HomeMy WebLinkAbout[02c] Transportation Plan Amendment 2012 DRAFT
Transportation Plan Update
St. Joseph, Minnesota
SEH No. STJOE 119126
April 13, 2012
This plan is a partial update to Original Transportation Plan
Report - accepted (as revised) by City Council on January 4,
2007
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SEH
Building a Better World
for All of Us
Engineers 1 Architects 1 harmers 1 Scbndsts
Table of Contents
Page
3.0 Principals of Roadway System Planning 3
3.1 Functional Classification 3
3.2 Jurisdictional Classification 5
3.3 Access Management 5
3.4 Design Guide 7
3.4.1 Minor Arterials 7
3.4.2 Community (Major) Collector Roadways 10
3.4.3 Neighborhood (Minor) Collector Roadways 12
4.0 Roadway System Principals of Roadway System Planning Principals of
Roadway System Planning 14
4.1 Existing Transportation System 14
4.2 Future Transportation System 16
4.2.1 Traffic Forecasts 16
4.2.2 Network Capacity Deficiencies 22
4.3 Topics of Discussion 22
4.3.1 Field Street 22
4.3.2 North Corridor /CSAH 2 Realignment 23
4.3.3 Future Location of the Southwest Beltway 23
4.3.4 Future 1 -94 Access 23
4.4 Recommendations 24
5.0 Pedestrian and Bicycle System 26
5.1 Facility Types 26
5.2 Existing Trail System 26
5.2.1 Intra -City Trails 27
5.2.2 Regional Trails 27
5.3 Future Trail System 28
5.3.1 Intra -City Trail Expansion 28
5.3.2 Regional Trail Expansion 29
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Transportation Plan STJOE 119126
City of St. Joseph Page i
Table of Contents (Continued)
List of Tables
Table 4 : Functional Classification Description 4
Table 5 : Access Spacing Guidelines 7
Table 6 : Select Model Trip Generation Rates 16
Table 7 : Households by TAZ 17
Table 8 : Office square footage by TAZ 17
Table 9 : Industrial square footage by TAZ 18
Table 10 : Retail square footage by TAZ 18
Table 11 : Typical Roadway Capacities 22
Table 12 : Recommendations 24
Table 13 : Existing Intra -City Trail System 27
Table 14 : Future Intra -City Trail System 28
List of Figures
Figure 3 — Potential Minor Arterial Roadway Cross Sections
Figure 4 — Potential Community (Major) Collector Roadway Cross Sections
Figure 4A - Potential Neighborhood (Minor) Collector Roadway Cross Sections
Figure 5 — Existing Transportation Network
Figure 6 — Future Transportation Network
Figure 7 — TAZ Boundaries
Figure 8 — 2035 Traffic Forecasts
Figure 9 — Trails Map
Transportation Plan STJOE 119126
City of St. Joseph, MN Page ii
Transportation Plan Update
This plan is an update to Chapters 3, 4 and 5 of the City Council accepted
Transportation Plan Dated December 21, 2006 as revised per City Council
action on January 4, 2007.
Prepared in coordination with the St. Cloud Area Planning Organization for
the City of St. Joseph, Minnesota
3.0 Principals of Roadway System Planning
Development of a transportation plan involves numerous tasks; therefore it is
important to define the basic guiding principals involved with transportation
system plan development. These principals include:
• Functional Classification
• Jurisdictional Classification
• Access Management
• Design Guide
These principals, as detailed in the following sections, provide the
framework for developing an orderly and effective transportation system
plan.
3.1 Functional Classification
The purpose of this section is to describe the functional classification system
and its application to the City of St. Joseph.
Functional classification is a system by which streets and highways are
grouped according to the character of traffic intended to serve. Basic to this
process is the recognition that individual roadways do not function
independently. Most travel involves movement along a network of different
types of roads. The functional class of the roadway should be an important
consideration in the development of local regulations for land development.
The mobility of higher classified roadways should be protected by careful
management of site development and access spacing. Transportation
problems occur when roadway design and the management of access to the
roadway are inconsistent with the functional and operating demands imposed
by the surrounding land uses on the roadway.
Transportation Plan STJOE 119126
City of St. Joseph, MN Page 3
The four basic functional classification categories (principal arterials, minor
arterials, collectors, and local roadways) are described below in Table 4. In
addition, the St. Joseph Comprehensive Plan breaks down collectors into
community collectors (major collectors) and neighborhood collectors (minor
collectors). In the Comprehensive Plan, community collectors are described
as having a larger volume of traffic. The primary focus of this study is on
community collectors and higher roadway classes. Neighborhood (minor)
collectors are not recognized in the regional transportation system.
Table 4: Functional Classification Description
Functional Class Description City of St. Joseph Roadway Examples
Principal • Intended to connect larger cities with one • Interstate 94
Arterials another and connect major business • CSAH 75
concentrations
• Highest volume to capacity
• Provide highest level of service at highest
speed for the longest uninterrupted distance
• Emphasis on mobility rather than land
access
• Nature of land uses adjacent is typically of
higher intensity
Minor • Connect to principal arterial, other minor • CSAH 2
Arterial arterials, and collector streets • CSAH 133
• Moderate length trips
• Lower level of mobility than principal
arterials
• Minimal property access
• Regional importance since they relieve,
expand, or complement the principal
arterial system
• Nature of land uses adjacent is typically of
medium to high intensity.
