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HomeMy WebLinkAbout10 16 2017 TH13CR 21 DiscussionsERT E rucrrrrns Prarurtns Drsrcnrns ',y ed project Cons&lting Croup, lnc. To: From: Date: Subject: Introduction Project Jason Wedel, PE, Public \Uorks Director/City Engineer City of Prior Lake Matt Pacyna, PE, Principal E-ily Gross, PE, Senior Engineer October 1.2,2077 CH 21 Downtown Prior Lake Reconstruction - Draft Memorandum Transportation Assessment .lRF Na. 10tr6.00 Local The :. A)Preserve B)Provide network for nonmotonzed transportation that is compatibie m^lor corridors C) Safety: Safely along the major transportation corridors D) Mobility:Enhance ty on major transportation corridors E) Local Ivlaintain and enhance local roadvzay system F) Inftastructure: Provide infrastructure irnprovements compatible with the natural and human enr,,ironment G) Cost:Develop a financially responsible infrastructure implementation plan The Citv of Prior Lake selected SRF to provide traffrc engineering services pertaining to local impacts with the planned Counry Highway 21 Downtorvn Prior Lake Reconstruction and associated alternative der.'elopment process (see Figure 1: Project Location). SRF has been involved with the proiect management team (PM! throughout the srudy process, providing input, reviewing technical results, and attending various public meetings. SRF' has revierved the draft Existing Traf;c Conditions Memorandum (September 25, 2O1l) and the f-rlure Trafic Condilions Meruorandum (October 4, 201,7) completed by Boiton & Menk. However, these documents focus on operations along CH 21 and do not provide a comprehensive local transportation assessment. Therefore, SRF conducted a supplemental local transportatien assessmeot to better understand how CH 2L alternadves would be expected to impact the local transportation system. The following informarion provides a summary of the proposed alternatives evaluation and the associated impacts to the local transportation system. ((( oqco oooJ @ oo ffii{I Project Location Conrultiog Croup, lnc, 1 0536.00 October 20'17 CH 21 Downtown Prior Lake Reconstruction - Local Transportation Assessment City of Prior Lake Figure 1 Jason Wedel, PE Ciry of Prior Lake October 1.2,2017 CH 21 Downtorvn Prior Lake Reconstruction - Local Transportation Assessment Existing CH 21 Conditions The ExistingTraf;c Conditions Memorandum, dated September 25, 2017, included vehicular/pedestrian intersection turning movement counts, vehicular trar.,el speeds on CH 2L, a safety analysis, and intersection f corrtdor traffic operations. Intersections along CH 21. at MN Highway 13, Main Avenue, Arcadia Avenue, and Duluth Avenue, as well as the MN Highway 13 fPleasant Street intersection were included in this assessment, which is summarized as follows: 1) Crash and severity rates at the srudy intersections/corridor generally fall below ^yer^ge rates for locations with sirnilar characteristics, except the CFI 21 /Duluth Al,enue intersection, which has a high percent of dght-angle crashes (i.e. northbound left- and eastbound thru crashes). 2) The CH 21/IVIN Highway 13 intersection operates at an overall LOS F during the p.m. peak hour as a result of the current traf{rc signal operation/roadway configuration (i.e. spJit phasing). 3) Eastbound queues from the CH 21/1VIN Highway 13 intersection frequendy extend beyond the CH 21, /NIarn Avenue intersection during peak periods; occasionally, westbound queues from the CH21,/Marn Avenue intersection extend to the CH 21/MN Highway 13 intersection. 4) Due to congestion along CH 21 between N{N Highway 13 and Main Avenue, motorists were observed using alternative routes (i.e. through downtown) to avoid congestion. Existing Local Transportation System Conditions Data Gollection/0bservations Supplemental short-duration (i.e. 15-minute) taffic volumes were collected on the local roadway network dudng the a.m. and p.m. peak periods at the following intersections. This data was used to supplement historical and existing data along the local transportation system to set the baseline condition to which each alternative can be compared. 1) Duluth Avenue/Colorado Street 5) Main Avenue/760th Street 2) Duluth Avenue/Pleasant Street 6) Main AvenuefDakota Street 3) Arcadia Avenue/Dakota Street 7) Main Avenue/Colorado Street 4) Arcadia Avenue/Colorado Street B) Main Ar,,enue/Pleasant Street The local transpottation system is made up of primarily two-lane roadways with 30 miles per hour (-ph) posted speed limits. The Duluth Avenue/Colorado Street, Duluth Avenue/Pleasant Street, Main Avenue/Dakota Street, and Main Avenue/Pleasant Street intersections have all-way stop control. The remaining iocal intersections are side-street stop controlled. Existing conditions are summarized in F'igure 2. .) ((( = Ls es\ 140 (150) (' 6 = t 6'g I.) 30 (45) 90 (85) 140 (195)10 20 20 (25) t20) (60) a q 20 rlsl a_ 840 (s80) .{_ o (s) t (905) 615 (335) 115 n-60 20 40 (100) (20) (35) i++t} -:-{205) 80 {610) 575 'nt. --g )t<T 760 (475) 25 (50) ]L ss tsst (40) 40 -i (5) (5) (20) (65) 135 (500) 425 (60) 20 +t} .)t 20 (30) s5 (330) 85 (170) (e5) (440) (65) 170 240 30 10 25 15 (5) (65) (60) 9! )t I1(e5) 10 (10) 5 35 50 45 (10) (45) (50) +P (145) 35 - (xx) fx-Ti-fleoa LEGEND A.M. Peak Hour Volume PM. Peak Hour Volume Estimated Average Daily Traffic Volume Side-Street Stop Control Signalized Control All Way Stop Control Existing Conditions 10536 Oclobar 2017 of Prior Lake Figure 2ffiHr21 Downtown Prior Lake Reconstruction - Local Transportation AssessmentCH City t 6 E @ I iiiI II I I { 1 I 2) ._)-% i!l _t'.'{-d ,\j 1--i { !lb- -d -, 11,g;;; "&,I l. {it ,;6d.d. .t,,i l "'42A {} }-;h ;,*{Y ':;1,$*., I I I {* \I ,L t a g (10) 5 {5) 5 (25) s 0 (15) 5 (15) (5) 0 (25) 5 5 (S) 30 (25) (2s) 90 + (ro) rs+ Jason Wedel, PE, Ciry of Prior Lake October 12,2077 CH 21 Downtorvn Pr^ior Lake Reconstruction - Local Transportation Assessment Travel Patterns A review of collected trafFrc volume patterns and field observations indicate that motorists are using downtown local toadways to access downtown businesses. but also as alternative routes to avoid congestion at the CH 21lMN Highway 13 intersection. The following observed alternati'i,e routes (through the downtown local roadvtay network) were identified and are illustrated in Figure 3. 1) Tof from MN Highway 13 to the south and CH 21 to the west 4 Motorists traveling northbound on MN Highway 1.3 and destined for westbound CH 21, are using Duluth Avenue as an altertative route. b) Motorist traveling eastbound on CH 21 and destined for southbound MN Highway 1.3 are using Duluth Avenue as an altetnative route. 2) Tof from MN Highway 13 to the north and CH 21 to the west 4 Motorist traveling eastbound on CH 27 and destined for northbound MN Highway 13 are using both Arcadia Avenue and Main Avenue as an alternative route. b) Motorists tra'rleling southbound on MN Highway 73 and destined for westbound CH 27 are using Main Avenue andf or Dakota Street/Arcadia Avenue as an alternative route. 3) From MN Highway 13 to the south and destined for MN Highway 13 to the north 4 Motorists traveling southbound on MN Highway 1.3 and destined for southbound IviN Highway 13 are using Main Avenue to Pleasant Street as an alternative route. Historical Tratfic Volumes Historical traffic volumes along local roadways rvere reviewed to understand how area traffi.c r.,olumes have chansed over the vears. In general. ttafftc volumes along the local transDortation svstem within Downtown Prior Lake have been steady or decreased over the past l0-plus years. A summary of the local roadway historical average daly traffrc volumes is provided in Figure 4. Crash History Crash data on the local roadways within Downtown Prior Lake was obtained from the Minnesota Crash MappingAnalysis Tool (MnCNLAT) for the period fromJanuary 1,2071to December 31,201.5, which represents the most recent fir,e-year period available. During that period, crashes were reported at the following locations: 1) Near the Duluth Avenue/Pleasant Street intersection (2) 2) Near the Arcadia Avenue/Dakota Street intersection (1) 3) Along Dakota Street between Arcadia Avenue and MN Highway 13 (2) 4) At the Main Street/I(op Parkway intersection (2) The amount of repofted crashes does not suggest any safety issues on local roadways within the studv area from a freouencv DersDective. 