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1k2 Site Plan Food Coop VOP
CITY OF CHANHASSEN 7700 Market Boulevard PO Box 147 Chanhassen, MN55317 Administration Phone: 952,227,1100 Fax: 952,227.1110 Building Inspections Phoce952.227.1180 Fax 952.227.119D Engineering Phone: 952,227.1160 Fax: 952,227.1170 Finance Phoce952.227.1140 Fax 952.227.1110 Park & Recreation Phoce952.227.1120 Fax: 952.227.1110 RecreationCenler 2310 Coulter Boulevard Phone: 952,227.1400 Fax: 952,227.1404 Planning & Natural Resources Phoce: 952.227.1130 Fax 952.227,1110 Public Works 1591 Park Road Phoce:952,227.1300 Fax: 952,227.1310 SeniorCentar Phoce952.227.1125 Fax 952.227.1110 Web Site www.ci.chanhassen.mll.us 1k-~ - MEMORANDUM TO: Todd Gerhardt, City Manager FROM: Bob Generous, Senior Planner ~ DATE: December 13, 2004 SUBJ: Site Plan Approval for a 18,200 square-foot commercial building (coop grocery) with Variance to the commercial design standards; Planning Case #04-40 EXECUTIVE SUMMARY The developer, VOP I, is requesting Site Plan Approval for an 18,188 square-foot commercial building with Variance to the commercial design standards to pennit the use of faux window treatments. ACTION REQUIRED City Council approval requires a majority of City Council present. PLANNING COMMISSION SUMMARY The Planning Commission held a public hearing on November 16, 2004, to review the proposed development. The Planning Commission voted 6 to 0 to approve the proposed project. The summary and verbatim minutes are item la of the City Council packet for December 13,2004. RECOMMENDATION Staff recommends adoption of the motion as specified on page 11 of the staff report dated November 16, 2004, as modified. ATTACHMENTS Planning Commission Staff Report Dated November 11, 2004. g:\p1an\2004 planning cases\04-40 - village on the ponds building c-t food coop\executive summary.doc The Cily of Chanhassen' A growing community wilh clean lakes, quality schools, a charming downtown, thriving busicesses, winding Iralis, and beaulllul parks, A gæal place 10 iive, work, and piay ~ z -< u ~ ~ ~ ~ -< -< ~ -< ~ ~ ~ ~ rJ'J PC DATE: 11/16/04 o CC DATE: 12/13/04 CITY OF CHANHASSEN REVIEW DEADLINE: December 14,2004 CASE #: 0440 BY: RG, ill, ML, MA, IS, ST STAFF REPORT PROPOSAL: Request for Site Plan Approval for a 18,200 square-foot commercial building (coop grocery) with Variance to the commercial design standards. LOCATION: Southeast comer of Lake Drive and Great Plains Boulevard Outlot B, Village on the Ponds 8th Addition APPLICANT: VOP I, LLC c/o Lotus Realty Services P. O. Box 235 Chanhassen, MN 55317 (952) 9344538 PRESENT ZONING: Planned Unit Development, PUD, mixed use 2020 LAND USE PLAN: Mixed Use ACREAGE: 1.35 acres DENSITY: EA.R. 0.31 SUMMARY OF REQUEST: Request for Site Plan Approval for an 18,188 square-foot commercial building with Variance to the commercial design standards to pennit the use of faux window treatments LEVEL OF CITY DISCRETION IN DECISION-MAKING: The City's discretion in approving or denying a site plan is limited to whether or not the proposed project complies with Zoning Ordinance requirements. If it meets those standards, the City must then approve the site plan. This is a quasi-judicial decision. The City's discretion in approving or denying a variance is limited to whether or not the proposed project meets the standards in the Zoning Ordinance for a variance. The City has a relatively high level of discretion with a variance because the applicant is seeking a deviation from established standards. This is a quasi judicial decision. Location Map Village on the Ponds Building C-1 (Food Coop) Outlot B, Village on the Ponds 8th Addition CityofChanhassen Planning Case No. 04-40 N'ò-~Ò ,?>ov.\e Þ.tbote\V.((\ State HWV 5 Subject Site ò promeoa.ò0 ?Oo ::r: ~ Planning Commission Village on the Ponds Building C-1 Planning Case No. 04-40 November 16.2004 Page 2 PROPOSAL/SUMMARY The developer is proposing a one story with a mezzanine level, 18,188 square-foot commercial building for a coop grocery. The building materials consist of stucco, wood siding, brick and face block. The applicant is requesting a variance from the commercial design standards to pennit less than fifty (50) percent of the first floor façade that is viewed by the public to include transparent windows and/or doors. Instead of transparent windows, the developer is proposing the use of faux windows with awnings to provide additional architectural details. To the north of the site are Culvers Restaurant and the Silo Building (Village on the Ponds Building 4). To the west of the site are Pond Promenade, Community Bank Chanhassen and the proposed Village on the Ponds Building C (residential units over commercial). South of the site is Lake Drive and the Foss Swim School. East of the site is Lake Drive and a residential subdivision, Hidden Valley. The site is serviced with sewer and water which was installed as part of the Village on the Ponds initial development. Storm water shall be treated within the Village on the Ponds storm water system. The site was preliminary graded with the initial Village on the Ponds development and then rough graded to approximately its final grade as part of Village on the Ponds 8th Addition and the construction ofthe Community Bank Chanhassen Building. Access to the site will be via two entrances off Lake Drive as well as access via Pond Promenade. As part of the original Environmental Assessment Worksheet (EA W) for the Villages on the Ponds development, a traffic study was completed. A traffic study was also completed for the nearby Park Nicollet Clinic. Each of these previous studies stated that, at some time in the future, a 4-way stop would be required at the intersection of Great Plains BoulevardILake Drive East. As part of the development review for the project, we took another look at this intersection with the proposed food coop development. The new traffic study looked at traffic volume, operational analysis, and the need for additional traffic control measure at the existing intersection of Great Plains/Lake Drive. Staff is recommending approval of the site plan with a variance to the fenestration standards subject to the conditions of the staff report. BACKGROUND On October 28, 2002, the Chanhassen City Council approved the final plat for PUD 95-2, Villages on the Ponds 8th Addition, creating two lots and two outlots from Outlot A, Villages on the Ponds 2nd Addition. The two lots are the site for the two-story bank office building and the four-story commercial and apartment building. One of the outlots contains Pond Promenade. The other outlot is the site for the proposed Coop. On November 26,2001, the Chanhassen City Council approved an amendment to the Villages on the Ponds Design Standards, Development Site Coverage and Building Height, Planning Commission Village on the Ponds Building C-1 Planning Case No. 04-40 November 16,2004 Page 3 3. The maximum building height shall be Sector I - four stories (residential with street level commercial or office )/50 ft. (retail and office buildings without residences above shall be limited to three stories/40 ft.) except for the lot on the comer of Promenade Pond and Great Plains Boulevard shall be limited to two stories and 30 feet, Sector II - three stories/40 ft., Sector III - three stories/40 ft., and Sector IV - four stories/50 feet. Building height limitations are exclusive of steeples, towers, and other architectural and roof accents. On September 23, 1997, the city granted Pinal Plat approval for Outlot C into Lots 1 and 2, Block 1, and Outlot A, Villages on the Ponds 2nd Addition. On September 23, 1996, the City Council approved PUD 95-2, Villages on the Ponds, including a Comprehensive Land Use Plan amendment from Office/industrial, Institutional, Residential Medium Density, Residential Low Density to Mixed Use-Commercial, High Density Residential, Institutional and Office; Preliminary planned unit development for up to 291,000 sq. ft. of commercial/office buildings, 100,000 sq. ft. of institutional buildings, and 322 dwelling units; Rezoning from lOP and RSP to PUD, Planned Unit Development (final reading); and final plat dated "Received September 19,1996" for two lots and ten outlots and public right-of-way. On August 12, 1996, the City Council granted preliminary approval of PUD #92-1 including a Comprehensive Land Use Plan amendment from Office/industrial, Institutional, Residential Medium Density, Residential Low Density to Mixed Use-Commercial, High Density Residential, Institutional and Office; Preliminary planned unit development for up to 291,000 sq. ft. of commercial/office buildings, 100,000 sq. ft. of institutional buildings, and 322 dwelling units; Rezoning from lOP and RSP to PUD, Planned Unit Development (first reading); Preliminary plat for 13 lots and 3 outlots and public right-of-way; Wetland Alteration Pennit to fill and excavate wetlands on site; Vacation of right-of-way and easements; Environmental Assessment Worksheet (EA W) findings of Negative Declaration of the need for additional environmental investigation; and Indirect Source Pennit Review for the Village on the Ponds project. APPLICABLE REGULATIONS Chapter 20, Article II, Division 3, Variances Chapter 20, Article II, Division 6, Site Plan Review Chapter 20, Article XXIII, Division 7, Design Standards for Commercial, Industrial and Office- Institutional Developments Village on the Ponds Development Design Standards Planning Commission Village on the Ponds Building C-1 Planning Case No. 04-40 November 16, 2004 Page 4 GENERAL SITE PLAN/ARCHITECTURE ARCHITECTURAL COMPLIANCE Size portion Placement The proposed entry to the building is on the southwestern elevation of the building toward Pond Promenade. The entry is covered by a circular teal green metal roof and a buttercup yellow awning. Above the entry is a raised parapet three feet higher than the adjacent parapet walls. The building has significant articulation including angled walls, projected and recessed wall areas, transparent windows and doors, canopies, faux windows, planter boxes and variations in materials and colors. Material, detail and color Building materials are of high quality. The primary building material consists of stucco painted in four different colors: Coconut Grove (off-white), Ligonier Tan, Western Reserve Beige and Sombrero (pinkish clay). As accent, the developer is proposing the use of face block as a base material in a random mix of oyster, toffee and saddle colors. Additionally, the building incorporates the use of classic oak brick as a base and a column material. One wall is proposed using wood siding with blue spruce paint. Roof material consists of teal green standing seam metal and charcoal gray asphalt shingles. Awnings are proposed in Sea Spray green, Buttercup yellow and Salmon. Staffs one concern with the building material is the use of the wood siding with a spruce blue paint finish on the eastern elevation of the building. We believe that this surface and finish is not compatible or harmonious with the balance of the building architecture. Staff would recommend that this wall be constructed of the brick material which will repeat, on a larger scale, the use of brick for vertical elements on three of the other building elevations as well as more closely match the color scheme of the building. Height and Roof Design The building height is 20 to 24 feet. Parapet walls of two to six feet with one area of nine foot parapet walls above the entrance shall provide screening for all the rooftop equipment and help to provide additional vertical articulation to the building. The proposed building height is within the height limitation contained in the Village on the Ponds design standards. There are pitched roof elements in the asphalt mansard roof treatment as well in the metal canopy and other fabric canopies. Facade transparency The applicant is requesting a variance from the requirement that 50 percent of the first floor elevation that is viewed by the public include transparent windows and or doors. All other areas Planning Commission Village on the Ponds Building C-1 Planning Case No. 04-40 November 16, 2004 Page 5 include landscaping material and architectural detailing and articulation. The installation of windows on some elevations is not possible due to the internal use of the building for storage and refrigerators. In these instances, the developer is proposing the use of faux windows with canopies and planter boxes to add architectural detailing. Following is a breakdown of the openings within each elevation of the building including the faux windows: ELEVATION CALCULATIONS FOR LAKEWINDS RETAIL SURFACE AREA BELOW 12 FEET PER ELEVATIONS OPA~UE OPENINGS FAKE WINDOWS/ARTICULATIONS SOFT % SOFT % SOFT % WEST 415 35% 774 65% 0 0% EAST 1,388 66% 515 24% 216 10% NORTH 951 44% 805 37% 419 19% SOUTHWEST 744 38% 967 50% 228 12% TOTALS 3,498 3,061 863 PERCENT TOTALS 47% 41% 12% As can be seen by the table, the percentage of openings and full windows exceeds 50% of the total building wall area. Site Furnishing The development will provide planter boxes on each side of the building. In addition, a small patio type seating area will be included in the northwest comer of the building. The developer shall install bicycle racks on site. Loading areas, refuse area, etc. The loading dock/service area is located in the southeast comer of the building. The building has been extended in this comer to provide a recessed area to help screening of service yards, refuse and waster removal, other unsightly areas and truck parkinglloading areas. This area will be Planning Commission Village on the Ponds Building C·1 Planning Case No. 04·40 November 16.2004 Page 6 approximately four feet lower than parking lot. A short wing wall screens the loading area from the west. Landscaping The applicant has submitted a landscape plan. The proposed plantings as compared to the requirements are shown in the following table. Required Proposed Trees! parking lot 2 overstory o overs tory 2 islands/peninsulas 2 islands/peninsulas Boulevard trees - Great Plains 7 Bicolor oak 6 overstory trees Blvd. Proposed landscaping does not meet minimum ordinance requirements. Staff has the following recommendations: All parking lot planting islands and peninsulas must have at least 10 foot inside width, overstory trees are required in the parking lot island and peninsula planting areas, one additional bicolor oak is required along Great Plains Boulevard. The applicant must submit a revised landscape plan to the city for approval. Lot Frontage and Parking location The building has been pushed as far to the northeast corner of the site as permitted by the design standards. This helps to create an urban feel along Great Plains Boulevard and Lake Drive. Parking has be located to the west and south of the building. The following setbacks shall apply: Villal!es Proposed Lake Drive 0' 7.8' Interior Side Lot Line 0' N 43.1', S 75', W 71' Parking standards: 1 space per 200 square feet 91 85 * of building area. . 85 parking spaces will be provided within the development lot. The six additional spaces required as part of the development are being provided through cross parking arrangements with other properties within Village on the Ponds. Based on information provided by the applicant, the peak day and time of operation of the business is Saturday from 11:00 a.m. to 6:00 p.m. On other days, the peak hours of operation are 11:00 a.m. to 1:00 p.m. and 3:00 p.m. to 6:00 p.m. The peak hour for Culvers is Friday from 11:30 a.m. to 1:15 p.m. and 5:15 p.m. to 7:45 p.m. While there is some overlap in peak hours, other users in the area should not have these same peak times, e.g. Starbucks, which would normally have an earlier peak. Planning Commission Village on the Ponds Building C-1 Planning Case No. 04-40 November 16,2004 Page 7 The following summary table tracks the building area and type of uses envisioned, developed and proposed within Villages on the Ponds. Project Commercial Office/Service Residential Institutional Date Bldg Sq Ft (sq. ft.) (sq. ft.) (units) (sq. ft.) Approved C/O/Ins. Permitted 164,640 97,500 322 134,000 396,140 Lake Susan Apartments 162 6/28/1999 Bokoo Bikes 5,018 6,077 6/28/1999 11,095 Foss Swim School 9,800 6/14/1999 9,800 Houlihan's 7,362 81 5/11/1998 7,443 Culvers 4,768 9/24/2001 4,768 Building 4 (Silo Building) 7,425 7,425 9/22/1997 14,850 Building 17 (not built) 30,000 8/11/1997 30,000 Americlnn 44,013 1,492 2/24/1997 45,505 Americlnn (expansion) 6,870 6,870 SI. Hubert's 92,478 12/9/1996 92,478 Presbyterian Homes 4,500 4,500 69 11/26/2001 9,000 Northcott Inn & Suites (not 24,980 50,914 12/09/02 75,894 built) Community Bank 11,000 1 0/14/02 11,000 Chanhassen Retail C (not built) 9,500 9,500 54 10/14/02 19,000 Retail C-1 (this project) 18,200 18,200 Retail G (future) 8,000 8,000 40 16,000 St. Hubert Expansion 41,522 4/8/2002 41,522 TOTALS 140,636 138,789 325 134,000 413,425 Balance 24,004 (41,289) (3) Balance Eauivalents Conversion to Office 80,013 NA (1,080) Conversion to Institutional 82,772 (43,462) (1,320) NA Conversion to Commercial NA (12,387) (270) Balances after conversion for deficits 11,347 Negative balances represent building square footage in excess ofthose originally contemplated. However, the development permits the conversion of excess square footage from one use to another provided the total permitted square footage is not exceeded. GRADING, DRAINAGE & EROSION CONTROL There is an existing dirt stockpile within the proposed building pad which will need to be cut down to prepare the site for a pad elevation of 950.25. While staff believes that the proposed site plan layout will work on the property, the current grading plan does not work. Specifically, the ,~ Planning Commission Village on the Ponds Building C-1 Planning Case No. 04-40 November 16,2004 Page 8 parking lot contours are incorrect and the location/elevation of an emergency overflow point for the catch basins must be shown that is l.S-feet lower than the proposed building elevation. As such, the grading plan for the site must be revised. The building and parking lot drainage will be collected by proposed catch basins within the parking lot. The site drainage for the property will be routed to an existing regional pond that was recently constructed with the senior housing project south of the property. This pond has been sized for development of this property. As such, no additional ponding improvements are required with this development. Storm sewer sizing calculations will be required, however, at the time of building permit application. The proposed storm sewer must be sized for a 10- year storm event. It should be noted that the proposed storm sewer pipe is shown as IS-inch diameter. The existing storm sewer pipe that the new system drains to is only 12-inch diameter pipe. This will require the proposed pipe to be a maximum of 12-inch diameter storm sewer. Additionally, an NPDES