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HomeMy WebLinkAbout10.E.1. Consider Applying for State and Federal Funds for Route of Regional Signifiance Project-VierlingDrive from CR 69 to Taylor Street and for Mini-Roundabout for CR 79 and Vierling Drive � o, �, CITY OF SHAKOPEE Memorandum TO: Mayor & City Council Mark McNeill, City Administrator FROM: Bruce Loney, Public Works Director SUBJECT: Consider Applying for State & Federal Funds for Route of Regional Significance Project, Vierling Drive from CR 69 to Taylor Street and for a Mini-Roundabout for CR 79 and Vierling Drive Intersection DATE: January 17, 2012 INTRODUCTION: Staff has received notice of additional funds for Routes of Regional Significance and for a Mini-Roundabout Project. This agenda item is to inform Council of these opportunities and request Council consideration on whether or not to apply for solicitation. BACKGROUND: M/DOT has sent a notice to local jurisdictions about the 2011 legislature approved $10 million for Local Road Improvements Program (LRIP) or Routes of Regional Significance. Attached is the notice from Mn/DOT on available State funding is up to ! $5000,000.00 er roject. P p � Staff has reviewed the City for potential projects and believes Vierling Drive, from CR �, 69 to Taylor Street could be a candidate. Attached to this memo are the following items pertaining to this potential project: 1. Notice on Route of Regional Significance from Mn/DOT 2. Location map of Proposed Vierling Drive Connection 3. TH 169 and CR 69 Interchange Concept 4. 1997 Vierling Drive Preliminary Design Drawing 5. Proposal from WSB & Associates to Complete Grant Application It is proposed that the TH 169 and CR 69 interchange will be constructed in 2014. With the LRIP funding application and if selected, the Vierling Drive project must have a construction bid opening by June, 2013. These funds are for the street and storm sewer � i improvements but cannot be used for right-of-way, sanitary sewer, waterman, sidewalk, trail or engineering costs. Staff has had conversations with Mn/DOT reconveyance staff on obtaining the right-of- way for the roadway. It appears that Mn/DOT is not currently ready to dispose of this excess right-of-way and does not want assessments on these parcels. Staff has had further discussions with Patti Loken, Manger of the LRIP Program, and there could be additional funding in future bonding years as determined by the Legislation. Based on the reconveyance situation of the land owned by Mn/DOT and the desire not to have assessments on the property, it may be best to wait for other funding opportunities coming in 2013 or 2014. Also staff will need time to work with MNDOT on a reconveyance plan. Staff wants Council to be aware of this opportunity for funding and the excess right-of-way that will be coming available once the TH 169 interchange is built. � On the Mini-Roundabout Project Solicitation, Mn/DOT is looking for two locations for approximately $100,000.00 per location. Funding would cover 90% of eligible project costs and 10% local match is required. Staff had discussions with Scott County Public Works staff and one location that both the City and County staff recommends for consideration is at CR 79 and Vierling Drive intersection. Tony Wineicki of Scott County has prepared the application and concept drawing of a � mini-roundabout at this location. Scott County would be the applicant and the county is asking for a letter of support from the city. For this item the following attachments are for Council information: 1. Min-Roundabout 2012-2013 Project Solicitation Information and Application. 2. Previous CIP sheet on Traffic Control Signal or Roundabout 3. County Application and Map for Mini-Roundabout. 4. FHWA information on mini-roundabouts 5. Location Map of Vierling Drive and CR 79 Intersection 6. Scott County Information Sheet on mini-roundabout The attractiveness of the mini-roundabout is the lower cost than the standard roundabouts and move cars efficiently through an intersection and allows larger vehicles to traverse through the center island. Currently a 4-way stop condition exists at this intersection and traffic does back up significantly during the morning and evening peak hours. The county traffic engineer believes that the traffic efficiently will definitely be improved with a mini-roundabout. The cost of a mini-roundabout is about $200,000.00, in which the City's share would be about $50,000.00 and would come out of the Capital Improvement Fund (CIF). I I � The County would like to have a City letter of support to submit an application by February 8, 2012. ALTERNATIVES: 1. Authorize the appropriate City officials to execute an Extension Agreement with WSB & Associates, Inc for Engineering Services in preparing the Route of Regional Significance Grant Application. 