System Development Principles

CHAPTER 6 TABLE OF CONTENTS Overview / Summary... 1... 3 System Develpment Guidelines... 3 Implementatin Directins n System Develpment:... 6 Functinal Designatin Map... 6 Street Design Classificatin Map... 18 Land Use Overlay Map... 24 Radway Netwrk Management Guidelines... 27 Implementatin Directins n Right f Way Requirements:... 29 Implementatin Directins fr Crridr Preservatin... 57 Overview / Summary As the majr system serving bth lcal and reginal travel needs, the street & highway netwrk plays an imprtant rle in insuring a healthy lcal ecnmy and that a livable envirnment exists fr residents f the area. The street/highway netwrk plan seeks t address these gals by identifying plicies t guide the develpment f bth the majr and lcal street system, including the mapping f street classificatins fr bth existing crridrs and planned crridrs and thrugh guidelines and standards that will define the character f different radway types. The benefit f classificatin and guidelines/standards is t prvide a level f certainty System Develpment Principles Functinal Designatin Map Street Design Map Access Management Level f Service Guidelines Planning Areas / Crridr Preservatin Typical Right f Way Requirements Typical Crss Sectin Street Design Features 6-1 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

as far as the functin and design f the radway infrastructure when parties, whether public r private, plan investments in new develpment r ther area imprvements. The ROCOG street and highway netwrk plan is a three tiered system as illustrated n the previus page. A set f brad System Develpment Principles is established t prvide brad guidance n the spacing and density f different levels f facilities. At the secnd tier, streets are classified in tw ways, ne that is related primarily t the functin f the radway within the netwrk f streets, and a secnd classificatin that defines the design characteristics f the radway. The functin f the radway is defined as part f the Functinal Designatin Map, which is intended t identify the rle f each nn-lcal street in the netwrk in terms f mbility and the prvisin f access. The functinal designatin in turn influences certain characteristics at the third tier f the system, including the type and frequency f access that will be prvided, the gal fr the level f cngestin that will be tlerated, as well as design and peratins features such as perating speeds, signal system design and accmmdatin f alternative mdes. The Street Design Map in turn fcuses n the physical features f the street, including features such as right f way width and the typical crss sectin that shuld be planned fr (which addresses factrs such as whether parking will be permitted, hw pedestrians and bicyclists will be accmmdated, whether medians will be prvided) and hw water drainage will be handled. The plan recgnizes the relatinship between land use and radway facility by incrprating a land use classificatin map that verlays the functinal designatin/street design classificatin maps t further tailr design and peratinal features fr different types f land use envirnments. Prvisin is made fr special design cnsideratins in dwntwn business areas with prvisin f a Main Street design cncept, and the plan recgnizes the need fr crridrs t accmmdate multi-mdal travel thrugh Cmplete Street cncepts. The chapter als cntains a sectin n lcal street design, including discussin n the desirability f and tls fr managing travel speeds and cut thrugh traffic n lcal residential crridrs. The chapter cncludes with a shrt discussin f the need t prmte crridr preservatin and what strategies and planning activities shuld be pursued t insure that lands needed fr future system imprvements can be prtected with minimal disruptin t adjacent public and private land uses. The use f fficial right f way maps, special setback requirements, advanced acquisitin prgrams and crridr level access management plans are amng the strategies that shuld be cnsidered as part f a crridr preservatin prgram. Nte: the street/intersectin guidance in this Chapter has nt changed frm the infrmatin cntained in the riginal 2040 Plan. Therefre, references t guidance frm the ROCOG Lng Range Plan, Thrughfare Plan, r Currently Held Valid Thrughfare Plan within the Rchester Land Develpment Manual and Olmsted Cunty Planning Dcuments remain unchanged. 6-2 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

Fr purpses f the Lng Range Transprtatin Plan the radway netwrk is classified thrugh the use f three maps described this chapter. The three maps are: The Functinal Designatin Map, which describes the rle f radways in the netwrk in terms f terms f mbility, land access and the types f trips served. The Street Design Classificatin Map, which describes the primary design features f majr radways in terms f expected number f thrugh lanes, crss sectin and level f access. The Land Use Overlay Map, which maps the general nature f the land use envirnment within which rads perate and which influences characteristics such as level f service and access. The use f a multi-map classificatin system permits mre specificity in regards t the characteristics f radway facilities, and when used with the Land Use Overlay Map permits the plan t tailr design and traffic management t the surrunding land use envirnment. Figure 6-1 Netwrk classificatin is based n the premise that there is a hierarchy f rads in any reginal netwrk, each f which prvide t different degrees access and mbility. Figure 6-1 i highlights hw a typical rad netwrk will usually be rganized in terms f the percentage f streets in each class. Generally, a small prprtin f majr arterial rads will be needed t primarily serve a mbility functin, while a much larger percentage f lcal rads will serve an access functin. The classificatin f majr streets is an imprtant planning tl, guiding design decisins, capital imprvement prgramming and planning fr crridr preservatin. Crridr classificatin als influences land use decisins such as right-f-way dedicatin needs and the lcatin and frequency f access permitted, and influences the desired peratinal characteristics f given radway types. System Develpment Guidelines Table 6-1 prvides general guidance in terms f the density f primary and secndary rads needed t adequately serve different types f land use envirnments. These guidelines are imprtant in areas underging a transitin in develpment density, such as frm rural t urbanizing, since they imply a denser netwrk f majr streets in urban develpment areas as ppsed t rural develpment areas. 6-3 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

This intensificatin f the radway grid implies that existing rural rads which may have been functining as secndary travel crridrs will need t transitin t a primary crridr as areas urbanize, and new crridrs may need t be preserved in future grwth areas where n rad crridr currently exists. Applicatin f these guidelines ccurs in bth the lng range planning prcess as well as the develpment planning prcess as specific land use changes are cnsidered. Table 6-1 General Rad Netwrk Spacing Guidelines Land Use Envirnment Rural Areas Majr High Speed & High Capacity Rads Primary Thrugh Rads Secndary Thrugh Rads 6 t 12 Miles 4+ Mile 1 t 2 miles Lcal Streets As needed t prvide land access Suburban Areas Develping Areas Cre Urban Areas 3 t 6 Miles 1 t 2 Miles 1/2 t 1 Mile 2 t 3 Miles 1/2 t 1 Mile 1/4 t 1/2 Mile 2 t 3 miles ¼ t ½ mile 1/8 th t ¼ mile As needed t prvide land access As needed t prvide land access As needed t prvide land access In additin t these general spacing guidelines, this plan establishes additinal system develpment principles applicable t specific facility types. These include: Freeways and Expressways Frntage r backage rads shuld be prvided in cnjunctin with all new cmmercial r industrial develpment alng freeway r expressway crridrs and shuld be prvided where pssible in areas underging redevelpment Supprting arterial r cllectr rutes cnsistent with the spacing suggested fr Secndary Thrugh Rads in Table 6-1 shuld be develped parallel t freeways and expressways t serve as reliever rutes that will keep shrt and medium length lcal trips ff the majr rad system and t help distribute traffic t and frm the designated access pints alng the limited access freeway r expressway facility. Arterials Lack f cntinuity in the arterial street system will tend t place burdens n adjacent cllectr streets resulting in unintended travel n lcal thrughfares and neighbrhd streets. Effrts shuld be made t create cntinuus arterial street crridrs ending at cnnectins with similar r higher level streets. 6-4 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

Arterial radways shuld g arund, rather than thrugh, residential areas. Residential neighbrhds will typically cver an area f abut ½ mile in diameter with 500 750 husehlds. Traffic generated within this area is nt cnsidered cut-thrugh. Since 500 husehlds can be expected t generate abut 5000 trips per day, street patterns develped t minimize flws t an acceptable level n interir lcal streets with residential lt frntages (arund 1000 vehicles per day) suggests there needs t be abut 5 lcal street cnnectins fr a neighbrhd t disperse traffic t majr streets thrugh a cmbinatin f residential cllectr and lcal streets. Cllectrs Cllectr streets are designed t distribute traffic within a neighbrhd, cmmercial district r emplyment area. Cntinuity thrugh a district r neighbrhd and cnnectivity with adjacent lands shuld be prvided t address the fllwing street netwrk cnsideratins: The netwrk shuld prvide sufficient lcal and cllectr street cnnectivity s that trips t destinatins within a mile f rigin culd be made n the lcal and cllectr street system. Withut sufficient cntinuity and cnnectivity these trips may be frced nt the arterial street system, rbbing capacity frm that system fr thrugh trips as well as lcal trips with a start r end utside f the immediate area. Cnnectivity f cllectr streets in residential areas is imprtant fr public transit. Cllectr streets shuld prvide relatively direct thrugh rutes t prvide efficient access fr bus rutes, minimizing indirectin f travel and prviding adequate accessibility fr transit users in the area. Emergency services (plice, fire, and ambulance) als have a strng interest in an efficient cllectr street pattern since these frequently serve as the quickest rute t an emergency. When cllectr and lcal street netwrks are highly discnnected, it can pse difficulties fr emergency vehicles attempting t quickly reach accident r incident sites. The plan assumes that nt all cllectr rutes will be pre-defined but will be established when the develpment patterns in an area are defined thrugh a general develpment plan prcess. The Functinal Designatin Map plan prvides general guidance as t where cllectr street crridrs are needed based n principles f netwrk spacing. Whereas the arterial street system in develping areas is generally established n a ne mile grid, there shuld be within the square mile a minimum f ne East/West and ne Nrth/Suth cllectr crridr prvided when develpment is prpsed at the lwest residential densities (essentially creating ½ mile spacing). At higher residential densities r where cmmercial, ffice r industrial uses are prpsed, 1/3 rd mile spacing f cllectrs shuld be prvided. Several additinal design cnsideratins shuld be kept in mind when designing the cllectr street system fr new develpments Lng uninterrupted segments f lcal r residential cllectr streets are nt cmpatible with the functinal design f the street netwrk. Lng cntinuus crridrs will encurage higher speeds and ptentially cut-thrugh traffic, essentially turning such streets int secndary arterials. Because these crridrs will perate mre like higher rder streets, ptential safety prblems and 6-5 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

the need t use higher levels f traffic management n a lcal street, such as signalizatin, may develp. Ideally, lcal cllectrs shuld be n lnger than ½ t ¾ mile withut the intrductin f discntinuity int the rute Lcal cllectr streets shuld intersect arterials r higher rder streets at a unifrm spacing f nehalf t ne-quarter mile in rder that gd prgressin can be maintained n the arterial netwrk if future signalizatin is required. Implementatin Directins n System Develpment: Strategy 1: Adpt as part f the ROCOG Lng Range Transprtatin Plan a Functinal Designatin Map, based n the System Develpment guidelines, that identifies the rle f each majr radway in the reginal netwrk t guide state, cunty and city decisins regarding investment needs alng with design and peratinal pririties. Strategy 2: Use the Functinal Designatin System Map in cnjunctin with standards and guidelines f this plan t guide the rderly develpment and incremental imprvement and expansin f the majr radway netwrk and t ensure cmpatibility f transprtatin imprvements with lcal cmmunity plans. Strategy 3: Lcal jurisdictins including the cities, cunties, twnships and MNDOT shuld adpt the Functinal Designatin Map by reference as part f their lcal cmprehensive plan guidance and crdinate lcal majr street imprvements with reginal plans t insure cnsistency in mbility gals Strategy 4: ROCOG shuld peridically review the street classificatin system and wrk with lcal units f gvernment t amend the street classificatin system as needed. ROCOG shuld cnsider appintment f cmmittee t evaluate the radway netwrk element f the plan n an annual r bi-annual basis t identify necessary adjustments and needed plan amendments. Functinal Designatin Map The Functinal Designatin Map, illustrated in Figures 6-2 and 6-3 n the fllwing pages, describes the rle f radways in the netwrk in terms f terms f mbility, land access and the types f trips served. Designatins used in the ROCOG Functinal Designatin System are described beginning n page 9 and include: Interstate and Interreginal Crridrs Strategic Arterials Primary Arterials Secndary Arterials Primary Cllectrs Lcal Cllectrs Lcal Streets 6-6 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

