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HomeMy WebLinkAboutWK - April 27, 20211685 CROSSTOWN BOULEVARD N.W. • ANDOVER, MINNESOTA 55304 • (763) 755-5100 FAX (763) 755-8923 • WWW.ANDOVERMN.GOV City Council Workshop Tuesday, April 27, 2021 City Hall — Senior Center Call to Order — 6:00 p.m. 2. Discuss Intersection Study/Nightingale St. NW & Veterans Memorial Blvd. NW/21-28 — Engineering 3. Discuss Intersection Study/Crosstown Blvd. NW & Crosstown Dr. NW/21-29 — Engineering 4. Discuss Comprehensive Plan Text Amendment Progress - Planning 5. Community Center March 2021 Update -Administration 6. 2022 Budget Development Guidelines Discussion —Administration Other Topics 8. Adjournment Some members of the Andover City Council may participate in the April 27, 2021 Special City Council meeting by telephone or video conference rather than by being personally present at the City Council's regular meeting place at the Andover City Hall, 1685 Crosstown Boulevard NW, Andover, MN 55304. City Staff will be present at City Hall/Senior Center for the meeting. Members of the public can physically attend, although there is very limited seating in the Andover Senior Center as appropriate social distancing will be done by the City Staff and visitors. �VD OVER 1685 CROSSTOWN BOULEVARD N.W.. ANDOVER, MINNESOTA 55304 . (763) 755-5100 FAX (763) 755-8923 . WWW.ANDOVERMN.GOV TO: Mayor and Council Members CC: FROM: SUBJECT: Jim Dickinson, City Administl David D. Berkowitz, Director Discuss Intersection Study/N NW/21-28 — Engineering ineer erans Memorial Blvd. DATE: April 27, 2021 INTRODUCTION The City Council is requested to review and discuss the attached Intersection Study for Nightingale St. NW & Veterans Memorial Boulevard NW. DISCUSSION At the January 26, 2021 City Council Workshop, the City Council directed staff to move forward with a detailed study to evaluate possible intersection improvements at Nightingale Street NW and Veterans Memorial Boulevard NW. At the February 23, 2021 City Council Workshop, the City Council approved a proposal from Bolton & Menk, Inc. (BMI) to prepare the study and bring back to the Council for discussion. Attached for your review and discussion is the Intersection Study for Nightingale Street NW and Veterans Memorial Boulevard NW. The details of the study will be reviewed and discussed at the meeting and representatives from BMI will be in attendance to answer any questions. ACTION REQUIRED The City Council is requested to review and discuss the attached Intersection Study for Nightingale St. NW & Veterans Memorial Boulevard NW and direct staff on how to proceed with such improvements. Respectfully submitted, 0' David D. Berkowitz Attachment: Intersection Study for Nightingale Street NW and Veterans Memorial Boulevard NW.'i i BOLTON & MENK Real People. Real Solutions. 12224 Nicotlet Avenue Burnsvitte, MN 55337-1649 INTERSECTION STUDY REPORT for CP 21-28 at Nightingale Street at Veterans Memorial Boulevard in City of Andover, Anoka County, Minnesota Ph: (9521890-0509 Fax: (9521 B90-8065 Bolton-Menk.com I hereby certify that this report was prepared by me or under my direct supervision and that I am a duly Licensed Professional Engineer under the laws of the State of Minnesota. 43354 Bryan T. N eth, P.E. License. No. 04/20/2021 Date QBOLTON & MENK Real People. Real Solutions. Introduction 12224 Nicoltet Avenue Burnsville, MN 55337-1649 Ph: 19521890-0509 Fax: (9521890-8065 Bolton-Menk.com The purpose of this report is to determine the appropriate intersection and multimodal traffic control for the intersection of Nightingale Street at Veterans Memorial Boulevard. The study intersection is located in the City of Andover, Anoka County, Minnesota. The intersection is located approximately one half mile from Oak View Middle School, Andover High School, and Andover Elementary School. See Figure 1 below for the intersection location. Figure 1. Project Location HounT 'wMIed d ♦ 10 Q Oak view Middle SchiaM Cpnm=tlxer P¢xv v .. Nightingale Street at Veterans Memorial HpB1hPdnwi; "Ieerway Wk l Care Andover BoulevardQ 111*0 United States < O Pasml Se. ArMoverYMCAQ � "... .. .. AndoverCny Hallv"� , C C- Allover Skate Doh A Pk ' O ____ � j Andover ©Elementary SCM1onI _ Custom Floral Design � ' E � 1 _ Existing Conditions Nightingale Street is a 1.3 mile segment of roadway that extends North-South from 16111 Avenue to Crosstown Boulevard. The roadway is classified as a Major Collector. The speed is currently 50 mph, after a recent reduction from 55 mph. Veterans Memorial Boulevard is a 1 -mile segment of roadway in which the western'/, miles is residential. Veterans Memorial Boulevard is classified as a Minor Collector. The eastern''/. mile of Veterans Memorial Boulevard is newly constructed and creates access from Nightingale Street to the City Center Campus. BMW&Menk Is Name: Nightingale Street & Veterans Memorial Boulevard Intersection Study Date: April 21, 2021 Page: 2 Nightingale Street is a two-lane roadway with a striped median, which transitions to left turn lanes when applicable. At the proposed crossing of Veterans Memorial Boulevard, the roadway is a four -lane section, comprised of a two-lane roadway, a left turn lane, and a right turn lane. At present, Veterans Memorial Boulevard is stop controlled, while Nightingale Street has the right-of-way. In addition to being approximately one half mile from three schools, the intersection is also near Purple Park, Sunshine Park, the YMCA, and the Andover Community Center. There is one marked crosswalk crossing the east leg of the intersection. Figure 2 below depicts an aerial view of the intersection with the newly constructed east leg. Figure 2 depicts existing trails along both sides of Nightingale Street to the south of the intersection. There is also trail along the east side of Nightingale Street north of the intersection. There is sidewalk along the south side of Veterans Memorial Boulevard west of the intersection and trail along the south side of Veterans Memorial Boulevard east of the intersection. There are currently pedestrian ramps on three of the four corners of the intersection. The pedestrian ramps on the east leg of the intersection are for the marked crossing of the east leg. The pedestrian ramp on the southwest corner is in the north -south direction leading pedestrians across Veterans Memorial Boulevard, but there is not a receiving ramp or pedestrian facility in the northwest corner of the intersection. aouon b Men4 is an Name: Nightingale Street & Veterans Memorial Boulevard Intersection Study Date: April 21, 2021 Page: 3 Data Collection 24 hour turning movement counts were completed at Veterans Memorial Boulevard and Nightingale Street in March 2021 during one weekday of traffic. The AM peak hour was found to be from 7:00 AM to 8:00 AM and the PM peak hour was found to be from 4:00 PM to 5:00 PM. The operational analysis considered the peak hours at the intersection. Traffic counts were taken during the COVID-l9 pandemic. As a result, the traffic volumes were lower than a typical weekday. Northbound and southbound traffic volumes were increased 40% based on previous traffic data and historical daily volumes. Eastbound and westbound traffic volumes were increased 10% based on historical daily traffic volumes. Future traffic operations include background growth of the area. Traffic counts are included in Appendix D. Traffic Forecasting Growth rates were calculated for each leg of the intersection using the most recent MnDOT Annual Average Daily Traffic (AADT) volumes and the 2040 Anoka County forecasts. Table 1 details existing AADT and growth rates used to calculate the forecasted AADT. Table 1. Traffic Volume 800 1 0.50% 1 800 1 6.58% 1 3700 Nightingale St North of Veterans Memorial Blvd 4700 0.80% 4800 0.90% 5800 Nightingale St South of Veterans Memorial Blvd 5600 0.80% 5900 0.90'�O 6900 Notes: 1. Growth Rate based on Andover 2018 Comprehensive Plan Projected 2022 and 2042 peak hour turning movements can be found in Appendix D. Warrant Analysis All -way stop control and traffic control signal warrant analyses were completed for the intersection using the 2021 and forecasted traffic volumes. Traffic Control Signal Warrant Analysis Traffic signal warrants have been developed as national guidelines to promote continuity of traffic control devices to ensure that traffic signals are installed at intersections that would benefit from their use. According to the Minnesota Manual on Uniform Traffic Control Devices (MnMUTCD), a traffic control signal should not be installed unless one or more of the warrants can be met, however the satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic signal. Furthermore, a traffic control signal should not be installed unless an engineering study indicates that the traffic control Holton 6 Name: Nightingale Street & Veterans Memorial Boulevard Intersection Study Date: April 21, 2021 Page: 4 signal will improve the overall safety and operation of the intersection. Finally, the signal should not disrupt the progressive flow of traffic. All -Way Stop Control Warrant Analysis All -way stop control can be useful as a safety measure at intersections if safety concerns exist because of high traffic volumes in multiple directions or if there is insufficient sight distance available to see conflicting traffic on an approach to an intersection. The decision to install an all -way stop control should be based on an engineering study. The MnMUTCD identifies the following criteria that should be considered in the engineering study for an all -way stop control installation: Condition A: Where traffic control signals are justified, an all -way stop can be installed as an interim measure. • Condition B: Five or more crashes are reported in a 12 -month period. • Condition C: The volume of either vehicles or a combination of vehicles, pedestrians and bicycles entering the intersection from all approaches for any eight hours of an average day meets the minimum volume requirements set forth in section 2B.7 of the 2018 MnMUTCD. Further guidance and details are provided in the MnMUTCD. A roundabout is considered to be warranted if the intersection meets warrants for either a traffic signal or an all -way stop, but warrants for all -way stop or signal control are not the only consideration and are not required to implement a roundabout at a location. Warrant analysis results are shown for the existing and forecasted volumes in Table 2 below. Table 2. Warrants Met Warrant analysis shows that signal warrants are not met under 2022 and 2042 forecasted volumes. All Way Stop Control warrants are met under 2042 forecasted volumes. Detailed warrant analysis results can be found in Appendix E. Safety Analysis Over the last 10 -year period (2011-2021) there have been no reported crashes at the intersection of Veterans Memorial Boulevard and Nightingale Street. Although historical crash data does not indicate the intersection is operating outside of normal, expected ranges, multiple other factors should be considered at this intersection. Nightingale Street has a speed limit of 50 miles per hour. The recent addition of the east leg Veterans Memorial Boulevard has increased the conflict points of the intersection. Finally, the intersection will be frequently utilized by pedestrians commuting between the residential developments and the three nearby schools, the community center, and parks, in addition to use of the trails for recreation. tloltan b Menk rs an Hours Hours Met Warrant Required 2022 ,I Volumes Volumes 1A Eight -Hour VehicularVolume(MinimumVolume) 8 1 7 1B Eight -Hour Vehicular Volume (Interuption of Traffic) 8 0 2 2 Four -Hour Vehicular Volume 4 0 3 3 Peak Hour 1 0 2 AWSC 8 1 12 Warrant analysis shows that signal warrants are not met under 2022 and 2042 forecasted volumes. All Way Stop Control warrants are met under 2042 forecasted volumes. Detailed warrant analysis results can be found in Appendix E. Safety Analysis Over the last 10 -year period (2011-2021) there have been no reported crashes at the intersection of Veterans Memorial Boulevard and Nightingale Street. Although historical crash data does not indicate the intersection is operating outside of normal, expected ranges, multiple other factors should be considered at this intersection. Nightingale Street has a speed limit of 50 miles per hour. The recent addition of the east leg Veterans Memorial Boulevard has increased the conflict points of the intersection. Finally, the intersection will be frequently utilized by pedestrians commuting between the residential developments and the three nearby schools, the community center, and parks, in addition to use of the trails for recreation. tloltan b Menk rs an Name: Nightingale Street & Veterans Memorial Boulevard Intersection Study Date: April 21, 2021 Page: 5 A roundabout may have as many crashes as a traffic signal or all -way stop control (AWSC), however, the types of crashes associated with roundabouts tend to be less severe. The low speeds associated with roundabouts allow drivers more time to react to potential conflicts and the differential speeds within a roundabout are less resulting in fewer severe crashes. The installation of an all -way stop or traffic signal usually involves rear -end type crashes, while the installation of a roundabout usually involves sideswipe crashes, which tend to be less severe and are more likely to be property damage crashes than injury type crashes. The roundabout has fewer conflict points in comparison to a conventional intersection. Pedestrian conflict points are also reduced with a roundabout and pedestrian crossing is now separated into two -stages with the center median. See Figure 3 below for a comparative illustration of conflict points within a signalized/all-way stop controlled intersection and a roundabout. Vehicle -Pedestrian and Vehicle -Vehicle Conflict Points O VOWWPOOOM n c"" • vow"Ohtw CO of ' • v..wrvw.s re�e Signalized/AWSC Single -Lane Roundabout Figures From: Roundabouts: An Informational Guide FHwA (Pub. No. WWA-RD-00-067) Figure 3 — Signal/AWSC and Roundabout Conflict Points Alternatives Two alternatives were considered at this location: A Compact Roundabout and a Pedestrian Hybrid Beacon. Each alternative is summarized below. Compact Roundabout: Convert the intersection to a compact roundabout. Pedestrian Hybrid Beacon: Maintain existing geometry and two-way stop control and install pedestrian hybrid beacon across the southern leg of the intersection. Rectangular Ranid Flashing Beacon (RRFB): Install RRFB across southern leg of the intersection. A signalized intersection was not considered as part of this report as the option is not justified for this location due to speeds, the lack of met warrants, and neighborhood context. dol�onb We k.z an Name: Nightingale Street & Veterans Memorial Boulevard Intersection Study Date: April 21, 2021 Page: 6 Operations Analysis An operations analysis was completed for the AM and PM peak hours using the existing and forecasted traffic volumes. The operational analysis results are described as a Level of Service (LOS) ranging from A to F. These letters serve to describe a range of operating conditions for different types of facilities. Levels of Service are calculated based on the Highway Capacity Manual 6' Edition, which bases the level of service on control delay. Control delay is the delay experienced by vehicles slowing down as they are approaching the intersection, the wait time at the intersection, and the time for the vehicle to speed up through the intersection and enter into the traffic stream. The average intersection control delay is a volume weighted average of delay experienced by all motorists entering the intersection on all intersection approaches. Level of service D is commonly taken as an acceptable design year LOS. The level of service and its associated intersection delay for a signalized and unsignalized intersection is presented below. The delay threshold for unsignalized intersections is lower compared to signalized intersections, which accounts for the fact that people expect a higher level of service when at a stop - controlled intersection. Roundabout intersections are evaluated based on which control it is being compared against. For this study, control delay per vehicle for a roundabout was evaluated utilizing unsignalized intersection parameters since the existing intersection is unsignalized. Table 3 details the control delay thresholds for signalized and unsignalized intersections. Table 3. Level of Service Criteria The alternatives were analyzed using VISSIM to determine LOS, average vehicle delays, and other measures of effectiveness. Table 4 and 5 detail the intersection and movement delay and LOS and queueing for the compact roundabout with the 2022 AM and PM peak hour traffic volumes, respectively. Table 4. VISSIM Compact Roundabout Traffic Operations Results – 2022 AM Peak Signalized Unsignalized LOS— Control Delay per Vehicle (sec.) Control Delay per Vehicle (sec) A <10 510 B >10 and 20 >10 and 515 C >20 and 535 >15 and <_25 D >35 and:555 >25 and:535 E >55 and 580 >35 and 550 Approach > 80 > 50 The alternatives were analyzed using VISSIM to determine LOS, average vehicle delays, and other measures of effectiveness. Table 4 and 5 detail the intersection and movement delay and LOS and queueing for the compact roundabout with the 2022 AM and PM peak hour traffic volumes, respectively. Table 4. VISSIM Compact Roundabout Traffic Operations Results – 2022 AM Peak 8.1W b Meek IS de Traffic Delav fsechehlTraffic ueuin feet Movement (Del LOS) Approach Intersection leh Tum Through Right Tum Wermctlon Approach (Delay - LOS) (Del, -LDA) Dnh L T a Storage Avg Mae An ten th Mar Sterne An Maa EB 3-A d -A <-A <-A 25 125 A 325 IS VS Ve[e2m MerAGld aW& Wg 2 p 2-p 3-A 3-A - 0 35 0 15 - 0 25 Nighfi%ale St NW 2-A Ng 1-A 2-A 1-A 2-A 25 25 A - A A Mini Rounclabout Sg 2-A 2-A 1-A 2-A 25 1A 25 125 A 125 8.1W b Meek IS de Name: Nightingale Street & Veterans Memorial Boulevard Intersection Study Date: April 21, 2021 Page: 7 Table 5. VISSIM Compact Roundabout Traffic Operations Results —2022 PM Peak Based on the 2022 forecasted traffic volumes, the compact roundabout is anticipated to operate at an overall LOS A. All approaches are anticipated to operate with minimal delay. The anticipated average queue during the peak hours of the day is one vehicle on each approach. The maximum queue anticipated for any approach is approximately six vehicles for the northbound approach during the PM peak hour. Table 6 and 7 detail the intersection and movement delay and LOS and queueing for the compact roundabout with the 2042 AM and PM peak hour traffic volumes, respectively. Table 6. VISSIM Compact Roundabout Traffic Operations Results —2042 AM Peak Traffic Delay fsecth)Traffic Traffic Dela secveh I Traffic Queuing Queuing feet feet Movement(Delay - Los) Movement(Delay - LOS) Approach Intersection Intersection Left To Leh Turn Through Through Right Tum -;-Turn mtersectlon APProach Approach (Delay-LUS) (Delay -WS) IDNaY-LOS) (Dalry -WS) unk L T R L T R Ma+ L Storage An Mar An Max Storage An Maa Max y5 EB 3-A I -A E-A Z A 9-A S-A 7-A R -A 25 75 35 n 25 75 Veterans Memoial BIW It 3-A WB 4-A 6-A 5-A SA - ]5 75 35 M 25 75 Nigharyale St NW 3-A NB 3-A ]-A 1-A 3 A ]5 25 150 35 15D 25 L511 Mini Roundabout SB SB 3-A 3A 1-A 3-A 3-A 75 100 35 100 35 100 175 Based on the 2022 forecasted traffic volumes, the compact roundabout is anticipated to operate at an overall LOS A. All approaches are anticipated to operate with minimal delay. The anticipated average queue during the peak hours of the day is one vehicle on each approach. The maximum queue anticipated for any approach is approximately six vehicles for the northbound approach during the PM peak hour. Table 6 and 7 detail the intersection and movement delay and LOS and queueing for the compact roundabout with the 2042 AM and PM peak hour traffic volumes, respectively. Table 6. VISSIM Compact Roundabout Traffic Operations Results —2042 AM Peak Table 7. VISSIM Compact Roundabout Traffic O erations Results 2042 PM Peak Traffic Dela sec/veh Traffic Dela secveh I Traffic Queuing feet Traffic Queul feet Movement(Delay - Los) Approach Movement (DNay-WS) APProa<h Intersection Through Leh Turn Right Tum Through Intersection -;-Turn IMersectlen Approach IDNaY-LOS) (Dalry -WS) L T R Starage An Ma+ L T R Stooge Avg I Max Storage An I ]5 Maa°`h ll5 Avg I y5 Max y5 Storage An I )5 Max }25 75 9-A S-A 7-A R -A 135 nemuED BIW& Vef¢nns Memo WB y -A 3-A 3-A 3-A )5 D 50 p SD 0 W St Nlghtllgale St NW d -A NB 3 A 3-A 3-A 3-A 175 ]5 100 ]5 ]W 35 100 Mini Noundobout 35 SB 3 A 3-A I 1-A 3-A 15 175 35 175 ss 175 Table 7. VISSIM Compact Roundabout Traffic O erations Results 2042 PM Peak Based on the 2042 forecasted traffic volumes, the compact roundabout is anticipated to operate at an overall LOS A. All approaches are anticipated to operate with minimal delay. The anticipated average queue during the peak hours of the day is one vehicle on each approach. The maximum queue anticipated for any approach is approximately 12 vehicles for the westbound approach during the PM peak hour. Pedestrian Hybrid Beacon Analysis The MnMUTCD provides standards and guidance on when to consider a pedestrian hybrid beacon or High-intensity Activated WaIK (HAWK) based on pedestrian volumes, vehicle volumes and the crossing distance. Figure 4 shows figure 417-2 from the MnMUTCD- a guideline for the installation of Pedestrian Hybrid Beacons on high-speed roadways. Bolton b Mena m an Traffic Dela sec/veh I Traffic Queuing feet Movement(Delay - Los) Approach Interseatlon left Tum Through Right Tum Intersection Approach (Delay -LOS) (Delay -WS) nit L T R Starage An Ma+ Len h I An Mag Stooge Avg I Max EB 4-A 3-A 3-A 4-A E 115 75 y]5 25 135 Veterans Memorial BIW g WB 13-8 >2-B ]fi-C 35-C - 35 300 )5 300 35 300 Nighdrgale St NW 6 A NB 4-A 4-A 3-A 4-A 35 DS 25 2M 35 175 Mlnl Rournabout 5B S A 5-A 5-A 5-A n 125 35 135 25 135 Based on the 2042 forecasted traffic volumes, the compact roundabout is anticipated to operate at an overall LOS A. All approaches are anticipated to