2. Do not authorize the Extension Agreement with WSB & Associates, Inc. 3. Approve a motion directing staff to write a letter of support to Scott County ' , supporting an application for a Mini-Roundabout Project Solicitation for the intersection of Vierling Drive and CR 79. 4. Do not approve a letter of support to Scott County for an application for a Mini- Roundabout Project Solicitation for the intersection of Vierling Drive and CR 79. 5. Table for additional information. � RECOMMENDATION: Staff would recommend Alternatives No. 2& No. 3 for the city to not move ahead on a � solicitation for the Vierling Drive connection from CR 69 to Taylor Street due to complications with reconveyance and assessments with MNDOTat this time. Staff would recommend sending in a letter of support for a mini-roundabout at the Vierling Drive and � CR 79 intersection for more efficient traffic flow. I � ACTION REQUESTED: I I 1. Do not authorize the Extension Agreement with WSB & Associates, Inc. 2. Approve a motion directing staff to write a letter of support to Scott County supporting an application for a Mini-Roundabout Project Solicitation for the � intersection of Vierling Drive and CR 79. i Bruce Loney, . . ' Public Works Director � ENGR/2012-PROJECTS/2012-COUNCIL/S'IATE-FEDERAL-FUNDS I I DO ��H NES pT, 9yo Minnesota Department of Transportation n Q State Aid for Local Transportation 0 395 John Ireland Boulevard, MS 500 ��oF TaP`'� Saint Paul, MN 55155 The 2011 Legislature approved $10 million of state transportation bond funds in the Local Road Improvement Program (LRIP�. These funds are used to assist townships, cities and counties in paying the costs of I constructing or reconstructing local road projects with statewide or regional significance. MnDOT State Aid for Local Transportation will be soliciting counties, cities, townships and other local agencies I to submit projects eligible for funding under The Routes of Regional Significance Account of the LRIP for the FY 12/13 biennium BEGINNING NOVEMBER 22, 2012. i Criteria for submitting projects are: I • Projects must be approved for construction letting by June of 2013 • The road improvement must qualify as regionally significant • The project must correct a transportation deficiency and incorporate a safety strategy as part of the proposed improvement project • Funding is capped at $500,000. Please provide the following information for each local road project in your agency. You may submit more ' than one project: 1. Application Form � 2. Map showing project location and project limits. 3. Letters and county and city board resolutions of support. The 2011 LRIP Application is available at http://www.dot.state.mn.us/stateaid/sa Irip11 App.html I For more detailed information on the program and criteria please reference the state aid website � www.dot.state.mn.us/stateaid and click on State Aid Programs. Applications must be submitted by February 3, 2012 to: Patti Loken I � Mail: MnDOT State Aid for Local Transportation 395 John ireland Blvd., Saint Paul, MN 55155 Email: patti.loken@state.mn.us I �� An Equal Opportunity Employer ! � � = Q 4 V O I � � � , �- . . :.. „ - -^..�:� , ,.� . : '�,�„�� -'» "� �°-�',� . �. , � �{ , . .�. . � • � � � . � 1 t °f � � � I t� � oa, «,_..., o a.M �� t � _.� b� ,,. .�v+,�„ i 9�1 ' � � �" � � • u.. � _; � ��`' , � � � � � ...- � ., F , , "'d� ^v. >e : x� . �y,.wn'y,a'*+ne�...�^'�' d+ f 4` '{ > a m^ � � r � . 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Suite 300 Minneapolis, MN 55416 Tei: 763-541-4800 Fax: 763-541-1700 i January 4, 2012 I � I � � I Mr. Bruce Loney, P.E. � City Engineer/Public Works Director I City of Shakopee i � 129 Holmes Street South I i , Shakopee, MN 55379 '� Re: Estimate of Cost to Provide Engineering Services �, I Routes of Regional Significance Grant Applications i I Dear Mr. Loney: ! I I According to our Agreeinent for Professional Services within the City of Shakopee and Section I-C-2 (Major Projects), this extension agreement is written to provide you with an estimate of � cost for engineering services for the above-referenced project. � � � The proposed project includes the preparation on Routes of Regional Significance Grant � � Applications for the extension of Vierling Drive from CR 69 to Taylor Street. Currently, Vierling Drive has a gap of approximately 900 