Memorandum SRF No. 16 94 To: From: Bill Turnblad, Communiy Developmen Direcor Ciy of Sillwaer Leif Garnass, PE, PTOE, Senior Associae Joe DeVore, Traffic Engineer Dae: November 9, 16 Subjec: Downown Plan Updae Traffic Impacs Analysis Inroducion SRF Consuling Group, Inc. (SRF) has compleed a raffic impacs analysis o inform he planning process currenly underway for he Sillwaer Downown Plan Updae. The updae o he downown plan is in response o he upcoming closure of he Sillwaer Lif Bridge o vehicular raffic when he new S. Croix River crossing bridge is compleed in 1. The exising bridge will be convered o serve bicycle and pedesrian raffic only and will become par of he S. Croix Crossing Loop Trail. The rail will cross he S. Croix River a he lif bridge and a he new S. Croix River crossing bridge o connec he Minnesoa and Wisconsin rail secions. Closing he lif bridge o vehicular raffic is expeced o grealy reduce he amoun of cu-hrough raffic in downown; his raffic currenly causes congesion and queueing issues, paricularly during weekday afernoon peak periods and during Saurday evens. The objecive of his raffic impacs analysis is o idenify poenial ransporaion sysem modificaions (e.g. reducion in urn lanes, changes in raffic conrol, roadway closures, and improvemens for pedesrians and bicycliss) ha can be considered as par of he downown plan. The sudy limis include Highway 9 (Hwy 9) and Sree from Mulberry Sree o ree, as well as four oher downown inersecions (see Figure 1). Daa Collecion Exising and hisorical raffic volume daa was obained for his sudy. Hisorical daily volumes were provided by he Minnesoa Deparmen of Transporaion (MnDOT) for he weeks of June,, Augus,, and April 16, 6 a various locaions around he greaer Sillwaer area. This daa was used o undersand volume changes due o he lif bridge closure as hese daes coincide wih daa colleced before, during and afer a pas bridge closure. Vehicular and pedesrian couns were colleced by SRF on Thursday, July 14, 16 during he p.m. peak period from 4: p.m. o 6: p.m. and on Saurday, July 16, 16 from 12: p.m. o 6: p.m. during he Lumberjack Days weekend. The weekday p.m. peak period represened higher vehicular raffic while Lumberjack Days represened a weekend even ha was expeced o generae high pedesrian volumes. Daa colleced a he inersecions is shown in Figure 1.
Norh NORTH Mulberry S Commercial S Myrle S X H:\Projecs\9\94\TS\Documenaion\Figures\Fig1_Projec Locaion.cdr Chesnu S X X S 3rd S X Olive S LEGEND Curren/Fuure Sudy Inersecions X X 4 Turning Movemen Couns 16 Turning Movemen Couns 1694 Augus 16 Projec Locaion Downown Sillwaer Plan Updae - Traffic Impacs Analysis Ciy of Sillwaer Figure 1
Ciy of Sillwaer Page 3 Colleced urning movemen couns were supplemened wih prior urning movemen couns from 2 and 8, which were colleced from previous sudies. Prior daa was reconciled wih he curren daa o creae an exising weekday p.m. peak hour volume se and a Saurday even peak hour volume se in order o conduc he raffic impacs analysis (see Figure 2). Exising Condiions Exising condiions were examined o confirm analysis assumpions. Because his sudy focuses on he ransporaion sysem afer he lif bridge closure o vehicular raffic and he opening of he new S. Croix crossing bridge, exising raffic condiions were only used as a poin of reference o compare fuure condiions. Exising congesion on he Hwy 9 corridor is caused by he Hwy 9 and Chesnu Sree inersecion