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HomeMy WebLinkAbout01-19-2010 PacketDATE: WORKSHOP ITEM # DISCUSSION AGENDA ITEM: Planning Status Update SUBMITTED BY: Kyle Klatt. Planning Director THROUGH: Bruce Messelt, City Administrator 1 / 1 9/1 0 SUMMARY AND ACTION REQUESTED: The City Council is being asked to review a brief' status report regarding two items that have recently been considered by the Planning Commission, including the following: Sketch Plaii RcvieH f©r Eder 's Ceniury Pines Subdivision. The Planning Commission has accepted a sketch plan for this subdivision, which will allow the applicants to proceed with a formal preliminary plat request. Council action is not required 011 this item. F/ooclpiain Manageinent Ordinance Update. This item will be placed on the Council's January 26, 2010 aenda for action. The purpose for a workshop discussion on these items is to give the City Council a chance to review these future action items before it needs to make a decision on them. Detailed information on each item is available in last months Planning Comtnissio❑ packet and will not he resubmitted for the Council meeting with the exception of the Eder's sketch plan. BACKGROUND INFORMATION: (1) EDER'S CENTURY' PINES SKETCH PL4A: The proposed subdivision has been requested by the Eder Family to facilitative the re -subdivision of the fonner family farrn into six new lots, three of which would be occupied by existing single family dwellings or farm related outbuildings. According to the City Code, the purpose of the sketch plan review is as follows: "In order to ensure that all applicants are informed of the procedural requirements and minimum standards of this chapter and the requirements or limitations iiiiposecl by other city ordinances or plans. prior to the development of a preliminary plat, the sub -divider shall meet with the Planning Commission and prepare a sketch plan which explains or illustrates the proposed subdivision and its purpose. The Planning Commission shall accept the infonnation rcceivcd, but take 110 forrnal or informal action which could he construed as approval or denial of the proposed plat." -- page 1 -- City Council Workshop Planning Status Report January 19th, 2010 Item #1 Page Section Comment 16 15210 (10.37) DNF? COMMENT: FEMA requires that the dollar amounts be specified. Please do not delete. The Planning Commission did not recommend inclusion of specific dollar amounts. The City should reconsider its original position based on the FEMA requirements. 17 152.10 (10.42) DNR COMMENT: Verify that the city code includes a time line. The section referenced in the draft ordinance includes a specific maximum time frame for Planning Commission review and Council action on Conditional Use Permits (i.e. the Council must take action within 60 days of receiving the Planning Commission's report). 18 152.10 (10.45) DNR COMMENT: in this included somewhere else in the City Code? Please verify. Since this falls under the requirements for Conditional Uses, it would be subject to the time limits established in the Zoning Ordinance and already referenced earlier in this section (please note that the DNR will be provided with the appropriate reference and time limits as part of the Citysfinal submission) None of the continents appears to significantly change the Planning Commission's original recommendation, and Staff therefore recommended that the Commission forward the final document with all changes requested by the DNR to the City Council for final adoption. As noted above, the draft ordinance (with the DNR revisions) will be placed on the January 26, 2010 Council Meeting for final action. The City is required to adopt the revised ordinance by February 3, 2010 to remain in compliance with the National Flood Insurance Program. The public hearing for the proposed ordinance was conducted by the Planning Commission on October 26, 2009 and continued until the November 9, 2009 meeting. The Commission did recommend approval of the final ordinance at its last meeting. ATTACHMENTS: 1. Eder's Century Pines Sketch Plan SUGGESTED ORDER OF BUSINESS: - Introduction of Item.............................................................. City Administrator Staff Presentation/DiscussionPlanning Director - Questions from Council to Staff Mayor Facilitates Public Input, If Appropriate Mayor Facilitates -- page 3 -- Minnesota roundabouts Page 1 of i-ansportaton Roundabouts in Minnesota Roundabouts hom Safety 1 Features Coritaet IJi Horne About Mn/DOT 1 Doing Business Getting Around Mn/DOT A to Z 1 Contact 1 Simple Sirc 1 Advanced Soarch7 Why do we use roundabouts? Roundabouts are often used in new or remodeled intersections to lower the incidence of crashes. View Video Better safety: Roundabouts show a 39 percent decrease 111 all crashes and an 89 percent decrease in fatal crashes. More Better traffic flow; Roundabouts can handle high levels of traffic with less delay than most stop signs or signals. The tight curves slow traffic so entering and exiting are easier and more efficient. Better fuel