A. Update on Highway 5 Imp including Municipal ConsentCITY OF MEMORANDUM
CHNHASSEN TO: Todd Gerhardt, City Manager
�a�
7700 Market Boulevard FROM: Paul Oehme, Director of Public Works /City Engineer
PO Box 147
Chanhassen, MN 55317
DATE: February 14, 2011 � p
Administration SUBJ: Update on Highway 5 Improvements including Municipal Consent
Phone: 952.227.1100 process — PW067132
Fax: 952.227.1110
Building Inspections
PROJECT SUMMARY
Phone: 952.227.1180
BACKGROUND
Fax: 952.227.1190
Fax: 952.227. 1110
A corridor study for TH 5 from TH 41 to TH 212 was completed in October 2008
Engineering
that gave recommendations for interim and long -term improvements to TH 5.
Phone: 952.227.1160
Drive in Victoria and Highway 41 in Chanhassen. The proposed project will:
Fax: 952227,1170
On June 8, 2009, the City Council approved a resolution for application for a
Finance
transportation enhancement federal fund grant for a pedestrian underpass of TH 5
Phone: 952.227.1140
at the Minnewashta Parkway intersection.
Fax: 952.227.1110
S Reconstruct an 800 -foot sink hole /settlement section of road west of 78th
Phone: 952.227.1125
On July 13, 2009, the City Council approved a resolution for an HSIP funding
Park & Recreation
application for improvements along TH 5 near Minnewashta Parkway.
Phone: 952.227,1120
signal modifications, ADA improvements, access modifications and
Fax: 952.227.1110
On November 17 2009, a TH 5 update meeting was held in Victoria with the
Recreation Center
stakeholder along the corridor to discuss future upgrades to the corridor.
2310 Coulter Boulevard
Phone: 952.227.1400
On June 22, 2010, a neighborhood meeting was held at Victoria City Hall to
Fax: 952.227.1404
discuss the proposed TH 5 improvements planned for the summer of 2012.
Planning &
PROJECT SUMMARY
Natural Resources
Phone: 952.227.1130
Fax: 952.227. 1110
In 2012, MnDOT plans to improve a 4 -mile segment of Highway 5 roughly
between the west junction of County State Aid Highway 11, (CSAH)/Victoria
Public Works
Drive in Victoria and Highway 41 in Chanhassen. The proposed project will:
1591 Park Road
Phone: 952.227.1300
. Resurface the entire four -mile stretch.
Fax: 952.227.1310
. Reconstruct the bridge over the recreational trail west of Rose Street.
Senior Center
S Reconstruct an 800 -foot sink hole /settlement section of road west of 78th
Phone: 952.227.1125
Street.
Fax: 952.227.1110
. Add capacity, efficiency and safety through turn lane improvements,
signal modifications, ADA improvements, access modifications and
Web Site
drainage improvements.
www.ci.chanhassen.mn.us
Chanhassen is a Community for Life - Providing for Today and Planning for Tomorrow
Todd Gerhardt
Update on TH 5 Improvements including Municipal Consent
February 14, 2011
Page 2
Improve pedestrian mobility and safety with a new pedestrian underpass east of
Minnewashta Parkway near the Arboretum.
MnDOT is proposing to a add safety edge and rumble strips /stripes to the center lane and
shoulders at various locations along the project.. See attachments for more information.
Over the past several years, MnDOT has promoted and included rumble strips /stripes on
reconstruction and overlay projects. These improvements are thought to reduce the amount of
lane departure crashes on rural roadways. MnDOT is planning to include these improvements on
TH 5, however staff does not have a drawing that shows exactly where MnDOT is proposing
these improvements. MnDOT has indicated the desire to include these improvements from
approximately the east entrance drive of the Landscape Arboretum to Lone Cedar Lane. Staff is
concerned about the noise impacts these improvements may have and has asked MnDOT to
include information at the public hearing regarding the need for the improvements and address
staffs noise concerns.
