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2019.08.20 Work Session Packet 4141 Douglas Drive North • Crystal, Minnesota 55422-1696 Tel: (763) 531-1000 • Fax: (763) 531-1188 • www.crystalmn.gov City Council Work Session Agenda Aug. 20, 2019 6:30 p.m. Conference Room A Pursuant to due call and notice given in the manner prescribed by Section 3.01 of the City Charter, the work session of the Crystal City Council was held at ______ p.m. on Aug. 20, 2019 in Conference Room A, 4141 Douglas Dr. N., Crystal, Minnesota. I. Attendance: Council Members Staff ____ Parsons ____ Norris ____ Adams ____ Therres ____ Banks ____ Ray ____ Budziszewski ____ Revering ____ Deshler ____ Serres ____ Kiser ____ LaRoche II. Agenda of discussion items: 1. Pavement markings. 2. City manager monthly update. 3. Constituent issues update. 4. New business.* 5. Announcements.* * Denotes no supporting information included in the packet. III. Adjournment: The work session adjourned at ______ p.m. Auxiliary aids are available upon request to individuals with disabilities by calling the City Clerk at (763) 531- 1145 at least 96 hours in advance. TTY users may call Minnesota Relay at 711 or 1-800-627-3529. Memorandum DATE: August 20, 2019 TO: City Council FROM: Mark Ray, PE, Director of Public Works SUBJECT: Pavement marking procedure Summary As part of the long term planning effort in the City, public works staff have looked at pavement markings to evaluate what is needed from an operational standpoint and where reductions are feasible to bring the maintenance cost projections closer in line with the budget. The overall goal is to be consistent with pavement marking across the city and for the pavement markings to be replaced/refreshed on a rotating schedule of every five years or so. The annual budget for pavement marking is $8,000 and has not been changed in at least the last four years. To provide some context for the cost of pavement markings, here are typical unit prices: - Yellow center lines $0.75 to $1.00 per foot - White lane and edge lines $0.40 to $1.00 per foot - Pavement messages $100 to $200 each - Stop bars $6 to $20 per foot - Crosswalks $70 to $110 per rectangle - Railroad crossing markings $500 to $600 each In 2015, the City developed a YouTube video on pavement markings to show a section of street before and after the pavement markings were done in an attempt to show the impact the markings had on traffic: https://youtu.be/KEuBExnWozo Based on the proposed pavement marking procedure, the total cost of the pavement markings on the system is around $150,000, of which nearly half is crosswalk markings. Attachments • Pavement marking procedure • Map showing where the pavement markings will be, based on the proposed procedure Council action • No formal action is needed. • Staff would like Council’s direction if they are comfortable with the proposed pavement marking procedure or if there are changes desired. PUBLIC WORKS DEPARTMENT POLICIES AND PROCEDURES MANUAL Page 1 of 4 TITLE: Pavement Marking NUMBER: EFFECTIVE DATE: 2019 NUMBER OF PAGES: 3 Purpose statement To identify the pavement markings that will be used in the City of Crystal. Policy application Pavement markings should be installed and maintained on City streets meeting at least one of the identified criteria for a given marking type. Procedure A. Yellow Centerline (3B.1) 1. Any City street with a curb face-to-curb face width of 38 feet or more. Reasoning: A Street that is 38 feet in width, curb face-to-face, is the minimum width for a three-lane section. Because the street is so wide, drivers may need assistance in maintaining the proper placement or correctly identifying the number of travel lanes available. The MnMUTCD identifies 20-foot travel way (40-foot-wide street) as the threshold to place a centerline. 2. Any City street with an ADT over 4,000. Reasoning: This volume threshold is established by the MnMUTCD. 3. Any City street where a centerline may be reasonably successful at addressing a safety issue as determined by an engineering review. Reasoning: The intent of the centerline is to separate opposing directions of vehicle travel. In situations where drivers are routinely not maintaining proper separation, and causing potential safety hazards, the installation of a centerline may reinforce correct vehicle placement. An example of this is could be situations where the intended separation in traffic direction is not at the center of the street. 