HomeMy WebLinkAboutItem 03Memorandum
Item No.
City of Lakeville
Community & Economic Development
To: Mayor and City Council
From: David L. Olson, Community & Economic Development Director
Copy: Allyn Kuennen, Interim City Administrator
Chris Petree, Public Works Director
Zach Johnson, City Engineer
Brian Sorenson, Asst. County Engineer
Date: October 24, 2014
Subject: County Road 5 / 172nd Street Intersection
The City has received numerous inquiries from property owners and developers regarding
both commercial and residential development of properties adjacent to and near the
intersection of County Road 5 and 172nd Street just west of 1-35. In August of 2013, the City
retained SRF to complete a traffic study of this area. The main purpose of the study was to
review existing traffic operations in this area and recommend any necessary improvements to
accommodate future traffic volumes. A copy of SRF's Traffic Study is attached.
This area was also studied in 2004 in conjunction with Interim Improvements that were
constructed on County Road 5/50 at that time. This included adopting an official map for the
future intersections that would be needed when the ultimate 1-35 / County Road 5/50
Interchange would be constructed. A copy of the official map is attached.
The proposed improvements recommended in the SRF Traffic Study and the 2004 Official
Map result in the current intersection of County Road 5 and 172n1 Street being moved
northwest to align with Kenyon Avenue south of HOM Furniture and the realignment of the
Kenyon Avenue cul-de-sac intersection with 172nd Street. This will require right-of-
way/easement from several adjacent properties. The cost for the improvements to this
intersection and the realignment were estimated to be $1,150,000 in 2013. This estimate
does not include any right-of-way acquisition or utility construction.
Attached are letters that were received by Fortune Realty and Mr. and Mrs. Chua who both
own undeveloped land adjacent to 172nd Street and are requesting that the City and County
consider implementing the planned improvements to this intersection to allow development
of their properties to occur. The City also received inquiries from Highland Bank, which owns
several commercially zoned parcels fronting on County Road 5, expressing the same
concerns. This project was proposed to be included in both the 2014 and 2015 City Capital
Improvement Programs (CIP) but was not included in the approved or draft CIPS for either
year. In recent discussions with the Dakota County Highway Department, County staff
indicated they could support the County's participation in eligible aspects of this proposed
improvement with the standard 55% County cost -share. There may also potentially be TIF
Funds available from City TIF Districts No. 8 and No. 9 that will expire at the end of this year.
The total amount of TIF Funds that could be available is $275,000.
Requested Action: Staff is seeking direction from the City Council as to whether this project
should be pursued and possibly be re -considered for inclusion in the 2015-2019 CIP. One or
more of the property owners that have contacted the City will be attending Monday night's
Work Session.
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June 12, 2014
David Olson
Community Development Director
City of Lakeville
20195 Holyoke Ave
Lakeville MN 55044
Re: Realignment of 172nd Street
Dear Dave,
As you are already aware, we, as well as owners of contiguous property have been in
negotiations with Lennar to sell approximately 80 acres for residential development. The
City has indicated that it would not approve a plat for this property until the realignment
of 172nd St. is resolved including the cost and apportionment of those costs. You have
indicated that the city and the County would share is this improvement. It is assumed that
the other affected landowners would also share in the cost.
We were all hoping that the vacant land on th9taside of 172nd would be developed
soon but that does not appear to be the case. It may be a long time for that to happen and
thus you are effectively making our property unmarketable. Lennar is willing to pay their
share but must have some idea as to the cost as that will affect the purchase price.
I know that you have been reluctant to proceed with this plan until something is proposed
for the propertyof 172nd. There has been some interest in multifamily development
on that site but th ll require rezoning or a special use permit.
We would propose that you proceed with the street project and assess the costs. Lennar
would pay their share up front and the assessment on the vacant land could be deferred
until the property is sold. In my opinion that property would sell a lot faster if the road
improvements are in.
We and the other owners have waited a long time for the housing market to come back.
