HomeMy WebLinkAboutOld Village Area of OPH Traffic Study 2008Old Village Area of Oak Park Heights
Traffic Study
Washington County
City of Oak Park Heights
October 6, 2008
Public Works Department
11660 MYERON ROAD NORTH STILLWATER, MINNESOTA 55082 -9573
651 - 430 -4300 Facsimile Machine 651 -430 -4350
•
Uounty
BACKGROUND •
A traffic engineering study was completed in the Old Village Area of Oak Park Heights during
the summer of 2008. The study was performed in response to a request from the City of Oak
Park Heights, related to concerns that vehicles on city streets were having difficulty making safe
left turns onto County State Aid Highway (CSAH) 21 (Stagecoach Trail North) and CSAH 23
(59 Street North) due to lack of gaps in traffic. The concern centered on the perception that a
lack of gaps in traffic on the County roadways was resulting in excessive delays for local
residents attempting to leave their neighborhood, thereby creating an unsafe condition for
motorists.
The study focused on traffic operations at the following six intersections located throughout the
study area (see Appendix A for study location map):
Primary Intersections
- CSAH 21 (Stagecoach Trail North) and CSAH 28 (56 Street North)
- CSAH 21 and CSAH 23 (59 Street North)
Secondary Intersections
- CSAH 21 and Upper 56 Street North
- CSAH 21 and 58 Street North
- CSAH 23 and Penrose Avenue North
- CSAH 23 and Peller Avenue North •
County State Aid Highway (CSAH) 21 (Stagecoach Trail North) is a 2 -lane, undivided highway
under the jurisdiction of Washington County. The roadway carries approximately 7,100 vehicles
per day (vpd) in this area and has a posted speed limit of 35 miles per hour (mph).
CSAH 28 (56 Street North) is a 2 -lane, undivided highway under the jurisdiction of Washington
County. The roadway carries approximately 6,400 vpd and has a posted speed limit of 30 mph.
CSAH 23 (59 Street North) is a 2 -lane, undivided highway under the jurisdiction of Washington
County. The roadway carries approximately 7,800 vpd in this area and has a posted speed limit
of 30 mph.
Upper 56 Street North, 58 Street North, Penrose Avenue North, and Peller Avenue North are
all local streets under the jurisdiction of the City of Oak Park Heights. These four streets
provide the only way in and out of the Old Village Area of the city. Residents with a destination
to the north (towards Trunk Highway (TH) 36) have to make a left turn out of one of these four
streets onto the higher volume County roadways (CSAH 21 or CSAH 23).
Traffic Patterns
There is a clear traffic pattern through the study area to /from the southeast on CSAH 28 and
to /from the northwest on CSAH 23. Much of the traffic travelling through the area is using the
route as a connection between TH 95 (St. Croix Trail North), located to the southeast of the
study area, and TH 36, located to the northwest of the study area. Traffic utilizes this route due
•
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• to the lack of a northbound off -ramp and southbound on -ramp at the TH 36 & TH 95
interchange.
C J
It should also be noted that much of the traffic that uses this route during the peak periods is
travelling to /from the Andersen Windows facility located approximately 1/2 mile southeast of the
study area. The PM peak hour (3:00 -4:00) in the study area is noticeably earlier than other
County roadways in the surrounding area, and this is likely due to the 3:00 PM shift change at
the factory.
Crash History
Five years of vehicular and pedestrian crash data was reviewed for each of the study area thru-
stop controlled intersections. The statewide average crash rate at thru -stop intersections on the
Minnesota Trunk Highway System is 0.3 crashes per million entering vehicles (MEV). A table
summarizing the study area crash data is located below.
Study Area Intersection Crash
Intersection
Rates from 2002-2006
Total Crashes
Crash Rate (t)
CSAH 21 & CSAH 23
2
0.14
CSAH 22 & CSAH 28
4
0.28
CSAH 23 & Upper 56 Street N
1
0.08
CSAH 21 & 58'" Street N
1
0.08
CSAH 21 & Peller Avenue N
1
0.07
CSAH 21 & Penrose Avenue N
1
0.07
'I) Crash rates are aiven in crashes Der MEV
Other Observations
The CSAH 23 to CSAH 21 to CSAH 28 route is often used as a detour route when the Stillwater
Lift Bridge is closed due to maintenance or an emergency. Traffic is detoured south along the
route to the 1 -94 Bridge to Hudson, Wisconsin. Some of the excessive delays noticed by
residents of the Old Village Area may have occurred during times when the lift bridge was
closed.
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STUDY ANALYSIS •
To provide a more detailed traffic operations analysis of the study area, the County collected
traffic volume counts, turning movement counts, gap studies, delay studies, and visited the
study area on several days during both the AM and PM peak hours. Using this data, several
different analyses were conducted, which included:
• Traffic Signal Warrants
• All -Way Stop Warrants
• Gap Studies
• Delay Studies
These analyses are discussed in more detail below for each of the six study intersections.
•
•
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• CSAH 21 (Stagecoach Trail N) & CSAH 28 (56 "' Street N)
Existing Conditions
The intersection of CSAH 21 & CSAH 28 is currently a thru -stop controlled intersection
with northbound CSAH 21 having to stop for southbound CSAH 21 and westbound
CSAH 28. CSAH 21 has a posted speed limit of 35 miles per hour (mph) and CSAH 28
has a posted speed limit of 30 mph.
All -Wav Stoo Analvsis
An all -way stop analysis was performed for the intersection of CSAH 21 & CSAH 28
using 2008 traffic volume data. To warrant an all -way stop, the intersection would need
to satisfy one of the following conditions:
1.) A documented traffic crash problem, indicated by five or more crashes of a type
susceptible of correction (right -angle or left turn) by an all -way stop in a 12 month
period.