due o raffic using he lif bridge and i being a high aciviy area for pedesrians. This congesion is magnified when he lif bridge is raised, blocking raffic for five minues a a ime and creaing queues on Hwy 9 and Chesnu Sree ha furher impac oher downown inersecions. There is also an exising resricion o he norhbound lef-urn movemen a Hwy 9 and Chesnu Sree. The exising raffic operaions are documened laer in Table 2 for comparison purposes. Traffic Forecass For he raffic impacs analysis, year 1 and year 4 daily and peak hour raffic forecass were developed o assess operaions for he key sudy inersecions for afer he lif bridge is closed. Year 1 Volume Forecass The closing of he Sillwaer lif bridge will shif raffic volumes using Hwy 9 beween Wisconsin Hwy 64 and Minnesoa Hwy o he new S. Croix crossing bridge from downown Sillwaer. Approximaely percen of he raffic currenly using he lif bridge is desined for Hwy as deermined from he before, during, and afer daa from a pas lif bridge closure. This raffic using Hwy will no longer be in downown Sillwaer when he lif bridge no longer serves vehicular raffic. 1 percen of raffic crossing he lif bridge o access downown Sillwaer is expeced o reurn o downown by using Hwy 9 and Osgood Avenue/3rd Sree afer he new bridge is opened. Illusraed in Figure 3 are relaive volumes shifs of exising bridge raffic beween exising and opening day condiions. The remaining raffic, raffic desined o he norh or wes of downown or o Hwy 96, will sill use Hwy 9 and Myrle Sree as a main connecion hrough downown, bu oher regional roues exis (i.e. Manning Avenue) ha will decrease he use of Hwy 9 hrough downown Sillwaer as a regional connecion. Year 1 daily and peak hour forecass were developed by removing he exising lif bridge volumes from downown and hen redisribuing he volumes (previously using he lif bridge o access downown) back o he downown inersecions via he new S. Croix crossing bridge. The volumes on Hwy 9 decreased o he souh of Chesnu Sree, bu were only slighly lower o he norh of Chesnu Sree based on he new volume disribuions. This decrease was caused by some raffic divering o Manning Avenue as a parallel roue o Hwy 9. Year 1 peak hour forecass are provided in Figure 4.
Norh 3 (3) 6 (24) 211 48 (3) 3 NORTH 6 (9) 11 (14) () NelsonSS Myle () (3) (2) 9 8 () (81) 8 3 (3) 11 (1) 112 (9) () 82 () (44) 188 28 (3) 9 e Mulb (16) 1 (3) (9) 9 () (1) (392) 239 (44) 28 S Commercial rry S () 6 (1) 228 48 11 23 (8) 6 (238) 9 48 6 (4) () (44) ()28 (1) 1 9 (9) 6 6 48 (4) MainS S (TH 9) Commercial S 1 () 224 (44) 28 1 (1) () (3) () 9 () (3) 2 () 11 (16) 1 (11) () 6 () 11 48 () Mulberry S Parking Ramp (3) 9 () 1 (1) 11 () 12 NelsonS Myrle S 9 126 (19) 164 (112) 1 (16) 6 (38) 321 48 u S sn Che 11 e S Oliv 19 (19) 11 163 () () 14 12 (43) (44) 28 8 Nelson Olive SS (9) (33) (3) 9 () () 6 9 48 42 () 2 (3) 46 (44) 39 (44) (1)28 1 (162) 222 (44) 28 ) S S MainSS (TH 9) 3rd (6) 2 4 (11) H 9 13 (143) 6 14 (8) 48 Chesnu S S (T 3 () 11 1 (1) 14 (3) 18 () e S l 3rd on S (14) 14 (44) ()28 31 (1) 69 Nels (44) 28 () 6() 48 (4) 3 () (44) (11)28 69 (33) 1 XX - P.M. Peak Hour Volume (XX) - Saurday Peak Hour Volume (14) 9 (44) (32)28 6 (3) 3 MainSS (TH 9) LEGEND 23 11 (6) 8 (3) Parking Lo () 3 (3) (1) 9 () () (3) 9 () 9 (1) 11 (1) 9 9 () Nelson Olive SS (3) 38 9 () 22 () 11 MainS S (TH 9) (14) 6(4) 48 (1) 3 24 (24) (1) (3) 36 9 () () 32 6 48 Chesnu S Main S S (TH 9) H:\Projecs\9\94\TS\Documenaion\Figures\Fig2_Exising Condiions.cdr C Myr S Chesnu (3) 9 () S cial er omm Main MainS S (TH 9) 6 (6) (166) (3) 122 9 (2) () 6 - Side-Sree Sop Conrol - Signalized Conrol - All Way Sop Conrol Exising Condiions Downown Sillwaer Plan Updae - Traffic Impacs Analysis 1694 Augus 16 Ciy of Sillwaer Figure 2