Figure 6-2: URBAN STUDY AREA FUNCTIONAL DESIGNATION MAP Sc )t Sc )p Sw Sÿ Sk Sø ) Sk Sö Sx S )p Sõ Sz Sý ) Sÿ Sü GïWX )p Se )t "a$ Refer t Chapter 6 fr descriptin f each Planning Area using Area ID n Map fr reference 6-7 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

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Legend Chapter 6 Figure 6-3: REGIONAL STUDY AREA FUNCTIONAL DESIGNATION MAP Sù xzxz Byrn ) Pine Island See # Urban Area Functinal % xz EF xz xz xz # A % EF EF %[% xz M L %% EF xzxz EF N l S S Sø EF D Sc?ÃA@ Sú S % EF C Sd EF B %[ % EF E % )p Rchester % %[ Urban Area # % %[ Sü Ornc %[ xz % % % % Designatin Map fr functinal classificatins in Se "a$ E F # % )t % S` % % EF G %[ )t Stewartville %[ Sõ EF I EFH?ºA@ % %[ % %[ % # "a$ EF K Sÿ EF J Sö Sh Functinal Designatin Map Reginal Area Rad System?ÃA@ Sý # ROCOG 2040 Transprtatin Plan )p?ía@ Sû Eyta ) Sþ Chatfield Dver?çA@ E Existing Rad U Upgrade Planned F Future rad Abbreviatins Reg Reginal Urb Urban Art Arterial Cll - Cllectr State Highways Interstate-E Interreginal - E Interreginal - U Reginal Highways Strategic Reg Art - E Strategic Reg Art - U Strategic Reg Art - F Majr Reg Art - E Majr Reg Art - U Majr Reg Art - F Secndary Reg Art - E Secndary Reg Art - U Secndary Reg Art - F Primary Reg Cll - E Primary Reg Cll - U Primary Reg Cll - F Urban Radways Strategic Urb Art - E Strategic Urb Art - U Strategic Urb Art - F Majr Urb Art - E Majr Urb Art - U Majr Urb Art - F Secndary Urb Art - E Secndary Urb Art - U Secndary Urb Art - F Primary Urb Cll - E Primary Urb Cll - U Primary Urb Cll - F Lcal Rads / Streets Lcal Cllectr - E Lcal Cllectr - U Lcal Cllectr - F Grade Separatin Classificatins % Existing Interchange %[ Existing Overpass # Future Interchange # Future Overpass xz Grade Separatin Study # Upgrade Interchange Planning Areas Strategic Art Arterial Primary Cllectr Lcal Cllectr Subarea Study Fr Small Cities in Greater Olmsted Cunty area, see Chapter 4 fr infrmatin n lcal street plans 6-9 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

Descriptin f Functinal Designatin Classes The functinal designatin system has a reginal and an urban cmpnent. The reginal cmpnent is intended t identify rads serving intercity travel r which are imprtant fr mvement f agricultural and resurce prducts alng with cmmuters frm rural t urban areas. N lcal cllectrs are identified in the reginal area, as the fcus f the plan by definitin utside f the Rchester urban service area is n reginal travel. Radways within an urban area can be designated as reginal highways based n their imprtance t reginal traffic patterns, even where lcal trips may predminate in terms f actual traffic n the radway. Reginal designatins take precedence ver the urban designatin due t the need fr maintaining cntinuity in the larger reginal netwrk and the ecnmic imprtance f the reginal functin. Crridrs are classified as (E)xisting, which implies n majr changes are expected in the future, (U)pgrade, which implies future imprvement r expansin is needed t address anticipated capacity r peratinal deficiencies, r (F)uture, which identifies new crridrs planned fr future cnstructin.table 6-2 describe the characteristics f the seven classes f radways defined n the Functinal Designatin Map TABLE 6-2: Functinal Designatin Class Descriptins Classificatin Descriptin Examples Serve inter-city, inter-reginal r interstate travel at higher speeds, with a high level f Interstate and cntinuity t minimize indirectin f travel between reginal rigins and destinatins Interstate 90 Interreginal Serve as primary freight rutes, handling mvements having trip length and travel density Crridrs Trunk Highway 52 characteristics indicative f substantial statewide r interstate travel. nrth f I-90 Strategic Arterials On a reginal basis, strategic arterials supplement the Interstate / Interreginal System by prviding cnnectins t smaller cities and ther imprtant ecnmic activity centers nt n the interreginal system. The majr functin f strategic arterials is t prvide fr the mbility f traffic. Service t abutting land is a secndary cncern. The speed limit n strategic arterials can range frm 30 t 65 mph depending n the land use envirnment in which they are lcated. By nature f their size, mst small urban areas will nt generate internal travel warranting an urban strategic arterial netwrk. The strategic arterial system fr these small urban areas will largely cnsist f extensins f rural strategic arterials int and thrugh an area. In larger urban areas, strategic arterials are f reginal imprtance, carrying high vlumes f higher speed traffic, including thrugh traffic, with limited service t abutting land and design characteristics such as medians and limited traffic signalizatin t enhance traffic flw. Reginal: Trunk Highway 63 Nrth f Rchester Trunk Highway 14 east f TH 52 Urban: East and West Circle Drive TH 63 nrth f TH 52 Primary Primary arterials prvide service t trips f mderate length at a smewhat lwer level f Reginal: 6-10 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

Classificatin Descriptin Examples Arterials travel mbility than Interreginal Crridrs r Strategic Arterials. This system distributes travel t smaller gegraphic areas than the travel sheds typically assciated with the higher rder systems. CSAH 4 CSAH 9 CSAH 1 On a reginal basis, primary arterials serve trip lengths characteristic f intra-cunty service. Travel served will primarily be between significant traffic generatrs (either individual uses r cncentratins f develpment) r will be part f a cllectin functin ruting travel t higher-level rutes. Reginal primary arterials are radways generally nt f statewide imprtance but f cuntywide imprtance. On a reginal basis, primary arterials shuld be spaced at such intervals, cnsistent with ppulatin density, that all develped areas f the cunty are within a reasnable distance f a primary arterial r higher rder highway. While primary arterials allw fr the integratin f bth lcal and reginal travel, the majrity f traffic n the system is nt typically lw-speed lcal access traffic. Arterials shuld be managed t prvide safe and efficient thrugh mvement, while prviding sme access t abutting lands. On an urban basis, primary arterials serve t cnnect majr activity centers r sub-areas nt served by higher rder streets. Majr cmmercial streets will typically be f a primary arterial classificatin. Arterials are imprtant in prviding the last mile link fr cmmuters and freight service t majr emplyment areas within cities. Such facilities will typically carry lcal bus rutes and prvide imprtant netwrk cnnectivity and cntinuity, but ideally shuld nt penetrate identifiable neighbrhds. Urban 2 nd St SW 4 th Ave SW/NW 4 th St SE Secndary Arterials Secndary Arterials are similar in functin t primary arterials but carry lwer vlumes, serving trips f shrter distances and with a higher degree f prperty access. Crridrs will typically be shrter length rutes that serve imprtant mbility functins within urban r reginal subareas. Secndary arterials will imprve the cnnectivity f the verall netwrk n a lcalized basis and will typically prvide access t a mixture f land uses typically. In nn-residential r higher density residential areas, these rutes will be imprtant fr truck and transit accessibility. They serve secndary traffic generatrs such as cmmunity business centers, neighbrhd shpping centers and multi-family residential areas. Reginal: CSAH 15(Rck Dell/Salem) CSAH 19(Pleasant Grve) CR 142(Dver t Eyta) CR 112(Ornc) Urban: 16th St SW/SE 41st St NW 6-11 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

Classificatin Descriptin Examples Primary Cllectrs Primary cllectr streets typically prvide land access and traffic circulatin amng multiple adjacent residential neighbrhds and within cmmercial districts and industrial areas. They distribute traffic mvements frm such areas t the arterial street system and keep lcal area mvements ff the majr rad system. Cllectrs typically d nt accmmdate thrugh traffic and are nt cntinuus fr any great length. In rural areas primary cllectrs shuld be spaced at intervals, cnsistent with ppulatin density, t cllect traffic frm lcal rads and bring all develped areas within a reasnable distance f a cllectr r higher rder rad; Primary cllectrs are predminantly tw lane rads, with at-grade intersectins. Individual access fr every lt shuld be discuraged unless lts are f sufficient frntage t prvide adequate spacing between driveways. The crss sectin f a cllectr street may vary widely depending n the type, scale and density f the adjacent land uses. This type f radway differs frm the arterial system in that: On-street parking is typically permitted; Psted speed limits typically range between 30 and 35 mph. Traffic vlumes typically range between 2,000 and 7,000 vehicles In the central business district, and in ther areas f like develpment and traffic density, the cllectr system may (and desirably will) include a grid f streets which frms a lgical entity fr traffic circulatin Reginal: CR 105(Kalmar) CSAH 30(Elmira) CR 117(Salem/Rchester) Urban: 11 th Ave SW in Willw Creek Center St Pinewd Rad Lcal Cllectrs Lcal Cllectrs will primarily serve residential areas, serving t cnnect adjacent neighbrhds, t deliver residential traffic t neighbrhd activity centers and t deliver traffic frm lcal streets t the higher rder street netwrk At the level f lcal cllectrs, individual access fr every lt is cmpatible with the functin f the street and the street shuld perate at lw speeds, incrprating as necessary traffic management features t minimize travel speed. While lcal cllectrs are designed t discurage thrugh traffic, it is with the understanding that traffic generated in adjacent neighbrhds is nt cnsidered thrugh traffic where these neighbrhds are nt divided by a higher rder street. Lng segments f cntinuus lcal cllectr streets are nt cmpatible with functinal design f the street netwrk. Lng cntinuus cllectrs will encurage thrugh traffic, essentially turning them int secndary arterials. Ideally, cllectrs shuld be n lnger than ½ t ¾ mile withut the intrductin f discntinuity int the rute. Reginal: CR 118 (Ornc Twp) CR 107 (Vila/Quincy Twp) CR 108 (Rck Dell Twp) Urban: 48th St in Essex Estates area Nrthern Valley Drive 6-12 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