5 !qco oooJ @ oo oooO I;irl Observed Alternative Routes Through Downtown During Peak Periods Conrultiog Group, lnc. '10536.00 October 20'17 CH 21 Downtown Prior Lake Reconstruction - Local Transportation Assessment City of Prior Lake Figure 3 ((( @ t I 160th St '*'ur'* flryry II',ri I { {a *o'<,dl' t ["o*ia sJ i,--;rte '& o oo = ',. !,nffisffi *$ !,]lt !I I:ri &'t q I J,a{/ -.drt'1 iJ ;r-,_ ; .n 't:'t*P*'',Pleasant St *.II q ol}I C(D f \ I I Desired Route I Alternative Route q t: ; I . o ao E:o 6 F =,9IaF @ oo oOoo Iti{l MnDOT Historical Traffic Volumes cH 21 Downtown Prior Lake Reconstruction - Local rransportation Assessment City of Prior Lake Coneulllog Croup, lnc. 1 0536.00 October 2017 Figure 4 ((( A[ry I I Main (North of CH 21) 2015 = 3,450 2013 = 3,650 2011 = 4,050 2009 = 4,650 2007 = 5,000 2005 = 5,600 @ Dakota (East of Arcadia) 2015 = 1,100 2013 = 1,150 I .@ D\\ $o$ 2012 = 13,900 2010 = '14,900 2008; 13,700 2006. 14,800 2011 = 1,400 t .dr{r \ Arcadia (North of CH 21) 2015 = 715 2011 = 630 Dakota(EastofMain) I 2015 = 780 2013 = 700 2011 = 650 I Duluth (South of Pleasant) 2015 = 4,500 2013 - 4,850 2011 = 4,300 2009 = 4,050 2007'4,950 2005 = 5,300 o oo = CH 21 (West ofTH 13) 2016 = 12,800 2013 = 14,300 2011 = 10,700 2009 = 10,200 2007 = 11,7A0 2005 = 12,800 ! u i"- n ;J-il{t iil I -ir *{ Colorado (East of Arcadia) 2015 = 420 2013 = 370 2011 = 430 )1 rr t'I 1 q o F€ J Jo ,\rll Pleasant (East of Duluth) 2015= 1,250 2013 = 1,650 20'11 = 1,850 2009 = 2,000 2007 =2,100 2005 = 1,850 Main (South of CH 21) 2015 = 1,900 2013 = 1,800 2011 = 2,000 2009 = 2,350 2007 =2,550 2005 = 2,750 ' TH 13 (South of CH 2'l) 2015 = 16,100 2012: 16,000 2010 = 15,600 2008 = 17,900 2006 = 15,500 , tr Jason Wedel, PE Citl' of Prior Lake ()ctober 1.2,201.7 CH 21 Downtorvn Pdor Lake Reconstruction - Local Transportation Assessment Pedestrian Network Within the study area, the existing pedestrian network includes sidwalks, boardwalks, Ciq' trails, and the Scott West Regional Trail (see mapped nerrvork on the rieht). In gener4l the downtown area sidewalk network is well built out with few gaps. Along CH 2L at MN Highway 13 and IVIain Avenue there are marked crosswalks across CH 21. There are no marked crosswalks across CH 21, at Acardia Avenue or Duluth Avenue. In lVlay 20L7, 1,3-hour courits were conducted that identified the number of pedestrians crossing CH 21. at Duluth Avenue (t-o), Arcadia Avenue (11) and Main Avenue (45). lVhile this srudy focuses on CH 21 between MN Highway 13 and Duluth Avenue, it should be noted that crossing and walking/biking along CH 21 west of Duluth Avenue, where the roadway curves, can be uncomfortable due to the close proximity (i.e. a lack of buffer) between the roadway and the sidewalk/trail. Parking Utilization Parking ut-ilization data was coilected as part of the PiorLake Downtown ParkingStadl - Existingand Fulare Conditions study (memorandum dated October 201,4). The utilization data rvas reviewed to understand impacts to are^ parking. On-street and ofEstreet parking utilization counts were collected in the downtown area on a weekday during the morning (9:00 a.m.), afternoon (2:00 p.m.), and evening (6:00 p.m.). North of CH 21, parking utilization rates @ercent of parking spaces occupied) range ftom 34 to 45 percent, where the highest parking demand occurred in the afternoon. South of CH 21, patking utilization rates range from 26 to 39 percent of parking spaces occupied. where the highest parking demand occurred in the eveninp.. B * -.4,r:: t z .* geon W*t Req6n.l Trail ,:' *'€ Legend 3*3rds?!k - cil.r'l.aia 2 tisxl 169l , liB, {.olI EflI Iral 4 t!P4 ls,6 {taxl llorl l.ral |rr0l .t! lr4 1,1 a ltfrtlst u*t tEt 5 t4zxllrr{, IS*t lflt vr1 Jason !7ede1, PE Ciry of Prior Lake October 12,2017 CH 21 Downtown Pdor Lake Reconstruction - Local Transportation Assessment Alternatives Overv:ew As discussed in the Future Trnfr, Conditions Mernoranduru (dated October 4,2017), four alternatives were selected fot further evaluation. An oven iew of each remaining CLI 21 alternative, as well as some key differentiators are provided as follows. Alternative A-l (Arcadia with Signal) This alternative was submitted and awarded federal funding. Alternatir,,e A-1 expands the CH27/ IVIN Highway 13 intersection to accommodate eastbound/westbound left- and right-turn lanes, as well as dual northbound and southbound left-turn lanes. The addition of the turn lanes allow the signal phasing at the CH 21/MN Highway 13 intersection to change from the current split-phased operation to protected/permitted phasing, which provides increased capacity and signal timing flexibility. Other key differentiators include: 1) Full Access at MN Highway 13 (Signal) and Arcadia Avenue (Signal) 2) Three-Quarter Access along MN Highway 13 atPleasant Street a. Consideration was given to shifting the intersection to the south, however due to cost the three-quarter is shown at the same loca[ion as it currendy exists. The northbound left-rurn storage has been modified to accommodate both the dual northbound left-rurns at the CH 21/MN Highway 13 intersection, as rvell as a northbound left-turn lane at Pleasant Street. 3) Righrln/Right-Out EIRO) Access along CH 21 atMainAvenue and Duluth Avenue 4) CI7 21. Pedestrian Crossings at MN Highway 13, Main Avenue, and Arcadia Ar-enue. a. The MN Highway 13 and Arcadia Ar,,enue crossings are controlled (srgnal) and the Main Avenue crossing is designed as a two-stage crossing with the opportunity to install a rectangular rapid flashing beacon (R.RFB) or a hybrid pedestrian crosswalk (HAW$ 5) The estimated cost is $7.1M. 9 II I I t --.T Jason Wedel, PE Ciry of Prior Lake October 12,201.7 CH 21 Downtor.vn Prior Lake Reconstruction - Local Transportation Assessment Alternative A-2 (Arcadia with Roundabout) Alternative A-2 includes a multi-Iane roundabout at the CH 21/MN Highway 13 intersection. Other key differentiators include: 1) Full Access at MN Highway 13 (Roundabout) and Arcadra Avenue (R.oundabout) 2) Three-Quarter Access along CH 2L atMain Avenue and Duluth Avenue 3) Three-Quarter Access along MN Highway 13 at Pleasant Street ^. This intersection remains in the same location as it currendy exists due to the CH 21 / MN Highway 13 multiJane roundabout and allows the northbound left-turn movemerit which is not currendy allowed. 4) CH 2L Pedestrian Crossings at IVIN Highway 13, Main Avenue, Arcadia Avenue, and Duluth Avenue. a. A1l crossings are designed as rwo-stage crossings with the opportunity to install a rectangular rapid flashing beacon (RRFB) or a hybrid pedestrian crosswalk (HAWK). 5) The estimated cost is $7.3M. 10 I S'inn'., *.S;,, Eir E I , : 1 ,:l Jason \X/edel, PE City of Prior Lake October 12,2017 CH 21 Dovzntown Prior Lake Reconstn:ction - Local Transportation Assessment V Alternatlve B-1 (Main with Signa!) Alternative B-1 expands the CH 21/MN Highway 13 intersection to accommodate eastbound/ westbound left- and right-turn lanes, as well as dual northbound and southbound left-turn lanes. The addition of the turn lanes allows the signal phasing at the CH 21/MN Highway 13 intersection to change from the current split-phased operation to protected/permitted phasing, which provides increased capacity and signal timing flexibiJity. Other key differentiators include: 1) Full Access at MN Highway 13 (Signal), Main Avenue (Signal), and Duluth Avenue (R.oundabout) 2) Three-Quarter Access along CH 21 at Arcadta Avenue 3) fught-In/Right-Out SIRO) Access along MN Highway 13 at Pleasant Street ^. This is the current intersection location and access configutation. A sub-alternative would be to modi$r/shorten the northbound left-turn lane storage at CH 21/MN Highway 13 to allow the northbound left-turn movemeflt to Pleasant Street (as shown in Alternative A-1). 4) CH 2l Pedestrian Crossings at MN Highway 13, Main Avenue, and Duluth Avenue. a. The MN Highway 13 and Main Avenue crossings are controlled (stgnal) and the Duluth Avenue crossing is designed as a two-stage crossing with the opportunity to install a rectangular rapid flashing beacon (R.RFB) or a hybrid pedestrian crosswalk (HA\7I9. 