Date: April 7, 2015 To: Chris Hartzell, PE Dakota County, MN From: Jacob Bongard, PE Bolton & Menk, Inc. Subject: Traffic Considerations Memorandum

M E M O R A N D U M Date: April 7, 2015 To: Chris Hartzell, PE Dakota County, MN From: Jacob Bongard, PE Bolton & Menk, Inc. Subject: Traffic Considerations Memorandum I. Introduction The objective of this technical memorandum is to document and summarize the traffic operations and crash history for the Southview Boulevard study area located in South St. Paul, Dakota County, MN. This technical memorandum consists of an analysis of the existing traffic conditions, crash history, parking, transit, traffic control warrants, proposed design concepts, and other traffic and design considerations. The information will be used to identify issues and needs within the study area and develop recommendations on traffic control options and roadway network alternatives. II. Existing Conditions Data Collection A traffic analysis is completed to evaluate operations at 19 key intersections along the Southview Boulevard corridor study area. Turning movement volumes, Annual Daily Traffic (ADT) volumes, and Annual Average Daily Traffic (AADT) volumes were attained from Dakota County and the Minnesota Department of Transportation (MnDOT) for these key intersections/segments. 13-hour turning movement counts were completed by Dakota County and provided to Bolton and Menk, Inc. for analysis. The overall evaluation period was 6:00 am to 7:00 pm on multiple days in the months of May and June of 2013 and 2014. Peak hour traffic volumes were established from the collected data for the AM (7:15-8:15 a.m.), Afternoon (12:45 1:45 p.m.), and PM (4:45 5:45 p.m.) peak periods. 13-hour counts were collected at the following intersections: 1. Southview Boulevard (CSAH 14) at 20 th Avenue 2. Southview Boulevard (CSAH 14) at 19 th Avenue 3. Southview Boulevard (CSAH 14) at 18 th Avenue 4. Southview Boulevard (CSAH 14) at 17 th Avenue H:\DACO\T42108416\3_Preliminary_Design\C_reports\Traffic Summary Report (2015-04-07).docx

Page 2 5. Southview Boulevard (CSAH 14) at 16 th Avenue 6. Southview Boulevard (CSAH 14) at 15 th Avenue (CR-8) 7. Southview Boulevard (CSAH 14) at 14 th Avenue 8. Southview Boulevard (CSAH 14) at 13 th Avenue 9. Southview Boulevard (CSAH 14) at 12 th Avenue 10. Southview Boulevard (CSAH 14) at 11 th Avenue 11. Southview Boulevard (CSAH 14) at 10 th Avenue 12. Southview Boulevard (CSAH 14) at 9 th Avenue 13. Southview Boulevard (CSAH 14) at 8 th Avenue 14. Southview Boulevard (CSAH 14) at 7 th Avenue 15. Southview Boulevard (CSAH 14) at 6 th Avenue 16. Southview Boulevard (CSAH 14) at 5 th Avenue 17. Southview Boulevard (CSAH 14) at 4 th Avenue 18. Southview Boulevard (CSAH 14) at 3 rd Avenue 19. 3 rd Avenue (CSAH 14) at Marie Avenue Traffic Operations Analysis Operations analysis of the AM, Afternoon and PM peak hours was conducted at the above listed key intersections to determine how traffic currently operates within the study area. A level of service (LOS) analysis was completed for key intersections to determine how well these intersections operate with study area traffic volumes. The LOS results are based on average delay per vehicle as calculated by the 2010 Highway Capacity Manual (HCM). Control delay is the delay experienced by vehicles slowing down as they are approaching the intersection, the wait time at the intersection, and the time for the vehicle to speed up through the intersection and enter into the traffic stream. The average intersection control delay is a volume weighted average of delay experienced by all motorists entering the intersection on all intersection approaches. Intersections and each intersection approach are given a ranking from LOS A through LOS F. LOS A indicates the best traffic operation, with vehicles experiencing minimal delays. LOS A through D is generally perceived to be acceptable to drivers. LOS E indicates that an intersection is operating at, or very near, its capacity and that drivers experience considerable delays. LOS F indicates an intersection where demand exceeds capacity and drivers experience substantial delays. The LOS and its associated intersection delay for signalized and unsignalized intersections are presented in Table 1. The delay threshold for unsignalized intersections is lower for each LOS compared to signalized intersections, which accounts for the fact that people expect a higher level of service when at a stop-controlled intersection. A higher LOS (i.e. LOS D, E, and F) is indicative of elevated delay times compared to lower levels of service (i.e. LOS A, B, and C). H:\DACO\T42108416\3_Preliminary_Design\C_reports\Traffic Summary Report (2015-04-07).docx

Page 3 Table 1: Level of Service Criteria Signalized Intersection Unsignalized Intersection LOS Control Delay per Vehicle Control Delay per Vehicle (sec.) (sec.) A 10 10 B >10 and 20 >10 and 15 C >20 and 35 >15 and 25 D >35 and 55 >25 and 35 E >55 and 80 >35 and 50 F >80 >50 Table 2, below, provides the overall intersection and worst movement delay at each of the study intersections during the AM, Afternoon, and PM Peak hours. Peak hour factors were applied on a movement by movement basis to represent the delay experienced during the worst 15 minutes of each study peak hour. This evaluation is completed to establish a list of the key intersections that require additional consideration. This includes determining whether the existing traffic control sufficiently accommodates existing traffic conditions or if modifications should be made. Table 2: Existing Traffic Operations Intersection Delay Worst Movement Delay Delay 1 LOS 2 Intersection Traffic Control Peak Hour Movement Delay 1 LOS 2 Worst AM 14 B WB 17 C Southview Blvd at 20th Ave All-Way Stop AFTERNOON 11 B WB 13 B PM 38 E NBR 58 F AM 1 A SB 14 B Southview Blvd at 19th Ave Two-Way Stop AFTERNOON 1 A NB 14 B PM 1 A NB 23 C AM 2 A SB 15 B Southview Blvd at 18th Ave Two-Way Stop AFTERNOON 1 A SB 15 C PM 2 A NB 21 C AM 1 A NB 15 B Southview Blvd at 17th Ave Two-Way Stop AFTERNOON 1 A SB 13 B PM 1 A NB 31 D AM 1 A NB 14 B Southview Blvd at 16th Ave Two-Way Stop AFTERNOON 1 A SB 12 B PM 1 A NB 28 D AM 2 A NB 17 C Southview Blvd at 15th Ave Two-Way Stop AFTERNOON 2 A NB 15 C PM 3 A NB 32 D AM 2 A NB 18 C Southview Blvd at 14th Ave Two-Way Stop AFTERNOON 1 A NB 16 C PM 2 A NB 29 D 1 delay is in seconds/vehicle 2 level of service E and F are commonly considered unacceptable due to long delays H:\DACO\T42108416\3_Preliminary_Design\C_reports\Traffic Summary Report (2015-04-07).docx