From 2004 -2006 there were two crashes at this intersection, one of which was
considered correctable. Thus, the intersection does not meet warrant 1.
2.) Minimum traffic volumes:
a.) the vehicular volume entering the intersection from the major street
• approaches (total of both approaches) must average at least 300 vehicles
per hour for any 8 hours of an average day, and
b.) the combined vehicular volume from the minor street approaches (total of
both approaches) must average at least 200 vehicles per hour for the same
8 hours, with an average delay to minor street vehicular traffic of at least 30
seconds per vehicle during the highest hour.
While the intersection does meet warrant 2a, it does not meet warrant 2b for any of the
same 13 hours. The minor street (CSAH 21 south of the intersection) never has an
approach volume of more than 200 vehicles for any hour of the day. Thus, the
intersection does not meet warrant 2.
Traffic Signal Warrant Analysis
A traffic signal warrant analysis was performed for this intersection using the 2008 traffic
count data. The analysis considered the following warrants from the Minnesota Manual
on Uniform Traffic Control Devices (MMUTCD):
1.) 8 -hour vehicular volume
2.) 4 -hour vehicular volume
3.) Peak -hour
4.) Crash experience
There is not enough traffic at this intersection to meet any of the vehicular volume
warrants (8 -hour, 4 -hour, peak -hour) for a traffic signal. As in the all -way stop analysis,
there are not enough correctable crashes in the past three years to satisfy the Crash
• Experience warrant.
i!
Both the all -way stop analysis and the traffic signal warrant analysis for the intersection is
of CSAH 21 & CSAH 28 can be found in Appendix B.
Delay Analysis
A delay analysis was performed on northbound CSAH 21 at the intersection of CSAH 21
& CSAH 28 during both the AM and PM peak hours. Results from the delay analysis are
shown below:
Average delays for vehicles stopped on northbound CSAH 21 can also be described in
terms of Level of Service (LOS). An LOS of A corresponds to free flow conditions and a •
LOS of F corresponds to excessive delays. Northbound CSAH 21 operates at a LOS B
or better during both the AM and PM peak hour (see chart below).
• on ..
Time AM (7:00 -8:00)
Delay on Northbound
Lane Straight
Time
AM (7:00 -8:00)
PM (3:00 -4:00)
Lane
Straight
Right Turn
Straight
Right Turn
Vehicles
50
10
73
14
Avg Delay
7.0
5.8
13.5
2.9
sec
Max Delay
27
17
71
11
sec
Max Queue
4
1
4
1
Length veh
Average delays for vehicles stopped on northbound CSAH 21 can also be described in
terms of Level of Service (LOS). An LOS of A corresponds to free flow conditions and a •
LOS of F corresponds to excessive delays. Northbound CSAH 21 operates at a LOS B
or better during both the AM and PM peak hour (see chart below).
• on ..
Time AM (7:00 -8:00)
PM (3:00 -4:00)
Lane Straight
Right Turn
Straight
Right Turn
LOS A
A
B
A
The complete delay analysis can be found in Appendix D.
Site Observations
During both the AM and PM peak traffic periods, vehicles had little difficulty going
straight from the stop condition on CSAH 21 to continue northbound on CSAH 21.
Drivers experienced minimal delay at the intersection.
There were no major queues observed on CSAH 21 during the AM or PM peak periods.
At most, four vehicles were waiting in the left turn lane (to continue north on CSAH 21)
at any given time.
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0
•
•
Street N)
CSAH 21 (Stagecoach Trail N) & Upper 56 Street North is
Existing Conditions
The intersection of CSAH 21 & Upper 56 Street North is currently a thru -stop controlled
intersection with motorists on Upper 56 Street North having to stop for traffic on CSAH
21. The speed limit on CSAH 21 in this area is 35 mph.
All -Way Stop Analysis
An all -way stop warrant analysis was not performed for this intersection due to the low
traffic volumes on the minor street.
Traffic Signal Warrant Analysis
A traffic signal warrant analysis was not performed for this intersection due to the low
traffic volumes on the minor street.
Gao Analysis
A gap analysis was not performed for this intersection because it was assumed to be
similar to the intersection of CSAH 21 & 58 Street North, which is located approximately
900' to the north. See below for the gap analysis results for the CSAH 21 & 58" Street
North intersection.
CSAH 21 (Stagecoach Trail N) & 58 Street North •
Existing Conditions
The intersection of CSAH 21 & 58 Street North is currently a thru -stop controlled
intersection with motorists on 58 Street having to stop for traffic on CSAH 21. The
speed limit on CSAH 21 in this area is 35 mph.
All -Way Stop Analysis
An all -way stop warrant analysis was not performed for this intersection due to the low
traffic volumes on the minor street.
Traffic Signal Warrant Analysis
A traffic signal warrant analysis was not performed for this intersection due to the low
traffic volumes on the minor street.
Gap Analysis
The American Association of State Highway and Transportation Officials (AASHTO) "A
Policy on Geometric Design of Highways and Streets" 2004 edition provides guidance
on the critical gap that is needed for vehicles making a left turn from a stopped condition
on a minor road onto a major road. Using these criteria, the critical gap for left- turning
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• vehicles exiting 58" Street North was calculated to be approximately 8.0 seconds for
passenger cars.
A gap study was conducted at the intersection from 7:00 -8:00 AM and from 3:00-4:00
PM. The data below shows the number of available gaps during these peak traffic
periods.
Based on the gap study, the following results were determined:
During the AM peak hour (7:00 - 8:00), there were approximately 125 gaps in
traffic on CSAH 21 that would adequately accommodate a left turning passenger
car. During the PM peak period, there were approximately 113 gaps that would
adequately accommodate a left turning passenger car.
