HomeMy WebLinkAbout6. Highway 52 Study . � � t . � . � � .. .
City of Rosemount
Executive Summary for Ac�ion
City Council Meeting Date: Navember 2 1993
Agenda Item: Trunk Highway 52 Corridor Agenda Sectioa:
Study OLD BUSINESS
Prepared By: Ron Wasmund Agenda No:
Acting City Administrator ��Cl1A � �
C�ifl
Attachmeats: Planning Staff Memo; Hearing Approved y:
Notice & Mailing List; Hwy 52 ��'
Study
On Tuesday Mr. Robert Byers of SEH, Inc. will provide a brief
overview of the Highway 52 Corridor Study. The study will be
incorporated into the City' s Comprehensive P1an as an enhancement
to the existing transportation element. Since this is considered a
Comprehensive Guide P1an Amendment it will be necessary ta follow
the legal process required for these amendments. Therefare, it is
my recommendation that the City Council accept the document at this
meeting and refer it to the Planning Commission for review and
recommendation.
The City is working with MnDOT and the City of Inver Grove Heights
to accomplish immediate improvements through the cooperative
agreement program. Because of new funding review requirements that
involve the Metropolitan Council,MnDOT is requesting that this
study be incorporated into the City' s Comprehensive Plan. In order
to meet funding deadlines for MnDOT' s next fiscal year this task
should be completed in early December. Therefore, we are
recommending that the Council proceed immediately with a public
hearing on November 16, 1993 . Notices will be ma.iled to all
property owners within one-half mile of the Highway 52 corridor.
Recommeaded Action: MOTION to accept the Highway 52 Corridor
Study and to refer it to the Planning Commission for review and
recommendation.
- and -
MOTION to set a public hearing for the Highway 52 Corridor Study ``�,,
on November 16, 1993 at 8: 00 p.m. , or as soon thereafter as
possible.
City Couacil Action:
il/02l93.002
. ,
i�� o osemoun�
PkONE (&12)423-44tt 2875-145th Street West,Rosemount,Minnesota MAYdR
FAX (612)4235203 Mailing Address Etlward B.McMerwmy
P.O.Boz 51Q Aosemount,Minnesota 5506&0510 COUNCIIMEMBERS
Sheila Klsssen
James(Red)Staats
Harry Wilicox
T�: Mayor E.B. MCM@I1011ly Dennis Wippermann
City Council Members Klassen, Staats, Willcox, and Wi Qj'jj]$nj] AOMINISTRATOR
• pP Stephan Jilk
FROM: Lisa �5reese, Director of Planning
Bud Osmundson, City Engineer
DATE: October 29, 1993
5�3: Highway 52 Corridor Study; Referral to Planning Connmission; Set Public
Hearing ,
'The Highway 52 Comdor Study is a joint effort with the Minnesota Department of
Tiansportation (MnDOT�, Dakota County, City of Inver Grave�Ieights, and the City of
Rosemount. The study was undertaken in response to a number of problems aiong the highway
comdor, including continued industrial growth, a large number of accesses and driveways
directly onto the highway, a significant number of turning movements, heavy traffic volumes,
several raiiroad crossings, occasional accidents, and a large amount of heavy truck traffic, some
of them with flammable materials. The purpose of the study is to address these problems and
determine what type of roadway is required to handle future traff'ic volumes.
In addition to numerous meetings with�various agencies, there have been two infonnational
meetings with businesses and industries along the corridor. The businesses and industries have
been supportive of the study and have expressed concern that improvements be made to the
corridor as soon as possible. A letter will be sent to the businesses and industries along with the
hearing notice to provide them with an update of activities.
STUDY RECOMIV�NDATIONS
The study recommends phased improvements for the immediate (1994), interim (5 years), and
ultimate (20 years). Some specific immediate improvements being proposed are:
i) installation of traffic signals at.the intersection of Highway 52 and 117th Street;
2) extension of the frontage road from Iioch Refining noith tu 117th Street;
3) closure of selected median crossings; and
. 4) addition of acceleration lanes.
Long term improvements would continue the trend of consolidating accesses, closing median
crossings, extending frontage roads, and constructi.ng interchanges at major roadway intersections ��
of Highway 52.
�ver��htngs �oming ��� CJ�,osemounl�/
�
. � . 1�.e<vC�Mnan.. �� . � �
� ' IiWY 52 Corridor Study
October 29, 1993
Page Two
The City Council will be asked to consider several additional actions over the next couple of
months:
1) approve the Iiighway 52 Corridor Study;
2) incorporate the study as comprehensive guide plan amendment into Update 2000;
3) adopt a resolution regarding a Cooperative Construction Agreement between the City and
MnDOT pertaining to the construction of improvements along the frontage road witlun the
City of Rosemount i:n 1994; and
4) Prepare final plans for 117th Street and related improvements and prepare official map for
right-of-way acquisitions in Rosemount.
It is important that these actions be taken in the next couple of months. If the phase one
improvements, consisting of improvement of 117th Street and extending the frontage road, are to
be constnicted next year. Following a presentation by Robert Byers of Short-Elliot-Hendrickson,
staff recommends setting the public hea.ring for November 16, 1983 and referring the study to the
Planning Commission for recommendation.
�,
��� o osemoun�
PHONE (612j 423-4411 2875•145Fh Street West,Rosemount,Minnesota MAYOR
FAX (612)42&5203 Mailing Address. Edward B.MCA+lenomy
P.O.Box 510,Rosemount,Minnesota 55068-0510 COUNCILMEMBERS
Sheila Kiassen
James(Re�Staats
Narry Wilicox
Dennis Wippetmann
ADMINISTRATOR
Steph8n Jilk
Public Notice
MINOR COMPREHENSIVE GUIDE PLAN AMENDMENT
HIGHWAYS2 CORRIDOR S7TIDY
PUBLIC NOTICE IS HEREBY GIVEN, the City Cauncil of the City of Rosemount wi.11 hold
a public hearing on Tuesday, November lb, 1993 in the Council Chambers of the City
Hall, 2875 145th Street West, beainning at 8:00 p.m. or as soon thereafter as possible.
The purpose of this hearing is to receive public input and comments on the �iighway 52
Corridor Study conducted jointly with the Minnesota Department of Transportation, Dakota
County, and the Cities of Inver Grove Heights and Rosemount. This study concluded that
the functional classification of the Highway should be a Frincipal Arterial with freeway
design standards. Based on this classification the study proposes an Implementation Plan
for roadway improvements that will provide for the gradual development of a frontage road
and interchange system to achieve this design standard.
A copy of the study is a available for public review at City Hall. Persons wishing to
comment on this study are encouraged to submit written comments to the City of
Rosemount Plaruung Department, 2875 145th Street VJest, Rosemount, MN 55068 or ta
testify at this meeting on 1�uesdav, Navember 16 1993 at 8•04 n m.
Dated this 29th day of October, 1993.
Susan M. Walsh, City Clerk
City of Rosemount
Dakota County, Minnesota
.�
�ver�l�ing's �oming �Ut,�i �Jlosemount/�
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!
•
TRUNK HIGHWAY 52 CORRIDOR STUDY
�
� Highway 52 Corridor Task Force:
City of Inver Grove Heights
City of Rosemount
a Dakota County
Minnesota Department of Transportation
•
SEH File No. A-MNDOT2108
� October 1993
�;
�
SHORT ELLIOTT HENDRICKSON INC.
• �.SEN
�UITIDISCIPLINED. I
SINGLE SOURCE.
� �I
�
-
- 3535 VADNAIS CENTER DRIVE,200 SEH CENTER,ST.PAUL,MN 55110 6i2 490-2000 800 325-2055
� - ARCHITECTURE • ENGINEERING • ENVIRONMENTAL • TRANSPORTATION
October 15, 1993 RE: Inver Grove Heights, Rosemount, Minnesota
� Highway 52 Corridor Study
SEH File No. A-MNDOT21D8
Thomas Link, Director of Development & Protective Services
* City of Inver Grove Heights
8150 Barbara Avenue
Inver Grove Heights, Minnesota
Dear Mr. Link:
i The completed Highway 52 Corridor Study is attached for your review and comments. The
report presents long term (20 year) and short term (5 year) roadway improvement strategies for
the corridor. Details are also included regarding the immediate improvements recommended to
address the safety and operational concerns until the short and long term improvements can be
implemented.
�
The report includes revisions and additions to address the comments provided by the Task Force
members regarding the August 17th Draft Report. I enjoyed working with you and the Task
Force on this interesting project. Please call me if you have any questions or if you would like
any additianal assistance with the implementation of the report recommendations.
i
Sincerely,
I �v���
�'7�
� Robert H. Byers, P.E.
Transportation Engineer
Enclosure
i
c: Highway 52 Task Force Members:
Gary Johnson - Director of Public Works, Inver Grove Heights
Bud Osmundson - City Engineer, Rosemount
� Lisa Freese - City Planner, Rosemount
John Tocho - Transportation Planner, Dakota County
Ruth Ann Sobnosky - Project Manager, Mn/DOT Metro District
SHORT ELLIOTT
+ HENDRICKSON INC. MINNEAPOLIS,MN ST CLOUD,MN CHIPPEWA FALLS,WI MADISON,WI
�
TABLE OF CONTENTS
�
Letter of Transmittal
� Table of Contents
� Study Findings and Recommendations . . . . . . . . . . . . . 1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Background
� Study Scope
Study 1 - Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Data Collection
� Existing Characteristics
future Traffic Forecasts �
Functional Classification
Study 2 - Implementation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
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Phase I - Immediate (1994) Improvement Concepts
Phase II • Short Term (1997) Improvement Concepts
Phase III - Long Term (2013) tmprovement Concepts
� Public lnformational Meetings . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Implementation Process . . . . . . . . . . . . . . . . . . . . . . . 21
Immediate Improvements
� Short and Long Term tmprovements
Appendix A: Task Force Meeting Minutes
� Appendix B: Metropolitan Council Functional Classification Criteria
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STUDY EXHIBI�'S
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Exhibit I - General Location & Corridor Limits
Exhibit II - Existing Land Uses
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Exhibit III - Koth Refining Company Employee Departure Times
Exhibit IV - Employee Travel Distribution
� Exhibit V - Refined Traffic Analysis Zones
Exhibit VI - 1993 Average Daily Traffic (ADT) with
Forecasted 1997 & 2013 ADTs
Exhibit VII - Corridor Development Constraints
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Exhibit VIII - Accident History at US-52/117th St.
Exhibit IX - Comparisons to Mn/DOT Forecasts
� Exhibit X - Phase I Improvements
Exhibit XI - Layout for Mn/DOT Staff Approval
Exhibit XII - Concept Layout Cost Estimate
� Exhibit XIII _ Phase ll Improvements
Exhibit XIV - Proposed 117th Street Irrterchange
Exhibit XV - Phase III Improvements
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STUDY FINDINGS AND RECOMMENDATIONS
� The study has found that Highway 52 is experiencing relatively rapid traffic growth. The
intersection of US-52 at 117th Street has an extensive accident history due in large part to the
high proportion of heavy commercial vehicles which travel through the intersection. Many of the
accidents are right angle type accidents which are considered the most preventable by the
installation of a signal. Safety is a major consideration for vehicles accessing US-52 especially
� from the west frontage road since many of these commercial vehicles are related to the movement
of petroleum products from the Koch Refinery.
From a longer term prospective, there is a consensus that US-52 should continue to be classified
as a principal arterial. It has regional significance in being a primary north-south connection
between the Twin Cities and the eities of Northfield and Rochester. A number of industries
a which serve regional needs are located within the corridor. Koch Refining Company, the Pine
Bend Land Fill, NSP (fuel oiI terminal), Cenex Terminal, Pabst Meats and a number of regional
_ trucking companies are located immediately adjacent to the corridor. The highway's importance
is also related to the wide spacing of Highway 52 from I-3S to the west and Trunk Highway 61
to the east.
� Highway 52 originally was designed as a rural trunk highway. As the area continues to take on
a more urbanized character, US-52 will ultimately need to transition to a limited access freeway
type roadway with interchanges at the major junctions with other Trunk Highways and signi�cant
County Roads. Due to the characteristics of the existing and projected traffic,the roadway should
continue to primarily serve a mobility function with local land access as a secondary '
� consideration.
The project programming process and funding constraints may require a long period to accomplish
the transition to a limited access freeway. In the interim,strategies of consolidating frontage road
access, closure of cross-overs and limited signalization should be used. Options such as official
corridor mapping and local plan review processes by the Cities should be used where possible to
� ensure that the future ultimate design is not compromised by subsequent development or other
incompatible roadway improvement decisions.
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The current situation near Koch Refining Company requires immediate action. The Task Force
should continue to work toward achieving a Mn/DQT staff approved layout to implement a
� cooperative agreement for the necessary improvements. The following improvements are
recommended:
* Signalization of the US-52 / 117th Street intersectian.