operate with minimal delay. The anticipated average queue during the peak hours of the day is one vehicle on each approach. The maximum queue anticipated for any approach is approximately 12 vehicles for the westbound approach during the PM peak hour. Pedestrian Hybrid Beacon Analysis The MnMUTCD provides standards and guidance on when to consider a pedestrian hybrid beacon or High-intensity Activated WaIK (HAWK) based on pedestrian volumes, vehicle volumes and the crossing distance. Figure 4 shows figure 417-2 from the MnMUTCD- a guideline for the installation of Pedestrian Hybrid Beacons on high-speed roadways. Bolton b Mena m an Name: Nightingale Street &. Veterans Memorial Boulevard Intersection Study Date: April 21, 2021 Page: 8 Total of all Pedestrians Crossing the Major Street - Pedestrians per Hour (pph) Use& of more than 35 moh 20' 250 500 750 1000 1250 1500 1750 2000 Major Street -Total of both Approaches - Vehieles per Hour (pph) Note: 20 pph apples as the ower mmWId Wme Figure 4. MuMUTCD Guideline for the Installation of Pedestrian Hybrid Beacons on High -Speed Roadways The MnMUTCD states that the need for a hybrid beacon may be met if the number of pedestrians per hour (pph) and total vehicles per hour exceed the curve for the crosswalk length, shown in red. Figure 4 indicates that there should be at least 20 pedestrians crossing Nightingale Street during one hour based on a crossing length of 65 feet and with a minimum of 625 vehicles on the major street during the same period. A maximum of 15 pedestrians were recorded crossing Nightingale Street in one hour. Major Street traffic volume in 2022 is forecasted to be within the range of 490 - 575 vehicles in that same hour. The pedestrian and street volumes do not meet the required threshold during any hour of the day. Additionally, there are no current recorded safety issues. A Pedestrian Hybrid Beacon is not justified at this location. Pedestrian Hybrid Beacon layout can be found in Appendix C. B.M. a �III�■■■■■■ rrr 20' 250 500 750 1000 1250 1500 1750 2000 Major Street -Total of both Approaches - Vehieles per Hour (pph) Note: 20 pph apples as the ower mmWId Wme Figure 4. MuMUTCD Guideline for the Installation of Pedestrian Hybrid Beacons on High -Speed Roadways The MnMUTCD states that the need for a hybrid beacon may be met if the number of pedestrians per hour (pph) and total vehicles per hour exceed the curve for the crosswalk length, shown in red. Figure 4 indicates that there should be at least 20 pedestrians crossing Nightingale Street during one hour based on a crossing length of 65 feet and with a minimum of 625 vehicles on the major street during the same period. A maximum of 15 pedestrians were recorded crossing Nightingale Street in one hour. Major Street traffic volume in 2022 is forecasted to be within the range of 490 - 575 vehicles in that same hour. The pedestrian and street volumes do not meet the required threshold during any hour of the day. Additionally, there are no current recorded safety issues. A Pedestrian Hybrid Beacon is not justified at this location. Pedestrian Hybrid Beacon layout can be found in Appendix C. B.M. a Name: Nightingale Street & Veterans Memorial Boulevard Intersection Study Date: April 21, 2021 Page: 9 Rectangular Rapid Flashing Beacon (RRFB) Analysis Guidelines in the Highway Capacity Manual (HCM) and MnDOT Traffic Engineering Manual were used to evaluate the proposed crossing treatment options. MnDOT Trak Engineering Manual The table below from the MnDOT Traffic Engineering Manual recommends Pedestrian Facility Treatments based on the roadway configuration and average daily traffic (ADT). Table 134 Pedestrian Facilhv Treatments Ireatment Descriptions - A. Consider marked crosiwaR and signs 6u1dance Consider initaomg marked crosswalk with advance warning signs (WI 2 2); use 51 1 signs for Rhool crossings. Consider in roadway (R16) or overhead (RI -9a) fA1'0b1 signs. R. Consider marked crosswalk with enhanced signs (al -Ea ar R1.9a Rt 9b) and/or ieanwcrk Improvemems Guidance: Consider installing treatment options from Type A treatments. Add curb ertensbns or median refuge elands. C. Consider marked crosswalk with stars, aeameMc improvements, and pedestrian acriwred wa ying devices Guidance: Consider installing a raised median refuge island if one is not present. Consider Installing marked crosswalk and appropriate crossing signs along with a pedestrian activated D. Do not Install marked crasseri r Guidance: Consider pedestrian hybrid beacon, pedestrian track signal, or grade separated crossing. Smffk Notes: 1. Advanced stop lines and signing (RI -51b or c) should be used whenever possible If a multiple threat crash issue is present. Overhead signing, RUBS or other overhead treatments should be used to mitigate multiple threat crash risks. 2. Do not install a marked crosswalk where there are 3 or more through Lanes per direction. Consider a pedestrian hybrid beacon, pedestrian traffic signal, or grade separated crossing. 3. Traffic calming measures should be considered to reduce speed. 4. If a median cannot be or is not currently installed go to Treatment Type D. 5. Minimum acceptable median width to provide a refuge is 6 feet. General Noes: 1. Adding crosswalks alone will not mate crossings safer, result in more vehicles stopping for pedestrians, nor will they necessarily create a false sense of security. 2. Crosswalks have not been proven to create a false sense of security - research shows that pedestrians Ran the road more at marked crosswalks. 3. Whether a crosswalk is marked or not, additional crossing enhancements should be considered. See the "Additional Treatment Considerations" section. 4. See MUTCO Section 38.18 for additional guidance on using this table. S. tames are total cross section. The AADT on this section of Nightingale Road is 5,600. The roadway configuration is four lanes (two lane roadway plus a left and right tum lane) without a raised median. The design speed is 50 mph. This results in criteria D which recommends not installing marked crosswalks, and rather to consider a pedestrian hybrid beacon, pedestrian traffic signal, or a grade separated crossing ifjustification for can be met. The construction of a compact roundabout would change the roadway configuration to two lanes with a raised median. The design speed at the pedestrian crossing would be reduced to 15 mph. This would result in criteria A which recommends a marked crosswalk and signs. Bolan a Menk IS an Vehicle ADT 59000 Vehicle ADT> 9000-11,0(10 Vehlde=71, 12,000-15,000 Vehicle ADT> 15,000 Roadway COnflgunrbnAs 530 mph 35 mph bmph 245 mph 530 mph 35 mph gamble x45 mph 530 mph 35 mph 4D mph 24S mph 530 mph 35 mph 40 mph 245 mph 2 lanes Iwith or without a raised recent A A 6 D A A 6 D A A C D A a C D 3 lanes with raked melon A A C D A B C D A C C D B C C D 3 lanes without raised median A B C D A b C D B B C D a C C D Multilane )d or more lanes) with raised median' A A C D A B C 0 A B C D C C C 0 Multilane (4 or more lanes) without raised median'I A I C I C I p I a I C I C I D I C I C I C D C C C 0 Ireatment Descriptions - A. Consider marked crosiwaR and signs 6u1dance Consider initaomg marked crosswalk with advance warning signs (WI 2 2); use 51 1 signs for Rhool crossings. Consider in roadway (R16) or overhead (RI -9a) fA1'0b1 signs. R. Consider marked crosswalk with enhanced signs (al -Ea ar R1.9a Rt 9b) and/or ieanwcrk Improvemems Guidance: Consider installing treatment options from Type A treatments. Add curb ertensbns or median refuge elands. C. Consider marked crosswalk with stars, aeameMc improvements, and pedestrian acriwred wa ying devices Guidance: Consider installing a raised median refuge island if one is not present. Consider Installing marked crosswalk and appropriate crossing signs along with a pedestrian activated D. Do not Install marked crasseri r Guidance: Consider pedestrian hybrid beacon, pedestrian track signal, or grade separated crossing. Smffk Notes: 1. Advanced stop lines and signing (RI -51b or c) should be used whenever possible If a multiple threat crash issue is present. Overhead signing, RUBS or other overhead treatments should be used to mitigate multiple threat crash risks. 2. Do not install a marked crosswalk where there are 3 or more through Lanes per direction. Consider a pedestrian hybrid beacon, pedestrian traffic signal, or grade separated crossing. 3. Traffic calming measures should be considered to reduce speed. 4. If a median cannot be or is not currently installed go to Treatment Type D. 5. Minimum acceptable median width to provide a refuge is 6 feet. General Noes: 1. Adding crosswalks alone will not mate crossings safer, result in more vehicles stopping for pedestrians, nor will they necessarily create a false sense of security. 2. Crosswalks have not been proven to create a false sense of security - research shows that pedestrians Ran the road more at marked crosswalks. 3. Whether a crosswalk is marked or not, additional crossing enhancements should be considered. See the "Additional Treatment Considerations" section. 4. See MUTCO Section 38.18 for additional guidance on using this table. S. tames are total cross section. The AADT on this section of Nightingale Road is 5,600. The roadway configuration is four lanes (two lane roadway plus a left and right tum lane) without a raised median. The design speed is 50 mph. This results in criteria D which recommends not installing marked crosswalks, and rather to consider a pedestrian hybrid beacon, pedestrian traffic signal, or a grade separated crossing ifjustification for can be met. The construction of a compact roundabout would change the roadway configuration to two lanes with a raised median. The design speed at the pedestrian crossing would be reduced to 15 mph. This would result in criteria A which recommends a marked crosswalk and signs. Bolan a Menk IS an Name: Nightingale Street & Veterans Memorial Boulevard Intersection Study Date: April 21, 2021 Page: 10 Highway Capacity Manual Pedestrian Level of Service (LOS) was calculated according to the methodology presented in the 6' edition of the Highway Capacity Manual (HCM). The HCM defines the LOS levels as shown in Table 8. Table 8. Pedestrian Level of Service Criteria LOS Control Delay (sec/ped) Comments A 0-5 Usually no conflicting traffic B 5-10 Occasionally some delay due to conflicting traffic C 10-20 Delay noticeable to pedestrians, but not inconveniencing D 20-30 Delay noticeable/irritating, increased chance of risk-taking E 30-45 Delay approaches tolerance level, risk-taking likely F >45 Delay exceeds tolerance level, high chance of risk-taking The pedestrian LOS, average delay, and average yield rate associated with each scenario analyzed are listed in Table 9 for the proposed crossing of the Nightingale St/Veterans Memorial Blvd intersection. The National Cooperative Highway Research Program (NCHRP) Report 572 indicates that the expected yield rate of vehicles at a roundabout is 83%. The 83% yield rate is the average driver yield rate for the overall crossing of a roundabout. The yield rate varies depending on if the pedestrian is crossing the entering or exiting side of the roundabout and which direction they are coming from. The yield rates are summarized in Figure 5. The average yield rate for a rectangular rapid -flash beacon is from the Highway Capacity Manual (61h Edition). Figure 5. Driver Yield Rates at a Roundabout Pedestrian Crossing Right: //� Pedestrian Crossing Leh: 71% of Drivers Yield u 85% of Drivers Yield Pedestrian Crossing Left:I/ �I II II I Pedestrian Crossing Right: 85% of Drivers Yield I 90% of Drivers Yield 80.a &Monk rs xn Name: Nightingale Street & Veterans Memorial Boulevard Intersection Study Date: April 21, 2021 Page: I I Table 9 shows the delay of the existing crossing exceeds the tolerance level and creates a high chance of risk taking among pedestrians crossing the intersection. The roundabout and roundabout with RRFB system are anticipated to operate with occasional delay due to conflicting traffic. Pedestrian LOS analysis can be found in Appendix F. Cost Analysis The total estimated cost including construction cost and engineering costs were determined for the traffic control options. Engineering costs are estimated at 20% of the construction cost. The total cost for a roundabout is estimated to be $610,000 - $830,000. The roundabout cost estimate range is dependent on how much of the existing roadway can be maintained and the length of splitter island determined in final design. The total cost for a typical pedestrian hybrid beacon was estimated to be $180,000 - $240,000. The total cost for a roundabout with RRFB system is estimated to be $635,000 - $865,000. Cost estimate details can be found in Appendix B. Recommendations Based on the analysis within this report, a Compact Roundabout is recommended at the intersection of Nightingale Street and Veterans Memorial Boulevard. All way stop control warrants are forecasted to be met by the year 2042, justifying the need for enhanced traffic control to manage traffic conflicts. Operational analysis of a compact roundabout shows a roundabout treatment would be anticipated to maintain acceptable traffic operations with area traffic growth as well as provide significant safety benefits. Pedestrian safety is better accommodated by creating two-stage crossings and decreasing the crossing distances on each leg of the intersection. The compact roundabout design on its own is anticipated to provide pedestrians with a safe crossing, but a RRFB system at the south leg crossing could be implemented to highlight the pedestrian crossing area to motorists. Compact Roundabout layout can be found in Appendix A. aaimn 6 M..k rs .. Appendix A Compact Roundabout Layout x 100 SCALE IN FEET fty AXt.:y �i f VETERANS MEMORIAL BOULEVARD 6 J Q H Z_W C' .i _. r R• Z •r. BOLTON COMPACT ROUNDABOUT M E N K CITY OF ANDOVER, ANOKA COUNTY, MN Appendix B Cost Estimate 8We k..n Preliminary Design Opinion of Probable Cost - Low Estimate Nightingale Street and Veterans Memorial Boulevard City of Andover 4/20/2021 H:MMOR1123914@_PreliminarylA_CalwlationslPrelim Cost Estimate -Low Alt Eng Cost.xlsx ®BOLTON & MENK Real People Real Solotlons Item Unit Total Qty Unit Price Total Cost MAJOR ROADWAY AND TRAIL REMOVE BITUMINOUS PAVEMENT SY 4,100 $ 4.00 $ 16,000 EXCAVATION - COMMON CY 2,500 $ 15.00 $ 38,000 COMMON EMBANKMENT (CV) CY 200 $ 9.00 $ 2,000 AGGREGATE BASE (CV) CLASS 5 (Roadway) CY 800 $ 29.00 $ 23,000 AGGREGATE BASE (CV) CLASS 5 (Trail) CY 100 $ 29.00 $ 3,000 TYPE SP BITUMINOUS MIX (Roadway) TON 700 $ 60.00 $ 42,000 TYPE SP BITUMINOUS MIX (Trail/Driveway) TON 300 $ 60.00 $ 18,000 8" CONCRETE WALK (Median) SF 4,800 $ 10.00 $ 48,000 6" CONCRETE WALK (Ped Ramps) SF 3,000 $ 8.00 $ 24,000 CURB AND GUTTER LIN FT 3,000 $ 19.00 $ 57,000 Subtotal $ 271,000 OTHER ROADWAY ITEMS DRAINAGE LS 1 1 $ 50,000 $ 50,000 LIGHTING LS 1 $ 71,500 $ 71,500 Subtotal - $ 122,000 PRECENTAGEITEMS MOBILIZATION 5% of all $ 20,000 MISC REMOVALS (CURB, SIGNS, TREES, ETC.) 2.0% of all $ 8,000 SIGNING & PAVEMENT MARKINGS 5.0% of all $ 20,000 TURF ESTABLISHMENT AND EROSION CONTROL 3% of all $ 12,000 TRAFFIC CONTROL 5% of all $ 20,000 CONTINGENCY FOR MISSING ITEMS 10% of all $ 39,000 Subtotal $ 119,000 Construction Cost (2020 Dollars) $ 510,000 Anticipated Right -of -Way Cost (2020 Dollars) $ - Engineering Cost (2020 Dollars) $ 100,000 Total Cost (2020 Dollars)l $ 610,000 H:MMOR1123914@_PreliminarylA_CalwlationslPrelim Cost Estimate -Low Alt Eng Cost.xlsx ®BOLTON & MENK Real People Real Solotlons Preliminary Design Opinion of Probable Cost - High Estimate Nightingale Street and Veterans Memorial Boulevard City of Andover 4/20/2021 HAANWOR112391412_Preliminarya CalouleUonsTmlim Cost Estimate High Alt Eng Cost.xlsx BOLTON & MENK Real People Real Solunons. -. Item - Unit Total Qty Unit Price total cost MAJOR ROADWAY AND TRAIL REMOVE BITUMINOUS PAVEMENT SY 5,700 $ 4.00 $ 23,000 EXCAVATION -COMMON CY 1,200 $ 15.00 $ 18,000 COMMON EMBANKMENT (CV) CY 200 $ 9.00 $ 2,000 AGGREGATE BASE (CV) CLASS 5 (Roadway) CY 500 $ 29.00 $ 15,000 AGGREGATE BASE (CV) CLASS 5 (Trail) CY 100 $ 29.00 $ 3,000 SELECT GRANULAR (CV) CY 2,800 $ 15.00 $ 42,000 TYPE SP BITUMINOUS MIX (Roadway) TON 1,500 $ 60.00 $ 90,000 TYPE SP BITUMINOUS MIX (Trail/Driveway) TON 300 $ 60.00 $ 18,000 8" CONCRETE WALK (Median) SF 9,200 $ 10.00 $ 92,000 6" CONCRETE WALK (Ped Ramps) SF 1,000 $ 8.00 $ 8,000 CURB AND GUTTER LIN FT 4,100 $ 19.00 $ 78,000 Subtotal $ 389,000 OTHER ROADWAY ITEMS DRAINAGE LS 1 $ 50,000 $ 50,000 LIGHTING LS 1 $ 71,500 $ 71,500 Subtotal $ 122,000 PRECENTAGEITEMS MOBILIZATION 5% of all $ 26,000 MISC REMOVALS (CURB, SIGNS, TREES, ETC.) 2.0% of all $ 10,000 SIGNING & PAVEMENT MARKINGS 5.0% of all $ 26,000 TURF ESTABLISHMENT AND EROSION CONTROL 3% of all $ 15,000 TRAFFIC CONTROL 5% of all $ 26,000 CONTINGENCY FOR MISSING ITEMS 15% of all $ 77,000 Subtotal $ 180,000 Construction Cost (2020 Dollars) $ 690,000 Anticipated Right -of -Way Cost (2020 Dollars) $ - Engineering Cost (2020 Dollars) $ 140,000 Total Cost (2020 Dollars) $ 830,000 HAANWOR112391412_Preliminarya CalouleUonsTmlim Cost Estimate High Alt Eng Cost.xlsx BOLTON & MENK Real People Real Solunons. Appendix C Pedestrian Hybrid Beacon Layout W.k is y r - �� II Ya tl' h dpi u� '- {f ✓S rl50 fe SCALE IN FEET i - y- �" I, *,+� •:1�*:'._"ir Jr J 1 VETERANS MEMORIAL BOULEVARD z a _ m a IL� ,Y Lu N VI J " Q Z i F f x Z 1 i MBOLTON PEDESTRIAN HYBRID BEACON & M E N K I CITY OF ANDOVER, ANOKA COUNTY, MN Appendix D Traffic Count Data & Forecasting Balton & M.enk iz an 9NNI)OVF Nightingale St &Veterans Memorial Blvd 2022 Turning Movement Counts O BOLTON M TON City of Andover, Minnesota March 2021 Real People. Real S U., Nightingale St & Veterans Memorial Blvd 2042 Turning Movement Counts M BOLTON bw Clty of Andover, Minnesota! 8s M E N K March 2021 Peel People. Peel Solullonc (k„ 1 , 1,1 Nightingale St & Veterans Memorial Blvd Existing Pedestrian Volumes © BOLTON T `DOI�VE Clry otArdover, Minnesota Mueh 2021 &MEN K Neal P*.O.. 9.415W6wt Nightingale St at Veterans Memorial Blvd Andover, MN Motion and Afeni, AC., 12224 Nicollet Ave Burnsville, MN 55337 File Name : Nightingale -St -NW -Veterans -Memorial -Blvd -NW -03-03-21-0000-2400 Site Code : 01 Start Date : 3/3/2021 Page No :1 r:rni in< Prinrcrl_ rnrc + _ Tri rVc 03:00 AM 0 1 Nightingale Street 0 0 03:15 AM 0 Veterans Memorial Boulevard 0 0 0 03:30 AM Nightingale Street 2 0 0 0 Veterans Memorial Boulevard 0 0 0 0 0 Total From North 3 0 0 0 04:00 AM From East 0 0 0 0 04:15 AM From South 1 0 0 0 04:30 AM From West 1 0 0 0 Start Time Ri ht Thru Left UTm Peds App Total Right Thru Left UTrn T Peds App. Total Ri ht I Thru Left I UTrn I PedsApp TOW Right Thru Left UTrn Peds App. TOW Int. Total 12:00 AM 0 1 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 2 12:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 12:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 2 12:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 1 0 0 0 1 0 0 0 0 0 0 0 1 3 0 0 4 0 0 0 0 0 0 5 0100 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 2 0 0 0 0 0 0 2 01:15 AM 0 1 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 1 2 0 0 0 0 2 4 01:30 AM 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 01:45 AM 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 Total 0 3 0 0 0 3 1 0 0 0 0 0 0 1 0 3 0 0 0 3 1 2 0 0 0 0 2 1 8 02:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0215 AM 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 02:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 1 02:45 AM 0 1 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 2 Total 0 2 0 0 0 2 1 0 0 0 0 0 0 1 0 2 0 0 0 2 1 0 0 0 0 0 0 1 4 03:00 AM 0 1 0 0 0 03:15 AM 0 0 0 0 0 03:30 AM 0 2 0 0 0 03:45 AM 0 0 0 0 0 Total 0 3 0 0 0 04:00 AM 0 0 0 0 0 04:15 AM 0 1 0 0 0 04:30 AM 0 1 0 0 0 04:45 AM 0 6 1 0 0 Total 1 0 8 1 0 0 05:00AM 0 7 0 0 0 05:15 AM 0 8 1 0 0 05:30 AM 2 8 1 0 0 05:45 AM 0 9 2 0 0 Total 2 32 4 0 0 06:00 AM 0 10 1 0 0 06:15 AM 0 18 1 0 0 06:30 AM 0 21 2 0 0 06:45 AM 1 26 2 0 0 Total 1 75 6 0 0 07:00 AM 3 52 1 0 0 07:15 AM 1 71 1 0 0 07:30 AM 1 59 2 0 0 1 0 0 0 0 0 0 0 1 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 3 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 1 0 0 0 0 7 0 0 0 0 0 9 1 0 0 0 0 7 a 0 0 0 0 9 1 0 0 0 1 11 0 0 0 0 0 11 0 0 0 0 0 38 1 0 0 0 1 110 21 2 0 0 1 19 0 0 0 0 0 23 0 0 0 0 0 29 3 1 0 0 0 82 3 3 0 0 1 56 1 0 0 0 0 73 2 0 0 0 0 6z 1 0 0 0 2 0 0 1 1 o a 1 0 0 0 0 a 0 0 1 0 0 0 0 0 1 a o 0 1 0 3 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 2 0 0 0 0 0 0 0 0 0 1 1 2 0 0 0 0 0 4 0 0 0 2 0 0 1 0 0 0 0 2 1 0 0 0 0 1 0 0 0 2 0 7 2 0 0 3 0 5 0 0 0 0 0 4 1 0 1 0 0 6 1 0 0 0 13 0 0 1 2 0 5 5 0 1 3 0 29 9 0 0 2 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 3 2 0 0 0 0 0 3 1 0 0 0 3 1 9 1 0 0 0 4 5 1 1 0 0 1 4 0 0 0 0 3 2 0 0 0 0 1 5 1 0 0 0 9 16 2 1 0 0 5 6 0 1 0 0 6 12 0 0 0 0 7 14 a 3 0 0 9 16 1 2 0 0 27 48 1 6 0 0 14 21 0 0 0 0 21 33 2 2 0 0 38 18 1 1 0 0 01 0 1 0 3 0 1 0 8 4 4 0 2 7 4 1 0 23 7 18 4 16 2 16 7 1 26 1237 77 47 79 61 55 171 2192 37 133 20 123 Mdtm and .Aim&, 4'nc, 12224 Nicollet Ave Burnsville, MN 55337 File Name : Nightingale -St -NW -Veterans -Memorial -Blvd -NW -03-03-21-0000-2400 Site Code : 01 Nightingale St at Veterans Memorial Blvd Start Date : 3/3/2021 Andover, MN Page No : 2 Veterans Memorial Boulevard Veterans Memorial Boulevard Start Time 1 Right I Thru I Left I UTrn I Peds All. ToWl Right Thru Left UTrn Peds App.TOWI Ri ht Thru Left UTrn Peds App.TOWI Right Thru Left UTrn Peds App.TOWI Int. Total 07.45AM 1 29 2 0 0 32 4 0 0 0 0 4 0 21 11 0 1 33 79 1 2 0 0 22 91 Total 1 6 211 6 0 0 223 8 0 0 0 2 10 0 78 25 03 1061 91 4 5 0 0 100 439 08:00 AM 0 30 1 0 0 31 1 0 0 0 1 2 1 21 7 0 1 30 18 3 1 0 1 23 86 08:15 AM 2 16 3 0 3 24 0 3 0 0 0 3 1 13 1 0 0 15 7 1 1 0 1 10 52 08:30 AM 1 17 0 0 0 18 2 2 2 0 3 9 1 7 6 0 2 16 7 1 3 0 0 11 54 08:45 AM 3 17 1 0 0 21 2 0 2 0 0 4 0 8 5 0 1 14 8 0 1 0 0 9 48 Total 1 6 80 5 0 3 94 5 5 4 0 4 18 3 49 19 0 4 75 1 40 5 6 0 2 53 240 09:00 AM 2 21 0 0 0 23 0 1 0 0 0 1 1 8 6 0 1 16 10 1 0 0 0 11 51 09:15 AM 0 25 2 0 0 27 4 1 1 0 0 6 1 23 7 0 0 31 