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                Trunk Highway 3 RSA Report, Minnesota Department of Transportation
rsa_thw3rpt.pdf (1.86 MB)
    
    
          BACKGROUND/ INTRODUCTION

In Fall 2006, the Minnesota Department of Transportation (Mn/DOT) requested a road safety audit (RSA) of a segment of TH 3 (see Figure 1). This segment of TH 3 is located in the City of Farmington and Empire Township and is perceived by local officials, members of the community and adjacent residents to have safety issues due to crash history and individual observations and experiences. SRF Consulting Group, Inc. was chosen by Mn/DOT to complete the RSA project for TH 3. The process for the TH 3 RSA was generally modeled after the Mn/DOT/MN DPS Central Safety Fund’s Road Safety Audits completed in Summer 2006.

Specifically, RSAs are a tool where the safety performance, design and operation of roadways and intersections are examined by an independent multi-disciplinary team, and short-term, usually low-cost mitigating improvements or strategies (and in this case, midand long-range as well) are identified and suggested for implementation. RSAs were recognized in the Minnesota Comprehensive Highway Safety Plan as one of 15 critical strategies that can reduce traffic-related death and injury in Minnesota.

Implementing a variety of safety improvements for roadways or intersections with significant crash histories may help prevent future crashes. Motor vehicle crashes are complex occurrences that often have multiple contributors to the event (e.g., driver characteristics or behavior, road conditions, vehicle conditions/equipment) and fixing and/or improving single elements (e.g., signing) may not be completely successful in correcting or reducing future crashes. As pointed out by the Minnesota Comprehensive Highway Safety Plan, engineering modifications, when combined with improvements in enforcement, education, and emergency medical services are more likely to be successful in preventing or reducing the severity of future crashes than any single remedy alone.

TH 3 RSA PROCESS

The independent road safety audit team visited the corridor on November 15-16, 2006, observing the existing conditions and vehicle operations on TH 3 at peak traffic times in the morning and the afternoon. Immediately preceding the site visit, a safety stakeholder meeting was held to familiarize the audit team with the stakeholders’ experience with the operation of the TH 3 corridor (See Appendix A for a list of attendees). A final stakeholders meeting will be held upon the finalization of this report to discuss its findings. Mn/DOT is encouraged to consider the report’s recommendations and respond in writing with its plans for implementation of the report’s findings.

Figure 1 - STAKEHOLDERS MEETING AND RSA SEGMENT LOCATION MAP

However, not all of the recommendations made in the course of this process can be implemented by Mn/DOT. The four most significant recommendations brought forth by this road safety audit should be addressed by a combination of State and local officials. These recommendations fall into the following areas:

Speed limit changes: After examination of data, crash history and current and planned development, the RSA Team believed a short-term safety improvement could be implemented by moving the 45 mph to 55 mph speed limit change point on TH 3 that currently exists north of Farmington. The Team recommended the change point be moved north of the CSAH 66 intersection with TH 3 and a 50 mph transitional speed limit be instituted for approximately one mile until the change point to 55 mph at the intersection of TH 3 and 197th Street. When the conversion of TH 3 to a three-lane section with exclusive left-turn lanes at the intersections and with two-way left-turn lanes in between is completed as a midterm improvement, the speed limit on this section should be re-studied.
	Education: A review of the crash history of this segment revealed a startling over-involvement of young drivers in crashes on this corridor. It also indicated greater than average incidences of inattentive, aggressive and impaired driving behaviors that were cited as factors in these crashes. Resources must be pursued for public educational efforts to alert schools and the community at large to these trends and to the danger posed by these driving behaviors.
	Enforcement: Educational efforts are most effective when reinforced with aggressive enforcement. Law enforcement resources for targeted campaigns against inattentive, aggressive and impaired driving are scarce. Driver behavior is unlikely to change with education alone, therefore law enforcement funding must be augmented to allow for the enforcement levels necessary to change driver behavior on this corridor.
	Consistency of corridor signing, striping and lighting: Spot safety improvements to areas of this corridor have occurred as the roadway was updated for maintenance or modified to accommodate development. This has created an inconsistent driving environment that can be confusing to drivers. Signage, striping and lighting should be examined and modified for consistency to assist drivers as they navigate the area.The following report provides a crash history summary, general observations and an outline of the audit team’s findings for the corridor and for each site reviewed. It contains suggestions for specific safety improvements in the short-, mid- and long-term that may be considered in order to improve the overall safety performance of this corridor. The ultimate goal of a Road Safety Audit process is to increase safety (i.e., to reduce fatal and injury crashes) through engineering, education, enforcement and/or other strategies.