permit will be required from the MPCA. Proposed erosion control includes silt fence around the site perimeter. Staff would also recommend that a minimum 7S-foot rock construction entrance be installed at the location that will be utilized during construction. Erosion Control Silt fence should be installed as detailed in the preliminary grading and utility plan. The City's standard detail plate for silt fence should be included in the construction plans. Construction site access points should be minimized to controlled access points with rock entrance and exit pads installed and maintained throughout construction. All exposed soil areas should have temporary erosion protection or permanent cover year round, according to the following table of slopes and time frames: Time Type of Slope (maximum time an area can remain UDvegetated when area is not activelv beinli! worked) Steerer than 3: 1 7 Davs 10:1 t03:1 14 Days Flatter than 10: 1 21 Davs These areas include any exposed soil areas with a positive slope to a storm water conveyance system, such as a curb and gutter system, storm sewer inlet, temporary or permanent drainage ditch or other man made systems that discharge to a surface water. Daily scraping and sweeping of public streets should be completed anytime construction site soil, mud, silt or rock is tracked or washed onto paved surface or street that would allow tracked materials or residuals of that material to enter the storm water conveyance system. Planning Commission Village on the Ponds Building C-1 Planning Case No. 04-40 November 16,2004 Page 9 UTILITIES The applicant is proposing to connect to the existing water and sanitary sewer stubs on the west side of the site. From there, the services will be extended to the building. Installation of the private utilities for the site will require pennits and inspections through the City's Building Department. Sanitary sewer and water hookup charges will be applicable for the new building. The 2004 trunk hookup charge is $1,458 per unit for sanitary sewer and $2,814 per unit for watermain. The 2004 SAC charge is $1,425 per unit. All of these charges are based on the number of SAC units calculated by the Met Council. These charges will be collected at the time of building permit issuance. Sanitary sewer and watermain hookup fees may be specially assessed against the parcel. STREETS Proposed full accesses to the site will come from existing private streets on the north and south sides of the site. No public street improvements have been proposed with this project. The proposed drive aisle width for the site must be a minimum of 26-feet. As part of the original Environmental Assessment Worksheet (EA W) for the Villages on the Ponds development, a traffic study was completed. A traffic study was also completed for the nearby Park Nicollet Clinic. Each of these previous studies stated that, at some time in the future, a 4-way stop would be required at the intersection of Great Plains BoulevardILake Drive East. Staff felt it was a good idea to now take another look at this intersection with the proposed food coop development. The new traffic study looked at traffic volume, operational analysis, and the need for additional traffic control measure at the existing intersection of Great PlainslLake Drive. The study rated the level of service (LOS) for the existing intersection. LOS is a method used to grade the overall traffic flow and vehicle operation on roadways. LOS grades range from a high grade of (A) to a low grade of (F). (Unlike education grade scales, an (E) grade LOS does exist.) The new and original traffic studies are attached. In summary, the traffic study found that the existing 2-way stop controlled intersection of Great PlainslLake Drive will operate at an acceptable LOS of D or higher with the development of the food coop site. By 2010 and full buildout of the Villages development, however, the intersection will drop to an unacceptable LOS under the 2-way stop condition. The intersection will have to be monitored as additional development occurs to detennine when the 4-way stop control is warranted. In addition, the study recommends that the northbound lanes of Great Plains Boulevard be striped and signed to better define the existing lane geometry. That is, a left- through lane and a right-turn only lane will have to be striped along with appropriate signage. Planning Commission Village on the Ponds Building C-1 Planning Case No. 04-40 November 16,2004 Page 10 WETLANDS Existing Wetlands No wetlands exist on site. LlGHTlNG/SIGNAGE The developer is proposing 25 foot light poles with one single head and two quad head shoe box style luminaries 400 watt high pressure sodium lamps as well as wall mounted fixtures at the loading dock. All lighting shall be shielded from off site views. Wall signage is proposed on the west, north and east sides of the building within a three foot wide sign band. Signage must comply with the Village on the Ponds sign standards. Separate sign permits will be required for the installation of all wall signage. RECOMMENDATION Staff 1'ß88R11ft8R80 tkftt and the Planning Commission recommend that the City Council adopt the following motion: "The PllIRRiRg C8I1U11iBBi!!R r8B8R11ftßR80 1If!\!1'B':ÐI 8f Chanhassen City Council approves Planning Case #04-40 for an 18,188 square foot commercial building with a variance from the commercial design standards to pennit less than fifty (50) percent of the first floor façade that is viewed by the public to include transparent windows and/or doors, plans prepared by Milo Architecture Group, Inc., dated October 15, 2004, subject to the following conditions: 1. The applicant shall enter into a site plan agreement with the City and provide the necessary security to guarantee erosion control, site restoration and landscaping. 2. Outlot A, Village on the Ponds 8th Addition must be replatted in to a Lot and Block configuration prior to issuance of a building permit. 3. The sidewalk in the northeast comer of the site shall be connected to the sidewalk on Lake Drive. 4. The developer shall install bicycle racks on site. 3. PHS 8Rau¡;.)~·1;:all duM. is }JrepSIHut Far 'I.~ 8ail 9ÜHRg sßall BO 881UJtfüsted 8f 11\8 hpjølr æateRal. 6. All landscape islands and peninsulas in the parking lot requiring trees must have a minimum inside width of ten feet. 7. Two overstory trees are required in the parking lot. Planning Commission Village on the Ponds Building C-1 Planning Case No. 04-40 November 16, 2004 Page 11 8. A total of seven bicolor oaks are required along Great Plains Boulevard. 9. A revised landscape plan shall be submitted to the city prior to building pennit approval. 10. The building must be protected with an automatic fire sprinkler system. 11. The building plans must be prepared and signed by design professionals licensed in the State of Minnesota. 12. An eight foot wide access aisle must be provided for one of the accessible parking locations. 13. The building owner and or their representatives shall meet with the Inspections Division to discuss plan review and pennit procedures. 14. The City's standard detail plate for silt fence installation shall be included in the construction plans. 15. Construction site access points shall be minimized to controlled access points with rock entrance and exit pads installed and maintained throughout construction. 16. All exposed soil areas shall have temporary erosion protection or permanent cover year round, according to the following table of slopes and time frames: Time Type of Slope (maximum time an area can remain unvegetated when area is Dot actively beill2 worked) Steever than 3: 1 7 Days 10:1 to 3:1 14 Days Flatter than 10: 1 21 Davs Daily scraping and sweeping of streets shall be completed anytime construction site soil, mud, silt or rock is tracked or washed onto paved surface or street that would allow tracked materials or residuals of that material to enter the storm water conveyance system. 17. All plans must be signed by a registered Civil Engineer in the State of Minnesota. 18. Show the dimensions of the new parking stalls on the site plan. The new parking stalls are required to be 9-feet wide by 18-feet long. 19. Add the latest City standard detail plate nos. 5203, 5214, 5215, 5300, 5301. JQ. Prø-:iils Ii 88ftRBOtcÎ8R èatTBBR tRe t":'-:8 eids"::alI[ B~ Glsmo iR ths RSRfl880t IJBæør 8£ tfts oito. Planning Commission Village on the Ponds Building C-1 Planning Case No. 04-40 November 16,2004 Page 12 21. On the grading/utility plan: a. City as-builts show the size of the existing sanitary service as 6-inch diameter; revise the proposed pipe size shown on the plans to comply. b. Show the proposed sanitary sewer service invert. c. Show all proposed contours. d. Show a minimum 75-foot rock construction entrance. e. Revise the size of the proposed storm sewer to be a maximum of 12-inch diameter. f. Revise the plan to show the correct elevation contours and spot elevations. 22. Installation of the private utilities for the site will require pennits and inspections through the City's Building Department. 23. The applicant must show the location/elevation of an emergency overflow point for the parking lot that is 1.5-feet lower than the proposed building elevation. 24. Storm sewer sizing calculations are required to be submitted at the time of building permit application. The proposed storm sewer must be sized for a lO-year storm event. 25. Sanitary sewer and water hookup charges will be applicable for the new building. The 2004 trunk hookup charge is $1,458 per unit for sanitary sewer and $2,814 per unit for watermain. The 2004 SAC charge is $1,425 per unit. All of these charges are based on the number of SAC units calculated by the Met Council. These charges will be collected at the time of building permit issuance. Sanitary sewer and watermain hookup fees may be specially assessed against the parcel. 26. The minimum drive aisle width required for the parking lot is 26-feet. Revise the plans to comply. 27. An NPDES permit from the MPCA must be obtained for the site grading. 28. The northbound lanes of Great Plains Boulevard, south of Lake Drive, must be striped for a left-through lane and a right-turn only lane along with appropriate signage. 29. Extend the pick up area to include the area of the two handicap stalls directly adjacent to the pick up area and relocate the handicap stalls to the south portion of the building. 30. Install a 4 way stop sign at the intersection of Great Plains Boulevard and Lake Drive. 31. Fire Marshal conditions: a. A 10 foot clear space must be maintained around fire hydrants, i.e. street lamps, trees, shrubs, bushes, Xcel Energy, Qwest, cable TV and transformer boxes. Planning Commission Village on the Ponds Building C-1 Planning Case No. 04-40 November 16,2004 Page 13 This is to ensure fire hydrants can be quickly located and safely operated by firefighters. Pursuant to Chanhassen City Ordinance #9.1. b. Yellow curbing and "No Parking Fire Lane" signs will be required. Contact the Chanhassen Fire Marshal for exact location of yellow curbing and location of signs to be installed. c. Submit utility plans to Fire Marshal for review and approval." ATTACHMENTS 1. Findings of Fact and Recommendation. 2. Development Review Application. 3. Memo from Mika Milo to Robert Generous dated 10/22/04. 4. Reduced Copy Site Plan. 5. Reduced Copy Coop Retail, Detail Site Plan. 6. Reduced Copy Coop Retail, Plan. 7. Reduced Copy Roof Plan. 8. Reduced Copy Landscape Plan. 9. Reduced Copy Building Elevations, West and North. 10. Reduced Copy Building Elevations, East and Southwest. 11. Food Coop traffic study dated November 2004. 12. Original Villages EA W traffic study dated 6/28/96. 13. Park Nicollet traffic study dated 11/13/03. 14. Affidavit of Mailing Notice, Public Hearing Notice and Mailing List. g:\plan\2004 planning cases\04-40 . village on the ponds building c~ I food coop\oitaff report bIdg cl.doc . t ! i CITY OF CHANHASSEN CARVER AND HENNEPIN COUNTIES, MINNESOTA FINDINGS OF FACT AND RECOMMENDA TION INRE: Application of VOP I, LLC for Site Plan Review with a variance from the commercial design standards to permit less than fifty (50) percent of the first floor façade that is viewed by the public to include transparent windows and/or doors. On November 16, 2004, the Chanhassen Planning Commission met at its regularly schedule meeting to consider the application of VOP I, LLC for a site plan review with a variance from the commercial design standards for the property located at the southeast comer of Lake Drive and Great Plains Boulevard. The Planning Commission conducted a public hearing on the proposed site plan was preceded by published and mailed notice. The Planning Commission heard testimony from all interested persons wishing to speak and now makes the following: FINDINGS OF FACT 1. The property is currently zoned Planned Unit Development, PUD, Mixed Use. 2. The property is guided by the Land Use Plan for Mixed Use. 3. The legal description of the property is: Outlot A, Villages on the Ponds 8th Addition to be platted as Lot 1, Block 1, Villages on the Ponds 9th Addition. 4. Site Plan Findings: 1 (1) The proposed development is consistent with the elements and objectives of the city's development guides, including the comprehensive plan, official road mapping, and other plans that may be adopted; (2) The proposed development is consistent with the site plan review requirements; (3) The proposed development is designed to be in keeping with the general appearance of the neighboring developed or developing areas; (4) The proposed development creates a harmonious relationship of building and open space with natural site features and with existing and future buildings having a visual relationship to the development; (5) The proposed development creates a functional and harmonious design for structures and site features, with special attention to the following: a. An internal sense of order for the buildings and use on the site and provision of a desirable environment for occupants, visitors and general community; b. The amount and location of open space and landscaping; c. Materials, textures, colors and details of construction as an expression of the design concept and the compatibility of the same with adjacent and neighboring structures and uses; and d. Vehicular and pedestrian circulation, including walkways, interior drives and parking in terms of location and number of access points to the public streets, width of interior drives and access points, general interior circulation, separation of pedestrian and vehicular traffic and arrangement and amount of parking. (6) The proposed development protects adjacent and neighboring properties through reasonable provision for surface water drainage, sound and sight buffers, preservation of views, light and air and those aspects of design not adequately covered by other regulations which may have substantial effects on neighboring land uses. 5. The Board of Adjustments and Appeals shall not recommend and the City Council shall not grant a variance to the design standards unless they find the following facts: a. The literal enforcement of this chapter would cause an undue hardship. Undue hardship means that the property cannot be put to reasonable use because of its size, physical surroundings, shape or topography. The use of the building requires that some areas not have windows, e.g., storage and coolers. The 2 developer is proposing a reasonable alternative, which provides additional building articulation and architectural detailing. b. The conditions upon which a petition for a variance is based are not applicable, generally, to other property within the same zoning classification. The city design standards require that buildings have SO percent windows. However, the function of a commercial-retail building requires that some areas not have openings. c. The purpose of the variation is not based upon a desire to increase the value or income potential of the parcel of land, but to facilitate the use of the site for a grocery. d. The alleged difficulty or hardship is not a self-created hardship. The use of the building for a coop grocery is pennitted in the zoning district, but the standards interfere with the operation of the store. e. The granting of the variance will not be detrimental to the public welfare or injurious to other land or improvements in the neighborhood in which the parcel is located. Development of the site will enhance the neighborhood and community. f. The proposed variation will not impair an adequate supply of light and air to adjacent property or substantially increase the congestion of the public streets or increase the danger of fire or endanger the public safety or substantially diminish or impair property values within the neighborhood. 6. The planning report #04-40 dated November 16, 2004, prepared by Robert Generous, et ai, is incorporated herein. RECOMMENDATION The Planning Commission recommends that the City Council approve the site plan review with a variance from the commercial design standards to pennit less than fifty (SO) percent transparent windows and/or doors on the first floor façade that is viewed by the public. ADOPTED by the Chanhassen Planning Commission this _ day of ,2004. 3 CHANHASSEN PLANNING COMMISSION BY: Its Chairman 4 · · i ".' · OY-4-0 .,. tml IIIIIIJI CITY OF CHANHASSEN 77110 MARKET BOULEVARD CHANHAS8EN, _ 55317 (952) 227-1100 DEVELOPMENT REVIEW APPLICATION CITY OF C REc~í'v~~SSEN OCT 1 5 2004 CHANHASSEN PLAN N/NG DEPT APPUCANT: VOf /, U... é' ADDRESS: C/O /-'òrus. RSAr...r<..J 5eevlc.f$. IIJC P.O. ';¡3S, ('jtJ.L¥/.AtSw, fiN TELEPHONE (Day lime) 9 S:;' - 9.3 </- ""5"::¡ g OWNER: [/0 P /, L L (. ADDRESS: .C,A H r: TElEPHONE: eu..........oói.e Plan MIQudou8rtl _ T e..IpOI80" Sales Permit - CorodiIioooal Use Permit Vacation 01 ROW...- ....en"".... Interim Use Permit /' Variance J(;D , - _ Nofwx ,Ifoo....'" Use Permit - Weiland M....tiuo. Permit PIè. ..ed Unit De'.. s1 ~rJU II1II ~I" Zoning Appeal - Rezcning _ Zoning 0.....108 AnIendnø1t _ SV> PenniIs _ SV> Plan RØIIiew ~ NoIiIiœtioo SV> ne; L SIe Plan Re\Iiew" (P,~ r:o -1L Escrow far Fling FeeslAItDmey eœr <;0 ~ ($50 ctJPlSPR/VN:;NMlWN>1MØÐs and Bounds, $400 Moor SUB) L StDIivision· ~o<,~ ~\~ )''JD ,.. TOTAL FEE $ I elf$' 10 13yçr A list of aU IRJpeIty owners wllhln 500 feet of the boundatle. of the poDpefty must be Included with the appIlcaIIon. .~ ~Î "~ '.i :1 , BuIdIng 1IIIIfIN1aI......+- IIIUSt be -.bo......... wIIh de plan ....... *T_~ fuR sIZII f!!!sI!!!I copies of the plane must be -.bo.1I1IW.1nc:IudIng an 8'h- X 11- reduced copy of ~foreøchplan ..... .. &cr_ wi! be required for oth« appIic:atIoM through the de.