Loading...
HomeMy WebLinkAbout5.b. Highway 3 Improvement Update, City Project #239CITY OF ROSEMOUNT EXECUTIVE SUMMARY FOR ACTION CITY COUNCIL MEETI G DATE: October 20, 1992 AGENDA ITEM: Highway 3 Improvement Update AGENDA SECTION: City Project 239 Old Business PREPARED BY: Bud Osmundson AGENDA NO. City Engineer/Assistant Public Works Director �/� ITEM # 5 ATTACEKKNTS: O M Letter, Memo, Pamphlet APPROVED BY: Attached is a memo regarding Staffs recommendations for the Highway 3 Improvements. The memo also refers to projected costs, lighting, and different alternatives within the project. Also attached is a recently received "Research and Publications Review's article regarding an article entitled "Traffic and Land Use Planning, and the selling of the Central Business Districts." It is very pertinent to any discussion of improvements to Trunk Highway 3 through the downtown area. Ron Bray, P. E. from OSM Engineering will be present at the meeting to provide an overview, update the Council on his conversations with MNDOT and answer any questions you may have. RECOMMENDED ACTION: Informational Only COUNCIL ACTION: 4 TO: MAYOR COUNCI FROM: CITY EN DATE: MEMBERS: KLASSEN STAATS WILLCOX WiPPERMANN EER OSMUNDSON 2, 1992 RE: HiGHWAIY 3 IMPROVEMENT UPDATE After receiving the feasibility report for City Project #239, the Armory Trunk Highway 3 Improvements, Council directed Staff to investigate an urban roadway alternative for Trunk Highway 3. The firm of OSM completed that investigation and cost estimate which is attached. Council also directed Staff to investigate the lighting system for that improvement. That lighting system estimate is alto attached. Alternative "C" as it i Street to north of Coi a 64' wide urban sec- could eccould be used as thru on all its major roads previous Alternative ' MNDOT would fund proposed Alternative they would still only referred to, would involve a total reconstruction of Highway 3 from 143rd inemara Trail. The proposed section as shown in the attachment would be :ion. The outer two lanes, which are shown as right turn lanes or shoulder, anes in the future. This is a very similar section to what Dakota County uses The cost estimate for this alternative is approximately $1,000,000. The A" improvement was estimated at approximately $309,000. Of that total, approximately $190,000 through a Cooperative Agreement. With the "C" cost estimate of a $1,000,000, it is the initial reaction of MNDOT that )rovide approximately $190,000 of funding. The lighting system, hich is described on the attachment, would include approximately 30 lights staggered at 150' intervals. Lights would be located directly behind the curb with a breakaway base. The cost estimate for the lighting is approximately $140,000. These lights would be similar to the larger downtown globe type lights. It is anticipated that this lighting system could be installed on the rural section previously recommended. Staff recommends Improvements in the improvements. Council. had also askE the remainder of High alternatives for the d downtown area. OnE Street in this area. businesses and home will be present at the improving it. it is recc the Downtown Scopi to the Council at a recommendations. t Council proceed with the recommended Alternative "A Highway 3 mory area. We also recommend that the lighting system be included in the d that we investigate with MNDOT the possibility of including in the project way 3 through the downtown area to Project No. 239. There are numerous sign, but all of them would include widening of the roadway through the problem is that there is only 66' of right-of-way from 143rd Street to 147th Widening of the roadway would involve major costs to the City and to wners along this segment of roadway. Mr. Ron Bray from OSM and myself meeting to further discuss this segment of Highway 3 and possibilities of mmended that the City Council recommend that the City Engineer work with g Committee and continue the Highway 3 investigation. We can come back future meeting with more information and the "Scoping" committee's Engineers Architect Planners surveyors Dear Mayor and Council: Transmitted herewith are cost estimates for the above mentioned project. As requested by the Council each estimate is discussed in more detail below: TH 3 Alternative C: This alternative includes