4. Multiple Lanes. Any street with multiple lanes of traffic (three-lane section or more). Reasoning: With multiple lanes of traffic on a single street, correct vehicle positioning is critical to overall street operation. B. Pavement Messages (3B.20) Page 2 of 4 1. Lane assignment arrows may be used at any intersection where a lane is restricted in potential movements. Reasoning: Without additional information, drivers may assume that any movement is allowed from a given lane. In exclusive movement lanes (primarily turn lanes), pavement markings, in addition to proper signage, can reinforce permitted movements from each lane. The use of the text “ONLY” will not be used as each lane will have markings as to what movements are allowed and the use of only will be redundant. 2. Where through traffic lanes approaching an intersection become mandatory turn lanes, lane-use arrow markings shall be used and shall be accompanied by standard signs. Reasoning: This is required. C. White Lane Lines (3B.4) 1. Any City street with multiple lanes at an approaching intersection. Reasoning: Without lane markings, drivers may not position themselves properly at an intersection. Not only can this cause potential safety issues, but operational issues as well. 2. Any City street with multiple lanes in the same direction. Reasoning: Without lane markings, drivers may not position themselves properly to fully realize the intended operation of the street configuration. 3. Any exclusive turn lane (right or left) on a City street. Reasoning: Any exclusive turn lane adds another lane of travel to a street. When multiple lanes exist for a common direction, white markings should be used to separate the lanes. D. White Edge Lines (3B.6) 1. White edge lines may be considered along the travel-lane side of any parking bay, regardless if there is a centerline or not. Reasoning: In poor visibility conditions, drivers tend to use references on the right side of the road for navigation. The reason right side references are used is that the driver is as far from opposing traffic as possible. Because a parking bay is a temporary widening of the road, a driver who is following the curb line may incorrectly shift more to the right. When the parking bay terminates, the driver would have no advanced warning of the alignment change. An edge line will act as a continuation of the curb line and provide drivers with a reference point without the potential conflict when the parking bay terminates. Additionally, during good visibility conditions the edge line will delineate the edge of the travel way and assist drivers in proper placement in the absence of a centerline. 2. White edge lines may be considered along the edge of the road where there is the need to create a buffer space from the curb line. Page 3 of 4 Reasoning: Creating a bike lane, space for pedestrians to walk where there is no sidewalk are just a few examples of the potential need to use white edge lines. 3. White edge lines should not be used strictly to indicate that parking is allowed on the street. The vast majority of City streets do not have pavement markings and parking is allowed. No parking signage, or the absence of it, should be what indicates where vehicles can park along a roadway. E. Stop Bar (3B.16) 1. Obscured Stop Sign. An advanced stop warning sign will be evaluated prior to consideration of a stop bar. Other options, such as removing vegetation or other obstructions will be considered first. The stop bar would be considered supplemental to an advanced warning sign. 2. Stop Bars will not be placed at locations where vehicles are not required to stop every time per State Statute 169.30 sub (b). F. Crosswalk (3B.18) 1. Crosswalks may be considered at school crossings when there is substantial conflict between pedestrians and motor vehicles such as crossing of collector streets, streets with speeds limits greater than 30 mph, substantial turning traffic, or mid-block locations. 2. Designated non-intersection or mid-block crosswalks Reasoning: Drivers may not expect pedestrians to cross at mid-block locations. If a mid-block crossing is designated with appropriate warning signs, a marked crosswalk should also be considered. A traffic study should be done to verify the need and appropriateness of a crosswalk in such a location. 3. Regional trails may have marked crosswalks, unless changes are needed based on regional consistency efforts. The crosswalks will be maintained per agreements with Three Rivers Park District. 4. Crosswalks at intersections of local-local streets, local-minor collector (based on the City’s Functional Classification Map), or across non-signalized City streets at County Highway intersections will not be marked. 5. Will not be painted across County Highways and Principal Arterials at non-signalized locations. a. Exception will be locations with other crosswalk warning signage G. Railroad Crossings (8B.27) 1. Will be installed at all railroad crossings with gates or signals. Reasoning: This is required. Page 4 of 4 2. Will be installed at all railroad crossings on streets with a posted speed of 40 mph or greater. Reasoning: This is required. H. 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