STEELE COUNTY TRANSPORTATION PLAN ( )

Transcription

1 STEELE COUNTY TRANSPORTATION PLAN ( ) Prepared with input from the Steele County Transportation Plan Technical Advisory Committee: Bruce Kubicek, County Commissioner, Steele County Tom Shea, County Commissioner, Steele County Gary Bruggeman, Public Works Director, Steele County Lawrence Berkland, Steele County Dale Oolman, Planning & Zoning Director, Steele County Dave Wavrin, GIS Coordinatior, Steele County Michael Jones, City Administrator, City of Blooming Prairie Doug Flugum, Mayor, City of Ellendale Dan Kaiser, Mayor, City of Medford Jeff Johnson, Public Works Director, City of Owatonna David Strand, Community Development Director, City of Owatonna Tom Trotman, Township Official, Blooming Prairie Township Jim Schafer, Township Official, Clinton Falls Township Fred Sandal, Principal Planner, Mn/DOT Todd Kolander, Regional Environmental Assessment Ecologist, MnDNR June 2006 Plan Consultant: SRF Consulting Group, Inc. SRF Number 5270

2 TABLE OF CONTENTS 1.0 INTRODUCTION Study Location Plan Purpose Public Participation TRANSPORTATION ISSUES Issues Identification Land Use Population Infrastructure Condition Existing Traffic Volumes Congestion Analysis Safety and Crash Analysis Multimodal Uses ANALYSIS OF FUTURE TRANSPORTATION NEEDS Traffic Projections Future Congestion ROADWAY AND MULTIMODAL SYSTEM PLANS Route Renumbering Functional Classification Jurisdictional Transfers CSAH Designation Park and Pool Plan Pedestrian/Bicycle Trail Plan SPECIAL AREA STUDIES CSAH 12 Medford US 14 and CR 59 Owatonna US 218 and TH 30 rth of Blooming Prairie US 218 and Other Intersection Improvements in Blooming Prairie and to the south IMPLEMENTATION PLAN Transportation Plan Adoption County Highway Numbering Plan Jurisdictional Realignment Process Access Management Rural Safety Improvements Right-of-Way Project Development and Environmental Processes Page

3 6.8 Project Development and Wetland Protection Roadway Project Identification Bridge Project Identification Roadway/Bridge Preservation and Maintenance Activities Funding APPENDICES Appendix A Issues Identified by Public Process Appendix B U.S. DOT Railroad Crossing Inventory Information Appendix C Traffic Volume and Roadway Segment Information Appendix D Recommendations for Reducing Right Angle Crashes Appendix E Jurisdictional Transfer Guidelines Appendix F Access Control/Management Policy Appendix G Guardrail Installation Policy Appendix H Steele County ROW Ordinance LIST OF FIGURES Figure 1 Location Map... 2 Figure 2 Issues Map Steele County... 7 Figure 3 Issues Map City of Blooming Prairie... 8 Figure 4 Issues Map City of Ellendale... 9 Figure 5 Issues Map City of Medford Figure 6 Issues Map - Owatonna Figure 7 Existing Congestion Analysis Figure 8 Intersection Crash Analysis Figure 9 Intersection Crash Analysis City of Owatonna Figure 10 Segment Crash Analysis Figure 11 Railroad Crossing Locations Figure 12 Existing Trails Figure 13 Future Traffic Volumes Figure 14 Future Congestion Levels Figure 15 Proposed Route Numbering System Figure 16 Existing Functional Classification Figure 17 Future Functional Classification Figure 18 Potential Jurisdictional Changes Figure 19A Proposed County State Aid System Changes Figure 19B Long-Term County State Aid System Changes Figure 20 Combined Park and Pool and Trails Map Figure 21 Off-Road Trails and Multi-Use Trails Figure 22 Special Area Study A Figure 23 Special Area Study B Figure 24 Special Area Study C Figure 25 Special Area Study D Figure 26 Access/Crash Relationship... 74

4 LIST OF TABLES Table 1 Historic Population Growth and Future Population Projections Table 2 Deficient Bridges Needing Rehabilitation/Replacement Table 3 Intersection Crashes Table 4 Mn/DOT Statewide Average Comparison Crash Rates Table 5 Average Comparison Crash Rates for CSAH and CR Facilities.. 26 Table 6 Railroad Crossing Improvements Table Congested Segments Table 8 Proposed Functional Classification Changes Table 9 Extent of Rural and Small Urban Area Functional Systems Table 10 CSAH Turn-backs from Steele County to Owatonna Table 11 Potential Jurisdictional Candidates Table 12 Jurisdictional Transfers Mileage Summary Table 13 Summary of Proposed County State Aid Mileage Changes Table 14 Steele County Access Control Guidelines Summary Table 15 Mn/DOT Summary of Recommended Access Spacing Table 16 Deficient Bridges Needing Rehabilitation/Replacement... 88

5 1.0 INTRODUCTION 1.1 Study Location Steele County is located in southern Minnesota (Figure 1) and is bounded by Rice County to the north, Dodge County to the east, Freeborn and Mower Counties to the south and Waseca County to the west. Steele County is known for scenic Rice Lake State Park located in eastern Steele County, and the historic City of Owatonna. Steele County has the distinction of being both a rural and developing county. The largest city within the county, Owatonna, is an urbanizing area with a population of over 22,000 people. Owatonna s proximity to the Twin Cities and Rochester, as well as access to Interstate 35 (I-35) and U.S. Highway 14 (US 14), has allowed the city to become home to a large number of manufacturing and service industry companies. Large employers within the city include wellknown industry leaders such as Jostens, Wenger, Cabelas, Viracon and Federated Insurance. Other areas experiencing growth within the county include the Cities of Medford and Ellendale. Although the growth in these other communities is not as intense as the development in Owatonna, their growth also has an impact on the state and county transportation systems. While growth is occurring in the cities identified above, a majority (land wise) of the county is rural and agricultural in nature. Farming, agricultural, mining and related activities predominate as economic activities beyond the urbanized areas of Owatonna, Blooming Prairie, Ellendale and Medford. These activities require a well developed roadway system to get products from the fields and mining pits to grain elevators, ethanol plants, permanent concrete plants, concrete block plants, bituminous plants and construction sites. 1.2 Plan Purpose The purpose of the Steele County Transportation Plan is to help the county and other affected jurisdictions assess anticipated growth over the next twenty years, and to recommend a transportation system that addresses current and future needs. This Plan will be used as a tool to guide major transportation investments and transportation policy decisions. This planning effort has also been closely coordinated with the county s Comprehensive Plan in an effort to achieve both transportation and land use objectives. By pursuing the development of a 20-year transportation plan, Steele County will lay the foundation for a transportation system that can accommodate changing travel needs throughout the county. In addition, the planning process provides opportunities to enhance and develop planning partnerships between state, regional and local government agencies and the private sector. 1

6 Waseca County ST UV UV 12 ST 62 UV 18 UV 18 UV 33 UV 32 UV 4 UV 29 UV 7 UV 7 UV 11 UV 23 Medford UV 12 ST 63 UV 9 UV 22 UV UV ST 77 UV UV 9 UV ST UV 37 )o UV 18 UV 7 UV 4 UV 17 UV 17 UV 67 UV 30 UV 31 UV 7 UV 4 Rice County o UV 2!"`$ UV 3 ST133 UV1 Owatonna UV 45 UV 45 UV 60 UV 6 UV 48 UV 3 UV 34 ST 80 UV 8 + UV 4 ST 73 UV 13 UV 35 )o UV 43 ST 59 ST 61 UV 19 UV 6 ST 57 UV 35 Rice Lake State Park ST 71 UV 4 UV 10 UV 16 UV 40 UV 16 Dodge County UV 5?ÃA@ UV 21 ST 82 UV 28 Ellendale UV 14!"`$ UV 3 UV 27 ST 55 UV 26?ÃA@ UV 24 Blooming Prairie UV 26 + UV 16 ST 79 UV 14 UV 45 Freeborn County UV 15 UV 36 LOCATION MAP STEELE COUNTY TRANSPORTATION PLAN Miles Trunk Highways CSAHs County Roads Railroad Figure 1

7 1.2.1 Plan Goals and Objectives As part of the planning process, a number of goals and objectives were identified. These goals and objectives were intended to guide the development of the plan and to ensure that the longterm needs of the county were achieved. The goals and objectives included the following: GOAL 1: SAFETY Develop and maintain a transportation network that promotes safety for its users by: Reviewing county roadway geometrics and identifying improvement needs. Enforcing speed limits along principal arterial routes (e.g., I-35, US 14). Addressing problems at high-crash locations. GOAL 2: EFFICIENT MOVEMENT Strive to ensure that the transportation network promotes the efficient movement of people and goods by: Maintaining county roadway infrastructure. Providing roadways to serve new development areas and planning future urban routes with affected governments. Constructing improved county highway linkages to major state highway improvements. Reviewing the current functional classification system and proposing a new 2025 framework. Encouraging consistency between roadway jurisdiction, designation and functional classification. GOAL 3: MULTIMODAL Promote transportation mode choice as part of the county transportation system by: Preparing a countywide recreation trail system policy that is coordinated with cities in the county and regional trail systems. Utilizing the trail system plan to incorporate bicycle and pedestrian improvements into appropriate county roadway upgrades. Establishing county connections to regional trails. Identifying opportunities for park and pool lots. GOAL 4: LAND USE/DEVELOPMENT Recognize the linkage between Steele County s desired growth and its transportation system to ensure that decisions regarding transportation are fully integrated with locally approved land use planning and development policies by: Identifying and preserving potential transportation corridors by utilizing such tools as official mapping, footprinting and new subdivision requirements. 3

8 Managing access along state and county arterial and collector roadways, in accordance with local and state spacing guidelines. Identifying growth areas within the county and evaluating the impacts of proposed land use on the transportation system. Allowing the Steele County Public Works Department to provide input on land use, zoning and subdivision proposals during the development review process. GOAL 5: COORDINATION BETWEEN JURISDICTIONS Build cooperation and coordination among state and local jurisdictions by: Seeking opportunities to coordinate roadway improvement plans with adjacent counties and the state. Reviewing and proposing logical jurisdictional modifications for discussion among affected governments. Promoting cooperative intergovernmental maintenance activities to increase the efficiency and effectiveness of services. GOAL 6: ECONOMIC DEVELOPMENT Recognize economic development issues when managing the transportation system s resources by: Preparing a system plan for ten-ton roadways. Ensuring that the transportation system serves major economic development generators. GOAL 7: INVESTMENTS AND USE OF FUNDING Investigate opportunities to secure new funding for transportation needs and maximize the efficiency of current resources by: Preserving, maintaining and managing the existing highway system. Examining the current system designation and seeking changes in state assistance. Encouraging joint-agency and/or public-private partnerships and cost sharing strategies. Updating the county s project priority list for incorporation into the Capital Improvement Plan. Exploring and developing new strategies to balance the realities of construction and maintenance needs with available financial resources. 4

9 1.3 Public Participation Public participation and agency coordination were an important element in developing the transportation needs and in building support for the overall Plan. The following approaches were used to accomplish these objectives: A Technical Committee was established to actively guide the development of the Plan. It included members representing engineering and/or planning staff from Steele County, the Minnesota Department of Transportation, Department of Natural Resources, the Cities of Blooming Prairie, Ellendale, Medford, and Owatonna as well as township representatives. The Technical Committee met throughout the development of the Plan to review technical analyses and provide input on the Plan contents. Four Technical Committee meetings were held at strategic intervals throughout the Plan process. A Policy Committee representing elected and appointed officials from Steele County was established to review and modify proposed transportation policies. The Policy Committee also provided input on proposed recommendations and priorities and played an important role in implementing the Transportation Plan. Four meetings were held with the Policy Committee during the Plan process. Fifteen small-group focus meetings were held with representatives of cities, townships, elected officials, freight/trucking, agricultural, business/developers, emergency responders/schools, and modal interest groups. The purpose of these meetings was to provide early input on the development of the plan and to collect information on transportation issues (i.e., crash problem areas, sight distance issues, access problems, etc.). Issues and comments received at these meetings were documented and used to supplement technical analyses conducted as part of this Plan. Two sets of public open house meetings were held during the Plan process. Each set of meetings was conducted over two nights at two different locations within Steele County. The open house meetings were aimed at providing information on the Transportation Plan and to obtain input from citizens, agencies and communities on the draft Plan s findings and recommendations A public hearing was held at the end of the Plan process to solicit public comments on the final Steele County Transportation Plan. The Steele County Board of Commissioners held a final meeting to discuss adoption of the final Plan, at which time the Steele County Transportation Plan was approved. 5

10 2.0 TRANSPORTATION ISSUES Land use, population and traffic growth trends, safety and multimodal uses were investigated during the Transportation Plan s development process to help identify transportation-related issues needed to define the county s transportation needs. The process of identifying existing conditions started with a series of focus group meetings with targeted stake holders and public open house meetings. From there, information was collected on a number of issues related to existing and future transportation needs. 2.1 Issues Identification Identifying and confirming transportation-related issues was an important part of developing the Steele County Transportation Plan. Without this step, recommendations and improvements have little context to residents, business owners, public safety officers, elected officials and agency staff and may not fully address the needs of those using the county roadway system. This section of the report discusses the issues identified through a series of focus group meetings with targeted interest groups to identify transportation-related issues within Steele County. The focus group meetings were held on Wednesday, March 23, 2005 at the Steele County Administration Center. The focus group meetings included representatives from the following areas: Townships County Commissioners Cities Businesses within cities Emergency response providers Agricultural interests Aggregate mining interests School bus providers Environmental agencies Airport interests Issues identified as part of these meetings are shown in Figures 2 6. A comprehensive list of all the issues identified is presented in Appendix A. Issues in Appendix A were documented and organized into the following categories: Administrative Geometrics Growth and Development Jurisdiction Safety Maintenance System Management and Operations Trails Mining and Agricultural impacts on roadways Transit Railroad Crossings Reconstruction/Upgrade Route Numbering Overall comments included considerable support for the beltway around the City of Owatonna that will provide additional north-south and east-west routes around the city, concern about the condition of roadway pavements within the county as a whole, realignment of US 14, and the need for bicycle and pedestrian trails. In addition, significant areas in the Cities of Owatonna, Ellendale, Blooming Prairie, and Medford were identified for future growth. 6

11 NORTH Rice County Railroad bridge constraint Differences in elevation between county and township roadways. Deer and vehicle crashes Connection to Waseca Waseca County Fatal crashes COUNTY 62 ROAD Roadway surface issues COUNTY 64 ROAD 12 COUNTY 62 ROAD COUNTY 63 ROAD Future county road Who should stop? 23 CR 7 from 32 narrow & surface issues Swop functional class Agricultural trucks on TWP road NW 52nd Ave Sight distance issues 14 New runway Pedestrian and vehicle conflicts To be removed? Intersection crashes Crashes NW 32nd Ave Possible signal at Cabelas Driver disorientation difficult to see if oncoming traffic is on frontage road or freeway SW 93rd St Sight problem at bridge 45 and TH 14 NW 26th St SW 24th Ave Medford 911 address issues Campground convert to trail? Future interchange capacity Owatonna Steele County Campground NE 36th St Potential reliever to NW 26th St Curve signs and placement COUNTY 99 ROAD Flooding 13 Street racing Bridge and road reconstruction To be removed COUNTY 71 ROAD COUNTY 77 ROAD Inconsistency in roadway surface northern portion paved and southern portion gravel heavy gravel and agricultural truck traffic COUNTY 80 ROAD COUNTY 73 ROAD NE 34th Ave NE 76th St or COUNTY 59 ROAD 43 COUNTY 59 ROAD NE 45th Ave COUNTY 61 ROAD 218 Confusing stop and yield signs Golf Course Intersection crashes Crashes Campground and hiking trails Bad culverts water freezes and backs up Gravel road with a lot of cut-through traffic 6 35 COUNTY 61 ROAD US 218 Maintenance issues rough roads COUNTY 57 ROAD SE 83rd St Land-fill 12 COUNTY 71 ROAD Access for business Gravel pit Deer SE 48th St 16 Dodge County u MINNESOTA 30 County park swimming area 21 County park swimming area US 30 Future rehab project Miles 7 28 Intersection crashes 14 COUNTY 82 ROAD Narrow road Street racing Bridge reconstruction TH 30 7-ton route spring weight restrictions Ellendale Blooming Prairie Private road 14 SW 133rd St 38 SW 42nd Ave Needs upgrading to serve property 35 Is this connection needed? 3 CR 3 and CR addresses Future auto racing center? Access Problems Flooding Freeborn County maintains roadway is gravel should be paved?? 27 Potential reconstruction MINNESOTA 30 Freeborn County COUNTY 55 ROAD Road and tracks RR much higher than TH 218 safety issue 15 Golf Course 218 Roadway conditions poor COUNTY 79 ROAD Dodge County not upgrading Cut-through traffic to TH30 36 MINNESOTA 30 Is this connection needed? Issues Key Potential jurisdictional transfer Shoulder widths Railroads blowing & drifting snow issues Need for guardrail Trunk highways Safety concerns Future beltway New US 14 alignment Capacity Potential County State Aid Hwy Potential to take off of the County State Aid Highway system Trail Growth areas New roadway Gravel/quarry area Other - Specified CSAHs and county roads Township roads and city streets Muni_Poly Township boundary Rice Lake State Park Runway Issues Map - Steele County Figure 2 TRANSPORTATION PLAN STEELE COUNTY

12 Cut-through traffic to TH COUNTY 79 ROAD Roadway conditions poor Narrow road no shoulder Potential industrial park development Potential jurisdictional transfer blowing & drifting snow issues Safety concerns Future beltway New US 14 alignment Capacity 46 Potential County State Aid Hwy MINNESOTA 30 Drainage issues Athletic field extension Potential Development Multiple railroad crossings Potential Development Pedestrian crossing concerns Fire hall Cenex access to TH 30 Fire/ambulance concern accessing TH 218 Is this connection needed? Existing forcemain/ powerline easement Dodge County residential growth area 4th St SW 41 A 4th St SE MINNESOTA Infrastructure except street in place Connector short-cut to I-35 I-90 I-30 Heavy truck traffic 36 Austin to Owatonna commuters Freeborn County Mower County Issues Key Shoulder widths Need for guardrail Potential to take off of the County State Aid Highway system Trail Growth areas New roadway Gravel/quarry area Other - Specified Railroads Trunk highways CSAHs and county roads Township roads and city streets Muni_Poly Township boundary Rice Lake State Park Runway Issues Map - City of Blooming Prairie Figure 3 TRANSPORTATION PLAN STEELE COUNTY

13 Issues Potential jurisdictional transfer blowing & drifting snow issues Safety concerns Future beltway New US 14 alignment Capacity Potential County State Aid Hwy Shoulder widths Need for guardrail Potential to take off of the County State Aid Highway system Trail Growth areas MINNESOTA acres Possible new fire station Game Preserve Sun Rich grain elevators SW 42nd Ave Roadway Needs upgrading to serve property 35 Sanitary Sewer acres access problems 3 Potential county road to serve as frontage road? Future auto racing center? Key New roadway Gravel/quarry area Other - Specified Poor road condition 38 Ability of emergency responders to cross railroad Residential Potential future annexation Railroads Trunk highways CSAHs and county roads Township roads and city streets Muni_Poly SW 158th St Private road Cemetery Is this connection needed? 80 acres SW 35th Ave Potential industrial development Township boundary Rice Lake State Park Runway Issues Map - City of Ellendale Figure 4 TRANSPORTATION PLAN STEELE COUNTY

14 Issues Potential jurisdictional transfer blowing & drifting snow issues Rice County Railroad bridge constraint Safety concerns Future beltway New US 14 alignment Capacity Deer and vehicle crashes Currently private quarry road Potential County State Aid Hwy Shoulder widths Need for guardrail 35 Potential to take off of the County State Aid Highway system Trail Growth areas New roadway 23 Potential city or county roadway 45 Tight round-about difficult for busses and semi trucks NW 71st Rd Key Gravel/quarry area Other - Specified Railroads Trunk highways CSAHs and county roads 12 Intersection improvements NW 32nd Ave Cemetery 20 Possible bridge widening 1st Ave NE 5th Ave SE 12 Potential city roadway Township roads and city streets Muni_Poly Township boundary Rice Lake State Park Runway Confusion at night difficult to tell if oncoming traffic is on the frontage road or freeway Possible road closure 1 Issues Map - City of Medford Figure 5 TRANSPORTATION PLAN STEELE COUNTY

15 Incorporate trail under bridge when reconstructed Potential park and pool lot or commercial development? 9 9 COUNTY 99 ROAD COUNTY 77 ROAD 1 Driver disorientation difficult to see if oncoming traffic is on frontage road or freeway Potential trail to Clinton Falls Bridge Potential jurisdictional transfer blowing & drifting snow issues Safety concerns Street racing Potential park and pool lot? To be removed New runway Potential aviation industry expansion airport industrial park 8 34 Co-op trucks/day need turn lanes at access. Turn lanes included in 2005 construction To be removed Owatonna Clinic Potential hospital and aquatic center. Potential ped/bike access problem Future beltway New US 14 alignment Capacity Potential County State Aid Hwy Hospice House NW 26th St Shoulder widths Need for guardrail or Future county roadway Potential to take off of the 25 County State Aid Highway system 14 Elevators Car/truck conflicts Residential Golf Course Future overpass over RR COUNTY 59 ROAD 35 Future County Road Pedestrian and vehicle conflicts between CR 75 and I-35 Speed and merges onto southbound I-35 Ramp safety concerns on east side of I-35 Signals to be installed in 2005 Trail Growth areas New roadway Gravel/quarry area Other - Specified COUNTY 80 ROAD COUNTY 71 ROAD Bike Trails? Industrial and commercial Potential overpass city/county funds Capacity on Bridge St near I-35 Poor lighting sidewalks High speeds Poor access spacing near interchange Need for traffic signals at ramps Difficult exit for trucks 14 SW 24th Ave Access issue to south and east To be removed? Potential park and pool? 218 Upgrade interchange EIS Fall 2005 New interchange 18 Yield problem add merge lane Sight problems 45 Potential overpass new US14 and beltline connection Intersection crashes TRANSPORTATION PLAN STEELE COUNTY Issues Railroads Trunk highways CSAHs and county roads Township roads and city streets Muni_Poly Township boundary Rice Lake State Park Runway Issues Map - Owatonna Figure 6 Key

16 2.2 Land Use Land use throughout the county was reviewed to gain a better understanding of potential land use densities, concentrations of major trip generators, and economic growth factors. As previously indicated a majority of the land-use in Steele County is agricultural and mining in nature, with urbanizing areas in the Cities of Blooming Prairie, Ellendale, Medford and Owatonna. The county s 1993 comprehensive plan identified a number of goals and policies to focus growth on the urbanizing areas and to maintain agricultural and mining activities where they are most appropriate. In addition to recommending that growth be directed to existing cities, the county identified areas of anticipated growth. These areas are focused in locations where public services are available or can reasonable be made available. The 1993 land use goals are listed below: To make the most efficient and economical use of public funds and investments. To provide a wide range of opportunity for urban and rural development. To protect agricultural lands from encroachment by incompatible uses and provide assurances that such areas will remain agricultural in nature. Based on the county growth goals and long-term planning that has occurred within the cities, the following areas have been identified (by community) for future development. City of Blooming Prairie Future growth is planned south-west of the existing city limits and within existing limits in the north-western portion of the city. In addition, an industrial park development is expected in the north-east corner of the city. City of Ellendale Residential and an eighty acre industrial development is being proposed to the south-east of the existing city limits. Future growth is also expected in the western area of the city limits. Potential future annexation is being planned in the south-east corner of I-35 and TH 30. City of Medford Future growth areas have been identified to the south of the existing city limits east of the railroad. Additional growth is planned north-west and south-west of the existing city limits. City of Owatonna Future residential growth will most likely occur to the northeast and east of the existing city limits. Industrial and commercial growth is planned to the west and south-west of the existing limits. These areas are shown on the issues maps in Figures 2-6. Steele County is in the process of updating its comprehensive land use plan as this document goes to publication. If land use goals change dramatically from what has been in place since 1993, portions of the transportation plan may need to be revisited. At this time, no major changes are anticipated. 12

17 2.3 Population Traffic growth, and growth in other transportation modes and services, is generally the result of changes in regional population, land use changes and changes in travel patterns. Examining historic population trends for the area is one of the first steps taken to estimate future traffic growth for the region. Projected population changes for the study area were developed by using U.S. Census data, Minnesota State Demographer projections and population estimates from Steele County. Table 1 identifies historic growth trends and future projections. The following observations have been noted about growth trends in the area: Steele County s overall population growth since 1970 has been moderate. Over thirty years (1970 to 2000), the county s population increased by 6,750 at an annual growth rate of approximately 1.01 percent. Most of the county s increase in population can be attributed to the growth that has occurred within the City of Owatonna. It should be noted that the City of Owatonna s growth between 1990 and 2000 was slightly higher; it was at 1.5 percent per year. The State Demographer projects that the county will continue to grow at an annual growth rate of approximately 1.01 percent per year between 2000 and This will bring the total population of the county to over 40,300. The population of the county is aging. The growth in elderly population will increase demand for medical, recreational and community services that assist elderly populations. City of Owatonna is the major center of population growth in the county. The population of City of Owatonna grew at a rate of 1.01, the same rated as Steele County from 1970 and However, from 1990 to 2000, the city grew at a rate of 1.5 percent per year. The City of Owatonna foresees this trend continuing into the future, with a potential for an increase in the annual growth rate. Future population growth is expected to be focused on communities such as Blooming Prairie, Ellendale, Medford and Owatonna. Population in most of the townships is anticipated to remain near 2000 levels. 2.4 Infrastructure Condition Timely maintenance and replacement of roadway-related infrastructure is vital to maintaining the integrity of Steele County s transportation system. If pavements are rough and falling apart and bridges and roads cannot carry legal loads, the facilities will not serve the transportation needs of the region. This section discusses the bridge conditions and pavement life on roadways in Steele County. 13

18 Table 1 Historic Population Growth and Future Population Projections Government Unit Historic Population 1 Population Estimates 2 Percent Growth to to 2030 City of Blooming Prairie 1,804 1,969 2,043 1,933 1,900 1,843 1,837 7 decrease City of Ellendale City of Medford ,208 1,400 1, City of Owatonna 15,341 18,632 19,386 22,434 24,961 27,101 28, Aurora Township decrease decrease Berlin Township Blooming Prairie Township decrease decrease Clinton Falls Township decrease decrease Deerfield Township Havana Township decrease decrease Lemond Township decrease decrease Medford Township Meriden Township decrease decrease Merton Township decrease decrease Owatonna Township 1,054 1, decrease decrease Somerset Township decrease decrease Summit Township decrease 3 Steele County 26,931 30,328 30,729 33,680 36,390 38,630 40, Source: U.S. Census Data, Minnesota State Demographic Center. Minnesota State Demographer estimates were used for Steele County. City and township estimates were provided by Steele County Planning Department

19 2.4.1 Bridge Condition Steele County has many bridges that provide roadway connections over the Straight River, its tributaries and creeks. The general condition assessment consists of a rating of good, fair, or poor and is based on Mn/DOT bridge sufficiency ratings, which rate the overall structural condition of a bridge on a scale from 0 to 100. Bridges in good condition have Mn/DOT sufficiency ratings greater than 80. Fair condition includes bridges with sufficiency rating between 50 and 80, and poor condition is assigned to those with a sufficiency rating below 50. Most of the bridges in Steele County are in good condition. Eleven bridges (five on the county system and six on the township system) were identified as deficient bridges and were recently approved by Steele County Resolution for replacement or rehabilitation within the next five years. These bridges are listed in Table 2. For the deficient bridges located on the township system, Steele County will work with the townships on the replacement of these bridges. Table 2 Deficient Bridges Needing Rehabilitation/Replacement Bridge Roadway Proposed Project Cost Number Number Construction Year 5904 CSAH 35 $787, (1) 2048 CSAH 45 $100, CSAH 26 $96, CSAH 1 $440, CSAH 28 $110, L5555 Twp 15 $71, (1) L3951 Twp 145 $144, L5798 Twp 149 $112, Twp 51 $144, Twp 97 $500, L9165 Twp 7 $95, Source: Steele County Board of Commissioners Resolution for Bridge Replacements, December 14, (1) Bridge replacement is under contract for construction in Pavement Condition Mn/DOT annually evaluates the condition of pavements on its trunk highway system (Interstates, U.S. Highways, and Minnesota Highways). From this evaluation, Mn/DOT determines the pavement s Remaining Service Life. Remaining service life is the amount of time, in years, until a section of pavement drops below a condition which the public has deemed acceptable (a Present Serviceability Rating (PSR) of 2.5). When pavement reaches a PSR of 2.5, it is generally considered to be near the end of its serviceable life. This is the critical decision point at which pavement needs near-term rehabilitation or extensive reconstruction. Maintaining remaining service life of approximately 12 years minimizes total life-cycle costs. A low remaining service life is classified as zero to three years and a high remaining service life is classified as 12 or more years. 15

20 Mn/DOT s 2004 analysis of pavement condition indicates that pavement on sections of I-35 and US 14 and most part of US 218 within Steele County are in poor condition. As part of its 10- year District Plan, Mn/DOT District 6 has identified several pavement rehabilitation projects including the entire section of US 218 in Steele County which was milled and overlayed in 2005: US 218 Reconstruct pavement, City of Blooming Prairie, $1,500,000 I-35 Overlay, northbound lanes from TH 30 to Straight River, $6,800,000 I-35 Overlay, southbound lanes from TH 30 to Straight River, $3,200,000 TH 30 Reconstruct pavement, TH 13 in Waseca County to City of Ellendale, $1,350,000 US 14 Realignment and expansion, from City of Owatonna to Waseca County, $60,000,000 Recently, Mn/DOT has begun the process of evaluating the pavement condition on the County State Aid Highway System (CSAH) for all 87 counties in Minnesota to help identify pavement needs at the county level. Because it is impossible to evaluate the pavement of all 87 counties in one year, Mn/DOT has developed a schedule to evaluate approximately 22 counties a year. This means that it will take approximately four years to evaluate county pavement condition throughout the state. Steele County is scheduled for year four. Future studies should incorporate the Mn/DOT data when it is available Guardrail The purpose of guardrail is to prevent the vehicles from running off the road. The need for guardrail can be determined based on the height and slope of the embankment, location of obstacles, speed and volume of traffic, roadway alignment, and crash history. In Steele County, the priority is to replace old cable wood guardrail with plate beam guardrail, as well as install plate beam guardrail where it is needed and as funding becomes available. The plate beam guardrail design uses new technology that considerably minimizes the damage to vehicles on impact. Roadways going through heavy commercial and industrial areas and highvolume roadways (I-35 and US 14) have been identified by Steele County as areas needing guardrail replacement or installation. To address these needs, Steele County has developed a guardrail policy that includes design standards, warrants, and guardrail installation and replacement schedules. This guardrail policy was adopted on August 9, See Appendix G for the full policy. Two guardrail projects were submitted by Steele County for consideration of a Rural Road Safety Grant. Those projects were allocated funding of $90,000 to: 1. Install 1,250 feet of plate beam guardrail on CSAH 23 (approximately one mile north of the Three Corners Development in Clinton Falls) 16

21 2. Replace 4,750 feet of cable wood guardrail on CSAH 45/Hoffman Drive (located on a steep embankment leading to a bridge over Union Pacific Railroad). It is recommended that Steele County continue identifying locations for guardrail installation or upgrade and request funding in future RRSG solicitation. 2.5 Existing Traffic Volumes Annual average daily traffic volumes (AADTs) on state highways and county routes were collected using historical data provided by Steele County and Mn/DOT. Historical volumes for individual roadway segments are shown in Appendix C. In general, traffic volumes increase as they approach larger cities in the county, such as Owatonna, Medford, Blooming Prairie and Ellendale. For example, volumes on County State Aid Highway (CSAH) 7 just south of the city limits of Owatonna total 960 vehicles per day and increase to 3,050 vehicles per day as the roadway enters the City of Owatonna. Traffic volumes on state roadways are generally higher than those on the county system. This pattern is typical of most areas within the state. 2.6 Congestion Analysis Information received during the focus-group meetings, and from Technical Committee members, suggests that congestion is not perceived as a major problem in the region. To determine whether or not congestion was a concern, existing average annual daily traffic volumes were reviewed. By identifying segments with congestion or operational problems, improvement options can be investigated and planned (i.e., roadway improvements, intersection control changes, alternative routes, setback requirements, etc.). In addition, these corridors can be targeted for access controls and other management tools to improve their traffic operations until major improvements are completed. For the purpose of this analysis, threshold volumes were developed for twelve different types of roadways, using the Highway Capacity Manual (HCM) and typical traffic characteristics (e.g., percent peak hour, directional split, percent no passing, number of access points, signalized intersections per mile) for the different facility types. Threshold volumes are the volumes at which operational problems may occur (traffic backups, side street delays, slower speeds, etc.). Table C-1 in Appendix C lists threshold volumes for six types of urban facilities and six types of rural facilities. These threshold volumes were compared to existing average annual daily traffic volumes for each roadway segment in the county and each segment was categorized as one of the following: Uncongested The existing volume is less than 85 percent of the threshold volume, indicating a low probability of operational problems due to volume of traffic on the facility. Near Congestion The existing volume is between 85 percent and 110 percent of threshold volumes, suggesting a moderate probability of operational problems due to traffic volume on the facility. 17

22 Congested The existing volume exceeds 110 percent of the threshold volume, indicating a high probability of operational problems due to volume of traffic on the facility. Congested Roadways: Analysis of the existing roadway system, and its corresponding daily traffic levels, indicated that no existing roadway segments are congested at this time: Near Congestion Roadways: Seven segments - one segment on CSAH 34, two segments on CSAH 45, and four segments on CSAH 48) were identified as nearing congestion: 26th Street NW (CSAH 34) from 12th Avenue NW (CSAH 45) to Cedar Avenue (CSAH 1) Hoffman Drive (CSAH 45) from Rose Street to Bridge over DM&E Railroad (Bridge ) Hoffman Drive (CSAH 45) from Bridge over DM&E Railroad (Bridge ) to State Avenue Main Street West (CSAH 48) from Grove Avenue to Elm Avenue Main Street West (CSAH 48) from Elm Avenue to East Park Square Main Street West (CSAH 48) from East Park Square to South Cedar Avenue Main Street West (CSAH 48) from South Cedar Avenue to Oak Avenue It should be noted that the methodology described above is a planning-level analysis that uses average daily traffic volumes and is not appropriate for all traffic conditions. For example, traffic conditions that do not fit the average daily traffic criteria (e.g., holiday travel periods, fall agricultural volumes or special events) are likely to produce different levels of congestion. Additionally, factors such as the amount of access and roadway geometrics may influence the capacity of a roadway. Existing congested and near congestion locations are presented in Figure Safety and Crash Analysis Public safety is a high priority for all agencies responsible for improving and maintaining public transportation facilities. To evaluate potential safety problems in the county, a crash analysis was performed using Department of Public Safety (DPS) crash records from Records from the DPS were collected for state trunk highways, county state aid highways and county roads. The crash database was imported into the county Geographic Information System (GIS) format so that the data could be viewed on a map of the study area. Analysis of crash data focused on identifying problems at intersections and on roadway segments. The analysis is described in the following sections. 18

23 Waseca County ST UV UV 12 ST 62 UV 18 UV 18 UV 33 UV 32 UV 4 UV 29 UV 7 UV 7 UV 11 UV 23 Medford UV 12 ST 63 UV 9 UV 22 UV UV ST 77 UV UV 9 UV ST UV 37 )o UV 18 UV 7 UV 4 UV 17 UV 17 UV 67 UV 30 UV 31 UV 7 UV 4 Rice County o UV 2!"`$ UV 3 ST133 UV1 Owatonna UV 45 UV 45 UV 60 UV 6 UV 48 UV 3 UV 34 ST 80 UV 8 + UV 4 ST 73 UV 13 UV 35 )o UV 43 ST 59 ST 61 UV 19 ST 71 UV 6 ST 57 UV 35 UV 4 UV 10 Rice Lake State Park UV 16 UV 40 UV 16 Dodge County UV 5?ÃA@ UV 21 ST 82 UV 28 Ellendale UV 14!"`$ UV 3 UV 27 ST 55 UV 26?ÃA@ UV 24 Blooming Prairie UV 26 + UV 16 ST 79 UV 14 UV 45 Freeborn County UV 15 UV 36 EXISTING CONGESTION ANALYSIS STEELE COUNTY TRANSPORTATION PLAN Miles Source: Volume/Capacity Ratio "Near Congested" 1.10 or greater "Congested" Figure 7 Mn/DOT

24 2.7.1 Intersection Crash Analysis Crash data from January 1, 1999 through December 31, 2003 was mapped to intersection locations on the CSAH and TH systems to identify problem intersections. The first step in the process was to classify roadways based on speed characteristics: low-speed (speeds less than 50 miles per hour) and high-speed (speeds of 50+ miles per hour). Once the roadways were categorized, a buffer of 250 feet was created around intersections for low-speed roadways and a 500-foot buffer was established for those with speeds of at least 50 miles per hour. These buffers were used to identify crashes that were most likely related to activities at the intersection. After the buffer was applied to the various intersections, there crashes were posted to the appropriate locations. For low-speed roadways, each intersection was categorized into one of three groups: intersections with crashes (five or more crashes per year); intersections with crashes (two to five crashes per year); and intersections with less than ten crashes (less than two crashes per year). Similarly, intersections on high-speed roadways were categorized into three groups: intersections with crashes (two to five crashes per year); intersections with five to ten crashes (one to two crashes per year); and intersections with less than five crashes (less than one crash per year). These categories were established by using the natural break function in GIS. The results of the analysis show that nine intersections on low-speed roadways had more than 25 crashes and eleven intersections on high-speed roadways had more than ten crashes during the five-year period. These intersections were defined as high-crash locations in the study and shown in Figures 8 and 9. The high-crash intersections generally reflect areas with higher traffic volumes and/or a high number of access points. Table 3 shows high-crash locations on both low- and high-speed roadways. As shown in Table 3, there are some patterns that emerge from the data. A majority of the intersection crashes appear on two roadway facilities, CSAH 45 and US 14. CSAH 45 Seven of the high-crash locations for low-speed roadways are located on CSAH 45 within the City of Owatonna. The segment where these crash intersections are located is a two-lane/threelane roadway with a posted speed of 30 miles per hour. Traffic volumes on this segment of CSAH 45 range from 9,000 to 13,800 vehicles a day. When traffic volumes reach these levels on a two-lane facility, the roadway is nearing congestion or congested. The highest crash intersection along CSAH 45 is at CSAH 48. With 109 crashes over a five-year period, this intersection has the most crashes in the county. Although this intersection has a high number of crashes, only 15 percent result in injury; 85 percent result in property damage only. Twenty-seven of the crashes (25 percent) at this intersection are rear end crashes. This is not unexpected given the congestion on CSAH 45 and the near congested conditions on CSAH 48. There are, however, a high number (22 percent) of right-angle and left-turn into oncoming traffic crashes at this location. This is unusual given the intersection control. Generally speaking, traffic signals reduce the number of right-angle and left-turn into oncoming traffic crashes. 20

25 Waseca County UV 18!(!(!(!( UV 18 UV 4 UV 29 UV 5 UV 32 UV 18 UV 33 UV 7!( ST 62 ST 64 UV 12 UV 7?ÃA@ UV 21 UV 14 UV 11 )o ST 82!( UV 28 UV 23 Medford!( UV 12!( UV 22 UV UV 45 ST UV 12 ST UV 77 UV UV ST UV 37 UV 18 UV 7!(!(!(!(!( UV 4 Ellendale UV 17 UV 17 UV 67 UV 14 UV 30!( UV 31!"`$!( UV 7 UV 4 Rice County UV 3 o!(!(!(!! (( Owatonna!( UV 35!(!(!(!(!! (( UV 43!! ((!(!(!(!(!!! (( UV ( ST 19 80!(!(!( UV 48!( UV 2!"`$ UV 3 ST133 UV 45 UV1!( UV 45 UV 45 UV 60!( UV 6 Freeborn County UV 3 UV 34!( UV 27 ST 55 UV 8 + UV 4 ST 73 UV 13 )o!( UV 26?ÃA@ ST 59!(!( UV 24 ST 61 UV 15 ST 71 UV 6 ST 57 UV 35 Rice Lake State Park UV 4 Blooming Prairie UV 10!( UV 16 UV 26 + UV 40 UV 16 UV 16!( ST 79 UV 36 Dodge County INTERSECTION CRASH ANALYSIS STEELE COUNTY TRANSPORTATION PLAN Miles Source: High Speed Intersections (>= 50 mph) Low Speed Intersections (<50 mph) Crashes within 500 feet!( 5-9!( Crashes within 250 feet!( 10-24!( 25-42! 109 Figure 8 Mn/DOT Crash Data

26 UV 22 UV 1 Intersection of CSAH 23 and Heritage PL NW UV 23 UV 34!( o!"`$ UV 23 UV 45 UV 31 3rd Ave NE!(!(!(!( 26th St NE UV 8!(!( 32nd Ave NW )o!(!(!(!(!( rth St E!(!( Owatonna!(!(!(!(!( Rose St E!( Bridge St W!(!( ( Main St E!!( Cedar Ave N UV 35 UV 19!(!"`$ Lemond Rd!( Oak Ave S!(!(!( School St E!(!( Grove Ave S ST 71 ST 80!(!(!( 18th St SE UV 7!(!(!( )o UV 48!(!( UV 18 UV 6 + UV 45 INTERSECTION CRASH ANALYSIS - CITY OF OWATONNA STEELE COUNTY TRANSPORTATION PLAN 0 1,500 3,000 4,500 Feet Source: High Speed Intersections (>= 50 mph) Low Speed Intersections (<50 mph) Crashes within 500 feet!( 5-9!( Crashes within 250 feet!( 10-24!( 25-42! 109 Figure 9 Mn/DOT Crash Data

27 Table 3 Intersection Crashes 1 Intersection Information Crash Type 2 Crash Summary Intersection Location Intersection Control Low Speed Roadways (speed less than 50 mph) Rear End Side swipe Right- Angle Run Off Road Left-Turn into Oncoming Traffic Other Total Crashes CSAH 45 and US 14 (north ramps) Side Street Stop 7/28 0/0 5/20 3/12 3/12 7/ /32 US 14 and 21 st Avenue NW Signal 7/28 1/4 6/24 1/4 4/16 6/ /28 CSAH 45 and 18 th Street SE Signal 6/23 2/8 4/15 1/4 3/12 10/ /19 CSAH 19 and Cedar Avenue N Signal 3/11 0/0 11/39 0/0 4/14 10/ /11 CSAH 45 and School Street Side Street Stop 6/21 0/0 14/48 0/0 2/7 7/ /24 CSAH 45 and CSAH 19 Signal 3/8 1/3 8/22 1/3 5/14 18/ /25 CSAH 45 and rth Street W Signal w/ turn lanes 8/22 4/11 13/35 1/3 3/8 8/ /19 Injury Crashes 2 CSAH 45 and State Avenue NW Signal w/ turn lanes 8/20 1/2 15/37 0/0 4/10 13/ /34 CSAH 45 and CSAH 48 Signal 27/25 4/4 24/22 1/1 12/11 41/ /15 High Speed Roadways (speed greater than or equal to 50 mph) US 218 and CR 59 Side Street Stop 0/0 2/20 3/30 0/0 0/0 5/ /30 US14 and CSAH 18 Side Street Stop 1/9 1/9 0/0 4/36 0/0 5/ /18 CSAH 7 and SW 18 th Street Side Street Stop 1/9 0/0 2/18 3/27 0/0 5/ /27 US 14 and 32 nd Avenue NW Side Street Stop 1/8 1/8 0/0 1/8 0/0 9/ /17 US 14 and CSAH 17 Side Street Stop 2/17 4/33 2/17 1/8 0/0 3/ /8 US 14 and SE 54 th Avenue Side Street Stop 2/17 1/8 0/0 2/17 1/8 6/ /42 US 14 and CSAH 45 (south junction) Side Street Stop 2/15 0/0 2/15 3/23 1/8 5/ /31 CSAH 23 and Heritage Place NW Side Street Stop 4/27 0/0 2/13 3/20 2/13 4/ /20 CSAH 34 and NW 21 st Avenue Side Street Stop 7/44 0/0 2/13 0/0 0/0 7/ /31 US 14 and CSAH 6 Side Street Stop 5/28 0/0 10/56 0/0 1/6 2/ /56 US 14 and US 218 (south ramps) Side Street Stop 8/32 2/8 3/12 2/8 2/8 8/ /28 1 Crashes from the Minnesota Department of Public Safety January 1999 through December X/Y Indicates number of crashes followed by percent of total crashes. 23

28 Other intersections along CSAH 45 exhibit similar crash characteristics to the CSAH 45 and CSAH 48 intersection. A majority of the signalized intersections have a high percent, 15 to 37 percent, of right-angle crashes. As stated above, this is unusual for signalized intersections. Unfortunately, right-angle and left-turn into oncoming traffic crashes generally result in injuries. This is true for most of the intersections along CSAH 45 identified in Table 3. The intersection of CSAH 45 and School Street is controlled by a side street (School Street) stop. This intersection also has a high percent of right-angle crashes. This is typical of a nonsignalized intersection. A number of factors may be contributing to the high number and percent of right-angle and leftturn into oncoming traffic crashes along the corridor. Issues resulting from a lack of dedicated turn lanes at the intersection, visibility of pavement markings, congestion, sight distances, roadway geometrics, driver inattention, and amount of access may all be influencing the type of crashes along the corridor. In addition to the low-speed crashes at intersections on CSAH 45, two other intersections were identified as high-crash intersection locations. The intersection of US 14 and 21 st Avenue NW and the intersection of CSAH 19 and Cedar Avenue N had 35 and 28 crashes respectively between 1999 and Again, both of these intersections also had a high number of right-angle and left-turn into oncoming traffic crashes. Appendix D contains some general recommendations for reducing the number of right-angle crashes at intersections. US 14 Seven of the 11 high-crash intersections on high-speed roadways were located on US 14. Outside of the City of Owatonna, US 14 is a rural expressway with posted speeds between 55 and 65 miles per hour and with traffic volumes ranging from approximately 7,000 to 8,000 vehicles a day. Crashes at intersection locations on US 14 have fewer identifiable patterns than those that occurred on CSAH 45. At some intersections, such as US 14 and CSAH 6, it appears that side street traffic (CSAH 6) pulls out in front of traffic on US 14 resulting in a right-angle crash. Most recently, improvements have been made to the intersection at US 14 and CSAH 6 by adding a median with right-in/right-out access only. This improvement will help reduce the right-angle crashes at this intersection. At other locations, such as US 14 and CSAH 17, side street traffic may be cutting across a number of lanes on US 14, resulting in side swipe crashes. Still other intersections, such as US 14 and CSAH 18, result in a high percent of run off the road crashes. These types of crashes can occur when traffic on either street may be driving too fast for roadway conditions as they are trying to turn off or onto the other roadway. When this happens, drivers can overcorrect and end up running off the road. One of the few patterns to emerge from the high-crash locations on high-speed roadways is that a number of the crashes at intersections along US 14 cited other as the cause of the crash. In general, other usually involves just a single vehicle and an object such as a deer, light poles, traffic signs, etc. 24

29 Other high-crash intersections on high-speed roadways included the following intersections: US 218 and CR 59 CSAH 7 and SW 18 th St CSAH 23 and Heritage Place NW CSAH 34 and NW 21 st Avenue Crashes at these locations also had a high percent of other crashes. The intersections at CSAH 23 and CSAH 34 also had a high number of rear end crashes. At these locations, it is likely that someone was waiting to turn onto or off of the primary roadway and was hit in the rear by a vehicle that did not see them waiting to turn Segment Crash Analysis While a majority of crashes occur at intersections, it is also important to look at crashes along roadway segments to identify abnormally high-crash segments. While numerous factors (i.e., geometric or cross-section deficiencies, sight distance problems, excessive access, blowing and drifting snow, etc.) contribute to crashes, segment analysis identifies potential problems so that further investigations and analysis can be done. In addition, segments can be targeted for safety improvements and investments. In order to identify segments with high crash rates, a comparison was made between average crash rates by facility type, and the rates for each individual segment in the county. Crash rates for Interstate 35 (I-35) and other US and Trunk Highway segments were compared with Mn/DOT statewide average crash rates for similar facility types. Table 4 shows Mn/DOT average statewide average comparison crash rates for different rural and urban roadway types based on annual Average Daily Traffic (ADT) volumes. Table 4 Mn/DOT Statewide Average Comparison Crash Rates for Trunk Highways, US Highways and Freeways Code U-1A U-4A R-1A R-3A Definition Urban two-lane atgrade local urban street at mph Urban expressway at mph Rural two-lane atgrade at 55 mph Rural expressway at mph Volume Threshold (ADT) 8,000 Mn/DOT Statewide Average Comparison Crash Rate 1 ADT<1,500 = 2.6 ADT 1,500-4,999 = 2.7 ADT 5,000-7,999 = , ,000 ADT< 1,500 = 1.0 ADT 1,500-4,999 = , R-4 Rural freeway 60, Comparison rates were based on 2000 to 2002 Mn/DOT statewide average crash rates. 25

30 For County State Aid Highways (CSAH) and County Roads (CR) in Steele County, an average crash rate for each facility type was calculated. These average crash rates were used as comparison rates for the crash rate analysis (Table 5). Table 5 Average Comparison Crash Rates for CSAH and CR Facilities 1 2 Code Definition Volume Threshold (ADT) Steele County Average Comparison Crash Rate 1 U-1 Urban two-lane at-grade local urban street at 30 mph 8, U-2 Urban two-lane at-grade urban arterial street at 30 mph 10, R-1 Rural two-lane at-grade at 55 mph 14, R-2 Rural two-lane reduced speed and capacity 2 8, Steele County rates are based on analysis of Department of Public Safety Data for the Steele County area. Average comparison rates were developed for different facility types within the county using crash data. Two-lane rural design highways with limited visibility, poor geometrics and/or poor roadway surface (gravel or poor pavement condition Information from Tables 4 and 5 were used to calculate a ratio of segment crash rates to average crash rates by facility type to identify high-crash segments for both the Mn/DOT and Steele County roadway systems. While the ratio of segment crash rates to average crash rates identifies areas with potential safety problems, it does not account for variations caused by short segment lengths and low traffic volumes. In order to account for these variations, an additional set of criteria was applied (require more than four crashes per mile per year). For the purposes of this plan, high-crash segments have been identified as segments that have a crash rate ratio greater than 1.5 times the average crash rate for a facility type and a crash frequency of more than four crashed per mile, per year. Using these criteria, high-crash segments with a high frequency were identified and shown in red on Figure 10. The orange color lines shown on Figure 10 indicate locations where the crash ratio is 1.5 or higher, but there are fewer than four crashes per mile, per year. When reviewing the high-crash segment map, it is important to remember the following: Includes crashes at intersections within the segment. Short highway segments can result in high crash rates. Segments with low traffic volumes are subject to more variability (a small number of crashes can result in a high crash rate). Different types of highway facilities have different crash rates. For example, the average crash rate for a rural interstate freeway is 0.6 crashes per million vehicles-miles, while an urban expressway has an average crash rate of

31 Waseca County ST UV UV 12 ST 62 UV 18 UV 18 UV 33 UV 32 UV 4 UV 29 UV 7 UV 7 UV 11 UV 23 Medford UV 12 ST 63 UV 9 UV 22 UV UV ST 77 UV UV 9 UV ST UV 37 )o UV 18 UV 7 UV 4 UV 17 UV 17 UV 67 UV 30 UV 31 UV 7 UV 4 Rice County o UV 2!"`$ UV 3 ST133 UV1 Owatonna UV 45 UV 45 UV 60 UV 6 UV 48 UV 3 UV 34 ST 80 UV 8 + UV 4 ST 73 UV 13 UV 35 )o UV 43 ST 59 ST 61 UV 19 UV 6 ST 57 UV 35 Rice Lake State Park ST 71 UV 4 UV 10 UV 16 UV 40 UV 16 Dodge County UV 5?ÃA@ UV 21 ST 82 UV 28 Ellendale UV 14!"`$ UV 3 UV 27 ST 55 UV 26?ÃA@ UV 24 Blooming Prairie UV 26 + UV 16 ST 79 UV 14 UV 45 Freeborn County UV 15 UV 36 SEGMENT CRASH ANALYSIS STEELE COUNTY TRANSPORTATION PLAN Miles * High Crash Rate, High Frequency* High Crash Rate, Low Frequency** Figure 10 Frequency of at least four crashes per year, per mile. ** Frequency of less than four crashes per year, per mile. Source: Mn/DOT Crash Data

