HomeMy WebLinkAboutItem 06 MemoMemorandum
SRF No. 0148363
To:
Kristi Sebastian, PE, PTOE, Traffic Engineer
Dakota County
From:
Craig Vaughn, PE, PTOE, Principal
Emily Gross, EIT, Engineer
Date:
March 20, 2014
Subject:
Dakota County CP 50-17 Traffic Diversion Study
Introduction
The CSAH 50/CSAH 60 project includes construction of a multi-lane roundabout at the CSAH 50
(Kenwood Trail)/ CSAH 60 (185th Street) intersection, and the expansion of CSAH 50 and CSAH
60 to a four-lane divided highway to the north and west of the intersection to match the existing
four-lane divided sections at Jurel Way and Orchard Trail, respectively. A full closure of this
intersection and roadway segments will occur for approximately four months in the year 2015. There
are limited alternative County routes in the vicinity of the CSAH 50/CSAH 60 intersection.
Therefore, a formal detour is not planned. An alternative route signing plan will be implemented
during construction.
As requested, SRF has completed a traffic diversion study for the Dakota County CP 50-17
construction project at the CSAH 50/CSAH 60 intersection in the City of Lakeville. The main
objectives of this study are to identify where traffic is expected to divert to during construction,
select study intersections to conduct detailed analysis of impacts (focusing on unsignalized
intersections), determine how these intersections will operate during the CSAH 50/CSAH 60
closure, and recommend mitigation, if necessary, to provide acceptable levels of service. The
following information provides the assumptions, analysis, and recommendations offered for
consideration.
Traffic Forecasts
Travel Demand Model
The Dakota County Travel Demand Model was used to identify where traffic volumes are expected
to divert during the CSAH 50/CSAH 60 closure conditions. The Dakota County Travel Demand
Model is based on year 2007 land use data. Therefore, a comparison between year 2007/2008 and
year 2011/2012 average daily traffic volumes, provided by the County and MnDOT, was completed
to validate the travel demand model (see Figure 1). This comparison indicated that the model has a
seven percent absolute error for the volume locations in the study area. This is considered
acceptable.
OCP,S150|M,MN55447|763.475.0010|..
NE ARLSON ARKWAY UITE INNEAPOLIS WWWSRFCONSULTINGCOM
Kristi Sebastian, PE, PTOE March 20, 2014
Dakota County Page 3
The daily traffic volumes by travel direction are presented in Figure 2. Note that only the larger
substantive values are presented to provide a relatively clear graphic. These traffic forecasts assume
that the 188th Street railroad crossing will be closed to restrict traffic from using Orchard Trail or
Kabera Trail to circumvent the closure. This provides a conservative evaluation of the volume
impacts to the study area. Further, if the 188th Street railroad crossing were to remain open to traffic
it would not significantly impact the diverted traffic volumes to a level which would change the
overall operations or require different mitigation than what is detailed in this report.
Key Intersections
Based on the travel demand model results and discussions with County and City staff, the following
intersections were selected for detailed analysis during the CSAH 50/CSAH 60 closure conditions:
Ipava Avenue/165th Street
Ipava Avenue/175th Street
Ipava Avenue/192nd Street
Ipava Avenue/202nd Street
CSAH 9 (Dodd Boulevard)/202nd Street
Kenrick Avenue/I-35 Northbound Exit Ramp
CSAH 60/Judicial Road
Kenrick Avenue/205th Street
Furthermore, the following intersections were selected for a high-level assessment to determine the
expected impacts and suggested mitigation measures, if necessary:
CSAH 9/190th Street
CSAH 9/194th Street
205th Street/Judicial Road
205th Street/Jacquard Avenue
Although not all listed, other intersections were considered for review (see Appendix A, Table A1
and Table A2). Intersections identified above were selected based on the following criteria:
Change in traffic volume under CSAH 50/CSAH 60 closure conditions
Current traffic control type
High-level intersection capacity review
No analysis was conducted for signalized intersections in the study area. This action was chosen
because the signalized traffic control will not change during the CSAH 50/ CSAH 60 closure.
Signalized intersections that were determined to have fluctuations in traffic volume due to the
closure were identified and are included in Appendix A, Table A2. Signal timing adjustments will be
determined by the respective roadway authority (County/MnDOT/City).
Kristi Sebastian, PE, PTOE March 20, 2014
Dakota County Page 5
Neighborhood Diversion
A high-level review of the 188th Street railroad crossing was completed to determine how many
additional vehicles per day might use this corridor if it were not closed during construction. Based
on our review, 1,500 to 2,500 vehicles per day (vpd) might use this route as a bypass during the
CSAH 50/CSAH 60 closure. Typical planning-level capacities for local neighborhood roads is
approximately 500 -1,000 vpd. These neighborhood roadways do not have shoulders or trails
throughout the area and are not intended to serve as a collector street within the functional
classification system. Therefore, this cut-through/bypass traffic is not an appropriate use for this
roadway.
The County/City sent notices to residents/businesses in this area for an open house that was held
on March 13, 2014 to share various options for addressing cut through traffic concerns. Options
UDQJHGIURPNHHSLQJWKHURDGZD\RSHQWRDOOWUDIILFEXWWUXFNV SRVWLQJ´ORFDOWUDIILFRQO\µVLJQDJH
or full closure at various locations to eliminate non-neighborhood traffic from using the roadways.
City staff will review the feedback received from the residents/businesses to determine the
appropriate recommendation to implement during the CSAH 50/CSAH 60 closure project.
Data Collection
Dakota County collected intersection turning movement counts at the selected key intersections in
December 2013 and January 2014. The p.m. peak hour only was collected at the Kenrick Avenue/
I-35 Northbound Exit Ramp and Kenrick Avenue/205th Street intersections, since this time period
represents the worst-case condition. Further, school was in session when these traffic counts were
collected.
The City of Lakeville collected intersection turning movement counts at the Kenrick Avenue/
205th Street intersection in January and March 2011. Based on a review of historical traffic volumes,
it is our understanding that travel patterns and volumes have not significantly changed since the data
was collected. Therefore no modifications were made to the turning movement counts at this
intersection under existing conditions.
The key intersections and corridors were reviewed to identify roadway characteristics within the
study area. The existing number of lanes for the area roadways is shown in Figure 3. Intersections
along Ipava Avenue at 165th Street, 175th Street, 192nd Street, and 202nd Street currently have all-
way stop control and the Kenrick Avenue/205th Street intersection is a single-lane roundabout. The
remaining key intersections all have side-street stop control.
Traffic volumes at the key intersections were reviewed for the entire study area. Based on this
review, the a.m. and p.m. peak hours occur from 7:00 a.m. to 8:00 a.m. and from 4:15 p.m.to
5:15 p.m., respectively. The school afternoon peak period times were also considered, however the
commuter peak hour had higher traffic volumes. Therefore, the commuter peak hour was selected
for evaluation. The existing geometrics, traffic controls, and volumes within the study area are
shown in Figure 4.
Kristi Sebastian, PE, PTOE March 20, 2014
Dakota County Page 8
Corridor Capacity Analysis
A planning-level capacity analysis was conducted for the study area. Figure 5 presents the resultant
daily traffic volumes within the study area under the CSAH 50/CSAH 60 closure conditions to
provide perspective regarding the amount of traffic expected along other corridors. These traffic
volumes were compared to the roadway capacities shown in Table 1, which are based upon guidance
from the Highway Capacity Manual, Dakota County typical thresholds, and professional engineering
judgment.