Ciy of Sillwaer Page Figure 3 Volume Disribuion Shif from Bridge Closure Exising Disribuion Year 1 Volume Shif -% -% -% % -1% -% -% -% -% +% -3% +% +% +% +3% Noe: Volume disribuion changes of bridge volume ouside of downown are assumed consisen wih S. Criox River Crossing Projec 4 Supplemenal Environmenal Impac Saemen direcional disribuions. Year 4 Volume Forecass Year 4 daily volume forecass were developed based on previous average annual growh raes (AAGR) idenified in he S. Criox River Crossing Projec 4 Supplemenal Environmenal Impac Saemen applied o he year 1 daily volume forecass. Using he year 1 daily volumes, year 4 daily volumes, and he year 1 peak hour forecass, year 4 peak hour forecass were developed (see Figure ). Fuure Condiions Wih he decrease in vehicular raffic afer he lif bridge closure o vehicular raffic, mulimodal improvemens are being considered in downown along Hwy 9, Chesnu Sree, and a number of oher locaions. As previously noed, his analysis considered he poenial for a reducion in urn lanes, changes in raffic conrol, roadway closures, and improvemens for pedesrians and bicycliss. The purpose of evaluaing hese changes is o allow for he repurposing of he downown ransporaion nework. The analysis also looked a oher opporuniies including: Changes o Chesnu Sree beween Hwy 9 and he lif bridge approach. Changes o Sam Bloomer Way. Changes o pedesrian areas and crossings along Hwy 9. Changes o bicycle connecions.
Norh 3 (3) 6 (19) 1 48 (3) 3 NORTH 2 () 6 (18) 14 48 () () 11 (1) () NelsonS Myrle S () (3) () 9 (9) () 8 () 11 () () 4 () (2) 18 (44) 28 () e Mulb () (3) 23 (44) 28 (1) 1 (3) () 9 () () 6 (23) 16 48 11 S Commercial rry S MainS S (TH 9) () 4 6 48 () () (44) ()28 (1) 1 Commercial S 1 (1) (33) 2 (44) 28 1 (1) () (3) () 9 () (3) 1 () 11 (1) 1 () () 6 () 11 48 () Mulberry S Parking Ramp (3) 9 () 1 (1) 11 () () NelsonS Myrle S () 2 (24) (1) (1) 6 26 48 u S sn Che 11 e S Oliv () 11 () (4) (32) (44) 28 2 Nelson Olive SS () (9) (3) 9 () 3 (3) 6 48 () (3) 2 2 (3) 3 (44) (1)28 1 (1) 1 () ()28 4 (44) ) S S MainSS (TH 9) 3rd () () 3 (3) 4 H 9 (14) 6(4) 6 48 Chesnu S S (T (3) (4) 11 1 (1) 1 (1) () e S l 3rd on S (1) 1 (44) (3)28 3 () 1 Nels () 6() 48 () 6 (1) (44) ()28 4 () 3 () (44) ()28 4 (3) XX - Year 4 Esimaed P.M. Peak Hour Volume (XX) - Year 4 Esimaed Saurday Peak Hour Volume MainS S (TH 9) MainS S (TH 9) LEGEND (1) 11 () (4) Parking Lo (1) 3 (3) (1) 9 () () 2 (3) () (44) 28 3 () () 4 (3) (3) 9 () 3 Nelson Olive SS (1) (3) 8 (8) 9 () (3) 1 () 11 () 3 (4) (1) 11 (3) () 1 () 6(3) 48 (1) 3 2 (3) (4) 9 () (3) 3 (1) 6 (33) 3 48 4 Chesnu S Main S S (TH 9) H:\Projecs\9\94\TS\Documenaion\Figures\Fig3_Year 1 Build Condiions.cdr C Myr S Chesnu (3) 9 () S cial er omm Main MainS S (TH 9) 6 (6) (1) (3) 1 9 (3) () - Side-Sree Sop Conrol - Signalized Conrol - All Way Sop Conrol Year 1 Build Condiions Downown Sillwaer Plan Updae - Traffic Impacs Analysis 1694 Augus 16 Ciy of Sillwaer Figure 4
