HomeMy WebLinkAboutItem 5City of Lakeville
Public Works – Engineering Division
Memorandum
To: Mayor and City Council
From: Zach Johnson, City Engineer
Paul Oehme, Public Works Director
Copy: Justin Miller, City Administrator
Date: August 24, 2020
Subject: Lake Marion Elementary School & Lakeville North High School Traffic Assessment
City Council Action Requested
None. City staff will present the final report.
Overview
The City, Dakota County and Lakeville Area Schools partnered to conduct a traffic study of the
travel shed bordered by Dodd Boulevard (CSAH 9) to the east, Kenwood Trail (CSAH 50) to the
south, Ipava Avenue to the west and Indiana Avenue to the north. The traffic study evaluated the
impact of planned capital improvement projects and private developments within/along the
travel shed, and assessed future travel shed needs.
Traffic modeling and analysis of thirteen intersections was completed to analyze existing and
future (2040) intersection operation conditions. 2020 traffic counts were not collected as the
COVID-19 pandemic and associated school closures created atypical traffic conditions. 2019
StreetLight Data was used to supplement existing County traffic data and provide estimated 2020
turning movement counts. StreetLight Data collects traffic/trip data from GIS applications and
devices within vehicles. The StreetLight Data was calibrated and balanced with known City and
County traffic volumes to create a baseline for modeling and analyze forecasts.
In summary, the analysis suggests that existing and future intersection operations will operate at
acceptable levels of services following completion of the programmed improvements at a) CSAH
9 and 194th St/Indiana Ave; b) CSAH 9 and Heritage Dr/Icenic Tr; and c) CSAH 9 and Lake
Marion Elementary (LME) School Entrance/Itea Avenue. Further monitoring is recommended at
the Lakeville North High School Entrance at Indiana Avenue. Additional study is recommended
at the CSAH 9 and CSAH 50 intersection. A road connection between Ames Arena and LME is
not recommended at this time, but the underlying land between the two should be preserved as it
is a viable option if intersection operations, vehicle queuing or vehicle circulation issues persist.
Lake Marion Elementary School & Lakeville
North High School Traffic Assessment
City of Lakeville, MN
City Project 20-21
SEH No. LAKEV 155173 | July 30, 2020
Lake Marion Elementary School & Lakeville North High School
Traffic Assessment
SEH No. LAKEV 155173
July 30, 2020
I hereby certify that this report was prepared by me or under my direct supervision, and
that I am a duly Licensed Professional Engineer under the laws of the State of
Minnesota.
Erin Jordan, P.E.
Date: 7/17/2020 License No.: 57913
Reviewed By: Graham Johnson, P.E. Date: 6/17/2020
Short Elliott Hendrickson Inc.
SEH is a registered trademark of Short Elliott Hendrickson Inc.
i
Contents
Executive Summary .......................................................... 1
1 Background and Purpose ........................................... 3
2 Existing Study Area (No Build Conditions) ................. 6
3 Programmed Roadway Improvements (Build
Conditions) .................................................................. 8
3.1 Partial/Directional Access Considerations .............................................. 8
4 Traffic Volumes ......................................................... 10
4.1 Average Annual Daily Traffic (AADT) ................................................... 10
4.2 Dakota County Turning Movement Count Data .................................... 11
4.3 StreetLight Data .................................................................................... 11
4.4 Trip Generation ..................................................................................... 12
5 Traffic Operations ..................................................... 18
5.1 2020 Existing Traffic (No Build) ............................................................ 18
5.2 2020 Existing Traffic (Build) .................................................................. 21
5.3 2040 Forecast Traffic (Build) ................................................................ 24
5.4 2040 Forecast Traffic (Build) – CSAH 50 & CSAH 9 Improvement
Alternative............................................................................................. 27
5.5 Roadway Connection: Ames Arena & Lake Marion Elementary ........... 28
6 Operations Summary ................................................ 30
6.1 2020 No Build ....................................................................................... 30
6.2 2020 Build............................................................................................. 30
6.3 2040 Build............................................................................................. 31
7 Recommendations & Future Considerations ............ 32
7.1 Study Intersections ............................................................................... 32
7.2 U-Turn Movement Considerations ........................................................ 35
7.3 Ames Arena & Lake Marion Elementary Roadway Connection ............ 37
Contents (continued)
ii
List of Tables
Table 1 – Existing and Forecast AADT Summary .................................................... 10
Table 2 – Private Development Trip Generation ...................................................... 13
Table 3 – Public Development Trip Generation ........................................................ 13
Table 4 – Level of Service Thresholds ..................................................................... 18
Table 5 – 2020 Existing No Build Traffic Operations Summary ................................ 19
Table 6 – Summary of Maximum Queue Lengths Exceeding Available Storage (2020
No Build) ............................................................................................................. 20
Table 7 – 2020 Existing Build Traffic Operations Summary ..................................... 22
Table 8 – Summary of Maximum Queue Lengths Exceeding Available Storage (2020
Build)................................................................................................................... 23
Table 9 – 2040 Build Traffic Operations Summary ................................................... 25
Table 10 – Summary of Maximum Queue Lengths Exceeding Available Storage
(2040 Build) ........................................................................................................ 26
Table 11 – 2040 Build Traffic Operations Summary (with Geometric Improvements)28
Table 12 – Summary of Maximum Queue Lengths Exceeding Available Storage
(2040 Build + Geometric Improvements) ............................................................ 28
List of Figures
Figure 1 – Project Location Map ................................................................................ 5
Figure 2 – No Build Conditions ................................................................................... 7
Figure 3 – Build Conditions ........................................................................................ 9
Figure 4 – 2020 Existing Volumes – No Build Conditions ........................................ 15
Figure 5 – 2020 Existing Volumes – Build Conditions .............................................. 16
Figure 6 – 2040 Forecasted Volumes – Build Conditions ......................................... 17
Figure 7 – CSAH 50 & CSAH 9 proximity to railroad and storage length restrictions23
Figure 8 – Geometric improvement possibility for CSAH 50 & CSAH 9 ................... 27
Figure 9 – Proposed roadway alignment between Ames Arena and Lake Marion
Elementary School .............................................................................................. 29
33
Figure 10 – Temporary alternative (A) with parking lot entrance closures ................ 33
Figure 11 – Permanent alternative (A-1) with parking lot entrance closures ............ 34
Figure 12 – Permanent alternative (A-2) with parking lot entrance relocation and
one-way circulation ............................................................................................. 34
Figure 13 – Temporary & permanent alternative (B) with eastbound right-turn lanes
rerouted to Ipava Avenue .................................................................................... 35
Figure 14 – Proposed lane configuration and circulation at CSAH 9 & LME Entrance35
Contents (continued)
iii
Figure 15 – Typical stop controlled RCUT design (MnDOT Technical Memorandum
No. 17-03-TS-01). ............................................................................................... 36
List of Appendices
Appendix A - Dakota County’s 2014 Highway Travel Demand Spreadsheet
Appendix B – MnDOT RCUT Studies
A-1 – 2016 Study of the Traffic Safety at Reduced Conflict Intersections in Minnesota
A-2 – 2018 Technical Memorandum No. 17-03-TS-01, RCUT – Design and Implementation Guidance
Appendix C – Measures of Effectiveness Tables
B-1 – 2020 No Build
B-2 – 2020 Build
B-3 – 2040 Build
B-4 – 2040 Build + Mitigations
Page 1
Executive Summary
Study Background
This traffic study provides the findings related to the analysis of the planned capital improvement
projects and private development projects in the City of Lakeville. The study area includes the
area bounded by CSAH 9, CSAH 50, Ipava Avenue, and Indiana Avenue. Figure 1 shows the
study area, study intersections, and summarizes the programmed projects included as part of the
study. In addition to the programmed improvement projects, an east-west roadway connection is
being considered between Ames Arena and Lake Marion Elementary School. This roadway
connection was considered as part of the traffic study.
This project was completed during the COVID-19 health pandemic and mandated school
closures beginning in March 2020. Therefore, existing 2020 turning movement count data could
not be collected since it would not have reflected typical traffic conditions. As a result, the study
performed the analysis using a combination of past turning movement count data provided by
Dakota County and 2019 data collected from the StreetLight “big data” online platform for the
remaining study intersections. These counts were calibrated based on AADT data on the study
roadways and factored to 2020 and 2040 estimated counts based on calculated growth factors.
Traffic Operations Summary
A total of 13 study intersections were analyzed for the 2020 No Build, 2020 Build, 2040 Build, and
2040 Build + Improvement Alternative scenarios, where the “no build” scenario analyzes the
existing roadway conditions and the “build” scenario analyzes the programmed roadway
improvements.
Traffic operations were performed using Synchro 9 software for the AM, High School Dismissal,
and PM peak hours. Prior to implementing changes to the study intersections or parking lots, it is
recommended to collect field observations once traffic adjusts back to normal demands and
school is back in regular session.
· 2020 No Build
o Acceptable operations
o Maximum queue lengths exceed storage at CSAH 9 & Indiana Avenue, Indiana
Avenue & High School Driveway, and CSAH 50 & CSAH 9
· 2020 Build
o Acceptable operations
o Acceptable U-turn operations at CSAH 9 & Itea Way and CSAH 50 & CSAH 9
accommodating the rerouted trips from partial/directional accesses
o Maximum queue lengths exceed storage for westbound left-turn lane on Indiana
Avenue at the High School Driveway
o Maximum queue lengths exceed storage for northbound movements at CSAH 50
& CSAH 9 with up to 50% blocking of left-turn and right-turn vehicles
· 2040 Build
o Acceptable operations except at CSAH 50 & CSAH 9, which experiences LOS D
and LOS E
Page 2
o Acceptable U-turn operations at CSAH 9 & Itea Way and CSAH 50 & CSAH 9
accommodating the rerouted trips from partial/directional accesses
o Similar queueing concerns as 2020 Build, but seeing up to 70% blocking of
northbound left-turn and right-turn vehicles at CSAH 50 & CSAH 9
· 2040 Build + Improvement Alternative (CSAH 50 & CSAH 9)
o Alternative changed lane configuration of south approach at CSAH 50 & CSAH 9
to extend left-turn and right-turn storage lengths to 150 feet; include a dedicated
left turn lane; include a shared through/right-turn lane.
o Acceptable operations with LOS C
o Percent blocking reduced to less than 5% of northbound left-turn and right-turn
vehicles
· Ames Arena & Lake Marion Elementary School Roadway Connection
o Programmed improvements to Lake Marion Elementary School access on CSAH
9 modeled to improve operations and parking lot circulation
o Roadway connection is not expected to further improve operations at study
intersection
Recommendations Summary
· Although an improvement alternative was analyzed to improve operations at the CSAH
50 & CSAH 9 intersection, this intersection poses several complex design challenges that
were not fully considered as part of this study. It is recommended to complete a separate
study that focuses on the intersection and considers all of its elements to determine the
most appropriate improvement recommendation.
· To improve operations, queueing concerns, and parking lot circulation at the Indiana
Avenue & High School entrance several temporary and permanent alternatives are
outlined in the report. These options include temporarily or permanently closing the first
two driveways in the parking lot, relocating the first entrance to the main parking lot
further west and creating a one-way circulation on smaller parking lot near the baseball
fields, or restricting right-turn movements into the parking lot from Indiana Avenue. Field
observations should be collected once school is back in session to determine the most
appropriate alternative to improve circulation and operations on Indiana Avenue and
within the parking lot.
· It is recommended that the Lake Marion Elementary School expansion project moves
forward with the proposed circulation and access restrictions. The study shows
improvements to queueing and no signs of operational concerns.
· A roadway connection between Ames Arena and Lake Marion Elementary school is not
recommended to be constructed at this time since the study intersections show
acceptable operations into the future. The implementation of a future roadway connection
is dependent on long-term goals of the school’s roadway network and future observed
operational concerns that may be mitigated with a connection.
Page 3
1 Background and Purpose
The City of Lakeville, in partnership with Dakota County and Lakeville Area Schools, has initiated
a traffic study to better understand the impact planned capital improvement projects and private
development projects will have to the study area and its existing and future traffic operations.
The study area primarily encompasses Lakeville North High School (LNHS), Ames Arena, and
Lake Marion Elementary School. The roadway network includes CSAH 9 (Dodd Blvd) to the east,
CSAH 50 (Kenwood Trail) to the south, Ipava Avenue to the west, and Indiana Avenue to the
north. The county and the surrounding area have experienced consistent growth and have
completed several highway expansion projects to increase roadway capacity, including a four-
lane expansion on CSAH 50 in 2017/2018 (approximately 0.4 mi west of Ipava Ave to CSAH 9)
and a four-lane expansion on CSAH 9 in 2016 (approximately 194th Street to 185th Street).
The following lists the existing traffic control for the two signalized and 11 stop-controlled
intersections/driveways included in the traffic operations analysis:
· Ipava Avenue & Indiana Avenue/192nd
Street W - All Way Stop (4 legged)
· CSAH 50 & Icenic Trail - Side-Street Stop (3
legged; restricted access)
· Ipava Avenue & Iredell Court/High School
Driveway (North) – All Way Stop (4
legged)
· CSAH 9 and CSAH 50 – Signalized (4
legged)
· Ipava Avenue & High School Driveway
(South) - Side-Street Stop (3 legged)
· CSAH 9 and Heritage Drive - Side-Street
Stop (4 legged)
· Ipava Avenue & LNHS Overflow Parking
Lot Driveway/198th St - Side-Street Stop
(4 legged)
· CSAH 9 & Itea Ave/Lake Marion Elementary
School Access - Side-Street Stop (4 legged)
· Ipava Avenue & Ames Arena Driveway
(North) - Side-Street Stop (3 legged)
· CSAH 9 and Indiana Ave/194th Street -
Side-Street Stop (4 legged)
· Ipava Avenue & Ames Arena Driveway
(South) - Side-Street Stop (3 legs)
· Indiana Avenue & High School Driveway -
Side-Street Stop (3 legged)
· CSAH 50 & Ipava Ave – Signalized (4
legged)
All agencies involved have programmed public improvement projects within the study area, these
include the following, and are scheduled for 2020 construction:
· Dakota County
o Partial/Directional Access at CSAH 9 & Heritage Drive/Icenic Trail Intersection
(CP 20-07)
o Partial/Directional Access at CSAH 9 & Indiana Avenue/194th Street Intersection
(CP 20-12)
· City of Lakeville
o Ames Arena Parking Lot and Improvements (Adding 81 parking stalls) (CP
19.13)
o Lakeville North High School Overflow Parking Lot Improvements (Adding 63
parking stalls) (CP 19.13)
· Lakeville Area Schools
o Seasonal Indoor Practice Facility east of LNHS (240 ft. x 410 ft.)
o Lake Marion Elementary School Expansion (Additional 100 students) – includes
parking lot recirculation and an eastbound right-out only driveway at CSAH 9.
Page 4
In addition to the programmed public improvements, private development has recently been
constructed within the study area. The private development projects were constructed in 2019 on
the south side of Indiana Avenue, and include the following:
· Kingspath Senior Ministries (Spero Senior Living)
o 55-unit 3-story senior living facility; 55 parking stalls
· Bethlehem Evangelical Lutheran Church
o 17,600 SF; seats 400 people
o Future expansion to seat a total of 800 people (construction pending)
The study will also consider a potential east-west roadway connection between Ames
Arena/Lakeville North High School overflow parking lot entrance and Lake Marion Elementary
School.
The primary purpose of this study is to complete a traffic evaluation of the travel shed needs,
analyze the impact the programmed projects have on the traffic operations at the study
intersections, and provide any recommendations to mitigate operational or safety issues in the
study area. This study also provides recommendations for when further evaluation or field
observations should be completed prior to implementing any intersection modifications outside of
the programmed improvement projects.
Figure 1 shows the study area, study intersections, and locations of the programmed public
improvement projects and private development.
4567
456750
9
Itea Ave
KENWOOD TRL
194THSTW
INDIANAAVE
ICENIC TRL DODD BLVDIPAVAAVEICENICWAY
IDEAL WAY
203RD ST W
HAZEL NUT AVEIMPALAAVEHORN BEAM AVEIBERIS AVEIDEALICAVE198TH ST W
I
R
E
L
A
N
DP
L
HILLCRES T A V E
INNDAL E D RITEA AVEH
O
Y
A C
TIRELANDCT
ICALEEPA T H 202ND ST W
ITERILN
192ND STW
INGLESIDECT201ST ST W ICICLEAV
E
IBERIA AVEINDORATRLINDIO PATHITALY AVEIRELANDWAYIRIS WAY
1
2
3
4
5
6
7
8
9
10
11
1213
Figure1
Project Location MapLake Marion Elementary School and Lakeville North High School Traffic AssessmentCity of Lakeville, Dakota County, MN
Study Intersections
Travel Shed Roadways
Private Developments
Public Developments
Lake Marion Elementary SchoolAmes Arena
Programmed 3/4Access Modification(CP 20-07)
Lakeville NorthHigh School
Programmed 3/4Access Modification(CP 20-12)##A
B
C
D
List of Private and Public Developments:Spero Senior Living & BethlehemEvangelical Lutheran ChurchLakeville North High School IndoorPractice FacilityLake Marion Elementary SchoolExpansionLakeville North High School Overflow Parking Lot andAmes Arena Parking Lot Improvements
A:
B:
C:
D:
Heritage Dr
Page 6
2 Existing Study Area (No Build Conditions)
The study area includes the roadway network surrounding Lakeville North High School, Lake
Marion Elementary School, and Ames Arena, which are located in or near a developing
residential and commercial area in the City of Lakeville. This area is bounded by CSAH 9 (Dodd
Blvd) to the east, CSAH 50 (Kenwood Trail) to the south, Ipava Avenue to the west, and Indiana
Avenue to the north.
Within the project area, CSAH 9 is a north-south 4-lane divided minor arterial with a posted
speed limit of 45 MPH between CSAH 50 and Itea Avenue and 50 MPH between Itea Avenue
and Indiana Avenue/194th Street. CSAH 9 intersects with CSAH 50 at a signalized intersection,
and the remaining intersections are side-street stop controlled including Heritage Dr/Icenic Trail,
Ideal Way (not a study intersection), Itea Ave (Lake Marion Elementary School Access), 198th
Street (not a study intersection), and 194th Street/Indiana Avenue. Currently, the Heritage
Drive/Icenic Trail and 194th Street/Indiana Avenue intersections are full-access; however these
are programmed for partial access in 2020. A multi-use trail extends parallel to the corridor on
both sides. The forecasted 2019 Average Annual Daily Traffic (AADT) on CSAH 9 is 9,600.
CSAH 50 is an east-west 4-lane divided minor arterial with a posted speed limit of 45 MPH.
Within the study area, CSAH 50 intersects with Ipava Avenue and CSAH 9 at a signalized
intersection and the intersections with Icenic Way and Icenic Trail are restricted right-in/right-out
accesses. The forecasted 2019 AADT on CSAH 50 between Kenwood Way and Icenic Trail is
18,600 and between Icenic Trail and Iberia Avenue is 15,100.
Ipava Avenue is a north-south 4-lane divided major collector with a posted speed limit of 40 MPH,
providing direct access to Ames Arena and Lakeville North High School driveways and parking
lots; it also provides access to the residential area west of the roadway. A multi-use trail extends
parallel to the corridor on both sides. The forecasted 2019 AADT on Ipava Avenue is 4,400.
Indiana Avenue is an east-west 2-lane undivided major collector with a posted speed limit of 35
MPH, providing access to Lakeville North High School and the recently constructed private
developments. A multi-use trail extends parallel to the corridor on both sides. The forecasted
2019 AADT on Indiana Avenue is 2,750.
Figure 2 shows the study area, posted speed limits, existing traffic control and lane geometry at
each of the study intersections. The information shown in the figure represents the no-build
conditions.
4567
456750
9
Lakeville NorthHigh School
Lake MarionElementarySchool
Ames Arena
1239
123;
123;
123:OPOP>³P>³P2
³P=>>³³!"$
3
OPOP>³P>³P!"$
4
>³³=>³³=O=O=!",$
1
=>>³³=!"$
13
>³³=>³³=O=O=!"$
12
>³³³³==!"$
8 >³³=>³³=>³=>³=èé
9
>³³=>P>³P!"$>³=10
>³³=>³³=O=O=!"$
11
>³³=>³³=>³=>P
³P=>>³³!"$
6³P=>³O!"$
5
èé
7
!",$
123<
Itea Ave
HERITAGE DR
KENWOOD TRL
1 9 7THSTW194TH ST W
HUGHES AVEINDIANAAVE
HOWLAND AVEIC E NIC TRL
ICENICWAY ID E A L WAY
UPPER205THSTW
205TH ST W
206TH ST WIMPALAAVEHUDSONCT
HUNTINGT O N AVEHILLCRESTAVE207THSTWIREDELLCTINCAAVE
IDALIA AVEIBERIS AVEIDEALICAVE198TH ST WISMAYCT
I
R
E
L
A
NDP
L
ICELANDAVEHULL AVE199TH ST W
IDENAVE
IT E R I C T W
IREL ANDCTI NCLINEWAY
192NDSTW
HOMEFIREWAY
202ND ST W
ITERILN
201ST ST W
IN
G
LESIDECT196THSTWICALEE PATHIBERIA AVEDODD BLVDIPAVA AVEITERIAVE
INDORA TRLINNDALEDR
I
NMAN CTINDI O PATHIRELANDWAYIRIS WAY
ITERI PL
ISLANDVIEW CIR
PRIVATE RD1
2
3
4
5
6
7
8
9
10
11
1213
Figure2
No Build ConditionsLake Marion Elementary School and Lakeville North High School Traffic AssessmentCity of Lakeville, Dakota County, MNPath: X:\KO\L\LAKEV\155173\5-final-dsgn\51-drawings\90-GIS\Figure 2 - No Build Conditions.mxd±
OP
!"$èéMinor Street Stop Control Traffic Signal
!",$4-Way Stop Control Existing Lane Configuration
Page 8
3 Programmed Roadway Improvements (Build
Conditions)
Below is a list of the roadway improvements that are programmed for 2020 construction (build
conditions):
· Partial/Directional Access Median at CSAH 9 & Heritage Drive/Icenic Trail Intersection
(CP 20-07)
· Partial/Directional Access Median at CSAH 9 & Indiana Avenue/194th Street Intersection
(CP 20-12)
The build conditions also include the Lake Marion Elementary School parking lot circulation
improvement project, as part of the Lake Marion Elementary School expansion project. The
parking lot is designed to support a one-way circulation, with vehicles entering on the further west
side of the parking lot and circulating to exit on the east driveway location. The geometry of the
school entrance on CSAH 9 is proposed to be reconfigured with two westbound receiving lanes
into the parking lot and restricted to an eastbound right-turn only lane.
An additional potential traffic improvement includes a roadway connection between Ames Arena
and Lake Marion Elementary School. This study considers the presence of this roadway and its
impact to the study intersections. The discussed goal of this roadway connection is offer a more
efficient alternate route for school traffic to travel between Ames Arena, Lake Marion Elementary
School, and Lakeville North High School.
Figure 3 shows the study area, indicating the changes in lane configuration based on the
abovementioned build conditions.
3.1 Partial/Directional Access Considerations
A partial/directional access intersection, also known as a 3/4 access or restricted access,
minimizes conflict points and reduce decision-making for cross street traffic. The design restricts
side road left turns and crossing movements from the minor cross streets and allows full access
from the mainline, usually by installing a raised center median that accommodates these
movements.
Partial/directional access intersections can be used to address safety and operational issues by
limiting the number of conflict points and lowering the chance of a severe crash to occur.
Compared to a full access intersection, which has a total of 32 conflict points, a partial/directional
access intersection described in this section is designed with a total of 10 conflict points. The
crash rate is also reduced from 0.3 to 0.2 crashes per million entering vehicles.
4567
456750
9
Itea Ave
Lakeville NorthHigh School
Lake MarionElementarySchool
Ames Arena
1239
123;
123;
123:
Lakeville NorthHigh School
Lake MarionElementarySchool
Ames Arena
1239
OPOP>³P>³P2
³P=>>³³!"$
3
OPOP>³P>³P!"$
4
>³³=>³³=O=O=!",$
1
=>>³³=!"$
13
>³³³³==!"$
8 >³³=>³³=>³=>³=èé
9
>³³=
10
>³³=>³³==O=!"$
11
>³³=>³³=>³=³P=>>³³!"$
6³P=>³O!"$
5
èé
7
!?>³³=>³³=12
==!?==>³³=!",$
123<
HERITAGE DR
>P>OP1 9 7THSTWKENWOOD TRL
194TH ST W
INDIANAAVE
HUGHES AVEIC E NI C TRL
HOWLAND AVEICENICWAY ID E A L WAY
ITHACACIR
UPPER205THSTW
205TH ST W
206TH ST WIMPALAAVEHUDSONCT
HUNTING T O N AVEHILLCRES T A V E207THSTWIREDELLCT
IDALIA AVEIBERIS AVEIDEALICAVE198TH ST WISMAYCT
I
R
E
L
A
NDP
L
ICELANDAVEHULL AVE199TH ST W
IDENAVE
IT E R I C T W
IREL ANDCTINCLINEWAY
192NDSTW
HOMEFIREWAY
202ND ST W
ITERILN
201S T ST W
IN
G
LESIDECT196THSTWICALEE PATHIBERIA AVEDODD BLVDIPAVA AVEITERI AVE
INDORA TRLINNDALEDR
I
NMAN CTI NDI O PATHIRELANDWAYIRIS WAY
ITERI PL
ISLANDVIEW CIR
PRI VATE RD1
2
3
4
5
6
7
8
9
10
11
1213
Figure3
Build ConditionsLake Marion Elementary School and Lakeville North High School Traffic AssessmentCity of Lakeville, Dakota County, MNPath: X:\KO\L\LAKEV\155173\5-final-dsgn\51-drawings\90-GIS\Figure 3 - Build Conditions-edits.mxd±
!?OP!"$Minor Street Stop Control
!",$4-Way Stop Control
Existing LaneConfiguration Proposed 3/4 Access Intersection
Programmed LaneConfigurationOP
èé Traffic Signal OP Future LaneConfiguration (Not Analyzed)
Page 10
4 Traffic Volumes
As a result of the COVID-19 health pandemic, associated “Stay at Home” order, and mandated
school closures implemented in March of 2020, manual 2020 turning movement volumes would
not have reflected the typical traffic conditions and were not collected as part of this study. As a
result, a combination of methods and resources were used to obtain data to be used for the traffic
analysis. The data includes Dakota County’s Average Annual Daily Traffic (AADT) and forecast
information, turning movement count data provided by the County, as well as “big data” from the
StreetLight data platform. The Stay at Home order also restricted a site visit to obtain field
verification of operations seen in the operational analysis.
4.1 Average Annual Daily Traffic (AADT)
The most recent Average Annual Daily Traffic (AADT) information for the surrounding CSAH 50,
CSAH 9, Ipava Avenue, and Indiana Avenue roadways was provided by Dakota County and
MnDOT’s historical volume database. At the time of this report, MnDOT’s database provided
2013 data as the most recent count data.
The 2014 Dakota County Highway Travel Demand spreadsheet included 2019 forecasted AADT
and 2040 forecasted AADT for a build scenario, including programmed improvements within the
County’s and Cities’ 5-year capital improvement programs and any highway improvements that
are identified in studies and plans. Appendix A includes Dakota County’s Highway Travel
Demand spreadsheet.
Based on Dakota County’s forecast model and MnDOT’s data, growth rates were calculated for
each corridor to forecast the turning movement count volumes. Using the Dakota County data, a
1.0% annual linear growth rate was assigned to volumes on CSAH 50, and a 2.0% annual linear
growth rate was assigned for volumes on CSAH 9. Using MnDOT’s historical data, a 1.0% annual
linear growth rate was assigned for volumes on Ipava Avenue and Indiana Avenue. See Table 1.
Table 1 – Existing and Forecast AADT Summary
Roadway
Segment
Approximate
Growth Rate
Most Recent
AADT Count
(Year)
2019
Forecasted
AADT
2040
Forecasted
AADT
Source
CSAH 9
(CSAH 50 to 0.19
miles north of 195th
St W)
2.0% 9,600 (2013) 9,600 15,000 Dakota County
Forecast Model
CSAH 50
(Kenwood Way to
Icenic Trail)
1.0% 13,900 (2013) 18,600 24,000 Dakota County
Forecast Model
CSAH 50
(Icenic Trail to
Iberia Ave)
1.0% 13,000 (2013) 15,100 18,100 Dakota County
Forecast Model
Ipava Ave
(CSAH 50 to
Inndale Dr)
1.0% 4,250 (2017) 4,400 5,250 MnDOT
Historical Data
Indiana Ave
(CSAH 50 to
CSAH 9)
1.0% 2,600 (2015) 2,750 3,250 MnDOT
Historical Data
Page 11
The 2040 forecast AADT on CSAH 9 is approximately 15,000, and the 2040 forecast AADT on
Indiana Avenue is approximately 3,250, making the CSAH 9 & Indiana Ave/194th Street
intersection and CSAH 9 & Heritage Drive/Icenic Trail intersection viable candidates based on
daily traffic demand. According to the 2017 MnDOT Technical Memorandum No. 17-03-TS-01
(Restricted Crossing U-Turn – Design and Implementation Guide), a partial/directional access
intersection with a median U-turn movement will experience optimal operational benefit when the
daily volumes on the mainline roadway are between 10,000 and 45,000 and below 4,000 on the
minor street. Although the programmed partial/directional access projects on CSAH 9 at Indiana
Avenue/194th Street and Heritage Drive/Icenic Trail do not include a median U-turn design, these
thresholds were used to assume the intersections are viable candidates based on the daily traffic
demands.
4.2 Dakota County Turning Movement Count Data
Dakota County supplied historical turning movement count data for four intersections in the study
area:
· CSAH 9 and Indiana Avenue/194th Street (2018 Count)
· CSAH 9 and Heritage Drive/Icenic Trail (2015 Count)
· CSAH 9 and CSAH 50 (2015 Count)
· CSAH 50 and Ipava Avenue (2015 Count)
The turning movement counts were factored up to the estimated 2020 existing year volumes by
applying the respective growth rates determined in Section 4.1. Dakota County data was also
used to determine the intersections peak hour factors, truck percentage estimates, and the
network peak hours for the study.
In addition to the network AM and PM peak hours, the high school dismissal peak hour was also
included in the analysis. The dismissal time for Lake Marion Elementary School is 3:55 PM, and
the dismissal time for Lakeville North High School is 2:37 PM. Since it was assumed that the
majority of dismissal traffic for Lake Marion Elementary School is captured in the identified PM
peak hour (4:00 – 5:00 PM), the school dismissal hour analyzed was the Lakeville North High
School Dismissal hour (2:30 – 3:30 PM).
The network peak hours include:
· AM Peak Hour: 7:00 AM – 8:00 AM
· High School Dismissal Peak Hour: 2:30 PM – 3:30 PM
· PM Peak Hour: 4:00 PM – 5:00 PM
4.3 StreetLight Data
StreetLight is a “big data” online platform that collects traffic and trip data from GPS applications
and devices. For this study, the purpose of StreetLight data was to supplement the available
2015/2018 turning movement count data at four main study intersections, provide a base dataset
to evaluate traffic patterns, general driveway/intersection operations, and analyze potential
improvement options.
The StreetLight methodology inherently limits the analysis and opportunities for complete,
detailed recommendations. For example, using StreetLight data is not useful to provide
recommendations for turn lane length extensions or signal timing modifications as the information
is a high level estimation of traffic volumes based on the available device capture.
Page 12
SEH was granted access to Dakota County’s StreetLight license, through MnDOT’s regional
subscription, for the purpose of retrieving estimated 2020 turning movement count data at the
remaining study intersections and driveways.
· Ipava Avenue & Indiana Avenue/192nd Street
· Ipava Avenue & Iredell Court/High School Driveway (North)
· Ipava Avenue & High School Driveway (South)
· Ipava Avenue & LNHS Overflow Parking Lot Driveway/198th Street
· Ipava Avenue & Ames Arena Driveway (North)
· Ipava Avenue & Ames Arena Driveway (South)
· CSAH 50 & Icenic Trail
· CSAH 9 & Itea Ave/Lake Marion Elementary School Access
· Indiana Avenue & High School Driveway
The StreetLight methodology consisted of creating origin and destination zones for each entry
and exit point at the intersections and collecting weekday (Monday-Thursday) data from the 2019
calendar year. Only dates for which school was open, January 7, 2019 through May 31, 2019
and September 3, 2019 through December 20, 2019, were evaluated. Using these date ranges,
StreetLight provided device captures of the trips making movements at the intersections and
driveways during each hour of the day (total of 24-hours).
The StreetLight data was calibrated by applying a factor to the counts after comparing the known
AADT data on the roadway segments to the 24-hour StreetLight counts. The Streetlight counts
were then balanced with the turning movement count data supplied by Dakota County for each
peak hour.
Prior to continuing with the analysis, the turning movement count estimates were shared with the
project team members and verified by representatives of the schools.
4.4 Trip Generation
Trip generation analysis for the programmed public and private development projects in the study
area was conducted. The trip generation analysis was completed by using information provided
by the City and data provided by the Institute of Transportation Engineers Trip Generation
Manual (10th Edition).