**Road Safety Audit Team**

The independent, multi-disciplinary RSA team for the TH 3 RSA was comprised of a number of experienced professionals and experts with many years of traffic safety experience.

David Engstrom, (Mn/DOT) State Traffic Safety Engineer, Project Manager
	Karen Sprattler, (SRF) Senior Associate, Project Manager
	Kevin Kittridge, (SRF) Minnesota State Patrol (Retired), Team Leader
	Patrick Corkle, (SRF) Senior Associate, Traffic Engineer
	Jeff Bednar, (SRF) Senior Traffic Engineering Specialist
	Michael Schweyen, (Mn/DOT Rochester/District 6) District Traffic Engineer
	Ted Schoenecker, (Washington County) County Traffic Engineer
	Julie Whitcher, (Mn/DOT Central Office Traffic) Senior Engineer
	Dan Brannan, (Mn/DOT Central Office Traffic) Traffic Safety Specialist
	Brad Anderson, (Mn/DOT Central Office Geometrics) Senior Engineering Specialist
	David Burns, (3M Traffic Safety Systems) Senior Analyst**Information Sources**

Several sources of information were used in the RSA process. Crash data from 2002 through September of 2006 was examined for trends and patterns using GIS-based mapping, SRF’s Crash Analysis Tool, and local law enforcement crash reports. Additional information provided by Mn/DOT provided insight into issues concerning roadway safety. Specific resources used in the analysis include:

Mn/DOT TIS Crash Data Base (2002 – September 2006)
	Mn/DOT 2005 Traffic Volume Flow Map
	TH 3 RSA Corridor Plan Sheets
	TH 3 RSA Crash Summary, Collision Diagrams and Detailed Crash Summaries
	TH 3 RSA Corridor Mapping and Aerial Photography
	TH 3 RSA Corridor Law Enforcement Crash Reports
	TH 3 RSA Corridor Video Log and Still Photographs
	TH 3 RSA Corridor Field Inspections and Field notes
	Mn/DOT staff knowledge of TH 3 Corridor histories and issuesFigure 2 - YEAR 2005 AVERAGE DAILY TRAFFIC VOLUMES

with a primary focus on the segment of TH 3 from 194th Street to 209th Street. **Note: stakeholder issues of concern and audit team recommendations are not listed in a prioritized order.**

**Stakeholder-Identified Issues and Problems**

TH 3, an “A” Minor Arterial, is identified by Mn/DOT as a “Preservation” corridor with no major improvements programmed within current funding horizons
	TH 3 carries moderate traffic volumes ranging from 9,100 to 12,500 Average Daily Traffic (ADT) volumes (see Figure 2). Generally speaking, a two-lane roadway with ADT volumes of 8,000 and above begins to experience problems with gap availability and turning traffic conflicts
	According to local jurisdictions and residents, the posted 55 mph speed limit from 194th to 209th Streets doesn’t acknowledge the residential character of the area
	Significant heavy-commercial vehicle traffic is present
	Higher access density exists from 194th to 209th Streets than for the rest of the segment
	Lack of gaps in the traffic stream cause problems for cross street approaches
	Aggressive driver behavior is an issue on this segment (e.g., tailgating)
	Differing perspectives exist on excessive speeding on this corridor (residents and law enforcement have different perceptions)
	Significant pending or future development is slated to occur along the corridor
	A trail is located along the west side of the roadway, but much of the development is on the east-side with no provisions for crossings or crosswalks
	A future extension of 195th Street is planned from CSAH 31 to TH 3
	Access management plan implementation is a long range goal, but little is being done to actively remove access points. MnDOT is working with development as it happens to identify acceptable access locations
	Mn/DOT currently manages the TH 3 corridor access as a “Principal” Arterial
	Inconsistent spot improvements have occurred due to new development**Crash History:**

There were 103 recorded crashes in 4.75 years (2002 through September 2006) for the entire corridor; 34 crashes in the primary focus area of 194th to 209th Streets.
	The crash and crash severity rates for the TH 3 corridor as a whole, the primary focus area of 194th to 209th Streets, Metro and Statewide averages are listed below. When compared to all similar sections in the Metro area, the TH 3 corridor ranks 49th out of a total of 75 similar roadways for crash rate; 43rd out of 75 for crash severity.
	 