Table 1.Planning-Level Roadway Capacities by Facility Type
(1)
Maximum Approaching Capacity
Facility Type
Daily Capacity (85% of ADT)
(2)
Two-lane undivided urban 10,000 vpd 8,500 vpd
Two-lane undivided rural 15,000 vpd 12,750 vpd
Two-lane divided urban (Three-lane) 18,000 vpd 15,300 vpd
)RXUODQHGLYLGHGXUEDQ )LYHODQH
²YSG YSG
(1) Derived from the Highway Capacity Manual 2000, Dakota County typical thresholds, and engineering judgment
(2) Values based on the upper limit of daily capacity range
Based on this planning-level analysis, the following segments were identified as corridors to monitor
GXHWREHLQJ´RYHUFDSDFLW\µRU´DSSURDFKLQJFDSDFLW\µ
CSAH 46 between I-35 and Ipava Avenue
This segment is a four-lane divided urban roadway (five-lane considering turn lanes)
o
Under existing conditions this segment has 31,000 vpd
o
*LYHQWKHSODQQLQJOHYHOFDSDFLW\WKUHVKROGVLWLVFXUUHQWO\´DSSURDFKLQJFDSDFLW\µ
While the corridor operates acceptably today, the long-term needs for this corridor is
to upgrade it to a six-lane facility
Under CSAH 50/CSAH 60 closure conditions this segment will have 38,000 vpd
o
,WZLOOEH´RYHUFDSDFLW\µIURPDSODQQLQJOHYHOSHUVSHFWLYH
This segment can handle the higher end of the capacity range for a four-lane divided
facility since there is limited access along it and turn lanes at the major intersections
Increased queuing and delay are expected at the side-street stop approaches of
intersections along this corridor
The level of queuing will vary by location and time of day. If the roadway
experiences excessive delay, some traffic will find alternative routes resulting in
traffic redistributing to the system. If an area continues to experience excessive
delay, the County/City could consider restricting left-turn movements. However,
sign prohibition alone will not bring a high level of compliance.
Signalized intersections along the corridor are expected to have increased delays
Signal timing adjustments will be determined by the respective roadway authority
(County/MnDOT)
Expanding this roadway to a six-lane facility now to accommodate this short-term
issue is not feasible nor cost effective
Kristi Sebastian, PE, PTOE March 20, 2014
Dakota County Page 10
Kenrick Avenue between CSAH 60 and 205th Street
This segment is a two-lane undivided urban roadway section from CSAH 60 to
o
approximately 1,750 feet south; it is a two-lane undivided rural roadway section from this
point to approximately CSAH 70 (500 feet north of CSAH 70). Turn lanes are limited
along this corridor. This segment has a posted speed limit of 55 miles per hour (mph)
and limited paved shoulders (approximately 3-4 feet paved).
The urban versus rural designation applied to the two-lane undivided roadway facility
type references the roadway design characteristics; urban roadways have curb and
gutter edges and typically higher frequency of access; rural roadways have defined
shoulders and gravel edges with ditch sections immediately adjacent (typical) and
reduced frequency of access. Access along Kenrick Avenue is well spaced and not
considered high frequency.
Under existing conditions this segment has 6,500 vpd north of 195th Street and
o
4,700 vpd south of 195th Street
Given the planning-level capacity thresholds and access considerations, it is currently
under capacity
Under CSAH 50/CSAH 60 closure conditions this segment will have 10,200 vpd north
o
of 195th Street and 7,900 vpd south of 195th Street
Given the planning-level capacity thresholds and access considerations, the majority
of the corridor will continue to be under capacity for a two-lane rural roadway. The
section of Kenrick Avenue within 1,750 feet of CSAH 60 is urban (north of 195th
Street); the Kenrick Avenue/I-35 NB Exit Ramp intersection had a detailed
operation analysis conducted to determine how it will operate under closure
conditions and whether or not this urban section operates acceptably.
It should be noted that overall this segment of Kenrick Avenue, with consideration
of the high posted speed and limited paved shoulder width available, would benefit
from wider paved shoulders. The wider paved shoulder would provide a reliable
space for adequate emergency response, pullovers, and enforcement activities; stable,
clear recovery area; adequate space to avoid crashes or objects on the travel lanes;
and improved capacity by increasing driver comfort to name a few. However, usable
shoulder width is ultimately the overall goal for roadways so that vehicles can make a
parking maneuver or emergency stop. Overall this segment of Kenrick Avenue has
some paved shoulder (3-4 feet in general) with gravel shoulder accommodations
beyond the paved portion. Adding additional paved shoulder width will not provide
a turning lane refuge or bypass lane; it may only serve to ensure maximum mobility
for through traffic by providing a comfortable roadway, and the increased volumes
on the rural section are not approaching the planning-level capacity thresholds.
Therefore, this mitigation measure is not recommended for the CSAH 50/CSAH 60
closure project.
Casperson Park is located east of Kenrick Avenue via 195th Street. In addition to the
o
park this area includes a public boat launch, fishing dock, and soccer fields. It is
understood that event traffic to/from this area, such as marina or recreational sporting
activities, will occasionally coincide with the p.m. peak hour.
Kristi Sebastian, PE, PTOE March 20, 2014
Dakota County Page 11
Vehicles making a southbound left or westbound movement may experience an
increase in delay under closure conditions during the weekday peak periods with the
increase in traffic volume along Kenrick Avenue
Northbound and southbound left-turn lanes, a northbound right-turn lane, and a
westbound right-turn lane are options for this intersection under closure conditions
The roadways are not wide enough to accommodate these improvements with
pavement striping and utilization of the existing shoulders. Additional pavement
would be needed to develop the turn lanes with improved gravel shoulders
included on the outside (either on Kenrick Avenue or 195th Street).
Northbound and southbound facing left-turn lanes and a northbound right-turn
lane would provide safety benefits under existing and closure conditions because
providing them would remove vehicles turning off of Kenrick Avenue from the
high speed, mainline traffic stream thus reducing the likelihood of rear end
collisions
A westbound right-turn lane would help to reduce the delay for the side-street
approach leaving the marina or recreational area
The estimated planning-level cost to implement all four turn lane improvements
is approximately $250,000 in this area (not including right-of-way costs or
drainage considerations, which may increase the construction costs)
The increased traffic volume during the closure condition along Kenrick Avenue
heightens the potential for delay and safety issues; however, turn lanes do not exist at
this location today
The City and County will need to determine if this investment is appropriate
CSAH 9 between 194th Street and 185th Street
This segment is primarily a two-lane undivided rural roadway with right turn lanes at
o
select locations and a 55 mph speed limit with limited shoulder width
Under existing conditions this segment has 9,400 vpd
o
Given the planning-level capacity thresholds, it is currently under capacity
Under CSAH 50/CSAH 60 closure conditions this segment will have 13,700 vpd
o
,WLV´DSSURDFKLQJFDSDFLW\µIURPDSODQQLQJOHYHOSHUVSHFWLYH
If side-street delays become heavy during peak hours, vehicles will divert to Ipava
Avenue and circulate east via other roadways
A high-level assessment of the CSAH 9/194th Street intersection is provided in a later
o
section of this document.
