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HomeMy WebLinkAbout2012 [01] Jan 30 Meeting Material I SEH AGENDA City of St. Joseph Transportation Plan Update Stakeholder Meeting #1 Monday, January 30, 2012; 5:30 — 7:00 p.m. City Hall I. Introductions 11. Overview - Scope & Schedule III. Principals of Roadway System Planning (Task 3.0) A. Functional Classification 1. Classification Descriptions 2. Spacing Guidelines IV. Roadway System (Task 4.0) A. Traffic Forecast Updates 1. 2035 Regional Network 2. 2035 St. Joseph Network 3. Full Build Out — St. Joseph Network V. Public Involvement and Project Administration (Task 7.0) A. Stakeholder Involvement 1. Stakeholder Meeting #2 — Late February (See attached tentative agenda) 2. Stakeholder Meeting #3 — March (if necessary) B. Planning Commission and /or City Council? — March /April Page 1 J SEH AGENDA (TENTATIVE) City of St. Joseph Transportation Plan Update Stakeholder Meeting #2 Monday, February _ , 2012; 5:30 -7:00 p.m. City Hall I. Principals of Roadway System Planning (Task 3.0) A. Functional Classification 1. Classification Descriptions (Update Table 4) B. Design Guide 1. Typical Sections (Update Figures 4 & New Figure 4A) II. Roadway System (Task 4.0) A. Existing & Future Transportation System 1. Updates to Figures (5 -8) and Tables (6 -10) 2. Recommendations (Table 12) III. Pedestrian and Bicycle System (Task 5.0) A. Existing and Future Trail System 1. Updates to Figures and Tables IV. Public Involvement and Project Administration (Task 7.0) A. Stakeholder Meetings (See attached tentative agenda) 1. Stakeholder Meeting #3 — Late March (if necessary) B. Planning Commission and /or City Council? - March /April Page 1 F uctional Classification System Criteria* 361 CAL I Principal Minor Arterial Collectors Local Streets Arterial I I Interconnect Provide metro business supplementary Interconnect blocks centers and connections to Interconnect within residential regional business metro centers and neighborhoods neighborhoods and Place concentrations regional business and minor land parcels within Connections with important concentrations. business commercial / transportation Provide concentrations. industrial terminals and interconnection of developments. large institutional major traffic facilities. generators. • 2 - 3 miles in • Y4 - 3 h miles in 1 /2 miles in fully developed •developed fully fully developed As needed to access Spacing • 3 - 6 miles in ■ 1— 2 miles in • V2 — 1 miles in land uses developing developing areas developing areas areas Maintain at least 20 Maintain at least mph average in System 40 mph average peak hours Management speed in peak (developed) and 30 hours mph in developing Sometimes to To other To most principal interstate To a few minor arterials, all minor freeways and System principal arterials arterials and other principal arterials, all Connections and selected collectors and other collectors and some arterials, other minor arterials local streets. local streets collectors and local streets. Trips greater Medium to short Trip Making than 8 miles in trips of 2 -6 miles in Short trips of 1 -4 Short trips of less Service length length miles in length than 2 miles. Emphasis on Emphasis on mobilit Mobility vs mobility obility, direct Equal emphasis Emphasis on land Land Access No direct land access limited to on mobility and access especially to access allowed large commercial land access residential uses /industrial sites. * Original information source: • Transportation Policy Plan - Appendix F, Twin Cities Metropolitan Council, December 1996. FHWA Highway Functional Classification System: FHWA Guidelines Section 11 -1 - Stat... Page 5 of 10 Figure II-4 Relationship of functionally Classified Systems in Serving Traffic Mobility and Land Access Proportion of Service Mobility Arterials _..