14 1 2 0 0 17 81 09:30 AM 0 15 1 0 1 17 1 0 0 0 0 1 0 10 4 0 0 14 10 0 0 0 0 10 42 09:45 AM 0 15 4 0 0 19 0 2 0 0 0 2 0 19 5 0 0 24 12 0 0 0 0 12 57 Total 1 2 76 7 0 1 86 5 4 1 0 0 10 2 60 22 0 1 85 1 46 2 2 0 0 50 231 10:00 AM� 2 11 0 0 0 13 2 0 0 0 1 3 0 13 5 0 0 18 3 0 1 0 0 4 38 10:15 AM 0 17 2 0 0 19 4 1 1 0 0 6 1 10 4 0 0 15 10 0 0 0 0 10 50 10:30 AM 2 14 1 0 0 17 2 1 0 0 0 3 0 12 6 0 0 18 5 1 1 0 0 7 45 10:45 AM 1 13 0 0 0 14 3 0 0 0 0 3 0 8 7 0 1 16 4 1 0 0 0 5 38 Total 5 55 3 0 0 63 11 2 1 0 1 15 1 43 22 0 1 67 1 22 2 2 0 0 26 171 11:00 AM 1 32 2 0 0 35 1 1 0 0 13 1 14 4 0 1 20 7 1 1 0 0 9 67 11:15 AM 1 17 0 0 0 18 4 1 0 0 3 8 2 79 2 0 0 23 9 0 1 0 0 10 59 11:30 AM 0 12 0 0 1 13 1 0 1 0 0 2 0 13 6 0 0 19 4 0 1 0 1 6 40 11:45 AM 0 10 0 0 0 10 2 1 0 0 3 fi 0 13 12 0 2 27 4 0 1 0 0 5 48 Total 2 71 2 0 1 76 1 8 3 1 0 7 19 1 3 59 24 0 3 89 1 24 1 4 0 1 30 1 214 12:00 PM 1 19 2 0 0 22 3 0 1 0 1 5 1 12 8 0 1 22 10 0 2 0 0 12 61 72:75 PM 1 11 1 0 0 13 0 1 0 0 1 2 1 17 9 0 0 27 7 0 1 0 0 8 50 12:30 PM 2 16 1 0 0 19 1 0 0 0 2 3 0 12 9 0 5 26 9 1 3 0 0 13 61 12:45 PM 0 19 0 0 0 19 1 2 0 0 0 3 0 14 9 0 2 25 1 0 2 0 0 3 50 Total 4 65 4 0 0 73 j 5 3 1 0 4 13 1 2 55 35 0 8 100 1 27 1 8 0 0 36 1 222 0100 PM 0 11 0 0 0 11 0 1 1 0 4 6 0 22 7 0 1 30 7 0 0 0 0 7 54 01:15 PM 3 14 0 0 0 17 1 0 0 0 4 5 0 21 6 0 4 31 6 0 0 0 1 7 60 01:30 PM 2 21 3 0 0 26 1 2 0 0 1 4 0 29 7 0 0 36 7 0 2 0 0 9 75 01:45 PM 0 19 3 0 0 22 2 0 0 0 1 3 0 14 6 0 1 21 8 0 4 0 0 12 58 Total 5 65 6 0 0 76 1 4 3 1 0 10 18 0 86 26 0 6 118 1 28 0 6 0 1 35 247 02:00PM 0 28 0 0 0 28 2 0 0 0 0 2 1 11 8 0 0 20 13 0 2 1 0 16 66 02:15 PM 1 23 6 1 0 31 1 0 1 0 1 3 3 39 8 0 0 50 4 3 1 0 0 8 92 02:30 PM 2 20 5 0 1 28 1 0 0 0 7 8 5 41 25 0 2 73 10 1 2 0 1 14 123 02:45 PM 4 22 2 0 0 28 4 1 0 0 7 6 6 34 5 0 0 45 10 4 1 0 0 15 94 Total 7 93 13 1 1 115 1 8 1 1 0 9 19 1 15 125 46 0 2 188 1 37 8 6 1 1 53 375 Sdtm and .Men&, Yale. 12224 Nicollet Ave Burnsville, MN 55337 File Name : Nightingale -St -NW -Veterans -Memorial -Blvd -NW -03-03-21-0000-2400 Site Code : 01 Nightingale St at Veterans Memorial Blvd Start Date : 3/3/2021 Andover, MN Page No : 3 G.,.. ,.... P tad r..... r...,a... 04:00 PM 3 26 1 Nightingale Street 0 30 7 Veterans Memorial Boulevard 0 0 V Nightingale Street 0 57 Veterans Memorial Boulevard 0 0 80 77 2 0 From North 0 13 133 04:15 PM From East 32 3 0 0 From South 0 1 1 From West 2 4 1 34 Start Time Right I Thru I Left I UTrn Peds Avvroui Right 7Thru I Left I UTrn Peds App. Taw Right I Thru I Left I UTrn I Peds I App.TatelRi ht Thru Left UTrn Peds App.T.W Int. Total 03:00 PM 2 20 4 0 0 26 1 3 2 0 0 6 1 24 16 0 2 43 11 0 2 0 1 14 89 03:15 PM 2 23 3 0 0 28 2 3 0 0 2 7 1 30 15 0 2 48 9 1 3 0 0 13 96 03:30 PM 4 24 2 0 0 30 6 0 1 0 3 10 1 42 14 0 5 62 4 0 1 0 0 5 107 03:45 PM 4 31 5 0 0 40 6 0 0 0 0 6 1 36 12 0 0 49 14 2 4 0 0 20 115 Total 12 98 14 0 0 124 15 6 3 0 5 29 4 132 57 0 9 202 38 3 10 0 1 52 407 04:00 PM 3 26 1 0 0 30 7 0 0 0 3 10 0 57 23 0 0 80 77 2 0 0 0 13 133 04:15 PM 1 32 3 0 0 36 0 1 1 0 2 4 1 34 20 0 0 55 76 1 5 0 0 22 117 04:30 PM 2 26 1 0 0 29 2 5 0 0 6 13 4 45 17 0 2 68 10 1 3 0 0 14 124 04:45 PM 4 20 2 0 4 30 11 3 1 0 4 19 0 42 29 0 4 75 11 3 2 0 0 16 140 Total 10 104 7 0 4 125 20 9 2 0 15 46 5 178 89 0 6 278 1 48 7 10 0 0 65 1 514 05:00 PM 1 23 1 0 0 25 1 1 2 0 1 5 0 37 20 1 0 58 17 2 1 0 0 20 108 05:15 PM 1 22 6 0 0 29 0 0 0 0 0 0 3 33 15 0 9 60 13 0 1 0 1 15 104 05:30 PM 2 24 3 0 0 29 4 3 0 0 3 10 0 40 18 0 0 58 11 4 3 0 0 18 115 05:45 PM 4 24 12 0 0 40 13 3 0 0 2 18 0 27 15 0 1 43 13 1 7 0 0 21 122 Total 8 93 22 0 0 123 1 18 7 2 0 6 33 j 3 137 68 1 10 219 1 54 7 12 0 1 74 449 06:00 PM 3 26 1 0 0 30 4 4 1 0 5 14 0 29 7 0 0 36 18 1 2 0 0 21 101 06:15 PM 1 26 2 0 0 29 4 3 0 0 2 9 0 33 23 0 0 56 10 0 1 0 0 11 105 06:30 PM 2 14 3 0 0 19 3 3 1 0 2 9 0 22 12 0 0 34 10 2 5 0 0 17 79 06:45 PM 1 13 16 0 0 30 9 7 1 0 2 19 4 27 11 0 0 36 9 1 3 0 0 13 98 Total 7 79 22 0 0 108 1 20 17 3 0 11 51 1 4 105 53 0 0 162 1 47 4 11 0 0 62 383 07:00 PM 2 13 3 0 0 1811 3 1 0 2 17 1 24 15 0 1 41 9 1 4 0 0 14 90 07:15 PM 2 16 3 0 0 21 5 1 0 0 0 6 2 25 12 0 0 39 7 0 4 0 0 11 77 07:30 PM 4 17 0 0 0 21 6 1 0 0 1 8 0 16 13 0 1 30 5 0 1 0 0 6 65 07:45 PM 1 20 14 0 0 35 7 3 1 0 0 11 2 36 6 0 0 44 3 5 2 0 0 10 100 Total 9 66 20 0 0 95 1 29 8 2 0 3 42 1 5 101 46 0 2 154 1 24 6 11 0 0 41 332 08:00 PM 2 10 5 0 0 17 20 2 4 0 0 26 0 22 12 0 2 36 6 1 1 0 0 8 87 08:75 PM 2 6 0 0 0 8 6 1 0 0 0 7 0 21 4 0 0 25 2 0 1 0 0 3 43 08:30 PM 1 10 5 0 0 16 0 1 0 0 0 1 0 15 18 0 1 34 2 1 1 0 0 4 55 08:45 PM 4 5 5 0 0 14 10 2 0 0 0 12 2 14 5 0 0 21 2 3 0 0 0 5 52 Total 9 31 15 0 0 55 1 36 6 4 0 0 46 2 72 39 0 3 116 1 12 5 3 0 0 20 237 09:00 PM 3 12 9 0 0 24 14 3 0 0 0 17 2 13 3 0 0 18 2 3 0 0 0 5 64 09:15 PM 1 11 2 0 0 74 4 1 2 0 0 7 7 15 10 0 0 26 3 0 0 0 0 3 50 09:30 PM 0 5 2 0 0 7 1 0 0 0 0 1 0 4 4 0 0 8 1 1 0 0 0 2 18 09:45 PM 1 6 2 0 0. 9 0 0 0 0 0 0 0 9 5 0 0 14 1 2 2 0 0 5 28 Total 1 5 34 15 0 0 54 1 19 4 2 0 0 25 3 41 22 0 0 66 1 7 6 2 0 0 15 160 10:00 PM 2 8 1 0 0 11 10 4 1 0 0 15 0 9 7 0 0 16 0 0 0 0 0 0 42 10:15 PM 2 1 1 0 0 4 1 2 0 0 0 3 1 7 2 0 0 10 1 3 0 0 0 4 21 10:30 PM 0 4 0 0 0 4 3 1 0 0 0 4 0 4 3 0 0 7 0 0 0 0 0 0 15 Sohm and .Atenk, Jim 12224 Nicollet Ave Burnsville, MN 55337 File Name : Nightingale -St -NW -Veterans -Memorial -Blvd -NW -03-03-21-0000-2400 Site Code : 01 Nightingale St at Veterans Memorial Blvd Start Date : 3/3/2021 Andover, MN Page No : 4 Nightingale Street Veterans Memorial Boulevard Nightingale Street Veterans Memorial Boulevard From North From East From South From West tart Time Ri hl Thru Left UTrn Peds App.TOWI Right Thru Left UTm Peds App.ToWl Ri ht Thru Left UTrn Peds App. Total Right Thru Left UTrn Peds App. Tool Int. Total 10:45 PM 0 1 0 0 0 1 1 0 0 0 0 1 0 3 1 0 0 4 1 0 0 0 0 1 7 Total 4 14 2 0 0 20 15 7 1 0 0 23 1 23 13 0 0 37 2 3 0 0 0 5 85 11:00 PM 0 3 0 0 0 3 0 0 0 0 0 0 0 5 1 0 0 6 0 0 0 0 0 0 9 11:15 PM 0 2 0 0 0 2 0 0 0 0 0 0 0 3 3 0 0 6 0 0 0 0 0 0 8 11:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 1 4 0 0 1 0 0 1 5 11:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2 0 1 5 1 0 0 0 0 1 6 Total 0 5 0 0 0 5 0 0 0 0 0 0 0 13 6 0 2 21 1 0 1 0 0 2 1 28 Grand Total 104 1364 174 1 10 1653 231 89 29 0 79 428 54 1399 620 1 61 2135 623 68 106 1 7 805 5021 Apprch p/ 6.3 82.5 10.5 0.1 0.6 54 20.8 6.8 0 18.5 2.5 65.5 29 0 2.9 77.4 8.4 13.2 0.1 0.9 Total % 2.1 27.2 3.5 0 0.2 32.9 4.6 1.8 0.6 0 1.6 8.5 1.1 27.9 12.3 0 1.2 42.5 12.4 1.4 2.1 0 0.1 16 Cars + 99 1343 172 1 10 1625 230 88 25 0 73 416 51 1361 612 1 59 2084 618 68 103 1 7 797 4922 % Cars + 95.2 98.5 98.9 100 100 98.3 99.6 98.9 86.2 0 92.4 97.2 94.4 97.3 98.7 100 96.7 97.6 99.2 100 97.2 100 100 99 98 Trucks 5 21 2 0 0 28 1 1 4 0 6 12 3 38 8 0 2 51 5 0 3 0 0 8 99 p/ Trucks 4.8 1.5 1.1 0 0 1.7 0.4 1.1 13.8 0 7.6 2.8 5.6 2.7 1.3 0 3.3 2.4 0.8 0 2.8 0 0 1 2 :13o&a and Meal, .7ac.. 12224 Nicollet Ave Burnsville, MN 55337 File Name : Nightingale -St -NW -Veterans -Memorial -Blvd -NW -03-03-21-0000-2400 Site Code : 01 Nightingale St at Veterans Memorial Blvd Start Date : 3/3/2021 Andover, MN Page No :5 Nightingale Street o ut p 1694 ii 7 42 p M p v i0 0 0 0 0 O� 99 1343 O 5 271364 O Right Th Left UTn Peds �o� A .E 'c6 IS OMOY} m �Oj COoJ North 1-2 nro� fm 3 c c n of mom 2 3/3/202 12:00 AM o E _ €� 3/3/202 11:45 PM N fOAU NNO� N cars co vO� � 300o N�orv� > > a a mmmw .1 �F, T r O UTm Left T,no Rialft Peds O 1 612 1361 51 59 O �� O 0 8 38 3 2 O 1 620 1399 54 61 v O �O To O 1986 2084 4070 O ,s 30 51 81 Ow 016 2 4151 Out In Total M* tan and .MeHA., J#M 12224 Nicollet Ave Burnsville, MN 55337 File Name : Nightingale -St -NW -Veterans -Memorial -Blvd -NW -03-03-21-0000-2400 Site Code : 01 Nightingale St at Veterans Memorial Blvd Start Date : 3/3/2021 Andover, MN Page No : 6 Peak Hour Analysis From 12:00 PM to 11:45 PM -Peak 1 of 1 Peak Hour for Entire Intersection Renins nt 04 -nn PM 04:00 PM 04:15 PM 04:30 PM 04:45 PM Nightingale Street From North 1 3 1 2 0 0 0 0 Veterans Memorial Boulevard From East 30 36 29 30 7 0 2 11 0 1 5 3 Nightingale Street From South 0 0 0 0 3 2 6 4 10 4 13 19 Veterans Memorial Boulevard From West 57 34 45 42 23 20 17 29 Start Time Right Thru Left I UTrn I Peds I App T°WI I Right I Thru Left I UTm I Peds I App. Total I Right Thru I Left I UTm I Peds App Tow I Right I Thru I Left I UTm I Peds I App Total Int. Total Peak Hour Analysis From 12:00 AM to 11:45 AM - Peak 1 of 1 2 4.3 0 0 15 32.6 46 5 1.8 178 64 89 32 0 0 6 2.2 278 48 73.8 7 10.8 10 15.4 0 0 0 0 65 514 Peak Hourfor Entire Intersection Begins at 07:00 AM .625 .813 .583 .000 .250 .868 .455 .450 .500 .000 .625 .605 .313 .781 .767 .000 .375 .869 07:00 AM 52 1 0 0 56 1 0 0 0 0 1 0 13 0 0 14 21 0 0 00 21 92 07:15 AM 1 1 0 0 2 0 0 0 0 2 0 15 5 0 1 21 33 2 2 0 0 37 133 07:30 AM 1 59 2 0 0 62 1 0 0 0 2 3 0 29 9 0 0 38 18 1 1 0 0 20 123 07:45 AM 1 29 2 0 0 32 4 0 0 0 0 4 0 21 11 0 1 33 19 1 2 0 0 22 91 Total Volume ^ 6 211 ^ 6 0 0 223 8 0 0 0 2 10 0 78 25 0 3 106 91 4 5 0 0 100 439 Peak Hour Analysis From 12:00 PM to 11:45 PM -Peak 1 of 1 Peak Hour for Entire Intersection Renins nt 04 -nn PM 04:00 PM 04:15 PM 04:30 PM 04:45 PM 3 26 1 32 2 26 4 20 1 3 1 2 0 0 0 0 0 0 0 4 30 36 29 30 7 0 2 11 0 1 5 3 0 1 0 1 0 0 0 0 3 2 6 4 10 4 13 19 0 1 4 0 57 34 45 42 23 20 17 29 0 0 0 0 0 0 2 4 80 55 68 75 11 16 10 11 2 1 1 3 0 5 3 2 0 0 0 0 0 0 0 0 13 22 14 16 133 117 124 140 Total Volume 5LA0o.T0tal 10 104 8_83.25.6 7 5.6 0 0 4 3.2 125 20 43.5 9 19.6 2 4.3 0 0 15 32.6 46 5 1.8 178 64 89 32 0 0 6 2.2 278 48 73.8 7 10.8 10 15.4 0 0 0 0 65 514 PHF .625 .813 .583 .000 .250 .868 .455 .450 .500 .000 .625 .605 .313 .781 .767 .000 .375 .869 .750 .583 .500 .000 .000 .739 .918 Appendix E Warrants Analysis ©BOLTON & MENK Real People. Real Solutions. 2022 Traffic Volumes SIGNAL WARRANTS ANALYSIS FOR Veterans Memorial Blvd and Nightingale St (MINOR APPROACH RIGHT TURN TRAFFIC INCLUDED) LOCATION: Andover, MN MAJOR APP.1 MAJOR APP.3 TOTAL 1+3 COUNTY: Anoka MINOR APP.2 MINOR 1A/16 MINOR APP.4 REF. POINT: Speed Approach Description Lanes DATE: 3116/2021 50 Major Appl: SBNightingal St 2 / 50 Major App3: NB Nightingal St 2 OPERATOR: CSS 40 Minor App2: WB Veterans Memorial Blvd 2 / 40 Minor App4: EB Veterans Memorial Blvd 2 0.70 FACTOR USED? YES I 2:00-3:00 4 POPULATION < 10,000? No / 0 / EXISTING SIGNAL? No I 3:00-4:00 6 THRFRHOI nR 1All R- 11 / 49n/R3n 1Awn 14n/7n / HOUR MAJOR APP.1 MAJOR APP.3 TOTAL 1+3 MAJOR 1A/113 MINOR APP.2 MINOR 1A/16 MINOR APP.4 MINOR4 INIB METSAME 1A11B 0:00 - 1:00 2 4 6 / 0 / 0 / I 1:00 - 2:00 6 4 10 / 0 / 3 / I 2:00-3:00 4 3 7 / 0 / 0 / I 3:00-4:00 6 5 11 / 1 / 0 / 1 4:00 - 5:00 15 5 20 / 1 / 17 / 1 5:00 - 6:00 63 12 75 / 1 / 31 / / 6:00 - 7:00 1 143 37 180 / 5 I 89 /X I 7:00 - 8:00 399 140 539 X/ 6 I 166 X/X X/ 8:00 - 9:00 155 96 251 / 24 / 80 /X / 9:00 - 10:00 146 114 260 / 12 / 83 /X / 10:00 - 11:00 107 88 195 / 14 1 42 / I 11:00 - 12:00 134 116 250 / 13 / 45 / / 12:00 - 13:00 125 119 244 ! 11 / 54 / I 13:00 -14:00 127 152 279 / 10 / 53 / / 14:00 - 15:00 183 252 435 X/ 11 / 79 /X I 15:00 - 16:00 197 257 454 X/ 27 / 78 /X 1 16:00 -17:00 204 360 564 X/ 29 / 99 /X I 17:00 - 18:00 188 276 464 X/ 26 I 110 /X I 18:00 -19:00 161 215 376 ! 40 / 94 /X I 19:00 - 20:00 138 203 341 / 34 I 56 / 1 20:00 - 21:00 71 149220 / 45 / 29 / I 21.00 - 22:00 74 88 162 / 24 / 21 / / 22:00 - 23:00 30 49 79 / 21 / 7 / I 23:00 - 24:00 9 1 25 34 / 0 / 3 / I Kequired (Hr) Met (Hr) Warrant 1A 1 Warrant 1B 0 Warrant 2 0 Warrant 3 0 Warrant 7 2 Kequired (Hr) 8 Not satisfied 8 Not satisfied 4 Not satisfied 1 Not satisfied 8 Not satisfied Four Hour Warrant Peak Hour Warrant Minor App Minor App Major App 1& 1 2&1 2&2 Major App 1& 1 2&1 2&2 300 360 440 590 400 475 570 725 400 310 390 530 500 425 520 665 500 260 340 460 600 370 465 600 600 215 290 390 700 330 420 540 700 180 245 330 800 280 370 480 800 150 205 280 900 240 330 425 900 125 170 235 1000 204 285 375 1000 100 145 195 1100 175 250 330 1100 85 120 165 1200 150 220 285 1200 80 100 135 1300 130 190 250 1300 80 83 115 1400 115 160 220 1400 80 80 115 1500 100 140 187 1500 80 80 115 1600 100 115 165 1600 80 80 115 1700 100 100 150 1700 80 80 115 1800 100 100 150 1800 80 80 115 Four Hour Warrant Factored Peak Hour Warrant Factored Minor App Minor App Major App 1& 1 2&1 2&2 Major App 1 & 1 2&1 2&2 300 320 380 500 200 250 320 420 400 270 335 435 300 210 265 350 500 225 285 370 400 170 215 285 600 180 240 315 500 130 170 230 700 145 200 260 600 93 130 175 800 115 16o 215 700 70 100 135 900 90 135 175 800 60 80 103 1000 75 110 140 900 60 65 80 1100 75 95 115 1000 60 60 80 1200 75 75 100 1100 60 60 80 1300 75 75 100 1200 60 60 80 1400 75 75 100 1300 60 60 80 1500 75 75 100 1400 60 60 80 1600 75 75 100 1500 60 60 80 1700 75 75 100 1600 60 60 80 1800 75 75 100 1700 60 60 80 1800 60 60 80 LOCATION: Andover, MN COUNTY: Anoka REF. POINT: DATE: 3/16/2021 OPERATOR: CSS 0.70 FACTOR USED? YES POPULATION < 10,000? No EXISTING SIGNAL ? No IDN; t 600 0 a 500 E 400 j = 300 za r� 200 m 100 0 Speed Approach Description Lanes 50 Major Appl: SB Nightingal St 2 50 Major App3: NB Nightingal St 2 40 Minor App2: WB Veterans Memorial Blvd 2 40 Minor App4: EB Veterans Memorial Blvd 2 Warrant 2, Four-hour Volumes — – Warrant 3, Peak -hour Volumes • Actual Hourly Count 0 200 400 600 800 1000 1200 1400 1600 1800 c_ 2 Major Street - Total of Both Approaches - VPH Figure 1. Four Hour and Peak Hour Warrant Analysis Note: For data points outside the graph range, check the minor street volume against the lower thresholds Warrant CMena Adual Houny Count Major Warrant 2, F Warrant 3, Pe Major Actual Houny Count 200 420 6 0 300 350 500 10 3 400 285 435 7 0 500 230 370 11 1 600 175 315 20 17 700 135 260 75 31 800 103 215 180 89 900 80 175 539 166 1000 80 140 251 80 1100 80 115 260 83 1200 80 100 195 42 1300 80 100 250 45 1400 80 100 244 54 1500 80 100 279 53 1600 80 100 435 79 1700 80 100 454 78 1800 80 100 564 99 464 110 376 94 341 56 220 45 162 24 79 21 34 3 LOCATION: Andover, MN COUNTY: Anoka REF. POINT: DATE: 3/16/2021 OPERATOR: CSS 0.70 FACTOR USED? Yes ALL WAY STOP WARRANT Includes Right Turns on All Approaches Speed Approach Description Lanes 50 Major App1: SB Nightingal St 2 50 MajorApp3: NB Nightingal St 2 40 MinorApp2: WB Veterans Memorial Blvd 2 40 MinorApp4: EB Veterans Memorial Blvd 2 210 14n HOUR MAJOR APP. 1 MAJOR APP. 3 MINOR APP. 2 MINOR APP. 4 MAJOR TOTAL E (APP. 1 & APP. 3) MINOR TOTAL APP. 2 + APP. 4 WARRANT MET 0:00 - 1:00 2 4 0 0 6 0 / 1:00 - 2:00 6 4 0 3 10 3 / 2:00 - 3:00 4 3 0 0 7 0 / 3:00-4:00 6 5 1 0 11 1 / 4:00 - 5:00 15 5 1 17 20 18 / 5:00 - 6:00 63 12 1 31 75 32 / 6:00 - 7:00 143 37 5 89 180 94 / 7:00 - 8:00 399 140 6 166 539 172 X/X 8:00 - 9:00 155 96 24 80 251 104 X/ 9:00 - 10:00 146 114 12 83 260 95 X/ 10:00 -11:00 107 88 14 42 195 56 / 11:00 - 12:00 134 116 13 45 250 58 X/ 12:00 -13:00 125 119 11 54 244 65 X/ 13:00 -14:00 127 152 10 53 279 63 X/ 14:00 -15:00 183 252 11 79 435 90 X/ 15:00 -16:00 197 257 27 78 454 105 X/ 16:00 -17:00 204 360 29 99 564 128 X/ 17:00 -18:00 188 276 26 110 464 136 X/ 18:00 -19:00 161 215 40 94 376 134 X/ 19:00 - 20:00 138 203 34 56 341 1 90 1 X/ 20:00 - 21:00 71 149 45 29 220 74 X/ 21:00 - 22:00 74 88 24 21 162 45 / 22:00 - 23700 30 49 21 7 79 28 / 23:00 - 24:00 9 25 0 3 34 3 / Met (Hr) Kequired (Hr) Allway Stop Warrant: 1 8 Not satisfied REMARKS: AWSC warrant analysis includes minor street right turns ©BOLTON & MENK Real People. Real Solutions. 2042 Traffic Volumes SIGNAL WARRANTS ANALYSIS FOR Veterans Memorial Blvd and Nightingale St (MINOR APPROACH RIGHT TURN TRAFFIC INCLUDED) LOCATION: Andover, MN MAJOR APP.1 MAJOR APP.3 TOTAL 1+3 MAJOR 1A11B COUNTY: Anoka MINOR 2 1A/1B MINOR APP.4 MINOR 4 IA/1B MET SAME M1113 REF. POINT: Speed Approach Description Lanes DATE: 3/16/2021 50 Major Appl: SB NightingaI St 2 I 50 Major App3: NB Nightingal St 2 OPERATOR: CSS 30 Minor App2: WB Veterans Memorial Blvd 2 1 30 Minor App4: EB Veterans Memorial Blvd 2 0.70 FACTOR USED? YES 0 / 0 / POPULATION < 10,000?No 3:00-4:00 6 7 13 / EXISTING SIGNAL? No 0 4.00 - 5:00 THRFRHr11 ris 1A/IR 6 24 diniAzn 1AAr n nennn HOUR MAJOR APP.1 MAJOR APP.3 TOTAL 1+3 MAJOR 1A11B MINOR APP.2 MINOR 2 1A/1B MINOR APP.4 MINOR 4 IA/1B MET SAME M1113 0:00-1:00 2 8 10 / 0 / 0 / I 1:00 - 2:00 6 5 11 / 0 / 6 ! 1 2:00 - 3:00 4 3 7 / 0 / 0 / I 3:00-4:00 6 7 13 / 5 ! 0 4.00 - 5:00 18 6 24 / 3 / 31 / 1 5:00 - 6:00 79 15 94 / 3 / 60 / I 6:00 - 7:00 170 40 210 1/ 24 / 152 X/X 1 7:00-8:00 461 169 630 X/X 27 / 291 X/X XIX 8:00 - 9:00 189 124 313 / 55 / 155 X/X / 9:00 - 10:00 176 143 319 / 40 / 146 X/X I 10:00-11:00 131 114 245 / 50 / 79 /X I 11:00 -12:00 155 149 304 / 45 / 80 /X / 12:00-13:00 152 163 315 / 35 / 97 /X / 13:00 - 14:00 159 184 343 / 32 / 90 /X I 14:00-15:00 235 334 569 X/ 36 / 167 X/X Xl 15:00-16:00 260 331 591 X/ 90 /X 144 X/X X1 16:00-17:00 252 471 723 X/X 117 /X 198 X/X X/X 17:00-18:00 258 359 617 X/ 100 /X 219 X/X X/ 18:00-19:00 228 282 510 X/ 158 X/X 178 X/X X/ 19:00-20:00 200 265 465 X/ 142 X/X 126 /X XI 20:00 - 21:00 117 197 314 / 165 X/X 71 /X / 21:00-22:00 115 118 233 / 90 /X 63 22:00 - 23:00 43 65 108 / 87 /X 25 / / 23:00 - 24:00 10 33 43 ! 0 / 5 / / negmrea lnq Mer tnr) Warrant 1A 7 Warrant 1 B 2 Warrant 2 3 Warrant 3 0 Warrant 7 7 negmrea lnq 8 Not satisfied 8 Not satisfied 4 Not satisfied 1 Not satisfied 8 Not satisfied Four Hour Warrant Peak Hour Warrant Minor App Minor App Major App 1& 1 2&1 2&2 Major App 1& 1 2&1 2&2 300 360 440 590 400 475 570 725 400 310 390 530 500 425 520 665 500 260 340 460 600 370 465 600 600 215 290 390 700 330 420 540 700 180 245 330 800 280 370 480 800 150 205 280 900 240 330 425 900 125 170 235 1000 204 285 375 1000 100 145 195 1100 175 250 330 1100 85 120 165 1200 150 220 285 1200 80 100 135 1300 130 190 250 1300 80 83 115 1400 115 160 220 1400 80 80 115 1500 100 140 187 1500 80 80 115 1600 100 115 165 1600 80 80 115 1700 100 100 150 1700 80 80 115 1800 100 100 150 1800 80 80 115 Four Hour Warrant Factored Peak Hour Warrant Factored Minor App Minor App Major App 1& 1 2&1 2&2 Major App 1 & 1 2&1 2&2 300 320 380 500 200 250 320 420 400 270 335 435 300 210 265 350 500 225 285 370 400 170 215 285 600 180 240 315 500 130 170 230 700 145 200 260 600 93 130 175 800 115 160 215 700 70 100 135 900 90 135 175 800 60 80 103 1000 75 110 140 900 60 65 80 1100 75 95 115 1000 60 60 80 1200 75 75 100 1100 60 60 80 1300 75 75 100 1200 60 60 80 1400 75 75 100 1300 60 60 80 1500 75 75 100 1400 60 60 80 1600 75 75 100 1500 60 60 80 1700 75 75 100 1600 60 60 80 1800 75 75 100 1700 60 60 80 _ 1800 60 60 80 LOCATION: Andover, MN COUNTY: Anoka REF. POINT: DATE: 3/16/2021 OPERATOR: CSS 0.70 FACTOR USED? YES POPULATION < 10,000? No EXISTING SIGNAL? No Speed Approach Description Lanes 50 Major Appl: SB Nightingal St 2 50 Major App3: NB Nightingal St 2 30 Minor App2: WB Veterans Memorial Blvd 2 30 Minor App4: EB Veterans Memorial Blvd 2 Warrant 2, Four-hour Volumes — – Warrant 3, Peak -hour Volumes • Actual Hourly Count 700 L 600 O a 500 400 0M 300 Q- > L 200 w 100 N N 0 0 200 400 600 800 1000 1200 1400 1600 1800 c Major Street - Total of Both Approaches - VPH Figure 1. Four Hour and Peak Hour Warrant Analysis Note: For data points outside the graph range, check the minor street volume against the lower thresholds Warrant Criteria Actual Hourly Count Major Warrant 2, F Warrant 3, Pe Major Actual Hourly Count 200 420 10 0 300 350 500 11 6 400 285 435 7 0 500 230 370 13 5 600 175 315 24 31 700 135 260 94 60 80o 103 215 210 152 900 80 175 630 291 1000 80 140 313 155 1100 80 115 319 146 1200 80 100 245 79 1300 80 100 304 80 1400 80 100 315 97 1500 80 100 343 90 1600 80 100 569 167 1700 80 100 591 144 1800 80 100 723 198 617 219 510 178 465 142 314 165 233 90 108 87 43 5 LOCATION: Andover, MN COUNTY: Anoka REF. POINT: DATE: 3/16/2021 OPERATOR: CSS 0.70 FACTOR USED? Yes ALL WAY STOP WARRANT Includes Right Turns on All Approaches Speed Approach Description Lanes 50 Major App1: SB Nightingal St 2 50 Major App3: NB Nightingal St 2 30 Minor App2: WB Veterans Memorial Blvd 2 30 Minor App4: EB Veterans Memorial Blvd 2 210 140 HOUR MAJOR APP. 1 MAJOR APP. 3 MINOR APP. 2 MINOR APP.4 MAJOR TOTAL i (APP. 1 & APP. 3) MINOR TOTAL APP. 2+APP. 4 WARRANT MET 0:00 -1:00 2 8 0 0 10 0 / 1:00 - 2:00 6 5 0 6 11 6 / 2:00 - 3:00 4 3 0 0 7 0 / 3'00-4:00 6 7 5 0 13 5 / 4:00 - 5:00 18 6 3 31 24 34 / 5:00 - 6:00 79 1 15 3 1 60 94 63 / 6:00 - 7:00 170 40 24 152 210 176 X/X 7:00 - 8:00 461 169 27 291 630 318 X/X 8:00 - 9:00 189 124 55 155 313 210 X/X 9:00 -10:00 176 143 40 146 319 186 X/X 10:00 -11:00 131 114 50 79 245 129 X/ 11:00 -12:00 155 149 45 80 304 125 X/ 12:00 -13:00 152 163 35 97 315 132 X/ 13:00-14:00 159 184 32 1 90 343 122 X/ 14:00 -15:00 235 334 36 167 569 203 X/X 15:00 -16:00 260 331 90 144 591 234 X/X 16:00 -17:00 252 471 117 198 723 315 X/X 17:00 -18:00 258 359 100 219 617 319 X/X 18:00 -19:00 228 1 282 158 178 510 336 X/X 19:00 - 20:00 200 265 142 126 465 268 X/X 20:00-21:00 117 197 165 71 314 236 X/X 21:00 - 22:00 115 118 90 63 233 153 X/X 22:00 - 23700 43 65 87 25 108 112 / 23:00 - 24:00 10 33 1 0 1 5 43 5 / Met (Hr) Required (Hr) Allway Stop Warrant: 12 8 Satisfied REMARKS: AWSC warrant analysis includes minor street right turns Appendix F Pedestrian LOS Bolton & M.nk m Highway Capacity Manual (HCM) Pedestrian Level of Service (LOS) at Uncontrolled Crossing Locations Intersection and Mid -Block Crossings Crossing Location: Veterans Memorial Blvd and Nightingale St Date: 3/18/2021 City, State: Andover, MN Scenario: AM Peak - Existing Reviewer(s): Cody Sedbrook Agency: Bolton & Menk, Inc. Project Number: OR.1123914 ID #: The following is the base information needed to complete the analysis. If this is a one -stage crossing, use only Crossing 1. If this is a two-stage crossing, each stage must be evaluated separately using Crossing 1 and Crossing 2. Crossing 1: Evaluation Inputs: L = crosswalk length (ft) Sp = average pedestrian walking speed (ft/s) is = pedestrian start-up and end clearance time (s) V = vehicular hourly volume (veh/hr) Vp = pedestrian flow rate (ped/s) V = vehicular flow rate (veh/s) = V/3600 W, = crosswalk width (ft) N = number of through lanes crossed (Integer) Crossing 2: Evaluation Inputs: L = crosswalk length (ft) Sp = average pedestrian walking speed (ft/s) is = pedestrian start-up and end clearance time (s) V = vehicular