	Rate
				Statewide
				Metro
				TH 3 Corridor
				Primary Focus AreaCrash rate
				0.9
				1.2
				0.9
				1.2Severity rate
				1.4
				1.8
				1.6
				2.0
	The crash diagrams were distributed as follows:
	 
	Crash Type
				Statewide Crash Diagram
				TH 3 Corridor
				Primary Focus SegmentRear-end
				28%
				28%
				44%Right-angle
				19%
				23%
				19%Other
				11%
				21%
				4%Run off road
				15%
				13%
				19%Sideswipe
				3%
				6%
				0%Head-on
				5%
				5%
				7%Left-turn
				5%
				4%
				7%
	Contributing factors involved in crashes occurring on the TH 3 corridor included:
	 
	Contributing Factor
				Statewide Crashes
				(Mult. Veh.)
				Statewide Crashes
				(Single Veh.)
				TH 3 Corridor
				(75 Mult. Veh.; 28 Single Veh.)
				Primary Focus Segment
				(21 Mult. Veh; 13 Single Veh.)Driver inattention
				25%
				14%
				22%
				28%Failure to yield right-of-way
				18%
				0.3%
				12%
				7%Alcohol
				2%
				9%
				5%
				8%Improper passing/lane use
				2%
				0.4%
				6%
				12%Following too closely
				12%
				0.4%
				4%
				7%Disregard for traffic control
				5%
				0.6%
				4%
				0%Unsafe speed
				8%
				26%
				4%
				7%
	More than 40% of the crashes involved injury (2 non-intersection fatalities)
	Vehicle Direction: 40% northbound, 35% southbound, 15% other, 10% eastbound
	Vehicle Direction in the primary focus segment (194th Street to 209th Street) - 53% northbound, 36% southbound, 9% westbound and 2% eastbound
	Nearly half of the crashes (48%) occurred under dark lighting conditions in locations with and without intersection/street lighting in the primary focus segment (194th Street to 209th Street)**General Observations:**

Younger drivers (24 years and under) appear to be significantly over represented in the crash experience of the corridor and in the primary focus segment of 194th Street to 209th Street in particular.
	 
	Driver Age Range
				Statewide Crashes
				TH 3 Corridor
				Primary Focus Segment24 and under
				29%
				37%
				49%19 and under
				14%
				24%
				33%
	Driver inattention is cited most often as a contributing factor in the crash history of the corridor and primary focus segment.
	Aggressive driver behaviors (failure to yield right-of-way, improper passing/lane use, following too closely, disregard for traffic control and unsafe speed) also appear as principal contributing factors in the crash history of the corridor and primary focus segment
	Aggressive driver behavior was observed during the TH 3 RSA field reviews of the study area (particularly tailgating/following too closely and improper passing)
	Image - TH 3 southbound just north of 170th Street at about 7:30 AM. Photo illustrates a platoon of northbound vehicles following too closely (barely a skip stripe apart or less where there should be at least three to four skip stripes between vehicles at 55 mph for a safe two second headway)
	The higher occurrence of rear-end crashes may also be indicative of driver inattention or aggressive driver behavior
	Significant heavy-commercial vehicle traffic was observed (+/- 10% of total traffic)
	Intersection treatments are inconsistent; namely intersection lighting design and location varied significantly. There were intersections with and without lighting, intersections with and without junction signing, intersections with and without bypass and turn lanes
	Higher access density is present from 194th Street to 209th Street
	West side - 3 intersections and 33 driveways (36 conflict points)
		East side - 8 intersections and 22 driveways (30 conflict points)
	In conjunction with the higher access density, there is a significant amount of roadside clutter (e.g., signing, mailboxes, garbage containers, etc.) throughout the primary focus segment (194th Street to 209th Street) requiring a driver to process a great deal of information and make decisions in a short period of time**TH 3 Road Safety Audit Corridor Wide Recommendations**

