residents providing written comments from the Oakland Beach/Rustic Road neighborhood. Conclusions The existing conditions along TH 13 allow for high volumes of traffic to pass through the study area. However, the heavy directional volumes leave minimal gaps for minor street traffic to enter TH 13. Comparison of current versus previous study volumes have shown a decline in minor street traffic entering TH 13 as the TH 13 mainline traffic has increased; this is likely caused by the minor street traffic taking longer routes to adjacent access where entering TH 13 is easier. The existing crash rate at 150th Street is above the critical crash rate for the intersection, indicating there is a sustained crash problem at the intersection. The crash rate at Zinran Avenue is just under the critical rate. The various un-signalized options would provide a safety benefit for TH 13 and increase the flow for mainline traffic. However, the access restrictions would result in long u-turn routes, some over 2-miles, for the local traffic to enter TH 13 in the direction they are destined. The high southbound left turn demands would still be served as an unprotected movement; resulting in longer delay times with potential safety implications. From a street network planning standpoint, signalizing the 150th Street intersection would serve demands from a larger travel shed traffic along existing collector streets as compared to a signalizing the Oakland Beach/Zinran Avenue intersection which will increase trips on existing local streets. Either of the signalized options would provide safe intersection access or crossing for motorized or non- motorized users. Signalization also provides a safe option for the local traffic to make the u-turn maneuvers needed to continue along TH 13 depending on the signal location. • A signal at 150th Street would have the highest demand for U-turn vehicles to serve traffic originating from the Rustic Road and Oakland Beach neighborhood. • A signal at Zinran Avenue would have the lowest U-turn demand as it allows Rustic Road traffic to take local streets to the signal; all other traffic has access to a signal via the local street network. Construction costs for the 150th Street location is$6.50 million dollars(includes project delivery costs and estimated right of way). In Savage, the right of way impacts includes removal of two single family homes and partial taking from Bethesda Church requiring significant site remediation. In Prior Lake, there are some partial impacts related to connection of Glascow Trail to 150th Street—these impacts are similar for all concepts considered. Construction costs for the Oakland Beach/Zinran Avenue location are estimated at$5.52 million dollars (includes project delivery costs and estimated right of way costs). In Savage, the right of way impacts occur along Zinran Avenue; permanent easements will be required along both sides of the street from TH 13 to 150th Street. On the Prior Lake side, partial impacts occur to reconnect Glascow Trail as in the previous alternative, but additional easements are needed from a residential parcel on the south side of Oakland Beach Avenue approaching TH 13. TH 13 at 150th Street Area Alternatives Analysis August 20, 2014 Page 20 Recommendation Two alternatives are potentially viable resulting in differing traffic patterns, costs and right of way impacts. City Councils in Prior Lake and Savage should weigh the benefits, costs and impacts of each as they consider selection of a preferred alternative. Traffic Signal at 150th Street Benefits • Achieves safety objectives for vehicular access to and from TH 13 • Provides a safe non-motorized user crossing location • Provides connectivity for users crossing TH 13 along 1501h Street Impacts/Costs • Total Project Cost: $6.50 million (r/w and delivery costs included) • Right of Way Impacts: Removal of homes for at least 2 residential properties; Several partial parcel impacts including the Bethesda Church site • Generates inconvenient U-turn trips for the Oakland Beach/Rustic Road neighborhood • Potential future costs if full access to/from Rustic Road is to be provided. Future costs range from $700K-$1.8 million on top of probable MnDOT improvements without full access. Traffic Signal at Zinran Avenue/Oakland Beach Benefits • Achieves safety objectives for vehicular access to and from TH 13 • Provides a safe non-motorized user crossing location • Zinran Avenue is fully reconstructed to serve TH 13 access and adjacent land uses Impacts/Costs • Total Project Cost: $5.52 million (r/w and delivery costs included) • Right of Way Impacts: Several partial parcel impacts including both sides of Zinran Avenue • Generates inconvenient trips for 150th Street users to enter northbound TH 13 or cross TH 13; Operating conditions at TH 13 and Fish Point Road should be monitored. p:\pt\p\prior\127031\traffic\150th&th 13\th 13 alternatives analysis memo 082014.docx z m o = o LLJ CD 0 U w a w w cr LLJ LU z Q z C) N W W w a o W Lu LLJ o O uj LU Q I � _ CO W� o =�3 s ! a LL eoj o / =r. Lgi '\l i LL �s a w{ 3 a 1' ° � If W� - 1 ]CI N1-I£O3Zl\uowwo—oUd\d\ldVSd\�S U m a �Z W 8z w 8 8 S L 0 0 0 d a a a a a u a- > O a zz � . * , IL ow VA 03� F-- CO w r' O o z 1 'AA vio 0 ". Cn 3 z f� F w °pgSacn LU w ~ W Q 3 LL (r Q a Cl) O U LU W = J � o a > LL lul f f� "QYE 4F) dal �I Ij m Z s Q U o a $ m � 3 0 ANAL LLIy a m z w ,n p J a a a a 2 a a 11" > O z z CC W CD 4 5 J LLJ a� o O ui a_ Q ch S } ~ w LL a LL i j Yg"R W ^ LL / � O eS i I; *. j z " solx �'1 1 1 •. �ur V Q �F a •.".air.. -. z ' a €gs y1 W W � Y `¢ I a Al s CC t— r O W LL IUI NO I r Io ib� Yg LU i LL z } QU I J 2 H I � U � 5 - .� tl E (I� �t z is CITY OF SAVAGE, MINNESOTA CITY COUNCIL ACTION REQUEST FOR COUNCIL ACTION Date: Agenda Item Number: ❑Approved ❑ Denied a�+l ❑Amended ❑Tabled Meeting Date: 9/2/14 ❑ Other Attachments: ® Yes ❑ No Originating Department: Public Works Consent Agenda: ❑ Yes Z No Action Requested: Selecting an Alignment Alternative for Construction of the TH 13/150th Street Improvement Project, City Project No. 04-05. Guiding Principle: Savage will facilitate the development of efficient and effective transportation systems that provide for both local and regional needs. Introduction: The cities of Savage and Prior Lake, along with Mn/DOT, have been working cooperatively to develop a geometric layout and preliminary design for the 150th Street/TH 13 area intersections to address safety concerns. The Preliminary Design Study Report was completed by SEH and was presented and discussed with the City Council on March 8, 2010. The TH 13 at 150th Street Area Alternatives Analysis dated August 20, 2014, was considered by the Prior Lake City Council on August 25, 2014. At that meeting, the Prior Lake City Council passed an "advisory resolution" that apparently indicated a preference for the traffic signal at 150th Street. Background/Justification: On January 21, 2014, the City Council authorized the execution of an agreement with SEH for development of a Preferred Concept. This lead to the preparation of the TH 13 at 150th Street Area Alternatives Analysis dated August 20, 2014, which was considered by the Prior Lake City Council. Prior to preparation of this report, an open house for public comment was held on June 24, 2014 at Prior Lake City Hall from 4:30 p.m. to 6:30 p.m.to review the intersection options. The Savage City Council has received updates on this matter at work sessions held on June 9, 2014; and on August 11, 2014. A joint work session with the Prior Lake City Council will also be held at Savage City Hall at 6:00 p.m. on Tuesday, September 2, 2014, to help you better understand their perspective on the options. Attachments There are four attachments to this staff report. We have not included the same attachments as in past staff reports because much of that information had been incorporated into the TH 13 at 150th Street Area Alternatives Analysis. Attachments are as follows: 1. The Prior Lake City Council Agenda Report information which includes not only the staff memo and resolutions but also: a Comparison of Alternatives based on the original concept not involving a traffic signal, and Concepts 5B and 6C; the June 24, 2014 Open House comments; and the TH 13 at 150th Street Area Alternatives Analysis dated August 20, 2014. 2. Updated concept and cost information prepared by SEH in response to feedback they received from the August 25, 2014, Prior Lake City Council meeting. It describes new Concepts 5G and 6D and presents cost information related to these concepts. 3. Bethesda Church information. It is our understanding that the City cannot condemn church property so the acquisition of any right of way and easements on the Bethesda Church site completely relies upon the owner's willingness to dedicate them. This attachment includes the issues list received from the church on August 14, 2014; the response to these issues prepared by the PMT and dated August 15, 2014; and a letter received from Bethesda Church dated August 24, 2014. 4. The most recent project newsletter dated August 20, 2014. Project Management Team As you know, the project area belongs to three separate government entities. The east side is in Savage, the west side is in Prior Lake and TH 13 is under the jurisdiction of Mn/DOT. All parties agree that improvements are needed along this section of TH 13. Since the 2010 report was prepared, the context of the project has changed; additional development has occurred in Savage in this vicinity, Aspen Academy has opened at the intersection of Zinran Avenue/TH 13, and the reconstruction of CR 44 and CR27 south of 154th Street has been partially completed. In addition, current traffic and crash data for this segment of TH 13 needed to be considered. A Project Management Team (PMT)was formed to provide guidance to SEH on development of the preferred concept. During the review of access concepts, both Savage and Prior Lake staff indicated to the PMT that signalized alternatives will need to be considered along with the access management alternatives to fully address the cities safety concerns. This information has been considered in preparation of the Alternatives Analysis. Open House Feedback As mentioned above, the cities of Prior Lake, Savage and the Minnesota Department of Transportation (MnDOT) held an open house at Prior Lake City Hall to take public input on the various intersection concepts. 