HomeMy WebLinkAbout4.C.2. Review of Eagle Creek Boulevard TRaffic Study from CR 17 to CR 83Consent Business 4. C. 2.
St- tAtcOPEE
TO: Mayor and City Council
Mark McNeill, City Administrator
FROM: Bruce Loney, Public Works Director
DATE: 02/18/2014
SUBJECT: Review of Eagle Creek Boulevard Traffic Study from CR 17 to CR 83 (E)
Action Sought
For City Council to review and approve a motion accepting the Eagle Creek Boulevard Traffic
Study from CR 17 to CR 83.
Background
A 2014 Capitol Improvement Program Bituminous Overlay Project is scheduled for Eagle Creek
Boulevard. A traffic study was authorized on November 19, 2013 to determine if any
transportation changes should be done. These changes included re- striping to a 3 lane versus a 4
lane, a roundabout at Vierling Drive and Eagle Creek Boulevard, or right turn lanes added to
various intersections.
The study looked at future traffic volumes and possible development for the area. Accident history
was also analyzed and traffic was modeled with and without future development and on a four
lane or three lane design.
The conclusion of the traffic study indicates that with current traffic a four lane or three lane
design will work. The accident history is such that the corridor is operating at about the state
average for crashes.
Recommendation would be to continue as a four lane undivided roadway and to monitor
accidents and traffic volumes particularly if significant development should occur.
A roundabout at the intersection of Vierling Drive and Eagle Creek Boulevard would be an
improvement of traffic flow if development occurs in the area and if left turn movements increase.
The Traffic Safety Review Committee reviewed the report and agrees with the recommendations.
Recommendation
The TSRC recommends to accept the findings and conclusions of the traffic study and to continue
to monitor traffic flow and accidents along the corridor, particularly on the number and severity of
accidents.
Budget Impact
Potential future improvements such as a roundabout and turn lanes would effect the CIF fund.
Relationship to Vision
This supports Goal E: Deliver effective and efficient public services by a staff of well - trained,
caring, and professional employees.
Requested Action
For City Council to review and approve a motion accepting the Eagle Creek Boulevard Traffic
Study from CR 17 to CR 83.
Attachments: Eajzle Creek Study
Eagle Creek Boulevard
Traffic Study
For:
Pmtd
SHAKOPEE
City of Shakopee
129 Holmes Street South
Shakopee MN
February 12, 2014
Prepared By:
WSB & Associates, Inc.
701 Xenia Ave. South, Suite 300
Minneapolis, MN, 55416
(763) 541 -4800
(763) 541 -1700 (Fax)
EAGLE CREEK BLVD TRAFFIC STUDY
CITY OF SHAKOPEE
WSB PROJECT NO. 1811 -360
CERTIFICATION
I hereby certify that this plan, specification or report was
prepared by me or under my direct supervision and that I am a
duly registered professional engineer under the laws of the
State of Minnesota.
Charles T. Rickart, P.E.
Date: February 12, 2014 Reg. No. 26082
EAGLE CREEK BLVD TRAFFIC STUDY
CITY OF SHAKOPEE
WSB PROJECT NO. 1811 -360
02/12/2014
PAGE
Table of Contents
INTRODUCTION / BACKGROUND .............................................. ..............................1
EXISTINGCONDITIONS ................................................................ ............................... 3
TRAFFICPROJECTIONS ................................................................ ............................... 8
ROADWAY IMPROVEMENT ALTERNATIVES ......................... .............................11
TRAFFIC IMPACT ANALYSIS ....................................................... .............................14
CONCLUSIONS / RECOMMENDATIONS ................................... .............................19
Figures / Tables
Figure1- Location Map ................................................................. ..............................2
Figure 2 - Existing Traffic Volumes ........................................... ..............................7
Figure 3 - Projected 2030 Background Traffic Volumes ... ..............................9
Figure 4 - Projected 2030 Total Traffic Volumes ............... .............................10
Figure 5 - Concept 1- 3 Lane Section ............................. .......................Appendix
Figure 6 - Concept 2 - 4 Lane with Roundabout at Vierling Dr.... Appendix
Figure 7 - Concept 3 - 3 Lane with Roundabout at Vierling Dr.... Appendix
Figure8 - Level of Service .......................................................... .............................14
Table1- Crash Summary ............................................................. ..............................6
Table 2 - Crash Rate Summary ................................................... ..............................6
Table 3 - Existing Level of Service - 4 Lane .......................... .............................15
Table 4 - Existing Level of Service - 3 Lane .......................... .............................16
Table 5 - 2030 Level of Service - without Area Development - 4 Lane ...16
Table 6 - 2030 Level of Service - without Area Development - 3 Lane ...17
Table 7 - 2030 Level of Service - with Area Development - 4 Lane.......... 18
Table 8 - 2030 Level of Service - with Area Development - 3 Lane.......... 18
EAGLE CREEK BLVD TRAFFIC STUDY 02/12/2014
CITY OF SHAKOPEE
WSB PROJECT NO. 1811 -360 PAGE Ii
INTRODUCTION / BACKGROUND
Eagle Creek Boulevard is a four lane undivided roadway, designated as a City Collector
route. Previously the section of Eagle Creek Boulevard from Canterbury Road (CSAH 83) to
Marschall Road (CSAH 17) was a Scott County roadway designated as CSAH 16. This
roadway was turned back to the City of Shakopee from the County, with 17Th Avenue then
becoming a Scott County roadway having the new CSAH 16 designation.