Page 4 Intersection Delay Worst Movement Delay Intersection Traffic Control Peak Hour Southview Blvd at 13th Ave Southview Blvd at 12th Ave Southview Blvd at 11th Ave Southview Blvd at 10th Ave Southview Blvd at 9th Ave Southview Blvd at 8th Ave Southview Blvd at 7th Ave Southview Blvd at 6th Ave Southview Blvd at 5th Ave Southview Blvd at 4th Ave Southview Blvd at 3rd Ave Two-Way Stop Traffic Signal Two-Way Stop Two-Way Stop Two-Way Stop Two-Way Stop Traffic Signal Two-Way Stop All-Way Stop Two-Way Stop All-Way Stop Southview Blvd at Marie Ave Two-Way Stop The results of the above table indicate that there are no significant traffic issues present throughout the corridor, but it does aid in determining the intersections that may benefit from additional evaluation and potential changes in traffic control. All of the study intersections from 19 th Avenue to 13 th Avenue experience near excessive delays for side street traffic attempting to enter onto or cross Southview Boulevard due to the high volume of through traffic on the mainline. The overall peak hour delay is amplified by the H:\DACO\T42108416\3_Preliminary_Design\C_reports\Traffic Summary Report (2015-04-07).docx Delay 1 LOS 2 Worst Movement Delay 1 LOS 2 AM 4 A NB 16 C AFTERNOON 4 A NB 18 C PM 5 A NB 31 D AM 9 A NBT/L 20 C AFTERNOON 8 A NBT/L 20 B PM 10 B NBT/L 21 C AM 2 A NB 14 B AFTERNOON 1 A SB 14 B PM 1 A NB 17 C AM 2 A NB 14 B AFTERNOON 1 A NB 15 B PM 2 A NB 17 C AM 3 A NB 15 C AFTERNOON 2 A NB 13 B PM 2 A NB 18 C AM 3 A NB 14 B AFTERNOON 2 A SB 14 B PM 2 A NB 17 C AM 15 B NBT/R 21 C AFTERNOON 10 B NBL 20 C PM 13 B NBL 21 C AM 1 A NB 10 B AFTERNOON 1 A NB 12 B PM 1 A NB 14 B AM 10 A NBT/L 12 B AFTERNOON 9 A NBT/L 9 A PM 10 A NBT/L 11 B AM 2 A NB 10 A AFTERNOON 2 A NB 11 B PM 3 A NB 12 B AM 8 A EB 8 A AFTERNOON 8 A EB 8 A PM 8 A EB 9 A AM 4 A EB 11 B AFTERNOON 4 A EB 12 B PM 4 A EB 14 B 1 delay is in seconds/vehicle 2 level of service E and F are commonly considered unacceptable due to long delays

Page 5 application of the peak hour factor and the potential for one or two vehicles to experience excessive delays during peak traffic periods. The overall intersection delay and low volume of side street traffic at these locations indicate the existing traffic control is sufficient to accommodate existing traffic volumes. Several intersections are identified through this evaluation to warrant additional study based upon the overall intersection delay, side-street delay, and recommendations/observations made during study area field walks and other activities. The five intersections identified to warrant additional evaluation are: 1. Southview Boulevard (CSAH 14) at 20 th Avenue 2. Southview Boulevard (CSAH 14) at 12 th Avenue 3. Southview Boulevard (CSAH 14) at 7 th Avenue 4. Southview Boulevard (CSAH 14) at 5 th Avenue 5. Southview Boulevard (CSAH 14) at 3 rd Avenue A more thorough review of the above listed intersections will be completed later within this document. Crash Analysis An analysis of crashes and crash rates is completed to better understand existing safety conditions along the Southview Boulevard corridor. Crash diagrams were developed and provided by Dakota County for a three year time period between January 1, 2010 and December 31, 2012. This information is provided within Appendix A of this memorandum. No fatal crashes were documented over the three year analysis period. Three incapacitating injuries occurred within the study area at the intersections of Southview Boulevard at 17 th Avenue, 14 th Avenue, and 7 th Avenue. These crashes included a vehicle-bicycle crash at 17 th Avenue, vehiclemotorcycle crash at 14 th Avenue, and a vehicle collision with a pole at 10 th Avenue. One nonincapacitating crash involving a pedestrian being struck by a vehicle occurred at 7 th Avenue. The remaining intersection crashes involved possible injury or property damage only. Table 4 provides this data. Table 4: Intersection Crash Frequency and Severity (2010-2012) 10 8 Crash Frequency and Severity 6 4 2 0 4 4 1 7 6 5 6 1 1 2 1 2 1 1 1 1 1 1 2 1 2 1 3 1 1 2 1 2 5 4 1 1 1 Fatal Incapacitating Non-Incapacitating Possible Injury PDO H:\DACO\T42108416\3_Preliminary_Design\C_reports\Traffic Summary Report (2015-04-07).docx