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Imprtant Netwrk Cncepts Highlighted n Functinal Designatin Map Reginal Rutes In the Rchester urban area as well as ther municipal areas, State Highways (63, 52, 14) are designated as reginal travel crridrs, suggesting a higher emphasis n travel mbility in cntrast t access. Majr CSAH rutes (1, 2, 4, 8, 9, 25, 34) in the Rchester urban service area are designated as reginal rutes utside f the Circle Drive lp and urban rutes inside f the Circle Drive. This pattern f designatin suggests a higher level f mbility will be emphasized utside f the Circle Drive ring in terms f design and management (factrs such as perating speed, signal spacing, access management) as cmpared t inside the Circle Drive ring. The map designates a 2nd strategic arterial ring arund the Rchester urban area using CR 104, CSAH 14, CSAH 11 and 40 th St / 48th St Suth. The Strategic Arterial designatin places an emphasis n mbility ver access, and suggests design and management changes in the future. These can range frm fairly significant changes as shwn n the Street Design Map fr CR 104 nrth f TH 14, t mre mdest changes such as upgrading CSAH 11 with turn lanes and passing lanes but retaining tw thrugh lanes as the basic design. Arterial crridrs are stratified int Primary and Secndary classes and Cllectr crridrs int Primary and Lcal classes t allw fr greater differentiatin f the netwrk and better matching f functin/peratin t classificatin. Radways such as 41st St NW and 16th St Suth that were classified as cllectrs in the past have been classified as Secndary Arterial radways t reflect that they serve mre than a lcalized distributin rle in the netwrk. The additin f a Lcal Cllectr categry differentiated frm a Primary Cllectr permits mapping and differentiatin f neighbrhd residential cllectrs frm ther cllectrs that serve a mixture f residential and nn-residential traffic, such as 6th Ave SW/NW, 16th Ave SW/NW r 18th Ave SW in the Willw Creek area. As a result, neighbrhd residential cllectr streets are nw mapped, with the expectatin that neighbrhd traffic management imprvements will be tied t residential cllectr streets as a means f priritizing where resurces fr neighbrhd traffic cntrl shuld be targeted. Interchanges and Grade Separatin The Functinal Designatin Map assigns grade separatin structures t different classes based n the service they will prvide. While primarily designating interchanges and verpasses, the map als identifies lcatins where railrad grade separatins may be planned fr the future. The categry labeled as Grade Separatin Study identifies lcatins where a definitive decisin regarding future cnstructin f a grade separatin structure HAS NOT been made. These lcatins will need t be the # # xz # % %[ Grade Separatin Classificatins Future Interchange Future Overpass Grade Separatin Study Upgrade Interchange Existing Interchange Existing Overpass 6-14 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

subject f further planning, envirnmental and cncept design wrk befre a final decisin regarding cnstructin f an interchange r verpass is made. An example f where this classificatin has been applied is the TH 14 West crridr, where further study is needed t determine the lcatin f a future interchange(s) t serve the Byrn area. Planning Areas The Functinal Designatin Map als identifies varius crridrs and subareas where current infrmatin is deemed insufficient t assign a definitive alignment in the case f a crridr r t definitively define the nn-lcal street netwrk in the case f a subarea. In such instances, Planning Areas have been mapped t identify that a need is anticipated fr a nnlcal radway in the future, but further study is needed t designate an alignment r netwrk. In the case f crridrs, the Planning Area has been cded as t the type f facility need that has been identified either Strategic Arterial, Arterial, Primary Cllectr r Lcal Cllectr. In the case f subareas, tw types f studies are identified. A General Develpment Planning area is ne where Lcal Cllectr Streets are required but are best planned fr as part f land develpment review. The map highlights thse sectins f land bunded by majr streets within which a lcal cllectr netwrk shuld be planned t supprt future develpment. As stated in the System Develpment Principles, in each sectin f land s designated a nrth/suth and an east/west cllectr street rute shuld be develped. The secnd type f subarea study, a Majr Subarea, identifies areas where planning fr a netwrk f majr street imprvements, as ppsed t planning fr an individual crridr (such as in a crridr study) r a lcal cllectr netwrk (such as in the case f a General Develpment Plan), is needed. Crridr and Subarea Plans shuld always be referred t when questins arise as t future imprvement needs in thse areas. ROCOG staff can assist in prviding infrmatin frm previusly cmpleted studies. Study infrmatin fr sme f the majr crridr studies is available n the ROCOG web site at http://www.c.lmsted.mn.us/planning/trnsprtnplng/pages/default.aspx Subarea Study Areas and Crridr Planning Areas Recmmended Subarea and Crridr Planning Study areas are labeled n the Functinal Designatin Map (Figure 6-2) with symbls enclsing a number r letter. The number r letter references the first clumn in Table 6-3 belw, which prvides a brief descriptin f each study area 6-15 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

TABLE 6-3: SUBAREA AND CORRIDOR PLANNING AREA DESCRIPTIONS Area Fcus f Study SUBAREA STUDY AREAS 1 Subarea #1 is the planning area encmpassing future transit streets that have been identified in the Rchester Dwntwn Master Plan and Destinatin Medical Center Develpment Plan. Implementatin a dwntwn circulatr as well as designated high frequency transit crridrs shuld be evaluated further t understand multi-mdal implicatins f these prpsed imprvements and peratinal effects n vehicular and nn-mtrized travel. CORRIDOR STUDY AREAS A B C D E F G Study needed t determine the future cnnectivity f 7 th St NW t the majr street system west and nrth f Cuntry Club Manr. As TH 14 is eventually upgraded t a freeway with cnstructin f a planned interchange at 60 th Ave, the west cnnectin f 7 th St t TH 14 will be severed and replaced by an verpass, which culd cnnect west t 60 th Ave r nrth t 19 th St, pending the results f this study With the designatin f 60 th Ave NW as an expressway a questin that needs t be reslved is the future treatment f the CSAH 4 ffset that exists t the east and west f 60 th Ave. Shuld the legs f CSAH 4 be aligned in sme manner t create a cmmn intersectin in the future? An alignment f the 70 th Ave NW and CSAH 3 appraches t CSAH 4 that prvides fr a cmmn intersectin shuld be planned in advance f urban develpment in the Kalmar Orderly Annexatin area in rder prvide cntinuity in the future majr arterial street system As part f the TH 14 West Crridr Study cmpleted in 2003, an arterial crridr parallel t TH 14 generally alng the alignment f 34 th St NW and stretching west t the Cunty Line (matching up with 23 rd St NW in Byrn) was recmmended. Between CSAH 3 and CSAH 5 the questin f alignment fr such a crridr is utstanding, and shuld be subject f study in advance f future urbanizatin f the area nrth f 20 th St NE in Byrn A gap in the uter Ring Rad cncept invlving CR 104, CSAH 14, CSAH 11 and 48 th St Suth arund Rchester exists frm the end f 48 th St SW at CSAH 8 t CR 104 at 40 th St. This gap shuld be the subject f a study t determine a final future alignment fr the crridr. Spacing f nrth suth cllectr and arterial rads between 11 th Ave SW and CSAH 8 is a questin that needs t be addressed in advance f develpment in the Willw Creek service area. Area F highlights the area between 40 th and 48 th St as a lcatin where a ptential nrth/suth cllectr crridr shuld be planned t supprt future develpment T supprt lng term urbanizatin in the Willw Creek service area east f TH 63, a cllectr street extending east frm the 40th St / TH 63 interchange t CR 101/30th Ave shuld be planned. This rad is supprted by system develpment spacing guidelines and will als 6-16 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

Area Fcus f Study benefit the functin f an uter beltway utilizing the 45th St crridr by prviding an alternate rute fr lcal area traffic. H I J K L M N If lng term intensificatin f develpment ccurs in the sutheastern reach f the Marin Orderly Annexatin Area, planning fr lcal residential nrth / suth cllectr street in the area bunded by 40th Ave SE n the west, Marin Rad, CSAH 11 and 20th St SE n the nrth shuld ccur t insure adequate cnnectivity f lcal street system With develpment being planned r anticipated suth and east f Eastwd Glf Curse, a plan fr arterial / cllectr street system cnnectins frm Eastwd Rad t 20th St and/r CSAH 11 shuld be develped t insure adequate majr street cnnectivity thrughut the area in the future and t reduce the need t frce all traffic frm the area nt TH 14. Study f the TH 14 East Crridr Study frm 40th Ave SE t Eyta shuld be resumed t determine the lng term plan fr prviding imprved safety and access n TH 14 East and t permit crridr preservatin activities t prceed. With the designatin f a future Ring Rad cncept including CSAH 11 n the east side f Rchester, a questin that needs t be reslved is the future treatment f the CSAH 2 ffset that exists t the east and west f CSAH 11, which under the Ring Rad cncept culd becme the crridr given preference in future traffic flws. Shuld the legs f CSAH 2 be aligned in sme manner t create a cmmn intersectin in the future? As part f the ultimate plan fr TH 14 West Crridr further study f grade separatins in the Kalmar Orderly Annexatin Area at the existing CSAH 3 crssing and pssibly a future 70th Ave NW crssing shuld be evaluated. As part f the ultimate plan fr the TH 14 West Crridr further study f interchange and verpass ptins in the Byrn Urban Grwth Area are needed t determine the ultimate plan fr imprvements in Byrn. With the designatin f a future Ring Rad cncept including CR 101/ 45th St SE n the suth side f Rchester, shuld the legs f CSAH 1 be aligned at a cmmn intersectin alng 45th St t eliminate the ffset that will ccur nce the ring rad is develped and preference given t the ring rad in terms f future traffic management? RAIL CROSSING STUDY AREAS X In anticipatin f ptential increases in rail traffic n the Canadian Pacific crridr thrugh Rchester, ptential lcatins fr future grade separatins are labeled as study lcatins, including TH 63 and West Silver Lake Drive in dwntwn Rchester, and East Circle Drive (CSAH 22) east f the city. 6-17 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

Street Design Classificatin Map The Street Design Classificatin Map defines the fllwing characteristics f the majr street netwrk: Anticipated lane needs based n prjected 2040 traffic vlumes Type f strmwater management anticipated in a crridr (surface versus structure) Whether crridrs are expected t have a median dividing ppsite directins f travel r are planned t be undivided Street Design classificatin influences right f way requirements as well as serving as a secndary factr in decisins n traffic management features such as typical perating speeds, access cnditins, turn lanes, etc. Sme nn-traditinal street design classificatin categries are included such as the Super Tw designatin, a Main Street design designatin, and designatins emphasizing the need fr center left turn lanes, such as the 2+Left Turn / 3 Lane / 5 Lane classificatins. Fr the highest vlume nn-freeway radways, the street design classificatin map leaves the final determinatin f lane needs and transprt mde mix t subsequent crridr studies. The assumed base imprvement n these crridrs is fur thrugh lanes, with the decisin whether t add additinal general purpse vehicle lanes r high capacity transit accmmdatins left t future studies. These crridrs will be designated n the map as 4 t 6 Lane Arterials r Expressways. The urban and rural Street Design Classificatin Maps are illustrated in Figures 6-4 and 6-5 beginning n page 6-19. The classificatins are described briefly as fllws: FREEWAYS: Freeways are fully accessed cntrlled facilities. The numerical indicatr in the title refers t the prjected number f thrugh lanes while the terms Rural r Urban refer t the use f either a rural drainage design utilizing swales r ditches r an urban design with curb and gutter. Fr all remaining classes f radways, the fllwing terminlgy when used indicates the fllwing design characteristics: Rural refers t the use f a rural drainage design utilizing swales r ditches Urban refers t the use f an urban drainage design using curb & gutter Divided refers t a design where ppsite directins f travel mvement will be separated 6-18 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