The City is planning a mill and overlay project along Eagle Creek Boulevard in 2014. This
already - planned and budgeted project presents the opportunity to review and potentially
modify the lane configurations, along with intersection control to improve the operation
and safety of the corridor.
Crashes have occurred along the corridor especially at the Vierling Drive four -way stop,
likely due to the configuration and approach speeds. This intersection will likely see
increased traffic due to future area development plans. While through traffic and
emergency vehicles enjoy the benefit of the high posted speed, it is not consistent with
single - family residential land uses and closely- spaced accesses, suggesting a potential for a
safety and quality of life improvement by a reduced speed.
As a result of the 2014 project and potential for review of the corridor, the City Council
commissioned WSB & Associates to prepare a Traffic Study of the Eagle Creek Boulevard
corridor to determine the appropriate lane configuration and traffic controls. The study
area is bounded by Marschall Road (CSAH 17) and Canterbury Road (CSAH 83). Figure 1
illustrates the study area within the City of Shakopee.
The following sections of this report outline the findings of this study including:
• Documentation of existing traffic conditions in the corridor;
• Projecting proposed land use development traffic for the future area development;
• Analyzing both existing and future traffic conditions for 3 lane and 4 lane roadway
alternatives;
• Analyzing both existing and future traffic conditions for an all -way stop and
roundabout at Vierling Drive;
• Determining lane configuration needs (i.e. right turn lanes) at the primary
intersections along the corridor, and;
• Developing conclusions and recommendations with respect to the existing and
future roadway configurations in the corridor.
EAGLE CREEK BLVD TRAFFIC STUDY
CITY OF SHAKOPEE
WSB PROJECT No. 1811.360
02/12/2014
PAGE 1
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EXISTING CONDITIONS
A. Land Use
The existing land use in the study area consists primarily of single - family
residential, multi - family residential, agricultural, some commercial uses adjacent
to Eagle Creek Boulevard. In addition a large area north of the roadway is made
up of the Canterbury Park horse racing track and recreational area.
B. Roadway Characteristics
Eaale Creek Boulevard: Eagle Creek Boulevard is an east -west city collector street
that runs from Marschall Road (CSAH 17) to Canterbury Road (CSAH 83). This
roadway in the study area has a four -lane undivided section (with the exception
of a median and additional turn lanes at the Canterbury Road signal). The posted
speed is 50 mph. There are traffic signals at both Marschall Road (CSAH 17) and
Canterbury Road (CSAH 83), and a four -way stop at Vierling Drive. All other
intersections are side street stop control.
Marschall Road (CSAH 17Z Marschall Road (CSAH 17) is a north -south 3 -lane "A"
minor arterial traversing Scott County from CSAH 101 in Shakopee to TH 13 in
Spring Lake Township. The intersection with Eagle Creek Boulevard is signalized
with permissive left -turn movements. The speed limit on Marschall Road (CSAH
17) is 35 MPH.
Canterbury Road (CSAH 83?: Canterbury Road (CSAH 83) is a north - south, 4 -lane
"A" minor arterial extending from CSAH 101 in Shakopee to CSAH 82 in the
Minnewauken Sioux community. The intersection with Eagle Creek Boulevard is
signalized with protected left -turn movements. The speed limit on Canterbury
Road (CSAH 83) is 45 MPH.
Vierling Drive: Vierling Drive is an east -west 4 -lane "A" minor arterial that runs
from Eagle Creek Boulevard to just east of County Road 69. The intersection with
Eagle Creek Boulevard has all -way stop control. The posted speed is 30 mph.
The lane configurations at each of the primary Eagle Creek Boulevard corridor
intersection are as follows:
Marschall Road - Traffic Signal Control
SB Marchall Rd - one right /through, one left
WB Eagle Creek Blvd - one right, one through /left
NB Marchall Rd - one right /through, one left
EB Eagle Creek Blvd - one right, one through /left
EAGLE CREEK BLVD TRAFFIC STUDY
CITY OF SHAKOPEE
WSB PROJECT NO. 1811 -360
02/12/2014
PAGE 3
Roundhouse Street - Side Street Stop Control
SB Roundhouse St - one right /through /left
WB Eagle Creek Blvd - one right /through, one through /left
NB Roundhouse St - one right /through /left
EB Eagle Creek Blvd - one right /through, one through /left
Sarazin Street - Side Street Stop Control
SB Sarazin St - one right /through /left
WB Eagle Creek Blvd - one right /through, one through /left
NB Sarazin St - one right /through /left
EB Eagle Creek Blvd - one right /through, one through /left
Alysheba Road - Side Street Stop Control
SB Alysheba Rd - one right /left
WB Eagle Creek Blvd - one right /through, one through
EB Eagle Creek Blvd - one through, one through /left
Hauer Trail - Side Street Stop Control
WB Eagle Creek Blvd - one through, one through /left
NB Hauer Trail - one right /left
EB Eagle Creek Blvd - one right /through, one through
Vierling Drive - All -Way Stop Control
SB Vierling Dr - one right /through, one through /left
WB Eagle Creek Blvd - one right /through, one through /left
NB Vierling Dr - one right /through, one through /left
EB Eagle Creek Blvd - one right /through, one through /left
Canterbury Road (CSAH 83) - Traffic Signal Control
SB Canterbury Rd - one right, two through, two left
WB Eagle Creek Blvd - two right, two through, two left
SB Canterbury Rd - one right, two through, two left
EB Eagle Creek Blvd - one right, two through, two left
In addition to the primary City Street intersections along the corridor, there are
several other minor street intersections and direct driveway accesses onto Eagle
Creek Boulevard. The existing roadway geometrics including the intersection
traffic control, is shown on Figure 2.
