HomeMy WebLinkAbout7A - Traffic Signal @ CSAH 42 and Timothy Avenue
Sen~ by: CITY OF SAVAGE
6128822656;
11/26/97 17:50;
JeNax #465;Page 2/4
(0
CITY OFFICES
6000 McColl Drive (County Road 16) . Sanao, MN SS378-146~
Telepbone: 612-111-1660. Fax: 611-882-1656
TO: Dave Umnacht, Scott County Administrator
Brad Larson, Scott County Highway Engineer
Frank Boyles. Prior Lake City Manager
Greg Illka, Prior Lake City Engineer
FROM: Stephen P. King. Savage City Administrator
SUBJECT: Access Issues 00 CSAH 42 from TH 13 to BooDe Avenue
DATE: November 26. 1997
Dear Gentlemen:
.\:
Thank you for meeting with us on Monday, November 24, 1997 to discuss a proposed development
in the northwest quadrant ofm 13 and CSAH 42, and its impact on access to CSAH 42, fr~m TH
13 to Boone Avenue. !
We found Monday's meeting to be a productive and encouraging exercise in collective p!'Pblem
solving. Through this letter, I want to express the understandings and positions of the City of
Savage, as we emerged from this meeting. We hope this letter will serve as a basis for further
discussion and facilitate adoption of an appropriate cooperative agreement. Please revic1w and
I
provide feedback on the following points: I
1. Only one si2nallzed intersection on CSAlI 42. between TH 13 and BooDe AVenue.
Consistent with the County's desire for appropriate spacing between intersectioqs with
CSAH 42, the City of Savage agrees that there can only be one signalized inter?ection
between Boone A venue and TH 13.'
2. Need for local stre~t alternatives to CSAH42. The City of Savage acknowleqges its
responsibility for helping to alleviate traffic congestion on CSAH 42 through the PrQvision
of parallel and other local street systems. The City of Savage has already constructed, a Ci ty
collector street, Connelly Parkway. between Boone Avenue and TH 13. The City also
recognizes the need for local street connections between Rutgers and Timothy Avemles, via
frontage roads on both sides of CR 42, and connections westward to Boone A venuf.
3. The best location for a sl&nallzed intersection between TH 13 and BooDe AveD~e is nt
Rut2en. While the City of Savage still maintains that a short-term signalized intet,section
at Timothy Avenue is a viable alternative, it recognizes and acquiesces to the oppo~ition
--_~'_'__"""'~"''';''-Y''.''.'''''';~'_~:~~'':7:~;;:::':':.l_~~r,;.;.~i'i\;.'-:;
tient oy: G1IY O~ SAVAGE
6128822656;
11/26/97 17:51; Jedax #465;page 3/4
Access Issucs on CSAH 42
from TH 13 to Boone Avenue
Novembcr 2b, 1997
~.
-2-
~.
expressed by the City of Prior Lake and Scott County to that concept. The City's wjlf~ngness
to accept Rutgers, however, is dependent upon the other assumptions and unders~anding
expressed in this memo.;
4.
.,
Access to CSAH 42 will be provided oply throurh public streets. The City o(!Savage
acknowledges Scott County's policy regarding access to County roads. In this re~d, the
City of Savage recognizes that Rutgers and Timothy, on the north side of CSAH ~2, will
need to be public. rather than, private street connections with CSAH 42.
5.
~::~t ~~Ub:~I~~I~:eD:?:::::~:~St;tt~u'::;:a~~~:::::i~e:~S~~:~~~~~~~e:::d:~:
The City understands that Scott County is willing to commit to early installation o~signals
at Rutgers. The City understands that the light should be installed at or before the ~pening
of commercial establishments within the proposed retail development in Savage. t
6.
Scott COUDty and the City of Savaie will cooperate 00 aD appropriate str~et cODbec~jon
that wfll meet the needs of the propQsed retail development. The City ofjSavage
understands and appreciates that Scott County will work with the City to provide an a!tequate
connection between Rutgers and the proposed retail development. The precise naturF of this
commitment remains to be developed. Among the options to be evaluated wJll be a
temporary roadway within the right-of-way currently possessed by Scott County on t.l)e north
side ofCSAH 42. The City of Savage understands that Scott County will take a sutfstantiaJ
role in securing any additional needed right-of-way. In the further developmen~ of this
committnent. due diligence will be given to the reasonable marketing expectations expressed
by Rainbow Foods and other occupants of the new retail development in Savage. ~
~:
Because of safety concerqs. access to Timothy Avenue will require limjtatlons.~ There
must be equitable treatment for the cities of Savave and Prior Lake with re&arl to the
quality of access provided at Timotby. Thc City of Savage recognizes the prox~ity of
the Timothy A venue intersection to TH 13 presents traffic safety concerns. It also re4>gnizes
that this concern is the primary motivation for Scott County's opposition to a signalized
intersection at Timothy. In recognition of this consideration, the City of Savage istwilling
to work with the County and intercede with the proposed retail developers and land owner
.,
to facilitate development of a signalized intersection at Rutgers. The City of Savag~ insists,
however, that whatever limitations are placed on access at Timothy on the Savag~ side of
CSAH 42, must also apply to the Prior Lake side of CSAH 42. There is no sustainaijle basis
for any other approach. If necessary, the City of Savage will support landowper and
developer efforts to secure such equity. ;
7.
"i.
In the course of the 11/24 meeting, two approaches for equitable limited access to "timothy
were identified: 1) Right-in/right-out only; and 2) right-in/right-out with free left ~ums in.
~enL oy: G1IY U~ ~AVAG~
6128822656;
11/26/97 17:51; J~dax #465;page 4/4
Access Issues on CSAH 42
from TH 13 to Boone Avenue
-3-
November 26~ 1997
:~
The City of Savage prefers the second approach but is willing to work with the first ap~roach
in the interest of safety. Again, the selected alternative must apply to both Prior L*e and
Savage.
8. TH 13/CSAH 42 area tramc study by SRF would beDefit from additional analv.b. As
a result of the 11/24 meeting. there was consensus that the SRF study lacked certain 4esired
information. It was noted that the development scenario for the parcel immediately test of
the proposed retail development in Savage was limited. Traffic projections from t~at site
were predicated on the development of a movie theater complex. It was noted that other,
equally plausible retail developments for that site could generate considerably higherttraffic
counts. It was suggested that SRF be asked to evaluate additional alternatives for tb,at site.
It was also noted that such analysis would not change the fundamental conclusion;'ofthe
study: That the best location for a signalized intersection is at Rutgers.
Scott County also expressed the view that the SRF study should have included some apalysis
of the development consequences attendant to the other four quadrants of the TH ~ 3 and
CSAH 42 intersection. While the City of Savage recognizes value in developing such
information, it will not change the basis conclusion of the study: That Rutgers is tbe best
location for a signalized intersection. Nevertheless, City staff has talked to SRF aqd they
will issue an addendum to their report addressing the concerns identified by Scott qounty.
I hope the foregoing comments help clcarly convey positions of the City of Savage. Tljcy arc
offered to stimulate further discussion and dcvelopment of specific commitments. We will remain
focused on a collaborative approach to our mutual problems, opportunities, and other interest~ in this
key site. Please feel free to contact me, City Engineer Dave Hutton, or Economic Devel4pment
Director Barry Stock on any of these matters. If you disagree with any of these points"fplease
contact me as soon as possible. We look forward to a response.
Sincerely,
s~~ A~
Stephen P. King ~
City Administrator
SPK/rjl
F:\US ERS\B E R l\ACCESS42. N 26
;J
STAFF AGENDA REPORT
AGENDA #:
PREPARED BY:
7A
GREG ILKKA, PUBLIC WORKS DIRECTOR/CITY
ENGINEER
CONSIDER APPROVAL OF RESOLUTION 97 -XX
RECOMMENDING SCOTT COUNTY DENY A REQUEST
FOR INSTALLATION OF A TRAFFIC SIGNAL AT
COUNTY STATE AID HIGHWAY 42 AND TIMOTHY
AVENUE.
SUBJECT:
DATE:
DECEMBER 1, 1997
INTRODUCTION:
The purpose of this agenda item is to consider approval of
Resolution 97 -XX which recommends Scott County deny a
request for the installation of a traffic signal at the
intersection of County State Aid Highway (CSAH) 42 and
Timothy Avenue, on the border of the cities of Prior Lake
and Savage. See the enclosed location map.
BACKGROUND:
The city of Savage has received a development proposal for
property located in the northwest quadrant of the CSAH 42
and TH 13 intersection. The proposal includes a Rainbow
Foods store and miscellaneous smaller retail stores. The
developer has represented that the only way the
development will work is to have a full access intersection
with a traffic signal located at Timothy Avenue, a short one-
eighth of a mile west of the TH 13 intersection. The City of
Savage commissioned a traffic study to determine the
feasibility of locating a traffic signal at this location. The
traffic study has now been completed and the Scott County
Engineer has requested the City of Prior Lake provide
comments and recommendations on the study.
DISCUSSION:
The traffic study evaluated five access alternatives. Two of
these alternatives addressed the traffic conditions as a result
of the initial (Rainbow Foods store only) development.
These alternatives evaluated a signal at Timothy Avenue
only or a signal at Rutgers Sreet only. Rutgers Street is the
next intersection west of Timothy on CSAH 42.