The complete gap analysis can be found in Appendix D.
Site Observations
• On the day that the gap studies were collected there were 2 vehicles observed exiting
W Street onto CSAH 21 during both the AM and PM peak hour. None of the 4 vehicles
experienced an unreasonable amount of delay (greater than approximately 35 seconds).
CSAH 21 (Stagecoach Trail N) & CSAH 23 (59 Street N)
Existina Conditions
The intersection of CSAH 21 & CSAH 23 is currently a thru -stop controlled intersection
with motorists on southbound Stagecoach Trail and eastbound CSAH 23 having to stop
for traffic on northbound CSAH 21. CSAH 21 has a posted speed limit of 35 miles per
hour (mph) and CSAH 23 has a posted speed limit of 30 mph.
All -Way Stop Analysis
An all -way stop analysis was performed for the intersection of CSAH 21 & CSAH 23
using 2008 traffic volume data. To warrant an all -way stop, the intersection would need
to satisfy one of the following conditions:
1.) A documented traffic crash problem, indicated by five or more crashes of a type
susceptible of correction (right -angle or left turn) by an all -way stop in a 12 month
period.
From 2004 -2006 there was one correctable crash at this intersection. Thus, the
• intersection does not meet warrant 1.
2.) Minimum traffic volumes:
a.) the vehicular volume entering the intersection from the major street
approaches (total of both approaches) must average at least 300 vehicles
per hour for any 8 hours of an average day, and
b.) the combined vehicular volume from the minor street approaches (total of
both approaches) must average at least 200 vehicles per hour for the same
8 hours, with an average delay to minor street vehicular traffic of at least 30
seconds per vehicle during the highest hour.
While the intersection does meet warrant 2a, it does not meet warrant 2b for any of the
same 13 hours. The minor street (Stagecoach Trail north of the intersection) never has
an approach volume of more than 200 vehicles for any hour of the day. Thus, the
intersection does not meet warrant 2.
Traffic Signal Warrant Analysis
A traffic signal warrant analysis was performed for this intersection using the 2008 traffic
count data. The analysis considers the following warrants:
1.) 8 -hr vehicular volume
2.) 4 -hr vehicular volume
3.) Peak hour
4.) Crash experience
0
There is not enough traffic at this intersection to meet any of the vehicular volume
warrants (8 -hr, 4 -hr, peak -hr) for a traffic signal. As in the all -way stop analysis, there •
are not enough correctable crashes in the past three years to satisfy this warrant.
Both the all -way stop analysis and the traffic signal warrant analysis for the intersection
of CSAH 21 & CSAH 23 can be found in Appendix C.
Site Observations
Eastbound traffic on CSAH 23 occasionally backs up to Penrose Avenue North when a
large platoon of traffic arrives. These queues typically clear rather quickly, however, due
to the majority (approximately 80% in the AM and 90% in the PM) of traffic making a
right hand turn at the stop sign to travel southbound on CSAH 21.
The removal of this stop sign was looked at by the County to help reduce the eastbound
delay at this intersection, and also to help increase the number of gaps in traffic on
CSAH 21 by removing the metering effect of the stop sign. It was ultimately decided that
this would have little to no benefit, because the existing sharp right turn has a similar
metering effect on traffic.
•
11
l J
•
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A truck makes a left turn from northbound CSAH 21 to westbound
CSAH 23 (59` Street N) & Penrose Avenue North •
Existing Conditions
The intersection of CSAH 23 & Penrose Avenue North is currently a thru -stop controlled
intersection with motorists on Penrose Avenue having to stop for traffic on CSAH 23.
The speed limit on CSAH 23 in this area is 30 mph.
Traffic Signal Warrant Analysis
A traffic signal warrant analysis was not performed for this intersection due to the low
traffic volumes on the minor street.
All -Way Stop Analysis
An all -way stop warrant analysis was not performed for this intersection due to the low
traffic volumes on the minor street.
Gap Analysis
Using the same criteria outlined previously, the critical gap for left- turning vehicles
exiting Penrose Avenue North was calculated to be approximately 8.0 seconds for
passenger cars.
A gap study was conducted at the intersection from 7:00 -8:00 AM and from 3:00 -4:00
PM. The data below shows the number of available gaps in each of the different gap •
time frames.
Based on the gap study, the following results were determined:
During the AM peak period, there were approximately 126 gaps in traffic on
CSAH 23 that would adequately accommodate a left turning passenger car.
During the PM peak period, there were approximately 93 gaps that would
adequately accommodate a left turning passenger car.
The complete gap analysis can be found in Appendix D.
Site Observations
On the day that the gap studies were collected there were 5 vehicles observed exiting
Penrose Avenue onto CSAH 21 during AM peak hour, and 4 vehicles observed exiting
during the PM peak hour. None of the 9 vehicles experienced an unreasonable amount
of delay (greater than approximately 35 seconds).
is
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• CSAH 23 & Peller Avenue North
Existing Conditions
The intersection of CSAH 23 & Peller Avenue North is currently a thru -stop controlled
intersection with motorists on Peller Avenue having to stop for traffic on CSAH 23. The
speed limit on CSAH 23 in this area is 30 mph-
All-Way Stop Analysis
An all -way stop warrant analysis was not performed for this intersection due to the low
traffic volumes on the minor street.
Traffic Signal Warrant Analysis
A traffic signal warrant analysis was not performed for this intersection due to the low
traffic volumes on the minor street.
Gap Analysis
Using the same criteria outlined previously, the critical gap for left- turning vehicles
exiting Peller Avenue North was calculated to be approximately 8.0 seconds for
passenger cars.