EAGLE CREEK BLVD TRAFFIC STUDY
CITY OF SHAKOPEE
WSB PROJECT NO. 1811 -360
02/12/2014
PAGE 4
C Traffic Volumes
Traffic volume data was obtained from the City of Shakopee, Scott County, and
the Minnesota Department of Transportation (MnDOT) along with traffic counts
conducted by WSB & Associates, Inc. Traffic volume data was collected for the
Average Daily Traffic, AM peak hour and PM peak hour volumes.
The existing 2012 average daily traffic volume and 2013 peak hour counts are
illustrated on Figure 2.
D. Crash Data
The crash data included with this study was obtained from the City of Shakopee
police records and using the Minnesota Crash Mapping Analysis Tool (MnCMAT)
developed by MnDDT. The database includes crashes reported to MnDOT by local
law enforcement agencies.
The crash data presented is for the years of 2010 -2013. However, there is a lag
time between crash occurrence and data entry into the crash database of
approximately two to three months. As such, the data for 2013 is current only
through 11/4/2013. Any crashes that occurred after 11/4/2013 are not included
in this analysis.
The MnCMAT database does not provide access to the original handwritten crash
reports, which contain some details that are not represented in the MnCMAT
database however; the Shakopee police provided some of that data. Crashes that
resulted in damages under $1000 may not be included in the database results as
well.
The results indicate that the primary intersections along the corridor are at or
above the MnDOT Metro and Statewide average crash rates and severity rates. In
general the types of crashes include:
• Rear end crashes of vehicles stopped or slowing down to make left or right
turns.
• Right angle crashes of vehicles pulling out from a side street or driveway.
• Left turn crashes of vehicles turning in front of another vehicle.
A summary of the existing crash data and rates are shown in Table 1 and Table 2.
EAGLE CREEK BLVD TRAFFIC STUDY
CITY OF SHAKOPEE
WSB PROJECT NO. 1811 -360
02/12/2014
PAGE 5
Table 1 - Crash mmary
Table 2 - Crash Rate Summary
Crashes
Severity Rate
Location
Total
2010
2011
2012
2013
State
Calculated
Crashes
PD
PI
PD
PI
PD
PI
PD
PI
Average
Eagle Creek Blvd
Eagle Creek Blvd
at Roundhouse St
0.35
0.2
0.2
at Roundhouse St
1
0
0
0
2
0
0
0
3
Eagle Creek Blvd
0.22
0.2
0.2
0.43
0.2
0.3
Eagle Creek Blvd
1
0
0
2
2
0
1
0
6
at Sarazin St
Eagle Creek Blvd
at Hauer Tr
0.48
Eagle Creek Blvd
0.2
0.60
0.2
0.3
Eagle Creek Blvd
at Al sheband
0
0
2
0
0
0
0
1
3
Eagle Creek Blvd
Corridor
0.31
0.24
0.26
0.38
1
0
2
0
0
1
1
0
5
at Hauer Tr
Eagle Creek Blvd
at Vierlin Dr
3
0
1
0
3
0
4
0
11
Eagle Creek Blvd
Corridor
6
0
5
2
7
1
6
1
28
Table 2 - Crash Rate Summary
EAGLE CREEK BLVD TRAFFIC STUDY
CITY OF SHAKOPEE
WSB PROJECT NO. 1811 -360
02/12/2014
PAGE 6
Crash Rate
Severity Rate
Location
Metro
State
Metro
State
Calculated
Calculated
Average
Average
Average
Average
Eagle Creek Blvd
at Roundhouse St
0.35
0.2
0.2
0.35
0.2
0.3
Eagle Creek Blvd
at Sarazin St
0.22
0.2
0.2
0.43
0.2
0.3
Eagle Creek Blvd
at Al Sheba Rd
0.11
0.2
0.2
0.11
0.2
0.3
Eagle Creek Blvd
at Hauer Tr
0.48
0.2
0.2
0.60
0.2
0.3
Eagle Creek Blvd
at Vierling Dr
0.39
0.4
0.5
0.39
0.7
0.7
Eagle Creek Blvd
Corridor
0.31
0.24
0.26
0.38
0.30
0.38
EAGLE CREEK BLVD TRAFFIC STUDY
CITY OF SHAKOPEE
WSB PROJECT NO. 1811 -360
02/12/2014
PAGE 6
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Existing Traffic Volumes
TRAFFIC PROJECTIONS
In order to analyze the lane configuration and traffic control needs projected traffic
volumes need to be determined for the corridor. Projected 2030 traffic volumes were
determined based on proposed future development plan land use in the area and the City's
current Transportation Plan. The following sections outline the traffic generation from the
study area, as well as the traffic distribution and projected traffic volumes.