Three of the alternatives addressed full-build development
when the entire area north and west of the CSAH 42rrH 13
162(J()lE8~ Creek Ave. S.E., Prior Lake, Minnesota 55372-1714 / Ph. (612) 447-4230 / Fax (612) 447-4245
AN EQUAL OPPORTUNITY EMPLOYER
intersection is developed. Two of these alternatives
evaluated a signal at Timothy Avenue only, the difference
being the location of left turn access to the residential area
south of CSAH 42. The final full build alternative evaluated
a signal at Rutgers Street only.
Results of the traffic study indicate that under projected
traffic conditions for the year 2020 the lack of spacing
between Timothy Avenue and TH 13 will cause queuing
conflicts. This means there is not enough space between
Timothy and TH 13 to provide for the stacking distance
required for vehicles lined up to make a left turn onto
Timothy. The County has indicated that since the opening
of the Bloomington Ferry Bridge, traffic growth has
exceeded projections. Most likely the problems would be
encountered long before the year 2020. This analysis does
not factor in future development of the remaining quadrants
at this intersection.
Included is a copy of the study's conclusions (Council has
previously received a copy of the full report). As indicated,
considering projected traffic volumes, the best location for
the signal is at Rutgers Street. Although the conclusion
discusses the possibility of a temporary signal at Timothy
Avenue, later moved to Rutgers Street, it is staffs opinion
this was a suggestion in deference to the developer and
would be ill-advised.
CSAH 42 is currently classified as a Principal Arterial with
access spacing guidelines of one-half mile. Scott County's
guidelines would allow one-quarter mile access spacing.
CSAH 42 is also currently the subject of a Corridor Study to
evaluate its functional classification and to try to provide
recommendations to resolve the access vs. mobility conflicts
that already exist, especially in Burnsville and Apple Valley.
A signal at Rutgers Street would be consistent with the
County's access spacing guidelines and with the efforts of
the Corridor Study to balance the needs of access vs.
mobility. The same cannot be said of a signal at Timothy
Avenue.
City staff has met with staff from the City of Savage and
Scott County. Each agency agrees that the appropriate
location for the traffic signal is Rutgers Street. Savage's
concern is whether this will kill the development or not. Scott
County and Savage have agreed to propose they share
costs with the developer to construct a temporary frontage
TIM42.DOC
road from Rutgers Street east towards the development
within the north right-of-way of 42. It is unknown at this time
whether the developer will go forward or not.
ISSUES:
As Council is aware, the residents along Timothy Avenue
are adamantly opposed to a signal at Timothy and 42. Their
reasons are multifold, but can probably be paraphrased as a
great concern for the degradation of their quality of life due
to increased traffic. A signal at Timothy would encourage
traffic exiting the development and heading south on TH 13
to bypass the CSAH 42/TH 13 signal by going through the
residential area down Timothy to Boudin and out to TH 13.
A signal at Rutgers would not encourage this bypass
because Rutgers is a circuitous route through the residential
areas and does not provide a shortcut.
The study suggested mitigating the bypass traffic impact by
closing the Timothy/Commerce intersection so southbound
traffic could not shortcut through Timothy. The residents are
concerned about what this does to the access to their
neighborhood, particularly as the plan for the Commerce/TH
13 intersection currently exists. The current plan calls for a
full access intersection for Commerce at TH 13 and for
Boudin to become a right-in-right-out intersection. A more
appropriate long term solution would be to construct both
Commerce and Boudin as frontage roads that lead to a
common signalized intersection. At that point in time
Timothy Avenue could be closed at Commerce with less of
an effect on access to the neighborhood.
Business owners along Commerce in this area are
concerned about access to their businesses. This issue was
raised in 1996 when the City was involved in the TH 13
Corridor Study with MnDOT. MnDOT addressed the
concerns for access from TH 13 by proposing to bring
Commerce further south as a frontage road and provide a
full access intersection with TH 13. Scott County addressed
the concerns for access from CSAH 42 in a July 30, 1996
letter to the City (copy enclosed). The County indicated that
the intersection of Timothy and CSAH 42 would not be
altered to restrict access/egress from either direction until
such time as conditions change that directly affect the safety
of motorists at this intersection. Regardless of whatever
decision the County makes with regard to access to this
proposed development we would hold the County to this
previous committment.
TIM42.DOC
ALTERNATIVES:
RECOMMENDA TION:
TIM42.DOC
In accordance with City Council directive we have notified
residents and business owners along Timothy, Natalie,
Denese, Lois, Boudin, Rutgers, and Commerce that this
issue would be on the City Council agenda on Monday
December 1, 1997. Over 200 notices were sent out on
November 24, 1997 indicating the place, date, and time for
the Council meeting. We expect residents and business
owners to be present for the discussion.
In accordance with Scott County's policy on cost
participation, funding for a traffic signal at Rutgers would be
split between Scott County and the Cities of Prior Lake and
Savage according to the number of legs of the intersection
within the respective jurisdiction. The City of Prior Lake
would be expected to fund one-fourth of the signal
installation. If the traffic predictions prove correct, the City's
share could be incorporated into the Capital Improvement
Program, advance funded by Scott County, and paid to them
in the programmed year.
The owners of the Prior Lake County Market have notified
the City of their concern about the City considering this
traffic signal. The TH 13/Five Hawks traffic signal near their
store has been programmed by the City for a number of
years, but never constructed. It has never been constructed
because a 1992 Signal Justification Report indicated that the
existing conditions did not meet the warrants for a traffic
signal, but if CSAH 23 were re-aligned to intersect at this
same location warrants would be met. Scott County has not
programmed the re-alignment of CSAH 23 into their plan at
this time. The distinction between these cases is that with
the predicted traffic from the proposed development on the
north side of 42, a signal on CSAH 42 at either Timothy or
Rutgers will be warranted.
The alternatives are as follows:
1. Approve Resolution 97 -xx recommending Scott
County deny a request for a traffic signal at the
intersection of CSAH 42 and Timothy Avenue.
2. Deny the resolution for a specific reason.
3. Table this item for a specific reason.
The recommendation is Alternative No.1, approving the
resolution.
ACTION REQUIRED:
TIM42.DOC
Motion and
alternative.
second to approve the
4
recommended
RESOLUTION 97-XX
RESOLUTION RECOMMENDING SCOTT COUNTY DENY A REQUEST FOR
INSTAllATION OF A TRAFFIC SIGNAL AT CSAH 42 AND TIMOTHY AVENUE
MOTION BY:
SECOND BY
WHEREAS, the City of Savage has received a development proposal that requests a
traffic signal at the intersection of Timothy Avenue and CSAH 42, and
WHEREAS, the City of Savage has had a traffic study conducted to evaluate the
feasibility of a traffic signal at the intersection of Timothy Avenue and
CSAH 42, and
~~AS. the results of the traffic study show that the Rutgers Street and CSAH 42
vvR intersection is more appropriate than the Timothy Avenue and CSAH 42
intersection, and
W~EAS' a traffic signal at the Rutgers Street and CSAH 42 intersection is
consistent with Scott County access spacing guidelines and with the
current efforts of the CSAH 42 Corridor Study while a traffic signal at
Timothy Avenue and CSAH 42 is not.
NOW, THEREFORE, BE IT RESOLVED BY THE CITY COUNCil OF PRIOR lAKE,
MINNESOTA, the City of Prior Lake hereby recommends to the Scott County Engineer
and the Scott County Board of Commissioners that the request for a traffic signal at the
Timothy Avenue and CSAH 42 intersection be denied.
IT IS FURTHER RESOLVED that the County should honor its committment to not alter
to restrict the access/egress of the Timothy Avenue and CSAH 42 intersection from
either direction until such time that conditions change that directly affect the safety of
motorists at this intersectrion, as outlined in its July 30, 1996 letter to the City.
Passed and adopted this 1st day of December, 1997
YES
NO
Andren
Kedrowski
Mader
Robbins
Schenck
Andren
Ked rowski
Mader
Robbins
Schenck
{Seal}
Frank Boyles
City Manager
City of Prior Lake
TIM42.DOC
'I'
TII," IZIW
...~. ~.
-t
!.O"
TOP Dft..
1l34th ~T J
J
PROJECT
LOCATION
~
~';Si
... .
t. g
.I\.l
-
w
~
~
&
~
,"'tr>
Il
-+-
ec. nUMlt,...,,,;w mr.
'" CITY OF SAVAGE r FIGURE ~
rmB
PROJECT LOCATION 1
Coan1tIa& Crnp, IDe.
TH 13 / CSAH 42 AREA TRAFFIC STUDY
.,...-
David Hutton, P.E.
- 13 -
November 3, 1997
access limitation impacts. The spacing of access along a roadway impacts the minimum
speed and mobility that may be attained. The functional classification of CSAH 42 is
under review and may be downgraded from a Principal Arterial to an "A" Minor Arterial.
If this change is made the access spacing becomes more lenient. Quarter mile spacing is
recommended for full access intersections on County Highways.
CONCLUSION
The traffic analysis perfo~ed for this study has shown that for, the benefit of CSAH 42
traffic signal operations and traffic safety issues, only one signalized intersection should
be allowed between Boone Avenue and TH 13. Considering traffic volumes projected
through the year 2020, the best location for this signal is at Rutgers Street. In conjunction
with the one signal at Rutgers Street, a partial access intersection at Timothy A venue, as
shown with Alternative 5, is feasible.
