TABLE OF CONTENTS. 3.0 ALTERNATIVES CSAH 14 Reconstruction Alternatives Regional Access Scenario Alternatives...

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4 TABLE OF CONTENTS 1.0 PURPOSE OF STUDY Project Need Availability of Federal Funding Need for Understanding Regional System Issues Goals for Phase I Study and Subsequent Phases BACKGROUND/DESCRIPTION OF STUDY AREA Existing Facility and Condition Existing Land Uses Existing Volumes and Traffic Operations ALTERNATIVES CSAH 14 Reconstruction Alternatives Regional Access Scenario Alternatives ANALYSIS Traffic Volumes Intersection Level of Service Analysis Environmental Issues Trail/Sidewalk Connections Project Segment Characteristics Land Use PUBLIC INVOLVEMENT Public Meetings Website Meetings with the Business Community Transportation Agency Meeting Environmental Agency Meeting CONCLUSIONS Narrative Discussion of Evaluation Criteria Regional Access Implications for CSAH 14 Reconstruction Ability to Secure Project Approvals and Environmental Permits Additional Analysis Needs RECOMMENDATIONS Design Concept for CSAH 14 Reconstruction Long Term Planning for Regional Access Improvements COST ESTIMATES APPENDIX A APPENDIX B APPENDIX C APPENDIX D Figures Traffic Memorandum Meeting Summary and Summary of Public Comments Business Community and Agency Meetings H:\Projects\4994\HI-MU\DOC\Final Report\Final report doc - i -

5 LIST OF TABLES Table A Existing Peak Hour Capacity Analysis Level of Service Results... 4 Table B Year 2030 Peak Hour Capacity Analysis Level of Service Results... 7 Table C Cost Estimates ii -

6 Anoka County County State Aid Highway 14 Alternative Analysis Report 1.0 PURPOSE OF STUDY The purpose of the Phase I study was to gather and review data that would guide the development of design concepts for the reconstruction of CSAH 14. The information collected for this study includes existing and proposed land use, demographics, traffic volumes/trends/safety, and cultural and natural resources information. Preparation of the Phase I study included evaluation of an additional highway corridor north of Centerville that may be needed due to future traffic demands. The purpose of this evaluation was to recommend longterm options and analyze how these affect the design of CSAH 14. As part of the Phase I study, design concepts were developed for CSAH 14 in cooperation with public agencies, area residents, business owners and other interested parties. 1.1 Project Need County State Aid Highway 14 (CSAH 14) provides an important east-west connection between Lino Lakes, Centerville, Hugo and other area communities, and provides access to I-35E (see Figure 1.1 General Project Area in Appendix A). The existing roadway is a two-lane facility with minimal shoulders in some areas. Over 6,000 vehicles per day currently travel CSAH 14 near I-35W with approximately 12,000 vehicles per day traveling on CSAH 14 near I-35E. The importance of CSAH 14 as a connector between Lino Lakes, Centerville and other area communities is only anticipated to grow. Between 1990 and 2000, the population of the surrounding communities doubled and is forecasted to double again before More specifically, residential and commercial growth along CSAH 14 and CSAH 21 has occurred more quickly than anticipated and points to the explosive growth that is anticipated in this area in the next 30 years. 1.2 Availability of Federal Funding In 2003, the Anoka County Highway Department (Anoka County) sought federal funds for improvements to the CSAH 14 corridor from I-35W to I-35E. Anoka County received $5,995,000 to be used in As such, Anoka County is moving forward with the study for the proposed CSAH 14 reconstruction improvements. 1.3 Need for Understanding Regional System Issues Planning for the future of CSAH 14 between I-35W and I-35E also required understanding the future needs of the adjacent interstate systems. The two interstate highways merge just north of CSAH 14 providing north south movements on I-35, but no opportunity for travelers to move between I-35W and I-35E. CSAH 14 is the likely route for travelers to make this connection between the two legs of I-35. County State Aid Highway 14 Alternative Analysis Report 1 Anoka County July 2004

7 Further, recent development studies have indicated that the CSAH 14/I-35E interchange is nearing operational capacity and would need improvements to accommodate additional growth in the near future. Long-term development plans suggest that an additional interchange may be needed on I-35W at CSAH 14 as well as an additional I-35E interchange at CR 140 (80th Street East) and a full directional interchange at the merge point of I-35E and I-35W. This long-term growth in the area has the potential to attract additional traffic to CSAH 14, possibly beyond the reasonable capacity of the local roadway. A bypass, north of Centerville, may be needed to relieve this future lack of capacity. However, approval of these additional regional facilities may be difficult. FHWA and Mn/DOT reviewed additions or changes to access points on the interstate system closely to preserve the broad functionality of the system, and changes or additions may be rejected if system operations will be harmed. Environmental permits and approvals may also be potentially difficult due to the high number of natural resources and archaeological sites in the area. Given the uncertainty about these improvements, and the necessity to understand the potential impacts to traffic volumes and therefore the 20-year design concept most appropriate for CSAH 14, seven regional access improvement scenarios were examined as part of this Phase I study (see Figures 1.2 to 1.8 Regional Access Alternatives in Appendix A). Section 3.2 of this report describes the regional access scenarios studied. 1.4 Goals for Phase I Study and Subsequent Phases There are three phases for the CSAH 14 reconstruction project. The goal of the first phase of this project was to identify a design concept and cross-section for the reconstruction of CSAH 14 between I-35W and I-35E. Later project phases will further develop the design and secure environmental approvals. As identified in the project schedule (see Figure 1.9 Project Schedule in Appendix A), Phase II will involve preliminary design of the preferred concept for CSAH 14. The environmental documentation for the proposed project will be developed and submitted for approval concurrently with preliminary design. The final phase, Phase III, will involve the final design, approvals, and right of way acquisition. 2.0 BACKGROUND/DESCRIPTION OF STUDY AREA 2.1 Existing Facility and Condition Currently CSAH 14 between I-35W and I-35E is a two-lane highway with minimal gravel shoulders within the Rice Creek Chain of Lakes Regional Park (see Figure 2.1 Project Area Issues). In the downtown area of Centerville, the shoulders widen-out and provide some opportunity for on-street parking. Following is additional information about the existing roadway facility and its condition. The pavement is in poor condition and preliminary soil borings in the Regional Park segment have revealed that the existing roadway was constructed over poor foundation soils, The roadway has inadequate shoulders, County State Aid Highway 14 Alternative Analysis Report 2 Anoka County July 2004