~1t co..b.1 NOTE - When multiple app/i(;aIblS are ptMeSied, the lij) .o~iaIe fee shall be charged far each application. J SCANNEll lI¡lJm MILO ARCHITECTURE GROUP, INC. URBAN PLANNING ARCHITECTURE INTERIOR DESIGN CONSULTING October 22, 2004 To: Robert Generous, Planning City of Chanhassen 690 City Center Drive P.O. Box 147 Chanhassen, MN 55317 From: Mika Milo, AlA Project: Village on the Ponds Retail Building C-1, Lot "B" Re: Project Description Narrative 1) General Disposition and Use: The proposed development consists of a 16,518sf, single story, commercial, retail building, with a small 1 ,669sf mezzanine level next to the main entry. Even though the proposed building footprint is somewhat different than originally envisioned in P.U.D., overall it is within the area assigned for the type of use, and of similar size, mass, bulk, and character, thus fully conforming to P.U.D. Master Plan. With its proposed initial use for a quality health-food store, it is an excellent, highly welcome addition to the Village, complementing adjacent developments, and contributing to retail "critical mass" and services offered for the Chanhassen community at large. 2) Circulation: The proposed building is located on Lake Drive East, facing Highway 5 and the Promenade, and is surrounded with surface parking on the North, West and South. An arrangement of driveways and parking allows for circulation flexibilities and good access or exiting. There are comfortable, wide sidewalks on all building sides that are well connected with street sidewalks as well as the Promenade and adjacent existing buildings. Main entry to the buildings is clearly emphasized and oriented towards the Promenade in a sweeping, circular motion. This is facing a small Entry Plaza that will be used for outdoor exhibits, display of products, and promotional activities of a festival nature. A small outdoor seating and eating area at the North-West corner will further enhance the "active" street image and a lively village atmosphere. Next to the main entry, there is a customer loading/pick-up area. Accessible parking stalls are located right in front of the Main Entry. Also, there is a diagonally positioned pathway connecting the Main Entry to the Promenade sidewalks, leading to the main street. The needed service/loading area is placed in the least visible corner and is further screened by a 6' high masonry wall as well as street trees and landscaping along Lake Drive. Additionally, this area is recessed within the building, thus further reducing its visibility and view exposure. 3) Mass. Bulk. and Desion Features: Even though the building will contain a single user, it has been intentionally designed to project the character of a "multi building" composition, with ever changing faces, views, materials, colors, and varied roof forms. As a result, the building wall and bulk is "reduced" to a human scale, and a harmonious integration with the rest of the Village has been achieved. A number of various articulations, colorful awnings, planters, sloped mansard roofs and parapets, signs and banners, windows, contrasting forms and materials, all together contribute to a lively and active façade treatment and add interest and identity to this village place. (All rooftop HVAC equipment is well screened behind 5·7 foot high parapets/sloped roofs.) The building materials are of high quality and include brick, block, clapboard siding, and stucco in a variety of colors and textures. All building colors are a complementary and harmonious "earth-tones" palette with accents in paint, awnings, cornices, site finishing's, etc. In conclusion, the proposed building will provide a welcome and complementary addition to the Village, both in terms of its intended use as well as ils architectural character and overall flavor. 3914 Murphy Canyon Road. Suite AI44 San Diego, California 92123 Phone: (858) 565-8485 Fax: (858) 565-8203 E-rnail: rnag@rnagarch.com il -_/¡t " --'Ii i' J ,~ ~ <Kæ~_ g ~¡"!. cæl~ !RiO / II. I @) ~i L ~ :;- z 0 .., · · - ; ~ ~ II> ~ . I I I :~ ~·/9~~~0 ~ ~ :: c c ¡ .: .. = ~ c ! CJ @ g z « :( Q ~ 1.1 um - ØI ~~ ~ ~ ¡.. h9 ~ !à:: 9 d m~Œ ~ ... ¡ ~~ ~ ~;~ ~ ~w d I . æ ~ '" t<I 00 :>11> · z ~ 0- W l- ii) .. .., c o ... .. £j c o & :!!! :> ~ ~ ~ 0 z " Ñ !:! ~ ;:" ::' W ...J < 0 '" z « -J 0- W I- CD en õ .. -J CD ~ ~ ~ ¡¡¡ g- w .. .. c CD .c ~ ...i CD .c 0 « . I- .. .., w ~ 0 cr: ... 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" ,. -. :~ ~ II c c j ¿ .. i! ~ c .. ~ (J . .. ." C o ... .. ~ - c o & ~ :> . i I" I . I' ,I i 1 j , , i ¡ î ¡ í , J.J.-,;~ i I .L tñ UJ :s: , ¡ ¡ "','" - ,- , ~ ~ ~~, r: ~../: l' ! :1' I '! , ~I _.,....~ ~ ¡ ¡ ¡ , ,- }- ,.i , u· ~'jr.' ~" ¡." O " !:1]-< I';' lut, ~nT o fll' ~~ "I.: "{j" " ,I 1" rì! ,1. :x: ~ o z ÌI ! . f Y.!h· ;g ~~C i<"'..~ , '! ~ ~'§!g .9 " .,;¡ 'I " i . 9 ... " " ,eo - ~ W ..J 4( (. rn lei) , 'Zl o - ~ ~ W ..J W s o .. " " " i ê " .. = J: " .. J: (. . .. ... " g, " J: ~ " o " "" :!! :> NOV 0 9 2004 . Villages on the Ponds Food Coop Chanhassen, Minnesota Traffic Impact Analysis CITY OF CHANHASSEN ¡;¡¡:!©~Ð%7~!O) Prepared for: City of Chanhassen ENGINEERING DEPT. November 2004 ~=n Kimley-Horn and Associates, Inc. Traffic Impact Analysis for Villages on the Ponds Food Coop Chanhassen, Minnesota Prepared for: City of Chanhassen Prepared by: Kimley-Horn and Associates, Inc 2550 University Avenue West Suite 345N St. Paul, Minnesota 55114 Phone: 651.645.4197 Fax: 651.645.5116 160511002 November 2004 ViU:J.~ on the: Ponds Food Coop 11/0S/2tJ04 Table of Contents 1.0 Introduction · · 1 2.0 Project Background · 3 2.1 Related Traffic Studies 3 2.2 Study Area 3 2.3 Existing Conditions and Traffic. 3 3.0 Traffic Generation . · · · 5 4.0 Traffic Distribution · · . 7 5.0 Projected Traffic Volumes. · · 9 5.1 Historic Traffic Growth 9 5.2 Total Traffic . 9 6.0 Traffic Analysis. · · . 12 7.0 Conclusions and Recommendations. · ·15 Appendix Villages on th.: Ponds Food Coop 11/05/2004 1.0 Introduction Kimley-Horn and Associates was retained by the City of Chanhassen to perform a traffic analysis at the intersection of Great Plains Boulevard/Lake Drive East/Pond Promenade in the City of Chanhassen, Minnesota. The purpose of this study is to investigate traffic impacts at this intersection caused by the final phase of the Villages on the Ponds development. Figure 1 illustrates the site location. Villages on the Ponds is a mixed-use development that is primarily commercial with some residential. The additional development studied as part of the report includes the following land uses: food coop, bank, retail, apartments, residential, hotel, and office. The construction and occupancy timeline of additional development is approximately 5 years or by 20 I O. As shown in Figure I, Lake Drive East/Pond Promenade runs in an approximate east/west direction and Great Plains Boulevard in an approximate north/south direction. This report has been prepared to evaluate existing conditions as well as future traffic conditions that include the proposed development. Two future scenarios were considered in this study: 2007 build-out and 20 I 0 build-out. The 2007 build-out scenario evaluates traffic conditions when only the Food Coop is completed. The 2010 build-out scenario evaluates traffic conditions when the entire project is anticipated to be completed. Assumptions regarding the study area, traffic generation, access, and traffic control were discussed with City staff prior to the completion of this analysis. Page 1 t ..c: ~ o Z - . - -¿ iI' Legend ~ -Proposed Oeve~pmenl o -SIudy Intersection ~=n Kimley-Hom and Associates, Inc. Villages on the Ponds Food Coop Chanhassen, MN Study Area FIGURE 1 , ViUages on the Ponds FooJ Coop 11/05/2004 2.0 Project Background 2.1 Related Traffic Studies Several traffic studies have been completed recently that have included the study area or developments located near the site. The original Village on the Ponds development plan was studied by BRW, Inc. in 1996. Benshoof & Associates, Inc. completed a traffic study dated November 13,2003 for the Park Nicollet Clinic, currently under construction to the northeast of the intersection of Great Plains BoulevardlLake Drive East/Pond Promenade. The primary purpose of this study is to determine if changes in land use within the Village on the Ponds development will impact the previous recommendation of an all-way stop control at the intersection of Great Plains Boulevard/ Lake Drive East. 2.2 Study Area The study area for this analysis includes the following roadways and intersections: Roadways · Great Plains Boulevard · Lake Drive EastIPond Promenade Intersections · Great Plains BoulevardlLake Drive East/Pond Promenade 2.3 Existing Conditions and Traffic The intersection of Great Plains BoulevardILake Drive East is currently two-way stop controlled, with free-flow conditions on the Great Plains Boulevard approaches to the intersection. AM and PM peak hour weekday turning movement counts were performed by Kimley-Horn and Associates, Inc. at the intersection of Great Plains Boulevard/Lake Drive East/Pond Promenade on October 27 and October 26, 2004 respectively. Figure 2 depicts existing lane geometry and traffic volumes at the intersection. In addition to turning movement counts, daily traffic volume counts were collected by the City of Chanhassen on all entering approaches to the intersection of Great Plains Boulevard and Lake Drive on October 25 and 26, 2004. The daily traffic volume data was aggregated in l5-minute intervals. Page 3 Pond Promenade J J l + <ñõM" ~~t:. '" ~ ~ ~ N ~ Pond Promenade J J l 47 (37) --1f 20(10) -+ 4(7) ~ Legend _ Traffic Volurres - Weekday AM (Weekday PM) ~=~ Kimley-Hom and Associates, Inc. ~ ¡¡; '" <:: ~ ~ '" ~ ~ 'L y- 1r -.::i > ¡¡; '" <:: .¡¡¡ ë: ~ '" ~ ~ "'-- 29189) _ 20 (24) r- 56(177) ìi( ~;¿; Q;'~!::::. ~~ ~ I.l')o:o~ Villages on the Ponds Food Coop Chanhassen, MN laKe Orive East Legend l' J: t: o z _ Existing Lane Geometry o Unsignalized IntersectiOn laKe Orive East Existing Lane Geometry and Weekday AM and PM Peak Hour Tuming Movement Volumes l' J: t: o Z FIGURE 2 v~ on th~ Ponds Food Coop 11/05/2004 3.0 Traffic Generation Traffic generation potential for the proposed development was determined using traffic generation rates published in Trip Generation (Institute of Transportation Engineers [ITE], 7th Edition, 2003). Table I sununarizes the estimated traffic generation potential for the proposed development. Table I-Proposed Development Trip Generation Weekday AM Peak Hour PM Peak Hour ITE Code Description Size Daily 'n Out Total In Out Total Commercial Comøonent 850 Supermarket 17,000 sf 1,738 34 21 55 117 113 230 912 Drive-In Bank 5,500 sf 1,356 38 30 68 126 126 252 310 Hotel 75 units 298 26 16 42 23 21 44 710 General Office Building 30.000 sf 528 63 9 72 19 93 112 710 General Office Buildina 20.000 sf 386 46 6 52 17 84 101 710 General Office Buildina 5,500 sf 143 16 2 18 14 71 85 814 SpeciallY Retail 19.000 sf 842 100 109 209 29 38 67 880 Pharmacy wlo Drive Thru 13,000 sf 1,171 34 23 57 55 55 110 Residential Comøonent 220 Apartment 45 units 421 5 21 26 27 15 42 230 Residential Condominium 40 units 295 4 21 25 19 9 28 Total New Trips 7178 366 258 624 446 625 1071 Specific information regarding the retail development is not available at this time. Trip generation for the retail portion ofthe development was completed assuming a combination of specialty retail and pharmacy w/o drive thru land uses. These land uses were selected because the ITE Trip Generation rates for these development types are based on similar sized retail facilities and are relatively common in developments similar to the Villages on the Ponds. Table 1 indicates the proposed development having the potential to generate a total of 7178 new daily trips, 624 of those occurring in the AM peak hour and 1071 occurring in the PM peak hour. Page 5 Villilgc:s on the Ponùs FooJ Coop 11/05/2004 Reductions in trip generation caused by internal, multi-purpose trips or pass-by trips were not taken into consideration for this analysis because their impact is negligible. Page 6 Villages on the Ponùs: Food Coop 11/05/2004 4.0 Traffic Distribution The directional distribution and assignment of trips generated by the Villages on the Ponds planned development is based on a review of existing and historic roadway volumes from MnlDOT, information from recent traffic studies, and from assumptions of travel patterns within the study area. Below is a list of the site traffic distribution percentage: · 20% to/from north TH 101 · 20% to/from south TH 101 · 20% to/from east TH 5 · 20% to/from west TH 5 · 10% to/from Great Plains Drive north ofTH 5 · 5% to/from east Lake Drive · 5% to/from Market Boulevard north of TH 5 Site traffic distribution is shown in FIgure 3. Page 7 Lake Drive East ~ ¡¡; '" c: ';ij ¡;:; .,¡¿ o o .., ¡¡¡ c: '¡¡j ::;: N o .,¡¿ o l' .s:: 'ê o z ~_n ~_U Kimley-Horn and Associates, Inc. I Villages on the Ponds Food Coop Chanhassen, MN FIGURE 3 Site Traffic Distribution Villagt:s on the! Ponds Food Coop 11/05/2004 5.0 Projected Traffic Volumes 5.1 Historic Traffic Growth Historic traffic growth is the increase in the volume of traffic due to usage increases and non- specific growth throughout an area. The growth rate used in the original study by BRW, Inc. in 1996 was 0.5% on Lake Drive East and 0% growth on the north and south approaches to the intersection of Great Plains Boulevard/Lake Drive East. Based on a review of the existing roadway network, historic traffic volumes, and conversations with City staff an average annual growth rate of three percent was detennined for through traffic on Great Plains Boulevard. There have been two significant land use changes adjacent to Lake Drive East. These include the addition of the new VFW and the upcoming opening of the new Park Nicollet Clinic. The traffic counts completed for this analysis include the new VFW traffic. The trips generated for the year 20 I 0 Park Nicollet Clinic development completed by Benshoof & Associates, Inc. have been added to the existing traffic volumes to obtain the portion of the background traffic that will be generated by the clinic. 5.2 Total Traffic To obtain total 2007 no build traffic volumes, existing (2004) traffic volumes were increased to account for the traffic generated by the 2010 Park Nicollet Clinic development and background growth to the through traffic on Great Plains Boulevard. Once existing volumes were increased to account for background traffic growth, all traffic generated by the Food Coop was added to develop total traffic volumes for 2007. Figure 4 illustrates weekday AM and PM peak hour 2007 turning movement volumes. To obtain total 2010 no build traffic volumes, existing (2004) traffic volumes were increased to account for the traffic generated by the 20 I 0 Park Nicollet Clinic development and background growth to the through traffic on Great Plains Boulevard. Once existing volumes were increased to account for background traffic growth, all traffic generated by the entire proposed Village on the Ponds development was added to develop total traffic volumes for 2010. Figure 5 illustrates weekday AM and PM peak hour 2010 turning movement volumes. Page 9 Site traff~ indudes on~ super marl<et trips from Table 1 that are d~tributed through the intersection Great Plains Boulevard and Lake Drive East. Legend _ PM Traffic Votumes - Background (Site) [Totaq _õ -~ ~ ;¡;~- --- -~ " ~ -- --" ao"~ ~ M _ Pond Promenade ) J l 47 (4) [51J----" 20 (0) 120,.-. 4(0)[4J~ _M N ~ N _ ""-- ô$'ô '" ~- --N ~è'Z;: Pond Promenade )Jl -g ëë VI c: ,¡¡ ¡;;: ~ "' ~ '" ~ 29(0)[29J - 20 (0) [20J ,r- 64 (2)(66) ìir i'~ ......-~ ~6';:- 5'-- ~ -" l.r.I~re -ci > ëë VI c: ,¡¡ ¡;;: ~ ro ~ '" t .<: ~ o Z La\<e Drive East Leaend __ AM Traffic Volumes - Background (Site) [Total) ~ 100 (0) [1ooJ _ 24(0)[241 ,r- 220 (6) [226J ìir e;;- M - ~ æ:~~ ê:~€ OO~;& ~=~ Kimley-Horn and Associates, Inc. 37 (19)[56J----" 10 (0) [10J- 7(0)[7J~ Villages on the Ponds Food Coop Chanhassen, MN La\<e Drive East Site traffic includes only super mar1æt trips from Table 1 that are d~tributed through the intersection Great Plains Boulevard and Lake Drive East 2007 Weekday AM and PM Peak Hour Traffic Volumes FIGURE 4 Site traffic indudes all.ite genetated trips from Table 1 that are distributed throlÇh lt1e intemction Great Ptains Boulevard and Lake Dn,e East Leaend __ PM Traffic Volumes· Background (Site) [Totall -~ - ~ ~ 0 ~ - ~ ::.==- -- - ~ ~ 0 ~ -- --0 '" N ~ ~ ~- Pond Promenade JJl -d æ '" c:: ";¡; ¡¡: '¡¡¡ ~ ~ ~ -- r- ìir ~-- .:::.