A. Traffic Generation
Traffic growth will occur between existing conditions (2013) and any given
future year due to other development within the region. This background growth
must be accounted for and included in future year traffic forecasts. Reviewing the
City's Transportation Plan model and historical traffic counts in the area, traffic
has stayed somewhat constant or dropped in the past few years. However, in
order to account for some background growth in traffic a growth projection
factor of 1.3 was used to project traffic to the 2030 analysis year.
In addition to the regional background traffic, future area development related
traffic was determined and included with the overall future traffic projections.
The land use estimates were based on potential "worst case" conditions for the
area. The estimated trip generation from the future area development is:
ADT = 41,500 vpd (20,750 in and out)
AM Peak = 2300 (1235 in, 1065 out)
PM Peak = 3200 (1660 in, 1540 out)
B. Traffic Distribution
The direction of approach /departure for the future area development traffic was
based on output from the City's Transportation Model. In general the direction of
approach /departure for the proposed study area includes:
To Canterbury Road (CSAH 83) - 65%
To 4th Avenue - 10%
To Eagle Creek Boulevard - 15%
To Vierling Drive - 5%
C. Projected Traffic Volumes
The projected study area traffic was assigned to the street system according to
the distribution by direction of approach /departure as discussed above. The total
2030 traffic volumes were determined by adding the 2030 background traffic
together with the proposed future area development traffic. Figure 3 and Figure
4 shows the 2030 projected average daily traffic and peak hour volumes for the
Eagle Creek Boulevard corridor with and without future area development traffic.
EAGLE CREEK BLVD TRAFFIC STUDY
CITY OF SHAKOPEE
WSB PROJECT NO. 1811 -360
02/12/2014
PAGE 8
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2030 Background Traffic Volumes
Without Area Development
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Eagle Creek Boulevard Figure 4
Traffic Study 2030 Total Traffic Volumes
SHAKOPEE With Area Development
Thru -Stop l ntersectlon
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Eagle Creek Boulevard Figure 4
Traffic Study 2030 Total Traffic Volumes
SHAKOPEE With Area Development
ROADWAY IMPROVEMENT ALTERNATIVES
Three -lane Section
It has been found that the conversion of a 4 -lane undivided cross section to three lanes,
sometimes referred to as a "Road Diet ", can improve safety and maintain an acceptable
level of service. In general, the studies of conversions resulted in a reduction of average or
85th percentile speeds (typically less than five miles per hour) and a relatively dramatic
reduction in excessive speeding (60 to 70 percent reduction in the number of vehicles
traveling five miles per hour faster than the posted speed limit) and total crashes
(reductions between 17 to 62 percent).
Four to three lane conversions can offer benefits to both drivers and pedestrians. On a 4-
lane street, speeds can vary between lanes, and drivers must slow or change lanes due to
slower vehicles (e.g., vehicles stopped in the left lane waiting to make a left turn). In
contrast, on streets with one through lane plus a center turn lane, drivers' speeds are
limited by the speed of the lead vehicle in the through lanes, and through vehicles are
separated from left- turning vehicles. Thus, these conversions may reduce vehicle speeds
and vehicle interactions, which could potentially reduce the number and severity of
vehicle -to- vehicle crashes. These conversions can also help pedestrians by creating fewer
lanes of traffic to cross and by reducing vehicle speeds.
Studies have concluded that with most average daily traffic (ADT) conditions, four to three
lane conversions appeared to have minimal effects on vehicle capacity because left- turning
vehicles were moved into a common two -way left -turn lane (TWLTL). However, for
roadways with ADTs above approximately 20,000 vehicles, there is an increased likelihood
that traffic congestion will increase to the point of diverting traffic to alternative routes.
Guidance suggests that a four to three lane conversion maybe considered as a feasible
option when bi- directional peak -hour volumes are less than 1,500 vehicles per hour, but
that caution begins to be exercised when the roadway has a bi- directional peak -hour
volume between 1,500 and 1,750 vehicles per hour. At and above 1,750 vehicles per hour,
simulation has shown a reduction in arterial level of service. These peak hour volumes
would translate into an average daily traffic volume of 15,000 to 18,000 vehicles per day.
