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HomeMy WebLinkAbout10/26/1998 TENTATIVE AGENDA ADJ. REG. SESSION SHAKOPEE, MINNESOTA OCTOBER 26, 1998 (Work Session) - MONDAY- LOCATION: 129 Holmes Street South Mayor Jon Brekke presiding 1] Roll Call at 4:30 p.m. 2] Approval of Agenda 3] New Business a] Presentation regarding CSAH 42 Corridor Study b] Downtown Parking Signage Study c] Citywide Transportation Signage Study 4] Other Business 5] Adjourn County Highway 42 Study Outline : Problem Corridor Study Process Findings -- . ,'caunryHi�hway4z System of Solutions Scott County I Dakota Count Conflict Between Study Process : Land Use & Transportation Participants City makes land use decisions relative Input Opportunities to development along the corridor Scope County provides for safe and Data Collection efficient travel through the corridor Corridor Participants: Input Opportunities: Counties: Scott, Dakota Technical Committee Cities: Shakopee, Prior Lake, Savage, Advisory Committee Burnsville, Apple Valley, Three Public Open Houses Rosemount and Lakeville Study Newsletters Regional: Mn/DOT, Met Council, MVTA Website Corridor Business & Residents Presentations to Chamber, Rotary, and Business Association 1 Study Scope: Study Findings : Participating agencies jointly determined elements of the study Findings of Fact (FOF) Prioritization of Deficiencies dif Goal and Objectives Potential Solutions FOF: Land Use FOF: Functional Class CH 42 serves a dual role Regional Plans since 1964 included east west Principal Arterial Significant amount of new growth CH 42 currently recognized as a Monotype Land Use patterns Principal Arterial Not all Land Uses require direct Lack of supporting Minor Arterials access Region does not envision CH 42 as a freeway FOF: Vehicle Trace FOF: Traffic Forecasting Average: 70 trip time Weekday 5.7 min 60 Saturday 5.5 min 50 40 ■1980 ®1996 trip length: Weekday 3.35 miles 30 ■2020 Saturday 3.03 miles 20 10 operating speed: Weekday 35.3 MPH 0 e Saturday 33.1 MPHm I.* a "g= -HI 12 2 FOF: Traffic Forecasting FOF: Traffic Engineering Evaluation of parallel routes Region defines congestion at LOS "D/E" (TH 13, CR 46, & C5AH 38) indicate similar traffic growth Congested Conditions: patterns 1996: 2 intersections 0.6 mile 2020: 14 intersections 4.6 miles Parallel routes have little or no excess capacity in 2020 Prioritization of Deficiencies Lack of Supporting Roadways Adv. Tech. Deficiencies: 1 1 Minor arterials&collectors � 141 not supported by land patterns �`' • K 1 t—" r 2 Lack of access points • 2 Lack of principal arterial • 30,.) 3 Lack of parallel roads 30.,.) 4 Access guidelines not function 1^ s _ r ` # 1 land use 4 5 Too much access,close spacing !`:" Goal : Objectives : Improve Operations of CH 42 Safety as a Regional Highway in balance 1. Provide roadway features in the with existing and planned corridor to minimize conflicts developments 2. Achieve crash rates at or below appropriate averages 3 Objectives : Ob jectives : Economic Development / Land Use Supporting Roadways 1. Access spacing guidelines a function of 1. Provide a complete compliment of land use consistent with maintaining mobility roadways in the study area 2. Employ mixed use land patterns to reduce travel demand and support transit 3. Seek measures that do not further Access divide communities 1. Create an access plan for CH 42 4. Improve pedestrian accessibility 2. Maintain economic viability of throughout the corridor corridor Ob jectives : Ob jectives : Mobility Mobility Segment Speed (MPH) TH 169 - CH 21 50 Provide and enhance roadway related CH 21-CH 27 40 transit facilities in the corridor CH 27- CH 5 30 CH 5-I 35E 20 I 35E-CH 31 30 00 oc3 CH 31 - Biscayne 40 _� martvo Biscayne- TH 55 50 System of Solutions: Operations Analysis: Preliminary Recommendations • Analysis & Testing (Modeling) High Cost Mitigations ° Overview —/ - $ Moderate Cost Mitigations Recommendations 1 Low Cost Mitigations Supporting Roadway Scenario 2020 No Build Scenario i , ' Existing Conditions 4 Overview: Recommendation: Cultural Resources Land Use: Natural Resources Amend Comprehensive Plan policies • Community Resources Develop Model Land Use & Access Management Ordinance • Land Use Cooperative advisory committee Air Quality Formal access variance procedure Recommendation: Recommendation: Functional Class: Access Spacing: Maintain Principal Arterial Target of 2 mile average spacing between Designation full access signalized intersections Begin planning effort to preserve a Partial access at intermediate locations new Principal Arterial 4 to 6 miles Hierarchy of access south of CH 42 Prioritize plan for revising existing access Functionally classify the appropriate points,coordinated with redevelopment and supporting roadway system alternative supporting street system Recommendation: CH 42 in Shakopee Roadway Improvements ____ Immediate Short Term Long Term 5 CH 42 in Shakopee CH 42 in Shakopee • • Recommendation: Recommendation: Transit Transit Cities&County consult on major Encourage cities and counties to follow infrastructure improvements with MVTA check list provided by MVTA Provide adequate right-of-way at major Opportunities for redevelopment may confluence points for transit hubs provide opportunity for transit hub Early coordination with site development Recommendation: What's next? Pedestrian / Bicycles CH 42 Study Report is an overall Cities and Counties should cooperate blueprint to guide future roadway and to promote pedestrian / bicycle usage development improvements along the in the CH 42 corridor by providing a corridor parallel trail system and strategically Anticipate cities and counties adopting placed grade separated crossings the Study 6 What's next? Implementing recommended solutions Meets mobility objective Provides access for development Provides parallel alternatives Promotes safe facility 7 3. a •. CITY OF SHAKOPEE Memorandum TO: Mayor& City Council Mark McNeill, City Administrator FROM: Bruce Loney,Public Works Director SUBJECT: County Highway 42 Draft Corridor Study • DATE: October 23, 1998 For the October 26, , 1998 Council work session, a presentation will be done on the Final Draft County Highway 42 Corridor Study by representatives of the Dakota and Scott County Highway Departments and BRW Inc., the consultant that prepared this final draft study. The purpose of this work session item is to inform the City Council of Shakopee of the results of the Draft Final Report, conclusions that have been reached and answer any questions that the City Council may have in regard to this report. Dakota County and Scott County Highway Departments, in conjunction with the Minnesota Department of Transportation and the Metropolitan Council, contracted with BRW, Inc. to conduct the County Highway 42 Corridor Study. The purpose of this study was to take a comprehensive look at both the traffic and land development characteristics in the corridor, and to develop a plan with the corridor that balances the needs for mobility and safety and maintain a reasonable level of assessibility to adjacent properties. Involved in this Corridor Study were six Cities that are adjacent to County Highway 42, which include Shakopee, Savage,Prior Lake,Burnsville, Apple Valley and Rosemount. Two committees were formed to provide input to the consultant for consideration and incorporation into the Corridor Study. The two committees were the Technical Committee, comprising of Engineering and Planning staff from Dakota and Scott County, the Cities involved in the study, Metropolitan Council, Mn/DOT and the Minnesota Valley Transit Authority. The other committee formed was the Advisory Committee, comprised of business representatives and residents from Dakota and Scott County, and the Cities involved in the Corridor Study. The roll of the Technical Committee was to provide guidance on technical decisions within the corridor and provide a two way communication connection between the project team and their respective agencies/cities. The Advisory Committee roll was to provide input into the planning process, two way communication between the project team and the Community, and provide guidance between Dakota and Scott County on County Highway 42 Corridor Study decisions. A presentation will be made by the consultant and Dakota and Scott County representatives, and will explain the process to date and the future process involving this study. Staff has been informed by representatives of the study and the Metropolitan Council that the Met Council will be looking for Cities to adopt this study by reference in their update of the comprehensive plans of the Cities involved in this study. The City of Shakopee is the first City in which the presentation is being done, with the intent to have a presentation of this study and questions and answers with the City Council for all Cities involved in the Corridor Study. Attached to this memo is a copy of the executive summary, which was previously given to Council, and is being incorporated again for Council review prior the Council work session presentation. If there are any questions in regard to this memo or the Corridor Executive Summary, or if any members of the Council wish to see the Draft Final Report or the Technical Memorandums and Finding of Fact,please feel free to contact me in my office. &I Bruce Loney Public Works Director BL/pmp CR42 1.0 EXECUTIVE SUMMARY Introduction (Chapter 2.0) County Highway (CH) 42, in Dakota and Scott Counties, is basically a multi-lane urban arterial roadway that is an integral component of the Regional road system. CH 42 serves a variety of functions, including: • it is the only continuous east-west roadway serving travel across central Dakota and northern Scott Counties , • it provides direct connections to all of the major north-south freeways in the area • it provides access to a number of major regional commercial nodes and to a variety of retail land uses CH 42 is functionally classified as a non-freeway principal arterial roadway. And given this classification, it is clear that the primary function of the roadway is to accommodate the movement of through traffic (traffic that is using the roadway to get to a destination somewhere outside of the corridor). However, the intensity of the adjacent commercial development has created a demand for land access and controlled intersections to facilitate ingress and egress. This level of commercial development has generated large traffic volumes that have resulted in concerns regarding traffic operations characteristics (average travel speed and intersection delay) and the frequency of access has resulted in concerns relative to motorist safety. The conflict between the competing functions of CH 42 has created a dilemma for the road authorities responsible for operations and safety along the roadway and the local units of government who are responsible for regulating development. There is often pressure to provide high levels of accessibility to the roadway in order to support area business development. However, there is a wealth of research that indicates high levels of accessibility are directly related to inefficient traffic operations and increased crash rates. Therefore. the purpose of this study is to take a comprehensive look at both traffic and land development characteristics in the corridor and actively involve area residents and representatives of the business community to better understand the key issues facing the corridor. Then. after reaching a general agreement with the study participants relative to the deficiencies in the corridor. develop an overall plan for the corridor that balances the need for mobility and safety with the need to maintain a reasonable level of accessibility to support area businesses and residents. It should be noted that this document is intended to provide an overall blueprint to guide future planning for roadway improvements in the CH 42 Corridor. As individual projects are considered in the future for implementation by state, county or local jurisdictions, the results of this study will likely be supplemented with additional data and analysis to support detailed project planning and design as needed. During project development, new alternatives may be identified. However, all options being considered will be evaluated based on their ability to meet the identified mobility, safety and access goals. As specific projects move through the development process. opportunities will be provided for public and local agency review. County Road 42 Corridor Study Executive Summary Final Report 1-1 September 10, 1998 The sections that follow document the extensive public involvement process, the results of the analyses of both traffic and land use issues, the approach to systematically developing agreement regarding corridor deficiencies and potential solutions and finally the recommended blueprint for the Corridor. Public Participation (Chapter 3.0) • The public participation program for the CH 42 Corridor Study involved all of the key agency and public stakeholders in the study area. The program included both a Technical and an Advisory Committee, Public Information Open Hduses, newsletters, public outreach, a web page and many opportunities for public input. As the Study progressed, the scope of work was expanded to include both additional technical analysis and an expanded Public Participation program. This resulted in not only more Technical and Advisory Committee meetings (for a total of 17 and 12, respectively) but also an iterative process where the results of each analysis was reviewed by the Committees prior to moving on to the next phase of the Study. Participants on the Technical Committee included engineering and planning professionals from Dakota and Scott Counties; the Cities in the Study Area; the Metropolitan Council; Mn/DOT and the Minnesota Valley Transit Authority. Participants on the Advisory Committee included residents and representatives of the business community in Dakota and Scott Counties and the Cities in the Study Area. The role of these Committees was to provide input into the planning process and to provide two-way communication between the Project Team and the Committee participants various constituencies. The participants on the Committees and their role in the Study process are illustrated in the following figures. Additional opportunities for public participation included three Public Information Open Houses, presentations to various business and civic groups and the distribution of five newsletters. Preliminary Technical Analysis (Chapter 4.0) The preliminary technical analysis consisted of identifying and then documenting the key results of investigations relative to six issue areas in a series of Technical Memorandums. The six issue areas and a summary of the key conclusions are documented below: Technical Memorandum#1 —Literature Search • Access management is a legitimate public safety issue and access management strategies can reduce crash frequencies and increase the operational efficiency of urban arterial roadways. 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Alen' • gECD O E E., a V U d " u 7 tl Z m c _ L66.-Vunr o O c c 'u <F • A series of case studies of retail corridors where access management strategies have been implemented found impacts to some businesses, however, the overall business climate of the corridors was not adversely affected. Technical Memorandum#2- Land Use Analysis • All of the Cities in the Study Area rely on the Counties for addressing access management issues on County Highways. • Access spacing guidelines must be flexible enough, particularly in commercial areas, to maintain a reasonable level of accessibility in order to support area businesses. • The Metropolitan Council and Mn/DOT suggested that the mobility objective should be based on maintaining an average speed of 40 miles per hour (MPH) across the corridor. This infers that some segments of the Corridor will be expected to operate at speeds greater than 40 MPH (basically the more rural areas at the ends of the Corridor) and the more densely developed areas (primarily in Apple Valley and Burnsville) will be expected to operate at speeds in the range of 20 to 30 MPH. • Mn/DOT and the Metropolitan Council acknowledged that flexibility in the application of access spacing guidelines would likely be required in densely developed areas. However, they also encouraged the adoption of an overall blueprint for the corridor in order to guide future planning of roadway improvements, that could be implemented in conjunction with development or redevelopment projects. Technical Memorandum#3—Functional Classification • CH 42 is functionally classified as a non-freeway principal arterial roadway and is on the National Highway System. If CH 42 were to be reclassified as a minor arterial, a potential source of federal highway funds would be lost. • A principal arterial roadway in the CH 42 Corridor is consistent with regional policies and guidelines. Technical Memorandum#4 — Vehicle Trace Survey • The average trip length along CH 42 is greater than three miles and most trips along the corridor are considered through traffic (traffic that is using the roadway to get to a destination somewhere outside of the corridor). Technical Memorandum#5 —Traffic Forecasting • Current local land use plans suggest that substantial growth is expected to occur in the travel shed of the CH 42 corridor and, as a result, traffic demand is expected to increase by a minimum of 20% to more than 100%. County Road 42 Corridor Stud Executive Sumniary Final Report 1-3 September 10, 1998 Technical Memorandum#6—Traffic Engineering Analysis • The CH 42 corridor experiences a moderate level of peak period congestion under existing conditions, and the projected growth in traffic demand will result in more severe and extensive congestion under the Year 2020 No-Build Scenario. Systematic Development of Solutions (Chapter 5.0) During the initial information gathering, public participation and analytical steps in the CH 42 Corridor Study, it became apparent that there was no consensus as to the magnitude of the problems facing the corridor, and therefore no agreement as to how to address corridor issues and develop a corridor blueprint. As a result, the Project Team created and initiated an interactive and iterative process to systematically develop a general description of potential solutions. The process involved documenting the following issues: • Findings of Fact • Goals and Objectives • Identification and Prioritization of Deficiencies • General Description of Potential Solutions The results of each step were submitted to the Committees for review and discussion and then revised as necessary prior to moving on the next step in the process. This process generated general agreement with the results of each effort on the part of both the Technical and Advisory Committees. The key Findings of Fact were documented in the six Technical Memorandums. The basic Goal involves improving traffic operations of CH 42 as a regional roadway in balance with existing and planned development. Objectives were identified dealing with safety, economic development/land use, supporting roadways, access and mobility. The general description of potential solutions included the following basic items: • Safety - Provide additional turning lanes. - Implement turn restrictions/median modifications. • Economic Development/Land Use - Identify more compatible land use patterns. - Develop model land use and zoning regulations. • Supporting Roadways - Extend existing roadways that are parallel to CH 42 in order to provide new connections among neighborhoods, commercial areas and communities. - Identify a search area for a new east-west principal arterial roadway south of CH 42. - Provide new connections and directional signage in order to divert through and local traffic to available alternative routes. County Road 42 Corridor Study Executive Summary Final Report 1-4 September 10, 1998 • Access - Develop land use-based guidelines that include a hierarchy of access, i.e.: private driveways connect to local streets and collectors, collectors connect to minor arterials, minor arterials connect to principal arterials. - Develop a formal access variance process consistent in both Dakota and Scott Counties. • Mobility • - Increase capacity by providing additional auxiliary turning lanes and/or through lanes - Increase capacity by improving the efficiency of the existing roadway through access modification/limitations and improved signal coordination. Detailed Traffic Operations Analysis (Chapter 6.0) The detailed technical analysis of future (Year 2020) traffic operations considered eight different scenarios that included various combinations of signal phasing, roadway geometry, signal removal and supporting roadway improvements. Each scenario was modeled using traffic simulation software. Development of the recommended mitigation scenario was an iterative process, with each scenario building on the scenario that preceded it. The analytical process is illustrated in Figure 6-1, and shows how the analysis was structured and how each scenario relates to the others. The basic roadway scenarios can be described as follows: • No-Build Scenario—Includes traffic signal build out and committed geometry improvements. • Supporting Roadway Scenario—Includes adjusted traffic forecasts due to diversions associated with implementing improvements to supporting roadways. • Scenario 1 —Includes Low Cost Improvements generally consisting of traffic signal modifications and the addition of auxiliary lanes on the minor street approaches to signalized intersection. • Scenario 2 — Includes Moderate Cost Improvements generally consisting of CH 42 geometric improvements or the removal of traffic signals to achieve optimum traffic signal efficiency. • Scenario 3— Includes High Cost Improvements generally consisting of grade separated interchanges at the higher volume intersections. • Scenario 4— Includes the Supporting Roadways, the Low Cost Improvements and the most feasible combination of Moderate and High Cost Improvements. • Recommended Scenario— Includes all Recommended Improvements. The key measures of effectiveness for traffic operations are either intersection delay or arterial speed. The results of the operations analyses are reported as the Level of Service (LOS), with County Road 42 Corridor Study Executive Summary Final Report 1-5 September 10, 1998 Existing Conditions ._`_ No-Build Scenario (Includes signal build-out and committed geometry improvements) • Supporting Roadway Scenario (Adjusted forecast volumes due to supporting roadways) • Scenario 1 (Includes low cost improvements) rin"......"6....."4.-"+"1"......"111"..."....4/ Scenario 2A Scenario 2B.1 Scenario 2B.2 (Includes geometry (Signal removal (Signal removal f improvements) with diversion) with no diversion) I Scenario 3 - ---- (Includes grade separation 4 and special projects) t I I It I k Scenario 4 I Na"""`nib 411 (Most feasible combination 'mil RP.mg.sm whit of scenario 2A and 3) Recommended Scenario (Includes all improvements) Figure 6-1 • • z,.: CSAH 42 August 1998 Technical Analysis • %•county Road J2-_ Process = = - Corridor Study ° " BR L r-t33970\3397000511ayout1analysm 1115 8.27.98 • I. 3 2 2y` E.s N r. - e P. r. r r. - x i 1 - C. 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T r. r. £ . - - .5 . r - - •• .5 J: j 6 . . f. < _ - ri --. r r. - r Y Z. - _ -. r. 41 G ' -: i 2 2 5. S letter grades A through F. The letter A represents conditions with no congestion, C represents average levels of congestion and F represents severe congestion. For the purposes of this Study the LOS D/E boundary represents the on set of unacceptable congestion. The results of the operations analyses are documented in Tables 6-4 and 6-5 and summarized below: • There is little recurring congestion today and all of the key intersections and roadway segments meet the delay, speed and LOS objectives for the Corridor. • The 2020 No-Build Scenario results in significant congestion along major segments of the Corridor. • The addition of the Supporting Roadway System would improve conditions slightly, but not to the point where delay, speed and LOS objectives would be achieved. • The addition of Low Cost Improvements would improve conditions slightly, but not to the point where delay, speed and LOS objectives would be achieved. • The Moderate Cost geometric improvements would improve conditions to the point where all LOS objectives are achieved, with one exception, the intersection of CH 42 and CH 23 (Cedar Avenue). • The Moderate Cost signal removals provide about the same LOS as the Low Cost scenario, and therefore do not achieve the LOS objective. • The High Cost Improvements would achieve the LOS objective at all of the locations where they were implemented. • The Recommended Mitigation Scenario meets all of the delay. speed and LOS objectives. Environmental Overview (Chapter 7.0) A preliminary review was conducted of cultural. natural and community resources in the CH 42 Corridor. The purpose of this review was to document know resources in a one-half mile wide area centered on CH 42 and to make a preliminary assessment of the potential for environmental impacts associated with the implementation of any of the recommended roadway improvements. The results of this environmental overview are documented below: • Cultural Resources—A review of the Minnesota Standing Structure and Archaeological Site database found a total of 51 properties in the CH 42 Corridor. However, it was determined that the various roadway improvements would have a very low probability of impacting any of these properties. • Natural Resources—A variety of natural resource databases were reviewed in order to document the presence of floodplains, farmlands, wetlands and any other unique County Road 42 Corridor Study Executive Summary Final Report 1-6 September 10, 1998 environmental features. The review found a number of areas where the recommended roadway improvements would likely impact floodplains, prime farmlands and/or wetlands. These areas will require further and more detailed study, in the future, during the project development phase of any of the individual roadway improvements. However, at this time it appears that any potential impact could be adequately mitigated and therefore would not prevent the implementation of any of the roadway improvements. • Community Resources—A GIS database was reviewed and 40 community resources (public buildings, parks, churches, etc.) were identified. It was determined that most of these facilities are not located adjacent to CH 42 and therefore would not likely be directly affected by any of the roadway improvements. However, a number of these facilities could be impacted by changes in access and as a result, will require further and more detailed study , in the future, during the project development phase of any of the individual roadway improvements. • Air Quality—Air quality is primarily a function of the level of traffic operations in a roadway corridor. Therefore, if traffic volumes increase as forecast and no improvements are implemented, congestion could reach sever levels which would result in the degradation of air quality and concentrations of carbon monoxide approaching air quality standards. Implementation of the recommended roadway improvements would resolve any potential air quality concerns. • Land Use—The potential impacts on both existing and future land uses associated with the various roadway improvement scenarios was assessed. The assessment was based on information gained through a series of meetings with the planning staffs in each of the cities in the corridor, interaction with members of the Advisory Committee, a review of the case law regarding the legal definition of compensable right of access, recent research studies and a thorough in field review of the corridor. The key conclusions of the assessment are as follows: - Doing nothing is not an acceptable alternative and would have a significant adverse affect on the overall business vitality of the corridor. - The low cost roadway improvements (basically signal modifications and cross street auxiliary lanes) would have minimal impact on land uses. - The moderate cost roadway improvements that revise access to and from CH 42 (the removal of private driveways and the conversion of full access to partial access intersections) have the potential to favorably affect mobility but could have a greater adverse impact on some specific businesses that are not destination oriented. The changes in access should not affect the overall business vitality of the CH 42 corridor and could be mitigated if they are timed to coincide with development and/or redevelopment projects and if new connections are provided (via new frontage roads, backage roads or easements across existing parking areas) to the remaining full access intersections. County Road 42 Corridor Study Executive Summary Final Report 1-7 September 10, 1998 Recommended Corridor Implementation Plan (Chapter 8.0) The blueprint that identifies a plan for the future of CH 42 addresses the key land use and transportation deficiencies that were documented during the study process. The land use recommendations primarily deal with the development process and the interaction with the supporting transportation infrastructure. The transportation recommendations are multi-modal in nature but focus on functional classification, access spacing and a variety of roadway geometry and traffic signal system improvements. The key elements of the Recommended Plan are • summarized below: • Land Use - Cities should amend their comprehensive plans to provide the policy framework for access management, reductions in travel demand and to establish supporting roadway connections. - The Counties should develop a model land use and access management ordinance to be implemented by the Cities for access management and reductions in travel demand. - Dakota and Scott Counties should continue to cooperate and a corridor committee should be formed that has advisory status with the two County Boards. - The establishment of Critical Principal Arterial Corridor legislation should be initiated which would establish a Corridor Commission with the power to coordinate the development of critical corridors, plan for improvements and generate funding from within the corridor. - A South Metro Corridor Coalition should be established. - Formal variance procedures for access management should be established. • Functional Classification - The present Non-Freeway Principal Arterial functional classification of CH 42 should be maintained. - Planning efforts should be initiated for developing an alignment and preserving the right- of-way for a new Principal Arterial roadway approximately 4 to 6 miles south of CH 42. (See Figure 8-1.) - Consideration should be given to designating all of the Supporting Roadways as A-Minor Arterials. County Road 42 Corridor Study Executive Summary Final Report 1-8 September 10, 1998 :ei I .