~ Br~~ o~ O~- ~ ~ -0 it:I:J$re -g as '" c:: ";¡; ¡¡: ~ ~ t.? ~ -- r- ì ir ~G5" ~o §:'i:iì~ ô~;;; ~:;si" .......n ....U Kimley·HDrn and Associates, Inc. 47 (77) 1124)--...Jf 20 (S)12S¡+ 4 (0)[4J--'" .c;;"_ ~ ~ N _ N _ --- $"ô)::::: _ ~ <:> - -- --N ~ 0 _ ~ ~- Pond Promenade JJl 37 (13O)[167J--...Jf 10 (10) 120)- 7 (0) [7J---:' Villages on the Ponds Food Coop Chanhassen, MN 29(0)[291 20(7)[27) 64 (11) (75) laKe Orive East Legend Î J:: i:: o Z __ AM Traffic Volumes· 8acl<ground (Site) [TotatJ 100 (0) [1ooJ 24 (9) (331 220 (14) (234J laKe Orive East Site traff~ indudes allsita generated trips from Table 1 that are distributed throlÇh Ihe intersecbon Great Plains Boulevard and Lake Drive East 2010 Weekday AM and PM Peak Hour Traffic Volumes FIGURE 5 Vil.b.ges on cht: Pornls Food Coop 11/05/2004 6.0 Traffic Analysis Capacity analyses for the unsignalized intersection in the AM and PM peak hours (Appendix) were performed for the following scenarios: · Existing · 2007 no build · 2007 with Food Coop 2010 no build · · 20 10 with the proposed development Analyses were completed to determine the operating characteristics of the study area intersection and roadways using HCS 4.1 e, which uses methodologies contained in the 2000 Highway Capacity Manual (HCM) [TRB Special Report 209,2000]. Intersection turning movement counts were used with information about the number of lanes and traffic control to determine existing and future levels of service. Level of service (LOS) describes traffic conditions-the amount of traffic congestion-at an intersection or on a roadway. LOS ranges from A to F-A indicating a condition oflittle or no congestion and F a condition with severe congestion, unstable traffic flow, and stop-and-go conditions. For intersections, LOS is based on the average delay experienced by all traffic using the intersection during the busiest (peak) IS-minute period. LOS A through D are generally considered acceptable. Each of the aforementioned scenarios was analyzed during the weekday AM and PM peak hours. The results are presented in the follQwing summaries and supporting calculations are presented in the Appendix. This unsignalized intersection of Great Plains Boulevard/Lake Drive East currently provides the following lane geometry: · Great Plains Boulevard (southbound)--one exclusive left-turn lane, one exclusive through lane, and one exclusive right-turn lane · Great Plains Boulevard (northbound)- this approach is not striped but traffic operations observed in the field show that this approach operates as if it has one shared through and left-turn lane and one exclusive right-turn lane · Lake Drive East (westbound)--one shared through and left-turn lane and one exclusive right -turn lane · Pond Promenade (eastbound)--one shared through, right-turn, and left-turn lane Page 12 Villages on the Ponds Food Coop 11/05/2004 Table 2 shows levels of service and delay for the stopped approaches under existing (2004), 2007 no build, 2007 build out, 2010 no build, and 2010 build out conditions under two-way stopped control. Table 2-Great Plains Blvd./Lake Drive East-Two-Way Stopped Control Approach LOS Weekday AM Peak Hour LOS Weekday PM Peak Hour LOS Year (delay) (delay) Eastbound Westbound Eastbound Westbound The level of service on the stopped approaches are satisfactory for 2004, 2007 no build, 2007 build, and 2010 no build conditions but unacceptable LOS values wiil occur under the 2010 build out scenario. Analysis on an all-way stop scenario was then completed to determine if the change in intersection control was a viable mitigation measure. The HCM methodology does not provide a procedure that can be used to evaluate the existing lane geometry because there are more than two traffic lanes on the north approach. The geometry of the northbound approach was changed to a shared-through left lane and a shared-through right lane due to changes in the future traffic volumes and the modification to all-way stopped control. SimTraffic was used to analyze traffic conditions with the modification to northbound lane geometry under all-way stopped control. This microsimulation software is based on methodologies contained in the HCM, adapted for simulation purposes. Table 3 summarizes the results of this all-way stop controlled unsignalized analysis. Page 13 Villagt:s on the Ponds Food Coop 11/05/2004 Table 3-Great Plains BoulevardlLake Drive East - All-Way Stop Approach LOS Year Eastbound Westbound Northbound Southbound 2010 AM Build Out 2010 PM The results of the SimTraffic analysis indicate that under all-way stop control the intersection operates at acceptable LOS values during both 20 I 0 build out weekday peak periods. A review of the SimTraffic output shows that the 95th percentile queue experienced is anticipated to be around 100 feet for the southbound through traffic. This distance is considerably less than the actual distance between the intersections ofTH 5 and Lake Drive East (approximately 400 feet). Therefore no significant impact on the signalized intersection at TH 5/Great Plains Boulevard is anticipated. Page t4 Village::! on tht: Ponds Food Coop 11/05/2004 7.0 Conclusions and Recommendations The proposed development will increase traffic volumes at the intersection of Great Plains Boulevard and Pond Promenade. The recommendations listed below will create better traffic operations as the development is being built: . All-way stopped control is not required under the 2007 Build Out Food Coop Scenario. Under the two-way stopped control the northbound approach should be signed and striped so that the lane geometry is modified to a shared through-left and an exclusive right-turn lane. . All-way stopped control is required under the 2010 Build Out Scenario. When the all- way stopped control is installed the northbound approach should be signed and striped so that the lane geometry is modified to a shared through-left and a shared through-right to allow more through traffic to reach the stop-bar, particularly during the PM peak period. Page 15 Villages on the Ponds FO<X.i Coop 11/05/2004 Appendix Page 16 HCS2000: Unsignalized Intersections Release 4.1d TWO-WAY STOP CONTROL SUMMARY Analyst: Kim Benson Agency/co.: Kimley-Horn and Assoc., Inc. Date Performed: 10/27/2004 Analysis Time Period: Existing AM Peak Intersection: Great Plains/Lake Drive E Jurisdiction: Chanhassen Units: U. S. Customary Analysis Year: 2004 project ID: East/West Street: Pond Promenade/Lake Dr. East North/South Street: Great Plains Blvd. Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Approach Movement 1 L Volumes and Adjustments Northbound 2 3 T R Major Street: Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) Flared Approach: Lanes Configuration 56 0.90 62 2 20 0.90 22 2 o 29 0.90 32 2 Southbound 4 5 6 L T R 55 28 59 0.90 0.90 0.90 61 31 65 2 / No 1 1 1 L T R No Eastbound 10 11 12 L T R 47 20 4 0.90 0.90 0.90 52 22 4 2 2 2 0 / No / 0 1 0 LTR Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage RT Channelized? Lanes Configuration upstream Signal? 5 0.90 5 2 Undivided 65 0.90 72 244 0.90 271 o 1 LT No 1 R No Minor Street: Approach Movement Westbound 789 L T R Exists?/Storage o LT 1 1 R Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Config LT L LT R LTR v (vph) 5 61 84 32 78 C(m) (vph) 1498 1216 607 990 501 v/c 0.00 0.05 0.14 0.03 0.16 95% queue length 0.01 0.16 0.48 0.10 0.55 Control Delay 7.4 8.1 11. 9 8.8 13.5 LOS A A B A B Approach Delay 11.0 13.5 Approach LOS B B HCS2000: Unsignalized Intersections Release 4.1d TWO-WAY STOP CONTROL SUMMARY Analyst: Kim Benson Agency/Co.: Kimley-Horn and Assoc., Inc. Date Performed: 10/27/2004 Analysis Time Period: Existing PM Peak Intersection: Great Plains/Lake Drive E Jurisdiction: Chanhassen Units: U. S. Customary Analysis Year: 2004 Project ID: East/West Street: Pond Promenade/Lake Dr. East North/South Street: Great Plains Blvd. Intersection Orientation: NS Study period (hrs): 0.25 Major Street: Vehicle Approach Movement 1 L Volumes and Adjustments Northbound 2 3 T R 66 0.90 73 Southbound 4 5 6 L T R 73 60 55 0.90 0.90 0.90 81 66 61 2 / No 1 1 1 L T R NO Eastbound 10 11 12 L T R 37 10 7 0.90 0.90 0.90 41 11 7 2 2 2 0 / NO / 0 1 0 LTR Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage RT Channelized? Lanes Configuration Upstream Signal? 8 0.90 8 2 Undivided 76 0.90 84 o 1 LT . No 1 R Minor Street: Approach Movement No Westbound 7 8 9 L T R Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent G.ade (%) Flared Approach: Lanes Configuration 177 0.90 196 2 24 0.90 26 2 o 89 0.90 98 2 Exists?/Storage o LT 1 1 R Delay, Queue Length, and Level of service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Config LT L LT R LTR v (vph) 8 81 222 98 59 C(m) (vph) 1459 1423 551 989 490 v/c 0.01 0.06 0.40 0.10 0.12 95% queue length 0.02 0.18 1. 93 0.33 0.41 Control Delay 7.5 7.7 15.9 9.0 13 .4 LOS A A C A B Approach Delay 13.8 13.4 Approach LOS B B HCS2000: Unsignalized Intersections Release 4.1d TWO-WAY STOP CONTROL SUMMARY Analyst: Kim Benson Agency/Co.: Kimley-Horn and Assoc., Inc. Date Performed: 10/27/2004 Analysis Time period: 2007 No Build AM Peak Intersection: Great Plains/Lake Drive E Jurisdiction: Chanhassen Units: U. S. Customary Analysis Year: 2007 Project ID: East/West Street: Pond promenade/Lake Dr. East North/South Street: Great Plains Blvd. Intersection Orientation: NS Study period (hrs): 0.25 Major Street: Vehicle Approach Movement 1 L Volumes and Adjustments Northbound 2 3 T R 5 0.90 5 2 Undivided Southbound 4 5 6 L T R 140 30 59 0.90 0.90 0.90 155 33 65 2 / No 1 1 1 L T R No Eastbound 10 11 12 L T R 47 20 4 0.90 0.90 0.90 52 22 4 2 2 2 0 / No / 0 1 0 LTR Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage RT Channelized? Lanes Configuration Upstream Signal? 84 0.90 93 260 0.90 288 No 0 1 1 LT R No Westbound 7 8 9 L T R Minor Street: Approach Movement Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) Flared Approach: Lanes Configuration 64 0.90 71 2 20 0.90 22 2 o 29 0.90 32 2 Exists?/Storage o LT 1 1 R Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Config LT L LT R LTR v (vph) 5 155 93 32 78 C(m) (vph) 1495 1177 410 964 335 v/c 0.00 0.13 0.23 0.03 0.23 95% queue length 0.01 0.45 0.86 0.10 0.89 Control Delay 7.4 8.5 16.3 8.9 19.0 LOS A A C A C Approach Delay 14.4 19.0 Approach LOS B C HCS2000: unsignalized Intersections Release 4.1d TWO-WAY STOP CONTROL SUMMARY Analyst: Kim Benson Agency/Co.: Kimley-Horn and Assoc., Inc. Date Performed: 10/27/2004 Analysis Time period: 2007 No Build PM Peak Intersection: Great Plains/Lake Drive E Jurisdiction: Chanhassen Units: U. S. Customary Analysis Year: 2007 Project ID: East/West Street: Pond Promenade/Lake Dr. East North/South Street: Great Plains Blvd. Intersection Orientation: NS Study period (hrs): 0.25 Major Street: Vehicle Approach Movement 1 L Volumes and Adjustments Northbound 2 3 T R 78 0.90 86 Southbound 4 5 6 L T R 112 64 55 0.90 0.90 0.90 124 71 61 2 / No 1 1 1 L T R No Eastbound 10 11 12 L T R 37 10 7 0.90 0.90 0.90 41 11 7 2 2 2 0 / No / 0 1 0 LTR Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage RT Channelized? Lanes Configuration Upstream Signal? 8 0.90 8 2 Undivided 84 0.90 93 No 0 1 1 LT R No Westbound 7 8 9 L T R Minor Street: Approach Movement Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles P~rc~nt Grade (%) Flared Approach: La'nes Configuration 220 0.90 244 2 24 0.90 26 2 o 100 0.90 111 2 Exists?/Storage o LT 1 1 R Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Config LT L LT R LTR v (vph) 8 124 270 111 59 C(m) (vph) 1453 1397 460 973 398 v/c 0.01 0.09 0.59 0.11 0.15 95% queue length 0.02 0.29 3.69 0.38 0.52 Control Delay 7.5 7.8 23.4 9.2 15.6 LOS A A C A C Approach Delay 19.2 15.6 Approach LOS C C HCS2000: Unsignalized Intersections Release 4.1d TWO-WAY STOP CONTROL SUMMARY Analyst: Kim Benson Agency/Co.: Kimley-Horn and Assoc., Inc. Date Performed: 10/27/2004 Analysis Time Period: 2007 Build AM Peak (Food Coop) Intersection: Great Plains/Lake Drive E Jurisdiction: Chanhassen Units: U. s. Customary Analysis Year: 2007 Project ID: East/West Street: Pond Promenade/Lake Dr. East North/South Street: Great Plains Blvd. Intersection Orientation: NS Study period (hrs): 0.25 Major Street: Vehicle Approach Movemen t 1 L Volumes and Adjustments Northbound 2 3 T R Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage RT Channelized? Lanes Configuration Upstream Signal? 5 0.90 5 2 Undivided 94 0.90 104 261 0.90 290 Southbound 4 5 6 L T R 140 47 64 0.90 0.90 0.90 155 52 71 2 / No 1 1 1 L T R No Eastbound 10 11 12 L T R No 0 1 1 LT R No Westbound 7 8 9 L T R Minor Street: Approach Movement Volume 66 20 29 51 20 4 Peak Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 73 22 32 56 22 4 Percent Heavy Vehicles 2 2 2 2 2 2 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 1 1 0 1 0 Configuration LT R LTR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Config LT L LT R LTR v (vph) 5 155 95 32 82 C(m) (vph) 1464 1165 389 951 319 v/c 0.00 0.13 0.24 0.03 0.26 95% queue length 0.01 0.46 0.95 0.10 1. 00 Control Delay 7.5 8.6 17.2 8.9 20.1 LOS A A C A C Approach Delay 15.1 20.1 Approach LOS C C HCS2000: Unsignalized Intersections Release 4.1d TWO-WAY STOP CONTROL SUMMARY Analyst: Kim Benson Agency/Co.: Kimley-Horn and Assoc., Inc. Date Performed: 10/27/2004 Analysis Time period: 2007 Build PM Peak (Food Coop) Intersection: Great Plains/Lake Drive E Jurisdiction: Chanhassen Units: U. S. Customary Analysis Year: 2007 Project ID: East/West Street: Pond Promenade/Lake Dr. East North/South Street: Great Plains Blvd. Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Approach Movement 1 L Volumes and Adjustments Northbound 2 3 T R Major Street: Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage RT Channelized? Lanes Configuration Upstream Signal? 8 0.90 8 2 Undivided 135 0.90 150 90 0.90 100 Southbound 4 5 6 L T R 112 123 75 0.90 0.90 0.90 124 136 83 2 / No 1 1 1 L T R No Eastbound 10 11 12 L T R Minor Street: Approach Movement No 0 1 1 LT R No Westbound 7 8 9 L T R Volume 226 24 100 56 10 7 Peak Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 251 26 111 62 11 7 Percent Heavy Vehicles 2 2 2 2 2 2 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 1 1 0 1 0 Configuration LT R LTR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Config LT L LT R LTR v (vph) 8 124 277 111 80 C(m) (vph) 1350 1316 368 896 311 v/c 0.01 0.09 0.75 0.12 0.26 95% queue length 0.02 0.31 5.98 0.42 1. 00 Control Delay 7.7 8.0 39.2 9.6 20.5 LOS A A E A C Approach Delay 30.7 20.5 Approach LOS D C HCS2000: Unsignalized Intersections Release 4.1d TWO-WAY STOP CONTROL SUMMARY Analyst: Kim Benson Agency/Co.: Kimley-Horn and Assoc., Inc. Date Performed: 10/27/2004 Analysis Time Period: 2010 No Build AM peak Intersection: Great Plains/Lake Drive E Jurisdiction: Chanhassen Units: U. S. Customary Analysis Year: 2010 Project ID: East/West Street: pond promenade/Lake Dr. East North/South Street: Great Plains Blvd. Intersection Orientation: NS Study period (hrs): 0.25 Major Street: Vehicle Approach Movement 1 L Volumes and Adjustments Northbound 2 3 T R 5 0.90 5 2 Undivided Southbound 4 5 6 L T R 140 32 59 0.90 0.90 0.90 155 35 65 2 / No 1 1 1 L T R No Eastbound 10 11 12 L T R 47 20 4 0.90 0.90 0.90 52 22 4 2 2 2 0 No / 0 1 0 LTR Volume Peak-Hour Factor, PHF Hourly Flow"Rate, HFR Percent Heavy Vehicles Median Type/Storage RT Channelized? Lanes Configuration Upstream Signal? 90 0.90 100 260 0.90 288 o 1 LT No 1 R Minor Street: Approach Movement No Westbound 789 L T R Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) Flared Approach: Lanes Configuration 64 0.90 71 2 20 0.90 22 2 o 29 0.90 32 2 Exists?/Storage o LT / 1 1 R Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Config LT L LT R LTR v (vph) 5 155 93 32 78 C(m) (vph) 1493 1170 404 956 331 v/c 0.00 0.13 0.23 0.03 0.24 95% queue length 0.01 0.46 0.88 0.10 0.90 Control Delay 7.4 8.5 16.6 8.9 19.2 LOS A A C A C Approach Delay 14.6 19 .2 Approach LOS B C HCS2000: Unsignalized Intersections Release 4.1d TWO-WAY STOP CONTROL SUMMARY Analyst: Kim Benson Agency/Co.: Kimley-Horn and Assoc., Inc. Date Performed: 10/27/2004 Analysis Time period: 2010 No Build PM Peak Intersection: Great Plains/Lake Drive E Jurisdiction: Chanhassen Units: U. s. Customary Analysis Year: 2010 Project ID: East/west Street: Pond Promenade/Lake Dr. East North/South Street: Great Plains Blvd. Intersection Orientation: NS Study period (hrs): 0.25 Major Street: Vehicle Approach Movement 1 L Volumes and Northbound 2 T Adjustments 3 R Southbound 4 5 6 L T R 112 70 55 0.90 0.90 0.90 124 77 61 2 / No 1 1 1 L T R No Eastbound 10 11 12 L T R Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage RT Channelized? Lanes Configuration Upstream Signal? 8 0.90 8 2 Undivided 84 0.90 93 85 0.90 94 o 1 LT No 1 R Minor Street: Approach Movement No Westbound 7 8 9 L T R Volume 220 24 100 37 10 7 Peak Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 244 26 111 41 11 7 Percent Heavy Vehicles 2 2 2 2 2 2 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 1 1 0 1 0 Configuration LT R LTR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Config LT L LT R LTR v (vph) 8 124 270 111 59 C(m) (vph) 1446 1387 450 963 390 v/c 0.01 0.09 0.60 0.12 0.15 95% queue length 0.02 0.29 3.84 0.39 0.53 Control Delay 7.5 7.9 24.3 9.2 15.9 LOS A A C A C Approach Delay 19.9 15.9 Approach LOS C C HCS2000: Unsignalized Intersections Release 4.1d TWO-WAY STOP CONTROL SUMMARY Analyst: Kim Benson Agency/Co.: Kimley-Horn and Assoc., Inc. Date Performed: 10/27/2004 Analysis Time Period: 2010 Build AM Peak Intersection: Great Plains/Lake Drive E Jurisdiction: Chanhassen Units: U. S. Customary Analysis Year: 2010 Project ID: East/West Street: Pond Promenade/Lake Dr. East North/South Street: Great Plains Blvd. Intersection Orientation: NS Study period (hrs): 0.25 Major Street: Vehicle Approach Movement 1 L Volumes and Adjustments Northbound 2 3 T R 192 0.90 213 267 0.90 296 Southbound 4 5 6 L T R 140 183 143 0.90 0.90 0.90 155 203 158 2 / No 1 1 1 L T R No Eastbound 10 11 12 L T R 124 26 4 0.90 0.90 0.90 137 28 4 2 2 2 0 / No / 0 1 0 LTR Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage RT Channelized? Lanes Configuration Upstream Signal? 5 0.90 5 2 Undivided No 0 1 1 LT R No Westbound 7 8 9 L T R Minor Street: Approach Movement Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) Flared Approach: Lanes Configuration 75 0.90 83 2 Exists?/Storage o LT 27 0.90 30 2 o 29 0.90 32 2 1 1 R Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Config LT L LT R LTR v (vph) 5 155 113 32 169 C(m) (vph) 1198 1056 230 827 199 v/c 0.00 0.15 0.49 0.04 0.85 95% queue length 0.01 0.51 2.48 0.12 6.30 Control Delay 8.0 9.0 34.9 9.5 79.0 LOS A A D A F Approach Delay 29.3 79.0 Approach LOS D F HCS2000: unsignalized Intersections Release 4.1d TWO-WAY STOP CONTROL SUMMARY Analyst: Kim Benson Agency/Co.: Kimley-Horn and Assoc., Inc. Date Performed: 10/27/2004 Analysis Time period: 2010 Build PM Peak Intersection: Great plains/Lake Drive E Jurisdiction: Chanhassen Units: U. S. Customary Analysis Year: 2010 Project ID: East/West Street: Pond Promenade/Lake Dr. East North/South Street: Great Plains Blvd. Intersection Orientation: NS Study period (hrs): 0.25 Major Street: Vehicle Approach Movement 1 L Volumes and Adjustments Northbound 2 3 T R 354 0.90 393 Southbound 4 5 6 L T R 112 259 174 ·Q.90 0.90 0.90 124 287 193 2 / No 1 1 1 L T R No Eastbound 10 11 12 L T R 167 20 7 0.90 0.90 0.90 185 22 7 2 2 2 0 / No / 0 1 0 LTR Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy vehicles Median Type/Storage RT Channelized? Lanes Configuration Upstream Signal? 8 0.90 8 2 Undivided 105 0.90 116 o 1 LT No 1 R Minor Street: Approach Movement No Westbound 7 8 9 L T R Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) Flared Approach: Lanes Configuration 234 0.90 260 2 33 0.90 36 2 o 100 0.90 111 2 Exists?/Storage o LT 1 1 R Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Config LT L LT R LTR v (vph) 8 124 296 111 214 C(m) (vph) 1082 1056 168 656 134 v/c 0.01 0.12 1. 76 0.17 1. 60 95% queue length 0.02 0.40 21.23 0.61 15.26 Control Delay 8.4 8.9 413 .2 11.6 359.5 LOS A A F B F Approach Delay 303.7 359.5 Approach LOS F F AM AWSC 2010 Build Baseline 3: Pond Promenade & Great Plains Blvd. Performance by movement ~'! ~¡¡~"~E-"-EB""'.n-EB· ""¡""¡¡-¡s"""""'':¡<i'''''''''''R--~ÓS'f;77''"N''S'' -'s··............-S-8''"''''''''S·,... ""':--";¡'¡~µ~"T~'7?'f~"te~¡~~'â!tTjf]!~Y;r DLf;";'_~-,I !J:-,~\¡ ",¡<':;;)yvV 1L.);;:''1Y:¥Cgl~;(¡¡;.VYD \;n:;,>:L"I e'.;!--2_,t;;;~¡?'T--l'" ~;~,~~~.;) ':~,\:) )" Total Delay (hr) 0.2 0.1 0,0 0,1 0.1 0,0 0.0 0.4 0.4 0,3 0.4 0,2 DelaylVeh (sri .:5.7 7:6 2.7 7.3 10.Se'3.7' 4.5 7.3 5.17.2. 7.8,4,5 Vehicles Entered" 109 31 4 67 29 36 4 198 283 128190" 164 RNS: 78 11/8/2004 3: Pond Promenade & Great Plains Blvd. Intersection Performance (I'ffi'1i~~",,:ft;.~_~~-,'~'W~I'íIEf~'7"í3e;~i~~ Total Delay (hr) 0.2 0.3 0.8 0.9 2.2 Delaýlveh(s):,,6.0 7.0i,'>' 6.Ö 6.6 Vehicles Entered 144 132 485 482 1243 Total Network Performance .'-¥7-_"""~___'~~'~+~~_ Total Delay (hr) 2.9 [JelayÎ'Veh(s)·.,.'..,.r, iliIc ;¡~'. .,,¡¡Ai,. Vehicles Entered 1244 SimTraffic Report Page 1 kimleylvl7-ff51 AM AWSC 2010 Build Baseline Intersection: 3: Pond Promenade & Great Plains Blvd. .,..""'=-""_~~ _'¡¡"",.,'m7""""",~",~"""¡",__~_,,,·"a¡¡...-'" =~__ MO\Íement l~~:,""""<0,?",,;¡,E""i'<!"" 0':'4' ,vyB1'~,nr;;Na"li>,~"",,:,^,,-i$c>;f '''II\,$D"""",SB~'''''''",,!'''''