Taxes are being paid every year. Our property was sold twice in 2005 but at that time the
City would not rezone our property from office to residential. It was not until the
comprehensive plan was amended that our property was marketable and by then the
housing bubble had burst.
FORTUNE REALTY, INC. • P.O. BOX 22173 • EAGAN, MN 55122-0173 • (651) 905-1075 • FAX (651) 452-3582
I know you are very busy right now but we need to proceed with the plans before another
season is over. We would appreciate a response from you as quickly as possible. Thank
you.
Fortune Realty, Inc.
Gary Gustafson
Vice President
Cc: Zach Johnson
Steve Mielke
Daryl Morey,Planning Director
City of Lakeville,20195 Holyoke Ave.
Lakeville, MN55044
Dear Mr.D.Morey,
I was informed by my real estate agent,Yvonne Perkins about the road planning on 172"d and Co.Rd.5.
My husband and I had the property listed for sale with Yvonne Perkins.Actually there is a serious buyer
interested on our property.
The hang up was the road proposal.lf you ,the city of Lakeville can give some considerations,my
property can be sold.
Do you have suggestion or advise ,so our property can be sold easier?thank you for your kind attention,
Truly yours,
b. W, - , - c �'
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Estrella Tang Chua
204 Galleon Drive
Newark,DE 19702
July 1,2014
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JUL 0 7 2014
CITY OF LAKEVILLE
ENGINEERS
PLANNERSLl
D E S I G N F R S
Consulting Group, Inc.
SRF No. 0138045
TECHNICAL MEMORANDUM
TO: Mark Hansen, P.E., Assistant City Engineer
CITY OF LAKEVILLE
FROM: Matthew Pacyna, P.E., Associate
Jeff Bednar, TOPS, Senior Traffic Engineering Specialist
DATE: August 8, 2013
SUBJECT: 172ND STREET/KENYON AVENUE RELOCATION TRAFFIC STUDY
LAKEVILLE, MN —CITY PROJECT NO. 13-07
INTRODUCTION
In year 2004, SRF completed a traffic study and Master Plan for the CSAH 5/50 Corridor
through the Interstate 35 (I-35) interchange area. The study and plan provided the City guidance
on long-term improvements to the CSAH 5/50 Corridor. The City has been constructing these
improvements as funding becomes available and opportunities arise. Due to recent potential
development activity in this area, the City has decided to move ahead with a more detailed traffic
study on the relocation of 172nd Street, which would form a new west leg at the CSAH
5/Kenyon Avenue intersection (see Figure 1).
Therefore, as requested, SRF has completed a traffic study for the proposed 172nd
Street/Kenyon Avenue Relocation. The main objectives of the study are to review existing
operations within the study area, evaluate the relocation impacts to the adjacent roadway
network, and recommend any necessary improvements to accommodate future traffic forecasts.
EXISTING CONDITIONS
The existing conditions were reviewed to establish a baseline to compare and determine any
future impacts associated with the proposed project. The evaluation of existing conditions
includes various data collection efforts and an intersection capacity analysis. The following
information summarizes the results of the existing conditions evaluation.
Data Collection
Weekday intersection turning movement counts were collected by SRF at the following study
area key intersections during the a.m. and p.m. peak periods on March 19 and 20, 2013:
• CSAH 5 and the ramps west of I-35
• CSAH 5 and Kenyon Avenue
• CSAH 5 and 172nd Street
• 172nd Street and Kenyon Avenue
www.srfconsulting.com
One Carlson Parkway North, Suite 150 1 Minneapolis, MN 55447-4443 1 763.475.0010 Far 763.475.2429
An Equal Opportunity Employer
m
L
Mark Hansen, P.E. August 8, 2013
City of Lakeville Page 3
In addition to the peak hour intersection turning movement counts, observations were completed
to identify roadway characteristics within the study area (i.e. roadway geometry, posted speed
limits, and traffic controls). Currently, CSAH 5 transitions from an urban multi -lane divided
roadway with turn lanes at the intersection of the ramps west of I-35 to a three -lane urban
undivided roadway at Kenyon Avenue. The posted speed limit along CSAH 5 is 45 miles per
hour (mph). The other study area roadways (172nd Street and Kenyon Avenue) are two-lane
roadways with selected turn lanes and 30 mph posted speed limits.