feet to complete the connection with CSAH 69. � The grant application would provide a funding source to construct this last link in Vierling Drive. i � We propose to conduct the work on an hourly basis with an estimated fee of $2,000. We will not � exceed this atnount without your prior approval. � It is proposed that all work under the contract would be considered complete after the applications have been submitted to MnDOT. The design and construction phase would be I � initiated if funding is approved. I � I � The City of Shakopee agrees to reimburse WSB & Associates for these services in accordance � with Section N of the Agreement for Professional Services. If this agreement meets with your � approval, please sign below and return one copy to our office. i � 'I I I � ', i Minneapolis ■ St. Cloud Equal Oppo�tunity Employer �� P�:1_E17iR 1'RnNIti.11S.tiM1Unr:.• I.TNbInn��blGll2 Aw I I _ _ _ __ __ _ _ . I Mr. Bruce Loney, P.E. City Engineer/Public Works Director City of Shakopee � January 4, 2012 Page 2 � If you have any questions concerning the work plan or fee as discussed herein, please feel free to contact me at 763-287-7183. We look forward to working with you and greatly appreciate the ' opportunity to assist you and your staff in the completion of this project. Sincerely, WSB,& spci , Inc. ,/ 1 Donald W. Sterna, PE I Project Manager , ACCEPTED BY: I I I City Administrator I � I City Clerk I ' Mayor I � I � Date � I I I � I � � � I I � I I I I P:�LETTER PROPOSALS\Shakopee\I.TR-bloney-0104I2.doc I I i � � � � I o�,�NNESp�,4`L , p Q Mini-Roundabouts 2012 — 2013 ' _ � F q�� F � Pa S e � Project Solicitation ', The Minnesota Department of Transportation's Office of Traffic, Safety, and Technology i (OTST), in partnership with State Aid for Local Transportation (SALT) and the Federal I � Highway Administration (FHWA), are soliciting for approximately $200,000 for design and ' construction of at least two mini-roundabouts. Right of way acquisition is not included, if ' needed. Federal funding will be used for 90% of eligible total project costs. A 10% local match � is required. I i � The main objective of this solicitation is to research the operational, maintenance, and public i acceptance of mini-roundabouts. These locations will be part of a larger national research study. � 1 � � Mini-roundabouts feature a smaller inscribed diameter, on the order of 50 to 80 feet, and a ' i relatively small circular center island (e.g., diameter of 16 to 45 feet) that is traversable. One of � the promising aspects of a mini-roundabout is its small footprint and relatively low i I implementation cost, which allows it to be a viable treatment for urban and suburban � � intersections of lower speed, two- or three-lane roads. In most cases, mini-roundabouts can fit � within existing intersection boundaries. All channelizations will be added within existing i boundaries. � I � I Th� mini-roundabout should be primarily designed for vehicles less than 20 feet long that� are � i expected to use the circular roadway around the center island, which can be raised or flush. Due � � to the restricted intersection geometry, buses and trucks may traverse over the center island to i � complete turning maneuver. It is also desirable to narrow the approach lanes of the mini- � roundabout to 10 feet to ensure a reduction in speed. � This solicitation is open to cities, counties, townships, or other local agencies eligible to receive � � state aid funding through the Delegated Contract Process (DCP). i General guidelines for submitting projects are: i • Intersection is currently experiencing capacity issues and/or safety issues i � � Low/no truck or bus traffic (5 percent or less) i • Peak hour entering traffic volumes from all legs 800 - 1000 vehicles per hour and i projected future traffic of less than 1,400 vehicles per hour , i • Speed limit of 35 mph or less on all approaches i i i Each agency may submit more than one project. For each intersection, please submit the � i � following information: � 1. Application Form MR-1 i 2. Map showing project location i i 3. Narrative of capacity/safety issues to be addressed (if available, include crash ' history, peak hour traffic counts, and documented speeding issue and safety concerns, etc.) 4. Letters and resolutions of support � � � i i i - ----- ---- - - -- -- - - - - I i � I I I I Application Form MR-1 (Mini-Roundabout Application Form) is available on the MnDOT State Aid Traffic Safety page: www.dot.state.mn.us/stateaid/sa traffic safety.html under Mini- � Roundabout Solicitation. � � Additional information