The project has a bidding scheduled set for January 27, 2012 with construction estimated to
begin in the spring and complete in the fall of that year. Two segments of Highway 5 are
anticipated to be closed between the Memorial and Labor Day holidays. One location is for the
replacement of a bridge over a recreation trail west of Rose Street and another is for the
reconstruction of pavement west of 78 Street. Both of these closures are in the City of Victoria.
Other shorter impacts may occur throughout the construction for various pipe replacements
under Highway 5 and a pedestrian underpass east of Minnewashta Parkway.
Staff is planning to give a brief overview of the project at the Work Session.
FUNDING
Currently the project has the following funding:
• $4.7 million in MnDOT roadway preservation funds.
• $1.25 million in Bridge Improvement or Replacement (BIR) Program funds to
reconstruct the bridge over the recreational trail west of Rose Street in the city of
Victoria.
• $900,000 in Highway Safety Improvement Program (HSIP) funds awarded to the City of
Chanhassen for turn lane improvements, shoulder widening and access modifications
near Highway 5 and Minnewashta Parkway (this funding requires a 10% match from the
City of Chanhassen).
• $1 million in Transportation Enhancement (TE) Program funds awarded to the City of
Chanhassen for a pedestrian underpass beneath Highway 5 east of Minnewashta Parkway
(this funding requires a 20% match from the City of Chanhassen).
• $362,900 in Municipal Agreement Program funds awarded to the City of Victoria for turn
lane and shoulder improvements at Highway 5 and the west junction of CSAH
I INictoria Drive (this funding requires the balance to be matched by the City of
Victoria).
g: \eng\public \pw067b2 th 5 corridor study - 41 to 212 \021411 update th 5 munc consent ws.doc
Todd Gerhardt
Update on TH 5 Improvements including Municipal Consent
February 14, 2011
Page 3
The most current preliminary cost estimate is below the funding levels. There are some final
design details to be worked out as the project continues through final design; however, the
project is anticipated to remain under the funding levels. In addition, once MnDOT fully
understands the utility impacts there may be a cost share from the City for relocations.
Based on MnDOT's latest cost estimate, the City of Chanhassen participation is roughly
$180,000 for the federal funding grant match requirements which is broken down as follows:
• $70,000 (based on current estimate) for matching dollars for safety improvements (HSIP
funding) on TH 5 at Minnewashta Parkway area. The grant application was for a
$100,000 match.
• $110,000 (based on current estimate) for pedestrian underpass at Minnewashta Parkway.
The grant application was for $245,000 in matching funds.
Other City costs for the project are as follows:
• Potential other utilities cost shares.
Indirect costs such as right -of -way and legal costs for grant improvements are estimated
at $30,000.
MnDOT is completing the final design and construction administration services so this work will
not be included in the City's participation cost.
The City's cost participation will be refined as final design cost estimates are further detailed this
fall. The actual amount may be a lump sum or may depend on the awarded bid if that is how the
agreement is structured.
The City of Chanhassen did take the lead in applying for federal grants, however other agencies
will benefit from these improvements. Staff has discussed with other agencies the need to help
pay for the matching funds and indirect costs for the federal grant improvements. It is staff s
belief that Carver County, the City of Victoria and the Landscape Arboretum should help pay for
the funding match of the trail underpass at Minnewashta Parkway. It is proposed each of these
agencies contribute 25% of the total federal matching funds along with right -of -way and indirect
costs. Likewise, the City of Victoria should also help pay for the matching cost for the safety
improvements on TH 5 since some of these improvements are in the City of Victoria City limits.
Staff is planning to meet with these agencies in the near future so an equitable cost sharing
agreement can be worked out.
MUNCIPAL CONSENT APPROVAL
Municipal approval is required for most MnDOT projects that require acquisition of permanent
right -of -way, alters access, or changes mainline capacity within a municipality. This project also
requires municipal approval for permanent drainage easements.
gAeng \pub1ic \pw067b2 th 5 corridor study - 41 to 212 \021411 update th 5 munc consent ws.doc
Todd Gerhardt
Update on TH 5 Improvements including Municipal Consent
February 14, 2011
Page 4
MnDOT is planning to start the municipal consent process on February 14, 2011. The City must
schedule within 15 days of receiving MnDOT's request for approval a public hearing and must
give 30 days' public notice. The City must then pass a resolution approving /disapproving
(within 90 days of the public hearing). After 90 days from the date of the public hearing, if the
City has not passed a resolution disapproving the layout, the layout is deemed approved.