The intersection of CSAH 5 and the ramps west of I-35 is currently signalized, while the other
study area intersections have side -street stop control. The existing geometries, traffic control,
and the a.m. and p.m. peak hour traffic volumes within the study area are shown in Figure 2.
Intersection Operations Analysis
An operations analysis was conducted to determine how traffic is currently operating at the study
area key intersections during the a.m. and p.m. peak hours. The study intersections were
analyzed using a combination of Synchro/SimTraffic and the Highway Capacity Manual (HCM).
This analysis establishes a baseline condition to which future traffic operations can be compared.
Capacity analysis results identify a Level of Service (LOS), which indicates the quality of traffic
flow through an intersection. Intersections are given a ranking from LOS A through LOS F. The
LOS results are based on average delay per vehicle, which corresponds to the delay threshold
values shown in Table 1. LOS A indicates the best traffic operation, with vehicles experiencing
minimal delays. LOS F indicates an intersection where demand exceeds capacity or a breakdown
of traffic flow. An overall LOS A through D is generally considered acceptable by drivers in the
Twin Cities Metropolitan area.
Table 1
Level of Service Criteria for Signalized and Unsignalized Intersections
LOS Designation
Signalized Intersection
Average Delay/Vehicle (seconds)
Unsignalized Intersection
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 minor approach. The 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.
;4 � Existing (Year 2013) Conditions
Figure 2
Consulting Group, Inc.
172nd Street/Kenyon Avenue Relocation Traffic Study
00138045 City of Lakeville
August 2013
Mark Hansen, P.E. August 8, 2013
City of Lakeville Page 5
Results of the existing operations analysis shown in Table 2 indicate that all study area key
intersections are currently operating at an acceptable "overall" LOS C or better during the a.m.
and p.m. peak hours, with existing traffic controls, geometric layout, and signal timing.
Minnesota Department of Transportation (MnDOT) signal timing was used in this analysis.
Table 2
Existing Peak Hour Capacity Analysis
Intersection
Level of Service
A.M. Peak P.M. Peak
CSAH 5 and the ramps west of I-35
B
C
CSAH 5 and 172nd Street(')
A/C
AN
CSAH 5 and Kenyon Avenue
AB
A/C
172nd Street and Kenyon Avenue("
AB
A/B
Indicates an unsignalized intersection with side -street stop control, where the "overall" LOS
is shown followed by the worst approach LOS.
Although the study area key intersections operate at acceptable "overall" levels of service during
the a.m. and p.m. peak hours, the eastbound left -turn at the CSAH 5/172nd Street intersection
operates at LOS F during the p.m. peak hour due to higher traffic volume and continuous traffic
flow on CSAH 5 resulting in a limited number of acceptable gaps. Field observations revealed
that some drivers were avoiding this difficult eastbound left -turn and instead made an eastbound
right -turn and then made a "U" turn downstream to travel north on CSAH 5. This intersection is
considered too close to the intersection of the ramps west of I-35 to improve with traffic signal
installation or allow future full -access under any CSAH 5 improvement scenario. It should be
noted that under existing conditions these intersections are approximately 300 feet apart.
Based on official mapping and the ultimate layout for the reconstruction of the CSAH 5/50 and I-
35 interchange, the future intersection spacing between CSAH 5/172nd Street and the ramps
west of I-35 would be less than 200 feet. In either the existing or future interchange
reconstruction scenario, the access spacing between CSAH 5/172nd Street and the intersection of
the ramps west of I-35 does not conform to the Dakota County Access Spacing Guidelines for
full access and is not considered acceptable.