Other access locations along this segment of CSAH 9 include Inca Avenue and
residential driveways. These side-streets have low traffic volumes. Furthermore,
alternative routes are available for Inca Avenue and there are limited mitigation
options for the residential driveways. Therefore, no mitigation is recommended.
Kristi Sebastian, PE, PTOE March 20, 2014
Dakota County Page 12
CSAH 70 between Kensington Boulevard and CSAH 23
This segment is a two-lane undivided rural roadway (with left- and/or right-turn lanes at
o
major intersections) from approximately 1,000 feet east/southeast of Kensington
Boulevard to CSAH 23
With turn lanes at all major intersections, these nodes will operate well regardless of
the traffic volume increase
The corridor segments in between these major intersections is where these
comments apply
Overall the corridor has good access management, minimizing access frequency
Under existing conditions this segment has 10,100 vpd west of CSAH 9 and 10,600 vpd
o
east of CSAH 9
Given the planning-level capacity thresholds and access considerations, it is currently
under capacity
Under CSAH 50/CSAH 60 closure conditions this segment will have 13,700 vpd west of
o
CSAH 9 and 12,500 vpd east of CSAH 9
Given the planning-level capacity thresholds and access considerations, the sub-
VHJPHQWZHVWRI&6$+ ZLOOEH´DSSURDFKLQJFDSDFLW\µDQGWKHVXEVHJPHQWHDVWRI
CSAH 9 will be under capacity
Unsignalized side-street stop controlled intersections will experience increased delay
Due to the good access spacing and short-term nature of this condition this is not a
VLJQLILFDQWLVVXHIRUWKLV´DSSURDFKLQJFDSDFLW\µFRUULGRU
Intersection Capacity Analysis
While, planning-level capacity analysis provides a high-level assessment to determine where traffic
deficiencies may occur, it does not provide a basis for determining the need for specific intersection
improvements. In addition to traffic volumes, roads are affected by their functional classification,
traffic peaking characteristics (e.g. schools, church, sporting activities and other event traffic), access
spacing, speed, intersection node geometry/traffic control, and other roadway characteristics, all of
which are taken into account when conducting intersection capacity analysis.
Existing Conditions
An intersection capacity analysis was completed for the existing condition to establish a baseline to
compare with traffic operations under the CSAH 50/CSAH 60 closure conditions. The existing
study intersections were analyzed using a combination of the Synchro/SimTraffic (Version 8.0) and
Highway Capacity Manual (HCM) software. Capacity analysis results identify a Level of Service
(LOS), which indicates how well an intersection is operating. Intersections are ranked from LOS A
through LOS F. The LOS results are based on average delay per vehicle, which correspond to the
delay threshold values shown in Table 2. LOS A indicates the best traffic operation and LOS F
indicates an intersection where demand exceeds capacity. Overall intersection LOS A through D is
generally considered acceptable by drivers in the study area.
Kristi Sebastian, PE, PTOE March 20, 2014
Dakota County Page 13
Table 2.Level of Service Criteria for Signalized and Unsignalized Intersections
Signalized Intersection Unsignalized Intersection
LOS Designation
Average Delay/Vehicle (seconds) Average Delay/Vehicle (seconds)
A 10 10
B > 10 - 20 > 10 - 15
C > 20 - 35 > 15 - 25
D > 35 - 55 > 25 - 35
E > 55 - 80 > 35 - 50
F > 80 > 50
For side-street stop controlled intersections, special emphasis is given to providing an estimate for
the level of service of the side-street approach. Traffic operations at an unsignalized intersection
with side-street stop control can be described in two ways. First, consideration is given to the overall
intersection level of service. This takes into account the total number of vehicles entering the
intersection and the capability of the intersection to support these volumes. Second, it is important
to consider the delay on the minor approach. Since the mainline does not have to stop, the majority
of delay is attributed to the side-street approaches. It is typical of intersections with higher mainline
traffic volumes to experience high levels of delay (i.e. poor levels of service) on the side-street
approaches, but an acceptable overall intersection level of service during peak hour conditions.
Results of the existing capacity analysis shown in Table 3 indicate that all study intersections operate
at an acceptable overall LOS C or better during the a.m. and p.m. peak hours with the current traffic
control and geometric layout, except for the Ipava Avenue/165th Street intersection. This
intersection currently operates at a LOS E (as an all-way stop controlled intersection) during the a.m.
peak hour. Video observations of this intersection were reviewed to calibrate the traffic model for
this location.
Table 3.Existing Peak Hour Capacity Analysis
A.M. Pea
k P.M. Peak
Traffic
Intersection
Control
LOS Delay LOS Delay
Ipava Avenue/165th Street AWS E 36 sec. C 17 sec.
Ipava Avenue/175th Street AWS C 23 sec. C 15 sec.
Ipava Avenue/192nd Street AWS A 9 sec. A 7 sec.
Ipava Avenue/202nd Street AWS B 11 sec. B 10 sec.
CSAH 9/202nd Street SSC A/C 15 sec. A/D 29 sec.
Kenrick Avenue/205th Street RA A 6 sec. A 6 sec.
Kenrick Avenue/I-35 NB Exit Ramp SSC -- -- C/C 19 sec.
(1)
CSAH 60/Judicial Road SSC -- -- A/C 22 sec.
AWS = all-way stop control, SSC = side-street stop control, RA = roundabout control
(1)Indicates an intersection with side-street stop control. The overall LOS is shown followed by the worst approach LOS. Only
the worst side-street delay is provided.
Kristi Sebastian, PE, PTOE March 20, 2014
Dakota County Page 14
During the a.m. peak hour, the overall intersection LOS E at the Ipava Avenue/165th Street
intersection is at the LOS D/E threshold. For 30 minutes of the a.m. peak hour, the northbound
approach has an average delay of approximately one minute and a maximum queue of 300 feet.
Since delay and queuing issues occur during the a.m. peak hour today and traffic volumes are
expected to increase in the area, a detailed traffic study should be completed to further evaluate the
long-term (i.e. year 2035) operations and specific design considerations for this intersection.
CSAH 50/CSAH 60 Closure Conditions
Traffic forecasts were developed to provide an estimate for the future traffic volumes within the
study area under the CSAH 50/CSAH 60 closure conditions. As previously mentioned, the Dakota
County Travel Demand Model was used to determine the daily traffic volumes expected to divert to
the study intersections under the CSAH 50/CSAH 60 closure conditions. An iterative gravity model
was then used to estimate the a.m. and p.m. peak hour intersection turning movement volumes,
which is based on the existing peak hour to daily traffic volume percentages and the daily traffic
volume shifts. The resultant CSAH 50/CSAH 60 closure traffic volumes are shown in Figure 6.
To determine if the existing roadway network can accommodate the CSAH 50/CSAH 60
closure traffic forecasts, a detailed traffic capacity analysis was completed. Results of the
CSAH 50/CSAH 60 closure operations analyses shown in Table 4 indicate that all study
intersections are expected to operate at an acceptable overall LOS C or better during the a.m. and
p.m. peak hours, except at Ipava Avenue/165th Street and Ipava Avenue/175th Street.
Table 4.CSAH 50/CSAH 60 Closure Conditions Peak Hour Capacity Analysis
A.M. Peak P.M. Peak
Traffic
Intersection
Control
LOS Delay LOS Delay
Ipava Avenue/165th Street AWS F 128 sec. C 24 sec.