The preliminary project schedule is as follows:
• Call for Municipal Consent Public Hearing
• Hold Municipal Consent Public Hearing
• City Council Considers Passing a Resolution
Approving/Disapproving of Improvements
• Bid Opening
• Start Construction
• Substantial Completion
February 28, 2011
April 11, 2011
June 27, 2011
January 27, 2012
April, 2012
End of October, 2012
Attachments: CIP Page
MnDOT Information
gAeng \pub1ic \pw067b2 th 5 corridor study - 41 to 212 \021411 update th 5 munc consent ws.doc
Capital I 2011 thru 2015 mprovement Program Department Street Improvements
City of Chanhassen, MN Contact PaulOehme
Type Improvement
Project # ST -025 Useful Life
Project Name TH5 Improvements - TH41 to Downtown Victoria category Streets/Highways
Account #1 Account #3 Priority n/a
Account #2 Account #4
Total Project Cost: $9,029,000
Description
MNDOT is planning to resurface and make improvements to TH5 west of TH41 in 2011. These improvements include resurfacing, shoulder
improvements, turn lane improvements and intersection improvements at Minnewashta Parkway. The City will be responsible for a small portion
of the project as it relates to local access and trail and underpass improvements. The City applied for federal funding for trail and underpass
improvements along with safety improvements at Minnewashta Parkway. The trail underpass local share is estimated at $275,000. It is anticipated
the Landscape Arboretum, City of Victoria and Carver County Parks will help pay for the local share.
Justification
To improve safety and mobility along the corridor.
Expenditures 2011 2012 2013 2014 2015 Total
Construction
91029,000 9,029,000
Total 9,029,000 9,029,000
Funding Sources 2011 2012 2013 2014 2015 Total
Other Agency Contribution 8,829,000 8,829,000
Park Dedication Fund 80,000 80,000
Street Pavement Management 120,000 120,000
Total 9,029,000 9,029,000
Budget Impact/Other
110
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The Safety Edge
The safety edge is a simple, practical and cost - effect safety measure that addresses
pavement edge drop -offs. Current research indicates that vertical interfaces between
pavement edges and shoulder material become hazardous when a driver drifts off the
road. These steep inclines can lead to "tire scrubbing" which can result in over -
steering and ultimately, fatal collisions.
rV) tot
This is a typical diagram for a crash caused by tyre
scrubbing. The vehicle atldt scnrbbed the edge
of the parr wnt, and when it returned, the driver
mercorrectod, lost controf, crossed inky the adjacent
lone and - an oncoming vd:icle
The Safety edge resolves this issue by tapering pavement at a 30% 35° angle from
the horizontal to newly graded material. It can be applied during any normal project
and uses <1 % of additional asphaltic material.
Additional benefits of the safety edge
. Improves pavement density at edge . Eliminates "tire scrubbing"
http: // www.dot.state.mn.us /stateaid /sa safety_edge.html
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• Stronger interface between
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• Less raveling at pavement edge
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• Increased durabliity and longevity of
pavement
• Reduces tort law liability
• Influence of roadway Surface Discontinuities on Safety (PDF)
• Safety Impacts of Pavement Edge Drop -Offs (PDF)
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Rumble Strips and Rumble Stripes
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Rumble Strips and StripEs
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What are Rumble Strips?
Rumble Strips are groves or rows of indents in the pavement, designed to alert inattentive drivers —
through noise and vibration —and reduce the number of accidents.
What are Rumble StripEs?
Rumble stripEs are longitudinal rumble strips that have a pavement marking stripe installed on top
of them. In addition to warning drivers that they have left the travelled lane, rumble stripEs are
much more visible in rainy and wet conditions.
Types of Rumple Strips and StripEs
Shoulder Rumble Strips are longitudinal rumble strips installed outside of the edgeline (the
yellow or white line that separates the travel lane from the left or right shoulder.) The intent of
shoulder rumble strips is to notify inattentive drivers that they are leaving the travelled lane - with
the goal of reducing run - off - the -road crashes. They are also useful during snowy conditions to
help the driver keep the vehicle in the travelled lane.