For the Eagle Creek Boulevard corridor the average daily traffic levels are or projected to
be the following:
• Existing = 7,400 vpd
• Projected 2030 without area development= 9,400 vpd
• Projected 2030 with area development= 18,000 vpd
EAGLE CREEK BLVD TRAFFIC STUDY 02/12/2014
CITY OF SHAKOPEE
WSB PROJECT NO. 1811 -360 PAGE 11
Based on these volumes, it can be concluded that in general a four to three lane conversion
would be a feasible option. However, as the traffic conditions increase with the full
development of the area, the capacity of a three lane section would be approaching its
maximum.
A detailed intersection capacity analysis with a four lane and three lane roadways is
include in the Traffic Analysis section of this study. Figure 5 in the Appendix shows a
concept drawing of a three lane roadway for the Eagle Creek Boulevard corridor.
Modern roundabouts are designed to maximize safety for drivers, pedestrians and cyclists,
without the use of traffic signals. These roundabouts can have either a single lane of traffic,
or multiple lanes to maintain a consistent flow of traffic. The construction of a new single -
lane roundabout will reduce intersection approach speeds as well as the rate and severity
of crashes. A study by the National Insurance Institute for Highway Safety reports that
intersections converted to roundabouts show a 39 percent decrease in all crashes and an
89 percent decrease in fatal crashes.
By facilitating lower speeds and traffic flowing in only one direction, crashes are reduced
with a roundabout. In particular, right angle and head -on crashes are eliminated, which are
often the most severe types of conflicts. Rear end crashes are also reduced. Roundabouts
have also been found to be safer for pedestrians due to reduced wait times, lower speeds,
and better visibility.
Overall, roundabouts have several advantages over signals and stop signs. In addition to
the crash and pedestrian benefits mentioned above, there is also less vehicle delay and
pollution because cars are not stopped and idling. Roundabouts are also less expensive to
operate. A roundabout can reduce maintenance fees by approximately $3,500 per year per
intersection, and electricity costs can be reduced by an additional $1,500 per year at a
given intersection.
Intersections that are good candidates as a roundabout include those with higher volume
side street traffic, intersections that meet or are close to meeting traffic signal warrants and
have a high number of right angle, left turn or head on crashes. In the Eagle Creek
Boulevard corridor, the intersection of Vierling Drive could be considered as a roundabout
candidate.
Figure 6 in the Appendix shows a Vierling Drive roundabout concept with a three lane
roadway section, and Figure 7 in the Appendix shows a roundabout concept with a four
lane roadway section.
EAGLE CREEK BLVD TRAFFIC STUDY
CITY OF SHAKOPEE
WSB PROJECT N0. 1811 -360
02/12/2014
PAGE 12
Riaht Turn Lanes
Another option to improve safety would be to include right turn lanes approaching
intersections. This type of improvement would reduce the potential rear end crashes by
removing slowing vehicles from the through lane. The need for right turn lanes can be
evaluated in two ways; first, with capacity analysis which would highlight those
intersections where delays would or could cause issues; second, using design curves that
take into account the speed of the roadway and number of turning vehicles. A study was
conducted by MnDOT and the Local Road Research Board, which is outlined in a Technical
titled "Traffic Volume Thresholds for Requiring Right Turn Lanes and Treatments on Two -
Lane Roads'.
For the Eagle Creek Boulevard corridor, based on the intersection traffic analysis, there
would not any capacity issues at any of the primary intersection (see the Traffic Analysis
section of this report).
Using the design curves outlined in the MnDOT /LRRB study, with a 50 mph speed limit, any
intersection with a right turn volume of 40 to 50 vehicles in the peak hour would be a
candidate for providing a right turn lane. Based on this evaluation no intersection would
require right turn lanes with the existing traffic conditions however, the following locations
should be considered for right turn lanes by 2030.
Westbound Eagle Creek Blvd at Sarizan St - 2030 without area development traffic
Eastbound Eagle Creek Blvd at Vierling Dr - 2030 without area development traffic
Westbound Eagle Creek Blvd at Vierling Dr - 2030 with area development traffic
EAGLE CREEK BLVD TRAFFIC STUDY 02/12/2014
CITY OF SHAKOPEE
WSB PROJECT NO. 1811 -360 PAGE 13
TRAFFIC IMPACT ANALYSIS
A. Methodology
The intersections in the corridor were evaluated during the AM and PM peak
hours using Synchro /SimTraffic micro simulation software. The results are
derived from established methodologies documented in the Highway Capacity
Manual (HCM) 2010. The software was used to evaluate the characteristics of the
roadway network including lane geometrics, turning movement volumes, traffic
control, and signal timing. In addition, the signal timing parameters for future
year conditions were optimized using Synchro. This information was then
transferred to SimTraffic, the traffic simulation model, to estimate average peak
hour vehicle delays and queues.
One of the primary measures of effectiveness used to evaluate intersection traffic
operations, as defined in the HCM, is Level of Service (LOS) - a qualitative letter
grade, A - F, based on seconds of vehicle delay due to a traffic control device at an
intersection. By definition, LOS A conditions represent high quality operations
(i.e., motorists experience very little delay or interference) and LOS F conditions
represent very poor operations (i.e., extreme delay or severe congestion). Figure
8 depicts a graphical interpretation of delay times that define level of service. The
delay thresholds are lower for un- signalized intersections than signalized
intersections due to the public's perception of acceptable delays for different
traffic controls as indicated in the HCM. In accordance with the Minnesota
Department of Transportation (MnDOT) guidelines, this analysis used the LOS
D/E boundary as an indicator of acceptable traffic operations.