__.. Collectors Land Access " Locals Functional classification can be applied in planning highway system development, determining the jurisdictional responsibility for particular systems, and in fiscal planning. These applications of functional classification are discussed in "A Guide for Functional Highway Classification." AREA DEFINITIONS Urban and rural areas have fundamentally different characteristics as to density and types of land use, density of street and highway networks, nature of travel patterns, and the way in which all these elements are related in the definitions of highway function. Consequently, this manual provides for separate classification of urban and rural functional systems. Experience has shown that extensions of rural arterial and collector routes provide an adequate arterial street network in places of less than 5,000 population. Hence urban classifications as discussed herein are considered in the context of places of 5,000 population or more. Urban areas are defined in Federal -aid highway law (Section 101 of Title 23, U.S. Code) as follows: "The term 'urban area means an urbanized area or, in the case of an urbanized area encompassing more than one State, that part of the urbanized area in each such State, or an urban place as designated by the Bureau of the Census having a population of five thousand or more and not within any urbanized area, within boundaries to be fixed by responsible State and local officials in cooperation with each other, subject to approval by the Secretary. Such boundaries shall, as a minimum, encompass the entire urban place designated by the Bureau of the Census." For clarity and simplicity this reference manual will use the following terminology, which is consistent with the above definition. http: / /www.fhwa.dot.gov /planning /fcsec2 l .htm 1/30/2012 FHWA Highway Functional Classification System: FHWA Guidelines Section II -1 - Stat... Page 8 of 10 Functional Systems in Urbanized Areas -9 CSAFI 1 S) The four functional systems for urbanized areas are urban principal arterials, minor arterial streets, collector streets, and local streets. The differences in the nature and intensity of development between rural and urban areas cause these systems to have characteristics that are somewhat different from the correspondingly named rural systems. Urban principal arterial system In every urban environment there exists a system of streets and highways which can be identified as unusually significant to the area in which it lies in terms of the nature and composition of travel it serves. In smaller urban areas (under 50,000) these facilities may be very limited in number and extent and their importance may be primarily derived from the service provided to travel passing through the area. In larger urban areas their importance also derives from service to rural oriented traffic, but equally or even more important, from service for major movements within these urbanized areas. This system of streets and highways is the urban principal arterial system and should serve the major centers of activity of a metropolitan area, the highest traffic volume corridors, and the longest trip desires; and should carry a high proportion of the total urban area travel on a minimum of mileage. The system should be integrated, both internally and between major rural connections. The principal arterial system should carry the major portion of. trips entering and leaving the urban area, as well as the majority of through movements desiring to bypass the central city. In addition, significant intra -area travel, such as between central business districts and outlying residential areas .. between major inner city communities, or between major suburban centers should be served by this system. Frequently the principal arterial system will carry important intraurban as well as intercity bus routes. Finally, this system in small urban and urbanized areas should provide continuity for all rural arterials which intercept the urban boundary. Because of the nature of the travel served by the principal arterial system, almost all fully and partially controlled access facilities will be part of this functional system. However, this system is not restricted to controlled access routes. In order to preserve the identification of controlled access facilities, the principal arterial system is stratified as follows: (1) Interstate, (2) other freeways and expressways, and (3) other principal arterials (with no control of access). The spacing of urban principal arterials will be closely related to the trip -end density characteristics of particular portions of the urban areas. while no firm spacing rule can be established which will apply in all, or even most circumstances, the spacing of principal arterials (in larger urban areas) may vary from less than one mile in the highly developed central business areas to five miles or more in the sparsely developed urban