on mini-roundabouts can be found at the following locations: � I � MnDOT State Aid Traffic Safety — under Mini-Roundabout Solicitation i � o Informational Brochure i ' o Other Information i • FHWA Safety Program — Technical Summary on Mini-Roundabouts i i o http://safety.fhwa.dot.uov/intersection/roundaboutslfhwasa10007/ , • ITE Journal — Mini-Roundabouts for the United States o http://www.ite.or�;/traffic/documents/JB09BA46.pdf I � Applications and the accompanied materials should be submitted by February 8 2012 to Mark ' I Vizecky at Mark.Vizecky(a�state.mn.us. � i Selection of the projects will be made in the first week of March by a five member committee. i The committee will include members from the City Engineers Safety Committee, MnDOT's � State Aid for Local Transportation, and MnDOT's Office of Traffic, Safety, and Technology. i i ! � Applicants having questions or requiring assistance with this application should contact: ' � Mark Vizecky � 651-366-3839 � � � � ' Mark.Vizeckvn,state.mn.us � i � i i � � � � � , � i i I i i � i � � i i � i i � I i I I I � City of Shakopee Capital Improvement Program 2009-2013 Project Manager: Project Type: Project Title: Total Project Cost: Bruce Loney Street Construction Traffic control signal or round-a-bout $650,000 for C.R. 79 and Vierlin Dr. A. Ex enditure Items: 2009 2010 2011 2012 2013 Land & ROW Construction 500,000 Improvements En ineerin /Admin. 150,000 Total - - 650,000 - - B. Fundin Source: General Fund Capital Improvement Fund 150,000 Park Reserve Fund Grants (specify) Donations {specify) 500,000 (County} State Aid Assessments Sanitary Sewer Fund-Base Sanitary Sewer Fund-Trunk ' Storm Drainage Fund-Base Storm Drainage Fund-Trunk Tax Lev Total - - 650,000 - - R .� `� � _ � -- � � r Description: ��� - � j �� i ' T I,�4 � ,' � ��. �4v�• .t. . � , r. r 1. �� �.' �� . � �.. s l le i���'' �a 5�� y � t �1,�,,8 �� �, s-�� j ,� �, ,'� �,� �„1 �, r� New traffic control signal or round-a-about at County Road 79 and Vierling , � .� I � i �• . , ,.. �. . �. :�� , ..'��.�. 'r. , , .�_ . � "` , intersection. � v ��{ i.r C � '� . - ' _ �'' � ��'"y , +° 1� y R 4 '� , k �. � � t. �-� `1� � .�. ' (, � � 3 � , i +1� .� � r4 . � ' .,�� � � � � !�� t �r� ;� '� , ,t�s''-; `��...�� . .«�'� a JUStIfICBtIOn: �� ,�� T �' ,, ,' " " i`�' ' ��` 4 `. �;" �' � s��' j � Sufficient traffic movements may warrant the signal system. A warrant study will �, „ , � � a �, { *`�'` �" " � .,+;� ' - � t ' . ��' �` * 's � <' need to be done to justify the signal. _ ' ��, - . �^_"� t '�` � -� , ��� � "� ;� y ':�� `.�..—.�.tf 4 :; ' a ,? h�,,'y � r � � �-`� _ � � � �rr w ..,: •' �+ ' . � � ' 'A���y1 ,.. - .� , ; . .. _ � . . . i t x �'� . , `, , ` � • .. � .. . ` a a rI _ S.. .., � v: : � .. . ; � t � � � .` ,, , _ ■i .1 �4 Y . r � 1 r , A S - : t !`G.. � K `�.- � .. � !�' �1 y , �#' � '� t���. M ��" • ^ � Other Comments: �'� '' `,`�� t '"`"" �� y'' I ry � "�� Relocation of High School to the south will change traffic patterns and may justify a "' � � ' � � _;\ �� ' - • '` ,��; , .,� ;,��'��t� -'.";, .�, i`� �<�a� ;�<-� � .�' �.,.: � � '� �'`-� —.-,,��� signal or round-a-bout at this time. Scott County hasjurisdiction over the 1 4 7 a � . .� t ..�. '` ��,,',-�►. •: � ' � � =` � intersection. � f" r t97 � ; �,.� +'� „� " s « - """" ^ +f Y ' w , �` y � i! � .'a. r � ) "j f . . .� wi _ . y . . �. n F, f '� 1 7 �rl. 1. . �.� `'� a1 � � �.,+� `� � � r . �" � .� � �.� , i Y i -„ � � . �... _ .�-' -�a , w�-•-��h'�,�i=���r '+� +r< � L LS'yl ��' �'? � ..• -� . �' ■ a7��'�ctiz��7Y'tJMr �., ' , � ., �^-,,,,.�y,,-.,� "=.- .. � ... ' ., � ij G C -"-" � � ` : __ � � _.,� Operatinq Costs: '°���� `-� � °�� `� $2,400/year for operating and maintenance costs if a signal is installed. � � �, . � PROJECT LOCATION i � � �; y�.�� ' t-' - ,�, ; � � ; � � �� ,, �� t � � � r , � ; � �� � -� � �` ��" I i �� i � • � . • • � I I ,, , „ e. a . �. . I �� '�` �� �"` Fsi �Y: ��c.�'�Y-�Ew'��- tt,-'�', �S 'Sr ' .�R� w �`b °., 4 ' ,, a'�,e ass �. � �'' �,5 ��'�uR.v+Fb` � �`-�", t �" .rs^ "��"�� �� "�; +t 4 '�� �� »� . � � � I � __} � ,.�+ � �'� z�av�""����.u'��l��s���r c� y��� x . 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',� �^""� ' e ., � r"*.. .. -� � r+^ � - . , � � �. � �.r�-�a� '�"'� �; ,� x.' ,e :. � �� �°• ' �- � � * � . . '�,r ' ��. �:' �` `"'- � � � . « ., . . , '� . . � � - � . o r � . ' _ • _ � _ t- � k• ,.�a —`fX" �. ��- y k � " � $ ' � f ;� » �. . _,.'.