efficiency and air quality: Where roundabouts replace signals, idling decreases which reduces vehicle emissions and fuel consumption by 30 percent or more. Roundabouts in Minneota Minnesota is installing roundabouts at some intersections that have a high crash rate or where more than two roads intersect. How to drive a roundabout Animation rbsy of the Alaska DOT) iyi Car Truck Emergericy Vehide Driving tips When approaching a roundabout, slow down and get into the appropriate lane. Yield to pedestrians in the crosswalk. They have the right of way. When entering a roundabout, yield to vehicles already in the circle. Merge into the traffic flow when it is safe. Continue through the roundabout until you reach your exit. Do not stop or pass in a roundabout. http://www. dot. state.mn,us/roundabouts/ 1/15/2010 Minnesota roundabouts Page 2of2 Ifanemergency vehicle approaches, exit immediately and then pull over and stop. Do not stop inthe roundabout. When exiting the roundabout, signal your turn and yieldtopedestrians inthe crosswalk. Minnesota �������������r3.�pag Q�. Cyclists Cyclists can either ride with traffic inside the roundabout cvuse the crosswalks appropriately. stayingCyclists who ride with traffic must follow the same rules as vehicles and must yield as they enter the roundabout, Since traffic moves slowly in the circle, cyclists should be able to travel at or near the same speed as motorists, in line with circulating traffic. VlmdesidonmCross only mtcrosswalks, and always stay onthe designated walkways. Never cross to the central island. Cross the roadways one direction at time. Use the median island as halfway point where you can check for approaching traffic. (P 2om0-cnooMinnesota n Trarinrmi-labon rmrwm" A to ZDisdalmer and legal About l/15/2010 Mfimeota Roundaboutu-oafetv Page I of 2 iP nso.,-, a n Minnesota Roundabouts Safety Roundohoutahnmo | Safety | Features | Contact Us Home | About K8n8]Ol | Doing Mlsinono Getting Around Advanced Search Due toslower speeds, and angle ofcollision impact, safety otaroundabout can bedramatically improved when nerk-�;'Iion in Crashas Aflej'Co.nvazsioe? compared toatraditional four-way to (2$��Y���o��/�� intersection Astudy bvthe NaUonu|Insurance Institute for Highway Safety reports that intersections converted topoundaboutnshow e39percent decrease inall crashes and anG9percent decrease |nfatal crashes. Pedestrians are also safer inroundabouts because traffic is moving more slowly. Reuction n Crshe5 AN Source 'InvwwnmInstitute for Highway Safety. hon:/6vnmv,dot.ototezzoi. 1/15/2010 Minnesota Roundabouts - features Page 2 of 3 One way traffic flow: Pavement markings, curves at entry points, and raised islands direct traffic into a one-way counter -clockwise flow around the central island.. Yield at entry: Traffic entering the circle yields to traffic already in the clrcle. This prevents the intersection from 'locking up" which could happen if the traffic in the roundabout would have to stop for entering traffic. http://www.dot. state.rnn.us/roundabouts/features.html 1/15/2010 Minnesota Roundabouts - features Page 3 of Geometric curvature: The radius of the roundabout and the angles of entry, created by the design of the medians and the center island, slow the speed of all vehicles to around 15-25 mph. © 2000-2009 Minnesota r)upartrnenl of Trsnsottion 395 John Ireland Boulevnni • St. PaLij. MN 55155-1390 Phonn: 800/657.3?74 • 500f527-35d (TTY. Vine, ASCII) Tltis nito best vlewod w3 p 1024X765 or greatI and wllh M zilia F irefox 2 SnIari 3 or Irihinet Explorer (1 or grunlep. P. ot ul MnOT 1 Accessibility 1 Disclaimer and legal 1 Doinq 3usfoes 1 Contact. Mn/LX)T 1 Nnw1 I<LI1 511. TrflVviOrSeViCe C r/Jpis 10itIsstar 1 Gpvernors SIte 1 http ://www, dot. state.mn.us/roimdabouts/features.html 1/15/2010 Roundabout - Wikipedia, the free encyclopedia Page 1 ofl5 Roundabout From Wikipedia, the free encyclopedia A roundabout is one of several types of circular road junctions or intersections at which traffic is slowed down and enters a one-way stream around a central island. Technically these junetions sometimes are called modern roundabouts, in order to emphasize the distinction from older circular junction types which had different design characteristics and rules of operation. In the United States those older designs commonly are referred to as trotariest! or 'traffic circles". In countries where people drive on the right, the traffic flow around the central island of a roundabout is anticlockwise (also known as counterclockwise). In countries where people drive 011 the left, the traffic flow is clockwise. Statistically, roundabouts are safer for drivers and pedestrians than both traffic circles and traditional intersections.11 Because low speeds are required for traffic entering roundabouts they are not designed for high- speed motorways (expressways). When such roads are redesigned 10 take advantage of roundabout principles, steps are taken to reduce the speed of traffic, such as adding additional curves on the approaches. Modern roundabouts are particularly common in the United Kingdom, Ireland, Morocco, Australia, and France. Half of the worl&s roundabouts are in France (over 30,000 as of2008).