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Intersection Control Evaluation Report

Trunk Highway 13 at 150th Street Project Prior Lake, Minnesota

MN SP 7001-104 SEH No. PRIOR 127031

November 26, 2014

SEH is a registered trademark of Short Elliott Hendrickson Inc.

Intersection Control Evaluation Report PRIOR 127031 Page i

Table of Contents Certification Page Table of Contents

Page

1.0 Background and Description of Location ...............................................................1

2.0 Existing Conditions ...................................................................................................3 2.1 Existing Crash Analysis .................................................................................................... 3

2.2 Existing Traffic Demands ................................................................................................. 4

3.0 Future Conditions ......................................................................................................6 3.1 Traffic Forecasts ............................................................................................................... 6

4.0 Intersection Control Alternatives .............................................................................7 4.1 Warrant Guidelines ........................................................................................................... 7

4.2 Warrant Analysis .............................................................................................................. 7

4.3 Safety Analysis ................................................................................................................. 8

4.4 Traffic Operations Analysis .............................................................................................. 9

4.4.1 2014 Existing Conditions (No Build) .................................................................. 11

4.4.2 Year of Opening Build Analysis ......................................................................... 11

4.4.3 Design Year Build Analysis ............................................................................... 12

5.0 Conclusion ...............................................................................................................13

List of Tables Table 1 Traffic Forecast Demands - TH 13 at 150th Street ................................................................... 6

Table 2 Warrant Analysis Results ......................................................................................................... 8

Table 3 Future Annual Crash Estimate ................................................................................................. 8

Table 4 Existing/No Build - SimTraffic Traffic Operations ................................................................... 11

Table 5 Year of Opening Build - SimTraffic Traffic Operations ........................................................... 12

Table 6 Design Year Build - SimTraffic Traffic Operations ................................................................. 13

List of Figures Figure 1 – Project Location .................................................................................................................... 2

Figure 2 – Existing Traffic Demands ..................................................................................................... 5

Figure 3 – Recommended Design Alternative ..................................................................................... 10

List of Appendices All Way Stop and Signal Warrants

Operational Results

November 2014

PRIOR 127031 Page 1

Intersection Control Evaluation Report

Trunk Highway 13 at 150th Street Project

Prepared for the City of Prior Lake in cooperation with the City of Savage and Minnesota Department of Transportation.

1.0 Background and Description of Location The Minnesota Department of Transportation (MnDOT), in partnership with the Cities of Prior Lake and Savage, have been studying access management options for this section of TH 13 as far back as 1996. Various safety improvement projects have been implemented through the years and additional studies were also completed.

The purpose of the study is to determine the most appropriate type of traffic control for the existing intersections along TH 13 that will be compatible with access management planning objectives for this section of TH 13. This study evaluates four existing intersections along TH 13 including: 152nd Street, 150th Street, Oakland Beach/Zinran Avenue, and Rustic Road.

Maintaining functionality of TH 13 as an arterial route dictates that only one additional full access controlled intersection should operate on this segment of highway between in place full access controlled intersections at Fish Point Road and at South Park Drive.

The 150th Street and Zinran Avenue area continues to be the focus of safety concerns for vehicular access to or from the highway and for non-motorized crossing safety for both pedestrians and bicycles. Prior Lake residents and students, on the west side of TH 13, need to cross to travel to Prior Lake High School or to Aspen Academy, both located on eastern (Savage) side of the highway. Both schools generate traffic along TH 13 gravitating to and from the east using 150th Street or Zinran Avenue. Residentially developed neighborhoods, especially on the Prior Lake side of the highway have limited choice of routes and access points due the presence of the lake and resulting lack of local street connectivity.

Various combinations of full and partial access intersections were considered as part of a comprehensive design study. An Alternatives Analysis report was prepared to document the comparison of alternatives. After much evaluation by the Project Management Team, formed of staff from each agency, as well as deliberation by both City Councils, a recommended full access location was selected: Full access at 150th Street and convert Oakland Beach/Zinran Avenue to a right-in/right-out (RI/RO) intersection. The intersections of 152nd Street and Rustic Road would be considered for potential access modifications with a future project.

This intersection control evaluation (ICE) report is for the 150th Street intersection along TH 13.

Figure 1, below, illustrates the Project Location.

PRIOR 127031 Intersection Control Evaluation Report Page 2

Figure 1 – Project Location

Intersection Control Evaluation Report PRIOR 127031 Page 3

2.0 Existing Conditions TH 13 is classified as an A Minor Arterial - Expander and currently serves both local access and regional traffic demands. The intersection of 150th Street with TH 13 is located in Scott County on the border between the Cities of Savage and Prior Lake. The speed limit along TH 13 through the study area is 45 mph. 150th Street serves as a collector in the local street networks of Savage and Prior Lake on both sides of the TH 13.

There are four access intersections under consideration in the study area along TH 13 that all operate under minor street stop control. Two additional intersection were included in the operations analysis along TH 13 at Fish Point Road and South Park Drive as these two signalized intersections directly impact traffic flow into the study segment.

The study intersections include:

TH 13 at Rustic Road

A southbound right turn lane is provided

A northbound left turn bypass lane is provided

TH 13 at Oakland Beach Avenue/Zinran Avenue

A southbound right turn lane is provided

A northbound left turn bypass lane is provided

Southbound left turns are prohibited

TH 13 at 150th Street

Northbound and southbound left and right turn lanes are provided

TH 13 at 152nd Street

Northbound and southbound left turn bypass/right turn lanes are provided

Land use along TH 13 in the study area is primarily residential with some commercial uses mixed in. The Prior Lake/Savage High School is located less than 1-mile east of the 150th Street intersection. Since the 2008 study, some recent development has occurred. A new charter school, Aspen Academy, was constructed in the northeast quadrant of TH 13 and Zinran Avenue serving grades K-8. Prior Lake High School operates with an expanded enrollment and anticipates further growth. There has also been residential growth in Savage neighborhoods that access 150th Street easterly of TH 13.

2.1 Existing Crash Analysis Crash data from January 1st, 2010 through December 31st, 2012 was provided by MnDOT. The type and severity of the crashes were reviewed and crash and severity rates were calculated for each intersection. The crash information is summarized in Table 1.

Crash rates at the intersections are expressed as number of crashes per million entering vehicle (MEV) at the intersection. The critical crash rate is a statistical value that is unique to each intersection based on vehicular exposure and the statewide average crash rate for similar intersections; an intersection with a crash or severity rate higher than the critical rates indicates a sustained crash problem at the intersection.

The intersection of TH 13 at Rustic Road had only experienced one crash in the 3 year period studied. The intersection of TH 13 at 152nd Street has only experienced three crashes in the same 3 years.


The intersection of TH 13 at Zinran Avenue has experienced 8 crashes during the 3-year analysis period and has a crash and severity rate just under the critical rates. 4 of the 8 crashes involved vehicles in a rear-end collision along TH 13. In Table 1, the Injury B crash involved a 14 year of boy crossing TH 13 on a bicycle while heading to the high school.

The intersection of TH 13 at 150th Street has experienced 10 crashes during the 3-year analysis period and has a crash rate that is over the critical crash rate. The crashes included 4 right angle collisions and 2 left turn collisions.

Table 1 Existing Crash History 2010-2012

TH 13 at:

Fatal / Injury A

Injury B

Injury C

Property Damage

Total Crashes

Crash Rate

Critical Crash Rate

Severity Rate

Critical Severity Rate

Rustic Road 0 0 0 1 1 0.05 0.44 0.05 0.57

Zinran Avenue 0 1 1 6 8 0.38 0.44 0.52 0.57

150th Street 0 0 0 10 10 0.50 0.45 0.50 0.58

152nd Street 0 0 0 3 3 0.17 0.46 0.17 0.60

2.2 Existing Traffic Demands TH 13 has continuously served high demands through the study area; the average daily traffic (ADT) has ranged from 12,700 to 19,400 vehicles per day within the study area.