� �, i .. � , � e _ , .. x . . � . e . • � F _ , ' ,'� —J . � �. . a a�--:;.:�... .. _ _ . _: �3.. `.n GiS,s'1c+ ^° I I �1 �� � U.S. Department of Transportation . _ _ , ,, I , Federal HighwayAdministration Safe Roads for a Safer Future - � lnuestment in roaAu�ay aaiefg saues Gues I I FHWA-SA-10-007 I _ I Section 1: Characteristics of Mini-Roundabouts A mini-roundabout is a type of intersection that can be used at physically-constrained locations in � place of stop-controlled or signalized intersections to help improve safety problems and reduce ex- � cessive delays at minor approaches [1]. Figure 1 illustrates the design features of a mini-roundabout; � these features are described further later in this summary. Mini-roundabouts generally have an � inscribed circle that is small enough to stay within the existing right-of-way (or within the existing I curb lines if adequate space is available). Mini-roundabouts operate in the same manner as larger i I roundabouts, with yield control on all entries and counterclockwise circulation around a mountable ! � (traversable) central island. i Mini-roundabouts are distinguished from neighborhood traffic circles, left-turning vehicles must turn in front traffic circles primarily by their traversable islands and of the central island, potentially conflicting with other � I yield control on all approaches, which allows them to circulating traffic � function as other roundabouts do. Neighborhood traffic I circles are typically built at the intersections of local To help promote safe operations, the design of mini- streets for reasons of traffic calming and/or aesthetics. roundabouts generally aligns passenger cars on the I They typically are operated as two-way or all-way stop- approach in such a way as to naturally follow the � controlled intersections and frequently do not include circulatory roadway and minimize running over the � I raised channelization to guide approaching traffic central Island to the extent possible. Due to the small I . into the circulatory roadway. At some neighborhood footprint, lar�e vehicles are typically required to over-run I the fully traversable central island (as shown in Figure 1). � I I I i i � I � i� Trucks ma need to ass over ' Y P � central island i Central island sized to � i.,- i i I � provide deflection for � � " � � � �� � Entrance line and splitter passenger cars i ���� � i i �,� � � island defined by inscribed I �� � �. circle diameter or by swept I I � � i � path of large vehicles � i i � I i � � � '� / j � � I � I �!< � � I �c� l — I, - �� _ -- � i . ,/ : < � - - — - - I . � -}_-�� �_��_ � �----�___ � � ���.-'-'- � � - `'� \ . � I I \\\ \\ \ \\ � ...._� �.♦ � ,:� Splitter island mountable I � + � or painted yellow I � Boundary of � � =�` inscribed circle � '� � ''� � � � i I I I� � � I � Figure 1: Design Features of a Mini-Roundabout � FHWA � Mini-Roundabouts 3 I i Section 2: Benefits of Mini-Roundabouts Mini-roundabouts are emerging in the United States as a potential intersection type. They may I be an optimal solution for a safety or operational issue at an existing stop-controlled or signalized intersection where there is insufficient right-of-way for a standard roundabout installation. Of course, mini-roundabouts are not always feasible or optimal solutions for every problem. The benefits of mini-roundabouts, and some constraining factors (derived largely from international experience, particularly in the U.K., where mini-roundabouts were invented), are described below [4]. I I • Compact size — A mini-roundabout can often be motorized users. However, mini-roundabouts cannot I ' developed to fit within existing right-of-way constraints. provide the same level of speed reduction as their larger Note that mini-roundabouts are generally not counterparts and thus are less suited for roadways with � recommended for intersections with more than four legs. speeds exceeding 30 to 35 mph (50 to 55 km/h). However, in some cases there may be adequate spacing � between legs to allow for two closely-spaced mini- • Access Management — A mini-roundabout can be roundabouts. used to provide efficient access to a new or existing I development. However, in the cases of large trucks and • Operational Efficiency — A mini-roundabout may other large vehicles, the diameter may be too smafl to rovide less dela for a critical movement or for an accommodate U-turn maneuvers that would be readily I , P Y overall intersection in comparison to other intersection accommodated at a larger roundabout. I alternatives. However, as with all roundabout types, mini- roundabouts do not provide explicit priority to specific • Aesthetics — In comparison to full-size roundabouts, I � users such as trains, transit, or emergency vehicles. mini-roundabouts