* Extension of the west frontage road in front of the Koch Refinery northwards to
� connect with 117th Street. The extension should be aligned to accommodate the
placement of a future folded diamond interchange at 117th Street.
* Widening of 117th Street to provide left and right turn lanes at US-52. Addition
of extended and improved northbound and southbound right turns lanes on US-52
� to 117th Street.
* Closure of the existing north direct access from the west frontage road to US-52.
* Closure of the US-52 cross-over at the south entrance of the west frontage road.
� * Closure of the old Solberg site access immediately south of the south entrance of
the west frontage road.
* Addition of a southbound acceleration lane on US-52 fram the south entrance of
the west frontage road.
� It should be noted that the Corridor Task Force was aware of efforts by the Metropolitan Airports
Commission and the Metropolitan Council to study potential future sites for a relocated Twin
Cities International Airport in Dakota County. All three potential search-areas for the sites are
in the immediate area of the US-52 corridor. It was felt that the impacts from such a move would
introduce extensive and far reaching impacts which were beyond the scope of this study.
� Although a decision is not anticipated for some time,the principal arterial function and the limited
access freeway design envisioned for US-52 would be cornpatible with a relocated airport.
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INTRODUCTION
i Background
In 1990, the cities of Inver Grove Heights and Rosemount recognized that operational problems
existed in the Highway 52 corridor. The growth of traffic volumes on US-52 and increasing auto '
and heavy truck trips from surrounding industries prompted a need to examine vehicle conflicts,
�, access and general operations. The high volumes of traffic, combined with the large percentage
of heavy commercial vehicles and the high speeds of traffic along the corridor (55 mph speed
limit) make it difficult for drivers to access the highway.
A Task Force was organized to examine the land use development phasing and roadway
improvement staging issues. The Task Force includes representation from the following agencies:
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City of Inve"r Grove Heights
City of Rosemount
Dakota County
Minnesota Department of Transportation
� The Task Force began studying the overall corridor issues in 1991-92. Shortly thereafter, Koch
Re�ning Company also began to examine specific access issues from their site'to Highway 52.
Koch Refining is a major industry located on the west side of US-52 near the US-52 / TH-55
junction. The company generates a significant volume of heavy commercial and passenger car
traffic in this area.
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Many of the existing operational deficiencies near the US-52/TH-55 junction were documented
as part of a study performed for Koch Refining Company by SEH which was published in
November 1992. After examining the current and future expansion plans of Koch,the SEH study
recommended signalization of the US-52 / i 17th Street intersection as well as a number of
` changes to the western frontage road system in front of Koch Refinery.
This Corridor Study was initiated by the Highway 52 Task Force to address existing safety and
operational concerns and to determine how interim improvements could be initiated consistent
with the longer term needs within the corridor. '
� The limits of the corridor were defined as extending from US-56(Concord Avenue)orr the north,
to the northern city limits of the City of Coates on the south. The corridor width was set to
approximately 1 mile either side of Highway 52. Exhibit I illustrates the corridor location in
relation xo the metropolitan area.
iThe northern boundary was determined to avoid overlapping the improvement initiatives which
are currently under construction north of the corridor as part of the extension of new Trunk
Highway 3 through Inver Grove Heights, the Trunk Highway 55 improvements, and the
realignment of Concord Avenue (TH-56) as part of the Arbor Pointe Development.
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� The northern third of the corridor resides in the City of Inver Grove Heights, while the remaining
two thirds is in the City of Rosemount. Trunk Highway 55 forms a junction with Highway 52
at approximately the midpoint of the corridor. Trunk Highway 55 connects with the City of
Hastings approximately 7 miles to the east of US-52.
The operations have continued to deteriorate at the Koch access to US-52 to the point where daily
� assistance is now needed from tne State Highway Patrol in the afternoons to direct traffic at the'
southern Koch frontage road and allow access for Koch xraffic onto US-52. Although this need
is currently generated by the influx of construction contractor employees related to Koch
expansion projects, it is indicative of other frequent congestion situations with maintenance
operations during the year. Koch anticipates that the expansion activities at their facility will
� continue for some tirne to come.
The Carridor Task Farce has desired to implement improvements to alleviate the existing
congestion and operational problems as soon as possible. However, it was recognized that an
overall long range improvement plan was also needed since there were,other larger issues in the
corridor. The strategy of resolving corridor level issues could affect how interim improvement
� measures are staged and implemented today.
Study Scope
The study was split into two portions to best meet the administrative objectives of the Corridor
� Task Force members. Study 1 included much of the analytical and evaluation transportation
planning activities. Study 2 primarily was aimed at the development of the long term
improvement alternatives and an implementation strategy to integrate the interim and long term
improvements.
Study 1 included the tasks of collecting land use and employment data, recent traffic counts and
• accident reports. This information was used to update the Dakota County Transportation Model
for existing operations evaluations, and for future traf�c forecasting. The objective of Study 1
was to achieve a consensus regarding what the functional classification should be for the US-52
corridor and what type of general design configuration should be used to support the classification.
� Study 2 developed long term corridor alternatives to support the agreed upon functional
classification, Intersections, highway access and cross-overs,frontage roads, railroad crossings,
interchange placement and other roadway extensions were investigated. Interim improvements
were developed and preliminary layouts were developed with the assistance of the Dakota County
electronic topographic mapping data. Strategies were then developed for processing a concept
layout of the interim improvements to obtain a Mn/DOT staff approved layout for'funding and
i construction. :
During the study, informational meetings were held with local affected property owners and
businessmen to discuss the study long term and short term improvement alternatives. Comments
and concerns were discussed. These items are summarized in the final section of this repart.
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STUDY 1 - PLANNING
! Data Collection
A considerable amount of traffic count data, delay information and accident histories were ,
immediately available as part of the previous Koch Refining Company US-52 Access Study. This ;
information was supplemented by recent Mn/DOT and Dakota County traffic counts, accident
�, data,Mn/DOT tra€fic forecasts, and local aerial photography.
Updated land use information was collected from the Cities of Inver Grove Heights and
Rosemount. Detailed parcel based existing and future uses were discussed with both cities. Local ',
business owners were contacted and surveyed regarding future development and expansion plans.
• Information was also gleaned from related studies in the corridor area. These studies included:
* Rosemount Western Transportation Plan
Prepared by the OSM consulting firm for the City of Rosemount, this study
� examinedtraffic issues throughout the western portion of the City. Updated land
uses from this study were incorporated into the corridor study to account for
traffie growfh due to development just outside the corridor.
* Inver Grove Heights Arbor Pointe Development
i This area is located just north of the corridor and includes the development of_
1,250 residential dwelling units (multi and single family) as well as 680,000
square feet of commercial development. A number of roadway improvements are
planned as part of the development including a new interchange on US-52 and the
realignment and abandonment of old Concord Avenue (US-56) at US-52.
� * University of Minnesota Research Facility
A study is underway to consider alternatives in changes of use and development
for part of the University Research Facility property. The property is located
generally south and west of US-52 / CSAH-42. Most of the development
� alternatives are examining options just east of Biscayne A�enue in Rosemount
(just south of CSAH-42). Uses include residential dwellings, business park
developments and some minor amount of neighborhood commercial. No actions
can be taken by the University until the decisions are complete regarding the new
Airport siting are finished in 1996.
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* Rosemount Business Park and CMC property
� The City of Rosemount is considering the development of a business park located
in the southeast quadrant of CSAH-42 and TH-3. ` The Phase I (1994-95)
development is planned to include approximately 57 net acres of commercial and
light industrial uses, with subsequent phases adding an additional 216 net acres.
The CMC Heartland Partners are proposing a 330 acre development northeast of
� CSAH-42/TH-3. The site will be developed as low density residential totaling ,
approximately 900 residential units. A small portion af the development, ,
approximately 10 acres at CSAH-42 and TH-3,will be developed as commercial
retail uses.
� Existing Characteristics
Land Uses
The corridor is characterized by primarily industrial and agricultural uses. There is a ,
• concentration of single family residential uses in the northwestern corner of the corridor'near
lOSth Street, and the southern end of the corridor is mostly agriculturaL Exhibit II shaws a
generalized existing land use map of the area including the locations of major businesses.
The industrial firms within the corridor employ almost 1,500 persons 'with Koch Refining
Company empioying almost two thirds of the total (about 900 permanent employees). Other
� major employers in the area include Cenex/I.and O' Lakes, Continental Nitrogen Resources
Corporation, CF Industries, Ferrellgas, Wayne Transport, BFI, Vision Energy, and Pabst Meat
Supply. The Dakota County Technical College southwest of US-52 / CSAH-42 is a major
employer (400 staff, 1,400 students) not included in these corridor employment figures ,
Koch Refining Company also employs regular construction contractors having approximately 350-
500 employees. There are an additional 600 contractors working on the Clean Fuels project
� expansion. Also, Koch periodically employs hundreds of temporary workers twice a year far
periods up to a month for plant maintenance operations called "turn-araunds". A turn-around is
a large scale maintenance operation where the entire processing unit is shut down and dismantled,
then equipped with new parts and brought back into operation.
� There is considerable potential for traffic congestion when all the employees are working at the
plant at the same tirne. Fortunately,the work shift times are som�what staggered with thehighest , ,
peak occurring during the 6:00 p.m. to 6:30 p.m. time period which does not coincide with the
peak traffic on US-52 (4:30 p.m. to 5:30 p.m.). Exhibit III shows the components of employee
departures at Koch Refinery when all the various activities occur simultaneously.
� During the Koch Refining Company Study, Koch and Wayne Transports provided general
information regarding their employees homes. Exhibit IV shows the general distribution on the
area roadways. The largest proportion of employee trips are estimated to be to / from the
Hastings area via TH-55 and CR-38 / CSAH-42. The next largest directional distribution is>to
/ from the north on US-52. '
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Traffic Volumes '
� Historical traffic growth rates on US-52 and TH-55 have been in the 6-10 percent per year range
versus the statewide average growth of 3-3.5 percent per year. ',
The Dakota County Transportation Model was refined far the corridor analysis by adding some
detailed land use information and by refining the Traf�c Analysis Zones (TAZ) and computer '
roadway network. Most of the existing land uses were verified within the model with the
� exception of some smaller business. Exhibit V shows the refined zones which split the eJusting
10 zones from the Dakota County Study into 16 detailed TAZs. The smaller zones allow far '
more accurate model loadings of traf�c to the roadway system. ,
The transportation model estimates that the existing corridor land uses produce approximately
17,5(� trips per day on the average. Over half of these trips are generated by the Pine Bend
• Landfill, Cenex/B&F Distributing,and Koch Re�nery. Exhibit VI illustrates the 1993 Average
Daily Traffic (ADT)volumes as part of a comparison to the future forecasts for 1997 and 2013
{discussed in a following section). !
As might be expecfed, the surrounding industrial and commercial uses generate a signi�icant '
amount of heavy truck traffic. Special p.m. peak hour counts were taken for the Koch Study at
� US-52/117th Street. The,counts found that trucks account for over 12 percent of all the vehicles
going through the intersection,and they account for more than half of all eastbound vehicles left
turning from 117th Street to northbound US-52 in the evening rush hour. The trucks can greatly '
affect the traffic carrying capacity of an intersection due to their lengths,slower operating speeds,
and generous geometric designs which are required to accommodate their wider turning radii. ,
� Accident History
Accident data along the Highway 52 corridor was provided by Mn/DOT. As part of this study,
accidents at the frontage road accesses from Koch Refining Company and at intersection of ,
Highway 52 / 117th Street were of particular concern. A considerable accident history exists
� throughout the corridor especially at the intersection of US-52/ 117th Street. The severity rates
are high enough to justify the accident related traf�c signal warrant at 117th Street today.
At the intersection of 117th Street and Highway 52, the volume of accidents doubled between
1989 and 1990 (see F�hibit VIII). More of the accidents in 1989 and 1990 were right angle
accidents, which are considered most susceptible to prevention through signalization of the
� intersection. Three quarters of the accidents in 1990 fell into this category. In 1989, half of the ;
accidents at the intersection fell into this category. Recent accident data for most of 1992 found
that 21 accidents occurred within the corridar limits with 7 accidents at the US-52/ 117th Street ''
intersection. The traffic vqlume and accident data is significant because it demonstrates a high
level of driver e�osure when accessing Highway 52 from side streets or frontage roads.
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Operations Evaluations
� Overall the corridor operations appear to be relatively good today. The Level of Service (LOS)
- was evaluated at many of the access,intersections and frontage road entrances along the corridor. ,
The LOS is a measure of delay or volume to capacity ratio (v/c) at an intersection or on a given ,
segment of roadway measured on a scale from A (best condition) to F (worst eondition).
Most intersections in the Twin Cities metropolitan area are designed to operate at LOS D,during
� the p.m. peak hour of traffic. LOS A describes a very free flowing traffic condition, where traffic
at an intersection never has to wait through more than one signal cycle to get through an
intersection, and delay at that intersection is very minimal. LOS F describes a very congested
intersection, where there are long queues of traffic waiting to get through the intersection, and
drivers frequently have to wait through more than one signal cycle to get through the intersection.