[21 The first modern roundabout in the United States was constructed in Summerlin, Nevada in 1 and roundabouts have since become increasingly common in North America. Contents ■ 1 Difference front traffic circles and rotaries ■ 2 History ■ 3 Safety ■ 4 Capacity and delays ■ 5 Types ■ 5.1 Gyratory system . 5.2 Mini roundabouts r 5.3 Raindrop roundabouts ■ 5.4 Turbo roundabouts . 5.5 Roundabouts on motorways ■ 5.6 Controlled roundabouts ■ 5.7 "Magic" roundabouts ■ 5.8 Roundabouts with trans ■ 5.9 Roundabouts with railways ■ 5.10 Hamburger roundabout/throughabouticut-.through roundabout Road sign for a roundabout in Germany (right-hand traffic). In the UK this symbol (with the arrows reversed) is used at mini roundabouts. Road sign before a roundabout in the U.S. (right-hand traffic). Traffic sign to identify a roundabout in the UK (left- hand traffic). http ://en.wikipediaorg/w/index.php?title=Roundabout&printable=yes 1/15/2010 Roundabout - Wikipedia, the free encyclopedia Page of 15 • 6 Roundabouts and cyclists • 6.1 Cycle facilities at roundabouts • 6.2 Marked perimeter cycle lanes • 6.3 Modem design guidance • 6.4 Bicycle/pedestrian roundabouts ■ 7 Advantages of roundabouts • 8 Disadvantages of roundabouts • 9 Examples of roundabouts • lOSee also • 11 References • 12 External links Difference from traffic circles and rotaries Give way sign at a roundabout in Australia (left-hand traffic). Starting in the 1960s, research in the United Kingdom found that circular junctions with certain geometric characteristics and traffic control schemes tended to be safer than those without them and the engineers building them distinguished them with the term roundabout.4 In US technical usage, circular junctions that have the following characteristics are roundabouts and those that do not are considered traffic circles or rotaries:5 • Roundabouts require entering drivers to give way to all traffic within the roundabout, regardless of lane position, while rotaries and traffic circles typically allow traffic to enter alongside traffic circulating in an inner lane without consequence. • Generally, exiting directly from the inner lane of a multi -lane roundabout is permitted, and such exiting traffic has the right-of-way over entering traffic. By contrast, exiting from the inner lane of a traffic circle or rotary is usually not permitted without first executing a lane change to the outside of the circle. • Deflection on entry is used to maintain low speed operation in roundabouts. Drivers must maneuver (are deflected) around the sphtter islands and the central island, at speeds of 15-25 miles per hour (24-40 km/h). Many older rotary and traffic circle junctions allow entry at higher speeds due to the lack of deflection, or require a stop and a 90-degree turn to enter, creating a large difference in speed between entering and circulating traffic which can make it difficult for entering drivers to find suitable gaps in heavy traffic. • Pedestrians are usually prohibited from the central island of roundabouts, and the crosswalk for pedestrians and some cyclists is withdrawn from the junction by at least the length of one vehicle. • All vehicles circulate around the central island of roundabout in the same direction, which is determined by whether traffic drives to the right or the left. In left -band traffic countries the circulation is clockwise; in those that drive to the right, it is anticlockwise. • Modern multi -lane roundabouts are typically less than 250 feet (75 meters) in diameter,6I although signalised roundabouts and roundabout interchanges may be considerably larger. The tciin "traffic circle" is not used in the United Kingdom, where most circular junctions meet the criteria for roundabouts. The U.K. does, however, have roundabout variants such as mini -roundabouts and magic -roundabouts — see below for the distinctions from the type of junction generally referred to here as a roundabout). In the U.S., many people use the terms "roundabout", "traffic circle", and "rotary" interchangeably. Many old rotaries and traffic circles remain in the Northeastern United States. Since many of the older junction http ://en.wikipedia.org/w/index.php?tit1eRoundabout&printab1eyes 1/15/2010 Roundabout - Wikipedia, the free encyclopedia Page 3 of 15 forms have unfavourable safety records, transportation professionals are careful to use "roundabout" when referring to newer designs and "traffic circle or rotary" when referring to ones that do not meet the criteria listed above. The more precise term, modern roundabout is used often to differentiate more carefully. A large number of traffic circles and rotaries have been converted to other types of junctions. Several have been converted to roundabouts, now meeting modern roundabout design standards, including the former Kingston traffic circle in New York and several in New Jersey.