TH14 US61 at Gilmore Avenue cover11x17

E-1

Executive Summary The signal system at the intersections of US 61/14 and Gilmore Avenue and US 61/14 and Service Drive is overdue for replacement. Near these intersections, numerous accidents or near misses are occurring at the intersection of US 61/14 and Orrin Street. This report summarizes the existing conditions and information obtained from stakeholder interviews conducted in the vicinity of the US 61/14 and Gilmore Avenue intersection, including US 61/14 and the parallel Service Drives and the intersections at West King Street, Orrin Street, Gilmore Avenue, Service Drive, and Clarks Lane.

The primary challenges identified from stakeholder interviews, on-site reviews, analyzing project as-builts, and traffic information gathered are the following: • the existing alignment of US 61/14 with the parallel Service Drives and

intersecting local streets, • minimal space (refuge area) between US 61/14 lanes (median) and parallel

Service Drives, • lack of access control and management on US 61/14 and parallel Service

Drives, • large physical space provided within US 61/14 right of way and Service

Drives, thus minimizing opportunities for connectivity from the bluff side of US 61/14 to the eastern side of US 61/14,

• traffic control and management is in place, however the age of the systems, proliferation or lack of signage and/or marking provides possible conflict,

• the connectivity and mobility in and around the project area is adjusted based on personal comfort and experiences,

• the discontinuity of parallel service drives, sidewalks and/or pathways offer individuals choices that are challenging or prohibited,

• project area was originally created as ‘residential’ and over time has become an area for commercial development; most dominate in the project area is food related services, therefore peak traffic is generated around the AM, Lunch Hour, and PM periods.

While mobility does occur in the project area, these challenges offer opportunities for improvement. Both Mn/DOT and the City of Winona acknowledge the need to evaluate in more detail the findings of this report and to provide short, mid, and long-term improvements in the project area. As this evaluation continues, the public will be engaged. Background

US 61/14 is a four lane divided highway classified as a Principal Arterial Highway (Trunk Highway) with an average of 20,400 vehicles per day. US 61/14 connects the secondary regional trade centers of Red Wing and Winona and is designated a High Priority Regional Corridor by the Minnesota Department of Transportation (Mn/DOT). Access to the existing commercial, residential, and local street network is predominantly provided off of parallel Service Drives on either side of US 61/14 (North/East or South/West Service Drives, currently signed as ‘Service Drive’).

US 61/14 was designated the Great River Road in 1939. It is a Minnesota state scenic byway and it was designated as a national scenic byway by Congress on June 15, 2000.

Stakeholder Interviews

Twenty-two stakeholder interviews were conducted on November 2nd and 3rd in 2009. Stakeholders were identified by City of Winona and Mn/DOT staff. In addition to the 22 interviews, Mn/DOT traffic, design, and planning staff as well as City of Winona engineering and planning staff provided background information on the study area. General themes included concerns about safety at intersections, connectivity between the east and west sides of US 61/14, and comfort level driving in and around the study area.

Geometrics

The Winona local street system is a grid system generally oriented along north/south and east/west. US 61 in southern Minnesota predominately parallels, the Mississippi River, thus it is skewed through the study area at an angle of roughly 55 degrees from north/south. The Service Drives are closely spaced from US 61/14 and the median is narrow. These dimensions provide little stacking or refuge area at intersections.

Intersection Conflict Points

The close spacing of the Service Drives to US 61/14 result in additional conflict points of which roadway users must be aware in order to safely complete their maneuver through their respective intersection. US 61/14 and Orrin Street has 73 conflict points because of the close spacing of the Service Drives and US 61/14 and Gilmore Avenue has 69 conflict points.

PIZZA HUT

McDONALD'S

SINCLAIR

FAITH LUTHERAN CHURCH

SAUER MEMORIAL HOME

COUNTRY KITCHEN/BREADEAUS PIZZA

ALTRA

KFC

CULVERSHY-VEE

SHERWIN-WILLIAMSRADIO SHACK

SLUMBERLAND

WESTGATE BOWLWELLINGTON'S PUB & GRILL

CHULA VISTA

TACO BELL

GILMORE AVE.

ORRI

N ST

.

TERR

Y LN

.

MARK ST - 11TH.

ORRI

N ST

.

WAY

NE S

T.

MACE

MAN

ST.

CO. HWY 32/JUNCTION ST.

W. KING ST.

W. KING ST.

US 61/14

SERVICE DR.

SERVICE DR.

CLAR

KS LN

.

RANDALL ST.

SERVICE DR.US 61/14

W. HOWARD ST. - 10TH

SUNS

ET D

R.

CHURCH OF THE NAZARENE

A-1 AUTO SALES

KEY REAL ESTATE

AMERICAN FAMILY INSURANCE

SUBWAY

STERLING MOTEL

COLL

EGVI

EW S

T.

PARK LN.

DOLLAR TREENAPA AUTO PARTSSALVATION ARMY THRIFT STORE

HOYT

HY-VEEWINE AND SPIRITS

WESTG

ATE

APAR

TMEN

TS

US 61/14

E-2

PROJ

ECT L

IMITS

PROJECT LIMITS

Study Area

¯ 0 270135Feet

E-3

Executive Summary (Continued) Access

US 61/14 is designated by the Minnesota Department of Transportation (Mn/DOT) as a High Priority Regional Corridor for access management. Its primary function is to provide mobility among communities although they may provide direct property access where a supporting local road network has not been established.

Within the study area, the existing public street spacing is about 0.15 mile which is less than the recommended public street spacing for a High Priority Regional Corridor. The existing signal spacing is 0.1 mile, less than the recommend ½ mile spacing.

US 61/14 is generally paralleled by Service Drives on each side of the roadway to provide access to adjacent properties. There are about 25 accesses per mile on the Service Drives.

Bicycle/Pedestrian Facilities

There are limited sidewalks in the study area leading to pedestrian facility discontinuity in the area. There are no signs or markings which indicate crossing locations on US 61/14 or refuge areas in the median for crossing pedestrians.

In the vicinity, there are marked on-street bicycle routes and off-street trails. These routes and trails terminate outside of the study area, with no connection through the study area.