Rumble StripEs can be either
Edgeline Rumble StripEs when installed to separate the travel lane from the
shoulder(s).
Centerline Rumble StripEs when installed to separate opposing traffic on undivided highways. The goal of these is to reduce head -on and
opposite direction side -swipe crashes.
Transverse Roadway rumble strips are placed across the travelled lane to alert drivers approaching a change of roadway condition or a hazard that
requires substantial speed reduction or other maneuvering.
Draft Tech Memo: Rumble StripEs and Strips for Rural High Speed Trunk Highways
Mn /DOT has completed a draft Technical Memorandum that includes standards for the installation of all longitudinal rumbles. This draft Tech Memo has
been developed and approved by Mn /DOT's Traffic Engineering Organization Executive Committee, which consists of staff from the Office of Traffic, Safety
and Technology as well as District Traffic Engineers.
A working group will be created from the various districts and functional areas to make appropriate modifications to the draft as part of the Tech Memo
review process.
A webinar will be held on Tuesday, July 20, to gather feedback on the draft from Mn /DOT employees. To provide feedback during the presentation, you
will need to attend from your local Mn /DOT Video Conference location. Mn /DOT Employees: Please check the Outlook calendar for your local Mn /DOT
Video Conference location on July 20 to see when it will be broadcast to your location. View webinar announcement
For more information or to comment on the draft contact:
Bradley Estochen State Traffic Safety Engineer
Ken Johnson State Pavement Marking and Work Zone Engineer
Mitch Bartel t State Pavement Marking Engineer
View draft Tech Memo
Rumble Strips and Rumble StripEs
Mn /DOT Rumble Stripe Noise Study (PDF)
NCHRP Report 641 - Guidance for the Design and Application of Shoulder & Centerline Rumble Strios (2009)
Effects of Center -Line Rumble Strips on Non - Conventional Vehicles (Jan. 2008)
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in
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JiTiVAESOT)VU0PWFfrd1_EN 1
Engineering Services Division
Technical Memorandum No. 07-09-T-03
July 3, 2007
Rick Amebeck
Division Director
Engineering Services
Guidance for Rural Trunk Highways
Expiration
This is a new Technical memorandum. It will expire July 3, 2012 unless superseded prior to this date or
placed in the Traffic Engineering Manual.
Implementation
This guideline shall apply to all projects on rural Trunk Highways beginning immediately. Other road authorities
are encouraged to evaluate their needs accordingly. THIS MAY AFFECT PROJECTS NOW UNDER
CONSTRUCTION.
For the purpose of this technical memorandum a Rural Trunk Highway will be defined as roadway segments
that have minimal residential or commercial development and little or no further development is anticipated in
the near future.
The guidelines contained in this technical memorandum apply to all Rural Trunk Highways. However, other
road authorities are encouraged to evaluate their needs accordingly.
Purpose
This Technical Memorandum establishes an interim guideline for placement of edgeline rumble stripEs on
rural state trunk highways. The provisions of these interim guidelines are to assist district design and traffic
engineers in determining how to use edgeline rumble stripEs. The Interim guideline establishes a uniform
procedure which allows the Office of Traffic, Safety and Operations (OTSO) to evaluate the performance and
effectiveness of the edgeline rumble stripE material and the safety effectiveness of the edgeline rumble
stripEs.
Introduction
Crash analysis has revealed that lane departure crashes, such as run off the road, sideswipe and head on
crashes, on rural two-lane two-way highways In Minnesota result In an over represented number of fatalities
and serious injuries. Both traditional pavement markings and rumble strips are used to decrease the number
of these lane departure crashes.
TM - 07- 09 -T -03
Edgeline Rumble StripEs Guidance for Rural Trunk Highways
July 3, 2007
Page 2
Some states, including Michigan and Missouri, have begun aggressive campaigns to combine traditional
pavement markings and rumble strips into a "rumble stripE," where the pavement marking is installed on the
rumble strip. The advantage of this rumble stripE is that while the rumble strip remains effective the pavement
marking performance is enhanced at night during wet weather conditions. This enhanced performance
provides improved visual information to the driver during these times.