Norh 3 (4) 6 (2) 48 (4) 4 NORTH 3 () 6 (23) 18 48 () 1 (1) 11 () 2 () NelsonS Myrle S (3) () 9 (11) () () 11 9 (16) (1) (9) (32) 23 (44) 28 () e Mulb (1) (4) 3 (44) 28 () (3) (1) 9 () 2 (3) 6 () 21 48 11 S Commercial rry S MainS S (TH 9) () 6(3) 2 48 () () 1 (44) (8)28 () Commercial S 1 () (43) 28 (44) 28 () 2 (3) (1) 1 9 () (4) () 11 () (1) () 6 (9) 14 48 (1) Mulberry S Parking Ramp (3) 9 () () 11 (1) 1 1 (3) NelsonS Myrle S (3) 26 (3) 1 () () 6 (3) 48 u S sn Che 11 e S Oliv (1) 11 (3) () () 3 (41) (44) 28 Nelson Olive SS () (1) (3) 9 () 4 (4) 6(3) 48 (1) (39) 26 (3) 3 (4) 3 (44) ()28 (1) () ()28 (44) ) S S MainSS (TH 9) 3rd () 3 (4) H 9 (14) 6() 8 48 Chesnu S S (T (4) () 2 11 () 2 e S l 3rd on S () (44) (3)28 4 () Nels () 6(3) 48 (6) 8 () (44) (3)28 () 4 () (44) (1)28 (4) 6 XX - Year 4 Esimaed P.M. Peak Hour Volume (XX) - Year 4 Esimaed Saurday Peak Hour Volume MainS S (TH 9) MainS S (TH 9) LEGEND () 11 () 2 () Parking Lo () 3 (3) () 2 9 () () 3 (4) (43) 2 (44) 28 4 (1) (3) (4) 9 () () Nelson Olive SS 1 (1) () (3) 9 (4) () 3 1 (3) 11 1 4 () () 11 2 (4) (1) (1) 6(4) 48 () 4 (3) 3 (3) () 9 () (4) 4 (1) 6 44 48 (3) Chesnu S Main S S (TH 9) H:\Projecs\9\94\TS\Documenaion\Figures\Fig4_Year 4 Build Condiions.cdr C Myr S Chesnu (3) 9 () S cial er omm Main MainS S (TH 9) 8 (8) (22) (3) 14 9 (4) () 6 - Side-Sree Sop Conrol - Signalized Conrol - All Way Sop Conrol Year 4 Build Condiions Downown Sillwaer Plan Updae - Traffic Impacs Analysis 1694 Augus 16 Ciy of Sillwaer Figure
Ciy of Sillwaer Page 8 Year 1 Build Condiions Wih he volume reducion a Hwy 9 and Chesnu Sree due o he lif bridge closure o vehicular raffic, he souhbound lef-urn, wesbound lef-urn, and norhbound righ-urn lanes were removed for fuure condiions based on preliminary analysis. Removing hese urn lanes will provide space o increase sidewalk widhs and/or increase he amoun of on-sree parking along Hwy 9 beween Olive Sree and Myrle Sree. In order o quanify he impacs o vehicular raffic, addiional pedesrian space a Chesnu Sree was assumed ha would limi he inersecion approaches o one lane. For clarificaion, he approaches would be limied o one lane regardless of if addiional pedesrian space was provided or if addiional on-sree parking was provided. Warrans Analysis A raffic signal warrans analysis was performed as oulined in he February 1 Minnesoa Manual on Uniform Traffic Conrol Devices (Mn/MUTCD) for he year 1 raffic forecass assuming he percen volume hresholds, he reducion in number of lanes Chesnu Sree, and exising posed speed limis (see Table 1). The analysis indicaes vehicular raffic does no warran raffic signal conrol for he eigh-hour, four-hour, or peak hour condiion, bu all hree sudy inersecions mee he peak hour and four-hour pedesrian warrans for he Saurday even period. Table 1. Year 1 Warrans Analysis Summary Inersecion Highway 9 and. Highway 9 and Chesnu S. Highway 9 and Myrle S. P.M. Vehicular Warran P.M. Pedesrian Warran Saurday Vehicular Warran Saurday Pedesrian Warran No No No 4-Hour / Peak No No No 4-Hour / Peak No No No 4-Hour / Peak Traffic Operaions Analysis A raffic impacs analysis was performed using VISSIM o deermine he raffic operaions a he key sudy inersecions (see Table 2). Exising condiions were included as a comparison. Inersecions were given a ranking from Level of Service () A hrough F based on average delay per vehicle. A indicaes he bes raffic operaion and F indicaes an inersecion where demand exceeds capaciy. Resuls for side-sree sop conrolled inersecions include he overall inersecion and he wors side-sree approach as he majoriy of delay is aribued o hem.