In addition, the Service Drives are not continuous through the study area for pedestrian/bicycle movements or local traffic.

Transit

Winona Transit Service operates two scheduled service routes through the study area. There are two scheduled stops for the Blue Route in the study area, one at the Sauer Memorial Home and one at the Hy-Vee/Westgate Shopping Center. The Safe Ride Route utilizes the same route as the Blue Route through the study area, but there are no scheduled stops for the Safe Ride Route in the study area.

Greyhound/Jefferson Bus Lines operate long distance bus service along the US 61/14 corridor. There are no scheduled long distance bus service stops in the study area.

Signing and Marking

Despite the proliferation of regulatory signage in the study area, there is a general lack of clear directional/lane use guidance provided to the roadway users. The no left turn signage at the intersection of US 61/14 and Service Drive was observed to be disregarded.

Traffic Volumes

The morning peak hour generally started around 7:15 a.m. The evening peak period started between 4:15 and 5:00 p.m. depending on the intersection. The tube counts show that generally the evening peak period was heavier than the morning and midday peak periods with the exception of the counts on North/East Service Drive near Orrin Street and on Orrin Street near North/East Service Drive. The volumes during the midday peak period were heavier in this area where there is a concentration of fast food restaurants.

Level of Service

All intersections were modeled as LOS C or better indicating acceptable amounts of delay. The model does not fully account for the operational effects of the study area geometrics or interaction between the intersections, so it is likely that the actual LOS is slightly lower than the modeled results.

Crashes

A total of 65 crashes were reported in the study area for the five-year period. The segment crash rate for the 0.6 mile study area is 2.91 crashes per million vehicle miles which is significantly higher than the average crash rate for similar facilities. Approximately 26 percent of the crashes resulted in an injury.

The highest number of crashes occurred at the intersection of Orrin Street. Approximately 38 percent of all the crashes in the study area occurred within 250 feet in each direction of this intersection. Crash concentrations are also present at Gilmore Avenue and Service Drive. The crash rate analysis indicates that the number of crashes occurring at Orrin Street is statistically significant when compared to similar district wide facilities. Both the Orrin Street and Gilmore Avenue intersections are also listed in the top ten percent of all Minnesota intersections in terms of crash cost over the last three years.

In addition to the detailed crash data obtained from Mn/DOT, service call logs were obtained from the Winona Police Department to ascertain the number of off-system traffic accidents occurring within the study area. A total of 302 traffic-related service calls were recorded from 2004 to 2008. Most of these accidents occurred in parking lots or on private property and resulted in minimal damage.

1

StakeholTwenty-two Stakeholder22 interviewengineering

A broad ranmeeting wasteam membe

0

2

4

6

8

10

12

14

16

lder Intervstakeholder int

rs were identifiews, Mn/DOT tra and planning s

nge of stakehos conducted wer.

Stak

views terviews were ed by City of Waffic, design, astaff provided b

older types wewith a consisten

keholder E

conducted on Winona and Mnnd planning stbackground inf

ere contacted fnt Mn/DOT rep

ngagemen

November 2nd n/DOT staff. Intaff as well as formation on th

for individual mpresentative a

nt

Number of en

and 3rd in 2009n addition to th City of Winone study area.

meetings. Eacnd a consultan

tities

9. e

na

ch nt

SomWin

Pubengtran

Resinclu

Comproxrelat

me meetings weona, the local n

blic sector meetineering, fire asportation man

sidential engageuding the non-p

mmercial intervximity within theted services.

ere held with aneighborhood,

tings included: nd police, Statnager and scho

ement includedprofit meeting w

iewees varied e project area.

Com

a group of indiv and members

City of Winonae Highway Patool district cont

d nearby homewhich included

in number of e Half of all the

mmercial C

iduals such as of a church wi

a administratiotrol, and the sctract bus servic

e owners on bo home owners

employees, typecommercial int

Contacts

with the City oithin the projec

n, public workschool district ce provider.

oth sides of US within the proj

e of service, anterviews were w

Food R

Other

of ct.

s,

61/14, ject area.

nd with food-

Related

The intervcategory.

views are summ

marized in a maatrix grouped bby stakeholder type and input

PIZZA HUT

McDONALD'S

SINCLAIR


SAUER MEMORIAL HOME


ALTRA

KFC

CULVERSHY-VEE


SLUMBERLAND


CHULA VISTA

VIDEO VISION

TACO BELL

GILMORE AVE.

ORRI

N ST

.

TERR

Y LN

.

MARK ST - 11TH.

ORRI

N ST

.

WAY

NE S

T.

MACE

MAN

ST.


W. KING ST.

W. KING ST.

US 61/14

SERVICE DR.

SERVICE DR.

CLAR

KS L

N.

RANDALL ST.

SERVICE DR.

CLAR

KS L

N.

BLUF

FVIEW

CIR.

PARKVIEW AVE.

US 61/14


SUNS

ET D

R.


A-1 AUTO SALES

KEY REAL ESTATE


SUBWAY

STERLING MOTEL

COLL

EGVI

EW S

T.

PARK LN.


HOYT

SINCLAIRCAR WASH


WESTG

ATE

APAR

TMEN

TS

US 61/14

KAGE

Parcels (Interviewed Business Stakeholders)LEGEND

PARCEL BOUNDARY

INTERVIEWED

2¯ 0 320160Feet

3

Stakeholder Type Residential Commercial Public Sector Non-Profit Categories

Geometrics • Not enough spacing between roadways

• Limited distance between Service Drive and Gilmore Avenue

• Visibility at intersection is poor • Slip ramps are not utilized • Median barrier is a concern • Limited distance between Service Drives

and US 61/14 • Turn lanes do not have adequate storage • US 61/14 and Gilmore Avenue

intersection has inadequate storage • Limited space on slip ramps

• Orrin Street and the US 61/14 intersection treacherous

• Limited stacking in commercial businesses’ parking lots off Service Drives

• Limited median at Orrin Street and US 61/14

• Median between NB and SB US 61/14 is not adequate for storage

• Distance between Service Drive and Th61/14 is too short

• Slip ramps not utilized

Conflicts

• Angles of the intersections and the major highway are of concern

• Orrin Street and US 61/14 intersection is trouble

• Clarks Lane left turn movements are an issue

• Number of intersections need to be reduced

• Angles of intersections with the major highway are of concern

• Double left turn at Mankato is a concern

Access • Too many accesses in vicinity of intersection

• Too many accesses to businesses off Service Drives

• Need to maintain access to the businesses in the area

• Access from Service Drives adequate • Access needs to be maintained during

construction

• Too many access points from Highway • Limited distance between access points • Service Roads could provide all business

accesses

• Montessori School access on Junction Street

Parking • Parking along Service Drive is not an

issue • No extra parking in area

• Service Drive parking is not an issue • Parking along Service Drives is an issue