73 people signed in at the open house representing 59 separate households; about 45 written comment cards were received at the open house and 12 comments have been received by email or through the project website by the time this summary was prepared a few weeks ago. Following are the preferences sorted by neighborhood. Based on written comments responses that stated a preference: • 1 preferred Concept 1 (3/4 access at 150th with a trail tunnel) • 31 preferred Concept 56 (traffic signal at 150th) • 20 preferred Concept 6C (traffic signal at Zinran/Oakland Beach) (not all that stated a preference identified their address - so these won't balance with the numbers below) Of the 16 responses that identified their address within the Prior Lake - Rustic/Oakland Beach area: • 0 preferred Concept 1 2 preferred Concept 513 • 12 preferred Concept 6C 2 did not state a preference Of the 16 responses that identified their address within the Prior Lake- 150th Street area: 0 preferred Concept 1 14 preferred Concept 5B 0 preferred Concept 6C 2 did not state a preference Of the 17 responses that identified a their address on the Savage side of Hwy 13: • 1 preferred Concept 1 12 preferred Concept 5B 2 preferred Concept 6C 2 did not state a preference So generally, of those that expressed a preference, they preferred a traffic signal location that more directly served their property or neighborhood; not an unexpected result. Bethesda Church City staff forwarded information related to the options to Bethesda Church and City staff and the PMT also met with church representatives. As noted above, the City cannot condemn church property so the acquisition of any right of way and easements on the Bethesda Church site completely relies upon their willingness to GA2004104-05(150th&13 lntcrseclion)\CouucillSclect Alignment Alternative-rlt 13 150th 04-05 090214.docx dedicate the property. The PMT received a detailed issues list from the church at a meeting held on August 14, 2014; a response to these issues was prepared by the PMT the following day. The PMT requested a written response, if possible, that stated the church's position on the options discussed. In response, the church issued the letter dated August 24, 2014, Prior Lake City Council At their August 25, 2014, meeting, the Prior Lake City Council passed an "advisory resolution". As staff understands this action, it is an indication of their preference for a traffic signal at 150th Street, but they wanted input from the the Savage City Council to determine if they were missing some perspective. They apparently had concerns with the geometry of the Zinran Avenue intersection at TH 13 and believed that the 150th Street locaiton was better for the long term. The revised concepts that have been attached, 5G and 6D, were prepared in direct response to Prior Lake's concerns. Minnesota Department of Transportation (MnDOT) To add clarity to MnDOT's position with regard to this project and the related funding, and to underscore the need for a timely decision, specific questions were posed to MnDOT staff; their responses follow: Question: MnDOT has advised that unless the two cities agree, there is not a project and the funding goes away. MnDOT Response: Correct Question: MnDOT has advised that a decision needs to be made now, for practical reasons to allow adequate design and property acquisition for 2015 construction. MnDOT Response: Correct, if the project is not let in SFY 2015 (ends June 30th 2015)the funding will have to be reallocated to another project. Quesiton: MnDOT will participate at the $2,102,000 funding level if we proceed with either Option 5B or 6C as currently envisioned. MnDOT Reponse: Correct, we are ok with Alternative 5G or 6D, with the inclusion of 3 lanes of approach on the minor legs (left, thru, right) and the mainline opposing left turn lanes aligned with each other so sight distance is maximized for the use of a mainline flashing yellow left turn arrow. Question: Any right-of-way or easement acquisition is the responsibility of the respective city. MnDOT Response: Correct. Included in their e-mail, MnDOT staff reiterated the timeliness issue by stating "we want to make sure we have your City support on a single project." and "if there is a delay in decision we will have to reallocate our funding to another project to ensure we can develop the project in time to be let in SFY 2015" Fiscal Impact: Subsequent to preparation of the City's 2014-2018 Capital Improvement Program, the cities of Prior Lake and Savage applied for Municipal Agreement Funding from the Minnesota Department of Transportation. The cities were awarded $702,000 for this project which would be added to the $1.4M the state had already committed for a total funding contribution from the State of Minnesota in the amount of$2,102,000. In response to concerns expressed at the recent Prior Lake City Council meeting; SEH prepared updated concepts for both intersection locations. The revised estimates indicate an estimated cost of$6,742,000 for the 150th Street intersection concept; and $5,645,000 for the Zinran Avenue intersection concept. The higher cost for the 150th Street concept is a result of increased estimated costs for construction ($500,000); engineering ($100,000); and right of way ($497,000); for a total increased cost of$1,097,000 for the 1501h Street concept. GA2004\04-05(150th&13 lntcrsectian}tCouncil\Select Alignment Alternative TH 13 150th 04-05 090214.docx Using the concept cost comparison prepared by SEH and dated August 27, 2014, the estimated cost for the most recent concepts are as follows: Concept 5G Concept 6D Construction $4,900,000 $4,400,000 Engineering $ 980,000 $ 880,000 Subtotal $ 5,880,000 $ 5,280,000 Right of Way/Easement Costs $ 862,000 $ 365,000 Total $6,742,000 $ 5,645,000 Using these estimated costs, the revised funding breakdown as follows: Concept 5G Concept 6D Street Reconstruction GO Debt $ 2,320,000 $ 1,771,500 City of Prior Lake $2,320,000 $ 1,771,500 State $2,102,000 $ 2,102,000 $ 6,742,000 $ 5,645,000 Note that 5G has the traffic signal system at 150th Street; and 6D has the traffic signal system at Zinran Avenue. Other costs will be incurred by the City of Savage for modifications to the City sanitary sewer, water, and storm sewer system but these costs cannot be identified until more detailed roadway design information is available are expected to be minor as compared to the overall project cost. Alternatives: 1. Adopt the attached resolution selecting Alternative 5G which proposes the traffic signal system at TH 13 and 150th Street. 2. Adopt the attached resolution selecting Alternative 6D which proposes the traffic signal system at TH 13 and Zinran Avenue. 3. Deny the request. 4. Table the action. Staff Recommendation: The recommended alternative will need to be determined after the joint City Council Work Session to be held on September 2, 2014. The cost for Concept 6D is significantly less than the cost for Concept 5G, and also involves much less right of way acquisition. However, as the Prior Lake City Council passed an"advisory resolution"which apparently indicates a preference for the traffic signal at 150th Street; if the Savage City Council selects Zinran Avenue then it would appear there would not be agreement between the two cities and the State funding would be lost. What is clear is that regardless of which traffic signal location is implemented, it will have a significant impact on the adjacent properties and the traffic flow from surrounding neighborhoods and a portion of the public will be dissatisfied. Reviewed by: Preparers John Powell, Signature: Public Works Director/City Engineer 6:12004104-05(15011 &13 Bitersection),CouncillSelcet Alignment Allematiee TH 13 150th04-05 090314,docx (for use if Concept 5G is selected) RESOLUTION NO. 14- SELECTING AN ALIGNMENT ALTERNATIVE FOR CONSTRUCTION OF THE TRUNK HIGHWAY 131150TH STREET IMPROVEMENT PROJECT CITY PROJECT NO. 04-05 WHEREAS, improving the safety of the Trunk Highway 13/150th Street intersection is a high priority for the cities of Savage and Prior Lake, and the Minnesota Department of Transportation; and WHEREAS, the 2014-2018 Capital Improvement Program identifies the improvement of the Trunk Highway 13/150th Street intersection in 2015; and WHEREAS, the City of Prior Lake and the Minnesota Department of Transportation have also programmed the improvement of the Trunk Highway 13/150th Street intersection into their capital improvement plans for construction in 2015; and WHEREAS, a consultant prepared a Preliminary Design Study Report dated February 12, 2010. The cost of the study was shared equally by the cities of Savage and Prior Lake; and WHEREAS, the same consultant prepared the TH 13 at 150th Street Area Alternatives Analysis dated August 20, 2014; and WHEREAS, a public informational meeting was held, and a project website has been maintained, to inform the public and seeking public input; and WHEREAS, the alternatives to improving safety in this portion of the Trunk Highway 13 corridor have been narrowed to either a traffic signal system at Zinran Avenue, or a traffic signal system at 150th Street, both involving supporting work on Trunk Highway 13 and local roadways; and WHEREAS, supporting data describing the two alternatives and related costs has been provided in the City Council memo. NOW, THEREFORE, be it resolved by the City Council of the City of Savage, Minnesota: 1. The recitals set forth above are incorporated herein. 2. Based on the TH 13 at 150th street Area Alternative Analysis, public input, and supporting technical information, the City of Savage chooses Concept 5G which includes a traffic signal system at TH 13 and 150th Street for final design and construction. 3. Construction of Concept 5G will include the following: a. Installation of a traffic signal system at TH 13 and 150th Street. b. Creation of a right-in and right-out intersection at Zinran Avenue. c. For right of way and easement purposes, total acquisition of at least two single family residential home sites and a portion of the Bethesda Church property. 4. After deducting the State (MnDOT) programmed funding in the amount of$2,102,000; the cities of Savage and Prior Lake will equally split the remaining project costs to deliver the project including design, construction, right of way and easement acquisition, permitting, and other costs with an estimated cost share of$2,320,000 for each City. 6:\2004\04-05(150th&13 inlersection)1Cooucil\Select Alignment Alternative 'I'll 13 150th 04-05 090214.docs PASSED AND DULY ADOPTED by the City Council of the City of Savage, Minnesota, this 2nd day of September, 2014. Janet Williams, Mayor Attest: Motion by Barry A. Stock, City Administrator Second by Ave Nay Williams Abbott Kelly McColl Victorey Q.2004104-05(150(h&13 Lilerseclinn)\Council Select Alignment Alternative 'I'll 13 150th 04-05 090214,docx (for use if Concept 6D is selected) RESOLUTION NO. 14- SELECTING AN ALIGNMENT ALTERNATIVE FOR CONSTRUCTION OF THE TRUNK HIGHWAY 13/1 50TH STREET IMPROVEMENT PROJECT CITY PROJECT NO. 04-05 WHEREAS, improving the safety of the Trunk Highway 13/1 50th Street intersection is a high priority for the cities of Savage and Prior Lake, and the Minnesota Department of Transportation; and WHEREAS, the 2014-2018 Capital Improvement Program identifies the improvement of the Trunk Highway 13/1 50th Street intersection in 2015; and WHEREAS, the City of Prior Lake and the Minnesota Department of Transportation have also programmed the improvement of the Trunk Highway 13/1 50th Street intersection into their capital improvement plans for construction in 2015; and WHEREAS, a consultant prepared a Preliminary Design Study Report dated February 12, 2010. The cost of the study was shared equally by the cities of Savage and Prior Lake; and WHEREAS, the same consultant prepared the TH 13 at 150th Street Area Alternatives Analysis dated August 20, 2014; and WHEREAS, a public informational meeting was held, and a project website has been maintained, to inform the public and seeking public input; and WHEREAS, the alternatives to improving safety in this portion of the Trunk Highway 13 corridor have been narrowed to either a traffic signal system at Zinran Avenue, or a traffic signal system at 150th Street, both involving supporting work on Trunk Highway 13 and local roadways; and WHEREAS, supporting data describing the two alternatives and related costs has been provided in the City Council memo. NOW, THEREFORE, be it resolved by the City Council of the City of Savage, Minnesota: 1. The recitals set forth above are incorporated herein. 2. Based on the TH 13 at 150th street Area Alternative Analysis, public input, and supporting technical information, the City of Savage chooses Concept 6D which includes a traffic signal system at TH 13 and Zinran Avenue for final design and construction. 3. Construction of Concept 6D will include the following: b. Installation of a traffic signal system at TH 13 and Zinran Avenue. c. Creation of a right-in and right-out intersection at 150th Street. d. Reconstruction of Zinran Avenue from TH 13 to 150th Street, including pedestrian facilities. e. Reconfiguration of the access point to the sites east of the TH 13/Zinran Avenue intersection. 