Community Collector • Serve short trips • CSAH 121
(Major Collector) • Moderate emphasis on both access and • 4 Avenue Southeast
mobility • East Baker Street
• Provide access to and from neighborhoods • Minnesota Street
to business centers and to the arterial system
• Northland Drive
Neighborhood • Serve short trips • Callaway Street
Collector • Emphasis on access and connectivity
(Minor Collector) • Provide access to and from neighborhoods
to business centers and to the arterial system
• Not considered a significant travel corridor
in the "regional" roadway network
Local/Neighborhood • Internal to residential neighborhoods, • Transportation plan does not address
Roads commercial and industrial areas and future local/neighborhood roadways
agricultural lands • Refer to City of St. Joseph
• Typically serve short trips at low speeds Comprehensive Plan for further
• Provides highest levels of property access information
Transportation Plan STJOE 119126
City of St. Joseph, MN Page 4
3.2 Jurisdictional Classification
Roadways are also classified on the basis of which level of government owns
and maintains the road. Three levels of government share jurisdiction over
the existing transportation system within the study area. Mn/DOT maintains
the State Trunk Highway (TH) system, Stearns County maintains the County
State Aid Highways (CSAH) and County Roads (CR), and the City of St.
Joseph and surrounding townships maintain the local city and township
roads. Typically, a roadway's jurisdiction is determined by several factors,
including the following:
• Length of road/length of trip;
• Connections to roadways of similar jurisdiction level;
• Functional classification;
• Average Daily Traffic (ADT);
• Purpose of trips being served;
• Special facilities served; and
• Design type of the roadway.
Cities and townships generally own roadways that solely serve local property
access and transportation needs. Roadways, such as trunk highways, which
serve regional, inter - county, or statewide transportation needs, are owned by
the State. Stearns County owns the roads that serve intermediate level
functions and generally provide intra -county connections to locations within
and adjacent to the County. As the City of St. Joseph continues to develop
and new roads are built, it is appropriate to examine the jurisdictional
responsibility for roadways and to consider if jurisdictional transfers are
appropriate. Typically, the majority of new roadway mileage constructed to
serve new development will be placed under the jurisdiction of the City
unless a new roadway is developed to provide efficient connections to other
areas in the region (i.e. SW Beltway).
3.3 Access Management
Access management is a tool for providing access to land development,
while preserving the safety, capacity, and operation of the transportation
system. Access management consists of carefully controlling the number,
location, design, and operation of all driveway and street intersections, which
also helps preserve community character, promote economic development,
and protect the public investment in the road system.
Access management systems recognize that different roads serve different
purposes. The implementation of access management strategies can have
significant benefits on the traffic operations of a roadway and help address
some of the issues associated with conflicts between through traffic and local
traffic. Several of these benefits are listed below.
• Reduce congestion and crashes.
Transportation Plan STJOE 119126
City of St. Joseph, MN Page 5
• Preserves roadway capacity and postpones the need for additional travel
lanes.
• Reduces travel time for efficient delivery of goods and services.
• Provides easy movement to destinations for the traveling public.
• Promotes sustainable and orderly community development.
Effective access management begins with thoughtful community
development and roadway design. Development practices that promote
effective access management include avoiding strip or linear commercial
development along major streets or roads where each individual development
needs to be served by its own individual driveway to the road and by
providing an adequate supporting network of local streets that can
consolidate access traffic to public street intersections along major roads.
Effective site and road development practices include consideration to
driveway design and spacing, development of turn lanes, and treatment of the
median area on abutting roadways.
There are a host of techniques that can be used to achieve the benefits of
access management. Techniques that should be utilized when possible
include:
• Requiring adequate space between street or driveway connections to
major roadways based on the type of development and speed of travel.
• Sharing of access points along major roads between adjacent properties
and with properties located across the road from the site under
consideration.
• Limiting the number of access points for individual properties.
• Requiring direct property access to be provided via collector streets or
local streets.
• Providing left and right turn deceleration or acceleration lanes.
• Giving consideration to offsetting driveways if adequate spacing can be
provided to minimize the number of conflict points between driveway
traffic and through traffic.
• In the case of high volume access driveways and high volume through
street traffic, using median barriers to restrict or limit the turning
movements that can occur.
The ability to implement these techniques is dependent in large part on the
land development conditions. Some techniques are more applicable in areas
with existing development, while others are more applicable in advance of
land development. The two access consolidation applications described
below address this issue.
Access management standards are established to reflect the functional
classification of the roads and the character of the area being served. The St.
Cloud APO access management standards are located in Exhibit 5 -1 in their
2035 Transportation plan. This exhibit details typical facility characteristics,
mobility aspects, accessibility and intersection considerations, right -of -way
Transportation Plan STJOE 119126
City of St Joseph, MN Page 6
needs, and parking restrictions. Each of the primary functional facility types
are grouped into urban, urbanizing, and rural land development categories.