Bicycle/Pedestrian Facilities • Pedestrian and bicycle inadequacies in area along with safety concerns

• Pedestrian and bicycle facilities are inadequate

• There is a need for ADA facilities

• Safety concerns for pedestrians crossing US 61/14 • Inadequate facilities

4

Stakeholder Type Residential Commercial Public Sector Non-Profit Categories

Transit • Schools in the area so busses and children present

• All children as bused across US 61/14 due to pedestrian/bicycle inadequacies and safety issues

• School Bus stops located at McDonald’s, Chula Vista, and Junction Street

Signing and Marking • Current signal timing is not coordinated • People make illegal maneuver turning left

from NB US 61/14 to Service Drive and commercial development parking lot

• Signals should be synchronized

Traffic Volumes

• Large traffic volume is during lunch • Truck traffic volumes cause noise issues • Large boost in traffic volumes when High

School is done with class

Crashes

• Many crashes at Gilmore Street and US 61/14 intersection

• More crashes at the Orrin Street intersection than the US 61/14 and Gilmore intersection

5

Geometrics US 61/14 is a divided highway set within a public right of way of about 230 feet. It has two 12-foot lanes in each direction. The median is about 18 feet in width and the outside shoulders are about 12 feet in width. It is generally paralleled by two two-lane Service Drives, one on each side of the highway. The Service Drives have two 18 to 20 foot lanes and a 10-foot gravel parking area on the side closest to US 61/14. The Service Drives are generally offset from US 61/14 by 16 to 27 feet. These dimensions provide little stacking or refuge area at intersections.

The Winona local street system is a grid system generally oriented north/south and east/west. US 61/14 in general parallels the Mississippi River and thus is skewed through the study area at an angle of roughly 55 degrees from north/south. The width at intersections with two lane side streets is 64 to 94 feet; this great width is partially a product of the intersection skew.

All intersection turning movements in the study area were driven to experience the geometrics and sight lines. The acute angle intersections presented a challenge to identifying conflicting vehicle movements and acceptable gaps. The wide side street approaches made it difficult to identify where maneuvers and stacking should occur. Additionally, the queuing on Gilmore Avenue at the US 61/14 signal often blocked the movements for the closely spaced two way stop control intersections of the Service Drives.

PIZZA HUT

McDONALD'S

SINCLAIR

FAITH LUTHERANCHURCH

SAUER MEMORIALHOME

ORRI

N ST

.

WAY

NE S

T.

W. KING ST.

W. KING ST.

US 61/14

SERVICE DR.


PRO-LUBEEXPRESS

CHURCHOF THE

NAZARENE

A-1 AUTOSALES

CAR WASHSINCLAIR

367'

12'12

'12' 10

'

142'

14'

12'

18'

18'

10'

12'12

'12'

20' 20'

147'

18'

21' 23

'

Geometrics

60 50 100Feet


ALTRA

KFC

TACO BELL

GILMORE AVE.

ORRI

N ST

.

TERR

Y LN

.

MARK ST - 11TH.


KEY REAL ESTATE

AMERICANFAMILY

INSURANCE

SUBWAY

STERLINGMOTEL

WESTG

ATE

APRTM

ENTS

223'18'

18'

21' 94'

18'

18'

10'

20' 20'

203'

169'

212'

140'

18'

18'

6'

27'270'

112'

15'

12'

235'

12'

12'

12'

12'12'

12'

18'

20'

20'

20'

40'

20' 2

0'10

'

101'

12'

12'

12'

10'

10' 8'

64'

18'

216'

12' 12'

12'12

'

180'

14'

12'

12'

12'

12' 12'

10' 10'

20' 10'

55°

69°

34°

30'

34°

32°

59°

Geometrics

7 0 50 100Feet

CULVERSHY-VEE


SLUMBERLAND

WESTGATE BOWLWELLINGTON'S PUB &

GRILL

CHULA VISTA

VIDEOVISION

SERVICE DR.

CLAR

KS LN

.

RANDALL ST.

SERVICE DR.

CLAR

KS LN

.

BLUFF

VIEW CIR.

US 61/14

DOLLAR TREENAPA AUTO PARTS

SALVATION ARMY THRIFT STOREHO

YT

APRTM

ENTS


33'33'

20'

20' 10'

90'

10'

20' 1

8'12

'

280'

180'

10'

12'12'6'

211'

164'

20' 2

0'10'

285'

153'

12'12'

12'

12'

12'

12'

14'

6'12

'12

'

12'

16'

Geometrics

80 50 100Feet

9

Conflicts Conflict points are locations where vehicle paths merge, diverge, or cross as they pass through an intersection. Crash rates have direct correlation to the number of conflict points at an intersection. Crossing (turning) conflict points have the potential of resulting in the most serious types of crashes, such as right angle and head-on crashes.

Typical full access intersections have 32 conflict points while T-intersections have nine conflict points. The slip ramps and close spacing of the Service Drives to US 61/14 result in additional conflict points of which roadway users must be aware in order to safely complete their maneuver through their respective intersection. US 61/14 and Orrin Street has 73 conflict points because of the close spacing of the Service Drives and US 61/14 and Gilmore Avenue has 69 conflict points.

Crossing Turning Merge/Diverge TotalUS 61/14 & Orrin Street 8 27 38 73US 61/14 & Gilmore Avenue 8 23 38 69

Conflict PointsIntersection

US 61/14

GILMORE AVE.