the total reconstruction of TH 3 from 143rd Street to north of Connemara Trail, approximately 4000 feet. The typical roadway section would be a 64' wide urban section with curb and gutter. It would include 3 - 12' lanes (2 t ru lanes and 1 continuous left turn lane) and 2 - 14' shoulders/right turn lane . The attached figure illustrated the typical section for Alternative C. TH 3 Lighting System: The lighting system includes approximately 30 lights staggered at 150 foot intervals 300 feet on each side). The light pole would be located directly behind the curb 'th a breakaway base. The estimated cost assumes a higher price for the pole t7 allow for a decorative/ornamental pole. OOrr Schelen 6, AMS)& AM Hssocaates, Inc. October 1, 1992 300 Park Place Center 5775 Wayzata Boulevard Minneapolis. MN 55416-1228 612-595-5775 1-800-753-5775 FAX 595-5773 Honorable Mayor and Council City of Rosemount 2875 145th Street West Rosemount, ' esota 55068 Re: Alternative C and Lighting System Cost Estimates for Trunk Hi hway 3 (TH 3) For the ory Site Rosemount, Minnesota City Proje t No. 239 OSM Protect No. 4845.20 Engineers Architect Planners surveyors Dear Mayor and Council: Transmitted herewith are cost estimates for the above mentioned project. As requested by the Council each estimate is discussed in more detail below: TH 3 Alternative C: This alternative includes the total reconstruction of TH 3 from 143rd Street to north of Connemara Trail, approximately 4000 feet. The typical roadway section would be a 64' wide urban section with curb and gutter. It would include 3 - 12' lanes (2 t ru lanes and 1 continuous left turn lane) and 2 - 14' shoulders/right turn lane . The attached figure illustrated the typical section for Alternative C. TH 3 Lighting System: The lighting system includes approximately 30 lights staggered at 150 foot intervals 300 feet on each side). The light pole would be located directly behind the curb 'th a breakaway base. The estimated cost assumes a higher price for the pole t7 allow for a decorative/ornamental pole. We hope this information is sufficient for your review. We would be glad to discuss this report with all interested parties at your convenience. Please call me at 595-5666 if you have any questions. Sincerely, ORR-SCHELE MAYERON & ASSOCIATES, INC. --'E4,err / Ronald B. Bray, P.E. Manager, Transportation Department dad enclosure cc: Mr. Bud smundson - City Engineer Drown By Drawing Title Orr L.A.M. Schelen Mayeron & TYPICAL SECTIONS Dote: Associates, Inc. ALTERNATIVE C Engineer. ■ Arc itecis ■ Planners ■ Surveyors T.H. 3 10/01/92 5775 Wayzata Bouleva d ■ St. Loius Park 55416 . 612-331.8660 ROSEMOUNT , MN Comm. No. 4845.20 Figure No. O J or i _ w v N F- a O_ O 3 N C Q W Drown By Drawing Title Orr L.A.M. Schelen Mayeron & TYPICAL SECTIONS Dote: Associates, Inc. ALTERNATIVE C Engineer. ■ Arc itecis ■ Planners ■ Surveyors T.H. 3 10/01/92 5775 Wayzata Bouleva d ■ St. Loius Park 55416 . 612-331.8660 ROSEMOUNT , MN Comm. No. 4845.20 Figure No. O J i v N C W Z a N J C Z _ O F— U W J N c' Z G N J T © F- ZO 3 O W V J N G O F - CL 0 O G W Z E N J r D Q: IF - Drown By Drawing Title Orr L.A.M. Schelen Mayeron & TYPICAL SECTIONS Dote: Associates, Inc. ALTERNATIVE C Engineer. ■ Arc itecis ■ Planners ■ Surveyors T.H. 3 10/01/92 5775 Wayzata Bouleva d ■ St. Loius Park 55416 . 612-331.8660 ROSEMOUNT , MN Comm. No. 4845.20 Figure No. T.H. 3 ROADWAY IMPR 143RD STREET TO NOI ROSEMOUNT, MN OSM COMM. NO. 4845 ALTERNATIVE C - CONTIN 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 2104.501 2104.505 2104.505 2105.501 2105.507 2112.501 2211.501 2211.501 2331.514 2341.514 2331.521 2357.502 2501.515 2503.541 2503.541 2506.508 2531.501 2575505 MENT OF DODD ROAD LEFT TURN LANE -URBAN SECTION REMOVE METAL CULVERT REMOVE BITUMINOUS PAVEMENT REMOVE CONCRETE PAVEMENT COMMON EXCAVATION SU GRADE EXCAVATION SU GRADE PREP. AG 3REGATE BASE CLASS 3 AG 32REGATE BASE CLASS 5 TYPE 31 BASE COURSE TYPE 41 WEAR COURSE IRREGULAR WIDTH PAVING BITUMINOUS MATERIAL FOR TACK 15 CMP PIPE APRON 15 CMP PIPE 18' RC SEWER PIPE CC NSTRUCT CATCH BASIN CONCRETE CURB AND GUTTER SODDING LF 5.00 270 $1,350.00 SY 1.50 19555 $29,332.50 SY 3.60 6000 $21,600.00 CY 2.00 33186 $66,372.00 CY 2.50 11112 $27,780.00 RS 150.00 40 $6,000.00 TON 3.80 17920 $68,096.00 TON 5.30 13440 $71,232.00 TON 20.00 7823 $156,460.00 