During the interim, between now and sometime before the year 2020, the existing and site
generated traffic can be handled with signalized access at Timothy Avenue and partial
access at Rutgers Street as described in Alternatives 3 or 4. Thus Timothy Avenue could
be constructed as a temporary signal and then moved to Rutgers Street as shown in
Alternative 5 when traffic levels increase. This scenario is complicated by the fact that
moving the signal wilr require a written agreement with specific guidelines for
determining when the change will occur.:. The traffic queues generated by this
configuration will build over time and eventually exceed the 660 foot spacing between
the intersections, presenting a safety problem.
Intersection spacing guidelines recommend 1/2 mile spacing for full-access intersections
along a Principal Arterial. This guideline implies Boone Avenue and TH 13 would be the
only signalized intersections allowed in the study area. The status of the Principal
Arterial classification for CSAH 42 is currently the subject of a multi-agency sponsored
study and the Classification of this roadway may change.
In addition to traffic operations issues, consideration must also be given to the impact
each alternative has on the residential and commercial areas in the City of Prior Lake
south of CSAH 42. At this time the City of Prior Lake has not provided clear indication
of a preferred alternative.
EDM:bba
SCOTT COUNTY
BOARD OF COMMISSIONERS
COURTHOUSE 109
428 HOLMES STREET SOUTH
SHAKOPEE. MN 55379-1382
(612) 496-8100
RALPH T. MALZ, DISTRICT 1
WILMA E. BEllM, DISTRICT 2
ART BANNERMAN, DISTRICT 3
DICK UNDERFERTH, DISTRICT 4
ED MACKIE. DISTRICT S
Fax: (612) 496-8180
Frailk Boyles
City Manager
16200 Eagle Creek Avenl.r- SE
Prior Lake, MN 55372.
)AGf\'S, Off\Ce
~. fT'{ Of'pfl\OR \.AI<E. \m
\U) t-.UG 1199~ ~
~\tl\11i
July 30, 1996
Re: CSAH 42 @ Timothy Avenue
TH 13 Plan
Dear Frank:
Thle; is in response to Yliur ietter of July 23, ! 996 expressing the City'~ concern br rn.:.in~dl:'!i1g full
dccess at the CSAH 42iTirnothy Avenue intersectioil. J have discussed :his cor.cern wirh ~ti.iff and
rnv fellow commiss:ont=-:.s. It is our consensus that under the present development dnd traffic
cot10iiior,s, the ir.tei5eC~i,";:! of Timothy Avenue and CSAH 42 \vou!d not be altered to restrict
access/egress from either :jirectlon.
However, Scott County "..ijj continue to monitor this drea as land :Jse and traffic patterns change. If
future conditions arise rh~t endangers tr.e> safety of the motorists using this intersection, Scott
County will consider app.:opriate remedies to that ~itJa!!on.
in summary, Scott C~Ui)ty, based or; existi:1g conditions and past expenence, I~ nm pianning (0
alter the present access 1"<:; Timothy Avenue. Should (;onditions change that directly affect the safety
of motorists at this intersf"C!lon we will address appropriate remedies.
Please do not hesitate to cuntact liS if you need addit;onal information.
,-
".'\.. ......
. ::...':; "" . ..... .
Dick Underferth
County Commissicne:,
" ," - ....,
.. .".....
c: Gary L. Cunningi-:::tm, County Administrator
Bradley J. Larsor., Associate Administrator - Public 'vVorks and Lands
DU/jkf An Equal OpportunityfSafety Aware Employer
AGENDA #:
PREPARED BY:
SUBJECT:
DATE:
BACKGROUND:
DISCUSSION:
STAFF AGENDA REPORT
;~ BOYLES. CITY MANAGE~~
PRESENTATION - SANDEE WRIGHT AND BUSINESS
OWNERS REGARDING TIMOTHY AVENUE AND CSAH
42 INTERSECTION.
NOVEMBER 3, 1997
Councilmembers may be aware that a developer has
proposed a commercial development on the Northwest
quadrant of County Road 42 and State Highway 13 in
Savage. The initial development contemplates a Rainbow
Foods store. However, the ultimate development includes
a second large anchor and additional retail facilities. The
developer has indicated that for the development to work
that both Connelly Lane and Timothy Avenue would be
needed as full access intersections.
The City of Savage and the City of Prior Lake met with
the developer. The two cities agreed that it would be
appropriate to have a traffic study performed to analyze
the alternatives for placement of a traffic signal on County
Road 42. Savage's motivation is to determine whether
there is engineering criteria which would validate the
appropriateness of a full access intersection with signals
at Timothy and County Road 42. The County has
historically taken the position that this intersection would
be too close to the TH 13 / County Road 42 intersection.
The City of Prior Lake, on the other hand, has been
concerned about the impact such a development would
have on residents of Timothy Avenue and conversely on
the businesses along Commerce Avenue.
I have previously shared a draft copy of the engineering
study with Councilmembers. Sandee Wright, a resident of
Timothy Avenue, has also received a draft copy as have
the business owners along Commerce Avenue. A final copy
of the traffic analysis is to be provided on Friday,
November 1st, which is after the deadline for the agenda
distribution.
The preliminary study indicates that in the short run, a
full access traffic intersection would function
16200 Eagle Creek Ave. S.E., Prior Lake, Minnesota 55372-1714 / Ph. (612) 447-4230 / Fax (612) 447-4245
AN EQUAL OPPORTUNITY EMPLOYER
appropriately at Timothy Avenue, but that in the long run,
the appropriate signalized full access intersection should
be located at Rutgers and County Road 42. The County is
of the opinion that the distance between the Timothy
Avenue intersection and the TH13 intersection would be
too short for safety purposes and consequently, the
Timothy - Avenue intersection should remain as is. It
should be noted that these positions have not been
approved by the County Board but are only preliminary
staff reSponses.
While there is no specific proposal before the Savage City
Council, Scott County, or the City of Prior Lake, Ms.
Wright asked in an October 23, 1997 letter to Mayor
Andren for the opportunity to address the City Council at
its November 3rd meeting. I have therefore placed this
item on the agenda as a presentation item. In fairness, I
,.have contacted a number of business owners along
Commerce Avenue since any revisions to the existing
Timothy Avenue / CSAH 42 intersection would also affect
them. One or more of them may be in attendance to
express their views as well.
Until the. City receives a specific proposal either from the
County or City of Savage to modify the Timothy Avenue
intersection in one fashion or another, it does not appear
appropriate to take any action aside from collecting input
from the neighbors and property owners.
Attachment
58111397.DOC
October 23, 1997
Mayor Lydia Andren
City of Prior Lake
16200 Eagle Creek Avenue
Prior Lake, MN 55372-1714
Dear Mayor Andren:
Thank you so much for taking the time to return my phone call yesterday. This letter is to confirm my
understanding that the representatives of the Timothy Avenue residents will have an opportunity to speak on
the proposed stoplight intersection at Timothy Avenue, and that our presentation/comment time will be
placed on the November 3rd council meeting agenda.
Please let me know if this is different from your understanding, as soon as possible. Otherwise, we will be
planning to attend and comment at the November 3rd meeting.
Again, thank you for your cooperation and assistance.
Sincerely,
~
Sandee Wright
14300 Timothy Avenue
Prior Lake, MN 55372-1473
cc: Mr. Frank Boyles, City Manager
',~- -
'~c ONSULTING
GROUP,
I N c.
Transportation · Civil. Structural. Environmental. Planning. Traffic. Landscape Architecture. Parking
SRF No. 0972802
DRAFT
MEMORANDUM
TO: David Hutton, P.E.
City of Savage
FROM: Dennis Eyler, P.E., Principal
Erik Minge, P.E., Senior Engineer
DATE: October 16, 1997
SUBJECT: TH 13/CSAH 42 AREA TRAFFIC STUDY
INTRODUCTION
As you requested, we have completed a traffic study for the proposed development in the
northwest quadrant of TH 13 and CSAH 42 in Savage, Minnesota (see Figure 1: Project
Location). This study includes an analysis of the existing and future traffic conditions
within the study area. Traffic was generated and distributed to the surrounding roadways
for both the proposed and future developments. Several alternatives were developed to
provide access to the site. These alternatives were evaluated with respect to the signal
coordination along the rn 13 and CSAH 42corridors.
EXISTING CONDITIONS
Both TH 13 and "CSAH 42 are 4-lane divided roadways within the study limits. The
posted speed limit on each roadway is 40 mph. TH 13 is classified as a "A" Minor
Arterial. The classification of CSAH 42 as a Principal Arterial is currently under review.
The following full access intersections are located on CSAH 42 between Boone Avenue
and TH 13: Boone Avenue, Harbor Place, Rutgers Street, and Timothy Avenue. Three
private driveways between Rutgers Street and Timothy Avenue also have access to
CSAH 42. Intersections on TH 13 are located at Connely Parkway, CSAH 42, and
Commerce Avenue. The only intersection currently signalized is TH 13 and CSAH 42.
The remaining intersections are minor approach stop-controlled. (see Figure 1: Project
Location).
One Carlson Parkway North, Suite 150, Minneapolis, MN 55447-4443
Telephone (612) 475-0010 . Fax (612) 475-2429 . http:j jwww.srfconsulting.com
An Equal Opportunity Employer
David Hutton, P .E.