_A RNS: 78 11/8/2004 Directions Served L TR Maximum Queue (ft) , Average Queue (It) 38 95.th Queue (ft) Link Distance (ft) 404 U¡>streamBI~Jime(%)"",,:> Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) QueuirîiiPenalty (\i,;!h) LT R LT TR T L T R 88 51 112 120 32 ' 73 69 ' 39 20 45 65 1 42 44 41 47 ,79 10 ',,' 62' '''',., 463 48 48 291 0 0 Intersection: 5: Bend ¥~~~,~~~'!'j~""'~~'"'''~ Directions Served MåximumQueue (ft):i Average Queue (It) 95th Queue'(ft) Link Distance (ft) Upstrear:nBIk:.;rime(%) ,', '",.., Queuing Penalty (veh) Storage Bay Dist (ft) , Storage Blk Time (%) QUE!uin!jPenalty (ve!}) Nework Summary !-J';!tworkwideQueuing Penfll!y:O SimTraffic Report Page 2 kimleylvl7-ff51 AM AWSC 2010 Build Baseline RNS: 91 11/8/2004 3: Pond Promenade & Great Plains Blvd. Performance by movement !1f§'¡;7f'!!l¡¡~~'''f,~ËBt~ËBJ';1i:ËBR'''~WBt''1;W~BR'ëjr'NBt~ÑB1''1JrÑB~BE';;¡¡-SB~BR Total Delay (hr) 0.2 0.0 0.0 0.1 0.1 0.0 0.0 0.4 0.4 0.3 0.4 0.1 DelaylVeh(s) '. 5,1 5.1 4.5 7.49.7 3.8 5.1 7.1 '.' 4.9 7.8 8.1 4.1 Vehicles Entered 127 26 3 57 . 31' 30 5 205 272 136 185 129 3: Pond Promenade & Great Plains Blvd. Intersection Performance ~,;1""~¡¥'1!_..:1,~·\~.tG;7;.E~"Ø'I\I !lìIB1¥'~¡¡~$6"0~~0já~~¡~~ Total Delay (hr) 0.2 0.2 0.8 0.9 2.1 Delay/Veh(s) 5.1.7.1 5,8 "6.9 Vehicles Entered 156 118 482 450 Total Network Performance ~~:t'¡'f_~~~_._~l!r~.¡;¡',~ Total Delay (hr) 2.8 Delay (Veh(s) Vehicles Entered 1208 SimTraffic Report Page 1 kimleylvl7-ff51 RNS: 91 11/8/2004 AM AWSC 2010 Build Baseline Intersection: 3: Pond Promenade & Great Plains Blvd. -~,-,. ~~t"-.¡"'''''"''.¡''-''''''~''R'_''~''''~'ó''',"''Y¡' '~'~j¡¡~~ Mòvenieí1~~ ,.' . "" '.~. 1:0",,,,,,,,0,,_,,,, o,7i'"'ê ì B'i&", 1'IDJ¡~.íI'<AJ!~SO,{~"",~""",,~S¡¡.:!ìt,,;:c ~.. .. '. , , . Directions Served L TR Maximum Queue (ft) ,68 Average Queue (ft) 38 95th Qùèue (ft) "" ',.~' :61 : Link Distance (ft) 404 Upstream Blk Time (%) '" Queuing Penalty (veh) Storagw Bay Dist (ft);:j'fo: ':::1.i:,"":; ¡ ·:.tk275::' ,N:1¡", ',: .~'It, :" . ,~,)}5:~: ' "':: '1,25, Storage Blk Time (%) 0.01 Queuing Penalty (vehL' it ", Intersection: 5: Bend -~~~ Directions Served Maximum 'Queue (ft) :!S::'.,~",), ' Average Queue (ft) 95thQueue-(ft) ',"""':$:;;~::¿~' Link Distance (ft) Upstream Blk Tinía-(%},r¡¡~'·: " Queuing Penalty (veh) Storage BaYDist (ft):,":::~:.. Storage Blk Time (%) Queuing Penalty (veh¡:::;'.:;~ Newark Summary l'JetworlSy.¡id~.QueuinQPenaity: LT R LT 50 >,'14, 41 19 46 ",68': ',,""41'" ,11 . ^,.~:"""",~'>!Ii._-_. .. ._;"^~;:,*.. .. ...., 463 48 TR T 112:'; 50' 61 2 , 94'¥' 11 ",;""',,-,-~' .. 48 291 L 10 43 65 T 90 48 13 356 R , :54- 36 : 51" kimleylvl1-ff51 SimTraffic Report Page 2 AM AWSC 2010 Build Baseline RNS:4 11/8/2004 3: Pond Promenade & Great Plains Blvd. Performance by movement ~,"1ID£~w¡~,'f",H"~"11'tE'B"~E'B""~'""R:'5W'B' "'fi:'W"'B' ''i";,t:!'W' 'B' ""''''',' ~:N'BiW~N°""~''''BR~SB~SBmS''B'R' ,', "":'~"",.'''~'';., '....l,:·,. .....'-'.~y"".:.:..,::..,'""'::.....'..'4< t,.;;,,>:_, : ¡',:.::.L',:-.CC, ,',,",' .. .. L.1""";, .. -n,:"",,, f'\:.".,'..', IL;;.'.>_>_ DI"_,.:.:"",,l'f :'.:~,: :.. ";'-:. :,,'-',....... Total Delay (hr) 0.2 0.0 0.0 0.2 0.1 0.0 0.0 0.4 0.4 0.3 0.4 0.2 Delay/Veh(s) 5.1 4.7 4] 7.0 8.8 3.6 6.4 7.0 5.01.7 8.14.6 Vehicles Eniered 124 27 2 78 26 21 3 185 279 139 184 177 3: Pond Promenade & Great Plains Blvd. Intersection Performance __¡ I_¡>1!!i,h~~1;"i~f:j~'m:'Ea1'!:~~'ft1i:W~B~~~Tófat;¡g.!¡~!;\:~~ Total Delay (hr) 0.2 0.2 0.8 0.9 2.1 Delay/Veh,(s) 5.0 6.8 5.8 Vehicles Entered 153 125 467 500 1245 Total Network Performance ~¥""'m~f?:~II'III'~ .. ~_.::. .·...:,.+.ž\!.,..1i^..H;;:'.L~... :..:."....,.' ·',C... "..,,,,,-:'ê.-,,. ..:.'.-'.:'."'-..-...-.... ..",.'....".,.. .....:,H'·. .:....,....,'... ,'3",'_ Total Delay (hr) 2.8 DelaYL\!~~(sr Vehicles Entered SimTraffic Report Page 1 kimleylvl7-ff51 AM AWSC 2010 Build Baseline Intersection: 3: Pond Promenade & Great Plains Blvd. ~mèì¡f~~~'·('_È~~g·¡'ØWB~Øe:'~N~~SB_$â~S~~ RNS:4 11/8/2004 Directions Served L TR Maximum Queue (ft) 55 Average Queue (ft) 34 95th Queue (ft) 51 Link Distance (ft) 404 Upstream BlkTime ("10)/: Queuing Penalty (veh) Storage Bay Dist(ft) Storage Blk Time (%) Queuing. Pe[)alty (veh) LT R 71 '. 87 38 20 6V 53 463 LT TR T . 7t ".:108' 42 62 1 L T 70..·.··.··70 43 43 R .' 7Z. 40 48 48 291 0.03 :.-O,~~: o 0 356 0.00 0.00 Intersection: 5: Bend ~òVèi"I:i~~~~~~ Directions Served MåximumQueue(ft) Average Queue (ft) 9pth.Queue(ft) . Link Distance (ft) Upstream Blk(J'irne.(%P0 .,,' Queuing'pénalty (veh) ~ Storagfi Bay DIst (ft),. Blk Time Nework Summary Network wicleQueuing.Penalty: 0 SimTraffic Report Page 2 kimleylvl7-ff51 AM AWSC 2010 Build Baseline RNS: 53 11/8/2004 3: Pond Promenade & Great Plains Blvd. Performance by movement ~~Z'}'l'iif!,'%'/,'S~",~_¡£e~T"ê~1:Br(ir;WBt~êW8~a¡:fJ\''}lBE~ÑBTt~I,ììB~~E!1!5'i~'$B~SB~ Total Delay (hr) 0.2 0.0 0.0 0.1 0.0 0.0 0.0 0.4 0.3 0.3 0.4 0.2 DelaylVeh (s) 5.3. 5.4 '2.6 5.5 7.8 4:1 5.4 7.0. :4.87.5' 8.1 4.1 Vehicles Entered 118 29 2 72 21 40 3 202 257 124 186 152 3: Pond Promenade & Great Plains Blvd. Intersection Performance ~h.~"?",,,,~,,,,,;~~~~fg¡+~,~~.N~SB~~ii1!~otJm~~~~ ~~~M ~ ~ ~ M ~ Delay/Veh(s) ... 5.35.7 :,26.6'6.0 Vehicles Entered 149 133 462 462 1206 Total Network Performance ~..~~':dj~~~".~~~1~·'i1~~~ Total Delay (hr) 2.7 Delay / Veh(s) .' ·'.';¡r:8.0 Vehicles Èntered . -1'205 SimTraffic Report Page 1 kimleylvl7-ff51 AM AWSC 2010 Build Baseline Intersection: 3: Pond Promenade & Great Plains Blvd. "~"~-~"":""~~ ''fW'" '_~"''''_lfi'::¡:>;"!,,.'''_''_' ..~" .._",~,,-,;-,,-"~>~,~-" Movement",,!,,.,:,,,:,,:,;:':,; , ,'it;), ' EB " ,,:.wB·~,,, WC'y',:,,:':',,,B'tiil0, ",B:,:,,,,,,!fSc',,:'i~Sc~,,,,,Sßi!¡"l!~~,'1'ðC""""'!IiJ'!!~""""'g;,,'1 Directions Served L TR L T R L T TR L T R Maximum Queue (ft) 88 54 51 7611372 89 53 Average Queue (ft) 40 35 24 45 63 42 45 36 95t~:Q!Jeue (ft) 67 '67 100 66 72 52 Link Distance (ft) 404 463 48 48 356 Upstream BlkTime("Io) Queuing Penalty (veh) 0 0 Storage Bay Dist (ft) 75 175 Storage Blk Time (%) Queuing Pe"alty (veh) , RNS: 53 11/8/2004 Nework Summary Networ,k\vide,Queuing Penalty: SimTraffic Report Page 2 kimleylvl7-ff51 AM AWSC 2010 Build Baseline RNS: 13 11/8/2004 3: Pond Promenade & Great Plains Blvd. Performance by movement ~'~~[¡1':";!'~~t""1!!Jæ'J1::;RËBR:''C~IfìBm''WEI'Þ!i''JNE!R~NE!f~'NE!r:'''~[:NB~BŒ$~B~ Total Delay (hr) 0.2 0.0 0.0 0.1 0.1 0.0 0.0 0.4 0.4 0.3 0.4 0.2 Delay lVeh (5).1' 5.3 4.5 3.4 6.5 7.8 3.9 5.6 6.7 4.7 7.2 7.4 4.3 . Vehicles Entered 133 21 5 72 32 28 6 203 276 130 179 137 3: Pond Promenade & Great Plains Blvd. Intersection Performance '~"_~J~:"'SJ~"J1~:~m:\,\,,~~~~~~NEïit~SE!~O~~ Total Delay (hr) 0.2 0.2 0.7 0.8 2.0 Delay /:v~h (5) . 5.1 6.2 6.4 5.9 Vehicles Entered 159 132 485 446 1222 Total Network Performance .~~~~.'r.'i!¡·~~~~ Total Delay (hr) 2.7 Delay D!eh (5)..;,;;+>.,,< Vehicles Entered SimTraffic Report Page 1 kimleylvl7-ff51 AM AWSC 2010 Build Baseline Intersection: 3: Pond Promenade & Great Plains Blvd. Mõ'Vêffiêrít~"~É8:~B\:'~~ifJBí~'FlB!'!W~¡¡'B5:1I~~~5B\~Sa:f1'''~ct~*~ RNS: 13 11/8/2004 Directions Served Maximum Queue(ft) Average Queue 95th Queue(ft) Link Distance (ft) Upstream BlkTirT1e(%)" Queuing Penalty (veh) Storage BaiDist(ft) I,,,, Blk Time (%) LTR 68 38 62 404 LT R LT 54 '" , 51} 117 38 21 43 55 ",~ 74 463 48 ,'C' 0:04, ";,-.,'n;r-",, >, .,-,,. o TR 92 62 '89; 48 (j.,12:~ o T 44 2 18 291 L ,70 40 "58 T , 90 43 ..··68 : 356 R 55 ' 41 62 Intersection: 5: Bend 10õíie¡j'j\~ñ'f¡II~I~II_I¡¡!!I!'illl!l'_""'7,__"t<i~ Directions Served 95th Link Distance (ft) Upstream BIk'Tinìa(%Ji'f Queuing Penalty (vêh) .., St,orage Bay Dist (ft) .. ?ft, ',;2i{~;':¡~L :t.':~:¡..;,~,.,~:.: Storage Blk Time (%) queui~~~i'Pef1'âttY',",(V~Ql_j:'t;l';': ::;:~;~Ù! !~i~r~:"i;',;.;[!::2::~¡~~::::r<\:Yl,:~-l¥':\0;,';::;· :,;;b£'~5:,t;;;~:~;,? ;;L:,~: :-~;,:~l~~:~\');-: :'~-;:_Z[T./~j11~~j11l';:; Nework Summary Network wide Queuing Penalty: 0 . ",' , ., "....... ...-- ...... ~ SimTraffic Report Page 2 t r I r t kimleylvl7-ff51 - PM AWSC 2010 Build Baseline RNS: 78 11/8/2004 3: Pond Promenade & Great Plains Blvd. Performance by movement ~'W""",n~"",,~ ....-:-~el¡:¡;~·EB· ·......."....""''''''"'''''8·· ']!<fflfi ..'.......... ·~·N~"""""""'·B...........""""""S·· ."......,"".... ~&~~:$iM1$"^'!:""},,)'Y /,,~'"'¡;,~C.Dt,,7 ,,::01', ,n;~!)','I'IDt¡;.<':'},Y\t T~}''fB",~;;;,)~B(.¡~~'f:;'' Dt¡.i~~,"II N~\',~"'Dt,,;.~~t: g;"'h~ç·SBn: Total Delay (hr) 0.4 0.1 0.0 0.8 0.1 0.2 0.0 1.0 0.2 0.3 0.9 0.3 DelayIVeh(s) 8.7 ",9.2' 7.0 12.012.4,; 7.0 7.8 9.7 6.7 9.6 11.7 5.7 Vehicles Entered 183 21 11 225 29 107 4 365 100 112 271 204 3: Pond Promenade & Great Plains Blvd. Intersection Performance ~~.~M;>'_~Jí!:~~¡\j'~~$B:\_~...-,~._.~_·.·..~,_~¡1 ¢,." T otaf Delay (hr) Delay / veh (s) Vehicles Entered 0.5 1.1 8.T . .,10.5. 215 361 4.3 1.2 1.5 .j<9.2 587 469 Total Network Performance __JI!'~""_.~""I'~,,~l Total Delay (hr) 5.3 Delay /Veh(s)., Vehicles Entered i t SimTraffic Report Page 1 kimleylvl7 -ff51 PM AWSC 2010 Build Baseline Intersection: 3: Pond Promenade & Great Plains Blvd. &tõììêiiíen~;\\~~r!!:_eB'~B:~WB~~Ñ~!f~911JI~Sj!~'~'fsß(';;'~",",,~~ RNS: 78 11/8/2004 Directions Served L TR L T R Maximum Queue (ft) " 120 205101 Average Queue (ft) 56 71 45 95thÇJuéue (ft).èè:.7:;94~.G125 . :;092 Link Distance (ft) 404 463 Upstream Blkríriré'(~)i Queuing Penalty (veh) Storagé Bay DisfCft) "."?' Storage Blk Time (%) Queuing Pel'ialty (yeh) Intersection: 5: Bend TR T L T R 118 iL;187 55 67 7 41 61 50 iCtövêmelÍ~.~ ,_, do'...·".. ',. _." '. ,.....".. .." _".. ... "_, ,_.._,', .. ,_ ,'".. _ ,_._". ........ .. Directions Served Nework Summary Network widEi(;¡ueuing Þenal~9. . ~ ~ i ., SimTraffic Report Page 2 kimleyfvl7-ff51 PM AWSC 2010 Build Baseline 3: Pond Promenade & Great Plains Blvd. Performance by movement _;¡"c!t~~:n"'~~Ë'Bl~Ë'à~ËBR:¡çWBe'W~B~~ÑB~ÑBt'.ÑIfR~SB~$s.mwsâ RNS: 91 11/8/2004 Total Delay (hr) 0.4 0.0 0.0 0.9 0.2 0.2 0.0 1.0 0.1 0.3 0.8 0.3 DeJay/Veh (s)' 8.2 9.7 3.7.. 13.4 14.2 8.7 .' 11.4 9.9 S~O ,10.2 11.17':S.3 Vehicles Entered 163 17 7 238 41 100 7 364 102 109 258' -174 3: Pond Promenade & Great Plains Blvd. Intersection Performance ~,t,._"$~·''''''I:~~\W~IÏI~~s~~.-rQ1ã~ Total Delay (hr) Delay I'!eh (sF Vehicles Entered 0.4 1.3 1.2 1.4 4.2 8.1 ..,.', 12.2 j 9.7 187 379 473 541 1580 Total Network Performance ~""~~Jt~!JIF~C~",~,..~~.~.,,,,~l~~~ Total Delay (hr) 5.2 pelay /Yeh (~)é tt.8ti. , '.. . Véhicles Entered 1582 I J SimTraffic Report Page 1 kimleylvl7 -ff51 PM AWSC 2010 Build Baseline Intersection: 3: Pond Promenade & Great Plains Blvd. RNS: 91 11/8/2004 .""~. ~~~W··ë"!!!1¡n~...............,_",,~·~,~· 1>~~~ Ivu;,ivemen~^:;. .: "'~0-; . ",:-::r:::.D~;~i: B'\T;~,Y'lD-?!r'~;ND~~~l"~"'D«~%êD~:'i}'~t1<wg;:;,,:t-_;f',S ,~', _, St:f:L' '._ __.' _ -OJ', _ " Directions Served L TR L T R L T Maximum Queue(ft) 85 210101,'112 Average Queue (ft) 50 79 49 66 95th Queue (ft)', ,'f,g,,79 ' 153·~ '93 .103 Link Distance (ft) 404 463 48 Upstream Blk. Time. (%) ,. ~ i ,., Queuing Penalty (veh) Storage Bay Disf(ft) ,. ~ . ..:..:: Storage Blk Time (%) 0.11 QueuingPenalty(vehL~ '.,t: N,i. 11.;.:,:'r~1.'..·I:-:;¡::. TR T 111 61 1 '94 U12 -",',,/}::,:}"" .,' - 48 291 L . 90 41 T R 112 60 41 ,?;;,i'<>_-;-:;'1\7i1J,~ ,',~;--, . ,,' Y,," .¡' :,_ . -', ,'~.'X"_·.'"·''' . ,'cY ..,- ;,':.,-,:17 O '-";!;·.i.:;,>' ~;, _ '-'~~\,:_,ú; ;'~~~tß~s:_';~:t:;'5:Ì i - Intersection: 5: Bend ~~.....-~~:><,~~ Directions Served Maxim4m QueÙ,e (ft): .:'!"~~~:..~~ Average Queue (ft) 95th Queue (ft}::,:2i. . .':~" '.\'. Link Distance (ft) UpstreamrBlk r¡¢é. (%)1' .: :'~;;i:::! Queuing Penalty (veh) SlorageBay Disf~ft}.·:.7.:_ '), :\.! . :!~~~'.;;(: Storage Blk Time (%) Quéuing Penajty.(veh),c" ! :~: Nework Summary Network wide QÙeuing. Penalty; 12 ._ ..... ......,....,. ·.."d·....,.., .,.......,.,_,., -:~;~~i~}$;~~ , SimTraffic Report Page 2 ~ I I t ~ kimleylvl7-ff51 PM AWSC 2010 Build Baseline 3: Pond Promenade & Great Plains Blvd. Performance by movement ~i~J!~~IËB?~~êBRIt~WB~B~B~NB~NB17FiÑB~B~B"gBR Total Delay (hr) 0.4 0.0 0.0 0.7 0.1 0.2 0.0 0.9 0.1 0.3 0.8 0.3 DelaylVeh(s)<": . 7.7 9.7 6.110.8 11.2 . 6.5 9.4 9.0 5.39:5 11.3 5.7 Vehicles Entered 179 16 6 231 30 101 4 379 101 112 270 189 RNS:4 11/8/2004 3: Pond Promenade & Great Plains Blvd. Intersection Performance ~it~t:h..IIl~_)o¡:'~~:;0.~S.~$""~,~.f!ll'8l:~ Total Delay (hr) 0.4 1.0 1.1 1.4 4.0 DelaylVeh(s> , '..7.9 9.6 ;~·;:.,~.2}: .' "9\.18;8 Vehicles Entered 201 362 484 571 1618 Total Network Performance ~~_.~~,.:~).¡\\j-~ Total Delay (hr) 4.9 Delay I Yeh;(sl:~¡;:\}:;i;;t':'j\, Vehicles Entered . r ~ ~ .' SimTraffic Report Page 1 kimleylvt7-ff51 i ~ PM AWSC 2010 Build Baseline Intersection: 3: Pond Promenade & Great Plains Blvd. M'òVéÌ'lTêP~'ë~Wmi~S,~1ii"/ílB!~'!j¡!ÑB~S;~S~Sì!!,~,§~1'I( RNS:4 11/8/2004 Directions Served L TR L T Maximum Queue (ft) ,::::)05",:111 Average Queue (ft) 50 66 95thQ 'eft )' ,'" , "'85""'98 " µeµee ,'," >'I;,:)~, ::;,;;:'~:~~;;:';;~,;;,,':\~<,;,ill:~ _:, Link Distance (ft) 404 463 Upstream BIIt}irrìè (%)~; Queuing Penalty (veh) Stòrage Bay))i!õt (fI):,c,~¡'~ . Storage Blk Time (%) QueuÍ!lQ Penalty (veh) '.:' R LT TR T 109 92 . " 109 ,45 44 56 59 2 : 80" > 79 ':' 9n:"'O .15 , ~"'d*'.. 'k.'''-"o',.. ; ."',",'.,f,,'_" .. 48 48 291 L 87 41 '98 T R " 131: . 4.75 67 47 >:~Ù,t04,,;:"~;i¡!~r;~~r:,>:~']:~~: .~ "^ li ¡. ~ ~ i: ~ kO' 356 Intersection: 5: Bend . .,.",','O" ? "'~'_~~., _""'!!III~~.=,_."""""",,,~ ',~~""ok~~""_' , . _ '_,..._Ii!II'O~~~" ,-"¡.;.:,,{. Directions Served Newark Summary Netwo~ wide Çlueuing .Penalty:.S" 't,.: '~. :'J'<:X·,:'.:- ' "·~_,·,:,,u, ' 'i~1\1W, '~:: "},;:i.'i<~i"~(::'::~_:: '. I SimTraffic Report Page 2 i ~ i, kimleylvl7-ff51 - PM AWSC 2010 Build Baseline RNS: 53 11/8/2004 3: Pond Promenade & Great Plains Blvd. Performance by movement ~{;~1"$!'~1!ifEBf~m~ËBR~WB~B~BR~B~I'l8~R.$B~11WSEîA Total Delay (hr) 0.3 0.1 0.0 0.7 0.1 0.2 0.0 1.0 0.2 0.4 0.8 0.3 Delay/Veh (s)7.0 8.9 5.2. 11.3 13,8·' 7.7' 7.9:;10;1 ···;;;.6.6/'10.1.;1;t1,9;>:5.4 Vehicles Entered 150 22 5 237 32 102 6 350 109 140 245 166 3: Pond Promenade & Great Plains Blvd. Intersection Performance ~{~~Es-¡,~~~'¡¡~ð~~~__ Total Delay (hr) 0.4 1.1 1.2 1.5 4.1 Delay / Veh(s)..; Vehicles Entered 177 371 465 551 Total Network Performance ~,,~,,~ ,.," .' . ,,-'. ;~"."" .... ._ .".... . ,.._. _. _. ", . _ 'K' . ,', . >~, ,'_ ~""'.'. .. _ .., .. . . . ..- - .-"~_. ; Total Delay (hr) 5.0 Delay I Veh (s)+ - .......'" . .',0.-, Vehicles Entered I . I SimTraffic Report Page 1 kimleyfvl7 -ff51 PM AWSC 2010 Build Baseline Intersection: 3: Pond Promenade & Great Plains Blvd. K.foVemeÀI~·'!\~¡¡;:;11t¡;::;"~~~w~~B'!4~cN¡)t""'1Z'~el"!;S8'\'\,,.vs~sl:i1<."" ~___ Directions Served L TR L T R L T TR T L T R Maximum Queue(ft) '172 -'101,;;93 '.. ,120 .;;~91 Average Queue (ft) 41 69 48 61 69' 3 45 61 42 95th Queue (ft).: . Link Distance (ft) 48 291 IJpstreamBlkTimè(%~.';. ;; .'!."'"3\';~:';' .O:13~O~16·~;¿. .~.: :.. . Queuing Penalty (veh) 0 0 Storage Bay Dist(ft} ·;·.··T; .;t.~ ?J::ê;75.:I:..:. ·:r. ':1' Storage Blk Time (%) 0.06 0.00 âueuingPenalty(veh);:f.··;,;~;;. T:.·:;;:·.1i;..:¿.~; ';t . n,}¡; RNS: 53 11/8/2004 Intersection: 5: Bend Directions Served Nework Summary Network wide Queuing Penalty: ,11 . :~'~'!~'~;':' .:;:~: ...;fr~1 , SimTraffic Report Page 2 í f f f I kimleylvl7-ff51 - PM AWSC 2010 Build Baseline RNS: 13 11/8/2004 3: Pond Promenade & Great Plains Blvd. Performance by movement ~.~~:!t~~;~EI!~EB~¡;¡f.WB~W~B~~NB~ìíí8~a~~~a~B~ Total Delay (hr) ..0.3. ..0.0 0.0 0.6 0.1.. ..... 0.2 0.0 0.8)0.2 0.3...0.6:>0.3 Delay /Veh (s) . . 6.8 .:. 8.8 4.6 9.5,.11.9",:; .6.3 7.4 8.4,)' 5.6 8.3.. .9.6..::. 5.2 Vehicles Entered 167 17 6 223 28 102 5 365 123 110 233 181 3: Pond Promenade & Great Plains Blvd. Intersection Performance ~~\~¡:~k~~/lIa~S~o~ Total Delay (hr) 0.4 0.9 1.0 1.1 3.4 Delayhveh (sr ,.. a.8:·:;e~~êi'~F Vehicles Entered 190 353 493 Total Network Performance Total Delay (hr) Delay[:\(eh{$) .f '.... ....._.·..u,. .. .. Vehicles Entered 4.3 ;~~Äk~;~~~~-~ j.j-;'-":.;,~~-ã;~fC/,~~9·0' :;:,' :;JF;,: 1559 :~:t{j}::fl~1~t:~~¡;,__ ¡[fg-jl~~::;~~;,i:':-" ';¿f»::>-« ;-,_.;;;,<.:.;,-~;.; ,j', j;trl::,:~~:-:;\£::;;f~¡%;]H~~{Xt~ ! to' k ~ SimTraffic Report Page 1 I' . l kimleyfvl7-ff51 - PM AWSC 2010 Build Baseline Intersection: 3: Pond Promenade & Great Plains Blvd. RNS: 13 11/8/2004 MóVeìnëì\~t~,·\_~W8l~We:,~~8';!1~jØ~~~~~~ Directions Served L TR L T R L T TR T L T R Maximum Qyéué(ft) 12T:i14f?.;::',55 >:93 10 167 Average Queue (ft) 46 60 37 60 62 11 95th <:!ijèªe (ft)' ,j, 83'\<97 ··~i¡:16~l . ',1.84;:;;;97 Link Distance (ft) 404 463 48 48 UpstreaÌJt"aU(Tïme' (%) 'j' Queuing Penalty (veh) Stora¡jé.BaYEîist (ft)".,.. Storage Blk Time (%) Queuir¡9g~ª'ty (veh)'" ..,. ..1 : ' ';;'::':: i5 . 0.03 0.00 ;;~~~"t.(;;;J";:~,;;-' '~,,;; ':,~~\;:' , Intersection: 5: Bend Directions Served Link Nework Summary Networ ( ~è;.Queuing Penalty. 3: .I·~t't~· . . i i f SimTraffic Report Page 2 kimleylvt7-ff51 22. Traffic. Parking spaces added~. Existing spaces (if project involves expansion) D· Estimated total A\'erage Daily Traffic (!