[7][8' History Numerous circular junctions existed before the advent of roundabouts, including the Place de 1Etoile around the Arc de Triomphe in Paris, Columbus Circle in New York City, and several circles within Washington, DC. However, the operating and entry characteristics of these circles differed considerably from modern roundabouts. The first British roundabout was built in Letchworth Garden City in 1909 - originally intended partly as a traffic island for pedestrians.[9][10] In the early 20th century, numerous rotary junctions were constructed in the United States, particularly in the northeast states, which allow entry at relatively liigb speeds and require entering drivers to weave with exiting and circulating traffic. However, the widespread use of roundabouts began when British engineers re -engineered circular intersections during the mid- 1960s and Frank Blackmore invented the mini roundabout [11] to overcome its limitations of capacity and for safety issues. Unlilce traffic circles, traffic approaching roundabouts is normally required to give priority to circulating and exiting traffic and to eliminate much of the driver confusion associated with traffic circles and waiting queues associated with junctions that have traffic ligbts. Roughly the same size as signalled intersections with the same capacity, roundabouts also are significantly smaller in diameter than most traffic circles and rotaries, separate incoming and outgoing traffic with pedestrian islands to encourage slower and safer speeds (see traffic calming). Safety Roundabouts are safer than both traffic circles and traditional junctions —having 40% fewer vehicle collisions, 80% fewer injuries and 90% fewer serious injuries and fatalities (according to a study [12] of sampling ofroundabouts in the United States, when compared with the junctions they replaced). Roundabouts also reduce points of conflict between pedestrians and motor vehicles and are therefore considered to be safer for them. However, roundabouts, especially large fast moving ones, are unpopular with some cyclists. This problem is sometimes handled on larger roundabouts by taking foot and bicycle traffic through a series of underpasses or alternate routes. Movement within a roundabout in a country where traffic drives on the left. Note the clockwise circulation. There is also a right hand side version of the animation. A major signal -controlled roundabout in central Bristol, England. Vehicles http ://en.wikipedia.org/w/index.php?tit1e=Roundabout&printab1eyes 1/15/2010 Roundabout - Wikipedia the free encyclopedia Page 4 of 15 At traditional junctions with stop signs or traffic lights, the most serious accidents are right-angle, left -turn, or head-on collisions that can be severe because vehicles may be moving fast and collide at high angles of impact. Roundabouts virtually eliminate those types of crashes because vehicles all travel in the same direction and most crashes are glancing blows at low angles ofimpact.13] drive on the left, and vehicles in the roundabout are stopped by traffic lights to allow other vehicles to enter. While roundabouts can reduce crashes overall compared to other junction types, crashes involving cyclists may not experience similar reductions.. An anaIysis141 of the New Zealand national crash database151 for the period 1996--2000 shows that cyclists were involved in 26% of the reported injury crashes at roundabouts, compared to 6% at traffic signals and 13% at priority controlled junctions. The New Zealand researchers propose that low vehicle speeds, circulatory lane markings, and mountable centre aprons for trucks can improve the safety of cyclists within roundabouts.161 These strategies are typically employed on modern roundabouts constructed in the United States. The most common roundabout crash type for cyclists, according to the New Zealand study, involves a motor vehicle entering the roundabout and colliding with a cyclist who already is traveling around the roundabout (generally just over 50% of all cyclistlroundabout crashes fall into this category). The next most common crash type involves motorists leaving the roundabout, colliding with cyclists who are continuing further around the perimeter of the roundabout. Designs that have marked perimeter cycle lanes are found by research data to be even less safe than those without them, suggesting that in roundabouts cyclists should !take the lane', operating as a vehicle rather than riding on the exterior. If the adjacent footpaths are not properly designed, there are increased risks for persons with visual impairments. This is because, unlike traffic signals, it is hard to hear if there is an adequate gap in traffic to cross. During the all -red interval at a signal, traffic comes to a stop, and blind pedestrians can tell by listening which direction gets the green light. Since there is often moving traffic at a roundabout, the sounds of non -conflicting traffic will mask gaps, or the sound of an idling vehicle whose driver has stopped to give way to the pedestrian. This issue has led to a conflict in the United States between the visually impaired and civil