Table 2 shows the historical ADT’s along TH 13 north and south of 150th Street. ADT’s south of 150th Street have been consistently lower than ADT’s north of 150th Street and Zinran Avenue indicating local street access to TH 13 has been shared by these access points

Table 2 TH 13 Historical Average Daily Traffic (ADT)

Year North of 150th Street South of 150th Street

1996 15,600 15,600

1998 16,200 14,500

2000 14,300 12,700

2002 16,000 13,200

2004 18,800 17,200

2006 17,800 16,400

2008 18,400 15,600

2010 18,400 15,600

2012 19,400 16,100

Traffic turning movement data was collected by MnDOT in the Fall of 2013 and early spring of 2014. TH 13 serves a highly directional demand with the AM peak period having a high northbound demand and the PM peak period having a high southbound demand. In the AM peak hour, traffic movements from TH 13 to eastbound 150th Street have a high demand likely destined to the high school; the southbound left turn demand is 245 vehicles and the northbound right turn demand is 260 vehicles in the peak hour.


The existing vehicular turning movement volumes are shown in Figure 2

Figure 2 – Existing Traffic Demands


3.0 Future Conditions The recommended alternative for this project includes full access at the TH 13 and 150th Street intersection, a RI/RO access at Oakland Beach/Zinran Avenue, and develop a separate northbound left turn at Rustic Road. This alternative was supported by the Project Management Team (PMT) and approved by both the City Councils of Prior Lake and Savage.

3.1 Traffic Forecasts Typical design year traffic was forecasted out to a 20-year design life; the project will be complete at the end of 2015, so the design year of 2035 was used. Due to the close timeframe for the year of opening, the 2014 existing traffic demands were used for the year of opening.

The Scott County Comprehensive Plan (2008) has a 2030 forecast along TH 13 of 21,000 north of 150th and 19,300 south of 150th. Linear regression was used to forecast out to the 2035 design year; this results in a forecast of 21,700 to the north and 19,900 south of 150th Street. This is an average linear growth rate of approximately 1% per year. The 1% growth per year was used to factor up all existing approach counts.

The turning movements for the proposed intersection are represented in Table 1. This includes the existing turning movements with the traffic shifted due to other access closures.

Table 1 Traffic Forecast Demands - TH 13 at 150th Street

Peak Year Northbound TH 13 Southbound TH 13 Eastbound 150th Westbound 150th

Total LT Thru RT LT Thru RT LT Thru RT LT Thru RT

AM 2014 18 745 261 256 297 16 9 6 6 20 7 27 1,668

2035 22 916 321 315 365 20 11 7 7 25 9 33 2,051

PM 2014 16 544 42 160 931 84 10 4 5 22 7 23 1,848

2035 20 669 52 197 1145 103 12 5 6 27 9 28 2,273


4.0 Intersection Control Alternatives The Minnesota Manual of Uniform Traffic Control Devices (MnMUTCD) provides guidance on when it may be appropriate to use all-way stop or signal control at an intersection. This MnMUTCD guidance is provided in the form of “warrants”, or criteria, for when all-way stop or signal control may be justified. Though all-way stop or signal control should not be installed at an intersection unless a MnMUTCD warrant is met, meeting a warrant at an intersection does not in itself require the installation of that particular type of control. Under the MnDOT ICE process, roundabouts are considered to be warranted if traffic volumes meet the criteria for either all-way stops or traffic signals. An engineering study that considers factors, including warrants, should be performed to determine the “best” type of control at an intersection.

4.1 Warrant Guidelines MnDOT guidelines suggest removing 100% of right turning traffic from the minor leg since this movement typically is able to enter the traffic stream with minimal conflicts. Therefore, a traffic signal would not be needed to reduce delay or improve safety for this right turn movement. In certain circumstances (i.e. high right turn volume, minimal mainline gaps etc.), MnDOT allows for the inclusion of 50% of the minor street right turning traffic in the analysis. The MnDOT guidance states if “right turning volume exceeds 70% of its potential capacity for any hour for each approach, 50% of the right turning volume for all hours should be added back in.” Based upon the MnDOT guidance and existing traffic demands, all right turning traffic from the minor approaches was removed from the signal warrant analysis.

Section 4C.1 of the MnMUTCD allows the use of the mainline left turn volume as the minor approach. The following is from the MnMUTCD: “At an intersection with a high volume of left-turn traffic from the major street, the signal warrant analysis may be performed in a manner that considers the higher of the major-street left-turn volumes as the “minor street” volume and the corresponding single direction of opposing traffic on the major street as the “major-street” volume”. This case was used as part of the analysis for the existing traffic demands at the 150th Street intersection.

4.2 Warrant Analysis Based on the existing traffic demands, the intersection does not meet the all-way stop or the standard signal warrant volume thresholds from the MnMUTCD. However, the intersection does meet the four hour warrant and the peak hour warrant when utilizing Section 4C.1 special case warrant.

Based on the 2035 forecast traffic demands, the intersection does not meet the all-way stop thresholds. The intersection does meet the peak hour signal warrant volume thresholds from the MnMUTCD. The intersection also meets the four hour and peak hour warrants when utilizing Section 4C.1 special case warrant.

Table 2 provides both the all-way stop warrant and the traffic signal warrant summary for both 2014 and 2035 volume conditions.

The full all-way stop warrant analysis and the traffic signal warrant analysis can be found in Appendix A.

It should be noted that the southbound left turn demand at 150th Street only has a single lane. Therefore when using this as the minor approach, only a single lane of approach was used.


Table 2 Warrant Analysis Results

Forecast Year

Hours

Required to be Met

Warrant Met (Hours Met)

2014

All-Way Stop 8-hours NO (1)

Signal Warrant

8-hours NO (1)

4-hours NO (1)

1-hour NO (0)

Signal Warrant (Section 4C.1)*

8-hours NO (5)

4-hours YES (5)

1-hour YES (1)

2035

All-Way Stop 8-hours NO (2)

Signal Warrant

8-hours NO (2)

4-hours NO (1)

1-hour YES (1)

Signal Warrant (Section 4C.1)*

8-hours NO (5)

4-hours YES (5)

1-hour YES (1)

*TH 13 southbound left demand against TH 13 Northbound approach demands

4.3 Safety Analysis Future vehicular crash estimates were determined by applying varying crash rates to the entering traffic for the intersection. The No Build estimates are based on the existing crash rates as described in Section 2. Signalized intersections are based on the MnDOT Statewide average crash rates for a signalized intersection with over 15,000 entering volume and a speed limit above 45 mph.

Roundabout crash estimation was completed using the calculations recommended in the NCHRP Report 672, Roundabouts: An Informational Guide, Second Edition. Exhibit 5-19, page 5-23, provides calculations for crash estimation based on the number of approach legs, number of circulating lanes and total entering ADT. For this intersection it was assumed a 4-leg, multi-lane roundabout.

Table 3 shows the projected numbers of total annual crashes for each traffic control type analyzed for the forecast 2014 and 2035 traffic conditions.

Table 3 Future Annual Crash Estimate

Year Total Annual Crash Estimates by Control Type

Total Intersection Entering Volume No Build*

All-Way Stop

Traffic Signal

Roundabout

2014 3.3 3.1 4.1 5.9 18,258

2035 4.1 3.8 5.1 6.9 22,500

*No Build would include additional crashes at Oakland Beach/Zinran Ave over the Build

Under the No Build condition, there would be additional crashes at the Oakland Beach/Zinran Avenue intersection over any of the Build condition intersection types; the Build will include a


RI/RO at Zinran Avenue. All Way stop control has the lowest crash estimate, but would require all TH 13 traffic to stop. Roundabout control has the highest estimate due to the multi-lane configuration; however this would likely have the least amount of injury crashes. The signalized option would have a slight increase over the No Build, through/stop control condition.

4.4 Traffic Operations Analysis Traffic operations analyses were conducted to determine the level of service (LOS), delay, and queuing information for the AM and PM peak hour conditions. Only the existing traffic demands were analyzed as part of this project for the No Build and Year of Opening Build.

LOS is a qualitative rating system used to describe the efficiency of traffic operations at an intersection. Six LOS levels are defined, designated by letters A through F. LOS A represents the best operating conditions (no congestion), and LOS F represents the worst operating conditions (severe congestion). For this project, it was assumed that LOS D or better represents acceptable operating conditions.

