CCP 05-12-1997 - Laserfiche WebLink

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I I West Round Lake Road would be classified as a high density collector roadway, providing a high Ie level of access, having moderate operating speeds (30 mile per hour design), and providing a high level of traffic mobility. As a result, the proposed minimum roadway design (Alternate A) for -I West Round Lake Road is a 32-foot wide, bituminous street with B6I8 concrete curb and gutter. The proposed commercial roadway design for the Minnesota Transfer railway road alignment - would use the same 32-foot wide bituminous section outlined above, as well. -I As Alternate B, the West Round Lake Road design would consist of a boulevard style roadway I with a 14-foot wide landscaped center median and single, 22-foot wide traffic lanes in each direction. The design would accommodate access to businesses through the use of left turn lanes I off of West Round Lake Road. The proposed typical cross-sections for both the boulevard alternate and the typical commercial alternate are presented on Exhibit 9. I The preliminary pavement design has been generated based upon assumed typical Arden Hills soil I conditions, as soil borings have not yet been authorized. Based upon projected traffic volumes and an assumed R-value of 20, the pavement section would consist of 4 inches of bituminous, a Ie IO-inch gravel base, and an I8-inch select granular subcut with HDPE edge drains to remove subgrade moisture from the roadway. Pending the receipt of actual on-site soils information, the pavement design will be modified to compensate for actual on-site conditions. I Also shown on the typical street sections on Exhibit 9 is a 6-foot wide concrete sidewalk on the I east side of West Round Lake Road, and on the north side of the Minnesota Transfer rail spur road alignment. To facilitate a possible loop of the pedestrian facilities, it has been proposed to I construct an 8-foot wide bituminous trail way along the west side of Round Lake. This potential trailway alignment is presented on Exhibit 8. The actual trail alignment, easement needs, and fit I with the City's Comprehensive Trail Plan must be further evaluated to determine the need for this segment of trail. The future potential for acquiring the rail spur and the associated I-35W crossing I may allow a regional trail to extend east from New Brighton to Old Highway 10, and potentially across Highway IO to Old Snelling. Connection points to the proposed Highway 96 trail I improvements must also be considered in the evaluation to determine the final multi-use trail way alignment. Without further knowledge of future trail corridors at this time, the proposed I improvement and associated costs were generated based upon the assumed trail alignment presented on Exhibit 8. Ie I -8- FEAS-520.089 520-089-10