by either a depressed ditch sectin (typically with a rural drainage design) r a raised median (typically with an urban drainage design) Undivided indicates that there is nt expected t be a physical separatin between ppsite directins f travel flw. The nn-freeway classes f radways include: EXPRESSWAYS: Expressways are generally restricted access facilities with traffic typically perating at higher travel speeds with design cntrlled by higher design speeds and traffic peratins featuring greater signal spacing than typical f arterial rads ARTERIALS AND PRIMARY COLLECTORS: Arterials and Cllectrs are generally designated as Rads (meaning they utilize a rural drainage sectin) r Streets (using an urban drainage sectin). Alng with this breakdwn the number f lanes is identified and whether the radway is divided r undivided. LOCAL COLLECTORS: The design f lcal cllectrs is nt identified n the Street Design Classificatin map. All existing lcal cllectrs are tw lane facilities and it is anticipated that future lcal cllectrs will als be tw lane facilities except in limited instances where nn-residential land uses served by a lcal cllectr may generate high vlumes f traffic. SPECIAL CATEGORIES Super Tw: The Super Tw design class is used in suburban and rural areas where traffic prjectins d nt suggest a need fr fur full lanes f capacity but, because f elevated vlumes and a desire fr high levels f mbility, imprvement beynd a nrmal tw lane rad is warranted. The Super Tw design is mre fully described in a later sectin f this chapter. Main Street crridr designatins are prpsed in traditinal dwntwn areas where the inclusin f cntext sensitive design features t help manage traffic speeds and prvide enhancements fr higher levels f pedestrian traffic are desirable The Main Street design prcess is mre fully described in a later sectin f this chapter. The 2+Turn Lane/3 Lane designatins identifies crridrs, generally in develping r suburban areas, that are designated fr develpment with 2 thrugh lanes but are expected t have sufficient levels f turning traffic t merit separate median left turn lanes at intersecting public streets. Prjected traffic vlumes n these crridrs tend t fall within the range where vlumes are n the high side fr a standard tw-lane facility but are at the lw end f a fur-lane facility. In areas where the level f private access between intersecting public streets is high a 3 lane sectin may be cnsidered, as well as in built up areas where traffic vlumes may be t lw t justify a fur lane crridr and there is a desire t incrprate additinal design feature r accmmdatins such as bike lanes. Street Design differs frm Functinal Designatin in that while there is a primary functin identified fr each radway (such as service t interreginal travel), there are a number f different street designs that may be utilized t serve thse functins depending n the adjacent land use envirnment. Fr example, TH 63 suth f Rchester is designated as an Interreginal Highway n the Functinal Designatin Map but changes in terms f design character frm an urban expressway near its interchange with TH 52 t t a 6-19 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

freeway (suth f TH 52) t a rural expressway nrth f Stewartville and a prpsed Main Street crridr in dwntwn Stewartville, depending n surrunding land use and histric planning fr the crridr. The range f street designs suitable fr each Functinal Designatin are highlighted in the Affinity Matrix in Table 6-4. TABLE 6-4: FUNCTIONAL CLASS / STREET DESIGN AFFINITY MATRIX Functinal Design Classificatin Freeway Expressway Rad Street (Special) Super Tw (Special) Parkway / Bulevard (Special) Main Street (Special) One-Way Designatin Interstate/Interreginal Strategic Arterial Majr Arterial Secndary Arterial Primary Cllectr Lcal Cllectr 6-20 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

Figure 6-4: URBAN STUDY AREA STREET DESIGN CLASSIFICATION MAP Street Design Classificatin Map Rchester Urban Area Rad System Sc ROCOG 2040 Transprtatin Plan Sw Sø Sk )p Sk Sö ) Sx Sý ) Street Classificatins FREEWAYS Free-4 Rural S Sz Future Free 4 Rural Free-6 Urban Free-6 Rural EXPRESSWAYS Sü Sÿ Exp-2 Rural Exp-4 Rural/Undivided Exp-4 Rural/Divided Exp- 4 t 6 Lane Rural /Divided Exp-4 Urban Divided Exp 4 t 6- Lane Urban /Divided ARTERIALS/COLLECTORS Sõ )p GïWX Rad-2 Rad-4/Undivided Rad-4/Divided Street-2 Street- 4/Undivided Street-4/Divided SPECIAL CATEGORIES Super Tw Parkway-2 Main Street-2 Main Street-4 One-Way 2+ Full Turn Lane 3 Lane 5 Lane Se 6 6-21 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n )t KEY TO INTERPRETING STREET DESIGN LEGEND Freeways & Expressways Number Value indicates # f planned lanes Urban indicates crss sectin with curb & gutter Rural indicates crss sectin with drainage swale Arterials/Cllectrs Classified as either Rads, indicating rural crss sectin, r Streets, indicating urban crss sectin with curb, gutter and strm sewer. Number value indicates "a$ # f planned lanes, with (U) indicating undivided and (D) indicating divided radway with median Further discussin f Special Categries in Chapter

6-22 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

MAP 6-5: REGIONAL STUDY AREA STREET DESIGN CLASSIFICATION MAP Sù Pine Island S Sc Sø Byrn ) S S Sd?ÃA@ Sú )p S` See Urban Area Street Design Classificatin Map fr radway design classificatins in Rchester urban area Sü Ornc "a$ Se )t )t Stewartville Sõ?ºA@ Sÿ Sh Street Design Classificatin Reginal Area Rad System Sö Sý?ÃA@ ROCOG 2040 Transprtatin Plan )p?ía@ Sû ) "a$ Sû Eyta Sþ Chatfield Dver?çA@ LEGEND FREEWAYS Free-4 Rural Future Free 4 Rural Free-6 Urban Free-6 Rural EXPRESSWAYS Exp-2 Rrural Exp-4 Rural/Undivided Exp-4 Rural/Divided Exp- 4 t 6 Lane Rural /Divided Exp-4 Urban Divided Exp 4 t 6- Lane Urban /Divided ARTERIALS/COLLECTORS Rad-2 Rad-4/Undivided Rad-4/Divided Street-2 Street- 4/Undivided Street-4/Divided SPECIAL CATEGORIES Super Tw Parkway-2 Main Street-2 Main Street-4 One-Way 2+ Full Turn Lane 3 Lane 5 Lane KEY TO LEGEND Refer t Chapter 6 fr discussin f Super 2 and Main Street Design Classificatins All numeric values reference planned number f thrugh lanes All Freeways, Expressways and Rads utside the Urban Study Area are planned with rural drainage utilizing ditches and swales. In Small Cities design is a functin f lcal drainage system design 6-23 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

Land Use Overlay Map The cncept f land use envirnment is used in this plan as a factr in determining hw a rad crridr is managed. It is based n the premise that crridrs may pass thrugh multiple land use envirnments ranging frm rural t suburban cnditins t an urban CBD, as illustrated in Figure 6-6. By mapping the land use envirnment, design r peratinal features can be linked t nt nly radway classificatin but als the land use envirnment in which a rad is lcated. Figure 6-6 Illustrative Example f Changing Land Use Character alng Crridr ii Examples f where Land Use classificatin is used in the plan as a factr in defining the character f rad peratins is in defining minimum Level f Service threshlds fr majr streets (a lwer level f service is typically acceptable in denser urban develpment areas), preferred signal spacing (greater spacing between signals is typically preferred in suburban areas) and access cnnectin spacing (spacing requirements are typically greater in rural r suburban areas). There are a ttal f nine classificatins used in the plan as illustrated in Figure 6-7, five related t Rchester Urban Grwth area, three t the small cities, and ne fr general rural areas. Land Use Overlay LEGEND Land Use Zne Classificatin Small City C BD Small City U rban Small City D evelping Rural Rchester CBD Rchester Cre Rchester Urban Rchester Develping Rchester Urban Influence Area 6-24 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

MAP 6-7: LAND ROCOG Lng Range Transprtatin Plan Land Use Area Classificatin Pine Island./ 3./ 1 2 New Haven./ 1 8,- 5 2 Ornc Ornc,- 6 3 () 2 4 7 Farmingtn./ 2 1 Lan d Use Zn e Classifica tin Small City C BD Small City U rban Small City D evelping Rural LEGEND Rchester CBD Rchester Cre Rchester Urban Rchester Develping Rchester Urban Influence Area Cunty Bundary Twnship bundary City Limits Byrn Kalmar./ 4./ 1 4 Cascade./ 2./ 1 4 Haverhill./ 1 1 Rchester./ 2 4 Vila () 4 2./ 7 Quincy./ 2 Salem./ 3 Rck Dell Pleasant Valley,- 1 4./ 5 $% 1 0 4./ 1 7./ 3./ 3 4./ 2 5./ 1 5./ 6 Rchester./ 2 6./ 1 6 High Frest () 3 0./ 8 Stewartville () 3 0./ 3 5 *+ 9 0./ 6 Racine,- 6 3 $% 1 2 0./ 2 0./ 1,- 5 2 Eyta Chatfield Dver 6-25 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n Marin Pleasant Grve,- 1 4./ 9./ 1 0 Eyta Orin *+ 9 0,- 1 4./ 1 9./ 7./ 1 0 Dver Elmira () 3 0 ()7 4./ 2 9./ 3 0./ 9 N

USE OVERLAY ZONES 6-26 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

Radway Netwrk Management Guidelines In additin t the netwrk classificatin tls discussed in the previus sectin f this chapter the Lng Range Transprtatin Plan prvides additinal guidelines fr managing specific aspects f the radway netwrk thrugh a set f principles referred t as Management Guidelines. Management Guidelines prvided in this chapter include: Typical Right-f-way widths and street crss-sectin design Typical design and peratinal features fr different classes f radways, such as desirability f using medians turn lanes, typical perating speeds and plicy n the prvisin f parking Design cnsideratins fr lcal residential areas in terms f right f way, neighbrhd traffic management and neighbrhd street netwrk Additinal guidelines n the management f radways are fund in Chapter 13, Transprtatin System Management and Operatins, where plicy n access cnnectins and traffic signal spacing is discussed as well as Level f Service threshlds fr use in planning and design. The relatinship f the different element f the system fr managing radway develpment is highlighted in Figure 6-8 n the fllwing page. The plicies guiding the design and peratin f streets and access t them typically envisin new r upgraded streets in largely undevelped areas. These circumstances generally allw fr the fullest applicatin f desired design and access standards. A practical cnsideratin thugh, is the applicatin f plicies and standards t existing streets where redevelpment r rad recnstructin may ccur. In such circumstances, it is imprtant t strike an effective balance between the functin f the street and the redevelpment ptential f the adjacent land. T this end, relevant sectins f this chapter als discuss applicatin f the management guidelines in existing crridrs. 6-27 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

Figure 6-8 Radway Management Elements in the Lng Range Plan Managing the Radway Netwrk with the Lng Range Plan Recgnitin f Existing Systems NHS-IRC-Truck Rutes-State Aid Farm/Resurce t Market Cnsideratins Radway Functin MG #1 System Develpment Principles Map 4-1/4-2 Functinal Designatin f Rads ex Interreginal Crridr Strategic Arterial Primary Arterial Primary Cllectr Street Classificatin Map 4-3/4-4 Street Design Classificatin ex 4-Lane Freeway 6-Lane Expressway 4 Lane Divided Rad Main Street Land Use Character Map 4-5 Land Use Overlay Examples CBD Urban Cre Urban Fringe Suburban Rural Radway Management Principles Street Layut Guidelines MG#2 - Typical Crss Sectin Typical Right f Way Req. MG#3 -Street Design Cnsideratins Design Speed / Parking / Signalizatin Bike-Ped Accmmdatins Traffic Operatins MG#5: Level f Service Guidelines MG#8; Cngestin Mnitring /Mitigatin MG#9-ITS & New Technlgy System Management MG#4: Access Cnnectin and Signal Spacing MG #7 Crridr Preservatin Principles MG#10 - Safety Federal Functinal Classificatin System State Aid Designatin Principles Jurisdictinal Designatin Principles Investment Management Cnsideratins (Chapter 5 f the Lng Range Plan) MG #6: Lcal Street Systems Neighbrhd Netwrk Principles Traffic Management Principles Lcal Street Right f Way Guidelines 6-28 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