Ipava Avenue/175th Street AWS F (> 3 min.) F 63 sec.
Ipava Avenue/192nd Street AWS B 10 sec. A 7 sec.
Ipava Avenue/202nd Street AWS C 23 sec. C 20 sec.
CSAH 9/202nd Street SSC A/C 19 sec. C/F 67 sec.
(1)
Kenrick Avenue/205th Street RA B 11 sec. B 11 sec.
Kenrick Avenue/I-35 NB Exit Ramp SSC -- -- C/D 31 sec.
(1)
CSAH 60/Judicial Road SSC -- -- A/C 21 sec.
AWS = all-way stop control, SSC = side-street stop control, RA = roundabout control
(1)Indicates an intersection with side-street stop control. The overall LOS is shown followed by the worst approach LOS. Only
the worst side-street delay is provided.
Intersection Mitigation
Based on the operational issues that occur under the CSAH 50/CSAH 60 closure conditions, the
following four intersections were identified for further review:
Ipava Avenue/165th Street
Ipava Avenue/175th Street
CSAH 9/202nd Street
Kenrick Avenue/I-35 NB Exit Ramp
Kristi Sebastian, PE, PTOE March 20, 2014
Dakota County Page 16
In addition to intersection operations, such as approach delays and queues, the following was
considered when recommending intersection mitigation under the CSAH 50/CSAH 60 closure
condition at the locations identified above:
Intersection sight distance
Access frequency
Potential right-of-way impacts
Impact of improvements once conditions return to typical operations
Estimated improvement costs and timeline feasibility
Ipava Avenue/165th Street
Under the CSAH 50/CSAH 60 closure conditions, the Ipava Avenue/165th Street intersection is
expected to operate at an overall LOS F during the a.m. peak hour. The analysis indicates that
northbound queues will extend back more than one-half mile with approach delays greater than
three minutes. Without mitigation at this location, vehicles are expected to divert to other corridors.
The following improvements were considered at the intersection under the CSAH 50/CSAH 60
closure conditions (to varying degrees of analysis):
1)Construct a westbound right-turn lane (maintaining all-way stop control)
The westbound right-turn is the heaviest movement during the a.m. peak hour
o
This geometric modification alone will not provide relief of the northbound capacity
o
issue; therefore, detailed analysis was not completed
2)Modify the traffic control to side-street stop control, allowing for free-flow movement along
Ipava Avenue
Analyzed two ways: 2A) with existing geometry and 2B) with construction of a
o
westbound right-turn lane
3)Convert Ipava Avenue south of the intersection to two northbound lanes and one
southbound lane by restriping the northbound approach with a shared left/through lane and
shared right/through lane while maintaining all-way stop control (other striping
modifications are also needed)
This improvement can be accomplished with roadway restriping only, additional right-
o
of-way/roadway expansion is not necessary (see Figure 7)
4)Install a temporary traffic signal to better meter flow while maintaining existing geometry
5)Construct a roundabout
Due to cost, right-of-way acquisitions, and an estimated two-year construction period,
o
this improvement is not feasible within the timeframe of this project
A review of traffic volumes indicate that a roundabout would operate acceptably; more
o
detailed analysis beyond volume review was not completed
Kristi Sebastian, PE, PTOE March 20, 2014
Dakota County Page 18
Results of the traffic operations analysis shown in Table 5 indicate that the Ipava Avenue/
165th Street intersection will operate acceptably overall with three of the four mitigation alternatives.
Table 5.Ipava Avenue/165th Street Mitigation Tests
A.M. Peak P.M. Peak
Improvement
LOS Delay LOS Delay
2A) Side-Street Stop Control
F/F > 3 min. C/F 106 sec.
(existing geometry)
(1)
2B) Side-Street Stop Control
C/F 76 sec. C/F 79 sec.
(with westbound right-turn lane)
(1)
3) All-Way Stop Control
B 13 sec. C 22 sec.
(Two Northbound Lanes and
One Southbound Lane Roadway Geometry)
B 17 sec. B 15 sec.
4) Traffic Signal
(1)The overall LOS is shown followed by the worst approach LOS. Only the worst side-street delay is provided.
Converting the intersection to side-street stop control and constructing a westbound right turn
lane is not recommended for the following reasons:
The side-street approaches continue to operate with more than one-minute of delay during
the a.m. and p.m. peak hours
The sight distance for westbound right-turning vehicles will be difficult to the south during
the congested time periods with westbound left-turning and through vehicles blocking views
to the south (safety issue)
This improvement has a right-of-way impact that is not necessary with other improvement
options
There are minimal long-term benefits for this location beyond the closure conditions. The
side-street does not benefit from this improvement beyond the closure condition. Estimated
planning-level costs to implement is $25,000 to $50,000 (not including right-of-way costs).
Restriping Ipava Avenue to include two northbound lanes and one southbound lane is not
recommended for the following reasons:
Cannot offset the northbound shared left/thru lane enough from the southbound left-turn
lane. Layout would require northbound vehicles to shift six to eight feet as they travel
through the intersection. This issue is minimized some with the all-way stop control.
Estimated planning-level costs to implement is $15,000 to $20,000.
This intersection geometry is not sustainable with conversion of this intersection to a traffic
signal, reducing its long-term benefits beyond closure conditions.
Installing a temporary traffic signal with existing geometrics and lane configurations is
recommended for this intersection for the following reasons:
Operates acceptably overall during the commuter peaks and will provide continual benefit
for other activities that occur in the area (i.e., Church and school activities)
It is feasible to install this measure within the CSAH 50/CSAH 60 closure timeframe
Kristi Sebastian, PE, PTOE March 20, 2014
Dakota County Page 19
Does not preclude other improvements from being included under future conditions. A
roundabout or permanent traffic signal at this intersection is a potential long-term
improvement. A temporary traffic signal serves as a good transition in traffic control for the
intersection.
However, geometric improvements and additional lanes may want to be considered with
o
implementation of a permanent signal since the side-street currently has a single lane for
all movements.
A traffic signal warrant analysis was conducted using existing and CSAH 50/CSAH 60 closure
condition volumes (see Appendix B). Review of the preliminary warrant analysis indicates that the
intersection meets signal warrants under existing and CSAH 50/CSAH 60 closure conditions. The
planning-level costs of a temporary traffic signal at this location are estimated to be $100,000.
Ipava Avenue/175th Street
Under the CSAH 50/CSAH 60 closure conditions, the Ipava Avenue/175th Street intersection is
expected to operate at an overall LOS F during the a.m. and p.m. peak hours. The majority of the
delay at this intersection is associated with the northbound approach, where queues are expected to
extend more than one-half mile and have more than three minutes of approach delay during the a.m.
peak hour. During the p.m. peak hour northbound queues extend more than one-quarter mile and
have approach delays of more than two minutes. The following improvements were reviewed at the
intersection under the CSAH 50/CSAH 60 closure conditions (to varying degrees of analysis):
1)Modify the traffic control to side-street stop control, allowing free-flow movements along
Ipava Avenue
2)Install a temporary traffic signal while maintaining existing geometry
3)Expand Ipava Avenue to a four-lane facility north of the intersection (maintaining all-way
stop control)
This improvement would require significant right-of-way acquisition and is not feasible
o
within the timeframe of this project. Therefore detailed analysis was not completed.