hourly volume (veh/hr) V p = pedestrian flow rate (ped/s) V = vehicular flow rate (veh/s) = V/3600 We = crosswalk width (ft) N = number of through lanes crossed (Integer) Crossing Treatment Yield Rate My = motorist yield rate (decimal) defaults: Sp = 3.5 is = 3.0 vp = 0> V = V/3600 W,= 8.0 N = INT(L/11) Input Table: L = Sp = is = V = Up = V = W� N= 75 3.5 3 575 0.00 0.160 8.0 2 -no platooning observed (only used for two-stage crossings) defaults: Sp = 3.5 is = 3.0 vp = Dr V = V/3600 W, = 8.0 N = INT(L/11) Input Table: L= Sp = tss = V= up= V= M N= sec/ped F -no platooning observed Input Table: My= 1 0% Entering data into the tables above will populate the evaluation tables in Microsoft Excel. Results: Average Delay LOS 399.7 sec/ped F Developed by Bolton & Menk, Inc. for the Local Road Research Board Inputs and Results HCM Evaluation Worksheet Page 2 of S Highway Capacity Manual (HCM) Pedestrian Level of Service (LOS) at Uncontrolled Crossing Locations Intersection and Mid -Block Crossings Crossing Location: Veterans Memorial Blvd and Nightingale St Date: 3/18/2021 City, State: Andover, MN Scenario: PM Peak - Existing Reviewer(s): Cody Sedbrook Agency: Bolton & Menk, Inc. Project Number: OR.1123914 ID #: The following is the base information needed to complete the analysis. If this is a one -stage crossing, use only Crossing 1. If this is a two-stage crossing, each stage must be evaluated separately using Crossing 1 and Crossing 2. Crossing 1: Evaluation Inputs: L = crosswalk length (ft) Sp = average pedestrian walking speed (ft/s) is = pedestrian start-up and end clearance time (s) V = vehicular hourly volume (veh/hr) vp = pedestrian flow rate (ped/s) v = vehicular flow rate (veh/s) = V/3600 We = crosswalk width (ft) N = number of through lanes crossed (Integer) Crossing 2: Evaluation Inputs: L = crosswalk length (ft) Sp = average pedestrian walking speed (ft/s) is = pedestrian start-up and end clearance time (s) V = vehicular hourly volume (veh/hr) vp = pedestrian flow rate (ped/s) v = vehicular flow rate (veh/s) = V/3600 W, = crosswalk width (ft) N = number of through lanes crossed (Integer) (only defaults: Sp = 3.5 is = 3.0 vp = 0* v = V/3600 W,= 8.0 N = INT(L/11) Input Table: L = Sp = is = V = vp = V = W� N= 75 3.5 3 575 0.00 0.160 W3600 2 "no platooning observed used for two-stage defaults: Sp = 3.5 is = 3.0 vp = 0* L; = W3600 WC= 8.0 N = INT(L/11) crossings) Input Table: L= Sp = is = V= up= v= WC= N= sec/ped F -no platooning observed Crossing Treatment Yield Rate Input Table: My = motorist yield rate (decimal) M'= 0% Entering data into the tables above will populate the evaluation tables in Microsoft Excel. Results: Average Delay LOS 399.7 sec/ped F Developed by Bolton & Menk, Inc. for the Local Road Research Board Inputs and Results HCM Evaluation Worksheet Page 2 of 5 Highwav Capacity Manual (HCM Pedestrian Level of Service (LOS) at Uncontrolled Crossing Locations Intersection and Mid -Block Crossings Crossing Location: Veterans Memorial Blvd and Nightingale St Date: 3/18/2021 City, State: Andover, MN Scenario: AM Peak - Roundabout Reviewer(s): Cody Sedbrook Agency: Bolton & Mark, Inc. Project Number: OR.1123914 ID #: The following is the base information needed to complete the analysis. If this is a one -stage crossing, use only Crossing 1. If this is a two-stage crossing, each stage must be evaluated separately using Crossing 1 and Crossing 2. Crossing 1: Evaluation Inputs: L = crosswalk length (ft) Sp = average pedestrian walking speed (ft/s) t, = pedestrian start-up and end clearance time (s) V = vehicular hourly volume (veh/hr) vp = pedestrian flow rate (ped/s) v = vehicular flow rate (veh/s) = V/3600 W, = crosswalk width (ft) N = number of through lanes crossed (Integer) Crossing 2: Evaluation Inputs: L = crosswalk length (ft) Sp = average pedestrian walking speed (ft/s) t, = pedestrian start-up and end clearance time (s) V = vehicular hourly volume (veh/hr) vp = pedestrian flow rate (ped/s) v =vehicular flow rate (veh/s) = V/3600 W, = crosswalk width (ft) N = number of through lanes crossed (Integer) Crossing Treatment Yield Rate My = motorist yield rate (decimal) defaults: Sp = 3.5 t, = 3.0 vp = 0* V = V/3600 We = 8.0 N = INT(L/11) Input Table: L= Sp = is = V = vp = V = Wt= N= 16 3.5 3 425 0.00 0.118 10.0 1 1 *no platooning observed (only used for two-stage crossings) defaults: Sp = 3.5 is = 3.0 vp= 0* V = V/3600 W, = 8.0 N = INT(L/11) Input Table: L= Sp = is = V = up—'00 v = We = N= 16 3.5 3 150 0.042 10.0 1 -no piatooning observed Input Table: My = I 83"/ Entering data into the tables above will populate the evaluation tables in Microsoft Excel. Results: Average Delay5.8 LOS sec/ped B Developed by Bolton & Menk, Inc. for the Local Road Research Board Inputs and Results HCM Evaluation Worksheet Page 2 of 5 Highway Capacity Manual (HCM) Pedestrian Level of Service (LOS) at Uncontrolled Crossing Locations Intersection and Mid -Block Crossings Crossing Location: Veterans Memorial Blvd and Nightingale St Date: City, State: Andover, MN Scenario: Reviewer(s): Cody Sedbrook Agency: Project Number: OR.1123914 ID #: 3/18/2021 PM Peak -Roundabout Bolton & Menk, Inc. The following is the base information needed to complete the analysis. If this is a one -stage crossing, use only Crossing 1. If this is a two-stage crossing, each stage must be evaluated separately using Crossing 1 and Crossing 2. Crossing 1: Evaluation Inputs: L = crosswalk length (ft) Sp = average pedestrian walking speed (ft/s) t, = pedestrian start-up and end clearance time (s) V = vehicular hourly volume (veh/hr) vp = pedestrian flow rate (ped/s) v = vehicular flow rate (veh/s) = V/3600 We = crosswalk width (ft) N = number of through lanes crossed (Integer) Crossing 2: Evaluation Inputs: L = crosswalk length (ft) Sp = average pedestrian walking speed (ft/s) t, = pedestrian start-up and end clearance time (s) V = vehicular hourly volume (veh/hr) vp = pedestrian flow rate (ped/s) ,v =vehicular flow rate (veh/s) = V/3600 We = crosswalk width (ft) N = number of through lanes crossed (Integer) (only defaults: Sp = 3.5 t, = 3.0 vp = 0* V = V/3600 We = 8.0 N = INT(L/11) Input Table: L= Sp = t, = V = up = V = WC - N= 16 3.5 3 210 0.00 0.058 10.0 1 .no platooning observed used for two-stage defaults: Sp = 3.5 t, = 3.0 vp = 0* u = V/3600 WC= 8.0 N = INT(L/11) crossings) Input Table: L= sp = t, = V = vp = v = W, = N= 16 3.5 3 365 0.00 0.101 10.0 1 -no platooning observed Crossing Treatment Yield Rate Input Table: My = motorist yield rate (decimal) M,= 83% Entering data into the tables above will populate the evaluation tables in Microsoft Excel. Results: Average Delay LOS 5.7 sec/ped B Developed by Bolton & Menk, Inc. for the Local Road Research Board Inputs and Results HCM Evaluation Worksheet Page 2 of 5 Highway Capacity Manual (HCM) Pedestrian Level of Service (LOS) at Uncontrolled Crossing Locations Intersection and Mid -Block Crossings Crossing Location: Veterans Memorial Blvd and Nightingale St Date: City, State: Andover, MN Scenario: Reviewer(s): Cody Sedbrook Agency: Project Number: OR.1123914 ID #: 3/18/2021 AM Peak - Roundabout W/ RRFB Bolton & Menk, Inc. The following is the base information needed to complete the analysis. If this is a one -stage crossing, use only Crossing 1. If this is a two-stage crossing, each stage must be evaluated separately using Crossing 1 and Crossing 2. Crossing 1: Evaluation Inputs: L = crosswalk length (ft) Sp = average pedestrian walking speed (ft/s) t, = pedestrian start-up and end clearance time (s) V = vehicular hourly volume (veh/hr) vp = pedestrian flow rate (ped/s) v = vehicular flow rate (veh/s) = V/3600 We = crosswalk width (ft) N = number of through lanes crossed (Integer) Crossing 2: Evaluation Inputs: L = crosswalk length (ft) Sp = average pedestrian walking speed (ft/s) t, = pedestrian start-up and end clearance time (s) V = vehicular hourly volume (veh/hr) Up = pedestrian flow rate (ped/s) v = vehicular flow rate (veh/s) = V/3600 W, = crosswalk width (ft) N = number of through lanes crossed (Integer) Crossing Treatment Yield Rate My = motorist yield rate (decimal) (only defaults: Sp = 3.5 t, = 3.0 vp = 0* v = V/3600 W,= 8.0 N = INT(L/11) Input Table: L= Sp = t, = V = vp = U = WC = N= 16 3.5 3 425 0.00 0.118 10.0 1 .no platooning observed used for two-stage defaults: L= Sp = t, = V = !)p = v = Wc— N= Sp = 3.5 3.5 t, = 3.0 150 vp = 0* 0.042 Z) = V/3600 1 W, = 8.0 N = INT(L/11) crossings) Input Table: L= Sp = t, = V = !)p = v = Wc— N= 16 3.5 3 150 0.00 0.042 10.0 1 -no platooning observed Input Table: M„ = 1 84% Entering data into the tables above will populate the evaluation tables in Microsoft Excel. Results: Average Delay LOS 5.8 sec/ped B Developed by Bolton & Menk, Inc. for the Local Road Research Board Inputs and Results HCM Evaluation Worksheet Page 2 of 5 Highway Capacity Manual (HCM) Pedestrian Level of Service (LOS) at Uncontrolled Crossing Locations Intersection and Mid -Block Crossings Crossing Location: Veterans Memorial Blvd and Nightingale St Date: 3/18/2021 City, State: Andover, MN Scenario: PM Peak - Roundabout W/ RRFB Reviewer(s): Cody Sedbrook Agency: Bolton & Menk, Inc. Project Number: OR.1123914 ID #: The following is the base information needed to complete the analysis. If this is a one -stage crossing, use only Crossing 1. If this is a two-stage crossing, each stage must be evaluated separately using Crossing 1 and Crossing 2. Crossing 1: Evaluation Inputs: L = crosswalk length (ft) Sp = average pedestrian walking speed (ft/s) is = pedestrian start-up and end clearance time (s) V = vehicular hourly volume (veh/hr) vp = pedestrian flow rate (ped/s) v = vehicular flow rate (veh/s) = V/3600 We = crosswalk width (ft) N = number of through lanes crossed (Integer) Crossing 2: Evaluation Inputs: L = crosswalk length (ft) Sp = average pedestrian walking speed (ft/s) t, = pedestrian start-up and end clearance time (s) V = vehicular hourly volume (veh/hr) vp = pedestrian flow rate (ped/s) v = vehicular flow rate (veh/s) = V/3600 We = crosswalk width (ft) N = number of through lanes crossed (Integer) defaults: Sp = 3.5 is = 3.0 'VP = 0* v = V/3600 W, = 8.0 N = INT(L/11) Input Table: L= Sp = t, = V = up = Z) = W, = N= 16 3.5 3 210 0.00 0.058 10.0 1 *no platooning observed (only used for two-stage crossings) defaults: Sp = 3.5 t, = 3.0 up= 0* V = V/3603 W, = 8.0 N= INT(L/11) Input Table: L= Sp = is = V = VP = L = W, = N= 16 3.5 3 365 0.00 0.101 10.0 1 .no platooning observed Crossing Treatment Yield Rate Input Table: My = motorist yield rate (decimal) My = 84% Entering data into the tables above will populate the evaluation tables in Microsoft Excel. Results: Average Delay5.7 LOS sec/ped B Developed by Bolton & Menk, Inc. for the Local Road Research Board Inputs and Results HCM Evaluation Worksheet Page 2 of 5 1685 CROSSTOWN BOULEVARD N.W.. ANDOVER, MINNESOTA 55304 • (763) 755-5100 FAX (763) 755-8923 . WWW.ANDOVERMN.GOV TO: CC: FROM: SUBJECT: Mayor and Council Members Jim Dickinson, City David D. Berkowitz, Director Discuss Intersection Study/Crosstown NW/21-29 — Engineering April 27, 2021 Engineer NW & Crosstown Drive INTRODUCTION The City Council is requested to review and discuss the attached Intersection Study for Crosstown Boulevard NW and Crosstown Drive NW. DISCUSSION At the January 26, 2021 City Council Workshop, the City Council directed staff to move forward with a detailed study to evaluate possible intersection improvements at Crosstown Boulevard NW and Crosstown Drive NW. At the February 23, 2021 City Council Workshop, the City Council approved a proposal from Bolton & Menk, Inc. (BMI) to prepare the study and bring back to the Council for discussion. Attached for your review and discussion is the Intersection Study for Crosstown Boulevard NW and Crosstown Drive NW. The details of the study will be reviewed and discussed at the meeting and representatives from BMI will be in attendance to answer any questions. Staff and BMI had meetings with Dennis Jones, Andover Fire Chief and the Anoka County Highway Department to review and discuss the findings of the study. ACTION REQUIRED The City Council is requested to review and discuss the attached Intersection Study for Crosstown Boulevard NW and Crosstown Drive NW and direct staff on how to proceed with such improvements. Respectfully submitted, CD.;�-O. David D. Berkowitz ./ Attachment: Intersection Study for Crosstown Boulevard NW and Crosstown Drive NW QD..10� BOLTON & MENK Real People. Real Solutions. INTERSECTION STUDY REPORT for CP 21-29 at Crosstown Boulevard at Crosstown Drive in City of Andover, Anoka County, Minnesota 12224 NicotletAvenue Burnsville, MN 55337-1649 Ph: (9521890-0509 Fax: (9521890-8065 Bolton-Menk.com I hereby certify that this report was prepared by me or under my direct supervision and that I am a duly Licensed Professional Engineer under the laws of the State of Minnesota. f'AAjA 43354 04/20/2021 Bryan T. Ndneth, P.E. License. No. Date Mie. 8 Nenk ,s an �r� O BOLTON & MENK Real People. Real Solutions. Introduction 12224 Nicollet Avenue Burnsville. MN 55337-1649 Ph: (9521890-0509 Fax: 19521890-8065 Bolton-Menk,corn The purpose of this report is to determine the appropriate intersection traffic control for the intersection of County Road 18 (Crosstown Boulevard) at Crosstown Drive/131i Avenue. The study intersection is located in the City of Andover, Anoka County, Minnesota. See Figure 1 below for the intersection location. Figure 1: Project Location +me,. eNe Nw 4 � • rc fC �N :nns4an rwdemy Crosstown Boulevard at Crosstown Drive Shady Knoll Pad Q The Oaks Park Q Slalny Your Ad Out, P t .. N\ Andover dmmal Ilo! Walmarl Sucercenier O c.r Andove © p argel o vfourivardsr t Existing Conditions Crosstown Boulevard is a two-lane, undivided, north -south, Minor Arterial roadway with a posted speed limit of 40 MPH. Crosstown Drive is a two-lane, undivided, east -west, Major Collector roadway with a posted speed limit of 30 MPH. 13911 Avenue is classified as a local roadway and has a posted speed limit of 30 MPH. East and west of the intersection are residential homes and Andover Fire Station 1 is located in the southeast corner of the intersection. Bolton E Menk is re a� aBd%P InSYlan;t Brokers - it bwl& Laee a'rE N1V !un\e. Li\e L:. v'rlrf Mdover Tadtn:cQ pq 3 Q - N\ Andover dmmal Ilo! Walmarl Sucercenier O c.r Andove © p argel o vfourivardsr t Existing Conditions Crosstown Boulevard is a two-lane, undivided, north -south, Minor Arterial roadway with a posted speed limit of 40 MPH. Crosstown Drive is a two-lane, undivided, east -west, Major Collector roadway with a posted speed limit of 30 MPH. 13911 Avenue is classified as a local roadway and has a posted speed limit of 30 MPH. East and west of the intersection are residential homes and Andover Fire Station 1 is located in the southeast corner of the intersection. Bolton E Menk is Name: Crosstown Boulevard & Crosstown Drive Intersection Study Date: April 21, 2021 Page: 2 The northbound and southbound approaches currently consist of a shared left -through lane and a dedicated right turn lane. The eastbound approach consists of a shared left -through lane and a channelized right turn lane. The westbound approach consists of a shared left -through -right lane. The intersection is currently two-way stop controlled requiring the eastbound and westbound vehicles to stop at the intersection. There is a sidewalk along the south side of Crosstown Drive and the east side of Crosstown Boulevard. There is one marked crosswalk crossing the east leg of the intersection. There are currently pedestrian ramps on three of the four corners of the intersection. The pedestrian ramps on the east leg of the intersection are for the marked crossing of the east leg. The pedestrian ramp on the southwest corner is in the north -south direction leading pedestrians across Crosstown Drive to the channelized right tum median, but there is not a receiving ramp or pedestrian facility at the median. Figure 2 below depicts an aerial view of the intersection. p rN tl-uon 8 Nen4 m an Name: Crosstown Boulevard & Crosstown Drive Intersection Study Date: April 21, 2021 Page: 3 Data Collection 24 hour turning movement counts were completed at Crosstown Boulevard at Crosstown Drive in March 2021 during one weekday of traffic. The AM peak hour was found to be from 7:00 AM to 8:00 AM and the PM peak hour was found to be from 4:00 PM to 5:00 PM. The operational analysis considered the peak hours at the intersection. Traffic counts were taken during the COVID-19 pandemic. As a result, the traffic volumes were lower than a typical weekday. Northbound traffic volumes were increased 20% based on historical daily volumes. Southbound traffic volumes were increased 25% based on historical daily volumes. Eastbound and westbound traffic volumes were increased 30% based on historical daily traffic volumes. Future traffic operations include background growth of the area. Traffic counts are included in Appendix C. Traffic Forecasting Growth rates were calculated for each leg of the intersection using the most recent MnDOT Annual Average Daily Traffic (AADT) volumes. Table 1 details existing AADT and growth rates used to calculate the forecasted AADT. Table 1: Traffic Volume Forecasting Projected 2022 and 2042 peak hour turning movements can be found in Appendix D. Warrant Analysis All -way stop control and traffic control signal warrant analyses were completed for the intersection using the 24-hour turning movement count data for the intersection. Traffic counts were not increased to Pre- COVID-19 conditions for the warrant analysis as they were for the operations analysis. Crosstown Boulevard was considered the major approach for analysis. Traffic Control Signal Warrant Analysis Traffic signal warrants have been developed as national guidelines to promote continuity of traffic control devices to ensure that traffic signals are installed at intersections that would benefit from their use. According to the Minnesota Manual on Uniform Traffic Control Devices (MnMUTCD), a traffic control signal should not be installed unless one or more of the warrants can be met, however the satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic signal. Furthermore, a traffic control signal should not be installed unless an engineering study indicates that the traffic control signal will improve the overall safety and operation of the intersection. Finally, the signal should not disrupt the progressive flow of traffic. Name: Crosstown Boulevard & Crosstown Drive Intersection Study Date: April 21, 2021 Page: 4 All -Way Stop Control Warrant Analysis All -way stop control can be useful as a safety measure at intersections if safety concerns exist because of high traffic volumes in multiple directions or if there is insufficient sight distance available to see conflicting traffic on an approach to an intersection. The decision to install an all -way stop control should be based on an engineering study. The MnMUTCD identifies the following criteria that should be considered in the engineering study for an all -way stop control installation: Condition A: Where traffic control signals are justified, an all -way stop can be installed as an interim measure. • Condition B: Five or more crashes are reported in a 12 -month period. • Condition C: The volume of either vehicles or a combination of vehicles, pedestrians and bicycles entering the intersection from all approaches for any eight hours of an average day meets the minimum volume requirements set forth in section 213.7 of the 2018 MnMUTCD. Further guidance and details are provided in the MnMUTCD. A roundabout is considered to be warranted if the intersection meets warrants for either a traffic signal or an all -way stop, but warrants for all -way stop or signal control are not the only consideration and are not required to implement a roundabout at a location. Warrant analysis results are shown for the existing traffic volumes in Table 2 below. Table 2: Warrants Met Warrant analysis shows that Signal Warrants are met under 2021 traffic volumes. All -Way Stop Control Warrants are not met under 2021 traffic volumes. Although traffic volumes do not meet all -way stop control warrants, all -way stop control would be appropriate under condition A. Detailed warrant analysis results can be found in Appendix D. Safety Analysis Crash data over the past ten years of available data (January 2011 — December 2020) was analyzed. Crash data is classified by severity: • F — Fatal • A — Serious Injury • B—Minor Injury • C —Possible Injury • PDO—Property Damage Only Table 3 details the crash severities and types and Table 4 details the observed crash rate & serious injury rates for the intersection. MnDOT uses a comparison of the crash rate and the critical rate when determining whether or not there is a safety issue at an intersection. The crash rate is the number of Ballon & Menti,, Hours Met Warrant RequiredHours Volumes 1A Eight -Hour Vehicular Volume (Minimum Volume) 8 9 1B Eight -Hour Vehicular Volume (Interuption of Traffic) 8 6 2 Four -Hour Vehicular Volume 4 6 3 Peak Hour 1 4 AWSC 8 4 Warrant analysis shows that Signal Warrants are met under 2021 traffic volumes. All -Way Stop Control Warrants are not met under 2021 traffic volumes. Although traffic volumes do not meet all -way stop control warrants, all -way stop control would be appropriate under condition A. Detailed warrant analysis results can be found in Appendix D. Safety Analysis Crash data over the past ten years of available data (January 2011 — December 2020) was analyzed. Crash data is classified by severity: • F — Fatal • A — Serious Injury • B—Minor Injury • C —Possible Injury • PDO—Property Damage Only Table 3 details the crash severities and types and Table 4 details the observed crash rate & serious injury rates for the intersection. MnDOT uses a comparison of the crash rate and the critical rate when determining whether or not there is a safety issue at an intersection. The crash rate is the number of Ballon & Menti,, Name: Crosstown Boulevard & Crosstown Drive Intersection Study Date: April 21, 2021 Page: 5 crashes per million entering vehicles (MEV). The crash rate considers all crash severities and fatal & serious injury rates consider only serious injury and fatal crashes. The critical rate is a statistical comparison based on similar intersections statewide in respect to entering volume, traffic control, environment, and speed limits. An observed crash rate greater than the critical rate indicates that the intersection operates outside of the expected, normal range. There were a total of 10 crashes reported at the intersection from 2011 to 2020: five of the crashes resulted in property damage only, two were possible injury crashes, and two were minor injury crashes. The most common crash type was right-angle crash. The observed crash rate for the intersection is 0.17 crashes per million entering vehicles. The intersection rate is less than the statewide average for similar type intersections of 0.35 and the critical rate of 0.56. Therefore, the intersection is operating within the expected, normal range in regard to crashes. No serious injury crashes were reported in the past 10 years. Although historical crash data does not indicate the intersection is operating outside of normal, expected ranges, other factors should be considered at this intersection. Eight of the ten crashes reported involved right-angle crashes, which could potentially be reduced by all -way stop control, a traffic signal, or a roundabout. A roundabout may have as many crashes as a traffic signal or all -way stop control (AWSC), however, the types of crashes associated with roundabouts tend to be less severe. The low speeds associated with roundabouts allow drivers more time to react to potential conflicts and the differential speeds within a roundabout are less, resulting in fewer severe crashes. The installation of an all -way stop or traffic signal usually results in more rear -end type crashes, while the installation of a roundabout usually involves sideswipe crashes, which tend to be less severe and are more likely to be property damage crashes than injury type crashes. The roundabout has fewer conflict points in comparison to a conventional intersection. Pedestrian conflict points are also reduced with a roundabout and pedestrian crossing is now separated into two -stages with the center median. See Figure 3 below for a comparative illustration of conflict points within a signalized/all-way stop controlled intersection and a roundabout. Sollan b Menh la an Name: Crosstown Boulevard & Crosstown Drive Intersection Study Date: April 21, 2021 Page: 6 Vehicle -Pedestrian and Vehicle -Vehicle Conflict Points O valcwp. mlw camtl. 