(//' - . . • . . _____‘•_ .r Cd , .. ____.:_. 6 ... 4 — -- — I.! \\Irr , _ < dr 13 t • 7,,,,..--',:::?"-.i . : /1,, -,a/-* ,- "I--44t:.-=',1.....L,i----,...._____ ____±._ _..: ._- .--7----. l . 4,,, :.,, t:t.r. 4 NMI - ra v s • e,:::e.3,_ \\\{. - ,::-.4..' :',...:• '''''Nekw-z-,--if- .' ,-- ,-- --,,--- , . .....___ 0: : -- f . -.... 2244 ,�"j .' tF Yid 3. •i \ - 7 .�� Ep �rF ^ •p . i • , , e: x s ....,� 1 - 31'x..\ '. S•- A„1 ..,•=.:•-:.: ._._ t. y‘-=',' a �.W.—*,,----e'.* "*t .�. , •i s ; • .:. o fC1 — .—..r • _ • sem' , >. .J WO. . g \-- , _ 4''i .ate,,..✓ :`.' .... ..... ' VU • .E r v e ...r-�„ .... -.. '..-ate.- •• • Access Spacing - The Counties and Cities should adopt consistent access spacing guidelines for the entire corridor that have the following major provisions: 1. a target of one-half mile average spacing between full access signalized intersections 2. partial access (left in and/or right in/out) at intermediate locations 3. no private driveway access to CH 42 4. a hierarchy of access (driveways connecting to local streets and collectors, collectors to minor arterials and minor arterials to principal arterials 5. a formalized variance process 6. a joint powers variance review committee - The Counties should also adopt a prioritized plan for revising existing access points, consistent with the recommended guidelines, that is coordinated with the development/redevelopment of individual parcels and with the implementation of alternative access to the local/supporting street system. • Railroad Crossings - The Counties should adopt a policy requiring that all railroad crossings be grade separated. • Transit - The Counties and Cities should consult with the transit authorities on all major infrastructure improvements prior to plan completion. Early in the project development process, any needed transit improvements (bus pullouts, corner radii improvements, shoulder strengthening, etc.) should be identified. • Pedestrians/Bicycles - The Counties and Cities should adopt a policy to promote pedestrian/bicycle usage in the CH 42 corridor by providing a continuous system of trails parallel to the roadway and a series of strategically placed grade separated crossings of the corridor. • Roadway Improvements - An enhanced system of supporting roadways should be provided in order to improve mobility in the CH 42 corridor. (See Figure 8-2.) - An enhanced system of local streets should be provided in order to reduce the need for direct driveway access to CH 42. Existing commercial, institutional and residential driveways should be realigned to connect with the enhanced local street system as opportunities arise. County Road 42 Corridor Study Executive Summary Final Report 1-9 September 10, 1998 rte ' ` s =�d°' _...._____:______....._____,_._.1. d ...,,,,..7----, c o 1.-� -. �q k� I I J C O c M . ti m �W F '41I • _ 5�� 7�m? L. a ami 1 ~ / _ — E to al . ; 'CS 172- E ' am --- G t�43 y~'„ .. E C> • Ea • = Lg4 7 • 9 9 ; d • • cc -f'O __ I_._._ _. _ .. y P" Q 9 9 E CE I4 Z • • \ r E E ,.'^e-• ( + eco .:_ p "rye 4 n CC Z i EL Hi y N • n H • y yy, a, , "' 1 = g = c s r$ iii t 42 \\ i. - f n Z Z ii I I Z q a 1 3 I � .y W M Q _ r bca # � ' y 1 µ 2 , � �p (! . Fs w{ G. Z _ Z W In CC q t tit, �c ♦ g '. 9E1 Vl Q ____ .:. W a J , ,,,,,,,, _.....„ , 0 0 - x ' ' . - ` <H Lu 0 ''` 1 t 4.- > r Q N. ccV i t ' O ^W lme W• 5'..) 1 LT` V t W •3 - " / • Y 7: c F n W 691 sn' __ - Full access signalized intersections should be provided at an average spacing of approximately one-half mile. (It should be noted that new traffic signals should be installed only after a detailed traffic engineering analysis suggests that the installation would be consistent with the guidelines in the Minnesota Manual on Uniform Traffic Control Devices.) - Present intermediate full access intersections (Figure 6-5) should be converted to partial access intersections based on one-quarter mile spacing for the three-quarter access design (Figure 6-6) and one-eight mile spacing for the right in/out design (figure 6-8). (It should be noted that if all of the recommended access revisions are implemented, the total number of accesses in the corridor would be reduced by less than 10 percent, from 406 to 370, and that the average access density would decrease by only one access per mile. See Table 8-3.) - A minimum of two lanes should be provided on all minor street approaches to signalized intersections. - Auxiliary lanes should be provided at signalized intersections, where feasible, including right-turn lanes and single or dual left-turn lanes. - Revised traffic signal operations should be considered, including the extension of coordinated systems, the elimination of split phasing, the addition of right-turn overlaps and the addition of exclusive/permitted phases where feasible. - The existing six-lane segments of CH 42 should be extended to the west through the intersection at Burnsville Parkway and to the east through the CR 11 intersection in order to accommodate future traffic volumes. - The existing four-lane segment of CH 42 between CH 23 (Cedar Avenue) and CH 31 (Pilot Knob Road) should be widened to six-lanes in order to accommodate future traffic volumes. - Consideration should be given to revising the existing interchange at I-35E and providing new grade separations at Aldrich Avenue, CH 23 and at the railroad tracks east of TH 3. Count)Road 42 Corridor Study Executive Summary Final Report 1-10 September 10, 1998 th th yo CD CD LL U C 0 0 d CO i CD • C 1 I 1 co 9 Fr; _ - cr,7 Q 1 --t,----4 k_______ ______f c--- iiiiI \\ ifN\1 r amu' O O YJ .0 T „ • 1- •eimil, Loi U wJCJ A /L • 4 U II =_ •� J 7 / h. t, 2 U � • I _ r I co N.0 C m to C) O I E a) 03 I z 0Ocv g) 0 i- i- " Qa0.c'� C igi v▪ cU CD0C COO C d W PM N ger 110. M +O• C co111 i, Q cn -•••• ) I I EA In 4.1 Mi. WM ..z: 1' 'E ,:-.; I r _. „....„ .„_ __ ,..i • _ ,. ._ __ , ._ . p.,:, _ = ;____ ,... . •.., = _ ,.. _ . c..., . . L., „...., ,„,_,_ ...._) .....0 _ _ 1 .11 ;100 I ^ G _ 4 F4 op ch N O a' V co rn 0 a- Q On- =y" O Q . i i - 0 V 0)__ O L L • 1 2 coSi y CCs$ mi. cna ....---"" --=_ .f. ___„tfil4- ____— vir _._ r Thili Z N N C CIC - I et = •1•00 1Ifl ' V N g. \ 1 .." z • 'off V A u I _ I r, I I fE' _7.,_,,.,L. • l _ i Table 8-3 Existing and Recommended Access Density County Road 42 Corridor Study :: _ " : ', t f "•, h x`1996 ERISTII4IG ACCESS:POI TTS-.ter` : INTERSECTIONS,,"' ' _. DRIVEWAYS ¢ LENGTH POINTS - r•• CORRIDOR SEGMENT.. ;,-=FULL r=PARTIAL�� =FULL PARTIAL'".: TOTAL .',A':(miles) PER MILE 1 US 169 to CH 17 12 0 34 0 46 3.7 12.4 2 CR78toCR42 7 0 14 0 21 1.1 19.1 3 CH 17 to CR 83 2 0 16 0 18 1.6 11.3 - - 4 CR 83 to CH 21 4 0 9 0 13 1.4 9.3 5 CH2ItoTH13 17 ' - 0 - 16 10 43 3.0 14.3 6 TH 13 to CH 27 5 1 0 9 15 1.0 15.0 7 CH 27 toCR31 9 1 5 8 23 1.2 19.2 8 CR 31 to Irvine _ 16 0 0 5 21 1.7 _ _ 12.4 _- - 9 Irvine toI-35W _ 6 3 0 6 15 0.7 21.4 10 I-35W to I-35E 7 0 0 0 7 0.4 17.5 11 I-35E to Southcross 11 3 2 4 20 - 1.4 14.3 12 Southcross to Pennock 11 3 0 1 15 1.4 10.7 _ l3 Pennock to CH 31 11 3 8 11 33 2.3 14.3 ___ -1-4 CH31toTH3 12 0 4 5 21 2.4 8.8 15 TH 3 to US 52 20 0 27 17 64 4.9 13.1 _ 16 US 52 to TH 55 5 0 26 0 31 2.3 13.5 Total 155 14 161 76 406 30.5 13.3 2020 RECOMMENDED ACCESS POINTS = ACCESS INTERSECTIONS DRIVEWAYSLENGTH POINTS ': . CORRIDOR SEGMENT FULL PARTIAL • FULL PARTIAL TOTAL (miles) PER MILE I US 169 to CH 17 12 0 34 0 46 3.7 12.4 2 CR 78 to CR 42 7 0 14 0 21 1.119.1 3 CH 17 to CR 836 18 0 0 24 1.6 15.0 .... -- - - --- 4 CR S3 to CH 21 6 18 0 0 24 1.4 17.1 5 CH 21 to TH 13 14 3� _ 0 0 48 3.0 16.0 _ -- 6 TH 13 to CH 27 4 12 0 0 16 1.0 16.0 7 CH 27 to CR 31 6 5 0 0 11 1.2 9.2 __ 8 CR 31 to Irving. 6 12 0 0 18 1.7 10.6 9 In.inetoI35«' 2 5 0 0 7 0.7 10.0 - 10 I-35W to I-35E 5 0 _ 0 0 - 0.4 12.5 _ 1 I I-35E to Southcross 6 18 0 0 24 1.4 F1.1- 12 Southcross to Pennock 4 12 0 0 16 1.4 11.4 13 Pennock to CH 31 10 _ 26 0 036 2.3 15.7 14 CH31 toTH3 10 9 0 0 19 2.4 7.9 15 TH3toUS52 14 30 0 0 44 4.9 9.0 16 US 52 to TH 55 5 6 0 0 11 _.3 4.8 Total 117 205 48 0 370 30.5 12.1 BR11'.Inc. August 28. 1998 1.0 EXECUTIVE SUMMARY Introduction (Chapter 2.0) County Highway (CH) 42, in Dakota and Scott Counties, is basically a multi-lane urban arterial roadway that is an integral component of the Regional road system. CH 42 serves a variety of functions, including: • it is the only continuous east-west roadway serving travel across central Dakota and northern Scott Counties • it provides direct connections to all of the major north-south freeways in the area • it provides access to a number of major regional commercial nodes and to a variety of retail land uses CH 42 is functionally classified as a non-freeway principal arterial roadway. And given this classification, it is clear that the primary function of the roadway is to accommodate the movement of through traffic (traffic that is using the roadway to get to a destination somewhere outside of the corridor). However, the intensity of the adjacent commercial development has created a demand for land access and controlled intersections to facilitate ingress and egress. This level of commercial development has generated large traffic volumes that have resulted in concerns regarding traffic operations characteristics (average travel speed and intersection delay) and the frequency of access has resulted in concerns relative to motorist safety. The conflict between the competing functions of CH 42 has created a dilemma for the road authorities responsible for operations and safety along the roadway and the local units of government who are responsible for regulating development. There is often pressure to provide high levels of accessibility to the roadway in order to support area business development. However, there is a wealth of research that indicates high levels of accessibility are directly related to inefficient traffic operations and increased crash rates. Therefore. the purpose of this study is to take a comprehensive look at both traffic and land development characteristics in the corridor and actively involve area residents and representatives of the business community to better understand the key issues facing the corridor. Then. after reaching a general agreement with the study participants relative to the deficiencies in the corridor. develop an overall plan for the corridor that balances the need for mobility and safety with the need to maintain a reasonable level of accessibility to support area businesses and residents. It should be noted that this document is intended to provide an overall blueprint to guide future planning for roadway improvements in the CH 42 Corridor. As individual projects are considered in the future for implementation by state, county or local jurisdictions, the results of this study will likely be supplemented with additional data and analysis to support detailed project planning and design as needed. During project development, new alternatives may be identified. However. all options being considered will be evaluated based on their ability to meet the identified mobility, safety and access goals. As specific projects move through the development process. opportunities will be provided for public and local agency review. Count Road 42 Corridor Study Executive Summary Final Report 1-1 September 10, 1998 The sections that follow document the extensive public involvement process, the results of the analyses of both traffic and land use issues, the approach to systematically developing agreement regarding corridor deficiencies and potential solutions and finally the recommended blueprint for the Corridor. Public Participation (Chapter 3.0) The public participation program for the CH 42 Corridor Study involved all of the key agency and public stakeholders in the study area. The program included both a Technical and an Advisory Committee, Public Information Open Houses, newsletters, public outreach, a web page and many opportunities for public input. As the Study progressed, the scope of work was expanded to include both additional technical analysis and an expanded Public Participation program. This resulted in not only more Technical and Advisory Committee meetings (for a total of 17 and 12, respectively) but also an iterative process where the results of each analysis was reviewed by the Committees prior to moving on to the next phase of the Study. Participants on the Technical Committee included engineering and planning professionals from Dakota and Scott Counties; the Cities in the Study Area; the Metropolitan Council; Mn/DOT and the Minnesota Valley Transit Authority. Participants on the Advisory Committee included residents and representatives of the business community in Dakota and Scott Counties and the Cities in the Study Area. The role of these Committees was to provide input into the planning process and to provide two-way communication between the Project Team and the Committee participants various constituencies. The participants on the Committees and their role in the Study process are illustrated in the following figures. Additional opportunities for public participation included three Public Information Open Houses, presentations to various business and civic groups and the distribution of five newsletters. Preliminary Technical Analysis (Chapter 4.0) The preliminary technical analysis consisted of identifying and then documenting the key results of investigations relative to six issue areas in a series of Technical Memorandums. The six issue areas and a summary of the key conclusions are documented below: Technical Memorandum#1 —Literature Search • Access management is a legitimate public safety issue and access management strategies can reduce crash frequencies and increase the operational efficiency of urban arterial roadways. County Road 42 Corridor Study Executive Summary Final Report 1-2 September 10, 1998 , o m = 3 u • m - v = 500 c43 N 0 to 43 c .4-1 �_ v ocoom= ta ° E ? - 4) .-. = L = - U RUu u _ .u.• "; .01- 1._ „L td = L 'Q U 3_ u VO •UUL OZ U u O M VI R LI 03 V u O tt1 u O el L , - •MEM 41 R1 U ._ C 4-1 O toOIL O � asuoU= a. • j 0 T QU = VyU R �U u Z' L ol _ Qo O R p c 1LNa” u= c= iQ = = N m 43 04 se -5. _ Z.' u - 12 ti < a• o[ O IMP tn the eiE0 1 • i L. CO ID •- .c c n... , -%C13 �. E Ru 1,4) .t-. _ _ _ _ TD- cz al DZz u - .Y U O U = _ • L • — s RS T. N N. -0 4-1 4-1 • < - - O 4,1 3 £ t O o • �. 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E uoe ° Jagwa;das \ Fu c1.. f E E u • O O u ~ . u U -Lea c i ct u n ' �sn6ny m.....:91 [;D_O -,....c <F u r? •• cE> 1- L661-eUflI' • o c c <02 • A series of case studies of retail corridors where access management strategies have been implemented found impacts to some businesses, however, the overall business climate of the corridors was not adversely affected. Technical Memorandum#2- Land Use Analysis • All of the Cities in the Study Area rely on the Counties for addressing access management issues on County Highways. • Access spacing guidelines must be flexible enough, particularly in commercial areas, to maintain a reasonable level of accessibility in order to support area businesses. • The Metropolitan Council and Mn/DOT suggested that the mobility objective should be based on maintaining an average speed of 40 miles per hour (MPH) across the corridor. This infers that some segments of the Corridor will be expected to operate at speeds greater than 40 MPH (basically the more rural areas at the ends of the Corridor) and the more densely developed areas (primarily in Apple Valley and Burnsville) will be expected to operate at speeds in the range of 20 to 30 MPH. • Mn/DOT and the Metropolitan Council acknowledged that flexibility in the application of access spacing guidelines would likely be required in densely developed areas. However, they also encouraged the adoption of an overall blueprint for the corridor in order to guide future planning of roadway improvements, that could be implemented in conjunction with development or redevelopment projects. Technical Memorandum#3—Functional Classification • CH 42 is functionally classified as a non-freeway principal arterial roadway and is on the National Highway System. If CH 42 were to be reclassified as a minor arterial, a potential source of federal highway funds would be lost. • A principal arterial roadway in the CH 42 Corridor is consistent with regional policies and guidelines. Technical Memorandum#4— Vehicle Trace Survey • The average trip length along CH 42 is greater than three miles and most trips along the corridor are considered through traffic (traffic that is using the roadway to get to a destination somewhere outside of the corridor). Technical Memorandum#5 —Traffic Forecasting • Current local land use plans suggest that substantial growth is expected to occur in the travel shed of the CH 42 corridor and, as a result, traffic demand is expected to increase by a minimum of 20% to more than 100%. County Road 42 Corridor Study Executive Summary Final Report 1-3 September 10, 1998 Technical Memorandum#6—Traffic Engineering Analysis • The CH 42 corridor experiences a moderate level of peak period congestion under existing conditions, and the projected growth in traffic demand will result in more severe and extensive congestion under the Year 2020 No-Build Scenario. Systematic Development of Solutions (Chapter 5.0) During the initial information gathering, public participation and analytical steps in the CH 42 Corridor Study, it became apparent that there was no consensus as to the magnitude of the problems facing the corridor, and therefore no agreement as to how to address corridor issues and develop a corridor blueprint. As a result, the Project Team created and initiated an interactive and iterative process to systematically develop a general description of potential solutions. The process involved documenting the following issues: • Findings of Fact • Goals and Objectives • Identification and Prioritization of Deficiencies • General Description of Potential Solutions The results of each step were submitted to the Committees for review and discussion and then revised as necessary prior to moving on the next step in the process. This process generated general agreement with the results of each effort on the part of both the Technical and Advisory Committees. The key Findings of Fact were documented in the six Technical Memorandums. The basic Goal involves improving traffic operations of CH 42 as a regional roadway in balance with existing and planned development. Objectives were identified dealing with safety, economic development/land use, supporting roadways, access and mobility. The general description of potential solutions included the following basic items: • Safety - Provide additional turning lanes. - Implement turn restrictions/median modifications. • Economic Development/Land Use - Identify more compatible land use patterns. - Develop model land use and zoning regulations. • Supporting Roadways - Extend existing roadways that are parallel to CH 42 in order to provide new connections among neighborhoods, commercial areas and communities. - Identify a search area for a new east-west principal arterial roadway south of CH 42. - Provide new connections and directional signage in order to divert through and local traffic to available alternative routes. County Road 42 Corridor Study Executive Summary Final Report 1-4 September 10, 1998 • Access - Develop land use-based guidelines that include a hierarchy of access, i.e.: private driveways connect to local streets and collectors, collectors connect to minor arterials, minor arterials connect to principal arterials. - Develop a formal access variance process consistent in both Dakota and Scott Counties. • Mobility - Increase capacity by providing additional auxiliary turning lanes and/or through lanes - Increase capacity by improving the efficiency of the existing roadway through access modification/limitations and improved signal coordination. Detailed Traffic Operations Analysis (Chapter 6.0) The detailed technical analysis of future (Year 2020) traffic operations considered eight different scenarios that included various combinations of signal phasing, roadway geometry, signal removal and supporting roadway improvements. Each scenario was modeled using traffic simulation software. Development of the recommended mitigation scenario was an iterative process, with each scenario building on the scenario that preceded it. The analytical process is illustrated in Figure 6-1, and shows how the analysis was structured and how each scenario relates to the others. The basic roadway scenarios can be described as follows: • No-Build Scenario—Includes traffic signal build out and committed geometry improvements. • Supporting Roadway Scenario—Includes adjusted traffic forecasts due to diversions associated with implementing improvements to supporting roadways. • Scenario 1 —Includes Low Cost Improvements generally consisting of traffic signal modifications and the addition of auxiliary lanes on the minor street approaches to signalized intersection. • Scenario 2— Includes Moderate Cost Improvements generally consisting of CH 42 geometric improvements or the removal of traffic signals to achieve optimum traffic signal efficiency. • Scenario 3— Includes High Cost Improvements generally consisting of grade separated interchanges at the higher volume intersections. • Scenario 4— Includes the Supporting Roadways, the Low Cost Improvements and the most feasible combination of Moderate and High Cost Improvements. • Recommended Scenario— Includes all Recommended Improvements. The key measures of effectiveness for traffic operations are either intersection delay or arterial speed. The results of the operations analyses are reported as the Level of Service (LOS), with County Road 42 Corridor Study Executive Summary Final Report 1-5 September 10, 1998 Existing Conditions ._ _ No-Build Scenario (Includes signal build-out and committed geometry improvements) • Supporting Roadway Scenario (Adjusted forecast volumes due to supporting roadways) • Scenario 1 (Includes low cost improvements) rn""""""uu.'m"."+"."m"nunnval ""um'u/ Scenario 2A Scenario 2B.1 Scenario 2B.2 • (Includes geometry (Signal removal (Signal removal improvements) with diversion) with no diversion) 1 1 Scenario 3 t - --- i (Includes grade separation 1 and special projects) 1 I I t I t Scenario 4a %""`aft Eft (Most feasible combination .R +s'-'�Eli s mil of scenario 2A and 3) Recommended Scenario (Includes all improvements) Figure 6-1 • •..County _,._ CSAH 42 August 1998 Technical Analysis • Road t2 Process Corridor StudyMBRW ..... r133970\339700059ayoutanalysisla5 8-27-98 z ka u h 1" P, N N T -'A ' N ' N i N 4 N N ,•7.. 