A summary of the private development trip generation for the Spero Senior Living Facility and
Bethlehem Evangelical Lutheran Church and future expansion project is provided in Table 2. The
manual provided daily, AM peak hour, and PM peak hour trip generation data. Volume
information is not provided for a school dismissal peak hour. Due to the low AM and PM peak
hour volumes, no additional volumes were included in the school dismissal analysis since it
would nominally impact operations. The estimated new trips were assigned to the roadway
network based on the existing traffic distributions during the respective peak hours. The private
development new trips were assigned as turning movements at the Ipava Avenue & Indiana
Avenue and CSAH 9 & Indiana Avenue intersections, and balanced at the remaining
intersections.
Page 13
Table 2 – Private Development Trip Generation
Of the programmed public improvement projects, it is assumed that only the expansion for Lake
Marion Elementary School will generate an impactful amount of new trips during the roadway
network peak hours. Although the expansion is to accommodate the existing number of enrolled
students, it is expected that the expansion may be able to accommodate up to an additional 100
students. Similarly, the Indoor Practice Facility for the High School is assumed to generate off-
peak hour traffic and not significantly impact the analyzed peak hours.
Table 3 summarizes these additional new trips. Using the ITE Trip Generation Manual, the land
use provides AM, High School Dismissal, and PM peak hour trip generation data. The estimated
new trips generated by development was assigned to the roadway network based on expected
destinations and existing traffic distributions during the respective peak hours. The public
development new trips were assigned as turning movements at the CSAH 9 & LME School
Access/Itea Ave intersection.
Table 3 – Public Development Trip Generation
For the basis of analysis, it is assumed that the private development will be included in the 2020
no build traffic model (existing conditions) and public and private development will be present in
the 2020 and 2040 build models.
Figure 4 shows the estimated 2020 traffic volumes for the no build conditions.
Figure 5 shows the estimated 2020 traffic volumes and Figure 6 shows the estimated 2040 traffic
volumes for the build conditions. The following assumptions were made to redistribute the
restricted side road left-turns and crossing volumes due to the restricted access modifications in
the build condition:
ITE Code
Land Use Size
Average Rate Calculations
Daily Weekday AM Peak Hr. Weekday PM Peak Hr.
Total Enter Exit Total Enter Exit Total
252 – Senior Adult
Housing
(Attached)
55 Dwelling
Units 204 4 7 11 8 6 14
560 – Church 800 Seats1 353 4 4 8 10 14 24
Total Trips 557 8 11 19 18 20 38
Table Notes:
1Includes future expansion project
ITE Code
Land Use Size
Average Rate Calculations
Daily Weekday
AM Peak Hr.
School Dismissal
Peak Hr.
Weekday
PM Peak Hr.
Total Enter Exit Total Enter Exit Total Enter Exit Total
520
Elementary
School
100
Students 189 36 31 67 15 19 34 8 9 17
Page 14
· CSAH 9 & Lake Marion Elementary School Access/Itea Ave
o Eastbound Through and Left-Turn Volumes
100% of volume rerouted to make right-turn and continue to make a U-turn at
CSAH 50 & CSAH 9.
· CSAH 9 & Heritage Drive/Icenic Trail
o Eastbound Through and Left-Turn Volumes
100% of volume rerouted to make a right-turn and continue to make a U-turn at
CSAH 50 & CSAH 9.
o Westbound Through Volumes
100% of volume rerouted to alternate connections with CSAH 50 (i.e. Idealic Ave
or Iberia Ave) to travel westbound through at CSAH 50 & CSAH 9 and access
the commercial land uses at the CSAH 50 & Icenic Trail intersection.
o Westbound Left-Turn Volumes
Volumes were rerouted to alternate connections with CSAH 50 (i.e. Iberia Ave) to
continue westbound on CSAH 50 or make a westbound left-turn movement at
CSAH 50 & CSAH 9 to continue south on CSAH 9. Based on the existing
distribution at CSAH 50 & CSAH 9, approximately 25% of volumes were rerouted
outside of the study area to continue eastbound on CSAH 50 via alternate
connections, 10% were rerouted westbound through at CSAH 50 & CSAH (, and
65% were rerouted to westbound left-turn at CSAH 50 & CSAH 9.
· CSAH 9 & Indiana Ave/194th Street
o Eastbound Through and Left-Turn Volumes
100% of volume rerouted to make a right-turn and continue to make a U-turn at
Itea Avenue.
o Westbound Through and Left-Turn Volumes
100% of volumes were assumed to utilize alternate routes to make a right-turn at
CSAH 9 & Itea Avenue, and be rerouted as a northbound left-turn movement at
CSAH 9 & Indiana Ave/194th Street.
o Westbound Left-Turn Volumes
100% of volumes were assumed to utilize alternate routes to make a left-turn at
CSAH 9 & Itea Avenue, and be rerouted as a southbound through movements
on CSAH 9.
4567
456750
9
KENWOOD TRL
ITEA AVEIpava AveHERITAGE DR
Lake MarionElementarySchool93 / (94) / [199]65 / (42) / [22]20 / (129) / [14]
5 / (41) / [6]75 / (85) / [124]244 / (80) / [40]³P=>>³³!"$
3
13 / (34) / [27]153 / (121) / [206]0 / (3) / [4]OPOP5 / (6) / [2]0 / (0) / [0]5 / (14) / [3]
0 / (9) / [13]0 / (0) / [1]0 / (1) / [4]5 / (9) / [7]75 / (115) / [118]0 / (2) / [5]>³P>³P!"$
4 12 / (83) / [9]35 / (84) / [30]50 / (158) / [132]128 / (29) / [9]
57 / (75) / [88]174 / (43) / [37]
=>>³³=!"$
13
7
56 / (68) / [77]512 / (447) / [503]11 / (21) / [28]107 / (65) / [56]75 / (58) / [74]43 / (25) / [46]15 / (28) / [18]39 / (40) / [57]26 / (50) / [44]35 / (19) / [26]329 / (482) / [582]92 / (92) / [94]>³³=>³³=>³=èé>P 56 / (48) / [77]341 / (508) / [592]
8 / (19) / [9]481 / (482) / [465]80 / (48) / [118]>³³³³==!"$
8
101 / (104) / [135]324 / (339) / [295]50 / (81) / [145]123 / (123) / [112]286 / (235) / [310]90 / (70) / [106]42 / (39) / [67]190 / (273) / [373]95 / (100) / [124]33 / (51) / [78]246 / (342) / [374]62 / (115) / [140]>³³=>³³=>³=>³=èé
9 113 / (71) / [86]286 / (254) / [324]21 / (65) / [113]44 / (36) / [50]15 / (25) / [28]18 / (12) / [22]
17 / (29) / [67]14 / (35) / [46]18 / (66) / [83]32 / (30) / [45]291 / (334) / [459]29 / (43) / [78]>³³=>P>³P!"$>³=10 19 / (45) / [12]312 / (260) / [413]15 / (11) / [14]0 / (11) / [5]0 / (1) / [1]0 / (25) / [9]
38 / (18) / [26]1 / (3) / [1]21 / (9) / [14]12 / (34) / [11]332 / (368) / [558]22 / (35) / [41]>³³=>³³=O=O=!"$
1158 / (48) / [56]286 / (233) / [377]6 / (8) / [11]13 / (101) / [34]29 / (30) / [33]43 / (111) / [95]
58 / (21) / [36]39 / (25) / [27]7 / (3) / [6]134 / (45) / [42]316 / (323) / [509]30 / (33) / [36]>³³=>³³=O=O=!"$
12
161 / (123) / [150]5 / (22) / [27]2 / (7) / [15]
3 / (13) / [13]77 / (105) / [106]2 / (12) / [10]³P=>>³³!"$
6
162 / (128) / [154]1 / (2) / [11]4 / (24) / [83]
1 / (6) / [12]78 / (111) / [104]2 / (19) / [21]³P=>³O!"$
5
Lakeville North High School
Ames Arena11 / (46) / [21]104 / (454) / [217]18 / (63) / [19]35 / (218) / [23]43 / (81) / [57]48 / (56) / [29]
24 / (103) / [55]13 / (34) / [27]33 / (21) / [11]29 / (42) / [36]474 / (102) / [148]113 / (43) / [57]>³³=>³³=O=O=!",$
1
2 / (13) / [5]71 / (201) / [199]40 / (9) / [9]OPOP11 / (25) / [3]9 / (6) / [1]10 / (9) / [1]
51 / (337) / [55]1 / (16) / [1]8 / (27) / [3]7 / (3) / [3]301 / (129) / [160]247 / (47) / [24]>³P>³P2
!",$
KENWOOD TRL
194TH ST W
INDIANAAVE
IC E NIC TRL
ICENICWAY ID E A L WAY
UPPER 205THSTW 206TH ST WIMPALAAVEHUDSONCT
H
U
NTINGTON AV E
207THSTW IBERISAVEIDEALICAVE198TH ST W
I
R
E
L
A
NDP
L
ICELANDAVE192ND ST W
202ND ST W
ITTABENA WAY
DODDBLVDIPAVA AVEITERI AVEINDORATRL
IREL
A
NDWAY1
2
3
4
5
6
7
8
9
10
11
1213
Figure4
2020 Volumes - No Build ConditionsLake Marion Elementary School and Lakeville North High School Traffic AssessmentCity of Lakeville, Dakota County, MNPath: X:\KO\L\LAKEV\155173\5-final-dsgn\51-drawings\90-GIS\Figure 4 - 2020 Existing Volumes - No Build Conditions.mxd±
!"$èéMinor Street Stop Control Traffic Signal
XX / (XX) / [XX]
AM Peak Hour Volume 7-8AMSchool Dismissal Peak Hour Volume 2:30-3:30PMPM Peak Hour Volume 4-5PM
!",$4-Way Stop Control
4567
456750
9
KENWOOD TRL
ITEA AVE
HERITAGE DR
Lakeville NorthHigh School
Lake MarionElementarySchoolAmes Arena93 / (94) / [199]65 / (42) / [22]20 / (129) / [14]
5 / (41) / [6]75 / (85) / [124]244 / (80) / [40]³P=>>³³!"$
3
13 / (34) / [27]153 / (115) / [206]0 / (3) / [4]OPOP5 / (6) / [2]0 / (0) / [0]5 / (14) / [3]
0 / (9) / [13]0 / (0) / [1]0 / (1) / [4]5 / (9) / [7]75 / (115) / [118]0 / (2) / [5]>³P>³P!"$
4
162 / (128) / [154]1 / (2) / [11]4 / (24) / [83]
1 / (6) / [12]78 / (111) / [104]2 / (19) / [21]³P=>³O!"$
5
161 / (123) / [150]5 / (22) / [27]2 / (7) / [15]
3 / (13) / [13]77 / (105) / [106]2 / (12) / [10]³P=>>³³!"$
6 7
56 / (68) / [77]512 / (447) / [503]11 / (21) / [28]107 / (65) / [56]75 / (58) / [74]43 / (25) / [46]15 / (28) / [18]39 / (40) / [57]26 / (50) / [44]35 / (19) / [26]329 / (482) / [582]92 / (92) / [94]>³³=>³³=>³=èé>P 56 / (48) / [77]341 / (508) / [592]
22 / (54) / [55]481 / (482) / [465]80 / (48) / [118]>³³³³==!"$
897 / (73) / [83]311 / (341) / [415]35 / (38) / [44]85 / (242) / [162]
58 / (21) / [36]134 / (45) / [42]330 / (329) / [511]30 / (33) / [36]>³³=>³³===!"$
12
12 / (83) / [9]35 / (84) / [30]50 / (158) / [132]128 / (29) / [9]
57 / (75) / [88]174 / (43) / [37]
=>>³³=!"$
13
2 / (13) / [5]71 / (201) / [199]40 / (9) / [9]OPOP11 / (25) / [3]9 / (6) / [1]10 / (9) / [1]
51 / (337) / [55]1 / (16) / [1]8 / (27) / [3]7 / (3) / [3]301 / (129) / [160]247 / (47) / [24]>³P>³P2 11 / (46) / [21]104 / (454) / [217]18 / (63) / [19]35 / (218) / [23]43 / (81) / [57]48 / (56) / [29]
24 / (103) / [55]13 / (34) / [27]33 / (21) / [11]29 / (42) / [36]474 / (102) / [148]113 / (43) / [57]>³³=>³³=O=O=!",$
1
!",$41 / (54) / [17]324 / (278) / [422]16 / (12) / [15]31 / (56) / [24]
77 / (43) / [53]1 / (3) / [1]28 / (12) / [20]26 / (40) / [13]325 / (365) / [552]22 / (35) / [41]42 / (131) / [67]>³³==O=!"$
11
101 / (104) / [135]341 / (382) / [350]62 / (124) / [199]123 / (123) / [112]308 / (244) / [315]90 / (70) / [106]39 / (31) / [58]191 / (224) / [303]95 / (100) / [124]72 / (80) / [88]33 / (51) / [78]246 / (342) / [374]62 / (115) / [140]>³³=>³³=>³=èé
9
j>³=j113 / (71) / [86]365 / (319) / [389]36 / (90) / [141]77 / (73) / [100]
17 / (29) / [67]32 / (30) / [45]322 / (365) / [474]29 / (43) / [78]>³³=!"$=10
=>>³³=³=³KENWOOD TRL
194TH ST W
INDIANAAVE
IC E NIC TRL
ICENICWAY ID E A L WAY
UPPER205THSTW 206TH ST WIMPALAAVEHUDSONCT
HUNTINGT O N AVE207THSTWINCAAVE IDEALICAVE198TH ST W
I
R
E
L
A
NDP
L
ICELANDAVE192ND ST W
202ND ST W
ITTABENA WAY
DODDBLVDIPAVA AVEITERIAVE
INDORA
TRL
IREL
A
NDWAY1
2
3
4
5
6
7
8
9
10
11
1213
Figure5
2020 Volumes - Build ConditionsLake Marion Elementary School and Lakeville North High School Traffic AssessmentCity of Lakeville, Dakota County, MNPath: X:\KO\L\LAKEV\155173\5-final-dsgn\51-drawings\90-GIS\Figure 5 - 2020 Existing Volumes - Build Conditions.mxd±
!"$èéMinor Street Stop Control Traffic Signal
XX / (XX) / [XX]
AM Peak Hour Volume 7-8AMSchool Dismissal Peak Hour Volume 2:30-3:30PMPM Peak Hour Volume 4-5PM
!",$4-Way Stop Control
4567
456750
9
KENWOOD TRL
ITEA AVEIpava AveHERITAGE DR
Lakeville NorthHigh School
Lake MarionElementarySchoolAmes Arena
16 / (41) / [32]184 / (145) / [247]0 / (4) / [5]OPOP6 / (7) / [2]0 / (0) / [0]6 / (17) / [4]
0 / (11) / [16]0 / (0) / [1]0 / (1) / [5]6 / (11) / [8]90 / (138) / [142]0 / (2) / [6]>³P>³P!"$
4
194 / (161) / [184]1 / (2) / [13]5 / (29) / [100]
1 / (7) / [14]93 / (133) / [125]2 / (23) / [25]³P=>³O!"$
5
193 / (155) / [179]6 / (26) / [32]2 / (8) / [18]
4 / (16) / [16]92 / (126) / [127]2 / (14) / [12]³P=>>³³!"$
6
67 / (58) / [92]416 / (610) / [726]
26 / (65) / [66]585 / (578) / [571]96 / (58) / [142]>³³³³==!"$
87
67 / (82) / [92]622 / (536) / [617]13 / (25) / [34]128 / (78) / [67]90 / (70) / [88]52 / (30) / [55]18 / (34) / [22]46 / (48) / [68]31 / (60) / [53]42 / (23) / [31]402 / (578) / [714]110 / (110) / [113]>³³=>³³=>³=èé>P 116 / (88) / [98]457 / (408) / [589]43 / (46) / [54]100 / (290) / [191]
81 / (25) / [50]160 / (54) / [49]461 / (394) / [727]42 / (40) / [50]>³³=>³³===!"$
12
14 / (100) / [11]424 / (101) / [36]59 / (190) / [155]154 / (35) / [11]
68 / (90) / [103]209 / (52) / [44]
=>>³³=!"$
13
2 / (16) / [6]85 / (241) / [238]48 / (11) / [11]OPOP13 / (30) / [4]11 / (7) / [1]12 / (11) / [1]
61 / (404) / [66]1 / (19) / [1]10 / (32) / [4]8 / (4) / [4]361 / (155) / [192]296 / (56) / [29]>³P>³P2
1
13 / (55) / [25]125 / (545) / [260]22 / (76) / [22]42 / (262) / [28]52 / (97) / [68]58 / (67) / [35]
28 / (124) / [65]15 / (41) / [32]39 / (25) / [13]35 / (50) / [43]569 / (122) / [178]135 / (52) / [68]>³³=>³³=O=O=!",$
!",$j45 / (63) / [19]454 / (312) / [585]21 / (13) / [20]31 / (63) / [27]
100 / (52) / [69]1 / (3) / [2]39 / (14) / [28]29 / (47) / [15]452 / (438) / [766]31 / (42) / [57]49 / (157) / [79]>³³=>³³==O=!"$
11
j136 / (85) / [103]497 / (357) / [533]47 / (108) / [192]92 / (88) / [120]
24 / (35) / [94]38 / (36) / [54]442 / (434) / [659]41 / (52) / [109]>³³=!"$=10
=>³³=141 / (125) / [189]410 / (458) / [422]76 / (148) / [250]148 / (148) / [134]421 / (291) / [437]108 / (84) / [127]55 / (38) / [81]261 / (268) / [419]133 / (120) / [174]84 / (95) / [105]46 / (61) / [109]295 / (410) / [449]74 / (138) / [168]>³³=>³³=>³=èé
9
j>³=KENWOOD TRL
194TH ST W
INDIANAAVE
IC E NI C TRL
ICENICWAY ID E A L WAY
UPPER205THSTW 206TH ST WIMPALAAVEHUDSONCT
HUNTINGT O N AVE207THSTWINCAAVE IDEALICAVE198TH S T WITASCALN
I
R
E
L
A
NDP
L
ICELANDAVE199TH ST W
192ND ST W
202ND ST W
ITTABENA WAY
DODDBLVDIPAVA AVEITERI AVEINDORA
TRL
IREL
A
NDWAYIRIS WAY
ITERI PL
1
2
3
4
5
6
7
8
9
10
11
1213
Figure6
2040 Forecasted Volumes - Build ConditionsLake Marion Elementary School and Lakeville North High School Traffic AssessmentCity of Lakeville, Dakota County, MNPath: X:\KO\L\LAKEV\155173\5-final-dsgn\51-drawings\90-GIS\Figure 6 - 2040 Forecasted Volumes - Build Conditions.mxd±
!"$èéMinor Street Stop Control Traffic Signal
XX / (XX) / [XX]
AM Peak Hour Volume 7-8AMSchool Dismissal Peak Hour Volume 2:30-3:30PMPM Peak Hour Volume 4-5PM
!",$4-Way Stop Control112 / (113) / [238]78 / (50) / [26]24 / (155) / [17]
6 / (49) / [7]90 / (102) / [149]293 / (96) / [48]³P=>>³³!"$
3
Page 18
5 Traffic Operations
2020 no build, 2020 build, and 2040 build traffic operations analyses were conducted to
determine the level of service (LOS), delay, and approximate queueing information for the AM,
High School Dismissal, and PM peak hour conditions at each study intersection. Any
recommendations to improve deficient operations identified in the models are included in the
2040 Build – Improvement Alternative operations analysis.
LOS is a qualitative rating system used to describe the efficiency of traffic operations at an
intersection. Six LOS are defined by the Highway Capacity Manual 6th Edition (HCM), designated
by letters A through F. LOS A represents the best operating conditions (no congestion), and LOS
F represents the worst operating conditions (severe congestion). Table 4 shows the LOS
thresholds for signalized and unsignalized intersections.
Table 4 – Level of Service Thresholds
Level of
Service
Average Control Delay (sec/veh)
Signalized Intersection Unsignalized Intersection
(Stop Control)
A 0 to 10 0 to 10
B > 10 and ≤ 20 > 10 and ≤ 15
C > 20 and ≤ 35 > 15 and ≤ 25
D > 35 and ≤ 55 > 25 and ≤ 35
E > 55 and ≤ 80 > 35 and ≤ 50
F > 80 > 50
Operational analysis was conducted using Synchro/SimTraffic software (Version 9). The average
of ten simulation runs were performed to determine the necessary measures of effectiveness
(MOE’s).
Dakota County provided the existing signal timings for the intersections of CSAH 50 & Ipava
Avenue and CSAH 50 & CSAH 9. The information was coded into a Synchro model, and includes
protected/permissive left-turn phasing with flashing yellow arrows for each approach at both
intersections.
The study evaluated the following scenarios:
· 2020 Existing Traffic (No Build)
Includes private development
· 2020 Existing Traffic (Build)
Includes private and public development and programmed improvement projects
· 2040 Forecast Traffic (Build)
Includes private and public development and programmed improvement projects
· 2040 Forecast Traffic (Build + Improvement Alternative) at CSAH 50 & CSAH 9
Appendix B includes all relevant MOE tables and results for the no build and build scenarios.
5.1 2020 Existing Traffic (No Build)
All study intersections experience acceptable operations at an LOS C or better, and each
approach operates acceptably at an LOS C or better during the three peak hours.
Page 19
Table 5 summarizes the SimTraffic MOEs for the 2020 existing no build scenario.
Table 5 – 2020 Existing No Build Traffic Operations Summary
The analysis shows that a majority of the study intersections’ average queue lengths and
maximum queue lengths are accommodated by the existing available storage space.
None of the average queue lengths exceed the available storage. However, the maximum queue
lengths meet or exceed the available storage length at four intersections during one or more or
the peak hours. These intersections include CSAH 50 & CSAH 9, Ipava Ave & Indiana Ave,
CSAH 9 & Indiana Ave/194th St, and Indiana Ave & LNHS Student Parking Lot Driveway. CSAH
50 & CSAH 9 shows maximum queue lengths in the northbound movement exceeding the
available storage by more than one vehicle distance (approximately 20-30 feet).
Approach Delay Intersection
Delay Approach Delay Intersection
Delay Approach Delay Intersection
Delay
EB 5.5 / A 3.8 / A 5.8 / A
WB 4.6 / A 4.8 / A 3.8 / A
NB 8.9 / A 7 / A 10.1 / B
SB 11 / B 2.5 / A 6.6 / A
EB 4.3 / A 3.2 / A 3.6 / A
WB 3.2 / A 5.6 / A 3.2 / A
NB 5.8 / A 2.6 / A 7.2 / A
SB 10.7 / B 3.1 / A 9.7 / A
EB 0 / A 0 / A 0 / A
WB 3.3 / A 3.6 / A 3.6 / A
NB 0.6 / A 0.2 / A 0.3 / A
SB 5.4 / A 0 / A 3.8 / A
EB 3.5 / A 2.8 / A 3.5 / A
WB 0 / A 2.6 / A 3.4 / A
NB 0.2 / A 0.1 / A 0.4 / A
SB 0.1 / A 0.3 / A 0.1 / A
EB 0 / A 0 / A 0 / A
WB 2.4 / A 2.6 / A 3.2 / A
NB 0 / A 0 / A 0.1 / A
SB 0.1 / A 0 / A 0.5 / A
EB 0 / A 0 / A 0 / A
WB 4.5 / A 2.7 / A 3.6 / A
NB 1.7 / A 1.2 / A 1.6 / A
SB 0.1 / A 0 / A 0.3 / A
EB 6.8 / A 2 / A 8.9 / A
WB 8.1 / A 2.2 / A 8.4 / A
NB 14.9 / B 6.9 / A 16.6 / B
SB 17.2 / B 3.7 / A 17.7 / B
EB 2 / A 0 / A 2.5 / A
WB 1.7 / A 1 / A 2.4 / A
NB 0 / A 0 / A 0 / A
SB 0.5 / A 0.5 / A 0.5 / A
EB 0.7 / A 0 / A 0.8 / A
WB 3.3 / A 3.1 / A 4 / A
NB 0 / A 0 / A 0 / A
SB 1.2 / A 1.8 / A 1.8 / A
EB 11 / B 5.6 / A 18.3 / B
WB 11.8 / B 3.8 / A 16.1 / B
NB 18.9 / B 2.5 / A 26.4 / C
SB 18.5 / B 3.6 / A 23.7 / C
EB 10.6 / B 5.8 / A 18.7 / C
WB 8.6 / A 3.6 / A 18.1 / C
NB 2.6 / A 1.8 / A 2.5 / A
SB 0.6 / A 0.4 / A 1.3 / A
EB 0 / A 1.1 / A 1.1 / A
WB 0 / A 0 / A 0 / A
NB 0.3 / A 0 / A 0.3 / A
SB 0.3 / A 0.1 / A 0.5 / A
EB 0 / A 3.3 / A 6.3 / A
WB 5.3 / A 3.2 / A 8.3 / A
NB 0.4 / A 0.1 / A 0.4 / A
SB 0.8 / A 0.7 / A 1.1 / A
EB 7 / A 3.2 / A 8.5 / A
WB 7.3 / A 2.9 / A 9.2 / A
NB 1.3 / A 0.6 / A 1.4 / A
SB 0.5 / A 0.1 / A 0.7 / A
EB 0.5 / A 0.2 / A 0.3 / A
WB 2.9 / A 0 / A 1.4 / A
NB 4.5 / A 3.7 / A 3.4 / A
SB 0 / A 0 / A 0 / A
1.7 / A
1.8 / A
16.7 / B
3.9 / A
0.4 / A
1.2 / A
3 / A
2.3 / A
CSAH 9 at Indiana
Ave/194th St 2 / A 2.4 / A
Indiana Ave at
LNHS Student
Parking Lot
Driveway
2.1 / A 1.1 / A
CSAH 9 at Ideal
Way 0.3 / A 0.4 / A
CSAH 9 at Itea
Ave/LME Access 1 / A 1.2 / A
CSAH 50 at CSAH
9 (Signal)15.1 / B 21 / C
CSAH 9 at
Heritage Dr/Icenic
Tr
2.8 / A 5.3 / A
CSAH 50 at Icenic
Way 1.8 / A 2.4 / A
CSAH 50 at Icenic
Trail 2 / A 2.1 / A
Ipava Ave at Ames
Arena Driveway
(North)
0.1 / A 1 / A
Ipava Ave at Ames
Arena Driveway
(South)
1.3 / A 1.3 / A
CSAH 50 at Ipava
Ave (Signal)9.3 / A 10.2 / B
Ipava Ave at LNHS
Driveway (North)9.1 / A 7.7 / A
Ipava Ave at LNHS
Driveway (South)3.8 / A 1.8 / A
Ipava Ave at LNHS
Overflow Parking
Lot Driveway
0.3 / A 0.5 / A
6.9 / A
2.9 / A
0.7 / A
0.5 / A
1.2 / A
8.7 / A
Intersection Approach
AM PEAK HOUR PM PEAK HOUR
Ipava Ave at
Indiana Ave 9.5 / A 7.3 / A
HIGH SCHOOL DISMISSAL
PEAK HOUR
9.9 / A
Page 20
At the intersection of Indiana Ave & LNHS Student Parking Lot Driveway, the modeling analysis
did not show signs of the maximum queue length spilling into the southbound right-turn lane on
CSAH 9. Similarly, the eastbound through maximum queue length at CSAH 9 & Indiana
Ave/194th Street (95 feet) did not show blocking issues of the student entrance on Indiana
Avenue.
The SimTraffic analyses also document the proportion of time in an hour that the storage lane or
through lane is being blocked. Percent blocking less than 5% is assumed to nominally impact
operations. The only location where significant blocking occurs is at the signalized intersection of
CSAH 50 & CSAH 9. The northbound through queue lengths block the right and left-turn lanes for
approximately 25% to 40% of each peak hour due to the short storage lanes provided, which are
restricted by the adjacent railroad crossing.
Table 6 summarizes the movements that experience maximum queue lengths that meet or
exceed the available storage space. The table also summarizes the percent blocking that occurs,
rounded to the nearest 5%, or shows if the percent blocking is less than 5%.
Table 6 – Summary of Maximum Queue Lengths Exceeding Available Storage (2020 No Build)
Intersection
Approach/
Movement
Vehicle Queueing Information (feet)
% Blocking Peak Hour
Occurrences2 Existing
Storage
Average
Queue
Length1
Maximum
Queue
Length1
CSAH 50 &
CSAH 9
(Signal)
NB/
Left-Turn 65’ 60’ 135’ 10%
AM /
Dismissal /
PM
NB/
Thru 350’4 120’ 400’
40% - Left
Turns
40% - Right
Turns
PM
NB/
Right-Turn 75’ 35’ 185’ <5%
AM /
Dismissal /
PM
Ipava Ave &
Indiana Ave
SB/
Left-Turn 90’ 40’ 100’ <5% AM
CSAH 9 &
Indiana
Ave/194th St
EB/
Thru 60’ 50’ 95’ <5% Dismissal /
PM
Indiana Ave
& LNHS
Student
Parking Lot
Driveway3
WB/
Left-Turn 65’ 35’ 85’ <5% AM
Page 21
Table Notes:
1The longest queue length of the three peak hours is noted
2The column shows the peak hours that experience the maximum queue length exceeding the available
storage. The underlined peak hour(s) represents when the longest queue length occurs.
3Intersections that utilized StreetLight data. Queue length recommendations should not be made on these
queue length estimates until accurate turning movement counts or field verification is completed.
4Measurement represents the distance between CSAH 50 & 202nd St W.
A 2018 Dakota County Intersection Study at CSAH 9 & Indiana Avenue/194th Street indicates
concerns with delay, queueing, and safety during the student arrival time in the morning due to
the close proximity of the school access on Indiana Avenue to the intersection (approximately
230 feet). The study states that there are instances when westbound queues to turn left into the
high school driveway on Indiana Avenue extend to CSAH 9 and continue into the southbound
right-turn lane waiting to turn. The study discussed that the queue lengths on Indiana Avenue
also impact the northbound left-turn traffic and eastbound traffic. However, the 2018 study
collected video data which did not show a back-up in southbound right-turn queues onto CSAH 9
and that there were available gaps for vehicles to enter CSAH 9 from the side-streets.
Apart from the 2018 study, more recent anecdotal evidence from local police and school officials
stated that the queueing concerns are not presently a primary concern. The modeling analysis in
this study concurs with the most recent discussions and did not determine significant queueing or
operational concerns with the interactions between the CSAH 9 & Indiana Ave/194th St
intersection and the LNHS Student Parking Lot Driveway.
It is recommended to continue monitoring the interaction between the intersection and the high
school driveway to improve any future patterns of safety or operational concerns. If the perceived
issue does exist, an interim solution may include blocking the first two accesses into the parking
lot or shifting the accesses further away from Indiana Avenue to improve circulation. Alternatives
for parking lot circulation improvements are further discussed in Section 7.1
5.2 2020 Existing Traffic (Build)
The 2020 build traffic scenario was evaluated based on the programmed improvements,
including the partial/directional access at CSAH 9 & Heritage Drive/Icenic Trail, the
partial/directional access at CSAH 9 & Indiana Avenue/194th Street, and the restricted right-turn
out access on CSAH 9 from Lake Marion Elementary School. The analysis includes the rerouted
southbound U-turn volume at Itea Avenue and at CSAH 50 & CSAH 9. It is recommended to
monitor the operational impacts after the construction of the partial/directional access to
understand if an additional median U-turn would aid the safety and operations of the traffic,
especially student traffic.
All study intersections experience acceptable operations at an LOS C or better. Each approach
operates acceptably at an LOS C or better, with the exception of the northbound approach at
CSAH 50 & CSAH 9 during the PM peak hour. Due to the acceptable operations at the study
intersections, the potential roadway connection between Ames Arena and Lake Marion
Elementary School was not included as it is expected to not significantly improve operations.
Table 7 summarizes the SimTraffic MOEs for the 2020 build scenario during the AM, High School
Dismissal, and PM peak hours.
Page 22
Table 7 – 2020 Existing Build Traffic Operations Summary
The analysis shows that a majority of the study intersections’ average queue lengths and
maximum queue lengths were shown to be accommodated by the existing available storage
space. The average and maximum queue lengths, and the peak hours that they are experienced,
are comparable to the 2020 existing no build conditions.
At CSAH 9 & Heritage Drive and CSAH 9 & Indiana Avenue/194th Street, the queues are
eliminated for the restricted movements in the build conditions. These two intersections also
experience small delay improvements and eliminate the opportunity for queues to block the
permitted right-turn movements on the side-streets. It is recommended that the westbound left-
turn storage lane to turn into the High School driveway is maximized. Increasing the westbound
left-turn storage length to accommodate the observed maximum queue length on Indiana Avenue
will likely improve operations and queueing.