Plicy n Right-f-Way Requirements This sectin f the 2040 Lng Range Plan establishes a set f Implementatin Directins and Strategies related t the prvisin f right-f-way fr majr streets fllwed by specific plicies n right f way expectatins, which include nt nly base right f way guidelines but als right f way transitin requirements at majr atgrade highway crssings. Implementatin Directins n Right f Way Requirements: Strategy 1: ROCOG partner jurisdictins shuld use the Lng Range Transprtatin Plan Street Design Classificatin Map t prvide guidance t landwners, develpers, lcal jurisdictins and public agencies n the expected design characteristics f majr rad crridrs thrughut the ROCOG planning area. Strategy 2: ROCOG partner jurisdictins shuld adpt guidelines n recmmended right-f-way width fr each street design classificatin and apply these cnsistently t all new rad crridrs r existing crridrs prpsed fr majr upgrade. Strategy 3: ROCOG partner jurisdictins shuld adpt guidelines t guide future right f way acquisitin alng existing crridrs where adjacent land uses are established but existing right f way is substandard. The fcus in such cases shuld be n the need t acquire the minimum right-f-way necessary t meet the functinal service needs f the radway, such as the additin f turn lanes r raised medians t prvide additinal traffic capacity at intersectins r imprve safety in the crridr. Strategy 4: When develping majr street prjects, ROCOG partner agencies shuld incrprate the minimum elements illustrated in the typical crss-sectin diagrams f this plan and accmmdate ther design guidance t the extent pssible fr features such as medians, turn lanes, transit bays, and sidewalk r path clearance, respecting the differences between urban develped, urban develping, suburban and rural land use envirnments Strategy 5: ROCOG partner jurisdictins shuld wrk with landwners t reserve right-f-way fr majr street crridrs thrugh site planning r general develpment planning prcesses. Reservatin f right f way is typically accmplished during the general develpment planning and subdivisin review prcess. Right f way dedicatin requirements and land acquisitin plicies shuld be adpted in land develpment regulatins f lcal jurisdictins cnsistent with the guidelines f this plan. Strategy 6: ROCOG partner jurisdictins shuld supplement right f way requirements fr majr streets and highways with building setback requirements designed t preserve sufficient setback fr new structures under a building permit and/r zning certificate prcess where n assciated subdivisin activity is ccurring. Strategy 7: ROCOG shuld maintain a pririty schedule fr implementing right-f-way prtectin activities, such as fficial mapping, where needed t preserve right f way crridrs fr future transprtatin system prjects. Factrs t cnsider in determining which crridrs shuld receive high pririty fr crridr management are: Has the need t imprve the crridr been identified as a pririty by the lcal cmmunity r by MNDOT r Olmsted Cunty? 6-29 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

Hw imprtant is the crridr t the lcal and reginal transprtatin system (i.e., truck rute, cmmuter rute, ecnmic develpment, etc.)? What is the immediacy f land develpment in the crridr? Are there ther pprtunities t prevent develpment in the future right-f-way? What is the risk f freclsing lcatin ptins entirely? What is the level f supprt fr the prject? RIGHT OF WAY GUIDELINES / MAJOR ROADS Right-f-way as defined fr the purpses f this plan is a strip f land used r intended t be used fr rads, walkways, bikeways, bulevards, utilities, transit bus accmmdatins and ther transprtatin uses benefiting the public at large. Guidelines n minimum right-f-way (ROW) widths fr majr radway design classes are identified in Table 6-5. Table 6-5 Guidelines n Mid-Blck Right f Way Width fr Majr Rads Design Prjected Lanes Type f MIDBLOCK RIGHT OF WAY Class Vlumes Needed Median Swale/Ditch Curb & Gutter Drainage Drainage Freeway <70,000 4 200 160 <135,000 6 220 200 Expressway 2-10,000 2 100 NA 10-40,000 4 Undivided 120 NA Raised 140 130 Landscaped 180 NA Over 40,000 6 Raised 190 150 Landscaped 200 NA Rads and Streets 2-8,000 2 100 75 8-20,000 2+/3/4U Variable 115 90 20-30,000 4 Undivided 125 100 Raised 135 105 30-40,000 5 TQWCLTL 140 120 Over 40,000 6 Undivided 160 130 Raised 175 150 Super 2 <17,500 2 Surface 110 NA Parkway 2 Divided NA 90 4 Divided NA 115 Right f way widths will vary depending n the type f strmwater drainage system utilized and are representative f mid-blck cnditins n relatively flat terrain with tw 5 walkways and, fr divided facilities, a 20 raised r 30 depressed medians n expressways r a 10 raised r 20 depressed median n ther radways. 6-30 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

Additinal right-f-way width is recmmended where cnditins dictate the need fr additinal area. Cmmn situatins where additinal right f way shuld be secured include: Steep Terrain: Where tpgraphic cnditins such as steep terrain are present, additinal right f way shall be prvided in rder t prvide an adequate clear zne with safe slpe gradients and backslpes cnstructed at grades that will prvide fr stability f the slpe and ease f maintenance. The width required t prvide adequate recvery area and slpe stability is related t the design speed f the radway and the severity f natural slpe cnditins. Additinal right f way needed t address terrain factrs will range frm 10 feet t 50 feet n ne r bth sides f the radway crridr. Nn-Mtrized Paths: Where jurisdictinal Bikeway r Walkway plans indicate develpment f a separated path in lieu f a sidewalk fr pedestrian and bicycle use, an additinal 5 feet f right f way r easement (depending n jurisdictinal plicy) is recmmended fr each path facility. Turn Lanes: On majr streets and rads additinal width shuld be acquired fr turn lane develpment. The fllwing sectin f the reprt identifies recmmended right f way accmmdatins fr turn lanes. INTERSECTION TRANSITION AREA RIGHT OF WAY GUIDELINES T manage traffic cnflict and imprve traffic flw at high vlume intersectins left and/r right turn lanes may be required. T accmmdate cnstructin f turn lanes, the prvisin f additinal right f way is recmmended alng expressways, high vlume rads and streets and at high vlume private access cnnectins t permit cnstructin f turn lanes within the public right f way. In these Intersectin Transitin Areas the recmmended additinal width that shuld be prvided n the appraches t intersectins r driveway cnnectins is described in Table 6-6 n page 6-29. Figure 6-9 n the next page illustrates hw the right-f-way width wuld vary n a crridr under the intersectin transitin requirements. Figure 6-9 illustrates bth recmmended basic MID-BLOCK requirements frm Table 6-5 and INTERSECTION TRANSITION AREA ROW requirements frm Table 6-6. 6-31 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

Figure 6-9 Illustratin f Intersectin Transitin Right f Way Example f hw Mid-Blck and Intersectin Transitin Area Right f Way Requirements wuld be applied alng an Expressway ROW Requirements Applied 200 Figure 4-21 Mid-Blck ROW Requirements applied thru this area 200 Minr Cllectr Intersectin 300 Intersectin Transitin ROW Requirements applied thru this area t bth Expressway & Majr Arterial 120 660 130 225 225 Majr Arterial Intersectin 660 Mid-Blck ROW Requirements applied 300 200 6-32 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

Table 6-6 Intersectin Transitin Right f Way Requirements T use the fllwing table find the apprpriate rw which matches the traffic characteristics f the crridr under develpment, and then find the clumn identifying the functinal classificatin f the crss street. Where an (X) is listed in the clumn additinal right f way fr the Intersectin Transitin Area is required, accrding t the dimensins in the tw rightmst clumns f the table. Street Under Develpment Functinal Designatin f Crss Street Intersectin Transitin Classificatin & Traffic Characteristics Intersectin Transitin Area Required (X) Dimensins Design Class Prjected Vlume Lanes Needed Type f Median Operating Speed Interstate r Interreginal Strategic Arterial MaJr Arterial Secndary Art/ Primary Cllectr Lcal Cllectr Lcal Street Additinal R/W Width Expressway (Nte: an underlying 20' separatin fr raised median r 30' seperatin fr depressed median assumed in basic Mid-Blck right f way) 2-10,000 2 All X X X X X 15 480 10-35,000 4 Undivided All X X X X X Access 25 660 Divided All X X X X X Restricted 15 660 > 35,000 4 r 6 Divided All X X X Access 25 660 X X Restricted 15 660 Rads and Streets 2-10,000 2 All X X 15 480 10-20,000 2+/3/4U All X X 15 480 20-30,000 4 Undivided <=40 MPH X X X 25 330 >40 MPH X X X X 25 480 Raised <=40 MPH X X X 15 330 >40 MPH X X X X 15 480 30-40,000 5 <=40 MPH X X X X 15 330 >40 MPH X X X X X 15 480 > 40,000 6 Undivided <=40 MPH X X X X X X 25 330 >40 MPH X X X X X X 25 480 Raised <=40 MPH X X X X X X 15 330 >40 MPH X X X X X X 15 480 Super 2 2-17,500 2 3'-6' Surface All By Definitin Super 2 rads incrprate left turn lanes int design f radway at all public street intersectins Transitin Distance 6-33 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

RIGHT-OF-WAY GUIDELINES IN URBAN CORE AREAS Expressways and streets in fully develped Central Business District (CBD) and Urban Cre Land Use Overlay Znes have histrically been develped n rights-f-ways narrwer than thse dictated by current needs, ften flanked by buildings with minimal setbacks and a mix f land uses. In such cases, radway imprvements are likely t cnsist primarily f retrfit measures that result in a reallcatin f the existing radway space, with nly very limited widening. Because f the ecnmic impact that wuld be experienced in attempting t secure additinal right f way width thrughut the length f a fully develped nn-freeway crridr, plans fr imprvement prjects generally minimize the need fr additinal right-f-way alng the length f the crridr, thugh widening fr turn lane imprvements may be needed at intersectins r majr driveways. When cnsidering land develpment prpsals alng fully develped crridrs, the Mid-Blck ROW requirements in Table 6-5 generally are nt relevant t the cnsideratin f whether additinal right f way is needed. This plan recmmends that in Central Business Districts and Urban Cre areas the relevant right f way requirements t cnsider when reviewing develpment prpsals are the intersectin transitin requirements f Table 6-6. Develpment prpsals n prperties lcated at r near higher vlume intersectins shuld be reviewed keeping in mind there may be a need t intrduce turn lane imprvements if nne exists, and therefre a site layut shuld be designed preserving the transitin area fr either dedicatin r future acquisitin, as jurisdictinal plicy may dictate. RURAL & SUBURBAN ROADWAY RESERVATION CORRIDOR In rural and suburban areas a number f cunty and state radways are cnstructed n 66 right f ways, which histrically prvided adequate width fr the limited functin these radways initially served in the early years after they develped. As reginal grwth cntinues, traffic n these primary rural rads has increased and the need t plan fr future upgrading f crridrs t imprve safety and prvide adequate capacity must be cnsidered. Hwever, given the cnstraints f available funding, the mst likely timing fr such upgrading will be when a rad needs t be rebuilt fr structural reasns, typically 50 t 70 years after its initial cnstructin. It is nly at such a pint in time that funds fr the acquisitin f additinal right f way r radway easements t facilitate upgrading are likely t be secured. Hwever, in the intervening years prir t scheduled recnstructin it is likely that develpment activity in rural and suburban areas will cntinue, invlving the cnstructin f new agricultural buildings, renvatins f existing hmesteads, r cnstructin f new hmes n acreages. While develpment activity cntinues t ccur, subdivisin activity typically is very limited, and thus the main tl fr typically reserving additinal right f way generally des cme int play a rle in the rural land develpment prcess. T minimize future disruptin t new rural develpment it wuld be prudent t establish setback guidelines that reflect the right f way needs f current design standards. In rder t achieve this, the Lng Range Plan recmmends a minimum Radway Reservatin Crridr be established alng all cunty and state highways in rural and suburban areas with substandard right f ways fr the purpse f establishing an interim bundary, measured frm the centerline f the existing radway, frm which all future building setbacks wuld be measured. Table 6-7 establishes recmmended guidelines fr the width f the Radway Reservatin Crridr related t the classificatin f the radway. 6-34 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