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The letter A represents conditions with no congestion, C represents average levels of congestion and F represents severe congestion. For the purposes of this Study the LOS D/E boundary represents the on set of unacceptable congestion. The results of the operations analyses are documented in Tables 6-4 and 6-5 and summarized below: r • There is little recurring congestion today and all of the key intersections and roadway segments meet the delay, speed and LOS objectives for the Corridor. • The 2020 No-Build Scenario results in significant congestion along major segments of the Corridor. • The addition of the Supporting Roadway System would improve conditions slightly, but not to the point where delay, speed and LOS objectives would be achieved. • The addition of Low Cost Improvements would improve conditions slightly, but not to the point where delay, speed and LOS objectives would be achieved. • The Moderate Cost geometric improvements would improve conditions to the point where all LOS objectives are achieved, with one exception, the intersection of CH 42 and CH 23 (Cedar Avenue). • The Moderate Cost signal removals provide about the same LOS as the Low Cost scenario, and therefore do not achieve the LOS objective. • The High Cost Improvements would achieve the LOS objective at all of the locations where they were implemented. • The Recommended Mitigation Scenario meets all of the delay, speed and LOS objectives. Environmental Overview (Chapter 7.0) A preliminary review was conducted of cultural. natural and community resources in the CH 42 Corridor. The purpose of this review was to document know resources in a one-half mile wide area centered on CH 42 and to make a preliminary assessment of the potential for environmental impacts associated with the implementation of any of the recommended roadway improvements. The results of this environmental overview are documented below: • Cultural Resources— A review of the Minnesota Standing Structure and Archaeological Site database found a total of 51 properties in the CH 42 Corridor. However, it was determined that the various roadway improvements would have a very low probability of impacting any of these properties. • Natural Resources—A variety of natural resource databases were reviewed in order to document the presence of floodplains, farmlands, wetlands and any other unique County Road 42 Corridor Surd} Executive Summary Final Report 1-6 September 10, 1998 environmental features. The review found a number of areas where the recommended roadway improvements would likely impact floodplains, prime farmlands and/or wetlands. These areas will require further and more detailed study, in the future, during the project development phase of any of the individual roadway improvements. However, at this time it appears that any potential impact could be adequately mitigated and therefore would not prevent the implementation of any of the roadway improvements. • Community Resources—A GIS database was reviewed and 40 community resources (public buildings, parks, churches, etc.) were identified. It was determined that most of these facilities are not located adjacent to CH 42 and therefore would not likely be directly affected by any of the roadway improvements. However, a number of these facilities could be impacted by changes in access and as a result, will require further and more detailed study , in the future, during the project development phase of any of the individual roadway improvements. • Air Quality—Air quality is primarily a function of the level of traffic operations in a roadway corridor. Therefore, if traffic volumes increase as forecast and no improvements are implemented, congestion could reach sever levels which would result in the degradation of air quality and concentrations of carbon monoxide approaching air quality standards. Implementation of the recommended roadway improvements would resolve any potential air quality concerns. • Land Use—The potential impacts on both existing and future land uses associated with the various roadway improvement scenarios was assessed. The assessment was based on information gained through a series of meetings with the planning staffs in each of the cities in the corridor, interaction with members of the Advisory Committee, a review of the case law regarding the legal definition of compensable right of access, recent research studies and a thorough in field review of the corridor. The key conclusions of the assessment are as follows: - Doing nothing is not an acceptable alternative and would have a significant adverse affect on the overall business vitality of the corridor. - The low cost roadway improvements (basically signal modifications and cross street auxiliary lanes) would have minimal impact on land uses. - The moderate cost roadway improvements that revise access to and from CH 42 (the removal of private driveways and the conversion of full access to partial access intersections) have the potential to favorably affect mobility but could have a greater adverse impact on some specific businesses that are not destination oriented. The changes in access should not affect the overall business vitality of the CH 42 corridor and could be mitigated if they are timed to coincide with development and/or redevelopment projects and if new connections are provided (via new frontage roads, backage roads or easements across existing parking areas) to the remaining full access intersections. County Road 42 Corridor Study Executive Summate Final Report 1-7 September 10, 1998 Recommended Corridor Implementation Plan (Chapter 8.0) The blueprint that identifies a plan for the future of CH 42 addresses the key land use and transportation deficiencies that were documented during the study process. The land use recommendations primarily deal with the development process and the interaction with the supporting transportation infrastructure. The transportation recommendations are multi-modal in nature but focus on functional classification, access spacing and a variety of roadway geometry and traffic signal system improvements. The key elements of the Recommended Plan are • summarized below: • Land Use - Cities should amend their comprehensive plans to provide the policy framework for access management, reductions in travel demand and to establish supporting roadway connections. - The Counties should develop a model land use and access management ordinance to be implemented by the Cities for access management and reductions in travel demand. - Dakota and Scott Counties should continue to cooperate and a corridor committee should be formed that has advisory status with the two County Boards. - The establishment of Critical Principal Arterial Corridor legislation should be initiated which would establish a Corridor Commission with the power to coordinate the development of critical corridors, plan for improvements and generate funding from within the corridor. - A South Metro Corridor Coalition should be established. - Formal variance procedures for access management should be established. • Functional Classification - The present Non-Freeway Principal Arterial functional classification of CH 42 should be maintained. - Planning efforts should be initiated for developing an alignment and preserving the right- of-way for a new Principal Arterial roadway approximately 4 to 6 miles south of CH 42. (See Figure 8-1.) - Consideration should be given to designating all of the Supporting Roadways as A-Minor Arterials. County Road 42 Corridor Study Executive Summary Final Report 1-8 September 10. 1998 ... •- : - ,--_,--s" \--7-' • a II.,-. ,.... 4.-,— 47. O C 0 . , 0 c0 0 O.1 Y ,.- \ = . : • ,- ...— _--....... , _ .., --_ -7-, .... . . _ - TO• ' E_____--,' --'111'.....f,,,k,-...:7.0.--'1'!':-:___,.--la Ni ,, : ..' --- ..... '‘. :-,'.. ---- CL . . , • . ,, "1- ,.T.-t--1'7,--, 1.e.--..— •_--=,-- 1 ' -- •,..i' .-.. ,',,-4„,..;;....., :,: , . A------ 7--- .-' ,,:,•; Es ,...,--,,..-- -='-.:4 -",--4,'-r.;;7',--,- •:,__ ,-' ..... - \ ,„. 1{--7 -\-- -------)7:`,7 tr-' • -::•+- --'-• ', -_--N—• ---7-- . ''' ;',41,/ .. ' , ; , 1 : . 1‘ . 1 { _ . . i,—,--'...r.,,,i,rt•If, :- I A ..--- V =I • . 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'-kl :-i . .,, ,,--.1.f ...:......--,-- ,.... , , . li'..,:.,... ,,,-, ,-..-,,'..,'-'.--..--,.. ,Z7,,-- ii, .:,'.',,-,-.:.•,.'..:.:...`1,.......:.:,, f....*, , , I , ...._ 4 - .. 3- "C3, = .4.e . .--.—..., N., ,,t,--- i , V --., e-- Un,.---....„-...„..___----..------.7„; - - ..„. uii e,t ,. ,---:. .. ;,-. , . , v. © A , , ...,, . ..... .. .'"' , . 210 11.1. /` L.. ..., CA 0 , ..., .. , S - , cis) cli) ? _ . - , . •,, e. ' '',.:-.'4 •-•'''''' ...-: ..:'' ' '. Li - ,.P • .• , , I ; • • 1.-2 ..- ,. - I •,., '•-.....' ;,!..r ,:i - • 1 - 1- ... - I •, . , .. `...'.... , . .. \ - ,. . - .: . • Access Spacing - The Counties and Cities should adopt consistent access spacing guidelines for the entire corridor that have the following major provisions: 1. a target of one-half mile average spacing between full access signalized intersections 2. partial access (left in and/or right in/out) at intermediate locations 3. no private driveway access to CH 42 4. a hierarchy of access (driveways connecting to local streets and collectors, collectors to minor arterials and minor arterials to principal arterials 5. a formalized variance process 6. a joint powers variance review committee - The Counties should also adopt a prioritized plan for revising existing access points, consistent with the recommended guidelines, that is coordinated with the development/redevelopment of individual parcels and with the implementation of alternative access to the local/supporting street system. • Railroad Crossings - The Counties should adopt a policy requiring that all railroad crossings be grade separated. • Transit - The Counties and Cities should consult with the transit authorities on all major infrastructure improvements prior to plan completion. Early in the project development process, any needed transit improvements (bus pullouts, corner radii improvements, shoulder strengthening, etc.) should be identified. • Pedestrians/Bicycles - The Counties and Cities should adopt a policy to promote pedestrian/bicycle usage in the CH 42 corridor by providing a continuous system of trails parallel to the roadway and a series of strategically placed grade separated crossings of the corridor. • Roadway Improvements - An enhanced system of supporting roadways should be provided in order to improve mobility in the CH 42 corridor. (See Figure 8-2.) - An enhanced system of local streets should be provided in order to reduce the need for direct driveway access to CH 42. Existing commercial, institutional and residential driveways should be realigned to connect with the enhanced local street system as opportunities arise. Count\•Road 42 Corridor Study Executive Summary Final Report 1-9 September 10, 1998 -tom F N �. t+. S .___--'r--__.... — C, C s. - *"� 1 •t ---- -- E E _ 'p a ■ ZS Hl ti Z CQi E € E V I o 1 . — v°, s a a poE W � 1 U g _. v 0 cc Ci 0 _ r----__ . • i Y. ;:;— 1 a fl@ i jjj ;.----,7 r • * - .c• z 2 : ND- 1 I 1 . rhz i_o ,___ :_. _,.._ § i 1 — g Z ri i 36 e• ` moi, a — 4•41..---,..4 s v v v m� -!,J7.„.•",:- ,--,,...,cC ,c a ; EG Hi H y _ Ni •.+8s- $ a a a iSelj X i^. t c 3�- _ x _—. _ R.-,-.7,t, 1 1 • ` 1 { 4 r O Q • 1 W t• ""'"" i Z Z _ • 1 '14,- ow s �' c' tGYyp p \ .. S .... R� 111 �- _a y '� ,' \ �.;� '*om,..., ,�t_r..s� HtP :. stn • . .... :.. V� _ e } n ■ w i 1 °sem e c .}•1 0. IL N • ScQ •• 1 -4.,42 It y ✓ W 3 Fia s£ - r .. z U U . Q.` � '...1.!.....„„, tSi.Z IT, • m : epi .- H ..._..... --- W It 3 C/� L7 dz , 4 ,,,,,1:7. =it, , cy.: : "C •fey z i K 1-co L _ O n CA 0 • a �v *J' Z —. r Y 7 3 s � aU . {z a - '` _n \ »s ' '" U U > - Full access signalized intersections should be provided at an average spacing of approximately one-half mile. (It should be noted that new traffic signals should be installed only after a detailed traffic engineering analysis suggests that the installation would be consistent with the guidelines in the Minnesota Manual on Uniform Traffic Control Devices.) - Present intermediate full access intersections (Figure 6-5) should be converted to partial access intersections based on one-quarter mile spacing for the three-quarter access design (Figure 6-6) and one-eight mile spacing for the right in/out design (figure 6-8). (It should be noted that if all of the recommended access revisions are implemented, the total number of accesses in the corridor would be reduced by less than 10 percent, from 406 to 370, and that the average access density would decrease by only one access per mile. See Table 8-3.) - A minimum of two lanes should be provided on all minor street approaches to signalized intersections. - Auxiliary lanes should be provided at signalized intersections, where feasible, including right-turn lanes and single or dual left-turn lanes. - Revised traffic signal operations should be considered, including the extension of coordinated systems, the elimination of split phasing, the addition of right-turn overlaps and the addition of exclusive/permitted phases where feasible. - The existing six-lane segments of CH 42 should be extended to the west through the intersection at Burnsville Parkway and to the east through the CR 11 intersection in order to accommodate future traffic volumes. - The existing four-lane segment of CH 42 between CH 23 (Cedar Avenue) and CH 31 (Pilot Knob Road) should be widened to six-lanes in order to accommodate future traffic volumes. - Consideration should be given to revising the existing interchange at I-35E and providing new grade separations at Aldrich Avenue, CH 23 and at the railroad tracks east of TH 3. County Road 42 Corridor Study Executive Summary Final Report 1-10 September 10, 1998 ,n N C 6 N0 I I a' 0 CU C) &- L LI- Q a) —.,1 C U.C.)0 C I I _0 G) CD Cl) L CD . C I a0 Cl)03 co m ---) = Q �J 'k--____. IL.* I ......_f C----- -MI "CZ xxcs, „,-IN �^ J P3 gte .7.) ;__ 1-, .75 = = '..= - : Pt O I Mix /14\ / -_ i '” c...) 1 a ,F. , _---1.:4,:-;0 • 4 .._ _,_w,,,_,.__„. 1 ____,,_,, .__ _„_.-i §, c.,..„,... • i.,.. .- ._ • G •• _.___ _ • F lir = 1 r __ 1 E . tD ch.0 C co N 0 O m tU AI II Z 0003 LL Q 0.Q0. ) 0cv Leo a; 0 C 0 N M C I I I CO i o Wilm.. cna ---".2 f !.... Mdk 111:$ 11.4 :4H (------- z EIN O r- = ,.-.: = : •PIM AlliO 1:- • s 1 I I ccb NO 'a) V; ; to Q.O O) Jr 0 C t C!C • CCO g. *+ W COd • ill co i = mi. cma . ..........9 ''----, ,_. : ;, =i1H4— -.._-- .-_,.. NC__ Thli s N N I C (--- f N d"_ = •PilO a L NO • }2 \ -... I Aill' 41 U I _ r V A U = I = V ^ Table 8-3 Existing and Recommended Access Density County Road 42 Corridor Study _ .. :-� . 996 E7�ISTIIkIG A � ACCESS '.INTERSECTIONS n' ;= DRIVEWAYS ` _ LENGTH POINTS-- CORRIDOR SEGMENT --, .-FULL r"-sPARTIAL ;:FULL PARTIAL"'..;iTOTAL 4 ..(miles)• PER MALE 1 US 169 to CH 17 12 0 34 0 46 3.712.4 _ 2 CR 78 to CR 42 7 0 14 0 21 1.1 19.1 . _ 3 CH 17 to CR 83 2 0 16 0 18 1.6 11.3 - 4 CR 83 to CH 21 4 0 9 0 13 1.4 9.3 _ 5 CH 21 to TH 13 17 ' - 0 16 10 43 3.0 - 14.3 6 TH 13 to CH 27 5 1 0 9 15 1.0 _15.0 - 7 CH 27 to CR 31 9 1 5 8 23 1.2 19.2 8 CR 31 to Irving 16 0 0 5 21 1.7 - 12.4 -_ 9 Irving to I-35W _ 6 3 0 6 15 0.7 21.4 10 I-35W-to I-35E 7 0 0 0 7 0.4 17.5 11 I-35E to Southcross 11 3 2 4 20 - 1.4 14.3 12 Southcross to Pennock 11 3 0 1 15 1.410.7 10.7 13 Pennock to CH 31 11 3 8 11 33 2.3 14.3 14 CH 31 to TH 3 12 0 4 5 21 2.4 8.8 15 TH 3 to US 52 20 0 27 17 64 4.9 13.1 _ 16 US 52 to TH 55 5 0 26 0 31 2.3 13.5 - Total 155 14 161 76 406 30.5 13.3 2020 RECOMMENDED ACCESS POINTS:: :: ACCESS INTERSECTIONS •: 3 . b. CITY OF SHAKOPEE Memorandum TO: Mayor and City Council Mark McNeill, City Administrator FROM: Bruce Loney,Public Works Director SUBJECT: Downtown Parking Signing Study DATE: October 23, 1998 At the July 7, 1998 Economic Development Authority meeting the EDA passed a motion authorizing WSB &associates to prepare a downtown parking signing study. WSB &Associates has completed this study which was in response to several concerns raised by a downtown parking committee from the downtown business owners in the City of Shakopee. This study has five sections being as follows: 1. Introduction 2. Data Collection/Existing Conditions 3. Downtown Parking Issues 4. Downtown Parking Signing Plan 5. Conclusions/Recommendations The purpose of this study is to review the parking and signage for the downtown business area and review the existing signage to see what improvements can be made to maximize the parking within the available spaces in this area. Chuck Rickart the Transportation Engineer who worked on this plan will be at the City Council meeting to present this study and to answer any questions City Council may have. The downtown parking signage study is included in the overall signage study is included in the overall signage study under Section 5. If there are any questions on this study prior to the October 26, 1998 worksession,please feel free to contact me in my office. ruce Loney, Pub ', orks Director BL/tiv Note to Council: The October 26th workshop will concentrate on downtown parking directional signage. Individual parking concerns will be discussed at the November l Oth City Council workshop. 3 .c , CITY OF SHAKOPEE Memorandum TO: Mayor and City Council Mark McNeill, City Administrator FROM: Bruce Loney,Public Works Director SUBJECT: Citywide Transportation Signage Study DATE: October 23, 1998 At the August 5, 1997 City Council meeting, City Council authorized an extension agreement to be executed with WSB &Associates, Inc. For a transportation signage study for the City of Shakopee. City staff had done an inventory of all street signs in the City of Shakopee and needed a transportation engineer analysis to determine if the signs were in compliance with the new laws and law changes for signage. In addition signage policies would be reviewed as well as school signage adjacent to schools and signage improvements would be recommended from this study. Mr. Chuck Rickart the Transportation Engineer for WSB &Associates will be at the Council worksession to present this study and to answer any questions in regards to signage for the City of Shakopee. Attached to this memo is the City of Shakopee signage study which has seven sections and four appendices. Once of the sections,labeled Section 5 is the Downtown Parking Signage Study. If there are any questions in regards to this signage study prior to the October 26, 1998 Council Worksession,please feel free to contact me in my office. Aeee Bruce Loney,Public !7i rks Director City of S HAKD p EE October 26, 1998 - 350 Westwood Lake Office wsB 8441 Wayzata Boulevard Minneapolis,MN 55426 - 612-541-4800 &Associates,Inc. FAX 541-1700 WSB Project No. 1014.26 INFRASTRUCTURE - ENGINEERS - PLANNERS Shakopee Signing • Table of Contents I Introduction II Signing Standards and Policies III Stop Sign Study IV School Signing Study V Downtown Parking Signing Study VI Miscellaneous Signing Studies VII Recommendations/Capital Improvement Program Appendix A -Sign Inventory Appendix B -Standard Sign Summary Appendix C-Sign Maintenance Appendix D -Sign Request Forms Shakopee Signing WSB Project No.1014.26 Table of Contents Section I- Introduction Traffic signs are the most commonly used traffic control device for controlling, routing, and safeguarding traffic. Signs are not ordinarily used to confirm basic rules of the road, but they are essential where special regulations apply at specific places or at specific times, where hazards are not self-evident,and to furnish the driver with essential information. Accidents will occur because a driver has been suddenly confronted by the unexpected. Signing should be provided to warn,as best as possible,abnormal driving conditions on the roadway. Signs should only be used where they are warranted and justified by the application of engineering principles and factual studies. An adequate number of signs must be used to properly inform the driver. The Minnesota Manual on Uniform Traffic Control Devices(MMUTCD)indicates that in order for signs to be effective they should meet five(5)basic requirements: 1. Fulfill a need 2. Command attention 3. Convey a clear, simple meaning 4. Command respect of road users 5. Give adequate time for proper response The Manual also outlines five (5) considerations that will insure the five basic requirements discussed above are met: 1. Design: In order to convey a clear message,the physical features of the sign must be considered. This includes the size, color and shape of the sign. 2. Placement: Signs should be placed in such a manner that each driver can see and react to the sign. 3. Operation: Signing should be installed in a way that does not conflict with other signs or traffic control devices. This requires signing to be uniform and consistent. 4. Maintenance: Signing should be maintained in order to be legible and visible during all times of the day and types of weather. 5. Uniformity: It is very important that signs are used in a consistent and uniform basis throughout the City. Shakopee Signing WSB Project No.1014.26 Section 1 Page 1 Traffic signs are classified in three (3)basic categories: 1. Regulatory signs which inform roadway users of traffic laws and regulations and indicate any applicable legal requirements that would not otherwise be apparent. 2. Warning signs are used to call attention to hazardous conditions on or adjacent to the roadway. 3. Guide signs are used to provide direction to motorists informing them of specific locations or functions in the area. Regulatory and warning signs should be used sparingly, since excessive use of these signs tends to lead to disregard of all signing. Therefore, a conservative use of regulatory and warning signs is recommended. However, the use of guide signs can be used in a more liberal fashion and will be accepted by the public and will not lessen the value of the signs. The City of Shakopee conducted a sign inventory of the entire city. The inventory included type, location,size and conditions of the signs and mounting hardware. The signs were mapped and field verified,the data collection form used, and a listing of all signs is included in Appendix A. The purpose of this traffic signing report is to provide guidance to city decision makers with respect to signing standards(i.e.location,size,type),signing policies(i.e.when to install signs,etc.);a city- wide stop sign study and analysis; a city-wide school signing study and analysis; specific signing concerns at miscellaneous locations throughout the City and recommendations on signing changes throughout the community. The following sections of this report address each of these areas. Shakopee Signing _ WSB Project No.1014.26 Section 1 Page 2 Section II- Signing Standards and Policies SIGNING STANDARDS Traffic signing standards provide guidance to decision makers with respect to sign design, sign location, installation of signs and maintenance of signs. The primary reference for the design, location, installation and maintenance of signing is the Minnesota Manual On Uniform Traffic Control Devices (MnMUTCD). This manual is the legal document with respect to traffic control devices on streets and highways. Design and installation practices within the State of Minnesota are outlined in the Minnesota Department of Transportation (Mn/DOT) Traffic Engineering Manuals Part II Chapter 6. The standards for each of the four areas is discussed below: 1. Sign Design: The design of signing includes shape,color,size,legend and material of the sign. The design of signs should follow the requirements found in the MnMUTCD. Specific size requirements and design details can be found in the Mn/DOT Standard Signing Manuals and the Mn/DOT Standard Sign Summary. A copy of the Mn/DOT Standard Sign Summary is included as Appendix B. 2. Sign Location: The location of signs requires reviewing both lateral and vertical clearances from the roadway surface. The location of regulatory and guide signs are based on rural(shoulders) and urban(curb and gutter)conditions. Figure 2.1 illustrates the lateral off-set and vertical clearance requirements for typical sign installations. 3. Sign Installation: The installation of signs includes proper installation methods as well as proper materials to be used. The installation of signs involves several steps. First, the underground and overhead utilities must be located in order to determine an exact location. Second,signs of different functional classifications (i.e. warning signs, regulatory signs and guide signs) should not be mixed in a given sign installation. Next,the sign spacing must be determined in order to provide uniformity and so a driver is not overwhelmed with too many signs at once. Finally, the type of post and mounting material must be determined. In the City of Shakopee all signs will be installed on U-posts as outlined in Figures 2.2, 2.3 and 2.4. 4. Maintenance: This includes maintenance and required replacement of signs and materials to ensure proper visibility. As part of the sign inventory the condition of each sign and post in the City was determined and classified as follows. Shakopee Signing WSB Project No.1014.26 Section 11 Page 1 Excellent: sign panel which still has all or almost all of reflectivity, no graffiti, no pieces of panel missing, Good: sign panel has almost all of reflectivity,no graffiti or bending, minor scratches, Fair: sign panel has some reflectivity at night, may be bent or scratched, Poor: sign panel has minimal reflectivity,significantly bent,pieces of panel missing, or Bad:. sign panel has no reflectivity,graffiti covering message,bent to make the sign unreadable or a sign unclear of purpose A list of signs classified as Bad are included as Table 2-1. These are signs that have been field verified as signs XXXX(def of bad) In order to provide for a city signing system that provides for the best sign visibility, a reoccurring maintenance schedule should be maintained. This would include updating the sign inventory and sign condition on a 2-3 year basis. This would also include providing a log of signs that have been damaged and/or need replacement based on routine viewing or citizen complaint. A sign maintenance request form and sign maintenance log is included in Appendix C. TRAFFIC SIGNING POLICIES Signing policies are specific requirements that the City of Shakopee has for the installation of specific traffic control devices. The following pages outline the City's current traffic signing 1111 policies: • Shakopee Signing WSB Project No.1014.26 Section 11 Page 2 STOP SIGN POLICY The traffic control at an intersection is critical to the operation of both intersecting roadways. If incorrect traffic control is installed for the existing traffic conditions and topographic characteristics of the intersection,unduly delays and even unnecessary accidents could occur. The traveling public, especially persons not familiar with the area, typically drive based on instinct. Drivers subconsciously evaluate their surroundings to determine if a stop sign or yield sign should or shouldn't be located on an intersection approach. It is very difficult to determine what the correct intersection control should be,however,the following factors should be evaluated when determining intersection control. Traffic Conditions: The traffic conditions of an intersection include: • Traffic approach volume; • Speed of traffic approaching the intersection; • Number of turning vehicles in an intersection; • Vehicle makeup (i.e. trucks,buses, etc.) Topographic Conditions: The topographic conditions of the intersections are the physical features in the area, including: • The grade of each approaching roadway; • Location and size of adjacent buildings or structures; • Angle of the intersection; • Geometrics (number of lanes) of the intersection; • If a school, park or major pedestrian generator is located in the area Human Factors: Human factors are very difficult to define. They can include: • The age of a driver; • How a driver responds to certain situations; • Physical attributes of the driver Based on these conditions and factors, potential intersection control should be evaluated and determined. Several techniques have been developed to determine what type of intersection control is warranted at a specific location. Policies for two-way and all-way stop sign installation are discussed below. Shakopee Signing WSB Project No.1014.26 Section II Page 3 Intersection Control Policies: When developing policies for two-way and all-way stop sign controlled intersections, the traffic conditions and topographic conditions can be used quite readily in the analysis procedure. The human factors are very difficult to define and evaluate as part of the analysis procedure. Therefore, engineering judgement should be utilized when evaluating the human factor of the analysis procedure. Analysis Procedure: The best procedure in evaluating the need and location of two-way or all-way stop sign control can be found in the Minnesota Manual on Uniform Traffic Control Devices(MMUTCD),Section 2B-5. Based on those warrants,the following two-way and all-way stop sign installation procedures should be followed: Step 1: Request for intersection control evaluation This request can come from either a resident,the City Council,or from staff observation of a particular intersection. If a request is made from a resident,a signed petition of more than 80%of the households within a 300'radius of the intersection,must accompany the request. A stop sign installation request form is included in Appendix D. Step 2: Data collection This step in the procedure should be conducted in two phases. The first phase would include collecting the data necessary for the initial evaluation(step 3) and the second phase would be the data collection required for a full intersection control study (Step 4). The data required for each phase is listed below. Phase 1 • Average Daily Traffic Volume data. • Accident summary. • Initial site visit. Phase 2 • Traffic speed. • Vehicle classification. • Pedestrian data • Intersection topographic information. • Detailed accident data. Shakopee Signing WSB Project No.1014.26 Section!! Page 4 • Detailed site visit viewing the intersection operations for the peak hours of a typical day. Step 3: Initial evaluation An initial evaluation of the intersection should be completed to determine if a detailed intersection control study should be performed. This evaluation is something that can be applied with minimal data (i.e. ADT traffic volumes, accident history and roadway geometries). This procedure is as follows: A. Minimum traffic volume: If a daily volume of more than 1000 vehicles per day on all combined approaches exists,the intersection is a candidate for an intersection control study or, B. Accident history: If there are more than two reported accidents per year in the previous two years or,three accidents in the previous 12 month period, of a type that is correctable with stop sign control(i.e. right angle or turning in front of another vehicle), an intersection is a candidate for an intersection control study. If the intersection does not meet these requirements no further study will be completed without direction from city council. A letter to the resident requesting the information, outlining the findings will be sent by the Public Works Director. This letter will include the City's policies for appeal of the engineers decision. Step 4: Intersection Control Study If the initial evaluation concludes that an intersection control study is necessary, the following procedures will be followed to determine which type of traffic control is required. A. Intersection operation analysis: This would involve analyzing the operation of the intersection using the current version of the Highway Capacity Manual to determine the Level of Service and potential delays on specific approaches. This analysis can be conducted for either a two-way or four-way stop sign controlled intersection. 