Approach Delay Intersection
Delay Approach Delay Intersection
Delay Approach Delay Intersection
Delay
EB 5.4 / A 4 / A 5.8 / A
WB 4.7 / A 4.5 / A 3.9 / A
NB 9.2 / A 6.7 / A 10 / B
SB 10.8 / B 2.5 / A 6.8 / A
EB 4.4 / A 3.2 / A 4.7 / A
WB 3.4 / A 5.8 / A 3.1 / A
NB 5.8 / A 2.6 / A 7.3 / A
SB 10.8 / B 3.5 / A 9.5 / A
EB 0 / A 0 / A 0 / A
WB 4.3 / A 3.6 / A 3.6 / A
NB 0.5 / A 0.2 / A 0.3 / A
SB 5.5 / A 0 / A 3.9 / A
EB 4 / A 2.8 / A 3.9 / A
WB 0 / A 2.6 / A 3.5 / A
NB 0.2 / A 0.2 / A 0.4 / A
SB 0.1 / A 0.2 / A 0.1 / A
EB 0 / A 0 / A 0 / A
WB 3.2 / A 2.6 / A 3.3 / A
NB 0 / A 0 / A 0.2 / A
SB 0.1 / A 0 / A 0.5 / A
EB 0 / A 0 / A 0 / A
WB 3.6 / A 3.1 / A 3.8 / A
NB 1.6 / A 1.2 / A 1.6 / A
SB 0.1 / A 0 / A 0.4 / A
EB 7 / A 2.1 / A 8.7 / A
WB 8.8 / A 2.4 / A 8.8 / A
NB 14.5 / B 7.4 / A 16.8 / B
SB 16.5 / B 3.3 / A 16.9 / B
EB 2 / A 0 / A 2.4 / A
WB 1.7 / A 1.1 / A 2.5 / A
NB 0 / A 0 / A 0 / A
SB 0.5 / A 0.5 / A 0.5 / A
EB 0.6 / A 0 / A 0.9 / A
WB 3.3 / A 3 / A 4 / A
NB 0 / A 0 / A 0 / A
SB 0.9 / A 1.1 / A 1.4 / A
EB 12.7 / B 4.9 / A 19.4 / B
WB 13.2 / B 4.6 / A 17.8 / B
NB 24.1 / C 3.5 / A 36.7 / D
SB 19.6 / B 3.2 / A 25.7 / C
EB 3.1 / A 3.3 / A 3.4 / A
WB 2.8 / A 2.9 / A 3.7 / A
NB 2.4 / A 1.7 / A 2.4 / A
SB 0.6 / A 0.1 / A 1 / A
EB 0 / A 1 / A 1.1 / A
WB 0 / A 0 / A 0 / A
NB 0.2 / A 0 / A 0.2 / A
SB 0.4 / A 0.3 / A 0.5 / A
EB 2.8 / A 3.1 / A 3.7 / A
WB 6.4 / A 4.7 / A 8.8 / A
NB 0.6 / A 0.1 / A 0.6 / A
SB 0.9 / A 0.6 / A 1.3 / A
EB 3 / A 3.9 / A 4 / A
WB 2.9 / A 2.6 / A 2.7 / A
NB 1.6 / A 0.9 / A 1.6 / A
SB 0.5 / A 0.1 / A 0.8 / A
EB 0.5 / A 0.2 / A 0.3 / A
WB 2.2 / A 0 / A 0.9 / A
NB 3.6 / A 3.7 / A 3.3 / A
SB 0 / A 0 / A 0 / A
Intersection Approach
AM PEAK HOUR PM PEAK HOUR
Ipava Ave at
Indiana Ave 9.4 / A 7.5 / A
HIGH SCHOOL DISMISSAL
PEAK HOUR
9.9 / A
1.4 / A
CSAH 50 at Ipava
Ave (Signal)9.6 / A 10.3 / B
Ipava Ave at LNHS
Driveway (North)9.2 / A 7.6 / A
Ipava Ave at LNHS
Driveway (South)3.8 / A 1.9 / A
Ipava Ave at LNHS
Overflow Parking
Lot Driveway
0.3 / A 0.5 / A
7 / A
3 / A
0.6 / A
0.5 / A
1.2 / A
9.2 / A
CSAH 9 at Ideal
Way 0.3 / A 0.4 / A
CSAH 9 at Itea
Ave/LME Access 1.5 / A 1.6 / A
CSAH 50 at CSAH
9 (Signal)17.7 / B 24.2 / C
CSAH 9 at
Heritage Dr/Icenic
Tr
1.8 / A 2 / A
CSAH 50 at Icenic
Way 1.8 / A 2.4 / A
CSAH 50 at Icenic
Trail 1.9 / A 2.2 / A
Ipava Ave at Ames
Arena Driveway
(North)
0.1 / A 1.1 / A
Ipava Ave at Ames
Arena Driveway
(South)
1.2 / A
CSAH 9 at Indiana
Ave/194th St 1.3 / A 1.6 / A
Indiana Ave at
LNHS Student
Parking Lot
Driveway
1.7 / A 0.9 / A
1.8 / A
1.7 / A
18.4 / B
1.6 / A
0.3 / A
1.6 / A
1.7 / A
2.1 / A
Page 23
The only location where significant blocking continues to occur is at the signalized intersection of
CSAH 50 & CSAH 9. The northbound through queue lengths block access to the right and left-
turn lanes for approximately 40% to 50% of each peak hour; this adds unnecessary delays for the
approach. The existing storage lengths are restricted due to the close proximity of the adjacent
railroad (approximately 240 feet south of CSAH 50), see Figure 7.
Figure 7 – CSAH 50 & CSAH 9 proximity to railroad and storage length restrictions
Alternative signal timing analysis did not show significant improvement to the blocking issue
without further impacting the overall intersection delay. Geometric improvements, such as lane
additions or a roundabout alternative may provide more sustained operational improvements at
the intersection. It is recommended to complete a more detailed traffic study at this intersection to
determine the most viable improvement options.
Table 8 summarizes the movements that experience maximum queue lengths that meet or
exceed the available storage space. The table also summarizes the percent blocking that occurs,
rounded to the nearest 5%, or shows if the percent blocking is less than 5%.
Table 8 – Summary of Maximum Queue Lengths Exceeding Available Storage (2020 Build)
Intersection
Approach/
Movement
Vehicle Queueing Information (feet)
% Blocking Peak Hour
Occurrences2 Existing
Storage
Average
Queue
Length1
Maximum
Queue
Length1
CSAH 50 &
CSAH 9
(Signal)
NB/
Left-Turn 65’ 80’ 135’ 10%
AM /
Dismissal /
PM
Page 24
NB/
Thru 350’4 220’ 510’
50% - Left
Turns
50% - Right
Turns
AM /
PM
NB/
Right-Turn 75’ 50’ 185’ <5%
AM /
Dismissal /
PM
Ipava Ave &
Indiana Ave
SB /
Left-Turn 90’ 35’ 100’ <5% AM
SB /
Right-Turn 55’ 20’ 55’ <5% Dismissal
Indiana Ave
& LNHS
Student
Parking Lot
Driveway3
WB/
Left-Turn 65’ 30’ 75’ <5% AM
Table Notes:
1The longest queue length of the three peak hours is noted
2The column shows the peak hours that experience the maximum queue length exceeding the available
storage. The underlined peak hour(s) represents when the longest queue length occurs.
3Intersections that utilized StreetLight data. Queue length recommendations should not be made on these
queue length estimates until accurate turning movement counts or field verification is completed.
4Measurement represents the distance between CSAH 50 & 202nd St W.
5.3 2040 Forecast Traffic (Build)
The 2040 build traffic scenario was evaluated based on the same programmed improvements
and traffic redistributions outlined in Section 6.2.
All study intersections experience acceptable operations at an LOS C or better during each peak
hour, with the exception of CSAH 50 & CSAH 9 which respectively experience LOS D and LOS E
during the AM and PM peak hours. These delays can be expected at signalized intersections
during busy peak hours of the day, however the delay experienced by the northbound approach
during the AM and PM peak hour is very poor. Due to the acceptable operations at the Ipava
Avenue & Ames Arena and Lake Marion Elementary School entrance & CSAH 9 intersections,
the potential roadway connection between Ames Arena and Lake Marion Elementary School was
not included as it is expected to not significantly improve operations.
Table 9 summarizes the SimTraffic MOEs for the 2040 build operations during the AM, School
Dismissal, and PM peak hours.
Page 25
Table 9 – 2040 Build Traffic Operations Summary
The analysis shows that a majority of the study intersections’ average queue lengths and
maximum queue lengths are accommodated by the existing available storage space. Table 10
summarizes the movements that experience maximum queue lengths that meet or exceed the
available storage space.
The maximum queue lengths at the all-way stop controlled Ipava Avenue & Indiana Avenue
intersection increased to a length greater than the available storage for four movements.
Although, these maximum queue lengths may occur at the intersection for a few minutes during
the AM and High School Dismissal peak hours, the average queue lengths are more likely to
occur and are accommodated by the existing storage. Additionally, the intersection experiences
acceptable operations.
Approach Delay Intersection
Delay Approach Delay Intersection
Delay Approach Delay Intersection
Delay
EB 6.5 / A 8.8 / A 6.3 / A
WB 5.4 / A 6.2 / A 4.4 / A
NB 9.5 / A 8.6 / A 10.4 / B
SB 14.1 / B 3.4 / A 7.3 / A
EB 4.7 / A 3.6 / A 3.9 / A
WB 3.4 / A 6.9 / A 3.3 / A
NB 6.2 / A 3.2 / A 7.5 / A
SB 12.2 / B 3.7 / A 10 / B
EB 0 / A 0 / A 0 / A
WB 5 / A 3.9 / A 3.8 / A
NB 0.7 / A 0.3 / A 0.3 / A
SB 5.9 / A 0 / A 3.8 / A
EB 4 / A 2.9 / A 3.1 / A
WB 0 / A 2.7 / A 3.9 / A
NB 0.2 / A 0.1 / A 0.4 / A
SB 0.2 / A 0.3 / A 0.2 / A
EB 0 / A 0 / A 0 / A
WB 2.7 / A 2.7 / A 3.4 / A
NB 0.1 / A 0 / A 0.2 / A
SB 0.1 / A 0 / A 0.6 / A
EB 0 / A 0 / A 0 / A
WB 4.7 / A 3 / A 4 / A
NB 1.7 / A 1.2 / A 1.7 / A
SB 0.1 / A 0 / A 0.4 / A
EB 7.9 / A 2.6 / A 10.7 / B
WB 10 / B 3.2 / A 9.5 / A
NB 16.2 / B 8.8 / A 18.8 / B
SB 17.9 / B 4.4 / A 18.2 / B
EB 2.1 / A 0 / A 2.8 / A
WB 2.1 / A 1.4 / A 2.6 / A
NB 0 / A 0 / A 0 / A
SB 0.5 / A 0.5 / A 0.6 / A
EB 0.8 / A 0 / A 1.2 / A
WB 4.2 / A 3.4 / A 4.9 / A
NB 0 / A 0 / A 0 / A
SB 1.1 / A 1.2 / A 1.5 / A
EB 19.3 / B 7.7 / A 28.9 / C
WB 19.1 / B 6.8 / A 25.1 / C
NB 128.9 / F 17.4 / B 241.5 / F
SB 20.4 / C 3.4 / A 33.5 / C
EB 3.7 / A 4 / A 5.4 / A
WB 3.7 / A 3.3 / A 4.6 / A
NB 3.2 / A 1.6 / A 2.5 / A
SB 0.7 / A 0.2 / A 1.4 / A
EB 0 / A 1.1 / A 1 / A
WB 0 / A 0 / A 0 / A
NB 0.2 / A 0 / A 0.3 / A
SB 0.4 / A 0.2 / A 0.6 / A
EB 3.6 / A 3.8 / A 5.4 / A
WB 9.7 / A 5.8 / A 15.5 / C
NB 0.8 / A 0.2 / A 0.8 / A
SB 1.3 / A 1 / A 2 / A
EB 3.4 / A 4.8 / A 6.1 / A
WB 3.8 / A 3.2 / A 4.2 / A
NB 2.3 / A 0.9 / A 2.3 / A
SB 0.9 / A 0.2 / A 1.2 / A
EB 0.8 / A 0.2 / A 0.5 / A
WB 2.9 / A 0 / A 1.1 / A
NB 5.3 / A 4.3 / A 3.6 / A
SB 0 / A 0 / A 0 / A
1.9 / A
2.2 / A
24.9 / C
1.7 / A
0.4 / A
2 / A
2.2 / A
2.5 / A
CSAH 9 at Indiana
Ave/194th St 1.8 / A 2.3 / A
Indiana Ave at
LNHS Student
Parking Lot
Driveway
2.3 / A 1.2 / A
CSAH 9 at Ideal
Way 0.3 / A 0.5 / A
CSAH 9 at Itea
Ave/LME Access 2.1 / A 2.5 / A
CSAH 50 at CSAH
9 (Signal)52.4 / D 69.5 / E
CSAH 9 at
Heritage Dr/Icenic
Tr
2.3 / A 2.4 / A
CSAH 50 at Icenic
Way 2.1 / A 2.7 / A
CSAH 50 at Icenic
Trail 2.5 / A 2.6 / A
Ipava Ave at Ames
Arena Driveway
(North)
0.2 / A 1.1 / A
Ipava Ave at Ames
Arena Driveway
(South)
1.2 / A 1.4 / A
CSAH 50 at Ipava
Ave (Signal)10.8 / B 11.7 / B
Ipava Ave at LNHS
Driveway (North)10.4 / B 8 / A
Ipava Ave at LNHS
Driveway (South)4.3 / A 1.9 / A
Ipava Ave at LNHS
Overflow Parking
Lot Driveway
0.4 / A 0.5 / A
7.7 / A
3.2 / A
0.7 / A
0.6 / A
1.2 / A
10.4 / B
Intersection Approach
AM PEAK HOUR PM PEAK HOUR
Ipava Ave at
Indiana Ave 11.8 / B 7.8 / A
HIGH SCHOOL DISMISSAL
PEAK HOUR
13.9 / B
Page 26
The signalized intersection of CSAH 50 & CSAH 9 experiences significantly longer queue lengths
in the 2040 build conditions scenario, with the northbound average and maximum through queue
lengths exceeding the available storage distance to 202nd Street W (approximately 350 feet) by
approximately 740 feet. These queues block the right and left-turn lanes for approximately 45%
to 70% of each peak hour. Alternative signal timing analysis did not show significant improvement
to the blocking issue without further impacting the overall intersection delay. Geometric
improvements, such as lane additions or a roundabout alternative may provide more sustained
operational improvements at the intersection. It is recommended a more detailed traffic study be
performed for this intersection to determine the most viable improvement options.
Table 10 summarizes the movements that experience maximum queue lengths that meet or
exceed the available storage space. The table also summarizes the percent blocking that occurs,
rounded to the nearest 5%, or shows if the percent blocking is less than 5%.
Table 10 – Summary of Maximum Queue Lengths Exceeding Available Storage (2040 Build)
Intersection
Approach/
Movement
Vehicle Queueing Information (feet)
% Blocking Peak Hour
Occurrences2 Existing
Storage
Average
Queue
Length1
Maximum
Queue
Length1
Ipava Ave &
Indiana Ave
EB/
Right-Turn 90’ 40’ 115’ <5% Dismissal
NB/
Right-Turn 75’ 40’ 100’ <5% Dismissal
SB/
Left-Turn 90’ 55’ 115’ <5% AM
SB/
Right-Turn 55’ 25’ 60’ <5% AM /
Dismissal
CSAH 50 &
CSAH 9
(Signal)
NB/
Left-Turn 65’ 70’ 90’ 15%
AM /
Dismissal /
PM
NB/
Thru4 350’ 1,060’ 1,090’
70% - Left
Turns
70% - Right
Turns
AM /
Dismissal /
PM
NB/
Right-Turn 75’ 50’ 100’ <5%
AM /
Dismissal /
PM
Indiana Ave
& LNHS
Student
Parking Lot
Driveway3
WB/
Left-Turn 65’ 40’ 80’ <5% AM
Page 27
Table Notes:
1The longest queue length of the three peak hours is noted
2The column shows the peak hours that experience the maximum queue length exceeding the available
storage. The underlined peak hour(s) represents when the longest queue length occurs.
3Intersections that utilized StreetLight data. Queue length recommendations should not be made on these
queue length estimates until accurate turning movement counts or field verification is completed.
4Measurement represents the distance between CSAH 50 & 202nd St W.
5.4 2040 Forecast Traffic (Build) – CSAH 50 & CSAH 9 Improvement
Alternative
As development and programmed improvements occur in the study area, it is recommended that
a separate detailed intersection control evaluation be completed for the intersection of CSAH 50
& CSAH 9. This intersection poses several complexities, such as the proximity to the railroad,
which requires an in-depth assessment beyond the scope of this study prior to implementing any
mitigations or control changes.
If the signal control is maintained, this study preliminarily evaluated geometric changes to the
south approach at the intersection to understand its impact to the operations, see Figure 8.
These changes are not recommended at this time, but offer as one geometric improvement
alternative that could be considered. These geometric improvements include:
· Extend northbound left-turn and right-turn storage lengths
to 150 feet. This length is limited by the existing at-grade
railroad crossing approximately 240 feet south of the
intersection.
· Include a dedicated left-turn lane, a through lane, and a
shared through/right-turn lane, where the right-turn
remains channelized/yield-control. Adding this second
through lane increases the capacity of the intersection
from the south approach without significantly increasing
delay for other movements.
Figure 8 – Geometric improvement
possibility for CSAH 50 & CSAH 9
Table 11 summarizes the traffic operations experienced at CSAH 50 & CSAH 9 with the
recommended mitigations. Operations improved significantly by adding the second northbound
through lane. The delays experienced by each movement and by the intersection as a whole are
at LOS C or better, maintaining less than 40 seconds of delay per vehicle.
Page 28
Table 11 – 2040 Build Traffic Operations Summary (with Geometric Improvements)
Table 12 summarizes the average and maximum queue lengths experienced at CSAH 50 &
CSAH 9 with the improvement alternative for the movements that experienced queueing
concerns in the 2040 build scenario. The mitigations improve the queue lengths and available
storage. Additionally, northbound through movements only block the right and left-turn lanes for
less than 5% of each peak hour, which is a significant decrease from 45% to 70% blocking
shown in the 2040 build scenario.
Table 12 – Summary of Maximum Queue Lengths Exceeding Available Storage (2040 Build +
Geometric Improvements)
Intersection
Approach/
Movement
Vehicle Queueing Information (feet)
% Blocking Peak Hour
Occurrences2
Existing
(Improvement
Alternative)
Storage
Average
Queue
Length1
Maximum
Queue
Length1
CSAH 50 &
CSAH 9
(Signal)
NB/
Left-Turn 150’ 70’ 175’ <5%
AM /
School
Dismissal /
PM
NB/
Thru3
350’
(+1 shared
thru/right-
turn lane
85’ 185’ <5% AM
Table Notes:
1The longest queue length of the three peak hours is noted
2The column shows the peak hours that experience the maximum queue length exceeding the available
storage. The underlined peak hour(s) represents when the longest queue length occurs.
3Measurement represents the distance between CSAH 50 & 202nd St W.
5.5 Roadway Connection: Ames Arena & Lake Marion Elementary
In addition to the programmed capital improvement projects, an east-west roadway connection is
being considered between Ames Arena and Lake Marion Elementary School. The roadway would
serve as an internal connection between Ames Arena, Lake Marion Elementary School, and
Lakeville North High School. Figure 9 shows the proposed roadway alignment for two-way traffic.
Approach Delay Intersection
Delay Approach Delay Intersection
Delay Approach Delay Intersection
Delay
EB 16 / B 5.7 / A 25.3 / C
WB 16 / B 6 / A 30.3 / C
NB 25 / C 8.7 / A 30.3 / C
SB 21.8 / C 3.4 / A 24.8 / C
Intersection Approach
AM PEAK HOUR PM PEAK HOURHIGH SCHOOL DISMISSAL
PEAK HOUR
CSAH 50 at CSAH
9 (Signal)20 / C 27.8 / C20 / C
Page 29
Figure 9 – Proposed roadway alignment between Ames Arena and Lake Marion Elementary School
Whether the connection operates as a two-way or a one-way roadway, the roadway connection is
not expected to improve or impact the study intersections on Ipava Avenue and CSAH 9. The
study determined acceptable operations through the 2040 build year at these intersections, and if
a roadway was constructed its primary use is assumed to be during off-peak hours and for post-
school or weekend activities. The study also determined that the programmed Lake Marion
Elementary school expansion project, with its parking lot circulation improvements and restricted
right-out access, will improve operations and safety at the intersection with CSAH 9 during peak
hours. The roadway connection would not likely make further improvements beyond what is
already programmed.
Depending on the goals of the internal travel shed, the roadway connection may serve as an
opportunity to improve bus routing during pick-up and drop-off times and offer a convenient
option to transport students between the three buildings without having to access CSAH 50 or
CSAH 9. Continued monitoring is recommended if queueing, delay, or safety concerns arise after
the completion of the programmed public improvements.
It is recommended that the land between Ames Arena and Lake Marion Elementary School be
preserved until further information is obtained. It is also recommended to continuously monitor
the impacts of the public improvements, and understand if queueing, delay, or safety concerns
arise. For example, if queueing concerns are not improved at the entrances on CSAH 9 and/or
Ipava Avenue after the Lake Marion Elementary School expansion project is completed, then the
roadway connection may be reevaluated as one improvement alternative.
Page 30
6 Operations Summary
The 2020 no build, 2020 build, and 2040 build scenarios were analyzed during the AM, High
School Dismissal, and PM peak hours as the foundation for providing recommended mitigations
to improve operations at the study intersections. The build analysis includes the programmed
partial/directional access intersections proposed at CSAH 9 & Heritage Drive/Icenic Trail and
CSAH 9 & Indiana Avenue/194th Street as well as the restricted eastbound right-turn only lane at
Lake Marion Elementary School access on CSAH 9. The rerouted traffic from the reconfigured
intersections were assumed to complete necessary U-turn movements using the existing
southbound left-turn lanes at CSAH 9 & Itea Ave and CSAH 50 & CSAH 9.
The study also concludes that the programmed Lake Marion Elementary School expansion
project and associated parking lot circulation and restricted right-out access, which was modeled
in the “build” conditions, will improve the operations within the parking lot and for southbound
right-turn vehicles turning into the access from CSAH 9 during peak hours. A roadway connection
between Ames Arena and Lake Marion Elementary School is not expected to further improve
operations beyond what is programmed for the elementary school. A future roadway connection
may be viable if observations suggest operational or queueing concern after programmed
improvements are complete and school is back in session.
6.1 2020 No Build
The 2020 no build analysis includes the additional new trips from the private development on
Indiana Avenue, and was evaluated based on existing geometry and lane configurations. All
intersections experience acceptable operations at an LOS C or better, and each approach
operates acceptably at an LOS C or better during the three peak hours.
None of the average queue lengths exceed available storage. Maximum queue lengths exceed
available storage at CSAH 9 & Indiana Avenue and Indiana Avenue & High School Driveway;
however, no blocking or upstream congestion issues were observed. If field observations indicate
congestion issues, it may be a result of downstream vehicles turning into the closest parking lot
entrances and impacting movements on Indiana Avenue and CSAH 9.
Maximum queue lengths also exceed available storage at CSAH 50 & CSAH 9. Most notably, the
northbound through movement blocks the left-turn and right-turn vehicles up to 40% of the time
during the PM peak hour.
6.2 2020 Build
The 2020 build analysis includes the additional new trips from the private and public
developments, and was evaluated based on the programmed partial/directional accesses at
CSAH 9 & Heritage Drive/Icenic Trail and CSAH 9 & Indiana Avenue/194th Street as well as the
restricted eastbound right-turn only movement at the Lake Marion Elementary School access.
Rerouted trips were assumed to complete U-turn maneuvers on CSAH 9 at Itea Avenue and
CSAH 50 or utilize alternate routes that connect to a full access intersection, such as Itea
Avenue. The rerouted traffic did not significantly impact operations at the study intersections.
Operations are comparable to the 2020 no build scenario. All study intersections experience
acceptable operations at an LOS C or better, and each approach operates acceptably at an LOS
D or better. The queues are eliminated for the restricted movements on Indiana Avenue/194th
Street, which makes minor improvements to the operations. The maximum queue length
continues to exceed the available storage for the westbound left-turn lane on Indiana Avenue at
Page 31
the High School student parking lot driveway. With the construction of the partial/directional
access, it is recommended that the left-turn storage be extended to its maximum length to
accommodate the queue lengths in the AM peak hour. The storage length extension should be
determined based on field observations once school and traffic are back to a normal schedule.
Maximum queue lengths continue to exceed the available storage at CSAH 50 & CSAH 9. The
SimTraffic analysis shows the northbound through movement blocking the left-turn and right-turn
vehicles up to 50% of the time during the PM peak hour.
The restricted access intersections inherently improve safety due to the reduced conflict points at
the intersections, and especially reduce the severity of right-angle and injury crashes.
6.3 2040 Build
The 2040 build analysis was also evaluated based on the same programmed improvements
discussed in the 2020 build scenario.
Operations remain acceptable at all study intersections, with the exception of CSAH 50 & CSAH
9. During the AM peak hour, CSAH 50 & CSAH 9 experience an intersection LOS D; during the
PM peak hour, the intersection experiences an LOS E. Significant delays are seen in the
northbound movement during these two peak hours, reaching LOS F. These operations are likely
due to the expected background growth in the surrounding community and not a result of any
private or public development considered for this study.
Average queue lengths begin to exceed the available storage at CSAH 50 & CSAH 9 for the
northbound movements. The maximum queue lengths at this intersection continue to exceed the
storage length and the northbound through movement blocks the left-turn and right-turn vehicles
up to 70% of the time during the PM peak hour. Preliminary alternative signal timing analysis did
not show significant improvement to the blocking issue without further impacting the overall
intersection delay. Geometric improvements, such as lane additions or a roundabout alternative
may provide more sustained operational improvements at the intersection. It is recommended
that a more detailed traffic study be performed for this intersection to determine the most viable
improvement options.
In this scenario, maximum queue lengths are also shown to exceed slightly past the available
storage (approximately one vehicle length) at the all-way stop controlled intersection of Ipava
Avenue & Indiana Avenue, with minor blocking. Operations remain acceptable with LOS C or
better for all movements.
Page 32
7 Recommendations & Future Considerations
7.1 Study Intersections
Based on this study’s analysis, there are no recommended mitigations to the existing conditions
at the following study intersections:
· Ipava Avenue & Indiana Avenue/192nd St
· Ipava Avenue & Iredell Court/LNHS Driveway (North)
· Ipava Avenue & LNHS Driveway (South)
· Ipava Avenue & LNHS Overflow Parking Lot Entrance
· Ipava Avenue & Ames Arena Driveway (North)
· Ipava Avenue & Ames Arena Driveway (South)
· CSAH 50 & Ipava Avenue
· CSAH 50 & Icenic Trail
Based on this study, there are no additional recommendations at this time beyond the
programmed improvements at the following study intersections:
· CSAH 9 & Indiana Avenue/194th Street
· CSAH 9 & Lake Marion Elementary School Access/Itea Avenue
· CSAH 9 & Heritage Drive/Icenic Trail
Based on this study, the following summarizes preliminary improvement alternatives for the
following study intersections:
· CSAH 50 & CSAH 9 (Separate traffic study required)
o No short-term geometric recommendations. The County may consider signal
timing adjustments to improve queueing in short-term if field observations
indicate an issue, however it is unlikely significant improvements will be made
with signal timing adjustments.
o It is recommended that a future comprehensive evaluation is completed to
assess the complexity of the operations and design of CSAH 50 & CSAH 9. An
intersection control evaluation should be included in a near-future CIP once the
programmed improvement projects are complete and existing traffic operations
are more closely evaluated. The study should consider the complexity of the
intersection, which includes its close proximity to the railroad tracks south of
CSAH 50 approximately 240 feet.
o The preliminary traffic analysis evaluated the reconfiguration of the northbound
lane geometry to include a dedicated left-turn lane, a through lane, and a shared
through/right-turn lane. This configuration significantly improves capacity of the
intersection and decreases northbound left-turn and right-turn blocking from 75%
to less than 5%. However, this analysis did not consider available right-of-way or
the impacts to the railroad.
o The study did not evaluate other intersection controls, such as a multi-lane
roundabout. The City and County Comprehensive plans show preliminary
Page 33
roundabout design plans that may be feasible at this location. A detailed study
should consider this design alternative.
· Indiana Avenue & High School entrance
o With the construction of the partial/directional access at CSAH 9 & Indiana
Avenue/194th Street, it is recommended that the westbound left-turn lane at the
High School entrance be extended to its maximum possible length. This should
be determined with recommended field observations once school traffic is back
to normal.
o The analysis does not indicate existing or future operational concerns. However,
if field observations indicate a persistent problem, especially during the AM peak
hour. The problem may be caused by downstream queueing and delays in the
parking lot. Below are some considerations:
An interim option (A) is to temporary close the first two driveways in the
parking lot and observe the changes in the traffic operations, see Figure
10.
Figure 10 – Temporary alternative (A) with parking lot entrance closures
If field observations conclude better operations with the temporary
parking lot access closures, the school can consider a couple options.
One option (A-1) would be to permanently close these two parking lot
accesses and reroute drivers to utilize the existing entrances further
south and west, shown in Figure 11.
Page 34
Figure 11 – Permanent alternative (A-1) with parking lot entrance closures
A second long-term, permanent option (A-2) moves the first access into
the main parking lot further west and create a one-way circulation on the
smaller parking lot near the baseball fields, shown in Figure 12. A
combination of these two options may also be feasible depending
on accurate field observations.
Figure 12 – Permanent alternative (A-2) with parking lot entrance relocation and one-way
circulation
o If field observations indicate that the concern primarily involves the interaction
with eastbound right-turn and westbound left-turn movements on Indiana Avenue
during the AM peak hour, the school may consider a set of interim/permanent
recommendations:
A second intern recommendation (B) includes restricting right-turn
movements at the Indiana Avenue access and rerouting the traffic to
utilize the access on Ipava Avenue, shown in Figure 13. In the short-
term, the right-turn movement on Indiana Avenue could be blocked with
cones.
The accompanying long-term improvement would be to permanently
restrict the eastbound right-turn movement on Indiana Avenue by
blocking the movement with a raised median and closing the turn lane.
Careful consideration should be made if this alternative is implemented.
The school should ensure students are educated on the new traffic
pattern and expect an adjustment period for students to get acquainted
with the pattern. Field observations should be made prior to any change
to note any improvements or impacts to the travel network.
Page 35
Figure 13 – Temporary & permanent alternative (B) with eastbound right-turn lanes rerouted to
Ipava Avenue
This study also supports the proposed circulation and lane configuration shown as part of the
Lake Marion Elementary School expansion project, shown in Figure 14. The design includes one-
way circulation through the parking lot by, shifts the parking lot entrance west, includes two
receiving lanes from CSAH 9, and restricts vehicles to a right-out only lane back onto CSAH 9.
These improvements are expected to improve operations on CSAH 9. The improvement project
was modeled as part of the study and shows improvements to the operations on CSAH 9 and
does not indicate any queueing issues for vehicles turning into the driveway.
Figure 14 – Proposed lane configuration and circulation at CSAH 9 & LME Entrance
7.2 U-Turn Movement Considerations
Due to the programmed restricted access intersections, it was assumed that all of the rerouted
traffic from the west side of CSAH 9 would utilize either Itea Avenue or CSAH 50 to perform a
Page 36
southbound U-turn maneuver in order to continue in its desired direction. The rerouted traffic
volumes did not negatively impact the operations of the study intersections, and it is assumed
that these locations will be suitable for U-turn movements.
After the programmed improvement projects are complete, it is recommended to monitor the
traffic behaviors, operations, and safety of the study corridors to understand if further
improvement projects are necessary. On CSAH 9, these future improvement projects could
include, but are not limited to, a median U-turn design between Indiana Avenue and Itea Avenue
and a redesign of the CSAH 50 & CSAH 9 intersection.
A median U-turn design is a supplemental feature to a restricted/directional access (3/4 access),
but implements a mid-block location dedicated for U-turn movements. The full intersection design
is referred to as a Restricted Crossing U-turn (RCUT) intersection. Figure 15 shows a typical
stop-controlled RCUT design.
Figure 15 – Typical stop controlled RCUT design (MnDOT Technical Memorandum No. 17-03-TS-01).
Based on the 2016 MnDOT Study of the Traffic Safety at Reduced Conflict Intersections,
compared to traditional intersections, RCUTs saw a 100% reduction in fatal and serious injury
right-angle crashes, 77% reduction of all severity right-angle crashes, and 50% reduction of injury
crashes.
All design elements must be considered during the design phase. Available resources include
MnDOT’s Restricted Crossing U-Turn – Design and Implementation Guidance and FHWA’s
Restricted Crossing U-turn Informational Guide (Chapters 7 and 8). Based on the MnDOT
research, the median U-Turn location should be spaced approximately 600-1,000 feet from the
stop-controlled RCUT to minimize traffic disruption and weaving conflicts. Additionally, guidance
suggests that side streets and driveways should not be located within 100 feet of the median U-
turn location. If a median U-turn were ever proposed to supplement the partial/directional access
intersection at CSAH 9 & Indiana Ave/194th Street, it is likely the available distance between
Indiana Ave/194th Street and 198th Street could accommodate the design.