LOS for intersections is determined by the average control delay per vehicle. The range of control delay for each LOS is different for signalized and unsignalized intersections. The expectation is that a signalized intersection is designed to carry higher traffic volumes and will experience greater delays than an unsignalized intersection; driver tolerance for delay is greater at a signal than at a stop sign. Therefore, the LOS thresholds for each LOS category are lower for unsignalized intersections than for signalized intersections.

The traffic operations analyses were performed the Synchro/SimTraffic software package. Beyond the four study intersections, the two full-access, signalized intersections on both ends of TH 13 were included in the Synchro/SimTraffic analysis; the existing signals are coordinated together and have a major influence on traffic flows into the corridor.

The four study intersections included in the traffic operations analysis are as follows: TH 13 at Rustic Road

TH 13 at Oakland Beach/Zinran Avenue


TH 13 at Green Oaks Trail/152nd Street

The two additional intersections included in the traffic simulation modeling are as follows: TH 13 at South Park Drive (Traffic Signal)

TH 13 at Fish Point Road (Traffic Signal)

All way stop control along TH 13 was not considered as an acceptable type of control for the study intersections and was not evaluated as part of the traffic operations analysis. Stop sign control on high volume TH 13 approaches present operational and safety challenges and it removes the benefit of the coordination between the existing signals along TH 13.

Roundabout control along TH 13 was also not considered acceptable intersection control for the study intersection and was not evaluated as part of the traffic operations analysis. Roundabouts would disrupt the existing coordination of traffic flows between the existing signals along TH 13. The high directional volumes would require multi-lane roundabouts that reduce the safety benefits that might be achieved with a single lane roundabout.


The intersection layouts can be seen in Figure 3; 150th Street will be full access and Oakland Beach/Zinran Avenue will be a RI/RO. A new northbound left turn lane will be provided at Rustic Road and there will be no change at 152nd Street.

Figure 3 – Recommended Design Alternative


4.4.1 2014 Existing Conditions (No Build) A traffic operations analysis was performed for the existing conditions at the four study intersections for both the AM and PM peak hours using SimTraffic software. See Section 2.0 for a full description of the existing conditions.

During both peak hours, all of the minor street approaches experience long delays for the left turn and through movements. The high through demands on TH 13 provide few usable gaps for the minor street traffic to make a left turn onto TH 13 or for a crossing movement of TH 13.

The southbound left turn demand at 150th Street has a high volume all day long; however during the AM peak hours the school traffic reflects a significant spike. The AM peak hour southbound left turn demand is 245 vehicles that must yield to approximately 800 northbound through vehicles in a single lane plus the 260 northbound right turns that also have the right of way.

Table 4 summarizes the existing conditions traffic operations analysis.

Table 4 Existing/No Build - SimTraffic Traffic Operations

Peak Hour

Intersection Approach (Delay / LOS) Intersection

(Delay / LOS) NB SB EB WB

AM Peak

TH 13 at Rustic Road 2.5 / A 1.2 / A 20.7 / C 2.4 / A

TH 13 at Zinran Avenue 3.6 / A 1.3 / A 23.5 / C 31.3 / D 5.8 / A

TH 13 at 150th Street 3.9 / A 15.8 / C 92.2 / F 53.2 / F 10.4 / B

TH 13 at 152nd Street 1.5 / A 0.7 / A 26.5 / D 39.1 / E 2.7 / A

PM Peak

TH 13 at Rustic Road 1.8 / A 2.6 / A 33.6 / D 2.6 / A

TH 13 at Zinran Avenue 2.2 / A 2.8 / A 46.7 / E 14.2 / B 3.4 / A

TH 13 at 150th Street 3 / A 2.8 / A 46.8 / E 56.1 / F 4.7 / A

TH 13 at 152nd Street 1.4 / A 3.4 / A 43.9 / E 41.1 / E 3.5 / A

4.4.2 Year of Opening Build Analysis Based on the warrant analysis, a traffic signal is warranted based on the 4-hour and peak hour warrants.

A new full access signalized intersection at 150th Street is compatible with the existing coordinated, signalized corridor operation along TH 13. The resulting traffic signal spacing will encourage platooning of vehicles along TH 13 and create gaps to improve access at adjacent local street intersections. The Fish Point Road signal is approximately 0.8 miles away and South Park Drive signal is approximately 0.9 miles away. This spacing, and the highly directional peak period volumes along TH 13, allows effective coordination of signal operations along the corridor.


The 2014 year of opening volumes result in acceptable operations for all approaches at the study intersection; however the eastbound 150th Street approach is at a LOS E. This minor approach delay is considered reasonable on a heavily traveled, coordinated highway such as TH 13 that operates with a long traffic signal cycle length.

During the PM peak hour, the eastbound minor street approaches at Rustic Road and Zinran Avenue also operate at a LOS E due to the high southbound TH 13 demands and minimal gaps.

Table 5 summarizes the year of opening Build conditions traffic operations analysis.

Table 5 Year of Opening Build - SimTraffic Traffic Operations

Peak Hour



AM Peak

TH 13 at Rustic Road 2.5 / A 1.1 / A 23.9 / C 2.4 / A

TH 13 at Zinran Avenue (RI/RO) 3.8 / A 1.3 / A 10.4 / B 25 / D 5 / A

TH 13 at 150th Street (Signal) 11.8 / B 12.5 / B 39.3 / D 32 / C 13 / B

TH 13 at 152nd Street 1.5 / A 0.7 / A 14.5 / B 20.7 / C 1.9 / A

PM Peak

TH 13 at Rustic Road 1.7 / A 2.4 / A 47.4 / E 2.6 / A

TH 13 at Zinran Avenue (RI/RO) 2.2 / A 2.4 / A 49.1 / E 14.9 / B 3.3 / A

TH 13 at 150th Street (Signal) 4.7 / A 6 / A 56.3 / E 52.2 / D 7.3 / A

TH 13 at 152nd Street 0.8 / A 0.9 / A 16.4 / C 17.6 / C 1.3 / A

4.4.3 Design Year Build Analysis The 2035 design year volumes result in acceptable operations for all approaches at the study intersection; however the eastbound 150th Street approach is at a LOS E. This minor approach delay is considered reasonable on a heavily traveled, coordinated highway such as TH 13 that operates with a long traffic signal cycle length.

The increase through demands along TH 13 result in less available gaps for the minor approaches at the remaining full access and RI/RO intersections. This will result in long delays and LOS F for some of the minor street movements to TH 13.

The forecast approach for this project used a straight 1% growth per year on the existing peak hour demands. It is likely by 2035, due to the surrounding roadway network constraints, the growth would likely have some peak hour spreading and the demands would not reach those analyzed in this scenario. However, the delays could also be mitigated by further access restrictions at Rustic Road and 152nd Street under future projects. Traffic at the minor approaches to non-signalized intersections could also reroute to enter TH 13 at one of the signalized intersections.

Table 6 summarizes the year of opening Build conditions traffic operations analysis.


Table 6 Design Year Build - SimTraffic Traffic Operations

Peak Hour



AM Peak

TH 13 at Rustic Road 3.1 / A 1.3 / A 42.1 / E 3.1 / A

TH 13 at Zinran Avenue (RI/RO) 7.1 / A 1.8 / A 11.9 / B 79.3 / F 12.3 / B

TH 13 at 150th Street (Signal) 19 / B 32.7 / C 47.2 / D 50.6 / D 25 / C

TH 13 at 152nd Street 0.7 / A 1 / A 19.7 / C 22.8 / C 1.7 / A

PM Peak

TH 13 at Rustic Road 2.3 / A 3.2 / A 104.6 / F 3.6 / A

TH 13 at Zinran Avenue (RI/RO) 2.7 / A 3.2 / A 45.6 / E 17.9 / C 4.2 / A

TH 13 at 150th Street (Signal) 6.8 / A 7.4 / A 67.6 / E 50.3 / D 8.9 / A

TH 13 at 152nd Street 0.5 / A 2.1 / A 45.3 / E 32.9 / D 2.4 / A

5.0 Conclusion Based on the findings of the Alternatives Analysis Study (documented separately), agency input through the project management team, technical findings for signal warrants and operations based upon the traffic evaluation performed in this ICE study, a traffic signal at TH 13 and 150th Street is the only acceptable form of traffic control.