do not allow opportunities for � � � landscaping in the central lsland. As wlth comparably slzed • Traffic Safety — Mini-roundabouts have been used traditional intersections, landscaping opportunities are I � successfully in the U.K. to improve safety at intersections limited to the periphery of the intersection. with known crash problems, with reported crash rate � reductions of approximately 30 percent as compared to • Environmental Benefits — A mini-roundabout may signalized intersections [5]. ofFer an environmental benefit compared to conventional ' mtersections through reduced delay, fuel consumption, • Traffic Calming — Designed properly, a mini-roundabout and vehicle emissions. � reduces speeds and can be implemented as part of a broader traffic calming scheme. The low-speed I � environment also enhances the intersection for non- I Section 3: User Considerations � � The various user types of a mini-roundabout have unique characteristics that should be considered � in the planning and design process. Some of the characteristics of four user groups—motorists, pe- I I destrians, bicyclists, and emergency vehicles—are discussed here; a more complete discussion can � be found in the Roundabout Guide. i , � 3.1 Motorists • Reducing the number of directions in which a driver needs to watch for conflicting traffic, and As with other types of roundabouts, minl-roundabouts can enhance the safety for drivers, including older - Reducing the need tojudge gaps in fast traffic accurately. ! , drivers, by: Attention should be paid to the placement of signs and � Allowing more time to make decisions, act, and react; pavement markings to make them clear, visible, and I I 4 FHWA � Mini-Roundabou[s L I I _ _ � I I unamhigu�us to all users, includinr� older drivers. Trucks vislon disabilities has not been specifically researched i I and other large vehicles can be accommodated at a but is not expected to require treatments beyond those I mini-roundabout by using mountable islands. Further provided for similar single-lane roundabouts. Further � details on design vehicles are provided later in this discussion can be found in the Roundabout Guide. I I technical summary. 3.3 Bicycles � 3.2 Pedestrians I Mini-roundabouts are generally located in environments I Pedestrians are accommodated at pedestrian crosswalks where bicyclists are comfortable negotiating the around the perimeter of the mini-roundabout. The roundabout as a motor vehicle. In the event a bicyclist I I splitter islands at mini-roundabouts typically do not desires to navigate the intersection as a pedestrian, � provide the same degree of refuge as those at other sidewalks and crosswalks are provided. i � roundabouts, thus typically requiring pedestrians to cross the street in one stage (as with many conventional 3.4 Emergency VehiclES � intersections). I Because of the traversable design of the central island The Americans with Disabilities Act requires that all new and splitter islands, emergency vehicles are unlikely to I I and modified intersections, including roundabouts, be have significant difficulty negotiating a mini-roundabout. I accessible to and usable by people with disabilities. The accessibility of mini-roundabouts to pedestrians with I � I Section 4: Location Considerations � As noted previously, mini-roundabouts are an intersection form that may have some traffic calm- I � . . . _ _ . � ing properties. Because of their design characteristics, mini-roundabouts are most effective in lower j i speed environments in which all approaching roadways have posted speed of 30 mph or less and an 85th-percentile speed of less than 35 mph (55 km/h) near the proposed yield and/or entrance line [6]. For any location with an 85th-percentile speed above 35 mph (55 km/h), the mini-round- about can be included as part of a broader system of traffic calming measures to achieve an appro- � P riate speed environment. � i There are a number of locations where mini- Mini-roundabouts generally have a narrower range � I roundabouts are commonly found to be advantageous of applications than other types of roundabouts. The � and a number of situations that may adversely affect following applications represent some of the situations at I their feasibility. As with any decision regarding which mini-roundabouts may be advantageous (further intersection treatments, care should be taken to discussion can be found in the Roundabout Guide): � understand the particular benefits and trade-offs for each project site. • Space-constrained locations with reasonable � approach speeds (30 