32 As shown in Figure 10, a number of the high-crash, high-frequency segments are in the urbanized areas where traffic volumes are higher. Most of these locations are within the City of Owatonna on CSAH 45, CSAH 19 and US 14. Other high-crash, high-frequency segments include portions of I-35 and CSAH 12 and portions of US 14 outside of Owatonna. Based on the analysis, it is recommended that the crash analysis results be considered in selecting improvement projects. Given the limitations of the planning-level crash analysis for intersection and segment crashes, a review of the crash reports and possibly safety audits should be completed to help identify specific improvements Railroad Crossing Protection Railroad crossing safety is a concern due to the severity of crashes when a train is involved. Trains cannot stop quickly; their size and weight require a long distance to come to a complete stop. As a result, a number of collisions involving trains and pedestrians and/or passenger vehicles result in fatalities. In addition to public education and enforcement, appropriate passive and active traffic control devices and systems help improve the safety of motorists and pedestrians at railroad crossings. Signs, traffic control devices, train detection systems, and grade separations are some of the methods that can help prevent crashes at railroad crossings. Steele County has a number of railroad crossings on two fairly active railroad lines (see Section 2.8). In 2003, a consultant was retained to review crossing conditions and recommend proposed improvements on a segment of the IC&E line. The consultant recommended a number of signing improvements to upgrade traffic signing to better forewarn motorists and pedestrians of at-grade train crossings. In addition, the consultant recommended closing one crossing and removing brush and trees at other crossings. Since the completion of the railroad grade crossing study in 2003, the county has installed new advanced warning signs on all of its crossings and has a program to remove/trim brush blocking crossing signs. A cursory review of all the crossings was conducted as part of this study. In general, advanced signing is visible and in good condition; most crossing surfaces are in good condition; and most crossing controls are appropriate for existing conditions. It should be noted that there are still concerns with vegetation blocking signage at some crossings and that there are locations where pavement markings are worn. Figure 11 shows the locations of railroad crossings on the county and city roadway systems. Table 6 lists recommended improvements at those crossings (some of the recommendations are from the 2003 study and some are from this study). Appendix B contains the crossing inventory information from the US Department of Transportation. 2.8 MULTIMODAL USES Steele County has a variety of modal transportation users and services including trucking, railroads, transit, bicyclists and pedestrians. The existing multimodal uses can be summarized as follows: 28

33 2.8.1 Trucking There are a number of groups that rely on trucks to get products from destination to destination within and through Steele County. There are four primary sources of trucking within the county: agricultural, aggregate and mining, manufacturing and through traffic. Agricultural users move commodities, fertilizers and fuel to and from their farms, grain elevators and cooperatives. These users primarily use county roadways, with some use of the state highway system. Like agricultural users, aggregate and mining users primarily rely on county roadways to connect their mines and quarries to constructions locations and the state roadway system. Both users need adequate roadway structural capacity in order to move their goods. In the urbanized areas, manufacturers rely on state and county facilities to link their plants to the state highway and interstate highway system. Generally, manufacturers want short and easy access from their facilities to the highway and interstate highway systems. Through truck movements within Steele County are primarily on I-35 and US 14. Both of these roadways connect larger travel sheds from greater Minnesota, the Twin Cities, Rochester and outside states to major freight destinations throughout the country Rail There were three primary railroads within Steele County. The railroads included the Dakota, Minnesota and Eastern Railroad (DM&E), Iowa, Chicago and Eastern Railroad (IC&E), and Union Pacific (UP). Recently, the DM&E purchased the IC&E line to provide a better connection to the east for its coal movements. The operations of these railroads are described in more detail in the following paragraphs. Dakota, Minnesota and Eastern Railroad Dakota Minnesota and Eastern Railroad (DM&E) is one of the largest regional (Class II) railroads in the United States, with 1,103 miles of track located principally in South Dakota and Minnesota. The DM&E primarily moves coal and other commodities. Approximately four trains a day, with speeds up to 30 miles per hour, travel through Steele County. The line runs parallel to US 14 until the City of Owatonna, where it goes through the middle of town and then once again runs parallel to US 14 on the eastern side of the county. In Steele County, the former IC&E line runs from the southeast corner of the county along US 218, through City of Owatonna to join the Union Pacific Railroad line to the north of Steele County. The IC&E line carries two trains per day with speeds up to 30 miles per hour. (Please note: information on the number of trains was recorded prior to the purchase by the DM&E. It is likely that the number of trains per day will change. Union Pacific Railroad Union Pacific Railroad (UP) is the largest railroad in rth America, covering 23 states across two-thirds of the United States. The main line of the UP Railroad runs north-south through Steele County between CR 37 in Freeborn County and CR 98 in Rice County. The line carries eight trains per day with speeds up to 50 miles per hour. 29

34 Waseca County UV 18 UV 18 UV 4 UV 29 UV 5 UV 32!? UV 18 UV 33 UV 7 ST 62 ST 64 UV 12 UV 7?ÃA@ UV 21 UV 14 UV 11 UV 28 UV 18!? UV 14!?!?!? Rice County!? UV 23 Medford!?!? TUV J UV 22 UV UV 45 ST UV 12 ST UV 77 9!? UV W Y 9 UV ST UV 37 )o UV 7 UV 17 Dakota, Minnesota & Eastern Railroad U UV 4 UV 17 UV 67 UV 30 UV 31 UV 7 UV 4!? UV 3 UV 2!?!?!? UV 3 UV 34!?!? X X!? UV!?!? N ST!? P M!? H!? B!? ST133 ST 82!"`$ ST 55 Ellendale P Y Union Pacific Railroad V o!"`$ D B A C G K UV 45 UV1 Owatonna H C UV 45 UV 45 UV 60 UV 6 Freeborn County UV 48 UV 3 UV 27 UV 8 + UV 4 ST 73 UV 13 UV 35 )o!?!? UV 26?ÃA@ UV 43 ST W P UV 24 ST 61 Iowa, Chicago & Eastern Railroad UV 15 ST 71 UV 6 ST R!?!? UV 35 Rice Lake State Park J!? UV U UV 10!? UV 16 UV 26 + UV Y UV 16 Dodge County ST 79 UV S Blooming!? Prairie W!?!? P UV 36 AT-GRADE RAILROAD CROSSINGS STEELE COUNTY TRANSPORTATION PLAN Miles Source:!? At-Grade Crossings Railroads Trunk Highways CSAHs & County Roads Figure 11 Mn/DOT

35 Table 6 Railroad Crossing Improvements EXISTING CONDITIONS AFTER TRACK REHABILITATION POWDER RIVER BASIN PROJECT RR USDOTNO CITY LOCATION RR MILEPOST NO OF TRACKS ADT EXISTING WARNING DEVICE TRAINS PER DAY TRAIN SPEED EXPOSURE PROPOSED IMPROVEMENTS TRAINS PER DAY TRAIN SPEED PROPOSED IMPROVEMENTS TRAINS PER DAY TRAIN SPEED PROPOSED IMPROVEMENTS IC&E P BLOOMING PRAIRIE 2ND ST SE (CSAH 15) ,100 CROSSBUCKS & STOP SIGN change 2 25 Install RR signals with gates change IC&E W BLOOMING PRAIRIE MAIN ST E (CSAH 42) CROSSBUCKS Install stop signs 2 25 change Install RR signals with gates IC&E S BLOOMING PRAIRIE N CORP LIMITS (CSAH 16) CROSSBUCKS Install stop signs 2 25 change change IC&E U BLOOMING PRAIRIE SE 123RD ST (CSAH 26) CROSSBUCKS Install yield signs 2 25 change change IC&E J BIXBY BIXBY LANE (CSAH 47) CROSSBUCKS Install yield signs 2 25 change change IC&E R BIXBY SE 98TH ST (CSAH 4) CROSSBUCKS Clear trees and brush 2 25 change change IC&E P AURORA TOWNSHIP AUSTIN RD (CSAH 6) CROSSBUCKS & STOP SIGN change 2 25 change Install RR signals with gates IC&E W AURORA TOWNSHIP SE 48TH ST (CO RD 59) CROSSBUCKS & STOP SIGN change 2 25 change change IC&E K OWATONNA TOWNSHIP SE 28TH ST CROSSBUCKS Clear trees & brush; Install stop signs 2 25 change change IC&E M OWATONNA HAVANA RD (CO RD 71) CROSSBUCKS & STOP SIGN Clear trees and brush 2 25 change Install RR signals with gates IC&E N OWATONNA SCHOOL ST (CO RD 80) CROSSBUCKS & STOP SIGN change 2 25 change change IC&E X OWATONNA ROSE ST (CSAH 19) ,300 GATES & CANTILEVER SIGNALS Tree partially obscures RR signal; WB pavement markings worn 2 25 change change IC&E B OWATONNA NE 26TH ST (CSAH 34) ,900 GATES & CANTILEVER SIGNALS 2 Road under construction IC&E W MEDFORD CR CROSSBUCKS & STOP SIGN 0 Clear brush on E approach; pavement markings on W approach are fair IC&E T MEDFORD CSAH ,900 CROSSBUCKS & STOP SIGN 2 change IC&E V MEDFORD CSAH GRADE SEPARATED - RR OVER 0 vertical clearance signs UP P ELLENDALE 8TH AVENUE GATES & FLASHING LIGHT SIGNAL 14 Stop bar needs painting UP C HOPE CSAH GATES & FLASHING LIGHT SIGNAL 14 change UP A HOPE CSAH GATES & FLASHING LIGHT SIGNAL 8 change UP K HOPE CSAH GATES & FLASHING LIGHT SIGNAL 14 change UP C HOPE SE 28TH ST (CSAH 18) ,200 FLASHING SIGNALS 14 Paint stop bars; Pavement markings worn UP H OWATONNA CSAH 45/HOFFMAN DR GRADE SEPARATED - RR UNDER change UP D OWATONNA NE 26TH ST (CSAH 34) ,900 GATES & CANTILEVER SIGNALS 14 Road under construction UP Y OWATONNA CR 99/CSAH CROSSBUCKS & STOP SIGN 14 Clear brush on E approach & at crossing UP J MEDFORD CSAH ,500 GATES & CANTILEVER SIGNALS 14 Paint stop bars; E pavement markings worn DM&E P OWATONNA SE 34TH AVE CROSSBUCKS 4 Install stop signs DM&E Y CLAREMONT CSAH CROSSBUCKS & STOP SIGN 4 change; worn pavement markings DM&E B OWATONNA CR 59 - SE 44TH AVE CROSSBUCKS & STOP SIGN 4 change DM&E H OWATONNA CR 71 - HAVANA RD CROSSBUCKS & YIELD SIGN 4 Change yield to stop; worn pavement markings DM&E X OWATONNA CR GRADE SEPARATED - RR OVER 0 change DM&E G OWATONNA CSAH GRADE SEPARATED - RR OVER 0 change DM&E Y OWATONNA CSAH CROSSBUCKS & YIELD SIGN 4 Install stop signs; NB Do t Pass sign needs replacing; worn pavement markings DM&E U MERIDEN CSAH CROSSBUCKS & YIELD SIGN 4 change; worn pavement markings

36 2.8.3 Transit Steele County Area Transit (SCAT) currently provides a flexible dial-a-ride service. SCAT operates three 18-passenger busses that supply economical and convenient transportation to local workers, residents, and visitors throughout Steele County Trails Trails can serve both a transportation and recreational purpose. Some people walk or ride their bicycle to and from work, shopping and/or recreational locations as part of a lifestyle choice. People that are use a bicycle for more of a transportation purpose are generally more comfortable riding with traffic or on shoulders of roadways than a typical recreational bike rider who prefers their own separate path. This section of the plan looks at existing trail and pathway facilities within the county. The county does not presently have any policies with regard to building or designing trails on or adjacent to county roadways. The County Board has recognized this lack of a trail policy and intends to use this plan for guidance with regard to future trail opportunities and guidelines. The Board has also expressed interest in working with adjacent counties to form a partnership in order to potentially acquire abandoned rail lines as future trail facilities. Figure 12 shows existing trails within the county. As shown, most of the trails shown on the map are Department of Natural Resource snowmobile trails. These trails are generally used for recreational purposes during winter months. The location of the trails can change as they require permission from property owners. Other trails shown in Figure 12 are concentrated in Owatonna, as well as in Rice Lake State Park. The trails shown in these locations also primarily serve a recreational purpose or a connection to local civic locations such as schools. The opportunities for future trail connections that may serve both a transportation and recreational purpose are discussed in Section

37 Waseca County ST UV UV 12 ST 62 UV 18 UV 18 UV 33 UV 32 UV 4 UV 29 UV 7 UV 7 UV 11 UV 23 Medford UV 12 ST 63 UV 9 UV 22 UV UV ST 77 UV UV 9 UV ST UV 37 )o UV 18 UV 7 UV 4 UV 17!O UV 17 UV 67 UV 30 UV 31!O UV 7 UV 4 Rice County o UV 2!"`$ UV 3 ST133 UV1 UV 45 UV 45 Owatonna UV 60 UV 6 UV 48 UV 3 UV 34 ST 80 UV 8 + UV 4 ST 73 UV 13 UV 35 )o UV 43 ST 59 ST 61 UV 19 UV 6 ST 57 UV 35 UV 4 UV 10 Rice Lake State Park ST 71 UV 16 UV 40 UV 16 Dodge County UV 5?ÃA@ UV 21 ST 82 UV 28!O Ellendale UV 14!"`$ UV 3 UV 27 ST 55 UV 26?ÃA@ UV 24 Blooming Prairie UV 26 + UV 16 ST 79 UV 14 UV 45 Freeborn County UV 15 UV 36 EXISTING TRAILS STEELE COUNTY TRANSPORTATION PLAN Figure Miles Sources: Local Trails Existing Pathway System Interior Park Trails DNR Snowmobile Trails!O County Parks Mn DNR, Steele County

38 3.0 ANALYSIS OF FUTURE TRANSPORTATION NEEDS 3.1 Traffic Projections Traffic projections for the year 2025 were prepared to identify future capacity or system deficiencies, and to provide traffic information for decision-making by state, county and city staff officials, and for businesses and residents. A variety of data sources and methods were used to derive 2025 projections for highways and county road segments within the county. Sources included regional population growth trends, historic traffic growth trends, and consideration of anticipated highway and county road changes. In addition, traffic volume projections were reviewed from the beltway study and from the Minnesota Department of Transportation. The first step was to identify population and development trends through a review of census data and discussions with local planning officials. Then, historical average daily traffic volumes and other traffic count sources were gathered from the county. Traffic volume inconsistencies were noted and investigated. Four traffic projection methods were applied to historical volumes: compounded growth rate, linear regression, 1 percent per year and 2.5 percent per year. In general, the four methods for computing traffic growth provided a range of projected volumes; compounded rates were more aggressive, linear regression (slope) was more conservative and the 1 percent and 2.5 percent growth rates per year provided a statistical comparison for the other two methods. Growth projections were adjusted to reflect anticipated development trends and the potential for traffic diversion to new links. Potential development areas were identified through discussions with local officials, and segments were categorized into high-, medium- and low-growth areas traffic projections for individual roadway segments in the county, by jurisdiction, are shown in Appendix C. For a majority of the CSAH and CR segments, the 2025 forecasts are based on the slope projection method, as determined by the Steering Committee. Footnotes on the tables in Appendix C explain deviations from this general rule. Forecasts for trunk highways were provided by Mn/DOT. Projected traffic volumes reflect a county-wide level of analysis. Traffic volumes on roadways within specific development areas may change, depending on the development densities. For this reason, specific study area forecasts should be completed when developing individual improvement projects. In addition, the county should periodically review land use and development/growth trends and adjust the projections accordingly. Figure 13 shows projected traffic volumes by category. 34

39 Waseca County UV 18 UV 18 UV 4 UV 29 UV 32 UV 18 UV 33 UV 7 ST 62 ST 64 UV 12 UV 7 UV 11 UV 23 Medford UV 12 ST 63 UV 9 UV 22 UV UV ST 77 UV UV 9 UV ST UV 37 UV 17 UV 17 )o UV )o UV 7 18 UV + 6 UV 7 UV 4 UV 67 UV 30 UV 31 UV 4 Rice County o UV 2!"`$ UV 3 ST133 UV1 Owatonna UV 45 UV 45 UV 60 UV 48 UV 3 UV 34 ST 80 UV 8 UV 4 ST 73 UV 13 UV 35 UV 43 ST 59 ST 61 UV 19 UV 6 ST 57 UV 35 Rice Lake State Park ST 71 UV 4 UV 10 UV 16 UV 40 UV 16 Dodge County UV 5?ÃA@ UV 21 ST 82 UV 28 Ellendale UV 14!"`$ UV 3 UV 27 ST 55 UV 26?ÃA@ UV 24 Blooming Prairie UV 26 + UV 16 ST 79 UV 14 UV 45 Freeborn County UV 15 UV 36 FUTURE TRAFFIC VOLUMES STEELE COUNTY TRANSPORTATION PLAN Miles Vehicles Per Day 1 = ADT < = ADT 500 to 1,999 Figure 13 3 = ADT 2,000 to 4,999 4 = ADT 5,000 to 10,000 5 = ADT > 10,000

40 3.2 Future Congestion Forecast data, was used to identify future transportation system operational deficiencies. This information is ordinarily used to plan capacity improvements or to effectively manage the corridor through access controls, right-of-way preservation, setback requirements, and land use and development controls. The analysis followed the same procedure described in the existing conditions congestion analysis, except that 2025 daily traffic projections were compared with daily volume thresholds to establish future volume to capacity (V/C) ratios. Over the next twenty years, eight segments are expected to become congested (e.g., V/C ratio over 1.1). These segments are shown in Figure 14 and are listed in Table 7 below. Additionally, Figure 14 presents roadway segments that are expected to be near congestion by 2025 (e.g., V/C). Table Congested Segments Route From To V/C Ratio US 218 West Junction of TH 30 East Junction of TH US 218 East Junction of TH 30 CSAH US 218 CSAH 42 CSAH CSAH 45 Rose Street Bridge # CSAH 45 Bridge # State Avenue 1.17 CSAH 48 Grove Avenue Elm Avenue 1.15 CSAH 48 E Park Square Cedar Avenue 1.55 CSAH 48 Cedar Avenue Oak Avenue 1.46 Capacity analysis is a planning-level tool used to identify potential problems based on the facility type and future volume projections. Although a segment may be shown as congested or near congestion, it is only one indication of a potential problem. Some segments can handle volumes higher than the threshold if they have little to no access points and relatively little cross traffic. As long as access remains limited, roadways noted in Figure 14 will likely operate better than the analysis indicates. While planning-level capacity analysis identifies potential problem areas, additional traffic information should be reviewed to confirm operational problems when specific improvements or operational changes are considered. This includes evaluating peak hour volumes, directional splits, and reviewing actual development and growth patterns for the area. 36

41 Waseca County UV 18 UV 18 UV 4 UV 29 UV 32 UV 18 UV 33 UV 7 ST 62 ST 64 UV 12 UV 7 UV 11 UV 23 Medford UV 12 ST 63 UV 9 UV 22 UV UV ST 77 UV UV 9 UV ST UV 37 )o UV )o UV 7 18 UV + 6 UV 7 UV 4 UV 17 UV 17 UV 67 UV 30 UV 31 UV 4 Rice County o UV 2!"`$ UV 3 ST133 UV1 Owatonna UV 45 UV 45 UV 60 UV 48 UV 3 UV 34 ST 80 UV 8 UV 4 ST 73 UV 13 UV 35 UV 43 ST 59 ST 61 UV 19 UV 6 ST 57 UV 35 Rice Lake State Park ST 71 UV 4 UV 10 UV 16 UV 40 UV 16 Dodge County UV 5?ÃA@ UV 21 ST 82 UV 28 Ellendale UV 14!"`$ UV 3 UV 27 ST 55 UV 26?ÃA@ UV 24 Blooming Prairie UV 26 + UV 16 ST 79 UV 14 UV 45 Freeborn County UV 15 UV 36 FUTURE CONGESTION STEELE COUNTY TRANSPORTATION PLAN Miles Volume/Capacity Ratio "Near Congested" 1.10 or greater "Congested" Figure 14

42 4.0 ROADWAY AND MULTIMODAL SYSTEM PLANS 4.1 Route Renumbering Presently, Steele County s numbering scheme for its county and county state aid roadways does not follow generally accepted practices. Existing route numbering has developed through time with limited consideration given to how route numbering should function throughout the entire system. As a result, some north-south roadways have even numbers and some have odd numbers. The same is true for easy-west roadways. This inconsistent route numbering can be confusing to motorists that are traveling through the county. Additionally, it can result in confusion and delays related to the general maintenance and plowing of the roadways. To reduce driver confusion and potential operations and maintenance delays, the county has decided to consider renumbering its roadway system based on a more conventional route numbering system. The general guidelines include the following: Assign odd numbers to north-south routes. Ideally, route numbers should increase as they move from west to east. Assign even numbers to east west routes. Ideally, route numbers should increase as they move from south to north. County State Aid Highways (CSAHs) should be assigned a number below 100. Maintain existing route numbers where they fit the guidelines listed above. Do not re-use existing numbers on another route to eliminate problems in accounting and historical records tracking Do not renumber routes where 911 information is tied to addresses (examples are CSAH 45, CSAH 3, and CR 80). As new roadways are added to the county highway system (e.g. new beltway and when existing US 14 on the western side of the county will become a county roadway when new US 14 is built) the route numbering strategies identified above will be used. The proposed route numbering system shown in Figure 15 takes these routes into consideration. 38

43 Waseca County "UV 33 "UV 32 UV 18 "UV 33 UV 4 UV 29 UV 32 UV 33 UV 7 ST 64 "ST 164 "UV 64 "UV 33 UV 18 ST 62 "ST 101 UV 12 UV 7 )o UV 11 "ST 183 UV 23 Medford UV "ST UV "ST UV UV ST UV ST "ST UV "UV 77 UV "UV UV "ST 90 "UV 190 "UV UV 37 )o UV 18 UV 7 UV 4 UV 17 UV 17 UV 67 "UV 67 UV 30 "UV 65 UV 31 UV 7 UV 4 Rice County o "UV 34 UV 2!"`$ "UV 76 UV 3 UV1 Owatonna UV 45 UV 45 UV 60 UV 3 UV 6 UV 48 UV 34 ST 80 "UV 78 UV 8 "ST UV 4 "ST 173 ST 73 UV 13 )o "UV 2 UV 43 ST 59 ST 61 UV 19 ST 57 "UV 70 "UV 20 ST 71 UV 6 "UV 8 UV 35 Rice Lake State Park "ST 170 UV 4 UV 10 "ST 143 "UV 41 "ST 157 UV 16 UV 40 "UV 41 UV 16 Dodge County UV 5 UV 21 "UV 50 ST 82 UV 28?ÃA@ "UV 83 Ellendale "UV 67 UV 14!"`$ UV 3 UV 27 ST 55 "ST 110 UV 26?ÃA@ "UV 81 UV 24 Blooming Prairie UV 26 + ST 79 "UV 20 UV 14 "UV 69 UV 45 Freeborn County UV 15 "UV 44 UV 36 PROPOSED ROUTE NUMBERING SYSTEM STEELE COUNTY TRANSPORTATION PLAN Miles Trunk Highways CSAHs County Roads "UV 55 "ST 55 Proposed CSAH Route Number Changes Proposed CR Route Number Changes Figure 15

44 4.2 Functional Classification A functional classification plan defines a roadway hierarchy system based on the type of function roadways provide. It is used by agencies and planning officials to manage access, setbacks, and other design related features of the roadway. The designated function of a road is defined by its role in serving the flow of trips through the roadway system. A formal process for determining urban and rural functional classification is outlined in FHWA s manual, Highway Functional Classification Concepts, Criteria and Practices, March The concepts and guidelines in this manual were used to develop the updated functional classification plan for Steele County Existing Functional Classification Plan The existing functional classification system was last updated over ten years ago (Figure 16). Because it has been a number of years since the functional classification of Steele County roadways has been reviewed, an important element of this Transportation Plan involved reviewing and suggesting modifications to the functional classification plan. The functional classification process considered the following roadway and system characteristics: The trip length characteristics of the route as indicated by length of route, type and size of traffic generators served, and route continuity. The ability of the route to serve regional population centers, regional activity centers and major traffic generators. The spacing of the route to serve different functions (need to provide access and mobility functions for entire area). The ability of the route to provide continuity through individual travelsheds and between travelsheds. The role of the route in providing mobility or land access (number of accesses, access spacing, speed, parking and traffic control). The relationship of the route to adjacent land uses (location of growth areas, industrial areas, and neighborhoods). Rural functional classification system is broken down into four primary categories principal arterials, minor arterials, major and minor collectors, and local roadways. Principal arterial roadways generally serve statewide and interstate travel. They connect large activity centers and attract relatively long trips. Minor arterial roadways connect cities and larger towns. Collector roadways mainly serve intracounty travel and connect local roadways to the arterial network. Collector roadways are further classified into major and minor collectors based on the type of service they provide. Lastly, local roadways provide direct access to individual land uses and connect them to collector roadways. These categories as applied to the Steele County roadway system are listed on the following pages. 40

45 Waseca County ST UV UV 12 ST 62 UV 18 UV 18 UV 33 UV 32 UV 4 UV 29 UV 7 UV 5 UV 7?ÃA@ UV 21 UV 11 UV 28 UV 23 UV 12 ST 63 UV 9 UV 22 UV UV ST 77 UV UV 9 UV ST UV 37 )o UV 18 UV 7 UV 4 UV 17 UV 17 UV 67 UV 14 UV 30 UV 31 UV 7 UV 4 Rice County UV 3 UV 2 UV 3 ST133 UV1 UV 45 UV 60 UV 6 UV 48 UV 3 UV 34 ST 80 ST 82!"`$ ST 55 o!"`$ UV 45 UV 27 UV 8 + UV 4 ST 73 UV 13 UV 35 )o UV 26?ÃA@ UV 43 ST 59 UV 24 ST 61 UV 19 ST 71 UV 6 ST 57 UV 35 Rice Lake State Park UV 4 UV 10 UV 16 UV 26 + UV 40 UV 16 UV 16 ST 79 Dodge County UV 14 UV 45 Freeborn County UV 15 UV 36 EXISTING FUNCTIONAL CLASS STEELE COUNTY TRANSPORTATION PLAN Miles Source: Legend Principal Arterial Minor Arterial Major Collector Minor Collector Local Figure 16 Mn/DOT

46 Principal Arterials (e.g., I-35, US 14) Connect major activity centers Have significant continuity at a state level Serve long, through-type trips Typically high-speed with limited access Serve very large travelsheds (regions) Minor Arterials (e.g., US 218, TH 30) Connect key activity centers Have significant continuity on county/multi-county area Serve longer to medium-length trips Typically high-speed with limits on access Serve large areas Collectors (e.g., CSAH 19, CSAH 17) Connect local activity centers and/or connect to higher-order routes Have continuity on local level Serve medium- to short-length trips Can serve a variety of uses, and can therefore have a variety of speeds Places equal emphasis on access and mobility Route spacing allows service to smaller or localized areas Local Routes (e.g., CR 80, CR 59, or Township Roads) Connect local neighborhoods, farms, small developments and higher-order streets/routes Have a low degree of continuity Have closely spaced access Provide direct access (no access control) to property Serve limited travelsheds (very few through trips) The U.S. Census Bureau considers municipalities with populations over 5,000 urban areas. Such cities may define an urban functional class roadway system and may obtain federal funds to maintain and construct their roadway system. The 2000 U.S. Census indicates that the City of Owatonna is the only municipality within Steele County with a population of more than 5,000. The boundary of the established urban area is shown in Figure 1. Established urban limits do not directly influence a route s function; however, they do trigger a change in the functional classification terminology. It is common practice that major collectors and minor arterials are commonly upgraded by one classification when they enter an urban area. For example, minor arterial routes that carry regional traffic into and out of an urban area become principal arterial routes when they enter urban areas, and major collector routes that feed traffic from the rural area into an urban area become minor arterial routes. Rural and urban areas also differ in their classification of collector roadways. For example, in rural areas, collector routes are split into major collectors and minor collectors. Major collector routes are longer and connect smaller rural communities, carry intra-county traffic and connect to 42

47 arterial routes. Minor collector routes are less important collector routes that connect less developed rural areas with major collector and arterial routes. Within the urban area there is a single classification called urban collectors. These routes feed traffic to the arterial routes and provide access to major traffic generators within the urban area Future Functional Classification Plan A future functional classification system was developed using the above guidelines and is shown in Figure 17. Changes to the county functional classification system, based on the rules and characteristics described in the previous section, are listed in Table 8. Table 8 Proposed Functional Classification Changes Existing Route Number From To Existing Functional Class Future Functional Class CSAH 23 I-35 CR 64 Local Road Major Collector CR 64 CSAH 11 West Co. Line Local Road Major Collector CR 61 CSAH 13 CSAH 12 Local Road Minor Collector CSAH 12 West Co. Line I-35 Major Collector Minor Collector CSAH 17 CSAH 23 CSAH 7 Minor Collector Major Collector CSAH 9 CSAH 17 I-35 Local Road Minor Collector CR 99 CSAH 45 CSAH 1 Local Road Minor Collector CSAH 9 CSAH 1 CSAH 8 Local Road Minor Collector CR 77 CSAH 12 CSAH 9 Local Road Minor Collector CSAH 34 CSAH 9 Future Beltway (CSAH 34) Minor Arterial Minor Collector CSAH 8 CSAH 12 CSAH 37/CSAH 43 Jct. Minor Collector Major Collector CSAH 43 (Future East Future Beltway (NE 26 th CSAH 19 Major Collector Minor Arterial Beltway) St) CSAH 37 CSAH 43 East Co. Line Local Road Minor Collector NW 26 th St (Future West of I-35 Future Beltway (CSAH 65) Mixed Minor Arterial rth Beltway) N.W. 26 th St (Future CSAH 45 CSAH 1 Local Minor Arterial rth Beltway) (1) US 14 West Co. Line I-35 Principal Arterial Major Collector CR 80 CSAH 48 US 14 Local Road Minor Collector Future Beltway Future Beltway (NW 26 th CSAH 18 Minor Arterial (CSAH 65) St) CR 59 (Future East CSAH 19 Future Beltway (SE 28 th St) Local Road Minor Arterial Beltway) CSAH 18 CSAH 32 CSAH 7 Minor Collector Major Collector CSAH 18 CSAH 7 CSAH 45 Local Road Minor Arterial SE 28 th St (Future CSAH 45 CR 59 Minor Arterial South Beltway) CSAH 60 CSAH 45 US 218 Local Road Minor Collector CSAH 30 CSAH 7 CSAH 4 Minor Collector Major Collector CSAH 31 CSAH 30 CSAH 45 Local Road Minor Collector CSAH 16 US 14 CSAH 6 Minor Collector Major Collector CSAH 16 CSAH 6 US 218 Minor Collector Major Collector CSAH 3 CSAH 45 South Co. Line Local Road Minor Collector CR 82 CSAH 4 CSAH 21 Local Road Minor Collector CSAH 24 CSAH 26 South Co. Line Local Road Minor Collector CSAH 15 South Co. Line US 218 Major Collector Minor Collector CSAH 6 TH 14 CR 73 Local Road Minor Collector CR 73 CSAH 6 CSAH 3 Local Road Minor Collector 1. In addition to this segment, there will be constructed an additional east-west segment of future CSAH 34 as a Minor Collector in order to connect to CSAH 43. This segment will complete the northern portion of the beltway. 43

48 Waseca County UV 18 UV 18 UV 4 UV 29 UV 32 UV 18 UV 33 UV 7 ST 62 ST 64 UV 12 UV 7 UV 11 GtWX UV UV 2 13 UV ST UV 12 UV 22 UV UV ST UV ST UV 77 UV UV ST UV 37 UV 17 UV 17 )o UV )o UV 7 18 UV + 6 UV 7 UV 4 UV 67 UV 30 UV 31 UV 4 Rice County o!"`$ UV 3 UV1 UV 45 UV 45 UV 60 UV 48 UV 3 UV 34 ST 80 UV 8 UV 4 ST 73 UV 35 UV 43 ST 59 UV 19 UV 6 ST 57 UV 35 Rice Lake State Park ST 71 UV 4 UV 10 UV 16 UV 40 UV 16 Dodge County UV 5?ÃA@ UV 21 ST 82 UV 28 UV 14!"`$ UV 3 UV 27 ST 55 UV 26?ÃA@ UV 24 UV 26 + UV 16 ST 79 UV 14 UV 45 Freeborn County UV 15 UV 36 FUTURE FUNCTIONAL CLASS STEELE COUNTY TRANSPORTATION PLAN Miles Legend Principal Arterial Minor Arterial Major Collector Minor Collector Local Figure 17

49 A number of the proposed functional classification changes can be made at this time while keeping the county within the acceptable functional classification ranges (Table 9), per AASHTO and Mn/DOT standards. As development increases and/or intensifies, additional local street mileage will be added and proposed functional classification changes can be completed to maintain appropriate distribution between local, collector and arterial routes. For example, presently, the county is near the maximum level allowed for principal and minor arterial routes in small urban areas. In order for the county to construct the proposed beltway around the City of Owatonna as a minor arterial roadway, some additional local roadways will need to be added to the overall network within the city. The additional mileage needed is anticipated to be in place by the time of construction. Additional classification changes are needed to accommodate and balance this increase in minor arterial route mileage. Another example is related to collector system mileage for rural areas (Table 9). Table 9 Guidelines on Extent of Rural and Small Urban Area Functional Systems RURAL SMALL URBAN System Range (percent) VMT Miles VMT Miles Principal Arterial System Principal Arterial plus Minor (1) Arterial Road System Collector Road System Local Road System Source: FHWA Functional Classification Guidelines Concepts, Criteria, and Procedures, March (1) With most states falling in the 7-10 percent range. A significant portion of the rural County State Aid Highway (CSAH) routes are currently classified as major or minor collectors. Therefore, the county needs to be careful with the timing of some of the proposed functional classification changes that would increase the amount of collector roadways within the county. Other changes, such as downgrading a route from a major collector to a minor collector can be easily made. 4.3 Jurisdictional Transfers The jurisdiction of roadways is an important element in the Transportation Plan because it affects a number of critical organizational functions and obligations (regulatory, maintenance, construction and financial). The primary goal of reviewing jurisdiction is to match the roadway s function with the organizational level best suited to handle the route s function. As part of the development of a future beltline around Owatonna, Steele County and City of Owatonna completed a number of jurisdictional transfers in January, A list of County State Aid Highways that were turned back to the City of Owatonna is shown in Table

50 Table 10 CSAH Turn-backs from Steele County to the City of Owatonna Roadway Termini Length (miles) CSAH 1 rth Street from Hoffman Drive to Cedar Avenue 0.19 CSAH 1 Cedar Avenue from rth Street to 26 th Street N 1.12 CSAH 6 Austin Road from US 14 to 18 th Street SE 0.50 CSAH 6 Austin Road from 18 th Street SE to Havana Road 0.56 CSAH 6 Grove Avenue from Havana Road to School Street 0.50 CSAH 8 Grove Avenue from Rose Street to Fremont Street 0.06 CSAH 8 Mineral Springs Road from Grove Avenue to 0.2 miles NE 0.20 CSAH 8 Mineral Springs Road from 0.20 miles NE to Dane Road 1.43 CSAH 25 Bridge Street from 24 th Avenue SW to I CSAH th Street SE from CSAH 45 to Hartle Avenue 0.25 CSAH th Street SE from Hartle Avenue to CSAH CSAH th Street SE from Austin Road to Smith Avenue 0.50 CSAH 85 Lemond Road from 24 th Avenue SW to I Total Miles 6.36 Source: Steele County Board of Commissioners, Resolution for Turn Backs, January 25, 2005 As part of this study, the rest of the roadways within Steele County were evaluated to determine if any additional jurisdictional transfers were warranted. Table 11 shows potential candidates. The following process was used to identify jurisdictional transfer candidates: a. An updated functional classification plan was developed for the county (Section 4.2). b. Jurisdictional transfer candidates were identified by county staff, the Technical Committee, county staff and future functional classification plan. c. Guidelines were developed for route jurisdiction (Appendix E). d. Jurisdictional transfer candidates were grouped by their similarities. The transfer groupings are defined as follows: Group 1: Group 2: Group 3: Transfer from state to county (State Highway to CSAH) Transfer from county to city/township (CSAH or CR to city/township) Transfer from township/city to county (township/city to CSAH or CR) e. Jurisdictional transfer candidates were reviewed against the jurisdictional framework, and reasons for and against the jurisdictional changes were noted. f. Each jurisdictional transfer candidate was given a rating, based on the degree to which the route met transfer guidelines. These rankings and their rationale were discussed by the steering committee. The ratings are defined as follows: 46

51 Table 11 Potential Jurisdictional Transfer Candidates Net Milage Gain Termini 2025 Future Route From To Route Length Township/ City County Road CSAH State Existing Volume Range Volume Range Functional Classification Rationale For Change HWY 14 west county I ,000 - Maj Coll Construction of new US line 14. CSAH miles Bridge Street ,650-3,050 2,570-5,910 Maj Coll / MA Mileage will be used for north of west the new beltway around CSAH 18 the City of Owatonna. Route is more appropriate for the city. CSAH 20 CSAH 12 CSAH ,210 Local Route is more appropriate for a city facility. It does not provide or serve major connections. CR 55 CSAH 45 CSAH Local CSAH 26 and TH 30 serve the needed east-west function in this part of the county. It is more appropriate as a township roadway. CR 57 CSAH 4 CSAH Local US 218 and CSAH 16 serve as the primary north-south county connection for this area. CR 71 CSAH 48 CR Local US 14 and CSAH 19 serve the needed eastwest function in this part of the county. CR 90 CSAH 45 CSAH Local This route does not serve as a county connection. NE 26th Street (1) CSAH miles to the MA This route will be a part of east the future beltway. NW 52nd Avenue CSAH 12 CSAH Maj Coll This connection provides for a continuous northsouth connection between CSAH 23 and the south beltway. NW 26th Street (1) I miles west MA This route will be a part of the future beltway. SE 28th Street (1) CSAH 45 CR MA This route will be a part of the future beltway. SE 34th Avenue CSAH 3 CSAH Min Coll A county road in this segment will proved a continuous north-south connection. NW 21st Avenue and NW 81st Street CSAH 45 CSAH Local This route provides a better connection to Rice County. Transfer Grouping Transfer Rating Transfer Timeframe 1 1 medium range ( ) 2 2 medium range ( ) 2 1 short range ( ) 2 1 long range (after 2015) 2 1 long range (after 2015) 2 1 medium range ( ) 2 1 medium range ( ) 3 2 short range ( ) 3 2 long range (after 2015) 3 1 short range ( ) 3 1 short range ( ) 3 3 long range (after 2015) 3 2 medium range ( ) (1) These segments will be part of the future beltway around Owatonna

52 Rating 1: Rating 2: Rating 3: Rating 4: Transfer candidate definitely meets transfer guidelines Transfer candidate substantially meets transfer guidelines Transfer candidate marginally meets transfer guidelines or the transfer candidate is dependent on future growth and development of the area Transfer candidate does not meet transfer guidelines and therefore is not recommended as a future transfer g. Upon review of the factors noted on Table 11, the timeframe for each transfer was proposed. The timeframes were divided into short range ( ), medium-range ( ), and long-range (after 2015). The recommended transfer candidates are shown in Figure 18. Based on the potential jurisdictional transfers discussed, a summary of the mileage impacts to each roadway system was developed. Table 12 shows future mileage and net changes in mileage. Table 12 Jurisdictional Transfers Mileage Summary Existing Mileage Future Mileage Net Change Trunk Highway (2) CSAH (1) County Road City/Township Road (1) (2) Mileage assumes future beltway around Owatonna extends to county road 59 A segment of existing Highway 14 will go to the county. 4.4 CSAH Designation The county highway system is divided into two categories, County State Aid Highways (CSAH) and County Roads (CR). The difference in designation relates to the route s function and funding. The CSAH system originated in the mid 1950s to provide an integrated network of secondary roads servicing the state s rural transportation needs. Routes qualifying or designated as CSAHs are eligible to receive state funding for maintenance and construction activities, while CRs are funded with local property tax dollars. Administration of the CSAH system is based on a detailed set of rules administered by the Minnesota Department of Transportation Office of State Aid. These rules outline requirements and responsibilities including designation, maintenance and reconstruction. 48

53 Waseca County ST UV UV 12 ST 62 UV 18 UV 18 UV 33 UV 32 UV 4 UV 29 UV 7 UV 7 UV 11 UV 18 UV UV 2 UV 20 UV Medford UV 12 UV 22 UV 7 UV 45 ST UV ST UV 77 UV UV ST UV 37 )o UV 7 UV 4 UV 17 UV 17 UV 67 UV 30 UV 31 UV 4 Rice County o!"`$ UV 3 UV 133 UV1 Owatonna UV 45 UV 45 UV 60 UV 6 UV 48 UV 3 UV 34 ST 80 UV 8 + UV 4 ST 73 UV 13 UV 35 )o UV 43 ST 59 ST 61 UV 19 UV 12 ST 71 UV 6 ST 57 UV 35 Rice Lake State Park UV 4 UV 10 UV 16 UV 40 UV 16 Dodge County UV 5?ÃA@ UV 21 ST 82 UV 28 Ellendale UV 14!"`$ UV 27 UV 26 ST 55 UV UV 3?ÃA@ UV UV 38 Blooming Prairie UV 24 UV 26 + UV 16 ST 79 UV 14 UV 45 Freeborn County UV 15 UV 36 POTENTIAL ROUTE DESIGNATION OR JURISDICTIONAL CHANGES STEELE COUNTY TRANSPORTATION PLAN Miles CSAH to CR or City/Township CR to City/Township Figure 18

54 Reviewing the system designation ensures that demographic and transportation changes in the county have been adequately addressed through system designation changes. Route designation, as outlined in Chapter of the State-Aid Rules Selection Criteria, parallels the functional classification criteria used to designate collector and arterial routes. State-aid criteria are summarized as follows: State-aid routes carry heavier traffic volumes or are functionally classified as collector or arterial routes on the county s functional classification system. State-aid routes connect towns, communities, shipping points and markets within a county or in adjacent counties; provide access to churches, schools, community meeting halls, industrial areas, state institutions and recreational areas; or serve as a principal rural mail route and school bus route. State-aid routes provide an integrated and coordinated highway system, consistent with projected traffic demands. Using the above guidelines, the Steele County transportation system was reviewed to identify designation changes, based on functional classification changes, jurisdiction changes, proposed new roadway alignments and major construction projects. Table 13 shows a summary of proposed county state aid mileage changes. Table 13 Summary of Proposed County State Aid Mileage Changes (1) Description of CSAH Change Miles of CSAH Impacted Proposed State Highway Turnbacks (2) +8.2 Proposed CSAH Transfers to State Highway 0 Proposed CSAH Transfers to County Road CSAH Transfers to City (3) -6.4 Proposed City Transfers to CSAH 0 Proposed Township Transfers to CSAH (4) Proposed County Road Transfers to CSAH +9.8 New CSAH Segments (5) +5.7 Total Change to State Aid System +6.5 (1) The table summarizes the mileage changes for the Steele County CSAH system based on functional classification changes and potential jurisdictional transfers. (2) Under CSAH system designation, however, mileage is not added to the overall CSAH system per state guidelines. (3) This mileage reflects the jurisdictional transfers made in January, The miles are for CSAH routes turned over to the City of Owatonna in anticipation of additional mileage needed for the new beltway. (4) Portions of this mileage are for completion of the beltway around the City of Owatonna. (5) Reflects addition of the beltway around the City of Owatonna. 50

55 The proposed changes would increase state-aid mileage from miles to miles. The proposed system designation changes are described in detail below, and are shown in Figure 19. Proposed State Highway Turnbacks US 14 US 14, from the west county line to I-35, is proposed to be transferred to the county as a CSAH route. This segment of US 14 will be replaced by a new parallel alignment to the south, which will provide greater continuity. Proposed Designation Change from CSAH to County Road CSAH 2 CSAH 5 CSAH 7 CSAH 11 CSAH 12 CSAH 20 CSAH 27 CSAH 38 CSAH 41 CSAH 42 CSAH 2, from CSAH 45 along the north county line, is proposed to be transferred from the CSAH to the County Road system. CSAH 5, from the west county line to CSAH 7, is proposed to be transferred from the CSAH to the County Road system. CSAH 7, CSAH 18 to Bridge Street west, is proposed to be transferred from the CSAH to the County Road system. CSAH 11, from CSAH 12 to CR 64, is proposed to be transferred from the CSAH to the County Road system. CSAH 12, from the west county line to CSAH 17, is proposed to be transferred from the CSAH to the County Road system. CSAH 20, from CSAH 12 to CSAH 45, is proposed to be transferred from the CSAH to the County Road system. CSAH 27, from CSAH 26 to CSAH 4, is proposed to be transferred from the CSAH to the County Road system. CSAH 38, from CSAH 14 to TH 30, is proposed to be transferred from the CSAH to the County Road system. CSAH 41, from CSAH 15 to TH 218, is proposed to be transferred from the CSAH to the County Road system. CSAH 42, from Center Avenue to TH 30, is proposed to be transferred from the CSAH to the County Road system. 51

56 Waseca County UV 18 UV 18 UV 4 UV 29 UV 32 UV 18 UV 33 UV 7 ST 62 ST 64 UV 12 UV 7 UV 11 UV 23 Medford UV 12 ST 63 UV 9 UV 22 UV UV ST 77 UV UV 9 UV ST UV 37 UV 17 UV 17 )o UV )o UV 7 18 UV + 6 UV 7 UV 4 UV 67 UV 30 UV 20 UV 31 UV 4 Rice County o UV 2!"`$ UV 3 ST133 UV1 Owatonna UV 45 UV 45 UV 60 UV 48 UV 3 UV 34 ST 80 UV 8 UV 4 ST 73 UV 13 UV 35 UV 43 ST 59 ST 61 UV 19 ST 71 UV 6 ST 57 UV 35 Rice Lake State Park UV 4 UV 10 UV 16 UV 40 UV 16 Dodge County UV 5?ÃA@ UV 21 ST 82 UV 28 Ellendale UV 14!"`$ UV 27 UV 26 ST 55 UV UV 3?ÃA@ UV UV 38 Blooming Prairie UV 24 UV 26 + UV 16 ST 79 UV 14 UV 45 Freeborn County UV 15 UV 36 PROPOSED CSAH SYSTEM CHANGES STEELE COUNTY TRANSPORTATION PLAN Miles Proposed Additions to CSAH System Proposed Revocation of CSAHs Figure 19A

57 Waseca County UV 18 UV 18 UV 4 UV 29 UV 32 UV 18 UV 33 UV 7 ST 62 ST 64 UV 12 UV 7 UV 11 UV 23 Medford UV 12 ST 63 UV 9 UV 22 UV UV ST 77 UV UV 9 UV ST UV 37 UV 17 UV 17 )o UV )o UV 7 18 UV + 6 UV 7 UV 4 UV 67 UV 30 UV 31 UV 4 Rice County o UV 2!"`$ UV 3 ST133 UV1 Owatonna UV 45 UV 45 UV 60 UV 13 UV 48 UV 3 UV 34 ST 80 UV 8 UV 4 ST 73 UV 13 UV 35 UV 43 ST 59 ST 61 UV 19 ST 71 UV 6 ST 57 UV 35 Rice Lake State Park UV 4 UV 10 UV 16 UV 40 UV 16 Dodge County UV 5?ÃA@ ST 82 UV 21 UV 28 UV 14 Ellendale UV 14!"`$ UV 3 UV 45 Freeborn County UV 27 ST 55 UV 26?ÃA@ UV 24 UV 15 UV 26 + Blooming Prairie UV 15 UV 16 ST 79 UV 36 LONG-TERM CSAH SYSTEM CHANGES STEELE COUNTY TRANSPORTATION PLAN Miles Potential Future Additions to CSAH System Potential Future Revocations of CSAHs Figure 19B

58 Proposed Designation Change from County Road to CSAH County Road 59 County Road 64 County Road 73 County Road 99 CR 59, from SE 28th Street to CSAH 19, is proposed to be transferred from the County Road to the CSAH system. This segment will become part of the eastern portion of the new beltway. CR 64, from the west county line to CSAH 11, is proposed to be transferred from the County Road to the CSAH system. CR 73, from CSAH 6 to CSAH 3, is proposed to be transferred from the County Road to the CSAH system. CR 99, from CSAH 45 to CSAH 1, is proposed to be transferred from the County Road to the CSAH system. Proposed Designation Change from Township to CSAH NE 26th Street (T-37 Clinton Falls) NE 26th Street (T-37 Clinton Falls) NW 52nd Avenue (T-52 Deerfield) NW 21st Avenue and NW 81st Street (T-99 Medford) SE 28th Street (T-121 Owatonna) SE 34th Avenue (T-139 Aurora and Somerset) NE 26th Street, from CSAH 8 to 0.5 miles to the east, is proposed to be transferred from the Township to the CSAH system. This segment will become part of the northern portion of the new beltway. NW 26th Street, from I-35 to 1.6 miles west, is proposed to be transferred from the Township to the CSAH system. This segment will become part of the northern portion of the new beltway. [CHANGE MADE] NW 52nd Avenue, from CSAH 12 to CSAH 23, is proposed to be transferred from the Township to the CSAH system. This segment will become an extension of CSAH 17. NW 21st Avenue and NW 81st Street, from CSAH 45 to CSAH 2, is proposed to be transferred from the Township to the CSAH system. SE 28th Street, from CSAH 6 to CR 59, is proposed to be transferred from the Township to the CSAH system. This segment will become part of the southern portion of the new beltway. SE 34th Avenue, from CSAH 3 to CSAH 26, is proposed to be transferred from the Township to the CSAH system. This segment will become an extension of County Road 73. Proposed New CSAH Designations There is a new segment that does not currently exist, that will connect NE 26th Street from SE 34th Street to CSAH 43 in the northern portion of the new beltway. [CHANGE MADE] 54

59 There is a new segment that does not currently exist, that will connect NW 26th with CSAH 18 to serve as the western portion of beltway. 4.5 Park and Pool Plan As indicated in Section 2.8, there are limited transit services provided in Steele County. This plan is not intended to develop a comprehensive analysis of transportation needs and system recommendations. Rather, it is intended to identify potential options that could assist in filling some transit service gaps. One option that may be useful for Steele County residents is to develop park and pool lots. Park and pool lots are intended to facilitate carpools and vanpools so that people can ride to work together. Park and pool lots can be as simple as designated parking spaces at an existing commercial/industrial location to as complex as the development of property specifically for those wishing to carpool. A recent inventory of park-and-pool lots conducted by Mn/DOT District 6 indicates a small city lot on Walnut Street in downtown Owatonna. This facility is maintained by the City of Owatonna and has a capacity of four to five vehicles. Given the size of this facility, it will not meet the long-term needs of the area. Additional lots are likely to be needed. When considering potential locations for future park-and-pool lots, significant consideration needs to be given to the roadways that will best get people to their end destination. Due to the county s proximity to Twin Cities and City of Rochester, many residents commute to employment centers located in these areas. I-35 and US 14 are the primary corridors used by commuters to get to destinations to the north and east. As a result, locations near these corridors are more likely to be used. Given that the county s population density is in the City of Owatonna, park and pool lots should also be located near this area. Figure 20 shows potential park and pool locations that could be considered as demand for these facilities grows. The potential locations shown in Figure 20 have easy access to I-35, US 14 or the future county beltway. The location near the airport was identified based on airport zoning restrictions which can limit the type and density of land uses that are permitted within certain distances of the airport due to safety concerns. Before pursuing any of the potential park and ride locations, additional study and input from the public would need to be conducted. It should be noted that an interim solution to the desire for more park and pool lot locations could be the former Cabela s Outlet parking lot located along the I-35 west frontage road. The city or the county could explore the possibility of leasing the parking lot until the new beltway is constructed and more permanent park and pool locations could be evaluated. Another location could be the former Walmart parking lot off of Hoffman Drive. 55

60 Waseca County ST UV UV 12 ST 62 UV 18 UV 18 UV 33 UV 32 UV 4 UV 29 UV 7 UV 7 UV 11 UV 23 Medford UV 12 ST 63 UV 9 UV 22 UV UV ST!"`$ 77 UV UV 9 UV ST UV 37 )o UV 18 UV 7 UV 4 UV 17!O UV 17 UV 67 UV 30 Æa UV 31!O UV 7 UV 4 Rice County o UV 2!"`$ Æa UV 3 ST133 UV1 UV 45 UV 45 Owatonna UV 60 UV 6 UV 48 UV 3 UV 34 ST 80 UV 8 UV 4 UV 13 UV 35 )o + ST 73 UV 43 Æa ST 59 Owatonna ST 61 UV 19 UV 6 ST 57 UV 35 Rice Lake State Park ST 71 UV 4 UV 10 UV 16 UV 40 UV 16 Dodge County UV 5?ÃA@ UV 21 ST 82 UV 28!O Ellendale UV 14!"`$ UV 3 UV 27 ST 55 UV 26?ÃA@ UV 24 Blooming Prairie UV 26 + UV 16 ST 79 UV 14 UV 45 Freeborn County UV 15 UV 36 PROPOSED TRAILS AND PARK & POOL LOTS Figure 20 STEELE COUNTY TRANSPORTATION PLAN Miles Æa Potential Park-n-Pool!O County Parks Stagecoach Trail Prairie Wildflower Trail Proposed Local Trails Source: Steele County