>-DT) g~nerated~. Estimated maximum peak hour traffic generated (if known) and its timing: approximatelv 1.500 for both the AM peak (7-9:00 AM) and the PM peak (4-6:00 PM). For each affected road indicate the ADT and the directional distribution of traffic with and without the project. Pro\'ide an estimate of the impact on traffic congestion on the affected roads and describe any traffic improvements which will be necessary. Response: A traffic operations analysis of the proposed development was completed in order to document the following issues: · Identification of principal roads, highways, and intersections that wilJ be used by motor vehicles moving to or from the proposed project. · Estimates of average daily traffic volumes and peak hour traffic volumes anticipated to occur one year after the proposed project will be substantial1y complete and operational. · Identification of traffic impacts that would result given the capacity limitations of the roads, highways, and intersections and the forecast post-development traffic volumes. · Identification of mitigation measures that can be implemented to address traffic impacts. ACCESS ROADWAYS AND INTERSECTIONS Access Roadwavs ¡ , i , , , , , Local access to the proposed site is to be provided directly by Great Plains Boulevard and Trunk Highway (TH) WI/Market Boulevard and indirectly by TH 5/ Arboretum Boulevard. The project location and adjacent roadway system is shown in Figure 1. Great Plains Boulevard will act as one access to the development. In addition, five accesses are proposed off of TH 101, three accesses to the east and two accesses to the west. North of TH 5, Great Plains Boulevard is a north-south, two-lane roadway with no parking and a posted speed limit of 30 miles per hour (mph). South of TH 5, Great Plains Boulevard is proposed to be designed as a two-lane roadway with parking bays on both sides of the street and a maximum posted speed limit of 30 mph. The purpose of this section of Great Plains Boulevard will be to provide a direct route for the heaviest movements into and out of the development. ; North of TH 5, Market Boulevard is a north-south, two-lane roadway with no parking and a posted speed limit of 30 mph. For approximately 1,000 feet south of TH 5, TH 101 is a north-south, four-lane divided highway with left- and right-turn lanes before tapering into a two-lane roadway. TH 101, from TH 5 south to County State Aide Highway (CSAH) 18/Lyman Boulevard, is planned to be upgraded to a four-lane divided roadway with left- and right-turn lanes. This section of TH 101 does not allow parking and the posted speed limit is 40 mph. TH 5 is an east-west, four-lane divided highway with left- and right-turn lanes at major Intersections. Access onto TH 5 near the proposed development is excluded to major cross-streets with no driveway access. !' I Wi .....J!15 20 TH 5 does not anow parking and the posted speed limit is 55 mph. The site plan is shown on Figure 3. Regional access to the proposed site is provided east and west by TH 5 and north and south bv TH 101. TH 5 provides direct access from the southwest suburbs to 1..J9~ and the rest"of the regional road system. TH 101 provides access to TH 212 and TH 169 approximately 3 miles south of the proposed development. Access Intersections Six critical intersections were identified for analysis: · TH 5 and TH 101/Market Boulevard · TH 5 and Great Plains Boulevard · Great Plains Boulevard and Lake Drive East · TH 101 and Lake Drive West · TH 101 and Lake Drive (through development) · TH 101 and Main Street The two intersections on TH 5 are controlled by traffic signals. The remaining access intersections are proposed to be unsignalized with no control on TH 101 and Great Plains Boulevard and stop control on the minor roadways (Lake Drive and Main Street). The existing road geometries and traffic control are shown in Figure 10 and Table 3. EXISTING TRAFFIC CONDITIONS Existing traffic data is collected because the information is a key component used in the analysis of existing conditions and in producing forecast volumes. The existing data gathered includes: · The existing two-way Average Daily Traffic (ADT) volumes on TH 5, TH 101/ Market Boulevard and Great Plains Boulevard were recorded by BRW, Inc. on March 22-24, 1996. · The existing peak hour turning movement volumes and geometrics were conected by BRW, Inc. on March 23, 1996 from 6:00 to 9:00 AM and 4:00 to 6;00 PM at the following locations: (1) The intersection of TH 5 and TH 101/Market Boulevard (2) The intersection of TH 5 and Great Plains Boulevard , . The existing traffic signal timing was obtained from Mn/DOT for the AM and PM peak hours of operation at the following locations: " (1) The intersection of TH 5 and TH 101/Market Boulevard (2) The intersection of TH 5 and Great Plains Boulevard ~~ 21 - ...oJ... The resulting existing ADT volumes are documented in Figure 9 and the AM and PM peak hour turning m()vement volume? are iJI!Jstrated in Figure 11 and documented in Table 3. SITE GENERATED TRAFFIC Trip Generation The trip generation of the proposed land uses are based on national average trip generation rates from the Trip Generation R~ort. Fifth Edition published by the Institute of Transportation Engineers (ITE) in 1991. The number of daily, AM and PM peak hour trips expected to be generated by each of the proposed land uses are shown on Table 4. The proposed site includes nine areas of development and eight different land uses. The proposed plan contains 391,000 gross square feet (sf) of mixed use commercial development and 266 dwelling units. The proposed development includes: · 16,800 sf for three restaurants · 47,000 sf church · 53,000 sf elementary school · 104,500 sf of office space in six buildings · 122,500 sf of retail space in four loca tions · 106-room motel · 154 apartment units in four buildings · 112 condominium units in two buildings. The proposed development also includes an alternative land use plan. This alternative plan involves adding 13,000 sf of office space in Area 6 and replacing the 32,000 sf of office space in Area 7 with 56 condominium units. For purposes of the trip generation analysis both the proposed land use and the alternative land use were analyzed and compared. The proposed land use generated greater AM and PM peak hour volumes; therefore, the volumes gerierated by the proposed land use were used for further analysis in this report. Because of the mixture of land use types proposed for this development, some of the trips generated are expected to be internal. multi-purpose trips. The Trip Generation Manual suggests developments with a mixture of residential and commercial land uses produce the highest multi-purpose trips. Based on this information, 10 percent of the trips generated were assumed to be internal, multi-purpose trips. In addition, a number of the trips generated by the site are expected to be vehicles traveling on the adjacent roadways which utilize the convenience of the direct access to the development and make an intermediate stop even though the proposed site was not their primary destination. The Trip Generation Manual refers to these intermediate stops as "pass-by trips". The pass-by trips were not taken into consideration when developing the trip generation for the proposed development. Therefore, the site generated traffic will probably be lower than the trip generation indicates, and the analysis based on the higher trip generation will produce conservative results. ; F, , 22 - ~ II) () Œ I- W :æ o W ° C Z < 11)11) ZW 02 -:J =.... Co Z> 00:: ():J ..,°0 W~J: ....I-~ m!!l< <XW I-WII. L ...Ii... ID '" ..r'1 It) Ø) ..... ... :: " ! ~ Ii o " 11: II ° 0 .... ; ~Ij ~ ~ N S _ ~Ii r:: ~ -~ , ~ ! N CÐ -'r..... :: -¡ ! :: " I, ..: " i I: ... . Go :Z:, _ < "": In % !; i 0.. 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' II :- ì .. .. .. !! .. ! ! · · ì · , I ¡ I!=:~ · · · · ¡ I ¡ Ii: , I I 1,[ I I I I I I ¡ I · 1'1 · I · . I ""':1 I · · · · I! :: lit I · · · · ¡¡ · I': i I . I I · HI I IHHH I I I ! i I I !H! ! ! I ! 'Ii! ! ! I I I : I· I I,' ¡ , , i uul I ~~ E H! ! ~~~~~~~ , 5 5 , S ~ ~ · ~ , i , ! 1,1 , I i · " I i I i i I I I I~ , ~~~ USUU ~ ~ · ¡ UU ~ ~ ~ ~ I : i,. ! = .. . - " i I I I . ; i - . . .. ... ... ... · · , · i · ..-- : · · · ,F I - . . .................. · · I · · .. .. ... . · · · I ! g¡ - - - ! .................. I B ~ B ~j = = .-........ &~&::$::a: = B 1:$ · . . ..................... I ............ ~ su suuu s I s uu s s s S 1/ IÌ ! ~! III i UIUU ~ I··i ! ! UU "=I.='~' !. h .....#~ I ~::!':.:PI. - ., ;;,~~ , \I: :! 2 · ..¡ f I ......J I J I i 1 q - I - . . · · I · .......... · · " · I I I 1 I ( ( . I · I · J ~ I ¡; f Ii 1 â ! I If , " f ¡ r J ¡ J I I I I t I , J I I I ! -;;'"...---. n " , , > ~f JJ t: tt ,. . " u .. Ii it r I . ". ii lj I)" . : , ~ I ' ~.. . It !H · · it !H I 1 "(1 > ï " t Idi. i ¡Ujii 1 · {!hti I ilL ! r g .H. I ( dUu t ¡¡lur.1 ! I J ¡ J i , , ¡ ~ , -:351!- The development is expected to generate 14,810 vehicle trips per day, 1,520 AM peak hour trips and 1,490 PM peak hour tr!ps. Fi~ percent of the total daily trips are expected to be inbound to the development and 50 percent are expected to be outbound from the development for a total of 7,405 vehicles per day ("pd) both entering and exiting the development. The distribution of ,'ehicles in the AM peak hour is expected to be 56 percent inbound and 44 percent outbound or 855 "ehicle trips entering and 665 vehicle trips exiting. The distribution of vehicles in the PM peak hour is expected to be 48 percent inbound and 52 percent outbound or 715 vehicles entering and 775 vehicles exiting. Directional Trip Distribution The directional orientation used to distribute the site-generated trips to/from the proposed development is based on two sets of information: the existing traffic demands and the regional traffic model for the twin cities metro area. The directional trip distribution assumed for the site is shown on Figure 15. TRAFFIC FORECASTS In order to analyze the potential traffic impacts that the expected future development will have on the adjacent roadway system, traffic volumes were prepared for the forecast Year 2002 background (no-build) and post-development (build) conditions. The forecast no-build volumes consist of the existing volumes plus a background traffic growth. The forecast build volumes consist of the background volumes plus the site-generated trips for the proposed development distributed over the roadway network. Backwound Traffic Growth The background traffic growth was determined from two sets of information: by analvsis of historical traffic counts for the roadwavs in the area and from historic land dev~lopment patterns in the Chanhassen Central Business District (CBD) provided by the City staff. The ADT volumes reported on the Mn/DOT Traffic Flow Maps from 1978 to 1994 were used in combination with the 1996 ADT count conducted by BRW, Inc., to develop average annual growth rates along TH 5, TH 10l/Market Boulevard, Great Plains Boulevard and Lake Drive. These growth rates were then adjusted based on the City of Chanhassen's assessment of growth in the area. An average annual growth rate of three percent was determined for TH 5, TH 101 south of TH 5. and Lake Drive west of TH 101. A growth rate of one-half percent was used for Market Boulevard and Great Plains Boulevard, both north of TH 5, due to lack of area remaining for new development in the downtown area. A one-half percent growth rate was also used for Lake Drive east of Great Plains Boulevard. Finally, a zero percent growth rate was used for Great Plains Boulevard south of TH 5. The residential neighborhoods in the area east of Great Plains Boulevard are mostly built-out and Great Plains Boulevard will be designed to provide direct access into the proposed development. Any growth in traffic along Great Plains Boulevard will be accounted for by the site-generated traffic. i 25 ....J5S These growth rates were applied to the existing daily volumes along TH 5, TH 1011 Market Boulevard, Great Plains Boule\'ard and Lake Drive to de\'elop background growth traffic volumes. These resultŠ are shown in Figure 11 and Table 5 for the intersection turning movement volumes as Year 2002 no-build volumes. Forecast Traffic Volumes In order to analyze the potential traffic impacts that the proposed development will have on the adjacent roadway system, post-development traffic volume forecasts were prepared for the Year 2002 conditions. The forecast volumes consist of the existing volumes plus background traffic growth plus the site-generated trips for the proposed land uses. The resulting forecast Year 2002 build AM and PM peak hour turning movement volumes for the two intersections along TH 5 are illustrated in Figure 12. The existing peak hour turning movement counts were not available for the four unsignaIized access intersection; therefore, the following assumptions were made in developing the AM and PM peak hour turning movement volumes. · The AM and PM peak hour volumes were assumed to be 10 percent of the ADT on Lake Drive. · The directional distribution along Lake Drive was assumed to be a 50/50 spIit for both the AM and PM peak hours. The directional distribution along TH 101 and Great Plains Boulevard was based on the peak hour turn movements at the two TH 5 signalized intersections. The directional distribution along TH 101 was assumed to be a 40/60, northbound/ southbound spIit in the AM peak hour and a 60/40, northbound/southbound split in the PM peak hour. The directional distribution along Great Plains Boulevard was assumed to be a 60/40, northbound/southbound split for both the AM and PM peak hours. · The geometry assumed at each access entrance included a left- and right-turn lane off of the major street (TH 101 or Great Plains Boulevard) and two lanes . outbound from the development (either a left-turn lane and a right-turn lane or, where appropriate, a left-turn lane and a shared through/right-turn lane). · For the forecast build conditions at the intersection of TH 101 and Lake Drive West, the east approach from the development was assumed to provide right-in and right-out movements only. · No site generation volumes were available for the Rosemount, Inc. building which will share the west approach to the intersection of TH 101 and Lake Drive through the site as one of its accesses. Therefore, only the trip generation from the proposed development was used for this west approach only. 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III G>:I G:lCÞg ~.¡:;,- ;-;;õ G> 0 C ~ C 0 1:0" It):e c -"0 c: C'- G>oC:; e" G> ~ Co" Q.2Š E:: .. C =ca~ s== ~ -:;- 0" 0 -".:: l:G>o .2'=g co M.= 0 ..S6- G> Co ~ .. .! Q) ë;; . ~ ¡ CÞ:1 ~..;=S =6IJ c;:; .c It u- '" :!! G> E .:5- v eo o~~ ! ^ '- c:.! .. ¡¡ .. .. õ.!:l.2æ .o1i.!!~ ECCI: >0).(,,) ..- ¡;.- -..¡¡¡.¡: g § > s I! g ~.!r 41- Cþ"D ç:~ç:] ^ ø___ S-NM 0--- Z Ii ~ ~ z ,. :; - ~ .. .. ::. c: ~ " III z; .. ¡¡:; 1 c: ~ c: ,g I! ! . C) ... 'C ... III !:: !' i g i .. ¡¡ i .. ~ f .",.. Site-generated trips were assigned to the roadway system for the forecast Year 2002 build condition based on two assumptions. . -. . Vehicles using TH 5 will use the road closest to their land use, either TH 10] or Great Plains Boule\-ard, to gain access to TH 5. . When the east approach left-turn movement off of TH 5 at the Great Plains Boulevard intersection exceeds 300 vehicles in the peak hour, vehicles are expected to by-pass this intersection and turn left at the TH 101 intersection to access the development. FORECAST TRAFFIC ANALYSES Capacitv Analysis A capacity analysis is a qualitative measure of traffic flow through an intersection or along a roadway segment. The basic output from a capacity analysis is a level of service (LOS) letter grade (A through F) with LOS A representing minimal delays and no congestion, and LOS F representing substantial delays and congestion. LOS E is considered to be the actual capacity of an intersection or movement. Le\'el of service D is generally considered to be an acceptable level of traffic operations in urbanized areas during the peak traffic hours. Level of service E and F are common during peak hour conditions in urbanized areas for left-turn movements at unsignalized intersections. Capacity analyses were conducted using the traffic volumes and geometries illustrated previously in Figures 10, 11 and 12 and documented in Tables 3, 4 and 5, at the following six locations: (1) The intersection of TH 5 and TH 100/Market Boulevard (2) The intersection of TH 5 and Great Plains Boulevard (3) Great Plains Boulevard and Lake Drive East (4) TH 101 and Lake Drive West (5) TH 101 and Lake Drive (through development) (6) TH 101 and Main Street The capacity analysis of the signalized intersections used the SIGNAL94 software and the procedures documented in "Chapter 9: Signalized Intersections" of the 1994 Update to the Hi¡¡hwav Capacity Manual (HCM).The unsignalized intersections were analyzed using the procedures of "Chapter 10: Unsignalized Intersections" of the .lli:M. The existing traffic signal timings were used for the existing conditions and forecast no-build analysis and optimized timings were used in analyzing the forecast build conditions. The existing cycle length during the peak hours is 145 seconds. This cycle length was maintained for the future conditions analysis. The existing timing is set to provide as much green time as possible to the heavy east and west through movements on TH 5. By providing extra time for the major movements, the cross-street movements and the major street left-turn movements will experience more delay. A similar timing plan was used for the build conditions where extra green time was provided for the TH 5 through volumes. I 29 ....3... The results of the capacity analysis for the existing, Year 2002 no-build, and Year 2oo~ build conditions are shown in Tables 7 and 8 for the two signalized intersections and for the four unsignalized intersectionš, respeètively. The signalized intersections le\'el of service table provides the intersection level of service and intersection delay results for the AM and PM peak hours. The unsignalized intersection level of sen'ice table provides the major and minor street level of sen'Íce and delay by movements and the intersection delay results for the AM and PM peak hours. AI! four of the right-turn movements at the intersection of TH 5 and TH lOl/Market Boulevard have their own lane and a channelization island. There are also right-turn lanes and channelization islands for the east and west approach right-turn movements on TH 5 at the Great Plains Boulevard intersection. Therefore, these right-turn movements were analyzed as free right conditions which means they do not effect the signal timing operations at the intersections. The remaining two right-turn movements for the north and south approaches on Great Plains Boulevard have their own lane but do not have a channelization island. The analysis assumed that for every two vehicles turning left during the protected left-turn phase on TH 5, one vehicle would turn right-on-red from the north and south approaches on Great Plains Boulevard. The capacity analysis is an indication of how conditions are likely to be during weekday peak hours only and not at other times of the day or on weekends. The results of the signalized intersection analysis are as follows: · For the existing conditions, both intersections along TH 5 are reported to operate at LOS C in the AM and PM peak hours. · For the forecast no-build conditions, both intersections along TH 5 are expected to operate at LOS C and D in the AM and PM peak hours, respectively. · For the forecast build conditions, the intersection of TH 5 and TH 101 is expected to operate at LOS D for both the AM and PM peak hours. The intersection of TH 5 and Great Plains Boulevard is expected to operate at LOS F for both the AM and PM peak hours. When the volume approaches or exceeds the capacity for a movement the delay grows at an increased rate. Rather than report an approximation of this increased deJay, the analysis reports the movement(s) which are above capacity and does not report delay for the intersection. In order to compare the no-build and build conditions where the intersection level of service is F and no intersection delay is reported, the planning analysis from the 19851:KM was used to supplement the results of the 1994 Update to the I:KM analysis. The planning analysis is a method which provides a basic assessment relative to whether the capacity of an intersection is expected to be exceeded. The analysis sums the volume for the critical movements at an intersection. If the sum of the critical volumes is below 1,200 vehicles in the . peak hour, the intersection is expected to be under capacity. If the sum of the critical volumes is from 1,200 to 1,400 vehicles in the peak hour the intersection is expected to be near capacity. If the sum of the critical volumes is greater than 1,400 vehicles in the peak hour, then the volume is expected to exceed the capacity of the intersection. . , ~ , 30 w o :> IX W o \I.. o ..J W > W ..J Z o ¡:: o w o IX w I- ~ Q w ...!::! W..J ..J< mZ <~ 1-0 - .... ..I: I , ¡ , I I , C ~" ;:Ii :s on 0; on 0 ... ....: 0 In! ° '" 0 '" :I.... ¡; - en' ~ ... ... en: ° -, on NI 0 N ;¡ 0 E 3· o. -. "'. "\; .... "": ~! "'. Ul! ~ ~¡ ~ "'. II< 0: - -, -, - - - - - - -I - -, - - .. >, : .j - II ! " , i ¡ I ¡ , CI....