HomeMy WebLinkAbout5B - Timothy Avenue and CSAH 42 Intersection
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
5Bll1397.DOC
'(,-- --
.~ CONSULTING
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 TH 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:/ /www.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 Avenue 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 geometrics at relevant
intersections must be reviewed if U-turns are to be provided. The locations of U-turn
maneuvers are indicated in figures 5 to 9.
Note that these alternatives address both interim and ultimate conditions. Alternative 1
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 Avenue. 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,.. [1. Close Timothv Avenue at Commerce Avenue.)
;rq 2. Make the intersection of Timothy A venue and Commerce A venue 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/eSAH 42. Currently Timothy Avenue 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 l4).
The volumes and geometrics were modeled with the SYNeHRO 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/e) , 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 1, 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/e LOS Delav (see) 50th / 95th percentile 50th / 95th percentile
42/Boone 0.34 A 6
42rrimothy 0.56 C 18 WBT 100' I 350' WBL 90' 1160'
42/13 0.82 D 29 EBT 390' I 520' EBL 140' 1240'
13/Connely 0.58 B 13
l3/Commerce 0.53 B 9
Total Delav 75
Alternative 2
Intersection Through Queue Length (ft) Left Turn Queue Length (ft)
Intersection V/C LOS Delav (sec) 50th I 95th oercentile 50th I 95th percentile
42/Boone 0.34 B 7
42/Rutgers 0.47 C 16 WBT 80' I 390' WBL 40' 1100'
42/13 0.83 D 30 EBT 370' I 560' EBL 140' / 250'
13/Connely 0.61 C 15
l3/Commerce 0.53 B 9
Total Delav 77
Alternatives 3 and 4
Intersection Through Queue Length (ft) Left Turn Queue Length (ft)
Intersection V/C LOS Delav (sec) 50th I 95th percentile 50th I 95th percentile
I 0.45
42/Boone C 15
42rrimothy 0.66 e 21 WBT 380' I 530' WBL 90' I 160'
42/13 0.89 D 33 EBT 470' 1670' EBL 120' / 210'
13/Connely 0.64 C 16
13/Commerce 0.53 B 9
Total Dela 94
Alternative 5
Intersection Through Queue Length (ft) Left Turn Queue Length (ft)
Intersection vIe LOS Delav (sec) 50th I 95th oercentile 50th / 95th percentile
42/Boone 0.45 B 15
42/Rutgers 0.60 C 20 WBT 190' /370' WBL 30' / 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 Delav 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
AL TERNA 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 TIVE 5
Boone Ave 1'.1" l'..T" N'" Yes
..,v ~'v ~ v
Rutgers Ave Yes Yes Yes Yes
TH l3/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,OOO 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 l, 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
1/4 MILE SPACING
Accident rates
Queuing problem potential
Weaving problem potential
Reaction time
Spacing of successive decision points
Side-by-side left turn lanes required
I Importance of signal coordination
Signal operation
Consistenc with s acin uidelines
1/8 MILE SPACING
average
possible
possible
minimally acceptable
minimally acceptable
yes
hilYh
---0--
good
no
average
low
low
better
better
no
medium
good
es
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 eastboundCSAH 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 Avenue. 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 l3 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 A venue and Rhode Island
Avenue spaced 1/8 of a mile apart. The next signalized intersection is Boone Avenue,
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 and may be do\vngraded from a Principal i\rterial to a "l\." ~Ainor 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.
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ALTERNATIVE 5 SITE ACCESS 9
c--aIIIn& Group. Ju..
TH 13 / CSAH 42 AREA TRAFFIC STUDY
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CITY OF SAVAGE
ALTERNATIVE 1 P.M. PEAK HOUR TRAFFIC VOLUMES
Conaullilla Group, lAc.
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TH 13 / CSAH 42 AREA TRAFFIC STUDY
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FIGURE
10
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C~SAH ;.;,~orJTLvenjjue:o~.~
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:: .- 5
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(
r ...... CITY OF SAVAGE r FIGURE
rmIi ALTERNATIVE 2 P. M. PEAK HOUR TRAFFIC VOLUMES 1 1
Co/IIU1UDg Group, lac. TH 1:3 / CSAH 42 AREA TRAFFIC STUDY ..J
~
I
C~SAH':l :,BTJn~wAvenue south~CSA:.42IHalrbor Plac<e
J ~ I I L 68 J 1- 168
: : ____ :=~: ______~~~8.