Mn /DOT has formed an edgeline rumble stripE task force to develop standards and guidelines for the
application of edgeline rumble stripEs on State Trunk Highways. Members of this task force have developed
the guidelines and will be working together on the development of final standards and guidelines for the
application of edgeline rumble stripeEs on State Trunk Highways.
Guidelines
Coordination
The District Materials Engineer should make recommendations regarding the structural adequacy of inplace
shoulders and /or roadways to receive rumble strips.
It is recommended that the Districts and local road authorities contact the State Bicycle Coordinator for
assistance in determining possible impacts to bicycle traffic on a roadway before placing edgeline rumble
stripeEs or profile stripEs.
Edgeline Rumble StripE Definitions
Rural Trunk Highway = roadway segments that have minimal residential or commercial development and
little or no further development is anticipated in the near future.
Rumble Strip = a 12" to 16" wide raised or grooved pattern constructed on, or in travel lane and shoulder
pavements. Chapter 4 of the Road Design Manual contains greater detail regarding rumble strips.
Rumble StripE = a rumble strip which contains a pavement marking stripe.
Profile Strip = an 8" wide raised or grooved pattern constructed on the roadway 2" from the edge of the
travel lane. This strip is not wide enough to insure a rumble sound or vibration for the driver but is used for
the sole purpose of the profile stripE.
Profile StripE = a profile strip which contains a pavement marking stripe.
Edgeline Rumble StripE Guidelines
Edgeline rumble stripEs are to be used at the discretion of the District and other road authorities. They
should be used to increase the wet weather retro - reflectivity in areas of concern. When edgeline rumble
stripEs are programmed, the District and other road authorities shall notify the OTSO Safety Engineer.
When edgeline rumble stripEs are installed, the District and other road authorities shall notify the OTSO
Pavement Marking Engineer within 10 working days using the attached Rumble StripE Report Form.
When used, the edgeline rumble stripEs should follow the information contained in Table 1. Any deviation
from these guidelines should be well documented and forwarded to the OTSO's Pavement Marking
Engineer.
-MORE-
TM - 07- 09 -T -03
Edgeline Rumble StripEs Guidance for Rural Trunk Highways
July 3, 2007
Page 3
YA01 = 1 _'r...,ea one] ennlica+innc of Rumble StrinEs
-MORE-
APPLICATIONS
RUMBLE STRIPE TYPES
Type A — 300 mm (1 ft.) Intermittent Rumble StripE
Intermittent milled rumble strips on bituminous shoulders that
Two -lane two way
are 300 mm (1ft.) wide and located 50 mm (2 in.) from the edge
Roadway shoulders
of traveled lane. Intermittent rumble strips shall be milled in a
1200 mm (4 ft.) or greater
18 m (60 ft.) cycle; 14.4 m (48 ft.) of rumble strip followed by a
3.6 m (12 ft.) gap (as shown in Figure 1 & 2). The pavement
marking shall be placed 50 mm (2 in.) from the traffic side edge
Multi -lane roadway
of the rumble strip. It shall be 100 mm (4 in.) minimum width.
Right shoulders
On intermittent rumble strips the pavement marking shall
1200 mm (4 ft.) or greater
continue through the 3.6 m (12 ft.) gap.
Type B - 300 mm (1 ft.) Continuous Rumble StripE
Multi -lane roadway
Continuous milled rumble strips used on bituminous shoulders
Left shoulders
that are 300 mm (1 ft.) wide and located 100 mm (2 in.) from
1200 mm (4 ft.) or greater
the edge of traveled lane (see Figure 1 & 2). The pavement
marking shall be placed 50 mm (2 in.) from the traffic side edge
of the rumble strip. It shall be 100 mm 4 in. minimum width.
Consult OTSO Pavement Marking Engineer for proper
Freeway roadway
design.