In addition to the standards developed by the St. Cloud APO, additional
standards have been developed to guide the location and frequency of access
locations (public or private roads or driveways) along the minor arterial and
collector facilities. The guidelines are detailed in Table 5 below:
Table 5: Access Spacing Guidelines
Primary Full Movement Conditional Secondary
Facility Type Area Type Intersections Intersection Private Access
Restricted, but
Rural 1/2 mile 1/4 mile permitted
M inor Arterial subject to
conditions
Urban/Urbanizing 1/4 mile 1/8 mile Highly
restricted
Rural 1/2 mile 1/4 mile Permitted
Collector Urban/Urbanizing 1/8 mile NA subject to
Urban Core 300 -660 depending on block length conditions
The access management standards are intended to be guidelines for the City
to utilize as new development or redevelopment occurs. The intent is that
over time, as land areas are developed or redeveloped, the access to the
different classes of roadways will meet these guidelines. If there are existing
problems or a major road reconstruction project is proposed, access
management techniques and guideline standards can be applied to retrofit
existing roadways.
3.4 Design Guide
The design criteria presented in this section should be used as a general
guidance for the development of the roadway system in the City of St.
Joseph. Each segment of roadway within the City should be reviewed in
greater detail at the time of design and/or construction. The following pages
provide design recommendations and typical roadway guidelines for a
network classification system including minor arterials and community
collectors.
3.4.1 Minor Arterials
Minor arterial roadways connect important locations within a region. They
connect the City of St. Joseph with other cities (St. Cloud, Waite Park) and
with other important locations within Stearns County and the region. They
also provide supplementary connections to business concentrations and other
important points outside of the county or region. Minor arterials emphasize
mobility rather than providing access (see Figure 3).
Typical Posted Speed:
30 -40 mph in urban/urbanizing areas
35 -55 mph in rural areas
Transportation Plan STJOE 119126
City of St. Joseph, MN Page 7
Number of Travel Lanes:
2 -4 lanes; depending of projected travel demand (10,000- 12,000
ADT is a typical threshold for 4 -lane need).
Right -of -Way Requirements:
80 -foot to 150 -foot wide corridor to accommodate up to a divided
four -lane roadway with consideration for turn lanes and adjacent
sidewalk/trail on both sides of the road.
Estimated Construction Cost per Mile of Roadway:
Construction costs vary greatly based on width of roadway, design
specifications, adjacent trail(s), utility improvements /relocations,
terrain, underlying soils, etc. The cost to construct a minor arterial
could range from approximately $2.5 million to $3.5 million per mile
not including right of way costs.
Transportation Plan STJOE 119126
City of St. Joseph, MN Page 8
R/W „ ( t R/W
15' 8' 14' 10' 12' 12' 10' 19' 10' 10'
Paved Driving Driving Paved Trail
Shoulder Lane Lane Shoulder
22' 22'
-- 80' -120'
'
Minor Arterial
(Two -Lane Rural)
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75' 75'
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120' -150'
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N Minor Arterial
N (Four -Lane Urban Divided)
a
- Emphasize mobility rather than providing access to local properties
E - Design speed: 45 -55 Miles per hour
0 - Typical posted speed: 30 -40 miles per hour in urban areas, and 35 -55 miles per hour in rural areas
- Two -Lane or Four -Lane facility. A Four -lane roadway may be divided with a raised center median
- Recommend adjacent 10' shared use path
m
- 80' -150' Right of Way corridor
- The estimated construction cost per mile of regional arterial roadway could range from approximately
$2.5 million to $3.5 million
FILE NO. TRANSPORTATION PLAN
PHONE: 320.229.4300 STJOE119126 POTENTIAL MINOR ARTERIAL
1200 25TH AVENUE SOUTH FIGURE
. --- P.O. BOX 1717 DATE: ROADWAY CROSS SECTIONS NO.3
SEH ST. CLOUD. MN 56302-1717 03/19/2012 ST. JOSEPH, MINNESOTA
3.4.2 Community (Major) Collector Roadways
Major Collector roadways are designated to serve slightly shorter trips than
arterial roadways. They collect and distribute traffic from developments to
the arterial system. Regional collectors supplement the arterial system and
equally emphasize mobility and land access (see Figure 4).
Typical Posted Speed:
30 mph in urban areas
35 -55 in urbanizing and rural areas
Number of Travel Lanes:
2 -4 lanes; depending on projected travel demand and need to safely
serve turning traffic
Right -of -Way Requirements:
80 to 100 -feet to accommodate up to a four -lane undivided typical
section with a trail.
Estimated Construction Cost per Mile of Roadway:
Construction costs vary greatly based on width of roadway, design
specifications, adjacent trail(s), utility improvements /relocations,
underlying soils, etc. The cost to construct a community collector
could range from approximately $2.0 million to $3.0 million per mile
not including right of way costs.
Transportation Plan STJOE 119126
City of St. Joseph, MN Page 10
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N
- Typical posted speed: 30 miles per hour in urban areas, and 35 -55 miles per hour in rural areas
- Recommend adjacent 10' shared use path
• - 80' -100' Right of Way corridor (to accommodate up to a four -lane, undivided urban section with a trail)
• - The estimated construction cost per mile of a regional collector roadway could range from approximately
$2.0 million to over $3.0 million
FILE NO. TRANSPORTATION PLAN
PHONE: 320.229.4300 STJOE119126 POTENTIAL COMMUNITY (MAJOR) FIGURE
. P.0 . sox 1717 lzoo 25TH AVENUE SOUTH DATE: COLLECTOR ROADWAY CROSS SECTIONS NO. 4
P.o
S T. CLOUD. MN 56302 -1717
SEH 03/19/2012 ST. JOSEPH, MINNESOTA
3.4.3 Neighborhood (Minor) Collector Roadways
Minor Collector roadways have a similar function as major collector
roadways but would typically serve shorter trips providing connectivity to
roadways of a higher classification. Minor collector roadways may be
embedded within a residential neighborhood or business development. Minor
collectors are not recognized as significant travel corridors in the regional
roadway network system and emphasize land access over mobility (see
Figure 4A).