Traffic Safety
Based on the available crash data from MnDOT and the City of Lakeville Police Department,
during the three year period from 2010 through 2012 there were nine reported crashes within the
study area. Seven crashes occurred at the CSAH 5/Kenyon Avenue intersection; one crash
involved a severe injury to a motorcyclist. Two crashes occurred at the intersection of CSAH 5
and the ramps west of I-35; both involved minor injuries.
The crash rate for the CSAH 5/Kenyon Avenue intersection is higher than the statewide average
crash rate and the "critical crash rate" for similar intersections. Intersections with crash rates
above the "critical crash rate" are considered to be in need of further review and improvement
because there is a high probability (95 percent) that conditions at the intersection are contributing
to the higher crash rate. The rate at which crashes are occurring at the other study area key
intersections is not significant at this time. However, as traffic volumes, delay and congestion
grow in this area there may be a potential for increased crashes.
Mark Hansen, P.E.
City of Lakeville
TRAFFIC FORECASTS
August 8, 2013
Page 6
The construction of the proposed 172nd Street/Kenyon Avenue relocation could be triggered by
intersection traffic operations and safety concerns associated with potential future study area
development (i.e. Keokuk Avenue extension and adjacent/nearby subdivisions and/or plats) by
year 2014. Therefore, traffic forecasts were developed for year 2015 (one year after construction)
conditions. To determine potential long-term impacts, traffic forecasts were also developed for
year 2030 conditions. These forecast volumes are based on and closely match the City of
Lakeville 2008 Transportation Plan Year 2030 daily traffic forecasts. The forecast volumes were
modified accordingly to reflect the potential relocation scenario (i.e. Build conditions).
Study area traffic volumes have generally declined or remained static since the City's 2008
Transportation Plan was published (based on the City of Lakeville/MnDOT traffic volume maps)
and the area has generally matured. However, since that time traffic volumes on 172nd Street
west of CSAH 5 have grown significantly, nearly doubling. And with the future extension of
Keokuk Avenue north to 172nd Street, even greater traffic growth on 172nd Street is expected.
The year 2015 and 2030 traffic forecasts for both the no build and build conditions are
summarized in Figures 3 through 6. The geometries shown in Figures 4 and 6 represent the base
level of roadway improvement (i.e. Build conditions) for analysis purposes.
YEAR 2015 CONDITIONS
To determine how the existing roadway network (No Build Network) and the proposed
relocation (Build Network) can accommodate the year 2015 traffic forecasts, a detailed traffic
operations analysis was conducted for each. The study intersections were analyzed using a
combination of Synchro/SimTraffic and the HCM. The following information once again
summarizes the results of the intersection capacity analysis for each condition.
No Build Network
Results of the year 2015 no build operations analysis shown in Table 3 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 with existing traffic controls, geometric layout, and signal timing. However, the
eastbound left -turn at the CSAH 5/172nd Street intersection will continue to operate at LOS F
during the p.m. peak hour.
Table 3
Year 2015 No Build Conditions Peak Hour Capacity Analysis
Intersection
Level of Service
A.M. Peak P.M. Peak
CSAH 5 and the ramps west of I-35
B
C
CSAH 5 and 172nd Street's
A/C
A/F
CSAH 5 and Kenyon Avenue
A/B
A/C
172nd Street and Kenyon Avenue
A/B
A/B
Indicates an unsignalized intersection with side -street stop control, where the overall LOS
is shown followed by the worst approach LOS.
B:j �� Year 2015 No Build Conditions
Figure 3
Consulting Group, Inc.
172nd Street/Kenyon Avenue Relocation Traffic Study
00138045 City of Lakeville
August 2013
\� Year 2015 Build Conditions Figure 4
Consulting Group, Inc.• 172nd Street/Kenyon Avenue Relocation Traffic Study
00138045 City of Lakeville
August 2013
INJ;j� Year 2030 No Build Conditions
Figure 5
Consulting Group, Inc.