8 The bridge over Rice Creek between Peltier and George Watch Lakes which is in poor condition and needs replacement, The existing drainage system for the road is substandard, Only a small segment of the roadway has sidewalks for pedestrian use, There are limited turn lanes or signals at the major intersections (Centerville Road, 20th Avenue, West I-35E Ramps and the East I-35E Ramps), The 90-degree turn near downtown Centerville and Centerville Lake creates poor roadway geometrics, affecting operations and safety, and there are numerous access points along CSAH 14 slowing traffic and creating potentially hazardous conditions for turning vehicles. 2.2 Existing Land Uses A variety of land uses can be found adjacent to the project corridor including parks, residential, commercial and governmental uses. Rural residential use extends to the north beyond the western terminus of the project at I-35W. The western portion of the project is encompassed by the Rice Creek Chain of Lakes Regional Park (see Figure 2.2 Existing Land Use). To the south of the Regional Park, a mix of commercial and residential uses on large lots transitions into downtown Centerville, also a mix of commercial and residential use, characterized by older buildings on small lots and development to the street or lot line edge (see Figure 2.3 Existing Land Use). North of CSAH 14 at the edge of downtown lies the Centerville Elementary School. Clearwater Creek forms the eastern edge of downtown, followed by additional residential development, with newer development generally facing side streets and older residential development with driveways directly onto CSAH 14. Commercial uses, including strip malls as well as individual commercial sites and the Centerville City Hall, are interspersed amongst the residential uses. Commercial uses, including some highway oriented uses, predominate in the segment approaching CSAH 21 and the I-35E interchange at the eastern terminus of the project. Higher density residential and commercial use is developing on the eastern side of the interchange moving toward Hugo. 2.3 Existing Volumes and Traffic Operations Current daily traffic volumes for the existing roadway are shown in Figure 2.4 Transportation Issues Map. With the exception of approach roadways to the CSAH 14/I-35E interchange, existing daily traffic volumes are within the accepted range of a two-lane facility. A traffic analysis was completed by SRF Consulting Group, Inc. for the proposed project (a complete report is included in Appendix B). Traffic operations for existing conditions were analyzed at the following intersections: CSAH 14 and CSAH 21(west) or Centerville Road CSAH 14 and CSAH 21(east) or 20th Avenue North CSAH 14 and I-35E West Ramp CSAH 14 and I-35E East Ramp County State Aid Highway 14 Alternative Analysis Report 3 Anoka County July 2004

9 Current traffic controls include all-way stop control at each intersection. Peak hour turning movement counts were obtained from July 2003 to May Existing geometrics, traffic controls and peak hour traffic volumes for the key intersections are shown in Figure 2 of the Traffic Memorandum in Appendix B. A traffic operations analysis was conducted for the a.m. and p.m. peak hours at each of the key intersections to determine how traffic currently operates within the project area (see Table A below). Capacity analysis results identify a Level of Service (LOS), which indicates the quality of traffic flow through an intersection. Intersections are given a ranking from LOS A (best) through LOS F (worst). The delay threshold values are provided in Table 1 of the Traffic Memorandum in Appendix B. Results of the analysis indicate that all key intersections currently operate at a LOS C or better during the a.m. peak hour, with existing traffic controls and geometrics. However, all the intersections currently operate at LOS E/F during the p.m. peak hour, except for the CSAH 14/CSAH 21 (west) intersection (at LOS B). The average vehicle delays associated with the p.m. peak hour LOS E performances range from 35 to 45 seconds, with the LOS F delay per vehicle near 150 seconds. It should be noted that northbound vehicles making a right turn at the CSAH 14/I-35E East Ramp intersection are using the unpaved shoulder as a right-turn lane during peak conditions. By doing so, this intersection may currently operate better than LOS C and LOS F in the a.m. and p.m. peak hours, respectively. Table A Existing Peak Hour Capacity Analysis Level of Service Results Intersection Level of Service A.M. Peak P.M. Peak CSAH 14/CSAH 21 (west) * B B CSAH 14/CSAH 21 (east) * B E CSAH 14/I-35E West Ramp * C E CSAH 14/I-35E East Ramp * C F * Indicates an unsignalized intersection (all-way stop control). Section 4.0 discusses future traffic operations in further detail. 3.0 ALTERNATIVES 3.1 CSAH 14 Reconstruction Alternatives Roadway design concepts were developed for the proposed CSAH 14 reconstruction project. The design concepts were based on: Anticipated daily and peak hour traffic volumes the roadway is expected to carry, The number of access points (driveways) or intersections provided on the roadway, County State Aid Highway 14 Alternative Analysis Report 4 Anoka County July 2004

10 The speed that vehicles will operate at, and The character of adjacent land use. General considerations used in determining the design concept include: Lower volume segments may be handled with two through lanes while higher volume segments will require four lanes, Areas with a higher number of access points and slower posted speeds will benefit from a continuous center left-turn lane to improve safety and traffic operations, Roadway segments may have varying needs regarding on-street parking, trails/sidewalks or landscaping. Decisions regarding these latter items must be made in light of the amount of property that may be required to accommodate wider roadway widths, and The road centerline can be shifted to one side or the other to avoid specific properties or to concentrate impacts to one side. These issues are summarized in Figure 3.1 Project Segments and Characteristics. 3.2 Regional Access Scenario Alternatives Seven regional access alternatives were reviewed in order to thoroughly assess the design concepts for the proposed CSAH 14 project (see Figures 1.2 to 1.8 Regional Access Alternatives). The alternatives (described below) include additional access points to I-35W and I-35E, as well as a northerly bypass of Centerville. Option 1: Option 1A: Option 2: Option 3: Option 4: Option 5: Do-Nothing with no improvements to regional access or northerly connection. Regional access at I-35E/CSAH 140 (80th Street East). A local connection on the north between CSAH 14 and CSAH 21 (20th Street). Additional regional access at I-35E; additional connections between I-35E and I-35W at the merge point; and a local connection on the north between CSAH 14 and CSAH 21 (20th Street). Additional regional access provided at I-35E; additional regional access provided at I-35W; and local connection on the north between CSAH 14 and CSAH 21 (20th Street). Additional regional access provided at I-35E; additional regional access provided at I-35W; and additional connections between I-35E and I-35W at the merge point. County State Aid Highway 14 Alternative Analysis Report 5 Anoka County July 2004