-2-
October 16, 1997
Traffic operations were analyzed at the following intersections:
· TH 13 and Connely Parkway
· TH 13 and CSAH 42
· TH 13 and Commerce Avenue
· CSAH 42 and Boone A venue
· CSAH 42 and Harbor Place
. CSAH 42 and Rutgers Street
. CSAH 42 and Timothy Avenue
Existing traffic operations in the p.m. peak hour were analyzed using current traffic
counts (see Figure 2: Existing P.M. Peak Hour Traffic Volumes). Analysis found all of
the intersections to operate at an acceptable Level of Service C or better, with the existing
traffic controls and geometric layout.
PROPOSED DEVELOPMENT
The proposed development would be located in the northwest quadrant of TH 13 and
CSAH 42. The development includes large retail and grocery stores, as well as several
outlying businesses. There is potential for future development immediately west of the
current proposed site (see Figure 3, Proposed Site Plan).
The existing p.m. peak hour at the intersection of TH 13 and CSAH 42 is from 4:45 to
5:45 p.m. The p.m. peak. hour was selected for analysis because the traffic generated by
the proposed development will have the most impact on the surrounding roadway system
during this hour.
TRAFFIC FORECASTS
Trip generation rates were estimated for the specific proposed land uses based on the
rates obtained from the 1991 ITE Trip Generation Reports (see Table 1: Trip Generation
Rates). Rates for the grocery/retail store anchor of the proposed development were
calculated in two ways. First as a combined shopping center rate and then as separate
rates for grocery and retail. The more conservative higher rate generated by the separate
grocery and retail rates was selected. Appropriate trip generation rates were used for the
remaining land uses.
For future development, a shopping center rate was assumed for the seven outlying lots.
The 14 acre site immediately west of the proposed site was assumed to be developed as a
movie theater complex. Trips were generated based on this land use.
David Hutton, P.E.
- 3 -
October 16, 1997
Trips were also generated for the proposed residential developments north of the study
area. A rate of one trip per household was assumed during the p.m. peak hour.
TABLE 1
TRIP GENERATION RATES
TH 13/CSAH 42 AREA TRAFFIC STUDY
LAND USE TYPE SIZE TRIP RATE TRIPS IN (PM) TRIPS OUT (PM)
Proposed Development
Grocery 50,000 SF 10.34 259 259
General Retail 55,000 SF 10.27 282 282
Fast Food wi Drive Thru 4,000 SF 36.56 73 73
Liquor Store 7,500 SF 15.14 57 57
High-turn Sitdown Rest. 7,000 SF 12.92 45 45
Video Store 6,500 SF 15.14 49 49
Drug Store 14,000 SF 15.14 106 106
Bank wi Drive Thru 6,000 SF 43.63 131 131
15% Reduction* -69 -69
Subtotal 933 933
Future Development
Movie Theater 3,400 seats 0.061 132 74
Shopping Center 100,000 SF 6.56 328 328
Subtotal 460 402
Total Site Traffic 1393 1335
Other Development
Residential Development 540 lots 1.00 378 162
*
All but the first two land uses from the proposed development were reduced by 15 percent to
reflect multiple use trips.
The directional trip distribution for the proposed site-generated traffic was based on
current distribution of traffic in the project area, during the p.m. peak period. A differing
rate in the north and south directions was used to reflect the heavy southbound movement
during the p.m. peak hour (see Figure 4: P.M. Peak Hour Directional Distribution). The
site generated trips were reduced to reflect multiple use and bypass trips.
David Hutton, P.E.
-4-
October 16, 1997
ACCESS ALTERNATIVES
The following five alternatives were developed to accommodate both the short and long-
term development plans for the site (see Figures 5 to 9).
· Alternative 1: Addresses proposed development only. Analysis based on existing
traffic levels plus traffic generated by the proposed development. Provides full access
on CSAH 42 with a signalized intersection at Timothy A venue. Site access is also
provided from Connely Parkway. Access to the residential areas south of CSAH 42 is
provided at Harbor Place and Rutgers Street. Access is also retained to the north to
the golf driving range.
· Alternative 2: Addresses proposed development only. Analysis based on existing
traffic levels plus traffic generated by the proposed development. Provides full access
with a signalized intersection at Rutgers Street. Site access is also provided from
Connely Parkway. Access to the residential areas south of CSAH 42 is provided at
Harbor Place and Timothy A venue. The building at the golf driving range would
have to be removed or relocated.
· Alternative 3: Addresses full-build development. Analysis based on existing traffic
levels plus traffic generated by future developments (full-build) and the proposed
residential developments north of the site. Provides full access with a signalized
intersection at Timothy A venue and partial access at Harbor Place. Access to the site
is also provided from Connely Parkway. Access to the residential areas south of
CSAH 42 is provided at Harbor Place and Rutgers Street.
· Alternative 4: Addresses full-build development. Analysis based on existing traffic
levels plus traffic generated by future developments (full-build) and the proposed
residential developments north of the site. Provides full access with a signalized
intersection at Timothy A venue and partial access at Harbor Place. Access to the site
is also provided from Connely Parkway. Access to the residential areas south of
CSAH 42 is provided at Harbor Place and Rutgers Street. The only difference
between alternative 3 and alternative 4 is the location of left turn access to the
residential area south of CSAH 42.
· Alternative 5: Addresses full-build development. Analysis based on existing traffic
levels plus traffic generated by future developments (full-build) and the proposed
residential developments north of the site. Provides full access with a signalized
intersection at Rutgers Street and partial access at Timothy A venue. Access to the
site is also provided from Connely Parkway. Access to the residential areas south of
CSAH 42 is provided at Harbor Place and Timothy Avenue.
David Hutton, P.E.
- 5 -
October 16, 1997
Hill access movements into and out of residential areas south of CSAH 42 will likely be
restricted as described for each alternative. In some cases a northbound to westbound
movement must be made by first heading east and then taking a V-turn at the first
signalized intersection. Traffic accessing Harbor Place will be especially impacted
because CSAH 42 provides the only access to this area. The geometries at relevant
intersections must be reviewed if V-turns are to be provided. The locations of V-turn
maneuvers are indicated in figures 5 to 9.
Note that these alternatives address both interim and ultimate conditions. Alternative I
could be selected to accommodate the proposed development and, as further development
occurs, alternatives 3 or 4 could be implemented to handle the increased traffic.
Similarly, alternative 2 could be upgraded to alternative 5.
IMPACT TO PRIOR LAKE
The proposed alternatives will impact the residential and commercial areas of Prior Lake
in the southwest quadrant of TH 13 and CSAH 42. The impacts to the residential
neighborhoods of Prior Lake are found primarily in alternatives 1,3, and 4 which provide
full access at Timothy A venue. Some of the traffic generated by the proposed
development and from CSAH 42 west of Timothy A venue will use Timothy A venue to
bypass the TH 13/CSAH 42 intersection. These motorists would travel south to Boudin
Street and east to TH 13. Since only right-in-right-out movements will be allowed at
Boudin Street and TH 13, the reverse movement is not possible. In addition, alternatives
which provide partial access at Timothy Street will also experience some of the same cut-
through traffic.
The following options will mitigate the cut-through traffic on Timothy Avenue:
--..A,. (I. Close Timothv Avenue at Commerce Avenue. I
~ 2. Make the intersection of Timothy Avenue and Commerce Avenue a one-way out in
the northbound direction.
3. If Timothy Avenue is full-access, prohibit north/south through movements at
CSAH 42.
4. Install traffic calming measures such as speed humps or intersection throating along
The first two options listed above would be the most effective at eliminating cut-through
traffic while still maintaining access at Timothy Avenue. Note that cut-through traffic is
not likely to use Rutgers Street because the trip to TH 13 would be circuitous (see Figure
1: Project Location).
David Hutton, P.E.
-6-
October 16, 1997
The proposed alternatives will also affect access to the commercial area in the southwest
quadrant of TH 13/CSAH 42. Currently Timothy A venue is full access, allowing
movements to and from both directions of CSAH 42. Alternatives 1, 3, and 4 maintain
this full connection. Alternatives 2 and 5, however, allow right-in-right-out and left-in
movements, but prohibit the left-out movement. This northbound to westbound
movement could be made by turning east onto CSAH 42 and then taking a u-turn at TH
13 to head west. Another option for improving access is to construct a frontage road
between Rutgers Street and Timothy A venue south of CSAH 42.
FUTURE TRAFFIC OPERATIONS ANALYSIS
In order to determine how well existing and proposed roadways will accommodate the
proposed developments, a traffic operational analysis was conducted for each of the
proposed alternatives. Using existing traffic volumes, trips generated, and the directional
trip distribution, future p.m. peak hour traffic volumes were calculated for each
alternative (see figures 10 to 14).
The volumes and geometries were modeled with the SYNCHRO 3 traffic analysis
software. All of the intersections to be signalized in each alternative were modeled to
operate in a coordinated system with signal interconnect. The software selected 120
seconds as the optimal cycle length for all of the intersections, but after discussion with
MnlDOT traffic personnel, a cycle length of 150 seconds was selected as more realistic
for the corridors. The signals were allowed to operate with leading or lagging left-turn
phasing. Signal timings were adjusted at Boone A venue and CSAH 42 to account for the
low-volume of traffic on Boone A venue. To provide more realistic timing, the minimum
pedestrian crossing time was used.
The traffic analysis provided volume to capacity ratio (V/C), Level of Service (LOS),
intersection delay, and queue lengths for each of the intersections for each of the
alternatives (see Table 2: Operational Analysis by Alternative).
In addition, a signal warrant analysis was conducted for each of the proposed signalized
intersections. Warrants I, 2 and 8 examine traffic in the eighth highest hour. Warrant 11
examines p.m. peak period traffic (see Table 3: Warrant Analysis).