9 Shakopee Signing WSB Project No.1014.26 Section II Page 5 B. Collector/Arterial Intersections: The analysis procedure should only be used for the intersections of collector or arterial roadways. The analysis procedures as outlined in the MnMUTCD should be conducted to determine if a two-way or four-way stop signed controlled intersection should be installed. These procedures are as follows: Two-way stop sign controlled intersection: 1. Intersection of a less important road with a main road where application of the normal right-of-way road is unduly hazardous or, 2. Street entering a through highway or street or, 3. Unsignalized intersection in a signalized area or, 4. A combination of high speed restricted sight distance and serious accident history indicating a need for control by a stop sign or, All-way stop sign control: 1. Where traffic signals are warranted and urgently needed,the all-way stop can be an interim measure or, 2. An accident problem indicating that five or more reported accidents of a type susceptible to correction by a multi-way stop sign installation in a 12-month period or, 3. Minimum traffic volumes: a. A total vehicular volume entering the intersection from approaches must average at least 500 vehicles per hour for any eight hours of an average day and b. The combined vehicular and pedestrian volume from the minor street or highway must average at least 200 units per hour for the same eight hours, with an average delay to minor street vehicular traffic of at least 30 seconds per vehicle during the maximum hour but c. When the 85% approach speed of the major street traffic exceeds 40 MPH, the requirements can be reduced to 70%. C. Local Street Intersection: This analysis procedure should only be used for the intersection of two local streets. This analysis uses the data as collected in Step 2 of the stop sign control policies. The analysis procedures, as outlined below, should be Shakopee Signing WSB Project No.1014.26 Section 11 Page 6 If the intersection meets the requirements,as outlined above,for either a two-way or all-way stop sign control,the intersection is considered a candidate for stop sign control. Based on this analysis and further review by city staff, a recommendation will be made to City Council to either install or not to install the stop sign control. If the intersection does not meet these requirements no further study would be completed without direction from city council. A letter to the resident requesting the information,outlining the findings will be sent by the Public Works Director. This letter will include the City's policies for appeal of the engineers decision. Shakopee Signing WSB Project No.1014.26 Section!I Page 8 WARNING SIGN INSTALLATION POLICY Warning signs are a critical signing element which provides information to the motoring public with respect to potential hazards in the roadway. These signs include all yellow signs with black lettering as outlined in MnMUTCD. Some typical signs that fall into this category are pedestrian crossing signs, school crossing signs, playground signs, curve signs, and other signs associated with the geometrics of the roadway. Warning signs are primarily for the benefit of the driver who is unacquainted with the roadway. It is very important that these signs be placed in areas in which the sign is truly justified so that drivers believe that the condition does exist. Policies for installation of warning signs are discussed below: Analysis Procedure Step 1: Requests for Warning Signs Evaluations This request can come from either a resident,the city council,the school district,or from staff observation of a particular condition. If a request is made from a resident, a signed petition of more than 80%of the households within a 300'radius of the location must accompany the request. A warning sign installation request form is included in Appendix D. Step 2: Data Collection This step in the procedure should include collecting available data as listed below: • Average Daily Traffic Volume • Accident Summary • Site Visit • Pedestrian Traffic Volumes (if applicable) • Traffic Speeds • Site Topography Step 3: Sign Installation Evaluation An evaluation of the location should be completed to determine if the installation is justified. This procedure for specific types of warning signs is as follows: 1. Crossing Signs (pedestrian, school,playground) a. 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These inventoried signs were then mapped and examined for inconsistent stop sign patterns. These areas were then field verified to check the existing conditions. Many areas had incorrect mapping, wrong sign direction,wrong street location, or simply had not been inventoried. EVALUATION CRITERIA The Stop Sign (R1-1) is a regulatory sign and can only be installed where warranted or justified according to the MnMUTCD and the City of Shakopee Stop Sign Installation Policy as outlined in Section II. Existing stop signs recommended to be removed or installed with this study will need to follow the guidelines as outlined in Section II. The Yield Sign (R1-2) assists right-of-way to traffic on certain approaches to an intersection. Vehicles controlled by a yield sign need only stop when necessary to avoid interference with other traffic that is given right-of-way. The yield sign is also a regulatory sign and can only be installed where warranted or justified in accordance with the MnMUTCD. RECOMMENDED IMPROVEMENTS Figure 3-1 This area is in the western portion of the City of Shakopee. • The intersection of 13th Avenue and Presidential Lane is currently an uncontrolled intersection. Consideration should be given to the installation of a stop sign facing west on 13th Avenue at this intersection if warrants are met. • Install stop signs on Vierling Drive,when Vierling Drive connects from CSAH 15 to CSAH 77. • Install stop sign(R1-1) on Quincy Circle at Vierling Drive Figure 3-2 This area is located in downtown Shakopee. This area has sight distance problems as noted: • Vehicles traveling westbound on 5th Avenue at Spencer Street have a sight distance problem due to the uphill grade on Spencer Street. Stop signs are installed at this location;however, for vehicles to proceed through the intersection, they must creep out into the intersection first. Shakopee Signing WSB Project No.1014.26 Section III Page 1 • Vehicles traveling westbound on 3rd Avenue have a sight distance problem at Lewis Street. Stop signs are installed at these locations;however,vehicles are forced to creep out into the intersection due to the grade and the parked cars. The following intersections need further analysis to determine the warrants the stop signs were installed under: • The four-way stop at the intersection of Spencer Street and 6th Avenue should be studied to justify the possible removal of the stop signs facing north and south. Spencer Street is classified as a collector street and traffic movement on this street should not be stopped unless accidents and/or traffic volumes warrant the four-way stop. Based on traffic volumes found in the City's Transportation Plan, this intersection would not meet the all-way stop warrant. However, accidents and actual traffic volumes should be evaluated. • At the intersection of Sommerville Street and 3" Avenue, stop signs are inplace stopping Sommerville Street. Sommerville Street is classified as a collector street and 3"Avenue is a local street;therefore,analysis of accident and traffic data should be made to possibly move the two-way stop from Sommerville Street to 3'Avenue. Figure 3-3 This area is in the remote southwestern area of the City of Shakopee. CSAH 16 at Tuckaway: There is a handmade painted Dead End sign facing north on Tuckaway at CSAH 16. Recommendations to the County should be made to remove this homemade sign and consider replacing with correct sign(W14-1), and installing a R1-1 (stop sign). Figure 3-4 This area is in the north central part of the City of Shakopee. There are sight distance problems at the following areas: • Northbound vehicles on Gorman Street, turning westbound cannot see vehicles traveling eastbound on 4th Avenue. This is due to the trees located in the southwest quadrant of the intersection. The trees should be removed to improve sight distance. • Southbound vehicles on Naumkeag Street, turning eastbound onto 4th Avenue cannot see vehicles traveling eastbound on 4th Avenue. Again, this is due to the trees located in the southwest quadrant of the intersection. The trees should be removed to improve sight distance. Shakopee Signing • WSB Project No.1014.26 Section III Page 2 Figure 3-5 This area is in the central part of the city in the City of Shakopee. The following stop signs should be added: • R1-1 facing south on Miller Street at Shakopee Avenue. • R1-1 facing south on Swift Street at Shakopee Avenue. The stop signs facing east and west at Merrifield Street and 11th Avenue should be removed. Figure 3-6 This area is located in the central portion of the City of Shakopee. Due to the classification of Fuller Street as a"B"minor arterial,the following yield signs should be removed and stop signs installed: • Rl-2 facing east on Fuller Street at 8th Avenue-Replace with R1-1 on 8th Avenue • R1-2 facing west on Fuller Street at 8th Avenue -Replace with R1-1 on 8th Avenue • R1-2 facing east on 7th Avenue at Fuller Street-Replace with R1-1 on 7th Avenue • R1-2 facing west on 7th Avenue at Fuller Street-Replace with R1-1 on 7th Avenue Miscellaneous Locations Other locations that stop signs were not installed for a variety of reasons, but should have been, include: • French Trace Avenue at Sarazin Street. R1-1 should be installed on French Trace Avenue. Shakopee Signing • WSB Project No.1014.26 Section III Page 3 rnC/) CIIIIII1 gOrip -0� g � aI ro-il g:tllmio Pml P4 1 a co M ° Z° ° ° i. Z r.....12 g p W •ilii VD IP-611 (.0 i a T i 1°)Zr' 4. 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Painted crosswalks and their condition were field verified as well. EVALUATION CRITERIA The surrounding area of the seven(7)schools in the City of Shakopee were evaluated to determine their conformity with the Minnesota Manual on Uniform Traffic Control Devices(MnMUTCD)and to evaluate if current standards are being met. Signs The following guidelines are referenced from the MnMUTCD, see the manual for a further explanation. Figure 4-1 illustrates the school related sign legends. The School Advance Sign(S1-1)is intended for use in advance of locations where school buildings or grounds are adjacent to the highway; however, it may also be used in advance of established school crossings not adjacent to a school ground. The school advance sign shall be used in advance of any installation of the School Crossing Sign(S2-1). The School Crossing Sign(S2-1) is intended for use at established crossings including signalized locations used by pupils going to and from school,except that at crossings controlled by stop signs, the sign should be omitted. A School Advance Sign(S1-1)shall be used in advance of every school crossing sign. The School Speed Limit Signs (S4-1 to S4-4) shall be used to indicate the speed limit where a reduced speed zone for a school area has been established or when a speed limit is specified before such areas by statute. Markings Crosswalk lines shall be solid white lines marking both edges of the crosswalk. They shall not be less than 6 inches in width and should not be spaced more than 6 feet apart. Shakopee Signing WSB Project No.1014.26 Section IV Page 1 School Speed Zones School speed zones can be set by the local road authority(City of Shakopee)on any street controlled by the authority. The speed limit can be lowered a maximum of 20 mph(i.e. 50 mph to 30 mph)to a minimum speed limit of 15 mph. The purpose of a school speed zone is to create the safest environment for the student and driver. It is recommended that other measures (i.e. crosswalks, fencing,etc.)be investigated first prior to establishing a school speed zone. These measures are also known to increase safety. The school speed zone should be the last option investigated. RECOMMENDED IMPROVEMENTS Figure 4-2 - St. Mark's Church and School: The pedestrian crossing markings and pedestrian crossing signs by the former St.Frances Hospital, now the new Justice Center Parking Lot should be analyzed following the opening of the Justice Center,to determine what signs and/or markings should be used. The following signs should be removed and replaced: • W11-2A facing west on 5th Avenue,west of Atwood Street should be replaced with a S2-1 and S2-P2 • W11-2A facing east on 5th Avenue, west of Atwood Street should be replaced with a S2-1 and S2-P2 The following signs should be moved: • S2-1 w/S4-3 facing north on Holmes Street,south of 3`d Avenue should be moved to Holmes Street facing north, south of 4th Avenue; the sign panel should also be modified to a S1-1 when replaced • Si-1 facing east on 4th Avenue, east of Scott Street should be moved to: 4th Avenue facing west, east of Apgar Street • S1-1 w/ S4-3 facing south on Apgar Street, south of 3`d Avenue should be moved to: PI Avenue east of Apgar Street, facing west The following signs should be modified: • S1-1 w/S2-P2 facing south on Atwood Street, south of 4th Avenue should be modified to a S2-1 when replaced • S1-1 w/S2-P2 facing north on Atwood Street, south of 5th Avenue should be modified to a S1-1 when replaced • S2-1 facing north on Scott Street, south of 5th Avenue should be modified to a S1-1 when replaced The following signs should be added: • S1-1W1 54-3 facing south on Holmes Street, south of 5th Avenue Shakopee Signing WSB Project No.1014.26 Section IV Page 2 • S1-1 W1 54-3 facing south on Scott Street, south of 3`d Avenue Figure 4-3 - Central School/St. Mary's Church and School: The following signs should be removed: • S2-1 w/S2-P2 facing east on 4th Avenue, east of Lewis Street should be removed The following signs should be moved: • S2-1 w/ S4-3 facing north on Holmes Street, south of 3' Avenue should be moved to: Holmes street facing north,south of 4th Avenue;the sign panel, S2-1 should be modified to a S1-1 when replaced The following signs should be modified: • S2-1 w/S4-3 facing south on Lewis Street,north of 7th Avenue should be modified to a S1-1 when replaced The following signs should be added: • S1-1 W1 54-3 facing west on 6th Avenue, east of Lewis Street Figure 4-4 -B.F. Pearson Elementary School: The painted crosswalk at the intersection of County State Aid Highway(CSAH) 17 and Shakopee Avenue is not signed. If this crosswalk is designated in the school pedestrian route system,advance S1-1 signs should be installed facing north and south on CSAH 17. The following signs should be moved: • S1-1 w/ S2-P2 facing east at the intersection of 10th Avenue and Dakota Street should be moved to 10th Avenue facing east, east of Dakota Street. The sign should also be modified to a S2-1 The following signs should be modified: • S1-1 facing west on Shakopee Avenue,west of CSAH 17 should be modified to a S2-1 w/ S2-P2 and remove S4-3 • SI-1 w/S2-P2 facing east on Shakopee Avenue,east of Prairie Street should be modified to a S2-1 • S1-1 w/S2-P2 facing west on Shakopee Avenue, east of Prairie Street should be modified to a S2-1 The following signs should be added: • S2-1 w/ S2-P2 facing west at the intersection of Shakopee Avenue and Dakota Street Shakopee Signing WSB Project No.1014.26 Section IV Page 3 Figure 4-5 -Edward & Grace Sweeney Elementary School: The following signs should be moved: • S1-1 w/S4-3 facing east on 10th Avenue,east of CSAH 15 should be moved to: 10th Avenue facing east, east of Clay Street The following signs should be maified: • There is no painted crosswalk inplace on 1 Oth Avenue west of Quincy Street: If this is a crosswalk on the designated school pedestrian route, paint and move S1-1 w/ S4-3 further west and install S2-1 w.S2-P2 at crosswalk;if this is not a crosswalk,eliminate S2-P2 facing east on 10th Avenue, west of Quincy Street The following signs should be added: • S1-1 W1 54-3 facing east on 6th Avenue,west of Shumway Street • S1-1 W1 54-3 facing west on 6th Avenue, west of Pierce Street • S1-1 W1 54-3 facing west on 10th Avenue east of County State Aid Highway 15 Figure 4-6 - Shakopee Junior High School: The following signs should be modified: • S1-1 w/ S4-3 facing east on 1 lth Avenue, east of Swift Street is blocked by tree branches, trim back tree annually • Speed limit sign facing west on 11th Avenue, east of CSAH 17 has a bent post;replace post • S1-1 w/S2-P2 facing west on 11th Avenue, east of CSAH 17 should be modified to a S2-1 Figure 4-7- Shakopee Senior High School The following signs should be moved: • S1-1 w/S4-3 facing east on 10th Avenue,east of CSAH 79 should be moved to 10th Avenue, facing east west of Main Street • S1-1 w/school xing panel facing east on 10th Avenue, west of CSAH 79 should be moved to the east side of the intersection and modified to a S2-1 w/S2-P2 The following signs should be modified: • S1-1 w/S2-P2 facing west on 10th Avenue at Sommer Street should be modified to a S2-1 Shakopee Signing WSB Project No.1014.26 Section IV Page 4 rzlk, , SCHOOL SCHOOL BUS STOP S4-3 AHEAD J WHEN FLASHING S 1-1 S4-4 S3-1 SCHOOL ---*/ SCHOOL SPEED BUS LIMIT LOADING AREA 20 WHEN FLASHING S2-1 S3-2 S5-1 8:30 A.M. TO 5:30 P.M. E N D S4- 1 SCHOOL S2-P2 WHEN ZONE CHILDREN ARE PRESENT S4-2 S5-2 VVS8 Pr ed No.1014.28 Dale:August 1998 A 350 VM sttbod Lsk�Ohio= 111111111.161111 WSB """ "' SHAKOPEE � "�""•�°�..""" 55425 Figure 4-1 &Astodata,Inc. °u�1700 School Legend FAX 541-1700 Signing ., 1.....4 III4 Ci CD 0 C111111 ......1 gLi '1) ,... ,-, 8 1 eti ‘k) .•1 g Iv ui V) J24 to p4 A, .v., ..„.„" 1 c! 1 0 .El E-4 p4 0 ...,, .,....., re w I 4 41.1 Q ci) 0 0 t--; :1,,,I, . w . b.1) 0.1 5,2 i i 1/4,..) W —, -1,.... .-, ,''') A AO '''''' e"." -•44 "4 I o i m 0 g ,..4 c,..) Pmil r imz 6 %..., _ )_.4 ..., c,-,... ti.,, „,„., „,..., ,...,u, ctIr c4 1_..4 p4 <4 gq R - ." ,,,,,_„,,.,,,„ iiv) . ' (... ,:.. 1.4 (.: ci) c..) _ _ ,.., 0 "..r. 0.... ,,,,, \ i i )M...1 I I I `,., e 0 ''' 0 Lry tZ''''' Wegi ft Z riC _L I 1 I 1 I CIF) C.) Cif) _ __ _.1_ _L CA 1 I — I I 1 I-- --.1 0- <_'-'- 1 % -Z _) '-t- , 1 1 ---. '.- 1 , .. ,... 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FAX 541-1700 WSB Project No. 1014.43 INFRASTRUCTURE - ENGINEERS - PLANNERS City of Shakopee Downtown Parking Signing Study Table of Contents I. Introduction II. Data Collection/Existing Conditions III. Downtown Parking Issues IV. Downtown Parking Signing Plan V. Conclusions/Recommendations Downtown Parking Signing Study WSB Project No.1014.43 Table of Contents Section I- Introduction Parking in downtown Shakopee is essential to the vitality of the downtown retail community. Currently, it appears that adequate parking is available downtown, on-street or in the City-owned facilities. However, direction to the downtown retail customers in locating these parking facilities is lacking. The purpose of this report is to review the existing parking conditions (i.e. type and location of parking), review the downtown parking issues as outlined in the May 1998 memo from the Economic Development Authority(EDA) and develop a downtown parking signing plan. The following sections of this report address each of these areas as well as provide recommendations and conclusions on downtown parking issues. Downtown Parking Signing Study WSB Project No.1014.43 Page 1 Section II- Data Collection /Existing Conditions The downtown parking study area was defined from 3'Avenue on the south,CR 69/CR 101 on the north, Atwood Street on the west and Spencer Street on the east. A field review of the existing downtown parking conditions was conducted. The review found the following parking restrictions in existence in the study area: 1. No parking restrictions 2. No parking 2 AM to 6 AM 3. No parking 2 AM to 6 AM/8 hour parking 8 AM to 6 PM 4. No parking 2 AM to 6 AM/2 hour parking 8 AM to 6 PM 5. No parking 2 AM to 6 AM/30 minute parking 8 AM to 6 PM 6. 24-hour parking The field review also found several sign posts in place with no signs installed on them. Figure 1 illustrates the downtown parking study area with the existing parking restrictions. Downtown Parking Signing Study WSB Project No.101443 Page 2 Section III- Downtown Parking Issues On May 28, 1998, a memo was sent to the downtown parking committee from Paul Snook, the Economic Development Coordinater, outlining several issues in the downtown parking study area. These issues are briefly discussed below. 1st Avenue 1. Issue: There should be two 15-minute parking spaces on each end of ls` Avenue between Holmes and Sommerville. Response: This would provide for the short-term customer. However, enforcement of a short time frame is difficult. 2. Issue: The spaces in front of Valley Sports should all be 2-hour parking(currently there is no limit) Response: This would be consistent with the rest of 1 S`Avenue. 3. Issue: Employees/business owners are parking all day in 2-hour spaces in the vicinity of 1st and Lewis. These should be left free for customer use. Continuous enforcement is needed. Response: Business owners should be enforcing employee parking on their own. An off-street parking lot should be designated for employee parking. 4. Issue: The parking lot behind River City Center should be all 2-hour parking. Response: This would be consistent with the rest of 1S`Avenue. 5. Issue: The handicapped spaces on 1st Avenue in front of the building should be moved to the lot behind River City Center. Response: Handicap spaces need to be provided for easy access to businesses. However, there is no requirement for handicap on-street parking. The requirements for parking lots is based on the total number of spaces. Downtown Parking Signing Study WSB Protect No.1014.43 Page 3 Holmes Street 1. Issue: Employees/business owners are parking all day in 2-hour spaces at Holmes and 1st. These spaces should be left free for customer use. Continuous enforcement is needed. Response: Business owners should be enforcing employee parking on their own. An off-street parking lot should be designated for employee parking. 2. Issue: There should be one 15-minute parking space in front of the Shoe Shop/Jerry's Pizza. Response: A 30-minute parking limit is recommended,which would be consistent with other areas in Shakopee. This would provide for the short-term customer. However, enforcement of a short time frame is difficult. Sommerville Street 1. Issue: Employees/business owners are parking all day in front of the dental office (five spaces; no time limit). This area should be changed to 2-hour parking with continuous enforcement. Response: This would be consistent with the rest of the business parking downtown. Business owners should be enforcing employee parking on their own. An off-street parking lot should be designated for employee parking. 2. Issue: Employees/business owners are parking all day in front of McGovern's Garage and Performance Shop (4 spaces; no time limit). This area should be changed to two 2-hour parking spaces, and two 30-minute spaces, with continuous enforcement. Response: This would be consistent with the rest of the business parking downtown. Business owners should be enforcing employee parking on their own. Additional short-term (30 minute) parking could be provided on 2nd Street. An off-street parking lot should be designated for employee parking. 3. Issue: The parking lot behind the library should be fully paved and marked (with lines/spaces). Currently,downtown motorists are unaware of this lot because it is not clear that it is a public parking lot. It simply looks like a vacant parcel. The City Engineering Department estimates that paving this lot Downtown Parking Signing Study WSB Project No. 1014.43 Page 4 would cost between $25,000 and $35,000. This includes blacktop paving costs, contingency, and engineering costs. The low end of this range would be for a lot that has only the surface paving, no curb, gutter, lighting, or landscaping. The high end of this range would be for a lot that has all the above-mentioned amenities. Response: This lot would help provide additional off-street parking for employees. A supply and demand study should be conducted to determine actual need for this lot. Lot North of Highway 69 (at Fuller and 69) Issue: The City should consider options to make this lot more usable. Some options include: A. A brick crosswalk and landscaping at Fuller/69, and along the walking route from the heart of downtown to the lot, making this route more pedestrian-friendly. B. Open Fuller/69 to a four-way intersection so motorists can access the lot directly from 69;include a right hand turn lane on the west/south- bound lane. C. Lessen the elevation of the berm located between the lot and highway in order to increase visibility. D. Install directional and identification signage (as part of an overall parking signage program/plan), leading motorists to the lot. Response: These options would help provide better visibility and use of this lot. However, the issue would still be the customers crossing CR 69. This lot would be ideal for an employee parking lot. Downtown Parking Signing Study WSB Project No.1014.43 Page 5 2"d Avenue 1. Issue: The two spaces next to City Hall should be 2-hour parking like on Fuller in front of City Hall. Response: This would be consistent with the rest of the parking in the area. 2. Issue: The city lot in front of Pablo's needs better signage (defining 8-hour and 2- hour parking limits);The lot also needs to be repaired on the west side(a dip in the asphalt creates a water pooling problem). Response: This lot should be upgraded with signs and new pavement. 