Page 6 Average crash rates, severity rates, critical crash rates were attained from MnDOT using the most up-to-date version of the State Aid for Local Transportation (SALT) Intersection Green Sheets. These values are referenced in the Statewide Average columns for both crash and severity rates. Table 5 provides a comparison of study area intersection crash and severity rates versus the statewide averages for the traffic control type present. Crash rates were developed using the most recent AADT volumes available through MnDOT. 13-hour turning movement counts provided by Dakota County were adjusted to represent daily volumes where AADTs were not available. Growth rates representative of the difference between AADT volumes and 13 th hour turning movement counts available for the mainline Southview Boulevard approaches. Table 5: Intersection Crash Rates Traffic Total Crash Statewide Severity Statewide Crash Critical // Intersection Control Crashes Rate Average Rate Average Rate Crash Rate Southview Blvd at 20th Ave All-way Stop 8 0.52 0.42 0.78 0.59 0.52 < 0.87 Southview Blvd at 19th Ave Thru-Stop 1 0.07 0.18 0.07 0.26 0.07 < 0.51 Southview Blvd at 18th Ave Thru-Stop 6 0.42 0.18 0.49 0.26 0.42 < 0.50 Southview Blvd at 17th Ave Thru-Stop 2 0.14 0.18 0.36 0.26 0.14 < 0.51 Southview Blvd at 16th Ave Thru-Stop 2 0.14 0.18 0.22 0.26 0.14 < 0.51 Southview Blvd at 15th Ave Thru-Stop 3 0.22 0.18 0.30 0.26 0.22 < 0.51 Southview Blvd at 14th Ave Thru-Stop 2 0.16 0.18 0.41 0.39 0.16 < 0.51 Southview Blvd at 13th Ave Thru-Stop 7 0.52 0.18 0.59 0.26 0.52 > 0.51 Southview Blvd at 12th Ave Traffic Signal 9 0.66 0.54 0.81 0.76 0.66 < 1.09 Southview Blvd at 11th Ave Thru-Stop 2 0.18 0.18 0.27 0.26 0.18 < 0.55 Southview Blvd at 10th Ave Thru-Stop 3 0.27 0.18 0.54 0.26 0.27 < 0.55 Southview Blvd at 9th Ave Thru-Stop 3 0.26 0.18 0.26 0.26 0.26 < 0.54 Southview Blvd at 8th Ave Thru-Stop 3 0.27 0.18 0.44 0.26 0.27 < 0.55 Southview Blvd at 7th Ave Traffic Signal 9 0.77 0.54 1.11 0.76 0.77 < 1.14 Southview Blvd at 6th Ave Thru-Stop 2 0.32 0.18 0.32 0.26 0.32 < 0.69 Southview Blvd at 5th Ave All-way Stop 6 0.67 0.42 0.78 0.59 0.67 < 1.03 Southview Blvd at 4th Ave Thru-Stop 5 0.93 0.18 1.12 0.26 0.93 > 0.74 Southview Blvd at 3rd Ave All-way Stop 1 0.20 0.42 0.40 0.59 0.20 < 1.27 The results of this analysis are split into three measures including the crash rate, severity rate, and critical crash rate. The critical crash rate is utilized for the purposes of this evaluation as it provides a comparison of the study intersection to similar facilities. According to the Traffic Safety Fundamentals Handbook developed by MnDOT, the critical crash rate is the most accurate and statistically reliable method for identifying hazardous crash locations. It accounts for the design of the facility, type of intersection control, amount of exposure, and the random nature of crashes. An intersection is identified as being unsafe if the calculated crash rate is above the critical crash rate for the intersection. This evaluation was performed and results can be found in the far right columns of Table 5, above. The intersections of Southview Boulevard at 13 th Avenue and Southview Boulevard at 4 th Avenue are the two locations within the Southview Boulevard corridor displaying a crash rate above the critical crash rate. This indicates that the elevated crash rates versus statewide averages at the intersections of 18 th Avenue, 10 th Avenue, 6 th Avenue, and 5 th Avenue do not necessarily indicate that the conditions of the intersection are hazardous. H:\DACO\T42108416\3_Preliminary_Design\C_reports\Traffic Summary Report (2015-04-07).docx

Page 7 Intersection Warrant Analysis 13-hour traffic volumes provided by Dakota County were also utilized to evaluate whether the existing approach volumes warrant the existing all-way stop and traffic signals currently present at many corridor intersection. Minnesota Manual on Uniform Traffic Control Devices (MNMUTCD) methodology is utilized for this evaluation. Currently, the following traffic control devices are installed within the Southview Boulevard corridor: All-way Stop Control o Southview Boulevard at 3 rd Avenue o Southview Boulevard at 5 th Avenue o Southview Boulevard at 20 th Avenue Traffic Control Signal o Southview Boulevard at 7 th Avenue o Southview Boulevard at 12 th Avenue All remaining intersections utilize stop control for side streets approaching Southview Boulevard. The following warrant analysis is based upon the number of hours in which the provided approach volumes exceed MnMUTCD all-way stop and traffic control signal traffic volume thresholds. For existing traffic signals, 60% traffic volume warrants are applied to determine whether a traffic signal should remain in-place or be removed. It is apparent through this evaluation and Table 6 that traffic volumes are not to the level necessary to warrant either an allway stop or traffic signal. Table 6: Intersection Warrant Analysis Factors For Justifying Removal of Traffic Signal 3rd Avenue 5th Avenue 7th Avenue 12th Avenue Traffic Signal Warrants 20th Avenue Hours Required To Meet Warrants Warrant 1A, Eight-Hour 0 0 0 0 1 8 Warrant 1B, Eight-Hour 0 0 0 0 0 8 Warrant 2, Four-Hour 0 0 0 0 2 4 Warrant 3, Peak Hour 0 0 0 0 0 1 60% Traffic Volume Warrants Warrant 1A 3 1 8 N/A N/A N/A Warrant 1B 1 6 8 All-Way Stop Warrant 8-Hour Warrant 0 5 3 0 6 8 The presence of these devices within the existing corridor, although not warranted, provides safer crossing locations for pedestrians where traffic is required to stop. These traffic control devices also help to create gaps in traffic by providing breaks in the continuous flow of main-line traffic navigating Southview Boulevard. The warrant analyses for the above listed intersections can be found in Appendix B. Transit Considerations Public transportation plays a significant role in the makeup of a corridor as it is important to ensure pedestrian movements are accommodated where key transit stops are located. Metro H:\DACO\T42108416\3_Preliminary_Design\C_reports\Traffic Summary Report (2015-04-07).docx