See Appendix C for the Executive Summary from the 2016 MnDOT Study of the Traffic Safety at
Reduced Conflict Intersections and a copy of the MnDOT Technical Memorandum No. 17-03-TS-
01.
Page 37
7.3 Ames Arena & Lake Marion Elementary Roadway Connection
The proposed east-west roadway connection, whether one-way or two-way, is not expected to
improve or impact the study intersections on Ipava Avenue and CSAH 9 since its main use would
be during off-peak hours for post-school activities and events on the weekends. The study
determined acceptable operations through the 2040 build year at the intersection on Ipava
Avenue and the elementary school entrance on CSAH 9
It is recommended to preserve the land until field observations are collected after the completion
of the Lake Marion Elementary School expansion project and other programmed projects
discussed in this report. If operational and queueing issues persist at the entrances on CSAH 9
and/or Ipava Avenue after the expansion is complete, the roadway connection may be
reevaluated as one improvement alternative for internal circulation.
The roadway connection may serve as an opportunity to improve bus routing or as a convenient
option to transport students between the three buildings without accessing the County’s roadway
network. The implementation of the roadway is dependent on long-term goals of the internal
roadway network.
Appendix A – Dakota
County’s 2014 Highway
Travel Demand
Spreadsheet
Road Name Road Segment Name of City Present Traffic Year Counted Projected Traffic (2030) 2019 Count 2040 Base 2040 Build
CR 4 CSAH 63 TO SMITH AVE.WEST ST. PAUL 1550 2013 1600 4150 4400 4400
CR 4 SMITH AVE TO STRYKER AVE WEST ST. PAUL 4850 2013 5600 4900 5200 5200
CR 4 STRYKER AVE. TO ROBERT ST.WEST ST. PAUL 5200 2013 5200 4900 5200 5200
CR 4 ROBERT ST. TO CSAH 73 WEST ST. PAUL 7900 2013 15000 11200 12000 12000
CR 4 CSAH 73 TO TH 52 E. RAMP WEST ST. PAUL 10200 2013 13600 11200 12000 12000
CR 4 TH 52 E. RAMP TO STICKNEY AVE.SOUTH ST. PAUL 3700 2013 3900 3800 4200 4200
CR 4 STICKNEY AVE. TO CONCORD ST. N.SOUTH ST. PAUL 1350 2013 2900 3800 4200 4200
CSAH 5S S. COUNTY LINE TO 215TH ST.LAKEVILLE 5100 2013 11000 7000 8800 8800
CSAH 5S 215TH ST. TO CSAH 70 LAKEVILLE 6800 2013 17000 7000 8800 8800
CSAH 5 FAI 35 TO 0.02 MI NO OF 172ND ST W LAKEVILLE 10600 2013 23000 11800 16000 17300
CSAH 5 0.02 MI NO OF 172ND ST W T0 KLAMATH TRAIL LAKEVILLE 7700 2013 19000 11800 16000 17300
CSAH 5 KLAMATH TRAIL TO .05 MI SO OF UPPER 167TH ST. W LAKEVILLE 7800 2013 18000 7800 11700 1300
CSAH 5 .05 MI SO OF UPPER 167TH ST. W TO .19 MI SO OF CSAH 46 LAKEVILLE 7800 2013 18000 7800 11700 1300
CSAH 5 .19 MI SO OF CSAH 46 TO CSAH 46 LAKEVILLE 7800 2013 18000 7800 11700 1300
CSAH 5 CSAH 46 TO SO LIM OF BURNSVILLE LAKEVILLE 11600 2013 21000 13000 18800 19400
CSAH 5 SO LIM BURNSVILLE TO 150TH ST BURNSVILLE 11300 2013 21000 13000 18800 19400
CSAH 5 150TH ST TO 0.18 MI SO OF CSAH 42 BURNSVILLE 14400 2013 23000 13700 18400 18800
CSAH 5 0.18 MI S OF CSAH 42 TO CSAH 42 BURNSVILLE 14400 2013 21000 15100 18500 18900
CSAH 5 CSAH 42 TO CSAH 38 BURNSVILLE 15600 2013 29000 17200 22000 22000
CSAH 5 CSAH 38 TO 136TH ST BURNSVILLE 14700 2013 29000 17200 22000 22000
CSAH 5 136TH ST. TO BURNSVILLE PKWY BURNSVILLE 14700 2013 21000 14400 17800 17800
CSAH 5 BURNSVILLE PKWY TO 0.22 MI S OF TH 13 BURNSVILLE 12700 2013 26000 14400 16400 16400
CSAH 5 0.22 MI SO OF TH 13 TO TH 13 BURNSVILLE 20000 2013 26000 14400 16400 16400
CSAH 5 TH 13 TO 126TH ST W BURNSVILLE 9700 2007 31500 7800 8400 8400
CR 6 S. ROBERT TO CSAH 73 WEST ST. PAUL 11200 2013 9500 9400 11400 11400
CR 6 CSAH 73 TO TH 52 E. RAMP WEST ST. PAUL 10400 2013 14000 10700 11800 11800
CR 6 TH 52 E. RAMP TO 13TH AVE.SOUTH ST. PAUL 5850 2013 6750 6200 6600 6600
CR 6 13TH AVE. TO 10TH AVE.SOUTH ST. PAUL 1200 2013 2200 1100 1200 1200
CR 6 10TH AVE TO TH 56 SOUTH ST. PAUL 870 2013 2200 1100 1200 1200
CR 8 TH 13 TO WENTWORTH AVE.MENDOTA HEIGHTS 3125 2013 4500 3700 4100 4100
CR 8 WENTWORTH AVE TO DODD RD.MENDOTA HEIGHTS 2225 2013 3650 2600 3000 3000
CSAH 8 DODD RD. TO CSAH 63 (DELAWARE AVE) MENDOTA HEIGHTS 4600 2013 4600 3600 3900 3900
CSAH 8 CSAH 63 (DELAWARE) TO BELLOWS WEST ST. PAUL 5700 2013 5100 5000 5200 5200
CSAH 8 BELLOWS TO ROBERT ST.WEST ST. PAUL 6950 2013 8150 8400 8700 8700
CSAH 8 ROBERT ST TO W. RAMP TH 52 WEST ST. PAUL 9800 2013 11000 11100 11600 11600
CR 8 W. RAMP TH 52 TO E. FRONTAGE RD SOUTH ST. PAUL 6600 2013 12000 11100 11600 11600
CR 8 E. FRONTAGE RD TH 52 TO 21ST AVE. NORTH SOUTH ST. PAUL 6600 2013 12000 11100 11600 11600
CR 8 21ST AVE. NORTH TO 15TH AVE. N.SOUTH ST. PAUL 2650 2013 5800 6400 6800 6800
CR 8 15TH AVE. N. TO 3RD ST. N.SOUTH ST. PAUL 2650 2013 4000 2650 2900 2900
CR 8 3RD ST N. TO CSAH 14 SOUTH ST. PAUL 1250 2013 3600 1300 1800 1800
CSAH 9 WEST COUNTY LINE TO CSAH 80 EUREKA TWP. 3100 2013 9000 3400 4300 4300
CSAH 9 CSAH 80 TO 235TH ST EUREKA TWP. 2550 2013 7400 3500 4500 4500
CSAH 9 235TH ST TO S LIM LAKEVILLE EUREKA TWP. 3150 2013 11000 3700 5100 5100
CSAH 9 S LIM LAKEVILLE TO CSAH 70 LAKEVILLE 5000 2013 11000 3700 5100 5100
CSAH 9 CSAH 70 TO 210TH ST LAKEVILLE 4500 2013 8500 5700 7500 8900
CSAH 9 210TH STREET TO CSAH 50 LAKEVILLE 10000 2013 19000 11700 13000 14400
CSAH 9 CSAH 50 TO 0.19 MI N OF 195TH ST. W.LAKEVILLE 9600 2013 15000 9600 15000 15000
CSAH 9 0.19 MI N OF 195TH ST. W. TO 0.17 MI S. OF CSAH 60 LAKEVILLE 9600 2013 15000 9600 16000 16000
CSAH 9 0.17 MI S. OF CSAH 60 TO 0.39 MI N. OF CSAH 60 LAKEVILLE 9600 2013 15000 9600 16000 16000
CSAH 9 0.39 MI N. CSAH 60 TO HIGHVIEW AVE.LAKEVILLE 13300 2013 19000 15600 18400 16800
CSAH 9 HIGHVIEW AVE. TO 0.25 MI WEST OF CSAH 23 LAKEVILLE 13300 2013 20000 15600 18000 16400
FUT 9 E OF HIGHVIEW LAKEVILLE 18600 16700
FUT 9 W OF CSAH 23 LAKEVILLE 18600 17400
FUT 9 E OF CSAH 23 LAKEVILLE 6100 13800 11000
FUT 9 W OF CSAH 31 LAKEVILLE 15700 14700
FUT 9 E OF CSAH 31 LAKEVILLE 8100 11800
CSAH 9 0.25 MI W OF CSAH 23 TO CSAH 23 LAKEVILLE 13300 2013 20000 15600 18000 16400
CSAH 9 CSAH 23 TO 0.38 MI. E OF CSAH 23 LAKEVILLE 12000 2013 21600 15600 18000 16400
CSAH 9 0.38 MI E OF CSAH 23 TO FAIRGREEN AVE. LAKEVILLE 12000 2013 16900 11900 10300 9900
CSAH 9 FAIRGREEN AVE. TO CSAH 31 LAKEVILLE 7000 2013 16900 8000 11000 10100
FUT 9 W OF TH 3 FARMINGTON 2300
FUT 9 TH 3 TO BISCAYNE EMPIRE TWP.500
CSAH 11 CSAH 42 TO CSAH 38 BURNSVILLE 8100 2013 11000 7800 8500 8500
CSAH 11 CSAH 38 TO I35E S. RAMP APPLE VALLEY 6500 2013 23000 18700 21000 20600
CSAH 11 I35E S. RAMP TO 134TH ST.BURNSVILLE 15130 2013 24000 20400 23000 23000
CSAH 11 134TH ST. TO 130TH ST.BURNSVILLE 12900 2013 17000 13900 14900 14900
CSAH 11 130TH ST. TO BURNSVILLE PKWY.BURNSVILLE 12900 2013 17000 13900 14900 14900
CSAH 11 BURNSVILLE PARKWAY TO TH 13 BURNSVILLE 10700 2013 12400 11200 12600 12600
CSAH 14 TH 110 TO 0.14 MI E OF TH 110 HEIGHTS 7700 2013 10000 7200 7500 7500
CSAH 14 0.14 MI E OF TH 110 TO 0.1 MI W OF S. ROBERT ST. HEIGHTS 7700 2013 9700 8900 9200 9200
CSAH 14 0.1 MI W OF S. ROBERT ST. TO CSAH 73 WEST ST. PAUL 11300 2013 15000 11300 12600 12600
CSAH 14 CSAH 73 TO TH 52 WEST ST. PAUL 17200 2013 17000 17200 18400 18400
CSAH 14 TH 52 TO SOUTHVIEW BLVD SOUTH ST. PAUL 17200 2013 14000 13400 14100 14100
CSAH 14 SOUTHVIEW BLVD TO 12TH AVE SOUTH ST. PAUL 12400 2013 14000 8500 10500 10500
CSAH 14 12TH AVE. TO 3RD AVE SOUTH ST. PAUL 4300 2013 5700 8500 9200 9200
CSAH 14 3RD AVE TO MARIE AVE SOUTH ST. PAUL 3200 2013 5700 8500 9200 9200
CSAH 14 MARIE AVE TO 2ND ST SOUTH ST. PAUL 3150 2013 5700 4950 6400 6400
CSAH 14 2ND ST TO 0.03 MI N OF 2ND ST SOUTH ST. PAUL 3150 2013 5700 2950 3800 3800
CSAH 14 .03 MI N OF 2ND ST TO TH 56 SOUTH ST. PAUL 5700 2013 7600 4700 6200 6200
CR 17 FROM CR 84 TO CSAH 80 EUREKA TWP. 440 2013 590 390 500 500
CSAH 23 RICE CO LINE TO N LIMS NORTHFIELD GREENVALE TWP. 2500 2013 6100 2800 3100 3100
CSAH 23 N LIM NORTHFIELD TO 1.7 MI N OF N LIM NORTHFIELD GREENVALE TWP. 2850 2013 5200 3100 3600 3600
CSAH 23 1.7 MI N OF N LIMS NORTHFIELD TO 0.2 M S OF CSAH 86 GREENVALE TWP. 2900 2013 5400 3250 3800 3800
CSAH 23 0.2 MI S OF CSAH 86 TO CSAH 86 GREENVALE TWP. 2900 2013 5400 3250 3800 3800
CSAH 23 CSAH 86 TO 0.2 MI N OF CSAH 86 EUREKA TWP. 3500 2013 7800 6500 8400 8400
CSAH 23 0.2 MI N OF CSAH 86 TO 247TH ST EUREKA TWP. 3500 2013 7800 3650 4100 4100
CSAH 23 247TH ST TO S LIM LAKEVILLE EUREKA TWP. 3500 2013 8000 5800 6400 6400
CSAH 23 S LIM LAKEVILLE TO CSAH 9 LAKEVILLE 17900 2013 17800 20300 39000 42000
CSAH 23 CSAH 9 TO CSAH 46 LAKEVILLE 23033 2013 35000 31500 46000 49000
CSAH 23 CSAH 46 TO 155TH ST.APPLE VALLEY 32600 2013 50000 37500 47000 47000
CSAH 23 155TH ST TO CSAH 42 APPLE VALLEY 32600 2013 50000 37500 47000 47000
CSAH 23 CSAH 42 TO 1.25 MI N OF CSAH 42 APPLE VALLEY 45066 2013 50000 37500 47000 47000
CSAH 26 TH 13 TO CSAH 31 EAGAN 3700 2013 5500 4000 5300 4900
CSAH 26 CSAH 31 TO EAGANDALE BLVD.EAGAN 5900 2013 9100 6200 8000 8000
CSAH 26 EAGANDALE BLVD. TO 35E WEST RAMP EAGAN 12600 2013 17000 13100 16200 16200
CSAH 26 35E WEST RAMP TO CSAH 43 EAGAN 24600 2013 36000 23900 32000 34000
CSAH 26 CSAH 43 TO NEIL ARMSTRONG BLVD.EAGAN 15100 2013 26000 14800 22000 23000
CSAH 26 NEIL ARMSTRONG BLVD . TO TH 55 EAGAN 13900 2013 20000 14100 22000 23000
CSAH 26 TH 55 TO LONE OAK DRIVE NB EAGAN 6900 2013 17000 6700 17600 18000
CSAH 26 LONE OAK DRIVE NB TO W LIMITS OF INVR GRV HTS EAGAN 6900 2013 15000 6700 18100 16300
CSAH 26 W LIM INVR GRV HTS TO TH 3 HEIGHTS 6900 2013 16000 6500 13600 15000
CSAH 26 TH 3 TO 0.37 MILE WEST OF CSAH 73 HEIGHTS 7100 2013 12000 7500 10900 14700
CSAH 26 0.37 MILE WEST OF CSAH 73 TO 0.26 MILE EAST OF CSAH 73 HEIGHTS 9100 2013 12000 7500 10900 14700
CSAH 26 0.26 MILES EAST OF CSAH 73 TO BLAINE AVE. HEIGHTS 13000 2013 13500 12100 13500 13500
CSAH 26 BLAINE TO CAHILL AVE.HEIGHTS 9000 2013 11000 10000 10800 10800
CSAH 26 CAHILL AVE. TO WEST LIMITS OF SO. ST. PAUL HEIGHTS 5500 2013 9000 6400 7000 7000
CSAH 26 W LIMS SO. ST PAUL TO 0.1 MI E OF W LIMS OF SO.ST PAUL. SOUTH ST. PAUL 4400 2013 9000 6400 7000 7000
CSAH 26 .1 MILE E. WEST LIM. SO. ST. PAUL TO CSAH 56 HEIGHTS 3200 2013 5400 3350 3500 3500
CSAH 28 TH 13 TO BLUE CROSS ROAD EAGAN 15200 2013 18000 14800 16500 17000
CSAH 28 BLUE CROSS ROAD TO COACHMAN RD. EAGAN 15200 2013 23000 21000 23000 23000
CSAH 28 COACHMAN RD. TO 100' E. OF FEDERAL DR. EAGAN 21400 2013 38000 26000 31000 31000
CSAH 28 100' E. OF FEDERAL DR. TO YANKEE PL. EAGAN 26033 2013 49000 26000 31000 31000
CSAH 28 YANKEE PL. TO O'LEARY LN.EAGAN 22300 2013 40000 26000 31000 30000
CSAH 28 O'LEARY LN TO CSAH 43 EAGAN 22300 2013 40000 21700 27000 26000
CSAH 28 CSAH 43 TO WESCOTT HILLS DR.EAGAN 18700 2013 38000 19300 22000 22000
CSAH 28 WESCOTT HILLS DR. TO ELRENE RD.EAGAN 18700 2013 38000 19300 22000 22000
CSAH 28 ELRENE RD. TO TH 149 EAGAN 13400 2013 31000 15200 19200 19200
CR 28 TH 149 TO EAGAN/INVER GROVE HEIGHTS LINE EAGAN 5500 2013 10000 7000 9900 10300
CR 28 EAGAN/INVER GROVE HEIGHTS LINE TO ARGENTA TRAIL HEIGHTS 5500 2013 10000 6900 9800 10200
CR 28 ARGENTA TRAIL TO TH 55 HEIGHTS 5500 2013 10000 10700 17409 18200
CR 28 TH 3 TO CSAH 73 HEIGHTS 2000 2013 2900 2650 3900 3900
CSAH 28 CSAH 73 TO BARBARA AVE.HEIGHTS 5300 2013 6700 5600 8600 6500
CSAH 28 BARBARA AVE. TO BLAINE AVE.HEIGHTS 8300 2013 20000 10300 11700 11700
CSAH 28 BLAINE AVE. TO CAHILL AVE.HEIGHTS 8800 2013 15000 9100 10400 10400
CSAH 28 CAHILL AVE TO CSAH 56 (CONCORD BLVD) HEIGHTS 3233 2013 7600 2300 2600 2600
CSAH 30 TH 13 TO W. RAMP TH 77 EAGAN 7700 2013 12000 8800 9200 9200
CSAH 30 W. RAMP TH 77 TO NICOLS RD.EAGAN 16500 2013 24000 17900 2100 20500
CSAH 30 NICOLS RD (OLD CEDAR AVE) TO RAHN RD EAGAN 19400 2013 25000 17800 18800 18800
CSAH 30 RAHN RD TO BLACKHAWK RD EAGAN 19400 2013 25000 17800 18800 18800
CSAH 30 BLACKHAWK RD TO FAI 35E EAGAN 19400 2013 25000 17800 18800 18800
CSAH 30 FAI 35 E TO .41 MI W OF CSAH 31 EAGAN 18600 2013 21500 19700 22000 22000
CSAH 30 .41 MI WEST OF CSAH 31 TO CSAH 31 EAGAN 18600 2013 25000 19700 22000 22000
CSAH 30 CSAH 31 TO 0.50 MI E OF CSAH 31 EAGAN 18600 2013 20000 12400 14300 14300
CSAH 30 0.50 MI E OF CSAH 31 TO 0.61 MI E OF CSAH 31 EAGAN 18600 2013 20000 12400 14300 14300
CSAH 30 0.61 MI E OF CSAH 31 TO 0.84 MI E OF CSAH 31 EAGAN 18600 2013 20000 12400 14300 14300
CSAH 30 0.84 MI E OF CSAH 31 TO 0.03 E OF BRADDOCK TRAIL EAGAN 12350 2013 19000 13900 14800 14800
CSAH 30 0.03 MI E OF BRADDOCK TO TH 3 EAGAN 7100 2013 9250 5700 6000 6000
CR 31 CR 78 TO 225TH ST CASTLE ROCK TWP. 930 2013 4800 1200 1400 1400
CR 31 225TH ST TO CSAH 74 CASTLE ROCK TWP. 1150 2013 4700 1300 1400 1400
CSAH 31 CSAH 74 TO CSAH 50 FARMINGTON 6700 2013 15000 7400 11600 5400
CSAH 31 CSAH 50 TO 208TH ST FARMINGTON 6700 2013 13000 6500 9300 11500
CSAH 31 208TH ST TO CR 64 FARMINGTON 5700 2013 15000 6500 10200 12600
CSAH 31 CR 64 TO 190TH ST FARMINGTON 10000 2013 21000 27000 32000 26000
CSAH 31 190TH ST TO 180TH ST FARMINGTON 23400 2013 39000 27000 35000 28000
CSAH 31 180TH ST TO .35 MI NO OF 170TH ST LAKEVILLE 23400 2013 39000 27000 40000 36000
CSAH 31 .35 MI NO OF 17OTH ST TO CSAH 46 LAKEVILLE 25033 2013 45000 32500 38000 34000
CSAH 31 CSAH 46 TO .33 MI SO OF CSAH 42 APPLE VALLEY 23000 2013 35000 24000 29000 33000
CSAH 31 .33 MI SO OF CSAH 42 TO 147TH ST W APPLE VALLEY 19000 2013 24000 20600 24000 25000
CSAH 31 147TH ST W TO ELLICE TRAIL APPLE VALLEY 14000 2013 15000 20600 24000 25000
CSAH 31 ELLICE TRAIL TO CSAH 33 APPLE VALLEY 14000 2013 15000 14000 16300 17200
CSAH 31 CSAH 33 TO N LIM APPLE VALLEY APPLE VALLEY 19900 2013 25000 19300 21000 22000
CSAH 31 N LIM APPLEY VALLEY TO 0.40 MI SO OF CSAH 32 EAGAN 20500 2013 32000 20500 22000 25000
CSAH 31 0.40 MI SO OF CSAH 32 TO CSAH 32 EAGAN 20500 2013 32000 20500 22000 25000
CSAH 31 CSAH 32 TO CSAH 30 EAGAN 18700 2013 28000 19000 24000 27000
CSAH 31 CSAH 30 TO WESCOTT RD EAGAN 20300 2013 33000 24600 29000 32000
CSAH 31 WESCOTT RD TO 35E NORTH RAMP EAGAN 32500 2013 47000 24600 29000 32000
CSAH 31 35E NORTH RAMPS TO CSAH 28 EAGAN 25600 2013 47000 30500 36000 39000
CSAH 31 CSAH 28 TO CSAH 26 EAGAN 15600 2013 28000 17100 24000 25000
CSAH 31 CSAH 26 TO I-494 EAGAN 19500 2013 32000 19100 23000 24000
CSAH 31 I- 494 TO NORTHLAND DR MENDOTA HEIGHTS 15600 2013 19000 15100 16300 16600
CSAH 31 NORTHLAND DR TO ENTERPRISE DR MENDOTA HEIGHTS 15600 2013 19000 15100 16300 16600
CSAH 31 ENTERPRISE DR TO 0.06 M N OF ENTERPRISE DR MENDOTA HEIGHTS 5100 2013 5600 5200 5700 6000
CSAH 31 .06 M N OF ENTERPRISE DR. TO TH 13 MENDOTA HEIGHTS 5100 2013 5600 5200 5700 6000
CSAH 32 FAI 35W E TO RR TRACKS BURNSVILLE 15500 2013 21000 16100 17200 17200
CSAH 32 RR TRACKS TO RIVER RIDGE BLVD BURNSVILLE 15500 2013 21000 16100 17200 17200
CSAH 32 RIVER RIDGE BLVD TO PORTLAND AVE BURNSVILLE 15500 2013 17500 15400 15900 15900
CSAH 32 PORTLAND AVE. TO 0.58 MILES WEST OF TH 13 BURNSVILLE 14050 2013 21000 15000 16600 16600
CSAH 32 0.58 MILES W OF TH 13 TO TH 13 SB BURNSVILLE 14300 2013 21000 15000 16600 16600
CSAH 32 TH 13 TO 0.20 MI WEST OF W LIM OF EAGAN BURNSVILLE 18900 2013 34000 23500 27000 28000
CSAH 32 0.20 MILE WEST TO W LIM OF EAGAN BURNSVILLE 22400 2013 41000 30000 36000 38000
CSAH 32 W LIMS EAGAN TO 0.07 MI E OF WEST LIMS OF EAGAN EAGAN 22400 2013 41000 30000 36000 38000
CSAH 32 0.07 MI EAST OF W LIM OF EAGAN TO TH 77 EAST RAMPS EAGAN 30500 2013 41000 30000 36000 38000
CSAH 32 TH 77 EAST RAMPS TO NICOLS ROAD EAGAN 29000 2013 37000 30000 34000 38000
CSAH 32 NICOLS ROAD TO 0.64 MILES EAST OF NICOLS ROAD EAGAN 29000 2013 37000 30000 34000 38000
CSAH 32 0.64 MILES EAST OF NICOLS RD TO 35E EAGAN 25500 2013 33000 30100 31000 35000
CSAH 32 35E TO BLACKHAWK RD EAGAN 26000 2013 33000 30100 31000 35000
CSAH 32 BLACKHAWK RD TO 0.18 MILES EAST OF LENORE LANE EAGAN 22200 2013 29000 22300 22000 24000
CSAH 32 0.18 MI E OF LENORE LANE TO 0.10 MI E OF JOHNNY CAKE ROAD EAGAN 22200 2013 29000 18700 19000 20600
CSAH 32 0.10 MI E OF JOHNNY CAKE RD TO 0.25 MI W OF CSAH 31 EAGAN 20400 2013 27000 15600 15600 17200
CSAH 32 0.25 MI W OF CSAH 31 TO CSAH 31 EAGAN 18400 2013 23000 15600 15600 17200
CSAH 32 CSAH 31 TO CSAH 43 EAGAN 13300 2013 20000 13500 16300 16300
CSAH 32 CSAH 43 TO DODD RD.EAGAN 9300 2013 13500 9500 12000 12000
CSAH 32 DODD RD. TO 0.20 MILE WEST OF TH 3 EAGAN 8200 2013 12000 7800 9800 9800
CSAH 32 0.20 MILE WEST OF TH 3 TO WEST LIMITS INVER GROVE HEIGHTS EAGAN 8600 2013 14000 8200 13500 13500
CSAH 32 W LIMS INV GRV HTS TO CSAH 71 HEIGHTS 4500 2013 9500 5200 11200 12200
FUT 32 CSAH 71 TO TH 52 HEIGHTS 7000 7500 7300
CR 33 CSAH 46 TO 155ST W RT ROSEMOUNT 3050 2013 9500 8400 9500 9500
CR 33 155ST W RT TO 152ND ST XING ROSEMOUNT 3050 2013 9500 8400 9500 9500
CR 33 152ND ST XING TO DODD BLVD LT ROSEMOUNT 3050 2013 9500 8400 9500 9500
CR 33 DODD BLVD LT TO CSAH 42 ROSEMOUNT 4500 2013 9500 8400 9500 9500
CSAH 33 CSAH 42 TO 145TH ST ROSEMOUNT 8200 2013 11000 8400 9500 9500
CSAH 33 145TH ST TO 138TH ST ROSEMOUNT 9600 2013 13000 10600 11700 11700
CSAH 33 138TH ST TO CSAH 31 APPLE VALLEY 8100 2013 10000 8100 9200 9200
CSAH 38 CSAH 5 TO BURNHAVEN DR.BURNSVILLE 13900 2013 20000 16000 17300 17300
CSAH 38 BURNHAVEN DR TO I-35W NB BURNSVILLE 16700 2013 25000 17100 19000 19000
CSAH 38 I-35W NB TO NICOLLET AVE.BURNSVILLE 16700 2013 25000 17100 19000 19000
CSAH 38 NICOLLET AVE. TO FAIRVIEW DR BURNSVILLE 18500 2013 32000 19400 21000 20700
CSAH 38 FAIRVIEW DR TO COUNTRY LN BURNSVILLE 18500 2013 32000 19400 21000 20700
CSAH 38 COUNTRY LN TO I-35E NB BURNSVILLE 18500 2013 32000 19400 21000 20600
CSAH 38 I-35E NB TO W JCT CSAH 11 BURNSVILLE 18500 2013 32000 19400 21000 20600
CSAH 38 W JCT CSAH 11 TO E LIMS OF BURNSVILLE BURNSVILLE 7700 2013 32000 19400 21000 20600
CSAH 38 E LIMS OF BURNSVILLE TO PENNOCK AVE APPLE VALLEY 10200 2013 16000 10500 13400 13400
CSAH 38 PENNOCK AVE. TO TH 77 S WEST RAMP APPLE VALLEY 11600 2013 19000 11500 13500 13500
CSAH 38 TH 77 S WEST RAMP TO JOHNNY CAKE RIDGE ROAD APPLE VALLEY 18133 2013 24700 25000 30000 28000
CSAH 38 JOHNNY CAKE RIDGE ROAD TO CSAH 31 APPLE VALLEY 11050 2013 13000 9800 14500 15300
CSAH 38 CSAH 31 TO DOVER DR.APPLE VALLEY 8900 2013 20000 9800 14500 15300
CSAH 38 DOVER DR. TO SHANNON PKWY.ROSEMOUNT 8900 2013 20000 7800 13400 13900
CSAH 38 SHANNON PKWY TO TH 3 N. INTERSECTION ROSEMOUNT 7000 2013 17500 7800 12800 13300
CSAH 42 WEST CO. LINE TO CSAH 5 BURNSVILLE 37700 2013 50000 39000 48000 48000
CSAH 42 CSAH 5 TO WEST RAMP FAI 35W BURNSVILLE 42200 2013 59500 49500 58000 58000
CSAH 42 WEST RAMP FAI 35W TO EAST RAMP FAI 35E BURNSVILLE 42200 2013 65000 51000 59000 59000
CSAH 42 FROM EAST RAMP FAI 35E TO PORTLAND AVE BURNSVILLE 28500 2013 36000 26000 33000 34000
CSAH 42 PORTLAND AVE TO CSAH 11 BURNSVILLE 28500 2013 36000 26000 32000 33000
CSAH 42 CSAH 11 TO E LIMS BURNSVILLE BURNSVILLE 28500 2013 38000 31000 38000 39000
CSAH 42 E LIM BURNSVILLE TO 0.09 MI W OF PENNOCK AVE APPLE VALLEY 28500 2013 38000 31000 38000 38000
CSAH 42 0.09 MI W OF PENNOCK AVE TO CSAH 23 APPLE VALLEY 24900 2013 38000 31000 38000 38000
CSAH 42 CSAH 23 TO E LIMS APPLEY VALLEY APPLE VALLEY 30075 2013 44250 34500 41000 41000
CSAH 42 E LIMS APPLEY VALLEY TO CSAH 33 ROSEMOUNT 18400 2013 32000 19000 23000 26000
CSAH 42 CSAH 33 TO TH 3 ROSEMOUNT 18200 2013 30000 20100 25000 28000
CSAH 42 TH 3 TO 145TH ST ROSEMOUNT 13100 2013 27000 14900 24000 23000
CSAH 42 145TH ST TO 0.25 MI EAST OF CSAH 71 ROSEMOUNT 11300 2013 27500 14900 23000 21000
CSAH 42 0.25 MI EAST OF CSAH 71 TO E RAMPS OF TH 52 ROSEMOUNT 11300 2013 27000 12900 15000 17100
CSAH 42 E RAMPS OF TH 52 TO TH 55 ROSEMOUNT 6000 2013 24000 6100 11900 12200
CSAH 42 E JCT TH 55 TO E JCT CR 87 NININGER TWP. 2000 2013 4350 2100 2500 2500
CSAH 42 E JCT CR 87 TO W LIMITS OF HASTINGS NININGER TWP. 2350 2013 5700 3150 4500 4500
CSAH 42 W LIM OF HASTINGS TO 2ND ST HASTINGS 3600 2013 7200 3850 6600 6600
CSAH 42 2ND ST. TO TH 61 HASTINGS 5166 2013 12000 5600 7700 7700
CSAH 43 CSAH 32 TO WILDERNESS RUN RD.EAGAN 7500 2013 11000 6600 7500 7200
CSAH 43 WILDERNESS RUN RD. TO .123 MI S. OF CSAH 30 EAGAN 10800 2013 14000 12600 13400 13000
CSAH 43 .123 MI. S. OF CSAH 30 TO .151 MI. N. OF CSAH 30 EAGAN 10800 2013 14000 15800 16900 16400
CSAH 43 .151 MI. N. OF CSAH 30 TO WESCOTT RD. EAGAN 15900 2013 23000 18500 19800 19000
CSAH 43 WESCOTT RD. TO .133 MI S. OF CSAH 28 EAGAN 17300 2013 20000 18500 19800 19000
CSAH 43 .133 MI S OF CSAH 28 TO .062 MI N OF CSAH 28 EAGAN 17300 2013 22000 18500 19800 19000
CSAH 43 .062 MI N OF CSAH 28 TO .162 MI N OF NORTHWOOD DR. EAGAN 14700 2013 22000 18200 21000 21000
CSAH 43 .162 MI N OF NORTHWOOD DR. TO CSAH 26 EAGAN 17800 2013 27000 18200 21000 21000
CSAH 43 CSAH 26 TO .277 MI W. OF TH 55 EAGAN 10800 2013 14000 11200 13000 13000
CSAH 43 .277 MI W. OF TH 55 TO TH 55 EAGAN 10800 2013 14000 11200 13000 13000
CR 43 MENDOTA HEIGHTS RD. TO WAGON WHEEL TR. MENDOTA HEIGHTS 2350 2013 3300 3450 3900 3900
CR 43 WAGON WHEEL TR. TO TH 110 MENDOTA HEIGHTS 5050 2013 8900 8100 12000 12000
CR 43 TH 110 TO VICTORIA RD MENDOTA HEIGHTS 5500 2013 9000 7700 8500 8500
CR 43 VICTORIA RD TO TH 13 MENDOTA HEIGHTS 3550 2013 2600 3500 4500 4500
CR 45 TH 13 AT E LIMITS OF LILYDALE TO BRIDGE UNDER RR LILYDALE 2300 2013 3300 0 0 0
CR 45 BRIDGE UNDER RR TO RAMSEY CO. LINE LILYDALE 2025 2013 2100 0 0 0
CSAH 46 CSAH 5 TO KENYON AVE. (W. END OF BRIDGE) LAKEVILLE 8600 2013 14000 9000 11800 11800