4)Construct a multi-lane roundabout
While constructing a roundabout at this location is a potential long-term improvement, it
o
is not feasible within the timeframe of this project (cost, right-of-way acquisitions, and
an estimated two-year construction period) and therefore detailed analysis was not
completed
Results of the traffic operations analysis shown in Table 6 indicate that the Ipava Avenue/
175th Street intersection will only operate acceptably with the installation of a traffic signal. Under
side-street stop control conditions the northbound and southbound approaches operate with
minimal delays; however, the side-street approaches operate with such significant delay that the
overall intersection operates at LOS F.
Kristi Sebastian, PE, PTOE March 20, 2014
Dakota County Page 20
Table 6.Ipava Avenue/175th Street Mitigation Tests
A.M. Peak P.M. Peak
Improvement
LOS Delay LOS Delay
F/F > 3 min. F/F > 3 min.
1) Side-Street Stop Control
(1)
C 23 sec. B 19 sec.
2) Traffic Signal
(1)The overall LOS is shown followed by the worst approach LOS. Only the worst side-street delay is provided.
A traffic signal warrant analysis was conducted at the Ipava Avenue/175th Street intersection
using existing and CSAH 50/CSAH 60 closure conditions (see Appendix B). Based on this analysis,
it was determined that the intersection meets signal warrants under both existing and
CSAH 50/CSAH 60 closure conditions. Installing a temporary traffic signal is recommended at
the Ipava Avenue/175th Street intersection to address closure conditions. Further, the existing
geometric configuration at this intersection has been designed to efficiently transition to traffic
signal control. Therefore, the City could consider installing a permanent traffic signal for this
location to leverage the temporary signal costs. The planning-level costs of a temporary traffic
signal at this location are estimated to be $100,000. If a permanent signal were installed at this
location it is estimated to cost $250,000.
CSAH 9/202nd Street
The CSAH 9/202nd Street intersection has a poor side-street operation with LOS F and 67 seconds
of delay under CSAH 50/CSAH 60 closure conditions. The travel demand model shows that
vehicles want to take this route; however, as delays become too significant it is likely traffic will shift
to the Ipava Avenue/202nd Street intersection. Since, the Ipava Avenue/202nd Street intersection
operates at LOS C during the p.m. peak hour it can handle additional traffic volume before its level
of service degrades to a LOS E or below. No mitigation is recommended for the CSAH 9/
202nd Street intersection.
Kenrick Avenue/I-35 NB Exit Ramp
Under the CSAH 50/CSAH 60 closure conditions, northbound and southbound queues along
Kenrick Avenue at the I-35 NB Exit Ramp will extend approximately 150 feet during the p.m. peak
hour. These queues will not impact the park-and-ride driveway or the CSAH 60/Kenrick Avenue
intersection. Further, while the overall intersection volumes increase, the I-35 NB Exit Ramp
volumes decrease under closure conditions. No mitigation is recommended for the Kenrick
Avenue/I-35 NB Exit Ramp intersection.
Impacted Signalized Intersections
The County should conduct field observations once the project begins and continue to monitor the
signalized intersections (identified in Appendix A, Table A2) to address operational issues during the
reconstruction project, if any. Potential signal timing and phasing improvements are included in
Appendix A, Table A2. Signal timing adjustments will be determined by the respective roadway
authority (County/MnDOT/City).
Kristi Sebastian, PE, PTOE March 20, 2014
Dakota County Page 21
High-Level Assessment
A high-level assessment considering potential geometric considerations, safety issues/needs, and
traffic volume considerations, was completed at four additional intersections. The following
subsections include brief statements for each and a conclusion/recommendation.
CSAH 9/190th Street
The residential development will construct a northbound right-, northbound left- and
southbound left-turn lane along CSAH 9 and 190th Street will be reconstructed from an
existing gravel road to a paved urban roadway; construction is currently planned for the year
2014
Both intersecting roadways are two-lanes with side-street stop control on the 190th Street
approaches
Under CSAH 50/CSAH 60 closure conditions this segment of CSAH 9 will have 13,700
o
YSGZKLFKLV´DSSURDFKLQJFDSDFLW\µIURPDSODQQLQJOHYHOSHUVSHFWLYH
If side-street delays become heavy during peak hours, vehicles will divert to Ipava
o
Avenue and circulate east via other roadways
No mitigation is recommended, the intersection should be monitored during the project. If
traffic and/or safety issues occur the following should be considered:
Restrict access to three-quarter, right-in/right-out, or close side-street access to CSAH 9
o
(alternative routes are available) if traffic does not redistribute to the system on its own
and long queues develop
CSAH 9/194th Street
CSAH 9 is a four-lane roadway with turn lanes to the south of 194th Street and transitions
to a two-lane roadway with select right-turn lanes to the north. 194th Street provides an
eastbound left-turn and shared right/through lane and a westbound right-turn and shared
left/through lane.
Under CSAH 50/CSAH 60 closure conditions CSAH 9 will have 13,700 vpd, which is
o
XQGHUFDSDFLW\IRUDIRXUODQHURDGZD\DQG´DSSURDFKLQJFDSDFLW\µIRUDWZRODQH
undivided rural roadway
If side-street delays become heavy during peak hours, vehicles will divert to Ipava
o
Avenue and circulate east via other roadways
No mitigation is recommended, the intersection should be monitored during the project. If
traffic and/or safety issues occur the following should be considered:
Restrict access to three-quarter, right-in/right-out, or close side-street access to CSAH 9
o
(alternative routes are available) if traffic does not redistribute to the system on its own
and long queues develop
205th Street/Judicial Road
Under existing and CSASH 50/CSAH 60 closure conditions, this intersection is not
expected to have capacity issues
Kristi Sebastian, PE, PTOE March 20, 2014
Dakota County Page 22
Under closure conditions, the diverted traffic volume added to the intersection will be
primarily southbound left- and westbound right-turn movements, which do not conflict
Construction of a westbound right-turn lane is not recommended, since this may cause
additional site obstructions for southbound left-turning vehicles when vehicles use it
Installation of temporary (or permanent) all-way stop control at this location is not
recommended. This may cause confusion, particularly if the all-way stop were removed after
the reconstruction project.
205th Street/Jacquard Avenue
Current traffic control is all-way stop control
Under the CSAH 50/CSAH 60 closure conditions, the diverted traffic volume added to the
intersection will be eastbound and westbound through movements
Lakeview Elementary School is located in the southeast quadrant of the intersection
Increase in approach delays and queues are expected around the school arrival and
o
departure time periods
If operational and/or safety issues occur, consider placing a police officer at the intersection
during the peak school arrival and departure time periods
Summary and Conclusions
Based on the analysis the following summary and conclusions are offered for your consideration:
The Dakota County Travel Demand Model was used to identify where traffic volumes are
expected to divert during the CSAH 50/CSAH 60 closure conditions.
A high-level review of the 188th Street railroad crossing was completed to determine how
many vehicles per day might use this corridor if it were not closed during construction of the
CSAH 50/CSAH 60 intersection. Based on our review, this corridor has the potential
WRGLYHUW²YHKLFOHVSHUGD\ YSG
DVDE\SDVVRIWKHLQWHUVHFWLRQFORVXUHDW
CSAH 50/CSAH 60.
These neighborhood roadways do not have shoulders or trails throughout the area and
o
are not intended to serve as a collector street within the functional classification system.
Therefore, this cut-through/bypass traffic is not an appropriate use for this roadway.