0 vwd1.vN caoU o V.neow.w_ceee. • V�MUYwva Cuno Signalized/AWSC Single -Lane Roundabout Figures From: Roundabouts: An Informational Guide FKWA (Pub. No. MWA-RD-00-067) Figure 3 — Signal/AWSC and Roundabout Conflict Points Alternatives Five alternatives were considered at this location: Do Nothing/Existing Geometry with two-way stop control, All -Way Stop Control, Traffic Signal, a Compact Roundabout and a Single Lane Roundabout. Each alternative is summarized below. Do -Nothing (Existing Geometry): Maintain existing geometry and traffic control. All -Way Stop Control: Maintain existing geometry with all -way stop control. Traffic Sienal: Northbound and southbound approaches would be converted to have a left lane, through lane, and right lane. The westbound and eastbound approaches would be converted to have a left lane and through -right lane. Compact Roundabout: Convert the intersection to a compact roundabout. Single Lane Roundabout: Convert the intersection to a single lane roundabout. Operations Analysis An operations analysis was completed for the AM and PM peak hours using the existing and forecasted traffic volumes. The operational analysis results are described as a Level of Service (LOS) ranging from A to F. These letters serve to describe a range of operating conditions for different types of facilities. Levels of Service are calculated based on the Highway Capacity Manual 6" Edition, which bases the level of service on control delay. Control delay is the delay experienced by vehicles slowing down as they are approaching the intersection, the wait time at the intersection, and the time for the vehicle to speed up through the intersection and enter into the traffic stream. The average intersection control delay is a volume weighted average of delay experienced by all motorists entering the intersection on all intersection approaches. Level of service D is commonly taken as an acceptable design year LOS. Boren b Ml.k .s Name: Crosstown Boulevard & Crosstown Drive Intersection Study Date: April 21, 2021 Page: 7 The level of service and its associated intersection delay for a signalized and unsignalized intersection is presented below. The delay threshold for unsignalized intersections is lower compared to signalized intersections, which accounts for the fact that people expect a higher level of service when at a stop - controlled intersection. Roundabout intersections are evaluated based on which control it is being compared against. For this study, control delay per vehicle for a roundabout was evaluated utilizing unsignalized intersection parameters since the existing intersection is unsignalized. Table 5 details the control delay thresholds for signalized and unsignalized intersections. Table 5: Level of Service Criteria The alternatives were analyzed using VISSIM to determine LOS, average vehicle delays, and other measures of effectiveness. Table 6 and 7 detail the intersection and movement delay and LOS and queueing for the Do -Nothing with the 2022 AM and PM peak hour traffic volumes, respectively. Table 6: VISSIM Do -Nothing Traffic Operations Results — 2022 AM Peak Signalized Unsignalized LOS Control Delay per Vehicle (sec.) Control Delay per Vehicle (sec) A :510 <_10 B >10 and <_20 >10 and <_15 C >20 and <_35 >15 and <25 D >35 and 555 >25 and <35 E >55 and _580 >35 and <_50 APProacM1 >80 >50 The alternatives were analyzed using VISSIM to determine LOS, average vehicle delays, and other measures of effectiveness. Table 6 and 7 detail the intersection and movement delay and LOS and queueing for the Do -Nothing with the 2022 AM and PM peak hour traffic volumes, respectively. Table 6: VISSIM Do -Nothing Traffic Operations Results — 2022 AM Peak Table 7: VISSIM Do -Nothing Traffic Operations Results —2022 PM Peak PM Peak Hour Traffic Delay (sec/vehl AM Peak Hour Traffic Queuing (feet) Movement(Oelay-LOS) Traffic Delay (sec/vehl Left Tum Traffic Queuing feet Through Right Tum Movement(Delay- LDS) APProacM1 IntersMlan Lalt Tum Unit Through Bl,ht Tum IMertecum Approach Approach Approach L Storage Avg Mat NnkOA�Max Storage Avg Max Storage Avg Mu Avg L T p (Delay - LOS) (Dalry - LOS) Max Length EB 0-A W -B 2-AJ 7-A SB 1011 1013100 1013 1R 450 Cmsst. DrNW&Cres.7 200 Cmsstoon Or NW&CN xv. A 13-a 3-A 7-A TS 50 J! 63050 630 25 25 5o BIW NW 2-A NB B O -A 0-A 0-A 0 ]S 61225 100 T.Wpy$Myamml 3-A $B 1-A 1-A 1-A 1-A 50 X0 25 25 340 a 25 Table 7: VISSIM Do -Nothing Traffic Operations Results —2022 PM Peak PM Peak Hour Based on the 2022 forecasted traffic volumes, the two-way stop is anticipated to operate at an overall LOS A and B during the AM and PM peak hours, respectively. Eastbound left tum and through movements operate at a failing LOS during the PM peak hour. The maximum queue anticipated for any approach is approximately 18 vehicles for the eastbound approach during the PM peak hour. Maximum queue length of the eastbound approach blocks the intersection of Yukon Street and Crosstown Drive during the PM peak hour. Table 8 and 9 detail the intersection and movement delay and LOS and queueing for the All -Way Stop Control with the 2022 AM and PM peak hour traffic volumes, respectively. Hallam A. Ment is an Traffic Delay (sec/vehl I Traffic Queuing (feet) Movement(Oelay-LOS) Left Tum Through Right Tum Intersection Unit Intersection Approach Approach L T R (came LOS) (Delay -LORI Storage Avg Max Avg Max Storage Avg I Max Length ES U -B W -F 1'S a50 1013 1R 450 215 25 200 Cmsstoon Or NW&CN xv. L` -C E -D 1-A 20 C 25 50 630 25 50 25 50 BIW NW TwWaystop Gond B NB 5-A 3-A 0-A 3 A 25 100 612 3$ 100 38 3-A 1-A 1-A 2-A 25 50 119 25 50 X0 25 25 Based on the 2022 forecasted traffic volumes, the two-way stop is anticipated to operate at an overall LOS A and B during the AM and PM peak hours, respectively. Eastbound left tum and through movements operate at a failing LOS during the PM peak hour. The maximum queue anticipated for any approach is approximately 18 vehicles for the eastbound approach during the PM peak hour. Maximum queue length of the eastbound approach blocks the intersection of Yukon Street and Crosstown Drive during the PM peak hour. Table 8 and 9 detail the intersection and movement delay and LOS and queueing for the All -Way Stop Control with the 2022 AM and PM peak hour traffic volumes, respectively. Hallam A. Ment is an Name: Crosstown Boulevard & Crosstown Drive Intersection Study Date: April 21, 2021 Page: 8 Table 8: VISSIM All -Way Stop Control Traffic Operations Results — 2022 AM Peak AM Peak Hour Table 9: VISSIM All -Way Stop Control Traffic Operations Results —2022 PM Peak Traffic Del s (sec/vehl PM Peak Hour Traffic Queuing (feet) Traffic Queuin feet Movement(Delay - COS) Movement(Delay - LOS) Approach Intersection ieh Turn Queuing through Threvgh Right Tum Right Turn Intersection Approach Approach (peiay -LOS) (Oelay-LOS) (Delay -LOS) (Delay - LOS) Through Link Right Tum Dnk Intuvodion Max L T R EB Stooge An Max n M1 Avg Max Stooge Avg Maz L T R S-A 4A 6-A Storage Avg I Max 50 R 1W3 5p 15 225 75 R Crosstown Or NVJ&Crosstown>-A BIW NW 1 A 3-A 5-A 9-A 35 5pM25 350 NJ3 TS 50 ligU-R 8-A 1-A a -A 3-A 25 SO 612 25 m M 25 50 All -Way Stop Control 25 50 $-A 9-A gIW NW All -Way Stop control 15 1 125 1 739 75 125 300 50 ]m tso 400 Table 9: VISSIM All -Way Stop Control Traffic Operations Results —2022 PM Peak Based on the 2022 forecasted traffic volumes, the all -way stop control is anticipated to operate at an overall LOS A and C during the AM and PM peak hours, respectively. All approaches are anticipated to operate with acceptable delay. The anticipated average queue during the peak hours of the day ranges from one to two vehicle on each approach. The maximum queue anticipated for any approach is approximately 16 vehicles for the northbound approach during the PM peak hour. The average queue length of the southbound approach blocks the adjacent driveways to the north during both peak hours. Table 10 and 11 detail the intersection and movement delay and LOS and queueing for the Traffic Signal with the 2022 AM and PM peak hour traffic volumes, respectively. Table 10: VISSIM Traffic Signal Traffic Operations Results — 2022 AM Peak AM Peak Hour Traffic Delay (sec/vehl PM Peak Hour Traffic Queuing (feet) Trafficqueci feet Movement(Delay - COS) Traffic Delay (sec/veh) I Traffic Queuing (feet) Threvgh Right Turn Approach Movemeor(Delay - LOS) Approach Approach leh To (Delay -LOS) (Delay - LOS) Through Dnk 4n h Right Tum Dnk Intuvodion Max L T R (Delay -LOS) EB L T P btersection Approach Approach Avg Max L T R (Delay - LOS) (Delay - LOS) Storage Avg I Max le snth Ay, Maz Storagea Max aro Ea 10-3 9-A 2-A 9-A 25 JS 350 NJ3 TS ]So 325 -B crossm«n D. Nw & croasmwn 3-A lVH >-A 5-A a -A 9-A - ss 50 630 25 50 - gIW NW All -Way Stop control 15-c N0 26-C 24-C 6-A 24-C 350 aro 612 tso 400 225 SS 10-8 14-B 5-A 10-8 75 1'A 119 75 150 330 100 Based on the 2022 forecasted traffic volumes, the all -way stop control is anticipated to operate at an overall LOS A and C during the AM and PM peak hours, respectively. All approaches are anticipated to operate with acceptable delay. The anticipated average queue during the peak hours of the day ranges from one to two vehicle on each approach. The maximum queue anticipated for any approach is approximately 16 vehicles for the northbound approach during the PM peak hour. The average queue length of the southbound approach blocks the adjacent driveways to the north during both peak hours. Table 10 and 11 detail the intersection and movement delay and LOS and queueing for the Traffic Signal with the 2022 AM and PM peak hour traffic volumes, respectively. Table 10: VISSIM Traffic Signal Traffic Operations Results — 2022 AM Peak AM Peak Hour Table 11: VISSIM Traffic Signal Control Traffic Operations Results —2022 PM Peak PM Peak Hour Traffic Delay (sec/vehl Traffic Queuing (feet) Trafficqueci feet Movement(Delay - COS) Movement(Delay - WS) Approach In10r lon telt Tum Through Threvgh Right Turn Approach Intersection Approach Approach (Delay - LOS) (Delay -LOS) (Delay - LOS) Max Dnk 4n h Avg Dnk 5toroge Avg Max L T R (Delay -LOS) EB L T P 19-8 Storage Avg Max Wrath An Max Storage Avg Maz Crosstown DrNW&Crosstown EB 12-B 9-A 4-A 10-8 aro 300 75 in 1069 25 15 b 75 cro5stwvn C.It. NB 15-B 1-A 2-A g -A M12 -B 13-0 3-A 9-A 300 25 50 615 25 50 8 50 OIWMV Slpnalivedlnteara;ian 6-A NB 6-A 3-A 1-A 3 A 300 0 n 613 25 50 330 15 25 SB 5-A 5-A 3-A 5-A 331 25 25 112 50 1W 3b 50 100 Table 11: VISSIM Traffic Signal Control Traffic Operations Results —2022 PM Peak PM Peak Hour Based on the 2022 forecasted traffic volumes, the traffic signal is anticipated to operate at an overall LOS A. All approaches are anticipated to operate with acceptable delay. The maximum queue anticipated for any approach is approximately eight vehicles for the eastbound approach during the PM peak hour. The maximum queue length of the southbound approach blocks the adjacent driveways to the north during both peak hours. 1..n ecu.! oPpenun,} employer Traffic Delay(Sec/veh) Traffic Queuing (feet) Movement(Delay - COS) Intersection OF Turn Through Right Tum intersection Approach Approach (Delay - LOS) Storage Avg Max Dnk 4n h Avg Mar 5toroge Avg Max L T R (Delay -LOS) EB 21-C U -B 4 A 19-8 300 125 200 1069 25 15 25 15 Crosstown DrNW&Crosstown V1B 15-B 14-a 9 A 14-B aro 25 So 625 25 So 25 50 BIW NW Slpnollxd lnterseRion 9-A NB 15-B 1-A 2-A g -A Yp 25 50 613 15 LA 300 4 25 38 13-8 6-A 3-A 5-A 340 3 25 1 212 So M 3W I 5o 25 Based on the 2022 forecasted traffic volumes, the traffic signal is anticipated to operate at an overall LOS A. All approaches are anticipated to operate with acceptable delay. The maximum queue anticipated for any approach is approximately eight vehicles for the eastbound approach during the PM peak hour. The maximum queue length of the southbound approach blocks the adjacent driveways to the north during both peak hours. 1..n ecu.! oPpenun,} employer Name: Crosstown Boulevard & Crosstown Drive Intersection Study Date: April 21, 2021 Page: 9 Table 12 and 13 detail the intersection and movement delay and LOS and queueing for the compact roundabout with the 2022 AM and PM peak hour traffic volumes, respectively. Table 12: VISSIM Compact Roundabout Traffic Operations Results — 2022 AM Peak Table 13: VISSIM Compact Roundabout Traffic Operations Results —2022 PM Peak 2022 PM Peak Hour Traffic Dela sec/veh Traffic Queuing feet Intersection Approach 2022 AM Peak Hour Intersection (Delay - LOS) Approach Storage Avg Max Approach EB Traffic Dela sec/veh) Traffic Queuing (feet) 7-A WB Movement (Delay - LOS) Approach Intersection Approach 400 50 450 Intersection Approach 50 ZS 325 WB (Delay - LOS) (Delay - LOS) Blvd NW 2-A NB 1-A 2-A 1-A 2-A L T R SB Storage Avg Max EB 5-A I 3-A 3-A 5-A 250 25 150 Crosstown or NW&Crosstown WB i -A 2-A 2-A 2-A 75 0 25 Blvd NW 3-A NB 2-A 2-A 2-A 2-A 400 0 50 Compact Roundabout SB 3-A 3-A 3-A 3-A 50 25 275 Table 13: VISSIM Compact Roundabout Traffic Operations Results —2022 PM Peak 2022 PM Peak Hour Traffic Dela sec/veh Traffic Queuing feet Intersection Approach Movement (Delay - LOS) Approach L T R (Delay - LOS) Intersection (Delay - LOS) Approach Storage Avg Max Approach EB 5-A 4-A 4-A 5-A 250 25 175 Crosstown DrNW&Crosstown Blvd NW Compact Roundabout 7-A WB 10-B 9-A 9-A 10-B 75 25 50 NB 13-B 12-B 11-8 13-B 400 50 450 SB 4-A 5-A 5-A 5-A 50 ZS 325 WB 2-A 2-A 1-A 2-A Based on the 2022 forecasted traffic volumes, the compact roundabout is anticipated to operate at an overall LOS A. All approaches are anticipated to operate with acceptable delay. The anticipated average queue during the peak hours of the day ranges from one to two vehicle on each approach. The maximum queue anticipated for any approach is approximately 18 vehicles for the northbound approach during the PM peak hour. Maximum queue length of the northbound approach blocks the Crosstown Boulevard entrance to Andover Fire Station No. I during the PM peak hour. Also, the maximum queue length of the southbound approach blocks the adjacent driveways to the north during both peak hours. Table 14 and 15 detail the intersection and movement delay and LOS and queueing for the single lane roundabout with the 2022 AM and PM peak hour traffic volumes, respectively. Table 14: VISSIM Single Lane Roundabout Traffic Operations Results —2022 AM Peak 2022 AM Peak Hour Traffic Dela sec/veh I Traffic Queuing feet Movement (Delay - LOS) Approach Intersection Approach Intersection Approach (Delay - LOS) (Delay - LOS) L T R Storage Avg Max EB 2-A 1-A 2-A 2-A 225 25 125 Crosstown DrNW&Crosstown WB 2-A 2-A 1-A 2-A 75 0 50 Blvd NW 2-A NB 1-A 2-A 1-A 2-A 375 0 50 Single Lane Roundabout SB 3-A 3-A 3-A 3-A 50 25 225 aonon & Menk iz an Name: Crosstown Boulevard & Crosstown Drive Intersection Study Date: April 21, 2021 Page: 10 Table 1S: VISSIM Single Lane Roundabout Traffic Operations Results —2022 PM Peak Based on the 2022 forecasted traffic volumes, the single lane roundabout is anticipated to operate at an overall LOS A. All approaches are anticipated to operate with minimal delay. The anticipated average queue during the peak hours of the day is one vehicle on each approach. The maximum queue anticipated for any approach is approximately 12 vehicles for the southbound approach during the PM peak hour. Maximum queue length of the southbound approach blocks the adjacent driveways to the north during both peak hours. Table 16 and 17 detail the intersection and movement delay and LOS and queueing for the Traffic Signal with the 2024 AM and PM peak hour traffic volumes, respectively. Table 16: VISSIM Traffic Signal Traffic Operations Results — 2042 AM Peak AM Peak Hour Traffic Dela sec/veh 2022 PM Peak Hour I Traffic Queuing feet Traffic Dela sec/veh Traffic Queuing feet Movement(Delay - LOS) Approach Movement (Delay - LOS) Approach Intersection Approach Through Intersection Approach Intersection (Delay - LOS) (Delay - LOS) Approach (Delay -COSI (OelaY-LOS) Avg L T R kh Maa Storage Avg Max EB 3-A 3-A 2-A 3-A 15.8 S-A 20-C 225 25 150 Crosstown or NW&Crosstown Avg len WB 5-A 5-A 5-A 5-A 75 0 50 Blvd NW 4-A NB 5-A 5-A S-A 5-A 375 25 275 Single Lane Roundabout 10 5B 3-A 3-A 3-A 3-A 50 25 300 300 35 Based on the 2022 forecasted traffic volumes, the single lane roundabout is anticipated to operate at an overall LOS A. All approaches are anticipated to operate with minimal delay. The anticipated average queue during the peak hours of the day is one vehicle on each approach. The maximum queue anticipated for any approach is approximately 12 vehicles for the southbound approach during the PM peak hour. Maximum queue length of the southbound approach blocks the adjacent driveways to the north during both peak hours. Table 16 and 17 detail the intersection and movement delay and LOS and queueing for the Traffic Signal with the 2024 AM and PM peak hour traffic volumes, respectively. Table 16: VISSIM Traffic Signal Traffic Operations Results — 2042 AM Peak AM Peak Hour Table 17: VISSIM Traffic Signal Control Traffic Operations Results —2042 PM Peak PM Peak Hour Traffic Dela sec/veh I Traffic Queuing feet Movement(Delay - LOS) Approach IntersectionLeft Icft Turn Turn Through Right Tum Intersection APPreach Approach (Delay -COSI (OelaY-LOS) Avg Maa Length kh Maa L T R (DalaY-LOS) L T R 2A -C 15.8 S-A 20-C Storage Avg Mea Avg len Mar Storage Avg Mao MAwg EB 13-8 9-A a -A 30-B 3W 300 ]5 115 1M9 A 100 So 10 CrOssttnvn 01 W&&&Crmsbwn 13-B WB la -B g -A 3-A 9-A 300 35 50 fi25 2s so 25 50 Slgnolized IntersMion 6 A NS 3.8 a -A 1-A s -A 300 25 25 fi13 >5 W 30e 25 35 SB 10-8 6-A 0-A 6-A 300 25 50 711 50 I 135 YO 1 50 1W Table 17: VISSIM Traffic Signal Control Traffic Operations Results —2042 PM Peak PM Peak Hour Based on the 2042 forecasted traffic volumes, the traffic is anticipated to operate at an overall LOS A and B during the AM and PM peak hour, respectively. All approaches are anticipated to operate with acceptable delay. The maximum queue anticipated for any approach is approximately 10 vehicles for the eastbound approach during the PM peak hour. The maximum queue length of the southbound approach blocks the adjacent driveways to the north during both peak hours. Table 18 and 19 detail the intersection and movement delay and LOS and queueing for the compact roundabout with the 2042 AM and PM peak hour traffic volumes, respectively. Balton & Mark is an Traffic Dela (sec/veh) I Traffic Queui (feet) Movement Dela -LOS) Interaction Icft Turn Thmu h Interaction Approach Approach (Delay - LOS) Zrii.e Avg Maa Length Avg Maa L T R (DalaY-LOS) EB 2A -C 15.8 S-A 20-C 300 135 350 1049 So 75Blvd MAwg cresstwm Or NW&crosstown NW 10 B W9 2]-B M -B 5 A 1]-a 3W 25 SD63525 50Slgoolited NS 13-B B -A 3-A 9-A 3rA 50 ]5 6" 2W ]25 Irrame[Uon 30-B ]-A 3 A 6-A 300 35 ]5 ]12 75 150 Based on the 2042 forecasted traffic volumes, the traffic is anticipated to operate at an overall LOS A and B during the AM and PM peak hour, respectively. All approaches are anticipated to operate with acceptable delay. The maximum queue anticipated for any approach is approximately 10 vehicles for the eastbound approach during the PM peak hour. The maximum queue length of the southbound approach blocks the adjacent driveways to the north during both peak hours. Table 18 and 19 detail the intersection and movement delay and LOS and queueing for the compact roundabout with the 2042 AM and PM peak hour traffic volumes, respectively. Balton & Mark is an Name: Crosstown Boulevard & Crosstown Drive Intersection Study Date: April 21, 2021 Page: 11 Table 18: VISSIM Compact Roundabout Traffic Operations Results —2042 AM