11 Option 5A: Additional regional access provided at I-35E and 80th Street East; and additional regional access provided at I-35W and existing CSAH ANALYSIS Traffic Volumes Traffic forecasts were developed for year 2030 using an enhanced year 2030 Regional Forecast Model. The forecasts considered the proposed regional access alternatives and CSAH 14 upgrade (described in Sections 3.1 and 3.2). Future planned improvements to the transportation system by Mn/DOT were incorporated into the regional model. These assumptions are outlined in the 2001 Mn/DOT Transportation Systems Plan (TSP) and include: No additional lanes on I-35W north of TH 36 Expansion of I-694 from TH 36 to I-35W Expansion of I-35E from I-694 to I-94 The forecast volumes are shown on Figures 1.2 through 1.8, Regional Access Alternatives. The volumes illustrate the changes in traffic patterns for each of the alternatives. The new roadway corridor north of Centerville (the northerly bypass) is shown to be effective in reducing traffic volumes through Centerville. Review of the seven alternatives concluded that the CSAH 14 project can meet the study area s transportation needs independent of possible regional access improvements for the projected 2030 traffic volumes. Also, the proposed design concept for the CSAH 14 project does not need to be modified to accommodate the alternatives. Other observations from this review include recognition that all the regional access alternatives meet the future transportation needs for the study area (assuming full/projected development) and that other options may still be considered. Because the CSAH 14 reconstruction project can proceed independently from the regional improvements, no additional steps will be taken at this time to plan for the regional access alternatives with the exception of corridor preservation (see Section 7.2 for more information). Future study of the alternatives would be considered during the broader interregional (IRC) study of the I-35 corridor, currently underway Intersection Level of Service Analysis To determine how well the proposed CSAH 14 roadway system will accommodate the year 2030 build traffic forecasts, an operations analysis was conducted for the a.m. and p.m. peak hours. All anticipated future signalized intersections were analyzed using Synchro/Sim Traffic County State Aid Highway 14 Alternative Analysis Report 6 Anoka County July 2004

12 software. Results of the analysis shown in Table B below indicate that all key intersections are expected to operate at a LOS C or better during the a.m. and p.m. peak hour, with the proposed traffic controls and geometric layout shown in Figure 4 of the Traffic Memorandum in Appendix B. These levels of service were determined using Alternative 5A which was assumed to be a worst-case scenario (see Figure 1.8 Regional Access Alternative). If another alternative such as Alternative 4 (see Figure 1.6 Regional Access Alternative) is constructed, lower volumes and higher levels of service result. Table B Year 2030 Peak Hour Capacity Analysis Level of Service Results Intersection Level of Service A.M. Peak P.M. Peak CSAH 14/CSAH 21 (west) B C CSAH 14/CSAH 21 (east) B B CSAH 14/I-35E West Ramp B B CSAH 14/I-35E East Ramp B C Note: Each intersection has a signal upgrade under the future year 2030 build conditions. All signal timing was optimized, in an attempt to accommodate the forecasted year 2030 volumes. If traffic volumes are lower than those studied, signals may not be necessary. Although the CSAH 14/CSAH 21 (west) intersection operates at an acceptable LOS C or better during both the a.m. and p.m. peak hours with the proposed geometric layout, shown in Figure 4 of Appendix B, it is recommended that the west approach have an additional right-turn lane to better accommodate the forecasted right-turn volume and improve overall operations. In addition, dual left-turn lanes for the west approach of the CSAH 14/I-35E East Ramp intersection may be constructed due to a need for dual left-turn lanes for the east approach of the CSAH 14/I-35E West Ramp intersection. Based on the traffic analysis results, the following conclusions and recommendations regarding future (2030) traffic operations were provided. Under year 2030 conditions, all key intersections are expected to operate at a LOS C or better during the a.m. and p.m. peak hours, with the proposed traffic controls and geometric layout shown in Figure 4 of the Traffic Memorandum in Appendix B. Although the CSAH 14/CSAH 21 (west) intersection operates at an acceptable LOS C or better during both the a.m. and p.m. peak hours with the proposed geometric layout shown in Figure 4 of the Traffic Memorandum in Appendix B, an eastbound right-turn lane is recommended. In addition, dual left-turn lanes should be considered at the CSAH 14/I-35E East Ramp intersection if a standard diamond configuration remains. County State Aid Highway 14 Alternative Analysis Report 7 Anoka County July 2004

13 4.3 Environmental Issues CSAH 14 lies within an area rich in natural resources due to the presence of the Rice Creek Chain of Lakes (see Figure 4.1 Natural/Water Resources). Centerville and Peltier Lakes straddle the roadway corridor and their shores and wetlands provide habitat for an abundance of wildlife and opportunity for recreational activities. Centerville Lake is also known for its high water quality; efforts are underway to improve the water quality of Peltier Lake. Review of the Minnesota Department of Natural Resource s Natural Heritage Database revealed areas of high- and medium- biodiversity either side of I-35W east of CSAH 14, overlaying the potential alignment of a northerly bypass and possible I-35W interchange locations. Islands at the northern end of Peltier Lake also serve as a rookery for many waterfowl including the Blue Heron. A study of this rookery is currently underway to understand its importance to waterfowl populations. In addition, 23 known occurrences of rare species or natural communities were identified in the area searched by the DNR database. Numerous wetlands, important to water quality as well as habitat, are located throughout the project corridor and the potential bypass and interchange areas. Early Native American communities also used the Rice Creek Chain of Lakes as one of the southern-most reaches of wild rice in Minnesota. The area therefore includes a large number of prehistoric habitation sites and burial mounds (see Figure 4.2 Historical/Cultural Resources). The area also included activity at the time of European settlement in Minnesota and several structures along the project corridor date from the nineteenth century. Additional cultural resource studies will be done during Phase II to learn more about the significance of historic resources in the corridor. Preliminary results of the environmental analysis reflect the following potentially significant impacts: The Rice Creek Chain of Lakes Regional Park Reserve will be impacted by additional right of way needs for the existing alignment and the northerly bypass. All of the alternatives would impact wetlands and the Rice Creek floodplain. The northerly bypass would require a crossing of Peltier Lake, a DNR Protected Water. The crossing may also affect the rookery located on islands to the south. Numerous archaeological sites and burial mounds have been identified in the area surrounding Peltier and Centerville Lakes. Further evaluation of these sites will be performed to evaluate potential project impacts. These sites will be avoided wherever possible and mitigated as necessary. Nineteenth century structures in Centerville that may be affected by CSAH 14 reconstruction project include the commercial and residential buildings at Main Street and Centerville Road, St. Genevieve Church and St. Genevieve Cemetery. County State Aid Highway 14 Alternative Analysis Report 8 Anoka County July 2004