3. Issue: Post office parking on 2"d Avenue: Can it be done? If so, what kind of parking(diagonal/parallel)? How many spaces? If it cannot be done,why? Response: It appears that up to three spaces could be provided. It would be recommended that they be designated as 30-minute parking. Lewis Street 1. Issue: Employees/business owners are parking all day in 2-hour spaces at Lewis and 1st Avenue. These spaces should be left free for customer use. Continuous enforcement is needed. Response: Business owners should be enforcing employee parking on their own. An off-street parking lot should be designated for employee parking. 2. Issue: The landscaping of the City parking lot at Lewis and 2nd was not completed (particularly the north side of the lot). Response: This issue should be discussed with the city engineer. 3. Issue: The handicap space on Lewis, which was created for the needs of Country Medical's clientele, should be moved, if possible, to the parking lot across from Bill's Toggery. Country Medical has moved from this space,lessening the need for a handicap space on the street. Response: Handicap spaces would not be required on-street in this area. It would be recommended to remove these spaces. Downtown Parking Signing Study WSB Project No.1014.43 Page 6 Other 1. Issue: There is a lack of maintenance of the landscaped areas around all the downtown public parking lots (weeds,trash accumulation, etc.) Response: This issue should be discussed with the city engineer. Downtown Parking Signing Study WSB Project No.1014.43 Page 7 Section IV- Downtown Parking Signing Plan A downtown parking signing plan was developed for the downtown study area. Based on the location of the existing downtown parking facilities (lots), a directional/guide signing plan was developed. The guide signing plan includes three (3) elements. 1. Initial Guide Sign: This sign would be placed on the major approaches to downtown Shakopee (i.e. County Road 69 eastbound and westbound, Spencer Street and Atwood Street). These signs would direct traffic to the closest city parking facility. 2. Route Guide Signing: These signs would provide route guidance from the initial sign to the actual parking facility, as well as signs between the facilities (additional parking). These signs can be optional or added at a later date. 3. Site Signing: These signs will be slightly larger than the initial signing or guide signing and provide identification of each lot. The attached Figures 2 and 3 illustrate the approximate location and sign configuration for downtown signing, as well as potential sign designs. This includes a preliminary sign design provided by the Economic Development Coordinator. The cost per sign would be approximately $350 each for the initial and route guide signing and approximately $450 each for the site signs. Downtown Parking Signing Study WSB Project No. 1014.43 Page 8 Section V- Conclusions/Recommendations Based on the review of the downtown parking issues and the development of the downtown parking sign plan, the following conclusions can be made: 1. Specific downtown parking issues and recommendations as outlined in Section III, should be addressed with the downtown parking committee, downtown businesses and the city engineer. 2. A downtown parking signing plan should be implemented to direct customers to city lots. 3. Employers of downtown businesses should encourage their employees to park in city lots. Based on the conclusions as outlined above, the following recommendations are made: 1. Implement the downtown parking signing plan as outlined in Section IV and Figure 3. 2. Increase parking enforcement for downtown parking areas. 3. Following completion of the development on 1 s`Avenue,conduct a downtown parking study to help address the issues of parking restrictions. 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Bluestem Street and Whitney Avenue: Request: A two-way or all-way stop installation Petition Included: N/A(not required) Concerns: Local residents in the area are concerned with the number of accidents and near miss accidents at the intersection. they are also concerned with the speed of traffic on Whitney Avenue southbound. Data: The following data was collected for this intersection; Daily Traffic Volumes (July 7 -July 9, 1997) Whitney Avenue 268 Bluestem Street 202 Total Volume 470 Accident Data 12/27/96 Right Angle 04/05/97 Right Angle 03/17/98 Right Angle 03/20/98 Right Angle Site Visit - Slight site distance restriction for southbound Whitney Avenue - Down grade on southbound Whitney Avenue Shakopee Signing WSB Project No.1014.26 Section VI Page 1 Analysis: Based on the stop sign installation policies outlined in Section II,the following conclusions can be made: 1. The intersection meets the requirements for the initial study of the intersection. Therefore, a detailed intersection evaluation was conducted. 2. The intersection does not meet the requirements for a four-way stop sign controlled intersection. 3. The intersection does not meet the requirements for a two-way stop sign controlled intersection. Recommendation: Based on the conclusions stated above and the site visit, it is recommended that an intersection crossing ahead sign and a 20mph warning sign be installed for southbound Whitney Avenue to help warn vehicles of the upcoming intersection. Shakopee Signing WSB Project No.1014.26 Section VI Page 2 2. 106 Avenue at Apgar Street Request: Replacing existing all-way stop with two-way stop installation Petition Included: N/A(not required) Concerns: With the closing of Apgar Street south as a through street,side street volume has been significantly reduced. Therefore,the City feels that the traffic on 10`h Avenue is being unnecessarily stopped. Data: The following data was collected for this intersection; Daily Traffic Volumes(September 14- September 16, 1998) 10th Avenue 9295* Apgar Street 1577* Total Volume 10,872* * Highest Volume Approach Accident Data No accident data was collected Site Visit -No unusual factors exist at the site Shakopee Signing WSB Project No.1014.26 Section V1 Page 3 Analysis: Based on the stop sign installation policies outlined in Section II, for a collector roadway(i.e. 10`''Avenue),the following conclusions can be made: 1. The intersection meets the requirements for the initial study of the intersection. Therefore, a detailed intersection evaluation was conducted. 2. The intersection does not meet the requirements for a all-way stop sign controlled intersection (based on volume requirements). 3. The intersection does meet the requirements for a two-way stop sign controlled intersection. Recommendation: Based on the conclusions stated above including the site visit, it is recommended that the intersection be revised to two-way sign control, stopping Apgar Street. Shakopee Signing WSB Project No.1014.26 Section VI Page 4 Section VII- Recommendations Based on the proposed new sign standards and policies, as well as the Stop Sign Study, School Signing Study and miscellaneous signing study, the following recommendations are made. The estimated costs are based on contractor unit prices for materials and installation. Should public works personnel perform work, the costs would be slightly lower. 1. Update the City's sign inventory on a two (2)to three (3)year cycle using City staff. Estimated Cost $2500 2. Replace the signs as outlined in Table 2-1 (Damaged Signs). Estimated Cost $250/Sign $50/Post Bad Condition 25 Signs $6250 2 Posts $100 Poor Condition 5 Signs $1250 15 Posts $750 Fair Condition 5 Signs $1250 16 Posts $800 Total 35 Signs $8750 33 Posts $1650 $10,400 3. Adopt the proposed stop sign policies as outlined in Section II. Estimated Cost $0 4. Adopt the proposed warning sign policies as outlined in Section II. Estimated Cost $0 Shakopee Signing • WSB Project No.1014.26 Section VII Page 1 5. Install, replace or remove stop signs / yield signs as outlined in the Stop Sign Study, Section III. • Install stop sign on 13th Avenue at Presidential Lane Estimated Cost $300 • Install stop sign on Quincy Circle at Vierling Drive. Estimated Cost $300 • 5th Avenue at Spencer Street site distance concern. This intersection should be studied in more detail. Estimated Cost $200 • 3rd Avenue at Lewis Street site distance concern. Restricted parking on Lewis Street to provide better site distance from 3rd Avenue. Estimated Cost $0 • Remove stop signs on 6th Avenue at Spencer Street. Estimated Cost $100 • Remove stop signs on Sommerville Street at 3rd Avenue and install them on 3rd Avenue at Sommerville Street. Estimated Cost $200 • Recommend to Scott County to revise the signing at Tuckaway and CSAH 16. Estimated Cost $0 • Remove the trees on 4th Avenue at Gorman Street to improve sight distance. Estimated Cost $200 • Remove the trees on 4th Avenue at Naumkeag Street to improve sight distance. Estimated Cost $200 Shakopee Signing WSB Project No.1014.26 Section VII Page 2 • Install stop signs on Miller Street at Shakopee Avenue. Estimated Cost $600 • Install stop signs on Swift Street at Shakopee Avenue. Estimated Cost $600 • Remove stop signs on Merrifield Street at 11th Avenue. Estimated Cost $100 • Remove yield signs on Fuller Street at 8th Avenue and replace them with stop signs on 8th Avenue. Estimated Cost $700 • Remove yield signs on 7th Avenue at Fuller Street and replace them with stop signs on 7th Avenue. Estimated Cost $700 • Install stop signs on French Trace Avenue at Sarazin Street. Estimated Cost $300 Total Cost Stop Sign Improvements $4,500 6. Install,replace or remove school signs and markings as outlined in the School Signing Study, Section IV. St. Mark's Church and School A) Remove and replace: • W1 1-2A facing west on 5th Avenue,west of Atwood Street replaced with a S2-1 and S2-P2 • W11-2A facing east on 5th Avenue, west of Atwood Street replaced with a S2-1 and S2-P2 • S1-1 w/S2-P2 facing south on Atwood Street, south of 4th Avenue replaced with a S2-1. Shakopee Signing • WSB Project No.1014.26 Section VII Page 3 • S1-1 w/S2-P2 facing north on Atwood Street, south of 5th Avenue replaced with a S1-1. • S2-1 facing north on Scott Street, south of 5th Avenue replaced with a S1-1. Estimated Cost $2,100 B) Relocate: • S2-1 w/S4-3 facing north on Holmes Street, south of 3rd Avenue to Holmes Street facing north, south of 4th Avenue; replace with a S1-1. • S1-1 facing east on 4th Avenue, east of Scott Street to: 4th Avenue facing west, east of Apgar Street. • S1-1 w/ S4-3 facing south on Apgar Street, south of 3rd Avenue to: 3rd Avenue east of Apgar Street, facing west. Estimated Cost $100 C) New: • S1-1W1 54-3 facing south on Holmes Street, south of 5th Avenue • S1-1 W1 54-3 facing south on Scott Street, south of 3rd Avenue Estimated Cost $600 Central School/St. Mary's Church and School: A) Removed: ' • S2-1 w/ S2-P2 facing east on 4th Avenue, east of Lewis Street Estimated Cost $50 B) Remove and Replace: • S2-1 w/S4-3 facing north on Holmes Street, south of 3rd Avenue moved to: Holmes street facing north, south of 4th Avenue and replaced with a S1-1. • S2-1 w/S4-3 facing south on Lewis Street,north of 7t'Avenue replaced with a S1-1. Estimated Cost $700 C) New: Shakopee Signing • WSB Project No.1014.26 Section VII Page 4 • S1-1 W1 54-3 facing west on 6`h Avenue, east of Lewis Street Estimated Cost $300 B.F. Pearson Elementary School: A) Remove and Replace: • S1-1 w/ S2-P2 facing east at the intersection of 1Oth Avenue and Dakota Street to 10th Avenue facing east,east of Dakota Street. Replaced with a S2-1 • S1-1 facing west on Shakopee Avenue,west of CSAH 17 to a S2-1 w/S2-P2 and remove S4-3 • S1-1 w/ S2-P2 facing east on Shakopee Avenue, east of Prairie Street to a S2-1 • S1-1 w/ S2-P2 facing west on Shakopee Avenue, east of Prairie Street to a S2-1 Estimated Cost $1,400 B) New: • S2-1 w/ S2-P2 facing west at the intersection of Shakopee Avenue and Dakota Street • S1-1 advance signs north and south on CSAH 17 at Shakopee Avenue Estimated Cost $600 Edward & Grace Sweeney Elementary School: A) Relocated: • S1-1 w/ S4-3 facing east on 10th Avenue, east of CSAH 15 to: 10th Avenue facing east, east of Clay Street Estimated Cost $50 Shakopee Signing WSB Project No.1014.26 Section VII Page 5 B) Remove and Replace: • Paint crosswalk and move S1-1 w/S4-3 further west and install S2-1 w. S2- P2 at crosswalk. Estimated Cost $1,500 C) New: • S1-1 W1 54-3 facing east on 6th Avenue,west of Shumway Street • S1-1 W1 54-3 facing west on 6th Avenue,west of Pierce Street • S1-1 W1 54-3 facing west on 10th Avenue east of County State Aid Highway 15 Estimated Cost $900 Shakopee Junior High School: A) Remove and Replace: • S1-1 w/ S4-3 facing east on 11th Avenue, east of Swift Street is blocked by tree branches,trim back tree annually • S1-1 w/S2-P2 facing west on 11th Avenue, east of CSAH 17 to a S2-1 Estimated Cost $550 Shakopee Senior High School A) Remove and Replace: • S1-1 w/ S4-3 facing east on 10th Avenue, east of CSAH 79 to 10th Avenue, facing east/west of Main Street • S1-1 w/school xing panel facing east on 10th Avenue, west of CSAH 79 to the east side of the intersection and replaced with a S2-1 w/ S2-P2 • S1-1 w/S2-P2 facing west on 10th Avenue at Sommer Street replaced with a S2-1 Estimated Cost $750 Total School Signing Costs $9,600 Shakopee Signing • WSB Project No.1014.26 Section VII Page 6 7. Install Downtown parking guide signs as outlined in the Downtown Parking Signing Study, Section V. Estimated Cost $4,000 8. Install,replace or remove signs as outlined in the Miscellaneous Signing Study, Section VI Bluestem Street at Whitney Avenue: Install an intersection ahead sign and a 20 mph warning sign on southbound Whitney Avenue. Estimated Cost $400 10t Avenue at Apgar Street: Remove stop signs on 10th Avenue revising intersection to a two-way stop Estimated Cost $100 Shakopee Signing WSB Project No.1014.26 Section VII Page 7 CITY OF SHAKOPEE SIGN INVENTORY WORKSHEET SIGN NUMBER: DATE: BY: LOCATION: Bound on of N/S/ENV Street Feet N/S/E/W Street DATE INSTALLED: SUPPORT TYPE: NO,of SUPPORTS: SIGN PLACEMENT: From Edge of Shoulder/Curb Feet SUPPORT CONDITION: ExeclGood/Fair/Poor/Bad SIGN HEIGHT: From Top of Shoulder/Curb Feet MULTIPLE SIGNS: Yes/No-Number of signs SIGN CODE: ASSEMBLY POSITION: SIGN LEGEND: Top to Bottom SIGN SIZE: SIGN COLORS: Background Lettering SIGN MATERIAL: Face Backing SIGN CONDITION: Exec/Good/Fair/Poor/Bad SIGN NUMBER: DATE: BY: LOCATION: Bound on of N/S/ENV Street Feet N/S/ENV Street DATE INSTALLED: SUPPORT TYPE: NO,of SUPPORTS: SIGN PLACEMENT: From Edge of Shoulder/Curb Feet SUPPORT CONDITION: Baec/Good/Fair/Poor/Bad SIGN HEIGHT: From Top of Shoulder/Curb Feet MULTIPLE SIGNS: Yes/No-Number d signs SIGN CODE: ASSEMBLY POSITION: SIGN LEGEND: Top to Bottom SIGN SIZE: SIGN COLORS: Background Lettering SIGN MATERIAL: • Face Backing SIGN CONDITION: Exec/Good/Fair/Poor/Bad SIGN1 Wer WI Location S1sport No.of Support WIC Druuno. H.I5M kw sq Mon W. M1..AL Bond On SOW Drlrn.(1..5 Dlroe4o1, From SOW TTM 616Mrb Con& Signs tow Curb/EAS. C0195No4d.r Sq1 C90.(.) Can46on 6T 1808 W 10 103 W SPENCER T 1 P N 3 4 210K 0 314 1906 E 5Th 50 E SCOTT T 1 F N 3 4 20K F 315 1998 E 5TH 103 E SCOTT T 1 0 N 3 4 210K P 1996 E 5TH 150 E SCOTT T 1 F N 3 4 2HPK F — 1998 E 5TH 200 E SCOTT T 1 F N 3 4 21PK P 336 1966 E 5TH 75 W LEWIS T 1 F N 4 4 21PK F 337 1966 E 5TH 125 W LEVNS T 1 F N 4 4 341.9 F 336 1996 E 5TH NO W LENS T 1 F N 4 4 2HPK F 344 1908 W 5TH 60 W ATVW')00 T 1 F N 3 4 21PK F 345 1006 W 5TH 103 W A1W000 T 1 F N 3 6 21PK F 349 1996 W 5Th 150 W AIW0OD T 1 F N 3 6 21PK F 347 1986 W 501 200 W AIW000 T 1 F N 3 6 2HPK F 343 1998 W 5711 230 W ATA000 T 1 F N 3 6 21PK F 493 1906 E 20D 120 W HOLMES P 1 F N 2 6 0HPK O SUPPORT LEANS 493 1086 E 2ND 67 W LEIMS LP 1 0 N 6 7 FMK 0 503 1908 E 2ND 160 E LENS P 1 F N 2 7 SHPK O 504.1 1906 E 2341) 336 E LEWIS P 1 F N 2 6 BHPK O 844 1906 S SPENCER 478 6 10 T 2 0 N 6 6 MH O 994 1986 W HORIZON 40 W MIAkENHARDT T 1 F N 4 3 MONT P 1011 1996 S MULB.EWIARDT 96 8 18 T 1 F N 10 6 AXWT P 1043 1096 S MCKENNA 40 S 16 7 1 P N 4 4 AXWT P 1116 1906 W MARCIA 30 W 17 T 1 P N 10 4 AMR F 917 1988 5 DAKOTA 20 S 7TH T 1 F Y2 S 5 AXAMIDSPR HF 921 1998 N DAKOTA 35 N SHAKOPEE T 1 P Y2 4 S AXINTIDSPR F 1140 1966 E LONDONDERRY 00 E 79 T 1 F Y2 3 35 A7LWDNOUT FIG 366 1998 E 4TH 50 E MARSCHALL T 1 P 32 5 35 AXVVT6M-1 WF 1117 1966 E NORTON 705 E 17 7 1 F Y2 5 2/4 AXWDR2-1 FIF 1143 1986 N BARRINGTON 150 N 78 7 1 F 12 3 25 AWN/142-1 FIF 1151 1996 E MILLWOOD 70 E 75 P 1 O Y3 15 7 AXWT/STREET OWN 1012 1988 E MCOUIRE CIRCLE 25 E MUHI.ENHARDT T 1 F Y2 2 45 AXWTA 4-1 GIF 1034 1996 N I6LLDALE 75 N 18 7 1 P Y2 6 75 AXWTPM4-1 PIP 1111 1866 W 79TH 30 W 17 1 1 P Y2 9 45 AXWTAAA4.1 FIF 1153 1998 E HILLSIDE 75 E 17 T 1 P Y2 1 315 AXWTM46 SIF 132 1908 E SHAKOPEE 110 E MARSCHALL T 1 F N 3 4 CAL PRK P SUPPORT LEANING 179 1906 N PRAIRIE 190 N SHAKOPEE T 1 F N 4 6 CAL PRK P 710 1906 E 7TH 100 E DAKOTA T 1 F N 3 5 CAL PRK P SUPPORT LEANING 1908 W 11TH 40 W 15 T 1 P N 5 6 CAL PRK B — 1996 8 FULLER 230 S 4Th T 1 F N 3 4 CAL PRK P 1886 8 FUER 20 S 110TH T 1 G 3 5 CAL PRK 0 500 1906 S LENS 55 8 3RD T 1 P N 2 6 CAL PRK P 666 1966 N SPENCER 370 N 11TH T 1 F N 4 5 CAL PRK F 820 1986 8 SOMMERVILLE 50 6 6Th T 1 F Y2 4 35 CAL PRIUDSPR PIF 16 1666 E 10 290 W ADAMS T 1 F Y2 6 5/7 CAL PR14R2-1 FIG 241 1908 E 6TH 50 W ST MARKS T 1 F Y2 4 45 CAL PRWR2-1 PIF 418 1988 W 4TH 350 E DAKOTA T 1 P Y2 8 SI? CAL PRKIR2-1 PIF 437 1998 E 3RD 78 E HARRISON T 1 P Y2 10 4/8 CAL PRK/R2-1 FIG 818 1988 W 12TH 140 W QUINCY T 1 P Y2 3 35 CAL PRK/R2-1 GIG 665 1996 N SPENCER 862 N VIERLUNG T 1 P Y2 15 35 CAL PRWR2.1 FW 611 1966 E 12TH 200 W POLK T 1 F Y2 5 5/7 CAL PRWSNOW FIF 701 1906 8 HOLMES 30 8 300 T 1 P Y2 4 3/5 CALPRKFSNOW FIF 176 1938 E 6TH 20 W DAKOTA T 1 0 Y2 3 45 CAL PRKMS.2 OF 6 1008 E 300 340 E SWVLOPEE SQUARE T 1 F Y2 10 5/9 CALL PRKINOISE FIT 413 1986 W 4TH 240 E MARSCIIALL T 2 F Y2 6 N CA PRKMD-3 PIF 045 1966 8 VIKING STEEL 55 8 101 T 2 G N 12 8 D7-XB F 431 1996 W 4TH 0 W PIERCE T 1 O N 3 6 DCA O DEAF CHILD AREA SKIN 434 1806 N CABS 130 8 4TH T 1 P N 4 S DCA P 1336 1966 W MOUND 150 W 79 T 1 F N S 6 DCA F 29 1606 E 10 200 E FULLER T 1 F N 3 5 DEIN F 760 1906 N FULLER 50 N 161 LP 1 F N 2 8 DNBD 0 322 1986 E 5TH 100 E FULLER T 1 G N 3 4 DINGS F 956 1938 N SHENANDOAH 133 6 101 T 1 0 N. 6 8 NWT F 959 1996 5 SHENANDOAH 40 5 101 T 1 P N 6 6 MOT P 1097 1986 8 VALLEY PARK 60 N VALLEY INDUSTRIAL NO. T 1 P N 7 6 OVIST P 206 1936 E 7T11 20 E SOMMERVILLE T 1 F N 5 5 NPR 0 223 1938 W 7TH 20 W DAKOTA T 1 F N 4 5 SOPS F 240 1936 E 6TH 26 E APGAR T 1 P N 3 7 DBPR F 268 1988 W 5TH 30 W HOLMES T 1 F N S 4 DSPR F 363 1996 E 4TH 15 E APGAR T 1 F N 5 6 DBPR P 453 1996 E 3RD 40 W NAUMKEAG T 1 F N 5 6 OMR F 920 1996 E 1Th 20 E HARRISON 7 1 F N 4 5 DOPR P 1936 6 PIERCE 26 6 6TH T 1 F N 3 5 DBPR F 1993 N HOLMES 30 N 10TH T 1 P N 4 5 0OPR G .... 1666 N SOMMERVIU.E 20 N 10TH T 1 F N 2 5 DBPR P 99S 1996 N MARKET 70 N 7TH T 1 F N 4 S DIPR F 61 1996 W 10 115 W HOlMES T 1 F Y2 4 35 DBPRICALPRK FF 1382 1996 W VIERUNO 30 E RUBY T 1 F Y2 3 6/7 09383-1 OF Page 1 SIGN1 7273 1996 S LEGION o S 11TH T 2 F Y3 2 173/3 0161R5-X1M61-7 FIFIP 6 1203 1996 N NAUMIO:AG 0 N 11TH T 2 F 73 6 3/4 DWRSXI161-7 01FIF 543 1986 W 2ND 190 W LEWIS P 1 F N 2 5 E0 B 1 7267 1996 N SHAFT 10 5 10TH T 1 O N 2 6 O ORT LEANS(TREE) s-• 1966 W BLUFF 25 W DAKOTA T 1 P N 2 4 LRPO F 1986 E 4114 5 E MARSCNAL LP 1 0 Y2 2 25 MI-1/STREET F/G I- 1986 E 300 100 E 199 T 2 0 N 10 6 61.91 0 972 1986 N SHENANDOAH 120 S 4TH T 2 0 72 10 7 M1.6N61411. F 113 1986 W 10 10 E HWY 169 T 2 G YLB) 5 6/7 M3-1/M1.4M5.1 0/010161010 96 1996 W 10 60 E ADAMS T 1 F Y2 5 0115 M6-4611-X4 GIF 16 1986 E 10 195 E JEFFERSON T I F 72 9 Sn MLN112X4 FIF 401 1986 E 21D 95 W FULLER P 1 O N 2 7 NO PK0 0 494 1996 E 3110 100 W HOLMES P 1 0 N 2 7 NO P103 0 659 1996 W • 2ND 220 W MARKET LP 1 O N 2 7 NO PKG P 541 1666 W ma 195 W SOMMERVILLE P 1 F N 1 7 NO PKO F 542 1996 W 263 260 W SOMMERVILLE P 1 F N 2 7 NO PICO F 544 1996 W 240 60 W LENS P 1 0 N 2 9 HOPED O 647 1996 W 3140 85 E HOLMES ► 1 0 N 2 6 NOPKO O 549 1996 W 240 85 E HOLMES P 1 F N 2 7 NO PM O 551 1986 W 3140 63 W HOLMES LP 1 F N 2 6 NO PKG P 662.1 11186 W ow 70 E FULLER P 1 O N 1 7 NO P00 0 559 1966 W 210 100 W FULLER P 1 0 N 1 7 NO PKG 0 554.1 1986 W 210 90 E ATWOOD P 1 B N 1 7 NO PIM F 423 1996 W 4TH 50 W HOLMES 7 1 F 72 4 517 NOPRIWSPR FIF 1399 1988 N VIKING STEEL 60 N 101 T 1 0 Y2 5 6/8 NO TRUCKSIPARKCLO GIG 990 1988 W SUNSET CT 50 W 16 T 1 P N 6 4 NOOMPO F 1376 1996 E VIERUNO 75 W UMESTONE T I 0 Y2 7 274 NOOMPOICMPRK FIF 219 1996 E 5T11 445 E ADAMS T I P N 6 7 NOPKG B SUPPORT LEANS 261 1996 W 6TH 40 W WEBSTER T 1 O N 4 6 NOPKG B 282 1966 W 6TH 230 W WESSTER T 1 O N 5 6 NOPKG B 2131998 W 6TH 905 W 'AEBSTER T 1 0 N 4 6 NOPKO B 340 1996 W 5TH 30 E FULLER T 1 F N 1 4 NOPKO F 371 1966 E 4T4 50 W HOLMES T 1 F N 1 5 NOPKG F 497 1996 E 240 70 E HOLMES P 1 F N 2 7 NOPKO O 496 1966 E 3111 85 W LEVMS P 1 0 N 2 7 NOPKG 0 0102 1996 E 210 65 E LEWIS P 1 P N 2 7 NOPKG 0 649 1966 5 SPENCER 400 S 10TH 7 1 G N 15 6 NOPKG F 845 1996 S SPENCER 180 S 1161 T 1 0 N 9 6 NOPKO O 1888 5 SPENCER 67.2 S 11T1 T 1 0 N 9 S NOPKG F 1906 11111 SPENCER 35 ©VIERUN0 oars© 15 8 NOPKO F 1996 SPENCER 47 I WRUNG T 1 0 15 9 NOPKG G 854 1986 SPENCER 430 VIERUNO T 1 F 10 9 NOPKG 0 1231 1996 HAUER'8 TRAIL 100 JASPER T I F 4 4 NOPKG F 1292 1998 6911565 TRAIL 200 JASPER T I P 3 4 NOPKG P 123 1986 HAUEWS TRAIL 300 JASPER T I P 3 4 NOPKO F 1234 1696 MALLERS TRAIL 400 JASPER T I P 4 4 NOPKO F 1235 1996 HAUER'S TRAIL 500 JASPER T 1 F 4 4 NOPKG F 841 1998 ©SPENCER 80 mm 10TH T 1 L G 15 6I6 NOPKGIMI-X4 GIF 367 1996 4T14 60 ATWOOO T 1 P 5 5/7 NOPKG/S14/51-1 FIFIF 524 1998 3140 5 NAUMKEA6 T 1 P 7 5 KOUT 0 SUPPORT LEANS 716 1986 APGAR 40 HENNES T 1 0 3 4 NOUT 0 1286 1986 PRAIRIE 25 SHAWMUT T 1 F 2 6 NOUT 0 1336 1996 SAND CENTERUNE LEWIS T 1 F 40 6 NOUT 0 1242 1906 MERRIFIELD 5 MERRIFIED CT T 1 F S 4 NWA/161 F/F 6M 1996 PIERCE 10 4TH T I P 9 5/7 PED>240/W11.2.6 P/P 699 1966 PIERCE 18 5TH T I F 5 5/7 PEDXIH01W11-2A PIF/ 666 1996 SHILAWAY /5 3714 T I F 3 5/7 FED 66316/11-2A PIF 066 1996 SHUMWNY 15 4TH T I F 3 5/7 PED)0N0/611-2.9 PM 747 1966 ATWOOD 25 5111 T 1 F 3 5/7 PEDWII-2A F 312 1096 6T11 15 SCOTT T I F S 418 PEDX/3OX3O FIF 306 1998 5T11 15 PIERCE T I P 5 SA4r PEDSM/11 2A PIP 306 1996 5T6 20 SMIMWAY T I P 4 461 PEDXIW11-2 P/F 349 1988 5TH 10 SCOTT T I P 4 6/7 PEOXN6I-2A PP/0 351 1996 6TH 20 MUMMY T I P 3 5/7 PEDXMAI-2A GIG 332 1996 STN 15 PIERCE T 1 F 6 NS PEDXIWI1-2A FIF 356 1996 4TH 12 PIERCE T 1 F 4 466 PEDXA II-2A PIP 429 1996 4TH 40 PIERCE T 1 P 4 46 PEDXMA1-21 PP 740 1966 SCOTT 20 6TH T 1 P 4 56 PEDXAM1-2A PIF 753 1996 ATWOOD 15 5TH T 1 P 3 4M PEDXIWII-2A FIF 630 1906 SOMMERVILLE 20 4TH T 1 P 4 7 RI F 796 1996 HOLMES 120 3140 T I 0 2 6 R167 0 7 1996 SHAKOPEE SQUARE 9 300 T 1 F 6 8 61-1 G 1996 ©10 4• ©SHAKOPEE ammo© 4 6 R1.1 O 1999 ©SHAKOPEE 10 ©SPENCER oars© 4 6 R1-4 F — 190 1909 E SHAKOPEE 7 W MARSCWXL T 1 F N 3 6 RI-1 0 142 1099 W SHAKOPEE 20 3 MAR$CHALL T 1 P N 4 7 R1-1 0 163 1566 W SHAKOPEE 10 E SPENCER T 1 F N 4 6 R1•1 F 166 1996 W SHAKOPEE 10 E HOLMES T I F N 4 • RI.1 0 Page 2 SIGN1 158 16 S CLAY 18 N 10TH T 1 F N 4 16 7 R1-1 F 100 1668 N CLAY 15 S 10THT 1 0 N 3 6 R1-1 0 168 110Th 6 E 6 12 W HOLMES T 1 0 N 3 7 R1-1 0 186 1368 E 5T14 15 W SPENCER T 1 O N 3 7 R1-1 F '^ 1668 W 5TH 20 E SPENCER T 1 F N 6 8 RI-I P 16 W SLM LITH 20 E HOES T 1 0 N 3 68 7 R1-1 0 1666 E 7TH 20 W HOUAES T 1 0 N 2 5 R1-1 F 200 1666 E 7 20 W SPENCER T 1 F N 5 6 R1.1 0 217 1606 E 7T1 15 W DAKOTA T1 F N 2 5 R1.1 O 222 1008 W H 10 E DAKOTA T 1 F N 4 7T 6 R1-1 F 224 1668 W 7TH 20 E MARKET T 1 P N 4 6 R1-1 F SUPPORT LEANING 728 1068 W 7TH 15 E SPENCER T I F N 4 6 R1-1 0 228 16 W 7TH 15 E HOLMES T I P N 3 10 6 R140 231 1608 N ST MARKS 20 S 6TH T 1 P N 5 6 R1-1 0 TREE OBSTRUCTS VIEW 287 10 W 6TH 74 E HARRISON T 1 68 F N 4 5 R1-1 F 201 1510 W 6TH 157 N 10TH T 2 0 N 6 5 R1-1 0 300 1106 8 HARRISON 100 N 6T14 T 1 O N 6 7 R1-1 0 310 1066 • 581 10 w APGAR 7 1 F N 3 8 R1-1 F 320 1006 E 5TH 15 W FULLER T 1 F NI 6 R1-1 0 SUPPORT LEANING 324 1006 E 5TH 16 W HOLMES T 1 F N 2 5 R1.1 F 328 68 16 E 5TH 15 W SPENCER T 1 P N 3 5 RI-1 P 331 5 E 5TH 23 W MARKET T 1 0 N 5 1665 R140 333 1166 W 5TH 15 E SPENCER T 1 F N 5 7 R1.1 F 336 1068 W 5TH 15 E HOUAES T 1 F N 3 7 R14 0 341 1005 W 5TH 15 E FULLER T 1 F N 1 6 RI-I F 370 1008 W 5TH 20 E APGAR T 1 F N 2 5 R1-1P 385 1608 E 4TH 15 W SCOTT TI F N 3 6 R1-1F 358 1066 E 4T1/ 16 W ATWOOD T 1 F N 3 6 RI-1 F 366 1006 E 4TH 10 W CR 83 T 2 0 N 1 6 R1-1 F 408 INW 4TH 10 E SHENANDOAH T 1 P N 4 4 R1-1 P 425 5 W 4TH 1S E ATWOOD T 1 P N 3 106 6 R1-1 O 427 1008 W 4TH 15 E SCOTT 71 F N 4 8 R1-1 P • SIGN BENT 440 1666 E 3RD 15 W APGAR T 1 P N 3 7 R1-1 0 441 1108 E 3RD 10 W SCOTT T 1 P N 5 6 R1-1 P 443 1188 E 3RD 20 W ATWOOO T 1 P N 2 6 R1-1 P 444 1006 E 3RD 20 W FULLER T 1 F N 2 8 R1-1 F 445 1008 E 3RD 120 W FULLER T 1 F N 3 7 R14F 448 1906 E 3RD 20 W LEW1S T 1 F N 2 8 R1-1 0 1008 E 3RD 15 W SPENCER T I F N 6 6 R1.1 GIG 1566 E 3RD 10 W MARKET T 1 F N 2 5 R1.1 F 1— I088 E 3RD 15 W MINNESOTA T 1 F N 3 6 R1-1 F 450 1108 E 3RD 28 W MARSCHALL T 1 F N 8 S R1.1 0 455 INW 3R0 15 E MINNESOTA T 1 F N S 7 RI-i P 458 1108 W 3RD 10 E MARKET T 1 F N 2 5 R1-1 F 482 1108 W 3RD 15 E SPENCER T 1 F N 2 7 RI-I F 485 1668 W 3RD 20 E LEVRS T 1 F N 1 6 R1.1 F 487 1098 W 3RD 25 E HOLMES T 1 F N 2 8 R1-1 F 468' 1996 W 3140 20 E FULLER 1 1 F N 2 8 R1-1 F —_-471 1966 W 3RD 20 W ATWOOD T 1 F N 2 5 R1.1 F -- 474 1008 W 3RD 15 E SCOTT T I P N 4 5 R1-1 P 478 1008 W 3RD 15 W APGAR T 1 P N 3 5 RI-1 F 410 7968 E 2ND 20 W ATWOOD P 1 0 N 2 7 R1-1 F 482 1908 E 2ND 20 W FULLER P I 0 N 3 7 R1-1 F 408 1106 E 2ND 20 W HOLMES P I F N 3 6 R1.1 F 500 1608 E 2ND 30 W LEWIS P 1 F N 2 7 R1-1 0 501.2 1106 E 22110 30 W I60MMERWLLE P1 0 N 2 6 RI-1 0 507 1105 E 200 15 W SPENCER P 1 F N 7 5 R1.1 O 514 1608 E 2N0 15 W MARKET T1 P N 4 S RI-1 F 530 1068 W 2N0 15 E MARKET T 1 F N 2 6 R1-1 0 540 1008 W 240 25 W SOMMERVILLE P I 0 N 2 6 R1.1 F 543 1608 W 2ND 25 E 1E403 P I 0 N 3 6 RI-i F 549 1008 W 2ND 30 E HOLMES P 1 F N 3 6 R1-1 F 556 1108 E 1ST 10 W HOLMES T 1 0 N 2 7 R1-1 F SUPPORT LEANS 550 INS E 1ST 20 W SOMMERVILLE P 1 F N 6 6 RI-I 0 588 1605 W 1ST 7 E HOLMES T 1 0 N 6 7 RI-1 P 562.2 1605 W 2ND 20 E FULLER P1 O N 3 6 R1-1 F 554.2 1668 W 2ND 2a E ATW000 P 1 F N 1 6 R1-1 F 501 1665 8 PIERVE 5 N 160 T 2 F N 4 6 R1-1 F 503 1100 8 SHUMWAY 25 N 188 T 2 O N 4 7 R1-1 0 597 I00S 8 CLAY 2 N 140 T2 O N 4 6 R1-1 0 001 1006 E 11TH 4 W 15 T 1 0 N 4 8 RI-I B 023 INS W 12TH 15 W HARRIOSN T 1 O N 5 5 RI-I 0 1010 E WERUNG 26 W ADAMS 11 0 N 6 6 RI-i 0 1066 N HARRISON 20 8 10TH T 1 F N 6 7 R14F 043 1005 N TYLER 10 8 12TH T I F N S 6 R1-1 F 544 1606 N TYLER 25 6 10TH T 1 0 N S 6 RI-I 0 046 1066 6 TYLER 1S N 12TH T 1 F N 6 6 R1-1 F 646 1065 N POLL( 15 6 12TH T I P 1 7 5 RI-I F Page 3 SIGN1 847 1956 6 POUC 15 E 13TH T 1 F N 6 6 RI-I F 645 1985 N VANBUREN 20 S 10TH T 1 P N 5 6 R1-1 F 646 1986 N VANBUREN 10TH 6 NIH T 1 F N 5 6 R7-1 F 860 1998 S VANBUREN 15 N 10TH T 1 P N 5 6 R1-1 P -- 1906 S VANBUREN 75 N 12TH T 1 F N 3 7 R7-1 F - 1986 N JACKSON 5 S 12Th T 1 P N 4 8 R1-1 F 1906 N JACKSON 25 5 10TH T 1 P N 4 8 RI-1 P 654 1998 N JACKSON 25 8 6TH T 1 P N 4 8 RI-I P 055 1998 5 JACKSON 15 N 10TH T 1 P N 3 6 RI.1 F 866 1996 8 JACKSON 10 N 12TH T 1 P N 3 5 R1.1 F 057 1956 N MONROE 15 5 12TH T 1 P N 4 5 R1-1 F 658 1996 N MONROE 25 S 10TH T 1 F N 4 S RI-I F 669 1998 N MONROE 20 S 6TH T 1 P N 3 7 R7-I F 880 1998 S MONROE 25 N 10TH T 1 F N 3 6 RI-I F 861 1996 8 MONROE 10 N 12TH T 1 F N 3 5 RI-1 F 602 1956 N MADISON 10 5 12TH T 1 P N 4 5 R1-1 F 683 1999 N MADISON 20 S 10TH T 1 P N 4 6 RI-1 O 864 1996 N MADISON 20 8 611 T 1 F N 4 6 R1-1 F 005 1986 8 MADISON 20 N 10TH T 1 P N 3 6 R1-1 F 699 1908 8 MADISON 10 N 12TH T 1 F N 4 S R1-1 F 687 1999 N JEFFERSON 12 8 12TH T I P N 4 6 R1-1 F 685 1998 N JEFFERSON 15 N 10TH T 1 F N 5 7 RI-1 F 670 1998 N JEFFERSON 15 N 8TH T 1 P N 1 6 R1-1 F 672 1996 8 JEFFERSON 20 N 10TH T 1 F N 4 S RI-1 P TREE 573 1998 5 JEFFERSON 20 N 13144 T 1 F N 3 5 R1-1 P 674 1999 8 QUINCY 15 N 12TH T I P N 4 6 RI-1 O SUPPORT LEANS 577 1986 E THOMAS 15 W APGAR T 1 P N 10 7 RI.1 F 080 1886 E HENNES IS W APGAR T I P N 12 6 R1.1 F 696 