All-way stop control and roundabout control scenarios have been considered, but both would have a negative impact on TH 13 corridor signal coordination and traffic flow. For this reason, these types of control were removed from consideration.

Under traffic signal control, the intersection of TH 13 and 150th Street would have acceptable traffic operations, would encourage platooning of vehicles along TH 13, and create gaps that will improve accessibility at adjacent local street intersections. A traffic signal at 150th Street will also provide a controlled crossing point for vehicular traffic on 150th Street and a controlled crossing location for pedestrians and bicycles.

A traffic control signal on TH13 at 150th Street is recommended.

Appendix A All Way Stop and Signal Warrants

LOCATION:COUNTY:

REF. POINT: 85th% Speed Approach Description Lanes Approach TotalDATE: 45 Major App1: TH 13 NB 2 7284

45 Major App3: TH 13 SB 2 7277OPERATOR: GTJ 30 Minor App2: 150th EB 1 305

30 Minor App4: 150th WB 1 560

Yes

MAJOR MAJOR MINOR MINORWARRANT MET

HOUR APP. 1 APP. 3 APP. 2 APP. 4 MAJOR / MINOR

0:00 - 1:00 0 0 0 0 NO / NO1:00 - 2:00 0 0 0 0 NO / NO2:00 - 3:00 0 0 0 0 NO / NO3:00 - 4:00 0 0 0 0 NO / NO4:00 - 5:00 0 0 0 0 NO / NO5:00 - 6:00 0 0 0 0 NO / NO6:00 - 7:00 671 198 48 21 YES / NO7:00 - 8:00 1020 554 26 26 YES / NO8:00 - 9:00 767 442 29 118 YES / YES9:00 - 10:00 566 375 31 31 YES / NO10:00 - 11:00 458 357 27 26 YES / NO11:00 - 12:00 494 481 24 24 YES / NO12:00 - 13:00 482 545 21 23 YES / NO13:00 - 14:00 469 519 24 31 YES / NO14:00 - 15:00 498 702 22 39 YES / NO15:00 - 16:00 630 886 20 115 YES / NO16:00 - 17:00 638 1071 18 54 YES / NO17:00 - 18:00 591 1147 15 52 YES / NO18:00 - 19:00 0 0 0 0 NO / NO19:00 - 20:00 0 0 0 0 NO / NO20:00 - 21:00 0 0 0 0 NO / NO21:00 - 22:00 0 0 0 0 NO / NO22:00 - 23:00 0 0 0 0 NO / NO23:00 - 24:00 0 0 0 0 NO / NO

Daily 7284 7277 305 560

Met (Hr) Required (Hr)Hours met for warrant: 1 8

All-way Stop Warrant:

REMARKS:

P:\PT\P\Prior\127031\Traffic\150th & TH 13\Warrants\150th\[Warrant Worksheet - Signal and All Way 031214 150th Year 2035.xlsx]INFORMATION

815

00

0.70 SPEED FACTOR USED?

5214762

(APP.2 + APP. 4)

941

(APP.1 + APP. 3)

0

00

0

69

1027975

00

151617091738

067000

48445561

00000

0

Not satisfied

0

00

9881200

53

0

86915741209

00

13572

MAJOR APPROACHTOTAL

MINOR APPROACHTOTAL

Minimum Volume Requirement140210

Scott

010/14/2014

SHORT ELLIOTT HENDRICKSON INC.10901 Red Circle Drive, Suite 200

Minnetonka, MN 55343

ALL WAY STOP


2014 - TH 13 at 150th Street

WARRANT ANALYSIS

LOCATION:COUNTY:

REF. POINT: 85th% Speed Approach Description Lanes ApproachDATE: 45 Major App1: TH 13 NB 2 7284



40 MPH OR FASTER? YESPOPULATION < 10,000? NOVOLUME REQ. AT 70%? YES

1A 1B 1A&B (80%)CORRECTABLE CRASHES: 0 Major Total 420 630 504(12-month period) Minor Approach 105 53 84

MAJOR MAJOR MINOR MINOR

MAJOR APPROACH

TOTALMAX MINOR APPROACH

WARRANT 1A - 8 hr

WARRANT 1B - 8 hr

WARRANT 1A & B

HOUR APP. 1 APP. 3 APP. 2 APP. 4 (APP.1 + APP. 3) (APP. 2 or 4) MAJOR/MINOR MAJOR/MINOR MAJOR/MINOR

0:00 - 1:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO1:00 - 2:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO2:00 - 3:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO3:00 - 4:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO4:00 - 5:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO5:00 - 6:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO6:00 - 7:00 671 198 44 10 869 44 YES / NO YES / NO YES / NO7:00 - 8:00 1020 554 19 9 1574 19 YES / NO YES / NO YES / NO8:00 - 9:00 767 442 29 36 1209 36 YES / NO YES / NO YES / NO9:00 - 10:00 566 375 29 16 941 29 YES / NO YES / NO YES / NO10:00 - 11:00 458 357 24 15 815 24 YES / NO YES / NO YES / NO11:00 - 12:00 494 481 19 15 975 19 YES / NO YES / NO YES / NO12:00 - 13:00 482 545 18 11 1027 18 YES / NO YES / NO YES / NO13:00 - 14:00 469 519 22 19 988 22 YES / NO YES / NO YES / NO14:00 - 15:00 498 702 20 25 1200 25 YES / NO YES / NO YES / NO15:00 - 16:00 630 886 16 68 1516 68 YES / NO YES / YES YES / NO16:00 - 17:00 638 1071 16 29 1709 29 YES / NO YES / NO YES / NO17:00 - 18:00 591 1147 12 29 1738 29 YES / NO YES / NO YES / NO18:00 - 19:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO19:00 - 20:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO20:00 - 21:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO21:00 - 22:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO22:00 - 23:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO23:00 - 24:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO

Daily 7284 7277 268 282

Met (Hr) Required (Hr) WARRANT MET:

Warrant 1 Eight Hour Volumes 1 8 Not satisfied

Warrant 1A Minimum Vehicular Volume 0 8 Not satisfied

Warrant 1B Interruption of Continuous Flow 1 8 Not satisfied

1A & 1B Combination of Warrants 0 8 Not satisfied

Warrant 2 Four Hour Volumes 1 4 Not satisfied

Warrant 3 Peak Hour Volumes 0 1 Not satisfied

Warrant 7 Crash Experience 1 8 Not satisfied

COMMENTS:

Page 1 of 2 P:\PT\P\Prior\127031\Traffic\150th & TH 13\Warrants\150th\[Warrant Worksheet - Signal and All Way 031214 150th Year 2035.xlsx]INFORMATION

Minimum Volume Requirement



10/14/2014

SIGNAL WARRANT

ScottTH 13 at 150th Street

0


ANALYSIS

LOCATION: TH 13 at 150th StreetCOUNTY: Scott

REF. POINT: 0 85th% Speed Approach Description Lanes ApproachDATE: 10/14/2014 45 Major App1: TH 13 NB 2 7284


30 Minor App4: 150th WB 1 28240 MPH OR FASTER? YESPOPULATION < 10,000? NOVOLUME REQ. AT 70%? YES

Major Minor App. Minor App. Warrant 2 Warrant 3Approach Four Hour Peak Hour HOUR Sum Major App. Max Minor App. Four Hour Peak Hour

200 320 #N/A 0:00 - 1:00 0 0 NO NO300 265 380 1:00 - 2:00 0 0 NO NO400 215 335 2:00 - 3:00 0 0 NO NO500 170 285 3:00 - 4:00 0 0 NO NO600 130 240 4:00 - 5:00 0 0 NO NO700 100 200 5:00 - 6:00 0 0 NO NO800 80 160 6:00 - 7:00 869 44 NO NO900 65 135 7:00 - 8:00 1574 19 NO NO1000 60 110 8:00 - 9:00 1209 36 NO NO1100 60 95 9:00 - 10:00 941 29 NO NO1200 60 75 10:00 - 11:00 815 24 NO NO1300 60 75 11:00 - 12:00 975 19 NO NO1400 60 75 12:00 - 13:00 1027 18 NO NO1500 60 75 13:00 - 14:00 988 22 NO NO1600 60 75 14:00 - 15:00 1200 25 NO NO1700 60 75 15:00 - 16:00 1516 68 YES NO1800 60 75 16:00 - 17:00 1709 29 NO NO