Short-Range Improvements to Consider for Immediate Implementation:

*Engineering Improvements and Strategies*

Improved TH 3 signing and striping should focus on:
	Bypass lane signing/striping, to conform to the new Mn/DOT 2007 traffic engineering standards
		Junction signing, to conform to the new Mn/DOT 2007 traffic engineering standards
		Install “No Passing On Shoulder” signing at intersections without bypass lanes and in other areas along the corridor where necessary to aid in driver compliance and violation enforcement
		Consider Dynamic Speed Display signs at each end of the primary focus area (194th Street to 209th Street) to raise the driver’s awareness of their vehicle speed
		Install larger street name signs with the 9” blade and 6” text height
		Install additional chevrons on the curves south of 160th Street
		Install “Watch For Turning Vehicles” or other appropriate driver awareness signing in the primary focus area (194th to 209th Streets), possibly including advisory speed plaques (no guidelines exist for installation per MUTCD)
		Remove or reduce potentially unnecessary signing and roadside clutter to reduce driver processing and decision workload (e.g., standardize mailboxes, etc.)
	Improve intersection/roadway lighting to focus on consistent intersection/roadway lighting design, application and location, especially in areas with significant nighttime crash issues
	Conduct a posted speed zone review to focus on:
	The location of the 55 to 45 mph speed limit change point location at 209th Street should be reviewed. RSA Team members had difficulty in discerning differences in the roadway character at this particular point. The Team recommends that moving the speed change point north of CSAH 66 area should be considered.
		Instituting a 50 mph transitional speed limit zone from the revised change point north of CSAH 66 to 197th Street during this transitional development phase. Note: When Mid-Term recommendation #4 is implemented, the speed limit should be re-studied on this segment of TH 3.*Enforcement Strategies*

Local and/or county officials must budget for increased traffic enforcement and targeted enforcement programs, including increased commercial vehicle enforcement*Education Strategies*

Expand the Dakota County Safe Communities Programs
	Focus on Younger Driver education programs
		Implement a “Stop Tailgating” program similar to the Wright County Safe Communities effort
		Engage local media in a campaign to concur with targeted enforcement of aggressive driver behavior and commercial vehicle violations
	Enhance the Dakota County Technical College Commercial Driver’s Education Training Program to include an enhanced safety component for drivers as it is likely they may work for local companiesMid-Range Improvements to Consider (2 to 10 years):

Accelerate access consolidation, particularly near intersection locations where local agency initiative may be able to encourage property owners to develop shared access plans
	Local agencies and developers should consider improvements to better identify the primary focus area (194th Street to 209th Street) as a residential community (i.e., adding a gateway element that could include street lighting, curbing, monuments/landscaping features outside of the clear zone and/or other themes that help drivers recognize the need to drive differently in this area)
	Work with the communities to identify where intersection controls (traffic signals, roundabouts, medians, etc.) are most likely to be installed to meet spacing guidelines in the short term and develop plans to direct traffic to these potential controlled intersections
	Conversion of TH 3 to a three-lane section (exclusive left-turn lanes at the intersections with two-way left-turn lanes in between) from the four-lane divided section north of Hwy 50 (Elm Street) to 194th Street or the northerly extent of significant development
	Review trail/sidewalk plans and consider locations for grade-separated trail/sidewalk crossings. At-grade crossings at uncontrolled intersections should be discouragedLong-Range Improvements to Consider (> 20 years):

Continue to pursue implementation of the TH 3 access management plan and future upgrade to a four-lane divided section through the TH 3 corridorTH 3 ROAD SAFETY AUDIT - SPECIFIC INTERSECTIONS

The TH 3 RSA Team identified a number of intersections to be studied, through a review of crash data and citizen concerns. The following is a summary of the crash history, field observations and improvements to consider for these intersections.