1996 N PIERCE 15 5 10TH T 1 F N 4 8 R1.1 0 005 1996 N PIERCE 10 8 5TH T 1 P N 3 7 R1.1 F 699 1998 8 PIERCE 15 N 5TH T 1 P N 2 6 RI-1 F 692 1996 S PIERCE 15 N 10TH T 1 F N 4 6 R1-I F 603 1998 N SNI7MWAY 5 20 10TH T 1 P N 4 N RI-I P 004 1996 N SHULNWY 20 8 NIH T 1 F N 3 6 R1-1 0 700 1996 5 S1HUMNAY 20 N 10TH T 1 P N 4 5 R1-1 F 701 1986 8 SHUMNAY 20 N 10TH T 1 F N 4 6 RI-1 F 705 INNS S ADAMS 25 N 6TH T 1 G N 4 6 RI-1 P 706 1999 8 CASS 25 N 6TH T 1 P N 4 7 RI-1 F 1999 8 CLAY 25 N 8144 T 1 F N 3 7 RI-I F - 1990 8 APGAR 0 5 1ST T 2 0 N 5 8 RI-I 0 -__ 1995 S SCOTT 20 N 6Th T 1 F N 4 8 RI-1 0 734 1956 8 SCOTT 20 N 10TH T I P N 5 8 R1-1 P 736 1998 N SCOTT 20 8 10TH T 1 P N 3 6 RI-I P 738 1996 N SCOTT 20 5 6TH T 1 F N 2 0 RI-1 F 748 1999 S ATVLOOD 25 N 6TH T 1 F N 5 7 RI-1 F 748 1980 S ATWOOD 20 N 10TH T 1 P N 4 6 R1-1 0 751 1996 N AM000 15 S 10TH T 1 P N 3 8 R1-1 F 752 1996 N ATKOOD 15 S 6TH T 1 F N Y 2 7 R1-1 F 759 1998 N ATV1O00 20 S 165 T 1 P N 4 6 R1-1 F 783 19913 8 FULLER 25 N 4Th T 1 F N 3 5 R1-1 F SUPPORT LEANS 766 1996 8 FULLER 25 N 6TH T 1 P N 5 7 R1-1 F 776 1956 N FULLER 30 8 6TH T 1 P N 4 8 R1-1 F 775 1996 N FILLER 15 8 4TH T 1 F N 2 6 R1-1 F 781 1996 6 ATNAOO 5 N 1ST T 2 F N 4 5 RI-1 0 F 99 786 19S HOLMES 15 N 4TH T 1 F N 2 7 RI-I F 751 1996 S HOLMES 20 N 101)4 T 1 F N 3 0 R1.1 0 793 1996 N HOLMES 20 8 4TH T 1 0 N 4 6 R7-1 O 001 1996 0 LEMS 20 N 4TH T 1 F N 2 6 RI.1 0 565 INNS S LEWIS 25 N SHAKOPEE T 1 F N 3 6 RI-1 F SOS 1996 8 LEWIS 20 N 10TH T 1 F N 6 3 'RI-I F 807 1999 N LEMS 20 S SHAKOPEE T 1 F N , 3 7 R1-1 F SUPPORT LEANS 511 1996 N LEMS 20 6 4Th T 1 F N 3 6 R1-1 F TREE 613 1999 N LEMS 15 8 15T P 1 0 N 4 7 R1-1 0 816 1995 8 SOMMERVILLE 16 N 3RD T I F N 6 3 R1-1 F 617 1998 S SOMMERVILLE 20 N 4TH T 1 F N 2 4 RI-I F 519 1996 8 SOMMERVILLE 15 N 6TH T 1 P N 3 5 R7-1 F 822 1996 5 SOMMERVILLE 20 N SHAKOPEE T1 F N 3 7 RI-1 F 523 10 3 6 SOMMERVILLE 15 N 10Th T 1 F N 3 5 RI-1 F SM 1995 N SOMMERVILLE 15 8 SHAKOPEE T 1 P N 2 5 R1.1 F 528 1999 N SOMMERVILLE 20 S 8I11 T I P N 3 6 RI-1 F 831 1099 N SOMMERVILLE 20 8 3RD T I P N 4 8 RI-1 P 834 1999 N SOMMERVILLE - 15 8 161 P 1 F N 2 7 R1-1 O 1099 8 SPENCER 15 N 2)67 T 1 F N 3 6 R1-1 P INNS N SPENCER 320 N 3RD T 1 F N 4 S RI-1 P NO 441931 SON.VARY STOP INTERS ON 1099 N SPENCER 15 5 151 T 2 G N 2 7 R1-1 P 599 1990 8 FILLMORE 15 N 3RD T 1 F N 3 6 R1-1 F 059 1996 5 FILL310RE 25 N 4TH T 1 F 1 5 S RI-1 F 670 1199 N FRU/ORE /5 8 3RD T 1 P N 5 6 RI-1 0 Page 4 SIGN1 971 1996 N FILLMORE 18 S 1ST 7 2 F N 4 7 R1-1 F 972 1996 S FILLMORE 10 S BLUFF T 2 0 N 3 7 R1-1 O 875 1986 5 MAIN 12 N 15T T 2 G N 4 7 R7-1 0 877 1998 N MAIN 12 5 1ST T 2 0 N 4 7 RI-I 0 -, 11168 S MARKET 20 N 4TH T 1 F N 4 6 RI-I F 1988 IM MARKET 10 ©10TH aaa© 2 6 R1-1 F 1906 ©MARKET 11 ©10TH aaa© 3 6 RI.1 P 880 1996 N MARKET 20 S NTH T 1 F N 6 6 R1-1 F 891 1008 N MARKET 15 S 1ST T 2 P N 2 7 R1-I B 894 1006 S MAIN 15 N 10TH T 1 F N 3 5 RI-I F 695 1988 N MAIN 15 5 10TH T 1 F N 4 6 R1.1 F 899 1996 S MINNESOTA 10 N 4TH T 1 F N 1 5 R1-1 0 902 1986 N MINNESOTA 15 5 4T11 T 1 P N 2 6 RI-1 F SUPPORT LEANING 904 1968 N MINNESOTA 5 5 15T T 1 G N 2 7 RI-1 G 908 1900 N MINNESOTA 12 6 1ST T 1 F N 2 6 R1-I F 910 1066 5 MINNESOTA 12 N 10TH T 1 F N 5 6 R1-1 F 911 1006 N MINNESOTA 20 S 10TH T 1 P N 4 8 R1-1 P 916 1008 S DAKOTA 15 N 4TH T 1 P N 3 8 RI-I F 918 1006 S DAKOTA 15 N SHAKOPEE T 1 0 N 4 6 RI.1 0 919 1006 8 DAKOTA 15 N 10TH T 1 P N 3 6 RI-I F 920 1006 N DAKOTA 20 S SHAKOPEE T 1 P N 6 6 RI-1 0 925 1996 N DAKOTA 16 S 4Th T 1 P N 5 6 R1-1 P 928 1006 N GORMAN 10 5 4711 T 1 F N 3 5 R1-1 F 933 1006 N PRAIRIE 10 S 1ST T 2 O N 5 7 Rl-I G 934 1006 N NAIIMKEAG 15 S 1ST T 1 G N 3 7 R1.1 F 935 1008 N NAUMKEAO N 15 1ST T 2 0 N 3 6 R1-1 G 936 1966 N PRAIRIE 10 N 1ST T 2 O N 3 8 R1-1 F 937 1006 N DAKOTA 15 N 1ST T 2 0 N 3 6 R1-1 0 988 1008 N MINNESOTA 15 N 1ST T 2 0 N 7 3 R-1 0 930 1006 N MARKET 15 N 1ST T 1 0 N 6 2 RI-1 O 940 1008 5 SHAWNEE 20 N 4TH T 1 F N 2 5 RI-1 P 947 1668 S SARAZIN 15 N 4TH T 1 0 N 5 6 RI-I 0 961 1686 N PARKIN 12 5 NTH T 2 F N 5 7 RI-I G 663 1006 E PARKWAY 15 W SARAZIN T 1 E N 4 6 R1.1 E 964 1996 W PARKYWY 15 E SARAZIN T 1 G N 2 6 RI-1 0 995 1986 W OREENWAY 15 E SARAZIN T 1 0 N 3 5 RI-I O 988 1006 E GREENMAY 10 W SARAZIN T 1 G N 3 6 RI-I 0 967 1006 N ROUNDHOUSE 15 S 4TH T 1 O N 3 6 RI-1 F 1996 E GARDEN LANE 20 W 17 T I 0 N 3 6 R1.1 F 1996 ©SUNSET COURT 30 ©I8 111111111110 6 R1.1 F see HORIZON 15 MUHLENHARDT 10 5 R1-1 FMI 1002 1966 HORIZON 12 MUHLEARDT 6 6 R1-I F 1004 1986 HORIZON 10 18 10 6 R1-1 9 IOW 1906 MUHLENHARDT 25 16 5 5 R1-1 F 1014 100MU 8 MCGUIRE CIRCLE 15 HLENHARDT 2 5 RI-1 P 1072 1600 MUHLENAROT 15 18 3 6 R1-1 F 1025 1988 BOILING SPRINGS 5 18 15 T RI-1 F 1029 1998 ©MARAS _ 15 13TH ©aa© 2 ... 8 R1-1 P 1031 1988 13TH 25 18 8 8 R1-1 P 1035 1968 HILLDALE 20 18 10 6 R1.1 F 1042 1900 PIKE LAKE 25 16 5 6 RI-1 F 1045 1666 MCKENNA 35 16 10 6 RA F 1046 1006 DEANS LAKE 20 18 2 7 RI-I O SUPPORT LEANS 1049 1006 MONTECITO 10 18 8 8 R1-1 O 1061 1900 MONTECITO 20 18 2 7 RI-I O 1062 1006 16-69 ACCESS 30 83 10 6 R1-1 O 1986 18-03 ACCESS 40 16 1S 7 R1-1 0 1006 VALLEY INDUSTRIAL 80. 30 CANTERBURY 7 6 R1.1 P 1900 VALLEY INDUSTRIAL SO. 20 VALLEY PARK 6 5 RI-I P 008 1VALLEY INDUSTRIAL NO. 20 CANTERBURY 5 5 R1.1 B 1072 1006 CITATION 20 VALLEY INDUSTRIAL NO. 111111 15 6 RI-1 P 1078 1886 VALLEY INDUSTRIAL NO. 27 VALLEVPARK 2 5 RI-I F 1060 1006 PARID'LACE 35 VALLEY PARK 2 6 R-1 O 1082 1006 PARK PLACE 15 12TH 2 5 RI-I F 1108 1008 VALLEY VIEW 30 17TH 5 5 RI-I P 1109 1988 VALLEY NEW 25 63 15 6 R1-1 0 1114 1008 MARCIA 70 171111 5 6 R1-1 F SUPPORT LEANS 1120 1006 29 40 17 20 6 R1-1 F 1124 1900 NORTON 20 17 10 6 R1-1 0 1130 1900 EAGLEVY000 LANE 15 17 2 6 RI-1 F 1135 1866 VISTA RIDGE 30 14 S 6 RI-I 0 1137 1000 V/ESTRIDOE 20 14 6 S R1.1 P 1096 ©LONDONDERRY 36 79 6 8 RLI F 1996 ©LONDONDERRY 10 ©19 as 3 6 RI-1 F 1140 1936 1150 1616 1152 10 ®IJJA420D 20 it 66 EI/1H S 6 RI-I F 1164 1006 W DOMINION 20 E 17 T 1 F N 8 6 RI-1 F Page 5 SIGN1 1156 1886 W CHATEAU 15 E 17 T 1 0 N 5 5 R1-1 0 1159 1666 W 19LLSIDE 25 E 17 T 1 P N 4 5 R1.1 F 1187 1866 E BLUE HERON 20 W 17 T 1 F N 9 6 R1-1 0 1188 1996 E WOOOOUCR 20 W 17 T 1 F N 10 5 R7-1 P 1•— 1888 W V.O000U0K 25 E 17 T 1 0 N 25 6 R/-1 G 1888 © 15 a17 a© 0 © 3 6 R1-1 F 1566 ©� 30 ©17 0© G © 4 6 RI-1 E 1182 1886 E 17 25 W SARAZIN T 2 E N 5 6 RI-1 E 1154 1986 8 SARAZIN 15 N ST FRANCIS T 2 F N 4 7 R1-1 E 1185 1866 W ST FRANCIS 15 E 17 T 2 F N 3 6 R1-1 0 1169 1966 N TYRONE 12 S 16 T 1 F N S 4 R1-1 F 1195 1996 S JASPER 15 N VIERUNO T 1 F N 3 6 RI-1 F SUPPORTLEANS 1106 1996 5 EMERALD 20 N VIERUNG T 1 F N 3 6 R1-1 F 1203 1066 N UUESTONE 25 N VIERUNG T 1 F N 4 6 R1-1 F 1206 1956 N HERITAGE 21 N VIERUNG T 1 F N 4 6 R1-1 O 1211 1086 S SAPPHIRE 20 N VIERUNG T 1 F N 2 6 RI-1 P 1272 1996 S RUBY 25 N VIERUNG 7 1 P N 1 5 R1-1 P 1224 1988 N RAMSEY 20 N VIERUNO T 1 0 N 3 6 R1-1 O 1271 1986 S MILLER 12 N VIERUNO T 1 F N 4 5 R1-1 0 1210 1586 N BERG 12 5 HAUER T 1 P N 4 6 RI-1 P 1256 1996 W 11TH 25 E 17 T 1 P N 4 6 RI-1 P 1281 1966 E 11TH 35 W 17 7 1 F N 8 1 R1.1 0 SUPPORT LENS 1281 1996 N SIBLEY 12 S 10TH T 1 O N 3 6 R11 F SUPPORT LEANS 1281 1886 S SIBLEY 15 N 10TH T 1 0 N 2 6 R1-1 0 1285 1996 N RAMSEY 6 S 10TH T 1 0 N 5 6 RI-1 0 1286 1996 S RAMSEY 10 N 10TH T 1 O N 2 6 RI-I F 1288 1686 S SWIFT 15 N 10TH T 1 0 N 2 6 R1-1 0 SUPPORT LEANS 1289 1998 N MILLER 10 5 10TH T 1 0 N 3 6 R1-1 0 1270 1906 S MILLER 10 N 10TH T 1 O N 3 6 R1-1 0 1272 1999 N MERRIFIELD 10 S 10TH T 1 F N 6 6 RI-I G 1277 1996 N LEGION 20 S 10TH T 1 P N 6 5 R1-1 P SUPPORT LEANS 1762 1996 N SHALM6UT 20 S 10TH T 1 P N 4 9 R1-1 F 1265 1999 E PRAIRIE 25 W 17 T 2 0 N 8 6 RI-I F 1294 1996 N NA8.6(EAG 25 5 10TH T 1 F N 0 S R1-1 0 1296 1996 N PRAIRIE 20 S 10TH T 1 F N 5 6 RI-1 F 1301 1996 N DAKOTA CIRCLE 25 S VIERUNO T 1 F N 2 S RI-I F 1307 1998 5 DAKOTA 20 N VIERUNG T 1 O N 2 5 R1-1 F 1306 1998 S VIERUNG CT 25 N VIERLINO T 1 P N 4 5 R1-1 F 1899 N PONDVIEWCT 15 S WRUNG T 1 F N 9 6 R1-1 0 1996 ©MINNESOTA 15 a VIERUNG 11111111122 6 R1.1 0 99 19MINNESOTA 30 10TH 4 B R1-I F 1317 1906 MINNESOTA 25 VIERUNG 5 7 RI-1 0 1318 1999 MARKET 20 10TH 3 7 R7.1 O 1321 1699 MAIN 20 10TH 5 7 R1-1 P 1375 1999 SAGE 20 WERUNO 5 6 R11 F 1326 1986 ASTER 20 VIERUNG 2 8 R1-1 G 1328 1996 ©SAGE 15 aa© 4 R1-1 G 1333 1996 ©THISTLE pa © 5 R1-1 _ 1334 1898 MOUND 25 79 8 R1-1 1339 1999 SAND 5 78 3 RI-I 1341 1999 MOUND 20 79 5 RI-I 1346 1099 MINT CIRCLE 10 79 B R1-1 1348 1996 ALEXANDER CT 20 790101 3 RI-1 Hill 1355 1996 11151111840 25 15 4 a R1-1 0 1361 1999 1355 1996 ®VIER 20 flis FULLER 1111111 3 6 R/t F 1999 ©VIERUNG 20 ©79 aaa© 6 6 RI-1 B Iiii � VALLEY 25 DAKOTA g�B6 ® FAIR FRONTAGE ROA20 AM DRIVE 1111111 67 6/111111-1M1-3 31M76A OIOA7 iiii 19998 996 ®SHENANDOIIH 30 15 ®MINNESOTA 11111111112 613 RI-IM5-1 FR 11 1999APOAR 40 210IIII 10 6N2 RI-1MRXNG FIG 1996 APGAR 4 2140 10 7111 RI-1MRXNG GIG 1999 FOOTHILL 2.0 16 10 518 R1-1/STREET FIRE 1999 W.SHAKOPEE 10 APGAR 3 6 R1-2 0 mg19968TH 30 LEV4S 2 6 a1-2 0 1986 ®7TH 4 ®FULLER BBB® 2 6 R1.2 P T SUPPORT LEANING 285 1996 7TH 21 LEWIS 3 5 R1-2 F 211 1686 7TH 50 SPENCER 3 6 R1-2 0 227 1999 7TH 25 LEMS 11111 O R1.2 P 229 1999 7TH 20 FULLER 4 7 R1-2 F 1996 ©7TH /8 1 APOAR 3 6 121-2 P 1666 ©HARRISON 200 3 aaa© B 6 R1-2 F 319 1599 E 5TH 20 W ATW00D T 1 F N 4 7 61-2 G 342 1996 W 5TH 20 E ATWOOD T 1 F N 4 6 R1-2 F 391 1999 E 4TH 15 W APOAR T 1 P N 2 6 R1.2 F 401 1899 W 4TH 25 W CR 63 T 1 F N 15 7 111-2 F Page 6 SIGN1 420 1608 W LTH 15 E APGAR T 1 F N 3 6 61-2 G 405 1006 E 2ND 23 W APGAR T 1 P N 3 6 RI-2 P 467 1966 E 2ND 6 W APGAR T / F N 4 5 61-2 F 556 1966 W 2ND 5 E SCOTT T 1 F N 0 5 61-2 P 1996 W 2ND 10 E APGAR T 1 F N 2 5 61-2 P 1098 ©SHUMWAY 25 ©3RD aaa© 4 6 R1.2 F 1896 5 SHUMWAY 5 N 3RD T 1 P N 5 7 R1-2 F 702 1966 N ADAMS 30 S 3RD T 1 F N 4 0 61-2 P 703 1068 S ADAMS 25 N 3RD T I P N 7 6 R1-2 P 767 1996 S FULLER 20 N 8TH T 1 F N 3 7 R1-2 F SUPPORT LEANS 775 1060 N FULLER 20 S 0TH T 1 P N 5 5 61-2 P 021 1966 S SOMMERVILLE 25 N 7TH T 1 F N 3 5 RI.2 F 520 1996 N SOMMERVILLE 15 S 7Th T 1 F N 2 5 01-2 F 502 1996 6 MARKET 23 N SHAKOPEE T 1 P N 4 6 61-2 F BRANCH BLOCKING SIGN 606 1006 N MARKET 12 5 SHAKOPEE T I P N 5 6 61-2 P 003 1096 S MAN 20 - N SHAKOPEE T 1 F N 3 0 R1-2 F 6911 1906 N MAIN 20 S SHAKOPEE T 1 F N 4 0 61-2 F 906 1966 S MINNESOTA 20 N 7Th T 1 P N 5 6 61.2 G 909 1608 S MINNESOTA 10 N SIIANOPEE T 1 F N 3 0 R1-2 F 012 1996 N MINNESOTA 15 S SHAKOPEE T 1 P N 3 6 61-2 P 013 1996 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510 R1461-3Rt1-I Fff . 99., 106TH 15 E APGAR 5 45 01-361-1 GAG 935 1008 5TH 15 W LEASE 3 5 R14611-I HF 326 1606 5Th15 W SOMMERVILLE 4 6 61361.I Fff 334 1996 5TH 15 E SOMMERVILLE 4 5M R13RI-1 Fff 336 1900 5TH 20 E LEWIS 3 5 R13R1.1 Fff 376 1996 4Th 15 W SPENCER 5 415 R131RI-1 FIF 393 1906 4TH 15 W SHENANDOAH 5 6 R136I-1 PIP ® 1988 ©4TH 20 4 I E SPENCER oaa© 5 87 R1-3621-1 _ FIT 1998 12TH 15 W HARRISON 15 8 61-3/181-1Fff 1966 HARRISON 10 S 12TH 5 5 87387.1 PIP HARRISON 99 N 12TH 4 6 RI-RI-I P 1990 APGAR 2D N 6TH 5 6 RI-RI-1 PIF 1996 APGAR 15 S 10TH 6 7 RI-RI-1 PIF APGAR 25 S 6TH 10 5 RI-SRI-1 FIG 1996 FULLER 15 N 10TH 3 6 131461-1Fff 1996 FULLER 25 5 10714 4 M R1-3/R1-1P/P1099 HOLME8 1996 HOLMES 20 N 6TH 3 6/7 RI-RI-1 GIG /5 N 0TH S SIB RI-RI-1 GIG 1508 LEWS 2D N 5TH 3 7 RI-RI-1 GIG 1996 LEWIS 1006 /5 N 6TH 3 6 RI-RI-1 Kilo LEWS 20 8 6TH 5 M RI-RI-1 PIF 1996 LENS20 S 5TH 3 SA RI-SRI-1 PIF 1980 SOMMERVILLE 23 N 5Th 3 N RI-RI-1 FIF li 5Th 4 6 R1461-1 FM 1-1 FM 10000 ill SPENCER 15 ITH 2 5/6 SPENCERERVILLE 25 15 II 6TH 2 56 RI-9R1-I B/P 640 1996SPENCER 15 10TH 3 415 R13RI-1 GIG 559 1996 SPENCER 10 10TH 2 6 6t3RI-1 GIG 061 1996 SPENCER 25 6TH 1 415 Rt-3181.1 GN SUPPORT LEANS ilin 082 1006 SPENCER 23 41" 4 43 R14/911-1 Fff 001 1666KE MART 20 7TH 1 4/5 RI-SR1-1 FIF 667 1006 MARKET 20 7TH 5 66 61361-1 F/F 1696 CR MAIN 15 NEaaa© 3 6 RI-RI-1 Pff 1096 MOWN 20 �Oa© 3 8/7 613181.1 P/P 963 1916 IS N 4TH 5 6 R1-3R1-1 FIG 1241 1506 1240 19911 ®1 MERRIFIELD 6 6 1MERRIFILLD CT 1111111 10 6 R13R1.1 PIIE 1249 1999 W . 11TH 15 E MERRIFIELD T 1 P 72 3 6 R1-SR1-1 Fff Page 7 SIGN1 1300 1996 N DAKOTA 21 S 10TH T I P 72 3 8 R1JIR1-1 PIG 715 1998 S APGAR 15 N 10TH T 1 F Y2 3 6 61-38114 FIF 4 1986 E 300 330 E 189 T 2 0 N 7 9 62-1 F 9 1988 E 300 110 W TYLER T 2 G N 4 0 R24 0 -- 1998 E 10 25 E MONROE T 1 P N 9 7 62-1 P 1998 ©10 20 ©JEFFERSON aaa© 10 7 R2-1 F 1698 E 10 175 E SHUMWAY T 1 F N 7 6 R2-1 O PORTION BLOCKED BY TREE BRANCH 28 1988 E 10 150 E FULLER T 1 F N 6 8 R2-1 0 34 1998 E 10 288 E MARKET T 1 F N 7 6 R2-1 0 40 1998 E 10 37 W PRAIRIE T 1 F N 9 8.517 82-1 O 54 1998 W 10 450 W NAUMKEAO T 1 F Y2 10 4 R2-I FIF 02 1988 W 10 272 W MARKET T 1 F N 3 5 R2-1 F 88 1998 W 10 161 W SPENCER T 1 F N 3 6 02-1 0 82 1988 W 10 250 W HOLMES T 1 F N 3 5 62-1 O 00 1998 W 10 20 E SHUMWAY T 1 F N 4 7 R2-1 0 98 1999 W 10 796 W CLAY T 1 F N 4 7 R2-I F 105 1998 W 10 185 W JACKSON T 1 F N 2 5 02.1 P 127 1699 E SHAKOPEE 25 E DAKOTA TP 1 8 N 7 6 R2-1 F 141 1999 W SHAKOPEE 900 E MARSCHALL T 1 P N 3 6 62-1 P 74 1966 W SHAKOPEE 99 E MINNESOTA T 1 F N 3 6 82-1 P 180 1988 E 0TH 12 W SOMMERVILLE T 1 0 N 3 9 R2-1 OIF 172 1999 E STH 10 W MARKET T I F N 3 0 82-1 P 170 1986 8 PRAIRIE 15 N SHAKOPEE T 1 P N 3 5 624 P 186 1998 W STH 15 E MARKET T 1 F N 3 7 R2-1 P 188 1998 W 0Th 20 E SOMMERVILLE T 1 F N 3 8 R2-1 P 189 1908 W 8TH 15 E LENTS T 1 O N1 8 R2-1 F 197 1908 E 7Th 12 W APGAR T 1 F N 3 7 R2-1 0 219 1999 E 7TH 20 E DAKOTA T 1 F N 3 7 R2-1 F 236 1688 E 8TH 45 E JACKSON 7 1 O N 4 7 R2-1 P 271 1998 W 6TH 10 E SCOTT T I F N 3 6 82-1 F 275 1990 YY STH 15 W SHUMWAY T 1 P N 3 0 R2-1 P 290 1990 W 661 30 W WEBSTER T 1 P N 0 6 R2-1 P 785 1998 W 6TH 90 W ADAMS T 1 O N 7 5 62-1 0 374 1908 E 4TH 38 E LEWS T 1 F N 2 6 R2-I F 378 1966 E 4TH 425 E SPENCER T I P N 3 5 R2-1 F 381 16 3 E 401 185 E MINNESOTA T 1 P N 3 6 R2-1 F 399 1998 E 401 466 E ROUNDHOUSE T 1 F N 6 5 R2-1 F 360 1906 E CH 470 E SARAZIN T 1 E N 7 5 R2.1 0 1995 E 4T31 1500 E SARAZIN T 1 E N 75 R2-1 E 1999 ©4TH 150 ©SHENANDOAH as 0 © 10 5 62-1 0 1698 4TH 70 w SHEANDOAH 6 s 62.1 E 409 1909 4TH 1080 w SHENANDOAH 8 6 R24 E 410 1968 4TH 70 W SARAZIN 6 5 R2-1 E 411 1999SARAZIN 4TH 970 W 7 8 82-1 P 479 1966 3RD 55 W PIERCE 12 6 82-1 F 587 1906 LEVEE 306 W ATW000 8 4 R2-1 F 875 1988 PIERCE 24 N MCDEVITT 4 4 82-1 G 99 770 18 ©FULLER 450 5 10TH --- _ 11111 5 7 R2.1 _..G 1006 FULLER N VIERUNG 5 7 02-1 G 1900 SPENCER 155 S 107H 15 8 82-1 99 I 0 1999 SHENANDOAH 150 N 4TH 10 7 R2-1 I P 99 19SHENANDOAH 310 S 101 10 7 R2-1 10 111 1998 SHENANDOAH 150 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III 5 5 62-1 F 1100 1998 12TH 1380 111 PARK PLACE 4 5 82-1 F 1181 1998 WOODDUCJ( 100 17 3 6 R2.1 F 1210 1068 SAPPHIRE 200 MURPHY 6 5 62-1 P 1213 1999 SAPPHIRE 172 VIERUNG 4 6 R2-1 F 1239 1600 11TH 181 17 III6 8 62-1 P .11 1m 1999 NAUMKEAG 200 10TH 2 9 R2-1 0 1999 ©MINNESOTA 30 ©MINNESOTA CT aaa© 2 6 R2.1 0 1090 ©VIERUNG 03 ©MINNESOTA 111111111111=111113 7 R2-I 0 1370 1696 E WRUNG 320 W SAGE T 1 F N 3 6 82-1 O 1375 1099 E VIERUNG 00 E RUBY T 1 F N 3 8 02-1 P 1377 1668 E VIERUNG 25 E EMERALD T 1 F N 6 5 R2-1 F 1378 1980 E VIERUNG 100 W JASPER 7 1 F N 9 6 82-1 F Page 8 SIGN1 1380 1966 W VIERUNO 260 W JASPER 1' 1 F N 3 5 R2-1 F 1381 1908 W VIERUNG 300 W UMESTONE T 1 P N 3 7 R2-1 P 1387 1996 W NERUNO 145 W 17 7 1 F N 2 9 R2-1 F ! 1389 1998 W VIERUNO 55 E ASTER T 1 G N 4 5 R2-1 P ' --- 1998 W 7TH 295 E DAKOTA 7 1 F Y2 12 6/4 R2-11/0 DMPO G/P r- 1908 S FOOTHILL 180 5 18 T 1 F Y3 4 411/8 R2-1/SLINOHLDRNANT. F/F/F 1998 W NERUNG 195 W 16 T 1 P Y2 10 5/7 122-1/51494 PIP I 241 1908 E 604 6 W APGAR P 1 O 73 a N R2-1/STREET P/0/0 1025 1998 W 13TH 800 E MARAS T 1 F 73 5 5 R2-ISTREET F/F/F 6 402 1966 W 4Th 470 W CR63 T 1 F Y2 15 6 R2.1N4143 PIP 848 1988 5 SPENCER 325 5 11TH T 1 F N a 7 R2-1A 0 1271 1968 S MERRIFIELD 12 N 11TH T 1 P Y2 a 4 53-1/51-1 NF 3 1996 E 300 320 E 189 T 2 G N a e 113-X1 G 398 1988 E 4TH 2400 E SHEANANDOAH 1' 1 P N 8 6 R3-X1 P 403 1998 W 4TH 2700 W CR 83 T 1 F N 10 6 R3-X1 F 405 1696 W 4T11 180 E SHENANDOAH T 1 P N 10 a 53-X1 P 1175 1966 W 17 323 E 17 T 1 F N 2 6 53-X2 E 6 1998 5 SIIAKOPEE SQUARE 2 5 300 T 1 P N 2 6 R4-7 F 546 1996 W 274D 180 W LEVMS P 1 F N 2 6 R5.1 F 583 1666 E 1ST 20 E SOMMERVILLE T 2 0 N 3 6 RE-I 0 797 1668 N HOLIES 12 N 1ST T 2 0 N 2 a R5-1 F 798 1966 N HOLAIES 14 N 1ST T 1 P N 2 a 1151 F SUPPORT BENT 637 1998 W 2ND 15 E SPENCER P 1 0 12 6 96 561/R1-1 F/F 932 1998 S PRAIRIE 3 N 21413 P1 F Y2 4 6/7 RSA/R01 F/F SUPPORT LEANING 254 503 1968 E 0 1 N 2ND P 1 F Y3 1 8/8 R5-I/STREET 0/0/0 519 1996 E am 5 W DAKOTA P 1 0 73 1 618 R5.1/87REET FIFIF 521 1908 E 2ND 10 W PRAIRIE P 1 F V3 1 N MA/STREET P/F/F 523 1996 E am 10 W NAUTAIO:AG P 1 O Y3 1 5/7 RS/STREET P50/0 594 1666 E 1ST 20 E SOMMERVILLE T 2 F N 5 6 55-1A F 571 1996 E BLUFF 50 E MARKET T 1 F N 5 4 55-2 F 675 1668 W BLUFF 3 5 DAKOTA T 1 P N 5 4 55-2 P 1279 1669 S SHAVNAUT 400 N PRAIRIE T 1 0 N 3 4 R5-X1 F 1304 1998 E GOLDENROD 0 E GOLDENROD T 1 F N 5 3 R5-X1 0 1361 1669 E VIERUNO 181 E DAKOTA T 1 F Y2 10 466 R5-X1550MV GIG 1313 1966 N MINNESOTA 0 N 11TH T 2 F V2 2 214 RS-XI/WI-7 F/P 528 1668 W 2ND 90 W MINNESOTA T 1 F N 1 5 5502 F SUPPORT LEANS 505 1988 E 1ST 100 E SOMMERVILLE T 2 G N 2 a R6-1 F 517 1996 E 240 15 W MINNESOTA P 1 P YS 1 5/8 R6-1/R1-15R5-1/STREET F/GIOKi/G 1696 W 10 10 E HWY 169 T 1 0 V(3) 2 416 56-1551-16163 0/040 1966 ©SHENANDOAH 30 a 1°1I 10 5666 56.1/51-11563 0/053 -.- 1698 MAIN 10 21113 15 516 561/55.1 F/F 905 1998 DAKOTA 5 am 8 56 R8-1/56-1 0/F 510 1668 2ND 20 FIILMORE 1 SA/8 1313-1954/STREETFIFIFIF 515 1988 2ND 1 240 7 518 Re-1/95-1/STREET 0/0/0/0 435 1666 350 10 166 a 518 RB 3151-1556-1 0//P 943 1666 VIKING STEEL 20 101 6 50/9 563451-1556-1 010/O 1100 1996 ©12TH 30 ©CANTERBURY I ©a© 6 5695 R63551.11R6.1 050/G 1105 1996 ©SECRETARIAT 25 ©CANTERBURY T I ©a© 10 • 8 R6-341.148-1 0/G/G 1374 1998 ®VIERUNO 40 III17 TT moo 5 59 R6351.1558.1 0/FIG 1384 1668 NERUl1N0 15 17 3 5/7/9 583551-15561 F/0/0 1367 1666 SIRING STEEL 20 101 T 5 95611 R63/R1-149.1 0/0/0 NM1998 IM SHENANDOAH 18 ©101 11111aa© 12 68/11 R6-8/R1-IIR9.1 063/0 1462 1966 ©MURPHYS FRONTAGE ROAD 23 ©101 O © 20 5/7/9863551-15561MGMI 1966 ©10 2511 ©SPENCER IMIII11a© 3 4 57-109 0 7-SUPPORT LEANING 1668 10I SB SOMMERVILLE 4 117-706 0 1668 10 736 SOMMERVILLE3 4 57.108 0 1966 10 66 LEWIS 4 6 57.105 O 1666 10 210 LEVM8 4 6 117-108 0 PIF 1998 PIERCE 15 STH 3 5/7 RED)0Nf9NVi1-21 1666 FILLMORE 10 2ND 5 N 561556-1 F/O 929 1098 GORMAN 3604Th 8 45 RP552.1 F/F 556 1668 2ND 51111 SCOTT 1 7 510040 F 710 1996 APGAR 120 am 10 5 R5063 P 718 1998 SCOTT 30 2913 5 7 85940 0 743 1996 SCOTT 1 am 5 a RRXNG F 745 1666 ATVJDOD 40 2ND 4 a RR/040 F 758 1668 AT1A000 2 790 5 a 552040 F 762 1908 FULLER 200 1ST 3 7 MOM F 815 1666 SOMMERVILLE 5 2ND 5 7 RRXNO F 837 1668 SOMMERVILLE 1 240 a 9 56-040 0 837 1668 SPENCER 3 940 4 7 RRX40 F 963 1996 SPENCER 150 1ST 3 7 1155)040 F 7906 ©NKING STEEL 1230 ©4TH 111:111a 0 © 10 9 55)010 G 1966 EMI SARAZIN 300 a 101 =a 0 © 6 9 557040 0 VALLEY INDUSTRIAL 540 VALLEY PARK 6 a RRX43 0 lase 1998 196 1903 ®VALLEY INDUSTRIAL 80. 180 VALLEYPARK 11111110 II 6 8 557040 0 1074 1666 E VALLEY INDUSTRIAL NO. 415 E CITATION VW 1 0 Y2 15 a 115)010 0 Page 9 SIGN1 738 1906 S HOLMES 15 N 5Th T I F 72 3 517 81./52-1 GIG 419 1996 W 4T1 15 E WNIO=T T 1 F N 4 8 82-1 O S03 1998 N LEVNS 250 5 ON T 1 P N 3 6 82-1 P 20 19996 E 10 225 W CLAY T 1 F Y2 7 5/7 52.12/52-1 GIG -- 1006 E 10 7 W SCOTT T 1 F '12 7 75 S2-P2/09-2A PN 1998 ©10 320 ©A6A000 aaa© 5 501 S2-P2/00-ZA P 1998 ©8TH 10 ©SCOTT aaa© 5 7 S2-P2/052A PIP 395 1906 E 461 2300 E SHENANDOAH T 1 P Y2 1 8 82-P2/R141 GIP 13 1096 E 10 15 E MADISON 1 2 P 3/2 8 0 82-P2I51-1 FIF 31 1996 E 10 700 W SPENCER T 1 F '12 10 5/7 $20251-1 P/P 32 1998 E 10 396 W SPENCER T 1 0 3/2 S 5/7 5202/51.1 F/F 58 1080 W 10 12 E DAKOTA T 1 F 72 9 5/7 5202/51.1 GIG 123 1068 E SHAKOPEE 475 E DAKOTA T 1 P Y2 17 8 52-P2/S1-1 PIP/ 129 1908 E SHAKOPEE 70 E NAUTAKEAG T 1 F Y2 4 5 $2412/51.1 P/S 145 1998 W SHAKOPEE 12 E PRAIRIE T 1 F 72 3 0 524P2/514 FIF 755 1536 N ATWOOD 20 ' 8 4T11 T 1 F 72 3 5/7 8202/314 F/G 1236 1066 E 11Th 65 E 17 T 1 P '12 4 5/7 52-P2/51-1 F/P 30 1506 E 10 380 E FULLER T 1 F Y2 5 5/7 S2-P2/52-1 P/P 70 1903 W 10 313 W SPENCER T 1 F Y2 4 5/7 82-P2/$2.1 F/F 74 1080 W 10 322 W SOMMERVILLE T 1 F Y2 3 4 $20252.1 G/G 70 1596 W 10 10 E HOLMES T 1 F Y2 3 517 52-P2/52-1 F/F 94 1996 W 10 215 W CLAY T 1 F Y2 6 5/7 82-P2/52-1 GIG 101 1998 W 10 15 E MADISON I 1 F '12 3 6/7 S2-P2S2.1 FIF 143 1908 W SHAKOPEE 740 W MARSCH HLL T 1 F Y2 3 5/7 S202S2.1 PIS 147 1960 W SHAKOPEE 6 E DAKOTA T 1 F 3/2 3 S S2-P2/52.1 F/F SUPPORT LEANING 24- 1908 E 6Th 33 E PIERCE T I G Y2 3 5/7 $20252.1 P/F 258 1096 E 8TH 15 W SOMMERVILLE T 1 P 72 6 577 520252-1 PIF SUPPORT BENT 206 1938 W 6Th 20 E SOMMERVILLE T 1 F 72 0 516 820232-1 PIP 2717 1938 W 8Th 15 E PIERCE T 1 P '/7 5 518 52-P252-1 PIP 422 1966 W 4Th 20 E LEVNS T 1 P '12 4 45 S202S2-1 F/G 726 1966 5 SCOTT 20 N 3R0 T 1 F Y2 7.46-1 4 8202/52.1 PIF 729 1066 S SCOTT 20 5 3RD T 1 P Y2 3 6/7 5202/524 WF 730 1966 5 SCOTT 25 N ITN T 1 P Y2 2 518 520252-1 PN 741 1906 N SCOTT 25 S 4Th T 1 P 72 10 55 $2-P252-I PIP 756 1356 N ATNOOO 25 5 3RD T 1 F 72 5 5/7 820282-1 G/F 793 1996 N HOLMES 15 5 5TH 1' 1 P Y2 2 45 520252-1 FIF 1257 1966 W 11TH 23 E 17 T 1 F '/2 1 5/7 S2-P2/52-1 GIG 1262 1996 E 11Th 30 W 17 T 1 F Y2 3 35 52-P2/524 WO } 1906 S A6W000 20 N 461 T 1 P 72 2 5/7 8202543 7777 1966 ©LEGION 15 411TH aaa© 3 48 52-P2/931I-1A FIF 1936 9RD 200 APGART 2 507 52- 24 P/F IIII 473 1906 9RD 105 ATWOODT S 4K 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T.... I a© 7-I 5/7 -2A 52-PIWIG/G2I 1278 1966IIII SHAN/MUT 415 ©PRAIRIE1F El 1251 1966 ill SIMWMUT 400PRAIRIE ' 711 PIR 3 5/7 52-P281/11.28 NT 849 1966 SPENCER 270 a VIERLING T 1 O 10 8/7 820261611-X7 GIF 932 1565 ©SPENCER 130 ©MINT CIRCLE 1 0© 6 5/7 S202/WI1-X7 GG 1027 1938 ©13T1 50 ©MARAS 1111111WMIN 3 6 53-I P 1101 1938 ©SOMMERVILLE W ©7TH 3 415 041/51-3 PIF MI IM1 1996 11. KEA 15 En JEFFERSON s 5/7 6441514 F/F El 1936 ®10 W ®N MINNESOTA �B` e 0 40 /1144614 F/F IIIIE 1938 ©M 19 ©SPENCER 111101111/21121 4 46 544/514 GIG Ei 1996 0 WO CLAY 4 54451-1 F/F 1938 ®1SHAKOPEE 105 ®MINNESOTA Bae 3 35 844/571 F/F En 1968 ©8TH 84 ©FULLER aa© 3 5/7 84-3/51.1 PF Mill 1556 M.8IH 15 mai SPENCER 5 N7 $44/SI-1 PIP 561 100 3 6/7 54-3631-1 1906 l 1W6 ®4TH 40 ®APGAR HOLMES T Be 3 517 84.31511 iIP 1938 IR 1006 ®4171 255 FULLER 3 415 6314/514 F/G 11N 80 ®SCOTT T Bae 3 N 64-3/514 GM 720 1996 111.1 APGAR 15 a 390 T 1 a© 4 5/7 54-381-1 Off © 1906 ®ATWOOD 20 ©5TH _T 1 a© 3 45 843/51-1 FIF 793 1996 HOLMES 36 7T1 T 2 4A1 843/51-1 PIP 302 1966 LENS 106 4T11T S 55 84381-1 PIF 857 1938 SPENCER 275 11Th TIII 4 4/5 843511 FN 1252 1936 1161 136 i MILLER T 6 518 844181.1 PP SUPPORT LEANS 27 1936 10 25 FULLER T 4 517 84482.1 GM 1996 ©SHAKOPEE 505 ©PRAIRIE T aa© 2 6 84-3152-1 F/F 19W 11211 SCOTT 140 ME 259) T ao© 4 6 843/82-1 GIG 754 15031:11.HOLME8 135 43RD T aa©193 45 54-352.1 F/F 66 © WD SHAKOPEE ©11TH WP aa© 3 6 SC P 1993 ©PRAIRIE 15 UEABTWEWCIRCLE - T aa© 4 46 5C/R2-1 PIG 1051 1993 E HORIZON 1570 E FOOTHILL I 1 P N 4 4 SLOW F SUPPORT LEANS Page 10 SIGN1 1306 1566 W DAKOTA 167 W DAKOTA T 1 O N 3 5 SLOW O 19 1996 E 10 160 E ST.MARK'S T I F II 5 3 SNOW F 283 1666 W 6TH 240 W MAIN T 1 F N 3 6 SNOW F 372 1566 E NTH 45 E HOLMES T 1 F N 2 4 SNOW 0 au 1966 W 4TH 20 151 MARSCHALL T 1 F N 3 4 SNOW 0 SUPPORT LEANS 1666 W 31613 75 W FULLER T 1 F N 10 6 SNOW F — 1666 W 3RD 50 W SCOTT T 1 P N 4 4 SNOW F 508 1996 E 5141 130 E SOMMERVILLE T 1 0 N a 3 SNOW 0 509 1966 E am 150 E SPENCER T 1 F N 7 4 SNOW F 511 1996 E 2ND 160 E FILLMORE T I P N 6 4 SNOW 0 513 1008 E 2ND 150 E MAIN T .1 F N B 4 SNOW 0 516 1996 E IND 160 E MARKET T 1 F N a 4 SNOW P 516 1966 E 2ND 130 E MINNESOTA I 1 P N 3 4 SNOW F 520 1998 E 3413 140 E DAKOTA T 1 P N 2 4 SNOW F 622 1996 E 363 150 E PRAIRIE T 1 F N 7 4 SNOW 0 625 1996 W 5190 170 E PRAIRIE T 1 P N 2 4 SNOW F 628 1996. W 2140 170 E DAKOTA T I F N 2 4 SNOW 0 529 1966 W 393 205 W MINNESOTA T 1 P N a 5 SNOW F 631 1996 W 2ND 140 W MARKET T 1 F N 7 4 SNOW F 53S 1006 W 3413 150 W FS.LMORE T 1 F N a 4 SNOW F 638 1996 W 2ND 165 W SPENCER T 1 F N 0 6 SNOW F 612 1906 E 12TH 255 E POLK T 1 F N 3 4 SNOW 0 637 1906 N HARRIOSN 32 N 13TH T 1 P N 7 6 SNOW F 641 1996 5 HARRISON 50 S 10TH T 1 F N 6 7 SNOW F 712 1908 S APGAR SO S 4TH T 1 F N 5 5 SNOW O 739 1956 N SCOTT 50 N 6TH T 1 F N 6 S SNOW F 760 1906 S FULLER 75 S 189 LP I F N 1 7 SNOW O 774 1906 N FULLER 100 N 10TH T 1 F N 4 5 SNOW F SUPPORT LEANS 879 1996 S MARKET 110 S 1ST T 1 F N 3 5 SNOW 0 866 1906 N MARKET 80 N 10TH T 1 F N 2 5 SNOW F 416 1900 W 4TH 300 W SARAZIN T 1 P Y2 15 416 SNOW ROUTE/NO PRKC PIP 960 1906 N SPENCER 118 N 10TH T 1 P 52 3 315 SNOW3411K GIF 20 1096 E 6TH 556 E ADAMS T 1 0 52 2 517 SNOWCALPKG PR SUPPORT LEANS 45 1666 E 10 50 E CR 17 V 1 F Y3 5 51417 SNOWCAL PRIODSPR GPM 50 1996 W 10 200 W SHAKOPEE T 1 0 NZ 5 35 SNOWDSPR OP 716 1996 N APGAR 15 N 10TH T 1 F Y2 3 463 SNOWDSPR NF 436 1906 E 3RD 200 W HARRISON T 1 P 52 5 517 SNOWNOPKO GIG 1386 1996 E NERUNO 57 E MINNESOTA T 1 F Y2 2 517 SNONNOPKO GIG 1098 E MERINO 250 W 17 T 1 F Y2, 3 416 6NOWNOPKG FIF — 1006 E NERUNG 170 E 17 T 1 P 52 3 416 SNOINNOPKG FP — 1996 W NERLOIO 230 W 17 T I F Y2 3 5A SNOVSNOPNO FIF 1147 1999 E BARRINGTON 107 E 79 T 1 F Y2 2 214 SN0WR2-1 GIG 11 1996 E 10 2a W HARRISON T 2 O Y3 4 741 SNOV662-P5III'A WOG 395 1966 E 4TH 4 W SCOTT P 1 P Y3 5 50 SNOWSTREET GIFIP 725 1996 S SCOTT 193 N 2ND T 2 G Y2 5 515 SNONNW0-1 GIG 835 1506 S SPENCER 120 5 1ST T 2 O Y2 3 66 SNOVWNPI GIG 896 1996 S MINNESOTA 100 S 1ST T ` 2 G Y2 2 611 SNOWWIS-t G/G 270 1996 W STAR 15 E FULLER T 1 F Y2 4 46 SNOWMAS-2 G/G 10 1068 E 10 4 E TYLER P 1 G Y2 4 7 STREET GIG E 10 a W MINNESOTA P 1 G Y2 6 7 STREET OIG 30 1506 E 10 10 E DAKOTA P 1 0 Y2 a 9 STREET G 41 1999 E 10 6 E PRAIRIE P 1 0 Y2 a 6 STREET GIG 42 1996 E 10 6 E NAUMICEAG P 1 P Y2 10 a STREET GIG POLE BENT 43 1998 E 10 10 E SHAWMUT P 1 0 Y2 IS6 STREET GIG 44 1996 E 10 13 E LEGION P 1 O 52 10 15 STREET GIG _ 46 1096 E 10 a W SIBLEY P 1 0 Y2 4 10 STREET GIG 47 1696 E 10 7 W MARSHALL P 1 0 Y2 a 7 STREET GIG 19 1906 S 10 5 W SHAKOPEE P 1 0 Y2 6 7 STREET FP 51 1996 E 10 5 W MILLER 0 1 0 52 6 10 STREET OAS 52 1969 W 10 7 W SWFT P 1 F Y2 5 10 STREET GIG SUPPORT LEANING 53 1906 W 10 4 W RAMSEY P 1 0 Y2 3 S STREET GIG 59 1696 W 10 5 W DAKOTA P 1 0 52 7 6 STREET GIG 00 1996 W 10 4 W MINNESOTA P 1 0 Y2 10 7 STREET GIG 61 1996 W 10 a W MARKET P 1 0 52 7 7 STREET GIG 63 1996 W 10 5 W MAIN P 1 0 Y2 7 7 STREET Gro 6S 1099 W 10 a W SPENCER P 1 0 Y2 6 7 STREET OIG 71 1999 W 10 10 W SOMMERVILLE P 1 0 Y2 a a STREET GIG 75 1099 W 10 6 E LE1NS P 1 F 52 S 7 STREET FP SUPPORT LEANING 70 1996 W 10 4 E HOLIES P 1 0 Y2 4 7 STREET GIG 64 1999 W 10 5 W ATNAOD P 1 0 Y2 a 7 STREET GIG M 1906 W 10 3 W SCOTT P 1 P Y2 3 7 STREET GIG 09 1696 W 10 3 W APGAR P 1 0 Y2 6 7 STREET ON 1099 W 10 a' E SH MRY P 1 O Y2 a 7 STREET GIG 1696 W 10 4 E PIERCE P I 0 52 4 9 STREET GIG .4 1998 W 10 5 E CLAY P 1 O 52 5 7 STREET O/O 100 1999 W 10 5 E JEFFERSON P 1 0 52 6 6 STREET OIG 102 1996 W 10 4 E MADISON P 1 0 Y2 4 8 STREET GIG 101 1099 W 10 5 E MONROE P 1 F Y2 6 6 STREET FP Page 11 SIGN1 104 1868 W 10 5 E JACKSON P 1 0 Y(2) 4 8 STREET GIG 106 1966 W 10 15 E VANBUREN P 1 0 Y2 13 7 STREET GI/ 107 1996 W 10 5 E HARRISON P 1 0 72 4 e STREET 0/0 114 1968 E W.SHAKOPEE 5 W SCOTT P 1 0 Y2 4 7 STREET GIG "^ 1998 E W.SHAKOPEE 3 W ATWOOD P 1 0 72 3 7 STREET GAG 1998 ©W.SHAKOPEE 3 a FULLER as 0 © 3 7 STREET GP FULLER STREET SIGN SENT 1906 ©SHAKOPEE 3 a HOLMES as 0 a S 7 STREET FE 121 1996 E SHAKOPEE 3 E HOLMES P 1 G 1/2 6 7 STREET FE 122 1996 E SHAKOPEE 15 W SOMMERVILLE P 1 P Y2 15 6 STREET FE 124 1896 E SHAKOPEE 5 W MAIN P 1 F Y2 3 7 STREET GA3 131 1996 E SHAKOPEE S E MARSCHALL P 1 F Y2 5 7 STREET GIG SUPPORT LEANING 133 1996 E SHAKOPEE 5 W SIBLEY P 1 O Y2 6 6 STREET GIG 134 1698 E SHAKOPEE 8 E RAMSEY P 1 O Y2 6 7 STREET GIG 135 1988 E SHAKOPEE 4 E SMFT P 1 0 72 4 6 STREET GIG 136 1996 E SHAKOPEE 5 E MILLER P 1 G 72 5 S STREET GAT 137 1986 E SHAKOPEE 4 W 10TH P 1 O Y2 4 6 STREET GAO 136 1896 E SHAKOPEE 5 W MERRITT P 1 F Y2 4 6 STREET GAG 146 1998 W SHAKOPEE 4 E PRAIRIE P 1 F Y2 3 6 STREET GP SUPPORT LEANING 146 1608 W SHAKOPEE 7 W DAKOTA P 1 P Y2 3 7 STREET G/0 SUPPORT BENT 150 1196 W SHAKOPEE 