Table 6-7: Rural and Suburban Radway Reservatin Crridrs fr Substandard Rads Radway Reservatin 50' 60' 55' 50' 55' 50' Crridr Width Additinal setback alng rural rad crridrs will minimize future impacts t private prperty as a result f rad recnstructin, will permit adequate width drainage swales t be cnstructed, will aid in reducing the impact f nise and dust, particularly alng gravel rads, and will prvide an increased level f public safety by intrducing greater separatin between radways and structures cnsistent with mdern clear zne and recvery area design requirements. ROADWAY DESIGN GUIDELINES This sectin illustrates the typical features that are t be accmmdated in each street design class when planning fr right-f-way acquisitin r the cnstructin f a radway facility. Freeways Lcal Cunty Radway Classificatin Expressway Super 2 Other Arterials & Cllectrs & State Rads <10,000 ADT >10,000 ADT All < 10,000 ADT >10,000 ADT All Freeways usually cnsist f fur t six vehicle travel lanes, with additinal auxiliary lanes in sme situatins, and ppsing directins f travel separated by a median. Street cnnectins are limited, and ccur at gradeseparated interchanges. There is n driveway access t freeways, and designs d nt include bicycle r pedestrian amenities, with the exceptin f imprved crssings n verpasses and acrss access ramps. 6-35 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

Expressways Expressways usually cnsist f fur vehicle travel lanes, with additinal lanes in sme situatins. Expressways may have a mixture f at-grade intersectins and interchanges, limited in number and generally restricted t serve intersecting public streets. Expressways are usually divided with a median except in rural areas, and have left-turn and right-turn lanes at intersectins. Private prperty access is discuraged, and buildings are nt usually riented tward these facilities. In areas where there is n ther reasnable access, private apprach rads may be allwed. On-street parking is usually prhibited in expressway designs, but may exist in Central Business District areas where the expressway may serve as a main cmmercial bulevard. Expressway designs in urban r suburban areas shuld include prvisins fr multi-use paths separated frm the vehicular radway with a buffer area. Pedestrian crssing needs t be accmmdated thrugh grade separatin r at grade. Sme sectins f expressways may be cnverted t perate as a freeway in the future and therefre shuld be perated r managed in terms f crss-sectin design, access and traffic management t prvide fr that transitin in the future. Similarly, sme arterial radways may be planned fr transitin t expressways in the future and shuld take int accunt the features f expressways during the design f such facility. 6-36 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

Rad and Street Design Classificatins Rad and Street designs accunt fr the majrity f mileage in the majr street system as well as all f the mileage in the lcal street netwrk. The main difference between the Rad and Street categries is the manner in which strmwater drainage is handled; n ROADS drainage will typically be managed within swales and ditches, with culverts used t cnvey flws under the radway r acrss street and driveway cnnectins. On STREETS, strmwater will be managed with curb and gutter n the surface, and strm sewer within the right f way will be used t cnvey flws t strmwater pnds, drainage channels, rivers r streams. Rad designs are mre typical in rural and suburban areas, thugh they are becming mre widely used in urban develpment areas as cst and pllutin cnsideratins related t strmwater management gain greater currency. Street designs are almst exclusively fund in urbanized areas, where the develpment value f land is higher and the added cst f fully cnstructed strmwater systems can be justified. Majr Rads and Streets Majr rads are traffic-riented designs prviding fr a mderate t high level f mtr vehicle mbility with limited at-grade intersectins. Private driveway cnnectins are limited and managed thrugh access management requirements adpted by the radway authrity. Bicycle, pedestrian and parking functins (where permitted) are generally prvided fr n shulders that may be gravel in rural areas but typically will be paved in ther areas. Rads are mre typically fund in the regin s lwer density residential, industrial and emplyment areas as well as rural areas lcated utside f urban grwth bundaries. 6-37 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

Majr Streets are designed t carry significant levels f traffic while prviding fr pedestrian and bicycle travel alng with public transprtatin. Majr streets are designed t accmmdate mderate vehicle speeds and usually include fur thrugh lanes with additinal turn lanes cmmnly prvided at intersectins. These designs preferably have limited street and access cnnectins, managed t facilitate safe traffic flw and maintenance f capacity and mbility. Majr streets in lder develpment areas such as Central Business Districts generally will prvide fr sme n-street parking, but in new develpment areas ften are designed withut n-street parking. X Secndary Rads and Streets Secndary rads and streets are designed t allw mderate mtr vehicle speeds, typically with 2 thrugh lanes and ccasinal auxiliary lanes. In rural areas, n-rad parking can ccur n the shulder, but is usually 6-38 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

discuraged. Pedestrian travel is accmmdated n the shulder, while bicyclists typically share use f travel lanes with mtrists. In urban areas, secndary streets are designed t carry vehicle traffic while prviding fr public transprtatin, bicycle and pedestrian travel. These facilities will serve lwer-density residential neighbrhds as well as mre densely develped crridrs, where buildings are ften riented tward the street. Secndary street designs allw fr mderate mtr vehicle speeds and n-street parking. These facilities may have many street cnnectins, depending n the land-use envirnment they serve, and private driveway access will typically be prvided t each individual prperty.. Plicy n Majr Street Design Majr rads and streets shuld prvide adequate capacity and a safe design reflecting typical peratinal cnditins and vlume levels and prviding accmmdatins fr multiple users, including nt nly vehicular traffic but pedestrians, bicyclists and transit vehicles. The need fr medians, turn lanes, transit bays, walkways and bikeways, and adequate bulevard areas reflecting different cnditins f fully urbanized, urbanizing, suburban and rural land use envirnments shuld be cnsidered in the design f radways. The MNDOT Rad Design Manual alng with adpted State-Aid design standards are recgnized as the primary surce f guidance n features such as lane and shulder widths, sight distance requirements and hrizntal / vertical curvature f majr radways. Since mst if nt all majr rads are ptentially eligible fr state r federal aid funding, preserving cnsistency with these standards is imprtant t insure future state aid funding eligibility Table 6-8 establishes general criteria relative t the types f peratinal and design elements that shuld be incrprated int the design f majr streets. Additinal cnsideratins relative t these design factrs include: Design Speed and Operating Speed: Design speed may be increased r decreased in specific lcatins based n unique land use r traffic cnditins. Psted speed limits are typically 5-10 mph less than the design speed. On-street Parking: Parking n majr streets is secndary t the primary purpse f prviding safe and efficient travel fr the public. On-street parking is generally discuraged n majr streets due t the impact that it has n safety, capacity and peratins, including slwer perating speeds and snw remval. On-street parking has been fund t decrease the capacity f adjacent travel lanes between 5% and 30% depending n the number f lanes and the frequency f parking maneuvers. Remval f parking n any radway classified as a majr arterial r higher rder street shuld be cnsidered fr safety and capacity reasns. Where n-street parking des exist, it shuld be restricted t accmmdate transit stps, added lanes at intersectins r t prvide adequate sight distance at intersectins and driveways. Where n-street parking turnver exceeds 2 vehicles per hur per space n any expressway r 3 vehicles per hur per space n any ther majr street, cnsideratin shuld be given t remval f n-street parking when street vlumes reach r exceed 90% f street capacity. 6-39 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

Table 6-8: General Design and Operatinal Guidelines fr Majr Radways Freeway Land Use Overlay Zne Urban Rural Expressways CBD/Cre Urban Develping Design Speed Desired Operating Speed Shulders Medians Signal System 65 55 Paved Required NA 70 65 Paved Required NA 45 30 Paved (May be Parking Lane) Required 50 40 Paved Required 55 45 Paved Required 65 55 Paved Optinal Rural Other Strategic & Majr Arterials CBD/Cre Urban Develping 35 30 Generally Parking Lane Optinal 40 40 Paved Optinal 50 45 Paved Optinal 60 55 Paved Nt Req Rural Secndary Arterial and Primary Cllectrs CBD/Cre Urban Develping Rural 35 30 35 30 45 35 Generally Parking Lane Generally Parking Lane Generally Parking Lane 50 45 Gravel Nt Required Nt Required Nt Required Nt Required Crdinated fr Prgressive Flw Crdinated fr Prgressive Flw Spaced t permit future crdinatin Parking Emergency Only Emergency Only Discuraged Prhibit Prhibit Accmmdate Signals Emergency n Discuraged Shulder Crdinated fr Prgressive Flw Crdinated fr Prgressive Flw Spaced t permit future crdinatin Permitted but Limit near Intersectins Discuraged Prhibit Accmmdate Signals Emergency n Discuraged Shulder Stand Alne Systems Stand Alne Systems Stand Alne Systems Permitted Permitted Discuraged Signals Permitted n Discuraged Shulder Buffer Area 10'-20' Bulevard r Sw ale Drainage Sw ale CBD 10'-15' Walk Other 5'-10' Blvd 5'-10' Blvd Drainage Sw ale Drainage Sw ale CBD 10'-15' Walk Other 5'-10' Blvd 5'-10' Blvd Drainage Sw ale Drainage Sw ale CBD 10'-15' Walk Other 5'-10' Blvd 5'-10' Blvd Drainage Sw ale Drainage Sw ale Pedestrian Facilities N N CBD 10-15' Walk Other 6' Sidew alk Yes 5' Walk Yes 10' Path Preferred N (Shulder) CBD 10-15' Walk Other 6' Sidew alk Yes 5' Walk Yes 10' Path Preferred N (Shulder) CBD 10-15' Walk Other 6' Sidew alk Yes 5' Walk Yes 10' Path Preferred N (Shulder) Bike Travel If prvided, n a separated facility parallel t freew ay Discuaged unless seperated path is prvided r bike lane is cmbined w ith lw vehicular speeds Separated Path On Shulder Separated Path r nstreet if bike lane r w ide utside travel lane is cmbined w ith lw vehicular speeds Separated Path On Shulder Accmmdate n Street Accmmdate n Street Accmmdate n Street On Shulder Abutting Land Access Nne Nne Very Limited Direct Access Very Limited Direct Access Restrict t Majr Develpment Limited Direct access Very Limited Direct Access Very Limited Direct Access Restrict t Majr Develpment Direct Access Limited Direct Access Limited Access Permitted Access Permitted Access Permitted 6-40 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

