4 Amendment to the 2020 Comprehensive Plan
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CITY OF
CHANHASSEN
MEMORANDUM
90G(J'C('llterDril'c, POBox 147 TO:
G,IIt!JliJiCil. MillIlCSOli1 55317
P;'0Ilc612.93.71900 FROM:
C;t'Il1'iid f;I,1 612.9375739
fllglilCCiillg f~IX 612.93-, 9/52 DATE:
[Jil!;!;' ht,l 6/2 93i2\l-i
Don Ashworth, City Manager
Kate Aanenson, AICP, Planning Director
September 8, 1998
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SUBJ:
Comprehensive Plan
Background
On May 19, 1997, the city "kicked-off' the comprehensive plan updating
process. Since that time, there have been a series of work sessions by the
Planning Commission, Park and Recreation Commission, and City Council.
There have also been several articles in the local paper, the Chanhassen Villager.
On April 22, 1998, a Town Meeting/Open House was held. The Plan is now
ready for a public hearing before the Planning Commission.
At the April 22, 1998, Town Meeting, staff estimates that there were
approximately 80 people in attendance. There were questions on many different
elements of the plan but no clear consensus on policy direction. There seemed to
be general agreement on the direction the city is going. We know that the library
board is still concerned about the priority of the capital investment plan. They
believe they should be a higher priority.
The Planning Commission held a public hearing on June 17, 1998 and September
2, 1998. The Planning Commission and the City Council met on two occasions
(June 29 and August 3) to discuss the following issues of the comprehensive plan:
vision statement, transportation, school district needs, amphitheater and the fiscal
impacts of the proposed land uses.
The comprehensive plan is the city's growth document and the vision for the
future. The comprehensive plan includes elements of Land Use, Housing,
Natural Resources, Parks and Open Space, Transportation, Sewer and Water, and
Capital Improvements. The plan is designed to serve as a guide for the local
decision making process.
Many of the goals of the 1991 Comprehensive Plan have been met. For example,
the City's Storm Water Management Plan, and encouraging the cooperative effort
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Don Ashworth
September 8, 1998
Page 2
between the school district and the city (Bluff Creek Elementary and the Recreation Center),
completion of the Highway 5 Corridor Study, which revisited land uses and provided locations
for the access boulevard, and most recently the Bluff Creek Natural Resources Plan.
The plan addresses future roads, public facilities (including the library), land uses including the
amount of residential, industrial, and commercial phasing of the municipal services (sewer and
water), life cycle housing, and recreation and open space needs. Copies of the plan are available
at city hall.
The Sewer and Water as well as Transportation sections have been completed by the consultants
since the Planning Commission last reviewed these elements in a work session. The Sewer and
Water element also serves as a stand alone document. The section has been included in the
comprehensive plan, but a more detailed document is attached separately for your review. More
importantly it has been included for the criteria for the Metropolitan Council approval.
The Transportation Plan was completed by SRF Consultants, who also did the Carver County
Transportation update. There may be some future modifications if Carver County makes some
changes to their plan. One of the most important features of the transportation section is the
functional classifications and discussion of the system wide improvements that we will need to
meet ultimate development.
The Storm Water Management Plan is also an element of the Comprehensive Plan but because it
has already been approved by the City and the Met Council, it is not being included for your
review at this time.
There has been input from property owners currently outside the MUSA such as Erhart, Fox and
Zwiers regarding the MUSA expansion and timing for urban services. Staff supports the MUSA
phasing as proposed in the plan because it represents an orderly, efficient, and fiscally
responsible proposal (see attached Erhart, Fox, and Zwiers letters).
After the council adopts the plan that are a few rezoning and land use changes that need to be
made to ensure that the zoning and land use are consistent. These properties include that
Schroeders located at the comer of the old St. Hubert's property, the BF district located at the
southern end of the city and the commercial center located on Hwy. 7 and 41.
Analvsis
Following are the proposed changes to the comprehensive plan.
Draft Comp Plan Changes
August 11, 1998
Page 3
Vision Statement
The Planning Commission recommended that the comp plan address more specifically the vision
of the Highway 5 Corridor Study, Bluff Creek Watershed Natural Resources Management Plan
and The Storm Water Management Plan. The staff is proposing the following be added to the
introduction section of the land use section (page 1).
Highway 5 Corridor Study
"The City of Chanhassen has determined that the Highway 5 corridor and the development within
it will be major factors influencing the visual and environmental quality of the whole community.
At full development, the corridor will contain Chanhassen's central business district, other retail
nodes, regionally significant employment concentrations, public institutions, recreational
facilities, and significant residential development. Due to the intensity of these land uses, the
Highway 5 corridor represents the heart of Chanhassen, as well as its dominating image to those
passing through the community.
The importance of this corridor, the city undertook a number of studies designed to culminate in
a Highway 5 Corridor Plan. The plan is intended to promote orderly and attractive development
of land within the corridor in a manner consistent with established goals and policies.
Development in the corridor is expected to be designed with greater sensitivity to the
environment and higher quality than might have occurred in the absence of the specific
guidelines created through this planning effort.
The purpose of the plan is to protect creek corridors, wetlands and significant stands of mature
trees, promote high-quality architectural and site designs, create a unified, harmonious, and high-
quality visual environment and foster a positive community image for the city ofChanhassen."
Bluff Creek Watershed Natural Resources Management Plan
"The City of Chanhassen is at the edge between the Great Prairie region and the Big Woods
Region. The city has both rural and urban characteristics. The Bluff Creek Watershed offers the
opportunity to exercise the highest qualities of civic responsibility and environmental
stewardship. As a natural resource, this waterway presents rare aesthetic and recreational
possibilities. As a wild sanctuary, the valley cut by Bluff Creek provided a vital wildlife habitat
and refuge from surrounding urbanization. As a part of a regional ecosystem is exists as an
essential line to recreational parkways and wildlife preserves.
The goals of the Watershed Management Plan are to protect, restore and enhance the natural
resource, create a continuous green way along the creek from the Minnesota River to Lake
Minnewashta, manage upstream development for ecological protection through development
Draft Comp Plan Changes
August 11, 1998
Page 4
options such as mixed or cluster development easements or alternative zoning and education and
awareness of the watershed."
Storm Water Management Plan (SWMP)
"The SWMP incorporates three surface water elements: storm water quality and quantity,
wetlands and lakes. The plan puts special emphasis on preserving and enhancing DNR protected
wetlands, plans for future development and growth to reduce the greatest extent the public capital
expenditures necessary to control excessive volumes. The plan also recommends rates of runoff
to minimize flooding, erosion and sedimentation from surface flow. The goals of the plan are
improve quality in all protected water bodies and lakes to preserve and enhance wetlands and to
protect and enhance fish and wildlife habitat to promote groundwater recharge, preserve and
improve water recreational facilities."
Fiscal Impacts
The city manager has prepared a fiscal impact to show that new homes help subsidize the
existing growth. I have attached the manager's report to show the rationale. As stated
previously, the city could provide more commercial or industrial land uses but staff believes that
the proposed land use recommendations are a continuation of the Hwy. 5 and Bluff Creek Plans.
Citizen input was incorporated into these plans and the recommendation has been well received
by the public. I believe it would be premature to change the guiding on any land use at this time.
It is always important to review the plan goals and policies every 5 years and staff has made that
a goal of the plan.
As part of the Planning Commission's review of the Comprehensive Plan, staff was requested to
investigate whether the proposed land uses maintained an appropriate mix of tax base which
would lead to an economically stable and fiscally responsible community. Specifically, the
Planning Commission requested that staff look at the proportionality of the land uses to ascertain
the potential impacts of the land uses on the city's financial ability to implement the
comprehensive plan.
Without going into a complete fiscal impact analysis which would attempt to measure the
difference between growth related tax revenues and growth related operating and capital costs,
staffhas limited its review to "proportionality" of the land uses, in particular, looking at the
changes is tax capacity. Based on this review, Commercial-Industrial tax capacity almost triples,
increasing an estimated 194 percent by 2020 from $6,892,874 to $20,268,081, while residential
tax capacity and population almost doubles, increasing from $14,015,799 to $29,538,138 and
18,331 to approximately 36,000, respectively.
Draft Comp Plan Changes
August 11, 1998
Page 5
YEAR
1998
2000
2005
2010
2015
2020
Residential Tax Capacity
$14,015,799
$15,307,138
$18,864,888
$22,422,638
$25,980,388
$29,538,138
Commercial Tax Capacity
$ 6,892,874
$ 7,821,796
$14,524,796
$15,580,796
$16,686,796
$20,268,081
Total Tax Capacity
$20,908,673
$23,128,934
$33,389,684
$38,003,434
$42,667,184
$49,806,219
As a share of total tax capacity, residential tax capacity is reduced from 67 percent of the tax
capacity in 1998 to 59 percent of total tax capacity in 2020. Commercial-Industrial tax capacity
increases from 33 percent to 41 percent of total tax capacity during this period.
(In developing these projections, staff has assumed conservative values for future development.
All values are 1998 numbers in this analysis which discounts the effect of inflation. No
intensification of uses were assumed as part of any Planned Unit Development.)
To determine year 2000 estimated market values, staff used average building permit valuations
for residential development and added 20 percent for land value to estimate total residential
valuation. For 2000 commercial-industrial development, staff added 20 percent to the building
permit values for all permitted development. For the balance of2000 commercial-industrial
development valuation, staff assumed that only developments which had received site plan
approval would be built. Staff assumed valuations of $35 per square foot for office warehouse
buildings, $60 per square foot for commercial buildings, and $70 per square foot for office
buildings.
For all other years, staff assumed each five year period would have 1,000 single family detached
units and 500 multi-family units. Average valuation for single family detached units was
assumed to be $225,600 which represents the average building permit valuation from 1996
through 1998. Twenty percent was added to average building valuation to get the total valuation.
For multi-family units, $134,400 was the assumed average valuation. This represents the average
valuation for development between 1996 and 1998. Again, 20 percent was added to get the total
valuation.
For future commercial-industrial valuations, staff assumed that all the commercial-industrial
lands within the MUSA areas five years before would be developed, see MUSA Expansion Plan
(i.e., for 2005 valuation all commercial-industrial lands within the existing MUSA and the year
2000 MUSA expansion areas would be developed). Staff then used $35 per square foot for
office/warehouse buildings, $60 per square foot for commercial buildings, and $70 per square
foot for office buildings. Building square footages assumed a floor area ratio of 0.225 on net
acres.
Draft Comp Plan Changes
August 11, 1998
Page 6
As a check on staff assumptions for commercial-industrial land uses, staff also performed a
commercial-industrial land consumption. Over the last four years an average of 47.8 acres of
commercial-industrial development was developed (see attached Commercial and Industrial
List). We assumed this rate would continue in the future. In 1997, approximately 457 net acres
of commercial-industrial land were vacant in the existing MUSA area. From that, staff
subtracted 85 acres of approved development to achieve a starting point for future projects. For
each future five year increment, staff added the additional commercial-industrial net acres for the
MUSA expansion period, then subtracted out 239 acres of development. Carrying out this
analysis through the 2015 MUSA expansion area (which equates to the 2020 tax capacity), staff
discovered that there is an approximate balance between commercial-industrial land uses and
projected demand. However, between 2010 and 2020 there appears to be an excess of demand
over available land uses unless the MUSA expansion is accelerated to incorporate the
commercial-industrial land along existing Highway 212.
School District 112
Staffhas reviewed the request made by District 112 for two elementary school sites and a
secondary school site. The acreage required for an elementary site is 40 acres and 80 acres for a
secondary school site.
Staff is proposing the following sites for schoollocations--on the Eckankar site on the northeast
corner of Hwys. 5 and 41; and south of Lyman just east of Bluff Creek; and west of proposed TH
212. (see attached map). Any of these sites may provide an opportunity to co-locate another
public facility such as the library.
Notices were sent to the affected property owners regarding the proposed changes in land use.
They were notified of the planning commission meetings as well as the fact that the plan must be
adopted by the city council.
Staff is recommending the following changes to the land use section of the comprehensive plan:
Office/Institutional (page 9) "District 112 is seeking three additional school sites. The following
sites have been identified as potential school sites 1) the Eckankar site, 2) the northwest corner
ofHwys. 5 and 41, and 3) south of Lyman east of Bluff Creek. The city is not proposing to
acquire any property at this time. The underlying land use is still in place."
Amphitheater
The amphitheater is addressed in the parks and open space element of the comprehensive plan.
This discussion will be expanded to include the following possible location northwest corner of
Hwys. 5 and 41. The amphitheater is another opportunity to partner with some other park and
Draft Comp Plan Changes
August 11, 1998
Page 7
recreation goals such as theater programming and an Arts Council. Minnewashta Regional Park
already has identified an amphitheater as an element of their long range plan.
Because both of the subject sites are guided as parks and open space, an amphitheater is a
permitted use in this land use. Therefore, the property owners need not be notified of the change.
Staff is proposing the following in the Parks and Open Space section of the comprehensive plan
under Regional Open Space Arboretum (page 2), "The city may support the use of an outdoor
amphitheater on the Arboretum property located north of Highway 5 and west of Highway 41."
Community Facilities
Based on the discussion regarding cooperation with other jurisdictions including school districts,
library, recreation facilitates, public works expansion, staff is recommending a new policy be
added to the land use section (page 12), "The city will seek to work with other jurisdictions to
combine resources including city, county, Southwest Metro Transit, and the school districts: to
coordinate and collaborate on mutual interpret such as a library, public work/collective waste,
arts council, transit site, school, recreation, etc."
Transportation
As part of the original review of the transportation element, the Planning Commission stated that
the element was hard to read and follow. Based on these comments, staff has edited the element
to attempt to make it easier to read and less redundant in the presentation of facts, ideas, and
issues. In addition, the original copy of the transportation element did not have the latest
revisions worked out between the city and its consultant. We will note below the significant
additions to the text. Unfortunately, due to the extensive nature of the editing, a clean copy of
the changes will not be available for review prior to the hearing.
Highway 5
Two issues were raised regarding Highway 5: the need to define the Highway 5 problem more
clearly, and whether Highway 5 should be classified as a principal arterial. Staff believes that the
first issue will be addressed through proposed editing changes and the use of highlighting to
bring out the problems of Highway 5: limited capacity, system deficiencies, and diversion of
traffic to local roadways.
The idea of classifying Highway 5 as a principal arterial is problematic. While TH 5 provides
many similar functions to TH 7 and TH 212 which are principal arterials, its designation as a
principal arterial by the city would be futile and maybe even counter-productive. The close
proximity of designated principal arterials, TH 7 and TH 212, do not meet the spacing guidelines
(3 - 6 miles) established by the Metropolitan Council and the Minnesota Department of
Draft Comp Plan Changes
August 11, 1998
Page 8
Transportation (MNDOT). Nor does TH 5 provide continuity to the west that is required of
principal arterials. Should the city make this change, we would still need the Met Council and
MNDOT to change their classifications. Rather than fight over changing the designation, the city
should concentrate efforts on making TH 5 four lane to TH 41 and having future TH 212
constructed which will provide reliefto TH 5. Constraints on additional right-of-way acquisition
in the TH 5 corridor seriously impede efforts to have TH 5 six lanes which is what will be needed
if TH 5 becomes a principal arterial and TH 212 is not constructed. TH 5 as a six lane arterial
would irrevocably divide the community and reduce any sense of community the city hopes to
establish.
RECOMMENDATION
Staff recommends that the City Council adopt the comprehensive plan with the following
changes:
1. Change in the Parks and open space section of the comprehensive plan under Regional
Open Space Arboretum (page 2), "The city may support the use of an outdoor
amphitheater on the Arboretum property located north of Highway 5 and west of
Highway 41."
2. Amend the Land Use, Office Institutional page (9), "District 112 is seeking three
additional school sites. The following sites have been identified as potential school sites
1) the Eckankar site, 2) northwest comer of Hwys. 5 and 41, and 3) south of Lyman and
east of Bluff Creek. The city is not proposing to acquire the subject property at this time.
The underlying land use is still in place."
3. Amend the Land Use Introduction on page 1, the proposed vision statement of the
Highway 5 Corridor Study, Storm Water Management Plan and the Bluff Creek
Watershed Management Plan.
4. Amend the Transportation element to reflect the changes as proposed by staff in this
report.
5. Amend the land use section (page 12) to state "the city will seek to work with other
jurisdictions to combine resources including city, county, Southwest Metro Transit and
the school districts to coordinate and collaborate on mutau710 interests such as a library,
public works, collective waste, arts council, transit site, recreation etc.
6. Amend the Sewer and Water Policy Plan on page 9, paragraph 2 by changing". . . March
and April 1998" to ". . . March and April, 1999."
Draft Comp Plan Changes
August 11, 1998
Page 9
7. Amend the Sewer and Water Policy Plan on page 9, paragraph 2 by adding the following
to the end of paragraph:
"On February 24, 1998, Carver County adopted Individual Sewage Treatment System,
Ordinance No. 21E. According to Minnesota Rules Chapter 7080, the City of
Chanhassen must adopt standards as strict as those set by Carver County. The city will
work with Carver County on the implementation of ISTS standards and policies in the
City ofChanhassen."
8. Amend Transportation Element on page 24, Other Services, by adding the following:
Carver County Transportation Program (CART)
CART bus service provides door to door subscription bus service for specifically
scheduled routes. The service is primarily available to elderly, disabled, other transit
dependent populations, and economically disadvantaged residents of Chanhassen. This
service provides approximately 400 annual trips (based on 1997 survey) for Chanhassen
residents.
CART's Volunteer Drives program provides demand responsive service to ambulatory
passengers primarily for medical and social service trips. Chanhassen residents' use of
this service is approximately 1,500 annual trips (based on 1997 survey).
Attachments
1. Fiscal Impacts.
2. Comments received.
\\cfs I \voI2\plan\ka\compplan.pcpub2.doc
Fiscal Impacts
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Backup for Fiscal Impact 8/27/98
1997
USE ~ Ava. Blda. Value BldQ+Land Est. Mkt. Value Tax Capacity Total Tax Capacity
Residential
Single Family (SF) 181 $ 171,823 $ 206,188 $ 37,319,956 $ 2,541 $ 459,962
SF Attached 77 $ 102,052 $ 122,462 $ 9,429,605 $ 1,250 $ 96,286
Multi-family 20 $ 89,500 $ 107,400 $ 2,148,000 $ 1,018 $ 20,365
Subtotal 278 $ 48,897,560 $ 576,612
Com mercial-Industrial ~ BldQ. Value BldQ+Land Est. Mkt. Value Tax Capacity Total Tax Caoacity
OffJWare. 1 $ 1,586,000 $ 1,903,200 $ 1,903,200 $ 74,178 $ 74,178
Off./Ware. 1 $ 918,000 $ 1,101,600 $ 1,101,600 $ 42,114 $ 42,114
Amusement 1 $ 200,000 $ 240,000 $ 240,000 $ 7,650 $ 7,650
Stores 1 $ 850,000 $ 1,020,000 $ 1,020,000 $ 38,850 $ 38,850
Stores 1 $ 2,538,000 $ 3,045,600 $ 3,045,600 $ 119,874 $ 119,874
Other 1 $ 699,100 $ 699,100 $ 699,100 $ 27,964 $ 27,964
Subtotal $ 8,009,500 $ 8,009,500 $ 310,630
1998
~ Avg. Bldg. Value Bldg+Land Est. Mkt. Value Tax Capacity Total Tax Capacity
Residential
Single Family (SF) 158 $ 192,114 $ 230,537 $ 36,424,814 $ 2,917 $ 460,824
SF (projected) 44 $ 188,000 $ 225,600 $ 9,926,400 $ 2,841 $ 124,982
SF Attached 55 $ 100,255 $ 120,306 $ 6,616,830 $ 1,217 $ 66,947
SF Attached (projected) 22 $ 111,873 $ 134,248 $ 2,953,447 $ 1,432 $ 31,507
Multi-family 12 $ 123,667 $ 148,400 $ 1,780,805 $ 1,650 $ 19,804
Multi-family 8 $ 106,500 $ 127,800 $ 1 ,022,400 $ 1,333 $ 10,662
Subtotal $ 58,724,696 $ 714,727
Commercial-Industrial fuL.fi Bldg. Value Bldg+Land Est. Mkt. Value Tax Capacity Total Tax Capacity
Katz Analytical $ 735,000 $ 882,000 $ 882,000 $ 33,330 $ 33,330
Office $ 436,000 $ 523,200 $ 523,200 $ 18,978 $ 18,978
Office $ 436,000 $ 523,200 $ 523,200 $ 18,978 $ 18,978
Houlahans $ 125,900 $ 151,080 $ 151,080 $ 4,093 $ 4,093
Way tee $ 855,000 $ 1,026,000 $ 1,026,000 $ 39,090 $ 39,090
CH&C (Off./Ware.) 35,000 $ 1,225,000 $ 1,225,000 $ 47,050 $ 47,050
Arbor. Bus. Pk. 2 113,600 $ 3,976,000 $ 3,976,000 $ 157,090 $ 157,090
All About Lights 55,911 $ 1,956,885 $ 1,956,885 $ 76,325 $ 76,325
Video Update 8,250 $ 495,000 $ 495,000 $ 17,850 $ 17,850
Eden Trace 24,244 $ 848,540 $ 848,540 $ 31,992 $ 31,992
CSM4 31,144 $ 1,090,040 $ 1,090,040 $ 41,652 $ 41,652
Villages Bldg. 17 30,000 $ 2,100,000 $ 2,100,000 $ 82,050 $ 82,050
Villages Bldg. 4 15,000 $ 900,000 $ 900,000 $ 34,050 $ 34,050
Misc. Improvements $ 394,114 $ 394,114 $ 15,765 $ 15,765
Subtotal $ 16,091,059 $ 618,292
Totals to add to 1998 Estimated Market Values to Calculate 2000 Values
Est. Mkt. Value Total Tax Caoacity
Residential $ 107,622,257 $ 1,291,339
Comm.-Ind. $ 24,100,559 $ 928,922
2005
Residential ~ AVQ. Bldg. Value Bldg+Land Est. Mkt. Value Tax Capacity Total Tax Capacity
Single-family 1,000 $ 188,000 $ 225,600 $ 225,600,000 $ 2,841 $ 2,840,500
Multi-family 500 $ 112,000 $ 134,400 $ 67,200,000 $ 1,435 $ 717,250
Subtotal $ 292,800,000 $ 3,557,750
Commercial-Industrial SQ.J:l Value/sa. ft. Bldg+Land Est. Mkt. Value Tax Capacity Total Tax Capacity
Office/Warehouse 4,092,000 $ 35 $ 143,220,000 $ 143,220,000 $ 5,728,800 $ 5,728,800
Commercial 305,000 $ 60 $ 18,300,000 $ 18,300,000 $ 732,000 $ 732,000
Office 86,500 $ 70 $ 6,055,000 $ 6,055,000 $ 242,200 $ 242,200
Subtotal $ 167,575,000 $ 6,703,000
g:\plan\comp plan\fiscal impact backup
Page 1
Backup for Fiscal Impact 8/27/98
2010
Residential ~ AVQ. Bldg. Value Bldo+Land Est. Mkt. Value Tax Capacity Total Tax Capacity
Single-family 1,000 $ 188,000 $ 225,600 $ 225,600,000 $ 2,841 $ 2,840,500
Multi-family 500 $ 112,000 $ 134,400 $ 67,200,000 $ 1,435 $ 717,250
Subtotal $ 292,800,000 $ 3,557,750
Commercial-Industrial ~ Value/sq. ft. BldQ+Land Est. Mkt. Value Tax Capacity Total Tax Capacity
OfficeIWarehouse 754,677 $ 35 $ 26,413,695 $ 26,413,695 $ 1,056,548 $ 1,056,548
Commercial $ 60 $ $ $ $
Office $ 70 $ $ $ $
Subtotal $ 26,413,695 $ 1,056,548
2015
Residential ~ AVQ. BldQ. Value BldQ+Land Est. Mkt. Value Tax Capacity Total Tax Capacity
Single-family 1,000 $ 188,000 $ 225,600 $ 225,600,000 $ 2,841 $ 2,840,500
Multi-family 500 $ 112,000 $ 134,400 $ 67,200,000 $ 1 ,435 $ 717,250
Subtotal $ 292,800,000 $ 3,557,750
Com mercial-I nd ustrial fut..ll Value/sq. ft. BldQ+Land Est. Mkt. Value Tax Caoacity Total Tax Capacity
Office/Warehouse 6,000 $ 35 $ 210.000 $ 210,000 $ 8,400 $ 8,400
Commercial $ 60 $ $ $ $
Office 392,000 $ 70 $ 27,440,000 $ 27,440,000 $ 1,097,600 $ 1,097,600
Subtotal $ 27,650,000 $ 1,106,000
2020
Residential Number Avg. Bldg. Value Bldg+Land Est. Mkt. Value Tax Caoacity Total Tax Capacity
Single-family 1,000 $ 188,000 $ 225,600 $ 225,600,000 $ 2,841 $ 2,840,500
Multi-family 500 $ 112,000 $ 134,400 $ 67,200,000 $ 1,435 $ 717,250
Subtotal $ 292,800,000 $ 3,557,750
Commercial-Industrial fuLft Value/sq. It. Blda+Land Est. Mkt. Value Tax Capacity Total Tax Capacitv
Office/Warehouse 1,460,349 $ 35 $ 51,112,215 $ 51,112,215 $ 2,044,489 $ 2,044,489
Commercial $ 60 $ $ $ $
Office 548,856 $ 70 $ 38,419,920 $ 38,419,920 $ 1,536,797 $ 1,536,797
Subtotal $ 89,532,135 $ 3,581,285
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STATE OF MINNESOTA )
)
COUNTY OF CARVER )
CERTIFICATE AS TO TAXES AND TAXABLE
PROPERTY IN City of Chanhassen
(Herein called the "TAXING DISTRICT")
J hereby certify that the TAXING DISTRICT is situated (ENTIRELY) (PARTLY) in this County and that:
1 CURRENT V ALUA TION- The market value and net tax capacities of all taxable property in the
TAXING DISTRICT in this county as assessed in 1997 for the purpose of computing the rates of
taxes collectible in 1998, are as follows:
Public Utility
ESTIMATED NET TAX
MARKET VALUE CAPACITY
/ 941,048,000 14,015,799
14,980,700 194,672
J 142,952,500 5,509,926
2,700 108
110,800 4,432
Jf 45,193,600 1,009,483
1,693,900 31,557
REAL ESTATE:
Residential Homestead(Non-Ag)(Class 1 a & 1 b)
Agricultural (Class 2 & 4b(3))
Commercial & Industrial (Class3,5(1), & 5(3)(zoned Comm.,lnd.,Pub.