14 Additional information received at the June 7, 2004 Environmental Agency Meeting (discussed further in Section 5.5) includes: New alignments are a greater concern to the agencies than existing alignments because of the potential for habitat or resource fragmentation (water, vegetation, etc.). It is important to maintain the existing flow patterns for Rice Creek and between Centerville and Peltier Lakes. If impacts cannot be avoided and a choice must be made between impacting public waters and wetlands, avoiding impacts to public waters should be given high priority. An active Eagle s nest is located near the future northerly bypass/i-35w interchange and must be avoided under federal law. Burial sites must be avoided under state law. The state archaeologist defines the boundary of a burial site and the distance/buffer that must be maintained between the site and the proposed improvement. The integrity of archaeological sites (habitation sites) identified in the area of the northerly bypass may have been previously compromised by agricultural land uses and/or the development of the I-35W corridor. Even though construction of a northerly bypass may not cause additional impact to these sites, additional investigation will be required to make a definitive determination. 4.4 Trail/Sidewalk Connections Existing city sidewalk and paved trails provide some circulation within the City of Centerville (see Figure 2.4 Transportation Issues Map); however, the proposed project is planned to include a continuous trail/sidewalk system along CSAH 14. The proposed trail/sidewalk would increase access to the Rice Creek Chain of Lakes Regional Park as well as the ability to circulate within the cities of Centerville and Lino Lakes. 4.5 Project Segment Characteristics Roadway design concepts are based on the anticipated daily and peak hour traffic volumes the roadway is expected to carry, the number of access points (driveways) or intersections provided on the roadway, and the character of adjacent land use. The CSAH 14 corridor between I-35W and I-35E varies in character as it flows through parkland, commercial areas and residential areas. Figure 3.1 shows the division of the roadway into three major segments with similar characteristics. The second segment is further subdivided to reflect the varying character of the roadway corridor as it continues through Centerville. A description of these characteristics is summarized in Figure 3.1 Project Segments and Characteristics. In general, the lower volume segments may be handled with two through lanes while higher volume segments will require four lanes. Areas with a high number of access points may benefit from a continuous center left-turn lane to improve safety and traffic operations. In addition, segments may have varying needs regarding on-street parking, trails/sidewalks and/or County State Aid Highway 14 Alternative Analysis Report 9 Anoka County July 2004

15 landscaping. Decisions regarding these latter items will be made in during Phase II Preliminary Design considering the amount of property that may be required to accommodate wider roadway widths. Roadway alignment must also be considered with a wider roadway. The road centerline can be shifted to one side or the other to avoid properties or to concentrate impacts to one side. Urban design concepts add an additional level of detail-such as lighting, landscaping, and street furniture to the roadway design concept. 4.6 Land Use Existing land uses were analyzed to determine potential impacts to land use patterns resulting from the reconstruction of CSAH 14. Land uses in Segment 1, primarily parkland, will not be affected by the project. Due to constraints in right of way width and proximity of lakes, land uses directly accessing CSAH 14 in Segment 2a may be under stress, particularly commercial uses dependent on use of their access to CSAH 14. As specific requirements for turn lanes, roadway alignment and right of way are examined in Phase II Preliminary Design, consideration may need to be given to long-term use of this area for commercial activity. While some property acquisition is anticipated in Segment 2b, downtown Centerville, the mix of commercial and residential uses, is expected to continue in conformance with Centerville land use plans. Some reorganization of uses may occur in response to the proposed roadway alignment and access to parking; however, the tight development pattern and mix of uses can continue. Residential uses in Segment 2c with access directly onto CSAH 14 are likely to experience stress as traffic volumes grow on CSAH 14 and backing out from residential driveways becomes difficult. Over time, it is expected that these residential uses will become less attractive and convert to commercial uses, requiring additional paving to accommodate parking and allowing vehicles to turn around prior to returning to CSAH 14. Consideration should be given to the appropriateness of single-family residential long term. If a decision is made to recommend reorganization of these parcels into large development areas, appropriate access points balancing spacing and alignment with opposing access should be established. Segment 3 commercial land uses will continue, emphasizing highway-oriented commercial due to proximity to the interstate interchange. However, access to CSAH 14 should be limited to preserve functionality in this area. Land use planning for the area should consider access locations in plat or site plan reviews. In addition, traffic volumes for a Full Build condition were examined to understand roadway system implications for the full range of development currently anticipated in area communities long range plans. The intensity and extent of development anticipated in these plans is not included in the current Metropolitan Council Travel Demand Model used to develop 2030 traffic volumes for the above analysis. However, planners from these local communities feel this level of development may be likely at some point in the future given the current development patterns; the only question is that of timing. County State Aid Highway 14 Alternative Analysis Report 10 Anoka County July 2004