RSA SITE: TH 3 AND CSAH 46/160TH STREET

**Crash History:**

9 recorded crashes in 4.75 years
	4 rear-end, 4 right-angle and 1 other
	> 40% southbound, >30% northbound, > 20% eastbound
	> 50% of the crashes involved injury
	> 50% involved failure to yield right-of-way
	> 50% occurred in March through May
	> 40% occurred from 6 – 10 AM**General Observations:**

A multi-phase, fully actuated traffic signal system is present (isolated/not coordinated)
	An Advanced Warning Flasher System on TH 3 is operating (Prepare To Stop When Flashing)
	There is a multi-lane divided section on CSAH 46/160th Street
	Multi-lane undivided approaches exist on TH 3
	A high level of advance signing is present
	Circular signal indications are incandescent, while the arrow indications are LED**Recommendations:**

Short-Range Improvements to Consider for Immediate Implementation:

Change out incandescent circular signal indications with LED indications to improve visibility
	Review Yellow and All-Red signal timing clearance intervalsMid-Range Improvements to Consider (2 to 10 years):

Consider installation of raised median island channelization on TH 3 to better define the roadway and provide positive guidance through the intersection for the driverRSA SITE: TH 3 AND CSAH 58/170TH STREET

**Crash History:**

8 recorded crashes in 4.75 years
	6 right-angle, 1 rear-end, and 1 other
	> 40% eastbound, >30% southbound, > 20% northbound
	> 60% of the crashes involved injury
	75% involved failure to yield right-of-way
	50% occurred in September through November
	50% occurred from 6 – 10 AM**General Observations:**

Junction signing on TH 3 is too close to the intersection which creates a driver reaction and sight distance issue
	Non-breakaway light post in northwest corner is inside the clear zone
	Cross street approach Stop signs are 30” signs on the right side only
	Eastbound cross street approach is a two-lane approach and the westbound approach is a wider gravel (unmarked) approach operating as a two-lane approach
	Infrequently used weigh station/wayside rest on west-side is a security issue
	Current weigh station/wayside rest signing is confusing (conflicting messages – advanced sign says “All Vehicles Over 10,000 Lbs Enter Station” while secondary sign says “Weigh Station Closed”)
	Combination northbound right-turn/bypass lane is present
	Northbound bypass lane was used often due to many northbound left-turns
	Loose gravel on is present on the westbound approach
	No junction signing exists on the westbound approach**Recommendations:**

Short-Range Improvements to Consider for Immediate Implementation:

Drill the light post in the northwest corner to be breakaway compliant
	Install 36” Stop signs and consider the “gatepost” application (signs on both the left and right side) on the east and westbound approaches
	Review weigh station/wayside rest signing, consider fold up or portable signs only when needed
	Add junction signing on westbound approachMid-Range Improvements to Consider (2 to 10 years):

Consider widening TH 3 to provide center left-turn lanes at this intersection
	Review traffic signal justification
	Consider removal of weigh station/wayside restRSA SITE: TH 3 AND 194TH STREET

**Crash History:**

2 recorded crashes in 4.75 years
	1 rear-end and 1 run off road
	100% northbound
	100% of the crashes involved injury
	50% involved unsafe speed, 50% driver inattention
	100% occurred in March through August
	100% occurred from 7 PM – 12 AM**General Observations:**

The southbound right-turn lane had previously been a southbound bypass lane
	The southbound right-turn lane was shortened so as to not be confused as a bypass lane
	There is a short three-lane segment at this intersection to provide north and southbound left-turn lanes
	The northbound right-turn lane feels narrow which may cause drivers to use the adjacent through lane as they slow to make their right-turn
	Trail/sidewalk system is missing links between segments; playfield exists to the northeast**Recommendations:**

Short-Range Improvements to Consider for Immediate Implementation:

Review southbound right-turn lane for deceleration length and restripe as necessary
	Review northbound right-turn lane for width and restripe as necessary
	Consider a southbound Dynamic Speed Display sign north of this location to alert drivers to their vehicle speedsMid-Range Improvements to Consider (2 to 10 years):