TON 22.00 2347 $51,634.00 SY 9.00 1322 $11,898.00 GAL 1.00 1425 $1,425.00 EA 62.00 8 $496.00 LF 12.80 300 $3,840.00 LF 25.00 4000 $100,000.00 EA 800.00 12 $9,600.00 LF 6.50 8000 $52,000.00 SY 2.00 17778 $35.556.00 SUBTOTAL +10% CONTINGENCIES SUBTOTAL +30% ADMINISTRATION TOTAL ESTIMATED COST Page 1 $714,671.50 $71,467.15 $786,138.65 $235,861.35 $1,022,000.00 T.H. 3 ROADWAY IN 143RD STREET TO -ROSEMOUNT, MN OSM COMM. NO. 41 TH 3 LIGHTING SYSTEM OF DODD ROAD ITEM SPEC. UNIT NO. NO. DESCRIPTION UNIT COST QUANTITY 1 2545.515 LIGHT BASE EA 1100.00 30 2 2545.523 3" NMC LF 5.00 8000 3 2545.531 1/C # 10 LF 0.35 24000 4 2545.531 1/C # 6 LF 0.60 8000 5 0545.602 LUMINAIRE 250 WATT HPS EA 300.00 30 6 0545.602 LIGHTING SERVICE FOUNDATION EA 1100.00 1 7 0545.602 LIGHTING SERVICE EQUIPMENT EA 900.00 1 SUBTOTAL +10% CONTINGENCIES :SUBTOTAL +30% ADMINISTRATION TOTAL ESTIMATED COST Page 1 TOTAL COST $33,OOQ.00 $40,000.00 $8,400.00 $4,800.00 $9,000.00 $1,100.00 $900.00 $97,200.00 $9,720.00 $106,920.00 $33,080.00 $140,000.00 No. 92-5 Date October 1992 Abstracts: Professor Emeritus Matthew J. Huber, Department of Civil and Mineral Engineering, University of Minnesota. For Further Information Services, Minnesota Dept. of Transportation, Information Room B23, Transportation Building, 395 John Ireland Boulevard, Contact: St. Paul, Minnesota 55155. Telephone Number: (612)296-2385 John D. Edwards, Jr -.T ITE Journal, Institute of Transportation Engineers, Vol. 61, No. 12, pp. 19-23, December 1991. A common phenomenon in small to medium size cities is the decline of the central business district (DBD) along with the expansion of retail and office developments on bypass facilities. The author notes the decline of the CBD, examines the causes and consequences, and reviews the role of the transportation planner in remedying the consequences of previous actions. In most instances where a bypass facility has been built, there is little control of land use along the bypass, and the downtown area has deteriorated. The author makes the case that the transportation engineer should be as much concerned as the urban planner with the negative consequences of a declining CBD. These negative effects include: • loss of tax base, • an under utilized existing capital investment (and the concomitant cost of new infrastructure at the new development), • investments in new transportation facilities to serve the newly developed centers, and • the subsequent increase in vehicle miles of travel (VMT). There are several causes for the cycle of bypass construction followed by CBD decline. Young families show a desire for living in suburban areas; bypass planning has stopped short; of anticipating the consequent land use changes; state transportation agencies view their function as that of serving long distance travel with little concern for "local traffic problems", and competition between local Mr. Edwards is Senior Vice -President of the RBA Group, Atlanta, Georgia. 92-5 governments. Other factors that are present include aggressive developers, unsophisticated local governments, lax zoning regulations, docile merchant groups, and a lack of understanding of the implications by highway and traffic engineers. A final factor is the increase in single occupant vehicle commuting, an element which is requiring an increasing amount of capital investment. Edwards presents a list of suggestions that transportation professionals may follow in improving the quality of downtown areas. We must recognize that land use controls are very politicized. Recognize that bypasses often serve relatively small traffic volumes and enhance the value of suburban property to the detriment of the downtown. The public and downtown merchants must become aware of the relationships among transportation improvements, development patterns, land use, and retailing activity. The author emphasizes the need for cooperation between urban planners and traffic planners, that both groups make decision makers aware of the need for better land use control. Traffic engineers must recognize that- transportation improvements that encourage land use changes will increase air pollution problems Transportation engineers are urged to look at the total impact of bypasses, and be assured that land use plans and controls are in place for the protection of the CBD.