4. After deducting the State (MnDOT) programmed funding in the amount of$2,102,000; the cities of Savage and Prior Lake will equally split the remaining project costs to deliver the project including design, construction, right of way and easement acquisition, permitting, and other costs with an estimated cost share of$1,771,500 for each City. Gd2004\04-05(150th&13 Intersection)\Council\Select Alignment Altemative TH 13 150th 04-05 090214.doex PASSED AND DULY ADOPTED by the City Council of the City of Savage, Minnesota,this 2"d day of September, 2014. Janet Williams, Mayor Attest: Motion by Barry A. Stock, City Administrator Second by 6ye Nay Williams Abbott Kelly McColl Victorey GA2004104-05(15001&13 Ortcrscction)\Council\Select Alignment Alternatirc III 13 15001 04-05 090214.docx Ao� FRIp�, U 4646 Dakota Street SE Prior Lake,MN 55372 `ytMvEso'�r CITY COUNCIL AGENDA REPORT MEETING DATE: AUGUST 25, 2014 AGENDA#: 8C PREPARED BY: LARRY POPPLER, CITY ENGINEER/INSPECTIONS DIRECTOR PRESENTED BY: LARRY POPPLER AGENDA ITEM: CONSIDER APPROVAL OF A RESOLOUTION SELECTING AN ALIGNMENT ALTERNATIVE FOR THE 150TH STREET/TH 13 IMPROVEMENT PROJECT DISCUSSION: Introduction The purpose of this agenda item is to consider approval of a resolution selecting an alternative for the 150th Street and TH 13 Improvement Project. History In response to concerns regarding safety at the TH 13/150"'Street Intersection the Cities of Prior Lake and Savage initiated a joint intersection improvement study in 2007 with the final report date of February 12, 2010. This study area includes TH 13 between 15211d Street and Rustic Road. Once the study was complete an Intersection Control Evaluation (ICE)was pre- pared and a concept layout was approved and each agency began programming the project in their respective Capital Improvement Plans. The original concept layout provided a 3/access at 150th Street, right in/right out access at Zinran, and a pedestrian underpass. Ultimately each agency settled on 2015 for construction. Since the original study was commenced, a number of things have changed in the study area: 1. Construction of Aspen Academy Charter School at the intersection of Zinran and TH 13. 2. Residential Development along 150th Street just east of TH 13 adding addi- tional traffic. 3. Increase in traffic to and from the High School. On January 13,2014, the City of Prior Lake entered into a professional services contract with Short Elliot Hendrickson to update the feasibility report information and lead a public participation process. Current Circumstances Short Elliot Hendrickson has concluded the feasibility report update (See attached memo dated August 12, 2014). The memo provides the following paragraphs: Background Purpose of this Alternatives Analysis Existing Conditions Analysis of Alternatives Traffic Operational Analysis Alternative Traffic Operations Long Term Vision of TH 13 Pedestrian Facilities Open House Feedback Conclusions Recommendations Based on the analysis, two alternatives appear to be the most viable. These two alternatives are different than the original approved layout. Alternative 5B(Traffic Signal at 150h Street) This alternative builds a signal system at 150th Street. The Cost of this alternative is estimated at$6,502,000. This option is superior from a roadway geometry standpoint and a street network standpoint, but is the most expensive (costs are comparable to Zinran but higher at this location)and has the greatest amount of property acquisition. In part, the property to be acquired is in church ownership. Eminent domain is not therefore an option. In addition to the short term cost impli- cations, additional high cost alternatives would be necessary in the future to pro- vide an access to northbound TH 13 from the Rustic Road neighborhood(est. $2 million). Alternative 6C(Traffic Signal at Zinran) This alternative builds a signal system at Zinran/Oakland Beach and TH 13. The Cost of this alternative is estimated at$5,521,OOb. This option technically pro- vides similar function to the 150th Street intersection at a cheaper cost and pro- vides a permanent northbound access for the Rustic Road neighborhood. How- ever, the travel shed is less than the 150th Street intersection on the Prior Lake side and presents some geometric challenges. The City of Savage recently discussed the alternatives and seemed concerned about the schedule uncertainty and additional costs created by the property acqui- sition at 150th Street.At a recent work session they expressed a preference for the 6C alternative-although this is not a final determination. Additional details regarding each option isprovided in the attached SEH memo. In addition, a project comparison table is also provided with this report as well as a public feedback summary document. Conclusion There is a division in public perspectives. Generally two thirds of the persons who have expressed their opinion favor 5B with the remaining one third favoring 6C. Despite this division in alternatives, one common theme was echoed at the neigh- borhood meeting, "Something needs to be done The Project Management Team has struggled to unanimously recommend one al- ternative. While the 1501x'Street signal alternative appears to be technically supe- rior, significant long term and short term costs, significant property acquisition, and access concerns for the Rustic Road Neighborhood are extremely concerning. For this reason, like the Savage city staff, City of Prior Lake Staff is recommending option 6C—Signal at Zinran. A resolution for each alternative is provided. How- 2 ever if the city council disagrees with the ultimate City of Savage approved alterna- tive, MNDOT would not make the final decision and the project would not proceed. MNDOT funding would then be reallocated to other MNDOT projects. ISSUES: Since one alternative did not stand out as the obvious solution,the study of this area has taken considerable more time than expected. As a result the final design of the project must be completed within a compressed timeframe. The City Council must make a final decision to keep the project moving forward. The City of Savage is scheduled to make a final decision at their September 2nd, 2014 City Council meet- ing. If the project cannot be designed and bid by the end of June 2015, MNDOT funding of$2.1 Million will no longer be available. If the City of Prior Lake and the City of Savage disagree on which alternative should be selected,the project will not proceed and MNDOT funding will no longer be available. It was obvious based on the significant public comments, that people preferred dif- ferent alternatives based on where they lived. If a person lives in the Rustic Neigh- borhood they preferred the signal at Zinran. If a person lived off 150th Street they preferred the signal at 150th Street. Due to the higher density of persons living in the 150th Street area, more persons preferred Alternative 5B—Signal at 150th. Neither option totally eliminates the necessity to go south to north from some streets accessing onto TH13. FINANCIAL The MNDOT contribution is proposed to be$2.1 Million for any alternative. The IMPACT: Cities of Prior Lake and Savage will evenly split the remainder of the cost the pro- ject including design, right of way acquisition, construction costs, and project sup- port costs. In addition, the City of Prior Lake is estimating$200,000 in water and sewer system updates as well as possible expansion of scope in the amount of $200,000 for option 6C to include reconstruction of 150th Street to Estate Avenue. The table below compares the City Cost of this project: FUNDING SOURCE ALTERNATIVE 56— ALTERNATIVE 6C— SIGNAL AT 150TH SIGNAL AT ZINRAN STREET* State Aid $500,000 $500,000 Street Oversize Fund $150,000 $150,000 Tax Levy $1,491,000 $1,200,500 Sewer Fund** $100,000 $100,000 Water Fund** $100,000 $100,000 Water Qual ty Fund $60,000 $60,000 TOTAL CITY COST $2,401,000 $2,110 500*** *Future improvements at Rustic Road to provide northbound access to TH 13 is estimated to exceed$2 Million. **Estimates for sewer and water upgrades are based on minimum repairs includ- ing hydrant replacement, service replacement, and manhole adjustment. During design preparation, pipe evaluation will determine if more extensive upgrades are necessary. This would occur with either alternative. 3 ***Includes an estimated$200,000 for reconstruction of 150'h Street to Estate Ave- nue. — City of Savage contribution is estimated at$2,201,000 for 5B and$1,710,500 for 6C plus other sewer and water upgrades as they determine. ALTERNATIVES: 1. Approve Resolution selecting Alternative 5B—Intersection at 150th Street for the TH 13 and 150th Street Improvement Project. 2. Approve Resolution selecting Alternative 6C—Intersection at Zinran for the TH 13 and 150th Street Improvement Project. 3. Deny this item for a specific reason and provide staff with direction. 4. Table this item until some date in the future. RECOMMENDED Alternative#2. MOTION: 4 PR tb�-Dr, Jpo N U 4646 Dakota Street SE Prior Lake,MN 55372 RESOLUTION 14-xxx A RESOLUTION SELECTING AN ALTERNATIVE FOR CONSTRUCTION OF TRUNK HIGHWAY 131 150TH STREET IMPROVEMENTS(PROJECT#TRN-2015-0001) Motion By: Second By: WHEREAS, The 2015-2019 Capital Improvement Program identifies improvement of 150th Street and Highway 13 in 2015; and WHEREAS, The City of Savage and MNDOT have also programmed the 1501h Street and Highway 13 project into their capital improvement plans for construction in 2015;and WHEREAS, Safety at this intersection is a high priority for both Cities and MNDOT;and, WHEREAS, Short Elliot Hendrickson completed the original feasibility study dated February 12,2010. The cast of the study was split by the Cities of Savage and Prior Lake;and WHEREAS, Short Elliot Hendrickson has updated the original feasibility study information with a memo dated August 12,2014 and lead a public meeting which input was sought;and WHEREAS, The options to improve safety in this corridor have been narrowed to a Signal system at 150th Street or a signal system at Zinran, and WHEREAS, Supporting information describing the tradeoffs and costs for each alternative are provided with the agenda report, 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. Based on the updated supporting information,the Prior Lake City Council chooses option 5B for construction. 3. Construction of alternative 5B will immediately modify the following intersections: a. Installation of a signal system at 150(h Street b. Glascow will be connected to 150th Street c. Zinran will be converted to a right in/right out 4. While not part of this project,selection of alignment 513 will ultimately require future modifications to the following intersections: a. 152nd would be converted to right in/right out b. Green Oaks Trail would be converted to aright in/right out c. Rustic Road would remain a full access or another northbound access into and out of the Rustic Road neighborhood would be provided. 5. After subtracting MNDOT programmed funding of approximately$2.1 million,the City of Prior Lake and City of Savage will evenly split the remaining costs to deliver the project including design,construction, right of way acquisition,and project support costs estimated at$2,201,000 each. 6. Other City cost would include individual modifications and updates to the City of Prior Lake water and sewer system estimated at$200,000. 