City staff will review the feedback received from the residents/businesses at the
o
March 13, 2014 open house to determine the appropriate recommendation to implement
during the CSAH 50/CSAH 60 closure project.
Based on planning-level analysis, the following segments were identified as corridors that will
EH´RYHUFDSDFLW\µRU´DSSURDFKLQJFDSDFLW\µ
CSAH 46 between I-35 and Ipava Avenue
o
Kenrick Avenue between CSAH 60 and 205th Street
o
CSAH 9 between 194th Street and 185th Street
o
CSAH 70 between Kensington Boulevard and CSAH 23
o
Kristi Sebastian, PE, PTOE March 20, 2014
Dakota County Page 23
The recommendations included in this document are based on the intersection
operations and individual location assessments; overall the existing segments will operate
acceptably under closure conditions.
Results of the existing conditions operations analyses indicated that all study intersections
operate at an acceptable LOS C or better during the a.m. and p.m. peak hours, except at
Ipava Avenue/165th Street intersection.
During the a.m. peak hour, the overall intersection LOS E at the Ipava Avenue/165th
o
Street intersection is at the LOS D/E threshold.
Results of the CSAH 50/CSAH 60 closure condition operations analyses indicate that all
study intersections are expected to operate at an acceptable overall LOS C or better during
the a.m. and p.m. peak hours, except at the Ipava Avenue/165th Street and Ipava Avenue/
175th Street intersections. Further, discussion is provided for CSAH 9/202nd Street,
Kenrick Avenue/I-35 NB Exit Ramp, and impacted Signalized Intersections.
The following improvements are recommended to provide acceptable levels of service:
o
Install a temporary traffic signal with the existing geometric and lane configuration at
the Ipava Avenue/165th Street intersection
The planning-level costs of a temporary traffic signal at this location are
estimated to be $100,000
Install a traffic signal with the existing geometric and lane configuration at the Ipava
Avenue/175th Street intersection
The planning-level costs of a temporary traffic signal at this location are
estimated to be $100,000. If a permanent signal were installed at this location it is
estimated to cost $250,000.
No mitigation is recommended for the CSAH 9/202nd Street intersection. It
operates at an overall LOS C during the p.m. peak hour. The LOS F side-street delay
may improve as traffic diverts to Ipava Avenue/202nd Street, which can handle
additional traffic volume before its level of service degrades to a LOS E or below.
No mitigation is recommended for the Kenrick Avenue/I-35 NB Exit Ramp
intersection. Queues at this intersection will not impact the park-and-ride driveway
or the CSAH 60/Kenrick Avenue intersection.
The County should conduct field observations once the project begins and continue
to monitor the signalized intersections (identified in Appendix A, Table A2) to
address operational issues during the reconstruction project, if any. Potential signal
timing and phasing improvements are included in Appendix A, Table A2. Signal
timing adjustments will be determined by the respective roadway authority
(County/MnDOT/City).
A high-level assessment was completed at the CSAH 9/190th Street, CSAH 9/194th Street,
205th Street/Judicial Road, and 205th Street/Jacquard Avenue intersections. Based on this
review no mitigation is recommended under the closure conditions. However, if operational
issues occur the County/City should consider implementing the following improvements:
CSAH 9/190th Street and CSAH 9/194th Street
o
Kristi Sebastian, PE, PTOE March 20, 2014
Dakota County Page 24
Restrict access to three-quarter, right-in/right-out, or close side-street access to
CSAH 9 (alternative routes are available) if traffic does not redistribute to the system
on its own and long queues develop
Other access locations along CSAH 9 include Inca Avenue and residential driveways.
These side-streets have low traffic volumes. Furthermore, alternative routes are
available for Inca Avenue and there are limited mitigation options for the residential
driveways. Therefore, no mitigation is recommended.
205th Street/Jacquard Avenue
o
If operational and/or safety issues occur, consider placing a police officer at the
intersection during the peak school arrival and departure time periods
H:\Projects\8363\TS\Report\8363_FINAL_CSAH 50-60 Closure Diversion Study_140318_rev04.docx
Appendix A
Key Intersection Determination
7DEOH$,PSDFWHG,QWHUVHFWLRQ²&RQVLGHUDWLRQIRU,Q'HSWK(YDOXDWLRQ
SELECTED
CHANGE IN
INTERSECTIONS
ID INTERSECTION ENTERING COMMENTS
FOR DETAILED
VOLUME
ANALYSIS
Ipava Avenue &
1 +4,500 Yes AWS, volume increase
165th Street
Ipava Avenue &
2 +9,600 Yes AWS, volume increase
175th Street
Ipava Avenue &
3 +2,200 Yes AWS, volume increase
192nd Street
Ipava Avenue &
4 +3,800 Yes AWS, volume increase
202nd Street
Limited improvement options
Kenrick Avenue &
5 +3,500 Yes (Ramp volume decreases)
I-35 NB Exit Ramp
P.M. peak hour only
AWS, volumes decrease, Pattern shift
Dodd Boulevard &
6 -400 No (northbound left-turn and eastbound
185th Street
right-turn volume increase)
Dodd Boulevard &
7 +2,000 Yes Volume increase
202nd Street
Dodd Boulevard &
-500 No AWS, volumes decrease
8
210th Street
Pattern shift (northbound left-turn
Judicial Road &
A -1,500 Yes volume increase)
185th Street
P.M. peak hour only
Judicial Road & Existing volumes low; limited
+3,000 Yes
B
205th Street improvement options
Highview Avenue &
C +900 No AWS, low volume increase
175th Street
Dodd Boulevard &
D -2,100 No Roundabout, volume decrease
Highview Avenue
Dodd Boulevard &
E +5,500 Yes * Low side-street volume increase
190th Street
Dodd Boulevard &
F +5,100 Yes * Low side-street volume increase
195th Street
Cedar Avenue &
G -2,100 No Volume decrease
202nd Street
Roundabout, limited improvement
Kenrick Avenue & options (southbound left-turn and
H +6,900 Yes
205th Street westbound right-turn volume
increase)
*High-level assessment review