Typical Posted Speed:
30 mph in urban areas
35 -55 in urbanizing and rural areas
Number of Travel Lanes:
Typically 2 lanes
Right -of -Way Requirements:
66 to 80 feet to accommodate a two -lane undivided typical section
with a sidewalk or trail.
Estimated Construction Cost per Mile of Roadway:
Construction costs vary greatly based on width of roadway, design
specifications, adjacent trail(s), utility improvements /relocations,
terrain, underlying soils, etc. The cost to construct a neighborhood
collector could range from approximately $1.5 million to $2.5
million per mile not including right of way costs.
Transportation Plan STJOE 119126
City of St. Joseph, MN Page 12
R/W ( t R/W
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✓ - Typical posted speed: 30 miles per hour in urban areas
U
- Recommend adjacent 6' sidewalk or 10' shared use path
- 66' -80' Right of Way corridor
m - Neighborhood (minor) collectors are not acknowledged in the regional roadway network.
• - The estimated construction cost per mile of a minor collector roadway could range from approximately
$1.5 million to $2.5 million
FILE NO. TRANSPORTATION PLAN
N i PHONE: 320.229. 1200 2 AVENUE SOUT4300 H STJOE119126 POTENTIAL NEIGHBORHOOD (MINOR) FIGURE
COLLECTOR ROADWAY CROSS SECTIONS
� P.O. BOX 1717 DATE: 4A
S T. CLOUD. MN 56302 -1717
SEH 03/19/2012 ST. JOSEPH, MINNESOTA
4.0 Roadway System Principals of Roadway System Planning
Principals of Roadway System Planning
All public roadways in the City of St. Joseph represent a roadway network.
The intent of this section is to evaluate the existing and future roadway
network within St. Joseph planning boundary. The planning boundary or
project limits can be viewed in Figure 5 and it is considered the orderly
annexation area. The future roadway network will be evaluated using
estimated full build -out traffic volumes. Full build -out traffic volumes were
calculated based upon anticipated growth within the City of St. Joseph
planning boundary. Further details regarding full build -out traffic forecasts
can be viewed in Section 4.2.1. Evaluating the future roadway network
under City full build -out traffic demands will help identify issues and
opportunities for improvements.
4.1 Existing Transportation System
Figure 5 provides a graphical view of existing principal arterials, minor
arterials, and community collector, and neighborhood collector roadways in
the City of St. Joseph. There are two principal arterials in the City of St.
Joseph: Interstate 94 and Trunk Highway 75. Each of these roadways is
under the jurisdiction of the State of Minnesota or Stearns County.
Interstate 94 creates the southern boundary for St. Joseph and operates as a
high- speed, four -lane, controlled access freeway that connects major regional
trade centers in western Minnesota and North Dakota to the Twin Cities
Metropolitan area. As part of the interstate system, this facility carries the
highest level of importance with respect to serving long through trips. , The
City of St. Joseph is served by two interchanges on I -94: one at the junction
of CSAH 75; the other at the junction of CSAH 2. A potential future
interchange study area has been identified on I -94 in the area of Jade Road
and CSAH 138 (see Figure 6).
CSAH 75 is a major east -west corridor that serves regional traffic as well as
local traffic. This corridor experiences much congestion in both the AM and
PM peak hours as well as on weekends. The high volume, high -speed nature
of the corridor results in safety concerns for all modes of traffic using or
crossing the highway. Critical planning issues along CSAH 75 include
spacing of full access signalized intersections and potential reduction of
partial access locations if safety problems arise due to growing traffic
demands.
Existing transportation issues were developed by the Stakeholder group, City
Council, and public input meetings after thorough discussion. The following
highlights these issues that are important to the mobility of the City.
Transportation Plan STJOE 119126
City of St. Joseph, MN Page 14
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4.2 Future Transportation System
Recommended future transportation network can be viewed in Figure 6. The
network recommendations extended to the City's planning boundary.
4.2.1 Traffic Forecasts
Traffic forecasting is the process of using existing and future development
patterns to estimate future roadway traffic volumes. The traffic forecasts for
this study assumed full build -out conditions for the City of St. Joseph. Full
build -out conditions extended to the entire City's planning boundary as
shown in Figure 6.
Traffic forecast were developed with the assistance from the St. Cloud Area
Planning Organization (APO). The St. Cloud APO maintains the area's
regional travel demand model. This regional model includes the Cities of St.
Cloud, Waite Park, Sauk Rapids, Sartell, St. Augusta, Rockville and St.
Joseph. This model is considered a four -step model which includes the
following steps:
• Trip Generation
• Trip Distribution
• Modal Split
• Traffic Assignment
For estimation purposes the City of St. Joseph was divided into the Traffic
Analysis Zones (TAZ). TAZs generally contain similar land uses and are
usually bordered by natural or manmade barriers (i.e. rivers, freeways,
railroad corridors, etc.) Please refer to Figure 7 for a graphical location of
these zones. There are 18 TAZs included in this study and the numbers
representing the TAZs correspond to the St. Cloud APO TAZ designation
number.