Review traffic signal justification
	Consider trail/sidewalk system continuity and the need for a future grade separated trail/pedestrian crossingRSA SITE: TH 3 AND 197TH STREET

**Crash History:**

2 recorded crashes in 4.75 years
	1 rear-end and 1 run off road
	67% southbound, 33% northbound
	50% of the crashes involved injury
	50% involved alcohol, 50% driver inattention
	100% occurred in September through November
	50% occurred from 12 AM – 6 AM**General Observations:**

The westbound Stop sign is obscured by vegetation
	Southbound bypass lane extends south to beyond the next driveway approach south of 197th Street
	No junction signing is present on TH 3**Recommendations:**

Short-Range Improvements to Consider for Immediate Implementation:

Trim vegetation from in front of westbound Stop sign
	Review southbound bypass lane signing and striping; comply with new Mn/DOT 2007 traffic engineering standardsRSA SITE: TH 3 AND 200TH STREET

**Crash History:**

2 recorded crashes in 4.75 years
	1 right-angle and 1 run off road
	33% southbound, 33% northbound, 33% westbound
	50% of the crashes involved injury
	50% involved failure to yield right-of-way, 50% improper passing or lane use
	100% occurred in September through February
	100% occurred from 4 PM – 7 PM**General Observations:**

Double solid yellow centerline extends through the intersection
	Southbound bypass lane extends south to beyond the frontage road approach south of 200th Street
	Highest westbound approach PM peak period delay observed was 127 seconds; others observed averaged 60 seconds which indicates a lack in mainline gaps
	Highest northbound approach speed observed was 67 mph; highest southbound approach speed observed was 78 mph. Most observed speeds were near the posted limit of 55 mph**Recommendations:**

Short-Range Improvements to Consider for Immediate Implementation:

Review southbound bypass lane signing and striping; comply with new Mn/DOT 2007 traffic engineering standards
	Remove double solid yellow centerline that extends through the intersectionRSA SITE: TH 3 AND 205TH STREET

**Crash History:**

4 recorded crashes in 4.75 years
	2 rear-end, 1 run off road, 1 other
	70% northbound, 30% southbound
	50% of the crashes involved injury
	50% involved driver inattention, 50% alcohol, 25% following too closely
	50% occurred at night
	50% occurred from 10 AM – 4 PM
	Crash severity rate was above Metro and Statewide average**General Observations:**

Existing southbound right-turn lane
	Existing northbound bypass lane**Recommendations:**

Short-Range Improvements to Consider for Immediate Implementation:

Review northbound bypass lane signing and striping; comply with new Mn/DOT 2007 traffic engineering standardsRSA SITE: TH 3 AND CSAH 66

**Crash History:**

6 recorded crashes in 4.75 years
	3 rear-end, 1 right-angle, 1 run off road, 1 other
	> 50% southbound, > 30% northbound, > 10% westbound
	> 30% of the crashes involved injury
	> 80% involved driver inattention
	50% occurred at night
	50% occurred from 4 PM – 7 PM
	Crash severity rate was above Metro and Statewide average**General Observations:**

On the westbound approach, sight distance to the north is somewhat restricted by the guardrail, barrier wall and low hanging tree limbs
	There is a short three-lane segment at this intersection to provide north and southbound left-turn lanes
	There is an existing northbound right-turn lane**Recommendations:**

Short-Range Improvements to Consider for Immediate Implementation:

Review low hanging tree limb and trim if necessary
	Consider a westbound approach stop bar located at the point to which drivers should pull up to in order to see past the sight distance restrictions to the northMid-Range Improvements to Consider (2 to 10 years):

Review traffic signal justificationRSA SITE: TH 3 AND 209TH STREET

**Crash History:**

5 recorded crashes in 4.75 years
	3 rear-end, 1 right-angle, 1 other
	50% northbound, 40% southbound, 10% westbound
	60% of the crashes involved injury
	40% involved driver inattention, 20% following too closely
	60% occurred at night
	40% occurred from 4 PM – 7 PM**General Observations:**