CSAH 42 I Rutgers Street
CSAH 42
-- 918
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---------- ---------. ----------- -----------
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~ CITY OF SAVAGE r FIGURE
rmD ALTERNATIVE 3 P. M. PEAK HOUR TRAFFIC VOLUMES 12
ColllU1Ung Group, Inc.
\.. TH 1~) / CSAH 42 AREA TRAFFIC STUDY ./
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g CITY OF SAVAGE F,IGURE
ALTERNATIVE 4 P. M. PEAK HOUR TRAFFIC VOLUMES 13
Col\l1llUng Group, IDe.
TH 13 I CSAH 42 AREA TRAFFIC STUDY
./
I
T~T:~' T~.r ;arkWay
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CSAH 42/ Rutgers Street
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CSAH 42
--------- ---------- -_."---------- -----------
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ALTERNATIVE ~5 P.M. PEAK HOUR TRAFFIC VOLUMES
eolliu1tlol Group, In~
TH 13 / CSAH 42 AREA TRAFFIC STUDY
l- 328
- 768
r 358
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- - - -
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FIGURE
14
TABLE 5
YEAR 2020
OPERATIONAL ANALYSIS BY ALTERNATIVE
TH 13/CSAH 42 AREA TRAFFIC STUDY
SRF 2802
Alternatives 3 and 4
Intersection Through Queue Length (ft) Left Turn Queue Length (ft)
Intersection V/C LOS Delay (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'
l3/Connely 0.75 C 17
13/Comrnerce 0.63 B 9
Total Delav 136
Alternative 5
Intersection Through Queue Length (ft) Left Turn Queue Length (ft)
Intersection V/C LOS Delay (sec) 50th / 95th percentile 50th / 95th percentile
42/Boone 0.58 B 13
42/Rutgers 0.70 C 17 WBT 160' / 350' WBL 30' 1 80'
42/13 1.09 F 101 EBT 680' / l040' EBL 120' / 230'
13/Connely 0.69 C 17
l3/Comrnerce 0.63 B 8
Total Delay 156
III
OCT-31-97 FRI 14:10 SRFCONSULTINGGROUP
s-B
P_03
David Hunon, P.E.
- 2 -
Oerober 3 I, 1997
CONCLUSION
The traffic analysis performed for thi~ study has shown that for the benefit of CSAl-i 42
traffic signal operations and traffic safety issues, only one signalized intersection should
be allowed between Boone Avenue and THI3. The best location for this signal is at
Rutgers Street In conjunction with a signal at Rutgers Street, a partial access inter:~cclion
could be allowed at Timothy Avenue a~ $hown with Alternative 5. This prvposcd
combination of traftic signal at Rutgers Street and parti.\1 access at Timothy Avenue will
adequately serve the projected traffic volumes through the year 2020.
However, the existing and site generated traffic could be he:lOdled in the year of opening
with signalized access at Timothy Avenue and partial access at Rutgers Street as
described in Alternatives 3 or 4. The traffic queues generated by this conJigurarion will
build over time and eventually exceed the 660 foot spacing between the intersections,
presenting a safety problem, Thus Timothy Avenue could be conS[[1Jcted as a temporary
signal and then moved to Rutgers Street as shown in Alternative 5 when traffic levels
increase. This scenario is complicated by the fact that moving the signal wili requin: a
written agreement with specific guidelines for determining when the change will occur.
Intersection spacing guidelines recommend 1/2 mile spacing for full. acce.~~, intersections
along a Principal Arterial. This guideline implies Boone Avenue and TH 13 would bl: the
only signalized intersections allowed in the study area. The Principal Arterial
classification for CSAH 42, however, is under review. In addition to trajfic op(;ra.tirms
isslIes, consideration must also be given to the impact each alternative has on [he
residential and commercial area$ 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 alternarive they
prefer.
tV
Timothy Avenue Residents
Presentation to City Council
November 3. 199i
Summary of Requests for Action:
1. Oppose the installation of a signal Iight- 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.
to- ~ I> ~ ~t.t1\.~'
4. Close Timothy Avenue to through traffic. ,.i? .
'f:>AE:E 1.
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