• A gap study was conducted at the intersection from 3:00 -4:00 PM (the AM peak hour
was not studied due to previous gap studies at the surrounding intersections, which
showed that the PM peak hour would be the worst -case scenario for a 24 -hour period).
The data below shows the number of available gaps the PM peak hour.
Based on the gap study, the following results were determined:
During the PM peak period, there were approximately 95 gaps in traffic on CSAH
23 that would adequately accommodate a left turning passenger car.
The complete gap analysis can be found in Appendix D.
Site Observations
On the day that the gap study was collected there were 3 vehicles observed exiting
Penrose Avenue onto CSAH 21 during the PM peak hour. None of the 3 vehicles
experienced an unreasonable amount of delay (greater than approximately 35 seconds).
•
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RECOMMENDATIONS •
Based on the results of this traffic operations study, the following actions may be considered in
the future but are not recommended at this time:
1. Installation of a traffic signal at one of the six study intersections
The traffic volumes at each of the six study intersections do not justify the installation of a
traffic signal at this time. Installation of a traffic signal at one of these locations would be
expected to increase the overall delay at the intersection, as well as increase the opportunity
for rear -end crashes on the major roadway.
2. Installation of an all -way stop at one of the two primary study intersections
The traffic volumes at the two primary study intersections do not justify the installation of an
all -way stop condition at this time. Much like a signal, the installation of an all -way stop
would be expected to increase overall delay at the intersection, as well as the potential for
rear -end crashes.
In addition, installing an all -way stop at one of the two primary intersections would be
expected to reduce the number of available gaps on the major roadways for vehicles exiting
the minor streets. An all -way stop would have a metering effect (uniformly distributed short
headways or gaps) on traffic, effectively breaking up platoons into a steady stream of traffic.
3. Installation of an all -way stop at one of the four secondary study intersections
Similar to the two primary intersections, the traffic volumes at the four secondary
intersections do not justify the installation of an all -way stop condition at this time.
Although the installation of an all -way stop at one of the four secondary intersections would •
ensure residents would always have readily available gaps to facilitate left hand turns onto
the major roadways during peak traffic periods, it would not be recommended at this time
due to the negative impact it would have on the overall safety and operations of the
intersection.
All -way stops are typically installed at intersections where the two intersecting streets are
approximately equal in traffic volume, so as to balance the delay to all vehicles. Traffic at
each of the four secondary study intersections is very unbalanced, with the mainline typically
carrying far more traffic than the minor streets (during the peak hours there are typically
fewer than 20 vehicles on the minor street and 450 -850 vehicles on the major street).
Placing an all -way stop at one of these intersections would be perceived as unnecessary by
many of the drivers, and would encourage rolling -stop behavior or ignoring the signs
completely, which in turn reduces the effectiveness of all stop signs.
The installation of all -way stop at one of these intersections would also be expected to
increase the frequency of rear end crashes on the major roadway, because drivers would
not be expecting to stop at such a low volume approach.
•
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• Based on the results of this traffic operations study, the County has the following short term and
long term recommendations:
Explore ways to improve sight distance at each of the secondary intersections to
make it easier to judge gaps in traffic on CSAH 21 and CSAH 23. Currently, sight lines
are limited at each of these intersections due to either steep inslopes or obstructing
vegetation. A field review will be performed by the County to determine if any brushing
and/or minor grading within the right -of -way could help improve the existing sight lines. The
field review will also look at existing sign placement to determine if any signs are
contributing to the limited sight distance, and if they can be relocated.
2. If making a left turn out of the Old Village Area, use either the 58' Street or Upper 56
Street exits onto CSAH 21. Based on the data collected, there are a greater number of
available adequate gaps in traffic on CSAH 21 than CSAH 23 due to the slightly lower traffic
volumes on CSAH 21. There is also less chance of traffic on CSAH 21 backing through one
of these intersections, which occasionally does happen with eastbound traffic at the CSAH
23 & Penrose Avenue intersection.
3. During peak periods of traffic, residents living in the old village area may opt to make
a right hand turn out of the neighborhood and find an alternate route towards the TH
36 area. A right hand turn will provide the safest and easiest way to access the County
roadway during extremely busy traffic periods, such as when the Stillwater Lift Bridge is
closed to operations. The County recognizes that this will be an inconvenience to residents,
but it should only be necessary in rare cases where there is an extremely long queue of
• traffic on the County roadways.
4. Continue to monitor the intersections of CSAH 21 & CSAH 23 and CSAH 21 & CSAH
28 on an annual basis to determine if any additional actions are needed if traffic conditions
change. The intersections have been added to the County's Intersection Control Ranking
System (ICRS), which looks at approximately 45 intersections County -wide for traffic control
improvement priorities. The ICRS takes into account traffic signal warrants, average
intersection delays, and recent crash history.
5. The City and County should explore future east/west street connections to the Old
Village Area as opportunities become available. This neighborhood is unique in that it
has no transportation links the surrounding community except for the County State Aid
Highways. As a part of the St. Croix River Crossing Project, functional classifications and
jurisdictions of roadways in the area should be reviewed. A local street connection to the
Highway 36 south frontage road from the Old Village Area would facilitate access to areas to
the north and west without inducing new safety and operational problems on the regional
roadway system.