61 4.6 Pedestrian/Bicycle Trail Plan Trail systems can play a role in the transportation network by providing opportunities for alternative modes of travel such as bicycling and walking. They can also provide a primary source of transportation to recreational areas for leisure uses. As identified in Section 2.8, there is not a comprehensive trail system within the county. The trails that do exist are primarily maintained and operated by other agencies, and are concentrated within the City of Owatonna and near Rice Lake State Park. The City of Owatonna plans on expanding trails on the north side of N.W. 26 th Street to provide bicycle and pedestrian options along the future beltway as well as along the river area to provide recreational opportunities. A number of factors need to be considered when identifying and developing a comprehensive trail system. These factors include, but are not limited to the following: Purpose of the trail system will it primarily serve a recreational function, a commuter/transportation function, or both? What is the demand for such a system? What types of connections are most important? Who will be using the system? Should the trail system be on-road or off-road? Purpose of the Trail System Guidance from staff indicated that a recreational emphasis to the trail system for Steele County would be more appropriate than a commuter/transportation function. There are a couple of reasons for this emphasis. First, the county has turned back a number of its roadways within the City of Owatonna, where a majority of the county s employment base is concentrated. As such, many of the roadways connecting residential and employment nodes are under the jurisdiction of the City of Owatonna. Secondly, there is little demand for a commuter/transportation function. US Census data from 2000 indicates that approximately 0.3 percent of people bicycle to work and 2.9 percent walk to work in Steele County. Based on these numbers, the demand for a county trail system to support a commuter/transportation function is limited. Demand for a Trail System As indicated in the previous section, there is not a strong demand for a trail system to support a commuter/transportation function. However, as residential areas grow and new people come into a community there is often an increase in demand for recreational trails to connect neighborhoods to schools and community parks. There is also a corresponding demand by local communities to be connected to other communities as well as regional and statewide recreational opportunities. Most of the demand to connect neighborhoods with schools and community parks can be served by local community trails and sidewalks as evidenced by facilities in the Cities of Owatonna, Medford, and Ellendale. Steele County could play a leadership role in providing a trail system that provides the linkages between communities and major recreational areas. 57

62 Important Connections A county-level recreational trail system should provide the bigger connections previously mentioned such as connections to other communities and connections to regional and state recreational facilities (e.g., Rice Lake State Park, the Sakatah Trail, etc.). Generally, connections within this system are longer (five or more miles) and they have a major destination point. Local community trails and sidewalks may be linked to the larger county system to connect local neighborhoods to major destinations. Within Steele County, important connections include the following: Connection to Rice Lake State Park Connection along the river from Owatonna to the Sakatah Trail in Faribault Connections to county park facilities Connections to other communities as part of a larger state trail system System Users Recreational trail systems draw a wide variety of users from pedestrians to children just learning how to ride a bicycle to bicyclists that are used to traveling long distances (20+ miles). However, a majority of those that use recreational trails are probably uncomfortable with riding their bicycle or walking with motorized vehicle traffic. As such, most recreational facilities are generally separated from traffic. In general, recreational trails not within parks and wildlife refuge areas are constructed on abandoned rail lines or on separate pathways parallel to roadway facilities. On-Road Versus Off-Road There are two types of trails that can be built; on-road facilities and off-road facilities. As their name implies, on-road facilities are trails that accommodate bicyclists/pedestrians on the roadway itself through a shared lane, a wide lane, bike lane, or a shoulder. These four types of on-road facilities are described below: Shared lane: Shared motor vehicle/bicycle use of a 12-foot standard -width travel lane (usually on a low volume city street). Wide outside lane: A 14-foot outside travel lane, wider than a standard width travel lane, which accommodates both bicyclists and vehicles (usually on a higher volume city street). Bike lane: A portion of the roadway designated by striping, signing, and/or marking pavement for preferential or exclusive use of bicycles (usually along urban streets). Bike lanes should be at least five feet wide. Shoulder: A paved portion of the roadway, to the right of the edge strip, wide enough to accommodate bicyclists (usually along rural routes). Paved shoulders should be at least six feet wide. Shoulder width should increase as speeds, traffic volumes and the numbers of heavy commercial vehicles increase. An off-road bicycle trail is a facility that is physically separated from the roadway, either in the road s right of way or in an independent corridor, and is intended for pedestrian and bicycle use. 58

63 Off-road trails function best when they utilize existing railroad, utility, or other right-of- way not adjacent to a roadway. Trails along former railroad corridors work well because they are likely to have few intersections with roadways, and often have existing structures that provide gradeseparated crossings. In contrast, trails that have frequent intersections with roadways and/or driveways require users to stop or yield at every crossing, and this creates potential conflicts with turning traffic. Multiple users traveling in both directions should be accommodated on shared-use or multi use trails. Multi-use trails should be a minimum of 10-feet wide to accommodate multiple users traveling in both directions. Trails in urban areas, and trails with heavy use or large numbers of in-line skaters, may require additional width or the separation of uses. In addition to the width of the surfaced portion of the trail, two feet of clear space is recommended on either side of the trail so that users can safely avoid signs, shrubs, walls and other obstructions. The total width of the trail and adjacent clear space should be maintained through any tunnels, underpasses, bridges or overpasses. Figure 21 shows off-road and multi-use trails. On-road facilities cause conflicts between motorized and non-motorized traffic. Due to the safety concerns of on-road facilities, the Steele County Highway Department has expressed interest in the development of off-road trail facilities that will serve the expected (recreational) use of trails Future Trail System Plan As discussed in the previous section, since the demand for a commuter/transportation trail system in Steele County is limited, the future trail system should focus on a recreational system that will provide important connections to regional facilities. Safety concerns associated with on-road trail facilities can be avoided by providing off-road facilities. Therefore, Steele County s future trail system plan is based on providing recreational trail connections and offroad facilities that link to regional trails and/or local and regional park facilities. Steele County has two legislatively authorized state trails within its boundaries - the Prairie Wildflower Trail and the Stagecoach Trail (Figure 20). Funding for these trails has not been identified. The description of these trails show only general locations and connections and the final alignments have not yet been determined. The Prairie Wildflower Trail is planned to originate in the City of Austin and extend northwesterly through Cities of Blooming Prairie and Owatonna to City of Faribault in Rice County. From City of Faribault, the trail will provide connection to City of Mankato through the existing Sakatah Singing Hills Trail. It will also connect to the proposed Mills Town Trail that will link the Sakatah Singing Hills Trail to the Cannon Valley Regional Trail in Goodhue County. In Steele County, the Prairie Wildflower Trail is proposed along the former IC&E railroad. Recently, the DM&E railroad purchased the IC&E line to connect to eastern markets. This will likely impact the location of the Prairie Wildflower Trail south of the City of Owatonna. There still may be opportunities to develop the trail to the north of City of Owatonna based on decreasing demand for rail service to City of Faribault. 59

64 Independent Corridor Equestrian and Snowmobile Trail Pedestrian and Bicycle Trail Clear Zone Clear Zone Bituminous Trail Crushed Limestone Grass Shoulder Adjacent to Roadway 10 Bituminous Trail Bicycle Pedestrian In-line Skate 10 (Min.) Road Setback Road R.O.W. Off-Road Trails and Multi-Use Trails Figure 21 TRANSPORTATION PLAN STEELE COUNTY

65 The Stagecoach Trail is an east-west trail and is planned to run from City of Owatonna through Rice Lake State Park to connect to the Douglas Trail near City of Rochester (Figure 20). Future trails within the City of Owatonna along the future beltway and in the river area are expected to increase in the future as demand for these facilities grows. 61

66 5.0 SPECIAL AREA STUDIES Special area studies were identified for areas that required more detailed investigation and analysis. These areas were selected because they involved a number of land use, traffic, safety and other engineering and planning issues. In some areas, multiple governmental agencies will be involved in implementing potential solutions. Four sites were identified for the more detailed analysis. The four areas include: CSAH 12 extension in Medford; a potential interchange at the east beltway and US 14; intersection realignments at US 218 north of Blooming Prairie, along with a better connection to TH 30 in Dodge County; and slight realignments and intersection improvements along the southern county border with Freeborn and Mower Counties as well as an intersection improvement at US 218 in Blooming Prairie. These areas are discussed in more detail in the following paragraphs. 5.1 CSAH 12 - Medford CSAH 12 is an east-west roadway located in the northern portion of Steele County. It has an interchange with I-35, which includes two roundabout intersections. East of I-35, CSAH 12 extends through the developed portion of the City of Medford. West of I-35, CSAH 12 intersects CSAH 23 at the roundabout intersection. From here, CSAH 12 runs concurrently with CSAH 23 (to the south) in a north-south direction until it intersects with the east-west portion of CSAH 12. At this juncture, it begins to run east-west until its connection with the west county border (Figure 22). Within the next ten years, the City of Medford expects additional residential, commercial and mixed-use development to occur north of the existing outlet mall. It is anticipated that CSAH 12 would need to be extended to the west at its present junction with CSAH 23 (at the roundabout with I-35) to NW 32nd Avenue in order to serve the future development. On a short-term basis the alignment of CSAH 12 would then extend either north or south to existing CSAH 23 or existing CSAH 12 respectively on the NW 32nd Avenue alignment. Two potential long-term concepts for extending CSAH 12 to the west were also developed as part of this special area study. These concepts are shown in Figure 22. As shown, one alternative extends CSAH 12 to the west and then connects it to the north with existing CSAH 23. The second alternative extends CSAH 12 to the west and then connects it to existing CSAH 12 to the south. Both alternatives attempt to minimize impacts to wetlands and other natural resources. They also try to limit impacts to property and to the county ditch system. It should be noted that the two long-term alternatives are only concepts. Exact alignments needed to construct one of the alternatives would require additional study. It is anticipated that the proposed extension would be constructed as the area develops. The City of Medford would assist in preserving right-of-way. 62

67 NW 21 S T AVE NW 47TH AVE NW 76TH ST U V 23 U V 45 $ "! Alternative 1 4TH A VE N W U V 1ST ST NW 2ND ST NW 2ND AVE NW 1ST AVE SW 1ST AVE SW 2ND AVE SW 2ND AVE SE 3RD AVE SW 3RD AVE SW 3RD ST SW 4 T H ST S W Medford Alternative 2 3RD ST NW DR 4TH ST SW RIVERVI EW W CT ERVIE RIV NW 32ND AVE 3RD AVE NW 4 TH AVE SW 5TH AVE SE 12 U V NW 42ND AVE 22 SPECIAL AREA STUDY A Figure 22 STEELE COUNTY TRANSPORTATION PLAN 0 1,000 2,000 3,000 Feet Potential Alignments Parcels Aerial: 2003 FSA

68 5.2 US 14 and CR 59 As previously discussed, Steele County is in the process of identifying and constructing a county beltway around the City of Owatonna. This beltway will be used to serve existing and proposed developments within and near the city. The future beltway will have connections to existing roadways, such as US 14. As part of Mn/DOT s efforts to improve mobility and safety on US 14, a new freeway alignment is planned for construction west of I-35. East of I-35, the existing US 14 will be converted to a freeway facility. Because US 14 will be a freeway, any connections to this route must either be an interchange or a grade separation (no access). The eastern portion of the beltway (CR 59) currently intersects US 14 at an at-grade intersection (Figure 23). Because at-grade intersections are not allowed on freeways, an interchange will need to be developed to connect the beltway to US 14. An interchange at the existing intersection could be difficult to construct due to existing buildings that would need to be purchased and removed. This special area study looked at alternatives that could connect CR 59 to US 14. Several sketch alternatives were developed as part of this process to identify a concept that was most feasible. Factors taken into consideration as part of the process included: Impacts to property (removal of buildings) Impacts to wetlands Impacts to county ditches Connectivity between US 14 and CR 59 Ability to cross the railroad and CR 80 at a 90 degree intersection Continuity of CR 59 Spacing with the interchange at US 218 Safety Figure 23 shows a folded diamond interchange concept that provides a connection between US 14 and the eastern portion of the beltway. This alternative provides north-south continuity, provides a 90 degree intersection and CR 80 with the railroad and minimizes impacts to buildings and wetlands. However, it does require a number of crossings of county ditches. It should be noted that the alternative is only a concept. Exact alignments needed to construct this alternative would require additional study. 64

69 SE ST E LN SE HAVANA RD E SE CO TTAGE LN SE HOOD LN SE RD JADDEN LN SE CLOVER LN SE S T 59 SE 18TH ST 18TH ST SE ONE AVE SE FIELD ST LN SE CASA LA DIABL O DR SE 80 BI N RO E AF E LN S ER H ST 14TH ST SE 14TH ST SE 18TH ST SE S T L GREEN SU NN JOHNSON BLVD SE E AL YD SCHOOL ST SCHOOL ST E 71 U V SE 34TH AVE SE 24TH AVE 48 o ) { ) SE 28TH ST SE 28TH ST U V 6 S T SE 54TH AVE IN SUMMER AVE SE MA DR PARTRIDGE AVE SE PARTRIDGE AVE SE LA ND SHADY AVE SE W OO D SPECIAL AREA STUDY B Figure 23 STEELE COUNTY TRANSPORTATION PLAN 0 1,000 2,000 3,000 Feet TH 14 / CR 59 Interchange Parcels Aerial: 2003 FSA

70 5.3 US 218 Intersection rth of Blooming Prairie and TH 30 Connection in Dodge County The third special area study is located north of the City of Blooming Prairie at the intersections of US 218, SE 84th Avenue, SE 138 th Street and the IC&E railroad. As shown in Figure 24, there are a number of roadways and the railroad all intersecting in one location. The number of approaches, along with planned increases in rail activity, creates potential for some safety issues. To mitigate the safety concerns, it is recommended that SE 84th Avenue be slightly realigned both north and south of SE 138th Street. By pushing the intersection to SE 138th Street slightly to the west and east, there is better separation between the roadway intersections and the railroad. There is also a better connection to US 218. Also shown in Figure 24 are intersection improvements to TH 30 and SE 138th Street/730th Street in Dodge County. Although Steele County has no jurisdiction for roadways in Dodge County, improvements were suggested at this location due to the cut-through traffic that uses SE 138th Street (in Steele County) to get to TH 30. Drivers use this shortcut to avoid going through Blooming Prairie, it also provides a more direct connection to TH 30. The concept shown in Figure 24 has been shown to Dodge County. Both of the improvements shown on Figure 24 could be constructed relatively easily. There are few environmental constraints and no buildings that would be impacted. There would be some impacts to farmland for the area just north of Blooming Prairie. 5.4 US 218 in Blooming Prairie and Southern Border Connections with Freeborn and Mower Counties The final special area studies are located within the City of Blooming Prairie and just south of the city along the county s border. The existing intersection of US 218, 1st Street NE and 3rd Avenue NE is confusing to motorists due to its size and lane demarcations. As motorists approach US 218 from both 1st Street and 3rd Avenue, it is difficult to determine where to stop and which leg of the intersection has the right of way. This is further compounded by the fact that traffic on US 218 does not have to stop and motorists have a limited sight distance of US 218 to the north. As a result, motorists, in some cases, end up sitting in the 1st Street/3rd Avenue intersection right in the path of a southbound vehicle on US 218 making a right turn at this intersection. To modify this situation, some simple geometric improvements are suggested. These improvements include some new pavement striping and the addition of a bump out on 3rd Avenue to channelize traffic and reduce the size of the intersection with US 218 and 1st Street. These improvements should have minimal impacts to adjacent property. Figure 25 shows the proposed improvements. 66

71 + 33 RD ST SE 84TH AVE SE 1 Steele County 730th St SE 138TH ST A S T 79 Dodge County U V 16 SE 84TH AVE A MEMORIAL DR NW SPECIAL AREA STUDY C 8TH ST NW N VE YA 46 HW U V Figure 24 STEELE COUNTY TRANSPORTATION PLAN 0 1,000 2,000 3,000 Feet Parcels Potential Alignments Aerial: 2003 FSA

72 2ND AVE NE ST SE 4TH ST SE 6TH ST SE SE 94TH AVE MAIN ST E 5TH AVE SE SE HWY AVE S 6TH AVE SE 6TH AVE SE 3R D HWY AVE S 3RD AVE SE 1ST AVE NE 1ST AVE NE 1ST AVE SE CENTRAL AVE S SE 74TH AVE 2ND AVE NW 4TH ST SW 2ND ST SE 5TH AVE SE E AV 3RD AVE SE LL MI 3RD AVE SE 1ST AVE SW 4TH AVE NE 3RD AVE NE 2ND AVE NE 2ND AVE NE NE 2ND AVE SE 1ST ST SE 5TH CIR SW E AV S VE YA 1ST AVE SE 2ND ST SW 4TH ST SW L MIL HW 1ST ST SE 1ST ST SW 1ST ST SW 1ST ST NE SE 158TH ST N 1ST ST SE 1ST ST SE MAIN ST W HWY AVE S VE YA 1ST ST SE 46 MAIN ST W 1ST ST NW 2ND ST NE SE E HW 1ST NE N VE YA 1ST ST NE N ST U V 1ST ST NW 2ND ST NW E AV VE LA MIL HW 1ST ST NE 4TH AVE NE 4TH AVE NE E 2ND AVE NE N VE LA { ) 2ND ST NE 2ND ST NW LL MI NE VE N LA VE MIL YA HW MIL 2ND ST NE Blooming Prairie { ) U V 36 Steele County SE 168TH ST U V 15 Freeborn County SPECIAL AREA STUDY D SE 1 68T H ST Dodge County Mower County Figure 25 STEELE COUNTY TRANSPORTATION PLAN 0 1,000 2,000 3,000 Feet Parcels Potential Alignments Aerial: 2003 FSA

73 Figure 25 also shows realignments for two intersections along the Steele and Freeborn, Mower and Dodge Counties border. The first intersection, at CSAH 15 and SE 168th Street, shows a slight modification to the connection by an eastbound one-way connection to SE 168 th Street. The remainder of the intersection stays the same. This realignment would help encourage traffic to bypass the downtown area of Blooming Prairie on CSAH 15 in favor of SE 168th Street. The second intersection is at the very southeast corner of the county. The existing intersection at CSAH 36 and SE 168th Street is presently offset to avoid a skewed intersection. As a result of the offset, it is difficult for motorists to continue on SE 168th Street. The proposed improvement eliminates the offset intersection on CSAH 36 making for a safer intersection and with CSAH 36 and a better connection to US 218 and Dodge County along SE 168th Street. The proposed improvement will require the cooperation of Mower County south of SE 168th Street. 69

74 6.0 IMPLEMENTATION PLAN The previous sections of this report examined existing needs and future transportation opportunities in Steele County. In addition to the work completed as part of this plan, Steele County has developed a number of transportation-related policies and implementation strategies for putting those policies into practice. Most of these policies relate to the day-to-day operations of the county highway department; others have a significant impact on how the roadway system will function as the county continues to grow. This section of the report brings together the work completed as part of this plan, as well as previous efforts undertaken by the county to implement important transportation policies and to guide future transportation investments. 6.1 Transportation Plan Adoption The first step towards implementation of the plan is for Steele County to adopt it. By adopting the plan, the county will establish priorities and guidelines on which to base future transportation decisions. Ideally, all jurisdictions in the county should review the plan to ensure that these entities support the county s efforts to implement the plan. Citizens and members of the business community should understand the opportunities or limitations that the plan provides. Giving all affected groups full knowledge of the county s transportation goals will help them see and understand how these goals are linked to land use elements shown in the county s comprehensive land use plan. Copies of the plan should be provided to cities, townships and public libraries in the area so that it can be accessed by the greatest number of people. The county should periodically review and update the Transportation Plan, based on estimates of future development, population trends, changing financial resources, and citizen and local government input. Depending on the speed and degree of change in the county, it is recommended that the plan be reviewed every five to 10 years. 6.2 County Highway Numbering Plan Section 4.1 discussed the unconventional route numbering system that is currently in place in Steele County. It also proposed a solution that would assign new route numbers that would make the county consistent with many other counties in Minnesota. There are three major components to implementing the proposed route renumbering plan. First, the county will need to obtain/produce signage for the new route numbers and install them as appropriate. Second, modifications to road numbering system will need to be brought to the attention to the public. The county can do this as part of a newsletter, as individual mailing or as a press release. The county should include the new numbering scheme as part of the update to its published highway county map. Third, internally the county will need to adjust the route numbers as part of its accounting system as well as for Mn/DOT State Aid purposes. As previously discussed, mailing and 911 addresses will not be impacted by the route numbering changes. 6.3 Jurisdictional Realignment Process The Transportation Plan identifies jurisdictional realignments of roadways, based on functional classification, system continuity, access control, and roadway traffic. The Plan identifies and 70

75 groups jurisdictional transfer candidates, rates each roadway s suitability for transfer and estimates general timeframes for each transfer. Before addressing specific transfers, it is recommended that the county develop a Memorandum of Understanding (MOU) that outlines the process for negotiating potential jurisdictional changes. The memorandum would address issues such as: 1. Schedule or Timeframe of Proposed Transfers A non-binding schedule (goal) for the jurisdictional transfer of identified routes within the 2025 timeframe. 2. System Issues and Legal Requirements The ability to transfer mileage between the state-aid and local road system The receiving agency s ability to use funding from turnback accounts for maintenance and improvements. The requirements if a route are to revert to a township (i.e., the county must meet the requirements set forth in Minnesota Statutes, which require a public hearing, completion of repairs or improvements to meet standards for comparable roadways in the town and continued maintenance for a two-year period before date of revocation). Further limitations on establishment, alteration, vacation or revocation of county highways as described in Minnesota Statutes Section Planning and Programming Issues Any allocation of funds that will be made available from the transferring agency to the receiving agency. 4. Project Development, Design and Construction Issues The process for development of projects, studies, right-of-way acquisition, design and construction of transferred routes. The design and construction standards to be used for projects. The process and framework for cost-sharing agreements. 5. Operational and Maintenance Issues The responsibilities for utility permits, driveway access permits, changes to traffic controls and signing, and level of routine regular maintenance. For jurisdictional transfers that also affect designation, the comprehensive approach taken by the Steele County Transportation Plan will greatly assist county staff in preparing for State Aid Screening Board review. 6.4 Access Management Access guidelines are important because they define a starting point for balancing property access, safety and mobility concerns. Transportation agencies regularly receive requests for 71

76 additional access (e.g., new public streets, commercial driveways, residential and field access). Because of the number of individuals and agencies often involved in reviews, access policies are sometimes applied inconsistently. This can result in confusion between agencies, developers and property owners, and can create long-term safety and mobility problems. Standard access guidelines can be used to improve communication, enhance safety and maintain the capacity and mobility of important transportation corridors. In an effort to update its policies with regard to access, the Steele County Board officially adopted new access management guidelines in August, The guidelines for Steele County are based on those developed by Mn/DOT and metro area counties such as Anoka and Hennepin. The Steele County guidelines use roadway functional class and proximity to developed/developing areas as the basis for the amount and spacing of access along a corridor. Appendix F contains the entire access management policy. Table 14 shows Steele County s access guidelines. In addition, access guidelines may be used to respond to access requests and to promote good access practices such as: Aligning access with other existing access points Providing adequate spacing to separate and reduce conflicts Encouraging indirect access on high-speed, high-volume arterial routes Whether it is accomplished through grade-separated crossings, frontage roads or right-in/rightout access, access management reduces the number of conflicts and results in improved safety. Various studies have demonstrated a direct relationship between the number of full access points and crash rates, including FHWA s Access Research Report. FHWA-RD Figure 26 shows this relationship. Minnesota State Statutes direct public road authorities to provide reasonable, convenient, and suitable access to property unless these access rights have been purchased. Courts have interpreted this to allow: Restrictions of access to right-in/right-out Redirection of access to another public roadway if the roadway is reasonable, convenient and suitable In special circumstances, broader authority (police power) has been given to public agencies if the situation is deemed to jeopardize public safety. However, this is a very high standard to meet and is seldom used by public agencies. In addition to the above, land use authorities may exercise additional authority in limiting access through development rules and regulations. Land use authorities can require: Dedication of public rights-of-way Construction of public roadways Mitigation measures of traffic and/or other impacts Change in and/or development of new access points 72

77 TABLE 14 STEELE COUNTY ACCESS CONTROL GUIDELINES SUMMARY Area Type Functional Class Facility Type Intersection Spacing Full Right- Median In/Right- Opening Out Signal Spacing Private Access Rural Developing Urban Fully Developed Urban Divided 1/2 Mile 1/4 Mile Minor Arterial Undivided 1/2 Mile Minor Arterial Minor Arterial 1/4 Mile if part of local street network Divided 1/2 Mile 1/2 Mile Undivided 1/4 Mile X All feet dependent upon block length 1/2 Mile 1/4 Mile 1/4 Mile Only if there are no other alternatives Only if there are no other alternatives Only if there are no other alternatives Rural Developing Urban Fully Developed Urban Collectors and Local All 1/4 Mile 1/2 M1ile Permitted based on Minimum Spacing Table Collectors All 1/4 Mile 1/4 Mile Permitted based on Minimum Spacing Table Collectors All feet dependent upon block length 1/8 Mile Permitted based on Minimum Spacing Table All Urban Local All feet dependent upon block length As warranted - More than 150 feet from arterial or collector intersection - More than 60 feet from local road intersection Minimum Spacing Table Spacing for Unsignalized Private Access Points Speed Limit (mph) Minimum Separation (feet)

78 Crash Rate (CRASHES/MILLION VEHICLE MILES) Number of Access Points/Mile Source : FHWA, Publication number FHWA-RD (v. 1992) te: Study Data is from Two-Lan e Highways in Minnesota Access/Crash Relationship Figure 26 TRANSPORTATION PLAN STEELE COUNTY

79 These types of access controls are processed through local appointed and elected officials (e.g., planning commissions, town boards, city councils and county boards, etc.). Access guidelines and corridor management practices should be implemented at the county and city level because these units of government are usually involved at the planning stages of development proposals and because they have stronger land use and access controls. However, long-term benefits of access management require mutual support and effective communication at all governmental levels. The rationale for managing access in rural areas differs from the rationale used in urban areas. Roadways in rural areas almost always serve low-density land uses and usually have volumes well below capacity thresholds. Managing rural access increases safety (e.g., sight distance, number of conflict areas, and severity of crashes when vehicles run off the road) and minimizes operational/maintenance costs (e.g., snow removal, resurfacing and drainage). To address access in rural areas, Minnesota s Local Road Research Board (LRRB) developed the following best management practices: Establish an access policy develop a formal policy that ensures that the agency has processes in place to determine the need for and evaluate the use, location, spacing and design characteristics of the requested access points. Encourage coordination during the zoning and platting process. Give access permits for specific use. Encourage adequate spacing of access points. Protect the functional area of intersections. Ensure adequate sight distance at entrances. Avoid offset or dogleg intersections and entrances. Encourage development of turn lanes and entrances. Consider consolidating access or relocating existing access. Encourage good driveway and intersection design characteristics such as: Proper driveway width and turning radii Proper corner clearance Adequate approach grade Alignment of intersections at right angles to maximize sight lines, minimize the time a vehicle is in the conflict area and facilitate turning movements Proper grading of entrance inslopes and culvert openings Keeping sight triangles and clear zones free of obstructions Additional best management practices from other sources include: 75

80 Encourage shared driveways and internal circulation plans: If indirect access cannot be achieved during plat reviews, promote internal site circulation using shared access points. Restrict turning movements to reduce conflicts: If access points cannot be eliminated, consider turning movement restrictions (e.g., left-in or right-in/right-out only) through installation of raised medians or other channelization or signing. Eliminating a single turning movement can significantly reduce vehicle conflicts and crashes. Develop good parallel street systems for carrying local traffic: Make sure that important arterial routes have parallel street systems that provide local access and carry shorter local trips. Develop proper setbacks for future frontage roads: If frontage roads cannot be immediately justified (benefits do not outweigh costs), make sure that proper building and parking lot setbacks are established to minimize the impacts of future frontage roads. Develop proper secondary street spacing: Ensure that plats and new development proposals provide proper intersection spacing for future signals. Signalized intersections should be limited depending upon the type of street. Collector streets should provide continuity and connectivity with other street systems. Encourage proper lot layout to minimize access points: Promote direct residential access points onto local routes, instead of onto arterials or major collectors. Direct residential access onto arterial or collector routes slows traffic flow and can result in complaints when traffic levels increase. In rural areas, where farms have one access point per 40-acre entitlement and where lots are clustered in one portion of the farmstead, access points should be placed on local roads, not on high-speed, high-volume state or county roads. Encourage connectivity between developments: Streets in individual developments should be aligned to provide access to other developments, and right-of-way should be provided for future connections to adjacent developments. This promotes neighborhood connectivity, and provides quick and efficient routes for emergency vehicles, mail, garbage services and street maintenance activities. Consider Official Mapping process for important corridors: Important arterial corridors, or future interchange areas that are located in development-prone areas, can be protected through an official mapping process. Local agencies should revise zoning ordinances and subdivision regulations to dedicate officially mapped corridors at the time of platting. In 2002, Mn/DOT completed a multi-year study that developed access policies and access spacing guidelines for the Trunk Highway system. While Mn/DOT wrote the guidelines for its roadways, many of the recommendations can be applied to county systems. For example, access management guidelines promote coordination between land use and transportation strategies, and these issues affect decisions at the county level. Establishing appropriate spacing between public streets and private driveways is an important step toward maintaining the safety and mobility of the traveling public without sacrificing the accessibility needs of local residents. Mn/DOT s Access Management Guidelines are shown in Table

81 TABLE 15 MN/DOT SUMMARY OF RECOMMENDED ACCESS SPACING Category Area or Facility Type Typical Functional Class Intersection Spacing Primary Full Movement Intersection Conditional Secondary Intersection 1 High Priority Interregional Corridors 1F Freeway Interchange Access Only 1A-F Full Grade Separation Principal Interchange Access Only 1A Rural, Exurban & Bypass Arterials 1 mile 1/2 mile 2 Medium Priority Interregional Corridors 2A-F Full Grade Separation Interchange Access Only 2A Rural, Exurban & Bypass 1 mile 1/2 mile 2B 2C Principal Urban Arterials Urbanizing 1/2 mile 1/4 mile Urban Core feet dependent upon block length Signal Spacing INTERIM ONLY By Deviation Only STRONGLY DISCOURAGED By Deviation Only STRONGLY DISCOURAGED By Deviation Only 1/4 mile 3 High Priority Regional Corridors 3A-F Full Grade Separation Interchange Access Only 3A Rural, Exurban & Bypass Principal 1 mile 1/2 mile 1 mile 3B Urban and Minor Urbanizing Arterials 1/2 mile 1/4 mile 1/2 mile 3C Urban Core feet dependent upon block length 1/4 mile Private Access By Deviation Only By Exception or Deviation Only By Exception or Deviation Only Permitted Subject to Conditions Permitted Subject to Conditions By Exception or Deviation Only Permitted Subject to Conditions 4 Principal Arterials in Primary Trade Centers 4A-F Full Grade Separation Interchange Access Only 4A Rural, Exurban & Bypass 1 mile 1/2 mile 1 mile By Deviation Only 4B 4C Urban Urbanizing Urban Core 5 Minor Arterials 5A Rural, Exurban & Bypass 5B 5C Urban Urbanizing Urban Core Principal Arterials Minor Arterials 1/2 mile 1/4 mile 1/2 mile feet dependent upon block length 1/4 mile 1/2 mile 1/4 mile 1/2 mile 1/4 mile 1/8 mile 1/4 mile feet dependent upon block length 1/4 mile 6 Collectors 6A Rural, Exurban & Bypass 1/2 mile 1/4 mile 1/2 mile 6B Urban Urbanizing 1/8 mile NA 1/4 mile Collectors 6C Urban Core feet dependent upon 1/8 mile block length 7 Specific Access Plan Access Outlined by Adopted Plan By Exception or Deviation Only Permitted Subject to Conditions Permitted Subject to Conditions By Exception or Deviation Only Permitted Subject to Conditions Permitted Subject to Conditions 77

82 As with any guideline, there are exceptions and deviations that will occur. In existing corridors where significant development has occurred, the number of existing access points usually exceeds access guidelines. Unless these areas are undergoing redevelopment, access management must be approached differently. The access management strategy for such areas should entail aggressively minimizing new accesses, while consolidating/reducing existing access points as redevelopment occurs. It is important to consider the following points when reviewing the guidelines and addressing access issues: The guidelines are long-term goals, not absolute rules. Maintaining flexibility is important in promoting access consolidation. The approach to implementation is as important as the guidelines themselves. Existing physical barriers or constraints need to be considered. 6.5 Rural Safety Improvements As indicated previously, safety is very important to Steele County. Overall, the county s transportation system is both safe and efficient. However, there are some areas where there are safety concerns (Section 2.7). To address safety issues on the county system, the county will undertake a couple of initiatives. These initiatives are described in the following sections. For safety concerns on US, TH and Interstate routes, Steele County will continue to work with Mn/DOT District 6. Funding for specific safety improvements can be obtained through Mn/DOT s Department of State Aid. In 2005, the Minnesota Legislature approved $5 million for the Rural Road Safety Account of the Local Road Improvement Program. To show the continued need for this funding, State Aid solicited counties to identify future projects that may be eligible for funding. There were two criteria for submitting projects: first, funding needed to be spent in 2006 or 2007; second, the improvement must eliminate a safety-related deficiency. Steele County applied for, and received funding from this program to address identified safety issues. It is anticipated that State Aid s efforts to document the need for ongoing funding will have a positive impact and that additional funding for safety improvements will be provided Road Safety Audits Road Safety Audits (RSAs) are a proactive, low cost approach to improving rural roadway safety. An RSA is an examination of an existing road or intersection, assessing the existing safety deficiencies and potential future safety issues. Based on the safety issues at intersections identified in Section 2.7, Steele County applied for and received federal funding to conduct RSAs at four intersections in The RSAs will take a close look at the type, frequency and severity of crashes in these locations and will identify potential solutions to the problem areas. Potential solutions could involve some of the following: Removal of sight distance obstructions Additions and design changes to turn lanes 78

83 Improvement to acceleration/deceleration lane design Better illumination Median barrier placement Consideration of pedestrians ability to cross street Enhanced signing/pavement marking Improvements to superelevation Drainage improvements Roadway shoulder and lane-width modifications Access management/consolidation of driveways Realignment of intersection approaches The RSA process will begin after the Transportation Plan is completed. The Road Safety Audit process is conducted by a committee of four to six independent and well trained individuals. They will review existing crash data and conduct field visits to the identified locations. This information will be used to put together a recommended list of improvements. Proposed improvements will be shared in a technical report and at a public meeting. Funding for the RSAs comes from Mn/DOT s State Aid Office. Additional funding for more audits or to fund recommendations identified during the RSA process may be applied for through State Aid Railroad Crossing Protection Improvement Plan Railroad crossing crashes are a serious concern. This issue will become even more important to Steele County over the next 10 years as the DM&E expands its capacity to move more coal from Wyoming to the east coast. The DM&E expansion will result in heavier rail traffic on the existing DM&E rail line, as well as on the IC&E, which was recently purchased by the DM&E. The heavier rail traffic, in turn, will increase the conflict between trains and vehicles/pedestrians/bicyclists crossing the rail tracks. Section 2.7 summarized the inventory of existing at-grade rail crossings. Overall, most of the crossings have appropriate signing and pavement markings in place. However, there are few locations where there are concerns with regard to vegetation blocking signage and a few locations where pavement markings are worn. Recommended improvements listed in Table 6 in Section 2.7 should be completed. Regular review of vegetation, sign condition and pavement marking condition will be a part of the county s ongoing maintenance program Guardrail Installation Policy Guardrail can be a useful tool in preventing run off the road crashes in locations where there are fixed objects, steep slopes, bodies of water (county ditch, streams, etc.), and other hazardous conditions that exist outside the main travelway. It is particularly effective in rural areas where there are limited shoulder widths. However, indiscriminate use of guardrail can actually create a hazard in and of itself. As a result, Steele County has recently adopted a guardrail installation policy to ensure that guardrail is put in places where it is appropriate and where it can be useful in eliminating or reducing the seriousness of crashes. In general, guardrail may be appropriate for use in the following locations: 79

84 Adverse Geometrics examples include sharp curves, high embankments and/or steep slopes Fixed Objects examples include bridge railing, bridge piers, bridge abutments, posts and/or trees Other Roadside Hazards examples include rock cuts, large boulders, permanent water over two feet deep, sudden drop-offs and/or rows of trees along the road. In general, guardrail may be inappropriate under the following conditions: Speeds are less than 40 mph Curb is in place curb could cause a vehicle to vault the guardrail Because there are no general warrants that can be used to address the need for guardrail, the County Engineer will do a study of the location(s) where guardrail may be appropriate and make the final determination of the need for guardrail at the location(s) in question. The County Engineer will take into consideration Mn/DOT Design Manual Chapters 4 and 10, as well as Federal Highway Administration publications when making a decision with regard to the use of guardrail at a particular location. A copy of the Steele County guardrail installation policy is in Appendix G Signage Condition and Compliance Program The primary mode of passenger transportation in the United States is highway-related. To provide motorists guidance on how they move about the highway, a number of standardized traffic control devices are used. Traffic signs are a crucial element in communication to drivers. Traffic signs tell drivers when to slow down or stop; they alert drivers of potential safety hazards ahead and how to traverse those hazards; and they provide drivers advance notice of changes in the route direction. To relay the same communication to all drivers throughout the United States, a nation-wide standard on the installation and maintenance of traffic control devices has been adopted. The Manual on Uniform Traffic Control Devices (MUTCD) defines the standards throughout the county. Within Minnesota, some additional standards are required for situations and environments unique to Minnesota. As a result, the state has developed a manual that builds off of the national standards and incorporates additional requirements. This manual is referred to as the Minnesota Manual on Uniform Traffic Control Devices (MMUTCD). In Steele County, MMUTCD is the standard followed for the installation and maintenance of signs on the county highway system. In addition, the Steele County Highway Department has developed standard practices to ensure that signs conform to the MMUTCD. In general, the signing and sign maintenance practices on the county system are acceptable. However, there are some procedures/practices that could enhance the county signing program. These procedures/practices include the following: 80

85 Establish a written procedure that documents, in general terms, what already is being practiced in Steele County: o Signing practice is based on the MMUTCD o Gopher One Call process is initiated for sign post installation and/or replacement o Signs are routinely inspected for condition and replaced as needed o Night inspection is performed every three years to check the retro- reflectivity of the signs to ensure that drivers can see the sign when they are traveling in night conditions o STOP and YIELD signs are installed based on warrants outlined in the MMUTCD, not on requests o Work Zone signing is performed in accordance with the MMUTCD o A sign inventory is maintained and updated Access Management As indicated in Section 6.4, access management strategies can reduce the number of crashes along roadway segments and at intersections. As development and redevelopment occur along county routes, the county should take advantage of its access management policy and best management practices previously described to reduce the potential for vehicle conflicts and crashes. Please refer to Appendix F for a complete copy of the guidelines. 6.6 Right-of-Way Right-of-way is a valuable public asset. Within its borders, it provides access for utilities as well as roadways. Section below describes Steele County s approach to managing and using existing right-of-way. Please refer to Appendix H for a copy of Steele County s existing right-ofway ordinance. Section identifies techniques for preserving future right-of-way and protecting it from encroaching or incompatible development so that future roadway projects can be constructed Steele County Right-of-Way Ordinance (Appendix H has a complete copy) Because right-of-way is a valuable public asset, it needs to be managed in a way that preserves its intended function in addition to serving the greatest public good. Transportation ROW is often used for more than its transportation purpose; many times utilities are placed under ground within the corridor. At times, the shared use can create conflicts. To provide direction and prevent conflicts, Steele County has developed a Right-of-Way Ordinance that outlines regulations for complementary uses of ROW. See Appendix H for the full text of the ordinance. In general, the ordinance provides guidance in the following areas: Utility coordination 81

86 Registration and ROW occupancy Reporting obligations Permitting Physical requirements (patching and restoration, installation requirements) Repercussions of non-compliance Requirements for mapping data Location and relocation requirements Utility marking requirements Right-of-Way Preservation When future expansion or realignment of a roadway is proposed, but not immediately programmed, agencies should consider right-of-way (ROW) preservation strategies to reduce costs and maintain the feasibility of the proposed improvement. Several different strategies can be used to preserve ROW for future construction, including advance purchase, zoning and subdivision techniques and official mapping. Before implementing ROW preservation strategies, local agencies should weigh the risks of proceeding with ROW preservation without environmental documentation. (te: Mn/DOT policy requires environmental documentation prior to purchase.) If environmental documentation has not been completed, agencies risk preserving a corridor or parcel that has associated environmental issues. Direct Purchase One of the best ways to preserve ROW is to purchase it. Unfortunately, agencies rarely have the necessary funds to purchase ROW, and the public benefit of purchasing ROW is not realized until a roadway or transportation facility is built. Many agencies use any advance funding to prepare the environmental documentation needed to proceed with larger projects. Planning and Zoning Authority Local agencies have the authority to regulate existing and future land use. Under this authority, agencies have a number of tools for preserving right-of-way for transportation projects. These tools include: Zoning If the property is in a very low-density area (e.g., agricultural district), local agencies should try to maintain the existing zoning classification. Lower zoning classification limits the risk for significant development until funding becomes available for roadway construction. Platting and Subdivision Regulations Local platting and subdivision regulations give agencies authority to consider future roadway alignments during the platting process because most land must be platted before it is developed. Cities and counties can use their authority to regulate land development to influence plat configuration and the location of proposed roadways. In most instances, planning and engineering staff works with developers to develop a plat that accommodates the landowners/developers, and that conforms to a long-term community vision and/or plans. Local agencies can require ROW dedication as part of the platting and subdivision process. 82

87 Transfer of Development Rights In addition to the above strategies, some agencies negotiate with property owners to transfer ROW dedication for future roadways needed to support increased development densities on remaining portions of the parcel. This enables the developer to get the same number of lots or units and also enables the agency to obtain the needed ROW. Official Mapping A final strategy to preserve ROW is to adopt an Official Map. An Official Map is developed by the local governmental unit and identifies the centerline and ROW needed for a future roadway. The local agency then holds a public hearing showing the location of the future roadway and incorporates the official map into its thoroughfare or community facilities plan. The official mapping process allows agencies to control proposed development within an identified area, and to influence development on adjacent parcels. However, if a directly affected property owner requests to develop his/her property, agencies have six months to initiate acquisition of the property to prevent its development. If the property is not purchased, the owner is allowed to develop it in conformance with current zoning and subdivision regulations. As a result, the official mapping process should only be used for preserving key corridors in areas with significant growth pressures. In some cases, official mapping key parcels/corridors may increase the agency s ability to find sources of funds to purchase at-risk parcels. Additional information on the tools and techniques listed above can be found in Appendix J of Mn/DOT s Interregional Corridors: A Guide for Plan Development and Corridor Management. This guide also includes information on the environmental review and documentation process as it relates to right-of-way preservation. 6.7 Project Development and the Environmental Process Depending on the size and type of project, implementing improvements identified in the Transportation Plan may require additional public participation and environmental review. Federal environmental documents must be prepared if federal funding is involved in the project, with the type of document depending on the size of the project. For example, projects that construct new roadways on alignments of more than one mile require more in depth analysis than projects that convert an existing at-grade intersection into an interchange or overpass. Specific rules on the level of environmental documentation can be found in the Highway Project Development Process Handbook at If no federal funding is involved, state environmental review requirements and local ordinances or guidelines may apply. Unlike the federal environmental process review, project size and impact determine the level of environmental review. Specific rules on the level of environmental documentation can be found in the Highway Project Development Process Handbook at In addition to state and federal rules regarding environmental documentation, there a number of local, state and federal permits that regulate wetlands, water quality, air quality, noise and other environmental and cultural resources. Early coordination with appropriate environmental 83

88 agencies and the State Historic Preservation Office (SHPO) can reduce delays in the project development process and in acquiring applicable permits. 6.8 Project Development and Wetland Protection Protection of our wetlands is important. Wetlands provide valuable ecological functions such as; water quality protection, surface water storage, wildlife habitat, groundwater recharge and aesthetic/recreational value. There are federal and state regulations that protect these valuable resources. Minnesota s regulations are stricter than the federal rules. Because Minnesota s rules are rather strict, most county agencies do not have additional wetland protection requirements that go beyond the state rules. A full copy of the regulations is available in State Statutes Chapter The details of Minnesota s regulations regarding wetlands are rather complicated. In general, the regulations are intended to protect existing wetlands and to increase the quality of those wetlands by increasing their quantity, quality and biological diversity. The law states: This chapter shall be interpreted to implement the purpose of the Wetland Conservation Act, which is to: A. achieve no net loss in the quantity, quality and biological diversity of Minnesota s existing wetlands; B. increase the quantity, quality and biological diversity of Minnesota s wetlands by restoring or enhancing diminished or drained wetlands; C. avoid direct or indirect impacts from activities that destroy or diminish the quantity, quality and biological diversity of wetlands; and D. replace wetland values where avoidance of activity is not feasible and prudent. The Wetland Conservation Act achieves its purpose by requiring persons proposing to impact a wetland by draining, excavating or filling to first, attempt to avoid the impact; second, attempt to minimize the impact; and finally, replace any impacted area with another wetland of at least equal function and value. As a local road authority, Steele County will be in situations where it wishes to widen or construct new roadways. When looking at options for conducting these types of activities, the county must first look at alternatives that do not impact wetlands. If there are no reasonable or prudent alternatives, the county must work to minimize the impacts to the wetlands. If this is not feasible, the county will be required to construct a new wetland or add on to an existing wetland. The size of the new or expanded wetland must be at least the same size and same quality as the wetland that it is impacting with its project. 84

89 6.9 Roadway Project Identification There are a few key, large-scale transportation improvements that have been identified as part of this transportation planning process that will significantly improve traffic flow and safety within Steele County. In addition, a number of smaller improvements have also been identified to improve spot locations where there may be some safety, congestion, operational, or other issues. The sections below discuss these projects Large-Scale Projects There are two key projects that will have a significant impact in Steele County over the next 20 years. One of the projects falls under Mn/DOT s jurisdiction. US 14 is being converted to a freeway facility in order to improve safety and mobility of the corridor. As part of this project, a number of existing at-grade intersections will be closed or converted to interchanges or overpasses and a new alignment will be constructed from the western border of Steele County to I-35. Due to funding constraints, construction of the new US 14 alignment has been pushed back a couple of years. However, the new alignment should be in place and open to the pubic before The second project falls under Steele County s jurisdiction. This project includes the construction of a new beltway around the city of Owatonna. The alignment of the proposed beltway is shown on Figure 17 in Section 4.2. Due to the complexity of the project and required environmental documentation, construction of the beltway will be phased. The county anticipates construction on the western portion of the beltway to begin in Smaller-Scale Projects There are a number of smaller-scale projects that have been identified to improve site specific problems. Chapter 5 of this plan identified special area studies where a more in-depth analysis was completed to identify construction improvements that will address both short- and long-term transportation needs. These improvements included: Extension of CSAH 12 to the west from its existing location on the roundabout at the CSAH 12/I-35 interchange. Intersection and geometric improvements on US 218 north of Blooming Prairie. Realignment of the intersection at TH 30 and SE 138th Street/730th Street in Dodge County. Intersection and geometric improvements on US 218, 1st Street NE and 3rd Avenue NE within the City of Blooming Prairie. Intersection realignment at CSAH 15 and SE 168th Street near the border with Freeborn County. Intersection realignment at CSAH 36 and SE 168th Street at the border with Mower County. 85

90 Along with the studies identified in Chapter 5, there are a number of potential projects/follow-up studies that could be undertaken to address issues identified by stakeholders and technical analyses. These projects and follow-up studies, like the ones identified above, will require the cooperation of multiple jurisdictions. Projects are listed by agency with primary responsibility. Please note: most of the projects and follow-up studies identified below have not been funded, nor have they been committed to by the agency with primary responsibility. Mn/DOT Reconstruction/modification to the eastern roundabout at the interchange between CSAH 12 and I-35. Current geometrics make it difficult for larger vehicles to negotiate the roundabout. I-35 overlay north of TH 30 to the Straight River (in District 6 Transportation Plan) US 218 resurfacing from Blooming Prairie to I-90 (in District 6 Transportation Plan) TH 30 pavement reconstruction from TH 13 to Ellendale (in District 6 Transportation Plan) Safety improvements as needed. Mn/DOT will be provided with crash information developed as part of the Steele County Transportation Plan to determine if crashes are significant to warrant special attention. Review merging and weaving issues at US 14 and US 218. Review guidelines/options for parking semi-trucks during road closures on I-35 and/or US 14. Present locations are difficult for trucks to get into and out of. Work with the City of Owatonna and Steele County for potential parking locations. Review guardrail locations on TH 30. Consider upgrading weight limits on TH 30. Review existing living snow fences along I-35 to determine if improvements could be made in order to reduce blowing and drifting snow. Steele County Potential new roadway connection north of the City of Medford in the quarry area to facilitate north-south movement. Existing connections in the area are constrained by a railroad bridge. Consider planting trees or evaluating other options to develop a visual barrier between traffic on I-35 and its frontage roads. Presently, there are some locations where it is difficult for traffic trying to access the frontage roads to determine if oncoming traffic is on I-35 or if it is on the frontage road. Review lighting on county roadways near intersections. 86

91 Conduct safety audits at selected locations (locations to be determined as part of the Road Safety Audit process and by data developed as part of this plan). Work with Mn/DOT to review capacity constraints on interchange bridges on I-35 to determine if new bridges are needed. Work with Mn/DOT to review warrants for traffic signals, roundabouts and other traffic control options at interchange locations along I-35. Work with the DNR and adjacent counties to pursue opportunities for regional trail development (Prairie Wildflower and Stagecoach Trails). City of Owatonna Review of traffic signal timing and crash analysis for CSAH 45 through the City of Owatonna. The City of Owatonna is in the process of conducting a study on signal timing on CSAH 45. Results from the analysis are likely to result in improvements to traffic flow. It is also anticipated that a more in-depth look at crashes on this corridor will be completed as part of this analysis. Development of park and pool lots. As the City of Owatonna continues to grow towards the proposed beltway, the demand for park and pool lots is anticipated to increase. When reviewing proposed developments for areas near the future beltway, near realigned US 14 and locations along I-35, the city and county should consider setting aside some land for park and pool lots. Section 4.5 identifies potential locations. Work with Steele County on plat review to ensure that turning radii and intersection geometrics are large enough to accommodate commercial vehicles in industrial areas Bridge Project Identification As indicated in Section 2.4, most of the bridges in Steele County are in good condition. Only 11 bridges on the county and township systems were identified as deficient in Although the number of bridges needing replacement is low, the cost associated with improving them is expensive. As a result, the county passed a resolution to phase in rehabilitation and replacement efforts over a five-year timeframe. Table 16 lists the projects and their targeted improvement year and estimated cost. 87

92 Table 16 Deficient Bridges Needing Rehabilitation/Replacement Bridge Roadway Proposed Project Cost Number Number Construction Year 5904 CSAH 35 $787, (1) 2048 CSAH 45 $100, CSAH 26 $96, CSAH 1 $440, CSAH 28 $110, L5555 Twp 15 $71, (1) L3951 Twp 145 $144, L5798 Twp 149 $112, Twp 51 $144, Twp 97 $500, L9165 Twp 7 $95, Source: Steele County Board of Commissioners Resolution for Bridge Replacements, December 14, (1) Bridge replacement is under contract for construction in The county will seek state and federal funds where possible to assist in project implementation. Additionally, the county will continue to review bridge sufficiency ratings on regular basis to ensure bridge safety Roadway/Bridge Preservation Activities With the exception of the proposed beltway and a few other new construction activities, most of Steele County s transportation funding goes towards roadway/bridge preservation and maintenance activities. The following sections discuss preservation activities, tools and administration Roadway and Bridge Preservation Activities Steele County has made a significant investment in developing a roadway network that connects residents, businesses and agricultural centers with one another and to areas outside of the county. In order to ensure that this investment continues to provide the connections that these users have come to depend upon, the county will need to maintain and preserve its investment to the best of its ability given the current fiscal climate. It is cheaper and more efficient to maintain roadways and address pavement quality issues before the roadway deteriorates to a point where it needs to be completely reconstructed. To ensure that it is addressing the most pressing maintenance and preservation issues, the county regularly monitors roadways to identify candidates for sealcoating, mill and overlay construction and/or cold in-place recycling on its bituminous roadways. In addition, the county also has a regular maintenance program for its concrete pavements. The county should continue its program of review and maintenance activities as funding allows. If additional funding becomes available, the county may wish to expand its pavement 88