Figure 8., Level of Service Ranges for Signalized and Un -signa
EAGLE CREEK BLVD TRAFFIC STUDY
CITY OF SHAKOPEE
WSB PROJECT NO. 1811 -360
lized Intersections
02/12/2014
PAGE 14
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EAGLE CREEK BLVD TRAFFIC STUDY
CITY OF SHAKOPEE
WSB PROJECT NO. 1811 -360
lized Intersections
02/12/2014
PAGE 14
Existing Conditions
The existing (2013) traffic conditions were modeled using the aforementioned data
collection and traffic analysis methodology. The existing posted speed limits were used as
the desired travel speed of vehicles in the existing and future analyses. A speed on of 50
mph was used for traffic on Eagle Creek Boulevard. All other side street speeds were
assumed to be 30 mph. The existing conditions were analyzed with the following lane
configurations and traffic control.
• Existing 4 -lane with all -way stop at Vierling Drive
• Existing 4 -lane with roundabout at Vierling Drive
• 3 -lane with all -way stop at Vierling Drive
• 3 -lane with roundabout at Vierling Drive
Results of the traffic analysis for the existing traffic conditions indicate that all intersections
are operating at acceptable levels with the existing 4lane conditions or would operate at
acceptable levels as a 3 lane section. The inclusion of a roundabout at the Vierling Drive
intersection would slightly improve the over intersection operations with critical
movements improving from LOS B to LOS A. Table 3 and Table 4 provide a summary of the
level of service and delay at each intersection.
Table 3: Existing (4 -Lane Section)
Intersection
AM Peak Hour
PM Peak Hour
LOS
Overall
Delay
sec veh
LOS
Overall
Delay
sec veh
Eagle Creek Blvd at Roundhouse St
A (A)
0.8
A (A)
0.7
Eagle Creek Blvd at Sarazin St
A (A)
1.0
A (A)
1.1
Eagle Creek Blvd at Alysheba Rd
A (A)
1.1
A (A)
1.1
Eagle Creek Blvd at Hauer Tr
A (A)
2.S
A (A)
2.4
Eagle Creek Blvd at Vierling Dr
All way Stop)
A (B)
7.2
A (B)
7.4
Eagle Creek Blvd at Vierling Dr
Roundabout
A(A)
5.8
A (A)
6.4
EAGLE CREEK BLVD TRAFFIC STUDY
CITY OF SHAKOPEE
WSB PROJECT NO. 1811.360
02/12/2014
PAGE 15
Table 4: Existing (3 -Lane Section)
2030 Conditions without area development
The turning movements for the projected 2030 conditions without area development are
provided in Figure 3. These turning movements were modeled for the 3 -lane and 4 -lane
roadway lane configuration, with and without a roundabout at Vierling Drive. The results
are summarized in Table S and Table 6
Table 5.2030 without Area Development (4 -Lane Section)
AM Peak Hour
PM Peak Hour
Intersection
Overall
Overall
LOS
Delay
LOS
Delay
sec veh
sec veh
Eagle Creek Blvd at Roundhouse St
A (A)
1.1
A (A)
1.4
Eagle Creek Blvd at Sarazin St
A (A)
1.6
A (A)
1.7
Eagle Creek Blvd at Alysheba Rd
A (A)
1.6
A (A)
1.7
Eagle Creek Blvd at Hauer Tr
A (B)
2.9
A (B)
2.9
Eagle Creek Blvd at Vierling Dr
A (B)
8.7
A (B)
9.3
All way Stop)
Eagle Creek Blvd at Vierling Dr
A(A)
5.8
A (A)
6.4
Roundabout
2030 Conditions without area development
The turning movements for the projected 2030 conditions without area development are
provided in Figure 3. These turning movements were modeled for the 3 -lane and 4 -lane
roadway lane configuration, with and without a roundabout at Vierling Drive. The results
are summarized in Table S and Table 6
Table 5.2030 without Area Development (4 -Lane Section)
EAGLE CREEK BLVD TRAFFIC STUDY
CITY OF SHAKOPEE
WSB PROJECT NO. 1811 -360
02/12/2014
PAGE 16
AM Peak Hour
PM Peak Hour
Intersection
Overall
Overall
LOS
Delay
LOS
Delay
sec veh
sec veh
Eagle Creek Blvd at Roundhouse St
A (A)
1.1
A (A)
1.1
Eagle Creek Blvd at Sarazin St
A (A)
1.4
A (A)
1.4
Eagle Creek Blvd at Alysheba Rd
A (A)
1.5
A (A)
1.6
Eagle Creek Blvd at Hauer Tr
A (B)
2.6
A (B)
2.7
Eagle Creek Blvd at Vierling Dr
A (B)
8.1
A (B)
8.7
All way Stop)
Eagle Creek Blvd at Vierling Dr
A(A)
7.5
A (A)
7.8
Roundabout
EAGLE CREEK BLVD TRAFFIC STUDY
CITY OF SHAKOPEE
WSB PROJECT NO. 1811 -360
02/12/2014
PAGE 16
Table 6.2030 without Area DevelODmen t (3 -Lane Section)
Intersection
AM Peak Hour
PM Peak Hour
LOS
Overall
Delay
sec veh
LOS
Overall
Delay
sec veh
Eagle Creek Blvd at Roundhouse St
A (A)
1.6
A (A)
2.0
Eagle Creek Blvd at Sarazin St
A (A)
2.2
A (A)
2.3
Eagle Creek Blvd at Alysheba Rd
A (A)
2.3
A (B)
2.5
Eagle Creek Blvd at Hauer Tr
A (B)
3.1
A (B)
3.3
Eagle Creek Blvd at Vierling Dr
All way Stop)
B (B)
10.2
B (C)
12.0
Eagle Creek Blvd at Vierling Dr
Roundabout
A(A)
7.5
A (A)
7.8
Results of the traffic analysis for the 2030 conditions without area development indicate
that all intersections would be operating at acceptable levels with a 4lane or 3 lane
roadway section, with or without a roundabout at Vierling Drive.