Type C — 300 mm (1 ft.) Intermittent Rumble StripE
Intermittent milled rumble strips used on bituminous
shoulders that are 300 mm (1 ft.) wide and centered on the
edge of traveled lane. Intermittent rumble strips shall be milled
in a 18 m (60 ft) cycle; 14.4 m (48 ft.) of rumble strip followed
by a. 3.6 m (12 ft.) gap as shown in Figure 1. The pavement
marking shall be placed 50 mm (2 in.) from the traffic side edge
Multi -lane and two -lane
of the rumble strip. It shall be 100 mm (4 in.) minimum width.
Highways with shoulders
On intermittent rumble strips the pavement marking shall
less than 1200 mm (4 ft.) wide
continue through the 3.6 m 12 ft. gap.
Type — Profile StripE
Profile StripEs will be either intermittent milled profile strips or
continuous milled profile strips that are 200 mm (8 in.) wide
placed 50 mm (2 in.) from the edge of pavement/ traveled lane.
Intermittent profile strips shall be milled in a 18 m (60 ft.) cycle;
14.4 m (48 ft.) of profile strip followed by a 3.6 m (12 ft.) gap as
shown in Figure 3. The pavement marking shall be centered in
the rumble strip. It shall be 100 mm (4 in.) minimum width. On
intermittent rumble strips the pavement marking shall continue
through the 3.6 m 12 ft. gap.
-MORE-
uente
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Crash Reduction
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Edgeline Rumble Strips (Milled)
- 22% Reduction in Fatal and Injury ROR Crashes
- 16% Reduction in All Crashes
Centerline Rumble Strips
- 14% Reduction in All Crashes
- 21% Reduction in All Sideswipe Crashes
* Source - Crash Modification Factors Clearinghouse
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NCHRP Report 641
— For rural two -lane roadway, shoulder rumble strips
• 15% reduction in Single Vehicle ROR crashes
• 29% reduction in SVROR Fatal and Injury Crashes
- For rural multilane divided roadways, shoulder rumble
strips
• 22%
reduction
in SVROR
crashes
• 51%
reduction
in SVROR
Fatal and injury crashes
DOa` NNESO,. jJ
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a
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5
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Other Research
C]
NCHRP Report 641
— For rural two -lane roadways, Centerline rumble strips
• 9% reduction in total crashes
• 12% reduction in Fatal and Injury crashes
• 39% reduction in total Target crashes
• 44% reduction in Fatal and Injury Target crashes
• Target Crashes are defined as: head -on and opposite
direction sideswipe crashes.
- .NHESOT
c
Minnesota Centerline Rumble Strip Assessment -
(Knapp 2009)
- Smaller sample, but significant results for Minnesota
Highways
- Result summary
• 13% reduction in total crashes
• 40% reduction in Fatal and Injury crashes
• 7% increase in total Target crashes
• 47% reduction in Fatal and Injury Target crashes
• Target Crashes are defined as: head -on, run of road left and
opposite direction sideswipe crashes.
C
I[A
V OtJNESpTIy.
n a
Q o
OF TiiO'
What Is Mn /DOT Doing?
Develop an updated Technical Memorandum for
rumble strip and stripE implementation
- Stress the importance of incorporating a Centerline
rumble stripE on two lane roadways.
- Determine the cross section needed to provide
Centerline and edgeline rumbles.
- Provide flexibility for different combinations of
treatments
Highway 5 Project Schedule
SP 1002 -89, et al
Task activity
Need confirmation on task activity
For information
Last Updated 1/31/11
Carver County Right of Way Acquisition
Preliminary Bridge Design
Final • • - Design
-
-----
_-
-_
-
-
-_
Utility Information Meeting
Utility Design Meetin
rf
Bridge Aesthetics
First Quantities Estimate
Municipal Consent from Victoria and Chanhassen
Public Hearings
' a ' Fi R ev i ew
Nicole Peterson on Leave
; Lighting Plans
Time and Traffic
Traffic Control Plan
�Signing and Pavement Marking Plan
Work with businesses on signing and staging plans
Plan Turn In to Central Office
Project Letting
; Work with businesses on communica� during construction
CDnstructio
Task activity
Need confirmation on task activity
For information
Last Updated 1/31/11