Table A-2 - Impacted Signalized Intersection
CHANGE IN
Agency Responsible POTENTIAL
INTERSECTION ENTERING
for Timing SIGNAL TIMING ADJUSTMENT
VOLUME
CSAH 46 &
+4,000 MnDOT Monitor and adjust if necessary
I-35 West Ramps
CSAH 46 &
+6,900 MnDOT Monitor and adjust if necessary
I-35 East Ramps
CSAH 46 &
+7,600 MnDOT Monitor and adjust if necessary
Kenrick Avenue
CSAH 46 & Increase northbound left-turn
+7,500 Dakota County
Ipava Avenue protected green time
CSAH 46 &
+2,900 Dakota County No operational issues expected
Interlachen Boulevard
CSAH 46 &
+2,900 Dakota County No operational issues expected
Highview Avenue
CSAH 50 & Increase southbound left-turn
-6,200 MnDOT
Kenrick Avenue protected and westbound green time
CSAH 60 &
-4,200 MnDOT Monitor and adjust if necessary
I-35 West Ramps
Increase northbound left-turn
CSAH 60 &
-3,800 MnDOT protected green time and decrease
Kenrick Avenue
eastbound/westbound green time
Increase southbound, northbound and
CSAG 60 &
+,1800 Dakota County southbound left-turn protected green time;
Ipava Avenue
decrease eastbound/westbound green time
CSAH 9 &
-5,800 Dakota County Monitor and adjust if necessary
CSAH 50
CSAH 70 &
+4,000 MnDOT Monitor and adjust if necessary
Kenrick Avenue
CSAH 70 &
+3,400 MnDOT Increase eastbound/westbound green time
CSAH 9
175th Street/
+5,400 City of Lakeville Monitor and adjust if necessary
Kenrick Avenue
Appendix B
Signal Warrant Analysis
;EVVERXW%REP]WMW)\MWXMRK
=IEV
'SRHMXMSR:SPYQIW
CP 50-17 Diversion Traffic Study
Dakota County
;EVVERX%REP]WMWJSV-TEZE%ZIRYIERHXL7XVIIX
%WWYQTXMSRW%TTVSEGL7TIIH
QTL
0ERIW
Date:1/21/2014 Major Approach 1: NB Ipava Avenue402 or more
Population < 10,000:No Major Approach 3: SB Ipava Avenue402 or more
70% Factor Used:Yes Minor Approach 2: EB 165th Street452 or more
Minor Approach Right-turns Included:100% Minor Approach 4: WB 165th Street452 or more
'SRHMXSR%'SRHMXMSR&'SRHMXMSR'
1ENSV1ENSV1MRSV1MRSV8SXEP8SXEP0EVKIWX
,SYV%TTVSEGL%TTVSEGL%TTVSEGL%TTVSEGL1MRSV%TTV
2507036178
6:00 AM
<<<
55715085296
7:00 AM - AM PEAK
<<<<<<
46716686180
8:00 AM
<<<<<<
37120183123
9:00 AM
<<<<
2221474484
10:00 AM
<
2272259076
11:00 AM
<<
2292216583
12:00 PM
<<
2192085160
1:00 PM
<
31626871120
2:00 PM
<<<<
279408150140
3:00 PM
<<<<<<
338440199163
4:00 PM - PM PEAK
<<<<<<
300527187175
5:00 PM - PM PEAK
<<<<<<
262352145120
6:00 PM
<<<<<
;EVVERX'VMXIVME,SYVW6IUYMVIH1IX2SX1IX
,SYVW1IX
Warrant 1A: Minimum Vehicular Volume8Not Met
6
Warrant 1B: Interruption of Continuous Traffic8Not Met
5
Warrant 1C: Combination of Warrants8Met - Warrant 1C Satisfied
8
Warrant 2: Four-hour Vehicular Volume4Met - Warrant 2 Satisfied
5
Warrant 3B: Peak Hour1Met - Warrant 3B Satisfied
1
;EVVERXW%REP]WMW)\MWXMRK
=IEV
'SRHMXMSR:SPYQIW
CP 50-17 Diversion Traffic Study
Dakota County
;EVVERX%REP]WMWJSV-TEZE%ZIRYIERHXL7XVIIX
;%66%28 *SYVLSYV:ILMGYPEV:SPYQI
500
400
300
200
100
0
02505007501,0001,2501,5001,7502,0002,2502,5002,7503,000
1ENSV7XVIIX8SXEP%TTVSEGL:SPYQI
(vph)
Series3Approach Volumes
80 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 60 vph applies as the lower threshold volume for a minor-street approach with one
lane.
2SXI
(community less than 10,000 population or speeds above 40 mph on major street)
;EVVERXW%REP]WMW)\MWXMRK
=IEV
'SRHMXMSR:SPYQIW
CP 50-17 Diversion Traffic Study
Dakota County
;EVVERX%REP]WMWJSV-TEZE%ZIRYIERHXL7XVIIX
;%66%28& 4IEO,SYV
500
400
300
200
100
0
02505007501,0001,2501,5001,7502,0002,2502,5002,7503,000
1ENSV7XVIIX8SXEP%TTVSEGL:SPYQI
(vph)
Series3Approach Volumes
100 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 75 vph applies as the lower threshold volume for a minor-street approach with one
lane.
2SXI
(community less than 10,000 population or speeds above 40 mph on major street)
;EVVERXW%REP]WMW'7%,'PSWYVI'SRHMXMSR:SPYQIW
CP 50-17 Diversion Traffic Study
Dakota County
;EVVERX%REP]WMWJSV-TEZE%ZIRYIERHXL7XVIIX
%WWYQTXMSRW%TTVSEGL7TIIH
QTL
0ERIW
Date:1/21/2014 Major Approach 1: NB Ipava Avenue402 or more
Population < 10,000:No Major Approach 3: SB Ipava Avenue402 or more
70% Factor Used:Yes Minor Approach 2: EB 165th Street452 or more
Minor Approach Right-turns Included:100% Minor Approach 4: WB 165th Street452 or more
'SRHMXSR%'SRHMXMSR&'SRHMXMSR'
1ENSV1ENSV1MRSV1MRSV8SXEP8SXEP0EVKIWX
,SYV%TTVSEGL%TTVSEGL%TTVSEGL%TTVSEGL1MRSV%TTV
35215636177
6:00 AM
<<<<<
78533585295
7:00 AM - AM PEAK
<<<<<<
65837186179
8:00 AM
<<<<<<
52344983123
9:00 AM
<<<<<
3133284484
10:00 AM
<<<<
40929510674
11:00 AM
<<<<
4122897681
12:00 PM
<<<<
3942726058
1:00 PM
<<<
56935184117
2:00 PM
<<<<<
502534176136
3:00 PM
<<<<<<
608576234158
4:00 PM - PM PEAK
<<<<<<
540690220170
5:00 PM - PM PEAK
<<<<<<
472461171117
6:00 PM
<<<<<<
;EVVERX'VMXIVME,SYVW6IUYMVIH1IX2SX1IX
,SYVW1IX
Warrant 1A: Minimum Vehicular Volume8Not Met
7
Warrant 1B: Interruption of Continuous Traffic8Met - Warrant 1B Satisfied
11
Warrant 1C: Combination of Warrants8Met - Warrant 1C Satisfied
9
Warrant 2: Four-hour Vehicular Volume4Met - Warrant 2 Satisfied
8
Warrant 3B: Peak Hour1Met - Warrant 3B Satisfied
6
;EVVERXW%REP]WMW'7%,'PSWYVI'SRHMXMSR:SPYQIW
CP 50-17 Diversion Traffic Study
Dakota County
;EVVERX%REP]WMWJSV-TEZE%ZIRYIERHXL7XVIIX
;%66%28 *SYVLSYV:ILMGYPEV:SPYQI
500
400
300
200
100
0
02505007501,0001,2501,5001,7502,0002,2502,5002,7503,000
1ENSV7XVIIX8SXEP%TTVSEGL:SPYQI
(vph)
Series3Approach Volumes
80 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 60 vph applies as the lower threshold volume for a minor-street approach with one
lane.
2SXI
(community less than 10,000 population or speeds above 40 mph on major street)
;EVVERXW%REP]WMW'7%,'PSWYVI'SRHMXMSR:SPYQIW
CP 50-17 Diversion Traffic Study
Dakota County
;EVVERX%REP]WMWJSV-TEZE%ZIRYIERHXL7XVIIX
;%66%28& 4IEO,SYV
500
400
300
200
100
0
02505007501,0001,2501,5001,7502,0002,2502,5002,7503,000
1ENSV7XVIIX8SXEP%TTVSEGL:SPYQI
(vph)
Series3Approach Volumes
100 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 75 vph applies as the lower threshold volume for a minor-street approach with one
lane.