17:00 - 18:00 1738 29 NO NO18:00 - 19:00 0 0 NO NO19:00 - 20:00 0 0 NO NO20:00 - 21:00 0 0 NO NO21:00 - 22:00 0 0 NO NO22:00 - 23:00 0 0 NO NO23:00 - 24:00 0 0 NO NO




2014 - TH 13 at 150th StreetSIGNAL WARRANT

Warrant Criteria (Graph) Warrants Met:Actual Hourly Count

Figure 1. Four Hour and Peak Hour Warrant AnalysisNote: For data points outside the graph range, check the minor street volume against the lower thresholds

ANALYSIS

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Major Street - Total of Both Approaches - VPH

Four Hour Peak Hour Volumes

LOCATION:COUNTY:




Yes



0:00 - 1:00 0 0 0 0 NO / NO1:00 - 2:00 0 0 0 0 NO / NO2:00 - 3:00 0 0 0 0 NO / NO3:00 - 4:00 0 0 0 0 NO / NO4:00 - 5:00 0 0 0 0 NO / NO5:00 - 6:00 0 0 0 0 NO / NO6:00 - 7:00 826 244 59 26 YES / NO7:00 - 8:00 1254 682 32 32 YES / NO8:00 - 9:00 944 544 36 145 YES / YES9:00 - 10:00 696 461 38 38 YES / NO10:00 - 11:00 563 439 34 32 YES / NO11:00 - 12:00 608 591 29 29 YES / NO12:00 - 13:00 593 670 25 28 YES / NO13:00 - 14:00 577 639 29 38 YES / NO14:00 - 15:00 611 863 26 48 YES / NO15:00 - 16:00 775 1090 25 142 YES / YES16:00 - 17:00 785 1317 22 67 YES / NO17:00 - 18:00 728 1410 18 65 YES / NO18:00 - 19:00 0 0 0 0 NO / NO19:00 - 20:00 0 0 0 0 NO / NO20:00 - 21:00 0 0 0 0 NO / NO21:00 - 22:00 0 0 0 0 NO / NO22:00 - 23:00 0 0 0 0 NO / NO23:00 - 24:00 0 0 0 0 NO / NO

Daily 8960 8950 373 690



REMARKS:

P:\PT\P\Prior\127031\Traffic\150th & TH 13\Warrants\150th\[Warrant Worksheet - Signal and All Way 031214 150th Year 2035.xlsx]INFORMATION

1002

00


6418176

(APP.2 + APP. 4)

1157

(APP.1 + APP. 3)

0

00

0

85

12631199

00

186521022138

083000

58536774

00000

0

Not satisfied

0

00

12161474

66

0

107019361488

00

16789

MAJOR APPROACHTOTAL

MINOR APPROACHTOTAL


Scott

010/14/2014



ALL WAY STOP



WARRANT ANALYSIS

LOCATION:COUNTY:







MAJOR APPROACH


WARRANT 1A - 8 hr

WARRANT 1B - 8 hr

WARRANT 1A & B


0:00 - 1:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO1:00 - 2:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO2:00 - 3:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO3:00 - 4:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO4:00 - 5:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO5:00 - 6:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO6:00 - 7:00 826 244 54 12 1070 54 YES / NO YES / YES YES / NO7:00 - 8:00 1254 682 24 11 1936 24 YES / NO YES / NO YES / NO8:00 - 9:00 944 544 36 44 1488 44 YES / NO YES / NO YES / NO9:00 - 10:00 696 461 36 20 1157 36 YES / NO YES / NO YES / NO10:00 - 11:00 563 439 30 19 1002 30 YES / NO YES / NO YES / NO11:00 - 12:00 608 591 24 18 1199 24 YES / NO YES / NO YES / NO12:00 - 13:00 593 670 22 12 1263 22 YES / NO YES / NO YES / NO13:00 - 14:00 577 639 26 23 1216 26 YES / NO YES / NO YES / NO14:00 - 15:00 611 863 24 32 1474 32 YES / NO YES / NO YES / NO15:00 - 16:00 775 1090 19 84 1865 84 YES / NO YES / YES YES / YES16:00 - 17:00 785 1317 19 35 2102 35 YES / NO YES / NO YES / NO17:00 - 18:00 728 1410 14 35 2138 35 YES / NO YES / NO YES / NO18:00 - 19:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO19:00 - 20:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO20:00 - 21:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO21:00 - 22:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO22:00 - 23:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO23:00 - 24:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO

Daily 8960 8950 328 345






Warrant 2 Four Hour Volumes 1 4 Not satisfied

Warrant 3 Peak Hour Volumes 1 1 Satisfied


COMMENTS:





10/14/2014

SIGNAL WARRANT

ScottTH 13 at 150th Street

0


ANALYSIS

LOCATION: TH 13 at 150th StreetCOUNTY: Scott



30 Minor App4: 150th WB 1 34540 MPH OR FASTER? YESPOPULATION < 10,000? NOVOLUME REQ. AT 70%? YES


200 320 #N/A 0:00 - 1:00 0 0 NO NO300 265 380 1:00 - 2:00 0 0 NO NO400 215 335 2:00 - 3:00 0 0 NO NO500 170 285 3:00 - 4:00 0 0 NO NO600 130 240 4:00 - 5:00 0 0 NO NO700 100 200 5:00 - 6:00 0 0 NO NO800 80 160 6:00 - 7:00 1070 54 NO NO900 65 135 7:00 - 8:00 1936 24 NO NO1000 60 110 8:00 - 9:00 1488 44 NO NO1100 60 95 9:00 - 10:00 1157 36 NO NO1200 60 75 10:00 - 11:00 1002 30 NO NO1300 60 75 11:00 - 12:00 1199 24 NO NO1400 60 75 12:00 - 13:00 1263 22 NO NO1500 60 75 13:00 - 14:00 1216 26 NO NO1600 60 75 14:00 - 15:00 1474 32 NO NO1700 60 75 15:00 - 16:00 1865 84 YES YES1800 60 75 16:00 - 17:00 2102 35 NO NO

17:00 - 18:00 2138 35 NO NO18:00 - 19:00 0 0 NO NO19:00 - 20:00 0 0 NO NO20:00 - 21:00 0 0 NO NO21:00 - 22:00 0 0 NO NO22:00 - 23:00 0 0 NO NO23:00 - 24:00 0 0 NO NO




2035 - TH 13 at 150th StreetSIGNAL WARRANT



ANALYSIS

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LOCATION:COUNTY:


45 Major App3: 0 1 0OPERATOR: CMJ 30 Minor App2: TH 13 SB LT 1 1066

30 Minor App4: 0 1 0

Yes



0:00 - 1:00 0 0 0 0 NO / NO1:00 - 2:00 0 0 0 0 NO / NO2:00 - 3:00 0 0 0 0 NO / NO3:00 - 4:00 0 0 0 0 NO / NO4:00 - 5:00 0 0 0 0 NO / NO5:00 - 6:00 0 0 0 0 NO / NO6:00 - 7:00 671 0 40 0 YES / NO7:00 - 8:00 1020 0 216 0 YES / YES8:00 - 9:00 767 0 103 0 YES / NO9:00 - 10:00 566 0 40 0 YES / NO10:00 - 11:00 458 0 28 0 YES / NO11:00 - 12:00 494 0 56 0 YES / NO12:00 - 13:00 482 0 49 0 YES / NO13:00 - 14:00 469 0 44 0 YES / NO14:00 - 15:00 498 0 65 0 YES / NO15:00 - 16:00 630 0 148 0 YES / YES16:00 - 17:00 638 0 140 0 YES / YES17:00 - 18:00 591 0 137 0 YES / NO18:00 - 19:00 0 0 0 0 NO / NO19:00 - 20:00 0 0 0 0 NO / NO20:00 - 21:00 0 0 0 0 NO / NO21:00 - 22:00 0 0 0 0 NO / NO22:00 - 23:00 0 0 0 0 NO / NO23:00 - 24:00 0 0 0 0 NO / NO