5) The estimated cost is $7.2M. 11 .t *x . =*:, 1, ,! a .fason Wede1, PE City of Prior Lake October 72,2017 CH 21 Downtorvn Prior Lalie Reconstruction - Local Transportalion Assessment Alternative B-2 (Main with Roundabout) Alternadve B-2 includes a multi-lane toundabout at the CH 21/MN Flighway 13 intersection. Other key diffetentiators inciude: 1) Full Access at MN Highway 13, Main Avenue, and Duluth Avenue (All Roundabouts) 2) Three-Quarter Access along CH 21 at Arcadra Avenue 3) fughrln/Right-Out EiRO) Access along MN Highway 1.3 atPleasant Street a. This is the current intersection location and access configuration. A sub-alternative would be to allow the northbound left-turn mo\rement to Pleasant Street (as shown in Alternative A-2). 4) CH 21. Pedestrian Crossings at MN Highway 1.3,Marn Avenue, and Duluth Avenue. a. All crossings are designed as two-stage ctossings with the opportuniry to install a rectangular rapid flashing beacon (RRFB) or a hybrid pedestrian crosswalk (FL{WK). 5) The estimated cost is $7.35M. 12 I ,I , I I II i .S*rff Jason Wedel, PE City of Prior Lake October 12,2077 CH 21 Downtorvn Prior Lake Reconstruction - Locai Transportation Assessment Alternative Evaluation (Local Transportation Perspective) The remaining four CH21, alternatives were evaluated ftom a local transportation perspective to assess impacts to ^re travel patterns, roadway capacity, safety, access, and downtown compatibiliry from a land use and streetscaping perspective. This evalua[ion utilizes data provided in the Future Trafiic Condilions Memorandum, dated October 4, 2077, as well as supplemental information reviewed and analyzed by SRF as part of the local transportation system evaluation. The foliowing information ptovides an overall sumrnary of the alternalive impacts for several key characteristics, as well as the key local transportation system take away (undedined and bolded). Physical - Travel Pattern Changes Physical changes to travel patterns are direcdy related to proposed access (i.e. full-access versus partial access) and traffic control types. The "A" alternatives assume primary intersections at MN Fiighrvay 13,Matn Avenue, and Duluth Al'enue, whereas the "B" alternatives assume pnmary intersections at lvIN Highway 73 and Arcadia A.",enue. Alternatives A-1/B-1 and A-2/B-2 differ based on if a signalized or roundabout traffic control is assumed. A summary of the proposed access and traflrc controls are provided in Table 1 and illustrated in Figure 5. Table 1. Alternative Access/Traffic Control lntersection cH 21lMN 13 Full - RAB Cl1 21/Main Full - RAB CH 27/Arcadia 3rl4 Access CH 21lDuluth Full - RAB MN 13lPleasant RIRO 3/4 Access 3/4 Access RIRO RIRO Note: RAB - Roundabout; AIVSC - A//-wa1 Stop Coatrul; SSS - Side-Street Stop Connv/ The access modifications associated with these alternatives impact where and how motorists access downtown. As such, each alternative was revierved to deterrnine/quanti$r the options that motorists arriving from each direction can access either north or south downtown, including traveling betrveen north and south dorvntown (i.e. across CH 21). Pedestrian access across CIl, 21, was also reviewed. Based on this revierv, which is summarized in Table 2 and illustrated in Figure 6, motorists and pedestrians ttaveling to downtown from any direction will have a minimum of two options to access downtown. Although each alternative provides less access than currentllr exists. maintaining two options to access downtown from each direction is considered reasonable ftom a transDortation svstem oersoective. No Build (lxisting) A-1 Arcadia Signal A-2 Arcadia Roundabout B-1 Main Signal B-2 Main Roundabout Full - Signal Full - Signal Full - RAB Full - Signal Full - AWSC RIRO 3ri4 Access Full - Signal Full - SSS Full - Signal Full - RAB 3,/4 Access Full - SSS R'RO 3/4 Access Full - RAB 13 I 3/4 Access Eu A-2 Atcadia with Roundabout rI W I I Fu I Ii: A.Arcadia1 wl fII '"ruilFd" &ll}il fiH; 3/8 Access I -RoFull nu daIull-Roundabout Ttr II :: : RIRO Full-Si trI Signal I T I B-1 Main with IT I Access I l!l!r> rS i* Full-Signal tr .t '-r 314 Access t' tt I m I t I I RIROi - Access I I TIIII B-2 Main with Roundabout Full-Roundabout I I I I .l I I t' Full-Roundabout IRIRO r 6 fIill CH 21 Proiect Alternatives 1 0536 oclober 2017 Figure 5CH 21 Downtown Prior Lake Reconstruction - Local Transportation Assessment City ot Prior Lake Signal .t ,Full-SignalillRo ;,:.:! t,- - ! ilznGttlFE ..4-, EE .*ilii .*! Full-Roundabout (or Signal)ri J,'fs I a E X.-s!'Bgsrgs!-.q! t tr:'tsl Pleasanlst SE I <+ 4.'i!.'..!> Access Leqerd - 4....,....> native A-1 -2 Alternative B-1 Loz, oj, ol-u- o CA o) EoLl! u,q) =o) C)l-IL GI (-) CA CAol- CJ Primary seondary Ahe.nate Primary Secondary Ahernate Prmary s€condary AlternatePrimary Secondarv alternate + - -> {'...'....> {,..""'..>Prlmary Secondary Alternate Acce$ Lepend+ - -> +..,...'..> i.'...'..'>Primary Secondary Alternate ftRl Route Options to Access Downtown 1 0536 Odober2017 Figure 6CH 21 Downtown Prior Lake Reconstruction - Local Transportation Assessmenl City of Prior Lake seondary Aternate CA GI]U @ oLII :.. Jason Wedel, PE City of Prior Lake October 72,2077 CH 21 Downtorvn Pdor Lake Reconstmction - Local Transportation Assessment Table 2. Route Optiolrs to Access Downtown Number of Route Options by Direction ol Travel Arriving From Alternative 8-L/B,-2 (Primary at Main/Duluth) Downtown North South EaSt West Across CH 21 3 (Veh.) and 4 (Ped.)2 (Veh.) and 3-4 (Ped.)2 (Veh.) and 3 (Ped.) Physical - Driveway lmpacts With access modifications along CH21,, ser,,eral of the alternatives impact access to adjacent driveways, particulady the altetnatives where full-access (either a signal ot roundabout) at Main Avenue is provided. The following information describes and illusttates how each alternative may be impacted: 1) Existing and Alternatives A-1 and A-2: No physical driveway impacts are expected 2) Alternative B-1 : Driveway impacts along Main Avenue are primarily related to intersection operations, where northbound and southbound vehicular queues ftom the CH 2L /Maln Avenue intersection will regulady block driveways on Main Avenue, as well as access to Colorado Street and Erie Avenue. From a transpofiation system perspective, Alternative B-1 would negatively impact access, mobility, and circulation within the downtown. Vhen queuing of this magnitude occurs. business driveway closures andlor access restrictions (RIRO) would typically be recommended to address these concerns. 3) Alterna[ive B-2: Driveway impacts along Main Avenue are primarily related to the proximity and physical property needs of the CH 21/Main Avenue roundabout. The proximity of existing access (i.e. the hardware store, Colorado Street, and Erie Street) is located within the decision distance of CH 21 ard has the potential to create safety issues along both Main Avenue, as well as CH 21,. Frcm a transportation svstem perspective. Altemative B-2 would negatively impact access, mobiliW. and citculation within the downtown. Vhen access is located within this type of proximity, business driveway closures andlor access restrictions (RIRO) would wpicallv be recommended to address these concems. 2tCHof 3 J J 4 Existing Alternative A-1"/A-2 (Primary at Arcadia) Downtown North of CH 21 Downtown south of cH 21 Downtown North of CH 21 Downtown South of CH 21 Downtown North of cH 21 4 J 4 3 4 2 4 2 4 2 z 4 a 4 2 2 4 2 4 2 16 a. ** Jason Wedel, PE Citl' of Prior Lake October 1.2,201.7 CH 21 Downtorvn Prior Lake Reconstmction - Local Transportation Assessment Physical - Roadway Cross-Sections and Parking lmpacts The alternatives were rer..ievzed with respect to potential parking impacts due to traffic volume increases, expected traffic queues, andf or physical right-of-way needs for the CH 21 improvements. A portion of the on-sfteet angled parking along Main Avenue may need to be removed under Alternatives R-1 and B-2. A parking impact sulrunarT for Alternatit es B-1 andB-2 are as follows: 1) Alternative B-1: Parking impacts along Main Avenue are pimartly due to intersection queues at the CH 21 lMain Avenue intersection, which are expected to regulady block access to parking spaces within one-block north and south of CH2L. These queues create conflicts and potentiai safety concerns. Addiuonal review/consideration is needed to determine how many ofl-street parking spaces would need to be temor,,ed to safely accommodate vehicular operations. 