ROAD Safety AUDIT

E NGINEERS | P LANNERS | D ESIGNERS

TH 3 FROM CSAH 46 (160TH STREET W.)

TO CSAH 50 (ELM STREET) IN THE CITY OF

FARMINGTON AND EMPIRE TOWNSHIP

DECEMBER 2006
TH3 Road Safety Audit Report December 6, 2006 

Final Report Page 1

ROAD SAFETY AUDIT REPORT 

An Examination of TH 3 from CSAH 46 (160th Street W.) to CSAH 50 (Elm Street) 

In the City of Farmington and Empire Township 

December 6, 2006 

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. 
065910 November 2006 

STAKEHOLDERS MEETING AND RSA SEGMENT LOCATION MAP TRUNK HIGHWAY 3 ROAD SAFETY AUDIT Minnesota Department of Transportation 

Road Safety Audit Segment 

Stakeholders Meeting Lakeville Water Treatment Facility Community Room 18400 Ipava Avenue 

North 
TH3 Road Safety Audit Report December 6, 2006 

Final Report Page 2

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. 
TH3 Road Safety Audit Report December 6, 2006 

Final Report Page 3

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 issues 

TH 3 ROAD SAFETY AUDIT – A CORRIDOR-WIDE PERSPECTIVE 

The following is a summary of stakeholder-identified issues and problems discussed at 

the stakeholder meeting immediately preceding the November 15-16 site visit. In 

addition, information about the corridor’s crash history, the team’s site review 

observations for the TH 3 Corridor and their recommendations to improve the safety 

operation of this corridor form the basis of a corridor-wide perspective. The area of 

study is defined as TH 3 from CSAH 46 (160th St) to Hwy 50 (Elm St) in Farmington, 
 

YEAR 2005 AVERAGE DAILY TRAFFIC VOLUMES

0065910 November 2006 

TRUNK HIGHWAY 3 ROAD SAFETY AUDIT 

Minnesota Department of Transportation

Figure 2
TH3 Road Safety Audit Report December 6, 2006 

Final Report Page 4

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 

1. TH 3, an “A” Minor Arterial, is identified by Mn/DOT as a “Preservation” corridor 

with no major improvements programmed within current funding horizons 

2. 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 

3. 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 

4. Significant heavy-commercial vehicle traffic is present 

5. Higher access density exists from 194th to 209th Streets than for the rest of the 

segment 

6. Lack of gaps in the traffic stream cause problems for cross street approaches 

7. Aggressive driver behavior is an issue on this segment (e.g., tailgating) 

8. Differing perspectives exist on excessive speeding on this corridor (residents and law 

enforcement have different perceptions) 

9. Significant pending or future development is slated to occur along the corridor 

10. 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 

11. A future extension of 195th Street is planned from CSAH 31 to TH 3 

12. 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 

13. Mn/DOT currently manages the TH 3 corridor access as a “Principal” Arterial 

14. 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 Area 

Crash rate 0.9 1.2 0.9 1.2 

Severity rate 1.4 1.8 1.6 2.0 
TH3 Road Safety Audit Report December 6, 2006 

Final Report Page 5

• The crash diagrams were distributed as follows: 

Crash Type Statewide Crash 

Diagram 

TH 3 Corridor Primary Focus 

Segment 

Rear-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 

o 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: 

1. 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 

Segment 

24 and under 29% 37% 49% 

19 and under 14% 24% 33% 

2. Driver inattention is cited most often as a contributing factor in the crash history of 

the corridor and primary focus segment. 

3. 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 

4. Aggressive driver behavior was observed during the TH 3 RSA field reviews of the 

study area (particularly tailgating/following too closely and improper passing)

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) 

5. The higher occurrence of rear-end crashes may also be indicative of driver inattention 

or aggressive driver behavior 

6. Significant heavy-commercial vehicle traffic was observed (+/- 10% of total traffic) 

7. 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 

TH3 Road Safety Audit Report December 6, 2006 

Final Report Page 6
TH3 Road Safety Audit Report December 6, 2006 

Final Report Page 7

8. Higher access density is present from 194th Street to 209th Street 

a. West side – 3 intersections and 33 driveways (36 conflict points) 

b. East side – 8 intersections and 22 driveways (30 conflict points) 

9. 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 

1. Improved TH 3 signing and striping should focus on: 

a. Bypass lane signing/striping, to conform to the new Mn/DOT 2007 traffic 

engineering standards 

b. Junction signing, to conform to the new Mn/DOT 2007 traffic engineering 

standards 

c. 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 

d. 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 

e. Install larger street name signs with the 9” blade and 6” text height 

f. Install additional chevrons on the curves south of 160th Street 

g. 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) 

h. Remove or reduce potentially unnecessary signing and roadside clutter to 

reduce driver processing and decision workload (e.g., standardize mailboxes, 

etc.) 