Daily 7284 0 1066 0



REMARKS:

P:\PT\P\Prior\127031\Traffic\150th & TH 13\Warrants\150th Left Turn\[Warrant Worksheet - Signal and All Way 031214 150th LT-2035.xlsx]INFORMATION

458

00


21610340

(APP.2 + APP. 4)

566

(APP.1 + APP. 3)

0

00

0

40

482494

00

630638591

0137

000

56494465

00000

0

Not satisfied

0

00

469498

28

0

6711020767

00

148140

MAJOR APPROACHTOTAL

MINOR APPROACHTOTAL


Scott

010/14/2014



ALL WAY STOP

TH 13 at 150th Street SB LT

2013 - TH 13 at 150th Street SB LT

WARRANT ANALYSIS

LOCATION:COUNTY:







MAJOR APPROACH


WARRANT 1A - 8 hr

WARRANT 1B - 8 hr

WARRANT 1A & B


0:00 - 1:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO1:00 - 2:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO2:00 - 3:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO3:00 - 4:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO4:00 - 5:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO5:00 - 6:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO6:00 - 7:00 671 0 40 0 671 40 YES / NO YES / NO YES / NO7:00 - 8:00 1020 0 216 0 1020 216 YES / YES YES / YES YES / YES8:00 - 9:00 767 0 103 0 767 103 YES / NO YES / YES YES / YES9:00 - 10:00 566 0 40 0 566 40 YES / NO NO / NO YES / NO10:00 - 11:00 458 0 28 0 458 28 YES / NO NO / NO NO / NO11:00 - 12:00 494 0 56 0 494 56 YES / NO NO / YES NO / NO12:00 - 13:00 482 0 49 0 482 49 YES / NO NO / NO NO / NO13:00 - 14:00 469 0 44 0 469 44 YES / NO NO / NO NO / NO14:00 - 15:00 498 0 65 0 498 65 YES / NO NO / YES NO / NO15:00 - 16:00 630 0 148 0 630 148 YES / YES YES / YES YES / YES16:00 - 17:00 638 0 140 0 638 140 YES / YES YES / YES YES / YES17:00 - 18:00 591 0 137 0 591 137 YES / YES NO / YES YES / YES18:00 - 19:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO19:00 - 20:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO20:00 - 21:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO21:00 - 22:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO22:00 - 23:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO23:00 - 24:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO

Daily 7284 0 1066 0






Warrant 2 Four Hour Volumes 5 4 Satisfied



COMMENTS:

Page 1 of 2 P:\PT\P\Prior\127031\Traffic\150th & TH 13\Warrants\150th Left Turn\[Warrant Worksheet - Signal and All Way 031214 150th LT-2035.xlsx]INFORMATION




10/14/2014

SIGNAL WARRANT

ScottTH 13 at 150th Street SB LT

0


ANALYSIS

LOCATION: TH 13 at 150th Street SB LT COUNTY: Scott



30 Minor App4: 0 1 040 MPH OR FASTER? YESPOPULATION < 10,000? NOVOLUME REQ. AT 70%? YES


200 320 #N/A 0:00 - 1:00 0 0 NO NO300 265 380 1:00 - 2:00 0 0 NO NO400 215 335 2:00 - 3:00 0 0 NO NO500 170 285 3:00 - 4:00 0 0 NO NO600 130 240 4:00 - 5:00 0 0 NO NO700 100 200 5:00 - 6:00 0 0 NO NO800 80 160 6:00 - 7:00 671 40 NO NO900 65 135 7:00 - 8:00 1020 216 YES YES1000 60 110 8:00 - 9:00 767 103 YES NO1100 60 95 9:00 - 10:00 566 40 NO NO1200 60 75 10:00 - 11:00 458 28 NO NO1300 60 75 11:00 - 12:00 494 56 NO NO1400 60 75 12:00 - 13:00 482 49 NO NO1500 60 75 13:00 - 14:00 469 44 NO NO1600 60 75 14:00 - 15:00 498 65 NO NO1700 60 75 15:00 - 16:00 630 148 YES NO1800 60 75 16:00 - 17:00 638 140 YES NO

17:00 - 18:00 591 137 YES NO18:00 - 19:00 0 0 NO NO19:00 - 20:00 0 0 NO NO20:00 - 21:00 0 0 NO NO21:00 - 22:00 0 0 NO NO22:00 - 23:00 0 0 NO NO23:00 - 24:00 0 0 NO NO




2013 - TH 13 at 150th Street SB LT SIGNAL WARRANT



ANALYSIS

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LOCATION:COUNTY:




Yes



0:00 - 1:00 0 0 0 0 NO / NO1:00 - 2:00 0 0 0 0 NO / NO2:00 - 3:00 0 0 0 0 NO / NO3:00 - 4:00 0 0 0 0 NO / NO4:00 - 5:00 0 0 0 0 NO / NO5:00 - 6:00 0 0 0 0 NO / NO6:00 - 7:00 826 0 50 0 YES / NO7:00 - 8:00 1254 0 265 0 YES / YES8:00 - 9:00 944 0 127 0 YES / NO9:00 - 10:00 696 0 49 0 YES / NO10:00 - 11:00 563 0 35 0 YES / NO11:00 - 12:00 608 0 69 0 YES / NO12:00 - 13:00 593 0 60 0 YES / NO13:00 - 14:00 577 0 55 0 YES / NO14:00 - 15:00 611 0 81 0 YES / NO15:00 - 16:00 775 0 182 0 YES / YES16:00 - 17:00 785 0 172 0 YES / YES17:00 - 18:00 728 0 169 0 YES / YES18:00 - 19:00 0 0 0 0 NO / NO19:00 - 20:00 0 0 0 0 NO / NO20:00 - 21:00 0 0 0 0 NO / NO21:00 - 22:00 0 0 0 0 NO / NO22:00 - 23:00 0 0 0 0 NO / NO23:00 - 24:00 0 0 0 0 NO / NO

Daily 8960 0 1314 0



REMARKS:

P:\PT\P\Prior\127031\Traffic\150th & TH 13\Warrants\150th Left Turn\[Warrant Worksheet - Signal and All Way 031214 150th LT-2035.xlsx]INFORMATION

563

00


26512749

(APP.2 + APP. 4)

696

(APP.1 + APP. 3)

0

00

0

50

593608

00

775785728

0169

000

69605581

00000

0

Not satisfied

0

00

577611

35

0

8261254944

00

182172

MAJOR APPROACHTOTAL

MINOR APPROACHTOTAL


Scott

010/14/2014



ALL WAY STOP

TH 13 at 150th Street SB LT


WARRANT ANALYSIS

LOCATION:COUNTY:







MAJOR APPROACH


WARRANT 1A - 8 hr

WARRANT 1B - 8 hr

WARRANT 1A & B


0:00 - 1:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO1:00 - 2:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO2:00 - 3:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO3:00 - 4:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO4:00 - 5:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO5:00 - 6:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO6:00 - 7:00 826 0 50 0 826 50 YES / NO YES / NO YES / NO7:00 - 8:00 1254 0 265 0 1254 265 YES / YES YES / YES YES / YES8:00 - 9:00 944 0 127 0 944 127 YES / YES YES / YES YES / YES9:00 - 10:00 696 0 49 0 696 49 YES / NO YES / NO YES / NO10:00 - 11:00 563 0 35 0 563 35 YES / NO NO / NO YES / NO11:00 - 12:00 608 0 69 0 608 69 YES / NO NO / YES YES / NO12:00 - 13:00 593 0 60 0 593 60 YES / NO NO / YES YES / NO13:00 - 14:00 577 0 55 0 577 55 YES / NO NO / YES YES / NO14:00 - 15:00 611 0 81 0 611 81 YES / NO NO / YES YES / NO15:00 - 16:00 775 0 182 0 775 182 YES / YES YES / YES YES / YES16:00 - 17:00 785 0 172 0 785 172 YES / YES YES / YES YES / YES17:00 - 18:00 728 0 169 0 728 169 YES / YES YES / YES YES / YES18:00 - 19:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO19:00 - 20:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO20:00 - 21:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO21:00 - 22:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO22:00 - 23:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO23:00 - 24:00 0 0 0 0 0 0 NO / NO NO / NO NO / NO