mph [50 km/h] or less) — Because mini-roundabouts require less space than 4.1 Common Site Applications larger roundabouts, they may be a solution where a Mini-roundabouts can be used at existing intersections larger roundabout will not fit, provided that speeds are � to replace two-way stop control, all-way stop control, reasonable. I or a traffic si nal. Mini-roundabouts can im rove � g p • Residential environments — Mini-roundabouts offer � the operation of an intersection by reducing the a low-speed, low-noise intersection option that requires dominance of the traffic flow from one direction over little ongoing maintenance. others, facilitating access and reducing delay to minor � street movements, and improving overall intersection I capacity [4]. FHV��A � Mini-Roundabouts 5 I I I - - - I I I I • Intersections with high delay — A roundabout can ignore the intersection control due to a lack of minor street � be an ideal application to reduce delay at stop-controlled vehides presence, which requires major street drfvers to i intersections that do not meet signal warrants. slow and proceed cautiously through the intersection. One rule of ihumb USed in the U.K. is to have at least 10 percent 4.2 Site ConStraint5 of the total intersection volume generated from the minor street [7]. Another measure used in the U.K. is that mini- I Due to their smaller proportions, mini-roundabouts are roundabouts should not be considered at lntersections i � not suitable for all locations. Certain site-related factors with volumes below 500 daily vehides on the minor street i may significantly influence the design, requiring that a L6�, i more detailed investigation of some aspects of the site � � Challenges for other types of roundabouts, including be carried out. A number of these factors (many of which physical compllcations, proximity to signlficant generators I I � are valid for any intersection type) are listed below: � � of traffic, and proximity to other traffic control devices i • High volumes of trucks will significantly reduce the (e.g., signalized intersections, at-grade rail crossings) or � capacity of a mini-roundabout, as trucks will occupy most botTlenecks, etc, may make it politically or economically I i of the intersection when turning [l�. Additionally, high infeasible to construct a mini-roundabout. These and other i volumes of trucks overrunning the central island may lead conditions are discussed further in the Roundabout Guide to rapid wear of the roadway markings. and in the Technical Summary on Roundabouts. ! I I • Mini-roundabouts are not recommended in locations The existence of one or more of these conditions does � in which U-tum truck traffic is expected, such as at the not necessarily preclude the installation of a mini- � ends of street segments with medians or other access roundabout. Experience in the United States is limited to �� I I restrictions. However in the ex ectation that U-turns are date, but there may be comparable conditions in other , , p likely to occur, the design of a mini-roundabout should countries where mini-roundabouts have successfully i � accommodate U-turns for passenger cars. Due to the overcome one or more of the conditions listed above. � i � small inscribed-cirde diameter, larger vehides may not be To address these conditions, additional analysis, design . I capable of making a U-turn movement. work, and coordination with affected parties may be ' needed to resolve conflicts and help in the decision- � � • Locations with light volumes of minor street traffic may not making process. In some cases, the condltions Identified � � provide a suitable location for a mini-roundabout. Major above cannot be overcome, and another intersection i street vehicles may become conditioned over time to type may be more suitable. i I Section 5: Operational Analysis �� � ! � Mini-roundabouts are generally recommended for intersections in which the total entering daily traf- ' , fic volume is no more than approximately 15,000 vehides. While a mini-roundabout may perform I � ' acceptably at higher volume locations, there has been limited experience for such sites in the United � i States. Multilane mini-roundabouts have been used in the U.K. but are rare elsewhere. i � � i Operational performance models for mini-roundabouts � have not been developed for U.S. conditions as of this � writing. The calibration to U.S. drivers of international ; models, such as those from the U.K., has not been i determined as of this writing. i � i I I I I l i I 6 FHWA � Mini-Roundabouts � I -——--—-———————--— ——-——---- ———— - - i i �� m nded �� nin a�d Pavemen�t 11�Iarkin s � R�com e g � � � � _ -_ ___ ____ __ __ � _ ______..