2) Alternative B-2:Pad<tngimpacts along Main Avenue south of CH 27 are related to the proximity and physical property needs of the CH 21, /Main Avenue roundabout. To accommodate the roundabout, at a minimum, patking spaces between CH 21 and Colorado Street would likely need to be removed. Parking is currendy permitted on both sides of Colorado Street and Pleasant Street between Duluth Avenue and Main Avenue. Horvever, the widths of these roadways are approximately 30 feet and 34 feet, respectively. To allow for adequate space for two tra'r'el lanes in each direction, the City may '$/ant to consider restricting parking to one-side of the roadway along Colorado Street and Pleasant Street. While this is an existing need, the need to restrict parking is more prevalent under Alternatives A-1 and A-2 and along Colorado Street. Traffic volumes along Colorado Street, between Duluth Avenue and Main Avenue, are anttctpated to increase as a result of motorists rerouting from restricted movements at Duluth Al,enue and Main Avenue. An illustration of the existing and proposed Colorado Street cross-sections are shown below. These cross-section/parking modifications along Colorado Stteet and Pleasant Street are not expected to significantly impact parking within downtown given the utilization data collected as part of the downtown trarking studv in2014. Colorado $lreet {fxislhg} rlrrI-* rt - - .I,.I, I tlt II l J ET&r - _I. .I. t-l t rl 17 E_tt_ Colorado Street {Prr gE Jason Wede1, PE Cirl' of Prior Lake October 12,2077 CH 21 Downtorvn Prior Lake Reconstruction - Local Transportation Assessment Operationa! - CH 21. Corridor TravelTimes AII four alternatives are expected to improve corridot travel times during peak conditions in both directions along CH 21, compared to the existing roadway configuration. A summary of the estimated eastbound and westbound corridor travel [imes under year 2040 conditions for each alternative are summarized in Table 3. The results indicate that the two roundabout altematives (A-2 and B-2) orovide the shortest corridor travel times. Table 3. Estimated Year 2O4O CH 21 Travel Times Year 2O4O Peak Hour Alternative Travel Time (Percent lmprovement from Existing) B-2 EB Travel Time (s) Duluth Ave ro lvN 13 45 (7svo) 70 (85%) WB Travel Time (s) Duluth Ave to MN 13 1tO (7Oo/o) PM 430 (0%)t]o (75Yo)s5 (85%)100 (7s%)45 (e0%) It should be noted that the roundabout alternatives have less intersection delay and generally slower corridor speeds in between intersections whereas the signal alternatives have higher intetsection delay and higher speed in between intersections. Operational - Local Roadway Traffic Volumes Changes in the local roadway rtaffr,cvolumes were esdmated based on the proposed access restrictions for each alternarive. From a capacity perspective. the local roadway system can accommodate the change in year 2040 traffic volumes that are expected based on each altemative. The expected taffi,c volume changes to the local roadway network are illustrated in Figure 7. Note that if no improvements were made, more motorists using downtown as an alternative route due to increased CH 21/MN Highway 13 congestion are expected. 1) Alternatives A-7 and A-2 4 Due to northbound/southbound access restrictions along CH 21 atMainAvenue and Duluth Avenue, motorists are expected to reroute to Arcadia Avenue or MN Highway 13. b) Improved operations along CH 21, atthe Main Avenue and NIN Highway 13 intersections are expected to reduce the number of motorists using the downtorvn local road'uvay network as an alternative route during the peak periods. 2) Alternatives B-1, andB-2 4 Due to northbound/southbound access restrictions along CH 27 at Arcadia Avenue, motorists are expected to reroute to Main A-",enue or Duluth Avenue. b) Improved operations along CH 21 atthe Main Avenue and MN Highway 13 intersections are expected to reduce the number of motorists using the downtotvn local roadway network as an alternative route during the peak periods. Existing A-1 A-2 B-1 AIV 175 (0%)70 (60%)45 (7syo)75 (55%) PM 42O (Oo/o)150 (65%)80 (80%)225 (s0vo) AM 375 (0%)180 (50%)lto (7Oo/")165 (55%) 1B ((( !o bo E:Io F Iilirt CH 21 Downtown Prior Lake Improvment Project Alternatives - Tratfic Volumes LEGEND 3try - No Arcadia Ave. Extension to Plesant Ave. iXX) - With Arcadia Ave. Extension to PlesantAve. ConrullinS 6roup, lnc, '10536.00 October 201 7 CH 21 Downtown Prior Lake Reconstruction - Local Transportation Assessment City of Prior Lake Figure 7 AIL:, * i I I 160th l 'l Ir \. 'ra atfI2040 NB = Alt. A-1/A-2 = Alt. B-1/B-2 = n :.!r t 5,500 2,300 NB o oo E NB = 1,400 (1,200)r IA-1lA-2 = 3,300 (2,800)2040 NB = I .I It, -:t- I B-1lB-2 = 1,800 (1,600)A-1lA-2= B-1lB-2 =I'I , 2040 NB = 600 J,= 2,4CI0 .iI fi.I St ."k,/d'o I INB=t o ., A-1lA-2- Alt. B-1/B-2 =,/ @ il[e f, A-1tA-2;3,100 B-1lB-2= NB = 5,600 A-llA-2= B-1lB-2= NB= B-1lB-2* NB NB = 1,600 (1,800) A-1lA-2 = 1,600 (2,500) B-1lB,-2 = 1,600 (1,800) Jason \X/ede1, PE Ciry of Prior Lake October 1.2,2017 CH 21 Downtorvn Prior Lake Reconstn:ction - Local Transportation Assessment Since the access resftictions are geflerally the same, the volume impacts to the local roaduzay network are expected to be similar for Alternatives A-1/A-2 versus Alternatives B-1, /B-2. However, it should be noted that the roundabout alternatives are expected to better facilitate U-turns along CH 21 as compared to the signal alternatives. While it is difficuit to quantity how many motorists will chose to make a U-turn rather than use the local system to divert to their desired location, facilitating the f]-tum movement at the roundabouts Drovide additional route ootions for motorists. Quanti{ring the current level of motorists diverting through downtown or via other local roadways during the peak periods is difficult. However, we understand that each of the alternatives will improve CH 21 cotridor operations and would result in less motorists diverting through the downtown than currently occurs. Gaining a better understanding how each alternative will impact local roadway peak hour and daily traffic volumes could provide the City with an improved decision. To achieve this, for all altematives. there is the option to construct the proiect in phases. This would entail reconstructing the CH 21/MN Highway 13, CH 27 /Marn Avenue, and TH 13 fPleasant Street intersections as part of Phase 1, while the remaining CH 27 corutdor (i.e. Duluth Avenue to Arcadia Avenue) could be reconstructed as part of Phase 2. By phasing the imptovements/ construction, this would allow time to observe/analyze how Phase 1 improvements impact atea ttaffic volumes /travel patterns and allow stakeholders time to make a more informed decision regarding the remaining infrastructure needs. Operationa! - Year 2O4O Delay and Queues Whjie it is good practice to evaluate future taffic operations under a long-term scenario (i.e. year 2040 traffi.c fotecasts), the transportation industry is undetgoing rapid change. How/when implementation of connective and autonomous vehicles will significantly impact tra.ffrc operations and safety. The evolving vehicle technologv should also be taken into consideration when reviewing the following key findings of the intersection capaciqv analysis (i.e. level of service and queues) for each alternative. 1) Alternative A-1 4 The CH 21/lvIN Highway 13 intersection operates at an overall LOS E, during the a.m. and p.m. peak hours. All othet study intersections operate acceptably (LOS C or better). b) rJTestbound queues fiom the CH 21/MN Highway 13 intersection extend 1,350 feet during the a.m. pea( southbound queues extend 7,425 feet during the p.m. peak. 2) Alternative A-2 4 The CH 21/MN Highway 13 intersection operates at an overall LOS E during the a.m. peak hour. A1l other study intersecdons operare acceptably (LOS C or better). b) Westbound queues from the CH 21/MN Highway 13 intersection extend 2,000 feet during the a.m. peak; southbound queues extend 1,400 feet during the p.m. peak. .) Westbound left-turn queues at the CFI 21/Duiuth Avenue intersecrion extend 650 feet dudng the p.m. peak, which extends through the Arcadia Avenue intersection. 