2SXI
(community less than 10,000 population or speeds above 40 mph on major street)
;EVVERXW%REP]WMW)\MWXMRK
=IEV
'SRHMXMSR:SPYQIW
CP 50-17 Diversion Traffic Study
Dakota County
;EVVERX%REP]WMWJSV-TEZE%ZIRYIERHXL7XVIIX
%WWYQTXMSRW%TTVSEGL7TIIH
QTL
0ERIW
Date:1/21/2014 Major Approach 1: NB Ipava Avenue402 or more
Population < 10,000:No Major Approach 3: SB Ipava Avenue452 or more
70% Factor Used:Yes Minor Approach 2: EB 175th Street402 or more
Minor Approach Right-turns Included:0% Minor Approach 4: WB 175th Street402 or more
'SRHMXSR%'SRHMXMSR&'SRHMXMSR'
1ENSV1ENSV1MRSV1MRSV8SXEP8SXEP0EVKIWX
,SYV%TTVSEGL%TTVSEGL%TTVSEGL%TTVSEGL1MRSV%TTV
22713134178
6:00 AM
<<<
556346101255
7:00 AM - AM PEAK
<<<<<<
412186107133
8:00 AM
<<<<
330234108146
9:00 AM
<<<<<
2291427697
10:00 AM
<
20218510982
11:00 AM
<
18917211497
12:00 PM
<<
18016810488
1:00 PM
<
406260151131
2:00 PM
<<<<<<
284363231133
3:00 PM
<<<<<<
396363243173
4:00 PM - PM PEAK
<<<<<<
381391273158
5:00 PM - PM PEAK
<<<<<<
313306212127
6:00 PM
<<<<<
;EVVERX'VMXIVME,SYVW6IUYMVIH1IX2SX1IX
,SYVW1IX
Warrant 1A: Minimum Vehicular Volume8Not Met
7
Warrant 1B: Interruption of Continuous Traffic8Not Met
5
Warrant 1C: Combination of Warrants8Met - Warrant 1C Satisfied
8
Warrant 2: Four-hour Vehicular Volume4Met - Warrant 2 Satisfied
6
Warrant 3B: Peak Hour1Met - Warrant 3B Satisfied
3
;EVVERXW%REP]WMW)\MWXMRK
=IEV
'SRHMXMSR:SPYQIW
CP 50-17 Diversion Traffic Study
Dakota County
;EVVERX%REP]WMWJSV-TEZE%ZIRYIERHXL7XVIIX
;%66%28 *SYVLSYV:ILMGYPEV:SPYQI
500
400
300
200
100
0
02505007501,0001,2501,5001,7502,0002,2502,5002,7503,000
1ENSV7XVIIX8SXEP%TTVSEGL:SPYQI
(vph)
Series3Approach Volumes
80 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 60 vph applies as the lower threshold volume for a minor-street approach with one
lane.
2SXI
(community less than 10,000 population or speeds above 40 mph on major street)
;EVVERXW%REP]WMW)\MWXMRK
=IEV
'SRHMXMSR:SPYQIW
CP 50-17 Diversion Traffic Study
Dakota County
;EVVERX%REP]WMWJSV-TEZE%ZIRYIERHXL7XVIIX
;%66%28& 4IEO,SYV
500
400
300
200
100
0
02505007501,0001,2501,5001,7502,0002,2502,5002,7503,000
1ENSV7XVIIX8SXEP%TTVSEGL:SPYQI
(vph)
Series3Approach Volumes
100 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 75 vph applies as the lower threshold volume for a minor-street approach with one
lane.
2SXI
(community less than 10,000 population or speeds above 40 mph on major street)
;EVVERXW%REP]WMW'7%,'PSWYVI'SRHMXMSR:SPYQIW
CP 50-17 Diversion Traffic Study
Dakota County
;EVVERX%REP]WMWJSV-TEZE%ZIRYIERHXL7XVIIX
%WWYQTXMSRW%TTVSEGL7TIIH
QTL
0ERIW
Date:1/21/2014 Major Approach 1: NB Ipava Avenue402 or more
Population < 10,000:No Major Approach 3: SB Ipava Avenue452 or more
70% Factor Used:Yes Minor Approach 2: EB 175th Street402 or more
Minor Approach Right-turns Included:0% Minor Approach 4: WB 175th Street402 or more
'SRHMXSR%'SRHMXMSR&'SRHMXMSR'
1ENSV1ENSV1MRSV1MRSV8SXEP8SXEP0EVKIWX
,SYV%TTVSEGL%TTVSEGL%TTVSEGL%TTVSEGL1MRSV%TTV
42720149220
6:00 AM
<<<<<
1,045530145315
7:00 AM - AM PEAK
<<<<<<
774285154164
8:00 AM
<<<<<<
620358155180
9:00 AM
<<<<<<
430218109120
10:00 AM
<<<<<
413259117108
11:00 AM
<<<<<
387241123128
12:00 PM
<<<<
354254126106
1:00 PM
<<<<
799392183158
2:00 PM
<<<<<<
559548279160
3:00 PM
<<<<<<
780548294208
4:00 PM - PM PEAK
<<<<<<
750590330190
5:00 PM - PM PEAK
<<<<<<
616462256153
6:00 PM
<<<<<<
;EVVERX'VMXIVME,SYVW6IUYMVIH1IX2SX1IX
,SYVW1IX
Warrant 1A: Minimum Vehicular Volume8Met - Warrant 1A Satisfied
9
Warrant 1B: Interruption of Continuous Traffic8Met - Warrant 1B Satisfied
10
Warrant 1C: Combination of Warrants8Met - Warrant 1C Satisfied
13
Warrant 2: Four-hour Vehicular Volume4Met - Warrant 2 Satisfied
9
Warrant 3B: Peak Hour1Met - Warrant 3B Satisfied
8
;EVVERXW%REP]WMW'7%,'PSWYVI'SRHMXMSR:SPYQIW
CP 50-17 Diversion Traffic Study
Dakota County
;EVVERX%REP]WMWJSV-TEZE%ZIRYIERHXL7XVIIX
;%66%28 *SYVLSYV:ILMGYPEV:SPYQI
500
400
300
200
100
0
02505007501,0001,2501,5001,7502,0002,2502,5002,7503,000
1ENSV7XVIIX8SXEP%TTVSEGL:SPYQI
(vph)
Series3Approach Volumes
80 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 60 vph applies as the lower threshold volume for a minor-street approach with one
lane.
2SXI
(community less than 10,000 population or speeds above 40 mph on major street)
;EVVERXW%REP]WMW'7%,'PSWYVI'SRHMXMSR:SPYQIW
CP 50-17 Diversion Traffic Study
Dakota County
;EVVERX%REP]WMWJSV-TEZE%ZIRYIERHXL7XVIIX
;%66%28& 4IEO,SYV
500
400
300
200
100
0
02505007501,0001,2501,5001,7502,0002,2502,5002,7503,000
1ENSV7XVIIX8SXEP%TTVSEGL:SPYQI
(vph)
Series3Approach Volumes
100 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 75 vph applies as the lower threshold volume for a minor-street approach with one
lane.
2SXI
(community less than 10,000 population or speeds above 40 mph on major street)