Page 8 Transit Bus Line #68 travels through the corridor, stopping at 19 th Avenue, 17 th Avenue, 15 th Avenue, 13 th Avenue, 12 th Avenue, 11 th Avenue, 9 th Avenue, 7 th Avenue, 5 th Avenue, 4 th Avenue, and 3 rd Avenue. Bus stops are typically located in the northeast and southwest corners of the intersection with 5 th Avenue being the exception where an additional bus stop is provided in the southeast corner. Only a select few of these locations provide a bench for users waiting for a bus to arrive, and the northeast corner of Southview Boulevard at 12 th Avenue is the only location that provides a bus shelter. Table 7, below, summarizes August 2014 ridership values observed for bus stops within the Southview Boulevard corridor. Ridership values were attained as a range for each bus stop between 5 th Avenue and 20 th Avenue. Table 7: Metro Transit Bus Ridership The highest transit boardings throughout the corridor were found in the southeast corner of Southview Boulevard at 5 th Avenue and the northeast corner of Southview Boulevard at 12 th Avenue. Additional information regarding transit can be found in the Transit Consideration memorandum. Pedestrian Considerations An analysis of pedestrian volumes was also performed to better understand primary crossing locations and intersections where pedestrians congregate. The intent of this analysis is to ensure adequate pedestrian facilities are available at high-volume crossing locations and to determine whether additional measures can be implemented to improve upon existing conditions. Data collection efforts occurred in conjunction with 2013/2014 13-hour vehicle turning movement counts. Table 8 displays this data. Pedestrian volumes tend to increase from west to east as the parcels adjacent to the roadway shift from single family homes to primarily commercial businesses. Commercial properties generally attract a larger amount of pedestrian traffic since the number of trips generated by commercial properties is greater than that of single family housing units. Intersections that include Metro Transit bus stops also tend to see higher pedestrian volumes as pedestrians are walking to and from the bus stops. H:\DACO\T42108416\3_Preliminary_Design\C_reports\Traffic Summary Report (2015-04-07).docx

Page 9 Table 8: 13-Hour Pedestrian Volumes 13-Hour Pedestrian Count CROSSING Intersection MetroTransit Intersection West Leg East Leg South Leg North Leg Total Rank Bus Stop Southview Blvd at 3rd Ave 28 32 45 79 184 7 X Southview Blvd at 4th Ave 112 41 57 96 306 2 X Southview Blvd at 5th Ave 76 58 93 98 325 1 X Southview Blvd at 6th Ave 40 57 22 44 163 8 Southview Blvd at 7th Ave 40 49 78 91 258 3 X Southview Blvd at 8th Ave 10 13 80 48 151 10 Southview Blvd at 9th Ave 81 32 60 51 224 5 X Southview Blvd at 10th Ave 13 6 80 58 157 9 Southview Blvd at 11th Ave 12 18 68 50 148 11 X Southview Blvd at 12th Ave 36 46 65 79 226 4 X Southview Blvd at 13th Ave 54 12 41 36 143 12 X Southview Blvd at 14th Ave 6 14 60 42 122 13 Southview Blvd at 15th Ave 7 3 54 41 105 14 X Southview Blvd at 16th Ave 2 2 51 33 88 15 Southview Blvd at 17th Ave 6 2 43 37 88 15 X Southview Blvd at 18th Ave 2 3 12 29 46 18 Southview Blvd at 19th Ave 3 6 36 24 69 17 X Southview Blvd at 20th Ave 13 15 4 0 32 19 3rd Avenue at Marie Avenue 19 77 36 72 204 6 Key pedestrian intersections along the corridor can be identified as those with the most pedestrian crossings as well as those with the highest amount of MetroTransit ridership. Build Condition Analysis An analysis of historic AADT volumes was completed to better understand the existing traffic conditions and project the amount of traffic that will be utilizing the corridor in the future. Historic traffic volumes were attained from the MnDOT Traffic Mapping Application available through MnDOT. Figure 1, below, displays the variations in daily traffic volumes throughout multiple segments of the Southview Boulevard corridor. The trends in the data indicate that traffic volumes fluctuated by thousands of vehicles in the early 2000 s but overall have remained at a consistent level over the nearly 20-year analysis period. Recently, traffic volumes appear to be on a slight decline but the fluctuation appears within what is expected based upon historic trends observed in the corridor. Existing traffic volumes collected in May and June of 2013/2014 are therefore utilized for this evaluation. H:\DACO\T42108416\3_Preliminary_Design\C_reports\Traffic Summary Report (2015-04-07).docx

Page 10 Figure 1: Southview Boulevard Historic Traffic Volumes Corridor Design Concepts The Project Management Team (PMT) established three design alternatives to satisfy each of the competing corridor needs (operations, pedestrian, etc.) to varying levels dependent upon perceived need. The three corridor concepts are identified as the (1) Balanced Mobility Corridor Concept, (2) Roundabout Corridor Concept, and (3) Vehicle-Oriented Concept. The key components of each concept are as follows: Balanced Mobility Corridor Concept Characteristics Balances space for pedestrian, streetscape and transit amenities Balances movement of vehicular traffic Improves intersection sight lines Reduces crossing distance for pedestrians Traffic Control Modifications Replaces traffic signal with side-street stop control at 12 th Avenue Replaces traffic signal with all-way stop control at 7 th Avenue H:\DACO\T42108416\3_Preliminary_Design\C_reports\Traffic Summary Report (2015-04-07).docx