7. The City Council authorizes the following preliminary funding sources and corresponding transfers to the Construction Fund for the project: Funding Source Amount State Aid $500,000 Street Oversize Fund $150,000 Tax Levy $1,491,000 Water Utility Fund $104 000 Sewer Utility Fund $100,000 Water Quality Fund $60,000 Pro"ect Total Estimated City Cost $2 401,000 PASSED AND ADOPTED THIS 25th DAY OF AUGUST 2014, VOTE Hedberg Keeney McGuire Morton Soukup Aye ❑ ❑ ❑ ❑ ❑ Nay ❑ ❑ ❑ ❑ ❑ Absent ❑ ❑ ❑ ❑ ❑ Abstain ❑ ❑ ❑ ❑ ❑ Frank Boyles,City Manager 2 Vibo�-c U 4646 Dakota Street SE 4f'Zv[-M90-' Prior Lake,MN 55372 RESOLUTION 14-xxx A RESOLUTION SELECTING AN ALTERNATIVE FOR CONSTRUCTION OF TRUNK HIGHWAY 131 150TH STREET IMPROVEMENTS(PROJECT#TRN-2015.0001) Motion By: Second By: WHEREAS, The 2015-2019 Capital Improvement Program identifies improvement of 150th Street and Highway 13 in 2015;and WHEREAS, The City of Savage and MNDOT have also programmed the 150th Street and Highway 13 project into their capital improvement plans for construction in 2015;and WHEREAS, Safety at this intersection is a high priority for both Cities and MNDOT;and, WHEREAS, Short Elliot Hendrickson completed the original feasibility study dated February 12,2010. The cost of the study was split by the Cities of Savage and Prior Lake;and WHEREAS, Short Elliot Hendrickson has updated the original feasibility study information with a memo dated August 12,2014 and lead a public meeting which input was sought;and WHEREAS, The options to improve safety in this corridor have been narrowed to a Signal system at 150th Street or a signal system at Zinran, and WHEREAS, Supporting information describing the tradeoffs and costs for each alternative are provided with the agenda report. 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. Based on the updated supporting information,the Prior Lake City Council chooses option 6C for construction. 3. Construction of alternative 6C will immediately modify the following intersections: a. Install the signal at Zinran b. Glascow will be connected to 150th Street c. 150th Street will be converted to a right in/right out on both the Savage and Prior Lake sides d. Rustic Road will be converted to a right in/right out 4. While not part of this project,selection of alignment 5B will ultimately require future modifications to the following intersections: a. 152^d would be converted to right in/right out b. Green Oaks Trail would be converted to a right in/right out 5. After subtracting MNDOT programmed funding of approximately$2.1 million,the City of Prior Lake and City of Savage will evenly split the remaining costs to deliver the project including design,construction, right of way acquisition,and project support costs estimated at$1,710,500 each. 6. Other City cost would include individual modifications and updates to the City of Prior Lake water and sewer system estimated at$200,000 and completion of the reconstruction of 150th Street to Estate Avenue estimated at$200,000. 7. Funding for the project will be drawn from the Construction Fund Account#501-48385 8. The City Council authorizes the following preliminary funding sources and corresponding transfers to the Construction Fund for the project: Funding Source Amount State Aid $500,000 Street Oversize Fund $150,000 Tax Levy $1,200,500 Water Utility Fund $100,000 Sewer Utility Fund $100,000 Water Quality Fund $60,000 Pro'ect Totai Estimated City Cost $2,110,500 PASSED AND ADOPTED THIS 25(h DAY OF AUGUST 2014, VOTE Hedberg Keeney McGuire Morton Soukup Aye ❑ ❑ ❑ ❑ ❑ Nay ❑ ❑ ❑ ❑ ❑ Absent ❑ ❑ ❑ ❑ ❑ Abstain ❑ ❑ ❑ ❑ ❑ Frank Boyles,City Manager 2 j{ i „ 2 O. C •� W� a A �� a N Z �e e iE L^ u u �e Qo A m y a E n $ a& E N y E °S �R v `ca _ ° � 9« pc Nev _ ._w r3r o Qs a _ �dE _ N 4 ° ea mg N O 9 sin i3c Hca ��a N`l�tc Nfi �N . 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A N N m '8 a 0 p m y a m m 3 o a m n m y .°. m L •� u ° OCa 10 t c p zv 0 m a a N d Q ° � a a j w L J Y 0a a c p'� of .3C Q O u O A w C A O J as ? a v m E o Z Y c x u E � a c v a d a N a a 1•� m Y H •O u O J u V1 J C L u C a C O m `• J = m Y d• :6 .� .X L Y E m a m O C u - C I-: ° aJ+ aL.+ O m 3 A is aa+ t V a a u m o 3 a w v �a o > 'o' n ca y 3 .J ° o a o 3 w > v c 3 a . v U m ' T m o c °c o =_ o c > a E J c J a c > ° c o o Y E as e o ? a 3 y V O Y a c a L O o L J m a J o m Q `1 a o a O 2L m 3 N 0 — d 2i d U-< L F- V) m 3 > H a+ H O C CU E C u T o w a) L C a w E E v v m E o 07 N u .m. u U a N a o r c ° 0 = U w SEH Building a Better World MEMORANDUM for All of Use TO; Larry Poppler, PE, City of Prior Lake John Powell, PE, City of Savage FROM: Graham Johnson, PE Mike Kotila, PE DATE: August 20,2014 RE: TH 13 at 150th Street Area Alternatives Analysis SEH No. PRIOR 127031 14.00 BACKGROUND In 1996, MnDOT worked with the Cities of Prior Lake and Savage to develop an access management plan for TH 13. The 1996 Access Plan identified the TH 13 and 15011 Street intersection to be perpetuated as a full access intersection while the adjacent local access intersections were identified as right-in/right-out(RI/RO) intersections. Since 1996,the Cities and MnDOT have implemented some safety improvements including turning lanes and turn restrictions. Turning lanes were added along TH 13 at the 150th Street intersection and the southbound left turn movement at Zinran Avenue was restricted. In 2008,the Cities of Prior Lake and Savage initiated a design study, including an intersection control evaluation(ICE)report,for the intersection of TH 13 at 1501"Street. The 2008 study recommended safety and access management strategies along TH 13 as traffic volumes did not warrant other forms of full access traffic control (i.e. all way stop, control traffic signals or a roundabout). A modified%acces intersection was identified for the TH 13 and 150th Street intersection plus trail tunnel under TH 13 to facilitate non-motorized users; 1501h Street would be converted to RI/RO and a southbound left turn from TH 13 to 150th Street would be allowed. The TH 13 at Oakland Beach/Zinran Avenue would be converted to a RI/RO.The 2008 plan did not identify potential long term access management objectives beyond the immediate project area. No change was identified for the TH 13/Rustic Road intersection or for the existing TH 13/152nd Street intersection. Both Cities and MnDOT identified funding within their 2015 Capital Improvement plans for safety improvements on TH 13 in the 150th Street area. In 2013,the Cities of Prior Lake and Savage in cooperation with MnDOT and Scott County participated in an access planning exercise for TH 13. The study reviewed TH 13 between CR 81 and CR 42 to create a long term vision for TH 13 that provides effective access,economic viability,and preserves the functionality of TH 13. An open house was conducted for the Access Plan Study.The public conveyed general disapproval regarding the identified RI/RO access locations between South Park Drive and Fish Point Road; insisting the lack of full access intersections creates unreasonably long U-turn routes for many of the residents on the west side of TH 13 destined to the north.The findings of the 2008 design study were called into question when considered in combination with potential additional access restrictions in the corridor over the long term.The 2013 planning exercise was not adopted by either City. The Cities of Prior Lake and Savage agreed it best to re-evaluate the TH 13 and 150th Street intersection again under current traffic conditions. Engineers I Architects I Planners I Scientists Short Elliott Hendrickson Inc.,10901 Red Circle Drive,Suite 300,Minnetonka,MN 55343-9302 SEH is 1o0%employee-owned I sehinc.com 1 952.912.2600 1 800.734.6757 1 888.908.8166 fax TH 13 at 150th Street Area Alternatives Analysis August 20,2014 Page 2 PURPOSE OF THIS ALTERNATIVES ANALYSIS The purpose of this study is to determine the most appropriate type of traffic control for the existing intersections along TH 13 and the long term access management between Fish Point Road and South Park Drive. The MnDOT Intersection Control Evaluation(ICE) process will be used to investigate what type of traffic control should be provided at the intersections along the corridor under the recommended alternative. A separate ICE document will be developed to document the proposed traffic control after this alternatives analysis is complete. The Project Management Team (PMT)will discuss the different alternative options evaluated as part of the project and recommend short term and long term solutions to be considered by both City Councils and MnDOT.The PMT includes MnDOT and the Cities of Prior Lake and Savage. Figure 1 depicts the study area in a location map. Figure 1 Location Map FUTURE ACCESS MAMEMF.NT PROJECT 2015 SAFETY yLL IMPROVEMENT PROJECT s.F rVMtY W'.� F VTURE ACCESS MANAGEMENT PROJEl"f TH 13 at 150th Street Area Alternatives Analysis August 20,2014 Page 3 EXISTING CONDITIONS TH 13 is classified as an A Minor Expander and currently serves both local access and regional traffic demands. The intersection of 1501h Street with TH 13 is located in Scott County on the border between the Cities of Savage and Prior Lake. The speed limit along TH 13 through the study area is 45 mph. 1501'Street serves as a collector in the local street networks of Savage and Prior Lake on both sides of the TH 13. There are four access intersections under consideration in the study area along TH 13 that all operate under minor street stop control. Two additional intersection were included in the operations analysis along TH 13 at Fish Point Road and South Park Drive as these two signalized intersections directly impact traffic flow into the study segment. The study intersections include: • TH 13 at Rustic Road o A southbound right turn lane is provided o A northbound left turn bypass lane is provided • TH 13 at Oakland Beach Avenue/Zinran Avenue o A southbound right turn lane is provided o A northbound left turn bypass lane is provided o Southbound left turns are prohibited • TH 13 at 1501h Street o Northbound and southbound left and right turn lanes are provided • TH 13 at 152nd Street o Northbound and southbound left turn bypass/right turn lanes are provided Land use along TH 13 in the study area is primarily residential with some commercial uses mixed in. The Prior Lake/Savage High School is located less than 1-mile east of the 150'"Street intersection. Since the 2008 study, some recent development has occurred. A new charter school,Aspen Academy,was constructed in the northeast quadrant of TH 13 and Zinran Avenue serving grades K-8. Prior Lake High School operates with an expanded enrollment and anticipates further growth. There has also been residential growth in Savage neighborhoods that access 150th Street easterly of TH 13. Traffic Demands TH 13 has continuously served high demands through the study area;the average daily traffic(ADT)has fluctuated from 12,700 to 19,400 vehicles per day. Table 1 shows the historical ADT's along TH 13 north and south of 150th Street. ADT's south of 1501h Street have been consistently lower than ADT's north of 1501h Street and Zinran Avenue indicating local street access to TH 13 has been shared by these access points. Table 1 TH 13 Historical Average Daily Traffic(ADT) Year North of 150th Street South of 1501h Street 1996 15,600 15,600 1998 16,200 14,500 2000 14,300 12,700 2002 16,000 13,200 2004 18,800 17,200 2006 17,800 16,400 2008 18,400 15,600 2010 18,400 15,600 2012 19,400 16,100 TH 13 at 150th Street Area Alternatives Analysis August 20,2014 Page 4 150"'Street has an existing ADT of 1,300 west of TH 13 and 3,350 east of TH 13. Daily traffic demands at the other three minor roads are not available. MnDOT collected peak period turning movement counts in the Fall of 2013 at the Zinran Avenue and 152nd Street intersections. In early spring of 2014 MnDOT collected counts at Rustic Road and 150111 Street intersections. All counts were conducted for 3 hours in both the AM and PM peak periods;6 AM to 9 AM and 3 PM to 6PM. The only exception is the TH 13 at 1501h Street intersection was counted from 6 AM to 6 PM for use in the traffic control warrant analysis. TH 13 is a highly directional roadway with the AM peak period having a high northbound demand and the PM peak period having a high southbound demand. In the AM peak hour,traffic from TH 13 to eastbound 1501h Street has a high demand likely destined to the high school;the southbound left turn demand is 245 vehicles and the northbound right turn demand is 260 vehicles in the peak hour. The eastbound approach to TH 13 at 150th Street volumes are much lower than the previous 2008 study. Comparing the 6 hours(3 hour AM period and 3 hour PM period)of turning movement data from the current counts to the previous study shows a reduction of over 40% of the traffic. The 2006 numbers had a total of 275 vehicles approach TH 13;which is reduced to only 156 in 2014. This is likely due to the incurred delay of trying to get onto TH 13 during peak periods, so traffic instead back tracks on the local street system to the Fish Point Drive signalized intersection. The existing vehicular turning movement volumes are shown in Figure 2. TH 13 at 150th Street Area Alternatives Analysis August 20,2014 Page 5 Figure 2 Existing Traffic Demands AM PEAK HR TH 13 PM PEAK HR TH 13 16 2614 TRAFFIC DATA(FEB)tt)ARY) 16 2014.TRAFFIC DATA(FEBRUARY} 578 987 1.178, 662 .. 