16 There are three key indicators that cause local planners to consider post-2030 growth in development of improvement plans for the CSAH 14 corridor between I-35W and I-35E: 1. For developing communities, which includes the Centerville, Lino Lakes and their neighbors, the Metropolitan Council s policy directions and strategies include the following: encourage communities to plan for post-2030 areas for future urban services. (Chapter 2, pg. 8, 2030 Regional Development Framework, adopted January 14, 2004). And throughout the document, the Metropolitan Council encourages coordination of infrastructure planning and implementation between regional and local governments for post-2030 growth. 2. Forecasts from the Metropolitan Council s 2030 Regional Development Framework indicate that regional housing will increase by 471,000 households; population will increase by 966,000 people; and employment will increase by 563,000 jobs. This forecast is anticipated reality by the year The Development Framework also acknowledges that substantial portion of the growth will occur in northern Metro Area communities, while southern counties (Carver, Dakota, and Scott) will be focused on agricultural preservation. With Ramsey being completely developed, Anoka and Washington counties and western Hennepin County will continue to accommodate growth. This roadway improvement is poised to serve rapid development in eastern Anoka and western Washington counties. 3. The pace of development in the area is quickening in each community within one mile of the I-35 corridor. At the current rate of development, some communities anticipate that their 2030 growth projections will be met by The purpose of the Full Build analysis was to understand the pressures this ultimate land use scenario would place on area roadway systems. Full Build modeling was completed for Option 1 (No Build) and Option 4. Full Build results are shown in Figures 4.3 and 4.4 Full Build. The results indicate potential future volumes significantly exceeding the capacity of anticipated roadway improvements. This information should be used in planning for long-term land use in the area, growth management strategies, and linkages between development and transportation improvements. 5.0 PUBLIC INVOLVEMENT 5.1 Public Meetings Three public meetings were held as part of the Phase I portion of the proposed project. The meetings were held to provide area residents, business owners and other interested parties an opportunity to review project information, ask questions and provide input. Prior to each public meeting, approximately 1,700 newsletters were mailed to area residents, business owners and other interested parties providing notice of the meeting and a summary of County State Aid Highway 14 Alternative Analysis Report 11 Anoka County July 2004

17 project information. Enclosed in each newsletter was a comment form (also provided at the public meeting) for submitting comments to Anoka County. In addition to the newsletters, handouts were provided at each of the meetings explaining the purpose of the meeting and identifying the next steps in the process. Following is a brief summary of the public information meetings. February 2004 Information Presented Project Location/Issues Map Project Schedule Key Transportation Issues The three regional access points serving the area (CR 23/I-35W, TH 97/I-35, and CSAH 14/I-35E) are experiencing capacity issues (i.e., ramp queuing, bridge capacity) with existing and potential future growth resulting in additional traffic. As traffic volumes increase, so will the existing traffic conflicts. Significant constraints exist in the area, including I-35E, I-35W, wetland and lake areas, the Regional Park, and existing development. Regional Access Scenarios Five concepts illustrating potential future I-35W/I-35E access scenarios were presented. Although these scenarios would not be constructed as part of the CSAH 14 reconstruction project, assumptions regarding future interstate access shape the roadway improvements needed for this project. Next Steps It was identified at this meeting that the next steps for the project would include: a final list of scenarios for study, identification of community and environmental concerns/constraints, determination of CSAH 14 design concepts based on transportation and community needs and environmental constraints and evaluation of the design alternatives. Key Public Comments The following list represents a general summary of the areas for which public comments and concern were submitted. Potential environmental and cultural resource concerns including, but not limited to, impacts on area lakes and wetlands, the cemetery (Centerville) and on the historic area of Centerville. Potential impacts to property fronting CSAH 14. County State Aid Highway 14 Alternative Analysis Report 12 Anoka County July 2004

18 Strong support for providing alternative means of connection between I-35W and I-35E along the CSAH 140 (northern) corridor. Concerns that environmental impacts caused by constructing the northerly bypass (CSAH 140) would be found unacceptable by agencies. Support for reconstruction of the CSAH 14/I-35W interchange. Support for the construction of a pedestrian trail and/or sidewalks along CSAH 14, especially through Centerville, and improved pedestrian access/safety to the Centerville Elementary School. Support for consideration of additional CSAH 14 lanes through Centerville balanced by concerns regarding the impacts of any widening. Need for turn lanes at key intersections and public access points such as the boat launch and park access points. Financial issues such as available funding. Comments made clear that a majority of area residents and property owners feel that improvements in addition to reconstructing CSAH 14 on its current alignment are needed now. A more complete summary of the comments is provided in Appendix C Meeting Summary and Summary of Public Comments. April 2004 Information Presented Highway Improvement Alternatives Maps with proposed improvements to CSAH 14 and other area roadways as well as projected traffic counts for the Year Environmental Analysis Map Maps identifying potential impacts to natural resources and historic/cultural resources in the area. Future (2030) Traffic Volume Analysis A list of the key benefits and drawbacks for each proposed alternative. Project Segment Characteristics (Map and Descriptive Criteria) A map that divides current CSAH 14 into segments and establishes criteria to help determine the optimal design for reconstruction. County State Aid Highway 14 Alternative Analysis Report 13 Anoka County July 2004

19 Evaluation Matrix (framework for evaluating alternatives) A matrix that lists traffic/transportation, social, environmental and other issues to address when comparing the alternatives. Key Public Comments The following list represents a summary of the issues for which the public submitted comments. Strong support was expressed for Alternative 4: this alternative would include reconstructing the current alignment of CSAH 14 and constructing a northern bypass with new interchanges at I-35W and I-35E in the future. One person expressed support for Alternative #5-this alternative would include reconstructing the current alignment of CSAH 14 and the current interchange of I-35W and I-35E to permit north and south connections to both highways. Numerous comments expressed support for constructing a 10-foot wide pedestrian/bicycle trail along the current alignment of CSAH 14. Several individuals expressed their preference to limit the width of the current CSAH 14 to two or three lanes whenever possible. A more complete summary of the comments is provided in Appendix B-Meeting Summary and Summary of Public Comments. Next Steps The next steps were identified as evaluation of the regional access scenarios to determine likely future contexts for CSAH 14 planning; further coordination with the communities and environmental agencies to understand concerns/constraints/opportunities for the proposed project and the regional access scenarios and determination/evaluation/recommendation of a design concept for CSAH 14 based on transportation and community needs and environmental constraints. June 2004 Information Presented Regional Access Alternatives Maps with proposed improvements to CSAH 14 and other area roadways as well as projected traffic counts for the Year Project Area Issues Map Map identifying potential future development in the study area including residential, commercial and roadway developments/projects. County State Aid Highway 14 Alternative Analysis Report 14 Anoka County July 2004