____ � ��� �,� _ __ _�_ _____ _ . �� _t. _—�, .�o �.�;g f � _ _ � �� r v � � �.� ����� °-a � � :>_. � ._ � � ���) �,�+' `= � � � ' � � � , . 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'4 • . . � <..'r ` ._ i ' r y s�' ` j ! ;� y� ; I• r � ` R s '�I;� 4._ s`'� `' � s ��. �°�� �� � � ` � � � k,..; � � "� ��, � � _ � � ,' .w _„ < � Og �:.. a � .� _ . _. , � t w . � e ���' ��, .� ; � � . � � � � ,�� �� � t E � ,� � .�, . � , r - a� �� . � � ' �' ��' � �� '� � B,� �� �� �: � ;- �'� � � �� . - � ,4 � �� ��� �� �,�` '_"� �� �� � .`�° c' � � - � � i . ;, � _� ._„ .. � � t �• � � :,� � t�--^� � , . �� ����. ` �� � . ;�� � . u � . ; �� ; ; , . . � - � . ,. - , . ; . ��,.. i , . ` . ��,�. ...,. � s � a . re �1- . � � � ' i .. � . , .w,t . _.. , . ., t... �. , �'{` ` ° � " ' . , . . ..-. : � g � I N , i Lacation of Potential Mini-Roundabout ° �� 9 Q ' '� Sli� � i -...M.n...... . . , . . I . . . . ��, �. �. , . . . . i ^i , , ... � � � I ar, . . .. . . .. .. ... . .. .. � .... . �. � .. - . . . . . . . . .. i I SCOTT COUNTY INFORMATION SHEET FOR MINI-ROUNDABOUT AT CR 79 & VIERLING DRIVE Scott County is proposing, in cooperation with the City of Shakopee, on a MnlDOT solicitation for the design and construction of a mini-roundabout at CH 79 and Vierling Avenue. The project would consist primarily of a single-lane roundabout with an inscribed diameter in the range of 50-80 feet. The defining features would be a small central island and splitter islands that would i be traversable to handle larger vehicles navigating the intersection. The outer limits of the i � j roundabout would effectively fit into the existing geometry of the intersection. � � � i Advantages of a Mini-Roundabout '� i ■ Higher vehicle capacity than the existing all-way stop control � � ■ Improved intersection operational efficiency and safety � � � i ■ Low cost ' ■ Fits into existing right-of-way � ■ Lowlno impact to winter maintenance activities ' � � i The CH79Nierling Drive intersection is highly suitable for a mini-roundabout for the following i � reasons. � i i �� � 1. CH79 and Vierling Drive are Collector roadways with relatively high traffic volumes. � i 2. Approach traffic volumes for each of the four intersecting legs are relatively balanced. � 3. . Low truck and bus volume through the intersection. . . , � : 4. Vierling Drive can be readily converted from a 4-lane roadway to a single lane of � approach to the intersection through striping and signing. i � 5. Minimal avement surface construction. � p �� ; 6. Construction will be implemented quickly. ' 7. No right-of-way impact to County or City. � � Existing Geometry ' ', CH 79 is a 2-lane rural section with 24' of bituminous pavement and 6' gravel shoulder. ; � , Vierlmg Drive is a 4-lane urban roadway. There are no turn lanes at the intersection. The speed � limits are 45 mph for CH 79 and 30 mph for Vierling Drive. i � Safety � ' There have been 12 accidents in the past three full data years (2008-2010) according to the �� � Mn/DOT State Aid Crash Mapping database. 4 of the crash were reported as right angle, 1 as �, � ran off the road, and 7 reported as other. This yields a crash rate of 0.9 crashes per million � entering vehicles (MEV), which is nearly twice the Metro and 5tate average of 0.5 crashes per i MEV for an all-way stop condition intersection. � Proposed Condition �� The proposed roundabout project would consist of a small circular central island 15-45 feet in �� diameter that is traversable for larger vehicles. The Vierling Drive approach roadways would be i restriped approaching the intersection to provide a single lane into the intersection with splitter ' islands. CH 79 would be widened near the intersection to provide splitter islands. Depending � I I i on design of the central island, the intersection may be milled and overlayed with bituminous i pavemei7t to complerte the widening on C�I 79 and tie into the raised central island. � � Partnerships and Cost ■ FHWA will provide technical support and conduct before/after operational and safety ' evaluation. � ■ Estimated project cost is $200,000 for design and construction. ■ Estimated $100,000 FHWA funding with 10°l0 local match. ■ County and City will cost share the balance. ■ Detail design features and cost will be determined in final design. ' i ■ City will provide letter of support for the application. � ! ■ County will submit application. ; ■ County will manage the project. 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