HomeMy WebLinkAbout2008-01-16 PACKET 08.B.REQUEST OF CITY COUNCI� ACTION COUNCIL AGENDA
MEETING ITEM #
DATE 01/16/08 .
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PREPARED BY: En,qineering Jennifer Levitt
ORIGINATING DEPARTM�NT STRFF AUTHOR
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COUNCIL ACTION REQUEST:
Receive information and provide comments and feedback on study alternatives.
STAFF RECOMMENDATION:
Receive information and provide comments and feedback on study alternatives.
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❑ PLANNING ,
❑ PUBLIC SAFETY
❑ PUBLIC WORKS
❑ PARKS AND RECREATION
❑ HUMAN SERVICES/RIGHTS
❑ ECONOMIC DEV. AUTHORITY
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SUPPORTING DOCUMENTS:
DATE
REVIEWED
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APPROVED
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DENIED
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� MEMO/LETTER: Jennifer Levitt January 9, 2008.
❑ RESOLUTION:
❑ ORDINANCE:
❑ ENGINEERING RECOMMENDATION:
❑ LEGAL RECOMMENDATION:
� OTHER: Cottage Grove Southwest Area Transportation Study
Cottage Grove Soutnwest Area Transportation Maps.
ADMINISTRATORS COMMENTS:
PowerPoint, Various
' �` <�-a�L%•��'"'"��`� f ._9t_c� r�
� City Administrator � Date
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COUNCIL ACTION TAKEN: ❑ APPROVED ❑ DENIED ��OTHER
CITY OF COTTAGE GROVE
MINNESOTA
To: Honorable Mayor and City Council
Ryan Schroeder, City Administrator
From: Jennifer M. Levitt, P.E., City Engineer
Date: January 9, 2008
Re: Southwest Area Transportation Study: Receive information and provide comments
Council authorized the cooperative agreement with Washington County on June 6, 2007 for the CSAH
19, CR 19A, CR 75 and review of a possible new route identification for the southeastern part of the
County. As part of the study a project team was established with representatives from 3M Corporation,
Cities of Cottage Grove and St. Paul Park, Grey Cloud Island To�vnship, Washington County, and
YInDOT. The Project Team has met monthly for the last six months to review options and discuss
alternatives. Washington Counry and SEH will be making the presentation of the study findings at the
Council meeting and representatives from 3M will be present to answer questions and provide comment.
Budgeting for this project was included in the 2007-2011 CIP at $15Q000 (cost split of 50/50 with
Washington Co.) and is reflected in the draft CIP for 2008-2012. The actual contract with SEH is far
$74,400.
The key objectives of the study was to determine if traffic demands warranted a road system bcyond a local
street in the southwestern part of the county, develop a concept level route through the area, determine
jt�risdictional responsibility for the road systein, and develop a concept for the interchange of TH 61 and
Keats Avenue. All of these questiuns are critical to answer, because both the City and the County need to
update their respective transportation comprehensive plans in 2008. The information from this study will be
incorporated into the transporiation element of the 2008 comprehensive plan update.
Enclosed are fhe Alternatives Maps for the original �ve alternatives. The original alternatives
were:
• Base Alternative - Keep esisting roadway alignmenis; may need to expand
esisting roads.
• Alternative 1- New easthvest corridor along 100t1�/] 03rd alignment with
direct connection to Keats/TH 61.
■ Alternative 2- New east/west corridor along 100th/103rd alignment
ending at Jamaica with a frontage road connection between Jamaica and
Keats.
• Alternative 3- New easUwest corridar along 95th alignment with direct
connection to Keats/TI I 61.
Alternative 4- New easdwest corridor along 100th/103rd alignment
ending at Jamaica and no public street connection between Jamaica and Keats.
A comparison of the alternatives indicates the following:
The forecasts for Alternative 1 and Alternative 3 are similar, and the forecasts for the Base Alternative
and Alternative 2 are similar.
The better the connection between Jamaica and Keats on the south side of TH 61 means more h�affic wiii
use this connection and less traffic will utilize TH 61 between Jamaica and Keats. Par example,
comparing Alternative 1 to Alternative 4, the connection south of TH 61 has an ADT of 8,100 and about
6,600 less vehicles use 1'H 61.
Comparing Alternative 1 to Alteinative 2, Alternative 1 has about 4,800 more vehicles using the
connection south of TH 61 and about 3,000 less vehicles on TH 61. Keeping traffic off TH 61 and out
of the TH 61/Jamaica interchange is beneficial to the overall transporiation system in the area, so that
Alternative l or 3 represent the best alternatives from a transportation system perspective. This point
was critical in the MnDO'I"s review of the alternatives; the key point is the DOT does not want TI161
utilized for short trips.
Key Findings from Modeling:
■ The traftic volumes tmder any of the aiternatives suggest that the new easUwest corridor should
be a 4-lane roadway (ADTs are generally over 10,000 along the corridor).
■ The alternatives suggest that Hadley Ave. will have traffic volumes that cannot be adequately
handled by the existing 2-lane road.
■ Jamaica Ave. between TH 61 and the new east/west connector will have traffic volumes that
suggest the need for a 4-lane road.
■ The alternatives suggest that Keats Ave. north of TH 61 will need to be a 4-lane roadway and
that the Keats bridge over TH 61 �vill need to accommodate a 4-tane roadway.