Daily 8960 0 1314 0






Warrant 2 Four Hour Volumes 5 4 Satisfied



COMMENTS:





10/14/2014

SIGNAL WARRANT

ScottTH 13 at 150th Street SB LT

0


ANALYSIS

LOCATION: TH 13 at 150th Street SB LT COUNTY: Scott



30 Minor App4: 0 1 040 MPH OR FASTER? YESPOPULATION < 10,000? NOVOLUME REQ. AT 70%? YES


200 320 #N/A 0:00 - 1:00 0 0 NO NO300 265 380 1:00 - 2:00 0 0 NO NO400 215 335 2:00 - 3:00 0 0 NO NO500 170 285 3:00 - 4:00 0 0 NO NO600 130 240 4:00 - 5:00 0 0 NO NO700 100 200 5:00 - 6:00 0 0 NO NO800 80 160 6:00 - 7:00 826 50 NO NO900 65 135 7:00 - 8:00 1254 265 YES YES1000 60 110 8:00 - 9:00 944 127 YES YES1100 60 95 9:00 - 10:00 696 49 NO NO1200 60 75 10:00 - 11:00 563 35 NO NO1300 60 75 11:00 - 12:00 608 69 NO NO1400 60 75 12:00 - 13:00 593 60 NO NO1500 60 75 13:00 - 14:00 577 55 NO NO1600 60 75 14:00 - 15:00 611 81 NO NO1700 60 75 15:00 - 16:00 775 182 YES YES1800 60 75 16:00 - 17:00 785 172 YES YES

17:00 - 18:00 728 169 YES NO18:00 - 19:00 0 0 NO NO19:00 - 20:00 0 0 NO NO20:00 - 21:00 0 0 NO NO21:00 - 22:00 0 0 NO NO22:00 - 23:00 0 0 NO NO23:00 - 24:00 0 0 NO NO




2035 - TH 13 at 150th Street SB LT SIGNAL WARRANT



ANALYSIS

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Appendix B Operational Results

Table B1Existing Conditions2013Prior Lake, MN

L T R Total L LOS T LOS R LOSDelay(S/Ve

h)LOS

Delay(S/Ve

h)LOS

Link Length

Avg. Max Storage Avg. Max Storage Avg. Max

TH 13 @ Rustic NB 5 962 0 967 4.9 A 2.5 A 0.0 A 2.5 A 1260 0 0 270 2 22 0 0 0SB 0 572 4 576 0.0 A 1.2 A 1.4 A 1.2 A 2.4 A 2022 0 0 0 0 0 325 0 0EB 25 0 6 31 22.8 C 0.0 A 11.6 B 20.7 C 583 18 49 0 0 0 0 0 0

TH 13 @ Zinran NB 4 1017 5 1,026 4.4 A 3.6 A 2.7 A 3.6 A 1431 0 11 250 2 22 0 0 0SB 6 345 6 357 0.0 A 1.3 A 0.5 A 1.3 A 5.8 A 1260 0 0 0 0 0 250 0 0EB 23 3 6 32 48.3 E 25.2 D 9.8 A 23.5 C 571 12 52 0 0 0 50 7 28WB 25 2 8 35 73.5 F 21.1 C 30.2 D 31.3 D 696 26 202 0 0 0 70 56 95

TH 13 @ 150th NB 3 745 261 1009 4.1 A 4.0 A 3.6 A 3.9 A 0 0 0 300 1 14 300 8 43SB 246 297 16 559 34.9 D 2.2 A 1.4 A 15.8 C 10.4 B 1029 15 223 350 116 360 350 0 0EB 9 6 6 21 140.5 F 93.6 F 10.1 B 92.2 F 603 21 88 0 0 0 50 6 53WB 15 7 27 49 116.4 F 64.5 F 20.3 C 53.2 F 731 22 158 0 0 0 50 17 73

TH 13 @ 152nd NB 4 1017 5 1026 3.7 A 1.5 A 0.2 A 1.5 A 1510 5 86 0 0 0 0 0 0SB 6 345 6 357 14.2 B 0.4 A 0.1 A 0.7 A 2.7 A 326 4 40 0 0 0 0 0 0EB 23 3 6 32 33.6 D 11.5 B 8.9 A 26.5 D 982 22 67 0 0 0 50 3 27WB 25 2 8 35 47.7 E 18.4 C 15.8 C 39.1 E 672 28 86 0 0 0 50 9 48

TH 13 @ Rustic NB 4 646 0 650 14.3 B 1.8 A 0.0 A 1.8 A 1260 0 0 270 1 21 0 0 0SB 0 1154 24 1178 0.0 A 2.6 A 2.1 A 2.6 A 2.6 A 2022 0 0 0 0 0 325 0 0EB 16 0 7 23 43.2 E 0.0 A 13.1 B 33.6 D 583 15 65 0 0 0 0 0 0

TH 13 @ Zinran NB 1 645 5 651 27.5 D 2.2 A 0.6 A 2.2 A 1431 0 7 250 1 22 0 0 0SB 6 1185 13 1204 4.9 A 2.8 A 1.7 A 2.8 A 3.4 A 1260 4 73 0 0 0 250 0 0EB 8 1 2 11 63.2 F 25.4 D 15.2 C 46.7 E 571 7 56 0 0 0 50 2 24WB 1 2 107 110 0.0 A 67.6 F 13.6 B 14.2 B 696 2 22 0 0 0 70 36 87

TH 13 @ 150th NB 8 544 42 594 11.7 B 2.9 A 2.4 A 3.0 A 0 0 0 300 6 35 300 0 9SB 146 931 84 1161 6.7 A 2.3 A 1.9 A 2.8 A 4.7 A 1029 0 0 350 30 79 350 0 4EB 10 4 5 19 64.8 F 34.4 D 25.2 D 46.8 E 603 12 46 0 0 0 50 4 37WB 22 7 23 52 79.5 F 101.3 F 19.3 C 56.1 F 731 30 123 0 0 0 50 16 70

TH 13 @ 152nd NB 3 617 10 630 11.3 B 1.4 A 0.0 A 1.4 A 1510 7 108 0 0 0 0 0 0SB 3 853 9 865 10.0 B 3.4 A 2.1 A 3.4 A 3.5 A 326 17 186 0 0 0 0 0 0EB 11 2 10 23 53.3 F 26.6 D 35.4 E 43.9 E 982 12 46 0 0 0 50 8 40WB 14 1 6 21 51.3 F 22.7 C 12.6 B 41.1 E 672 14 56 0 0 0 50 3 40

NOTES:AM PEAK HOUR FIELD DELAY EB at Rustic approximately 57 secondsAM PEAK HOUR FIELD DELAY EB at 150th approximately 19 seconds

Queing Information (feet)

Delay (s/veh)LOS By

ApproachLOS By

IntersectionThrough Left Turn Right TurnDemand Volumes

AM

Pea

k H

ou

rP

M P

eak

Ho

ur

Intersection Approach

Table B2Build Conditions2014Prior Lake, MN


h)LOS

Delay(S/Ve

h)LOS

Link Length


TH 13 @ Rustic NB 5 970 0 975 4.6 A 2.5 A 0.0 A 2.5 A 1260 0 0 270 2 24 0 0 0SB 0 579 4 583 0.0 A 1.1 A 1.5 A 1.1 A 2.4 A 2022 0 0 0 0 0 325 0 0EB 25 0 6 31 28.8 D 0.0 A 7.2 A 23.9 C 583 20 65 0 0 0 583 0 0

TH 13 @ Zinran NB 0 886 17 903 0.0 A 3.8 A 3.7 A 3.8 A 1431 0 9 0 0 0 0 0 0RI/RO Access SB 0 570 12 582 0.0 A 1.3 A 0.9 A 1.3 A 5.0 A 1260 0 0 0 0 0 250 0 0