93 preservation and maintenance activities in order to reduce the need for total reconstruction of roadways. Like pavement, bridges wear out and need rehabilitation and replacement. In general, the life of a bridge is significantly longer than that of pavement, but it is also more expensive to rehabilitate and to replace. Presently, the county monitors all of the bridges on its system on an annual basis to determine if the bridges are capable of carrying the capacity that they have been designed to accommodate. Additionally, if there is a significant weather (flooding) event, the county will target specific bridge locations for additional inspection to ensure that the structures remain sound. If the county determines that the bridge is showing signs of wear and is in need of rehabilitation or replacement, the county will place the bridge on a list to receive state bonding funds. Section 6.10 has the existing list of bridges for Steele County that will receive state bonding funds for rehabilitation or replacement. The county should continue its program of bridge inspection and maintenance activities as funding allows. If additional funding becomes available, the county may be able to advance bridge projects on its list Roadway and Bridge Preservation Tools There are a number of methods for identifying pavement and bridge maintenance and preservation needs. Some tools are as basic as visual review by maintenance personnel, while other reviews may use specialized equipment. In terms of roadway preservation, the county maintains an extensive database which provides information on the roadway condition and the needs necessary to bring the road up to standard. The county reviews this information annually to help determine what improvements should be programmed for the next couple of years. In addition, county staff regularly drives county and county state aid roadways to visually inspect roadway, pavement marking and signing condition. In the near future, new equipment (provided by Mn/DOT s State Aid Office) will be used to drive over roadways in order to determine how strong, and in what condition the roadway pavement is in. This equipment has been planned for use for all Minnesota Counties. Each county will have the opportunity to use the equipment once every four years (about one quarter of all counties each year). For bridge needs, the county has staff whose primary responsibility is to inspect all of the bridges on county and township roadways. Staff conducts annual inspections which review the bridge structure, decking condition, wear/scour from water, and other condition information. This program is expected to continue into the future to ensure bridge safety Roadway and Bridge Preservation Administration Like new construction projects, the county has a limited budget for roadway and bridge preservation and maintenance projects. To better manage the timing and priorities for the limited funding that is available, the county has developed a five-year construction program that approximates the amount of funding available over the next five years and identifies the projects 89

94 that are most needed within that five-year time frame. Information from pavement and bridge inspections can be used to help determine priorities Funding While a significant portion of the study involved developing the long-term transportation system needs, the study also developed implementation goals by identifying improvement priorities and funding issues. At the present time, the overall transportation funding picture is quite discouraging. The State of Minnesota had a large funding deficit in 2003 and, as a result, cut significant monies to many programs. These cuts have impacted state programs and local agencies. In addition, there has been no increase in the state gas tax for over 17 years. While gas tax revenues have increased due to the increase in number of vehicles using the highways, the increase has not been able to keep pace with the increase in vehicle-miles traveled and the loss of purchasing power due to inflation. Also, recent reports indicate that federal gas tax revenues are down since the 9/11 terrorist attacks. This is expected to have an ongoing impact to federal revenue sources coming back to Minnesota. Financial Strategies Implementation strategies should consider present funding constraints; however, the funding picture will likely fluctuate many times over the next 20 years. Therefore, agencies need to employ a number of funding and implementation strategies aimed at building the infrastructure that will support their long-term growth strategies. In general, this means: Public-private partnerships should be considered for every project as a way to fairly distribute construction or reconstruction costs of routes that can be shown to provide improved transportation benefits to selected areas, business or both. Agencies may have to partner, pool resources and jointly lobby for outside funding assistance to fund costly interchange type projects that could provide significant longterm benefits to the region. Pursue a State Aid transportation needs analysis to increase annual funding allotments. Pursue identified changes to State Aid system. Consider non-traditional funding for major system projects, such as, bonding. Steele County has transportation needs that substantially exceed current local agency funding revenue sources. This suggests that agencies will need to be creative and more aggressive in seeking funds. The following are examples of strategies that the agencies could pursue to obtain funds for developing the needed infrastructure. It is suggested that agencies will need to pursue all of these strategies. 90

95 Federal Funding Federal Funds There are projects in the Steele County area that lend themselves to consideration of federal funding. These projects tend to be large capital projects that affect the greater region. The prime example is the Owatonna beltway project that will provide transportation benefits not only to the community, but also to the state highway system. Annual appropriations Annually the federal government passes Appropriation bills to finance the operation of the government for the coming year and fund the federal programs. Transportation funding is one of the Appropriation bills. In the past and most likely in the future, Congress has included appropriations to special earmarked projects that have been requested by an individual or a delegation of congressmen. While the large majority of local requests do not get special appropriations due to the limited funds available, some projects which have significant impact to the community and transportation system do. In most cases the projects receiving appropriation have been earlier included in the multi-year Authorization bill for Transportation. Technical Correction Given that the 5-year SAFETEA-LU Transportation bill was approved in 2005 and that the next Authorization Bill will not be approved until fall 2009 at the earliest, another strategy would be to get a technical correction to SAFETEA-LU. While this strategy is not common, there is a possibility if the county can identify a project that was authorized that is related to the county project and also have the support of the agency, most likely Mn/DOT, whose project was authorized. Future Transportation Reauthorization Bill For projects that could be funded beyond the current Transportation bill s time period, 2010 and beyond, the county should pursue federal earmarking in the next Transportation Reauthorization bill. To position the county project for favorable consideration by your congressman and Minnesota senators, advanced work on the project is helpful. All preliminary design activities should follow federal guidelines to ensure the project will be eligible for federal funding. ATP Federal Funds The Owatonna beltway projects have and should rate well in terms of need in the ATP area. Agencies should aggressively pursue these funds by documenting the transportation needs, level of support, environmental work, and right-of-way preservation activities. 91

96 State Funding Local Road Program In 2002, the Legislature created the Local Road Improvement Program and established two accounts to provide funding assistance to local agencies in construction, reconstruction, or reconditioning projects with regional significance. The two accounts are the Trunk Highway Corridor Projects Account and the Local Road Account for Routes of Regional Significance. The Trunk Highway Corridor Account must be used as a loan or grant to cities, towns, and counties to assist in paying the local share of trunk highway projects that have local costs related to the trunk highway improvement and are not funded or are only partially funded with other state and federal funds. In 2003, the Legislature authorized $20 million of General Obligation (GO) Bonds for this account with the purpose to provide loans to local government to help them pay their cost participation share of the projects that Mn/DOT accelerated, commonly referred to as Bond Accelerated Projects (BAP). This program has now been opened to include all Mn/DOT Trunk Highway projects that have local costs related to the trunk highway improvement and are not funded or are only partially funded with other state and federal funds until the $20 million of GO bonds are used. If interested in utilizing this loan program, please work with your Mn/DOT District State Aid Engineers and Mn/DOT Project Managers to determine if your project cost share is eligible to participate in this program. The Routes of Regional Significance Account must be used as grants or loans for expenditures as specified to cities, towns, and counties to assist in paying the costs of constructing or reconstructing city streets, county highways, or town roads with statewide or regional significance that have not been fully funded through other state, federal, or local funding sources. The consideration for determining project priority and the amount of the grant or loan is based upon the consideration of: 1. the availability of other state, federal, or local funds; 2. the regional significance of the route; 3. effectiveness of the proposed project in eliminating a transportation system deficiency; 4. the number of persons who will be positively impacted by the project; 5. the project s contributing to other local, regional, or state economic development or redevelopment efforts; and 6. the ability of the local unit of government to adequately provide for the safe operation and maintenance of the facility upon project completion. The legislature in the 2005 session amended the Statue by adding a subdivision called the Rural Road Safety Account. This account was established in the local road improvement fund and is appropriated to the commissioner of transportation for expenditures to be used as grants. Money in the account must be used as grants to the counties to assist in paying the costs of capital improvement projects on county state aid highways that are intended primarily to reduce traffic crashes, deaths, injuries and property damage. Eligibility for project selection must be based on the ability of each proposed project to reduce the frequency and severity of crashes. 92

97 The Legislature approved an appropriation of $10 million to fund the Local Road Improvement Program from the bond proceeds account in the Minnesota State Transportation Fund. The law identifies $5 million for construction, reconstruction, or reconditioning of local roads with statewide or regional significance and $5 million for counties to assist in paying the costs of capital improvement projects on County State Aid Highways (CSAH) that are intended primarily to reduce traffic crashes, deaths, injuries, and property damage. This rural road safety program must split the funds 1/3 for metro counties and 2/3 for rural counties. Projects in Local Roads of Regional Significance Account must meet the following eligibility criteria: 1. Be a local road construction, reconstruction, or reconditioning project. 2. Eliminate a transportation deficiency. 3. Demonstrate the regional significance of the route by being classified as a minor collector or higher unless it meets one of the following criteria; a) identified in a regional plan as a farm-market artery, b) part of a 10-ton route system, c) part of an economic development plan, d) serves as a parallel trunk highway or county road, and f) is a connection to the IRC system, trunk highway, or a county road. 4. Be supported by agency board or council and other local agencies impacted by the project. 5. Consider availability of other funding sources. 6. Be able to deliver project in (year to be determined). 7. Be non-controversial. 8. Have a minimum expected life of the project of 10 years. 9. Be located on a CSAH, MSAS, county road, city street, or township road and owned by the county, city or township. 10. Provide letters of support from other local agencies or public/private parties impacted by the improvement. For example, letters of support from area businesses regarding the impact and benefit of constructing a road to a 10-ton design standard. Eligibility criteria for projects in Rural Road Safety Account must meet the following: 1. Is on a designated county state aid highway, as defined in the Minnesota Rules 2003 State Aid Operations Chapter Reduce or eliminate a safety related road transportation deficiency which will reduce traffic crashes, deaths, injuries, or property damage. 3. Be supported by county board and other agencies if impacted by the project. 4. Be able to deliver project in (year to be determined). 5. Be non-controversial. 6. Operate and maintain the highway for the useful life of the improvement. 7. Provide letters of support from other local agencies and public/private parties impacted by the improvement (desired, not required). In the 2005 solicitation, Steele County requested and State Aid approved $90,000 for guardrail installation at two locations. Steele County should continue to submit projects to these accounts as funding and project eligibility become available. 93

98 Section 164 Funds The Comprehensive Highway Safety Plan (CHSP) Central Safety Fund was established by the Minnesota Department of Transportation and the Minnesota Department of Public Safety (DPS) in 2005 to provide funding for state, county and local agency safety projects. This new program is established in recognition that historically over 70% of fatal crashes occur on rural roads and 45% of fatal crashes occur on local (county, township, and city) roadways. It is anticipated that this program will continue into subsequent years. In 2006 there is $2 million available to be used as reimbursable grants to assist counties in conducting road safety audits and for paying the costs of constructing safety projects or funding activities to reduce the number of fatal and severe crashes on local roads. Three important criteria for selecting projects are: 1) the project must be completed and reimbursement applied for by September 1, 2006, 2) the project must qualify as a safety project under the Comprehensive Highway Safety Plan (CHSP), and 3) counties must agree to hold a meeting involving safety partners and other community leaders such as school representatives, township officials, law enforcement and emergency responders to explain the CHSP and Towards Zero Death (TZD) goals and objectives by September 1, Funding is limited; therefore maximum grant amounts are $100,000 per county or multiple county projects. There are two types of projects that can be applied for: 1. Road Safety Audits (RSA) The county engineer can submit a request to hire a contractor/consultant to conduct a Road Safety Audit on a county roadway, intersection, system-wide corridor or portion of a system. The Road Safety Audit team assembled by the contractor would review the specific crash data and intersection/roadway and recommend strategies to implement to reduce fatal and life-changing crashes at that location. Projects identified through a RSA may be eligible for future grants. 2. CHSP Strategy The CHSP identifies several engineering safety strategies (Cost Effective Lane Departure Improvements and Cost Effective Intersections Improvements). The county engineer may propose to implement one or more of the listed strategies or another strategy that addresses lane departures or intersection safety problems. County/City Sales Tax A political subdivision must get special legislation authorizing the imposition of the sales tax. The statute requires that the governing body of the political subdivision pass a resolution indicating its desire to impose the tax prior to requesting the enabling legislation. The resolution must include information on the proposed tax rate, the amount of revenue to be raised and its intended use, and the anticipated date when the tax would expire. 94

99 In 1999 the legislature began requiring a political subdivision to hold a local referendum at a general election before imposing an authorized local sales tax. The revenue may only be used to fund specific capital improvements which must be identified at least 90 days before the referendum. With the exception of Cook County, only cities have been allowed to impose general sales taxes County Funding Local Property Tax Local contributions through local property taxes (city and county) can generate revenues for smaller projects, project development, access management and right-of-way preservation on CSAH projects and full funding on county road projects. The magnitude of these funds is unlikely to be able to fund the major improvements identified; however, they can contribute a portion and fund smaller projects. The key is that Steele County should establish and maintain a stable property tax revenue dedicated for transportation. Bonding Bonding is a potential source of revenue for major projects. The county and the cities should investigate this to determine the level of bonding that could be captured and paid by the increased property valuations (growth) that is occurring and/or revenues generated by any additional State-aid allotments. Essentially, the growth may finance repayment of the bonds. Secondly, as current bonds are paid off, the county should shift the bond payments to the transportation budget or issue new bonds for transportation projects and continue the current bond payments to finance the repayment of the transportation bonds. Development/Infrastructure Fees One of the reasons for the substantial infrastructure needs is the growth that is occurring with the communities. Therefore, it is a reasonable expectation that cities should capture revenues from these developments to help fund the infrastructure needs. Cities should be aggressive in their negotiations with developers to ensure that revenues are obtained to fund necessary improvements, and/or the developers make the improvements as part of the development. In this time of growing financial constraints and budget issues, many cities and counties are no longer able to completely fund the infrastructure or improvements needed to address the traffic impacts generated by the new developments. Development fees may provide the cities and counties with a portion of the costs for improving existing roadways or creating new roadways. The basic procedures Steele County and the Cities of Blooming Prairie, Ellendale, Owatonna and Medford follow to establish a development fee for a roadway infrastructure are as follows: 1. Select a local government control tool or method (e.g., access permit, building permit, zoning approval, etc.) 2. Establish a development threshold (e.g., number of units, trips generated, and acres to be developed) which will trigger a more comprehensive traffic analysis, negotiation process, and possibly provide a waiver procedure when the process is not required. 3. Establish the purpose and content of the traffic study (e.g., traffic operations, access spacing, circulation, pedestrian/bicycle facilities, street layout and design parameters, 95

100 traffic volumes/flows, impact to public streets/intersections, roadway capacity, safety improvements, costs of public infrastructure improvements needed to accommodate development); and who completes/pays for the study (e.g., professional traffic engineering firm hired by or approved by the city and paid by the developer). 4. Explain the local review process and timeframe, and identify the appropriate county department personnel that will negotiate with the developer. 5. Identify the approval process for the negotiated development fee (e.g., city arterial approval of terms), and the approval mechanism (e.g., execution of developer s agreement between the city and the developer, with subsequent issuance of a permit to proceed). Cost Participation Policy Steele County should review its Cost Participation Policy with local agencies to ensure that the cost participation by the county and local agencies reflect the appropriate benefit each agencies receives from the proposed improvements. Special Assessment for Projects A city or county may assess the benefited properties for the construction, reconstruction or improvements of a County State-Aid Highway or county highway under Minnesota Statute 429. State-Aid Needs/State-Aid System Agencies should pursue and implement state-aid system changes that can generate additional state-aid revenues for this area. The county should lead this effort and first pursue mileage changes that require no Screening Board approval, and then it should pursue additional mileage through a request to the State-Aid Screening Board. In addition, Steele County and the City of Owatonna should update their CSAH and MSAS needs to reflect long-term growth levels and future street sections. State-Aid funds, while presently committed, can be used to fund future improvements. Redesignating the State-aid system and increasing the number of lanes to meet future traffic needs, where applicable, will raise State-aid allotment levels. Dedication of Right-of-Way All agencies, especially cities, should preserve right-of-way for the key arterial and collector corridors. Agencies should pay special attention to intersections of major facilities (e.g., provide additional width for potential turn lanes, bus stops). Agencies should first attempt to have rightof-way designated as part of the platting process. In other instances, agencies may consider official mapping, and/or direct purchase. Environmental Documentation Even though funding may not be available, agencies should pursue environmental documentation for selected key projects that have a significant need. This will better position the project for future funding. Past history has shown that projects with completed environmental work and public support often receive funding when new funding is approved. 96

101 APPENDIX A Issues Identified by Public Process

102 Issues Identified by Public Process Blooming Prairie Area: Condition of US 218 is poor Poor roadway condition on SE 84 th Avenue CR 79 is a 7-ton roadway year round. This is a problem with the number of agricultural, fuel and semi trucks in the area. Need for a future connection between CR 79 and Main ST E. Potential for a jurisdictional transfer to the county. Number of at-grade railroad crossings in the city. Drainage issues on CSAH 15 just west of CSAH 45. Growth areas on eastern and southern portions of the city. Dodge County residential growth pushing towards the city. Ellendale Area: Ability of emergency response vehicles to cross the railroad when a train is coming. Potential to relocate the fire station. SW 42 nd Avenue needs to be upgraded poor condition. Poor condition of CSAH 14 between 8 th Avenue and SW 158 th Street. Access issues on TH 30 between I-35 and SW 42 nd Avenue does it make sense to have a frontage road owned by the county? Growth areas identified on northern, western and southern portions of the city. Potential future annexation across I-35 into the SE quadrant. Utilities would need to be extended under I-35. Potential auto racing center in the NE quadrant of I-35. Medford Area: Potential new city roadway: extension of 5 th Ave SE to CSAH 1. Potential future city or county roadway: extension of interchange roadway to the west and into CSAH 12, just north of the outlet mall property to the southwest. Potential county road at the quarry just north of the city. Roadway is needed due to railroad bridge constraints on CSAH 45. Tight roundabout on the east side of I-35 causes problems for busses and semi trucks. Potential jurisdictional change of NW 32 nd Ave between CSAH 23 and CSAH 12 could be either city or county roadway. Potential jurisdictional change of CSAH 23 north of CSAH 12 past the west roundabout/i 35 Interchange. Intersection improvements are planned for the entrance of the outlet mall. Driver disorientation on I-35 frontage road (west side). It is difficult to tell if oncoming traffic is on the frontage road or the freeway. City to provide a list of planned future trails. Numerous growth areas throughout the city:

103 Owatonna Area: o rth of the outlet mall on the west side of I-35 some commercial, mostly residential o South of the outlet mall on the west side of I-35 mostly commercial o South of the school property on the east side of I-35 o South of 5 th Ave SE on the east side of I-35 mostly residential Commercial and industrial growth areas are located on the west side of the city; residential are located on the north and east sides of the city. Capacity constraints at interchange locations. Need for traffic signals at interchange locations on I-35. Need for lighting and sidewalks on Bridge Avenue (CSAH 25) for industrial property employees. New beltway needed to serve long-term growth. Potential alignments have been identified. New US 14 connection will serve planned industrial and commercial growth. Coordination of new US 14 and new beltway. Future city roadway between SE 18 th Avenue and Dane Road (CSAH 35). Planned to have limited access. Future extension of 21 st Ave NW between existing US 14 and NW 26 th Street (future beltway). Future extension of 24 th avenue (city street) to NW 26 th Street (future beltway) Future roadway between I-35 frontage road (CSAH 23) and future western beltway alignment. Future roadway between the southern connection of Alexander Dr SW and future western beltway alignment. Future extension of Bridge St between SW 32 nd Ave and future western beltway alignment. Need for a frontage road on the south side of Us 14 between S Cedar Ave (CSAH 45) and Austin Road (CSAH 6), see beltline study. Future alignment of Kenyon Road (CSAH 8) to NW 26 th Street (future beltway) and removal of existing roadway south of the new alignment. Potential future overpass at Austin Road (CSAH 6) and US 14. Need for a new interchange at I-35 and US 14 (southern alignment) to accommodate new US 14 to the west. Planned EIS for a new interchange at S. Cedar Avenue (CSAH 45) and US 14. Potential park and pool lot near US 14 and US 218. Potential park and pool lot near I-35 and CSAH 45 or NW 12 th Ave. Need for trails along 18 th St SE (CSAH 39) and E Main Street (CSAH 48). Future trail along the river to Clinton Falls. Potential closure of Lemond Rd (CSAH 7) at new US 14. Potential of SW 24 th Avenue as the new north/south connection to old US 14 and the new beltway to the north. Potential jurisdictional transfer of Austin Road (CSAH 6) to the city. NOTE: This has been done already.

104 Potential jurisdictional transfer of Mineral Springs Road (CSAH) to the city. DONE. Potential jurisdictional transfer of CR 75 between existing US 14 and Rosewood Dr to the city. DONE. Potential jurisdictional transfer of CSAH 1 between NW 26 th Street (future beltway) and rth Street to city. DONE. Potential jurisdictional transfer of rth Street between CSAH 1 and Hoffman Drive (CSAH 45) to city. DONE. Turn back of US 14 to the county when new alignment is constructed. Sight problems at the existing interchange of S Cedar Avenue (CSAH 45) and US 14. Yield/merge problem at US 218 and US 14 ramps. Car/truck safety conflicts at W Main Street (CSAH 48) and Oak Avenue (CSAH 45) Pedestrian/vehicle conflicts on US 14 just west of I-35. Street racing on CSAH 1 north of NW 26 th Street (future beltway). Speeds and merging issues at US 14 to southbound I-35 interchange. Merging issues, exit and entrance ramp movements from Hoffman Drive to I-35 northbound. Driver disorientation on CSAH 45 across from the airport. Difficult for drivers to tell if oncoming traffic is on the freeway or the frontage road. Capacity constrains on Rose Street (CSAH 45) Capacity constraints on Bridge Street between 24 th Ave. and Selby Avenue. NOTE: CR 75 is now a city street as well as CSAH 25. Tight intersections in industrial areas; need bigger turning radii for trucks. Difficulty in finding adequate locations for parking semi trucks when SB I-35 is closed. Existing location at Alexander Dr SW is problematic. Lack of a plan for parking semi trucks during I-35 road closures. New cross runway at the airport. New airport industrial development near the airport. County South of Future US 14 Alignment: Need for guardrail along TH 30 in southwestern portion of the county. 7-ton spring weight restriction on TH 30 is problematic for agricultural and fuel vehicles. TH 30 rehabilitation project will help in some areas. Intersection crashes at CSAH 28 and TH 30 especially during the summer when traffic is higher near Beaver Lake. Access issues on TH 30 near the I-35 interchange CSAH 28 near Beaver Lake is narrow and tight; it makes drivers feel uncomfortable and unsafe. Is a connection needed between CSAH 14 and SW 42 nd Avenue? SW 42 nd Avenue needed to be upgraded near the City of Ellendale. Potential reconstruction of SE 24 th Avenue south of TH 30.

105 Maintenance/roadway surface of CSAH 15 between CSAH 45 and SE 14 th Avenue. Roadway maintained by Freeborn County is gravel. Is a connection between CR 79 at TH 30 to the south needed? SE 84 th Avenue near Blooming Prairie is in poor condition. There is a lot of TH 30 cut through traffic on SE 138 th St east of US 218. Condition of US 218 is poor. Bridge reconstructions of CSAH 45 between CR 55 and TH 30 will be completed this year. Desire for a jurisdictional change of SW 42 nd Avenue between CSAH 4 and SW 133 rd Street or TH 30. Potential county route agricultural traffic that uses this route instead of CSAH 14. Agricultural traffic on SW 42 nd Avenue between CSAH 4/14 and 93 rd Street. Flooding on CSAH 45 just south of CSAH 26. Inconsistency of roadway surface on SE 34 th Avenue and CR 73. rthern portions paved, southern portions gravel. This is a problem with the number of agricultural and fuel vehicles in the area. 100 th Avenue just north of CR 79 is maintained by Dodge County. They are not upgrading this roadway. Narrow shoulders on CSAH 16, especially between 93 rd Street and 123 rd Street. Poor driveway access to a business located just off of US 218 at SE 83 rd Street. Desire for CSAH designation for CR 73 and SE 34 th Avenue between CSAH 4 and CSAH address issues on CSAH 3 and CSAH 45. Bridge and roadway reconstruction near CSAH 45 and SW 81 st Street. Blowing and drifting snow on I-35 south of Owatonna. High number of crashes on CSAH 30 between SW 68 th Street and CSAH 31 mostly driver error. Intersection crashes at CSAH 7 and CSAH 32 confusing as to who should stop. Flooding of CSAH 45 near SE 48 th Street. SE 48 th Street between CR 59 and CSAH 16 (SE 84 th Avenue) is a gravel roadway with a lot of cut through traffic. People use this route instead of CSAH 6. Future beltway on SE 28 th Street between CR 59 and just east of NW 42 nd Avenue. Number of intersection crashes at SW 24 th Avenue and CSAH 18. Number of intersection crashes at CSAH 7 and CSAH 18. Potential removal of CSAH 7 between CSAH 18 and new US 14 alignment or potential overall at CSAH 7 and new US 14. Potential jurisdictional change of SW 24 th Avenue to the county as the new CSAH 7 alignment. New US 14 alignment will provide a more direct route through the city. Centerline crossing crashes on US 14 just east of CR 59.

106 County rth of US 14 Alignment: Future county beltway: northern limits NE 26 th Street, eastern limits CSAH 43 or SE 34 th Avenue, southern limits CSAH 18 (SE 28 th Street), western limits just east of NW 42 nd Avenue. Potential slight realignment of existing CR 59 on the future beltway to provide a better interchange location on SE 28 th Street. Future US 14 alignment. Blowing and drifting snow on existing US 14 between CSAH 17 and NW 42 nd Avenue. Blowing and drifting snow on CSAH 12 between CSAH 18 and CSAH 23. Fatal crashes on existing US 14 near CR 62 and to the west. Pedestrian/vehicle conflicts on existing US 14 near I-35. Crashes at the intersection of CR 80, CR 71 and CR 59 difficult to see at the intersection due to trees and houses. Safety concern on CR 61 just north of CSAH 12 signing with stop and yield signs is confusing. Driver disorientation on CSAH 45 across from the airport difficult to tell whether oncoming traffic is on the frontage road or on the freeway. Street racing on CSAH 1 just nort of NE 26 th Street (future beltway). Deer on CSAH 19 near Rick Lake State Park. Deer/vehicle crashes on I-35 north of Medford. NE 36 th Street as a potential reliever to NE 26 th Street (future beltway) Capacity constraints at the interchange to Cabela s. Potential jurisdictional transfer of NE 34 th Avenue between NE 26 th Street (future beltway) and the county border provides a connection to Rice CSAH 23. Potential jurisdictional transfer of NW 72 nd Avenue between CSAH 12 and CSAH 23. Potential jurisdictional transfer of NW 52 nd Avenue between CSAH 12 and CSAH 23. Potential jurisdictional transfer of NW 32 nd Avenue between CSAH 12 and CSAH 23. Potential jurisdictional transfer of quarry roadway parallel to CSAH 45 on the east side of I-35 provides better n/s connection in the area due to the railroad bridge on CSAH 45 in Rice County. Potential removal of CSAH 2 from the CSAH system between CSAH 45 and the quarry roadway. Potential CSAH designation to CR 64. Potential functional classification swap of CSAH 12 and CSAH 23. General Comments: Overall condition of county roadways is deteriorating. Size and weight of vehicles is increasing as are volumes. Most grain moved in the area is moved by trucks and not by rail.

107 Fuel and propane trucks cause similar damage as agricultural implements and semi trucks. Capacity constraints at interchange locations along I-35 as the area grows. Need for traffic signals at interchange locations. Need for additional living snow fences on I-35 south of Owatonna to reduce blowing and drifting snow. Improve Cabela s intersection similar to plans for the outlet mall and at CSAH 23/NW 46 th Avenue intersection. Need an overall plan for diverting truck traffic during I-35 road closures. Existing locations for parking trucks is problematic. Need for an overall plan for shutting down I-35 in an emergency (weather or crash-related). Variable message signs can cause problems on I-35. Traffic is not used to seeing them. Increasing rail traffic on the DM&E, especially line going south through Blooming Prairie. Need for DM&E/UP shippers yard, present location near downtown is problematic. Railroad crossing maintenance needs improvement. DNR grants are available to survey the county for native prairie landscapes along roadways. Need for additional sidewalks and trails as part of roadway improvement projects. Faribault/Owatonna rail authority working together to get first right of refusal if railroads are abandoned (potential trails). State legislative authorization has been granted for two trails: o Stagecoach Trail connects Owatonna and Rick Lake State Park to Rochester o Prairie Wildflower Trail connects Austin to Blooming Prairie, Owatonna and Faribault (potential issues with DM&E purchase of rail line in the area)

108 APPENDIX B U.S. DOT Railroad Crossing Inventory Information

109 U.S. DOT - CROSSING INVENTORY INFORlVlATlON AS OF 2/7/2006 Crossing.: P Update Reason: Changed Crossing Effective Begin-Date of Record: 04/04/04 Railroad: ICE Iowa Chicago and Eastern RR Corp. [ICE] Current Record Initiating Agency State Type and Positiion: Public At Grade Part I Location and Classification of Crossing Division: Subdivision: Branch or Line Name: HEARTLAND A US TIN State: County: City: In MN STEELE BLOOMING PRAIRIE Railroad Milepost: RailRoad I.D..: Nearest RR Timetable Stn: Parent Railroad: Crossing Owner: ENS Sign Installed: BLOOMING PRAl Street or Road Name: Highway Type &.: HSR Corridor ID: County Map Ref..: Latitude: Longitude: SECOND STREET SE CSAH 15 Passenger Service: Avg Passenger Train Count: LatILong Source: Quiet Zone: Adjacent Crossing with Separate Number: Private Crossing Information: Category: Specify Signs: Public Access: Specify Signals: STIRR A STIRR B STIRR C STIRR D Railroad Use: State Use: Narrative: Emergency Contact: Railroad Contact: State Contact: (651) Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Yes Total Trains: 0 Total Switching: 0 Day Thru: 0 Typical Speed Range Over Crossing: From I to 40 mph Maximum Time Table Speed: 40 Type and Number of Tracks: Main: I Other 2 Specify: SIDE Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

110 U.S. DOT - CROSSING INVENTORY IhlFORMATlON Crossing P Continued Effective Begin-Date of Record: 04/04/04 Part Ill: Traffic Control Device lnformation Current Record Signs: Crossbucks: 2 Advanced Warning: Yes Pavement Markings: Markings Highway Stop Signs: 2 Hump Crossing Sign: Other Signs: 2 Specify: 3 TRACKS 0 Train Activated Devices: Gates: Mast Mounted FL: Cantilevered FL (Over): Other Flashing Lights: Highway Traffic Signals: Other Train Activated Warning Devices: Channelization: Track Equipped with Train Signals? 4 Quad or Full Barrier: Total Number FL Pairs: Cantilevered FL (t over): Specify Other Flashing Lights: Wigwags: 0 Bells: Special Warning Devices t Train Activated: Type of Train Detection: ne Traffic Light lnterconnectionlpreemption: Part IV: Physical Characteristics Type of Development: Commercial Number of Traffic Lanes Crossing Railroad: 2 Is Highway Paved? Yes Crossing Surface: Asphalt Smallest Crossing Angle: Are Truck Pullout Lanes Present? If Other: 60 to 90 Degrees Nearby Intersecting Highway? Does Track Run Down a Street? N/A Is it Signalized? Is Crossing Illuminated? Is Commercial Power Available? Yes Part V: Highway lnformation Highway System: Is Crossing on State Highway System: Annual Average Daily Traffic (AADT): Estimated Percent Trucks: I0 Posted Highway Speed: 0 Other FA Highway - t NHS Functional Classification of Road at Crossing: AADT Year: 1988 Avg. of School Buses per Day: 2 Rural Major Collector

111 U.S. DOT - CROSSING INVENTORY INFORMATION AS OF 2/7/2006 Crossing.: W Update Reason: Changed Crossing Effective Begin-Date of Record: 04/04/04 Railroad: ICE Iowa Chicago and Eastern RR Corp. [ICE] Current Record Initiating Agency State Type and Positiion: Public At Grade Part I Location and Classification of Crossing Division: HEARTLAND State: MN Subdivision: Branch or Line Name: A USTIN County: City: In STEELE BLOOMING PRAIRIE Railroad Milepost: RailRoad I.D..: Nearest RR Timetable Stn: Parent Railroad: Crossing Owner: BLOOMING PRAl Street or Road Name: Highway Type 8.: HSR Corridor ID: County Map Ref..: Latitude: MAIN STREET E CSAH 42 ENS Sign Installed: Longitude: Passenger Service: LatlLong Source: Avg Passenger Train Count: Quiet Zone: Adjacent Crossing with Separate Number: Private Crossing Information: Category: Specify Signs: Public Access: Specify Signals: STlRR A STIRR B STIRR C STIRR D Railroad Use: State Use: Narrative: Emergency Contact: Railroad Contact: State Contact: (651) Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Yes Total Trains: 0 Total Switching: 0 Day Thru: 0 Typical Speed Range Over Crossing: From 1 to 40 mph Maximum Time Table Speed: 40 Type and Number of Tracks: Main: I Other 3 Specify: SIDE Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

112 U.S. DOT - CROSSING INVENTORY IhlFORMATlON Crossing W Continued Effective Begin-Date of Record: 04/04/04 Part Ill: Traffic Control Device lnformation Current Record Signs: Crossbucks: 2 Advanced Warning: Pavement Markings: Train Activated Devices: Gates: 0 Mast Mounted FL: 0 Cantilevered FL (Over): 0 Other Flashing Lights: 0 Highway Traffic Signals: 0 Other Train Activated Warning Devices: Channelization: Track Equipped with Train Signals? Markings Highway Stop Signs: 2 Hump Crossing Sign: Other Signs: 2 Specify: 4 TRACKS 4 Quad or Full Barrier: Total Number FL Pairs: Cantilevered FL (t over): Specify Other Flashing Lights: 0 Wigwags: 0 Bells: 0 Special Warning Devices t Train Activated: Type of Train Detection: Traffic Light lnterconnection/preemption: SW MOVEMENTS FLAGGED ne Part IV: Physical Characteristics Type of Development: Number of Traffic Lanes Crossing Railroad: 2 Is Highway Paved? Crossing Surface: Commercial Yes Asphalt Smallest Crossing Angle: Are Truck Pullout Lanes Present? If Other: 60 to 90 Degrees Nearby Intersecting Highway? Does Track Run Down a Street? N/A Is it Signalized? Is Crossing Illuminated? Is Commercial Power Available? Yes Part V: Highway lnformation Highway System: Is Crossing on State Highway System: n-federal-aid Annual Average Daily Traffic (AADT): Estimated Percent Trucks: 05 Posted Highway Speed: 0 Functional Classification of Road at Crossing: AADT Year: 1988 Avg. of School Buses per Day: 2 Rural Local

113 U.S. DOT - CROSSIIVG INVENTORY INFORMATIOIV AS OF 2/7/2006 Crossing.: s Update Reason: Changed Crossing Effective Begin-Date of Record: 04/04/04 Railroad: ICE Iowa Chicago and Eastern RR Corp. [ICE] Current Record Initiating Agency State Type and Positiion: Public At Grade Part I Location and Classification of Crossing Division: Subdivision: Branch or Line Name: HEARTLAND AUSTIN Railroad Milepost: RailRoad I.D..: Nearest RR Timetable Stn: Parent Railroad: Crossing Owner: ENS Sign Installed: Passenger Service: Avg Passenger Train Count: 0 Adjacent Crossing with Separate Number: Private Crossing Information: BLOOMING PRAl State: County: City: Near Street or Road Name: Highway Type &.: HSR Corridor ID: County Map Ref..: Latitude: Longitude: LatiLong Source: Quiet Zone: MN STEELE BLOOMING PRAIRIE NO.CORP.LIMITS CSAH 16 Category: Specify Signs: Public Access: Specify Signals: Railroad Use: STIRR A STIRR B STIRR C STIRR D State Use: Narrative: Emergency Contact: Railroad Contact: State Contact: (651) Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Yes Total Trains: 0 Total Switching: 0 Day Thru: 0 Typical Speed Range Over Crossing: From 1 to 40 mph Maximum Time Table Speed: 40 Type and Number of Tracks: Main: 1 Other 0 Specify: Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

114 U.S. DOT - CROSSING INVENTORY INFORMATION Crossing Continued Effective Begin-Date of Record: 04/04/04 Part Ill: Traffic Control Device lnformation Current Record Signs: Crossbucks: 2 Advanced Warning: Yes Pavement Markings: Markings Highway Stop Signs: 0 Hump Crossing Sign: Other Signs: 0 Specify: 0 Train Activated Devices: Gates: Mast Mounted FL: Cantilevered FL (Over): Other Flashing Lights: Highway Traffic Signals: Other Train Activated Warning Dev~ces: Channelization: Track Equipped with Train Signals? 4 Quad or Full Barrier: Total Number FL Pairs: Cantilevered FL (t over): Specify Other Flashing Lights: Wigwags: 0 Bells: Special Waming Devices t Train Activated: Type of Train Detection: ne Traftic Light lnterconnectionlpreemption: Part IV: Physical Characteristics Type of Development: Open Space Number of Traffic Lanes Crossing Railroad: 2 Is Highway Paved? Yes Crossing Surface: Timber Smallest Crossing Angle: Are Truck Pullout Lanes Present? If Other: 60 to 90 Degrees Nearby Intersecting Highway? Does Track Run Down a Street? Less than 75 feet Is it Signalized? Is Crossing Illuminated? Is Commercial Power Available? Yes Part V: Highway lnformation Highway System: Is Crossing on State Highway System: Other FA Highway - t NHS Functional Classification of Road at Crossing: Annual Average Daily Traffic (MDT): MDT Year: 1988 Estimated Percent Trucks: 05 Avg. of School Buses per Day: 2 Posted Highway Speed: 0 Rural Minor Collector

115 U.S. DOT - CROSSING INVENTORY INFORMATION AS OF 2/7/2006 Crossing.: U Update Reason: Changed Crossing Effective Begin-Date of Record: 04/04/04 Railroad: ICE Iowa Chicago and Eastern RR Corp. [ICE] Current Record Initiating Agency State Type and Positiion: Public At Grade Part I Location and Classification of Crossing Division: Subdivision: Branch or Line Name: HEARTLAND AUSTIN Railroad Milepost: RailRoad I.D..: Nearest RR Timetable Stn: Parent Railroad: Crossing Owner: ENS Sign Installed: Passenger Service: Avg Passenger Train Count: 0 Adjacent Crossing with Separate Number: BlXBY State: MN County: STEELE City: Near OWATONNA Street or Road Name: Highway Type &.: CSAH26 HSR Corridor ID: County Map Ref..: 8 Latitude: Longitude: LaVLong Source: Quiet Zone: Private Crossing Information: Category: Specify Signs: Public Access: Specify Signals: STIRR A STIRR B STIRR C STIRR D Railroad Use: State Use: Narrative: Emergency Contact: Railroad Contact: State Contact: (657) Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Yes Total Trains: 0 Total Switching: 0 Day Thru: 0 Typical Speed Range Over Crossing: From 7 to 49 mph Maximum Time Table Speed: 49 Type and Number of Tracks: Main: 7 Other 0 Specify: Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

116 U.S. DOT - CROSSING INVENTORY IblFORMATlON Crossing Continued Effective Begin-Date of Record: 04/04/04 Part Ill: Traffic Control Device lnformation Current Record Signs: Crossbucks: 2 Highway Stop Signs: Advanced Warning: Yes Hump Crossing Sign: Pavement Markings: Stop Lines and RR Xing Other Signs: 0 Specify: Symbols 0 Train Activated Devices: Gates: 4 Quad or Full Barrier: Mast Mounted FL: Total Number FL Pairs: Cantilevered FL (Over): Other Flashing Lights: Cantilevered FL (t over): Specify Other Flashing Lights: Highway Traffic Signals: Wigwags: 0 Bells: Other Train Activated Warning Devices: Special Warning Devices t Train Activated: Channelization: Type of Train Detection: ne Track Equipped with Traffic Light Train Signals? lnterconnectionlpreemption: Part IV: Physical Characteristics Type of Development: Open Space Smallest Crossing Angle: Number of Traffic Lanes Are Truck Pullout Lanes Present? Crossing Railroad: 2 Is Highway Paved? Yes Crossing Surface: Timber If Other: 60 to 90 Degrees Nearby Intersecting Highway? Less than 75 feet Is it Signalized? Does Track Run Down a Street? Is Crossing Illuminated? Is Commercial Power Available? Yes Part V: Highway lnformation Highway System: Is Crossing on State Highway System: Other FA Highway - t NHS Functional Classification of Road at Crossing: Annual Average Daily Traffic (AADT): Estimated Percent Trucks: 10 Posted Highway Speed: 0 AADT Year Avg. of School Buses per Day: 2 Rural Minor Collector

117 U.S. DOT - CROSSING INVENTORY INFORMATION AS OF 2/7/2006 Crossing.: J Update Reason: Changed Crossing Effective Begin-Date of Record: 04/04/04 Railroad: ICE Iowa Chicago and Eastern RR Corp. [ICE] Current Record Initiating Agency State Type and Positiion: Public At Grade Part I Location and Classification of Crossing Division: Subdivision: Branch or Line Name: HEARTLAND AUSTIN Railroad Milepost: RailRoad I.D..: Nearest RR Timetable Stn: Parent Railroad: Crossing Owner: ENS Sign Installed: Passenger Service: Avg Passenger Train Count: 0 Adjacent Crossing with Separate Number: BlXBY State: MN County: STEELE City: Near OWATONNA Street or Road Name: Highway Type &.: CSAH47 HSR Corridor ID: County Map Ref..: I0 Latitude: Longitude: LatlLong Source: Quiet Zone: Private Crossing Information: Category: Specify Signs: Public Access: Specify Signals: STIRR A STIRR B STIRR C STIRR D Railroad Use: State Use: Narrative: Emergency Contact: Railroad Contact: State Contact: (651) Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Yes Total Trains: 0 Total Switching: 0 Day Thru: 0 Typical Speed Range Over Crossing: From I to 40 mph Maximum Time Table Speed: 40 Type and Number of Tracks: Main: I Other 0 Specify: Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

118 U.S. DOT - CROSSING INVENTORY INFORMA-TION Crossing J Continued Effective Begin-Date of Record: 04/04/04 Part Ill: Traffic Control Device lnformation Current Record Signs: Crossbucks: 2 Advanced Warning: Yes Pavement Markings: Markings Highway Stop Signs: Hump Crossing Sign: Other Signs: 0 Specify: 0 Train Activated Devices: Gates: 0 Mast Mounted FL: 0 Cantilevered FL (Over): 0 Other Flashing Lights: 0 Highway Traffic Signals: 0 Other Train Activated Warning Devices: Channelization: Track Equipped with Train Signals? 4 Quad or Full Barrier: Total Number FL Pairs: 0 Cantilevered FL (t over): 0 Specify Other Flashing Lights: Wigwags: 0 Bells: 0 Special Warning Devices t Train Activated: Type of Train Detection: ne Traffic Light Interconnection/Preemption: Part IV: Physical Characteristics Type of Development: Residential Number of Traffic Lanes Crossing Railroad: 2 Is Highway Paved? Crossing Surface: Timber Smallest Crossing Angle: Are Truck Pullout Lanes Present? If Other: 60 to 90 Degrees Nearby Intersecting Highway? Does Track Run Down a Street? Less than 75 feet Is it Signalized? Is Crossing Illuminated? Is Commercial Power Available? Yes Part V: Highway lnformation Highway System: n-federal-aid Is Crossing on State Highway System: Annual Average Daily Traffic (AADT): Estimated Percent Trucks: I0 Posted Highway Speed: 0 Functional Classification of Road at Crossing: AADT Year: 1988 Avg. of School Buses per Day: 4 Rural Local

119 U.S. DOT - CROSSING INVENTORY INFORMATIOIV AS OF 2/7/2006 Crossing.: R Update Reason: Changed Crossing Effective Begin-Date of Record: 04/04/04 Railroad: ICE Iowa Chicago and Eastern RR Corp. PCE] Current Record Initiating Agency Sfafe Type and Position: Public Af Grade Part I Location and Classification of Crossing Division: Subdivision: Branch or Line Name: HEARTLAND AUSTIN Railroad Milepost: RailRoad I.D..: Nearest RR Timetable Stn: Parent Railroad: Crossing Owner: ENS Sign Installed: Passenger Service: Avg Passenger Train Count: 0 Adjacent Crossing with Separate Number: BIXBY State: MN County: STEELE City: Near OWATONNA Street or Road Name: Highway Type 8.: CSAH 14 HSR Corridor ID: County Map Ref..: I1 Latitude: Longitude: LaULong Source: Quiet Zone: Private Crossing Information: Category: Specify Signs: Public Access: Specify Signals: STlRR A STIRR B STIRR C STIRR D Railroad Use: State Use: Narrative: Emergency Contact: Railroad Contact: State Contact: (651) Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Total Trains: 2 Total Switching: 0 Day Thru: 2 Typical Speed Range Over Crossing: From I to 49 mph Maximum Time Table Speed: 49 Type and Number of Tracks: Main: I Other 1 Specify: SIDE Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

120 U.S. DOT - CROSSING INVENTORY IhIFORMATION Crossing R Continued Effective Begin-Date of Record: 04/04/04 Part Ill: Traffic Control Device lnformation Current Record Signs: Crossbucks: 2 Advanced Warning: Pavement Markings: Train Activated Devices: Gates: 0 Mast Mounted FL: 0 Cantilevered FL (Over): 0 Other Flashing Lights: 0 Highway Traffic Signals: 0 Other Train Activated Warning Devices: Channelization: Track Equipped with Train Signals? Markings Highway Stop Signs: 2 Hump Crossing Sign: Other Signs: 2 Specify: 2 TRACKS 4 Quad or Full Barrier: Total Number FL Pairs: Cantilevered FL (t over): Specify Other Flashing Lights: Wigwags: 0 Bells: Special Warning Devices t Train Activated: Type of Train Detection: Traffic Light lnterconnectionlpreemption: 0 ne Part IV: Physical Characteristics Type of Development: Number of Traffic Lanes Crossing Railroad: 2 Is Highway Paved? Crossing Surface: Residential Yes Asphalt Smallest Crossing Angle: Are Truck Pullout Lanes Present? If Other: 60 to 90 Degrees Nearby Intersecting Highway? Does Track Run Down a Street? Less than 75 feet Is it Signalized? Is Crossing Illuminated? Is Commercial Power Available? Yes Part V: Highway lnformation Highway System: Is Crossing on State Highway System: Other FA Highway - t NHS Functional Classification of Road at Crossing: Annual Average Daily Traffic 000,55 (AADT): Estimated Percent Trucks: 10 Posted Highway Speed: 0 AADT Year: 1988 Avg. of School Buses per Day: 2 Rural Minor Collector

121 U.S. DOT - CROSSING INVENTORY INFORMATION AS OF 2/7/2006 Crossing.: P Update Reason: Changed Crossing Effective Begin-Date of Record: 04/04/05 Railroad: ICE Iowa Chicago and Eastern RR Corp. [ICE] Current Record Initiating Agency State Type and Positiion: Public At Grade Part I Location and Classification of Crossing Division: HEARTLAND Subdivision: A US TIN Branch or Line Name: Railroad Milepost: RailRoad I.D..: Nearest RR Timetable Stn: PRATT Parent Railroad: Crossing Owner: ENS Sign Installed: Passenger Service: ne Avg Passenger Train Count: 0 Adjacent Crossing with Separate Number: Private Crossing Information: State: County: City: Near Street or Road Name: Highway Type &.: HSR Corridor ID: County Map Ref..: Latitude: Longitude: LatILong Source: Quiet Zone: MN STEELE 0 WA TONNA CSAH 6 CSAH 6 Category: Specify Signs: Public Access: Specify Signals: STIRR A STIRR B STIRR C STIRR D Railroad Use: State Use: Narrative: Emergency Contact: Railroad Contact: State Contact: (651) Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Yes Total Trains: 0 Total Switching: 0 Day Thru: 0 Typical Speed Range Over Crossing: From I to 40 mph Maximum Time Table Speed: 40 Type and Number of Tracks: Main: I Other 0 Specify: Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

122 U.S. DOT - CROSSING INVENTORY IhlFORMATlON Crossing P Continued Effective Begin-Date of Record: 04/04/05 Part Ill: Trafic Control Device lnformation Current Record Signs: Crossbucks: 2 Highway Stop Signs: Advanced Warning: Yes Hump Crossing Sign: Pavement Markings: RR Xing Symbols Other Signs: 0 Specify: 0 Train Activated Devices: Gates: Mast Mounted FL: Cantilevered FL (Over): Other Flashing Lights: Highway Traffic Signals: Other Train Activated Warning Devices: Channelization: Track Equipped with Train Signals? 4 Quad or Full Barrier: Total Number FL Pairs: Cantilevered FL (t over): Specify Other Flashing Lights: Wigwags: 0 Bells: Special Warning Devices t Train Activated: Type of Train Detection: ne Traffic Light lnterconnectionlpreemption: Part IV: Physical Characteristics Type of Development: Open Space Number of Traffic Lanes Crossing Railroad: 2 Is Highway Paved? Yes Crossing Surface: Timber Smallest Crossing Angle: Are Truck Pullout Lanes Present? If Other: 30 to 59 Degrees Nearby Intersecting Highway? Does Track Run Down a Street? Less than 75 feet Is it Signalized? Is Crossing Illuminated? Is Commercial Power Available? Yes Part V: Highway lnformation Highway System: Is Crossing on State Highway System: Other FA Highway - t NHS Functional Classification of Road at Crossing: Annual Average Daily Traffic (AADT): AADT Year: Estimated Percent Trucks: 10 Avg. of School Buses per Day: Posted Highway Speed: 55 Rural Minor Collector

123 U.S. DOT - CROSSING INVENTORY INFORMATION AS OF 2/7/2006 Crossing.: W Update Reason: Changed Crossing Effective Begin-Date of Record: 04/04/04 Railroad: ICE Iowa Chicago and Eastern RR Corp. [ICE] Current Record Initiating Agency State Type and Positiion: Public At Grade Part I Location and Classification of Crossing Division: Subdivision: Branch or Line Name: HEARTLAND AUSTIN Railroad Milepost: RailRoad I.D..: Nearest RR Timetable Stn: Parent Railroad: Crossing Owner: ENS Sign Installed: Passenger Service: Avg Passenger Train Count: 0 Adjacent Crossing with Separate Number: PRATT State: MN County: STEELE City: Near OWA TONNA Street or Road Name: Highway Type &.: CR 59 HSR Corridor ID: County Map Ref..: 14 Latitude: Longitude: LaffLong Source: Quiet Zone: Private Crossing Information: Category: Specify Signs: Public Access: Specify Signals: STIRR A STIRR B STIRR C STIRR D Railroad Use: State Use: Narrative: Emergency Contact: Railroad Contact: State Contact: (651) Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Yes Total Trains: 0 Total Switching: 0 Day Thru: 0 Typical Speed Range Over Crossing: From I to 40 mph Maximum Time Table Speed: 40 Type and Number of Tracks: Main: 1 Other 0 Specify: Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

124 U.S. DOT - CROSSING INVENTORY INFORMA-TION Crossing W Continued Effective Begin-Date of Record: 04/04/04 Part Ill: Traffic Control Device lnformation Current Record Signs: Crossbucks: 2 Advanced Warning: Yes Pavement Markings: Markings Highway Stop Signs: 2 Hump Crossing Sign: Other Signs: 0 Specify: 0 Train Activated Devices: Gates: Mast Mounted FL: Cantilevered FL (Over): Other Flashing Lights: Highway Traffic Signals: Other Train Activated Warning Devices: Channelization: Track Equipped with Train Signals? 4 Quad or Full Barrier: Total Number FL Pairs: 0 Cantilevered FL (t over): 0 Specify Other Flashing Lights: Wigwags: 0 Bells: Special Warning Devices t Train Activated: Type of Train Detection: Traffic Light InterconnectionlPreemption: ne Part IV: Physical Characteristics Type of Development: Number of Traffic Lanes Crossing Railroad: 2 Is Highway Paved? Crossing Surface: Residential Timber Smallest Crossing Angle: Are Truck Pullout Lanes Present? If Other: 60 to 90 Degrees Nearby Intersecting Highway? Does Track Run Down a Street? Less than 75 feet Is it Signalized? Is Crossing Illuminated? Is Commercial Power Available? Yes Part V: Highway lnformation Highway System: Is Crossing on State Highway System: n-federal-aid Annual Average Daily Traffic (AADT): Estimated Percent Trucks: 10 Posted Highway Speed: 0 Functional Classification of Road at Crossing: AADT Year: 1988 Avg. of School Buses per Day: 0 Rural Local