2. Improve intersection/roadway lighting to focus on consistent intersection/roadway 

lighting design, application and location, especially in areas with significant 

nighttime crash issues 

3. Conduct a posted speed zone review to focus on: 

a. 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 
TH3 Road Safety Audit Report December 6, 2006 

Final Report Page 8

recommends that moving the speed change point north of CSAH 66 area 

should be considered. 

b. 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 

4. Local and/or county officials must budget for increased traffic enforcement and 

targeted enforcement programs, including increased commercial vehicle enforcement 

Education Strategies 

5. Expand the Dakota County Safe Communities Programs 

a. Focus on Younger Driver education programs 

b. Implement a “Stop Tailgating” program similar to the Wright County Safe 

Communities effort 

c. Engage local media in a campaign to concur with targeted enforcement of 

aggressive driver behavior and commercial vehicle violations 

6. 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 companies 

Mid-Range Improvements to Consider (2 to 10 years):

1. Accelerate access consolidation, particularly near intersection locations where local 

agency initiative may be able to encourage property owners to develop shared access 

plans 

2. 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) 

3. 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 

4. 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 

5. Review trail/sidewalk plans and consider locations for grade-separated trail/sidewalk 

crossings. At-grade crossings at uncontrolled intersections should be discouraged 
TH3 Road Safety Audit Report December 6, 2006 

Final Report Page 9

Long-Range Improvements to Consider (> 20 years):

1. Continue to pursue implementation of the TH 3 access management plan and future 

upgrade to a four-lane divided section through the TH 3 corridor 

TH 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: 

1. A multi-phase, fully actuated traffic signal system is present (isolated/not 

coordinated) 

2. An Advanced Warning Flasher System on TH 3 is operating (Prepare To Stop When 

Flashing) 

3. There is a multi-lane divided section on CSAH 46/160th Street 

4. Multi-lane undivided approaches exist on TH 3 

5. A high level of advance signing is present 

6. Circular signal indications are incandescent, while the arrow indications are LED 

Recommendations: 

Short-Range Improvements to Consider for Immediate Implementation:

1. Change out incandescent circular signal indications with LED indications to improve 

visibility 

2. Review Yellow and All-Red signal timing clearance intervals 
TH3 Road Safety Audit Report December 6, 2006 

Final Report Page 10

Mid-Range Improvements to Consider (2 to 10 years):

1. Consider installation of raised median island channelization on TH 3 to better define 

the roadway and provide positive guidance through the intersection for the driver 

RSA 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: 

1. Junction signing on TH 3 is too close to the intersection which creates a driver 

reaction and sight distance issue 

2. Non-breakaway light post in northwest corner is inside the clear zone 

3. Cross street approach Stop signs are 30” signs on the right side only 

4. 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 

5. Infrequently used weigh station/wayside rest on west-side is a security issue 

6. 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”) 

7. Combination northbound right-turn/bypass lane is present 

8. Northbound bypass lane was used often due to many northbound left-turns 

9. Loose gravel on is present on the westbound approach 

10. No junction signing exists on the westbound approach 

Recommendations: 

Short-Range Improvements to Consider for Immediate Implementation:

1. Drill the light post in the northwest corner to be breakaway compliant 
TH3 Road Safety Audit Report December 6, 2006 

Final Report Page 11

2. Install 36” Stop signs and consider the “gatepost” application (signs on both the left 

and right side) on the east and westbound approaches 

3. Review weigh station/wayside rest signing, consider fold up or portable signs only 

when needed 

4. Add junction signing on westbound approach 

Mid-Range Improvements to Consider (2 to 10 years):

1. Consider widening TH 3 to provide center left-turn lanes at this intersection 

2. Review traffic signal justification 

3. Consider removal of weigh station/wayside rest 

RSA 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: 

1. The southbound right-turn lane had previously been a southbound bypass lane 

2. The southbound right-turn lane was shortened so as to not be confused as a bypass 

lane 

3. There is a short three-lane segment at this intersection to provide north and 

southbound left-turn lanes 

4. 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 

5. Trail/sidewalk system is missing links between segments; playfield exists to the 

northeast 
TH3 Road Safety Audit Report December 6, 2006 

Final Report Page 12

Recommendations: 

Short-Range Improvements to Consider for Immediate Implementation:

1. Review southbound right-turn lane for deceleration length and restripe as necessary 

2. Review northbound right-turn lane for width and restripe as necessary 

3. Consider a southbound Dynamic Speed Display sign north of this location to alert 

drivers to their vehicle speeds 

Mid-Range Improvements to Consider (2 to 10 years):

1. Review traffic signal justification 

2. Consider trail/sidewalk system continuity and the need for a future grade separated 

trail/pedestrian crossing 

RSA 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: 

1. The westbound Stop sign is obscured by vegetation 

2. Southbound bypass lane extends south to beyond the next driveway approach south 

of 197th Street 

3. No junction signing is present on TH 3 

Recommendations: 

Short-Range Improvements to Consider for Immediate Implementation:

1. Trim vegetation from in front of westbound Stop sign 

2. Review southbound bypass lane signing and striping; comply with new Mn/DOT 

2007 traffic engineering standards 
TH3 Road Safety Audit Report December 6, 2006 

Final Report Page 13

RSA 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: 