The inclusion of a roundabout instead of an all way stop at the Vierling Drive intersection
would improve the over intersection operations, improving the overall intersection from
an LOS B to an LOS A and the critical movements from LOS B/C to LOS A.
2030 Conditions with area development
The turning movements for the projected 2030 conditions with area development traffic
are provided in Figure 4. These turning movements were modeled for a 3 -lane and 4 -lane
roadway lane configuration, with and without a roundabout at Vierling Drive. The results
are summarized in Table 7 and Table 8
Results of the traffic analysis for the 2030 conditions with area development indicate that
all intersections would be operating at acceptable levels (overall LOS D or better) with a 4
lane or 3 lane roadway section, with or without a roundabout at Vierling Drive.
At the intersection of Vierling Drive, with an all way stop condition the overall LOS is at D
which is an acceptable condition, however, there are movements that are anticipated to be
at a LOS E with the full development of the area; specifically the westbound right turn and
the southbound left turn in the PM peak hour. By converting the intersection to a
roundabout the overall intersection would improve from an LOS C/D to an LOS B/C and the
critical movements would improve from an LOS D/E to an LOS C /D.
EAGLE CREEK BLVD TRAFFIC STUDY 02/12/2014
CITY OF SHAKOPEE
WSB PROJECT NO. 1811 -360 PAGE 17
In addition, by adding a right turn lane for westbound Eagle Creek Boulevard traffic to
either the all way stop or roundabout configuration, the overall LOS and critical movement
LOS would be improved.
Table 7.2030 with Area Development 4 -Lane Section
Intersection
AM Peak Hour
PM Peak Hour
LOS
Overall
Delay
sec veh
LOS
Overall
Delay
sec veh
Eagle Creek Blvd at Roundhouse St
A (A)
1.1
A (A)
1.3
Eagle Creek Blvd at Sarazin St
A (A)
1.5
A (A)
1.7
Eagle Creek Blvd at Alysheba Rd
A (A)
1.7
A (B)
2.3
Eagle Creek Blvd at Hauer Tr
A (B)
2.8
A (B)
3.6
Eagle Creek Blvd at Vierling Dr
All way Stop)
C (D)
23.6
D (E)
27.9
Eagle Creek Blvd at Vierling Or
Roundabout
B(C)
13.4
C (D)
19.7
Table 8: 2030 with Area Development (3 -Lane Section)
Intersection
AM Peak Hour
PM Peak Hour
LOS
Overall
Delay
sec veh
LOS
Overall
Delay
sec veh
Eagle Creek Blvd at Roundhouse St
A (A)
1.7
A (B)
2.7
Eagle Creek Blvd at Sarazin St
A (A)
2.4
A (B)
3.1
Eagle Creek Blvd at Alysheba Rd
A (B)
2.8
A (B)
4.1
Eagle Creek Blvd at Hauer Tr
A (B)
3.6
A (B)
4.8
Eagle Creek Blvd at Vierling Dr
All way Stop)
D (D)
27.8
D (E)
34.6
Eagle Creek Blvd at Vierling Dr
Roundabout
B(C)
13.4
C (D)
19.7
EAGLE CREEK BLVD TRAFFIC STUDY
CITY OF SHAKOPEE
WSB PROJECT NO. 1811 -360
02/12/2014
PAGE 18
CONCLUSIONS / RECOMMENDATIONS
Based on the results of the traffic impact analysis, the following conclusions can be made:
• The City of Shakopee is planning a mill and overlay project for Eagle Creek
Boulevard in the summer of 2014 providing an opportunity for lane configuration
changes if feasible.
• Existing average daily traffic volume on Eagle Creek Boulevard in 7400 vpd.
• Historic data indicates that the crash rates and crash severity rates for intersections
along the Eagle Creek Boulevard corridor are at or above Metro or Statewide
averages.