Utility))
Railroad Operating Property
All other Commercial & Industrial
Non-Homestead Residential (Class 4a,4b(1-2),4c(1-4)(708),4d&4e)
Commercial & Residential Seasonal/Recreational (Class 1c&4c(5-6)
Other
Total Real Estate
1,145,982,200
13,583,100
1,159,565,300
20,765,977
543,324
21,309,301
. Total Personal Property
, '." Total Real & Personal Property
If applicable to the TAXING DISTRICT:
Subtract:
Captured tax capacity of tax increment district
5,050,512
10% of 200 KV transmission lines
Fiscal Disparity Contribution Value
759,857
15,498,932
1,018,530
16,517,462
Subtotal: Local Tax Rate Determination Value
Add:
Fiscal Disparity Distribution Value
Total Adjusted Taxable Net Tax Capacity
Auditor r:Pr1~ r.itip, xl, r:h:::.nh~~c.pn
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85 Approved 1997 and 1998 projects.
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9/9/98
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Five year commercial-industrial consumption (based on 1995-1998)
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CITY OF
CHANHASSEN
690 Cif)' etllter DriL'e, PO Box 14:-
o,mlb.lsstll. Mil/llesotfl 55317
Pbol/e 612.937.1900
Cmflizl nt\" 612.937.5739
EI/giut'eril/g nix 612.937.9152
Pub/i, S;fi~l' h\" 612. 93Ll51-i
lr;,b 1l'1l'1l'.,i.cf"lilf,,/!"St'I1.IIIil./{!
MEMORANDUM
TO:
Mayor and City Council
FROM:
Don Ashworth, City Manager
DATE:
July?, 1998
SUBJ:
Fiscal Impacts of New Development
This memorandum has four components: 1) Overview; 2) Existing tax
calculations; 3) Fiscal impacts of new development; and 4) Recommendation.
1) OVERVIEW
I have seen fiscal impact studies, but the computer generated results are only as
good as the numbers entered by the consultant/engineer and her/his assumptions.
For example, let's say sewer and water through a major area of the city costs
S 10M. Your attorney says he cannot defend special assessments to that level as
the 30-inch pipes are larger than anyone subdivision needs. A typical Shldy
would then label the 30% - 40% oversizing costs as "general obligation" and,
therefore, be bad for an existing resident. This could be true, but it could also be
false. Is the bird in my hand dead or alive?
The Upper Bluff Creek sewer and water project is exactly the hypothetical
described above, i.e. total cost, size of pipes, sustainable assessments, etc. Was I,
as a taxpayer, burdened with this $3-4M deficit? No! Connection charges were
set to pay system charges on a community wide basis. Will the $3-4M be paid?
Yes! Was the water tower on Murray Hill repainted (major expense removing old
lead base paint) via the same fees? Yes! Would I have had to pay for this had
new development not occurred? Yes! [Note: Murray Hill was developed long
before "connection charges" were established, and, therefore, they had no monies
to pay this cost ifnew development had not occurred.]
All of the points made above are true in regards to other improvements; i.e.
streets, parks, etc. For example, our attorneys/appraisers advised the city that we
could not sustain assessments of more than 40% of the anticipated costs of
building Kerber Boulevard. We built the road and assessed 40% of its costs to the
abutting properties. Did "general obligation" pick up the remaining 60%? No!
T!JeCit)'ol'C/IJ/I//IJ/HI'I/ A "I"OIl'ill" 'Olillillllll''''I''I'tf,.I"., 1,1... ",,1;1"'/ I / '1 / .. I' II 'f.1 ' I I I
. 'J ... 0 ,'0 l_ ~.' t ~~tL'. tllJ..U. 'i' .111.. .'( 'OU .i, .11" 1,l17JlIIlg aOLUI/tOll'Jl. t .Inl':;Z'! JU.IlIlt'.i.iCJ. ~lN( Jt'illltlflJ !Jilr(.i..1 ,!I"t',lf (I ,h't' tn il'f. wort" ,lJt
Mayor and City Council
July 7, 1998
Page 2
As the project was partially within a TIF district, that district paid 40% of the total project costs. We
additionally applied for and received state aid designation and the state paid 70% of the total project cost.
Was collecting 50% more than a project cost the city legal? Yes. Is this scenario typical? No, but it was
true of at least four projects that I am aware of and the 1997 audit report shows a healthy balance in the
fund labeled "municipal state aid" even after it funded many years of "water quality projects" and
suffered major damages during the "investment debacle." [Note: You need a few good projects to help
those that stumble.] Another example could be the Steiner Development (41 & 5), CSM (Dell & 5), or
Villages on the Pond (Market & 5). In each of these projects, we did or will assess ~90% of the project
costs to the developer. The remaining 10% will come from tax increment. Could we have charged 100%
of the costs to tax increment and simultaneously assessed 90%? Yes. Would this be legal? Yes. Would
we have paid the entire cost of the park referendum by doing such? Yes. City councils need to make
decisions each day as to what is fair and right. I think the decisions we have made are fair and justified,
but my point is there are a number of ways to ensure that new development does not occur at the expense
of existing homeowners.
The above overview was presented to reflect my dismay with a fiscal analysis that concentrates primarily
on capital costs of new development. The comprehensive planning process should not be driven by fiscal
considerations - those are within your hand to live or die. Our overriding principle should solely be-
What do we want this community to be?
Before presenting my "Fiscal Impacts of New Development," a review of existing property values and
tax calculations is in order. Following the statistics are various "Hypotheticals" which can be fallacies to
any "Fiscal Impact Analysis or Formula," including my own.
2) EXISTING TAX CALCULATIONS (All Operating and Debt Expenditures)
Residential
Value
0-$150,000
150,000-250,000
250,000+
No. of
Homes
2,500
2,000
900
5,400
Average
Value
(I,OOO's)
130
200
300
Average Tax
Capacity
1,600
3,000
5,300
Total Tax
Capacity
3.8M
5.7M
4.5M
14.0M
Other Tax Class
Residential-Other
Rural (Ag)
C & I (Hennepin)
C & I (Carver)
1.0M
.2M
1.3M
.5M
17.0M
1998 City Tax Levy - 4.67M
City Tax Rate (4.67 .;- 17.0) = 27.404%
Total Tax Rate (city, county, school, misc.) = 150%. Accordingly the city's 27.4% =
18% of your tax bill)
Cost per household (4.67 .;- 5400) = $865
Cost per household factoring out services to "Other tax class" = $710
Mayor and City Council
July 7, 1998
Page 3
The City Council asked that tax increment revenues be included in this report. These revenues
are as follows:
District
Tax Increment
Collections
TIF District #24, Arbor Business Park
TIF District #25, Downtown
TIF District #26, McGlynn
TIF District #27, National Weather Service
TIF District #28, Entertainment
TIF District #29, North Bay
Hennepin County District #3-1
Total
5,116
5,394,954
711,702
378,272
86,756
5,470
580,000
S6,931,176
Before I present my Fiscal Impact Model, various hypotheticals need to be presented. They are:
Hypothetical Scenario #1
Assume that the growth that has occurred over the past 10-15 years had not occurred, but that our
5,400 total residential units still exist. We now become a Columbia Heights. With 5,400 units
valued at less than S150,000 and a tax levy of$4.7M, our tax rate would be 50% or a whopping
85% increase. However, based on state aid formulas (under which we currently get SO), our
hypothetical town would get S2.5M in state aids which would produce a net tax rate of25%.
What's the bottom line? The state has massaged state aids, homestead credit, fiscal disparity
contributions/distributions, etc. to virtually guarantee (rich or poor) that any city's tax levy will
be within 10% of our previous 25% level. [Note: Within two years, the formula will probably
kick in to reduce our current levy of27% (created by the park referendum) back to the average
25% level.]
Hypothetical Scenario #2
Let's assume we all have newer houses and are all paying taxes at the higher rate for new homes
(S 150,000-$250,000). In that case, our tax rate would reduce to 20% or a 40% decrease.
Another way of making this same point is that a new homeowner is now paying S5,000/year in
property taxes to subsidize my taxes of$3,000/year. Any "formula" developed should recognize
that the 4,090 units (vacant in 1991 MUSA) proposed to be built through a plan amendment will
be burdened with a significantly higher percent of the tax bill than a home built today (then being
20 years old) or mine (then being 50 years old).
Hypothetical Scenario #3
The proposed comprehensive plan maintains approximately the same number of
commercial/industrial properties to residential as currently exists. As commercial/industrial
Mayor and City Council
July 7, 1998
Page 4
property pays approximately 2-3 times more than residential property, a reduction in
commercial/industrial acreage would be reasonably easy to calculate in terms of net tax
difference. I will return to the start of this memorandum in terms of why we attempt to plan, i.e.
to develop a community that is a community. If your definition ofa well planned community is a
"no tax community," then bring in three Koch Refineries and we can put this exercise to bed.
3) FISCAL IMPACTS OF NEW DEVELOPMENT
[Note: The first line under the headings 2000, 2010 and 2020 uses constant dollars for our
current cost per household ($710), times the number of additional units to derive a tax rate. That
line treats the 1100 additional homes in 2000 or 3000 additional homes in 2010 as isolated
communities in which only they existed. The "Blended Rate" line folds their values/taxes back
into the community as a whole, i.e. the tax impact for a new home in 2020 assumes that 1100
additional homes were built between now and the end of 2000 and that 3000 additional homes
were built between 2000 and 2010.]
No. of Add'l Average Average Tax Total Tax Costs of City Tax Capacity Rate
Homes Value Capacity Capacity Services
($I,OOO's) ($710/home)
Year 2000
1100 5275 54,700 5.2M .781M 18%
Current Rate 27.4%
Blended Rate 25.3%
-2.1% (-8%)
Year 2010
3000 $300 55,300 16.0M 2.13M 16.2%
Blended Rate 2 I. 7%
-5.7%(-21%)
13.0%
Year 2020 $325 $5,700 22.8M 2.8M 17.4%
4000 -10.0% (-36%)
Tax Increment - The above analysis considers tax increment as tax neutral. Why? The following
analogy is not totally correct, but the bottom line is. Think of a tax increment district as a typical
subdivision. As the streets are built in that subdivision and normal services extended (plowing,
fire, police, etc.), the city receives the same 18% of the tax dollar from that parcel as we receive
from you or 1. Tax increment districts are no different. Instant Web, Rosemount, etc. are paying
18% of their tax dollar towards operating the city. The difference is that the remaining 82% of
CSM or the DataServ's taxes can be used at the discretion of the council, i.e. tax incentives to
businesses, paying oversizing costs (discussed earlier), building a water tower benefiting far
more than that subdivision (TI District), etc. In the above example, the losers of the 82% of the
Mayor and City Council
July 7, 1998
Page 5
tax dollar are Hennepin County and the State of Minnesota (technically the Eden Prairie school
district), [but whatever tax they would have received from CSM will be reduced from their state
aids. Therefore, they do not care if we create a district or not.] If the council has discretion in
setting the amount of tax increment to be used to offset operating costs, why not set it at 36% and
therefore reduce everybody's taxes? The answer is simple. You have just lit the fuse of a major
time bomb; i.e. our largest district has operating expenditures of $718, 918. These expenses
include street lighting, signals, maintenance, police, fire, etc. Assuming the district ceased today,
our normal 18% of the tax dollar from these same parcels would produce $702,000 in tax dollars
or a loss of approximately -$16,918. If the city would have set operating expenditures for this
district at 1.5M, in 2003 we would be faced with firing every other employee associated with this
district, answering 1 out of2 fire/police calls, etc. The minor difference between operating
revenues and expenditures for this district will be corrected before 2004, but the bottom line is
that this district, and all others, are "tax impact neutral."
4) RECOMMENDATION
We should move ahead with the comprehensive planning process. As parcels come before us
where the use is proposed to be changed to something having a detrimental tax impact, we
should do what we did with the Town and Country Homes property - challenge the applicant to
show where other parcels can make-up for the loss. This planning strategy has worked in the
past and it will work in the future.
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Classification Current
Pay 1998
Residential homestead First $75.000 1.0%
Over $75.000 1.85
Residential non- 4bb First $75.000 1.9
homestead Over 575.000 2.1
4b 2-3 Units & undeveloped land 2.1
Apartments 4a Regular 2.9
4d lo\\' income 1.9
Small cities 2.3
Commercial- ind u s trial 3 First $ 150,000 2.7
Over $ 150,000 4.0
Agricultural homestead 2a First $ II 5.000 0.4
Over $ II 5.000/320 acres or less 0.9
O"er $ 11 5,000/over 320 acres 1.4
Agricultural non- 2b 1.4
homestead
Public utility 5 4.0
Seasonal Recreational
Commercial Ic Homestead resorts 1.0
4c Seasonal resorts 2.1
Residential First $75.000 1.4
Over $75.000 2.5
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1.25
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1.8
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2.2
Comments
JAMES P. LARKIN
ROBERT L HOfFMAN
GERALD H. FRIEDELL
JAMES C. ERICKSON
EOVVARO J. DRISCOLl.
GENE N. FULLER
JOHN D. FULlMER
FRANK I. HARVEY
CHARLES S. MODELL
CHRISTOPHER J. DIETZEN
UNQA. H. FISHER
THOMAS p, STOlTMAN
MICHAEl C. JACKMAN
JOHN E. DIE"'"
JON S. SMERZEWSKI
THOMAS J. FLYNN
JAMES P. QUINN
TODO l. FREEMAN
GERALD L SECK
JQt-fIl B. LUNOQWST
DAYlE NOV\N .
JOHN A. COTTER.
BEATRICE A. ROTH'INEILER
PAUL B. PLUNKETT
AlANLKlLDOW'
KATHlEEN M. PICOTTE NEVvMAN
MICHAEL B. LEBARON
GREGORY E. KORSTAD
GARY A. VN-l CLEVE .
DANIEL L BOW...ES
TIMOTHY J. KEANE
AlAN M. ANDERSON
DONNA. L ROBACK
MICHAEL W. SCHLEY
RONN B. KREPS
TERRENCE E. BISHOP
USAA GRAY
GARY A. RENNEKE
CHRISTOPHER J. HARRISTHAL
LARKIN, HOFFMAN, DALY & LINDGREN, LTD.
ATTORNEYS AT LAW
1500 NORWEST FINANCIAL CENTER
7900 XERXES AVENUE SOUTH
BLOOMINGTON, MINNESOTA 55431-1194
TELEPHONE (612) 835-3800
FAX (612) 896-3333
December 5, i 997
Ms. Kate Aanenson
Planning Director
City of Chanhassen
P.O. Box 147
Chanhassen, Minnesota 55317-0147
KENDEL J. OHLROGGE
BRUCE J. DOUGlAS
WILLIAM C. GRIFFITH, JR.
JOHN R. HIll.
PETER J. COYLE
LARRY D. MARTIN
JANE E. BREMER
JOHN J. STEFFENHAGEN
PHILIP G. AL.OEN
MICHAEL J. SMITH
N-lDREW F. PERRIN
FREDERICK W. NIEBUHR
DANIEL W. voss
VILIS R. INOE
ANN M. MEYER
CHRISTOPHER D. JOHNSON
RENEE L. JACKSON
CHRISTOPHER K. LARUS
MARCY R. FROST
DOUGLAS M. RAMLER
STEPHEN J. KAMINSKI
THOMAS F. AlEXANDER
D.AJ'IlIEL T. KADLEC
SHARNA. A. WAHLGREN
KARIN M. NELSEN
JOHN F. KLOS
C. ERIK HAINES
LYNNE MICHElLE MOORE
C. BRENT ROBBINS
KRISTIN S. IIlIESTGARD .
JOlIE S. FREDERICKSON
JAMES M. SUSAG
LISA 5. ROBINSON
OF COUNSEL
JACKF. DALY
O. KENNETH LINDGREN
ALlAN E. MULLIGAN
WENDELL R. ANDERSON
JOSEPH GITIS
ALSO .ADMITTED IN WISCONSIN
Re: Chanhassen Comprehensive Plan, Proposed Capital Improvements; Our File No. 13,178-15
Dear Ms. Aanenson:
As part of the City ofChanhassen's (the City's) Comprehensive Plan discussion, staff has proposed
projects for the Capital Improvement Element. We request detail sheets or any available information
regarding the following proposed Capital Improvement projects:
1. Parks and Recreation Proiects
Lake Ann Park
$5,000 (1997); $85,000 (1998)
Trail Development
$2,560,000 (1997 - 2020)
Land Acquisition
$1,750,000 (1998)
2. Water Distribution
Arboretum Boulevard (Lake Ann - TH 41) $120,000 (2000); $350,000 (2001)
Lyman Boulevard (Audubon Road-Powers $420,000 (2004)
Boulevard)
Lyman Boulevard (Powers Boulevard-Great $290,000 (2005)
Plains Boulevard)
~'\ :-: :
. ~=-. '.
LARKIN, HOFFMAN, DALY & LINDGREN, LTD.
Kate Aanenson
Planning Director
December 5, 1997
Page 2
3. Stormwater Management
Lake Ann Park/Kerber Pond Park
$125,000 (1998)
Lake Ann Watershed Projects
1.3, 1.7
1.5, 1.2
Lake Ann Lake Project
$75,000 (1999)
$90,000 (2010)
$75,000 (2013)
Arboretum Boulevard (County Road 17 -
Lake Ann)
$330,000 (1997)
Powers Boulevard
$528,000 (2000); $528,000 (2001)
$200,000 (2005)
$500,000 (2002); $500,000 (203)
Arboretum Boulevard (Lake Ann - TH 41)
Galpin Boulevard (TH 5 - Lake Lucy Road)
4. Roads
Arboretum Boulevard (County Rd. 17 - $1,000,000 (1997)
Lake Ann)
Arboretum Boulevard (Lake Ann - TH 41) $1,600,000 (2000); $1,600,000 (2001)
Powers Boulevard $600,000 (2005)
Galpin Boulevard (TH 5-Lake Lucy Road) $1,500,000 (2002); $1,500,000 (2003)
Specifically, we are requesting a description of each of the above listed projects, including the nature and
the extent of the projects.
If you have any questions regarding this request, please feel free to contact me.
Sincerely,
g;lPw /::!:l /7 A~ / .
WIlham C. Gnffith, J~(/ v/~
LARKIN, HOFFMAN, DALY &L NDGREN, Ltd.
t:
Department of Planning & Zoning
Carver County Government Center
Administration Building
600 East Fourth Street
Chaska, Minnesota 55318-2158
Phone: (612) 361-1820
(612) 446-1722, Ext. 1820
Fax: (612) 361-1828
D'<"'^E~vr:n
1'\ t l" . h ...:oJ
f1. ij C1 :~ '. 1998
~
CARVER
COUNTY
cny Lir- Lt-, ...., Cot\;
VVednesday, August 19, 1998
Kate Aanenson
Planning Director
City of Chanhassen
690 Coulter Drive
Chanhassen, MN 55317
Dear Kate,
Carver County has completed its review of the City of Chanhassen's preliminary draft of the 2020
Comprehensive Plan. As the City may know, Carver County is currently updating its own
Comprehensive Plan, and is encouraged by the participation and cooperation we have had with
municipalities. VVe see this timely planning effort as an opportunity for consistency and formulation of a
collective vision for the future.
VVe offer the following comments at this time:
GENERAL
.,. In general, Chanhassen's plan for growth is in line with County policies of directing Carver
County's growth to communities. In general, Chanhassen's plan for growth is in line with
County policies of directing growth to existing communities where urban services exist.
Growth in these areas can be more efficiently served by sewer, water, roads, and other
essential services. The City of Chanhassen will absorb approximately 40% of the growth
anticipated for Carver County by the year 2020.
LAND USE
, Because the city has no boundary with township areas where County planning and zoning
applies, comments on proposed land use are limited.
.,. The City's plan shows a commitment to developing and promoting increased commercial and
industrial activity: a direction which compliments County policy of directing this type of growth and
activity to cities.
., The County supports land use efforts which help to alleviate growing transportation concerns.
Policies in the plan that encourage mixed-use developments and neighborhood commercial
activities may lessen transportation trips on minor arterials.
., The County encourages Land use consistency on countywide basis. In the case of Chanhassen,
much of the land uses in surrounding cities will be of an urban nature. Planning and
implementation of land uses which maintain consistency with neighboring cities' land use is
important to maintain community identity and reduce land use conflicts. Coordination with the cities
of Chaska and Victoria is encouraged.
04.0;/11111//11' ,''''lioll/Elf/wl Opporlllllit)' Ell/plover
f'ril:rci/ (ill I{)';{ l'ost,COllslII/u'r Recycled Paper
TRANSPORTATION
>- The City of Chanhassen has been involved with Carver County's recent transportation
planning effort. The City has based its traffic forecasts using the same modeling procedure
as the County and has followed a similar plan for planned highway and County corridors.