Peak 2042 AM Peak Hour Traffic Dela sec/veh Traffic Queuing feet Approach Movement (Delay - LOS) Approach Intersection Right Turn Intersection Approach 6-A 6-A I 5-A 6-A 10-0 Storage Avg Max L T R (Delay - LOS) (Delay - LOS) 17-C 16-C 17-C 17-C EB 7-A 5-A 5-A 7-A 6-A 7-A 6-A 7-A 250 25 250 Crosstown or NW&Crosstown WB 3-A 3-A 2-A 3-A 75 0 50 Blvd NW 4-A NB 3-A 3-A 3-A 3-A 400 0 75 Compact Roundabout Storage SB 3-A 3-A 3-A 3-A 50 25 350 EB 3-A Table 19: VISSIM Compact Roundabout Traffic Operations Results —2042 PM Peak 2042 PM Peak Hour Traffic Dela sec veh I Traffic Queuing feet Intersection Approach Movement (Delay - LOS) Approach L T R (Delay - LOS) Intersection (Delay - LOS) Right Turn Storage Avg Max Crosstown or NW&Crosstown Blvd NW Compact Roundabout EB 6-A 6-A I 5-A 6-A 10-0 250 25 200 9 -A 9-A a -A 9-A 75 25 so i 17-C 16-C 17-C 17-C 400 100 575 6-A 7-A 6-A 7-A 50 25 400 (Delay - LOS) Based on the 2042 forecasted traffic volumes, the compact roundabout is anticipated to operate at a LOS A and B during the AM and PM peak hours, respectively. All approaches are anticipated to operate with acceptable delay. The anticipated average queue during the peak hours of the day ranges from one to four vehicle on each approach. The maximum queue anticipated for any approach is approximately 23 vehicles for the northbound approach during the PM peak hour. Maximum queue length of the northbound approach blocks the Crosstown Boulevard entrance to Andover Fire Station No. I during the PM peak hour. Also, the maximum queue length of the southbound approach blocks the adjacent driveways to the north during both peak hours. Table 20 and 21 detail the intersection and movement delay and LOS and queueing for the single lane roundabout with the 2042 AM and PM peak hour traffic volumes, respectively. Table 20: VISSIM Single Lane Roundabout Traffic Operations Results —2042 AM Peak 2042 AM Peak Hour Traffic Dela sec/veh Traffic Queuing feet Movement (Delay - LOS) Approach Intersection Approach Intersection Approach (Delay - LOS) (Delay - LOS) L T R Storage Avg Max EB 3-A 2-A 3-A 3-A 225 25 175 Crosstown Crosstown WB 2-A 2-A 2-A 2-A 75 0 50 Blvd NW 3 A NB 2-A 1-A 2-A 2-A 375 0 So Single Lane Roundabout SB 3-A 3-A 3-A 3-A 50 25 Name: Crosstown Boulevard & Crosstown Drive Intersection Study Date: April 21, 2021 Page: 12 Table 21: VISSIM Single Lane Roundabout Traffic Operations Results —2042 PM Peak 2042 PM Peak Hour Traffic Dela sec/veh Traffic Queuing feet Movement(Delay - LOS) Approach Intersection Approach Intersection Approach (Delay - LOS) (Delay - LOS) L T R Storage Avg Max EB 3-A 4-A 3-A 4-A 225 25 175 Crosstown DrNW&Crosstown WB 6-A 6-A 7-A 7-A 75 0 50 Blvd NW 4-A NB 6-A 6-A 7-A 7-A 375 25 375 Single Lone Roundabout 5B 4-A 4-A 3-A 4-A 50 25 350 Based on the 2042 forecasted traffic volumes, the single lane roundabout is anticipated to operate at an overall LOS A. All approaches are anticipated to operate with minimal delay. The anticipated average queue during the peak hours of the day is one vehicle on each approach. The maximum queue anticipated for any approach is approximately 15 vehicles for the northbound approach during the PM peak hour. Maximum queue length of the southbound approach blocks the adjacent driveways to the north during both peak hours. Fire Department Considerations The Andover Fire Department Station #1 is located on the southeast corner of the intersection of Crosstown Boulevard NW and Crosstown Drive NW. The primary egress from the site for the fire trucks is on the south leg of the intersection. There is also an access to the east leg of the intersection. A traffic signal or single lane roundabout are both considered to be able to handle the traffic volumes and fire operations, having been designed to accommodate them. While the compact roundabout would require some vehicles to traverse the center island when making a turn, the compact roundabout designed is able to accommodate buses, most fire trucks, and snowplows in the driving lanes. Roundabouts have been constructed adjacent to other fire stations in the state, with similar volumes at the roundabout. If a traffic signal is constructed, it is recommended that Emergency Vehicle Preemption (EVP) be employed at both the intersection and at the fire station. Cost Analysis The total estimated cost including construction cost and engineering costs were determined for the traffic control options. Engineering costs are estimated at 20% of the construction cost. The total cost for a traffic signal is estimated to be $1,741,000. It is noted that a signal modification may require additional right-of-way approximately 450 feet north of Crosstown Drive, west of Crosstown Boulevard to provide adequate turn lanes and to match into the current design along Crosstown Boulevard. The total cost for a compact roundabout is estimated to be $960,000. The total cost for a single lane roundabout is estimated to be $1,160,000. Cost estimate details can be found in Appendix B. Recommendations Signal warrants are met based on 2021 traffic volumes, justifying the need for enhanced traffic control to manage traffic conflicts and the traffic volumes. The traffic operations indicate that the Traffic Signal or Single Lane Roundabout alternative would be anticipated to operate acceptably during the forecasted 2042 peak hours. However, the traffic signal is anticipated to need additional right-of-way acquisition B.R.n & Monk ., an Name: Crosstown Boulevard & Crosstown Drive Intersection Study Date: April 21, 2021 Page: 13 along the north leg. Furthermore, the single lane roundabout is anticipated to have minimal average traffic queues for all approaches. The single lane roundabout would improve safety of the intersection by effectively eliminating the potential for right-angle crashes that are being experienced at the intersection. Roundabout intersections are proven to decrease the opportunity for severe and fatal crashes in comparison to a signalized intersection. Additionally, pedestrian safety is better accommodated by creating two-stage crossings and decreasing the crossing distances on each leg of the intersection. A Single Lane Roundabout is recommended at the intersection of Crosstown Boulevard and Crosstown Drive. Operational analysis of a single lane roundabout shows a roundabout treatment would be anticipated to maintain acceptable traffic operations and queues with area traffic growth as well as provide significant safety benefits. During the course of preparing this study, conversations were held with both the City of Andover Fire Department and the Anoka County Highway Department. Both agencies will be engaged further as the project moves forward. Based on the County Highway Department comments, the next step would include preparation of an Intersection Control Evaluation (ICE) report. Much of the information contained in this report can be carried forward into that document. Single Lane Roundabout layout can be found in Appendix A. Appendix A Intersection Layout & Menk is an v a 100 SCALE IN FEET It w Y p F.' LA iy. 91d rr BOLTON SINGLE LANE ROUNDABOUT D& M E N K CITY OF ANDOVER, ANO KA COUNTY, MN rby t zoo I 'q� G� w•^.t SCALE IN FEET �, �, y o j , 34 O IV r L PIF' 7 k 0BOLTON TRAFFIC SIGNAL & M E N K CITY OF ANDOVER, ANOKA COUNTY, MN e' l_0 SCALE IN FEET S �7 03 :saa' T a 0 4; f Jjto 1y i 1 1 . 47 F_ I%Ar 4 >t 1 t ^t f• ... q @BOLTON & MENK T O 0 COMPACT ROUNDABOUT CITY OF ANDOVER, ANO'KA COUNTY, MN G�O��`, 4 >t 1 t ^t f• ... q @BOLTON & MENK T O 0 COMPACT ROUNDABOUT CITY OF ANDOVER, ANO'KA COUNTY, MN Appendix B Cost Estimate Preliminary Design Opinion of Probable Cost Crosstown Boulevard and Crosstown Drive - Single Lane Roundabout City of Andover 4/20/2021 \\ umsville,IroMDWR1123913\2_Pre1imineryw CslculationsTmlim Cast Estmele_Single.xisx ©BOLTON & MENK Real People Real Solutlons. Item Unit ..Total Qty. - Unit Price Total Cost MAJOR ROADWAY AND TRAIL REMOVE BITUMINOUS PAVEMENT BY 10,200 $ 4.00 $ 41,000 MILL BITUMINOUS SURFACE (2.0") SY 2,600 $ 2.00 $ 5,000 EXCAVATION -COMMON CY 1,400 $ 15.00 $ 21,000 COMMON EMBANKMENT (CV) CY 300 $ 9.00 $ 3,000 AGGREGATE BASE (CV) CLASS 5 (Roadway) CY 600 $ 29.00 $ 17,000 AGGREGATE BASE (CV) CLASS 5 (Trail) CY 200 $ 29.00 $ 6,000 SELECT GRANULAR (CV) CY 1,700 $ 15.00 $ 26,000 TYPE SP BITUMINOUS MIX (Roadway) TON 2,200 $ 65.00 $ 143,000 TYPE SP BITUMINOUS MIX (Trail/Driveway) TON 300 $ 60.00 $ 18,000 8" CONCRETE WALK (Median) SF 12,000 $ 10.00 $ 120,000 6" CONCRETE WALK (Ped Ramps) SF 1,000 $ 8.00 $ 8,000 CURB AND GUTTER LIN FT 3,700 $ 19.00 $ 70,000 Subtotal $ 478,000 OTHER ROADWAY ITEMS DRAINAGE LS 1 $ 110,000 $ 110,000 LIGHTING LS 1 $ 104,000 $ 104,000 Subtotal $ 214,000 PRECENTAGEITEMS MOBILIZATION 5% of all $ 35,000 MISC REMOVALS (CURB, SIGNS, TREES, ETC.) 2.0% of all $ 14,000 SIGNING & PAVEMENT MARKINGS 5.0% of all $ 35,000 TURF ESTABLISHMENT AND EROSION CONTROL 3% of all $ 21,000 TRAFFIC CONTROL 10% of all $ 69,000 CONTINGENCY FOR MISSING ITEMS 15% of all $ 104,000 Subtotal $ 278,000 Construction Cost (2020 Dollars) $ 970,000 Anticipated Right -of -Way Cost (2020 Dollars) $ - Engineering Cost (2020 Dollars) $ 190,000 Total Cost (2020 Dollars)l $ 1,160,000 \\ umsville,IroMDWR1123913\2_Pre1imineryw CslculationsTmlim Cast Estmele_Single.xisx ©BOLTON & MENK Real People Real Solutlons. Preliminary Design Opinion of Probable Cost Crosstown Boulevard and Crosstown Drive - Traffic Signal Alt 1 City of Andover 4/20/2021 ®BOLTON & MENK \\bumsville4NV\NDWR1123913�-Preliminaryk _Calculation\Prelim Cast EsGmale_Traffic Signal Alt l.xlsx Real People. Real Sohrtlons. ...Item Unit Total Qty : -Unit Price Total Cost MAJOR ROADWAY AND TRAIL REMOVE BITUMINOUS PAVEMENT SY 9,800 $ 4.00 $ 39,000 MILL BITUMINOUS SURFACE (2.0") SY 2,500 $ 2.00 $ 5,000 EXCAVATION - COMMON CY 4,400 $ 15.00 $ 66,000 COMMON EMBANKMENT (CV) CY 400 $ 9.00 $ 4,000 AGGREGATE BASE (CV) CLASS 5 (Roadway) CY 1,800 $ 29.00 $ 52,000 SELECT GRANULAR (CV) CY 5,200 $ 15.00 $ 78,000 TYPE SP BITUMINOUS MIX (Roadway) TON 5,700 $ 65.00 $ 371,000 6" CONCRETE WALK (Ped Ramps) SF 1,500 $ 8.00 $ 12,000 CURB AND GUTTER LIN FT 3,100 $ 19.00 $ 59,000 Subtotal $ 686,000 OTHER ROADWAY ITEMS DRAINAGE LS 1 $ 50,000 $ 50,000 SIGNAL AND LIGHTING LS 1 $ 300,000 $ 300,000 Subtotal $ 350,000 PRECENTAGEITEMS MOBILIZATION 5% of all $ 52,000 MISC REMOVALS (CURB, SIGNS, TREES, ETC.) 2.0% of all $ 21,000 SIGNING & PAVEMENT MARKINGS 5.0% of all $ 52,000 TURF ESTABLISHMENT AND EROSION CONTROL 3% of all $ 31,000 TRAFFIC CONTROL 10% of all $ 104,000 CONTINGENCY FOR MISSING ITEMS 15% of all $ 155,000 Subtotal $ 415,000 Construction Cost (2020 Dollars) $ 1,451,000 Anticipated Right -of -Way Cost (2020 Dollars) $ - Engineering Cost (2020 Dollars)l $ 290,000 Total Cost (2020 Dollars)[ $ 1,741,000 ®BOLTON & MENK \\bumsville4NV\NDWR1123913�-Preliminaryk _Calculation\Prelim Cast EsGmale_Traffic Signal Alt l.xlsx Real People. Real Sohrtlons. Preliminary Design Opinion of Probable Cost Crosstown Boulevard and Crosstown Drive - Compact Roundabout City of Andover 4/20/2021 WANDWCR1123913U-PreliminaryW_CalwlationsTrelim Cost EsUmate_Mini.xlsx ®BOLTON & MENK Real People Real Solo Ions. -Item Unit Total Qty Unit Price Total Cost MAJOR ROADWAY AND TRAIL REMOVE BITUMINOUS PAVEMENT SY 9,800 $ 4.00 $ 39,000 MILL BITUMINOUS SURFACE (2.0") SY 2,600 $ 2.00 $ 5,000 EXCAVATION - COMMON CY 1,300 $ 15.00 $ 20,000 COMMON EMBANKMENT (CV) CY 200 $ 9.00 $ 2,000 AGGREGATE BASE (CV) CLASS 5 (Roadway) CY 500 $ 29.00 $ 15,000 AGGREGATE BASE (CV) CLASS 5 (Trail) CY 100 $ 29.00 $ 3,000 SELECT GRANULAR (CV) CY 1,500 $ 15.00 $ 23,000 TYPE SP BITUMINOUS MIX (Roadway) TON 1,900 $ 65.00 $ 124,000 TYPE SP BITUMINOUS MIX (Trail/Driveway) TON 300 $ 60.00 $ 18,000 8" CONCRETE WALK (Median) SF 12,000 $ 10.00 $ 120,000 6" CONCRETE WALK (Ped Ramps) SF 1,000 $ 8.00 $ 8,000 CURB AND GUTTER LIN FT 3,400 $ 19.00 $ 65,000 Subtotal $ 442,000 OTHER ROADWAY ITEMS DRAINAGE LS 1 $ 50,000 $ 50,000 LIGHTING LS 1 $ 80,000 $ 80,000 Subtotal $ 130,000 PRECENTAGEITEMS MOBILIZATION 5% of all $ 29,000 MISC REMOVALS (CURB, SIGNS, TREES, ETC.) 2.0% of all $ 11,000 SIGNING & PAVEMENT MARKINGS 5.0% of all $ 29,000 TURF ESTABLISHMENT AND EROSION CONTROL 3% of all $ 17,000 TRAFFIC CONTROL 10% of all $ 57,000 CONTINGENCY FOR MISSING ITEMS 15% of all $ 86,000 Subtotal $ 229,000 Construction Cost (2020 Dollars)l $ 800,000 Anticipated Right -of -Way Cost (2020 Dollars) $ - Engineering Cost (2020 Dollars)l $ 160,000 Total Cost (2020 Dollars)l $ 960,000 WANDWCR1123913U-PreliminaryW_CalwlationsTrelim Cost EsUmate_Mini.xlsx ®BOLTON & MENK Real People Real Solo Ions. Appendix C Traffic Count Data & Forecasting Crosstown Drive & Crosstown Blvd 2022 Turning Movement CountsO B LTON � MENK �City of Andover, Minnesota March 2021 Real People. Real Snl,It, , Crosstown Drive & Crosstown Blvd 2042 Turning Movement Counts BOLTON Mq City of Andover, Minnesota March 2021 Real Peo0 M E N K e. Real Solullom. Xdtan and At mi, 4740. 12224 Nicollet Ave Burnsville, MN 55337 File Name : Crosstown -Dr -NW -Crosstown -Blvd -NW -0000 -2400 - Site Code : 01 Crosstown Boulevard at Crosstown Drive Start Date : 3/3/2021 Andover, MN Page No : 1 04:00 AM1 Crosstown Boulevard 0 0 0 139th Avenue 0 0 0 Crosstown Boulevard 0 0 0 Crosstown Drive 0 0 0 1 1 0 From North 0 0 1 8 From East 0 2 0 0 From South 2 0 0 1 From West 0 1 0 Start Time Right Thru Left UTrn Peds AppTOWII Ri ht Thru Left UTm Peds App. To el Right Thru I Left I UTrn FPecs App. Total Right I Thru I Left I UTrn Peds App.T.., Int. Total 12:00 AM 0 1 0 0 0 1 0 1 0 0 0 1 0 3 0 0 0 3 0 1 4 0 0 5 10 12:15 AM 1 1 0 0 0 2 0 0 0 0 0 0 0 2 0 0 0 2 0 0 2 0 0 2 6 12:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 2 1 0 0 3 0 1 5 0 0 6 9 12:45 AM 4 0 0 0 0 4 0 0 0 0 0 0 0 2 0 0 0 2 0 0 2 0 0 2 8 Total 5 2 0 0 0 7 0 1 0 0 0 1 0 9 1 0 0 10 0 2 13 0 0 15 33 0100 AM 0 1 1 0 0 2 0 0 0 0 0 0 0 1 0 0 0 1 1 0 2 0 0 3 6 0115 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 1 01:30 AM 0 1 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 2 01:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 2 0 0 1 0 0 1 3 Total 0 2 1 0 0 3 1 0 0 0 0 0 0 1 0 5 0 0 0 5 1 0 3 0 0 4 1 12 02:00 AM 1 2 0 0 0 3 0 0 0 0 0 0 0 1 0 0 0 1 0 0 1 0 0 1 5 02:15 AM 1 1 1 0 0 3 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 4 02:30 AM 1 2 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 5 02:45 AM 1 3 0 0 0 4 0 0 1 0 0 1 0 1 0 0 0 1 0 0 0 0 0 0 6 Total 4 8 1 0 0 13 0 0 1 0 0 1 0 2 1 0 0 3 0 0 3 0 0 3 20 03:00 AM 0 5 0 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 03:15 AM 1 1 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 03:30 AM 1 5 0 0 0 6 0 0 0 0 0 0 0 1 0 0 0 1 3 0 0 0 0 3 10 03'45 AM 1 2 0 0 0 3 0 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 4 Total 3 13 0 0 0 16 0 0 0 0 0 ol 0 2 0 0 0 2 1 3 0 0 0 0 3 1 21 04:00 AM1 5 0 0 0 6 0 0 0 0 0 0 0 1 0 0 0 1 1 0 0 0 0 1 8 04:15 AM 0 2 0 0 0 2 0 0 1 0 0 1 0 2 0 0 0 2 1 0 2 0 0 3 8 04:30 AM 7 9 0 0 0 16 0 0 0 0 0 0 0 2 0 0 0 2 2 0 2 0 0 4 22 04'45 AM 3 21 1 0 0 25 0 0 0 0 0 0 1 4 0 0 0 5 3 0 1 0 0 4 34 Total 11 37 1 0 0 49 1 0 0 1 0 0 1 1 9 0 0 0 10 1 7 0 5 0 0 12 72 05:00 AM 14 18 0 0 0 32 0 0 3 0 0 3 0 3 0 0 0 3 5 0 4 0 0 9 47 05:75 AM 8 20 0 0 0 28 0 0 3 0 0 3 0 1 1 0 0 2 6 0 7 0 0 7 40 05:30 AM 14 33 0 0 0 47 1 0 1 0 0 2 1 5 1 0 0 7 7 0 6 0 0 13 69 0545 AM 12 29 1 0 0 42 1 1 2 0 0 4 0 7 2 0 0 9 6 0 7 0 0 13 fib Total 48 100 1 0 0 149 2 1 9 0 0 12 1 16 4 0 0 21 24 0 18 0 0 42 224 06:00 AM 11 41 0 0 0 52 0 0 1 0 0 1 0 6 0 0 0 6 7 0 4 0 0 11 70 06:15 AM 19 46 0 0 0 65 0 0 0 0 0 0 0 8 2 0 0 10 6 0 15 0 0 21 96 06:30 AM 43 56 0 0 0 99 0 0 0 0 1 1 0 16 1 0 0 17 8 0 17 0 0 25 142 06:45 AM 38 54 0 0 0 92 0 1 1 0 0 2 0 23 1 0 0 24 6 0 26 0 0 32 150 Total 111 197 0 0 0 308 0 1 2 0 1 4 0 53 4 0 0 57 1 27 0 62 0 0 89 458 07:00 AM 40 77 0 0 0 117 0 0 0 0 0 0 1 25 0 0 0 26 13 0 23 0 0 36 179 07:15 AM 71 66 0 0 0 137 2 0 0 0 0 2 0 34 1 0 0 35 7 1 29 0 0 37 211 07:30 AM 75 82 3 0 0 160 1 2 2 0 1 6 1 38 2 0 0 41 15 0 39 0 0 54 261 ICrosstown Boulevard at Crosstown Drive Andover. MN Crosstown Boulevard Xdton and Afenk. 300. 12224 Nicollet Ave Burnsville, MN 55337 File Name : Crosstown- Dr- NW -Crosstown -Blvd -NW -0000 -2400 - Site Code : 01 Start Date : 3/3/2021 Page No :2 Groups Printed- Cam + - Trucks 139th Avenue I Crosstown Boulevard Crosstown Drive Start Time Ri ht Thru Left UTrn Peds App. LOW Ri ht Thru Left UTrn Peds App. Total Ric ht Thru Left UTrn Peds App.Toial Ri ht Thru Left UTrn Peds App.Tolai Int. Total 07:45 AM 52 50 3 0 0 105 1 0 3 0 0 4 2 28 1 0 1 32 14 4 30 0 0 48 189 Total 1 238 275 6 0 0 519 1 4 2 5 0 1 12 4 125 4 0 1 134 49 5 121 0 0 175 840 08:00 AM 40 48 0 0 0 88 2 0 0 0 0 2 0 34 4 0 0 36 4 0 19 0 0 23 751 08:15 AM 34 38 2 0 0 74 2 0 1 0 0 3 1 20 1 0 0 22 6 0 19 0 0 25 124 08:30 AM 40 44 1 0 1 86 0 3 0 0 0 3 4 25 1 0 1 31 6 2 20 0 0 28 148 08:45 AM 41 30 3 0 0 74 1 4 0 0 0 5 1 25 2 0 0 28 8 2 31 0 0 41 148 Total 155 160 6 0 1 322 1 5 7 1 0 0 13 6 104 8 0 1 119 24 4 89 0 0 117 571 09:00 AM 21 41 2 0 0 64 2 1 1 0 0 4 0 32 2 0 0 34 7 3 22 0 0 32 134 09:15 AM 28 47 2 0 0 77 1 1 0 0 0 2 2 17 1 0 0 20 11 0 25 0 0 36 135 09:30 AM 37 40 0 0 0 77 0 0 0 0 0 0 1 22 1 0 0 24 14 1 18 0 0 33 134 09:45 AM 29 42 0 0 0 71 0 1 0 0 0 1 0 34 3 0 0 37 10 0 26 0 0 36 145 Total 115 170 4 0 0 289 1 3 3 1 0 0 7 3 105 7 0 0 115 42 4 91 0 0 137 548 10:00 AM 29 45 0 0 0 74 0 1 0 0 0 1 0 28 2 0 0 30 6 0 20 0 0 26 131 10:15 AM 27 34 0 0 0 61 0 0 0 0 0 0 1 30 2 0 0 33 14 2 18 0 0 34 128 10:30 AM 34 46 0 0 0 80 0 0 2 0 0 2 0 31 2 0 0 33 9 2 14 0 0 25 140 10:45 AM- _ 37 48 0 0 0 85 0 0 0 0 0 0 1 30 4 0 0 35 9 2 20 0 0 31 151 Total 127 173 0 0 0 300 1 0 1 2 0 0 3 1 2 119 10 0 0 131 1 38 6 72 0 0 116 550 11:00 AM 32 46 1 0 0 79 1 0 0 0 1 2 1 30 2 0 0 33 5 2 19 0 0 26 140 11:15 AM 35 51 1 0 0 87 1 0 0 0 1 2 0 46 2 0 1 49 5 0 23 0 0 28 166 11:30 AM 29 50 0 0 0 79 3 1 0 0 0 4 1 41 4 0 0 46 5 1 27 0 0 33 162 11:45 AM 37 46 0 0 0 83 2 1 1 0 1 5 0 40 6 0 0 46 6 2 24 0 0 32 166 Total 133 193 2 0 0 326 1 7 2 1 0 3 13 1 2 157 14 0 1 174 21 5 93 0 0 119 1 634 12:00 PM 36 43 1 0 0 80 1 0 1 0 2 4 1 34 6 0 0 41 8 1 30 0 0 39 164 12:15 PM 39 48 0 0 0 87 1 0 2 0 2 5 1 49 4 0 0 54 12 0 22 0 0 34 180 12:30 PM 29 41 2 0 0 72 1 4 1 0 3 9 0 40 2 0 2 44 8 3 32 0 0 43 168 12:45 PM 32 36 0 0 0 68 0 1 0 0 1 2 1 35 4 0 0 40 7 1 29 0 0 37 147 Total 136 168 3 0 0 307 1 3 5 4 0 8 20 1 3 158 16 0 2 179 35 5 113 0 0 153 1 659 01:00PM 27 41 3 1 0 72 1 0 0 0 1 2 1 54 3 0 0 58 6 3 28 0 0 37 169 01:15 PM 21 37 0 0 0 58 1 1 1 0 0 3 4 29 3 0 0 36 11 2 20 0 0 33 130 01:30 PM 38 36 0 0 0 74 2 0 2 0 0 4 1- 47 1 0 2 51 11 0 22 0 0 33 162 0145 PM 39 43 0 0 0 82 0 1 0 0 1 2 3 36 2 0 1 42 3 0 37 0 0 40 166 Total 125 157 3 1 0 286 1 4 2 3 0 2 11 1 9 166 9 0 3 187 31 5 107 0 0 143 1 627 02:00 PM 49 49 1 0 0 99 1 0 0 0 0 1 3 57 0 0 0 60 3 1 42 0 0 46 206 02:15 PM 33 56 2 0 0 91 1 2 0 0 0 3 4 63 1 0 0 68 12 3 49 0 1 65 227 02:30 PM 40 61 3 0 0 104 2 1 0 0 0 3 2 69 5 0 0 76 9 1 43 0 0 53 236 02:45 PM 46 41 0 0 0 87 0 1 0 0 0 1 2 57 5 0 0 64 5 1 34 0 0 40 192 Total 168 207 6 0 0 381 1 4 4 0 0 0 8 1 11 246 11 0 0 268 1 29 6 168 0 1 204 1 861 Crosstown Boulevard at Crosstown Drive Andover, MN Mililstox and .Mem, Jac. 12224 Nicollet Ave Burnsville, MN 55337 File Name : Crosstown -Dr -NW -Crosstown -Blvd -NW -0000 -2400 - Site Code : 01 Start Date : 3/3/2021 Page No : 3 06:00 PM 31 Crosstown Boulevard 10 0 06:15 PM 139th Avenue 48 1 0 0 Crosstown Boulevard 34 44 1 Crosstown Drive 06:45 PM 27 35 3 0 0 Total 1 From North 173 6 0 0 From East 28 29 2 0 0 From South 20 31 1 0 0 From West 20 26 0 Stat Time Ri ht Thru LeftUTrn Petls Avv.retal Ri ht Thru Left UTrn Peds App.TOWI Ri ht Thru Left UTrn Peds App. Total Right Thru LeftUTrn Peds App.Tolal Int To al 03:00 PM 39 53 4 0 1 97 2 0 0 0 0 2 2 62 1 0 1 66 11 2 53 0 1 67 232 03:15 PM 49 58 3 0 0 110 0 0 0 0 1 1 5 61 4 0 2 72 10 1 38 0 0 49 232 03:30 PM 36 48 2 0 0 86 0 0 0 0 0 0 2 72 3 0 0 77 10 2 44 0 0 56 219 03:45 PM 30 40 2 0 0 72 2 0 2 0 0 4 4 112 5 0 0 121 10 3 47 0 0 60 257 Total 154 199 11 0 1 365 4 0 2 0 1 7 13 307 13 0 3 336 41 8 182 0 1 232 940 04:00 PM 59 53 9 0 0 121 0 0 2 0 2 4 5 81 5 0 0 91 5 0 47 0 0 52 268 0415 PM 55 77 1 0 0 133 0 2 2 0 1 5 3 94 5 0 1 103 6 1 58 0 0 65 306 04:30 PM 55 73 1 0 0 129 0 2 0 0 0 2 4 103 3 0 2 112 10 2 43 0 0 55 298 04:45 PM 53 56 4 0 0 113 0 0 0 0 0 0 4 123 7 0 2 136 12 0 44 0 0 56 305 Total 222 259 15 0 0 496 0 4 4 0 3 11 16 401 20 0 5 442 33 3 192 0 0 228 1 1177 05:00 PM 41 51 0 0 0 92 1 0 1 0 0 2 1 94 0 0 2 97 13 2 46 0 0 61 252 05:15 PM 45 55 2 0 0 102 1 0 2 0 0 3 1 91 3 0 0 95 11 0 37 0 0 48 248 05:30 PM 40 47 0 0 0 87 2 0 0 0 0 2 2 76 7 0 0 85 5 1 55 0 0 61 235 05:45 PM 31 55 2 0 0 88 1 1 0 0 0 2 2 79 4 0 0 85 8 2 47 0 0 57 232 Total 157 208 4 0 0 369 5 1 3 0 0 9 1 6 340 14 0 2 362 37 5 185 0 0 227 1 967 06:00 PM 31 46 10 0 06:15 PM 33 48 1 0 0 06:30 PM 34 44 1 0 0 06:45 PM 27 35 3 0 0 Total 1 125 173 6 0 0 07:00 PM 28 29 2 0 0 07:15 PM 20 31 1 0 0 07:30 PM 20 26 0 0 0 07:45 PM 21 23 0 0 0 Total 89 109 3 0 0 08:00 PM 21 23 1 0 0 08:15 PM 17 18 0 0 0 08:30 PM 10 13 0 0 0 08:45 PM 17 11 2 0 0 Total 65 65 3 0 0 09:00 PM 13 13 1 0 0 09:15 PM 11 16 0 0 0 09:30 PM 4 11 0 0 0 09:45 PM 4 7 0 0 0 Total 32 47 1 0 0 10:00 PM 3 10 1 0 0 10:15 PM 5 4 0 0 0 10:30 PM 6 4 0 0 0 781 51 2 0 0 3 82 0 1 0 0 2 79 1 0 1 0 0 65 0 1 1 0 2 304 2 4 2 0 7 59 1 0 0 0 0 52 1 0 0 0 0 46 1 0 2 0 0 44 0 1 1 0 0 201 3 1 3 0 0 45 0 0 0 0 0 35 0 0 0 0 0 23 0 0 0 0 0 30 0 0 0 0 0 13310 0 0 0 0 0 0 271 0 0 2 0 0 27 2 0 1 0 0 15 2 1 3 0 0 11 1 0 0 0 0 80 6 1 6 0 0 14 1 1 0 0 0 9 0 0 0 0 0 10 0 0 0 0 0 6 1 76 2 0 0 3 3 70 3 0 0 2 2 67 7 0 0 1 1 51 2 0 0 1 2 51 1 0 0 3 1 52 3 0 0 2 1 36 3 0 0 7 1 5 190 9 0 0 0 1 38 3 0 0 0 0 29 1 0 0 0 0 32 3 0 0 0 0 33 2 0 0 0 1 1 132 9 0 0 3 0 29 0 0 0 3 0 28 0 0 0 6 1 17 0 0 0 1 1 15 1 0 0 3 1 2 89 1 0 0 2 0 17 2 0 0 0 1 12 2 0 0 0 1 6 2 0 0 79 4 2 37 0 0 43206 76 6 3 44 0 0 53 214 76 8 2 35 0 0 45 202 58 6 2 33 0 0 41 168 !89 24 9 149 0 0 182 790 54 20 47 0 0 49 163 54 11 0 31 0 0 42 149 56 4 1 24 0 0 29 134 40 2 2 31 0 0 35 121 !04 19 3 133 0 0 155 567 422 0 32 0 0 34 121 30 0 1 21 0 0 22 87 35 1 1 29 0 0 31 89 35 1 0 18 0 0 19 84 42 4 2 100 0 0 106 381 29 4 0 19 0 0 23 82 28 2 2 17 0 0 2179 18 1 0 15 0 0 16 55 17 2 0 