~ i , : ¡ Z ¡¡; 0 _~ . .i · . . . I;; · .. . ., · . z >- ~ (J¡r '" "': .. 1;;' .. ~ '" .. ." ~ '" ~ '" z....w<:: -g ." '" "', .. ." '" '" >. õ' > CI Z Z, Z 0 C z¡ z a¡ 0 0 0 ~ ~ it ~:¡ ::> ::>i ::> Q. < .J U!1 i ! ¡ , Ii 1 I i I a: Z I' ! I I : o i i G >_1 I ",I ... ~ ~I! 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'" g 0 '" 0 0 ~I ° III -I, C 0 :!! .5 I 0 =¡ 0 0 1-, ~ N ~I N N "I N N "" Sli '5 <õ III, '" z~~ 'x · - 'x , · 0' m · iii .. 0, .. III i .. CDI .. 0" w .. '" w ~ z\ , '" ~ , Z¡ U.i >- >- I >- I >- I, I ! I .:i I' i t , , (J -':: '" ." _ 01: '" '" .!:! N u.. a;,\ 'i u.. ...\\ ñi ~ ZI! C C .... 0:, '" '" CJII CiS CiS " i: ,; .,; ] , > 2: ,; ZII ¡jj III III > 01' ~ ~ E ¡jj ¡:: '" .. CJ: ." ãi ." C wI' i C .. C ii ..' ~ ~ 151: .. .. ¡¡: ~ - iii ...:' ° ~ Z" ,- !! -Ii '" II J: :I: J: C) " ~ ~ .... I, . Ii a: " ~ O¡i ... N æ %!: !i~ N~ =~ Z .. o , :; t~>~~~ tnCl-«I,,¡ != ü··i Ii fi ¡:: 0 C' Q ~ Q II: Q... ¡. ... ... ~...~~::.. ... 0,_ z ð cz:.... .- IIJ ¡¡; i C) Z 0 -Z....... . "00 C .... '·0""- Z u 2 æ ~'N. .,..: i :5 ~ :3 « ~..- ,g ..: c..æoo-Sõ" o>u.. o"!.^ - û!1 Inæ~i ILl,: - II " " !!!~It) U v v v 0 IIJ >1'"' i! i! i! ~ ID _ c!V a:I . GI ¡¡ ^ en .1\, \t) Ion C >Uli' '::!_N..- ...1 g,! ^ ^ ^ < ¡, z < ¡I IIJ , () ",; :t oii< CD U 0 w .. ....' Ii !: ." ~ C .... .. · 0 ii " ~ '" · '" .. :I CIJ e ~ '" Q. U )( Q. " '" .. !. .2 <õ · iii .. .. - .. i ~ '" .:; " u - .. .. .9 ;: .Q. I!!!! '" · C = ~.9 ..!!! '" =acu E ~ · 8~ ~ .. '"' ;¡ ~~ b .!! · ~ š1i ii C c 5 -E ~ "II> ;¡ "'> :g Co ë 8 E .. ~ .. c :§ .. . on& ",ii '" ...:; ~.. ~ ::.~ " 0 .. ~~ <sa. " c:Q. .. '"1: -.. ¡; '" 8. c:; .. 0- .. ca Q) ._;) CJ ~wêŠ~g x . :;';'~8! .. .. . .... -g...- - ~ , -."",2 .!L~ Š :& 52 ~c..c:: E .. ~~ i j ~ .. " '" II> t.....c: ¡ ~ ~!f.g' ~ CIJ ï: - G) ~õi!~ ~ Zo...... III irj ùi -~ ~ u w ::.t:!. ~ II< ~ 5 .. TABLE . UNSIGNAUZED INTERSECTION LEVEL OF SERVICE INTIRHCTION --11TH ITIIØ'I " TRAIIPIC· moJIT _L I ....."""'" NO. 3 G,..I PIPtS Stvd. & I.AkeOtiWlEaaI ThrulSlDP 4 TH 101 & ~k. Om. VVut ThrulS"'P )4) 5 TH 101 ThrulStop & LIke Drive (Site, . TH 101 ThrulS"'P & "'''$rreet (II EØtin 1IMI!Of I- .... AM Pøk Haur POI_H_ V_ 2002 All ..... "- Noo_ y.... 2002 AM Pelk HCUI' 8..d I pOI ..... -. EJCiIùnQ AM Pelk Hour I POI ..... Hov. Year 2002 AU Pule Hour N008"'" Vn,2002 AM Pak Hour 8ui1d IPOI___. I PM P..k Hour Existing AM Puk Hour PM Pd. Hour Vo,2002 AM P..k Hour No-Build PM F'elk Hour v.., 2002 AM Pnk Hour e"ijd PM ~k Hour EJaating AM Peak Hour PM f"uk HOUf V.., 2002 AM Put Hour No-BuId I PM__H_ y.... 2002 AM PelIt Hour S...icI IP"-- 1M! LT I MRT! IM!LT WlRT WILT I WlRT 1M! LT I 1M! RT e8 LT I SB TJoVRT ! VWLT i WI THIRT! E:" ~ i 1M! Lr I \NB THIFfr ! E8 LT I SBRT \ eaLT I ESRT ElLT j EBRT ! i:~~ I .8 LT I E8RT 1M! RT I E8 LT E8RT 1M! RT I I I E8LT ESRT E8 LT E8RT Eon i E8RT I ES LT i, E8RT E8 LT ' E8 THlRT I 1M! LT 1M! THlRT __E~ LT I E8 THlRT waLT we THIRT ! I 1M! L T ¡', WlRT WILT I WlRT WILT I V'S RT V'S LT ! 'MJRT , _.8 LT \' E8 THiRT V'S LT 1M! THlRT eaLT E8 THIRT V'SLT 1M! THlRT A A 8 A A A 8 A C A 8 A C A C A 8 A C A C A "0 A o A A F A A 8.5 3.2 17.6 3.3 I 10.1 3.3 I 28.2 I 3.4 ! 21.0 I' 3.8 3,4 ' 123.3 3.8 4.4 j I T MAJOR 811tIIT (3) U!VII. Of OEUV . SØtVK:E . "1"'''-'' SBLT ""D LT 58 LT S8LT , N8LT S8LT NaLT 58 LT I I \ N8 Lr ¡ N8 LT I NIITT I N8LT NUT I N8 LT I , IS) HB IT i SaLT I NaLT I 58 LT NUT I, 58 LT HS LT ¡, 58 LT He LT ¡ 58 LT I A A A A A A A A A A A A A 8 NA NA NA NA NA NA NA NA A A A 8 NA NA NA NA A A A 8 2.8 2.e 2.8 3.0 3.2 3.2 3,4 3.7 3.2 3.5 3.5 3.8 4.7 5.0 I NA NA NA NA NA NA NA NA 3.8 4.5 .......- (3), ~ i ...... T I , i 4.8 3.0 I 5.8 3.3 , 1..7 I 3.0 1&.6 3,4 I 12.2 ¡ 3.8 \' 8.4 3.8 It ~¡ 12.2 4.5 NA NA NA NA NA NA NA NA C A E A F A F A NA NA NA NA NA NA í: I '8.8 3.3 ! 41.. 3,3 I SI.8 3,5 ¡475.8 4.2 i I HB LT SUT (3) 58 LT I I I 1 3.8 7.7 NA NA NA NA 3.7 3.8 4.1 5.4 NOTES: (I) All tour intenIl c1i= 11 .re cantroIIed with'lDØ COI1dItiDn, on the...1IwnC ......m: fnIe ~ IhrDugt'I canditiDnI an the ftOfthIsOuth Reel (2) The dnctiDn .nò movement ÎI reported. For....... VIII 1. T ìdentifies the WnIÞcuId Ieft..tum mcwwnent.. 131 The ~.... ~. ", detly ........... 1M ØWt8I ct.., in HCØI'IdI per....mcte 1Intering.. ;'.Þ.. =1' I.' (4) The moO',meMl to and Iram lhewøt~ tJlttNI ..... .ct·~11 CSOnatinc:lude lhe'tlClla.øMlforlhetriPI ~ bythll Rosernount. Inc. building_will"'" IlOo_. (5) The t'8IUItI wiIh "NA,- identIy the mowmenll Whi:h .,. nøI praent in the eJCiIting" ~ condIIionI. SOURCE: BJtW, IM........ HCS u..r""...........- ~I' \..."..............".., ~......... NA NA NA NA NA NA NA NA C A C A o 8 E ø NA NA NA NA NA NA 1-:- 1..5 U 115.8 4,4 27.5 5.1 42.4 8.8 S8lT SBLT 58 LT N8 LT 58 LT N8LT 5UT ;:1 ......V ISECNIH' 1.5 ',2 1.5 1,8 1,7 2.0 1,1 1,5 1.3 2.3 1.7 .,5 \5) 0.0 0.0 0.0 0.0 5.0 38.1 (5) 0.0 0.0 0.0 0.0 1.4 2.3 [ i - u:lUHllQU)l.WM4 f:»8!o Table 7 shows the AM and PM peak hour results of the planning analysis for the signalized intersectio~ along TH 5. ]'he results indicate: · For the existing conditions. the intersections of TH 5 and TH 101 is reported to operate under capacity in both the AM and PM peak hours. The intersection of TH 5 and Great Plains Boulevard is reported to operate under capacity in the A.\1 peak hour and near capacity in the PM peak hour. · For the no-build conditions, the intersection of TH 5 and TH 101 is expected to operate near capacity in both the AM and PM peak hours. The intersection of TH 5 and Great Plains Boulevard is expected to operate near capacity in the AM peak hour and over capacity in the PM peak hour. · For the build conditions, the intersection of TH 5 and TH 101 is expected to operate near capacity in the AM peak hour and over capacity in the PM peak hour. The intersection of TH 5 and Great Plains Boulevard is expected to operate over capacity in both the AM and PM peak hours. · The analysis indicates that in comparing the sum of the critical volumes for the AM and PM peak hours from the existing conditions to the forecast Year 2002 no- build conditions there is an increase of 13 to 17 percent. · The analysis indicates that in comparing the critical volumes for the AM and PM peak hours from the no-build to the forecast Year 2002 build conditions there is an increase of 4 to 27 percent. The planning analysis helps demonstrate that the change in operations at the intersections along TH 5 from the existing conditions are not solely due to the . additional traffic generated by the development. The background traffic growth in the area accounts for 45 to 65 percent of the traffic forecast at the two intersections along TH 5. varying by intersection during the peak hours. Even without the additional site-generated traffic in the forecast year, the volumes are expected to be near or over capacity due to the background traffic growth. Table 8 shows the results of the unsignalized intersection analysis. The analysis indicates that all of the unsignalized intersection movements currently operate at LOS C or better in both the AM and PM peak hours. For the forecast Year 2002 no-build condition, the analysis indicates that all of the intersection movements are expected to operate at LOS D or better in both the AM and PM peak hours. For the forecast Year 2002 build conditions, the analysis indicates all of the intersection movements are expected to operate at LOS D or better. with the following exceptions: · The TH WI/Lake Drive West intersection eastbound left-turn movement is expected to operate at LOS F in the PM peak hour. · The TH 101/Lake Drive (Site) intersection westbound left-turn movement is expected to operate at LOS E and F in the AM and PM peak hours, respectively. · The TH 101/Lake Drive (Site) intersection eastbound left-turn movement is expected to operate at LOS F in the PM peak hour. t ~ f 33 · The TH 101/Main Street intersection westbound left-turn movement is expected to operate at LOS.E in the PM pe¡¡k hour: The traffic for the minor street left-turn movements at the unsignaJized intersections are expected to experience some delay during the peak hour conditions. However, the intersection operations for the majority of the volume entering the unsignalized intersections are expected to operate at LOS A. This volume includes the through mo\'ement and right-turn movement volumes along the major street which are not required to stop. RECOMMENDED MITIGATION The following traffic mitigation measures are recommended based on the results of the preceding traffic capacity analysis and planning analysis. Mitigation is recommended for intersections where the volume approaches or exceeds the capacity for the current geometries. The signalized intersections of TH 5 and TH 101/Market Boulevard is expected to operate at LOS D or better which is a satisfactory condition for the peak hours of operation. The intersection of TH 5 and Great Plains Boulevard is expected to have movements which approach or exceed the capacity; therefore, different forms of mitigation including adding double left-turn lanes, channelizing free right-turn lanes or a combination of both were considered. Table 7 shows the results of the most effective and reasonable mitigation at this intersection. When the volume for a left-turn lane exceeds 300 vehicles, an additional left-turn lane should be considered. The volume for the east approach left-turn movement into the development is expected to be near or over 300 vehicles in the peak hour. The addition of a second left-turn lane for the east approach on TH 5 is recommended at the intersection of TH 5 and Great Plains Boulevard. Adding a second left-turn lane is expected to improve the conditions at the Great Plains Boulevard intersection.. , ., Another form of mitigation which should be considered at the TH 5 and Great Plains Boulevard intersection is either providing a free right for the south approach or extending the right-turn lane. This right-turn movement is expected to be heavily used by vehicles traveling east on TH 5 or north on TH 101. Although the through and left-turn movements for this south approach are low .compared to the right-turn movement, extending the right-turn lane could help prevent the right-turn queue from blocking access to the through and left-turn lanes. :~ 1 Although these mitigations are expected to improve the intersection operations, they do not improve the overall intersection level of service. The intersection is expected to operate near capacity due to the heavy through movement on TH 5. No mitigation was identified to deal with the high volumes of traffic traveling in the through movements on TH 5. The through movements on TH 5 already receive the majority of the green time at the signalized intersections and are expected to continue to do so in the future. Therefore, the mitigation discussed above is aimed at improving the conditions for the other movements at the intersections. A common form of mitigation for unsignalized intersections is to install a traffic signal. Volumes at the unsignalized intersections were compared to the Peak Hour Volume Warrant as discussed in the Minnesota Manual on Uniform Traffic Control 1\ :)': ~~ ~ , -~ J 1 1 ¡ j 009',L p.rt'-~"¡nog SU!t'1d 1t'''J~ '" OOg'Ot pI1!Að¡nog ¡¡ )[J"W '" i ¡..; f¡ ; I . = E;! 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BENSHOOF & ASSOCIATES, INC. TFlANSPORTATION ENGINEERS AND PLANN!RS 10417 -- QIl' A IIOU\.EVAAD, SUlTE1WO f HOPKINS, MN II!S4S f (9IS2) 288-1187 f F.t.X (&) 288-16'71 November 13, 2003 Refer 10 Filc: 02-77 MEMORANDUM TO: Dean Wi1Ii1lUl!lnU, Fl'I'l'~!I}Iub Companies . Duane Spiegle, Parle Nicollct Health Services Edward F. Terhaar Gr=:r-..·· FROM: RE: Revision #2 - Traffic and Parkin¡ Studies for the Proposed Park Niconet Clinic in Cbllnha."eD, MN PURPOSE The purpose of this memOl""1riuÍD is 10 pœsent our traffic and parkin¡ studies for the proposed Park Nicollct Clinic In the City of Numh....scu, Minnesota. This report represents an update to our reports dated December 20,2001, March 11,2002, and May 9, 2003. Revisions wc:rc made 10 fully account for traffic generated by the Vil1agc:s on the Ponds development Based on our discussions with the City, we have focussed our attention on the Great Plains BoulevardlLake Drive intmection. The proposed site is located 10 the south ofT.H. S, north of Lake Drive, east of Great Plains Boulevard and west of Dakota Avenue. Figure 1 shows the project location. BACKGROUND INFORMATION ProIXI.....t .1>0'\1010""'- Characteristic The proposed clinic wül be developed as desoribed below: · Current proposal- 56.000 sc¡uaxe feet ofbnl1"i"i space · Long teml expansion - the addition of24,OOO sc¡uaxe feet ofbW)d!'1g area for a total of 80,000 square feet I ~ 1_ _ ...... ,_ .J 1~.18 ŒNSIÐF & FISSOC. 952 238 1671 P. 03/14 , !UI!IIIIwu..P'" -TIt. -LA. -... -.... ~... -.... -.... _liST. s.wr.. n: CIII. -....... -... .., -_'LA. "" ULLY CT. \L!I St. .. ,~ i @ TUrrl£ "T. - N t ~ :j ~ , AI'I'~ IICAI.! -~ I o 2DIIO' FRAUENSHUH COMPANIES w~~~~ TRAFFIc STUDY FOR CHANHAsseN CUNIC PlØURI1 PROJECT LOCA11ON ~ f .- , _ '_ -LI.I- & ASSOC. 952 23B 1671 P. 04/14 . Mr. Dean William... Mr. Duane Spiegle November 13, 2003 ·3- The ......e4t site plan shows 211 on-site parkin¡ stalls. with 75 located under the b,ri ði"B and 142 surl'ace stalls. It is anticipaœd that a shan=d parking agreement will be in place with the American Leaion site which would al10wthc clinic to use SO American Legion stalls during the day. Therefore. a total of2õl pcItiug spaces would. be available for c1ìnic: use. Pbase I of the development is c.q-.'ted to be complete in 2005, with the r...."'¡1Ùn¡ phase occurring later in the future, For pmpose.o£ our study, we have assumed that the Ion¡ tcIm phase would occur in 2010. A fulJ access intersection for both the c:1inic and the American Legion is provided on Lake Drive east of Marsh Drive. A right in/out access will be provided on Great Plains Boulevm1 north of Lake Drive. The existing access for the property south ofthc clinic site will remain at its pœsent location. r:xi~Dg ConditiOUll The site bas recently been vacated. The previous American Legion building was replaced by a new buildiDg located east oftbe proposed clinic site. Access to the new Legion building is on Lake Drive east of Great Plains Boulevard. The existing intersection of Great PlaiDs BoulevardlLake Drive is IIDSÍ!P"RJ ~ with stop signs on east and west approaches. The gcomøtrics at the Great Plains Bou1evard/Lake Drive intersection are as follows: · East approach - Shaœd lane for left and through movements and a right-turD lane. · West approach - One lane shared by left tum, tbrouab. and right turn movements. · North approach - One left turn lane, one through 1aae, and one right turn lane · South approach - One lane shared by left turn, through, and right turn movements. Traffic Volumes As part oftbis current study, new turn movcmentßata was collected at the Great Plains Bou1evardlLake Street intersection. Data was co1lecœd ~ the weekclay a.m. and ~ periods on 1)'.....4", 1J-~ ~002. }'bi§ð- is presented later in thiS ~ , t I, 1 ~ " ',{ I ~ ~ 1 ¡ ~ , I J. .:> ],....],'01 BEN5I-IXF & ASSOC. 952 2313 1671 P.Ø5/14 Mr. Dean Wi)1i~-· Mr. DuIme Spicg1e -4- November 13.2003 TRAJI'J'IC FORECASTS Trip Oenmati.on The a.m. peak hour, p.m. peak hour and daily development trips have been eJrimtotNl USÜIg the Iustitute ofTransportation J:.1Igi........,. (lTB) Trip Gøerøtion. ". Edition. Table I shows the results of tile trip gmeration -m..._, Table 1 E fa CUaie Trio Geueradoa 1.1...._ r tile A.M. Peak Boar P oM. Peak Hoar Laud UI. Size ID Out ID Oat (SF\ Clinic-current sa! 56 000 82 20 42 112 Clinic-lonll term ion 80,000 155 39 79 214 ¡riD ~S!Jibution Based on the existing volumes md locations of major attractions, we obtained the fonowing trip distribution percenta¡es for trips generated by the proposed development: · 15 percent toIftom the west on T.H. 5 · 25 percent to/from the east on T.H. 5 · 10 percent toIftom the north on Cheat Plains Boulevard - 20 percent toIfrom the south on Great Plains Boulevard - 2S percel2t to/ftom the north on T.H. 101 - 5 percent to/ftom the south on Marsh Drive and Hidden Lane (combined) The distribution percentages listed above were used to dc:terJDÍœ the development volumes at the Great Plains Boulevard/La:kc Drive intersection. ~ Weekdaya.m. and p.m. peak hour traffic volumes have been developed for the Great Plains BoulevardJLake Street intersection for each year corresponding to a phase of the development (2005 aDd 2010). AU of the future volume scenarios include the traffic: eencratcd by the proposed clinic. thc new American Legion b1ú1tfl,,¡. and other dcve10pæcnt in the area. Infonuation provided by the City was used to detcnDine the amoUllt oftraftic added by the nearby Vitl"V" on the Ponds development. Table 2 shows the traffic volumes for existing. 2ooS. and 2010. . . , ~ i 1_ ...., ~ 1...,.19 æN5HXF & ASSOC. 952 238 1671 P.Ø6/14 Mr. Dean Wl11I.....!Inh Mr. Dwme Spieale -5- Novanbet 13, 2003 SCENARIO A.M. PE.UCBOtJR VOL11MES EDL EDT £DR WBL WBT WBR NBL NBT NBR SBL SBT SBR Existina 51 24 10 71 18 36 8 77 206 44 39 57 2005 without Clinic 53 2S 10 78 19 43 8 227 217 59 169 59 2004 with CliDic S3 25 10 83 19 43 8 238 228 114 169 59 2010 wI1I1out Clinic 55 26 11 82 19 4S 9 277 227 62 214 62 2010 with Clinic SS 26 11 90 19 45 9 292 243 147 214 62 SCENARIO P oM. PEAle II01JR VOLUMES ~ EBL EDT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 46 12 8 148 27 57 7 3S 77 86 58 49 2005 witbopt Clinic 47 12 8 157 28 70 7 208 86 105 238 SO 2004 with Clinic 47 12 8 187 28 70 7 213 92 133 238 SO 2010 without Clinic SO 13 9 165 29 73 8 260 90 109 298 S3 2010 with Clinic SO 13 9 208 29 84 8 268 98 148 298 S3 Table 2 Weekday A.M. aDd P oM. Peak H01U' VoImDes at the Great P.Iaiu Bo~ Drive Iøœnecdou . ~ I', ¡ ... ,_ e::Ii 1.,-.:, SEN5HJCF & ASSOC. 952 238 1671 P.Ø?