The plan is generally consistent with preliminary direction of the County's Transportation
Plan. Coordination with the City should continue as these plans are implemented.
>- The trail component discusses a very active approach to development of trails. Planning
efforts by the County and the region are intended to create a more comprehensive and
cohesive trail system than exists to date. The opportunities for coordination between the
City, County and region should be closely monitored for compatibility and intent.
~ The County encourages policies which support and implement transit friendly infrastructure.
Specific policies supported by the County are those which implement park and ride facilities,
develop pedestrian/bicycle connections, and coordinate with County, State, and Federal
infrastructure projects. Since much of the transportation demand in Carver County is
generated by households, and employers in Chanhassen, the County encourages the City to
accommodate transit-friendly infrastructure where it is feasible.
., The plan should make mention of the two existing transit services available to Chanhassen
residents through the Carver County Transportation Program (CART). CART bus service
provides door to door subscription bus service for specifically scheduled routes. The service is
primarily available to the elderly, disabled, other transit dependent populations, and economically
disadvantaged residents of Chanhassen. This service provides approximately 400 annual trips
(based on 1997 survey) for Chanhassen residents.
CART's Volunteer Drivers program provides demand responsive service to ambulatory
passengers primarily for medical and social service trips. Chanhassen residents use of this service
equates to approximately 1,500 annual trips (based on 1997 survey).
PARKS, TRAILS AND OPEN SPACE
., The County is currently in the process of preparing a Parks, Trails, and Open Space Plan as part of
its 2020 comprehensive plan. Based on preliminary efforts of this process, it appears that there are
little or no conflicting policies/direction between the City and County plan. The opportunities for
coordination between the City and the County should be closely monitored for both the parks and
trail component. It is anticipated that a draft of this plan will be available in Sep. 1998.
., The Metropolitan Council shows potential regional trails which cross through Chanhassen: 1) a trail
which follows the Hwy. 101 corridor from the Hennepin County Boundary to the Minnesota River,
and 2) a trail which follows the Hwy 5 corridor from the 101 corridor to City of Victoria limits and
ultimately to Carver Regional Park. The County will likely include these corridors in its trail vision
plan as regional trails unless the designation changes by the Metropolitan Council. These two
proposed trails should be identified in the City's plan and designated as having potential regional
status.
,. The County Comprehensive plan may show additional trail links to or within the City. If so,
coordination will be needed to identify opportunities to implement plans for both entities. The
County would encourage possible links from the City to other communities and areas outside its
boundaries where feasible - again, coordination is essential.
,. The City's plan discusses future plans for Lake Minnewashta Regional Park. It is likely that the
County and region will revisit future development plans for the park and re-evaluate the proposed
need and location for additional trails, and an amphitheater.
NATURAL RESOURCES
,. The County completed a Groundwater Plan in 1992 and is revising it for 1999. In the 1992
plan, the County outlined implementation strategies which address groundwater protection.
Many of these implementation activities involve local jurisdictions and, in-fact, rely on them to
carry out the plan. The following is a summary of related activities which Chanhassen is
required or recommended to implement:
Address groundwater in the local water plan or WMO plan. (Mandatory)
Examine ordinances for excessive chemical use requirements. (Mandatory)
Adopt an ordinance which requires sealing of abandoned wells if land is to be platted or
developed. (Mandatory)
Adopt ordinance requiring disconnection of private systems & require backflow
preventers. (Mandatory)
Address groundwater in Comprehensive Plan. (Recommended)
Landowner education on fertilizer & pesticide use. (Recommended)
,. The County has collected and prepared numerous data regarding the groundwater resource.
Coordination with the County in developing future plans will increase efficiency for both the
County and City.
-,. The plan should mention the need for creating wellhead protection areas around existing a future
wells. Future wells will require wellhead protection plans and delineated areas as part of MN dept
of Health requirements. The proposed 1999 City Groundwater Protection Plan should include
wellhead protection elements.
-,. On-Site Sewers - According to MN Rules Chapter 7080, the City of Chanhassen, must adopt
standards as strict as those set by Carver County. According to the plan, it appears that this is the
intent. Attached is a copy of the Carver County ISTS Ordinance adopted on February 24, 1998.
Reference to standards and implementation of the policies outlined in the ordinance should be
made in the City's plan.
,. Excepting a small portion of Hazeltine-Bavaria Creek, the City does not fall within the watershed
management authority of Carver County. In general, the County is supportive of the efforts
outlined in the plan to protect water resources in and around the City.
Please feel free to contact me at 361-1825 for questions regarding these comments. Thank you again
for taking time to present an outline of the plan to the Carver County Board.
Sincerely,
. r;
,_/< -' ~
...~ ;/1 /l __/;/
'.., . . - .~. '--
Paul Moline
County Planner
Cc. Dave Drealan, County Planning Director
Roger Gustasfon, County Public Works Director
CITY OF
CHANHASSEN
90 Ci0' Cfllter Dril'e, fO Box 147
O"lIlb,WfII, MiillWOt,1 55317
Phone 612. 9371900
Gmeml ftlx 6IJ9Fj-39
Eilgineerillg ftlx 6IJ9379152
filMic S4ct) Fax 612.93-1.252-1
\\'aJ U'!i'/c,t'i,JUllhd,I,ICil. iim.I!.'
,Sin,)
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June 11, 1998
JUN 1 8 1998
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Please find your copy of the draft copy of the City ofChanhassen's
Comprehensive Plan. If you have any comments, please submit them in writing to
me by August 14, 1998. If you do not have any comments, please check off and
return this letter to the city.
If you have any questions, please feel free to contact me at 937-1900, ext. 118.
/6 uii: f;; J
RECE\'JEO
oJ :-:'~
fhe City ofCb/lldJilSSt'II, A growing COlIIl/luni0' wit/! d,wllake.l. qu,di0 .Ie/loof.;, a cbal7l1ing dowlltown, tlJI"il'ing bwine5.1C.l, and beautiful Pillk.i. A great plaet' to lil'f, work, and play
Sincerely,
~ili ~
Kathryn R. Aanenson, AICP
Planning Director
KA:v
r1
No comments.
. ;:;{f( (f. 7~ &ILq~f I
Name, Tit\e and Org , ization
);
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y
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jI
CITY OF
CHANHASSEN
~10' Center Drive, PO Box 147
o,ilnhilisen, Miilllesotil 55317
PhOlle 612.9371900
Gmeml Fax 612.937.5739
~ ~ine(l'ing hlX 612.937.9152
. ,,(i!ie ~4'~) hlx 612.934.2524
Ir;./J U'Il'/C.C/, ef,i/I;!Ji/.'.'CIl. 1111I. !f.C
June 11,1998
RECEIVED
AUG 05 1998
CITY OF CHANHASSEN
Please find your copy of the draft copy of the City ofChanhassen's
Comprehensive Plan. If you have any comments, please submit them in writing to
me by August 14, 1998. If you do not have any comments, please check off and
return this letter to the city.
If you have any questions, please feel free to contact me at 937-1900, ext. 118.
Sincerely,
\(;cJJ. ~
Kathryn R. Aanenson, AICP
Planning Director
KA:v
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T!Je City ofChilnbrtssCl/. A growing community with dei/II lakes, quali0' .,chools, i/ channing downtowll, thriving bllSinfSies, ilnd beautiful parks. A great plilce to lil'e, II'Ork. and p,
I (,
. 1 i\
!' '~:I'\~ .^\ "",'r ,.,'.;ij!U!'~C~
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D No comments.
T{~'\) \ \ ?
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\'- e'\ 'i ,.e (\.J i.,e L)l-lJ.-:
Name, Title and Organization
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-.- . I
~
Business Office
110600 Village Road
Chaska. Minnesota 55318
612/368-3620
June 17, 1998
School
District
112
City of Chanhassen
Planning Commission
Dear Commissioners,
The School Board of Independent School District 112 is appreciative of the Chanhassen
Comprehensive Plan being reviewed prior to submission to the Chanhassen City Council.
Strategic planning for the growth needs of an expanding demographic base is extremely
important. With land supply being the one constant in a community poised for rapid growth, all
concerned governmental entities need to collaboratively address future needs. Assuming a
majority of the 7,200 households and 16,600 person projected increase is within ISD 112
boundaries, ISD 112 will require substantial new school building space and new acreage. A
secondary school and two elementary schools may be required within Chanhassen City
boundaries by the year 2020. This would require between minimum 160 acres at current
standards (80 acre secondary site, 40 acre per elementary site).
The School District recommends future school sites be identified and planned for in
Chanhassen's Comprehensive Plan.
Minnesota school finance formula, established by the Legislature, provides a basic foundation
formula on a per pupil basis. This basic formula has equalization state aid built into
appropriations so that students across the state are provided adequate and equal access to
education. The formula, however, does not allow for adequate equalization state aid when
District's levy against local property to pay long term debt and excess operational expenses.
Districts that can spread the property tax levy against high local property wealth (market value or
tax capacity), consistently pass bond or levy referendums at a higher amount and frequency than
property poor districts. ISD 112 is a property poor district that would benefit from addition
commercial and i'idustrial tax base comparative to household residences.
The School District recommends future commercial and industrial land use be planned in the
City of Chanhassen to decrease future tax rates on household residences.
In summary the School Board ofIndependent School District 112 appreciates a collaborative
effort of all citizens and governmental entities in addressing the long-range mission of educating
our society's most precious resource, the youth of tomorrow!
Sincerely,
'1d10,-VtILDfiJj.c
Kelly Yon De Bur
School Board Chairperson
cc: Chanhassen Mayor, Director, City Council
Serving the communities of eastern Carver County through equal opportunity in employment and education.
North Central Accredited
City of Eden Prairie
City Offices
80.80. Mitchell Road · Eden Prairie, MN 55344-2230-
Phone (612) 949-830.0. · TDD (612) 949-8399 · Fax (612) 949-8390.
July 29, 1998
Kate Aanenson
Director of Planning
City Of Chanhassen
690 Coulter Drive
Chanhassen. MN 55317
Subject: Comprehensive Guide Plan Update Review
Dear Ms. Aanenson:
The City of Eden Prairie staff has completed the review of the City ofChanhassen Guide Plan Update.
Chapter 5 Transportation
1. Figure 5 shows the traffic volume forecast for the year 2020 with TH 212 in place through Chanhassen.
Figure 5 projects a traffic volume for TH 5 at Chanhassen's eastern boundary of 47,000 vpd and a
volume of 9,000 vpd on Pioneer Trail at Chanhassen's western boundary. Figure 3 shows existing
traffic volumes of 44,000 vpd for TH 5 and 7.000 vpd for Pioneer Trail. At this time TH 212, west of
CSAH 4 in HelUlepin County, is not programmed for construction until after 2020. The peak
impact of Chanhassen growth on traffic volumes for Pioneer Trail and TH 5 is not accurately portrayed
in Figure 5.
Chapter 6 Sewer and Water
1. The plan indicates that several large lot subdivisions in the drainage area of Riley Lake are not plalUled
for sewer service for some time. It may be desirable to accelerate sewer service to these areas to
reduce the nutrient load to Riiey Lake.
2. A sewer shed in the northeast corner of Chanhassen drains to an Eden Prairie trunk sanitaIy sewer.
The City should anticipate some expense in future maintenance and rehabilitation of this segment
of Eden Prairie sanitaIy sewer.
~D~
Michael D. Franzen
City Plaooer
jan \mike\letters\chanup
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CITY OF
CHANHASSEN
90 Ci0' Cmter Drize, PO Box 147
C'lhznh/sseJI, .\!illlleSota 5531'
Pllone 612.937.1900
Gmera! hl.\ 612.9FYJ9
Engineeiing F./x 612. 93 - 91 'jJ
Pilb/i, S,!(;'tJ' F./x 612. 9315J'1
\r;'(J {('II 'U'. (J, c!11li'!',l.l.it'ii. i)li1.ll.'
June 11, 1998
Please find your copy of the draft copy of the City ofChanhassen's
Comprehensive Plafl. Jfyou have any comments, please submit them in writing to
me by August 14, 1998. If you do not have any comments, please check off and
return this letter to the city.
If you have any questions, please feel free to contact me at 937-1900, ext. 118.
Sincerely,
(~cJr ~
Kathryn R. Aanenson, AICP
Planning Director
KA:v
~ No comments.
\:2 MIL.HAFJ LEc..ft-.~. / L/)MW1l')NIN t7E.v't=! /"}.pMcN, c:1rzccrOfZ.I
Name, Title and Organization ' C\1Y DP 5HNtDPc~
/""- ...": ~}~.:~. , ,-:".... ?"'\
.:t.-., I
JUt 28 1998
[be Ci(V of C!}(IIlI}(HSeIl. A growing cO/IJ/lJllni0' with c!eall !ilkC!', i}zitl!i0' schools, a cb.lI7ning dou'ntowll, thriving bllSinesses, and be,wtifu! parks, A grfilt P/,/('f to lire, work, and pUll
CITY OF
CHANHASSEN
690 City Center Driue, PO Box 1 r
Clw/limsen, Minnesota 55317
Plione 612.937.1900
Gmmzl Fax 612.9375739
Eilginming h/x 612.9.3"'"9152
P/!blic S4'1)' hl.1 612.934,2)2.1
\r:b II '11'11 ',cj CI'illll'iI,;eil. iiln, Ii"
June 11, 1998
Please find your copy of the draft copy of the City ofChanhassen's
Comprehensive Plan. If you have any comments, please submit them in writing to
me by August 14, 1998. If you do not have any comments, please check off and
return this letter to the city.
If you have any questions, please feel free to contact me at 937-1900, ext. 118.
Sincerely,
(~~
Kathryn R. Aanenson, AICP
Planning Director
KA:v
~ No comments.
Pf....,,__r
c.+
.f Uc.-;;";-"
RECE~VE~
JUL 1 3 199f
'. ~ j~ I,\.: ~
Tbe City ofGal/hassm, A growing cOJ1lIlJ/lllity witli elei/II lakes, qualif)' scliools, a c/lilm/ing dowlltown, thriving businesses, and beautiful parki. A gmlt place to liz'e, Il'ork. al/d}
CITY OF
CHANHASSEN
RECEIVED
M.CE\VE{}
JUL 1 0 1998
cn't Of C\-\~NH~SSt.h
JUN 12 1998
HENNEPIN COUNTY
ADMINISTRATION
90 CiO' Ct'lIler Dril't', PO Box 147
Chtlllh.l!jt'll, Milllit'jOla 55317 June 11, 1998
Plio Ill' 6Jl.937.1900
Gflit'rlll FII.\ 61.2 937.5:-.39
ElIgillft'rillg Fllx 61.29379152
PIIMil 54'1) [,,\ 61.293.;.:52.;
\r~/) U'1i 'Ii', t'i. (.J'd iit\U.i(,J1, ;i.' i1. ff.\
Please find your copy of the draft copy of the City of Chanhassen's
Comprehensive Plan. If you have any comments, please submit them in writing to
me by August 14,1998. If you do not have any comments, please check off and
return this letter to the city.
If you have any questions, please feel free to contact me at 937-1900, ext. 118.
Sincerely,
l{wtt ~
Kathryn R. Aanenson, AICP
Planning Director
KA:v
.KI No comments.
Jeff Spartz. Hennepin County Administrator
Name, Title and Organization
'/Jf Ci(J' ofCballbrlSsfI/. A gmll!illg cOllllllullity ll'ilh c!l"lIllilkfs, qualio'se/loo!.;, a ch,1I7l1illg dOIl'I1tOUlII, tlJrivillg busille.r5t'S, alld bt'il/ltifid parks. A gmll plact' 10 lizt'. li'ork, ilIid play
JAMES P. LARKIN
ROBERT L. HOFFMAN
GERALD H. FRIEDEll
EDWARD J. DRISCOLl.
GENE N. FULlER
JOI*< D. FULLMER
FRAN< I. HARVEY
CHARLES S. MODEU
CHRISTOPHER J. DIETZEN
UMlA H. FISHER
THOMAS P. STOLTMAN
MICHAEL C. JACKMAN
JOI*< E. DIEHL
JON S. SWIERZEWSKJ
THOMAS J. FLYNN
JAMES P. QUINN
TODD I. FREEMAN
GERALD L SECK
JOHN B. LUNDQUIST
DAYLE NOlAN .
JOHN A. COTTER ..
PAUL B. PLUNKETT
AlANL. KJLOOW
KATHLEEN M. PICCTTE NE'M.tAN
MICHAEL e. LEBARON
GREGORY E. KORST AD
GlIRY A. VAN CLEVE .
DANIEL L. BO'M.ES
TIMOTHY J. KEANE
ALAN M. ANDERSON
DONN.6.L. ROBACK
MICHAEl W. SCHLEY
RONN B. KREPS
TERRENCE E. BISHOP
lISAA. GRAY
GlIRY A. RENNEKE
CHRISTOPtER J. HARRISTKAL
KENDEL J. OHLROGGE
BRUCE J. DOUGlAS
LARKIN, HOFFMAN, DALY & LINDGREN, LTD.
ATTORNEYS AT LAW
1500 NORWEST FINANCIAL CENTER
7900 XERXES AVENUE SOUTH
BLOOMINGTON. MINNESOTA 55431.1194
TELEPHONE (612) 835-3800
FAX (612) 896-3333
August 21, 1998
Ms. Kate Aanenson
Planning Director
City of Chanhassen
P.O. Box 147
Chanhassen, Minnesota 55317-0147
Re: Chanhassen Comprehensive Plan Update
Dear Ms. Aanenson:
VIIILUAM C. GRIFFITH. JR.
JOHN R. HIU
PETeR J. COYLE
LARRY D. MARTIN
JANE E. BREMER
JOHN J. STEFFENHAGEN
MICHAEL J. SMllH
ANDREW F. PERRIN
FREDERICK w. Nl~
IMLLIAM G. THORNTOj
ANN M. MEYER
RENEE L JACKSON
CHRISTOPHER K. LARUS
MARCY R. FROST
llOUGl.AS M. RAMLER
STEPHEN J. KAMINSKI
THOMAS F. Al.EXANIlER
DANIEL T. KADLEC
SHARNAA. WAHLGREN
JOHN F. KLOS
C. ERIK HA\M.::S
C. BRENT R0B8INS
JOHN E. YONKER
JAMES M. SUSAG
A!II)REWO. RYAN ..
ERICA SHIFF
JOSEPH J, FITTANTE. JR.
LISA S. ROBINSON
OF COUNSEL
JACKF. DALY
D. KENNETH LINDGREN
AlLAN E. MUUIGAN
JOSEPH GlTIS
ALSO ADMITTED IN 'NISCQNSIN
.... ONLY ADMITTED IN
MASSACHUSETTS
This letter is written on behalf of Eckankar, the owner of the church property located at the intersection of
Highway 5 and County Road 17. We are in receipt of your letter to Eckankar, dated August 6, 1998, in
which you inform our client that City staff has proposed to designate church property for a future school
site. We are truly in disbelief over this proposal, especially in light of our clear statements at the outset of
the Comprehensive Plan process in correspondence dated November 10, 1997. That letter not only
objected to designation of the property for fu~ure public use, it summarized and attached correspondence
dating to 1989 which should make it quite clear that the Eckankar property functions as an integrated
piece of church property which is sacred to the Eckankar religion.
We again strongly object to any designation of the property for future public use, including as a school
site, as open space, park expansion, public trail facilities, bicycle paths, and similar public uses. We have
mailed a copy of this letter and its enclosures to each Planning Commission and City Council member.
Please incorporate this response in the record of decision in this matter.
~~
Robert L. Hoffman, for
LARKIN, HOFFMAN, DALY & LINDGREN, Ltd.
(r,
'iC::.,'~
'''''''.-' -
LARKIN, HOFFMAN, DALY & LINDGREN, LTD.
Ms. Kate Aanenson
August 21, 1998
Page 2
cc: Peter Skelskey, Eckankar
Doug Kunin, Eckankar
Don Ashworth, City Manager, w/enclosures
William C. Griffith, Jr.
Nancy Mancino, Mayor, w/enclosures
Steve Berquist, Councilmember w/enclosures
Mark Engle, Councilmember w/enclosures
Mike Mason, Councilmember w/enclosures
Mark Senn, Councilmember w/enclosures
Craig Peterson, Chairman, Planning Commission, w/enclosures
Ladd Conrad, Planning Commission, w/enclosures
Kevin Joyce, Planning Commission, w/enclosures
Alison Blackowiak, Planning Commission, w/enclosures
AIlyson Brooks, Planning Commission, w/enclosures
LuAnn Sidney, Planning Commission, w/enclosures
Matthew Burton, Planning Commission, w/enclosures
0422603.01
Dec-OB-97 12:3BP Jeff Fax
612-474-711B
P.Ol
/L} -{fI'p tl f/ t, /.,
I
1~'./0 'f C
November 17, 1997
Dear Interested Partie.s,
I have owned my Chanhassen farm for 35 years. During that period of time, my
co-operator Bruce Jeurissen and I have used good farming practices to obtain tlle
highest yield.
I originally purchased the farm with an eye to the future of great possibilities for
development, due to it's location and beautiful wooded areas,
During tile decade of the 1980's, the state legislature requested each county in
the seven county metro area to have 5 farms as sanitary landfill sites, My Chanhasscn
farm had tile best qualification due to it's location is the close3t tc tho SO~Jth"'''8St metro
area. It was calculated at that time to take ten years to fill ttle landfill. Most of U,e land
fill would be coming from Hennepin County. I was \/ery strong against the farm being
usee! as a "clump."
DlJring the four years the I{)\N was in effect. I made 3 to 4 trips pc:)r year to the
f\.11~t Council meetings. One of the rea~,ons I oppo::;ed till.? sanitary land fill ',vas the
location being South of tile Chanhass8fl metro area. In the summer wht~1l tile ~Jn3at
outdoors is enjoyp.d, the breezes would've wafted the stench of the [nnd fill O\,f:.r tile city
and ill turn \,'Jould've bean unbearablo.
One surnnlor I picked up the list of proposed Carver County landfill sites. ,A,itet'
studying each I noticed thoy all had something diiferent from my farm, either tiling
sY:3tenlS or pumps. I called Ole Met Council to inform them that my farm had (I nc"','
e:<tt3IlsilJe tiling system. They rernoved my farm from considcrC1tion \:\1 that time, and
I<}tnr the law was repealed.
The City of Cflanhasspn "dodged Ule bul!ct" that timo. I COilsider it risky to let
600 contiguous acres with no dovelopment loy in waiting. I would c1as:;ify that as h(:;ir.~J
vulnerable.
Please make every CffOli to move tl1e I'vlUSA line South of Lyman Blvd., instead
af cncouraging the development further from the mctro area.
Sincerely,
......-"'} A./ /) ~.-
....--J, ._" {._ ."?
:. ...:/...-;.' <:<:<i J... l7 (/. t. ./:".7~.-'
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Frank J. Fox
(94') 793-3306
cc: Mayor Nancy Mancino
City Planner Kate; Aanenson
Mernbers of the City Council
Jeffrey A. Fox
5270 Howard's Point Rd.
Excelsior, MN 55331
(612)474-7118
December 17, 1997
To the attention of the mayor and council members of the city of Chanhassen:
In the previous letter written to you dated 11/17/97, our questions were misinterpreted
to be about land use. Our actual concern is the direction for the future extension of the
urban service area.