Page 11 Roundabout Corridor Concept Characteristics Increases space for pedestrians, streetscape and transit amenities (but less than the Balanced Mobility Concept) Most efficiently moves vehicular traffic Improves intersection sight lines Reduces crossing distance for pedestrians Traffic Control Modifications Replaces all-way stop with a roundabout at 20 th Avenue Replaces traffic signal with side-street stop control at 12 th Avenue Replaces traffic signal with a mini-roundabout at 7 th Avenue Replaces all-way stop control with a mini-roundabout at 3 rd Avenue Vehicle-Oriented Corridor Concept Characteristics Greater focus on efficiently moving vehicular traffic o Turn lanes to separate movements o Focus on primary intersection movements Increase space for pedestrians, streetscape and transit amenities (but less than other concepts) Some reduction in pedestrian crossing distance Traffic Control/Geometric Modifications Realigns 20 th Avenue to create a continuous movement between the south and east legs of the intersection. 2 nd Street becomes a side-street stop control movement. Expansion from 2-lane to 3-lane section with center TWLTL from 19 th Avenue to 15 th Avenue. Replaces traffic signal with side-street stop control at 12 th Avenue Replaces traffic signal with all-way stop control at 7 th Avenue H:\DACO\T42108416\3_Preliminary_Design\C_reports\Traffic Summary Report (2015-04-07).docx

Page 12 Based upon the above identified corridor concepts, anticipated travel times and overall delay are calculated. The values include the assumption that motorists are entering/exiting the corridor approximately 500 feet south of the Southview Boulevard on 20 th Avenue. The route concludes approximately 300 feet east of 3 rd Avenue on Southview Boulevard. These extents were chosen to ensure the existing delay and the anticipated improvements in delay are captured within the travel time and corridor delay evaluation. Table 9: Corridor Travel Times Peak Hour AM PEAK HOUR Peak Hour PM PEAK HOUR Travel Time EB WB Corridor Concept Min Sec +/- Seconds Min Sec +/- Seconds Existing 2 59 N/A 2 57 N/A Balanced Mobility 2 48-11 2 44-12 Roundabout Corridor 2 36-23 2 32-25 Vehicle-Oriented 2 28-31 2 30-26 EB WB Corridor Concept Min Sec +/- Seconds Min Sec +/- Seconds Existing 3 26 N/A 3 5 N/A Balanced Mobility 3 8-18 2 47-18 Roundabout Corridor 2 50-28 2 36-29 Vehicle-Oriented 2 38-48 2 35-30 The information provided within Table 9, above, provides insight into the components of the existing corridor that increase the amount of travel time required to travel from one end of the corridor to the other. The reduction in travel time observed in the Balanced Mobility Corridor Concept under all scenarios can primarily be attributed to the removal of the unwarranted traffic signals at 12 th Avenue and 7 th Avenue. Further reductions in travel time, when moving into the Roundabout Corridor and Vehicle-Oriented Corridor concepts, can be attributed to the improvements made at the intersection of Southview Boulevard and 20 th Avenue/2 nd Street. Delays are greatly reduced or eliminated with the addition of a roundabout or realignment at the intersection under both corridor concepts. The addition of mini-roundabouts at the intersection of 7 th Avenue and 3 rd Avenue also improve travel time under the Roundabout Corridor and additional turn lanes may minimally reduce delay in the Vehicle-Oriented Corridor concept. Figure 2, below, displays the total corridor delay of existing conditions as well as the three design concepts as measured by the hours of delay experienced by all vehicles traveling within the corridor during the AM and PM peak hours. The amount of delay anticipated throughout the corridor decreases with the implementation of each design concept compared to existing conditions. The Balanced Mobility Concept is anticipated to reduce existing delays by approximately three hours during the AM peak hour and 4.5 hour during the PM peak hour. Further reductions are anticipated when transitioning to either the Roundabout or Vehicle- Oriented Corridor Concept where corridor delays reach approximately four hours during the AM Peak hour and 9 to 9.5 hours during the PM Peak hour. H:\DACO\T42108416\3_Preliminary_Design\C_reports\Traffic Summary Report (2015-04-07).docx

Page 13 Figure 2: Southview Boulevard Total Corridor Delay The distribution between mainline and side-street delay is also evaluated to ensure vehicles attempting to enter onto or cross Southview Boulevard are not negatively impacted at the cost of improving operations for the mainline. Figure 3 displays anticipated mainline and sidestreet delay during the AM peak hour. Reductions in both mainline and side-street delay are expected with the implementation of all three design concepts. Although minor, additional reductions in delay are observed with the implmentation of the Roundabout or Vehicle-Oriented concepts. Figure 3: Southview Boulevard AM Peak Corridor Delay The distribution for side-street and mainline delay is similarly evaluated for PM peak hour conditions. The results provided in Figure 4 indicate that each of the mainline and side-street delays are expected to be reduced with the implementation of each of the three design concepts. The increase in traffic volumes from the AM to PM peak hour amplifies the anticipated benefit attainted with the implmentation of each design concept. A reduction of approximately eight hours of mainline delay and one hour of side-street delay is expected when going from existing conditions to the Vehicle-Oriented Concept. The Balanced Mobilty and Roundabout concepts provide varying levels of delay reduction, but both are improvements compared to the existing conditions. H:\DACO\T42108416\3_Preliminary_Design\C_reports\Traffic Summary Report (2015-04-07).docx

Page 14 Figure 4: Southview Boulevard PM Peak Corridor Delay Intersection Alternatives In addition to providing a summary of overall corridor safety and operations, a more detailed evaluation is performed to provide additional insight into the benefits observed from the application of various traffic control devices at the key study area intersections. In performing the delay/los evaluation in the existing conditions section, it was determined that the PM peak hour is the controlling time period of an average day. Therefore the AM and Afternoon peak hours are omitted from the delay analysis but are still included within the ICU and v/c analysis. The information provided within this section evaluates the five key intersections at both a high level using the intersection capacity utilization (ICU) metric to a more detailed level with volume-capacity ratio of worst movements and intersection and approach delay. A description of each of these operations evaluation metrics is provided below: (A) Intersection Capacity Utilization ICU is a measure of the how an intersection is functioning and how much additional capacity is available to accommodate fluctuations in traffic. This metric is often used as high-level tool to gain a quick understanding of the overall operation of the intersection. (B) Intersection/Approach Delay Intersection and approach delay is a common metric in intersection evaluation as it identifies the amount of wait time anticipated for individual movements with the measure of seconds per vehicle. The table included for each intersection provides the amount of delay anticipated for the intersection as a whole as well as for each approach. Trafficware Synchro is used in conjunction with peak hour factors to establish the delay and level of service anticipated during the worst 15- minutes of the PM peak hour. Trafficware Simtraffic is utilized to determine the average amount of delay that could be expected for individual approaches and the intersection as a whole over the entire peak hour. (C) Volume/Capacity Ratio Volume/Capacity (v/c) ratio assessments evaluate a similar metric to ICU but it is specific to the worst individual movement at the intersection or worst approach when evaluating a roundabout. H:\DACO\T42108416\3_Preliminary_Design\C_reports\Traffic Summary Report (2015-04-07).docx

Page 15 The alternatives provided for each intersection represent the existing conditions as well as the proposed traffic control in each of the design alternatives. As stated within the existing conditions, the following intersections are evaluated to determine the optimal traffic control to accommodate existing traffic volumes and distributions: 1. Southview Boulevard (CSAH 14) at 20 th Avenue 2. Southview Boulevard (CSAH 14) at 12 th Avenue 3. Southview Boulevard (CSAH 14) at 7 th Avenue 4. Southview Boulevard (CSAH 14) at 5 th Avenue 5. Southview Boulevard (CSAH 14) at 3 rd Avenue 20 th Avenue Intersection Evaluation Southview Boulevard at 20 th Avenue is identified as a key intersection as it acts as the entrance to the Southview Boulevard Corridor. The existing T-intersection is all-way stop controlled and experiences elevated levels of delay during the PM peak hour under current conditions. Traffic operations data is provided in Figure 5, below. The overall intersection capacity appears adequate according to ICU metrics, but heavy northbound right-turn and westbound left-turn movements influence elevated levels of delay. These two movements account for 76% of total traffic entering the intersection during the count period. The v/c ratio calculation indicates that the northbound right-turn movement is at capacity with the existing all-way stop control. Figure 5: 20 th Avenue Traffic Operations Analysis A B C A realignment alternative is proposed within the Vehicle-Oriented Concept to better accommodate the northbound to eastbound and westbound to southbound movements that account for the vast majority of movements at the intersection. This causes the 2 nd Street approach to become the stop controlled movement at the intersection and accounts for the increase in eastbound delay under the thru-stop evaluation while the northbound and westbound movements show significant benefits. The roundabout alternative is also anticipated to reduce delays at the intersection as well as at the key movements, but produces an ICU that is approaching failure levels. This can be explained by the fact that ICU does not account for the individual movements at the intersection but only the number of trips entering the intersection. The nature of the movements and lack of conflict H:\DACO\T42108416\3_Preliminary_Design\C_reports\Traffic Summary Report (2015-04-07).docx

Page 16 between key movements allows the intersection to operate more efficiently than estimated by the ICU metric. 12 th Avenue Intersection Evaluation The intersection of Southview Boulevard at 12 th Avenue currently operates at an acceptable level during the controlling PM peak hour but is managed by a traffic control signal that is nearing the end of its effective life. As stated earlier within this document, the existing signal fails to meet traffic signal warrants due to insufficient side-street traffic volumes. These characteristics influenced the decision to evaluate additional traffic control alternatives to manage existing traffic volumes. Traffic operations data is provided in Figure 6, below. The information provided in the Overall column of Graph B indicates that overall each of the evaluated traffic control alternatives is anticipated to operate efficiently throughout the duration of the PM peak period. Figure 6: 12 th Avenue Traffic Operations Analysis A B C The traffic control producing the least amount of overall intersection delay is the thru-stop which provides stop signs on 12 th Avenue while providing a free movement to the high-volume Southview Boulevard movements. When removing the dedicated movement from the sidestreet, it is possible that excessive delay may be experienced by those attempting to enter onto or cross Southview Boulevard during the worst 15 minutes of the peak hour. The presence of accessible parallel routes in this portion of the corridor allow approaching vehicles to redistribute and lessen the amount of delay experienced at 12 th Avenue. Therefore, the periodic delay experienced by the side-street may be reduced as motorists chose an alternative route if a sizeable vehicle queue begins to build. 7 th Avenue Intersection Evaluation The intersection of Southview Boulevard at 7 th Avenue currently operates at an acceptable level during the controlling PM peak hour but is managed by a traffic control signal that is nearing the end of its effective life. As stated earlier within this document, the existing signal fails to meet traffic signal warrants due to reduced Southview Boulevard traffic volumes at this point in the corridor and side-street volumes below the necessary threshold. These characteristics influenced the decision to evaluate additional traffic control alternatives to manage existing traffic volumes. Traffic operations data is provided in Figure 7, below. The information provided in the H:\DACO\T42108416\3_Preliminary_Design\C_reports\Traffic Summary Report (2015-04-07).docx

Page 17 Overall column of Graph B indicates that overall each of the evaluated traffic control alternatives is anticipated to operate efficiently throughout the duration of the PM peak period. Figure 7: 7 th Avenue Traffic Operations Analysis A B C The traffic control producing the least amount of overall intersection delay is the miniroundabout. The remaining traffic control alternatives provide similar levels of intersection delay with all being well within the acceptable range as per the intersection LOS. The traffic volumes on all approaches of the intersections are much more balanced than that found at the previous two intersections. Balanced volumes between all intersection approaches are very well accommodated by all-way stop control and mini-roundabouts, but can also be effectively controlled by a thru-stop. The ICU and v/c ratios both indicate that all traffic control alternatives would likely operate efficiently during the AM and PM Peak hours. Further discussions are provided later in this document exploring the appropriate traffic control at 7 th Avenue and 5 th Avenue. 5 th Avenue Intersection Evaluation The intersection of Southview Boulevard at 5 th Avenue currently operates at an acceptable level during both AM and PM peak hours. ICU and v/c ratio measures indicate that the intersection and all movements operate at levels far below capacity. Traffic operations data is provided in Figure 8, below. The intersection/approach delay graph (B) displays similar levels of delay with both alternatives during the peak 15-minutes as well as over the entire peak hour. Side-street delays increase slightly with thru-stop control as 5 th Avenue no longer has a dedicated movement onto or crossing the corridor. Further discussions are provided later in this document exploring the appropriate traffic control at 7 th Avenue and 5 th Avenue. H:\DACO\T42108416\3_Preliminary_Design\C_reports\Traffic Summary Report (2015-04-07).docx