fringes. For principal arterials, the concept of service to abutting land should be subordinate to the provision of travel service to major traffic movements. It should be noted that only facilities within the "other principal arterial" system are capable of providing any direct access to adjacent land, and such service should be purely incidental to the primary functional responsibility of this system. Urban minor arterial street system (CSAN Z cR X33) The minor arterial street system should interconnect with and augment the urban principal arterial system and provide service to trips of moderate length at a somewhat lower level of travel mobility than principal arterials. This system also distributes travel to geographic areas smaller than those identified with the higher system. The minor arterial street system includes all arterials not classified as a principal and contains facilities that place more emphasis on and access than the higher system, and offer a lower level of traffic mobility. Such facilities may carry local bus routes and provide intra- community continuity, but ideally should not penetrate identifiable neighborhoods. This system should include urban connections to rural collector roads where such connections have not been classified as urban principal arterials. The spacing of minor arterial streets may vary from 1/8 - 1/2 mile in the central business district to 2 - 3 miles in the suburban fringes, but should normally be not more than 1 mile in fully developed areas. Urban collector street system (NoRTHLANb b"(') The collector street system provides both land access service and traffic circulation within residential neighborhoods, commercial and industrial areas. It differs from the arterial system in that facilities on the collector system may etr. - - is ,I nei•hb. i.•ds di r'. ' • i. • h- - rt-r.Is hr.u.h - .rea to the ultimate destination. Conversely, the collector street also collects traffic from local streets in residential neighborhoods and channe s the arterial system. In the central business district, and in other areas of like development and traffic density, the collector system may include the street grid which forms a logical entity for traffic circulation. http://www.fhwa.dot.gov/planning/fcsec2_1.htm 1 /30/2012 FHWA Highway Functional Classification System: FHWA Guidelines Section 11 -1 - Stat... Page 9 of 10 Urban local street system The local street system comprises all facilities not on one of the higher systems. It serves primarily to provide direct access to abutting land and access to the higher order systems. It offers the lowest level of mobility and usually contains no bus routes. Service to through, traffic movement usually is deliberately discouraged. Extent of mileage and travel on urban systems Table 11-3 contains guideline ranges of travel volume (VMT) and mileage of each of the four functional systems for urbanized areas. Systems developed for each area using the criteria herein will usually fall within the percentage ranges shown. Table 11 -3 -- Guidelines on extent of urban functional systems Range (percent) System VMT Miles Principal arterial system 40 -65 5 -10 Principal arterial plus minor arterial 65 -80 15 -25 street systems Collector street system 5 -10 5 -10 Local street system 10 -30 65 -80 Functional System for Small Urban Areas The systems and their characteristics listed for urbanized areas are also generally applicable to small urban areas. The basic difference is that, by nature of their size, many small urban areas will not generate internal travel warranting urban principal arterial service. Thus the principal arterial system for small urban areas will largely consist of extensions of rural arterial into and through the areas. In many instances, these extensions will be located so as to relieve critical sections of the street system while providing efficient movement of travel around (e.g., bypasses) and through the area. The larger urban areas within this population group, particularly those above 25,000 population, may have major activity centers which warrant principal arterial service in addition to that provided by extensions of rural arterials. The characteristics for the minor arterial street systems, collector street systems, and local street systems in small urban areas are similar to those for urbanized areas. Special Urban -Rural Identification