3 W MINNESOTA P 1 P 12 5 7 STREET GIG 152 1996 W SHAKOPEE 8 W MARKET 7 1 G Y2 5 7 STREET GA3 SUPPORT LEANING 154 1996 W SHAKOPEE 2 E SPENCER P 1 0 72 4 6 STREET GIG 156 1606 W SHAKOPEE 3 E LEWIS P 1 0 Y2 5 7 STREET FE 157 1606 E 6T11 6 W PIERCE P 1 0 Y2 3 7 STREET GIG 161 1996 E 6TH 10 E ATWOOD P 1 O 72 2 6 STREET GAG 182 1606 E 9TH 7 E FULLER P 1 F Y2 4 6 STREET GIP 184 1606 E 6TH 12 E HOLMES P 1 O Y2 10 7 STREET 0/G 167 1996 E 6TH 8 E SOMMERVILLE P 1 F Y2 6 7 STREET GA3 169 1996 E 8TH 3 E SPENCER P / P 72 4 S STREET GIG 171 1996 E 6Th 2 WEST MAIN P 1 0 Y2 2 7 STREET GIG 173 1606 E 6TH 2 W MARKET P 1 G Y2 2 7 STREET GIG 175 1996 E 8TH S W MINNESOTA P 1 P Y2 3 7 STREET GIG 177 1606 E 6TH 8 W DAKOTA P 1 B Y2 7 7 STREET G10 POLE SUPPORT RUSTED 161 1986 N PRAIRIE 10 N EASTVIEWCIRCLE P 1 F Y2 7 7 STREET FE 182 1996 W 6TH 750 E DAKOTA P 1 F Y2 5 0 STREET GE 190 1966 W 6TH 3 E LEASE P 1 G Y2 e S STREET G/0 192 1956 E 7T11 6 E MADISON P 1 F Y2 3 6 STREET G/G 193 1960 E 7TH 5 E JEFFERSON P 1 F Y2 4 6 STREET G10 1966 E 7T11 5 E ST.MARKS P 1 0 12 2 6 STREET O/0 1996 IN 7TH 10 a PIERCE as G © 3 6 STREET G/O 1558 7TH 12 1/MUMMY UMWAY 2 7 STREET GRI 166 1996 7TH 4 APGAR 3 7 STREET GA9 198 1606 7TH 4 SCOTT 3 6 STREET FE 200 1603 7TH 4 ATWOOD 3 6 STREET GIG 701 1866 7TH 15 FULLER Hill6 5 STREET GIF 204 1996 7TH 10 HOLMES 5 e STREET 0/0 SUPPORT LEANING 208 1696 7TH 10 aLEVAS P 1 P a 5 9 STREET GAT - 207 1996 7TH lin 6 SOMERWLLE -- P 1 i P © 4 S STREET FE 210 1996 7TH 5 SPENCER P 1 0 2 7 STREET FE 213 1608 7T11 8 MAIN P 1 F 1 3 7 STREET CYO 215 1996 7TH 4 MARKET P 1 O 4 6 STREET GIG 216 1996 7TH 4 MINNESOTA P 1 133 7 STREET GIG 216 1996 7TH 3 DAKOTA P 1 F 3 S STREET GIG 242232 1918P6TH 6 237 1996 8TH 1 MADISON 5 7 STREET G/G ST 1998 ®6T11 70 ® MARKS P iiimi a 9 8 STREET GAG 243 1608 STH 10 PIERCE 3 6 STREET CLO 246 1603 6TH 15 SHUMVNr 2 6 STREET GIG 751 1606 6TH 4 SCOTT 7 7 STREET GIG 252 1606 6TH 20 ATWOOD 5 7 STREET CLO 254 1906 6TH 4 FULLER 8 7 STREET PIG 2556 1996 6TH 5 SOMMERVILLE 5 e STREET 261 1886 6TH 6 SPENCER 0 6 STREET FE 282 1606 13TH 15 MAIN 3 5 STREET CLI m 1606 6TH 8 CLAY 3 8 STREET GIG 276 1606 6TH 5 CASS 3 S STREET ON IIE1906 1996 ®6TH 7 ®ADAMS �eB` ® 6 8 STREET GIG SUPPORT LEANS 266 1608 6TH 4 HARRISON 15 6 STREET CLI SUPPORT LEANS 297 1606 HARRISON 301 3RD 5 S STREET WO 260 1606 HARRISON 10 3RDilni 10 6 STREET 0/G SUPPORT BENT 301 1606 5T11 5 WEBSTER 3 7 STREET G/G 1666 ©5TH 3CASS 3 7 STREET FE 1906 ©5TH 10 ©CLAY aaa1213 6 STRUT G/G 60 31996 ©5TH 5 ©PIERCE aaa© 5 7 STREET GIG 308 1606 E 5TH 3 W 6IEAM&SY P 1 F Y2 2 7 STREET GIG 311 1606 E STH 4 E APGAR P 1 G Y2 10 6 STREET GIG 313 1996 E 6TH 10 W SCOTT P 1 G Y2 2 7 STREET GIG Page 12 SIGN1 319 1906 E 5111 15 W ATWO00 P / O Y2 3 e STREET GIG 321 1906 E 5111 10 E FULLER P 1 P Y2 2 6 STREET GIG 327 1966 E 5TH 4 E SOMMERVILLE P 1 P Y2 e 7 STREET FE 328 1906 E 5T11 4 E SPENCER P 1 F Y2 10 6 STREET GIG T'^ 1906 E 5TH 7 W MAIN P 1 O Y2 10 7 STREET GIG 1906 ©5TH 6 ©MARKT asG © 5 7 STREET GAG 1996 ©4TH 6 ©ADAMS Min0 © 5 6 STREET GIO 356 1996 E 1TH 3 E CASS P 1 P Y2 10 6 STREET GIG 357 1996 E 4TH 4 W CLAY P 1 P Y2 6 7 STREET FIF 359 1906 E 4711 3 W PIERCE P 1 P Y2 4 S STREET GIG 390 1906 E ITR S W SHIMMY P 1 P Y2 4 7 STREET FAF 382 1905 E ITh e W APGAR P 1 0 Y2 6 7 STREET OM 386 1906 E 4TH 15 W ATWOOD P 1 O Y2 6 6 STREET GIG 370 1906 E 4TH 10 W FULLER P 1 F Y2 10 9 STREET GAT SUPPORT LEANS 373 1996 E 4TH 10 E LENTS P f F Y2 10 7 STREET GIG SUPPORT LEANS 375 1996 E 4TH 10 E SOMMERVILLE P 1 G Y2 5 S STREET FIF 377 1905 E ITh e E SPENCER P 1 O Y2 4 6 STREET GIG 379 1905 E ITh 3 E MARKET P 1 0 Y2 15 6 STREET GIG 380 1906 E ITH /0 E MINNESOTA P 1 O Y2 4 7 STREET GIG 362 1908 E ITN 5 E DAKOTA P 1 O Y2 2 7 STREET GIG 384 1090 E ITR 10 E GORMAN P 1 0 52 15 6 STREET GIG 367 1906 E 4Th 5 W ROUNDHOUSE P 1 G Y2 10 5 STREET G/G 390 1906 E 4Th 10 W SARAZIN P 1 G Y2 5 e STREET EIE 400 1906 W ITR 30 W CR 63 P 1 P Y2 25 6 STREET PB SUPPORT LEANING 407 1906 W 4TH 15 W SHENANDOAH P 1 P Y2 16 6 STREET GIG SUPPORT LEANING 412 1906 W 4TH 7 W SIMNMEE P 1 E Y2 10 S STREET GIG 414 1090 W 4TH 20 E MARSCHALL P 1 F Y2 10 9 STREET GIG 417 1906 W 4T11 2 W NAUMIEAG P 1 F Y2 15 6 STREET GIG RUSTY 420 1968 W 4TH 10 W FILLMORE P 1 F Y2 15 7 STREET GIG 435 1090 E 3RD 5 W ADAMS P 1 P Y2 6 6 STREET FE SUPPORT LEANS 439 1906 E 3RD 15 E PIERCE P 1 F Y2 15 7 STREET FE 451 1996 E 350 13 W 17 P 1 F Y2 6 7 STREET GM 452 1996 E 3RD 5 W NAUSe0:A0 P 1 G Y2 5 e STREET • GILD 464 1906 W 3RD 10 W PRAIRIE P 1 P Y2 6 6 STREET GIG 455 1996 W 3RD 10 W DAKOTA P 1 P Y2 5 6 STREET GIG 457 1996 W 350 6 W MINNESOTA P 1 P Y2 3 7 STREET GIG 460 1906 W 3RD 10 E MARIET P 1 F Y2 5 7 STREET GIG 180 1906 W 3RD 15 W MAIN P 1 P Y2 4 7 STREET GIG 1906 W 3RD 12 E F5IMORE P 1 P Y2 6 7 STREET FE 1995 12.13RD 2 ©SPENCERas O © 10 7 STREET GAG 1906 W 3RD 3 SOMMERVILLE 3 9 STREET FP 1111 486 1996 W 3RD 10 LEVNS 2 9 STREET GIG 90 4 1906 W 3RD 4 FULLER 4 • STREET FE 472 1006 W 3RD 5 ATWOOD S e STREET FE 477 1906 W 3RD 3 APGAR S e STREET GN 176 1906 W 3RD 5 /MUMMY5 7 STREET G/G 481 1996 E 1250 2 PIERCE 20. _ 7 STREET GIG 1986 IE2ND ---- 10 ©SHUMWAY as El 15- 6 STREET PIP 1906 E 12ND111 7 1 APGAR 1111 5 6 STREET PIP 1998 E 2ND 2 SCOTT 10 9 STREET GIO 1806 E 2110 4 ATWOOD f0 10 STREET PIP 1906 E 2ND 4 FULLER 15 9 STREET FIF MCI 1996 am 2 ©LEWIS 117111111MW.1111 12 6 STREET PA912 9 P/P SIGN BENT 1906 1995 1 5 2 ®HOLMES Ili 1996 2883 2 LLE 15 2 SSTTREET GK3 TREE FE SIGN WAY WI 1998 ©1ST 6 ©SOMMERVILLE MEM. G © 10 11 STREET PIP MEI 1906 ©1sT 10 ©LENAS 11311aa© 13 12 STREET FE 5 7 STREET FE 1908 E !BLUFF 5 ®MST BBB® 5 8 STREET F/F 1900 E SLUFF 3 III MINNESOTA BBB® 4 6 eSTREET GIG SUPPORT LEANS FE 1906 BLUFF 10 1 PRAIRIE 6 • STREET FE 1998 CLAY 190 BROOK 1.11 5 7 STREET FE 1998 BROOK 20 PIERCE 6 7 STREET FIF 1996 PIERCE 5 169 5 6 STREET GIG a Ise 1906 BROOK V 4 ®CLAY BBB® 4 5 STREET GIG 590 1996 11TH 2 POLK 111114 6 STREET FE 800 1906 11TH 4 OUNCY 10 8 STREET F6 003 1906 11TH 4 JEFFERSON 4 6 STREET OKI 804 1996 11TH 7 MADISON 7 7 STREET FIF 1999 11TH 6 ©MONROE aaa© 4 7 STREET PP 1966 ©11TH 2 ©JACKSON aaa© 5 5 STREET BE WI 1996 ®11TH 6 ®YANSUREN BBB® 3 6 STREET BE 808 190e 11TH 15 TYLER 4 e STREET OA 1998 ©12TH 2 ©JACKSON aaa© 5 9 STREET GIG 96 1990 E 12TH 10 E JEFFERSON P 1 G 52 4 5 STREET GAL Page 13 SIGN1 616 1906 E 12TH 15 W 15 T 1 O Y2 2 6 STREET SIB 617 1006 E 12TH 5 E QUINCY P 1 E Y2 5 7 STREET GIG 619 1566 W 12TH 10 E MADISON P 1 F Y2 7 6 STREET GIG CO 1006 W 12TH 10 E MONROE P 1 F Y2 5 7 STREET O/G 1006 W 12TH 10 E JACKSON P 1 F Y2 a 7 STREET GIG 1906 ©12TH 6 ©VANBUREN =Ma© 6 a STREET GIG 1606 12TH 10 E HARRIOSN 1 O 10 7 STREET 010 625 1906 12TH 10 E TYLER 1 F 10 6 STREET G/G 626 1996 12TH 12 E POLK I F 12 S STREET F/F 626 1956 13TH a W PRESIDENTIAL I F a 6 STREET GIG 629 1996 13TH a E HARRIOSN 1 P 8 7 STREET GAG 630 1906 13M 6 E TYLER 1 G 6 6 STREET GAG 631 1996 13TH 10 E POLK I O 10 7 STREET 0/G 633 1006 VIERUNG 20 W ADAMS I F 4 7 STREET F/F 634 1996 VIERUNG 10 E PRESIDENTIAL , 0 2 7 STREET GPO 635 1906 PRESIDENTIAL 15 E HARRISON 1 F 25 7 STREET GIG 630 1998 PRESIDENTIAL 8 E PRESIDENTIAL CIRCLE 1 G 6 7 STREET F TREE 635 1996 HARRISON 10 N 11TH 1 F 2 a STREET PIP 576 1096 MCDEIATT 25 E PIERCE 1 O 15 6 STREET ON 676 1906 THOMAS 10 E PIERCE 1 F 5 7 STREET P/P 879 1906 HENNES 10 W SHUMWAY 1 F a 7 STREET GIG 681 1998 HENNES 10 E PIERCE 1 F 10 7 STREET GIG 982 1996 MENKE CIRCLE 10 E MENKE 1 0 10 7 STREET GIG 683 1996 MENKE 5 W SHUM✓JAY 1 O 6 7 STREET GI3 684 1906 MENKE 10 W PIERCE 1 G 10 7 STREET GIG 704 1986 ADAMS 15 S 3RD 1 o a a STREET G SUPPORT LEANS 706 1906 APGAR 4 5 1ST 1 P a a STREET GIG 714 1996 APGAR 10 N SHAKOPEE 1 F 10 6 STREET GIG 771 1996 FULLER 20 N VIERUNG 1 E a 7 STREET EIE 09 1906 CAVANAUGH 40 W VIKING STEEL / O 5 8 STREET F/F SUPPORT LEANS 958 1999 SHENANDOAH 20 S 101 / F 15 a STREET B/F 574 1996 BARAZIN 15 N PARKVNY 1 E 3 8 STREET EIE &76 1998 BARREN 15 N ROUNDHOUSE CT 1 G 5 9 STREET GIG 692 1986 BARAZIN 15 GGEENWAY 3 7 STREET EIE 986 1999 GARDEN LANE 15 17 3 7 STREET G 002 1996 SUNSET COURT 22 18 10 a STREET GIG S96 1999 HORIZON /0 HORIZON CIRCLE 111112 6 STREET PR SUPPORTLEANS OW 1906 HORIZON 10 FOOTHILL 6 a STREET PIP 16 HORIZON 10 MUHLENHARDT S 7 STREET ON 1906 ©HORIZON a ©16 10 7 STREET GIG 1u, 1996 MUHLENHARDT 20 11 16 12 STREET GIG 1000 1966 MUHLENHARDT 10 MCGUIRE CIRCLE 5 STREET GIG 1010 1996 MUHLENNARDT 20 16 lig © 15 STREET GIG 1013 1999 MCGUIRE CT 15 MCGUIRE CIRCLE 6 STREET GIG 1026 1988 ©BOIUNG SPRINGS 15 ©IS Ms 0 © 6 STREET OIG MEI 1986 EMI MARAS 10 ©13211WM00© _._ 5 a STREET F/F 1033 1996 is TUCKAWAY 15 flu. aaa© a 7__ _ STREET PIP 1036 1996 ©HILLDALE 15 _ ©16 aaa Y2I..-..---_..-6 STREET F/F MEI1906 ©PIKE LAKE 30 ©16 aaa© 12 a STREET P/P NM1933 ©MCKENNA 26 ©16 aaa© 5 STREET GIG 15 STREET GA3 ®'--' 1900 1936 �MONTEDEANS 16 GL TO 20 ®16 20 �B�` ® 10 STREET GO 1068 1988 ©VALLEY INDUSTRIAL SO. 20 ©CANTERBURY aaa© 7 _ 7 STREET PIF 19956 998 ®VALLEY INDUSTRIAL O 10 ®VALLEY MRK eBa® 15 8 BSTREEET GIG 1906 ©VALLEY INDUSTRIAL NO. 10 ©CANTERBURY aaa© 3 STREET OIG IM 1071 1999 CITATION /5 VALLEY INDUSTRIAL NO. 15 STREET GIG 1077 1806 VALLEY INDUSTRIAL NO. 15 VALLEY PARK NEN12 STREET GIG 1070 1999 12TH 15 CANTERBURY 20 STREET GIG 10131 1996 PARK RAGE 15 VALLEY PARK 10 STREET GIG 1063 1996 IIII PARK PLACE 10 1131112TH aaa© _--2 STREET 0/0 En 1986 EMI VALLEY PARK 15 0,0, aaa© _9 STREET PIP III MC1996 ©VALLEY PARK 30 ©12Th as 0 © 3 STREET GIG 1104 16066 ®SECRETARIAT VIE29 II CANTERBURY H ae® 15 7 STREET GGIG 1110 1986 ©VALLEY VIEW 15 ©83 as 0 © __ 107 STREET 01F 1113 1986 II MARCIA 15 ® CIRCLE RCLE BBB® 5 a STREET F/F 1113 1999 MARCIA 10 17 3 0 STREET G3 1117 1998 MIKE COURT 20 MARCIAINNI 10 8 STREET Ob 1116 1006 MARCIA 10 MARK COURT 20 a STREET 010 1119 1506 MARCIA 15 m a a STREET GIG 11'11 1990 A 35 17 15 7 STREET OIG 1595 ©NORTON lb ©l7 as 0 © 12 =STREET GIG 1008 ©EAGLEWDOD 10 ©EAOLEIA0OO CIRCLE aaa© 10 STREET E/E SUPPORT LEANS 1127 1006 El.BRIDGE SPUR 20 ©BRIDGE CROSSING aaa© 4 7 STREET PIP SUPPORT LEAN& 1126 DGE CROSSING 20 EAGLEWOOD DRIVE a a STREET 0/13 1129 1966 ®EAEAOLEWOOD DRIVE 20 a EAOIEV WOD IAMGE eae` ® 6 7 STREET GIG TREE 1131 1998 E EA GLON000 DRIVE 10 W 17 P 1 F Y2 10 a STREET F/F Page 14 SIGN1 1132 1996 N WESTRIDGE 20 N 14 T 1 F Y2 6 6 STREET FIF 1133 1996 N Y4ESTRIDGE 10 5 VISTA RIDGE P 1 F Y2 S STREET FP 1134 1966 W VISTA RIDGE 10 W PENINSULA POINT P 1 F Y2 10 9 STREET GIG 1136 1996 5 VISTA RIDGE 10 S 14 P 1 F Y2 5 • STREET F •— 1998 E LONDONDERRY 10 E 79 P 1 F Y2 S 8 STREET GIG SUPPORT LEANS 1996 ©BARRINGTON 30 ©75 00 G © 12 7 STREET GIG 1968 N BARRINGTON 8 N CARRIAGE P 1 0 Y2 10 6 STREET GIG 1145 1996 W BARRINGTON 3S E 79 P 1 F Y2 2 B STREET GIG 1148 1996 E BARRINGTON 5 E HAMPTON CIRCLE P 1 0 Y2 6 7 STREET GIG 1148 1998 S BARRINGTON 4 5 CORTUWD CIRCLE P 1 0 Y2 6 7 STREET GIG 1156 1986 W DOMINION 10 E 17 P 1 O Y2 4 7 STREET 0/0 1157 1996 W PEACE 2 W DOMINION P 1 G Y2 2 B STREET GIG 1156 1698 N PROMISE 4 S HILLSIDE P 1 E Y2 4 7 STREET FP 1180 1996 W HILLSIDE 10 E 17 P 1 F Y2 8 7 STREET GIG 1163 1996 S LAKEVIEW 798 W WOODDUCK P 1 F Y2 2 6 STREET FIF 1164 1898 N LAKEVIEW 6 S WOODDUCK P 1 F Y2 3 6 STREET GIG 1185 1998 E WOODDUCK 8 W BLUE HERON P 1 0 Y2 7 7 STREET GIG 1166 1996 E BLUE HERON 6 E HERON COURT P 1 0 2 5 9 STREET BIB 1168 1996 E BLUEHERON 20 E 17 P 1 0 Y2 5 7 STREET PP 1170 1996 E WOODDUCK 8 W 17 P / 0 Y2 4 7 STREET GIG 1171 1996 E WOODDUCK 5 E HOHENSTEIN P / E Y2 • 7 STREET E/E 1173 1996 W N0000UCK 20 E 17 P 1 G Y2 12 7 STREET GIG 11118 1980 W ST FRANCIS /5 E 17 P 1 E Y2 10 9 STREET EIE 1187 1996 5 SHARON 10 N TYRONE P 1 0 Y2 S 8 STREET 010 1185 1898 W TYRONE 10 E SHARON P 1 O Y2 10 6 STREET GIG 1190 1998 N TYRONE 10 S 18 P 1 0 Y2 4 5 STREET GIG 1191 1906 N JASPER 17 N VIERLING P 1 G Y2 10 7 STREET OIG 1192 1996 N JASPER 10 N JADE CIRCLE P 1 0 Y2 10 7 STREET GIO 1193 1996 N JASPER S S HAUER'S TRAIL P 1 G 72 7 7 STREET GIG 1194 1998 S JASPER 15 N EMERALD P 1 F Y2 10 7 STREET FIF 11911 1996 N DIAMOND CT 5 S EMERALD P 1 0 Y2 3 8 STREET GIG 1197 1996 S EMERALD 6 N ONYX P 1 0 Y2 6 B STREET GIG 1198 1906 W ONYX 15 E EMERALD P 1 F Y2 15 S STREET GAT SUPPORT LEANS 1200 1998 N EMERALD 25 N VIERUNG P 1 O Y2 15 7 STREET GAG 1231 1998 N LIMESTONE 10 N BERG P 1 0 Y2 5 7 STREET GA3 1202 1998 N UMESTONE 10 N ONYX P 1 0 Y2 3 6 STREET GIG 1204 1990 S UMESTONE 25 N VIERUNG P 1 F Y2 10 6 STREET GIG 1205 1999 W ONYX 4 E HERITAGE P 1 0 Y2 5 7 STREET GIG 1996 N HERITAGE 20 N VIERUNG P 1 0 Y2 4 B STREET GAO 1996 ©HERITAGE 7 a GRANITE aaa© 5 7 STREET EIE ..... 1998 W HERITAGE 4 111 SAPPHIRE Y2 4 9 STREET FP 1212 1906 S SAPPHIRE 20 VIERUNG Y2 3 7 STREET GAG 1214 1998 N SAPPHIRE 15 GRANITE Y2 15 7 STREET 0I0 1216 1996 N SAPPHIRE 5 MURPHYIII Y2 6 7 STREET GIG 1218 1808 E MURPHY 7 HERITAGE Y2 7 6 STREET GIG 1217 1690 W MURPHY 10 MURPHY Y2 5 7 STREET GIG 1218 1985 E GRANITE 8 GRANITE COURT 72 i 5 7 STREET GIG MEI1998 N 'RUBY 25 ©VIERLING as G V2 7 B STREET GIG 1220 1996 N RUBY 12 RUBY CIRCLE Y2 12 a STREET F/F 1221 1998 N RUBY 10 GRANITE Y2 16 7 STREET GIG 1221 1996 N MILLER 20 VIERUNG Y2 2 7 STREET GIG 1275 1998 S RAMSEY 20 VIERUNG III Y2 3 7 STREET G/G 1226 1998 E DALLES 5 SWIFT 87 STREET GAG 1779 1986 S BERG 4 HAUER'B TRAIL 5 7 STREET 0/0 1237 1998 E PARK RIDGE 12 HAUER'S TRAIL 12 7 STREET PP 1241 1998 E 11TH 10 MERRIFIELD CT 6 7 STREET PP 12432 1996 E 1191 11 MERRITT CT 7 5 STREET PP 1245 1996 5 AUSTIN 10 DAVIS COURT 10 7 STREET PP 1248 1988 N AUSTIN 25 AUSTIN COURT 6 6 STREET PP 1247 1998 N AUSTIN 5 AUSTIN CIRCLE 6 8 STREET CMG 1248 1998 11TH 6MERRITT 5 7 STREET GIG 1250 1998 11TH 10 MERRIFlELD S 7 STREET GIG SUPPORT LEANS 1251 1996 11TH 10 MILLER 3 7 STREET OM SUPPORT LEANS 1253 1996 11TH 6 SVAFT 5 6 STREET PP 1254 1986 11TH 10 RAMSEY 3 7 STREET GOO 1255 1996 11TH 6 SIBLEY 3 7 STREET GIG 1258 1998 11TH 27 17 5 7 STREET GAG 1259 1986 1191 10 17 s S STREET GIG 1260 1995 11TH 15 LEGION s 7 STREET Pro SUPPORT LEANS 1275 1996 LEGION 6 PRAIRIE 1 7 STREET EIE 1780 1996 SHAVMUT 6 PRWRE S 7 STREET G/0 1283 1996 PRAIRIE 8 PIONEER 6 S STREET GIG 1998 ©PRAIRIE 6 ©SUNFLOWER CT aaa 5 7 STREET FP 1668 ©PRAIRIE /5 ©17 aaa�i 6 S STREET FP 1767 1996 W PRAIRIE s E PRAIRIE COURT P 1 0 Y2 5 7 STREET 0/0 1269 1996 8 PRAIRIE 5 8 TUMBLEWEED EWEED CIRCLE P 1 G Y3 2 7 STREET GIGIG 1291 1996 5 NAMIIEAG 6 N 1191 P 1 0 Y2 0 5 STREET GAG 1292 1996 W NAUMKEAO 12 E GOLDENROD P 1 0 Y2 12 7 STREET G/O Page 15 SIGN1 1296 1998 S PRAIRIE 10 N 11TH P 1 0 Y2 12 8 STREET GIG 1298 1996 5 DAKOTA 10 N DAKOTA P 1 0 Y2 3 7 STREET GAO 1299 1998 N DAKOTA 6 S 11Th P 1 O Y2 6 6 STREET GIG 1332 1996 N DAKOTA 5 5 LARKSPUR P 1 O Y2 4 6 STREET GIG 1996 E 11TH 11 W MERRITT COURT P 1 F Y2 7 8 STREET PIP — 1906 W GOLDENROD 25 E DAKOTA P 1 O Y2 15 7 STREET BIB 1996 E MINNESOTA 20 W CLOVER CT P 1 O Y2 5 7 STREET GIG 1315 1996 S MINNESOTA 10 N 11TH P 1 F Y2 5 6 STREET FIF 1318 1908 S MINNESOTA 15 N MINNESOTA CT P 1 F Y2 9 7 STREET GIG 1319 1996 5 MARKET 5 N 11Th P 1 F Y2 5 9 STREET GIG 1320 1998 S MNN 6 N 11Th P 1 F V1 6 8 STREET SIF ONE SIGN MISSING 1322 1996 S THISTLE 10 N LUPINE CT P 1 G Y2 4 5 STREET GIG 1323 1996 5 THISTLE 5 N MAIN P 1 F Y2 3 7 STREET GIG 1324 1906 E SAGE 10 E SAGE CT P 1 F '12 7 6 STREET G/G 1327 1996 E ASTER 15 W SAGE P 1 G Y2 5 8 STREET GTO 1329 1998 5 PRIMROSE 200 W SAGE P 1 F N 4 7 STREET GIG 1330 1998 5 PRIMROSE 9 N LUPINE CT P 1 G Y2 5 9 STREET GIG 1331 1966 5 PRIMROSE 6 N THISTLE P 1 O Y3 4 9 STREET GO/0 1332 1966 E PRIMROSE 15 W SAGE P 1 F Y2 4 7 STREET GIG 1335 1998 W MOUND 15 W 79 P 1 G 12 6 6 STREET FIF 1340 1966 W SAND 10 W 79 P 1 F Y2 3 l STREET GID 1342 1998 E MOUND 12 E 79 ► 1 F Y2 3 6 STREET GIG 1343 1998 W HOMESTEAD 15 E MONARCH P 1 0 '12 2 8 STREET GIG 1344 1908 S HOMESTEAD 10 N MOUND P 1 G Y2 3 7 STREET GIG 1345 1906 N MONARCH 10 6 MOUND P 1 F Y2 4 7 STREET GIG 1347 1996 E MINT CIRCLE 33 E 79 P 1 F Y2 10 7 STREET FIF 1349 1998 E MINT CIRCLE 20 W MONARCH P 1 F 72 6 7 STREET FIF 1350 1996 W ALEXANDER CT 25 W 79 P 1 G Y2 3 7 STREET GKN 1351 1996 • .Nxmd.ret 10 n foxglove p 1 9 T2 2 6 Mont 33 1352 1966 n WHITNEY 10 5 FOXGLOVE P 1 O Y2 5 6 STREET FIF 1353 1996 E BLUESTEM 10 E WMTNEY P 1 F '12 4 6 STREET FB 1354 1690 E BLUESTEM 15 E FOXGLOVE CT P 1 0 13 2 7 STREET GK3/0 1356 1906 N APPLEBLOSSUM 10 E APPLEGATE P 1 F 112 2 9 STREET GA3 UNDER CONSTRUCTION STILL 1357 1996 N APPLEGATE 35 S VIERLING P 1 0 '12 2 7 STREET GIG 1369 1908 E VIERLNG 30 W 15 P 1 F Y2 3 8 STREET FIF 1380 1966 E VIERUNG 10 E FULLER P 1 G 2 6 7 STREET GO 1382 1996 E VIERUNG 10 E 79 P 1 F 72 12 6 STREET FIF 1384 1906 E VIERUNG 30 W MINNEOSTA P 1 F 72 3 7 STREET FIF 1966 E VIERUNG 15 W PONDVIEWCT P 1 G Y2 , 12 6 STREET GIG 1996 E VIERUNG 5 E DAKOTA P 1 0 '12 5 6 STREET GIG I— la. 1996 E VIERUNO 5 E THISTLE P 1 G Y2 6 8 STREET OIG 1385 1986 W VIERUNG 15 E 17 P 1 F '12 3 8 STREET GAD 1396 1996 W VIERUNG 10 W 17 P 1 0 Y2 4 9 STREET GIG 1390 1996 S SAGE 20 N VIERLSNG P 1 F Y2 6 6 STREET G/0 1301 1996 5 DAKOTA 20 N VIERUNG P 1 F '12 4 6 STREET GIG 1392 1908 5 ASTER 15 N VIERLING P 1 O 72 3 7 STREET GIG 1394 1996 W VIERUNG 10 E VIERUNG CT P 1 G Y2 7 7 STREET F/F 1395 1998 w VIERLING 10 E MINNESOTA P 1 F Y2 20 8 STREET G/G 512 1998 E 2ND 20 W MAIN P 1 P 72 1 57 STREET/R5-1 PIP 139 1988 W SHAKOPEE 4 W 11Th P 1 F Y3 3 7 STREET/SNOW GID/G TREES NEED TRIMMING BY SIGNS 700 1968 5 APGAR 300 N 2ND T 1 O N 4 7 WIG-1 F 721 1996 5 APGNR 55 N 3RD T 2 O N 3 6 W10-1 G 742 1986 N SCOTT 15 N 3RD T 2 G N I 4 6 WIG-/ G 744 1906 S ATWOOD 8 S (190 T 2 F N 3 9 WIG-/ F 757 1996 N ATWOOD 120 N 2ND T 2 P N 2 8 16161 G 761 1998 5 FULLER 185 N 2440 T 2 F N 2 6 WI61 F 779 1906 N FULLER 6 N 3RD T 2 O N 2 5 WI61 G 782 1906 5 HOLMES 100 S 3RD T 2 E N 2 6 WIG-I E 794 1656 N HOLMES 5 N 3RD T 2 G N 3 8 W10-1 0 789 1998 5 LEYMS 195 5 1ST T 2 E N 3 8 W161 E 812 1998 N LEWIS 20 5 2N) T 2 O N 3 9 WIG-I G 814 1996 5 SOMMERVILLE 205 5 1ST T 2 O N 8 3 WI61 O 632 1908 N SOMMERVILLE 170 5 2ND T 2 O N 1 9 WIGI G 863 1908 N SPENCER 130 N 3RD T 2 G N 3 6 WIG-I G 878 1906 5 MARKET 96 5 1ST T 2 O N 3 8 WI61 O S90 1606 N MARKET 120 N 3RD T 2 O N3 8 WIG-I 0 NI 911 1608 N SHAWNEE 740 N 4Th T 2 G N 15 7 W10-1 0 944 1996 6 VIKING STEEL 55 5 101 T 2 O N 6 10 WIG-I 0 934 1906 N SHENANDOAH 1365 N 4Th T 2 G N 8 8 WI61 F 1054 1908 W VALLEYIIWUSTRIAL SO. 02 W VALLEY PARK T 2 0 N 16 a W161 F 1061 1968 E VALLEY INDUSTRIAL 80. 3831 E CANTERBURY T 2 O N 15 9 WIG-I G 1^`7 1695 W VALLEY INDUSTRIAL SO. 75 W VALLEY PARK T 2 0 N 8 7 W10-1 F 1908 E VALLEY INDUSTRIAL NO. 225 E CITATION T 2 0 N 10 a WIG-I O 1990 N VALLEY PARK 1230 N VALLEY INDUSTRIAL SO. T 2 O N 4 6 W1G-I O 1006 1906 6 VALLEY PARK 40 8 101 T 2 0 N 5 6 W1G-I F 950 1906 S CAVANAUGH 987 W VIKING STEEL WP 1 P N 15 5 WIG-XT P 961 1906 N CAVNNUGH 1020 W VIKING STEEL WP 1 F N 6 6 W10321 P 244 1996 W 6T11 10 W VANBUREN T 2 0 N 5 10 WI.I 0 Page 16 SIGN1 1162 1905 W 9/0000UCK 4 N WOOODUCK T 2 P N 2 5 WI-1 P 975 1996 S SARAZIN 56 6 PARKWAY T 1 0 N 4 5 9911-2 E 679 1966 N SARAZIN 050 N 18 T I F N 4 5 W11-2 O 696 1996 S SHUMVMY IS N 4TH T 1 F N 3 6 W11-2A P 1996 S SCOTT 25 N 5T4 T 1 F N 5 6 WII.2A O 1998 ©MINNESOTA 145 ©LTH 11.11111..1111 2 3 0611-0 a 1698 300 130 189 6 7 WI-2 0 927 1996 GORMAN 1000 MARSCHALL 0 6 WI-2 F 930 1998 GORMAN 700 478 10 6 WI-2 P 953 1808 SHENANDOAH 1105 4TH 15 3 831.2 F 961 1968 SHENANDOAH 1100 101 10 8 WI-2 F 955 1998 SHENANDOAH 1000 011 10 7 WI3.1NW-1 FR 1051 1998 12TH 1545 PARK PLACE 3 97 W13-1/1/W-2 PIF 1040 1996 PIKE LAKE 2470 16 4 5/6 W131A611d PIP 111 1996 10 1005 HARRISON 3 7 WI-4 0 1101 1956 12TH 060 CANTERBURY 2 5 WI-4 P 10 1036 CLAY 15 10111 3 5 WIN 0 606 1995 BROOK 3 CLAY 5 3 8314-1 P 027 1996 13TH 200 POLK 3 6 W14.1 O 735 1608 SCOTT 15 10TH 4 5 W14-1 F 770 1998 A1W000 1010TH 3 6 0614-1 F 674 1996 BLUFF ISO FILLMORE 2 S WI4-1 F 900 1995 MINNESOTA 35 474 4 5 83141 0 914 1996 MINNESOTA 20 7TH 5 6 8314-1 0 940 1986 CAVANAUGH 110 V140NG STEEL 5 8 W14-1 F SUPPORT LEANS 1723 1608 BOILNO SPRINGS 05 II 6 4 W14-1 F 1032 1995 TUCKAVWY 25 IS 3 2 W14-1 P 1122 1966 NORTON 0 17 5 5 WI41 F 1228 1598 HALTER'S TRAIL 35 HAUER'S TRAIL 35 3 WI4-1 0 1236 1908 PARK RIDGE 35 HAUER'S TRAIL 4 4 WI4-1 0 1244 1998 1101 35 AUSTIN 4 4 W14-1 0 1303 1985 GOLDENROD 20 NAUMKEAG 3 5 W14-I 0 240 1986 6TH 230 VANBUREN 3 6 W143 F WO 1096 SPENCER 1 BLUESTEM 10 5 83143 F 1052 1996 VALLEY INDUSTRIAL SO. 3831 CANTERBURY 5 5 WI43 0 LEFT SIDE OF ROAD 1084 1988 VALLEY INDUSTRIAL SO. 80 VALLEY PARK 12 8 W143 0 1075 1988 VALLEY INDUSTRIAL NO. 95 CALLEY PARK 10 8 W143 F 782 1996 6TH 136 10TH 10 6 WIN a 1900 ©6T4 1D0 10TH 6 8 WIN 0 1906 ©4TH 0 ©CASS aaa© 5 3 WId P 4..4 1909 CASS 0 4TH 5 3 WI-6 F 402 1996 210 0 PIERCE 2 4 WI-6 P 673 1006 FIU.MORE 0 BLUFF 1 4 WIN P 966 1006 SHENANDOAH 1380 4TH 10 5 WIN F 967 1996 SHENANDOAH 1370 4TH 10 5 WIN F 1000 106 FOOTHILL 0 HORIZON 6 4 W14 P 1021 1988 ©MUHLENHARDT _._._...1840_.__..._ M HORIZON a©a©= 4__ W16 P 1085 1996 ©12TH 0 VALLEY PARK 11111111111 IN 6 iW1-6 .._— F 2TH1068 1906 10 VALLEY PARK 4 8 W16 F 1067 1986 ®VALLEY PARK 0 12TH 30 5 W05 P 1061888 VALLEY PARK 0 12TH 6 30 5 P lin 1996 ©VALLEY PARK 0 ©12TH aaa© 3D 5 69.6 P ® 1955 ©29 - 715 ©17 aaa© 5 4 W14 B BULLET HOLES IN SKIN II I1998 MURPHY'S FRONTAGE ROAD 100 101 10 7 Wid B 1966 MURPHY'S ENTRANCE 120 1685 101 12 7 W1d 8 0T4 20 VANBUREN 5 10 WI-7 F 1906 4TH 0 PIERCE 2 3 831-7 F 1986 451 0 PIERCE 2 3 831.7 F 1995 2ND 0 SHUMWAY 1 4 WI-7 P 1988 BLUFF 0 DAKOTA 5 4 WI-7 P 1965LEVEE 0 FILLER 2 4 WI-7 F 1988 LEVEE 0 ATWOOD 20 3 WI-7 P 1986 BROOK I PIERCE 4 3 W1-7 B 1686 12TH 10 K-IART ENTRANCE 3 3 WI-7 P 1998 MINNESOTA 150 6TH / 4 WI-7 F 1906 VALLEY PARK 0 VALLEY INDUSTRIAL SO. 1111111 10 4 WI-7 B 1297 1908 DAKOTA 0 11TH 4 4 WI-7 P 50 1986 LEVEE 792 0 ATW000 0 4 WId P 564 1900 LEVEE 316 ATWOOO iiii6 4 WId F 565 1905 LEVEE 340 Arnow6 4 WId F 588 1906 LEVEE 360 ATW000 5 4 WIN F "'.. 1905 SHENANDOAH 1300 4T14 4 4 WI-8F 1996 am SHENANDOAH 1200 a 4TH aaa© 4 4 Wld F 1906aii MUHIENI4ARDT KO a HORIZON E..211111=1:115 3 Wed F 1018 1998 S MUHLEMWRDT 610 8 HORIZON T 1 F N 15 3 Wed F 1019 1068 S MISLEMWROT 820 6 HORIZON T 1 F N 15 3 W14 F 1070 1900 8 MUHIEMWLOT 810 6 HORIZON T 1 F N 16 3 WI-8 F 851 108 N SPENCER 160 N BLUE.STEM T I G 32 10 N A161IPAM7-X7 OK4 Page 17 SIGN1 576 1888 W BLUFF 15 W I.WN T I F N3 5 W20-3 F 397 1666 E 4731 740 W CR 83 T / P N 15 a W2-4 P 21 1868 E 10 15 E SMILWWY T 1 F N 7 7 W3-1 0 25 1986 E 10 14 E ATW300 T 1 F N 12 8 W3-1 G 1986 E 10 50 W MINNESOTA T I F N9 4 W3-1 0 1886 ©10 405 ©DAKOTA amain 7 5 Wil G 1988 10 80 W HOLMES I F 5 3 1911 0 67 1008 10 16 W SCOTT 1 F 4 5 W3.1 0 97 1968 10 985 W CLAY 1 F 5 5 W3-I 0 362 1996 4Th 1815 E SARAZIN 1 P 10 6 Wil F 480 1968 380 460 W 10 1 0 7 6 W}I B 955 1686 SHENANDOAH 1881 N 4TH 2 O 12 6 W3-I F 9622 1988 SHENANDOAH 260 N 4Th 1 F 12 7 Wil 8 971 1988 SHENANDOAH 280 S 401 1 F 12 6 W3-1 P 1016 1998 MIHLENARDT 570 5 HORIZON 1 P 1 6 NG-1 P 1182 1966 12TH 260 E CANTERBURY 1 F 3 5 NG-1 P 1106 1688 VALLEY NEW 875 W 83 / P 10 6 W3-1 B 1371 1986 VIERUNG 700 W 17 1 F 2 6 Wil F 1383 106 VIERUNG 0 E VIERUNG CT a 1 F 3 6 NO.1 O 1363 106 VIERUNG 500 W MILLER 1 P 3 610 NO.1/04OW OF 246 190 6TH 58 E SHUMWAY 1 F 2 6 WyIS F 110 190 10 718 W HARRISON 3 0 6 7 W3-1A 0 272 1998 8TH 2 W SCOTT 1 F 2 8 W3-1A F SUPPORT LEANS 273 100 69 35 r SCOTT 1 F 2 8 NA-1A F SUPPORT LEANS 290 1596 6Th 270 N 10 2 0 5 6 W3-1A P 404 1988 NTH 440 W CR83 1 P 10 6 NG-1A F 772 106 APGAR 50 S 290 2 O 2 a W3-1A 0 1174 160 &RAIN 203 N ST FRANCIS 2 P 3 7 HO-IA G 1178 106 17 300 E 17 2 0 5 6 VA-1A E 1181 190 17 100 E 17 2 0 4 7 W3-1A E 11831996 17 750 N ST FRANCIS 2 F 3 7 WILIA E iii 1006 401 500 GORMAN 100 ®GORMAN 550 ®1 B®B` ® 12 a 963A G 102 190 VALLEY PARK 958 11 VALLEY INDUSTRIAL SO. Hill 3 6 W33 0 360 1966 4TH 500 CRe3 15 a W4-1 P 10 106 10 20 HARRISON 8 7 W4-2 0 1177 190 17 437 17 8 5/7 W426347 GAT 1180 190 17 32 17 3 4B W4-204-7 EIE 180 W SHAKOPEE 15 ATWO00 4 5 1/62 0 1996 ©W.SHAKOPEE 15 a ATNOOD Ilini• 4 5 N62 P .� 0 19rE 10 MARKET 5 N62 F 151 108E 10 MARKET 3 7 N13-2 G170 108 15 MAN 7 Na-2 G 1741966 15 MINNESOTA 4 a W62 0 iiii 1998 190 ®6TH 255 E MINNESOTA BEEN 3 6 N62 0 Elel19688 ©8TH 115 E MAIN aaa© 4 W62 F MI1998 ©6TH 115 W 'FULLER amain 2 WS'2 - G MIN 0 302 195TH 15 W CASS am 0 © 3 NO-2 G 1696 5TH 15 CLAY 190 ®5TH 15 ®CLAY Baa 3 8 1A62 F iip 106 ©5TH 15 EE CASS a1.11a© 3 6 N62 F NOM 1966 © ' a6TH aaa© 2 8 N62 F In 1998 Ell �a SHAKOPEE aaa© 3 6 1A62 F ® 1036 II SCOTT 15 1 106 SCOTT 15 ®SHAKOPEE ■ae® 38 1A62 .__ P 106 lil 1998 0PIIKE1 2�II DAKOTA 15 3R®18D . 6 N62 F ®®N® e 5 NFL 0 970 1986 ©SHENANOOAH 1200 4T1 amain 10 5/7 XI-7/R2-1 P 1� ®� 110 �1� 8E8® 3 4 X:;; no 1996 ©MOUND CENTERUNE _LEN'S aaa© 5 5 54-11 F 1 X4-2 0 31 ME 19096 ®1STVALLEYPARK 11ST 3 VVY 0RNILE IIIIIIIIII 3 54-2/114-51 3 X4-2/X44R4-X1 FF/F 5 106 30 160 2 546 F SUPPORT SENT 0 100 1610 HARRISON 3 544 F 236 1998 6TH MADISON 4 X45 0 SUPPORT LEANS 236 160 1111 254 108 70 190 HOLMES1ST 5 F NO SION CODE LISTED 1986 ©1215 18 ©KMART aa© 12 4 9 STREET IDE 166 ©MINNESOTA 196 ©3RD as 0 © 4 a 1-0N O 234 532 958 1096 N SPENCER 125 8 11TH T I F N 10 8 7 F NO NON CODE LISTED 34$ 106 W 5TH 10 W ATWOOD TP I F N 6 4 062A P Page 18 SIGN1 10441 1988 IN IMCKENNs 1s908 I s he I T I 2 1 P I N I I 1 e 113-1 I P I • Page 19 400ES07, -9 ni(> 10 17 3 • c- 1 itn„) C ,©,) 33 ezt 0 Qo O ti� Op TR ' STAN .w.,\II0 SIGNS SUM zr. ,...\\,. /ifili!billi CORRECTION TO PAGE 17 SIGN M1-6A iiSHOULD BE WHITE&YELLOW ON BLUE Table of Contents Standard Signs Drawings R Series: Regulatory 1 W Series: Warning 9 M Series: Route Markers and Auxiliaries 17 G Series: Construction Information 20 S Series: School Warning 21 D Series: Guide Signs - Conventional Roads 22 I Series: Informational 25 E Series: Guide Signs - Expressway and Freeway 26 X Series: Miscellaneous 27 Sign Sizes Application Key B: Bike Trail S: Standard E: Expressway F: Freeway See Appendix B for Construction Sign Sizes R SERIES NO. DRAWING COLOR SIZES NO. DRAWING COLOR SIZES R1-1 White B18 x 18 R2-4 MINIMUM Black on S 24 x 30 STOP on Red 24 x 24 30x30 SPEED White F 48 x 60 36x36 40 48 x 48 R1-2 Red on B 24 x 24 x 24 R2-4a SPEED Black on S 24 x 48 LIMIT YIELD White S 36 x 36 x 36 White F 48 x 96 LIMIT E48x48x48 65 60 x 60 x 60 MINIMUM R1-3 White S12x6 40 4-WAY on Red E 24 x 12 R1-4 White 18 x 6 R2-5a Black on 18 x 24 ALL WAY on Red REDUCED White 24 x 30 SPEED 36 x 48 R1-X1 Black on 24 x 30 AHEAD 48 x 60 STOP White FOR PEDESTRIAN IN CROSSWALK R2-5c Black on 24 x 30 SPEED White R1-X2 CROSS TRAFFIC Black on 36 x 12 ZONE AHEAD DOES NOT STOP White R1-X3 TAKE Black on S24 x 18 R2-6 Black on 18 x 24 TURNS White 30 x 24 END White S 24 x 30 35 Use in construction areas only MILE SPEED R1-X4 44.00K.