Page 18 Figure 8: 5 th Avenue Traffic Operations Analysis A B C 3 rd Avenue Intersection Evaluation The intersection of Southview Boulevard at 3 rd Avenue currently operates at an acceptable level during both the AM and PM peak hours. Both ICU and v/c ratio measures indicate that the intersection and all movements operate at levels far below capacity. Traffic operations data is provided in Figure 9, below. The intersection/approach delay graph (B) displays similar levels of delay with both the all-way stop and mini-roundabout alternatives during the peak 15-minutes as well as over the entire peak hour. Intersection and approach delay are reduced with implementation of a mini-roundabout, but all anticipated delays documented are less than 10 seconds and therefore near negligible. Figure 9: 3 rd Avenue Traffic Operations Analysis A B C 3 rd Avenue to 9 th Avenue Corridor Evaluation As documented within the Intersection Alternatives section of this document, the appropriate traffic control of 3 rd Avenue, 5 th Avenue, and 7 th Avenue are evaluated to determine the most effective application of thru-stop and all-way stop intersections within the corridor segment between 3 rd Avenue and 9 th Avenue. Figure 10 displays the traffic control alternatives. H:\DACO\T42108416\3_Preliminary_Design\C_reports\Traffic Summary Report (2015-04-07).docx

Page 19 Figure 10: Traffic Control Alternatives 9th Avenue 7th Avenue 5th Avenue 3rd Avenue Existing Conditions Two-Way Stop Control Traffic Signal All-Way Stop Control All-Way Stop Control Balanced Mobility Two-Way Stop Control All-Way Stop Control All-Way Stop Control All-Way Stop Control 7th Avenue TWSC Two-Way Stop Control Two-Way Stop Control All-Way Stop Control All-Way Stop Control 5th Avenue TWSC Two-Way Stop Control All-Way Stop Control Two-Way Stop Control All-Way Stop Control Travel Time estimates are developed using microsimulation in conjunction with the traffic control alternatives provided in the Figure 10. As shown in Figure 11 and Figure 12, travel times are reduced as traffic control measures are removed from the mainline and are provided exclusively on the intersecting roadways of 5 th Avenue and 7 th Avenue. These findings do not stray from common sense, but it does allow for a direct comparison to be made for the amount of time required to travel through the study corridor with the addition and removal of signalized and all-way stop control at 5 th Avenue and 7 th Avenue. The figures below indicate that the 7 th Avenue TWSC alternative and 5 th Avenue TWSC alternative produce very similar travel times when traveling from 3 rd Avenue to 9 th Avenue and vice versa. The fluctuation of one second in both directions and during both peak hours indicates that either approach would yield similar results in regards to travel time on Southview Boulevard. Figure 11: AM Peak Travel Times Figure 12: PM Peak Travel Times The decision making process then shifts to the amount of delay experienced within the 3 rd Avenue to 9 th Avenue corridor during the AM and PM peak hours. Mainline and side-street delay are both considered to ensure vehicles approaching Southview Boulevard do not experience excessive delay when attempting to enter onto or cross the mainline roadway. Figure 13 displays the total corridor delay of existing conditions as well as what is anticipated with the three design concepts described above. Both AM and PM peak hours are evaluated to ensure that the periods of maximum delay are accounted for within the study. H:\DACO\T42108416\3_Preliminary_Design\C_reports\Traffic Summary Report (2015-04-07).docx

Page 20 Figure 13: 3 rd Avenue to 9 th Avenue Corridor Delay The results of the evaluation indicate that the total corridor delay from 3 rd Avenue to 9 th Avenue, including side-street delay, is reduced with the removal of the traffic signal at 7 th Avenue as shown when comparing findings of existing conditions versus the Balanced Mobility, 5 th Avenue TWSC, and 7 th Avenue TWSC alternatives. Further reductions in delay are observed with the removal of one of the two all-way stops at 5 th Avenue and 7 th Avenue. Side-street delay slightly increases in both scenarios as vehicles approaching on either 5 th Avenue or 7 th Avenue are no longer provided a dedicated movement to access Southview Boulevard. Overall, delays appear to be at a minimum under the 7 th Avenue two-way stop control alternative, but the benefit is not significant versus the 5 th Avenue two-way stop control alternative. This is likely due to the higher mainline through traffic at 7 th Avenue who benefit greater from the lack of traffic control on Southview Boulevard compared to the lower volumes at 5 th Avenue. The information provided in Figure 7 and Figure 8 also shows that the potential for elevated side-street delay is more significant at 7 th Avenue, compared to 5 th Avenue, when side-street stop control is substituted for all-way stop control. In addition to evaluating traffic operations throughout the 3 rd Avenue to 9 th Avenue corridor, a key component in the decision making process is the accommodation of pedestrians and transit activities. Table 10 provides a summary of the previously presented pedestrian and transit activity at the intersection of Southview Boulevard at 5 th Avenue and 7 th Avenue. The provided travel time estimates and anticipated levels of delay do not provide a key differential between the two alternatives, therefore it is also important to consider additional characteristics. Table 10: 5 th Avenue/7 th Avenue Pedestrian and Transit Activity 13-Hour Pedestrian Count Transit CROSSING Total Pedestrian Pedestrian Crossing Activity Rank Intersection West Leg East Leg South Leg North Leg Total Activity Rank CSAH 14 Rank Southview Blvd at 5th Ave 76 58 93 98 325 1 2 1 Southview Blvd at 7th Ave 40 49 78 91 258 3 6 3 H:\DACO\T42108416\3_Preliminary_Design\C_reports\Traffic Summary Report (2015-04-07).docx