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The corridor delays are concentrated at the frontage road entrances at Koch Refinery and at the
US-52/ 117th Street intersection. Although delays are incurred at these locations, the Levels of
Service (LOS) are all better than LOS C.
Delay studies were performed during the Koch Traffic Study at US-52/ 117th Street. The studies
1 were conducted for both off-peak and peak hours. The delay time for vehicles stopped at the
intersection were measured and found to be at moderate levels.
Observations during the delay studies did reveal the need for drivers on 117th Street to drive
aggressively to access US-52 which reduces the actual measured delays and increases the accident
� potential. The observations found that if vehicles are required to stop in the median area, the
length of time they must stop is significant. This is particularly a problem if the vehicle is a
commercial truck occupying much of the intersection area and requiring a longer acceleration
distance to merge onto US-52. Trucks stopped in the median block north and southbound left turn
movements and have been observed blocking north and southbound through movements as well. ,
• Future Traffic Forecasts
Qevelopment Constraints
Future development within the corridor is severely limited. Exhibit VII shows the magnitude of
� these development constraints. A large portion of the area in the City of Inver Grove Heights and ;
a portion of Rosemount are restricted by critical area regulations along the Mississippi River. ,
There are also very large blocks of property owned by the Pine Bend Landfill,Koch Refinery and
the University of Minnesota.
Most of the Highway 52 Corridor is currently outside the boundaries of the Metropolitan Urban
� Service Area(MUSA). This status is not anticipated to change significantly for many years with
the exception that Rosemount is interested ,in considering and expansion of the MUSA to
accommodate an industrial district along US-52 between CR-38 and CSAH-42.
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� Ground water contamination and on-site septic issues exist within the corridor. Inver Grove
Heights is extending water utility service along the west side of US-52 to 117th Street to serve
properties impacted by contamination from the Pine Bend Land Fi1L Studies are underway to
evaluate the status and capacity of the Rosemount MWCC wastewatertreatment plant located east
of US-52. The proposed industrial expansion to the MUSA in Rosemount could possibly be
served by an existing sanitary sewer interceptor which extends to the MWCC Rosemount ,
� Treatment Rlan alang the north side of CSAH-42.
, The southwest portion of the study area in the City of Rosemount is designated as agriculturaT
preserve. The agricultural preserve program allows property owners to enter into a renewable 8
year agreement to continue agricultural uses within urbanizing areas. The designation limits land
� taxation and exempts these lands from special city assessments for itnprovements such as storm
sewers or roadways, Currently, the designations of all agricultural,preserve lands in the corridor
will expire before the year 2000.
There appears to be some potential for future development within the University of Minnesota
Research Facility property. The magnitude and type of this development is dif�cult to determine
/ at this time. The University is studying a number of options which include various uses and
different levels of involvement by the University during the development process. The corridor ,
study assumed that if any of this potential is realized,it will occur beyond the 20 year timeframe.
Most development growth potential exists just outside the corridor area, primarily to the west in ,
. the City of Rosemount. Traffic from this future development plus background trafficgrowth from
other through trips on US-52 will comprise the;largest proportion of factors affecting traffic
growth in the corridor.
The Corridor Task Force was aware of efforts by the Metropolitan Airports Commission and the'
Metropolitan Council to study potential future sites for a relocated Twin Cities International
� Airport in Dakota County, All three potential search areas for the sites are in the irnmediate area
of the US-52 corridor. It was felt that the impacts from such a move would introduce extensive ,
and far reaching impacts which were beyond the scope of this study. Although a decision is not
anticipated for some time, the principal arterial function and the limited access freeway design
envisioned for US-52 would be compatible with a relocated airport.
� Forecasted Volumes
Traffic projections were developed for the year 1997 (5-years) and 2013 (20 years). Five year
forecasts are generally used for state and local capital improvements planning, while 20 year.
forecasts are used for roadway design since this is approximately the life span of pavement.
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The forecasts are based on the expansion plans from local industries, the Comprehensive Plans
of Inver Grove Heights and Rosemount, plus estimated background growth trends far through
traffic. Locally generated trips are forecasted to add about 5,000-b,000 trips per day within 5
years due primarily due to Koch Refinery expansion plans. Exhibit VI compares the 1997 and
� 2013 ADTs with the existing (1993) volumes.
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A comparison was made of the traffic historical growth trend with the projections from the Dakota ,
County Transportation model and recent forecasts performed by Mn/DOT as part of the Trunk
� Highway 3 extension project in Inver Grove Heights. As an example, Figure IX shows the
historical ADT counts taken just north of 117th Street since 1980. Highway 52 has experienced
relatively high annual growth rates in the range of 6-10 percent per year over this period. In
contrast,the state-wide average growth rate is 3 percent per year and the metropolitan average rate
is 3.5 percent per year.
� The figure also shows future 20 year projections that are based on an analysis of development
patterns in Dakota County. The resulting projected growth rates range from 2-3 percent per year
over the next 20 years. These rates are less than what is currently being experienced since it
appears daubtful that the existing high rates will be sustained over such a long period.
� Based on this analysis, the current ADT of 29,300 vehicles per day just north of 11?th Street is
expected to grow to about 42,000 - 51,000 vehicles per day in the next 20 years. This future
projected volume level compares to today's volume levels on TH-3 (Lafayette Freeway) north of
I-494 or on I-35E between Cedar Avenue and I-494.
The increase in daily traffic will also result in more traffic during the morning and evening rush
• hours. The peak hours are important to the design of the intersections on US-52. Peak hour
volumes guide the need for turn lanes and their required storage lengths as well as the type of
traffic control which is needed. Existing (1993), 1997 and 2013 a.m. and p.m. peak hour
intersection turning movement volumes were estimated for the 117th Street intersection and the
Koch Refinery frontage road accesses as well as other key areas within the corridor such as at US-
� 52 / CSAH-42. These volumes are discussed in more detail in the following sections on the -
corridor improvement concepts.
Operations Evaluations
By 1997 the delays at US-52 / 117th Street are projected to become intolerable requiring some
� type of mitigation. The remainder of the corridor appears will operate generally well, however
conflicts with vehicles entering at the many driveway and frontage road accesses will become ;T
more of a safety problem.
The necessary corridor improvements do not appear to hinge on the volumes or operations
� analysis alone. Safety and efficiency considerations will be the primary motivation to improve
and upgrade the corridor. Improvements and closures of US-52 access need to consider the
redistribution of traffic and the effects on adjacent roadways and intersections. For example,some
of the frontage road concepts developed as part of the corridor improvements below could add
traf�c to the US-52 / CSAH-42 vicinity requiring improvements in this area also.
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Functional Classification
� An important step of the corridor study was the determination of the functional classification of
Highway 52. The classificatiorr is particularly important to agencies such as Mn/DOT, Dakota
County and the Metropolitan Council since it affects how the road should be treated for a number
of planning, design and funding decisions.
In its most basic form, functional classification is a deterrnination of how a xoadway serves the
� balance between mobility and land access. For the Twin Cities metro area, the Met Council uses
a system broken down into principal arterials, minor arterials,collector and local streets. Criteria
have been developed to guide this classification (see attached Appendix B).
When these criteria are applied to Highway 52,they support the cument designation as a principal
� arterial:
Plac� Connections: Highway 52 connects to major cities outside the Twin
Cities region.
Mobility vs Access: Considerable emphasis is-placed on mobility over land
� access.
System Connections: Highway 52 has primary connections to other principal
arterials and indirectly to interstate highways.
� Trip Making: The corridor serves trips of relatively long distances.
A considerable amount of time is frequently spent debating the roadway classifications. The most
important aspect is a consideration of how the roadway fits within the overall system of roadways
and how it truly funetions regardless of the design type which has been imposed. For instance,
• many collector-type streets frequently are found to function like minor arterials when they begin
to serve greater amounts of through traffic (emphasizing mobility). When a roadway's true
function differs from its actual design, problems typically crop up.
This is somewhat the problem with Highway 52 today. Its original design as a rural trunk
� highway was to serve mobility with some local land access (having low traffic volumes). As the
urbanized area expands, the rural design with frequent �eld entrances and median cross-overs
tends to experience more operational conflicts. Both the increased intensity of local land
development and through traffic grawth are the prime contributing factors.
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There are two general design types available for the corridor which would adequately serve the
principal arterial function:
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Expressway Type
* Restricted Access
* Limited at-grade signalized intersections
' � Freeway Type
* Restricted Access
* Grade separated with railroad crossings and some
minor arterials
. * Interchanges at junctions with other principal
arterials and some minor arterials
Based on the analysis, it appears that ultimately, Highway 52 would work best with a Freeway
Type design. This conclusion is based on three considerations: 1) Future traffic volumes,,2)
Spacing criteria, and 3)Consistency with the overall existing corridor con�guration and previous
� decisions regarding limited access in the corridor.
1. Future Traffic Volumes
The projected year 2013 future traffic volumes at 117th Street and County Road 42 would
� require relatively large intersections if they were at-grade. Considerable delay would be
accrued at these intersections.
2. Spacing Criteria
There is a wide spacing between this highway and other limited access north-south
� principal arterials (like I-35).
3. Consistency
A limited access freeway design has beerr predicated by the existing interchanges at
• County Road 42 and US-52/TH-55 plus the new interchanges being constructed at TH-3
and Concord Boulevard.
The ultimate design for the corridor may be a long time in coming due to the project
programming process and funding restrictions_ An expressway design in portions of the corridor `
may be required in the interim as part of a transition to the limited access freeway. As ',
� development occurs or specific needs become apparent, smaller improvement projects ean be
staged toward the ultimate design concept.
In summary,it is recommend that the corridor continue to be classified as a principal arterial with
an ultimate limited access freeway design. The following Phase II portion of the study
summarizes the alternatives which were investigated to determine the best means to phase
� improvements and transition to the ultimate design from today's rural,trunk highway design.
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STUDY 2 - IMPLEMENTATION
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Future concept improvements were developed for three phases; irnmediate, short term and long
term. The short and long term concepts for Phases II and III represent schematic improvement
ideas which were developed with limited topographical and site data. The concepts are pot
accurate enough to establish particular alignment configurations. This will warrant further
� analysis, especially regarding impact to existing buildings and uses in the corridor.
Phase I - Immediate Improvement Concepts
A number of alternatives were studied with various sub-components. The immediate
• improvements at 117th Street are anticipated to have a life of approximately 5 to 7 years'when
the increased volume levels will require an upgrade to a folded diamond interchange. The
recommended improvement components are discussed below and Exhibit X illustrates the overall
concept layout.
Frontage RQad Extension to 117th Street
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Extending the frontage road from its present terminus at the north driveway to 117th Street is
recommended since it has several advantages`
* The extension allows for the consolidation of many individual accesses to US-52
� into one single controlled location. Traffic which is now making a left turn onto
Highway 52 from one of the Koch Refining Company driveways will have the
option of making their left turn at 117th Street, which is recommended as a
signalized intersection. It is doubtful that a traffic signal would ever be permitted
at either of the frontage road driveways.
� * The local access to US-52 would be improved for the slower commercial trucks,
thus improving overall safety.
* Automobile traffic bound for areas west of the site (i.e. Eagan, Apple Valley,
Rosemount, Burnsville, eto.) will have an alternate route via 117th Street which
• does not require the use of Highway 52.All of the travel demand in this direction :
is now required to use Highway 52, either north to 117th Street or south to
County Road 38.
* A significant amount of truck traffic currently occurs between Wayne Transports
and Koch Refining Company (approximately 160 loads per day during the peak
� seasons). All truck traffic between the two sites must currently use Highway 52.
The frontage road extension to 117th Street would eliminate many of these short
trips of heavy commercial vehicles on 117th Street.
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Signalization at Highway 52 / 117th Street
� The signalization of the Highway 52/ 117th Street intersecfion is recommended in combination
with the extension of the frontage road to 117th Street.
The Minnesota Manual on Uniform Traffic Control Devices (MMUTCD) contains information
regarding when a traffic signal is warranted. Eleven warrants are described which use traffic
volumes, delay, pedestrian volumes and accidents as criteria for evaluating the installation of
� signals. The warrants are not intended as the final justification for a:signal, but require an
engineering study which shows how the signal will improve the overall safety and operation of
the intersection.
Five MMUTCD warrants appear to apply in this situation:
�
1 - Minimum Vehicular Volume
2 - Interruption of Continuous Traffic '
8 - Combination of Warrants
9 - Four Hour Volumes
I1 - Peak Hour Volume
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The intersection of Highway 52/ 117th Street was found to meet traffic signal warrants in both
the traffic volume and the accident categories. This does not necessarily mean that a signal is
required far an intersection to operate well, but warrants are a guideline to follow when
operational problems have been identified at an intersection,and other forms of traffic control are
� not desirable.