20 Jason Wedel, PE City of Prior Lake October 12,2017 CH 21 Downtorvn Prior Lake Reconstruction - Local Transportation Assessment 3) Altetnatir,,e B-1 a) The CH 21/MN Highway 13 intersection operates at an overall LOS E during the a.m. and p.m. peak hours. All other study intersections operate acceptably GOS D or better). b) Westbound queues from the CH 21/MN Highway 13 intersection extend 1,150 feet during the a.m. peak; southbound queues extend 975 feet during the p.m. peak. .) Southbound queues at CH 21/MainAvenue extend 350 to 400 feet during the a.m. and p.m. peak hours; Southbound queues extend 200 to 350 feet during the p.m. peak. These queues will significandy inhibit downtown access, mobility, circulation, and parking. 4) Alternative B-2 4 The CH 21/MN Highway 13 intersection operates at an overall LOS E, during the a.m. peak hours. All other study intersections/time periods operate acceptably (LOS D or better). b) $Testbound queues from the CH 21/MN Highway 13 intersection extend 2,125 feet during the a.m. peak; southbound queues extend 1,325 feet during the p.m. peak. .) Eastbound queues at the CH 21 /MainAvenue intersection extend approximately 750 feet and westbound queues extend approximately 300 feet during the p.m. peak hour. These westbound queues have the potential to impact traffrc operations at the CH 21/MN Highrvay 13 intersection. Based on the caoaciw analvsis. Alternatives A-2 and B-2 (roundabouts) orovide the best ooerations at the CH 21lMN Hishwav L3 intersection and less notential for imDacts to the local transportation system as compared to the signal alternatives. However, northbound/ southbound queues at the CH 2llMain Avenue intersection under Alternative B-1 will significantly inhibit downtown access, mobility, circulation, and parking. In addition, the nroximitv of the two roundabouts on CH 21 at MN Hichwav 13 and Main Avenue (i.e. Alternative B-2) provides more risk of queues impacting CH 21lMN Highway 13 operations than the other alternatives. Operational - Vehicular Safety MnDOT estimated the crash rate (i.e. number of crashes per million entering vehicles) and severity rate (weighted crash rate based on the number of injury-related or fatal type crashes per million entering vehicles) for high volume/low speed signals and multi-lane roundabouts. For comparison purposes the average crash rates and severity rates for eachtaffi.c control are summarized below. 1) Signal Crash Rate: 0.7 crashes per MEV and Severity Rate: 0.97 injury crashes per MEV 2) Roundabout Crash Rate; 1.4 crashes per MEV and Sevedry Rate: 0.39 injury crashes per MEV In addition, MnDOT publishes crash values based on the severity of the crash. These crash values are published to assist with benefit-cost studies. The assumed crash costs include, Fatal ($11,000,000), Injury A ($590,000), Injury B ($170,000), Injury C ($87,000), and Property Damage ($7,800). 21 Jason Wedel, PE City of Prior Lake ()ctober 12,2017 CH 21 Downtorvn Prior Lake Reconstnrction * Local Transportation Assessment The main differentiator berween Alternatives A-1/B-1 and Alternatives A-2/B-2 is signaiized versus multi-lane roundabout traflrc controls. Using this information, Alternatives A-1 and B-1 are expected to result in a lower crash frequency, but higher severity type crashes, while Alternatives A-2 andB-2 are exDected to result in a hisher crash frequencv. bul fewer severe crashes. If the weighted crash costs are the same between the alternatives, the less severe t!4re crash alternatives should be favored. Operational - Pedestrian Safety Research indicates the following ^-verz.ge driver yield rates for pedestrians at various crossing rypes and ttafftc controls: 1) Marked crosswalk/pedestrian crossing warning signage: 7 percent 2) Marked crosswalk with center island pedestrian refuge area: 34 percent 3) Marked crosswalk with RRFB: 84 percent 4) Marked crosswalkwith HA\XrI(: 97 percent 5) Marked crosswalk at a mula-lane roundabout: 41 percent 6) Signalized intersections: 99 petcent 7) All-Way Stopped Control intersections: 99 percent Based on this reseatch, the proposed pedestrian crossing treatmeflts for each alternative were reviewed and compared, particulady with respect to crossing CH 21,: 1) Alternative A-1: 4 Pedestrian crossings are provided at three (3) Iocations along CH 21 at MN Highway 13 (signal), Main Avenue (unsignalized with a RRFB or HAWK), and Arcadia Avenue (signal). b) Signals pro'i,ide the highest driver yield rates for pedestrians. .) Two-stage pedestrian crossings at Main ,\,enue with a RRFB or HA\YT( is expected to provide safe operations with relatively low crossing delay (approximately 15 seconds or less). d) No marked pedestrian crossings are indicated at the Duluth Avenue intersection, but there is room to provide a pedestrian refuge island if a crossing is desired at this location. There would also be the opportunity to enhance this crossing with a RRFB or HA!UI(. 2) Alternative A-2: 4 Pedestrian crossings are provided at four (4) locations along CH 21 at MN Highway 13 (multi- lane roundabout), Main Avenue (unsignalized with a RRFB or FIAWI!, Arcadia Avenue (multiJane roundabout), and Duluth Avenue (unsignalized). b) Pedestrians crossing at roundabouts have lower driver yield rates than at a signal. Horvel,er, pedestrians can cross the roadr,vay in two-stages, ofle direction of travel at a time. There are opportunities to improve driver yield rates by installing an RRFB and/or moving rhe crosswalk location farther away from the roundabout to allow for better visibility of pedestrians. 22 Jason \7ede1, PE City of Prior Lake ()ctober 12,2017 CH 21 Downtown Prior Lake Reconstruction - Local Transportation Assessment .) A two-stage pedestrian crossing at Main Ar,,enue (with a RRFB or FIAWI! is expected to provide safe operations with relatively low crossing delay (approximately 15 seconds or less). 3) Alternative B-1: 4 Pedestrian crossings are provided at three (3) locations along CH 21 at MN Highway 13 (signal), Main Avenue (signal), and Duluth Avenue (multiJane roundabout). b) Signals provide the highest drir,,er yield rates for pedesrians. .) No marked pedestrian crossings are indicated at the Arcadia Avenue intersection as there is not sufficient space to provide a safe pedestrian crossing or refuge island. d) Marked pedestrian crossings are provided at the Duluth Avenue muiti-lane roundabout intersection. There are opportunities to improve driver yield rates by installing an RRFB if the volume of pedestrian activity is warranted. 4) Alternative B-2: 4 Pedestrian crossings are provided at three (3) locations along CH 21 at NIN Highway 13 (multi- lane roundabout), Main Avenue (multiJane roundabout), and Arcadia Avenue (multiJane roundabout). b) Pedestrians crossing at roundabouts have lower dri'yer yield rates than at a signal. However, pedesrians can cross the roadway in two-stages, one direction of travel at a time. There are oppofiunities to improve the driver yield rate by instaliing RRFBs andf or moving the crosswalk location farther away from the roundabout to allow for better visibiJity of pedestrians. Average vehicles speeds through the intersections should also be considered when evaluating the alternatives from a pedesrian safety perspective. For instance, motorists traveling through the CH 21/IVIN Highway 13 intersection are expected to pass through at a r nge between 15 and 50 mph undet the signal alternatives, whereas motorists are expected to travel ^t ^ range between 15 and 20 mph under the roundabout alternatives. In terms of pedestrian safety, the risk of severe injury of a pedestrian stmck by a vehicle increases from25 percent at 25 mph to 90 percent ^t 45 mph, indicating that fewer severe pedesttian-related incidents would be expected under the roundabout altematives. From a pedestrian access perspective, all alternatives provide at least three (3) north/south crossings of CH 21. Alternative A-2 is the only option that provides four (4) north/south pedestrian ctossings. From a pedestrian safery perspective, signals have higher driver yield rates to pedestrians than at toundabouts. However, there are opportunities to enhance pedestrian crossings to enhance driver yield rates. Caution should be used to avoid enhanced crossing proliferation (i.e. avoid too many enhanced crossings) to ensure higher driver compliance. 