125 U.S. DOT - CROSSING INVENTORY INFORMATION AS OF 2/7/2006 Crossing.: K Update Reason: Changed Crossing Effective Begin-Date of Record: 04/04/04 Railroad: ICE Iowa Chicago and Easfern RR Corp. [ICE] Currenf Record Initiating Agency Sfafe Type and Positiion: Public Af Grade Part I Location and Classification of Crossing Division: HEARTLAND Subdivision: A USTIN Branch or Line Name: Railroad Milepost: RailRoad I.D..: Nearest RR Timetable Stn: PRATT Parent Railroad: Crossing Owner: ENS Sign Installed: Passenger Service: Avg Passenger Train Count: 0 Adjacent Crossing with Separate Number: State: MN County: STEELE City: Near OWA TONNA Street or Road Name: Highway Type &.: T-721 HSR Corridor ID: County Map Ref..: 16 Latitude: Longitude: LatILong Source: Quiet Zone: Private Crossing Information: Category: Specify Signs: Public Access: Specify Signals: STlRR A STIRR B STIRR C STIRR D Railroad Use: State Use: Narrative: Emergency Contact: Railroad Contact: State Contact: (651) Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Yes Total Trains: 0 Total Switching: 0 Day Thru: 0 Typical Speed Range Over Crossing: From 1 to 40 mph Maximum Time Table Speed: 40 Type and Number of Tracks: Main: I Other 0 Specify: Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

126 U.S. DOT - CROSSING IIVVENTORY INFORMATION Crossing K Continued Effective Begin-Date of Record: 04/04/04 Part Ill: Traffic Control Device lnformation Current Record Signs: Crossbucks: 2 Highway Stop Signs: I Advanced Warning: Yes Hump Crossing Sign: Pavement Markings: Markings Other Signs: 0 Specify: 0 Train Activated Devices: Gates: Mast Mounted FL: Cantilevered FL (Over): Other Flashing Lights: Highway Traffic Signals: Other Train Activated Warning Devices: Channelization: Track Equipped with Train Signals? 4 Quad or Full Barrier: Total Number FL Pairs: Cantilevered FL (t over): Specify Other Flashing Lights: Wigwags: 0 Bells: Special Warning Devices t Train Activated: Type of Train Detection: Traffic Light InterwnnectionlPreemption: ne Part IV: Physical Characteristics Type of Development: Commercial Number of Traffic Lanes Crossing Railroad: 2 Is Highway Paved? Crossing Surface: Timber Smallest Crossing Angle: Are Truck Pullout Lanes Present? If Other: 60 to 90 Degrees Nearby Intersecting Highway? Does Track Run Down a Street? Less than 75 feet Is it Signalized? Is Crossing Illuminated? Is Commercial Power Available? Yes Part V: Highway lnformation Highway System: n-federal-aid Is Crossing on State Highway System: Annual Average Daily Traffic (AADT): Estimated Percent Trucks: 10 Posted Highway Speed: 0 Functional Classification of Road at Crossing: AADT Year: Avg. of School Buses per Day: Rural Local

127 U.S. DOT - CROSSING INVENTORY INFORMATION AS OF 2/7/2006 Crossing.: M Update Reason: Changed Crossing Effective Begin-Date of Record: 04/04/04 Railroad: ICE Iowa Chicago and Eastern RR Corp. [ICE ] Current Record Initiating Agency Sfafe Type and Positiion: Public Af Grade Part I Location and Classification of Crossing Division: Subdivision: Branch or Line Name: HEARTLAND AUSTIN Railroad Milepost: RailRoad I.D..: Nearest RR Timetable Stn: Parent Railroad: Crossing Owner: ENS Sign Installed: Passenger Service: Avg Passenger Train Count: 0 Adjacent Crossing with Separate Number: Private Crossing Information: OWATONNA State: County: City: In Street or Road Name: Highway Type &.: HSR Corridor ID: County Map Ref..: Latitude: Longitude: LatlLong Source: Quiet Zone: MN STEELE OWATONNA HAVANA ROAD COU 71 Category: Specify Signs: Public Access: Specify Signals: STIRR A STlRR B STIRR C STIRR D Railroad Use: State Use: Narrative: Emergency Contact: Railroad Contact: State Contact: (651) Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Total Trains: 2 Total Switching: 0 Day Thru: 2 Typical Speed Range Over Crossing: From I to 49 mph Maximum Time Table Speed: 49 Type and Number of Tracks: Main: I Other 0 Specify: Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

128 U.S. DOT - CROSSING INVENTORY INFORMATION Crossing M Continued Effective Begin-Date of Record: 04/04/04 Part Ill: Traffic Control Device lnformation Signs: Current Record Crossbucks: 2 Highway Stop Signs: 0 Advanced Warning: Yes Hump Crossing Sign: Pavement Markings: Stop Lines and RR Xing Other Signs: 0 Specify: Symbols 0 Train Activated Devices: Gates: 0 Mast Mounted FL: 0 Cantilevered FL (Over): 0 Other Flashing Lights: 0 Highway Traffic Signals: 0 Other Train Activated Warning Devices: Channelization: Track Equipped with Train Signals? 4 Quad or Full Barrier: Total Number FL Pairs: 0 Cantilevered FL (t over): 0 Specify Other Flashing Lights: Wigwags: 0 Bells: Special Warning Devices t Train Activated: Type of Train Detection: Traffic Light lnterconnectionlpreemption: ne Part IV: Physical Characteristics Type of Development: Number of Traffic Lanes Crossing Railroad: 2 Is Highway Paved? Crossing Surface: Open Space Yes Asphalt Smallest Crossing Angle: Are Truck Pullout Lanes Present? If Other: 60 to 90 Degrees Nearby Intersecting Highway? Does Track Run Down a Street? Less than 75 feet Is it Signalized? Is Crossing Illuminated? Is Commercial Power Available? Yes Part V: Highway lnformation Highway System: Is Crossing on State Highway System: Annual Average Daily Traffic (AADT): n-federacaid Estimated Percent Trucks: 05 Posted Highway Speed: 0 Functional Classification of Road at Crossing: AADT Year: 1988 Avg. of School Buses per Day: 0 Urban Local

129 U.S. DOT - CROSSING INVENTORY INFORMATION AS OF 2/7/2006 Crossing.: N Update Reason: Changed Crossing Effective Begin-Date of Record: 04/04/04 Railroad: ICE Iowa Chicago and Eastern RR Corp. [ICE] Current Record Initiating Agency State Type and Positiion: Public At Grade Part I Location and Classification of Crossing Division: Subdivision: HEARTLAND AUSTIN Branch or Line Name: Railroad Milepost: RailRoad I.D..: Nearest RR Timetable Stn: OWATONNA Parent Railroad: Crossing Owner: ENS Sign Installed: Passenger Service: Avg Passenger Train Count: 0 Adjacent Crossing with Separate Number: State: MN County: STEELE City: In OWATONNA Street or Road Name: SCHOOL STREET Highway Type &.: HSR Corridor ID: County Map Ref..: 20 Latitude: Longitude: LaffLong Source: Quiet Zone: Private Crossing Information: Category: Specify Signs: Public Access: Specify Signals: STIRR A STIRR B STIRR C STIRR D Railroad Use: State Use: Narrative: Emergency Contact: Railroad Contact: State Contact: (651) Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Total Trains: 2 Total Switching: 0 Day Thru: 2 Typical Speed Range Over Crossing: From I to 49 mph Maximum Time Table Speed: 49 Type and Number of Tracks: Main: I Other 0 Specify: Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

130 U.S. DOT - CROSSING INVENTORY IhlFORMATlON Crossing N Continued Effective Begin-Date of Record: 04/04/04 Part Ill: Traffic Control Device lnformation Current Record Signs: Crossbucks: 2 Advanced Warning: Yes Pavement Markings: Markings Highway Stop Signs: 0 Hump Crossing Sign: Other Signs: 0 Specify: 0 Train Activated Devices: Gates: Mast Mounted FL: Cantilevered FL (Over): Other Flashing Lights: Highway Traffic Signals: Other Train Activated Warning Devices: Channelization: Track Equipped with Train Signals? 4 Quad or Full Barrier: Total Number FL Pairs: Cantilevered FL (t over): Specify Other Flashing Lights: Wigwags: 0 Bells: Special Warning Devices t Train Activated: Type of Train Detection: ne Traffic Light InterconnectionlPreemption: Part IV: Physical Characteristics Type of Development: Commercial Number of Traffic Lanes Crossing Railroad: 2 Is Highway Paved? Yes Crossing Surface: Asphalt Smallest Crossing Angle: Are Truck Pullout Lanes Present? If Other: 30 to 59 Degrees Nearby Intersecting Highway? Does Track Run Down a Street? Less than 75 feet Is it Signalized? Is Crossing Illuminated? Is Commercial Power Available? Yes Part V: Highway lnformation Highway System: n-federal-aid Is Crossing on State Highway System: Annual Average Daily Traffic (AADT): Estimated Percent Trucks: 05 Posted Highway Speed: 0 Functional Classification of Road at Crossing: AADT Year: 1988 Avg. of School Buses per Day: 0 Urban Local

131 U.S. DOT - CROSSING INVENTORY IhlFORMATlON AS OF 2/7/2006 Crossing.: X Update Reason: Changed Crossing Effective Begin-Date of Record: 04/04/04 Railroad: ICE Iowa Chicago and Eastern RR Corp. [ICE] Current Record Initiating Agency State Type and Positiion: Public At Grade Part I Location and Classification of Crossing Division: Subdivision: Branch or Line Name: HEARTLAND A US TIN Railroad Milepost: RailRoad I.D..: Nearest RR Timetable Stn: Parent Railroad: Crossing Owner: ENS Sign Installed: Passenger Service: Avg Passenger Train Count: 0 Adjacent Crossing with Separate Number: Private Crossing Information: OWATONNA State: County: City: In Street or Road Name: Highway Type &.: HSR Corridor ID: County Map Ref..: Latitude: Longitude: LatlLong Source: Quiet Zone: MN STEELE OWA TONNA ROSE STREET COU 19 Category: Specify Signs: Public Access: Specify Signals: Railroad Use: STlRR A STIRR B STlRR C STlRR D State Use: Narrative: Emergency Contact: Railroad Contact: State Contact: (651) Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Total Trains: 2 Total Switching: 0 Day Thru: 2 Typical Speed Range Over Crossing: From I to 49 mph Maximum Time Table Speed: 49 Type and Number of Tracks: Main: I Other I Specify: CN& W Does Another RR Operate a Separate Track at Crossing? Yes: CNW Does Another RR Operate Over Your Track at Crossing?

132 U.S. DOT - CROSSING INVENTORY INFORMATION Crossing X Continued Effective Begin-Date of Record: 04/04/04 Part Ill: Traffic Control Device lnformation Current Record Signs: Crossbucks: 2 Advanced Warning: Pavement Markings: Train Activated Devices: Yes Stop Lines Gates: 2 Mast Mounted FL: 2 Cantilevered FL (Over): 2 Other Flashing Lights: Highway Traffic Signals: 0 Other Train Activated Warning Devices: Channelization: Track Equipped with Train Signals? I Highway Stop Signs: 0 Hump Crossing Sign: Other Signs: 2 Specify: 2 TRACKS 4 Quad or Full Barrier: Total Number FL Pairs: Cantilevered FL (t over): Specify Other Flashing Lights: Wigwags: 0 Bells: Special Warning Devices t Train Activated: Type of Train Detection: Traffic Light Interconnection/Preemption: 0 ne Part IV: Physical Characteristics Type of Development: Number of Traffic Lanes Crossing Railroad: 2 Is Highway Paved? Crossing Surface: Residential Yes Asphalt Smallest Crossing Angle: Are Truck Pullout Lanes Present? If Other: 30 to 59 Degrees Nearby Intersecting Highway? Does Track Run Down a Street? N/A Is it Signalized? Is Crossing Illuminated? Is Commercial Power Available? Yes Part V: Highway lnformation Highway System: Is Crossing on State Highway System: Other FA Highway - t NHS Functional Classification of Road at Crossing: Annual Average Daily Traffic (AADT): Estimated Percent Trucks: 05 Posted Highway Speed: 0 AADT Year: 1988 Avg. of School Buses per Day: 0 Rural Minor Arterial

133 U.S. DOT - CROSSING INVENTORY INFORMATION AS OF 2/7/2006 Crossing.: Update Reason: Changed Crossing Effective Begin-Date of Record: 04/04/04 Railroad: ICE Iowa Chicago and Eastern RR Corp. [ICE] Current Record Initiating Agency Stafe Type and Positiion: Public Af Grade Part I Location and Classification of Crossing Division: Subdivision: Branch or Line Name: HEARTLAND AUSTIN Railroad Milepost: RailRoad I.D..: Nearest RR Timetable Stn: Parent Railroad: Crossing Owner: ENS Sign Installed: Passenger Service: Avg Passenger Train Count: 0 Adjacent Crossing with Separate Number: Private Crossing Information: OWATONNA State: County: City: In Street or Road Name: Highway Type &.: HSR Corridor ID: County Map Ref..: Latitude: Longitude: LaffLong Source: Quiet Zone: MN STEELE 0 WA TONNA 26TH STREET NW CSAH 34 Category: Specify Signs: Public Access: Specify Signals: 'Railroad Use: State Use: STIRR A STIRR D Narrative: Emergency Contact: Railroad Contact: State Contact: (651) Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Total Trains: 2 Total Switching: 0 Day Thru: 2 Typical Speed Range Over Crossing: From 1 to 49 mph Maximum Time Table Speed: 49 Type and Number of Tracks: Main: 1 Other 0 Specify: Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

134 U.S. DOT - CROSSING INVENTORY INFORMATION Crossing B Continued Effective Begin-Date of Record: 04/04/04 Current Record Part Ill: Traffic Control Device lnformation Signs: Crossbucks: 0 Advanced Warning: Yes Pavement Markings: Stop Lines Highway Stop Signs: Hump Crossing Sign: Other Signs: 0 Specify: 0 Train Activated Devices: Gates: 0 Mast Mounted FL: 2 Cantilevered FL (Over): 0 Other Flashing Lights: 0 Highway Traffic Signals: 0 Other Train Activated Warning Devices: Channelization: Track Equipped with Train Signals? 4 Quad or Full Barrier: Total Number FL Pairs: Cantilevered FL (t over): Specify Other Flashing Lights: Wigwags: 0 Bells: Special Warning Devices t Train Activated: Type of Train Detection: Traffic Light lnterconnectionlpreemption: DC/A FO Part IV: Physical Characteristics Type of Development: Number of Traffic Lanes Crossing Railroad: 2 Is Highway Paved? Crossing Surface: Open Space Yes Asphalt Smallest Crossing Angle: Are Truck Pullout Lanes Present? If Other: 60 to 90 Degrees Nearby Intersecting Highway? Does Track Run Down a Street? N/A Is it Signalized? Is Crossing Illuminated? Is Commercial Power Available? Part V: Highway lnformation Highway System: Is Crossing on State Highway System: Other FA Highway - t NHS Functional Classification of Road at Crossing: Annual Average Daily Traffic (AADT): AADT Year: 1988 Estimated Percent Trucks: 05 Posted Highway Speed: 0 Avg. of School Buses per Day: 0 Urban Minor Arterial

135 U.S. DOT - CROSSING INVENTORY INFORMATION AS OF Crossing.: W Update Reason: Changed Crossing Effective Begin-Date of Record: 04/04/04 Railroad: ICE Iowa Chicago and Easfern RR Corp. [ICE] Current Record Initiating Agency State Type and Positiion: Public At Grade Part I Location and Classification of Crossing Division: Subdivision: Branch or Line Name: HEARTLAND A US TIN Railroad Milepost: RailRoad I.D..: Nearest RR Timetable Stn: Parent Railroad: Crossing Owner: ENS Sign Installed: Passenger Service: Avg Passenger Train Count: 0 Adjacent Crossing with Separate Number: MEDFORD State: MN County: STEEL E City: Near MEDFORD Street or Road Name: Highway Type 8.: CR 99 HSR Corridor ID: County Map Ref..: 32 Latitude: Longitude: LatILong Source: Quiet Zone: Private Crossing Information: Category: Specify Signs: Public Access: Specify Signals: STIRR A STIRR B STIRR C STIRR D Railroad Use: State Use: Narrative: Emergency Contact: Railroad Contact: State Contact: (657) Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Yes Total Trains: 0 Total Switching: 0 Day Thru: 0 Typical Speed Range Over Crossing: From 7 to 40 mph Maximum Time Table Speed: 40 Type and Number of Tracks: Main: 7 Other 0 Specify: Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

136 U.S. DOT - CROSSING IIVVENTORY INFORMATION Crossing W Continued Effective Begin-Date of Record: 04/04/04 Part Ill: Traffic Control Device lnformation Current Record Signs: Crossbucks: 2 Advanced Warning: Yes Pavement Markings: Markings Highway Stop Signs: Hump Crossing Sign: Other Signs: 0 Specify: 0 Train Activated Devices: Gates: 0 Mast Mounted FL: 0 Cantilevered FL (Over): 0 Other Flashing Lights: 0 Highway Trafic Signals: 0 Other Train Activated Warning Devices: Channelization: Track Equipped with Train Signals? 4 Quad or Full Barrier: Total Number FL Pairs: 0 Cantilevered FL (t over): 0 Specify Other Flashing Lights: Wigwags: 0 Bells: 0 Special Warning Devices t Train Activated: Type of Train Detection: Trafic Light lnterconnectionlpreemption: ne Part IV: Physical Characteristics Type of Development: Number of Traffic Lanes Crossing Railmad: 2 Is Highway Paved? Crossing Surface: Open Space Timber Smallest Crossing Angle:. Are Truck Pullout Lanes Present? If Other: 60 to 90 Degrees Nearby Intersecting Highway? Does Track Run Down a Street? N/A Is it Signalized? Is Crossing Illuminated? Is Commercial Power Available? Yes Part V: Highway lnformation Highway System: Is Crossing on State Highway System: Other FA Highway - t NHS Functional Classification of Road at Crossing: Annual Average Daily Trafic (AADT): Estimated Percent Trucks: 10 Posted Highway Speed: 0 AADT Year: 1988 Avg. of School Buses per Day: 0 Rural Minor Collector

137 U.S. DOT - CROSSING INVENTORY INFORMATION AS OF 2/7/2006 Crossing.: T Update Reason: Changed Crossing Effective Begin-Date of Record: 04/04/04 Railroad: ICE Iowa Chicago and Eastern RR Corp. [ICE] Current Record Initiating Agency State Type and Positiion: Public At Grade Part I Location and Classification of Crossing Division: Subdivision: Branch or Line Name: HEARTLAND A US TIN Railroad Milepost: RailRoad I.D..: Nearest RR Timetable Stn: Parent Railroad: Crossing Owner: ENS Sign Installed: Passenger Service: Avg Passenger Train Count: 0 Adjacent Crossing with Separate Number: Private Crossing Information: MEDFORD State: County: City: In Street or Road Name: Highway Type &.: HSR Corridor ID: County Map Ref..: Latitude: Longitude: LatILong Source: Quiet Zone: MN STEELE MEDFORD CENTRAL AVE CSAH 12 Category: Specify Signs: Public Access: Specify Signals: STIRR A STIRR B STIRR C STIRR D Railroad Use: State Use: Narrative: Emergency Contact: Railroad Contact: State Contact: (651) Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Total Trains: 2 Total Switching: 0 Day Thru: 2 Typical Speed Range Over Crossing: From 1 to 49 mph Maximum Time Table Speed: 49 Type and Number of Tracks: Main: I Other I Specify: SIDE Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

138 U.S. DOT - CROSSING INVENTORY INFORMATION Crossing T Continued Effective Begin-Date of Record: 04/04/04 Part Ill: Traffic Control Device lnformation Current Record Signs: Crossbucks: 2 Advanced Warning: Pavement Markings: Markings Highway Stop Signs: 2 Hump Crossing Sign: Other Signs: 2 Specify: 2 TRACKS 0 Train Activated Devices: Gates: Mast Mounted FL: Cantilevered FL (Over): Other Flashing Lights: Highway Traffic Signals: Other Train Activated Warning Devices: Channelization: Track Equipped with Train Signals? 4 Quad or Full Barrier: Total Number FL Pairs: Cantilevered FL (t over): Specify Other Flashing Lights: Wigwags: 0 Bells: Special Warning Devices t Train Activated: Type of Train Detection: Traffic Light lnterconnectionlpreemption: ne Part IV: Physical Characteristics Type of Development: Commercial Number of Traffic Lanes Crossing Railroad: 2 Is Highway Paved? Crossing Surface: Yes Asphalt Smallest Crossing Angle: Are Truck Pullout Lanes Present? If Other: 60 to 90 Degrees Nearby Intersecting Highway? Does Track Run Down a Street? Less than 75 feet Is it Signalized? Is Crossing Illuminated? Is Commercial Power Available? Yes Part V: Highway lnformation Highway System: Is Crossing on State Highway System: Annual Average Daily Traffic (AADT): Estimated Percent Trucks: 05 Posted Highway Speed: 0 Other FA Highway - t NHS Functional Classification of Road at Crossing: AADT Year: Avg. of School Buses per Day: Rural Major Collector

139 U.S. DOT - CROSSING INVENTORY INFORMATION AS OF 2/7/2006 Crossing.: V Update Reason: Changed Crossing Effective Begin-Date of Record: 04/01/04 Railroad: SO0 SO0 Line RR Co. [SOO] Current Record Initiating Agency State Type and Positiion: Public RR Over Part I Location and Classification of Crossing Division: Subdivision: Branch or Line Name: ST PAUL SERVIC A US TIN Railroad Milepost: RailRoad I.D..: S-278 Nearest RR Timetable Stn: Parent Railroad: Crossing Owner: ENS Sign Installed: Yes Passenger Service: Avg Passenger Train Count: 0 Adjacent Crossing with Separate Number: MEDFORD State: MN County: STEELE City: Near MEDFORD Street or Road Name: Highway Type &.: CSAH21 HSR Corridor ID: County Map Ref..: L-5574 Latitude: Longitude: LatlLong Source: Quiet Zone: Private Crossing Information: Category: Specify Signs: Public Access: Specify Signals: STIRR A STIRR B STIRR C STIRR D Railroad Use: State Use: Narrative: Emergency Contact: (800) Railroad Contact: State Contact: (651) Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Total Trains: 0 Total Switching: 0 Day Thru: 0 Typical Speed Range Over Crossing: From 0 to 0 mph Maximum Time Table Speed: 0 Type and Number of Tracks: Main: 0 Other 0 Specify: Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

140 U.S. DOT - CROSSING IIVVENTORY INFORMA-TION Crossing V Continued Effective Begin-Date of Record: 04/01/04 Part Ill: Traffic Control Device lnformation Current Record Signs: Crossbucks: 0 Advanced Warning: Pavement Markings: Train Activated Devices: Gates: 0 Mast Mounted FL: 0 Cantilevered FL (Over): 0 Other Flashing Lights: 0 Highway Traftic Signals: 0 Other Train Activated Warning Devices: Channelization: Track Equipped with Train Signals? Highway Stop Signs: Hump Crossing Sign: Other Signs: 0 Specify: 0 4 Quad or Full Barrier: Total Number FL Pairs: Cantilevered FL (t over): Specify Other Flashing Lights: Wigwags: 0 Bells: Special Warning Devices t Train Activated: Type of Train Detection: Traffic Light lnterconnectionlpreemption: Part IV: Physical Characteristics Type of Development: Number of Traffic Lanes Crossing Railroad: Is Highway Paved? Crossing Surface: Nearby Intersecting Highway? Does Track Run Down a Street? Smallest Crossing Angle: Are Truck Pullout Lanes Present? If Other: Is it Signalized? Is Crossing Illuminated? Is Commercial Power Available? Part V: Highway lnformation Highway System: Is Crossing on State Highway System: Annual Average Daily Traffic (AADT): Estimated Percent Trucks: Posted Highway Speed: 0 Functional Classification of Road at Crossing: AADT Year: 1970 Avg. of School Buses per Day: 0

141 U.S. DOT - CROSSING INVENTORY IhlFORMATlON AS OF 2/7/2006 Crossing.: P Update Reason: Changed Crossing Effective Begin-Date of Record: 12/07/05 Railroad: UP Union Pacific RR Co. [UP ] Current Record Initiating Agency Railroad Type and Positiion: Public At Grade Part I Location and Classification of Crossing Division: Subdivision: Branch or Line Name: DES MOINES ALBERT LEA SUB SHORT LINE Railroad Milepost: RailRoad I.D..: Nearest RR Timetable Stn: Parent Railroad: Crossing Owner: ENS Sign Installed: Passenger Service: Avg Passenger Train Count: 0 Adjacent Crossing with Separate Number: Private Crossing Information: ELLENDALE State: County: City: In Street or Road Name: Highway Type &.: HSR Corridor ID: County Map Ref..: Latitude: Longitude: LatILong Source: Quiet Zone: MN STEELE ELLENDALE EIGHTH AVE. CSAH38 20 I Actual Category: Specify Signs: Public Access: Specify Signals: STIRR A STIRR B STIRR C STIRR D Railroad Use: State Use: Narrative: Emergency Contact: (800) Railroad Contact: State Contact: (651) Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Total Trains: 14 Total Switching: 0 Day Thru: 7 Typical Speed Range Over Crossing: From 23 to 46 mph Maximum Time Table Speed: 50 Type and Number of Tracks: Main: I Other I Specify: SIDING Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

142 U.S. DOT - CROSSING INVENTORY INFORMATION Crossing P Continued Effective Begin-Date of Record: 12/07/05 Part Ill: Traffic Control Device lnformation Current Record Signs: Crossbucks: 0 Highway Stop Signs: Advanced Warning: Yes Hump Crossing Sign: Pavement Markings: Stop Lines and RR Xing Other Signs: 0 Specify: Symbols 0 Train Activated Devices: Gates: 2 Mast Mounted FL: 0 Cantilevered FL (Over): 2 Other Flashing Lights: 0 Highway Traffic Signals: 0 Other Train Activated Warning Devices: Channelization: Track Equipped with Train Signals? Yes 4 Quad or Full Barrier: Total Number FL Pairs: Cantilevered FL (t over): Specify Other Flashing Lights: Wigwags: 0 Bells: Special Warning Devices t Train Activated: Type of Train Detection: Traffic Light lnterconnectionlpreemption: DC/AFO Part IV: Physical Characteristics Type of Development: Residential Number of Traffic Lanes Crossing Railroad: 2 Is Highway Paved? Yes Crossing Surface: Asphalt Smallest Crossing Angle: Are Truck Pullout Lanes Present? If Other: 60 to 90 Degrees Nearby Intersecting Highway? Does Track Run Down a Street? Less than 75 feet Is it Signalized? Is Crossing Illuminated? Is Commercial Power Available? Yes Part V: Highway lnformation Highway System: n-federal-aid Is Crossing on State Highway System: Annual Average Daily Traffic (AADT): Estimated Percent Trucks: 05 Posted Highway Speed: 0 Functional Classification of Road at Crossing: AADT Year: Avg. of School Buses per Day: Rural Local

143 U.S. DOT - CROSSING INVENTORY INFORMATION AS OF 2/7/2006 ' Crossing.: C Update Reason: Changed Crossing Effective Begin-Date of Record: 72/07/05 Railroad: UP Union Pacific RR Co. [UP ] Current Record Initiating Agency Railroad Type and Positiion: Public At Grade Part I Location and Classification of Crossing Division: Subdivision: Branch or Line Name: DES MOINES ALBERT LEA SUB SHORT LINE Railroad Milepost: RailRoad I.D..: Nearest RR Timetable Stn: Parent Railroad: Crossing Owner: ENS Sign Installed: Passenger Service: Avg Passenger Train Count: 0 Adjacent Crossing with Separate Number: HOPE Private Crossing Information: State: County: City: Near Street or Road Name: Highway Type &.: HSR Corridor ID: County Map Ref..: Latitude: Longitude: LaffLong Source: Quiet Zone: MN STEELE HOPE SW 708TH ST CSAH Actual Category: Specify Signs: Public Access: Specify Signals: STIRR A STIRR B STIRR C STIRR D Railroad Use: State Use: F7689 Narrative: Emergency Contact: (800) Railroad Contact: State Contact: (657) Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Total Trains: 74 Total Switching: 0 Day Thru: 7 Typical Speed Range Over Crossing: From 7 to 50 mph Maximum Time Table Speed: 50 Type and Number of Tracks: Main: 7 Other 0 Specify: Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

144 U.S. DOT - CROSSING INVENTORY INFORMATION Crossing C Continued Effective Begin-Date of Record: 12/07/05 Part Ill: Traffic Control Device lnformation Signs: Crossbucks: 2 Highway Stop Signs: Current Record Advanced Warning: Yes Hump Crossing Sign: Pavement Markings: Stop Lines and RR Xing Other Signs: 0 Specify: Symbols 0 Train Activated Devices: Gates: 2 Mast Mounted FL: 2 Cantilevered FL (Over): 0 Other Flashing Lights: 0 Highway Traftic Signals: 0 Other Train Activated Warning Devices: Channelization: Track Equipped with Train Signals? Yes 4 Quad or Full Barrier: Total Number FL Pairs: Cantilevered FL (t over): Specify Other Flashing Lights: Wigwags: 0 Bells: Special Warning Devices t Train Activated: Type of Train Detection: Traffic Light Interconnection/Preemption: ne Part IV: Physical Characteristics Type of Development: Open Space Number of Traffic Lanes Crossing Railroad: 2 Is Highway Paved? Yes Crossing Surface: Concrete Smallest Crossing Angle: Are Truck Pullout Lanes Present? If Other: 60 to 90 Degrees Nearby Intersecting Highway? Does Track Run Down a Street? N/A Is it Signalized? Is Crossing Illuminated? Is Commercial Power Available? Part V: Highway lnformation Highway System: Is Crossing on State Highway System: Annual Average Daily Traftic (AADT): Estimated Percent Trucks: 10 Posted Highway Speed: 0 Other FA Highway - t NHS Functional Classification of Road at Crossing: AADT Year: Avg. of School Buses per Day: Rural Major Collector

145 U.S. DOT - CROSSING INVENTORY INFORMATION AS OF 2/7/2006 Crossing.: A Update Reason: Changed Crossing Effective Begin-Date of Record: 01/07/02 Railroad: UP Union Pacific RR Co. [UP ] Current Record Initiating Agency State Type and Positiion: Public At Grade Part I Location and Classification of Crossing Division: DES MOINES Subdivision: 1 I Branch or Line Name: SHORT LINE Railroad Milepost: RailRoad I.D..: Nearest RR Timetable Stn: HOPE Parent Railroad: Crossing Owner: ENS Sign Installed: Passenger Service: Avg Passenger Train Count: 0 Adjacent Crossing with Separate Number: Private Crossing Information: State: County: City: Near Street or Road Name: Highway Type &.: HSR Corridor ID: County Map Ref..: Latitude: Longitude: LatlLong Source: Quiet Zone: MN STEELE HOPE CSAH Actual Category: Specify Signs: Public Access: Specify Signals: STlRR A STlRR B STIRR C STIRR D Railroad Use: State Use: Narrative: Emergency Contact: (800) Railroad Contact: State Contact: (651) Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Total Trains: 8 Total Switching: 0 Day Thru: 7 Typical Speed Range Over Crossing: From I to 50 mph Maximum Time Table Speed: 50 Type and Number of Tracks: Main: I Other 0 Specify: Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

146 U.S. DOT - CROSSllVG INVENTORY INFORMATION Crossing A Continued Effective Begin-Date of Record: 01/07/02 Part Ill: Traffic Control Device lnformation Current Record Signs: Crossbucks: 0 Advanced Warning: Pavement Markings: Train Activated Devices: Yes Gates: 2 Mast Mounted FL: 0 Cantilevered FL (Over): 0 Other Flashing Lights: 0 Highway Traffic Signals: 0 Other Train Activated Warning Devices: Channelization: Track Equipped with Train Signals? Markings ne Yes Highway Stop Signs: 0 Hump Crossing Sign: Other Signs: 0 Specify: 4 Quad or Full Barrier: Total Number FL Pairs: 0 Cantilevered FL (t over): Specify Other Flashing Lights: Wigwags: 0 Bells: 2 Special Warning Devices t Train Activated: Type of Train Detection: Traffic Light Interconnection/Preemption: Constant Warning Time t Interconnected Part IV: Physical Characteristics Type of Development: Number of Traffic Lanes Crossing Railroad: 2 Is Highway Paved? Crossing Surface: Open Space Yes Asphalt Smallest Crossing Angle: Are Truck Pullout Lanes Present? If Other: 60 to 90 Degrees Nearby Intersecting Highway? Does Track Run Down a Street? Less than 75 feet Is it Signalized? Is Crossing Illuminated? Is Commercial Power Available? Yes Part V: Highway lnformation Highway System: Is Crossing on State Highway System: Annual Average Daily Traffic (AADT): Estimated Percent Trucks: I0 Posted Highway Speed: 0 Other FA Highway - t NHS Functional Classification of Road at Crossing: AADT Year: Avg. of School Buses per Day: Rural Minor Collector

147 U.S. DOT - CROSSING INVENTORY INFORMATION AS OF Crossing.: K Update Reason: Changed Crossing Effective Begin-Date of Record: 12/07/05 Railroad: UP Union Pacific RR Co. [UP ] Current Record Initiating Agency Railroad Type and Positiion: Public At Grade Part I Location and Classification of Crossing Division: Subdivision: Branch or Line Name: DES MOINES ALBERT LEA SUB SHORT LINE Railroad Milepost: RailRoad I.D..: Nearest RR Timetable Stn: Parent Railroad: Crossing Owner: ENS Sign Installed: Passenger Service: Avg Passenger Train Count: 0 Adjacent Crossing with Separate Number: HOPE Private Crossing Information: State: County: City: Near Street or Road Name: Highway Type &.: HSR Corridor ID: County Map Ref..: Latitude: Longitude: LatiLong Source: Quiet Zone: MN STEELE HOPE S W 58TH ST CSAH Actual Category: Specify Signs: Public Access: Specify Signals: STIRR A STIRR B STIRR C STIRR D Railroad Use: State Use: F1704 Narrative: Emergency Contact: (800) Railroad Contact: State Contact: Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Total Trains: 14 Total Switching: 0 Day Thru: 7 Typical Speed Range Over Crossing: From 1 to 50 mph Maximum Time Table Speed: 50 Type and Number of Tracks: Main: 1 Other 0 Specify: Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

148 U.S. DOT - CROSSING INVENTORY INFORMATION Crossing K Continued Effective Begin-Date of Record: 12/07/05 Part Ill: Traffic Control Device lnformation Signs: Crossbucks: 2 Highway Stop Signs: Current Record Advanced Warning: Yes Hump Crossing Sign: Pavement Markings: Stop Lines and RR Xing Other Signs: 0 Specify: Symbols 0 Train Activated Devices: Gates: 2 Mast Mounted FL: 2 Cantilevered FL (Over): 0 Other Flashing Lights: 0 Highway Traffic Signals: 0 Other Train Activated Warning Devices: Channelization: Track Equipped with Train Signals? Yes 4 Quad or Full Barrier: Total Number FL Pairs: Cantilevered FL (t over): Specify Other Flashing Lights: Wigwags: 0 Bells: Special Warning Devices t Train Activated: Type of Train Detection: Traffic Light Interconnection/Preemption: ne Part IV: Physical Characteristics Type of Development: Open Space Number of Traffic Lanes Crossing Railroad: 2 Is Highway Paved? Yes Crossing Surface: Concrete Smallest Crossing Angle: Are Truck Pullout Lanes Present? If Other: 60 to 90 Degrees Nearby Intersecting Highway? Does Track Run Down a Street? Less than 75 feet Is it Signalized? Is Crossing Illuminated? Is Commercial Power Available? Yes Part V: Highway lnformation Highway System: Other FA Highway - t NHS Functional Classification of Is Crossing on State Road at Crossing: Rural Minor Collector Highway System: Annual Average Daily Traffic (AADT): AADT Year: 1998 Estimated Percent Trucks: I0 Avg. of School Buses per Day: I0 Posted Highway Speed: 0

149 U.S. DOT - CROSSING INVENTORY INFORMATIOIV AS OF 2/7/2006 Crossing.: C Update Reason: Changed Crossing Effective Begin-Date of Record: 12/07/05 Railroad: UP Union Pacific RR Co. [UP ] Current Record Initiating Agency Railroad Type and Positiion: Public At Grade Part I Location and Classification of Crossing Division: DES MOINES Subdivision: ALBERT LEA SUB Branch or Line Name: SHORT LINE Railroad Milepost: RailRoad I.D..: Nearest RR Timetable Stn: OWATONNA Parent Railroad: Crossing Owner: ENS Sign Installed: Passenger Service: Avg Passenger Train Count: 0 Adjacent Crossing with Separate Number: Private Crossing Information: State: County: City: Near Street or Road Name: Highway Type &.: HSR Corridor ID: County Map Ref..: Latitude: Longitude: LaffLong Source: Quiet Zone: MN STEELE HOPE 28TH ST SW CSAH Actual Category: Specify Signs: Public Access: Specify Signals: STIRR A STIRR B STIRR C STIRR D Railroad Use: State Use: Narrative: Emergency Contact: (800) Railroad Contact: State Contact: (651) Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Total Trains: 14 Total Switching: 0 Day Thru: 7 Typical Speed Range Over Crossing: From I to 44 mph Maximum Time Table Speed: 44 Type and Number of Tracks: Main: I Other 0 Specify: Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

150 U.S. DOT - CROSSING INVENTORY INFORMA-TION Crossing C Continued Effective Begin-Date of Record: 12/07/05 Part Ill: Traffic Control Device lnformation Signs: Current Record Crossbucks: 0 Highway Stop Signs: 0 Advanced Warning: Yes Hump Crossing Sign: Pavement Markings: Stop Lines and RR Xing Other Signs: 0 Specify: Symbols 0 Train Activated Devices: Gates: 0 Mast Mounted FL: 2 Cantilevered FL (Over): 0 Other Flashing Lights: 0 Highway Traffic Signals: 0 Other Train Activated Warning Devices: Channelization: Track Equipped with Train Signals? Yes 4 Quad or Full Barrier: Total Number FL Pairs: 0 Cantilevered FL (t over): 0 Specify Other Flashing Lights: Wigwags: 0 Bells: 1 Special Warning Devices t Train Activated: Type of Train Detection: Constant Warning Time Traffic Light lnterconnectionlpreemption: Part IV: Physical Characteristics Type of Development: Number of Traffic Lanes Crossing Railroad: 2 Is Highway Paved? Crossing Surface: Open Space Yes Timber Smallest Crossing Angle: Are Truck Pullout Lanes Present? If Other: 60 to 90 Degrees Nearby Intersecting Highway? Does Track Run Down a Street? N/A Is it Signalized? Is Crossing Illuminated? Is Commercial Power Available? Yes Part V: Highway lnformation Highway System: Is Crossing on State Highway System: n-federal-aid Annual Average Daily Traffic (AADT): Estimated Percent Trucks: 10 Posted Highway Speed: 0 Functional Classification of Road at Crossing: AADT Year: 1988 Avg. of School Buses per Day: 12 Rural Minor Collector

151 U.S. DOT - CROSSING INVENTORY INFORMATION AS OF 2/7/2006 Crossing.: H Update Reason: New Crossing Effective Begin-Date of Record: 01/01/70 Railroad: UP Union Pacific RR Co. [UP ] Current Record Initiating Agency State Type and Positiion: Public RR Under Part I Location and Classification of Crossing Division: Subdivision: Branch or Line Name: DES MOINES SHORT LINE Railroad Milepost: RailRoad I.D..: Nearest RR Timetable Stn: Parent Railroad: Crossing Owner: ENS Sign Installed: Passenger Sewice: Avg Passenger Train Count: 0 Adjacent Crossing with Separate Number: OWATONNA State: MN County: STEELE City: In OWATONNA Street or Road Name: HOFFMAN DR Highway Type &.: HSR Corridor ID: County Map Ref..: Latitude: Longitude: LatILong Source: Quiet Zone: Private Crossing Information: Category: Specify Signs: Public Access: Specify Signals: STlRR A STIRR B STIRR C STIRR D Railroad Use: State Use: Narrative: Emergency Contact: (800) Railroad Contact: State Contact: (651) Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Total Trains: 0 Total Switching: 0 Day Thru: 0 Typical Speed Range Over Crossing: From 0 to 0 mph Maximum Time Table Speed: 0 Type and Number of Tracks: Main: 0 Other 0 Specify: Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

152 U.S. DOT - CROSSING INVENTORY INFORMATION Crossing ~ Continued Part Ill: Traffic Control Device lnformation Effective Begin-Date of Record: 01/01/70 Current Record Signs: Crossbucks: 0 Advanced Warning: Pavement Markings: Train Activated Devices: Gates: 0 Mast Mounted FL: 0 Cantilevered FL (Over): 0 Other Flashing Lights: 0 Highway Traffic Signals: 0 Other Train Activated Warning Devices: Channelization: Track Equipped with Train Signals? Highway Stop Signs: Hump Crossing Sign: Other Signs: 0 Specify: 0 4 Quad or Full Barrier: Total Number FL Pairs: Cantilevered FL (t over): Specify Other Flashing Lights: Wigwags: 0 Bells: Special Warning Devices t Train Activated: Type of Train Detection: Traffic Light Interconnection/Preemption: Part IV: Physical Characteristics Type of Development: Number of Traffic Lanes Crossing Railroad: Is Highway Paved? Crossing Surface: Nearby Intersecting Highway? Does Track Run Down a Street? Smallest Crossing Angle: Are Truck Pullout Lanes Present? If Other: Is it Signalized? Is Crossing Illuminated? Is Commercial Power Available? Part V: Highway lnformation Highway System: Is Crossing on State Highway System: Annual Average Daily Traffic (AADT): Estimated Percent Trucks: Posted Highway Speed: 0 Functional Classification of Road at Crossing: AADT Year: 1970 Avg. of School Buses per Day: 0

153 U.S. DOT - CROSSING INVENTORY INFORMATION AS OF 2/7/2006 Crossing.: D Update Reason: Changed Crossing Effective Begin-Date of Record: 12/07/05 Railroad: UP Union Pacific RR Co. [UP ] Current Record Initiating Agency Railroad Type and Positiion: Public At Grade Part I Location and Classification of Crossing Division: Subdivision: Branch or Line Name: Railroad Milepost: RailRoad I.D..: Nearest RR Timetable Stn: Parent Railroad: Crossing Owner: ENS Sign Installed: Passenger Service: Avg Passenger Train Count: Adjacent Crossing with Separate Number: DES MOINES ALBERT LEA SUB SHORT LINE OWATONNA ne 0 State: County: City: In Street or Road Name: Highway Type &.: HSR Corridor ID: County Map Ref..: Latitude: Longitude: LatILong Source: Quiet Zone: MN STEELE OWATONNA 26TH ST NW CSAH C Actual Private Crossing Information: Category: Specify Signs: Public Access: Spectfy Signals: STlRR A STIRR B STIRR C STIRR D Railroad Use: State Use: F1073 Narrative: Emergency Contact: (800) Railroad Contact: State Contact: (651) Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Total Trains: 14 Total Switching: 0 Day Thru: 7 Typical Speed Range Over Crossing: From 1 to 50 mph Maximum Time Table Speed: 50 Type and Number of Tracks: Main: I Other 0 Specify: Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

154 U.S. DOT - CROSSING INVENTORY INFORMATION Crossing Continued Effective Begin-Date of Record: 12/07/05 Part Ill: Traffic Control Device lnformation Current Record Signs: Crossbucks: 0 Highway Stop Signs: 0 Advanced Warning: Yes Hump Crossing Sign: Pavement Markings: Stop Lines and RR Xing Other Signs: 2 Specify: OTHRSTPSGN Symbols 0 Train Activated Devices: Gates: 2 Mast Mounted FL: 0 Cantilevered FL (Over): 2 Other Flashing Lights: 0 Highway Traffic Signals: 0 Other Train Activated Warning Devices: Channelization: Track Equipped with Train Signals? ne Yes 4 Quad or Full Barrier: Total Number FL Pairs: Cantilevered FL (t over): Specify Other Flashing Lights: Wigwags: 0 Bells: 2 Special Warning Devices t Train Activated: Type of Train Detection: Constant Warning Time Traffic Light t Interconnected Interconnection/Preemption: Part IV: Physical Characteristics Type of Development: Number of Traffic Lanes Crossing Railroad: Is Highway Paved? Crossing Surface: Open Space 2 Yes Concrete Smallest Crossing Angle: Are Truck Pullout Lanes Present? If Other: 60 to 90 Degrees Nearby Intersecting Highway? Does Track Run Down a Street? Less than 75 feet Is it Signalized? Is Crossing Illuminated? Is Commercial Power Available? Yes Part V: Highway lnformation Highway System: Is Crossing on State Highway System: n-federal-aid Annual Average Daily Traffic (AADT): Estimated Percent Trucks: 05 Posted Highway Speed: 55 Functional Classification of Road at Crossing: AADT Year: 1988 Avg. of School Buses per Day: 36 Urban Minor Arterial

155 U.S. DOT - CROSSING INVENTORY INFORMATION AS OF Crossing.: Y Update Reason: Changed Crossing Effective Begin-Date of Record: 12/07/05 Railroad: UP Union Pacific RR Co. [UP ] Current Record Initiating Agency Railroad Type and Positiion: Public At Grade Part I Location and Classification of Crossing Division: Subdivision: Branch or Line Name: DES MOINES ALBERT LEA SUB SHORT LINE Railroad Milepost: RailRoad I.D..: Nearest RR Timetable Stn: Parent Railroad: Crossing Owner: ENS Sign Installed: Passenger Service: Yes Avg Passenger Train Count: 0 Adjacent Crossing with Separate Number: Private Crossing Information: State: County: City: Near Street or Road Name: Highway Type &.: HSR Corridor ID: County Map Ref..: Latitude: Longitude: LatlLong Source: Quiet Zone: MN STEELE OWATONNA NW50TH ST CSAH Actual Category: Specify Signs: Public Access: Specify Signals: STIRR A STIRR B STIRR C STIRR D Railroad Use: State Use: Narrative: Emergency Contact: (800) Railroad Contact: State Contact: (651) Part ll Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Total Trains: 14 Total Switching: 0 Day Thru: 7 Typical Speed Range Over Crossing: From 1 to 50 mph Maximum Time Table Speed: 50 Type and Number of Tracks: Main: 1 Other 0 Specify: Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

156 U.S. DOT - CROSSING INVENTORY INFORMATION Crossing Y Continued Effective Begin-Date of Record: 12/07/05 Part Ill: Traffic Control Device lnformation Signs: Crossbucks: 2 Highway Stop Signs: Current Record Advanced Warning: Yes Hump Crossing Sign: Pavement Markings: Stop Lines and RR Xing Other Signs: 0 Specify: Symbols 0 Train Activated Devices: Gates: 0 Mast Mounted FL: 0 Cantilevered FL (Over): 0 Other Flashing Lights: 0 Highway Traffic Signals: 0 Other Train Activated Warning Devices: 4 Quad or Full Barrier: Total Number FL Pairs: Cantilevered FL (t over): Specify Other Flashing Lights: Wigwags: 0 Bells: Special Warning Devices t Train Activated: Channelization: Type of Train Detection: ne Track Equipped with Train Signals? Yes Traffic Light lnterconnectionlpreemption: Part IV: Physical Characteristics Type of Development: Open Space Smallest Crossing Angle: 60 to 90 Degrees Number of Traffic Lanes Crossing Railroad: 1 Is Highway,Paved? Yes Crossing Surface: Timber If Other: Nearby Intersecting Highway? N/A Is it Signalized? Are Truck Pullout Lanes Present? Does Track Run Down a Street? Is Crossing Illuminated? Is Commercial Power Available? Part V: Highway lnformation Highway System: Is Crossing on State Highway System: Annual Average Daily Traffic (AADT): Estimated Percent Trucks: 10 Posted Highway Speed: 0 Other FA Highway - t NHS Functional Classification of Road at Crossing: AADT Year: Avg. of School Buses per Day: 0 Rural Minor Collector

157 U.S. DOT - CROSSING INVENTORY INFORMATION AS OF 2/7/2006 Crossing.: J Update Reason: Changed Crossing Effective Begin-Date of Record: 12/07/05 Railroad: UP Union Pacific RR Co. [UP ] Current Record Initiating Agency Railroad Type and Position: Public At Grade Part I Location and Classification of Crossing Division: DES MOINES State: MN Subdivision: Branch or Line Name: Railroad Milepost: RailRoad I.D..: Nearest RR Timetable Stn: Parent Railroad: Crossing Owner: ENS Sign Installed: ALBERT LEA SUB SHORT LINE MEDFORD County: City: In Street or Road Name: Highway Type &.: HSR Corridor ID: County Map Ref..: Latitude: Longitude: STEELE MEDFORD SECOND AVE NE CSAH# Passenger Service: Avg Passenger Train Count: LatiLong Source: Quiet Zone: Actual Adjacent Crossing with Separate Number: Private Crossing Information: Category: Specify Signs: Public Access: Specify Signals: STIRR A STIRR B STIRR C STIRR D Railroad Use: State Use: F0547 Narrative: Emergency Contact: (800) Railroad Contact: State Contact: (651) Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Total Trains: 14 Total Switching: 0 Day Thru: 7 Typical Speed Range Over Crossing: From 1 to 50 mph Maximum Time Table Speed: 50 Type and Number of Tracks: Main: 1 Other 0 Specify: Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

158 U.S. DOT - CROSSING INVENTORY IhlFORMATlON Crossing J Continued Effective Begin-Date of Record: 12/07/05 Part Ill: Traffic Control Device lnformation Signs: Crossbucks: 0 Highway Stop Signs: Current Record Advanced Warning: Yes Hump Crossing Sign: Pavement Markings: Stop Lines and RR Xing Other Signs: 0 Specify: Symbols 0 Train Activated Devices: Gates: 2 Mast Mounted FL: 2 Cantilevered FL (Over): 2 Other Flashing Lights: 0 Highway Traffic Signals: 0 Other Train Activated Warning Devices: Channelization: Track Equipped with Train Signals? Yes 4 Quad or Full Barrier: Total Number FL Pairs: 0 Cantilevered FL (t over): 0 Specify Other Flashing Lights: Wigwags: 0 Bells: Special Warning Devices t Train Activated: Type of Train Detection: ne Traffic Light Interconnection/Preemption: Part IV: Physical Characteristics Type of Development: Number of Traffic Lanes Crossing Railroad: 3 Is Highway Paved? Crossing Surface: Residential Yes Asphalt Smallest Crossing Angle: Are Truck Pullout Lanes Present? If Other: 0 to 29 Degrees Nearby Intersecting Highway? Does Track Run Down a Street? Less than 75 feet Is it Signalized? Is Crossing Illuminated? Is Commercial Power Available? Yes Part V: Highway lnformation Highway System: Is Crossing on State Highway System: Annual Average Daily Traffic (AADT): Estimated Percent Trucks: 05 Posted Highway Speed: 0 Other FA Highway - t NHS Functional Classification of Road at Crossing: AADT Year: 1988 Avg. of School Buses per Day: 0 Rural Major Collector

159 U.S. DOT - CROSSING INVENTORY INFORMATION AS OF 2/7/2006 Crossing.: P Update Reason: Changed Crossing Effective Begin-Date of Record: 01/03/02 Railroad: DME Dakota, Minnesota 8 Eastern RR [DME] Current Record Initiating Agency State Type and Positiion: Public At Grade Part I Location and Classification of Crossing Division: EASTERN State: MN Subdivision: Branch or Line Name: Railroad Milepost: RailRoad I.D..: Nearest RR Timetable Stn: WASECA MAIN LINE OWATONNA County: City: Near Street or Road Name: Highway Type &.: HSR Corridor ID: STEELE OWATONNA 34TH AVE SE TSP RD Parent Railroad: Crossing Owner: County Map Ref..: Latitude: ENS Sign Installed: Longitude: Passenger Service: Avg Passenger Train Count: LaULong Source: Quiet Zone: Adjacent Crossing with Separate Number: Private Crossing Information: Category: Specify Signs: Public Access: Specify Signals: Railroad Use: STIRR A STIRR B STIRR C STIRR D State Use: Narrative: Emergency Contact: (800) Railroad Contact: State Contact: (651) Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Total Trains: 4 Total Switching: 0 Day Thru: 2 Typical Speed Range Over Crossing: From 20 to 35 mph Maximum Time Table Speed: 35 Type and Number of Tracks: Main: 1 Other 0 Specify: Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

160 U.S. DOT - CROSSING INVENTORY INFORMATION Crossing P Continued Effective Begin-Date of Record: 01/03/02 Part Ill: Traffic Control Device lnformation Current Record Signs: Crossbucks: 2 Advanced Warning: Pavement Markings: Markings Highway Stop Signs: Hump Crossing Sign: Other Signs: 0 Specify: 0 Train Activated Devices: Gates: Mast Mounted FL: Cantilevered FL (Over): Other Flashing Lights: Highway Traffic Signals: Other Train Activated Warning Devices: Channelization: Track Equipped with Train Signals? 4 Quad or Full Barrier: Total Number FL Pairs: Cantilevered FL (t over): Specify Other Flashing Lights: Wigwags: 0 Bells: Special Warning Devices t Train Activated: Type of Train Detection: ne Traffic Light InterconnectionlPreemption: Part IV: Physical Characteristics Type of Development: Open Space Number of Traffic Lanes Crossing Railroad: 2 Is Highway Paved? Crossing Surface: UnConsolidated Smallest Crossing Angle: Are Truck Pullout Lanes Present? If Other: 60 to 90 Degrees Nearby Intersecting Highway? Does Track Run Down a Street? N/A Is it Signalized? Is Crossing Illuminated? Is Commercial Power Available? Part V: Highway lnformation Highway System: n-federal-aid Is Crossing on State Highway System: Annual Average Daily Traffic (AADT): Estimated Percent Trucks: I0 Posted Highway Speed: 0 Functional Classification of Road at Crossing: AADT Year: 1988 Avg. of School Buses per Day: 6 Rural Local