Additional verification (and traffic counts) may be required by Mn/DOT before a signal
justification report can be prepared. A signal has a better chance of justification if mar�y of the
warrants are satisfied,and if they are solidly met rather than just barely satis�ed. A consolidation
of access at this location would further support a signal installatiorr.
�
Mn/DOT has concerns due to adding an impediment to through traffic flow, and safety concerns
of Highway 52 drivers not anticipating an isolated signal on a high speed roadway and possibly
running a red light. The Task Force agreed that a signal should be supported only as a temporary
measure. Efforts need to be pursued immediately to plan far the upgrading of the intersection to
' � a grade separated interchange design.
The high volumes of traffic, combined with the large percentage of heavy commercial vehicles
and the high speeds of traffic along the corridor (55 mph speed limit) make it very difficult and
uncomfortable for drivers to access the highway.This is evidenced more through observation of
traffic on Highway 52 or attempting to access it from an intersecting street or driveway than it
� is by reviewing the accident data.
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Driver frustration associated with waiting for the gaps in the northbound and southbound through
traffic causes drivers to:
•
* Attempt to cross all or a portion of the highway during minimal gaps.
* Use the median as a half-way point for crossing the highway, blocking the
northbound and southbound left turns from Highway 52.
� * Enter the median and block left turning vehicles.
* Enter the flow of Highway 52 traffic under limited sight distance, since vehicles
in the northbound and southbound left tum lanes restrict the view of oncoming
traffic.
� As it was mentioned previously, truck drivers have been observed crossing half of the highway,
and pausing in the median, waiting for traffic to clear in the other direction on Highway 52,
leaving their trailer or tank blocicing a through traffic lane of the highway. Given the observed
traffic conditions,the number of accidents that have actually occurred seems lower than one would
expect after witnessing many "near misses".
•
Of most concern is the high volume of flammable materials hauled by tanker semi-trucks from
Koch Refining Company and other trucking companies and industries in the area. Once entering
US-52, these trucks must immediately pull over to the right side of the highway to stop at the
railroad tracks which cross Highway 52 approximately 1,700 feet north of 117th Street. This
� movement is particularly difficult for the trucks which turn left'from 117th street to northbound
Highway 52. The truck drivers have the option of using the northbound acceleration lane next to
the median,which helps them adjust to the flow of traffic on Highway 52. Use of the acceleration
lane increases the difficulty of inerging across two through lanes between 117th and the railroad
tracks. A signal would alleviate these difficult weaving maneuvers.
� If a traffic signal were installed under today's p.m. peak hour traffic volume conditions, the LOS
at the intersection would range from B-C. After the employment is expanded to its anticipated
level at Koch Refining Company, the intersection will experience LOS C. The delay experienced
by traffic on 117th Street will be reduced, but the overall intersection LOS falls into a lower
category because of the large voIumes of traffic on Highway 52 that would be required to stop
• during the red phase of the traffic signaL
117th Street Widening
Signalization of the US-52/ 117th Street intersection will require dedicated turn lanes for adequate
operations. Dual left turn lanes are anticipated to be required for the eastbound left turn from
• 117th Street to northbound US-52. Right turn lanes are necessary on all approaches to the
intersection including a lengthening of the right turn lanes on US-52.
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Highway 52 Access Revisions
� It is recommended that the northern access from the west frontage road irr front of Koch Refinery
be closed due to its close proximity to 117th Street and the TH-55 interchange. Safety cancerns
also necessitate the closure of the cross-over at the southern west frontage road access to US-52.
There is an existing US-52 access at the old Solberg site just south of the south frontage road
access which should be closed and access should be extended from the frontage road. Finally,
it is recommended to add a southbound acceleration lane on US-52 at the south frontage road
� entrance to accommodate the high proportion of heavy trucks which need additional distance to
reach highway speeds.
Cooperative Agreement �
� Since the frontage road and US-52 are currently under Mn/DOT jurisdietion, it was anticipated
that there would be some funding participation from the state for the proposed improvements.
With the severe funding constraints affecting Mn/DOT's roadway improvement program,the Cities
of Inver Grove Heights and Rosemount initiated a cooperative agreement to develop the
improvement concept layout.
� ' A detailed layout was prepared as part of the process to reach agreement on the necessary
improvernent components. The layout with the 1993 a.m. and p.m. peak hour turning movement
volumes is shown in Exhibit XI. Rough cost estimates for the recommended immediate
improvements(excluding right-of-way costs)were also prepared and found to total approximately
$ 530,000 (Exhibit XII).
•
The concept layout was submitted to Mn/DOT in July for staff approval and determination of the
agency participation levels.
Phase II - Short Term Improvement Concepts
� The short term improvements were developed in response to the projected traffic growth and the
need to maintain adequate operations within the corridor. Exhibit XIII shows the corridor concept.
The suggested improvements include:
Folded Diamond lnterchange at US-52 / 117th Street
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The 1994 intersection improvements were found to operate poorly with the 1997 projected
volumes. Grade separation of the intersection would be consistent with the function of the
corridor. Exhibit XIV shows the 1997 a.m. and p.m.peak hour turning movement volumes at the
proposed interchange intersections.
• Frontage Roads
A portion of the west frontage road was consolidated to one entrance near the Pine Bend Motel.
The west frontage road was also extended to the south to connect with CSAH-42. A new east
frontage road is suggested to connect between CR-38 to CSAH-42.
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US-52 Access
� Due to the close proximity of CR-38 to the CSAH-42 interchange, it is suggested to close all
accesses at CR-38 on both the east and west sides. The southerly west frontage road access to
US-52 at Koch Refinery would also be closed at this time.
Phase IIF - Long Term Improvement Concepts
� The final long term improvement concept would complete the transition from the current design
to the desired limited access freeway design. Exhibit XV illustrates the concept layout.
" CSAH-42 Interchange
� The increasing volume growth and turning movements would most likely require a total
reconstruction of the old diamond interchange with US-52. The rebuild would increase the
distance between the ramp termini. Additional through lanes under the bridge would be added
and longer turn lane storage lengths would also be provided.
r Cliff Road (CSAH-32) Extension &,Interchange
The extension of Cliff Road(CSAH-32)from the west to a folded diarnond interchange on US-52
is proposed. This connection is projected to carry moderate levels of traffic,however its need is
more governed by local land access and overall roadway system considerations.
� The new interchange would be integrated within the proposed US-52 frontage road system. It is
also envisioned that a connection could be made with Inver Grove Trail to the northeast with a
possible extension up to Concord Boulevard which would no longer be connected to US-52 as part
of the proposed TH-56 realignment.
� Frontage Roads
The east frontage road would be extended from CR-38 northerly to TH-55. The cross-over `
between TH-55 and US-52 would be closed,however some type of temporary barricade might be
needed to allow continued infrequent use by Koch Refinery during the movement of heavy
equipment.
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An optional access road could be extended from the TH-55 connection road northeasterly to also
accommodate the reverse movements. Another option which was considered was to build an
overpass to connect the west and east frontage roads at the TH-55 connection road.
� Both the east and west frontage roads would be extended northwards from 117th Street to the
proposed interchange at CSAH-32. All remaining direct access to US-52 would be closed at this
time.
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At some future date, there will be a need to extend the east and west frontage roads south of
CSAH-42 to CSAH-48 in the City of Coates. Based on the anticipated land use development
� trends and traffic forecasts, this portion of the corridor will most likely be the last segment
requiring upgrading. The alignments would probably make use of the existing short segments of
frontage road in Coates while avoiding conflicts with existing development. Direet access and
median cross-overs would be closed concurrent with the frontage road development.
US-52 / Railroad Bridge
�
A bridge structure over the railroad tracks north of 117th Street is proposed as paR of the final
corridor upgrading. The crossing appears to be necessary since it will remain viable by continuing
to serve Cenex and Koch Refining Company. This railroad crossing is now the last remaining
connection across US-52 with the abandonment of the dangerous crossing near CR-38 a few years
� ago. ,
It is proposed to loop the east frontage road to a connection with the west frontage road under the
new structure due to space constraints which preclude a frontage road in front of the Cenex
development.
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�
PUBLIC INFORMATIONAL MEETINGS
� Public informational meetings were held on June 11, 1993 and September 16, 1993 with
representatives of local property owners and businessmen. Notices were previously mailed to
approximately 50 individuals with about 20-30 persons attending each meeting. After a
presentation of the study objectives and scope,the following comments and concerns were raised:
� * Future loss of access to US-52 was a concern to two local businesses located
along the east side of the highway immediately south of Concord Boulevard.
* The perceived need for northbound and southbound acceleration lanes for propane
trucks entering US-52 from Vision Energy loeated north of 117th Street near the
Pine Bend Motel was mentioned.
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* The financing of the proposed improvements was questioned, including the
possibility of any special assessments.
* The proposed extension of Cliff Road (CSAH-32) and the accompanying
` interchange would potentially eliminate two existing businesses.
* There was a question regarding the impact of the connection between Highways
52 and 55 on the new Solberg building.
* Many attendees agreed that Highway 52, especially in the vicinity of the 117th
� Street intersection needs special attention for maintenance.
* All attendees agreed that improvernents are needed as soon as possible,especially
at the intersectian of Highway 52 and 117th Street.
� It was mentioned to the public meeting participants that the amount of encroachment of the future
improvements on local properties would require additional detailed study similar to the preliminary
design which is occurring on 117th Street, today. Existing development will be a�oided at all
costs, however there are a number of constraints with railroads and the necessary spacing from
adjacent major access points in the corridor.
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Improvements to access points such as at the Vision Energy driveway were considered. It appears
that the acceleration lanes would not be an adequate solution to the existing problems. It is
recommended that the extension of the proposed frontage roads be pursued as soon as practical
to alleviate the conflict with Highway 52 traffic.
� Special assessments should be minimal. Municipal State Aid (MSA) and Mn/DOT safety and
cooperative agreement funds should pay for the majority of the immediate project improvements,
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Individual meetings and discussions were also held with property owners north of 117th Street
near US-52, representatives of BFC - operators of the Petro Pumper on the northeast quadrant of
� US-52/ 117th Street, Koch Refining Company, and an individual property owner located east of
US-52. These discussions were needed to assist in resolving the following issues related to details
regarding the proposed interim improvements. The issues included:
* There were questions as to how to configure the consolidated driveway north of
117th Street to serve NSP, Praxair and Pabst Meats. Concerns were expressed
� relating to the potential difficulty of entering 117th Street from the driveway
during the p.m.peak hour. Alternative alignments were examined but were found
to be relatively infeasible.
* Koch Refining Company was interested in determining if the south US-52 west
� frontage road access from Koch Refining company should be relocated south of
� its current location to line up with the former Solberg entrance. The costs
involved in this modification were found to far outweigh the benefits of the
relocated access. It appears that a driveway entrance connection from the
frontage road to the old Solberg property might adequately provide for interim
access needs until the extension of the frontage road in future upgrading phases.
�
* A design issue was raised whether a raised or striped median is needed on i 17th
Street east of US-52 and how these options would impact the operation of Petro
Pumper. Concerns were expressed by Petro Pumper that a raised median.could
negatively impact auto traffic trying to access the fuel pumps. It is possible that
� signing of the driveway entrances for "enter" and "exit" could provide enough
guidance so that a striped median would work. Contingencies would be designed
to allow the later addition of a raised median should the operations later warrant
this change.
* Concerns were raised as to how to implement the closure of the US-52 median
� which served the old Solberg property on the west and the Nieland property on
the east. The need for the closure was based on the proximity of the Koch
Refining Company entrance to the north. If the south access was left open, some
traffic from Koch would attempt to U-Turn at the second median access to
proceed north on US-52, causing safety problems.
� The last two issues are still being evaluated to arrive at solutions which are amenable from a
design / safety and property access standpoint. It is intended to continue to keep the local
business owners apprised of the progress of the interim and ultimate improvements �g hief
notices during the project development process.
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" IMPLEMENTATION PROCESS
� The implementation process for the immediate and long term improvements has many facets
because it involves many agencies for reviewing,approving and funding the projects. The success
of the implementation depends on a considerable amount of:cooperation and coordination between
these agencies. The Cities,County and Mn/DOT need to support the corridor plan as part oftheir
review processes of future development proposals and land use'designation changes within the
� corridor. Access management along Highway 52 should be implemented by all of the
participating agencies.
Immediate improvements
The immediate improvements will be accomplished through a cooperative agreement process with
v� Mn/DOT. It is anticipated that the construction would be scheduled for the sutnmer of 1994. To
achieve this, the following steps will need to be accomplished:
1. Cities and County Adopt Corridor Study.
S 2. Cities Adopt Mn/DOT Approved Concept Layout.
3. Cities Approve a resolution to enter into a cooperative agreement with Mn/DOT.
4. Inver Grove Heights authorizes the preparation of plans.
�t 5. Consultant prepares project improvement plans.