SERVICE DR.

SERVICE DR.

MACE

MAN

ST.

Conflict Diagram - Gilmore Ave.TYPE OF CONFLICT

= CROSSING= TURNING= MERGE/DIVERGE

100 75Feet

ORRI

N ST

.

US 61/14

SERVICE DR.

SERVICE DR.

Conflict Diagram - Orrin St.TYPE OF CONFLICT

= CROSSING= TURNING= MERGE/DIVERGE

11 0 75Feet

12

(This Page Intentionally Left Blank)

13

Access and Parking Access

US 61/14 is designated by the Minnesota Department of Transportation (Mn/DOT) as a High Priority Regional Corridor for access management. A Regional Corridor connects smaller regional trade centers to the rest of the state. Their primary function is to provide mobility among communities although they may provide direct property access where a supporting local road network has not been established.

The recommended public street spacing for US 61/14 based on its access designation is every ½ mile for full-movement intersections and every ¼ mile for secondary intersections. The recommended signal spacing is ½ mile, the same spacing as for primary full-movement intersections. Driveway connections are generally prohibited except in locations where there is not reasonable and/or suitable alternative access.

The existing public street spacing is about 0.15 mile, less than the recommended public street spacing for a High Priority Regional Corridor. The existing signal spacing is 0.1 mile, less than the recommend ½ mile spacing.

US 61/14 is generally paralleled by Service Drives on each side of the roadway to provide access to adjacent properties. The ownership of right of way for the Service Drives appears to be retained by Mn/DOT; however, agreements are in place for the City of Winona to perform maintenance and access permitting. Most properties have multiple access points to the Service Drives and local roadway network. There are about 25 accesses per mile on the Service Drives.

Parking

Parking is prohibited on US 61/14 which is reinforced by regulatory signing. Parking is allowed on the Service Drives and is generally uncontrolled. Service Drive parking is utilized by employees and patrons of adjacent businesses. It appears there is a shortage of on-site parking facilities for many businesses in the study area.

PIZZA HUT

McDONALD'S

SINCLAIR


SAUER MEMORIALHOME

ORRI

N ST

.

WAY

NE S

T.

W. KING ST.

W. KING ST.

US 61/14

SERVICE DR.


PRO-LUBEEXPRESS

CHURCHOF THE

NAZARENE

A-1 AUTOSALES

CAR WASHSINCLAIR

0 50 100Feet

Access

14

Access

Legend


ALTRA

KFC

TACO BELL

GILMORE AVE.

ORRI

N ST

.

TERR

Y LN

.

MARK ST - 11TH.


KEY REAL ESTATE

AMERICANFAMILY

INSURANCE

SUBWAY

STERLINGMOTEL

WESTG

ATE

APRTM

ENTS

Access

15 0 50 100Feet

Access

Legend

CULVERSHY-VEE


SLUMBERLAND


GRILL

CHULA VISTA

VIDEOVISION

SERVICE DR.

CLAR

KS LN

.

RANDALL ST.

SERVICE DR.

CLAR

KS LN

.

BLUFF

VIEW CIR.

US 61/14



YT

APRTM

ENTS


Access

160 50 100Feet

Access

Legend

17

Bicycle/Pedestrian Facilities There are limited sidewalks in the study area leading to many pedestrian facility discontinuities in the area. In addition, there are no signs or markings which indicate crossing locations on US 61/14.

There are marked on-street bicycle routes and off-street trails that terminate outside of the study area, with no connection through the study area. There is a trail system in the vicinity of St. Mary’s University that terminates at a bridge at the western end of Gilmore Avenue. To the east, there are on-street bicycle routes that connect downtown and Winona State University to the trail along the Mississippi River and the trails around Lake Winona near Huff Street.

Connectivity

Within a 2-mile radius around the project area there are public civic spaces that are not connected through the project area. Public spaces include: Bluffside Park, Tillman Park, and Lake Park.

There are numerous public and private schools within the City of Winona. Within the project area limited and non-continuous sidewalks, trails, and non-motorized pathways exist. The City of Winona Comprehensive Plan illustrates that trail connections are needed to complete a citywide system.

INSET

LEGEND

BICYCLE ROUTE (ON ROAD)

TRAIL (OFF ROAD)

SIDEWALK

18

Bicycle / Pedestrian Facilities

¯ 0 1,600800Feet

SAUER MEMORIAL HOME


ALTRA

KFC

CULVERSHY-VEE


SLUMBERLAND

CHULA VISTA

TACO BELL

GILMORE AVE.

ORRI

N ST

.

TERR

Y LN

.

MARK ST - 11TH.

WAY

NE S

T.

MAC

EMAN

ST.


US 61/14

SERVICE DR.

SERVICE DR.

CLAR

KS LN

.

RANDALL ST.

SERVICE DR.US 61/14


A-1 AUTO SALES

KEY REAL ESTATE


SUBWAY

STERLING MOTEL

COLL

EGVI

EW S

T.



WESTG

ATE

APAR

TMEN

TS

US 61/14

LEGEND

BICYCLE ROUTE (ON ROAD)

TRAIL (OFF ROAD)

SIDEWALKS

Bicycle/Pedestrian Facilities Inset

19 ¯ 0 200100Feet

20

(This Page Intentionally Left Blank)

21

Transit Local

Winona Transit Service operates two scheduled service routes through the study area. The Blue Route runs between St. Mary’s University/Knopp Valley and Downtown Winona. It operates with about 45 minute headways with service between 6:00 a.m. and 6:15 p.m. There are two scheduled stops for the Blue Route in the study area, one at the Sauer Memorial Home and one at the Hy-Vee/Westgate Shopping Center.

The Safe Ride Route utilizes the same route as the Blue Route through the study area. The Safe Ride Route runs between St. Mary’s University and Downtown and Winona State University. It operates with roughly 30 minutes headways between 7:00 p.m. and 1:55 p.m. There are no scheduled stops in the study area.

The Transit Service utilizes handicapped accessible buses on each of their routes and will deviate up to one quarter mile during midday runs to provide curbside service.