EB 0 0 24 24 0.0 A 0.0 A 10.4 B 10.4 B 571 0 0 0 0 0 571 14 54WB 0 0 158 158 0.0 A 0.0 A 25.0 D 25.0 D 696 15 133 0 0 0 696 59 95

TH 13 @ 150th NB 18 745 261 1024 9.2 A 13.2 B 7.6 A 11.8 B 1918 166 552 300 5 27 300 47 271Signal Control SB 256 297 16 569 25.1 C 3.3 A 0.9 A 12.5 B 13.0 B 1023 27 128 620 105 298 300 1 16

EB 9 6 6 21 64.5 E 47.4 D 7.1 A 39.3 D 553 5 33 80 8 41 80 4 19WB 20 7 27 54 53.2 D 43.3 D 12.8 B 32.0 C 680 5 43 120 16 85 120 10 41

TH 13 @ 152nd NB 0 1029 8 1037 0.0 A 1.5 A 0.1 A 1.5 A 1510 1 28 0 0 0 0 0 0SB 6 358 8 372 13.8 B 0.5 A 0.1 A 0.7 A 1.9 A 2300 3 35 0 0 0 0 0 0EB 10 0 22 32 28.7 D 0.0 A 8.4 A 14.5 B 982 8 40 0 0 0 982 13 50WB 12 0 24 36 44.4 E 0.0 A 7.2 A 20.7 C 672 13 53 0 0 0 672 16 43

TH 13 @ Rustic NB 4 650 0 654 11.0 B 1.7 A 0.0 A 1.7 A 1260 0 0 270 2 19 0 0 0SB 0 1158 24 1182 0.0 A 2.4 A 2.2 A 2.4 A 2.6 A 2022 0 0 0 0 0 325 0 0EB 16 0 7 23 55.7 F 0.0 A 24.3 C 47.4 E 583 14 52 0 0 0 583 0 0


EB 0 0 11 11 0.0 A 0.0 A 49.1 E 49.1 E 571 3 64 0 0 0 571 9 65WB 0 0 109 109 0.0 A 0.0 A 14.9 B 14.9 B 696 0 0 0 0 0 696 40 90

TH 13 @ 150th NB 16 544 42 602 13.4 B 4.6 A 3.3 A 4.7 A 1918 37 199 300 9 64 300 5 34Signal Control SB 160 931 84 1175 9.8 A 5.5 A 3.3 A 6.0 A 7.3 A 1023 85 240 620 44 102 300 4 21

EB 10 4 5 19 81.6 F 70.1 E 15.7 B 56.3 E 553 6 37 80 7 39 80 4 25WB 22 7 23 52 80.7 F 86.9 F 10.7 B 52.2 D 680 8 51 120 22 88 120 10 32

TH 13 @ 152nd NB 0 623 12 635 0.0 A 0.8 A 0.0 A 0.8 A 1510 0 0 0 0 0 0 0 0SB 3 861 10 874 7.1 A 0.9 A 0.0 A 0.9 A 1.3 A 2300 3 49 0 0 0 0 0 0EB 5 0 19 24 29.3 D 0.0 A 13.5 B 16.4 C 982 5 29 0 0 0 982 14 44WB 8 0 14 22 31.7 D 0.0 A 7.1 A 17.6 C 672 8 36 0 0 0 672 10 31

Notes:Turn Lanes at TH 13/150th reflect current design layout.

Demand Volumes

AM

Pea

k H

ou

rP

M P

eak

Ho

ur



Delay (s/veh)LOS By

ApproachLOS By

IntersectionThrough Left Turn Right Turn

Table B3Build Conditions2035Prior Lake, MN


h)LOS

Delay(S/Ve

h)LOS

Link Length


TH 13 @ Rustic NB 6 1193 0 1,199 9.6 A 3.1 A 0.0 A 3.1 A 1260 0 0 270 3 28 0 0 0SB 0 712 5 717 0.0 A 1.3 A 0.5 A 1.3 A 3.1 A 2022 0 0 0 0 0 325 0 0EB 31 0 7 38 49.0 E 0.0 A 15.6 C 42.1 E 583 23 76 0 0 0 583 0 0

TH 13 @ Zinran NB 0 1090 21 1,111 0.0 A 7.1 A 5.1 A 7.1 A 1431 0 0 0 0 0 0 0 0RI/RO Access SB 0 701 15 716 0.0 A 1.8 A 1.0 A 1.8 A 12.3 B 1260 0 0 0 0 0 250 0 0

EB 0 0 30 30 0.0 A 0.0 A 11.9 B 11.9 B 571 0 0 0 0 0 571 18 63WB 0 0 194 194 0.0 A 0.0 A 79.3 F 79.3 F 696 123 341 0 0 0 696 87 95

TH 13 @ 150th NB 22 916 321 1259 18.6 B 20.8 C 13.5 B 19.0 B 1918 326 1023 300 7 40 300 79 325Signal Control SB 315 365 20 700 70.7 E 2.9 A 1.3 A 32.7 C 25.0 C 1023 21 88 620 233 418 300 1 11

EB 11 7 7 25 75.4 E 58.7 E 8.8 A 47.2 D 553 5 40 80 7 38 80 4 23WB 25 9 33 67 75.3 E 81.1 F 25.1 C 50.6 D 680 8 40 120 22 73 120 17 77

TH 13 @ 152nd NB 0 1266 10 1276 0.0 A 0.7 A 0.0 A 0.7 A 1510 0 0 0 0 0 0 0 0SB 7 440 10 457 19.2 C 0.7 A 0.2 A 1.0 A 1.7 A 2300 5 41 0 0 0 0 0 0EB 12 0 27 39 41.3 E 0.0 A 9.7 A 19.7 C 982 11 41 0 0 0 982 18 50WB 15 0 30 45 56.4 F 0.0 A 8.1 A 22.8 C 672 16 63 0 0 0 672 23 53

TH 13 @ Rustic NB 5 800 0 805 35.2 E 2.1 A 0.0 A 2.3 A 1260 0 0 270 5 43 0 0 0SB 0 1424 30 1454 0.0 A 3.2 A 2.6 A 3.2 A 3.6 A 2022 0 0 0 0 0 325 0 0EB 10 0 9 19 152.6 F 0.0 A 29.2 D 104.6 F 583 0 0 0 15 59 583 5 25


EB 0 0 23 23 0.0 A 0.0 A 45.6 E 45.6 E 571 0 0 0 0 0 571 15 45WB 0 0 134 134 0.0 A 0.0 A 17.9 C 17.9 C 696 0 0 0 0 0 696 46 93

TH 13 @ 150th NB 20 669 52 741 23.9 C 6.6 A 3.3 A 6.8 A 1918 56 229 300 14 58 300 4 22Signal Control SB 207 1145 103 1455 14.1 B 6.5 A 3.2 A 7.4 A 8.9 A 1023 116 363 620 61 142 300 6 40

EB 12 5 6 23 84.6 F 80.6 F 19.9 B 67.6 E 553 4 27 80 12 47 80 3 18WB 27 9 28 64 83.7 F 72.2 E 13.5 B 50.3 D 680 7 31 120 27 82 120 14 61

TH 13 @ 152nd NB 0 766 15 781 0.0 A 0.5 A 0.0 A 0.5 A 1510 0 0 0 0 0 0 0 0SB 4 1059 12 1075 9.2 A 2.1 A 1.3 A 2.1 A 2.4 A 2300 13 127 0 0 0 0 0 0EB 6 0 23 29 45.9 E 0.0 A 45.2 E 45.3 E 982 7 62 0 0 0 982 17 49WB 10 0 17 27 63.6 F 0.0 A 7.3 A 32.9 D 672 12 47 0 0 0 672 11 44

Notes:Turn Lanes at TH 13/150th reflect current design layout.

Demand Volumes

AM

Pea

k H

ou

rP

M P

eak

Ho

ur



Delay (s/veh)LOS By

ApproachLOS By

IntersectionThrough Left Turn Right Turn

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