Ciy of Sillwaer Page 9 Resuls show ha exising p.m. operaions experience unaccepable operaions for norhbound raffic beween Chesnu Sree and ree wih queues exending souh from ree. Alhough exising Saurday operaions show accepable operaions for he sudy inersecions, queuing caused by he lif bridge can cause long queues and delays for five o en minues every ime he bridge is lifed. Year 1 raffic operaions show accepable operaions for all sudy inersecions and inersecion queuing has decreased compared o exising. Therefore, he reducion in urns lanes a Hwy 9 and Chesnu Sree are expeced o provide accepable operaions as he revised inersecion is expeced o accommodae he reducion in raffic in downown. The exising urn lanes on Hwy 9 a Myrle Sree should remain as Myrle Sree is he main connecion o wesern Sillwaer. Table 2. Year 1 Traffic Operaions Analysis (P.M./Saurday Peak Hour) Inersecion Exising P.M. Year 1 P.M. Build Exising Saurday Year 1 Saurday Build S. and. 1 22 / 28 C / D / 9 A / A / 9 A / A / 9 A / A S. and Olive S. 1 8 / 12 A / B 6 / A / A / 9 A / A 4 / 11 A / B S. and Chesnu S. 1 16 / C / E 4 / 9 A / A 4 / 12 A / B 3 / 8 A / A S. and Myrle S. 1 8 / 18 A / C 6 / 14 A / B 6 / 22 A / C 6 / 19 A / C S. and Commercial S. 1 2 / 9 A / A 2 / A / A 2 / 9 A / A 3 / 9 A / A Highway 9 and. 86 F 18 B B 11 A Highway 9 and Olive S. 1 32 / 4 D / F 6 / A / B 6 / 16 A / C 6 / 12 A / B Highway 9 and Chesnu S. 41 D 9 A 21 C 9 A Highway 9 and Myrle S. 1 B 14 B 14 B 14 B Highway 9 and Commercial S. 1 2 / 9 A / A 2 / 8 A / A 3 / A / B 3 / 11 A / B Highway 9 and Mulberry S. 1 3 / 14 A / B 3 / A / B 4 / 19 A / C 4 / 1 A / C 3rd S. and Churchill S. 2 6 A 6 A 3rd S. and Pine S. 1 2 3 / 9 A / A 2/6 A / A 3rd S. and Chesnu S. 1 2 / 8 A / A 4/6 A / A Owens S. and Myrle S. 2 B 11 B 1 Unsignalized inersecions wih side-sree sop conrol are shown as he overall operaion followed by he wors side-sree approach operaion. 2 Resuls used from Synchro for addiional sudy inersecions. Wih downown evens generaing high pedesrian aciviy, he curren signalized inersecions on Hwy 9 would operae unaccepably if hey were convered o all-way sop conrolled inersecions. Also, for corridor coninuiy, i is recommended ha none of he signals are convered o all-way sop inersecions singularly in order o provide corridor coninuiy along Hwy 9 and limi pedesrian/vehicle unsignalized conflics.