CSAH 46 KENYON AVE (W. END OF BRIDGE) TO .192 MI W. OF JAVA LN. LAKEVILLE 33000 2013 42000 36500 45000 43000
CSAH 46 .192 MI W OF JAVA TO JAGUAR AVE.LAKEVILLE 29600 2013 42000 36500 38000 37000
CSAH 46 JAGUAR AVE. TO .182 MI W OF IPAVA LAKEVILLE 29600 2013 42000 27000 35000 33000
CSAH 46 .182 MI W OF IPAVA AVE. TO IPAVA AVE. LAKEVILLE 29600 2013 42000 27000 35000 33000
CSAH 46 IPAVA AVE. TO LACLAVON DR.LAKEVILLE 28500 2013 34000 25200 35000 33000
CSAH 46 LACLAVON DR. TO CSAH 23 LAKEVILLE 26900 2013 33000 29000 38000 35000
CSAH 46 CSAH 23 TO FLAGSTAFF AVE.LAKEVILLE 26900 2013 34000 28000 41000 38000
CSAH 46 FLAGSTAFF AVE TO EXCEL WAY EAST LAKEVILLE 22000 2013 35000 27500 43000 38000
CSAH 46 EXCEL WAY EAST TO CSAH 31 LAKEVILLE 22000 2013 35000 27500 43000 38000
CSAH 46 CSAH 31 TO CR 33 LAKEVILLE 21800 2013 35000 24000 38000 34000
CSAH 46 CR 33 TO DANVILLE AVE EMPIRE TWP. 19100 2013 36000 21600 35000 31000
CSAH 46 DANVILLE AVE TO DAKOTA LANE EMPIRE TWP. 19100 2013 36000 21600 35000 31000
CSAH 46 DAKOTA LANE TO SHANNON PKWY EMPIRE TWP. 19100 2013 36000 21600 35000 31000
CSAH 46 SHANNON PKWY TO CHIPPENDALE AVE EMPIRE TWP. 19100 2013 28000 17000 31000 27000
CSAH 46 CHIPPENDALE AVE TO TH 3 EMPIRE TWP. 14900 2013 28000 17000 31000 27000
CSAH 46 TH 3 TO ENTRANCE INTO NEW HWY SHOP EMPIRE TWP. 11400 2013 25000 14200 22500 21000
CSAH 46 ENTRANCE INTO NEW HWY SHOP TO BISCAYNE AVE EMPIRE TWP. 11400 2013 25000 14200 22500 21000
CSAH 46 BISCAYNE AVE TO STATION TRAIL EMPIRE TWP. 10000 2013 25000 12800 20800 19600
CSAH 46 STATION TRAIL TO AKRON TRAIL EMPIRE TWP. 10000 2013 25000 12800 20800 19100
CSAH 46 AKRON TRAIL TO ANGUS AVE ROSEMOUNT 10000 2013 25000 12800 20800 20000
CSAH 46 ANGUS AVE TO BARBARA AVE EMPIRE TWP. 10000 2013 25000 12800 20800 20000
CSAH 46 BARBARA AVE TO BLAINE AVE EMPIRE TWP. 10000 2013 25000 12800 20800 20000
CSAH 46 BLAINE AVE TO CR 81 EMPIRE TWP. 10200 2013 14000 11800 19600 18800
CSAH 46 CR 81 TO SB LANE US 52 COATES 10200 2013 14000 11800 20300 18400
CSAH 46 SB LANE US 52 TO NB LANE US 52 COATES 10200 2013 11000 11800 21700 20700
CSAH 46 NB LANE US 52 TO NB EAST FRONTAGE ROAD COATES 5100 2013 11000 6100 11300 10700
CSAH 46 NB EAST FRONTAGE ROAD TO CR 48 COATES 5100 2013 11000 6100 11300 10700
CSAH 46 CR 48 TO 3.00 MI E TH 52 VERMILLION TWP. 5500 2013 13000 6100 11300 10700
CSAH 46 3.00 MI E TH 52 TO VERMILLION TWP LINE VERMILLION TWP. 7800 2013 13000 6100 11300 10700
CSAH 46 VERMILLION TWP. LINE TO 2.3 MI E. OF CSAH 85 MARSHAN TWP. 5500 2013 13000 6100 11300 10700
CSAH 46 2.3 MI E OF CSAH 85 TO CSAH 47 MARSHAN TWP. 7800 2013 14000 7900 10700 10200
CSAH 46 CSAH 47 TO PINE ST HASTINGS 9400 2013 14500 10200 14800 14800
CSAH 46 PINE ST TO TH 61 HASTINGS 8800 2013 15000 9500 14300 14300
CSAH 47 TH 3 TO 0.4 MI NE OF TH 3 WATERFORD TWP. 5300 2013 4700 4250 5500 5500
CSAH 47 0.4 MI NE OF TH 3 TO CR 53 WATERFORD TWP. 5200 2013 3700 4250 5500 5500
CSAH 47 CR 53 TO CSAH 86 SCIOTA TWP. 3050 2013 3700 4250 5500 5500
CSAH 47 CSAH 86 TO 0.40 MI NE OF CSAH 86 CASTLE ROCK TWP. 3050 2013 3700 4250 5500 5500
CSAH 47 0.4 MI NE CSAH 86 TO HAMPTON TWP. LINE CASTLE ROCK TWP. 3600 2013 4300 4500 6000 6000
CSAH 47 HAMPTON TWP. LINE TO S. LIM. CITY HAMPTON HAMPTON TWP. 3600 2013 4300 3650 5300 5300
CSAH 47 S LIMS CITY HAMPTON TO TH 50 HAMPTON 1650 2013 1500 3650 5300 5300
CSAH 47 TH 50 TO 0.42 MI W OF TH 52 HAMPTON 2100 2013 1700 3650 5300 5300
CSAH 47 0.42 MI W OF TH 52 TO N LIM CITY HAMPTON HAMPTON 2550 2013 3000 3650 5300 5300
CSAH 47 N LIM HAMPTON TO 0.30 MI E TH 52 HAMPTON TWP. 2550 2013 3000 4150 5900 5900
CSAH 47 0.3 MI E. OF TH 52 TO VERMILLION TWP. LINE HAMPTON TWP. 2550 2013 3000 2650 3800 3800
CSAH 47 VERMILLION TWP. LINE TO CSAH 62 VERMILLION TWP. 2500 2013 4700 2650 3600 3600
CSAH 47 CSAH 62 TO MARSHAN TWP. LINE VERMILLION TWP. 2850 2013 4700 3350 4700 4700
CSAH 47 MARSHAN TWP. LINE TO 170 TH ST.MARSHAN TWP. 2850 2013 4700 3350 4700 4700
CSAH 47 170 TH ST. TO CSAH 46 MARSHAN TWP. 3750 2013 5500 3950 5400 5400
CR 48 TH 52 TO 0.5 MILES EAST COATES 490 2013 800 0 0 0
CR 48 0.5 MI E OF TH 52 TO 0.835 MI E TH 52 COATES 490 2013 800 0 0 0
CR 48 0.835 MI E TO INTERSECTION CSAH 46 VERMILLION TWP. 490 2013 800 0 0 0
CSAH 50 I-35 (WEST RAMP) TO JUBILEE WAY LAKEVILLE 25900 2013 42000 26500 30000 32000
CSAH 50 JUBILEE WAY TO JUREL WAY LAKEVILLE 17800 2013 27000 19600 32000 34000
CSAH 50 JUREL WAY TO .11 M WEST OF CSAH 60 LAKEVILLE 17800 2013 27000 19600 26000 28000
CSAH 50 0.11 MI W OF CSAH 60 ST TO 0.11 MI E OF CSAH 60 LAKEVILLE 17800 2013 27000 19600 26000 28000
CSAH 50 0.11 M EAST OF 185TH ST TO KENWOOD WAY LAKEVILLE 17800 2013 27000 19600 26000 28000
CSAH 50 KENWOOD WAY TO ICENIC TRAIL LAKEVILLE 13900 2013 19000 18600 27000 24000
CSAH 50 ICENIC TRAIL TO IBERIA AVE.LAKEVILLE 13000 2013 18000 15100 21000 18100
CSAH 50 IBERIA AVE. TO HUNTER COURT LAKEVILLE 13000 2013 18000 15100 21000 18100
CSAH 50 HUNTER COURT TO HOLYOKE AVE.LAKEVILLE 13000 2013 18000 15100 21000 18100
CSAH 50 HOLYOKE AVE. TO HIGHVIEW AVE.LAKEVILLE 7300 2013 16000 14000 19000 14900
CSAH 50 HIGHVIEW AVE. TO CSAH 23 LAKEVILLE 6800 2013 7400 6800 10900 7300
CSAH 50 CSAH 23 TO W. LIMITS OF FARMINGTON LAKEVILLE 13000 2013 26000 14800 21000 13800
CSAH 50 W. LIMITS OF FARMINGTON TO DIVISION STREET FARMINGTON 12000 2013 22700 13800 14800 11800
CSAH 50 DIVISION STREET TO TH 3 FARMINGTON 11250 2013 16000 11300 12700 10300
CR 51 CSAH 86 TO 270TH ST. W.CASTLE ROCK TWP. 170 2013 220 0 0 0
CR 51 270TH ST. W. TO CR 80S CASTLE ROCK TWP. 170 2013 220 0 0 0
CR 51 CR 80S TO CSAH 80 CASTLE ROCK TWP. 250 2013 220 0 0 0
CR 53 CSAH 47 TO 300TH ST.SCIOTA TWP. 50 2013 280 0 0 0
CR 53 300TH ST. TO CSAH 86 SCIOTA TWP. 95 2013 340 0 0 0
CSAH 54 TH 291 TO BRIDGE (NO. OF CR 91)HASTINGS 5200 2014 9600 5500 6400 6400
CSAH 54 BRIDGE (NO. OF CR 91) TO E LIM HASTINGS HASTINGS 1350 2013 7800 5500 6400 6400
CSAH 54 E LIMITS OF HASTINGS TO 3.0 M SE OF E LIMITS OF HASTINGS RAVENNA TWP. 1350 2013 7800 5500 6400 6400
CSAH 54 3.0 MI SE OF E L HASTINGS TO 0.8 MI NW CSAH 68 RAVENNA TWP. 1150 2013 7300 5500 6400 6400
CSAH 54 0.8 MI NW OF CSAH 68 TO CSAH 68 RAVENNA TWP. 1150 2013 7100 5500 6400 6400
CSAH 56 COURTHOUSE BLVD TO BRODERICK BLVD HEIGHTS 10800 2013 18000 6500 7000 7000
CSAH 56 BRODERICK BLVD TO 0.06 MI S OF CORCORAN PATH HEIGHTS 10800 2013 18000 8200 8800 8800
CSAH 56 0.06 MI S OF CORCORAN PATH TO 65TH ST. HEIGHTS 6840 2013 12000 8800 9400 9400
CSAH 56 65TH ST. TO 1100 FEET S OF DALE PL HEIGHTS/SOUTH 12200 2013 16000 12000 13100 13100
CSAH 56 1100 FEET S OF DALE PL TO SOUTH RAMP OF TH 494 SOUTH ST. PAUL 13600 2013 15000 14400 16000 16000
CR 59 TH 19 TO 320TH ST.SCIOTA TWP. 350 2013 360 310 500 500
CR 59 320TH ST TO CR 94 (WEST)SCIOTA TWP. 320 2013 360 310 500 500
CR 59 CR 94 (WEST) TO CSAH 47 SCIOTA TWP. 150 2013 280 145 300 300
CSAH 60 WEST CO LINE TO I-35 LAKEVILLE 24300 2013 37000 24400 33000 33000
CSAH 60 I35 TO KENRICK AVE.LAKEVILLE 17200 2013 31000 25000 31000 33000
CSAH 60 KENRICK AVE. TO CSAH 50 LAKEVILLE 16500 2013 31000 25000 31000 33000
CSAH 60 CSAH 50 TO 0.12 MI EAST OF CSAH 50 LAKEVILLE 10600 2013 24000 12100 24000 31000
CSAH 60 0.12 MI EAST OF CSAH 50 TO DODD BLVD LAKEVILLE 9450 2013 24000 10800 14800 2300
CR 62 CR 81 TO TH 52 (COATES BLVD.)VERMILLION TWP. 145 2013 4000 2050 2300 2300
CR 62 TH 52 TO FISCHER AVE.VERMILLION TWP. 1900 2013 4000 2050 2300 2300
CR 62 FISCHER AVE. TO CSAH 66 VERMILLION 2000 2013 4000 2050 2300 2300
CSAH 62 CSAH 66 TO 0.44 MILES EAST OF CSAH 66 VERMILLION 3100 2013 4900 2050 2300 2300
CSAH 62 0.44 MI E OF CSAH 66 TO CSAH 85 VERMILLION 3100 2013 4900 2700 3400 3400
CSAH 62 CSAH 85 TO CSAH 47 VERMILLION TWP. 2850 2013 4300 2400 3200 3200
CSAH 62 CSAH 47 TO INGA AVE.VERMILLION TWP. 2550 2013 4000 2400 2700 2700
CSAH 62 INGA AVE. TO CR 89 MARSHAN TWP. 2550 2013 4000 2400 2700 2700
CSAH 62 CR 89 TO KIRBY AVE.MARSHAN TWP. 2500 2013 4100 2400 2700 2700
CSAH 62 KIRBY AVE TO TH 61 (LILLEHEI AVE.)MARSHAN TWP. 2500 2013 3900 2400 2700 2700
CSAH 62 TH 61 (LILLEHEI AVE.) TO CSAH 91 (NICOLAI AVE.) MARSHAN TWP. 1800 2013 2950 1750 2000 2000
CSAH 62 CSAH 91 (NICOLAI AVE.) TO ORLANDO AVE. MARSHAN TWP. 1400 2013 1700 1750 2000 2000
CSAH 62 ORLANDO AVE. TO TH 316 RAVENNA TWP. 1400 2013 1900 1750 2000 2000
CSAH 63 TH 55 TO MENDOTA HEIGHTS LIM HEIGHTS 3075 2013 9150 3750 7600 10300
CSAH 63 MENDOTA HEIGHTS LIM TO .75 MI N BLUE GENTIAN RD. SUNFISH LAKE 3650 2013 9600 4500 8900 7800
CSAH 63 0.75 MI N OF BLUE GENTIAN RD TO CHARLTON RD SUNFISH LAKE 3650 2013 9600 4500 8900 7800
CSAH 63 CHARLETON RD TO TH 110 WB SUNFISH LAKE 5900 2013 11000 5200 8600 7700
CSAH 63 TH 110 TO 0.75 MI N OF TH 110 WEST ST. PAUL 5500 2013 11000 5700 6400 6400
CSAH 63 0.75 M N OF TH 110 TO EMERSON AVE WEST ST. PAUL 4300 2013 5400 5000 5600 56000
CSAH 63 EMERSON AVE TO W MORELAND AVE WEST ST. PAUL 3450 2013 4100 5000 5500 5500
CSAH 63 W MORELAND AVE TO TH 149 WEST ST. PAUL 3450 2013 4100 5000 5500 5500
CR 64 CSAH 23 TO LAKEVILLE CITY LIMITS LAKEVILLE 1100 2013 1500 1750 5100 400
CR 64 LAKEVILLE CITY LIMITS TO FLAGSTAFF AVE. FARMINGTON 1100 2013 1500 1750 5100 400
CR 64 FLAGSTAFF TO .20 MI. W. OF EUREKA AVE. FARMINGTON 1100 2013 17000 9100 11200 19100
CR 64 .20 MI W OF EUREKA AVE. TO EVEREST PATH FARMINGTON 7100 2013 17000 9100 10000 16400
CR 64 EVEREST PATH TO EUREKA AVE.FARMINGTON 7000 2013 16000 9100 10000 16400
CR 64 EUREKA AVE. TO AKIN ROAD FARMINGTON 6300 2013 14000 7500 12200 11200
CR 64 AKIN ROAD TO TH 3 FARMINTON 5200 2013 11680 5300 8000 8000
FUT 64 TH 3 TO BISCAYNE EMPIRE TWP.2500
CSAH 66 TH 3 TO 1.5 MI NE OF TH 3 EMPIRE TWP. 3600 2013 6900 3400 4700 6100
CSAH 66 1.5 MI NE OF TH 3 TO CR 81 EMPIRE TWP. 3125 2013 4200 2600 4600 3700
CSAH 66 1.5 MI NE TO 0.7 MI W OF TH 52 VERMILLION TWP. 2450 2013 4100 2200 2900 2900
CSAH 66 0.7 MI W OF TH 52 TO 0.1 MI W OF TH 52 VERMILLION TWP. 2450 2013 4100 2200 2900 2900
CSAH 66 0.1 MI W OF TH 52 TO TH 52 VERMILLION TWP. 2350 2013 3500 2200 2900 2900
CSAH 66 TH 52 TO SW LIM VERMILLION VERMILLION TWP. 960 2013 3500 495 1000 1000
CSAH 66 SW LIM OF VERMILLION TO CSAH 62 VERMILLION 1150 2013 1600 495 1000 1000
CSAH 68 TH 316 TO 1.3 M E OF TH 316 RAVENNA TWP. 5000 2013 5400 0 0 0
CSAH 68 1.3 M E OF TH 316 TO CSAH 54 RAVENNA TWP. 4600 2013 5900 0 0 0
CSAH 68 CSAH 54 TO VERMILLION RIVER RAVENNA TWP. 5900 2013 11000 0 0 0
CSAH 68 VERMILLION RIVER TO GOODHUE CO LINE RAVENNA TWP. 4600 2013 11000 0 0 0
CSAH 70 SCOTT CO LINE TO KEOKUK S AVE LAKEVILLE 8600 2013 19000 6700 8200 8200
CSAH 70 KEOKUK S AVE TO FAI 35 LAKEVILLE 8600 2013 19000 6700 8200 8200
CSAH 70 FAI 35 TO KENRICK AVE.LAKEVILLE 27300 2013 31000 20500 23000 24000
CSAH 70 KENRICK AVE. TO 0.54 MI E OF FAI 35 LAKEVILLE 12200 2013 29000 20500 23000 24000
CSAH 70 0.54 MI E OF FAI 35 TO CSAH 9 LAKEVILLE 11200 2013 17000 13300 15300 16800
CSAH 70 CSAH 9 TO HOLYOKE AVE.LAKEVILLE 10200 2013 20000 13000 15700 18000
CSAH 70 HOLYOKE AVE. TO HIGHVIEW AVE.LAKEVILLE 7400 2013 15000 8500 10800 13200
CSAH 70 HIGHVIEW AVE. TO CSAH 23 LAKEVILLE 7400 2013 15000 8500 10800 13400
CSAH 71 CSAH 42 TO 0.5 MILES NORTH OF CSAH 42 ROSEMOUNT 1350 2013 6300 2300 5300 4800
CSAH 71 0.5 MILES NORTH OF CSAH 42 TO NORTH JCT CO RD 38 ROSEMOUNT 7400 2013 6300 5500 8500 7700
CSAH 71 NORTH JCT CO RD 38 TO SOUTH LIM INVER GROVE HEIGHTS ROSEMOUNT 1350 2013 7400 5500 8500 7700
CSAH 71 S LIM INVER GROVE HTS TO CSAH 32 HEIGHTS 3850 2013 7400 5500 8500 7700
CSAH 71 CSAH 32 TO CSAH 73 HEIGHTS 2400 2013 9000 2350 9900 9900
CSAH 71 CSAH 73 TO 0.8 MILES NORTHWEST HEIGHTS 2400 2013 9000 2350 7000 7000
CSAH 71 0.8 MILES NW OF CSAH 73 TO TH 3 HEIGHTS 2400 2013 9000 2350 7000 7000
CSAH 71 TH 3 TO TH 149 HEIGHTS 2400 2013 4800 2400 4200 4200
CSAH 73 CSAH 71 TO 0.5 M E OF CSAH 71 HEIGHTS 2750 2013 4100 2850 6200 6200
CSAH 73 0.5 M E OF CSAH 71 TO TH 55 HEIGHTS 2150 2013 7650 2850 6200 6200
CSAH 73 TH 55 TO CR 28 HEIGHTS 6500 2013 14000 7200 10700 10700
CSAH 73 CR 28 TO CSAH 26 HEIGHTS 2300 2013 3600 2300 5600 5600
CSAH 73 N JCT CSAH 26 TO UPPER 55TH ST HEIGHTS 3400 2013 4500 2750 3000 3000
CSAH 73 UPPER 55TH ST TO 0.31 MI S OF I-494 HEIGHTS 7000 2013 8900 3800 5000 5000
CSAH 73 0.31 MI S OF I-494 TO 0.24 MI N OF I-494 HEIGHTS 7000 2013 8900 3800 5000 5000
CSAH 73 0.24 MI N OF I-494 TO CSAH 14 HEIGHTS 7350 2013 11000 7600 8000 8000
CSAH 73 CSAH 14 TO WENTWORTH AVE(CSAH 8) WEST ST. PAUL 8150 2013 11200 9600 11500 11500
CSAH 73 WENTWORTH AVE(CSAH 8) TO THOMPSON AVE(CR 6) WEST ST. PAUL 7100 2013 10000 5800 7600 7600
CSAH 73 THOMPSON AVE (CR 6) TO MORELAND AVE WEST ST. PAUL 5800 2013 6700 4550 6000 6000
CSAH 73 MORELAND AVE TO BUTLER AVE (CR 4) WEST ST. PAUL 5800 2013 6700 4550 6000 6000
CSAH 73 BUTLER AVE (CR 4) TO ANNAPOLIS AVE WEST ST. PAUL 4400 2013 4700 4550 6000 6000
CR 73 CSAH 42 TO 135TH ST.ROSEMOUNT 730 2013 20000 2500 8000 9400
CR 73 135TH ST. TO ROSEMOUNT CITY LIM.ROSEMOUNT 480 2013 9900 405 7500 8900
CR 73 ROSEMOUNT CITY LIM. TO CSAH 32 HEIGHTS 480 2013 9900 405 7500 8900
FUT 73 CSAH 46 TO CSAH 42 ROSEMOUNT 5400
FUT 73 S OF CSAH 46 EMPIRE TWP.5000
FUT 73 N OF FUT 9 EMPIRE TWP.5000
FUT 73 N OF CSAH 66 EMPIRE TWP.4400
CR 74A SCOTT COUNTY LINE TO CSAH 9 EUREKA TWP. 1800 2013 1850 1350 1500 1500
CSAH 74 CSAH 31 E TO RR TRACKS FARMINGTON 4700 2013 7700 4900 7000 9300
CSAH 74 RR TRACKS TO TH 3 FARMINGTON 4600 2013 7700 4900 7000 9300
CR 76 CR 89 TO KIRBY AVE.DOUGLAS TWP. 110 2013 170 150 300 300
CR 76 KIRBY AVE. TO TH 61 DOUGLAS TWP. 190 2013 160 150 300 300
CR 76 TH 61 TO CSAH 91 DOUGLAS TWP. 90 2013 120 150 300 300
CR 78 CSAH 23 TO ESSEX AVE EUREKA TWP. 1250 2013 3100 1300 1700 1700
CR 78 ESSEX AVE TO .84 MI. E. OF ESSEX AVE EUREKA TWP. 830 2013 2400 1060 1600 1600
CR 78 .84 MI. E. OF ESSEX AVE TO CR 31 (DENMARK AVE.) EUREKA TWP. 830 2013 2400 1060 1600 1600
CR 78 TH 3 TO ALVERNO AVE.CASTLE ROCK TWP. 180 2013 330 95 200 200
CR 78 ALVERNO AVE. TO CSAH 80 CASTLE ROCK TWP. 90 2013 140 95 300 300
CR 79 CSAH 47 TO CSAH 80 CASTLE ROCK TWP. 210 2013 300 495 600 600
CR 79 CSAH 80 TO 230TH ST.CASTLE ROCK TWP. 350 2013 640 440 600 600
CR 79 230TH ST. TO TH 50 CASTLE ROCK TWP. 580 2013 950 650 800 800
CR 79 TH 50 TO CSAH 66 EMPIRE TWP. 550 2013 490 710 900 900
CR 79 CSAH 66 TO 190TH ST. E.(BLAINE AVE.)EMPIRE TWP. 150 2013 170 115 300 300
CSAH 80 CSAH 9 TO N JCT CSAH 23 EUREKA TWP. 1500 2013 3400 1850 2000 2000
CSAH 80 S JCT OF CSAH 23 TO DENMARK AVE.EUREKA TWP. 150 2013 3000 1850 2000 2000
CSAH 80 DENMARK AVE. TO TH 3 CASTLE ROCK TWP. 150 2013 650 205 400 400
CSAH 80 TH 3 TO CR 51 CASTLE ROCK TWP. 300 2013 560 530 700 700
CSAH 80 CR 51 TO CR 79 CASTLE ROCK TWP. 120 2013 390 185 400 400
CSAH 80 CR 79 TO CASTLE ROCK TWP. LINE CASTLE ROCK TWP. 400 2013 820 495 600 600
CSAH 80 CASTLE ROCK TWP. LINE TO W. LIM HAMPTON HAMPTON TWP. 400 2013 820 1300 1500 1500
CSAH 80 W LIMS HAMPTON TO CSAH 47 HAMPTON TWP. 400 2013 820 1300 1500 1500
CSAH 80 CSAH 47 TO TH 50 HAMPTON TWP. 2400 2013 3400 4300 5200 5200
CR 80S CR51(BISCAYNE AVE.) TO CR 53N CASTLE ROCK TWP. 200 2013 250 0 0 0
CR 80S CR 53N TO AKRON AVE.CASTLE ROCK TWP. 90 2013 120 0 0 0
CR 80S AKRON AVE. TO SECTION 27 & 26 LINE CASTLE ROCK TWP. 90 2013 120 0 0 0
CR 80S SECTION 26 & 27 LINE TO CR 79 CASTLE ROCK TWP. 90 2013 120 0 0 0
CR 81 TH 50 TO CSAH 66 VERMILLION TWP. 310 2013 600 230 400 400
CR 81 CSAH 66 TO 170TH ST.VERMILLION TWP. 780 2013 1050 1050 2500 1300
CR 81 170TH ST. TO COATES TOWN LIMITS VERMILLION TWP. 1150 2013 1100 1100 1700 700
FUT 81 S O CSAH 46 1200 1200
CR 83 GOODHUE CTY LINE TO RANDOPH TOWN LIM. RANDOLPH TWP. 100 2013 180 160 300 300
CR 83 RANDOPH TOWN LIM. TO RR TRACKS RANDOLPH 100 2013 180 160 300 300
CR 83 RR TRACKS TO CSAH 88 RANDOLPH 100 2013 180 160 300 300
CR 83 CSAH 88 TO 290TH ST.RANDOLPH 420 2013 780 395 500 500
CR 83 290TH ST. TO RANDOLPH TOWN LIM.RANDOLPH 400 2013 920 395 500 500
CR 83 RANDOLPH TOWN LIM. TO CSAH 86 RANDOLPH TWP. 400 2013 920 395 500 500
CR 83 CSAH 86 TO CSAH 47 HAMPTON TWP. 180 2013 125 160 300 300
CR 84 SCOTT CTY LINE TO IPAVA AVE.EUREKA TWP. 260 2013 540 300 500 500
CR 84 IPAVA AVE. TO IBERIA AVE.EUREKA TWP. 250 2013 340 225 400 400
CR 84 IBERIA AVE. TO CR 17 EUREKA TWP. 250 2013 340 225 400 400
CSAH 85 CSAH 86 TO SO CORP LIM NEW TRIER HAMPTON TWP. 510 2013 460 680 800 800
CSAH 85 S LIM NEW TRIER TO TH 50 (240TH ST E) NEW TRIER 740 2013 990 730 900 900
CSAH 85 TH 50 TO 220TH ST.HAMPTON TWP. 740 2013 740 730 900 900
CSAH 85 220TH ST TO LEWISTON BLVD.VERMILLION TWP. 740 2013 740 620 800 800
CSAH 85 LEWISTON BLVD. TO CSAH 47 VERMILLION TWP. 910 2013 1500 730 900 900
CSAH 85 CSAH 47 TO S LIM VERMILLION VERMILLION TWP. 620 2013 1100 630 800 800
CSAH 85 S LIM VERMILLION TO CSAH 62 VERMILLION TWP. 620 2013 1100 630 800 800
CSAH 85 CSAH 62 TO N LIM VERMILLION VERMILLION TWP. 1050 2013 1300 1000 1100 1100
CSAH 85 N LIM VERMILLION TO CSAH 46 VERMILLION TWP. 1300 2013 1450 1250 1400 1400
CSAH 85 CSAH 46 TO TH 55 NININGER TWP. 2250 2013 2200 2300 2500 1500
CSAH 86 W CO LINE TO W JCT CSAH 23 GREENVALE TWP. 3100 2013 5300 2950 4900 4900
CSAH 86 W JCT CSAH 23 TO 0.18 MI E OF E JCT CSAH 23 GREENVALE TWP. 6100 2013 5300 2950 4900 4900
CSAH 86 0.18 MI E OF E JCT CSAH 23 TO 1.0 MI W TH 3 GREENVALE TWP. 3350 2013 8000 3650 5000 5000
CSAH 86 1.0 MI W TO TH 3 WATERFORD TWP. 3650 2013 3000 2300 3800 3800
CSAH 86 TH 3 TO WATERFORD TWP LINE WATERFORD TWP. 2350 2013 4800 2500 4000 4000
CSAH 86 WATERFORD TWP LINE TO CSAH 47 SCIOTA TWP. 2500 2013 4100 1800 2900 2900
CSAH 86 CSAH 47 TO SCIOTA TWP LINE SCIOTA TWP. 1900 2013 2200 1500 2600 2600
CSAH 86 SCIOTA TWP LINE TO TH 56 RANDOLPH TWP. 1800 2013 1800 2500 4000 4000
CSAH 86 TH 56 TO TH 52 RANDOLPH TWP. 1550 2013 1500 1800 2900 2900
CSAH 86 TH 52 TO EAST COUNTY LINE RANDOLPH TWP. 1900 2013 1900 2400 2600 2600
CSAH 88 CSAH 47 TO 0.70 MI W OF W LIM RANDOLPH SCIOTA TWP. 1250 2013 1250 2050 2300 2300
CSAH 88 0.70 MI W OF W LIM RANDOLPH TO 0.50 MI W OF W LIM RANDOLPH RANDOLPH TWP. 1250 2013 1250 2050 2300 2300
CSAH 88 0.5 MI W OF W LIM RANDOLPH TO W LIM RANDOLPH RANDOLPH TWP. 1250 2013 1250 2050 2300 2300
CSAH 88 W LIM RANDOLPH TO CR 83 RANDOLPH 1400 2013 1400 2050 2300 2300
CSAH 88 CR 83 TO TH 56 RANDOLPH 1750 2013 1750 2050 2300 2300
CSAH 88 TH 56 TO 2.6 MILES EAST OF TH 56 RANDOLPH TWP. 1300 2013 1300 2050 2300 2300
CSAH 88 2.6 MI E OF TH 56 TO TH 52 RANDOLPH TWP. 1650 2013 2600 1850 2000 2000
CSAH 88 TH 52 TO GOODHUE CO LINE RANDOLPH TWP. 1600 2013 2800 1500 1600 1600
CR 89 TH 50 TO CR 76 DOUGLAS TWP. 230 2013 230 210 400 400
CR 89 CR 76 TO 220TH ST.DOUGLAS TWP. 230 2013 210 135 300 300
CR 89 220TH ST. TO LEG NORTH DOUGLAS TWP. 180 2013 180 135 300 300
CR 89 LEG NORTH TO 205TH ST.MARSHAN TWP. 140 2013 140 135 300 300
CR 89 205TH ST. TO CSAH 62 MARSHAN TWP. 140 2013 320 135 500 500
CR 89 CSAH 62 TO CSAH 47 MARSHAN TWP. 700 2013 700 700 800 800
CR 90 RICE CTY. LINE TO HOLYOKE AVE.GREENVALE TWP. 470 2013 290 240 400 400
CR 90 HOLYOKE AVE. TO LAST CURVE GREENVALE TWP. 180 2013 260 240 400 400
CR 90 LAST CURVE TO CSAH 23 GREENVALE TWP. 180 2013 260 170 400 400
CSAH 91 ALONG GOODHUE CO. LINE TO 270TH ST. DOUGLAS TWP. 50 2013 120 125 300 300
CSAH 91 270TH ST. TO NICOLAI AVE.DOUGLAS TWP. 570 2013 830 610 800 800
CSAH 91 NICOLAI AVE. TO 250TH ST.DOUGLAS TWP. 570 2013 830 610 800 800
CSAH 91 250TH ST. TO S LIM MIESVILLE DOUGLAS TWP. 570 2013 830 610 800 800
CSAH 91 S LIM MIESVILLE TO MIESVILLE/DOUGLAS LINE DOUGLAS TWP. 570 2013 830 610 800 800
CSAH 91 MIESVILLE/DOUGLAS LINE TO TH 61 MIESVILLE 570 2013 830 610 800 800
CSAH 91 TH 61 TO MIESVILLE N LINE MIESVILLE 910 2013 910 610 800 800
CSAH 91 N LIM MIESVILLE TO CR 76 DOUGLAS TWP. 910 2013 910 610 800 800
CSAH 91 CR 76 TO DOUGLAS/MARSHAN LINE DOUGLAS TWP. 910 2013 1400 610 800 800
CSAH 91 DOUGLAS/MARSHAN LINE TO 1.5 N CR 76 MARSHAN TWP. 910 2013 1400 610 800 800
CSAH 91 1.5 MI N OF CR 76 TO CR 62 MARSHAN TWP. 910 2013 1400 870 1000 1000
CSAH 91 CR 62 TO 0.80 MI NO OF CR 62 MARSHAN TWP. 910 2013 1200 1200 1400 1400
CSAH 91 0.80 MILES NORTH OF CR 62 TO TH 316 MARSHAN TWP. 1200 2013 1200 710 900 900
CSAH 91 TH 316 TO HASTINGS CITY LIMITS MARSHAN TWP. 470 2013 1750 710 900 900
CSAH 91 HASTINGS CITY LIMITS TO CSAH 54 HASTINGS 1450 2013 2100 1000 1400 1400
CR 93 260TH ST. TO TH 61 DOUGLAS TWP. 115 2013 115 135 300 300
CR 94 CSAH 47 TO SCIOTA TWP. LINE WATERFORD TWP. 150 2013 180 135 300 300
CR 94 SCIOTA TWP. LINE TO CR 59 SCIOTA TWP. 150 2013 180 135 300 300
CR 94 CR 59 TO RANDOLPH TWP. LINE SCIOTA TWP. 280 2013 260 295 400 400
CR 94 RANDOLPH TWP. LINE TO CSAH 88 RANDOLPH TWP. 280 2013 260 250 400 400
CR 96 RICE CTY LINE TO HOLYOKE AVE.GREENVALE TWP. 190 2013 250 155 400 400
CR 96 HOLYOKE AVE. TO GARRETT AVE.GREENVALE TWP. 350 2013 250 340 600 600
CR 96 GARRETT AVE. TO CSAH 23 GREENVALE TWP. 350 2013 250 340 500 500
CR 96 CSAH 23 TO WATERFORD TWP. LINE(DRESDEN AVE.) GREENVALE TWP. 1500 2013 2900 1600 2000 2000
CR 96 WATERFORD TWP. LINE (DRESDEN AVE) TO TH 3 WATERFORD TWP. 1550 2013 2900 1600 2000 2000
Appendix B – MnDOT RCUT
Studies
B-1 – Executive Summary: 2016 Study of the Traffic Safety at Reduced Conflict Intersections in
Minnesota
B-2 – 2018 Technical Memorandum No. 17-03-TS-01, RCUT – Design and Implementation
Guidance
Minnesota Department of Transportation
Engineering Services Division
Technical Memorandum No. 17-03-TS-01
March 21, 2017
-MORE-
Technical Memorandum
To: Electronic Distribution Recipients
From: Nancy T. Daubenberger, P.E.