TABLE 2 SRF 2802
OPERATIONAL ANALYSIS BY ALTERNATIVE
TH 13/CSAH 42 AREA TRAFFIC STUDY
Alternative 1 .
Intersection Through Queue Length (ft) Left Turn Queue Length (ft)
Intersection V/C LOS Delav (sec) 50th I 95th oercentile 50th I 95th oercentile
42/Boone 0.34 A 6
42ffimothy 0.56 C 18 WBT 100' I 350' WBL 90' I 160'
42/13 0.82 D 29 EBT 390' I 520' EBL 140' I 240'
13/Connely 0.58 B 13
13/Commerce 0.53 B 9
Total Delay 75
Alternative 2
Intersection Through Queue Length (ft) Left Turn Queue Length (ft)
Intersection V/C LOS Delav (sec) 50th I 95th oercenti1e 50th I 95th percentile
42/Boone 0.34 B 7
42/Rutgers 0.47 C 16 WBT 80' I 390' WBL 40' I 100'
42/13 0.83 D 30 EBT 370' I 560' EBL 140' I 250'
13/Conne1y 0.61 C 15
13/Commerce 0.53 B 9
Total Delav 77
Alternatives 3 and 4
Intersection Through Queue Length (ft) Left Turn Queue Length (ft)
In tersecti on V/C LOS De1av (sec) 50th I 95th percentile 50th I 95th percentile
42/Boone 0.45 C 15
42rrimothy 0.66 C 21 WBT 380' I 530' WBL 90' I 160'
42/13 0.89 D 33 EBT 470' I 670' EBL 120' I 210'
13/Connely 0.64 C 16
13/Commerce 0.53 B 9
Total Delay 94
Alternati ve 5
Intersection Through Queue Length (ft) Left Turn Queue Length (ft)
Intersection V/C LOS Delav (sec) 50th I 95th percentile 50th I 95th percentile
42/Boone 0.45 B 15
42/Rutgers 0.60 C 20 WBT 190' 1370' WBL 30' I 80'
42/13 0.91 D 37 EBT 420' I 560' EBL 140' I 240'
13/Connely 0.62 B 14
13/Commerce 0.53 B 8
Total Delay 94
David Hutton, P.E.
-7-
October 16, 1997
TABLE 3
WARRANT ANALYSIS
TH 13/CSAH 42 AREA TRAFFIC STUDY.
WARRANT WARRANT WARRANT WARRANT
INTERSECTION 1 2 8 11
ALTERNA TIVE 1
Boone Ave No No No No
Timothy St Yes Yes Yes Yes
TH 13/CSAH 42 Yes Yes Yes Yes
TH 13/Connely Pkwy No No No Yes
ALTERNA TIVE 2
Boone Ave No No No No
Rutgers Ave Yes Yes Yes Yes
TH 13/CSAH 42 Yes Yes Yes Yes
TH 13/Connely Pkwy No Yes No Yes
ALTERNATIVE 3 + 4
Boone Ave No No No Yes
Timothy St Yes Yes Yes Yes
TH 13/CSAH 42 Yes Yes Yes Yes
TH 13/Connely Pkwy No Yes Yes Yes
AL TERNA TlVE 5
Boone Ave l'\T~ l'\T~ N~ Yes
.L~v .L~v .L v
Rutgers Ave Yes Yes Yes Yes
TH 13/CSAH 42 Yes Yes Yes Yes
TH 13/Connely Pkwy No Yes Yes Yes
The analysis was performed with existing traffic volumes and traffic generated by the
proposed commercial and residential developments only. Long-range traffic forecasts for
the region indicate substantial growth in the area. The Average Daily Traffic (ADT) on
CSAH 42 between Boone A venue and TH 13 is expected to increase from approximately
17,000 to 25,000 by the year 2020, an increase of about 45 percent. The ADT on TH 13
north of CSAH 42 is expected to grow from 16,000 to 21,000 by the year 2020, an
increase of about 30 percent. Additional analysis would be necessary to assess the future
impact of traffic growth in the area.
David Hutton, P.E.
EVALUATION OF ALTERNATIVES
- 8 -
October 16, 1997
Several factors must be considered when evaluating each of the alternatives included in
this analysis. In addition to effective traffic operations, safety issues are also important.
A primary concern with closely spaced intersections is a heavy queue at one intersection
that extends into and conflicts with the operation of an upstream intersection. Queues
generated by left turning vehicles are often critical. Alternatives I, 3 and 4 involve a
signalized intersection at Timothy Avenue, located 660 feet west of TH 13. In order to
avoid conflicting queues between these closely spaced intersections they must operate in
a coordinated fashion. In addition, left-turn lanes for westbound traffic at Timothy Street
and eastbound traffic at TH 13 must be side-by-side in order to allow enough storage
room to accommodate the anticipated demand (see Table 4: Spacing Considerations).
TABLE 4
SPACING CONSIDERATIONS
TH 13/CSAH 42 AREA TRAFFIC STUDY
VARIABLE
1/8 MILE SPACING
1/4 Mll..,E SPACING
Accident rates
Queuing problem potential
Weaving problem potential
Reaction time
Spacing of successive decision points
Side-by-side left turn lanes required
Importance of signal coordination
Signal operation
Consistency with spacing guidelines
average
possible
possible
minimally acceptable
minimally acceptable
yes
hilYh
---0--
good
no
average
low
low
better
better
no
medium
good
yes
Analysis of queuing and weaving conditions indicate that the 1/8 mile spacing between
Timothy Avenue and TH 13 can operate safely. Adequate storage length can be provided
to accommodate most of the projected queue lengths. The only exception is a heavy
queue expected on eastbound CSAH 42 at TH 13 which may conflict with traffic at
Timothy Avenue (see Table 2: Operational Analysis by Alternative). Traffic signal
timing can be adjusted to mitigate this impact.
David Hutton, P.E.
-9-
October 16, 1997
The weaving conflict on westbound CSAH 42 is caused by vehicles making a left at
Timothy A venue. The existing volume for this movement is 80 vehicles in the p.m. peak
hour. Approximately 35 percent or 28 of these vehicles are estimated to originate from
southbound TH 13 and weave to the left turn lane. This volume can make such a
maneuver safely. The weaving conflict for eastbound CSAH 42 is caused by vehicles
exiting left from the development and making a right at TH 13. The exiting volume is as
high as 437. Approximately 35 percent or 150 vehicles are expected to make a right turn
at TH 13. This volume is relatively high but can be handled effectively if the right turn
bay on TH 13 is made long enough to accept this movement.
In order to improve northern access to the proposed development, full access is
recommended from Connely Parkway between 400 and 600 feet west of TH 13. This
location would move the direct access closer to TH 13 while still providing adequate
storage for left-turning vehicles along Connely Parkway.
The correlation between accident rate and intersection spacing is not easily quantified.
Several variables including sight distance, weaving maneuvers and approach speeds
affect the accident rate. A similar spacing exists on TH 55 in Golden Valley where the
speed limit is 55 mph. TH 55 has intersections of Winnetka Avenue and Rhode Island
A venue spaced 1/8 of a mile apart. The next signalized intersection is Boone A venue,
located 1/2 mile to the west. The 1992 MnJDOT accident study found Winnetka A venue
and Boone A venue to have the same accident rate.
The selection of access points along a corridor is subject to considerations such as the
roadway's functional classification, physical limitations, spacing guidelines, existing and
proposed land uses, and the ability to provide frontage or backage roads to mitigate
access limitation impacts. The spacing of access along a roadway impacts the minimum
speed and mobility that may be attained. The functional classification of CSAH 42 is
under revie\v a..~d may be dov/ngraded from a Principal i\....rterial to a "~AA" ?vlinor Collector.
If this change is made the access spacing becomes more lenient. Quarter mile spacing is
recommended for full access intersections on County Highways. Rutgers Street is located
1/4 mile between Boone Avenue and TH 13. Timothy Street is located 1/8 mile west of
TH 13.
CONCLUSION
This study has determined that from a safety and traffic operations viewpoint, a signalized
full-access intersection at either Rutgers Street or Timothy A venue will operate
successfully if implemented as described. Beyond safety and operations, consideration
must be given to the access guidelines developed for roadways such as CSAH 42. A
spacing of less than 1/4 mile violates intersection spacing guidelines. Whichever
alternative is selected, the impacts to residential and commercial areas of Prior Lake must
be considered.
EDM:bba
,,;
TOP Oil
"\ I/T";"I~,,. ~"-/~
T <{ --L D or tl;r.;::;;/ --;- " " \
'\ co~-;:'i'~::o-:::: -~" l' I Ricnc,rf/ \~ ~~1'\' ."S" T"~~
. ~\~ . :----:: '~ . 1// I I .": I 'Z'. '~~
, ,,\'..~~\'...:..--::::: ..,.;.~-{ ~ / i T,~ ,I" ~
~-___.:::----:: CO\:)' '~< fr''t:~ '.
~o<' )/ I I 1\1~ \
u . +~ I
B~~g-:-ef(51 ~i' !
~ ) so<>
1 ~
~
~~ Ill"" ".I ~I~
~ w\ > >j ~I
lZST"i +5T. '"% il): ~"".:I
. lZGm ST. 5f~;'
Y;~ 1
\ . ~~2St
~r~>
\C'~t~_
, l.6cCOLL DEl'
~
ST.
\2$th ST.