23 Jason Wede1, PE, Ciry of Prior Lake October 1.2,201,7 CH 21 Downtorvn Prior Lake Reconstruction - Local Transportation Assessment Compatibility - Land Use/Downtown Growth The Ciry's vision for the downtown area is to condnue to grow west, towards Duluth Avenue, particularly south of CH 21,. The current and planned land use zorung is consistent u/ith this vision, although this transformation is expected to occur over several years, if at a11,. Market forces are expected to drive any change in furure land use in the downtown area. For purposes of the local transportation system revierv associated with the CH 21/MN Highrvay 13 reconstrucdon, the primary question relates to full- access at Arcadia Avenue (Alternatives A-1 and A-2) or Duluth Avenue (Alternatives B-1 and B-2). Full- access at either Arcadia Avenue or Duluth Avenue will help facilitate downtown growth. A full-access at Atcadia Avenue would ptovide direct north/south vehicular connectivity in downtown. which is particulady important under Altematives A-L and A-2, which restrict access at Main Avenue. However, this would likely result in more motorists along Colorado Avenue, particular\ west of Arcadia Avenue, which is currendy single-family residential. Compatibility * Pla nned Transportation lmprovements The 2012 Downtown South Studl recommended that Arcadia Avenue be extended to the south providing a connection between CLI21, and Pleasant Street. A future southern extension that connects to the MN Highway 13/Duluth Avenue intersection was also identiEed. Based on the current options, Alternatives A-1 and A-2 support the pre','ious planning efforts. However, gir,,en recent soil condition data, the extension of Arcadia Avenue south of Pieasant Avenue may be cost-prohibitir.,e. From a traffi.c operations perspective, the extension of Arcadia Avenue to the MN Highway 13/Duluth Avenue intersection would essentially shift a portion of motorists from Duluth Avenue to Arcadia Al,enue. The benefit of the Arcadia Avenue extension to MN Highway 13lDuluth Avenue intersection is exoected to be minimal. I t3 24 e r E. "# Jason Wedel, PE City of Prior Lake lntersection No Bu jld (Existing) Alternative A-1 Alternative A-2 Alternative B-1 Alternative B-2 Number of lmpacted Parcels aa Number of Full Acquisition Parcels October 12,2017 CH 21 Downtorvn Prior Lake Reconstruction - Local Transportation Assessment The extension of Arcadia A'l,enue to Pleasant Street continues to have merit, particulady from a downtown circulation perspecrive. The Arcadia Avenue extension to Pleasant Street would help balance vehicular activitv between Colotado Street and Pleasant Street, and provide motorists with additional options to access/circulate downtown. Florvever, the Arcadia A-",enue extension is expected to cost approximately $1.0M and may not provide the benefit relative to the cost. The need for the Arcadia Avenue extension should be driven blr market forces as future downtown redevelopment occurs within this area and does not need to be directly associated with the CH 21lMN Highway 13 reconstruction proiect. The Arcadia Avenue extension could still be implemented if Alternatives B-1 orB-2 were implemented, but rvould provide less benefit under these scenarios. Compatibility - Streetscape Opportunities There are opportunities to incorporate streetscaping elements with all four alternatives. A score was generated for each alternative based on the amount of green space that each alternative has al.ailable for streetscaping elements. Streetscape elements could include items such as trees, planters, benches, lighting, decorative pavement, bike racks, monr.ments, andf or wayfinding signage. Streetscaping elements can change the corridot context and have the potenual to reduce r.ehicular speeds and increase awareness of pedestrian activity. Alternatives A-2 and B-2 provide the best opportunity to incorporate streetscaping elements. Alternative A-1 provides a good streetscaping opportunity. while Alternative B-1 provides the lease amount of opportunities. Compatibility - Property lmpacts All alternatives impact parcels and require fuil acquisition of at least one parcel. The number of impacted and full-acquisition parcels are summarizedinTable 4. Alternatives B-1 and B-2 have the highest number of impacted parcels. but require only one full-acquisition. Alternatives A-1 and A-2. require two full-acouisition oarcels. Table 4. Alternative Accessfiraffic Control o a 2 t 1 0 10 T4 19 25 Jason Wedel, PE City of Prior Lake October 72,2017 CH 21 Downtown Prior Lake Reconstruction - Local Transportation Assessment Standalone Downtown lssues Based on feedback received throughout the pubJic involvement process associated with the CH 21 / MN Flighway 1,3 reconstruction project, there wete a few issue areas that were identified. A oreliminarv review of these areas indicates that these ate existins issues and are not exDected to be significantlv imnacted /either oositivelv or negativelv) bv the CH 21lMN Hiohwav 13 improvements. Therefore, these areas were reviewed independendy to determine potential miLigation to address the existing issues, which could be incorporated regardless of the CH 21/MN Highway 13 reconstruction. Dance Studio/Pedestrian Crossing Current pedestrian crossing concerns at the existing Premiere Dance Academy, located north of Colorado Street and east of Arcadia Avenue, were reviewed. Parking for the dance studio is located off-street in a surface parking lot south of Colorado Street. The following key characteristics/issues have been identified based on current conditions and feedback: 1) Unsafe pedestrian crossing conditions on Colorado Street, between the Premiere Dance Academy and the parking lot to the south (westetn marked crossing). 2) Dance classes are from2:30 p.m. to 10:00 p.m. 3) The roadway is dark and has Limited lighting. 4) Vehicles travel at high speeds and use Colorado Street as a cut-through to avoid the all-way stop at the CH 21 /Ma:n Avenue intersection. 5) There are two marked pedestrian crossing locations on this segment of Colorado Street, both of which have advanced pedestrian crossing warning signage. 6) The roadway width is approximately 30 feet. 7) On-street parking is permitted on both sides of the road. Based on a review of the current crossing, ^ rznge of potential modifications that could be made to improve pedestrian crossing in this location are summarized as follows. Note that once an alternative is selected, these opdons may need to be further refi.ned/evaluated. 26 \_r- :t rt!4 ; rG:: "r :\ a-3 Jason Wedel, PE Ciry of Prior Lake October 72,2017 CH 21 Downtorvn Prior Lake Reconstruction - Local Transportation Assessment 1) Construct curb bump outs/extensions at the marked pedestrian crossing iocations to improve the pedestrian crossillg visibiJity and reduce vehicle speed by narrowing the travel lane width. 4 This could be for both the north and south sides of Colorado Street (or just the south side) to reduce potential confLicts with the existing drop-off lane for the dance studio. 2) Improve lighting along Colotado Street andf or install pedestrian scale lighting at the marked crosswalk locations. 3) Install ^ rectangul^r rapid flashing beacon at the marked crosswalk to improve dril,er yield rates. 4) Install in-road lighting, which would enhance the pedestrian crossing visibility, particularly at night. 5) Provide crossing guards during peak crossingandf or peak vehicle traffic rime periods. 