Divison Director, Engineering Services
Subject: Restricted Crossing U-Turn (RCUT) – Design and Implementation Guidance
Expiration
This is a new Technical Memorandum and will remain in effect until March 21, 2022 unless superseded or
published in the MnDOT Road Design Manual prior to that date.
Implementation
The design guidance on this Technical Memorandum is effective immediately for projects in the early stages of
the preliminary design phase, and may be incorporated into projects in a more advanced design phase.
Introduction
Restricted Crossing U-Turns (RCUTs) are alternative intersection layouts designed to minimize conflict points and
reduce decision making for cross street approaches at a much lower cost than grade separation while
maintaining desirable movements. The RCUT does this by eliminating the left-turn and through movements from
the cross street, diverting these movements with a right turn onto the main road to a U-turn maneuver at a one-
way median opening. All main road movements continue as expected with dedicated left and right turns.
In high-volume, urban conditions a signalized RCUT intersection can provide better access when gaps are not
sufficient to make the desired moves. Signals controlling main road traffic can be independent of the opposing
direction only requiring two phases to accommodate left-turning traffic from the main road and cross street
traffic onto the main road.
The goal of the RCUT intersection design is to improve safety by reducing the risk of severe right-angle crashes
for the cross street movements while maintaining main road capacity.
Purpose
The purpose of this Technical Memorandum is to establish guidance in the design and implementation of
Restricted Crossing U-Turns (RCUTs).
Technical Memorandum No. 17-03-TS-01
Restricted Crossing U-Turn (RCUT) – Design and Implementation Guidance
March 21, 2017
Page 2
-END-
Guidelines
See the attached Restricted Crossing U-Turn, Design and Implementation Guidelines.
Questions
Any questions regarding the technical provisions of this Technical Memorandum can be addressed to the
following:
Douglas Carter P.E., State Geometrics Engineer, at (651) 366-4623
Any questions regarding publication of this Technical Memorandum should be referred to the Design Standards
Unit, DesignStandards.DOT@state.mn.us. A link to all active and historical Technical Memoranda can be found
at http://techmemos.dot.state.mn.us/techmemo.aspx.
To add, remove or change your name on the Technical Memoranda mailing list, please visit the web page
http://techmemos.dot.state.mn.us/subscribe.aspx
Attachments:
Restricted Crossing U-Turn (RCUT) / Design and Implementation Guidelines
Restricted Crossing U-Turns (RCUTs)
Design and Implementation Guidelines
Minnesota Department of Transportation
March 2017
Table of Contents
Background ................................................................................................................................ 1
Types of RCUTs ........................................................................................................................ 1
Planning Considerations .......................................................................................................... 2
Pedestrian and Bicycle Considerations ................................................................................. 5
Safety Principles and Performance ........................................................................................ 7
Operational Characteristics ..................................................................................................... 9
Geometric Design.................................................................................................................... 10
Signing ...................................................................................................................................... 12
Pavement Marking .................................................................................................................. 13
Lighting...................................................................................................................................... 13
Maintenance ............................................................................................................................. 13
RCUTs – Design and Implementation Guidelines
Minnesota Department of Transportation March 2017
__________________________________________________________________________________
Page 1 of 14
Restricted Crossing U-Turns (RCUTs)
Design and Implementation Guidelines
Background
RCUTs are a form of alternative intersection design similar to the Diverging Diamond Interchange,
Green Tee, Median U-Turn, and Displaced Left Turn. All of these designs have the potential to improve
safety and/or reduce driver delay at a lower cost and with fewer impacts as compared to traditional
intersection or interchange solutions.
RCUTs were first implemented in Michigan, Maryland, and North Carolina in the early 1980s to improve
safety on four-lane divided highways without the need to construct expensive highway interchanges.
More recently other states have begun to implement the intersection type as research has shown very
promising improvements in highway safety.
Public perception of excessive crossing delay, potentially confusing configuration, and unsafe
operations due to rerouting of left-turn and through movements from the minor road has slowed the
acceptance of the concept. However, studies now show that these perceptions are not entirely
accurate. Ongoing research and evaluation on these types of intersections indicate that for motor
vehicles they generally reduce intersection delays, provide positive directional guidance, and reduce
crashes. Additional public outreach is needed to educate the public on the positive benefits of these
intersection treatments.
Types of RCUTs
RCUTs can be categorized as either stop-controlled or signalized. See Figure 1 for typical stop-
controlled RCUT, and Figure 2 for an example of a typical signalized RCUT. Both figures also show
typical pedestrian & bicycle routes in blue.
Figure 1 – Typical Stop-Controlled RCUT
RCUTs – Design and Implementation Guidelines
Minnesota Department of Transportation March 2017
__________________________________________________________________________________
Page 2 of 14
Figure 2 – Typical Signalized RCUT
Planning Considerations
RCUT intersections are most often implemented individually, however, they may also be used as part of
a corridor safety treatment. In addition to improved safety, installing a series of RCUTs can improve
traffic progression independent of roadway speed or signal spacing.
RCUT’s are currently classified my Mn/DOT as an alternative intersection. As such, the design meets
the criteria for a Level 1 Layout and must follow the process for review and approval by the State
Design Engineer. Please see the Geometric Layout requirements in the Highway Project Development
Process (HPDP) for additional information.
Planning considerations include:
Safety Improvements – RCUTs reduce the number of motor vehicle conflict points from 32 to
14 compared to similar conventional intersections. Requiring drivers on the minor road to
perform a series of single stage maneuvers results in the elimination of far-side right angle (T-
bone) crashes and an overall decrease in intersection-related crashes.
Access Management – RCUTs provide full access to the intersecting minor road similar to
conventional intersections. Access modification for the minor road left turn and through
movements are accomplished with a Median U-Turn (MUT). This rerouting reduces peak-hour
delays on the minor road and improves capacity on the major road while reducing the potential
for crashes at the intersection.
Corridor Operations – The primary benefits of RCUT implementation is the documented
ability to maintain overall system peak capacity while improving safety within the roadway
corridor. This can be accomplished without the need to build grade-separated interchanges or
to introduce signalized intersections in unsignalized divided highway corridors. On existing
RCUTs – Design and Implementation Guidelines
Minnesota Department of Transportation March 2017
__________________________________________________________________________________
Page 3 of 14
signalized highway corridors, signalized RCUTs may also be utilized to improve safety,
increase peak capacity, and improve traffic signal progression.
Investment Level – There is a vast disparity in funding levels required for at-grade intersection
improvements as compared to grade-separated interchange design solutions. When compared
to an RCUT, grade separated highway interchanges require significantly larger investments in
project elements such as bridge cost, right-of-way acquisition, and grading and paving. It is
financially prudent to investigate at-grade design solutions, such as RCUT intersections, for
increased effectiveness of current transportation funding.
Economic Development – RCUTs may be a viable solution for businesses and commercial
establishments along divided highway corridors experiencing peak-hour traffic delays as well.
RCUTs retrofitted within commercial corridors have resulted in improved intersection traffic
operations thereby promoting easier access to and from business establishments. Oftentimes,
motor vehicle access impacts to businesses were minimal due to less restrictive access
controls and improved compatibility with existing development. The significance of this result
cannot be overstated, especially when compared to grade-separated solutions.
Centerline Spacing – Divided highway centerline spacing and median width generally provide
an indication of how much space is available to facilitate the turning movements for an RCUT.
Often it is the controlling factor when considering the accommodation of larger vehicles at the
MUT. In general, a divided highway corridor with 81-ft of centerline spacing can accommodate
a semi-truck (WB-62) to make a U-turn without encroaching on the shoulder. For divided
highway corridors with narrower centerline spacing, a “Loon” design will be utilized to provide
adequate space for design vehicle U-turns. See Loon Design.
Pedestrian and Bicycle Facilities - For information on current requirements for bicycle and
pedestrian facilities, as well as future bike and pedestrian corridors, refer to:
a. The Statewide Bicycle System Plan
b. Chapter #13 of the Traffic Engineering Manual
c. Local (City) and regional (County) Transportation Plans
d. State Statute
Incorporating these resources into the RCUT design early in the preliminary design can help
identify opportunities for shared long-term maintenance with project stakeholders.
Incident Management – RCUTs also provide direct access from the divided highway to the
minor road for incident and emergency responders. However, access from the minor road left-
turn and through movements are provided through an indirect access via the MUT. Because
the MUT location is relatively close to the RCUT, ideally between 400-ft and 1000-ft, in general
it should not create significant delay when crossing the divided highway. When higher
demands for incident response are anticipated, for instance, if a fire station or a hospital are
located along the minor roadway, a mountable curb and emergency vehicle route may be
considered for the center islands as a flexible design solution.
Signalization – The RCUT Planning Capacity Nomograph, Figure 3, provides guidance for
determining whether a signalized or stop controlled (unsignalized) RCUT is warranted. It is
based on demand of both the divided highway (Major Street) and minor road (Minor Street).
RCUTs – Design and Implementation Guidelines
Minnesota Department of Transportation March 2017
__________________________________________________________________________________
Page 4 of 14
Figure 3 – RCUT Planning Capacity Nomograph
RCUTs – Design and Implementation Guidelines
Minnesota Department of Transportation March 2017
__________________________________________________________________________________
Page 5 of 14
Intersection Control Evaluations
The Office of Traffic Safety and Technology (OTST) has updated the Intersection Control
Evaluation (ICE) process to include or consider RCUTs for preliminary intersection design
screening and evaluation. Refer to OTST’s guidance to determine when to consider the
feasibility of an RCUT in comparison to other intersection alternatives.
Layout Approval Process
RCUTs require a Level 1 Layout to be prepared and submitted to the Geometric Design
Support Unit (GDSU) for review and approval. There are many design parameters that can be
adjusted to meet the needs of each project location. Together the GDSU and the District can
collaborate toward the appropriate solution and facilitate approval by the State Design
Engineer.
Stakeholder Outreach
Stakeholder outreach is vital when evaluating the possible implementation of an RCUT. A
majority of the public remains unfamiliar with the concept and many misconceptions still exist in
the public eye. Early stakeholder identification and involvement is critical to a successful
implementation. Public education and outreach will aid in gaining stakeholder buy-in and
support. Post-installation, the project stakeholders often times become our most influential
advocates.
Pedestrian and Bicycle Considerations
Early implementation of RCUT intersections were located on rural divided highways with the primary
focus being increased driver safety at specific minor road intersections associated with abnormally high
crash rates and severe injuries. The overall RCUT design objective should be to serve all roadway
users including freight, transit, and non-motorized users. Some items to note when considering an
RCUT:
a) RCUT intersections may be unfamiliar to users and need additional signing or wayfinding.
b) Provide a clearly identified ADA compliant pedestrian path with curb cuts unless the absence of
need can be justified by an engineering study and approved by Safety & Operations
Management.
c) Where the shoulders are currently serving as the pedestrian and bicycle space along the minor
road, either the shoulders need to be continued up to the corner or slip ramps and curb ramps
need to be considered to allow pedestrians and bicyclists to use the crossing safely.
d) Bicycle and pedestrian needs should be taken into consideration early in the design process.
This reduces the need for re-work late in the project and results in the best designs.
There are many options for providing crossings of an RCUT for bicyclists and pedestrians. The options
depend on a number of site-specific factors including: the geometry of the intersection, the width of the
highway median, site topography, splitter-island dimensions, and adjacent access needs, just to name
RCUTs – Design and Implementation Guidelines
Minnesota Department of Transportation March 2017
__________________________________________________________________________________
Page 6 of 14
a few. We recommend working with the Pedestrian and Bicycle section to determine the appropriate
solution as early in the design process as possible.
Two of the most common bicycle and pedestrian crossing techniques are described below.
Z-Crossing
A common method of pedestrian crossing at a RCUT intersection is a “Z Crossing” movement
(see Figure 4). This is the most likely solution for signalized RCUT’s. All pedestrian
movements are facilitated by this design, although some of the movements require pedestrians
to take a longer, unconventional route. For example, pedestrians will travel, facing oncoming
traffic, from Pont B-E-C-D. While cyclists, traveling with traffic, will move from Point A-B-E-C to
continue along the minor road.
Signalized Z-Crossings should allow phasing that moves pedestrians from B to C whenever
possible to increase pedestrian LOS. Safe efficient crossing design will discourage unintended
crossing routes (A to C directly, B to D directly).
Figure 4 – Typical Bike and Pedestrian Accommodation in RCUT Intersection
(Curb Cut provided in Raised Median)
Direct Crossing
The direct crossing (See Figure 5) may be more intuitive to pedestrians but results in them
crossing the center left-turn lane. This is more likely to be the solution for unsignalized
RCUT’s. The availability of pedestrian cut-thru’s of the center median noses for refuge will be
RCUTs – Design and Implementation Guidelines
Minnesota Department of Transportation March 2017
__________________________________________________________________________________
Page 7 of 14
dependent on the intersection geometry and likely require coordination with the Bike & Ped
section to fully develop the solution.
Figure 5 – Direct Pedestrian Crossing in RCUT Intersection
Regardless of the particular bicycle & pedestrian crossing solution agreed upon for a particular
project, the minimum width of the path/trail through the RCUT is 8-ft. Designers should take
into consideration the presence of local pedestrian generators, existing facilities in the vicinity of
the project, available median space to accommodate refuge, and signage when choosing an
appropriate trail width and alignment.
Safety Principles and Performance
Reduction of Conflict Points
The overall crash reduction is largely a result of reducing the number and type of conflict points
and creating space between the remaining decision-making points. A typical RCUT has 14
motor vehicle conflict points compared to 32 at a conventional intersection, (see Figures 5 and
6). Aside from the significant reduction in overall conflict points, the RCUT also reduces the
crossing conflicts by removing the potential for far-side, right-angle crashes, which tend to
result in more severe injuries than other types of crashes.
RCUTs – Design and Implementation Guidelines
Minnesota Department of Transportation March 2017
__________________________________________________________________________________
Page 8 of 14
Figure 5 – Vehicular Conflict Points at Conventional 4-leg Intersection
Figure 6 – Vehicular Conflict Points at RCUT Intersection
RCUTs – Design and Implementation Guidelines
Minnesota Department of Transportation March 2017
__________________________________________________________________________________
Page 9 of 14
Safety studies
Recent RCUT safety studies from North Carolina, Maryland, and Missouri indicate an average
of 35% reduction in total number of crashes and an average of 49% reduction in injury crashes.
A 2016 MNDOT Study of the Traffic Safety at Reduced Conflict Intersections identified the
following results compared to standard intersections:
• 100% reduction of fatal and serious injury right-angle crashes
• 77% reduction of all severity right-angle crashes
• 50% reduction of injury crashes
Traffic safety studies comparing Two Way Stop Controlled and signalized divided highway
intersections reveal that when mainline volume are between 7,000 and 15,000 vpd and minor
road volume are between 100 and 4,000 vpd, signalized intersections are expected to have
more crashes until the minor roadway volume reaches approximately 25% of the mainline
volume. Under these circumstances a RCUT provides a cost-effective solution for improving
intersection safety.
Safety of pedestrians and bicyclists at RCUT intersections is less understood and can be
challenging to non-motorized users. RCUTs that do not have proper crossing facilities/guidance
pose as barriers to non-motorized users.
Long signal cycles have the potential to strand users in medians, where pedestrians are
unlikely to wait for the next cycle. The safety of these users should be considered throughout
the design process.
Operational Characteristics
Traffic Capacity and System-wide Considerations
Unsignalized RCUTs are typically used on corridors where mainline roadway volumes are
between 10,000 and 45,000 vpd and minor roadway volumes are below 5,000 vpd. In many
cases, RCUTs can operate without traffic signals even with relatively high traffic volumes (see
Figure 3). Signalized RCUTs typically provide more capacity and increased safety benefits
than conventional signalized intersections by utilizing a 2-phase signal operation and a shorter
cycle length.
RCUT intersections have successfully been used as part of corridor-wide safety and capacity
treatments under the “Superstreet” model. On a corridor with a series of signalized RCUTs, it
is desirable to set the system-wide signal timing so that traffic platoons have continuous flow at
a designated operating speed. Signalized RCUT corridors allow both directions of the divided
highway to operate independently, so desirable signal progression can be achieved for both
directions of travel.
On Figure 7, signals on one side of the divided highway, A through F, operate independently of
the signals on the other side, G through L. Each side can have its own cycle length and/or
progression speed based on changing (am/pm) demands. This benefits all drivers on the
highway and makes bus transit more efficient and reliable. As a rule of thumb, mainline traffic
should generally get two-thirds of the signal cycle. Feasible demand space for the minor
roadway could be up to 25,000 vpd.
RCUTs – Design and Implementation Guidelines
Minnesota Department of Transportation March 2017
__________________________________________________________________________________
Page 10 of 14
Figure 7 – RCUT Signal Layout
Driver Behavior
Early traffic models assumed drivers would accelerate and merge into each lane prior to
entering the left-turn lane to decelerate for the U-turn movement. Post-implementation follow-
up studies revealed that drivers tend to more simply choose an acceptable gap to cross all
mainline traffic lanes in one maneuver and enter the left-turn lane as quickly as possible. When
the MUT is too far from the minor road, drivers tend to avoid the intersection or make illegal left-
turns through the restricted ¾ intersection. Anecdotal observations of existing RCUTs have
demonstrated that drivers familiar with the facility are most likely to be non-compliant.
Traffic and Law Enforcement
Drivers are trained to occupy the nearest lane when making a turn. However, the majority of
drivers turning right from the minor road to the MUT choose to turn into the far lane so they can
quickly reach the left-turn lane that serves the MUT. Recent changes in Minnesota legislation
now allows drivers to make this lane-crossing maneuver. Shorter distances to the median U-
turn encourage drivers to move through the mainline with as little disruption to mainline traffic
as possible. (Sec. 10. Minnesota Statutes 2013 Supplement, section 169.19, subdivision 1)
Geometric Design
Design vehicle and other large truck considerations
The design vehicle for an RCUT intersection will typically be a WB-62 or WB-67. Due to the
oftentimes rural locations of RCUT facilities, our experiences with agricultural vehicles on the
public roads, and the small incremental cost increase of the additional pavement, we now
recommend using a design vehicle with a wider turning movement comparable to a SU-40
when sizing the MUT and/or the need for a Loon. Depending on the nature of the facility or
highway corridor, consideration should also be given to transit, emergency vehicles, freight,
and oversize and overweight (OSOW) vehicles. See Figure 9 for a RCUT Typical Schematic
Layout.
When evaluating the applicability for a RCUT, consideration should be given to intersection
sight distance, longitudinal grades for acceleration, and MUT locations that provide adequate
sight distance and landing areas. Additionally the proximity of existing bridges and avoidable
natural resources should also be included in the evaluation matrix.
RCUTs – Design and Implementation Guidelines
Minnesota Department of Transportation March 2017
__________________________________________________________________________________
Page 11 of 14
Median Width
RCUTs are typically retrofitted onto existing divided highway corridors. When sufficient median
width is available the Design Vehicle, a WB-62, WB-67, or SU-40 will turn from the median to
the outside lane. The shoulder pavement should be reinforced in areas that will be subject to
this movement. The MUT should also be designed to accommodate a passenger vehicle
turning to the inside lane.
Loon Design
When the median width is not sufficient to accommodate the turning movement for the design
vehicle, a “Loon” is recommended. Loons consist of additional pavement added outside of the
existing mainline shoulder to provide enough width to allow the design vehicle to complete the
MUT maneuver and merge back into traffic (Figure 8). All Loon designs should, at a minimum,
accommodate a SU-40 turning movement. An additional 3-ft of mainline pavement, outside of
the vehicle turning path, should also be provided in the Loon area to preserve overall pavement
strength and integrity.
Figure 8 – Typical Loon Design Schematic Layout
Median U-Turn (MUT) Location
An effective MUT location will minimize the disruption of traffic on divided highways and delay
experienced on minor roads, while providing adequate lane change opportunities to safely
allow these movements to occur.
Gap Analysis
Recent studies of driver behavior indicate that the gap-acceptance method is the preferred
solution for designing RCUTs. This method allows the driver to choose a gap in which they can
use to cross readily to the far lane and accelerate sufficiently to enter the left-turn lane.
Guidance for effective MUT spacing is as follows:
a. Stop-Controlled (Unsignalized) = 600 - 1,000 feet
b. Signalized = 400 - 800 feet
When sufficient gaps are not available it may become necessary to signalize the RCUT or
evaluate the acceleration-merge method. This involves providing sufficient length between the
minor road and the MUT to accommodate full acceleration, weaving, and deceleration to the
MUT based on the design vehicle operational characteristics.
RCUTs – Design and Implementation Guidelines
Minnesota Department of Transportation March 2017
__________________________________________________________________________________
Page 12 of 14
Turn Lane Length
Turn lanes for MUT’s need to provide storage and sometimes accommodate deceleration, but
their length is often dependent on other factors of the RCUT. W hen the gap-acceptance
method is used, the left-turn lane will begin adjacent to the minor road. The MUT will be
located where the turnaround will not impact the left-turn lane from the divided highway and the
MUT maneuver can be accomplished a minimum of 50-ft from the right-turn lane from the
highway (see Figure 9). In situations where the acceleration-merge method is being used, the
left-turn lane should not exceed 500-ft in length unless justified by storage capacity.
Rural Areas: In rural areas consideration should be given to large agricultural vehicles
(combines, grain carts, and sprayers). These types of vehicles are typically slow moving and
may not provide the operator with ideal sightlines. The preferred design is to allow these
vehicles to cross highway lanes when they are perpendicular and have the best sightlines i.e.
from the minor road to the median and from the MUT to the outside shoulder. Wider vehicles
can be accommodated by providing aggregate shoulders adjacent to the turn lanes.
Additionally, because these vehicles need to get out of the mainline traffic flow quickly, the left-
turn lane may need to begin adjacent to the minor road intersection.
Sight Distance
The intersection with the minor road and the MUTs should meet the intersection sight distance
requirements for at-grade intersections as set forth in the MnDOT Road Design Manual and
any applicable Technical Memorandum including Intersection Sight Distance Technical
Memorandum 13-09-TS-02. MUT maneuvers should not be encouraged or located in areas
with limited sight distance.
Acceleration Lanes
In general, acceleration lanes are not recommended at any location within the RCUT
intersection because they discourage proper gap acceptance and introduce additional weaving
conflicts. The AASHTO Green book indicates that acceleration lanes are not recommended at
stop-controlled intersections where drivers can wait for an opportunity to merge without
disrupting through traffic.
Right-turn acceleration lanes (RTALs) allow turning vehicles to accelerate to mainline traffic
speed before merging, thereby, reducing abrupt and right angle merges. However, contrary to
this perceived advantage, studies show that divided highway intersection crash rates tend to be
higher when RTALs are present.
Access locations
RCUTs do not require frontage roads to provide access to adjacent lands or parcels. Although,
side streets and driveways should not be located within 100 feet of either end of the MUT
location. When locating the MUT, verify driveways and right-turn lanes meet the minimum
lateral clearance.
Signing
Refer to MnDOT Traffic Engineering W ebsite Manual for RCUT Signing Layout.
RCUTs – Design and Implementation Guidelines
Minnesota Department of Transportation March 2017
__________________________________________________________________________________
Page 13 of 14
Pavement Marking
Pavement markings on RCUT intersections should complement the signing. Refer to the RCUT
pavement marking typical details found on the Pavement Marking Typical Detail Sheets webpage.
http://www.dot.state.mn.us/trafficeng/pavement/typicaldetail/index.html
Lighting
Individual sites must be evaluated for lighting needs.
Generally, for signalized RCUTs located on higher volume divided urban highways, it is desirable to
provide lighting at the primary and MUT intersections. The light level for the highway segment between
the intersections will be dependent on the spacing of the intersections and may be reduced to street
segment light levels.
Lighting at un-signalized RCUTs should follow conventional intersection lighting, with the addition of
lighting at the MUT locations. Additional lighting may be needed based on intersection spacing and
presence of continuous lighting on the roadway.
Lighting standards and specifications outlined in AASHTO’s Street Lighting Design Guide and FHWA’s
Lighting Handbook, and the Illuminating Engineering Society of North American (IESNA) publications
including RP-8 Roadway Lighting can be used to determine optimal lighting for RCUT intersections.
Maintenance
Clearing RCUTs of snow will represent an increase in cost and time for maintenance crews. On higher
ADT roadways this increased effort becomes more apparent. If multiple RCUTs are planned on a given
corridor it is in the best interest of the maintenance staff to understand the needs and develop a
methodology for addressing snow removal.
GDSU is currently working with the Office of Maintenance and with Districts statewide to determine best
practices that can be implemented to improve operation and maintainability without compromising the
safety benefits of the design. Here are the best practices we have developed so far:
• Design to allow plow trucks to U-turn at the intersection and avoid traveling on the minor
roadway. The parts of the raised median on the minor road can be constructed with mountable
curb and kept free of signs in the U-turn path.
• Use S-Type curb on the raised medians. This curb type presents a visible face to approaching
traffic and is friendly to tires and plow blades.
• Locate signs to maximize the area on the median raised island that can be cleared by a plow
truck.
• Locate the MUT where good sight distance and flat grades at the decision point can be
provided.
• Additional measures are often necessary to encourage compliance, particularly when the AADT
of the major road is below 12,000 vpd. These measures can include:
a) 10-15° skew of the minor road approach to increase offset from the turn lane.
b) Use offset left turn lanes to increase the size of the median raised island.
c) Install tube delineators or the like parallel to the major road to provide an additional
visual cue.
RCUTs – Design and Implementation Guidelines
Minnesota Department of Transportation March 2017
__________________________________________________________________________________
Page 14 of 14
Plan and design for maintenance of the pedestrian facilities to ensure maintenance (especially winter
maintenance) is responsibly managed. Local maintenance agreements will reduce the burden on
MnDOT maintenance forces.