Page 21 In the event that either of the two-way stop control alternatives are chosen, it is recommended that the intersection that is devoid of all-way stop control be considered for the installation of an elevated pedestrian crossing treatment such as a rectangular rapid flashing beacon (RRFB). Parking Evaluation A parking evaluation was completed throughout the commercialized segment of the Southview Boulevard corridor from 3 rd Avenue to 15 th Avenue. Data collection efforts were performed during the afternoon (12:15 2:15 pm) and evening (4:15 6:15 pm) on Tuesday, July 15, 2014. The study periods were chosen based upon discussions with the City of South St. Paul and Dakota County. The two hour duration of each data collection period was established by collecting data for ½ hour prior to the peak hour, during the peak hour, and ½ hour following the peak hour during each of the established study periods. Barring slight inaccuracies and discrepancies in time due to varying walking speeds, data was collected every 15 minutes during each study period. The results of the evaluation provided the maximum observed demand values within Table 11. As described within the footnote of the table, the maximum observed demand represents the maximum observed occupancy during a single 15-minute interval of the either the afternoon or evening evaluation periods. The existing number of stalls was established using aerial photography and site visits to account for locations where parking is prohibited. This includes the removal of stalls where public and private driveways, turn lanes, etc. are located. Table 11: Parking Evaluation Segment Max Existing # Balanced Mobility Vehicle-Oriented Observed Proposed # Proposed # Stalls Net Change Net Change Demand Stalls Stalls 3rd Ave-4th Ave 15 2 0-15 15 0 4th Ave-5th Ave 14 8 12-2 15 1 5th Ave-6th Ave 15 3 12-3 15 0 6th Ave-7th Ave 14 4 15 1 15 1 7th Ave-8th Ave 12 5 10-2 11-1 8th Ave-9th Ave 17 3 0-17 9-8 9th Ave-10th Ave 14 10 17 3 18 4 10th Ave-11th Ave 16 3 11-5 15-1 11th Ave-12th Ave 12 1 0-12 7-5 12th Ave-13th Ave 12 0 0-12 17 5 13th Ave-14th Ave 15 5 11-4 13-2 14th Ave-15th Ave 16 Not Evaluated 16 0 6-10 Total Parking Stalls 172-104 -68 156-16 Notes: 1. Maximum demand represents the maximum observed occupancy during a single 15-minute interval of Afternoon and Evening evaluation periods. The Balanced Mobility and Vehicle-Oriented alternatives are the chosen design concepts for this evaluation as they provide one corridor concept that includes bump-outs at every intersection and the other more so mimics the conditions present today. Bump-outs are not provided at alleys within either scenario as they limit parking and complicate snow removal during winter months. The findings of the evaluation reveal that within the segment of Southview Boulevard from 3 rd H:\DACO\T42108416\3_Preliminary_Design\C_reports\Traffic Summary Report (2015-04-07).docx

Page 22 Avenue to 15 th Avenue, a 68-stall reduction is anticipated under the Balanced Mobility Concept while the Vehicle-Oriented Concept only anticipates a 16-stall reduction. The significant reduction in parking under the Balanced Mobility concept can be largely attributed to the complete removal of parking for multiple blocks based upon a perceived lack of need. Afternoon and evening field studies completed in July indicated that multiple blocks within the corridor had little to no vehicles parking within the on-street stalls. A decision was made to reallocate this space to other corridor enhancement such as a wider boulevard and additional space for streetscaping. Additional input from the public and City officials may dictate where parking takes precedence over additional space provided to other corridor attributes. If requested, this could greatly reduce the number of parking stalls lost in the Balanced Mobility concept and the value would more closely mimic the reduction found in the Vehicle-Oriented alternative. 2-Lane versus 3-Lane Comparison (20 th Avenue to 15 th Avenue) The segment of Southview Boulevard between 20 th Avenue and 15 th Avenue is segment within the corridor where it is necessary to find the correct balance between pedestrian, vehicle, and aesthetic accommodations. The existing corridor consists of a 44-foot roadway with 12-foot lanes and 10-foot shoulders. A 6-foot to 8-foot sidewalk is provided behind the curb to fill the remaining 16 feet of right-of-way available. Parking along this segment of Southview Boulevard is sparsely used and average daily traffic volumes are the highest throughout the entire corridor. Therefore, two alternatives are proposed to better suit the characteristics of this section of the Southview Boulevard corridor. Figure 13: Existing Corridor Concept H:\DACO\T42108416\3_Preliminary_Design\C_reports\Traffic Summary Report (2015-04-07).docx

Page 23 The following 2-lane design concept from 20 th Avenue to 15 th Avenue eliminates the 10-foot parking lanes provided within the existing corridor concept and supplements it with a 5-foot shoulder. The 5-foot wide shoulder provides adequate width for bicyclists traveling on the roadway and also increases the distance between Southview Boulevard through traffic and pedestrians on the adjacent sidewalk. The remaining space made available by narrowing the roadway width is allocated to the development of a 7-foot grass boulevard. The proposed 2-lane design concept is shown in Figure 14. It consists of the following: 11-foot wide travel lanes 5-foot wide shoulders 7-foot wide boulevard (grass) 6-foot wide sidewalks Figure 14: 2-lane Concept H:\DACO\T42108416\3_Preliminary_Design\C_reports\Traffic Summary Report (2015-04-07).docx

Page 24 The following 3-lane design concept from 20 th Avenue to 15 th Avenue eliminates the 10-foot parking lanes provided within the existing corridor concept and instead provides a center twoway-left-turn lane, two through lanes, and 4-foot shoulders. This alternative is included within the Vehicle-Oriented Concept as it provides the most efficient movement of vehicle traffic and expands the capacity of the existing roadway. The wider roadway footprint occupies the space used for improved pedestrian/aesthetic attributes provided in the 2-lane concept. The proposed 3- foot wide concrete boulevard and 4-foot wide shoulders are not ideal but do meet the required standards. The proposed 3-lane design concept is shown in Figure 15. It consists of the following: 11-foot wide travel lanes / 12-foot wide center two-way-left-turn lane 4-foot wide shoulders 3-foot wide boulevard (concrete) 5-foot wide sidewalks Figure 15: 3-lane Concept H:\DACO\T42108416\3_Preliminary_Design\C_reports\Traffic Summary Report (2015-04-07).docx