6) Convert Colorado Street to a one-way westbound roadway to reduce cut-through traffrc from eastbound vehicles on CH 21, as well as reduce the pedestrian crossing distance. All reconstruction alternatives improve traffic operations on CH 21 at MN Highway 13 and Main A-",enue, which should reduce the number of vehicles using Colorado Street as an alternative route. However and A2) traffic volumes on Colorado Street are expected to increase compared to Altematives 81 and 82 due to motorists rerouting to Arcadia Avenue to access south downtown. The construction of the Atcadia Avenue extension between Colorado Street and Pleasant Street would provide an alternative route for motorists and would reduce traffic volumes on Colorado Street. Regardless of the alternatives. the pedestrian crossing improvement tactics listed above would provide benefit to pedestrian crossing safety. School Safety/Crossing St. Michael's Catholic School is located west of Duluth Avenue and north of Pleasant Street. Pedestrians were observed crossing Duluth Avenue at Pleasant Street during the a.m. and p.m. peak hours. The Duluth Avenue/Pleasant Street intersection is unsignalized with ill,-way stop control and no turn lanes. Undet all alternatives. regardless if Duluth Avenue is RIRO. three-quarter, or full access, the total volume at the Duluth Avenue /Pleasant Street intersection is expected to remain relatively similar. If Duluth Avenue is full-access, vehicles wili continue through on Duluth Avenue. However, if access is restricted at Duluth Avenue, a portion of motorists would be expected to reroute to Arcadia Avenue at Colorado Street or change their route and use NIN Highway L3. T}re pedestrian facilities adiacent to the St Michael's Catholic School could be reviewed separate of the CH 21lMN Hishwav 13 reconstruction. 27 Jason Wedel, PE City of Prior Lake October 1.2,201-7 CH 21 Downtorvn Prior Lake Reconstruction - Local Transportation Assessment Arcadia Avenue/ Dakota Street The Arcadia Avenue/Dakota Street intersection is currendy unsignalized with free-flow conditions on Dakota Street and stop control for Arcadia Avenue. The pictures below illustrate a northbound motorist's perspective waiting at the stop sign on Arcadia Avenue. As shown, when looking to the v/est, the view of oncoming vehicles can be challenging due to the roadway grade, ttee, u':lidss, 2nd parked vehicles. To address this concern. moditring the intersection to all-way-stop control could be considered. Addressing these sight distance concerns is expected to become more cri[ical under Alternatives A-1 and A-2, where traffrc volumes at the Arcadia Avenue/Dakota Street intersection are anticipated to increase due to the access restriction at Nlain Avenue. Alternative A Hybrid Recendy, a new altenrative has been identified by the PMT that combines Alternatives A-7 and A-2 and is being tefered to as "Alternatir,,e A Hybrid." \fhile this alternative has not been fuily vetted, it was reviewed from a highJevel persepective. Sirnilar to Alternative A-1, this alternative includes the following: 1) Full Access at MN Highway 13 (Signal) and Arcadia Avenue (Roundabout) 2) Three-Quarter Access along CH 21 at Duluth A-",enue and MN Highway 13 atPleasant Street a. The northbound left-turn storage has been modified to accornmodate both the dual northbound left-turns at the CH 21/MN Highway 13 intersection, as well as a northbound left-turn lane at Pleasant Street. 3) Righrln/fught-Out (RJRO) Access along CH 21 atNlatnAvenue 4) CH 2l Pedesuian Crossings at MN Highway 13, Main Avenue, Arcadia Avenue and Duluth Avenue. a. The MN Highway 13 crossing are controlled (signal) and while the other crossings are designed as a two-stage crossing with the opportunity to install a rectangular rapid flashing beacon ERFB) or a hybrid pedestrian crosswalk (FL\\\,K). 28 ::fq ?._,7r '. 't Jason Wedel, PE City of Prior Lake October 1,2,2017 CH 21 Downtorvn Prior Lake Reconstruction - Local Transportation Assessment As pteviously menrioned, there is the option to option to construct the project in phases. This wouid entail reconstructing the CH 21/MN Highway 13, CH 2|/Marn Avenue, and MN High:vay 13/ Pleasant Street intersections as part of Phase L, while the remaining CH 2L corridor (i.e. Duluth Ar.,enue to Arcadia Avenue) could be reconstructed as part of Phase 2. By phasing the improvements/ construction, this would allow time to observe/ ana)yze how Phase 1 improvements impact area trafltc volumes/travel patterns and allor.v stakeholders time to make a more inforrned decision regarding the remaining infrastructure needs. A highJevel evaluation of the hybrid option was reviewed and is summarized below based on the same criteria used to evaluate the other alternatives. 1) Phvsical - Travel Pattern Chanses: Ivlotorists and oedestrians travelins to downtown from anv direction will have a minimum of two oprions to access downtorvn (consistent with the Alternatives A-1 / A-2 evaluation). 2\ Phvsical - Drivewav ImDacts: No ohvsical drivewav imoacts are exoected (consistent with the Alternatives A-1 / A-2 evaluation). 3) Physical - Roadway Cross-Sections/Parking Impacts: Parking restrictions along Colorado Street and Pleasant Street (tretween Duluth Avenue and Main Avenue) may need to be considered to provide adequate space for two lanes of travel in each direction (consistent with the Alternatives A-1/A-2 evaluation). 4) Opetational - CH 21 Cortidor Travel Times: The corridor travel time is expected to be between Alternatives A-1 and A-2. As previously noted, roundabouts have less intersection delay and generally slower corridor speeds in between intersections, whereas signals generally have higher intersection delay and higher speed in between intersections. 5) Operational - Local Roadway Traffic Volumes: Tralllc volume impacts to the local roadrvav network are expected to be similar to Alternatives A-1 and A-2. Holvever, roundabouts better facllttate U-turns along CH 2L as compared to the signal alternadves. 29 rI , t:,a a : Jason Wedel, PE City of Prior Lake October 12,20L7 CH 21 Downtown Prior Lake Reconstrr:ction - Local Transportation Assessment 6) Operational - Year 2040 Delay and Queues: A-ll intersections are expected Lo operate acceptably under year 2040 conditions. Tnffi.c opera[ions at the MN Highway 13 and Main Avenue intetsections are expected to operate similar to A,lternative A-1 and the Arcadia Avenue and Duluth Avenue intersecrions are expected to operate similar to Alternatir,,e A-2. 7) Operational - Pedestrian Safew: Provides (4) north/south crossinss of Cll 21. From a pedestrian safety perspective, signals have higher driver yield rates to pedestrians than roundabouts. However, there are opportunities to enhance pedestrian crossings to improve driver yield rates. B) Compatibility - Land Use/Downtown Growth: Full access is provided at Arcadia Avenue provides a direct route north/south route to access land uses on both sides of downtown (consistent with the Alternatives A-1/ A-2 evaluation). 9) Compatibility - Planned Transportation Improvements: The hybrid option supports previous planning efforts to extend Arcadia Avenue to the south. (consistent with the Alternatives A-1/ A-2 er,,aluation). 10) Comnatibiliw - Sffeetscaoe Onnortunities: The hvbrid oodon orovides a sood streetscanino opportunity (i.e. less opportunity than Alternattve A-2, but more opportunity than A-1). 11) Compatibility - Ptoperty Impacts: The property irnpacts have not been fi.rllv vetted, but the number of rmpacted parcels would likely be between Alternatives A-1 and A-2 and the number of firll acquisition parcels is expected to be two. Summa;y of Findings A summary of the local transportalion assessment evaluation is summarized on the next page. This table summaizes the key findings from the physical, operational, and compatibility review. Based on a review of the driveway impacts and expected traffic operations, the PMT elirninated Alternative B-2 from further consideration. Therefore, the evaluation maffix includes a summary of key differentiators for Alternatives A-1, A-2, andB-2. It is important to note that when considering the alternati'u'es and the potential impacts to both the regional and local system, the transportation industry is undergoing rapid change. Therefore, while it is good practice to evaluate future traffrc operations under a long-term scenario (i.e. year 2040 traffic forecasts), how/when implementation of connected and autonomous vehicles are Jikeiy to impact traf{tc operations and safety. 