Regional

Greyhound/Jefferson Bus Lines operates long distance bus service along the US 61/14 corridor. The station is located at the Quality Inn on Mankato Avenue. There is also a limited service stop at Winona State University. There are no scheduled stops in the study area.

School

US 61/14 is an established Winona School District ‘hazard’ requiring all children to be bussed across US 61/14. Current law requires that a two mile distance from a school requires bussing to the school. The Winona School District has chosen one mile or less if there is a hazard. Existing routing has school bus stops within the project area including the parking lot near Chula Vista, near the day care facility and Montessori school on Gilmore Avenue. The school district has established ‘community corners’ for children to gather to catch a bus. There are exceptions for those children who are challenged, then the stop will be at a location most convenient for them.

Winona School District transportation management includes bussing for private and public schools. Approximately 50% of the students who attend the Winona Public High School are bussed. The High School is east of US 61/14 on Gilmore Avenue – approximately one mile from the intersection of US 61/14 and Gilmore Avenue.

SAUER MEMORIAL HOME


ALTRA

KFC

TACO BELL

GILMORE AVE.

ORRI

N ST

.

TERR

Y LN

.

MARK ST - 11TH.


SERVICE DR.

SERVICE DR.


A-1 AUTO SALES

KEY REAL ESTATE


SUBWAY

STERLING MOTEL

COLL

EGVI

EW S

T.

US 61/14

Ja

Ja

TransitLEGEND

Ja SCHEDULED STOP

BUS ROUTE

SAFE RIDE ROUTE

¯ 0 15075Feet

22

23

Signing and Marking There are many regulatory signs within the study area that communicate right of way, speed limits, exclusions, one way, parking restrictions, truck routes, turn restrictions, and turn lanes. There are a smaller number of warning signs that provide advance warning of stop signs and signals as well as advance identification of cross streets. In addition, there are route marker and road name signs within the study area.

The do not enter signage can appear confusing due to the skew of US 61/14 through the area; it is not clear which movements are intended to be the target of the message. It also appears that there are more no parking signs than may be necessary to communicate the restriction. Despite the proliferation of regulatory signage in the study area, there is a general lack of clear directional/lane use guidance provided to the roadway user. Lane use arrows would help the user identify the correct lane and course to use for different movements.

The existing markings are primarily longitudinal delineating lanes. There are very few transverse markings such as stop bars or lane use arrows. The Service Drives do not include any parking pavement markings.

The addition of stop bars and crosswalks will more clearly communicate the intended location that different roadway users should occupy when they come to conflict points. Lane use arrows would also help the roadway user identify the correct lane and course to use for different turning movements.

Defined parking spaces on the service drives would help control the use of space on the roadway for that function. An alternative would be to provide a longitudinal shoulder line to better define the traveled way given the width of the Service Drive sections.

PIZZA HUT

McDONALD'S

SINCLAIR


SAUER MEMORIALHOME

ORRI

N ST

.

WAY

NE S

T.

W. KING ST.

W. KING ST.

US 61/14

SERVICE DR.


PRO-LUBEEXPRESS

CHURCHOF THE

NAZARENE

A-1 AUTOSALES

CAR WASHSINCLAIRS

ERVIC

E DR

KING ST - 9TH

SERVICE DR

OR

RIN

ST

ORRIN ST

ORRIN ST

Existing Signing And Marking

240 50 100Feet


ALTRA

KFC

TACO BELL

GILMORE AVE.

ORRI

N ST

.

TERR

Y LN

.

MARK ST - 11TH.


KEY REAL ESTATE

AMERICANFAMILY

INSURANCE

SUBWAY

STERLINGMOTEL

ORRIN

ST

ORRIN

ST

SERVICE DR

TRUCK ROUTES

ARE YELLOW

STREET NAME SIGNS

MAC

EMAN

ST.

WESTG

ATE

APRTM

ENTS

TRU

CKRO

UTE

SERVICE DR

ORRIN

ST

SERVICE DR

MARK ST

OR

RIN

ST

GILMORE AVE


25 0 50 100Feet

NO PARKINGBUS

STOP

CULVERSHY-VEE


SLUMBERLAND


GRILL

CHULA VISTA

VIDEOVISION

SERVICE DR.

CLAR

KS LN

.

RANDALL ST.

SERVICE DR.

CLAR

KS LN

.

BLUFF

VIEW CIR.

US 61/14



YT

APRTM

ENTS


BLUFF

VIEW

CIR

SERVICE DR

CLARK

S L

N

SERVICE DR


260 50 100Feet

27

Traffic Volumes Traffic counts were conducted the week of October 26th in 2009. Eleven 48-hour pneumatic tube counts were conducted on the Service Drives, slip ramps, and side streets. Eight turning movement counts were conducted for the a.m. peak period (6:45 to 8:45 a.m.) and the p.m. peak period (4:00 to 6:00 p.m.) at the following intersections:

• US 61/14 & W. King Street • US 61/14 & Orrin Street • US 61/14 & Gilmore Avenue • US 61/14 & Service Drive • US 61/14 & Clarks Lane • N. Service Drive & Gilmore Avenue & Maceman Street • Service Drive & Gilmore Avenue • Gilmore Avenue & Orrin Street.

The morning peak hour generally started around 7:15 a.m. The evening peak period started between 4:15 and 5:00 p.m. depending on the intersection. The tube counts show that generally the evening peak period was heavier than the morning and midday peak periods with the exception of the counts on the North/East Service Drive near Orrin Street and Orrin Street near North/east Service Drive. The volumes during the midday peak period were heavier in this area where there is a concentration of fast food restaurants.

Level of Service

The traffic volumes, lane geometry, and traffic control parameters were modeled using Synchro to determine existing level of service (LOS) for both the morning and evening peak hours. Synchro LOS results are based on isolated intersection analysis. SimTraffic does account for interaction among intersections, but it could not complete a simulation due to incorrect and overlapping vehicle paths from the close intersection spacing and intersection skew. US 61/14 & W. King Street, US 61/14 & Orrin Street, US 61/14 & Clarks Lane, N. Service Drive & Gilmore Avenue & Maceman Street, Service Drive & Gilmore Avenue, and Gilmore Avenue & Orrin Street all operate with side street stop control. The LOS for these intersections is based on the stop controlled approach with the highest amount of delay. US 61/14 & Gilmore Avenue and US 61/14 & Service Drive are controlled by an actuated signal. The signal system is approximately 40 years old which is beyond the typical service life of a signal system. Both intersections operate off of the same signal controller with a 135-second maximum cycle length. The LOS for these intersections is based on average control delay.