The criteria in this section define urban and rural streets and highways according to their functional character. To assure continuity of the rural arterial systems through urban areas, it is desirable to doubly identify (as indicated below) the urban arterials which form connecting links of the rural arterials. The term "connecting links" means those urban routings which will provide rural -to -rural continuity for the rural arterial systems. A connecting link may traverse the urban area from one boundary to another, or may simply connect to another previously delineated connecting link. (The mileage of any connecting link should not be included more than once.) The necessary continuity may be provided by loop or bypass routes. It is recommended that the identification be made after both the urban and rural functional classifications have been accomplished. As specified in the systems characteristics in this section, connecting links for the rural principal and minor arterial systems will be on the urban principal arterial system (continuity for the rural Interstate will, of course, be provided by urban Interstate). Connecting links for rural principal arterials should be identified prior to selecting those for minor arterials. The routing of the connecting link for a rural principal arterial should normally be fairly direct, while that for a rural minor arterial may involve some indirection of travel. The following categories are to be used in identifying these connecting links on the urban principal arterial system: 1. Other freeways and expressways: connecting links of non - Interstate rural principal arterials Connecting links of rural minor arterials Other urban principal arterials: Connecting links of other rural principal arterials http://www.fhwa.dot.gov/planning/fesec2_1.htm 1/30/2012 . Google Maps Page 1 of 1 G O k )$le ( Get Google Maps on your phone r) Text the word "GMAPS" to 466453 r .ov -- t. Ra ' 25 KA, 51 T- 1 1 ( C. n o xl ■ a (; N I I a a h' r y \ o 6 Millstream G " Park • b .t t' x I!� �ry .; In St 1 .. C o R0 i5 . Hoch sl Co Rd l5 ,•�wsxc ;fir. 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SI(sN\C oR `` 60 r 0 , FvTV t S I(7NN�. �, '� t o o i. • t ti S December 2332 m musser to 1 g . \ muddpah'ies\ sa ioseph\202? comprehensive plan\joseph t ion network .,. . 1 St. Joseph Traffic Count Growth - Years 1990, 2000 and 2010 1700 3800 2100 N 4000 3950 6200 „.0-\ 322nd Street 400 500 1500 600 320th Street 500 1750 \ 500 1900 600 2000 2200 4000 4000 6200 11300 4200 12100 12100 2600 — 4200 400 6400 \ 6400 20200 4200 \\ 21100 6200 13000 22300 14400 1111 Ridgewood 15700 Minnesota Street Road 5600 3200 1200 .141111, 7300 3400 1800 10000 5700 3600 75 2700 7300 10000 1900 2500 4800 4600 16400 5200 21400 5400 22300 1600 2000 ® 4500 15800 1800 21000 2 �'I 2300 Ng 24800 800 900 3000 ili a L a 1 3 $ 1500 Poa co') 9,9 iN Lo 10000 15100 15800 23 1300 2300 2400 700 1000 1100 September 2011 - m musser g: \municipalities \saint joseph \2011 comprehensive plan\joseph historic counts 90 00 10 What are the potential impacts of the West corridor? 1r, i I I d9lIYINIIAIINIANINtlNIAAUTA IAYII IMAkINJNINAIAgtl/IINIAAAIAAw' ! • t I' �' : I p'S • - '"w 1 .,..ir,/ ' 'Le sou "1 • ■ Township ..., Y City o ' " ''' a °'•• "''' Stint Wondtll ,••, Sauk f we a Township E *r �" • Rap ds / seen. ' • ' / General Issues 4 %� ■ �; _� � ' • Impact existing • 1 c • sn... .. 111 • . t mpactwe „.. y --- - -- i • May impact developed areas in the i ✓�` % _ ' .... t - a City of St Joseph . c Legend i - • �, • C rosses proposed lakeWobegon °' : t' " - 4. f ( L Trail extension a • • A .", r` • • Crosses proposed RoconTrail , , ,, ", f v • _. extension P tat " p Feld development with �lrture f' j e. • ••••• a. i f induifria randresid entiallanduses e.x.,x.o.,. ' i r-- , "'P P, i ii r . = WA Protected Wettands . � 5•1P0 Seel , _. _ <,r / • ✓ ity� 0 r.,,,n, Purer (rots, , ' = / Sant Cloud ' _.. Cit f assierFarmstead ° c O :;:Z o,�» 4.74 : , ' ".," -- Saint eligible for the National s a."., �` h,. ,n MnOO� "iii °" • Joseph Historic Register ` " - ; 7 p 1 p "oo° I Saint Joseph • 1 ° Growth Area New Sauk River " "" ' " " "" crossing and , tloodplain impact _ .1. - i —•• Heid'Herges _ - , • • • . • Planned Housing - s _ E , ♦'" s...." t a 4. Development T � 1 € . • r r'"°� •• s - F � City of `�• , -. „° • Uses existing $auk e .. "' • River crossing, impact I , - n l w ake 6r k ` / r•-** Ito flood i lain remaim X ' 1 t - # x 6 . — , �L. _. 