6. Project surveys are performed.
7. Right-of-way dedications are requested.
� 8. Mn/DOT prepares the cooperative agreement which describes cost participation
levels.
9. Plans are completed and final cost estimates are prepared.
� 10. Plans are reviewed and approved by Cities.
11. Atl right-of-way dedications are received.
12. Plans are reviewed and approved by Mn/DOT. Cooperative agreement is signed
� by Mn/DOT.
13. Inver Grove Heights advertises for bids.
14. Project construction is let and canstruction begins.
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Short and Long Term Improvements
� As with the immediate improvements,the local review and planning processes need to be updated
to be consistent with the corridor study findings. This would include the revisions of the City
Comprehensive and Thoroughfare Plans,and the County's Transportation Plan. The coordination
and timing of these revisions is important to the prioritization, programming and funding of the
projects later.
� Although it is anticipated that the right-of-way for the frontage road will be dedicated, the
remaining right-of-way necessary in the southeast and southwest quadrants of US-52 and 117th'
Street will need to be acquired for the future folded diamond interchange. The best means to
acquire the right-of-way has been found to use RALF (Right-of-way Acquisition Loan Fund)
monies.
� The RALF program is a statutory fund managed by the Metropolitan Council. The intent of the
fund is to provide loans to local governments for the acquisition of highway right-of-way where
development is likely. The RALF program does not allow condemnation,therefore right-of-way
purchases must be made only in "willing seller" situations. Repayments are determined when
Mn/DOT purchases the land acquired with the RALF funds. Also, the loan must be paid back
� before construction begins.
Before RALF can be used,a project's final'EIS/EA must be completed or the affected property
must be officially mapped. Since the proposed interchange may not be constructed for a few
years, it is suggested that the official map process be used. An official map process is provided
� for in Minnesota State Statutes. The process adds a legal description to a property's abstract much
like the registration of a typical plat. The legal descriptions could be developed from survey
information collected during the design of the immediate improvements to 117th Street. The
official map process requires that two steps be accomplished;
1) A preliminary study is done which shows the extent of the proposed
� improvements and the analysis leading up to the plan. The US-52 Corridor Study
would satisfy this step. More detailed information from the interim improvement
layout concept could also be used.
2) A public review meeting is typically held to review the proposed improvements.
� Often it is helpful if elected officials are available for any questions. This could
be accomplished through the public input process being used for the corridor or
a smaller meeting could occur sinee in this case,only one property owner is being
affected:
It may be desired to use the official mapping process to protect areas for the frontage road
� extensions and other proposed improvements in the corridor. It is recommended that the Phase
II and III concepts be refined to similar levels of detail similar to that prepared for the immediate
improvements before any official mapping is done. Other communities have had some problems
when later improvements were foun� to require lands outside of the of�cial map areas.
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Before the RALF process can be implemented, both Inver Grove Heights and Rosemount will
need to amend their Comprehensive and Thoroughfare Plans to be consistent with the US-52
� Corridor Study recommendations. These amendments will need to be reviewed and approved by
the Metropolitan Council.
The use of federal funding also requires that the improvements link the Trunk Highway with a
Minor Arterial or Major Collector. Currently 117th Street does'not fall into either of these two
categories. An amendment to the Inver Grove Heights functional classification system will need
� to be included with the revisions to the Comprehensive Plan.
The Metropolitan Council will be involved in a number of important steps in the planning and
later prioritization of funding for the upgrading of Highway 52, The Task Force should begin to
involve Met Council soon in the process so that they are aware of the corridor study and the
� improvement concepts. The agency will have concerns related to the need and consistency of an
interchange at 117th Street as well as how an upgraded Highway 52 will function within the
overall metropolitan highway system.
Long term improvements should research the use of federal ISTEA monies. It is recommended
that options of coordinating improvements using the federal funds be researched with Dakota
� County. A project segmentation could be develaped to upgrade fhe area on US-52 between 117th
Street and CSAH-42 to include the 117th Street interchange, the upgrade of the CSAH-42
interchange and the development of the connecting frontage roads on both sides of US-52.
Mn/DOT and Met Council need to also be consulted to determine the prioritization process that
will evaluate this project with other metropolitan roadway needs. How the project would be
� programmed in Mn/DOT's improvement program and the regional Transportation Improvement
Program (TIP) also need to be discussed.
The more pro-active the Cities and County can become,the more likely the upgrading of Highway
52 can occur in the near future. The pro-activeness may require facilitating actions by local
agencies which normally would be performed by Mn/DOT or Met Council. By locally initiating
� environmental evaluations and design studies, the projects may have a much stronger probability
of obtaining favorable programming and funding. There already have been-a number af positive
initiatives for improvement of this corridor such as the close coordination of the Task Force
members and strong local business support that should continue ta assist in implementing the
desired improvements.
� It is recommended that the Task Force should continue, and that its members should continue to
work together to implement the corridor plan and to deal with the on-going issues within the
Highway 52 corridor. The Task Force should continue the monitoring of the traffic characteristics
and land use development patterns. When possible, the Task Force members should coordinate
the implementation of the corridor plan as development occurs. For example, portions and
i complete segments of frontage roads and highway connections could be constructed as on-going
development provides the opportunities. In addition, developments should be planned to allow
for future frontage roads and their connections.
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STUDY EXHIBITS
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Exhibit I - General Location & Corridor Limits
Exhibit II - Existing Land Uses
� Exhibit III - Koch Refining Company Employee Departure Times
Exhibit IV - Employee Travel Distribution
Exhibit V - Refined Traffic Analysis Zones
'�
Exhibit VI - 1993 Average Daily Traffic (ADT) with
Forecasted 1'997 & 2013 ADTs
Exhibit VII - Corridor Development Constraints
i
Exhibit VIII - Accident History at US-52/117th St.
Exhibit IX - Comparisons to Mn/DOT Forecasts
* Exhibit X - Phase I Improvements
Exhibit XI Layout for Mn/DOT Staff Approval
Exhibit X11 - Concept Layout Cost Estimate
� Exhibit Xlll - Phase ll lmprovements
Exhibit XN - Proposed 117th Street Interchange
Exhibit XV - Phase III lmprovements
♦
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APPENDIX A
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TASK FORCE MEETING MINUTES
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07-01-1993 15:52 , 612 552 4000 CITY OF IGH P.04i06
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� MEETING MZNUTES
NIGHWAY 52 CORRIDOR TASK FORCE
Project Meetinq - June 11 , 1993
� The meetiag was held of the Hiqhway 52 Corridor Task Force on
� Friday, June 11 , 1993 at 9•00 a,m. at Inver Growe Heights City
Hall. The folloKing people were preaent:
- Gary Johnson and Tom Link of Invtr Grove Heighta, Ruth
Ann sobnoweki Of MN/DOT Metro Diatrict Pianning, Lisa
f Freese o! the `City of Roeemount, John Toabo af Dakota
County, Bob Syer� of Short, Elliott, HenBrickson, and Ray
Kunteon and Rurt Sxensen of Roch Refining Comparsy.
M�NUTES
� Minutes of the May 14, 1993 meeting were zeviewed along with a memo
from Kuzt S�rensen of Koch Refining Co. , dated May 18, 1993. The
memo discuaaed Koch's comment� on the proposed Highway 52 phased
alternativea. It xas noted that Koch has requeeted a frontage road
on the eaat side ot Higbway 52 up to 117th Street if the northerly
croseover is to be closed.
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FORMAT OF MEETING WZTH LOCAL BUSINE39ES
Thers was discussion on hoW the next hours meeting With local
buainea�ea should be conducte8. Bob Hyers pre�ented a progosed
aqenda and outiine of his presentation. Sn response to a question,
� Byer$ stated that a draft report could be completed in lete July
if a follow-up meeting Would be held with local buaine��ea.
C�PERATIVE CONSTRUCTION PROGRAM
♦ There was di$cusalon of the construction of a si n8l in the western
frontaqe roa8 to 11�th Street throuqh MN�DOT'B Cooperative
Construction proqram. The C3ty's of Znver Grove Heights and
Rosemount state� that they would be taken Re�olutions to their
re�pective City Councfla askinq for authorization to �ubmit a
request for such an agreement. Koch had concern� who would be
• responsible for maintenance of the frontaqe =oada. Rosemount
stated that they have concerns reqardinq the turn back oP the
existinq frontaqe road from MN/DOT 8nd potential liabilitiea with
the tanker trucke. It was noted that a meeting' had already been
set up for thie afternoon between Koch and thc City of Rosemount
regar8inq these issuea. Lisa Freeae �tated that ehe would qet back
r to the rest of the Task Force m�mbars Within the next week. It was
noted that there is a meetinq with Bob 8rown af I�i/DOT scheduled
for Wednesday, June 16, 1993, at 1 :00 p.m. at MN/DOT's new offices
to discuss the Cooperative Construction Proqram.
Meetinq Minutes
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07-01-1993 15:52 612 552 4000 CITY OF IGH P.05i06
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Hiqhxay 52 Taak Force
� June 11 , 1993 Meeting
July 1 , 1993
Page -Txo-
DETAILED LAYOUT OF 117th STREET INTER3ECTZON AND P'RONTAGE RQAD
� 8ob 9yera pre8ented the detailed layout of the proposed improve-
ments. There was a brief discussion of the alignms�t of the
northboun8 ofP ramp in regards to ths CENEX �tarehcuse, and
Sntermedi8te interchaaqe between 117th Street end County Road 42, .
aad the aligsuaent o� the weatern frontaqe road.
�
NEXT lREETZNG DJi►TE
The next meetinq of the Task Force was eet for Friday, July 30, �
1993, at 8:30 a.m. at Inver Grove Heiqhts City Hall. Bob Hyers
will h8ve a draft repert distributed to Ta$k Fozce members in
• advance af that meeting,
Th� reqular Taak Force meetiag Was e8journed and a apecial meeting
with local businesee• was convened at 10:00 a.m. .
� MEETING WIT� LOCAL> BUSIN .Ca�c
1►n informational meetinq Was held in the 3nvez Grove Rei9hta City
Council Chnmb�rs gt 10:00 �.m. with representatives of local
businassee and industries. Approximately twenty to thirty people :
aere in attenda�n�e. The attendance sheet ie attached.
�
The folloWinq commenta and concerns �+ere raieed:
- A couple of businessea expressed concern for
the lo�s of acceas, especially along the east
aide of Hiqhway 52, aouth ot Concord.
1
- The=e ie a aeed Por acceltration lanea north
of t'#7th Street an8 near the Pine 8end Mote2.
- The financing of the impzovementa was
questione8, including the possibility ot
• apecial aasessments.
- The proposed County Road 32 extension and
interchan9e (Cliff Road) vould eliminate tuo
businea,eea.
� - There waa e question r�qardinq the impact of
the connection between xiqhwaye 52 and S5 on
3olberq' s new buildinq.
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07-01-1993 15:53 612 552 4000 CITY OF IGH P.06i06
� �
Meetir�q Minutes
� Highway 52 Taak Force
Juae 11 , 1993 Meetinq
July 1 , 1993
paqe -Three-
� - HighwaY SZ, especially ne�r the 117th Street
int�zaectio�, ie in badly need of maintenance.
- All aqreed that the improviments are needcd as
soon a, poaeible, eapecially at the
intersection ot t17th Street.
• �
Zt �rea agreed that there would be another me�tinq once a draft
report had been completed, probably in late July. -
�.�L4Si8��T
�' The meeting wa� adjourned at e�bout 11 :30 8.m.
Thomaa J. Link •
i Director of Development and Protective 3ervices,
Cfty of Inver Grove Heights
TJL:mh
attachment
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MEETING MINUTES
HIGHWAY 52 CORRIDOR TASK FORCE
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PROJECT MEETING - Friday May 14, 1993
A meeting was held of the Highway 52 Corridor Task Force at 8:00 a.m. on Friday May 14, 1993,
� at the Ciry Offices in Inver Grove Heights. The following persons were present:
Gary Johnson - Inver Grove Heights Director af Public Works
Ruth Ann Sobnosky - Mn/DOT Metro District
John Tocho - Dakota County Transportation Planning
� Ray Knutson - Koch Re�ning Company
Kurt Swenson - Koch Re�ning Company
Bob Byers - Short Elliott Hendrickson Inc
Revi+ew of Meeting Minutes of April 30, 1993
� Ruth Ann noted that her last name is spelled Sobnosky. No other comments were made
regarding the minutes.
Representation on the Task Force
� Ruth Ann mentioned that Mn/DOT had received ca11s from Bruce Bayer and Mike
Jorgenson of Land O'Lakes/Cenex expressing interest in attending the Task Force meetings.
Some concern was e�cpressed by committee members regarding having'businesses directly
involved. It was agreed that Koch's attendance was necessary as part of the development of
immediate interim improvements resulting from the needs identified in their previous study.