All intersections were modeled as LOS C or better indicating acceptable amounts of delay. The model does not fully account for the operational effects of the study area geometrics or interaction between the intersections, so it is likely that the actual LOS is slightly lower than the modeled results.

The site was visited on October 1, 2008. Traffic operations through the study intersections were observed for three peak periods throughout the day - morning, midday, evening. Consistent with the modeling results, no significant operational issues (i.e. queuing, spillback, lane blocking) that extended beyond one cycle of the signal at US 61/14 and Gilmore Avenue were observed during the peak periods. The signal face alignment for the skewed US 61/14 and Gilmore Avenue intersection is such that multiple indications can be observed at the same time which may lead to driver confusion about who has the right of way.

3301

2425

2774

1890

3069

1822

2135

1780

1795

2286

380096002750

1100

6500

2200

20400

LEGEND

2009 A.A.D.T VOLUMES2007 A.A.D.T. VOLUMES2006 A.A.D.T. VOLUMES

Average Daily Traffic Volumes

28¯ 0 270135Feet

29

Time EB WB Two-Way12:00 AM 5 9 141:00 AM 3 3 62:00 AM 2 1 33:00 AM 1 3 44:00 AM 7 2 95:00 AM 12 9 216:00 AM 46 19 657:00 AM 111 44 1558:00 AM 82 56 1389:00 AM 67 70 137

10:00 AM 80 74 15411:00 AM 86 108 19412:00 PM 92 129 2211:00 PM 102 105 2072:00 PM 107 134 2413:00 PM 109 165 2744:00 PM 126 179 3055:00 PM 118 196 3146:00 PM 94 133 2277:00 PM 60 89 1498:00 PM 32 62 949:00 PM 25 51 76

10:00 PM 15 29 4411:00 PM 3 14 17

Total 1385 1684 3069

24 Hour Tube Count - Weekday AverageAlong Gilmore Avenue

Between Orrin Street and W. Service DriveTime EB WB Two-Way

12:00 AM 2 4 61:00 AM 1 3 42:00 AM 1 2 33:00 AM 1 2 34:00 AM 4 1 55:00 AM 7 8 156:00 AM 18 14 327:00 AM 26 24 508:00 AM 35 24 599:00 AM 46 30 76


10:00 PM 10 16 2611:00 PM 4 7 11

Total 1025 865 1890

24 Hour Tube Count - Weekday AverageAlong West Service Drive

Between Gilmore Avenue and Service DriveTime EB WB Two-Way



10:00 PM 20 19 3911:00 PM 13 7 20

Total 1890 1411 3301


Between Service Drive and Bluffview CircleTime EB WB Two-Way



10:00 PM 11 9 2011:00 PM 2 6 8

Total 978 1157 2135


Between Sunset Drive and Orrin StreetTime EB WB Two-Way



10:00 PM 42 13 5511:00 PM 9 6 15

Total 1607 679 2286

24 Hour Tub Count - Weekday AverageAlong North Service Drive

Between King Street and Orrin StreetTime EB WB Two-Way



10:00 PM 21 19 4011:00 PM 16 9 25

Total 905 875 1780

24 Hour Tube Count - Weekday AverageAlong North Service Drive

Between Orrin Street and Wayne Street

PIZZA HUT

McDONALD'S

SINCLAIR


SAUER MEMORIAL HOME


ALTRA

KFC

CULVERSHY-VEE


SLUMBERLAND


CHULA VISTA

TACO BELL

GILMORE AVE.

ORRI

N ST

.

TERR

Y LN

.

MARK ST - 11TH.

ORRI

N ST

.

WAY

NE S

T.

MACE

MAN

ST.


W. KING ST.

W. KING ST.

US 61/14

SERVICE DR.

SERVICE DR.

CLAR

KS LN

.

RANDALL ST.

SERVICE DR.US 61/14


SUNS

ET D

R.


A-1 AUTO SALES

KEY REAL ESTATE


SUBWAY

STERLING MOTEL

COLL

EGVI

EW S

T.

PARK LN.


HOYT


WESTG

ATE

APAR

TMEN

TS

US 61/14

é

é

43 5

$

$

$

$

74737

$

509

481

$5

27

$

20$

11

$

4$

$7693

$

38

$

$

$

$$

488 $ 19

$ 124

$

26

$

1

$0

$

0

$

5

$

2 $

5$219

$

$

$

2132

$80

$7

$1

1

$

6$

9

$

$2326

$ 1

$

$

1$

24

$

4

$$

$

180

10

$

27$

1

$

0

$$

$

0323$

$

$

08921

$$

$

11192

$ $

4183$

10

$

$

$

67718

$$ $

12456926

0 41 21

$

41657

01511

$ $

05895

$

21

$

$

$

$

$

$

$

$

$

1 $43

$ 45

$

472

$

2 $

620

LOS - AM PeakLEGEND

SIGNALIZED INTERSECTION

é LOS A

é LOS B

é LOS C

é LOS D

é LOS E

é LOS F

NON-SIGNALIZED INTERSECTION

LOS A

LOS B

LOS C

LOS D

LOS E

LOS F

¯ 0 260130Feet

30

31

Time NB SB Two-Way12:00 AM 4 3 71:00 AM 2 3 52:00 AM 0 2 23:00 AM 5 0 54:00 AM 2 1 35:00 AM 9 4 136:00 AM 22 12 347:00 AM 35 22 578:00 AM 42 24 669:00 AM 48 28 76