161 U.S. DOT - CROSSING INVENTORY IhlFORMATlON AS OF 2/7/2006 Crossing.: Y Update Reason: Changed Crossing Effective Begin-Date of Record: 01/03/02 Railroad: DME Dakota, Minnesota 8 Eastern RR[DME ] Current Record Initiating Agency State Type and Positiion: Public At Grade Part I Location and Classification of Crossing Division: Subdivision: Branch or Line Name: EASTERN WASECA MAIN LINE Railroad Milepost: RailRoad I.D..: 2810 Nearest RR Timetable Stn: Parent Railroad: Crossing Owner: ENS Sign Installed: Passenger Service: Avg Passenger Train Count: 0 Adjacent Crossing with Separate Number: CLAREMONT State: MN County: STEELE City: Near CLAREMONT Street or Road Name: Highway Type &.: CSAH 16 HSR Corridor ID: County Map Ref..: I01 Latitude: Longitude: LatILong Source: Quiet Zone: Private Crossing Information: Category: Specify Signs: Public Access: Specify Signals: STIRR A STIRR B STIRR C STIRR D Railroad Use: State Use: Narrative: Emergency Contact: (800) Railroad Contact: State Contact: (651) Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Total Trains: 4 Total Switching: 0 Day Thru: 2 Typical Speed Range Over Crossing: From 20 to 35 mph Maximum Time Table Speed: 35 Type and Number of Tracks: Main: 1 Other 0 Specify: Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

162 U.S. DOT - CROSSING INVENTORY INFORMATION Crossing Y Continued Effective Begin-Date of Record: 01/03/02 Part Ill: Traffic Control Device lnformation Current Record Signs: Crossbucks: 2 Advanced Warning: Yes Pavement Markings: Stop Lines Highway Stop Signs: Hump Crossing Sign: Other Signs: 0 Specify: 0 Train Activated Devices: Gates: Mast Mounted FL: Cantilevered FL (Over): Other Flashing Lights: Highway Traffic Signals: Other Train Activated Warning Devices: Channelization: Track Equipped with Train Signals? 4 Quad or Full Barrier: Total Number FL Pairs: Cantilevered FL (t over): Specify Other Flashing Lights: Wigwags: 0 Bells: Special Warning Devices t Train Activated: Type of Train Detection: Traffic Light lnterconnectionlpreemption: ne Part IV: Physical Characteristics Type of Development: Number of Traffic Lanes Crossing Railroad: 2 Is Highway Paved? Crossing Surface: Open Space Yes Asphalt Smallest Crossing Angle: Are Truck Pullout Lanes Present? If Other: 60 to 90 Degrees Nearby Intersecting Highway? Does Track Run Down a Street? N/A Is it Signalized? Is Crossing Illuminated? Is Commercial Power Available? Yes Part V: Highway lnformation Highway System: Is Crossing on State Highway System: n-federal-aid Annual Average Daily Traffic (AADT): Estimated Percent Trucks: Posted Highway Speed: 0 I0 Functional Classification of Road at Crossing: PADT Year: 1988 Avg. of School Buses per Day: 4 Rural Local

163 U.S. DOT - CROSSING INVENTORY INFORMATION AS OF 2/7/2006 Crossing NO.: Update Reason: Changed Crossing Effective Begin-Date of Record: 01/03/02 Railroad: DME Dakota, Minnesota 8 Eastern RR[DME] Current Record Initiating Agency State Type and Positiion: Public At Grade Part I Location and Classification of Crossing Division: Subdivision: Branch or Line Name: EASTERN WASECA MAIN LINE Railroad Milepost: RailRoad I.D..: 2810 Nearest RR Timetable Stn: Parent Railroad: Crossing Owner: ENS Sign Installed: Passenger Sewice: Avg Passenger Train Count: 0 Adjacent Crossing with Separate Number: Private Crossing Information: OWATONNA State: County: City: Near Street or Road Name: Highway Type &.: HSR Corridor ID: County Map Ref..: Latitude: Longitude: LaffLong Source: Quiet Zone: MN STEELE OWATONNA 44TH AVE SE CR 59 Category: Specify Signs: Public Access: Specify Signals: STIRR A STIRR B STIRR C STIRR D Railroad Use: State Use: Narrative: Emergency Contact: (800) Railroad Contact: State Contact: (651) Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Total Trains: 4 Total Switching: 0 Day Thru: 2 Typical Speed Range Over Crossing: From 20 to 35 mph Maximum Time Table Speed: 35 Type and Number of Tracks: Main: 1 Other 0 Specify: Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

164 U.S. DOT - CROSSING INVENTORY INFORMA-I-ION Crossing Continued Effective Begin-Date of Record: 01/03/02 Part Ill: Traffic Control Device lnformation Current Record Signs: Crossbucks: 2 Advanced Warning: Pavement Markings: Markings Highway Stop Signs: Hump Crossing Sign: Other Signs: 0 Specify: 0 Train Activated Devices: Gates: Mast Mounted FL: Cantilevered FL (Over): Other Flashing Lights: Highway Traffic Signals: Other Train Activated Warning Devices: Channelization: Track Equipped with Train Signals? 4 Quad or Full Barrier: Total Number FL Pairs: 0 Cantilevered FL (t over): 0 Specify Other Flashing Lights: Wigwags: 0 Bells: 0 Special Waming Devices t Train Activated: Type of Train Detection: Traffic Light Interconnection/Preemption: ne Part IV: Physical Characteristics Type of Development: Number of Traffic Lanes Crossing Railroad: 2 Is Highway Paved? Crossing Surface: Open Space Yes Asphalt Smallest Crossing Angle: Are Truck Pullout Lanes Present? If Other: 60 to 90 Degrees Nearby Intersecting Highway? Does Track Run Down a Street? Is it Signalized? Is Crossing Illuminated? Is Commercial Power Available? Yes Part V: ~ighway' lnformation Highway System: Is Crossing on State Highway System: n-federal-aid Annual Average Daily Traffic (AADT): Estimated Percent Trucks: 10 Posted Highway Speed: 0 Functional Classification of Road at Crossing: AADT Year: 1988 Avg. of School Buses per Day: 6 Rural Minor Collector

165 U.S. DOT - CROSSllVG INVENTORY INFORMATIOIV AS OF 2/7/2006 Crossing.: H Update Reason: Changed Crossing Effective Begin-Date of Record: 01/03/01 Railroad: DME Dakota, Minnesota & Eastern RR[DME] Current Record Initiating Agency State Type and Positiion: Public At Grade Part I Location and Classification of Crossing Division: Subdivision: Branch or Line Name: EASTERN WASECA MAIN LINE Railroad Milepost: RailRoad I.D..: 2810 Nearest RR Timetable Stn: Parent Railroad: Crossing Owner: ENS Sign Installed: Passenger Service: Avg Passenger Train Count: 0 Adjacent Crossing with Separate Number: OWATONNA State: MN County: STEELE City: Near OWATONNA Street or Road Name: Highway Type 8.: ST C071 HSR Corridor ID: County Map Ref..: 107 Latitude: Longitude: LaULong Source: Quiet Zone: Private Crossing Information: Category: Specify Signs: Public Access: Specify Signals: STIRR A STIRR B STIRR C STIRR D Railroad Use: State Use: Narrative: Emergency Contact: (800) Railroad Contact: State Contact: (651) Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Total Trains: 4 Total Switching: 0 Day Thru: 2 Typical Speed Range Over Crossing: From 20 to 35 mph Maximum Time Table Speed: 35 Type and Number of Tracks: Main: I Other 0 Specify: Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

166 U.S. DOT - CROSSING INVENTORY INFORMATION Crossing H Continued Effective Begin-Date of Record: 01/03/01 Part Ill: Traffic Control Device lnformation Current Record Signs: Crossbucks: 2 Advanced Warning: Yes Pavement Markings: Stop Lines Highway Stop Signs: Hump Crossing Sign: Other Signs: 0 Specify: 0 Train Activated Devices: Gates: 0 Mast Mounted FL: 0 Cantilevered FL (Over): 0 Other Flashing Lights: 0 Highway Traffic Signals: 0 Other Train Activated Warning Devices: Channelization: Track Equipped with Train Signals? 4 Quad or Full Barrier: Total Number FL Pairs: 0 Cantilevered FL (t over): 0 Specify Other Flashing Lights: Wigwags: 0 Bells: 0 Special Waming Devices t Train Activated: Type of Train Detection: Traffic Light InterconnectionlPreemption: ne Part IV: Physical Characteristics Type of Development: Number of Traffic Lanes Crossing Railroad: 2 Is Highway Paved? Crossing Surface: Open Space Yes Asphalt Smallest Crossing Angle: Are Truck Pullout Lanes Present? If Other: 30 to 59 Degrees Nearby Intersecting Highway? Does Track Run Down a Street? N/A Is it Signalized? Is Crossing Illuminated? Is Commercial Power Available? Yes Part V: Highway lnformation Highway System: Is Crossing on State Highway System: n-federal-aid Annual Average Daily Traffic (AADT): Estimated Percent Trucks: 10 Posted Highway Speed: 0 Functional Classification of Road at Crossing: AADT Year: Avg. of School Buses per Day: Rural Local

167 U.S. DOT - CROSSING INVENTORY IhlFORMATlON AS OF 2/7/2006 Crossing.: X Update Reason: New Crossing Effective Begin-Date of Record: 01/01/70 Railroad: DME Dakota, Minnesota & Eastern RR[DME] Current Record Initiating Agency State Type and Position: Public RR Over Part I Location and Classification of Crossing Division: Subdivision: Branch or Line Name: CENTRAL WlNONA WINONA Railroad Milepost: RailRoad I.D..: 2810 Nearest RR Timetable Stn: Parent Railroad: Crossing Owner: ENS Sign Installed: Passenger Service: Avg Passenger Train Count: 0 Adjacent Crossing with Separate Number: OWATONNA State: MN County: STEELE City: In OWATONNA Street or Road Name: Highway Type &.: HSR Corridor ID: County Map Ref..: 6037 Latitude: Longitude: LatlLong Source: Quiet Zone: Private Crossing Information: Category: Specify Signs: Public Access: Specify Signals: Railroad Use: STIRR A STIRR B STIRR C STIRR D State Use: Narrative: Emergency Contact: (800) Railroad Contact: State Contact: (651) Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Total Trains: 0 Total Switching: 0 Day Thru: 0 Typical Speed Range Over Crossing: From 0 to 0 mph Maximum TimeTable Speed: 0 Type and Number of Tracks: Main: 0 Other 0 Specify: Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

168 U.S. DOT - CROSSING INVENTORY INFORMATION Crossing X Continued Effective Begin-Date of Record: 01/01/70 Part Ill: Traffic Control Device lnformation Current Record Signs: Crossbucks: Advanced Warning: Pavement Markings: Train Activated Devices: Gates: Mast Mounted FL: Cantilevered FL (Over): Other Flashing Lights: Highway Traffic Signals: Other Train Activated Warning Devices: Channelization: Track Equipped with Train Signals? Highway Stop Signs: Hump Crossing Sign: Other Signs: 0 Specify: 0 4 Quad or Full Barrier: Total Number FL Pairs: Cantilevered FL (t over): Specify Other Flashing Lights: Wigwags: 0 Bells: Special Warning Devices t Train Activated: Type of Train Detection: Traffic Light InterconnectionlPreemption: Part IV: Physical Characteristics Type of Development: Number of Traffic Lanes Crossing Railroad: Is Highway Paved? Crossing Surface: Nearby Intersecting Highway? Does Track Run Down a Street? Smallest Crossing Angle: Are Truck Pullout Lanes Present? If Other: Is it Signalized? Is Crossing Illuminated? Is Commercial Power Available? Part V: Highway lnformation Highway System: Is Crossing on State Highway System: Annual Average Daily Traffic (AADT): Estimated Percent Trucks: Posted Highway Speed: 0 Functional Classification of Road at Crossing: AADT Year: Avg. of School Buses per Day:

169 U.S. DOT - CROSSING INVENTORY INFORMATION AS OF 2/7/2006 Crossing.: Update Reason: New Crossing Effective Begin-Date of Record: 07/01/70 Railroad: DME Dakota, Minnesota 8 Eastern RR[DME] Current Record Initiating Agency State Type and Positiion: Public RR Over Part I Location and Classification of Crossing Division: Subdivision: Branch or Line Name: NORTHERN WINONA WlNONA Railroad Milepost: RailRoad I.D..: 2810 Nearest RR Timetable Stn: Parent Railroad: Crossing Owner: ENS Sign Installed: Passenger Service: Avg Passenger Train Count: 0 Adjacent Crossing with Separate Number: Private Crossing Information: OWATONNA State: County: City: In Street or Road Name: Highway Type &.: HSR Corridor ID: County Map Ref..: Latitude: Longitude: LatILong Source: Quiet Zone: MN STEELE OWATONNA HOFFMAN DRIVE U.S. 14 Category: Specify Signs: Public Access: Specify Signals: STlRR A STlRR B STIRR C STlRR D Railroad Use: State Use: Narrative: Emergency Contact: (800) Railroad Contact: State Contact: (651) Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Total Trains: 0 Total Switching: 0 Day Thm: 0 Typical Speed Range Over Crossing: From 0 to 0 mph Maximum Time Table Speed: 0 Type and Number of Tracks: Main: 0 Other 0 Specify: Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

170 U.S. DOT - CROSSING INVENTORY INFORMATION Crossing Continued Effective Begin-Date of Record: 01/01/70 Current Record Part Ill: Traffic Control Device lnformation Signs: Crossbucks: 0 Advanced Warning: Pavement Markings: Train Activated Devices: Gates: Mast Mounted FL: Cantilevered FL (Over): Other Flashing Lights: Highway Traffic Signals: Other Train Activated Warning Devices: Channelization: Track Equipped with Train Signals? Highway Stop Signs: Hump Crossing Sign: Other Signs: 0 Specify: 4 Quad or Full Barrier: Total Number FL Pairs: Cantilevered FL (t over): Specify Other Flashing Lights: Wigwags: 0 Bells: Special Warning Devices t Train Activated: Type of Train Detection: Traffic Light lnterconnectionlpreemption: 0 Part IV: Physical Characteristics Type of Development: Number of Traffic Lanes Crossing Railroad: Is Highway Paved? Crossing Surface: Nearby Intersecting Highway? Does Track Run Down a Street? Smallest Crossing Angle: Are Truck Pullout Lanes Present? If Other: Is it Signalized? Is Crossing Illuminated? Is Commercial Power Available? Part V: Highway lnformation Highway System: Is Crossing on State Highway System: Annual Average Daily Traffic (AADT): Estimated Percent Trucks: Posted Highway Speed: 0 Functional Classification of Road at Crossing: AADT Year: Avg. of School Buses per Day:

171 U.S. DOT - CROSSING INVENTORY INFORMATION AS OF 2/7/2006 Crossing.: Y Update Reason: Changed Crossing Effective Begin-Date of Record: 01/07/02 Railroad: DME Dakota, Minnesota 8 Eastern RR[DME] Current Record Initiating Agency State Type and Positiion: Public At Grade Part I Location and Classification of Crossing Division: Subdivision: Branch or Line Name: EASTERN WASECA MAIN LINE Railroad Milepost: RailRoad I.D..: 2810 Nearest RR Timetable Stn: Parent Railroad: Crossing Owner: ENS Sign Installed: Passenger Service: Avg Passenger Train Count: 0 Adjacent Crossing with Separate Number: OWATONNA State: MN County: STEELE City: Near 0 WA TONNA Street or Road Name: Highway Type 8.: CSAH 17 HSR Corridor ID: County Map Ref..: 118 Latitude: Longitude: LatlLong Source: Quiet Zone: Private Crossing Information: Category: Specify Signs: Public Access: Specify Signals: STIRR A STIRR B STlRR C STIRR D Railroad Use: State Use: Narrative: Emergency Contact: (800) Railroad Contact: State Contact: (651) Part I1 Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Total Trains: 4 Total Switching: 0 Day Thru: 2 Typical Speed Range Over Crossing: From 20 to 35 mph Maximum Time Table Speed: 35 Type and Number of Tracks: Main: 1 Other 0 Specify: Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

172 U.S. DOT - CROSSING l WVEIVTORY IN FORMATION Crossing Y Continued Effective Begin-Date of Record: 01/07/02 Part Ill: Traffic Control Device lnformation Current Record Signs: Crossbucks: 2 Advanced Warning: Yes Pavement Markings: Markings Highway Stop Signs: Hump Crossing Sign: Other Signs: 0 Specify: 0 Train Activated Devices: Gates: 0 Mast Mounted FL: 0 4 Quad or Full Barrier: Total Number FL Pairs: 0 Cantilevered FL (Over): 0 Cantilevered FL (t over): 0 Other Flashing Lights: 0 Specify Other Flashing Lights: Highway Traffic Signals: 0 Wigwags: 0 Bells: 0 Other Train Activated Warning Devices: Special Warning Devices t Train Activated: Channelization: Type of Train Detection: ne Track Equipped with Train Signals? Traffic Light lnterconnectionlpreemption: Part IV: Physical Characteristics Type of Development: Open Space Smallest Crossing Angle: 60 to 90 Degrees Number of Traffic Lanes Crossing Railroad: 4 Is Highway Paved? Crossing Surface: Unconsolidated If Other: Are Truck Pullout Lanes Present? Nearby Intersecting Highway? Does Track Run Down a Street? N/A Is it Signalized? Is Crossing Illuminated? Is Commercial Power Available? Yes Part V: Highway lnformation Highway System: n-federal-aid Functional Classification of Is Crossing on State Road at Crossing: Highway System: Annual Average Daily Traffic (AADT): AADT Year: 1988 Estimated Percent Trucks: 10 Posted Highway Speed: 0 Avg. of School Buses per Day: 4 Rural Minor Collector

173 U.S. DOT - CROSSING INVENTORY INFORMATION AS OF 2/7/2006 Crossing.: U Update Reason: Changed Crossing Effective Begin-Date of Record: 01/03/02 Railroad: DME Dakota, Minnesota & Eastern RR [DME] Current Record Initiating Agency State Type and Positiion: Public At Grade Part I Location and Classification of Crossing Division: Subdivision: Branch or Line Name: EASTERN WASECA MAIN LINE Railroad Milepost: RailRoad I.D..: 2810 Nearest RR Timetable Stn: Parent Railroad: Crossing Owner: ENS Sign Installed: Passenger Service: Avg Passenger Train Count: 0 Adjacent Crossing with Separate Number: MERIDEN State: MN County: STEELE City: In MERIDEN Street or Road Name: Highway Type &.: CSAH 18 HSR Corridor ID: County Map Ref..: 120 Latitude: Longitude: LatlLong Source: Quiet Zone: Private Crossing Information: Category: Specify Signs: Public Access: Specify Signals: Railroad Use: STIRR A STIRR B STIRR C STIRR D State Use: Narrative: Emergency Contact: (800) Railroad Contact: State Contact: (651) Part II Railroad Information Number of Daily Train Movements: Less Than One Movement Per Day: Total Trains: 4 Total Switching: 0 Day Thru: 2 Typical Speed Range Over Crossing: From 20 to 35 mph Maximum Time Table Speed: 35 Type and Number of Tracks: Main: I Other 0 Specify: Does Another RR Operate a Separate Track at Crossing? Does Another RR Operate Over Your Track at Crossing?

174 U.S. DOT - CROSSING INVENTORY INFORMATION Crossing U Continued Effective Begin-Date of Record: 01/03/02 Part Ill: Traffic Control Device lnformation Current Record Signs: Crossbucks: 2 Advanced Warning: Pavement Markings: Markings Highway Stop Signs: Hump Crossing Sign: Other Signs: 0 Specify: 0 Train Activated Devices: Gates: Mast Mounted FL: Cantilevered FL (Over): Other Flashing Lights: 4 Quad or Full Barrier: Total Number FL Pairs: Cantilevered FL (t over): Specify Other Flashing Lights: Highway Traffic Signals: Wigwags: 0 Bells: Other Train Activated Warning Devices: Special Warning Devices t Train Activated: Channelization: Type of Train Detection: ne Track Equipped with Train Signals? Traffic Light Interconnection/Preernption: Part IV: Physical Characteristics Type of Development: Number of Traffic Lanes Crossing Railroad: 2 Is Highway Paved? Commercial Yes Crossing Surface: Asphalt If Other: Smallest Crossing Angle: Are Truck Pullout Lanes Present? 60 to 90 Degrees Nearby Intersecting Highway? N/A Is it Signalized? Does Track Run Down a Street? Is Crossing Illuminated? Is Commercial Power Available? Yes Part V: Highway lnformation Highway System: n-federal-aid Functional Classification of Is Crossing on State Road at Crossing: Highway System: Annual Average Daily Traffic (AADT): Estimated Percent Trucks: 10 Posted Highway Speed: 0 AADT Year: 1988 Avg. of School Buses per Day: 10 Rural Minor Collector

175 APPENDIX C Traffic Volume and Roadway Segment Information

176 Table C-1 Traffic Volume Spreadsheet Key Column Number Definition 1 Roadway 2 Segment Termini Beginning and ending locations. 3 Existing Segment Characteristics Func. Class - Functional Class Code Definition PA Principal Arterial PA-U Principal Arterial in Urban Boundary MA Minor Arterial MA-U Minor Arterial in Urban Boundary Maj Coll Major Collector Min Coll Minor Collector Coll-U Collector in Urban Boundary Local Local Street Local-U Local In Urban Boundary Length - Segment length in miles (mi). Posted Speed - In miles per hour (mph). Existing Traffic Lanes - Number of travel lanes. Design Type - Roadway cross-section design. Urban (U) or Rural (R). Code U-1 U-1A U-2 U-3 U-4 U-4A R-1 R-1A R-2 R-3 R-3A R-4 Definition URBAN SECTIONS Two-lane at-grade local urban street at 30 mph. Two-lane at-grade local trunk highway at mph Two-lane at-grade urban arterial street at 30 mph. Four-lane at-grade 30 mph. Expressway at mph. Expressway trunk highway at mph. RURAL SECTIONS Two-lane at-grade at 55 mph. Two-lane trunk highway Two-lane reduced speed and capacity.* Expressway at mph. Expressway trunk highway at mph Freeway *Two-lane rural design highways with limited visibility, poor geometrics and/or poor roadway surface (gravel or poor pavement quality). Volume Threshold (ADT) 8,000 8,000 10,000 24,000 35,000 35,000 14,000 14,000 8,000 45,000 45,000 60,000 4 Historical Average Daily Traffic Volumes N/A - Information not available. Existing volumes based on data from current studies, flow maps, recent traffic counts, or data received from appropriate jurisdictions. Data for each jurisdiction varies on when counts were conducted or available studies. Column Number Definition 5 Historical Annual Growth Annual growth rates were computed using historical information from Column 4 and using the following methods: Endpoints - Annual compounded percentage rate using on old value and the most current available count data. Vehs/Yr - Annual growth based on slope or number of vehicles per year. This rate is based on linear regression analysis. te: Fields noted by N/A had insufficient data to compute growth rate. 6 Volume Group Segments were grouped based on the following: 1 = ADT less than 500 vehicles per day. 2 = ADT from 500 to 1,999 vehicles per day. 3 = ADT from 2,000 to 4,999 vehicles per day. 4 = ADT from 5,000 to 10,000 vehicles per day. 5 = ADT greater than 10,000 per day. 7 Existing Traffic Volume Based on latest available volume data (2003 for CSAH/CR and 2002 for State Hwy) Comparison Volumes Comparison volumes were developed/computed using the following methods: Compound comparison volume using annual compounded percentage rate Slope comparison volume using average number of vehicles per year 1.2%/Year comparison volume using an annual compounded rate of 1 percent. 2.5%/Year comparison volume using an annual compounded rate of 2.5 percent traffic forecast volume from the US Highway 14 Owatonna Beltline Study Forecast Traffic Volume forecast volume Percent Growth - Computed annual compounded rate based on growth of existing traffic volume to 2025 forecast volume. Growth Factor - Ratio of 2025 forecast volume to existing volume. Future Design Type - Same as Existing Design Type (Column 4). Future Functional Class Same as Existing Functional Class (Column 4) except as noted in bold text. 10 Concurrent Sections For roadway sections that are concurrent with another roadway, crash data was attributed to only one of the roadways. Footnotes (A) This segment of CSAH 45 has two lanes in the southbound direction and one lane in the northbound direction with dedicated left-turn lanes at signalized intersections. Because of the extra lane and dedicated turn lanes, its capacity has been increased to 18,000. (B) Traffic volumes on CR 64 were increased. (C) New combined high school and elementary school have increased traffic volumes in this area. te: Column numbers are not sequential because some columns are not shown and are used for analysis only.

177 Table C-1 Traffic Volume Spreadsheet Key Column Number Definition Column Number Definition (D) Staff believes traffic volumes will approach 500 by 2025 due to route continuity and connectivity to Blooming Prairie. (E) Volumes are expected to increase at a higher rate due to projected growth in the area. te: Column numbers are not sequential because some columns are not shown and are used for analysis only.

178 COUNTY HIGHWAYS - TRAFFIC VOLUME INFORMATION Steele County Transportation Plan (9) 2025 Forecast Mn/DOT GIS_ID (1) Roadway (2) TERMINI (3) Existing Characteristics (4) Historical Average Daily Traffic Volumes (5) Annual Growth (7) Recent Existing Existing (8) 2025 Comparison Volumes 2025 (6) Volume 2025 V/C Future Design Growth Future Future Access (10) Number Miles Frequency Days = 1824 Average CR Func. Length Posted Design Endpoints Group Vehs/Yr Volume Design V/C Compound Slope 1%/yr 2.5%/yr Mn/DOT Volume Group Ratio Threshold % Factor Index Design Func. Class Category of Crashes (#/Mile/Yr) Crash Per Design Class Speed Type Threshold Ratio Projections Type Rate Type 1001 MN TH 30 WEST CO LINE TO CSAH 28 MA R-1A % 2 5 1,350 14, ,290 1,470 1,780 2,380 1,470 1, , % 1.1 R-1A MA 5A MN TH 30 CSAH 28 TO WEST ELLENDALE CITY LIMIT MA R-1A % ,700 14, ,240 2,390 2,240 3,000 2,091 2, , % 1.2 R-1A MA 5A MN TH 30 WEST ELLENDALE CITY LIMIT TO CSAH 14 MA R-1A % ,700 14, ,240 2,390 2,240 3,000 2,091 2, , % 1.2 R-1A MA 5C MN TH 30 CSAH 14 TO SW 42ND AVE MA U-1A % ,650 8, ,680 5,090 3,490 4,680 3,235 3, , % 1.2 U-1A MA 5B MN TH 30 SW 42ND AVE TO CSAH 38 MA R-1A % ,000 14, ,520 3,900 3,950 5,290 4,073 4, , % 1.4 R-1A MA 5B MN TH 30 CSAH 38 TO EAST ELLENDALE CITY LIMIT MA R-1A % ,000 14, ,520 3,900 3,950 5,290 4,073 4, , % 1.4 R-1A MA 5B MN TH 30 EAST ELLENDALE CITY LIMIT TO I-35 MA R-1A % ,000 14, ,520 3,900 3,950 5,290 4,380 4, , % 1.5 R-1A MA 5A MN TH 30 I-35 TO CSAH 3 MA R-1A % ,850 14, , ,430 3,260 2,713 2, , % 1.5 R-1A MA 5A MN TH 30 CSAH 3 TO CSAH 45 MA R-1A % 2-9 1,050 14, ,380 1,850 1,453 1, , % 1.4 R-1A MA 5A MN TH 30 CSAH 45 TO SE 34TH AVE MA R-1A % 2-9 1,050 14, ,380 1,850 1,453 1, , % 1.4 R-1A MA 5A MN TH 30 SE 34TH AVE TO CSAH 24 MA R-1A % 2-9 1,050 14, ,380 1,850 1,453 1, , % 1.4 R-1A MA 5A MN TH 30 CSAH 24 TO CSAH 46 MA R-1A % ,050 14, ,380 1,850 1,453 1, , % 1.4 R-1A MA 5A MN TH 30 CSAH 46 TO US TH 218 MA R-1A % ,050 14, ,380 1,850 1,453 1, , % 1.4 R-1A MA 5A MN TH 30 WEST MN TH 30 TO EAST MN TH 30 (Concurrent section with US TH 218) MA U-1A % ,400 8, ,020 9,130 7,100 9,530 9,425 9, , % 1.7 U-1A MA 5C MN TH 30 US TH 218 TO CSAH 42 MA U-1A % ,450 8, ,780 1,700 1,910 2,560 1,853 1, , % 1.3 U-1A MA 5B MN TH 30 CSAH 42 TO EAST CO LINE MA U-1A % ,450 8, ,780 1,700 1,910 2,560 1,853 1, , % 1.3 U-1A MA 5B US 14 I-35 TO CSAH 45 PA U-4A % ,600 35, ,450 17,940 13,950 18,700 13,935 13, , % 1.3 U-4A PA 2A-F US 14 CSAH 45 TO CSAH 6 PA U-4A % ,500 35, ,220 17,650 13,810 18,530 13,490 13, , % 1.3 U-4A PA 2A-F US 14 CSAH 6 TO CSAH 48/US TH 218 PA U-4A % ,100 35, ,790 16,290 13,290 17,820 16,770 16, , % 1.7 U-4A PA 2A-F US 14 CSAH 48/US TH 218 TO SE 34TH AVE PA R-3A % ,600 45, ,620 10,230 8,680 11,650 11,890 11, , % 1.8 R-3A PA 2A US 14 SE 34TH AVE TO CR 59 PA R-3A % ,600 45, ,620 10,230 8,680 11,650 11,890 11, , % 1.8 R-3A PA 2A US 14 CR 59 TO CR 80 PA R-3A % ,600 45, ,620 10,230 8,680 11,650 11,960 11, , % 1.8 R-3A PA 2A US 14 CR 80 TO CSAH 16(SE 84TH AVE) PA R-3A % ,900 45, ,220 11,020 9,080 12,180 11,960 11, , % 1.7 R-3A PA 2A US 14 CSAH 16 TO EAST CO LINE PA R-3A % ,900 45, ,220 10,400 9,080 12,180 11,960 11, , % 1.7 R-3A PA 2A NEW CSAH 52 (OLD TH 14) WEST CO LINE TO CSAH 18 NORTH PA R-3A % ,000 45, ,450 12,780 8,000 8,000 7,000 7, , R-3A Maj Coll DUMA NEW CSAH 52 (OLD TH 14) CSAH 18 NORTH TO CSAH 33 SOUTH PA R-3A % ,000 45, ,450 12,780 8,000 8,000 7,000 7, , R-3A Maj Coll DUMA NEW CSAH 52 (OLD TH 14) CSAH 33 SOUTH TO CR 62 PA R-3A % ,000 45, ,450 12,780 8,000 8,000 7,000 7, , R-3A Maj Coll DUMA NEW CSAH 52 (OLD TH 14) CR 62 TO CSAH 17 PA R-3A % ,000 45, ,450 12,780 8,000 8,000 7,000 7, , R-3A Maj Coll DUMA NEW CSAH 52 (OLD TH 14) CSAH 17 TO NW 42ND AVE PA R-3A % ,000 45, ,450 12,780 8,000 8,000 7,000 7, , R-3A Maj Coll DUMA NEW CSAH 52 (OLD TH 14) NW 42ND AVE TO WEST OWATONNA CITY LIMIT PA R-3A % ,000 45, ,450 12,780 8,000 8,000 7,000 7, , R-3A Maj Coll DUMA NEW CSAH 52 (OLD TH 14) WEST OWATONNA CITY LIMIT TO I-35 Maj Coll ,000 7, , R3-A Maj Coll DUMA US 218 US TH 14 TO SE 34TH AVE MA R-1A % ,200 14, ,770 5,300 5,530 7,410 6,270 6, , % 1.5 R-1A MA 5B US 218 SE 34TH AVE TO SE 48TH ST MA R-1A % ,200 14, ,770 5,300 5,530 7,410 6,270 6, , % 1.5 R-1A MA 5A US 218 SE 48TH ST TO CSAH 6 MA R-1A % ,200 14, ,770 5,300 5,530 7,410 6,270 6, , % 1.5 R-1A MA 5A US 218 CSAH 6 TO CSAH 3 MA R-1A % ,200 14, ,770 5,300 5,530 7,410 6,975 6, , % 1.7 R-1A MA 5A US 218 CSAH 3 TO CSAH 4 MA R-1A % ,200 14, ,770 5,300 5,530 7,410 6,975 6, , % 1.7 R-1A MA 5A US 218 CSAH 4 TO CSAH 47 MA R-1A % ,100 14, ,610 5,390 5,390 7,230 6,975 6, , % 1.7 R-1A MA 5A US 218 CSAH 47 TO SE 108TH MA R-1A % ,100 14, ,610 5,390 5,390 7,230 6,975 6, , % 1.7 R-1A MA 5A US 218 SE 108TH TO WEST CSAH 26 MA R-1A % ,100 14, ,610 5,390 5,390 7,230 6,975 6, , % 1.7 R-1A MA 5A US 218 WEST CSAH 26 TO EAST CSAH 26 (Concurrent section with US TH 218) MA R-1A % ,100 14, ,610 5,390 5,390 7,230 6,975 6, , % 1.7 R-1A MA 5A US 218 EAST CSAH 26 TO WEST MN TH 30 MA R-1A % ,100 14, ,610 5,390 5,390 7,230 6,975 6, , % 1.7 R-1A MA 5A US 218 WEST MN TH 30 TO CSAH 41 MA U-1A % ,400 8, ,020 9,130 7,100 9,530 9,425 9, , % 1.7 U-1A MA 5B US 218 CSAH 41 TO EAST MN TH 30 MA U-1A % ,000 8, ,510 10,370 7,890 10,590 9,425 9, , % 1.6 U-1A MA 5B US 218 EAST MN TH 30 TO CSAH 42 MA U-1A % ,400 8, ,660 11,810 8,420 11,290 8,760 8, , % 1.4 U-1A MA 5B US 218 CSAH 42 TO CSAH 15 MA U-1A % ,800 8, ,270 10,540 7,630 10,230 9,390 9, , % 1.6 U-1A MA 5B US 218 CSAH 15 TO SOUTH BLOOMING PRAIRIE CITY LIMIT MA U-1A % ,800 8, ,270 10,540 7,630 10,230 8,330 8, , % 1.4 U-1A MA 5B US 218 SOUTH BLOOMING PRAIRIE CITY LIMIT TO CSAH 36/EAST CO LINE MA U-1A % ,800 8, ,270 10,540 7,630 10,230 6,875 6, , % 1.2 U-1A MA 5A I 35 CSAH 2 TO 20 PA R % 5 1,023 28,700 60, ,130 52,230 37,760 50,640 45,115 45, , % 1.6 R-4 PA 1F I 35 CSAH 20 TO CSAH 45 PA R % 5 1,033 28,900 60, ,790 52,660 38,020 51,000 45,115 45, , % 1.6 R-4 PA 1F I 35 CSAH 45 TO US 14 (N JNCT.) PA R % 5 1,089 29,470 60, ,970 54,520 38,770 52,000 49,218 49, , % 1.7 R-4 PA 1F I 35 US 14 (N JNCT.) TO BRIDGE ST W PA R % 5 1,089 30,900 60, ,160 55,950 40,650 54,530 55,395 55, , % 1.8 R-4 PA 1F I 35 BRIDGE ST W TO US 14 (S JNCT.) PA R % 5 1,239 33,300 60, ,170 61,800 43,810 58,760 62,165 62, , % 1.9 R-4 PA 1F I 35 US 14 (S JNCT.) TO CSAH 18 PA R % ,100 60, ,050 32,590 23,810 31,940 28,565 28, , % 1.6 R-4 PA 1F I 35 CSAH 18 TO CSAH 31 PA R % ,100 60, ,050 32,590 23,810 31,940 28,565 28, , % 1.6 R-4 PA 1F I 35 CSAH 31 TO CSAH 4 PA R % ,100 60, ,050 32,590 23,810 31,940 28,565 28, , % 1.6 R-4 PA 1F I 35 CSAH 4 TO TH 30 PA R % ,700 60, ,190 31,980 23,290 31,230 27,820 27, , % 1.6 R-4 PA 1F I 35 TH 30 TO S CO LINE PA R % ,500 60, ,210 34,350 24,340 32,650 27,820 27, , % 1.5 R-4 PA 1F New 14 Segment (1) WEST CO LINE TO CSAH , , R-4 PA 2A-F New 14 Segment (1) CSAH 33 TO CSAH , , R-4 PA 2A-F New 14 Segment (1) CSAH 17 TO WEST EDGE OF BELTWAY(FUTURE CSAH 65) , , R-4 PA 2A-F New 14 Segment (1) WEST EDGE OF BELTWAY(FUTURE CSAH 65) TO CSAH , , R-4 PA 2A-F New 14 Segment (1) CSAH 7 TO I , , R-4 PA 2A-F (1) 2025 volumes for these segments are actually 2035 volumes 1 H:\Projects\5270\TP\Report\Final Report\Appendicies\AppendixC - TH traffic volume spreadsheet.xls

179 COUNTY STATE AID HIGHWAYS - TRAFFIC VOLUME INFORMATION Steele County Transportation Plan (9) 2025 Forecast Steele Co. GIS_ID (1) Roadway (2) TERMINI (3) Existing Characteristics (4) Historical Average Daily Traffic Volumes (5) Annual Growth (7) Recent Existing Existing (8) 2025 Comparison Volumes 2025 (6) Volume 2025 V/C Future Design Growth Future Future Access (10) Number Miles Frequency Days = 1824 Average CR Func. Length Posted Design Endpoints Group Vehs/Yr Volume Design V/C Compound Slope 1.2%/yr 2.5%/yr Beltline Volume Group Ratio Threshold % Factor Index Design Func. Class Category of Crashes (#/Mile/Yr) Crash Per Design Class Speed Type Threshold Ratio Study Type Rate Type 2006 CSAH 1 NO CITY LIM OWATONNA TO CSAH 12 Min Coll R % 2 9 1,950 14, ,220 2,150 2,540 3,360 2, , % 1.1 R-1 Min Coll RC CSAH 2 FROM CSAH 45 & ALONG NO CO LINE Local R % , , % 2.1 R-2 Local RLR CSAH 2 ALONG N CO LINE TO 3.6 MI E Maj Coll R % , ,530 1, , , % 1.2 R-1 Maj Coll RC CSAH 3 S CO LINE TO TH 30 Local R % , ,060 1,090 1,160 1,530 1, , % 1.2 R-2 Min Coll RC CSAH 3 TH 30 TO 3.7 MI N Local R % , , % 1.4 R-2 Min Coll RC CSAH MI NO OF TH 30 TO SO JCT CSAH 4 Local R % , , % 1.3 R-2 Min Coll RC CSAH 3 S JCT CSAH 4 TO N JCT CSAH 4 Local R % , , % 1.3 R-2 Maj Coll RC CSAH 3 N JCT CSAH 4 TO CSAH 45 Local R % , , , % 1.3 R-2 Min Coll RC CSAH 3 CSAH 45 TO 2.0 MI E Min Coll R % , , % 1.3 R-1 Min Coll RC CSAH MI E CSAH 45 TO TH 218 Min Coll R % , , % 1.7 R-1 Min Coll RC CSAH 4 WASECA CSAH 15 TO CSAH 32 (ALONG WEST CO LINE) Local R % , , % 1.8 R-1 Local RLR CSAH 4 W CO LINE TO CSAH 7 Maj Coll R % , , % 1.3 R-1 Maj Coll RC CSAH 4 CSAH 7 TO CR 82 Maj Coll R % , , % 1.5 R-1 Maj Coll RC CSAH 4 CR 82 TO CSAH 67 Maj Coll R % , , % 1.4 R-1 Maj Coll RC CSAH 4 CSAH 67 TO CSAH 30 Maj Coll R % , , % 1.5 R-1 Maj Coll RC CSAH 4 CSAH 30 TO 1.2 MI E Maj Coll R % , , % 1.5 R-1 Maj Coll RC CSAH MI E OF CSAH 30 TO 0.6 MI NO OF CSAH 14 Maj Coll R % , , , , % 1.3 R-2 Maj Coll RC CSAH MI NO OF CSAH 14 TO CSAH 14 Maj Coll R % , , , % 1.3 R-2 Maj Coll RC CSAH 4 CSAH 14 TO I 35 Maj Coll R % ,450 14, ,610 2,070 1,890 2,500 2, , % 1.4 R-1 Maj Coll RC CSAH 4 I 35 TO N JCT CSAH 3 Maj Coll R % , ,620 1,300 1,170 1,550 1, , % 1.4 R-1 Maj Coll RC CSAH 4 S JCT CSAH 3 TO CSAH 45 Maj Coll R % , , % 2.2 R-1 Maj Coll RC CSAH 4 CSAH 45 TO 4.0 MI E Maj Coll R % , , % 1.2 R-1 Maj Coll RC CSAH MI E OF CSAH 45 TO TH 218 Maj Coll R % , , % 1.3 R-1 Maj Coll RC CSAH 4 TH 218 TO 0.20 MI E Min Coll R % , , % 1.3 R-2 Min Coll RC CSAH MI E OF TH 218 TO CR 57 Min Coll R % , , % 1.3 R-2 Min Coll RC CSAH 4 CR 57 TO CSAH 16 Min Coll R % , , % 1.0 R-1 Min Coll RC CSAH 5 W COUNTY LINE TO CSAH 7 Local R % , , % 1.9 R-1 Local RLR CSAH 6 TH 14 TO FUTURE CSAH 18 EXTENSION Local R % ,350 14, ,790 1,590 1,760 2,320 1, , % 1.1 R-1 Local FDLR CSAH 6 FUTURE CSAH 18 EXTENSION TO CSAH 60 Local R % ,350 14, ,380 2,410 1,760 2,320 2, , % 1.1 R-1 Local RLR CSAH 6 CSAH 60 TO CR 73 Local R % , , , % 1.1 R-1 Local RLR CSAH 6 TH 218 TO JCT CR 57 Min Coll R % , , % 1.1 R-1 Min Coll RC CSAH 6 CR 57 TO 0.5 M W OF E CO LINE Min Coll R % , , % 1.1 R-1 Min Coll RC CSAH MI W TO E CO LINE Min Coll R % , , % 1.1 R-1 Min Coll RC CSAH 7 CSAH 21 TO 2.0 MILES NORTH Maj Coll R % , , % 1.3 R-2 Maj Coll RC CSAH M N CSAH 21 TO CSAH 29 Maj Coll R % , , % 1.3 R-2 Maj Coll RC CSAH 7 CSAH 29 TO CSAH 32 Maj Coll R % , , , % 1.3 R-1 Maj Coll RC CSAH 7 CSAH 32 TO TOWNSHIP RD 14 Maj Coll R % , ,000 1,930 1,250 1,650 1, , % 2.0 R-1 Maj Coll RC CSAH 7 TOWNSHIP RD 14 TO 0.1 MI N OF CSAH 18 Maj Coll R % ,650 14, ,440 2,680 2,150 2,840 2, , % 1.6 R-1 Maj Coll RC CSAH MI N OF CSAH 18 TO S LIMS OWATONNA Maj Coll R % ,650 14, ,300 2,570 2,150 2,840 2, , % 1.6 R-1 Maj Coll DUC CSAH 7 S LIMS OWATONNA TO LEMOND RD Maj Coll R % ,650 14, ,300 2,180 2,150 2,840 2, , % 1.3 R-1 Maj Coll FDUMC CSAH 7 LEMOND RD TO 0.2 M N Maj Coll R % ,050 14, ,370 5,910 3,970 5,250 5, , % 1.9 R-1 Maj Coll FDUMC CSAH M N OF LEMOND RD TO BRIDGE ST W MA R % ,050 14, ,370 5,910 3,970 5,250 5, , % 1.9 R-1 MA FDUMA CSAH 8 CSAH 35 TO CSAH 34 MA U % ,450 10, ,980 2,550 1,890 2,500 2, , % 1.8 U-2 MA FDUMA CSAH 8 CSAH 34 TO W JCT CSAH 43 Min Coll R % , , , % 1.4 R-1 Min Coll RC CSAH 8 CSAH 37/CSAH 43 TO W CSAH 12 Min Coll R % , , , % 1.4 R-1 Maj Coll RC CSAH 9 CSAH 17 TO JCT CSAH 23 NORTH Local R % , , % 1.3 R-1 Min Coll RC CSAH 9 NORTH JCT CSAH 23 TO 0.10 MI SOUTH Local R % ,400 14, ,870 4,710 3,120 4,130 4, , % 2.0 R-1 Min Coll RLR CSAH MI SOUTH OF NORTH JCT CSAH 23 TO SOUTH JCT CSAH 23 Local U % ,400 10, ,870 4,710 3,120 4,130 4, , % 2.0 U-2 Min Coll RLR CSAH 9 SOUTH JCT CSAH 23 TO I 35 Local U % ,400 10, ,870 4,160 3,120 4,130 4, , % 1.7 U-2 Min Coll RLR CSAH 9 I 35 TO CSAH 45 Local U % ,400 10, ,160 4,530 3,120 4,130 4, , % 1.9 U-2 Min Coll RLR CSAH 9 CSAH 1 TO CSAH 34 Local R % , , % 1.3 R-2 Min Coll RC CSAH 9 CSAH 34 TO CSAH 8 Local R % , , % 1.3 R-2 Min Coll RC CSAH 10 CSAH 12 TO N CO LINE Maj Coll R % , , , % 1.7 R-1 Maj Coll RC CSAH 11 CSAH 12 TO CR 64 Min Coll R % , , % 2.0 R-1 Min Coll RC CSAH 11 CSAH 23 TO N CO LINE Min Coll R % , , % 1.9 R-1 Min Coll RC CSAH 12 (B) W CO LINE TO CSAH 11 Maj Coll R % ,050 14, ,560 2,060 1,370 1, , % 0.2 R-1 Min Coll RC CSAH 12 CSAH 11 TO CSAH 17 Maj Coll R % ,050 14, ,480 1,930 1,370 1,810 1, , % 1.8 R-1 Min Coll RC CSAH 12 CSAH 17 TO SERVICE ROAD I 35 Maj Coll R % ,950 14, ,790 3,800 2,540 3,360 3, , % 1.9 R-1 Min Coll RC CSAH 12 ON SERVICE ROAD OF I 35 NORTH TO CSAH 23 Maj Coll U % ,950 10, ,820 3,860 2,540 3,360 3, , % 2.0 U-2 Local FDLR CSAH 12 CSAH 23 TO W LIM MEDFORD Maj Coll U % ,200 10, ,580 5,490 4,160 5,510 5, , % 1.7 U-2 Maj Coll FDUC CSAH 12 W LIM MEDFORD TO 0.04 M E Maj Coll U % ,200 10, ,580 5,490 4,160 5,510 5, , % 1.7 U-2 Maj Coll FDUC CSAH M E OF WEST LIMITS MEDFORD TO 4TH STREET Maj Coll U % ,400 10, ,970 10,110 7,020 9,300 10, , % 1.9 U-2 Maj Coll FDUC CSAH 12 4TH ST TO CSAH 45 Maj Coll U % ,400 10, ,180 10,280 7,020 9,300 10, , % 1.9 U-2 Maj Coll FDUC CSAH 12 CSAH 45 TO SOO LINE RR Maj Coll U % ,000 8, ,570 4,830 3,900 5,160 4, , % 1.6 U-1 Maj Coll FDUC H:\Projects\5270\TP\Report\Final Report\Appendicies\AppendixC - CSAH and CR traffic volume spreadsheet.xls