Figure 9 – Typical RCUT Schematic Layout
Appendix C– Measures of
Effectiveness Tables
C-1 – 2020 No Build
C-2 – 2020 Build
C-3 – 2040 Build
C-4 – 2040 Build+Mitigations
Lakeville School Traffic Study2020 No Build ConditionsAM Peak HourL T R Total L LOS T LOS R LOSDelay(S/Veh)LOSDelay(S/Veh)LOSStorage(feet) 3Avg.Queue(feet) 1MaxQueue(feet) 1% BlockThru (2)---->% BlockLeft (2)<----Link Length(feet)Avg.Queue(feet) 1MaxQueue(feet) 1% BlockRight (2)---->% BlockThru (2)<----Storage(feet) 3Avg.Queue(feet) 1MaxQueue(feet) 1Ipava Ave at Indiana Ave EB 35 43 48 126 5.9 A 8.5 A 2.7 A 5.5 A00 00 0363 25 530 090 20 42WB 33 13 24 70 5.2 A 8.5 A 2.0 A 4.6 A 9.5 A00 00 0723 20 460 0105 20 42NB 11 104 18 133 6.5 A 10.0 B 5.0 A 8.9 A 90 20 280 01109 28 510 075 2057SB 113 474 29 616 7.6 A 12.3 B 2.2 A 11.0 B 90 379803 % 437 75 1900 055 2043Ipava Ave at LNHS Driveway (North) EB 11 9 10 30 4.7 A 5.4 A 3.1 A 4.3 A00 00 0305 20 400 0 00 0WB 8 1 51 60 4.5 A 5.3 A 3.0 A 3.2 A 9.1 A00 00 0213 30 630 0 00 0NB 2 71 40 113 3.7 A 7.8 A 2.6 A 5.8 A 115 20 230 0733 22 500 0 00 0SB 247 301 7 555 9.5 A 11.9 B 4.6 A 10.7 B 105 39 720 01109 40 690 0 00 0Ipava Ave at LNHS Driveway (South) EB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0WB 5020 25 8.1 A0.0 02.7 A 3.3 A 3.8 A00 00 0160 20 570 0 00 0NB093 65 1580.0 00.8 A 0.3 A 0.6 A00 00 0589 20 210 0 00 0SB 244 750319 6.0 A 3.6 A0.0 05.4 A 125 26 620 0 00 00 0 00 0Ipava Ave at LNHS Overflow Parking Lot Driveway EB 505 10 4.6 A0.0 02.7 A 3.5 A00 00 0228 20 350 0 00 0WB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A 0.3 A00 00 0 00 00 0 00 0NB 13 1530166 0.9 A 0.1 A0.0 00.2 A 70 20 200 0 00 00 0 00 0SB075 5 800.0 00.1 A 0.0 A 0.1 A00 00 0 00 00 0 00 0Ipava Ave at Ames Arena Driveway (North) EB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0WB 104 5 0.0 A0.0 02.4 A 2.4 A 0.1 A00 00 0122 20 270 0 00 0NB0162 1 1630.0 00.0 A 0.0 A 0.0 A00 00 0 00 00 0 00 0SB 2 78080 1.6 A 0.1 A0.0 00.1 A00 00 05180200 0 00 0Ipava Ave at Ames Arena Driveway (South) EB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0WB 302 5 5.6 A0.0 03.4 A 4.5 A 1.3 A00 00 0153 20 330 0 00 0NB0161 5 1660.0 01.7 A 1.3 A 1.7 A00 00 0 00 00 0 00 0SB 2 77079 0.8 A 0.1 A0.0 00.1 A 1250200 0 00 00 0 00 0CSAH 50 at Ipava Ave (Signal) EB 35 329 92 456 10.3 B 7.8 A 1.8 A 6.8 A 250 20 500 0649 44 1130 0250 20 37WB 11 512 56 579 9.8 A 8.7 A 2.7 A 8.1 A 9.3 A 260 20 280 0791 64 1320190 260 20 50NB 107 75 43 225 16.3 B 17.8 B 6.3 A 14.9 B 175 46 1060 0340 42 1040 0 00 0SB 26 39 15 80 15.8 B 22.8 C 3.7 A 17.2 B 150 20 480 0283 20 650 0140 20 26CSAH 50 at Icenic Trail EB 56 3410397 3.2 A 0.3 A0.0 00.7 A 240 20 510 0 00 00 0 00 0WB0481 8 4890.0 03.3 A 2.1 A 3.3 A 2.0 A00 00 0 00 00 0 00 0NB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0SB0 080 800.0 00.6 A 1.7 A 1.2 A00 00 0 00 00 0345 20 26CSAH 50 at CSAH 9 (Signal) EB 33 246 62 341 13.5 B 12.8 B 3.1 A 11.0 B 500 20 570 0667 39 940 0300 20 59WB 50 324 101 475 14.3 B 13.9 B 3.7 A 11.8 B 15.1 B 275 22 730 0861 65 1400 0290 28 65NB 123 286 90 499 19.3 B 24.0 C 2.7 A 18.9 B 65611355 % 27 % 350 118 256 27 %075 20154SB 95 190 42 327 17.0 B 22.5 C 3.4 A 18.5 B 535 47 1140 0534 85 1680 0 00 0CSAH 9 at Heritage Dr/Icenic Tr EB 44 15 18 77 12.8 B 12.6 B 4.2 A 10.6 B 695 28 720 0693 20 520 0 00 0WB 18 14 17 49 11.4 B 10.9 B 3.5 A 8.6 A 2.8 A 150 20 550 0366 20 300 0120 20 28NB 113 286 21 420 4.8 A 1.9 A 1.7 A 2.6 A 300 24 680 0 00 00 0 00 0SB 29 291 32 352 2.0 A 0.5 A 0.1 A 0.6 A 190 20 320 03040200 0 00 0CSAH 9 at Itea Ave/LME Access EB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0WB 21 1 38 60 9.3 A 7.2 A 3.2 A 5.3 A 1.0 A00 00 0347 20 280 055 2043NB 19 312 15 346 2.0 A 0.3 A 0.1 A 0.4 A 300 20 350 0 00 00 0 00 0SB 22 332 12 366 2.0 A 0.7 A 0.5 A 0.8 A 300 20 270 0 00 00 0 00 0CSAH 9 at Indiana Ave/194th St EB 13 29 43 85 10.7 B 11.4 B 2.8 A 7.0 A00 00 060 24590 0110 22 60WB 7 39 58 104 10.6 B 13.1 B 2.9 A 7.3 A 2.0 A00 00 0566 24 640 0270 21 56NB 58 286 6 350 3.7 A 0.9 A 0.4 A 1.3 A 315 20 600 0 00 00 0200020SB 30 316 134 480 1.6 A 0.5 A 0.3 A 0.5 A 260 20 320 07360200 0250 20 20Indiana Ave at LNHS Student Parking Lot Driveway EB050 128 1780.0 00.5 A 0.5 A 0.5 A00 00 0 00 00 0105020WB 174 570231 3.7 A 0.6 A0.0 02.9 A 2.1 A 65 37851 %0 00 00 0 00 0NB 12035 47 9.4 A0.0 02.9 A 4.5 A00 00 059 25590 0 00 0SB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0NOTES 1. If the reported queue is greater than zero (0), but less than 20 ft, a minimum of 20 ft is reported.2. Block Percentage is proportion of analysis time (1 hour) the storage lane or through lane is blocked or blocking.3. Multiple storage lanes of different length are averaged together to show the "Effective Storage Length" per lane.Delay (s/veh)IntersectionDemand VolumesApproachAM Peak HourVehicle Queing Information (feet)Through Lane (s)Left Turn LaneRight Turn LaneLOS ByApproachLOS ByIntersection
Lakeville School Traffic Study2020 No Build ConditionsHigh School Dismissal Peak HourL T R Total L LOS T LOS R LOSDelay(S/Veh)LOSDelay(S/Veh)LOSStorage(feet) 3Avg.Queue(feet) 1MaxQueue(feet) 1% BlockThru (2)---->% BlockLeft (2)<----Link Length(feet)Avg.Queue(feet) 1MaxQueue(feet) 1% BlockRight (2)---->% BlockThru (2)<----Storage(feet) 3Avg.Queue(feet) 1MaxQueue(feet) 1Ipava Ave at Indiana Ave EB 218 81 56 355 10.2 B 12.6 B 3.8 A 9.8 A00 00 0363 62 136 1 %0125 20 42WB 21 34 103 158 6.8 A 9.4 A 4.8 A 6.0 A 9.9 A00 00 0723 24 570 0105 28 64NB 46 454 63 563 8.0 A 12.7 B 7.0 A 11.7 B 90 24 520 01109 54 96 1 %075 3058SB 43 102 42 187 7.3 A 10.1 B 2.5 A 7.6 A 90 22 560 0437 34 630 055 2150Ipava Ave at LNHS Driveway (North) EB 25 6 9 40 4.8 A 4.7 A 3.2 A 4.4 A00 00 0305 24 580 0 00 0WB 27 16 337 380 6.7 A 7.7 A 5.6 A 5.8 A 6.9 A00 00 0213 74 1320 0 00 0NB 13 201 9 223 3.9 A 8.3 A 2.6 A 7.8 A 110 20 290 0733 27 550 0 00 0SB 47 129 3 179 6.6 A 9.8 A 3.1 A 8.8 A 105 23 470 01109 31 560 0 00 0Ipava Ave at LNHS Driveway (South) EB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0WB 410129 170 5.8 A0.0 03.6 A 4.1 A 2.9 A00 00 0160 47 880 0 00 0NB094 42 1360.0 00.5 A 0.2 A 0.4 A00 00 05890200 0 00 0SB 80 850165 4.4 A 3.1 A0.0 03.7 A 125 20 340 0 00 00 0 00 0Ipava Ave at LNHS Overflow Parking Lot Driveway EB 6014 20 5.0 A0.0 02.8 A 3.3 A00 00 0228 20 400 0 00 0WB 109 10 2.5 A0.0 02.6 A 2.6 A 0.7 A00 00 0136 20 320 0 00 0NB 34 115 3 152 1.3 A 0.2 A 0.1 A 0.5 A 70 20 290 0 00 00 0 00 0SB 2 115 9 126 1.2 A 0.3 A 0.3 A 0.3 A 1250200 0 00 00 0 00 0Ipava Ave at Ames Arena Driveway (North) EB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0WB 6024 30 4.7 A0.0 02.6 A 3.0 A 0.5 A00 00 0122 20 390 0 00 0NB0128 2 1300.0 00.1 A 0.0 A 0.1 A00 00 0 00 00 0 00 0SB 19 1110130 1.7 A 0.2 A0.0 00.4 A00 00 0518 20 300 0 00 0Ipava Ave at Ames Arena Driveway (South) EB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0WB 1307 20 5.4 A0.0 02.7 A 4.4 A 1.2 A00 00 0153 20 420 0 00 0NB0123 22 1450.0 01.5 A 1.2 A 1.5 A00 00 0 00 00 0 00 0SB 12 1050117 1.5 A 0.2 A0.0 00.3 A 125 20 250 0 00 00 0 00 0CSAH 50 at Ipava Ave (Signal) EB 19 482 92 593 10.2 B 8.2 A 2.0 A 7.3 A 250 20 410 0649 59 1280 0250 20 44WB 21 447 68 536 9.2 A 7.7 A 2.2 A 7.0 A 8.7 A 260 20 500 0791 53 1260190 260 20 55NB 65 58 25 148 16.4 B 20.7 C 6.9 A 16.3 B 175 30 790 0250 32 900 0 00 0SB 50 40 28 118 15.1 B 20.8 C 3.7 A 14.3 B 150 22 700 0283 20 710 0140 20 39CSAH 50 at Icenic Trail EB 48 5080556 3.0 A 0.3 A0.0 00.5 A 240 20 440 0 00 00 0 00 0WB0482 19 5010.0 03.4 A 3.1 A 3.4 A 1.8 A00 00 0 00 00 0250020NB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0SB0 048 480.0 01.0 A 1.8 A 1.3 A00 00 0 00 00 0345020CSAH 50 at CSAH 9 (Signal) EB 51 342 115 508 14.0 B 16.0 B 5.6 A 13.5 B 500 25 730 0667 62 1270 0300 28 90WB 81 339 104 524 16.3 B 15.9 B 3.8 A 13.6 B 16.7 B 275 35 870 0861 67 1460 0290 28 61NB 123 235 70 428 21.3 C 24.7 C 2.5 A 20.0 C 65 541355 % 24 % 350 10827424 %075 20165SB 100 273 39 412 18.3 B 24.1 C 3.6 A 20.9 C 535 48 1080 0534 113 2120 0 00 0CSAH 9 at Heritage Dr/Icenic Tr EB 36 25 12 73 13.8 B 15.9 C 5.8 A 13.1 B 695 24 550 0693 24 600 0 00 0WB 66 35 29 130 15.6 C 14.0 B 3.6 A 12.5 B 3.9 A 150 35 780 0366 23 630 0120 20 52NB 71 254 65 390 4.7 A 1.8 A 1.8 A 2.3 A 300 20 670 0 00 00 0110 20 20SB 43 334 30 407 2.8 A 0.8 A 0.4 A 1.0 A 190 20 430 0304 20 240 0 00 0CSAH 9 at Itea Ave/LME Access EB 11 1 25 37 10.6 B 14.1 B 3.3 A 5.6 A00 00 0363 20 300 075 20 34WB 9 3 18 30 12.6 B 11.9 B 3.2 A 6.5 A 1.2 A00 00 0347 20 380 055 20 26NB 45 260 11 316 2.2 A 0.3 A 0.1 A 0.5 A 300 20 390 0 00 00 0 00 0SB 35 368 34 437 1.7 A 0.8 A 0.7 A 0.9 A 300 20 300 0 00 00 0 00 0CSAH 9 at Indiana Ave/194th St EB 101 30 111 242 12.2 B 11.0 B 3.2 A 8.0 A00 00 06046964 %0115 33 86WB 3 25 21 49 8.2 A 13.0 B 2.9 A 8.2 A 3.0 A00 00 0566 20 480 0270 20 43NB 48 233 8 289 2.5 A 0.9 A 0.6 A 1.1 A 315 20 440 019260200 0200020SB 33 323 45 401 1.4 A 0.6 A 0.1 A 0.6 A 260 20 270 0 00 00 0250020Indiana Ave at LNHS Student Parking Lot Driveway EB0158 29 1870.0 00.6 A 0.2 A 0.5 A00 00 0 00 00 0 00 0WB 43 750118 2.8 A 0.9 A0.0 01.6 A 2.3 A 65 20 340 0 00 00 0 00 0NB 83084 167 5.6 A 0.9 A 3.7 A 4.6 A00 00 068 42750 0 00 0SB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0NOTES 1. If the reported queue is greater than zero (0), but less than 20 ft, a minimum of 20 ft is reported.2. Block Percentage is proportion of analysis time (1 hour) the storage lane or through lane is blocked or blocking.3. Multiple storage lanes of different length are averaged together to show the "Effective Storage Length" per lane.Vehicle Queing Information (feet)IntersectionApproachDemand VolumesHigh Scool Dismissal Peak HourDelay (s/veh)LOS ByApproachLOS ByIntersectionLeft Turn Lane Through Lane (s) Right Turn Lane
Lakeville School Traffic Study2020 No Build ConditionsPM Peak HourL T R Total L LOS T LOS R LOSDelay(S/Veh)LOSDelay(S/Veh)LOSStorage(feet) 3Avg.Queue(feet) 1MaxQueue(feet) 1% BlockThru (2)---->% BlockLeft (2)<----Link Length(feet)Avg.Queue(feet) 1MaxQueue(feet) 1% BlockRight (2)---->% BlockThru (2)<----Storage(feet) 3Avg.Queue(feet) 1MaxQueue(feet) 1Ipava Ave at Indiana Ave EB 23 57 29 109 4.8 A 8.0 A 2.1 A 5.8 A00 00 0363 25 540 0125 20 49WB 11 27 55 93 5.4 A 6.0 A 2.3 A 3.8 A 7.3 A00 00 0723 20 390 0105 20 48NB 21 217 19 257 6.8 A 10.8 B 5.9 A 10.1 B 90 20 320 01109 34 700 075 20 52SB 57 148 36 241 5.2 A 8.5 A 1.9 A 6.6 A 90 25 590 0437 33 670 055 2052Ipava Ave at LNHS Driveway (North) EB 3 1 1 5 3.8 A 3.5 A 3.1 A 3.6 A00 00 0305 20 310 0 00 0WB 3 1 55 59 4.2 A 3.8 A 3.1 A 3.2 A 7.7 A00 00 0213 31 630 0 00 0NB 5 199 9 213 3.2 A 7.6 A 2.5 A 7.2 A 110 20 260 0733 26 560 0 00 0SB 24 160 3 187 6.9 A 10.2 B 3.9 A 9.7 A 105 20 420 01109 31 620 0 00 0Ipava Ave at LNHS Driveway (South) EB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0WB 6014 20 6.0 A0.0 02.9 A 3.6 A 1.8 A00 00 0160 20 360 0 00 0NB0199 22 2210.0 00.3 A 0.1 A 0.3 A00 00 0 00 00 0 00 0SB 40 1240164 4.7 A 3.5 A0.0 03.8 A 125 20 330 0 00 00 0 00 0Ipava Ave at LNHS Overflow Parking Lot Driveway EB 203 5 4.8 A0.0 02.9 A 3.5 A00 00 0228 20 330 0 00 0WB 4 1 13 18 5.6 A 7.0 A 2.8 A 3.4 A 0.5 A00 00 0136 20 350 0 00 0NB 27 206 4 237 1.5 A 0.3 A 0.3 A 0.4 A 70 20 270 0 00 00 0 00 0SB 5 118 7 130 1.3 A 0.1 A 0.0 A 0.1 A 1250200 0 00 00 0 00 0Ipava Ave at Ames Arena Driveway (North) EB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0WB 12083 95 5.1 A0.0 02.9 A 3.2 A 1.0 A00 00 0122 31 670 0 00 0NB0154 11 1650.0 00.1 A 0.1 A 0.1 A00 00 0 00 00 0 00 0SB 21 1040125 1.7 A 0.3 A0.0 00.5 A00 00 0518 20 360 0 00 0Ipava Ave at Ames Arena Driveway (South) EB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0WB 13015 28 4.9 A0.0 02.8 A 3.6 A 1.3 A00 00 0153 20 390 0 00 0NB0150 27 1770.0 01.7 A 1.3 A 1.6 A00 00 0 00 00 0 00 0SB 10 1060116 1.6 A 0.2 A0.0 00.3 A 125 20 230 0 00 00 0 00 0CSAH 50 at Ipava Ave (Signal) EB 26 582 94 702 12.0 B 9.8 A 2.3 A 8.9 A 250 20 440 0649 74 1580 0250 20 43WB 28 503 77 608 12.3 B 9.0 A 3.2 A 8.4 A 10.2 B 260 20 500 0791 64 1370190 260 20 58NB 56 74 46 176 18.6 B 21.1 C 7.9 A 16.6 B 175 31 870 0250 44 1100 0 00 0SB 44 57 18 119 17.2 B 22.7 C 3.6 A 17.7 B 150 21 620 0283 27 700 0140 20 20CSAH 50 at Icenic Trail EB 77 5920669 3.6 A 0.5 A0.0 00.8 A 240 20 590 0 00 00 0 00 0WB0465 9 4740.0 04.0 A 3.4 A 4.0 A 2.1 A00 00 0 00 00 0 00 0NB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0SB0 0118 1180.0 01.0 A 2.2 A 1.8 A00 00 0 00 00 0345 20 46CSAH 50 at CSAH 9 (Signal) EB 78 374 140 592 15.8 B 22.3 C 9.0 A 18.3 B 500 38 960 0667 80 1560 0300 41 122WB 145 295 135 575 20.2 C 19.3 B 4.6 A 16.1 B 21.0 C 275 58 1230 0861 67 1350 0290 33 78NB 112 310 106 528 30.0 C 32.5 C 5.1 A 26.4 C 6573 1358 % 39 % 350 17340239 %075 35184SB 124 373 67 564 20.7 C 28.1 C 3.9 A 23.7 C 535 59 1300 0534 162 3090 0 00 0CSAH 9 at Heritage Dr/Icenic Tr EB 50 28 22 100 21.3 C 22.6 C 8.3 A 18.7 C 695 34 920 0693 29 710 0 00 0WB 83 46 67 196 27.2 D 22.0 C 4.6 A 18.1 C 5.3 A 150 46 1150 0366 30 760 0120 27 71NB 86 324 113 523 5.5 A 2.0 A 1.9 A 2.5 A 300 25 760 0 00 00 0110 20 20SB 78 459 45 582 3.5 A 1.0 A 0.3 A 1.3 A 190 20 490 01660 20 220 0 00 0CSAH 9 at Itea Ave/LME Access EB 5 1 9 15 12.0 B 12.6 B 3.4 A 6.3 A00 00 0363 20 270 075 20 23WB 14 1 26 41 16.1 C 0.0 A 3.6 A 8.3 A 1.2 A00 00 0347 20 410 055 2044NB 12 413 14 439 3.0 A 0.3 A 0.1 A 0.4 A 300 20 230 016600 0 0 0 00 0SB 41 558 11 610 2.8 A 1.0 A 0.8 A 1.1 A 300 20 360 0 00 00 0 00 0CSAH 9 at Indiana Ave/194th St EB 34 33 95 162 16.1 C 14.6 B 3.5 A 8.5 A00 00 060 33722 %0110 30 76WB 6 27 36 69 14.6 B 15.8 C 3.5 A 9.2 A 2.4 A00 00 0566 20 530 0270 20 43NB 56 377 11 444 3.6 A 1.1 A 0.7 A 1.4 A 315 20 480 0 00 00 0200020SB 36 509 42 587 1.9 A 0.7 A 0.1 A 0.7 A 260 20 340 0 00 00 0250020Indiana Ave at LNHS Student Parking Lot Driveway EB0132 9 1410.0 00.3 A 0.1 A 0.3 A00 00 0 00 00 0 00 0WB 37 880125 2.6 A 0.9 A0.0 01.4 A 1.1 A 65 20 310 0 00 00 0 00 0NB 9030 39 5.0 A0.0 02.9 A 3.4 A00 00 090 23 400 0 00 0SB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0NOTES 1. If the reported queue is greater than zero (0), but less than 20 ft, a minimum of 20 ft is reported.2. Block Percentage is proportion of analysis time (1 hour) the storage lane or through lane is blocked or blocking.3. Multiple storage lanes of different length are averaged together to show the "Effective Storage Length" per lane.Right Turn LanePM Peak HourDelay (s/veh)LOS ByApproachLOS ByIntersectionLeft Turn Lane Through Lane (s)IntersectionApproachDemand VolumesVehicle Queing Information (feet)
Lakeville School Traffic Study2020 Build ConditionsAM Peak HourU L T R Total U LOS L LOS T LOS R LOSDelay(S/Veh)LOSDelay(S/Veh)LOSStorage(feet) 3Avg.Queue(feet) 1MaxQueue(feet) 1% BlockThru (2)---->% BlockLeft (2)<----Link Length(feet)Avg.Queue(feet) 1MaxQueue(feet) 1% BlockRight (2)---->% BlockThru (2)<----Storage(feet) 3Avg.Queue(feet) 1MaxQueue(feet) 1Ipava Ave at Indiana Ave EB035 43 78 5.6 A 8.5 A 2.6 A 5.4 A00 00 0363 25 560 090 20 50WB033 13 46 5.3 A 8.0 A 2.1 A 4.7 A 9.4 A00 00 0723 22 480 0105 20 38NB 11 104 18 133 6.8 A 10.1 B 4.6 A 9.2 A 90 20 270 01109 28 540 075 20 47SB0113 474 587 7.8 A 12.1 B 2.2 A 10.8 B 90 3710203 % 437 74 1680 055 2046Ipava Ave at LNHS Driveway (North) EB011 9 20 4.5 A 5.7 A 3.2 A 4.4 A00 00 0305 20 450 0 00 0WB08 1 9 5.2 A 4.5 A 3.1 A 3.4 A 9.2 A00 00 0213 29 620 0 00 0NB 2 71 40 113 2.8 A 7.7 A 2.7 A 5.8 A 115 20 200 0733 24 500 0 00 0SB0247 301 548 9.6 A 12.0 B 4.3 A 10.8 B 105 39 770 01109 39 790 0 00 0Ipava Ave at LNHS Driveway (South) EB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0WB0505 9.9 A0.0 02.9 A 4.3 A 3.8 A00 00 0160 20 490 0 00 0NB093 65 1580.0 00.7 A 0.3 A 0.5 A00 00 05890200 0 00 0SB0244 75 319 6.1 A 3.6 A0.0 05.5 A 125 27 810 0 00 00 0 00 0Ipava Ave at LNHS Overflow Parking Lot Driveway EB0505 4.9 A0.0 03.1 A 4.0 A00 00 0228 20 330 0 00 0WB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A 0.3 A00 00 0 00 00 0 00 0NB 13 1530166 1.1 A 0.1 A0.0 00.2 A 700200 0 00 00 0 00 0SB0 075 750.0 00.1 A 0.1 A 0.1 A00 00 0 00 00 0 00 0Ipava Ave at Ames Arena Driveway (North) EB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0WB0101 4.4 A0.0 03.0 A 3.2 A 0.1 A00 00 0122 20 270 0 00 0NB0162 1 1630.0 00.0 A 0.0 A 0.0 A00 00 0 00 00 0 00 0SB02 78 80 3.1 A 0.1 A0.0 00.1 A00 00 0518 20 200 0 00 0Ipava Ave at Ames Arena Driveway (South) EB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0WB0303 4.4 A0.0 02.8 A 3.6 A 1.2 A00 00 0153 20 300 0 00 0NB0161 5 1660.0 01.6 A 0.8 A 1.6 A00 00 0 00 00 0 00 0SB02 77 79 1.2 A 0.1 A0.0 00.1 A 1250200 0 00 00 0 00 0CSAH 50 at Ipava Ave (Signal) EB035 329 364 10.8 B 8.1 A 1.8 A 7.0 A 250 20 510 0649 45 1230 0250 20 44WB011 512 523 9.6 A 9.5 A 2.9 A 8.8 A 9.6 A 260 20 270 0791 68 1390190 260 20 53NB 107 75 43 225 15.6 B 17.4 B 6.1 A 14.5 B 175 47 1160 0250 39 1070 0 00 0SB026 39 65 14.5 B 23.6 C 3.9 A 16.5 B 150 20 460 0283 20 680 0140 20 22CSAH 50 at Icenic Trail EB056 341 397 3.0 A 0.2 A0.0 00.6 A 240 20 540 0 00 00 0 00 0WB0 0481 4810.0 03.3 A 2.9 A 3.3 A 1.9 A00 00 0 00 00 0 00 0NB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0SB0 0 0 0 0.0 00.4 A 1.3 A 0.9 A00 00 0 00 00 0340 20 27CSAH 50 at CSAH 9 (Signal) EB033 246 279 13.4 B 15.0 B 3.3 A 12.7 B 500 20 600 0679 44 1020 0300 20 52WB062 341 403 15.7 B 15.4 B 4.5 A 13.2 B 17.7 B 275 25 600 0861 70 1370 0290 27 68NB 123 308 90 521 22.9 C 30.3 C 4.8 A 24.1 C 6570 1356 % 36 % 350 16038236 %075 27166SB 72 95 191 39 397 18.6 B 19.2 B 23.1 C 3.2 A 19.6 B 535 70 1420 0536 86 1910 0 00 0CSAH 9 at Heritage Dr/Icenic Tr EB0 0 0 0 0.0 00.3 A 3.2 A 3.1 A00 00 0 00 00 0340 21 56WB0 0 0 0 0.0 0 0.0 02.8 A 2.8 A 1.8 A00 00 0 00 00 0185 20 27NB 113 365 36 514 4.9 A 1.8 A 1.6 A 2.4 A 315 25 650 0 00 00 0130020SB029 322 351 2.6 A 0.4 A 0.1 A 0.6 A 190 20 460 0 00 00 0130020CSAH 9 at Itea Ave/LME Access EB0 0 0 0 0.0 0 0.0 02.8 A 2.8 A00 00 0 00 00 0180 20 37WB028 1 29 12.7 B 19.8 C 4.2 A 6.4 A 1.5 A00 00 0347 20 600 055 2565NB 41 324 16 381 1.9 A 0.5 A 0.2 A 0.6 A 300 20 380 0 00 00 0 00 0SB 42 22 325 26 415 1.8 A 2.6 A 0.8 A 0.5 A 0.9 A 300 20 400 0 00 00 0 00 0CSAH 9 at Indiana Ave/194th St EB0 0 0 0 0.0 00.6 A 3.0 A 3.0 A00 00 0 00 00 0110 29 64WB0 0 0 0 0.0 0 0.0 02.9 A 2.9 A 1.3 A00 00 0 00 00 0280 20 46NB 97 311 35 443 4.4 A 0.9 A 0.7 A 1.6 A 315 24 740 0 00 00 0 00 0SB030 330 360 2.1 A 0.5 A 0.3 A 0.5 A 260 20 310 07380200 0250 20 20Indiana Ave at LNHS Student Parking Lot Driveway EB0 050 500.0 00.5 A 0.5 A 0.5 A00 00 0 00 00 0105 20 25WB0174 57 231 2.8 A 0.3 A0.0 02.2 A 1.7 A 65 28780 02220200 0 00 0NB 12035 47 6.0 A0.0 02.7 A 3.6 A00 00 058 26580 0 00 0SB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0NOTES 1. If the reported queue is greater than zero (0), but less than 20 ft, a minimum of 20 ft is reported.2. Block Percentage is proportion of analysis time (1 hour) the storage lane or through lane is blocked or blocking.3. Multiple storage lanes of different length are averaged together to show the "Effective Storage Length" per lane.AM Peak HourVehicle Queing Information (feet)Through Lane (s)Left Turn LaneRight Turn LaneLOS ByApproachLOS ByIntersectionIntersectionApproachDemand VolumesDelay (s/veh)
Lakeville School Traffic Study2020 Build ConditionsHigh School Dismissal Peak HourU L T R Total U LOS L LOS T LOS R LOSDelay(S/Veh)LOSDelay(S/Veh)LOSStorage(feet) 3Avg.Queue(feet) 1MaxQueue(feet) 1% BlockThru (2)---->% BlockLeft (2)<----Link Length(feet)Avg.Queue(feet) 1MaxQueue(feet) 1% BlockRight (2)---->% BlockThru (2)<----Storage(feet) 3Avg.Queue(feet) 1MaxQueue(feet) 1Ipava Ave at Indiana Ave EB0218 81 299 10.5 B 13.1 B 4.0 A 10.1 B00 00 0363 67 155 3 %090 20 62WB021 34 55 6.6 A 9.1 A 4.5 A 5.8 A 9.9 A00 00 0724 26 570 0105 28 61NB 46 454 63 563 7.8 A 12.6 B 6.7 A 11.5 B 90 24 530 01111 51 90 1 %075 30 56SB043 102 145 7.4 A 10.1 B 2.5 A 7.8 A 90 23 530 0437 34 700 055 2055Ipava Ave at LNHS Driveway (North) EB025 6 31 4.7 A 5.0 A 3.2 A 4.4 A00 00 0305 25 520 0 00 0WB027 16 43 7.1 A 8.1 A 5.8 A 6.0 A 7.0 A00 00 0213 771640 0 00 0NB 13 201 9 223 3.8 A 8.2 A 2.6 A 7.7 A 115 20 270 0733 27 630 0 00 0SB047 129 176 6.8 A 10.0 B 3.5 A 9.0 A 105 22 460 01111 31 610 0 00 0Ipava Ave at LNHS Driveway (South) EB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0WB041041 6.4 A0.0 03.6 A 4.2 A 3.0 A00 00 0160 48 850 0 00 0NB094 42 1360.0 00.6 A 0.2 A 0.5 A00 00 05890200 0 00 0SB080 85 165 4.7 A 3.1 A0.0 03.9 A 125 20 450 0 00 00 0 00 0Ipava Ave at LNHS Overflow Parking Lot Driveway EB0606 4.6 A0.0 02.8 A 3.3 A00 00 0228 20 350 0 00 0WB0101 0.0 A0.0 02.6 A 2.6 A 0.6 A00 00 0136 20 300 0 00 0NB 34 115 3 152 1.3 A 0.2 A 0.2 A 0.4 A 70 20 270 0 00 00 0 00 0SB02 115 117 0.9 A 0.3 A 0.2 A 0.3 A 1250200 0 00 00 0 00 0Ipava Ave at Ames Arena Driveway (North) EB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0WB0606 4.5 A0.0 02.6 A 3.0 A 0.5 A00 00 0122 20 400 0 00 0NB0128 2 1300.0 00.1 A 0.0 A 0.1 A00 00 0 00 00 0 00 0SB019 111 130 1.4 A 0.2 A0.0 00.4 A00 00 0518 20 280 0 00 0Ipava Ave at Ames Arena Driveway (South) EB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0WB013013 4.7 A0.0 03.1 A 4.1 A 1.2 A00 00 0153 20 440 0 00 0NB0123 22 1450.0 01.6 A 1.2 A 1.5 A00 00 02830200 0 00 0SB012 105 117 1.7 A 0.2 A0.0 00.3 A 125 20 260 0 00 00 0 00 0CSAH 50 at Ipava Ave (Signal) EB019 482 501 9.8 A 8.7 A 2.1 A 7.7 A 250 20 430 0649 58 1330 0250 20 38WB021 447 468 9.4 A 7.9 A 2.4 A 7.3 A 9.2 A 260 20 420 0791 51 1170190 260 20 59NB 65 58 25 148 16.6 B 21.4 C 7.4 A 16.9 B 175 30 860 0250 34 940 0 00 0SB050 40 90 16.5 B 21.0 C 3.3 A 15.0 B 150 26 780 0283 22 700 0140 20 39CSAH 50 at Icenic Trail EB048 508 556 3.2 A 0.4 A0.0 00.6 A 240 20 570 0 00 00 0 00 0WB0 0482 4820.0 03.1 A 3.0 A 3.1 A 1.7 A00 00 0 00 00 0250020NB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0SB0 0 0 0 0.0 00.3 A 1.1 A 0.7 A00 00 0 00 00 0340 20 21CSAH 50 at CSAH 9 (Signal) EB051 342 393 14.1 B 18.2 B 4.9 A 14.7 B 500 25 700 0679 63 1270 0300 27 79WB0124 382 506 17.3 B 16.0 B 4.6 A 14.2 B 18.4 B 275 50 1100 0861 69 1420 0290 30 71NB 123 244 70 437 24.2 C 32.3 C 3.5 A 25.3 C 6565 1357 % 33 % 350 13530433 %075 20164SB 80 100 224 31 435 20.5 C 22.0 C 25.3 C 3.2 A 22.5 C 535 79 1780 0536 97 1820 0 00 0CSAH 9 at Heritage Dr/Icenic Tr EB0 0 0 0 0.0 00.3 A 3.3 A 2.4 A00 00 0 00 00 0340 20 52WB0 0 0 0 0.0 0 0.0 02.9 A 2.9 A 1.6 A00 00 0 00 00 0185 20 44NB 71 319 90 480 4.5 A 1.7 A 1.7 A 2.1 A 315 20 630 0 00 00 0130 20 20SB043 365 408 2.8 A 0.5 A 0.1 A 0.7 A 190 20 420 0 00 00 0 00 0CSAH 9 at Itea Ave/LME Access EB0 0 0 0 0.0 0 0.0 03.1 A 3.1 A00 00 0 00 00 0180 20 49WB012 3 15 14.6 B 8.9 A 4.7 A 6.8 A 1.6 A00 00 0347 20 390 055 2052NB 54 278 12 344 2.2 A 0.6 A 0.1 A 0.8 A 300 20 520 0 00 00 0 00 0SB 131 35 365 40 571 2.8 A 3.6 A 1.2 A 0.6 A 1.3 A 300 28 830 0 00 00 0 00 0CSAH 9 at Indiana Ave/194th St EB0 0 0 0 0.0 01.0 A 3.9 A 3.8 A00 00 0 00 00 0110 4698WB0 0 0 0 0.0 0 0.0 02.6 A 2.6 A 1.7 A00 00 0 00 00 0280 20 36NB 73 341 38 452 3.4 A 0.9 A 0.9 A 1.3 A 315 20 530 0 00 00 0200020SB033 329 362 2.4 A 0.7 A 0.1 A 0.8 A 260 20 380 0 00 00 0 00 0Indiana Ave at LNHS Student Parking Lot Driveway EB0 0158 1580.0 00.6 A 0.2 A 0.5 A00 00 0 00 00 0105020WB043 75 118 2.4 A 0.4 A0.0 01.1 A 2.1 A 65 20 360 0 00 00 0 00 0NB 83084 167 5.6 A 0.5 A 3.7 A 4.6 A00 00 070 42770 0 00 0SB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0NOTES 1. If the reported queue is greater than zero (0), but less than 20 ft, a minimum of 20 ft is reported.2. Block Percentage is proportion of analysis time (1 hour) the storage lane or through lane is blocked or blocking.3. Multiple storage lanes of different length are averaged together to show the "Effective Storage Length" per lane.High School Dismissal Peak HourLOS ByApproachLOS ByIntersectionLeft Turn Lane Through Lane (s) Right Turn LaneDelay (s/veh)IntersectionApproachDemand VolumesVehicle Queing Information (feet)