30 Ewluation Criteria Key Local Transportation System Take Away Compatibility - Propeny lm pacts Alternative B-1 has the highest number of impacted parcels (19 and 23 impacted parcels, respectively), but requires only one full-acquisition. Alternatives A-1 and A-2 have few impacted parcels (10 and 14, respectively), but requires two full-acquisition parcels. A-1Arffidia Signal A-2 Armdia Roundabout Signal &1 Main Physical - Travel Pattern Changes Physical - Driveway lmpacts Physical - Roadway Section and Parking lmpacts Consideration Project Goals Mobility Local Character [.4obility Local Character Local Operational - Corridor Travel Times Character N.{obility Local lvlobi Iity Local N/obility Local Feasibility Safety Local Non-Motorized) Safety Local Operational - Lmal Roadway Traffic Volumes Operational - Year 2040 Delays and Queues Operational - Vehicular Safety Operational - Pedestrian Safety Compatibility - Land Use and Downtown GroMh Conrpatibility - Planned Transportation lmprovements Compatibility Oppoftunities Local Feasibility Local Character Local Falt Fai( Feasibility Cost Local Good l/otorists and pedestrians traveling to downtown from any direction will have a minimum of two options to access downtown, Although each alternative provides less acces than currently exists, majntaining two options to access downtown from each direction is considered reasonable from a transportation system perspective. Removedfrcm Filrther Consideration Good Alternative B-1 would negatively impact access, mobility, and circulation within the downtown. Alternative B-1 would likely jmpact on-street angled parking along Main Avenue south of CH 21. On-street spaces near the CH 2VMain Avenue intersection may need to be removed, Due to the increase in traffic volumes along Colorado Street between Duluth Avenue and Main Avenue under Alternatives A-1 and A-2, on-street parking may need to be limited to one side of the roadway along Colorado Street and Pleasnt Street. Fair Fait Poor Goo./ All alternatives are expected to improve corridor travel times. Alternative A-2 (roundabout) provides the shortest corriclor travel time, The roundabout alternative (A-1) has less intersection delay and generally slower corridor speeds between intersections whereas the signal alternatives (A-1 and B-1) have higher intersection delay and higher speeds between intersections. Fa ir Fa ir From a capacity perspective, the local roadway system can accommodate the change in year 2040 traffic volumes that are expected based on each alternative. Each of the alternatives will improve CH 21 corridor operations and would result in less motorists diverting through the downtown than currently occurs. For all alternatives, there is the option to construct the project in phases. By phasing the improvements/construction, this would allow time to observe/analyze how Phasc 1 improvements impact area traffic volumes/travel patterns and allow stakeholders time to make a more informed decision regarding the remaining infrastructure needs. Fai Fai(Fa ir All alternatives provide overall acceptable levels of seruice at the study intersections. However, northbound/southbound queues at the CH 2VNlain Avenue intersection under Alternative B-1 will significantly inhibit downlown access, mobility, circulation, and parking. lvlulti-lane roundabouts (Alternative A-2) statistically have a higher frequency of crashes, but fewer high sverity (fatayinjury related type crashes) compared to signalized intersections (Alternatives A-1il&1). lf the weighted crash costs are the same between the alternatives, the le$ severe type crash alternatives should be favored. Fair Fat Fair Fair All alternatives provide at least three (3) north/south crossings of CH 21. Alternative A-2 is the only option that provides four (4) north/south pedestrian crossings. From a pedestrian safety perspective, signals have higher driver yield rates to pedestrians thanroundabouts. However,thereareopportunitlestoenhancepedestriancrossingstolmprovedriveryieldrates. t air Good lmproved acces (i.e. full-acces with a signal or roundabout) at either Arcadia Avenue or Duluth Avenue will help facilitate downtown groMh. The downtown area is expected to continue to grow west, towards Duluth Avenue, panicularly south of CH 21. A fulkccess at Arcadia Avenue would provide direct north/south vehicular connectivily in downtown, which is particularly important under Alternatives A-1 and A-2, which reslrict access at Main Avenue, Fai While Alternatives A-1 and A-2 support the previous planning efforts, the benefit of the Arcadia Avenue extension to the l\,4N Highway 13/Duluth Avenue intersection is expected to be minimal. The Arcadia Avenue extension to Pleasant Street would help balance vehicular activity between Colorado Street and Pleasant Street, and provide motorists with additional options to access/circulate downtown. The need for the Arcadia Avenue extension should be driven by market forces as future downtown redevelopment occurs within this area and does not need to be directly associated with the CH 2VNIN Highway 13 reconstructioo project. Fair Alternative A-2 provides the best opportunity to incorporate streetscaping elements. Alternative A-1 provides a good streetscapjng opportunity, while Alternative B-1 provides the lease amount of opponunities.Fair Good 3-l ((( &2 Maln Roundabout Paot Good Good G0od Good Good Good Good G0od Good G0od cood Good Good Good Fair Good Good Frank Boyles From: Sent: To: Cc: Subject: Shelton, Gary <GShelton@co.scott.mn.us> Monday, October L6,20t7 1"1:32 AM Frank Boyles Jason Wedel; Winiecki, Tony; Freese, Lisa RE: Cr2Ul-H13 corridor study Fra n k, As I understand the coming decision making steps: 2. The County Board will have a workshop on the project and get an update that will include related SRF information, feedback from your Council workshop, and feedback from public input next Tuesday 1O/2a. MV assumption is the board will provide some feedback for the PMT to take into consideration at that workshop. 3. The PMT will aggregate all of the input and feedback along with any relating data and make a determination as to what alternative they will recommend. I don't know the timing of that decision. 4. Once the PMT has made its decision the City Cou ncil shou ld be asked to provide m unicipa I consent fo r the project (assuming it meets the criteria to require municipal consent and I think it probably will) and the County Board would be asked to approve a contract for the final design work to take place. Again, I don't know the timing of these two decision points. lf, for some reason, the City Council were to vote to not provide municipal consent then the PMT would have to consider do they modify the design to eliminate the need for consent, do they bring a different option or design to garner municipal consent; or, do they recommend the Board either drop the project; or, move to override the consent - something we all hope is avoided. 5. After final design is completed the project would then move forward for a construction contract to be approved by the board. This is the process - as I understand it - I have copied Tony and Lisa should either of them wish to weigh in Gary From: Frank Boyles [mailto:FBoyles@CityofPRIORLAKE.com] Sent: Friday, October 73,2077 5:57 PM To: Shelton, Gary Cc: Jason Wedel Subject: Cr21.lTH73 corridor study I have been asked by my council to provide them with each of the forthcoming steps in this decision making process. It seems to me that we need to be in sync with one another as we proceed. Have you identified a process and timeline that you can share with me? 1 1. Your City Council and the Project Management Team will hear and review the information from SRF related to impacts on city streets and the overall system. As I understand it your Council willget that information tonight - I think the PMT may already have it - and I assume that the Council will provide some feedback for the PMT to take into consideration at that workshop. Apparently the PMT even has some question about this. At Monday's work session I believe that my council will try to delete one of the four options before that meeting is done. Thanks Sent from my iPhone 2