13 0 0 15 44 92 9 2 64 0 0 75 260 19 1 0 14 0 0 15 50 15 0 0 7 0 0 7 31 9 2 0 8 0 0 10 29 Mohm and .AlI&A. Jac. 12224 Nicollet Ave Burnsville, MN 55337 File Name : Crosstown -Dr -NW -Crosstown -Blvd -NW -0000 -2400 - Site Code : 01 Crosstown Boulevard at Crosstown Drive Start Date : 3/3/2021 Andover, MN Page No : 4 Groups Printed- Cars + - Trucks Crosstown Boulevard 139th Avenue Crosstown Boulevard Crosstown Drive From North From East From South From West Start Time I Right Thru I Left UTrn I Peds I App.Totel I Right Thru Left UTrn Peds App. Total Ri ht Thru I Left UTrn I Peds App.Total Right Thru I Left I UTrn I Peds App Total Int. Total 70:45 PM 9 4 1 0 0 14 0 1 0 0 0 1 1 0 11 0 0 0 11 0 0 6 0 0 6 32 Total 23 22 2 0 0 47 1 2 0 0 0 3 2 46 6 0 0 54 3 0 35 0 0 38 142 11:00 PM 3 1 0 0 0 4 10 0 0 0 1 0 9 0 0 0 9 2 0 2 0 0 4 18 11:15 PM 1 3 2 0 0 6 0 0 0 0 0 0 1 4 1 0 0 6 2 0 4 0 0 6 18 11:30 PM 3 1 0 0 0 4 2 0 0 0 0 2 0 5 1 0 0 6 2 0 3 0 0 5 17 11:45 PM 4 0 2 0 0 6 2 1 1 0 0 4 0 3 1 0 0 4 1 1 5 0 0 7 21 Total 1 11 5 4 0 0 20 1 5 1 1 0 0 7 1 1 21 3 0 0 25 7 1 14 0 0 22 74 Grand Total 2257 2949 83 1 2 5292 58 43 51 0 26 178 98 3065 179 0 19 3361 508 75 2012 0 2 2597 11428 Apprch % 42.6 55.7 1.6 0 0 32.6 24.2 28.7 0 14.6 2.9 91.2 5.3 0 0.6 19.6 2.9 77.5 0 0.1 Total % 19.7 25.8 0.7 0 0 46.3 0.5 0.4 0.4 0 0.2 1.6 0.9 26.8 1.6 0 0.2 29.4 4.4 0.7 17.6 0 0 22.7 Cars + 2210 2904 79 1 2 5196 56 43 51 0 20 170 96 3035 179 0 17 3327 504 68 1963 0 2 2537 11230 • Cars + 97.9 98.5 95.2 100 100 98.2 96.6 100 100 0 76.9 95.5 98 99 100 0 89.5 99 99.2 90.7 97.6 0 100 97.7 98.3 Trucks 47 45 4 0 0 96 2 0 0 0 6 8 2 30 0 0 2 34 4 7 49 0 0 60 198 %Trucks 2.1 1.5 4.8 0 0 1.8 3.4 0 0 0 23.1 4.5 2 1 0 0 10.5 1 0.8 9.3 2.4 0 0 2.3 1.7 Sohm and .Mem, Jim 12224 Nicollet Ave Burnsville, MN 55337 File Name : Crosstown -Dr -NW -Crosstown -Blvd -NW -0000 -2400 - Site Code : 01 Crosstown Boulevard at Crosstown Drive Start Date : 3/3/2021 Andover, MN Page No : 5 Crosstown Boulevard J 505ut n V 4 5196 10250 / 81 1 961 177 � O O � � p O J 0 O 2210 2904 79 1 2 rpt Op 47 22 83 1 2 Right Thru Left U ix Peds mmo� 1 ...mrorn Fero ma���' m'Ao e N North 4-2 > wow w c NfO ^ 2 3/3/202 12:00 AM 4 3/3/202 11:45 PM �% N �, m o wo U"Mar N��L Cars+ y Or N p `t' 3000 � nQ TT a o nw �rnmo 0 0 � *l O UTmLeft Thru Ri It Peds O p ,�0 179 3035 96 17 X03 O 0 0 30 2 2 O 1 01 1791 3065 98 19 pO T 33 5 459 3327 6786 00 49 34 83 O.S 3 1 6869 Out In Total Xdtm and .Menlo, 9nc. 12224 Nicollet Ave Burnsville, MN 55337 File Name : Crosstown -Dr -NW -Crosstown -Blvd -NW -0000 -2400 - Site Code : 01 Crosstown Boulevard at Crosstown Drive Start Date : 3/3/2021 Andover, MN Page No : 6 -^ , V Peak Hnur for Patire Interapnfina Renins of 07 an AM Int Total 07:00 AM Crosstown Boulevard From North 139th Avenue From East Crosstown Boulevard From South Crosstown Drive From West Start Tlme I Right I Thru I Left I UTrn I Peds I App, Tool Ri ht I Thru I Left I UTrn I Peds I App. Tatel I Right I Thru F Left I UTm I Peds I App. Total I Right I Thru I Left I UTrn I Peds I App. Told -^ , V Peak Hnur for Patire Interapnfina Renins of 07 an AM Int Total 07:00 AM 40 77 0 0 0 117 0 0 0 0 0 0 1 25 0 0 0 26 13 0 23 0 0 36 179 07:15 AM 71 66 0 0 0 137 0 0 0 0 2 0 34 1 0 0 35 7 1 29 0 0 37 211 07:30 AM 0 91 5 0 0 160 1 2 2 0 1 6 1 38 2 0 0 41 15 0 39 0 0 54 261 07:45 AM 52 50 3 0 0 105 1 0 3 0 0 4 2 28 1 0 1 32 14 4 30 0 0 48 189 Total Volume 238 275 6 0 0 519 4 2 5 0 1 12 4 125 4 0 1 134 49 5 121 0 0 175 840 App. Total 45.9 53 1.2 0 0 0 33.3 16.7 41.7 0 8.3 0 3 93.3 3 0 0.7 28 2.9 69.1 0 0 PHF .793 .838 .500 .000 .000 .811 .500 .250 .417 .000 .250 .500 .500 .822 .500 .000 .250 .817 .817 .313 .776 .000 .000 .810 .805 Peak Hour Analysis From 12:00 PM to 11:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:00 PM 04:00 PM 59 53 9 0 0 121 0 0 2 0 2 4 5 81 5 0 0 91 5 0 47 0 0 52 268 04:15 PM 55 77 1 0 0 133 0 2 2 0 1 5 3 94 5 0 1 103 6 1 58 0 0 65 306 04:30 PM 55 73 1 0 0 129 0 2 0 0 0 2 4 103 3 0 2 112 10 2 43 0 0 55 298 04:45 PM 53 56 4 0 0 113 0 0 0 0 0 0 4 123 7 0 2 136 12 0 44 0 0 56 305 Total Volume 222 259 15 0 0 496 0 4 4 0 3 11 1 16 401 20 0 5 442 33 3 192 0 0 2281 1177 Appendix D Crash Data Bolmn 8 Menk is an Intersection Safety Screening Intersection: Crosstown Boulevard at Crosstown Drive Crash Data, 2011-2020. Fatal 0 Entering Volume Incapacitating Injury 0 1 Traffic Control Non -incapacitating Injury 2 Environment Possible Injury 2 Speed Limit Property Damage 6 Total Crashes 10 Statewide Comparison Observed Statewide Average Critical Rate Critical Index Annual crash cost = $55,160 All Way Stop 0.17 Observed 0.35 1 Statewide Average 1 0.56 Critical Rate 0.30 1 1 Critical index 15,950 All stop Suburban 40 mph 0.00 0.60 2.77 0.00 The observed crash rate is the number of crashes per million entering vehicles (MEV). The critical rate is a statistical comparison based on similar intersections statewide. An observed crash rate greater than the critical rate indicates that the intersection operates outside the expected, normal range. The critical index reports the magnitude of this difference. The observed total crash rate for this period is 0.17 per MEV; this is 70% below the critical rate. Based on similar statewide intersections, an additional 23 crashes over the ten years would indicate this intersection operaters outside the normal range. The observed fatal and serious injury crash rate for this period is 0.00 per 100 MEV; this is 100% below the critical rate. The intersection operates within the normal range. Developed by MnDOT Office of Traffic, Safety Technology. May 2014. Appendix E Warrants Analysis Balton & W,e.k m.n DBOLTON & MENK Real People. Real Solutions. 2021 Traffic Volumes SIGNAL WARRANTS ANALYSIS FOR Crosstown Blvd at Crosstown Or (MINOR APPROACH RIGHT TURN TRAFFIC NOT INCLUDED) LOCATION: Andover, MN MAJOR APP.1 MAJOR APP.3 TOTAL 1+3 MAJOR 1A11B COUNTY: Anoka MINOR 2 IA11B MINOR APP.4 MINOR 4 IA/18 MET SAME IIA1113 REF. POINT: Speed Approach Description Lanes DATE: 4/2/2021 40 Major Appt: SB Crosstown Blvd 1 40 Major App3: NB Crosstown Blvd 1 OPERATOR: CSS 30 Minor App2: WB 139th Ave 1 / 30 Minor App4: EB Crosstown Dr 1 0.70 FACTOR USED? No 1 / 3 / POPULATION < 10,000? No 16 2 18 / EXISTING SIGNAL? No 0 I / 4:00 - 5:00 42., l ne �Al.e. 10 59 ¢5n/69F 1 1n5/59 1nslnq HOUR MAJOR APP.1 MAJOR APP.3 TOTAL 1+3 MAJOR 1A11B MINOR APP.2 MINOR 2 IA11B MINOR APP.4 MINOR 4 IA/18 MET SAME IIA1113 0:00 - 1:00 7 10 17 / 1 / 15 1:00-2:00 3 5 8 / 0 / 3 / / 2:00-3:00 13 3 16 / 1 / 3 / / 3:00 - 4:00 16 2 18 / 0 I 0 I / 4:00 - 5:00 49 10 59 / 1 / 5 / I 5:00 - 6:00 149 21 170 / 10 / 18 I I 6:00 - 7:00 308 57 365 X/ 3 / 62 /X / 7:00 - 8:00 519 133 652 X/X 7 / 126 X/X X/X 8:00 - 9:00 321 118 439 X/ 8 / 93 /X / 9:00 -10:00 289 115 404 X/ 4 / 95 /X / 10:00 - 11:00 300 131 431 X/ 3 / 78 /X I 11:00 -12:00 328 173 501 X/ 3 / 98 /X 1 12:00-13:00 307 177 484 X/ 9 / 118 X/X X/ 13:00-14:00 285 184 469 X/ 5 / 112 X/X X/ 14:00-15:00 381 268 649 X/X 4 / 174 X/X XIX 15:00-16:00 364 333 697 X/X 2 / 190 X/X XIX 16:00 - 17:00 496 1 437 933 X/X 8 / 195 X/X XIX 17:00-18:00 369 360 729 X/X 4 / 190 X/X XIX 18:00-19:00 304 288 592 X/X 6 / 158 X/X XIX 19:00-20:00 201 204 405 X/ 4 I 136 X/X X/ 20:00 - 21:00 133 142 275 / 0 / 102 /X 1 21:00 - 22:00 80 92 172 / 7 / 66 /X I 22:00 - 23:00 47 54 101 / 2 / 35 / I 23:00 - 24:00 20 25 45 / 2 / 15 / I Satisfied Not satisfied Satisfied Satisfied Satisfied, check accident record Met (Hr) Required (Hf) Warrant 1 9 8 Warrant 1 B 6 8 Warrant 6 4 Warrant 4 1 Warrant 7 13 8 Satisfied Not satisfied Satisfied Satisfied Satisfied, check accident record Four Hour Warrant Peak Hour Warrant Minor App Minor App Major App 1& 1 2&1 2&2 Major App 1& 1 2&1 2&2 300 360 440 590 400 475 570 725 400 310 390 530 500 425 520 665 500 260 340 460 600 370 465 600 600 215 290 390 700 330 420 540 700 180 245 330 800 280 370 480 800 150 205 280 900 240 330 425 900 125 170 235 1000 204 285 375 1000 100 145 195 1100 175 250 330 1100 85 120 165 1200 150 220 285 1200 80 100 135 1300 130 190 250 1300 80 83 115 1400 115 160 220 1400 80 80 115 1500 100 140 187 1500 80 80 115 1600 100 115 165 1600 80 80 115 1700 100 100 150 1700 80 80 115 1800 100 100 150 1800 80 80 115 Four Hour Warrant Factored Peak Hour Warrant Factored Minor App Minor App Major App 1& 1 2&1 2&2 Major App 1 & 1 2&1 2&2 300 320 380 500 200 250 320 420 400 270 335 435 300 210 265 350 500 225 285 370 400 170 215 285 600 180 240 315 500 130 170 230 700 145 200 260 600 93 130 175 800 115 160 215 700 70 100 135 900 90 135 175 800 60 80 103 1000 75 110 140 900 60 65 80 1100 75 95 115 1000 60 60 80 1200 75 75 100 1100 60 60 80 1300 75 75 100 1200 60 60 80 1400 75 75 100 1300 60 60 80 1500 75 75 100 1400 60 60 80 1600 75 75 100 1500 60 60 80 1700 75 75 100 1600 60 60 80 1800 75 75 100 1700 60 60 80 1800 60 60 80 LOCATION: Andover, MN COUNTY: Anoka REF. POINT: DATE: 4/2/2021 OPERATOR: CSS 0.70 FACTOR USED? No POPULATION < 10,000? No EXISTING SIGNAL? No 700 s m 600 0 a 500 Q E 400 j nz. 300 r� 2 200 Speed Approach Description Lanes 40 Major Appt: SB Crosstown Blvd 1 40 Major App3: NB Crosstown Blvd 1 30 Minor App2: VJB 139th Ave 1 30 Minor App4: EB Crosstown Dr 1 Warrant 2, Four-hour Volumes — - Warrant 3, Peak -hour Volumes • Actual Hourly Count • G 200 400 600 800 1000 1200 1400 1600 1800 G Major Street - Total of Both Approaches - VPH Figural. Four Hour and Peak Hour Warrant Analysis Note: For data points outside the graph range, check the minor street volume against the lower thresholds Warrant Cnlena Actual Hourly Count Major Warrant 2, F Warrant 3, Pe Major Actual Hourly Count 200 250 17 15 300 210 320 8 3 400 170 270 16 3 500 130 225 18 0 600 93 180 59 5 700 70 145 170 18 800 60 115 365 62 900 60 90 552 126 1000 60 75 439 93 1100 60 75 404 95 1200 60 75 431 78 1300 60 75 501 98 1400 60 75 484 118 1500 60 75 469 112 1600 60 75 649 174 1700 60 75 697 190 1800 60 75 933 195 729 190 592 158 405 136 275 102 172 66 101 35 45 1s LOCATION: Andover, MN COUNTY: Anoka REF. POINT: DATE: 4/2/2021 OPERATOR: CSS 0.70 FACTOR USED? W ALL WAY STOP WARRANT Includes Right Tums on All Approaches Speed Approach Description Lanes 40 Major App1: SB Crosstown Blvd 1 40 Major App3: NB Crosstown Blvd 1 30 Minor App2: WB 139th Ave 1 30 Minor App4: EB Crosstown Dr 1 300 200 HOUR MAJOR APP.1 MAJOR APP.3 MINOR APP.2 MINOR APP.4 MAJOR TOTAL E(APP.1&APP. 3) MINORTOTAL APP. 2+APP. 4 WARRANT MET 0:00 -1:00 7 10 1 15 17 16 / 1:00-2:00 3 5 0 4 8 4 / 2:00-3:00 13 3 1 3 16 4 / 3:00-4:00 16 2 0 3 18 3 / 4:00 - 5:00 49 10 1 12 59 13 / 5:00 - 6:00 149 1 21 12 1 42 170 54 / 6:00-7:00 308 57 3 89 365 92 X/ 7:00 - 8:00 519 133 11 175 652 186 X/ 8:00 - 9:00 321 118 13 117 439 130 X/ 9:00 - 10:00 289 115 7 137 404 144 X/ 10:00 - 11:00 300 131 3 116 431 119 X/ 11:00 - 12:00 328 173 10 119 501 129 X/ 12:00 - 13:00 307 177 12 153 484 165 X/ 13:00 - 14:00 285 184 9 143 469 152 X/ 14:00 -15:00 381 268 8 203 649 211 X/X 15:00 -16:00 364 333 6 231 697 237 X/X 16:00-17:00 496 437 8 228 933 236 X/X 17:00 -18:00 369 360 9 227 729 236 X/X 18:00 -19:00 304 288 8 182 592 190 X/ 19:00 - 20:00 201 204 7 155 405 162 X/ 20:00 - 21:00 133 142 0 106 275 106 / 21:00 - 22:00 80 92 13 75 172 88 / 22:00 - 23:00 47 54 3 38 101 41 / 23:00 - 24:00 20 25 7 22 45 29 / Met (Hr) Required (Hr) Allway Stop Warrant: 4 8 REMARKS: AWSC warrant analvsis includes minor street Not satisfied turns 1685 CROSSTOWN BOULEVARD N.W.. ANDOVER, MINNESOTA 55304 • (763) 755-5100 FAX (763) 755-8923 • WWW.ANDOVERMN.GOV TO: Mayor and Councilmembers CC: Jim Dickinson, City Administra FROM: Joe Janish, Community Developmen ctor SUBJECT: Discuss Comprehensive Plan Text Amendment - Planning DATE: April 27, 2021 DISCUSSION On February 16, 2021 the City Council approved moving forward with a Comprehensive Plan Amendment that would allow for the "transferring" of units within the Urban Residential Low (URL) land use. This was determined to be needed as from time to time we will run into issues of meeting the 2.4 units per acre as defined in our current plan. Staff has submitted this text amendment to the Met Council for their review. At first it was indicated that the text amendment was incomplete, however after further consideration the Met Council determined that the text amendment is "potentially inconsistent" with current Met Council policies. Staff has continued to have conversation with Met Council staff. Met Council staff extended their review time to a full 120 days for review as allowed by state statute. At this time staff has still not yet been provided specifics on how the proposed text amendment is "potentially inconsistent". Met Council staff indicated they are in the process of determining the steps if the city were to enact an amendment that was potentially inconsistent with Met Council Policy and stated that it is possible for them to require a plan modification. City staff met with Metropolitan Council representatives on April 23, 2021, and can provide an update at our worksession. The information we have been using to lead these discussions with the Met Council is attached for your review. ACTION REQUESTED The City Council is asked to provide feedback to staff. R Tpetful(su 7,i, Joe Janish Community Development Director Attachments: Proposed Text Amendment Future Land Use Map EXHIBIT A Amendment to Page 2-10 Urban Residential Low Density (URL) district is established to create cohesive neighborhoods of single-family detached housing within the MUSA and with access to municipal sewer and water. Residential lots within this district are sized to allow efficient utilization of municipal infrastructure as well as to provide an area large enough to accommodate housing market demands. These neighborhoods must be protected from higher intensity uses with appropriate transitions. These transitions include natural features such as trees, wetlands, streams or major changes in topography. Man-made elements such as streets, parks or earth berms in combination with landscaping are also appropriate. When adjacent to arterial roadways, additional setback distance, landscaping and berms are required. Facilities that generate noise, traffic, and/or glare also require major separation from these neighborhoods. Minimum Lot Size Variable Density 2.4** to 4 units per acre PUD Density 4 units per acre City Utilities Required Corresponding Zoning Districts R-4 Single Family Urban Residential Type of Development Single -Family Detached Housing *Areas within the Metropolitan Urban Service Area (MUSA) are calculated using net density, areas outside of the MUSA are calculated using gross density. "Areas guided Urban Residential Low that are also within the Transitional Residential district may qualify for a reduction in minimum density requirements. See the Transitional Residential district text on Page 2-15 for more information and specific standards. Amendment to Page 2-15 Transitional Residential (TR) District contains properties within the MUSA that are currently zoned for rural residential uses (R-1, R-2, and R-3). These properties are guided for urban development in 5 -year stages as shown in Figure 2.5. Property designated Transitional Residential may only be platted under urban residential guidelines and served by municipal utilities. Lot splits may only occur without municipal services under the requirements of the City Code. Any subdivision of property that results in lots less than 2.5 acres in size must be served with municipal sewer and water. The Transitional Residential District also contains properties that when subdivided will have significant barriers to development. Therefore, properties that fall within the Urban Residential Low (URL) district and the Transitional Residential (TR) district at the time of preliminary plat application may qualify for a reduction in minimum density requirements. If a property meets three (3) or more of the criteria listed below, the City Council may approve a decrease in the minimum density requirements provided the proposed density does not fall below 1.75 units per acre: A. Adequate sanitary sewer or water capacity does not exist to develop the property at the minimum density. B. Previous subdivision of adjacent properties has provided limited access which restricts development potential. C. Meeting the minimum density would not be feasible due to the existence of poor soils, wetlands, floodplain, topography. hydrology or other limiting environmental condition. D. Property is located within a Shoreland District, Scenic River District, Wellhead Protection Area, or Drinking Water Supply Management Area due to State requirements towards limiting impacts to the above noted items. E. For infill type developments, the characteristics of the surrounding neighborhood would not support development of the property at the minimum density. In the event a density reduction is approved, the City Council shall also reallocate the difference in housing units to a property yet to be developed within the MUSA. The City Council will also ensure that any reallocation of density does not require a change to the property's guided land use. Alternatively, properties developed above the minimum density of its respective district shall count towards the reallocation difference. Any reallocation of housing units by the City Council shall maintain a planned overall density of 3.0 units per acre within the MUSA and maintain the City's Housing Affordability Goals. This shall be reported to the Metropolitan Council through the Plat Monitoring Program. The City of Andover Comprehensive Plan in 1998 and 2008 indicated any shortage of 3 units per acre would be made up in the "Rural Reserve" area. During 1998 and 2008 Comprehensive Planning 3 units per acre was not a target the City of Andover was attempting to reach. The City of Andover's first submittal for 2018 Comprehensive Plan included same language. For the 2018 Comprehensive Plan, Met Council Staff indicated the City of Andover could not rely on the "rural reserve" unless the land uses are identified with future land use designations within the rural reserve or work within the boundary to come up with a density of 3 units per acre. City Staff met with City Council numerous times evaluating density in areas within the MUSA and also increased the minimum density for our lowest residential density URL from 1.75 to 2.4 units per acre. We have infill parcels with limited access to major roadways, limited on capacity due to City of Andover infrastructure (end of the pipe), regulation impacts such as wellhead protection areas, drinking water supply management areas, limited access, rare species, wetlands and 3 feet of separation from high water elevations. These impacts to development can all hinder development, and modify development layouts. Our developments also have other agencies providing review and development criteria such as one of two watersheds, DNR, Army Corps, BWSR, FEMA, etc. City of Andover created and forwarded to the Metropolitan Council an amendment that would allow for deviations from the 2.4 minimum, but not less than 1.75 units per acre and make up the "missing" units within the same Transitional Residential area only. This process would be completed by City Council resolution and include a map on where the additional units are expected to be made up. We will also report the deviation as part of the plat monitoring process. 10 Acre Development Example 10 Acres x 2.4 = 24 units 10 Acres x 1.75 = 17.5 units Difference 24 —17.5 = 6.5 units short The theory is that a 10 acre parcel's limitations in the middle of an existing neighborhood wouldn't make sense to put higher density. A larger parcel within the Transitional Residential would allow for more design opportunities or higher density as you have more room to plan. Under the 10 Acre Development Example we are looking at a shortage of 6.5 units. Again, Andover City Council would identify the shortage and transfer of units by resolution and copies would be provided to Met Council staff. City of Andover has had several zoom meetings and phone discussions with Met Council staff since January 19, 2021 on options and Met Council staff. Met Council staff has indicated that we are potentially inconsistent but are unable to provide specific language that we are potentially inconsistent with. Met Council has instead provided the option that the City of Andover needs to create a new future land use category and identify the areas in which we will be short on units, and re-evaluate the 3 units per acre either upfront or for each instance this occurs. Andover is concerned about completing an amendment at time of development as even a "staff review" will take 15 business days, or at least 3 weeks. This timeframe slows down our development process, adds additional costs to the project. We are finding developers need to get approvals as quickly as possible in order to take advantage of the market. Developers are also very price sensitive as additional costs continue to increase the final home price. City of Andover Comprehensive Plan Text Amendment Background 1998/2001 Comp Plan indented to have density made up in Rural Reserve. 