/14 Mr. Dean wm......._. Mr. DuIIzIe Spic¡le -6- November 13, 2003 TRAmC ANALYSIS Level of Service Cçacity analyses were perfonned using the znethodolo¡ies pr~ In the Hi¡hway Capacity Manual for each oftbe three scenarios described earlier. Table 3 shows the results oftbe traffic aualysis. Capacity analysis results are ptœcnted in tetms ofleveJ of service (LOS), which t8I1P ftom A to F. Level of service A íep¡o)SCQts the best intcrscction u~.aion. with very little delay for each vehicle using the intersection. Level of service F represents the worst íntcrsection operatioD, with excessive delay. In most ÏI1stIID~es, level of service D or better is CODSidemi acceptable in urban areas. For analysis purposes, the existing geometries and traffic control were assumed for all three scenarios. Table 3 presentS the capacity analysis resultl. Table 3 Weekday Peak Hoar Levels of Service at Gnat PWU BoaJevard/Lake Drive IDtel'HCtion with~ ... Geometries IIIId Two-Wav StuD CODtroJ SCENARIO A.M. PEAK HOUR LEVEL OF SERVICE EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Existlnll B B A B B A A A A A A A 2005 witbout Clinic C C A C C A A A A A. A A 2005 with Clinic D D A D D A A A A A A A 2010 without Clinic C C A C C A A A A A A A 2010 with Clinic E E A E E A A A A A A A SCENAIUO P.M. PEAKHOtJR LEVEL OF SERVICE EBL EST EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR ExÎstinll B B A B B A A A A A A A 200S without Clinic C C A D D A A A A A A A 200S with Cliniç C C A D D D A A A A A A 2010 witbout Clinic D D A F F A A A A A A A 2010 with Cliniç D D A F F F A A A A A A & shown in Table 3, all movements at the Great Plains BoulevardlLakc Drive intersection operate at level of service D or better dUI'ÙI¡ all 2005 scenarios. UDder the 2010 sceaarios, the eastbotmd and westbound mO".fI9t$ cxperiImce unacceptable levels of servícc both without and with the proposed clinic. This indicatcB that while the proposed clinic does add traffic to the iDœraectIon, it is not the sole reason for the changes In level of service. In this case, the considerable through traffic added on Great PIaus Boulevard by the Vi.\Jages 011 the Pond development also plays a lDIIjor role in the level of service cbauaes. The next form oftraftic control cobSidered.1br this intm_1Ïon is all-way stDp CODlrol. All-way stop COJùroI works well at ........lions with moderaœ oveii]I traffic volumes. This form of control wu analyzccl ......_;.. no cbau¡es to the exïstiDg roødway geometries for the 2010 SCCDarios. Thuesults are shown in Table 4. ~ I If ! f . ·. ". ~ & A551JC. 952 238 1671 P.a3/14 Mr. Dean W11Ii--., Mr. Dwme Sp.iegle ·7- November 13,2003 Table 4 Weekday Peak Bour LcvcJs of Service at Great PlaiD. BoukvardlLake Drive IDtenectioD with . Geometria aacJ AD-W- Stan Coatrol SCENAlUO A.M. PEAXB Dim LEVEL OF SERVICE EBL EBT 88R WBL WBT WHR NBL NBT NBR SBL SBT SBR 2010 witbout Clinic B B B B B B B B B B B B 2010 with Clinic B B B B B B C B B B B B SCENARIO PM. PEAKBOUB. LEVEL OJ SERVICE EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 2010 without Clinic B B B C B B C B B B C B 20 I 0 with Clinic B B B C B B C B B B C B ,'" As shown in Table 4, all mov~~ts will 'V"'".. at-acceptable.Jeve1s-o~. / - Of' - way stol'J:antrol. Therefore, we teC(lmmi'1Dd that Ìùtt;.$oÇtion operations be monitored as fife -aïœ develops to determine when all-way stop control shou1d be insta1led. "-'" A""-~ Location on Great Plajl''' ~ As described earlier, a ri¡ht in/out I1CCc:SS will be provided on Great Plains Boulevard between Lake Drive and T.H. S. Based on observations at the site, we recommend that the right in/oU1 access be located no farther north than the fomm American Legion access due to vehicle qucuc:s on Grcat Plains Boulevard at T.R. S, MnIDOT staff reviewed and apptoVed the access as proposed in March, 2002. Recent discussions witb MuIDOT staff indicate that the former American Legion access location would be acceptable for the proposed right in/out access. ODerations at the Ri~ Out ÁC"-- Points Using the volumes shown in Figure 1 and existing geometries and intersection control, capacity analyses were pezformed usin¡ the mathodolo¡ies !A's nt~ in the Highway Capacity Manual. Capacity analysis results are pœsented in terms of level of service (LOS), which range :ãom A to F. Level of service A d)~ the best intcrscc:tion openùÌon, with very little delay for each vehicle using the intersection. Level of service F represents the worst intw...."Ûon operation, with oxcellsive delay. Under all scenarios. aIllDOVl!lDeDtS at both right inIrigbt out access points operate at level of service B or better during both the a.m. and p.m. peak periods. 'J'heœfore, both access poÚltS will (,~cáè at açœptable leve1s of service. Another fàctor that was considered in the analysis of these access pohrts was the impact of northbound vcbicJes queued on Great Plans Boulevard at T.H. S. Observations were made at the site during1he a.m. IIIId p.m. peak periods on several weekdays. Durin¡ 1bese observations, the vehicle queues œver ~'"" far c:nou¡h south to impact either acœss poiDt. ~ ¡ ~ t t ,__ .A.Jt'¡s,I~. 952 23B 1671 P.09/14 Mr. DeIø. WWj'Vl3~- Mr. Duane Spiegle -8- Novem1!er 13, 2003 Tho spa";"g between the two access poÏDtll was also rmewœ. Measuremen1s at the site ind;~ the two access points are approximately 7S feet apart. This ~g exceeds the m;";mum 51"'r.!ng reconlm~..Q by the Instituœ ofTømsportstion En¡inccrs. 0f ¡ _ f'!" '-- ;;\"" r (;.I' 0((' Based on the points described above, we expect that both right Wright out access poÏDtll will be able to adequately IICCOJDIßOChItc tile forccøsted traffic volumes. N-' for T?tfic Sìønat Control at the Great PlaIDs BoulevardlLake Drive Intersection We compared the forecasted volumes to the peak hour traffic sigDa! W81Ta11t requirement as presented in the M!nnO!Q()t,a Manual on Traffic Control Devices (MMUTCD). The peak hour warrant if one of eight warrants used to detoonn;.... if an intersection should be considered for sigDa! control. In this case we were able to c:heclc the peak hour warrant against the existing, 2005, and 2010 volumes as pre9'"Dfw1 in this report. The comparison showed that none oftbe forecasted volumes meet the required volume level. Based on the acceptable level of servicc with intersection control descnõed above and volume levels below the peak hour warrant requirement, it is our opinion that a traffic signal will not be DeCeSSB.Iy at this iDicrsection. ~ I . ·.. .... ~¡s,~. 952 238 1671 P. 10/14 Mr. Dean wn¡;"",,,,,, Mr. Dwme SpiegIe -9- November 13,2003 PARKING ANALYSIS J3lcimm¥ conditiOllS In OMer to completely understand the p"rldng c:haracœristics of each proposed use, we coJ1cçœd parking usage iJIformation at compaœblc: sites. Data was collected at the new American Legion building in C1-....¡,.- aDd at two Park Nicollet clinics in the metro area. Data at the American Legion was colJec:ted on Friday, Fcbruazy 7, 2003, ftom 11 a.m. to 2 p.m. T/ûs time period was chosen for the Americ:an Le¡ion site because it includes the busy lunch time rush ønd it Icpl..s.wts a busy time for the proposed clinic. A Friday was chosen becl'1'9" It represents a busier than usual day for the American Legion and a typical day for the clinic. The data for the American Legion is shown in Table 4. Table 4 ExiItiug Parkin DemaDð at the New Aaaeriean LegiOD American 11 Tune Number of vehicles 11:00 am 23 11:15 am 25 11 :30 8111 28 11 :45 am 29 12:00 35 12:15 44 12:30 50 .' 12:45 47 1 :00 45 1:15 36 1:30 31 1:45 25 2:00 28 - ,i The: new Anlcrlcan Legion site has Ap¢O"imD1Ply 115 on-site pari:in¡ spaces. Out survey showed that during the lunch time period, a lDIIXÌn1um of SO spaces WCl'C used, which aUows opportunity for some ofthc available spaces to be used by clinic patrons. Parking survey data was also collected at two Park N'1COl!et clinic sites. Data was collected at the clinics in BumsvilIe and Múmetonka in Deœmber. 2002. The MínuetoDka clinic surveyed is Jœown as the Carlson clinic. Data at the BumsviIle clinic was co1lc:cted on Tuesday, December 3, 2002, ønd ibe data for the Carlson elinic was collected on Thursday, December 5, 2002. These clinics WCle chosen !'-#use they ."p.l.ðSeùt a good comparison the expected uses and size of the proposed clinic. Data was co1lec:tcd on typical weeJcdays to captwe uftnQel cJInjc use characteristics. The data collected is SUIIII12aI'i=d in the followiD¡ two tables. ) 3 , ª j 1 I . ~ *~.....J. ~ & ASSOC. 952 238 1671 P.11/14 ~ ~ ~ q,.s O~ ca O.s~ ;; Q Oo~ 'I I ] O~ '5 z c .( j l CÎ' O.6~ . ... :! m Oo~ .of '> .. . Ift~ i O~ elD Z .t.( :A Is .. O~ ~... '3 c:: III ;( 0 ~.( :: I ¡ ~ .5 ~ ~ I g oOqp fØ 8 ~ 8 o 8 :5 g Q I ! II) 'It CO) ~ N .- ,.. p.)I.I~ tte 1I qtIA . II. A. · j ... ! Ii ~~-~f-f~~~-~~~-C~~~~~~~~~~~e~~' ; ~~ ~~~~i~i;~¡~~~~~;~~~~~~~~!;~~~~~ .. If/. 1t~il ~11 ~~~~~~i~mlll~~~!!¡I~~I!I~!~!;a~ t i J ¡ i~;§g¡I~!~~!g~!~~¡~~!I~~!~!i§~§ I i . 1.....: ~.... a - i u .. ¡ ~ A. 'ii' .w. i r:: .Ii ::E - 10 r:: 1° -! ..... u .. oS ... c ... ~ ... II Ë i oS r:: - 1 to ~ . ::I I fI) ell I .. ~ i 11 .. "" toe II ~jl ,., = 3 j '15 S ~ 8. ASSOC. . lJ / . . \ ) ~ . 1'- .. ~ ~ ~ ~ ~ ~ ~ g = peJI.Iltd Ø =»I&(M 952 238 1671 P. 12/14 '4, O~ ""'..& ~ O~ ~~ 'b~ ¡ "e"; '15 " . O.lS~ ! " ~ O~ "" ~" 000" °è is' O~ 'b,p ~~~~~~~~~~~~~~~~~~c~~~~~~~~~~~~ ~~¡m~~~~æ~~2.ilæee~~~~œ~lm~~~~~ 2Si~¡.img~mi~~~æ~Sli¡Z$æ~~oæ~~~ ~~~~~P~~~~~~~p~~p~~~~p~~~~ ~ ~~i§I¡~mi~~~~~!!~!¡~!i~~j8¡§m!~ , I ¿ _¿ , _...>Hl.U- 8, AS5IJC. 9S2 23B 1671 P.13/14 Mr. Dean WilliAm"",. Mr. Duaœ Spiegle -12- NOVCIJ1ber 13,2003 As shown in the 1ablcs, the BurøsviJle clUúc parking ð8"1Afttf peaked in the moming, decreased durin¡ the DOOJ1 hour, 8Dd t:ben increaøed during the afb:mooJl. A similllr pattern was sean at the Carlson clinic, with the ac:tuaJ peaIc 0CCI11'.IiD& in the ~oon. Futme P~r n..m_tf Parkin¡ ð"""~d calculations were perfomIed for the 11 a.m. to 2 p.m. time period on a typical weekday. This period was chollCl1 because it will t~l>.lsent a busy time for both the American Legion and the clinic. During the moming hours before 11 a.m., the American Legion site is not busy wbile the clinic site is quite active. The opposite is true for the evœing hours, when the American Legion is busy and the clinic is quiet. The Bumsville clinic is 93,629 square feet in size. The peak parkin¡ dL'!n1¡tnd 0£341 spaces, which occurred at 10 a.m., equates to a parking m.mAftd of3.64 spaces per 1,000 square feet of building area. The Carlson clinic is 45,294 square feet in size. The peak parlci.ng demand of 168 spaces, which occurred at 2 p.m., equates to a parking dAm",,,1 of 3.71 spaces per 1,000 square feet ofbuilding area. The surveyed parking <J.....and ratios are very similar for the two clinics. To be on the conservative side. we used the bígher ratio to estimate the future pRTlri"g d..."ANI for the proposed clinic. The estiU>mM peak pariång demand for each phase of the clinic development is shown in Table 7. Table 7 Weekdav Peak P DemaDd lor the Pro CJbùe Phue SIze (Iq. It) PIIIIk Pu1dø¡ Deøwld .; t. y? ~ 1 '- ....., Clinic-current sa! 56 000' "'208 Clinic-Ionll tenn on 80.000 A297 5paCas '-~C' x ..!/" 3. Futu~ f»wnrr n..m.....d Verses pub'... ~ SUDDly Based on the current site plan, the clinic site will have 217 on-site parlcin¡ spaces. We have also asswncd that SO spaces on the American Legion site will be available for clinic patrons during the day. Therefore. a total of267 perking spaces would be available for cfuùc use. For parldng calculations, the total avaUablc supply-' iifreaüëed bv 5 pcrœnt. ì resulting in the total effective supply. The effective supply takes into account parking incfticicncics due to space turnover, two spaces occapied by one vehicle, spaces occupied by things other than vehicles (c.g. snow), haDdicap spaces not used, etc. 'l'bcrdore, the cfœctive supply available for the clinic is 2S4.spaocs. Comparin¡ this to the peak parkjn¡ d......""" I1I.m1bcQ shown in Table 7, thc current proposal (56,000 square feet) sc:cnario can be IC""......od:ated on sire. The parldng Mnu...d for the long term expIIDSÎon (80,000 square feet) SC","Al'Ío wiD exceed both the on-site supply and the 50 shared pmtfn¡ spaces. When tJJis c:xpansion oceurs, approxi.mately 50 off-site padàng will be needed to A.........mOOAf'e the additiomù d"""'lDd On an oven11 b8sis. the clinic aud AI1W.ÍCIUI Le¡ioo UICS ca.mp1lmcm each other wiIb I~ to padång.w...nA ber.,.... they teDd to poak It ditMwt times during the day. . I - J. ,_ .;) l.;;>-a BI::N5HŒF & ASSOC. 952 23B 1671 P.14/14 . Mr. Dean wnU.....!InJ). Mr. Duane Spie&le -13- November 13, 2003 rœ clinic will have higher pødåDg usage during I"......,;.., ØIId øftcmoon times, while the American Legion will be busiest in the eveniø¡s SlId on weekeDds. CONCLUSIONS Based on the iJJfonnation ptW'"tM in this report, we have made the following conclusions: . On an average weekday, the 56,000 square foot clinic is esV1J!"tI'd to generate 1361rips durin¡ the a.m. peak hour IIJId 205 trips during the pm. peak hour. The 80,000 square foot clinic is cstimafN'l to generate 194 trips during the a.m. peak hour and 293 trips durin¡ the p,m.. peak hour. · The Great Plains BouJevardlI.alœ Drive intersection is expected to Opciatc at acceptable levels of service with existing two-way stop control under all 2005 scenarios. . Under the 20 I 0 sceøario with two-way stop control, the eastbound and westbound moveDV'l1tll experience unacceptable levels of service both without and with the proposed clinic, · Under the 2010 scenario with all-way stop con1rOl, all movements operate at acceptable levels of service. Therefore, we recommend that intersection operations be monitored as the IU'CII develops to detmnine when all-way stop control should be insta.Iled. a The existing right inlri¡ht out access for the gas station and the proposed right inlright out for the clinic will be able to adequately accommodate the forecasted traffic: volumes. · The parkin¡ demRl'd for the current proposal (56.000 square feet) scenario can be accommodated on site. · The parking tI"1:nlU2d for the 10DS term expIUISÍon (80.000 square feet) sœnario will exceed both the on-site supply IUId the SO shared parking spaces. When this expansion occurs, approximately SO off-site parking will be needed to accommodate the additiODal tLmumd.. · We recomm~ that the proposed ri¡ht IDIom on Great Plains Boulevard be located DO fartbcr north than the tòrmcr ¡\~ Le¡ion access due to vehiclc queues on Great Plains Boulevard at T.R. S. Recent discussions with MnIDOT staff indicate that the former American Legion location would be acceptable for the proposed right IDIom access. TOT :(" P.14 t CITY OF CHANHASSEN AFFIDAVIT OF MAILING NOTICE STATE OF MINNESOTA) ) ss. COUNTY OF CARVER ) I, Karen I. Engelhardt, being first duly sworn, on oath deposes that she is and was on November 5, 2004, the duly qualified and acting Deputy Clerk of the City of Chanhassen, Minnesota; that on said date she caused to be mailed a copy of the attached notice of Public Hearing - CORRECTION for Village on the Ponds Building C-l- Planning Case No. 04· 40 to the persons named on attached Exhibit "A", by enclosing a copy of said notice in an envelope addressed to such owner, and depositing the envelopes addressed to all such owners in the United States mail with postage fully prepaid thereon; that the names and addresses of such owners were those appearing as such by the records of the County Treasurer, Carver County, Minnesota, and by other appropriate records. Subscribed and sworn to before me this ~ day of/lf7v-lðv./f€-.1./ ,2004. ~h",-T ~AM\; Notary lic j CI ze 0'- ¡::i ():¡¡ we a:o a: .- 0: () .- IE ClE cO .¡: () IIICI Gle :c .- e ue =111 .0- :111- l1-e _GI 0: GlIII .2.c õe z! 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The City does not warrant that the Geographic Information System (GIS) Data used to prepare this map are error free. and the City does not represent that the GIS Data can be used for navigational, tracking or any other purpose requiring exacting measurement of distance or direction or precision in the depiction of geographic featores. If errors or discrepancies are found please contact 952-227-1107. The preceding disclaimer Is provided pursuant to Minnesota Statutes §466.03, Subd. 21 (2000), and the user of thIs map acknowledges that the City shall nol be liable for any damages, and expressly waives all dairrs. and agrees to defend, indermify, and hold harMess the CIty from any and all daims brought by User, lis errpIoyees or agents. or third parties Mtich arise out of the user's access or use 01 data provided. Disclaimer This map Is neither III legally recorded map nor a survey and is not intended to be used as one. This rnip Is a corrplatiorl of records, infønnatlon and data located In various city, county, state and federal offices and other sources regardng the area shown, and is to be used tor reference purposes orIly. The City (Ioes no! warrant that the Geographic Information System (GIS) Data used to prepare this map are error free, and the City does not represent that the GIS Data can be used for navigational, tracking or any other purpose requiting exacting ITIEI8SUrement of distance or directlorl or preclsiorl in the depiction of geographic features. If elTOl'S Of discrepancies are found pleese contact 952-227-1107. The preceding disclaimer is provided pursuant to Minnesota Statutes §466.03, Subd. 21 (2000), and the user of this ~ ac~edges that the City shall no! be liable lor any damages, and expÆSSly waives all dairrs, and agrees to defend, Indørmlfy, and hold tlamiess the City from any and all daims brought by User, Its ~oyees or agents, or third partløs whiCh arise out of the usets access or use of data provided. BISRAT & DENISE ALEMAYEHU AMOCO AMERICAN OIL CO AUSMAR DEVELOPMENT CO LLC C/O BP AMERICA INC-TAX DEPT C/O LOTUS REALTY 380 HIDDEN LN PO BOX 1548 PO BOX 235 CHANHASSEN MN 55317 WARRENVILLE IL 60555 CHANHASSEN MN 55317 BLUE CIRCLE INVESTMENT CO MICHAEL M & PRUDENCE L BUSCH CHANHASSENINN 1304 MEDICINE LAKE DR 8113 MARSH DR 531 79TH ST W STE 301 CHANHASSEN MN 55317 PO BOX 473 PLYMOUTH MN 55441 CHANHASSEN MN 55317 CHANHASSEN NH PARTNERSHIP CHCR LLC C/O NEW HORIZON CHILD CARE C/O CULVERS CHURCH OF ST HUBERT 16355 36TH AVE N 450 POND PROMENADE 8201 MAIN ST SUITE 700 PO BOX 307 CHANHASSEN MN 55317 PLYMOUTH MN 55446 CHANHASSEN MN 55317 COMMUNITY BANK CORP DRF CHANHASSEN MEDICAL BLDG THOMAS CLOUTIER ATTN: PRESIDENT C/O FRAUENSHUH COMPANIES 421 LAKE DR 706 WALNUT ST 7101 78TH STW CHANHASSEN MN 55317 CHASKA MN 55318 SUITE #100 MINNEAPOLIS MN 55439 MARTIN J & TIMAREE FAJDETICH CHADWICK L GATZ & RANDY G & KIMBRA J GREEN 8100 MARSH DR PEl-SHAN S YEN 8103 MARSH DR 8140 MARSH DR CHANHASSEN MN 55317 CHANHASSEN MN 55317 CHANHASSEN MN 55317 HOLIDAY STATION STORES INC PAUL F & RITA A KLAUDA GREGORY D & MARY A LARSEN ATTN: TAX DEPT #199 8130 MARSH DR 8151 GRANDVIEW RD PO BOX 1224 CHANHASSEN MN 55317 CHANHASSEN MN 55317 MINNEAPOLIS MN 55440 JASON K & LAURA J LEHMAN CHRISTOPH J LESER & NORTHCOTT COMPANY COLLEEN A CANNON 8090 MARSH DR 8110 MARSH DR 250 EAST LAKE DR CHANHASSEN MN 55317 CHANHASSEN MN 55317 CHANHASSEN MN 55317 PHMVCHANHASSENINC 2845 HAMLIN AVE N ROSEVILLE MN 55113 WILLIAM R & DEBRA E PRIGGE 390 HIDDEN LN CHANHASSEN MN 55317 MICHAEL E RAMSEY 6362 OXBOW BND CHANHASSEN MN 55317 ROBERT J & LOIS A SAVARD 8080 MARSH DR CHANHASSEN MN 55317 MICHAEL R SCHNABEL & SANDRAJ STAI 370 HIDDEN LN CHANHASSEN MN 55317 BRIAN E SEMKE & DEBORAH C SENKE 331 HIDDEN LN CHANHASSEN MN 55317 SILO I LLC C/O LOTUS REALTY SERVICES INC PO BOX 235 CHANHASSEN MN 55317 ALBERT & JEAN SINN EN 8150 GRANDVIEW RD CHANHASSEN MN 55317 DEAN V SKALLMAN & JOYCE L BISH 8155 GRANDVIEW RD CHANHASSEN MN 55317 .I' VOP I LLC 250 LAKE ST E CHANHASSEN MN 55317 DAVID E & KARLI D WANDLING 8120 MARSH DR CHANHASSEN MN 55317 WHEATSTONE RESTAURANT GROUP 250 EAST LAKE DR CHANHASSEN MN 55317 RICH SLAGLE 7411 FAWN HILL ROAD CHANHASSEN MN 55317