10.1 SR 08-01-2022 - Laserfiche WebLink

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HIGHWAY 10 CORRIDOR STUDY - FINAL REPORT Right -of -Way Based on available Sherburne County parcel data, the typical right-of-way along the Highway 10 corridor ranges from 220 to 230 feet (see Figure 5). Utilities There is an above ground power line that runs parallel to Highway 10 on the south and west side of the roadway for the entire length of the corridor. There is also an above ground power line that runs parallel to Highway 10 on the north and east side of the roadway between 173rd Avenue and Highway 169 and between Adams Street North and Alpine Drive. There is intersection lighting at all intersections along the corridor. Pavement Conditions MnDOT collects pavement condition data on their roadways on an annual basis. MnDOT's Figure 5. Typical Right -of -Way pavement condition data for reporting the statewide pavement performance measures includes Ride Quality Index (RQI), Surface Rating (SR), Pavement Quality Index (PQI), and Remaining Service Life (RSL). According to 2019 MnDOT pavement management data, the following pertains to the Highway 10 corridor: • The RQI is good with a rating score between 3.1 and 5.0. • The SR is good with a rating score between 2.5 and 4.0. • The PQI is good with a rating score between 2.8 and 4.5. • The RSL ranges from Medium (4 to 11 years left) to High (12 plus years left). Additionally, the segment of Highway 10 from Jarvis Street/Cleveland Street to Fairoak Avenue is scheduled for a medium mill and overlay in 2027. Access Within the study area there are a total of five residential, one farm, 16 public, and 11 commercial access points along the Highway 10 corridor (see Figure 6). Access points were further categorized by full access versus partial access (e.g., right-in/right-out). The amount of access has a correlation between the safety and overall function of the roadway (i.e., mobility versus access). Primary intersections refer to full -movement intersections that may be considered for signalization if the appropriate signal warrants have been met. Secondary intersections refer to intersections that may be accommodated midway between primary intersections if they do not create safety issue. Secondary intersections may be full -movement intersections or partial -movement intersections (e.g., right-in/right-out). The area surrounding the Highway 10 corridor is currently rural. In the future, there is potential for the area to transition to urban or urbanizing. For the purposes of this study, access guidelines for rural and urban/urbanizing facility types were considered. �GHH'4Y E� Page '