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0
Appendix A:
Study Area Map
0
0
Washington Study Area Location Map
•� COUnty Appendix A
0
Appendix B:
Traffic Signal and All -Way Stop Warrant Analysis
CSAH 21 & CSAH 28 Intersection
40
0
2008
Signal Warrant Analysis
Warrant #1 - 8 Hour Volume
Date 7720/2008
Location CSAH 21 & CSAH 28
Oak Park Heights
Population Less than 10.000: Y
Seventy Percent Factor Used: N
Warrants Met
Major
IMinor
Condition A
1 500
1 200
Condition 8
1 750
1 100
Speed
Approach
ILanes
35
Ma
or A roach 1 - SB CSAH 21
1
30
Major
Approach 3 - WB CSAH 28
1
35
Minor Approach 2 - NB CSAH 21
2
Warrant 2
Minor Approach 4 -
Warrant 2
APPENDIX B
Total 3944 3b9u 1634 I u ilUb u Iluo
Condition A WAS NOT MET 0 Hours Satisfied Requirements
Condition B WAS NOT MET
' Washin g t o n
0 Hours Satisfied Requirements
0 Total Hours Satisfied
Washington County
Public Works Department
Traffic Engineering
V V V V
CSAH 21 & CSAH 28
Warrant #1 - 8 Hour Volume
Major Street
Minor Street:
Totals
Approach
I Approach I
Total
Warrant 1
Warrant 2
Approach
Approach
Greater
Warrant 1 I
Warrant 2
Warrant 1 I
Warrant 2
Time
1
1 3 1
Approach
Met
Mel
2
4
Approach
Met
Met
Met
Met
SO CSAH 211
NIB CSAH 281
1 + 3
500
750
NO CSAH 21
0
200
169
0:00 -1:00
19
13
32
6
6
1:00 -2:00
11
11
22
1
1
2:00 -3:00
13
15
28
2
2
3:00 -4:00
12
12
24
2
2
4:00 -5:00
18
20
38
1
1
5:00-6:00
80
84
164
16
16
6:00 -7:00
164
161
325
43
43
7:00 -8:00
221
207
428
64
64
8:00 -9:00
202
199
401
79
79
9:00 -10:00
209
181
390
78
78
10:00 -11:00
211
201
412
62
11:00 -12:00
295
291
586
Y
71
12:00 -13:00
324
306
630
Y
76
13:00 -14:00
274
286
560
Y
68
14:00 -15:00
295
307
602
Y
91
15:00 -16:00
315
287
602
Y
96
r62
16:00 -17:00
327
278
605
Y
90
17:00 -18:00
295
248
543
Y
81
18:90 -19:00
214
184
398
62
19:00 -20:00
140
121
261
47
20:00 -21:00
117
107
224
31
21:00 -22:00
98
86
184
20
1 20
22:00 -23:00
521
561
108
11
1 11
23:00 -24:00
1 381
291
67
10
1 10
Total 3944 3b9u 1634 I u ilUb u Iluo
Condition A WAS NOT MET 0 Hours Satisfied Requirements
Condition B WAS NOT MET
' Washin g t o n
0 Hours Satisfied Requirements
0 Total Hours Satisfied
Washington County
Public Works Department
Traffic Engineering
V V V V
CSAH 21 & CSAH 28
Warrant #1 - 8 Hour Volume
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O
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A 11
0
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O
O
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■•
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r
Multiway Stop Analysis
Date 7/20/2008
Location CSAH 21 & CSAH 2B
Oak Park Heights
Speed Limit= -
70% Factor Used NO
3. Traffic Volumes
Multiway Stop Warrants
1. Where signal is required
2. 5 correctable accidents in a 12 month period
3. Traffic Volumes
a) Combined vehicular volume from major approaches average: 300
vehicles per hour for any 8 hour period
b) Combined vehicular /pedestrian volume from minor street must average 200 units per hour
for the same 8 hours, and minimum 30 second average delay per
vehicle during the peak hour.
Time
000 -1:00
Major Street Minor Street
Warranl3a
Met?
Totals 1 300
Warrant 3b
Met?
200
Ap roach I
App roach
Approach
Approach
1
3
2
4
B CSAH 2W
CSAH 2
113 CSAH 2
0
19.00
13.00
6.00
0.00
38.00
2004
1
1:00 -2:00
11.00
11.00
1.00
0.00
23.00
0
0
0
0
2:00 -3:00
13.00
15.00
2.00
0.00
30.00
0
0
N
3:00 -4:00
12.00
12.00
2.00
0.00
26.00
4:00 -5:00
18.00
20.00
1.00
0.00
39.00
5:00 -6:00
80.00
84.00
16.00
0.00
180.00
6:00 -7:00
164.00
161.00
43.00
0.00
368.00
Y
7:00 -8:00
221.00
207.00
64.00
0.00
492.00
Y
800 -900
202.00
199.00
79.00
0.00
480.00
Y
9:00 -10:00
209.001
181.00
78.00
0.00
468.00
Y
10:00 -11:00
211,001
201.00
62.00
0.00
474.00
Y
11:00 -12:00
295.00
291.00
71.00
0.00
657.00
Y
12:00 -1100
324.00
306.00
76.00
0.00
706.00
Y
13:00 -14:00
274.00
286.00
68.00
0.00
628.00
Y
14:00 -15:00
295.00
307.00
91,001
0.00
693.00
Y
15:00 -16:00
16:00-17:00
17:00 -18:00
315.00
327.00
295.00
287.00
278.00
248.00
96.00
90.00