172nd Street!Kenyon Avenue Relocation Traffic Study
00138045 City of Lakeville
August2013
Year 2030 Build Conditions _ _ _ Figure 6
Consulting Group, Inc: 172nd Street/Kenyon Avenue Relocation Traffic Study
00138045 City of Lakeville
August 2013
Mark Hansen, P.E.
City of Lakeville
Build Network
August 8, 2013
Page 11
To address the poor eastbound left -turn operation and operational and safety concerns associated
with future study area development, installation of a traffic signal would typically be considered
at the intersection of CSAH 5/172nd Street. However, intersection spacing between CSAH
5/172nd Street and the ramps west of I-35 does not conform to the Dakota County Access
Spacing Guidelines for full access; as a result traffic signal installation would not be acceptable.
Therefore, to mitigate these conditions the relocation/realignment of 172nd Street, which would
form a new west leg at the CSAH 5/Kenyon Avenue intersection, has been recommended. This
relocation/realignment of 172nd Street as a major collector was identified and recommended in
the City's 2008 Transportation Plan.
Results of the year 2015 build operations analysis 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 with existing traffic control, signal timing and relocated geometric layout.
However, the westbound left -turn at the realigned CSAH 5 and Kenyon Avenue/172nd Street
intersection will operate at LOS F during the p.m. peak hour. To address this side -street delay,
installation of traffic signal control would be necessary.
Table 4
Year 2015 Build Conditions Peak Hour Capacity Analysis
Intersection
Level of Service
A.M. Peak P.M. Peak
CSAH 5 and the ramps west of I-35
B
C
CSAH 5 and Kenyon Avenue/172nd Street (1,2)
A/D (A)
C/F (A)
172nd Street and Kenyon Avenue (1)
A/B
A/B
Indicates an unsignalized intersection with side -street stop control, where the overall LOS is
shown followed by the worst approach LOS.
(2) The LOS in parentheses indicates the intersection operations with traffic signal control.
A preliminary traffic signal warrants analysis indicates that under 2015 build conditions (with
the geometrics shown), the CSAH 5/Kenyon Avenue/172nd Street intersection will likely meet
one or more traffic signal warrants.
YEAR 2030 CONDITIONS
To determine how the existing roadway network (No Build Network) and the proposed
relocation (Build Network) can accommodate the year 2030 traffic forecasts a detailed traffic
operations analysis was conducted. The study intersections were once again analyzed using a
combination of Synchro/SimTraffic and the HCM. The following information summarizes the
results of the intersection capacity analysis for each condition.
No Build Network
Results of the year 2030 no build operations analysis shown in Table 5 indicate that all study
intersections are expected to operate at an acceptable overall LOS D or better during the a.m. and
p.m. peak hours with existing traffic controls, geometric layout, and signal timing. However, the
eastbound left -turn at the CSAH 5/172nd Street intersection and the westbound left -turn at the
CSAH 5/Kenyon Avenue intersection are expected to operate at LOS F and LOS E respectively
during the p.m. peak hour.
Mark Hansen, P.E.
City of Lakeville
Table 5
Year 2030 No Build Conditions Peak Hour Capacity Analysis
Intersection
Level of Service
A.M. Peak
P.M. Peak
CSAH 5 and the ramps west of I-35
B
D
CSAH 5 and 172nd. Street(')A/D
F/F (A)
B/F
CSAH 5 and Kenyon Avenue
A/C
A/E
172nd Street and Kenyon Avenue(')
AB
A/C
(1) Indicates an unsignalized intersection with side -street stop control, where the overall LOS
is shown followed by the worst approach LOS.