The first step for the regional demand model is trip generation. Trip
generation is the process of applying static generation equations based upon
specific TAZ land use characteristics (i.e. number of households, building
area, etc.) to determine the total number of trips (productions and attractions)
generated for each TAZ. Selected trip rate estimates from the regional model
can be viewed in Table 6 below. Tables 7 through Table 10 compares the
model year 2000, 2035 and full build -out input land use.
Table 6: Select Model Trip Generation Rates
Land Use Category Trip Rate Unit
Single - Family Residential 10.10 per dwelling unit
Multi- Family Residential 6.10 per dwelling unit
Industrial 7.00 1,000 square foot building
space
Low Industrial 4.00 1,000 square foot building
space
Low Retail 47.50 1,000 square foot building
space
Transportation Plan STJOE 119126
City of St. Joseph, MN Page 16
The second step, trip distribution allocates these trips to the respective origin
(production) and destination (attraction) zone. The third step, modal split is
the process of separating the vehicle trips between transit and passenger trips.
Due to the low area transit use, the modal split step is excluded from the
regional model and the trips generated are passenger car trips. The final step,
traffic assignment, is the process of distributing these trips onto the roadway
network and the end result will be estimated link average daily traffic (ADT).
Figure 8 provides the estimated 2035 traffic forecast volumes for the City of
St. Joseph.
Table 8: Office square footage by
Table 7: Households by TAZ TAZ
Office
Households (1,000 ft
St. Cloud APO Model St. Cloud APO Model
TAZ 2005 2035 Full Build -Out TAZ 2005 2035 Full Build -Out
121 14 57 142 121 0 15 4,328
122 7 7 261 122 0 0 3,852
123 8 8 628 123 0 0 0
124 112 354 1,644 124 10 10 2
125 2 2 108 125 29 216 59
126 2 3 23 126 0 0 0
127 22 22 206 127 2 2 84
128 372 418 219 128 18 18 38
129 225 225 269 129 40 40 18
130 109 109 88 130 33 33 20
131 32 32 225 131 0 24 146
132 544 773 806 132 0 0 2
133 241 291 299 133 8 8 279
134 8 8 12 134 0 0 1
137 213 1266 1,400 137 0 0 510
138 5 5 945 138 0 0 0
139 90 378 1,570 139 0 0 0
140 0 0 470 140 0 0 0
Total 2,006 3,958 9,315 Total 140 366 9,339
Transportation Plan STJOE 119126
City of St. Joseph, MN Page 17
Table 9: Industrial square footage Table 10: Retail square footage by
by TAZ TAZ
Industrial Retail
(1,000 ft (1,000 ft
St. Cloud APO Model St. Cloud APO Model
TAZ 2005 2035 Full Build -Out TAZ 2005 2035 Full Build -Out
121 6 70 4,718 121 19 96 66
122 0 0 0 122 0 0 0
123 0 0 0 123 0 0 0
124 8 67 22 124 6 6 320
125 414 1,111 2,887 125 51 181 280
126 384 1,278 10,142 126 27 27 388
127 22 22 0 127 6 6 22
128 112 112 22 128 9 83 164
129 19 19 18 129 54 54 44
130 7 7 32 130 10 10 28
131 0 0 6 131 0 143 51
132 0 0 0 132 0 0 0
133 13 13 10 133 25 151 422
134 60 331 0 134 14 102 1,777
137 0 0 0 137 0 92 39
138 0 0 0 138 0 0 0
139 0 0 0 139 0 0 0
140 0 0 0 140 6 6 237
Total 1,045 3,030 17,857 Total 227 957 3,838
Transportation Plan STJOE 119126
City of St. Joseph, MN Page 18
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4.2.2 Network Capacity Deficiencies
The results from the traffic forecasting exercise were used to identify any
capacity deficiencies that would exist in the 2035 forecast year. This
information is used to either plan additional capacity improvements or to
manage facilities more effectively through access management, right -of -way
preservation, land use and development controls.
Capacity deficiencies are determined by the future volume to capacity ratio
(v /c). Future volumes were calculated during the traffic forecasting exercise
and Table 11 shows the typical roadway capacities by facility type.
Table 11: Typical Roadway Capacities
Roadway Design Capacity
(Average Daily Traffic — ADT)
2 -lane urban roadway < 10,000
2 -lane rural roadway < 15,000
3 -lane roadway < 17,000
4 -lane undivided roadway 15,000 — 20,000
4 -lane divided roadway 35,000
6 -lane divided roadway 55,000
Based upon the St. Cloud APO 2035 Forecast for this Transportation Plan
(Figure 8), two lane roadways within St. Joseph that are expected to
experience volumes greater than 10,000 ADT and therefore warrant potential
future consideration of multi -lane configurations are all identified as minor
arterial corridors. These include portions of CSAH 2, CSAH 133, the North
Corridor, the Southwest Beltway, and 20 Avenue. All collector roadways
are expected to serve demands within the capacity of a two or three lane
configuration.
4.3 Topics of Discussion
In addition to three on -going corridor studies within the City, there are also
other topics that came up for discussion with the stakeholder group and
public meetings. Each of these are discussed in more detail below.
4.3.1 Field Street
The Field Street Corridor Study has been completed by the City. The Future
Transportation Network Map (Figure 6) shows the preferred alignment
(Alternative G2a as documented in the Corridor Study Report on file at City
Hall). As shown on the Future Transportation Network map, Field Street
should be considered a major collector roadway from College Avenue
(County Road 121) easterly across the north -south minor arterial route
planned generally in the 16`'' and 20 Avenue corridors. The Field Street
collector route should then extend easterly around the southern limits of the
Historic Rassier Farm until it intersects with the Southwest Beltway (the
alignment for which has not been established).