• Development is anticipated to occur in the area over the next 15 to 20 years.
Estimated traffic generation from the site resulted in up to an addition 41,500 trips
per day, an addition 2300 AM peak hour trips and an additional 3200 PM peak hour
trips.
• Traffic projection on Eagle Creek Boulevard for the year 2030 without area
development is 9400 vpd and the 2030 projection with area development is 18,000
vpd.
• Roadway improvement alternatives considered include: conversion of the 4 -lane
section to a 3 -lane section; replacing the all -way stop at Vierling Drive with a
roundabout, and; addition of right turn lanes at the primary intersections.
• Guidance suggests that a 4 -lane to 3 -lane conversion is feasible with an average
daily traffic up to 18,000 vpd to 20,000 vpd. Eagle Creek Boulevard would meet this
rule of thumb with existing traffic condition or projected 2030 conditions with or
without area development traffic. The advantages to converting a 4 -lane roadway
to a 3 -lane roadway include:
• Minor reduction in the 85% speed (less than 5mph reduction).
• Significant reduction in the excessive speeding (reduction of vehicles
traveling more than 5 mph over speed limit).
• Reduction number and severity of rear -end crashes.
• Improved pedestrian safety crossing fewer lanes.
EAGLE CREEK BLVD TRAFFIC STUDY
CITY OF SHAKOPEE
WSB PROJECT NO. 1811.360
02/12/2014
PAGE 19
Intersections that are good candidates as a roundabout include those with higher
volume side street traffic, intersections that meet or close to meeting traffic signal
warrants and those intersection with high numbers of right -angle or head -on
crashes. Based on these rules of thumb, the Vierling Drive intersection would be a
candidate for a roundabout, especially when the area is developed. The advantages
to a roundabout include:
o Reduction of intersection approach speeds to between 15mph and 20mph.
o Reduction in the number and severity of intersection crashes.
o Improved pedestrian safety.
o Less overall vehicle delay.
o Reduced maintenance cost over a traffic signal system.
Addition of right turn lanes at intersections will improve safety by removing the
vehicle slowing down to turn from the through traffic lane. Review of criteria used
to determine the need for right turn lanes indicated that no right turn lanes would
be needed with existing traffic conditions. However, with the 2030 projected traffic
conditions right turn lanes should be considered on Eagle Creek Boulevard at
Vierling Drive and Sarizan Street.
The traffic analysis completed for the primary intersections indicated that with the
existing traffic conditions and the projected 2030 traffic condition with a 3 -lane or
4 -lane roadway configuration, all intersection would operate at acceptable levels of
service.
o Existing 4 -lane overall A with movements at LOS B
o Existing 3 -lane overall A with movements at LOS B
o 2030 4 -lane without area development overall A with movements at LOS B
o 2030 3 -lane without area development overall A/B with movements at LOS C
o 2030 4 -lane with area development overall C/D with movements at LOS E
o 2030 3 -lane with area development overall C/D with movements at LOS E
At the Vierling Drive intersection the traffic analysis indicated that for the existing
and 2030 without area development traffic the operations with a roundabout or all -
way stop would be similar, however, the roundabout would have a slightly
improved LOS from the all way stop. With the addition of area development traffic
in the future the intersection begins to approach capacity. In this case with the
additional traffic on Vierling Drive the construction of a roundabout would provide
improved operations. The overall intersection would be operating at an LOS C/D as
an all -way stop and LOS B/C as a roundabout.
EAGLE CREEK BLVD TRAFFIC STUDY
CITY OF SHAKOPEE
WSB PROJECT NO. 1811 -360
02/12/2014
PAGE 20
Based on the above conclusions and the analysis in this study it is recommended that no
changes be implemented at this time. The study shows that with a 4 -lane or 3 -lane roadway
section, with the an all -way stop or roundabout at Vierling Drive the safety and operations
of the corridor are virtually the same, with the existing or future 2030 conditions without
area development traffic. Although a 3 -lane section would, theoretically improve safety by
reducing crashes and improve operations, the change is not needed at this time. However,
as the area development is implemented these improvements should be further evaluated.
Therefore, the following is recommended:
1. Maintain the existing 4 -lane striping with the 2014 mill and overlay project.
Continue to monitor the roadway for crashes and operational issues with future
traffic growth and re- evaluate the 3 -lane need with the next or future seal coat
projects.
2. Maintain the existing all -way stop condition at Vierling Drive until such time as the
area begins development.
3. Consider adding right turn lanes for westbound Eagle Creek Boulevard at Sarazin
Street and eastbound and westbound Eagle Creek Boulevard at Vierling Drive as
development occurs in the area and traffic volumes increase.
EAGLE CREEK BLVD TRAFFIC STUDY
CITY OF SHAKOPEE
WSB PROJECT NO. 1811.360
02/12/2014
PAGE 21
APPENDIX
EAGLE CREEK BLVD TRAFFIC STUDY
CITY OF SHAKOPEE
WSB PROJECT NO. 1811 -360
02/12/2014
PAGE 22
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