Once the cooperative agreement with Mn/DOT is begun Koch will probably have less direct
� involvement with the Task Force.
It was agreed that Ruth Ann will call Bruce and Mike and mention the upcoming
inforrnational meeting with businesses, and e�lain that the reason Koch has been sa
involved with the Task Force is that the issue at US-52 / 117th Street has required their
input.
�
- l -
•
�
Recent Accident at US-52 / 117th Street
� Bob said he had received a call from one of the local businesses (Lenert Trucking) after a
recent major accident at 117th Street. They said that the accident'involved two semi-trucks
turning into Cenex. An automobile may have also been involved in the accident. Apparently
the accident occurred in the morning during foggy conditions.
The committee members agreed that the traffic conditions will warrant some type of
! improvements soon. It was noted that a tr�c signal in this case would probably not have
helped to avoid the accident due to the poor visibiliry condirions.
Cooperative Agreement Status
� Ray stated that Koch Re�ning Company eontacted the cities of Inver Grove Heights and
Rosemount by letter to request that the Cooperative Agreement be initiated. T'he next steps
were discussed by the committee members. Ruth Ann said that a resolution should be
passed by each city and submitted to Mn/DOT to initiate the process. The next step would
be to meet with Bob Brown at Mn/DOT to arrive at an agreed upon picture of the proposed
improvements in concept forrn.
�
Discussion of�ture Alternative Concepts
Bob showed the layouts of the Phase I (1944), Phase II (1997), and Phase III (2012) future
improvement concepts which had been modified based on comments from the previous Task
� Force meeting: Some discussion occurred regarding the proposed east frontage road for the
future 117th Street folded diamond interchange. Ray stated that since the land was
completely owned by Koch they may desire some type of internal access which would not
bisect the parcel. Kurt noted that two homes exist within their property which now use the
direct access to US-52. It was agreed that this issue could be revisited in the future since it
would probably not be required as part of the immediate signal installarion at 117th Street.
� The direct access to US-52 could be recon�gured into a right-in/right-out for the interim.
Bob noted that the proposed extension of Counry Road 38 to US-52 had been deleted in the
ultimate Year 2012 concept. However, the possible future interchange just north'of existing
CR-38 had been retained to provide for improved access to Koch and to serve the possible
€uture east-west connectar road from TH-55. John said that the need for the CR-38
• extension was probably unwarranted based on the projected traf�c which would use this
roadway. Ray expressed some reseruatians with the layout continuing to show an
intermediate interchange between 117th Street and CSAH-42. He said that the interchange
encroachment on Koch's expansion area and the perceived lack of need for this access were
his main concerns.
� There was also some discussion regarding the Phase II layout where the US-52 cross-over
was proposed to be closed at the southern frontage road access near the former Solberg site.
Some cireuity of movement for Koch's trucks desiring to access the TH-55 sites would
probably result.
•
- 2 -
•
� '
At this time Ray Knutson said he had to leave for another meeting commitment and noted that Kurt
could handle any required input.
� Meeting with Local Businesses
After discussion, it was agreed that the public informational meeting with local businesses
would be held on the Task Force's regularly scheduled date of June 11 at 10:00 a.m. Bob
suggested that the Task Force meet at 9:00 a.m. to run through the presentation and to
! discuss the status of the cooperative ageement layout. Gary said that the Ciry Council
Chambers could be reserved for the meeting. The informarional meeting will concentrate
on:
* Providing history of efforts to date
� * Clarifying what Koch's role has been with the study
* Presenting status of a cooperative agreement with Mn/DOT
* Describing the long term improvement concepts
Other Upcoming Meetings
� Koch will attend the Inver Grove Heights City Council meeting on June 14. Ruth Ann said
that a resolution from the City Council initiating the cooperarive agreement would be
appropriate at that time.
A meeting with Bob Brown will be scheduled for June 15 to discuss the proposed frontage
� road and signal improvements. It will be important to schedule this meeting since Bob
Brown will be gone on vacation for 6 weeks starting June 17. Bob Byers said that SEH
would prepare a concept layout for the frontage road showing its proposed location and lane
arrangements at the interseetion of the frontage road and 117th Street. This layout would
be presented to the Task Force at their next meeting and then sent to Mn/DOT immediately
before the meeting with Bob Brown. This should allow a couple of days for Mn/DOT staff
� to identify any significant problems and a11ow for a relatively final concept to be presented
to Bob Brown on the June 15. In this manner, the layout should be able to be processed
through Mn/DOT for the formal review to receive signatures while Bob Brown is on
vacation.
The meeting adjourned at 9:30 a.m.
•
!
!
- 3 -
�
� � 05-13-1993 13:48 612 552 4000 CITY OF IGH P.03i06
�
MEETING MINUTES
!
HIGHWAY 52 C�RRIDOR TASK FORCE
PROJECT MEETING - APRZL 30, 1993
The m�etinq was held for the Hiqhway 52 Corridor �ask �orce on
� Friday, April 30, 1993 at 8:DO a.m. at Inver Grove Iieighta City
Kall. The followinq people Were preaent: Gary John�on an8 Tom Link
of the City of �nver Grove Heiqhts, Ruth Ann SobnoWski aad Sue
Scharenbroich of Minaesota Department of Transportation, Lisa
Freese and Su8 Oamundson of the City of itosemount, John Tosho of
Dakota Couaty, Sob Byers of Short Eiliott Hendrickaon, and Kurt
• SWenson and Ray Knuteon of Koch Refinery.
CONTACT WITH LOCAL SUSINESSES
Sob Byara distributed a memo dated April 30, 1993 regarding a
meetinq with ares bueinesses. It waa aqreed that the Cities of
� Inver Grove Heiqhts and Roaemount xould review the attached li�t
of buaineasea to determine that it Kae complete and accurate. Bob
Byers will then flraft a letter to qo out on the city'e stationary
informinq the businesses of the Co=ridor StuBy, askinq for traffic
information perteining to their particul.ar business, an8 notifyinq
them that there �ould be an upcominq meetinq to di�cuse the study
� With them. Another letter +would qo out to busine�aes Which already
have beea contacted providinq them with a status update and
notifying them of the upcoming meetinq. It wae agreed that the
meetinq with the businessee ahouid not be set until the ta8k torcc
ha8 further discussed the alternativea. St is anti.cipated that the
meetinq WoulB be in late May or June.
•
TRAFFIC FORECA3TS
Byers stated that there has been little qroxth in traffia volumes
in the north part of the etudy area. Ftowever, there has been an
� 3ncreaee in tra�tsc volumes in the southern part, especially in the
a=ea south of Caunty Road �42. Byers stated that there has not
been much development in th� corridoz ia recent years, though there
haa been some to the south and west of the 3nteraection,e of County
Road �42' and Highway fY52. One specific new traffic qenerator ia
the Vo-Tech which has recently expan8ed. Byers noted that the
� closing of Mendota Sridqe is not accounted for in the numbere since
the counts were before that closing eccurred.
Syers stated that not much development ia antiCipated within the
corridor, except for Koch's large addition. Howcver, development
, will be occu=rinq outsi8� the corridor and thue increasinq tr�ffic
volumes. Those traffic volumes are anticipated to increase 5000
to 600Q vehiclea per day in 1995 when the Koch a8dition is
completed. Otherwise, traffic volumes �ill increaae at a =ate of
tWo to three percent a year. Thi� compares with a +atate Wide
averaqe of thsee to three and a half percent per year.
•
` '05-13-1993 13:49 612 552 4000 CITY OF IGH P.04i06
�
MEETING MINUTE3
� HZGHWAY 52 CORRIDOR TA3K FORCE
PROJECT 1�ETING, APRIL 3, i993 -
Paqe -Two-
OPERATIONS EYALVATIONS
� Syere etated that the croesiaqs ot Highway 52 operate well today, �
with the exception of 117th Street. The intereection of 11�th
street ar�8 Highway 52 causes 8elays and back upa on 117th Street.
He stated that by 1997, these delay� will become intolerable. If
a signal aere inetailed at 117th Stre�t and a f=ontage road
coaatructed, the level of eervice would be 8 or s-C. Thie �ould
� provide for adequate operations. However, s�ithin twenty years, the
operatione an 117th 3treet would again be a probiem since the heavy
traffic on Hlghaey 52 �ouid cau�e coaflict. The same preblem is
anticipated to develop on. County Road 42 in th� next twenty yeare.
Koch stated that MN/DOT has not qiven much attention to the
� busineas�s on the side atreeta and the difficulty that their
cliente have qetting access onto Highway 52. Instead, t�+B�1/DOT' s
emphasis has been on providing the traffic flow on Hiqhway 52.
John Tosha stated that the county caririot wait Por twenty years to
have the County RoaB 42/HiqhWgy 52 intersection improve8.
•
SysrB etated that the operation analyaia cnly considera trnffic
volumes. It doe� not addres8 safety consideration� auch as the '
closinq of exiatinq accesse� onto HighWay 52. Onee these acces�ea
are cloeed, it will place aaditional bur8ens on the intaraection
of County Road 42 and Hiqhway 52. This may advance the need for
• interaection improvementa to within ten to fifteen yeara.
The .tnsk force agreed that, though the traffic volume numbers may
not juetify imprvvemente to the Htghaay 52 intersections, eafety
considerations xill require that improvements be made.
• FUNCTIONAL CLA33IFICATION
Hyers distributed a memo, dated April 30, 1993, ad�resaing cortidor
functional classification/desiqn type. Byers stated that Hiqhway
52 functions aa a principal arterial. This is coneistent with the
ia�aopolitan Council deaignation for the highway. However, there
� question ae to whether the hiqhway should be d�siqned to
exprea�way oz freeway standards. Based on volumeB, 8pacing, and
eonaietency, he be2ieves that it should be a freeway deaig�.
The ta�ak force aqreed that sigrials had alwaye been conaidered as
� an interi� solution 8nd that it wa� generally recogniZed that
further improvements, auch as intercharYgea, Will be neceaaary.
These improvementa coincide With SEH'e recommendation for a Pree�+ay
desiqn.
!
� 05-13-1993 13:49 612 552 4000 CITY OF IGH P.05i06
�
M$ETING MINtJTES
� HIGHWAY 5Z CORRIDOR TASR FORC$
PROJECT MEETING, APRII, 3, 1993
Paqe -Three-
ALTERNATIVE LAYOtM'S
� 8yer� presented drawinqa of aiternative dasign� for the corri8or.
The desiqne ahos�ed interchanqe� at Couaty Road a2, County Road 38,
1�7th Straet, and County Road 32 (C11ff Road) as potential].y
extenQed to HighWay 52. Byers stated that the County Road 38
interchanqe may require that the county road be realig�ne8 to the
aosth to pravide increaaed spacing from the Highway 42 intezchaage.
� Koch exp=eseed coacerna that the realigned County Road 38 Would
bisect their complex. The County aad the City ot Roaemount
question the need tor an interchaaqs at County Road 38. �t was
etated th�t the =silroad is uee9 little and that it is used
primnrily for storaqe.
� The exteneion .of County Roed 32 {Cli�f Road) may extend bayond
Iiiqhway 52 and tie into Inver Grove Heights Trail. It waB stated
that the two railroa8s in Inver Grove Heiqhts which cross Highway
52 are both actively used an8, tharefore, must be provide� with
croaeings. The inte=changes and eonnected frontagc roads may
improve acce�s of local busineseea in the area.
•
It w$s aqreed thst the alternatives need further review and
discuaeion. Byera aqreed to send the layouts to each of the cities
and the county for their further analysis. He would also perform
additional work regar8inq cost eatimatea and staginq. Each of the
aqencies will review the layouts internally grior to the next
� meeting.
MN/DOT COOPERATIVE CONSTRUCTION PROGRAM
1�II�1/DOT eugqeSted that the city should not xait until the completion
of the Corridor 3tudy to make application for 1994 construction of
� the 117th Street siqnal and frontage -road. MN/DOT statec9 again
that the cooperative construction proqram =equires the city to bear
much of the reeponsibility and cost, though MN/DOT wvuld provide
fundinq for the frontage road. MN/DOT stated that, outeide of the
cooperative conatruction program, frontage roads have a low
priority and, the=efore, 1t would provide the only` state funding.
!
Koch wae very interested in 1994 construction. They stated that
much of the frontaqe road goes throuqh their property and they
would be willing to cooperate with the city. Concern was raised
that the alignment would have to be quickly determined. However,
since that aliqnment aff�cte industriea on the north side of 1T7th
• Street, the proceea may be sloaer.
All agreed tbat the inatallation of a �eignal Without a grontaqe
road would actu�lly make the situation Worse.
•
• 05-13-1993 13:50 612 552 4000 CITY OF IGH P.06i06
�
� MEETING MZNUTES
HIGHWAY 52 CORRIDOR TASK FORCE
PROJECT MESTING, APRIL 4, 1993
Paqe -Four-
� After further discu8sion, Koch stated th$t they would be submittinq
letters to the City Councile of Rosemount and Inver Grove Height�
requeating an opportunity to discuas their traffic situation and
needa.