Lakeville School Traffic Study2020 Build ConditionsPM Peak HourU L T R Total U LOS L LOS T LOS R LOSDelay(S/Veh)LOSDelay(S/Veh)LOSStorage(feet) 3Avg.Queue(feet) 1MaxQueue(feet) 1% BlockThru (2)---->% BlockLeft (2)<----Link Length(feet)Avg.Queue(feet) 1MaxQueue(feet) 1% BlockRight (2)---->% BlockThru (2)<----Storage(feet) 3Avg.Queue(feet) 1MaxQueue(feet) 1Ipava Ave at Indiana Ave EB023 57 80 5.2 A 8.1 A 1.9 A 5.8 A00 00 0363 26 630 090 20 35WB011 27 38 4.7 A 6.5 A 2.4 A 3.9 A 7.5 A00 00 0722 20 450 0105 20 51NB 21 217 19 257 7.0 A 10.7 B 5.9 A 10.0 B 90 20 400 01109 34 670 075 20 48SB057 148 205 5.2 A 8.5 A 2.0 A 6.8 A 90 26 610 0437 33 620 055 2044Ipava Ave at LNHS Driveway (North) EB03 1 4 5.3 A 5.4 A 2.9 A 4.7 A00 00 0305 20 310 0 00 0WB03 1 4 3.9 A 0.0 A 3.1 A 3.1 A 7.6 A00 00 0213 30 590 0 00 0NB 5 199 9 213 4.1 A 7.6 A 2.3 A 7.3 A 115 20 260 0733 27 580 0 00 0SB024 160 184 6.6 A 10.1 B 3.9 A 9.5 A 105 20 380 01109 32 610 0 00 0Ipava Ave at LNHS Driveway (South) EB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0WB0606 5.2 A0.0 03.0 A 3.6 A 1.9 A00 00 0160 20 380 0 00 0NB0199 22 2210.0 00.3 A 0.1 A 0.3 A00 00 0 00 00 0 00 0SB040 124 164 5.1 A 3.5 A0.0 03.9 A 125 20 360 0 00 00 0 00 0Ipava Ave at LNHS Overflow Parking Lot Driveway EB0202 7.0 A0.0 03.1 A 3.9 A00 00 0228 20 310 0 00 0WB04 1 5 4.2 A 9.2 A 2.9 A 3.5 A 0.5 A00 00 0136 20 390 0 00 0NB 27 206 4 237 1.4 A 0.3 A 0.2 A 0.4 A 70 20 270 0 00 00 0 00 0SB05 118 123 1.7 A 0.1 A 0.0 A 0.1 A 125 20 200 0 00 00 0 00 0Ipava Ave at Ames Arena Driveway (North) EB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0WB012012 6.2 A0.0 03.0 A 3.3 A 1.1 A00 00 0122 33 710 0 00 0NB0154 11 1650.0 00.2 A 0.1 A 0.2 A00 00 0 00 00 0 00 0SB021 104 125 1.7 A 0.3 A0.0 00.5 A00 00 0518 20 400 0 00 0Ipava Ave at Ames Arena Driveway (South) EB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0WB013013 5.2 A0.0 02.8 A 3.8 A 1.4 A00 00 0153 20 490 0 00 0NB0150 27 1770.0 01.7 A 1.2 A 1.6 A00 00 0 00 00 0 00 0SB010 106 116 1.4 A 0.3 A0.0 00.4 A 125 20 200 0 00 00 0 00 0CSAH 50 at Ipava Ave (Signal) EB026 582 608 12.0 B 9.5 A 2.3 A 8.7 A 250 20 490 0649 71 1580 0250 20 43WB028 503 531 11.4 B 9.5 A 3.0 A 8.8 A 10.3 B 260 20 520 0791 66 1530190 260 20 55NB 56 74 46 176 18.0 B 20.9 C 9.0 A 16.8 B 175 30 740 0250 47 1150 0 00 0SB044 57 101 16.2 B 21.6 C 3.1 A 16.9 B 150 21 590 0283 27 710 0140 20 25CSAH 50 at Icenic Trail EB077 592 669 4.0 A 0.5 A0.0 00.9 A 240 22 630 0 00 00 0 00 0WB0 0465 4650.0 04.0 A 3.6 A 4.0 A 2.2 A00 00 0 00 00 0250020NB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0SB0 0 0 0 0.0 00.5 A 1.5 A 1.4 A00 00 0 00 00 0340 20 53CSAH 50 at CSAH 9 (Signal) EB078 374 452 15.3 B 24.1 C 8.9 A 19.4 B 500 32 860 0679 84 1560 0300 41 121WB0199 350 549 23.0 C 19.3 B 6.1 A 17.8 B 24.2 C 275 83 1700 0861 73 1540 0290 37 97NB 112 315 106 533 38.7 D 45.8 D 8.6 A 36.7 D 6576 1358 % 50 % 350 21750650 %075 42185SB 88 124 303 58 573 25.8 C 26.9 C 28.8 C 3.5 A 25.7 C 535 100 1980 0536 147 2770 0 00 0CSAH 9 at Heritage Dr/Icenic Tr EB0 0 0 0 0.0 00.3 A 4.5 A 3.4 A00 00 0 00 00 0340 23 67WB0 0 0 0 0.0 0 0.0 03.7 A 3.7 A 2.0 A00 00 0 00 00 0185 26 56NB 86 389 141 616 5.5 A 1.8 A 1.9 A 2.4 A 315 25 720 0 00 00 0130 20 20SB078 474 552 3.8 A 0.6 A 0.2 A 1.0 A 190 21 580 016600 0 0 0130 20 22CSAH 9 at Itea Ave/LME Access EB0 0 0 0 0.0 0 0.0 03.7 A 3.7 A00 00 0 00 00 0180 20 30WB020 1 21 18.0 C 15.6 C 5.0 A 8.8 A 1.6 A00 00 0347 20 480 055 2258NB 17 422 15 454 2.7 A 0.5 A 0.1 A 0.6 A 300 20 330 016600 0 0 0 00 0SB 67 41 552 13 673 3.1 A 3.4 A 1.2 A 0.6 A 1.3 A 300 23 560 0 00 00 0 00 0CSAH 9 at Indiana Ave/194th St EB0 0 0 0 0.0 00.5 A 4.0 A 4.0 A00 00 0 00 00 0110 37 74WB0 0 0 0 0.0 0 0.0 02.7 A 2.7 A 1.6 A00 00 0 00 00 0280 20 41NB 83 415 44 542 5.3 A 1.0 A 1.0 A 1.6 A 315 23 730 0 00 00 0200020SB036 511 547 2.4 A 0.7 A 0.1 A 0.8 A 260 20 370 0 00 00 0250020Indiana Ave at LNHS Student Parking Lot Driveway EB0 0132 1320.0 00.3 A 0.2 A 0.3 A00 00 08120200 0 00 0WB037 88 125 2.2 A 0.4 A0.0 00.9 A 0.9 A 65 20 480 0 00 00 0 00 0NB 9030 39 4.9 A0.0 02.9 A 3.3 A00 00 062 21480 0 00 0SB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0NOTES 1. If the reported queue is greater than zero (0), but less than 20 ft, a minimum of 20 ft is reported.2. Block Percentage is proportion of analysis time (1 hour) the storage lane or through lane is blocked or blocking.3. Multiple storage lanes of different length are averaged together to show the "Effective Storage Length" per lane.IntersectionApproachVehicle Queing Information (feet)Right Turn LanePM Peak HourLOS ByApproachLOS ByIntersectionLeft Turn Lane Through Lane (s)Delay (s/veh)Demand Volumes
Lakeville School Traffic Study2040 Build ConditionsAM Peak HourU L T R Total U LOS L LOS T LOS R LOSDelay(S/Veh)LOSDelay(S/Veh)LOSStorage(feet) 3Avg.Queue(feet) 1MaxQueue(feet) 1% BlockThru (2)---->% BlockLeft (2)<----Link Length(feet)Avg.Queue(feet) 1MaxQueue(feet) 1% BlockRight (2)---->% BlockThru (2)<----Storage(feet) 3Avg.Queue(feet) 1MaxQueue(feet) 1Ipava Ave at Indiana Ave EB042 52 94 6.7 A 9.4 A 3.8 A 6.5 A00 00 0363 28 580 090 20 47WB039 15 54 6.4 A 7.9 A 2.5 A 5.4 A 11.8 B00 00 0723 24 580 0105 20 43NB 13 125 22 160 7.4 A 10.5 B 5.4 A 9.5 A 90 20 320 01109 32 670 075 20 50SB0135 569 704 10.5 B 15.6 C 3.2 A 14.1 B 90 57114013 % 437 109 253 1 %055 2158Ipava Ave at LNHS Driveway (North) EB013 11 24 4.9 A 5.5 A 3.5 A 4.7 A00 00 0305 21 440 0 00 0WB010 1 11 5.2 A 5.8 A 3.2 A 3.4 A 10.4 B00 00 0213 32 680 0 00 0NB 2 85 48 135 5.1 A 7.9 A 3.1 A 6.2 A 115 20 200 0733 25 600 0 00 0SB0296 361 657 11.2 B 13.1 B 4.9 A 12.2 B 105 45 860 01109 47 860 0 00 0Ipava Ave at LNHS Driveway (South) EB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0WB0606 13.1 B0.0 03.1 A 5.0 A 4.3 A00 00 0160 20 560 0 00 0NB0112 78 1900.0 00.9 A 0.4 A 0.7 A00 00 0589 20 200 0 00 0SB0293 90 383 6.6 A 3.8 A0.0 05.9 A 125 33 690 0 00 00 0 00 0Ipava Ave at LNHS Overflow Parking Lot Driveway EB0606 5.3 A0.0 02.8 A 4.0 A00 00 0228 20 330 0 00 0WB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A 0.4 A00 00 0 00 00 0 00 0NB 16 1840200 1.0 A 0.1 A0.0 00.2 A 70 20 200 0 00 00 0 00 0SB0 090 900.0 00.2 A 0.1 A 0.2 A00 00 0 00 00 0 00 0Ipava Ave at Ames Arena Driveway (North) EB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0WB0101 0.0 A0.0 02.7 A 2.7 A 0.2 A00 00 0122 20 270 0 00 0NB0194 1 1950.0 00.1 A 0.0 A 0.1 A00 00 0 00 00 0 00 0SB02 93 95 1.0 A 0.1 A0.0 00.1 A00 00 05180200 0 00 0Ipava Ave at Ames Arena Driveway (South) EB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0WB0404 5.3 A0.0 03.8 A 4.7 A 1.2 A00 00 0153 20 330 0 00 0NB0193 6 1990.0 01.7 A 1.2 A 1.7 A00 00 0 00 00 0 00 0SB02 92 94 1.5 A 0.1 A0.0 00.1 A 1250200 0 00 00 0 00 0CSAH 50 at Ipava Ave (Signal) EB042 402 444 12.7 B 9.0 A 2.3 A 7.9 A 250 20 560 0649 53 1290 0250 20 42WB013 622 635 12.4 B 10.7 B 3.4 A 10.0 B 10.8 B 260 20 340 0791 81 1830190 260 20 53NB 128 90 52 270 18.1 B 18.4 B 7.5 A 16.2 B 175 55 1280 0250 50 1310 0 00 0SB031 46 77 16.0 B 23.8 C 5.1 A 17.9 B 150 20 520 0283 26 790 0140 20 28CSAH 50 at Icenic Trail EB067 416 483 3.9 A 0.3 A0.0 00.8 A 240 20 590 0 00 00 0 00 0WB0 0585 5850.0 04.2 A 4.3 A 4.2 A 2.5 A00 00 06790200 0250020NB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0SB0 0 0 0 0.0 00.5 A 1.6 A 1.1 A00 00 0 00 00 0340 20 49CSAH 50 at CSAH 9 (Signal) EB046 295 341 19.7 B 22.8 C 5.2 A 19.3 B 500 23 770 0679 67 1320 0300 21 61WB076 410 486 22.5 C 22.6 C 7.5 A 19.1 B 52.4 D 275 39 960 0861 101 1810 0290 45 99NB 148 421 108 677 127.9F134.7F106.6F128.9F6570 9010 % 62 % 350738 102762 %075 46100SB 84 133 261 55 533 27.0 C 26.0 C 21.2 C 3.4 A 20.4 C 535 102 2090 0536 105 2080 0 00 0CSAH 9 at Heritage Dr/Icenic Tr EB0 0 0 0 0.0 00.4 A 3.8 A 3.7 A00 00 0 00 00 0340 22 58WB0 0 0 0 0.0 0 0.0 03.7 A 3.7 A 2.3 A00 00 0 00 00 0185 20 33NB 136 497 47 680 6.4 A 2.5 A 2.0 A 3.2 A 315 32 790 05360200 0130020SB041 442 483 4.2 A 0.5 A 0.1 A 0.7 A 190 20 510 0 00 00 0130020CSAH 9 at Itea Ave/LME Access EB0 0 0 0 0.0 00.1 A 3.8 A 3.6 A00 00 0 00 00 040 2047WB039 1 40 19.1 C 32.7 D 6.0 A 9.7 A 2.1 A00 00 0347 24 83 1 % 1 % 55 3174NB 45 454 21 520 2.7 A 0.7 A 0.2 A 0.8 A 300 20 470 07800200 0200020SB 49 31 452 29 561 3.2 A 4.2 A 1.1 A 0.8 A 1.3 A 300 20 610 0 00 00 0275020CSAH 9 at Indiana Ave/194th St EB0 0 0 0 0.0 00.4 A 3.5 A 3.4 A00 00 0 00 00 0110 31 67WB0 0 0 0 0.0 0 0.0 03.8 A 3.8 A 1.8 A00 00 0 00 00 0280 26 69NB 116 457 43 616 6.5 A 1.4 A 1.4 A 2.3 A 315 33 840 0 00 00 0200020SB042 461 503 3.6 A 0.7 A 0.6 A 0.9 A 260 20 570 0 00 00 0250 20 26Indiana Ave at LNHS Student Parking Lot Driveway EB0 059 590.0 00.9 A 0.7 A 0.8 A00 00 0 00 00 0105 20 20WB0209 68 277 3.7 A 0.5 A0.0 02.9 A 2.3 A 65 40801 %0218 20 310 0 00 0NB 14042 56 11.1 B0.0 03.2 A 5.3 A00 00 068 29660 0 00 0SB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0NOTES 1. If the reported queue is greater than zero (0), but less than 20 ft, a minimum of 20 ft is reported.2. Block Percentage is proportion of analysis time (1 hour) the storage lane or through lane is blocked or blocking.3. Multiple storage lanes of different length are averaged together to show the "Effective Storage Length" per lane.IntersectionApproachDemand VolumesDelay (s/veh)AM Peak HourVehicle Queing Information (feet)Through Lane (s)Left Turn LaneRight Turn LaneLOS ByApproachLOS ByIntersection
Lakeville School Traffic Study2040 Build ConditionsHigh School Dismissal Peak HourU L T R Total U LOS L LOS T LOS R LOSDelay(S/Veh)LOSDelay(S/Veh)LOSStorage(feet) 3Avg.Queue(feet) 1MaxQueue(feet) 1% BlockThru (2)---->% BlockLeft (2)<----Link Length(feet)Avg.Queue(feet) 1MaxQueue(feet) 1% BlockRight (2)---->% BlockThru (2)<----Storage(feet) 3Avg.Queue(feet) 1MaxQueue(feet) 1Ipava Ave at Indiana Ave EB0262 97 359 20.3 C 22.4 C 8.8 A 19.0 C00 00 0363 11029318 %090 39115WB025 41 66 8.5 A 10.7 B 6.2 A 7.5 A 13.9 B00 00 0724 28 600 0105 35 72NB 55 545 76 676 10.2 B 14.9 B 8.6 A 13.8 B 90 29 650 01111 62 107 3 %075 3994SB052 122 174 10.1 B 11.8 B 3.4 A 9.5 A 90 28 700 0437 38 810 055 2457Ipava Ave at LNHS Driveway (North) EB030 7 37 4.9 A 6.0 A 3.6 A 4.8 A00 00 0305 26 580 0 00 0WB032 19 51 8.4 A 9.4 A 6.9 A 7.1 A 7.7 A00 00 0213 951900 0 00 0NB 16 241 11 268 4.4 A 8.6 A 3.2 A 8.1 A 115 20 290 0733 30 580 0 00 0SB056 155 211 7.4 A 10.2 B 3.7 A 9.3 A 105 24 460 01111 34 680 0 00 0Ipava Ave at LNHS Driveway (South) EB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0WB049049 7.0 A0.0 03.9 A 4.6 A 3.2 A00 00 0160 52 920 0 00 0NB0113 50 1630.0 00.7 A 0.3 A 0.6 A00 00 0 00 00 0 00 0SB096 102 198 4.7 A 3.1 A0.0 03.9 A 125 20 450 0 00 00 0 00 0Ipava Ave at LNHS Overflow Parking Lot DrivewayEB0707 5.1 A0.0 02.9 A 3.5 A00 00 0228 20 350 0 00 0WB0101 0.0 A0.0 02.7 A 2.7 A 0.7 A00 00 0136 20 300 0 00 0NB 41 138 4 183 1.6 A 0.2 A 0.1 A 0.5 A 70 20 390 0 00 00 0 00 0SB02 138 140 1.3 A 0.4 A 0.3 A 0.4 A 1250200 0 00 00 0 00 0Ipava Ave at Ames Arena Driveway (North)EB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0WB0707 5.5 A0.0 02.7 A 3.2 A 0.6 A00 00 0122 20 510 0 00 0NB0154 2 1560.0 00.1 A 0.0 A 0.1 A00 00 0 00 00 0 00 0SB023 133 156 1.8 A 0.3 A0.0 00.5 A00 00 0518 20 340 0 00 0Ipava Ave at Ames Arena Driveway (South)EB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0WB016016 5.0 A0.0 03.0 A 4.3 A 1.2 A00 00 0153 20 450 0 00 0NB0148 26 1740.0 01.6 A 1.2 A 1.5 A00 00 0 00 00 0 00 0SB014 126 140 1.4 A 0.2 A0.0 00.3 A 125 20 220 0 00 00 0 00 0CSAH 50 at Ipava Ave (Signal) EB023 578 601 12.5 B 9.8 A 2.6 A 8.8 A 250 20 420 0649 72 1660 0250 20 46WB025 536 561 11.5 B 9.7 A 3.2 A 8.9 A 10.4 B 260 20 390 0791 71 1650190 260 21 66NB 78 70 30 178 17.4 B 22.5 C 8.8 A 17.8 B 175 36 910 0250 42 1040 0 00 0SB060 48 108 16.9 B 22.5 C 4.4 A 15.8 B 150 29 800 0283 25 720 0140 20 45CSAH 50 at Icenic Trail EB058 610 668 4.4 A 0.5 A0.0 00.8 A 240 20 580 0 00 00 0 00 0WB0 0578 5780.0 03.8 A 3.4 A 3.8 A 2.2 A00 00 0 00 00 0250020NB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0SB0 0 0 0 0.0 00.4 A 1.2 A 0.8 A00 00 0 00 00 0340 20 20CSAH 50 at CSAH 9 (Signal) EB061 410 471 17.8 B 24.8 C 7.7 A 20.3 C 500 31 810 0679 89 1630 0300 37 97WB0148 458 606 22.2 C 21.1 C 6.8 A 18.9 B 24.9 C 275 65 1510 0861 96 1790 0290 36 99NB 148 291 84 523 42.4 D 44.0 D 17.4 B 39.3 D 6569 9015 % 43 % 350 24447443 %075 33100SB 95 120 268 38 521 25.2 C 26.1 C 26.8 C 3.4 A 24.4 C 535 101 1970 0536 125 2360 0 00 0CSAH 9 at Heritage Dr/Icenic Tr EB0 0 0 0 0.0 00.3 A 4.0 A 2.8 A00 00 0 00 00 0340 21 56WB0 0 0 0 0.0 0 0.0 03.3 A 3.3 A 1.7 A00 00 0 00 00 0185 20 51NB 85 357 108 550 5.1 A 1.6 A 1.6 A 2.1 A 315 25 690 0 00 00 0130 20 20SB052 434 486 3.5 A 0.6 A 0.2 A 0.8 A 190 20 460 0 00 00 0130 20 20CSAH 9 at Itea Ave/LME Access EB0 0 0 0 0.0 0 0.0 03.8 A 3.8 A00 00 0 00 00 0180 21 55WB014 3 17 21.8 C 17.2 C 5.8 A 9.7 A 2.0 A00 00 0347 20 390 055 2049NB 63 312 13 388 2.8 A 0.7 A 0.2 A 1.0 A 300 20 480 07820200 0 00 0SB 157 42 438 47 684 3.7 A 4.6 A 1.5 A 1.0 A 1.7 A 300 32 950 0 00 00 0 00 0CSAH 9 at Indiana Ave/194th St EB0 0 0 0 0.0 01.3 A 4.8 A 4.7 A00 00 0 00 00 0110 52119WB0 0 0 0 0.0 0 0.0 03.2 A 3.2 A 2.2 A00 00 0 00 00 0280 20 46NB 88 408 46 542 4.3 A 1.1 A 0.9 A 1.6 A 315 25 640 019290200 0200020SB040 394 434 3.0 A 1.1 A 0.2 A 1.2 A 260 20 380 0 00 00 0 00 0Indiana Ave at LNHS Student Parking Lot DrivewayEB0 0190 1900.0 00.8 A 0.2 A 0.7 A00 00 0 00 00 0 00 0WB052 90 142 2.6 A 0.5 A0.0 01.3 A 2.5 A 65 20 510 0 00 00 0 00 0NB 1000101 201 7.0 A 1.6 A 4.3 A 5.5 A00 00 068 49800 0 00 0SB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0NOTES 1. If the reported queue is greater than zero (0), but less than 20 ft, a minimum of 20 ft is reported.2. Block Percentage is proportion of analysis time (1 hour) the storage lane or through lane is blocked or blocking.3. Multiple storage lanes of different length are averaged together to show the "Effective Storage Length" per lane.Vehicle Queing Information (feet)IntersectionApproachDemand VolumesHigh School Dismissal Peak HourLOS ByApproachLOS ByIntersectionLeft Turn Lane Through Lane (s) Right Turn LaneDelay (s/veh)
Lakeville School Traffic Study7452040 Build ConditionsPM Peak HourU L T R Total U LOS L LOS T LOS R LOSDelay(S/Veh)LOSDelay(S/Veh)LOSStorage(feet) 3Avg.Queue(feet) 1MaxQueue(feet) 1% BlockThru (2)---->% BlockLeft (2)<----Link Length(feet)Avg.Queue(feet) 1MaxQueue(feet) 1% BlockRight (2)---->% BlockThru (2)<----Storage(feet) 3Avg.Queue(feet) 1MaxQueue(feet) 1Ipava Ave at Indiana Ave EB028 68 96 5.5 A 8.3 A 2.7 A 6.3 A00 00 0363 26 580 090 20 42WB013 32 45 5.3 A 6.7 A 3.0 A 4.4 A 7.8 A00 00 0722 21 510 0105 22 59NB 25 260 22 307 7.3 A 11.0 B 6.7 A 10.4 B 90 20 420 01109 36 700 075 20 44SB068 178 246 5.9 A 9.0 A 2.6 A 7.3 A 90 27 550 0437 38 760 055 2246Ipava Ave at LNHS Driveway (North) EB04 1 5 3.8 A 4.7 A 3.3 A 3.9 A00 00 0305 20 310 0 00 0WB04 1 5 4.1 A 4.9 A 3.2 A 3.3 A 8.0 A00 00 0213 32 590 0 00 0NB 6 238 11 255 4.0 A 7.8 A 2.5 A 7.5 A 115 20 260 0733 27 570 0 00 0SB029 192 221 7.1 A 10.5 B 5.0 A 10.0 B 105 20 350 01109 34 730 0 00 0Ipava Ave at LNHS Driveway (South) EB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0WB0707 5.9 A0.0 03.1 A 3.8 A 1.9 A00 00 0160 20 520 0 00 0NB0238 26 2640.0 00.3 A 0.2 A 0.3 A00 00 0 00 00 0 00 0SB048 149 197 4.9 A 3.5 A0.0 03.8 A 125 20 320 0 00 00 0 00 0Ipava Ave at LNHS Overflow Parking Lot Driveway EB0202 5.3 A0.0 02.6 A 3.1 A00 00 0228 20 330 0 00 0WB05 1 6 6.3 A 9.5 A 2.9 A 3.9 A 0.5 A00 00 0136 20 370 0 00 0NB 32 247 5 284 1.5 A 0.3 A 0.3 A 0.4 A 70 20 280 0 00 00 0 00 0SB06 142 148 1.7 A 0.1 A 0.1 A 0.2 A 125 20 220 05890200 0 00 0Ipava Ave at Ames Arena Driveway (North) EB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0WB014014 5.8 A0.0 03.1 A 3.4 A 1.1 A00 00 0122 34 680 0 00 0NB0184 13 1970.0 00.2 A 0.1 A 0.2 A00 00 0 00 00 0 00 0SB025 125 150 1.7 A 0.4 A0.0 00.6 A00 00 0518 20 540 0 00 0Ipava Ave at Ames Arena Driveway (South) EB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0WB016016 5.2 A0.0 02.8 A 4.0 A 1.4 A00 00 0153 22 460 0 00 0NB0179 32 2110.0 01.8 A 1.1 A 1.7 A00 00 0 00 00 0 00 0SB012 127 139 1.5 A 0.3 A0.0 00.4 A 125 20 260 0 00 00 0 00 0CSAH 50 at Ipava Ave (Signal) EB031 714 745 12.9 B 11.8 B 3.1 A 10.7 B 250 20 440 0649 101 2040 0250 20 55WB034 617 651 14.2 B 10.1 B 3.6 A 9.5 A 11.7 B 260 20 620 0791 75 1780190 260 20 59NB 67 88 55 210 19.2 B 23.3 C 11.6 B 18.8 B 175 34 870 0250 55 1390 0 00 0SB053 68 121 18.0 B 22.7 C 4.7 A 18.2 B 150 25 740 0283 35 890 0140 20 33CSAH 50 at Icenic Trail EB092 726 818 5.1 A 0.7 A0.0 01.2 A 240 26 720 0 00 00 0 00 0WB0 0571 5710.0 04.9 A 4.5 A 4.9 A 2.6 A00 00 0 00 00 0250 20 26NB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0SB0 0 0 0 0.0 00.6 A 1.6 A 1.5 A00 00 0 00 00 0340 20 45CSAH 50 at CSAH 9 (Signal) EB0109 449 558 23.9 C 35.6 D 14.8 B 28.9 C 500 55 1380 0679 126 2180 0300 58 151WB0250 422 672 33.5 C 27.2 C 9.7 A 25.1 C 69.5E275 1282420 0861 100 2020 0290 56 120NB 134 437 127 698 246.2F246.8F217.0F241.5F6567 9013 % 70 % 3501057 109670 %075 46100SB 105 174 419 81 779 44.5 D 45.8 D 33.4 C 4.3 A 33.5 C 535 172 34601 % 536 205 401 1 %0350 20 225CSAH 9 at Heritage Dr/Icenic Tr EB0 0 0 0 0.0 00.4 A 6.9 A 5.4 A00 00 0 00 00 0340 33 84WB0 0 0 0 0.0 0 0.0 04.6 A 4.6 A 2.4 A00 00 0 00 00 0185 33 76NB 103 533 192 828 7.2 A 1.8 A 1.9 A 2.5 A 315 30 770 0 00 00 0130 20 23SB0109 659 768 5.7 A 0.9 A 0.2 A 1.4 A 190 30 810 016600 0 0 0130 20 28CSAH 9 at Itea Ave/LME Access EB0 0 0 0 0.0 0 0.0 05.4 A 5.4 A00 00 0 00 00 0180 20 55WB028 2 30 36.4E20.1 C 7.8 A 15.5 C 2.5 A00 00 0347 22 97 2 % 1 % 55 2972NB 19 585 20 624 4.0 A 0.7 A 0.3 A 0.8 A 300 20 340 016600200 0200020SB 79 57 766 15 917 4.8 A 5.6 A 1.7 A 1.0 A 2.0 A 300 34 750 0 00 00 0 00 0CSAH 9 at Indiana Ave/194th St EB0 0 0 0 0.0 00.8 A 6.2 A 6.1 A00 00 0 00 00 0110 48103WB0 0 0 0 0.0 0 0.0 04.2 A 4.2 A 2.3 A00 00 0 00 00 0280 20 61NB 98 589 54 741 8.1 A 1.4 A 1.3 A 2.3 A 315 32 830 0 00 00 0200 20 20SB050 727 777 4.2 A 1.1 A 0.3 A 1.2 A 260 20 540 0 00 00 0250020Indiana Ave at LNHS Student Parking Lot Driveway EB0 0155 1550.0 00.5 A 0.1 A 0.5 A00 00 0 00 00 0 00 0WB044 103 147 2.4 A 0.6 A0.0 01.1 A 1.2 A 65 20 330 0 00 00 0 00 0NB 11036 47 5.1 A0.0 03.2 A 3.6 A00 00 058 27580 0 00 0SB0 0 0 0 0.0 0 0.0 0 0.0 00.0 A00 00 0 00 00 0 00 0NOTES 1. If the reported queue is greater than zero (0), but less than 20 ft, a minimum of 20 ft is reported.2. Block Percentage is proportion of analysis time (1 hour) the storage lane or through lane is blocked or blocking.3. Multiple storage lanes of different length are averaged together to show the "Effective Storage Length" per lane.PM Peak HourLOS ByApproachLOS ByIntersectionLeft Turn Lane Through Lane (s)Demand VolumesDelay (s/veh)IntersectionApproachVehicle Queing Information (feet)Right Turn Lane
Lakeville School Traffic Study2040 Build ConditionsAM, School Dimissal, and PM Peak HoursL T R Total L LOS T LOS R LOSDelay(S/Veh)LOSDelay(S/Veh)LOSStorage(feet) 3Avg.Queue(feet) 1MaxQueue(feet) 1% BlockThru (2)---->% BlockLeft (2)<----Link Length(feet)Avg.Queue(feet) 1MaxQueue(feet) 1% BlockRight (2)---->% BlockThru (2)<----Storage(feet) 3Avg.Queue(feet) 1MaxQueue(feet) 1CSAH 50 at CSAH 9 (Signal) EB046 295 341 17.3 B 18.5 B 4.9 A 16.0 B 500 24 700 0679 60 1310 0300 20 60WB076 410 486 18.4 B 18.9 B 6.1 A 16.0 B 20.0 C 275 39 880 0858 95 1840 0290 35 86NB 148 421 108 677 20.8 C 30.1 C 10.7 B 25.0 C 150 6816804 % 350 113 222 4 %0 00 0SB 133 261 55 533 23.6 C 24.7 C 3.4 A 21.8 C 535 98 2020 0536 116 2250 0 00 0CSAH 50 at CSAH 9 (Signal) EB061 410 471 16.9 B 14.5 B 5.7 A 12.8 B 0.0 0 500 30 770 0679 68 1380 0300 31 93WB0148 458 606 31.1 C 19.2 B 6.0 A 19.3 B 20.0 C 275 80 1660 0858 89 1640 0290 32 82NB 148 291 84 523 23.6 C 30.3 C 8.7 A 24.9 C 0.0 0 150 671511 %0350 82 1840 0 00 0SB 120 268 38 521 24.0 C 28.9 C 3.4 A 25.3 C 0.0 0 535 98 1920 0536 127 2550 0 00 0CSAH 50 at CSAH 9 (Signal) EB0109 449 558 25.7 C 29.8 C 13.0 B 25.3 C 500 55 1250 0679 107 1840 0300 56 125WB0250 422 672 53.3 D 25.6 C 9.6 A 30.3 C 27.8 C 275 1602994 %0858 102 2610 0290 53 110NB 134 437 127 698 30.0 C 33.9 C 17.9 B 30.3 C 150 711731 % 3 % 350 145 258 3 %0 00 0SB 174 419 81 779 30.5 C 26.6 C 3.6 A 24.8 C 535 133 2580 0536 178 3220 0350 20 82School Dismissal PM Peak HourAM Peak HourVehicle Queing Information (feet)Right Turn LaneLeft Turn Lane Through Lane (s)IntersectionApproachDemand Volumes Delay (s/veh)LOS ByApproachLOS ByIntersection