engineering communities; some in the visually impaired community have taken the position that roundabouts (rather than signal -controlled crossings) are acceptable only if there are pedestrian crossings with signalised control at each road connecting to a roundabout. Engineers point out that since vehicle speeds are slower, crossing gaps are more plentiful, drivers are more apt to give way, and the severity of pedestrian crashes are lower than if the same driver had run a red light. However, the blind community considers this to be a civil rights issue, not an engineering issue. While pedestrian crossings with traffic lights installed in roundabouts are not unheard of (see below), signalisation is normally used on large -diameter roundabout interchanges rather than small -diameter modem roundabouts. Signalisation would also substantially increase the cost of roundabout construction and maintenance (essentially, both types of junction being built at every junction). Furthermore, equipping a roundabout with traffic -halting lights would decrease its throughput considerably, thereby artificially reducing or even eliminating the design's main advantage over traditional signal -equipped junctions. Signalisation would also increase delays for most pedestrians during light traffic, since pedestrians would need to wait for the signal to change to legally cross. Capacity and delays The capacity of a roundabout varies based on the number of entry and circulating lanes, and also on more subtle geometry elements including. entry angle and lane width. Also, like other types of junctions, the http ://en.wi1dpedia.orgIw/indexphp?tit1e=Roundabout&printab1eyes 1/15/2010 Roundabout - Wikipedia, the free encyclopedia Page 5 of 15 operational perforrnance of a roundabout depends heavily on the flow voluines from various approaches. A single -lane roundabout can be expected to handle approximately 20,000 to 26,000 vebieles per day, while a two-lane roundabout ean be expected to handle 40,000 to 50,000 vehicles per day.'71 Under many traffic conditions, an unsignalised roundabout can operate with less delay to users than traffic signal control or all -way stop control. Unlike all -way stop intersections, a roundabout does not require a eomplete stop by all entering vehieles, which reduces both individual delay and delays resulting from vehicle queues. A roundabout can also operate rnuch more efficiently than a signalised junction because drivers are able to proceed when traffic is clear without the delay incurred while waiting for the traffie signal to change. However, roundabouts can increase delays in locations wbere traffie would otherwise not be required to stop. For example, at tbe junetion of a high -volume and a low -volume road, traffic on the busier road would normally not bave to stop if the junetion were signalised, because the traffic signals would provide a green signal to the busier road the majority of the time, When the volumes on the approacb roadways are relatively balanced, a roundabout can reduee delay because each approach would otherwise encounter a red signal greater than haif of the time ifthejunction were signalised. Roundabouts can also rcduce delays for pedestrians when compared to traffic signals, because pedestrians are able to cross during any safe gap rather than waiting for the traffic signal to provide the right-of-way to the pedestrian. Several software packages exist to help with calcutating capacity and queues at roundabouts. These inelude ARCADY, RODEL and SIDRA JNTERSECT1ON'81. Types Large roundabouts such as those used at motorway junctions typically bave two to six lanes around the central hub, and may have traffic lights regulating flow. Some roundabouts bave a divider betwcen traffic turning from one road onto an adjacent one, and traffic within the roundabout, enabling those making such turns to bypass the roundabout entirely. Another type ofroundabout is the through -about roundabout or "harnburger" junction. This type ofroundabout enabies straight -through traffic on one road to cross over the central island, while all other traffic must drive around the island. As a consequence this junetion must always be controlled by traffic lights. Examples ofthis type exist in Bracknell, Hu1l,19' Nottingham and Reading (alt in England), as well as on the N2/M50 intersection in Dublin, Ireland. Gyratory system The term "gyratory" (for example, I-langer Lane gyratory) is sometimes used in the United Kingdom when a roundabout is large and has non-standard lane markings or priorities, or when there are buildings on the central island; in faot, they are more like traffic circiesJ20J Mini roundabouts Mini -roundabouts exist at smallerjunctions to avoid the use of signals, stop signs or the necessity to give way in favour of one road oftraffic. Mini -roundabouts can be a painted circle, a low dorne, or often are small garden beds. Painted roundabouts and low domes can easily be driven over by most vehicles, whioh many rnotorists http ://en.wikipedia.orgIw/index.php?tit1e=Roundabout&printab1e=yes 1/15/2010