My interest is in the 1995 study Kate referred to in her October 11, 1996 memo called'
the Bluff Creek Watershed Natural Resource and Management Plan. Some of us land
owners, south of Lyman Blvd met with Kate at the Senior Center on 10/21/96, Kate
presented staff recommendation of the updated land use plan, her primary concern was
that the city would like to take advantage of some watershed funds for the actual Bluff
Creek corridor acquisition. The preliminary city plan, recommended by the city staff,
was presented and showed considerable areas designated in green for possible future
park land. Kate stated at the 10/21/96 meeting that the met council would allow MUSA
expansion in any portion of, or all of the area outside of the urban area, but the city
could not afford all of the infrastructure at one time. Kate stated, the city staff's
intention is to direct the area to the west of Galpin Rd. and north of Hwy 5, not south of
Lyman Blvd.
In the 12/03/97 letter, Kate addressed to the proposed north frontage road from Lake
Ann Park to Highway 41. If you choose to continue the frontaqe road, alonq with a
frontaqe road beinq added to the south of Hwy 5, what intersections will be closed and
which traffic Iiqhts will be removed? As an owner of a retail business in Chanhassen,
and the location of my home being north-west of Chanhassen, the northern frontage
road may be of interest to drive during rush hour traffic, knowing I will eliminate 3 traffic
lights. Or if you choose not to close any of the 3 traffic lights, and if you will be adding,3
additional controlled intersections at: frontage/Audubon, frontage/Galpin and
frontage/Hwy 41, then the frontage road might not be a benefit for myself to drive on. ~
it beinq considered that these additional intersections are likely to lead to potential
problems concerninq safety? Is there a study beinq done to explain what benefit the
north frontaqe road will have as a residential use, verses the south side of Hwy 5
frontaqe beinq mainly commercial use?
My understanding is that frontage roads are used to limit the number of accesses to a
major highway, therefore reducing congestion., I read in The Villager and was later
confirmed by MN DOT representative Evan Greene that there will be a traffic light
added to Audubon and Hwy 5. It appears this will support added traffic delay on Hwy 5.
In return it will benefit the area south of Lyman Blvd by the addition of a 3rd traffic light
intersection for accessibility to Hwy 5.
1
Pertaininq to the direction of the potential qrowth, I am referrinq to the added traffic on
Hwv 5 from Hwv 41 to County Rd. 17, I am questioninq the exceedinq of the safety
capacity bv MN DOT standards. Even with the projected 2 additional lanes, which has
been delayed once again until the year 2000.
I question why the staff won't use the state's dollars to purchase the Hwv 212 right-of-
wav corridor land, to extend Powers Blvd. south to Pioneer Trail. I believe if Powers
Blvd. was extended, this would be less costly due to the following:
· less distance of road to build
· less amount of grade alteration
· no improved properties such as home-sites to acquire
· approximately 1000 acres of raw farm land for development adjacent to Powers Blvd
· largest undeveloped parcel closest to Chanhassen
· 3 routes to the north to Hwy 5 with traffic light intersections, 2 roads to the south,
and 2 roads east and west totally surrounding the 1995 study area
· plus the proposed added south frontage road
The extension of Powers Blvd will benefit in transporting adjacent home owners to and
from their destinations. Also, the city will have less cost to produce a road for the City
of Chanhassen Park Commission's 151 choice for the fall 1997's proposed park land
purchase.
With greater amount of feeder roads adjacent to the 1995 study area of Lyman Blvd., I
believe the city will have lessor cash outlay to extend Powers Blvd., even with the 80%
federal funding of the north frontage road. With the RALPH program in place, it allows
the city to acquire the portion of right of way that it would need to extend Powers Blvd.
to Pioneer Trail. That will show the state consistent value to proposed Hwy 212 right of
way, like Eden Prairie and Chaska already have done to this date by land acquisition. "It
would be a step closer for MN DOT to know that the right of way acquisition is
complete. We hired Loukes & Associates to provide an outside independent funded
land use plan for alternative ideas. The city staff and council of 1996 chose not to
accept those ideas. With the city receiving an offer in writing from Frank Fox dated
10/16/97 to acquire a chunk of land for park, with the portion being dedicated
(pertaining to the MUSA expansion) south of Lyman Blvd, at a substantial park
acquisition savings.
It appears that two concerns are pending and are yet to be answered.
· My belief is the cost basis of the proposed north frontage road from Lake Ann to
Highway 41.
· The city, in cooperation with Carver County are in the process of doing a road
infrastructure study.
Knowinq the north frontaqe road is in a proposed position at 80% federal fundinq and
20% city cost. whv would the city staff recommend the current proposed 1998 urban
extension until the above 2 issues are complet13d?
2
Why can't yOU wait to make a decision after the results of the road study and actual
costs of the north frontaqe road are calculated, so that all thinqs can be taken into
consideration? Is time an issue for presentation to the met council?
As I review the 11/27/97 Villager article on Chanhassens long range planning with Bob
Generous outline, this reinforces the councils need to strongly consider the value in the
economics alone. If the long range plans for the park and recreation are to take place,
the city of Chanhassen will need to demonstrate to it's residents by curbing costs
through cuts or expanding the city for development where less infrastructure cost exists
verses the revenue return. I realize this is only one ( myself) persons opinion, and I
don't know of all the special grants available that will support the future recreational
expansion.
Wouldn't it be more beneficial to expand the city in the direction where it will brinq in
considerablv more revenue at less cost to the city? With the city's increasing
operational costs and the proposed 17% increase in the city's portion of property taxes
for 1998, have you compared the percentaqe of revenue that can be received. to the
cost's of the infrastructure? It is known that 5% of the increase is for the park
referendum passed pertaining to the area south of Lyman Blvd. If you are spendinq
money to benefit a specified area and it's needs. such as a Dark referendum, then why
wouldn't yOU try to qet a return of revenue from the same area? Comments were made
by Todd Hoffman, Chanhassen Park Director, that there is no intention at this time to
develop the proposed park acquisition area. Why should the Chanhassen taxpayers
start pavinq for the cost of it. if we are not ready to develop the area?
Kate acknowledge in her 12/03/97 letter the amenities are already in place for area
south of Lyman Blvd. The road infrastructure is presently being studied by city and
county. As land owners our un-developed farm property has been tied up since 1971,
due to the original study for the proposed Hwy 212 Y2 mile wide corridor route. And, in
1987 when Chanhassen city council voted in favor of met council installing a new
gravity sewer main in return for outside MUSA line property to increase building lot
sizes from 2Y2 acres to 10 acres this reduced the land value. Being outside the MUSA
line, the right of way acquisition has been and will be difficult to acquire (unless the
owner is in a distressed situation). Mainly due to the appraiser will only value the
property as it is currently being used and or zoned for which is at agricultural value.
Property sales further south and west inside the MUSA sold at a much greater value
due to residential building lot sizes smaller than 10 acres.
I am continuing to pursue this issue because we have been approached by two
developers. One of which has done considerable amounts of development in the
Chanhassen area. They love the property and would like to tie as much acreage up
while they work with the city and met council for a residential approval.
What is the city staff's direction for future qrowth based on? Is there an influence
knowinq that additional land to be acquired for future park plavs in MUSA expansion
south of Lvman, hopinq that if the land stays for farm use onlv it will keep the
acquisition cost for park land down?
3
If the city elects to pursue the 37 acres of Frank Fox's east portion, that Powers Blvd
right of way (RALPH Program) looks even better. Easier access from Pioneer Trail and
Lyman Blvd to the park. Is the Hwv 212 phase 2 and/or 3 delay possibly holdino UP the
city from lettino development 00 forward in the area south of Lyman Blvd? Is the area
beino set aside because it is unknown if there will ever be a Hwv 212 intersectino with
Cty. Rd. 17?
I support the option stated in the staff's 12/3/97 letter reoardinq the staoino of MUSA
expansion. Why not put it to use? The city of Victoria, to the west, with it's urban area
expansion that has been approved by the met council will allow the city to decide what
property based on developer request to be added.
I hope from our original Land Group letter, Frank Fox's letter regarding the past
potential landfill, and our current response to the staff's letter, the council will take all of
the points brought up by us into consideration, along with the city and county co-op
'traffic element study, before making your decision.
I prefer the city council to address my concerns, Kate has made it clear how the staff
sees the future expansion. Can the city let us know why they favor and plan to expand
north of Hwy 5 and west of the city. rather than south of Lyman Blvd? Now with the
proposed new north frontage road in process, based on the staff's recommendation, will
our area have to wait for a fair shake or will the city wait for the co-op road study and
cost of north frontaqe road before supportinq the direction for expansion? If not, it
appears there will be a motion to accept the staff's recommendation.
I am awaiting response from the mayor and/or council persons concerning all of the
above issues, what your positions are, and answers to the underlined questions.
RespectfUT~
U It ~ -~ (/y
Wy A. Fox
cc: Mayor Nancy Mancino
Kate Aanenson
Mike Mason
Steve Berquist
Mark Senn
Mark Engel
Carl Schenk
Julius Smith
4
December 17,1997
Fax to: Carl Schenk & Julius Smith
From: Jeff Fox
Phone: 443-2811
Total Pages Co
'Please see the following letter which is directed to the City of Chanhassen.
Also, please assist me with the answers to the following questions:
1. What specific role does the Met Council play in determining MUSA line extension
at the local government level?
2. The Met Council approved the most recent MUSA extension for Chanhassen.
How did this occur?
What other areas were considered?
Who set what priorities?
3. Our property is specifically on the edge of the MUSA line, with nearby sewer lift
station and other infrastructure, including recent expansion of Powers Blvd. (County
Rd. 17). How can the Met Council facilitate our goals, with the objective for our
property to be allowed for development?
Sincere thanks for your assistance,
Jeff Fox
cc: Mayor Nancy Mancino
Kate Aanenson
Mike Mason
Steve Berquist
Mark Senn
Mark Engel
DEC-16-~7 le:16 PM
FRANK ~ BETTE FOX
941 7~3 3306
p.el
OeC-16-97 09:2BP ~eff Fox
612-474-7118
P.Ol
Oec~mbor 17~ 1997
Mayor Nancy Mancino,
Members of tho City Council
City Planner Kate Aanensor)
As you know, I have offered to sell to the City of Chanhassen 37 acres of my
Chanhassen rarm (east of the proposed interchange Of Powers BOulevard and Highway 212)
to be used as a park (the uProposed Park''). As an alternative, I would like to propose the
following:
1. I would dedicate to the City cf C/lanhassen seven (7) acres of the Proposed Park
and would sell the remaining thirty (30) acres to the City at a price of S32,500 per
acre, for a total purchase price of S015,000.
2. In Consideration of my dedication of seven (7) acres of the Proposed Park, the City
of Chanhassen adopl the Year 2000 Land Use Plan option to extend the M.U.SA line
south of Lyman Boulevard. Accordingly, endorsement of this plan option by the Metro
Council would be required.
These. of cours8, are very general terms, and the details of any such exchange/sale
would need to be worked out in comprehensive agreement.
Thank you for your consideration of this proposal.
Respectfu!ly.
?~t9 c7i;v
f:rank J. Fox
27990 Smithtown Road
Excelsior, MN 55331
12/25/1997 11:48
5124432810
SER\lADOCI<
PAGE 01
F811 jj
Memorandum referring to error in letter dated December 17, 1997.
December 26.1997
To the attention of the mayor and council members of the city of Chanhassen:
Regarding the proposed tax increase I believed it was 17%, as stated on page 3 in the
letter. It has become known to me at this time that it is 8%. The difference in the
amount of the proposed increase does not cancel my question. I apologize for any
inconvenience this error may have caused in your review of and response to the letter.
Jeffrey A. Fox
5270 Howard's Point Rd.
Excelsior, MN 55331
414.7118
cc: Mayor Nancy Mancino
Kate Aanenson
Mike Mason
Steve Berquist
Mark Senn
Mark Engel
C ITV OF
CHANHASSEN
690 COULTER DRIVE. P.O. BOX 147. CHANHASSEN, MINNESOTA 55317
(612) 937-1900. FAX (612) 937-5739
December 3, 1997
Mr. Jeffrey A. Fox
5270 Howard's Point road
Excelsior, MN 55331
Dear Mr. Fox,
This letter is in response to your letter da:d t\o':ember 17, ] 997, specifically addressing the four
questions that you asked. I have attempted to address these questions and hope that you will
have a better understanding of the city's policies.
I. In 1990 the guide plan ShOH'S the 2008 area in question was to have the 1995 development
future plan H'hy, are we not follollling the original guide plan?
The Highway 5 and 41 intersection as \vell as the land area south of Lyman Blvd. were
designated in the 1991 Comprehensive Plan as a 1995 Study Area (see attachment). This meant
these areas were not guided for future land uses and it was the city goal to study this area in 1995.
Land use designation and a request for urban service extension are two separate issues. The city
undertook a study of this area in 1995. The study was called the Highway 5 Corridor Study. The
purpose of this study was to guide (designate future land uses), locate the proposed northern
frontage road, and review and approve the Environmental Assessment document. Highway 5
was originally scheduled to be upgraded in 1998. This road would represent a collector through
the city that would carry a significant volume of traffic. The purpose of the frontage road is
provide an east-west connection for local traffic, thus reducing local trips on Highway 5.
Highway 5 is currently proposed to be widened in the year 2000-200 I. The city undertook a
separate study for the area south of Lyman Blvd. This study was called the Bluff Creek
Management Plan. As a part of the Comprehensive Plan updating process which the city is
cUlTently undertaking, the city must demonstrate that there is adequate infrastructure in place.
Because the city has already invested in sewer extension, the EA document for the frontage road,
and will be participating in some of the acquisition costs, it seems logical that this area be the
next area to be brought into the MUSA. This is my recommendation only. Ultimately, the City
Council will decide this issue. State law mandates that the city complete updating their
Comprehensive Plan by December, 1998. A component of this plan will be criteria for MUSA
expansIOn.
Mr. Jeffrey Fox
December 3, 1997
Page 2
2. Have you taken into consideration the additional traffic YOLl 'II be adding to Hwy. 5?
The city has taken into consideration the traffic on Highway 5. The city is currently working
with Carver County on updating the traffic element of the Comprehensive Plan. The city has
always anticipated the construction of Highway 212 when designing the ultimate traffic de~ands
for the city. Without the construction of Highway 212, there may be additional traffic on Hwy. 5
but just the same, there will be a significant increase of traffic on all east-west streets in the city
including Lyman Boulevard and Pioneer Trail. All of these traffic issues are being reviewed as a
part of the traffic study. Upgrades to Lyman Boulevard as well as other streets in the southern
portion of the city may be required before additional land can be developed in the southern
portion of the city.
3. With the amenities in place ji-om past planning vvhy are YOLl changing direction?
It is my opinion that current planning has not changed from \vhat was in place in the 199 I
Comprehensive Plan. The 1991 Comprehensive Plan identified two areas to be studied in the
future (1995 Study Area). Both of these areas were given land use designations in either the
Highway 5 Corridor Study or the Bluff Creek Management Plan. Most of the area south of
Lyman was given a residential land use designation. As a part of the Bluff Creek Management
Plan, the city held hearings regarding future land uses on your property. The recommendations
to the Planning Commission by Loucks and Associates was given consideration by the City.
Ultimately, the Council chose not to guide the property as recommended by the Louck's study.
You certainly have the right to request a change when the property is ready to develop.
Staff is preparing a few options regarding the staging of MUS A expansion. To date the areas
being discussed are:
. efficient infrastructure plan (based on available utilities and services)
. fixed acreage over five year increments
. maintain a five year supply of vacant developable land
Even if the city was completely within the MUSA. it be would be impossible to leapfrog
development throughout the city. The city could not finance this type of development pattern.
The purpose of the Comprehensive Plan is to provide a fiscally responsible and orderly
development plan. Hearings regarding the Comprehensive Plan goals and policies and the
staging of the MUSA are proposed for the winter and spring of 1998. You are encouraged to
voice your opinion at these meetings.
4. Why did Chanhassen make County Road 17 a priority for updating 4 years ago, when it
appears that now ,vou have no plans for this need until the year 2008?
i,
.' .'
.I "
..' :
Mr. Jeffrey Fox
December 3, 1997
Page 3
Carver County and the city worked to improve Powers Boulevard between Lyman Boulevard and
Highway 5 because it has been planned since 1990. This segment of Powers Boulevard has
experienced increased traffic. The reason the road wasn't extended south of Lyman is that unless
Hwy. 212 is built, the road won't go anywhere at this point without the Hwy. 212 connection. It
is staffs opinion that this portion of Powers Boulevard will be built with Hwy. 212. It would be
wise to have this segment built with state dollars.
I hope that I have answered your questions. I invite you to participate in the Comprehensive Plan
public hearings. Watch the Chanhassen Villager or check the City's home page to find the
hearing dates.
Sincerely,
KcuU ~
Kathryn R. Aanenson, AICP
Planning Director
c: City Council
Frank J. Fox
Sever Peterson
Gil Laurent
Earl Holasek
Bruce Jeurissen
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Tim A. Erhart
9611 Meadowlark Lane
Chanhassen, Minnesota 55317
612/474-1116
: ) 1:~!8.
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January 9, 1998
Kate Annonson, Director of Planning
Bob Generous, Senior Planner
City of Chanhassen
690 Coulter Drive
Chanhassen, MN 55317
Dear Members;
While a member of the Planning Commission, I was involved in developing the rationale
for moving the MUSA line to where it has been since 1991. I'd like to take this
opportunity to share my experience and to suggest alternatives for deciding where and
when the various rural areas remaining will be added to the Metropolitan Urban Service
Area (MUSA).
It appears that the current approach being studied is to look at existing sewage lines, lift
stations, and water main facilities exclusively to determine the most economic sequence
for their expansion. While utilities infrastructure was a consideration in 1991, the
methodology ultimately used was based on transportation issues, the need to develop
Bandemere Park, and a strong belief that the city should preserve, for as long as
possible, those areas where agriculture is actually being practiced in Chanhassen. We
felt that these issues outweighed the benefits of optimizing the sequence which sewage
disposal and water distribution systems are expanded.
While land must be added to the urban area in order to achieve the City's and Met
Council's goals, the action of incorporating more land in each case should be done in a
way that least impacts remaining agriculturally active land. Building lift stations or even
placing the MUSA line close to Ag land tends to attract speculators who purchase the
land at higher prices than Ag use can justify. These parcels are then converted to
interim uses and then, without fanfare, one spring a Commercial Nursery business or
Contracting Yard exists where the previous year, there was a corn field. Eventually all
the pipe and line will be installed and all the corn and soybean fields and cows will be
eliminated. Nevertheless, we can control the sequence in which these things will occur.
(By the way, abandoned farm sites make great contractors' yards.)
I have created the attached map which shows the remaining land used for Ag purposes
in our city. In planning our next MUSA line extension, I recommend that we maintain
the still relatively large and uncorrupted area south of Lyman, north of Pioneer, west of
extended County Road 17 and east of current 17 as Ag land or until all other non-
agriculturally productive areas are developed. To expand the amount of land for
TIM\CITYL TR OIl08/98j
. 1
urbanization, we should first absorb those lands which have already been degraded to
interim uses. Moreover, you will find that property already converted to interim uses
are adjacent to existing urban areas, park facilities and major transportation routes e.g.,
Highway 101 and Pioneer Trail.
I would like to state clearly that I am not suggesting that we maintain Ag land in
perpetuity in Chanhassen. Neither is it possible, nor is it fair to landowners currently
engaged in Ag production. We can, however, produce a rational plan for urban growth
which allows those farming a clearer idea of what the future holds and how best to plan
their investment. At the same time we can preserve for the community our heritage of
corn and soy bean fields, cows and even pigs - as long as possible.
(;~
D Agricultural Use
- Cultivated fields
- Pasture for cattle
* Gayle Degler - Resident Farmer
- Transitional Use
- Idle land
- Contractors' yards
- Commercial
* Northwest Nursery
* Halla Nursery '"
- Pasture or alfalfa growing for horses
: ! Musa
D Parks
/\/ Hwy212
---
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R EC.RSA-TIDNAL TR ItIL
(OLD C.NLJ ~ R J,./I"e)
ZWIE'Rs I JJ100NOftLL.Y
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COMPREHENSIVE PLAN
CHAPTER 5
UPDATE 1998
TRANSPORTATION
INTRODUCTION
The City of Chanhassen is located in northeastern
Carver County approximately 25 miles from
downtown Minneapolis (Figure 1). Chanhassen is
bounded by the City of Eden Prairie on the east,
the City of Shakopee and the Minnesota River on
the south, the Cities of Chaska and Victoria on the
west, and the Cities of Shorewood and Minnetonka
on the north. It is in the urbanizing area of the Twin
Cities Metropolitan area, and is expected to be
nearly fully developed by the year 2020.
Several regional highways provide Chanhassen
with accessibility to the metropolitan area and to
outstate Minnesota. These include MN Trunk
Highway 5 which runs east/west and interchanges
with 1-494 east of Chanhassen in the City of Eden
Prairie; MN Trunk Highway 7 which runs east/west
along the northern border of Chanhassen; MN
Trunk Highway 41 which runs north/south along the
western portion of the city; TH 101 (soon to be
CSAH 101) which runs north/south bisecting the
southern portion of the city and defines the
northeastern border of Chanhassen with Eden
Prairie; and MN Trunk Highway 169/212 which runs
east to west in southern Chanhassen along the
Minnesota River.
The existing Chanhassen Transportation Plan is
based on the City's 1991 Land Use and
Transportation Plan. Updates to these plans have
been undertaken by the City to recognize changes
in land use, development patterns and other
planning processes including: the Minnesota
Department of Transportation's "Transportation
System Plan" (TSP) and Carver County's
Transportation Plan update. The TSP was
prepared in 1997 and outlines major transportation
investments for the transportation system in the
seven county metropolitan area. The TSP
identified $10 billion in transportation needs in the
region with only $3 billion in funding. As a result of
this funding shortage, many needs throughout the
metropolitan area will go unmet over the next 20
years.
The TSP identified level of service (LOS) problems
on regional routes such as TH 7, TH 5, TH 41, and
TH 212, but has only allocated improvement funds
for a limited extension of four lanes on TH 5 out to
TH 41, and the first phase of TH 212 out to CSAH 4
i.n Eden Prairie. Given these limited capacity
Improvements to regional facilities, operational
(congestion) and safety problems on these facilities
will continue to increase. Since the regional
facilities are anticipated to function poorly,
additional traffic is anticipated to divert to the local
system.
[Carver County is in the process of updating their
Comprehensive Plan including the transportation
element. It is important to note that the system
changes and traffic forecasts included in this plan
are only in draft form and that some modifications
may occur to county facilities and forecasts as the
report is completed over the next three months.]
Figure 1
Goals And Objectives
The Transportation Plan sets forth how the City of
Chanhassen will achieve its goal of creating an
integrated multi-modal transportation system
which permits the safe, efficient and effective
movement of people and goods while
supporting the City's development plans, and
complementing the metropolitan transportation
system that lies within its boundaries. To
accomplish this goal, the Transportation Plan:
1. Defines the density and distribution of future
land uses and their relationship to the
proposed local transportation system, and
the anticipated metropolitan transportation
system.
2.
Develops a functional hierarchy of streets
and roads and defines their access to the
regional system to ensure that they support
COMPREHENSIVE PLAN
UPDATE 1998
the existing and anticipated development of
the area; serves both short trips and trips to
adjacent communities; and complements and
supports the metropolitan highway system.
3.
Establishes a system improvement and
completion program that ensures that higher
priority projects are constructed first;
maintains a consistent and coherent roadway
system during the roadway system
development process; and provides for
adequate funding for all needed
improvements.
4. Identifies what transit services and travel
demand management strategies are
appropriate for implementation in
Chanhassen in order to increase the number
and proportion of people who use transit or
share rides, and reduce the peak level of
demand on the entire transportation system.
5. Identifies the strategies and policies that
need to be implemented to properly integrate
the trail system (pedestrian, bicycle, etc.) with
the proposed roadway system, to ensure the
provision of trails in a sequence consistent
with the development of the roadway system,
and to create a rational network of sidewalks.