Build Network
August 8, 2013
Page 12
Results of the year 2030 build operations analysis shown in Table 6 indicate that all study
intersections, except the CSAH 5 and Kenyon Avenue/172nd Street intersection, are expected to
operate at an acceptable overall LOS D or better during the a.m. and p.m. peak hours with
existing traffic controls, signal timing and relocated geometric layout. The CSAH 5 and Kenyon
Avenue/172nd Street intersection is expected to operate at an overall LOS F during the p.m. peak
hour. To address this operational issue, installation of a traffic signal is recommended.
Table 6
Year 2030 Build Conditions Peak Hour Capacity Analysis
Intersection
Level of Service
A.M. Peak P.M. Peak
CSAH 5 and the ramps west of I-35
B
D
CSAH 5 and Kenyon Avenue/172nd Street (L a)
A/F (A)
F/F (A)
172nd Street and Kenyon Avenue (1)
AB
A/C
Indicates an unsignalized intersection with side -street stop control, where the overall LOS is
shown followed by the worst approach LOS.
(2) The LOS in parentheses indicates the intersection operations with traffic signal control.
OTHER CONSIDERATIONS
Future I-35/CSAH 5/50 Interchange
As previously mentioned, the City of Lakeville has completed a traffic study and Master Plan for
the CSAH 5/50 Corridor through the Interstate 35 (I-35) interchange area. The study and plan
provided the City guidance on long-term improvements to the CSAH 5/50 Corridor. While
these future 1-35 Interchange improvements are outside the scope of this traffic study (beyond
year 2030) the I-35/CSAH 5/50 interchange reconstruction ultimate layout/official mapping is
available and was considered in the review of access spacing on CSAH 5 through the study area.
Access Management
With CSAH 5 designated as an "A" Minor Arterial and with the 172nd Street/Kenyon Avenue
designated a Major Collector, any future development north of existing 172nd Street and west of
CSAH 5 should be reviewed for opportunities to reduce direct access to these roadways.
Mark Hansen, P.E. August 8, 2013
City of Lakeville Page 13
172nd Street/Kenyon Avenue Relocation Segment Right Of Way (ROW) Width
Based on the City's 2008 Transportation Plan, the relocated segment of 172nd Street/Kenyon
Avenue is identified as a major collector and calls for a ROW width ranging from 100 to 120
feet. Based on the City's 2008 Transportation Plan and the forecast traffic volumes projected for
the study area, it is recommended that ROW for the relocated segment of 172nd Street/Kenyon
Avenue be 100 feet and the ROW on the Kenyon Avenue connection to existing 172nd Street be
80 feet (see Figures 4 and 6).
172nd Street/Kenyon Avenue Relocation Concept Construction Cost Estimate
The concept construction cost estimate for the subject 172nd Street/Kenyon Avenue Relocation
is $1,150,000 and includes the cost of the recommended traffic signal ($190,000) at CSAH
5/Kenyon Avenue (see attached Concept Cost Estimate). This concept construction cost
estimate further includes the costs for removal of the existing 172nd Street roadway and
restoration of the roadsides and all roadway extensions required to complete the relocation.
CONCLUSIONS AND RECOMMENDATIONS
Based on the analysis, the following conclusions and recommendations are offered for your
consideration:
1. Results of the existing operations analysis indicate that all study intersections are currently
operating at an acceptable "overall" LOS C or better during the a.m. and p.m. peak hours.
o However, the eastbound left -turn at the CSAH 5/172nd Street intersection operates at
LOS F during the p.m. peak hour due to higher traffic volumes and continuous traffic
flow on CSAH 5 resulting in a limited number of acceptable gaps. Some drivers are
avoiding this difficult eastbound left -turn by making an eastbound right -turn and then a
"U" turn downstream to travel north on CSAH 5.
o The CSAH 5/172nd Street intersection is considered too close to the intersection of the
ramps west of I-35 (approximately 300 feet) to improve with traffic signal installation or
allow future full -access under any CSAH 5 improvement scenario.