20 Transportation Issues Map Map with information similar to the Project Issues map with additional information including existing roadway volumes and roadway functional classifications as well as transportation issues along the segment of CSAH 14 proposed for reconstruction. Environmental Analysis Map Maps identifying potential impacts to natural resources and historic/cultural resources in the area. Project Segment Characteristics (Map and Descriptive Criteria) A map that divides current CSAH 14 into segments and establishes criteria to help determine the optimal design for reconstruction. Key Public Comments As of July 1, 2004, only one comment was received concerning the design of the roadway segment immediately in front of their home including the curb and gutter design and right of way acquisition and/or easement on their property (if applicable). Next Steps The next steps were identified as selection of a design concept and preparation of the Phase I Summary report for CSAH 14 from I-35W to I-35E. Following the selection of a design concept, Phase II will be initiated and include: development of an engineered layout based on the selected design concept; refinement of urban design concepts for the corridor; and, analysis of community and environmental impacts of the project, including right of way acquisitions, noise, social, economic, park and wetland impacts, and preparation of environmental documentation. Phase II will also include further opportunities for public involvement. 5.2 Website A link from the Anoka County Highway Department, Centerville and Lino Lakes websites to the SRF Consulting Group, Inc. CSAH 14 Study webpage was developed for the project. The webpage provides information about the project including updates on the study progress and summaries of public information meetings. Additionally, the webpage provides summaries of project/study comments received to date. The website has received approximately hits per month. 5.3 Meetings with the Business Community As part of the public outreach program for the referenced project, a presentation was given to the Centerville Economic Development Commission on April 13, The purpose of the meeting was to assist business owners in Centerville in understanding the project and how it may affect business in their community. Minutes from this meeting are attached in Appendix D. In addition, project staff attended a meeting of the downtown Centerville Business Group to share information regarding the project. County State Aid Highway 14 Alternative Analysis Report 15 Anoka County July 2004

21 5.4 Transportation Agency Meeting A meeting with Mn/DOT and the Federal Highway Administration (FHWA) was held on April 30, 2004 to review the proposed regional access alternatives. The group was presented with the alternatives showing the projected 2030 traffic forecasts and asked to comment based on their agencies concerns. Minutes from this meeting are attached in Appendix D. The following information was provided by the agencies. FHWA The local arterial system needs to be fully developed so that it supports the regional system before additional access to the regional system is developed. The proposed I-35E/CSAH 140 (80th Street East) interchange may not be justified with the projected volumes. The ultimate improvement should be staged so that individual elements can be constructed when needed. FHWA does not have a problem with system movements (I-35W to I-35E) using CSAH 14 or other local roadways. Mn/DOT The improvements to the system interchange at the I-35W/I-35E junction do not support enough traffic to justify the cost. Additional access to the regional system will need to be justified (the area must experience significantly higher traffic volumes) before improvements can be considered. 5.5 Environmental Agency Meeting A meeting with local, state and federal environmental/permitting agencies was held June 7, 2004 to review the CSAH 14 project and the associated environmental issues identified to date. Meeting attendees were asked to provide additional environmental information and to comment on the feasibility of the project considering any potential environmental impacts. The information provided at this meeting by the attendees was summarized in Section 4.3. Minutes from this meeting are attached in Appendix D. 6.0 CONCLUSIONS 6.1 Narrative Discussion of Evaluation Criteria Four criteria were used to assess the regional access alternatives, including: Ability to Meet Transportation Needs; Potential Community Impacts; Potential Environmental Impacts; and, Project Deliverability. The likelihood for FHWA and Mn/DOT approval, acres of parkland taken, wetland impacts, archaeological or historic resources impacts and impacts to endangered species were recognized as potential fatal flaws. County State Aid Highway 14 Alternative Analysis Report 16 Anoka County July 2004

22 6.2 Regional Access Implications for CSAH 14 Reconstruction As identified in Section 4.1, review of the seven regional access alternatives concluded that the CSAH 14 reconstruction project can meet the study area s transportation needs until 2030 (based on the Metropolitan Council s Regional Development Framework) independent of possible regional access improvements. Peak hour traffic analysis using an alternative (5A, see Figure 1.8 Regional Access Alternatives) demonstrated that operational needs can be met with the proposed CSAH 14 improvement. If another option is ultimately selected and constructed, lower volumes could result on CSAH 14 and adequate levels of service provided. 6.3 Ability to Secure Project Approvals and Environmental Permits During the June 7, 2004 Environmental Agency Meeting, the agency representatives agreed that a well defined purpose and need for roadway improvements was crucial to facilitating and expediting the review and approval process, even in the case of potential negative impacts. No other conclusions were provided by the agencies that would lend the proposed CSAH 14 project (or the future regional access projects) to not being approved or permitted given adequate demonstrated need. 6.4 Additional Analysis Needs As identified in Section 4.3, additional work must be completed to survey the project area for cultural resources. 7.0 RECOMMENDATIONS 7.1 Design Concept for CSAH 14 Reconstruction As identified previously, the CSAH 14 corridor from I-35W to I-35E was reviewed for its varying characteristics and divided in to segments for the purpose of determining the design concept. Three main segments were identified. Segment 1 from I-35W south through the Regional Park to Mound Trail; Segment 2 from Mound Trail through Centerville to 20th Avenue (CSAH 21); and Segment 3 from 20th Avenue (CSAH 21) to I-35E. Further sub-division of Segment 2 identifies three distinct areas in Centerville. Segment 2a, from Mound Trail to Goiffon Road, Segment 2b from Goiffon Road to Dupree Road (the downtown area), and Segment 2c from Dupree Road to 20th Avenue North (CSAH 21). These sub-segmentations through Centerville are based on traffic speeds, land use and parking issues. Based on the projected traffic volumes, vehicle speeds, and adjacent land use the following is the recommended design for the reconstruction of CSAH 14: Segment 1: The segment through the Rice Creek Chain of Lakes Regional Park is proposed to be a two-lane rural section (ditches used to convey drainage) with turn lanes at the park entrances as necessary. Eight-foot shoulders and a ten-foot trail along the west side are also recommended. The existing bridge over Rice Creek will be replaced with a new structure. County State Aid Highway 14 Alternative Analysis Report 17 Anoka County July 2004