2008 Comp Plan indented to have density made up in Rural Reserve. • 2018 Comp Plan originally indented to have density made up in Rural Reserve. ANLb6NTTRjj*t& 17 Background 1998 + 2008 • Density within MUSA would not be 3 units per acre. • Lowest Density was 1.75 units per acre. • Difference would be made up at time of Rural Reserve Development. Background 2018 • Informed by Met Council staff we are unable to "make up" density in Rural Reserve unless city guides area. • Recalculate density within MUSA; or • Guide Rural Reserve • Andover City Council selected recalculation to uphold verbal commitment to landowners within the Rural Reserve. Background 2018 Sketch Plan • Andover City Council: • Created new future land use categories • Adjusted density ranges • Increased density in lowest urban residential from 1.75 to 2.4 units per acre • Andover City Council still prefers the 1998 and 2008 Comprehensive Plans over 2018. • Sketch Plan Review: • Potential to not hit 2.4 units per acre • End of sewer service • Limited capacity within the City of Andover's Sewer System • No additional access to 161° Avenue NW (County Road) • Limited access due abutting development • Formally mined property • Need 3 feet of separation from highest anticipated groundwater • Atlas 14 (more accurate flood modeling) • Infiltration of stormwater • Rare and endangered species (plants and animals) • Wetlands • Coon Creek Watershed District/Lower Rum River Watershed Management Organization • MNDNR, Army Corps, RwSR, FEMA, etc. Sketch • City staff contacted Met Council as the sketch plan potentially would not meet minimum density. • Discussions on potential options available. • Understood a potential amendment would be needed. Proposed Amendment • Staff looked at a "density transfer option". • City Council agreed. • Went through Public Hearing Process. Details of Amendment Limitations of Amendment • Transfer can only occur within Transitional Residential areas. • City Council adopts a resolution identifying shortage and determines where it needs to be "made up". • Amendment establishes criteria for when it can be used. • Met Council is notified of City Council's action. • Andover also provides information at time of plat monitoring to Met Council. • Cannot be below 1.75 units per acre. • Shall meet 3 or more of the criteria below: • Adequate sanitary sewer or water capacity does not exist to develop the property at the minimum density. • Previous subdivision of adjacent properties has provided limited access which restricts development potential. • Meeting the minimum density would not be feasible due to the existence of poor soils, wetlands, floodplain, topography, hydrology or other limiting environmental condition. • Property is located within a Shoreland District, Scenic River District, Wellhead Protection Area, or Drinking Water Supply Management Area due to State requirements towards limiting impacts to the above noted items. • For infill type developments, the characteristics or the surrounding neighborhood would not support development of the property at the minimum density. How it Works Shortage • City identifies project may not meet density requirements at time of submittal by applicant. • City Council adopts resolution and map acknowledging shortage and identifies area where it will be made up. • Copies of resolution and map provided to Met Council. • Plat Monitoring will also identify the area. 10 Acres x 2.4 = 24 units 10 Acres x 1.75=17.5 units 24 units - 17.5 units = 6.5 units short Why not a City Concerns: Comprehensive Plan • Cost to developer/applicant g cost. Amendment every • HousinIncreasg First, Builders • Housing First, Builders Association, Developers, etc. time? • Timing • Additional time costs money. • Additional time can push a project out a season. • Developers can walk away from a project if it takes too long. • Market timing. Questions? 1685 CROSSTOWN BOULEVARD N.W.. ANDOVER, MINNESOTA 55304 . (763) 755-5100 FAX (763) 755-8923 . WWW.ANDOVERMN.GOV TO: FROM: SUBJECT: DATE: Mayor and Councilmembers Jim Dickinson, City Administrator Andover Community Center (ACC) Updates April 27, 2021 MARCH 2021 FINANCIAL UPDATE Attached for Council review is a Community Center Budget Summary Report for Budget Year 2021. The report reflects activity through March 2021, comparative data with March 2020 and Pre -audit data reflecting the entire year of 2020. As the Council well knows, the year 2020 was a difficult year, in part because of the expansion construction, but heavily with imposed COVID restrictions shutting down the entire facility mid- March of 2020 and then finally being allowed to reopen in a restricted capacity early January 2021. The ACC has now been operating for three months since the reopening, thus making the current year (2021) activities somewhat comparable with the first three months of 2020. Moving deeper into 2021, comparative data with 2020 will become more difficult do to the 2020 COVID shutdowns of the facility. Administration will review and discuss the attached Community Center Budget Summary Report for Budget Year 2021 (through March) with the Council at the Workshop COMMUNITY CENTER EXPANSION 017-26) CONSTRUCTION UPDATE Administration continues to work through project close-out items for the project. The project is anticipated to be completed within the available funding for the project. Administration will review and discuss the attached Community Center Expansion Construction Report with the Council at the Workshop. FACILITY UPDATE REPORTS Attached are the ACC facility updates for March 2021 and April/May 2021. These reports will also be shared with the Park & Recreation Commission as well. Reviewing the updates, you will see that the month of March was exceptionally busy with events due to the success of the ACC's hosted users. Comparing the March update to the April/May update you will see fewer events listed, and although there are fewer events that does not mean things are slow. Hometown Hockey, MN Premier Volleyball and other miscellaneous users have most nights in April/May completely booked with practices. ACC does not call user practices "events" so that type of activity generally is not shown on the "highlights" section but encompassed with "activities". Administration will review and discuss the attached Facility Update Reports for March 2021 and April/May 2021 with the Council at the Workshop. INDOOR TRACK / SUMMER HOURS Indoor track check-in has been required, Monday - Friday, 6:30AM - 4:30PM, since reopening in January 2021. Numbers below reflect guests who checked in during those times: January (1,619 check -ins); February (2,068 check -ins); March (1,571 check -ins). Looking ahead to summer, staff believes the demand for the indoor track will be limited as most Minnesotans prefer to be outside and will utilize the trails over the summer months. ACC staff does plan to adjust the indoor track hours for the summer months. The track availability will be matched to when the facility is open for other uses, primarily gym or ice rentals. ACC currently does not charge a fee for evening or weekend track usage, so it is hard to justify having paid staff available for a free activity. Recruitment of staffing has been and is still extremely difficult with the COVID related impacts. Administration believes the ACC needs to prioritize the utilization of the limited available staff to work during the paid events/activities in the facility. The current plan for summer track availability, with the understanding that those available hours can change if ACC secures additional paid facility users is as follows: Summer hours May 1— Sept 6 (Labor Day) Monday - Thursday - 6:30am - 8:30pm (These are the same hours winter/spring) Fridays Open: 6:30am Close: TBD. (Minimum closing time would be 6:00pm.) Saturdays Open: TBD Close: TBD. (Minimum hours would be 10:30am - 5:30pm) Sundays Open: TBD Close: TBD. (Minimum hours would be 10:30am - 8:30pm) To assist with communicating the variable hours, there will be a live online calendar on the City website/Community Center page that will update the walking track hours in real time, if ACC makes a change the online calendar will update automatically. Below are the links to the track information page on the city website with the live track schedule that the public can go to view/confirm track hours May 1 — Labor Day: Indoor track info: https://www.andovennn.gov/214/lndoor-Track Schedules: httns://www.andovemin.,qov/475/Schedules ACC staff will be sending an email to all with track memberships informing them of the summer hour plans and provide them with a link to the schedule, also signage sharing this information will be at the ACC main desk and on the indoor track level. Administration will review and discuss the indoor track and summer hours with the Council at the Workshop. ;d, CITY OF ANDOVER Community Center Budget Summary Totals Budget Year 2021 2020 2021 REVENUES Budget Mar YTD % Bud Pre - Audit Budget Mar YTD %Bud Charges for services Ice Rental $ 470,300 $ 29,096 6% $ 361,796 $ 668,000 $ 168,278 25% Turf Rental - - n/a - 70,000 1,688 2% Truck - - rda 301 - 948 n/a Fieldhouse Rental 218,000 70,367 32% 133,126 270,000 78,586 29% Proshop 12,000 2,453 20% 4,394 15,000 2,790 19% Vending 13,000 3,212 25% 6,148 16,000 905 6% Advertising 39,000 8,000 21% 8,000 50,000 5,100 10% Total Charges for services 752,300 113,128 15% 513,765 1,089,000 258,295 24% Miscellaneous 140,000 14,161 10% 98,849 140,000 17,796 13% Total revenues 892,300 127,289 14% 612,614 1,229,000 276,091 22% 2020 2021 EXPENDITURES Budget Mar YTD %Bud Pre - Audit Budget Mar YTD %Bud Current: General Property Tax Levy - - n/a - Salaries & benefits 629,296 129,180 21% 503,842 757,753 137,024 18% Departmental 79,100 16,441 21% 74,809 105,100 25,183 24% Operating 486,075 63,687 13% 345,588 635,197 92,824 15% Professional services 121,000 14,920 12% 62,166 154,375 13,197 9% Capital outlay 130,000 0% 130,500 - n/a Current 1,445,471 224,228 16% 1,116,905 1,652,425 268,228 16% Revenue over (under) expense (553,171) (96,939) 18% (504,291) (423,425) 7,863 -2% Other financing sources (uses) General Property Tax Levy - - n/a - 155,000 - 0% Investment income - (2,014) n/a 6,015 - (1,112) n/a Rental / Lease Pymt 638,000 476,814 75% 635,629 638,000 483,783 76% Transfers out (300,000) (300,000) 10000/ (300,000) (300,000) (300,000) 100% Tonal financing sources (uses) 338,000 174,800 52% 341,644 493,000 182,671 37% let increase (decrease) in fund balance $ (215,171) $ 77,861 -36% $ (162,647) $ 69,575 $ 190,534 2749 A O� y Fund 4403: #17-26 Community Center Expansion Sources Bond Proceeds (Net) $ 17,100,259.17 Interest Earned 170,267.65 Donations 758,250.00 Misc 145,478.00 City 300,000.00 18,474,254.82 Uses: Construction 18,347,684.33 Balance Remaining: $ 126,570.49 Fund 4403: #17-26 Community Center Expansion e� QU 2019 2020 Bond Proceeds 15,770,000.00 Bond Premium 1,458,695.00 Less: Bond Issuance Fees (29,965.83) (98,470.00) Net Bond Proceeds 17,100,259.17 Interest -2019 55,396.19 Interest -2020 114,871.46 Misc - YMCA Share of East Parking 128,853.00 Misc - YMCA Conduit Debt Charge 16,625.00 Donation 500,000.00 230,000.00 Connexus Rebate 28,250.00 Andover - Cap Eq Res (CPF) 300,000.00 Net Revenue Available: 18,101,133.36 373,121.46 18,474,254.82 Fund 4403: #17-26 Community Center Expansion Contract Amount Bid Category Contractor Original Change Order Reimbursables Net 1 B - Surveying 1C - Final Cleaning 2A - Demolition 3A - Cast In Place Concrete 3B - Precast Structural Concrete 3C - Sealed Concrete 5A - Structural Steel - Material 5B - Structural Steel - Labor 6A - Carpentry Materials & Install 6B - Glue -Laminated Construction 6C - Architectural Casework 7A - Waterproofing 7B - Roofing 7C - Metal Wall Panels 7D - Joint Sealants 8A- Sectional Overhead Doors 8B - Aluminum Framed Glass & Glaze 8C - Coiling Doors 8D - Hollow Metal Doors & Frames 9A - Gypsum Board Assemblies 9B - Tiling 9C - Acoustical Panel Ceilings 9D - Carpet & Resilient Flooring 9E - Painting 9F - Pulastic Flooring 10A - Signage 10B - Specialties 12A - Window Treatments 13A - Ice Systems 14A - Elevator 21A - Fire Suppression 22A - Plumbing 23A - HVAC 26A - Electrical 31A/33A - Earthwork/Utilities 32A - Asphalt Paving 32B - Site Concrete 32C - Landscaping 32D - Fences & Gates Civil Site Group Petersen Cleaning Ebert Construction Crosstown Masonry Wells Concrete Gopher State Cleaning Bergh's Fabricating The Sowles Company- Midwest George F Cook Construction Co Structural Wood Corporation Northern Woodwork, Inc Homeco Insulation Lake Area Roofing & Construction Specialty Systems, Inc Carciofni Company American Door Works Brin Glass Co Crawford Door Sales Wheeler Hardware Co Olympic Companies Commercial Flooring Services Kirk Acoustics Acoustics Associates Fransen Decorating Anderson Ladd Construction Supply Inc American Drapery Systems Total Mechanical ThyssenKrupp Frontier Fire Protection NAC Mechanical & Electrical Service: St. Cloud Refrigeration Modem Electrical Solutions Parsons Designing Earth Northland Paving North Country Concrete Peterson Companies Action Fence, Inc. existing feldhouse floor repair - other funding existing ice arena refridgeration conversion - other funding 24,330.00 25,647.00 265,100.00 18,993.40 77,722.44 1,585,000.00 (107,587.00) (16,621.00) (107,587.00) 1,508,660.00 1,485,574.00 206,247.03 (152,662.00) 1,691,821.03 23,170.00 1,485,574.00 98,660.03 30,522.00 1,661,956.47 1,287,900.00 86,766.00 286,650.00 88,482.00 298,500.00 (13,049.00) 18,000.00 130,200.00 4,069.07 48,658.00 1,387.00 878,961.00 (47,376.07) 71,100.00 (26,782.00) 17,860.00 2,024.00 14,514.00 554,764.00 93,965.38 22,200.00 (3,729.00) 87,381.00 17,883.00 181,285.00 78,397.35 95,084.00 (92,043.00) 37,100.00 (5,000.00) 28,800.00 25,483.69 181,942.00 28,824.97 204,540.00 19,190.00 9,284.00 (9,284.00) 31,705.00 (584.00) 6,422.00 1,653,482.00 (38,244.00) 81,640.00 (2,518.00) 187,400.00 (7,154.00) 761,800.00 13,782.00 1,349,000.00 (68,175.53) 932,600.00 53,904.67 803,690.00 (9,417.39) 545,500.00 (18,865.82) 259,980.00 35,825.25 177,173.00 (2,761.00) 38,280.00 820.00 (184,634.00) (323,478.00) 14,715,302.00 (422,058.03) 24,330.00 25,647.00 284,093.40 1,568,379.00 1,355,998.00 53,692.00 1,374,666.00 375,132.00 285,451.00 18,000.00 134,269.07 50,045.00 831,584.93 44,318.00 19,884.00 14,514.00 648,729.38 18,471.00 105,264.00 259,682.35 3,041.00 32,100.00 54,283.69 210,766.97 223,730.00 31,121.00 6,422.00 1,615,238.00 79,122.00 180,246.00 775,582.00 1,280,824.47 986,504.67 794,272.61 526,634.18 295,805.25 174,412.00 39,100.00 (184,634.00) (323,478.00) Balance Remaining (272.75) (360.00) (793.90) 61,000.86 Total Expenses 24,330.00 25,647.00 284,093.40 1,568,379.00 1,355,998.00 53,964.75 1,374,666.00 375,132.00 285,451.00 18,000.00 134,269.07 50,045.00 831,584.93 44,318.00 19,884.00 14,514.00 648,729.38 18,471.00 105,264.00 259,682.35 3,041.00 32,100.00 54,283.69 210,766.97 223,730.00 31,121.00 6,422.00 1,615,598.00 79,915.90 180,246.00 775,582.00 1,280,824.47 925,503.81 94,219.93 794,272.61 526,634.18 295,805.25 174,412.00 39,100.00 (184,634.00) (323,478.00) 14,293,243.97 59,574.21 14,327,889.69 Building Permit - over 77,722.44 Covid-19 RJM Expenditures (107,587.00) (107,587.00) - (107,587.00) RJM Construction RJM Construction 1,485,574.00 206,247.03 1,691,821.03 1,691,821.03 1,485,574.00 98,660.03 1,584,234.03 1,661,956.47 477,043.00 (477,043.00) Fund 4403: #17-26 Community Center Expansion � b� q Contract Amount Balance Total Bid Category Contractor Original Change Order Reimbursables Net Remaining Expenses SUBTOTAL tie to RJM Continuation Sheet 16,677,919.00 1,684.00 (800,441.00) 12,416.19 15,877,478.00 59,574.21 15,989 846.16 Design Fees 292 Design Group 1,051,896.00 BanKoe 17,306.00 Centerpoint Energy 5,241.02 1,074,443.02 Century Link 1,074,443.02 Connexus Energy 27,570.50 Coon Creek Watershed 6,250.00 roof spec 2,19125 Hakanson Anderson 19,340.00 High Point Networks Owner Costs The Morris Leatherman Company 3,500.00 Mulcare Contracting - Northland Recreation, LLC shelter - Professional Service Industries 1,255.00 FF & E Innovative/Dalce/REACH/Becker - 150,000.00 6,062.00 (53,588.62) 993.00 96,411.38 - 96,411.38 FF & E 1-121 Group 146,110.80 PROJECT GRAND TOTAL 49,198.00 49,198.00 - 49,198.00 SAC Fees 82,236.00 82,236.00 - 82,236.00 Soil Borings 12,000.00 (12,000.00) - - - Testing & Inspections Terracon 30,000.00 30,000.00 over 34,861.52 Phone/Data/Audio Visual Parsons /Archkey Tech 119,145.00 25,704.00 144,849.00 - 144,849.00 Zamboni Zamboni Co 75,000.00 73,959.35 148,959.35 - 148,959.35 Turf Becker Arena Products - 98,924.00 98,924.00 49,462.00 49,462.00 Scoreboard AIM Electronics 25,000.00 (1,090.00) 23,910.00 - 23,910.00 Bleachers & Athletic Equipment SAAFE, LLC'; Southern MN Insp 135,021.00 (14,929.00) 120,092.00 - 120,092.00 Skate Tile &Dasher Boards 272,810.00 (7,240.00) 265,570.00 - 265,570.00 Track Flooring Kiefer USA 93,310.00 (8,820.00) 84,490.00 - 84,490.00 Irrigation SiteOne Landscape Supply, North Sul 25,000.00 (10,465.90) 14,534.10 - 14,534.10 Builders Risk 20,538.00 20,538.00 over 22,711.00 Owner Allowance 1,040,060.00 139,651.83 1,179,711.83 49,462.00 1,137,284.35 Misc: ABC Sign 1,684.00 Aircon Electric 12,416.19 All-American Arena Products 13,430.00 Andover- Signs/ shelter permit 4,031.22 Assured Security 4,566.00 BanKoe 736.55 Centerpoint Energy 13,006.81 Century Link 11,545.48 Connexus Energy 27,570.50 Coon Creek Watershed 6,250.00 ECM Publishing 2,19125 Hakanson Anderson 19,340.00 High Point Networks 1,388.92 The Morris Leatherman Company 3,500.00 Mulcare Contracting - Northland Recreation, LLC shelter - Professional Service Industries 1,255.00 Project Resources Group 4,032.50 RadarSign, LLC 6,062.00 Sir Lines -A_lot 993.00 Uline 10,491.42 Wells Fargo 1,619.96 Total Mise 146,110.80 PROJECT GRAND TOTAL 18,769,875.00 (643,483.17) 5,241.02 18,131,632.85 109,036.21 18,347,684.33 ANDOVER COMMUNITY CENTER FACILITY UPDATE APRIL -MAY 2021 APR. 2 TO 3 -TITAN ALL STARS HOCKEY FESTIVAL APRIL 5 - HOMETOWN HOCKEY SEASON KICK OFF APR. 8 -11 -J.B.F. KIDS CONSIGNMENT SALE APR. 18 - FIVE STAR BASKETBALL TOURNAMENT APR. 18 - 20 - AAA TRACK & FIELD APR. 24 - 25 MN PREMIER VOLLEYBALL TOURNAMENT MAY 2 - FIVE STAR BASKETBALL TOURNAMENT MAY 23 -FIVE STAR BASKETBALL TOURNAMENT TRACK CHECK IN IS REQUIRED. MONDAY -FRIDAY. 6 30AM-4 30PM. NUM- BERS BELOW REFLECT THOSE CHECKED IN DURING THESE TIMES. JANUARY 1619 FEBRUARY 2068 MARCH 1571 APRIL TBD ♦ MAR. 30 -31 TIPS AND TRICKS -ICE SKATING LESSONS (57 PARTICIPANTS) ♦ APR. 10 -MAY 1 INDOOR TURF SOCCER PROGRAM (111 KIDS) ♦ JUNE 15 JULY 27 SUMMER LEARN TO SKATE LESSONS ♦ JUNE 15 - 29 INTRO TO ICE LESSONS ♦ JULY 13 - 27 INTRO TO ICE LESSONS ♦ YMCA - AFTER SCHOOL TEEN CENTER & OPEN GYM - COMMUNITY EVENTS - SENIOR PROGRAMS • SUBWAY ANOKA COUNTY LIBRARY ON THE GO • ADULT HOCKEY 18+ • BASKETBALL • VOLLEYBALL ♦ FAMILYTURFTIME FAMILY SOCCER • PICKLEBALL (BEGINNER & OPEN) • PUBLIC SKATE ANDOVER COMMUNITY CENTER FACILITY UPDATE MARCH 2021 MAR. 2 - AHS GIRLS HOCKEY VS. BLAINE MAR. 4 - AHS BOYS HOCKEY VS. MAPLE GROVE MAR. 6 - AAA BASKETBALL LEAGUE GAMES MAR. 7 -MN PREMIER VOLLEYBALL TOURNAMENT MAR. 8 -AHS GIRLS HOCKEY VS. CENTENNIAL MAR. 9 -AHS BOYS HOCKEY VS. CHAMPLIN PARK MAR. 9 -10 -AAA BOYS BASKETBALL PLAYOFFS MAR. 10 - D10 YOUTH HOCKEY PLAYOFFS MAR. 11 -AHS BOYS HOCKEY VS. BLAINE MAR. 11 - D10YOUTH HOCKEY PLAYOFFS MAR. 12 -AHS GIRLS HOCKEY VS. ANOKA MAR. 13 - D10 YOUTH HOCKEY PLAYOFFS MAR. 13 - FIVE STAR BASKETBALL TOURNAMENT MAR. 14 -MN PREMIER VOLLEYBALL TOURNAMENT MAR. 16 -AHS GIRLS SEC 7AA PLAYOFF GAME MAR. 18 - AHS GIRLS & BOYS SEC 7AA PLAYOFF GAMES MAR. 20 - AHS GIRLS & BOYS SEC 7AA PLAYOFF GAMES MAR. 20 - 21 - FIVE STAR BASKETBALL TOURNAMENT MAR. 22 - D10 YOUTH HOCKEY PLAYOFFS MAR. 24 - D10 YOUTH HOCKEY PLAYOFFS MAR. 24 - AHS BOYS SEC 7AA PLAYOFF GAME MAR. 25 - D10 YOUTH HOCKEY PLAYOFFS MAR. 27 - D10 YOUTH HOCKEY PLAYOFFS MAR. 27 -CAROUSEL CRAFT SHOW MAR. 27-28 MN PREMIER VOLLEYBALL TOURNAMENT TRACK CHECK IN IS REQUIRED. MONDAY --FRIDAY. 6 30AM-4 30PM. NUMBERS BELOW REFLECT THOSE CHECKED IN DURING THESE TIMES. ♦ YMCA - AFTER SCHOOL TEEN CENTER & OPEN GYM - COMMUNITY EVENTS - SENIOR PROGRAMS SUBWAY ANOKA COUNTY LIBRARY ON THE GO • MAR. 30-31 TIPS AND TRICKS -ICE SKATING LESSONS (57 PARTICIPANTS) • APR. 10 -MAY 1 INDOOR TURF SOCCER PROGRAM (111 KIDS) • ADULT HOCKEY I8+ • BASKETBALL VOLLEYBALL ♦ FAMILY TURF TIME ♦ FAMILY SOCCER PICKLEBALL (BEGINNER & OPEN) ♦ PUBLIC SKATE 1685 CROSSTOWN BOULEVARD N.W. • ANDOVER, MINNESOTA 55304 • (763) 755-5100 FAX (763) 755-8923 • WWW.ANDOVERMN.GOV TO: FROM: SUBJECT: DATE: Mayor and Councilmembers Jim Dickinson, City Administrator Discuss 2022 Budget Development Guidelines April 27, 2021 INTRODUCTION (Q* City Administration and Finance are starting to focus on the 2022 Annual Operating Budget Development process and is looking to the City Council to discuss the Council's guidelines for staff s preparation of the 2022 Annual Operating Budget. The following are some suggested 2022 Budget Development guidelines (like 2021) for consideration and could be impacted by the Councils discussion: 1) A commitment to a City Tax Capacity Rate to meet the needs of the organization and positioning the City for long-term competitiveness using sustainable revenue sources and operational efficiencies. 2) A fiscal goal that works toward establishing the General Fund balance for working capital at no less than 45% of planned 2022 General Fund expenditures and the preservation of emergency fund balances (snow emergency, public safety, facility management & information technology) through targeting revenue enhancements or expenditure limitations in the 2019 adopted General Fund budget. 3) A commitment to limit the 2022 debt levy to no more than 25% of the gross tax levy and a commitment to a detailed city debt analysis to take advantage of alternative financing consistent with the City's adopted Debt Policy. 4) A comprehensive review of the condition of capital equipment to ensure that the most cost- effective replacement schedule is followed. Equipment will be replaced based on a cost benefit analysis rather than a year -based replacement schedule. 5) The use of long-term financial models that identify anticipated trends in community growth and financial resources that will help designate appropriate capital resources for future City needs. The financial models will be used in the budget planning process to ensure that key short-term fiscal targets are in line with long-term fiscal projections. 6) Continued commitment to planning targeted toward meeting immediate and long-term operational, staffing, infrastructure and facility needs. 7) A management philosophy that actively supports the funding and implementation of Council policies and goals, and a commitment to being responsive to changing community conditions, concerns, and demands, and to do so in a cost-effective manner. ACTION REQUESTED The Council is requested to review and discuss the proposed Budget Development guidelines, discuss whether they are appropriate for developing the 2022 Annual Operating Budget. If acceptable the Council will be asked to adopt the 2021 Budget Development Guidelines at the May 4, 2021 City Council meeting. submitted,