10:00 PM 13 10 2311:00 PM 7 2 9

Total 1146 676 1822

Along Orrin StreetBetween W. Service Drive and Gilmore Ave

24 Hour Tube Count - Weekday Average



10:00 PM 13 15 2811:00 PM 9 8 17

Total 828 967 1795

Along Orrin StreetBetween Howard Street and N. Service Dr

24 Hour Tube Count - Weekday Average



10:00 PM 10 18 2811:00 PM 7 10 17

Total 1182 1243 2425

Along Service Drive24 Hour Tube Count - Weekday Average

Between US 61 and W. Service DriveTime NB SB Two-Way



10:00 PM 27 12 3911:00 PM 19 9 28

Total 1320 1454 2774

Along Service Drive24 Hour Tube Count - Weekday Average

Between Gilmore Avenue and US 61Time NB SB Two-Way

12:00 AM 21:00 AM 22:00 AM 13:00 AM 34:00 AM 25:00 AM 86:00 AM 217:00 AM 288:00 AM 359:00 AM 48

10:00 AM 4411:00 AM 6412:00 PM 661:00 PM 402:00 PM 693:00 PM 794:00 PM 985:00 PM 986:00 PM 727:00 PM 418:00 PM 249:00 PM 19

10:00 PM 1111:00 PM 11

Total 886

Along Service DriveBetween US 61 and Gilmore Avenue

24 Hour Tub Count - Weekday Average

PIZZA HUT

McDONALD'S

SINCLAIR


SAUER MEMORIAL HOME


ALTRA

KFC

CULVERSHY-VEE


SLUMBERLAND


CHULA VISTA

VIDEO VISION

TACO BELL

GILMORE AVE.

ORRI

N ST

.

TERR

Y LN

.

MARK ST - 11TH.

ORRI

N ST

.

WAY

NE S

T.

MACE

MAN

ST.


W. KING ST.

W. KING ST.

US 61/14

SERVICE DR.

SERVICE DR.

CLAR

KS LN

.

RANDALL ST.

SERVICE DR.US 61/14


SUNS

ET D

R.


A-1 AUTO SALES

KEY REAL ESTATE


SUBWAY

STERLING MOTEL

COLL

EGVI

EW S

T.

PARK LN.


HOYT


WESTG

ATE

APAR

TMEN

TS

US 61/14

é

é

79 6

$

$$

$

61847

$

892

833

$

11

52

$

46$

10

$

17$

$21795

$

3 2

$

$

$

$$

104111

$ 41$ 240

$

81

$

7

$4

$

3

$

8

$

8 $

3$165

$

$

$

4469

$52

$3

$5

4

$

5$

6

$

$108103

$ 3

$

$

8$

63

$

6

$$

$

1160

63

$

100$

0

$

0

$$

$

010023$

$

$

06864

$$

$

146654

$ $

7604$

45

$

$

$

276616

$$ $

14867479

0 79 24

$

76532

15543

$ $

168922

$68

$

$

$

$

$

$

$

$

$

0 $

144

$ 208

$

792

$

14 $

712

LOS - PM PeakLEGEND

SIGNALIZED INTERSECTION

é LOS A

é LOS B

é LOS C

é LOS D

é LOS E

é LOS F

NON-SIGNALIZED NTERSECTION

LOS A

LOS B

LOS C

LOS D

LOS E

LOS F

32¯ 0 270135Feet

33

Crashes Two near misses were observed during the morning peak period of the site visit where southbound vehicles were stopped on the east Service Drive and pulled in front of westbound Gilmore Avenue vehicles which were indicating a right turn. The southbound vehicles apparently assumed that the turn indication was for a northbound turn on the Service Drive, but instead were intended for a northbound turn on US 61/14. Both near misses occurred during darkness.

Crash History

Traffic crash reports were obtained from Mn/DOT for a five-year period from January 1, 2004 to December 31, 2008. A total of 65 crashes were reported in the study area for the five-year period. The number of crashes per year has decreased over the five years; there were 16 reported in 2004, 15 in 2005, 19 in 2006, 7 in 2007, and 8 in 2008.

The segment crash rate for the 0.6 mile study area is 2.91 crashes per million vehicle miles which is significantly higher than the average crash rate for similar facilities. Approximately 26 percent of the crashes resulted in an injury.

D-W-R

3/13/04 18:15

4/20/04 3:20D-W-R

6/28/04 16:52D-D-CL

3/27/04 0:45DK-D-CL

D-D-CL

8/13/04 13:38

D-D-CL

8/13/04 1:38

DK-D-CL

12/3/04 17:54

12/14/04 19:24

DK-D-CL

12/31/04 21:19

DK-D-CL

2/25/05 13:22D-D-CL

5/31/05 11:55D-D-CL

7/22/05 12:50D-D-CL

8/22/05 12:16D-D-CLDY

9/23/05 16:10D-D-CL

10/3/05 16:00D-D-CL

1/4/06 14:38

D-D-CLDY

5/4/06 19:25D-D-CL

D-D-CL

9/7/06 9:4

9/13/06 17:50

DS-D-CL

9/24/06 10:02D-D-CL

10/4/06 5:45

DK-W-CLDY

10/4/06 5:50

DK-W-CLDY

10/6/06 17:09D-D-CL

DN-D-CL

10/26/06 5:44

11/7/06 17:40

UNK-D-CL

DK-W-S

1/29/07 18:30

2/27/07 17:21D-D-CL

D-7/26/07 16D-D-CL

5/6/08 10:10DK-W-R

9/30/08 9:16DK-D-CL

10/2

8/08

23:1

8DK-

D-CL

11/11/08 18:50

DK-W-R

6/21/06 9:06D-D-CL

PIZZA HUT

McDONALD'S

SINCLAIR


SAUER MEMORIALHOME


ALTRA

KFC

RRIN

ST.

MARK ST - 11TH.

ORRI

N ST

.

WAY

NE S

T.

MACE

MAN

ST.

W. KING ST.

W. KING ST.

US 61/14

SERVICE DR.


SUNS

ET D

R.