180 COUNTY STATE AID HIGHWAYS - TRAFFIC VOLUME INFORMATION Steele County Transportation Plan (9) 2025 Forecast Steele Co. GIS_ID (1) Roadway (2) TERMINI (3) Existing Characteristics (4) Historical Average Daily Traffic Volumes (5) Annual Growth (7) Recent Existing Existing (8) 2025 Comparison Volumes 2025 (6) Volume 2025 V/C Future Design Growth Future Future Access (10) Number Miles Frequency Days = 1824 Average CR Func. Length Posted Design Endpoints Group Vehs/Yr Volume Design V/C Compound Slope 1.2%/yr 2.5%/yr Beltline Volume Group Ratio Threshold % Factor Index Design Func. Class Category of Crashes (#/Mile/Yr) Crash Per Design Class Speed Type Threshold Ratio Study Type Rate Type 2078 CSAH 12 SOO LINE RR TO E CITY LIMITS Maj Coll U % ,000 8, ,570 4,800 3,900 5,160 4, , % 1.6 U-1 Maj Coll FDUC CSAH 12 EAST LIMITS MEDFORD TO CSAH 13 Maj Coll R % ,450 14, ,630 4,300 3,190 4,220 4, , % 1.8 R-1 Maj Coll RC CSAH 12 CSAH 13 TO CSAH 8 Maj Coll R % , , % 0.9 R-1 Maj Coll RC CSAH 12 CSAH 8 TO CSAH 10 Maj Coll R % , , , , % 1.5 R-1 Maj Coll RC CSAH 12 CSAH 10 TO E CO LINE Maj Coll R % , ,640 1, ,070 1, , % 2.1 R-1 Maj Coll RC CSAH 13 CSAH 12 TO N CO LINE Maj Coll R % , ,160 1, ,140 1, , % 1.6 R-1 Maj Coll RC CSAH 14 ALONG SO CO LINE Maj Coll R % , , % 1.3 R-1 Maj Coll RC CSAH 14 S CO LINE TO S LIMS ELLENDALE Maj Coll R % , , , % 1.4 R-1 Maj Coll RC CSAH 14 S CITY LIM TO N CITY LIM ELLENDALE Maj Coll U % , , , , % 1.4 U-1 Maj Coll FDUC CSAH 14 N CITY LIMS ELLENDALE TO SW 108TH ST Maj Coll R % , , , % 0.7 R-1 Maj Coll RC CSAH 14 CSAH 67 TO CSAH 4 Maj Coll R % , , , , % 1.1 R-1 Maj Coll RC CSAH 15 2 MI W CSAH 24 TO FREEBORN CO CSAH 37 Min Coll R % , , % 1.3 R-1 Min Coll RC CSAH MI E OF CSAH 24 TO 1.8 MI E OF CSAH 24 Maj Coll R % , , , % 1.3 R-1 Min Coll RC CSAH 15 FROM 1.8 MI E OF CSAH 24 TO 2.4 MI E OF CSAH 24 Maj Coll R % , , , % 1.3 R-1 Min Coll RC CSAH MI E OF CSAH 24 TO W CITY LIM BLOOMING PRAIRIE Maj Coll R % , , , % 1.3 R-1 Min Coll RC CSAH 15 CSAH 46 (W CITY LIM) TO 4TH AVE SW Maj Coll U % , ,570 1,280 1,070 1,410 1, , % 1.6 U-2 Min Coll FDUC CSAH 15 4TH AVE SW TO 1ST AVE SW Maj Coll U % , ,070 1, , % 1.0 U-2 Min Coll FDUC CSAH 15 1ST AVE SW TO TH 218 Maj Coll U % ,350 10, ,910 1,720 1,760 2,320 1, , % 1.3 U-2 Min Coll FDUC CSAH 15 TH 218 TO DODGE CO LINE Min Coll U % ,000 8, ,330 1,260 1,300 1,720 1, , % 1.3 U-1 Min Coll FDUC CSAH 16 TH 218 TO N LIM BLOOMING PRAIRIE Min Coll R % , , % 1.3 R-1 Maj Coll FDUC CSAH 16 N LIM BLOOMING PRAIRIE TO 1.0 MI S CSAH 4 Min Coll R % , , % 1.3 R-1 Maj Coll RC CSAH MI S OF CSAH 4 TO CSAH 4 Min Coll R % , , % 1.2 R-1 Maj Coll RC CSAH 16 (D) CSAH 4 TO 1.0 MI N CSAH 4 Min Coll R % , , % 1.4 R-1 Maj Coll RC CSAH 16 (D) 1 MI N OF CSAH 4 TO CSAH 6 Min Coll R % , , % 1.4 R-1 Maj Coll RC CSAH 16 (D) CSAH 6 TO 1.0 MI N Min Coll R % , , % 2.8 R-1 Maj Coll RC CSAH 16 (D) 1.0 MI N OF CSAH 6 TO TH 14 Min Coll R % , , % 2.8 R-1 Maj Coll RC CSAH 17 CSAH 7 TO TWO MILES SOUTH OF NEW CSAH 52 (OLD TH 14) Min Coll R % , , % 1.3 R-1 Maj Coll RC CSAH 17 FROM TWO MILES SOUTH OF NEW CSAH 52 (OLD TH 14) TO NEW CSAH 52 (OLD TH 14) Min Coll R % , , , % 1.4 R-1 Maj Coll RC CSAH 17 NEW CSAH 52 (OLD TH 14) TO CSAH 9 Min Coll R % , ,430 1, ,210 1, , % 1.5 R-1 Maj Coll RC CSAH 17 CSAH 9 TO CSAH 12 Min Coll R % , , , % 1.9 R-1 Maj Coll RC CSAH 18 CO RD 64 TO CSAH 12, W CO LINE Maj Coll R % , ,190 1, , , % 1.8 R-1 Maj Coll RC CSAH 18 W CO LINE TO NEW CSAH 52 (OLD TH 14) Maj Coll R % , , % 1.7 R-1 Maj Coll RC CSAH 18 NEW CSAH 52 (OLD TH 14) TO CSAH 33 Maj Coll R % , , , % 1.3 R-1 Maj Coll RC CSAH 18 CSAH 33 TO 1.0 MI E Maj Coll R % , , % 1.5 R-1 Maj Coll RC CSAH MI E TO 2.0 MI E OF CSAH 33 Min Coll R % , ,840 1, , , % 1.3 R-1 Maj Coll RC CSAH MI E CSAH 33 TO CSAH 17 Min Coll R % , ,290 1, , , % 1.3 R-1 Maj Coll RC CSAH 18 CSAH 17 TO CSAH 7 Min Coll R % , ,870 1,750 1,270 1,690 1, , % 1.3 U-2 Maj Coll RC CSAH 18 CSAH 7 TO 0.2 MI E Local R % , ,090 1,110 1,270 1,690 3,800 3, , % 3.9 U-2 MA DUMA CSAH MI E OF CSAH 7 TO T-64 Local R % , ,090 1,110 1,270 1,690 3,800 3, , % 3.9 U-2 MA DUMA CSAH 18 T-64 TO CSAH 45 Local R % ,400 14, ,520 1,990 1,820 2,410 4,000 4, , % 2.9 U-2 MA DUMA NEW CSAH 18 CSAH 45 TO TH ,000 4, , U-2 MA DUMA NEW CSAH 18 TH 218 TO SE 34TH AVE , U-2 MA DUMA NEW CSAH 18 SE 34TH AVE TO CR , U-2 MA DUMA CSAH 19 CSAH 45 TO NO OAK ST MA U % 4-7 5,800 10, ,670 5,650 7,540 9,990 7, , % 1.3 U-2 MA DUMA CSAH 19 N OAK TO N GROVE ST OWATONNA MA U % 4 0 5,800 10, ,800 5,800 7,540 9,990 7, , % 1.3 U-2 MA DUMA CSAH 19 N GROVE ST TO PINE ST MA U % ,100 10, ,080 6,680 6,630 8,780 6, , % 1.3 U-2 MA DUMA CSAH 19 PINE ST TO WILLOW ST MA U % ,100 10, ,590 7,560 6,630 8,780 7, , % 1.5 U-2 MA DUMA CSAH 19 WILLOW ST TO PARTRIDGE AV MA U % ,100 10, ,470 8,170 5,330 7,060 8, , % 2.0 U-2 MA DUMA CSAH 19 PARTRIDGE AVE TO 0.30 MILE EAST Maj Coll U % ,200 10, ,040 7,230 4,160 5,510 7, , % 2.3 U-2 Maj Coll DUC CSAH MI EAST OF PARTRIDGE AVE TO E LIM Maj Coll U % ,200 10, ,350 1,950 1,560 2,070 1, , % 1.6 U-2 Maj Coll DUC CSAH 19 E LIM OWATONNA TO CSAH 43 Maj Coll R % ,200 14, ,350 1,950 1,560 2,070 1, , % 1.6 R-1 Maj Coll DUC CSAH 19 CSAH 43 TO 2.10 MI E Maj Coll R % , ,980 1,610 1,240 1,640 1, , % 1.7 R-1 Maj Coll RC CSAH MI E CSAH 43 TO RICE LAKE PARK ROAD Maj Coll R % , , , % 1.2 R-1 Maj Coll RC CSAH 19 RICE LAKE ST PARK ROAD TO E CO LINE Maj Coll R % , , , , % 1.5 R-1 Maj Coll RC CSAH 20 CSAH 12 TO CSAH 45 Local U % , ,410 1,210 1,000 1,330 1, , % 1.6 U-1 Maj Coll FDUC CSAH 21 W CO LINE TO CSAH 7 Maj Coll R % , ,520 1,140 1,080 1,430 1, , % 1.4 R-1 Maj Coll RC CSAH 21 CSAH 7 TO CSAH 28 Min Coll R % , ,590 1,200 1,080 1,430 1, , % 1.4 R-1 Min Coll RC CSAH 21 CSAH 28 TO CSAH 14 Min Coll R % , ,590 1,160 1,080 1,430 1, , % 1.4 R-1 Min Coll RC CSAH 22 CSAH 45 TO 1.10 MI. NORTH Local R % , , , % 2.0 R-1 Local RLR CSAH MI. NORTH OF CSAH 45 TO CSAH 12 Local R % , , , % 2.0 R-1 Local RLR CSAH 23 W JCT CSAH 11 TO E JCT CSAH 11 Local R % , ,510 1, , , % 2.1 R-1 Maj Coll RC CSAH 23 CSAH 23 BETWEEN E AND W JCT CSAH 11 Min Coll R % , , % 1.9 R-1 Maj Coll RC CSAH 23 E CSAH 11 TO SERVICE ROAD Local R % , ,960 1, , , % 2.0 R-1 Maj Coll RC CSAH 23 SERVICE ROAD ALONG I 35 TO CSAH 12 Local R % , ,510 1, ,310 1, , % 2.0 R-1 Local DLR CSAH 23 CSAH 12 TO CSAH 9 NOTH INTERSECTION Local R % ,750 14, ,160 5,790 3,580 4,730 5, , % 2.1 R-1 Local DLR H:\Projects\5270\TP\Report\Final Report\Appendicies\AppendixC - CSAH and CR traffic volume spreadsheet.xls

181 COUNTY STATE AID HIGHWAYS - TRAFFIC VOLUME INFORMATION Steele County Transportation Plan (9) 2025 Forecast Steele Co. GIS_ID (1) Roadway (2) TERMINI (3) Existing Characteristics (4) Historical Average Daily Traffic Volumes (5) Annual Growth (7) Recent Existing Existing (8) 2025 Comparison Volumes 2025 (6) Volume 2025 V/C Future Design Growth Future Future Access (10) Number Miles Frequency Days = 1824 Average CR Func. Length Posted Design Endpoints Group Vehs/Yr Volume Design V/C Compound Slope 1.2%/yr 2.5%/yr Beltline Volume Group Ratio Threshold % Factor Index Design Func. Class Category of Crashes (#/Mile/Yr) Crash Per Design Class Speed Type Threshold Ratio Study Type Rate Type 2142 CSAH 23 CSAH 9 NORTH INT TO CSAH 9 SOUTH INT Local R % ,400 14, ,200 6,790 4,420 5,850 6, , % 2.0 R-1 Local DLR CSAH MI SOUTH OF CSAH 9 TO 26TH ST NW Local R % ,400 14, ,200 6,440 4,420 5,850 6, , % 1.9 R-1 Local DLR CSAH 23 26TH ST NW TO SO END Local R % ,350 8, ,480 2,300 1,760 2,320 2, , % 1.7 R-2 Local DLR CSAH 24 CSAH 15 TO TH 30 Local R % , , % 1.6 R-1 Min Coll RC CSAH 24 TH 30 TO 1.0 MI N Local R % , , % 1.1 R-1 Min Coll RC CSAH MI N TO 2.0 MI N TH 30 Local R % , , % 1.5 R-1 Min Coll RC CSAH MI N TH 30 TO CSAH 26 Local R % , , % 1.7 R-1 Min Coll RC CSAH 26 CSAH 45 TO 1.5 MI E Min Coll R % , , % 1.3 R-1 Min Coll RC CSAH MI E CSAH 45 TO CSAH 27 Min Coll R % , , % 1.3 R-1 Min Coll RC CSAH 26 CSAH 27 TO 0.5 MI E Min Coll R % , , % 1.3 R-1 Min Coll RC CSAH MI E CSAH 27 TO 3.0 MI E Min Coll R % , , % 1.3 R-1 Min Coll RC CSAH 26 CSAH 24 TO TH 218 Min Coll R % , , % 1.3 R-1 Min Coll RC CSAH 26 TH 218 TO CSAH 16 Local R % , , % 1.5 R-1 Local RLR CSAH 26 CSAH 16 TO E CO LINE Local R % , , % 1.9 R-1 Local RLR CSAH 26 CO RD 79 TO 0.3 MI N Local R % , , % 1.7 R-1 Local RLR CSAH 27 CSAH 26 TO CSAH 4 Local R % , , % 1.3 R-1 Local RLR CSAH 28 TH 30 TO CSAH 21 Min Coll R % , , % 1.2 R-2 Min Coll RC CSAH 29 W CO LINE TO CSAH 7 Min Coll R % , , % 1.7 R-1 Min Coll RC CSAH 30 CSAH 4 TO CSAH 7 Min Coll R % , , , % 1.6 R-1 Maj Coll RC CSAH 31 CSAH 30 TO 0.10 MI E Local R % , , % 1.8 R-1 Min Coll RC CSAH MI E OF CSAH 30 TO CSAH 45 Local R % , , % 1.3 R-1 Min Coll RC CSAH 32 W CO LINE TO 1.0 MI E (T-16) Local R % , , % 2.0 R-1 Local RLR CSAH MI E OF W CO LINE TO CSAH 7 Local R % , , % 2.1 R-1 Local RLR CSAH 32 CSAH 7 TO 2.0 MI NO Maj Coll R % , , % 1.3 R-1 Maj Coll RC CSAH MI NO OF CSAH 7 TO CSAH 18 Maj Coll R % , , % 1.3 R-1 Maj Coll RC CSAH 33 W CO LINE TO 1.0 MI S CSAH 18 Min Coll R % , , % 1.3 R-1 Min Coll RC CSAH MI S TO CSAH 18 Min Coll R % , , % 1.5 R-1 Min Coll RC NEW CSAH 34 NEW CSAH 65 TO CSAH ,000 22, , U-4 MA DUMA NEW CSAH 34 CSAH 23 TO CSAH ,000 23, , U-4 MA DUMA CSAH 34 CSAH 45 TO CSAH 1 Local R % ,800 8, ,000 12,560 8,840 11,710 19,000 19, , % 2.8 U-4 MA DUMA CSAH 34 CSAH 1 TO ST PAUL ROAD MA R % ,400 14, ,280 10,000 7,020 9,300 14,000 14, , % 2.6 U-4 MA DUMA CSAH 34 ST PAUL RD TO EXISTING N/S CSAH 34 MA R % ,800 14, ,040 7,610 4,940 6,540 14,000 14, , % 3.7 U-4 MA DUMA CSAH 34 CSAH 8/ N/S CSAH 34 INT TO CSAH 9 MA R % , , % 1.3 R-1 Min Coll RC NEW CSAH 34 CSAH 8 TO SE 34TH AVE ,500 6, , U-4 MA DUMA NEW CSAH 34 SE 34TH AVE TO CSAH ,700 1, , U-4 MA DUMA CSAH 35 CSAH 34 TO 0.2 MI EAST Min Coll U % ,150 10, ,120 3,320 2,800 3,700 3, , % 1.5 U-2 Min Coll FDUC CSAH 35 O.2 MI E OF CSAH 34 TO E LIMS OWATONNA Min Coll U % ,150 10, ,120 3,320 2,800 3,700 3, , % 1.5 U-2 Min Coll FDUC CSAH 35 E LIMS OWATONNA TO CSAH 43 Local R % 2 1 1,050 14, ,620 1,070 1,370 1,810 1, , % 1.0 R-1 Local DLR CSAH 35 CSAH 43 TO CSAH 8 Local R % , , % 1.8 R-1 Local RLR CSAH 36 S CO LINE TO 0.26 MI N Maj Coll R % , , , % 1.0 R-1 Maj Coll RC CSAH 37 CSAH 43 EAST 3.5 MI Local R % , , % 1.1 R-1 Min Coll RC CSAH M NE CSAH 43 TO 1.0 M W OF EAST CO LINE Local R % , , % 1.4 R-1 Min Coll RC CSAH MI W OF E CO LINE TO DODGE CO CSAH 20 Local R % , , % 1.4 R-1 Min Coll RC CSAH 38 CSAH 14 TO U.P. RR Min Coll U % , , % 1.3 U-1 Min Coll FDUC CSAH 38 U.P. RR TO TH 30 ON 8TH AV S Min Coll U % , , % 1.3 U-1 Min Coll FDUC CSAH 40 CSAH 20 TO RICE LAKE STATE PARK Local R % , , % 1.7 R-2 Maj Coll RC CSAH 41 CSAH 15 TO MAIN ST Local U % , , % 1.3 U-1 Local FDLR CSAH 41 MAIN ST TO 2ND ST NW Local U % , , ,120 1, , % 1.1 U-1 Local FDLR CSAH 41 2ND ST TO 5TH ST Local U % , ,120 1,480 1, , % 1.3 U-1 Local FDLR CSAH 41 5TH ST TO TH 218 Local U % , , , % 1.3 U-1 Local FDLR CSAH 42 CENTER AVE TO 2ND AVE NW Local U % ,300 8, , ,690 2,240 1, , % 1.3 U-1 Local FDLR CSAH 42 2ND AVE NW TO TH 218 Local U % 2-8 1,750 8, ,640 1,570 2,280 3,010 2, , % 1.3 U-1 Local FDLR CSAH 42 TH 218 TO 5TH AVE NE Local U % , , % 1.3 U-1 Local FDLR CSAH 42 MAIN ST TO TH 30 Local U % , , % 1.3 U-1 Local FDLR CSAH 43 CSAH 19 TO NE 26TH ST(FUTURE CSAH 34) Maj Coll R % , ,830 1, ,220 1,750 1, , % 2.5 U-2 MA DUMA CSAH 43 NE 26TH ST(FUTURE CSAH 34) TO CSAH 8 Maj Coll R % , ,830 1, ,220 1, , % 1.7 U-2 Maj Coll RC CSAH 45 SO CO LINE TO TH 30 Maj Coll R % , , % 1.3 R-1 Maj Coll RC CSAH 45 TH 30 TO JCT CSAH 4 Maj Coll R % , ,130 1,500 1, , % 1.3 R-1 Maj Coll RC H:\Projects\5270\TP\Report\Final Report\Appendicies\AppendixC - CSAH and CR traffic volume spreadsheet.xls

182 COUNTY STATE AID HIGHWAYS - TRAFFIC VOLUME INFORMATION Steele County Transportation Plan (9) 2025 Forecast Steele Co. GIS_ID (1) Roadway (2) TERMINI (3) Existing Characteristics (4) Historical Average Daily Traffic Volumes (5) Annual Growth (7) Recent Existing Existing (8) 2025 Comparison Volumes 2025 (6) Volume 2025 V/C Future Design Growth Future Future Access (10) Number Miles Frequency Days = 1824 Average CR Func. Length Posted Design Endpoints Group Vehs/Yr Volume Design V/C Compound Slope 1.2%/yr 2.5%/yr Beltline Volume Group Ratio Threshold % Factor Index Design Func. Class Category of Crashes (#/Mile/Yr) Crash Per Design Class Speed Type Threshold Ratio Study Type Rate Type 2199 CSAH 45 JCT CSAH 4 TO 0.2 MI S OF OWATONNA (TH 14) Maj Coll R % ,600 14, ,480 5,060 5,980 7,920 5, , % 1.1 R-1 Maj Coll RC CSAH MI S TO OWATONNA S LIMS PA U % ,600 35, ,530 3,430 5,980 7,920 14,500 14, , % 3.2 U-4 PA FDPA CSAH 45 S LIM OWATONNA TO 0.10 M N PA U % ,100 24, ,100 8,850 10,530 13,940 14,500 14, , % 1.8 U-3 PA FDPA CSAH M N OF S LIM OWATONNA TO BARNEY ST PA U % ,000 24, ,110 11,420 14,300 18,940 14,500 14, , % 1.3 U-3 PA FDPA CSAH 45 BARNEY ST TO HOLLY ST PA U % ,700 24, ,530 14,090 13,910 18,420 14,500 14, , % 1.4 U-3 PA FDPA CSAH 45 HOLLY ST TO NORTHVIEW ST PA U % ,900 24, ,810 15,240 15,470 20,490 15, , % 1.3 U-3 PA FDPA CSAH 45 NORTHVIEW ST TO MILL ST PA U % ,800 24, ,000 18,200 17,940 23,760 18, , % 1.3 U-3 PA FDPA CSAH 45 (A) MILL ST TO MAIN ST (CSAH 48) PA U % ,800 18, ,000 17,650 17,940 23,760 17, , % 1.3 U-2 PA FDPA CSAH 45 (A) MAIN ST TO PEARL ST PA U % ,200 18, ,060 7,090 11,960 15,840 11, , % 1.3 U-2 PA FDPA CSAH 45 (A) PEARL ST TO ROSE ST PA U % ,000 18, ,040 9,550 11,700 15,490 9, , % 1.1 U-2 PA FDPA CSAH 45 ROSE ST TO BR PA U % ,000 10, ,210 6,890 11,700 15,490 11, , % 1.3 U-2 PA FDPA CSAH 45 BRIDGE TO STATE AVE PA U % ,000 10, ,210 6,890 11,700 15,490 11, , % 1.3 U-2 PA FDPA CSAH 45 STATE AVE TO FRONTAGE LANE MA U % ,000 10, ,890 1,410 6,500 8,610 6, , % 1.3 U-2 MA FDUMA CSAH 45 FRONTAGE LANE TO 0.60 MI N AND W OF STATE AVE MA U % ,520 10, ,930 3,960 4,580 6,060 3, , % 1.1 U-2 MA FDUMA CSAH 45 FROM 0.60 MI N AND W OF STATE AVE TO 0.50 MI S OF CSAH 34 MA U % ,000 10, ,690 2,670 3,900 5,160 3, , % 1.3 U-2 MA FDUMA CSAH 45 FROM 0.50 MI S OF CSAH 34 TO CSAH 34 MA R % ,000 14, ,690 2,670 3,900 5,160 3, , % 1.3 R-1 MA FDUMA CSAH 45 CSAH 34 TO BRIDGE Maj Coll R % ,500 14, ,430 5,130 4,550 6,030 5, , % 1.5 R-1 Maj Coll RC CSAH 45 BRIDGE TO 5TH AVE SE AT S LIMITS MEDFORD Maj Coll R % ,500 14, ,430 4,910 4,550 6,030 4, , % 1.4 R-1 Maj Coll RC CSAH 45 5TH AVE SE AT S LIMITS MEDFORD TO CENTRAL AVE, MEDFORD Maj Coll U % ,500 10, ,030 4,620 4,550 6,030 4, , % 1.3 U-2 Maj Coll FDUC CSAH 45 CENTRAL AVE TO 2ND AVE NW Maj Coll U % ,200 10, ,740 4,230 4,160 5,510 4, , % 1.3 U-2 Maj Coll FDUC CSAH 45 2ND AVE NW TO N LIMITS MEDFORD Maj Coll U % ,200 10, ,510 5,030 4,160 5,510 5, , % 1.6 U-2 Maj Coll FDUC CSAH 45 NO LIMS MEDFORD TO NO CO LINE Maj Coll R % ,200 14, ,510 5,030 4,160 5,510 5, , % 1.6 R-1 Maj Coll RC CSAH 46 (C) CSAH 15 TO TH 30 Local R % , , % 1.7 R-2 Local DLR CSAH 47 CSAH 4 TO 0.20 MI SO Local U % , , % 1.3 U-1 Local RLR CSAH MI SO CSAH 4 TO TH 218 Local U % , , % 1.5 U-1 Local RLR CSAH 48 TH 14 TO 18TH ST SE Maj Coll U % ,100 10, ,460 2,870 2,730 3,620 2, , % 1.4 U-2 MA DUMA CSAH 48 18TH ST SE TO 1.27 MI N OF 18TH ST SE MA U % ,100 10, ,450 2,940 2,730 3,620 2, , % 1.4 U-2 MA FDUMA CSAH MI N OF 18TH ST SE TO CHAMBERS AVE MA U % ,950 10, ,440 6,140 6,440 8,520 6, , % 1.2 U-2 MA FDUMA CSAH 48 CHAMBERS TO LINCOLN AVE MA U % ,700 10, ,910 6,870 7,410 9,810 6, , % 1.2 U-2 MA FDUMA CSAH 48 LINCOLN AVE TO GROVE AVE MA U % ,800 10, ,760 6,350 7,540 9,990 6, , % 1.1 U-2 MA FDUMA CSAH 48 GROVE AVE TO ELM AVE MA U % ,600 10, ,460 11,500 11,180 14,810 11, , % 1.3 U-2 MA FDUMA CSAH 48 ELM AVE TO E PARK SQ MA U % ,600 10, ,250 9,850 11,180 14,810 9, , % 1.1 U-2 MA FDUMA CSAH 48 E PARK SQUARE TO S CEDAR AVE MA U % ,600 10, ,110 15,480 13,780 18,250 15, , % 1.5 U-2 MA FDUMA CSAH 48 S CEDAR AVE TO OAK AVE MA U % ,600 10, ,640 14,600 13,780 18,250 14, , % 1.4 U-2 MA FDUMA NEW CSAH 52 (OLD TH 14) WEST CO LINE TO CSAH 18 NORTH PA R-3A % ,000 45, ,790 12,470 8,000 8,000 7,000 7, , R-3A MA DUMA NEW CSAH 52 (OLD TH 14) CSAH 18 NORTH TO CSAH 33 SOUTH PA R-3A % ,000 45, ,790 12,470 8,000 8,000 7,000 7, , R-3A MA DUMA NEW CSAH 52 (OLD TH 14) CSAH 33 SOUTH TO CR 62 PA R-3A % ,000 45, ,790 12,470 8,000 8,000 7,000 7, , R-3A MA DUMA NEW CSAH 52 (OLD TH 14) CR 62 TO CSAH 17 PA R-3A % ,000 45, ,790 12,470 8,000 8,000 7,000 7, , R-3A MA DUMA NEW CSAH 52 (OLD TH 14) CSAH 17 TO NW 42ND AVE PA R-3A % ,000 45, ,790 12,470 8,000 8,000 7,000 7, , R-3A MA DUMA NEW CSAH 52 (OLD TH 14) NW 42ND AVE TO WEST OWATONNA CITY LIMIT PA R-3A % ,000 45, ,790 12,470 8,000 8,000 7,000 7, , R-3A MA DUMA NEW CSAH 52 (OLD TH 14) WEST OWATONNA CITY LIMIT TO I-35 Maj Coll ,000 7, , R-3A MA DUMA CSAH 60 CSAH 45 TO TH 218 Local R % , , % 1.6 R-1 Min Coll RC NEW CSAH 65 CSAH 7 TO NEW TH ,500 3, , U-4 MA DUMA NEW CSAH 65 NEW TH 14 TO NEW CSAH 52 (OLD TH 14) ,000 20, , U-4 MA DUMA NEW CSAH 65 NEW CSAH 52 (OLD TH 14) TO NW 26TH ST(FUTURE CSAH 34) ,000 13, , U-4 MA DUMA CSAH 67 CSAH 14 TO CSAH 4 Local R % , , % 1.1 R-1 Local RLR H:\Projects\5270\TP\Report\Final Report\Appendicies\AppendixC - CSAH and CR traffic volume spreadsheet.xls

183 COUNTY ROADS - TRAFFIC VOLUME INFORMATION Steele County Transportation Plan (9) 2025 Forecast Steele Co. GIS_ID (1) Roadway (2) TERMINI (3) Existing Characteristics (4) Historical Average Daily Traffic Volumes (5) Annual Growth (7) Recent Existing Existing (8) 2025 Comparison Volumes 2025 (6) Volume 2025 V/C Future Design Growth Future Future Access (10) Number Miles Frequency Days = 1824 Average CR Func. Length Posted Design Endpoints Group Vehs/Yr Volume Design V/C Compound Slope 1.2%/yr 2.5%/yr Beltline Volume Group Ratio Threshold % Factor Index Design Func. Class Category of Crashes (#/Mile/Yr) Crash Per Design Class Speed Type Threshold Ratio Study Type Rate Type 3001 CR 55 CSAH 45 TO SE 34TH AVE Local R , , % 1.3 R-1 Local RLR CR 55 SE 34TH AVE TO CSAH 24 Local R , , % 1.3 R-1 Local RLR CR 57 CSAH 4 TO SE 73RD ST Local R , , % 1.3 R-1 Local RLR CR 57 SE 73RD ST TO CSAH 6 Local R , , % 1.3 R-1 Local RLR CR 59 US TH 218 TO SE 28TH ST (FUTURE EXTENSION OF CSAH 18) Local R , , % 1.0 R-1 Local RLR 3901 CR 59 SE 28TH ST (FUTURE EXTENSION OF CSAH 18) TO US TH 14 (FUTURE BELTWAY) Local R , , % 1.1 U-2 MA DUMA 3006 CR 59 US TH 14 TO CR 80 (FUTURE BELTWAY) Local R , ,000 3, , % 6.5 U-2 MA DUMA CR 59 CR 80 TO CSAH 19 (FUTURE BELTWAY) Local R , ,290 1,700 2,375 2, , % 2.4 U-2 MA DUMA CR 61 CSAH 12 TO NORTH CO LINE Local R , , % 1.1 R-1 Min Coll RC CR 62 NEW CSAH 52 (OLD TH 14) TO NW 30TH ST Local R , , % 1.3 R-1 Local RLR CR 62 NW 30TH ST TO CR 63 Local R , , % 1.3 R-1 Local RLR CR 62 CR 63 TO CSAH 12 Local R , , % 1.3 R-1 Local RLR CR 63 CR 62 TO NW 72ND AVE Local R , , % 1.3 R-1 Local RLR CR 63 NW 72ND AVE TO CSAH 17 Local R , , % 1.3 R-1 Local RLR CR 64 (B) WEST CO LINE TO CSAH 11 Local R , , , % 10.6 R-1 Maj Coll RC CR 71 CSAH 48 TO EAST OWATONNA CITY LIMIT Local R , ,180 1,570 1, , % 1.3 R-2 Local DLR CR 71 EAST OWATONNA CITY LIMIT TO CR 80 Local R , , % 1.3 R-1 Local DLR CR 71 (E) CR 80 JCT TO SE 34TH AVE (Concurrent section with CR 80) Local R , ,290 1,700 3, , % 3.0 R-1 Min Coll DUC CR 71 (E) SE 34TH AVE TO CR 59 (Concurrent section with CR 80) Local R , ,290 1,700 3, , % 3.0 R-1 Min Coll DUC CR 71 CR 59 TO E CR 71 (Concurrent section with CR 59) Local R , , % 1.3 R-2 Min Coll DUC CR 71 E CR 71 TO SE 64TH AVE Local R , , % 1.3 R-1 Local RLR CR 71 SE 64TH AVE TO EAST CO LINE Local R , , % 1.3 R-1 Local RLR CR 73 CSAH 6 TO CSAH 3 Local R , , % 1.3 R-1 Local RLR CR 77 CSAH 9 TO CSAH 12 Local R , , % 1.3 R-1 Min Coll RC CR 79 MN TH 30 TO NORTH BLOOMING PRAIRIE CITY LIMIT Local U , , % 1.3 U-2 Local RLR CR 79 NORTH BLOOMING PRAIRIE CITY LIMIT TO CSAH 26 Local R , , % 1.3 R-1 Local RLR CR 80 CSAH 48/BROADWAY ST TO EAST OWATONNA CITY LIMIT Local U ,400 8, ,400 2,400 3,120 4,130 3, , % 1.3 U-1 Min Coll FDUC CR 80 EAST OWATONNA CITY LIMIT TO CR 71 Local R ,650 14, ,650 1,650 2,150 2,840 2, , % 1.3 R-1 Min Coll DUC CR 80 (E) CR 71 TO SE 34TH AVE (Concurrent section with CR 71) Local R , ,290 1,700 2, , % 2.0 R-1 Min Coll DUC CR 80 (E) SE 34TH AVE TO CR 59 (Concurrent section with CR 71) Local R , ,290 1,700 2, , % 2.0 R-1 Min Coll DUC CR 80 (E) CR 59 TO US TH 14 Local R ,150 8, ,150 1,150 1,500 1,980 2, , % 1.7 R-2 Min Coll RC CR 82 CSAH 21 TO SW 108TH ST Local R , , % 1.3 R-1 Min Coll RC CR 82 SW 108TH ST TO CSAH 4 Local R , , % 1.3 R-1 Min Coll RC CR 99 CSAH 45 TO CSAH 1 Local R , , % 1.3 R-2 Min Coll RC CR 133 CSAH 3 TO CSAH 45 Local 1.0 > 500 Local H:\Projects\5270\TP\Report\Final Report\Appendicies\AppendixC - CSAH and CR traffic volume spreadsheet.xls

184 APPENDIX D Recommendations for Reducing Right Angle Crashes

185 RIGHT ANGLE CRASH REDUCTION As indicated in Section 2.7, there are a number of right angle crashes at the signalized intersections along CSAH 45 through the City of Owatonna. This situation is somewhat atypical. In general, right angle crashes are reduced or eliminated with the installation of traffic signals with protected phasing. The City of Owatonna will be undertaking a study to review traffic signal timing along the corridor. Recommendations from this study regarding the timing of signals could reduce the number of crashes by providing longer phasing for left-hand turns. Additional areas to study along the corridor that may reduce the prevalence of right angle crashes include the following: Consider coordinating the traffic signals to provide a more consistent and predictable flow. Consider reviewing the length of left-turn lanes. If they are too short, safety problems can arise. Review signal warrants for each of the signalized intersections. If warrants are not met, consider removing signals where they are not needed. Consider installing larger signal lenses so that they are more visible to drivers. Consider installing backplates on any signals that do not currently have them. This makes the signal head more visible to drivers. Consider installing additional signage that indicates a traffic signal is ahead. Consider providing additional lighting at intersection locations.

186 APPENDIX E Jurisdictional Transfer Guidelines

187 JURISDICTIONAL TRANSFERS Methodology Guidelines for Route Jurisdictional Designation Issues and factors, which must be considered when determining potential jurisdictional change include: historical practices, type of trips served (purpose and length), traffic volumes, access controls, functional classification, legal requirements, and funding and maintenance issues. The following draft guidelines were developed to provide a basis to review the routes in Steele County for potential jurisdictional transfers. These guidelines will not determine if the jurisdictional transfers are feasible or politically acceptable, nor do they establish a timeframe under which transfers may occur. Instead, the guidelines define a common-sense approach for arriving at logical jurisdictional designations. Once there is agreement on how the jurisdictional designations should be established, an ongoing jurisdictional transfer process will need to be developed to address issues such as the financial implications for construction and maintenance of the facility, operational implications (perceived level of service, ability to maintain), perceived fairness in the distribution of route responsibilities, and timing of transfer. It is not anticipated that all guidelines must be met in order for a jurisdictional designation to be recommended. However, a route meeting more criteria will have a stronger case for recommending a new route designation. State Jurisdiction rmally, state jurisdiction is focused on routes that can be characterized as follows: they are classified as either a principal arterial or minor arterial; they are typically longer routes serving statewide and interstate trips that connect larger population and business centers; they are spaced at intervals that are consistent with population density, such that all developed areas of the state are within reasonable distance of an arterial. (As a guide, rural arterial routes are considered to serve a community if it is within 10 miles or 20 minutes travel time on a minor arterial); they typically have design features (such as properly spaced access points) which are intended to promote higher travel speeds. They also accommodate more truck movements; and they typically carry the major portion of trips entering and leaving urban areas as well as the majority of trips bypassing central cities.

188 County Jurisdiction Typically, county jurisdiction is focused on routes that can be characterized as follows: Rural Areas they are functionally classified as a minor arterial, major collectors or minor collectors. they provide essential connections and links not served by the principal and other minor arterial routes. They serve adjacent larger towns that are not directly served by principal and minor arterial routes, and they provide service to major traffic generators that have intra-county importance; they are spaced at intervals that are consistent with population density so as to provide reasonable access to arterial or collector routes in developed areas; and they may provide links between local traffic generators and outlying rural areas. Within Urban Boundaries they are classified as either principal arterial or minor arterial routes; they carry higher traffic volumes or they provide access to major regional traffic generators (shopping centers, education centers, major industrial complexes); they provide connections and continuity to major rural collector routes accessing the urban area and they provide continuity within the urban area, but do not divide homogeneous neighborhoods; and they emphasize higher mobility features than other local minor arterial routes (i.e., some form of access management or access control). City Jurisdiction Arterial routes, within the urban area, should be considered for city jurisdiction if they can be characterized as follows: they are short segments (less than 3 miles) with a moderate volume of traffic (3,000 to 8,000 ADT); they have higher local land access needs and close intersection spacing (promotion of local land access over mobility); they have close spacing with other arterial routes and shorter trip lengths such as found in Central Business District (CBD) areas; they provide no or very limited continuity to outlying rural areas. Urban arterials tend to have shorter trip lengths than rural arterials or collectors. they serve small geographic travelsheds; and

189 they provide on-street parking or other amenities that discourage the use of the route as a regional route (promotion of local access and adjacent land use activities at the street edge). Collectors and local streets that provide property access and local traffic circulation are normally under city jurisdiction. These streets typically constitute 65 to 80 percent of the entire urban system mileage and can be characterized as follows: they are shorter in length (less than 1.5 miles) and carry low to medium volumes of traffic (500 to 3,000 ADT); they provide land access and traffic circulation to residential neighborhoods and to commercial and industrial areas (high access low mobility functions); and they may divide homogeneous residential neighborhoods to distribute trips to arterial street system or their final trip destination. Township Jurisdiction Customarily, township jurisdiction is focused on rural routes that can be characterized as follows: they have low traffic volumes (less than 500 ADT); they are classified as local roadways on the functional classification system; they have minimal design features and most often are gravel surfaced; their primary purpose is to provide access to adjacent property; they link outlying rural areas to County Roads (CR) or County State Aid Highways (CSAH); and the route length is usually less than five miles between CR or CSAHs; they primarily serve farmsteads, small rural subdivisions, rural churches/cemeteries, and agricultural facilities they have irregular access spacing, but most often provide access to farms, field entrances, and they sometimes T with other roadways or dead-end.

190 APPENDIX F Access Management/Control Policy

191 STEELE COUNTY ACCESS MANAGEMENT/CONTROL POLICY August 5, 2003 INTRODUCTION: Access management and control is an important tool for transportation professionals and elected officials. The term is applied to a number of measures that can enhance a roadway s safety and its ability to move vehicular traffic through management and control of access points to the roadway. These measures include: Limiting the number of driveway access points to decrease turning conflicts. Location of entrance or access points further from adjacent intersections. Providing sufficient spacing between intersecting streets. Spacing traffic signals to optimize traffic flow. Implementing sight distance guidelines to improve safety. Use of channelization to preclude selected turning conflicts. PURPOSE: The purpose of a county access management and control program is to: 1). Preserve and enhance the county s ability to provide a safe roadway system and to efficiently move traffic. 2). to provide assistance to local property owners in obtaining adequate access to the roadway system without infringing on the mobility rights of the general public and 3). To support government land use policies. GOAL: To balance the needs of the traveling public for safe, predictable travel with the access needs of local land uses. Access control will help improve the safety and efficiency of the roadways so they function as designed. It can also help preserve community character, promote economic development, and protect the public investment in its road system. DEFINITIONS: Functional Classification Plan A plan by which highways and streets are grouped in classes according to the character of service they provide. Each roadway classification is defined further in State Aid Manual All Steele County highways have been classified and are listed in the State Aid Needs Listing by segment and functional classification. Fully Developed Urban Minor Arterial (FDUMA) An urban section of a highway classified as a minor arterial. Typically, an urban section is a fully developed residential or commercial area within city limits. Fully Developed Urban Collector (FDUC) An urban section of a highway classified as a collector. Fully Developed Local Roads (FDLR) An urban section of a road classified as a local road. Typically, city streets and alleys have this designation. Developing Urban Minor Arterial (DUMA) A transition section of a minor arterial between an urban area and rural area. Roads with this designation are based on projected and expected developments as shown on the City of Owatonna s long range growth plan, circa 1988, and updated in Input from City Planners, City Engineer, and County Highway Department employees was used also in these designations. Developing Urban Collector (DUC) A transition section of a collector between an urban area and rural area. These designations were arrived at with the same methods as the developing urban minor arterials.

192 Developing Urban Local Road (DULR) A transition section of local road between an urban area and rural area. Rural Minor Arterial (RMA) A rural section of a highway classified as a minor arterial. This designation is generally characterized by the primary land use being agriculture. Rural Collector (RC) A rural section of a highway classified as a collector. Rural Local Road (RLR) A rural section of a road classified as a local road. Typically, township roads have this designation. POLICY: 1. This policy will be administered by the Steele County Highway Department, in cooperation with the Steele County Planning and Zoning Department. 2. The Access Control Guidelines Summary Table is attached. This Table is the basis for access control decisions. A variance from the Guidelines may be requested through the Steele County Highway Department or Steele County Transportation and Drainage Committee, to the full Steele County Board of Commissioners. 3. Other Considerations: A. If a property has more than 250 feet of frontage, a second access may be considered, subject to the Access Control Guidelines Summary Table. B. In reviewing all access requests, Sight Distance shall be a primary safety consideration. C. Wherever possible, access points to commercial areas will be combined through service roads or common access points. D. Access onto a roadway within stopping distance of a fully developed left turn lane, shall be limited to a right in/right out. E. Access onto collectors and arterials shall consider the stacking distance (backup) from a signalized or stop condition controlled intersection. F. Commercial driveways should be 30 to 36 feet wide, and designed to meet the needs. Traffic volumes at driveways may be analyzed by current MnDOT Highway Capacity Manual techniques. Residential driveways should be 18 to 24 feet wide. Field driveways should be 20 to 36 feet wide. G. All accesses onto county right of way, shall be aligned to be straight and at a perpendicular to the centerline of the adjacent county roadway, within the limits of the county right of way. H. Whenever possible, access locations will be directed onto roadways with a lower functional classification. I. All facilities such as signs, entrance medians (divided entrances), fencing, etc. shall be placed or constructed outside of the permanent county right of way. J. Access shall be aligned with street accesses and/or entrances on the opposing side of the roadway whenever possible. Exceptions will be considered on a case by case basis. K. Culverts constructed/placed within the county right of way, as part of an access, shall be a minimum of 18 inches in diameter. Plastic pipe will not be used on accesses to the county right of way. L. Platted Subdivisions and Street Accesses. The section is intended to provide general guidelines for developed subdivisions adjacent to county right of way. The applicable sections of the Steele County Access Control Policy also apply to platted subdivisions. --A drainage impact study will be required if subdivision drainage flows to the county right of way.

193 --Drainage analysis will be based on a 100 year design storm, clearly detailing the before development conditions and after development conditions. If the drainage study indicates increases in drainage to the right of way, capacity of the existing drainage system will be analyzed by the developer. --Commercial, industrial, and larger residential subdivisions (in excess of 9 parcels) will be required to complete a drainage analysis if the county right of way is to receive drainage from the subdivision. --Commercial, industrial and larger residential subdivisions (in excess of 9 parcels) will be required to complete a traffic impact study if the county is requested to provide access(s) to the county highway systems. If the analysis of future traffic conditions, per MnDOT Technical Memorandum IM-01, Access Management Policy: Highway Access Category System and Spacing Guidelines, Section D., Gap Analysis Procedure (attached), indicates a high risk conflict condition is anticipated, the intervening intersection should not be allowed. 4. Listing of Access Control Road Designations. A listing of Steele County Access Control Road Designations is attached. Please note this list is subject to review and change as land and road uses change. REFERENCES: Minnesota Department of Transportation Technical Memorandum IM-01, Access Management Policy: Highway Access Category System and Spacing Guidelines, dated March 20, Minnesota Department of Transportation State Aid Manual, dated July 13 th, 1998 with latest updates. Local Road Research Board Report , Best Practices for Rural Entrance Policy, released in Transportation Research Board Highway Capacity Manual, HCM 2000, released in Hennepin County Transportation Systems Plan, HC-TSP, Chapter 7, Access Management. ATTACHMENTS: Gap Analysis Procedure, excerpt from MnDOT Technical Memorandum IM-01. Steele County Access Control Road Designations Listing.

194 D. Gap Analysis Procedure One of the factors to be evaluated when considering the provision of a secondary intervening intersection or private entrance is the ability of vehicles at the access location to find adequate gaps in mainline flows. If conflicting volumes provide insufficient gaps, longer queues and delays will be experienced and the potential for greater risk taking will occur. In low volume areas, there will be fewer conflicting vehicles and many more gaps available. These low-volume areas provide for easier decision-making and less judgment by the driver. To identify potential high-risk areas where additional access is not advised, a simplified approach to gap analysis has been developed for application to unsignalized corridors. The gap analysis is intended for use when looking at access on Category 1A, 2A, 3A, 4A, 5A and 6A (rural, exurban and bypass areas) roadways. It may also be used on two-lane unsignalized roadways in Category 2B, 3B, 4B and 5B (urbanizing areas). Risk Conflict Graphs Risk conflict graphs have been developed for specific roadway designs based on methodology in the Highway Capacity Manual 2000 (9). The methodology includes the following assumptions: Side streets are stop controlled. Traffic along the highway is operating under a condition of random arrival. For this reason, the risk conflict graphs are primarily applicable to unsignalized roadway segments. Traffic from nearby intersections does not impact the subject intersection or access point. Under wide median conditions (Figure 9), vehicles entering and crossing the mainline may use a two-step maneuver. Figures 7, 8 and 9 represent risk conflict conditions based on the roadway design. The selection of the appropriate Figure to use is based on the type of median on the primary highway. Figure 7 Undivided Two-Lane Roadways Figure 7 is used for all two-lane undivided roadways. Use this Figure if there is no median along the primary highway. Figure 8 Divided Four-lane Roadways (with Narrow Median) Figure 8 is used for divided roadways with a narrow median. A narrow median is defined as having no storage space. Narrow medians require all vehicles crossing or turning left from the cross street to complete the maneuver as a single movement. This Figure is also used when looking at right-in/right-out intersections. Figure 9 Divided Four-Lane Roadways (with Wide Median) Figure 9 is used for divided roadways with wide medians. A wide median is defined to have storage for up to two vehicles in the median. This allows vehicles crossing or turning left from a side street to complete the maneuver in two steps. Appendix A: Access Category System and Spacing Guidelines Page 36 of 53 March 20, 2002

195 Figure 7 Gap Analysis for Two-Lane Undivided Roadways Approach Volume Based on estimated 20-year AADT Appendix A: Access Category System and Spacing Guidelines Page 37 of 53 March 20, 2002

196 Figure 8 Gap Analysis for Divided Roadways (Narrow Median) Approach Volume Based on estimated 20-year AADT Appendix A: Access Category System and Spacing Guidelines Page 38 of 53 March 20, 2002

197 Figure 9 Gap Analysis for Divided Roadways (Wide Median) Approach Volume Based on estimated 20-year AADT Appendix A: Access Category System and Spacing Guidelines Page 39 of 53 March 20, 2002

198 Full Movement Intersection Analysis The Conflicting Volume (horizontal axis on Figure 7, 8 or 9) is the estimated 20-year AADT of the primary roadway plus ½ of the 20-year cross street AADT (in Figure 10, the Conflicting Volume is Volume 1 + Volume 2 + Volume 3). At T-intersections, the horizontal axis of the graphs is only the estimated 20-year AADT of the primary roadway (in Figure 10, the Conflicting Volume is Volume 1 + Volume 2). The Approach Volume (vertical axis on Figure 7, 8 or 9) is one-half of the estimated 20-year AADT of the cross street or access point. If actual traffic data is available, that data should be used to determine the approach volume and the conflicting volumes. 10 Compare the Approach Volume (vertical axis) with the Conflicting Volume (horizontal axis) to determine the intersection condition. If the intersection falls within the low risk conflict condition, a full movement intersection may be allowed. If the intersection falls within the high-risk conflict condition and is located on a divided roadway, the intersection should be analyzed a second time to determine if a right-in/rightout only intersection is acceptable. If the intersection or access point falls within the high-risk conflict condition and is located on a two-lane undivided roadway, the intersection or access point should not be allowed. Appendix A: Access Category System and Spacing Guidelines Page 40 of 53 March 20, 2002

199 Right-in/Right-out Only Intersection Analysis Figure 8 represents the risk conflict conditions for right-in/right-out only intersections. The Conflicting Volume (horizontal axis on Figure 8) is the one-half of the estimated 20- year AADT of the primary roadway (in Figure 11, the Conflicting Volume is Volume 1). The Approach Volume (vertical axis on Figure 8) is one-half of the estimated 20-year AADT of the cross street or access point. 11 Compare the Approach Volume (vertical axis) with the Conflicting Volume (horizontal axis) to determine the intersection condition. If the intersection falls within the low risk conflict condition, a right-in/right out only intersection may be allowed. If the intersection falls within the high-risk conflict condition, no intersection should be allowed. Alternatively, a right-in only intersection may be considered if connectivity to the supporting street network provides full circulation and return movements. Appendix A: Access Category System and Spacing Guidelines Page 41 of 53 March 20, 2002

200 ACCESS CONTROL ROAD DESIGNATIONS Roadway Designation Descriptions Designation Road Number Description RMA: Rural Minor Arterial DLR 23 Ramada Inn north to 9 DUC: Developing Urban Collector DUC 1 1 mi. north of 34 DUMA: Developing Urban Minor Arterial DUC 9 NW 46th Street to NW 50th Street FDUC: Fully Developed Urban Collector DUC 34 rth to NE 36th Street FDUMA: Full Developed Urban Minor Arterial DUC 35 8 to 43 RC: Rural Collector DUC 46 From CSAH 15 to TH 30 RLR: Rural Local Road DUC 90 East Frontage Road from 45 north to NW 26th Street FDLR: Fully Developed Local Road DUMA 7 18 north to SW18th Street DLR: Developing Local Road DUMA 8 34 east to township road DUMA west to 7 DUMA 19 Inner beltline east to outer beltline DUMA east to 8 DUMA to 1 1/2 mi. north of 34 DUMA 45 1/2 mi. south of 34 to 34 DUMA north to TH14 DUMA 48 South of SE 18th Street DUMA 75 TH 14 north to NW 26th Street FDUC 6 28th Street SE to TH 14 FDUC 6 14 north to SE 18th Street FDUC 25 7 to I35 FDUC 41 City Limits in Blooming Prairie FDUC 42 Cuty Limits in Blooming Prairie FDUC to 1/2 mi. east FDUC 80 Partridge Avenue west FDUMA 7 SW 18th Street north to Bridge Street FDUMA 8 19 to NW 26th Street FDUMA 19 West of inner beltline to 45 FDUMA 45 Hoffman Drive to 1/2 mi. south of NE 26th Street FDUMA /2 mi. no of NE 26th Street to 9 FDUMA south to SE 18th Street FDUMA 75 Bridge Street to TH14 RC 1 1 mi. north of 34 to 12 RC 3 TH 218 to Fillmore County Line (CL) RC 5 7 to Waseca CL RC 6 Dodge CL to 28th Street SE RC 7 21 to 18th Street SW RC 9 45 to 63 RC 9 1 to 8 RC to Rice 32 RC to Rice CL RC 12 Dodge CL to Waseca CL RC 13 Rice 32 to 12 RC 14 Fillmore CL to 4 RC 15 Fillmore 37 to TH 218 RC 16 TH 218 to TH 14 RC 17 7 to 12 RC To CR 64 RC 19 Dodge CL to 43 RC 21 Waseca CL to 14 RC 23 9 north to 12 RC north to NW 76th Street RC 24 From CSAH 26 to Freeborn CL RC 26 From Dodge CL to CSAH 45 RC 27 From CSAH 14 to CSAH 26 RC 30 4 to 7 RC 32 7 to 4 RC to Waseca CL RC 34 NE 36th Street to 9 RC to 37 RC 36 TH 218 to Mower CL RC to 43 RC 55 From CSAH 24 to CSAH 45 RC 59 6 to 19 RC to Waseca CL RC 71 1/2 mi. east of 48 to 80 RC 79 From TH 30 to CSAH 26 RC 80 Partridge Avenue east to 71 RC to Dodge CL RC 29 7 to Waseca CL RC to 45 RC to TH 218 RLR to 35 RLR to 26 RLR 26 TH 218 to Dodge CL RLR to 14 RLR 28 TH 30 to 21 RLR 36 Mower CL to TH 218 RLR to 6 RLR to Rice 32 RLR 62 TH 14 to 12 RLR 63 9 to 62 RLR to Dodge CL RLR 73 3 to 6 RLR 79 TH 30 to 26 RLR to 4 RLR 99 9 to 45 RMA 8 Township road east to 43 RMA 45 South of 60 H:\Projects\5270\TP\Access\access control road designations_1.xls

201 APPENDIX G Guardrail Installation Policy

202 STEELE COUNTY HIGHWAY DEPARTMENT GUARDRAIL POLICY The use of guardrail is increasing in Steele County, thus necessitating the need for a policy on when and where the use of guardrail is warranted. Since the guardrail itself is a hazard, care is needed in determining when guardrail is warranted. The following questions need to be answered as part of the determination process. 1. Can the hazard be eliminated? 2. Can the hazard be relocated? 3. Can the hazard be made with a breakaway design? 4. Is the guardrail the greater hazard? 5. What is the accident history at the location? 6. What is the speed limit and traffic count at the location? Examples of hazards that may warrant guardrail fall into these general categories. ADVERSE GEOMETRICS such as sharp curves, high embankments and steep side slopes existing or in combination. FIXED OBJECTS such as bridge railing, bridge piers, bridge abutments, posts and trees. OTHER ROADSIDE HAZARDS such as rock cuts, large boulders, permanent water over 2 feet deep, sudden drop-offs and rows of trees along the road side. Guardrail is generally not required where speeds are less than 40 mph. The use of guardrail with curb is discouraged as the curb could cause the vehicle to vault the guardrail. Many considerations need to be evaluated before guardrail is warranted. The use of the Minnesota Department of Transportation Design Manual Chapters 4 and 10 is required as part of the evaluation process. Other Federal Highway Administration publications can be used as well and are found on their website. Typical guardrail can be Plate Beam, Cable Fence or Concrete Median Barriers. As design standards periodically change, the latest design standards and standard plates must be used for the design process. Because there is no general warrants that can be used to address the need for guardrail, the County Engineer will do a study of the location(s) where guardrail may be appropriate and make the final determination of the need for guardrail at the location(s) in question. Adopted by the Steele County Board of Commissioners on August 9 th, 2005.