209th Street provides primary access to the new commercial development on the east side
	This commercial development will soon generate a significant southbound left-turn demand at this intersection
	There is no southbound left-turn lane, impeding southbound left-turn traffic which will likely result in southbound through vehicles passing on the shoulder
	TH 3 posted speed limit is 45 mph to the south of this intersection and 55 mph to the north
	Conditions north and south of this speed limit change point do not appear to be significantly different at this time (but may have been in the past) and the consensus of the TH 3 RSA Team was that this may not be the proper speed change location
	There is an existing northbound right-turn lane**Recommendations:**

Short Range Improvements to Consider for Immediate Implementation:

Review existing posted speed limit change point, consider moving this change point north of CSAH 66 intersection
	Consider a northbound Dynamic Speed Display sign south of this location to alert drivers to their vehicle’s speed
	Consider widening TH3 to provide a southbound left-turn lane at this intersectionRSA SITE: TH 3 AND CSAH 50/ELM STREET

**Crash History:**

11 recorded crashes in 4.75 years
	4 right-angle, 3 rear-end, 1 left-turn, 1 head-on, 2 other
	> 25% southbound, > 20% northbound, > 25% westbound
	< 30% of the crashes involved injury
	45% involved disregarded traffic control, 27% driver inattention, 18% failure to yield right-of-way
	10% occurred at night
	> 50% occurred from 10 AM – 4 PM
	Crash severity rate was above metro and statewide average**General Observations:**

TH 3 is a four-lane divided highway at this location
	A multi-phase fully actuated traffic signal system is present (coordinated)
	Circular signal indications are incandescent, while the arrow indications are LED
	The right northbound lane drops north of the intersection
	This lane drop/merge area is not very smooth geometrically and may be too short as evidenced by the frequent use of the shoulder
	The northbound right-turn lane at the downstream intersection may extend too far into this lane drop/merge area**Recommendations:**

Short Range Improvements to Consider for Immediate Implementation:

Review existing northbound lane drop taper and striping for continuity and conformance to current practice
	Install northbound “No Passing On Shoulder” signing at the existing northbound lane drop location
	Change out incandescent circular signal indications with LED indications to improve visibility
	Review Yellow and All-Red signal timing clearance intervalsFINAL THOUGHTS

Improving safety on a given segment of roadway is rarely a simple process. As traffic grows, additional development occurs, and the pace of life in modern society increases, this task is even more challenging. Individuals and organizations committed to improving the safety of streets and highways are to be commended for their efforts to improve transportation safety for all roadway users. These efforts are seldom successful without the commitment of many different entities with a stake in this safety. Improvements to the roadway environment, education, enforcement and emergency response will all be required to create a significantly improved safety picture for this corridor. Working collaboratively and thinking creatively, safety can be improved on TH 3.

APPENDIX A

TH 3 Road Safety Audit Stakeholder Meeting Attendees
	Lakeville, MN
	November 15, 2006
	Anderson, Brad *
			Mn/DOTBednar, Jeff *
			SRF Consulting GroupBrannan, Dan *
			Mn/DOTBurns, David *
			3MCorkle, Patrick *
			SRF Consulting GroupDanen, Suzanne
			Dakota CountyEngstrom, David
			Mn/DOTFogarty, Christy
			Farmington City CouncilHansen, Nathan
			Newspaper editorHilgardner, Brian
			Empire Township EngineerHolmes, Terry
			Empire TownshipJabr, Amr
			Mn/DOTJensen, Monica
			Safe Communities Coordinator, Dakota County Attorney's OfficeJohnson, Sergeant Bruce
			Dakota County Sheriff’s DepartmentKittridge, Kevin *
			SRF Consulting GroupMann, Lee
			Farmington City EngineerMaskel, Lt. Bob
			MN State PatrolMilan, Jordan
			ResidentMilan, Tim and Julie
			ResidentsMurphy, Sergeant Jim
			Farmington Police DepartmentPariseau, Senator Pat
			District 36Schoenecker,Ted *
			Washington CountySchweyen, Mike *
			Mn/DOTSebastian, Kristi
			Dakota CountySorensen Pete
			Bolton MenckSprattler, Karen
			SRF Consulting GroupWhitcher, Julie *
			Mn/DOT* Denotes Road Safety Audit Team member U.S. DEPARTMENT OF TRANSPORTATION

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