The Field Street Corridor Study defined an additional collector route
westerly of College Avenue which loops westerly around the Sisters of St
Transportation Plan STJOE 119126
City of St. Joseph, MN Page 22
Benedicts property, runs parallel to I -94 until intersecting with Minnesota
Street as depicted in Figure 6.
4.3.2 North Corridor /CSAH 2 Realignment
In 2012, Stearns County intends to construct CSAH 2 on a new alignment
from Minnesota Street (near the I -94 interchange) to CSAH 75 at its current
junction with CSAH 3. This segment establishes the western end of the
future North Corridor.
Currently, there are three alignment alternatives for the north corridor
easterly of CSAH 3, all of which are shown on the Future Transportation
Network map (Figure 6). It is recommended that the Transportation Plan be
updated when the North Corridor alignment is selected.
4.3.3 Future Location of the Southwest Beltway
The St. Cloud APO initiated an environmental impact statement scoping
study corridor study to determine the best location for the Southwest
Beltway. This roadway is envisioned as an arterial roadway with regional
significance providing connectivity around the St. Cloud metropolitan area. It
is possible that the north/south portion of this beltway will come through or
near the City of St. Joseph (as depicted in Figure 6)
During the early stages of Southwest Beltway Study, the Federal Highway
Administration (FHWA) implemented a policy change that requires project
funding to be programmed before an environmental study process can be
completed. The policy change caused the Southwest Beltway Study to be
suspended until such time that funding has been programmed.
It has been determined that 20th Avenue should be part of a minor arterial
corridor in St. Joseph regardless of the beltway location. If the beltway does
not come through the eastern portion of the City, then a north/south collector
roadway will be needed in the eastern portion of the City. It is recommended
that the Transportation Plan be updated when outcomes of are known.
4.3.4 Future I -94 Access
The topic of a future access to I -94 came up in discussions with the public
and stakeholder group in 2006, and again during the 2012 stakeholder
meetings. Jade Road is a candidate location within the City of St Joseph.
Interchange spacing guidelines prescribe 2 -mile spacing on rural freeways
and 1 mile minimum spacing on urban freeways. 1 -94 is currently considered
a rural freeway. The need for an interchange would need to be established
and agreed upon by MnDOT and the FHWA.
The classification of Jade Road as a minor arterial lends itself well to an
interchange location when needs arise and if physical connections can be
deemed operationally and physically feasible. This is a topic that should
continue to be explored in future updates of this plan.
Figure 6 indicates a potential future interchange study area on I -94 in the area
of of Jade Road.
Transportation Plan STJOE 119126
City of St. Joseph, MN Page 23
4.4 Recommendations
The following recommendations provide a right -of -way footprint for each
future minor arterial and collector roadway within the City's full build -out
planning area. Table 12 provides the City with a very valuable and powerful
planning tool. More details about design guidelines can be located in Chapter
3. It should be noted that while capacity analysis identifies potential problem
areas, it is recommended that additional traffic information be reviewed to
confirm operational problems as specific improvements or operational
changes are being considered for implementation.
Table 12: Recommendations
Recommended
Existing Recommended Right -of -way Trail System * **
Roadway Classification Geometrics Geometrics** (ROW)*
North Corridor from CR 3 to east Minor Arterial n/a 4 -lane divided 120 -150 feet Trail
future city limits
East -west collector from North Community n/a 2 -lane 80 feet No
Corridor to Northland Drive Collector
Iris Lane from Northland Drive to Community 2 -lane 2 -lane 80 feet Sidewalk
15 Avenue NE Collector
Elm Street East from Northland Community 2 -lane 2 -lane 80 feet No
Drive to east of 20 Avenue Collector
Ridgewood Road from 20 Avenue Community 2 -lane 2 -lane or 3 -lane 80 -100 feet No
to east future city limit Collector -
Old Highway 52 from 115 Avenue Community n/a 2 -lane or 3 -lane 80 -100 feet Trail/Sidewalk
to Birch Street West _ Collector
Ave NE from Birch Street to Community 2 -lane 2 -lane 80 feet Sidewalk
Ash Street Collector
Ash Street from Birch Street to Community 2 - lane 2 -lane 80 feet Trail/Sidewalk
College Avenue Collector
-
Minnesota Street from CSAH 2 Community 2 -lane 2 -lane or 3 -lane 80 -100 feet Trail/Sidewalk
realignment to 20 Avenue Collector
Baker Street from 2 " Avenue to Community 2 -lane 2 -lane 80 feet Trail /Sidewalk
Minnesota Street Collector
Field Street from College Avenue Community n/a 2 -lane or 3 -lane 80 -100 feet Trail/Sidewalk