Transportation Policies
The Metropolitan Council's Transportation Policy
Plan identifies a policy framework within which the
Chanhassen Transportation Plan was developed.
The City's transportation policies are supportive of
metropolitan policies and consistent with the plans
and programs of the Metropolitan, County, and
State systems and relate directly to the objectives
of the City of Chanhassen. These policies are as
follows:
General
. Thoroughfares and major routes should be
planned so as to reduce conflicts between external
traffic and local traffic while minimizing the
disruption or division of the logical pattern of
development in the community.
. Transportation facilities should be planned
and designed to be compatible with the
surrounding environment.
. Through the development review process,
the City will strive to discourage development from
occurring within the designated roadway corridors
as well as limiting access to collector streets, minor
arterials, intermediate arterials and principal
arterials.
. Promote safe and convenient access
connections between the highway system and
major commercial and industrial areas, and
residential neighborhoods.
Roadways
. Encourage multiple use of right-of-way
areas accommodating various modes of
transportation.
. New roadway facilities should be constructed
in conjunction with new developments and designed
according to the intended function. They should be
planned and designed to be compatible with the
surrounding environment.
. Existing roadways should be upgraded when
warranted by demonstrated volume, safety or
functional needs.
. Access points to the regional roadway
system should be adequately controlled in terms of
driveway openings and side street intersections.
. Residential street systems should be
designed to discourage through traffic and to be
compatible with other transportation modes
including transit, bicycle and walking.
. The City will implement roadway design
standards and inspection practices which ensure
proper construction.
Transit
. The City encourages all forms of ridesharing in
order to reduce vehicle miles of travel, reduce
petroleum consumption, and improve air quality.
. The City will review all major new developments
in light of the potential for ridesharing including bus
accessibility, preferential parking for carpools/
van pools, and mixed use development.
. The City will support Federal, State,
Metropolitan and local efforts directed toward the
2
COMPREHENSIVE PLAN
UPDATE 1998
provision of rail transit for the community, the
region, and the state.
. The City encourages cooperation with the
Metropolitan Council and Southwest Metro Transit
Commission in order to provide future transit
service to and within the community. The City will
support the development of park and ride facilities
that encourage transit use.
Parking
. The City will continue to review new
developments for adequacy of parking based upon
need and the potential for joint use of parking
facilities.
. Sufficient parking and transfer and bus stop
facilities areas should be provided to meet the
needs of mass transit in major employment and
commercial areas and in higher density residential
and mixed use areas.
Pedestrian/Bicycle
. Major activity centers should provide
accessibility to pedestrians and bicycles including
necessary storage facilities.
. The City will promote increased
development of bikeways and trail facilities in order
to conserve energy resources, enhance
recreational opportunities and assist in the
abatement of pollution and congestion.
. Pedestrian and bicycle trails should be
interconnected with major generators and have
continuity across major roadways and other
barriers.
. Sidewalks and/or trails should be required
in commercial, industrial, medium and high
density residential areas; adjacent to schools and
other public buildings; and along at least one side
of collectors and other high volume roads.
Other
. The city will utilize the land use plan and
transportation plan maps to illustrate planned road
alignments and to facilitate their acquisition and
construction as new developments are proposed.
The plan maps will illustrate all collector and arterial
street alignments. They will also be amended from
time to time by the City during the subdivision
review process.
. As a part of platting, each development
should provide dedication and improvement of
public streets consistent with the standards found
in city ordinances. The city will promote the
provision of street and pedestrian connections to
maximize safety and ease of access.
. Sufficient setbacks and/or berming should
be designed into all development projects adjacent
to major public roadways.
. Coordinate existing and planned
transportation facilities and their capacities with
land use types and densities with particular
emphasis on land development in the vicinity of
interchanges and intersections.
. The City will continue an ongoing
maintenance program in order to maximize the
community's investment in transportation facilities.
. For proposed developments, the City will
require detailed circulation and access plans which
depict the impact of the proposed development on
both the existing and future transportation systems.
. The City will support Federal, State,
Metropolitan and local efforts directed toward the
timely construction of Trunk Highway 212,
upgrading of TH 5, realignment and construction
of CSAH 101 south of TH 5 and upgrading of 101
north of TH 5, TH 41, and other facilities serving
the area.
. Chanhassen will coordinate efforts with
Eden Prairie, Carver County, Hennepin County,
Victoria and other appropriate jurisdictions to
ensure that Highways 5 and 101 continue to
function as effectively as possible.
. Chanhassen will coordinate the
construction and maintenance of hard surfaced
local streets, collectors, and arterials. Within the
Rural Service Area, the City will provide and
maintain a transportation system consistent with
the needs of agricultural land uses.
3
COMPREHENSIVE PLAN
UPDATE 1998
LAND USE
Existing development within the City is influenced by
several factors including the relative location of the
Minneapolis CBO, the location of metropolitan
highways, and the location of several lakes within
the City. Residential development has occurred
primarily in the northeast portion of the city, with
some large lot developments in other areas.
Commercial areas in Chanhassen have developed
along the major highway corridors of Trunk Highway
5 and Trunk Highway 41. For more information on
land use with in the city see the land use section of
the comprehensive plan.
The adopted Comprehensive Land Use Plan
defines areas where the City will encourage specific
types of land uses to be developed. The general
categories of land uses defined by the City are
residential, commercial, mixed use, industrial,
school/public and parks. The Land Use Plan is a
tool that the City uses to "guide" future
development so that it is consistent with current and
future land uses in the City.
Metropolitan Urban Services Area
The 1991 Metropolitan Urban Services Area
(MUSA) is depicted in Figure 2. The purpose of
this boundary is to define the areas within the Twin
Cities Metropolitan Area that are eligible for "urban
services", specifically sewers, municipal water
systems and particular types of transportation
systems. This boundary line is defined and
maintained by the Metropolitan Council to assist in
the orderly development of the metropolitan area.
The location of the MUSA line is a valuable guide in
determining the priority of roadway improvements.
The roadway system within the MUSA area is going
to be in demand much sooner than the roadway
system outside. This is one of the reasons for
having such a boundary. It allows municipalities to
focus limited resources on particular parts of their
territory. All of Chanhassen is expected to be within
the MUSA by the year 2020.
City ofCballhuseD
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Figure 2
Socioeconomic Characteristics
The analysis and projection of regional traffic
conditions is conducted utilizing a technique known
as traffic analysis zones. Traffic analysis zones
(TAZ's) are defined geographical areas within which
data such as population, employment and
household information is collected. This data is
analyzed through computer modeling techniques
which results in forecasts of traffic movement
between zones. Utilizing this technique, it is possible
to project travel and demand such as person-trip
productions, person-trip attractions, intrazonal
person trips and motor vehicle data such as
average daily trips and peak hour trips. This data
is valuable in both local and regional transportation
planning.
Table 5-1 shows the past census population,
households, and employment as well as 2020
forecasts for the City of Chanhassen. From 1980
to 1995, the population and the number of
households in Chanhassen more than doubled.
increasing at annual rates of 6.0 percent and 6.3
percent, respectively. By 1995, Chanhassen's
employment had grown more than three times the
4
COMPREHENSIVE PLAN
UPDATE 1998
1980 figure, rising at a rate of 8.8 percent per year.
City forecasts are based on the location of existing
development and an understanding of the rate at
which development is occurring both within
Chanhassen and throughout the region.
POPULATION, HOUSEHOLDS AND EMPLOYMENT PAST CENSUS
TOTALS AND 2020 FORECASTS
TABLE 5-1
1970 1980 1990 1995' 2010 2020
Population 4,879 6,359 11,732 15,231 25,000 34,500
Households 1,349 2,075 4,016 5,198 9,500 13,500
Employment 900 2,102 6,105 7,422 11,820 12,300
, Estimated 1995 socioeconomic figures from Metropol~an Council
The City forecasts indicate that the number of
households will more than double between 1995
and 2020, an annual increase of 3.3 percent. This
rate of growth will result in the doubling of
population over a 20-year period. The projected
growth shows a steady increase between the first
ten years and the last ten years. Employment is
also forecast to grow to more than two times the
1995 figure, a growth rate of 2.0 percent per year,
Table 5-2 shows the City of Chanhassen's forecast
for population, households, and employment by
TAZ for 2020. The TAZ locations are shown in the
appendix.
Table 5-3 compares the Metropolitan Council
forecasts of population, households, and
employment with forecasts made by the City of
Chanhassen.
The Metropolitan Council's 2020 forecast for
population, households, and employment is very
similar to the city's. Differences in forecast
population and households arise primarily from a
difference in the estimate of household size. The
Metropolitan Council projects a household size of
2.55 persons per household while Chanhassen
estimates a household size of 2.65 persons per
household.
CITY OF CHANHASSEN
2020 POPULATION, HOUSEHOLDS AND EMPLOYMENT BY TAl
TABU: 5-2
Pooulatlon Households Emolo mont
City 0'
Metropolitan Chanhass en 199!
Council T AZ TAl 2020 1995 2020 1995 2020
136 136A 880 1442 303 520 35 50
136B 379 555 131 200 94 160
136C 441 1165 152 420 23 40
1360 105 55 36 20 18 55
136E 638 1 230 35 35
136 1808 3955 623 1390 205 340
137 137A 441 694 152 250 15 20
137B 63 2081 22 750 6 70
137C 400 721 138 260 14 25
137 904 3495 312 1260 35 115
138 138A 1340 2358 427 850 48 85
1388 580 249 199 900 26 90
138C 0 0 0 5 140
138 1920 4855 626 1750 79 315
139 139A 2412 2774 831 1000 87 100
139B 2137 3107 736 1120 450 600
,39C 3 22 1 8 722 1000
139 4552 5903 1568 2,28 1259 1700
140 140A 1242 1581 427 570 45 57
1408 221 444 76 ,60 8 16
,40 1463 2025 503 730 53 73
141 141A 869 1581 299 570 ,17 1700
1418 1103 1221 380 440 1310 ,50
141 1972 2802 679 10,0 142 1850
142 142A 324 75 112 27 10, 2500
1428 718 971 247 350 303 1000
142C 35 152E 12 550 2225 850
142 107 257, 371 927 2629 4150
143 143 251 565 86 200 598 1800
144 144A 634 1664 218 600 23 200
1448 179 2215 62 BOO 64 200
144C 14 14 5 5 10 10
,44 827 399 285 1405 97 410
145 145A 141 1609 48 560 6 700
1458 242 1886 84 680 25 800
145C 47 55 ,6 20 109 350
145 430 3551 148 1280 140 1850
146 146A 11 2219 4 800 15 100
1468 11 333 4 120 1 BOO
146 22 2552 8 920 16 900
TOTAL 15226 36071 5209 13000 6538 13503
SOCIO.ECONOMIC DATA COMPARISON
TABLE 5-3
C ity of Metropolitan
Chanhassen Council
2020' 2020'
Population 36,071 34,500
Households 13,000 13,500
Employment 13,500 12,300
, Totals from TAZ zones, Projections and allocations were made
by the City of Chanhassen Planning Department.
2 From Metropolitan Council Preliminary Forecasts of Population,
Households, and Employment (Regional Growth Strategy, March
1997).
5
COMPREHENSIVE PLAN
UPDATE 1998
ANALYSIS OF EXISTING AND FUTURE ROADWAY
NEEDS
Determining future roadway needs is based on both
an analysis of existing roadway needs and an
understanding of how traffic demand will grow in the
future. A good indicator of existing need is traffic
congestion. However, maintaining system continuity
as new land develops is also important. Identifying
future need requires an understanding of how the
city is expected to grow. The preceding section
outlined the expected distribution of population and
employment. Forecasts of traffic based on these
socioeconomic forecasts were made for the existing
roadway system including improvements that are
already programmed. This allows the detection of
problems that would develop if no further system
improvements were made. This section identifies
both existing and future roadway system needs.
Existing Roadway System
As with all municipalities, jurisdiction over the
roadway system is shared among three levels of
government: the state, the county and the city.
The Minnesota Department of Transportation (Mn/
DOT), through its metro-district Golden Valley,
maintains the interstate and trunk highway system
on behalf of the state; Carver County maintains the
County State Aid Highway (CSAH) and County
Road systems. The remaining streets and
roadways are the responsibility of the City.
The existing street network includes approximately
140 miles of road. This represents almost a
doubling of the road system from 75 miles in 1990.
ROAD TYPES AND LENGTHS
Road Type Length in Miles
Trunk Highway 17.89
Trunk Highway Tumback 0.99
County State Aid 8.73
Municipal State Aid 16.75
County 3.05
Local 92.46
TOTAL 139.87
Table 5-4 shows the major components of the
existing street system in the City of Chanhassen
along with each facility's termini.
aTY CFCHANiA$EN
KEY EX511NG lRANSFCRTATDI FACIllTES
TABLE 54
HGfNAY/STREET ffiO M 10
lH7 WstUrrit t-brth Un I
lH5 WstUrrit East Un I
lH 41 t-brth Un ~ SouIh Un ~
CS6. H 101(former1y lH 101) t-brth Un ~ SouIh Un ~
lH 212 WstUrrit lH 100fIH 212
lH100 lH 212 East Un it
lH100 lH 212 SouIh Un ~
MrreNashta ~ lH5 lH7
G31pi18oJe1ad t-brth Un ~ Lynm 80JeIad
RwelS B OJIev ad( CSAH 1 7) t-brth Un it Lynm 80JeIad
Kerber 80JeI ad Rw elS B 0.JIev ad W:st 781h S Ile a
r../Bka 80JeI ad W:st 781h S Ilea lH5
Pak Rca::l Rw elS B 0.JIev ad At.dliJon Rm::l
L..GKe Lucy Rem lH 41 Rw elS B 0.JIev ad
Pleasant VeN Rm::l <R17 CS6. H 101
L..GKe D"ive East Dakota A~ 0311 Rm::l
Au:ll.tlal Rm::l lH5 Chaska U rrit
RcreerTral (C&H 14) WstUrrit East Un I
Bluff Qeek DriI.e PiJn eer Trail lH 212
Lynm 80JeI ad WstUrrit East Un it
Coulter B 0.JIev ad G31pin8oJelad Au:ll.tlal Rm::l
W:st 781h S Ilea Rw elS B 0.JIev ad CS6.H 101
Local Planning Policies
Chanhassen has different policies pertaining to
construction standards for urban versus rural local
streets. Urban roadways are required to dedicate
60 feet of right-of-way for local streets and 28 - 32
foot wide pavement width. Rural roadways are also
required to have a bituminous surfacing 24 feet
wide contained within a 60 foot right-of-way. Right-
of-way widths may be reduced to 50 feet if there
are extenuating environmental or physical
constraints on a property.
Current city policy also allows the construction of
private streets. Four single family residences may
be served if it is demonstrated to be unfeasible or
unnecessary to construct a public street. In such
cases, 30 feet of easement is required with the
6
COMPREHENSIVE PLAN
UPDATE 1998
r
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roadway consisting of a 20 foot wide paved surface.
Multi-family private streets require 24 feet of paved
surface in 40 foot easements. Commercial,
industrial, and office development may be served
by 26 feet wide paved private streets within 40 foot
wide access easements.
Existing Traffic Volumes
Traffic volumes for the different highway segments
within Chanhassen were collected from MnDOT
traffic maps. These volumes represent 1996
average daily traffic volumes and are shown on
Figure 3.
Existing Transportation Issues/Deficiencies
The function of a transportation plan is to not only
accommodate future needs but also to analyze
existing problems and pose appropriate solutions.
Frequently, existing problems are closely related to
future needs. As a result, a specific action in a
given area can remedy existing deficiencies while
providing for future needs.
Issues and system deficiencies were categorized
into three areas: 1) intersections, 2) roadway
capacity/alignment/connection and 3) jurisdictional
continuity. The major issues are shown on Figure 4
and discussed in more detail as follows:
Intersections/ Access
Chanhassen contains a number of intersections
that currently are experiencing problems. A
summary of these occurs as follows.
1. Trunk Highway 7/Minnewashta Parkway - The
major problem with this intersection is the angle
with which northbound Minnewashta Parkway
joins TH 7. As a result, it is difficult to identify
eastbound traffic on TH 7 and turning
movements from eastbound TH 7 to
southbound Minnewashta Parkway are
cumbersome. The City of Chanhassen
completed improvements to Minnewashta
Parkway in 1993. Due to heavy traffic volumes,
particularly during peak hours, turning
movements in this area are difficult. Installation
of a traffic signal at this location is anticipated in
the future.
2. Trunk Highway 7/Lake Minnewashta area - TH 7
in northwestern Chanhassen along the north
side of Lake Minnewashta intersects a number
of local streets. Due to heavy traffic volumes,
particularly during peak hours, turning
movements in this area are difficult. In this
area, TH 7 does not contain lanes specifically
designed to accommodate free flowing traffic.
Eventual implementation of the
recommendations contained in the TH 7
Corridor Study will improve conditions in this
area.
3. Trunk Highway 5/Minnewashta Parkway - Due
to heavy volumes, particularly during peak
hours, turning movements in this area are
difficult. Installation of a traffic signal in the
future is anticipated.
4. Trunk Highway 5/Arboretum Entrance - Turning
movements into and out of the Arboretum are
complicated by the heavy traffic volumes along
TH 5. In the future, this situation should be
addressed in the reconstruction of the western
segment of TH 5.
5. TH 41/TH 5 - Some areas of TH 41 have
inadequate sight distance (vertical alignment
7
COMPREHENSIVE PLAN
UPDATE 1998
could use improvement). This improvement
would normally require major reconstruction.
Improvement of this area is not included in
MNDOT's 20-year capital program.
6. TH 41 and West 82nd Street - Arboretum
Business Park area is developing. This will
increase side street volumes and likely require
signalization. Tentatively, signal installation is
anticipated in 1999.
7. TH 5/Audubon Road - Due to heavy traffic
volumes, particularly during peak hours, turning
movements in this area are difficult. Installation
of a traffic signal is included with the TH 5
project scheduled for 2000-2001.
8. TH 5/Park Drive - Access is proposed to be
limited to right-in/right-out with the TH 5 project
scheduled for 2000-2001.
9. CSAH 101/96th Street - At this intersection, a
blind curve exists due to the vertical curve of
CSAH 101. In 1989, sight distance was
enhanced by the removal of trees in the area.
Further improvements are unlikely until CSAH
101 is reconstructed in the future.
10. Pioneer Trail and CSAH 101 - Sight distance
problems occur for traffic on Pioneer Trail due
to the vertical curvature of CSAH 101.
Improvement of this situation requires a
comprehensive approach and is not likely to
occur until CSAH 101 is improved in southern
Chanhassen.
11. CSAH 101 /TH 212 - Recent improvements to
this intersection have significantly improved
safety. Heavy traffic volumes continue to pose
problems in this area. The construction of new
TH 212 in the future will remove some of the
existing traffic in this area.
12. Audubon Road/Lyman Boulevard - Long
queues occur during peak hours for westbound
to southbound left turns. Improvements are
requried to reduce delays and improve traffic
flows.
Road Capacity/Alignment/Connections
Deficiencies in this category are evident due to
capacity problems created by excessive volumes,
alignment issues, or due to connection problems.
Capacity problems are also caused by a lack of
proper lane channelization, lack of signalization or
due to the frequency of accesses. Specific
examples of such circumstances include the
following:
1 . Existing capacity problems are evident on a
number of key regional facilities within the City.
The Transportation System Plan (TSP) which
was completed by Mn/DOT in 1997 and the
Carver County Plan Update which is in
progress both show congestion on all major
east-west routes (TH 7, TH 5, TH 212). These
facilities provide mobility functions into and out
of the region and are critical to the
development of and quality of life in
Chanhassen. Existing capacity issues within
the city are described as follows:
. Trunk Highway 5 - Excessive congestion on
this route occurs during morning and evening
peak hours. In 1998, the four lane divided
arterial portion of TH 5 on Chanhassen's
eastern boarder carried 50,000 vehicles per
day. New TH 212 will provide some relief to TH
5; however, TH 212 is not in Mn/DOT's 20-year
capital improvement program. While the
planned four-lane improvements will improve
traffic flow on TH 5 out to TH 41, they are not
anticipated to resolve traffic problems on
segments of TH 5 which have volumes that
exceed the four lane capacity (approximately
45,000). If it is the goal of the City to have TH
5 function at an acceptable level (minimal delay
during peak hours), it is extremely important to
support construction of TH 212 to assist with
the traffic load or, ultimately, expand the
capacity of TH 5 to a six-lane expressway.
Within Chanhassen, the flow of traffic along
Highway 5 is interrupted by traffic signals at TH
41 , CSAH 19 (Galpin Boulevard), CSAH 17 (Powers
Boulevard), CSAH 101 (Market Boulevard), Great
Plains Boulevard, Dakota Avenue, and Dell
Road. Additional signals may be installed at
Century Boulevard and Audubon Road. There are
no significant commercial or residential uses
accessing directly onto Highway 5.
Eastbound traffic on TH 5 typically connects with
either 1-494 or TH 169/Hennepin County 62. From
the Chanhassen border to 1-494, Highway 5
8
COMPREHENSIVE PLAN
UPDATE 1998
Figure 4
9
COMPREHENSIVE PLAN
UPDATE 1998
contains a number of signalized intersections:
Eden Prairie Road, Wallace Road, Mitchell Road,
and Prairie Center Drive. These signalized
intersections combined with higher traffic volumes
in Eden Prairie, contribute to significant traffic
delays during peak hours.
In 1987, MnDOT began a series of improvements
which would significantly enhance the function of
Highway 5. The first stage improvements resulted
in the construction of four lanes from Wallace Road
to Prairie Center Drive in Eden Prairie. The second
phase constructed a four lane divided roadway
from west of CSAH 4 to Wallace Road. The third
phase of the project completed in 1993 constructed
a four lane roadway from west of CSAH 17 in
Chanhassen to west of CSAH 4 in Eden Prairie.
Included in the project was the replacement of the
Chicago, Milwaukee, St. Paul & Pacific Railroad
bridge south of the Chanhassen CBD. The next
phase of improvements is from west of CSAH 17 to
TH 41. This improvement is scheduled for 2000
and 2001 and includes the construction of a four
lane divided roadway and the north TH 5 Access
Boulevard (West 78th Street). Chanhassen strongly
advocates the continued extension of the TH 5
improvements to the western border of the
community.
. Trunk Highway 41 - This route bisects the
western portion of Chanhassen and_operates
in a congested state during morning and
evening peak hours (LOS F) south of TH 5.
Existing volumes average from 15,000 to
17,500 south of TH 5. However, some counts
have occurred as high as 20,000 As the
metropolitan region expands, north-south
routes in this area will become more important
as destinations are less centered on Twin
Cities urban core. Currently, there is a lack of
good north-south routes that provide
connections between east-west principal
arterial routes and major river crossings. Trunk
Highway 41 is the only north-south route in the
area that has significant continuity and
connects to a major river crossing. With other
north-south corridors being limited, the
volumes on this corridor are anticipated to
increase as additional development occurs.
This will continue to cause delays and
intersection problems throughout the corridor.
These problems are anticipated to be
significantly worse at the intersection of TH 5
and TH 41. Even though it provides an
important function for the region, there are no
major improvements planned for this facility. As
a result, other parallel routes, Audubon Road
and Galpin Boulevard, will become more
important in distributing the traffic demand
during peak traffic periods.
. Trunk Highway 7 - Peak hour congestion on
this route occurs east of the TH 41 junction.
Average daily traffic volumes range from
17,000 west of TH 41 to 24,500 east of TH 41 .