2. Based on the available crash data from MnDOT and the City of Lakeville Police Department,
during the three year period from 2010 through 2012 there were nine reported crashes within
the study area. Seven crashes occurred at the CSAH 5/Kenyon Avenue intersection; one
crash involved a severe injury to a motorcyclist.
o The crash rate for the CSAH 5/Kenyon Avenue intersection is higher than the statewide
average crash rate and the "critical crash rate" for similar intersections.
o Intersections with crash rates above the "critical crash rate" are considered to be in need
of further review and improvement because there is a high probability (95 percent) that
conditions at the intersection are contributing to the higher crash rate.
3. The construction of the proposed 172nd Street/Kenyon Avenue relocation could be triggered
by traffic operations and safety concerns associated with potential future study area
development (i.e. Keokuk Avenue extension and adjacent/nearby subdivisions and/or plats).
4. Traffic forecasts were developed for year 2015 and year 2030 conditions based on growth
rates established as part of the City of Lakeville 2008 Transportation Plan.
Mark Hansen, P.E.
City of Lakeville
August 8, 2013
Page 14
5. Results of the year 2015 no build operations analysis 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 with existing traffic controls, geometric layout, and signal timing. However, the
eastbound left -turn at the CSAH 5/172nd Street intersection will continue to operate at LOS
F during the p.m. peak hour.
6. Results of the year 2015 build operations analysis 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 with existing traffic control, signal timing and relocated geometric layout. However,
the westbound left -turn at the realigned CSAH 5 and Kenyon Avenue/172nd Street
intersection will operate at LOS F during the p.m. peak hour. To address this side -street
delay, installation of traffic signal control would be necessary.
7. A preliminary traffic signal warrants analysis indicates that under 2015 build conditions
(with the geometries shown), the CSAH 5 and Kenyon Avenue/172nd Street intersection will
likely meet one or more traffic signal warrants.
8. Results of the year 2030 no build operations analysis indicate that all study intersections are
expected to operate at an acceptable "overall" LOS D or better during the a.m. and p.m. peak
hours with existing traffic controls, geometric layout, and signal timing. However, the
eastbound left -turn at the CSAH 5/172nd Street intersection and the westbound left -turn at
the CSAH 5/Kenyon Avenue intersection are expected to operate at LOS F and LOS E
respectively during the p.m. peak hour.
9. Results of the year 2030 build operations analysis indicate that all study intersections, except
the CSAH 5 and Kenyon Avenue/172nd Street intersection, are expected to operate at an
acceptable "overall" LOS D or better during the a.m. and p.m. peak hours with existing
traffic controls, signal timing and relocated geometric layout. The CSAH 5 and Kenyon
Avenue/172nd Street intersection is expected to operate at an overall LOS F during the p.m.
peak hour. To address this operational issue, installation of a traffic signal is recommended.
10. Based on this traffic study and the City of Lakeville 2008 Transportation Plan, as part of any
potential future study area development (i.e. Keokuk Avenue extension and adjacent/nearby
subdivisions and/or plats) it is recommended that the City of Lakeville acquire the right-of-
way (ROW) and consider funding sources and strategies to implement the construction of the
172nd Street/Kenyon Avenue Relocation at CSAH 5 as proposed.
o The ROW for the relocated segment of 172nd Street/Kenyon Avenue be 100 feet and the
ROW on the Kenyon Avenue connection to existing 172nd Street be 80 feet wide.
o This relocation improvement should include provisions for future traffic signal control at
the CSAH 5 and Kenyon Avenue intersection.
o With CSAH 5 designated an "A" Minor Arterial and 172nd Street/Kenyon Avenue
designated a Major Collector, future development north of existing 172nd Street and west
of CSAH 5 be reviewed for access management opportunities to reduce direct access.
o The concept construction cost estimate for the subject 172nd Street/Kenyon Avenue
Relocation is $1,150,000 and includes the cost of the recommended traffic signal
($190,000) at CSAH 5/Kenyon Avenue and all associated removals and restoration.
H. IProjects180451 TSIReport 1130808_172nd-Kenyon_ Relocation_ Traffic Study.doex
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