to the Southwest Beltway Collector
115 Avenue from CR 3 to CSAH Community n/a 2 -lane or 3 -lane 80 -100 feet No
2 realignment Collector
CSAH 2 realignment from CR 3 to Minor Arterial n/a 2 -lane or 3 -lane 80 -100 feet Trail
Minnesota Street
CSAH 2 from Minnesota Street to Minor Arterial 2 -lane 4 -lane divided 120 -150 feet Trail
south of I -94
College Avenue from North Minor Arterial 2 lane/3- 2 -lane or 3 -lane 80 -100 feet Trail/Sidewalk
Corridor to CR 138 lane
Callaway Street from College Community 2 -lane 2 -lane 80 feet Trail
Avenue to 4 Avenue Collector
2 "d Avenue from Minnesota Street Community 2 -lane 2 -lane 80 feet No
to Baker Street Collector
Northland Drive/4 Avenue from Community 2 -lane 2 -lane 80 feet Trail/Sidewalk
North Corridor to Field Street to Collector
College Avenue
Transportation Plan STJOE 119126
City of St. Joseph, MN Page 24
Recommended
Existing Recommended Right -of -way Trail System * **
Roadway Classification Geometrics Geometrics** (ROW)*
15 Avenue from North Corridor to Community 2 -lane 2 -lane 80 feet Sidewalk
Elm Street Collector
CR 133 from North Corridor to Minor Arterial 2 -lane 3 -lane or 4 -lane 100 -120 feet Trail
CSAH 75 undivided
12` Avenue from CSAH 75 to 20 Community 2 -lane 2 -lane or 3 -lane 80 feet Trail/Sidewalk
Avenue Collector
20 Avenue from North Corridor to Minor Arterial n/a 3 -lane of 4 -lane 100 -120 feet Trail
CR 121
Jade Road from CR 121 to south of Minor Arterial 2 -lane 3 -lane or 4 -lane 100 -120 feet Trail
Interstate 94 _
Southwest Beltway Minor Arterial n/a 4 -lane divided 120 -150 feet Trail
Collector street along I -94 from Community n/a 2 -lane 80 feet No
Minnesota Street to 20 Avenue Collector
7 Avenue from Baker Street to Neighborhood 2 -lane 2 - lane 80 feet Trail
Ash Street Collector
16 Avenue from Minnesota Street Neighborhood 2 -lane 2 - lane 80 feet No
to 20 Avenue Collector
295 Street loop east of 20` Neighborhood n/a 2 - lane 80 feet No
Avenue Collector
* Additional right -of -way may be needed to accommodate turn lanes at major intersections
** Recommendations based upon forecast volumes, safety, performance and route continuity
* ** Refer to Figure 9 for detailed information related to trail/sidewalk width and surface types
Transportation Plan STJOE 119126
City of St. Joseph, MN Page 25
5.0 Pedestrian and Bicycle System
The Pedestrian and Bicycle system consists of all sidewalks, trails, paths, and
other amenities associated with non - motorized travel. Increased attention has
been given to non - motorized travel not only as a means of recreation but also
as a means of practical transportation. People biking or walking for
recreation often value different facility characteristics than those biking or
walking to an employment or shopping destination. Two basic needs for
improving non - motorized facilities for all purposes are:
• The need for continuous facilities that connect important origin and
destination points. This includes removing physical barriers and ensuring
system continuity is maintain across political boundaries
• The need to provide facilities with increased safety for the user
5.1 Facility Types
Non - motorized facilities include sidewalks, trails, bike lanes, and shared
roadway facilities.
Sidewalks
Sidewalks are typically located parallel and adjacent to roadways and are
within public right -of -way. They are primarily concrete and typically range
from 4 to 6 -feet wide. Sidewalks cater mainly to pedestrian traffic but are
also used by bicyclists when other bicycle facilities are not available.
Bike Lane
Bicycle lanes are a portion of the roadway or shoulder that is designated for
exclusive or preferential use by bicycles. These lanes are designated through
striping or pavement markings and are typically 3 to5 -feet wide.
Trails
Trails provide an off -street alternative to pedestrians and bicyclists. These
routes may or may not be adjacent to existing roadways and are typically
shared facilities ranging between 8 to 12 -feet wide. Material surface type
includes crushed rock, wood chips, and bituminous pavement.
Shared Facilities
Shared roadway facilities are roadways that pedestrians and bicyclists can
legally use for transportation. These facilities include most public roadways
except the Interstate System and other freeway types.
5.2 Existing Trail System
St. Joseph existing trail system is composed mostly of trails and sidewalk.
This trail system connects pedestrian and bicyclists to area businesses, parks,
and schools. There currently is approximately 8.6 miles of designated
pedestrian and bicyclists trails within the City of St. Joseph.
Transportation Plan STJOE 119126
City of St. Joseph, MN Page 26
5.2.1 Intra -City Trails
Within the City of St. Joseph there are a number of important locations that
pedestrian and bicyclists are connected to either with sidewalk or trail. The
following Table 13 below describes the current intra -city trails. Figure 9
shows the trail locations graphically.