In Chanhassen, vehicle movements are
generally uninhibited by signals or major street
intersections. To the east, however, Highway 7
passes through Minnetonka and northern
Hopkins where there are more frequent
signalized intersections and commercial
development. The roadway carries substantial
vehicular traffic and is considered congested
(LOS F) during peak travel periods. Recently,
a corridor study was completed for TH 7. In
Chanhassen, this study recommended turn
lanes and minor local street closures. These
safety improvements are scheduled for the
year 2000.
. TH 212--Congestion on this route occurs
from Chaska to Eden Prairie during the peak
hours. Average daily volumes range from
15,000 at the west city limits to 25,000 at the
east city limits.
2. Audubon Road (CSAH 17) - Existing volumes
on Audubon Road are 9,500 vehicles per day.
This volume suggests that capacity levels are
being approached for this two-lane facility.
3. County State Aid Highway 101 (formerly known
as TH 101) - CSAH 101 is classified as an "A"
minor arterial. It is located along the eastern
border of Chanhassen. This road has existed
as a temporary Trunk Highway and, as such, it
did not receive appropriations for any major
improvements. Hennepin County and Carver
County are in the process of receiving
jurisdiction of TH 101 and renaming it CSAH
101 within their county boundaries. As a result,
the facility is eligible for Trunk Highway
Turnback funds. The highway has significant
alignment and geometric problems particularly
south of TH 5. Carver County and
Chanhassen are to take the lead role in
10
COMPREHENSIVE PLAN
UPDATE 1998
promoting the improvement of CSAH 101 south
of TH 5. Hennepin County is the lead agency
on CSAH 101 north of TH 5. In the meantime,
the county and city anticipate working on
completing a joint powers agreement for
developing improvements to CSAH 101 south
of TH 5.
4. Pleasant View Road - The existing roadway
alignment is inadequate in several areas.
Sharp curves, garages located at the right-
of-way line, hidden driveways and frequent
vistas of Lotus Lake which serves as a
distraction, all combine to create potentially
dangerous conditions. Previous efforts to
improve Pleasant View Road have been
unsuccessful. As a result, the inadequacies of
this route will continue to intensify as traffic
volumes increase.
5. Powers Boulevard (CSAH 17) - Currently,
Powers Boulevard does not extend south of
Lyman Boulevard. South of Pioneer Trail,
further extension is not feasible due to existing
development and extreme variations in
topography. Therefore, Chanhassen's only
reasonable opportunity for a comprehensive
north/south minor arterial route lies in the
improvement of the CSAH 101 corridor.
6. Lake Drive/Coulter Boulevard - For the street
to serve its intended purpose, it is essential
that it be extended to the west. The
Comprehensive Plan illustrates its ultimate
extension to Hwy. 41 where it will intersect with
82nd Street in Chaska.
7. West 78th Street (north access boulevard) - As
with the Lake Drive/Coulter Boulevard system
south of TH 5, this system is very important for
serving local east/west trips within the
community for TH 41 to CSAH 101. This
roadway is included in the TH 5 improvement
project scheduled for 2000-2001.
Jurisdictional Continuity
Chanhassen contains a number of roads which
pass through the community and into other
municipalities. Because these routes fall under a
variety of jurisdictions, continuity problems can
occur. Routes of particular interest to Chanhassen
include the following:
1. Powers Boulevard (CSAH 17) - Within the city,
this route has adequate right-of-way, sight
distance, grades and setbacks to maintain a 45
to 50 mile per hour speed limit. North of
Chanhassen, however, this road takes a
different form as it enters Shorewood and
Excelsior. In Shorewood, CSAH 17 becomes
Hennepin County 82. Tight setbacks, poor
sight distances, individual driveway accesses
and reduced speeds exist in this area. As a
result, the effectiveness of CSAH 17 as a
northern access to TH 7 is diminished once it
crosses Chanhassen's border.
2. Galpin Boulevard (County Road 117) - is very
similar to CSAH 17. The route functions
effectively until it reaches the northern portion
of Chanhassen where its alignment restricts
traffic movement.
3. Trunk Highway 5 - Issues pertaining to TH 5
have been previously presented. The
jurisdictional continuity of TH 5 is extremely
important to Chanhassen. Chanhassen will
need to continually monitor MnDOT plans for
this route as well as the desires of adjacent
municipalities to ensure that TH 5 continues to
function at the highest feasible level of service.
4. County State Aid Highway 101 - The
importance of additional north-south routes
with continuity has been discussed extensively
in other sections of this chapter. Since this
particular route borders Hennepin County and
the City of Eden Prairie, it is important to
develop a consistent approach to this route
from TH 7 to TH 212.
5. Pioneer Trail (CSAH 14) - Provides a significant
transportation corridor connection Chaska to
Bloomington.
6. TH 41 - This route is an important north-south
route connecting three principal arterial routes.
Chanhassen should work with MnDOT to
ensure that TH 41 continues to function at the
highest feasible level of service.
11
COMPREHENSIVE PLAN
UPDATE 1998
-'I
FUTURE TRAFFIC FORECASTS
Traffic forecasts were made to determine the
adequacy and appropriateness of the street and
highway system to accommodate the development
that is expected to be in place by the year 2020.
The forecasts were prepared based upon projected
population, households and employment data
developed by the City of Chanhassen in
conjunction with the Metropolitan Council. The
population, household, and employment information
was distributed throughout the city to a refined
network of Traffic Assignment Zones (TAZ). The
TAZ information is contained in Appendix B. The
analysis assumed improvements to regional
facilities only if they were programmed. Other local
improvements were assumed if they have been
included in previous transportation plans and were
part of the arterial system. These system
improvements are listed as follows:
TH 5: Four lanes extension out to TH 41.
.
.
CSAH 18: Completion of segment between TH
41 and CSAH 11 in Victoria.
.
West 78th Street: Completion of north frontage
road along TH 5.
.
CSAH 17: Extension of Powers Boulevard
south to Pioneer Trail.
.
Lake Drive/Coulter Boulevard: Completion of
south frontage road along TH 5.
The resulting traffic projections are shown in Figure
5. The forecasts are based on a capacity
restrained network. The forecasting process is
described in Appendix B.
The level of congestion of the future highway
system depends in large measure on both the
capacity improvements undertaken and the
availability of a local arterial system to complement
and relieve the regional system. The congested
segments are shown on Figure 6. The 2020
forecasts suggest the following:
.
Regional facilities (TH 7, TH 5, TH 41 and TH
212) currently are congested. With little or no
capacity improvements to these facilities,
.. -. <':': ....:.: 21.00ll . ..,00 '. ~ !. "0CI!'t.: I,)> , ~
.......:~~~:~ : -~- ---',--..'. -~ .J. ~.:..:&.-:; ~. " !=-='L--~'~~.!
- 17,ooD. 8,*. 6r591" -oWt.5Of'... . ~"1=- - .m
'-..: '''-''::
:I~'::C...~::-""
;
10,000':
~
.~'-~ .".. ':- - .
/ ,.
'1. .
8,100 ".
..~.~~: ::,
....
.....
"
.~>...:)&;7~~~ - 1'-~'
", . '<:~~.~;~..,~)
C \ I t:H(,;HANt"l:~
=.;;",. .: .
,".- '."-'..
'". ._" '8,500
" ". '~'.S/JO
./
"4
Figure 5
~.: '.
....,
. .
"....-'
@
~~Jrt.: .1166..,11tl111'iO N~", TH :'1~ LII; C.,.,,.lru::a'<t ::y 20~
2020 FORECAST TRAFFIC VOLUMES
congestion will increase on these facilities. In
addition, more trips will divert to local routes
such as CSAH 18 (Lyman Boulevard), County
Road 117 (Galpin Boulevard), CSAH 17
(Powers Boulevard) and to other collector
routes within the city.
.
If TH 212 is not constructed by 2020, capacity
improvements are needed on the following
facilities:
TH 212 (existing) 4 lanes east of CSAH 40
TH 41 4 lanes between TH 7 and TH 169
TH 5 6 lanes east of Powers Boulevard
TH 5 4 lanes west of th 41 to Waconia
CSAH 14 4 lanes east of TH 41 to city limits
CSAH 18 4 lanes east ofTH41 to CSAH 101
CSAH 101 4 lanes TH 5 to north city limits
CSAH 101 4 lanes TH 5to TH 212
Powers Blvd 4 lanes CSAH 18 to CSAH 14
CSAH 17 4 lanes south of CSAH 18 to TH 212
TH 7 4 lanes between CSAH 10 and 41
.
An alternative was analyzed that assumed new
TH 212 would be constructed prior to the year
2020. Constructing TH 212 would result in less
traffic diverting to local streets. In addition, TH
12
COMPREHENSIVE PLAN
UPDATE 1998
212 would result in a significant operational
benefits to TH 5 (Chanhassen's key
transportation facility). If TH 212 is constructed
by 2020, capacity improvements should still be
considered on the following facilities:
TH7
TH41
CSAH18
CSAH14
4 lanes between CSAH 10 and TH 41
4 lanes between TH 7 and TH 169
4 lanes east of TH 41 to CSAH 101
4 lanes east of CSAH 17(Audubon Road) to
city limits
4 lanes TH 5 to CSAH 14
4 lanes TH 5 to north city limits
4 lanes south of CSAH 18 to CSAH 14
4 lanes north of TH 5 to TH 7
CSAH 101
CSAH 101
Powers Blvd
CSAH17
,-
I~:;:, )~-~,C'0:/:'~':""" "-~:;A: 2-;-,,:t, ';"'\ ;",::::', . :,:'::"i~~1
i xG:\,~l~ljj~:~W'~~t:f::-;. -"~ :'!,~'-', ~..,';" 'i.:J[f~~,~:?~:'::~
. -. rM'%."'~~' ~. 'T ." ','------ ...,.'~ u.:.,
,l:~~'~,. .,:':~{_:=rl':~~:~'i ~;;2 .
f;'J-' - - ,r .:~ :: f~
./
'., ,.- ,'...-....'....-.:..-
L'
-:
_ t-'UI~N.IAL(;,,,..:.:..,::',rrV~R()RJ F~.i=i
Figure 6
.' . ~:: ;
~>
";..,,,.~ ~#
"
@
FUTURE CAPACITY PROBLEMS
ASSUMES NO TH 212 BY 2020
. Regional river crossing bridges (TH 41 and
CSAH 101) are congested currently and will
become more congested as the region
expands. The development of new TH 212 is
anticipated to attract more trips from Scott
County and TH 169 and the Shakopee by-pass.
A new regional river crossing bridge has been
shown on the functional classification system
plan in the southwestern corner of the City.
Agencies should continue to investigate and
preserve this corridor or identify how existing
corridors could be expanded to address river
crossing needs.
Improvements proposed for municipal roadways are
under direct control of the city and will receive
highest priority in the City's Transportation
Improvement Program. For roadways on the
county system, the city will cooperate with Carver
County and encourage the improvement of county
roads in accordance with this plan.
SYSTEM PLAN
-'.
The proposed roadway system should be
consistent with the anticipated density and
distribution of land uses in the city in the year 2020.
The purpose of this section is to review the existing
functional classification system (Figure 7) and
identify potential functional classification and other
system changes that should be made to
accommodate the anticipated growth. The existing
functional classification system is based upon the
1996 Metropolitan Council Functional Classification
map with the addition of local collector streets which
were identified as part of the previous Chanhassen
Plan. The current system includes a revision to TH
101 which was realigned in 1994.
Guiding Planning Principles
The City of Chanhassen Transportation Plan has
been developed using the following guidelines and
planning principles:
1 . The functional classification of the roadway
system in Chanhassen should conform to the
criteria and characteristics summarized in
Appendix A.
2. The plan should reflect vehicular travel
demand at full development.
3. The full development level, as defined by the
Land Use Guide Plan, should incorporate the
limiting effects that the identified physical
constraints have on the attainment of the
anticipated level of development.
4. Compatibility should be maintained between
the roadway system in Chanhassen and
county and regional roadway systems.
13
COMPREHENSIVE PLAN
UPDATE 1998
5. In developing the plan, roadway segments and
intersections that cannot accommodate the
anticipated vehicular travel demand should be
identified.
Functional Classification System
The functional classification criteria presented in
Appendix A were closely followed during the
preparation of this plan. The intent of a functional
classification system is the creation of a hierarchy
of roads that collects and distributes traffic from
neighborhoods to the metropolitan highway system
in as efficient a manner as possible given the
topography and other physical constraints of the
area. Places of high demand, such as employment
or commercial centers, should be served by
roadways higher in the hierarchy such as arterials.
Neighborhoods and places of low demand should
have roadways of lower classification such as
collectors and local streets. It is in this way that the
land use plan is integrated into the transportation
plan.
An important consideration in developing a
functional classification system is adherence to the
spacing criteria established by the Metropolitan
Council (Table 5-5 and Appendix A). The City of
Chanhassen is currently considered part of the
developing area. As a result, the city has a mixture
of urban, suburban, and rural areas. It is
anticipated however, that the city will be fully
developed by 2020. The ultimate roadway system
assumes full development, but the current
distinction between developing and rural is
important in the establishment of implementation
priorities.
The proposed City of Chanhassen functional
classification system is shown in Figure 8. The
classification system that is consistent with the
preliminary changes that are being proposed by
Carver County in the update of their transportation
plan. Since the plan is still under development,
there may be some further modification of the
functional classification system. The functional
classification plan includes the following categories:
1. Principal Arterials
2. Minor Arterials
. "A" Minor Arterials
SUI\IMARY OF SPAONG CRITERIA
TABLE 5-5
~ng (M1es)
Wetro CenErs" Fuly
FlIldional Regional ce.eloping Rural
Oassification B.Jsiness ce.eloped Areas Areas
QJncenb"aIions Areas
Principal Arterial 2-3 3-6 6-12
-
Mnor Arterial 1/4 - 314 1/2 - 1 1 -2 Ps needed
Collector 1/8 - 112 1/4 - 314 1/2 - 1 Ps neecEd
SJurc:e: Meiropolitan Council
. "B" Minor Arterials
3. Major Collector Streets
4. Minor Collector Streets
5. Local Streets
Principal Arterials
Principal arterials are the highest roadway
classification and are considered part of the
metropolitan highway system. These roads are
intended to connect the central business districts of
the two central cities with each other and with other
regional business concentrations in the
metropolitan area. These roads also connect the
Twin Cities with important locations outside the
metropolitan area.
Principal arterials are generally constructed as
limited access freeways in the developed area, but
may also be constructed as multiple lane divided
highways. The following facilities are designated as
principal arterials within the City of Chanhassen:
Trunk Highway 7
Trunk Highway 7 serves as a key east-west route
through the south central portion of Minnesota. It
connects the Twin Cities Metropolitan area with
cities such as Hutchinson, and Montivideo to the
west. It also is one of Chanhassen's major east-
west links to the Metropolitan area. It is located in
the northern portion of Chanhassen and provides
14
COMPREHENSIVE PLAN
UPDATE 1998
Figure 8
Future Functional Classification
15
COMPREHENSIVE PLAN
UPDATE 1998
regional access and mobility to primarily residential
areas.
Trunk Highway 212
The current TH 212 is a principal arterial and
connects small rural communities to the Twin Cities
Metropolitan area. In Chanhassen, TH 212 travels
along the bottom of the river bluff. A new location
of this facility has been planned for many years.
The new facility is proposed to run diagonally
through the southern portion of Chanhassen. The
route is proposed to be a four lane divided facility
with controlled access. Plans call for two
interchanges in Chanhassen, one at CSAH 101 (old
TH 101) and the other at CSAH 17 (Powers
Boulevard). At the present time, official mapping
has been completed and the EIS has been
finalized. TH 212 has right-of-way preservation
status as part of the Metropolitan Council's regional
plan. When the new TH 212 is constructed, the
existing TH 212 would be reclassified as a minor
arterial.
New Principal Arterial River Crossing
Currently, there is a lack of a principal north-south
arterial route in the region. This is due to physical
constraints such as Lake Minnetonka, and
Minnesota River bluff area as well as past travel
patterns favoring east-west travel. However, as the
urban area continues to grow, north-south travel
demand is anticipated to increase. The spacing
from the Bloomington Ferry Bridge (TH 169) to TH
41 is approximately 9 miles. This is inconsistent
with the functional classification guidelines. A
north-south regional river crossing has been shown
previously on the Metropolitan Council's functional
classification system. This route is located in
southwestern corner of Chanhassen and connects
new TH 212 to the Shakopee By-pass. This route
is intended to accommodate more of the regional
trips between TH 212 and TH 169.
This route was designated a principal arterial route
in lieu of designating the current alignment of TH 41
a principal arterial route. This was primarily done
because TH 41 goes through downtown Chaska
and has numerous access points and limited ability
for capacity improvements. The existing river
crossings on TH 41 and TH 169 are shown to be at
capacity based on traffic forecasting work done for
the Carver County Transportation Plan. Therefore,
expansion of existing river crossings or an
additional regional river crossing appears to be
needed to address regional growth.
Minor Arterials
Minor arterials are designed to emphasize mobility
over land access, serving to connect cities with
adjacent communities and the metropolitan highway
system. Major business concentrations and other
important traffic generators are often located on
minor arterials. In the metropolitan area, minor
arterials are divided into two classes "A" Minor
Arterials and "B" Minor Arterials.
1. "A" Minor Arterials
The Metropolitan Council has identified minor
arterials that are of regional importance because
they relieve, expand, or complement the principal
arterial system. These roads have been labeled
"A" minor arterials and have been categorized into
four types:
. Relievers - Minor arterials that provide direct
relief for metropolitan highway traffic.
. Expanders - Routes that provide a way to make
connections between developing areas outside
the 1-494, 1-694 interstate ring.
. Connectors - Roads that would provide good,
safe connections to and among town centers in
the transitional and rural areas in the area.
. Augmenters - Roadways that augment principal
arterials within the interstate ring or beltway.
To the extent possible, "A" minor arterials are the
most continuous and form a grid network over the
entire city. However, topographic constraints and
the location of existing highways and existing land
uses can result in deviations from the spacing
guidelines. Nevertheless, continuity and
connectivity among the "A" minor arterials and the
principal arterials allows the arterial network to
provide important mobility functions throughout the
city.
In Chanhassen, the current spacing of "A" Minor
arterials is approximately 3 miles (spacing between
TH 101 and TH 41). The desirable spacing for "A"
minor arterials is considered to be % to 1 miles for
16
COMPREHENSIVE PLAN
UPDATE 1998
fully developed areas. Because Chanhassen is
anticipated to be fully developed by the year 2020,
additional "A" minor arterials should be designated
to maintain mobility throughout the City. The "A"
Minor Arterials that are recommended in
Chanhassen include the following:
Trunk Highway 5 - Arboretum Boulevard
Trunk Highway 5 is the most important existing
roadway in Chanhassen functioning as the City's
transportation backbone. In the early 1970's, TH 5
was considered a principal arterial route. This
designation has changed over time because of the
close proximity of TH 7 and lack of continuity west
of Carver County. Currently, TH 5 serves as the
major link for Chanhassen to the metropolitan area.
In addition, TH 5 provides regional access to a
large number of businesses and industrial
properties in the area. The concentration of these
large employers results in some "reverse
commuting" patterns as well as destinations for
many trips coming in to Chanhassen from the west.
Even though this route is designated as a minor
arterial, it provides many functions similar to TH 7
and TH 212 which are principal arterial routes. As a
result, it is recommended that the city continue to
support improvement and access management
strategies that would maintain the mobility of this
route.
Trunk Highway 41 - Hazeltine Boulevard
Another "A" minor arterial that has many principal
arterial characteristics is TH 41. This route is
located in western Chanhassen and is the only
major north-south river crossing west of the
Bloomington Ferry Bridge (9 miles to the east) that
connects TH 169, TH 212, TH 5 and TH 7. As a
result, this route will continue to be an important
link serving Carver County and the City of
Chanhassen. Chanhassen and Chaska have
done a good job in protecting the mobility of this
corridor by providing limited access and proper
development setbacks.
CSAH 101 (old TH 101) - Great Plains
Boulevard
This designation is consistent with the Metropolitan
Council's Functional Classification Plan and
Hennepin County's designation. This designation is
consistent with the spacing guidelines for
developing areas. The current spacing of "A" minor
arterial routes west of 1-494 are between 1 and1 V2
miles. Other factors considered include:
. The projected year 2020 daily volumes are at
the upper limit or exceed the recommended
guidelines for volumes carried by a collector.
. The roadway connects principal and other
minor arterial routes thereby providing an
important mobility function for the region.
. The City has historically limited direct access
to CSAH 101 and will continue to do so.
Highway 169/212 - Flying Cloud Drive
Assuming new TH 212 is eventually constructed,
old TH 212 would be downgraded from a principal
arterial route to an "A" minor arterial. TH 169/212
is a two lane undivided highway with limited
access control on the segment within
Chanhassen; however, the river bluff substantial
restricts ability to access this route. The route
would continue to link Chaska and CSAH 101
river crossing with Twin Cities Metropolitan area.
The route would fits the spacing guidelines for "A"
minor arterial routes and provides east-west
traffic flow below the bluff.
CSAH 17 - Powers Boulevard
County State Aid Highway 17 is currently classified
as a "B" minor arterial on the Metropolitan Council's
Functional Classification Plan. It is recommended
that this route be upgraded to an "A" minor arterial
based on the spacing with other similar north-south
routes and the connections that it provides to other
arterial facilities such as CSAH 14 (Pioneer Trail),
new TH 212 (future interchange), TH 5, and TH 7.
The spacing of this roadway with CSAH 101 to the
east is approximately one mile; however, there are
physical barriers (lakes and wetlands) that limit the
connections between these routes. The spacing of
this route with TH 41 to the west is approximately
two miles. As the City of Chanhassen develops,
this facility will provide mobility for north-south traffic
flow to important destinations within the city as well
as the regional transportation system. It is
recognized that the character of CSAH 17 changes
as it extends north into Hennepin County (CSAH
82). The roadway becomes narrower and setbacks
are limited.
17
COMPREHENSIVE PLAN
UPDATE 1998
CSAH 19 - Galpin Boulevard
County State Aid Highway 19 is currently classified
as a "B" minor arterial on the Metropolitan Council's
Functional Classification Plan. This route is looked
at in combination with the southern portion of CSAH
17 (portion south of CSAH 18). Together these
routes form a north-south connection between old
TH 212 and TH 5. It is recommended that this route
be upgraded to an "A" minor arterial based on the
spacing with other similar north-south routes and
the connections that it provides to other arterial
facilities such as old TH 212, CSAH 14 (Pioneer
Trail), and TH 5. The spacing of this roadway with
CSAH 101 to the east is approximately one mile;
however, there are physical barriers (lakes and
wetlands) that limit the connections between these
routes. The spacing of this route with TH 41 to the
west is approximately two miles. As the City of
Chanhassen develops, this facility will provide
mobility for north-south traffic flow to important
destinations within the city as well as the regional
transportation system.
CSAH 17 - Audubon Road
County State Aid Highway 17 is currently classified
as a "B" minor arterial on the Metropolitan Council's
Functional Classification Plan. This route is looked
at in combination with CSAH 19 (portion north of
CSAH 18). Together these routes form a north-
south connection between old TH 212 and TH 5. It
is recommended that this route be upgraded to an
"An minor arterial based on the spacing with other
similar north-south routes and the connections that
it provides to other arterial facilities such as old TH
212, CSAH 14 (Pioneer Trail), and TH 5. The
spacing of this roadway with CSAH 101 to the east
is approximately one mile; however, there are
physical barriers (lakes and wetlands) that limit the
connections between these routes. The spacing of
this route with TH 41 to the west is approximately
two miles. As the City of Chanhassen develops,
this facility will provide mobility for north-south traffic
flow to important destinations within the city as well
as the regional transportation system.
