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LOCATION year adt fatal personal property total <br />CSAH 6 to <br />Old Crystal <br />Bay r.oad <br />199? <br />1993 <br />1994 <br />1995 <br />16.773 <br />17,098 <br />17,381 <br />17,964 <br />3 <br />0 <br />0 <br />0 <br />INJURY <br />5 <br />4 <br />II <br />3 <br />DAMAGE <br />3 <br />14 <br />12 <br />6 <br />12 <br />18 <br />23 <br />9 <br />ACCIDENT <br />RATE <br />1.4 <br />2.1 <br />2.6 <br />l.O <br />SEVERITY <br />RATE <br />6.4 <br />3.5 <br />6.4 <br />2.0 <br />Old Crystal <br />Bay Road to <br />Wa>‘zata <br />Blvd. <br />1992 21,094 <br />1993 21,500 <br />1994 21,862 <br />1995 22,630 <br />0 <br />0 <br />1 <br />0 <br />26 <br />21 <br />26 <br />19 <br />49 <br />44 <br />53 <br />58 <br />75 <br />65 <br />80 <br />77 <br />3.2 <br />2.7 <br />3.3 <br />2.4 <br />6.5 <br />5.4 <br />6.9 <br />4.2 <br />The May 1992 TH 12 Corridor Scoping Document details the history of a high number of severe- <br />accident locations along the TH 12 corridor from TH 101 in Wayzata to TH 25 in Montrose, <br />emphasizing the longstanding need for safety improvements. <br />Research indicates that there is a direct relationship between accidents rates and the number of <br />access points or intersections along a roadway segment. TH 12 is classified as a principal arterial <br />roadway, as such there should be no less than VS mile spacing between intersections on an urban <br />design segment with 1-2 miles preferred. The segment from CSAH 6 to Old Crystal Bay Road <br />has 9 access points per mile with an average accident rate of 1.8 and Old Crystal Bay Road to <br />Wayzata Blvd. has 21 access p /mts per mile with an average accident rate of 2.9. Table 3.3.1-2 <br />in the April 1996 TH 12 Corridor Study shows accident statistics for metropolitan trunk highways <br />similar to TH 12 for the years 1992-1994. Minimizing access is a priority for improving <br />capacity and reducing accidents on TH 12. <br />In addition to the need for safety and capacity improvements, there is a need for structural and <br />geometric improvements on proposed TH 12. Principal arterials should have a minimum design <br />speed of 45 mph (70 km/h), and the vertical and h' 'zontal geometry should be consistent with <br />the design speed. <br />From CSAH 6 to Old Crystal Bay Road, TH 12 is straig -«vwept for a four and one-half degree <br />curve at Stubbs Bay Road. This intersection involves a railroad track, a curving alignment for <br />Stubbs Bay Road, and a speed zone transition from rural to urban character. From 1992 to 1994, <br />three fatal accidents occurred related to the curvature and to slewing or stopped traffic. Stopped <br />traffic in the curve area can block sight distance for oncoming traffic and for traffic entering the <br />side road. West of Old Crystal Bay Road is a segment of highway with guardrail on both sides of <br />the roadway. This guardrail protects motorist from the steep slopes that extend into the wetlands. <br />Rear-end and head-on accidents occur in this area. <br />The segment from Old Crystal Bay Road to Wayzata Blvd. is almost entirely in the City of Long <br />Lake, and is the main street for the business district. Horizontal curves create skewed, offset, and <br />short intersections. The geometries ar i numerous acc ess points are not compatible with the <br />principal arterial function, and the design speed and sight distances are substandard. Just to the <br />east of the downtown area, the highway parallels the railroad, and two intersecting streets are