576 1,178 4 1 572 2$ 1 1,154 L Rustic 9 28 —P 31 25 � � 23 16 6 5 962 74. 4 64fi 31 967 23 650 578 967 1,161 850 -4 -69 43 -110 9 2013 TRAFFIC DATA(NOVEMBER) 9 2013 TRAFFIC DATA(NOVEMBER) 574 .. 1,036 1,204 .760 574 163 1,204 110 4 570 t 156 0696 13 1 1,185 5 L 107 97% 2 � � 2 Imran 11 r S 163 16 24 �17! 25 11 8 12 6 873 17 18% 2 1 645 5 24 895 11 651 584 895 1,188 651 -25 !14 -27 74 6 2014 TRAFFIC DATA(FEBRUARY) 8 2014 TRAFFIC DATA(FEBRUARY) $59 781 1,161 577 559 49 1,161 52 16 297 1 246 L 27 84 931 146 L 23 7 7 150111 25 r 15 49 99 22 52 21 6� h 513 19 14� h 192 6 3 745 261 5 -1' 8 544 42 21 1.009 19 594 318 1,009 958 594 39 39 -93 40 3 2013 TRAFFIC DATA(NOVEMBER) 3 2013 TRAFFIC DATA(NOVEMBER) 357 1,048 665 634 357 35 865 21 6 345 6L 8 9 853 L3 L 6 2 �I � i iSZnd 12 T 25 35 13 t� 14 21 3223� h T 14 23 Ail � 15 5 4 4 1,017 5 Z 3 617 10 32 1.026 23 C30 376 1,026 877 630 TH 13 at 150th Street Area Alternatives Analysis August 20,2014 Page 6 Crash History Crash data from January 1st,2010 through December 31st,2012 was provided by MnDOT. The type and severity of the crashes were reviewed and crash and severity rates were calculated for each intersection. The crash information is summarized in Table 2. Crash rates at the intersections are expressed as number of crashes per million entering vehicle(MEV)at the intersection. The critical crash rate is a statistical value that is unique to each intersection based on vehicular exposure and the statewide average crash rate for similar intersections; an intersection with a crash or severity rate higher than the critical rates indicates a sustained crash problem at the intersection. The intersection of TH 13 at Rustic Road had only experienced one crash in the previous 3 years. The intersection of TH 13 at 152nd Street has only experienced three crashes in the previous 3 years. The intersection of TH 13 at Zinran Avenue has experienced 8 crashes during the 3-year analysis period and has a crash and severity rate just under the critical rates. 4 of the 8 crashes involved vehicles in a rear-end collision along TH 13. The Injury B crash involved a 14 year of boy crossing TH 13 on a bicycle while heading to the high school. The intersection of TH 13 at 150"'Street has experienced 10 crashes during the 3-year analysis period and has a crash rate that is over the critical crash rate. The crashes included 4 right angle collisions and 2 left turn collisions. Table 2 Existing Crash History Fatal/ Critical Critical Injury injury Injury Property Total Crash Crash Severity Severity TH 13 at: A B C Damage Crashes Rate Rate Rate Rate Rustic Road 0 0 0 1 1 0.05 0.44 0.05 0.57 Zinran 0 1 1 6 8 0.38 0.44 0.52 0.57 Avenue 150th Street 0 0 0 10 10 0.50 0.45 0.50 0.58 152nd Street 0 0 0 3 3 0.17 0.46 0.17 0.60 Analysis of Alternatives The Minnesota Manual on Uniform Traffic Control Devices(MnMUTCD) provides guidance on when it may be appropriate to use all-way stop or signal control at an intersection.This MnMUTCD guidance is provided in the form of"warrants,"or criteria,for when all-way stop or signal control may be justified. Though all-way stop or signal control should not be installed at an intersection unless a MnMUTCD warrant is met, meeting a warrant at an intersection does not in itself require the installation of that particular type of control. MnDOT typically relies on either Warrant 1 (8-hour volume)or Warrant 7 (crash experience)to justify the installation of a traffic signal; however, other warrants can be used as indicators of need to consider a traffic control change. Under the MnDOT ICE process, roundabouts are considered to be warranted if traffic volumes meet the criteria for either all-way stops or traffic signal Warrant 1.An engineering study that considers factors, including warrants,should be performed to determine the best"type of control at an intersection. Warrant Guidelines MnDOT guidelines suggest removing 100%of right turning traffic from the minor leg since this movement typically is able to enter the traffic stream with minimal conflicts.Therefore, a traffic signal would not be needed to reduce delay or improve safety for this right turn movement. In certain circumstances(i.e. high right turn volume, minimal mainline gaps etc.), MnDOT allows for the inclusion of 50%of the minor street TH 13 at 150th Street Area Alternatives Analysis August 20,2014 Page 7 right turning traffic in the analysis.The MnDOT guidance states if"right turning volume exceeds 70% of its potential capacity for any hour for each approach, 50%of the right turning volume for all hours should be added back in."Based upon the MnDOT guidance and existing traffic demands, all right turning traffic from the minor approaches was removed from the signal warrant analysis. Section 4C.1 of the MnMUTCD allows the use of the mainline left turn volume as the minor approach. The following is from the MnMUTCD: "At an intersection with a high volume of left-turn traffic from the major street,the signal warrant analysis may be performed in a manner that considers the higher of the major-street left-turn volumes as the"minor street'volume and the corresponding single direction of opposing traffic on the major street as the"major-street'volume". This case was used as part of the analysis for the existing traffic demands at the 150th Street intersection. Traffic Forecasts Traffic forecasts were not explicitly developed as part of this project. Instead,this analysis will utilize the existing conditions for the operations analysis. However,future year forecasts were checked against traffic control warrants. Typical design year traffic would be forecasted out to a 20-year design life;the project will be complete at the end of 2015, so the year of opening is 2015 with a typical design year of 2035. The Scott County Comprehensive Plan(2008) has a 2030 forecast along TH 13 of 21,000 north of 150th and 19,300 south of 15001. Linear regression was used to forecast out to the 2035 design year;this results in a forecast of 21,700 to the north and 19,900 south of 1501h Street. This is an average linear growth rate of approximately 1% per year. The 1% growth per year was used to factor up all existing approach counts. Warrant Results All four intersections along TH 13 do not meet the All-Way stop warrant or any of the signal warrants under existing traffic demands. Under the future demands,the 15011 Street intersection would meet the Peak Hour signal warrant. Three of the four intersections would be converted to RI/RO intersections and traffic would be rerouted to adjacent full access intersections;for this reason,additional warrants were run that included combinations of intersections. The intersection volumes for 1501h Street and 152nd Street were combined and the peak hour warrant was met for both the existing and 2035 demands. The intersection volumes for 1501h Street and Zinran Avenue(east side of TH 13 only)were combined and the peak hour warrant was met for both the existing and 2035 demands. Using section 4C.1 of the MnMUTCD,the southbound left turn demands were evaluated as the minor street approach and compared against only the northbound through and right demands. Under this condition,the existing 1501"Street intersection would meet both the 4-hour and peak hour warrants under existing and 2035 demands. The 8-hour warrant is met for only 5 out of the 8 hours;however it is close to the thresholds on additional hours. The 150th Street southbound left turn demand was also used in combination with displaced movements from the access changes that would make traffic from both Rustic Road and Oakland Beach Road complete a U-turn at 15001 Street to head north. This added an additional hour to the 8 hour warrant in 2035, meeting the volume thresholds for 6 hours. TH 13 at 150th Street Area Alternatives Analysis August 20, 2014 Page 8 Table 3 provides the existing conditions warrant summary and Table 4 provides the 2035 warrant summary. Table 3 Existing Warrant Analysis All Way Signal Warrants TH 13 Intersection Stop 8-Hour 4-Hour Peak Hour Warrant Warrant Warrant Warrant Hours Needed 8 Hours 8 Hours 4 Hours 1 Hour Rustic Road Not Met Not Met Not Met Not Met (0) (0) (0) (0 Zinran Avenue Not Met Not Met Not Met Not Met 2 0 0 (0 1501'Street Not Met Not Met Not Met Not Met (1) (1 (1) 0 152nd Street Not Met Not Met Not Met Not Met (0) 0 (0) 0) Additional Warrant Analysis Scenarios (combined intersections,mainline left turn) 150 'and 152"d Combined Not Met Not Met Not Met ; 2 2 2 s 150"'and Zinran Combined N�SMet NotlMet NotlMet i, � , ' 1501'Street Southbound Not Met Not Met 3dbPlZ,r Left Turn Warrant 3) (5 "( 1 1501'Street Southbound Not Met Not Met � Left Turn Warrant 4 5 Table 4 2035 Warrant Analysis All Way Signal Warrants TH 13 Intersection Stop 8-Hour 4-Hour Peak Hour Warrant Warrant Warrant Warrant Hours Needed 8 Hours 8 Hours 4 Hours 1 Hour Rustic Road Not Met Not Met Not Met Not Met (2) 2 1) 0 Zinran Avenue Not Met Not Met Not Met Not Met 3 0 0 0 150 'Street Not Met Not Met Not Met (2) (2) 152"d Street Not Met Not Met Not Met Not Met 0) (0) (0) 0) Additional Warrant Analysis Scenarios (combined intersections, mainline left turn) Not Met Not Met Not Met 150"'and 15211d Combined 2 6 3 ` Not Met Not Met Not Met ' 150«and Zinran Combined F (2) 1) eaw � 150"'Street Southbound Not Met Not Met 4 Left Turn Warrant 5 1501'Street Southbound Not Met Not Met 1V1'a Left Turn Warrant* (5) (6) 4_+� "This Scenario includes RI/RO at Rustic and Zinran,so there are additional southbound left turns as U-turns. TH 13 at 150th Street Area Alternatives Analysis August 20, 2014 Page 9 Safety Analysis Future vehicular crash estimates were not estimated as part of the alternatives analysis for the different intersection configurations. The recommended alternative will have a full MnDOT ICE evaluation conducted to determine the proper intersection control. However, it should be noted that all of the proposed alternatives will include access management strategies that will convert 3 of the 4 existing full access intersections to right-in/right-out access points. TRAFFIC OPERATIONS ANALYSIS Traffic operations analyses were conducted to determine the level of service(LOS),delay, and queuing information for the AM and PM peak hour conditions. LOS is a qualitative rating system used to describe the efficiency of traffic operations at an intersection. Six LOS levels are defined, designated by letters A through F. LOS A represents the best operating conditions(no congestion), and LOS F represents the worst operating conditions(severe congestion). For this project, it was assumed that LOS D or better represents acceptable operating conditions. LOS for intersections is determined by the average control delay per vehicle.The range of control delay for each LOS is different for signalized and unsignalized intersections.The expectation is that a signalized intersection is designed to carry higher traffic volumes and will experience greater delays than an unsignalized intersection;driver tolerance for delay is greater at a signal than at a stop sign. Therefore,the LOS thresholds for each LOS category are lower for unsignalized intersections than for signalized intersections. The traffic operations analyses were performed