ADDITIONAL DESIGN CONSIDERATIONS Medians Medians are used t achieve a range f bjectives when designing a street, including the reductin f traffic cnflict at intersectins r access cnnectins, separating ppsing traffic flws fr increased safety, string left turning and U-turning vehicles at intersectins, prviding a pedestrian refuge area t imprve crssing safety, r t prvide a landscaped area fr enhanced amenity. Raised medians shuld be used n all new majr urban multi-lane radways, and cnsidered during recnstructin r imprvement n all multi-lane expressways, strategic arterials r majr arterials where psted speeds equal r exceed 40 mph. Mre specifically, medians shuld be cnsidered where Frecasted average daily traffic is anticipated t be 28,000 vehicles per day during the 20-year planning perid; r The annual vehicular accident rate is greater than the statewide annual average accident rate fr similar radways; r Pedestrians are unable t safely crss the radway, as demnstrated by an accident rate that is greater than the statewide annual average accident rate fr similar radways; and/r Tpgraphy and hrizntal r vertical radway alignment result in inadequate left-turn intersectin sight distance and it is impractical t relcate r recnstruct the cnnecting apprach rad r impractical t recnstruct the highway in rder t prvide adequate sight distance. Depressed medians are preferred in rural areas and n urban crridrs where speed limits will exceed 45 MPH Multi-Mdal Design Cnsideratins Pedestrian, bicycle and transit travel all need t be accmmdated within nn-freeway radway crridrs cmmensurate with the level f activity anticipated and prudent safety planning. Table 6-8 establishes the basic parameters fr pedestrian and bikeway needs, and further infrmatin is in Chapter 7 f this plan regarding system develpment principles and the Rchester Area Bicycle Master Plan adpted in 2012 regarding facility recmmendatins fr nn-mtrized travel. Generally in urban areas multi-use paths shuld be lcated alng majr arterials, with n-street bicycle accmmdatins n lwer classificatin rads and in cre areas where ff-street paths are nt feasible. Fr pedestrians, sidewalks r path shuld be prvided n bth sides f streets r rads in urban areas. In rural areas shulder areas are generally sufficient, with paved shulders desired n higher vlume radways. Sidewalks, particularly in cmmercial areas, need adequate width t accmmdate all existing r anticipated uses, including lading and unlading f peple frm n-street parking, walking traffic, windw shpping, bicycle parking, placement f street furniture and bulevard landscaping. Curbside sidewalks in pedestrianriented cmmercial areas shall be a minimum f 10 feet wide, and shall incrprate tree wells in lieu f landscaped planter strips. 6-41 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

Transit Fr new cnstructin r recnstructin f majr radways, planning shuld assume that bus stps will be spaced every ¼ mile. In areas f higher intensity land use areas stps may be as frequent as every 1/8 th mile. Standard bus stp lcatins are n the far side f an intersectin, but they may be lcated n the near side f an intersectin r mid-blck depending n transit demand at a particular site and safety cnsideratins. Turn Lanes at Public Street Intersectins Traffic cnflicts are typically greatest at intersectins as is the cmplexity f decisin making that users face. The design f an intersectin shuld be predicated n reducing mtr vehicle, bicycle, and pedestrian cnflicts, minimizing the demands n users fr rapid and/r cmplex decisins, and t prvide fr efficient traffic flw. Turn lanes separate cnflicts and prvide strage areas fr turning traffic, which reduce the ptential fr rear-end and sideswipe crashes. One f the main cnsideratins in respnding t these issues and planning fr right-f-way needs is determining whether turn lanes shuld be prvided at an intersectin. Generally, turn lanes shuld always be cnsidered in the fllwing situatins: 1. Where warranted by tpgraphical r gemetric cnsideratins Where terrain r ther physical features limit sight distance, create shrt vertical curves r result in steep grades n the thrugh rad at an intersectin; On majr divided streets at any lcatin where there is break in the median permitting left turns r U-turns t ccur At all intersectins invlving tw majr reginal arterial r higher class facilities fr cnsistency and t accmmdate expected grwth in traffic vlumes. 2. Where warranted due t special traffic peratin cnditins At lcatins where an appreciable prtin f turning traffic is cmpsed f heavy truck traffic, such as lcatins serving active gravel peratins r large distributin centers On crridrs where turn lane cnstructin has been the standard practice n past imprvement prjects, creating a level f expectatin amng mtrists fr turn lanes 3. Where warranted by crash experience An access pint that has a demnstrated histry f crashes susceptible t crrectin by installatin f a turn lane 4. Where warranted by vehicular vlume (see next sectin) Turn Lanes in Rural Areas In rural areas, bypass lanes may prvide an acceptable alternative t turn lanes t reduce the ptential fr rearend and sideswipe crashes. In rural areas, rad authrities shuld cnsider cnstructin f right turn lanes at all public street intersectins where speeds are at r greater than 40 miles per hur and existing r prjected mainline vlumes are greater than 1,500 vehicles per day. When private access is requested, a right turn lane shuld be prvided where: The access will serve mre than ten residential units. The access will serve a retail/industrial area that generates mre than 75 right turns per day. When cnsidering the use f left turn lanes in rural areas, agencies have generally weighed the ptential safety and perating benefits f these lanes versus their initial and nging maintenance csts. Appendix B f the 6-42 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

reprt Best Practices fr Rural Entrance Plicy Final Reprt, September 2002, published by the Minnesta Lcal Rad Research Bard - Office f Research Services, St. Paul, MN, cntains suggested guidelines fr when left turn lanes shuld be used in rural areas, taking int accunt typical travel speeds, turning vlumes and the level f ppsing thrugh traffic. Turn Lanes at Urban Lcatins Fr general planning and right f way reservatin purpses, Table 6-9 summarizes recmmended guidelines fr the prvisin f turn lanes in urban areas: Table 6-9: Guidelines fr Turn Lane Requirements in Urban Areas Prjected Thrugh INTERSECTION TURN LANES REQUIRED STREET Lane Capacity Prjected Intersecting Expressway Intersecting Other Majr Arterial r abve Intersecting Secndary Arterial r Belw CLASS Alng Radway Vlume LEFT RIGHT LEFT RIGHT LEFT RIGHT Expressway 5-6 lanes >35,000 2 1 2 1 1 1 4-5 lanes 25-35,000 2 1 1 1 1 1 4 lanes <25,000 1 1 1 1 1 1 Other 5-6 lanes >40,000 2 1 2 1 1 1 Majr Arterial 4 lanes >30,000 2 1 1 1 1 1 Or Higher <30,000 2 1 1 1 1 1 Functinal 2 / 2+TL / 3 lanes >5000 1 1 1 1 1 1 Class < 5000 1 1 1 Nt Required 1 Nt Required Belw 2+TL / 3 /4 lanes >7500 1 1 1 1 1 Nt Required Majr Arterial < 7500 1 Nt Req 1 Nt Required Nt Required Nt Required Functnal 2 lanes > 2500 1 1 1 1 Nt Required Nt Required Class < 2500 1 Nt Req Nt Required Nt Required Nt Required Nt Required Freeway 3-4 lanes >10,000 2 1 1 1 1 1 Frntage Rds 2 lanes <10,000 1 1 1 Nt Required 1 Nt Required Alternative Intersectin Design Slutins: Rundabuts A rundabut is an integrated design and cntrl device that can be used in lieu f a multi-way stp r a traffic signal as illustrated in Figure 6-22 iii. Thugh nt apprpriate fr all situatins, rundabuts reduce vehicle cnflicts and typically will reduce crash rates. Rundabuts shuld be cnsidered as an alternative t traditinal intersectin design at intersectins having the fllwing characteristics: FIGURE 6-22 Lcatins with a high number f accidents, especially intersectins with a high number f left-turn r right-turn mvements Lcatins with high delay where traffic signals are nt warranted Intersectins with mre than 4 legs r unusual gemetry such as a Y intersectin; KEY ROUNDABOUT FEATURES 6-43 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

Intersectins where U-turns are frequent r desirable such as crridrs where access management strategies have been implemented restricting left turns; Lcatins where strage capacities fr a signalized intersectin wuld be inadequate Design Pririties in Cnstrained Crridrs Citizens frequently raise cncerns abut ptential design changes t the street they live n, wn a business n, r frequently travel n. The types f changes r decisins that are made regarding arterial and cllectr streets range frm regulatin f access t imprvements that will enhance different mdes f travel r expand the number f lanes n the facility. In develped areas substandard right f way may preclude the minimum desired design. When this ccurs, it is necessary t priritize which design elements shuld be prvided within the limited right f way available. Table 6-10 prvides a summary f the suggested pririty that shuld be given t different kinds f imprvements in street crridrs with substandard right f way. Pririty fr Imprvement in Existing Substandard Crridrs TABLE 6-10 Land Use Overlay Zne Planned Freeways Upgrading t Current Design Standards Adding Turn Lane Capacity Prviding Adequate # f Travel Lanes Retaining On- Street Parking Installing Median n Undivided Rads Adding Sidewalks r Paths Cntrlling Access Urban High N/A High N/A N/A N/A Very High Rural High N/A High N/A N/A N/A Very High Expressways CBD/Cre High Very High Medium Lw Medium High Very High Urban High Very High High Lw High High Very High Rural High Very High Medium N/A Medium N/A Very High Other Strategic & Majr Arterials CBD/Cre High Very High Medium Lw Medium High High Urban Medium Very High Medium Lw Lw HIgh High Rural Medium High Lw N/A Lw N/A High Secndary Arterial and Primary Cllectrs CBD/Cre Medium High Lw Medium N/A High Medium Urban Medium High Lw Medium N/A Medium Lw Rural Medium Medium Lw N/A N/A N/A Lw Alternative Street Designs The Lng Range plan identifies several special design categries t address key land use r mbility cnditins. These include the Main Street design designatin and the Super 2 design designatin. The Main Street design ptin is presented fr cnsideratin in central business district areas where majr interreginal crridrs als 6-44 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

serve as the main business crridr f the cmmunity. The Super 2 design ptin is suggested fr cnsideratin n majr reginal rutes where there is a need t balance the desire fr a high level f mbility with limitatins psed by cnstrained right f way width and frequent access incnsistent with an expresswaytype f peratin. The right-f-way cnstraints and level f develpment generally will make the cst and prcess f expanding these crridrs t a fur-lane facility cst-prhibitive. Main Street Design Designatin Where the main business street f a cmmunity dubles as a majr reginal radway, cmmunities are faced with significant challenges. The biggest challenge is t strike a balance between the needs f pedestrians, shppers, emplyees, business wners and residents with the needs f thrugh traffic bth aut and freight t mve safely and efficiently ver lng distances. Main Street design designatins are identified fr cnsideratin n the Street Design Classificatin map in Stewartville n Highway 63, Chatfield n Highway 52, Rchester n Highway 63 and Byrn n CSAH 5. This plan recmmends that Main Street Design Studies be cnsidered in each cmmunity at a time t be determined thrugh discussin between the lcal cmmunity and the rad authrity. Prviding a well-designed crridr envirnment supprtive f business, pedestrian, bicycle, and public amenity bjectives shuld be a majr gal f these studies. Amng the elements cnsidered in develpment f a typical Main Street design plan include: 1. Sidewalk imprvements t enhance the retail envirnment, such as sidewalk planting strips and planters 2. Traffic imprvements such as Raised medians r traffic islands, installed as bth a means t reduce traffic cnflicts, prvide pedestrian refuge areas and t accmmdate landscaping Crdinatin f signalizatin Curb-cut cnslidatin. Traffic Calming imprvements such as intersectin bulb-uts 3. Imprvements t the streetscape such as rnamental lighting, planters, benches, trash receptacles, light ples, traffic signals, verhead banners, artwrk, bus shelters and ther street furniture cmbined with Façade Imprvement Prgrams 4. Intersectin imprvements such as Stp lines set back frm crsswalks Textured crsswalks r intersectin pavement Establishment f turn pckets fr left turn traffic 5. Crdinated parking 6. Gateway treatments, which are typically signs r mnuments 6-45 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