203 APPENDIX H Steele County Right-of-Way Ordinance

204

205 TABLE OF CONTENTS. STEELE COUNTY RIGHT-OF-WAY ORDINANCE #30 i. FOR TKE MANAGEMENT OF THE PUBLIC RIGHT-OF-WAY. ' I I -. SECTION: - PAGE, S ec Findings, purpose, and Intent 1 Sec Election to ~ a nthe a Public ~ ~ Right-of-way 2 Sec Definitions 2 Sec: Administration 7 Sec Utility Coordination Committee 7.. Sec ~egistration and Right-of-way Occupancy 7 S ec Regi~tration ~nfdnnation 8 '. '. Sec Reporting Obligations.. 9 Sec Requirements 10 Sec: P emit Applications 10. Sec Issuance of Permit; Conditions 11 Sec Pennit Fees, 11 Sec Right-of-way Patching and Restoration 11 : Sec. 1,14. Joint Applications kc ~u~~lementary Applications 13 Sec Other Obligations 14 Sec Denial of Pennit. 14. S ec., Installation ~equirements 14., 9. Inspection 15 Sec Work done Without a'pennit 15 S ec., Supplementary tification.. 16 Sec Revocation df Permits 16 Sec Mapping Data ' Sec Location and Relocation of Facilities 18, Sec; -1.25: re-excabation Facilities Location,,. 20. sec Damage to Other Facilities.20.. Sec. 1.27; Right-of-way vacation 20. Sec Indempification and Liability ' 21 Sec Abandoned and Unusable ~aciities, 21 Sec Appeal.. 21 Sec. 1.-I Sec ' Reservation of Regulatory and Police Powers Sec Severability Sec Penalty for Violation. ' ' Dated: AMENDMENTS : April,24, 2001 including RESOLUTION and fee struture DESIGN:, Plates: (1) thru (13). ' PERMIT APPLICATION FORMS: Registration Form Annual Emergency Maintenance Permit. Annual ConstructionlMaintmmce Permit Indvidual Utility Application Pertnit/Gmeral Provisions Permit Allowing Work Within ~teele County Highway Right of Way

206 ORDINANCE NO. 30 RIGHT-OF-WAY O R D ~ ~ C E s ' -U-NDE.R s ~ SDICTION TTH c0u-p~~~~ County of SieeIe, Nlhesota.. '.. An oidiliance to administer and regulzite the pubiic rigt-of-way in the p<blic interest, to pravld~ for thk issuance a d regdaiion of Right-ofway Periizifs...: _ THE STEELE COUNTY BOARD OF CO~MSSIONERS DO 0RD-T:.. &g~t-of-~ay M:m,agement \ -..,. S-ec Findingsj Purpose, and,lntent.. To provide ior health, safety and welfare of its citizens, and to ensure the integity of its roads and streets and the appropriate use of the right-of-ways, the County strives to keep its riiht-ofway in a state of Qoodrepak and free from unnecessary encumbrances.'.,. iccordiiply, fhe County hereby enacts this newchapter of this cbde ;elating to rizht-of-way ''. penhits and administration. This chapter imposes replatiori on the placement and mainienance of facilities and equipment currently within its right-of-way or to 'e piiced therein at some hture time. 'It is intended to complement the re-ulatory roles of state and federal agencies. Under. this chapter, persons excavatins and obstmcrin,o the nsht-of-way will bear

207 fmmcial responsibility for their work. Finally, this chapter provides for recovery of o ui-of-.. pocket and projected costs kom persons using the public right-of-way.. This chapter &hall k inteqixted consistedy with 1997 Session Laws, Chapter 123, substantjdly codified ih.iimesotastatutes ~~ns237.16,237.16~ ,237.79,237.81, and (the. "Ad3 and tbe other laws go^& ap~licabli rights df tbe County and usas of the right+$ way. chpth shall also. lx. terpreted m*edwith I\/hesotaRules Qwhere possible. 'To the e ~ any m pio+$d.of~ chapter c m t be h w e d mmigenw Minn&ta R&%::.chat &q&&on most comaed wi& A& & o h applicable wary lay,r,is hndd T~E chapter shall mt be interpreted to limrt the reghory and police powr oithe County ro adopt and h&, &v, &&&h public. enfirm gend.&-i,es n&eqf&,... -%;?',. :.,..-= Set Election to P&nage the Public Right-of-way - - PUT.&& to the authb.rity grmed to the County under state and Lderal statutkxy, administrative and co -on Iaw, the County hereby elects purs&uit ~k. Stat i 63 ~sum.2(b), to maria.$ right~oeway'under iis jurisdiction, I ' "Manage the Right- obway'~m~~ the authority of the C o w ro dg any of ah of the ioito&tg: ' 7l. -,.... ' Z : require r&,oistration.of& 2.. riq~ireeomtru'c~6np~-nce bods and insuraice coverage j ; egabhh. bstafi&i6ij. ch-ction da&rds; I. establish.and.< d&nklocatian,md :,..... i&lo~at~onr~~uj,erilents for equipment and '.. -fa&&;, establish &or&.do:i... &d t:-g requi;ements; 6. requke to immediately submit project' daa reasnabiy f... ' :, '..... ~iecessa&to db* the County td develop a right of way-pappin; a. system :...., :.. I f -. kcltding. GIS system idonnation... -.> requke right-of-way users to sub mi^ upon request of the County, existkg data. o,n the location of luser's hcilities occupyingthe public right oeway within the Counry. The data' may be submirted in the form mairitainad by the user -h a reasonable time after recei~t of rhe -request based on the amount of data requested; c+v 8 establish right*-f-way permitting requirenieints for excavation and obstruct idn; esrab.lish. rernovai requitemeats for abandoned equipment or facllitieesj.:if...required m conjunction wirh other right-of-way repair, excavztion or c~onstructioir; and.. t, 1 Ojkpose reasonable penalties for unreasonable delays in co~c~ion. Sec Definitions. \., r The following dehitions apply j.n this Chbpter of this Code. References hereafter t~ "sections" are unless otherwise speeded references to sections in this Chapter. Deked terms rex& defined terms whether of not, capitalized,... t I

208 .. "Abandoned Facility" means a facility no longer in service or physically disconnected. from a portion of the operating facilify, or born anyother facility, that is in use or still T carries service;.. "Applicaaf' means any Person requesting permission to Excavate or Obst.rucf a Right-of-,Way.. -, "Commission" means the State public Utilities Commission "Congested Ri$t-of-Way7' means a cr6wde.d condition in the iiibsdace right-of-way Lthat occurs when the rnajrimum lateral spacidg benv&n exiiting, of the public.... underground facilities does not allow for constructiofi of new underground facilities wirhout uiing.hand digging to expose the e?ciiti~,o lateral facilities in cijnfb+arice with Minnesota Statutes, section 216D.04, siibditision 3, over a contiriuous length in excess of feet. ~ :_ d i.,..s: "Coastrucribn Pe~orinince Bond" ineans aiy of ihe fo11&11~ fornis of sec~nt~ pi-ovided.. at perminee's option:... Ailndiyidual project bond; BY, cash deposit; C. ~ecurit; of a form listed or approved under Mim: Stat. S ~ C 15.E;sub;; D; Le~er of Credit, in fom accepcatjle to the Counry; -. E. S elf-insilrankt in fom acccptabl6t6 rhe County; F. Blanket bond for projects within the.couty of. constructiali' bond for a specified,.. rime and in a fo& acceptable to the County. _ I...,.. '!CountyN means the County of. Steele :. ', ~Minnesota. Fof pqoses f slc-tioi, 1-251ndernifi cdtion arid Liabili.~, County means it8 elected and appoint,ed oecials,,.. -i'..' --.. ofeicet.s, employees and agents. 'i.&gada&jn" means a decrease in the usel51 life. of the Ri$h~-of-Way ~ a&d by.. ekcavatlon in or disturbance of the R,ight-df:~ay, rdsultinp hi the-need to rec6iistru~t such Rght-&-Way earlier than would.be rcaiired-if the excavauon did' nor: occur. _ I., - 7..,...:-:-., "Degradation Cost:' subject to Mmesota Rules means thecost to achieve a. level of iestrarion a3 determined by the County at the.time the peimi~ is issued, not to ' ekcged the maximum Restoration sh6m in plates '1. to 12, set forth in Mnnesota Rules parts to '... I "Deg-adzti.on Fee" means the estimated ice established at the time of permitting by the.- County. to recover costs associated wirh the. decrease in the usehl:lif$ of the &,oht-of-.way caused by'thk excavation, -and which equals the Degradation Costs... : "D&? penaltyii is the penalty imposed as i result of unreasona.ble delays in Right-of- Way excavation, obstructi-bn, parching, or restoration as established by permit......, "l?$pmenr"-means the Department of Public Works or the Highway Deparbnent of the County. /, 3' \

209 .''Dipqtm&nt Inspector" meani any Person authorized by the director to cany out. inspections. related to the provisions. of this.chapter... ' "Dirictor" means the County Highway Engineer of the County, or her or his designee. "Emergency" means a condition that (1)'poses danger to life or health or of a significant lois of pmperty; or (2) requires immediate repair or replacement of Facilitie~ in order to.. restore Se~cc to a customer. "Equipment" means any tangible asset used to instal; repair, or mai~ita&~acilities in any Ri&t-ofdpjay;-.. "Exc.auate" means to dig -into or in any way remove or physically disturb or pejiietiate any part of a public Rig.ht;oCWay..... "Excamtion Pq-md" means the permitwhi&, pursuant to this Chaptery must be obtained '1-before'a PerSon may excavate in a.right-of-jir~y. -An Excavati0.n P e ~ allows t the h61dei to E~zvaie that part Of the Right+f-Way descri&d in such permit: "Excavation Pormit Fee" means money paid io the County by an Applicazit to cover the chsts as provided in $zctionrl.l2.,"facd&y or Fakiliries" mkinr, any tangible asset in the. Rkht-of-Way -.. required to provide., Utili~ ServiceL.... "Five~year project plad" shows projects adopted! by the -Corn for construction within.., the nis five ye*,.. "3Fi.gkDensity Corridor" meam a, desi,mted?ortion of the pub,lic right;of-way within.which telecorru7l~mtio.m.right-af-day users having multiple and competing fkciljties 'may,be required to.build and instdl f2cilities iri a common conduit system or other.ch&~n smeme....., ' :>''Hole" meanis an excavation in the pavement, with the 'excavation having a liwh less '.&,& th.. '.*. e wdth df the pavement..., Rights-of-way, "bcal ~e~resentative" deans a local PerMn or p ermns,. or. designee of such Person or ~ersons, authoriied. by a Registrant to accept legal notice or service and to accept CO~unications and to.make decisions for that Registrant regarding all matters within.. the scope of this chapter..... I "M&gement Costs" means the actual costs rhc ~o'wry'incurs hi managing its public. indud.hg such costs, if incurred, as those asidckited with registering.+.. Applicants; issuing, processing, and venrymg Ri&t-of-Way Permit applications; inspecting jo b sites and restgraiion projects; maintaining, supporting, protec!ing, or moving.user- Equipment, and ~acilities during public Right-of-way work; determining the adequacy of Right.-ofi~a~ restoratio'a; restoring work inadequa~ely pesonned. after providing notice and the opportunity to coned the work; and revdhg Right-of-way - Permits. Manageant costs do not include payment by a ~elecbmmuhicarions Rigbf-of-Way - 4 '.

210 f User for the use of the Right+f-Way, &the fm and cost of litigation re&g to the interpretation of Mianmta Session Laws 1997, Cbaptter 123; Minnesota Statutes Sections or or any ordinance enacted under tbsi sections, or the County fees ancf costs related to appeals taken pursuant to Section 130 of this Chpter..- " Obstruct" means to place any tangible object in a public Right-~ f- Way so.as to hinder free ~- and open pawe over.that or anjl ~ art 'of the Right-of-Way. ', "Obstru~tion Permit" means the permit which, pursuant to this Chapter, must lx obtained before a Person may Obstruct any part of a Right-of-Way, a11dwi.n~ the holder to hinder f?& andopen passage over the specified portion of that kght-pf-way by plac+s any tangible object therein for the duration specified. -. "Obstruction Permit Fee! means money paid to the County by a Pertnittee to cover the ). costs as provided in ~ektion 1.12 i d required to-obtain the perbit....-.#&> ;. '."Patch or Pax-ching " means a metbd of pavement replacement that is te&?oiary in :CT and aggregate base, and (2j..?A nature. X Patch ddnsisis of (1) the coinpamion of the'sfibb~e t@e replacement, b kind,' of the exim paknient for a &mi 6f two fest beyond the.'.*.ekes pf the excavation in all directidme A Patch is considered full,reston.tid.n only the pavement is included in thi County's five-yea.. project ph. : any type t~f ''yz$emeilf' me- improved that b within the public nght-of-way a& Mat is paved 0.f otherwise e6nstrubte.d with bituudnotis, concrete, aggregate, or p?el.{.. T~~&-&~'& be.me-g given "fightdf way p&itl' in Minnesota Statutes, section : IIPennitte&' means my person to whbm a to Exavate or Obstruct a Right-of- Way. has been granted by t6e County under this Chapter...I... "Person'.' means -an. individual, or entity subject to the laws and mlzs of this stare, however:.. org-ed, whether pu61ic m privne, whether domestic 0.f foreigq w&ther for profit or.. nonprofi, and whether,,natural, corporate,. or political, except the County Surveyor and. his desipees and also the Comty Engineef and his d6igne~5. ', \..., " ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ f a p a s o n ~ ~ & ~ ' ~fth~bph- ~ r n p ] i p.. "Probationary pe-&-jit one ye- from the date thr a Person has :.beennotitied in Gtlng that they have been put on Probation,.!... '.. "Public Right-of-way" means the area on, below, or above a public roadway, highway, meet cmay, bicycli lane and publicsidewalk in which the county has an interest,. including bther dedicaied rights-of-way for travel $rpbses and utility e&e&ekts ofthe ;County. A public Right-of-way does not Gclude the airwaves above a Right-of Way' with regard io~ cellular or other nonwke telecommunications or,broadc& service. The lands described bi tin easement, deed' dedicafion, title, law or ocdupation of a road,,highwayj street, cartway, bicycle lane, or sidewalk.. are. included as right-of-way.

211 .. - 'creg~t'y meaas any person who (1) has or seeks to have its equipment or ficilities. '. locatedin any right-of-way, or (2) in any way occupies or uses, or seeks to occup-y or me, the right-of-way or its facilities or equipment in the right-of-way. t." "~estorati0.n cost" means the amount of money paid to the County by a Permi~ee to.achieve th6 level of restoratiofiaccording to plates 1 to 13 of the bhesota public.. Utilities Commission.. rules... ' ll&store or Restoration" means'the process by which an excavdtd public Right-of-Wiy -.. and surrounding area including pavement foundation is retumed to the sime condition. C&d life expectancy) that. existed behe excavitia~ C "Right-of-Wzy~ermit!' means eitherthe ExcantionPemitt or the ObstmctionPermit or ', --%. - both, depending on the cd;ntext, 'required by this Chapter..,*.. : c+..." "Right-df- Way Usei7.means- (1) a'tel~o~munications n&t-o f-way u3er as dehed by, Sme3, ,.subd-.i; or (2) a pmoh ow-g i-jr coa~b~ing a i fatilib right-of-way ht is ~ $4 or htended to b& used fir povidhp utm ~nict,. -.. :knd'hha b. a,right under law, franchise, or ordinace to use the pubic right-of-my., " Senicin;or "Utility Senice '' includes (1) those services provided by a public utllify ss,, deiined & St& 21@3;02, subds. 4 and 6; (2) =vices of a telecommdca~~ns rigbtaf-way me;, inclu&g'~po-&g.of mice br dm mfonnatio,n; (3) skmices of ccimuj-&af'm systg& as dejinld j.ti M.h. Stat. Chapter.' 238; (4).natural gas or elkctrii: energy or tele~ormjm.&catio11~.servic&.provided by the city; (5) SeNices ' provided bya cooperative electric association organized under h. st&.chapter 268~;, and.(@ watei, 'sewer, steam, cooking or heat& services, :< Y9upplementary Appli.cation" means an application made to Excavate or Obsuuct. mor?.. bf the Right4f-Way than ailowed iq or ttj extedd a permit that had alreidy &n issued-,.'.... "Telecomusiication Rishtts-of-Way User" means a Panon owning or controlling a Facility krhe Risht-of- Way, or seeking to own or cohtro.1.. a Fa~ility & the Ri~ht-f-\lay,.,that is aed.0~ k htended to be used for trhportkg tekcommuoication or orher voice or data info-tioa F6r purposes of this c'lx@ter, c&le communication System defiiled and &ul;ted under 6 Stat. Chap. 238, and telecommi~nica'iion hctiviries related to., 'ii prpvidinp natural gas or eiechic enersy services Whether prprovided by a p'uhlic utility as. ~,.,.. - '-de&ed in- Stat Sec.21a.02, a municipality, a ni'icipal gas or power qency. organized under Minn. St&. Chaps. 453 and.453q or a cobperative electric 'asociaiion ' organized under Minn. Stat. Chap. '36 8 are ~ not Telecommunications Right-of-Fay.. Users for purposes of this Ckter 'Temp6rarySurhce" means the compaction of subbase and aggregate base 2nd, replacement, in kind, of existing paverneht only to the edges of the exca%tiol It is... ternporn &'nature except when the replace&nt 'is of pavement included -h tbe' county's two-year project plan, in which case it is considered full restoriition. 'Trench" means an excantion in the pavement, with the excavafon having a length equal to or greater than the width of the pavement.

212 - ' the "Two Year Project Plaf shows projects'adopted by the County for consmcti6n \vitthin next two yeis; "Unusable or unused Equipment and Facilities" means equipment and Facilities In the Right-of-way which have remain& unused for one year or for facilities that are not registerkd or located by Gopher One Call; or for which the Regise&t is unable to provide proof that it has either aplan to begin using it within the next twh.elvk (12) months or a.., potendal pm~haser or user ofthe equipment or facilities,.. See 'Administfati.on She D kector is the p-&cipal County 6 fficial respbmib 1e for the ad~~t~ionionofih~fi~b'ts-of-..*& Way, Right-of-way ~e&s, and the ordinances related thereto. Ths DMctor may delegate wy '- i" ;of'&&f. * the duties here.mdii...;3~.:; L:-*.,.,.,,l&s. :- ec t:i; 1-05:.:... uwitg coordkation ~ok.~i-fi~~.,.- -, n e Cornv may create an advisbry ~ i&y coor-ioa C O ~ B & - Pa;zf'icip&tioa oh the +, cd-ttee is volunta~y. It be camposed of any'iegi&ailts that %&h. to. assist the County in. ' obt.-g xo,-udn aud Fy m&&o recomt=d&tih&. reo&ds~tm~ 6 f $he. riiht-dew&y, ad Po hproye. t.hepi.oce~ of pedhrmkg &mctid= work there.h The Director 6 y detehe the'.. of iu&h &dee and &all'&ybo& memb&g fjom 2 lj" of re3-s ta'have expressed a.. a 3-0..,...a. &slre'io &sist,the county ~....., , : 1..,...C....., Sri.b!d 1.. ~@~+*ati.un.' wh.6.. bccupies, uses, or seeks tq>@upy or dej the Right-of Way-.\m place.my.equipm&$..or ~aciliti~~.... in,. the, :...~i~ht-~f-waj..~ inc1lding. >... P eisonii,. with... -.:: &&~Q$ &d &t&j&lce respansi'dilities by.&e, 'mbk.&~. pi asi&gnf,. must. : regker with Comb. ~.e~&ti& will cow of pr&dhg appecafi& doadon &d paying ii registrarion feq. Registration fees Shall be set by the County Boaid &d inay bs &ended by.. thea.at..-public de&g... ~..,., '.. j. ' Subh 2- ~.i?~~&n prior ti Work. person & 6~nstrucf install, repair, re&ove, relocate, br pedom my other work on, br use any Facilities or.aiy part thereof in any Right-of-way... -without uts.being registered with the Co,untyl...'. Shb:d 3. Ercej&od. thini her& shall 'k c0nstr~~d.t~ ikpkd 6i amend thi provisi6ns of a County ordinance permitting Persbns to piant or maintain boulevard pla$ngs or gardens in the. areaof the Right* f- Way bemeen their property and the 'street c&. Per$m~'planti@ or maintaining bulev&d plantings or g;ndenrshall.n6t be, deemed ti urk'di btci~pi the Right-of-. Way, and shall not be required to obtain any permits or sat* iny other, recpkements for '' '. planting or main&&ing such boulevard plantings or gardens uider this Chapter. '-. Resident owned sewer and water.senice li.nes io a city main and i-esident owned drain tile lines shall not be required to register, unless requerted by *e County, but shall be iequired : to obtain 1 7 '..

213 . \ permits for.. excavation and obstruction. However, no.thing herein ielie~es a person fyom complying with the grovisions of the Mjna St& Chap, 216D, "Gopher One call" Law., Set..I. 07. ~eg-istration Information.. tor at the. time of Subd I. l~rmnfion Reqziired. The inforniation proedkd to the ~iref registration shdl include, and be on the form approved dy the Co'mry or rbis ordinance, but not be Limited t'oi.. >.. (a) Each RegishanttS name, re her One-Cali regimation cerrscate tenumber, addre~s ' -. radbqs if applicabk, and telephone -and facsimile numbers.. 'z: and +mail - -. (b):the &me, address and &mail address, ifapplioable, and telepho~.-and facsimile fi&bers of a L6ix.I Representaiive. The Local Represhtati~a or designee shall. De available at all &nes. -. Ckefit infonnat+n regarding how to co-~ita the., Local.. Represenzative..,.,..iii aneinergea~y shall be.. ;... proyjdtd at the t* of re,oi.m~ion. >:../ ' ' )., " (c) A certificate. of ins&ncp; or self-&uraq.~e:.. '.:.. : i.. (1) ~enf~ing,that an &Ace.&. begn. i ~ ~ ~ d Re&T& ' ~ o h d c e.. by an,:...-, company licensed fo &j &&iss in &$ tde of ;yr.liul&aat+,. or a fo&j 'bf self &nuance accepta61e to the Director,. (2) V e ~ hthg g the Registrant is : ~yr~d againsf: cl- for Pe+bnal L.., :.., -..:.". *li:.';... death, as as claimfor propew we..&sb bk of *k &&. aiid; dtiu*&-i:y of I the Right-of-way by the Registrait, its o fi&rs, age~ts, employees and.permittees,.. and.. (9 and of Fa=ifiilitiek & the E ~~~&~LP;'~~ by the 'Re9&b< its oe.c$rs, qents, employ&s permilte&, &lcdind,,.htnot mtea'to, pr~fe&~~,iw.&'. i -=?, L-J. liabgitjl din ho+ieted: -ode&tiom' : - 3.dqg&: or.&dkteog&dd ~,g~;l3iei ad;..... bfpropkm.., eofl&se..... I,'.. (3) ~ b G the n County ~ as an additioml kured as to u;hom'the covtrage requ2d.herein.;a.! qe in f6ree a4 applicable ind. fir whom defense will be prbvided as to all such ' covehoe- -. J 7.. <.... (4) RequLiogthat the Djrector be notified thirry (j0) day3 in advance of c~c&h&tion of i ' the policy, or material inoclificati~ibn of a coverage. tea..- (5) Indicating com~rehensive liability coverage, automobile Iiabiliry-coirerq:ej.-wbrkers compensati6n and *mbfellaco~era~e '$st@blished by the ~tectbr in a&untstss~~ie~ to.... i i j I.. ; a j, ' the ' County and the and to out thepurpose and policiei bfw.,. Chapter. -- I (d) The County may require a copy of the actual insurance policies. (e) If the person is a corporation, a copy of the certificate required to be fled under Minn Stat k

214 ' > a. recorded and certified to by the secretary of State. ;.% (0 =. - ACO~Y of the Person's ordergranting a certificate of authority ftom the Minnesota Public Utilities Commission or other applicable state or federal agency, where the Person is lamy required to have such certscate.&om said ~o&ssion.or other state or federal qenby. Subh I ticz of Changer. The Regirtrant shall. keep all of the information listed above. current at all times by providing to the Director information as t6 changer within fifteen (15).. days fo ~'wie the date on which the ~egistrant has knowledge of any change..., s:. Sub< i Operatiom. Each Registr,mt that provides utzty service shal~,at~th~&&,~~b<-. ;,..L...:.. regktrati~n and by December 1 of each year, me a comctibn and m*:-isrenancce$-jian for '~dem~nd ~a~ilaiff with ~.i+ec~&-: S&ph Lsumed uskg.a 6- &-&- by to kme the,k- coordination and reduction in the fieque& y of exav&,ns and of?,i.&~-$~ay ne. I. shall maintain in the ae a spy oftbe wuofy's ~ M n pfacomtbn h.pojem.., uricdy.fac&y plans shall be kqt ept[o&e the R-. - pb -@blicinspection...&.% the Dhor ancl a m& the &&oa.d&&ed by ~ ~ ~ ~ ~, ~ ~ ~ The p h shall include, but not be limited to, the followin g, mfomafion: ' shall on fiie &ale fw (a) The locations and the es-thated beginning and ending dates of all projicts 6 be commenced during the next calendar year (in this section, a "~ext-year ~iojm");,. \ How the registrant will akcommodate the county plan; (c) To the extent known, the tegtative locations and esthtfd beginning and ending datei f i all Pr6ject~ cdn&m@lat&d foi the five years folio-g the next 6ale=& ye& (in this secfioq a "Five-Year PiojectH)..... It is the registrant's responsibility to keep k&hed dn available plans,.,. The term "project" in this sectionshall include borh Next-year Projects &d:fiveiyeq,. Projetts but does not include individual senice he hohoops and minor mai@e&ck unless they are part, of an area wide program... Subd 2 Addiiibnai Neriy.ear Prdjec*. ~otwitkandin~ the fo.regoing, the Director will not, deny an application for a Rightf- Wzy Permit foi failme to include a project in a plan Abmi~ed.. to the County if the Registrant has used cdmmercially rmsonabie efforts to anticipate and plan.- for the project.

215 Sec Permit Requirement Subd 1. Peeit Required. Except as otherwise.provided in this Code, no Persqnmay Obstrucf. or Excavate any Right-of-way +ithbut first rregte*g and having obtained the appropriate ; Right~of-Wuy Obmction, or Excavation Permit from the co&ty to do so.....,.i ~ubd 2. Permif ExYenrions. Person may Excavate or obstruct the Rght-of-~ay beyond the date ordates specified in the permit unless such Pgson (i) makes a ~u~p1ementar-y, Application.for another Right-of-way Permix before fhe expiration of the initial permit, and (hi a new pennit or permit extension is granted;.... Subd 3. Delay ~ekalty. In. aceordance with.minnesota Rule subp. 3.notwith.mding su7d 2 of a~ Section, the County shall establish and impose a Delay Penalty for unreasonable ddays id Right<~way excaiati~n, Obstruction, Patching, or Restorati'5ri- The Delay Penalty iegll be 2stabl%hkd from time to the by ~ 6 ~ Board t ) i remlgtian &d shin indlde any.delays d t hoes &aped by county'r+on~~crion eonmetor include liquidam.dw,oes c6&i&n$ celntsad. ' ' -....,.. :.., f %. Sec l,.io. Permit Applications., I......,.! -. Application for a permit ir made to the Direcror. ~ightdf- way permit applic~tia& shall i contain, and will. be. consideredcomplete only upon co&pliance. wirh the requirements of. the following provisions: E ?? (a) Registration with the'county pursuant to this Submission of a completed pe- appicazion f- including all reqiiired. attachmenrs, and scaled drawings showing thk location and area of the. propsed, projec~ and the location of a13 kwwn existink arid proposed Facllitis. s. (c) Payment of money due the County fbr:. (1). permit fees, estimated ~eiestoration costs and other hhtg-ement 'costs;... I t! (2) prior Obstruciions ofixcava~ions; (3) any undisputed lass, damage, & expense sufcered by the Cowry i because oi Appli&antls prior excavations or ~bs&uctions of the right-of- i : way or any ~mer~e~c~.actions taken by the County; 1 (4) kanchise fees or other charges, if applicable. I (d) Payment of disputed amounts due the Counry by poszing securiry or depositing in an i.

216 escrow account an amount equal to at least 110% of the amount o~vin,o. ' (e) Posting an additibn?~ or larser construction performance bond for additionzl facilities when applicant requests an excavation or obsmaion permit to install' additional facilities and the County -deems the existins construaion performance bond ifiadequate under applicable standards. -. Sec Issuancebf PermiS ~onditions. SubJ I. P&it ~ssunnce. If the,applicant has satisfied the requirements o,f this Chapter, the. County shall ishe a pennitv..,.. r -.&bh..2:,.. : Condilfotzs. The Director may impose reasanable conditions upon the issuanceof the.... :; pegnit,, and thk performa.nce offhe Applic;~nt thefzunder to protect the. health,....-, safq,... znd wel3are,. idu5~g when necessary, t.o protect the Risht-of-Way and Its current and Wre use rc,..,.. a-. Sec Permit Fees a'-; ' fees shall be established by the co;nty Board and may be amended &f :.:;. %. ',.;., meeiirig. 2. =*.:+:.c, pub:iic Scr Brl. &h&on Permit Fee. The county shall establish an Exca,tation permit fee in.a;ri - - amou& suffi.&ferit: 16 fhe following cbsls. Permit fees 'shallbe estdilished by the doi~ni~ B.oad' &d -~ay be amended at. -j?r~b$ic aeeting;,.. i (a) the '(-Jjunry &nagemen$ ' egadatioi.1 '..., Edds, if ap?ticable '.. : Subd 1 O&&crion Permif Fee. The shal1 the ohmction permhfek and &dl b.2 ifi sfiamountsufilaie=t to ieeovei; t.hk sounty mhnagemeni ~o~r's... SuBJ. 3; pup~en t of P-it Fees, Excavdian permit or 0b.su-uctic~n ~er@tshali be issued witfio~r.ij.&me of Excavati:On or Fee3 unless the Counry allows Wica-n~s to pay such fees wirhin thirty ($0)&ys of billing... Subh d N&n refiriidahlg, ~e&.t.fe~s rhar were paid f ~ a r -permit thgt.zhe.'~.kecra.r.has revoked for,.a breach as sated id Sectioii 1-22 &e not reh~dabke,... &bd 5 &p Y&ziio.n to F&ichis=s. Unless otherwise abed to in a franchise, management cosrs may be charged sipara~ely firom and in addition to the franchise fers.imposed on a right-ofway user in the franchise. Sec 1.13; Right-of-way Patching and R.estoration.., Subd 1. Timing. The work to be done under the Excavation Permi< and the PaichinS and Resrorad~n of the &gh~+f-~a~ as requiredh&in, must be cornplqed wirhin the dates speiiiied in thb perm* increa-sedby as many days as wbrk could iot be done bicause of eitranrdinary circumstances beyond <he control of the'~ermitt%e dr when work was prohibited aunseasgnable or unreasonable under Section I t ' \

217 . Subd 2. Temporam. Surfacinq, Patch and Resforution. Permittee shall Patch its own work.... (a) Coun~ Rertordon. If the County restores any part of the kght-of-~ay, Permittee shall pay.. the costs thereof withhi thirty (30) days of billing. K the County restores ody the surface right-of-way and dkhg the thirty-six (3 6). months following such Restoration, the pavement. '. settles, the P &mittek shall pay to the C ow, within thrty (3 0) days of billing, an co & related to restoring,the Right-of-way 01 associated wirh having t6 cqriect-the defective work; which may include removal and repl&e&nt 6f any of ali work done by the Pennitem. These costs shall include administrative, overhead mobilization, material, labor,. and equipment., - r ' (6/ Pemirree ~esfoiatiorg. If the Permirtee Restores the Right-of-way itself it shall at the time of applicatio'n for an Excauatio.ri F'ermit post a Construction Pedonnance Bond : in ari amount determined by the Director to be sufficient to cover the cost of ~est~rati'on. : If, with my-six (36) months after completion of the Restorarion of the Right-of- Wzy7 E%. the Director dete-e that the Right<$- Way ha beefi pfoperly kestored, the on... :- theconstructionpkxfcmxmce Bondshallbere!eased,: 3. : ' (c) Degradation Fee and Patrfring in Lieu of ~&oi.atiok to PUC Stmdnrdr In Ji~%of right4f-way restorati~n, a righ-of-way may.:eiect to pay a deedation fk. However, the right-oeway Uer shall redin responsible' for parchins and the degradation fee shall not include the cost to accornp1is.h these responsi-biliues Su-b.d 1. SLiznihds. The Pe-ttee Shall perform Temporary ~~acingpatd- md;'. Restoration including bd&u, eomp.action, arid jmdsmpirig aec.ijiding 20.the stzmd.ar&, i d vtith the. materials specjfied by the Dienor. The Diiect~~ 5ball have theaizthorky to prescribe the manner and extent of the Restaration, ad may do so in. w&en p-b eedwes'?fenera1 application 01 an a czse-by-case basis. The Director in exercising this autho.rity shall cnmply wrth PUC,....Stahdards fbr.~ight-~f~~a~ &?stgr&ion(see PTJC; Rules 7g ?o ) and require cod5rm&i=i5 to bindot standard spec.*7~atiod and local govemnient spkeifications and drawing and shall further be,guided by the foliowkg~coisickrations:. ' (a)?&e ~ k r sizi?,d&th, and durarion of the exc.amtiobi disruptions or m e ro the %ht-of- Way;....." ' M,. (b) The traf6lc volume carried.by the Right-of- Wq; the character of.the?,<+:*z, neighborhood surrounding-the Rght-of-Way; i.... ' (c) The pre-excavation co=dition cif the Right-6f-way;-the remauyng Me-. 5xpectandy bf the Right-of-way gffected by the exdavation; I C...,... ' (d) Whether the rehive cost of the ~ethod of re4toration to the Pedee is in reasonable. balance with the prevention of an accelerated depreciation of the right-of-my that would otherwise-result fiom the excavation, disturbance or damage to he RighGof-Way; and.. i..,(e) The likelihood that the p diar methdd of restoration would be tiffective in I. flowing the depreciation of the Right-of-way that would otherwise take place e.. 1 I i

218 SUM 4. Guamnieer. The Permittee guarantees its work and shall maintain it for thirty-six (36) months following its completion. During this 36-month period it shall, upon notification fiom the Director, correct all restomlion work to the extent necessary, using the method required by the Director. Said work shall be completed within five (5) calendar days of the receipt of the notice &om the Director, not including days during which work cannot be done because of circumstances constituting force majeure or days when work is prohibited Bs measonable or unreasonable under Section t Subd 4(a). Dw tu Comeci Def- The permittee shall correct defects in patchirrg, or.momtion performkd by m e e or itr agents, permittee upon not~catibn the County, shall correct d restoration work to the extent.necessary, usiq the method required by the County.. Said work shall be completed within fie (9 calendar days ofthe receipt of the no tie fiom the County, not including days d-t which work cannot be done bec&se of circumstim&~ constituting fone rnajee or days when work is prohibited as unseasonal or unreasonable under Section :.cs?ld:' liiifilure i@ Rstbre. If the Permittee fails to Restore xhe Right-oEWay in..the.manner -+ad;.tci th6 cbndition required by the DireCtor;or fails to sa?i;:&ctorilyand timely coigp1et.e all Restofation required by the Director, the Dkector at its option may do kcp work in that event krhe~&rmirt& shall payto the County, within thirty (30) days of billing, the cost of Restoring, the kkight-of-~ay. If?er&ittee fails to pay-as requked, the County may exerbisk its rights under the ':E&nstruc~idn. Performance Band Joint Applications. : the!x., A;.. Sub&. 1. Joini Application. Registrants may jointly apply.for permits to Excavate or Obstruct same place andtime. :.. Sirbd. 2. SJldr~d Fees. Registrants.who apply for permits fo~ the ~bs&ctioa or sxcavati6n, which the Dire~tor does not perfoq may shire in rhe payment of the 0 b..s&uctidi or Excavation Permir Fee. Registrants -st agree amon2 rh.eemelves as to the portion each wdl pay and indicate the &e on their applications. Subh 3. W&'h Courrfy Construcfion Pro&&. Registrants who join in a scheduled Obstiuction or excavation coordinated with,. a. County. comctiop project by the ~irecros.wherbe~: or not it is. a joint application by two or more Registrants or a shgle application, are' not req&.ed<to pay the Obstruction. and ~e~adatibii portions of the permit feq but a pedt is still required Sec; SuppIementary Applications... Srrbd 1; -Limitation onha A Ri&t+f-way.permit is valid only.for the area ofthe Right-of- Way specified fhe pe-t. Permittea may do any work outside the &ea s$eczed.in the permif except as provided hefeh. h y Permittee which deterrhines.that an area graterthan that specified in %e must be Obstructed or Excavxt:d must before worlung in tbat great.er area (I) make application for a permit extension and pay any additional. fees required thereby, and (hi. be &infed a new permit or permit extension. '

219 ,.. ' SUM 2. Limitation on d&. ~~ight-of-way Permit is valid only for the dates specified in the permit Permittee may begin its work before the permit start date or, except as provided. herein, continue working afteiihe end date. Ifa Permittee does not a h the work by the permit '. end date, it must apply for a new per& for the additional time it needs, and receive the new - - permit or an extknsion o'f the old permit before working after the end date of the previous permit This Supplementary ~~p'lication must be done before the pennt end date. X., '. Sec Other Obligations. Shb d, I. Compliance With Ofhei Laws. Tbe applicant must not* and obtain a permit fiom any township or city tbrough which it passes if said tomhip 6r citj so requires. Obtaining a Right-of-way Permit does not regeve Permittee of its duty t6 obtain all.other necessary permits, licenses, and authorky and to pay all fees required by the County or orber applicable rule, law or regulation. P e'rmittee shall comply with other. local codes and with road load restrictions, A ' Permittee shd comply.with all secjukements of local, state arid'federal laws, &eluding Mna SPai 216D:Ol-i09 ("Gopher One CallExcavation tice System"). A ~ d eshall e pe&m all.. work in confbmce with dl applicable codes and establ;ished rules and regulatibns, and is responsible for all work done in therig$t-of-way to its per- regardless bf who does the work- Subd 2 Prohibited Work. Except in an Emergency, and with the approval of the County, no :Righi-of-Way Obstruction or Lxc~vation may be done when seasonally prohibited or when i= - conditions are unreaso~ble for such work. '... \ Suhd 3. Iiiie$ei;enn w.2th Right-of- Way, A Permittee shall not sd Ob$ruc'i:.... a Right-of-way that the natural f?ee and clear passage of water thugh the gutters, culverts, ditches riles or other waterways shall be interfered Private vehicles qf those doing work in the Right-&Way tnay nor be p&ed within or next to a permit a;rea, unless parked in canf.onnanc5 with cow or.. Qpiicable,tmhip and city parkingregulaxio-ds. The 'lodig or unloading of tmcks 'must be.'!don&solel~ vwithln the dehcti permit area unless spec5cally authorized by thi permit. T.~BC C~btml... shall conform to the mtcd and its field mama1 and any direcrions of.. enghew. the.county... : I *r,,. ' d,$*?$~.... Sec, Denial o$ Permit - Th= County may deny a permit for failure to meet the requirements and conditions of this Chaptcr c or if the ~ ~unty determines that the denial is necessary to protect the health,.safety, ind webreor "! when necessary to protect the erighi-of-way and its cwent and k e use. fie COW my heny a i if the utility has failed To comply with previous permit conditions. 3 c ow may. -w&ho'ld is:suance of a permit d ~onditions of previous p&t are-comphf with. '.. % ~ e1.18. c lnstaliation Requiiemknts. The excavation, back6lling, Patclung and Restoration, and all other work pdormed in the 1 i 6

220 Right-of-way shall be done in conformance with Minnesota.Rules and kiid shall conform to standard specifications and other applicable local requirements, in ' so &'as they are not inconsi&t with the ~ hesota Statues Sectim 237'.162 and 237:163. See Inspection. -. Subd. 1. tiee of Completion. When the work.under any permit hereunder is completed, the Permittee shall fumisha Completion Cirtificate k'accordance with Minnesota Rule 7819;1300. Subh 2.' Site Inspection. Permittee shall make the work-slte available to the County and to all othas as authorized by Iaw for bipection at all reasonable times during the execution of and upon'completion of the work,,'...i:zwi&f kbd 3.. A&hor@j of Coitn& ,3&2,<:,. B'%..F?:..-.' [a); the ike' of insp~.~ion the D.ji-&tor may order the i?nmedistz cessation and.-.%s." comediofi of any work which p6ses a seious &&at.:ta the life, health,.safeq 0s: well.- &ing.of <he public..;.s '.. '. (%I The D?ector may :issue an-order to &E Permittee for my work which does not confbrm to t-he. term of the pef& or other applicable standards, rules, laws,_condjtio.qs, oi- obdki. The order shall state tjm fhilufa to correct the vio1d.m will be.mbe for &~ocation hfrhe peat. Within ted (10) days aftertksu&ce of the :orderj~he Permitt& shall present proof to the Duector that the violation has been corrected Es.uch proof has - not been presented within the required the, the Director may revoke the pethit pursuant.. =. to Skc ,.- (kj. The cost of my action required by. the Couhty sha1.i be by the. per;miteg-... s&. 1;Zfl. Work Done witjjaut ;1 Permit Subd 1. Em~enq p.. Sifutitiio~s. Each Registrant shall immediately notrfy.the Dirxtor of any e+3=t Q e Fac.atie$ -that 3 '@mid~s-to be &' EmekgendS;. ~ & : ~ & ~ t ~ v. p r ~ c e d to take whatever actions are necffsaxy to respond to the ~iner~enc~: ~ithiatwo business days 'after the occmknce of the Emergency theregjmant rhallapply for the nece's~ary permits; pay _ thk. fees &so~iated theie&& aid hliiu the rest ofthe requirements necessary to bring itself into.. -.,.e~iiipliae with this fir the actions it took in response to 'the Emergency; : if the county becomes aware of an ~mer~ency " regarding a Regiwt's Facilities, i$e County will attempt to contact the Local Representative of each Registrant affected,.or potentidy, affecred, by the Emergency. In anyevent, the County may -take wkktever action it deems to the ~&~e=e~, the cost of which shall be borne by the Re@strant whosefacilities oicasioned the. : Emergency, :,!..Z Subd 1 : Nun-Emcgeircy ~auh'm. Except in an Emergency, any perion who, witbout first badg obtained the necessary permit, Obspucts,or Excavates a Wt-of-Way mu. -subsequently.i i 5

221 obt.ain 3 permit, and as a penalty pay double the normal fee for said permit, pay double all the. - othei fees required by the! County cede, deposit with the County the fees necessary to cgnect any damageto the Right-of-way and comply with all of the requirements of this Chapter. -. Sec Supplementary tification.. : 1 '~iven.onlbepe~fp~rmittee~hallnotifythecountyoftheacc.~ateiniormati~~arsoonarthis If the Obstruction or Excavation of the Rig.ht-of-Way bigins later or ends sooner than the date 3 information is known. See Revocation of Permits. ' substantial ~ % d 1. Substanfial Breach. The County reserves its right, as provided herein, LO revoke any Right-of-way Permit, without a fit iefimd, if there is a substantial breadh of the terms and. condirions of any statute, ordinance, rule or regihtion, or any mar?rialrial c0ndit;io.n of the permir including a threat 10 the safety.of workers, or -the right4.f-*-user or the U:rility users. A ' breach by Permittee shall include, but shall not be limited to, the hllowktg:.. (a) The via-lation of any materia1 provision of the Right-of- Way Permit;, (b) -An e+asion or attempt to evade.any materialprovis20n.ofthe Right-of- Way Permit, or the perpeeon or mempt.to papetrate any hi~d or deceit iqmn the County or its.ekkens;. ' ' (G) Any material misrepresentaiio,n of fxt in the app ficiition for a Right-of-way Ped;.. (d) The.failure'to complete the work i;n a timely m; unless a permit exxension, is obtained, or unless the Ezilureto. complete work is due to reasons beyoad the.. Permittee's coq=ol, or failure to relotate exiaing fac&ies as speczed in ~ ec. 1.24; or., (e) 'The fail& to correc7 in a timely manner, wg*.that does mt Qnfomt6 a condition indicated on an Order issued pursuant to Sec (4 ~ail&e of the &ty to pay requ.ked costs, fee%.- pr char& billedby the cow.. Subd Z.'Written.tice of &each.. If th& County determines tbat the Fermittee has codtted a =:bsan~.. albrekch of a t e a or condition of any statute., ordinance, rule, regxilatian'or any.. conditiin ofthe.permit the County shall make a writtendemand upon the Per&rte= to remedy such violation. The demand shall state that continued via latioh may be c2ue for revocation of xhe permit- A substantial breach, as staed above, will.allow the County, at its piscretios to place,.. addkiddor revised. conditions oii the permit to mitigate and breach -.. Su6d.3, Response to tice of Breach.. Within twenty-fom(24) hours of recei*g notification of.& breach Pedee shall provide the County with a plan, acceptable to the County, that will cure the breach Permittee's failufe to so contact the Counry, or the ~ermirtee's Mure to iubmii: an-accqtable plan, or P.ermittels failure to reasonably implement the appro;ed plan, shall be - ' ca-,for iinmediate revbcationof the permit Fmer, Permittee's fdure to so cont3ct the. : '1 6 I I '

222 County,.or the Permittee's fiilure to submit an acceptable plan, or Permittee's failqe tq. reasonably implement the approved plan, shall aut6matically revoke the permit,and may include ' plac&g the Permittee on Pro bition for one (1) iull year. Subd 4. Clue for Probhn. From time to time,.'the County may e.s~&lish a list of co&itionr of the ' - permit, which if breached wiu automatidy place the permittee on Profion for one fb.li year, such q but not limited to, working out of the allotted time period or wor-. an --of-way p ~ lourside y of the pemirt a ~ ~ o n.... Subd 5. ~ui&ndc -Rwoc&n. If a Per&ttee, wm.e on Probation m d a byea~h as oudbed above, Permine's permit wiuautomatidy be revoked a@ mai it tee will imt be allowed M e r, pexmits for one fidl year, except for Emergency rep&.. -;. S&i d R&dmmni of Comiy Costs. If a permrt is revoked. the Pennittce shall also reimburse.-.,.-,.:the Co.unty f6r the Comtf s reasonable costs, including Restaration Costs and the.'.costs:ofrofl&~on,. +&and r-oable attorneys' f e connection with such rewdo.n..,':->.*+.... ' :=:. -.G+P1-.. *c~rsui?d 7. RmkedPeimk Xthe caunty revokcs a utiiiryys permit for. breach of this orcbmc, ihe A$- <....* d t y wjjj not & all0 wed.to o &d dr.&&mvate wj-j& am Right+& Way u& the b&h..... sibmion is corrected to &&e dfktion ofthe Director rebed...-%.' ~ec: MappiogData...,.... &&bd 4. Infonf~dmi Pequired. Each Regi,~mt and Perminee.$hall provide rmapph:g,. :,=. t. " l,nfbrin&o~ required by the County ih 'dcco~dmce wirh ~Minnesota Rules and n&eforel 5 -a@g the use of a' loc.al,ooveaent:ud may 'estabfish, develgp, mi implement a ri&i-of..*ay fia~~hg.~y.&m- & fo&m. The pvse afa... mapping system is to: A; allow fle~biliry ii its use by rhe local g'ovement as an ebec-tive rnarwjrnent. tool; B. enhance ~ublic safety and user facility safety; - C. provide for long-teq cog savings; D. improve pubiic right-of-way de.sign quality; and. E. '.dew for better i.nfbmtion collection ad c~.bperative usage :8mo.gg l~cd. ; : -t. -.. government units; telecd&mications companies, and othef users of the public rightof- way.,... Snbh L ApplLnlion required When a.local government unit requires a p erd fdr ekamion in or ob.muction of its public right-of-way, a person,w&ihing to undertake aprojed within the public righ-t-of-way's.hall submit a right-gf-way per& appiic&ion, which njay required the filing of mapping information pursuant to subdivision 2. '. Subd 2. : Information The local government unit may require as pan of its permit applicarion the filing of all the following iryb&tion:.. A location^ and approximare deprh of applicant's mains, cables, conduits,..switches,' ~d related equipment and facilities, with the location based on:. L, > 5

223 (1) offsets &rn property lines, distances fiom the centerline 'of the public right-of-., way, and curb lines as determined by: the local goveinment unit; (2) coordinates derived &om the coorgte system being used by the local government unit; of ~-. f 3) any other system aged opon by the right-of-way user and local govment. unit;. B. thehdand.size~fheutilityfacility;, C. a.description showing aboveground appurtenances;.d. a legend explaining symbols, characters, abbreviations, scale, and other data show, on the map, and E. any facilities to be abandoned, ifapplicable, in conformance with Mirinesota St-es, section 21 '6~.04, subdivision 3. Sub h 3. Changes and correctiorrs. The application must provide that the applicant ages to $&nit "as built" drawing$ reflecting any changes and variations eon the information.. dder..' subdivision 2, item A to E.. L al. iohcirucsion. infomarion In addition, the right-6f:w.a~ user sbailmbmir to the local government unit at the the the project,is completed a completion cerdflcne.,. according to part ;00. -& Subd 3. &&mar o~'cdn~i~in~~errnir data A right-of-way user is not required to provide or coiivey mappkg inhrmation or data in a format or manner that is deerent f?om is applic&nbn fie timy inclride the. cost t6.. cm,ently uitdked and maintained by that ker. A p e d 4 copvemhe data *hed by tbe rightaf-way user io a format chendy in use by ihe local uiii of 6Gx-enti TheSe data conversion costs, unlike other costs that make up permit fees, miy be? - Included in the pedt fee after the pef&f application process. -. '. Subd 6; :D@ih on exsting farilifies. ;It the request of a local government mit, aright-ohway.&ashall piokida. existing, data on its existing'kdities within,the pdbl$ right-of-way in the : form ma&hed by the user & the time the request war made, if available;. f.i 'i.... I..., - Sec Location and Relocation of ~acil.ities. - 3?2'. I Sad. L. Plnce-rrC Locarion, md Rcloc&ti, p&kme&, location and relocation of facilities i. & comply viirh the Acf with other a6plitkbi.e law, aml with Minnesota Rules , ' , and , to the exknt, the rules do not limit ahthody cj-rhefwke available to { cities md. counties. By submiitigg a request fo? a pedt the person reco-es they mnst : co:do& to'&; existing ord-ces &id codes of bthei units cjf goyemmeat reled t6 uriderground~la~eme~t regardless of how the application ii uatten orpkmit granted! 1 C. Subh 2. CorridOm.. The County may &sign ipecific corridors withinthe Rightaf-Way, or any _ -particular segment thereof as may be necessary, as a best management practice for each rype of I ~acilit~ that. is,- or, pursuant to current technology, the County expects will someday be, located t within the Right-of-way. ;il &cairation,.obsbudon, or othei issued by the CO+ involv'ing the.installation or ieplaceinent of ~acilitieshall designate the poper corridor for the 9 Facilities at issue. A typical cross section'of the lo. cation for utilities ma)i 'be on.fle atthe... D-ire=tor7s pffice. This sectidn is not intended to establish %igh dens j corridors". -.,. fi i 1 I

224 Any Registrm who has Facilities in the Right-of-way in a position at variance with the corridors established by the ComQ shall, no later than at the time of the next reconstruction or excavation of the area where& Facilities are located, move the Facilities to the.assiped position within the Right-of- Way,.unl&s this requirement is waii.ed by ihe County fdr good cause shown, upon considerationof such fdctors as the remaining economic life of the Facilities, :.publid safety, customer Service needs and hardship to the R&&ranti Subd 3. Nuisance. One year after the passage of this Chapter, any Facilities found in a ~ i~ht-? :Way that hage not been Registered shall be deemed to be n6isance. The C o w may exercise any remedies or rights it has at law or in equity, includhg, but slot limited to., abating the nuisance or taking possession.of the Facilities and restoringthe Right-of Way to a useable :. condition and requiring payment to the County for thecosts involved...i: Subd 4.. Limitation of space. To protect health,.safety, and welfare or when necessary to ->.-?, protect the Right-of-way and its curregt use, the County shall have the.po.wer7to-rne:.hest,... managemenr pqxtices-to brohibit or hit the placement and Iodation of new or additional <.. Fiicilities thin he Right-of-way. In making such decisions, the C o q shall'strive to'the ' :"$.: ewent po&ible to accommodate all egstbg and ;potential users of the Right-~~f-.Way, but.?hall be,.-uidcd p-y by consideratio&' of the.public interest, the pubfic's need 'for the particular Utm Se-ce, the. condition of the Right-of- Way, the tiine of ye& with respcct to esentiai -.;_ : utilities, the pmteaibn of existing Facilities in the Qht-of-Way, and fuirure.county p h fbf.. pc6lic improvements add develdpment projects which have bee; dekded to be b the public - :::,f& -. interest. Subd. 5. Relocaii~n of Facilifies. A Registrant must pf~lnptly and at its own expense,.. wirh h e -regard for seasonal working condirions, permanently remove and relociare its Facilities In the Right-of-Way whenever the Director for pod ea&e recpisrisuch re5ovalknd ielocatibn, and shd restore the Right-of- Way consistent with PUC standards, local regulations and MnDOT.. Str311dar.d spccdi&tions,,ne Direct& may make such requ& td $rev&it derference by rhe: ~o~any~s Equipment or Facilities wirh (i) a present or futixe use bf Lhe ~ight-6f-;wa~, (3 a public imyro+ement undertaken by the C6unty, (iii) an &on6:&~ development proj&;t in be cohry h i an &ae& or bveamnt, [&) Whennf'he safety and w&&ie..,require ii, nor (v).when necessary f o preventidterferen~e with'the safety ahd &im&e&e of 7 " o.rdimry. travel over the Right-of-W&y..: &cation ~oti6cario.n ~mce.dure': : The ~jrector Shall boil.@ the utfity. o~.at~l&ast;sk~6) -,...,... m~ths. in advance of the.=eed to relocate e d h g fk~ties s$ the own& can pkn.the i&l&*n The Director a second notification to t6~ owner one (1) month before'the OW needs to begin the reibcation. The utility bwner shall' begk ribbittion of the facilities witwithin one (1) week of the second notification. Al utilities shall be relocatedwithin one (1)'monh. The Director may allow a different schkduie if it does not interfere with the County's project. The ' urility owner shall diligently work to reioczite the facilities within the abave scdetl~le..: i Delay to County.Project: The Director shall not* the utility owner ifthe owner's Brogress will not meet the relocation schedule. If.the owner doei not take action to kure the relocatioiiwill be completed in accordance with the above schedule anil the'director fekls this delay will have an adverse impact to a county project, then the Director may hire a competent contractor to perfami the relocation. I n that event, the county rriay charge the utility owner all costs, incurred to relocate the facllrty... *,