using both the Highway Capacity Software(HCS)and the Synchro/SimTraffic software package. Beyond the four study intersections, the two full-access,signalized intersections on both ends of TH 13 were included in the Synchro/SimTraffic analysis;the existing signals are coordinated together and have a major influence on traffic flows into the corridor. The four study intersections included in the traffic operations analysis are as follows: • TH 13 at Rustic Road • TH 13 at Oakland BeachlZinran Avenue • TH 13 at 150th Street • TH 13 at Green Oaks Trail/152nd Street The two additional intersections included in the traffic simulation modeling are as follows: • TH 13 at South Park Drive(Traffic Signal) ® TH 13 at Fish Point Road (Traffic Signal) All way stop control along TH 13 was not considered as an acceptable type of control for the study intersections and was not evaluated as part of the traffic operations analysis. Stop sign control on high volume TH 13 approaches present operational and safety challenges and it removes the benefit of the coordination between the existing signals along TH 13. Roundabout control along TH 13 was also not considered acceptable intersection control for the study intersection and was not evaluated as part of the traffic operations analysis. Roundabouts would disrupt the existing coordination of traffic flows between the existing signals along TH 13. The high directional volumes would require multi-lane roundabouts that reduce the safety benefits that might be achieved with a single lane roundabout. TH 13 at 150th Street Area Alternatives Analysis August 20,2014 Page 10 Existing Traffic Operations A traffic operations analysis was performed for the existing conditions at the four study intersections for both the AM and PM peak hours using HCS software. See Section 2.0 for a full description of the existing conditions. During both peak hours, all of the minor street approaches experience long delays for the left turn and through movements. The high through demands on TH 13 provide few usable gaps for the minor street traffic to make a left turn onto TH 13 or for a crossing movement of TH 13. The southbound left turn demand at 1501h Street has a high volume all day long; however during the AM peak hours the school traffic reflects a significant spike. The AM peak hour southbound left turn demand is 245 vehicles that must yield to approximately 800 northbound through vehicles in a single lane plus the 260 northbound right turns that also have the right of way. Table 5 summarizes the existing conditions traffic operations analysis. Table 5 Existing HCS Operations Peak Intersection NB SB Westbound Eastbound Hour LT LT LT&T RT LT&T RT TH 13 at Rustic Road 9.2/A 62.8/17 13.9/13 TH 13 at Zinran Avenue 8.9/A 59.1/F 36.11E 178.6/F 13.5/13 AM TH 13 at 150th Street 8.0/A 20.6/C 1660.0117 19.6/C F 10.2/13 TH 13 at 152nd Street 8.1/A 11.2/13 109.0117 21.8/C 104.0/17 10.6/8 TH 13 at Rustic Road 11.3/6 �� � 83.81F 22.01C TH 13 at Zinran Avenue 11.016 . 82.91F 17.3/C 286.9117 21.2/C PM TH 13 at 150th Street 10.2/6 9.7/A 276.01F 12.4/13 179.51F 16.3/C TH 13 at 1521 Street 9.5/A 9.1/A 75.01F 13.6/13 61.7117 16.2/C Alternative Traffic Operations Based on the warrant analysis,traffic signals warrants are met based only on the southbound left turn volumes for both the four hour and peak hour warrants.This left turn demand is destined for the high school,Aspen Academy and residential areas,east of the study intersection.This traffic movement pattern could be served at either the 150`h Street or at Zinran Avenue intersections. Therefore this analysis will include 3 right-in/right-out intersections and a single%or full access intersection. Rustic Road and 152nd Street will always be assumed as RI/RO access locations;the next section of this memorandum will go into greater detail about potential future projects along TH 13 in this project area. Modified Y4 Access(2008 Design) This unsignalized alternative would include RI/RO access at Rustic Road,Zinran Avenue,and 152nd Street; at 150th Street a modified%access design would be utilized. Since the demand is very low for the northbound left turn,that movement would be removed from this intersection as they have an option to make that movement at Fish Point Road. Essentially,traffic approaching on 150th Street will operate as a RI/RO access intersection. The southbound left turn will be median separated from the northbound traffic making the movement safer than it is today. However,the movement still must wait for gaps in northbound TH 13 traffic. TH 13 at 150th Street Area Alternatives Analysis August 20,2014 Page 11 A southbound u-turn movement could attempt to maneuver directly at the 1501'Street intersection,or they could follow 150"'Street to Zinran Avenue and make a right turn to northbound TH 13. The figure below represents the design of this alternative. Figure 3 2008 Modified 3/4 Access ii +C az"+ 41 f - a ;. Under this design, all traffic originating on the west side of TH 13 from Rustic Road and Zinran Avenue destined to the north would be required to make a right turn onto southbound TH 13 and make a U-turn at 1501"Street. The increased left turn movement at the unsignalized intersection increases the movement delay and the LOS reaches a LOS E. It should be noted that the U-turn movement is not directly taken into account in the HCS analysis,while the demand volume is included in the left turn demands,the additional gap time needed for the u-turn movement is not accounted for. Therefore it is likely that the operational results in the field would be worse than analyzed. Table 6 summarizes the HCS traffic operations analysis. Table 6 2008 Modified%Access HCS Operations Peak NB SB Westbound Eastbound Hour Intersection LT LT LT&T RT LT&T RT AM TH 13 at 1500,Street 37.81E 30.511) 10.8/B PM TH 13 at 150th Street _ 10.5/13 , ' °w " 13.3/6 17.7/C Alternative Summary • Estimated Construction Cost:$5.04 million • Right of Way Impacts; Numerous partial takes to expand frontage roads; does include partial church property impacts; Estimated R/W Cost$251,000 • Total Project Cost: $5.29 million TH 13 at 150th Street Area Alternatives Analysis August 20,2014 Page 12 • Pedestrian Crossing: a pedestrian tunnel is provided to cross TH 13 • Traffic Routing: o West Side of TH 13, all northbound destined traffic must make U-turn at 150th Street or Fish Point Road o East Side of TH 13,all southbound destined traffic must make U-turn at South Park Drive • Traffic Operations: Southbound left turn operates at a LOS E during AM peak hour Modified%Access U-turn This unsigalized alternative is very similar to the 2008 design with the exception that a u-turn route is provided for the southbound u-turn movement. Rather than attempting to make a full u-turn against northbound TH 13 traffic,southbound u-turning vehicles would utilize the frontage road and then enter northbound TH 13 from the next frontage road access. The figure below represents the design of this alternative. Figure 4 Modified 3/4 Access U-turn 3 � * w vz� Y � XZ k IRrNwq nNl _ gs5. •g-. jf ` WAS77 hp, ur ie- � ._. _ u Traffic operations are very similar to the 2008 Modified%Access design;therefore no additional analysis was completed. The southbound left delay would be slightly improved but re-entry into northbound TH 13 would incur additional delay. Alternative Summary • Estimated Construction Cost: $5.04 million • Right of Way Impacts: Numerous partial takes to expand frontage roads; does include partial church property impacts; Estimated RiW Cost$251,000 • Total Project Cost: $5.29 million • Pedestrian Crossing: a pedestrian tunnel is provided to cross TH 13 • Traffic Routing: o West Side of TH 13, all northbound destined traffic make a U-turn at 150th Street or Fish Point Road o East Side of TH 13,all southbound destined traffic must make U-turn at South Park Drive • Traffic Operations: Southbound left turn operates at a LOS E during AM peak hour TH 13 at 150th Street Area Alternatives Analysis August 20, 2014 Page 13 RCUT-turn Design This unsignalized alternative is very similar to the 2008 design with the exception that all u-turn and southbound left turning vehicles would drive past the intersection and reverse direction using a u-turn loon to head northbound on TH 13. Traffic destined for eastbound 150th Street would then make a right turn onto 150th Street after completing the u-turn maneuver. Unlike the other unsignalized alternatives, this would allow an eastbound left turn movement to be served from 15014 Street as they would have access to the turn-around. This alternative would force all southbound left turning vehicles to make a u-turn maneuver and then a right turn. The turn-around loon would physically impact the frontage road in order to accommodate single unit trucks and buses. Therefore this alternative was not continued further. The figure below represents the design of this alternative. Figure 5 RCUT Design .wry ..... r Al k k Alternative Summary • Estimated Construction Cost: $5.04 million • Right of Way Impacts: Numerous partial takes to expand frontage roads; does include partial church property impacts; Estimated R/W Cost$251,000 • Total Project Cost: $5.29 million • Pedestrian Crossing: a pedestrian tunnel is provided to cross TH 13 • Traffic Routing: o West Side of TH 13-all northbound destined traffic make a U-turn south of150th Street o East Side of TH 13-all southbound destined traffic make a U-turn at South Park Drive • Traffic Operations: Southbound U-turn operates at best a LOS E during AM peak hour TH 13 at 150th Street Area Alternatives Analysis August 20, 2014 Page 14 950th Street Signalized Intersection A traffic signal at the 150th Street intersection was evaluated based on the 4-hour and peak hour warrants being met for the southbound left turn demand. To gain MnDOT support,this alternative must incorporate access management at the three other intersections to Rl/RO and facilitate northbound and southbound U-turns. To properly align the intersection,the east side frontage road connection must be modified to provide storage for vehicles on the new signalized westbound approach. This creates property impacts for at least two residential homes and the church property. The figure below represents the 150th Street signalized intersection design. Figure 6 150th Street Signal 7e 4kja "—' X11 '. � '-z • .