Ciy of Sillwaer Page Year 4 Build Condiions Similar o year 1, analysis was also compleed for year 4 condiions. Again, wih he volume reducion a Hwy 9 and Chesnu Sree due o he lif bridge closure o vehicular raffic, he souhbound lef-urn, wesbound lef-urn, and norhbound righ-urn lanes were removed for fuure condiions based on preliminary analysis. No oher urn lanes were idenified for removal. Warrans Analysis A raffic signal warrans analysis was performed as oulined in he February 1 Minnesoa Manual on Uniform Traffic Conrol Devices (Mn/MUTCD) for he year 4 raffic forecass assuming he percen volume hresholds, he reducion in number of lanes Chesnu Sree, and exising posed speed limis (see Table 3). The analysis indicaes vehicular raffic does warran raffic signal conrol for he eigh-hour, four-hour, and peak hour condiion a Myrle Sree for he Saurday even period. The analysis also indicaes vehicular raffic does warran raffic signal conrol for he four-hour and peak hour condiion a ree for he Saurday even period. All hree sudy inersecions mee he peak hour and four-hour pedesrian warrans for he Saurday even period. Table 3. Year 4 Warrans Analysis Summary Inersecion Highway 9 and. Highway 9 and Chesnu S. Highway 9 and Myrle S. P.M. Vehicular Warran No P.M. Pedesrian Warran No Sa Vehicular Warran Warrans 2 and 3B Sa Pedesrian Warran 4-Hour / Peak No No No 4-Hour / Peak No No Warrans 1A, 2 and 3B 4-Hour / Peak Traffic Operaions Analysis Year 4 raffic operaions show accepable operaions for all sudy inersecions and inersecion queuing has decreased compared o exising. Therefore, he reducion in urns lanes a Hwy 9 and Chesnu Sree are expeced o provide accepable operaions as he revised inersecion is expeced o accommodae he reducion in raffic in downown, even wih year 4 raffic volume forecass. As previously noed, downown evens generae high pedesrian aciviy and he curren signalized inersecions on Hwy 9 would operae unaccepably if hey were convered o all-way sop conrolled inersecions. Also, for corridor coninuiy, i is recommended ha none of he signals are convered o all-way sop inersecions singularly in order o provide corridor coninuiy along Hwy 9 and limi pedesrian/vehicle unsignalized conflics.
Ciy of Sillwaer Page 11 Table 4. Year 4 Traffic Operaions Analysis (P.M./Saurday Peak Hour) Inersecion P.M. No Lif Bridge (Signals) P.M. No Lif Bridge (AWS) Saurday No Lif Bridge (Signals) Saurday No Lif Bridge (AWS) S. and. 1 1 / 21 C / C 8 / 9 A / A 8 / 9 A / A / 9 A / A S. and Olive S. 1 8 / 1 A / C / A / B / A / B 16 / 3 C / E S. and Chesnu S. 1 / 11 A / B 1 / 82 F / F 4 / 9 A / A 22 / 26 C / D S. and Myrle S. 1 / 24 A / C 11 / > F / F 9 / 3 A / E / 6 E / F S. and Commercial S. 1 3 / 11 A / B 26 / D / E 3 / A / B 3 / A / B Highway 9 and. 2 C 83 F B 128 F Highway 9 and Olive S. 1 9 / 19 A / C / 114 F / F / 1 A / C / 8 F / F Highway 9 and Chesnu S. 1 B 8 F 11 B 8 F Highway 9 and Myrle S. 18 B 9 F 19 B 6 F Highway 9 and Commercial S. 1 3 / A / B 9 / 239 F / F 4 / 16 A / C / 2 F / F Highway 9 and Mulberry S. 1 4 / 18 A / C / 6 E / F / 2 A / D / 1 F / F 3rd S. and Churchill S. 2 A A 3rd S. and Pine S. 1 2 3 / A / A 3 / A / A 3rd S. and Chesnu S. 1 2 / 6 A / A / 6 A / A Owens S. and Myrle S. 2 22 C 22 C 1 Unsignalized inersecions wih side-sree sop conrol are shown as he overall operaion followed by he wors side-sree approach operaion. 2 Resuls used from Synchro for addiional sudy inersecions. Roadway Nework Consideraions Wih he eliminaion of hree urn lanes a he Hwy 9 and Chesnu Sree inersecion, exra widh is available o add on-sree parking and/or expand sidewalk widh. An evaluaion of raffic impacs was conduced for he closure of vehicular raffic or conversion o a shared space or pedesrian plaza on Chesnu Sree from Hwy 9 o he lif bridge approach. These improvemens could be considered based on he high pedesrian and bicycle aciviy expeced. For safey reasons, i is recommended ha Chesnu Sree would sill be accessible for MnDOT mainenance vehicles and emergency vehicles. Convering Chesnu Sree in his srech o a pedesrian plaza (wih access for mainenance and emergency vehicles) would creae circulaion issues for Waer Sree (if access o Waer Sree is closed a Chesnu Sree or convered o a one-way) and would cause parking lo circulaion issues for parking lo accesses on ree and Myrle Sree.
