These design concepts were shared at the Oct. 8 virtual open house. Hear more about these design concepts by watching the Oct. 8 virtual open house recording.
Developing a long-term corridor vision for Hwy 13
To develop a long-term corridor vision, we first needed to define the characteristics of improvements for Hwy 13:
Access: Should an intersection be a primary (full movement) or secondary (limited movement) access point?
Type of intersection: Should the intersection be at at-grade (street level), grade-separated (above street level) or a combination of both (hybrid)?
What local road improvements are needed?
What is the footprint of all of the above that will be used to secure environmental approval?
The Hwy 13 long-term vision will leave flexibility for using a combination of intersection types and will allow a more streamlined process for future projects.
Developing design concepts
Click image for larger version.
The process we used to develop the design concepts includes:
Reviewing and evaluating corridor access
Developing design scenarios and evaluation criteria
Refining design concepts and comparing them against the evaluation criteria
During all steps in the process, we frequently collected stakeholder and community feedback.
We also kept key considerations in mind:
Improve flow for drivers and freight haulers
Improve access for people that walk and bike
Reduce risk of crashes
Consider property and environmental impacts and cost
Corridor visions under consideration
We have three defined types of corridor visions under consideration:
Freeway: Grade-separated (above street level) interchanges, access closures and supporting road improvements
Hybrid: mix of high-capacity at-grade intersections and grade-separated elements, access closures and supporting road improvements
Review and evaluation of corridor access
We reviewed the intersections along Hwy 13 to determine if they should be a primary intersection with full movement or a secondary intersection with limited movement. We considered the spacing of intersections, the local road network and access to key areas (Ports of Savage, downtown Savage and Nicollet Ave.). Our recommended access scenario includes:
Opportunities: Reduced conflicts, accommodates all movement, maximizes green time for drivers on Hwy 13, most direct access of all options, less cost Challenges: Delays on local streets, more indirect movements, pedestrian crossings at-grade, potential for crashes
Mix of at-grade and grade-separated design between Quentin Ave. and Washburn Ave.
Includes partial grade-separation using “High-T” intersections (like Hwy 101 and Hwy 13 intersection)
High-T intersection to the south at Quentin Ave. and Chowen Ave.
High-T intersection to the north at Lynn Ave. and Washburn Ave.
Pedestrian crossing grade-separated near Beard Ave.
Estimated cost: $115-150 million
Opportunities: Works like a freeway for drivers on Hwy 13, pedestrian crossing is grade-separated Challenges: Connections across Hwy 13 are more indirect, more structures, less familiar design, higher cost
4-Lane freeway option 1 Click image for larger version
Highlights of 4-Lane Freeway: Option 1
Requires four lanes on Hwy 13
Includes variety of grade-separated intersections between Quentin Ave. and Washburn Ave.
High-T intersection to the south at Quentin Ave.
Interchange at Chowen Ave.
Overpass at Washburn Ave.
No access at Lynn Ave.
Estimated cost: $90-120 million
Opportunities: Works well for operations and safety, familiar design Challenges: Fewer direct access options to Hwy 13; no direct access to downtown Savage at Lynn Avenue; relies more on frontage roads
4-Lane Freeway: Option 2 Click image for larger version
Highlights of 4-Lane Freeway: Option 2
Requires four lanes on Hwy 13
Includes variety of grade-separated intersections between Quentin Ave. and Washburn Ave.
Split diamond interchange at Quentin Ave. and Lynn Ave.
Split diamond interchange at Chowen Ave. and Washburn Ave.
Estimated cost: $115-150 million
Opportunities: More direct access options to Hwy 13, improved safety Challenges: More structures, higher cost, weaving concerns east of Washburn Ave., unfamiliar design
4-Lane Hybrid: Quadrant Intersection Click image for larger version
Highlights of 4-Lane Hybrid: Quadrant Intersection
Requires four lanes on Hwy 13
Grade-separated: Nicollet Ave. will go over Hwy 13
New roundabout on Nicollet Ave., south of Hwy 13
New traffic signal intersection on Hwy 13 to new service road (behind Cub Foods) that connects to roundabout
New traffic signal intersection on Nicollet Ave., north of Hwy 13; connects to new service road that goes directly to north I-35W
Pedestrian trail on Nicollet Ave. bridge between Orange Line station and Burnsville Transit station; no at-grade interaction with vehicles
Estimated cost: $23-29 million
Opportunities: Middle-range cost and improved safety for pedestrians, bicyclists and drivers Challenges: Confusion with roundabouts, unfamiliar design, less direct access between Nicollet Ave. and Hwy 13
The Dakota Ave. intersection is the first construction project scheduled in this corridor with construction scheduled for 2022. Please check back soon for additional details on the design improvements for the Dakota Ave. intersection. Updated design details are provided in the Environmental Assessment.