�'� - "fly g mm. — � La's 7 $ P3 a r r During both peak hours, all of the RI/RO access locations operate with an intersection LOS A and all minor approaches at a LOS D or better. The signalized intersection would operate within the existing coordinated signal system along TH 13. Therefore,the platoons of traffic along TH 13 would be served well under this alternative. Both the northbound and southbound approaches along TH 13 will operate at a LOS B or better during both the AM and PM peak hours. Table 7 summarizes the signalized conditions traffic operations analysis from Synchro/SimTraffic. TH 13 at 150th Street Area Alternatives Analysis August 20,2014 Page 15 Table 7 150th Street Signal SimTraffic Operations Approach Intersection Peak Intersection (Dela /LOS (Delay/ Hour NB SB EB WB LOS) TH 13 at Rustic Road 2.41 A 1.2/A 4.8/A 2/A AM TH 13 at Zinran Avenue 3.8/A 1.5/A 10.21 B 24.7/C 5.1]A Peak TH 13 at 1501"Street 13.8/B 14.1/B 36.8/D 28.3/C 14.5/B TH 13 at 152nd Street 0.6/A 0.51 A 7.6/A 6.91 A 0.8/A TH 13 at Rustic Road 1.7/A 2.71 A 15.41 C 2.5/A pM TH 13 at Zinran Avenue 2.2/A 2.5/A 32.51 D 141 B 3.21A Peak TH 13 at 1501"Street 4.8/A 6.6/A 57.51E 43.6/D 7.41 A TH 13 at 152nd Street 0.9/A 4.2/A 23.41 C 7.21 A 3.2/A Alternative Summary • Estimated Construction Cost:$5.64 million • Right of Way Impacts:There are two full residential properties impacted and a large partial impact to Bethesda Church.The church property is not subject to the eminent domain process, so they would need to be willing participants in a right of way negotiation. Estimated Right of Way costs, or this alternative are approximately$862,000 including anticipated church site remediation work. • Total Estimated Project Cost:$6.50 million • Non-motorized Crossing: pedestrians/bikes cross at the signalized intersection under normal operations • Traffic Routing: o West Side of TH 13,all north bound destined traffic from Zinran and Rustic must make U- turn south of 1501h Street o East Side of TH 13,all traffic can access a signalized intersection • Traffic Operations.no major impacts to TH 13 traffic, 1501h Street operates at LOS E or better • System Considerations:Traffic patterns continue to be focused on collector streets to/from TH 13 Zinran Avenue/Oakland Beach Signalized Intersection A traffic signal at the Zinran Avenue/Oakland Beach intersection was evaluated based on the 4-hour and peak hour warrants being met for the southbound turn demand;this left turn demand can be served at either Zinran Avenue or 150"'Street dependent upon the design selected. To gain MnDOT support,this alternative must incorporate access management at the three other intersections to RI/RO and facilitate northbound and southbound U-turns. This alternative would limit construction near the 1501h Street intersection and would rebuild the existing Zinran Avenue roadway between TH 13 and 150'h Street. This creates fewer property impacts than the 1501h Street signal alternative; however the expansion of Zinran would still requires some significant partial takes. The figure below represents the Zinran Avenue signal design. TH 13 at 150th Street Area Alternatives Analysis August 20,2014 Page 16 Figure 7 Zinran Avenue Signal MWAIVAY r \`t 71 plus' s 1 ff QUIRW x C,. r 4� �y� r,., t s ti '' �; ` .J .d. d '� GV " a� n4 .. g9 45 3 During both peak hours,all of the RI/RO access locations operate with an intersection LOS A and all minor approaches at a LOS D or better. The signalized intersection would operate within the existing coordinated signal system along TH 13. Therefore,the platoons of traffic along TH 13 would be served well under this alternative. Both the northbound and southbound approaches along TH 13 will operate at a LOS B or better during both the AM and PM peak hours. Table 8 summarizes the signalized conditions traffic operations analysis from Synchro/SimTraffic. Table 8 Zinran Avenue Signal SimTraffic Operations Approach Intersection Peak Intersection (Dela /LOS) (Delay 1 Hour NB SB EB WB LOS) TH 13 at Rustic Road 3.81 A 1.1/A 5.7/A 2.8/A AM TH 13 at Zinran Avenue 12.7/B 13.7/B 50.7/D 25.8/C 15.5/B Peak TH 13 at 15011 Street 3.5/A 0.6/A 3.3!A 6/A 2.9/A TH 13 at 152nd Street 1.5/A 0.4/A 8/A 7/A 1.5/A TH 13 at Rustic Road 2.3/A 2.4/A 6.4/A 2.4/A PM TH 13 at Zinran Avenue 7.1 /A 7.2/A 79.31 E 27.5/C 9.6/A Peak TH 13 at 15011 Street 2.7/A 1.3/A 10.3/B 6.3/A 2/A TH 13 at 152nd Street 0.9/A 1 /A 14.9/B 7.4/A 1.2/A TH 13 at 150th Street Area Alternatives Analysis August 20, 2014 Page 17 An evaluation of the Zinran Avenue at 15001 Street intersections was completed using HCS and estimated traffic demands based on existing counts from TH 13. The new intersection would shift approximately half the major AM eastbound through movement to become a southbound left turn from Zinran Avenue to 150"' Street. The HCS analysis indicated the existing traffic control would operate very well under the demand shift. If delays do become a problem,an All Way Stop control could be implemented and provide improved operations. Alternative Summary • Estimate Construction Cost:$5.28 million • Right of Way Impacts: Partial impacts to properties along Zinran Avenue. Estimated Right of Way costs are approximately$241,000. Partial impacts to the residential parcel on Oakland Beach Avenue • Total Estimated Project Cost:$5.52 million • Pedestrian Crossing:pedestrians cross at the signalized intersection under normal operations • Traffic Routing: o West Side of TH 13, all northbound destined traffic from 150th and 152m Streets must take local routes to Fish Point Road o East Side of TH 13,all traffic can access a signalized intersection • Traffic Operations: no major impacts to TH 13 traffic,Zinran Avenue operates at LOS E or better o System Considerations:Traffic patterns are focused to/from TH 13 via local streets Long Term Vision of TH 13 Dependent upon which alternative is selected for the 2015 project,the limits of the project along TH 13 vary between the different alternatives. In all of the alternatives,the intersections of 150'11 Street and Zinran Avenue will be modified as part of the construction project. MnDOT does intend to conduct a pavement management project along TH 13 in this area at some point in the future; however the time frame and limits of that project are not yet known. In all alternatives, 152nd Street/Green Oaks Trail would not be directly impacted as part of this initial project. However the long term vision for TH 13 includes converting this existing full access into a RI/RO intersection. On the north side of TH 13,the existing roadway network would allow connection to the full access intersection at TH 13 and Fish Point Road. On the south side of TH 13,there is a potential need to connect the existing frontage road system for easier access to Fish Point Road; however the existing roadway network does connect to both 150th Street and Zinran Avenue. If the proposed improvements are located at the Zinran Avenue intersection,the intersections of Rustic Road will be directly impacted as part of this project. This project would create the RI/RO intersections at 150th Street and at Rustic Road. Due to the full access at Oakland Beach, any improvements for the Rustic Road intersection would not be necessary. If the proposed intersection improvements are located at 150th Street,the intersections of Rustic Road will not be directly changed as part of this project. for the long term vision there are a few potentially feasible options to address restricted access and safety issues. The first option would be to allow a full access intersection with safety improvements including medians and separate turn lanes. The second option would be to convert the full access into a'/access intersection;this would allow TH 13 to enter Rustic Road from both directions, but limit Rustic Road to only entering southbound TH 13. The third and fourth options are more complex, and more costly.Additional feasibility study work would need to be performed to confirm acceptability by approving agencies(i.e. MnDOT, MnDNR,Army Corp of Engineers, etc).The third option would convert the Rustic intersection to a RURO and create a frontage road connection between Rustic Road and Boudin Street on the west side of TH 13. This option has wetland impacts, shoreline impacts and lengthy retaining walls resulting in a$1.8 million estimated construction cost. It would however provide access from Rustic Road to TH 13 via South Park Drive and be the safest option for TH 13. The fourth option maintains full access at Rustic Road by providing a channelized northbound TH 13 at 150th Street Area Alternatives Analysis August 20, 2014 Page 18 left turn lane from TH 13 and a channelized acceleration lane to northbound TH 13. Costs would be about $700,000 more than reconstructing TH 13 with RI/RO access at Rustic Road. Pedestrian Facilities Currently, no pedestrian facilities are provided along TH 13 or for crossing TH 13 within the study area. The only existing crossings are at South Park Drive and Fish Point Road,which are over 1.6 miles apart. The construction of any of the project alternatives allows implementation of segments of trail along TH 13. Each of the proposed build alternatives would provide pedestrian crossings of the vehicle traffic in the study area. The following is a description of the build alternatives and the associated pedestrian crossings. Un-Signalized Intersection Options: Pedestrian and bicycle crossing for the un-signalized build options would include a pedestrian tunnel to cross underneath TH 13 safely. The tunnel would be located between 150th Street and Zinran Avenue. This facility would provide a safe crossing of TH 13 with no delay times for pedestrians. The design of the grade separated crossing would require significant retaining walls adding to the construction costs. Residents within the project area have voiced concerns about potential security issues associated with a tunnel; however many commented on the improved safety of the crossing of TH 13 traffic. Signalized Intersection: Pedestrian crossings at a signalized intersection would operate as any standard intersection. All of the crossing locations would operate under the signal control and provide adequate crossing times. The turning traffic from the parallel street would be allowed to turn concurrently with the pedestrian walk phase while yielding to the pedestrians. Pedestrians would incur some delay as the traffic signal changes to bring up the pedestrian phases. The cost of a traffic signal system is comparable to the cost of a tunnel, however the signalized options require less retaining wall construction costs. Open House Feedback A public informational meeting (open house)was held at the Prior Lake City Hall on June 24th, 2014. The meeting was well attended,with approximately 73 people signed in representing 59 different households near the project area. The open house discussions reflected distinct trends of support for preferences between a signal at 1501' Street or a signal at Oakland Beach/Zinran Avenue dependent upon the neighborhood that the individual lived in.All un-signalized options had very little support. There were a total of 45 written comments provided at the meeting;As of August 9,2014, 38 additional written comments were submitted by email or the project website:www.sehinc.com/online/13-150; Neighborhood preferences for intersection improvements heard at the open house were solidified by written comments. • The 150tt'Street signal location is preferred by the majority residents providing written comments in Prior Lake living in the neighborhood served by the 1501h intersection as well as the majority of residents providing written comments from the Savage side of the highway. TH 13 at 150th Street Area Alternatives Analysis August 20,2014 Page 19 • The Zinran Avenue/Oakland Beach Avenue signal location is preferred by the majority of Prior Lake residents providing written comments from the Oakland Beach/Rustic Road neighborhood. Conclusions The existing conditions along TH 13 allow for high volumes of traffic to pass through the study area. However, the heavy directional volumes leave minimal gaps for minor street traffic to enter TH 13. Comparison of current versus previous study volumes have shown a decline in minor street traffic entering TH 13 as the TH 13 mainline traffic has increased;this is likely caused by the minor street traffic taking longer routes to adjacent access where entering TH 13 is easier. The existing crash rate at 150"'Street is above the critical crash rate for the intersection, indicating there is a sustained crash problem at the intersection. The crash rate at Zinran Avenue is just under the critical rate. The various un-signalized options would provide a safety benefit for TH 13 and increase the flow for mainline traffic. However,the access restrictions would result in long u-turn routes, some over 2-miles, for the local traffic to enter TH 13 in the direction they are destined. The high southbound left turn demands would still be served as an unprotected movement; resulting in longer delay times with potential safety implications. From a street network planning standpoint, signalizing the 150th Street intersection would serve demands from a larger travel shed traffic along existing collector streets as compared to a signalizing the Oakland Beach/Zinran Avenue intersection which will increase trips on existing local streets. Either of the signalized options would provide safe intersection access or crossing