Table 13: Existing Intra -City Trail System
Trail Description Description
Iris Lane From Northland Heights Development to 6' sidewalk
Northland Drive
Ash Street From alley west of 1 Avenue NW to 1 6' sidewalk
Ave NE
West Minnesota From 4` Avenue NW to College Avenue 6' or wider sidewalk
Street 6' or less sidewalk
East Minnesota Street From College Avenue to 16 Avenue SE 6' or wider sidewalk
6' or less sidewalk
East Baker Street From College Avenue to 1 S ` Avenue SE 6' or wider sidewalk
Callaway Street From College Avenue to Graceview 8' bituminous trail
Estates
Foxmore Hollow From 1st Avenue SW to College Avenue 6' sidewalk
Iverson Street From 3`d Avenue to Colle.e Avenue 6' sidewalk
1 Avenue NW From County Road 75 to West Minnesota 6' sidewalk
Street
College Avenue From County Road 75 to Jade Road 6' or wider sidewalk
Northland Drive Hickory Drive to north plat line 6' sidewalk
Northland Addition From Jasmine Lane to Northland Park 8, bituminous trail
4 Avenue NE Connects County Road 75 to East 6' sidewalk
Minnesota Street
St. Joseph Trail system around the school property 8' or less bituminous trail
Elementary School
Graceview Estates Trail system within Graceview Estates 8' bituminous trail
Development connecting to Klinefelter
Park
12 Avenue SE From East Minnesota Street to Klinefelter 6' sidewalk
Memorial
Liberty Pointe Trail system in Liberty Pointe 8'bituminous trail
Klinefelter Park Trail system in Klinefelter Park 8'bituminous trail
Jade Road From CR 121 to Kennedy Community 6' sidewalk
School
5.2.2 Regional Trails
Lake Wobegon Trail is a regional trail extending from the City of St. Joseph
west 46 miles to the City of Sauk Centre. It also has an extension on the west
side of the City of Albany which runs northeast to the City of Holdingford.
Lake Wobegon Trail runs along Mn/DOT rail corridor that was formerly
owned by Burlington Northern Railroad Company. The trail is used by
bicyclists, walkers, rollerbladers, roller- skiers, and opens to snowmobiles
during the winter months. The trail has grown considerably since first
opening and further additions to the trail are continuing to be planned.
Transportation Plan STJOE 119126
City of St. Joseph, MN Page 27
5.3 Future Trail System
This section will detail community efforts to expand their current trail
system. Details will be provided for both intra -city and regional trail
expansion. Figure 9 provides a graphical view of potential trail expansion
sites.
5.3.1 Intra -City Trail Expansion
The proposed trail expansion will add approximately 17 miles of trail system
within the City of St. Joseph. These trails will provide community
connectivity to the Lake Wobegon Trail and the potential Glacial Lakes Trail
expansion. It is recommended that a grade separated crossing over CSAH 75
be considered in the future. Table 14 summarizes the planned future trail
system.
Table 14: Future Intra -City Trail System
Trail Description Proposed Geometrics
North Corridor From County Road 133 to CSAH 2 Realignment 8' bituminous trail
Field Street From College Avenue to 20th Avenue SE 8' bituminous trail
Neary Street From Jade Road/12th Avenue west through Rivers 6' sidewalk
Bend Development
Rivers Bend Trail System within Rivers Bend Addition (east of 6' sidewalk
Jade /12th Avenue) 8' unimproved trail
8' bituminous trail
CSAH 2 From North Corridor to West Minnesota Street 8' bituminous trail
Realignment
Northland Drive From Northland Park to Wobegon Trail 6' sidewalk
From Wobegon Trail to Hickory
Crescent Hill Trail System within Crescent Hill Development 6' sidewalk
Development
12th Avenue SE From Klinefelter Park to 20th Avenue South 8' bituminous trail
Baker Street From 7 Avenue to 12 Avenue NE 6' sidewalk
Jade Road/12 From Kennedy Community School to Interstate 6' -8' bituminous trail
Avenue SE 94
20 Avenue SE Wobegon Trail to County Road 121 8' bituminous trail
20 Avenue NE Wobegon Trail to North Corridor 8' bituminous trail
Graceview Estates Connection with existing Graceview Estates trail 8' bituminous trail
system
West Minnesota From 4 Avenue Northwest to CSAH 2 8' bituminous trail
Street Realignment
Northland Park Trail system in Northland Park bituminous trail
County Road 133 Trail system from Crescent Hill development to 8' bituminous trail
the Wobegon Trail
Northland Heights Connecting Northland Heights to Crescent Hill, 6' sidewalk
North Corridor, and Northland Plat 8
Old TH 52 Old TH 52 from Millstream Park to Birch Street 6' sidewalk
West Park West Park to Iverson Street 6' sidewalk
County Road 133 County Road 133 to St. Cloud city limits 8' bituminous trail
Wobegon Trail County Road 133 to 20 Avenue NE 10' bituminous trail
Hollow Park Hollow Park to Old TH 52 8'bituminous trail
Transportation Plan STJOE 119126
City of St. Joseph, MN Page 28
5.3.2 Regional Trail Expansion
There has been discussion regarding possible extension of the Glacial Lakes
State Trail expansion to St. Joseph. Two possible alternatives have been
considered including connection to the CSAH 2 trail system or the County
Road 121 trail system. Currently, the Glacial Lakes State Trail has 13.5 miles
of paved surface and is located on a former Burlington Northern Railroad
corridor. The developed portion of the trail runs from Willmar to a few miles
north of New London. The remaining 22 mile stretch to Richmond is
undeveloped and has some original railroad stones as a surface. Also there
has been discussion regarding the possible extension of the Lake Wobegon
Trail from the City of St. Joseph east to the City of Waite Park and the City
of St. Cloud.
Transportation Plan STJOE 119126
City of St. Joseph, MN Page 29
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C7, FILE NO.
1200 25TH AVE SOUTH ASTJOE119126 Trails Map Figure
-1-1; ST CLOUD, MN 56301
05 PHONE: (320) 229 -4300
www.sehinc.com Transportation Plan
SEH
DATE: St. Joseph, Minnesota 9
`� 4 /11 /2012
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