Further Alternative Options:
The next step in the process was to develop more details on an alignment utilizing the Alternative 1
concept. The nest series of alternative alignments options include (NOTE: These are concebtual and are
lon�-term plannin� toolsl:
Alternative 1: This alternative provided for new bridge at a skew over TH61. If a new bridge was built
rather then expanding the esisting, there would be the ability to keep traffic flowing through the area
during construction. The alterative provided for 50 mph curves and quarter-mile spacing of
intersections. This alternative presented problems for 3M with access issues, I�omeland Security and
bisecting of useable land.
Alignment lA: The next alignment looked at was lA, which improved the access concerns from 3M
with the new interchange configuration, yet it still bisected 3M's property negatively. "I'he alternative
providcd for West Point Douglas to be connected, which would provide the Langdon area with greater
access options. The design speed of the curves in this alignment is 40 mph.
Alignment 3M-l: Alignment lA was provided to Project Team and 3M came back with two deviations
of the alignment (3M-1 and 3M-2). This alignment meets the land use and Homeland Security
objectives of 3M. 'fhis option does bisect a small portion of the Langdon area, yet provides for good
access for West Point Douglas Road. This option minimizes wetland impacts. The option does assume
a bridge over the railroad similar to the other options.
Alignment 3M-2: This option also assumes a bridge over the railroad. The negative wetland impacts in
this option could potentially rule it out as a viable option. Also, fliis option creates more land
segregation in the Langdon area. The design speed of ihe curves in ihis option is 40 mph.
At this time City and County staff support both Aligmnent lA and Alignment 3M-t.
Additional Stucly Issues:
As part of this study, the access point to the north of the TH61 interchange was studied in more detail
than what was done during the AUAR. The plan shows East Point Douglas extending approsimately a
quarter-mile north of the interchange. The County determined the access spacing to the north based upon
design related issues surrotmding the existing steep grade issues on CSAH 19. This new intersection
location, as shown on Alignment lA, shows an intersection of East Point Douglas Road that would serve
a commercial area to the nortl�west and a new Ravine Regional Park main entrauce access. There still
nceds to be further discussion on how to terminate East Point Douglas Road from the south at CSAH 19,
at this time access would be limited to a right-in/right-out.
Alsa there are still some outstanding issues on the best alignment to the west to provide continuity of
the road network, such as 100` Street and/or 103` Street and where the road terminates.
�iext Steps:
It is irnporiant to refine the interchange concept, so that preliminary design can begin and realistic cost
estimates generated. "1'he design effort and engineers estimate are needed to pursue various funding
options in the firture. It is also important to understand the ultimatc layout, so as development occurs in
the area the necessary rigl�t-of-way can be acquired, cost pairticipation levels can be determined, and
overall planning efiorts will not be duplicated.
The information from this study will be included in the City's 2008 Comprehensive Plan and will be an
important planning document as development occurs.
Recommendation:
Receive infonnation and provide comments and feedback on study alternatives.
Study Process
Cottage Grove Southwest Area
Transportation Study
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Study Goals
�uanhfy traffic needs of Ihat paM1 of Cottaqe Grove south of Highway
61 antl west of innovation Road (COUnty Road 79A)
Develop a concept-ievel aliqnmenl for a new roule lhrough the area,
with inpN hom
- Cotlage Grove
- Washingf�n County
- 3M Corporahon
- Grey Cloutl Islantl Township
- St PaN Park
Detertnine appmpriate �unstlidion of a route through the area
- OtyorCOUnty
Develop a conceptfor a new interchange at Wghway 61 antl
InnovaGan Road to accommodate traRC genereted by development
north and sou�h of Mghway 61
- Planned development scenarms
- 3M expanson
Selected SEH, Inc to perform traffic analysis
and develop alternatives.
Formed Project Management Team, with
representatives from 3M Corporation, City,
County, Grey Cloud Island Township. ST. Paul
Park, and MN/DOT.
Monthly PMT meetings for past six months.
City/County staff meetings as needed.
Cost split 50-50 between City and County.
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COTTAGE GROVE iUTURE LANU USE
Potential Road Alignments
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Traffic Forecast Conclusions:
• A continuous easUwest collector or arterial
roadway diverts traffic from Jamaica
Avenue to the new route.
• A singie, four-lane arterial road would
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• A pair of two-lane roads would serve
demand.
Traffic Forecast Alternatives:
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Study Conclusion
• A single four-lane arterial roadway, under
Washington County jurisdiction is
recommended. Countyjurisdictionwould
require:
- Continuity
- Minimum design speed of 40 MPH
-Access spacing according to County and
MN/DOT standards
- Continuity to west.
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Alternative 3
Alternative 1
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Alignment 3M-1
Other Issues
Retail development in north west quadrant of
Innovation Road and Highway 61.
Cottage Grove Ravine Regional Park access.
East Point Douglas Road continuity.
Continudy and alignment of road to west.
- Alignment along 100'n Street andlor 103�° Street?
- Where wili road terminate?
- Will the new route address Homeland Security
concems of the 3M site�
Next Steps
• Refine Interchange Concept
• Update City and County Comprehensive
Plans to Include Study Recommendations
• Official Mapping
-Enwronmental Study
- Preliminary Design
• Funding
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