81.00
0.00
0.00
0.00
698.00
695.00
624.00
Y
Y
Y
18:00 -19:00
214.00
184.00
62.00
0.00
460.00
Y
19:00 -20:00
140.00
121.00
47.00
0.00
308.00
20:00 -21:00
117.00
107.00
31.00
0.00
255.00
21:00 -22:00
98.00
86.00
20.00
0.00
204.00
22:00 -23:00
52.00
56.00
11.00
0.00
119.00
23:00 -24:00 38.00 29.00 10.00 0.00 77.00
Warrant 3a WAS MET 13 hours satisfied requirements
Warrant 3b WAS NOT MET CHECK DELAY 0 hours satisfied requirements
1
2. Accident Summary
Warrant 2 WAS NOT MET 0 years satisfied requirements
Washington
1,- .=- -5 County
Washington County
Public Works Department
Traffic Engineering
Delay
Time & Average Required
Date Delay Delay
(sec) (sec)
not checked 30
CSAH 21 & CSAH 28
All Way Stop Analysis
Number of
Accidents
Number of
Correctable
Accidents
Correctable
Property
Damage
Correctable
Injury
Correctable
Fatal
Warrant 2
Met
5
2004
1
0
0
0
0
N
2005
0
0
0
0
0
N
2006
1
1
1
0
0
N
1
0
0
0
Warrant 2 WAS NOT MET 0 years satisfied requirements
Washington
1,- .=- -5 County
Washington County
Public Works Department
Traffic Engineering
Delay
Time & Average Required
Date Delay Delay
(sec) (sec)
not checked 30
CSAH 21 & CSAH 28
All Way Stop Analysis
0
Appendix C:
Traffic Signal and All -Way Stop Warrant Analysis
CSAH 21 & CSAH 23 Intersection
40
0
2008
Signal Warrant Analysis
Warrant #1 - 8 Hour Volume
Date 7120/2008
Location CSAH 21 & CSAH 23
Oak Park Heights
Population Less than 10.000: Y
Seventy Percent Factor Used: N
Warrants Met
IMajor
IMi nor
Condition A
1 500
150
Condition 6
1 750
1 75
Speed
Approach
Lanes
35
Me or Approach 1 - NB CSAH 21
1
30
Major Approach 3 - EB CSAH 23
1
30
Minor Approach 2 - SS Stagecoach Trail
1
Greater
Minor Approach 4 -
Warrant 2
APPENDIX C
total 428U 4442 6r22 8 t 445
Condition A WAS NOT MET 0 Hours Satisfied Requirements
Condition B WAS NOT MET
Washington
-. County
u 445 u I u i
1 Hours Satisfied Requirements
1 Total Hours Satisfied
CSAH 21 & CSAH 23
Warrant #1 - 8 Hour Volume
Washington County
Public Works Department
Traffic Engineering
Major Street: Minor Street:
Totals
Approach
Approach 1
Total
Warrant i
Warrant 2
Approach
Approach I
Greater
Warrant 1
Warrant 2
Warrant 1
Warrant 2
Time
1 1
3 1
Approach
Met
Met
2
4
Approach
Met
Met
Met
Met
NB CSAH 21
EB CSAH 23
1 + 3
500
750
Slaga am T
0
150
75
0:00 -1:00
20
18
38
1
1
1:00 -2:00
12
13
25
0
0
2:00 -3:00
9
14
23
3
3
3:00 -4:00
7
12
19
0
0
4:00 -5:00
9
30
39
2
2
5:00 -6:00
41
140
181
7
7
6:00 -7:00
151
234
385
18
16
7:00 -8:00
262
249
511
Y
18
18
8:00 -9:00
253
231
484
20
20
9:00 -10:00
219
227
446
8
8
10:00 -11:00
2551
224
479
22
22
11:00 -12:00
3371
328
665
Y
33
33
12:00 -13:00
2921
345
637
Y
23
23
13:00 -14:00
2781
310
588
Y
21
21
14:00 -15:00
3801
346
726
Y
39
39
15:00 -16:00
4601
339
799
Y
Y
80
80
Y
Y
16:00 -17:00
336
355
691
Y
41
41
17:00 -18:00
273
313
586
Y
1 291
1 29
18:00 -19:00
181
230
411
20
20
19:00 -20:00
141
148
289
10
10
20:00 -21:00
125
124
249
10
10
21:00 -22:00
97
110
207
12
12
22:00 -23:00
94
62
156
15
15
23:00 -24:00
48
40
88
151
1 15
total 428U 4442 6r22 8 t 445
Condition A WAS NOT MET 0 Hours Satisfied Requirements
Condition B WAS NOT MET
Washington
-. County
u 445 u I u i
1 Hours Satisfied Requirements
1 Total Hours Satisfied
CSAH 21 & CSAH 23
Warrant #1 - 8 Hour Volume
Washington County
Public Works Department
Traffic Engineering
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IL
Multiway Stop Analysis
` Date 7/20/2008
'Location CSAH 21 8 CSAH 23
Oak Park Heights
Speed Limit= -
70% Factor Used NO
3. Traffic Volumes
Multiway Stop Warrants
1. Where signal is required
2. 5 correctable accidents in a 12 month period
3. Traffic Volumes
a) Combined vehicular volume from major approaches average: 300
vehicles per hour for any 8 hour period
b) Combined vehicular /pedestrian volume from minor street must average 200 units per hour
for the same 8 hours. and minimum 30 second average delay per
vehide during the peak hour.
Time
0:00 -1:00
Major Street Minor Street
Warrant 3a
1 Met?
Totals 1 300
Warrant 3b
Met ?