~
.1,
~
TIISH ;t2"'1'
@]
SAVAGE
1 '0'00 POP. '0'006
Tr I~N A21'"
18117
~
@
.;."'"
011'.1."4
erR, '"
:t 30.
~~
""-0 <"
lIIcCOLl DR.
i
I
/
~I
PROJECT
LOCATION
>
4
~
ST.
~
Ii
;;;
~
~
0:
l'5Qt'h
/i
-+-
m CITY OF SAVAGE /' FIGURE
PROJECT LOCATION 1
CouaItIq Gnnap, bit..
'" TH 13 / CSAH 42 AREA TRAFFIC STUDY '-
)t
CSAH 42/ Boone A venue South CSAH 42/ Harbor Plac:e CSAH 42/ Rutgers Street
~Jw 8 ~J
J 15~ L.. L..
I I .- 688 5 5
I' I .- 788 .- 728
. I I .. 5
.. 28 .. ~8
---------- ---------- .
----------- ------.----. .----------- -----------
-' - - - - -' -;:---~ - - - - -
- - - - .- - - - - -4 ,
---------- ---------. ----------- ----------- ----------- ------.-----
-... F~- -... IF
18-' vi 5-' III 5-' 0
~ III
618- ~ 618- b
:> 626- p:;
< CI)
5. Fr 16. .... 26. ~ i t r
III ~
c
8 5 5 5 18 bll 188 16
~
::r: ::l
!Xl 5 8 ~
TH 13 / Connely Parkway
,
1211 I
. )8 j :
,
I
"
I I
Connely Pkwy. :1:1
l"'l
-' .-.
CSAH 42/ TH 13
M8 I ~ I
2jl P9f : i
I I I I
')'1' I
I I I I
5-'
38.
CSAH 42/ Timothy Avenue
.- 758
CSAH 42 .. 118
r-
-.
----------- --------._-- -.--.,----
656-
16.
fFr
E 18 58
E:::
08.
: I i5
I
I
I
: ~ t
,
I 188
L 178
- 568
.. 358
-'
- - - -
,-
96 --"
536-
'illll
I I I I
I I I I
I I I
, I
I I
I I
, ,
i r
68 b18
228
'"
rmIi CITY OF SAVAGE FIGURE
EXISTING P.M. PEAK HOUR TRAFFIC VOLUMES 2
Conaullina Group, 1lIc.
TH 13 / CSAH 42 AREA TRAFFIC STUDY
./
N
~~.
.
\.
j '--
j '----
~"':"
(' ,r ,,-
I I"--~
I I
! I
I I
\
\ \ I
\ ~ \ I
I ~) .
/f; I
1/ / t I
/::L..~..~__.._...--1
/ r/~V!tQT --r= ~ I r-=
/ t I OmDT I ~ "ClITur] OtITtPT: o.m..crr
I " I
-l ..--L.. l.. L_ __..i..
-= =
m
.J '-
"UTU~
Cle:~I!:NT
--""'I
C,.....,H. ""Z
~ -=----
--ilir--
III
j::
---
ror~ ~
1"".,.....L.. p~~
I 50,000 ...
11 5 ~116
CITY OF SAVAGE
PROPOSED SITE PLAN
CAuulling Croup, lac.
TH 13 / CSAH 42 AREA TRAFFIC STUDY
~
.
I
I
:c
~
&
l
Iiiiii1
opp J DAN
~rO/tvwru. ClfltOfaf~'1utI
KKE
--._--
--
----
---. _0-
....,......-
.......1...
If~'"
1.....IOOUoQ,
FIGURE
3
I
'/
">01-
I
I
'22w
~
~
ZS/1O
TIISN
R22w RZr'll""
~
c'c'
s.'f2
'00
~t..~"~ fl:" _.....rC I)fl.
@ 20%
CITY
DIRECTIONAL
TH 13 / CSAH 42
m
CoaftItIft& Gnlap, me.
~
(J
')
(
/J
/ .aSAVAGE
1090 POP. 99C6
n32r'lCl ')1,J
McCOlL DR.
L\
- V'.
I..J .~
- ~ ~~
_ 0/;'. \
O~
~~.y
o~^ ST. (
QJ
30%
5..
I~
:i
~ 30. OTT AWA CT
N 31. on ,\WA CR' :'
32.NATCHEZ A;E-
33. '-AONTERO AVE:.
3:. ~lENHURS T eIR.
:_. ~lENHURST AvE
,6. .NGLEWOOO cr .
37. ~NGLEWOOD AVE.
38. ..)-4ffl CIR.
39. cNGLEWOOO -jR
40. HUNTINCT0N \,.. A:E
41. LYNN CIR .
42. ~J6t^ DR
43. ~lENHURS;' LA.
44. "RCHARD Pl
~;. ~::~~.-:lR. s.
....~. .......
JO'"
*
Tl15N R2:I'If
15-4tr'\ ST.
/
-,~?/
OF
SAVAGE
DISTRIBUTION
AREA TRAFFIC STUDY
~~,
-,v/ @
)
~\
i
TI ISN' R21.
II.
OR.
~OQOS~\O'
~
;;~
~~ <l'~'"
t-- "?~
"'ft,~ . o' c
o ~,
00 !::.
Cr .3t
.W ~
> 0
~ ~
()\'J> OUFF'"i
&....~... ~Ili
-Ii 00
,
'"
>
<r:
96. QAKBORQ
Vi
~
~
~
FIGURE
4
1'1
I
I
I
I
I
Jf
l NO SC~~~ j I
~ Me !-'J_h
I
\\J
~
~ ~,(Y~r€
~ {bMn-.NC.J
. . {7S /1 Ii LIz.
.-
::. ~--_._- -..... ~--
"\ i
~
-r
~
...
1;;:
~
~
.-
"
\. '"
-rH /3
rr
I
I
,
: 1,'300
5,'fe.
~l
I ;
.4-
ri-
i I
\
frl~
~ ........
-""~
r
/ t>/o'
~:.....:--.-
330.
1
i
I
L,__SEO',
I
?f u- ~'" rqla.as /VB fr> \.VB ~lco'"
~ci Rt.L-t~€-rs. Mo'l'lt-~Vl.t'
JI
l
/5c lid.", I
1
rm!i CITY OF SAVAGE FIGURE
ALTERNATIVE 1 SITE ACCESS 5
c-aItIna Groap, 1=
TH 13 / CSAH 42 AREA TRAFFIC STUDY
~
I
1ft 13
l NO SCI1~:____~ '-
(;, ^n€ /1,).
I
1'1
I
I
I
I
5,'!e
~
l'::"
~ h.' -Ih.,.~
~ (bIl'I1H.n (" .-....1
L
~ . CSlifl LIz-
-r
')
"=
~
~
-1C '!:l) e .-
~ ~___--.::::1t
", ; t
~
-
."
*'!).
""":l,I
s
l
~r'
<J
. {
'~
<
-,.
c~
I~
( tJ/O'
1
3?o' 1.
I
.580'
--~- .
I I
"* t.{- -\-v..nu 're.f'tA~ Nl!. +0 wg ~6c.....
Mc)>(4!..lIW!........;- ~.l Ne ~ we .,-;""""o+~
f"'" .....t. ..V\(.~,_1"
!Sc lIe/,,...
.-
I
",300
Ll-
'''I
ri
! i
I I
I I
I /lo-I~
.:'i_
] I
CITY OF SAVAGE r
~ FIGURE
ALTERNATIVE 2 SITE ACCESS 6
Coanlllng Gntap, IDc.
TH 13 / CSAH 42 AREA TRAFFIC STUDY ~
)f
-rH r~
~
.t::
~
~
.\ NO SLll~~___~ I
~M€lt\
--r <7---, IT'
I I
I
I
I
I
.
hI -I1....1'€.
{b"'1",vrt: ,'....1'
, ,
'",00
5,'-fe..
L
!J
j ~
_... ....A
~/;-'-'r-'
~
~J
,
I I
. L}-
rf
1
I
!
I ,v,wd
e . (.'5171/ llZ-
-- r
1
"=
~
'\:)
.:t ~. ..
._ __ _-..1.' ___" !.t.:'
,
I
.1-
I
l~
t t'lc I
58r'.
. ()- +wr", r~?IA c.L.l Nt. +:> wB f-\~c-'-
~y...o R",--\-.,ju-~ Mov~......-t
JI
~
~c Ud.h I
1
"
CITY OF SAVAGE ,
m FIGURE
ALTERNATIVE 3 SITE ACCESS 7
c-..JtIns Gnmp, IDe.
'\.. TH 13 / CSAH 42 AREA TRAFFIC STUDY
I
l NO $CA~~_____J ,
t;~!'J-
I
Ill' I
I
I
I
I
I
~
~
~
~
Ft~ f'Lft?
Cb""~ff'r(','J
L
~ ' CS,LJrJ '12-
-r
~
~
~
\3
~.l
..:J~
.". r?----- -. ~
~
~
-
(
-~
\,::::,
I
I
\..
I
1
j3a' 1
I
{ 1'10 J
-........;...
* (...l- +t.<.-v"" ~~~::. N ~ +0 tA:e ~lc.o'r"
~ d. 'K Co(.. -t:; e ~ M ov.e. ---=-.....f-;.
-rH /'5
. - ~
,
, 1,'300
S;+e..
~L
L~_
. ~--
.r
II
I I
I I
I /t-'vd
<b
\J
...