23 Segment 2: The segment through Centerville is proposed to be a three-lane urban section (curb and gutter) with the center lane used as a continuous left-turn lane. A right-turn lane should be considered at Centerville Road (CSAH 21 west) and other city streets as necessary. Eight-foot shoulders should be provided wherever possible (lake impacts will need to be evaluated). In the downtown area, Segment 2b, expansion of the shoulder to 10 feet to allow for parking will be considered. Trails or sidewalks on one or both sides will be part of the final design. Segment 3: Because of the high traffic volumes and high speeds between 20th Avenue (CSAH 21 west) and I-35E a four-lane divided urban section is proposed. The median will control access points and provide for protected left turn lanes. Shoulders and sidewalks or trails will also be part of the design. These three proposed typical sections are illustrated in Figure 7.1 in the Appendix. 7.2 Long Term Planning for Regional Access Improvements The Full Build traffic studies discussed in Section 4.6 suggest that further roadway improvements beyond the reconstruction of CSAH 14 will be needed in the future. As the study area develops or other planning studies are initiated, the regional access improvements should be considered. This will be particularly important when parcels adjacent to the proposed northerly crossing of Peltier Lake or in the proposed interchange areas are considered for development. It is also recommended that the Inter-Regional Corridor Study Mn/DOT is currently working on consider the access changes proposed by this report. As recommended by FHWA and Mn/DOT, a phasing plan should be established to construct each piece of the overall improvement as it becomes necessary to maintain the serviceability of the transportation system. A potential phasing plan shown in Figure 7.2 Potential Phasing: Phase Improvement 1 CSAH 14, I-35W to I-35E 2 CSAH 14, I-35E Interchange 3 CSAH 140 (80th Street)/I-35E Interchange 4 CSAH 14 across Peltier Lake ( Northerly Bypass ) 5 CSAH 14/I-35W Interchange In addition to those items previously discussed, the following steps should be taken as the opportunity is presented: Inclusion of the crossing of Peltier Lake and proposed interchanges in future transportation and comprehensive plans Preservation of right of way through an official map or other process Right of way dedication through the platting process County State Aid Highway 14 Alternative Analysis Report 18 Anoka County July 2004

24 8.0 COST ESTIMATES Concept level cost estimates and impacts were developed to assist policymakers in evaluating various options. The costs and impacts are conceptual and represent an order of magnitude. More detailed analysis should be completed before establishing programming for capital improvements. The costs and impacts are presented below in Table C. The top half of the table details costs and impacts for particular segments of the regional access alternatives. These are combined in the bottom half of the table to present a total estimated cost and impact for each alternative. Table C Cost Estimates Segment Estimated Costs Wetland Impacts (Acres) Right of Way Impacts (Acres) A. CSAH 14 Reconstruction $ 8,500, B. I-35E Interchange at 80th Street E $11,100, C. CSAH 21 Reconstruction (3-lane) $ 4,500, D. Northerly Bypass $13,200, E. I-35W/I-35E Systems Interchange - (Flyover) $12,000, F. I-35W Interchange at CSAH 14 $10,000, G. I-35E Interchange at CSAH 14 $10,000, Estimated Costs Wetland Impacts (Acres) Right of Way Impacts (Acres) Alternate 1 (A,G) $18,500, Alternate 1A (A,B,G) $29,600, Alternate 2 (A,C,D,G) $36,200, Alternate 3 (A,B,D,E,G) $54,800, Alternate 4 (A,B,D,F,G) $52,800, Alternate 5 (A,B,E,F,G) $51,600, Alternate 5A (A,B,F,G) $39,600, Notes: Alternate cost values are rounded to nearest $100,000. Does not include sanitary sewer, watermain or streetscape items. Does not include right of way or engineering costs. County State Aid Highway 14 Alternative Analysis Report 19 Anoka County July 2004

25 Appendix A Figures

26 NORTH Carlos Avery Wildlife Area COLUMBUS TOWNSHIP Crossways Lake Rondeau Lake LINO LAKES 21 Anoka County Washington County 140 4A 35W Aqua Lane Marshan Lake George Watch Lake 14 Centerville Lake Project Limits Peltier Lake CENTERVILLE 35E 8 Rice Lake 84 Reshanau Lake Miles General Project Area Anoka County CSAH 14 Figure 1.1 I-35W to I-35E

27 Regional Access Alternatives - Option 1 Anoka County CSAH 14 Figure 1.2 I-35W to I-35E

28 Regional Access Alternatives - Option 1A Anoka County CSAH 14 Figure 1.3 I-35W to I-35E

29 Regional Access Alternatives - Option 2 Anoka County CSAH 14 Figure 1.4 I-35W to I-35E

30 Regional Access Alternatives - Option 3 Anoka County CSAH 14 Figure 1.5 I-35W to I-35E

31 Regional Access Alternatives - Option 4 Anoka County CSAH 14 Figure 1.6 I-35W to I-35E

32 Regional Access Alternatives - Option 5 Anoka County CSAH 14 Figure 1.7 I-35W to I-35E

33 Regional Access Alternatives - Option 5A Anoka County CSAH 14 Figure 1.8 I-35W to I-35E

34 Task Phase I (6 months) Project Management, Coordination & Meetings Develop Alternative Alignments J F M A M J J A S O N D J F M A M J J A S O N We are Here Traffic Forecasting & Level of Service Analysis Environmental Investigation Public Information Meetings Public Involvement Preparation of Alternatives Analysis Report Phase I complete June 30, 2004 Phase II (8 months) Preliminary Design (30% plans) Environmental Document Public Involvement Right of Way Acquisition Phase III (7 months) Final Plans, Specifications and Estimate Mn/DOT Review Public Involvement Right of Way Acquisition Plan Approval Sept. 30, 2005 Project Schedule Anoka County CSAH 14 I-35W to I-35E Figure 1.9