1. Double solid yellow centerline extends through the intersection 

2. Southbound bypass lane extends south to beyond the frontage road approach south of 

200th Street 

3. Highest westbound approach PM peak period delay observed was 127 seconds; 

others observed averaged 60 seconds which indicates a lack in mainline gaps 

4. 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:

1. Review southbound bypass lane signing and striping; comply with new Mn/DOT 

2007 traffic engineering standards 

2. Remove double solid yellow centerline that extends through the intersection 

RSA 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 
TH3 Road Safety Audit Report December 6, 2006 

Final Report Page 14

• 50% occurred at night 

• 50% occurred from 10 AM – 4 PM 

• Crash severity rate was above Metro and Statewide average 

General Observations: 

1. Existing southbound right-turn lane 

2. Existing northbound bypass lane 

Recommendations: 

Short-Range Improvements to Consider for Immediate Implementation:

1. Review northbound bypass lane signing and striping; comply with new Mn/DOT 

2007 traffic engineering standards 

RSA 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: 

1. On the westbound approach, sight distance to the north is somewhat restricted by the 

guardrail, barrier wall and low hanging tree limbs 

2. There is a short three-lane segment at this intersection to provide north and 

southbound left-turn lanes 

3. There is an existing northbound right-turn lane 
TH3 Road Safety Audit Report December 6, 2006 

Final Report Page 15

Recommendations: 

Short-Range Improvements to Consider for Immediate Implementation:

1. Review low hanging tree limb and trim if necessary 

2. 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 north 

Mid-Range Improvements to Consider (2 to 10 years):

1. Review traffic signal justification 

RSA 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: 

1. 209th Street provides primary access to the new commercial development on the east 

side 

2. This commercial development will soon generate a significant southbound left-turn 

demand at this intersection 

3. There is no southbound left-turn lane, impeding southbound left-turn traffic which 

will likely result in southbound through vehicles passing on the shoulder 

4. TH 3 posted speed limit is 45 mph to the south of this intersection and 55 mph to the 

north 

5. 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 

6. There is an existing northbound right-turn lane 
TH3 Road Safety Audit Report December 6, 2006 

Final Report Page 16

Recommendations: 

Short Range Improvements to Consider for Immediate Implementation:

1. Review existing posted speed limit change point, consider moving this change point 

north of CSAH 66 intersection 

2. Consider a northbound Dynamic Speed Display sign south of this location to alert 

drivers to their vehicle’s speed 

3. Consider widening TH3 to provide a southbound left-turn lane at this intersection 

RSA 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: 

1. TH 3 is a four-lane divided highway at this location 

2. A multi-phase fully actuated traffic signal system is present (coordinated) 

3. Circular signal indications are incandescent, while the arrow indications are LED 

4. The right northbound lane drops north of the intersection 

5. This lane drop/merge area is not very smooth geometrically and may be too short as 

evidenced by the frequent use of the shoulder 

6. The northbound right-turn lane at the downstream intersection may extend too far 

into this lane drop/merge area 
TH3 Road Safety Audit Report December 6, 2006 

Final Report Page 17

Recommendations: 

Short Range Improvements to Consider for Immediate Implementation:

1. Review existing northbound lane drop taper and striping for continuity and 

conformance to current practice 

2. Install northbound “No Passing On Shoulder” signing at the existing northbound lane 

drop location 

3. Change out incandescent circular signal indications with LED indications to improve 

visibility 

4. Review Yellow and All-Red signal timing clearance intervals 

FINAL 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. 
TH3 Road Safety Audit Report December 6, 2006 

Final Report Page 18

APPENDIX A

TH 3 Road Safety Audit Stakeholder Meeting Attendees 

Lakeville, MN 

November 15, 2006 

Anderson, Brad * Mn/DOT 

Bednar, Jeff * SRF Consulting Group 

Brannan, Dan * Mn/DOT 

Burns, David * 3M 

Corkle, Patrick * SRF Consulting Group 

Danen, Suzanne Dakota County 

Engstrom, David Mn/DOT 

Fogarty, Christy Farmington City Council 

Hansen, Nathan Newspaper editor 

Hilgardner, Brian Empire Township Engineer 

Holmes, Terry Empire Township 

Jabr, Amr Mn/DOT 

Jensen, Monica 

Safe Communities Coordinator, Dakota 

County Attorney's Office 

Johnson, Sergeant Bruce Dakota County Sheriff’s Department 

Kittridge, Kevin * SRF Consulting Group 

Mann, Lee Farmington City Engineer 

Maskel, Lt. Bob MN State Patrol 

Milan, Jordan Resident 

Milan, Tim and Julie Residents 

Murphy, Sergeant Jim Farmington Police Department 

Pariseau, Senator Pat District 36 

Schoenecker,Ted * Washington County 

Schweyen, Mike * Mn/DOT 

Sebastian, Kristi Dakota County 

Sorensen Pete Bolton Menck 

Sprattler, Karen SRF Consulting Group 

Whitcher, Julie * Mn/DOT 

* Denotes Road Safety Audit Team member