Ciy of Sillwaer Page 12 Sam Bloomer Way could be closed a he exising parking lo accesses on ree and on Myrle Sree. This roadway has low vehicular volumes, bu hey inerac wih high pedesrian aciviy. From a raffic perspecive, his connecion is no needed long-erm. Pedesrian Accommodaions The exising sidewalk along Hwy 9 is beween 8 and fee wide wih many obsacles including ligh poles, sandwich boards, planers, and merchandise. Pedesrians experience crossing delays a Chesnu Sree and Myrle Sree because of longer cycle lenghs and proeced urning movemens. Wih he eliminaion of he urn lanes a Chesnu Sree, several oher pedesrian improvemens are suggesed for consideraion along he corridor: Leading pedesrian inervals a signalized inersecions; Shorer cycle lenghs; Sidewalk bump ous/curb exensions; and Increased pedesrian crosswalk widh and sop bar placemen. Bicycle Accommodaions Curren proposed bicycle improvemens in downown Sillwaer include a connecion for he Brown s Creek Sae Trail o he S. Croix River Loop Trail hrough he waerfron park and downown bike faciliies on Chesnu Sree and on 3rd Sree. Wih he wo norh-souh bicycle connecions, a connecion on Chesnu Sree crossing Hwy 9 is needed o complee he sysem. A bicycle boulevard, bike roue, or dedicaed bike lane would provide he connecion, bu hese could creae a conflic wih curren on-sree parking. Recommendaions for Consideraion Based on he raffic impacs analysis, he following recommendaions are offered for consideraion as par of he Sillwaer Downown updae: All sudy inersecions are expeced o operae accepably wih raffic signals a Myrle Sree, Chesnu Sree, and ree and wih he removal of he souhbound lef-urn, wesbound lef-urn, and norhbound righ-urn lanes a Hwy 9 and Chesnu Sree. The exising urn lanes on Hwy 9 a Myrle Sree should remain as Myrle Sree is he main connecion o wesern Sillwaer. The curren signalized inersecions on Hwy 9 would operae unaccepably if hey were convered o all-way sop conrolled inersecions due o he high pedesrian aciviy. I is recommended ha none of he signals are convered o all-way sop inersecions singularly in order o provide corridor coninuiy along Hwy 9.
Ciy of Sillwaer Page The exising resricion o he norhbound lef-urn movemen a Hwy 9 and Chesnu Sree can be eliminaed as lef-urning raffic is expeced o be minimal. While he recommendaion is o allow he norhbound lef-urn a Chesnu Sree, i is noed ha concerns have been expressed by a projec DPAC member abou removing his resricion. In he fuure, his resricion can be reesablished if he norhbound lef-urning raffic consisenly impedes raffic flow along Hwy 9. I should be noed even wih a resriced norhbound lef-urn he remaining sudy recommendaions are valid. Exra widh is available o add on-sree parking and/or expand sidewalk widh wih he eliminaion of hree urn lanes a he Hwy 9 and Chesnu Sree. The closure of vehicular raffic or conversion o a shared space or pedesrian plaza on Chesnu Sree from Hwy 9 o he lif bridge approach could be considered based on he high pedesrian and bicycle aciviy. I is recommended ha Chesnu Sree would sill be accessible for MnDOT mainenance vehicles and emergency vehicles. Convering Chesnu Sree o a pedesrian plaza (wih access for mainenance and emergency vehicles) beween Hwy 9 and he lif bridge approach would cause parking lo circulaion issues for parking lo accesses on ree and Myrle Sree. Waer Sree should remain as a wo-way roadway wih a crossing hrough Chesnu Sree o mainain coninuiy and beer disribue raffic beween ree and Myrle Sree. Sam Bloomer Way could be closed a he exising parking lo accesses on ree and Myrle Sree. This roadway has low vehicular volumes ineracing wih high pedesrian aciviy bu is no a needed connecion afer he lif bridge closure o vehicular raffic. Pedesrians experience crossing delays a Chesnu Sree and Myrle Sree because of longer cycle lenghs and proeced urning movemens. Wih he eliminaion of he urn lanes a Chesnu Sree, several oher pedesrian improvemens could be considered: o Leading pedesrian inervals a signalized inersecions; o Shorer cycle lenghs; o Sidewalk bump ous/curb exensions; and o Increased pedesrian crosswalk widh and sop bar placemen. A bicycle connecion could be considered for Chesnu Sree beween he Lif Bridge and 3rd Sree. This could be a dedicaed bike lane, bike boulevard, or a posed bicycle roue. H:\Projecs\9\94\TS\Documenaion\Traffic Impacs Analysis_1916.docx