200
Approach
Correctable
Fatal
Approach I
Approach
1
3
2 1
4
IB CSAH
B CSAH 2
tagecoachl
0
20.00
18.00
1.001
0.00
39.00
2004
1
1:00 -2:00
12.00
13.00
0.00
0.00
25.00
0
0
0
0
2:00 -3:00
9.00
14.00
3.00
0.00
26.00
0
0
N
3:00 -0:00
7.00
12.00
0.00
0.00
19.00
4:00 -5:00
9.00
30.00
2.00
0.00
41.00
5:00 -6:00
41.00
140.00
7.00
0.00
188.00
6:00 -7:00
151.00
234700
16.00
0.00
401.00
Y
7:00 -8:00
262.00
249.00
18.00
0.00
529.00
Y
8:00 -9:00
253.00
231.00
20.00
0.00
504.00
Y
9:00 -10:00
219.00
227.00
8.00
0.00
454.00
Y
10:00 -11:00
255.00
224.00
22.00
0.00
501.00
Y
1100 -1200
337.00
328.00
33.00
0.00
698.00
Y
12:00 -13:00
292.00
345.00
23.00
0.00
660.00
Y
13:00 -14:00
278.00
310.00
21.00
0.00
609.00
Y
14:00 - 15:00
380.00
346.00
39.00
0.00
765.00
Y
15:00 -16:00
16:00 -17:00
17:00 -18:00
460.00
336.00
273.00
339.00
355.00
313.00
80.00
41.00
29.00
0.00
0.00
0.00
879.00
732.00
615.00
Y
Y
Y
18:00 -19:00
181.00
230.00
20.00
0.00
431.00
Y
19:00 -20:00
141.00
148.00
10.00
0.00
299.00
20:00- 21:00
125.00
124.00
10.00
0.00
259.00
21:00 -22:00
97.00
110.00
12.00
0.00
219.00
22:00 -23:00
94.00
62.00
15.00
0.00
171.00
23:00 -24:00 48.00 40.001 15.001 0.001 103.00
Warrant 3a WAS MET 13 hours satisfied requirements
Warrant 3b WAS NOT MET CHECK DELAY 0 hours satisfied requirements
j
2. Accident Summary
Warrant 2 WAS NOT MET 0 years satisfied requirements
Washington
1-County
2008
Washington County
Public Works Department
Traffic Engineering
Delay
Time & Average Required
Date Delay Delay
(sec) (sec)
not checked 30
CSAH 21 & CSAH 23
All Way Stop Analysis
Number of
Accidents
Number of
Correctable
Accidents
Correctable
Property
Damage
Correctable
Injury
Correctable
Fatal
Warrant 2
Met
5
2004
1
1
0
1
0
N
2005
0
0
0
0
0
N
2006
0
0
0
0
0
N
0
1
1 0
0
Warrant 2 WAS NOT MET 0 years satisfied requirements
Washington
1-County
2008
Washington County
Public Works Department
Traffic Engineering
Delay
Time & Average Required
Date Delay Delay
(sec) (sec)
not checked 30
CSAH 21 & CSAH 23
All Way Stop Analysis
Appendix D:
Turning Movement, Gap and Delay Studies
0
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Washington County Public 1
Traffic Engineering
• File Name
Site Code
Start Date
Page No
L
No.
Joined Queue
Released From Delay
n.
Queue_ _ _
1
1
7: AM
7:02:18 AM
17
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7.04:28 AM
4
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7:11:07 AM
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7: 23:14 AM
_ 6
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7
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7:35:45 AM
3
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7.02:17 AM
10
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7:03:48 AM
7:03:54 AM
6
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7:03:59 AM
7:04:05 AM
_ 6
2
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7:07:09 AM
7:07:15 A
6
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7:07:23 AM
11
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7:07.46 AM
7:07.57 AM
111
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7:08:04 AM
7:08:08 AM
4
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7:08:22 AM
7:08:24 AM
2
2
9
7:09:01 AM
7:09:03 AM
2
2
10
7:13:15 AM
7.13.18AM
_ 3
2
11
7:13:3 AM
7:13:39 AM
5
2
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7: AM
7:13:43 AM
_
6
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7:16:5 AM
7.16:58 AM
15
2
14
7:18:2 AM
7:18:29 AM_
3
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15
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7:18:50 AM
7:18:53 AM
7.18:56 A
718:59 AM
6
6
17
7 18:55 AM
7:19 02 AM
_
18
7 20.22 AM
7:20:25 AM
_
3
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7:20:48 AM
7:20:50 AM
_
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7:21:29 AM
7:2149 AM
20
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7:22:11 AM
27
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7:26:00 AM
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_ 5
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3
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7:32:33 AM
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7:39.10 AM
_ 1
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7:39:33 AM
7:39:37 AM
4
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7:39:55 AM
7:40:03 AM
8
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7:42:07 AM
74209 AM
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7:44:3 AM
7 44 54 AM
_
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7:44:57 AM
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7:53:5 AM
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7 :57:10 AM
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757:42 AM
3
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7 .58 :49 AM -
- 1 758 :54 AM
15 —
Norks
CSAH 21 & CSAH 28 Delay AM 7 -8
21071508
:7/15/2008
:1
Washington County Public Works
•
r 1
Traffic Engineering
File Name
: CSAH 21 & CSAH 28 Delay AM 7 -8
Site Code
:21071508 •
Start Date
: 7/15/2008
Page No
2
Summary Information:
7:02:00 AM - 7.59.00 AM
Lane 1
Lane 2
Total Vehicle Count:
10
50
Delayed Vehicle Count:
10
50
Through Vehicle Count:
0
0
Average Stopped Time
5.80
6.980
Maximum Stopped Time:
17
27
Min. Secs. for Delay:
0
0
Average Queue:
0.03
0.102
Queue Density:
1.00
1.176
Maximum Queue:
1
4
Delay in Vehicle Hour:
0.03
0.1024362
Total Delay:
58
349
•
r 1
Washington County Public Works
Traffic Engineering
•
File Name
: CSAH 21 & CSAH 28 Delay PM 3 -4
Site Code
: 22071508
Start Date
: 7/15/2008
Page No
1
L
No.
Joined Queue
Released From
Delay
n.