* White on 30 x 18 BOTH WAYS White R2-6A Black on 24 x 30 END White WORK Use in construction areas only SPEED R2-1 Black on 18 x 24 ZONE SPEED White S 24 x 30 LIMIT E 36 x 48 R2-7A Black on 24 x 30 50 F 48 x 60 END White SCHOOL SPEED R2-1A SPEED Black on S 24 x 30 ZONE LIMIT White E 36 x 48 F 48 x 60 50 R2-X5 Black on 24 x 36 BRIDGE White Use with R2-3 SPEED LIMIT R2-3 NIGHT White on S24x24 15 Black E 36 x 36 55 1 R SERIES NO. DRAWING COLOR SIZES NO. DRAWING COLOR SIZES R2-X6P Black on 18 x 12 R3-7ALL TRAFFIC RIGHT LANE Black on 30 x 30 WORK Orange S24 x 18 (R or L) MUST MUST White ZONE E 36 x 24 TURN RIGHT TURN RIGHT Use with work zone speed limit only F48x30 LEFT LANE R2-X7P PAST Black on 36 x 24 MUST White S48 x 36 TURN LEFT CREW • Use with work zone speed limit only R3-8 Black on S30 x 30 R3-1 Black and S24 x 24 White 48 x 48 Red on E36 x 36 IN Kr4 White ONLY! R3-2 Black and S24 x 24 R3-8A Black on S36 x 30M.. Red on E36 x 36 White IVONLY White 60 x 48 Optional thru arrow R3-3 Black on S24 x 24 R3-8B Black on S36 x 30 NO White E36 x 36 White 60 x 48 TURNS (ONLY Optional thru arrow R3-4 Black and S24 x 248 R3-8C IN r Black on S 54 x 30 84 x 48 Red on E36 x 36 White ONLY White I !ONLY R3-5 Black on S30 x 36 Optional thru arrow (R or L) 11 White 48 x 60 R3-8E Black on 36 x 30 66 x 84 r White ONLY ONLY I ONLY For overhead mounting only R3-8F Black on 36 x 30 R3-5A Black on S30 x 36111 1 White 1 White 48 x 60 66 x 84 ONLY I ONLY ONLY R3-8G Black on 48 x 30 For overhead mounting only e, White R3-6 Black on S30 x 36 ONLY!4 'ONLY (R or L) ist White 48 x 60 66x84 R3-8H Black on 54 x 30 White For overhead mounting only iiier ONLY I ONLY I ONLY 2 R SERIES NO. DRAWING COLOR SIZES NO. DRAWING COLOR SIZES R3-9a Black on S30 x 36 R4-1D0 Black on 24 x 30 White 36 x 48 NOT White ONLY PASS For overhead mounting only R3-9b CENTER Black on S 24 x 36 R4-2 PASS Black on 24 x 30 LANE White 36 x 48 WITH White CARE ONLY R4-3 SLOWER Black on S 24 x 30 R3-10 RESTRICTED Black on S 30 x 42 TRAFFIC White 30 x 36 R3-12 LANE White E 36 x 60 KEEP E36 x 48 F48 x 60 0 RIGHT AHEAD BEGIN BEGIN Black on 36 x 30 ENDS AHEAD: R3-10 RIGHT TURN LANE White ENDS: R3-12 r YIELD TO BIKES R3-13 TRICrEo Black on S 66 x 36 R3-15 A RESLANE White E 84 x 48 R4-5 Black on 24 x 30 AHEAD F102 x 60 TRUCKS White S 36 x 48 USE AHEAD: R3-13 ENDS RIGHTEF48 x 60 ENDS: R3-15 LANE R3-16 Black on 24 x 30 R4-6 Black on S 24 x 30 LANE White TRUCK White F 48 x 60 O LANE 500 AHEAD FEET R3-17 Black on 24 x 30 R4-7 Black on S 24 x 30 0 RLANEIGHT White IF 30 x 36 C Keep Right E 36 x 48 ONLY . R4-X1 Black on 36 x 48 R3-X1 RIGHT Black on 30 x 30 THRU White TURN White TRAFFIC LANE KEEP RIGHT R3-X2 LEFT Black on 30 x 30 R4-X2 NO Black on S 30 x 36 TURN White White E 48 x 54 LANE PASSING SHOULDER R3-X3 O RAMP Black on 36 x 60 White 2 PERSON R4-X3 Black on S 30 x 36 CAR POOLS NO White E 48 x 54 BUSES I DRIVING MOTORCYCLES ON ONLY SHOULDER r 3 R SERIES NO. DRAWING COLOR SIZES NO. DRAWING COLOR SIZES R4-X4 TRUCK Black on 36 x 36 R5-6 Black 24 x 24 and Red STOPPING White 0 on White LANE R4-X5 Black on 30 x 24 R5-10d mums Black on 18 x 24 STATE . White S36 x 24 BICYCLES White LAW E 48 x 36 HMO MD 101-INTOMM TRAM PROHIBITED R4-X6 PASSING Black on 78 x 42 White R5-X1 Black 18 x 18 LANE and Red 4 MILES AHEAD on White 1/2 MILE AHEAD R4-X7 Black on 42 x 48 R5-X2 STATE Black on S24 x 18 SHOULDER White PROPERTY White 30 x 24 AUTHORIZED KEEP OFF BUSES OUT ONLY R5-X4 Black on 24 x 30 R4-X7P END Black on 42 x 12 NO White White THRU BEGIN TRAFFIC Use with R4-X7 R6-1 Black on S 36 x 12 R4-X8 Black on 30 x 36 (R or L) ONE WAY White E 48 x 18 YIELD White 36 x 48 TO BUSES ONE WAY ON SHOULDER R6-2 Black on S 18 x 24 R5-1r White S 30 x 30 (R or L) ONE White 24 x 30 I DO NOT on Red 36 x 36 WAY ENTER 48 x 48 i R6-3DMDW Black on 24 x 18 R5-la White 30 x 18 R6-3a White WWAYG on Red S 36 x 24HIGHWAY 42 x 30 DIVIDED 8 R5-2 Black 24 x 24 i► and Red HIGHWAYon White R6-3a: Upper arrow is flat on top R5-3NO Black on 24 x 24 R6-X1 BEGIN Black on 24 x 30 White END White MOTOR ONE VEHICLES WAY 4 R SERIES NO. DRAWING COLOR SIZES NO. DRAWING COLOR SIZES R7-8A White 12 x 18 R9-3a Black 18 x 18 on Blue and Red PARKIN; l on White VEHICLE 10 REQUIRED ' SP TO$200MKo [ EN ROUTER R9-5 Black on 12 x 18 R7-8b VAN White 12 x 6dib White ACCESSIBLE on Blue PSE PED SIGNAL R7-108 Green 12 x 18 15 PARIWI6 on White R9-6Black on 12 x 18 ,tom.. Boo AN White TO 500 PM YIELD t ! TO PEDS Alternative legends available R7-X2 Red on 18 x 24 R9-7 Black on 12 x 18 NO White (R or L) KEEP White TRUCKRI rc PARKING 6 R8-3a Black 12 x 12 R9-X1 Black on 12 x 18 and Red 18 x 18 ( j White on White S 24 x 24 USE E 36 x 36 SHOULDER R8-3aP Red on 12 x 9 10 PM White 18 x 12 R9-X2 Black on 12 x 18 TO 6 AM S 24 x 12 White BETWEEN MUST SIGNS USE BIKEWAY Use with R8-3a; alternative legends available R10-1 Black on 12 x 18 R8-4 Black on 48 x 36 CROSS EMERGENCY White GRON EEN White PARKING LIGHT ONLY ONLY R8-7 EMERGENCY Black on 48 x 36 R10-2 CROSS Black on 12 x 18 STOPPING Whlte ON White ONLY WALK SIGNAL ONLY R9-1 Black on 18 x 24 WALK WALK White R10-3b `PUSH' Black on 6 x 10 ON FACING LEFT (R, L or DH) BFORN White TRAFFIC GREEN LIGHT R9-2 CROSS Black on 12 x 18 ONLY White AT CROSS WALKS 6 R SERIES NO. DRAWING COLOR SIZES NO. DRAWING COLOR SIZES R10-4b PUSH Black 6 x 10 R10-X7 FORM Black 24 x 30 (R, L, or DH) BUTTON on White2 LANES on White FOR WHEN METERED R10-X10 Black 24 x 18 R10-5 LEFT ON Black 18 x 24 HOV Lane on White GREEN on White S 24 x 30 ARROW E30 x 36 ONLY R10-X11 156 Black 24 x 18 on White R10-6 Black 18 x 24 MOV Lane STOP on White S 24 x 36 (R or L) HERE ON RED R11-1 Black S24 x 30 KEEP on White F48 x 60 OFF R10-7 Black 30 x 30 MEDIAN DO NOT on White BLOCK =MON R11-2 STREET Black 48 x 30 RAMP on White R10-7a Black 30 x 30 ROAD DO NOT on White CROADD BLOCK CROSSWALK R11-2A BRIDGE Black 48 x 30 R10-10 Black S24 x 30 CLOSED on White RIGHT on White E36 x 48 (R or L) LEFT OUT TURN SIGNAL R11-3 ROAD CLOSED Black 60 x 30 on White 10 MILES AHEAD R10-11b Black 24 x 24 LOCAL TRAFFIC ONLY NO on White TURN ON RED RI 1-3A BRIDGE CLOSED Black 72 x 30 on White 10 MILES AHEAD LOCAL TRAFFIC ONLY R10-12LEFT TURN Black S24 x 30 YIELD and Green E 36 x 48 R11-4 Black 60 x 30 ON GREEN on White ROAD CLOSED on White • TO TRU TRAFFIC R10-X4 RAMP Black 24 x 30 R11-X1 Black 30 x 18 METERING on White SIDEWALK on White BEGINS CLOSED OCT 10 R10-X6 Black 24 x 18 1 CAR on White ON. GREEN Ramp metering use only 6 R SERIES NO. DRAWING COLOR SIZES NO. DRAWING COLOR SIZES I R11-X2 SIDEWALK CLOSED Black on 48 x 24 R12-X5 VEHICLES OVER Black on 90 x 36 USE onto SIDE White 9 TONS AXLE ITT White S 120 x 48 OF STREET N.+ USE TRUCK DETOUR EF 150 x 60 R12-1A Black on 24 x 36 R14-1 Black on 24 x 18 BRIDGE TRUCK White WEIGHT1IWhite ROUTE T9 TONS R15-3 Black on 24 x 12 EXEMPT White R12-2 AXLE Black on S 24 x 30 WEIGHT White 36 x 48 Use with railroad crossbuck 5 TONS LIMIT R16-X1 STATE LAW Black on 72 x 48 STOP FOR SCHOOL SOS White WHEN R12-5 RED LIGHTS FLASHING WEIGHT Black on 24 x 30 LIMIT White E36 x 36 R16-X2 Black on 78 x 48 AP 8T E 36 x 48 STATE LAW awe 12T TRUCKS AND White OPR 161 VEHICLES WITH TRAILERS MUST MAINTAIN S00 FOOT INTERVAL R12-5 BRIDGE Black on S 30 x 9 Supplement Yellow E 36 x 12 R16-X3 DP To$700 FINE Black on 48 x 30 White • 14 MILES FOR LITTERING Mount with R12-5 of same width HIGHWAYS R12-X2 Black on 60 x 36 R16-X4 • Black on 36 x 36 RESTRICTED White EMERGENCY BRIDGE STOPPING White 14 MILES AHEAD ONLY WEIGHT LIMIT 10 TONS PEDESTRIANS ncra.ESaEs MOTORIZED BICYCLES NOR-MOTORIZED TRAFFIC PROHIBITED R12-X3 TRUCKS MUST Black on S36 x 24 NOT MEET White 54 x 42 R16-X6 Black on S30 x 30 ON BRIDGE SIGNAL White 48 x 48 YOUR TURN R12-X3A VEHICLES MUST Black on S42 x 24 NOT MEET White 66 x 42 R16-X7 Black on 48 x 60 ON BRIDGE RIGHT White LANE R12-X4 Black on 60 x 42 MUST RESTRICTED EXIT BRIDGE White 14 MILES AHEAD R16-X8 Black on S 30 x 18 WEIGHT UNIT 10 TONS REST STOP White 36 x 24 CLEARANCE 14n 101N t NR LIMIT NO CAMPING R12-X4A RESTRICTED Black on 60 x 36 BRIDGE White 14 MILES AHEAD CLEARANCE 14n IOIR 7 R SERIES NO. DRAWING COLOR SIZES NO. DRAWING COLOR SIZES R16-X9 STATE LAW Black Whiten 60 x 48 UNLAWFUL TO PASS ON SHOULDER R16-X10 Black on S18 x 24 NO White 24 x 30 FISHING FROM BRIDGE R16-X11 STATE LAW Black on 72 x 36 SEAT BELT White USE REQUIRED R16-X12 Black on S18 x 18 White 36 x 36 FASTENED? R16-X13 TRUCKS Black on S24 x 24 White E 36 x 42 NO JAKE BRAKING 8 W SERIES NO. DRAWING COLOR SIZES NO. DRAWING COLOR SIZES W1-1 Black on B18 x 18 W2-1A(R) Black on S 30 x 30 (R or L) Yellow S30 x 30 Yellow E 36 x 36 E 36 x 36 Offset 48 x 48 Turn 48 x 48 Crossroad W1-2 Black on B18 x 18 W2-1A(L) Black on S30 x 30 (R or 1) Yellow S30 x 30 Yellow E 36 x 36 E 36 x 36 Offset 48 x 48 Curve 48 x 48 Crossroad W1-3 Black on B18 x 18 W2-2 Black on B18 x 18 (R or L) Yellow S30 x 30 Yellow S30 x 30 E 36 x 36 Side Road E 36 x 36 Reverse 48 x 48 90 Degree Turn W1-4 Black on B18 x 18 W2-3 Black on B18 x 18 (R or L) Yellow S30 x 30 (R or L) Yellow S 30 x 30 E36 x 36 Side Road E 36 x 36 Reverse 48 x 48 45 Degree Curve W1-5 Black on B18 x 18 W2-4 Black on B18 x 18 (R or L) Yellow S30 x 30 Yellow S 30 x 30 E36x36 E36x36 Winding 48 x 48 Road T Intersection W1-6 Black on B24 x 12 W2-5 Black on B 18 x 18 Mil+ Yellow S 48 x 24 Yellow S 30 x 30 72 x 36 E36x36 96 x 48 Y Intersection W1-7 Black on B 24 x 12 4 Yellow S 48 x 24 W2-X1 Black on S 36 x 36 72 x 36 96 x 48 BLIND Yellow 48 x 48 INTERSECTIO / W1-8 iv Black on 12 x 18 AHEAD Yellow S18 x 24 0 Chevron 24 x 30 E 30 x 36 W3-1a Black 30 x 30 F 36 x 48 ♦ Red, White S 36 x 36 W2-1 Black on B18 x 18 O on Yellow 48 x 48 Yellow S 30 x 30 Cross E 36 x 36 Road 48 x 48 W3-2a Black 30 x 30 Red, White S 36 x 36 on Yellow 48 x 48 v 9 W SERIES NO. DRAWING COLOR SIZES NO. DRAWING COLOR SIZES W3-3 Black B18 x 18 W5-2aP Black on 24 x 18 Green, Red S36 x 36 NARROW Yellow on Yellow 48 x 48 BRIDGE W5-3 Black on S 36 x 36 W3-X1 Black on S36 x 36 Yellow 48 x 48 RAMP Yellow 48 x 48 ONE BRI GEE METER AHEAD W5-4 Black on 18 x 18 W3-X2 Black on 36 x 24 BIKEWAY Yellow WHEN Yellow S48 x 30 ARROWS FLASHING Mount with W3-X3 W6-1 Black on SE36 x 36 W3-X3 Black on 36 x 36 Yellow 48 x 48 BE Yellow S48 x 48 PREPARED Divided TO STOP Highway W4-1 Black on S30 x 30 W6-2 Black on SE36 x 36 (R or L) Yellow E36 x 36 Yellow 48 x 48 F 48 x 48 Divided Merge Highway Ends W6-3 Black on S 30 x 30 W4-2 Black on SE 36 x 36 Yellow E 36 x 36 (R & L) Yellow F48 x 48 48x48 Two Way Lane Reduction Traffic Transition Right is shown Construction version may use demountable legend W7-1 Black on S 30 x 30 Yellow E 36 x 36 W4-3 Black on SE36 x 36I Hill F 48 x 48 (R or L) fIA Yellow F48 x 48 Added Lane 11 W7-1 b Black on S 30 x 30 Yellow E 36 x 36 W5-1 Black on 30 x 30 Hill With F 48 x 48 ROAD Yellow S36 x 36 Grade % 9% NARROWS 48 x 48 W7-2b TRUCKS Black on 24 x 18 W5-2a Black on S36 x 36 USE LOWER GEAR Yellow 1 Yellow 48 x 48 Narrow I Bridge I 10 W SERIES NO. DRAWING COLOR SIZES NO. DRAWING COLOR SIZES I W7-3 9Y Black 24 x 18 W8-3 Black on S 30 x 30 on Yellow Yellow 36 x 36 GRADE PAVEMENT 48 x 48 ENDS W7-3a - Black on 24 x 18 NEXT Yellow 48 x 24 W8-4 Black on S 30 x 30 4 MILES ` SOFT Yellow E 36 x 36 SHOULDER F 48 x 48 W7-3b Black on 24 x 18 9Y. GRADE Yellow T MILES W8-5 Black on S 30 x 30 Yellow E 36 x 36 W7-4 Black on 78 x 48 Slippery RUNAWAY Yellow When Wet TRUCK RAMP 1 MILE W8-7 Black on S30 x 30 W7-4a RUNAWAY Black on 78 x 60 LOOSE Yellow 48 x 48 TRUCK RAMP Yellow GRAVEL W7-5 Black on 18 x 18 W8-8 Black on S30 x 30 Yellow Yellow 48 x 48 Hill Oslo ROUGH ROAD W8-1A Black on S 30 x 30 W8-9 Black on S 30 x 30 Yellow E36 x 36 LOW Yellow E 36 x 36 BUMP 48 x 48 SHOULDER F 48 x 48 AHEAD if Down Arrow replaces "AHEAD" at site W8-9a Black on 36 x 36 W8-1 B Black on S30 x 30 SHOULDER Orange S 48 x 48 Yellow E 36 x 36 DROP-OFF BUMPS W8-10 Black on BS18 x 18 Yellow 30 x 30 W8-2 Black on 30 x 30 Viito Yellow Slippery • D I P When Wet W8-1 1 Black on 36 x 36 Orange S48 x 48 UNEVEN LANES 11 W SERIES NO. DRAWING COLOR SIZES NO. DRAWING COLOR SIZES W8-12 Black on 36 x 36 W10-X2 Black on 36 x 36 CENOER Orange S48 x 48 BLIND Yellow TSTRIPE XING W8-X2 Black on S30 x 30 W10-X3 Black on 36 x 36 ROAD Yellow 36 x 36 LOOK Yellow SUBJECT TO F FOR FLOODING TRAINS W9-1 RIGHT Black on SE 36 x 36 W11-1 Black on 30 x 30 (R or L) LEFT Yellow F48 x 48 Yellow LANE CRO ENDS W10-1 Black on B 18 Dia. W11-2 Black on S30 x 30 Railroad . Yellow S 36 Dia. Yellow E 36 x 36 Advance 48 Dia. Ped Xing 48 x 48 Warning Advance W10-la Black on 24 x 12 EXEMPT Yellow W11-2A Black on B18 x 18 Yellow S30 x 30 Use with W10-1 Ped Xing E36 x 36 W10-2Black 3 30 48 x 48 Bla Yellowon S360 x x 36 Railroad W 11-3 Black on S 36 x 36 Advance Yellow EF48 x 48 (Parallel Tracks) W10-3 Black on S 3xx 36 30 low 360 Railroad W11-4 Black on S 30 x 30 Advance Yellow E 36 x 36 (Parallel Tracks) VI W10-4 Black on S 30 x 30 (R or L) Yellow 36 x 36 Railroad W11-5 Black on 8 30 x 30 Advance Yellow E 36 x 36 (Parallel Tracks) W10-X1 Black on 36 x 36 (R or L) Yellow Track Angle Drawing represents track angle right 12 W SERIES NO. DRAWING COLOR SIZES NO. DRAWING COLOR SIZES W11-6 Black on 30 x 30 W11-X7 Black on S30 x 30 4ilMt Yellow TRAIL Yellow 36 x 36 XING W11-8 Black on S30 x 30 Use 24 x 18 arrow plaque at site Yellow 36 x 36 W12-1 Black on S 24 x 24 OW Yellow 30 x 30 Double 48 x 48 Arrow 60 x 60 W11-9 Black on S 30 x 30 Yellow 36 x 36 W12-2 Black on 618 x 18 Disabled Yellow 30 x 30 Xing Advance Low 13�-6" S 36 x 36 Clearance f 48 x 48 W11-9A Black on S30 x 30 Yellow 36 x 36 W12-X1 Black on 132 x 18 Disabled CLEARANCE 13n 61K Yellow Xing •Low Clearance Mounted on structure W11-10 Black on S30 x 30 W12-X2 Black on 48 x 24 Yellow Yellow 36 x 36 13 FT 6 IN i y Low Clearance Mounted on structure - W11-X1 Black on 36 x 36 W13-135 Black on 18 x 18 Yellow Yellow 24 x 24 Advisory 30 x 30 Speed M.P.H. 36 x 36 Plaque W11-X2 Black on S30 x 30 W13-2 Black on 36 x 48 Yellow 36 x 36 EXIT Yellow EF 48 x 60 NAAdvisory Exit Speed 30 M.P.H. W11-X3 Black on S36 x 36 W13-3 Black on 36 x 48 Yellow 48 x 48 RAMP Yellow EF 48 x 60 TRUCKS Advisory ENTERING Ramp Speed 0.4 O M.P.H. W11-X6 Black on S30 x 30 WATCH Yellow 36 x 36 FOR PEGS 13 W SERIES NO. DRAWING COLOR SIZES NO. DRAWING COLOR SIZES W14-1 Black on 24 x 24 W20-1 Black on 36 x 36 DEAD Yellow S30 x 30 ROAD Orange S48 x 48 WORK END AHEAD • W14-3 Black on 36 x 48 x 48 W20-2 Black on 36 x 36 NO Yellow S48 x 60 x 60 Orange S 48 x 48 PASSING DETOUR ZONE AHEAD W14-X1 Black on S30 x 30 W20-3 Black on 36 x 36 WATCH Yellow 36 x 36 ROAD Orange S 48 x 48 FOR FALLEN CLOSED ROCK AHEAD W14-X2 Black on 48 x 48 W20-4 Black on 36 x 36 WATCH Yellow Orange S48 x 48 FOR SLOW ONE LANE ROAD TRAFFIC AHEAD W14-X3 Black on 36 x 36 W20-7a Black on 36 x 36 WEIGHT Yellow Orange S48 x 48 RESTRICTION 60 x 60 AHEAD Flagger Ahead W14-X7 . Black on 18 x 18 W20-100P 750 1 Black on 24 x 18 Orange S24 x 24 FEET MILE Orange or 36 x 24 Yellow 1500 V4 Arrow Sign FEET MILE For Delineati Arrow to point downward only Alternative legends available W14-X8 Black on 48 x 48 W20-X1 10:114,i Black on 72 x 72 RIGHT ® Orange Orange LANE ACCIDENT CLOSED AHEAD Trailer sign. Detachable legend W14-X9 Black on 30 x 36 W20-X3 Black on 36 x 36 WATCH Yellow & L) Orange S48 x 48 FORMERGE BUSES ON SHOULDER 4- Arrow Arrow is demountable W15-1 Black on 30 x 30 Yellow S36 x 36 Playground 4514 14 W SERIES NO. DRAWING COLOR SIZES NO. DRAWING COLOR SIZES W20-X4 Black on 36 x 36 W21-2 Black on 36 x 36 BRIDGE Orange S48 x 48 FRESH Orange S48 x 48 CLOSED AHEAD OIL W20-X6 Black on 36 x 36 W21-6a Black on 36 x 36 Orange S48 x 48 SURVE Orange S 48 x 48 BYPASS CREW AHEAD AHEAD W20-X7 Black on 36 x 36 W21-X1 Black on 48 x 48 (R or L) Orange S48 x 48 NO Orange SHOULDER Lane Shift W20-X11 Black on 36 x 36 W21-X3 Black on 24 x 24 � '0 Orange S 48 x 48 Orange S30 x 30 Reduced FT Width Use with high level warning device W20-X12 Black on 48 x 48 CENTER Orange W21-X4 ROAD WORK AHEAD Black on S72 x 42 LANE Orange F96 x 54 MERGE RIGHT LANE LEFT CLOSED LEFT LANE W20-X13 LEFT Black on 48 x 48 Daytime mobile use only (R or L) RIGHT Orange TWO LANES W21-X4 BE PREPARED Black on S 60 x 20 CLOSED Supplement TO STOP Orange F 80 x 26 Use with W21-X4 W20-X16 Black on 48 x 48 W21-X4A LEFT Black on 96 x 36 RAMP Orange (R or L) Orange CLOSED RIGHT LANE AHEAD CLOSED Plate has LEFT on one side, RIGHT on the other W20-X17 Black on 36 x 36 W21-X5 ILEFTI Black on 36 x 36 LANES Orange S 48 x 48 (R or L) RIGHT Orange S 48 x 48 LANE NARROW CLOSED W21-1a Black on 36 x 36 W21-X6 Black on 36 x 36 • Orange S48 x 48 CREW Orange S48 x 48 Worker WORKING Ahead AHEAD 15 W SERIES NO. DRAWING COLOR SIZES NO. DRAWING COLOR SIZES W21-X7 Stop: 18 x 18 STOP White on Red Flagger Slow: Black Paddle SLOW on Orange W21-X8 MINIMUM Black on 36 x 30 MAINTENANCE Yellow ROAD UAEL//MINIMA Not for use on Mn/DOT or federal state aid roads W21-X9 Black on 36 x 36 HIGH Orange S 48 x 48 SHOULDER W21-X10 WET PAINT Black on 72 x 42 DRIVE Orange Striper WITH CARE Train Sign PASS Arrow may be single or double headed W21-X11 Black on 54 x 22 WET��NT Orange Train Sign Arrow is demountable W21-X12 Black on 72 x 36 Striper DRIVE Orange Train Sign WITH CARE W22-1 Black on 36 x 36 BLASTING Orange S48 x 48 ZONE AHEAD W22-2 TURN OFF Black on 42 x 36 • • Blasting 2-WAY R IOS Orange ANArea CELLULAR Prohibition TELEPHONES W22-3 END Black on 36 x 30 BLASTING Orange S42 x 36 ZONE 16 M SERIES NO. DRAWING COLOR SIZES NO. DRAWING COLOR SIZES I mi-1 INTERSTATE White 18 x 18 M1-6A Black on 18 x 18 COUNTYon Red 22.5 x 18* White 22.5 x 18* and Blue S 24 x 24 44 S 24 x 24 S 30 x 24* S30 x 24* 36 x 36 36 x 36 45 x 36* Overlay use. *3 digit 45 x 36* 48 x 48 M *3 digit - 60 x 48* 1-X1 Green 18 x 18 .. on White S24 x 24 f M1-2 White on 18 x 18 " i,i\ NTEATE i Green S 24 x 24 Business 1 9 4RSS' 36 x 36 Loop M1-X3 Black on 18 x 18 M1-3 White on 18 x 18 11NF White S24 x 24 INTERSTATE Green S24 x 24 21 94 Business 36 x 36 Spur Ml-X4 CARVER Black on 18 x 18 M1-4 Black on S 24 x 24 White S24 x 24 61 White 36 x 36 COUNTY Independent use Independent use M 1-X4A Black on 18 x 18 M 1-4A Black on 18 x 18 COUNTY White S 24 x 24 White 22.5 x 18* 5 36 x 36 61 S24x24 S 3630 x 36 x 24* Overlay use 45 x 36* M2-1 Black on 21 x 15 48 x 481 l White Overlay use. *3 digit 60 x 48* J c M1-5A 'MINNESOTA White S24 x 24 and Gold 36 x 36 M2-1A White 21 x 15 40 on Blue J C T on Blue • Independent use M2-X1 Black on S 24 x 12 M1-5B "MINNESOTA White 18 x 18 BEGIN White 30 x 15 and Gold 22.5 x 18* 40 on Blue S 24 x 24 S 30 x 24* M2-X1 A White S24 x 12 36 x 36 BEGIN on Blue 30 x 15 Overlay use. *3 digit 45 x 36* M1-6 White and 18 x 18 WRIGHT Yellow S24 x 24 M3-1 Black on S24 x 12 44 on Blue 36 x 36 NORTH White 30 x 15 COUNTY Independent use M3-1A White S24 x 12 NORTH on Blue 30 x 15 17 M SERIES NO. DRAWING COLOR SIZES NO. DRAWING COLOR SIZES , M3-2 Black on S24 x 12 M4-6 Black on S24 x 12 EAST White 30 x 15 END White 30 x 15 M3-2A White S24 x 12 M4-6A White S 24 x 12 EAST On Blue 30 x 15 END on Blue 30 x 15 M3-3 Black on S 24 x 12 M4-7 Black on 24 x 12 SOUTH White 30 x 15 TEMPORARY White M3-3A White S24 x 12 M4-8 Black on 24 x 12 SOUTH on Blue 30 x 15 DETOUR Orange M3-4 Black on S 24 x 12 M4-8a Black on 24 x 18 WEST White 30 x 15 END Orange DETOUR M3-4A White S24 x 12 WEST on Blue 30 x 15 M4-9 Black on S30 x 24 (R, L, T, DETOUR Orange 42 x 36 M4-1 Black on 24 x 12 ATR) TRor ALTERNATE White ATL)) M4-10 Black on 48 x 18 (R or L) DETOUR Orange M4-1a Black on 24 x 12 ALT White M4-11 White on B24 x 6 BEGIN ) Green M4-2 Black on 24 x 12 BYPASS White M4-12 END White on 624 x 6 Green M4-3 Black on 24 x 12 M4-13 White on B24 x 6 BUSINESS White TO Green M4-4 Black on S24 x 12 M5-1 Black on S21 x 15 TRUCK White 30 x 15 (R or L) White 30 x 24 Advance Turn - 90 Degree M4-5Black on 24 x 12 M5-1 A White S 21 x 15 TO White (R or L) 471 on Blue 30 x 24 Advance Turn - M4-5A White 24 x 12 90 Degree TO on Blue 18 M SERIES NO. DRAWING COLOR SIZES NO. DRAWING COLOR SIZES I M5-2 Black on S21 x 15 M6-5A White S21 x 15 (R or L) White 30 x 24 (R or L) If on Blue 30 x 24 Advance Turn - 45 Degree M5-2A White S21 x 15 M6-6 Black on S21 x 15 (R or L) on Blue 30 x 24 (R or L) it+ White 30 x 24 Advance Turn - 1 45 Degree M6-1 Black on S21 x 15 M6-6A White S21 x 15 m White 30 x 24 (R or L) on Blue 30 x 24 4 M6-1A White S21 x 15 M6-7 Black on S21 x 15 on Blue 30 x 24 (R or L) V White 30 x 24 M6-7A White S21 x 15 M6-2 Black on S21 x 15 (R or L) tir on Blue 30 x 24 (R or L) N White 30 x 24 M7-1r 1 White on B12x9 M6-2A White S21 x 15 1 I Green (R or L) 1/4 on Blue 30 x 24 _1 M7-2 White on B12 x 9 M6-3 Black on S21 x 15 + Green it White 30 x 24 M7-3 White on B12 x 9 M6-3A White S21 x 15 (R or L) Green 4' on Blue 30 x 24 M7-4 1 White on B12 x 9 M6-4 Black on S21 x 15 (R or L) f 1 Green 4+ White 30 x 24 M7-5 White on B12 x 9 M6-4A White S21 x 15 U Green 4+ on Blue 30 x 24 M7-6 White on B12 x 9 (R or L) 44 Green M6-5 Black on S21 x 15 (R or L) Allir White 30 x 24 M7-7 White on B12 x 9 (R or L) Vir Green I 19 G SERIES NO. DRAWING COLOR SIZES NO. DRAWING COLOR SIZES G20-1 ROAD WORK Black on S60 x 24 NEXT 5 MILES Orange 84 x 36 G20-2A Black on 48 x 24 END Orange ROAD WORK G20-4 Black on 36 x 18 PILOT CAR Orange FOLLOW ME G20-X1 BRIDGE Black on 54 x 48 RAMP Orange S 72 x 60 Closure EF 90 x 78 Notice ROAD CLOSED BEGINNING JUNE 24 DETOURED G20-X2 CLOSED Black on 96 x 84 BRIDGE Orange S 132 x 108 Work Zone EF 168 x 132 ROUTE ROAD Advance MARKER WORK Notice Location TO Location BEGINS JUNE 24 ENDS G20-X3 Black on 60 x 24 WORK ENDS Orange JUNE 24 Mount under G20-1 G20-X4 Black on 72 x 18 Construction Orange Zone T SHEA HARDWARE Business Signing 4. CAR JOSALES WESTON £ SONS PLUMBING 20 S SERIES NO. DRAWING COLOR SIZES NO. DRAWING COLOR SIZES S1-1 Black on S 30 P School Yellow E 36 P Crossing 48 P Advance P=pentagon S2-1 Black on S 30 P School Yellow E 36 P Crossing 48 P P=pentagon S2-P2 Black on S 24 x 18 Down Yellow 30 x 24 Arrow Use with S2-1 at site S3-1 Black on S30 x 30 SCHOOL Yellow 36 x 36 BUS STOP AHEAD S3-2 SCHOOL Black on 24 x 30 BUS White LOADING AREA S4-2 WHEN Black on S 42 x 10 CHILDREN White E 36 x 15 ARE PRESENT 48 x 20 S4-3 Black on S 24 x 8 SCHOOL Yellow E36 x 12 48 x 16 S4-4 Black on S 24 x 10 WHEN White E 36 x 15 FLASHING 48 x 20 S5-2 Black on 18 x 24 END White S24 x 30 SCHOOL ZONE 21 D SERIES NO. DRAWING COLOR SIZES NO. DRAWING COLOR SIZES D1-X1 BUSINESS White on S30 x 24 D5-X1 WAYSIDE White Bl a 36 x 36 (R or 1) DISTRICT Green 42 x 36 (R or L) REST on I/2 MILE ON RIGHT ON LEFT D1-X2 White on S30 x 24 FRONTAGE (R, L, ROAD . Green 42 x 36 D5-X1A FIREPLACES White 36 x 12 or DH) 4 60 x 48 on Blue TOILETS D1-X3 White on 36 x 24 WATER (R or L) SANITARY Green S 54 x 36 TELEPHONE LANDFILL 66 x 48 TOURIST INFO For use with D5-X1 D1-X4 AIRPORT ♦ White on S 48 x 12 D5-X1 B White on 36 x 18 (R or L) Green 60 x 18 HISTORICAL Brown MARKER D1-X5 White on 48 x 24 (R or L) SOLID WASTE Green S 72 x 36 TRANSFER STATION 96 x 48 D5-X1 C White on 36 x 18 ..-1 96 Brown MARKER D1-X6 White on 54 x 24 (R or L) ii. r RECYCLING Green S 78 x 36 D5-X2 ` White 36 x 30 108 x 48 (R or L) WAYSIDEon Blue .+ 108 D1-X7 White on 24 x 24 tasGreen D6-2A • White 36 x 36 it (R or L) SCENIC on Blue OVERLOOK Use as trailblazer I MILE ON RIGHT D4-1 Green 30 x 24 ON LEFT on White PG D6-3A White 36 x 30 (R or L) SCENIC on Blue OVERLOOK D4-2 White on S 30 x 36 4m 15 Green 36 x 48 PARK A D7-X1 White on 36 x 36 RIDE GEOLOGICAL �► (R or L) Brown MARKER Transit logo to be specified V2 MILE ON RIGHT D4-2A White on 36 x 42 ON LEFT a Green PARK & D7-X2 White on 36 x 30 RIDE (R or L) GEOLOGICAL Brown MARKER For on site use 4..... 22 D SERIES NO. DRAWING COLOR SIZES NO. DRAWING COLOR SIZES D7-X5 HISTORICAL White on 36 x 36 D7-X11 on S30 x 24 HISTORIC Brown x 36 (R or 1) MARKER Brown SITE V2 MILE ON RIGHT ON LEFT D7-X12 White on S30 x 24 D7-X5A COUNTY Brown 48 x 36 White on 36 x 36 MUSEUM (R or L) HI SITERIC Brown I+ V2 MILE ON RIGHT ON LEFT D7-X13 White on 24 x 24 • Downhill Brown D7-X6 White on 36 x 30 Ski Area ....A (R or L) HISTORICAL Brown MARKER 4.....1 D7-X14 • White on 24 x 24 Cross Brown D7-X7 White on Var. x 30 Country /i7, (R or L) Lobster Lake Brown Ski Area 5 Public D7-X15 White on S 24 x 24 Boat Launch COUNTY Brown 36 x 36 D7-X7A White on Var. x 30 PARK (R or L) Lobster Lake Brown X 5 4 Public ' D7-X16 White on S36 x 24 Canoe Access COUNTY Brown 54 x 36 FAIRGROUND D7-X8 White on 24 x 24 ♦ , Public Brown Boat Launch D7-X17 White on S36 x 24 Trailblazer - INDUSTRIAL Green 48 x 36 PARK D7-X8A White on 24 x 24 Public X Brown Canoe Access D9-1 a White 18 x 24 Trailblazer (R or L) on Blue S24 x 30 .� 30x36 D7-X9 White on 18 x 24 STATE Brown S 30 x 36 PARK D9-lb White 18 x 24 • 1/4 on Blue S24 x 30 MILE 30 x 36 D7-X10 White on S18 x 24 CITY Brown 30 x 36 PARK 1 23 D SERIES NO. DRAWING COLOR SIZES NO. DRAWING COLOR SIZES D9-2A White 24 x 48 D10-2 MILE White on 10 x 27 , (R, L, or AT) H on Blue Milepost 2 Green Hospital 4 BLKS Marker 5 Trailblazer For two digit use D9-2B White 48 x 24 D10-3 MILE White on 10 x 36 (R or L) H 4 on Blue S60 x 30 Green Milepost 2 For non-freeway use Marker 5 D9-10a White S30 x 24 8 (R or L) TOURIST on Blue 42 x 36 —' INFO 60 x 48 For three digit use D10-4Mie White on 12 x 24 D9-X1 White 48 x 24 Milepost 2 Green ( _ / on Blue Marker V For one digit use Use with freeway services D10-5 MILE White on 12 x 36 Milepost D9-X2 White 4 x 4 Mile p 2 Green 6‘.. on Blue 12 x 12 Marker 5 24 x 24 For two digit use For non-freeway use D10-6 White on 12 x 48 D9-X3 MILE Green 4-RESORTS♦ White 66 x 12 Milepost 2 on Blue Marker 5 D9-X4 CAMPING ♦ White 66 x 12 8 4 on Blue --- For three digit use D9-X5 White 30 x 24 D10-X2 White on 10 x 10 (R or L) STATE on Blue S 48 x 36HWY Green PATROL Highway 78 x 48 Number 280 78 x 60 Plate D9-X6 Use with milepost marker (R or L) s- White 72 x 18 ISLAND RESORT on Blue D11-1 White on 24 x 18 Specific GREAT BEAR ,, C.43 Green CAMPGROUND CLOSED 15 x 6 plate Service BIKE ROUTE 4-. .FREDD S 18x12 Togo — 2 48 x 12 logo NEXT RIGHT ) 72 x 12 for mainlines at interchanges D10-1 White on 10 x 18 Milepost NILE Green Marker 2 For one digit use 24 I SERIES NO. DRAWING COLOR SIZES NO. DRAWING COLOR SIZES I 1-1 SIGNALS White on S12 x 18 SET FOR Green 24 x 36 25 M.P.H. 12-3 White on S Var. x 24 Chaska Green Var. x 36 POP.11344 S Var. x 36* Var. x 48* *For use with two line names 12-5 . White on S Var. x 24 Hennepin Green Var. x 36 County 13-1 , White on S Var. x 18 Red Lake Green S Var. x 24* River Var. x 24 Var. x 36* *For use with two line names 1-5 White on S 24 x 24 Green 30 x 30 Airport 1-8 White on 24 x 24 Library Green 1, • 4 25 E SERIES NO. DRAWING COLOR SIZES NO. DRAWING COLOR SIZES E1-6 FREEWAY White on 36 x 18 El 0-4 HOSPITAL White 36 x 18 ENTRANCE Green on Blue 6 MI 9 E5-1EXIT White on 72 x 60 E10-5 White 48 x 12 Green F GAS ♦ on Blue 11 E10-6 White 48 x 12 E5-1 a White on 72 x 60 + FOOD 9 on Blue EXIT Green 14 p E10-7 White 48 x 12 For one or two digits containing a 1 4 LODGING 9 on Blue E5-1 a White on Var. x 84 EXIT Green El 0-8 White 48 x 12 247 HOSPITAL 9 on Blue For two or more digits El 0-9 White 48 x 12 4 E5-2 White 78 x 78 CAMPING 9 on Blue REST on Blue AREA E10-10 White 48 x 12 t 4 DIESEL 9 on Blue El 0-1 White 144 x 84 El 0-11 White 48 x 12 GAS DIESEL on Blue Motorist LP-GAS ♦ LP-GAS 9 on Blue Services FOOD LODGING CAMPING EXIT 234A El 1-lb Black on 42 x 14 NEXT RIGHT ONLY Yellow S52 x 16 SECOND RIGHT Overlay Variable legends. Overlays may be used Ell-X1 Black on 56 x 10 E10-1 l,,,,�.14' White Var. x 12 ( LEFT EXIT Yellow 72 x 12 Supplement ® on Blue S92 x 16 11.1.14 Overlay Ii[•Pzel.[a 11=1_11El 1-X2 White 126 x 10 [a_UIJI:[I PROHIBITED VEHICLES on Red 164 x 14 I:Eillair_IM Overlay S204 x 16 Overlays for use on E10-1 E12-1 Black on 120 x 72 El 0-3 White 120 x 48 FREEWAY Yellow HOSPITAL on Blue 132 x 48 ENDS �/Z MILE EXIT 234A NEXT RIGHT SECOND RIGHT SECOND RIGHT to be used on 132 x 48 26 X SERIES NO. DRAWING COLOR SIZES NO. DRAWING COLOR SIZES I X1-1 Black on 60 x 36 X4-4 Yellow S12 x 36 BEGIN 10 MILE ODOMETER CHECK White (R or L) / on Black 18 x 36 1500 FT AHEAD Clearance Marker I, X1-2 END Black on 60 x 36 Right is shown BEGIN White X4-5 Black on 6 x 12 ODOMETER CHECKYellow � HERE Snow Plow Marker X1-3 Black on 24 x 18 Raise blade shown MILE White1 X4-6 Black on 8 x 24 Guide White or Marker Yellow X1-4 BLUE EARTH White 14 x 9 7 FIRE NUMBER on Black D-351 or Red X4-11 Red on 18 x 18 Object ••• Red or X1-5 Black on 42 x 30 Marker • • • Black AIRCRAFT White • • APPROACH • AREA Used for end of roadway X3-1 RW Green 9.5 x 12.75 on White Right of Way Boundary B Marker X3-2 Black on 12 x 8 CONTROLLED White ACCESS X3-3 Green 9.5 x 12.75 Scenic on White Easement Marker X3-4 Black on 12 x 8 500 White FEET Used for scenic easement X4-2Yellow 18 x 18 • Hazard • • on Yellow Marker • • • or Black • • • I 27 SHAKOPEE _ _ DATE: REQUESTED BY: SIGN LEGEND: SIGN LOCATION : Feet N E S W of REQUIRED MAINTENANCE: DOES SIGN NEED IMMEDIATE ATTENTION ? RECEIVED ENGINEERING : BY: RECEIVED MAINTENANCE: BY: MAINTENANCE COMPLETED : BY: TYPE OF MAINTENANCE COMPLETED: .e w r'i m a E 0 v o £F ria al 411 i'''' '!' 1 ,. $ o xzv iir4 o ru II — H i , s Ow C 'Q C d I i,ziz:2^ V) ' y� I __Ill-Ill_ is •w C St:S�%G ,v d c { t W SHAKOPEE INTERSECTION LOCATION: EXISTING TRAFFIC CONTROL: DATE: TYPE OF TRAFFIC CONTROL REQUESTED: ALL WAY or TWO WAY REASON FOR THE REQUEST: PETITION ATTACHED: YES NO The petition must be signed by 80%of the households within a 400 foot raduis of the intersection. INSTALLATION REQUESTED BY - NAME ADDRESS PHONE SIGNED: RECEIVED ENGINEERING : BY: