9. Approve signal report for West 78th St intersections at Great Plains Blvd & Market Blvd. 4 q
I 0,,,si
CITY O --
CHANHASSEN
1
690 COULTER DRIVE • P.O. BOX 147 • CHANHASSEN, MINNESOTA 55317
(612) 937 -1900 • FAX (612) 937 -5739
1 MEMORANDUM
1 TO: Don Ashworth, City Manager
FROM: Charles Folch, City_ Engineer
1
I DATE: July 9, 1992
1 SUBJ: ,
Approve Signal Justification Report for West 78th Street Intersections at
Great Plains Boulevard and Market Boulevard; Authorize Preparation of Plans
1 and S ecifications
Project No. 92 -3A "',
Y
1 A couple of months ago a signal jstifica` repo, for the West t -78th Street intersections
at Great Plains Boulevard and Market Boulevard was presented to the Council. This report
I was prepared using cominonly accepted ; ` tices for evaluating signal warrants based on the
Manual of Uniform Traffic Control D pjes and implementing traffic data obtained from
the Central Business District Traffic ' tidy conducted in 1990. Even though the report
I recommended that both intersections be improved with traffic signals, it was clear from the
Council's discussion and action that more supporting justificati,9n was needed before
ordering these improvements. _ -
As such, SRF has re- evaluated these two intersections P
to provide information on the
._
economic aspects of three traffic coutrrl options consisting of the existing minor street stop
I condition, the installation of an all -way stop condition, and the installation of a traffic signal.
The _ intersection at Great Plains Boulevard was analyzed for these criteria under four
scenarios consisting of the existing traffic volume in 1992, operation under the Trunk
I Highway 101 North Leg detour in 1993, the re- routing of Trunk Highway 101 out of the
downtown area plus full occupancy of the Market Square development and, finally, the
condition after the proposed Target development opens in late 1993 /early 1994.. In all four
1 scenarios traffic signals at Great Plains Boulevard would be warranted based strictly on a
volume standpoint. Considering the economic analysis of annual vehicle operating costs,
motorist delay costs and annual traffic control device cost, three of the four scenarios predict
I that a traffic signal installation would be more cost - effective than the present minor street
stop condition or an all-way stop condition. Only under the 1992 existing traffic condition
1
a Illt i
PRINTED ON RECYCLED PAPER
1
1 Don Ashworth
July 9, 1992
1 Page 2
I did the minor street stop condition prove to be slightly more cost - effective than traffic
signals.
I For the intersection at Market Boulevard, an economic analysis was made for the traffic
control alternatives consisting of the present minor street stop condition, all -way stop and
traffic signal installation under three scenarios consisting of the existing 1992 traffic volumes,
1 full occupancy of the Market Square development condition in 1993 and conditions after
Target opens in late 1993 /early 1994. Under the existing 1992 condition, traffic volumes are
not expected to meet warrants for traffic signals by themselves, nor are the economics of a
1 traffic signal better than the present minor street stop condition. Under the 1993 Market
Square full occupancy scenario, traffic signals are marginally warranted; however, delays on
Market could be higher than expected and there is a potential for an increase in accidents
I at this intersection. In evaluating the post- Target development scenario, it is quite clear that
both volumes and the economic analysis point toward the installation of a traffic signal
1 control device. In all three scenarios, the all -way stop condition proved to be the least
desirable control device.
l In conclusion, it is apparent from further analysis that traffic signals on West 78th Street are
presently warranted at the Great Plains Boulevard intersection based on both traffic volumes
and economic standpoint. The Market Boulevard intersection is expected to meet warrants
I in 1993 with full occupancy of the Market Square shopping center. The report also
emphasizes the importance of having enough lead time for the installation of the signal
equipment. At this point, the critical time path follows the Trunk Highway 101 North Leg
I improvement project which will route detour traffic to the Great Plains Boulevard
intersection in 1993. With full development of the Central Business District and anticipated
population growth, it is likely that as many as six intersections along West 78th Street will
I warrant traffic signal control installation in the future. Given this scenario, the installation
of a master controller unit could potentially control all of the signals along West 78th Street
to optimize traffic flow capacity during peak and off -peak times of the day. One of the
1 underlying but very important benefits of an integrated arterial traffic signal control system
is the ability to control traffic speeds on West 78th Street once a number of these
intersections are under signal operation. This would force motorists to maintain a desired
1 speed in order to move through all of the signals under a "green" or uninterrupted condition.
It is therefore recommended that the revised signal justification report dated July 6, 1992
r for the West 78th Street intersections at Great Plains Boulevard and Market Boulevard be
approved and that the project plans and specifications for the traffic signal installation and
associated intersection improvements be authorized, Project No. 92 -3A. Dennis Eyler of
I Strgar, Roscoe, Fausch will be on hand at Monday night's Council meeting to provide a
presentation on this report.
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Don Ashworth 1
July 9, 1992
Page 3
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Manager's Comments (7- 9 -92):
I
Why do you feel safe walking across the street in Excelsior, Mound, or St. Paul? Why do
you feel safe driving your vehicle across the main street in Hopkins? Why don't or wouldn't
you feel safe crossing 35W or 35E going into St. Paul (assuming there was a place to cross)? I
35E has both a median and intense plantings. At issue is speed and uncontrolled accesses.
When I am in downtown Hopkins, I don't worry about straining my eyes for 600 -900 feet
if I have a green light. Vehicles behind me and to the side of me are going no more than
30 mph. That is not the case in downtown Chanhassen. Speeds continue to be in the 50
mph category. Motorists have no respect for pedestrians. This wouldn't or couldn't happen
I
in downtown Excelsior, Mound, or Hopkins. I would hate to count the number of times that
I have turned off of Kerber /Market /Laredo only to see a vehicle bearing down on me at
50 mph. The motorist then has the audacity to honk or ride my bumper because I'm going
30 mph.
Walking in downtown on a typical Sunday is generally a pleasure. Getting out onto the
main street is not a problem, the number of speeders is almost non - existent, and walking
across the roadway is almost a pleasure in that you can wave at your neighbor who is driving
at a reasonable speed. Such is not the case at 7:30 a.m. or 4:30 p.m. on a weekday. Fifty 1
percent of the employees in the business park use downtown Chanhassen as a short cut to
get to and from work. Persons living in Chaska, Victoria, and other points west and east,
use downtown Chanhassen as a short cut to and from work. None of these cars are
111
interested in buying a loaf a bread or a chain saw. We should not be accommodating their
needs, but instead we should be accommodating our own. Our businesses deserve the right
to feel that vehicles going in front of their store are customers who feel safe in turning into
their drive. They shouldn't have to feel that a vehicle leaving their business is going to be
rammed by the cut through traffic. The businessmen wanting to walk to the Riviera should I
be able to do it safely. He shouldn't have to worry about the salesman from Richfield who
is trying to find the fastest way to get to Victoria.
The Strgar report is good. They have justified from both a dollar standpoint as well as a 1
motorist standpoint the necessity for both signals at Market and Great Plains Boulevard.
However, I do not believe that they have gone far enough. They have not addressed the
speeding issue, or how we can assure that Chanhassen is truly a downtown and not a
speedway. They have not addressed the needs of the pedestrian - -a past time that has
increased tenfold in the last three years, and will increase an additional tenfold if the people
feel that they are safe walking in our downtown. The best solution is to install signals now
at Kerber, Market, Laredo, and Great Plains Boulevard. A master control unit should be
a part of the installation to control all of the signals. A person driving 30 mph can 1
reasonably be assured that he will not have to stop as he travels through downtown.
However, if he wants to drive 35 mph, 45 mph, or 55 mph, he will be forced to stop at every
r
1
1
1 Don Ashworth
July 9, 1992
1 Page 4
I signal. Additionally, a pedestrian signal should be placed at either the Medical Arts
building or in front of the Riviera. This unit should also be controlled by the master control
unit to assure, again, that vehicles traveling at a reasonable speed can get through downtown
I without having to stop. Each of the four signals should have four -way pedestrian
movements. They should also be equipped with remote override devices for police and fire
vehicles.
I Go for it! Now is the time to make your downtown a downtown- -not a speedway.
Authorize signals at Kerber, Laredo, Market, and Great Plains Bouelvard; and a pedestrian
1 signal at the Riviera.
DWA
I Attachment: Signal Justification Report
g P
1 c: Dave Hempel, Sr. Engineering Technician
Dennis Eyler, SRF
1 Jim Dvorak, SRF
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ST RGAR - RO F AU SCH, INC..
S
CONSULTING ENGINEERS & PLANNERS
TRANSPORTATION ■ CIVIL ■ STRUCTURAL ■ENVIRON ■ LAND SURV
II
II
SRF No. 0911540
II
MEMORANDUM
Charles of P.E.
I
TO: 1 Folch,
City Engineer
City of Chanhassen 1
FROM: Dennis R. Eyler, P.E.
DATE: July 8, 1992 1
SUBJECT: WEST 78TH STREET AT GREAT PLAINS BOULEVARD AND
I WEST 78TH STREET AT MARKET BOULEVARD
WEST 78TH STREET AT POWER BOULEVARD
REVIEW OF JUSTIFICATION FOR TRAFFIC SIGNALS
1
GENERAL
We have re- evaluated the need for traffic signal control at these 1
two intersections. In performing this analysis we considered the
following items:
1. The quality of the existing traffic operations of each I
intersection.
2. The new commercial development along 78th Street (Market 1
Square) .
3. The temporary traffic pattern changes on T.H. 101 due to the
I
detour of Dakota Avenue during its reconstruction
4. The changes in traffic flow that will occur when T.H. 101 is
I
routed onto a common section with T.H. 5 between Dakota
Avenue and Market Boulevard.
5. The vehicle operating costs and motorist delay costs for the
traffic using the intersections.
6. The construction, maintenance and operating costs of traffic 1
signals.
7. The impacts, both positive and negative, on the other
II
intersections along 78th Street as a result of the selected
form of traffic control used at Market Boulevard and Great
Plains Boulevard.
I/
Suite 150, One Carlson Parkway North, Minneapolis, Minnesota 55447 I
612/475 -0010 FAX 612/475 -2429
II
II 8. The timing of the need for additional traffic control with
the development of the proposed Target store.
I 9. The impacts of the new forecasts for full development on
West 78th Street that reflect the current plans for a Target
store and how those forecasts compare to the earlier studies
1 for West 78th Street.
1 OPERATIONS ANALYSIS - 78TH STREET AT GREAT PLAINS BOULEVARD
Existing Traffic Volumes - 1992
1 This intersection was analyzed on a costs versus benefits basis
for three possible types of traffic control: the existing stop
signs on westbound 78th Street, traffic signals or all -way stop
1 signs. The results of the analysis were as follows:
Annual Added Annual Cost Annual Cost Total
II Vehicle Operating of Motorist of Control Annual
Costs Delay Device Cost
Existing $ 75,000 $20,000 $ 0 $ 95,000
1 Stops
Signals $ 65,000 $25,000 $10,000 $100,000
1 All -way $200,000 $40,000 $ 0 $240,000
Stops
II The existing volumes do meet the warrants for traffic signal
installation contained in the Manual On Uniform Traffic Control
11 Devices. The benefit cost analysis shows that the current
volumes have reached a point where a signal does provide overall
user benefits in excess of costs.
II Impacts away from the intersection
Installing all -way stop control will reduce the natural
I platooning of vehicles along these roadways. The platoons are
produced by slower drivers bunching up faster drivers. The all -
way stops signs effectively meter vehicles away from an
I intersection at steady rates that may not create adequate gaps
for traffic leaving driveways or side streets.
I The backup of traffic from intersection if all -way stops are
utilized will affect the operation of other intersections and
will block driveways.
II
II
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Conclusions and recommendations 1
The recommendation at this point would typically be to monitor
the intersection operation, but retain the existing control.
However, a detour for Dakota Avenue is planned for 1993.
Detour of Dakota Avenue - Traffic Volumes - Early 1993
The reconstruction and re- alignment of Dakota Avenue between
T.H. 5 and T.H. 101 across the railroad tracks will require a
detour for that traffic. The detour will consist of utilizing
West 78th Street to Great Plains Boulevard and Great Plains
Boulevard south to T.H. 5. The question has arisen as to which
type of traffic control is needed at Great Plains and West 78th
Street during the detour. The three options are again: Westbound
stop signs, all -way stop control or traffic signals. ,
Added 3 Month 3 Month Cost 3 Month Cost Total
Vehicle Operating of Motorist of Control 3 Month
Costs Delay Device Cost
Signals $40,000 $25,000 $40,000(1) $105,000
All -way $90,000 $80,000 $ 0 $170,000
Stops
The all-way stop sto control intersection would be over its
capacity during the p.m. peak hour by 10 to 15% and at
• capacity during the a.m. peak hour. '
Stop Signs The intersection cannot operate with only "STOP"
on WB 78th control. The expected volumes would be 150% of
the capacity of the intersection.
(1) Assumes a 3 month useful life for a temporary signal minus
salvage value of usable hardware items.
Impacts away from the intersection
The use of stop signs or all -way stops to control this 1
intersection during the Dakota Avenue detour will result in
extensive backups along westbound 78th Street during the p.m.
peak period. The left turn backup will restrict the ability of
right turning vehicles to easily get to the intersection. These
two movements will compound their backups to extend eastward over
1000 feet from Great Plains Boulevard if the existing stop sign
control is retained. The use of all way stops will result in a
backup of 500 to 700 feet.
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In the morning the northbound right turn to eastbound 78th Street
will also experience extended backups. This will undoubtedly
extend back across the railroad tracks. Northbound traffic on
Great Plains heading west on 78th Street will also be affected by
this backup. The backup for this approach will be worse if all -
way stop control is used.
In either case, several driveways will be blocked on each
approach.
1 With all -way stop control, the eastbound 78th Street approach
will also experience backups to the point that the left turns
will cut -off the through traffic heading for southbound Great
' Plains Boulevard.
Conclusions and recommendations
' Traffic signals should be installed to handle the intersection
during the detour of Dakota Avenue. If traffic signals cannot be
utilized at this intersection during the detour, then all -way
stop control must be utilized. With the all -way stop control,
each approach to the intersection must be striped or widened
temporarily to provide for 2 lanes for as great a distance back
from the intersection as is possible. These improvements are
needed in order to increase storage capabilities and intersection
efficiency.
Rerouted T.H.101 Plus Market Square Development - Mid 1993
The question of operations of the 78th Street and Great Plains
' intersection, after T.H. 101 has been re- routed, has been asked.
Added to that condition, is the expectation that the Market
Square development will reach full occupancy by the end of 1992.
These two factors will produce the traffic conditions expected
for 1993. This also assumes that no additional development has
occurred in downtown Chanhassen, such as the proposed Target
store. Target is not expected to open any earlier than the end
' of 1993.
The following is an analysis of the operation of this
' intersection as would be expected in 1993.
Annual Added Annual Cost Annual Cost Total
' Vehicle Operating of Motorist of Control Annual
Costs Delay Device Cost
WB 78th $90,000 $40,000 $ 0 $130,000
Stops
Signals $85,000 $30,000 $10,000 $125,000
All -way $250,000 $50,000 $ 0 $300,000
Stops
' 4
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Conclusions and recommendations 1
As with the other scenarios, all -way stop control would not be
appropriate. The economics of signal control are slightly better
than stop control at this point in time.
Conditions After Target Opens - Late 1993 /Early 1994
How will the operations of the 78th Street and Great Plains
intersection be affected after Target opens at the end of 1993 or
early 1994. This analysis also assumes that no other additional
development has occurred in downtown Chanhassen, other than the
proposed Target store and any attendant development on its
related parcels. This would be the expected 1994 condition.
The following is an analysis of the operation of this
intersection as would be expected in 1994.
Annual Added Annual Cost Annual Cost Total
Vehicle Operating of Motorist of Control Annual
Costs Delay Device Cost
WB 78th $200,000 $60,000 $ 0 $260,000
Stops
Signals $110,000 $40,000 $10,000 $160,000
All -way $280,000 $70,000 $ 0 $350,000
Stops
Conclusions and recommendations '
As with the other scenarios, all -way stop control would not be
appropriate. The economics of signal control have clearly become
more favorable than stop control at this point in time.
With the use of either; all -way stops or stop control on
westbound 78th Street, the intersection would be at over 90% of
its capacity. A traffic signal would only be at less than 50% of
its capacity. Any significant development in addition to Target,
would exceed the capacity of the intersection if it is not
controlled by traffic signals.
The installation of traffic signals would be clearly recommended. ,
5 1
1
r FINAL CONCLUSIONS AND RECOMMENDATIONS FOR 78TH AT GREAT PLAINS
Conclusions
' 1. This intersection currently meets signal warrants, but there
is not an overriding "immediate" need for them in 1992. See
Figure 1.
2. The detour of Dakota Avenue will add 500 to 600 vehicles to
this intersection during both the a.m. and p.m. peak hours.
Signal control is needed during the time of the detour.
3. The re- routing of T.H. 101 in 1993 despite the opening of
' Market Square will result in traffic volumes that would be
actually less than those in 1992, but those volumes would
still in the range where signal control is justified.
4. Target is expected to open by late 1993 or early 1994 and
signals will be definitely needed by that time.
1 5. The project development and lead time for signal
installation is of significant concern. There are risks
associated with taking a wait and see approach.
Recommendations
' 1. Install a traffic signal in time to be operational for the
detour of Dakota Avenue.
' 2. If the lead time for signal equipment will be a problem,
provide a temporary stage for the signal installation.
Install as much permanent conduit, handholes, detectors and
other equipment as possible while utilizing a "borrowed"
controller and "borrowed" signal indications with span wire
and wood pole mounting.
1 3. With the current project schedule for construction in early
1993, equipment delivery should not be a problem.
' OPERATIONS ANALYSIS - 78TH STREET AT MARKET BOULEVARD
Existing Traffic Volumes - 1992
This intersection was analyzed on a costs versus benefits basis
for three possible types of traffic control: the existing stop
' signs on northbound and southbound Market Boulevard, traffic
signals or all -way stop signs. The results of the analysis were
as follows:
6
1
Annual Added Annual Cost Annual Cost Total r
Vehicle Operating of Motorist of Control Annual
Costs Delay Device Cost 11 Stop Signs $ 40,000 $ 10,000 $ 0 $ 50,000
On Market
Signals $ 90,000 $ 40,000 $10,000 $140,000 '
All -way $210,000 $120,000 $ 0 $330,000
Stops
The existing volumes are approaching the levels needed to meet
the warrants for traffic signal installation contained in the
Manual On Uniform Traffic Control Devices. The benefit cost
analysis shows that the current volumes have not reached a point
where a signal does provide overall user benefits in excess of
costs when comparing a signal versus the existing stop control.
A signal would be clearly superior to all -way stop control,
however.
Impacts away from the intersection
Installing all -way stop control would reduce the natural 1
platooning of vehicles along these roadways. The platoons are
produced by slower drivers bunching up faster drivers. The all-
way stops signs effectively meter vehicles away from an
intersection at steady rates that may not create adequate gaps
for traffic leaving driveways or side streets such as Kerber or
Laredo. '
The backup of traffic from intersection if all -way stops are
utilized will affect the operation of other intersections and
will block driveways.
Conclusions and recommendations
The recommendation at this point is to monitor the intersection
operation, but retain the existing control. However, the Market
Square development is expected to be fully occupied by the end of
1992.
Market Square Development - 1993 '
The question of operations of the 78th Street and Market
Boulevard intersection, after the Market Square development has
reached full occupancy (late 1992) and T.H. 101 has been re-
routed, has been asked. These two factors will produce the
traffic conditions expected for 1993. This also assumes that no
additional development has occurred in downtown Chanhassen, such
as the proposed Target store. Target is not expected to open any
earlier than the end of 1993.
I/
7
II
I
The following is an analysis of the operation of this
intersection as would be expected in 1993.
II Annual Added Annual Cost Annual Cost Total
Vehicle Operating of Motorist of Control Annual
I Costs Delay Device Cost
Market $ 70,000 $ 50,000 $ 0 $130,000
Stops
II Signals $100,000 $ 60,000 $10,000 $170,000
II All -way $250,000 $250,000 $ 0 $500,000
Stops
II Conclusions and recommendations
Traffic signals would be marginally warranted in 1993. All -way
II stop control would not be appropriate. The economics of signal
control may still be less than stop control in 1993, but delay on
Market could be greater than expected and there is a potential
for accidents to occur. Added to these factors is the economics
I of installing two signal systems in one project.
Geometric improvements should be made along 78th Street. An
II eastbound right turn lanes should be provided for the driveway
located west of Market and at Market Boulevard itself. The right
turn lane at Market Boulevard will serve to reduce delays for the
II westbound left turns from 78th Street and significantly reduce
delays to eastbound right turning traffic.
The right turn lane at Market will help make the Market /T.H. 5
I route more attractive for eastbound traffic destined for
eastbound T.H. 5, when compared to the 78th /Great Plains or
78th /Dakota routes. These right turn lanes should be constructed
II as a continuous widened roadway, in order to ultimately become an
additional through lane.
II Conditions After Target Opens - 1994
How will the operations of the 78th Street and Market Boulevard
II intersection be affected after Target opens at the end of 1993 or
early 1994. This analysis also assumes that no other additional
development has occurred in downtown Chanhassen, other than the
1 proposed Target store and any attendant development on its
related parcels. This would be the expected 1994 condition.
II
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The following is an analysis of the operation of this
intersection as would be expected in 1994.
Annual Added Annual Cost Annual Cost Total ,
Vehicle Operating of Motorist of Control Annual
Costs Delay Device Cost
Market $160,000 $200,000 $ 0 $360,000
Stops
Signals $180,000 $130,000 $10,000 $320,000 '
All -way $350,000 $300,000 $ 0 $650,000
Stops
Conclusions and recommendations '
As with the other scenarios, all -way stop control would not be
appropriate. A signal would be clearly warranted and the
economics of signal control have definitely become more favorable
than stop control at this point in time.
With the use of either; all -way stops or stop control on Market ,
Boulevard, the intersection would be over capacity by 10 to 25
percent. A traffic signal would only be at less than 60% of its
capacity. Any significant development in addition to Target,
would further add to the problems of the intersection if it is
not controlled by traffic signals.
The installation of traffic signals would be clearly recommended. '
FINAL CONCLUSIONS AND RECOMMENDATIONS FOR 78TH AT MARKET
BOULEVARD
Conclusions - 1
1. This intersection currently does not meet signal warrants,
and there is not an overriding "immediate" need for them.