CSAH 18 - Lyman Boulevard
Lyman Boulevard is currently designated as a "B"
minor arterial. It is an east-west route that parallels
TH 5 one to 1.5 miles to the south. It currently
connects TH 41, CSAH 17 and CSAH 101.
However, an extension is planned to the west of TH
41 that would follow the 82nd Street corridor
(adjacent to Chanhassen City limits). The spacing
guidelines are consistent with designation of an "A"
minor arterial for this route. East of TH 41, Lyman
Boulevard is proposed as an "A" minor arterial to
CSAH 101. West of TH 41, Lyman Boulevard is
proposed to remain as a "B" minor arterial because
the character of the facility will change as it
parallels the Arboretum.
2. "B" Minor Arterials
The Metropolitan Council defines all minor arterials
other than "A" minor arterials as "B" minor arterials.
These roadways serve a citywide function. Medium
to long distance trips use the "B" minor arterial
system. When combined with the "A" minor arterial
system, most places in the city are within a mile of
such a roadway. There is one route in the City of
Chanhassen that is proposed as "B" minor arterial.
This route is described as follows:
CSAH 18 - Lyman Boulevard West of TH 41 (see
description of Lyman under "A" minor arterials).
Collectors
Collectors are designed to serve shorter trips that
occur entirely within the city and to provide access
from neighborhoods to the arterial system. These
roads supplement the arterial system in the sense
that they emphasize mobility over land access, but
they are expected, because of their locations, to
carry less traffic than arterial roads.
The following roadways are recommended as
Collectors in Chanhassen.
1. Class I (major) Collectors:
. Minnewashta Parkway - This street serves as
the only north/south route between TH 5 and
TH 7, west of Lake Minnewashta. It is located
such that it likely serves some through trips
from outside the city along TH 5 traveling
north to TH 7, as well as locally generated
traffic along its route. This area has
undergone a fairly significant amount of
development but there is considerably more
development potential that is likely to be
realized over the next decade.
18
COMPREHENSIVE PLAN
UPDATE 1998
. Galpin Boulevard (CSAH 117) north of TH 5 -
This route serves to connect primary
residential areas to TH 7 and TH 5. It
parallels TH 41 to the west.
. Lake Drive - Lake Drive is being developed
to serve two functions. These include local
access south of TH 5 and a parallel collector
to TH 5 capable of carrying off-loaded local
trips of short to medium length. The City
undertook a joint project with MnDOT and the
City of Eden Prairie to extend Lake Drive east
to the City line where it merges with the
signalized intersection at TH 5 and Dell Road.
. Lake Lucy Road - Lake Lucy Road serves as
the only east west connector between CSAH
17 and TH 41 in northern Chanhassen.
. Coulter Boulevard - Coulter Boulevard is
being developed to serve two functions.
These include local access south of TH 5 and
a parallel collector to TH 5 capable of carrying
off-loaded local trips of short to medium
length.
. New east-west street - North of Pioneer Trail
between Powers Boulevard and CSAH 101.
. Kerber Boulevard - Main local access from
residential area to downtown.
. Market Boulevard - Main connection between
downtown and TH 5.
. Century Boulevard -- North-south collector
route between West 82nd Street and TH 5.
. Bluff Creek Drive - Functions as collector
route between Pioneer Trail and TH 212.
. West 78th Street - North frontage road along
TH5.
. Lyman Boulevard - (CSAH 101 east to city
limits). Connects CSAH 101 to Eden Prairie.
2. Class II (minor) Collectors (Class II collectors
focus on inter- and intra- neighborhood
connections) :
. Pleasant View Road - Pleasant View Road
serves as the only east/west connection
between CSAH 17 and CSAH 101 in northern
Chanhassen.
. Longacres Drive - Functions as a
neighborhood connection between TH 41 and
CR 117 (Galpin Boulevard).
. Park Road - Functions as business park
connection between Audubon Road and
Powers Boulevard.
The ultimate roadway system is based upon the
functional classification presented above. It reflects
full development of the city according to the land
use plan and socioeconomic forecasts presented
earlier. The roadway cross-section identified for
each classification would be expected to be in place
at the time full development is achieved.
RECOMMENDED ROADWAY PLAN
Traffic on Chanhassen's roadway system will
continue to increase due to new commercial,
residential and industrial development and changes
in socio-economic conditions. The impact of added
traffic will be more evident on the arterial and
collector routes. However, failure to address
capacity issues on major routes will result in more
traffic diverting to local streets. This can result in
safety, speed and other undesirable impacts to
collector routes.
In order to ensure that traffic concerns are
addressed thoroughly and comprehensively, the
transportation chapter of the Chanhassen
Comprehensive Plan contains a planned and
recommended roadway system for the year 2020
(Figure 9). This system is the result of both current
and past planning efforts including the 1980 and
1991 Comprehensive Plans, the Year 2005 Land
Use and Transportation Study, the Highway 101/5
Preliminary Alignment and Land Use Corridor
Study, the Highway 5 Corridor Land Use Design
Study, the 1990 Eastern Carver County
Transportation Study (ECCTS), and the 1998
Carver County Transportation Study.
The following major improvements are components
of the recommended and planned transportation
system:
19
COMPREHENSIVE PLAN
UPDATE 1998
Trunk Highway 5 - As was referenced previously
in this report, TH 5 is scheduled to be improved by
the Minnesota Department of Transportation. By
approximately 2002, TH 5 will exist as a four lane
road from TH 41 in Chanhassen to 1-494 in Eden
Prairie. This improvement, which will include turn
lanes, will help mitigate peak hour traffic congestion
in Chanhassen and Eden Prairie. The City will
continue to work to get TH 5 improved to
Chanhassen's western border. The current Carver
County Transportation Plan indicates a need to 4
lane Hwy. 5 west towards Waconia to accommodate
traffic flows.
Crosstown HighwaylTownline Road - This
improvement entailed the extension of Townline
Road from 1-494 west to CSAH 101 at the
Chanhassen-Eden Prairie-Minnetonka border. The
extension of this route, completed in 1998, will have
a major impact on CSAH 101 which serves as the
common Chanhassen/Eden Prairie boundary north
of TH 5.
State Trunk Highway 212 - Construction of TH
212 along a new alignment has been under
consideration since the early 1950's. Cities along
the corridor have cooperated in providing funding
to prepare an environmental impact statement (EIS)
for the project and have officially mapped the
right-of-way within the corridor. Plans call for TH
212 to be built as a four lane freeway facility. At
present, the route will be constructed to CSAH 4
over the next two years. The project is only
partially funded.
Dell Road/West 184th Avenue - Dell Road in
Eden Prairie parallels CSAH 101 and is classified
by the City of Eden Prairie as a collector roadway
north to TH 5 and a minor arterial south of TH 5. It
provides a connection from Townline Road on the
north to Pioneer Trail on the south. Depending
upon its design and access to the State Trunk
Highway system, Dell Road could playa greater or
lesser traffic role than envisioned by the City of
Eden Prairie. The Dell Road/TH 5 intersection was
signalized as part of the TH 5 improvement project.
Lake Drive - Lake Drive is a planned east/west
collector street located south of TH 5. This route
will serve as an important collector for
Chanhassen's eastern industrial area. The last
segment of Lake Drive still to be completed will
connect Audubon Road to Powers Boulevard
(CSAH 17). The alignment of this route south of
TH 5 separates planned industrial uses from
planned residential uses.
County State Aid Highway 101 (Old TH 101 -
Planning efforts since 1980 have consistently
identified the need for improvements to CSAH 101.
A design study for the roadway to Town Line Road
is scheduled to be completed in 1998. Planned
improvements north of TH 5 consist primarily of
reconstruction and realignment of the route north
of the intersection of CSAH 101 and West 78th
Street to effectuate better traffic flow.
South of TH 5 major improvements are needed.
The 1980 and 1991 Comprehensive Plans and the
. 'H!r,CH~ \;;ES
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- . III '1~j.~; =F.Ee.W/W(fII)!".~':r:jrA~
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6D
Figure 9
RECOMMENDED SYSTEM
ASSUMES CONSTRUCTION OF TH 212 BY 2020
2005 Land Use and Transportation Study called for
the total realignment of CSAH 101 between TH 5
and Lyman Boulevard. In reviewing the CSAH 101
20
COMPREHENSIVE PLAN
UPDATE 1998
corridor, the City recognized that since the
realignment will involve total reconstruction, a
unique opportunity exists to create CSAH 101 as an
attractive approach to the community. The planned
interchange of TH 212 and CSAH 101 will provide
downtown Chanhassen and the industrial area with
a new entrance. In order to maximize visual and
functional concerns, CSAH 101 is planned for
reconstruction as a boulevard/parkway with a
landscaped median area from new TH 212 to TH 5.
The alignment of CSAH 101 as it approaches TH 5
was relocated to the west to intersect Market
Boulevard. TH 5 will serve as a brief east/west link
for CSAH 101 between Market Boulevard and
Dakota Avenue where the route will continue to the
north. CSAH 101 north of TH 5 and south of TH
212 are clearly in need of improvements. These
improvements are justified today based on capacity
and safety concerns. The 1998 Carver County
Plan projects over 20,000 trips per day on the
segment north of TH 5 and 13,000 on the segment
south of TH 5.
West 78th Street (TH 41 To CSAH 17) - A frontage
road along the north side of Highway 5 between
CSAH 17 and TH 41 is planned to serve short term
and eventually long term development in the area.
In 1997 the frontage road was constructed to Lake
Ann Park and the access into Lake Ann Park at TH
5 was closed. The frontage road will also provide
direct access to the residential and neighborhood
commercial uses planned along the north side of
TH5.
Trunk Highway 7 (North Minnewashta Area) - A
study of the entire TH 7 corridor was completed in
late 1986. Various alternatives were identified to
improve the corridor along the north side of Lake
Minnewashta. The alternatives involved a variety of
street closures and re-routings in the residential
areas east of Minnewashta Parkway. The goal of
the recommendations is to reduce the total number
of intersections along the route thereby improving
traffic flow. At the present time, Chanhassen and
the other communities along the corridor are
working with MnDOT in implementing the
recommendations as funding becomes available,
which is currently programmed for 2000 and 2001.
Trunk Highway 41 . Historically, the Minnesota
Department of Transportation has had an interest
in realigning and extending TH 41 south to and
across the Minnesota River. To date, however,
there are no plans to actually implement a new road
along this alignment. This alignment is identified on
the Carver County Transportation Plan as a "study
and/or reserve right-of-way" corridor. It is not
currently identified on Chanhassen's transportation
system, however, it can be added if the County or
State feel that the realignment is still justified. If
appropriate, the City of Chanhassen will work with
Carver County and the City of Chaska to further
define the need for the realignment of TH 41
including the possibility of a new river crossing.
However, if the current alignment is retained, TH 41
would need to be upgraded to a four lane cross
section from TH 5 south into Chaska. In addition,
the vertical alignment of the south approach to T. H.
5 must be reduced to improve the safety of this
heavily used intersection.
County State Aid Highway 101/Proposed TH
212 and CSAH 17/Proposed TH 212
Interchanges - Plans for new TH 212 call for an
interchange at CSAH 101 in Chanhassen and
construction of an interchange at CSAH 17
(Powers Boulevard) and TH 212.
Coulter Boulevard - At the present time, the
Chanhassen transportation system does not
accommodate east/west movements, south of TH 5
between Galpin Boulevard and TH 41. A collector
roadway system in this area is needed to provide
access to property and to discourage local trips
from using TH 5. Coulter Boulevard will be
completed from west of Galpin to TH 41 where it
will terminate at a temporary cul-de-sac in 1998.
The connection of Coulter Boulevard to TH 41
cannot be made until MnDOT reconstructs TH 41.
New Regional River Crossing: South of New
TH 212 to TH 169 - Currently, TH 41 and
CSAH 101 bridges serve the river crossing needs
for the region. both these routes are anticipated
to be significantly over capacity. A regional river
crossing has been identified on past plans,
however, a limited amount of work has begun to
preserve a corridor for this facility. The City
should work with adjacent communities, Mn/DOT
and the Metropolitan Council to determine
potential alternatives to address capacity needs in
the region.
21
COMPREHENSIVE PLAN
UPDATE 1998
OTHER RECOMMENDED LOCAL STREET
IMPROVEMENTS
As Chanhassen continues to develop,
transportation conflicts and inconsistencies will
become evident. These situations, unlike planning
for major routes, are not predictable since they
result from the merging of existing and new land
use patterns. The Comprehensive Plan can be a
useful tool in assisting the City in resolving these
local access situations. It is the city's policy to
require interconnections between neighborhoods to
foster a sense of community, to improve safety, and
to provide convenient access for residents.
Often, during the subdivision review process, the
need for future extension of local streets becomes
apparent. As a result, access concepts are
developed to assist in creating an acceptable
configuration for the plat and as a guide for the
future development of adjoining parcels. It is the
City's intent that the Comprehensive Plan serve as
an implementation tool by providing a means by
which to record these access plans, legitimizing
them by nature of the fact that they are approved
by the City Council prior to recording. It also will
provide a useful means of providing information to
residents and developers seeking information or
future development potential. These concept plans
are illustrated below. Additional concept plans will
be added to this document over time as they are
developed.
Tanadoona Drive-Dogwood Road/Crimson Bay
Road - At the present time, Crimson Bay Road
does not connect to Dogwood Road to Tanadoona
Drive. Correspondingly, both of these
neighborhoods have only one means of egress/
ingress. A future street connection in this area is
needed to alleviate existing access problems.
Carver Beach Road Conditions. Chanhassen's
Carver Beach neighborhood was one of the first
residential developments on Lotus Lake. This area
consists of smaller lots and narrow rights-of-way.
Drainage problems occur due to topography and a
lack of storm sewer facilities in some portions of the
area. Improvement of existing conditions can only
occur in a comprehensive manner involving the
reconstruction of both streets and utility systems.
Because of development constraints, typical street
standards will not be applicable in this area.
Nez Perce/Pleasant View Road Connection -
During review of the Vineland Forest plat, it was
evident that a connection between Nez Perce/
Lake Lucy Road and Pleasant View Road was
warranted since there was no north/south
connection between CSAH 17 and Lotus Lake.
Improved access is needed for local trips and to
ensure the adequate provision of emergency
services. At the same time, there were concerns
voiced regarding the introduction of additional
trips onto Pleasant View Road since the street
already suffers from capacity and design
constraints. Therefore, it was determined that the
Pleasant View Road intersection should be
located as far west as possible at the Peaceful
Lane intersection.
Melody Hill connection between Chaska Road and
Murray Hill Road.- This connection would provide
an alternate means of access to the Minnetonka
Middle School. In addition, it would provide local
access for residents to the neighborhood
commercial center at TH 7 and TH 41. Currently,
residents must drive in to Shorewood and loop
back on Chaska Road to reach these areas. This
connection would provide only local access in this
area, since the completion of Lake Lucy Road to
the south will serve as the primary east/west
connection for northern Chanhassen between
Galpin Boulevard and TH 41 .
Timberwood Drive/Stone Creek Court - The
neighborhoods of limberwood Estates and Stone
Creek are separated by approximately 30 feet of
unfinished roads. This connection would permit
the residents of Timberwood Estates to access the
Bluff Creek trail system. In addition, this
connection could provide a secondary access for
limberwood Estates for residents and emergency
vehicles.
Kiowa Trail/Springfield Drive - Back-to-back cul-de-
sacs are at the Kiowa Trail connection. The
pavement for the northern cul-de-sac is installed to
the project property line. A breakaway barricade is
installed to prohibit through traffic on Kiowa Trail.
The cul-de-sac is temporary until either area
residents petition the city to open the connection or
Highway 212 is constructed, at which time traffic
patterns will be changed.
22
COMPREHENSIVE PLAN
UPDATE 1998
ALTERNATIVE MODES
Transit
Transit needs in Chanhassen were identified in the
Metropolitan Council's Transit Redesign (1996).
The findings and recommendations from this study
are summarized below.
Metropolitan Council's Transit Redesign
The Transit Redesign serves as a regional policy
framework for the promotion of transit throughout
the Twin Cities Metropolitan Area. Within this
context, four transit market areas plus localized
pockets were defined based on population and
employment densities. Chanhassen has been
identified with Area IV, indicating a population
density less than 5 persons per acre. As a result,
transit in Chanhassen should emphasize 1) Small
bus or Dial-A-Ride service providing county or rural
circulation, and 2) commuter bus service tied to
major park-and-ride lots to create travel volume. In
addition, the Transit Redesign Study identified
localized pocket that have higher population and
job densities than those for Area IV. Chanhassen
has one pocket located at the TH 51TH 41
intersection. Suggested service in pockets is
similar to Area IV except that the commuter bus
service may have localized service in addition to
linking with major park-and-ride lots.
Although private cars comprise the most commonly
used mode of transportation for Chanhassen
residents, mass transit serves as an important
alternative to automobile use and serves as one leg
of a multi-model transportation strategy for the
community. Two forms of mass transit, buses and
light rail/commuter rail are specific components of
this plan. Plans for these services are outlined as
follows:
Buses
In late 1986, Chanhassen joined the cities of Eden
Prairie and Chaska in the creation of the Southwest
Area Transit Commission, operated under a joint
powers agreement between the communities, to
provide transit service known as the Southwest
Metro. Chanhassen's contract with Chaska and
Eden Prairie is a joint powers agreement renewable
on an annual basis. The City will continue to
monitor the effectiveness of the Southwest Metro
program in providing cost effective transit service to
the City of Chanhassen.
There are several services provided by Southwest
Metro:
Express Service - This service provides express
service for passengers working in downtown
Minneapolis. Riders are picked up at the park and
ride lot in Chanhassen and driven to downtown
Minneapolis without stopping. At the end of the
workday, the service is reversed taking passengers
back to Chanhassen in an expressed manner.
Tele-bus - Residents are able to make reservations
for dial-a-ride bus service which provides for
address to address transit within Chanhassen,
Chaska, and Eden Prairie. Individuals may also
have standing reservations for this service,
providing transit service for their work needs,
service needs, and to provide transit for children
after school.
Circulator - Circulator bus service within the three
communities served by Southwest Metro was
established in 1997. This service connects riders
to major destination points in the three cities. This
service provides direct connections for
Chanhassen residents to Chaska and Eden Prairie.
Reverse Commute - To serve business in the area,
the local Chambers of Commerce created a
Reverse Commute Task Force which in conjunction
with other agencies helps to match employees in
Minneapolis with businesses in Chanhassen.
These routes start in Minneapolis and bring
passengers to job sites in Chanhassen. Starting
with only five passengers in 1992, the program has
grown to serve approximately 400 - 450
passengers and 45 - 50 employers. The City's
rapid growth as an employment concentration
warrants service to facilitate work trips.
Special Routes - Southwest Metro provides special
service routes to regional locations including
Southdale, the Mall of America, and the
Minneapolis-St. Paul International Airport.
Other Services - Because the agencies mission is
to meet the transit needs of the community,
Southwest Metro provides a variety of other transit
opportunities. For example, group rides are
available for a variety of business, schools,
23
COMPREHENSIVE PLAN
UPDATE 1998
organization, and others. Wherever possible,
Southwest Metro provides buses for little or not
charge for community purposes in Chanhassen and
other service communities.
Park-and-Ride
Chanhassen currently maintains a park-and-ride
stop on Market Boulevard. Eventually, the city would
like to locate another stop in a location that provides
improved utilization and permanent parking facilities.
However, the city will continue to support a park-
and-ride presence in the downtown location. The
city will also work with Southwest Metro to locate
park and ride stops at the future Hwy. 101/Hwy. 212
interchange and potentially at the east end of the
Central Business District.
Light Rail Transit (LRT)/Commuter Rail
Light rail transit is a mode of transportation that is
currently being considered for construction in the
Twin Cities Metropolitan Area. In 1987, Hennepin
County received authorization from the State
Legislature to prepare a Comprehensive LRT
System Plan for Hennepin County. The Hennepin
County Board intends to implement light rail transit
in the county. Toward that end, the County
established the Hennepin County Regional
Railroad Authority to administer, at least, the initial
stage of the system. Hennepin County owns
railroad right-of-way from downtown Minneapolis
to Victoria. Other counties in the metropolitan
area have followed Hennepin County's lead and
have also established railroad authorities.
Early system planning has identified two routes,
one or both of which may ultimately be extended
into Chanhassen (Figure 10). Of the two, the
northern alignment has received the highest
priority. Although both alignments provide potential
benefits to Chanhassen residents, neither
significantly impacts the city in terms of land use
and direct accessibility. There are no proposed
station sites within Chanhassen's borders.
The northern alignment which has an identified
station in Excelsior provides the most benefit to
Chanhassen since the city's population resides
primarily in the northern half of the community. The
southern alignment travels along the bluff area in
southern Chanhassen which is presently outside of
the MUSA line area and not likely to see urban
development within the near future. As a result, it is
viewed as somewhat of a commuting route from
Chaska to downtown Minneapolis and various
stations along the route.
If the northern route is eventually implemented,
Chanhassen residents wishing to use the system
will have to rely on bus transit connections to
Excelsior (if available) or will require park and ride
sites in the vicinity of the station. The City will
continue to monitor the implementation of light rail
and station plans to assess their adequacy and
their impact on existing private patterns and bus
transit systems.
Commuter Rail - The city supports the continuing
investigation of Commuter Rail as a transportation
alternative for the community, the region, and the
state. The Twin City & Western Line, which runs
through the heart of Chanhassen is currently under
consideration as a possible route.
Travel Demand Management
Lastly, the city supports investigation of TOM
strategies to reduce trip levels on area roads.
(-. ._- ....-
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RAIUCOMMUNTER RAIL CORRIDORS
24
COMPREHENSIVE PLAN
UPDATE 1998
The city will be advocating the development of a
multi-community, multi-county partnership with the
business community to promote these strategies.
Travel Demand Management (TOM) programs will
also provide an opportunity to reduce travel demand
on the regional highway system. The employment
concentrations anticipated for the area, particularly in
the office complexes, provide the city with a
tremendous opportunity to implement TOM programs.
As part of its standard approval process, the city will
work with new employers locating in the area to
ensure that employers will:
. promote carpooling by providing information on
carpooling and vanpooling to employees on a
regular basis, providing preferential parking
and guaranteed-ride home;
. encourage employees to participate in
Minnesota Rideshare's ride-matching program;
and
. offer employees flexible work hours and set a
goal to reduce peak hour trips by 10 percent;
In addition, every employer, regardless of size, will
be required to provide a convenient carpool/
vanpool drop-off site that does not interfere with
other traffic. This drop-off site will be consistent
with applicable ADA requirements. The city may
allow a group of employers to provide a shared
drop-off site as long as the site is accessible to all
participating employers.
It will be the goal of the city to reduce peak hour trip
generation.
Airports
There are no existing or planned airports within the
City of Chanhassen. Commercial air service is
available at Twin Cities International Airport and
general aviation is available at Flying Cloud Airport
in Eden Prairie. Flying Cloud Airport is
approximately 4 miles east of the City of
Chanhassen.
Despite the lack of airports in Chanhassen, the
City has two primary aviation concerns: first, that
physical obstructions are controlled and secondly,
seaplane operations. At the present time, the
tallest man made structures within Chanhassen are
the city's water towers, which average 135 feet.
Structures under 200 feet are not considered
obstructions under State rules. Radio towers are
the only potential structures that may exceed the
200 foot threshold. If proposals for towers occur,
the city will require that they comply with all State,
Federal and local requirements.
Lakes Minnewashta and Riley are used by
seaplanes at the present time. To date, there have
been few conflicts between boat traffic and
seaplane usage. Continued usage in these areas
is not viewed as a major issue due to the small
number of aircraft and off peak hour operation by
their owners. If in the future, the numbers of
aircraft increases or the potential for serious usage
conflicts occurs, the city may work with state and
regional authorities to limit or ban seaplane usage.