for motorized or non- motorized users. Signalization also provides a safe option for the local traffic to make the u-turn maneuvers needed to continue along TH 13 depending on the signal location. • A signal at 1501h Street would have the highest demand for U-turn vehicles to serve traffic originating from the Rustic Road and Oakland Beach neighborhood. • A signal at Zinran Avenue would have the lowest U-turn demand as it allows Rustic Road traffic to take local streets to the signal; all other traffic has access to a signal via the local street network. Construction costs for the 1501"Street location is$6.50 million dollars(includes project delivery costs and estimated right of way). In Savage,the right of way impacts includes removal of two single family homes and partial taking from Bethesda Church requiring significant site remediation. In Prior Lake,there are some partial impacts related to connection of Glascow Trail to 150th Street—these impacts are similar for all concepts considered. Construction costs for the Oakland Beach/Zinran Avenue location are estimated at$5.52 million dollars (includes project delivery costs and estimated right of way costs). In Savage,the right of way impacts occur along Zinran Avenue; permanent easements will be required along both sides of the street from TH 13 to 150th Street. On the Prior Lake side, partial impacts occur to reconnect Glascow Trail as in the previous alternative, but additional easements are needed from a residential parcel on the south side of Oakland Beach Avenue approaching TH 13. ... .. ... . ... TH 13 at 150th Street Area Alternatives Analysis August 20,2014 Page 20 Recommendation Two alternatives are potentially viable resulting in differing traffic patterns,costs and right of way impacts. City Councils in Prior Lake and Savage should weigh the benefits, costs and impacts of each as they consider selection of a preferred alternative. Traffic Signal at 1501h Street Benefits • Achieves safety objectives for vehicular access to and from TH 13 • Provides a safe non-motorized user crossing location • Provides connectivity for users crossing TH 13 along 1501h Street Impacts/Costs • Total Project Cost:$6.50 million (r/w and delivery costs included) • Right of Way Impacts: Removal of homes for at least 2 residential properties; Several partial parcel impacts including the Bethesda Church site Generates inconvenient U-turn trips for the Oakland Beach/Rustic Road neighborhood • Potential future costs if full access to/from Rustic Road is to be provided. Future costs range from $700K-$1.8 million on top of probable MnDOT improvements without full access. Traffic Signal at Zinran Avenue/Oakland Beach Benefits • Achieves safety objectives for vehicular access to and from TH 13 • Provides a safe non-motorized user crossing location • Zinran Avenue is fully reconstructed to serve TH 13 access and adjacent land uses Impacts/Costs • Total Project Cost:$5.52 million (r/w and delivery costs included) • Right of Way Impacts: Several partial parcel impacts including both sides of Zinran Avenue • Generates inconvenient trips for 1501h Street users to enter northbound TH 13 or cross TH 13; Operating conditions at TH 13 and Fish Point Road should be monitored. pApt\p\pdor\127031\trafc\150th 8 th 13\1h 13 alternatives analysis memo 082014.d= �iiwlw� TH 13 and 150th Street Area Safety Improvements-2015 Project Concept Cost Comparison 27-Aug-14 150th Signal Zinran Signal Cost Element Concept 5135 Concept 5G6 Concept 6C' Concept 6D$ Construction' $ 4,700,000 $ 4,900,000 $ 4,400,000 $ 4,400,000 Engineerine $ 940,000 $ 980,000 $ 880,000 $ 880,000 Subtotal $ 5,640,000 $ 5,880,000 1 $ 5,280,000 $ 5,280,000 R/w3,4 $ 862,000 $ 862,000 $ 241,000 $ 365,000 Total $ 6,502,000 $ 6,742,000 $ 5,521,000 1 $ 5,645,000 Notes 1. Construction cost for Concepts 5B and 5G includes Bethesda Church Site remediation 2. Design and construction administration assumed 20% 3. Additional right of way need for stormwater retention and treatment is undetermined 4. Temporary construction easements not yet identified 5. Concept 5B-Signal at 150th Street with"tight curves"on Cates Lake Drive 6. Concept 5G-Same as 5B,but extended northerly on TH 13 to include a NB left turn lane to Rustic Road 7. Concept 6C-Signal at Zinran with 20 degree intersection skew 8. Concept 6D Signal at Zinran with 10 degree intersection skew '4 a tLLJ ` '�"' .�' �� • `'F J J + F-UN * Z a 3 d Q a � @ Li Q 46;v r rr r W LLJ to � A%id gp �x �1f d� � .� �� Y y f,��� $ 3. � � •� III �-��� ,/''� ,rl 'r p';, �r,�_ - 9fM• �: ,s� axe��' �+w �ate. .�. �..: 46�# W jv � aa6 , fAft t ry1t- •[ \�i(e•'elt ' "A, I � t 1 41 �� �.t +►tet° i� a,aa a.,�;5 .. .. . .� - ,tom sd� e."� � $ � 4 14 2 a 1 � 4 i { q. . 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We have come to hear that our neighbors are strongly in favor of a 1501h option so we cannot turn a deaf ear to their interests. As we consider these things in light of the presentations and plans we have received, we must also make mention of concerns for the real effect upon the functioning of our church ministry. As we are concerned for the safety of traffic on Highway 13, we are also concerned for the traffic in our parking lot and the passage of pedestrians safely to and from the building. The suggestion that our main entrance to our parking lot be removed without replacement seems very problematic. The bullet points of what we would like to address: 1. Bethesda Church would be satisfactorily compensated for the property and loss that this new intersection would require. 2. The lost parking spaces would be replaced in a satisfactory manner and the necessary re- lining of the parking lot would be done. Lighting would be replaced in modified areas. 3. A replacement would be made for the lost main entrance to our parking area that would be safe and constitute and reasonable traffic flow to the church. We don't agree that incoming traffic passing right by our front door is safe for children exiting as they do, nor is it safe for handicapped people crossing into our entrance in that very area. 4. The landscaping would be taken care of by the project with every care taken to remove as few trees as possible. Some evergreen tree replacement and other landscaping plants would seem necessary. 5. We would ask"that the positioning of 150th street in front of the church be evaluated since sufficient space is available on the opposite side of the street. The children's playground was a concern for our preschool and children's ministry workers. The trees in front of the school are very important as they serve as a safety barrier, a privacy barrier, and shade for the area. Every effort would be appreciated to leave all these trees. We wonder what the speed limit would be going by the church_ 6. We would need a sign set back waiver so that it would not be required of us to move our sign. If the street does not encroach as much as the drawing indicates this would not be a problem. 7. The project would assume responsibility for the proper drainage from the parking lot as our current drain will be effected. TH 13 at 150th Street Safety Improvement Project August 15,2014 Bethesda Church Site Issues This list responds to the list of issues received from Bethesda Church representatives on August 14, 2014. These issues would be addressed as part of the project if Concept 5(traffic signal at 1501h Street) is selected by the City of Savage,City of Prior Lake and MnDOT.Attached is concept drawing reflecting potential changes at the Bethesda Church site to address the issues identified. 1. Compensation for property loss would be based on fair market value on a square foot basis as established by an independent appraiser. 2. The attached concept drawing identifies the number of parking spaces impacted and a potential plan for replacement of parking on site—at the south end of the parking lot as suggested by church representatives.Restoration of disturbed parking lot surfaces would be included. Parking lot lights impacted by the change would be relocated accordingly. 3. The concept drawing shows modified entrance and exit driveways that perpetuate the existing circulation pattern with traffic entering the southerly driveway and exiting the northerly one. This arrangement would be safe and acceptable along the new street. 4. Trees and Landscaping-The berm areas between the street and the parking lot and between the driveways would be raised(with concrete curb)and sodded. Replacement trees and shrubs would be considered in church property areas to mitigate trees removed.Every reasonable effort would be made to save existing trees wherever possible. 5. The location of the roadway features in the tight section between the church building and the roadway would be refined in the final design process for a"best fit"considering street width, snow storage,public sidewalk/trail,a potential retaining wall and impacts to the church site. Re-landscaping of disturbed areas and avoiding trees where possible is part of this exercise. 6. If your sign needs to be relocated,it would be done as part of the project and the team would work with you to find a location acceptable to you and to the City. Based on the new concept drawing,an opportunity may present itself for the sign to be relocated in the new raised island if set back far enough to avoid becoming a sight line issue for the driveways. 7. Parking lot drainage would be maintained.If existing storm drains are disturbed they will be replaced in conjunction with the parking lot modifications near the driveway. knx oa NN O S t y Y 411T, Q y,� �d W NL " ' 7r � _w a _ _ s W as�fd�yJ 5 9- �' to to F 8. � � o < Y dl`s V Mid 011 t[OGlSVY bao•Woi�nut fi`hs{IGNn]\OAT1ia(nnd pu�0[.ap.000CL0\sro 9eouO)Cl Ml•1@IztAunumoo�mtAe�d Id�K " AWAFAM Our Mission: Betnesda To worship God and serve Him by modeling our faith, sharing Church the way of salvation, and guiding believers to maturity in Christ and His Word August 24, 2014 Dear Sirs, In regard to our meeting of Thursday, August 14th with staff from the city of Prior Lake, the city of Savage and MnDot, we awaited your review of our questions. We received your reply to our discussion points on Friday August 22nd and have considered your ability to address our church's concerns for the placement of the stop light intersection at the 150th location. We are favorable to the 150th location and believe it would serve our neighborhoods in the best way possible. The greatest concern we faced was the loss of our main entrance to our parking lot. In the first two meetings held with us, we were told that it would not be possible in any way to provide a replacement for the removed access. This was our greatest concern and we are happy to see the way in which you have made this provision. As we considered each of the points we presented and the response we received, we are in agreement and are in support of going forward with a stop light and intersection at the 150th location. Thank you for your consideration. Sincerely, Mark Matychuk Pastor, On behalf of our Intersection Task Force WO�SZQ W m c) 4-+ o O o .. ,� r.L N o mEE .6 0 -1 ca 0O Cc O �'U cu "C3 O _ —0 E • bhKE V O C O Q aof .O Q A N N E 6 _6 L. N U �• O LL U cin a. .t k u Z p KE * N O ) � C -? N _ N O (D :3N Oo {tS E Ev >' o . C) co N E m E .. 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Construction cost for Concepts 5B and 5G includes Bethesda Church Site remediation 2. Design and construction administration assumed 20% 3. Additional right of way need for stormwater retention and treatment is undetermined 4. Temporary construction easements not yet identified 5. Concept 5B-Signal at 150th Street with"tight curves"on Cates Lake Drive 6. Concept 5G-Same as 5B,but extended northerly on TH 13 to include a NB left turn lane to Rustic Road 7. Concept 6C-Signal at Zinran with 20 degree intersection skew 8. Concept 6D-Signal at Zinran with 10 degree intersection skew