35 NORTH Mud Lake Howard Lake Future interchange capacity Frontage road setbacks Capacity problems Clear Lake 97 Carlos Avery Wildlife Area COLUMBUS TOWNSHIP Potential Harness Track Development Retail Development 35 FOREST LAKE 23 Crossways Lake Potential Residential Development 21 Inter-regional Corridor (IRC) Performance Connections to Duluth Potential Retail/Commercial Development Directional Freeway connection? 23 Increasing volumes on CSAH system LINO LAKES Rondeau Lake Future Interchange? Possible alternate alignment Eagle Brook Church Proposed Site 21 Future Interchange? Anoka County Washington County 140 4A TH 61 - Potential turnback from trunk hwy system to County Preservation of a rail corridor 4A Ongoing Development Rice Lake Marshan Lake Interchange Capacity 35W Project Corridor George Watch Lake Bridge replacement Upgrade Alignment Rice Creek Chain of Lakes Regional Park Environmental Issues Parkland/Greenways Park Access Sensitive Habitat Cultural Resources (incl.burial mounds) Water Quality Wetlands Woodlands Rural Character Poor Soils Trails 14 Centerville Lake Centerville Traffic Volumes Community Impacts Widening of Main St? Access Cemetery Pedestrian/Bike Park Elementary School 10 Heron Rookery Peltier Lake CENTERVILLE 21 Main Street Access Issues Interchange Capacity 84 35E Future Commercial 84 Commercial/Industrial high/medium density residential Victor Gardens - Commercial Future Commercial Waters Edge North - Residential 8 Victor Gardens - Residential HUGO Waters Edge South - Proposed residential. 8A Miles Project Area Issues Anoka County CSAH 14 I-35W to I-35E Figure 2.1

36 School Peltier Lake Church Match to Land Use Figure Rice Creek Chain of Lakes Regional Park Rectory Rectory Centerville Lake Commercial NORTH Institutional Residential with CSAH 14 frontage Residential with side street frontage Anoka County CSAH 14 I-35W to I-35E Existing Land Use Figure 2.2

37 NORTH Centerville Lake School Parking Match Match to to Land Land Use Use Figure Figure Future Pond Cemetery Rectory Rectory Church County Ditch No. 3 City Hall Commercial Institutional Residential with CSAH 14 frontage Residential with side street frontage Creek and Future Pond Existing Land Use Anoka County CSAH 14 I-35W to I-35E Figure 2.3

38 NORTH Howard Lake Future Interchange Capacity Problem 7, Clear Lake Carlos Avery Wildlife Area 23 7,000 1,300 COLUMBUS TOWNSHIP Crossways Lake Potential Retail/Commercial Development Potential Harness Track Potential Residential Development Retail Development 1, , FOREST LAKE Legend Existing Functional Classification Principal Arterial A Minor Arterial B Minor Arterial Major Collector Minor Collector Existing Traffic Volumes 2003 Traffic Counts X,XXX X,XXX 2002 Mn/DOT Volume Maps X,XXX 2002 Traffic Counts Major Access Locations Regional Access Interchanges 10, Rice Lake 9,600 Marshan Lake Interchange Capacity Problem 23 LINO LAKES 14,800 14,900 7,300 35W Lack of Shoulders George Watch Lake Park Access Bridge Replacement Park Access 35,500 Rice Creek Chain of Lakes Regional Park 6, Alignment Deficiencies Rondeau Lake Centerville Lake 10 Eagle Brook Church Proposed Site Peltier Lake Trail Connectivity 5,700 CENTERVILLE 3, ,500 Main Street 8,100 2,200 35,500 Access Issues Pedestrian Issues ,500 4,500 3,800 9,000 4, E 1, Anoka County Washington County 140 4A 13,100 39,500 46,500 14,200 3,500 Commercial/Industrial high/medium density residential Victor Gardens - Commercial Existing Interchange Capacity Problem Major Freeway Crossings Major Intersections Regional Trails Parks / Wildlife Areas Waters Edge North - Residential 8 Victor Gardens - Residential 4A HUGO Waters Edge South - Proposed residential. 8A Miles Transportation Issues Map Anoka County CSAH 14 Figure 2.4 I-35W to I-35E

39 23 Rondeau Lake LINO LAKES Aqua Lane Marshan Lake 35W Segment 1 2 lanes with turn lanes 6,500 George Watch Lake Legend Existing (2003) ADT = XXX 10,900 4, No Build (Option 1) ADT = XXX 2030 Improved Regional Access (Option 4) ADT = XXX 14 A Centerville Lake Peltier Lake CENTERVILLE B Segment 3 4-lane divided roadway to manage access and improve safety 13,100 21,100 12,600 C 35E Rice Lake Reshanau Lake Segment 2 3-lane section with continuous center left turn lane 5,700-9,000 11,600 5, Project Segment Characteristics Segment 1 Segment 2 2A 2B 2C Traffic volumes Lower volumes Moderate volumes Segment 3 Higher volumes Speed 50 mph 35 mph 30 mph 45 mph 50 mph Number of access points Length of segment Scale of land uses Pedestrian use Parking 7,700 feet Largely a single land use park Access to park facilities, recreational trail use Lots provided for park users Large lot residential, some commercial Access to park facilities, recreational trail use Off-street parking provided 8,900 feet Downtown area Small lot commercial, zero lot line development Access to downtown from residential areas, cross street access to elementary school, through access to park areas On-street parking for downtown businesses needed Strip mall commercial development, residential Access to city hall, downtown, school and parks from residential areas Off-street parking provided 2,000 feet Highway-oriented commercial Less pedestrian use, but access should be provided across I-35E Off-street parking provided Project Segments and Characteristics Anoka County CSAH 14 Figure 3.1 I-35W to I-35E

40 Natural/Water Resources Anoka County CSAH 14 Figure 4.1 I-35W to I-35E

41 Historic/Cultural Resources Anoka County CSAH 14 Figure 4.2 I-35W to I-35E