Figure 6-23 n the next page prvides a cnceptual illustratin f these cncepts. A Main Street Design Plan can help establish a cmmunity identity, help prmte multi-mdal transprtatin and help supprt ecnmic grwth. Balancing cmmunity values with transprtatin needs thrugh a main street design prject can wrk t the benefit f bth cmmunity interests and transprtatin interests. FIGURE 6-23: MAIN STREET DESIGN CONCEPT Super Tw Design Cncept Many reginal highways currently are tw lane facilities and are anticipated t remain s fr the freseeable future. Hwever, decreases in mtrist satisfactin and traffic perfrmance can be expected as traffic vlumes increase. A traditinal slutin t this has been t expand radways experiencing such prblems t fur lanes, but this slutin is increasingly unfeasible due t fiscal cnstraints. The Lng Range Plan recmmends a number f reginal arterial crridrs t be cnsidered fr the Super Tw design cncept t imprve capacity, mbility and safety. Super Tw fr the purpses f this plan refers t an at-grade radway with a single thrugh lane in each directin supplemented by additinal design features t enhance safety and mbility. Key design features f the Super Tw Cncept include Design Speed : A design speed cnsistent with the Functinal Designatin f the rad shuld be used as a starting pint fr develping a design plan. Access Management: T maximize the capacity f the Super Tw radway, it is critical t manage the 6-46 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

number and lcatin f pints f access. The gal shuld be t achieve spacing cnsistent with the cnnectin spacing guidelines f this plan fr the classificatin f rad under study and review. If existing land uses wuld require a greater density f entrances, cnsideratin needs t be given t cmbining the entrances f adjining lands, relcating entrances t crss rads, r cnstructin f frntage rads. The acquisitin f access cntrl shuld als be cnsidered in the initial stage f develpment f the Super Tw prject. FIGURE 6-24 Passing Sectins: Passing sectins shuld be cnsidered in rder t imprve safety and address issues related t differentials in speed f travel fr different vehicle types. Design slutins may include passing lanes added in level r rlling terrain, climbing lanes n steeper grades, cnstructin f shrt fur-lane sectins r alternating three-lane sectins. Turn-Lanes and Entrances: Right-turn lanes shuld be prvided in accrdance with the plicies f this plan. Left-turn lanes are imprtant in the design f a Super Tw radway system, as the presence f left-turn lanes r lack f them will impact safety and mbility. In a Super Tw design left-turn lanes shuld be cnsidered even where left-turn lane warrants are nt fully met if left turn vlumes in cmbinatin with ppsing traffic will cause undue mtrist delay. General rules t cnsider include: Prvide a Center Tw Way Left Turn Lane (CTWLTL) if multiple entrances are present and they cannt be cnslidated r prvided with a frntage rad Crssrads which are near r abve 400 ADT shuld be given cnsideratin fr develping exclusive left-turn lanes t enhance the mvement f the thrugh traffic. Enhanced Safety Features: Design features that shuld be cnsidered t enhance the verall safety f the facility include use f a center buffer r flush median, lane widths and shulder widths meeting the highest level f design, and adequate clear znes. When cnsidering the upgrading f a radway in a crridr with cnstrained right f way, these features can serve as a menu f imprvements fr cnsideratin. Fllw-up Super Tw design studies are recmmended in Chapter 16 (Plan Implementatin) as sn as financially feasible t identify crridr designs fr thse radways designated as ptential Super Tw facilities n the Street Design Classificatin Map. 6-47 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

Lcal Street Develpment Guidelines Lcal streets include all radways nt identified n Functinal Designatin r Street Design Classificatin Maps as well as lcal residential cllectr streets identified n the Urban Functinal Designatin map. Lcal streets serve immediate travel needs at the neighbrhd level r within a nn-residential activity center. The primary functin f residential streets is t prvide access t the prperties that frnt thse streets. These facilities must be multi-mdal, designed t serve mst shrt autmbile, bicycle and pedestrian trips. While they d nt carry freight in residential areas, they are imprtant t freight mvement in industrial and cmmercial areas. Lcal residential cllectr streets in mst instances and lcal streets in limited cases will als need t accmmdate transit rutes. Primary cnsideratins in residential areas shuld be t fster a safe and pleasant envirnment fr the residents as well as pedestrians, bicyclists and mtrists using the street. Cnnectivity is imprtant in the cntext that prperties desirability will have access frm mre than ne directin and neighbrhds will have multiple cnnectins t the majr street netwrk. A high level f cnnectivity will generally emphasize shrter, intercnnected street segments, which ffers the additinal benefit f discuraging speeding, prviding fr a mre balanced dispersin f traffic, and prviding mre rute ptins fr nn-mtrized travel. The key challenge in lcal street netwrk design is t prvide cnnectivity withut extensive uninterrupted rute cntinuity, particularly in residential areas. While cnnectivity largely seeks t enhance accessibility, excessive rute cntinuity generally wrks t the detriment f the neighbrhd envirnment. In additin t prmting accessibility with cnnectivity while limiting cntinuity, ther principles that shuld be cnsidered in the design f lcal street netwrks include: Lcal circulatin systems and land-develpment patterns shuld nt detract frm the efficiency f majr streets brdering develpment areas. Rads within a lcal street netwrk shuld nt have t rely n extensive use f traffic cntrls, regulatins and enfrcement in rder t functin efficiently and safely. The amunt f land within a develpment devted t mtr vehicle use shuld be minimized. The arrangement f lcal streets shuld permit ecnmical and practical patterns, shapes, and sizes f develpment parcels. Lcal streets shuld cnsider and utilize tpgraphy frm the standpint f bth ecnmics and amenity. LOCAL STREET NETWORK DESIGN GUIDELINES T prmte these lcal netwrk design principles, the Lng Range Plan recmmends cnsideratin f fllwing measures during the review f develpment plans t assess hw well the lcal street netwrk meets the gals and bjectives f this plan. Guidelines recmmended fr use include: Measures t insure a minimum level f netwrk cnnectivity Incrpratin f features t encurage slwer travel speeds and discurage thrugh traffic Adequate accmmdatins fr nn-mtrized travel 6-48 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

Measures t insure an adequate netwrk f Residential Cllectr Streets CONNECTIVITY Lcal street systems shuld prvide: a) an adequate number f cnnectins between adjacent develpment areas s that lcal trips are nt frced nt the majr street system; b) an adequate number f cnnectins t the majr street system s that any single street within a develpment des nt bear a disprprtinate vlume f the neighbrhd traffic exiting r entering the area. If the number f cnnectins must be limited, mitigating features such as limiting prperty frntage r access n the cnnectr, additinal turn lanes, r features such as gateways shuld be prvided. c) adequate internal street system cnnectivity t disperse traffic t neighbrhd destinatins such as schls and parks and t majr street system cnnectins pints, which will prvide the added benefit f mre rute ptins fr nnmtrized travelers. These principles are illustrated in Figure 6-25 iv and discussed in mre detail in the fllwing paragraphs FIGURE 6-25 Adjacent Prperty Cnnectivity Develpment plans shuld prvide fr the cntinuatin f lcal r residential cllectr streets t the bundary f the develpment area in previusly apprved develpment plans r existing develpment. All new develpment plans shuld prvide fr future public street cnnectins t adjacent develpable parcels by prviding a lcal street cnnectin spaced at intervals nt t exceed 660 feet alng each develpment bundary that abuts ptentially develpable r redevelpable land. Cnnectivity t Majr Street System Prpsed develpment plans, in cncert with ther develpments frming a cntiguus develpment area bunded by the majr street netwrk, shuld prvide at least 3 cnnectins t the majr street netwrk upn 6-49 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

full develpment f lands within the area unless rendered infeasible by unusual tpgraphic features, existing develpment cnstraints, r a barrier t cnnectin FIGURE 6-26 created by a unique natural area r feature. Internal Street System Cnnectivity Lcal cmmunities shuld cnsider the use f ne r mre f the fllwing measures t insure a minimum level f street cnnectivity in new develpment plans. 1. Cnnectivity Index: The rati f street segments t street ndes in a netwrk. The higher the number f links relative t ndes, the greater the cnnectivity. A rati greater than 1.2 is suggested as a minimum level t insure adequate cnnectivity. Figure 6-26 v illustrates identificatin f links (with dts) and ndes (with stars), reflecting a relatively simple means f calculating cnnectivity. 2. Plygn Index: A secnd methd fr assessing cnnectivity is the Plygn Index, which is the number f enclsed plygns per square mile created in the develpment. The higher the number f enclsed plygns, the greater the level f street cnnectivity and netwrk street density. A value f 50 r mre plygns per square mile is suggested as a minimum level t insure adequate cnnectivity. 3. Maximum Blck Length r Blck Perimeter: Pedestrian-friendly street layuts generally will feature shrt blcks, since mre intersectins mean mre places where mtr vehicles must slw dwn and pssibly stp, and a greater number f rute chices available t disperse traffic and enhance nn-mtrized travel. A maximum blck length requirement f apprximately 500-600 feet, as illustrated in Figure 6-27 vi, r a maximum blck perimeter f 1320 feet are representative f values used by cmmunities t insure an adequate level f lcal street system cnnectivity. The perimeter requirement may be preferred as this can prvide mre flexibility t accmmdate variatins in terrain and existing develpment r barriers. Figure illustrates Blck Length requirements frm Eugene, Oregn as distance between intersecting streets, including T intersectins but excluding cul-de-sacs Figure 6-27 6-50 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n

MODERATING TRAVEL SPEEDS AND DISCOURAGING CUT-THRU TRAFFIC In rder t create radways cmpatible with residential envirnments, streets shuld be designed t encurage travel speeds cnsistent with their functin. Suggested perating speed ranges fr varius classes r urban lcal streets are listed in Table 6-10. Lcal Radway Classificatin Similarly, acceptable vlume ranges n lcal residential streets are highlighted in Table 6-11. TABLE 6-11: Acceptability f Traffic Vlume levels n Lcal Streets Land Use District Traffic Flw Flw Rate Range Acceptability n Acceptability n (Vehicle/day) (veh / minute) Lcal Street Cllectr Street 0 t 600 0 t 1.0 Excellent (Reassess Functin) 600 t 1200 1.0 t 2.0 Gd Excellent 1200 t 1800 2.0 t 3.0 Pr Gd Over 2000 Over 3.0 Avid Pr TABLE 6-10 Operating Speed (Min-Max) Cllectr Residential Area 25-30 Cmmercial Area 30-35 Lcal Residential Area 20-25 Cmmercial Area 25-30 INSURING ADEQUATE MULTI-MODAL ACCOMMODATIONS FIGURE 6-28 Develpment layuts shuld prvide direct bicycle and pedestrian cnnectins within and between residential areas and supprting cmmunity facilities and services, such as shpping areas, emplyment centers, transit stps, neighbrhd parks, and schls, as illustrated in Figure 6-28 vii. Pririty lcatins fr links t serve nn-mtrized travel shuld include areas with high cncentratins f pedestrian activity and where cnnectins are needed t ensure easy access between transprtatin mdes, with particular attentin t bicycle and pedestrian access t schls, transit stps and reginal greenway r trail systems. RESIDENTIAL COLLECTOR STREET ALIGNMENT AND SPACING Lcal cllectr streets prvide the primary cnnectin between lcal land use areas and the majr street system. Multiple bjectives must be accmmdated in establishing these cllectrs, including cnnectin f adjacent neighbrhds and dispersin f traffic t majr streets while limiting travel speeds and cut-thrugh traffic. Cnsideratins in the designatin and design f residential cllectrs shuld include: 6-51 P a g e R O C O G 2 0 4 0 L n g R a n g e P l a n