Trails And Sidewalks
While discussed primarily as part of the recreation
element in the Comprehensive Plan, the city
desires to be pedestrian friendly. To accomplish
this, the city must assure that city improvements
and private developments provide pedestrian and
bicycle linkages. An integral component of the
transportation system is the pedestrian and bicycle
sidewalks and trails (Figure 11). The city continues
to plan for an extensive trail system throughout the
community. These trails will provide linkages
between individual neighborhoods as well as
connecting these neighborhoods to the rest of the
community. As new development is proposed and
reviewed, the city will continue to require that these
pedestrian linkages be included as part of the
development.
RELATIONSHIP OF THE TRANSPORTATION PLAN
TO THE METROPOLITAN SYSTEM
In 1997 the Metropolitan Council issued a Systems
Information Statement to the City of Chanhassen.
The city was encouraged to address issues
identified in the Statement, and to ensure that
planning in Chanhassen was consistent with the
Metropolitan Council's newly revised Transportation
Policy Plan. This section is intended to identify how
the revisions to the City's Transportation Plan
support the Metropolitan Council's Plan.
25
COMPREHENSIVE PLAN
UPDATE 1998
As the region continues to grow, utilization of the
metropolitan highway system is expected to
increase. In some cases, these facilities will
become congested. Because of the regional
function that these facilities perform, many of the
factors affecting segments that are in the City of
Chanhassen are beyond the city's control.
Nevertheless, the city supports the desire to
resolve transportation issues by coordinating its
own efforts with those of adjacent communities,
Carver County, Hennepin County, the Minnesota
Department of Transportation, and the Metropolitan
Council.
To this effect, the city has undertaken a
comprehensive approach for dealing with these
transportation issues. This approach considers the
following methods for dealing with current and
future problems: (1) an updated roadway plan, (2)
support of regional programs and activities; and (3)
initiation of a TOM program. The city's approach to
each of these is described below:
1 . The city has adopted a Transportation Plan
that recognizes the need to support the
metropolitan highway system. The major
elements of the new plan are:
.
An arterial and collector system spaced in
accordance with Metropolitan Council
guidelines contained in the Transportation
Policy Plan.
.
An arterial system that provides both east-
west and north-south continuity between
the City of Chanhassen and adjacent
communities, thus providing alternatives to
the metropolitan system for medium and
long-distance inter-community trips.
.
Arterials and collectors that are parallel to
the metropolitan system, thus providing
alternate routes for short and medium
length trips, and eliminating them from the
metropolitan system.
2. The City of Chanhassen supports Metropolitan
Council and MnDOT plans to improve the
metropolitan transportation system in the
following areas:
. Installation of ramp metering and bypass
lanes aimed at preserving the level of
service on the metropolitan highway
system. To this end, the city will
coordinate site-specific installations with
MnDOT in order to develop geometric
designs at access streets that will
accommodate the resulting queues and
reduce the traffic impacts on the local
street system.
· The city supports the efforts of MnDOT to
construct TH 212.
PLAN IMPLEMENTATION
Previous sections have examined future travel
demand. have suggested guidelines for developing
a Transportation Plan, and have recommended a
Plan that is responsive to these considerations.
This section concentrates on examining the steps
necessary to implement the Transportation Plan. It
discusses a general strategy for moving from 1998
to the future in accomplishing the plan.
Transportation Plan Adoption
By adopting the Transportation Plan, the City
Council will establish the guidelines by which
decisions regarding transportation facilities will be
made in Chanhassen. It should be revised as
necessary to respond to changing conditions and
needs. The city should periodically review the
assumptions under which the plan was developed,
including estimates of future development,
population trends, changing financial resources,
energy considerations, and citizen and
governmental input, and update the plan
accordingly.
The plan should be circulated widely so that
residents and the business community are aware of
the opportunities and limitations that the plan
provides, thus enabling all interested parties to plan
with full knowledge.
Jurisdictional Realignment Process
In general, it is good policy that Carver County and
the State (MnDOT) assume responsibility for the
arterial system, and that the city assume
responsibility for the collector and local street
systems. This is, to a large extent, the situation in
26
COMPREHENSIVE PLAN
UPDATE 1998
Figure 11
Trail Map
27
COMPREHENSIVE PLAN
UPDATE 1998
Chanhassen. Currently, Carver County has
accepted the turnback of TH 101. Other roadways
that are under consideration for jurisdiction change
include:
.
County Road 117 (Galpin Boulevard) from TH 5
to the north City limits (turn back from County to
City). This roadway is designated as a local
collector street and does not function to serve
regional or inter-county type traffic.
Old TH 212 from west city limits to east city
limits. Assumes new TH 212 is constructed.
Old TH 212 would then revert to function as an
"A" Minor Arterial and revert to county
jurisdiction.
.
.
TH 5 and TH 41 - The TSP developed by
MnDOT indicated that all non-principal arterial
routes in the metropolitan area should be
considered for turnback. This included both TH
5 and TH 41. These routes currently playa
critical role in the region. A jurisdictional
change should not be considered unless new
TH 212 is constructed and a new river crossing
is made linking new TH 212 and TH 169.
Access Management
The City of Chanhassen, through its ordinances,
has authority to approve developments contiguous
to city streets. As part of this process, the city w.i11
work with MnDOT and Carver County on managing
access to all arterial and important collector routes
within the city.
Access guidelines are important because they define
a starting point for balancing property access, safety
and mobility concerns. Transportation agencies
regularly receive requests for additional access (e.~.,
new public streets, commercial driveways, residential
and field accesses) and these requests are evaluated
by numerous agencies and committees. Because of
the number of individuals and agencies involved, it is
easy to have inconsistent application of access
controls. This can result in confusion between
agencies, developers, and property owners, as well
as long-term safety and mobility problems. Standard
access guidelines can be used to improve
communication, enhance safety, and maintain the
capacity and mobility of important transportation
corridors. In addition, access guidelines may be used
to respond to access requests and to promote good
access practices such as:
· Alignment with other existing access points
· Adequate spacing to separate and reduce
conflicts, and
· Encouragement of indirect access rather than
direct access on high-speed, high-volume arterial
routes.
Providing access control in some form, whether it is
through grade-separated crossings, frontage roads
or right-in/right-out entrances and exits, reduce~ the
number of conflicts and, therefore, reduces accident
potential. A number of studies have demonstrated a
direct relationship between the number of full access
points and the number of accidents, including FHWA
Access Research Report No. FHWA-RD-91-044. The
results of this federal study are presented in Figure
12.
Based on current Minnesota Statutes, access may
be restricted as follows:
.
MnDOT may restrict access to right-in/right-out
only, or to a single-access point, but some form
of access must be granted to every parcel (the
State cannot force a land-locked situation). To
restrict access to a greater degree, MnDOT must
acquire the right to access through negotiation
or eminent domain. MnDOT can also affect
access through its comments to local
governmental units on plats and through its
driveway access permitting process.
.
Cities and counties may control access through
zoning and land subdivision regulations as well
as other review procedures and processes. Any
number of means may be used to control access,
including access points per land parcel and
distance between access points. In fact, direct
access may be prohibited altogether if an
alternative, indirect access is available.
Since stronger access controls are available at the
County and city level and these units of government
are usually involved at the planning stages, access
guidelines and corridor management practices
28
COMPREHENSIVE PLAN
UPDATE 1998
should be focused at this level. However, the potential
long-term benefits of access management requires
support and good communication at all governmental
levels.
Access guidelines have been developed for public
streets and private accesses (Table 6 and Table 7).
The implementation of the guidelines can be achieved
through a number of different methods, e.g., land use
regulations, subdivision regulations, access permit
processes, and access/transportation advisory
committees. These processes should be developed
so that they can deal with situations that either are
outside the guidelines or are hardship cases. In
existing corridors where significant development has
occurred, the number of existing access points is likely
to exceed the access guidelines. Unless these areas
are undergoing redevelopment, their access must be
addressed or approached differently.
The proposed access control approach is to minimize
any new accesses while consolidating and/or reducing
existing access points as redevelopment occurs.
It is important to consider the following points when
reviewing the guidelines and addressing access
issues:
. The guidelines will not cover every access
situation.
. Guidelines should be used as long-term goals,
not as absolute rules.
. Maintaining some flexibility is important in
promoting access consolidation.
. Approach to implementation is as important as
the guidelines themselves.
. Existing physical barriers or constraints need to
be considered.
The following access controls/policies offer some
alternatives for minimizing access and access
problems:
Encourage shared driveways and internal
circulation plans. If indirect access cannot be
achieved during plat reviews, promote internal site
circulation using shared access points.
Restrict turning movements to reduce conflicts.
If access points cannot be eliminated, consider turning
movement restrictions (e.g., left-in only, or right-in/
right-out only) through channelization, such as
installation of raised median, or signing. Eliminating
a single turning movement can significantly reduce
vehicle conflicts and potential accidents.
Develop parallel street systems for carrying local
traffic. Make sure that important arterial routes have
a good parallel street system to provide the local
access function and to carry shorter local trips.
Develop proper setbacks for future frontage roads.
If frontage roads cannot be justified (benefits do not
outweigh costs), make sure that proper building and
parking lot setbacks are established so that future
frontage roads can be installed with minimal impacts.
Develop proper secondary street spacing. When
reviewing plats and new development proposals, be
sure that they provide proper intersection spacing for
future signals. As a guideline, signalized intersections
should be limited to through streets with spacing
between one-quarter mile and two-thirds mile
depending upon the type of street. Collector streets
should provide some continuity and connectivity with
other street systems.
Encourage proper lot layout to minimize access
points. Promote direct residential access points onto
local routes, not arterials or major collectors. Direct
residential access off arterial or collector routes can
result in complaints when traffic levels increase. In
rural areas, where farms have one access point per
40-acre entitlement and where they cluster lots in one
portion of the farmstead, access should be
encouraged off local roads, not high-speed, high-
volume state or county roads.
Encourage connectivity between developments.
Individual developments should align streets to
provide access to existing developments or reserve
right-of-way to provide for future connections to
adjacent developments. This promotes neighborhood
connectivity, good emergency services, and more
efficient travel for mail, garbage and bus services as
well as street maintenance activities.
Consider official map process for important
corridors. Important arterial corridors or future
interchange areas that are located in development-
29
COMPREHENSIVE PLAN
UPDATE 1998
prone areas can be protected through an official
mapping process. Local agencies should revise
zoning ordinances and subdivision regulations to
provide for dedication of officially mapped corridors
at the time of platting.
Establish Improvement Programs
An overall strategy of improvement, tempered by
fiscal constraints, begins with an analysis of key
intersection capacity improvement projects, safety
improvements and the protection of access by
establishing strict standards and by designating
necessary right-of-way. Identifying future needs for
facility rights-of-way followed by timely "set-aside"
programs will, in the long run, save the community
much in the way of financial resources. Roadway
improvements should also be geared toward
providing for transit needs, particularly in the area
of meeting turning radii, traffic signals and
adequate roadway structure. It should be pointed
out that non-motorized travel needs also must be
carefully considered. Chanhassen will continue its
policy of designating sufficient right-of-way to
provide for sidewalk and/or bikeway needs.
SOURCES OF FUNDING
Roadways under city jurisdiction are maintained,
preserved, constructed and re-constructed by the
City's Department of Public Works and
Engineering. Funding for these activities, including
the administrative costs of operating the
department, are obtained from a variety of sources
including ad valorem taxes, special assessments,
development fees and tax increment financing. A
major concern of the City is the availability of
sufficient funds for maintenance and construction
activities. If funds are unavailable, needed projects
may be delayed or terminated and maintenance of
existing facilities may fall short of acceptable
standards. The following discussion explains the
existing sources of funding and potential new
sources of revenue.
State Aid
An extremely important source of revenue to the
City is state-aid. A network of city streets called
Municipal State-Aid Streets (M.S.A.S.) is eligible for
funding assistance with revenue from the Highway
User Tax Distribution Fund. This fund acts as a
distribution or tax clearance fund, and tax income
received into the fund is transferred to various
transportation related funds for expenditure. The
fund receives revenue from two principal
sources: 1) gasoline taxes, and 2) vehicle
registration taxes. These two sources are
permanently dedicated to this fund. Ninety-five
percent of the net proceeds of the Highway User
Tax Distribution Fund are distributed annually
according to a constitutionally mandated formula:
62 percent to the Trunk Highway Fund, 29 percent
to the County State-Aid Highway Fund, and 9
percent to the Municipal State-Aid Street Fund.
Assessments
Property that benefits from a roadway scheduled
for improvement may be assessed for a portion of
the cost of construction. In order to assess a
property owner, it must be demonstrated that the
value of their property will increase by at least the
amount of the assessment. For this reason, it is a
limited source of revenue. It is also limited by the
almost certain requirement that property be
adjacent to the roadway. It is difficult to show direct
benefit to property that is not contiguous.
Nevertheless, this is an important source of
revenue for the City.
Ad Valorem Taxes
If 20 percent of the cost of a city project can be
assessed to the adjacent property owners, the
remaining cost of the project can be added to the
ad valorem or property taxes of the remaining
property owners in the City. Ad valorem taxes for
street improvements are excluded from the state
mandated levy limits.
Tax Increment Financing
Establishing a tax increment financing (TIF) district
is a method of funding infrastructure improvements
that are needed immediately using the additional
tax revenue to be generated in future years by a
specific development. Municipal bonds are issued
against this future revenue which is dedicated for a
period of years to the repayment of the bonds or to
other improvements within the TIF project area.
When used appropriately, a TI F can accelerate
economic development in an area by insuring that
the needed infrastructure is in place without
30
COMPREHENSIVE PLAN
UPDATE 1998
requiring support from the usual funding. This
method of financing has already been used
successfully in the City of Chanhassen and is
expected to be used again in selected areas in the
future.
Potential Sources of Revenue
Revenues available from current sources of funding
are not always sufficient to meet highway
maintenance and construction needs. In order to
reduce the potential shortfall of revenue, other
sources of funding need to be considered including
TEA-21 grants, STP and state bonding.
31
COMPREHENSIVE PLAN
UPDATE 1998
APPENDICES
32
APPENDIX A
FUNCTIONAL CLASSIFICATION CRITERIA
FUNCTIONAL CLASSIFICATION
Part of the process of developing a thoroughfare plan is determining the function of the
components of the system. Functional classification involves determining what role each
roadway should perform. Functional classification ensures that non-transportation
factors, such as land use and development, are taken into account in the planning and
design of streets and highways.
The Metropolitan Council has defined four classes ofroadways:
l. Principal arterials
. Interstate freeways
. Other principal arterials
2. Minor arterials
. "A" minor arterials
Augmenter
Connector
Expander
Reliever
. "B" minor arterials
3. Collector streets
4. Local streets
Principal arterials include all interstate freeways and those other roadways which provide
for the longest trips. The emphasis is on mobility rather than land access. In a
developing area, spacing will vary from three to four miles. The Metropolitan Council
defines the metropolitan highway system as made up of the principal arterials in the
regIOn.
The minor arterial system serves medium to short trips and provides access to the
principal arterials. They interconnect concentrations of commercial or industrial land
uses and connect cities and towns of the region to each other and to similar places outside
the region. The emphasis is still on mobility rather than land access. In fully developed
areas, spacing ranges from 1/2 mile to one mile. In developing areas, one to two mile
spacing is adequate.
A-1
The Metropolitan Council has defined a subsystem of regional minor arterials designated
"A" minor arterials. These are the more important minor arterials from a regional
perspective. The region is committed to direct federal funding to the "A" minor arterials.
Minor arterials that are not designated "A" minor arterials are considered "B" minor
arterials and typically are locally controlled.
Collector streets provide connection between neighborhoods and from neighborhoods to
minor business concentrations. Mobility and land access are equally important.
Collectors serve short trips and are spaced 1/2 to 1 mile apart in developing areas.
Local streets are those that remain, serving the shortest trips and providing access to
adjacent property. They are spaced as necessary.
The Metropolitan Council's functional classification system designation has been adopted
for use in the City's roadway system.
PLANNING PRINCIPLES
The assignment of roadways into categories by function is based upon the following sets
of principles:
Principal Arterials
Principal and intermediate arterials are generally under the jurisdiction of state and
regional agencies. Improvements such as interchange and lane additions require the
approval of the Federal Highway Administration (FHW A), the Minnesota Department of
Transportation (MnlDOT), and the Metropolitan Council.
Minor Arterial Streets
1. Arterial streets are major determinants of land-use patterns. That is to say, the
locations of arterials will influence, to a great extent, what the land-use patterns will
look like.
2. The spacing of arterials should reflect the density of development in the area. The
spacing will vary from one-half mile between arterials to as much as two miles in
very sparsely-populated areas.
3. Whenever possible, arterials should be laid out in a grid pattern. At the same time,
however, the arterial pattern should be sensitive to prevailing environmental concerns
and constraints to create parcels of land that are easily platted, and to create
intersections where adjacent legs are at right angles to each other.
A-2
4. Arterials should provide continuity, because the primary function of an arterial is to
provide for the through movement of traffic.
5. Each link in the arterial system should be designed to perform its specific function
within the total transportation system. In other words, the design should match the
anticipated load.
6. Arterials should respect the integrity and stability of neighborhoods.
7. Arterials should be fully integrated with existing and planned mass transit systems.
8. Roadway widths are a function of traffic demand not classifications. A roadway is
not built to four lanes because it is an arterial, but it is built to that width to
accommodate the volume of traffic it is expected to carry (see Table A-I). The length
of trips that are served is more a detem1ining factor for roadway classification.
Class I Collector Streets
1. In general, class I collector streets should only provide access to abutting properties
that are class I traffic generators (shopping centers, office parks, etc.).
2. Access to other abutting properties should be provided from local streets and class II
collectors.
3. Class I collectors should serve trip lengths of three to five miles.
4. The intersections of class I collectors with arterials will likely be signalized. Class I
collectors should not intersect minor arterials at less than one quarter mile spacing.
Intersections of class I collectors with principal or intermediate arterials should
generally be no less than at one half mile intervals.
5. The design of class I collectors should reflect the function of providing more mobility
and less land access.
6. The design of class I collectors should provide for medium range speeds (40 mph) to
attract traffic from local streets.
7. Intersections of class II collectors and local streets with class I collectors should be
configured as "T" intersections to reduce the need for signals or all way stops.
8. The intersection of two class I collectors may be controlled by traffic signals or all
way stops.
A-3
Class II Collector Streets
The following are principles for laying out subdivision streets, including class II
collectors. In this case, the primary function of such streets will be to provide access. A
secondary function may include through movement of intra-community travel.
1. Class II collectors must provide adequate access to abutting parcels.
2. Class II collectors should be designed to minimize through traffic. The layout of
class II collectors should not promote diversion of traffic from arterials and class I
collectors.
3. The intersections of class II collectors with arterials should not detract from the
efficiency of those arterials. In order to prevent inefficiencies, it is recommended
that the spacing between collectors be at least one-qualier mile and in multiples of
one quarter mile. This will permit a minimum 30 mph operation on the arterial
should signalization be required.
4. The design of class II collectors should reflect the function of providing access.
5. The design of class II collectors should discourage excessive speeds.
6. Class II collectors should permit the efficient use of land for laying out plats.
7. Class II collectors should be laid out in order to be compatible with the topography
and environmental constraints of the area.
8. The design of the class II collector system should be compatible with the municipal
utility plans for the area.
9. Class II collector streets should not be used for on-site circulation purposes.
A-4
TABLE A-1
FUNCTIONAL CLASSIFICATION SYSTEM CRITERIA FOR ROADWAYS
Hourly
Cross-Section Lane Capacity Two-Way ADT
Two-lane Rural 900/lane ADT= 14,000 - 15,000
Two-lane Urban 550/lane ADT= 8,000 - 9,000
Three-lane Urban 1,000/lane ADT= 14,000 - 17,000
Four-lane Undivided 600/lane ADT= 18,000 - 20,000
Four-lane Divided 1 ,1 OO/lane ADT= 38,000 - 41,000
Six-lane Divided 1,100/lane ADT= 56,000 - 61,000
Four-lane Freeway 1,800/lane ADT= 62,000 - 67,000
Six-lane Freeway 1,800/lane ADT= 92,000 - 100,000
Six-lane Metered Freeway 2,200/lane ADT= 113,000 - 122,000
METROPOLITAN COUNCIL GUIDELINES
The Metropolitan Council has issued its own guidelines in the determination of functional
classification. These are published in Appendix F of the Metropolitan Council
Transportation Development Guide/Policy Plan and are reproduced in Figure A-I through
Figure A-6.
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APPENDIX B
TRAVEL FORECASTING PROCESS
FORECASTING PROCESS
Figure B-1 illustrates the analysis process used to identify deficiencies in the adopted
Thoroughfare Guide Plan given the level of development anticipated by 2020. The major steps
in the process are described below:
1. Trip Generation Analysis
For ease of analysis, a window containing the City of Chanhassen and surrounding areas was
cut from the regional network. The regional traffic analysis zones (T AZs) \vere refined by
dividing them into smaller zones as shown in Figure B-2. Trips generated by each TA2 are a
function both of the type and density of land use in each zone and of the trip generation rates
for each type of land use. The regional trip generation model was used to calculate the trips
originating in and destined to each refined zone by trip purpose.
2. Trip Distribution Analysis
Once the trips were calculated for each year, the appropriate vehicle trip tables were
developed. This process assumes the overall distribution of trips between each pair of zones
from the regional model but adjusts th~ number of trips originating from and destined to each
zone based upon the trip generation results.
3. Trip Assignment Analysis
In this step, the zone to zone vehicle trips were assigned to the eXlstmg and future
transportation networks using a capacity restrained loading process. The resulting traffic
volumes on the roadway system are then compared to the capacity of the roadway network to
assess the impacts.
The traffic model used to develop the traffic forecasts is a microcomputer program called
TRANPLAN. The capacity restrained loading process results in multiple paths being used for
trips between each zonal pair. The assigmnent process adjusts travel speeds on each link in the
network based upon the volume to capacity ratio. The result is an assigmnent which minimizes
the overall travel time for the entire set of trips and paths in the network.
B-1
r "
FV7URE TRIP
DEVELOPMENT G~NEr.ATION
ASSUMFTlONS MOGEL
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City of
Chanhassen
CITY OF CHANHASSEN TRANSPORTATION PLAN
Travel Forecasting Process
FIGURE
B-1
Oty of Chanhassen
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The principal component of the traffic model is a network that represents the street and highway
system in the city. A trip table is used to define the origin and destination of each trip based on
regional as well as local travel. Generally speaking, the number of trips that begin or end at a
particular location depends upon the number of households and employees that are located in the
surrounding area or zone.
The base network and trip table used in this study represent the year 2020 and were obtained
from the Metropolitan Council and Mn/DOT who have the responsibility for maintaining this
information for the entire region. In order to make this information more meaningful to
Chanhassen, the following refinements were made:
. The regional network was modified to include all of the arterials and many collector streets
in Chanhassen.
. The system of zones was refined to create a more detailed system in the City. This increased
the number of zones, as defined in the regional network, to create more realistic loading of
traffic onto the detailed network.
. - The 1995 trips were assigned to the existing network to calibrate to the existing traffic
counts. Then the future network was developed from the calibrated network and the 2020
trips were assigned. The result is an estimate of volumes forecast for the future network in
2020.
. The trip table was modified to distribute the trips from the original zones to the refined
zones. The Metropolitan Council socioeconomic data was used for each regional zone but
the trips were distributed to the refined zones based upon local socioeconomic data.
FUTURE TRAFFIC VOLUMES
By running the TRANPLAN program with the updated trip table and revised network, an
estimate of the future traffic flow on individual roadways was made.
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