Queue
1
1
3:02:17 PM
3:02.19 PM
2
1
2
3:06.36 PM
3.06:47 PM
11
1
3
3:07:56 PM
3:07:58 PM
2
1
4
3:12:12 PM
3:12:14 PM
2
1
5
3:12:32 PM
3.12:34 PM
2
1
6
3.16:16 PM
3:16:18 PM
2
1
7
3:17:48 PM
3.17:52 PM
4
1
8
3:18:41 PM
3:18:42 PM
1
1
9
3:23:13 PM
3:23:18 PM
5
1
10
3:26:11 PM
3:26.13 PM
2
1
11
3:40:48 PM
3:40:50 PM
2
1
12
3:45:10 PM
3:45:11 PM
1
1
13
3:51.10 PM
151 12 PM
2
1
14
3:53:16 PM
3:53:19 PM
3
2
1
3:00:01 PM
3:00:05 PM
4
2
2
3:00:08 PM
3.00:13 PM
5
2
3
3.00:12 PM
3.00:15 PM
3
2
4
3.02:12 PM
3.02:22 PM
10
2
5
3:04:08 PM
3:04:11 PM
3
2
6
3:04:18 PM
3:04:32 PM
14
2
7
3:04:26 PM
3:04:43 PM
17
2
8
3:05:54 PM
3:06:01 PM
7
2
9
3:06:35 PM
3:06:49 PM
14
2
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3:08:24 PM
3:0853 PM
29
2
11
3:10:24 PM
3:10:26 PM
2
12
3:11:03 PM
3.11:20 PM
17
3:11:26 PM
3:12:00 PM
34
10 13
14
3:12:20 PM
3:12:23 PM
3
15
3.13:03 PM
3:13:07 PM
4
2
16
3:13:18 PM
3:13:40 PM
22
2
17
3.13:24 PM
3:14:05 PM
41
2
18
3:13:33 PM
_ 3:14:17 PM
44
2
19
3:13:39 PM
3:14:22 PM
43
2
20
3:14:03 PM
3:14.25 PM
22
2
21
3:14:44 PM
3:14:47 PM
3
2
22
3:15:16 PM
3:15:17 PM
1
2
23
3:15:46 PM
3:15:48 PM
2
2
24
3:18:12 PM
3:18:14 PM
2
2
25
3:18:18 PM
3:18:35 PM
17
2
26
3:19.58 PM
3.20:29 PM
31
2
27
3:20.06 PM
3.20:32 PM
26
2
28
3:20:13 PM
3:20:34 PM
21
2
29
3:20:22 PM
3:20:37 PM
15
2
30
3:20:50 PM
3:20:56 PM
6
2
31
3:20:59 PM
3:21.04 PM
5
2
32
3:21:03 PM
3:21:11 PM
8
2
33
3.21:16 PM
3:21:29 PM
13
_ 2
34
3:22:24 PM
3:22:29 PM
5
2
35
3:22:26 PM
3:22:32 PM
6
2
36
3:22:50 PM
3:23:52 PM
62
2
37
3:23:58 PM
3:24:05 PM
7
2
38
3:24:09 PM
3:24:19 PM
10
2
39
3:24:32 PM
3.24:34 PM
2
2
40
3.24.51 PM
3:24:53 PM
2
2
41
3:25.36 PM
32546 PM
10
2
42
3.27:09 PM
3:27:12 PM
3
2
43
3.2716 PM
32718 PM
2
2
44
3:27.52 PM
3:27:57 PM
5
2
45
3:27.54 PM
32759 PM
5
46
3:28:02 PM
3:28:10 PM
8
46 47
3'.28:14 PM
3:28:16 PM
2
48
3.29:07 PM
3:30:18 PM
71
2
49
3:31:16 PM
3.31:29 PM
13
2
50
3:32:20 PM
3:32.30 PM
10
2
51
3:36:06 PM
3:36:43 PM
37
2
52
3:38:04 PM
3:38:12 PM
8
Washington County Public Works
Traffic Engineering
File Name
: CSAH 21 & CSAH 28 Delay PM 3 -4
Site Code
: 22071508 •
Start Date
: 7/15/2008
Page No
2
L No.
Joined Queue
Released From
Delay
n.
73
Queue
14
2 53
3:39:21 PM
3:39:37 PM
16
2 54
3:40:31 PM
3:40:35 PM
4
2 55
3:40:35 PM
3:40:39 PM
4
2 56
3:41:12 PM
3:41:15 PM
3
2 57
3:42:25 PM
3:42:28 PM
3
2 58
3:45:55 PM
146:13 PM
18
2 59
3147:08 PM
147110 PM
2
2 60
3:47:14 PM
3:47:16 PM
2
2 61
3:47:22 PM
3:47:37 PM
15
2 62
3:50:47 PM
3:50:49 PM
2
2 63
3:51:32 PM
3:52:02 PM
30
2 64
3:52:28 PM
3:52:33 PM
5
2 65
3:54:02 PM
3:54:03 PM
1
2 66
3.55.10 PM
3:55:24 PM
14
2 67
3:56:30 PM
3:56:51 PM
21
2 68
_ 3 :57:27 PM
3:57.55 PM
28
2 69
3:57:38 PM
3:58:03 PM
25
2 70
3:58:22 PM
3:58:24 PM
2
2 71
3:58:30 PM
3:58:32 PM
2
2 72
3:59:04 PM
3:59:26 PM
22
2 73
3:59.22 PM
3:59:30 PM
8
Summary Information
3:00:00 PM - 4:0000 PM
Lane 1
Lane 2
Total Vehicle Count.
14
73
Delayed Vehicle Count:
14
73
Through Vehicle Count
0
0
Average Stopped Time:
2.93
13.466
•
Maximum Stopped Time.
11
71
Min. Secs. for Delay:
0
0
Average Queue:
0.01
0.275
Queue Density:
1.00
1.246
Maximum Queue.
1
4
Delay in Vehicle Hour:
0.01
0.2754273
Total Delay.
_ 41
983
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