IIrIIKEDIATE A'II�I/DOT ACTION3
� MN/DOT intormed i�och that a building trade union had contacted the
CommiB�ioner vf Transportation seqarding their conetruction
contractore at Koch. The contractore are concerned about the
difficulty of drivinq on to Hiqhway 52 and the traffic safety.
i�4+t/DOT suggested thet two highway patrol units be stationed at Koch
� durinq 8pecific hour� each day to control traffic. The cost of
these troopere Would be borne by Koch.
NEXT MEETING
The next meeting wae achedule8 for Friday, May 14, 1993, at 5:00
� a.m. at Inver Grove Heighte City Hall. The agenda iteme will be
as follow8: ,
- Further discus�ion of alte=native layouts.
- Scheduling of ineetinq �►ith local businesse�s
•
- t7pcominq taek force meetirtgg.
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04-28-1993 15:17 612 552 4000 CITY OF IGH P.03
�• •
� MEETING MINUTES
HIGHWAY 52 CORRIDOR 2ASK FORCE
PROJECT MEETING - MARCH 5, 1993
�
A meetinq was held of tha Hiqhway 52 �Corrido= Task Force on Friday,
March 5, 1993, at 8:00 a.m. at Zaver Grove Heiqhts City Hall. The
folloWing people aers present:
Gary Johnaon, Inver Grove Hefghts Director oP public Worka; Tom
• L1nk, Inver Grove Heights Dlrector of Development; Ruth Ann
Sobnowaki and Bob srown, t�i/�; Liea Freeae and 8ud Osmundaon,
City of Roaemount; John Toaho, Dakota County; Bob Byers, Short,
Elliott, Hendrikson, Inc. ; and Curt Swen�on and Ray Knutson of �coch
Refinery.
•
ST7ITUS OF EXISTING LAND USfiS AND MODEL
Bob Byera stated that he had met with the citiea of Inver Gzove
Heiqhta and Roeernount to obtain current land use data. He 8tated
that the model ia close to the actual land usea and that there are
• only a few minor refinements necessary.
FUTURE D$VELOPPIENT AS3UMPTION3
Bob Hyer� state� tbat future development is eeverely limited. A
• large part of the area in Inver Grovc Keiqhts ia restricted by
critical azea requlatione alang the Miaaiaeippi River. There are
aleo very larqe blocks of proparty oWned by Pine Send Landfill,
Koch Refinery, and the University of Minneaota. The southwcet part
of the study area ia ia aqricultural pre�erves.
� Sanitary sewer ia not anticipate8 in Inver Grove Heights.
Ro�emount ia con�ldering the possibility of industrial eanitary
sewer in tha late 1990' a near the intersection of County Road �42
and Hiqhxay 1Y52. Koch Refinery has its own industrial eanitary
aewer plan. Future development, to the extent that it will accur,
� will probably be _similar to what has occurred already.
8ob Byezs atated that he wili be campleting the existing land use
and future land uee analysis by the end of this month.
• ROADWAY NETWORK AQDITION3
De�pite the lack of development, Bob Syers stated that traffic
volumea have been qroMing ar�nually at a rate of 7� to 10$. Cliff
Roafl will be an addition to the roadway network. Otheraise, no new
roada are anti�ipated.
•
04-28-1993 15:18 612 552 4000 CITY OF IGH P.04
�
HIGIIWAY 52 CORRZDOR TA3K FORCE
� PROJECT MEBTING - MARCH 5, 1993
Page -TWo-
PRELIMINARY DISCUSSION OF ALTERNATIVES
�
Various alternativaa usinq frontage roada will be seriouely looked
at. possible aliqnmenta for Cliff Road will also have to be
arsalyzed.
• COOPERATIYE CONSTRUCTION PROGRAM
All attendeea nqreed that there is a nee8 for a traffic siqnal at
177th Street, though it should be temporary. Though the
intersection currently meets Warrants, i�i/DOT'e plans do not have
it proqrammed uritil 1995. At one point it had been considered for
� 1993 but was deferred since this study ie in proqreae.
i�T/DOT stated that a mean� of advancinq the installation of traffic
signale wouid be for another agency, robably Znver Grove Heiqhts,
to enter into an aqreemcnt With trII�I�DOT through the cooperative
conetruction prograrn. That proqraa► requirea the city to become the
• lead a9ency, acquire right-of-way, pergorm deaign work, address
drainnge iasues, and pay for 50# of the traffic aignal. P+II�t/DOT'a
reepon�ibilitiee are more limited, auch aa approvinq the de8iqn.
However, P+IId/DOT ma pay for up to 100� of a frontage road, as well
as turn lanes. t�i�DOT also adds 8�C for management nnd inspections,
though theae functions would be performed by the local
• munlcipalltiea.
MN/DOT otated that, though thay support frontaqe roa8e, their
regular construction program placee a low priority on - them.
However, aith the cooperative conetruction proqram, the prioritiee
change and frontage road� are more likely to be funde6 by, MN/DOT.
•
MN/DOT atated that funding is limited and, therefore, it ia
important to aubmit a request aa early in I►�/DOT' s fiscal year as
po8sible. Their fiscal year runs from July to July. All aqreed
that a request could possibly be made as aoon as thia atu8y is
. complete, which Would allow construction possibly fn 1994.
l�i/DOT Btated that tequests could be made at any time. Zt would
have to be initiated by the city anfl include a fea�ibility report
and a City Council reeolution.
John Toaho stated thnt the county has deeiqnated County Road �42
� as a principal arterial. Z'here waa turther discua�ion seqarding
the impacte of this action on t�/DOT and the City of Rosemount.
�
04-28-1993 15:18 612 552 4000 CITY OF IGH P.05
�
HIGHWAY 52 CORRIDOR TASK FORCE
• PROJECT MEETING - MARCH 5, 1993
Page -Three- ,
UPCOMING MEfiTINGS
• :
St Kas atated that a meeting with effected induatrie� should be
held but tbat it ahould be deferred until April or May. �t that
point, alternativea Will have been defined an8 analy�ed. The
purpcse o� the meetinq would ba informationa2, The County 8oard
and City Council should be updated on the statua of this study
• prior to the meeting being hel8.
In the meantlme, SEH will survey thos� busYneaeea Which Were not
surveyed ad par� of the Koch study. Bob 8yere will provide :aailing
lista from the last aurvey to the two citiee to identity which
busineaaes have not yet been contaoted. A follow-up letter to all
� businesaes which were already surveyed should also be consi8ered
to provide them with an update prior to th� informational meeting.
Gary Johnaon noted that the iecal Chamber of Commerce should also
be involved aince they have expreased conaiderable intereet in the
study.
� St Was aqreed that the next meetinq Will be on Fri$ay, April 16,
1993, at 8:00 a.m. at Inver Grove Keights City HalL The agenda
items �ill be aa follo�a:
- Presantatione of Futu=e Traffic Forecasts
• - Evaluation of Operatione
- Refinement� of New Alternatives
- �nitial Discuseion cf Preliminary Dasiqn Concepts
�
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•
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•
�
�
APPENDIX B
�
METROPOLITAN COUNCIL
FUNCTIONAL CLASSIFICATION CRITERIA
•
•
•
•
•
•
•
s
�
Transportation Devebpmertt Guide/Policy Plan
�
• - APPENDIX F
. FUNCTIONAL CLASSIFICATION CRITERIA
Functionai classification involves deteRnining PMncipai Arteclals
what function each roadway should perfocm
before determining street widihs, speed Iimits, The metropolitan highway sytem is made up of the
iniersection control or other design features. p��ipal arterials in the region. Pri�cipal arteriais
� Functional classification ensures that non- include ali inte�state f�eeways. Interstate
transportation factors, such as land use and fresways connect the region with othe� areas in
devebpmeM, are taken irtto aocount in planning the state and othe�states.They also connecc the
and design of streets and h�ghways. metropoGtan cerners to regional business con-`
A ma' r centrations. The emphasis is on mobitity as op-
� Purpose of functional ciassification is to posed tc3 land access: They only cwnnect with
� determine which �outes shouid be on the otherinterstatefreewa
metropolitan highway system. Functional cias- and select minor arte a s and c�oliec o�s on thp
sification is aiso usedto decide which roads to use Federa! Aid Urban System. The interstate
for transii service. Once function is established, freeways provide for the bngest trips in the�egion
appropriate o� desi�able design and operational and express bus service. Spaang wi0 vary from
cha�acteristics can be used as further guideiines two to th�ee miles in the fuily developed acea, to
for implementation. six fo 12 miles in�he general rural use area where
� o�ly radials into the urban senrice area wilt exist.
The criteria of the functional classification system
are presented in Table F-1.Tabie F-2 Gsts typical Other principai arterials are very simiar to the
characteristics for roadways. The crite�ia are in- interstate ireeways but they are less likely ta
tended to be the primary tooi fo�detemiining the connect the �egion to other states. They wiU pro-
function ot a roadway. The characteristics are vide land aocess somewhat more f�equerrtfy than
• intended io be gu�delines when plans are interstate freeways.
devebped for a given dassified rnute. However,
if the guidelines are significarttfy differettt for a Ml�or Atter{els
given highway. they may be used to supplement
the criteria in making final decision on the funcSon The rtuno� arteriaf system connects the urban
of that given highway. service areato cities and towns inside and outside
� The functional classification system consists of the region. They interoonnect the freestanding
four classes of roadways within the seven�ou g�h cente�s and n�ral centers in the region to
My one anothe�as welF as to simlar places o�tside
MetropoGtan Area; principal arteriats (which in- the regic>n.They provide supplementary connec-
clude interstate freeways),minor aRerials,oollec- tions between the two metropoGtan centers and
tor streets and Ioca1 streets.The roadways are the regional business conceMrations. They connect
publiciy provided elemerrts of a land transporta- map�generators witMin the metro certte�s and the
S tion system. regional business concerttrations. The minor
Metropotitan Highways arterials, emphas+s is mobikty as opposed to ao-
cess. In the urban service area, only oonoentra-
• Principal Arterials ��s oi oommeroial or industrial�nd uses should
have direct access to them. The mnor arterial
- I�rterstate freeways should oonnect to principal arterials, o#her minor
- Other prinapal arterials arte�als and collectors.Connection to some local
� sireets is a
Local Highways and Roads ��• Minor arterials should ser-
viCe me�um to short trips. Both focal and limited
• Minor arterials stop transit witt use mino�arterials. The spaang
• Collector st�eets �m��arterials in the metropolitan cente�s and
• Local streets ��� ���ss concentrations wiN vary from
1/4 to 3/4 mles. Typicalty, in the ful(y devebped
area, spaang would range from 1/2 miie to on�
. mife. In the devebping area, one to two mile �
. space is adequate.
� 92
�
Transportation Devebpmem GuidelPolicy Pian
� —
Table F-t
FUNCTIONAL CUISSIFlCATiON SYSTEM CRITERIA FOR ROADWAYS
�
c�e��, w�a�.
Pdnelal Arterial
Mterotat�Fro�wav Other Pdneioel Merisl Mina Art�rial Cotisctor Loeai Street
� Place Connections Connect tha Twin qtiees Conaeci the Twin Citia Connect 1he Twin Gties i�te�onnect Inte�onnect Dlocks
metropolitan urban MUSA with major cities MUSA with cities md neghbofioods and withie�esideMial
service area with other io Minnesota ouisida towns in Minnesota mi�or business neiphbofioods and land
urhan areas in the Twin Cities ceqion. outside the Twin Cities conceatratians withio parcels wiUdn
Mmnesofa and other Inte�conneci the reqion.Mter�annect the MUSA.Provide comme�cia�ndustdai
states.Connect ihe metropoiitan centers treesiindirp prowth supplemeotary developments.
Twin Cities metropditan and RBCs within tl�e centers u�d runl inte�connection ot
• urban area with major MUSA cen0ers inside the Twin major qenentors within
cities in Minnesota Gbes�eqiart and the meUopditan
outside the Twin Cities campanbie places near centers and RSCs. .
Region.Inierconneci the Tw+n Gties teqion. Provide supplemeniary
the metropoiiUn Provide wppkmentary in0erco�necfion of
centers and reqiornl connectlons fo free-standinq flrowth
business :metropditan centtrs unters ind niral
concentrations(HBCs} and RBGs wiUiin the unters inside Cie Twin
� within the metropolitan MUSA.Provide Citles reqion and
urban service area. utfe�onnection ot comparabk P�ces near
(MUSA) m�jo�qener�tors withia the Twin Cities repion.
the meVopolitan
centers u�d RBGs.