See Figure 2.
2. The opening of Market Square will result in traffic volumes
that are somewhat higher, and the volumes would be in the
range where signal control is justified.
3. Target is expected to open by 1994 and signals will be
definitely needed by that time.
4. The project development and lead time for signal
installation is of significant concern. There are risks
associated with taking a wait and see approach.
I/
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Recommendations
' 1. If a permanent signal is to be installed at 78th Street and
Great Plains Boulevard, then the installation of a signal
system at Market Boulevard should be done at the same time,
despite the fact that it may not be technically warranted.
' It will, however be warranted after Market Square is in full
operation. A master controller should also be purchased
to provide coordination along 78th Street.
1 These actions should be taken for the following reasons:
a. The economics of having two signals in one construction
contract as opposed to two separate projects.
b. The lead time for signal equipment will be a problem.
c. Development of a coordinated signal system along 78th
Street. Ultimately there may be as many as 6 traffic
1 signals along 78th Street. These signals can be
operated with an arterial master controller. Ideally
the master controller should be purchased at the time
the second intersection is planned to be placed in
operation. This will make it easier to acquire
compatible equipment, all from the same manufacturer
and local supplier.
' The master controller then can provide automatic system
timing plan changes, remote signal timing changes and
remote monitoring of signal operations by maintenance
and traffic operations personnel.
A signal coordination system can also do automatic
traffic counts to help the city in assessing the long
term traffic impacts of land use decisions.
Signal coordination would not only provide optimal
overall operation by minimizing unnecessary stops and
delays, but signal coordination can be used to control
speeds, once a sufficient number of intersections are
1 in operation.
Traffic Flows Resulting from Proposed Developments
The changes in traffic volumes that will occur at 78th Street and
Market Boulevard as a result of the full development of Market
1 Square are shown in Figure 3.
The changes in traffic volumes that will occur at 78th Street and
Great Plains Boulevard as a result of the full development of
Market Square and also result from the re- routing of T.H. 101 are
shown in Figure 4.
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Figure 5 shows a comparison of the peak hour traffic volumes for
the old full development scenario for 78th Street with the
current full development proposal.
TRAFFIC SIGNAL NEED AT WEST 78TH STREET AND POWER BOULEVARD
Existing traffic volumes at this intersection do not currently
satisfy the requirements of Warrant 11, Peak Hour Warrant.
However, once Target opens sometime in 1994, the forecast traffic
volumes will easily satisfy these requirements (see Figure 6).
Traffic signal control should be considered to be installed at
this intersection prior to or immediately following the 1994
opening of the Target Development.
Summary of Recommendations 1
1. Install traffic signals at 78th Street and Great Plains
Boulevard as soon as possible, ideally this would be done in
time to be operational for the Dakota Avenue (T.H. 101)
detour. A temporary signal stage may be required while
awaiting delivery of permanent hardware.
2. Install traffic signals at 78th Street and Market Boulevard
in the same project that provides the permanent signals for
Great Plains Boulevard. 1
3. Acquire an arterial master controller for 78th Street with
the installation of the two signal systems on 78th Street.
The master controller can be located either in City Hall or
in one of the individual intersection controller cabinets.
4. Construct eastbound right turn lanes on 78th Street at the
entrance to Market Square and at Market Boulevard.
5. Install traffic signals at West 78th Street and Power
Boulevard prior to or immediately following the 1994 opening
of the Target Development.
DRE:bba 1
Attachments 1
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MAJOR STREET — TOTAL OF BOTH APPROACHES — VPH
*NOTE: 150 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET 1
APPROACH WITH TWO OR MORE LANES AND 100 VPH APPLIES AS THE LOWER
THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE.
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400 600 800 1000 1200 1400 1600 1800
MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH
*NOTE: 150 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET
APPROACH WITH TWO OR MORE LANES AND 100 VPH APPLIES AS THE LOWER
THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE.
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