1 �. _ • r f3! 3 a x / I' R �. r 50 6` •A i 1 Gravel mining ,_ y 4,� i Q i • ten _ _ , r ■ .•• + „ , ,• � • - Uniq ueup land speciesdue to' r ° • o sue•" , granite outcroppings 1 ••• .tiff** .. lic(... i ) „ EE � f ¢ r It ~ ' y Potential justice a population/ n/ entaibl I e 9 • ' x # ' � r � j .. . - - '+ - ;, expansion to the south of ,' w • • ` - • ° Bel Clare Estates mobile ; 4•- home park - i s Future interdict 2 e • I L, 11110, ( ; o' , Impric e t SRF Southwest Beltway Corr idor�r "..e....a...,, r" �� S rr'arns C ounts What are the potential impacts of the Central corridor? 1... / ! \\‘\" ,,..,,„- • .. , ., .. f *-•- s,,,,t,l ishiummumaiimomrsui sormanausasialati PPP\ " 00 -1 ' - • - 1' ) . Fj.?r i . . , I .* ek. 4 . ....,i........ ill 641144 .11-- • . - , Le Sauk / .. • . , i i Township „ ,,.. City of ..,,,. / 1,,,:,,,) •,,, Saint Wooden • Sauk * Township • • - . . : -44, I - L., - r . . _., Rapids 3331.3 31 11 / • • *** . . ' ..1....."1' . p i . ' . ' . wc ■ • ft )* A General Issues 3. ' i / • ii .......2 •....333, S1 ."'". . . • Impact existing farmland Legend 1 : 1 ;" -- 1 . / • 4■••-•••• • ...„' 4 iMpa(heetland5 ; • ' 40747;:a.e7:474e s cif' ! ' . ' • - 0 NW Fleetnc 333 stAN, • Crosses proposed Lalie Wobegon ,. WE 33.nlauwan Subs ....... ..,....... . Trail extension • ......,.,.., 1 ..— J , "..-, • Crosses proposed FloconTrail i 1 I "'" ',„7":,"'": -- i 14/.. . extension • i.t,...................... . • / , . MB 031331.103k .1 i i I / mg ..fl..., . ,...... i ,, mg Pownhal ArcluwWww1Wes ..... _ . „tp....tto ,,,,,,, , ( 3 • ._ . ". • — _ .: - -,.--------- egn ati °I i ‘a• . . '',,1/11,00 ....,..... . .0 S aint 11 ••• ....._ •-- an n+n I - *.-^. „ , I T . 1 - •,. ,.. ; ;-; L ' t 3.33,13..elownent 300 New Sauk River N.. ... IP .. ' 4 .,:. ............. .. . J°SePh 1 ' ' '''" crossing and , 4 . ; ---------LL-r Saint Joseph floodplain impact - , , I .1- ° Growth Area Avoid cemetary . '. —. c• Uses CR 138 Alignment and \\ requires two 900 turns ,. ^ i . it E ...'-' - ! , ■ • Fr .1 -. ,..110 !,,...- ....... . f -,.....,1 '' - I :;F:2"< --i• - .. ........• –11 ■ 4 : , "I l t . ' r i P. Waite Park • ...., ■ „e t' i . .., .... . X -•• 4..fb ' % s ,...-- , • '7 ..... — .. ,.. '..,■- . ,, 0 i Uses CSAH 137 thS • y I — I , ) •,.,. _a .: ' . ••' Alignment Unique upland species due ti• ir 1 • • .. / A / . 4 . granite outcroppings • • - . .... / - ,. . , ,.......„„ h . ' ,,,- •(/ , / "5 — 1 , / I ...-, .......... ,,. • 1.4-- ., . ,C• ' i 0.... .• • . / A, i 's' N `. .* • . -- . . . . -. Potential environmental ! !-,.. • „ , \ ' justice population/ possible l ..- ' `, j expansion p to the south of l . ( ''' . • , . — • i .-• . , . .. home park Be! l Clare Estates mobile 1 ( • . 1 • ••• ' ,* Future interchan i , 4 • • , 4 .,, - , / ! . (411‘ .. / '' . .., ,* City e • . \,......, _______,,..-' . -- ,.- 1...: 10(4 _ . , • 4.--....„......... „....,'• ' —ft... . _ SRF Southwest Beltway CorridorAlg , Ste ns C w ounty What are the potenti im of the East corridor? tt m.ti�HUUOawlni,,H,11 a imulml j tBblaC�lu,,,„ptBAgt TOP " "' 1 t u pacts F' " '� ' 11•I1tt \���� t ` •' al ,„,,4' /All "c -. I . - . ' th o�nell -Al of > ✓ , Le Sauk Township ., City of • .. f . a °° °° Sant Wendell �,• f `� Sauk a Townshl �: ._, ,� _�: „' Rapids ya°•'g J • , S : 6 1 f • "" ' — General Issues � ;`_ • : N. j • Impact existing farmland > /• • Impact wetlands T ` r ' \ . . "' •Impact developed areas � ._ i • rare --- ---- -• rpm. .. 'l Waite Park and St. Cloud r .. eaaa '>j4_.rµ.., � • • • • Crosses proposed I ake Wobegon • " "" "" ' �, • •. f I Trail extension m•in c.. m »aea s,�.a L J Gx[GKnpulon SUb 4 ..._, • Grasses proposed ROcori Trail Enron Staten, -„ j extension i j j • of'3 _ _ e I a ' j " " IO '°e O,°nPore, f - - --- —; I + r 1; J ' C En r „oa • ... ra i Aranaeoloodatanes ........\Sc". _ • ' ynr.r 4 j I 's` ' + __ • = / e _ J c:, Study Area # ' 1— } '''' ' • • / r Sa nt o u� j /-t ro • c.. , J.. City 0 " .a . , : 4 `.• J New Sauk River u ^ ,m �.. ",., cam,; I • crossing and ---‘1 .• O x;�;v'o.��;e„6. ", — .. - - -ww.rd • a . Saint n lu tot floodpldln Impact i i r F svz e::' „q ° ,” a v Joseph ,S ti5'i d)Cuk9Ca(polh f r /_ �� "` m""""' " yw .,_ _._._.ral Saint Joseph 1 — .., -• -- I i 1 f Growth Area r � . 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