~
~
~
"3
G~
,_.seD'
"'-
1-
....
.\
t'
\
";
!Sc IId'h
1 I
.......
CITY OF SAVAGE ~ FIGURE
m
ALTERNATIVE 4 SITE ACCESS 8
CAIanltift& Groap, 1=
\. TH 13 / CSAH 42 AREA TRAFFIC STUDY
Jf
Iff J"s
-L::
NO selkE-
1--.---.----1 I
f?_^n,€.. !'J
I
\\)
~
~
~
h.. f '...f e
(b,."HPrc ,'J
Ill' I
I
I
I
I
I
. - +-
r'
I
S,'-fe
I
",300
e . CS/lf! ~/2-
-r
j
'"
~-
~ .,.
*"0#--.
--
e Lt-
rl-
r I
I I
~
~
:#.~e
-..- -
~ 1;':--- --'" t-
~
l~~
't:-
~
J
\
'l
( t' Ie '
---~.
330' ,1-
I
__,580'
~I
,
1/IWO
I
c
....
\.' "
I
i
\..
I
~ I
* u- ft....,."'s r-eplllLu- ,'JB -n, w B I;cw.--bo-r-
nove~"t ~ N~ ~ vJ~ --rir"l.e+"^-'7
- {'1c~~h.
f5c Ifc/.h
] I
""
CITY OF SAVAGE FIGURE "
rmIi
ALTERNATIVE 5 SITE ACCESS 9
Coaa-a1IbIs Gnrap. IDe.
TH 13 / CSAH 42 AREA TRAFFIC STUDY
)f
CSAH 42/ Boone Avenue South CSAH 42/ Harbor 1)llilce
~85ll~iJiL28 ~l'
I I --- 798
I I
I I .- 5
-
CSAH 42/ Rutgers Street
~~J
L. 5
4-- 798
,- ~H
L.. 5
--- 008
.- :JH
~
" ~--
..
--4 r-
....J
~-
88 -" tI) 5-" 0 I 5-" Q)
738- a) 748- ~ 758- ~
;> i5: tI)
18" <: f:r 18" S r 28" ~
0
C 5 5 ~ 18 bll
8 ....
5 ::c ::l
~ A:::
G----
CSAH 42/ Timothy Avenue
_-=1J__ :~:
_ _ -::'- '" ~ --
-.
118 -"
628-
48"
~ :1
<:
:>..
~ i t i
S 48 58
~ 28
TH 13 I Connely Parkway
I
1168 I
'81 :
I
I
I I
I I
Connely Pkwy :l:1
. - - - -- ~- " M
:!:! ;;
I I E-<
I I
: i
: 138 1
I 488
138 -"
388 "
CSAH 42/ TH 13
~I~I
j~~ : :
I I I I
:1:1: :
LZ5B
--- 708
.. 358
oJ
o
- - - -
..
-~
1311-"--:"'-1 : ~'l:!~'
7811- I I I I
I I I I i r
1711" I I t
I I 148 IHe
~ : Z)8
""I
CITY OF SAVAGE FIGURE'
~
ALTERNATIVE 1 P. M. PEAK HOUR TRAFFIC VOLUMES 10
Connltlns Group, IDe. TH 1:3 / CSAH 42 AREA TRAFFIC STUDY
\.
~
I
TH 13/ Connely. Parkway
I
I
I
I
I
I
I I
I I
Connely Pkwy. :1:1
1131
'81
148 -'
368-
J
M
.-<
aa t5
I I
I I
: i
: 168 1
I 448
C~SAH~:{ ~o1JTl.ivenue:o:,lli
I I -- 798
:: .- 5
~-
CSAH 42/ Harbor Plac~~
CSA7~ rr~' St~t~:
CSAH 42/ TH 13
,:I~B~ ~ ~ !
1:':1: :
I I I I
CSAH 42/ Timothy Avenue
+-- 008
-- 988
CSAH 42 .. 88
--'
- - - -
r-
--~- '" ~-
.-
~: !IF,r
g 5 5
~ 5
.,..
o
~
p:;
....
o
~
::r:
r
18
i~
~ I 9~
ll~F
~ : i 1 r
..... I 18 18
;:l I 5
~ ,
118 -'
618-
28--
148 -'
678-
168--
738-
111-
868-
188--
L268
-- b98
.- 358
....J
r-
I ~IIII
I I I I
I I I I
I I I
I I
I I
I I
, r
148 k48
2SB
r
CITY OF SAVAGE /' FIGURE
rmIi ALTERNATIVE 2 P. M. PEAK HOUR TRAFFIC VOLUMES 1 1
ColllUltlDg Group,lAc. TH 1:3 / CSAH 42 AREA TRAFFIC STUDY ./
./
i
C~SAH':l :,B~"Jn~~Avenue south~CSA~~ 42/HaLrbor Plac,e
J ~ I I L 68 J 1- 168
I I +- 868 ..- 7'38
I ,
I I .- 5
- - - - - - - - - - --=~
CSAH 42/ Rutgers Street
CSAH 42
+- 'J18
.- 3~
---------, ~---------- ----------.
...J
- - - -
.-
-'
.-
-.
.._~.._------
1011-' vi 1111-' ~ ....
g ~
0 ~
7411- 6711- is: 6711- .b
:> , t r r CI.l
111-- <: IB-- ... 2B-- '"
0
~ 5 5 ~ 211 tl
Q
8 bll
5 ....
~ ::z:: ~
~
T~:rLI Ci"ID-r ia~waY
. III IE-' '--
I II I +-
Connely Pkwy. ')11' ,
I I 1 I .-
21B -'
4211.
-'
- - - -
.-
:j'I:tI[
I I I I
I I I I
: : i I r
I I 228
: :' 478
CS~~2'J.~hY A;~'
CSAH 42/ Tn 13
Bill I ~ I
'8~8~lll ~
II')' I
I I I I
L 338
+- 10B
.- 35B
-'
- - - -
.-
__~ '" r-
711-'
. [II
~ I
<: I
€ : , t i
o I 1.8 58
S I 211
~ I
liB -'
DB8-
208 --
i--
I 'I't'
I I I I
I 'I I
I II I i r
r ,.. ~..
~I~ 278
......
..... CITY OF SAVAGE r FIGURE""'"
rmIi ALTERNATIVE 3 P.M. PEAK HOUR TRAFFIC VOLUMES 12
Col\llllUna Group, Inc.
~ TH 1 ~\ / CSAH 42 AREA TRAFFIC STUDY
"'" ~
1.38-
1B--
)f
~r~/ ci"!T :arkway
. III I:I: L-
III If-<+--
Connely Pkw 'Jlll I
. I II I r-
.J
- - - -
..
-
--------
218 -"
I i'llfl
I " I
I "I
I I I I
: : i I r
I I 228
: : 4'/8
128.
CSAH 42
CSAH 42/ Timothy A venue
~'t(,~
'I'
"
L 338
+-- BI8
.. 88
CSAH 42/ TH 13
818 I ~ I
'8P8~ .: :
," I
'I'l' I
, I I I
L 338
+-- 788
r- 358
C--=tSAH,;; :~~!Jni LA vonn~s~:lb ~CS~; 42/ Harbor p:r~
I I +-- 868 +-- 798
::'-5 .38
-
CSAH 42 / Rutgers Street
+-- 918
---------- --------.--.
-'
-'
.-
-
-" 0 .-
.J
..
c-
188 -"
748-
18--
]11:1,'-
g 5 5
8 5
p:j
118 -"
678-
18--
cu
g
p:;
.....
o
~
::r:
28
....
cu
cu
678- b
28. t/) ,
~
cu 28
bIl
....
::l
~
78'-~ 0 [i'
;-
638- -<
48 -.. ;>, i t r
oS
0 68 58
S 28
~
118 -"
888-
208 --
-'l : In:1
I " I
I I I i r
'I I
I I 1981H8
: : 278
, ........
-...... CITY OF SAVAGE F.IGURE
rmIi ALTERNATIVE 4 P. M. PEAK HOUR TRAFFIC VOLUMES 13
CO.....ltlnB Group, IDe.
TH 13 / CSAH 42 AREA TRAFFIC STUDY
jI
T:r:, / cr!n~Y ;arkway
~,.. I ':I: l-
III If-<
I I I I
Connely Pkwy. 11111 I
III I r
C~SAH ;{;!JTL..nn'~O::h
I I +- 058
I I
I I ..- S
CSAH 42 1 Harbor Pla(:e
CSAH 421 Rutgers Street
~r~'~ ,~
II'
I I
- ----
. CSAH ;2/ rOthY A v~n::
+- 818
..- 88
_. !118
L 168
+- 768
..- 38
CSAH 42
228 -'
528-
......
.-
:III:JI~
I I I I
I I I I
: : i I r
I I 228
~ : 1511
~~AH ~2~1 ~H 13
'8PS~ : :
I I I I
IIIII I
I ~ I I I
138 -'
748-
208 -,.
rmD
CITY OF SAVAGE
ALTERNATIVE 5 P.M. PEAK HOUR TRAFFIC VOLUMES
-'
- - - -
.-
to- 328
+- 768
r 3>8
-'
- - - -
.-
__~ 0 r.
--~,--_..._--- ----------~ --------
r
-
---..-----
-
U-]F Il.l l:i~- 80.J 0
108 -' ~ 130-' ....
Il.l ;:.
740- 080- ~ 710 -. ~ , 1888 - ~
18 -,. 18- ~ CI) : i f r 90 -,.