Mobility vs. Emphasis 95-plus Emphasis 90-pus Fmphasis 70-Plus Equai emph�sis on Emphasis 95-plus
� Land Access pe�ent on mobility vs. per�ent on mobility vs. percent ort mobiiity vs. mobilityr and land perceni on land access
5 0�less percent on 10 of tess per�ent on 30 or less per�e�t on �ccess.Difect land vs.5 pe�ent o�less on
landaccess.No dlreci luid�ccess.Little or no land Kass.Oirect land access predominatey to mobility.Oi�ecf land
laod access. direct lu�d access access vNthin the MUSA development zccess predominatey to
within the urban servla nstricted to co�centrltlons. tesidential land uses.
aroa. concentntions oi
commerwUindustrial
, I�nd uses.
System Connections To other inferstate To interstabe treeways, To most interstite Sometlmes to interstate To z few minor arterials.
ireeways,ather other prmcipal uteriais, troeways ind other freevrays and other To coflectors and other
princip�l irUenals, sekcted minoruterials principal irtsrials,other prinapal arteri�ls.70 locat streets.
selected minor ar0erials and selecned callectors minor artedils and minor uterials,othnr
u�d sdxted cdlectors on the Federal Aid cdlectors aod some collectors and local
on the Feden!AiC Urban Sysbem. toal siroets. sireets.
� Utban System.
�
�
93
�
Transportation Devebpmertt Guide/Policy Pian �
• -
Tabia F-t (ccnttnued)
• cMe�o� �,�«,�a�
Pdncicai Art�tial
k�teRtat�Fn�wav Otfur Ptlneipai Artedal Minor Arte'ial Cotketor Loeal Street
T�p-AAakinp Service Trips p�ater than 8 Trips qreater than 8 AAedium to shoRtrips SAoR trips(i to 4 Short trips(under 2
� Pedormed Wi�in the miks with at least 5 miles wifh at leasi 5 (2 to 6 mdes depeed'mQ mila dependinq on miles)at low speeds.
Urhan Seroice Area continuous miles an contlnuous miles on on development development densiry) Longer UiDs accessing
principal arteria}s. principal arterials. densiry)at modetate to u low to mode�ate the coHector or coilecror
Express transit trips. Express hainit Mps. bw speeds,lonper speeds.Looqer trips and arterial network.
trips�cussinp tha necessinp the arteriaf
pdocipal aRenal netwodc.Lod Uansit
neMrotk.Loczl md trips.
Umited stop,trmsit
� m�' '
Spacinp' Fully devdoped area:2-3 miks Metropditan ce�ters Mefropolitan anters U�ban¢ed area:i block
Developuq ua:3�fi miks znd RBCr. and RBCs: 8ura1 area:l mile
Comme�ial aqriculGural area and qenenl rura! 1/4 to 3/4 miie 1/8 to 1R miie
use areas:&12 mila(adl�l ony) fulfy developed area: Fully developed area:
12 to t mik 1/4 to 3/4 mib
� OevNopinp area: Uevelopu�p Area;
t to 2 miks 12 to t miie
Commeray Commet�ul
irpricultunl a�and aqdcultunl irea and
yenenl nnal use uea: peneral ronl use area:
As neecfed,in As needed,in
coajunctlon with tanunction with
the major colkctors, minor arterials,
� to provide to p�ovide adequate
adequaOe intenonnectlon of
intet�onoecdon ploces idenGfied
ot places identified in"Place
in'Puce Connections"
Conoectlons' crite�on.ln addition
criterion. mioor colleciors
should be desiQnated
� �t in averape spacinq
o(not las than 4
miks.
' Spacinq fiqures are independent for each functlonal cl�ss.
�
94
�
TranspoRation Devebpmerrt Guide/PoGcy Plan
• = ,
table f-2
FUNCTiONAI CLASSIFlCA710N SYSTEM GRiTER1A FOR ROAOWAYS
�
Characteristk Fu�xttonal qass
Princiwl AR�eid
Irtte�stst�fn�wav OtMr Prineio�l ARerisl Minor AKeriN Coli�etor Loeai Street
• System Mileaqe Suppested teden!upper Gmits tor interstate and Suqpested fedenl SuQqes�d tederal Suppested federa!
other priocipal a�erials canbined:urban 109G kmitations tor pdncipal limitatlom:utban IimitaGons:urban
arterials and minor 5-109�,Nra120-35% b5-8096,ru�a163-75�
irterials combined:
urban 15•25%
Per�ent ot T�avel Suppested fedenl Gmitations ior interstae Suypested teder�l Suppesied GmitaGons: Su99ested federal
� (VMI� freerrays uid other pdnapal arterials combined: limita2ions fot p�incipal 5-10% Iimitations:10-309'0
� d0-65% arterials and minor
arterials combiaed:
65-8096
Inierseciion Grade separated Desirabk;ptade T2fic sipnals and 4-vray siops anC As reQuired
sepua�ed.Minimum: cross sUeei stops some traific siqnais;
� hph�city eontroiled locai street stops
at�rade inDersectlons
Parfdnq None Noae Restricted is neoessary flesiricted as necessary U�raUicted
Larpe TNcks No restrfction No�estrictlon Restricted as neassary Restricied as necessary Permitted asnecessary
�
Manaqement Tools Ramp mete�nfl, Ramp meterinp, Tafflc sfpnal Number of lanes, intersection cont�of,
p�eterontiai treatrnent pteferonti�i Ueatment proqtession,land trltfic sip�ai timinq, cul�fe-sacs,diverters
for tnnsit,inmr�hanpe for transit,traffic sipnal iaess rtunapement, land sccess
spaci�q prop�ession,stapinq a( proferonUal treatrnent manaQement
roconstruc�on, for transR
• iatetsactlon sp�cinp
Vehicks Carried Urbm:25,000-150,000 15,000-100,000 5,000-30,000 t,0U0•15,000 LEss than 1,000
Runi:5,000-50,000 2,500-25,000 1,000-10,000 250-2,5000 less than 1,000
Posted Speed Limit Urbm:45-55 40�50 30-45 30-40 Maximum 30
� Ru�l:LeQ�!limit LeqnllimR leqal Nmit 35-45 Niaximum 30
Ripht-of-vraY 300' 100'•300' 60'-150' 60'-100' S0'-80'
Transit P�iority�ccess and Prio�ity access u�d Prate�enW!treatment Cross sectlons and Nortnalty used as bus
Accommodations mwemeat tor transit movement for transit whe�e needed peometrics desiqned for �outes ony in
� vehicles in pe�lc vehides in peak periods use by tequlu roufe non-tesideetial a�eas
perioCs wfiero needed wtiero possible u�d buses
needed
�
95
� ,
Transportation Devebpmertt Guide/PoGcy Pian
� Collector street� metropoGtan certfers and regionai business con-
ceritrations may vary between t/8 to 112 mile. In
The coilector system provides connection be- the fuly developed area, coilectors are needed
tween neighbofioods and from neighbofioods to 1/4 to 3/4 miles apart. I� the devebping area,
minor business concentrations. It also provides spaang may range from i/2 to one mile.
suppiememary irrteroonnections of mapr gener-
• ators within the metropolitan centers and regionat local Streets
business concentrations. Mobility a�d land ao-
cess are equally importarrt. Di�ed land access Local streets connect blocks and land parcels.
should be predominately to devebpmerrt con- The primary emphasis is o�land aceess.ln rrast
centrations. Collector connections a�e cases, bcal streets wiii con�ect to other locai
predominately to minor arteriais,other oollectors streets and coilectors. in some cases, they will
� and bcai streets. Sometimes they wili be con- cannect'to minor arteriais. �ocal streets serve
nected to prinapal arteriais. Typicalty, collecio�s shoR trips at low speeds. In the urban area, local
serve short trips of one to four miies.Local transit streets wiii oa:ur every block.In the rural area one
service uses these streets. Spacing in the mile spaang may be adequate.
•
•
•
•
•
•
•
s6
� R � � � • � � � � �
�
Concept Cost Estimate for
T,H. 52 Acaess near 117th Street
Prepared ey: JH in Aosemount and Inver Grove Heights
Date Pre ared: Jul 20, 1993
INVERGROVE HEIGHTS ROSEMOUNT
ITEM bESCRIPTION UNIT UNIT PRICE/ W.FR.RD./117th ST. WEST FR. RD. ACCELERATION LANE
�o SUBTOTAL QUANTITY AMOUNT QUANTITY AMOUNT QUANTITY AMOUNT
EXCAVATION CU. Y0. $2.00 21100 $42,200 3460 $6,920 3640 $7,280'
SELEGT GRANULAR BORROW CU. YD, $5,50 1070 $5,885 1460 $8,030 1000 $5,500
STREET PAVEMENT SQ,YD. $11.00 15600 $171,600 - 2190 $24,090 1500 $16,500
SHOULDERPAVEMENT SQ.YD, $6.50 4070 $26 455 210 $1 365 1330 $8 645
SUBTOTAL A $246,140 $4Q,405 $37,925
REMOVALS/SALVAGE/CLEAR&GRUB 2% $4,900 $800 $800 '
STORM SEWER 5% $12,300 $2,000 $1,900
UTfUTIES 1% $2�50Q $400 $400
SIGNING/STRFPING/DELINEATION� --•--.^---•----- 3%0 ---•-- --•_! $7,400 -�.- - $1,200 $1,100
TURF ESTABUSHMENT ' 4% $9,800 $1,600 $1,500
MISGELLANEOUS CONSTRUGTION 2% $4,900 $800 $800
TRAFFIC SIGNALS $100 000.00 1 $100 000 0 $0 0 $0
SUBTOTAL B (INCLUDES SUBTOTAL A) $387,940 $47,205 $44,425
MOBILAZTION/FIELD OFFICE 5% $i9,400 $2,400 $2,200
TRAFFIC CONTROL 1%" $3�900 $500 $400
CONTINGENCIES 5% $19 400 $2 400 $2 200
SUBTOTAL CONSTRUCTION COSTS $430,640 $52,505 $49,225
$101 730
. TOTAL CONSTRUGTION CQST $532,370
EXHIBIT Xlt .
�
CONCEPT LAYOUT COST ESTIMATE �5�
� � � �� � � � � � . � . � � � . . � .. . . � .� . . �. � . . � .ENGlN£fR519RCNIrECT51P1�NNERS ..
� . . . . . . . . . .. . . . � V ..
� �
�
51,29Q
50 4��¢
�n � 47►500
� Q '�� �t �
O /�'� '
0 45 �' -
� ��• 42,250
. /
�
• ^ • • ��c%
h ,q,p / . tio/
�-1 • j
� • �
`.. �. ,
+ �V 3S . � /
w � �
w • /
� ./
� 30 �
,ir H
�
� Z5 _
� �
A
w zo
�
� Legend �
• � Actual Count
w � — — — Dakota Co Forecast (199Q)
�
� � • • • Mn/DOT Forecast (1992)
Ave Metro Gr4wth
•
10
o �n o �., o 0 0
_-- ..p�.� ..�r � ..p�� N N N
, YEAR
EXHIBIT IX
/
US-52 NORTH OF 117th STREET ����� -
. .. . . � . . . � � � . � � EGIGlN££RSI6R�T£C15yP1AMNERS �. � .
���. . . � . � . .. . � � � �.
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' � - �ii 11
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�
Koch Refining CompanY
Departure Times with Major Construction Project And Major Turn-Around
1500
ao
a
'�
�
Q 1000
�
a�
, ?,
0
i�.
W
�
0 500
a�
.�
�
z
0
4-4:30pm 5-5:30pm 6-6:30pm 12-12:30am 4:30-5am
4:30-5 pm 5:30-6 pm 6:30-7 pm 3;30-4 am
�Administrative � Maintenance � Operators
�Regular Contractors � Clean Fuels Contractors �Turn—Around Crew
EXHIBIT lll
/'
KOCH REFINING COMPANY EMPLOYEE DEPARTURE TIMES ,�5�
� . �. . .� � � . . � � � � . . . � . � � . . � � � . � ENGIN£ERSI6R�HI7ECT5/P1�NNERS �.
. . . . . � . ... . �. . � . .� � .. � . . . � . . � � �
�
�
STUDY EXHIBITS
•
Exhibit I - General Location & Corridor Limits
� Exhibit II - Existing Land Uses
Exhibit III - Koch Refining Company Employee Departure Times
Exhibit IV - Employee Travel Distribution
•
Exhibit V - Refined Traffic Analysis Zones
Exhibit VI - 1993 Average Daily Traffic (AD� with
Forecasted 1997 & 2013 ADTs
� Exhibit Vlt - Corridor Development Constraints
Exhibit VIII - Accident History at US-52/117th St.
� Exhibit 1X - Comparisons to Mn/DOT Forecasts
Exhibit X - Phase I Improvements (1994)
Exhibit XI - tayout for Mn/DOT Staff Approval
� Exhibit XIl - Concept Layout Cost Estimate
Exhibit XlII - . Phase II tmprovements (1997}
Exhibit XIV - Proposed 117th Street Interchange ,
•
Exhibit XV - Phase III�Improvements (2013)
•
•