PRO-LUBEEXPRESS

CHURCHOF THE

NAZARENE

A-1 AUTOSALES

KEY REAL ESTATE

AMERICANFAMILY

INSURANCE

SUBWAY

CAR WASHSINCLAIR

LIGHTINGD=DAYLIGHTDK=DARKDS=DUSKDN=DAWN

CONDITION CODESX - X - X

D=DRYW=WETI=ICY

ROAD SURFACE

S=SLIPPERY S=SNOWF=FOGCLDY=CLOUDYCL=CLEARR=RAINWEATHER

PERSONAL INJURY

SIDE SWIPE

VEHICLE PATH

REAR-ENDCOLLISION

PEDESTRIAN

BICYCLECOLLISION

FIXED OBJECT

RIGHT ANGLECOLLISION

LEFT TURNCOLLISION

CRASH TYPES

Collision Diagram - North Study Area

340 75 150Feet

35

The predominant crash type was a right-angle crash, accounting for 40 percent of all crashes. The second most frequent crash type was a rear-end crash, which accounted for approximately 17 percent of all crashes. The majority of the crashes reported an unknown or unclear contributing factor. Various other causes of crashes include failure to yield right-of-way, driver inattention/distraction, disregarding a traffic control device, chemical impairment, following too closely, or improper turn.

Approximately 32 percent of the crashes within the study area occurred during dark, dawn, or dusk conditions and approximately 15 percent of the crashes occurred when the roadway was wet, icy, or snow-covered. From analyzing the data, there appeared to be a concentration of dark crashes at the Orrin Street intersection. Of the 25 crashes occurring at this location, 48 percent of them (12 crashes) occurred during dark conditions.

The highest hourly frequency of crashes occurred between the hours of 5:00 PM and 6:00 PM. The second highest hourly frequency occurred between the hours of 12:00 PM and 1:00 PM.

The crash data was analyzed to determine the prominent locations where crashes occurred during the five-year period. The highest number of crashes occurred at the intersection of Orrin Street. Approximately 38 percent of all the crashes in the study area occurred within 250 feet in each direction of this intersection. Crash concentrations are also present at Gilmore Avenue and Service Drive. Both the Orrin Street and Gilmore Avenue intersections are also listed in the top ten percent of all Minnesota intersections in terms of crash cost over the last three years.

The crash rate was evaluated at each of the three intersections demonstrating crash concentrations. A statistical confidence level of 95% was assumed for the rural area. The crash rate analysis indicates that the number of crashes occurring at Orrin Street is statistically significant when compared to similar districtwide facilities.

In addition to the detailed crash data obtained from Mn/DOT, service call logs were obtained from the Winona Police Department to ascertain the number of off-system traffic accidents occurring within the study area. A total of 302 traffic-related service calls were recorded from 2004 to 2008. Most of these accidents occurred in parking lots or on private property and resulted in minimal damage. The number of accidents per year increased from 2004 to 2007; there were 50 reported in 2004, 55 in 2005, 65 in 2006, 72 in 2007, and 60 in 2008.

US 61/14 & Orrin Street 25 0.67 0.44 0.63 YesUS 61/14 & Gilmore Avenue 15 0.40 0.9 1.17 No

US 61/14 & Service Drive 15 0.40 0.44 0.63 No

IntersectionNumber ofCrashes

IntersectionCrash Rate

District AverageCrash Rate Significant?

CriticalCrash Rate

D-D-CL1/8/04 8:57

D-D-CL

6/24/04 17:15

D-D-CL

7/11/04 16:15D-D-CL

8/13/04 15:44

D-D-

CL

D-D-CL

6/21/06 17:35

D-S-CL

1/2/05 12:25

1/4/05 12:37

D-W-CLDY

D-D-

CLDY

2/7/

05 1

7:35

DS-D-CL

4/4/05 20:00

DK-D-CL

5/4/05 21:59

5/6/05 13:51D-D-CL

5/28/05 0:20D-D-CL

6/6/05 13:01D-D-CL

7/13/05 19:00D-D-CL

8/22/05 12:16D-D-CLDY

10/3/05 16:00D-D-CL

DK-D-CL

5/7/06 0:30

D-D-CLDY

5/15/06 14:20

6/5/06 19:31

D-UNK-CLDY10/16/04 12:30

D-D-CLDY

DK-D-CL

9/1/06 9:00

D-D-CL

9/7/06 9:45

10/8/06 18:40

DK-D-CL12/11/06 11:30

D-D-CLDY

D-D-CLDY

12/11/06 12:56

DK-D-CL

3/11/07 7:31

3/11/07 14:13D-D-CL

D-D-CLDY

3/14/07 7:05

3/21/07 10:53D-D-CL

7/26/07 16:39D-D-CL

7/20

/08

12:5

6D-

D-CL

10/16/08 10:03

D-D-CL

10/2

8/08

23:1

8DK-

D-CL

11/4/08 18:50DK-D-CL

12/22/08 15:09D-S-S

8/13/04 10:30D-D-CL

9/3/

04 1

7:45

ALTRA

CULVERSHY-VEE


SLUMBERLAND


GRILL

CHULA VISTA

VIDEOVISION

TACO BELL

GILMORE AVE.


SERVICE DR.

CLAR

KS LN

.

RANDALL ST.

SERVICE DR.

CLAR

KS LN

.

BLUFF

VIEW CIR.

US 61/14

AMERICANFAMILY

INSURANCE

SUBWAYSTERLING

MOTEL


SALVATION ARMY THRIFT STORE

HOYT

WESTG

ATE

APRT

MENTS


WESTG

ATE

APRT

MENTS

LIGHTINGD=DAYLIGHTDK=DARKDS=DUSKDN=DAWN

CONDITION CODESX - X - X

D=DRYW=WETI=ICY

ROAD SURFACE

S=SLIPPERY S=SNOWF=FOGCLDY=CLOUDYCL=CLEARR=RAINWEATHER

PERSONAL INJURY

SIDE SWIPE

VEHICLE PATH

REAR-ENDCOLLISION

PEDESTRIAN

BICYCLECOLLISION

FIXED OBJECT

RIGHT ANGLECOLLISION

LEFT TURNCOLLISION

CRASH TYPES

Collision Diagram - South Study Area

360 75 150Feet

Documents

TH14 US61 at Gilmore Avenue cover11x17