0 211.... ~
~ Vl
1:l S 5 28 ~ I 18 18
8 S ::r:: bll I S S
.... (::
~ ::3
p:::
Conaultlnll Group, Inc.
TH 13 / CSAH 42 AREA TRAFFIC STUDY
~
-'
: 111:1:1
I I I I
I I" i r
I I t
I I 238 ~~
I I 278
I I
FIGURE
14
TABLE 5 SRF 2802
YEAR 2020
OPERATIONAL ANALYSIS BY ALTERNATIVE
TH 13/CSAH 42 AREA TRAFFIC STUDY
Alternatives 3 and 4
Intersection Through Queue Length (ft) Left Turn Queue Length (ft)
Intersection V/C LOS Delav (sec) 50th / 95th percentile 50th / 95th percentile
42/Boone 0.57 B 12
42rrimothy 0.77 C 20 WBT 500' / 830' WBL 80' / 160'
42/13 1.10 F 78 EBT 1000' /1330' EBL 120' /210'
13/Connely 0.75 C 17
13/Commerce 0.63 B 9
Total Delay 136
Alternative 5
Intersection Through Queue Length (ft) Left Turn Queue Length (ft)
Intersection V/C LOS Delay (sec) 50th / 95th percentile 50th / 95th oercentile
42/Boone 0.58 B 13
42/Rutgers 0.70 C 17 WBT 160' / 350' WBL 30' / 80'
42/13 1.09 F 101 EBT 680' /1040' EBL 120' / 230'
13/Connely 0.69 C 17
13/Commerce 0.63 B 8
Total Delay 156
..
OCT-31-97 FRI 14:10 SRFCONSULTINGGROUP
s-B
P_12I3
David Hutton. P.E.
- 2 -
Oerobel' 31, 1997
CONCLUSION
The traffic analysis performed for this study has shown [hat for the henefit of CSAH 42
traffic signal operations and traffic safety issues, only one signalized intersection should
be allowed between Boone A venue and TH 13. The bcst location for this signal is at
Rutgers Street. In conjunction with a signal at Rutgers Street, a partial access inter:;cction
could be allowed at Timothy Avenue as shown with Alternative 5. This prvposcd
combination of traftic signal al Rutgers Street and parti;'ll access at Timothy Avenue will
adequately serve the projected traffic volumes through the year 2020.
However, the existing and site generated traffic could be hclOdled in the year of opening
with signalized access at Timothy Avenue and partial access at Rutgers Street as
described in Alternatives 3 or 4. The traffic queues generated by this configuraTion will
build over time and eventually exceed the 660 foot spacing between thc intersections,
presenting a safety problem. Thus Timothy Avenue could be constrlJcted as a temporary
signal and then moved to Rutgers Street as shown in Alternative 5 when traffic levels
increase. This scenario is complicated by the fact that moving the signal wilt require a
written agreement with specific guidelines for determining when the change will occur.
Intersection spacing guidelincs recommend 1/2 mile spacing for full'ac(;c.;'~. intersections
along a Principal Arterial. This guidelinc implies Boone Avenue and TH 13 would be: the
only signalized intersections allowed in thc study area. The PrinCipal Arterial
classification for CSAH 42, however, is under revicw. In addition to traffic op(;ratirms
iSSllC~, consideration must also be given to the impact each alternative has on [he
residential and commercial areas in the City of Prior Lake south of CSAH 42. At [his
time the City of Prior Lake has not provided clear indication of which allcrnative they
prefer.
(!)
Timothy Avenue Residents
Presentation to City Council
November 3. 199i
Summary of Requests for Action:
1. Oppose the installation of a signal light- either permanent or temporary at
Timothy Avenue.
2. Support the installation of a signal light at Rutgers Street.
3. Re-evaluate the plan for access to State Road 13.
.. ~ ot ~t.11\.~'
4. Close Timothy Avenue to through traffic. ,.i,. .
-PAE:E" :1
42.
PRJm L-f\ ~Z-
C/
1-3
- i
~5i1
.:
~ .]~ ~1.
-~
o ..
o .....~ I
;~~oo . 11' T
o 0 00
.... .. 11' ~
~~0
I
o:f~~:~ 0: i
v.:._ 0 11'
o .. ..
o ..0"
o ...
o [ill:
--- .;.:
--
,..
,--/
l~
J.
~8 __ 0 ~
.:.. ":":
.. ..
...- ...-:.-
-- ~"'"
..,
o 0 0 0 r~--O 0 0
EST NE... . "'-:; ill
o ,~ - ..
o ~
c
o ~
~
o 0
0__:1
-- 0 ~
!ROO O~,
t~ 0:
\ 00.
o I I 0
~!' e 0
~ N S T NE .
.. 0 ;$1
..., __. 1 ,-.... --
..".,1 ,
: , . ""- I
/01 1 --
...., ,
...-
lbl .
I
0_.2__ Q1 10
I
r9'-
-:. 10
I
\ I
\ I
0\ I
I L I
!t:; ~. I
I :". I
I .
OJ . I
I 10
I I
0 I
I
I
'e,: I
I I lV'
I I
I I
I I
I
I rl
I 1
I ,
I
, ,
1 I 8
I I
I I 0
1 I fj
I I f) CO
I
I I o 8
I
I~ 0
Ie 0 0
I~ 00
, 0 0
I 00
J 00 0
I
, 00
, .-
J 0
I 0
I
,
I
I
I
I
I 8
I
I 0
I oas
I
I
I 0
I 0
I 0 00
I ~
I 08
I
I ~~
I 0
000 ",
..,
1-
0'1J
"',
-
~
o
o 0
o
o
o 0
o
.. 0
an
04
o
..
,
J.,..
"'.10,.,...
". ",Mol ..~I (# f1IlI
w
(.:)
Z
<t
::I:
>-U
...J
ZO
~:
U'J
__, ZaJ <(
I . O::J
_'___/ -"'_ UC/')
,.. -r:s- -....-...--
I 0 0
\ 0
; /!);~ 'i \
,~ I 1
1 I
/ 1
\... 1/ ,
--.'" I
1
() /.9:L
..
.
I
.'
01
I
01
I
o .'
0'
I
o 0-'
o
----I
,
I
I .
10
lq
10
..._______.l
,. '"
,00 00
.."'......:.
o
,
.:
,""-'
",'" ,
. "
. .~
'1/1
_1 I' II,
I I
It ~
'. I "s~_/~
'f:ct.tD IN
[\
~
frE15e.t...t3LY
j
Z
~
~
'<
\i)
V1
i
::D
I"
~
C
.h
:\
<:..
ltl
.~
a
~
~
C'1
c9
u
~
it1
~
~
~
C'
-
(JJ
I
~
J'
CT!]
r'~;';':~-' -- .
~
o
o 0 0
E 5;- ,\jEIlI
o
o
o ~
~ 0
o o~
~_,.. 0 0
"10 .
\ 00;
o I I 0
~!' a 0
llN Sf NE
--;J'
~ 0 ~ 1"',
"'" ... I ........... ..
"" ~ I I
, "I ...-_ J
101 I -
'I I
w
<.:)
z
<
~
>-u
.....J
zo
01-
I-~
U
Ww
UJ-q
ZCD ~
--1
I . O::J
_'\, / -'" UV) \I)
--- ---,......,
""-r!*--'- I I
{ 0 0 o~
\ 0 I
1'7" \
.! I I
.. I I
; I J
/ 1
\.... I I I
,-'" I
I
o /g,.
~ I't!(-
-~
-.
..
\-
f;\: - :
0\ I
I I
.irl L I'
., :i
I I .
JO/ ":0
Q .V ~~ :
LJ I
~I
---..,..., (-
a v u ".
.. 111 0(.
I------'Q...,
I ..91
I ~.1
I I
~ I I
f( I.. I
f( If I ,. '
~ I I~
.... . 1:, ~ I
r- I
o iJ : :
~_, 11 ~__" ,.
---------------
"
,I
"
.t.
1
~:
, I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I "
/ 00
I
I
J
/
I
I
I
I
I
I
/
I
I
I
I
I
I
I
I
/
I
I
I
I
I
I
I
/
I
I
I
o If
o f(1f.m
__ _~ 0
IIf -
7-r:: 0
L:::..;J
;...0 ~f(0 f(
f(
1
I
o ~?
IIfLJ
~
f(
.9~ 00:
~~';.I~~, 0
o v I~: i
I~ r 0
o oLJ f( 0
o
-~-BR
~- ,
""
,--./ ("
G:'o~
01 ;$ ~~.]~ 1
--l~-~
,'--J 0
o 0 0 0
-...
If
If
f(
If
If
-
r;; - 0
f( 0
If ..-_:Jp 0
_/
~
lIT
o 0
o
~
04
....
~~ ~
o N- {
o~~ "~
r~:-o-' : 0
c.A~m
'-'
z
o
........
o ~
<t
2"'''''
Ml01 -S""
". ~..." Ail aI CIII
o
o ~
....
o
2
o
----1
I
I
....
I
I
'1
0,
01
I
o .1
01
I
o 0-1
,
..
0\
~J9I'~ ~
If!;{ .' 1 ".
/"/ ~
1 ~ f I-f-~_/~
,-
B
o
@
() CO
o 8
o 0
o 00
o 0
00
00 0
o (j
o 0
(D (~
~: ~
O~
o
o
o 00 ~
08
o 0 C>o Q:)
000
o
o
"
f(